Raytheon Aircraft Beech King Air C90 SECTION III EMERGENCY PROCEDURES TABLE OF CONTENTS SUBJECT PAGE Emergency Airspeeds cotcteeteeees Pees) Engine Failure cette a 33 Emergency Engine Shutdown 4 33 Engine Torque Increase-Unscheduled - : 33 Engine Fire in Flight 33 Engine Failure in Fight 33 lumination of Magnetic Ghip Detector Annuncator 33 Engine Fire On Ground 33 Engine Fallure During Ground Roll... aa Engine Failure After Lit-Off a a Engine Fare in Fight Below Minimum Gre-Enireioperatve Coa Speed (Visca) a4 Engine Flameout (2nd Engine). a5 Air Start. 35 Starter Assist 35 Windmiling Engine and Propeller (No Starter Assit) 36 ‘Smoke and Fume Elimination. 36 Electrical Smoke or Fre 36 Environmental System Smoke or Fumes : 37 Emergency Descent . 37 Glide 38 Landing Emergencies 38 One-Engine-Inoperative Landing 38 (One-Engine-Inoperative Go-Around 38 Systems Emergencies. 38 Engine Oil System . . 38 Low Oil Pressure. 38 Fuel 39 Boost Pump Failure a 39 issied (Emergency On Engine inoperative | Operation) - 39 ‘To Discontinue Crossieed....... : 39 Electrical System Failure mo : Lo s10 Generator inoperative (OC GEN annunciator ight on) «= co 340 Excessive Loadmeter Indication (over 1.0) ae 2310 Circuit Breaker Tripped pomenerneen at 310 ‘Subpanel Feeder Circuit Breaker Tripped. 5 340 Inverter Inoperative (Inverter Annunciator, iturinated) 310 Flight Controls... at ‘Unscheduled Electic Elevator Tam aa Landing Gear Manual Extension - c Bo Bat Landing Gear Retraction Atter Practice Manual Extension : 3a Environmental Systems a2 Pressutization System. Reon a 342 Loss of Pressurization : 342 Ice Protection System. a , none a2 Electrothermal Propelier Deice Armmeter . 342 Static Air System 343 Pilot's Emergency State Air Source... ss. .vcssseveeeeee : 343 Emergency Exit — . - 343 lumination of Cabin Door Warning Light... 343 Cracked Windshield cones 344 December, 1998, oBeech King Air C90 32 SECTION IIL EMERGENCY PROCEDURES ‘TABLE OF CONTENTS (CONT'D) ‘SUBJECT ‘Simulating One-Engine-Inoperative (Zero Thrust) Spins ‘Severe Icing Conditions (Alternate Method of Compliance With FAA AD 96-04-24) Raytheon Aircraft PAGE a4 14 345 December, 1998,BEECHCRAFT King Air C90 Section i LJ-668 and after except LJ-670 Emergency Procedures. All airspeeds quoted in this section are indicated airspeeds (IAS) and assume zero instrument error. EMERGENCY AIRSPEEDS Air Minimum Control Speed (Vc). sons Best Angle-f-Cimb Speed - One Engine lope'ative (V3) nnn 100k Best Rate Climb Speed - One Engine operative (Vy) 07k Intentional One-Engine noperative Speed (Vsge). 97s Maximum Range Glide Speed ae | ENGINE FAILURE EMERGENCY ENGINE SHUTDOWN “ENGINE TORQUE INCREASE - UNSCHEDULED (Ground or Flight) (Not Responsive to Power Lever Movement) “ENGINE FIRE IN FLIGHT -ENGINE FAILURE IN FLIGHT “ILLUMINATION OF MAGNETIC CHIP DETECTOR ANNUNCIATOR Affected Engine: Condition Lever - CUT-OFF Propeller Lever - FEATHER Fuel Firewall Valve - CLOSED Fire Extinguisher - ACTUATE (if required) Clean-up (inoperative engine): Bleed Air Valve - AS REQUIRED Engine Auto Ignition - OFF Boost Pump - OFF Fuel Transfer Pump - OFF Crossteed - CLOSED Generator - OFF Fuel Control Heat - OFF ‘Autoteather Switch - OFF Propeller Synchrophaser - OFF 6. Electrical Load - MONITOR ENGINE FIRE ON GROUND Allected Engine: Condition Lever - CUT-OFF Fuel Firewall Valve - CLOSED Starter Switch - STARTER ONLY Boost Pump - OFF Fuel Transfer Pump - OFF Crossfeed - CLOSED Fire Extinguisher - ACTUATE (as required) CAUTION This fire extinguisher is a single-shot system, with one cylinder for each engine, February 1982 33Section Emergency Procedures a8 BEECHCRAFT King Air C90 1L0-668 and atter except LJ-670 ENGINE FAILURE DURING GROUND ROLL 1 2 Power Levers = IDLE Brakes - AS REQUIRED Wf Insutticient Runway Remains for Stopping: 3. Condition Levers - CUT-OFF 4 Fuel Firewall Valves - CLOSED 5. Master Switch - OFF (Gang bar down) 6. Boost Pumps - OFF ENGINE FAILURE AFTER LIFT-OFF (If conditions preclude an immediate landing) ENGINE FAILURE IN FLIGHT BELOW MINIMUM ONE-ENGINE-INOPERATIVE CONTROL. Power - MAXIMUM ALLOWABLE Propeller RPM (operative engine) - FULL INCREASE Airspeed - MAINTAIN (take-off speed or above) Landing Gear - UP Power Lever (inoperative engine) - IDLE NOTE It the autofeather system 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. Propeller (inoperative engine) - FEATHER ‘Airspeed - BEST RATE-OF-CLIMB SPEED (after cbstacie clearance altitude is reached) Clean-up (inoperative engine): Condition Lever - CUT-OFF Bleed Air Valve - AS REQUIRED Engine Auto Ignition - OFF Fue! Firewall Valve - CLOSED Boost Pump - OFF Fuel Transfer Pump - OFF Crossteed - CLOSED Generator - OFF Fuel Control Heat - OFF Autofeather Switch - OFF Propeller Synchrophaser - OFF Electrical Load - MONITOR SPEED (Vca) Reduce power on operative engine as required to maintain control Lower nose to accelerate above minimum control speed ‘Adjust power as required ‘Secure affected engine as in EMERGENCY ENGINE SHUTDOWN.BEECHCRAFT King Air C90 1L0-668 and atter except L670 Emergency Procedures ENGINE FLAME-OUT (2nd Engine) 1. Power Lever - IDLE 2. Propeller - DO NOT FEATHER 3. Condition Lever - CUT-OFF 4. Conduct Air Start Procedures NOTE ‘The propelier will not unfeather without engine operating. AIR START STARTER ASSIST CAUTION ‘The pilot should determine the reason for engine failure before attempting an 1 12 13 14. ‘April 1980 air start Above 20,000 feet, stars tend to be hotter. During engine acceleration to idle ‘speed, it may become necessary io move the condition lever periodically into CUT-OFF in order to avoid over-lemperature, All electrical loads that are not consistent with fight conditions should be reduced, Cabin Temp Mode - OFF, Blower - AUTO Rladar - STANDBY or OFF Windshield Heat - OFF Power Lever - IDLE Condition Lever - CUT-OFF Fuel Panel - CHECK: a. Fuel Firewall Valve - OPEN b. Boost Pump - ON c. Transfer Pump - ON d. Crossfeed - AUTO NOTE If conditions permit, retard operative engine ITT to 60° below redline to reduce the possibilty of exceeding ITT limit. Cross-generator air starts normally increase ITT about 50°C on operating engine. Ignition and Engine Start Swch - ON (up); Check IGNITION light - ON Condition Lever - LOW IDLE (8 seconds atter start switch ON) Ignition and Engine Start Switch - OFF (Ny above 51%) Generator - RESET momentarily, then ON NOTE {In order to tur the generator ON, the generator control switch must first be held upward in the spring-loaded RESET position for a minimum of one second, then released to the ON position. Propeller - AS REQUIRED Power Lever - AS REQUIRED Fuel Control Heat - ON Electrical Equipment - AS REQUIRED 35Section i BEECHCRAFT King Air C90 Emergency Procedures 1LU-668 and after except LJ-670 WINDMILLING ENGINE AND PROPELLER (No Starter Assist) Cabin Temp Mode - OFF; Blower - AUTO Radar - STANDBY or OFF Windshield Heat - OFF Power Lever - IDLE Propeller - 2200 RPM Condition Lever - CUT-OFF Fuel Panel - CHECK Fuel Firewall Valve - OPEN Boost Pump - ON Transfer Pump - ON Crossfeed - AUTO 8, Generator (inoperative engine) - OFF 9. Airspeed - 140 knots minimum 10. Alitude - BELOW 20,000 FEET 11. Auto-igntion Switch - ARM 12. Condition Lever - LOW IDLE (8 seconds after auto ignition is armed) 13. Power and Propeller Levers - AS REQUIRED (atter ITT has peaked) 14. Generator - RESET momentarily, then ON 15. Auto Ignition Switch - OFF 16. Fuel Control Heat - ON 17. Electrical Equipment - AS REQUIRED ‘SMOKE AND FUME ELIMINATION ‘Attempt to identify the source of smoke oF fumes. Stoke associated wilh elecrical 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 imitating to the nose and eyes. ELECTRICAL SMOKE OR FIRE 1, Oxygen ‘a. Oxygen Control Handle - PULL ON b. Masks - PLUG IN, DON MASKS Cabin Temp Mode - OFF Vent Blower - AUTO ‘Avionics Master - OFF Nonessential Electrical Equipment - OFF It Fire or Smoke Ceases: 2. Individually restore avionics and equipment previously turned off b. Isolate defective equipment. 1" Fire or Smoke Persists: a Cabin Pressure Switch - DUMP b. Land as soon as practical NOTE ‘Opening a storm window (after depressurzing) will faciltate smoke and fume removal. 36 April 1980BEECHCRAFT King Air C90 ‘Section il {LJ-668 and after exeept LJ-670 Emergency Procedures. ENVIRONMENTAL SYSTEM SMOKE OR FUMES 1. Oxygen - ‘a Oxygen Control Handle - PULL ON b. Masks - PLUG IN, DON MASKS: Cabin Temp Mode - OFF Vent Blower - Hi Left Bleed Air Valve - CLOSED 11 Smoke Decreases: Continue operation with left bleed air of. 1 Smoke Does Not Decrease: a Left Bleed Air Valve - OPEN b. Right Bleed Air Valve - CLOSED cI smoke decreases, continue operation with right bleed air off NOTE Each bleed air valve must remain dosed long enough to allow ime for smoke purging to positively identity the smoke source. EMERGENCY DESCENT Power Levers - IDLE Propeller Controls - FULL INCREASE RPM Wing Flaps - APPROACH Landing Gear - EXTEND ‘Airspeed - 156 KNOTS, MAXIMUM GUIDE 1. Landing Gear - UP 2 Wing Flaps - UP (0%) WARNING Determine that procedures for re-starting first and second failed engines are ineffective before feathering second engine propeller. 3. Propellers - FEATHERED 4. Airspeed - 125 KNOTS 1 February 1982 a7Section it BEECHCRAFT King Air C90 Emergency Procedures 1L0-668 and after except LJ-670 38 LANDING EMERGENCIES ONE-ENGINE-INOPERATIVE LANDING When it is certain that the ffeld can be reached: Flaps - APPROACH Landing Gear - DOWN Propeller Control - FULL FORWARD Airspeed - 110 KNOTS sens When it is certain there is no possibilty of go-around: 5. Flaps - DOWN 6. Airspeed - 100 KNOTS 7. Execute Normal Landing NOTE Single-engine reverse thrust may be used with caution after touchdown on ‘smooth, dry, paved surfaces. ONE-ENGINE-INOPERATIVE GO-AROUND Power - MAXIMUM ALLOWABLE Flaps - UP Landing Gear - UP Airspeed - 107 KNOTS pene WARNING Level flight might not be possible for certain combinations of weight, temperature, and altitude. In any event, DO NOT attempt a one-engine go- around after flaps have been fully extended, SYSTEMS EMERGENCIES ENGINE OIL SYSTEM LOW Ol. PRESSURE Oil pressure values between 40 and 80 psi are undesirabe; they should be tolerated only for the completion of the flight, and then only at a reduced power setting. Ol pressure values below 40 psi are unsafe; they require either that the engine be shut down, or that a landing be made as soon as possible, using the minimum power required to sustain flight. ‘April 1980BEECHCRAFT King Air C90 Section il LJ-668 and atter except LJ-670 Emergency Procedures FUEL BOOST PUMP FAILURE NOTE With crossfeed in AUTO, a boos! pump failure will be denoted only by the ilumination of the FUEL CROSSFEED light. To identify the failed boost pump, ‘momentarily place the crossteed in the OFF position. The FUEL PRESSURE light on the side of the failed boost pump will iluminate. Then place the ccrossfeed switch in the ON positon. The FUEL PRESSURE light will then extinguish. 1. lnoperative Fuel Boost Pump - OFF 2. Determine whether continuation of fight with crossteed open is possible, CAUTION It crossfeed is discontinued, excessive power fluctuations may be experienced; open crossteed immediately. ‘3. To continue fight with crossteed closed, satisfactory operation may be obtained by: 2 Reducing power b. Descending to a lower altitude ©. Waiting for fuel to cool NOTE ‘Accumulated time of operation with boost pump inoperative is limited to ten hours. CROSSFEED (EMERGENCY-ONE-ENGINE-INOPERATIVE OPERATION) Fue! Boost Pumps - ON Transfer Pumps - ON Crossteed - OPEN, Check light - ON Fuel Boost Pump (non-feeding tank) - OFF (Check respective FUEL PRESSURE light out) TO DISCONTINUE CROSSFEED: 1. Both Fuel Boost Pumps - ON 2. Crossteed Switch - CLOSED 3. Fuel Boost Pump (inoperative engine) - OFFSection it BEECHCRAFT King Air C90 Emergency Procedures L1-668 and after except LI-670 ELECTRICAL SYSTEM FAILURE GENERATOR INOPERATIVE (DC GEN annunciator light on) 1. Generator Switch - Prior to LJ-678: OFF then ON + L678 and after: RESET momentarily then ON NOTE On serials L/-678 and after: In order to tum the generator ON, the generator, Control switch must first be held upward in the spring-loaded RESET position for a minimum of one second, then released to the ON position. 1 generator will not reset 2. Generator Switch - OFF 3. Operating Generator - DO NOT EXCEED 1.0 LOAD EXCESSIVE LOADMETER INDICATION (over 1.0) 1. Battery Switch - OFF (Monitor Loadmeter) 1M loadmeter stil indicates above 1.0: 2. Nonessential Electrical Equipment - OFF 11 loadmeter indicates 1.0 or below: 3. Battery Switch - ON CIRCUIT BREAKER TRIPPED 1. Nonessential Circuit - 00 NOT RESET IN FLIGHT 2. Essential Circuit a. Circuit Breaker - PUSH TO RESET If Circuit Breaker trips again - DO NOT RESET ‘SUBPANEL FEEDER CIRCUIT BREAKER TRIPPED (Iuel panel bus feeders and right circuit breaker pane! bus feeders) — A short is indicated; DO NOT RESET IN FLIGHT NOTE ‘The items that may be inoperative can be determined from the power distribution schematic INVERTER INOPERATIVE (Inverter Annunciator, luminated) = Select the other inverter 310 ‘April 1980BEECHCRAFT King Air C90 Section tt 1LJ-668 and atter except LJ-670 Emergency Procedures FLIGHT CONTROLS UNSCHEDULED ELECTRIC ELEVATOR TRIM 1. Airplane Attitude - MAINTAIN (using elevator contro!) 2. Control Wheel Disconnect Switch - DEPRESS FULLY (2nd level) NOTE ‘Autopilot will disengage when the disconnect switch is depressed. 3. Manually Retrim Aipplane 4. ELEV TAB Control Switch (Pedestal) - OFF CAUTION DO NOT reactivate electric rim system until cause of matfunction has been determines. LANDING GEAR MANUAL EXTENSION Airspeed - ESTABLISH 120 KNOTS Landing Gear Relay Circuit Breaker (copilt's subpane!) - PULL Landing Gear Switch Handle - DOWN Emergency Engage Handle - LIFT AND TURN CLOCKWISE TO THE STOP TO ENGAGE Extension Lever - PUMP up and down untl the 3 green GEAR DOWN lights are illuminated, CAUTION ‘Stop pumping when the 3 green GEAR DOWN lights illuminate. Further movernent of the handle could damage the drive mechanism and prevent subsequent electrical gear retraction, WARNING It for any reason the green GEAR DOWN lights do not illuminate (e.g, in case of an electrical system failure), continue pumping until sufficient resistance is felt to ensure that the gear is down and locked, even though this procedure may damage the drive mechanism, ‘After an emergency landing gear extension has been made, do not stow pump handle, move any landing gear sontrols, or reset any switches or circuit ‘breakers until the aitplane is on jacks, since the failure may have been in the (gear-up circuit and the gear might retract on the ground. The landing gear ‘cannot be retracted manually, LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION Alter 2 practice manual extension of the landing gear, the gear may be retracted electricaly as follows: Emergency Engage Handle - ROTATE COUNTERCLOCKWISE AND PUSH DOWN Extension Lever - STOW. Landing Gear Control Circuit Breaker (copila's subpanel) - PUSH IN Landing Gear Switch Handle - UP April 1980 an‘Section tt BEECHCRAFT King Air C90 Emergency Procedures 1L-668 and atter except LJ-670 312 ENVIRONMENTAL SYSTEMS PRESSURIZATION SYSTEM Anytime the ditferential pressure goes into the Red Arc: 1. Cabin Altitude Controller - SELECT HIGHER SETTING 1" condition persists 2. Bleed Air Valves - CLOSED 3. Cabin Pressure Switch - DUMP (after cabin is depressurized) 4. Bleed Air Valves - OPEN LOSS OF PRESSURIZATION In the event that oxygen is required, don oxygen masks. NOTE ‘The following table sets forth the average time of useful consciousness (time ‘rom onset of hypoxia until loss of effective performance) at various altitudes. 30,000 feet bo 1102 minutes 128,000 feet. ——— 24112103 minutes 25,000 feet no nsnan a 3105 minutes 22,000 feet nnn seen 51010 MNUtES 12-18,000 feet. snus 80 minutes Or More ICE PROTECTION SYSTEM ELECTROTHERMAL PROPELLER DEICE AMMETER ‘Operation in icing conditions with abnormal readings on the deice ammeter are not recommended and ice removal cannot be assured. Normal Operation: 14 to 18 Amperes. 1. Zero Amps: a. Breaker Switch - CHECK b. IT OFF, reposition to ON after 30 seconds ION with zero amps, system is inoperative. Position switch OFF. 2. Zero to 14 Amps: ‘a Continue operation . If propeller imbalance occurs, increase rpm briefly to aid in ice removal 3. 18 to 23 Amps: Continue operation b. I propelier imbalance occurs, increase rpm biielly to aid in ice removal. 4. More than 23 Amps: '@ Avoid icing conditions, since continued operation of the system cannot be assured. b. Do not operate the system, except in emergencies, © Restrict time of operation to a minimum. ‘April 1980BEECHCRAFT King Air C90 Section it 1L0-668 and after except LJ-670 Emergency Procedures STATIC AIR SYSTEM PILOT'S EMERGENCY STATIC AIR SOURCE THE EMERGENCY STATIC AIR SOURCE SHOULD BE USED FOR CONDITIONS WHERE THE NORMAL STATIC SOURCE HAS BEEN OBSTRUCTED. When the airplane has been exposed 10 moisture andior icing conditions (especially on the ground), the possibilty 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 emergency system and noting 2 sudden sustained change in rate of climb. This may be accomipanied by abnormal indicated airspeed {and altitude changes beyond normal calibration itferences, Whenever any obstruction exists in the Normal Static Air System, or the Emergency Static Air System is desired for use 1. Pilot's Emergency Static Air Source (right sde pane!) - ALTERNATE 2. For Airspeed Calibration and Altimeter Correction, refer to the PERFORMANCE Section When the Emergency Static Air Source is not needed: 1. Emergency Static Air Source - NORMAL pesition EMERGENCY EXIT ‘The third right cabin window is the EMERGENCY EXIT hatch, (CAUTION Do not open Emergency Ext Hatch when cabin is pressurized. 1. Emergency Release Hatch Cover - OPEN 2. Release Bution - PUSH (if release button wil not push PULL hooks to overcome residual friction and then PUSH the release button) 3. PULL handle and PUSH out hatch ILLUMINATION OF CABIN DOOR WARNING LIGHT WARNING Do not attempt to check the securty of the cabin door. Remain as far from the door as possible with seat belts securely fastened until the airplane has landed, 1. If cabin door warning light on annunciator panel indicates that cabin door may not be secure, epressurize cabin (consider altitude firs) by activating cabin pressurization dump switch on pedestal 2. Do not atiempt to check cabin door for secuity until cabin is depressurized and the airplane is on the ‘ground. ‘3. Check security of cabin door (on the ground) by liting cabin door step and checking position of arm and plunger. If unlocked positon of arm is indicated, tur door handle toward locked position until arm and plunger are in position. April 1980 343Section I BEECHCRAFT King Air C90 Emergency Procedures 10-668 and after except L670 CRACKED WINDSHIELD 1. If itis positively determined that the crack is on the outer panel, no action is required. CAUTION Windshield wipers may be damaged i used on cracked outer panel. Heating elements may be inoperative in area of crack 2. Hit is determined that the crack is on the inner panel, descend or reset the pressurization controier to achieve psi or less differential pressure within ten minutes. Visibility through the windshield may be significantly impaired, SIMULATING ONE-ENGINE-INOPERATIVE (ZERO THRUST) When establishing zero thrust operation, use the power setting listed below. By using this power setting to establish zero thrust, one avoids the inherent delays of restarting a shut down engine and preserves almost instant power to counter any attendant hazard 1. Propetier - 1800 HPM 2. Power Lever - SET 100 fhibs torque NOTE Tris setting will approximate Zero Thrust a: low altitudes using recommended ‘One-Engine-Inoperative Cimb speeds. SPINS Wa spin is entered inaavertenty: Immediately move the control column full forward, apply full rudder opposite to the direction ofthe spin, and reduce power on both engines to idle. These three actions should be done as nearly simuttaneously as possible; then continue to hold this contro! position until rotation stops and then neutralize all controls and execute a smooth pullout. Allerons should be neutral during recovery. NOTE Federal Aviation Administration Reguiations do not require spin demonstration of airplanes of this weight; therefore, no spin tests have been conducted, The recovery technique is based on the best available information, a4 ‘April 1980Raytheon Aircraft eaeeen at ensaonny rrsceaned SEVERE ICING CONDITIONS (Alternate Method Of Compliance With FAA AD 98-04-24) THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING: + Visible rain at temperatures below 0 degrees Calsius ambient air temperature. + Droplets that splash or splatter on impact at torpperatures below 0 degrees Celsius ambient air temper- ature, PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT: These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient temperature, While severe icing may form at temperatures as cold as -18 degrees Celsius, increased viglance is warranted at temperatures around freezing with visible moisture present. Ifthe visual cues specified in the Limitations Section for identitying severe icing conditions are observed, accomplish the following} 1. Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the severe icing conditions in order to avoid extended exposure to fight conditions more severe than those for which the airplane has been certificated. ‘Avoid abrupt and excessive maneuvering that may exacerbate control dificulties. Do not engage the autopilot. Ifthe autopilot is engaged, hold the control wheel firmly and disengage the autopilot. f an unusual roll response or uncommanded roll control movement is observed, reduce the angle-of- attack. 6. Do not extend flaps when holding in icing conditions. Operation with flaps extended can result in a reduced wing angle-ot-attack, with the possibilty of ice forming on the upper surface further aft on the wing than normal, possibly af of the protected area, Ifthe flaps are extended, do not retract them until the airrame is clear of ice. Report these weather conditions to Air Trafic Control December, 1998 345secseen ererpeny Procedures Raytheon Aircraft THIS PAGE INTENTIONALLY LEFT BLANK 316 December, 1998