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Model C90GTi
SECTION 2
LIMITATIONS
TABLE OF CONTENTS
SUBJECT PAGE
Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

Airspeed Indicator Markings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Power Plant Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Number of Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Engine Manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Engine Model Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Engine Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
External Power Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Generator Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Starter Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Fuel Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Approved Engine Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Commercial Grades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Military Grades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Emergency Engine Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Commercial Aviation Gasoline Grades . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Limitations On The Use Of Aviation Gasoline. . . . . . . . . . . . . . . . . . . . 2-9
Approved Fuel Additives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Anti-Icing Additive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Fuel Biocide Additive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Usable Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Fuel Imbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Fuel Gages In The Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Operating With Low Fuel Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Oil Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Approved Engine Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Number of Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Propeller Manufacturer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Propeller Hub and Blade Model Numbers . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Propeller Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
February, 2016 2-1

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Model C90GTi
SECTION 2
LIMITATIONS
TABLE OF CONTENTS (CONT’D)
SUBJECT PAGE
Propeller Rotational Speed Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12

Propeller Rotational Overspeed Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Propeller Autofeather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Power Plant Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Miscellaneous Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Fuel Quantity Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Cabin Differential Pressure Gage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Pneumatic Pressure Gage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Propeller Deice Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Vacuum Gage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Center of Gravity Limits (Landing Gear Extended) . . . . . . . . . . . . . . . . . 2-15
Aft Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Forward Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Datum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Mean Aerodynamic Chord (MAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Maneuver Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Flight Load Factor Limits (10,100 Pounds / 4581 Kilograms) . . . . . . . . 2-15
Minimum Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Maximum Operating Pressure-Altitude Limit. . . . . . . . . . . . . . . . . . . . . . 2-15
Maximum Outside Air Temperature Limit . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Cabin Pressurization and Structural Limitation. . . . . . . . . . . . . . . . . . . . 2-16
Maximum Occupancy Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Systems and Equipment Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Landing Gear Cycle Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Aft-Facing Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Ground Operations Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Limitations When Encountering Severe Icing Conditions
(Required By FAA AD 98-04-24) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Icing Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Approved Airplane Deicing/Anti-Icing Fluids . . . . . . . . . . . . . . . . . . . . . . . . 2-17
2-2 February, 2016

Model C90GTi
SECTION 2
LIMITATIONS
TABLE OF CONTENTS (CONT’D)
SUBJECT PAGE
Avionics Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
Reduced Vertical Separation Minimum (RVSM) . . . . . . . . . . . . . . . . . . . . 2-18
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Flight Management System (FMS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Vertical Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Universal Datalink Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Search and Rescue (SAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Integrated Flight Information System (IFIS) FSA-6000 . . . . . . . . . . . . . . . 2-24
Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
XM Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
XM and Datalink WX Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Terrain Awareness and Warning System (TAWS+). . . . . . . . . . . . . . . . . . 2-25
Traffic Alert and Collision Avoidance System (TCAS I) . . . . . . . . . . . . . . . 2-25
Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Cracked or Shattered Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Crack In Any Side Window (Cockpit or Cabin) . . . . . . . . . . . . . . . . . . . . . 2-27
Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Kinds of Operation Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-36
Kinds of Operations Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-36
February, 2016 2-3

Section 2
Limitations Model C90GTi
THIS PAGE INTENTIONALLY LEFT BLANK
2-4 February, 2016

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Section 2
Model C90GTi Limitations
The limitations included in this section have been approved by the Federal Avia-
tion Administration and they must be observed in the operation of the Model
C90GTi.
AIRSPEED LIMITATIONS
SPEED KCAS KIAS REMARKS

Maximum Operating Speed Do not exceed this airspeed
in any operation.
VMO 226 226
MMO .46 Mach .46 Mach
Maneuvering Speed Do not make full or abrupt
control movements above this
VA 169 169 airspeed.
Maximum Flap Extension Do not extend flaps or
Speed/Extended Speed operate with flaps extended
above these airspeeds.
VFE
Approach 182 184
Down 140 148
Maximum Landing Gear Do not extend or retract the
Operating Speed landing gear above these
airspeeds.
VLO
Extension 182 182
Retraction 164 163
Maximum Landing Gear Do not exceed this airspeed
Extended Speed with the landing gear
extended.
VLE 182 182
Air Minimum Control Speed These are the lowest
airspeeds at which the
VMCA airplane is directionally
Flaps Up 87 85 controllable when one engine
Flaps Approach 85 83 suddenly becomes
inoperative with the
autofeather armed, and the
other engine is at take-off
power.
February, 2016 2-5

Section 2
AIRSPEED INDICATOR MARKINGS*
DISPLAY KIAS VALUE SIGNIFICANCE

OR RANGE
Red Line 85 Air Minimum Control Speed (VMCA).
Solid Red Bar ISS LSC* Marker. The top of the marker changes with
(at bottom of airspeed scale) flap position to reflect the following stall speeds.
78 Stalling Speed (VSO) at maximum weight with flaps
down and idle power.
83 Stalling Speed (VS1) at maximum weight with flaps
approach and idle power.
88 Stalling speed (VS) at maximum weight with flaps up
and idle power.
DN (white) 148 Maximum speed permissible with flaps extended
beyond approach.
APP (white) 184 Maximum Speed permissible with flaps in approach
position.
Blue Line 108 One-Engine-Inoperative Best Rate-of-Climb Speed.
Solid Red Bar (at top of 226 or value VMO Marker. The bottom of the Marker represents the
airspeed scale) equal to 0.46 Maximum Operating Speed.
Mach, These speeds may not be deliberately exceeded in
whichever is any flight regime.
lower
* Impending Stall Speed Low Speed Cue
POWER PLANT LIMITATIONS

NUMBER OF ENGINES
2
ENGINE MANUFACTURER
Pratt & Whitney Canada Corp. (Longueuil, Quebec, Canada)
ENGINE MODEL NUMBER

PT6A-135A
POWER LEVERS
Do not lift the power levers in flight. Lifting the power levers in flight, or moving the
power levers in flight below the flight idle position, could result in a nose-down
pitch and a descent rate leading to airplane damage and injury to personnel.
2-6 February, 2016

Section 2
ENGINE OPERATING LIMITS

The following limitations shall be observed. Each column presents limitations.
The limits presented do not necessarily occur simultaneously. Refer to Pratt &
Whitney Engine Maintenance Manual for specific actions required if limits are
exceeded.
OPERATING SHP TORQUE MAXIMUM GAS PROP OIL OIL TEMP
CONDITION FT-LBS OBSERVED GENERATOR RPM PRESS °C (3) (4)
(1) ITT °C RPM N1 N2 PSI (2)
RPM %
STARTING --- --- 1090 (4) --- --- --- --- -40 (min)
LOW IDLE --- --- 685 (5) --- --- 1100 40 (min) -40 to 99
(min)
(9)
HIGH IDLE --- --- --- --- 72 --- --- 0 to 99
(approx)
TAKEOFF & 550 1520 (13) 805 38,100 101.5 1900 85 to 105 10 to 99
MAX CONT (12)
CRUISE CLIMB 550 1520 (6) 805 38,100 101.5 1900 85 to 105 0 to 99
& MAX CRUISE (13) (12)
MAX REVERSE --- --- 805 --- 88 1825 85 to 105 0 to 99
(7)
TRANSIENT --- 1626 880 38,500 102.6 2090 --- 104
(10) (4) (8) (11)
FOOTNOTES:
1. Maximum permissible sustained torque is 1520 ft-lbs. Propeller speeds
(N2) must be set so as not to exceed power limitation.
2. When gas generator speeds are above 72% N1 and oil temperatures are
between 60°C and 70°C, normal oil pressure is between 85 and 105 psi.
Oil pressures between 40 and 85 psi are undesirable; they should be toler-
ated only for the completion of the flight, and then only at a reduced power
setting. Oil pressures below 40 psi are unsafe; they require that either the
engine be shut down, or that a landing be made at the nearest suitable air-
port, using the minimum power required to sustain flight.
3. For increased service life of engine oil, an oil temperature of between 74°
to 80°C is recommended. A minimum oil temperature of 55°C is recom-
mended for fuel heater operation at take-off power.
4. These values are time-limited to two seconds.
5. High ITT at ground idle may be corrected by reducing accessory load and/
or increasing N1 rpm.
6. Cruise torque values vary with altitude and temperature.
7. Reverse power operation is limited to one minute.
8. High generator loads at low N1 speeds may cause the ITT transient tem-
perature limit to be exceeded. Observe generator load limits.
February, 2016 2-7

Section 2
9. Stabilized propeller operation on the ground between 500 and 1100 rpm is
prohibited. Operation in this range can generate high propeller stresses,
which can cause propeller damage and result in propeller failure and loss
of control of the airplane. The propeller may be operated when feathered at
or below 500 rpm.
10. This value is time-limited to 20 seconds.
11. This value is time-limited to 10 minutes.
12. To account for power setting accuracy and steady state fluctuations, inad-
vertent propeller excursions up to 1938 rpm are time-limited to 7 minutes.
13. To account for power setting accuracy and steady state fluctuations, inad-
vertent torque excursions up to 1550 ft-lbs are time-limited to 7 minutes.
EXTERNAL POWER LIMITS

External power carts will be set to 28.0 to 28.4 volts and be capable of generating
a minimum of 1000 amperes momentarily and 300 amps continuously.
GENERATOR LIMITS
The In-Flight Limits are: 100% GENERATOR LOAD and a MINIMUM N1 of 85%
During ground operation, observe the following limitations:
GENERATOR LOAD MINIMUM N1
0 to 50% 59%
50 to 80% 61%
80 to 85% 70%
STARTER LIMITS
Use of the starter is limited to 40 seconds ON, 60 seconds OFF, 40 seconds ON,
60 seconds OFF, 40 seconds ON, then 30 minutes OFF.
2-8 February, 2016

Section 2
FUEL LIMITS
APPROVED ENGINE FUELS
COMMERCIAL GRADES
Jet A
Jet A-1
Jet B
Chinese No. 3 Jet Fuel
MILITARY GRADES
JP-4
JP-5
JP-8
EMERGENCY ENGINE FUELS

COMMERCIAL AVIATION GASOLINE GRADES
80 Red (Formerly 80/87)
100LL Blue
100 Green
LIMITATIONS ON THE USE OF AVIATION GASOLINE
1. Operation is limited to 150 hours between engine overhauls.
2. Operation is limited to 8000 feet pressure altitude or below with boost
pumps inoperative.
3. Crossfeed capability is required for climbs above 8000 feet pressure alti-
tude.
APPROVED FUEL ADDITIVES

ANTI-ICING ADDITIVE
Engine oil is used to heat the fuel on entering the fuel control. Since no tempera-
ture measurement is available for the fuel at this point, it must be assumed to be
the same as the OAT. The graph below is used to determine the minimum oil
temperature required to maintain the fuel temperature above the freezing point of
water, and thus prevent ice accumulations in the fuel control unit. Enter the graph
at the known or forecast OAT and determine the minimum oil temperature
required for each phase of flight. If the anticipated actual oil temperature is not
equal to, or above this minimum temperature, anti-icing additive conforming to
MIL-I-27686 or MIL-I-85470 must be added to the fuel. Refer to Section 4, NOR-
MAL PROCEDURES, for blending procedures.
February, 2016 2-9

Section 2
Prior to refueling, check with the fuel supplier to determine

whether or not anti-icing additive has already been added
to the fuel. If anti-icing additive is required, it must be prop-
erly blended with the fuel to avoid deterioration of the fuel
cell sealant. The additive concentration shall be a minimum
of 0.10% and a maximum of 0.15% by volume. To assure
proper concentration by volume of fuel on board, blend
only enough additive for the unblended fuel.
FUEL BIOCIDE ADDITIVE
Fuel biocide-fungicide “BIOBOR JF” in concentrations of 135 ppm or 270 ppm
may be used in the fuel. BIOBOR JF may be used as the only fuel additive or it
may be used with the anti-icing additive conforming to MIL-I-27686 or MIL-I-
85470 specification. Used together the additives have no detrimental effect on
the fuel system components.
Refer to the King Air 90 Series Maintenance Manual and the latest revision of
Pratt & Whitney Service Bulletin No. 1244 for concentrations to use and for pro-
cedures, recommendations and limitations pertaining to the use of biocidal/fungi-
cidal additives in turbine fuels.
2-10 February, 2016

Section 2
FUEL MANAGEMENT
USABLE FUEL
(GALLONS x 6.7 = POUNDS)
• Total Usable Fuel Quantity . . . . . . . . . . . . . . 384 gal. (1453 liters), 2573 lbs
• Each Side . . . . . . . . . . . . . . . . . . . . . . . 192 gal. (727 liters), 1286.5 lbs
1) Each Wing Tank System . . . . . . . . . . 131 gal. (496 liters), 877.5 lbs
2) Each Nacelle Tank . . . . . . . . . . . . . . . . . . 61 gal. (231 liters), 409 lbs
FUEL IMBALANCE
Maximum allowable fuel imbalance between fuel systems is 200 pounds.
FUEL CROSSFEED
Crossfeeding of fuel is permitted only in the event of:
1. Electric Boost Pump Failure, or
2. Engine Failure
FUEL GAGES IN THE YELLOW ARC

Do not take off if fuel quantity gages indicate in the yellow arc or if fuel quantity is
less than 265 pounds in each wing system.
OPERATING WITH LOW FUEL PRESSURE
Operation of either engine with its corresponding L Fuel Press , R Fuel Press
or L-R Fuel Press CAS message displayed is limited to 10 hours before over-
haul or replacement of the engine-driven fuel pump. Windmilling time need not
be charged against this time limit.
BOOST PUMPS
Both boost pumps must be operational prior to takeoff.
OIL SPECIFICATION
Any oil called out by brand name in the latest revision of Pratt & Whitney Service
Bulletin Number 1001 is approved for use in the PT6A-135A engine.
APPROVED ENGINE OILS

7.5 Centistoke Turbine Engine Oils
5 Centistoke Turbine Engine Oils
February, 2016 2-11

Section 2
NUMBER OF PROPELLERS
2
PROPELLER MANUFACTURER
Hartzell Propeller Inc. (Piqua, Ohio)
PROPELLER HUB AND BLADE MODEL NUMBERS

Two full-feathering, constant-speed, reversing, four-bladed propellers consisting
of D8990SK blades and HC-E4N-3N hubs.
PROPELLER DIAMETER
Maximum Diameter. . . . . . . . . . . . . . . . . . . . . . . 90.0 inches (228.5 centimeters)
Minimum Diameter . . . . . . . . . . . . . . . . . . . . . . . . . 89.0 inches (226 centimeters)
PROPELLER ROTATIONAL SPEED LIMITS

Transients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2090 rpm
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1825 rpm
Minimum Idle Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1100 rpm
Ground Operation Prohibited Range . . . . . . . . . . . . . . . . . . . >500 to <1100 rpm
Stabilized ground operation within the propeller prohibited

rpm range can generate high propeller stresses and result
in propeller failure and loss of control of the airplane.
Ground Operations in Feather . . . . . . . . . . . . . . . . . . . . . . . At or below 500 rpm
All other conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1900 rpm
PROPELLER ROTATIONAL OVERSPEED LIMITS

The maximum propeller overspeed limit is 2090 rpm and may be used for all
power settings during emergency conditions. Sustained propeller overspeeds
faster than 1900 rpm indicate failure of the primary governor. Sustained propeller
overspeeds faster than 1976 rpm indicate failure of both the primary governor
and the overspeed governor.
PROPELLER AUTOFEATHER
The propeller autofeather system must be operable for all flights and must be
armed for takeoff, climb, approach and landing.
2-12 February, 2016

Section 2
POWER PLANT INSTRUMENT MARKINGS
INSTRUMENT GREEN/NORMAL YELLOW/CAUTION RED/MAXIMUM/MINIMUM
PARAMETER OPERATING RANGE /TRANSIENT RANGE RANGE
ITT ≤ 805 --- > 805 ≤ 925
(starting) °C or > 10 sec
> 805 ≤ 925 or
≤ 10 sec > 925 ≤ 1090
or > 2 sec
> 925 ≤ 1090 or
≤ 2 sec > 1090
(White)
ITT ≤ 805 > 805 ≤ 880 > 805 ≤ 880
(running) °C (White) ≤ 2 sec > 2 sec
or
> 880
Torque Ft-Lbs ≤ 1520 > 1550 ≤ 1630 > 1550 ≤ 1630
(Prop RPM greater or ≤ 10 sec > 10 sec
than 0) > 1520 ≤ 1550 or or
for > 1520 ≤ 1550 for > 1520 ≤ 1550
≤ 5 min > 5 min ≤ 7 min > 7 min
or
> 1630
PROP RPM ≤ 500 > 500 < 1100 > 500 < 1100
(starting on ground) or ≤ 15 sec > 15 sec
> 1900 ≤ 1930 or or
≤ 5 min > 1900 ≤ 1930 for > 1900 ≤ 1930
or > 5 min ≤ 7 min > 7 min
≥ 1100 ≤ 1900 or
> 1930
PROP RPM ≤ 1900 > 1900 ≤ 1930 for > 1900 ≤ 1930
(starting in air) or > 5 min ≤ 7 min > 7 min
> 1900 ≤ 1930 or
≤ 5 min > 1930
PROP RPM ≤ 500 > 500 < 1100 > 500 < 1100
(engine running on or ≤ 15 sec > 15 sec
ground) ≥ 1100 ≤ 1900 or or
or > 1900 ≤ 1930 for > 1900 ≤ 1930
> 1900 ≤ 1930 > 5 min ≤ 7 min > 7 min
≤ 5 min or
> 1930
PROP RPM ≤ 1900 > 1900 ≤ 1930 for > 1900 ≤ 1930
(engine running in air) or > 5 min ≤ 7 min > 7 min
> 1900 ≤ 1930 or
≤ 5 min > 1930
% N1 ≤ 101.5 > 101.5 ≤ 102.6 > 101.5 ≤ 102.6
(starting) (White) ≤ 2 sec > 2 sec
or
> 102.6
% N1 ≥ 58 ≤ 101.5 > 101.5 ≤ 102.6 > 101.5 ≤ 102.6
(running) (White) ≤ 2 sec > 2 sec
or or
< 58 > 102.6
FUEL FLOW ≥ 0 ≤ 800 --- ---
OIL TEMP ≥ -40 ≤ 99 > 99 ≤ 110 > 99 ≤ 104
(starting) °C ≤ 10 min > 10 min
or
< -40
or
> 104
February, 2016 2-13

Section 2
INSTRUMENT GREEN/NORMAL YELLOW/CAUTION RED/MAXIMUM/MINIMUM
PARAMETER OPERATING RANGE /TRANSIENT RANGE RANGE
OIL TEMP ≥ 0 ≤ 99 > 99 ≤ 104 > 99 ≤ 104
(running) °C ≤ 10 min > 10 min
or or
<0 > 104
OIL PRESS ≥ 85 ≤ 105 ≥ 40 < 85 < 40
(psig) or
> 105
The Pilot is responsible for monitoring all engine limits, including transient limits
not accounted for by the EIS as defined in the existing airplane flight manual
engine operating limitations.
MISCELLANEOUS INSTRUMENT MARKINGS

FUEL QUANTITY INDICATORS
Yellow Arc (No-takeoff Range) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 to 265 lbs
CABIN DIFFERENTIAL PRESSURE GAGE

Green Arc (Approved Operating Range) . . . . . . . . . . . . . . . . . . . . . . 0 to 5.0 psi
Red Arc (Unapproved Operating Range) . . . . . . . . above 5.0 psi to end of scale
PNEUMATIC PRESSURE GAGE

Green Arc (Normal Operating Range) . . . . . . . . . . . . . . . . . . . . . . . . 12 to 20 psi
Red Line (Maximum Operating Limit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 psi
PROPELLER DEICE AMMETER

Green Arc (Operating Range). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 to 24 amps
VACUUM GAGE
Narrow Green Arc (Normal from 35,000 to 15,000 feet). . . . . . . 2.8 to 4.3 in. Hg
Wide Green Arc (Normal from 15,000 feet to Sea Level) . . . . . . 4.3 to 5.9 in. Hg
35K marked on the face of gage at. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 in. Hg
15K marked on the face of gage at. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 in. Hg
WEIGHT LIMITS
Maximum Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,160 lbs (4608 kg)
Maximum Take-off Weight . . . . . . . . . . . . . . . . . . . . . . . . . . 10,100 lbs (4581 kg)
Maximum Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . .9600 lbs (4354 kg)
Maximum Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . No Structural Limitation
Maximum Rear Baggage Compartment Load . . . . . . . . . . . . . . .350 lbs (159 kg)
Maximum Nose Avionics Compartment Load. . . . . . . . . . . . . . . .350 lbs (159 kg)
2-14 February, 2016

Section 2
CENTER OF GRAVITY LIMITS (LANDING GEAR

EXTENDED)
AFT LIMIT
160.0 inches aft of datum at all weights.
FORWARD LIMITS
152.0 inches aft of datum at 10,100 lbs (4581 kg)
150.7 inches aft of datum at 9600 lbs (4354 kg)
144.7 inches aft of datum at 7850 lbs (3560 kg) or less
DATUM
The reference datum is located 83.5 inches (212 centimeters) forward of the cen-
ter of the nose jack point.
MEAN AERODYNAMIC CHORD (MAC)

The leading edge of the MAC is 135.9 inches (345.2 centimeters) aft of datum.
The MAC length is 75.9 inches (193 centimeters).
MANEUVER LIMITS
This is a normal category airplane. Acrobatic maneuvers, including spins, are pro-
hibited.
FLIGHT LOAD FACTOR LIMITS (10,100 POUNDS / 4581

KILOGRAMS)
FLAPS UP FLAPS DOWN

3.29 positive g’s 2.00 positive g’s
1.33 negative g’s 0.00 g
MINIMUM FLIGHT CREW

One Pilot
MAXIMUM OPERATING PRESSURE-ALTITUDE LIMIT

30,000 feet
MAXIMUM OUTSIDE AIR TEMPERATURE LIMIT

ISA + 33°C
February, 2016 2-15

Section 2
CABIN PRESSURIZATION AND STRUCTURAL LIMITATION

Maximum Cabin Differential Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1 psi
Refer to the King Air 90 Series Airworthiness Limitations Manual for structural
limitations.
MAXIMUM OCCUPANCY LIMIT

13 including crew
SYSTEMS AND EQUIPMENT LIMITS

LANDING GEAR CYCLE LIMITS
Landing gear cycles (1 up - 1 down) are limited to one every 3 minutes for a total
of 10 cycles followed by a 15 minute cool down period.
AFT-FACING SEATS
The seatback of each occupied aft-facing seat must be in the upright position and
the headrest fully extended for takeoff and landing.
GROUND OPERATIONS POWER

Ground operations power is restricted to ground use only. No authorization is
extended to use this system in any flight configuration during normal operations.
Ground operations power must not be used when refueling the airplane.
LIMITATIONS WHEN ENCOUNTERING SEVERE ICING

CONDITIONS (REQUIRED BY FAA AD 98-04-24)
Severe icing may result from environmental conditions outside of

those for which the airplane is certificated. Flight in freezing rain,
freezing drizzle, or mixed icing conditions (supercooled liquid water
and ice crystals) may result in ice build-up on protected surfaces ex-
ceeding the capability of the ice protection system, or may result in
ice forming aft of the protected surfaces. This ice may not be shed
using the ice protection systems, and may seriously degrade the
performance and controllability of the airplane.
1. During flight, severe icing conditions that exceed those for which the air-
plane is certificated shall be determined by the following visual cues. If one
or more of these visual cues exists, immediately request priority handling
from Air Traffic Control to facilitate a route or an altitude change to exit the
icing conditions.
a. Unusually extensive ice accumulation on the airframe and windshield in
areas not normally observed to collect ice.
2-16 February, 2016

Section 2
b. Accumulation of ice on the upper surface of the wing, aft of the pro-
tected area.
c. Accumulation of ice on the engine nacelles and propeller spinners far-
ther aft than normally observed.
2. Since the autopilot, when installed and operating, may mask tactile cues
that indicate adverse changes in handling characteristics, use of the auto-
pilot is prohibited when any of the visual cues specified above exist, or
when unusual lateral trim requirements or autopilot trim warnings are
encountered while the airplane is in icing conditions.
3. All wing icing inspection lights must be operative prior to flight into known or
forecast icing conditions at night. [NOTE: This supersedes any relief
provided by the Master Minimum Equipment List (MMEL).]
ICING LIMITATIONS
Minimum Airspeed (KIAS) for Sustained Icing Flight . . . . . . . . . . . . . . . 140 knots
Minimum Temperature for Operation of Deicing Boots . . . . . . . . . . . . . . . . -40°C
Temperature requiring Engine Anti-ice, if conditions free
of visible moisture cannot be assured . . . . . . . . . . . . . . . . . . . . . . + 5°C or lower
Sustained flight in icing conditions with flaps extended is prohibited except for ap-
proach and landings.
APPROVED AIRPLANE DEICING/ANTI-ICING FLUIDS

ISO 11075 Type I
ISO 11078 Type II
SAE AMS 1424 Type I
SAE AMS 1428 Type II
SAE AMS 1428 Type III
SAE AMS 1428 Type IV
February, 2016 2-17

Section 2
AVIONICS LIMITS
GENERAL
1. The following guides must be immediately available to the pilot at all times:
• Pro Line Fusion® for King Air Operator Guide, document number 523-
0820001, dated September 5, 2014, or later revision.
• Electronic Standby Display Unit Model DU-42 Pilot’s Guide, document
number 0040-38500-01, Revision A, dated November 5, 2013, or later revi-
sion.
• Aviation Communication and Surveillance Systems (ACSS) TAWS+ Pilot’s
Guide, document number 8006772-001, dated December 2008, or later
revision.
2. The pilot’s and copilot’s Air Data Systems must be operative for takeoff.
3. AHS 1 and 2 must be operative for takeoff.
4. The pilot’s PFD and MFD and the copilot’s PFD must be installed and
operational for takeoff.
5. The airplane must be in Baro Sync on the Systems page, Display set up for
flight.
6. To clean the displays, touch must be inhibited on the reversionary switch
panel for that display.
7. Electronic Checklist content must be generated by the operator using the
Rockwell Collins Checklist Tool (RCCT). The Electronic Checklist feature
meets functional requirements and redundancy for Electronic Checklists,
but no Electronic Checklist content has been determined to be operation-
ally suitable.
REDUCED VERTICAL SEPARATION MINIMUM (RVSM)

This airplane is not certificated for operations in RVSM airspace.
2-18 February, 2016

Section 2
AUTOPILOT
1. During autopilot operations, a pilot must be seated at the controls with the
seat belt and shoulder harness fastened.
2. An autopilot preflight check must be conducted and found satisfactory prior
to each flight on which the autopilot is to be used.
3. The autopilot minimum engage height after takeoff is 400 feet AGL.
4. The autopilot minimum use height during cruise is 1000 feet AGL.
5. The autopilot minimum use height during precision approach is 100 feet
AGL.
6. The autopilot minimum use height during non-precision approach is 200
feet AGL.
7. Maximum airspeed for autopilot operation is unchanged from the airplane
maximum airspeed (VMO/MMO).
8. The autopilot and yaw damper must not be used for takeoff and landing.
9. Operation of the autopilot system with a pitch trim malfunction is prohibited.
10. Do not manually override the autopilot during normal flight.
Overriding the autopilot in pitch does not cancel the autopi-

lot automatic trim. If a force is applied to the control column
with the autopilot engaged, then automatic trim will run to
oppose the applied force. This can lead to a severe out-of-
trim condition during any phase of flight.
11. The maximum coupled intercept angles are:
Nav and Localizer - Less than 90°
Back Course - 70°
12. The minimum airspeed for autopilot operation must not be less than Vref,
based on the airplane’s configuration.
13. Once established on a Localizer, Localizer Backcourse and ILS
Approaches, with the inbound course set, do not turn or adjust the course
knob. Flight Director and autopilot will temporarily steer the airplane to the
change.
14. VOR approaches conducted without DME must be intercepted greater
than 6 NM from the VOR.
February, 2016 2-19

Section 2
FLIGHT MANAGEMENT SYSTEM (FMS)

1. IFR en-route and terminal navigation is prohibited unless the pilot has veri-
fied the currency of the database or verifies each selected waypoint for
accuracy by reference to current approved data. Flight crews and opera-
tors should routinely check and at each database cycle, review Aviation
Database Alerts and Database Exclusions List available at www.rockwell-
collins.com/fms to determine database anomalies do not affect intended
flight.
2. If the Satellite Based Augmentation System (WAAS in the United States) is
not available or disabled, the airplane must have additional navigation
equipment appropriate to the intended route, and it must be operational.
3. During periods of dead reckoning, indicated by the FMS DR annunciation,
the FMS shall not be utilized as the primary source of navigation.
4. The WGS-84 or NAD-83 coordinate reference datum in accordance with
the criteria of AC 20-138D must be used. Satellite navigation data is based
upon use of the Global Positioning System (GPS) operated by the United
States.
5. The display of Geometric Altitude, GNSS HT or GNSS ALT, shall not be
referenced for compliance with published or controller-issued altitudes.
6. The FMS is authorized for SBAS operations.
7. The FMS position must be checked for accuracy prior to use as a means of
navigation.
8. The FMS must not be used for navigation unless it is receiving suitable
navigation information from one or more of the following:
• VOR/DME
• A single DME with auto tune selected
• One GPS (GNSS)
9. During oceanic, en route and terminal area operation with the FMS DR
annunciator illuminated, the flight crew must verify the FMS position using
VOR/DME raw data or other appropriate means.
• The FMS is not approved for primary means of navigation in the FMS DR
mode
10. All FMS navigation operations are approved within the U.S. National Air-
space System and latitudes bounded by 60° North latitude and 60° South
latitude at any longitude, with the Attitude Heading System (AHS).
• Operation to 70° North latitude is acceptable East of 75° West longitude
and West of 120° West longitude.
• Operation to 80° North latitude is acceptable East of 50° West longitude
and West of 70° East longitude.
• Operation to 70° South latitude is acceptable except for the 45° between
120° East and 165° East longitude.
11. Fuel management parameters are advisory only and do not replace the pri-
mary fuel quantity indications.
12. RNP operations are not authorized, except as noted in OPERATIONAL
CAPABILITIES in Section 1, GENERAL.
2-20 February, 2016

Section 2
VERTICAL NAVIGATION
1. When using FMS VNAV, the barometric altimeters must be used as the pri-
mary altitude reference for all operations.
2. BARO-VNAV approach guidance to a DA is not authorized if the reported
surface temperature exceeds the Baro-VNAV temperature limitations
specified on the applicable approach procedure chart unless temperature
compensation is utilized. LPV are not subject to temperature restrictions.
3. When conducting an instrument approach using BARO VNAV to LNAV/
VNAV DA minimums, the flight director or autopilot must be used and VGP
mode must be active. This limitation does not apply to LPV.
4. Use of Temperature Compensated BARO-VNAV altitude constraints is
prohibited unless authorized by Air Traffic Control or required by the appro-
priate governing authority.
a. Temperature compensation is only set for cold temperature compensa-
tion.
5. Provided the FMS is receiving adequate usable sensor inputs, it has been
demonstrated capable of and has been shown to meet the accuracy speci-
fications of VNAV operation in accordance with AC 20-138D.
6. RNAV (GPS) Approaches – The Rockwell Collins FMSA-6010 meets the
requirements of AC 20-138D for GPS based RNAV approaches. This
includes RNAV approaches labeled as RNAV (GPS), provided GPS sen-
sor (GNSS) data is valid.
7. While descending at a slow descent rate into VNAV altitude constraints
and not coupled to VPATH or VGP (i.e. VPTCH or VVS) the pilot must
check for ALTV Armed and Altitude Compliance to the FMS VNAV Altitude
Constraints in the flight plan.
8. The FMS Active and Secondary Flight Plans must be cleared prior to the
first flight of the day. The FMS can only have 200 Leg Counts for the Map
FMS progress window to display Vertical Nav Data.
9. When utilizing VNAV for enroute and terminal descent, monitor the altitude
and descent angle against constraints on the FMS Route page.
10. When approaching a Waypoint Altitude constraint, the VNAV TOD data
and the Map FMS progress window should be monitored to ensure the air-
plane will capture the programmed Path to comply with the Waypoint Alti-
tude constraint.
NOTE
The Climb or Descent Flight Phase should be verified on
the FMS Route waypoint crossing data when utilizing the
FMS for vertical constraints.
February, 2016 2-21

Section 2
APPROACH
1. FMS instrument approaches must be accomplished in accordance with
approved instrument approach procedures that are retrieved from the FMS
navigation database. The FMS database must incorporate the current
update cycle.
2. The FMS with inputs from the GPS (GNSS) may only be used for approach
guidance if the reference coordinate data system for the instrument
approach is WGS-84 or NAD-83.
3. Use of barometric VNAV Decision Altitude (DA) is not authorized with a
remote altimeter setting. A current altimeter setting for the landing airport is
required. Where remote altimeter minima are shown, the VNAV function
may be used only to the published MDA.
4. ILS, LOC, LOC-BC, LDA and SDF approaches using the FMS for
approach guidance are prohibited.
5. An FMS APPR (white), RNP APPR (white), or LPV APPR (white) annunci-
ator in the PFD must be illuminated at the FAF in order to conduct the
instrument approach procedure. Use of FMS guidance for conducting
instrument approach procedures is prohibited with the FMS annunciation
NO APPR or APPR For Ref Only illuminated.
6. The use of manually inserted runway coordinates of FMS Visual
Approaches is limited to VFR operations only.
7. Use of FMS to capture and track a DME arc outside the published end
points is prohibited.
NOTE
Not all published approaches are in the FMS database.
The flight crew must ensure that the planned approach is in
the database.
8. When the approach at the destination is based on GPS (GNSS) guidance
and the Satellite Based Augmentation System (SBAS) is not available or
disabled, an alternate airport required by operating rules must be served
by an approach based on other than GNSS navigation. The airplane must
have operational equipment capable of using that navigation aid, and the
required navigation aid must be operational.
9. IFR non-precision approach approval is limited to published approaches
within the U.S. National Airspace System. Approaches to airports in other
airspace are not approved unless authorized by the appropriate governing
authority.
10. Inserting waypoints on a published approach is prohibited.
2-22 February, 2016

Section 2
11. During LPV APPR operations:

a. Flight director and/or autopilot must be used, the active flight director
mode must be VGP or VPATH.
b. Present position (HDG UP) map must be selected such that lateral path
deviations are evident, recommended to be an outer range of 25NM or
less.
c. During LPV approaches, the LPV monitor must be green on the coupled
side upper right hand ADI from the FAF to the MAP.
d. A missed approach must be executed and LPV vertical deviation must
not be used if:
1) Lateral deviation is at or beyond full scale deflection, or
2) The flight director mode is not VGP or VPATH
12. For FMS NAV to NAV transitions to an ILS Approach, FMS 1 will only tune
NAV 1 and FMS 2 will only tune NAV 2.
UNIVERSAL DATALINK WEATHER

1. ACARS CAS Message will only clear after the data is viewed on the GWX
format. Textual data messages are viewed on the ECDU datalink format.
SEARCH AND RESCUE (SAR)
1. Limit SAR Patterns to Flight Plans containing less than 199 waypoints.
2. When using Place-Bearing/Distance (PB/D) user-defined waypoint as a
reference point in a SAR pattern, the user-defined waypoint needs to be
defined using a true bearing. (i.e. place 180T/20.0 and the FMS SAR Cre-
ation will apply the magnetic variation or declination as appropriate).
February, 2016 2-23

Section 2
INTEGRATED FLIGHT INFORMATION SYSTEM (IFIS)

FSA-6000
CHARTS
1. The IFIS system Electronic Charts provide supplemental airplane situa-
tional awareness information. Its use as a means for navigational or
weather avoidance is not approved.
2. The use of the airplane symbol on the Electronic Charts is prohibited for
navigation.
3. The database utilized for the Electronic Charts must incorporate the cur-
rent update cycle.
4. When using the Electronic Charts, a paper equivalent (or electronic flight
bag) must be on board and accessible to the pilot, for single chart installa-
tion. With expanded (3) Chart Installations, paper equivalent (or electronic
flight bag) has the potential to be removed. Complete Enroute Charts are
not available.
XM DATA
1. The display of cities on the Map format is advisory and is not to be used for
navigation. Cities, political boundaries, and controlled airspace can shift in
reference to other map features as a result of panning operations.
2. When panning is changed back to HDG Up, North Up or A/C CTR ID on
the Map format, the positioning shift is corrected.
XM AND DATALINK WX INFORMATION
1. Data-linked graphical weather (either XM Radio or Universal Weather) is
for informational purposes and should not be used for tactical decision
making. By its nature, graphical weather is delayed from real time weather
conditions. Use the airplane’s primary weather radar for all tactical deci-
sions about weather avoidance.
2. Digital Automatic Terminal Information Service (available only when Uni-
versal Weather is installed):
a. The flight crew shall verify that the D-ATIS numeric and alpha altimeter
setting values are identical, e.g., “...ALTIMETER SETTING 29.95 (TWO
NINER NINER FIVE).
b. If the D-ATIS numeric and alpha altimeter setting values are different,
the flight crew must not accept the D-ATIS Altimeter Setting nor rely on
any other D-ATIS information.
3. ACARS CAS Message will only clear after being viewed on the GWX for-
mat. Text messages are viewed at the ECDU datalink format.
2-24 February, 2016

Section 2
TERRAIN AWARENESS AND WARNING SYSTEM PLUS

(TAWS+)
1. Navigation must not be predicated upon use of the Terrain Awareness Dis-
play. The terrain display is intended to serve as a situational awareness
tool only, and may not provide the accuracy and/or fidelity on which to
solely base terrain avoidance maneuvering.
2. The Terrain Awareness Display (TAD) must be inhibited by selecting the
TERR INHIB switch/annunciator when within 15 nm of takeoff, approach,
or landing at an airport not contained in the TAWS+ Airport Database.
Refer to ACSS document 8006417 for airports contained in the database.
(See www.acsscustomerservices.com.)
3. When the FMS is operating in the DR mode, the Terrain Awareness alert-
ing must be inhibited by selecting the TERR INHIB switch/annunciator.
NOTE
The terrain database, displays and alerting algorithms cur-
rently account for limited cataloged human-made obstruc-
tions in North America and Europe. If obstacle data is not
in the database for a particular obstacle the Obstacle
Awareness alerting is not available for the obstacle.
4. The current local QNH altimeter setting must be entered in the pilot’s altim-
eter for proper terrain alerting. In particular, the TERR INHIB switch/annun-
ciator must be selected when operating in QFE mode.
5. The terrain database part number displayed on the MFD by MDC diagnos-
tics must be 9000280-023 or latest.
6. The obstacle database part number displayed on the MFD by MDC diag-
nostics must be 9000380-001 or latest.
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM

(TCAS I)
1. The pilot must not maneuver the airplane based only on the traffic display.
The traffic display is intended to assist in visually locating traffic and lacks
the resolution necessary for use in evasive maneuvering.
2. If the pilot is advised by Air Traffic Control to disable the altitude reporting
function of the transponder, the Traffic Advisory System must be turned off.
3. The traffic advisory system can only detect aircraft that are transponder
equipped.
February, 2016 2-25

Section 2
WEATHER RADAR
The area within the scan arc and within 2 feet (0.65
meters) of an operating TWR-852 system can be a hazard-
ous area. Do not operate the systems in any mode other
than standby (STBY) or test (TEST) when the antenna
might scan over personnel within that range. Turning the
transmitter on while inside the hangar is not advisable.
CRACKED OR SHATTERED WINDSHIELD

The following limitations apply when continued flight is required with a cracked
outer or inner ply of the windshield.
1. Continued flight with a cracked windshield is limited to 25 flight hours.
2. Windshields which have a shattered inner ply will have numerous cracks
which will obstruct forward vision and may produce small particles or flakes
of glass that can break free of the windshield and interfere with the crew’s
vision. These windshields must be replaced prior to the next flight unless a
special flight permit is obtained from the local FAA Flight Standards District
Office.
3. Crack(s) must not impair visibility.
4. Crack(s) must not interfere with the use of windshield wipers for flights
requiring the use of the wipers.
5. Windshield Anti-ice must be operational for flights in icing conditions.
6. The following placard must be installed in plain view of the pilot:
MAXIMUM AIRPLANE ALTITUDE IS LIMITED TO
25,000 FEET. CABIN ΔP MUST BE MAINTAINED
BETWEEN 2.0 AND 4.6 PSI DURING FLIGHT
Windshields that have cracks in both the inner and outer plies must be replaced
prior to the next flight unless a specials flight permit is obtained from the local
FAA Flight Standards District Office.
2-26 February, 2016

Section 2
CRACK IN ANY SIDE WINDOW (COCKPIT OR CABIN)

The following limitations apply when continued flight is required with a crack in
any side window. These limitations do not apply to minor compression-type chips
(Clamshell) which may occur on the milled edge of cockpit side windows. Refer
to the maintenance manual for the disposition of such chips.
1. Continued flight is limited to 25 flight hours.
2. Flights must be conducted with the cabin depressurized. The following
placard must be installed in clear view of the pilot.
PRESSURIZED FLIGHT IS PROHIBITED DUE TO A
CRACKED SIDE WINDOW. CONDUCT FLIGHT WITH
THE CABIN PRESSURE SWITCH IN THE DUMP POSITION.
February, 2016 2-27

Section 2
PLACARDS
On Overhead Panel in Pilot’s Compartment:
On Overhead Panel in Pilot’s Compartment:
Aft of Overhead Light Panel:
2-28 February, 2016

Section 2
On Pilot’s and Copilot’s Window Sills:
WARNING
DO NOT SMOKE WHILE OXYGEN IS IN USE.
WITH DILUTER - DEMAND CREW MASK
FLOW STOPS WHEN BREATHING STOPS.
FL02C
140302AA.AI
On Pilot’s Side Window Sill When Strobe Lights Are Installed:
FL02C
094247AA.AI
On Curved Pedestal Adjacent to Power Levers:
FL02C
094251.AI
February, 2016 2-29

Section 2
On Pedestal Adjacent to Cabin Pressurization Controller:
FL02C
094253AA
On Floor Between Pilot’s Seats:
FL02C
094386.AI
2-30 February, 2016

Section 2
On Outside of Each Oxygen Access Door:
On Inside Surface of Each Oxygen Access Door:
Adjacent to the Baggage Compartment Dome Light, When Optional Aft Compart-
ment Oxygen Outlet is Installed:
February, 2016 2-31

Section 2
On Shoulder Harness Assemblies for All Cabin Chairs:
FL02C
094265AA.AI
On Cup holders and Tables When Installed:
FL02C
094531AA.AI
Located on Right Forward and Aft Partitions:
FL02C
094259AA
2-32 February, 2016

Section 2
On Emergency Exit Hatch Release Cover:
On Aft Wall of Baggage Compartment:
February, 2016 2-33

Section 2
On Left Hand Aft Compartment Sidewall:
Inside Airstair Door Behind Handle:
CAUTION
DO NOT OPEN DOOR
WHEN CABIN IS
PRESSURIZED
CAUTION
DO NOT ATTEMPT TO CHECK SECURITY
OF CABIN DOOR BY MOVING DOOR
HANDLE UNLESS CABIN IS DEPRESSURIZED
AND AIRCRAFT IS ON THE GROUND
PUSH BUTTON &
TURN HANDLE TO
OPEN DOOR
FL02C
094275AA.AI
2-34 February, 2016

Section 2
Inside Airstair Door On Folding Step:
FL02C
094277AA.AI
Inside Airstair Door Between Folding Steps:
WHEN HANDLE IS IN LOCKED

POSITION-ARM SHOULD BE
AROUND PLUNGER AS SHOWN
FL02C
094279AA.AI
February, 2016 2-35

Section 2
KINDS OF OPERATION LIMITS

The Model C90GTi is approved for the following types of operations when the re-
quired equipment, as shown in the KINDS OF OPERATIONS EQUIPMENT LIST,
is installed and operable.
VFR Day
VFR Night
IFR Day
IFR Night
Icing Conditions
KINDS OF OPERATIONS EQUIPMENT LIST

This airplane may be operated in day or night VFR, day or night IFR, and icing
conditions when the required systems and equipment are installed and operable.
The following equipment list identifies the systems and equipment upon which
type certification for each kind of operation was predicated. The systems and
equipment listed must be installed and operable for the particular kind of operation
indicated unless:
1. The airplane is approved to be operated in accordance with a current Mini-
mum Equipment List (MEL) issued by the FAA.
Or:
2. An alternate procedure is provided in the Pilot’s Operating Handbook and
FAA Approved Flight Manual for the inoperative state of the listed system
or equipment and all limitations are complied with.
Numbers in the Kinds of Operations Equipment List refer to quantities required to
be operative for the specified condition. The list does not include all equipment
that may be required by specific operating rules. It also does not include compo-
nents obviously required for the airplane to be airworthy such as wings, empen-
nage, engines, etc.
2-36 February, 2016

Section 2
VFR DAY
VFR NIGHT
SYSTEM and/or EQUIPMENT IFR DAY
IFR NIGHT
ICING CONDITIONS
REMARKS and/or
EXCEPTIONS
ELECTRICAL POWER
1. Battery 1 1 1 1 1
2. Standby Display Battery 1 1 1 1 1
3. DC Generator 2 2 2 2 2
4. DC Load Meter 2 2 2 2 2
5. DC Voltmeter/Battery Ammeter and Select 1 1 1 1 1
Switch
ENGINE INDICATIONS
1. Engine Indication System L & R 1 1 1 1 1
(Oil Pressure, Oil Temperature,
Torque, ITT, Prop RPM, N1)
ENGINE OIL
1. Chip Detector System 2 2 2 2 2
ENVIRONMENTAL
1. Bleed Air Shutoff/Flow Control Valve 2 2 2 2 2
2. Cabin Rate of Climb Indicator 1 1 1 1 1
3. Outflow Valve 1 1 1 1 1
4. Pressurization Controller 1 1 1 1 1
5. Differential Pressure/Cabin Altitude 1 1 1 1 1
Indicator
6. Safety Valve 1 1 1 1 1
FLIGHT CONTROLS
1. Flap Position Indicator 1 1 1 1 1
2. Flap System 1 1 1 1 1
3. Trim Tab Position Indicator (Rudder, 3 3 3 3 3
Aileron, Elevator)
4. Stall Warning System 1 1 1 1 1
February, 2016 2-37

Section 2
VFR DAY
VFR NIGHT
IFR NIGHT
ICING CONDITIONS
REMARKS and/or
EXCEPTIONS
FLIGHT INSTRUMENTS
1. Crew Alerting System (CAS) 1 1 1 1 1
2. Primary Flight Display (PFD) 2 2 2 2 2
3. Multifunction Display (MFD) 1 1 1 1 1
4. Magnetic Compass 1 1 1 1 1
5. Outside Air Temperature 1 1 1 1 1
6. Standby Flight Display System (SFDS) 1 1 1 1 1
7. Attitude Heading System (AHS) 2 2 2 2 2
8. Air Data System (ADS) 2 2 2 2 2
9. CCP 2 2 2 2 2
10. MKP 1 1 1 1 1
11. Tilt SKP 2 2 2 2 2
12. Baro SKP 2 2 2 2 2
FUEL
1. Fuel Crossfeed System 1 1 1 1 1
2. Fuel Quantity Indicating System 2 2 2 2 2
3. Firewall Fuel Shutoff Valve 2 2 2 2 2
4. Electric Boost Pump 2 2 2 2 2
5. Electric Transfer Pump 2 2 2 2 2
2-38 February, 2016

Section 2
VFR DAY
VFR NIGHT
IFR NIGHT
ICING CONDITIONS
REMARKS and/or EXCEPTIONS
ICE AND RAIN PROTECTION

1. Alternate Static Air System 0 0 1 1 1
2. Engine Auto-Ignition System 2 2 2 2 2
Including EICAS Annunciators
3. Engine Anti-Ice System 2 2 2 2 2
4. Heated Fuel Vent 0 0 2 2 2
5. Heated Windshield (Left) 0 0 0 0 1
6. Pitot Heat System 0 0 2 2 2
7. Pneumatic Pressure Indicator 0 0 1 1 1
8. Stall Warning Heater 0 0 0 0 1
9. Surface Deicer System 0 0 0 0 1
10. Propeller Deicer System 0 0 0 0 1
11. Wing Ice Light (Left) 0 0 0 0 1
LANDING GEAR
1. Landing Gear Position 3 3 3 3 3
Annunciators
2. Landing Gear Handle Light 1 1 1 1 1
3. Landing Gear Aural Warning 1 1 1 1 1
4. Landing Gear Hydraulic Power 1 1 1 1 1
Pack
5. Emergency Extension Hand 1 1 1 1 1
Pump
February, 2016 2-39

Section 2
VFR DAY
VFR NIGHT
IFR NIGHT
ICING CONDITIONS
REMARKS and/or EXCEPTIONS
LIGHTS
1. Cockpit and Instrument Lighting 0 1 0 1 0
System
2. Landing Lights 0 1 0 1 0
3. Position Lights 0 3 0 3 0
4. Anticollision Lights System 0 1 0 1 0
OXYGEN
1. Oxygen System 1 1 1 1 1
PROPELLER
1. Autofeather System Including 1 1 1 1 1
EICAS Annunciators
2. Prop Ground Fine System 2 2 2 2 2
3. Prop Reversing System 2 2 2 2 2
4. Prop Governor Test Switch 1 1 1 1 1
5. Prop Overspeed Governor 2 2 2 2 2
VACUUM SYSTEM
1. Vacuum Gage 1 1 1 1 1
2-40 February, 2016

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434-590171-0003_sec 02toc.

fm Page 1 Friday, February 19, 2016 4:19 PM

Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

February, 2016 2-1

Propeller Rotational Speed Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12

2-2 February, 2016

Avionics Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18

February, 2016 2-3

THIS PAGE INTENTIONALLY LEFT BLANK

2-4 February, 2016

SPEED KCAS KIAS REMARKS

February, 2016 2-5

AIRSPEED INDICATOR MARKINGS*

DISPLAY KIAS VALUE SIGNIFICANCE

* Impending Stall Speed Low Speed Cue

POWER PLANT LIMITATIONS

ENGINE MODEL NUMBER

2-6 February, 2016

ENGINE OPERATING LIMITS

February, 2016 2-7

EXTERNAL POWER LIMITS

GENERATOR LOAD MINIMUM N1

2-8 February, 2016

EMERGENCY ENGINE FUELS

APPROVED FUEL ADDITIVES

February, 2016 2-9

Prior to refueling, check with the fuel supplier to determine

2-10 February, 2016

FUEL GAGES IN THE YELLOW ARC

APPROVED ENGINE OILS

February, 2016 2-11

PROPELLER HUB AND BLADE MODEL NUMBERS

PROPELLER ROTATIONAL SPEED LIMITS

Stabilized ground operation within the propeller prohibited

PROPELLER ROTATIONAL OVERSPEED LIMITS

2-12 February, 2016

February, 2016 2-13

MISCELLANEOUS INSTRUMENT MARKINGS

CABIN DIFFERENTIAL PRESSURE GAGE

PNEUMATIC PRESSURE GAGE

PROPELLER DEICE AMMETER

2-14 February, 2016

CENTER OF GRAVITY LIMITS (LANDING GEAR

MEAN AERODYNAMIC CHORD (MAC)

FLIGHT LOAD FACTOR LIMITS (10,100 POUNDS / 4581

FLAPS UP FLAPS DOWN

MINIMUM FLIGHT CREW

MAXIMUM OPERATING PRESSURE-ALTITUDE LIMIT

MAXIMUM OUTSIDE AIR TEMPERATURE LIMIT

February, 2016 2-15

CABIN PRESSURIZATION AND STRUCTURAL LIMITATION

MAXIMUM OCCUPANCY LIMIT

SYSTEMS AND EQUIPMENT LIMITS

GROUND OPERATIONS POWER

LIMITATIONS WHEN ENCOUNTERING SEVERE ICING

Severe icing may result from environmental conditions outside of

2-16 February, 2016

APPROVED AIRPLANE DEICING/ANTI-ICING FLUIDS

February, 2016 2-17

REDUCED VERTICAL SEPARATION MINIMUM (RVSM)

2-18 February, 2016

Overriding the autopilot in pitch does not cancel the autopi-

February, 2016 2-19