BEECHCRAFT KING AIR C90 14-668 and after except LI.670 SECTION VII SYSTEMS DESCRIPTIONS TABLE OF CONTENTS ‘SUBJECT Airrame General Description - Seating Arrangements. Flight Controls Control Surfaces : ‘Operating Mechanism Manual Elevator Trim... Electric Elevator Trim (Optional). Instrument Panel Typical tlustrations (Overhead Light Control Panel Instrument Panel (Prior to LJ-800), Fuel Control Panel (Prior to LJ-808).. Pedestal (Prior to L800). Right Side Panel (Overhead Light Control Panel Instrument Panel (LJ-200 and after) Fuel Control Panel (LJ.808 and after) Pedestal (LJ-800 and after) Right Side Panel ‘Annunciator System ‘Annunciator Pane! Fight Instruments. Ground Control Wing Flaps. Landing Gear... ‘Manual Landing Gear Extension Brake System. Ties. Warning Horn, Baggage Compartments ‘Aft Compartment... Nose Compartment Seats, Seatbelts, and Shoulder Hamesses Seats Flight Deck Cabin. Toilet Seatbelts Shoulder Harness Flight Deck (LJ-674 and atten) Cabin (LJ-683 and ater) Toilet (Optional L688 and ater) ‘April 1980 PAGE 78 75 75 78 75 75 79 7-40 71 71 TAZ 7412 742 743 743, 743 743 743 743 74 a4 744 744 718 ms‘Section Vit ‘Systems Descriptions 72 SUBJECT Doors, Windows, and Exits ‘Airstair Entrance Door. Emergency Exit Interior Dividers. Cabin Windows. Polarized Interior Windows... Controt Locks, ‘Control Lock installation Power Plant... Engine Cutaway View Torquemeter.... Propulsion System Controls, Power Levers. Propeller Levers Condition Levers. Propeller Reversing Friction Locks Engine Instrumentation Engine Lubrication System ‘Magnetic Chip Detector Starting and ignition System. ‘Auto Ignition. Induction Air System Ice Protection Engine Air Inlet. lee Vanes (Inertial Separator System) Engine Ice Vane Installation Oit-to-Fuel Heat Exchanger... Fuel Control Heat Fuel Control. Fire Detection System : - ‘Smoke and Fire Detection System Schematic. Fire Extinguisher System Schematic. Fire Extinguisher System Propeller Reversing Propeller. Propeller Governors (Reversing) Fuel Toping Governor 'Non-Reversing Propeller, ‘Autofeather System. Low Pitch Stops. Propeller Synchrophaser. Fuel System, Boost Pumps. Fuel Transfer Pumps. Fuel System Schematic. Crossfeed. Firewall Shut-Off Fuel Drains, Fuel Filer Fuel Gaging System Fuel Drain Collector System (Prior o LJ-801) Fuel Purge System (LJ.901 and after). Use of Aviation Gasoline BEECHCRAFT King Air C90 1LJ-668 and after except LJ-670 PAGE 724 7.28 725 725 725 728 7-26 728 ‘April 1980BEECHCRAFT King Air C90 1LJ-668 and after except LJ-670 ‘SUBJECT Electrical System Battery and Generator. Power Distribution Schematic = 800 and ater) VoluFreq Meter... Voltage Reguiators. Current Limiters, VoltLoadmeters. ‘Nickel-Cadmium Battery Charge Current Detector. ower Disttson Schema (ror 1080) Extemal POWEr nnn StarteGenerator Starter. Generator. Lighting Systems Fight Deck... Cabin. Exterior. Environmental System Pressurization System sa. oe Flow Control Units Bleed Air Flow Control Unit. Sehematic. : Unpressurized Ventilation ‘Oxygen System Engine Bleed Air Pneumatic System... ‘Stall Waming System. Ice Protection Systems Windshield Antce.... Propeller Deice System. ...n0rom Propeller Deice Schematic... Surface Deice System. ‘Surface Deice Schematic. Pitot Mast Heaton Stall Warning Ant-lce. Fuel Heat rn ‘Aprit 1980 Section Vil ‘Systems Description PAGE 7-26 727 7-28 728 “7-28 7-28 7-28 7-29 7-30 7-30 7-30 7-30 7-30 “731 on 781 7-31 73Section Vit Systems Description SUBJECT Comfort Features Toilet Relief Tubes... Cabin Features Fire Extinguisher Storm Windows. Windshield Wipers To BEECHCRAFT King Air C90 1LU-668 and after except LJ-670 PAGE 7-39 7-39 7-40 7-40 7-40 ‘April 1980BEECHCRAFT King Air C90 1LJ-668 and after except LJ-670 AIRFRAME GENERAL DESCRIPTION ‘The BEECHCRAFT King Air C90 is an all-metal, iow-wing, ‘twin-engine turboprop airplane with retractable landing gear SEATING ARRANGEMENTS “The King Air C90 is a 6- to 10-place airplane. The pilot anc copilot seats are mounted in a separate forwar ‘compartment. Various configurations of passenger chair arrangements, front facing and aft facing and the optiona ‘couch installation may be installed on the continuous tracks mounted on the cabin floor. For additional information see “Cabin Arrangement Diagram” in Section VI, WEIGHT AND BALANCE EQUIPMENT LIST. FLIGHT CONTROLS CONTROL SURFACES The airplane is equipped with conventional ailerons, elevators, and rudder for rol, pitch, and yaw contro. OPERATING MECHANISMS “The airplane is equipped with dual controls forthe pilot ang copilot. The ailerons and elevators are operated by control ‘wheels interconnected by a T-bar. The rudder pedals are interconnected by linkage below the floor. These systems are connected to the control surfaces through push-fod and ccable-and-bellcrank systems. Rudder, elevator, and aileron ‘rim are adjustable with controls mounted on the center pedestal. A position indicator for each of the trim tabs is imegrated with its respective contol MANUAL ELEVATOR TRIM Manual control of the elevator trim is accomplished with hhandwheel located on the left side of the pedestal. Its @ conventional trim wheel which is rolled forward for nose- down trim, and aft for nose-up trim. ELECTRIC ELEVATOR TRIM (OPTIONAL) The electric elevator-trim system, if installed, is controlled by an ELEV TAB CONTROL - ON - OFF switch located on the pedestal, a dual-element thumb switch on each contro! ‘Wheel, and a trim-disconnect switch on each control wheel, A PITCH TRIM circuit breaker protects the system. The ELEV TAB CONTROL switch must be ON for the system te ‘operate. Both elements of either dualelement thumb switch ‘must be simultaneously moved forward to achieve nose: down trim, aft for nose-up trim; when released, they return April 1980 Section vit Systems Description to the center (ot) poston. Any activation of the trim system by the copits thumb switch can be overrden by the pilo's thumb switch. No one switch element will activate the system, Moving the two switch elements on ether the pilot's 0 the copies contol wheel in opposite drections should ‘not activate the system; onl the simultaneous movement of 2 pair of switch elements in the same direcions should activate the electric elevatrsrim system. ‘A bi-level, push-button, momentary-on, trim-disconnect ‘switch is located inboard of the dual-element thumb switch ‘on the outboard grip of each control wheel. The electric ‘elevator-trim system can be disconnected by depressing either of these switches. If an autopilot is installed, depressing either trim-disconnect switch to the first of the ‘wo levels disconnects the autopilot; depressing the switch to the second level disconnects the autopilot, and the ‘electric elevator-trim system. if an autopilot is not installed, depressing the switch fo the fist level does not do anything, ‘depressing the switch to the second level disconnects the ‘electric elevator-trim system. A red annunciator on the _annunciator panel, identified: A/P TRIM FAIL, alerts the pilot whenever the system has been disabled with a trim- disconnect switch and the ELEV TAB CONTROL switch is ‘ON. The system can be reset by cyciing the ELEV TAB CONTROL switch on the pedestal from ON to OFF, then to (ON again. The manual-trim control wheel can be used to cchange the trim anytime, whether or not the electri-trim system is in the operative mode. INSTRUMENT PANEL Flight instruments are arranged in a group directly in front of the pilot and the copilot. Complete pilot and copilot fight instrumentation is available, including dual navigation systems, two course indicators, dual gyro horizons, and dual tum and slip indicators. The pilot's subpanel contains groups of switches, ignition, engine starting, exterior lights, and icing protection systems. ‘The copilot subpanel contains the landing gear control handle, the environmental controls and circuit breakers. ‘The operation and use of the instruments, lights, switches, and controls located on the instrument panel is explained lnder the systems descriptions relating to the subject items. ANNUNCIATOR SYSTEM ‘The annunciator system consists of an annunciator panel Centrally located in the glareshield, an annunciator panel dimming control, a press-1o-test switch, and a fault waming light. The illumination of a green or yellow annunciator light will not trigger the fault warning system but a red annunciator will actuate the faut warning flasher. The dimming control is located adjacent to the press-to-test switch and may be used to increase or decrease the intensity of the annunciator indicator lights to the desired 15Section vil BEECHCRAFT King Air C90 Systems Description 1LJ-668 and after except LJ-670 i 8 "@ ®t OQ H@ vf (Prior to LJ-800) 1Oire® TYPICAL INSTRUMENT PANEL PD@ KO Ie! ;(808-17 91 40144) TANVd 1O¥LNOD 134 Section Vil ‘Systems Description Air C90 MAFT King 1L0-668 and after except Li-670 BEECHCR:BEECHCRAFT King Air C90 1LJ-668 and after except LJ-670 ‘Systems Description Section Vil eosroso (aye pue 008-7) TANYd LNFIWNYLSNI WWOIdAL April 1980BEECHCRAFT King Air C90 1L0-668 and after except L670 ‘April 1980Section vit ‘Systems Description level In the event of a fault, a signal is directed to the respective ‘channel in the annunciator panel and lamp intensity rises 10 the highest level. If the fault requires the immediate attention of the pilot, the fault warning light will flash. The flashing fault warning light may be extinguished by pressing the face of the light to reset the circuit, and i the fault is not, (cannot be, corrected, the indicator light in the annunciator panel wil remain lighted at the lowest intensity selected on the dimming control. if an additional fault occurs, the appropriate light in the annunciator panel wil ituminate. Lamp intensity will again increase to the highest level of BEECHCRAFT King Air C90 14-668 and after except LJ-670 intensity, until the circuit is reset as before. If the addtional fault requites the immediate attention of the pilot, the fault ‘warning light will once again begin flashing, ‘The lamps in the annunciator system can be tested anytime the integrity of a lamp is in question. Depressing the PRESS TO TEST button, located to the right of the warming annunciator panel in the glareshield, illuminates all the ‘annunciator lights, and the FAULT WARNING flasher. Any lamp that fais to illuminate when tested should be replaced (rater to LAMP REPLACEMENT GUIDE in Section Vil, HANDLING, SERVICING AND MAINTENANCE) ANNUNCIATOR PANEL Note: Annunciators of the word read-out type lights are listed as they appear on the glareshield reading the columns from left 0 right NOMENCLATURE COLOR 1 GEN OUT Red L CHIP DETECT Red 1H FUEL PRESSURE Rea LH NO FUEL TRANSFER Red “LH FIRE Red “LH AUTOFEATHER ARM Green LH IGN IND Yellow “AP DISC Red “SMOKE Red PROP REV NOT READY Yellow BATTERY CHARGE Yellow INVERTER OUT Red "PROP SYNCH ON Yellow FUEL CROSSFEED Yellow BAGGAGE DOOR OPEN Red CABIN DOOR OPEN Red 740 PROBABLE CAUSE FOR ILLUMINATION Lett generator off the tne Contamination in let engine oi is detected. Low (uel pressure on lt side (check boast pump) Out of wing tank fuel or transler pump fate. Fie in let engine nacelle. Autoteather armed with Power Levers advanced above 90% Ny position. Left ignition and start switch is in the ignition and start ‘mode or the left auto-ignition is activated. Autopilot is disconnected. Presence of smoke in the nose compartment avionics section. Propeller levers are not in the high rpm, low pitch position. Excessive battery charge current The inverter selected is inoperative. ‘Synchrophaser tumed on Crossteed valve is open. Baggage door not secure Cabin door open or not secure ‘Aprit 1980,BEECHCRAFT King Air C90 1LJ-668 and after except LI-670 NOMENCLATURE ALT WARN ‘RH IGN IND ‘WP TRIM FAIL "RH FIRE “RH AUTOFEATHER ARM ‘RH FUEL PRESSURE ‘RH NO FUEL TRANSFER RH GEN OUT Rree Pee CHIP DETECT “Optional Equipment FLIGHT INSTRUMENTS. ‘As nearly as possible, depending upon selected options, the flight instruments are arranged on the flight instrument ‘panels in a standard grouping. Complete pilot and copict flight instrumentation is available, including a dual ‘navigation system with dual source (vacuum and electric) for gyroscopic instruments. GROUND CONTROL Nose gear steering is accomplished by use of the individually adjustable rudder pedals. “The minimum wing tip turning radius for taxiing and ground handling is 95 feet 6 inches. WING FLAPS “Two flaps are installed on each wing. An electric motor and ‘gearbox mounted on the forward side of the rear spar, Grives four flexible shafts which are connected to jacksorews, one of which operates each flap. The motor incorporates a dynamic braking system, through the use cf ‘wo Sets of motor windings. This feature prevents overtravel of the flaps. April 1980 ‘Section Vil ‘Systems Description PROBABLE CAUSE FOR ILLUMINATION Cabin attitude exceeds 10,000 ft ‘Right ignition and start switch isin the ignition and start ‘mode or the right auto-igniton is activated. Improper trim or no trim from autopilot trim command. Fire in right engine nacelle. Autoteather armed with Power Levers advanced above 90% Ny position. Low fue! pressure on the right side. (Check boost pump) (Out of wing tank fuel or transfer pump failure. Aight generator off the line. Contamination in right engine oil is detected. ‘The flaps are operated by a sliding switch handle on the pedestal just below the condition levers. Flap travel, from UP to DOWN is registered at 20, APPROACH, 40, 60, and, 80 in percent of travel on a electric indicator on top of the pedestal. A side detent provides for quick selection of the APPROACH position (85% flaps). From the UP positon 10 the APPROACH position, the flaps cannot be stopped in an intermediate position. Between APPROACH and DOWN, the flaps can be stopped anywhere by moving the handle to the DOWN position until the flaps reach the desired position, then moving the flap-switch handle back to APPROACH. The flaps can be raised to any position between DOWN and APPROACH by raising the handle 10 UP until the desired setting is reached, then retuming the handle to APPROACH. Selecting the APPROACH position will stop flap travel anytime the flaps are deflected more than 35%. ‘The flap-motor power circuit is protected by a 20-ampere flap-motor circuit breaker identified as FLAP MOTOR, located on the pedestal circuit breaker panel. A S-ampere Circuit breaker for the control circuit identified: INDICATOR - FLAP) is located on the right subpanel. Lowering the flaps will produce these results: ‘Atitude - Nose Up ‘Airspeed ~ Reduced Stall Speed - Lowered ‘Trim — Nose-Down Adjustment Required to Maintain Attitude mH‘Section Vil ‘Systems Description LANDING GEAR ‘A 28-volt motor, located on the forward side of the center ‘section main spar, extends and retracts the landing gear. ‘The motor incorporates a dynamic braking system, through the use of two motor windings, which prevents overtravel of the gear. Torque shafts drive the main gear actuator. SSpring-loaded friction clutches between the gear box and. the torque shafts protect the system in the event of ‘mechanical malfunction. A 50-ampere circuit breaker located on the pedestal circuit breaker panel protects the system from electrical overload The Beech air-oll type shock struts are filled with ‘compressed air and hydraulic fluid, Direct linkage from the rudder pedals enables nose whee! steering. When force on the rudder pedal is augmented by a main wheel brake, the nose wheel dellection can be considerably increased, The Rose wheel is self centering upon retraction AA safety switch on the right main strut opens the contro! ‘circuit when the strut is compressed. The safety switch also actuates a solenoid-operated downlock hook, which prevents the landing gear handle from being raised when the plane is on the ground. The hook unlocks when the plane leaves the ground. The lock can be manually overridden by pressing the red button placarded DN LCK REL Visual indication of landing gear position is provided by a green GEAR DOWN indicator light for each landing gear. Two red, GEAR UNLOCKED, lights are located in the ‘control handle and may be checked by pressing the HDL LT TEST button to the right of the control handle. These lights luminate to show that the gear is in transit or unlocked. They also illuminate when the landing gear waming horn is ‘actuated. Absence of ilunination indicates: GEAR UP. MANUAL LANDING GEAR EXTENSION Manual landing gear extension is provided through a separate chain-drive system. PULL THE LANDING GEAR RELAY circuit breaker (on the copilo's subpanel) and make Certain that the landing gear switch handle is in the down Position before manually extending the gear. Pulling up on the emergency engage handle (located on the floor) and ‘tuming it clockwise wil lock it in that position. When the emergency engage handle is pulled up, the motor is mechanically disconnected from the system, and the ‘emergency drive system is locked to the gear box. With the emergency drive locked in, the chain is driven by a Ccontinuous-action ratchet, which is activated by pumping the ratchet handle adjacent to the emergency engage handle. See placard LIMITATIONS section. 7412 BEECHCRAFT King Air C90 1LJ-668 and etter except LJ-670 WARNING If for any reason the green GEAR DOWN lights do not illuminate (e.g. in case of an electrical failure), continue pumping until resistance prohibits further movement of the handle. CAUTION ‘Stop pumping when the 3 green GEAR DOWN lights illuminate. Further movement of the handle could bind the drive mechanism and prevent subsequent electrical gear retraction. WARNING ‘After an emergency landing gear extension has ‘been made, do not stow pump handle or move any landing gear controls or reset any switches, fr circuit breakers until the airplane 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 ‘Ater a practice manual extension, the landing gear may be retracted electrically. Rotate the emergency engage handle ‘counterclockwise and puch it down. Stow the extension lever, push in the landing gear relay circuit breaker on the ‘copio's subpanel, and retract the gear with the landing (gear switch handle. BRAKE SYSTEM ‘The dual hydraulic brakes are operated by depressing the {ce portion of either the pilot's or copilo's rudder pedals. Shuttle valves permit braking by either pilot or copilot. CAUTION If either the pilot's or the copilot's pedals are pumped repeatedly while continuous pressure 's being applied to the other set of brake pedals, braking capability from the “continuous- pressure” side may be lost. Normal brake function can be restored by momentarily removing all pressure from the pedals on the Dual parking-brake valves are installed adjacent to the rudder pedals between the master cytinders of the pilot's, rudder pedals and the wheel brakes. A control for the valves, identified as PARKING BRAKE - PULL ON is, located on the pilot's let subpanel. After the pilot's brake Pedals have been depressed to build up pressure in the ‘April 1980BEECHCRAFT King Air C90 1LJ-668 and after except LJ-670 brake lines, both valves can be closed simultaneously by poling ON the parking brake handle. This retains the pressure inthe brake lines. The parking brake is released by depressing the pedals briefly to equalize the pressure on both sides ofthe valve, then pushing “in” the parking brake handle to open the valve. CAUTION ‘The parking brake should be left off and whee! Chocks installed if the airplane is to be left unattended. Changes in temperature can cause the brakes to release or to exert excessive pressures, TIRES ‘The airplane is normally equipped with 8.50 x 10, 8-ply- rated, tubless, rim-inflation ties on each main gear. For increased service life, 10-ply-rated tires of the same size ‘may be installed. ‘The nose gear is equipped with 6.50 x 10, 6-ply-rated, tubeless tie. WARNING HORN When either or both Power Levers are retarded below approximately 1/3 quadrant travel with the gear not down land locked, a warning hor will sound intermittently. During ‘operations with power retarded, the hom can be deactivated aS long as the flaps are UP, by pressing the HORN ‘SILENCE button. The horn will remain silent uni either the flaps are lowered or the Power Levers are advanced, then retarded again. BAGGAGE COMPARTMENTS AFT COMPARTMENT Compartment volume is 53.5 cubic feet and webbing is installed across the compartment. ‘See CABIN ARRANGEMENT DIAGRAM in the WEIGHT AND BALANCE section, ‘The aft baggage compartment is limited to 350 pounds for all combinations of baggage, passenger. or equipment, CAUTION Baggage and other objects should be restrained to prevent shiting in turbulent ai. ‘Any item stored in the baggage compartment is accessible in fight ‘April 1980 Section vil ‘Systems Description NOSE COMPARTMENT ‘The nose baggage compartment has a 16 cubic foot ‘capacity. This compartment is limited to 350 pounds which includes the weight of any Avionics equipment that may be installed in the compartment. ‘Access to the nose compartment (on the ground) is thru a {door on the nose (left side) that is hinged at the top and ‘swings up. A flush mounted door handle with a push-to- release button, when used activates three bayonet-ype latching bolts. When engaged the latching bolts hold the door securely closed. When not engaged a switch at the ‘forward latching bot will close and a light on the annunciator panel will iluminate the words BAG DOOR OPEN. For ‘secutity ofthe unattended airplane the baggage door has @ key lock latch. The push-to-release button adjacent to the door handle prevents the inadvertent opening of the door. WARNING DO NOT CARRY HAZARDOUS MATERIAL. SEATS, SEATBELTS, AND SHOULDER HARNESSES SEATS FLIGHT DECK The pilot and copilot seats are adjustable fore and aft, 25, well as verticaly. When the release lever under the front inboard comer of the seat is ited, the seat can be moved forward or aft as required. When the release lever under the front outboard corer of the seat is lifted vertical adjustments can be made. Armrests pivot at the aft end and ‘can be raised when required. CABIN Various configurations of passenger chairs and couches may be installed on the continuous tracks which are mounted on the cabin floor. All passenger chairs are placarded either FRONT FACING ONLY or FRONT OR, AFT FACING on the horizontal leg cross brace. Oniy chairs placarded FRONT OR AFT FACING may be installed facing aft. All forward facing chairs with shoulder harnesses and aft facing chairs are equipped with adjustable headrests. WARNING Belore takeoff and landing, the headrest should be adjusted as required to provide support for the head and neck when the passenger leans ‘against the seatback. TA3Section Vil ‘Systems Description ‘Some passenger chairs can be moved fore and af, to suit legroom requirements of different passengers, by lifting a horizontal release lever that extends laterally under the front of adjustable seats. (“Front” is the direction opposite the seatback, regardless of whether the chair faces fore or aft.) The seatbacks can be adjusted to any angle from fully ‘upright to fully rectining, by depressing the release lever located on the side of the seat at the front inboard comer. When the lever is depressed and the passenger leans against the seatback, the seatback will slowly rectine until the lever is released, o until the fully reciining position is attained. When no weight is placed against the seatback and the lever is depressed, the seatback will rise until the lever is released, or until the fully upright position is reached. The seatbacks of all occupied seals must be Upright for takeoff and landing. On airplanes 1693 and after: ‘The passenger-chair seatback can also be folded flat over the seat cushion, after rotating the lock lever located on the side of the seat at the Back inboard corner. ‘The optional lateral-tracking passenger chairs incorporate a flat, rectangular release lever undemeath the front inboard ‘corner of the seats. When this lever is lied the chairs can bbe adjusted fore and aft, as well as laterally. The seatback adjustments are the same as those on the standard [passenger chairs. When occupied these seats must be in the outboard position (i.e. against the cabin wall) for takeoff and landing, Inboard armrests on passenger chairs - and both armrests, ‘on couches and lateral-tracking chairs - can be folded flush with the top of the seat cushions. The armrests can be lowered by iting the flat, rectangular release plate located under the front end of the armrest, then moving the armrest toward the front of the seat and downward, The armrest can be raised by pulling the arrest upward and toward the ‘seatback until it locks into place. ‘The couches are not adjustable. TOILET When a toilet is installed a hinged seat-cushion mounted fon top of the toilet forms an extra passenger seat, SEATBELTS Every seat in the airplane is equipped with a seatbelt, ‘All occupants must wear seatbelts during takeot! and landing SHOULDER HARNESSES FLIGHT DECK 1674 and after: This shoulder harness installation is a “Y” configuration 74 BEECHCRAFT King Air C30 1LJ-668 and after except LJ-670 with the single strap being contained in an inertia reel attached to the back ofthe seat. The two straps are wom with one strap over each shoulder and fastened by metal ‘oops into the seat bel. Spring loading at the inertia ree Keeps the hamess snug, but wil alow normal movement ‘equred during fight operations. The inertia reel is designed with a locking device that wil secure the hamess in the event of sudden forward movement or an impact action CABIN 1693 and atter: ‘The shoulder hamess on passenger chairs consists of a single strap. It is routed through the top of the seatback and terminates in a triangular metal fastener. The strap is worn diagonally. It runs from the outboard shoulder to the inboard hip area, where itis secured by hooking the metal fastener around the securing stud on the male half of the seatbelt buckle, The shoulder hamess strap coils and uncoils from an inertia ree! built into the passenger chair. Spring loading at ‘he inertia reel keeps the shoulder hamess strap snug, but, allows considerable freedom of movement. However, the inertia reel incorporates a locking device that will secure the harness strap in the event of sudden forward movement. Side facing seats and couches are not equipped with shoulder hamesses. If the seat is equipped with a shoulder hamess it must be worn during takeoff and landing. WARNING Ensure that the seatback is in the fully upright Position and that the headrest is properly lagjusted whenever the shoulder harness is used, TOLET Optional installation L693 and after: The shoulder harness at the toilet seat location consists of 4 single strap which is anchored to the aft pressure bulkhead. Length of the shoulder harness can be adjusted ‘A short adjusting strap extends down from the adjuster, terminating in a slotted bayonet-biade fastener. A small, flexible adjusting tab is also attached to the lower edge of the adjuster ‘The shoulder strap is wom down across one shoulder. I is secured by sliding the male half of the seatbelt buckle through the slot in the bayonet blade of the shoulder harness and into the female half of the seatbelt buckle. ‘The shoulder harness can be lengthened by grasping the ‘ab on the adjuster and pulling upward. The strap can be lightened by grasping the loose end of the adjuster strap and pulling it through the adjuster until the shoulder hamess is snug. April 1980BEECHCRAFT King Air C90 1LJ-668 and after except LJ-670 DOORS, WINDOWS, AND EXISTS AIRSTAIR ENTRANCE DOOR “The cabin door is hinged at the bottom. It swings out and ‘down when opened. A stairway is a part of the inboard sid2 of the door. Two of the stairsteps fold flat against the docr when the door is closed. A hydraulic damper ensures thet the door wil swing down slowly when it opens. While the ‘door is open, it is supported by @ plastic-encased cable, Which also serves as a handrail. Additionally, this cable is utlized when closing the door from inside the airplane. The door closes against an inflatable rubber seal which is installed around the opening in the door frame. When ‘weight is off the landing gear, engine bleed air supplies ‘ressure to inflate the door seal, which provides a postive pressure-vessel seal around the door. CAUTION (Only one person at a time should be on the door stairway. “The door locking mechanism is operated by rotating either the outside or the inside door handle, both of which move simultaneously. Two latch bolts at each side of the door, ‘and two latch hooks at the top ofthe door, lock into the door frame to eeoure the airtair door Whether unlocking the door from the outside or the inside, the release bution adjacent to the door handle must be held depressed before the handle can be rotated (counterclockwise from inside the airplane, clockwise from outside) to unlock the door. Consequently, unlocking the {d00r is a two-hand operation requiring deliberale actior. “The release bution acts as a safely device to help prevent ‘accidental opening of the door. AS an additional safety measure, a differental-pressure-sensitive diaphragm is incorporated into the release-button mechanism. The ‘outboard side of the diaphragm is open to atmospheric ait pressure, the inboard side to cabin air pressure. As the cabin-to-atmospheric air pressure differential increases, it becomes increasingly dificult to depress the release buttor, because the diaphragm moves inboard when either the ‘outside or inside release button is depressed. Never attemet to unlock or even check the security of the door in fight. the CABIN DOOR annunciator iluminates in fight, or ifthe pilot has any reason whatever to suspect that the door may ‘not be securely locked, the cabin should be depressurized (after frst considering altitude), and all occupants instructed to remain seated with their seatbelts fastened. After the airplane has made a full-stop landing and the cabin has, been depressurized, a crew member should check the ‘security of the cabin door. To close the door from outside the airplane, ift up the tree fend of the airstair door and push it up against the door frame as far as possible. Then grasp the handle with one ‘April 1980 Section Vil ‘Systems Description hhand and rotate it clockwise as far as it wll go. The door will then move into the closed position. Then rotate the handle counterclockwise as far as it will go. The release button should pop out, and the handle should be pointing aft. Check the security of the door by attempting to rotate the handle clockwise without depressing the release button; the handle should not move. To close the door from inside the airplane, grasp the handrail cable and pull the airstair door up against the door frame. Then grasp the handle with one hand and rotate it ‘counterclockwise as far as it will go, continuing to pull inward on the door. The door wil then move into the closed position. Then turn the handle clockwise as far as it will go. ‘The release button should pop out, and the handle should tbe pointing down. Check the security of the door by atiempting to rotate the handle counterclockwise without depressing the release button; the handle should not move. Next, lit the folded stairstep that is just below the door handle to reveal a placard adjacent tothe round observation window. The placard advises the observer that the safety Jock arm should be in position around the diaphragm shaft (plunger) when the handle is in the locked position. The placard also presents a diagram showing how the arm and shaft should be positioned. A red push-button switch near the window turns on a lamp inside the door, which jluminates the area observable through the window. ifthe ‘arm is property positioned around the shaft, proceed to ‘check the indication in each of the visual inspection ports, fone of which is located near each comer of the door. The {green stripe painted on the latch bolt should be aligned with the black pointer in the visual inspection port. If any ‘condition specified in this door-ocking procedure is not met, do not take off The outside door handle can be locked with a key, for ‘security of the airplane on the ground. EMERGENCY EXIT The emergency exit is located at the third cabin window on the right side. A flush mounted handle on the inside can be pulled out to open the door. A hinge at the bottom allows the hatch to swing out and down for emergency exit, INTERIOR DIVIDERS ‘Stub partitions located behind the pilots’ chairs and forward Of the cabin seats separate the flight deck and cabin area Folding curtains attached to the stub partitions meet at center aisle with @ small overlap. The curtains are held in the closed position with “hook and loop” fasteners sewn to the curtains. When open the curtains are held in the open position with straps attached to the stub partitions. ‘A single stub partition on the right side and a folding ‘curtain attached to the left cabin wall separates the cabin area from the aft baggage area. This curtain operates in a ‘curved track on the cabin celing with a sliding motion and attaches to the stub partion with “snap” fasteners. It is TASSection Vit Systems Description held in the open position with straps attached to the cabin wall. This curtain provides privacy when the airplane is ‘equipped with a toilet andior relief tubes, CABIN WINDOWS Each cabin window pane, is composed of a sheet of polyvinyl butyral (PVB) laminated between two sheets of lear acrylic plastic, and is capable of withstanding the cabin-to-atmospheric air pressure diferential, Each pane is Sealed into the window opening in the fuselage, and forms {an integral part of the pressure vessel POLARIZED INTERIOR WINDOWS ‘Two panes are mounted inboard of the cabin window pane in each window frame. Each of these panes is composed of 2 film of polarizing material laminated between two sheets of acrylic plastic. The inboard pane rotates in the window frame and has a protruding knob near the edge. Rotation changes the relative alignment between the polarizing fis, thus providing any degree of light transmission trom full intensity to almost none. CONTROL Locks ‘The control locks are provided to hold the controls from moving while the airplane is parked, ‘The control locks consist of a U-shaped lp, instruction plate, and two pins all connected by a chain, CONTROL LOCK INSTALLATION Movement of the primary flight controls is prevented when the lock pins are inserted. The control column pin fits 746 BEECHCRAFT King Air C90 1L0-668 and after except LJ-670 ‘trough the control column to hold the yoke in a nase-down condition and a pin inserted into the holes in the rudder Pedals (see illustration) prevents movement of the rudder. n airplanes LJ-703 and after: The control columa pin holds 18" left aileron in addition to nose down elevator. Levers of the power quadrant are restrained when the U- shaped clip is placed in position. In addition the clip on the levers serves as a warming 10 the pilot not to start the engines with the control locks installed. is important that all the locks be installed and removed together, to preciude the possibilty of attempting to taxi or fy the airplane with the engine contro! levers released, but with the pins stil installed in the fignt controls. Insta the contro locks in the following sequence: ‘Sequence shown on the contro! lock plate: 1. Install lock assy around levers on top of pedestal. 2. Lock wheel in fwd position (prior to Li-703) 2. Lock wheel in fwd position rotated left (L709 and atter). 3. Pin RH pedal, neutralize, lock pedals together. WARNING Before starting engines, remove the locks, reversing the above procedure. CAUTION Remove the control locks before towing the airplane. if towed while the rudder lock is installed, serious damage to the steering linkage can result. POWER PLANT ‘The United Aircraft of Canada, Lid. PT6A-21 engines are rated at 550 shaft horsepower and have three-stage axial, and single stage centrifugal compressors, driven by single stage reaction turbines. The power turbine, another single- ‘lage reaction turbine, drives the propeller shaft. Both the ‘compressor turbine and the power turbine are located in the ‘approximate center of the engine with their shafts extending in opposite directions. Glow plugs are used to start ‘combustion. A pneumatic fuel control schedules fuel flow to ‘raintain the power set by the power lever. Propeller speed Femains constant at any selected propeller control lever ‘position through the action of the propeller governor, except in the beta range where the maximum propeller speed is controlled by the hydraulic section ofthe propeller governor. ‘The accessory drive at the aft end of the engine provides power to crive the fuel pump, fuel control unit, oil pump, ‘Aprit 1980ANIA AVAAVLNO ANIONS Section Vil ‘Systems Deseription z-192-060 auiginy s0sseidwiog 4805 uoHoNpey -Z © —JaquieYD UoNSNquIog isneyxg “9 sosseidwog auiqiny semog °s yju) eu6u3 1LJ-668 and after except Li-670 BEECHCRAFT King Air C90 77 ‘April 1980,Section Vit Systems Description starterigenerator, and tachometer. At this point, the speed Of the drive (Ny) is the true speed of the compressor side of the engine, 37.500 rpm at 100% Ny. Maximum permissible operating limit of the engine is 38,100 rpm, which equals 101.5% Ny. The No gear box forward of the power turbine provides gearing for the propeller, propeller tachometer, primary Propeller governor, overspeed governor, and fuel topping ‘governor. Prior to gear reduction, the turbine speed on the power side of the engine is 33,000 rpm at 2200 propeller pm, TORQUEMETER Engine torque at the propeller shaft is indicated by a torquemeter. The torquemeter is a hydromechanical torque measuring device. It consists of: a ring gear and case, torquemeter cylinder, torquemeter piston, valve plunger and spring, differential pressure sensor and servo transmitter combination, and servo indicator calibrated to indicate ft. Ibs. ‘Torque at the power turbine shaft and the resisting torque at the propeller shaft gears is converted to a translating motion at the piston face. A change in torquemeter oil pressure results from the piston translation. The valve plunger and spring maintains oil pressure proportional to engine torque. The diferential pressure sensor uses a bellows system to sense differences between torquemeter oil pressure and a relerence pressure. Bellows movement drives the transmitter servo. The electric signal from the transmitter drives the servo motor in the torquemeter indicator. Torque is indicated by indicator needle position. PROPULSION SYSTEM CONTROLS The propulsion system is operated by three sets of controls; the power levers, propeller levers, and condition levers. The ower levers serve to control engine power. The condition levers control the flow of fuel at the fuel control outlet and select fuel cut-off, low idle and high idle functions, The Propeller levers ‘control the constant speed propellers through the primary governor, POWER LEVERS The power levers provide control of engine power from idle through take-off power by operation of the gas generator (Ns) governor in the fuel control unit. Increasing Ns rpm. results in increased engine power. PROPELLER LEVERS Each propeller lever operates a speeder spring inside the primary governor to reposition the pilot valve, which results 718 BEECHCRAFT King Air C90 14-668 and after except LJ-670 in an increase or decrease of propeller rpm. For propeller feathering, each propeller lever lifts the pilot valve to a ‘position which causes complete dumping of high pressure ll. Detents at the rear of lever travel prevent inadvertent ‘movement into the feathering range. Operating range is 1800 to 2200 rpm. CONDITION LEVERS ‘The condition levers have three positions: FUEL CUT-OFF, LOW IDLE and HIGH IDLE. Each lever controls the idle cut- Cf! function of the fuel control unit and limits idle speed at '51% Nt for low idle, and 70% Nx for high idle, PROPELLER REVERSING ‘When the power levers are lifted over the IDLE detent, they ccentrol engine power through the Beta and reverse ranges. Condition levers, when set at HIGH IDLE, keep the engines. ‘operating at 70% Ni high idle speed for maximum reversing performance. CAUTION Propeller reversing on unimproves surfaces should be accomplished carefully to prevent propeller erosion from reversed airflow and. in dusty conditions, to prevent obscuring the operator's vision, Power levers should not be moved into the reversing position when the engines are not running because the reversing system will be damaged. FRICTION LOCKS Four friction locks are located on the power quadrant of the Pedestal. There are individual locks for the two power levers. and one for each pair of propeller levers and condition levers. When they are rotated counterciockwise, the propulsion system control levers can be moved freely As the friction locks are rotated clockwise, the control levers progressively become more resistant to movement, So that they will not creep out of position ENGINE INSTRUMENTATION Engine instruments, located on the left of the center portion Of the instrument panel, are grouped according to their function. At the top, the ITT (Interstage Turbine Temperature) indicators and torquemeters are used to set take-off power. Climb and cruise power are established with the torquemeters and propeller tachometers while observing ITT limits. Gas generator (N1) operation is monitored by the ‘April 1980BEECHCRAFT King Air C90 10-668 and ater except LJ-670 {gas generator tachometers. The lower grouping consists of the fuel flow indicators and the oil pressure temperature indicators ‘The ITT indicator gives a reading of engine gas temperature between the compressor turbine and the power turbines. ‘The torquemeters give an indication in foot-pounds of the torque being applied to the propeller. The propeller tachometer is read direct in revolutions per minute. The Ni or gas generator tachometer is read in percent of rpm, based on a figure of 37,500 rpm at 100%. Maximum continuous gas generator speed is limited to ‘38,100 rpm or 101.5% Nr Proper observation and interpretation of these instruments provide an indication of engine performance and condition. ‘A propeller synchroscope, located to the left of the ol pressure/temperature indicators, gives an indication ct synchronization of the propellers. If the right propeller is ‘operating at a higher rpm than the lef, the face of the ‘synchroscope, a black and white cross pattern, spins in a clockwise rotation. Left, or countercockwise, rotation indicates a higher rpm of the lett propeller. This instrument aids the pilot in obtaining synchronization of propellers. ENGINE LUBRICATION SYSTEM Engine cil, contained in an intergral tank between the engine air intake and the accessory case, cools as well as lubricates the engine. An oil radiator located inside the lower nacelle keeps the engine oil temperature within the ‘operating limits. Engine oil is also used in the operation of the propeller pitch change mechanism and the engine torquemeter system. ‘The lubrication system per engine is 8.55 U.S. gallons (14.2 quarts). The oil tank capacity is 2.3 gallons (9.2 quarts) with '5 quarts measured on the dipstick for adding purposes. ‘Approximately 5 quarts are required to fil the lines and cooler. 1.5 quarts will remain in the engine when drained. lecommended oils and oil changing procedure are listed in the SERVICING section MAGNETIC CHIP DETECTOR ‘A magnetic chip detector is installed in the bottom of each engine nose gearbox. This detector will activate a red light ‘on the annunciator panel, L CHIP DETECT or R CHIP DETECT, to alert the pilot of oil contamination indicating possible or pending engine failure. ‘April 1980 Section Vil ‘Systems Description STARTING AND IGNITION SYSTEM Each engine is started by a three-postion switch located on the left subpanel identified as IGNITION AND ENGINE ‘START LEFT - RIGHT - STARTER ONLY. Each switch may ‘be moved downward to the STARTER ONLY position to ‘motor the engine for the purpose of clearing it of fuel without the ignition circuit on. The switch is spring loaded and will return to the center position when released. Moving the ‘switch upward to the IGNITION AND ENGINE START position activates both the starter and ignition, and the ‘appropriate IGNITION ON light on the annunciator panel will iuminate. When engine speed has accelerated through 51% Ny oF above on starting, the starter drive action is Stopped by releasing the switch to the center (off) postion. AUTO IGNITION The auto ignition system provides automatic ignition to Prevent propulsive power loss due to combustion failure. This system should be used for icing fights and night fights above 14000 ft. To arm the system, move the required ENGINE AUTO IGNITION switches, located on the pilot's subpanel, from OFF to ARM. When the engine torque is above 425 ft Ibs, two green lights, located immediately below the switches, will illuminate and remain lighted while the system is armed. If for any reason the engine torque falls below approximately 400 ft lbs, the glow plug will energize and the annunciator panel IGNITION ON light will illuminate. At the same time the respective green ‘ARM light will extinguish, giving the dual indication that the ignition system is functioning, For extended ground operation, the system should be tured off to prolong the life of the glow plugs. INDUCTION AIR SYSTEM ‘The PTEA21 is a reverse-itiow engine. The compressor craw ar into the engine through the inducton ait inet at the lower font ofthe engine nacolle. As atspeed increases, ram air pressure rises, compressing the air inside the induction ait duct. The air then flows into an annular inet chamber located atthe at end ofthe engine compartment. Wt then passes through a protective screen and into the primary compressor impelier, where it is further Compressed, Then the airs forced through a stator ring and successively through the second and third axialfow compressor stages. It is finally compressed in the centrtugal low compressor stage, then discharged into the turbine plenum assembly. Air from the plenum enters the ‘annular combustion chamber, and mixes with fue that i sprayed into the combustion chamber through 14 nozzles ‘mounted around the gas generator case. The air-fuel mature bums inside the combustion chamber, then the hot gases expand forward out ofthe chamber and passthrough the compressor turbine stage, the power turbine stage, and ‘out to the atmosphere through two exhaust ports located on each side of te nacele near the front. 719Section Vit Systems Description ICE PROTECTION Engine Air inlet The engine air inlet lip boots are electrically heated to prevent the formation of ice and consequent distortion of the airflow. The boots are operated by the two switches on the pilots subpanel, identified as HEAT - ENG LIP BOOT - LEFT - RIGHT. lee Vanes (Inertial Separator System) ‘An inertial separation system is built into each engine air inlet to prevent moisture partcies from entering the engine inlet plenum during icing condition. This is done by introducing a turn in the airstream to the engine, causing the ‘moisture particles to continue on undeflected, because of their greater momentum, and to be discharged overboard, ENGINE ICE VANE INSTALLATION During normal operation, a moveable vane is raised out of the direct ram airstream. For cold weather (-+5°C or below) ‘operation in visible moisture, it should be lowered into the airstream. The antiice vanes are operated by individual T- ‘handle push-pull controls, located below the left subpanel ‘The controls are placarded PULL FOR ENGINE ICE PROTECTION - LEFT ENG - RIGHT ENG. Vane position ‘during operation is indicated by the position of the T- handles, and by a slight decrease in torque with the engine ice protection controls extended. The vanes are either fully retracted or fully extended; there are no intermediate positions. Oi-To-Fue! Heat Exchanger ‘An oikto-fuel heat exchanger, located on the engine accessory case, operates continuously and automatically to heat the fuel to prevent freezing of any water in the fue. Under extreme conditions additional protection may be required as given in the LIMITATIONS Section. 720 BEECHCRAFT King Air C90 1L1-668 and after except LJ-670 Fue! Control Heat Each fuel control's compressor discharge air line is protected against ice by electrically heated jackets. Power is supplied to each fuel control aitine heater by two switches, identiied as HEAT - FUEL CONTROL - LEFT - RGHT, on the pilot's subpanel. FUEL CONTROL ‘The engine fuel system consists of an engine-driven fuel pump, a fuel control unit, a flow divider, two fuel manifolds, fourteen fuel nozzles and two fuel drain valves. The fuel pump/tuet control unit assembly is mounted on the engine accessory case and is shaft-riven at a speed proportional to that of the compressor turbine. ‘System function depends upon the interaction of the fuel ‘control unit governor and the propeller governor. The position of the fuel control unit metering valve is determined by differential pressures that vary proportionately with power required (as sensed by the fuel control unit) and propeller PM. ‘The flow divider directs fuel from the metering valve to the Primary and secondary fuel manifolds (or primary manifold ‘only, depending on engine power requirements) and thence 10 the fuel nozzles. The flow divider also incorporates a ‘dump valve that automatically drains residual fuel from both manifolds at engine shutdown. The fuel drain valves, drains {ual from the combustion chamber at engine shutdown and at engine false starts. Constant fuel pressure is maintained by a fuel fiter bypass valve and a pressure relief valve. FIRE DETECTION SYSTEM ‘The optional fire detection system is installed to provide waming in the event of fire in either engine nacelle. The system consists ofthe following: three photoconductive cells. for each engine; a control ampitier for each engine; two red. warning lights on the warning annunciator panel, one reading LENG FIRE, the other R ENG FIRE; a test switch fn the upper pedestal; and a circuit breaker placarded FIRE. DET on the right subpanel. The six photoconductive-cell flame detectors are sensitive to infrared radiation. They are Pesitioned in each engine compartment so as to receive bth direct and reflected rays, thus monitoring the entire ‘compartment with three photocelis. Temperature level and rae of temperature rise are not factors in the sensing method. (Conductivity through the photocell varies in direct proportion to the intensity of the infrared radiation striking the cell. As Ccenductivity increases, the amount of current from the electrical system flowing through the flame detector increases proportionally. To prevent stray light rays from signaling a false alarm, a relay in the control amplifier closes, only when the signal strength reaches a preset alarm level ‘April 1980BEECHCRAFT King Air C90 Section Vil (LJ-668 and after except LJ-670 ‘Systems Description ei 6 -ANNUNCIATOR PANEL. ~sS ‘SMOKE DETECTOR ‘AMPLIFIER PRESSURE GAGE FIRE EXTINGUISHER SYSTEM SCHEMATIC April 1980 724Section Vit Systems Description The test switch on the upper pedestal has four positions; OFF, 1, 2, and 3, or five positions OFF, 1, 2, 3, and SMOKE depending on the optional equipment installed. The system ‘may be tested any time on the ground or in fight by rotating the switch from OFF to any of the positions to activate a ‘corresponding set of flame detectors in each nacelle. The annunciator warning lights should illuminate as the selector is rotated through each of the three positions. Failure of light to iluminate in any one position indicates trouble in that panicular detector circuit. FIRE EXTINGUISHER SYSTEM ‘The system utilizes two cylinders charged with two and one half pounds of Bromotrifluoromethane (CBF) as the ‘extinguishing agent, pressurized with dry nitrogen to 450 psi at 21°C (70'F). Lines from the cylinders are routed to strategic points about the engine to provide a network of spray tubes which serve to diffuse the extinguishing agent. ‘The system may ve activated by raising the transparent ‘cover over the press-type switch and depressing the red switch placarded FIRE EXT - PUSH TO EXT. Switches for the respective engines are located on the instrument panel just below the annunciator panel, and are wired in Conjunction with the annunciator to provide an addtional warning to assure activation of the proper switch. Each extinguisher gives only one shot to its engine. Do not attempt to restart the engine after the extinguisher has been actuated, PROPELLER REVERSING PROPELLER ‘The Hartzell propeller is of the full feathering, constant speed, counter-weighted, reversing type controlled by fengine oil through single acting, engine driven propeller governors. The propeller is three bladed and is flange ‘mounted to the engine shaft. Centrifugal counter-weights, assisted by a feathering spring, move the blades toward the low rpm (high pitch) position and into the feathered position. Governor boosted engine oll pressure moves the propeller to the high rpm (low pitch) hydraulic stop and reverse postion. The propellers have no intemal. low rpm (high pitch) stops: this allows the blades to feather after engine shut-down. re BEECHCRAFT King Air C90 |LJ-668 and atter except LJ-670 PROPELLER GOVERNORS (REVERSING) ‘Two governors, one primary, and one overspeed, control the propeller rpm. The primary governor, mounted on top of, the gear reduction housing, controls the propeller through its entire range. The propeller control lever controls the propeller rpm by means of this governor. If the primary ‘governor should maifunction and the propeller exceed 2200 "im, an overspeed governor cuts in at 2288 rpm and dumps ci from the propeller mechanism. AA solenoid, actuated by the PROP GOV TEST switch, is provided for resetting the overspeed governor to approximately 1900 to 2100 rpm for test purposes. FUEL TOPPING GOVERNOR If the propeller should stick or move too slowly during a transient condition, the propeller governors might not act in time to prevent an overspeed condition. To provide for this contingency, the fuel topping govemor limits the fuel flow ‘when the propeller rpm reaches 2332, to reduce Ny rpm. During operation in the reverse range (reversing propellers only), the fuel topping governor is reset to provide a speed sightly below selected propeller speed to prevent governor imeracton. NON-REVERSING PROPELLER ‘The standard propeller installation includes constant speed, full feathering propellers controlled by engine oil through single-acting, engine-driven propeller governors. Centritugal counterweights, assisted by a feathering spring, move the blades toward the low rpm (high pitch) position into the {feathered position. Oil pressure returns the propeller to the high rpm (low pitch) mechanical stop position. The propellers have no intemal, low rpm (high pitch) stops; this ‘lows the propellers to feather after engine shutdown. AUTOFEATHER SYSTEM The automatic feathering system provides @ means of 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. ‘Atmough the system is armed by a switch on the subpanel, identified as AUTOFEATHER - ARM - OFF - TEST, the ‘completion of the arming phase occurs when both power levers are advanced above 90% Nj, at which time both the L AUTOFEATHER and R AUTOFEATHER lights on the annunciator panel indicate a fully armed system. The ‘system will remain inoperative as long as either power lever, is retarded below the 90% Ny position. Should torquemeter ll pressure on either engine drop below a prescribed setting, the oil is dumped from the servo, the feathering ‘spring starts the blades toward feather, and the autofeather system of the other engine is disarmed. Disarming of the autofeather of the operative engine is indicated when the ‘April 1980,BEECHCRAFT King Air C90 L668 and after except LJ-670 AUTOFEATHER light for that engine extinguishes. The system is intended for use only during take-off and landing and should be turned off when establishing cruise climb, LOW PITCH STOPS Low pitch propeller position is determined by the Low Pitch ‘Stop which is a mechanical/hydraulic stop. This mechanism, allows the blades to rotate beyond the low pitch position into reverse when selected. Beta and reverse blade angles are ‘provided by adjusting the low pitch stop, controlled by the Power Levers in the reverse range. PROPELLER SYNCHROPHASER The propeller synchrophaser matches the rpm of the right propeller (slave propeller) 10 that ofthe left propeller (master Propeller) and maintains the blades of one propeller at a predetermined relative position with the blades of the other ‘Propeller. Normal governor operation is unchanged and the ‘synchrophaser will continuously monitor propeller rpm and reset the govemor as required. ‘A magnetic pickup mounted in each propeler overspeed ‘governor transmits electic pulses toa transistorized contol box inetalled forward of the pedestal. The contol box converts any pulse rate differences into correction commands, which are transmitted to a stepping type actuator motor mounted on the right engine cow! forward suppor ring. The motor tims the right propeller governor through @ flexible shaft and timmer assembly to exact match the left propeller. The trimmer, installed between the ‘governor contol arm and the control cable, screws in or out to adjust the governor while leaving the contol lever seting constant. A toggle switch installed adjacent to the ‘synchroscope tums the system ON. With the switch OFF, the actuator automaticaly runs to the center ofits range of travel before stopping to assure normal function when used again. To operate the system, synchronize the propellers in the nomal manner and tum the synchrophaser ON. The system is intended for infight operations and is placarded to be OFF for take-off and landing, With the system ON and the landing gear extended, the caution flashers and a yellow light on the annunciator panel, PROP SYNC ON, wil ‘iuminate. ‘The right propeller rpm and phase will be adjusted to correspond to the let. To change rpm, adjust both propeller controls at the same time. This will keep the right gover setting within the limiting range of the let propel. the synchrophaser is ON but is unable to adjust the right Propeller to match the lf, the actuator has reached the end OF its travel. To re-center, tum the switch OFF, synchronize ‘the propellers manually, and turn the switch back ON. April 1980 Section Vil ‘Systems Description ‘To prevent the right propeller from losing excessive rpm if the left propeller is feathered while the synchrophaser is ‘ON, the synchrophaser has a limited range of approximately = 30 rpm from the manual govemor setting. FUEL SYSTEM The fuel system consists of two separate systems ‘connected by a crossteed system. Fuel for each engine is supplied from a nacelle tank and {our interconnected wing tanks for a total of 192 gallons of usable fuel for each side with all tanks full. The outboard wing tanks supply the center section wing tank by gravity flow. The nacelle tank draws its fuel supply from the center ‘section tank. Since the center section tank is lower than the: cother wing tanks and the nacelle tank, the fuel is transferred to the nacelle tank by the fuel transfer pump in the low spot of the center section tank, Each system has two filer openings, one in the nacelle tank and one in the leading edge tank. To assure that the system is property filed, service the nacelle tank first, then the wing tanks. ‘A crossfeed valve in the left hand fue! system makes it possible to connect the two systems. With the crossfeed valve OPEN one system can supply fuel to the other. Each ‘oystem has a submerged boost pump in the nacelle tank ‘and this pump supplies the motive force to transfer fuel as well as fuel boost to one or both engines. With one engine inoperative, the crossfeed system allows fuel from the inoperative side to be supplied to the operating engine. ‘The fuel system is vented through a recessed ram scoop vent, coupled to a heated extemal vent, located on the Underside of the wing, adjacent to the nacelle. The extemal ‘vent is heated to prevent icing. One vent acts as a back-up for the other should one or the other become blocked. BOOST PUMPS ‘The boost pumps are submerged, rotary, vane-type impeller ‘pumps, electrically driven. One pump is located in each nacelle tank, FUEL TRANSFER PUMPS ‘Submerged, electrically driven, impeller pumps located at the low spots in the wing center section tanks provide the ‘motive force for fuel transfer from wing tanks to nacelle tanks. Fuel transfer is accomplished when the TRANSFER PUMP switches are tured ON, unless the nacelle tanks are ful. A TRANSFER TEST switch (placarded L and R) is provided to verify the operation of each pump when its nacelle tank is full. 723‘Section Vil ‘Systems Description Fu, mano. ‘e900 ‘REE UNoER 8005T PRESS ‘Rem FEL AeTURN SS vewr 724 (ace Gan be Surroweo To SCSIONATE TE AUDA OF Sat ae ae cauuseton BEECHCRAFT King Air C90 14-668 and after except LJ-670 [ra LEE a UN Le gues J [eee exne onven | Sranesarre| Fuel Pressure 6 a | ina “EE ELE TAM OR Te TOTAL fue m nme || Syere oneness: GkGy ap Gr" GALLON Wk MOT GRaWTTY FEED TO FUEL SYSTEM SCHEMATIC ‘April 1980BEECHCRAFT King Air C90 L668 and after except LJ-670 ‘The nacelle tanks will continue to fill until the fuel reaches the upper transfer limit and a float switch tums the pump of. ‘As the engines burn fuel from the nacelle tanks (60 galon capacity each tank), fuel from the wing tanks transfers into the nacelle tanks each time their level drops approximately ten gallons. ‘When 131 gallons of fuel (each side) are used from the wing tanks (132 gallons usable each side), a pressure sensing ‘switch reacts to a pressure drop in the fuel transfer line. ‘After 30 seconds, the transfer pump shuts off and te annunciator panel illuminates, showing a NO FUEL TRANSFER light. The NO FUEL TRANSFER light also functions as an operation indicator for the transfer pump. Extinguishing the NO FUEL TRANSFER light is ‘accomplished by turning the transfer switch OFF. i the transfer pump fails to operate during fight, gravity feed will perform the transfer. When the nacelle tank level drops 10 approximately 150 tbs, the gravity fed port in the nacelle tank opens and gravity flow from the wing tank starts. All wing fuel except 28 gallons from each wing will transier during gravity teed, CROSSFEED Crossteeding fuel is authorized only in the event of engine fallure or electric boost pump failure The crossteed system is controlled by @ three-positon ‘switch placarded OPEN, CLOSED, and AUTO. The vahe can be manually opened or closed, but under normal fignt Conditions it is left in the AUTO position. In the AUTO Position, the fuel pressure switches are connected into the ‘orossteed control circuit. In the event of a boost purp failure. causing a drop in fuel pressure, these switches ‘open the crossteed valve allowing the remaining boost pump to supply fuel to both engines, In the event of a boost pump failure during takeot, the system will begin to crossfeed automatically allowing the pilot to complete the takeott without an increase in wo load at 2 crucial time. After the takeot is completed, o° if the boost pump fails after takeot, the crossfeed switch ‘may be closed and the fight continued relying on the lengine-criven high pressure pump. In some instances tre pilot may elect to continue the fight with the remainirg boost pump and the crossteed system in operation, CAUTION Operation with the FUEL PRESSURE light on 's limited to 10 hours, after which the engine- driven high pressure pump must be overhauled fr replaced. When operating with Aviation Gasoline base fuels, operation on the engine cfiven high pressure pump alone is permitted up to 8000 feet for a period not to exceed 10 hours. Operation above 8000 feet requires boost or crossfeed. February, 1981 Section vit ‘Systems Description ‘The crossteed system may be used in the case of an engine failure to allow the operating engine to draw fuel from the tanks on the opposite side of the airplane i necessary. Refer to the EMERGENCY PROCEDURES section, “CROSSFEED", for detailed steps in carrying out these procedures. FIREWALL SHUT-OFF ‘The system incorporates two firewall shutoff valves controlled by two switches, one on each side of the fuel system circuit breaker panel on the fuel control panel. These switches, respectively LEFT and RIGHT are identified as FUEL FIREWALL VALVE - OPEN- CLOSED. A fed guard over each switch is an aid in preventing ‘accidental operation. Like the boost pumps, the firewall shutoff valves receive electrical power from the main buses ‘and also the essential buses which are connected directly to the battery. FUEL DRAINS During each prefiight, the fuel sumps on the tanks, pumps and fiters should be drained to check for fuel contamination. ‘There are four sump drains and one fitter drain in each wing and are located as follows: NUMBER DRAINS: LOCATION 1 Leading Edge On underside of Tank Sump. ‘outboard wing just forward ‘of main spar 1 Firewall Fuel Pull ring locat- Filter Drain ‘ed on firewall under cowiing ‘cover, right side of engine 1 Boost Pump Bottom center of ‘Sump nacelle forward of whee! well 1 Transfer Pump Just outboard ‘Sump Drain of wing root, forward of flap 1 ‘Wheel Well Inside wheet Sump well on gravity feed line FUEL FILTER Fuel supply lines forward of the firewall shutoff valves have the following items in sequence, on line: Fue! Fitter Fuel Pressure Switch Fuel Flow Indicator Transmitter Fuel Heater Engine Driven Fuel Pump Engine Fuel Control Unit ‘The functions of the last three items are described under POWER PLANT in this section. Functions of the Fuel Fite, tc. are as their names imply 725‘Section Vit Systems Description ‘A valve attached to the base of the Fuel Filter and opened (or closed with a pull ring on the firewall (right side under ‘cowing) makes it possible to drain fuel from the Fuel Fitter for pretight check. FUEL GAGING SYSTEM ‘The airplane is equipped with a capacitance fuel gaging system. The fuel panel utilizes a fuel quantity indicator for each side. A toggle switch, located between the two fuel ‘quantity indicators, can be placed in the TOTAL position to provide an indication of all fuel in the system, or in the NACELLE position to indicate the quantity of fuel in the rracelle tanks only. Nacelle position is provided in order to verify nacelle fuel quantity during operations with NO FUEL TRANSFER illuminated where it is desirable to monitor ‘gravity feed from wing tanks. Fuel quantity gages indicate pounds of fuel. FUEL DRAIN COLLECTOR SYSTEM Prior to Ld-901: ‘After engine shutdown, the small amount of fuel present in the fuel nozzle manifolds, drains into a small collector tank. “The tank is mounted to one of the lower fire shields in the aft engine compartment. An electric float switch senses the collector tank fuel level and activates an electric pump which then transfers the fuel back to the wing tank. When the collector tank is emptied, the float switch turns off the pump. The entire operation is automatic and requires. no input from the crew. FUEL PURGE SYSTEM 1901 and afer: Engine compressor discharge air (P3 ait) pressurizes a ‘small (purge) tank. On engine shutdown when fuel manifold pressure subsides, allowing the engine fuel manifold Poppett valve to open, the purge tank pressure forces fue! ‘out of the engine fuel manifold lines through the nozzles and Jmo the combusion chamber. AS the fuel is burned, a ‘momentary surge in (N4) gas generator rpm should be ‘observed. The entire operation is automatic and requires no input rom the crew. (On engine start-up fuel manifold pressure closes the fuel ‘manifold poppett-valve allowing P3 air to pressurize the urge tank USE OF AVIATION GASOLINE If aviation gasoline is used as an alternate or emergency fuel, the hours of operation on gasoline must be calculated 7.28 BEECHCRAFT King Air C90 1Lu-668 and after except LJ-670 to avoid exceeding the maximum of 150 hours of operation (on gasoline between overhauls. Since the gasoline is being mixed with regular fuel, record the number of gallons of gasoline taken aboard for each engine. Determine the ‘average fuel consumption for each hour of operation. fone ergine has an average fuel consumption of 40 gallons per hheur, for example, it is allowed 6000 gallons of aviation gasoline between overhauls (or 12,000 gallons between overhauls for both engines) ELECTRICAL SYSTEM BATTERY AND GENERATOR: ‘The airplane electrical system is a 28-VDC (nominal) system with the negative lead of each power source ‘grounded to the main airplane structure. DC electrical power is provided by one 34-ampere-hour, air-cooled, 20-cell, nickel-cadmium battery, and two 250-ampere Starter/generators connected in parallel. The system is capable of supplying power to all subsystems that are necessary for normal operation of the airplane. The battery is directly connected 10 the battery emergency bus which ‘supplies power for essential loads such as boost pumps, firewall shutoff valves, and the cabin threshold light circuit, ‘The battery, lett generator, and right generator each provide ower to the buses. A battery relay. controlled by the BAT switch. connects the battery to the battery bus. Isolation diodes permit the battery relay to be energized by external power or generator power in the event the battery charge is insufficient to activate the ‘elay. A normal system potential of 28.25 + .25 volts maintains the battery at full charge. An overvoltage relay opens the field circuit at 32 to 34 volts to provide overvottage protection. During engine stars, the battery is connected directly to the starter/generator by the starter relay. The starter/generator drives the compressor section of the fengine through accessory gearing. The starter/generator intially draws 700 to 1000 amperes and then drops rapidly to about 300 amperes as the engine reaches 20% ‘gas generator speed. Each subpanel feeder supplies two dual buses through 50 ampere circuit breakers and isolation diodes. Thus, both ‘dual subpanel feeder buses can be powered by either generator. The subpanel feeder also provides power, through a 50 ampere circuit breaker, to essential components. The essential components, therefore, are supplied by two sources, the battery emergency bus and the subpanel feeder. This provides a secondary source of power to the essential components in the event of an open fuse from the essential bus. The essential bus fuses may be checked before starting the engines by turning on the boost pumps with the battery switch off and listening for operation Of the pump. In addition to supplying the subpanel buses, ‘each main bus directly feeds a number of loads such as the ‘April 1980Section Vit ‘Systems Description ‘number 1 and 2 inverters. The division of loads can be seen fon the schematic diagram. The selector switch and its relay Circuity activates one or the other inverter and connects it to the 115-voll, 400 cps, alternating current (AC) loads, The AC loads are divided into engine instrument and avionics sections, each supplied through a master fuse. The 26-volt AC engine instruments are supplied through circuit, breakers located on the right side wall. Inverter warning Circuitry is included to alert the pilot in case of an inverter failure or overload shutdown (by circuit breakers or optional thermal limiters). VOLT/FREQ METER The volvtrequency meter indicates the frequency of the alternating current being supplied to the avionics equipment; when the button on the lower left comer of the meter is depressed, it indicates the AC voltage being supplied to the ‘avionics equipment. VOLTAGE REGULATORS ‘The generators are paralleled by ullizing the voltage ‘developed between the "D" terminal of the generator and ‘ground. This terminal of each generator is connected from its respective voltage regulator to that of the opposite generator through the intervening voltage regulators. The field power of the generator carrying the higher current is reduced while that of the generator carrying the lower current is increased until the load on each is equal. When fone generator is on the line and the other is off the line at the same voltage, the voltage of the former is depressed ‘and that of the latter is increased through the paralleling Circuit until both generators are on the line. Should an ‘overvoltage condition occur, the paralleling circuit acts to lower the trip voltage on the overvoltage generator to take the overvottage unit off the line, leaving the other generator to supply the enti load, CURRENT LIMITERS Each generator is connected to its respective bus (see Power Distribution Schematic) through bus relays or diodes. Both sides of the system are tied together through 325 ‘ampere current limiters. The right subpanel feeder bus and the left subpanel feeder bus are tied together with diodes to protect the circuits in case either of the curent limiters fal ‘No provisions are made for replacing the limiters in fight, but the system is designed so that the loads can be ‘supplied from the opposite buses. The condition of the ‘current limiters can be checked by reducing the electrical load to single generator capacity, tuming off the left ‘generator and depressing the loadmeter test button for the left engine. if a loadmeter reading is observed, the current limiter is stil good. If no reading is observed, the limiter is bad. The check is the same for the right current limiter using 728 BEECHCRAFT King Air C90 1LJ-668 and after except LJ-670 the opposite contro! switches. VOLTLOADMETERS VollLoadmeters are located to the lett of the pilot's control wheel. These meters indicate DC generator load in terms of a fraction of the maximum rated load with 1.0 representing 100% load. A spring-loaded push button below each loadmeter may be depressed to give the subpanel feeder voltage NICKEL-CADMIUM BATTERY CHARGE CURRENT DETECTOR) ‘A Battery Charge Current Detector circuit iluminates an annunciator BATTERY CHARGE whenever the battery charge current is above normal. The system senses all battery current and provides a visual indication of above ‘normal charge current. Following a battery engine start, the battery recharge ‘current is very high and causes the illumination of the BATTERY CHARGE light, thus providing an automatic self test of the detector and the battery. As the battery approaches a full charge and the charge current decreases, the light wil extinguish. This wil occur within a few minutes ater an engine start, but may require a longer time, if the battery has a low state of charge, low charge voltage per cel, oF low battery temperature. The light may occasionally reappear for short intervals when heavy loads switch off, or engine speeds are varied near generator cutin speed. CAUTION Continued high overcharge current will eventually damage the battery and lead to thermal runaway. Overheating of the nickel-cadmium battery will cause the ‘battery charge current to increase. Therefore, a yellow BATTERY CHARGE annunciator light will iluminate. The BATTERY CHARGE annunciator wil iluminate whenever 2 higher charging rate is initiated and should extinguish within 5 minutes. ‘The operator should check the battery charge current with tte loadmeter. This is accomplished by tuming OFF one generator and noting the load on the remaining generator. ‘Tamm OFF the battery and note the loadmeter change. I the change is greater than .025, the battery should be left OFF the bus and should be inspected after landing. If the ‘annunciator remains on ater the battery switch is moved to the OFF position, a malfunction is indicated in either the battery system or charge current detector, in which case the ‘April 1980‘Section Vit ‘Systems Description airplane should be landed as soon as practicable. The battery switch should be tumed ON for landing in order 10 avoid electrical transients caused by power fluctuations. EXTERNAL POWER ‘The external power receptacie, located under the right wing ‘outboard ofthe nacelle, is provided to facitate conanecting ‘an external power unit to the electrical system when the airplane is parked. A relay in the external power circuit will ‘lose only ithe polaty of the votage being supplied 1 the extemal power receptacle is correct. For starting, external power sources capable of 1000 ‘amperes for at least 1 second should be used 14773 and after: ‘A high voltage sensor will lock out the external power relay if external power is above 31 = .5 volts DC. When the BATT switch is turned ON, the extemal power relay closes and current flows to all buses. Consequently, the entire electrical system can be operated, including starting. Prior to Lil-773: ‘The battery switch should be on when connecting external ower in order to absorb voltage transients. Otherwise, the transients might damage the many solid state components in the airplane. The battery master switch and the generator ‘switches are located on the pilot's subpane! under a gang bar for simultaneous cutott STARTER/GENERATOR STARTER ‘The airplane is equipped with a dual wound rotor motor. In fone mode it functions as a starter motor and in the other ‘mode it functions as a generator During engine starts. the battery bus is connected directly to the starter generator by the starter relay. The starter generator drives the compressor section of the engine through accessory gearing. The starter generator initially draws 700 to a 1000 amperes and then drops. rapidly to about 300 amperes as the engine reaches 20% (gas generator speed, GENERATOR When operated as generators, the two startergenerators Provide a capabily of 250 amperes each, or 450 amperes with parallel operation at 28.25 volts. The airplane is equipped with three-position generator-control_ switches 7-30 BEECHCRAFT King Air C90 1LJ-668 and after except LJ-670 (Glacarded OFF-ON-RESET). The generators are started by moving the switches to ON, then holding to RESET ‘momentarily. The RESET position is spring-loaded and when released the switch wil return to the ON positon LIGHTING SYSTEMS FLIGHT DECK ‘An overhead light control panel, accessible to both pilot and copilot, incorporates a functional arrangement of all ighting systems on the flight deck. Each light group has its own rneostat switch placarded BRT - OFF. The MASTER PANEL LIGHTS switch controls the overhead light control panel lights, fuel control panel lights, engine instrument lights, radio panel lights, subpanel and console lights, pilot ‘and copilot instrument ights, and gyro instrument ights. The instrument indirect lights in the glareshield and overhead ‘map lights are individually controled by separate rheostat switches. The push-button OUTSIDE AIR TEMP switch in the overhead light control panel turns on and off the light in the outside air temperature gage, located overhead aft of the fight controt panel CABIN ‘A threshold light is located forward of the airstair door at for level. A switch adjacent to the threshold light turns this light on and off. When the airstair door is closed, all the lights controlled by the threshold light switch will extinguish. When the battery switch is on, the individual reading lights ‘ong the top of the cabin may be turned on or off by the: passengers with a push-button switch adjacent to each light. ‘The baggage-area light is controlled by a two-posiion ‘switch just inside the airstair door aft of the door frame. L800 and after: ‘A three-position switch on the pilot's subpanel, placarded CABIN - START BRIGHT - DIM - OFF, controls the fluorescent cabin lights. The switch to the right of the interior light switch activates the cabin NO SMOKING/FASTEN ‘SEAT BELT signs and accompanying chimes. This three- position switch is placarded CABIN - NO SMOKE & FSB - OFF - FSB, Prior to L+800: ‘A three-position switch on the pilot's subpanel, placarded UGHTS - INT DIM - BRI - OFF, controls the cabin lights. The ‘switch to the right of the intetior light switch activates the cabin NO SMOKINGIFASTEN SEAT BELT signs and accompanying chimes. This three position switch is Blacarded CABIN SIGN - BOTH - OFF - FSB. ‘April 1980BEECHCRAFT King Air C90 1LJ-668 and after except LJ-670 EXTERIOR ‘Switches for the landing lights, taxi lights, wing ice lights, ‘navigation lights, rotating beacons, and if installed recognition, wing-tip, and tail strobe ligh's, are located on the pilot's subpanel. They are appropriately identified as to their function. Tail floodlights, if installed, are incorporated into the horizontal stabilizers and are intended 10 illuminate bots sides of the vertical stablizer. A switch for these lights, identified as LIGHTS - TAIL FLOOD, is located on the let ssubpanel ENVIRONMENTAL SYSTEM ‘The environmental system consists of the bleed pressurization, heating and cooling systems, and ther associated controls. PRESSURIZATION SYSTEM ‘The pressurization system is designed to provide a normal working pressure differential of 4.6 = .1 psi, which wil provide cabin pressure attitudes of approximately 7000 feet at an airplane altitude of 20,000 feet, and 13,000 feet a! 20,000 feet. The controllor range ie limited to 10,000 feo! cabin altitude, Bleed air from the compressor section of each engine is uilized to pressurize the pressure vessel. A flow contol uni in the nacelle of each engine controls the pressure of the bleed air and mixes ambient air with i, in order to provide an air mixture suitable for the pressurization function. The mixture fows to the environmental bleed air shutot! vatve which is controlled by a switch identfied as BLEED AIF VALVES - LEFT (or) RIGHT - OPEN - CLOSED in the ENVIRONMENTAL controls group on the copilot's subpanel. When this switch isin the OPEN postion, the air mixture flows through the valve and to the air-to-air heat ‘exchanger. Depending upon the position of the bypass valves, a greater or lesser volume of the ar mixture wil be routed through or around the heat exchanger. The temperature of the air flowing through the heat exchanger is lowered as heat is transfered to cooling fins, which are in turn cooled by ram airtow through the fins of the heat exchanger. The air leaving both (left and right) bypass valves is then ducted into single muffler, located under the Night floorboard forward of the main spar, which helps ensure quiel operation of the environmental bleed ait system. The air midure is then ducted from the muflr ino, the mixing plenum. Airplanes prior to L829 used a plain uct in place of the mute. ‘The mixing plenum receives recirculated cabin air from the vent blower in addition to the air mixture from the bleed air system. The mixing plenum is also a distribution point. Air ‘April 1980, Section vit ‘Systems Description {rom the mixing plenum is ducted upward into the crew heat duct. A valve on the forward side of the crew heat duct allows air to be tapped off for delivery to the windshield

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