King Air 90 Series Maintenance Manual (Rev D0)

61-21-00 (Rev D0)

CONTROLLING - DESCRIPTION AND OPERATION

(LJ-1 thru LJ-75, LJ-77 thru LJ-113 with Kit 90-9028 M and LJ-76, LJ-114 and After)
1. Description
WARNING: Stabilized ground operation within the propeller restricted RPM range can generate high propeller stresses
and result in fatigue damage to the propeller. This damage can lead to a reduced propeller fatigue life,
propeller failure and loss of control of the airplane. The propeller restricted RPM range is defined in the
airplane flight manual. Contact the airplane or propeller manufacturer for corrective actions if a propeller
restriction or limitation is violated.
A. An increase in the flow of oil regulated by the primary governor passes through the oil transfer housing and the hollow center of
the propeller shaft to move the propeller blades toward the low pitch (high rpm) hydraulic stop and reverse positions. The
primary governor, which is mounted on top of the gear reduction housing, is a constant speed unit that regulates power turbine
(N2) speed by varying propeller blade pitch. The governor consists of a gear type oil pump with a pressure relief valve, a pair of
pivoted flyweights mounted on a rotating head, and a spring-loaded pilot valve that regulates the flow of oil to and from the
propeller servo piston. The position of the pilot valve is controlled by the rotating flyweights, in conjunction with the spring load
imposed by the externally mounted speed control lever through the control cable from the propeller control lever in the cockpit.
When engine rpm drops to an underspeed condition below the control setting, speeder spring force overcomes flyweight force
to lower the pilot valve plunger and open the port in the governor drive gear shaft, through which oil flows to the propeller servo
piston and decreases blade angle. The decrease in pitch reduces the load on the engine. The resultant increase in engine rpm
also increases the centrifugal force of the rotating flyweights, which then lift the pilot valve plunger to cover the port in the
governor drive gear shaft and shut off the flow of oil to the propeller. The forces exerted on the pilot valve plunger by the
flyweights and speeder spring then balance to initiate the on-speed cycle of the governor. An overspeed condition occurs with a
decrease in propeller load or with movement of the propeller control to decrease rpm. Flyweight force then overcomes speeder
spring force and raises the pilot valve plunger to open the port through which oil drains from the propeller through the governor to
the sump. The load on the engine increases and rpm drops as the counterweights and feathering spring increase propeller
pitch. The pilot valve then centers in the governor drive gear shaft to block the flow of oil to and from the propeller as governor
flyweight and speeder spring force reach a state of equilibrium.
B. A propeller overspeed governor, mounted on left side of reduction gear housing, acts as safeguard against propeller overspeed
should the primary governor fail. The overspeed governor regulates the flow of oil to the propeller pitch-change mechanism by
means of a flyweight and speeder spring arrangement similar to that of the primary governor. The overspeed unit governors at
104 percent N2 speed (approximately 2288 rpm). Since it has no mechanical controls, the overspeed governor is equipped with
a testing solenoid that resets the normal overspeed setting to approximately 1900 - 2100 for ground testing.
C. Low pitch propeller position is determined by a mechanically monitored hydraulic stop, corresponding to the fixed low pitch
mechanical stop used with nonreversing propellers. This is accomplished by controlling the position of the pilot valve plunger in
the primary governor with an override rod linked to the propeller slip ring and control mechanism. The propeller servo piston is
connected by three spring-loaded sliding rods to the slip ring mounted behind the propeller. Slip ring movement is transmitted
by two carbon blocks through the propeller reversing lever and linkage to the primary governor pilot valve. As the propeller
blades approach the low itch angle selected with the propeller control and power levers, the movement of the propeller slip ring,
through a yoke and attendant linkage, lifts the override rod to center the pilot valve plunger and shut off the flow of oil to and from
the propeller. This prevents the propeller from reversing by hydraulically locking the blades at the prescribed low pitch setting.
D. A secondary low pitch stop system prevents the propeller from reversing should the normal low pitch stop system malfunction.
On airplanes prior to LJ-356, except those with Kit 90-3086, 90-9035-S or 90-9035-1 S installed, this is accomplished by
means of a mechanically actuated switch in conjunction with a relay and solenoid valve.
E. A slide block assembly that rides on the propeller slip ring closes the switch, mounted in a bracket on front of engine, when the
blade angle of the propeller reaches approximately the 12-degree position. The switch closes to complete the circuit through the
secondary stop relay mounted beneath the RH cabin seat deck adjacent to the first cabin window. The current, through the relay
contacts, then illuminates the annunciator panel light and actuates the governor solenoid valve that shuts off oil pressure to the
propeller to prevent the blades from reversing. The circuit is protected by a 5-ampere circuit breaker in the RH subpanel that
provides power to the other components of the secondary low pitch stop system through power switches in the pedestal, which
are actuated by the movement of the power levers. A test switch in the LH subpanel provides a means of bypassing the
pedestal switches to provide power for an operational check of the secondary low pitch stop system. On LJ-356 thru LJ-571
and earlier airplanes equipped with Kit 90-9035 S or 90-9035-1 S, the mechanically actuated switch has been replaced by a
solid state switch and proximity sensors. The carbon block on the arm assembly for the proximity sensors, mounted in a bracket
in front of the engine, rides on the propeller slip ring. When the blade angle of the propeller is at approximately the 12-degree

Copyright © Textron Aviation Inc. Page 1 of 2

Retain printed data for historical reference only. For future maintenance, use only current data. Print Date: Mon Apr 15 16:19:22 CDT 2024
 King Air 90 Series Maintenance Manual (Rev D0)
61-21-00 (Rev D0)

position, the slip ring moves the target area of the arm assembly through the magnetic lines of flux emitted by the sensors. This
actuates a solid state switch mounted beneath the RH cabin seat deck parallel with the third cabin window. The remainder of
the system and the way in which it functions is identical to that in which the mechanically actuated switches were utilized.
F. On airplanes LJ-572 thru LJ-583, LJ-585, LJ-590, LJ-592, LJ-593, LJ-601, LJ-604, LJ-612, LJ-619, LJ-620, LJ-622 and LJ-
652 not modified by Kit 90-3086 and airplanes LJ-584, LJ-586 thru LJ-691, except airplanes LJ-590, LJ-592, LJ-593, LJ-601,
LJ-604, LJ-612, LJ-619, LJ-620, LJ-622 and LJ-652 not modified by Kit 90-3078-1 S, an electro-optic switch is used in the
secondary low pitch stop system. A carbon block on an arm assembly, mounted on a bracket on the front of the engine, rides on
the propeller slip ring. When the blade angle of the propeller is in approximately the 12- degree position, the slip ring moves the
outer area of the arm assembly into the slot of the horseshoe-shaped electro-optic switch, blocking the light rays, emitted by the
light emitting diode, from the light sensor. The switch then actuates the annunciator panel lights and the governor solenoid valve
that shuts off the oil pressure to the propeller to prevent the blades from reversing. The electro-optic switch accomplishes the
same functions as the earlier proximity switch but without a separate amplifier.
G. On LJ-1 thru LJ-583, LJ-590, LJ-592, LJ-593, LJ-601, LJ-604, LJ-612, LJ-619, LJ-620, LJ-622 and LJ-652, which are modified
by Kit 90-3086, a solid state switch and proximity sensor are installed as an integral unit. This circuit is essentially the same as
that installed on LJ-356 thru LJ-572 and earlier airplanes modified by Kit 90-9035 S or 90-9035-1 S, which have a proximity
sensor and remotely placed solid state switch.
H. On LJ-584, LJ-586 thru LJ-691, except LJ-590, LJ-592, LJ-593, LJ-601, LJ-604, LJ-612, LJ-619, LJ-620, LJ-622 and LJ-652 it
was determined that the secondary low pitch stop system was no longer required on the PT6A-20A and PT6A-21 engines.
Refer to S.I. 0805-247 and S.I. 0808-247. On LJ-692 and after it was no longer installed.
I. On these airplanes the low pitch propeller position is determined by a mechanically monitored hydraulic stop, corresponding to
the fixed low pitch mechanical stop used with nonreversing propellers. The propeller servo piston is connected by three spring-
loaded sliding rods to the slip ring mounted behind the propeller. A carbon block riding on the slip ring transfers the movement
of the latter through the propeller reversing lever to the beta valve of the governor. The initial forward motion of the beta valve
blocks off the flow of oil to the propeller. Further motion forward dumps the oil from the propeller into the reduction gearbox
sump. A mechanical stop limits the forward motion of the beta valve. Rearward movement of the beta valve does not affect
normal propeller control. When the propeller is rotating at a speed lower than that selected on the governor, the governor pump
provides oil pressure to the servo piston and decreases the pitch of the propeller blades until the feedback of motion from the
slip ring pulls the beta valve into a position blocking the supply of oil to the propeller, thus preventing further pitch changes.
J. When the cockpit controls are lifted for placement in the reversing range, the power levers actuate the pedestal switch that
break the circuit to the secondary low pitch stop system. This enables the propeller servo piston to reverse the pitch of the
propeller blades with the engine oil pressure from the governor pump. The cockpit controls are connected to the engine control
cam, which is also linked to the fuel control unit. A push-pull cable extends from the control cam forward to the reversing lever to
which are attached the two carbon blocks that ride in the propeller slip ring. Movement of the cockpit controls is transmitted
through the cam and interconnecting linkage to the fuel control unit and governors to regulate propeller speed and pitch. The
reversing lever is connected to the power turbine governor to limit propeller rpm in the reverse position. The power turbine
governor is progressively reset to below 100 percent N2 speed as the cockpit power lever is retarded below the 90 percent
position. The power turbine governor also senses the power turbine (or propeller) speed in the normal pitch range and is set to
govern at 106 percent N2 speed (approximately 2332 rpm). It indirectly controls propeller speed at this setting by limiting the
flow of fuel through the fuel control unit. The power turbine governor for the PT6A-20 engine is mounted on top of the sandwich-
type propeller tachometer-generator, which is located on the right side of the reduction gear housing. The power turbine
governor for the PT6A-20A and PT6A-21 engine is a part of the primary governor.

Copyright © Textron Aviation Inc. Page 2 of 2

Retain printed data for historical reference only. For future maintenance, use only current data. Print Date: Mon Apr 15 16:19:22 CDT 2024