BE20 - Doug's King Air 200 Workbook (Rev#1.0-2015.12.01)

King Air 200 Work Book
Copyright © 2011
Douglas S. Carmody and Executive Flight Training LLC are not liable for the accuracy, effective-
ness or safe use of this workbook and do not warrant that this aircraft manual or publication contains
current information and/or revisions. Aircraft manuals and publications required for any reason other
than training, study or research purposes should be obtained from the original equipment manufac-
turer. Reference herein to any specific commercial products by trade name, trademark, manufacturer,
or otherwise, is not meant to imply or suggest any endorsement by, or affiliation with that manufac-
turer or supplier. All trade names, trademarks and manufacturer names are the property of their
respective owners. All illustrations are the property of Hawker Beechcraft Corporation and used with
permission. Passages and examples reprinted from Beechcraft Hawker Corporation’s BE200
maintenance manual, and POH are used with permission. No part of this book may be copied
without the expressed written permission of Douglas Carmody. All rights reserved.
Published by Executive Flight Training LLC.

Beaufort, SC
TABLE OF CONTENTS
CHAPTER 1 AIRPLANE –GENERAL ........................................................................................... 1
INTRODUCTION TO THE KING AIR 200 & B200 ................................................................................................. 1
OBJECTIVES .............................................................................................................................................................. 1
GENERAL................................................................................................................................................................... 2
NOSE SECTION ......................................................................................................................................................... 3
COCKPIT .................................................................................................................................................................... 3
LIGHTING SYSTEMS ............................................................................................................................................... 5
CABIN CONFIGURATION ....................................................................................................................................... 6
CABIN WINDOWS .................................................................................................................................................. 12
EMERGENCY EXIT ................................................................................................................................................ 13
INTERIOR DIVIDERS ............................................................................................................................................. 14
AFT FUSELAGE ...................................................................................................................................................... 14
EMPENNAGE........................................................................................................................................................... 14
WINGS ...................................................................................................................................................................... 15
POWER PLANT ....................................................................................................................................................... 17
ELECTRICAL SYSTEM .......................................................................................................................................... 17
PROPELLER SYSTEM ............................................................................................................................................ 17
FUEL SYSTEM......................................................................................................................................................... 17
ANTI-ICE/DE-ICE SYSTEMS ................................................................................................................................. 18
ENVIRONMENTAL SYSTEM ................................................................................................................................ 18
LIMITATIONS ............................................................................................................................................19
AIRSPEED LIMITATIONS...................................................................................................................................... 20
WEIGHT LIMITS ..................................................................................................................................................... 21
CENTER OF GRAVITY LIMITS............................................................................................................................. 21
EMERGENCY PROCEDURES .................................................................................................................22
EXPANDED GENERAL PROCEDURES ................................................................................................24
QUESTIONS ................................................................................................................................................25
CHAPTER 2 ELECTRICAL SYSTEM ......................................................................................... 27

OBJECTIVES ............................................................................................................................................................ 27
ELECTRICAL POWER - DESCRIPTION AND OPERATION .............................................................................. 28
BATTERY SYSTEM ................................................................................................................................................ 30
DC GENERATION - DESCRIPTION AND OPERATION ..................................................................................... 31
STARTER-GENERATORS ...................................................................................................................................... 32
GENERATOR CONTROL UNIT ............................................................................................................................. 32
STARTER-GENERATOR PARALLELING ............................................................................................................ 33
OVER VOLTAGE PROTECTION ........................................................................................................................... 33
REVERSE CURRENT PROTECTION .................................................................................................................... 34
OVER EXCITATION PROTECTION...................................................................................................................... 34
COMPONENT LOCATION ..................................................................................................................................... 34
AC GENERATION ................................................................................................................................................... 35
EXTERNAL POWER ............................................................................................................................................... 35
AVIONIC MASTER SWITCH ................................................................................................................................. 36
CIRCUIT BREAKERS.............................................................................................................................................. 36
LIMITATIONS............................................................................................................................................ 38
STARTER LIMITS ................................................................................................................................................... 38
EMERGENCY ELECTRICAL PROCEDURES ..................................................................................... 39
ABNORMAL ELECTRICAL PROCEDURES........................................................................................ 41
EXPANDED ELECTRICAL PROCEDURES ......................................................................................... 43
QUESTIONS ................................................................................................................................................ 44
CHAPTER 3 ANNUNCIATOR SYSTEM ..................................................................................... 49

OBJECTIVES ............................................................................................................................................................ 49
ANNUNCIATOR SYSTEM ..................................................................................................................................... 49
WARNING PANEL .................................................................................................................................................. 49
CAUTION/ADVISORY PANEL .............................................................................................................................. 50
ANNUNCIATOR LIMITATIONS ............................................................................................................ 51
ANNUNCIATOR EMERGENCY PROCEDURES ................................................................................. 51
ANNUNCIATOR ABNORMAL PROCEDURES.................................................................................... 51
QUESTIONS ................................................................................................................................................ 52
CHAPTER 4 FUEL SYSTEM ......................................................................................................... 53

OBJECTIVES ............................................................................................................................................................ 53
FUEL SYSTEM - DESCRIPTION AND OPERATION .......................................................................................... 53
FUEL GAUGES ........................................................................................................................................................ 56
FUEL DRAIN VALVES ........................................................................................................................................... 56
FUEL VENTS............................................................................................................................................................ 56
FUEL PUMPS ........................................................................................................................................................... 57
AUXILIARY FUEL TRANSFER SYSTEM ............................................................................................................ 58
FUEL FILTERS ......................................................................................................................................................... 60
FUEL HEATER ......................................................................................................................................................... 60
CROSSFEED ............................................................................................................................................................. 60
FUEL PURGE SYSTEM........................................................................................................................................... 61
FUEL SYSTEM LIMITATIONS............................................................................................................... 62
FUEL LIMITATIONS ............................................................................................................................................... 62
EMERGENCY FUEL SYSTEM PROCEDURES ................................................................................... 66
ABNORMAL FUEL PROCEDURES ....................................................................................................... 66
EXPANDED FUEL PROCEDURES ......................................................................................................... 67
QUESTIONS ................................................................................................................................................ 68
CHAPTER 5 ENGINE SYSTEM .................................................................................................... 71

OBJECTIVES ............................................................................................................................................................ 71
GENERAL ENGINE DESCRIPTION ...................................................................................................................... 71
PROPULSION SYSTEM CONTROLS .................................................................................................................... 72
TURBOPROP ENGINE SYMBOLS AND THEIR MEANINGS ............................................................................ 73
AIR INTAKE SECTION ........................................................................................................................................... 74
COMPRESSOR SECTION ....................................................................................................................................... 75
COMPRESSOR BLEED VALVES .......................................................................................................................... 75
COMBUSTION SECTION ....................................................................................................................................... 76
TURBINE SECTION ................................................................................................................................................ 77
EXHAUST SECTION ............................................................................................................................................... 77
REDUCTION GEAR SECTION............................................................................................................................... 77
THE ACCESSORY SECTION ................................................................................................................................. 77
ENGINE LUBRICATION SYSTEM ........................................................................................................................ 78
OIL TANK ................................................................................................................................................................ 79
PUMPS ...................................................................................................................................................................... 79
OIL FILTER .............................................................................................................................................................. 79
OIL COOLER............................................................................................................................................................ 80
OIL TEMPERATURE............................................................................................................................................... 80
OIL PRESSURE ........................................................................................................................................................ 80
CHIP DETECTION ................................................................................................................................................... 80
FUEL HEATER......................................................................................................................................................... 81
ENGINE FUEL SYSTEM ......................................................................................................................................... 81
FUEL CONTROL UNIT ........................................................................................................................................... 82
STARTING AND IGNITION SYSTEM .................................................................................................................. 83
AUTO IGNITION ..................................................................................................................................................... 83
FIRE DETECTION SYSTEM (BB-2 THRU BB-1438) ........................................................................................... 83
FIRE DETECTION SYSTEM (BB-1439 AND AFTER) ......................................................................................... 84
FIRE EXTINGUISHING SYSTEM .......................................................................................................................... 86
ENGINE SYSTEM LIMITATIONS ..........................................................................................................88
ENGINE OPERATING LIMITS............................................................................................................................... 89
EMERGENCY ENGINE SYSTEM PROCEDURES...............................................................................91
ABNORMAL ENGINE SYSTEM PROCEDURES .................................................................................95
EXPANDED ENGINE SYSTEM PROCEDURES ...................................................................................99
QUESTIONS ..............................................................................................................................................101
CHAPTER 6 PROPELLERS ........................................................................................................ 105

OBJECTIVES .......................................................................................................................................................... 105
GENERAL............................................................................................................................................................... 105
BASIC PRINCIPLES .............................................................................................................................................. 106
PROPELLER GOVERNOR .................................................................................................................................... 107
PRIMARY GOVERNOR ........................................................................................................................................ 107
OVERSPEED GOVERNOR ................................................................................................................................... 109
FUEL TOPPING GOVERNOR .............................................................................................................................. 110
PROPELLER FEATHERING ................................................................................................................................. 110
AUTOFEATHER .................................................................................................................................................... 111
PROPELLER BETA AND REVERSING............................................................................................................... 111
PROPELLER SYNCHROPHASER........................................................................................................................ 112
PROPELLER LIMITATIONS .................................................................................................................114
PROPELLER ROTATIONAL SPEED LIMITS ..................................................................................................... 114
PROPELLER EMERGENCY PROCEDURES .....................................................................................114
PROPELLER ABNORMAL PROCEDURES ........................................................................................114
PROPELLER EXPANDED PROCEDURES ......................................................................................... 114
QUESTIONS .............................................................................................................................................. 116
CHAPTER 7 PRESSURIZATION AND ENVIRONMENTAL SYSTEMS............................. 119

OBJECTIVES .......................................................................................................................................................... 119
INTRODUCTION ................................................................................................................................................... 119
HEATING, COOLING AND PRESSURIZATION - DESCRIPTION AND OPERATION .................................. 120
HEATING TEMPERATURE CONTROL - DESCRIPTION AND OPERATION ................................................ 122
AUTOMATIC OPERATION .................................................................................................................................. 122
MANUAL HEAT OPERATION ............................................................................................................................. 123
RADIANT HEAT PANELS .................................................................................................................................... 123
ELECTRIC HEAT ................................................................................................................................................... 124
FRESH AIR VENTILATION ................................................................................................................................. 125
COOLING - DESCRIPTION AND OPERATION ................................................................................................. 125
AIR CONDITIONING TEMPERATURE CONTROL - DESCRIPTION AND OPERATION............................. 126
AUTOMATIC OPERATION .................................................................................................................................. 127
MANUAL COOL OPERATION............................................................................................................................. 127
FORWARD EVAPORATOR FREEZE PROTECTION ........................................................................................ 128
PRESSURIZATION - DESCRIPTION AND OPERATION .................................................................................. 128
FLOW CONTROL UNIT ........................................................................................................................................ 128
OXYGEN SYSTEM ................................................................................................................................................ 131
PRESSURIZATION AND ENVIRONMENTAL SYSTEMS LIMITATIONS................................... 133
EMERGENCY PRESSURIZATION AND ENVIRONMENTAL SYSTEMS PROCEDURES ....... 133
BOLD TYPE INDICATES MEMORY ITEMS!..................................................................................................... 133
SMOKE AND FUME ELIMINATION................................................................................................................... 135
EACH BLEED AIR VALVE MUST REMAIN CLOSED LONG ENOUGH TO ALLOW TIME FOR SMOKE
PURGING TO POSITIVELY IDENTIFY THE SMOKE SOURCE. ..................................................................... 137
EMERGENCY DESCENT ...................................................................................................................................... 137
ABNORMAL PRESSURIZATION AND ENVIRONMENTAL SYSTEMS PROCEDURES .......... 138
PRESSURIZATION AND ENVIRONMENTAL SYSTEMS EXPANDED PROCEDURES ........... 138
QUESTIONS .............................................................................................................................................. 140
CHAPTER 8 LANDING GEAR, TIRES AND BRAKE SYSTEM ........................................... 143

OBJECTIVES .......................................................................................................................................................... 143
GENERAL ............................................................................................................................................................... 143
GROUND HANDLING TOWING ......................................................................................................................... 144
PARKING................................................................................................................................................................ 145
NOSE LANDING GEAR ........................................................................................................................................ 145
DESCRIPTION AND OPERATION - MECHANICAL LANDING GEAR .......................................................... 146
WARNING SYSTEM MECHANICAL LANDING GEAR SYSTEM .................................................................. 148
DESCRIPTION AND OPERATION- HYDRAULIC LANDING GEAR .............................................................. 149
WARNING SYSTEM HYDRAULIC LANDING GEAR SYSTEM ..................................................................... 152
TIRES ...................................................................................................................................................................... 153
HYDRAULIC BRAKE SYSTEM ........................................................................................................................... 154
LANDING GEAR, TIRES AND BRAKE SYSTEM LIMITATIONS ................................................. 155
LANDING GEAR, TIRES AND BRAKE SYSTEM PROCEDURES ................................................. 156
LANDING GEAR, TIRES AND BRAKE SYSTEM PROCEDURES..................................................156
LANDING GEAR, TIRES AND BRAKE SYSTEM EXPANDED PROCEDURES ..........................158
QUESTIONS ..............................................................................................................................................159
CHAPTER 9 PNEUMATIC AND VACUUM SYSTEM ............................................................ 161

OBJECTIVES .......................................................................................................................................................... 161
DESCRIPTION ....................................................................................................................................................... 161
PNEUMATIC - DESCRIPTION AND OPERATION ............................................................................................ 161
VACUUM SYSTEM - DESCRIPTION AND OPERATION ................................................................................. 162
ENGINE BLEED-AIR-WARNING SYSTEM ....................................................................................................... 163
ENGINE BLEED-AIR-WARNING SYSTEM - DESCRIPTION AND OPERATION ......................................... 164
PNEUMATIC AND VACUUM SYSTEM LIMITATIONS ..................................................................167
PNEUMATIC AND VACUUM SYSTEM EMERGENCY PROCEDURES .......................................167
PNEUMATIC AND VACUUM SYSTEM ABNORMAL PROCEDURES ..........................................168
PNEUMATIC AND VACUUM SYSTEM EXPANDED PROCEDURES ...........................................168
QUESTIONS ..............................................................................................................................................169
CHAPTER 10 ANTI-ICE SYSTEM ............................................................................................. 171

OBJECTIVES .......................................................................................................................................................... 171
DESCRIPTION ....................................................................................................................................................... 171
ICE AND RAIN PROTECTION - DESCRIPTION AND OPERATION............................................................... 171
AIRFOIL ................................................................................................................................................................. 172
DEICE BOOT - PROTECTIVE COATING ........................................................................................................... 173
AIR INTAKES ........................................................................................................................................................ 174
AIR INTAKE ANTI-ICE LIP ................................................................................................................................. 176
BRAKE DEICE SYSTEM ...................................................................................................................................... 176
WINDOWS AND WINDSHIELDS ........................................................................................................................ 177
PROPELLER DEICING.......................................................................................................................................... 178
PITOT HEAT .......................................................................................................................................................... 180
STALL WARNING VANE HEAT ......................................................................................................................... 180
FUEL VENTS ......................................................................................................................................................... 181
FUEL HEAT............................................................................................................................................................ 181
ANTI-ICING SYSTEMS LIMITATIONS ..............................................................................................182
EMERGENCY ANTI-ICING SYSTEMS PROCEDURES ...................................................................182
ABNORMAL ANTI-ICING SYSTEMS PROCEDURES......................................................................182
ANTI-ICING SYSTEMS EXPANDED PROCEDURES .......................................................................184
QUESTIONS ..............................................................................................................................................185
CHAPTER 11 FLIGHT CONTROLS .......................................................................................... 189

OBJECTIVES .......................................................................................................................................................... 189
FLIGHT CONTROLS ............................................................................................................................................. 189
ELEVATOR TRIM ................................................................................................................................................. 190
CONTROL LOCKS ................................................................................................................................................ 192
GROUND MOORING/TOWING ........................................................................................................................... 192
WING FLAPS.......................................................................................................................................................... 193
YAW DAMPER ...................................................................................................................................................... 195
STALL WARNING SYSTEM ................................................................................................................................ 195
RUDDER BOOST ................................................................................................................................................... 196
FLIGHT CONTROL LIMITATIONS .................................................................................................... 197
FLIGHT CONTROL EMERGENCY PROCEDURES......................................................................... 197
FLIGHT CONTROL ABNORMAL PROCEDURES ........................................................................... 198
FLIGHT CONTROL EXPANDED PROCEDURES ............................................................................. 199
QUESTIONS .............................................................................................................................................. 201
CHAPTER 12 PITOT STATIC SYSTEM ................................................................................... 203

OBJECTIVES: ......................................................................................................................................................... 203
PITOT AND STATIC PRESSURE SYSTEM ........................................................................................................ 203
OUTSIDE AIR TEMPERATURE........................................................................................................................... 204
PITOT STATIC SYSTEM LIMITATIONS ........................................................................................... 205
PITOT STATIC SYSTEM EMERGENCY PROCEDURES ................................................................ 205
PITOT STATIC SYSTEM ABNORMAL PROCEDURES .................................................................. 205
QUESTIONS .............................................................................................................................................. 206
CHAPTER 13 OXYGEN SYSTEM .............................................................................................. 207

OBJECTIVES .......................................................................................................................................................... 207
OXYGEN SYSTEM - DESCRIPTION AND OPERATION .................................................................................. 207
AUTO DEPLOYMENT PASSENGER OXYGEN SYSTEM ............................................................................... 209
OXYGEN CYLINDERS ......................................................................................................................................... 209
OXYGEN PRESSURE-SENSE SWITCH .............................................................................................................. 210
OXYGEN SYSTEM LIMITATIONS ...................................................................................................... 212
OXYGEN SYSTEM EMERGENCY PROCEDURES .......................................................................... 212
OXYGEN SYSTEM ABNORMAL PROCEDURES ............................................................................. 213
QUESTIONS .............................................................................................................................................. 214
CHAPTER 14 POWER SETTINGS & PROFILES ................................................................... 215

CH
HAPTER
R1
AIRPL
A LAN
NE –G
GENE
ERA L
INTR
RODUCT
TION
O THE KIING AIR 200 & B2000
TO
The King
g Air 200 workbook
w describes the airframe,
a enngines and syystems of thhe King Airr 200 and
B200. It is a compilaation of operrating inform
mation, tips and techniquues that I haave gatheredd over the
past 20 years
y as a Kiing Air pilot and instructtor. It is an eexcellent reffresher progrram but it is intended
for training purposess only and is not a substiitute for the POH. The P
Pilot’s Operaating Handbook shall
take priority over any
ything writteen here.
OBJEC
CTIVES
After com t chapter, you should be able to:

mpletion of this
1) Locate
L and Describe:
D
Entry
E Door/E
Emergency Exit
E Baggage Arrea
Avionics
A Areea Cabin Sectiion
Fuselage Wing Sectioon
Lights
L
FOR TRA
AINING PUR
RPOSES ONL
LY ww
ww.Kingairtraiining.com
2 KING AIR 200 WORK BOOK
GENERAL
The King Air 200 is a high performance, all metal, low wing aircraft that has been in continuous
production since 1974. Originally introduced as the Super King Air, the word “super” was dropped
in 1996 as a marketing decision. An updated and improved version of the airplane entered produc-
tion in 1981 and became known as the B200. Approximately 3500 King Air 200’s are in service
today with numerous variants, including cargo and military versions. The airplane is approved for
day and night IFR and VFR flight operations and if properly equipped, it is capable of flight into
known icing. It has fully cantilevered wings and a T-tail. By locating the horizontal stabilizer as high
as possible; it stays out of the air disturbance created by the propellers. The advantages of this design
are less airframe vibration, wider C.G. range, and fewer trim adjustments are necessary during
airspeed or configuration changes. The fuselage is pressurized to the skin between fore and aft
pressure bulkheads. The control cables, torque shafts, plumbing and wiring connections that pass
through pressure walls are installed with fitted seals or plug connectors that minimize air leakage.
Like most modern turboprops, the King Air 200 fuselage is of semimonocoque construction and is
fabricated utilizing aluminum frames, bulk¬heads and keels that are reinforced by longerons and
stringers. It is powered by two 850 SHP Pratt & Whitney turboprop engines. The 200 is equipped
with two PT6A-41 engines while the B200 utilizes the PT6A-42. The -42 engine is also rated at 850
shp but has internal improvements that result in greater engine performance over a wider range of
temperatures and altitudes. The engines incorporate a three-stage axial and a single stage centrifugal
compressor which is driven by a single-stage reaction turbine. The engine has proven to be extreme-
ly reliable. Unscheduled engine shutdowns occur approximately once every 300,000 hours. Depend-
ing on the interior configuration, the airplane can accommodate up to 15 people, although the normal
corporate configuration is 7-8 passengers.
www.Kingairtraining.com FOR TRAINING PURPOSES ONLY

AIRPLAN
NE –GENER
RAL 3
NOSE SECTION
N
The nosee section of the

t airplane houses the radar
r antennna dish and tthe avionics bay. It also contains
the hydraaulic brake fluid
f reservo
oir, the vacu
uum system iinlet and som
me componeents of the aair condi-
tioner. (E
Except for th
he compressor) The nosse section iss un-pressuriized and is aaccessed viaa remova-
ble panels on each side of the compartmen
nt. The radoome is consstructed of a composite material
allowing radar wavess to pass thro
ough it easily
y.
COCKPIT
Seats
The pilott’s seats are adjustable both

b fore and
d aft, as welll as verticallly. Additionally, three tiilt adjust-
ments are possible. The ver is locatedd under the front inboarrd corner off the seat.
T seat adjustment lev
When heeld in the up
p position, th
he seat can be
b moved foorward or afft as requiredd. Lifting thhe release
lever und
der the front outboard co
orner of the seat
s allows vvertical adjusstments to bbe made. Connsistently
good landings can bee made by adjusting the vertical possition of the seat to creaate an eye levvel at the
center po
oint of the windshield.
w The armreests pivot annd can be raaised or low
wered as reqquired. A
preflight flow pattern
n is essentiaal to the safee operation oof the King Air by a sinngle pilot. F
Flow pat-
terns do not replace checklists bu
ut are used to
t methodicaally set up thhe aircraft pprior to each phase of
flight.
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AINING PUR
RPOSES ON
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4 K
KING AIR 2000 WORK B
BOOK
F
Flow Patterns
B
Because of the wide vaariation in switch
s locattion, each p ilot should develop a fflow patternn that
incorporates their particu
ular airplane. A good flo
ow pattern sttarts at the ennd of the connsole and follows
tthe diagram arrows. Each
h switch is checked
c and positioned ffor the pertinnent phase oof flight. Thiis is a
ggeneric flow pattern that after complletion should
d be followedd by the apppropriate cheecklist.
S
Seat Belts
T
The shoulder harness in
nstallation in
ncorporates an
a inertia reeel attached to the backk of the seat. The
ttwo straps arre worn with
h one strap over
o each sh
houlder and ffastened intoo the lap bellt. Spring loaading
aat the inertiaa reel keeps the harness snug, but still allows nnormal moveement requirred during fflight.
T
The inertia reeel is design
ned to lock during
d sudden
n deceleratioon.
w
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m FOR TR
RAINING PU
URPOSES O
ONLY
AIRPLAN
NE –GENER
RAL 5
Oxygen Masks
The quicck donning oxygen

o mask
ks for the crrew are storeed on the buulkhead behiind the pilotts. Newer
aircraft are
a equipped with masks stowed direectly above eeach pilot staation.
PIILOT TIIP
Beards an
nd mustachees should bee trimmed so
o that they doo not interfeere with the proper sealiing of the
oxygen mask.
m
LIGHT
TING SYS
STEMS
COCKP
PIT LIGHTS
S
An overh
head-light co
ontrol panel, easily accesssible
to both pilots,
p incorp
porates a fun
nctional arraange-
ment of all lighting systems in the
t cockpit. Each
light grou
up has its ow
wn rheostat switch placaarded
BRT - OFF.
O The MASTER
M PA
ANEL LIGH
HTS -
ON - OFF switch con
ntrols the ov
verhead lightt con-
trol paneel lights, fuell control pan
nel lights, en
ngine
instrumen
nt lights, rad
dio panel ligh
hts, subpaneel and
console lights,
l pilot and
a copilot instrument
i liights,
and gyro instrument lights. The instrument
i in
ndirect lightts in the glarreshield and overhead m
map lights
are individually contrrolled by sep
parate rheosttat switches..
The push
h-button FRE
EE AIR TEM
MP switch, located
l on thhe left sidew
wall panel neext to the gaage, turns
ON and OFF
O the ligh
hts near the outside
o air teemperature ggage.
CABIN LIGHTS
L
A three-p
position interior light sw
witch on the copilot's
c subbpanel, placaarded CABIN
N LIGHTS - START
BRIGHT
T - DIM - OFF,
O controlss the fluoresscent cabin llights. The sswitch to thee right of thee interior
light swiitch activatees the cabin NO SMOK
KING/FAST
TEN SEAT BELT signss and accom
mpanying
chimes. This
T three-p
position swittch is placarrded CABIN
N LIGHTS - NO SMO
OKE & FSB - FSB -
OFF.
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AINING PUR
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The baggage-area light is controlled by a two-position switch just inside the airstair door aft of the
door frame and is connected to the hot battery bus.
A threshold light is located forward of the airstair door at floor level, and an aisle light is located at
floor level aft of the spar cover. A switch adjacent to the threshold light turns both these lights on
and off. When the airstair door is closed, all the lights controlled by the threshold light switch will
extinguish. If the master switch is on, the individual reading lights along the top of the cabin may be
turned on or off by the passengers with a push-button switch adjacent to each light.
EXTERIOR LIGHTS
Switches for the landing lights, taxi lights, wing ice lights, navigation lights, recognition lights,
rotating beacons, and wing-tip and tail strobe lights are located on the pilot's sub-panel. They are
appropriately placarded as to their function.
Tail floodlights, if installed, are incorporated into the horizontal stabilizers and are designed to
illuminate both sides of the vertical stabilizer. A switch for these lights, placarded LIGHTS - TAIL
FLOOD - OFF, is located on the pilot's sub-panel. A flush-mounted floodlight forward of the flaps
in the bottom of the left wing may be installed. This entry light provides illumination of the area
around the airstair door, to provide passenger convenience at night. It is controlled by the threshold
light switch just inside the door on the forward door frame, and will extinguish automatically when-
ever the cabin door is closed.
PILOT TIP
In fog or low visibility conditions, landing and taxi lights should be left off to reduce light reflec-
tions.
CABIN CONFIGURATION
Various configurations of passenger seats and couches can be installed. The standard airplane seats
two pilots and seven passengers. All seats are equipped with seat belts and headrests. Some passen-
ger seats can be moved fore and aft by lifting the horizontal release bar that extends laterally under
the front of adjustable seats.

AIRPLAN
NE –GENER
RAL 7
The seatb
backs can be adjusted to
o any angle from fully upright to fu
fully reclininng, by depreessing the
release taab located on
n the side off the seat at the front inbboard cornerr. When the tab is depreessed and
the passeenger leans against
a the seatback, thee seatback w
will slowly reecline until tthe tab is relleased, or
until the fully recliniing position is attained. When no w
weight is plaaced against the seatbackk and the
tab is dep
pressed, the seatback will rise until the tab is reeleased, or uuntil the fullly upright poosition is
reached. The seatbaccks of all occcupied seatts must be uupright for takeoff and llanding. Ann optional
lateral-traacking passeenger seat may
m be instaalled. Thesee seats have a flat, rectaangular release lever
located underneath
u the
t front inb
board cornerr of the seatt. When thiss lever is lift
fted, the seatts can be
adjusted fore and aftt, as well as laterally. When
W occupieed these seatts must be ppositioned aggainst the
cabin waall for takeofff and landin
ng.
The armrrests can be raised and lowered

l by lifting the reelease tab loocated underr the front ennd of the
armrest.
Hand helld fire exting

guishers are mounted in the cockpit beneath the copilot seat and in the ppassenger
cabin ben
neath the lasst seat on thee left side of the airplanee.
Toilet
The aircrraft is equip

pped with a chemical or
o electricallly operated toilet that iis normally installed
across fro
om the airstaair door.
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AINING PUR
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8 K
BOOK
A
An optional forward faciing unit may
y be installed
d in the aft bbaggage com
mpartment. E
Either installlation
is equipped with
w a hingeed cushion co
over turning
g the toilet innto an additional passengger seat. Thee seat
bbelt and sho
oulder harneess for the toilet
t incorp
porates a sinngle adjustabble strap atttached to thhe aft
bbulkhead.
R
Relief tubes are located on the left cabin
c side wall
w forward of the toilett and in the ccockpit undeer the
ppilot’s seat.
PILO
OT TIP
IIf a Monogra
am electrica
ally flushing toilet is insttalled, the s liding knifee valve shouuld be open aat all
times, exccept when acctually serviicing the uniit.
A
Aft Baggagee Compartm
ment
T
The 53.4 cub
bic foot aft cabin baggaage compartment can bee separated
ffrom the cabin by a partiition or a folding curtain
n. It includes provisions
ffor hanging bags as well
w and pro
oviding for up to 410 pounds of
bbaggage storrage. Option
nal folding jumpseats
j can
c be instaalled in the
go must be properly se cured with
ccompartmentt. All baggaage and carg
tthe webbing provided.
PILO
OT TIP
Do nott carry child
dren in the ba
aggage comp
partment unless securedd by a seatbeelt in a seat.
w
m FOR TR
RAINING PU
URPOSES O
ONLY
AIRPLAN
NE –GENER
RAL 9
Storage and Dispen

nsing Cabineetry
A large pyramid
p cabinet is located just behin
nd the left ccockpit partittion. It provides
storage for
f coffee, water,
w liquor decanters,
d trrash, cold beeverages andd ice. Addittion-
al storagee space is also available in the two drawers
d instaalled beneatth the couch and
in the arrmrest cabin
net located adjacent
a to the aft end of the coucch. An optioonal
cabinet can
c be installled forward of
o the main cabin aft parrtition.
PIILOT TIIP
Maximum
m content weight in each drawer is 30 pounds.
Airstair Door
d to the airfframe by a hinge at thee bottom off the door. T

The airsttair entrancee is attached The door
swings outward
o and downward when
w openeed. A hydrauulic damper allows the ddoor to openn slowly.
As a resu
ult, it isn't neecessary for a crew mem
mber to superrvise when a passenger oopens the door.
A stairw
way forms an
n integral paart of the do
oor and provvides for eassy passengerr access to thhe cabin.
The interrnal door steeps fold in when
w the doo
or is closed and fold ouut automaticaally when thhe door is
opened. While the door
d is open
n, it is suppo
orted by a pplastic-encased cable, whhich also seerves as a
passengeer handrail. Dual
D stair asssist cables are
a availablee as an optioon on the
B200. Th
he forward assist
a cable is easily deetachable to provide moore room
for loading large bag
ggage or caargo into thee airplane. B
Boarding ligghts built
into the steps provid
de for passen
nger boardin
ng at night. The door liights are
powered by the hot battery
b bus so they can be
b controlledd at a switch near the
hout turning
door with g on the batttery switch.. Closing annd latching tthe door
will turn
n off the staiir lights regaardless of sw
witch positioon. The dooor closes
against an
a inflatable rubber seal which is insstalled arounnd the openinng in the
me. Engine bleed air su
door fram upplies presssure to inflatte the door seal and
provide a positive seeal around th
he door. The door latchinng system inncorporates 4 bayonet piins and 2
"J" hooks to insure structural inteegrity. Propeer latching oof the door ccan be verifieed by both oobserving
an annun
nciator light in the cockp
pit and by visually
v conffirming the aalignment position markks on the
bayonet pins.
p A presssure lockoutt device prev
vents inadverrtent unlockking of the dooor inflight.
FOR TRA
AINING PUR
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110 K
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ON
NLY ONE PE
ERSON AT A TIME SH
HOULD BE ON THE DOOR STAIR
RWAY.
O
Operation
T
The door is operated
o by rotating the handle in th
he center of the door. Thhe inside andd outside haandles
aare mechaniccally interco
onnected. To
o open the door
d from insside the airpplane, push tthe safety reelease
bbutton and rotate
r the haandle counteer clockwisee. The handlle is turned clockwise tto open the door
ffrom outsidee the airplan
ne. The releease button acts as a s afety devicee to help prrevent acciddental
oopening of th
he door by requiring
r a deliberate
d tw
wo handed opperation to oopen. As an additional ssafety
m
measure, a differential-p
d pressure-senssitive diaphrragm is incoorporated innto the releasse-button mecha-
nnism. The ou
utboard side of the diaph
hragm is opeen to atmosppheric air preessure and thhe inboard siide to
ccabin air preessure. As th
he cabin to atmospheric
a air pressuree differentiaal increases, it becomes more
ddifficult to depress
d the reelease button
n. The door is held secuurely to the aairframe by two latch boolts at
nd two latch hooks at th
eeach side off the door an he top of thee door. These lock into the aircraft door
fframe to secu
ure the airstaair door wheen closed. Th
he cabin DO
OOR UNLO
OCKED lightt in the annuuncia-
ttor panel rem
mains illumiinated until the
t cabin do
oor is closedd securely. W
When the dooor is closedd and
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AIRPLAN
NE –GENER
RAL 11
latched, the
t lower fo
orward latch
h bolt comprresses the sw
witch mountted behind tthe latch plaate in the
doorway. When the handle is ro
otated to the locked posiition, a conttact switch is actuated, rremoving
current to
o the cabin DOOR
D UNL
LOCKED lig
ght.
If the DO
OOR UNLO
OCKED annu
unciator illum
minates in fl
flight, do nott attempt to check the seecurity of
the door!! If you hav
ve any reaso
on to suspectt that the dooor may not be securely locked, deppressurize
the cabin
n at a safe alltitude and in
nstruct all passengers too remain seaated with theeir seatbelts fastened.
Only afteer the airplaane has madee a full-stop
p landing annd the cabin has been deepressurizedd member
should yo
ou check thee security of the cabin do
oor.
To close the door fro

om outside th
he airplane:
1) Lift
L up the free end of the airstair do
oor and pushh it up againsst the door fframe as far as possi-
ble.
2) Grasp
G the doo will go. The door will
or handle wiith one hand and rotate itt clockwise as far as it w
move
m into thee closed posiition.
3) Rotate
R the haandle counteerclockwise as
a far as it w
will go.
4) The
T release button will po
op out and th
he door handdle should bee pointing afft.
To close the door fro

om inside thee airplane:
1) Grasp
G the han
ndrail cable and
a pull the airstair doorr up against the door fram
me.
2) Next,
N grasp th
he handle with one hand
d and rotate it countercloockwise as ffar as it will go while
pu or. The door will move i nto the closeed position.
ulling inwarrd on the doo
3) Then
T turn thee handle clocckwise as farr as it will goo. The releasse button shoould pop outt, and the
handle should
d be pointing
g down.
4) Check
C the security of thee door by atttempting to rotate the hhandle countterclockwisee without
depressing the release buttton. The han
ndle should not move.
5) Lift
L the foldeed stairs to reveal a placaard adjacentt to the roundd observatioon window. T
The plac-
arrd presents a diagram showing
s how
w the arm aand shaft shoould be positioned. A rred push-
bu
utton switch
h near the wiindow turns on a light innside the dooor to illuminaate the area.
FOR TRA
AINING PUR
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112 K
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6) Proceeed to check
k the visual inspection
i ports, one of which is loccated near each corner oof the
door. A green stripe painted on
o the latch bolt should bbe aligned w
with the blacck pointer.
IF ANY CONDITION
C N SPECIFIE
ED IN THIS DOOR-LOC
CKING PRO
OCEDURE IIS NOT ME
ET,
DO NOT
T TAKE OFF
F.
PILO
OT TIP
Only a crrew memberr should operrate the door.
C
CABIN WINDOWS
W S
C
CABIN EXT
TERIOR WINDOWS
W
E
Each cabin window
w is made
m of a sheeet of clear, stretched, accrylic plasticc and is seateed in the winndow
fframe. The windows
w aree part of the pressurizatio
on vessel annd are capable of withstaanding maxiimum
ccabin pressu
ure differentiial. The plasstic windowss should be kept clean aand waxed aat all times. Only
aapproved Pleexiglas cleaners such as Mirror Gllaze, Permattex Plastic C
Cleaner or P
Parko Anti-S
Static
P h should be utilized. To prevent scraatches and ccrazing, washh the window
Plastic Polish ws carefullyy with
pplenty of mild detergentt and water. Use the pallm of the haand to feel aand dislodge dirt and muud. A
ssoft cloth, ch
hamois or sp
ponge may be
b used, but only
o to carryy water to thhe window ssurface. Rinsse the
w
window thorroughly, and
d then dry it with a clean
n, moist chaamois. Rubbbing the surfface of the pplastic
w
window with
h a dry cloth will serve only
o to build
d up an electrrostatic charrge that attraacts dust. Rem
move
ooil and greasse with a clo
oth moisteneed with kerosene. Neverr use gasolinne, benzene, alcohol, aceetone,
ccarbon tetracchloride, firee extinguisheer or anti-icee fluid, lacquuer thinner oor glass cleanner. These liquids
w
will soften th
he plastic an
nd may causee crazing. Affter removinng all dirt annd grease froom the windoow, it
sshould be waxed
w with a good gradee of commerrcial wax. T
The wax willl fill in minnor scratches and
hhelp preventt additional scratches. Apply
A a thin, even coat of wax andd bring it to a high polissh by
oth. Never uuse a power buffer; the hheat generateed by
rrubbing lighttly with a clean, dry, sofft flannel clo
tthe buffing pad
p may softten the plastiic.
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AIRPLAN
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RAL 13
POLARIIZED INTE
ERIOR WIN
NDOWS
Two win
ndow paness composed
d of a film
m of polarizzing
material laminated beetween two sheets of acrrylic plastic are
he window. The inner pane
installed on the inboaard side of th
rotates frreely in the window frrame and haas a protrudding
thumb kn
nob near the edge. Rotatiion of this paane changes the
relative alignment between
b thee polarizing
g films whhich
adjusts th
he degree of light transm
mission from full intensityy to
almost none.
n Do no
ot leave the windows in
n the polarizzed
position while
w parked
d on the ramp
p. Intense su
unlight will caause deteriorration of the polarizing m
material.
Note: Some King Airr models hav

ve shade typ
pe window bllinds.
WARNING
W G
DO NOT
N LOOK
K DIRECTLY
Y AT THE SUN,
S EVEN
N THROUGH
H POLARIZ
ZED WINDO
OWS
BECA
AUSE EYE DAMAGE
D C
COULD RES
SULT.
EMERGENCY EXIT
E
The emergency exit door (19” X 27”) is loccated on the right cabin side wall juust aft of the copilot's
seat. Insiide the airpllane, the exiit door is reeleased by a pull-down handle. Thee exit can bee opened
from outside the airccraft by pulliing on a flussh mounted handle. Thee door is a non-hinged, pplug-type
which reemoves com
mpletely from
m the frame
when thee latches are released. The door can
n
be lockeed from thee inside witth a key to
prevent access
a from the outside.. The insidee
handle will
w override the locking mechanism.
The exit should be unlocked
u prior to flightt
to allow access to thee cabin from
m the outsidee
in the event
e of an
n emergency
y. The key
y
remains in
i the lock when
w the door is locked
d
and can be removed
d only when the door is
FOR TRA
AINING PUR
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unlocked. The key slot is in the vertical position when the door is unlocked. Removal of the key
from the lock before flight assures the pilot that the door can be removed from the outside if neces-
sary.
INTERIOR DIVIDERS
Interior dividers are provided by curtains or panels.
AFT FUSELAGE
The fuselage is designed and tested to meet fail-safe structural requirements. There is no scheduled
retirement or replacement requirement for the fuselage.
The aft fuselage area contains the oxygen bottle and filler port. The oxygen bottle is located in an
unpressurized aft compartment. Access to the compartment is through a door located on the bottom
of the right side of the fuselage. This large lockable door on the lower surface of the fuselage imme-
diately aft of the pressure bulkhead provides access for mechanics to reach avionics, flight controls,
and other systems. All conditioned air passing out of the cabin through the outflow valves is-ducted
overboard rather than being expelled into the aft fuselage. This eliminates the potential for a large
amount of moisture being condensed out into the fuselage area during flight.
EMPENNAGE
The empennage includes the rudder, horizontal stabilizer, vertical stabilizer, elevators, and the trim
tabs. The airplane features a T-Tail empennage configuration .The aircraft is equipped with a rudder
boost system which will automatically apply pressure to the appropriate rudder if an engine fails. All
empennage control surfaces are mechanically operated via control cables and bellcranks. The flight
control cable assemblies are pre-stretched prior to installation in the airframe. This extra manufactur-
ing process reduces the likelihood that cables will slacken or lose tension in service. Both manual
and electric trim are used for elevator trim. The elevators incorporate dual trim tab surfaces and
actuators. Dual trim tabs provide symmetrical trim loading and system redundancy. The tabs are
attached to the elevator with piano type hinges to improve strength and service life. Static wicks

AIRPLANE –GENERAL 15
minimize the effects of static build up on the aircraft structures. The pneumatic de-ice boots are
attached to the leading edges of the horizontal stabilizers.
PILOT TIP
One static wick can be missing from each side of the
horizontal stabilizer and one can be missing from the vertical stabilizer.
WINGS
The airplane utilizes a NACA 23000 series wing shape. This airfoil exhibits a balance of good high
speed performance and excellent low speed handling qualities. The NACA 23000 shape is much
more tolerant of ice accumulation than a laminar flow wing. The aircraft has a wingspan of 54'6" and
incorporates a 6 degree wing dihedral. The total wing area is 303 sq. feet. The Beech King Air 200
and B200 Series wing assembly consists of the center section and two outboard wing panels. The
center section is attached to and becomes an integral part of the fuselage. The center section and
outboard wing assemblies are semi-monocoque box construction. Both center section spars are I-
beam sections built up from extruded aluminum. The wing structure incorporates continuous dual
spar structures (front and rear) from tip to tip.
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116 K
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T
The forward
d wing spar structure, th
he most critiical elementt of the winng from a sttructural inteegrity
sstandpoint, incorporates
i fail-safe ty
ype constructtion. The loower elemennt of the forrward spar ccap is
m
made up of 3 elements bonded
b togeth
her. If a flaw
w should devvelop in the cross sectionn of any elem
ment,
tthe flaw wou
uld stop pro
ogressing at the bond lin
ne of the addjoining elem
ment rather than progreessing
ccompletely th
hru the sectiion. A sealeed integral (w
wet wing) fuuel tank is insstalled in thee outboard eend of
eeach wing assembly.
a Th
he tank interrior is coateed for corrossion protecttion. Inboarrd of the inttegral
ttanks, bladdeer fuel tankss are installed
d. Wing tipss are fabricatted from meetal and incluude the nav light,
sstrobe light, and recogniition light. Compass
C nsors (flux v alves) are loocated in thee wing tips, away
sen
ffrom electriccal field intterference. Two
T compasss systems provide for redundancyy in the cocckpit.
S
Static wicks minimize th
he effects of static build up
u on the airrcraft structuures.
PILO
OT TIP
One static wicck can be miissing or brooken on eachh wing.
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POWER PLANT
The aircraft is powered by two 850 shp Pratt and Whitney PT6A-41 or PT6A-42 engines. The PT6 is
a lightweight, free-turbine engine. It utilizes a three-stage axial compressor and a single stage
centrifugal compressor. These compressors are driven by a single-stage reaction turbine. A two-stage
reaction turbine, called the power turbine, drives the propeller shaft through a reduction gear box.
The power turbine and the reaction turbine rotate independently of each other and there is no me-
chanical connection between the two. The engine is covered in detail in Chapter 5 of this workbook.
ELECTRICAL SYSTEM
The aircraft uses a “dual fed” 28 volt multiple bus electrical distribution system. D.C. power is
provided by two 30 volt, 250 amp starter-generators. Either a NiCad or lead acid 24 volt battery
supplies starting and backup electrical power. Alternating current is supplied by two invertors. More
information on the electrical system is supplied in Chapter 2 of this workbook.
PROPELLER SYSTEM
The aircraft is equipped with either a Hartzell or McCauley 3 or 4 blade propeller. They are full
feathering, constant speed, reversing, variable pitch propellers mounted on the output shaft of the
engine reduction gearbox. They are equipped with an auto-feathering system. More information on
the propeller system is supplied in Chapter 6 of this workbook.
FUEL SYSTEM
The fuel system is a 544 usable gallon system with each wing divided into a main and an auxiliary
system. The main system is comprised of five outboard wing tanks which include four bladder types
and one wet-wing type and the nacelle bladder tank. These are all interconnected by gravity feed
lines and flow into the nacelle tank. The fuel system is covered in detail in Chapter 4 of this work-
book.

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A
ANTI-ICE
E/DE-ICE SYSTEM
MS
T
The King Aiir is fully eq
quipped for flight into known
k icing . De-icing eequipment inncludes wingg and
ttail deice bo
oots and the anti icing equipment
e in
ncludes pitoot heat, stall vane/ fuel vvent heat., w
wind-
sshield heat, prop
p heat and
d engine inleet heat.
A
An optional brake deice system is also
a availablee. More infoormation on the anti icee/de-ice systeem is
ssupplied in Chapter
C 10 of this workb
book.
E
ENVIRON
NMENTA
AL SYSTEM
T
The environ
nmental systtem consistss of the bleeed air presssurization ssystem, heatting and coooling
ssystems and their associaated controlss. The environmental syystem is coveered in detaiil in Chapterr 7 of
tthis workboo
ok.
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LIMITATIONS
All airspeeds quoted in this section are indicated airspeeds (IAS) and assume zero instrument error.
AIRSPEEDS FOR SAFE OPERATTON (12,500 LBS)
Maximum Demonstrated Crosswind Component ............................................................... 25 Knots

Takeoff (Flaps Up)
Rotation ............................................................................................................. 95 Knots
50-ft Speed ...................................................................................................... 121 Knots
Takeoff (Flaps Approach)
Rotation ............................................................................................................. 94 Knots
50-ft Speed ...................................................................................................... 106 Knots
Two-Engine Best Angle-of-Climb (Vx) ............................................................................... 100 Knots
Two-Engine Best Rate-of-Climb (Vy) ................................................................................. 125 Knots
Cruise Climb:
Sea Level to 10,000 feet.................................................................................. 160 Knots
10,000 to 20,0001eet ....................................................................................... 140 Knots
20,000 to 25,000 feet ...................................................................................... 130 Knots
25,000 to 35,000 feet ...................................................................................... 120 Knots
Maximum Airspeed for Effective Windshield Anti-icing.................................................. 226 Knots
Maneuvering Speed (VA) ..................................................................................................... 181 Knots
Turbulent Air Penetration ................................................................................................... 170 Knots
For turbulent air penetration, use an airspeed of 170 knots. Avoid over-action on power levers. Turn
off autopilot altitude hold. Keep wings level, maintain attitude and avoid use of trim. Do not chase
airspeed and altitude. Penetration should be at an altitude which provides adequate maneuvering
margins when severe turbulence is encountered.
Landing Approach:
Flaps Down ............................................................................................................. 103 Knots

Balked Landing Climb ................................................................................................ 100 Knots
Intentional One-Engine-lnoperative Speed (VSSE) .......................................................... 104 Knots
Air Minimum Control Speed (VMCA) ................................................................................. 86 Knots

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A
AIRSPEED LIMITA
ATIONS
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WEIGHT LIMITS
Maximum Ramp Weight 12,590 pounds
Maximum Take-off Weight: 12,500 pounds
Maximum Landing Weight 12,500 pounds
Maximum Zero Fuel Weight 11,000 pounds
Maximum Weight in Baggage Compartment:
BB-1091 and after:
When Equipped with Fold-up Seats 510 pounds
When Not Equipped with Fold-up Seats 550 pounds
Prior to BB-1091:
When Equipped with Fold-up Seats 370 pounds
When Not Equipped with Fold-up Seats 410 pounds
CENTER OF GRAVITY LIMITS
AFT LIMIT
196.4 inches aft of datum at all weights
FORWARD LIMITS
185.0 inches aft of datum at 12,500 pounds, with straight line variation to 181.0 inches aft of
datum at 11,279 pounds. 181.0 inches aft of datum at 11,279 pounds or less.

EMERGENCY PROCEDURES
The pilot in command of an aircraft is directly responsible for and is the final authority as to the
operation of that aircraft. In an emergency requiring immediate action, the pilot in command may
deviate from any rule in 14 CFR Part 91, Subpart A, General, and Subpart B, Flight Rules, to the
extent required to meet that emergency. The following section deals with situations that require
immediate and accurate action by the crew. Memory items are printed in bold type and should be
completed in a timely manner. However, acting too rapidly may compound the emergency and place
the aircraft in an unrecoverable situation. To prevent this, memory items must be accomplished
methodically and must include coordination between the pilots.
The following steps should be committed to memory and considered mandatory in any emergency:
1. Fly the airplane.
2. Identify the emergency.
3. Complete the appropriate checklist.
BOLD TYPE INDICATES MEMORY ITEMS!
CABIN OR CARGO UNLOCKED (CABIN DOOR Annunciator)
WARNING!
DO NOT ATTEMPT TO CHECK THE SECURITY OF THE AIRSTAIR OR CARGO DOOR IN
FLIGHT. REMAIN AS FAR FROM THE DOOR AS POSSIBLE WITH SEATBELTS
SECURELY FASTENED.
If the CABIN DOOR Annunciator illuminates, or If an Unlatched Airstair/Cargo Door is Suspected.
1. All Occupants - SEATED WITH SEAT BELTS SECURELY FASTENED
2. Cabin Sign - NO SMOKE & FSB
3. Cabin Differential Pressure - REDUCE TO LOWEST VALUE PRACTICAL (zero pre-

ferred) by descending and/or selecting higher cabin altitude setting.

AIRPLAN
NE –GENER
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4. Oxygen
O - AS REQUIRED
D
5. Land
L at neareest suitable airport.
a
EMERGENCY EXIT
E
• Emergeency Exit Haandle - PULL

L (This is a plug-type
p dooor and openns into the caabin)
B200:
The outsside handle may

m be lock
ked from thee inside withh the EXIT LOCK leveer. The insidde EXIT-
PULL haandle will un
nlatch the do
oor regardlesss of the posiition of the E
EXIT LOCK
K lever. Befoore flight,
make cerrtain the lock
k lever is in the unlockeed position. O
On some moodels, the ouutside handlee may be
locked frrom the insid
de with a key
y. The inside handle willl unlatch thee door, regarrdless of thee position
of the keey lock, by overriding the
t locking mechanism.
m Before fligght, make ceertain the dooor is un-
locked.
SPINS
If a Spin is entered in
nadvertently
y:
1. Control
C Colu
umn - FULL
L FORWAR
RD
2. Full
F Rudder - OPPOSIT
TE DIRECT
TION OF S PIN
3. Power
P Leverrs – IDLE
4. Controls
C - NEUTRALI
N ZE WHEN ROTATIO
ON STOPS
5. Execute
E a sm
mooth pull out.
o
NOTE
Federal Aviation
A Ad
dministration
n Regulation
ns do not reqquire spin deemonstrationn of airplanees of this
weight; therefore
t no
o spin tests have
h been conducted.
c T
The recoveryy technique is based onn the best
availablee information
n.
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AINING PUR
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EXPANDED GENERAL PROCEDURES
CABIN DOOR ANNUNCIATOR CIRCUITRY CHECK
The following test shall be performed prior to the first flight of the day.
1. Perform the following annunciator circuitry check:
a. Battery - ON
b. With door open and mechanism in locked position, ensure CABIN DOOR annuncia-
tor is ILLUMINATED.
c. With door dosed and latched, but not locked, ensure the CABIN DOOR annunciator
remains ILLUMINATED.
d. With the door closed and locked, ensure that the CABIN DOOR annunciator is
EXTINGUISHED.
e. Battery - OFF
2. Ensure that the door is closed and locked using the following procedure:
a. Ensure that the door handle will not move out of the locked position without depress-
ing the release button.
b. Lift the top door step and ensure that the red safety arm is around the plunger. Ensure
that the green index mark on each of the 4 locking bolts aligns with the black pointer
in the observation port.

AIRPLANE – GENERAL
QUESTIONS
1) To open the emergency exit:
a) Turn the release handle clockwise and pull the door down and in.
b) Unlock the exit with the key and push the door out and away from the airplane.
c) Turn the release handle counterclockwise and push the door out.
d) Pull the door release handle downward and inward.
2) The nose section is pressurized:
a) True.
b) False.
3) The airplane can accommodate up to____________ people.
4) Hand held fire extinguishers are located ____________ and ____________
5) Proper latching of the airstair door can be verified by:
a) Observing the annunciator light in the cockpit

b) Confirmation of green position marks on the pins in the inspection ports.
c) Observe the arm and shaft position in the observation window.
d) All of the above
6) On the ground, the polarized window shades should be left in the polarized position:
a) True
b) False
7) The oxygen bottle is located:
a) In the nose section

b) In the aft fuselage area
c) In the baggage compartment
d) The airplane uses oxygen generators.
8) The maximum take off weight is____________
9) List:
a) Va ____________

b) Vne ____________
c) Vlo ____________
d) Vle ____________
e) Vmc ____________
10) The maximum zero fuel weight is _________________________________________________ .
11) The maximum ramp weight is 12,500lbs. True False
12) The maximum weight in the aft baggage compartment is: ________________________________
_____________________________________________________________________________ .
13) What does the white triangle on the airspeed indicator represent? __________________________
______________________________________________________________________________
14) What is the emergency procedures for an illuminated Door Light annunciator warning? ________
______________________________________________________________________________
15) If the emergency exit has a key lock, can you remove the key if the door is locked? ___________
______________________________________________________________________________
a. If the emergency exit does not have a key lock, how do you ensure that it is locked? _____
________________________________________________________________________
b. Assuming the emergency exit is locked, can people enter the aircraft through it? _______
________________________________________________________________________
c. Assuming the emergency exit door is locked, can passengers exit the aircraft through the
emergency hatch? _________________________________________________________
________________________________________________________________________
16) The aircraft is approved for spins. True False

CHAPTER 2
ELECTRICAL SYSTEM
OBJECTIVES
After completion of this chapter, the student should be able to:
1) Locate the switches for the:
a) Battery
b) Generators
c) Inverters.
2) Locate the following indicators:
a) DC load/volt meters
b) AC frequency/volt meters
3) On the annunciator panel state the color, probable cause for illumination and corrective ac-
tion (if required) for the following:
a) Generator
b) Inverter (if required)
c) Battery charge
d) Ignition
4) Utilizing the aircraft electrical schematic locate:
a) Battery
b) Hot-wired bus
c) Generators
d) Current limiters
e) Generator busses

f) Dual fed busses
g) Ground power plug
h) Inverters
5) Trace the DC power distribution from:
a) Battery only
b) Single generator only
c) Two generators
d) External power unit
6) State the procedures for conducting a:
a) Current limiter check
b) Normal engine start
7) State procedure for detecting:
a) A failed current limiter
b) Failed current limiter combined with loss of DC generator.
8) List acceptable voltage, amperage and polarity for external power unit.
9) Trace AC power distribution.
ELECTRICAL POWER - DESCRIPTION AND OPERATION
The Beech Super King Air 200 electrical system is a 28-volt DC, "dual fed" bus system with a
negative ground. During normal operation, primary electrical power is supplied by two 30-volt, 250-
ampere DC starter-generators. The secondary source of power is a 24-volt nickel-cadmium battery or
a 24-volt lead-acid battery. Volt/load meters are located on the overhead panel and indicate the load
on each generator. The generator buses are interconnected by the isolation bus through two 325-
ampere current limiters. The current limiters will isolate the battery from a fault on a generator bus.
The current limiters should be checked prior to each flight. A reading of zero on the left or right volt
meter indicates that the current limiter is out on side reading zero. The entire bus system operates as

ELECTRIICAL SYSTE
EM 29
a single bus,
b with po
ower being supplied
s eith
her by the baattery or the generators. There are fo
four dual-
fed sub-b
buses which receive pow
wer from eith
her the left oor right geneerator bus aft
fter passing tthrough a
60-amp limiter, a 70-amp diod
de, and a 50
0-amp circuuit breaker. All aircraft electrical lloads are
divided among
a thesee buses. The equipment on the busess is arrangedd so that all items with duplicate
functionss, such as rig
ght and left landing
l lightts, do not shhare a commoon bus. A duual inverter ssystem is
installed on the aircraft to provid
de AC powerr for certain engine instrruments andd avionics eqquipment.
The left generator
g bu
us powers thee number 1 inverter
i and the right generator bus ppowers the nnumber 2
inverter. The INVE
ERTER selecctor switch, located on the pilot’s sub-panel aactivates thee selected
inverter and providees 400-hertz,, 115-volt, alternating
a ccurrent to thhe avionics eequipment, and 400-
hertz, 26 VAC to thee torquemeteers. The batttery is capabble of startingg the enginees and can prrovide up
to 30 min
nutes of back
k up power in
i the event of a dual gennerator failuure.
PIILOT TIIP
During
g the second engine startt, turn off thee operating eengine’s gennerator. Atteempting to start the
second
d engine whille the operatting engine’ss generator is energizedd will damagge the 325A ccurrent
limiiters. This prrocedure is not
n required on S/Ns BB 1444 and laater.
FOR TRA
AINING PUR
RPOSES ON
NLY www
330 K
BOOK
B
BATTERY
Y SYSTEM
M
A fully charg
ged battery should be ab
ble to provid
de sufficientt stored enerrgy for reserrve or emerggency
ppower requirrements in th
he event of a dual generator failuree. As the solle source of electrical poower,
tthe battery sh de adequate power for approximatel
hould provid a ly 30 minutees. The battery’s voltagge can
bbe checked by
b using the volt/load meters
m located
d on the oveerhead panell. Pressing thhe knobs onn both
lload meters checks
c the battery
b voltaage and the condition
c off
tthe current limiters. No
o voltage in
ndicates thaat a current
llimiter is outt. Adequate starting performance is not always
indicative off a good batttery. Normaally, a period
dic capacity
ccheck of the battery is reequired at 18
8 month inteervals. The
aairplane is eq
quipped with
h a 24-volt, 36-ampere-h
3 hour nickel-
ccadmium baattery or a 24-volt, 42
2-ampere-hou
ur capacity
ssealed lead-acid battery
y. Many Kin
ng Air operrators have
eelected to reemove the NiCad
N batteery and replace it with the 24 voltt, 42 amperre-hour leadd acid
bbattery. Sincce lead acid
d batteries have
h a straig
ght line volttage drop ass the batteryy dischargess, the
aaircraft manu
ufacturer waas concerned
d with high IT
TT temperattures during engine startt.
T
This concern
n has proven
n to be unfo
ounded and the lower ccosts and eaase of operaation of leadd acid
bbatteries hav
ve outweigheed any advantages of th
he NiCad battteries. Norm
mally, conveerting a King Air
ffrom a NiC
Cad battery to a lead -acid batterry also invoolves removval or discoonnection oof the
B
BATTERY CHARGE
C an
nnunciator liight.
IIf the airplan

ne is equippeed with the NiCad
N batterry, a battery charge lightt is installed on the annuuncia-
ttor panel to warn the pilot of an ab
bnormally high battery ccharge rate. This conditiion can leadd to a
tthermal runaaway of the nickel-cadm y. If this occuurs, the piloot should follow the checklist
mium battery
pprocedure which
w will issolate the baattery from the chargingg system beefore furtherr battery dam
mage
ooccurs. The most comm
mon cause off the thermal runaway iss damage too the gas barrrier betweeen the
pplates resultiing from overcharging the
t battery at
a a high rat e and high ttemperaturess. During noormal
ooperation, th
he idle curreent of the baattery is lesss than one am
amp. It increeases significcantly abovee this
nnormal levell when the battery
b is chaarged at an elevated tem
mperature orr from a highh charge volltage.
F
For this reaso
on, the batteery case inco
orporates a th
hermostaticaally controlleed air vent too provide coooling
aair flow arou
und the batttery. The veent is locateed on the unnderside of the battery box. The baattery
w
m FOR TR
RAINING PU
URPOSES O
ONLY
ELECTRIICAL SYSTE
EM 31
monitor system
s provides an indiccation of thee high chargee current ressulting from high batteryy temper-
ature, hig
gh charging voltage or gas
g barrier daamage. The system willl illuminate tthe BATTER
RY CHG
annunciaator during battery
b rechaarge to provide a self-teest of the system. Follow
wing an enggine start,
the BAT
TTERY CHG
G annunciato
or illuminatees and remaains on for aapproximately five minuutes until
the batterry approaches full charg
ge. If the ann
nunciator ligght remains on longer thhan five minnutes, the
battery was
w in a low state of charrge or has gaas barrier daamage. Afterr the BATTE
ERY CHG aannuncia-
tor light extinguishes
e s, it should reemain off fo
or the duratioon of the fligght.
PIILOT TIIP
The battery may bee damaged iff exposed to voltages higgher than 300V for extendded periods oof time.
DC GE
ENERATIO
ON - DES
SCRIPTIO
ON AND O
OPERATIION
The majo
or componen
nts of the DC
D generatio
on and contrrol system innclude the tw
wo starter-generators
and the battery. Theese three po
ower sourcess are controolled by the generator aand battery switches
which are located un
nder the MA
ASTER SWIT
TCH gang bbar on the piilot's outboarrd subpanel.. In order
to turn th
he generator ON, the gen
nerator switcch must be hheld upwardd in the resett position forr one full
second. It
I is then released to thee ON positio
on. Wheneveer the generaator control switch is in the OFF
position, battery volttage is routeed from the generator ccontrol circuuit breaker thhrough the ggenerator
control switch and th
he normally closed conttacts of the ffield disconnnect relay too the coil off the field
groundin
ng relay. Thiis energizes the field gro
ounding relaay which groounds the fiield of the reespective
starter-geenerator to th
he airframe structure. Reegulator pow
wer is interruupted and, cconsequentlyy, genera-
tor operaation is disab
bled wheneveer the generaator control switch is OF
FF or when tthe respectivve engine
is being started.
s
FOR TRA
AINING PUR
RPOSES ON
NLY www
STARTER-GENERATORS
The starter-generators are dual purpose, 30-volt, 250-ampere DC units which produce torque for
engine starts or generate electrical current to meet the airplane electrical loads. The generator buses
are interconnected by two 325-ampere current limiters. During an engine start, the starter generator
acts as a starter and drives the engine compressor section through the accessory gearing. As the
compressor turns, the starter generator can draw up to 1,100 amperes initially before dropping off to
300 amperes as the engine accelerates to approximately 20% N1. Once on line, generator voltage
and load can be monitored by using the volt/load meter on the overhead panel.
GENERATOR CONTROL UNIT
Aircraft BB-89 and subsequent
The generator control units (GCU) are self-contained components mounted below the center aisle
floor forward of the main spar. Each starter-generator has its own GCU to provide voltage regula-
tion, generator paralleling, reverse current sensing, and over-voltage and over-excitation protection.
During normal operation, each generator control unit monitors starter-generator output voltage and
controls the field excitation to maintain a constant load under varying operating conditions such as
speed, load and temperature. Before the GCU can regulate starter-generator output, it must use
residual voltage to build starter-generator output to a level that the regulation circuit can control.
When residual voltage is applied, the starter-generator field is excited and output is increased to a
level sufficient for the regulator circuit to control. Starter-generator output is adjusted by the regula-
tor circuit to maintain 28.25 ±0.25 vdc. If no overvoltage is present and the starter-generator output
is at least 0.6 vdc greater than bus voltage, the reverse current relay is energized and starter-
generator output is connected to the generator bus. The applicable yellow DC GEN caution annunci-
ator is illuminated anytime the reverse current relay is open. When the reverse current relay is
closed, the annunciator will extinguish and the volt/loadmeters should indicate starter-generator
output.

ELECTRICAL SYSTEM 33
Aircraft BB-2 thru BB-89
On these aircraft a voltage regulator provides voltage regulation, generator paralleling, reverse
current sensing, and over-voltage and over-excitation protection. Each generator is equipped with a
voltage regulator that maintains a constant voltage output.
STARTER-GENERATOR PARALLELING
The generator system is designed so that the starter-generators loads are within 10% of each other
when the starter-generators are operating above 25% of their rated output. The starter-generators
must both be operating at equal speeds of 57% N1 or greater for dependable paralleling. The starter-
generators should share the system load within 25 amperes (a difference of 0.1 on the loadmeters)
with both engines at equal speeds of 57% N1 or greater. The starter-generators will not parallel
below 0.25 electrical load per starter-generator, at unequal engine speeds or at speeds below 57%
N1. Adjustments of regulator voltage are automatically performed by the GCU’s to ensure proper
paralleling. Normally, the field power of the starter-generator carrying the greater load is reduced,
while the field power of the unit carrying the smaller load is increased, until both units are carrying
approximately the same load. Anytime one starter-generator is on-line and the other is off-line at the
same voltage, the paralleling circuit will cause the regulators to decrease output voltage of the
former and increase output voltage of the latter, until both starter-generators are on-line.
PILOT TIP
During an engine start, ensure that the generator switch is in the OFF position. This prevents the
generation of field current during engine start. The presence of field current during an engine start
will reduce the torque available from the starter and may lead to a hotter start.
OVER VOLTAGE PROTECTION
The generator control units (GCU) monitor starter-generator output voltage for excessive voltage
that could potentially damage the airplane electrical system. The overvoltage relay is set to trip at 32
to 34 volts. If an overvoltage condition occurs, the overvoltage relay will trip and remove the affect-
ed starter-generator from the bus. This will leave the remaining starter –generator carrying the entire
aircraft’s electrical load. The resultant load read on the volt load meter will depend upon starter-

generator speed, electrical load and the nature of the fault. Normally, one generator is capable of
handling the entire aircraft’s electrical load. This overvoltage protection circuit requires a manual
reset of the starter-generator to bring the starter-generator back on-line.
REVERSE CURRENT PROTECTION
If the generator field becomes under excited for any reason, or the starter-generator slows down to
the point where it can no longer maintain a positive load, (such as during an engine shutdown) the
starter-generator will begin to draw current from the airplane bus. This is defined as reverse current.
The reverse current protection function senses starter-generator reverse current passing through the
windings of the starter-generator and determines if the starter-generator has become a load rather
than a power source. If reverse current is present, the GCU will open the line contactor relay and
remove the starter-generator from the bus.
OVER EXCITATION PROTECTION
Over excitation protection is provided by the GCU. The GCU over excitation protection circuit will
activate in the event that starter-generator voltages begins to increase without control, but does not
go into over-voltage. If the generator field reaches its design limit; the generator will drop of line.
When a failure causes excessive field excitation, the affected starter-generator will attempt to carry
the airplane’s entire electrical load. During normal operation, this is sensed at the GCU by compar-
ing voltages of the starter-generators. A starter-generator will be de-energized if generator bus
voltage is greater than 28.5 vdc and the current output differs between starter-generators by more
than 15 percent for 5 seconds. This circuit functions during parallel operation only and does not
require an overvoltage fault to trip the generator off line.
COMPONENT LOCATION
The voltage regulators, current limiters, paralleling rheostats, overvoltage relays, reverse current
relays, volt/loadmeter shunts, and generator bus feeder limiters, are all located beneath the floor
panels in the center aisle forward of the main spar.

ELECTRIICAL SYSTE
EM 35
AC GE
ENERATIO
ON
AC pow
wer is supplied by one of two inveerters installled in the w
wing center section
outboard
d of each eng
gine nacelle.. An inverterr select swittch, placardeed INVERTE
ER NO
1, OFF, INVERTER
R NO 2 is lo
ocated on th
he pilot's subbpanel. Wheen either invverter is
selected, DC power is supplied to that inveerter and connnects 26 V
VAC and 115 VAC
outputs to nstruments and systemss requiring AC power. Typical avvionics that uses AC
t various in
power include the au
utopilot/fligh
ht director, RMI,
R attitudee gyro and thhe ADF.
On aircraaft BB-1095 and prior, the

t torquemeeters are alsoo AC powerred. The inveerter warninng annun-
ciator lig
ght is energiized anytimee the inverteer fails or p ower is rem
moved. The w
warning lighht on the
King Airr 200 reads INST INV while the warning
w lighht on the B2200 reads IN
NVERTER. The AC
meter is located on the overheaad panel adjacent to thee DC volt/looad meters. The meter normally
monitors frequency, unless the button
b in the lower left hhand corner of the meterr is pressed, at which
time it will
w display voltage.
v For normal operration, the 115v inverterr output musst be 107-120VAC at
390-410 Hz.
EXTER
RNAL PO
OWER
The external power receptacle

r iss located on the right w
wing just outbboard of thee engine naccelle. The
receptaclle is designeed for use wiith an auxiliaary ground uunit having a standard A
AN plug. A switch in
the exterrnal power plug recepttacle illumin
nates a yelloow caution light, EXT
T PWR, on the cau-
tion/adviisory annun
nciator paneel. This ann
nunciator liight
receives power from the hot batttery bus. A voltage
v of 244 to
28 VDC is required to close thee external po
ower relay. T
The
airplane electrical sy
ystem is prottected againsst damage frrom
reverse polarity
p by a relay and diode
d in the external pow
wer
circuit. When
W an exteernal power source is ussed, the Grouund
Power Unit
U (GPU) must be caapable of producing
p 10000
amperes for 5 secon
nds, 500 am wo minutes and 300 am
mperes for tw mperes conttinuously. U
Use of an
inadequaate ground power unit caan cause dam
mage to the airplane’s eelectrical sysstem. Externnal power
can be ussed to operatte all the airp
plane electrical equipmeent, includingg the avioniccs.
FOR TRA
AINING PUR
RPOSES ON
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PILOT TIP
The output setting must not be set to exceed 1000 amperes on ground power units. Any current set in
excess of 1000 amperes may over torque and damage the starter.
Observe the following precautions when using an external power source:
a) Use only an auxiliary power source that is negatively grounded. If the polarity of the
power source is unknown, determine the polarity with a voltmeter before connecting the
unit to the airplane. Only use a ground power source equipped with an AN-type plug.
b) Before connecting an external power unit, turn off all radio equipment and generator
switches, but turn the battery on to protect transistorized equipment against transient
voltage spikes.
c) If battery voltage indicates less than 20 volts, the battery must be recharged or replaced
with a battery indicating 20 volts or greater, before using auxiliary power. The battery
switch must be ON when starting engine with auxiliary power, and generators should be
OFF until auxiliary power has been disconnected.
AVIONIC MASTER SWITCH
The avionics systems installed on each airplane usually consist of individual nav/com units, each
having its own ON–OFF switch. Avionics packages will vary on different airplane installations. Due
to the large number of individual receivers and transmitters, a Beech avionics master switch placard-
ed AVIONICS MASTER POWER is installed on the pilot's panel.
PILOT TIP
Voltage is required to energize the avionics power relays
in order to remove power from the avionics equipment.
CIRCUIT BREAKERS
Both AC and DC power are distributed to the various aircraft systems via two separate circuit
breaker panels which protect most of the components in the airplane. The smaller panel is located

below the fuel gauges and to the left of the pilot. The larger panel is located to the right of the
copilot's position. Each of the circuit breakers has its amperage rating printed on it. Procedures for
tripped circuit breakers, and other related electrical system warnings, can be found in the "Emergen-
cy" section of the Pilot's Operating Handbook. However, if a non-essential circuit breaker on either
of the two circuit breaker panel’s trips while in flight, do not reset it. Resetting a tripped breaker can
cause further damage to the component or system and may result in a fire. If an essential system
circuit breaker trips, wait 30 seconds and then reset it. If it fails to reset, DO NOT attempt to reset it
again. Take corrective action according to the procedures in the "Emergency" section of your POH.

338 K
BOOK
LIMIT
L TATION
NS
E
EXTERNAL
L POWER LIMITS
E
External pow
wer carts mu
ust be set to
o 28.0 - 28.4
4 volts and be capable of generatinng a minimuum of
11000 amps momentarily
m and 300 am
mps continuou
usly.
G
GENERATO
OR LIMITS
M
Maximum su
ustained gen
nerator load is
i limited as follows:
IIn Flight:
Sea Level
L to 31,0
000 feet altitu
ude-100%
Abov
ve 31,000 feeet altitude-88
8%
G
Ground- 85%
%
S
STARTER
R LIMITS
S
U
Use of the starter is limitted to:
40 seeconds ON, 60
6 seconds OFF.
O
40 seeconds ON, 60
6 seconds OFF.
O
40 seeconds ON, then

t 30 minu
utes OFF.
w
m FOR TR
RAINING PU
URPOSES O
ONLY
EMERGENCY ELECTRICAL PROCEDURES

The following steps should be considered mandatory in any emergency:
1) Fly the airplane.
2) Identify the emergency.
3) Complete the appropriate checklist
SMOKE AND FUME ELIMINATION
Attempt to identify the source of smoke or fumes. Smoke associated with electrical failures is
usually gray or tan in color, and irritating to the nose and eyes. Smoke produced by environmental
system failures is generally white in color, and much less irritating to the nose and eyes. If smoke is
prevalent in the cabin, cabin oxygen masks should not be intentionally deployed. If masks are
automatically deployed due to an increase in cabin altitude, passengers should be instructed not to
use them unless the cabin altitude exceeds 15,000 feet.
ELECTRICAL SMOKE OR FIRE
1) Oxygen
a) Oxygen System Ready - PULL ON (Verify)

b) Crew (Diluter Demand Masks) - DON MASKS (100% position)
c) Mic Selector - OXYGEN MASK

d) Audio Speaker - ON
2) Cabin Temp Mode – OFF
3) Vent Blower – AUTO
4) Aft Blower (if installed) – OFF
5) Avionics Master – OFF
6) Nonessential Electrical Equipment - OFF
If Fire or Smoke Ceases:
7) Individually restore avionics and equipment previously turned off.
8) Isolate defective equipment.
WARNING!
DISSIPATION OF SMOKE IS NOT SUFFICIENT EVIDENCE THAT A FIRE HAS BEEN
EXTINGUISHED. IF IT CANNOT BE VISUALLY CONFIRMED THAT NO FIRE EXISTS,
LAND AT THE NEAREST SUITABLE AIRPORT.
If Smoke Persists or if Extinguishing of Fire is Not Confirmed:
9) Cabin Pressure – DUMP
10) Land at the nearest suitable airport.
NOTE
Opening a storm window (after depressurizing) will facilitate smoke and fume removal.
INVERTER FAILURE
1) Select other inverter.

ABNORMAL ELECTRICAL PROCEDURES

GENERATOR INOPERATIVE (L or R DC GEN Annunciator)
1) Loadmeter - VERIFY GENERATOR IS OFF (0% LOAD)
2) Generator - RESET, THEN ON
If generator will not reset:
1) Generator – OFF
2) Loadmeter - DO NOT EXCEED 100% (88% Above 31,000 feet)
BATTERY CHARGE RATE (BATTERY CHARGE Annunciator)
Ground Operations:
The BATTERY CHARGE annunciator will illuminate after an engine start. Do not take off with the
annunciator illuminated unless a decreasing battery charge current is confirmed. See Nickel-
Cadmium Battery Check in POH.
In Flight:
In-flight illumination of the BATTERY CHARGE annunciator indicates a possible battery malfunc-
tion.
1) Battery Switch – OFF
2) BATTERY CHARGE Annunciator Extinguished - CONTINUE TO DESTINATION
BATTERY CHARGE Annunciator Still Illuminated - LAND AT NEAREST SUITABLE

AIRPORT.
EXCESSIVE LOADMETER INDICATION (over 100%)
1) Battery - OFF (monitor loadmeter)
If Loadmeter Still Indicates Above 100%:
1) Nonessential Electrical Equipment - OFF
If Loadmeter Indicates 100% or Below.

1) Battery – ON
CIRCUIT BREAKER TRIPPED
1) Nonessential Circuit - DO NOT RESET IN FLIGHT
2) Essential Circuit:
a) Circuit Breaker - PUSH TO RESET
b) If Circuit Breaker Trips Again - DO NOT RESET
BUS FEEDER CIRCUIT BREAKER TRIPPED

(Fuel Panel Bus Feeders and Right Circuit Breaker Panel Bus Feeders)
− A short is indicated, do not reset in flight.
AVIONICS MASTER POWER SWITCH FAILURE
If the Avionics Master Power Switch Fails to Operate in the ON Position:
1) Avionics Master Circuit Breaker – PULL
PILOT TIP
Turning on the Avionics Master Power switch removes power that holds the avionics relay open. If
the switch fails to the OFF position, pulling the Avionics Master circuit breaker will remove power
to the relay and should restore power to the avionics buses.

EXPANDED ELECTRICAL PROCEDURES

HOT BATTERY BUS CHECK WITH THE BATTERY SWITCH OFF.
1) Fuel Firewall Valves CLOSED
2) Standby Boost Pumps ON - Listen for operation.
3) Battery Switch ON -FUEL PRESS lights illuminate immediately.
4) Fuel Firewall Valves OPEN -FUEL PRESS lights extinguish.
5) Standby Boost Pumps OFF - FUEL PRESS lights illuminate.
CURRENT LIMITER CHECK
1) One Generator TURN OFF EITHER LEFT OR RIGHT
2) Left and Right Volt/Loadmeters PRESS BOTH
3) 28 volts on both loadmeters NORMAL
4) Less than 28 volts on any loadmeter FAILED CURRENT LIMITER

ELECTRICAL SYSTEM
QUESTIONS
1) List the items on the hot battery bus (hot wired items). _______________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
2) What is the primary source of electrical power for the BE-200?
a) The NiCad or lead-acid battery.

b) Ground power.
c) The two 250 amp starter-generators.
d) Both a & b above.
3) Why is the King Air 200 electrical system called "Dual Fed"? _________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
4) The purpose of the inverter is to:
a) Provide alternating current to all avionics.

b) Convert AC current into DC current.
c) Convert direct current into alternating current.
d) Provide DC power to certain aircraft systems.
5) The King Air 200 has two_________ volt and _________ AMP D.C. starter -generators that
are regulated to_________ volts ________________________________________ ± .25 volts.
6) Certain engine instrument gauges use AC power.
a) True
b) False
7) What is the minimum the battery voltage for a battery start? _______ .

8) The starter-generators may be used for 100% of their rated load continuously.
a) True.
b) False
9) List the GPU setting for starting: _________amps __________ volts.
10) What is the function of the two 325 amp current limiters? ____________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
11) What are the primary functions of the Generator Control unit?
1. ________________________________________________________________________
2. ________________________________________________________________________
3. ________________________________________________________________________
4. ________________________________________________________________________
12) What does the reverse current relay do? ___________________________________________
13) How many amps can the lead acid battery provide for 1 hour?
a) 34
b) 42
c) 24
d) 12
14) While utilizing external power, the battery switch should be on.
a) True
b) False
15) Where is the battery located?
a) In the left wing center section

b) In the aft compartment
c) In the right wing center section
d) In the nose compartment

16) When a generator is off the line, what indication is present?
a) A yellow DC GEN light is illuminated.

b) The Generator switch is in the OFF position.
c) A green DC GEN light is illuminated.
d) A red DC GEN light is illuminated.
17) Where is the external power plug receptacle located?
a) Under the left wing

b) On the left aft fuselage
c) Under the right wing, outboard of the engine nacelle
d) On the right forward fuselage
18) When an engine is being started, in what position should the starting engine’s GEN switch be?
a) RESET
b) ON
c) OFF
19) What indication is provided to alert the operator that an external power plug is connected
to the airplane?
a) A. An audible tone
b) B: An EXT PWR light
c) A master warning light
d) Fluctuating generator meters
20) How many inverters are there?
a) 1
b) 2
c) 3
d) 4
21) What is the rating of each inverter?
a) A. 28-volt and 26-volt, 400 Hz

b) B. 24-volt and 130-volt, 60 Hz
c) C: 115-volt and 26-volt, 400Hz
d) 30-volt and 115-volt, 120 Hz

22) 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, 40 seconds ON, 60 seconds OFF, 60 seconds ON, 90
seconds OFF
c) 20 seconds ON, 60 seconds OFF, 20 seconds ON, 60 seconds OFF, 20 seconds ON, 90
minutes OFF
d) 15 seconds ON, 50 seconds OFF, 15 seconds ON, 60 seconds OFF, 10 seconds ON, 5
minutes OFF
23) Explain how to check the current limiters: _________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

CHAPTER 3
ANNUNCIATOR SYSTEM
OBJECTIVES
After completing this chapter, the pilot will be able to:
1) Identify the components of the annunciator system.
2) Describe the light dimming procedure.
3) Describe the Master Warning and Master Caution features.
4) Explain the significance of the light colors used in the annunciator panel.
ANNUNCIATOR SYSTEM
The annunciator system consists of a red warning annunciator panel located in the center of the
glareshield, and a yellow caution and green advisory annunciator panel located on the center sub-
panel. Two red MASTER WARNING flashers are located in the glare shield in front of each pilot.
The two yellow MASTER CAUTION flashers are located just inboard of the MASTER WARNING
flashers and the PRESS TO TEST button is located immediately to the right of the warning annunci-
ator panel.
L ENG FIRE INVERTER CABIN DOOR ALT WARN R ENG FIRE

L FUEL PRESS R FUEL PRESS
L OIL PRESS L GEN OVHT A/P TRIM FAIL R GEN OVHT R OIL PRESS
L CHIP DETECT L BL AIR FAIL A/P DISC R BL AIR FAIL R CHIP DETECT
WARNING PANEL
L DC GEN HYD FLUID LOW PROP SYNC ON RVS NOT READY R DC GEN
DUCT OVERTEMP
L ICE VANE BATTERY CHARGE EXT PWR R ICE VANE
L AUTOFEATHER ELEC TRIM OFF AIR COND N1 LOW R AUTOFEATHER
L ICE VANE EXT BRAKE DEICE ON LDG/TAXI LIGHT PASS OXY ON R ICE VANE EXT
L IGNITION ON L BL AIR OFF FUEL CROSSFEED R BL AIR OFF R IGNITION ON

CAUTION/ADVISORY PANEL
The annunciator lights are the word-readout type. Whenever a fault condition covered by the annuncia-
tor system occurs, a signal is generated and the appropriate annunciator is illuminated.
If the fault requires the immediate attention and reaction of the pilot, the appropriate red warning
annunciator in the glareshield panel illuminates and both MASTER WARNING flashers begin flash-
ing. Any annunciator light illuminated on the warning panel will remain on until the fault is corrected.
However, the MASTER WARNING flashers can be extinguished by pushing the face of either MAS-
TER WARNING flasher, even if the fault is not corrected. This allows the MASTER WARNING
flashers to reset and be ready to displaying additional warnings. After the fault that caused the warning
to illuminate is corrected, the affected warning annunciator will extinguish, but the MASTER
WARNING flashers will continue flashing until one of them is depressed. Whenever an annunciator-
covered fault occurs that requires the pilot's attention but not his immediate reaction, the appropriate
yellow caution annunciator in the caution/ advisory panel illuminates, and both MASTER CAUTION
flashers begin flashing. The flashing MASTER CAUTION lights can be extinguished by pressing the
face of either of the flashing lights to reset the circuit. This action resets the Master Caution panel and
if another fault occurs causing a caution annunciator light to illuminate, the MASTER CAUTION
flashers will be activated again. An illuminated caution annunciator on the caution/advisory annuncia-
tor panel will remain on until the fault condition is corrected, at which time it will extinguish. Howev-
er, the MASTER CAUTION flashers will continue flashing until one of them is depressed. The
caution/advisory annunciator panel also contains the green advisory annunciators. There are no master
flashers associated with these annunciators, since they are only advisory in nature. They indicate a
functional situation that does not demand the immediate attention or reaction of the pilot. An advisory
annunciator can be extinguished only by correcting the condition indicated on the illuminated lens.
All warning, caution, and advisory annunciator lights and the yellow MASTER CAUTION flashers
feature a "bright" and a "dim" mode of illumination intensity. The "dim" mode will be selected
automatically whenever all of the following conditions are met:
1) A generator is on the line

2) The overhead flood lights are off
3) The pilot flight lights are on
4) The ambient light level in the cockpit is below a preset value.

ANNUNCIATOR SYSTEM 51
Unless all of these conditions are met, the "bright" mode will be selected automatically. On later
airplanes, and earlier airplanes with modified annunciator circuitry, The MASTER WARNING
flasher also features both a "bright" and "dim" mode of illumination. The lamps in the annunciator
system should be tested before every flight, and anytime the integrity of a lamp is in question.
Depressing the PRESS TO TEST button, located to the right of the warning annunciator panel in the
glare-shield, illuminates all the annunciator lights, MASTER WARNING flashers, and MASTER
CAUTION flashers. Any lamp that fails to illuminate when tested should be replaced.
PILOT TIP
The annunciator light bulbs can be changed by pressing in the center of the indicator and removing
it from the panel. Pull the bulb from the rear of the panel and replace it with a new #327 bulb.
ANNUNCIATOR LIMITATIONS
NONE
ANNUNCIATOR EMERGENCY PROCEDURES

NONE
ANNUNCIATOR ABNORMAL PROCEDURES

NONE

ANNUNCIATOR SYSTEM
QUESTIONS
1) Name the three annunciator panels and the color of the lights associated with these panels.
______________________________________________________________________________
______________________________________________________________________________
2) The annunciator system features master warning and master caution flashers. Where are these
located? _______________________________________________________________________
______________________________________________________________________________
3) What would make them illuminate? _________________________________________________

______________________________________________________________________________
4) The annunciator panels will automatically dim when:
(Circle correct answer)
a) The master light switch is: (On, Off).

b) The pilot's flight light switch is: (On, Off)
c) The overhead flood light switch is: (On, Off)
d) The cockpit light level is: (Low, High)
e) At least one generator is: (Off, On)

CHAPTER 4
FUEL SYSTEM
OBJECTIVES
After completion of this chapter, the student will be able to:
1) Identify fuel system controls, components, functions and gauges.
2) Explain fuel annunciator lights, probable cause for illumination and corrective action.
3) Describe fuel tanks, location and capacities
4) Identify approved fuels.
5) State sequence of filling tanks.
6) Locate all preflight fuel drains.
7) Describe fuel vent system.
8) Describe flow of fuel from tanks to engine, and identify selected components.
9) Describe operation of fuel transfer system.
10) Describe operation of fuel crossfeed system.
11) Explain fuel check procedures conducted before flight.
12) List fuel system limitations, normal and emergency procedures.
FUEL SYSTEM - DESCRIPTION AND OPERATION
The fuel system consists of a series of rubber-bladder cells and an integral wet wing tank in each
wing connected by a crossfeed line. The fuel system in each wing is further divided into a main and
auxiliary fuel system with a total usable fuel capacity of 544 gallons. The main fuel system in each
wing consists of a nacelle tank, two wing leading edge tanks, two box section bladder tanks, and an
integral wet wing tank. All the tanks are interconnected and fuel flows into the nacelle tank by
gravity. The total usable fuel capacity of the main fuel system is 386 gallons.

554 K
BOOK
T
The filler cap for this sy
ystem of tank
ks is located
d on the leadding edge off the wing nnear the winng tip.
A
An anti-siph
hon valve is installed in each filler port
p which pprevents losss of fuel or ccollapse of a fuel
ccell bladder in the even
nt of improp
per securing or loss of tthe filler capp. The auxiliary fuel syystem
cconsists of a fuel tank on each side of the centeer section wiith a usable capacity off 79 gallons each.
T
The auxiliary
y fuel system
m consists of
o a center seection tank w
with its ownn filler openning, and an auto-
m
matic fuel trransfer systeem to transffer the fuel into the maain fuel sysstem. Do noot put fuel in the
aauxiliary tan
nks unless the main tankss are full. If the auxiliaryy tanks are ffull, fuel willl be automaatical-
lly used from
m these tank
ks prior to th
he wing tan
nks. During automatic ttransfer of aauxiliary fueel the
nnacelle tankss are constan
ntly refilled
d by a jet traansfer pumpp. A check vvalve in the gravity feedd line
ffrom the outtboard wing prevents reeverse fuel flow
f from thhe nacelle taank back intto the wing tank.
A
Anytime thee auxiliary fuel
fu tanks arre empty, fuel in the maain wing tannk will gravvity flow intto the
nnacelle tankss. The main and auxiliarry fuel systeems are equiipped with ffive fuel sum
mp drains, a drain
m
manifold and
d a firewall filter drain in each win
ng. All fuell is filtered with a firew
wall-mountedd 20-
m
micron filterr. These filteers incorporaate an intern
nal bypass w
which opens to permit uuninterruptedd fuel
ssupply to thee engine in th
he event of filter
f icing orr blockage.
w
m FOR TR
RAINING PU
URPOSES O
ONLY
FUEL SY
YSTEM 55
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AINING PUR
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556 K
BOOK
F
FUEL GA
AUGES
T
The fuel quaantity indicaator system is a capacitaance
ttype system with one fueel gauge perr wing. A sp
pring
lloaded selector allows the
t pilot to switch from
m the
m
main tank reeadout to th
he auxiliary tank readou
ut. A
m
maximum in
ndication errror of 3% may
m be enco
oun-
ttered in the system.
s Thee system is designed
d forr the
uuse of Jet A,
A Jet A1, JP
P-5 and JP-8
8 aviation kero-
k
ssene, and co
ompensates for changess in fuel den
nsity
ddue to temp
perature chan
nges. If any
y other typees of
ffuels are used, the system ndicate correctly.
m will not in
T
The gauges are
a marked in pounds.
F
FUEL DR
RAIN VAL
LVES
T
The drain vallve for the firrewall fuel filter is located
d to the rightt of the filter at the firewaall near the boottom
oof the nacellee. The nacellee tank has tw
wo drains loccated on the bbottom centeer of the naceelle forward oof the
w
wheel well. The
T inboard drain
d is for th
he standby bo
oost pump annd the outboaard drain is ffor the nacelle fuel
ssump and strrainer. The leeading edge tank has a drain
d on the uunderside off the wing just outboard oof the
nnacelle. The integral wet wing fuel taank has a sum
mp drain located approxiimately midw
way on the uunder-
sside of the wing.
w The draain for the au
uxiliary tank is at the winng root midw
way betweenn the main annd aft
sspars. The draains should be
b checked fo
or fuel contam
mination durring each preeflight.
PILO
OT TIP
Allow a 3 hour settle period
p when
never possiblle after fuelinng before chhecking for ccontaminatioon.
F
FUEL VENTS
T
The main an
nd auxiliary fuel systemss are vented
d through a rrecessed vennt coupled too a static veent on
tthe undersid
de of the win
ng just outboard of the nacelle. A N
NACA ventt is installedd and recesssed to
pprevent icing nd vent is electrically heeated to prevvent icing annd serves as a backup shhould
g. The secon
tthe NACA vent
v become plugged.
w
m FOR TR
RAINING PU
URPOSES O
ONLY
FUEL SY
YSTEM 57
FUEL PUMPS
P
The wing
g tanks grav
vity feed into
o the nacellee tank througgh a fuel linne. A flapperr-type checkk valve in
the end of
o the gravity
y feed line prevents any flow of fuell back into thhe wing tankks. Fuel is puumped to
the engin ngine-driven low pressurre boost pum
ne by the en mp mountedd on the acceessory sectioon of the
engine. The
T low pressure pump operates any
y time the gaas generator (N1) is turniing and provvides fuel
pressure to the high pressure en
ngine driven fuel pump. The low prressure pum
mps put out ssufficient
fuel presssure for alll conditions except opeeration in thhe crossfeedd mode or w
while using aviation
gasoline at altitudes above
a 20,000 feet. The purpose
p of thhis pump is tto provide ppressurized fu
fuel to the
high presssure enginee driven fuel pump. Thee low pressuure pump prrovides lubrrication and prevents
cavitation
n of the high
h pressure fu
uel pump. It is not an em
mergency baack up pumpp to the highh pressure
pump. The high preessure pump is engine driven
d and ooperates at aapproximateely 800psi. T
The high
pressure engine-driv
ven fuel pum
mp is mountted on the aaccessory caase in conjunnction with the fuel-
control unit.
u This pu
ump is proteected againsst fuel contaamination byy an internall, 200-meshh strainer.
This pum
mp provides sufficient fu
uel pressure to
t insure a pproper spray pattern of fuuel in the com
mbustion
chamber.. Failure of this
t pump reesults in an immediate
i eengine flameeout. The hiigh pressuree pump is
not desig
gned to suction feed fuell from the naacelle tank. IIts function is to push fuuel into the eengine. If
an enginee driven hig
gh pressure pump
p is requ
uired to sucttion feed froom the nacelle tank, seveere pump
damage will
w result. For
F this reasson, the engiine-driven loow pressure boost pumpp is backed up by an
electricallly driven sttandby fuel pump locatted in the bbottom of eaach nacelle tank. In adddition to
serving as
a a backup unit
u in the ev
vent of a maalfunction inn the engine-driven low ppressure booost pump,
the electrrically driven
n standby pu
ump providees the pressuure required for crossfeeed operationss. Failure
of the en
ngine driven low pressurre pump wou
uld illuminaate the FUEL
L PRESSUR
RE annunciaator light.
A pressu
ure switch senses boost pump
p fuel prressure at thee fuel filter. At less thann 10 psi of prressure, a
switch clloses and illluminates the red FUEL
L PRESSUR
RE warning llight in the aannunciator panel. If
this occu
urs, the stan
ndby boost pump
p should
d be turnedd on. The reed FUEL PR
RESSURE llight will
extinguissh at approxiimately 11 psi
p as fuel preessure increaases.
PERATION WITH THE

OP E FUEL PRE
ESSURE LIG
GHT ON IS LIMITED T
TO 10 HOUR
RS
BETW
WEEN OVE
ERHAUL OR
R REPLACE
EMENT OF
F THE ENGIINE-DRIVE
EN FUEL PU
UMP.
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AINING PUR
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558 K
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T
The standby pumps are controlled
c by
y toggle swittches on the fuel-controll panel. The power sourcce for
tthe standby boost
b pumpss is supplied
d from the nu
umber 3 andd number 4 ddual fed busees. This pow
wer is
aavailable onlly when the master swittch is turned

d on. The altternative souurce of pow
wer to the staandby
bboost pumpss is directly from the baattery throug
gh the hot baattery bus. T
To prevent eelectrical inteerfer-
eence with thee avionics eq
quipment off the aircraft,, a noise filteer for the staandby boost pump is insttalled
oon the airplaane. After sh
hutdown, botth standby pump
p switchhes must be iin the off poosition to prevent
ddischarge of the battery.
PILO
OT TIP
Remember to check that the fuel crosssfeed switch and both staandby boostt pump
switches and
d are turned
d off after shu
utdown. Theese items aree powered byy the
ho
ot battery bu
us and will discharge
d thee battery if leeft on.
A
AUXILIA
ARY FUEL
L TRANSF
FER SYST
TEM
F
Fuel pressuree from the engine-drive
e n low pressu
ure boost puump providees the motive flow to opperate
tthe jet transffer pump. Th
he jet pump transfers fu
uel from the auxiliary tannks to the nnacelle tankss. The
ttransfer jet pumps
p are actuated
a by toggle swittches on thee fuel-controol panel. Thhis switch seelects
eeither the auttomatic (AU
UTO) or man
nual (AUX TRANSFER
T R OVERRIDE
E) position. When the sw
witch
is placed in the AUTO position, thee motive flo
ow valve wiill open apprroximately 330 to 50 secconds
aafter the eng
gine starts. This
T time delay
d preven
nts the loss of fuel presssure duringg engine staarting.
D
During auxilliary fuel traansfer, a presssure switch located in thhe fuel line is set to actuuate betweenn 5 to
7 psi. If the fuel
f pressuree in this line does not inccrease, the N
NO TRANSF
FER light onn the fuel-coontrol
w
m FOR TR
RAINING PU
URPOSES O
ONLY
FUEL SY
YSTEM 59
panel willl illuminatee indicating that

t the mottive flow vallve is still cllosed and fuuel is not traansferring
from the auxiliary taank. If this occurs,
o selecct the AUX T
TRANSFER
R OVERRID
DE position uusing the
auxiliary
y fuel transfeer switch. Th
his action will
w bypass thhe automaticc fuel transffer feature aand apply
power diirectly to thee motive flo
ow valve. Once
O the mottive flow vaalve has opeened, the jett transfer
pump wiill pump fueel from the auxiliary fu
uel tank intoo the nacellee fuel tank aas long as eeither the
engine-drriven boost pump or thee electrical standby
s boo st pump is ooperating annd there is fuuel in the
auxiliary
y tank. An ov
verflow linee returns exccess fuel dellivered by thhe jet transffer pump baack to the
auxiliary
y tank. When
n the auxiliarry fuel tank is
i empty, a llow-level flooat switch clloses the mootive flow
valve aftter a 30- to 60-second time delay. This delay prevents cyycling of the motive floow valve
which co
ould be causeed by sloshing fuel. Thee automatic ffuel-control module sim
multaneously removes
the poweer to close th
he motive flo
ow valve to prevent
p contiinued operattion of the jeet transfer puump. The
auxiliary
y fuel system
m will not feeed fuel into the
t main fueel system if tthere is a sim
multaneous ffailure of
the engin
ne driven low pressure boost pump
p and the eleectrically driiven standbyy pump on the same
side or iff there is a faailure of the motive flow
w valve. Thiss condition w
will cause thhe illuminatiion of the
NO TRA
ANSFER ligh
ht on the fueel-control pan
nel.
The firew
wall shutofff valve for each
e engine fuel system
m is actuatedd by its resppective FUE
EL FIRE-
WALL VALVE
V swittch on the piilot's fuel-control panel.
When thee FUEL FIR

REWALL VA
ALVE switcch is closed, its respectivve firewall shhutoff valve shuts off
the flow of fuel to the
t engine. The firewalll shut off vvales receivee power from
m the numbber 3 and
number 4 dual fed buses.
b This power is av
vailable onlyy when the m
master switcch is turnedd on. The
alternativ
ve source of power for th
he firewall shutoff valvees is directlyy from the baattery througgh the hot
battery bus. Only fueel is cut off to the enginee with this sw
witch.
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AINING PUR
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FUEL FILTERS
From the firewall shutoff valve, fuel is routed to the engine-driven boost pump and then to the main
fuel filter on the lower center of the engine firewall. This 20-micron filter incorporates an internal
bypass valve to permit fuel flow in the event of a blockage. There is no indication in the cockpit if
the fuel filter is being bypassed. In addition to the main fuel filter, a screen strainer filter is located at
each tank outlet before the fuel reaches the boost or transfer pumps. The high pressure engine driven
pump incorporates an integral strainer to protect the pump.
PILOT TIP
The normal interval for inspecting all fuel filters is 150 hours.
FUEL HEATER
Dissolved water cannot be filtered from the fuel with micronic type filters, but can be released by
lowering the fuel temperature. Since this can occur during flight, a fuel heater is installed on each
engine. From the main filter, fuel is routed through the fuel flow transmitter and then to the fuel
heater. The fuel heater utilizes heat from the engine oil to warm the fuel prior to sending it to the fuel
control unit. The fuel heater is thermostatically controlled to maintain a temperature range of 70º to
90ºF. This action prevents water from freezing in the fuel lines. The fuel is then routed to the fuel-
control unit that monitors the flow of fuel to the engine fuel nozzles. Fuel heater operation is auto-
matic whenever the engine is running and requires no pilot action.
CROSSFEED
Crossfeed is only to be conducted during single engine operations. Each nacelle tank is connected to
the opposite engine by a crossfeed line. Crossfeed operation is controlled by a manually operated
crossfeed switch on the fuel-control panel. This switch energizes a solenoid that opens the crossfeed
valve. This action simultaneously energizes the standby pump on the side from which fuel is desired
and de-energizes the motive flow valve in the opposite fuel tank system. When the crossfeed valve is
open, the green FUEL CROSSFEED light on the annunciator panel will illuminate. The crossfeed
does not transfer fuel from tank to tank. Its primary function is to supply fuel from one side to the
opposite engine during an engine-out condition. If the standby boost pumps on both sides are operat-

FUEL SY
YSTEM 61
ing and the crossfeeed valve is open, fuel will

w be suppplied to thee engines inn the normall manner
because the
t pressure on each sidee of the crosssfeed valve will be equaal.
TH
HE STAND
DBY BOOST
T PUMP MU
UST BE OPE
ERATIONA
AL
ON THE
T SIDE FROM
F WHIICH THE FU
UEL IS BEIN
NG SUPPLIIED.
FUEL PURGE
P SYSTEM
S
The fuel system on airplane

a seriaals BB-2 thru
u BB-665 iss equipped w
with a fuel drrain collector system.
Airplane serials BB--666 and afteer are equip
pped with a ffuel purge ssystem. The fuel purge ssystem is
designed
d to burn an
ny residual fuel
f in the fuel
f manifollds during eengine shutddown. Durinng engine
operation
n, compresso
or discharge air (P3 air) is routed thrrough a filterr and check valve, presssurizing a
small air tank mounted on the en g engine shuutdown, the pressure diffferential bettween the
ngine. During
air tank and
a fuel man
nifold causees air to be discharged
d innto the fuel manifold syystem. This aair forces
all residu
ual fuel out through the nozzles
n and into the com
mbustion chaamber wheree it is consum
med. This
action caauses a momentary rise in
n engine speeed.
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AINING PUR
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FUEL SYSTEM LIMITATIONS
FUEL LIMITATIONS
APPROVED ENGINE FUELS
COMMERCIAL GRADES: Jet A, Jet A-1, Jet B
MILITARY GRADES JP-4, JP-5, JP-8
EMERGENCY ENGINE FUELS
COMMERCIAL AVIATION GASOLINE GRADES:
80 Red (Formerly 80/87)
91/98
10OLL Blue
100 Green (Formerly 100/130)
115/145 Purple
LIMITATIONS ON THE USE OF AVIATION GASOLINE
1) Operation is limited to 150 hours between engine overhauls.
2) Operation is limited to 20,000 feet pressure altitude (FL 200) or below if either standby pump
is inoperative.
3) Crossfeed capability is required for climbs above 20,000 feet pressure altitude (FL 200).
4) Operation above 31,000 feet (FL 310) is prohibited.
APPROVED FUEL ADDITIVES ANTI-ICING ADDITIVES
Engine oil is used to heat the fuel on entering the fuel control. Since no temperature measurement is
available for the fuel at this point, it must be assumed to be the same as the OAT. The graph below is
used to determine the minimum oil temperature required to maintain the fuel temperature above the
freezing point of water, and thus prevent ice accumulations in the fuel control unit. Enter the graph
at the known or forecast OAT and determine the minimum oil temperature required for each phase

FUEL SY
YSTEM 63
of flight. If the anticiipated actuall oil temperaature is not eequal to, or aabove this m
minimum tem
mperature,
g additive co
anti-icing onforming to
o MIL-1-276
686 or MIL- 1-85470 muust be added to the fuel.
APPROV
VED FUEL
L ADDITIVES ANTI-IC
CING ADD
DITIVES
Engine oil
o is used to heat the fueel on enterin
ng the fuel coontrol. Sincee no temperaature measurrement is
availablee for the fuel at this pointt, it must be assumed to be the samee as the OAT
T. The graphh below is
used to determine
d the minimum oil temperatture requiredd to maintain the fuel teemperature aabove the
freezing point of watter, and thuss prevent icee accumulatiions in the ffuel control unit. Enter tthe graph
at the kn
nown or foreecast OAT and
a determin
ne the minim
mum oil temp
mperature reqquired for eaach phase
of flight. If the anticiipated actuall oil temperaature is not eequal to, or aabove this m
minimum tem
mperature,
g additive co
anti-icing onforming to
o MIL-1-276
686 or MIL- 1-85470 muust be added to the fuel.
BEFORE
B RE
EFUELING,, CHECK WITH
W THE F
FUEL SUPPL E
LIER TO DETERMINE
WHETH
HER OR NOT ANTI-ICIING ADDIT
TIVE HAS A
ALREADY B
BEEN ADD
DED TO THE
E FUEL.
IF ANT
TI-ICING AD
DDITIVE IS
S REQUIRE
ED, IT MUST
T BE PROP
PERLY BLE
ENDED WIT
TH THE
FUEL
L TO AVOIID DETERIO
ORATION OF
O THE FU
UEL CELL S
SEALANT. T
THE ADDIT
TIVE
CONC
CENTRATIO
ON SHALL BE A MINIIMUM OF 00.10% AND A MAXIMU
UM OF 0.155% BY
VOLUM
ME. TO ASSURE PROPER CONC
CENTRATIO
ON BY VOL
LUME OF F
FUEL ON BO
OARD,
BLEND
D ONLY EN
NOUGH AD
DDITIVE FO
OR THE UN
NBLENDED FUEL.
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AINING PUR
RPOSES ON
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FUEL BIOCIDE ADDITIVE
Water in jet fuel creates an environment favorable to the growth of microbiological sludge in the
settlement areas of the fuel cells. This sludge, plus other contaminants in the fuel, can cause corro-
sion of metal parts in the fuel system as well as clogging of the fuel filters. Fuel biocide-fungicide
BIOBOR JF in concentrations of 135 ppm or 270 ppm may be used in the fuel. BIOBOR JF may be
used as the only fuel additive, or it may be used with the anti-icing additive conforming to MIL-1-
27686 or MIL-1-85470 specification. Used together, the additives have no detrimental effect on the
fuel system components.
Refer to the Beech Super King Air 200 Series Maintenance Manual and to the latest revision of Pratt
and Whitney Canada Engine Service Bulletin No. 3044 for concentrations to use and for procedures,
recommendations and limitations pertaining to the use of biocidal/fungicidal additives in turbine
fuels.
FUEL MANAGEMENT
USABLE FUEL (GALLONS X 6.7 = POUNDS)
Total Usable Fuel Quantity 544 gallons (3645 pounds)

• Each Main Fuel Tank System 193 gallons (1293 pounds)
• Each Auxiliary Fuel Tank 79 gallons (529 pounds)
FUEL IMBALANCE
Maximum allowable fuel imbalance between wing fuel systems is 1000 pounds.
FUEL CROSSFEED
Crossfeeding of fuel is permitted only when one engine is inoperative.
FUEL GAGES IN THE YELLOW ARC
Do not take off if fuel quantity gages indicate in the yellow arc or indicate less than 265 pounds of
fuel in each main tank system.
AUXILIARY FUEL
Do not put any fuel into the auxiliary tanks unless the main tanks are full.

FUEL SYSTEM 65
OPERATING WITH LOW FUEL PRESSURE
Operation of either engine with its corresponding fuel pressure annunciator (L FUEL PRESS or R
FUEL PRESS) illuminated is limited to 10 hours before overhaul or replacement of the engine-
driven fuel pump. Windmilling time need not be charged against this time limit.
WARNING
ALTHOUGH THE AIRPLANE IS APPROVED FOR TAKEOFF WITH ONE STANDBY BOOST
PUMP INOPERATIVE, CROSSFEEDING OF FUEL WILL NOT BE AVAILABLE FROM THE
SIDE OF THE INOPERATIVE STANDBY BOOST PUMP.

EMERGENCY FUEL SYSTEM PROCEDURES

3) Complete the appropriate checklist
FUEL PRESSURE LOW [L FUEL PRESS] OR [R FUEL PRESS]
1) Standby Pump (failed side) ON
2) [FUEL PRESS] EXTINGUISHED
3) Oil Temperature and Pressure Gages (failed side) MONITOR
ABNORMAL FUEL PROCEDURES

CROSSFEED (One-Engine-Inoperative Operation)
1) Crossfeed LEFT OR RIGHT, AS REQUIRED [FUEL CROSSFEED] - ILLUMINATED
2) Standby Pumps OFF
3) Auxiliary Tank Transfer AUTO
4) Fuel Balance MONITOR

FUEL SYSTEM 67
If Fuel is Required from the Inoperative Engine's Auxiliary Fuel Tank and the Reason for Shutdown
was Not an Engine Fire or Fuel Leak:
1) Firewall Shutoff Valve (inoperative engine) OPEN [FUEL PRESS] - EXTINGUISHED
2) No Transfer Light (inoperative engine) EXTINGUISHED IN 30 TO 50 SECONDS
To Discontinue Crossfeed:
1) Crossfeed Flow Switch OFF (centered)
AUXILIARY FUEL TRANSFER FAILURE (NO TRANSFER Light)
1) Auxiliary Tank Transfer OVERRIDE
2) No Transfer Light EXTINGUISHED (If light does not extinguish, auxiliary fuel may not
be available.)
3) Auxiliary Fuel Quantity MONITOR
4) Auxiliary Tank Transfer AUTO (when auxiliary fuel tank is empty)
EXPANDED FUEL PROCEDURES

FUEL SYSTEM CHECK
Conduct the following checks with Battery ON:
1) Firewall Shutoff Valves – CLOSE
2) Standby Pumps – ON Listen For Operation, Verify both FUEL PRESS lights Illuminated
3) Firewall Shutoff Valves - OPEN Verify both FUEL PRESS lights extinguished
4) Standby Pumps - OFF Verify both FUEL PRESS lights Illuminated
5) Crossfeed – LEFT, then RIGHT while Verifying FUEL CROSSFEED light illuminates and
FUEL PRESSURE lights extinguish.
6) Crossfeed – OFF
7) Auxiliary Tank Transfer – AUTO
8) No Transfer Light - PRESS TO TEST

FUEL SYSTEM
QUESTIONS
1) .List the items on the fuel panel that receive power from the hot battery bus: _________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
2) T or F: The engine will continue to operate at reduced power with boost pump pressure after the
failure of the high pressure fuel pump.
3) T or F: The jet pump is DC powered from the number 2 Dual Fed bus.
4) Maximum fuel imbalance is:___________________lbs.
5) Fuel is heated prior to entering the fuel control unit by:
a) Bleed air from the engine's compressor
b) Engine oil, through an oil-to-fuel heat exchanger
c) The friction heating caused by the boost pump
d) An air-to-fuel heat exchanger prior to the fuel control unit.
6) Which of the following is a function of the electric standby boost pump?
a) It functions as a backup pump in the event of primary boost pump failure.
b) It is used with aviation gas in climbs above 20,000 feet
c) It is used in crossfeed operation
d) All of the above
7) Total fuel capacity_______gallons________lbs.
Main Tanks________gallons________lbs.
Aux Tanks__________gallons________lbs.
8) When is crossfeed use authorized?
a) For single-engine operation

FUEL SYSTEM 69
b) For climbs above 20,000 feet when aviation gas is used
c) When one standby pump is inoperative
d) When fuel pressure decreases below 10 ± psi.
9) Maximum Zero Fuel weight is___________lbs.
10) Which of the following limitations applies to operation with aviation gas?
a) A maximum altitude of 20,000 feet with both standby boost pumps operative and 150
hours between overhauls
b) A maximum altitude of 31,000 feet with standby boost pump inoperative and 150 hours
between overhauls
c) A maximum altitude of 20,000 feet with one standby pump inoperative and 150 hours be-
tween overhauls
d) A maximum of 150 hours between overhauls only
11) Is a fuel anti-icing additive required for this aircraft? ___________________________________
12) Illumination of the fuel pressure warning light indicates: ________________________________

______________________________________________________________________________
13) T or F: The engine will continue to operate at reduced power with boost pump pressure after the
failure of the high pressure fuel pump.
14) T or F: The “NO TRANSFER” light will come on for 30-50 seconds after the auxiliary fuel is
completely transferred to the main system.
15) You fuel the airplane with jet fuel and mix in 100 gallons of AVGAS. Each engine must be
charged______________ __________________ hour(s) against its 150 hour AVGAS limitation.
16) When selecting crossfeed, left to right, the automatic fuel transfer module will do what to the
following items?
a) Right electric boost pump ___________________________________________________
b) Left electric boost pump________________________. ___________________________
c) Right motive flow valve ____________________________________________________

17) What are the memory items for illumination of a Fuel Pressure Low annunciator light?
______________________________________________________________________________
______________________________________________________________________________
18) How long should you let the fuel settle before checking for contaminates?
a) 1 hour
b) 2 hours
c) 3 hours
d) 4 hours

CHAPTER 5
ENGINE SYSTEM
OBJECTIVES
After completing this unit, the student should be able to:
1) Trace the internal airflow pattern of the engine.
2) State the basic design type of the engine.
3) State the power source for each engine gauge.
4) List pertinent engine limitations and restrictions.
5) Place in correct order the procedural steps of a normal engine start.
6) Place in correct order the procedural steps for the engine clearing procedure.
7) List the starter time limitations.
8) State the correct procedure for normal engine shutdown.
GENERAL ENGINE DESCRIPTION
The King Air 200 was introduced with Pratt & Whitney PT6A-41 engines. The -41 is flat rated to 850
SHP at 2000 rpms. The B200 is equipped with the -42 engine. This engine is identical to the -41 but
incorporates improvements in the first stage axial flow compressor and internal changes to the exhaust
duct. This allows a 10% increase in altitude cruise performance. The Pratt & Whitney PT6A engine is a
light weight, reverse flow, free turbine engine driving a propeller via a two-stage reduction gearbox. Two
major rotating assemblies compose the heart of the engine. One assembly consists of the compressor and
the compressor turbine; the other includes two power turbines and the power turbine shaft. The two
rotors are not connected together and rotate at different speeds and in opposite directions. This configura-
tion allows the pilot to vary the propeller speed independently of the compressor speed. Starter cranking
torque is low since only the compressor is initially rotated on start. Activating the starter mounted on the
accessory gearbox starts the engine. The compressor draws air into the engine via an annular air inlet

case, increases its pressure across the 3 axial stages and one centrifugal impeller and delivers it around
the combustion chamber. Air enters the combustion chamber via small holes and, at the correct compres-
sor speed; fuel is introduced into the combustion chamber. Two spark igniters located in the combustion
chamber ignite the mixture. The hot gases are then directed to the turbine area. At this point, the ignition
and starter are turned off since a continuous flame now exists in the combustion chamber. The hot
expanding gases accelerate through the compressor turbine vane ring and hit the turbine blades and
create a rotational movement of the compressor turbine to drive the compressor. The expanding gases
travel across the power turbines and provide rotational energy to drive the propeller shaft. The reduction
gearbox reduces the power turbines speed (approximately 30,000 RPM) to one suitable for propeller
operation (1600 to 2000 RPM). This is done through a 15 to 1 reduction gearbox which converts the high
speed, low torque of the power turbine to low speed, high torque required of the propeller. Gases leaving
the power turbines are expelled out to the atmosphere by the exhaust duct. Engine shutdown is accom-
plished by cutting fuel going to the combustion chamber. An integral oil tank located between the inlet
case and the accessory gearbox provides oil to bearings and other various systems, such as propeller and
torque systems. A hydro-mechanical fuel control unit mounted on the accessory gearbox regulates fuel
flow to the fuel nozzles in response to power requirements and flight conditions. The propeller governor,
mounted on the reduction gearbox, controls the speed of the propeller by varying the blade angle depend-
ing on power requirements, pilot RPM selection and flight conditions.
PROPULSION SYSTEM CONTROLS
The propulsion system is operated by three sets of controls:
1) The power levers
2) The propeller levers
3) The condition levers.
The power levers control engine power from idle through take-off power by operation of the gas
generator (N1) governor in the fuel control unit. Increasing N1 rpm results in increased engine
power. The condition levers have three positions; FUEL CUT-OFF, LOW IDLE and HIGH IDLE.
Each lever controls the fuel cutoff function of the fuel control unit and limits idle speed at 56-62%
N1 for low idle, and 70% N1 for high idle. The propeller levers are operated conventionally and
control the constant speed propellers through the primary governor.

ENGINE SYSTEM 73
PIILOT TIIP
If exxcessive ITT
T's occur durring any one of the follow
wing conditioons,
adjust the conditio
on levers to a higher N1 speed.
• When
n high genera
ator loads arre required.
• Duriing operatio
ons at high ambient air
temp
peratures.
• During d elevations .
g operationss at high field
• Wh
hen maximum
m reverse is required.
To propeerly understtand the op

peration of the PT6 seeries
engine, there are several
s basiic terms th
he pilot shoould
become familiar
f with
h:
TURBO
OPROP ENGINE
E SYMBOLS
S S
AND THEIR
T ME
EANINGS
S
Ng (or N1)) - Gas generaator speed (rpm
m or %)
Nf (orN2) - Power turb bine speed (rpm or %)
Np - Propeller speed
s (rpm or %)
FCU - Fuel control unit
Tq - Torque
OAT - Outside airr temperature
PSIG - Pounds peer square inch gage
PSIA - Pounds peer square inch absolute
SHP - Shaft horsepower
ESHP - Equivalentt shaft horsepoower
FOD - Foreign obbject damage
Beta - Propeller non-governing
n g mode of opeeration
P3 - Compresso or discharge pressure
p
Px - Acceleration and speed enrichment prressure
Py - Governor pressure
p
P1 - Fuel pump p delivery presssure
P2 - Metered fu uel pressure
Po - Bypass fueel pressure
Wf - Fuel flow
T5 ne temperaturee (ITT)
- Interturbin
BOV - Bleed off valve
v
RGB - Reduction gearbox
AGB - Accessory y gearbox
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N
N1, Np, Tq, an
nd T5 are indiccated on engin
ne gauges long
g with oil temp
mperature, oil ppressure and fuuel flow.
T
The engines used on the King Air 20
00 have seveen major secctions; 1) Aiir intake section 2) Com
mpres-
ssor section 3)
3 Combustio
on section 4)
4 Turbine seection 5) Exxhaust sectioon 6) Reducttion gear secction;
77) Accessory
y drive sectio
on.
A
AIR INTA
AKE SECT
TION
T
The air inlet system is deesigned to prrovide the maximum
m posssible total ppressure at thhe air inlet screen
oover a wide band of norm
mal flight co
onditions. Th
he compresssor air intakee consists off circular, sccreen-
ccovered alum
minum houssing. The screen
s greattly reduces the possibillity of foreiggn objects bbeing
ingested into
o the enginee. Because th
he screen arrea is very llarge, the veelocity throuugh the screeen is
ssufficiently low
l to perm
mit a high deegree of screeen blockagge from debrris or ice without signifficant
ppower lossess. Air is direccted to the air
a intake viaa air scoops llocated on thhe bottom off the engine.. The
ffunction of th
he air intakee section is to
o direct airflow to the coompressor seection.
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ENGINE SYSTEM 75
COMPRESSOR SECTION
N
The compressor sectiion consists of a four-staage compresssor assemblly comprisedd of three axiial stages
and one centrifugal
c stage.
s The fu
unction of th
he compress or is to com
mpress and suupply air for combus-
tion, eng
gine cooling,, pressurizatiion and pneu
umatics, com
mpressor bleeed valve opperation, andd bearing
sealing and
a cooling. Bleed air iss taken off th
he engine affter the comppressor stage and prior tto the air
entering the combusttion can. Thiis air is referrred to as P33 air due to tthe station itt is extractedd from. It
or airframe pressurizatio
is used fo p on and pneum
matic system
ms.
COMPRESSOR BLEED VALVES

V
Below ap
pproximately
y 80% N1, the compresssor axial sttage producees more com
mpressed airr than the
centrifug
gal stage can
n use. Comp
pressor bleeed valves coompensate ffor this excess airflow at lower
engine RPMs
R by bleeeding axial stage air to reduce backkpressure onn the centrifuugal stage. T
The pres-
sure relieef helps prev
vent compresssor stalls in
n the centrifuugal stage. T
The compressor bleed vaalves, one
on each side of the compressor located at the
t 9 o’clocck and 3 o’cclock positioon of the enngine, are
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ppneumatic piistons which

h reference the pressure differential between thee axial and ccentrifugal sttages.
T
The function
n of these valves
v is to prevent com
mpressor staalls and surgges in the loow N1 operrating
rrange. At low
w N1 RPM, both valvess are in the open positioon. At takeooff and cruise N1 RPM
M both
bbleed valves will be clossed. If both compressorr bleed valvees were to sttay closed, a compressorr stall
w
would result from the attempt to acccelerate the engine
e to takkeoff powerr. If one or both valves were
tto stick in th
he open possition, the IT
TT would in
ncrease, the torque decrrease, while N1 RPM w
would
rremain the saame.
Pillot Tip
• Throtttle back if a continuous compressorr surge is enccountered.
• Accellerate slowlyy if an engine is prone to

o surging.
• A Surrge may dam

mage the com
mpressor and
d hot sectionn. Have the eengine bleedd valve checkked if
surgiing is encoun
ntered.
C
COMBUS
STION SECTION
T
The function
n of the com
mbustion secction is to crreate and exxtract energyy
ffrom the ho
ot expanding
g gases to drive
d the co
ompressor tuurbine, axiall
ms on the accessory gearr box. At thee same time,,
ccompressors and the item
it drives thee power turb
bines and propellers
p to
o provide thhrust for thee
aaircraft. The PT6 enginee utilizes an annular com
mbustion chhamber. Fuell
is injected in
nto the comb
bustion cham
mber throug
gh fourteen ssimplex fuell
nnozzles by a dual maniifold. Ignitio
on is provid
ded by two high energyy
igniters. Thee ignition system
s conssists of a series dual low tensionn
ccapacitor disscharge unit energized frrom a solid state
s D.C. poower source.
IIt is designed
d for duty at 9 to 30 voltts D.C. with a spark rate of one per ssecond. The system storees 4.5
joules of energy and th
he two igniteers are fired
d simultaneoously. Evenn though thee engine hass two
igniter plugs, it will startt with only one
o operating
g.
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ENGINE SYSTEM 77
TURBINE SECTION
The PT6A uses three reaction turbines. The two-stage power turbine extracts energy from the
combustion gases and drives the propeller and its accessories through a planetary reduction gearbox.
This combination is defined as NP. The single-stage compressor turbine extracts energy from the
combustion gases to drive the gas generated compressor and the accessory gear section which is
mounted on the rear of the engine. This section of the engine is defined as N1. A 2.3 U.S. gallon
integral oil tank is formed between the accessory gear-box and the compressor air inlet plenum. The
oil tank filler cap is fitted with a calibrated dipstick.
EXHAUST SECTION
The exhaust gas from the turbine is passed into a vaneless exhaust duct and exits from the engine
and into the atmosphere through two ports on opposite sides of the engine. The two heat resistant
exhaust outlets are located at the 9 o’clock and 3 o’clock position.
REDUCTION GEAR SECTION
The second stage turbine drives a two stage planetary reduction gearbox located at the front of the
engine. The primary function of the reduction gear section is to reduce the high RPM of the power
turbine to a speed required for propeller operation. The reduction gear section is also used for the
torque meter operation and it includes a drive section for the propeller governor, the propeller
overspeed governor, and the propeller tach generator.
THE ACCESSORY SECTION
The accessory drive section forms the aft portion of the engine. The accessory section is driven by
the compressor turbine through a shaft that extends through the oil tank to the accessory gearbox.
The function of the accessory section is to drive the engine and accessories. The accessory section
includes:
1) The fuel control unit
2) The high pressure fuel pump

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3) Lubriicating pump
ps and scaveenge pumps
4) N1 taach generator
5) DC starter generaator
6) Freon
n compresso
or on the righ
ht engine onlly
7) Low pressure fueel boost pum

mp.
E
ENGINE LUBRICA
L ATION SY
YSTEM
T
The engine integral lubriication systeem provides a constant suupply of cleean oil to thee engine bearrings,
rreduction gears, accesso
ory drives, to a propelleer governor. The oil lubbricates and cools
orquemeter and
tthe bearings and carriess any extran
neous matterr to the oil ffilter where it is precluuded from fuurther
ccirculation. A chip detecctor is also located in the
t reductionn gear-box oof each engine to detecct and
ttransmit a siignal to the annunciator panel to waarn pilots off ferrous meetal particless in the reduuction
ggearbox.
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ENGINE SYSTEM 79
OIL TANK
The 2.3 U.S. gallon oil tank is an integral part of the compressor inlet case and is located in front of
the accessory gearbox. The oil filler neck protrudes through the accessory gearbox and is closed by a
cap which incorporates a quantity measuring calibrated dipstick. The markings on the dipstick
correspond to U.S. quarts and indicate the quantity of oil required to top the tank to the full mark.
Servicing the engine oil system primarily involves maintaining the engine oil at the proper level. Do
not mix different oil brands together. The dipstick is marked in U.S. quarts and indicates the last five
quarts required to bring the system up full. Access to the dipstick cap is gained through an access
door on the aft engine cowl. While the airplane is standing idle, engine oil could possibly seep into
the scavenge pump reservoir, causing a low dipstick reading. Therefore, the oil should be check
approximately 15 minutes after engine shut down.
Pilot Tip
The dipstick indicates one quart below full when the oil level is normal. Minimum oil quantity for
operations is four quarts low. Overfilling may cause a discharge of oil through the breather until a
satisfactory level is reached. Do not mix different brands of oil when adding oil between oil changes.
Different brands or types of oil may be incompatible because of the difference in their chemical
structures.
PUMPS
A main pressure pump is located in the tank and driven by an accessory gear on the compressor
shaft. It supplies oil directly to the engine bearings and the accessory drive gears. At maximum gas
generator speeds (N1 = 37,500 rpm), the main pressure pump maintains an oil flow of up to 90
lb/min. Oil pressure is regulated within the range 60 – 200 Psig by a pressure relief valve in the
engine. Actual range on each model is dependant upon the aircraft serial number.
OIL FILTER
The engine oil filter is located under the square cover plate at the three-o'clock position of the
compressor inlet case and just behind the aft fire seal. The filter element should be replaced after

1000 hours of use and inspected for cleanliness and condition at 150-hour intervals. This filter
element is not cleanable and must be replaced if it has been subjected to heavy contamination from
the engine oil system.
OIL COOLER
The oil cooler radiator is located inside the lower engine nacelle. The system is fully automatic and
incorporates a thermal sensor to regulate the amount of air flow through the oil cooler. It is equipped
with a bypass valve to insure oil flow in the event the oil cooler becomes blocked.
Pilot Tip
The engine ice vanes should be extended for all ground operations to minimize ingestion of ground
debris. Turn engine anti-ice off, when required, to maintain oil temperature within limits.
OIL TEMPERATURE
A DC powered oil temperature gauge uses a resistance bulb to sense oil temperature.
OIL PRESSURE
Oil pressure from the pressure pump outlet line is sensed by a transmitter and sent to a combination
oil pressure/oil temperature gauge located on the panel. This gauge is also DC powered.
Pilot Tip
Maximum oil consumption is 1 quart every 10 hours.
CHIP DETECTION
A chip detector is installed at the 6 o'clock position on the front case of the reduction gearbox. The
chip detector provides the pilot with an indication on the annunciator panel if the presence of ferrous
particles in the lubrication system has been attracted to the magnetic poles in the chip detector.

ENGINE SYSTEM 81
FUEL HEATER
H R
Oil that is returned from the acccessory geaarbox is direected to an oil to fuel hheater prior to being
nk. The oil-tto-fuel heateer, mounted bbelow the fuuel pump at tthe rear of thhe engine
returned to the oil tan
is essentially a heat exchanger
which utilizes
u heat from the
engine lu
ubricating oiil system to
preheat the fuel in
n the fuel
system. A fuel teemperature-
sensing oil bypaass valve
regulatess the fuel teemperature
by eitherr allowing oil
o to flow
through the
t heater or
o bypass it
to the engine
e oil tank. The
temperatu
ure-sensing oil bypass
(thermal elementt) valve
consists of a highly expansive material
m sealed in a metaallic chambeer. The expaansion forcee is trans-
mitted th
hrough a diaaphragm and
d plunger to
o a piston. S
Since the ellement only exerts an eexpansive
force, it is
i counterbalanced by a return spring
g which provvides a conttracting forcee during deccreases in
temperatu
ure. The eleement sensess the temperature of the outlet fuel aand, at tempperatures aboove 21°C
(70°F), starts to closee the valve and
a simultan
neously openns the bypasss valve. At 332°C (90°F),, the core
valve is completely
c closed
c and oiil bypasses the
t heater coore.
ENGIN
NE FUEL SYSTEM
The engiine fuel systtem consists of the engin

ne driven loow pressure fuel pump, an oil to fueel heater,
the high pressure eng
gine driven fuel
f pump, th
he fuel contrrol unit (FCU
U), the flow
w divider whiich sends
fuel to th
he two fuel manifolds
m wh
here it is sen
nt to the 14 fuuel nozzles.
If the hig
gh pressure engine driv
ven fuel pum wn. The low pressure
mp fails, thee engine wiill shut dow
pump’s pressure
p is in
nsufficient to
o run the eng
gine.
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F
FUEL CO
ONTROL UNIT
U
T
The PT6 fueel control unit
u is a hyd
dro-pneumatic device w
whose functtion is to suupply the pproper
aamount of fu
uel to the fueel nozzles du
uring all mod
des of each ooperation. Inn short, it’s a N1 governnor. It
is calibrated
d for starting
g flow ratess, acceleratio
on, and maxximum pow CU compares gas
wer. The FC
ggenerator speeed (N 1) wiith the poweer lever settin

ng and regullates fuel to the engine fuel nozzless. The
F
FCU also sen
nses compreessor section
n discharge pressure,
p com
mpares it to rpm, and esttablishes accceler-
aation and deceleration fu
uel flow lim
mits. The pneeumatic sectiion of the F
FCU determiines the flow
w rate
oof fuel to thee engine forr all operatio
ons. It does this
t by moddify the amouunt of air puushing on thhe N1
ggovernor belllows. This bellows
b or diaphragm
d reeacts to the iincrease or ddecrease in P
P3 air by mooving
in one directtion or the other.
o P3 airr is introducced into the bellows so that it sets up a differeential
ppressure on each side of the diaphrragm. Thereffore, any chhange in P3 pressure wiill move thee dia-
pphragm. Atttached to thee diaphragm
m is a fuel meetering valvee which movves as the diaphragm m
moves.
W ure is increassed, the fuel-metering vaalve attachedd to the belloows will moove in an opeening
When pressu
ddirection to increase fueel flow and increase N1
1 rpm. As P
P3 pressure ddecreases, fuuel flow also de-
ccreases whicch reduces the
t N1 rpm
m. The N1 governor
g inccreases or ddecreases P33 pressure inn the
bbellows by varying
v the opening
o of reelief orifices in the bellow
ws.
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ENGINE SYSTEM 83
START
TING AND
D IGNITION SYST
TEM
The engiine is started

d by a threee-position sw
witch locateed on the piilot's left
subpanell placarded, IGNITION AND ENGIINE START
T - LEFT - R
RIGHT -
ON - OF
FF - STAR Y. The swittch is moveed downward to the
RTER ONLY
STARTE
ER ONLY position to motor the engine. Thhis is used to clear
f without the ignition
residual fuel n circuit on. The switch is spring loaaded and
will returrn to the cen
nter position
n when released. Movingg the switch upward to tthe ON position acti-
vates botth the starterr and ignition
n, and the ap
ppropriate grreen IGNITIION ON lighht on the annnunciator
panel willl illuminatee. When engine speed haas accelerateed through 550% N1 on sstarting, the starter is
deactivatted by placin
ng the switch
h in the centeer OFF posittion.
Pilot Tip
After en
ngine start, the
t generator will not co
ome on line if the starter switch has bbeen left in tthe start
position.
AUTO IGNITIO
ON
The auto
o ignition sysstem providees automaticc ignition to prevent enggine loss
due to combustion
c failure. Thiis system en
nsures ignittion during takeoff,
landing, turbulence, in icing or precipitation
p n conditions pprovided thee system
d. To arm th
is armed he system, move
m the req
quired ENG
G AUTO IGN
NITION
switches,, located on the pilot's su
ubpanel, from
m OFF to AR
RM. If for aany reason thhe engine torrque falls
below ap
pproximately
y 400 foot-p
pounds, the igniter will automatically energizee and the IG
GNITION
ON lightt on the cauttion/advisory
y annunciato
or panel willl illuminate.. For extended ground ooperation,
the system
m should bee turned off to
t prolong th
he life of the igniter unitss.
FIRE DETECTI
D ON SYST
TEM (BB-2
2 THRU B
BB-1438)
The fire detection

d system on thesse airplanes is designed to provide w
warning in thhe event of aan engine
compartm
ment fire. Th onsists of a set of threee photoconduuctive cells in each enggine com-
he system co
partmentt, a control amplifier mou
unted on a panel
p on the aft side of thhe forward ppressure bulkkhead, an
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aannunciator warning
w ligh
ht (placarded
d either FIRE
E L ENG annd FIRE R E
ENG or
L ENG FIRE
E and R EN
NG FIRE) fo
or each engin
ne compartm
ment, a test switch
oon the inboaard side of the copilot's subpanel an
nd a circuit breaker plaacarded
F
FIRE DET on
o the right circuit breaaker panel. The
T photocoonductive ceells are
ssensitive to infrared ray
ys and are positioned
p to
o receive diirect and refflected
rrays, thus prroviding cov
verage for the
t entire engine
e comppartment. Thhe cell
eemits an elecctrical signall proportionaal to the infrrared intensiity and ratioo of the
rradiation striiking the celll. Heat levell and rate off heat increaase are not coontrib-
uuting factors in the activ
vation on thee cells. To prrevent stray light rays frrom signaling a false alaarm, a
rrelay in the control
c ampllifier closes only
o when th
he signal streength reachees a preset alarm level. W
When
tthe relay clo
oses, the app
propriate ann
nunciator wiill illuminate. When thee fire has beeen extinguiished,
tthe cell outp
put voltage will
w drop bellow the alarm
m level andd the controll amplifier w
will automatiically
rreset. No maanual resettin
ng is required
d to reset thee detection ssystem.
F
FIRE DET
TECTION
N SYSTEM
M (BB-143
39 AND AF
FTER)
T
The fire deteection system on these airplanes iss designed tto provide aan immediatte warning iin the
eevent of a firre or overtem
mperature condition in either enginne compartm
ment. The maain componeent of
tthe system is
i a temperaature sensing
g element, which
w is rouuted throughh the three sections off each
eengine nacelle and terminated in a reesponder uniit. The respoonder unit is attached to tthe engine m
mount
in each engin
ne accessory
y section at approximatel
a ly the two o''clock positiion just forw
ward of the enngine
ffirewall. Thee responder unit contains two sets of contactss: a set of iintegrity sw
witch contactts for
ccontinuity teest functionss of the firee detection circuitry
c andd a set of aalarm switchh contacts w
which
ccompletes th
he circuit to actuate
a the fire
f warning system wheen the sensorr element dettects an overrtem-
pperature con
ndition in criitical areas of
o the engin ment. The siggnals sent too the left or right
ne compartm
aannunciator-fault-detectiion printed circuit
c cards will illuminnate the respective red L or R ENG F
FIRE
w
warning annu
unciator in the
t warning annunciatorr panel locateed on the ceenter glareshhield. The lefft and
rright annunciator-fault-d
detection prin
nted circuit cards
c will allso trigger thhe annunciattor-control-ccircuit
w
which will illuminate the
t pilot's and
a copilot'ss red MAST
TER WARN
NING lightts located inn the
gglareshield. If
I the option
nal fire exting
guishing sysstem is instaalled, the firee extinguisheer control sw
witch-
ees will illum
minate. The MASTER
M WARNING
W liights will coontinue to fllash, even iff the fire is eextin-
gguished. Thee MASTER WARNING
G lights may be turned offf by depresssing the legeend face of eeither
w
m FOR TR
RAINING PU
URPOSES O
ONLY
ENGINE SYSTEM 85
light. At this time, the

t MASTE
ER WARNIN
NG lights w
will remain eextinguishedd, even if a fire still
burns insside the engiine compartm
ment. The MASTER
M W
WARNING liights will auutomaticallyy begin to
flash agaain anytime an
a additionall warning an
nnunciator iss illuminatedd.
The red L or R ENG nciator is illuuminated whhen the resppective fire detection
G FIRE warrning annun
element senses an overtemperatture conditio
on of sufficiient magnituude to activate the alarm
m switch
contacts of the respon
nder unit.
The red L or R EN
NG FIRE warning
w annu
unciator auttomatically w
will extinguuish after thhe sensor
element in
i the enginee compartmeent cools.
The senssor element consists of a sealed outter tube filleed with an innert gas andd an inner coore filled
with an active
a gas. The
T gases wiithin the tub
bes form a prressure barriier that keepps the contaccts of the
respondeer integrity switch
s closed
d for continu
uity test funnctions of thhe fire alarm
m. As the tem
mperature
around th
he sensor eleement increaases, the gasses within thhe tube beginn to expand.. If the presssure from
the expan
nding gases reaches a prreset point, the
t contacts of the respoonder alarm switch closee, illumi-
FOR TRA
AINING PUR
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nating the respective red L ENG FIRE or R ENG FIRE warning annunciator and flashing the
MASTER WARNING lights.
The integrity (fault) pressure switch operates in the reverse manner of the alarm pressure switch. The
calibration gas (helium) sealed inside the sensor element normally holds the integrity pressure switch
in a closed position, but allows the switch to open when the outer portion of the sensor element is
severed. Therefore, if the fire detection system is tested with the integrity pressure switch open, the
unit would fail to test, indicating a fault in continuity.
For fire detection/protection purposes, critical areas around the engine have been divided into three
zones as follows:
• Zone 1 - The accessory compartment.
• Zone 2 - The plenum chamber area.
• Zone 3 - The engine exhaust area (hot section).
The fire detection system is designed to actuate the alarm when any of the following conditions
occur:
• When any one-foot section of the sensor element is heated to 900°F.
• When the average temperature of the entire sensor element reaches 450°F.
FIRE EXTINGUISHING SYSTEM
The optional engine fire extinguishing system consists of a supply cylinder, mounted on brackets
behind the main spar in each wheel well, and plumbing that carries the extinguishing agent to spray
nozzles located in each of the engine compartments. Each supply cylinder is charged with 2 1/2-
pounds of Bromotrifluoromethane (CBrF3) and pressurized with dry nitrogen to 450 psi at 72° F.
Four spray nozzles are positioned under the engine exhaust area, with another pair mounted in the
accessory area. These strategically positioned nozzles discharge the entire supply of the fire extin-
guishing agent into the engine compartment within approximately a half second. Each fire extin-
guisher is actuated by its respective control switch which is located on the glareshield left and right
of the warning annunciator panel. Pressing the switch will cause a squib in the cartridge to fire. This

ENGINE SYSTEM 87
releases the
t extinguisshing agent into the plum
mbing and oout the nozzlles. The pow
wer to the sw
witches is
derived from
f the hot battery bus. These switcches incorpoorate three inndicator lighhts.
Airplanes BB-2 thru

u BB-1485 are
a colored and
a marked as follows: The red ligght, placarded L or R
ENG FIR
RE-PUSH TO
T EXT, waarns of the presence
p of fire in the eengine comppartment. Thhe amber
light, plaacarded D, in
ndicates that the system
has been
n discharged
d and the carrtridge is em
mpty. The greeen light, plaacarded OK,, is providedd only for
the preflight test fun
nction. Airp
planes BB-1484, and affter, are coloored and m
marked as foollows: A
yellow liight, placard
ded EXTING
GUISHER PUSH,
P warnss of the pressence of firee in the enggine com-
partmentt. A yellow light, placarrded DISCH
H, indicates tthat the systtem has beenn dischargedd and the
cartridge is empty. A green lightt, placarded OK, is provvided only ffor the prefliight test function. To
actuate th
he system, raise
r the saffety-wired cllear plastic sswitch coveer and press the face of the lens.
When the system is depleted, th
he amber or yellow D liight will illuuminate andd remain illuuminated,
regardlesss of the batttery switch position,
p untiil the depleteed extinguishher cartridgee has been reeplaced.
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AINING PUR
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The fire extinguisher circuits should be checked during the preflight inspections by rotating the test
switch through the L and R EXT positions on the switch. The amber or yellow D and green OK
lights on the extinguisher switches should illuminate. The pressure gage mounted on each extin-
guisher supply cylinder should be checked during the preflight inspection to assure that each cylin-
der is fully charged.
ENGINE SYSTEM LIMITATIONS

NUMBER OF ENGINES
Two
ENGINE MANUFACTURER
Pratt & Whitney Canada (Longueuil, Quebec, Canada)
ENGINE MODEL NUMBER
PT6A-42
POWER LEVERS
Do not lift power levers in flight.
STARTER LIMITS
40 seconds on, 60 seconds off; 40 seconds on, 60 seconds off; 40 seconds on, 30 minutes off.
Approved Engine Oils
The following oils are fully approved for use in Pratt &Whitney Canada PT6A-41 and -42 engines.
Always refer to the latest revision of P&WC SB 3001 for a current list of approved oils.
• Aeroshell Turbine Oil 500

• Aeroshell Turbine Oil 560
• Castrol 205
• Exxon Turbo Oil 2380
• Mobil Jet Oil 254
• Mobil Jet Oil II

ENGINE SYSTEM 89
Do not mix
m different oil brands to
ogether.
PT6A-42
ENGIN
NE OPERA
ATING LIIMITS
The follo
owing limitaations shall be
b observed.. Each colum
mn presents limitations. The limits ppresented
do not neecessarily occcur simultan
neously.
FOOTN
NOTES:
1) Torque
T limit applies with
hin range off 1600 - 20000 propeller rpm (N2). B
Below 1600 propeller
rp
pm, torque iss limited to 1100
1 ft-lbs.
2) When
W gas gen
nerator speeds are abovee 27,000 rpm
m (72% N1) aand oil tempperatures aree between
60°C and 71°°C, normal oil
o pressures are:
100 to 135 pssi below 21,0

000 feet; 85 to 135 psi att 21,000 feett and above..
During
D extrem
mely cold staarts, oil presssure may reeach 200 psi.. Oil pressurre between 660 and 85
psi is undesirable; it shou
uld be toleratted only for the completiion of the fliight, and theen only at
a reduced power setting not exceeding 1100 ft-llbs torque. O
Oil pressuree below 60 ppsi is un-
saafe; it requirres that eitheer the enginee be shut doown, or that a landing bee made at thhe nearest
su
uitable airpo
ort, using thee minimum power requiired to sustaain flight. Fluctuations oof plus or
minus
m 10 psi are acceptab
ble.
3) A minimum oil temperatture of 55°C mended for ffuel heater operation att take-off
C is recomm
power.
4) Oil
O temperatu
ure limits arre -40°C and wever, temperatures of uup to 104°C
d 99°C. How C are per-
mitted
m for a maximum
m tim
me of 10 min
nutes.
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AINING PUR
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990 K
BOOK
5) Thesee values are time limited

d to 5 second
ds.
6) High ITT at grou

und idle may
y be corrected by reduccing accessorry load and//or increasinng N1
rpm.
7) At ap
pproximately
y 70% N1.
8) Cruisse torque vallues vary witth altitude an

nd temperatuure.
9) This operation is time limited

d to 1 minutee.
10) Thesee values are time limited

d to 10 secon
nds.
11) Valuees above 99°°C are time limited

l to 10
0 minutes.
PT
T6A-41
w
m FOR TR
RAINING PU
URPOSES O
ONLY
ENGINE SYSTEM 91
EMERGENCY ENGINE SYSTEM PROCEDURES

Complete the appropriate checklist
All airspeeds quoted in this section are indicated airspeeds (IAS) and assume zero instrument error.
EMERGENCY AIRSPEEDS (12,500 LBS)
One-Engine inoperative Best Angle-of-Climb (VXSE) 115 kts.
One-Engine inoperative Best Rate-of-Climb (VySE) 121 kts.
Air Minimum Control Speed (VmcA) 86 kts.
Emergency Descent 181 kts
Maximum Range Glide 135 kts

ENGINE FAILURE
NOTE
To obtain best performance with one engine inoperative, the airplane must be banked 3° to 5° into
the operating engine while maintaining a constant heading.
EMERGENCY ENGINE SHUTDOWN
Proceed with the Emergency Engine Shutdown for the following situations:
• ENGINE TORQUE INCREASE - UNSCHEDULED
• ENGINE FIRE IN FLIGHT
• ENGINE FAILURE IN FLIGHT
Affected Engine:
1) Condition Lever - FUEL CUT OFF
2) Propeller Lever - FEATHER
3) Firewall Shutoff Valve - CLOSED
4) Fire Extinguisher (if installed) - ACTUATE (if required)
5) Auto Ignition - OFF
6) Generator - OFF
7) Prop Sync - OFF
8) Electrical Load - MONITOR
ENGINE FIRE ON GROUND
Affected Engine:
2) Firewall Shutoff Valve - CLOSED
3) Ignition and Engine Start - STARTER ONLY
4) Fire Extinguisher (if installed) - ACTUATE (if required)

ENGINE SYSTEM 93
ENGINE FAILURE DURING GROUND ROLL
1) Power Levers – IDLE
2) Brakes - AS REQUIRED
3) Operative Engine - MAXIMUM REVERSE
WARNING
EXTREME CARE MUST BE EXERCISED WHEN USING SINGLE-ENGINE
REVERSING ON SURFACES WITH REDUCED TRACTION.
If Insufficient Runway Remains for Stopping:
4) Condition Levers - FUEL CUT OFF
5) Firewall Shutoff Valves - CLOSED
6) Master Switch - OFF (Gang bar down)
ENGINE FAILURE AFTER LIFT-OFF
1) Power - MAXIMUM ALLOWABLE
2) Airspeed - MAINTAIN (take-off speed or above)
3) Landing Gear - UP
NOTE
If the autofeather system (if installed) is being used, do not retard the failed engine power lever until
the autofeather system has completely stopped propeller rotation. To do so will deactivate the
autofeather circuit and prevent automatic feathering.
7) Propeller Lever (inoperative engine) - FEATHER (or verify FEATHER if autofeather is

installed)
8) Airspeed- VYSE (after obstacle clearance altitude is reached)
9) Flaps - UP
10) Clean-up (inoperative engine):

a) Condition Lever - FUEL CUT OFF

b) Propeller Lever - FEATHER
c) Firewall Shutoff Valve - CLOSED
d) Auto Ignition - OFF
e) Autofeather (if installed) - OFF
f) Generator – OFF
11) Electrical Load - MONITOR
ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL SPEED
1) Power - Reduce as required to maintain directional control.
2) Nose - Lower to accelerate above VMCA.
3) Power (operative engine) - AS REQUIRED.
4) Failed Engine - SECURE (See EMERGENCY ENGINE SHUTDOWN).
ENGINE FLAMEOUT (2nd Engine)
1) Power Lever - IDLE
2) Propeller Lever - DO NOT FEATHER
4) Conduct Air Start Procedures.
NOTE
The propeller will not unfeather without engine operating.
ENGINE OUT GLIDE
1) Landing Gear – UP
2) Flaps - UP
3) Propellers - FEATHERED
4) Airspeed - 135 KNOTS

ENGINE SYSTEM 95
WARNING
W G
DETE
ERMINE TH
HAT PROCE
EDURES FO
OR RE-STA
ARTING FIR
RST AND SE
ECOND FA
AILED
ENGIINES ARE INEFFECTIV
VE BEFORE
E FEATHER
RING SECO
OND ENGIN
NE PROPEL
LLER.
Pilot Tip
The Glide Ratio is 2.0

0 nm for eachh 1000 feet oof altitude.
AB
BNORM
MAL ENGIN
E NE SYSTEM P
PROCE
EDURE
ES
AIR
A STAR
RT
WARNING
W G
AIRSTA
ART USING
G THE STA
ARTER ASSIIST PROCE
EDURES MA
AY MOMEN
NTARILY C
CAUSE
THE LOSS
L OF AT
TTITUDE DISPLAY
D ON
N ELECTRO
ONIC FLIG
GHT INSTRU
UMENT SY
YSTEM
(EFIS
S) EQUIPPE
ED AIRPLA
ANES, AND LEAD TO P
PREMATUR
RE SYSTEM
M FAILURE
ES. IF
FLIIGHT COND
DITIONS DO
D NOT PER
RMIT THE TEMPORA
ARY LOSS O
OF ATTITUDE
REFER
RENCE, CO
ONDUCT AIIRSTART USING
U THE
E NO START
TER ASSIST
T PROCEDU
URES.
THE
E PILOT SH
HOULD DET
TERMINE THE
T REASO
ON FOR EN
NGINE FAIL
LURE BEFO
ORE
ATTE
EMPTING AN
A AIR STA
ART. DO NO
OT ATTEM
MPT AN AIR
R START IF
F N1 INDICA
ATES
ZE
ERO. ABOV
VE 20,000 FEET, STAR
RTS TEND T
TO BE HOT
TTER. DURIING ENGIN
NE
ACC
CELERATIO
ON TO IDL
LE SPEED, IT
I MAY BE COME NEC
CESSARY T
TO MOVE T
THE
CO
ONDITION LEVER PER
RIODICALL
LY INTO C
CUT-OFF IN
N ORDER TO
O AVOID A
AN
OV
VERTEMPE
ERATURE C
CONDITION
N.
STARTE
ER ASSIST
T
1) Cabin
C Temp Mode
M - OFF
F
2) Vent
V Blower - AUTO
3) Aft
A Blower (iif installed) - OFF
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4) Radar - STANDBY or OFF
5) Windshield Heat - OFF
7) Propeller Lever (inoperative engine) - LOW RPM
9) Firewall Shutoff Valve - OPEN
10) Generator (inoperative engine) - OFF
NOTE
If conditions permit, retard operative engine ITT to 700°C or less to reduce the possibility of exceed-
ing ITT limit. Reduce electrical load to minimum consistent with flight conditions.
1) Ignition and Engine Start - ON, IGNITION ON annunciator - ILLUMINATED
2) Condition Lever - LOW IDLE
3) ITT and N1 - MONITOR (1000°C MAXIMUM)
4) Ignition and Engine Start - OFF (N1 above 50%)
5) Propeller Lever - AS REQUIRED
6) Power Lever - AS REQUIRED
7) Generator - ON
8) Auto Ignition - ARM
9) Prop Sync – ON
10) Cabin Temp Mode – AUTO
NO STARTER ASSIST (Windmilling Engine and Propeller)
2) Propeller Lever - FULL FORWARD

ENGINE SYSTEM 97
4) Engine Ice Vane (inoperative engine) RETRACTED
5) Firewall Shutoff Valve - OPEN
6) Generator (inoperative engine) - OFF
7) Airspeed - 140 KNOTS MINIMUM
8) Altitude - BELOW 20,000 FEET
9) Auto Ignition - ARM (IGNITION ON annunciator - ILLUMINATED)
10) Condition Lever - LOW IDLE
11) ITT and N1 - MONITOR (1000°C MAXIMUM)
12) Power - AS REQUIRED (after ITT has peaked)
13) Generator – ON
14) Prop Sync – ON
ONE-ENGINE-INOPERATIVE APPROACH AND LANDING
1) Approach Speed - CONFIRM
12) Fuel Balance - CHECK
13) Pressurization - CHECK
14) Cabin Sign - NO SMOKE & FSB
When it is certain that the field can be reached:
15) Flaps - APPROACH
16) Landing Gear - DN
17) Propeller Lever - FULL FORWARD
18) Airspeed - 10 KNOTS ABOVE NORMAL LANDING APPROACH SPEED
19) Interior and Exterior Lights - AS REQUIRED
20) Radar - AS REQUIRED
21) Surface Deice - CYCLE (as required)

When it is certain there is no possibility of a Go-Around:
22) Flaps - DN
23) Airspeed - NORMAL LANDING APPROACH SPEED
24) Perform normal landing.
NOTE
Single-engine reverse thrust may be used with caution after touchdown on smooth, dry, paved
surfaces.
ONE-ENGINE-INOPERATIVE GO-AROUND
1) Power - MAXIMUM ALLOWABLE
2) Landing Gear - UP
3) Flaps – UP
4) Airspeed - INCREASE TO BLUE LINE
LOW OIL PRESSURE INDICATION
Oil pressure values between 60 and 85 psi are undesirable and should only be tolerated for the
completion of the flight. In this situation, the engine should be operated at a reduced power setting
not exceeding 1100 foot-pounds torque. Oil pressure values below 60 psi are unsafe and require that
the engine be shut down, or that a landing be made at the nearest suitable airport, using the minimum
power required to sustain flight.
CHIP DETECT (L or R CHIP DETECT Annunciator)
Illumination of a CHIP DETECT annunciator indicates possible metal contamination in the engine
oil supply. Illumination of a CHIP DETECT annunciator is not in itself cause for an engine to be
shut down. Engine parameters should be monitored for abnormal indications. If parameters are
abnormal, a precautionary shutdown may be made at the pilot's discretion. After illumination of a
CHIP DETECT annunciator, cause of the malfunction should be determined and corrected prior to
the next flight.

ENGINE SYSTEM 99
EXPANDED ENGINE SYSTEM PROCEDURES
ENGINE STARTING (EXTERNAL POWER)
Never connect an external power source to the airplane unless the battery is indicating a charge of at
least 20 volts. If the battery voltage is less than 20 volts, the battery must be recharged, or replaced
with a battery indicating at least 20 volts, before connecting external power. Only use an external
power source fitted with an AN-type plug.
NOTE
When an external power source is used, it must be set lo 28.0 to 28.4 volts and be capable of produc-
ing 1000 amperes momentarily and 300 amps continuously. The battery should be ON to absorb
transient voltage spikes present in some auxiliary power units. An EXT PWR annunciator is provid-
ed to alert the crew when an external DC power plug is connected to the airplane.
1) Avionics Master Switch - Confirm OFF
25) Left and Right Generator Switches - CONFIRM OFF
26) Battery - ON
27) External Power Source - TURN OFF, then CONNECT TO AIRPLANE
28) External Power Source - TURN ON
29) Voltmeter - 28.0 TO 28.4 VOLTS
30) Propeller Levers - FEATHER
31) Right ignition and Engine start - on (R FUEL PRESS Annunciator - EXTINGUISHED)
32) Right Condition Lever - LOW IDLE (al12o/o N1 or above)
33) ITT and N1 - MONITOR (1000°C maximum)
If no ITT rise is observed within 10 seconds after moving the condition lever to low idle, move the
condition lever to fuel cut off, allow 60 seconds for fuel to drain and starter to cool, then follow
engine clearing procedures.
34) Right Oil Pressure - CHECK

35) Right ignition and Engine Start - OFF (at 50% N1or above)
36) Left ignition and Engine Start - ON (L FUEL PRESS Annunciator - EXTINGUISHED)
37) Left Condition Lever - LOW IDLE (at 12% N1 or above)
38) ITT and N1 MONITOR (1000'C maximum)
39) Left Oil Pressure - CHECK
40) Left ignition and Engine Start - OFF (at 50% N1 or above)
41) External Power Source - TURN OFF, DISCONNECT, SECURE DOOR
42) Left and Right Generators - RESET, (HOLD for 1 sec) THEN ON
43) Propeller Levers - FULL FORWARD
No Light Start
1) Condition Lever ____________________________________________________ CUT-OFF
2) Ignition/Start Switch _____________________________________________________ OFF
Allow 60 seconds for fuel to drain and starter cooling; then conduct engine clearing procedures.
ENGINE CLEARING
The following procedure is used to clear an engine at any time it is deemed necessary to remove
internally trapped fuel and vapor, or if there is evidence of a fire within the engine. Air passing
through the engine serves to purge fuel, vapor, or fire from the combustion section, gas generator
turbine, power turbines and exhaust system.
2) Ignition and Engine start - STARTER ONLY (for a maximum ol40 seconds)
3) Ignition and Engine Start – OFF

ENGINE SYSTEM 101
ENGINE SYSTEM
QUESTIONS
1) What does the term “free-turbine” refer to? __________________________________________
______________________________________________________________________________
2) N1 refers to RPM of what section of the engine? ____________________________________.
3) The PT6A engine power section consists of:
a) One compression stage and four turbine stages.
b) A two-stage reaction turbine.
c) A two-stage turbine and a centrifugal compressor.
d) Twin-spool, two-stage turbines.
4) If a chip detector light illuminates, you must do one of the following:
a) Continue the flight and have the filter checked after landing.
b) Reduce torque to 500 foot-pounds for the remainder of the flight.
c) Check engine instruments and, if normal, no action is required.
d) Shut the engine down and land as soon as practical.
5) What is another name for T5 temperature and what gauge can it be read on? ________________
______________________________________________________________________________
6) Bleed Air comes from what station on the engine? _______________.
7) When is the best time to check the oil? ________________________.
8) TRUE-FALSE: Circle the correct answer.
T F The N1 gauge is marked in percent of gas generator RPM.
T F Temperature and torque are two separate limitations.
T F Fuel control heat is used to warm P3 air going into the F.C.U. to keep ice particles
from blocking the reference air line.

T F Your hand should be on the ignition and start switch during a start.
T F Although the engine has two igniter plugs, it will start with only one operating.
T F ITT, N1, and prop RPM are all self-generating engine instruments.
9) The Pratt & Whitney PT6A-41 0r 42 engine is rated at:
a) 550 SHP
b) B. 850 SHP
c) C. 500 SHP
d) D. 600 SHP
10) During a ground start of the right engine, the IGNITION ON light should illuminate:
a) At 10% N1 rpm.
b) When the condition lever is moved to LO IDLE.
c) At a stabilized 16% N1
d) When the start switch is moved to the IGNITION and ENGINE START position.
11) Compressor bleed valves are designed to prevent compressor stalls at reduced power:
a) True
b) False.
12) Another name for bleed air is? _____________________________________________________
13) What is the approximate power turbine to propeller gear reduction ratio? ___________________
14) The power turbine and N1 shafts turns in opposite direction:
a) True
b) False
15) At what speed is the compressor turning, at 100% N1? __________________________________
16) What are the following engine limits for the engine during takeoff?ITT -
42__________________-41_______________

ENGINE SYSTEM 103
TORQUE-42________________-41_______________
Np -42__________________-41________________
N1 -42____________________-41_______________
17) The Low Idle ITT limit of the engine is -42_________-41______°C.
18) On a hot day while awaiting take-off clearance, you see the ITT above the Low Idle limit, What
should you do? _________________________________________________________________
______________________________________________________________________________
19) Illumination of a CHIP DETECT annunciator indicates a positive metal contamination in the
engine oil supply:
a) True
b) False
20) Oil pressure values below _____ psi are unsafe and require that the engine be shut down.
21) The fire detection system on these airplanes is designed to provide warning in the event of a fire
in the:
a) Engine compartment
b) Nose compartment
c) Wheel well
d) All of the above.
22) What are the memory items for an emergency engine shutdown: __________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
23) TRUE-FALSE: Circle the correct answer.
T F The N1 gauge is marked in percent of gas generator RPM.
T F Temperature and torque are two separate limitations.

T F The condition levers should be milked to keep ITT temperatures within limits on a
normal ground start.
T F It is more important to have your hand on the ignition and start switch during a start
than to have your hand on the condition lever.
T F Even though your engine has two ignition plugs, it will start with only one operating.
T F ITT, N1 and prop RPM are all self-generating engine instruments.
24) When is it best to check oil level and service it, if required? ______________________________
______________________________________________________________________________
25) What caution is there regarding the addition of oil to your engine? _________________________
______________________________________________________________________________
26) List the starter limitations: ________________________________________________________

______________________________________________________________________________

CHAPTER 6
PROPELLERS
OBJECTIVES
1) Identify the major components of the propeller system.
2) Describe the operation of the propeller governor, overspeed governor and the fuel topping
governor.
3) Explain onspeed, overspeed and underspeed conditions.
4) Describe the feathering process.
5) Explain the use of "Beta".
6) Explain the autofeather system and describe its operation.
7) Understand emergency procedures.
General
The King Air 200 utilizes a three or four blade propeller. Serial numbers BB-2 through BB-1438
have a three bladed Hartzell or McCauley prop while later models have a four bladed prop installed.
The propellers are constant speed, full feathering, and reversible. They are controlled by engine oil
from a single acting, engine-driven governor backed by an overspeed governor. This hydraulic
action controls the propeller governor which boosts engine oil pressure to move a piston in the
propeller dome that regulates the blade angle for constant speed setting in all flight attitudes and
speeds. Centrifugal counterweights and feathering springs drive the propeller blades into the feather
or high pitch position. The centrifugal counterweights on each blade, in conjunction with a feather-
ing spring, increase pitch (decrease rpm) to the feathered position as governor oil pressure is re-
lieved. The feathering spring completes the feathering operation when centrifugal twisting moment
is lost as the propeller stops rotating. The propeller automatically feathers on engine shutdown,
preventing the free turbine from windmilling. However, if an engine fails in flight, the propeller will

not feather because of the wind-milling effect and governor action. Feathering in flight should be
manually selected by using the propeller control lever. An automatic feathering system is installed
which will immediately dump oil from the propeller hub if the oil pressure drops below 6.5 psi on
the King Air 200 or 8.7 psi on the B200 at power settings of 90 percent N1 or greater. Low pitch
propeller position is determined by a mechanically monitored hydraulic stop.
PILOT TIP
Always tie down the propellers when parked. Unrestrained props tend to windmill and prolonged
windmilling at zero oil pressure will result in bearing damage.
BASIC PRINCIPLES
Constant-speed propellers operated in three conditions controlled by a propeller governor. They are:
1) Onspeed
2) Overspeed
3) Underspeed
Onspeed
This is when the selected rpm and actual rpm are the same.
Overspeed
This is when the actual rpm is greater than the selected rpm.
Underspeed
This is when the actual rpm is less than the selected rpm.

PROPELL
LERS 107
PROPE
ELLER GOVERNO
G OR
The King
g Air is equipped with three
t propelller governorrs. They are the primaryy governor, the over-
speed governor and the
t fuel topp
ping governo
or.
PRIMA
ARY GOV
VERNOR
The prim
mary governo
or is needed to convert a variable pittch propellerr into a consstant speed ppropeller.
It does this
t by chan
nging blade angle to maintain the propeller sppeed the pilot has seleccted. The
primary governor
g can a selected propeller sppeed from appproximatelyy 1600 RPM
n maintain any M to 2000
RPM. Assume an aiircraft is in normal cruiising flight with the prropeller turnning 1700 R
RPM. If a
descent is
i initiated without
w chan
nging power, the airspeeed will increease. This deecreases the angle of
attack off the propelller blades caausing less drag
d on the propeller. A
As a result, the RPM’s begin to
increase.
The goveernor will seense this "ov

verspeed" co
ondition andd increase bllade angle too a higher pitch. The
higher pitch increases the bladee's angle off attack, slow
wing it bacck to 1700 R
RPM, or "oonspeed."
FOR TRA
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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 the RPM returns to its original value. Thus the governor gives
"constant speed" characteristics to the variable pitch propeller. Power changes, as well as airspeed
changes, cause the propeller to momentarily experience overspeed or underspeed conditions, but
once more the governor reacts to maintain the onspeed condition. There are times, however, when
the primary governor is incapable of maintaining selected RPM. To help explain this situation,
imagine an airplane approaching to land with its governor set at 1700 RPM. As power and airspeed
are both reduced, underspeed conditions exist which cause the governor to decrease blade angle to
restore the onspeed condition. If blade angle could decrease all the way to 0º or even reverse, the
propeller would create so much drag on the airplane that aircraft control would be dramatically
reduced. The propeller, acting as a large disc, would blank the airflow around the tail surfaces, and a
rapid nose-down pitch change would result. To prevent these unwanted characteristics, a low pitch
stop is installed. As the blade angle is decreased by the governor, eventually the low pitch stop is
reached, and the blade angle becomes fixed and cannot continue to a lower pitch. The governor is
therefore incapable of restoring the onspeed condition, and propeller RPM falls below the selected
governor RPM setting.
Low Pitch Stop
Whenever the propeller rpm is below the selected governor the propeller rpm, the propeller blade
angle is at the low pitch stop. (Assuming the prop is not feathered)
For example, if the propeller control is set at 1800 RPM but the propeller is turning at less than 1800
RPM, the blade angle is at the low pitch stop.
Normally, the low pitch stop is simply at the low pitch limit of travel, determined by the propeller's
construction. But with a reversing propeller, the extreme travel in the low pitch direction is past 0°,
or into reverse and negative blade angles. Consequently, the low pitch stop on this propeller must be
designed in such a way that it can be removed or repositioned when reversing is desired. The low
pitch stop is created by mechanical linkage sensing the blade angle. The linkage causes a valve to
close to stop the flow of oil coming into the propeller dome. Since this oil causes low pitch and
reversing, once it is blocked off a low pitch stop has been created. The low pitch stop valve, com-

PROPELLERS 109
monly referred to as the "beta" valve, is quite positive in its mechanical operation. Furthermore, the
valve is spring loaded to provide redundancy in the event of mechanical loss of beta valve control.
The position of the low pitch stop is controlled from the cockpit by the power lever. Whenever the
power lever is at idle or above, this stop is set at 18º blade angle. But bringing the power lever aft of
idle progressively repositions the stop to blade angles less than 18°.
Keep in mind that just because the low pitch stop has been moved back to smaller angles than 18°,
this only affects the actual blade angle when it is on the low pitch stop. If the propeller RPM is still
on the selected governor setting bringing the power lever aft of IDLE will not cause the propeller to
reverse. Only when the propeller RPM is below the selected governor RPM does reversing actually
occur when the power lever is brought aft. This is because in this condition the blade angle is on the
low pitch stop, which is being repositioned into the reverse range. The region between 18º and 5º
blade angle is referred to as the “beta for taxi" range. In this range, the engine's compressor speed N1
remains at the value it had when the power lever was at IDLE (52% to 70%, based on condition lever
position). From +5° to -9º blade angle, the N1 speed progressively increases to a maximum value at -
9° of approximately 85% N1. This region, designated by red and white stripe on the power lever
gate, is referred to as the "beta plus power" ranger and ends at maximum reverse.
OVERSPEED GOVERNOR
The overspeed governor provides protection against excessive propeller speed in the event of a
primary governor malfunction. Since the PT6's is driven by a free turbine (independent of the
engine's compressor) overspeed can rapidly occur if the primary governor fails. The operating point
of the overspeed governor is set 4% greater than the primary governor’s maximum speed. Since the
maximum speed selected on the primary governor is 2000 RPM, then the overspeed governor is set
at 2080 RPM. As a runaway propeller's speed reaches 2080 RPM, the overspeed governor will begin
increasing blade angle to a higher pitch, to prevent the RPM from continuing its rise. From a pilot's
point of view, a propeller tachometer stabilized at approximately 2080 RPM would indicate failure
of the primary governor and proper operation of the overspeed governor.
A test switch can reset this point of the overspeed governor down to approximately 1870 RPM for a
preflight check.

FUEL TOPPING GOVERNOR
If the propeller sticks or moves too slowly during a transient condition causing the propeller gover-
nor to act too slowly to prevent an overspeed condition, the power turbine governor, contained
within the constant speed governor housing, acts as a fuel topping governor. When the propeller
reaches 2120 rpm, the fuel topping governor limits the fuel flow to the gas generator, reducing N1
rpm, which in turn prevents the propeller rpm from exceeding approximately 2200 rpm. The fuel-
topping governor vents air pressure from the Fuel Control Unit, which results in a fuel flow reduc-
tion. The FTG will reduce fuel flow when the propeller overspeed reaches approximately 106% of
the selected propeller rpm. Since the FTG uses the same flyweights and pilot valve mechanism as
the primary governor, the fuel-topping governor will not be operational if the primary governor fails.
In this case, prop overspeed will be controlled by the backup overspeed governor. During operation
in the reverse range, the fuel topping governor is reset to approximately 95% propeller rpm before
the propeller reaches a negative pitch angle. This ensures that the engine power is limited to main-
tain a propeller rpm somewhat less than that of the constant speed governor setting. The constant
speed governor therefore will always sense an underspeed condition and direct oil pressure to the
propeller servo piston to permit operation in Beta and reverse ranges.
PROPELLER FEATHERING
The propellers installed on the King Air are full feathering props. Using normal oil pressure, the
propellers can be feathered manually, or with the autofeather system. By placing the propeller
control lever aft into the feathered detent, the pilot valve is mechanically lifted and dumps oil from
the propeller dome into the reduction gearbox. This loss of oil pressure allows the centrifugal
flyweights and feathering springs to rapidly drive the propeller to feather. If the pilot fails to feather
the propellers during shutdown, the oil pressure will decreases and the centrifugal force of the coun-
terweights and springs will eventually feather the propeller. However, this is not the recommended
procedure.

PROPELLERS 111
AUTOFEATHER
The automatic feathering system provides a means of immediately dumping oil from the propeller
servo to enable the feathering spring and counterweights to start the feathering action of the blades in
the event of an engine failure. Although the system is armed by a switch on the subpanel, placarded
AUTOFEATHER - ARM - OFF - TEST, the completion of the arming phase does not occur until
both power levers are advanced above 90% N1 at which time both the right and left indicator lights
on the caution/advisory annunciator panel indicate a fully armed system. The annunciator panel
lights are green, placarded L AUTOFEATHER and R AUTOFEATHER.
The system will remain inoperative as long as either power lever is retarded below 90% N1 position.
The system is designed for use only during takeoff and landing and should be turned off when
establishing cruise climb. If an engine fails while the system is armed and engine torque begins to
drop off below 400 foot-pounds, a switch on the failed engine opens and disarms the autofeather
system for the opposite engine. Disarming of the autofeather portion of the operative engine is
further indicated when the annunciator indicator light for that engine extinguishes. If the torque on
the failed engine continues to drop below approximately 200 ft-lbs, the oil is dumped from the servo
and the feathering spring rapidly starts the blades toward the feather position.
PROPELLER BETA AND REVERSING
When the power lever controls are lifted for placement in the reverse range, the power levers actuate
the Beta valve to direct governor pressure to the propeller piston, decreasing blade angle through
zero and into a negative range. The travel of the propeller servo piston is fed back to the Beta valve
to null its position and, in effect, provide many negative blade angles all the way to full reverse. The
opposite will occur when the power lever is moved from full reverse to any forward position up to
idle, therefore providing the pilot with manual blade angle control for ground handling.
As a precaution against overtorquing the engines or developing asymmetrical thrust, an RVS NOT
READY light is located in the pedestal annunciator panel. Power to the warning light switches is
supplied through the landing gear control switch when the landing gear is in the DOWN position.
When both propeller levers are in the high rpm position, the switches are open and the warning light
is out. When either propeller lever is moved from the high rpm position, its respective warning

1112 K
BOOK
sswitch closess to illuminaate the RVS NOT READ

DY light in tthe pedestal annunciatorr panel. Thee prop
llevers must be
b in the high RPM position to ensurre constant rreversing chaaracteristics.
PILOT TIP
Pro
opellers should be moveed out of reveerse by 40 knnots to minim
mize blade eerosion.
P
PROPELL
LER SYNCHROPH
HASER
T
The Type I propeller sy
ynchrophaserr automaticaally matchess the right sllave propelller and mainntains
tthe blades off one propelller at a pred
determined position
p relaative to the bblades of thee other proppeller.
T
To prevent the
t right pro
opeller from losing excessive rpm iff the left proopeller is feaathered whille the
ssynchrophaser is on, thee synchrophaaser is limiteed to approxximately ±300 rpm from the manual prop
ccontrol settin
ng. Normal governor op
peration is unchanged
u will continuously
bbut the syncchrophaser w
m
monitor prop
peller rpm and
a reset th mounted in each
he governor as requiredd. A magnetic pickup m
ppropeller overspeed gov
vernor transm
mits electricc pulses to a transistorizzed control box. The coontrol
bbox convertss any pulse rate
r differen
nces into corrrection com
mmands, whiich are transsmitted to ann act-
uuator motor. The motor then trims the right propeller goveernor througgh a flexiblee shaft to exxactly
match the lefft propeller. A toggle sw
m witch, installeed on the insstrument pannel, turns thee system on. With
w
m FOR TR
RAINING PU
URPOSES O
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PROPELLERS 113
the switch off, the actuator automatically runs to the center of its range of travel before stopping to
assure that when next turned on the control will function normally. To operate the system, synchro-
nize the propeller in the normal manner and turn the synchrophaser on. The right propeller rpm and
phase will automatically be adjusted to correspond with the left. To change rpm, adjust both propel-
ler controls at the same time. This will keep the right governor setting within the limiting range of
the left propeller. If the synchrophaser is on but is unable to adjust the right propeller to match the
left, the actuator has reached the end of its travel. Turn the synchrophaser switch off (allowing the
actuator to run to the center of its range and the right propeller to be governed by the propeller
lever), synchronize the propellers manually and turn the synchrophaser switch on.
The Type II propeller synchrophaser system automatically matches the rpm of both propellers as a
result of maintaining a specific phase relationship between the blades of the left and right propellers.
The control box senses pulses which are generated by pickups mounted at identical locations on both
engines. Ferrous metal targets, mounted on the propeller spinner bulkheads, provide the pulse
reference for the pickups. Adjusting the RPM’s of the propellers is accomplished by the control box
with correction commands to each propeller governor. The governor servo can increase but never
decrease the speed set by the propeller control lever. The rpm of one propeller will follow the
changes in rpm of the other propeller over the predetermined holding range of the governor. (Ap-
proximately 25 rpm) This limited holding range prevents either propeller from losing more than a
limited rpm if the rpm of the other propeller is manually reduced, such as in power changes or
propeller feathering, while the synchrophaser is on. The synchrophaser system is controlled through
a toggle switch placarded PROP SYNCH-ON-OFF. To operate the system, synchronize the propel-
lers in the normal manner and turn the synchrophaser on. To change rpm, adjust both propellers at
the same time. This will keep the setting within the holding range of the system. If the synchrophaser
is on, but will not synchronize propellers, the propeller speeds are not within the limits required for
the system to assume control. Turn the synchrophaser off, synchronize the propellers manually, and
then turn the synchrophaser on.

PROPELLER LIMITATIONS
PROPELLER ROTATIONAL SPEED LIMITS
Transients not exceeding 5 seconds-2200 rpm
Reverse-1900 rpm
All other conditions-2000 rpm
PROPELLER ROTATIONAL OVERSPEED LIMITS
The maximum propeller overspeed limit is 2200 rpm and is time-limited to five seconds. Sustained
propeller overspeeds faster than 2000 rpm indicate failure of the primary governor. Flight may be
continued at propeller overspeeds up to 2080 rpm, provided torque is limited to 1800 foot-pounds.
Sustained propeller over-speeds faster than 2080 rpm indicate failure of both the primary governor
and the secondary governor, and such overspeeds are unapproved.
PROPELLER EMERGENCY PROCEDURES

NONE
PROPELLER ABNORMAL PROCEDURES

NONE
PROPELLER EXPANDED PROCEDURES
OVERSPEED GOVERNOR/RUDDER BOOST TEST
1) Rudder Boost Switch ___________________________________________________ ON
2) Propeller Levers FULL FORWARD
3) Propeller Test Switch HOLD TO TEST

PROPELLERS 115
4) Left Power Lever 1,800 RPM
5) Left Overspeed Governor/Rudder Boost CHECK (1,870 ± 40)
6) Left Power Lever IDLE
7) Right Power Lever 1,800 RPM
8) Right Overspeed Governor/Rudder Boost CHECK (1,870 ± 40)
9) Propeller Test Switch RELEASED
AUTOFEATHER TEST
1) Power Levers 500 ft-lb torque.
2) Autofeather Switch Hold to test position.
3) Power Levers Retard individually.
a. 400 ft.-lb ________________________________ Opposite annunciator extinguished.
b. 200ft.-lb ____________________ Autofeather annunciator light will cycle on and off.
44) Power Levers Both idle.
45) Autofeather Switch Armed.

PROPELLER SYSTEM
QUESTIONS
1) The primary propeller governor has a governing range of______ RPM to________RPM.
2) The overspeed governor is set to _________RPM.
3) T or F: The prop control levers should be full forward prior to selecting reverse.
4) The overspeed governor is reset to what RPM for testing? _________
5) T or F: Moving the propeller lever into reverse without the engine running will damage the
reversing linkage.
6) With the auto feather system armed during an engine failure, the propeller of the failed engine
will feather at _____________lbs of torque.
7) If the actual propeller RPM is lower than the selected RPM, what speed condition is the prop
governor in?
a) Underspeed
b) On Speed
c) Overspeed
8) When will the prop reverse not ready annunciator light illuminate? ________________________
______________________________________________________________________________
9) The type I synchronizer/synchrophaser system maintains both props at the same RPM by adjust-
ing RPM of the:
a) RIGHT PROP
b) LEFT PROP
10) When using maximum reverse power at HI IDLE and full increase rpm, you would expect a
maximum propeller rpm of:
c. 2000RPM
d. 1900RPM

PROPELLERS 117
e. 2080RPM
f. 1600RPM

CHAPTER 7
PRESSURIZATION AND
ENVIRONMENTAL SYSTEMS
OBJECTIVES
1) Identify the components in the pressurization system.
2) Explain the operation of the pressurization system.
3) Recognize pressurization system emergencies.
4) Identify the components in the environmental system.
5) Explain the operation of the heating and air conditioning system.
6) Explain the operation of the emergency oxygen system.
INTRODUCTION
This chapter describes the operation of the pressurization and environmental systems.
Pressurization allows the altitude of the cabin to be lower than the altitude of the aircraft without the
need for supplemental oxygen. Whenever cabin altitude and aircraft altitude are identical, there is no
pressure differential. Pressure differential is measured in "pounds per square inch differential" (psid).
This is the difference between inside cabin pressure, and outside ambient pressure. Whenever the
inside cabin pressure is the greater than the outside ambient pressure, then the differential is a
positive number. If cabin pressure is less than ambient pressure, then the differential is a negative
number. So at 6.5 psid the cabin can be at sea level with the aircraft at 15,600 feet. With the cabin at
10,000 feet, the aircraft can climb to nearly 35,000 feet before maximum differential is reached.
Although the King Air's pressure vessel is designed to withstand a normal maximum differential of
6.5 psid, the minimum allowable differential is 0. This means the aircraft structure cannot withstand
a negative differential. If atmospheric pressure exceeds cabin pressure, a "negative pressure" relief

1120 K
BOOK
ddiaphragm in the outflo

ow valve op
pens to allo
ow atmosphheric pressurre to relievee cabin neggative
ppressure. "Pressure vesssel" is that part of the aircraft cabbin designeed to withstand the preessure
ddifferential. In
I the King Air, the presssure vessel extends from
m the forwaard pressure bulkhead loocated
bbetween the cockpit and
d nose sectio
on to a rear pressure buulkhead locatted just aft oof the cabinn bag-
ggage comparrtment. Thee aircraft’s exterior
e skin
n makes up the outer sseal. Windoows are of rround
ddesign for maximum
m strength. All cables, wire bundles,
b andd plumbing passing throough the preessure
vvessel bound
daries are seealed to redu
uce leaks. "Environmenntal system" refers to thhe devices w
which
ccontrol the pressure
p vesssel's enviro
onment. Alo
ong with ennsuring a cirrculation off air, this syystem
ccontrols temp
perature by utilizing
u heaating and coo
oling device s as needed.
H
HEATING
G, COOLIING AND PRESSURIZATIO
ON -
D
DESCRIP
PTION AN
ND OPERA
ATION
C
Cabin bleed air heating is accomplisshed by extrracting bleedd air from thhe compresssion stage (P
P3) of
eeach engine and mixing
g it with amb
bient air in the flow coontrol unit of each enginne. The bleeed air
ccontrol valvee is energizeed by a bleeed air switch
h on the coppilot’s subpaanel. The am
mbient air coontrol
w
m FOR TR
RAINING PU
URPOSES O
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PRESSUR
RIZATION AND
A ENVIRO
ONMENTAL
L SYSTEMS 121
solenoid valve is eneergized clossed on the ground

g by a landing geaar safety swiitch on the lleft main
landing gear
g to proviide only warrm bleed airr to the cabinn. When the airplane lift
fts off the groound, the
landing gear
g safety switch
s de-en
nergizes and
d immediateely opens the left ambieent air contrrol valve.
Approxim
mately six seeconds later the right am
mbient air conntrol solenoiid valve opeens. Air is duucted into
the cabin
n through or around the air-to-air heeat exchangeers in the wiing center seection leadinng edges.
Control of
o the air byp
passing the air
a to air heaat exchangerr or being rouuted throughh the heat exxchangers
is accom
mplished by regulating the
t position of the bleedd air bypasss valves. Thhese can be adjusted
either maanually or au
utomatically
y by using th
he appropriiate switch oon the copiloot’s subpaneel. At the
juncture of the bleed
d air lines un
nder the cabin
n floor on thhe right side of the fusellage, a checkk valve is
installed to prevent th
he loss of prressure shou
uld either enggine fail. Thhe bleed air line is routedd forward
along thee right side of the fusellage to a mixing plenum
m just aft off the forwardd pressure bbulkhead.
Here the bleed air is mixed with recirculated
d cabin air. T
The bleed aiir lines from
m the engine compart-
ment to the
t mixing plenum
p are wrapped
w witth insulationn and aluminnum tape to reduce heat loss to a
minimum
m. The air frrom the mix
xing plenum is routed thhrough ductss behind thee instrumentt panel to
outlets on each side of the cock
kpit and to th
he defroster outlets for the windshiield. A valvee to each
outlet an
nd in the deffroster duct controls thee flow of heeated air intto the cockppit. These valves are
regulated
d by push-pu
ull controls on
o the subpan
nel.
Low preessure ductin

ng extends aft from th
he
mixing plenum and disttributes th
he
condition
ned air th
hrough thee floor an
nd
overhead
d outlets on each side off the cabin. If
the air in the heeated air duct
d becomees
excessiveely hot, an overtemperature switcch
located in
i the ductin
ng illuminates the DUC
CT
OVERTE
EMP cautio
on annunciattor. When the
t DUCT OVERTEM
MP annunciaator light coomes on,
operation
n of the temp
perature and
d air controlss should low
wer the tempeerature. If thhis fails, the bleed air
bypass valves
v should
d be checkeed for proper operation. A butterflyy valve locaated in the hheated air
duct is controlled
c by
y the CABIN
N AIR contrrol knob onn the copilott's sub-panell. When thiss knob is
pulled ou
ut, only a miinimum amo
ount of warm
m air is perm
mitted to passs through thhe valve to tthe cabin
floor outllets, thereby
y increasing the
t amount of
o warm air available to the pilot annd copilot heat outlets
and to th
he defroster. On some airplanes,
a a solenoid-ope
s erated air-baalance valve is installed between
FOR TRA
AINING PUR
RPOSES ON
NLY www
the main heat duct and the two forward floor outlets. The valve is normally closed and limits the
amount of air going to the two forward floor outlets, thereby permitting a balanced flow of air to the
rear of the cabin. When the vent blowers operate, the air-balance valve opens, permitting an
increased flow of air to the two forward floor outlets. When an aft vent blower is installed, an air
check valve between the blower output duct and the heated air duct permits the blower output air to
circulate into the heated air ducting. At cruise power, the heating capacity of the system is sufficient
to maintain cabin temperatures in excess of 65°F at ambient temperatures of -65°F.
HEATING TEMPERATURE CONTROL - DESCRIPTION AND OPERATION
The temperature control system consists of a cabin temperature mode selector switch, a manual
temperature switch, a temperature control box, a cabin temperature sensor, a duct temperature
sensor, and two heat exchanger bypass valves. The cabin temperature mode switch has four posi-
tions; MANUAL HEAT, MANUAL COOL, OFF and AUTO. The forward evaporator has a two-
speed fan for air distribution, which is controlled by a three position VENT BLOWER switch on the
subpanel. Positions on the VENT BLOWER switch are: AUTO, LOW and HIGH. The fan will
operate in low speed when the mode switch is positioned to AUTO, MANUAL HEAT or MANUAL
COOL.
AUTOMATIC OPERATION
When the AUTO mode is selected, the heating and air-conditioning system is automatically con-
trolled through the temperature control box. A signal from the temperature control box is transmitted
to the bleed air bypass valves in the wing center section. Here the engine bleed air is regulated by the
bypass valves to control the amount of bleed air bypassing the air-to-air heat exchangers. When a
signal from the temperature control box drives both bleed air bypass valves to the maximum cool
position, the refrigerant compressor clutch and condenser blower will energize. The clutch and fan
will remain energized until the left valve rotates back past the 30° position. At this position, the
micro switch on the valve operates to de-energize the clutch fan. A thermal switch is wired into the
AUTO mode circuit to prevent the clutch and condenser blower from being energized until the
ambient temperature is above 50°F, even though a cool signal is sent from the temperature control
box.

PRESSUR
RIZATION AND
A ENVIRO
ONMENTAL
L SYSTEMS 123
MANU
UAL HEAT
T OPERA
ATION
When th
he cabin tem
mperature mo
ode switch is
i in the MA
ANUAL HE
EAT positionn, the tempeerature is
controlled by selectiing the position of thee bypass vallves with thhe momentaary increase//decrease
AL TEMP) control swittch. When th
(MANUA he MANUA
AL TEMP seelector is sw
witched to IN
NCR, the
left bypass valve is driven
d open to
t allow the engine bleedd air/ambiennt air mixturee to be routeed around
the heat exchanger for
f increased
d cabin heatting. The sw
witch must bbe held in thhe INCR poosition to
he bypass vaalves becausse the valvess will stop m
actuate th moving whenn the MANU
UAL TEMP switch is
released. If sufficien
nt heating is not obtaineed by full acctuation of thhe left bypaass valve, ann integral
limit swiitch in the valve
v will clo
ose and the right bypas s valve willl begin to m
move. Allow approxi-
mately 30 seconds fo
or each valve to drive to
o the full opeen or full cloosed positionn. When thee airplane
is on thee ground, thee ambient aiir shutoff vaalves are cloosed by actuuation of thee landing geear safety
switch. This
T exclusio
on of ambien
nt air permitts all of the hheat from thhe engine bleeed air to bee used for
cabin heaating. When
n the airplane lifts off th
he ground, thhe safety sw
witch opens tthe circuit too the left
ambient air valve. In
n order to prrevent a presssure surge iin the cabin, the right vvalve will oppen a few
seconds after
a the left valve throu
ugh a time deelay circuit.
RADIA
ANT HEAT PANEL
LS
Optionall radiant heaat panels may

y be used where
w additioonal heat is
required. The radian
nt heating sy
ystem on airp
planes BB-22 thru BB-
449 conssists of two heating panels bonded to
t the forwaard and aft
headlinerr. The heatin
ng panels arre controlled
d manually bby a single
on/off sw
witch on thee subpanel. Thermal
T swiitches mounnted in the
panels provide overrheat protecttion. The raadiant heatinng system
consists of
o five heatiing panels in
nstalled abov
ve the windoows in the
service panels.
p The system
s is con
ntrolled by an
a on/off swiitch on the
subpanell. Overheat protection
p iss provided by
b a thermoostat and a
194° therrmal fuse loccated on the back of eacch heat panell. For ease
of service, each heatiing panel is attached to the service ppanel with
six stripss of Velcro taape.
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PILOT TIP
When the airplane is connected to an auxiliary power unit,

Radiant Heat can be used to warm the cabin prior to engine start.
ELECTRIC HEAT
An optional electric heat system is used to preheat the interior of the airplane prior to engine opera-
tion and is not designed to supplement engine bleed air heat. The electric heat system should be
powered through a ground power unit, as the ship's battery cannot power the system. Electric heat is
normally operated when cold weather makes it necessary to heat the cabin area prior to the boarding
of passengers. The system is designed so that it only operates when the airplane is on the ground and
the ambient temperature inside is at or below 60° F. Once on, the thermostatically controlled system
will continue to provide heat until a thermostat signals the electric heat relay that duct temperature
has reached approximately 118° F, at which time the electric heat magnetically held switch releases
to turn the electric heat off.
NOTE
Manually holding the electric heat switch in the ON position will not override the electric heat
control relay to operate the electric heat system.
Control of the electric heat system is separate from the automatic and manual temperature controls
for bleed air heat. A control switch, placarded ELEC HEAT on the right inboard subpanel, energizes
the heater power relays for the forward and aft electric heaters. The aft vent blower switch, placarded
AFT BLOWER ON, is located next to the ELEC HEAT switch. The forward electric heat circuit is
enabled when the cabin temperature mode switch is set to the MAN HEAT position. The aft electric
heat circuit is enabled when MAN HEAT is selected and the AFT BLOWER switch is set to ON.
The vent blowers that distribute cool air also distribute the heat produced by the electric heaters.
Overheat sensors cutoff power to the electric heaters if duct temperature reaches approximately
118°F or above.

PRESSUR
RIZATION AND
A ENVIRO
ONMENTAL
L SYSTEMS 125
FRESH
H AIR VEN
NTILATIION
Fresh-airr ventilation is provided

d from two sources.
s Onee source, whhich is availlable during both the
pressurizzed and the unpressurize
u d mode, is th
he bleed air heating systtem. This air mixes withh recircu-
lated cab
bin air and enters
e h the floor rregisters. Thhe volume oof air from the floor
the caabin through
registers is regulated by using thee CABIN AIIR control kn
knob located on the copillot's subpaneel.
The seco
ond source off fresh air, which
w is avaiilable duringg the unpresssurized modee only, is am
mbient air
obtained (through a check valvee) from the condenser section in th
the nose of the airplanee. During
pressurizzed operation
n, cabin presssure forces the check vaalve closed. During the unpressurizeed mode,
a spring holds
h the ch pen, so that the forwardd blower can draw this aiir into the caabin. The
heck valve op
ambient air then mix
xes with reccirculated caabin air, goees through tthe forward blower, thrrough the
forward evaporator,
e (if it is operrating, the aiir will be coooled), into tthe mixing pplenum, intoo both the
ceiling-outlet and thee floor-outleet duct, and into the cabbin through all the ceiliing and flooor outlets.
Air ducteed to each individual
i ceeiling eyebaall outlet cann be directioonally contrrolled by mooving the
eyeball in
n the socket.. Volume is regulated by
y twisting thee outlet openn or closed.
COOLIING - DES
SCRIPTIO
ON AND OPERAT
TION
The King Air 200 air-condition

a ning system is similar to a home or automotiive system. The air-
condition
ner system consists of five majorr componentts. They arre the evapoorator(s), coondenser,
expansion valves, compressor and
a receiverr/dryer. Durring operation, the beltt-driven com
mpressor,
located on
o the right engine, com
mpresses th
he refrigerannt gas to a hhigh pressurre, high tem
mperature
vaporized
d gas. The gas
g is routed through a condenser cooil, located inn the nose of the fuselagge, where
cooling air
a drawn thrrough the co
ondenser by a blower rem
moves heat ffrom the gass, thereby coondensing
it to a liq
quid. The liq
quid then paasses
through the receiverr/ dryer, loccated
to the leeft of the co
ondenser, where
w
any moissture or forreign material is
removed from the Frreon. From here
nt flows to the
the liquiid refrigeran
expansion valve wheere it is mettered
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into the evaporator at a rate that will allow all of the liquid to evaporate and return to the compressor
at a reduced pressure. The heat required for this evaporation is absorbed from the air which is drawn
over the evaporator cooling fins by the ventilation blower which also distributes heated or cooled air
to the cabin. The forward evaporator and forward vent blower are located in the right nose keel
section. An optional aft evaporator and aft vent blower, for additional cooling capacity, are located
under the center aisle floorboard aft of the wing main spar. If the optional evaporator and vent
blower are installed, the forward vent blower distributes air to the forward overhead outlets, the crew
compartment outlets and the forward floor outlets. The aft evaporator and vent blower will supply
air to the aft overhead outlets, the rear floor outlets and the toilet compartment (if installed). If only
the forward evaporator and vent blower are installed, air will be supplied to all outlets. The air-
conditioning system with only the forward evaporator is rated at 18,000 BTU. The combined rated
output of both forward and aft evaporators is 32,000 BTU at 70% N1 turbine speed.
AIR CONDITIONING TEMPERATURE CONTROL -

DESCRIPTION AND OPERATION
The temperature control system consists of a cabin temperature mode switch, a manual temperature
selector switch, a temperature control box, a cabin temperature sensor, a duct temperature sensor,
two heat exchanger bypass valves and electrical relays.
The cabin temperature mode switch has four positions; MANUAL HEAT, MANUAL COOL, OFF
and AUTO. The forward evaporator has a two-speed blower for air distribution, which is controlled
by a three position VENT BLOWER switch on the subpanel. Positions on the VENT BLOWER
switch are: AUTO, LOW and HIGH. The low speed will come on when the mode switch is turned
on to AUTO, MANUAL HEAT or MANUAL COOL.
PILOT TIP
To keep the air conditioner in working order, it should be operated at least 10 minutes every month.

PRESSURIZATION AND ENVIRONMENTAL SYSTEMS 127
AUTOMATIC OPERATION
When the cabin temperature mode switch is in the AUTO position, the output signal from the
temperature control box drives both bleed air bypass valves. As the left bypass valve passes through
the 30° position, its externally mounted micro switch actuates and energizes the refrigerant compres-
sor clutch and condenser blower. The clutch and fan will operate until the left valve rotates back past
the 30° position towards closed. When the AUTO mode is selected, the heating and air-conditioning
system is automatically controlled through the temperature control box. A signal from the tempera-
ture control box is transmitted to the bleed air bypass valves in the wing center section. Here the
engine bleed air is regulated by the bypass valves to control the amount of bleed air bypassing the
air-to-air heat exchangers. When a signal from the temperature control box drives both bleed air
bypass valves to the maximum cool position, the refrigerant compressor clutch and condenser
blower will energize. A thermal switch is wired into the AUTO mode circuit to prevent the clutch
and condenser blower from being energized until the ambient temperature is above 50°F, even
though a cool signal is sent from the temperature control box. Protection from refrigerant overpres-
sure or underpressure is provided by a circuit which incorporates high and low pressure switches.
These switches are attached to the refrigerant lines under the right leading edge of the wing center
section. When the switches are actuated on early model 200's, a fuse located in the right side of the
wing center section will blow; on later model 200's, a reset switch located in the nose wheel well
will de-energize the system. When the fuse is blown or the reset switch opened, both the condenser
blower and the compressor are shut down. The vent blower will remain in operation to provide cabin
air circulation. When a pressure switch is actuated, the system should be thoroughly checked before
being returned to service; however, when a service facility is not readily available and air-
conditioning is required, the reset switch on the late model 200's may be depressed to actuate the
system. It may be assumed that the circuit at the switch is closed when the light on the reset switch
button is extinguished.
MANUAL COOL OPERATION
With the cabin temperature mode switch in the MANUAL COOL position, the compressor clutch
and condenser fan are energized through a time delay circuit. The time delay circuit prevents the
compressor clutch from being energized until 10 seconds after being de-energized to allow the

refrigerant pressure in the compressor to equalize so the compressor will not be turned on under high
loads. Cabin temperature is controlled by actuation of the heat exchanger bypass valves through the
MANUAL TEMP switch. The rotation of the valves will stop at the position at which the MANUAL
TEMP switch is released. The bypass valves must be fully closed for maximum cooling.
PILOT TIP
The air conditioner will not operate unless the manual temperature
switch is held in the decrease position for 1 minute.
FORWARD EVAPORATOR FREEZE PROTECTION
An automatic hot gas bypass valve, located in the refrigerant plumbing in the front evaporator
section, operates to prevent freeze-up of the evaporator by routing the hot refrigerant gas around the
expansion valve. This maintains a constant evaporator temperature just above freezing. A 33°F
thermal switch is installed in the forward evaporator section to operate the bypass valve.
PRESSURIZATION - DESCRIPTION AND OPERATION
The air used for cabin pressurization is obtained by bleeding air from the compressor stage P3 of
each engine. A flow control units is mounted on the forward side of each nacelle firewall. These
units mix ambient air with bleed air in order to control total air flow used for pressurization. Bleed
air also supplies pressure to operate the air driven instruments, the door seal, rudder boost and the
surface deice system. The bleed air and ambient air from the cowling intake are mixed together by
the flow control units to produce a maximum total flow of 14 pounds per minute. Bleed air compris-
es as much as 10 pounds of air flow on cold days and as little as 6 pounds on hot days. The bleed air
lines from the engine compartment to this mixing plenum are wrapped with insulation and aluminum
tape to reduce the loss to a minimum.
FLOW CONTROL UNIT
Each flow control unit consists of an ejector and an integral bleed air modulating valve, firewall
shutoff valve, and a check valve that prevents the bleed air from escaping through the ambient air

PRESSUR
RIZATION AND
A ENVIRO
ONMENTAL
L SYSTEMS 129
intake. The
T flow of bleed
b air thro
ough the flow
w control unnit is controllled as a funnction of atm
mospheric
pressure and temperature. Ambiient air flow
w is controlleed as a funcction of tem
mperature onlly. When
the bleed
d air valve sw
witches on the
t co-pilot'ss left subpannel are turneed on, a bleeed air shutofff electric
solenoid valve on eaach flow con

ntrol unit opens to allow
w the bleed aair into the uunit. As the bleed air
enters thee flow control unit, it paasses through
h a filter befo
fore going to the referencce pressure rregulator.
The regu
ulator will reeduce the preessure to a constant
c valuue of 18 to 220 psi. This reference prressure is
then direected to the various
v com
mponents witthin the flow
w control unnit that regullate the outpput to the
cabin. On
ne referencee pressure lin
ne is routed to the firew
wall shutoff vvalve located downstreaam of the
ejector. A restrictor is
i placed in the
t line imm
mediately beffore the shuttoff valve too provide a ccontrolled
opening rate.
r At the same
s time, the
t referencee pressure is directed to tthe ambient air modulatiing valve
located upstream
u of the
t ejector and
a to the ejeector flow coontrol actuattor. A pneum
matic thermoostat with
a variable orifice is connected
c to mostat is locaated on the lower aft
o the modulaating valve. This pneum
he fireseal fo
side of th orward of thee firewall. The bimetallic sensing discs of the thhermostat aree inserted
into the cowling
c intaake. These discs
d sense ambient tempperature andd regulate the size of thee thermo-
stat orificces. Warm air n the orifice and cold wiill restrict it until, at 30ºF, the orificce will be
a will open
completeely closed. Since
S air is delivered
d to the pressuree vessel at a relatively cconstant ratee of flow,
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1130 K
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tthe Pressurizzation Contrrol System controls on

nly the outfl
flow of air from the prressure vesssel to
aachieve conttrol of the prressure differential. The outflow of ppressurized cabin air is controlled bby the
ooutflow valv
ve and safety
y valve, a cab
bin pressuree controller, safety and ppreset solenooids. The ouutflow
aand safety valves
v sense atmosphericc pressure th
hrough ventts that protru
rude throughh the aft preessure
bbulkhead. Th
he outflow and safety valves are installed
i in a
rrecessed areea on the aft
a pressure bulkhead. Excess
E cabiin
ppressure is vented
v into th
he access area immediattely aft of thhe
vvalves. The outflow
o valv
ve is used fo
or three purp
poses. First, it
m
meters the ou
utflow of cab
bin air in ressponse to vaacuum controol
fforces from the controller. Second, it contains a preadjusteed
rrelief valve set to ensure that the caabin does no
ot exceed 6..1
ppsid. Third, it incorporaates a negattive pressurre differentiaal
rrelief diaphrragm which
h prevents the
t pressuree differentiaal
ffrom being negative. Th
he safety vaalve also peerforms threee
ffunctions. Fiirst, it is thee "Dump Vaalve" which opens comppletely to rellieve all preessure differeential
w
whenever thee Pressure Control
C mp," or whenn the switchh is in "Press" and
Switcch is positioned in "Dum
tthe left landiing gear saffety switch is
i closed duee to the weiight of the aaircraft comppressing thee gear
sstrut. Second
d, it contains a preadjussted relief vaalve set to eensure that ddifferential ppressure doees not
eexceed 6.1 psid.
p This pro
ovides proteection againsst over-presssurization, shhould the ouutflow valve stick
oor be misadjjusted. Last, like the ou
utflow valvee, it containns a negativve pressure ddifferential relief
ddiaphragm.
T
The pressuriization contrroller, moun
nted in the cockpit
c pedeestal, adjustss the openinng of the ouutflow
vvalve in ordeer to regulate the outflow
w of air thro
ough the valvve. It does thhis by varying the amouunt of
vvacuum appllied to the ou
utflow valvee. The face of
o the Contrroller containns two knobbs. The left oone is
tthe rate knob
b and the rig
ght one is thee altitude kn
nob. With thee rate knob, the pilot cann select a deesired
ccabin rate off climb and
d descent, fro
om a minim
mum of apprroximately 550
ffpm to a maaximum of 2,000
2 fpm. With
W the alttitude knob,, the pilot can
sselect a desirred cabin preessure altitud 000 feet beloow sea level to
de, from 1,0
110,000 feet MSL. On the nding gear safety switcch
t ground, the left lan
ccloses to app oid, which inn turn closes to
ply power to a normally open soleno
w
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PRESSUR
RIZATION AND
A ENVIRO
ONMENTAL
L SYSTEMS 131
block offf the source of vacuum to

t the contro
oller. With nno vacuum aapplied, the ooutflow valvve moves
to its spriing-loaded, closed
c positiion.
At liftofff the cabin will

w immediaately begin to
o pressurizee at the rate ppreset on thee controller. Vacuum
pressure for the presssure controlller is contro
olled by the vacuum reggulator that aalso regulatees instru-
ment vaccuum. When
n the airplan
ne is on thee ground wiith the squaat switch coompressed, tthe cabin
pressure control swittch can be seet to the TES
ST position tto de-energizze the presett and safety ssolenoids
w the pressu
and allow ure control system to fun
nction as thoough the airrplane were in flight. T
The cabin
pressure control swittch mounted
d on the cock
kpit pedestall, contains thhree positionns. The aft position is
labeled "Test," the ceenter positio
on is "Press" (for "pressuure"), and forrward is "Duump." Norm
mally, it is
left in thee center position. The sw
witch must be
b lifted oveer a detent too go to the D
Dump positioon. When
released from the Tesst position, it
i will return
n back to the center, due to spring forrce.
Outside air
a can enterr the cabin anytime
a the cabin
c pressuure differentiial is zero annd the cabinn pressure
control sw
witch to set to DUMP. Ambient
A air is
i
then allo
owed to flow
w into the frresh air inleet,
and into
o the forwaard evaporaator plenum
m.
Cabin pressure
p altiitude and the
t cabin-to
o-
atmospheere pressure differential are indicateed
on the differential
d pressure in
ndicator. Th
he
pressure differential is expressed
d in psig and
d the pressurre altitude iss expressed in thousandds of feet.
The clim
mb rate indiccator allows monitoring of the rate of change oof cabin presssurization. If cabin
pressure altitude excceeds 12,500
0 ft, the cabin altitude w
warning presssure switch closes and tthe warn-
ing annun
nciator lightt labeled ALT WARN will
w illuminatte.
OXYGEN SYSTEM
The systeem consists of an oxygeen bottle mo

ounted in thee aircraft taill section, oxxygen mask compart-
ments in the cabin ceiling,
c a maask compartm
ment in fronnt of the toillet and a firrst aid mask over the
cabin doo
or. The pilott has two co
ontrols in thee cockpit oveerhead panel; one to arm
m the system
m, labeled
"PULL ON
O - SYSTE
EM READY
Y," and a man
nual overridde control knnob as a backkup. In addittion there
are crew mask outlets in the cock
kpit.
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1132 K
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W
When the sy
ystem is "arm
med," oxygeen pressure regulated
r doown to 70 pssi is sent to a solenoid iin the
fforward cabiin ceiling. Next
N to the so
olenoid is a cabin pressuure sensing switch whicch upon senssing a
ccabin above 12,500 feet will open th
he oxygen solenoid. Thee 70 psi presssure is thenn sent to preessure
aactivated plu
ungers in eacch mask com
mpartment to
o drop the dooors. When the masks faall out, they must
bbe pulled to remove thee pin from the
t oxygen flow valvess in the massk compartm
ment. On airrcraft
bbefore BB-4
450, the cabiin barometriic pressure switch
s will turn on the cabin fluorrescent lightss and
ccabin signs, and
a a pressu
ure switch on
n the single mask
m in fronnt of the toileet will turn oon the "PASS
S OX
O
ON" annuncciator light. On aircraft after BB-45
50, the presssure switch on the singgle oxygen mask
illuminates th
he cabin sign
ns, fluoresceent lights, an
nd the "PASS
S OX ON" aannunciator llight.
T
The manual override sy
ystem mechaanically open
ns the oxyggen solenoidd to insure m
mask deployyment
sshould the au
utomatic mo
ode malfuncttion.
PILOT TIP
The oxyygen bottle iss fully charg

ged when it rreads 1850 ppsi at 15º C.
P
PRESSURIZA
ATION AND
D ENVIRONM
MENTAL SY
YSTEMS
w
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PRESSURIZATION AND ENVIRONMENTAL

SYSTEMS LIMITATIONS
CABIN DIFFERENTIAL PRESSURE GAGE
Green Arc (Approved Operating Range) 0 to 6.6 psi
Red Arc (Unapproved Operating Range) 6.6 psi to end of scale
EMERGENCY PRESSURIZATION AND

ENVIRONMENTAL SYSTEMS PROCEDURES
USE OF OXYGEN
WARNING!
THE FOLLOWING TABLE SETS FORTH THE AVERAGE TIME OF USEFUL
CONSCIOUSNESS (TUC) (TIME FROM ONSET OF HYPOXIA UNTIL LOSS OF
EFFECTIVE PERFORMANCE) AT VARIOUS ALTITUDES.
Cabin Pressure Altitude TUC
35,000 feet 1/2 - 1 minute
30,000 feet 1 - 2 minutes
25,000 feet 3 to 5 minutes
12 - 18,000 feet 30 minutes or more
1) Oxygen System Ready - PULL ON (verify)

2) Crew (Diluter Demand Masks) - DON MASKS
3) Mic Selector - OXYGEN MASK
4) Audio Speaker - ON
5) Passenger Manual Drop Out - PULL ON
6) Passengers - PULL LANYARD PIN, DON MASK
7) Oxygen Duration - CONFIRM
8) First Aid Oxygen - AS REQUIRED
a. Oxygen Compartment - PULL OPEN
b. ON/OFF Valve - ON
c. Mask - DON
PRESSURIZATION LOSS (ALT WARN Annunciator)
1) Oxygen
a) Oxygen System Ready - PULL ON (verify)

b) Crew - DON MASK
d) Audio Speaker – ON
e) Passenger Manual Drop Out - PULL ON
f) Passengers - PULL LANYARD PIN, DON MASK
2) Descend as required.
3) Range - DETERMINE FOR FINAL CRUISE ALTITUDE
4) Oxygen Duration - CONFIRM
AUTO-DEPLOYMENT OXYGEN SYSTEM FAILURE
(ALT WARN Annunciator Illuminated, PASS OXY ON Annunciator Not Illuminated)
2) First Aid Mask (if required) - DEPLOY MANUALLY :

3) Oxygen Control Circuit Breaker - PULL
4) Passenger Manual Drop Out - PUSH OFF
HIGH DIFFERENTIAL PRESSURE (Cabin Differential Pressure Exceeds 6.6 PSI)
1) Bleed Air Valves - ENVIR OFF
2) Oxygen (Crew and Passengers) - AS REQUIRED
3) Descend - AS REQUIRED
WARNING
ADEQUATE OXYGEN PRESSURE IS NOT PROVIDED TO THE PASSENGERS FOR
SUSTAINED FLIGHT AT CABIN ALTITUDES ABOVE 34,000 FEET. THE HIGHEST
RECOMMENDED CABIN ALTITUDE FOR SUSTAINED FLIGHT IS 25,000 FEET.
SMOKE AND FUME ELIMINATION
Attempt to identify the source of smoke or fumes. Smoke associated with electrical failures is
usually gray or tan in color, and irritating to the nose and eyes. Smoke produced by environmental
system failures is generally white in color, and much less irritating to the nose and eyes. If smoke is
prevalent in the cabin, cabin oxygen masks should not be intentionally deployed. If masks are
automatically deployed due to an increase in cabin altitude, passengers should be instructed not to
use them unless the cabin altitude exceeds 15,000 feet.
ELECTRICAL SMOKE OR FIRE
1) Oxygen

46) Cabin Temp Mode - OFF
47) Vent Blower - AUTO

48) Aft Blower (if installed) - OFF
49) Avionics Master - OFF
50) Nonessential Electrical Equipment – OFF
If Fire or Smoke Ceases:
51) Individually restore avionics and equipment previously turned off.
2) Isolate defective equipment.
WARNING
DISSIPATION OF SMOKE IS NOT SUFFICIENT EVIDENCE THAT A FIRE HAS BEEN
EXTINGUISHED. IF IT CANNOT BE VISUALLY CONFIRMED THAT NO FIRE EXISTS,
LAND AT THE NEAREST SUITABLE AIRPORT.
If Smoke Persists or if Extinguishing of Fire is Not Confirmed:
52) Cabin Pressure - DUMP
53) Land at the nearest suitable airport.
NOTE
Opening a storm window (after depressurizing) will facilitate smoke and fume removal.
ENVIRONMENTAL SYSTEM SMOKE OR FUMES
1) Oxygen

d) Audio Speaker – ON
54) Cabin Temp Mode - OFF
55) Vent Blower - HI
56) Left Bleed Air Valve - ENVIR OFF

If Smoke Decreases:
57) Continue operation with left bleed air off.
If Smoke Does Not Decrease:
58) Left Bleed Air Valve - OPEN
59) Right Bleed Air Valve - ENVIR OFF
60) If smoke decreases, continue operation with right bleed air off.
NOTE
Each bleed air valve must remain closed long enough to allow time for smoke
purging to positively identify the smoke source.
EMERGENCY DESCENT
1) Oxygen - CREW REQUIRED (passengers as required)
a) Oxygen System Ready - PULL ON (verify)

b) Crew (Diluter Demand Masks) - DON MASKS
e) Passenger Manual Drop Out - PULL ON
f) Passengers - PULL LANYARD PIN, DON MASK
61) Power Levers - IDLE
63) Flaps - APPROACH
64) Landing Gear - DN
65) Airspeed - 181 KNOTS MAXIMUM

ABNORMAL PRESSURIZATION AND

ENVIRONMENTAL SYSTEMS PROCEDURES
DUCT OVERTEMPERATURE
1) Vent Blower - HIGH
2) Cabin and Cockpit Air - PUSH IN (to increase airflow to cabin) If Condition Persists:
3) Cabin Temp Mode - MAN HEAT
4) Manual Temp - DECREASE (for 60 seconds)
If Condition persists, the Right Bypass Valve May Be Inoperative, Preventing Both Valves from
Moving to the Colder Position.
66) Left Bleed Air Valve - ENVIR OFF
If the DUCT OVERTEMP Annunciator Does Not Extinguish after 2 Minutes:
67) Oxygen - AS REQUIRED
68) Right Bleed Air Valve - ENVIR OFF
Descend as required.
PRESSURIZATION AND ENVIRONMENTAL

SYSTEMS EXPANDED PROCEDURES
PRESSURIZATION TEST
1) Bleed Air valves – Open
2) Condition Levers – High Idle
3) Cabin Altitude Selector Knob - 1000 feet below field pressure altitude
4) Rate Control selector Knob - Set index at 12-o'clock position
5) Cabin Pressurization Switch -Test position
6) Cabin VSI - CHECK FOR RATE OF DESCENT INDICATION

7) Cabin Pressurization Switch – Released
8) Cabin Altitude Selector Knob - Planned cruise altitude plus 1000 feet
9) Condition Levers – As required
OXYGEN SYSTEM PREFLIGHT INSPECTION
11) Oxygen System Ready - PULL ON
12) Crew Diluter Demand Masks - DON MASK, CHECK FIT AND OPERATION, AND
STOW
13) Oxygen Duration - DETERMINE

PRESSURIZATION AND ENVIRONMENTAL SYSTEM
QUESTIONS
1) When does the vent blower operate? ________________________________________________
______________________________________________________________________________
2) When is the cabin temperature rheostat functional? _____________________________________

______________________________________________________________________________
3) When is the manual temperature switch functional? ____________________________________

______________________________________________________________________________
4) Name the 3 functions of the outflow valve?

1. ____________________________________________________________________________
2. ____________________________________________________________________________
3. ____________________________________________________________________________
5) What is the function of the by-pass valves? ___________________________________________

______________________________________________________________________________
6) What controls radiant heat? _______________________________________________________

______________________________________________________________________________
7) What is the normal allowable max differential pressure for the Model 200? __________________
______________________________________________________________________________
8) Upon lift-off, the cabin fails to pressurize. List some of the possible reasons. ________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
9) The airplane entry door must be in the _______________________________ position for flight.
10) List the memory items on the Loss of Pressurization Checklist: ___________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

11) The ALT WARNING annunciator light illuminates at:
a) 10,000 ft
b) 12,000 ft
c) 12,500 ft
d) 14,500 ft
12) List the memory items for Emergency Descent:________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
13) What is the UTC at 25,000 feet? ____________________________________________________
14) What provides overheat protection for the radiant heat panels? ____________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
15) With the cabin at 10,000 feet, the aircraft can climb to nearly 35,000 feet before maximum differential is reac
a) True
b) False
16) What position should the condition levers be in for a pressurization test?
a) High
b) Low

CH
HAPTER
R8
LA
AND ING GEA
AR, T
TIRE
ES
AND
A BRAAKE SYS TEM
M
OBJEC
CTIVES
With the use of this training

t man
nual the pilott will be ablee to:
1) Identify
I the major
m compo
onents which
h make up thhe landing ggear system.
2) Identify
I thosse systems ussing hydraullic power.
3) Identify
I thosse systems ussing electrical power.
4) Identify
I the major
m compo
onents of thee brake systeem.
5) Know
K the airrspeed limitaations of thee landing geaar system.
6) Identify
I variious types of
o unsafe gear
g indications and utiilize the apppropriate em
mergency
checklist
c for each indicattion.
GENER
RAL
The King Air 200 utilizes

u two types of laanding
gear systtems depend
ding on seriial number of
o the
aircraft.B
BB-2 through BB-1192 use the mecchani-
cal landiing gear system. Aircraft BB-1193
3 and
after, utillize a hydrau
ulic system. Both system
ms are
controlled by a han
ndle placard
ded LDG GEAR
G
CONTRO
OL - UP - DN
D on the pillot's right su
ubpan-
el. The laanding gear control hand
dle must be pulled
p
out of a detent
d beforee it can be moved
m from either
the UP or the DN position. Visuaal indication
n of landing ggear positionn is providedd by individuual green
GEAR DOWN
D annu
unciators plaacarded NOS
SE -L –R onn the pilot's rright subpannel. The annuunciators
FOR TRA
AINING PUR
RPOSES ONL
LY ww
1144 K
BOOK
m
may be checked in flightt by pressing
g the annuncciator. A redd light in thee landing geear control handle
indicates wh
hen the gear is in transit. Gear up is indicated w
when the red light goes oout. This redd light
aalso comes on
o with the warning ho
orn anytime all gears aree not down and locked when the ppower
llevers are rettarded to lesss than 79% N1. The bullb may be chhecked by a press-to-testt switch mouunted
aadjacent to th
he landing gear
g control handle. Thee landing ge ar in-transit light will inndicate one or all
oof the follow
wing conditio
ons:
a) Land
ding gear han
ndle is in thee "up" positiion and the aairplane is oon the grounnd with weigght on
the laanding gear.
b) One or both pow

wer levers reetarded below approxim
mately 79% N1 and one or more lannding
gearss not down and locked. Warning
W horn
n will soundd.
c) Any one nding gears not fully retracted or in the down annd locked poosition.
o or all lan
d) Warn
ning horn has been silencced and will not operate .
T
The function
n of the landing gear in-ttransit light is to indicatte that the lannding gear iis in transit oor the
pposition of th
he landing gear
g does nott match that of the handdle. It also inndicates thatt the landingg gear
w
warning horn
n has been siilenced and not
n rearmed
d. The light w
will remain oon when the horn is silennced.
T
The up indiccator, down indicator an
nd warning horn
h systemss are compleetely indepenndent system
ms. A
m
malfunction in any one system
s will leave
l the oth
her two systeems unaffectted.
G
GROUND
D HANDLIING TOW
WING
A
Always ensure that th
he control locks
l are removed
bbefore towin
ng the airp
plane. Serio
ous damage to the
ssteering linkage can resu
ult if the airp
plane is toweed while
tthe control locks are insstalled. Do not
n tow the airplane
a
w
with a flat sh
hock strut.
T
The nose geear strut hass turn limit warning marks
m to
w
warn the tug
g driver when
n turning lim
mits of the gear
g will
bbe exceeded
d. Damage will
w occur to
o the nose gear
g and
llinkage if thee turn limit is exceeded.. A nose geaar steering sttop block is installed too warn the piilot if
w
m FOR TR
RAINING PU
URPOSES O
ONLY
LANDING GEAR, TIR
RES AND BR
RAKE SYST
TEM 145
tow limitts have been

n exceeded. The maxim
mum nose w
wheel turn anngle is 48° left and righht. When
ground handling
h the airplane, do
o not use thee propellers or control suurfaces as hhand holds too push or
move thee airplane.
PILOT
P TIP
P
Do nott push or pulll the airplan

ne using the ppropellers oor control suurfaces.
PARKIING
The park
king brake may
m be set by pulling outward onn the parkinng brake conntrol, locateed on the
extreme left side, beelow the pillot's subpaneel, and deprressing the ttoe portion of the pilott's rudder
pedals. The
T parking control closes dual vallves in the bbrake lines that trap thhe hydraulic pressure
applied to the brakess and preven
nts pressure loss
l throughh the master ccylinders. T
To release thee parking
brake, deepress the pilot's brake pedals to eq
qualize the ppressure on both sides of the parkiing brake
valves an
nd push the parking braake control fully
f in. Thee tow bar coonnects to thhe upper torque knee
fitting off the nose strrut. The airp
plane is steerred with the tow bar whhen moving tthe airplane by hand,
or an opttional tow bar is availab
ble for towin
ng the airplaane with a tuug. Althoughh the tug willl control
the steeriing of the airplane, someone should
d be positionned in the pillot's seat to operate the bbrakes in
case of an
n emergency
y.
NOSE LANDING
L G GEAR
Using differential
d power
p and brakes, the nose
gear can be pivoted to its maxim
mum angle of 50
degrees to
t the right or
o left of cen
nter, allowin
ng the
airplane to be turneed within a 39'10" win
ng tip
radius. Upon
U retracction, the nose
n lading gear
assembly
y is fully encclosed in thee wheel welll. The
gear door mechanism
m is a mechaanical design
n that
does nott require seq
quencing vaalves. Three high
intensity lights are mounted
m on the nose geear assemblyy. The duall landing ligghts on the nnose gear
provide coverage
c of light for lan
nding at nigh
ht. The singlle taxi light is aimed doown to illum
minate the
FOR TRA
AINING PUR
RPOSES ON
NLY www
ramp area ahead of airplane during ground operations. These lights will remain illuminated with the
gear up until the switch is placed in the off position. An air-oil type shock strut on the nose wheel is
filled with compressed air and hydraulic fluid to absorb landing shocks and decrease any bouncing
tendencies. A shimmy damper is mounted on the right side of the nose gear strut. This hydraulic
cylinder dampens any nose wheel shimmy during take off and landing. A linkage connected to the
rudder pedals permits nose wheel steering when the nose gear is down. Since motion of the pedals is
transmitted via cables and linkage to the rudder, rudder deflection occurs when force is applied to
any of the rudder pedals. With the nose landing gear retracted, some of the force applied to any of
the rudder pedals is absorbed by a spring-loaded link in the steering system so that there is no
movement at the nose wheel, but rudder deflection still occurs. The nose wheel is self centering upon
retraction.
PILOT TIP
The landing and taxi lights remain on after the gear has been retracted.
DESCRIPTION AND OPERATION - MECHANICAL LANDING GEAR
The landing gear is operated by a split-field series wound motor, mounted on the forward side of the
center section main spar. One field is used to drive the motor in each direction. To prevent over-
travel of the gear, a dynamic brake relay simultaneously breaks the power circuit to the motor and
makes a complete circuit through the armature and the unused field winding. The motor then acts as
a generator and the resultant electrical load on the armature stops the gear. The main gear actuators
are driven by torque shafts that carry torque from the gear box. The nose gear actuator is driven by
Duplex chain that attaches to a sprocket on the gearbox torque shaft. A spring loaded friction clutch
between the gear box and the torque shaft protects the motor in the event of mechanical malfunction.
The main gears are held in the down-lock position by a hook and lock plate arrangement on each
main gear drag brace. The nose gear is held in the down-lock position by the slight over center
positioning of the nose gear drag brace. The drag brace is locked in position by the actuator. The
jackscrew in each actuator holds the main and nose gears in the retracted position.
An alternate extension jack mounted between the pilot and copilot seats provides a means of landing
gear extension in the event of a landing gear motor or electrical system malfunction.

LANDING GEAR, TIR
RES AND BR
RAKE SYST
TEM 147
Manual landing
l gearr extension is provided through a sseparate, chaain-drive system. To enngage the
system, pull
p the LDG
G GEAR RE
ELAY circuiit breaker, loocated to thee left of the landing geaar control
handle on the pilot'ss right subpaanel, and en
nsure that thhe landing ggear control handle is inn the DN
position. Pull up on the alternatee engage han
ndle (locatedd on the flooor) and turnn it clockwisse until it
stops. Th
his will electtrically disco
onnect the motor
m from thhe system annd lock the aalternate drivve system
to the geaar box.
With thee alternate drive

d locked
d in, the ch
hain is driveen by a conntinuous-actiion ratchet, which is
activated
d by pumping
g the alternaate extension
n handle located adjacennt to the alteernate engage handle.
As many
y as 50 full sttrokes may be
b required to
t fully exteend the landiing gear. Stoop pumping when all
three greeen gear-dow
wn annunciattors are illum
minated. Furrther movem
ment of the hhandle couldd damage
the drive mechanism
m and preventt subsequentt electrical ggear retractioon.
If any of the following conditio

ons exist, is likely that aan unsafe geear indicationn is due to aan unsafe
gear and is not a falsee indication..
1) The
T inoperattive gear dow
wn annunciaator illuminat
ates when tessted.
2) The
T red lightt in the hand
dle is illumin
nated.
FOR TRA
AINING PUR
RPOSES ON
NLY www
1148 K
BOOK
3) The gear warnin

ng horn soun
nds when on
ne or both ppower leverss are retardeed below a ppreset
N1.
A
After a practtice manual extension
e off the landing gear, the geear may be reetracted elecctrically.
T
The landing gear contro
ol lever on the
t pilot's in
nboard subpaanel controlls the landinng gear. A ssafety
sswitch on thee right main gear torque knee opens the control ccircuit whenn the strut is compressedd. The
ssafety switch
h also activaates a soleno
oid-operated down-lock hook on thee landing gear control handle
llocated on th
he pilot's rig
ght subpanel.. This mechaanism preveents the landding gear conntrol handle from
bbeing raised when the aiirplane is on
n the ground
d. The hook automaticallly unlocks w
when the airpplane
lleaves the grround. In the event of a malfunctio
on of the dow
wn-lock soleenoid, the ddown lock caan be
rreleased by pressing
p dow
wnward on the red dow
wn-lock releaase button. T
The release button is loocated
just left of th
he landing gear
g g gear contrrol handle shhould never be moved oout of
handle. The landing
tthe DN deten
nt while thee airplane is on the grou
und. Movingg the gear haandle out off the DN possition
w
while the airrcraft is on the
t ground will
w cause th
he landing geear warning horn to souund intermitttently
aand the red gear-in-tran
nsit lights in
n the landin
ng gear conntrol handle to illuminaate (providedd the
M
MASTER SW
WITCH is ON).
O To preevent accidental retractioon of the lannding gear w
while the airpplane
is on the ground, a safety
y switch mounted on eacch of the maain gears cutts power to tthe control ccircuit
w
when the sho
ocks are com
mpressed.
NEVER
N REL
LY ON THE
E SAFETY SWITCH
S TO
O KEEP THE
E GEAR DO
OWN.
THE LANDING
L GEAR
G CON
NTROL SWIITCH MUST
T BE IN THE DOWN POSITION.
W
WARNING SYSTE
EM MECH
HANICAL
L LANDIN
NG GEAR
R SYSTEM
M
T
The landing gear warnin
ng system is provided to warn the piilot that the llanding gearr is not downn and
llocked durin
ng specific flight regimess. Various warning
w moddes result, deepending upoon the positiion of
tthe flaps. Wiith the flaps in the UP or APPROAC
CH position and either oor both poweer levers retaarded
bbelow appro
oximately 80
0% N1, the warning ho
orn will souund intermitttently and the landing gear
ccontrol hand
dle lights will
w illuminatte. The horn
n can be siilenced by ppressing thee WARN H
HORN
ssilence butto
on adjacent to the landin
ng gear con
ntrol handle.. The lightss in the landding gear coontrol
hhandle canno
ot be cancellled. The land
ding gear waarning system
m will be reaarmed if the power leverrs are
w
m FOR TR
RAINING PU
URPOSES O
ONLY
LANDING GEAR, TIR
RES AND BR
RAKE SYST
TEM 149
advanced
d sufficientlly. With thee flaps beyo
ond the AP
PPROACH pposition, thee warning hhorn and
landing gear
g control handle ligh
hts will be acctivated regaardless of thhe power setttings, and ccannot be
cancelled
d.
DESCR
RIPTION AND OPE
ERATION
N- HYDRA
AULIC LA
ANDING GEAR
The nosee and main landing gear assemblies are operatedd by a hydraaulic power pack in the left wing
center seection forwarrd of the maain spar. Thee two main ccomponents of the poweer pack are tthe motor
and the hydraulic
h pu
ump. Installeed on the hy
ydraulic pum
mp housing are a pressuure switch aand a low
fluid filteer. To preveent pump cav
vitation, an engine blee d air pressuure of 18 to 220 psi is pluumbed to
the poweer pack and
d hydraulic fill
f reservoirs. Three seeparate hydrraulic lines are routed from the
power paack to each of the actuaators and sup
pplying hyddraulic presssure for eachh of the landding gear
FOR TRA
AINING PUR
RPOSES ON
NLY www
1150 K
BOOK
m
modes which
h include rettraction, exteension, and emergency eextension. A landing geear control sw
witch
oon the pilot's inboard subpanel
s con
ntrols the laanding gearr. A solenoiid-operated down lock latch
pprevents the switch from
m being acttuated whilee the airplanne is on thee ground. T
This latch caan be
ooverridden by
b depressing
g the red do
own lock- reelease switchh. To prevennt accidentall retraction oof the
llanding gear, a safety sw
witch mounteed on each main
m gear cuuts power to the control circuit whennever
tthe shock strruts are comp
pressed.
NEVER RE
ELY ON TH
HE SAFETY
Y SWITCH TO
T KEEP TH
HE GEAR D
DOWN WH
HILE TAXIIN
NG.
THE LAND
DING GEAR
R CONTRO
OL SWITCH
H MUST BE IN THE DO
OWN POSIT
TION DURING
AL
LL GROUN
ND OPERAT
TIONS.
W
When the lan
nding gear handle
h is mo
oved to the down
d positioon, the poweer pack downn solenoid rroutes
hhydraulic flu
uid to the extend
e portio
on of the sy
ystem. As thhe actuator piston movves to extennd the
llanding gear, the fluid in
n the actuatorrs exits
tthrough the normal retraact port of the actuatorss and is carrried back to the power ppack througgh the
nnormal retract plumbing
g. Fluid from
m the pump opens a preessure checkk valve in thhe power paack to
aallow the retturn fluid to flow into th
he primary reeservoir. Whhen the actuaator pistons are positionned to
ffully extend the landing
g gear, an in
nternal mech
hanical lockk in the nosee gear actuaator will locck the
aactuator piston to hold the
t nose geaar
in the down
n position. The main
n
ggears are held
h by a mechanicaal
llocking systeem. In this position, the
internal lock
king mechaanism in the
nnose gear actuator
a willl actuate the
aactuator dow
wn lock swiitch to interr-
rrupt current to the pump
p motor. The
m
motor will continue
c to run until alll
tthree landin
ng gears aree down and
d
llocked. A yeellow HYD FLUID
F LOW
W
aannunciator located in the
w
m FOR TR
RAINING PU
URPOSES O
ONLY
LANDING GEAR, TIR
RES AND BR
RAKE SYST
TEM 151
CAUTIO
ON/ ADVISO
ORY panel will illumin
nate in the evvent the hyddraulic fluidd level in thee landing
gear pow
wer pack beco
omes criticaally low.
When lo
ow fluid lev
vel is indicatted, the land
ding gear shhould not bee extended oor retracted uusing the
hydraulicc power pacck; however,, the landing
g gear can bbe extendedd using the eemergency eextension
hand pum
mp. A sensin
ng unit mou
unted on thee motor end of the poweer pack provvides the cirrcuitry to
illuminatte the low-fluid light. Th
he optically operated sennsing unit haas a self-testt circuit. Thee integral
self-test circuit
c is eneergized by a switch on the
t instrumeent panel andd tests the seensing unit’ss internal
circuitry.. Manual lan
nding gear ex
xtension is provided
p thrrough a mannually powerred hydraulicc system.
If any off the followiing condition
ns exist, is likely
l that ann unsafe geaar indicationn is due to aan unsafe
gear and is not a falsee indication..
1) The
T inoperattive gear dow
wn annunciaator illuminat
ates when tessted.
2) The
T red lightt in the hand
dle is illumin
nated.
3) The
T gear waarning horn sounds when one or booth power levers are retaarded below
w a preset
N1.
N
FOR TRA
AINING PUR
RPOSES ON
NLY www
A hand pump, placarded LANDING GEAR ALTERNATE EXTENSION, is located on the floor
between the pilot's seat and the pedestal. The pump is used when emergency extension of the gear is
required. To extend the gear with this system, pull the landing gear control circuit breaker on the
pilot's inboard subpanel and place the landing gear control handle in the DN position. Remove the
pump handle from the securing clip and pump the handle up and down to extend the gear. As the
handle is pumped, hydraulic fluid is drawn from the hand pump suction port of the power pack and
pumped through the power pack hand pump pressure port to the actuators. The pressure exerted on
the secondary extend port of the actuators shifts the shuttle valves, allowing the fluid to enter the
extend side of the actuator cylinders. As the actuator pistons move to extend the landing gear, the
fluid in the actuators exits through the normal retract port of the actuators and is returned to the
power pack through the normal retract plumbing. The fluid routed to the power pack hand pump
pressure port from the hand pump unseats the internal dump valve of the pump to allow the return
fluid to flow into the primary reservoir. As many as 80 full strokes may be required to fully extend
the landing gear. Continue to pump the handle up and down until the green GEAR DOWN indicator
lights on the pilot's inboard subpanel illuminate. Ensure that the pump handle is in the fully down
position prior to placing the pump handle in the securing clip. When the pump handle is stowed, an
internal relief valve is actuated to relieve the hydraulic pressure in the pump. After a practice manual
extension of the landing gear, the gear may be retracted hydraulically.
WARNING!
AFTER AN EMERGENCY LANDING GEAR EXTENSION HAS BEEN MADE,
DO NOT MOVE ANY LANDING GEAR CONTROLS OR RESET ANY SWITCHES
OR CIRCUIT BREAKERS UNTIL THE CAUSE OF THE MALFUNCTION HAS
BEEN DETERMINED AND CORRECTED.
WARNING SYSTEM HYDRAULIC LANDING GEAR SYSTEM
The landing gear warning system is provided to warn the pilot that the landing gear is not down
during specific flight regimes. Various warning modes result, depending upon the position of the
flaps. With the flaps in the UP or APPROACH position and either or both power levers retarded
below approximately 80% N1, the warning horn will sound intermittently and the landing gear
control handle lights will illuminate. The horn can be silenced by pressing the WARN HORN

LANDING GEAR, TIRES AND BRAKE SYSTEM 153
silence button adjacent to the landing gear control handle. The lights in the landing gear control
handle cannot be cancelled. The landing gear warning system will be rearmed if the power levers are
advanced sufficiently. With the flaps beyond APPROACH position, the warning horn and landing
gear switch handle lights will be activated regardless of the power settings, and neither can be can-
celled.
A fill reservoir is located just inboard of the LH nacelle and forward of the front spar. It contains a
cap and dipstick assembly which is marked HOT/FILL, COLD/FILL, to check system fluid level.
TIRES
The airplane utilizes a pair of 18x5.5 8 ply tires on each main gear assembly. However, an optional
10-ply-rated tire can be used. If one main tire becomes deflated, it should be possible to conclude
operation in a safe and normal manner on the other tire. A 22x6.75-10, 8-plyrated tire is installed on
the nose gear. As an option, the standard main gear can be replaced with a high flotation gear. The
main difference in this gear is that larger, low pressure 22x6.75-10 8 ply tires are utilized. The larger
footprint (per gear average of 40.5 sq. in. on the high float versus 24.5 sq. in. on the standard gear)
and lower ground contact pressure (per gear average of 72 P.S.I. on the high float gear versus 119
P.S.I. on the standard gear) of the high flotation landing gear make it more desirable for rough/soft
field operations.
PILOT TIP
Tires that have picked up a film of fuel, hydraulic fluid, or oil should be washed down as soon as
possible, in order to prevent deterioration of the rubber.
Maintaining proper tire inflation pressures will help prolong tire service life. Check tires frequently
to maintain pressures within recommended limits, and maintain equal pressures on both tires of each
dual-wheel installation. Proper inflation pressures will help avoid damage from landing shocks, con-
tact with sharp stones and ruts, and will minimize tread wear. When inflating the tires, inspect them
for cuts, cracks, breaks, and tread wear. Inflate the standard main wheel tires (18x5.5) to 96 psi.
Inflate the optional high flotation main wheel tires (22x6.7510) to 62 psi. Both the standard and high
flotation configuration nose wheel tires should be inflated to between 55 and 60 psi.

1154 K
BOOK
H
HYDRAU
ULIC BRA
AKE SYST
TEM
T
The dual hyd
draulic brakees are operatted by depreessing the pilot's or copilot's rudder pedals. Airpplanes
pprior to BB-6
666 are equip
pped with a shuttle valvee adjacent too each set of pedals. The shuttle valvee per-
m nging of braaking action from one seet of pedals to the otherr so whoeveer brakes firsst has
mits the chan
ccontrol. The dual brakes on airplanes BB-666 and
d after are pllumbed in seeries so that iif both crewm
mem-
bbers apply peedal force, th
he resulting total
t force is applied to thhe brakes. Thhe pilot's maaster cylinderrs are
pplumbed thro
ough the co
opilot's mastter cylinderss, thus allow
wing either sset of pedalls to perform
m the
bbraking actio
on and elim
minating the need for sh
huttle valves. The depreession of eithher set of ppedals
ccompresses the
t piston rod
r in the master
m cylind
der attachedd to each peedal. The hyydraulic preessure
rresulting from
m the moveement of thee pistons in the master cylinders is transmittedd through fleexible
hhoses and fix
xed aluminum
m tubing to the
t disc brak
ke assembliees on the maiin landing geear. This preessure
fforces the brrake pistons to press against the lin
nings and disscs of the brake assembbly. Dual paarking
vvalves are in
nstalled adjacent to the rudder
r pedalls between tthe master ccylinders of the pilot's ruudder
ppedals and th
he wheel brakes. After th
he pilot's brak
ke pedals haave been deppressed to buuild up pressuure in
tthe brake lin
nes, both valv
ves can be closed
c simulttaneously byy pulling outt the parkingg brake handdle on
tthe left subp
panel. This closes
c the vaalves to retaiin the pressuure that wass previously pumped intto the
bbrake lines. The
T parking brake is releeased when the brake peedals are deppressed and tthe parking bbrake
ccontrol is pu
ushed in. Mo
ost aircraft arre equipped with automaatic brake addjusters. Thee automatic bbrake
aadjusters red
duce brake drag,
d thereby allowing unhamperedd roll. Airpllanes with thhe high flottation
llanding gear and brakes are
a not equip
pped with thee automatic bbrake adjusteers and cannnot be reworkked to
aaccept them.
B
Brake system
m servicing is limited primarily
p to
maintain the hydraulic fluid
m f level in
n the reser-
vvoir mounted
d in the upper LH corneer of the aft
bbulkhead of the nose baaggage comp
partment. A
ddip stick is provided fo
or measuring
g the fluid
llevel. When the reservoir is low on fluid,
f add a
ssufficient qu
uantity of MIL-H-5606
M 6 hydraulic
ffluid to fill th
he reservoir to the full mark
m on the
ddipstick.
w
m FOR TR
RAINING PU
URPOSES O
ONLY
Each wheel cylinder (except those airplanes equipped with optional brake deice) is provided with a
means of conveniently checking brake wear. The distance between the piston housing and the lining
carrier will increase with lining wear. When the distance exceeds 0.250 inch (as indicated by the
accompanying illustration) the brakes should be replaced. This check should be accomplished with
brake pressure applied.
PILOT TIP
The parking brake should be left off and wheel chocks installed if the airplane is to be left unattended.
Changes in the ambient temperature can cause the brakes to release or to exert excessive pressures.
LANDING GEAR, TIRES

AND BRAKE SYSTEM LIMITATIONS
LANDING GEAR CYCLE LIMITS
Landing gear cycles (1 up - 1 down) are limited to one every 5 minutes for total of 6 cycles followed
by a 15 minute cool-down period.
Maximum Landing Gear 182 181 Do not extend or retract landing gear above the speeds
Operating Speed 164 163 given.
182 181 Do not exceed this speed with landing gear extended.
Maximum Landing Gear
Extended Speed WE

LANDING GEAR, TIRES

AND BRAKE SYSTEM PROCEDURES
NONE
LANDING GEAR, TIRES

AND BRAKE SYSTEM PROCEDURES
HYDRAULIC FLUID LOW (HYD FLUID LOW Annunciator)
If HYD FLUID LOW annunciator illuminates during flight, attempt to extend the landing gear
normally upon reaching destination. If the landing gear fails to extend, follow LANDING GEAR
MANUAL EXTENSION procedures.
LANDING GEAR MANUAL EXTENSION (HYDRAULIC SYSTEM)
If the landing gear fails to extend after placing the Landing Gear Control down, perform the
following:
1) Landing Gear Relay Circuit Breaker (pilot's subpanel) – PULL
2) Landing Gear Control – DN
3) Alternate Extension Handle - PUMP UP AND DOWN UNTIL THE THREE GREEN
GEAR-DOWN ANNUNCIATORS ARE ILLUMINATED. WHILE PUMPING, DO NOT
LOWER HANDLE TO THE LEVEL OF THE SECURING CUP DURING THE DOWN
STROKE AS THIS WILL RESULT IN THE LOSS OF PRESSURE. If all three green gear-
down annunciators are illuminated:
4) Alternate Extension Handle - STOW
5) Landing Gear Controls - DO NOT ACTIVATE (The Landing Gear Control and the Landing
Gear Relay Circuit Breaker must not be activated. The landing gear should be considered
UNSAFE until the system is cycled and checked with the airplane on jacks.)If one or more

green gear-down annunciators do not illuminate for any reason and a decision is made to
land in this condition:
6) Alternate Extension Handle - CONTINUE PUMPING UNTIL MAXIMUM RESISTANCE

IS FELT.
7) Alternate Extension Handle - DO NOT LOWER. LEAVE AT THE TOP OF THE UP

STROKE.
Prior to Landing:
8) Alternate Extension Handle - PUMP UNTIL MAXIMUM RESISTANCE IS FELT. DO

NOT STOW.
After Landing:
9) Alternate Extension Handle - CONTINUE PUMPING, WHEN CONDITIONS PERMIT,

TO MAINTAIN HYDRAULIC PRESSURE UNTIL THE GEAR CAN BE
MECHANICALLY SECURED. DO NOT STOW HANDLE. DO NOT ACTIVATE THE
LANDING GEAR CONTROL OR THE LANDING GEAR RELAY CIRCUIT BREAKER.
THE LANDING GEAR SHOULD BE CONSIDERED UNLOCKED UNTIL THE
SYSTEM IS CYCLED AND CHECKED WITH THE AIRPLANE ON JACKS.
LANDING GEAR MANUAL EXTENSION (MECHANICAL SYSTEM)
If the landing gear fails to extend after placing the Landing Gear Control down, perform the
following:
1. Airspeed - ESTABLISH 130 KNOTS
2. Landing Gear Relay Circuit Breaker (pilot's subpanel) – PULL
3. Landing Gear Control – DN
4. Alternate Engage Handle - LIFT AND TURN CLOCKWISE TO THE STOP TO ENGAGE.
5. Alternate Extension Handle - PUMP UP AND DOWN UNTIL THE THREE GREEN
GEAR-DOWN ANNUNCIATORS ARE ILLUMINATED. ADDITIONAL PUMPING
WHEN ALL THREE ANNUNCIATORS ARE ILLUMINATED COULD DAMAGE THE

DRIVE MECHANISM AND PREVENT SUBSEQUENT ELECTRICAL GEAR

RETRACTION.
If all three green gear-down annunciators are illuminated:
6. Alternate Extension Handle - DO NOT STOW (Proceed to step 8.) If one or more green
gear-down annunciators do not illuminate for any reason and a decision is made to land in
this condition
7. Alternate Extension Handle - CONTINUE PUMPING UNTIL MAXIMUM RESISTANCE

IS FELT, EVEN THOUGH THIS MAY DAMAGE THE DRIVE MECHANISM.
8. Landing Gear Controls - DO NOT ACTIVATE (The Landing Gear Control and the Landing
Gear Relay Circuit Breaker must not be activated. The landing gear should be considered
UNSAFE until the system is cycled and checked with the airplane on jacks.)
LANDING GEAR, TIRES AND BRAKE

SYSTEM EXPANDED PROCEDURES
BRAKE DEICE CHECK
1) Power Levers __________________________________________1,800 RPM (NOTE ITT)
2) Brake Deice Switch ____________________________________ ON (DEICE LIGHT ON)
3) Left and Right ITT _________________________________________ SLIGHT INCREASE
4) Brake Deice Switch _____________________ OFF (ITT RETURN TO VALUE IN STEP 1)

LANDING GEAR, TIRES AND BRAKE SYSTEM
QUESTIONS
1) The maximum speed for alternate gear extension with the manual system is:
a) 120 K
b) 130 K
c) 140 K
d) 115 K
2) What is the tire pressure for the mains:_____________ Nose gear tire:
3) Prior to serial number B666, who controls how much brake force is applied?
a) The pilot
b) The co-pilot
c) The pilot who applied brakes first
d) The pilot who applies the most force to the brake pedals
4) Brake wear can be checked during preflight: True or False
5) Where is the brake fluid reservoir located? ___________________________________________
6) When could you not silence the landing gear warning horn with the horn silence button?
______________________________________________________________________________
7) If manually extending the landing gear, when would you stop pumping? ___________
______________________________________________________________________________
Why? _________________________________________________________________________
8) Where is the landing gear relay control circuit breaker located? ___________________________
______________________________________________________________________________
9) The red light in the gear handle will illuminate when:
a) The gear is not down and locked.

b) The landing gear is not up and locked.
c) The landing gear is in transit.
d) All of the above.

10) The gear warning horn will sound when the gear is not down and:
a) Either power lever is reduced to a certain setting.

b) The wing flaps are extended beyond the approach setting.
c) The hydraulic system pressure falls below 1,500 psi.
d) Both a and b.
11) The emergency landing gear extension system utilizes:
a) A hand crank located behind the pilot's seat.

b) A hand pump and release mechanism located in the cockpit.
c) A nitrogen blow-down bottle.
d) A mechanical drop-down release.
12) Once the gear has extended manually, it can be retracted normally.
a) True.
b) False.
13) Airspeeds for the landing gear:
a) Maximum gear extended speed ___ KCAS.

b) Maximum gear extension speed ____ KCAS.
c) Maximum gear retraction speed _______KCAS.
14) Is the parking brakes hydraulic or mechanical? (circle)

CHAPTER 9
PNEUMATIC AND
VACUUM SYSTEM
OBJECTIVES
1) State the air source for pneumatic operation.
2) State the vacuum source.
3) State acceptable pneumatic and vacuum gauge readings
4) Describe pilot action to activate the surface deice system.
DESCRIPTION
The PNEUMATIC and VACUUM SYSTEMS training section of the workbook present a descrip-
tion and discussion of pneumatic and vacuum systems. The sources for pneumatic air, and vacuum
along with acceptable gauge readings are discussed.
PNEUMATIC - DESCRIPTION AND OPERATION
Air temperature of approximately 650°F (depending on the power setting and ambient air temperature)
is bled from each engine compressor at a flow rate sufficient to produce the 18 psi of pressure required
to operate the bleed air warning system, the autopilot and the surface deicer system. The bleed air for
these systems comes off the compressor bleed air line at each engine. This bleed air is routed aft from
the engine to a firewall shutoff valve, through a check valve and on to a pressure regulator valve. The
pressure regulator valve is located adjacent to the check valves under the RH seat deck immediately
forward of the rear spar. The loss of heat in the pneumatic plumbing will reduce the temperature of the
bleed air from a maximum temperature of 650°F to approximately 70°F above ambient air temperature
by the time it reaches the pressure regulator valve. The regulator valve is set at approximately 18 psi of

1162 K
BOOK
ppressure and incorporates a safety vaalve that willl limit presssure to 3 psii higher thann that settingg as a
ssafety featuree in the even
nt of regulato
or failure. Fro
om the pressuure regulatorr valve, liness are routed tto the
vvarious aircraaft systems that
t utilize pn
neumatic preessure.
V
VACUUM
M SYSTEM
M - DESCR
RIPTION
N AND OP
PERATION
N
T
The vacuum system furn
nishes vacuu
um to operatte the surfacce deice system, the copiilot's gyro innstru-
m
ments, the aiir-operated turn
t and slip t vacuum (gyro suctioon) gage, annd the cabin pres-
p indicator, the
ssurization co
ontrol system
m. The vacuu
um is produ
uced by an eejector that iis operated bby the pneum
matic
ssystem using
g bleed air frrom the engin
nes. To prod
duce the vacuuum, pneum
matic air is paassed througgh the
eejector ventu
uri which draaws air from
m the vacuum
m system reggulator valvee, the instrum
ment air filteer, the
ccabin pressu
ure controllerr and the cab
bin safety ou
utflow valvee. Each of thhese componnents has filltered
w
m FOR TR
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PNEUMATIC AND VACUUM SYSTEM 163
inlets that must be cleaned or replaced at a scheduled time. The vacuum is regulated by a vacuum
regulator valve that admits into the system the amount of air required to maintain sufficient vacuum
(5.9 in. Hg.) for proper operation of the vacuum-operated systems and components. The surface
deicer system uses vacuum to deflate the deicer boots after being inflated by pneumatic pressure.
The cabin pressurization control system uses vacuum to operate the controller and outflow valves.
The vacuum ports of the flight instruments are plumbed to a vacuum manifold which is located to
the right of the airplane centerline and aft of the pressure bulkhead. The instrument air inlet ports are
plumbed to the air intake manifold that is connected to the instrument air filter. The port on the end
of each manifold is plumbed to the vacuum (gyro suction) gage. The second port of each manifold is
plumbed to the turn and slip indicator. When an electric turn and bank indicator is installed, these
ports are capped. The third port of each manifold is plumbed to the directional gyro indicator. The
fourth port of each manifold is plumbed to the gyro horizon indicator.
PILOT TIP
The instrument filter is located at the top of the avionics compartment

and should be replaced every 500 hours.
ENGINE BLEED-AIR-WARNING SYSTEM
This system provides a visual warning of a rupture in a bleed-air or pneumatic line. The warning
provides sufficient time to shutdown the bleed-air firewall-shutoff valve on the affected side before
the heat from the rupture has time to damage the structure, skin or adjacent components. The bleed-
air lines from the engine to the cabin are shielded with oven insulation and foil tape to retain the
bleed-air heat in the system and to protect nearby components. The bleed-air and pneumatic lines aft
of the firewalls and through the nacelles, center section, and fuselage are accompanied in close
proximity by the bleed-air-warning tubes. When the heat from a ruptured bleed-air or pneumatic line
comes into contact with a warning line, the warning line will melt and burst at approximately 204° F,
releasing 17 to 22 psi of internal pressure and triggering the applicable pressure switch. The two
switches and associated tubing are pressurized by air tapped off the deice manifold. When the
pressure at the switch drops to 1 to 2 psi, the switch closes and illuminates the appropriate red BL

1164 K
BOOK
A
AIR FAIL warning
w ann
nunciator in
n the warnin
ng annunciaator panel. The bleed-aair-warning lines
m
maintain a cllearance of one
o to four in
nches betweeen the warniing tubes annd pneumaticc lines.
E
ENGINE BLEED-A
B AIR-WAR
RNING SY
YSTEM -
D
DESCRIP
PTION AN
ND OPERA
ATION
T
This system provides a visual warn
ning of a rup
pture in a blleed-air or ppneumatic liine. The waarning
pprovides suff
fficient time to shutdown
n the bleed-aair firewall-sshutoff valvve on the afffected side bbefore
tthe heat from
m the rupturee has time to
o damage the structure, skin or adjaacent componnents. The bbleed-
w
m FOR TR
RAINING PU
URPOSES O
ONLY
air lines from the engine to the cabin are shielded with oven insulation and foil tape to retain the
bleed-air heat in the system and to protect nearby components.
The bleed-air and pneumatic lines that run through the nacelles, center section, and fuselage are
accompanied in close proximity by the bleed-air warning tubes. When the heat from a ruptured
bleed-air or pneumatic line comes into contact with the plastic warning line, the warning line will
melt and burst (at approximately 204° F), releasing 17 to 22 psi of internal pressure and triggering
the applicable pressure switch. When the pressure at the switch drops to 1 to 2 psi, the switch closes
and illuminates the appropriate red BL AIR FAIL warning annunciator in the warning annunciator
panel. The two pressure switches are mounted beside the pedestal under the copilot's floorboard.
One switch monitors the warning system for the LH side of the airplane and the other switch moni-
tors the system for the RH side of the airplane. The two switches and associated tubing are pressur-
ized by air tapped off the deice manifold. The bleed-air warning lines have a clearance of one to four
inches between the warning tubes and pneumatic lines.

1166 K
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w
m FOR TR
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PNEUMATIC AND VACUUM

SYSTEM LIMITATIONS
PNEUMATIC GAGE
Green Arc (Normal Operating Range) 12 to 20 psi
Red Line (Maximum Operating Limit) 20 psi
GYRO SUCTION GAGE
Narrow Green Arc (Normal from 35,000 to 15,000 feet) 2.8 to 4.3 in. Hg
Wide Green Arc (Normal from 15,000 feet to Sea Level) 4.3 to 5.9 in. Hg
35K marked on face of gage at 3.0 in. Hg
15K marked on face of gage at 4.3 in. Hg

SYSTEM EMERGENCY PROCEDURES
BLEED AIR LINE FAILURE (L or R BL AIR FAIL Annunciator)
Warning annunciators should be monitored during engine start procedure. Either engine will extin-
guish both annunciators upon starting.
Illumination of a warning annunciator in flight indicates a possible rupture of a bleed air line aft of
the engine firewall.
1) Bleed Air Valve (affected engine) - INSTR & ENVIR OFF position
2) Engine Instruments - MONITOR
NOTE
The bleed air warning annunciator will not extinguish after closing the Bleed Air Valve.


SYSTEM ABNORMAL PROCEDURES
NONE

SYSTEM EXPANDED PROCEDURES
VACUUM/PNEUMATIC PRESSURE CHECK (1,800 RPM)
1) Left Bleed-Air Switch INST/ENVIRO OFF
2) Pneumatic/Vacuum Gage PNEU 12-20/VAC 4.3-5.9 psi
3) Right Bleed-Air Switch INST/ENVIRO OFF
4) Pneumatic/Vacuum Gage ZERO
5) Bleed-Air Warning Lights ILLUMINATED
6) Left Bleed-Air Switch OPEN
7) Pneumatic/Vacuum Gage PNEU 12-20/ VAC 4.3-5.9 psi
8) Bleed-Air Warning Lights EXTINGUISH
9) Right Bleed-Air Switch OPEN

PNEUMATIC SYSTEM
QUESTIONS
1) What is the purpose of the Bleed Air Failure warning lights? _____________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
2) What is the procedure if a Bleed Air Failure light illuminates in flight? _____________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
3) The Bleed Air Failure light will remain illuminated after closing the bleed air switch.
a) True.
b) False.
4) How is the vacuum source created? _________________________________________________
______________________________________________________________________________
5) The cabin pressurization control system uses _________ to operate the controller and outflow
valves.
6) The Bleed air warning line will melt and burst at approximately:
a) 204ºC
b) 204ºF
c) 300ºF
d) 250ºC
7) Normal gyro suction is _____________psi.
8) Normal pneumatic pressure is ____________psi.

CHAPTER 10
ANTI-ICE SYSTEM
OBJECTIVES
1) Describe anti-icing systems.
2) Understand conditions requiring the use of anti-icing systems.
3) Explain operation of all anti-icing systems.
4) Describe means of verifying correct operation.
5) Describe use of alternate anti-icing systems.
DESCRIPTION
The ANTI-ICING SYSTEMS section of the workbook presents a description and discussion of the
airplane anti-icing systems. All of the anti-ice and deice systems in this airplane are described in
detail, showing location, controls, and how they are used. The purpose of this training unit is to
acquaint the pilot with all the systems available for flight in icing or heavy rain conditions, and their
controls. Procedures in case of malfunction in any system are included. This also includes infor-
mation concerning preflight deicing and defrosting. Flight in known icing conditions requires
knowledge of conditions conducive to icing and of all systems available to prevent excessive ice
from forming on the airplane.
ICE AND RAIN PROTECTION -

The airplane is equipped with a variety of ice and rain protection systems that can be utilized during
inclement weather conditions.

1172 K
BOOK
A
AIRFOIL
T
The pneumaatic deice boots on the wings
w and
oon the horrizontal staabilizer rem
move ice
fformed duriing flight. Regulated bleed
b air
ppressure an
nd vacuum are cycled
d to the
ppneumatic boots
b for th
he inflation--deflation
ccycle. The selector
s swittch that con
ntrols the
ssystem perrmits auto
omatic sin
ngle-cycle
ooperation orr manual operation.
o The
T deice
ssystem is op
perated with
h bleed air pressure
oobtained from
m the engin
ne compresssors. This
aair is routed through a reegulator valve that is
sset to main
ntain the pressure
p req
quired to
inflate the deeice boots on
n the leading
g edge of
eeach wing and
a the horizzontal stabillizers. To
aassure operaation of thee system sho
ould one Win
ng Boots
eengine fail, a check valv

ve is incorporated in the bleed line frrom each enngine to prevvent the escaape of
aair pressure into the chaamber of thee inoperativee compressoor. The bleedd air from thhe engine iss also
rrouted throug
gh ejectors that
t employ the venturi effect to prroduce vacuuum for deflaation of the deice
bboots and op
peration of certain flight instrumentss. The inflatiion and defllation phasess of operatioon are
ccontrolled by
y means of distributor
d vaalves. The deice
d system is actuated by a three-w
way toggle sw
witch
oon the LH subpanel.
s Th
his switch is
i spring-loaaded to retuurn to the O
OFF positionn from eitheer the
M
MANUAL or
o SINGLE position.
p Wh
hen the swittch is pushedd to the SIN
NGLE positioon, one com
mplete
ccycle of deiccer operation
n automaticaally follows as
a the valvess open to infflate the deicce boots. Aftter an
inflation periiod of appro
oximately 6 seconds
s for the
t wings annd 4 secondss for the tail,, a timer swiitches
tthe valve to
o the VACU
UUM, position and defllates the booots. When the switch is pushed to the
M
MANUAL position,
p the boots will inflate and will stay inflated positiions as longg as the swittch is
hheld in the manual position. Upon release of
o the switcch, the distrributor valvves return too the
V
VACUUM position
p and the deice bo
oots remain deflated
d untiil the switch is actuated aagain.
w
m FOR TR
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ANTI-ICE
E SYSTEM 173
For mostt effective deicing

d operration, allow
w at least 1/22 inch of
ice to fo
orm before attempting
a ice
i removal. Very thin ice may
crack and
d cling to thee boots insteead of sheddiing.
Ice inspeection lights are mounteed on the ou

utside of eacch engine
nacelle and
a illuminaate the leadiing edge off the wing. T
They are
controlled by a singlle switch lab
beled ICE lo
ocated on thhe pilot’s
right sub-panel. T
Tail Boots
PILOT
P TIP
P
The icee lights opera

ate at a veryy high tempeerature.
o not operatee for extendeed periods off time while on the grounnd.
Do
DEICE
E BOOT - PROTEC
CTIVE CO
OATING
Age Masster No. 1 an

nd Icex coatting are both
h products oof the B.F. G
Goodrich Coompany. Agge Master
No. 1 is a liquid coaating that pro
otects rubbeer products ffrom weatheering and ozzone and exttends the
life of th i a siliconee-based coatting specificcally compoounded to lower the
he boots. Iceex coating is
strength of
o ice adhesion on the su
urface of thee deicer bootts. Icex will not damage the rubber bboots and
offers additional prottection from
m the harmfull elements off the atmospphere.
Age Masster No.1 Ap

pplication
Age Masster No. 1 is a protectivee coating wh

hich chemicaally bonds w
with the rubbber in the deeicer boot
and helps resist the deteriorating
g effects of ozone, sunllight, weathher, oxidationn and polluttion. The
coating should
s be ap
pplied as insttructed on th
he label of thhe containerr. For continued protectiion of the
boot surfface, the coating should
d be applied
d every 150 hours. Twoo treatmentss per year should be
adequate.
Icex App
plication
Icex coatting is a siliccone-based material

m that lowers the sstrength of ice adhesion on the surfaace of the
deicer bo
oots. When properly app
plied, Icex provides
p a ssmooth, poliished film thhat evens ouut micro-
scopic irrregularities on
o the rubbeer surface. Icce formationns have less chance to clling and are removed
FOR TRA
AINING PUR
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1174 K
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ffaster and cleaner when the boots arre operated. Icex shouldd be applied as instructeed on the labbel of
tthe containerr
A
AIR INTA
AKES
IINERTIAL ICE SEPARATION SYSTEM (BB-1443 AND

D PRIOR)
A
An inertial ice
i separatio
on system iss installed in
n each enginne air inlet tto prevent m
moisture parrticles
ffrom enterin
ng the engin
ne inlet durin
ng icing con
nditions. Whhen icing coonditions arre encounterred, a
m
movable inerrtial ice van
ne is lowered
d into the in
nlet airstream
m to induce an abrupt tuurn in the airrflow
bbefore enteriing the engin
ne inlet screeen. The heav
vy ice-laden air is then ddischarged ovverboard thrrough
a bypass doo
or in the low
wer cowling at the aft end
e of the aiir duct. The inertial ice vane and byypass
ddoor are extended and retracted
r sim
multaneously
y through a linkage systtem connectted to an eleectric
aactuator. Th
he actuator is
i energized
d
tthrough a 3-p
position swiitch placard--
eed ICE VANE
V -EXTEND -
R
RETRACT, in the pilot's outboard
d
ssubpanel. A mechaniccal backup
p
ssystem is prrovided which may bee
aactuated by pulling thee T-handless
((placarded ICE VANE
E
E
EMERGENC
CY MANUA
AL - PULL
L
- LEFT ENG
G - RIGHT
T ENG) justt
bbelow the lefft subpanel.
When the ice vane switch is placed

W d
in the RETRACT po
osition, thee
inertial ice vane and byp
pass door retrract out of th
he airstream
m. When the vvane is fullyy extended, m
micro
sswitches on the vane lin
nkage will illuminate thee green L IC
CE VANE E
EXT and R IICE VANE EXT
aannunciatorss in the cautiion/advisory
y annunciatorr panel. Wheen the ice vaane switchess on the subppanel
aare actuated,, they will energize
e a 15
5-second tim
me-delay circcuit. If full extension off the ice vannes is
nnot attained in the 15 seeconds, the amber
a L ICE
E VANE orr R ICE VA
ANE annunciiators in thee cau-
ttion/advisory
y annunciato
or panel wiill illuminatte, signalingg a malfuncction of thee power acttuator
w
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ANTI-ICE
E SYSTEM 175
system. Full extensiion must th

hen be accom
mplished w
with the mannual overridde control. O
Once the
manual override
o systtem has been
n operated, the
t electricaal actuator w
will not actuaate the linkaage to the
ice vane until the mechanical oveerride has beeen manuallyy disengagedd.
TO AVO
OID DAMAG
GE TO THE LINKAGE,, THE OVER
RRIDE ASS
SEMBLY
MUST BE RESET BEFORE THE SYSTEM I S OPERATE
ED ELECTR
RICALLY.
The ice vane

v and bypass door sh her fully exttended or fuully retractedd. There are no inter-
hould be eith
mediate positions.
p In
n the retracted (non-icing
g) position, thhe annunciaator lights wiill be off.
PILOT
P TIP
P
Icin n though youu are not gettting surface ice.

ng conditionss occur even
When in vissible moisturre at temperratures of +55ºC or coldeer, extend thee ice vanes.
DUAL-M
MOTOR IN
NERTIAL IC
CE SEPARA YSTEM (BB-1444 AND AFTER)
ATION SY
m is installeed in each enngine air innlet to prevent moisture particles

An inertiial ice separration system
from entering the en
ngine inlet plenum
p durin
ng icing connditions. Whhen icing coonditions aree encoun-
tered, a movable
m inertial ice van
ne is lowered
d into the innlet airstream
m to induce an abrupt tuurn in the
airflow before
b enteriing the engiine plenum. The heavyy ice-laden aair is then ddischarged ooverboard
through a bypass doo
or in the low g at the aft eend of the aiir duct. The inertial ice vane and
wer cowling
bypass door
d are exttended or reetracted simu
ultaneously through a llinkage systtem connectted to an
electric dual-motor
d actuator.
a Thee dual-motorr actuator is controlled w
with two swiitches for eaach of the
left and right enginee systems. The
T ACTUA
ATOR switchh is in the M
MAIN posittion except w
when the
ACTUAT
TOR STAN
NDBY positiion is used to
t actuate thhe backup m
motor becausse the main motor is
inoperable. Power iss applied to the motor by
b placing tthe ENGINE
E ANTI-ICE
E LEFT andd RIGHT
switches in the ON position
p to extend
e or OFF position to retract. D
During non--icing condittions, the
inertial icce vane and
d bypass doo
or are in thee retracted positions. In icing condittions, the innertial ice
vane and
d the bypass door are fu
ully extended
d by the maain actuator m
motor. When the doors are fully
extended
d, micro swittches on the inertial ice vane
v linkagee will illuminnate the greeen L ENG A
ANTI-ICE
or R EN
NG ANTI-IC
CE annunciaators in the caution/advvisory annunnciator paneel. When thee control
switches on the subp
panel are acttuated, a 33 second timee-delay circuuit is energizzed. If full eextension
FOR TRA
AINING PUR
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1176 K
BOOK
oof the ice van

nes is not atttained in thee 33 secondss, the yellow
w L ENG ICE
E FAIL or R ENG ICE F
FAIL
aannunciator in the cautio
on/advisory annunciatorr panel will iilluminate too signal a m
malfunction oof the
m
main actuato
or motor. Fulll extension must then bee accomplishhed with thee standby acttuator motorr. The
inertial ice vanes and byp
pass doors should
s be fullly extendedd or fully retrracted. Therre are no inteerme-
ddiate position
ns. In the no
on-icing posiition, the ann
nunciator ligghts will be ooff.
PILOT TIP
The engiine ice vaness should be extended

e forr all ground ooperations tto
help prrevent FOD. Always maiintain oil tem
mperature w
within limits.
A
AIR INTA
AKE ANTI-ICE LIP
P
The lip arou

und each air intake leadiing edge is heated
h by hoot exhaust gaases to preveent the form
mation
oof ice during
g inclement weather. Th
his system iss in operatioon any time tthe engines are runningg. The
aanti-ice lip is riveted to the lower forward
fo cow
wl assembly. On airplanees BB-
11265 and priior, a scoop in each of th
he engine ex
xhaust stackks deflects soome of
tthe hot exhaaust gases downward
d in
nto the hollo
ow lip tube that encirclles the
eengine air in
ntake. The gases
g are exh
hausted through an openning at the bbottom
oof the cowlin
ng immediaately aft of the
t air intak
ke. On airplaanes BB-12666 and
aafter, a scoop
p in the left exhaust stacck on each engine
e diverrts some of tthe hot
eexhaust gasees downward
d through a duct
d into thee hollow lip tube that enncircles
tthe engine aiir intake. Th
he exhaust iss ducted into
o the right exxhaust stack where
it is expelled
d into the atm
mosphere. Anti-Ice Lip
p
B
BRAKE DEICE
D SY
YSTEM
E
Engine bleeed air is ro
outed by lin
ne and hosse through a
ssolenoid-opeerated shutofff valve to a distributor manifold
m thaat
ddirects hot air
a to the brakes
b for deicing
d durin
ng inclemennt
w
weather and conditions. The heated
d air for braake deicing iis
ssupplied by bleed air frrom the com
mpressor of each enginee.
T
The brake deeice system is plumbed into the bleeed air system
m
w
m FOR TR
RAINING PU
URPOSES O
ONLY
ANTI-ICE
E SYSTEM 177
that prov
vides air for surface deicce and instru
ument vacuuum operationn. The enginne bleed air is routed
to each main
m gear wheel
w well. From there bleed air iss routed throough a distrributor maniifold and
directed to
t the brake for each wh
heel.
The brak
ke deice sy
ystem is con
ntrolled by an ON-OF witch mounnted on the pedestal
FF toggle sw
immediattely aft of th
he pressurizaation controlller. When thhis switch iss in the ON pposition, pow
wer from
the airplaane electricaal system iss supplied to
o open the ssolenoid shuutoff valves in each whheel well,
allowing the hot bleeed air to enteer the distrib
butor manifoold for diffussion throughh the orificess to deice
the brakees. This actio
on also prov
vides a signaal to illuminnate the BRA
AKE DEICE
E ON (greenn) light in
the annun
nciator paneel on the ped
destal. If thee pilot fails tto turn the ssystem off affter takeoff, a timing
circuit will
w cycle the deice system
m off after 10
1 minutes tto shut off thhe flow of blleed air to thhe brakes
to preven
nt damage th
hrough overh
heating. Thee system cannnot be activvated again uuntil the landding gear
has been
n cycled. Thee brake deicce system is the single l argest user oof engine blleed air. If aan engine
failure occurs while brake deicee is on, rudd
der boost m
may not be aavailable because of inssufficient
differentiial pressure to
t activate th
he system.
PILOT
P TIP
P
The brake deice valves may become inopperative if thhe valves aree not
cycled
c at lea
ast once a da
ay regardlesss of weatherr conditions. Do not leavve the system
m
on lon
nger than reequired to do
o a function ttest if the OA
AT is above 15ºC.
WINDO
OWS AND
D WINDSHIELDS
Electricaal heating ellements emb

bedded in th
he windshieeld provide adequate prrotection aggainst the
formation
n of ice whille air from th
he cabin heaating systemss prevents foogging to ennsure visibility during
operation
n under icin
ng condition
ns. Normally
y a constantt
temperatu
ure of 95ºF to 105ºF is maintained. Windshieldd
heat swiitches are lo
ocated on th
he pilot's su
ubpanel (in--
board) an
nd are placaarded ICE - WSHLD ANTI-ICE
A -
NORMA
AL - OFF - HI
H - PILOT - COPILOT. Two levelss
of heat are provideed. When th
he switchess are in thee
NORMA
AL (up) posiition, heat is supplied to
t the majorr
FOR TRA
AINING PUR
RPOSES ON
NLY www
portion of the windshields. When they are in the HI (down) position, a higher level of heat is sup-
plied to a smaller area of the windshields. Each switch must be lifted over a detent before it can be
moved into the HI position. This lever-lock feature prevents inadvertent selection of the HI position
when moving the switches from NORMAL to the OFF (center) position. Controllers with tempera-
ture-sensing units provide for proper heat at the windshield surfaces conditions. Either or both
windshields can be heated at any time since overheating is prevented by thermal sensors. The
heating elements are connected at terminal blocks in the corner of the glass to the wiring leading to
the control switches mounted in the left sub-panel. Five-ampere circuit breakers, located on a panel
on the forward pressure bulkhead, protect the control circuits. The power circuit of each system is
protected by a 50-ampere circuit breaker located in the power distribution panel under the floor
forward of the main spar.
PILOT TIP
Erratic operation of the magnetic compass may occur while windshield heat is being used.
To prolong the life of the windshield, turn on the windshield heat climbing through 10,000'
and turn it off passing 10,000 feet in the descent unless in icing conditions below 10,000.
If in icing conditions, the windshield heat should be on.
PROPELLER DEICING
The propellers are protected against icing by electrothermal boots that automatically cycle to prevent
the formation of ice on each blade. The propeller electric deice system includes: an electrically
heated boot for each propeller blade, a timer, an on-off switch and an ammeter. When the switch is
turned on the ammeter registers 14 to 18 amperes of current to the prop boots. The current flows
from the timer through the brush assemblies to the slip rings, where it is distributed to the individual
propeller deicer boots.
Heat produced by the heating elements in the deicer boots reduces the adhesion of the ice. The ice is
then removed by the centrifugal effect of the propeller and the blast of the airstream. Power to the
deice boot heating elements is cycled in a continuous programmed sequence.

ANTI-ICE
E SYSTEM 179
.
Airplane serial numb
ber BB-991 and prior, arre equipped with dual hheating elem
ment deice booots. One
element is
i for deicing the inner portion
p of th
he propeller blade and thhe other elem
ment deices the outer
portion of
o the deicerr blade. Pow
wer is cycleed by the deeicer timer tto these heaating elemennts in the
following
g sequence: RH outboarrd, RH inboaard, LH outbboard and L
LH inboard. Each sequennce has a
34-secon
nd duration and
a completees a full cyclle every two minutes andd sixteen secconds.
NOTE
The heatting sequencces for the deicer
d boots noted in thee previous ssection are ffor normal ooperation.
Howeverr, since the timer
t does not
n return to
o any given point whenn the power is turned offf, it may
restart at any sequencce point.
Airplane serials BB--992 and afteer are equipped with im

mproved singgle heating eelement deiccer boots.
o these deicee boots is cy
Power to ycled in 90--second phaases. The first 90-secondd phase heaats all the
deicer bo
oots on the RH
R propelleer. The secon
nd phase heaats all the ddeicer boots on the LH ppropeller.
The deicer timer com
mpletes one full cycle ev
very three m mer moves from one
minutes. As tthe deicer tim
phase to the next, a momentary
m deflection
d off the propelller ammeterr needle mayy be noted. A manual
propellerr deicer systeem is provid
ded as a back
kup to the auutomatic sysstem. A conttrol switch loocated on
the inboaard LH subpanel controlls the manuaal override reelays. The sw
witch on airpplane serialss BB-991
FOR TRA
AINING PUR
RPOSES ON
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and prior, is placarded PROP-INNER-OUTER. When the switch is in the outer position, power is
supplied to the outer heating elements of both propellers. When the switch is moved to the inner
position, power is supplied to the inner heating elements of both propellers. The manual over-ride
switch on airplane serials BB-992 and after, is placarded PROP-MAN-OFF. When the switch is in
the MAN position, power is supplied to the entire deice surface of both props. The manual override
switch is of the momentary type and must be held in place until the ice has been dislodged from the
propeller surface. Because the MANUAL mode bypasses the timer, the MANUAL deice system
must be released after 90 seconds of operation. The load meters will indicate approximately a 0.5
increase of load when the manual propeller deicer system is in operation. The propeller ammeter will
not indicate any load in the manual mode of operation.
PILOT TIP
Operating the propeller heat with the engines off will damage the heating elements.
PITOT HEAT
A heating element in the pitot mast prevents the pitot opening from becoming clogged with ice. The
heating element is controlled by a switch placarded PITOT, LEFT and RIGHT located on the left
inboard subpanel. It is not recommended to operate the pitot heat while on the ground except to test
the system or to remove ice and snow from the mast.
STALL WARNING VANE HEAT
The lift transducer is equipped with anti-icing capability on both the mounting plate and the vane.
The heat is controlled by a switch in the ice group located on the pilot's right sub-panel identified:
STALL WARN. The level of heat is minimal for ground operation, but is automatically increased
for flight operation through the left landing gear safety switch.
PILOT TIP
Prolonged use of the stall warning and pitot heat on the ground will damage the heating elements.

ANTI-ICE SYSTEM 181
WARNING!
THE HEATING ELEMENTS PROTECT THE LIFT TRANSDUCER VANE AND FACE PLATE
FROM ICE. HOWEVER, A BUILDUP OF ICE ON THE WING MAY CHANGE OR DISRUPT
THE AIRFLOW AND PREVENT THE SYSTEM FROM ACCURATELY INDICATING AN
IMMINENT STALL. REMEMBER THAT THE STALL SPEED INCREASES WHENEVER ICE
ACCUMULATES ON ANY AIRPLANE.
FUEL VENTS
The main and auxiliary fuel systems are vented through a recessed vent coupled to a static vent on
the underside of the wing adjacent to the nacelle. One vent (NACA) is recessed to prevent icing. The
second vent is heated to prevent icing and serves as a backup should the NACA vent become
plugged.
FUEL HEAT
An oil-to-fuel heat exchanger, located on the engine accessory case, operates continuously and
automatically to heat the fuel sufficiently to prevent ice from collecting in the fuel control unit. Each
pneumatic fuel control line is protected against ice by an electrically heated jacket. Power is supplied
to each fuel control air line jacket heater by two switches actuated by moving the condition levers in
the pedestal out of the fuel cutoff range. Fuel control heat is automatically turned on for all flight
operations and requires no action by the pilot.

ANTI-ICING SYSTEMS LIMITATIONS

Minimum Ambient Temperature for Operation of Deicing Boots -40°C
Minimum Airspeed for Sustained Icing Flight -140 Knots
Sustained flight in icing conditions with flaps extended is prohibited except for approach and land-
ings.
ICE VANES, LEFT and RIGHT, shall be extended for operations in ambient temperatures of +5°C
or below when flight free of visible moisture cannot be assured.
ICE VANES, LEFT and RIGHT, shall be retracted for all takeoff and flight operations in ambient
temperatures of above +15°C.
Once the manual override system is activated (i.e., anytime the ICE VANE EMERGENCY
MANUAL EXTENSION handle has been pulled out), do not attempt to operate the ice vanes
electrically until the override assembly inside the engine cowling has been properly reset on the
ground. Even after the manual extension handle has been pushed back in, the manual override
system is still engaged.
EMERGENCY ANTI-ICING
SYSTEMS PROCEDURES
NONE
ABNORMAL ANTI-ICING
SYSTEMS PROCEDURES
ELECTROTHERMAL PROPELLER DEICE (Auto System)
Abnormal Readings on Deice Ammeter. (Normal Operation: 14 to 18 amps)
1) Zero Amps:
a) Prop Deice - CHECK AUTO

b) If OFF, reposition to AUTO after 30 seconds.

ANTI-ICE SYSTEM 183
c) If in AUTO position with zero amps reading, system is inoperative: position the switch to
OFF.
d) Use manual backup system. (No deice ammeter indication - monitor loadmeter)
2) Below 14 amps:
a) Continue operation.
b) If propeller imbalance occurs, increase rpm briefly to aid in ice removal.
3) Over 18 amps:
a) If the Auto Prop Deice circuit breaker switch does not trip, continue operation.
b) If propeller imbalance occurs, increase rpm briefly to aid in ice removal.
c) If the Auto Prop Deice circuit breaker switch trips, use the manual system. Monitor
loadmeter for excessive current drain.
d) If the Prop Deice Control circuit breaker or the Left or Right Prop Deice circuit breaker
trips, avoid icing conditions.
ELECTROTHERMAL PROPELLER DEICE (Manual System)
On Airplanes Prior to BB-992:
1) To use manual system, hold switch in OUTER position for approximately 30 seconds, then
in INNER position for approximately 30 seconds.
2) Monitor manual system current requirement using the airplane's loadmeters when the switch
is in OUTER or INNER. A small needle deflection (approximately 5%) indicating the sys-
tem is functioning.
Airplanes BB-992 and After:
3) To use manual system, hold manual propeller deice switch in MANUAL position for ap-
proximately 90 seconds, or until ice is dislodged from blades. Monitor manual system cur-
rent requirement with the airplane's loadmeters when the manual deice switch is in the
MANUAL position. A small needle deflection (approximately 5%) indicates the system is
functioning.
ENGINE ICE VANE-FAILURE (L or R ICE VANE Annunciator)
1) Ice Vane Control Circuit Breaker - PULL
2) Airspeed - 140 - 160 KIAS

1184 K
BOOK
3) Man
nual Extensio
on Handle - PULL OUT
T (ICE VANE
E EXT annuunciator Illum
minated)
4) Airspeed - RESU
UME If ICE VANE EXT
T Annunciattor Does Nott Illuminate::
5) Exit icing condittions.
6) Man
nual Extensio
on Handle - PUSH IN (to
o retract vannes when reqquired)
DO NOT ACTIVATE
A E ICE VANE
ES ELECTR
RICALLY O
ONCE THE M
MANUAL S
SYSTEM H
HAS
BEEN US
SED UNTIL
L THE OVE
ERRIDE LIN
NKAGE HA S BEEN RE
ESET AFTER
R LANDING
G.
N OTE
T
The ICE VA
ANE fail ann
nunciator wiill be illumin
nated any tim
me the posittion of the iice vane doees not
m
match the co
orresponding
g switch posiition. The sw
witch may bee repositioneed to match the vane possition
w
without damaging the lin
nkage as long
g as the Ice Vane
V Controol circuit breeaker is out.
ANTI--ICING
G SYST
TEMS EXPAN
E NDED P
PROCE
EDURE
ES
B
BRAKE DE
EICE CHEC
CK
1) Pow
wer Levers 1,800 RP
PM (NOTE ITT)
2) Brak
ke Deice Switch ON
O (DEICE LIGHT
L ILLU
UMINATED
D)
3) Left and Right ITT

I SL
LIGHT INC
CREASE
ke Deice Switch
4) Brak OFF
O (ITT RE
ETURN TO V
VALUE IN STEP 1)
E
ENGINE IC
CE VANES CHECK
1) 1. Po
ower Levers 1,800 RPM
2) Ice Vane
V Switch
hes EXTENDED
3) Torq
que Drop CHECKE
ED
4) Ice Vane
V Extend
ded Lights MINATED
ILLUM
5) Ice Vane
V Bypasss Door EXTENDE
ED
6) Ice Vane
V Switch
hes AS REQUIRED
D
w
m FOR TR
RAINING PU
URPOSES O
ONLY
ANTI-ICE SYSTEM 185
ANTI-ICE SYSTEM
QUESTIONS
1) Windshield heat :
a) Affects the compass

b) Is used all the time
c) Is prohibited when outside air temperature is 30ºF or colder
d) Will shattered the a cold soaked windshield
2) Use the inertial separators whenever the temperature is __________ and __________ is present.
3) Use of flaps in icing condition is prohibited:
a) True
b) False
4) Minimum speed for flight in icing conditions is _______K.
5) Brake deice will terminate automatically:
c) 15 minutes after gear retraction

d) 10 minutes after gear retraction
e) Does not terminate until switch is turned off.
f) After gear is cycled.
6) The wing and tail boots sequence at the same time in the CYCLE position.
a) True
b) False
7) The engine inlet lips are heated by:
a) Bleed air from the P3 section of the engine

b) Exhaust gases
c) Electrothermal boots
d) NACA design prevents icing of the inlets.
8) The deice boots should not be cycled if the outside air temperature is below:
a) -50ºC
b) -40ºC

c) -40ºF
d) -30ºC
9) Continuous use of the pitot on the ground is recommended:
a) True
b) False
10) If the boots are manually inflated for more than 10 seconds:
a) The boots may develop rips and tears

b) The boots will automatically deflate
c) Ice may form on the expanded boot and not be removable
d) Add drag to the wing
11) Define icing conditions. __________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
12) Under what conditions is auto ignition required to be armed? _____________________________

______________________________________________________________________________
______________________________________________________________________________
13) Under what conditions might you not want auto ignition to be armed? ______________________
______________________________________________________________________________
______________________________________________________________________________
14) Describe the working principle of the inertial separators (“ice vanes”). _____________________
______________________________________________________________________________
______________________________________________________________________________
15) How would you know if the inertial separators have actually lowered? _____________________
______________________________________________________________________________
______________________________________________________________________________
16) Damage will occur if windshield heat is used on the ground?
a) True
b) False

ANTI-ICE SYSTEM 187
17) What caution should be considered regarding the use windshield heat? _____________________
______________________________________________________________________________
______________________________________________________________________________
18) Under what conditions could the stall warning-system be inaccurate? ______________________
______________________________________________________________________________
______________________________________________________________________________
19) On certain aircraft, should the inertial separators be operated electrically after the manual system
has been engaged?_______________________________________________________________
20) How can you check that the propeller deice timer is working correctly? _____________________
______________________________________________________________________________
______________________________________________________________________________

CHAPTER 11
FLIGHT CONTROLS
OBJECTIVES
After completion of this section of the workbook, the student should be able to:
1) Explain the operation of the primary flight controls.
2) Describe the location and operation of the trim tabs and controls.
3) Explain the use of the control locks.
4) Explain the operation of the flaps.
5) Describe the stall warning system.
6) Describe the rudder boost system
FLIGHT CONTROLS
Dual controls are provided for the pilot and copilot. The ailerons and elevators are operated by
conventional push-pull control yokes interconnected by a T-column. The flight controls are cable-
operated conventional surfaces which require no power assistance for normal control by the pilot or
copilot. All primary flight control surfaces are manually controlled through cable and bellcrank
systems. Each system incorporates surface travel stops and linkage adjustments. The rudder pedals
are interconnected by a linkage below the cockpit floor. The rudder pedal bellcranks are adjustable
to two positions. The ailerons, elevators and rudder may be secured with control locks in the cockpit.
PILOT TIP
Do not push or pull the aircraft by the propellers or control surfaces

1190 K
BOOK
Rudder/Trim
m Control Ca
ables
Elevator/Trim
E m Control Ca
ables
E
ELEVATO
OR TRIM
M
M
Manual conttrol of the eleevator trim is
i accomplisshed by utilizzing a trim w
wheel locateed on the left
ft side
oof the throttle pedestal. The electricc elevator-trrim system iis controlledd by an Eleevator - On - Off
sswitch locateed on the pedestal. It inccorporates a dual-elemennt thumb sw
witch on eachh control whheel, a
ttrim-disconn
nect switch on
o each conttrol wheel, and
a
a Pitch Trim circuit break
ker on the riight side pan
nel.
T
The Elevato
or Trim switch must be
b on for the
t
ssystem to op
perate. Both
h elements of
o either du
ual-
eelement thu
umb switch must be simultaneous
s sly
ppushed forw
ward to achieve nose-d
down trim and
a
Pedes
stal Trim Sw
witch
m
moved aft fo
or nose-up trrim. When the
t trim swittch
is released, it
i returns to the center (O
Off) position
n. Any activvation of thee trim system
m by the coppilot's
ttrim switch can
c be overriidden by thee pilot's trim switch.
w
m FOR TR
RAINING PU
URPOSES O
ONLY
FLIGHT CONTROLS
C 191
A before take-off cheeck of both dual

d element thumb swi tches shouldd be made byy moving eaach of the
four swittch elementss individually
y. One swittch element should not aactivate the system. A tw
wo level,
push-buttton, momen
ntary-on, trim
m-disconnecct switch is located inbboard of thee trim switcch on the
outboard
d grip of eaach control wheel.
w The electric eleevator-trim ssystem can be disconnnected by
depressin
ng either of these
t switches.
If the au
utopilot is en
ngaged, depressing either trim-disc onnect switch to the firrst of the tw
wo levels
disconnects the auto
opilot and th
he yaw dam
mp system. Depressing the switch to the secoond level
disconnects the auto
opilot, the yaw
y damp system,
s and the electricc elevator-trrim system. A green
annunciaator on the caution/advis
c sory annunciiator panel pplacarded EL
LEC TRIM OFF, alerts the pilot
whenever the system
m has been disabled
d with
h a trim-discconnect swittch and the E
Elevator Trim
m switch
is on. Th
he system caan be reset by
b recycling the Elevatoor Trim swittch on the peedestal. Thee manual-
trim conttrol wheel caan be used to
o change thee trim anytim
me, whether or not the electric trim ssystem is
in the operative modee.
PILOT
P TIP
P
Do not
n allow thee trim system
m to move paass the limitss on the elevvator
trrim indicatorr either manually, electrrically or by the autopiloot.
FOR TRA
AINING PUR
RPOSES ON
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1192 K
BOOK
C
CONTRO
OL LOCKS
S
T
The control locks are prrovided to prrevent moveement of thee
ccontrols while the airp
plane is parrked. The control
c lockk
cconsists of a U-shaped clamp
c and tw
wo pins con
nnected by a
cchain. The pins
p lock thee primary fliight controlss and the U--
sshaped clam
mp fits aroun
nd the engin
ne power co
ontrol leverss
aand serves to
o warn the pilot
p not to start
s the engine with thee
ccontrol lock
ks installed. It is imporrtant that th
he locks bee
installed or removed
r tog
gether to preeclude the possibility off
aan attempt to
o taxi or fly
y the airplanee with the power
p leverss
rreleased and the pins stilll installed in
n the flight controls.
G
GROUND
D MOORIN
NG/TOW
WING
T
Three tie-dow
wn eyes are provided, one
o on each wing
w and annother on thee tail. To seccure the airpplane,
cchock all thee wheels foree and aft and
d tie the airpllane down ut
utilizing all thhree tie-dow
wn points.
REMOVE
R THE
T CONTR
ROL LOCKS
S BEFORE T
TOWING T
THE AIRPLA
ANE.
IF TOWE
ED WITH A TUG WHIILE RUDDE
ER LOCK IS
S IN PLACE
E,
SERIOUS
S DAMAGE
E TO THE ST
TEERING L
LINKAGE M
MAY OCCU
UR.
w
m FOR TR
RAINING PU
URPOSES O
ONLY
FLIGHT CONTROLS
C 193
With the tow bar is connected to

o the nose
strut, thee airplane caan be steered
d with the
nose wh
heel when moving
m it by
y hand or
with a tu
ug. When moving the aiirplane, do
not push
h on the propeller or
o control
surfaces.
NEVER
R TOW OR TAXI
T THE AIRPLANE
A E WITH A FL
LAT STRUT
T. EVEN BR
RIEF TOWIING OR
TAXING
G IN THIS CONDITION
C N WILL RES
SULT IN SE
EVERE DAM
MAGE. NEV
VER EXCE
EED THE
TURNIN
NG LIMITS MARKED ON THE NO
OSE GEAR STRUT DU
URING GRO
OUND HAN
NDLING.
IF THE
E TURN LIM
MITATION IS
I EXCEED
DED DURIN
NG GROUND
D HANDLIN
NG, DAMA
AGE TO
THE
E STEERING
G LINKAGE
E AND NOS
SE STRUT WILL ACC
CUR.
WING FLAPS
The King
g Air is equip
pped with Fowler type flaps
f that exttend down aand aft. The 200 knot opperational
speed lim
mit for flaps provides fo
or easy traffi
fic pattern traansition. Flaaps are selecctable to 3 ppositions:
up, appro
oach (14 deg
grees), and down
d (35 deg
grees). If a ggo-around is initiated with flaps fullyy extend-
ed, retracction to eith
her approach or full up
p positions can be accoomplished w
with a singlle switch
position selection. The airplane’s flap trackss are not exxposed whenn flaps are reetracted. Thhis design
eliminatees exposed surfaces
s thatt could colleect ice and ppotentially innterfere withh flap operattion. The
flaps, two panels on each wing, are driven by
b an electrric motor thrrough a gearrbox mounteed on the
forward side of the rear spar. The
T motor incorporates a dynamic braking sysstem which helps to
prevent overtravel
o of the flaps. The gearbox
x drives fouur flexible ddrive shafts connected too a jack-
FOR TRA
AINING PUR
RPOSES ON
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1194 K
BOOK
sscrew actuattor at each flap. A spliit flap safety

y mechanism
m for each pair of flapps is providded to
ddisconnect power to the electric mottor in the eveent of any fl ap panel to bbe approxim
mately three tto six
ddegrees out-o
of-phase witth the other flaps. On airrcraft BB-2 thru BB-14438, the flaps are operateed by
a sliding swiitch lever lo
ocated just below the con
ndition leveers. Flap travvel, from 0%
% (fully up 00°) to
1100% (fully down 35°) is registereed in percen
ntage on an electric flapp indicator at the top oof the
ppedestal forw
ward of the power leveers. The indiicator is opeerated by a potentiometter driven bby the
rright inboard
d flap. Any of
o the three flap position
ns, UP, APP
PROACH orr DOWN maay be selecteed by
m
moving the flap
f selector lever up or down to the selected sw
witch positionn indicated oon the pedesttal. A
sside detent provides
p forr quick seleection of thee APPROAC
CH positionn (40% flaps). From the UP
pposition to the
t APPROA
ACH positio
on,
tthe flaps cannot be stopped
s at an
intermediate point. Between the
t
A
APPROACH
H position an
nd DOWN, the
t
fflaps may be
b stopped as desired by
m
moving the handle to
o the DOW
WN
pposition untiil the flaps have
h moved
d to
tthe desired position,
p theen moving the
t
fflap handle back
b to APP
PROACH. The
T
fflaps may allso be raised to any po
osi-
ttion between
n DOWN and APPROA
ACH by raiising the haandle to UP
P until the ddesired settiing is
rreached, then
n returning the
t handle to
t APPROA
ACH. The AP
PPROACH detent acts as a stop for any
pposition greaater than 40%
%. Moving the flap han
ndle out of tthe UP posittion renders the landingg gear
w
warning horn
n silence fun
nction inopeerative. With
h the flap haandle out of the UP posiition, the lannding
ggear warning
g horn can be
b silenced only
o by loweering the landding gear orr advancing the power leevers.
A second ap h will cause the warningg horn to soound continnuously when the
pproach position switch
fflaps are low
wered beyond
d the approaach position until the lannding gear iis extended, regardless oof the
ppower lever setting. On
n BB-1439 and
a later, alll three flap positions, U
UP, APPRO
OACH or DO
OWN
m
may be seleccted by moviing the flap selector leveer up or dow
wn to the seleected switchh position inddicat-
eed on the ped
destal. Howeever unlike the
t earlier models,
m the fllaps cannot bbe stopped inn-between aany of
tthe three possitions. The flap
f motor is
i protected by
b a 20-amppere flap motor circuit brreaker (placaarded
F
FLAP MOTOR) located
d on the left circuit breaaker panel beelow the fueel control paanel. A 5-am
mpere
w
m FOR TR
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FLIGHT CONTROLS 195
circuit breaker placarded FLAP CONTROL is also located on this panel. This circuit provides power
for the flap position indicator and the split-flap safety mechanism.
YAW DAMPER
The Yaw Damp system is designed to provide the pilot with help in maintaining directional control
and increase ride comfort. The system can be used at any altitude but must be operational above
17,000 feet. The system is normally incorporated in the autopilot. Operating instruction can be found
in Flight Manual Supplement.
STALL WARNING SYSTEM
The stall warning system provides precise pre-stall warning to the pilot by activating the warning
horn when excessive angles of attack are reached. The activation level of the horn is changed by the
flap position.
STALL WARNING ACTIVATES
5-13 Knots above stall in Clean Configuration
5-12 Knots above stall with Flaps 40%
8-14 Knots above stall at Flaps 100%
The stall warning system consists of the following major components:
1) The lift computer
2) A stall warning horn
3) A squat switch (LH only)
4) A stall warning test switch
5) A five-amp circuit breaker (furnishing power for the system)
6) A lift transducer
The stall warning horn will not sound when the full weight of the aircraft is on the landing gear
because the landing gear squat switch opens the stall warning horn circuit; consequently, moving the

stall warning vane up during preflight does not sound the warning horn. When the weight of the
aircraft is off the landing gear, the squat switch closes the circuit so that the warning horn can be
actuated by an incipient stall. The system has a heater that can be selected by the pilot prior to
entering icing conditions.
RUDDER BOOST
A rudder boost system Is provided to aid the pilot in maintaining directional control in the event of
an engine failure or a large variation of power between the engines. Incorporated into the rudder
cable system are two pneumatic rudder-boosting servos that actuate the cables to provide rudder
pressure to help compensate for asymmetrical thrust. During operation, a differential pressure valve
accepts bleed air pressure from each engine. If the pressure varies between the bleed air systems, the
shuttle valve in the differential pressure valve moves toward the low pressure side. As the pressure
difference reaches a preset tolerance, a switch on the low pressure side closes, activating the rudder
boost system. The system is designed only to help compensate for asymmetrical thrust. Appropriate
trimming is to be accomplished by the pilot. Moving either or both of the bleed air valve switches on
the copilot's subpanel to the INSTR & ENVIR OFF position will disengage the rudder boost system.
The system is controlled by a toggle switch, placarded RUDDER BOOST - ON - OFF, and located
on the pedestal below the rudder trim wheel. The switch is to be turned ON before flight. 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 will be noted when the switch closes, indicating the system is functioning properly for
low engine power on that side. Repeat the check with opposite power settings to check for move-
ment of the opposite rudder pedal. The rudder boost system may not operate if the Brake Deice
system is active.

FLIGHT CONTROLS
C 197
FL
LIGHT CONT
TROL L
LIMIT
TATION
NS
MANEU
UVER LIMIITS
The BEE
ECHCRAFT
T Super King
g Air B200 and B200C
C are Normaal Category A
Airplanes. A
Acrobatic
maneuveers, including
g spins, are prohibited.
p
FLIGHT
T LOAD FA
ACTOR LIM
MITS
FLAPS
F UP FLAPS
S DOWN
3.17 positive g's 2.00 po

ositive g's
1.27 negativee g's .00 neg

gative g’s
FLIIGHT CONTR
C ROL EM
MERG
GENCY
Y PROC
CEDUR
RES
BOLD TYPE INDICATES M
MEMORY IT
TEMS!
FLIGHT
T CONTRO
OLS
UNSCHE
EDULED ELECTRIC
E C ELEVATO
OR TRIM
1) Airplane
A Atttitude - MA
AINTAIN (u
using elevattor control)
2) Control
C Wh nect Switch - DEPRESS
heel Disconn S FULLY (22nd level, E
ELEC TRIM
M OFF
annunciator
a r -ILLUMIN
NATED)
NOTE
Autopilot will diseng
gage when th
he disconnecct switch is ddepressed.
3) Manually
M rettrim airplanee.
4) Elevator
E Trim
m - OFF
DO NOT
T REACTIV
VATE ELEC
CTRIC TRIM
M SYSTEM UNTIL CA
AUSE OF
MALF
FUNCTION HAS BEEN
N DETERMIINED.
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1198 K
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U
UNSCHEDU
ULED RUD
DDER BOO
OST ACTIV
VATION
R
Rudder boosst operation without
w a larrge variation
n of power bbetween the engines indiicates a failuure of
tthe system.
1) Direectional Con
ntrol - MAIN
NTAIN USIING RUDD
DER PEDAL
LS
2) Rud
dder Boost - OFF
If Condition Persists:
der Boost Ciircuit Breakeer - PULL

3) Rudd
4) Eitheer Bleed Airr Valve - INS

STR & ENV
VIR OFF
5) Rudd
der Trim - AS
A REQUIR
RED
6) Perfo
form normal landing.
FLIG
GHT CO
ONTRO
OL AB
BNORM
MAL PR
ROCED
DURES
S
F
FLAPS UP LANDING
L
R
Refer to the POH
P PERFO
ORMANCE
E Section, forr Flaps Up L
Landing Disttance and Appproach Speeed.
1) Approach Speed
d - CONFIRM
M
2) Auto
ofeather (if installed) - ARM
A
3) Pressurization - CHECK
4) Cabiin Sign - NO
O SMOKE & FSB
5) Flap
ps – UP
DO NOT SILENCE TH
D HE LANDING GEAR WARNING
W H
HORN, SINC
CE THE FLA
AP ACTUA
ATED
PORTIO
ON OF THE LANDING GEAR WARNING SYS
STEM WILL NOT BE A
ACTUATED
D
DUR
RING A FLA
APS UP LAN
ANDING.
6) Land
ding Gear - DN
D
w
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FLIGHT CONTROLS 199
7) Lights - AS REQUIRED NOTE

Under low visibility conditions, landing and taxi lights should be left off due to light reflec-
tions.
8) Radar - AS REQUIRED
9) Surface Deice - CYCLE (as required)
NOTE
If crosswind landing is anticipated, determine Crosswind Component from the PERFORMANCE
section of the POH. Immediately prior to touchdown, lower upwind wing and align the fuselage with
the runway. During rollout, hold aileron control into the wind and maintain directional control with
rudder and brakes. Use propeller reverse as desired.
When Landing Assured:
10) Approach Speed - ESTABLISHED
11) Yaw Damp - OFF
13) Power Levers - IDLE
After Touchdown:
14) Power Levers - LIFT AND SELECT REVERSE
15) Brakes - AS REQUIRED
FLIGHT CONTROL EXPANDED PROCEDURES
OVERSPEED GOVERNOR/RUDDER BOOST TEST
1) Rudder Boost Switch ON
2) Propeller Levers FULL FORWARD
3) Propeller Test Switch HOLD TO TEST
4) Left Power Lever 1,800 RPM

5) Left Overspeed Governor/Rudder Boost CHECK (1,870 ± 40)
6) Left Power Lever IDLE
7) Right Power Lever 1,800 RPM
8) Right Overspeed Governor/Rudder Boost CHECK (1,870 ± 40)
9) Propeller Test Switch RELEASED
Electric Elevator Trim
1) Verify that the ELEV TRIM switch is on.
2) Check operation of the dual-element thumb switches.
WARNING
OPERATION OF THE ELECTRIC TRIM SYSTEM SHOULD OCCUR ONLY BY MOVEMENT
OF PAIRS OF SWITCHES. ANY MOVEMENT OF THE ELEVATOR TRIM WHEEL WHILE
ACTUATING ONLY ONE SWITCH DENOTES A SYSTEM MALFUNCTION. IF A
MALFUNCTION OF THE ELECTRIC TRIM SYSTEM IS INDICATED, ELECTRIC TRIM
MUST BE DISENGAGED AND TRIM CHANGES MADE WITH MANUAL TRIM ONLY.

FLIGHT CONTROLS 201
FLIGHT CONTROLS
QUESTIONS
1) Is rudder boost required to be operative for flight? _____________________________________
______________________________________________________________________________
2) What may be the result if rudder boost and brake deice are used at the same time? ____________
______________________________________________________________________________
3) T or F: The rudder boost system may be tested by advancing the power levers and turning off
one bleed air control switch.
a) True
b) False
4) Where is the rudder boost switch located? ____________________________________________
______________________________________________________________________________
5) List the maximum flap air speeds:
a) Approach flaps KCAS.

b) Full flaps KCAS.
6) Explain how to select 60% flaps. ___________________________________________________

______________________________________________________________________________
7) In what range could you not select intermediate flaps? __________________________________

______________________________________________________________________________
8) Where is the circuit breaker located for flap motor power? How about the control circuit?
______________________________________________________________________________
9) Refer to the emergency procedures. List the procedures for the flap system. _________________
______________________________________________________________________________
10) Is any one of the four flap segments different than the others? ____________________________
______________________________________________________________________________

11) Where is the aileron trim tab located? _______________________________________________

______________________________________________________________________________
12) Where is the electric trim switch located? ____________________________________________

______________________________________________________________________________
13) The flaps have no asymmetrical protection.
a) True
b) False
14) The yaw damper must be operational above what altitude? _______________________________
15) The flight controls are hydraulically operated.
a) True
b) False
16) The wing flaps are:
a) Fowler
b) Split
c) Plain

CH
HAPTER 12
PIITOT
T STA
ATIC
C SY
YSTE M
OBJEC
CTIVES:
After com
mpleting thiss section of the
t work boo
ok, the studeent will be abble to:
1) Id
dentify the major
m compo
onents of the pitot static ssystem.
2) Describe
D how
w the pilot an
nd copilot instruments reeceive pitot aand static pressure.
3) Be
B able to draain the pitot static system
m.
4) Describe
D the alternate staatic source.
PITOT
T AND STA
ATIC PRE
ESSURE SYSTEM
S
The pito
ot and static pressure
p sysstem providees a source oof impact preessure and sttatic air for ooperation
of selecteed flight insttruments. Th
he pitot portiion of the syystem is com
mprised of the pitot mast mounted
on each lower side of the nosee, the wiring
g connectingg the heatinng element oof the mastt into the
electricall system and
d the tubing between thee mast and tthe airspeedd indicators. The impact pressure
entering the masts iss transmitted
d to the duaal airspeed iindicators m
mounted on tthe instrumeent panel
through separate
s tubiing routed along
a each upper
u side off the nose coompartment. Since the ppitot mast
is the low
west point in peed indicattors, the resuultant naturaal drainage eliminates
n each line frrom the airsp
the need for drain vaalves. Two ciircuit breakeer switches oon the left innboard subpaanel control the heat-
ments that prevent the piitot openings in the masst from
ing elem
becoming
g clogged with
w ice. Th
he static porrtion of the system
includes two static ports
p on each
h side of the fuselage aft
ft of the
aft presssure bulkheaad. Lines co
onnect the static ports to the
instrumen
nts in the crew compaartment and
d an alternaate line
supplies static air forr the pilot's instruments should
s the fu
fuselage
static porrts become obstructed.
o T static lines are routted from thee static portss to the top center of
The
the fuselage and imm
mediately ov
ver to the riight side of the fuselagee. They are then routedd forward
FOR TRA
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along the fuselage beneath the windows to the rate-of-climb indicator, altimeter and airspeed
indicator at the instrument panel. The static line drain valves are located behind the access door
located in the lower right flight compartment wall adjacent to the instrument panel. The static lines
should be drained any time the aircraft has been exposed to rain, either on the ground or during
flight. Should abnormal or erratic instrument readings indicate that the normal static source is
restricted; the alternate air source may be utilized. This alternate system supplies static air from the
interior of the aft fuselage. The alternate static air line is routed through the aft pressure bulkhead
forward along the right side of the fuselage to the static air selector valve. This selector valve is
located below the copilot's circuit breaker panel adjacent to the instrument panel. The static air
selector valve is held in the normal position by a clip. The alternate air source is selected by raising
the clip and moving the toggle from NORMAL to ALTERNATE. The pilot's instruments then
function on the alternate air source.
OUTSIDE AIR TEMPERATURE
The outside air temperature indicator is installed in the pilot's overhead panel or the pilot's left
sidewall panel. The indicator dial is on the inside of the compartment with the stem of the instrument
protruding through the skin of the airplane. The instrument is hermetically sealed against dust and
moisture.
The instrument consists of a bimetal element which is attached to the staff and pointer. A hollow
stainless steel stem encloses the element. A sunshield is installed over the stem for protection.

PITOT STATIC SYSTEM 205
PITOT STATIC SYSTEM LIMITATIONS

NONE
PITOT STATIC SYSTEM

EMERGENCY PROCEDURES
NONE
PITOT STATIC SYSTEM

ABNORMAL PROCEDURES
PILOT'S ALTERNATE STATIC AIR SOURCE
THE PILOT'S ALTERNATE STATIC AIR SOURCE SHOULD BE USED FOR CONDITIONS
WHERE THE NORMAL STATIC SOURCE HAS BEEN OBSTRUCTED. When the airplane has
been exposed to moisture and/or icing conditions (especially on the ground), the possibility of
obstructed static ports should be considered. Partial obstructions will result in the rate of climb
indication being sluggish during a climb or descent. Verification of suspected obstruction is possible
by switching to the alternate system and noting a sudden sustained change in rate of climb. This may
be accompanied by abnormal indicated airspeed and altitude changes beyond normal calibrated
differences.
Whenever any obstruction exists in the Normal Static Air System, or when the Alternate Static
Air System is desired for use:
1) Pilot's Static Air Source (right side panel) - ALTERNATE
2) For Airspeed Calibration and Altimeter Correction, refer to the PERFORMANCE section of
the POH.
NOTE
Be certain the static air valve is in the NORMAL position when the alternate system is not needed.

PITOT STATIC SYSTEM
QUESTIONS
1) What are the restrictions against the use of pilot heat? ___________________________________
______________________________________________________________________________
______________________________________________________________________________
2) Describe how L & R pitot masts provide separate pitot pressure to pilot and co-pilot airspeed
indicators. _____________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
3) Where is the location of the emergency (alternate) static source? __________________________

______________________________________________________________________________
______________________________________________________________________________
4) Does this source provide alternate static pressure to pilot and co-pilot or pilot only? ___________
______________________________________________________________________________
______________________________________________________________________________
5) When should the static air line drain petcocks be drained? Why? __________________________
______________________________________________________________________________
______________________________________________________________________________
6) Why would you not drain them in normal flight after leaving a heavy rainstorm? _____________
______________________________________________________________________________
______________________________________________________________________________

CHAPTER 13
OXYGEN SYSTEM
OBJECTIVES
With the use of this training manual the pilot will be able to:
1) Identify the major components which make up the oxygen system.
2) Explain the emergency procedures regarding the use of oxygen.
3) Be familiar with the time of useful consciousness at varying altitudes.
OXYGEN SYSTEM -
A push/pull handle (PULL ON - System READY), located aft of the overhead light control panel,
is used in conjunction with the automatically deployed passenger oxygen system. This handle
operates a cable which opens and closes the shut-off valve located at the oxygen supply bottle in
the aft, unpressurized area of the fuselage. When this handle is pushed in, no oxygen supply is
available anywhere in the airplane. It should be pulled out prior to engine starting to ensure that
oxygen will be immediately available anytime it is needed. When this handle is pulled out, the
primary oxygen supply line is charged with oxygen, provided the oxygen supply bottle is not
empty (Check the oxygen supply pressure gage on the right subpanel and verify that sufficient
oxygen is available for the flight). The primary oxygen supply line delivers oxygen to the two
crew oxygen outlets in the cockpit, to the first aid oxygen outlet in the toilet area, and to the
passenger oxygen system shutoff valve. The crew is provided with diluter-demand, quick-donning
oxygen masks. These masks hang on the aft cockpit partition behind and outboard of the pilot and
copilot seats. They are held in the armed position by spring-tension clips, and can be donned
immediately with one hand. The diluter-demand crew masks 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 - System READY 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
operation: 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% aviators breathing oxygen. However, in the event of smoke
or fumes in the cockpit, the 100% position should be used to prevent the breathing of contaminat-
ed air. For this reason, the selector lever should be left in the 100% position when the masks are
not in use. Anytime the primary oxygen supply line is charged, oxygen can be obtained from the
first aid oxygen mask located in the toilet area, by manually opening the overhead access door
(placarded FIRST AID OXYGEN - PULL) and opening the ON-OFF valve inside the box. A
placard (NOTE: CREW System MUST BE ON) reminds the user that the PULL ON - System
READY handle in the cockpit must be pulled out before oxygen will flow from the first aid
oxygen mask. The passenger oxygen system is of the constant flow type. Anytime the cabin
pressure altitude exceeds approximately 12,500 feet, a barometric-pressure switch automatically
energizes a solenoid which opens the passenger oxygen system shut-off valve. The pilot can open
the valve manually anytime by pulling out the PASSENGER MANUAL Over-RIDE handle,
located aft of the overhead light control panel. Once the passenger oxygen system shut-off valve
has been opened (either automatically or manually), oxygen will flow into the passenger oxygen
supply line, if the primary oxygen system line has been charged (i.e., if the oxygen supply bottle
contains oxygen and the PULL ON - System READY handle in the cockpit is pulled out). When
oxygen flows into
the passenger oxygen system supply line, a pressure-sensitive switch in the line closes a circuit to
illuminate the green PASS OXYGEN ON annunciator on the cautionary/ advisory annunciator
panel. This switch will also cause the cabin lights (all fluorescent lights, the foyer light and the
center baggage compartment light) to illuminate in the full bright mode, regardless of the position
of the interior lights switch placarded CABIN LIGHTS - START BRIGHT - DIM -OFF located on
the copilot's left subpanel. The pressure of the oxygen in the passenger oxygen system supply line
then automatically extends a plunger against each of the passenger oxygen mask dispenser doors,
forcing the doors open. The oxygen masks then drop down about 9 inches below the dispensers.
The lanyard valve pin at the top of the oxygen mask hose must be pulled out in order for oxygen to
flow from the mask. The pin is connected to the oxygen mask via a flexible cord; when the oxygen
mask is pulled down for use, the cord pulls the pin out of the lanyard valve. The lanyard valve pin

OXYGEN SYSTEM 209
must be manually reinserted into the valve in order to stop the flow of oxygen when the mask is no
longer needed. The passenger oxygen can be shut off and the remaining oxygen isolated to the
crew and first aid outlets by pulling the OXYGEN CONTROL circuit breaker in the
ENVIRONMENTAL group on the right side panel, providing the PASSENGER MANUAL
O'RIDE handle is pushed in to the OFF position
AUTO DEPLOYMENT PASSENGER OXYGEN SYSTEM
The auto deployment passenger oxygen system is operated by two push-pull control cables and a
barometric pressure switch. The push-pull control cables are located overhead between the pilots.
On airplanes BB-1444 and after, the push-pull control cables are located on the sides of the control
pedestal. The left control cable operates the oxygen system shutoff valve and places the system in
the ready mode when the knob is pulled. If this handle is pushed in, no oxygen supply is available
anywhere in the airplane The right cable is the passenger manual-override control to the shutoff
valve that manually turns the passenger oxygen on or off. This valve is normally in the OFF
position and will not be used unless the barometric pressure switch fails to operate when the cabin
depressurizes. The barometric pressure switch automatically releases passenger oxygen and
deploys the passenger oxygen masks when the cabin altitude reaches 12,500 feet. The released
oxygen pressure actuates a plunger in each of the oxygen auto deployment boxes which causes the
dispenser door to open and drop the oxygen masks. After the masks are deployed, the oxygen
valve lanyard pin must be pulled for oxygen to flow to each mask. When the masks are no longer
required, the lanyard pin is reinserted to stop the flow of oxygen. After operation by the barometric
pressure switch, the passenger oxygen can be shut off by pulling the oxygen control circuit break-
er. This will limit the remaining oxygen to the crew and first aid outlets.
OXYGEN CYLINDERS
The Auto deployment Oxygen System uses steel oxygen cylinders that are available in four sizes.
The standard system utilizes the 22-cubic-foot cylinder and the optional systems use the 49-, 64-or
the 76-cubic-foot cylinder. The regulators for these cylinders provide a constant flow of 200 LPM at
a pressure of 70 psi. Oxygen cylinders used in the airplane are of two types. Light weight cylinders,
stamped "3HT" on the plate on the side, must be hydrostatically tested every three years and the test

2210 K
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ddate stamped
d on the cyliinder. This bottle
b has a service life
oof 4,380 presssurizations or 24 years, whichever occurs
o first,
aand then must
m be disccarded. Reg
gular weightt cylinders,
sstamped "3A
A" or "3AA
A", must bee hydrostaticcally tested
eevery five years and staamped with the retest daate. Service
llife on these cylinders is not limited.
PILOT TIP
Offensive odors mayy be removed

d from the oxxygen system
m by purgingg.
This
T should be
b accomplisshed anytime the system
m pressure drrops below 550psi.
O
OXYGEN
N PRESSU
URE-SENS
SE SWITC
CH
T
The oxygen pressure-sen
nse switch is
i located in
n the passengger oxygen line in the aft cabin ceeiling.
W
When the paassenger maanual-overrid
de shutoff valve
v is opeened, oxygenn pressure iis released tto the
ooxygen mask
k overhead containers and to the pressure-sennse switch. The actuateed pressure-sense
sswitch will illluminate the PASS OXY
Y ON annun
nciator in thee instrumentt panel advissing the crew
w that
tthe masks are deployed and
a oxygen is
i available to
t the passenngers.
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OXYGEN SYSTEM LIMITATIONS

FILLING THE OXYGEN SYSTEM
When filling the oxygen system, only use Aviator's Breathing Oxygen, MIL-0-27210.
WARNING!
DO NOT USE MEDICAL OR INDUSTRIAL OXYGEN.
IT CONTAINS MOISTURE WHICH CAN CAUSE THE OXYGEN VALVE TO FREEZE.
OXYGEN SYSTEM EMERGENCY PROCEDURES

USE OF OXYGEN
WARNING!
THE FOLLOWING TABLE SETS FORTH THE AVERAGE TIME OF USEFUL
CONSCIOUSNESS (TUC) (TIME FROM ONSET OF HYPOXIA UNTIL
LOSS OF EFFECTIVE PERFORMANCE) AT VARIOUS ALTITUDES.
Cabin Pressure Altitude TUC
35,000 feet 1/2 - 1 minute
30,000 feet 1 - 2 minutes
12- 18,000 feet 30 minutes or more
1) Oxygen System Ready - PULL ON (verify)
2) Crew (Diluter Demand Masks) - DON MASKS

OXYGEN SYSTEM 213
3) Mic Selector - OXYGEN MASK
4) Audio Speaker - ON
6) Passengers - PULL LANYARD PIN, DON MASK
7) Oxygen Duration - CONFIRM (See OXYGEN SYSTEM in Section IV, NORMAL

PROCEDURES for duration tables)
8) First Aid Oxygen - AS REQUIRED
a) Oxygen Compartment - PULL OPEN
b) ON/OFF Valve – ON
c) Mask – DON
AUTO-DEPLOYMENT OXYGEN SYSTEM FAILURE (ALT WARN Annunciator Illumi-

nated, PASS OXY ON Annunciator Not Illuminated)
2) First Aid Mask (if required) - DEPLOY MANUALLY To Isolate Oxygen Supply to the Crew
and First Aid Mask:
3) Oxygen Control Circuit Breaker - PULL
OXYGEN SYSTEM ABNORMAL PROCEDURES

NONE

OXYGEN SYSTEM
QUESTIONS
1) Why is it unnecessary to remove the oxygen filler valve access plate (on the right rear fuselage)
to check oxygen system pressure? __________________________________________________
______________________________________________________________________________
2) What is the normal system pressure for a full bottle? ____________________________________

______________________________________________________________________________
3) List some precautions to observe during oxygen purging or filling _________________________

______________________________________________________________________________
4) Assuming a well-maintained oxygen system, what must the crew do to obtain oxygen? What
must passengers do to obtain oxygen? _______________________________________________
______________________________________________________________________________
______________________________________________________________________________
5) What is the average TUC at 25,000 feet? _____________________________________________
6) It is acceptable to use medical oxygen if aviator’s breathing oxygen is not available:
a) True
b) False
7) If the passenger oxygen masks dropped, the lanyard valve pin at the top of the oxygen mask
hose must be pulled out in order for oxygen to flow from the mask:
a) True
b) False
8) At what cabin altitude will the passenger masks drop automatically? _______________________
9) What is the difference between Normal and 100% on the crew masks? _____________________
______________________________________________________________________________
10) Will pulling the passenger manual over-ride handle turn on the cabin lights? _________________

CH
HAPTER 14
PO
OWE
ER SE
ETTIINGS
S&P
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FOR TRA
AINING PUR
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BE20 - Doug&#39;s King Air 200 Workbook (Rev#1.0-2015.12.01)

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BE20 - Doug&#39;s King Air 200 Workbook (Rev#1.0-2015.12.01)

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King Air 200 Work Book

Published by Executive Flight Training LLC.

CHAPTER 2 ELECTRICAL SYSTEM ......................................................................................... 27

CHAPTER 3 ANNUNCIATOR SYSTEM ..................................................................................... 49

CHAPTER 4 FUEL SYSTEM ......................................................................................................... 53

CHAPTER 5 ENGINE SYSTEM .................................................................................................... 71

CHAPTER 6 PROPELLERS ........................................................................................................ 105

CHAPTER 7 PRESSURIZATION AND ENVIRONMENTAL SYSTEMS............................. 119

CHAPTER 8 LANDING GEAR, TIRES AND BRAKE SYSTEM ........................................... 143

CHAPTER 9 PNEUMATIC AND VACUUM SYSTEM ............................................................ 161

CHAPTER 10 ANTI-ICE SYSTEM ............................................................................................. 171

CHAPTER 11 FLIGHT CONTROLS .......................................................................................... 189

CHAPTER 12 PITOT STATIC SYSTEM ................................................................................... 203

CHAPTER 13 OXYGEN SYSTEM .............................................................................................. 207

CHAPTER 14 POWER SETTINGS & PROFILES ................................................................... 215

After com t chapter, you should be able to:

Fuselage Wing Sectioon

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The nosee section of the

The pilott’s seats are adjustable both

The quicck donning oxygen

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The armrrests can be raised and lowered

Hand helld fire exting

The aircrraft is equip

Storage and Dispen

d to the airfframe by a hinge at thee bottom off the door. T

To close the door fro

To close the door fro

Note: Some King Airr models hav

Interior dividers are provided by curtains or panels.

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FOR TRAINING PURPOSES ONLY www.Kingairtraining.com

FOR TRAINING PURPOSES ONLY www.Kingairtraining.com

AIRSPEEDS FOR SAFE OPERATTON (12,500 LBS)

Maximum Demonstrated Crosswind Component ............................................................... 25 Knots

Flaps Down ............................................................................................................. 103 Knots

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Maximum Ramp Weight 12,590 pounds

Maximum Take-off Weight: 12,500 pounds

Maximum Landing Weight 12,500 pounds

Maximum Zero Fuel Weight 11,000 pounds

Maximum Weight in Baggage Compartment:

BB-1091 and after:

When Equipped with Fold-up Seats 510 pounds

When Not Equipped with Fold-up Seats 550 pounds

When Equipped with Fold-up Seats 370 pounds

When Not Equipped with Fold-up Seats 410 pounds

CENTER OF GRAVITY LIMITS

196.4 inches aft of datum at all weights

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1. Fly the airplane.

2. Identify the emergency.

3. Complete the appropriate checklist.

BOLD TYPE INDICATES MEMORY ITEMS!

CABIN OR CARGO UNLOCKED (CABIN DOOR Annunciator)

If the CABIN DOOR Annunciator illuminates, or If an Unlatched Airstair/Cargo Door is Suspected.

1. All Occupants - SEATED WITH SEAT BELTS SECURELY FASTENED

2. Cabin Sign - NO SMOKE & FSB

3. Cabin Differential Pressure - REDUCE TO LOWEST VALUE PRACTICAL (zero pre-

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• Emergeency Exit Haandle - PULL

The outsside handle may

EXPANDED GENERAL PROCEDURES

BE20 - Doug's King Air 200 Workbook (Rev#1.0-2015.12.01)

BE20 - Doug's King Air 200 Workbook (Rev#1.0-2015.12.01)

4) Hand held fire extinguishers are located and