King Air C90AB Workbook

King Air C90A/B The Training Workbook
Copyright 2012
Douglas S. Carmody and Executive Flight Training LLC are not liable for the accuracy,
effectiveness or safe use of this workbook and do not warrant that this aircraft manual or
publication contains current information and/or revisions. Aircraft manuals and publications
required for any reason other than training, study or research purposes should be obtained from
the original equipment manufacturer. Reference herein to any specific commercial products by
trade name, trademark, manufacturer, or otherwise, is not meant to imply or suggest any
endorsement by, or affiliation with that manufacturer or supplier. All trade names, trademarks
and manufacturer names are the property of their respective owners. All illustrations are the
property of Hawker Beechcraft Corporation and used with permission. Passages and examples
reprinted from Beechcraft Hawker Corporations C90A maintenance manual, and POH are used
with permission. No part of this book may be copied without the expressed written permission of
Douglas Carmody. All rights reserved.
Published by Executive Flight Training LLC.

Beaufort, SC
Table of Contents
Chapter 1 Airplane (General)
INTRODUCTION TO THE KING AIR C-90A/B ................................................... 1
OBJECTIVES.........................................................................................................1
HISTORY OF THE KING AIR C-90A/B .................................................................2
GENERAL..............................................................................................................2
NOSE SECTION............................................................................................... 3
COCKPIT ............................................................................................................. 3
LIGHTING SYSTEMS ........................................................................................... 4
CABIN CONFIGURATION .................................................................................... 5
CABIN WINDOWS................................................................................................ 9
EMERGENCY EXIT ............................................................................................ 10
INTERIOR DIVIDERS ......................................................................................... 10
AFT FUSELAGE ................................................................................................. 10
EMPENNAGE ..................................................................................................... 10
WINGS................................................................................................................ 11
ATTACH FITTINGS ............................................................................................ 12
POWER PLANT.................................................................................................. 12
ELECTRICAL SYSTEM ...................................................................................... 12
PROPELLER SYSTEM....................................................................................... 12
FUEL SYSTEM ................................................................................................... 13
ANTI-ICE/DE-ICE SYSTEMS ............................................................................. 13
ENVIRONMENTAL SYSTEM ............................................................................. 13
LIMITATIONS ..................................................................................................... 13
WEIGHT LIMITS ................................................................................................. 14
CENTER OF GRAVITY LIMITS .......................................................................... 14
MANEUVER LIMITS ........................................................................................... 15
FLIGHT LOAD FACTOR LIMITS (9650 POUNDS)............................................. 15
EMERGENCY PROCEDURES........................................................................... 15
GENERAL CHAPTER QUESTIONS................................................................... 16
Chapter 2 Electrical Systems
OBJECTIVES...................................................................................................... 18
ELECTRICAL POWER - DESCRIPTION AND OPERATION ............................. 19
BATTERY SYSTEM............................................................................................ 21
DC GENERATION - DESCRIPTION AND OPERATION .................................... 22
STARTER-GENERATORS ................................................................................. 22
GENERATOR CONTROL UNIT.......................................................................... 23
STARTER-GENERATOR PARALLELING .......................................................... 23
OVERVOLTAGE PROTECTION ........................................................................ 24
REVERSE CURRENT PROTECTION ................................................................ 24
OVER EXCITATION PROTECTION ................................................................... 24
FIELD FLASH CIRCUIT...24
COMPONENT LOCATION ................................................................................. 25
BUS TIE SYSTEM.25
AC GENERATION .............................................................................................. 26
EXTERNAL POWER .......................................................................................... 26
AVIONIC MASTER SWITCH .............................................................................. 28
CIRCUIT BREAKERS ......................................................................................... 28
STATIC DISCHARGING - DESCRIPTION AND OPERATION........................... 29
ELECTRICAL SYSTEM LIMITATIONS............................................................... 29
EMERGENCY ELECTRICAL PROCEDURES ................................................... 30
ABNORMAL ELECTRICAL PROCEDURES ...................................................... 31
EXPANDED ELECTRICAL PROCEDURES ....................................................... 31
ELECTRICAL SYSTEM QUESTIONS ................................................................ 32
Chapter 3 Annunciator System
OBJECTIVES...................................................................................................... 35
ANNUNCIATOR SYSTEM .................................................................................. 35
ANNUNCIATOR EMERGENCY PROCEDURES ............................................... 37
ANNUNCIATOR ABNORMAL PROCEDURES .................................................. 37
ANNUNCIATOR SYSTEM QUESTIONS ............................................................ 38
Chapter 4 Fuel System
OBJECTIVES...................................................................................................... 39
FUEL SYSTEM - DESCRIPTION AND OPERATION ......................................... 40
FUEL GAUGES .................................................................................................. 41
FUEL DRAIN VALVES........................................................................................ 42
FIREWALL SHUTOFF VALVES ......................................................................... 42
FUEL VENTS...................................................................................................... 42
FUEL PUMPS ..................................................................................................... 42
FUEL TRANSFER PUMPS................................................................................. 43
FUEL FILTERS ................................................................................................... 44
ENGINE FUEL CONTROL LINE HEATER ......................................................... 45
FUEL HEATER ................................................................................................... 45
CROSSFEED...................................................................................................... 45
FUEL PURGE SYSTEM ..................................................................................... 46
FUEL LIMITATIONS ........................................................................................... 46
FUEL MANAGEMENT ........................................................................................ 47
EMERGENCY FUEL SYSTEM PROCEDURES ................................................ 48
ABNORMAL FUEL PROCEDURES ................................................................... 49
FUEL SYSTEM EXPANDED PROCEDURES .................................................... 50
FUEL SYSTEM QUESTIONS ............................................................................. 50
Chapter 5 - Engine System
OBJECTIVES...................................................................................................... 53
GENERAL ENGINE DESCRIPTION................................................................... 53
TURBOPROP ENGINE SYMBOLS AND THEIR MEANINGS ............................ 55
ENGINE FUEL SYSTEM .................................................................................... 61
STARTING AND IGNITION SYSTEM................................................................. 63
AUTO IGNITION ................................................................................................. 63
FIRE DETECTION SYSTEM .............................................................................. 63
FIRE EXTINGUISHING SYSTEM ....................................................................... 64
POWERPLANT LIMITATIONS ........................................................................... 65
EMERGENCY ENGINE PROCEDURES ............................................................ 66
ABNORMAL ENGINE PROCEDURES ............................................................... 69
ENGINE SYSTEM QUESTIONS ........................................................................ 71
Chapter 6 Propeller System
OBJECTIVES...................................................................................................... 74
GENERAL........................................................................................................... 74
BASIC PRINCIPLES ........................................................................................... 75
PROPELLER GOVERNOR ................................................................................ 75
PRIMARY GOVERNOR...................................................................................... 75
LOW PITCH STOP ............................................................................................. 76
SECONDARY LOW PITCH STOP...................................................................... 77
OVERSPEED GOVERNOR................................................................................ 77
FUEL TOPPING GOVERNOR............................................................................ 78
PROPELLER FEATHERING .............................................................................. 78
AUTOFEATHER ................................................................................................. 78
PROPELLER BETA AND REVERSING ............................................................. 79
PROPELLER SYNCHROPHASER ..................................................................... 80
PROPELLER CARE ........................................................................................... 81
LIMITATIONS ..................................................................................................... 81
PROPELLER EMERGENCY PROCEDURES .................................................... 81
PROPELLER ABNORMAL PROCEDURES ....................................................... 82
PROPELLER EXPANDED PROCEDURES ....................................................... 82
PROPELLER SYSTEM QUESTIONS................................................................. 82
Chapter 7 Pressurization and Environmental Systems
OBJECTIVES...................................................................................................... 84
INTRODUCTION ................................................................................................ 84
HEATING, COOLING AND PRESSURIZATION - DESCRIPTION AND
OPERATION..................................................................................................... 85
MANUAL HEAT OPERATION ............................................................................ 87
ELECTRIC HEAT................................................................................................ 87
FRESH AIR VENTILATION ................................................................................ 88
COOLING - DESCRIPTION AND OPERATION ................................................. 88
AIR CONDITIONING TEMPERATURE CONTROL - DESCRIPTION AND
OPERATION................................................................................................... 89
PRESSURIZATION - DESCRIPTION AND OPERATION ................................ 90
PRESSURIZATION LIMITATIONS ................................................................... 94
EMERGENCY ENVIRONMENTAL SYSTEM PROCEDURES ......................... 94
ABNORMAL ENVIRONMENTAL PROCEDURES ............................................ 96
ENVIRONMENTAL SYSTEM EXPANDED PROCEDURES ............................ 97
OXYGEN DURATION .. 98
ENVIRONMENTAL SYSTEM QUESTIONS ..................................................... 98
Chapter 8 Landing Gear, Tires, and Brake System
OBJECTIVES.................................................................................................... 101
GENERAL......................................................................................................... 101
GROUND HANDLING TOWING....................................................................... 102
PARKING.......................................................................................................... 102
NOSE LANDING GEAR.................................................................................... 102
DESCRIPTION AND OPERATION - LANDING GEAR..................................... 103
LANDING GEAR WARNING SYSTEM ............................................................. 106
TIRES ............................................................................................................... 107
HYDRAULIC BRAKE SYSTEM ........................................................................ 108
SHOCK STRUTS.............................................................................................. 109
LANDING GEAR LIMITATIONS ....................................................................... 109
EMERGENCY LANDING GEAR SYSTEM PROCEDURES ............................. 109
ABNORMAL LANDING GEAR PROCEDURES................................................ 109
LANDING GEAR EXPANDED PROCEDURES ................................................ 110
LANDING GEAR SYSTEM QUESTIONS ......................................................... 111
Chapter 9 - Pneumatic and Vacuum System
OBJECTIVES.................................................................................................... 113
DESCRIPTION ................................................................................................. 113
PNEUMATIC - DESCRIPTION AND OPERATION........................................... 113
VACUUM SYSTEM - DESCRIPTION AND OPERATION ................................ 114
ENGINE BLEED AIR CONTROL. ...................................................... 115
DOOR SEAL SYSTEM ..................................................................................... 115
FLIGHT HOUR RECORDER ............................................................................ 116
PNEUMATIC LIMITATIONS ............................................................................. 116
PNEUMATIC SYSTEM EMERGENCY PROCEDURES ................................... 116
PNEUMATIC SYSTEM ABNORMAL PROCEDURES ...................................... 116
PNEUMATIC SYSTEM EXPANDED PROCEDURES ...................................... 116
PNEUMATIC AND VACUUM SYSTEM QUESTIONS ...................................... 117
Chapter 10 Anti-Icing System
OBJECTIVES.................................................................................................... 118
DESCRIPTION ................................................................................................. 118
ICE AND RAIN PROTECTION - DESCRIPTION AND OPERATION ............... 118
INERTIAL ICE SEPARATION SYSTEM ........................................................... 121
AIR INTAKE ANTI-ICE LIP ............................................................................... 122
ENGINE FUEL CONTROL HEAT ..................................................................... 122
WINDOWS AND WINDSHIELDS ..................................................................... 122
PROPELLER DEICING .................................................................................... 123
PITOT HEAT..................................................................................................... 125
STALL WARNING VANE HEAT ....................................................................... 125
FUEL VENTS.................................................................................................... 125
FUEL HEAT ...................................................................................................... 125
ICING LIMITATIONS ........................................................................................ 126
EMERGENCY ICING SYSTEM PROCEDURES .............................................. 126
ABNORMAL ICING SYSTEM PROCEDURES ................................................. 126
ICING EXPANDED PROCEEDURES ............................................................ 127
ENCOUNTERING ICING CONDITIONS128
ANTI-ICING SYSTEM QUESTIONS ................................................................. 130
Chapter 11 Flight Controls
OBJECTIVES.................................................................................................... 132
FLIGHT CONTROLS ........................................................................................ 132
ELEVATOR TRIM ............................................................................................. 133
CONTROL LOCKS ........................................................................................... 134
GROUND MOORING/TOWING........................................................................ 134
WING FLAPS.................................................................................................... 135
YAW DAMPER ................................................................................................. 136
RUDDER BOOST. 136
STALL WARNING SYSTEM ............................................................................. 137
FLIGHT CONTROL LIMITATIONS ................................................................... 137
FLIGHT LOAD FACTOR LIMITS ...................................................................... 137
FLIGHT CONTROL EMERGENCY PROCEDURES ........................................ 137
FLIGHT CONTROL ABNORMAL PROCEDURES ........................................... 138
FLIGHT CONTROL EXPANDED PROCEDURES ............................................ 139
FLIGHT CONTROLS QUESTIONS .................................................................. 140
Chapter 12 Pitot Static System
OBJECTIVES.................................................................................................... 141
PITOT AND STATIC PRESSURE SYSTEM..................................................... 141
OUTSIDE AIR TEMPERATURE ....................................................................... 142
PITOT STATIC LIMITATIONS .......................................................................... 142
PITOT STATIC SYSTEM EMERGENCY PROCEDURES................................ 143
PITOT STATIC SYSTEM ABNORMAL PROCEDURES................................... 143
PITOT STATIC SYSTEM QUESTIONS ............................................................ 143
Chapter 13 Oxygen System
OBJECTIVES.................................................................................................... 145
OXYGEN SYSTEM - DESCRIPTION AND OPERATION................................. 145
OXYGEN LIMITATIONS ................................................................................... 146
OXYGEN EMERGENCY PROCEDURES ........................................................ 146
OXYGEN ABNORMAL PROCEDURES ........................................................... 147
OXYGEN SYSTEM QUESTIONS ..................................................................... 147
Profiles and Power Settings ..149
King Air C-90A/B Training Manual 1
Chapter 1
Airplane General
INTRODUCTION TO THE KING AIR C-90A/B

This training and informational workbook describes the airframe, engines and
systems of the King Air C-90A. It is a compilation of operating information and
techniques gathered over 20 years of King Air Training. It covers serial numbers
LJ-1063 through LJ-1299. The C-90B covers serial numbers LJ-1302 and
subsequent. The following are changes differentiating the C-90B from the C-90A:
reduced cabin sound; a gated ground fine power lever position; follow-up type
flap selector switch; approach chart holder on pilots and copilots control wheels;
changed chip detect warning annunciation to caution annunciation; and
incorporates 26 electronically tuned dynamic vibration absorbers mounted in
strategic locations on specific fuselage frames. It is an excellent refresher
program but it is intended for training purposes only and is not a substitute for the
POH. The Pilots Operating Handbook shall take priority over anything written
here.
OBJECTIVES
After completion of this chapter, the student should be able to:
Locate and Describe:
Entry Door/Emergency Exit Baggage Area
Avionics Area Cabin Section
Fuselage Wing Section
Lights
HISTORY OF THE KING AIR C-90A

The King Air C-90A was introduced in 1984 beginning with serial number LJ
1063. The airplane has a max gross weight of 9650 pounds and holds 384
gallons of fuel. With a 5.0 pressurization differential and a 235 knot cruise speed,
the C-90A was a perennial best-seller. Improvements included dual bleed air and
an electric heater. The aircraft also included vertical engine instruments and an
hydraulically operated landing gear. The aircraft is equipped with two Pratt &
Whitney PT 6A 21 engines rated at 550 hp. The C-90A production run ended
with serial number LJ-1299. The C-90B was introduced. The C-90B includes
better sound proofing and an upgraded interior.
GENERAL
The King Air C-90A is a high performance, all metal, low wing aircraft. It
is approved for day
and night IFR/VFR
flight operations as
well as flight into
known icing. (If
properly equipped)
The airplane has
fully cantilevered
wings and a
conventional tail. The
fuselage is pressurized
to the skin between
pressure bulkheads.
The control cables,
torque shafts,
plumbing and wiring
connections that pass
through pressure walls
are installed with fitted
seals or plug
connectors to minimize
leakage. The King Air
90 fuselage is of
semimonocoque
construction and is
fabricated from,
frames, bulkheads and
keels reinforced by
longerons and stringers. It is powered by two 550 SHP Pratt & Whitney
turboprop engines. The C-90A is equipped with two PT6A-21 engines. The
aircraft has been approved for numerous STCs for various other engine
configurations. The engines incorporate a three-stage axial and a single stage
centrifugal compressor which is driven by a single-stage reaction turbine. The
engine has proven to be extremely reliable. Unscheduled engine shutdowns
occur approximately once every 300,000 hours. Depending on the interior
configuration, the airplane can accommodate up to 10 people, although the
normal corporate configuration is 6 passengers.
NOSE SECTION
The nose section of the airplane houses the radar antenna and the avionics
bay. The radome is constructed of a composite material allowing radar waves
to pass through easily. The nose section also contains the hydraulic brake
fluid reservoir, the vacuum system inlet and the air conditioner. (Including the
compressor) The nose section is un-pressurized and is accessed via
removable panels on each side of the compartment. This compartment is
limited to 350 pounds, which includes the weight of any avionics equipment
installed within the compartment.
COCKPIT
Seats
The pilot and copilot seats are adjustable both fore and aft, as well as
vertically. The seat adjustment lever is located under the front inboard corner
of the seat. When held in the up position, the seat can be moved forward or aft
as required. Lifting the release lever under the front outboard corner of the
seat allows vertical adjustments to be made. Consistently good landings
can be made by adjusting the vertical position of the seat to create an eye
level at the center point of the windshield. The armrests pivot and can be
raised or lowered as required.
Seat Belts
The shoulder harness installation incorporates an inertia reel attached to the
back of the seat. The two straps are worn with one strap over each shoulder
and fastened into the lap belt. Spring loading at the inertia reel keeps the harness
snug, but still allows normal movement required during flight. The inertia reel
is designed to lock during sudden deceleration.
Oxygen Masks
The quick donning oxygen masks for the pilot and copilot are stored on the
bulkhead behind the pilots. Newer aircraft are equipped with masks stowed
directly above the crew. On aircraft not equipped with quick donning masks, the
crew oxygen mask can be located in the seat back pocket or underneath the
pilots seat.
FOR TRAINING PURPOSES ONLY www.Kingairtraining.com
PILOT TIP
Beards and mustaches should be trimmed so that they do not interfere with the
proper sealing of the oxygen mask.
LIGHTING SYSTEMS
Cockpit Lights
An overhead-light control panel, easily accessible to both pilot and copilot,
incorporates a functional arrangement of all lighting systems in the cockpit. Each
light group has its own rheostat switch
placarded BRT - OFF. The MASTER
PANEL LIGHTS - ON - OFF 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 lights, and
gyro instrument lights. The instrument
indirect lights in the glareshield and
overhead map lights are individually
controlled by separate rheostat
switches.
The push-button FREE AIR TEMP switch, located on the left sidewall panel next
to the gage, turns ON and OFF the lights near the outside air temperature gage.
Cabin Lights
A three-position switch on the copilot's subpanel placarded CABIN LIGHTS -
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 LIGHTS - NO SMOKE & FSB - FSB - OFF.
The baggage-area light is controlled by a two-position switch just inside the
airstair door aft of the door frame and is connected to the hot battery bus.
A threshold light is located forward of the airstair door at floor level, and an
aisle light is located at floor level aft of the spar cover. A switch adjacent to the
threshold light turns both these lights on and off. The switch also turns the
exterior entry light on and off. When the airstair door is closed, all the lights
controlled by the threshold light switch will extinguish. If the master switch is on,
the individual reading lights along the top of the cabin may be turned on or off by
the passengers with a push-button switch adjacent to each light.
Exterior Lights
Switches for the landing lights, taxi lights, wing ice lights, navigation lights,
recognition lights, rotating beacons, and wing-tip and tail strobe lights are located
on the pilot's sub-panel. They are appropriately placarded as to their function.
Tail floodlights, if installed, are incorporated into the horizontal stabilizers and are
designed to illuminate both sides of the vertical stabilizer. A switch for these lights,
placarded LIGHTS - TAIL FLOOD - OFF, is located on the pilot's subpanel. A
flush-mounted floodlight forward of the flaps in the bottom of the left
wing may be installed. This entry light provides illumination of the area around
the airstair door, to provide passenger convenience at night. It is controlled
by the threshold light switch just inside the door on the forward door frame,
and will extinguish automatically whenever the cabin door is closed.
PILOT TIP
In fog or low visibility conditions, landing and taxi lights should be left off to
reduce light reflections.
CABIN CONFIGURATION
Various configurations of passenger seats and couches can be installed.

The standard airplane seats two pilots and six passengers. All seats are
equipped with seat belts and headrests. Some passenger
seats can be moved fore and aft by lifting the horizontal
release bar that extends laterally under the front of
adjustable seats. The seatbacks can be adjusted to any
angle from fully upright to fully reclining, by depressing the
release tab located on the side of the seat at the front
inboard corner. W hen the tab is depressed and the
passenger leans against the seatback, the seatback will
slowly recline until the tab is released, or until the fully
reclining position is attained. When no weight is placed
against the seatback and the tab is depressed, the
seatback will rise until the tab is released, or until the
fully upright position is reached. The seatbacks of all
occupied seats must be upright for takeoff and landing.
An optional lateral-tracking passenger seat may be
installed. These seats have a flat, rectangular release lever
located underneath the front inboard corner of the seat.
When this lever is lifted, the seats can be adjusted fore
and aft, as well as laterally. When occupied these seats must be positioned
against the cabin wall for takeoff and landing. The armrests can be raised and
lowered by lifting the release tab located under the front end of the armrest.
Hand held fire extinguishers are mounted in the cockpit beneath the copilot seat
and in the passenger cabin beneath the last seat on the left side of the airplane.
Toilet
The aircraft is equipped with a chemical or electrically operated toilet that is
normally installed in the aft baggage compartment. The forward facing unit is
equipped with a hinged cushion cover turning the toilet into an additional
passenger seat. The seat belt and shoulder harness for the toilet
incorporates a single adjustable strap attached to the aft bulkhead.
Relief tubes are located on the left cabin side wall forward of the toilet and
in the cockpit under the pilots seat .
Aft Baggage Compartment

The 53.4 cubic foot aft cabin baggage compartment can be separated from the
cabin by a partition or a folding curtain. It includes provisions for hanging bags as
well and providing for up to 350 pounds of baggage storage. All baggage and cargo
must be properly secured with the webbing provided. Any item stored in the
baggage compartment is accessible in flight.
Storage and Dispensing Cabinetry

A large pyramid cabinet is located just behind the left cockpit
partition. It provides storage for coffee, water, liquor decanters,
trash, cold beverages and ice. Additional storage space is also
available in the pull-out drawers installed next to the side facing
jump seat.
PILOT TIP
Maximum content weight in each drawer is 30 pounds
Airstair Door
The airstair entrance is attached to the airframe by a hinge at the bottom of the
door. The door swings outward and downward when
opened. A hydraulic damper allows the door to open
slowly. As a result, it isn't necessary for a crew member to
supervise when a passenger opens the door. A stairway
forms an integral part of the door and provides for easy
passenger access to the cabin. The internal door
steps fold in when the door is closed and fold out
automatically when the door is opened. While the
door is open, it is supported by a plastic-encased
cable, which also serves as a passenger handrail.
Dual stair assist cables are available as an option. The forward assist cable is
easily detachable to provide more room for loading large baggage or cargo into the
airplane. Boarding lights built into the steps provide for passenger boarding at
night. The door lights are powered by the hot battery bus so they can be
controlled at a switch near the door without turning on the battery switch. Closing
and latching the door will turn off the stair lights regardless of switch position. The
door closes against an inflatable rubber seal which is installed around the
opening in the door frame. Engine bleed air supplies pressure to inflate the
door seal and provide a positive seal around the door. The door latching system
incorporates 4 bayonet pins and 2 "J" hooks to insure structural integrity. Proper
latching of the door can be verified by both observing an annunciator light in the
cockpit and by visually confirming position marks on the pins. A pressure lockout
device prevents inadvertent unlocking of the door inflight.
CAUTION
Only one person at a time should be on the door stairway.
Operation
The door is operated by rotating the handle in the center of the door. The inside
and outside handles are mechanically interconnected. To open the door from
inside the airplane, push the safety release button and rotate the handle
counter clockwise. The handle is turned clockwise to open the door from
outside the airplane. The release button acts as a safety device to help prevent
accidental opening of the door by requiring a deliberate two handed operation to

open. As an additional safety measure, a differential-pressure-sensitive
diaphragm is incorporated into the release-button mechanism. The outboard side
of the diaphragm is open to atmospheric air pressure and the inboard side to
cabin air pressure. As the cabin to atmospheric air pressure differential
increases, it becomes more difficult to depress the release button. The door is
held securely to the airframe by two latch bolts at each side of the door and two
latch hooks at the top of the door. These lock into the aircraft door frame to
secure the airstair door when closed. The cabin DOOR UNLOCKED light in the
annunciator panel remains illuminated until the cabin door is closed securely.
When the door is closed and latched, the lower forward latch bolt compresses the
switch mounted behind the latch plate in the doorway. When the handle is
rotated to the locked position, a contact switch is actuated, removing current
to the cabin DOOR UNLOCKED light.
CAUTION
If the DOOR UNLOCKED annunciator illuminates in flight, do not attempt to
check the security of the door! If you have any reason to suspect that the door
may not be securely locked, depressurize the cabin at a safe altitude and instruct
all passengers to remain seated with their seatbelts fastened. Only after the
airplane has made a full-stop landing and the cabin has been depressurized
member should you check the security of the cabin door.
To close the door from outside the airplane:

1. Lift up the free end of the airstair door and push it up against the door frame
as far as possible.
2. Grasp the door handle with one hand and rotate it clockwise as far as it will
go. The door will move into the closed position.
3. Rotate the handle counterclockwise as far as it will go.
4. The release button will pop out and the door handle should be pointing aft.
To close the door from inside the airplane:

1. Grasp the handrail cable and pull the airstair door up against the door frame.
2. Next, grasp the handle with one hand and rotate it counterclockwise as far
as it will go while pulling inward on the door. The door will move into the
closed position.
3. Then turn the handle clockwise as far as it will go. The release button should
pop out, and the handle should be pointing down.
4. Check the security of the door by attempting to rotate the handle
counterclockwise without depressing the release button. The handle should
not move.
5. Lift the folded stairs to reveal a placard adjacent to the round observation
window. The placard presents a diagram showing how the arm and shaft
should be positioned. A red pushbutton switch near the window turns on a
light inside the door to illuminate the area.
6. Proceed to check the visual inspection ports, one of which is located near
each corner of the door. A green stripe painted on the latch bolt should
be aligned with the black pointer .
CAUTION
If any condition specified in this door-locking procedure is not met, do not
take off.
PILOT TIP
Only a crew member should close the door.
CABIN WINDOWS
Cabin Exterior Windows
Each cabin window is made of a sheet of clear, stretched, acrylic plastic and is
seated in the window frame. The windows are part of the pressurization vessel
and are capable of withstanding maximum cabin pressure differential. The plastic
windows should be kept clean and waxed at all times. Only approved Plexiglas
cleaners such as Mirror Glaze, Permatex Plastic Cleaner or Parko Anti-Static
Plastic Polish should be utilized. To prevent scratches and crazing, wash the
windows carefully with plenty of mild detergent and water. Use the palm of the
hand to feel and dislodge dirt and mud. A soft cloth, chamois or sponge may be
used, but only to carry water to the window surface. Rinse the window
thoroughly, and then dry it with a clean, moist chamois. Rubbing the surface of
the plastic window with a dry cloth will serve only to build up an electrostatic
charge that attracts dust. Remove oil and grease with a cloth moistened with
kerosene. Never use gasoline, benzene, alcohol, acetone, carbon tetrachloride,
fire extinguisher or anti-ice fluid, lacquer thinner or glass cleaner. These liquids
will soften the plastic and may cause crazing. After removing all dirt and grease
from the window, it should be waxed with a good grade of commercial wax. The
wax will fill in minor scratches and help prevent additional scratches. Apply a
thin, even coat of wax and bring it to a high polish by rubbing lightly with a clean,
dry, soft flannel cloth. Never use a power buffer; the heat generated by the
buffing pad may soften the plastic.
Polarized Interior Windows

Two window panes composed of a film of
polarizing material laminated between two
sheets of acrylic plastic are installed on the
inboard side of the window. The inner most
pane rotates freely in the window frame and
has a protruding thumb knob near the edge.
Rotation of this pane changes the relative
alignment between the polarizing films, thus
providing any degree of light transmission from full
intensity to almost none. Do not leave the
windows in the polarized position while parked on the ramp. Intense sunlight will
cause deterioration of the polarizing material.
Note: Some King Air models have shade type window blinds.
WARNING!
Do not look directly at the sun, even though polarized windows
because eye damage could result.

EMERGENCY EXIT
The emergency exit door is located at the third cabin window on the right cabin
side wall. Inside the airplane, the door is released with two hooks, a trigger
button, and a latch-release pull-up handle. A placard on the emergency exit
hatch release cover details how to operate the
emergency exit. If the cabin is pressurized, a
pressure lock out prevents the door from being
opened. Pulling the hooks will override the
pressure lock and allow the trigger button to be
pushed. This releases the handle. When the
handle is pulled up and the securing latches are
released, a hinge at the bottom allows the hatch
to swing outward and downward for emergency
exit.
INTERIOR DIVIDERS
Interior dividers are provided by curtains or panels.
AFT FUSELAGE
The fuselage is designed and tested to meet fail-safe structural requirements.
There is no scheduled retirement or replacement requirement for the fuselage.
The aft fuselage area contains the oxygen
bottle and filler port. The oxygen bottle is
located in an unpressurized aft compartment.
Access to the compartment is through a door
Located on the bottom of the right side of the
Fuselage. This large lockable door on the
lower surface of the fuselage immediately aft
of the pressure bulkhead provides access for
mechanics to reach avionics, flight controls,
and other systems. All conditioned air passing out of the cabin through the outflow
valves is-ducted overboard rather than being expelled into the aft fuselage. This
eliminates the potential for a large amount of moisture being condensed out into the
fuselage area during flight.
EMPENNAGE
The empennage includes the rudder, horizontal stabilizer, vertical stabilizer,
elevators, and the trim tabs. The airplane features a conventional empennage
configuration. All empennage control surfaces are mechanically operated via
control cables and bellcranks. The flight control cable assemblies are pre-stretched
prior to installation in the airframe. This extra manufacturing process reduces the
likelihood that cables will slacken or lose tension in service. Both manual and
electric trim are used for elevator trim. The elevators incorporate dual trim tab
surfaces and actuators. Dual trim tabs provide symmetrical trim loading and system
redundancy. The tabs are attached to the elevator with piano type hinges to
improve strength and service life. The pneumatic de-ice boots are attached to
the leading edges of the horizontal and vertical stabilizers.
WINGS
The airplane utilizes a NACA 23000 series wing shape. This airfoil series exhibits a
balance of good high speed performance and excellent low speed handling
qualities. The NACA 23000 shape is much more tolerant of ice accumulation than a
laminar flow wing. The aircraft has a wingspan of 50'3" and incorporates a 7 wing
dihedral. The total wing area is 294 sq. feet. The Beech King Air 90 series wing
assembly consists of the center section and two outboard wing panels. The
center section is attached to and becomes an integral part of the fuselage
providing structural support for the engine nacelles and the outboard wing
assemblies. On airplane serial number, LJ-1088 and after, the outboard wing
assemblies are attached to the center section with six tension bolts located at the
upper forward, aft upper and aft lower position and two shear bolts located at the
lower forward wing attach point at the spar attach points on each wing. Shear
between the outboard wings and the center section is transferred through soft
aluminum washers between, and imbedded in, serrations on the upper spar
fittings. The center section and outboard wing assemblies are of
semimonocoque box construction. Both center section spars are I-beam sections
built up from aluminum extruded tee caps, webbing and stiffeners. Similar
construction is used in the outboard wing spars, except that a combination of
aluminum extrusion and formed U-channel members comprise the main spar
caps while those of the rear spar are composed of formed aluminum angles and
cap strips. The leading edge assembly and the main outboard wing assembly
are joined together at the main spar by continuous hinges. A subspar is installed
at the forward end of the leading edge. The space forward of this subspar is
utilized to route wiring and plumbing. Between the subspar and the main spar,
bladder fuel tanks are installed the full span of the outboard leading edge.
Wing Center Section

The center section main and rear spars are parallel and are continuous from one
outboard wing attach joint the other outboard wing attach joint. A subspar is
installed forward of the main spar between the fuselage and each nacelle to which
a removable leading edge is attached. The area with the removable leading edge
and forward of the subspar is used to route engine controls, plumbing and wiring,
etc. A subspar located forward of the rear spar provides a tunnel for control
cables and shafts and serves as a fuel wall for the bladder tanks from the root rib
to the nacelle. Landing gear hinge point structural supports in the nacelles are
made of machined alloy plate. Formed sheet metal formers and stringers
establish the nacelle fairing and a cavity for a bladder fuel tank above and
forward of the wheel well.

ATTACH FITTINGS
The major fittings in each wing and the center section are the supporting
structures adjacent to the attachment points for the flap actuator, flap tracks and
flap, the aileron hinge brackets and hinges, the main landing gear, drag legs and
landing gear doors. Minor fittings include brackets to support cable pulleys,
bellcranks and similar components. The main gear is bolted to heavy aluminum
alloy fittings attached to the main rib assembly at the aft end of the wheel well.
The main gear drag leg is bolted to an aluminum alloy forging attached to the
main spar of the center section. Wing tips are fabricated from metal and include
the nav light, strobe light, and recognition light. Compass sensors (flux valves) are
located in the wing tips, away from electrical field interference. Two compass
systems (#1-L.H. tip, #2R.H. tip) provide for redundancy in the cockpit.
PILOT TIP
Many pilots think the King Air 90 "flies like a big Bonanza since they share a
common airfoil.
POWER PLANT
T h e C9 0A aircraft is powered by two Pratt and Whitney PT6A series engines.
The PT6 is a lightweight, free-turbine engine. It utilizes a three- stage axial
compressor and a single stage centrifugal compressor. These compressors are
driven by a single-stage reaction turbine. A reaction turbine, called the power
turbine, drives the propeller shaft through a reduction gear box. The power turbine
and the reaction turbine rotate independently of each other and there is no
mechanical connection between the two. The engine is covered in detail in
Chapter 5 of this workbook.
ELECTRICAL SYSTEM
The aircraft uses a 28 volt multiple bus electrical distribution system. D.C. power
is provided by two 30 volt, 250 amp starter-generators. Either a NiCad or lead
acid 24 volt battery supplies starting and backup electrical power. Alternating
Current is supplied by two invertors which provide power at 26VAC (400Hz).

More information on the electrical system is supplied in Chapter 2 of this
workbook.
PROPELLER SYSTEM
Each engine is equipped with either a Hartzell or McCauley 3 or 4 blade propeller.
They are full feathering, constant speed, reversing, variable pitch propellers
mounted on the output shaft of the engine reduction gearbox. They are equipped
with an auto-feathering system. More information on the propeller system is
supplied in Chapter 6 of this workbook.
FUEL SYSTEM
The fuel system is a 384 usable gallon system with each wing divided into a
main fuel tank and a nacelle tank. Fuel for each engine is supplied from a
nacelle tank and four 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 other 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 filler openings, one in the nacelle tank and one in the
leading edge tank. To assure that the system is properly filled, service the
nacelle tank first, then the wing tanks. A crossfeed valve in the left fuel system
makes it possible to connect the two systems . The fuel system is covered in
detail in Chapter 4 of this workbook.
ANTI-ICE/DE-ICE SYSTEMS
The King Air is fully equipped for flight into known icing. De-icing equipment
includes wing and tail deice boots and the anti icing equipment includes pitot
heat, stall vane/ fuel vent heat., windshield heat, prop heat and engine inlet heat.
More information on the anti ice/de-ice system is supplied in Chapter 10 of this
workbook.
ENVIRONMENTAL SYSTEM
The environmental system consists of the bleed air pressurization system,
heating and cooling systems and their associated controls. The environmental
system is covered in detail in Chapter 7 of this workbook.
LIMITATIONS
Airspeed Limitations
The limitations included in this section have been approved by the
Federal Aviation Administration and they must be observed in the
operation of the BEECHCRAFT King Air C90A.
SPEED KCAS KIAS REMARKS
Maximum Operating Speed 226 226 Do not exceed this

VM0 airspeed in any operation.
Maneuvering 169 169 Do not make full or ab-

VA rupt control movements
above this speed.

Maximum Flap Extension/Extended Do not extend flaps or
VFE operate with flaps ex-
35% (APPROACH) 184 184 tended above this speed.
100% (FULL DOWN) 140 148
Maximum Landing Gear Do not extend or retract

Operating Extension the landing gear above
Retraction 182 182 this speed.
164 163
Maximum Landing Gear Do not exceed this

Extended 182 182 speed with the landing
VLE gear extended.
Air Minimum Control This is the lowest speed

VMCA 92 90 at which the airplane
is directionally controllable
after sudden
loss of engine when
the remaining engine
is at take-off power.
AIRSPEED INDICATOR MARKINGS**
AIRSPEED INDICATOR MARKINGS**
MARKING KCAS VALUE KIAS VALUE SIGNIFICANCE

OR RANGE OR RANGE
Maximum Operating Limit

Red Line 226 226 Speed
White Arc 74 to 140 76 to 148

Full Flap Operating Range
White Triangle 182 184 Maximum Speed For
Approach Flaps
"The Airspeed Indicator is marked in CAS Values.
WEIGHT LIMITS
Maximum Ramp Weight: 9710 pounds
Maximum Take-off Weight: 9650 pounds
Maximum Landing Weight: 9168 pounds
Maximum Zero Fuel Weight: No Structural Limit
Maximum Weight in Rear Baggage Compartment: 350 pounds
Maximum Weight in Nose Baggage Compartment: 350 pounds
CENTER OF GRAVITY LIMITS

AFT LIMIT: 160.0 inches aft of datum at all weights
FORWARD LIMITS: 153.2 inches aft of datum at 9650 lbs.
151.4 inches aft of datum at 9168 lbs.
144.7 inches aft of datum at 7400 lbs or less.
DATUM is 83.5 inches forward of the center of front jack point.
MAC leading edge is 135.9 inches aft of datum.
MAC length is 75.9 inches.
MANEUVER LIMITS
This is a normal category airplane. Acrobatic maneuvers, including spins, are
prohibited.
FLIGHT LOAD FACTOR LIMITS (9650 POUNDS)

Flaps Up: 3.70 positive G's 1.68 negative G's
Flaps Down: 2.00 positive G's
MINIMUM FLIGHT CREW: One Pilot

MAXIMUM OCCUPANCY: Ten People
EMERGENCY PROCEDURES
BOLD TYPE INDICATES MEMORY ITEMS!
Illumination of Cabin Door Warning Annunciator
WARNING!
Do not attempt to check the security of the cabin door. Remain as far from the
door as possible with seat belts securely fastened until the airplane has landed.
1. If the CABIN DOOR warning annunciator illuminates, depressurize cabin

(consider altitude first) by activating cabin pressurization dump switch on
pedestal.
2. Do not attempt to check cabin door for security until cabin is

depressurized and the airplane is on the ground. Check security of
cabin door (on the ground) by lifting cabin door step and checking
position of arm and plunger. If unlocked position of arm is
indicated, turn door handle toward locked position until arm and
plunger are in position .
Emergency Exit
The third right cabin window is the EMERGENCY EXIT hatch.
CAUTION
Do not open Emergency Exit Hatch when cabin is pressurized.
1. Emergency Release Hatch Cover - OPEN

2. Release Button - PUSH (if release button will not push PULL hooks to
overcome residual friction and then PUSH the release button)
PULL handle and PUSH out hatch.
Cracked Windshield
If it is positively determined that the crack is on the outer panel, no action is
required.
CAUTION
Windshield wipers may be damaged if used on cracked outer panel. Heating
elements may be inoperative in area of crack.
If it is determined that the crack is on the inner panel, descend or reset the
pressurization controller to achieve 3 psi or less differential pressure within ten
minutes. Visibility through the windshield may be significantly impaired.
Spins
If a Spin is entered inadvertently:
1. Control Column - FULL FORWARD
2. Full Rudder - OPPOSITE DIRECTION OF SPIN
4. Power Levers IDLE
5. Controls - NEUTRALIZE WHEN ROTATION STOPS
6. Execute a smooth pull out.
NOTE
Federal Aviation Administration Regulations do not require spin demonstration of
airplanes of this weight; therefore no spin tests have been conducted. The
recovery technique is based on the best available information.
Simulating One-Engine-Inoperative (Zero Thrust)

When establishing zero thrust operation, use the power setting listed below. By
using this power setting to establish zero thrust, one avoids the inherent delays
of restarting a shut down engine and preserves almost instant power to counter
any attendant hazard.
1. Propeller - 1800 RPM
2. Power Lever - SET 100 ft-lbs torque
NOTE
This setting will approximate Zero Thrust at low altitudes using recommended
One-Engine-Inoperative Climb speeds.
GENERAL CHAPTER QUESTIONS

1. To open the emergency exit:
A. Turn the release handle clockwise and pull the door down and in.
B. Release Button PUSH. PULL handle and PUSH out hatch.
C. Turn the release handle counterclockwise and push the door out.
D. Pull the door release handle downward and inward.
2. T or F: The nose section is pressurized.
3. The airplane can accommodate up to people.
4. Hand held fire extinguishers are located and .
5. Proper latching of the airstair door can be verified by:

A. Observing the annunciator light in the cockpit
B. Confirmation of green position marks on the pins in the inspection ports.
C. Observe the arm and shaft position in the observation window.
D. All of the above
6. T or F: On the ground, the polarized window shades should be left in the

polarized position.
.
7. The oxygen bottle is located:
A. In the nose section
B. In the aft fuselage area
C. In the baggage compartment
D. The airplane uses oxygen generators.
8. The maximum take off weight is .
9. List:
A. Va
B. Vne
C. Vlo
D. Vle
E. Vmc
10. The maximum landing weight is_ .
11. The maximum weight in the aft baggage compartment is:
12. What does the red line on the airspeed indicator represent?
13. What are the emergency procedures for an illuminated Door Light
annunciator warning?
14. Maximum content weight in each cabinet drawer is pounds.
15. What does the white triangle on the airspeed indicator represent?
__________________________________________________________________
__________________________________________________________________

Chapter 2
Electrical System
OBJECTIVES
After completion of this chapter, the student should be able to:
1. Locate the control switches for:

A. Battery
B. Generators
C. Inverters
2. Locate the following indicators:

A. DC load/volt meters
B. AC frequency/volt meters
3. On the annunciator panel state the color, probable cause f or

illumination and corrective action for the following:
A. Generator
B. Inverter (if installed)
C. Battery charge
D. Ignition
4. Using the aircraft electrical schematic locate:

A. Battery
B. Hot-wired bus
C. Generators
D. Current limiters
E. Generator busses
F. Triple fed busses
G. Ground power plug
H. Inverters
I. H.E.D.
5. Trace the DC power distribution from:

A. Battery only
B. Single generator only
C. Two generators
D. External power unit
6. State the procedures for conducting a:

A. Bus sense check
B. Normal engine start
7. State procedure for detecting:

A. A failed current limiter, failed gen tie.
B. Failed gen tie combined with loss of DC generator.

8 . List acceptable voltage, amperage and polarity for external power unit.
9. Trace AC power distribution.
ELECTRICAL POWER - DESCRIPTION AND OPERATION

The Beech King Air C90 electrical system is a 28-volt DC split bus system
with a negative ground. During normal operation, primary electrical power is
supplied by two 30-volt, 250-ampere DC starter-generators. The secondary
source of power is a 24-volt nickel-cadmium battery or a 24-volt lead-acid
battery. Volt/load meters on the overhead panel indicate the load on each
generator. The electrical system is designed to provide maximum
protection against loss of electrical power due to ground fault. High current
sensors, bus-tie relays and current limiters are provided to isolate a ground
fault from a power source. The arrangement of the electrical system buses
are designed to afford multiple power sources for all circuits. The King Air
C-90A utilizes a three bus system. The three main buses are the left
generator bus, right generator bus and the triple fed bus. All circuit
breakers which receive power from the triple fed bus are identified by a
white ring around the circuit breaker in the edgelighted panel.
The hot battery bus is connected directly to the battery to provide power for
the operation of certain systems essential to flight without generator
operation such as fire extinguish, firewall shutoff, etc. The battery bus,
located in the lower forward cabin under the copilots floor, is triple fed from
the battery and from each generator bus through 250-amp limiters diodes
which provide fault isolation between the power sources. Each generator
bus is located aft of the firewall in the inboard side of its respective nacelle.
The center bus is located under the crew compartment floor through a 250-
ampere limiter and generator bus-tie relay. The generator buses, battery
bus and battery are all tied together by the center bus, which in turn
supplies power to the landing gear and environmental system In normal
operation, the buses are automatically tied into a single loop system in
which all sources collectively supply power through individual protective
devices. When the battery switch is closed, the battery relay and the
battery bus-tie relays will close. Battery power is routed through the battery
bus-tie relay to the center bus and both starter relays. Battery power is
then available to permit starting either engine. After either engine has been
started and the generator system has been activated, the generator control
panel (voltage regulator) will bring the generator up to voltage, then close
the generator line contactor and the generator bus-tie relay. The generator
output will then be routed through the center bus and the battery bus tie
relay to permit battery charging and to supply power to all airplane systems.
As each generator bus is energized, power is routed to the opposite cross-
start system, ready for use in starting the opposite engine. The current
supplied by the operating generator during a generator-assisted start thus
bypasses the 300-ampere current limiter of the operating generator to
prevent opening the limiter.


BATTERY SYSTEM
A good battery should be able to provide sufficient stored energy for reserve or
emergency power requirements in the event of a dual generator failure. As the
sole source of electrical power, a fully charged battery should provide adequate
power for approximately 30 minutes. The batterys voltage can be checked by
using the volt/load meter located on the pilots left subpanel. Adequate starting
performance is not always indicative of a good battery. Normally, a periodic
capacity check of the battery is
required at 18 month intervals.
The airplane is equipped with a
24-volt, 36-ampere-hour nickel-
cadmium battery or a 24-volt,
42-ampere-hour capacity sealed
lead-acid battery. Many King Air
operators have elected to
remove the NiCad battery and
replace it with the 24 volt, 42
ampere-hour lead acid battery.
Since lead acid batteries have a
straight line voltage drop as the
battery discharges, the aircraft
manufacturer was concerned with high ITT temperatures during engine start. This
concern has proven to be unfounded and the lower costs and ease of operation of
lead acid batteries have outweighed any advantages of the NiCad batteries.
Normally, converting a King Air from a NiCad battery to a lead - acid battery also
involves removal or disconnection of the BATTERY CHARGE annunciator light.
If the airplane is equipped with the NiCad battery, a battery charge light is
installed on the annunciator panel to warn the pilot of an abnormally high battery
charge rate. This condition can lead to a thermal runaway of the nickel-cadmium
battery. If this occurs, the pilot should follow the checklist procedure which will
isolate the battery from the charging system before further battery damage
occurs. The most common cause of the thermal runaway is damage to the gas
barrier between the plates resulting from overcharging the battery at a high rate
and high temperatures. During normal operation, the idle current of the battery is
less than one amp. It increases significantly above the normal level when the
battery is charged at an elevated temperature or from a high charge voltage. For
this reason, the battery case incorporates a thermostatically controlled air vent to
provide cooling air flow around the battery. The vent is located on the underside
of the battery box. The battery monitor system provides an indication of the high
charge current resulting from high battery temperature, high charging voltage or
gas barrier damage. The system will illuminate the BATTERY CHG annunciator
during battery recharge to provide a self-test of the system. Following an engine
start, the BATTERY CHG annunciator illuminates and remains on for
approximately five minutes until the battery approaches full charge. If the
annunciator light remains on longer than five minutes, the battery was in a low
state of charge or has gas barrier damage. After the BATTERY CHG annunciator
light extinguishes, it should remain off.

PILOT TIP
The battery may be damaged if exposed to voltages higher than 30V for
extended periods of time.
DC GENERATION - DESCRIPTION AND OPERATION

Direct current for the electrical system is supplied by a 24-volt, 40- or 45-ampere-
hour battery and two 30-volt, 250-ampere starter-generators connected in
parallel. These three power sources are controlled by the generator and battery
switches which are located under the MASTER SWITCH gang bar on the pilot's
outboard subpanel. The three switches are located under the MASTER SWITCH
gang bar for simultaneous cut-off.
The generator switches have a third (RESET) position for putting the generator
back on the line after each engine start. The generator switch is spring-loaded to
return from the RESET position to the ON position for generator operation. In
order to turn the generator ON, the generator switch must be held upward in the
reset position for one second. It is then released to the ON position. Whenever
the generator control switch is in the OFF position, battery voltage is routed from
the generator control circuit breaker through the generator control switch and
the normally closed contacts of the field disconnect relay to the coil of the field
grounding relay. This energizes the field grounding relay which grounds the field
of the respective starter-generator to the airframe structure. Regulator power is
interrupted and, consequently, generator operation is disabled whenever the
generator control switch is OFF or when the respective engine is being started.
STARTER-GENERATORS
The starter-generators are dual purpose, 30-volt, 250-ampere DC units
which produce torque for engine starts or generate electrical current to
meet the airplane electrical loads. The generator buses are
interconnected by two 325- ampere current limiters. During an engine
start, the starter generator acts as a starter and drives the engine
compressor section through the accessory gearing. As the compressor
turns, the starter generator can draw up to 1,100 amperes initially before
dropping off to 300 amperes as the engine accelerates to approximately
20% N1. Once on line, generator voltage and load can be monitored by
checking the volt/load meter on the overhead panel.

GENERATOR CONTROL UNIT
During normal operation, each generator control unit (GCU) monitors starter-
generator output voltage and controls the field excitation to maintain a
constant load under varying operating conditions such as speed, load and
temperature. Each starter- generator has its own GCU to provide voltage
regulation, generator paralleling, reverse current sensing, and overvoltage
and overexcitation protection. Before the GCU can regulate starter-generator
output, it must use residual voltage to build starter-generator output to a
level that the regulation circuit can control. When residual voltage is applied,
the starter- generator field is excited and output is increased to a level
sufficient for the regulator circuit to control. Starter-generator output is
adjusted by the regulator circuit to maintain 28.25 0.25 vdc. If no
overvoltage is present and the starter- generator output is at least 0.6 vdc
greater than bus voltage, the reverse current relay is energized and starter-
generator output is connected to the generator bus. The applicable yellow DC
GEN caution annunciator is illuminated anytime the reverse current relay is
open. When the reverse current relay is closed, the annunciator will
extinguish and the volt/loadmeters should indicate starter- generator output.
PILOT TIP
During an engine start, ensure that the generator control switch that
controls the starter-generator for the engine being started is in the OFF
position. This prevents the generation of field current during engine start. The
presence of field current during engine start will reduce the torque available from
the starter and may lead to a hotter start.
STARTER-GENERATOR PARALLELING
The generator system is designed so that the starter-generators loads are within
10% of each other when the starter-generators are operating above 25% of the
rated output. The starter-generators must both be operating at equal speeds of
57% N1 or greater for dependable paralleling. The starter-generators should share
the system load with 25 amperes (a difference of 0.1 on the loadmeters) with both
engines at equal speeds of 57% N1 or greater. The starter-generators will not
parallel below 0.25 electrical load per starter-generator, at unequal engine speeds
or at speeds below 57% N1. Adjustments in regulator voltage are automatically
performed by the GCU to ensure proper paralleling. Normally, the field power of
the starter-generator carrying the greater load is reduced, while the field power
of the unit carrying the smaller load is increased, until both units are carrying
approximately the same load. Both generators should share the electrical load
equally to prevent different wear rates between generator systems.
PILOT TIP
Due to the tolerance of the loadmeters, a difference of 10 percent of the
rated output of one generator may be observed and is acceptable.
OVERVOLTAGE PROTECTION
The generator control units monitor starter-generator output voltage for
excessive voltage that could potentially damage the airplane electrical system .
The overvoltage relay is set to trip at 32 to 34 volts. If an overvoltage condition
occurs, the overvoltage relay will trip and remove the affected starter-generator
from the bus. This will leave the remaining starter generator carrying the entire
aircrafts electrical load. The resultant load read on the volt load meter will
depend upon starter-generator speed, electrical load and the nature of the fault.
Normally, one generator is capable of handling the entire aircrafts electrical load.
This overvoltage protection circuit requires a manual reset of the starter
generator to bring the starter-generator back on-line.
REVERSE CURRENT PROTECTION

If the generator field becomes under excited for any reason, or the starter-
generator slows down to the point where it can no longer maintain a positive
load, (such as during an engine shutdown) the starter-generator will begin to
draw current from the airplane bus. This is defined as reverse current. The
reverse current protection function senses starter-generator reverse current
passing through the windings of the starter-generator and determines if the
starter-generator has become a load rather than a power source. If reverse
current is present, the generator control unit will open the line contactor relay
and remove the starter -generator from the bus.
OVER EXCITATION PROTECTION

Over excitation protection is provided by the generator control unit. The
generator control unit over excitation protection circuit will activate in the event
that starter- generator voltages begins to increase without control, but does not
go into overvoltage. If the generator field reaches its design limit; the generator
will drop of line. When a failure causes excessive field excitation, the affected
starter- generator will attempt to carry the airplanes entire electrical load. During
normal operation, this is sensed at the generator control unit by comparing
voltages of the starter-generators. A starter-generator will be de-energized if
generator bus voltage is greater than 28.5 vdc and the current output differs
between starter- generators by more than 15 percent for 5 seconds. This circuit
functions during parallel operation only and does not require an overvoltage fault
to trip the generator off line.
FIELD FLASH CIRCUIT
When the generator switch is placed in reset, the generator residual voltage from
terminal B+ of the starter-generator is applied to the generator field at terminal
A+ through a low resistance circuit, bypassing the regulator until the generator
voltage builds up high enough for the voltage regulator to effectively control the
generator. Any time the generator control panel has been tripped for overvoltage
or the generator has a low residual voltage, reset must be used in order to bring
the generator on the line.
COMPONENT LOCATION
The generator control units, current limiters, paralleling rheostats,
overvoltage relays, reverse current relays, volt/loadmeter shunts, and
generator bus feeder limiters, are all located beneath the floor panels in the
center aisle forward of the main spar.
BUS TIE SYSTEM

A system of current sensors, bus tie relays and the bus tie printed circuit board is
utilized to provide protection in the event of a ground fault condition on one of the
buses. Three sensors, one on the center/battery bus and one in each power
panel, monitor current flow between the buses. Any time excess current is
detected (approximately 275 amps) flowing through the current sensor toward one
of the buses, the sensor will open the coil of bus tie relay for that bus and the
faulted bus will be isolated from the rest of the system.
The generator bus tie printed circuit board located in the battery box initiates the
closed mode activity of the bus tie system by supplying energizing current to the
coils of the generator bus tie relays, located in the battery box. The generator
PCB will also be energized when an external power supply is connected and the
external power switch and battery switch are on. The generator bus tie relays can
also be closed manually through the bus tie switch. The battery bus tie relay
closes automatically when the battery switch is turned on.
When a sensor detects high current on the bus it is controlling, it supplies a ground
signal to its respective bus tie de-activate circuit of the bus tie PCB and opens the
coil circuit of its respective bus tie relay. The bus tie relay will remain open until
reset using the reset sense test switch.
The bus tie system can be functionally checked by placing the test switch, located
on the left outboard subpanel, in the test mode which provides a 28 vdc signal to
the test circuit of the sensors and simulates a high current condition. The bus tie
relays can be reset by placing the test switch in the reset mode.
The gen tie switch, located on the left outboard subpanel, makes it possible to
manually open the generator bus ties when they are in the closed mode by
opening the grounding circuits are restored to their closed state when the switch is
placed in the center position.
Annunciators for L GEN TIE OPEN, R GEN TIE OPEN and BATT TIE OPEN, are
activated through the annunciation circuits of the bus tie PCB. Additionally, the
MAN TIES CLOSE annunciator is activated when the manual bus tie switch is
placed in the CLOSED position.
AC GENERATION
Power for the avionics equipment and the AC powered engine instruments is
supplied by either or two inverters installed on the wing center section outboard of
each nacelle. Inverter operation is controlled by an inverter select switch on the
left subpanel. Selection of either inverter activates a relay installed near that
inverter to supply DC power. An inverter to supply the 26 VAC instrument power
and the 115 VAC avionics power to the using systems.
Dual sources of DC power are provided for each inverter. The power select relay
for each inverter is automatically selected to provide the inverter power from the
adjacent operating generator, or from the center bus if the generator is not
operating. When the battery power is applied to the center bus prior to engine
start, inverter power is routed through a limiter and the normally closed contacts of
an inverter power select relay to the power relay of each inverter. As each
generator is brought up to the voltage energizing the generator bus, voltage is also
routed through a circuit breaker on the RH circuit breaker panel to the coil of each
inverter power select relay located in the wing center section outboard of the
nacelle.
EXTERNAL POWER
The external power receptacle is located just outboard of the nacelle in
the right center section. The receptacle is designed for use with an
auxiliary ground power unit having a standard AN plug. An external
power control printed circuit board, installed in the card rack located in
the left battery box, protects the airplane
electrical system from an auxiliary ground
power unit with reverse polarity and/or
overvoltage. The external power control
printed circuit board utililizes voltage from
the auxiliary power unit through two
circuit breakers, the external power
control (7.5 amps) and external power
sense (5 amps). The circuit breakers are
located adjacent to the external power
receptacle in the RH center section.
A voltage from the small polarizing pin of the external power receptacle is
routed through the external power control circuit breaker to the overhead
meter panel voltmeter select switch via the common terminal of the
external power switch. This permits monitoring of the external power
voltage at the output of the auxiliary power unit.
A yellow EXT PWR annunciator light located in the caution annunciator

panel will illuminate when an auxiliary power unit is plugged into the
external power receptacle.
If the APU output is of correct polarity and voltage, between 25 to 32 vdc,

the external power control card will close the external power relay when
the EXT PWR switch located on the left outboard subpanel is switched to
the ON position. When the external power relay is energized by the
external power control card, voltage is applied through the external power
relay to the center bus and tie control card. Closing the bus tie relays
with the bus tie control switch will apply power the generator buses,
battery and the triple fed bus activating the entire airplane electrical
system, without the battery installed, for ground maintenance.
The EXT PWR annunciator light will illuminate and stay illuminated if the
auxiliary power unit voltage is between 25 to 32 vdc. The EXTPWR
annunciator light will flash in the following condition:
1. Battery power applied, external power connected, but not turned

ON.
2. The voltage of the auxiliary power unit is below 25 vdc.
3. The voltage of the auxiliary power unit is above 32 vdc.
The external power control card contains an overvoltage circuit that will
lock the auxiliary power unit off the line, when the voltage is above 32
vdc, and the auxiliary power unit cannot be reconnected until:
1. The auxiliary power unit voltage drops to near 0 vdc, or

2. The auxiliary power unit is disconnected, or
3. The external power switch in the cockpit is momentarily switched
off.
Without battery power applied, the EXT PWR annunciator and the
power relay will be powered by the auxiliary power unit.
PILOT TIP
The output setting must not exceed 1000 amperes on external power sources
with a higher current-carrying capability. Any current in excess of 1000
amperes may overtorque the drive shaft of the starter-generator or produce heat
sufficient to shorten the life of the unit. Observe the following precautions when
using an external power source:
a. Use only an auxiliary power source that is negatively grounded if the

polarity of the power source is unknown, determine the polarity with a
voltmeter before connecting the unit to the airplane.
b. Before connecting an external power unit, turn all radio equipment, the
generator switches, the battery switch, and the external power switch
OFF. Place the bus tie switch in the OPEN position and the overhead
voltmeter select switch in the EXT PWR position.
c. Regulate the voltage of the external power unit before plugging it into the
external power receptacle.
d. Turn the external power unit ON>
e. Monitor the voltage of the external power unit on the overhead meter panel
voltmeter.
CAUTION
The battery may be damaged if exposed to voltages higher than 30 volts
for extended periods of time.
f. Turn the battery switch ON.
g. Turn the external power switch ON.
h. Select CLOSE position of the bus tie switch. Observe that the BAT TIE
OPEN and GEN TIES OPEN annunciators are NOT illuminated.
AVIONIC MASTER SWITCH

The avionics systems installed on each airplane usually consist of individual
nav/com units, each having its own ONOFF switch. Avionics packages will vary
on different airplane installations. Due to the large number of individual receivers
and transmitters, a Beech avionics master switch placarded AVIONICS MASTER
POWER is installed on the pilot's panel.
PILOT TIP
Voltage is required to energize the Avionics Master Power relays to remove
the power from the avionics equipment. Therefore, never apply external
power to the airplane without first applying batter voltage.
CIRCUIT BREAKERS
Both AC and DC power are distributed to the various aircraft systems via two
separate circuit breaker panels which protect most of the components in the
airplane. The smaller one is located below the fuel management panel, to the left
of the pilot. The large panel is located to the right of the copilot's position. Each of
the circuit breakers has its amperage rating printed on it. Procedures for tripped
circuit breakers, and other related electrical system warnings, can be found in the
"Emergency" section of the Pilot's Operating Handbook. If a non-essential circuit
breaker on either of the two circuit breaker panels trips while in flight, do not reset
it. Resetting a tripped breaker can cause further damage to the component or
system. If an essential system circuit breaker trips, wait 30 seconds and then
reset it. If it fails to reset, DO NOT attempt to reset it again. Take corrective action
according to the procedures in the "Abnormal" section of your POH.
STATIC DISCHARGING - DESCRIPTION AND

OPERATION
A static electrical charge may build up on the surface of the airplane while it is
in flight. This electrical charge, if retained, can cause interference in radio,
avionics and electrical equipment operation. Static buildup can also affect an
uncomfortable discharge through personnel disembarking from the airplane
after landing; therefore, static dischargers are installed on the trailing edges of
the flight surfaces on all airplane serials and on the wing tips.
ELECTRICAL SYSTEM LIMITATIONS

External Power Limits
External power carts will be set to 28.0 - 28.4 volts and be capable of
generating a minimum of 1000 amps 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.

EMERGENCY ELECTRICAL PROCEDURES
Smoke and Fume Elimination

Attempt to identify the source of smoke or fumes. Smoke associated with
electrical failures is usually gray or tan in color, and irritating to the nose and
eyes. Smoke produced by environmental system failures is generally white in
color, and much less irritating to the nose and eyes. If smoke is prevalent in the
cabin, cabin oxygen masks should not be intentionally deployed. If masks are
automatically deployed due to an increase in cabin altitude, passengers should
be instructed not to use them unless the cabin altitude exceeds 15,000 feet.
Electrical Smoke or Fire

1. Oxygen
a. Oxygen System - PULL ON
b. Crew (Diluter Demand Masks) - DON MASKS (100% position)
c. Mic Selector - OXYGEN MASK
d. Audio Speaker - ON
2. Cabin Temp Mode - OFF
3. Vent Blower AUTO
4. Avionics Master - OFF
5. Nonessential Electrical Equipment - OFF
If Fire or Smoke Ceases:

a. Individually restore avionics and equipment previously turned off.
b. Isolate defective equipment.
c. Cabin Pressure - DUMP
WARNING!
Dissipation of smoke is not sufficient evidence that a fire has been
extinguished. If it cannot be visually confirmed that no fire exists, land
at the nearest suitable airport.
If Smoke Persists or if Extinguishing of Fire is Not Confirmed:

a. Land at the nearest suitable airport.
NOTE
Opening a storm window (after depressurizing) will facilitate smoke and
fume removal.
INVERTER FAILURE
1. Select other inverter.

ABNORMAL ELECTRICAL PROCEDURES
GENERATOR INOPERATIVE [L DC GEN] or [R DC GEN]
1. Generator - RESET, THEN ON
If generator will not reset:
1. Generator OFF
2. Operating Generator - DO NOT EXCEED 100% LOAD
GENERATOR TIE OPEN [L GEN TIE OPEN] OR [R GEN TIE OPEN]

1. Appropriate Load Meter- MONITOR
a. If Less Than 100%- BUS SENSE SITCH TO RESET
b. If Greater Than 100% - TURN APPROPRIATE GENERATOR OFF
(monitor opposite loadmeter; not to exceed 100%)
2. If Gen Tie Will Not Reset MONITOR LOADMETERS
BOTH GENERATOR TIES OPEN [L GEN TIE OPEN] and [R GEN TIE OPEN]
1. GEN TIES MAN CLOSE
2. If Gen Ties Will Not Close- MONITOR LOAMETERS
a. Battery will not charge
b. Battery will be depleted by equipment on center bus
BATTERY TIE OPEN [BAT TIE OPEN]

1. Center Bus Voltage MONITOR
If Center Bus Voltage is Normal (27.5 29.0 vdc)
2. BUS SENSE Switch RESET
[BAT TIE OPEN]- EXTINGUISHED
If Center Bus Voltage is Zero:
3. GEN TIES OPEN
Battery will not charge
Systems powered by the center bus will not be operational
Landing gear will have to be manually extended
4. LANDING GEAR RELAY Circuit Breaker (Pilots Subpanel)
PULL
CIRCUIT BREAKER TRIPPED

1. Nonessential Circuit DO NOT RESET IN FLIGHT
2. Essential Circuit
a. Circuit Breaker (after allowing to cool
for a minimum of 10 seconds) PULL TO RESET
b. If Circuit Breaker Trips Again DO NOT RESET
EXPANDED ELECTRICAL PROCEDURES

MULTIBUS SYSTEM CHECK
1. Generator Tie Switch OPEN
L and R GEN TIE OPEN lights illuminate.
2. Generator Loadmeters SPLIT (COMMENSURATE WITH LOAD)
3. Voltmeter Bus Switch LEFT GEN THEN RIGHT GEN
(27.5 29.0) WITHIN 1.0 VOLT
4. Generator Tie Switch NORM
GEN TIE OPEN lights extinguish LOADS PARALLEL WITHIN 10%
5. Bus Sense Switch TEST
L and R GEN TIE and BAT TIE OPEN lights illuminate
6. Bus Sense Switch RESET
Annunciators extinguish
ELECTRICAL SYSTEM QUESTIONS
1. List the items on the hot battery bus (hot wired items).
2. What is the primary source of electrical power for the BE-C90?

A. The NiCad or lead-acid battery.
B. Ground power.
C. The two 250 amp starter-generators.
D. Both a & b above.
3. Typical avionics that uses AC power include the :
4. T he purpose of the inverter is to:

A. Provide alternating current to all avionics.
B. Convert AC current into DC current.
C. Convert direct current into alternating current.
D. Provide DC power to certain aircraft systems.
5. The King Air C90 has two _____ volt and _______AMP D.C. starter -
generators that are regulated to ______ volts .25 volts.
6. T or F: Certain engine instrument gages use AC power.
7. What is the minimum the battery voltage for a battery start? _______ A
G.P.U. start? .
8. T or F: The generators may be used for 100% of their rated load

continuously.
9. List the GPU setting for starting: amps volts.

10. What is the function of the HEDs?
11. What are the primary functions of the generator control unit?
A. .
B.
C.
D. .
12. What does the reverse current relay do?
13. How many amps can the lead acid battery provide for 1 hour?
A. 34
B. 42
C. 24
D. 12
14. T or F: While utilizing external power, the battery switch should be on.
15. Where is the battery located?

A. In the left wing center section
B. In the aft compartment
C. In the right wing center section
D. In the nose compartment
16. When a generator is off the line, what indication is present?

A. A yellow DC GEN light is illuminated.
B. The Generator switch is in the OFF position.
C. A green DC GEN light is illuminated.
D. A red DC GEN light is illuminated.
17. Where is the external power connector located?

A. Under the left wing
B. On the left aft fuselage
C. Under the right wing, outboard of the engine nacelle
D. On the right forward fuselage

18. When an engine is being started, in what
position should the GEN switch be?
A. RESET
B. ON
C. OFF
19. What indication is provided to alert the operator that an external power plug is
connected to the airplane?
A. An audible tone
B. An EXT PWR light
C. A master warning light
D. Fluctuating generator meters
20. How many inverters are there?

A. 1
B. 2
C. 3
D. 4
21. What is the rating of each inverter?

A. 28-volt and 26-volt, 400 Hz
B. 24-volt and 130-volt, 60 Hz
C. 115-volt and 26-volt, 400Hz
D. 30-volt and 115-volt, 120 Hz
22. What are the starter limits?

A. 40 seconds ON, 60 seconds OFF, 40 seconds ON, 60 seconds OFF, 40 sec-
onds ON, 30 minutes OFF
B. 10 seconds ON, 30 seconds OFF, 40 seconds ON, 60 seconds OFF, 60 sec-
onds ON, 90 seconds OFF
C. 20 seconds ON, 60 seconds OFF, 20 seconds ON, 60 seconds OFF, 20 sec-
D. 15 seconds ON, 50 seconds OFF, 15 seconds ON, 60 seconds OFF, 10 sec-
23. What is the purpose of static wicks?
24. Explain how to perform a multibus system check:
25. What does the GEN TIE switch do?
26. What is the Bus Sense switch used for?

Chapter 3
Annunciator
System
OBJECTIVES
After completing this chapter, the pilot will be able to:
1. Identify the components of the annunciator system.

2. Describe the dimming procedure.
3. Describe the Master Warning and Master Caution features.
4. Explain the significance of the light colors used in the annunciator panel.
ANNUNCIATOR SYSTEM
The annunciator system consists of warning annunciator panel centrally located in
the glareshield, and an annunciator panel dimming control, a press-to-test switch,
and a fault warning light. A Red MASTER WARNING flasher, an amber MASTER
CAUTION flasher, and a PRESS TO TEST button are also part of the system.
These are located immediately to the left of the warning/caution/advisory
annunciator panel. The illumination of a green annunciator light will not trigger the
fault warning system
Whenever an annunciator-covered fault occurs that requires the pilots attention

but not his immediate reaction, the appropriate amber caution annunciator
illuminates, and the MASTER CAUTION flasher begins flashing. The MASTER
CAUTION flasher can be extinguished by depressing the face of the MASTER
CAUTION flasher to reset the circuit. Subsequently, when any additional caution
annunciator illuminates, the MASTER CAUTION flasher will be activated again.
An illuminated caution annunciator on the warning/caution/advisory annunciator
panel will remain on until the fault condition is corrected, at which time it will
extinguish. The MASTER CAUTION flasher will continue flashing until
depressed.
The warning/caution/advisory annunciator panel also contains the green advisory

annunciators. There is no master flasher associated with these annunciators,
since they are only advisory in nature, indicating functional situations which do
not demand the immediate attention or reaction of the pilot. An advisory
annunciator can be extinguished only by disengaging the condition/system
indicated on the illuminated lens.
The warning annunciators, caution annunciators, advisory annunciators,

MASTER WARNING flasher, and MASTER CAUTION flasher feature both a
bright and dim mode of illumination intensity. The dim mode will be selected

automatically whenever all of the following conditions are met: a generator is on
the line; the OVERHEAD FLOOD LIGHTS are OFF; the PILOT FLIGHT LIGHTS
are ON; and the ambient light level in the cockpit (as sensed by a photoelectric
cell located in the overhead light control panel) is below a preset value. Unless
all of these conditions are met the bright mode will be selected automatically.
The lamps in the annunciator system should be tested before every flight, and
anytime the integrity of a lamp is in question. Depressing the PRESS TO TEST
button, located to the left of the warning annunciator panel in the glare -shield,
illuminates all the annunciator lights, MASTER WARNING flashers, and MASTER
CAUTION flashers. Any lamp that fails to illuminate when tested should be replaced.

ANNUNCIATOR EMERGENCY PROCEDURES

None.
ANNUNCIATOR ABNORMAL PROCEDURES

None.

ANNUNCIATOR SYSTEM QUESTIONS
1. Name the three annunciator panels and the color of the lights associated with these
panels.
2. Where is the master warning flasher located?
3. What would make it illuminate?
4. What would cause the MASTER CAUTION to illuminate?
5 . How do you dim the annunciator panel lights?

Chapter 4
Fuel System
OBJECTIVES
After completion of this chapter, the student will be able to:
1. Identify fuel system controls, components, functions and gauges.

2. Explain fuel annunciator lights, probable cause for il lumination and
corrective action.
3. Describe fuel tanks, location and capacities
4. Identify approved fuels.
5. State sequence of filling tanks.
6. Locate all preflight fuel drains.
7. Describe fuel vent system.
8. Describe flow of fuel from tanks to engine .
9. Describe operation of fuel transfer pumps.
10. Describe operation of fuel crossfeed system.
11. Explain fuel check procedures conducted before flight.
12. List fuel system limitations, normal and emergency procedures.

FUEL SYSTEM - DESCRIPTION AND OPERATION

The airplane fuel supply system consists of individual fuel systems for each
engine. The systems are controlled from a fuel control panel located on the left
side of the pilot's compartment. A crossfeed line and valve allows each system to
supply fuel to either or both engines as necessary. Fuel for each system is
contained in one nacelle tank of 61 gallons capacity and four interconnected wing
cells with a combined capacity of 134 gallons. Each fuel cell cavity is lined with
a rubber bladder-type cell.
PILOT TIP
Do not allow the fuel cells to dry out and crack. .
A 44 gallon cell is located in the wing center section. The outboard wing
panel contains two 25 gallon tanks. A 40 gallon tank in the wing leading
edge brings the total fuel capacity to 195 gallons per side. The total usable
fuel capacity of both tanks is 384 gallons. The filler cap for this system of
tanks is located on the leading edge near the wing tip. An anti-siphon valve is
installed in each filler port which prevents loss of fuel or collapse of a fuel cell
bladder in the event of improper securing or loss of the filler cap. The fuel
system also incorporates electrical boost and transfer pumps and an electrically
operated crossfeed valve. Three modes of operation are available, each of which
is described briefly.
1. NORMAL OPERATION. Each engine receives fuel from its corresponding

fuel cells and boost pump. The cross-feed valve control switch is in the
AUTO position. The cross-feed valve is closed but is armed for automatic
operation.
2. AUTOMATIC CROSSFEED OPERATION. In the event of a boost pump
failure, standby boost pressure is obtained by supplying fuel to both
engines, through the crossfeed valve, from one boost pump. A drop in
output pressure from the failed pump is sensed by a pressure switch which
automatically opens the crossfeed valve when the pressure drops below 5
psi.
3. SUCTION FEED. This mode of operation may be employed after a boost pump
has failed and allows the use of fuel from tanks on the side with the failed
pumps. Suction feed operation is obtained by moving the crossfeed valve
control switch from the AUTO position to the OFF (valve closed) position.
Vacuum created by the engine driven fuel pump lifts fuel from the nacelle fuel
tank. Suction feed operation is restricted to 10 hours total time between engine
overhaul periods. If the engine driven fuel pump is operated on suction feed
beyond the 10 hour limit, overhaul or replacement of the pump is necessary.
PILOT TIP
Suction feed should only be used after cruise altitude has been attained.

Fuel level in the nacelle tank is automatically maintained at near full capacity during
normal operation by a fuel transfer system whenever the fuel level in the nacelle tank
drops by approximately 10 gallons. A transfer pump, located in each center section
wing cell, pumps fuel from the wing tanks to the nacelle tank. The transfer pumps are
controlled by float operated switches on the nacelle tank fuel quantity transmitters.
A pressure switch, located in the fuel transfer line, will automatically turn off the transfer
pump if a pressure of approximately 3.0 psi is not obtained within approximately 30
seconds after the pump is turned on or if the transfer pump pressure drops below 1
psi due to empty wing tanks or pump failure. A NO FUEL XFR warning light
illuminates when the pump is automatically turned off. The NO FUEL XFR light is
also illuminated when the transfer pump function switch is placed in the TEST
position and will stay illuminated until sufficient pressure is created in the fuel transfer
lines to open the pressure sensing switch. If the transfer pump fails, 28 gallons of
fuel remains trapped and unusable in the wing because of wing dihedral and the
location of the gravity feed line in the tank wall.
FUEL GAUGES
The fuel quantity indicating system is a capacitance type system that is
compensated for specific gravity and reads in pounds on two fuel gages on
the fuel control panel. Fuel quantity control monitors operate in
conjunction with the fuel quantity capacitance probes in the various fuel
cells to measure the quantity of fuel in the fuel system of each wing. A
selector switch located
between the fuel
quantity indicators in
the fuel panel beside
the pilot may be set in
either the NACELLE or
TOTAL position. Each
side of the airplane has
an independent gauging
system consisting of a fuel quantity transmitter unit in the nacelle tank, one
in the center section tank, one in the inboard wing tank and two in the leading
edge tank. A maximum indication error of 3% may be encountered in the system.
The system is designed for the use of Jet A, Jet A1, JP-5 and JP-8 aviation
kerosene, and compensates for changes in fuel density due to temperature
changes. If other fuels are used, the system will not indicate correctly. The gages
are marked in pounds.
PILOT TIP
Fill the nacelle tanks first. Filling the nacelle tanks first prevents fuel transfer
through the gravity feed interconnect lines from the wing tanks into the nacelle
tanks during fueling. If wing tanks are filled first, fuel will transfer from them into
the nacelle tank leaving the wing tanks only partially filled.

FUEL DRAIN VALVES

The drain ring for the firewall fuel strainer drain is located on the firewall
under the cowling on the right side of the engine. The leading-edge tank
sump is on underside of outboard wing just forward of
main spar. The boost pump sump is at the
bottom center of nacelle forward of wheel
well. The transfer pump sump drain is just
outboard
of the wing root and forward of flaps. The
wheel well sump is located inside of the wheel
well. The drains should be checked for fuel
contamination during each preflight. To permit
purging the fuel
supply line during engine start, a purge solenoid valve
is installed in the fuel return line. This valve is connected to the starter switch and
is opened only when the switch is in the START position.
PILOT
TIP
Check fuel at each drain point for contamination and allow a three-hour settle
period whenever possible.
FIREWALL SHUTOFF VALVES

Electrically operated, gate-type shutoff valves are mounted behind the firewall on
the outboard side of each nacelle. Relief valves are incorporated in the valves to
relieve thermal expansion downstream of the valve. The firewall shutoff valves
receive electrical power from the triple-fed bus. When the FUEL FIREWALL
VALVE switch is closed, its respective firewall shutoff valve shuts off the flow
of fuel to the engine. Only fuel is cut off to the engine with this switch
FUEL VENTS
The main and auxiliary fuel systems are vented
through a recessed vent coupled to a static vent
on the underside of the wing adjacent to the
nacelle. One vent (NACA) is recessed to
prevent icing. The second vent is heated to
prevent icing and serves as a backup should
the NACA vent become plugged. The outer
wing tanks are cross vented with one another.
FUEL PUMPS
Fuel is pumped to the engine by an electrically powered low pressure boost pump
submerged in the nacelle tank. The purpose of this pump is to provide pressurized
fuel to the high pressure engine driven fuel pump. The low pressure boost pump
provides lubrication and prevents cavitation of the high pressure fuel pump. It is
not an emergency back up pump to the high pressure pump. The high pressure
pump is engine driven and operates at approximately 800psi. The high pressure
engine-driven fuel pump is mounted on the accessory case in conjunction with the
fuel-control unit. This pump is protected against fuel contamination by an internal,
90-mesh strainer. This pump provides sufficient fuel pressure to insure a proper
spray pattern of fuel in the combustion chamber. Failure of this pump results in an
immediate engine flameout. The high pressure pump is not designed to suction
feed fuel from the nacelle tank. Its function is to push fuel into the engine. If an
engine driven high pressure pump is required to suction feed from the nacelle
tank, severe pump damage will result. For this reason, operation with the FUEL
PRESSURE annunciator on is limited to 10 hours between engine driven high
pressure pump overhaul or replacement. Failure of the electric boost pump would
illuminate the FUEL PRESSURE annunciator light. A pressure switch senses
boost pump fuel pressure at the fuel filter. At less than 10 psi of pressure, a switch
closes and actuates the red FUEL PRESSURE warning light in the annunciator
panel. At this time, the system will begin to crossfeed automatically. The pilot may
elect to close the crossfeed switch and continue the flight using the high pressure
engine driven fuel pump or continue with the crossfeed operation.
CAUTION
OPERATION WITH THE FUEL PRESSURE LIGHT ON IS LIMITED TO 10
HOURS BETWEEN OVERHAUL OR REPLACEMENT OF THE ENGINE -
DRIVEN FUEL PUMP.
The boost pumps are controlled by toggle switches on the fuel-control panel. The
power source for the boost pumps is supplied from the left or right Generator Bus.
The alternative source of power to the boost pumps is directly from the battery
through the Hot Battery Bus. To prevent electrical interference with the avionics
equipment of the aircraft, a noise filter for the standby boost pump is installed on
the airplane. After shutdown, both boost pump switches must be in the off
position to prevent discharge of the battery.
FUEL TRANSFER PUMPS

A submerged fuel transfer pump, located in each center wing section cell,
automatically maintains the fuel level in the nacelle fuel cells at or near full
capacity. (61 Gals) Fuel is transferred automatically when the TRANSFER
PUMP OVERRIDE AUTO OFF switches are placed in AUTO, unless the
nacelle tanks are full. Magnetic switches, incorporated in the nacelle fuel cell fuel
quantity transmitter, control the operation of the transfer pumps. A pressure
switch connected to the transfer line automatically turns the transfer pump off
when the wing cells are empty or the pump fails. To allow time for the pressure
to buildup when the pump is first turned on, a time delay relay keeps the
pump energized for approximately 30 seconds. If the pressure does not build up
within this period, the pump is automatically turned off. When the fuel transfer
switches are turned on, the transfer pumps begin operation and continue
operating until the nacelle tank is filled and the high level switches of the fuel
level transmitter close. This energizes the transfer pump relay and opens
the transfer pump circuit, stopping the pump. W hen the fuel level in the
nacelle tank decreases by approximately 10 gallons, a relay is energized
starting the transfer pump and the cycle is repeated. If within 30 seconds
the transfer pump fails to produce sufficient pressure to open the fuel
pressure switch, the contacts of the time delay relay close. This provides a NO
FUEL TRANSFER signal for the annunciator panel and energizes the transfer
pump relay to stop the pump. The time delay relay is latched by a diode to
prevent the transfer pump from being turned on. The time delay relay may be
reset by placing the transfer pump in the OFF position for a time (normally about
60 seconds) sufficient for the relay to cool and the points to open. The function
switch provides a means for testing either the left or right transfer system.
Placing the transfer pump switch in the ON position starts the pump, except
when the nacelle tank is full. Should a no-transfer condition exist, the LH TEST
or RH TEST position of the function switch bypasses the time delay relay to
give an immediate NO FUEL XFR indication on the annunciator panel. If the
pump is not running, due to normal cycling, selection of the TEST position
biases the transistor switch to start the pump. A momentary NO FUEL XFR
indication denotes normal transfer. If the time delay relay has been actuated,
the TEST selection will not start the pump.
The OVERRIDE positions of the transfer pump switches may be used in the
event that either or both nacelle tanks float switches fail to function. When in
the OVERRIDE position, the transfer pumps run continuously. If the nacelle
tanks become full, the excess will be returned to the wing center section tanks
through the fuel vent lines.
If the transfer pump fails to operate during flight, gravity feed will perform the
transfer. When the nacelle tank level drops to approximately 150 pounds, or
approximately 22 gallons (83.3 liters), the gravity port in the nacelle tank opens
and gravity flow from the wing tank starts. All wing fuel, except approximately
188 pounds, (28 gallons, 106 liters) from each wing, will transfer during gravity
feed.
FUEL FILTERS
From the firewall shutoff valve, fuel is routed to the engine-driven fuel pump
through the main fuel filter on the lower center of the engine firewall. This 20-
micron filter incorporates an internal bypass valve to permit fuel flow in the
event of a blockage. In addition to the main fuel filter, a screen strainer filter is
located at each tank outlet before the fuel reaches the boost or transfer pumps.
The high pressure engine driven pump incorporates an integral strainer to protect
the pump.
A red button on the top of the fuel filter is a contamination indicator. Fuel
pressure differential of 1.0 to 1.4psi, due to contamination, will cause the red
button to pop up. This is an indication that the filter needs servicing. Cleaning
the filter should be accomplished as soon as practicable after the button has
popped up, whether or not the regular servicing interval has been reached.
Blockage of the fuel filter will cause fuel to bypass the filter and flow to the
engine. Internal passages and relief valves in the fuel filter all this.
ENGINE FUEL CONTROL LINE HEATER

A heating element is wrapped around t he engine air pressure sense line
immediately before entering the engine fuel control unit. The line between the
fuel control unit and primary governor is similarly heated. Each heating
element is controlled by a switch in the condition lever.
FUEL HEATER
From the main filter, fuel is routed through the fuel flow transmitter and then to
the fuel heater. The fuel heater utilizes heat from the engine oil to warm the fuel
prior to sending it to the fuel control unit. The fuel heater is thermostatically
controlled to maintain a temperature range of 70 to 90F. This action prevents
water from freezing in the fuel lines. The fuel is then routed to the fuel-control
unit that monitors the flow of fuel to the engine fuel nozzles .
CROSSFEED
Crossfeed is only to be conducted during single engine or boost pump failure
operations. Each nacelle tank is connected to the opposite engine by a crossfeed
line. Crossfeed operation is controlled by a three position crossfeed switch
labeled OPEN, CLOSED or AUTO. In the event of a boost pump failure, standby
boost pressure is obtained by supplying fuel to both engines, through the
crossfeed valve, from one boost pump. A drop in output pressure from the failed
pump is sensed by a pressure switch which automatically opens the crossfeed valve
when the pressure drops below 5 psi. When the crossfeed valve is open, the
FUEL CROSSFEED light on the annunciator panel will illuminate. The
crossfeed will not transfer fuel from one tank to another; its primary function is to
supply fuel from one side to the opposite engine during an engine -out condition
or a boost pump failure.
In the event of a boost pump failure during takeoff, the system will begin to
crossfeed automatically allowing the pilot to complete the takeoff without an
increase in work load at a crucial time. After the takeoff is completed, or if the
boost pump fails after takeoff, the crossfeed switch may be closed and the flight
continued, relying on the engine-driven high pressure pump. In some instances,
the pilot may elect to continue the flight with the remaining boost pump and the
crossfeed system in operation.

FUEL PURGE SYSTEM
Engine compressor discharge air (P3 air) pressurizes a purge tank. On engine
shutdown, the fuel manifold pressure subsides, allowing the engine fuel manifold
poppet valve to open. The purge tank pressure then forces fuel out of the engine
fuel manifold lines through the fuel nozzles and into the combustion chamber. As
the fuel is burned, a momentary surge in gas generator rpm (N1) should be
observed. The entire operation is automatic and requires no input from the crew.
On engine start-up, fuel manifold pressure closes the fuel manifold poppet valve
allowing P3 air to pressurize the purge tank.
FUEL LIMITATIONS
Approved Engine Fuels
COMMERCIAL GRADES: Jet A, Jet A-1, Jet B
MILITARY GRADES JP-4, JP-5, JP-8
Emergency Engine Fuels

COMMERCIAL AVIATION GASOLINE GRADES:
80 Red (Formerly 80/87)
91/98
10OLL Blue
100 Green (Formerly 100/130)
115/145 Purple
Limitations on the use of aviation gasoline

1. Operation is limited to 150 hours between engine overhauls.
2. Operation is limited to 8,000 feet pressure altitude (FL 80) or below with boost
pumps inoperative.
3. Crossfeed capability is required for climbs above 8,000 feet pressure altitude
(FL 80).
Approved Fuel Additives/Anti-Icing Additives

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-1-27686 or MIL-1-85470 must be added to the fuel.

CAUTION
Before 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 properly 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-1-27686 or MIL-
1-85470 specification. Used together, the additives have no detrimental
effect on the fuel system components.
Refer to the Beech Super King Air 90 Series Maintenance Manual and to the latest
revision of Pratt and Whitney Canada Engine Service Bulletin No. 3044 for
concentrations to use and for procedures, recommendations and limitations
pertaining to the use of biocidal/fungicidal additives in turbine fuels.
FUEL MANAGEMENT
USABLE FUEL (GALLONS X 6.7 = POUNDS)
Total Fuel Quantity 387 gallons
Total Usable Fuel Quantity 384 gallons (2573 pounds)
Fuel Management Limitations

1. Do not take off if fuel quantity indicator is in yellow arc or if fuel quantity is
less than 265 pounds in each wing system.
2. Operation on aviation gasoline is limited to 150 hours during any one engine
overhaul period.
3. Operation is limited to 8000 feet when operating on aviation gasoline with
boost pumps inoperative.
4. Both boost pumps must be operable prior to takeoff.
5. Operation with the FUEL PRESS Annunciator on is limited to 10 hours
between main engine driven fuel pump overhaul or replacement period, (See
FUEL PRESSURE this section).
6. Crossfeeding of fuel is permitted only in the event of:
a) Electric boost pump failure or engine failure.
Fuel Crossfeed
Crossfeeding of fuel is permitted only when one engine is inoperative or Boost
Pump failure.
Fuel Gages in the Yellow Arc

Do not take off if fuel quantity gages indicate in the yellow arc or indicate less
than 265 pounds of fuel in each main tank system.
EMERGENCY FUEL SYSTEM PROCEDURES
Boost Pump Failure
NOTE
With crossfeed in AUTO, a boost pump failure will be denoted only by the
illumination of the FUEL CROSSFEED Annunciator. To identify the failed
boost pump, momentarily place the crossfeed in the CLOSED position. The
FUEL PRESS Annunciator on the side of the failed boost pump will
illuminate. Then place the crossfeed switch in the OPEN position. The FUEL
PRESS Annunciator will then extinguish.
1. Inoperative Fuel Boost Pump - OFF

2. Determine whether continuation of flight with crossfeed open is possible.
CAUTION
If crossfeed is discontinued, excessive power fluctuations may be experienced;
open crossfeed immediately.
3. To continue flight with crossfeed closed, satisfactory operation may be

obtained by:
A. Reducing power
B. Descending to a lower altitude
C. Waiting for fuel to cool

NOTE
Accumulated time of operation with FUEL PRESS Annunciator
illuminated is limited to ten hours.
Crossfeed (Emergency One-Engine-Inoperative Operation)

1. Fuel Boost Pumps - ON
2. Transfer Pumps - ON
3. Crossfeed - OPEN, Check FUEL CROSSFEED Annunciator - ON
4. Fuel Boost Pump (non-feeding tank) - OFF (Check respective FUEL PRESS
Annunciator out)
To Discontinue Crossfeed:
1. Both Fuel Boost Pumps - ON
2. Crossfeed Switch CLOSED
3. Fuel Boost Pump (inoperative engine) - OFF
ABNORMAL FUEL PROCEDURES

Transfer Pump Failure
When the L or R NO FUEL XFR annunciator illuminates and there is fuel in
the wing tanks, the nacelle fuel quantity will decrease to approximately 150
pounds indicating a failure of that transfer pump and gravity-feeding will begin.
1. Transfer Pump OFF
CAUTION
If a transfer pump fails during flight , all but 28 gallons (190 pounds) will gravity
feed into the nacelle tank.
NOTE
When wing fuel is depleted, the L or R NO FUEL XFR annunciator will
illuminate as a result of normal system operational logic.
Failure of Nacelle Tank Switch

If the nacelle fuel quantity drops to approximately 150 pounds and there is fuel
in the wing tanks, a failure of the nacelle tank switch is indicated. Proceed as
follows:
1. Transfer Pump Switch OVERRIDE
In this mode the transfer pump will run continuously until the transfer pump
switch is returned to OFF position.

FUEL SYSTEM EXPANDED PROCEDURES

Fuel Panel Check
1. Circuit Breakers IN
2. Battery Switch - ON
3. Fuel Firewall Valves CLOSED
4. Battery Switch - OFF
5. Crossfeed - OPEN (Check FUEL CROSSFEED Annunciator on), then
CLOSED
6. Boost Pumps - ON (listen for operation)
7. Battery Switch - ON (Check left and right FUEL PRESS Annunciators on.)
8. Fuel Firewall Valves - OPEN (Check left and right FUEL PRESS
Annunciators off.)
9. Fuel Quantity CHECK
10. Transfer Pumps - ON (listen for operation), then OFF.
If either of both pumps fails to operate, press the Transfer Test Switch and
monitor the respective NO FUEL XFR Annunciator.
Boost Pump/Auto Crossfeed Test

1. Left Boost Pump OFF L FUEL PRESS light flashes and extinguishes;
FUEL CROSSFEED light illuminates.
2. Left Boost Pump ON
3. Crossfeed Switch CLOSED THEN AUTO
4. Right Boost Pump OFF R FUEL PRESS light flashes and extinguishes;
FUEL CROSSFEED light illuminates.
5. Right Boost Pump ON
6. Crossfeed Switch CLOSED THEN AUTO
FUEL SYSTEM QUESTIONS

1. List the items on the fuel panel that receive power from the Hot Battery Bus.
_________________________________________________________.
2. T or F: The engine will continue to operate at reduced power with boost

pump pressure after the failure of the high pressure fuel pump.
3. T or F: Prist always has to be added to the fuel.
4. Maximum useable fuel capacity is: lbs.

5. Fuel is heated prior to entering the fuel control unit by:
A . Bleed air from the engines compressor
B . Engine oil, through an oil-to-fuel heat exchanger
C . The friction heating caused by the boost pump
D . An air-to-fuel heat exchanger prior to the fuel control unit.
6. Which of the following is a function of the electric boost pump?

A. It functions as a backup pump in the event of a primary fuel pump failure.
B. It is used with aviation gas in climbs above 8,000 feet
C. It is used in crossfeed operation
D. B and C
7. Total fuel capacity gallons lbs.

Main Tanks gallons lbs.
Nacelle Tanks gallons lbs.
8. When is crossfeed use authorized?

A. For single-engine operation
B. For climbs above 8,000 feet when aviation gas is used
C. When fuel imbalance is 150 pounds.
D. When fuel pressure decreases below 10 psi.
9. A hour settle period is recommended before sampling the fuel.
10. Which of the following limitations applies to operation with aviation gas?
A. A maximum altitude of 20,000 feet with both boost pumps operative and
150 hours between overhauls
B. A maximum altitude of 8,000 feet with boost pump inoperative and 150
hours between overhauls.
C. A maximum altitude of 20,000 feet with one boost pump inoperative and
150 hours between overhauls
D. A maximum of 150 hours between overhauls only
11. Is a fuel biocide additive required for this aircraft? .
12. Illumination of the fuel pressure warning light indicates:
13. T or F: Take off with the fuel quantity indicator in the yellow is approved.
14. T o r F : The NO FUEL XFR light will come on after the wing fuel is
completely transferred to the nacelle tank.
15. You fuel the airplane with jet fuel and mix in 100 gallons of
AVGAS. Each engine must be charged______________ hour(s)
against its 1 5 0 hour AVGAS limitation.
.
16 If a transfer pump fails during flight , all but ___ gallons will gravity feed into
the nacelle tank.

17.List the Cross -Feed Procedure:
__________________________________________________________
__________________________________________________________
_________________________________________________ _________
_______________________________________________.
18. T or F: All fuel vents are electrically heated.

Chapter 5
Engine System
OBJECTIVES
After completing this unit, the student should be able to:

1. Trace the internal airflow pattern of the engine.
2. State the basic design type of the engine.
3. State the power source for each engine gauge.
4. List pertinent engine limitations and restrictions.
5. Place in correct order the procedural steps of a normal engine start.
6. Place in correct order the procedural steps for the engine clearing procedure.
7. List the starter time limitations.
8. State the correct procedure for normal engine shutdown.
GENERAL ENGINE DESCRIPTION
The King Air C90 was introduced with Pratt & Whitney PT6A-21 engines. The -21
is rated at 550 SHP. The Pratt & Whitney PT6A engine is a light weight, reverse
flow, free turbine engine driving a propeller through a two-stage reduction
gearbox. Two major rotating assemblies compose the heart of the engine. One
assembly consists of the compressor and the compressor turbine. The other
includes one power turbine and the power turbine shaft. The two shafts are not
connected together and rotate at different speeds and in opposite directions. This
configuration allows the pilot to vary the propeller speed independently of the
compressor speed. Starter cranking torque is low since only the compressor is
initially rotated on start. Activating the starter mounted on the accessory gearbox
starts the engine. The compressor draws air into the engine through a screened
annular air inlet and increases the air pressure across the 3 axial stages and one
centrifugal impeller. From there it is delivered to the combustion chamber. Air
enters the combustion chamber through small holes and at approximately 17%
N1 fuel is introduced into the combustion chamber. Two spark igniters located in
the combustion chamber ignite the mixture and the hot gases are directed to the
turbine area. At this point, the ignition and starter are turned off since a
continuous flame now exists in the combustion chamber. The hot expanding
gases accelerate through the compressor turbine and drive the compressor. The
expanding gases continue to the power turbine
and provide rotational energy to drive the
propeller shaft. The reduction gearbox
reduces the power turbines speed
(approximately 33,000 RPM) to one suitable for
propeller operation (1800 to 2200 RPM). This is
done through a reduction gearbox which
converts the high speed, low torque of the
power turbine to low speed, high torque required
of the propeller. Gases leaving the power
turbines are expelled out to the atmosphere
by the exhaust duct. Engine shutdown is
accomplished by cutting fuel going to the
combustion chamber. An integral oil tank located
between the inlet case and the accessory
gearbox provides oil to bearings and other
various systems, such as propeller and torque
systems. A fuel control unit mounted on the
accessory gearbox regulates fuel flow to the fuel
nozzles in response to power requirements and
flight conditions. The propeller governor,
mounted on the reduction gearbox, controls the
speed of the propeller by varying the blade angle
depending on power requirements, pilot RPM
selection and flight conditions.
To properly understand the operation of the

PT6 series engine, there are several basic terms
the pilot should become familiar with:

TURBOPROP ENGINE SYMBOLS AND
THEIR MEANINGS
N1 (or NG) - Gas generator speed (rpm or %)
N2 (or Nf) - Power turbine speed (rpm or %)
Np - Propeller speed (rpm or %)
FCU - Fuel control unit
Tq - Torque
OAT - Outside air temperature
PSIG - Pounds per square inch gage
PSIA - Pounds per square inch absolute
SHP - Shaft horsepower
ESHP - Equivalent shaft horsepower
FOD - Foreign object damage
Beta - Propeller non-governing mode of operation
P3 - Compressor discharge pressure
Px - Acceleration and speed enrichment pressure
Py - Governor pressure
P1 - Fuel pump delivery pressure
P2 - Metered fuel pressure
Po - Bypass fuel pressure
Wf - Fuel flow
T5 - Interturbine temperature (ITT)
BOV - Bleed off valve
RGB - Reduction gearbox
AGB- Accessory gearbox
N1, Np, Tq, and T5 are indicated on engine gauges along with oil temperature, oil
pressure and fuel flow.
The engines used on the King Air C90 have seven major sections:
1) Air inlet section
2) Compressor section
3) Combustion section
4) Compressor Turbine
5) Power Turbine
6) Exhaust
7) Reduction Gear

.
Air Intake Section
The air inlet system is designed to provide the maximum possible total pressure
at the air inlet screen over a wide band of normal flight conditions. The
compressor air intake consists of circular, screen-covered aluminum housing.
The screen greatly reduces the possibility of foreign objects being ingested into
the engine. Because the screen area is very large, the velocity through the
screen is sufficiently low to permit a high degree of screen blockage from debris
or ice without significant power losses. Air is directed to the air intake through air
scoops located on the bottom of the engine. The function of the air intake
section is to direct airflow to the compressor section.
Compressor Section
The compressor section consists of a four-stage compressor assembly
comprised of three axial stages and one centrifugal stage. The function of the
compressor is to compress and supply air for combustion, engine cooling,
pressurization and pneumatics, compressor bleed valve operation, and bearing
sealing and cooling. Bleed air is taken off the engine after the compressor stage
and prior to the air entering the combustion can. This air is referred to as P 3 air
due to the station it is extracted from. It is used for airframe pressurization and
pneumatic systems.

Compressor Bleed Valves
Below approximately 80% N1, the compressor axial
stage produces more compressed air than the
centrifugal stage can use. A compressor bleed valve
compensates for this excess airflow at lower engine
RPMs by bleeding axial stage air to reduce
backpressure on the centrifugal stage. The pressure
relief helps prevent compressor stalls in the centrifugal
stage. The compressor bleed valve is located at the 6
oclock position of the engine. It is a pneumatic piston which references the
pressure differential between the axial and centrifugal stages. The function of
this valve is to prevent compressor stalls and surges in the low N 1 operating
range. At low N1 RPM, the valve is in the open position. At takeoff and cruise
the compressor bleed valve will be closed. If the compressor bleed valve was to
stick in the closed position, a compressor stall would result from the attempt to
accelerate the engine to takeoff power. If the valve was to stick in the open
position, the ITT would increase, the torque decrease, while N1 RPM would
remain the same.
PILOT TIP:
- Throttle back if continuous compressor surge is encountered.
- Accelerate slowly if an engine is prone to surge.
- Surge may damage the compressor and hot section. Have the engine bleed
valve checked.
Combustion Section
The function of the combustion section is to create and
extract energy from the hot expanding gases to drive
the compressor turbine, axial compressors and the
items on the accessory gear box. At the same time, it
drives the power turbine and propeller to provide thrust
for the aircraft. The PT6 engine utilizes an annular
combustion chamber. Fuel is injected into the
combustion chamber through fourteen simplex fuel
nozzles by a dual manifold. Ignition is provided by two
high energy igniters. The ignition system consists of a
series dual low tension capacitor discharge unit energized
from a solid state D.C. power source. It is designed for
duty at 9 to 30 volts D.C. with a spark rate of one per second. The system stores
4.5 joules of energy and the two igniters are fired simultaneously. Even though
the engine has two igniter plugs, it will start with only one operating.
Turbine Section
The PT6A uses two reaction turbines. The single stage power turbine extracts
energy from the combustion gases and drives the propeller and its accessories
through a planetary reduction gearbox. This combination is defined as N P. The
single-stage compressor turbine extracts energy from the combustion gases to
drive the gas generated compressor and the accessory gear section which is
mounted on the rear of the engine. This combination is defined as N 1. A 2.3 U.S.
gallon integral oil tank is formed between the accessory gear-box and the
compressor air inlet plenum. The oil tank filler cap is fitted with a calibrated
dipstick.
Exhaust Section
The exhaust gas from the turbine is passed into a vaneless exhaust duct and exits
from the engine and into the atmosphere through two ports on opposite sides of
the engine. The two heat resistant exhaust outlets are located at the 9 oclock and
3 oclock position.
Reduction Gear Section

The second stage turbine drives a two stage planetary reduction gearbox located
at the front of the engine. The primary function of the reduction gear section is to
reduce the high RPM of the power turbine to a speed required for propeller
operation. The reduction gear section is also used for the torque meter operation
and it includes a drive section for the propeller governor, the propeller overspeed
governor, and the propeller tach generator.
The Accessory Section

The accessory drive section forms the aft portion of the engine. The accessory
section is driven by the compressor turbine through a shaft that extends through
the oil tank to the accessory gearbox. The function of the accessory section is to
drive the engine and accessories. The accessory section includes:
1. The fuel control unit
2. The high pressure fuel pump
3. Lubricating pumps and scavenge pumps
4. N1 tach generator
5. DC starter generator
Engine Lubrication System

The engine integral lubrication system provides a constant supply of clean
oil to the engine bearings, reduction gears, accessory drives,
torquemeter and propeller governor. The oil lubricates and cools the
bearings and carries any extraneous matter to the oil filter where it is
precluded from further circulation. A chip detector is also located in the
reduction gear-box of each engine to detect and transmit a signal to the
annunciator panel to warn pilots of ferrous metal particles in the reduction
gearbox.

Oil Tank
The 2.3 U.S. gallon oil tank is an integral part of the compressor inlet case and is
located in front of the accessory gearbox. The oil filler neck protrudes through the
accessory gearbox and is closed by a cap which incorporates a quantity
measuring calibrated dipstick. The markings on the dipstick correspond to U.S.
quarts and indicate the quantity of oil required to top the tank to the full mark.
Servicing the engine oil system primarily involves maintaining the engine oil at
the proper level. Do not mix different oil brands together. The dipstick is marked
in U.S. quarts and indicates the last five quarts required to bring the system up
full. Access to the dipstick cap is gained through an access door on the aft
engine cowl. While the airplane is standing idle, engine oil could possibly seep
into the scavenge pump reservoir, causing a low dipstick reading. Therefore, the
oil should be check approximately 15 minutes after engine shut down.
CAUTION
Do not mix different brands of oil when adding oil between oil changes. Different
brands or types of oil may be incompatible because of the difference in their
chemical structures.

NOTE
The dipstick indicates one quart below full when the oil level is normal. Overfilling
may cause a discharge of oil through the breather until a satisfactory level is
reached.
Pumps
A main pressure pump is located in the tank and driven by an accessory gear on
the compressor shaft. It supplies oil directly to the engine bearings and the
accessory drive gears. At maximum steady state gas generator speed (N1 =
37,500 rpm), the main pressure pump maintains an oil flow of up to 90 lb/min. Oil
pressure is regulated within the range 80 100 Psi by a pressure relief valve in
the engine. Actual range on each model is dependent upon the aircraft serial
number.
Oil Cooler
The system is fully automatic and incorporates a thermal sensor to regulate the
amount of air flow through the oil cooler. It is equipped with a bypass valve to
insure oil flow in the event the oil cooler becomes blocked. The oil-fuel heat
exchanger uses hot engine oil to heat fuel before it enters the engine fuel system.
When gas generator speeds are above 72% N1, and oil temperatures are
between 60 and 70 degrees Celsius, normal oil pressure is between 80 and 100
psi.
Oil Temperature
A DC powered oil temperature gauge uses a resistance bulb to sense oil
temperature.
Oil Pressure
Oil pressure from the pressure pump outlet line is sensed by a transmitter and
sent to a combination oil pressure/oil temperature gauge located on the panel.
This gauge is also DC powered.
Chip Detection
A chip detector is installed at the 6 o'clock position on the front case of the
reduction gearbox. The chip detector provides the pilot with an indication on the
annunciator panel if the presence of ferrous particles in the lubrication system
has been attracted to the magnetic poles in the chip detector. This detector will
activate a yellow light on the annunciator panel, L CHIP DETECT OR R
CHIP DETECT, to alert the pilot of oil contamination. C90A aircraft are
equipped with red CHIP DETECT annunciator panel lights.

Fuel Heater
Oil that is returned from the accessory gearbox is directed to an oil to fuel heater
prior to being returned to the oil tank. The oil-to-fuel heater, mounted below the
fuel pump at the rear of the engine is essentially a heat exchanger which utilizes
heat from the engine lubricating oil system to preheat the fuel in the fuel system.
A fuel temperature-sensing oil bypass valve regulates the fuel temperature by
either allowing oil to flow through the heater or bypass it to the engine oil tank.
The temperature-sensing oil bypass (thermal element) valve consists of a highly
expansive material sealed in a metallic chamber. The expansion force is
transmitted through a diaphragm and plunger to a piston. Since the element only
exerts an expansive force, it is counterbalanced by a return spring which
provides a contracting force during decreases in temperature. The element
senses the temperature of the outlet fuel and, at temperatures above 21C
(70F), starts to close the valve and simultaneously opens the bypass valve. At
32C (C90F), the core valve is completely closed and oil bypasses the heater
core.
ENGINE FUEL SYSTEM
The engine fuel system consists of the electric low pressure fuel pump, oil to fuel
heater, the high pressure engine driven fuel pump, and the fuel control unit
(FCU). A flow divider sends fuel to two fuel manifolds where it is sent to the 14
fuel nozzles.
If the high pressure engine driven fuel pump fails, the engine will shut down. The
low pressure pumps pressure is insufficient to run the engine.

Fuel Control Unit
The PT6 fuel control unit is a hydro-pneumatic device whose function is to supply
the proper amount of fuel to the fuel nozzles during all modes of each operation.
In short, its a N1 governor. It is calibrated for starting flow rates, acceleration,
and maximum power. The FCU compares gas generator speed (N 1) with the
power lever setting and regulates fuel to the engine fuel nozzles. The FCU also
senses compressor section discharge pressure, compares it to rpm, and
establishes acceleration and deceleration fuel flow limits. The pneumatic section
of the FCU determines the flow rate of fuel to the engine for all operations. It does
this by modify the amount of air pushing on the N 1 governor bellows. This bellows
or diaphragm reacts to the increase or decrease in P3 air by moving in one
direction or the other. P3 air is introduced into the bellows so that it sets up a
differential pressure on each side of the diaphragm. Therefore, any change in P3
pressure will move the diaphragm. Attached to the diaphragm is a fuel metering
valve which moves as the diaphragm moves. When pressure is increased, the
fuel-metering valve attached to the bellows will move in an opening direction to
increase fuel flow and increase N1 rpm. As P3 pressure decreases, fuel flow also
decreases which reduces the N1 rpm. The N1 governor increases or decreases
P3 pressure in the bellows by varying the opening of relief orifices in the bellows .

STARTING AND IGNITION SYSTEM
The engine is started by a three-position switch located on the pilot's left subpanel
placarded, IGNITION AND ENGINE START - LEFT - RIGHT - ON - OFF -
STARTER ONLY. The switch is moved downward to the STARTER ONLY
position to motor the engine. This is used to clear residual 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 ON position activates both the starter
and ignition, and the appropriate green IGNITION ON light on the annunciator
panel will illuminate. When engine speed has accelerated through 50% N1 on
starting, the starter is deactivated by placing the switch in the center OFF
position.
AUTO IGNITION
The auto ignition system provides automatic ignition to prevent engine loss due
to combustion failure. This system ensures ignition during takeoff, landing, turbu-
lence, in icing or precipitation conditions provided the system is armed. To arm
the system, move the required ENG AUTO IGNITION switches, located on the
pilot's subpanel, from OFF to ARM. If for any reason the engine torque falls
below approximately 400 foot-pounds, the igniter will automatically energize and
the IGNITION ON light on the caution/advisory annunciator panel will illuminate.
For extended ground operation, the system should be turned off to prolong the
life of the igniter units.
FIRE DETECTION SYSTEM

The optional fire detection system on these airplanes is designed to provide
warning in the event of an engine compartment fire. The system consists of a set
of three photoconductive cells in each engine compartment, a control amplifier
mounted on a panel on the aft side of the forward pressure bulkhead, an
annunciator warning light (placarded either FIRE L ENG and FIRE R ENG or L
ENG FIRE and R ENG FIRE) for each engine compartment, a test switch on the
inboard side of the copilot's subpanel and a circuit breaker placarded FIRE DET
on the right circuit breaker panel. The test switch on the left subpanel has four
positions; OFF, 1, 2, and 3. The system may be tested any time on the ground
or in flight 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 a light to illuminate in any one position indicates trouble in
that particular detector circuit. The photoconductive cells are sensitive to infrared
rays and are positioned to receive direct and reflected rays, thus providing
coverage for the entire engine compartment. The cell emits an electrical signal
proportional to the infrared intensity and ratio of the radiation striking the cell.
Heat level and rate of heat increase are not contributing factors
in the activation on the cells. 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. When the relay closes, the appropriate annunciator
will illuminate. When the fire has been extinguished, the cell output voltage will
drop below the alarm level and the control amplifier will automatically reset. No
manual resetting is required to reset the detection system.
For fire detection/protection purposes, critical areas around the engine have
been divided into three zones as follows:
Zone 1 - The accessory compartment.
Zone 2 - The plenum chamber area.
Zone 3 - The engine exhaust area (hot section).
FIRE EXTINGUISHING SYSTEM
The optional engine fire extinguishing system consists of a supply cylinder,

mounted on brackets behind the main spar in each wheel well, and plumbing that
carries the extinguishing agent to spray nozzles located in each of the engine
compartments. Each supply cylinder is charged with 2 1/2-pounds of
Bromotrifluoromethane (CBrF3) and pressurized with dry nitrogen to 450 psi at
70 F. Spray nozzles are positioned under the engine exhaust area and in the
accessory area. These strategically positioned nozzles discharge the entire
supply of the fire extinguishing agent into the engine compartment within
approximately a half second. Each fire extinguisher is actuated by its respective
control switch which is located on the glareshield left and right of the warning
annunciator panel. Pressing the switch will cause a squib in the cartridge to fire.
This releases the extinguishing agent into the plumbing and out the nozzles. The
power to the switches is derived from the hot battery bus. To actuate the system,
raise the safety-wired clear plastic switch cover and press the face of the lens.
Do not attempt to restart the engine after the extinguisher has been discharged.
POWERPLANT LIMITATIONS
NUMBER OF ENGINES
Two
ENGINE MANUFACTURER
Pratt & Whitney Canada (Longueuil, Quebec, Canada)
ENGINE MODEL NUMBER

PT6A-21
POWER LEVERS
Do not lift power levers in flight.
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 N1 N1 PROP OIL OIL

CONDITION FT-LBS OBSERVED RPM % RPM PRESS. TEMP
(1) ITTC ( 2) N2 PSI(3) C (4)
--- -40(min)
STARTING --- 1090 (5) --- --- --- ---
LOW IDLE --- --- 660 (6) --- 51 (min) --- 40(min) -40 to 99
HIGH IDLE --- --- --- --- 70(approx) --- --- 0 to 99
TAKEOFF AND MAX CONT 550 1315 695 38,100 101.5 2200 80 to 100 10 to 99
CRUISE CLIMB/MAX CRUISE 538 1315 (7) 680 38,100 101.5 2200 80 to 100 0 to 99
MAX REVERSE (8) --- --- 695 --- 88 2100 80 to 100 0 to 99
--- 1500 (5) 825 (5) (9)

TRANSIENT 38,500 102.6 2420 --- 0 to 99
FOOTNOTES:
(1) Maximum permissible sustained torque is 1315 ft-lbs. Propeller speeds
(N 2 ) must be set so as not to exceed power limitation.
(2) For every 10 OC below -30 OC ambient temperatures, reduce
maximum allowable N1 by 2.2%.
(3) When gas generator speeds are above 72 % Ni and oil temperatures are
between 60 C and 70 OC, normal oil pressure is between 80 and 100 psi. Oil
pressure between 40 and 80 psi is undesirable; it should be tolerated only for
the completion of the flight, and then only at a reduced power setting. Oil
pressure below 40 psi is unsafe; it requires that either the engine be shut
down, or that a landing be made as soon as possible, using the minimum
power required to sustain flight.
(4) For increased service life of engine oil, and oil temperature of between
74 to 80OC is recommended. A minimum oil temperature of 55 OC is
recommended for fuel heater operation at take-off power.
(5) These values are time-limited to two seconds.
(6) High ITT at ground idle may be corrected by reducing accessory load and or
increasing N, rpm.
(7) Cruise torque values vary with altitude and temperature.
(8) Reverse power operation is limited to one minute.
(9) High generator loads at low N1 speeds may cause the ITT transient
temperature limit to be exceeded. Observe generator load limits.
STARTER OPERATING TIME LIMIT

Use is limited to 40 seconds on, 60 seconds off, 40 seconds on, 60 seconds off,
40 seconds on, then 30 minutes off.
OIL SPECIFICATION
Any oil specified by brand name in the latest revision of Pratt & Whitney
Service Bulletin Number 1001 is approved for use in the PT6A-21 engine.
APPROVED ENGINE OILS

7.5 Centistoke Turbine Engine Oils
5 Centistoke Turbine Engine Oils
Do not attempt to restart the engine after the extinguisher has been actuated.
EMERGENCY ENGINE PROCEDURES
All airspeeds quoted in this section are indicated airspeeds (IAS) and assume
zero instrument error.
EMERGENCY AIRSPEEDS
One-Engine inoperative Best Angle-of-Climb (VXSE) 100 kts.
One-Engine inoperative Best Rate-of-Climb (VySE) 107 kts.
Air Minimum Control Speed (VmcA) 90 kts.
Emergency Descent 182 kts
Maximum Range Glide 125 kts
Engine Failure
NOTE
To obtain best performance with one engine inoperative, the airplane must be
banked 3 to 5 into the operating engine while maintaining a constant heading.
Emergency Engine Shutdown
ENGINE FIRE ON GROUND

Affected Engine:
1. Condition Lever - CUT-OFF
2. Fuel Firewall Valve - CLOSED
3. Starter Switch - STARTER ONLY
4. Boost Pump - OFF
5. Fuel Transfer Pump - OFF
6. Crossfeed - CLOSED
7. Fire Extinguisher - ACTUATE (as required)
CAUTION
This fire extinguisher is a single-shot system, with one
cylinder for each engine.
ENGINE FAILURE DURING GROUND ROLL

2. Brakes - AS REQUIRED
If Insufficient Runway Remains for Stopping:
3. Condition Levers - FUEL CUT OFF

4. Firewall Shutoff Valves - CLOSED
5. Master Switch - OFF (Gang bar down)
6. Boost Pumps-OFF
ENGINE FAILURE AFTER LIFT-OFF
1. Power - MAXIMUM ALLOWABLE

2. Propeller RPM (operative engine) - FULL INCREASE
3. Airspeed - MAINTAIN (take-off speed or above)
4. Landing Gear - UP
5. Power Lever (inoperative engine) IDLE

NOTE
If the autofeather system is being used, do not retard the failed engine power
lever until the autofeather system has completely stopped propeller rotation. To
do so will deactivate the autofeather circuit and prevent automatic
feathering.
6. Propeller (inoperative engine) - FEATHER

7. Airspeed - BEST RATE-OF-CLIMB SPEED (after obstacle clearance altitude
is reached)
8. Clean-up (inoperative engine):
a. Condition Lever - CUT-OFF
b. Bleed Air Valve - AS REQUIRED
c. Engine Auto Ignition - OFF
d. Fuel Firewall Valve - CLOSED
e. Boost Pump - OFF
f. Fuel Transfer Pump - OFF
g. Crossfeed - CLOSED
h. Generator - OFF
i. Fuel Control Heat - OFF
j. Autofeather Switch - OFF
k. Propeller Synchrophaser - OFF
9. Electrical Load - MONITOR
ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL SPEED

(VMCA)
1. Reduce power on operative engine as required to maintain control.

2. Lower nose to accelerate above VMCA-
3. Adjust power as required.
Secure affected engine as in EMERGENCY ENGINE SHUTDOWN.
ENGINE FLAMEOUT (2nd Engine)

1. Power Lever - IDLE
2. Propeller Lever - DO NOT FEATHER
3. Condition Lever - FUEL CUT OFF
4. Conduct Air Start Procedures.
NOTE
The propeller will not unfeather without engine operating.
ENGINE OUT GLIDE

1. Landing Gear UP
2. Flaps - UP
3. Propellers - FEATHERED
4. Airspeed - 125 KNOTS
WARNING!
Determine that procedures for re-starting first and second failed engines are
ineffective before feathering second engine propeller.
The Glide Ratio is 1.8 nm for each 1000 feet of altitude.
ABNORMAL ENGINE PROCEDURES
Low Oil Pressure

Oil pressure values between 40 and 80 psi are undesirable and should only be
tolerated for the completion of the flight. In this situation, the engine should be
operated at reduced power settings. Oil pressure values below 40 psi are unsafe
and require that the engine be shut down, or that a landing be made at the
nearest suitable airport, using the minimum power required to sustain flight.
Air Start
STARTER ASSIST
CAUTION
The pilot should determine the reason for engine failure before attempting an air
start.
Above 20,000 feet, starts tend to be hotter. During engine acceleration to idle
speed, it may become necessary to move the condition lever periodically into
CUT-OFF in order to avoid an over-temperature condition.
All electrical loads that are not consistent with flight conditions should be
reduced.
1. Cabin Temp Mode - OFF, Blower - AUTO

2. Radar - STANDBY or OFF
3. Windshield Heat - OFF
6. Fuel Panel - CHECK:
A. Fuel Firewall Valve - OPEN
B. Boost Pump - ON
C. Transfer Pump - ON
D. Crossfeed - AUTO
NOTE
If conditions permit, retard operative engine ITT to 50 below redline to reduce the
possibility of exceeding ITT limit. Cross -generator air starts normally increase
ITT about 50C on operating engine.

7. Ignition and Engine Start Switch - ON (up); Check IGNITION Annunciator - ON
8. Condition Lever - LOW IDLE (8 seconds after start switch ON)
9. Ignition and Engine Start Switch - OFF (N1 above 51%)
10. Generator - RESET (hold for one second) then - ON
11. Propeller - AS REQUIRED
12. Power Lever - AS REQUIRED
13. Fuel Control Heat ON
14. Electrical Equipment - AS REQUIRED
WINDMILLING ENGINE AND PROPELLER (No Starter Assist)

1. Cabin Temp Mode - OFF; Blower - AUTO
2. Radar - STANDBY or OFF
3. Windshield Heat - OFF
5. Propeller - 2200 RPM
7. Fuel Panel - CHECK
A. Fuel Firewall Valve - OPEN
B. Boost Pump - ON
C. Transfer Pump - ON
D. Crossfeed - AUTO
8. Generator (inoperative engine) - OFF
9. Airspeed - 140 knots minimum
10. Altitude - BELOW 20,000 FEET
11. Auto-ignition Switch - ARM
12. Condition Lever - LOW IDLE (8 seconds after auto ignition is armed)
13. Power and Propeller Levers - AS REQUIRED (after ITT has peaked)
14. Generator - RESET (hold for one second) then ON
15. Auto Ignition Switch - OFF
16. Fuel Control Heat ON
17. Electrical Equipment - AS REQUIRED
ONE-ENGINE-INOPERATIVE LANDING
When it is certain that the field can be reached:

1. Flaps - APPROACH
2. Landing Gear - DOWN
3. Propeller Control - FULL FORWARD
When it is certain there is no possibility of go-around:

5. Flaps - DOWN
7. Execute Normal Landing
NOTE
Single-engine reverse thrust may be used with caution after touchdown on
smooth, dry, paved surfaces.
ONE-ENGINE-INOPERATIVE GO-AROUND
1. Power - MAXIMUM ALLOWABLE

2. Flaps - UP
3. Landing Gear - UP
WARNING!
Level flight might not be possible for certain combinations of weight,
temperature, and altitude. In any event, DO NOT attempt a one -engine go-
around after flaps have been fully extended.
ENGINE SYSTEM QUESTIONS

1. What does the term "free-turbine" refer to?
.
2. N1 refers to RPM of? .
3. The PT6A engine power section consists of:

A. One compression stage and four turbine stages.
B. A two-stage reaction turbine.
C. A one-stage turbine and a centrifugal compressor.
D. Twin-spool, two-stage turbines.
4. If a chip detector light illuminates, you must do one of the following:

A. Continue the flight and have the filter checked after landing.
B. Reduce torque to 500 foot-pounds for the remainder of the flight.
C. Check engine instruments and, if normal, no action is required. D.
Shut the engine down and land as soon as practical.
5. What is another name for T 5 temperature and what gauge can it be read
on? .
6. Bleed Air comes from what station on the engine? .
7. When is the best time to check the oil? .

8. T or F: Circle the correct answer.
T F The N1 gauge is marked in percent of gas generator RPM.

T F Temperature and torque are two separate limitations.
T F Fuel control heat is used to warm P 3 air going into the F.C.U. to keep
ice particles from blocking the reference air line.
T F Your hand should be on the ignition and start switch during a start.
T F Although the engine has two igniter plugs, it will start with only one
operating.
T F ITT, N1, and prop RPM are all self-generating engine instruments.
9. The Pratt & Whitney PT6A-21 engine is rated at:
A. 550 SHP
B. 850 SHP
C. 500 SHP
D. 600 SHP
10. During a ground start of the right engine, the IGNITION ON light should
illuminate:
A. At 10% N1 rpm.
B. When the condition lever is moved to LO IDLE.
C. At a stabilized 16% N1
D. When the start switch is moved to the IGNITION and ENGINE START
position.
11. T or F: The compressor bleed valve is designed to prevent compressor stalls

at reduced power.
12. Another name for bleed air is? .
13. What is the approximate engine out glide speed? _
14. T or F: The power turbine and N1 shafts turns in opposite direction.
15. What speed is the compressor turning at 100% N 1?
16. What are the following engine limits for the engine during takeoff?
ITT
TORQUE
Np
N1
17. The Low Idle ITT limit of the engine is C.
18. On a hot day while awaiting take-off clearance, you see the ITT above the
Low Idle limit, what should you do?
19. T or F: Illumination of a CHIP DETECT annunciator indicates a metal

contamination in the engine oil supply.
20. Oil pressure values below psi are unsafe and require that the engine
be shut down.
21. The fire detection system on these airplanes is designed to provide warning
in the event of a fire in the:
A. Engine compartment
B. Nose compartment
C. Wheel well
D. All of the above.
22. What are the memory items for an emergency engine shutdown:
23. True or False. Circle the correct answer.
T F The N1 gauge is marked in percent of gas generator RPM.

T F Temperature and torque are two separate limitations.
T F The condition levers should be milked to keep ITT temperatures
within limits on a normal ground start.
T F It is more important to have your hand on the ignition and
start switch during a start than to have your hand on the condition lever.
T F Even though your engine has two ignition plugs, it will start
with only one operating.
T F ITT,N1 and prop RPM are all self-generating engine instruments.
24. What caution is there regarding the addition of oil to your engine?

Chapter 6
Propeller System
OBJECTIVES
1. Identify the major components of the propeller system.

2. Describe the operation of the propeller governor, overspeed
governor and the fuel topping governor.
3. Explain onspeed, overspeed and underspeed conditions.
4. Describe the feathering process.
5. Explain the use of "Beta".
6. Explain the autofeather system and describe its operation.
7. Understand the emergency procedures.
GENERAL
The King Air C-90A utilizes a three or four blade propeller. The propellers are
constant speed, full feathering, and reversible. They are controlled by engine oil
from a single acting, engine-driven governor backed by an overspeed governor.
This hydraulic action controls the propeller governor
which boosts engine oil pressure to move a piston in the
propeller dome that regulates the blade angle for constant
speed setting in all flight attitudes and speeds. Centrifugal
counterweights and feathering springs drive the
propeller blades into the feather or high pitch position. The
centrifugal counterweights on each blade, in conjunction with a feathering
spring, increase pitch (decrease rpm) to the feathered position as governor oil
pressure is relieved. The feathering spring completes the feathering
operation when centrifugal twisting moment is lost as the propeller stops
rotating. The propeller automatically feathers on engine shutdown, preventing
the free turbine from windmilling. However, if an engine fails in flight, the
propeller will not feather because of the wind-milling effect and governor action.
Feathering in flight should be manually selected by using the propeller control
lever. An automatic feathering system is installed which will immediately dump
oil from the propeller hub if the oil pressure drops below 6.5 psi.
PILOT TIP
Always tie down the propellers when parked. Unrestrained props tend to windmill
and prolonged windmilling at zero oil pressure will result in bearing damage.

BASIC PRINCIPLES
Constant-speed propellers operate in three conditions which are controlled by a
propeller governor. They are:
Onspeed
Overspeed
Underspeed
Onspeed
This is when the selected rpm and actual rpm are the same.
Overspeed
This is when the actual rpm is greater than the selected rpm.
Underspeed
This is when the actual rpm is less than the se lected rpm.
PROPELLER GOVERNOR
The King Air is equipped with three propeller governors. They are the primary
governor, the overspeed governor and the fuel topping governor.
PRIMARY GOVERNOR
The normal RPM range of the primary governor is from 1800 RPM two 2200
RPM. The primary governor is needed to convert a variable pitch propeller into a
constant speed propeller. It does this by changing blade angle to
maintain the propeller speed the pilot has selected. For example, if the
propeller control is set at 1900 RPM in normal cruising flight and a descent is
initiated without changing power, the airspeed will increase. This decreases the
angle of attack of the propeller blades causing less drag on the propeller. As a
result, the RPMs begin to increase.
The governor will sense this "overspeed" condition and increase blade angle
to a higher pitch. The higher pitch increases the blade's angle of attack, slowing it
back to 1900 RPM, or "onspeed." If the airplane changes from cruise to
climb airspeeds without a power change, the propeller RPM tends to
decrease, but the governor responds to this "underspeed" condition by
decreasing blade angle to a lower pitch, and the RPM returns to its
original value. Thus the governor gives "constant speed" characteristics to
the variable pitch propeller. Power changes, as well as airspeed changes,
cause the propeller to momentarily experience overspeed or underspeed
conditions, but once more the governor reacts to maintain the onspeed
condition. There are times, however, when the primary governor is
incapable of maintaining selected RPM. To help explain this situation,
imagine an airplane approaching to land with its governor set at
1900 RPM. As power and airspeed are both reduced, underspeed
conditions exist which cause the governor to decrease blade angle to restore the
onspeed condition. If blade angle could decrease all the way to 0 or even
reverse, the propeller would create so much drag on the airplane that aircraft
control would be dramatically reduced. The propeller, acting as a large
disc, would blank the airflow around the tail surfaces, and a rapid nose-down
pitch change would result. To prevent these unwanted characteristics, a low
pitch stop in installed. As the blade angle is decreased by the governor,
eventually the low pitch stop is reached, and the blade angle becomes fixed and
cannot continue to a lower pitch. The governor is therefore incapable of restoring
the onspeed condition, and propeller RPM falls below the selected governor RPM
setting.
LOW PITCH STOP

Whenever the propeller rpm is below the selected governor the propeller
rpm, the propeller blade angle is at the low pitch stop. (Assuming the prop is not
feathered) For example, if the propeller control is set at 1900 RPM but the
propeller is turning at less than 1900 RPM, the blade angle is at the low pitch
stop. Normally, the low pitch stop is simply at the low pitch limit of travel,
determined by the propellers construction. But with a reversing propeller, the
extreme travel in the low pitch direction is past 0 , or into reverse and negative
blade angles. Consequently, the low pitch stop on this propeller must be
designed in such a way that it can be removed or repositioned when reversing
is desired. The low pitch stop is created by mechanical linkage sensing the
blade angle. The linkage causes a valve to close to stop the flow of oil coming
into the propeller dome. Since this oil causes low pitch and reversing,
once it is blocked off a low pitch stop has been created. The low pitch stop
valve, commonly referred to as the "beta" valve, is quite positive in its
mechanical operation. Furthermore, the valve is spring loaded to provide
redundancy in the event of mechanical loss of beta valve control. The position
of the low pitch stop is controlled from the cockpit by the power lever.
Whenever the power lever is at idle or above, this stop is set at
approximately 15 blade angle. But bringing the power lever aft of idle
progressively repositions the stop to blade angles less than 15. Keep in mind
that just because the low pitch stop has been moved back to smaller angles
than 1 5 , this only affects the actual blade angle when it is on the low pitch
stop. If the propeller RPM is still on the selected governor setting bringing the
power lever aft of IDLE will not cause the propeller to reverse. Only when
the propeller RPM is below the selected governor RPM does reversing actually
occur when the power lever is brought aft. This is because in this condition
the blade angle is on the low pitch stop, which is being repositioned into the
reverse range. The region between 15 and 5 blade angle is
ref erred to as the beta for taxi" range. In this range, the engine's
compressor speed N1 remains at the value it had when the power lever was at
IDLE (52% to 70%, based on condition lever position and propeller
configuration). From +5 to -9 blade angle, the N1 speed progressively
increases to a maximum value at -9 of approximately 85% N1. This region,
designated by red and white stripe on the power lever gate, is referred to as
the "beta plus power" ranger and ends at maximum reverse.
SECONDARY LOW PITCH STOP

The secondary low pitch stop acts as a backup to prevent the blade angle from
decreasing below a minimum safe value if the primary low pitch stop fails
OVERSPEED GOVERNOR
The overspeed governor provides protection against excessive propeller
speed in the event of a primary governor malfunction. Since the PT6's is
driven by a free turbine (independent of the engine's compressor) overspeed can
rapidly occur if the primary governor fails. The operating point of the
overspeed governor is set 4% greater than the primary governors
maximum speed. Since the maximum speed selected on the primary
governor is 2200 RPM, then the overspeed governor is set at 2288 RPM.
As a runaway propeller's speed reaches 2288 RPM, the overspeed
governor will begin increasing blade angle to a higher pitch, to prevent
the RPM from continuing its rise. A propeller tachometer that stabilized at
approximately 2288 RPM would indicate failure of the primary governor
and proper operation of the overspeed governor. A test switch will reset this
point of the overspeed governor down to approximately 2000 RPM f or a
preflight check.

FUEL TOPPING GOVERNOR
If the propeller sticks or moves too slowly during a transient condition causing the
propeller governor to act too slowly to prevent an overspeed condition, the power
turbine governor, contained within the constant speed governor housing, acts as a
fuel topping governor. If the propeller overspeeds the fuel-topping governor
will vent air pressure from the Fuel Control Unit reducing fuel flow to the engine.
The FTG will reduce fuel flow when the propeller overspeed reaches
approximately 106% of the selected propeller rpm. Since the FTG uses the
same flyweights and pilot valve mechanism as the primary governor, the
fuel-topping governor will not be operational if the primary governor fails. In this
case, prop overspeed will be controlled by the backup overspeed governor.
During operation in the reverse range, the fuel topping governor is reset to
approximately 95% propeller rpm before the propeller reaches a negative pitch
angle. This ensures that the engine power is limited to maintain a propeller
rpm somewhat less than that of the constant speed governor setting. The
constant speed governor therefore will always sense an underspeed condition
and direct oil pressure to the propeller servo piston to permit operation in Beta
and reverse ranges.
PROPELLER FEATHERING
The propellers installed on the King Air are full feathering props. Using normal
oil pressure, the propellers can be feathered manually, or with the Autofeather
system. By placing the propeller control lever aft into the feathered detent, the
pilot valve is mechanically lifted and dumps oil from the propeller dome into the
reduction gearbox. This loss of oil pressure allows the centrifugal flyweights
and feathering springs to rapidly drive the propeller to feather. If the pilot fails to
feather the propellers during shutdown, the oil pressure will decrease and the
centrifugal force of the counterweights and springs will eventually feather the
propeller. However, this is not the recommended procedure.
AUTOFEATHER
The automatic feathering system provides a means of immediately
dumping oil from the propeller servo to enable the feathering spring and
counterweights to start the feathering action of the blades in the event of
an engine failure. Although the system is armed by a switch on the subpanel,
placarded AUTOFEATHER ARM OFF TEST, the completion of the arming
phase does not occur until both power levers are advanced above 90% N1 at
which time both the right and left indicator lights on the caution/advisory
annunciator panel indicate a fully armed system. The annunciator panel
lights are green, and placarded: L AUTOFEATHER and R
AUTOFEATHER. The system will remain inoperative as long as either
power lever is retarded below 90% N1 position. The system is designed
for use only during take off and landing and should be turned off when
establishing cruise climb. If an engine fails while the system is armed and
engine torque begins to drop off below 400 foot- pounds, a switch on the failed
engine opens and disarms the autofeather system for the opposite engine.
Disarming of the Autofeather portion of the operative engine is further
indicated when the annunciator indicator light for that engine extinguishes. If
the torque on the failed engine continues to drop below approximately 200
ft-lbs, the oil is dumped from the servo and the feathering spring rapidly
starts the blades toward the feather position.
PROPELLER BETA AND REVERSING

When the power lever controls are lifted for placement in the reverse range, the
power levers actuate the Beta valve to direct governor pressure to the propeller
piston, decreasing blade angle through zero and into a negative range.
The travel of the propeller servo piston is fed back to the Beta valve to null
its position and, in effect, provide many negative blade angles all the way to
f ull re verse. T he opposite will occur when the power lever is moved from
full reverse to any forward position up to idle, therefore providing the pilot with
manual blade angle control for ground handling. As a precaution against
overtorquing the engines or developing asymmetrical thrust, an RVS NOT
READY light is located in the pedestal annunciator panel. Power to the warning
light switches is supplied through the landing gear control switch when the
landing gear is in the DOWN position. When both propeller levers are in the
high rpm position, the switches are open and the warning light is out. When
either propeller lever is moved from the high rpm position, its respective warning
switch closes to illuminate the RVS NOT READY light in the pedestal
annunciator panel. The prop levers must be in the high RPM position to ensure
constant reversing characteristics.

PILOT TIP
Propellers should be moved out of reverse by 40 knots to minimize blade erosion.
PROPELLER SYNCHROPHASER
The Type I propeller synchrophaser automatically matches the right slave
propeller and maintains the blades of one propeller at a predetermined position
relative to the blades of the other propeller. To prevent the right propeller from
losing excessive rpm if the left propeller is feathered while the synchrophaser
is on, the synchrophaser is limited to approximately 30 rpm from the manual
prop control setting. Normal governor operation is unchanged but the
synchrophaser will continuously monitor propeller rpm and reset the governor
as required. A magnetic pickup mounted in each propeller overspeed governor
transmits electric pulses to a transistorized control box. The control box
converts any pulse rate differences into correction commands, which are
transmitted to an actuator motor. The motor then trims the right propeller
governor through a flexible shaft to exactly match the left propeller. A toggle
switch, installed on the instrument panel, turns the system on. With the switch
off, the actuator automatically runs to the center of its range of travel before
stopping to assure that when next turned on the control will function normally.
To operate the system, synchronize the propeller in the normal manner and
turn the synchrophaser on. The right propeller rpm and phase will automatically
be adjusted to correspond with the left. To change rpm, adjust both propeller
controls at the same time. This will keep the right governor setting within the
limiting range of the left propeller. If the synchrophaser is on but is unable to
adjust the right propeller to match the left, the actuator has reached the end of
its travel. Turn the synchrophaser switch off (allowing the actuator to run to the
center of its range and the right propeller to be governed by the propeller
lever), synchronize the propellers manually and turn the synchrophaser switch
on.
The Type II propeller synchrophaser system automatically matches the rpm of

both propellers as a result of maintaining a specific phase relationship between
the blades of the left and right propellers. The control box senses pulses which
are generated by pickups mounted at identical locations on both engines.
Ferrous metal targets, mounted on the propeller spinner bulkheads, provide the
pulse reference for the pickups. Adjusting the RPMs of the propellers is
accomplished by the control box with correction commands to each propeller
governor. The governor servo can increase but never decrease the speed set
by the propeller control lever. The rpm of one propeller will follow the changes in
rpm of the other propeller over the predetermined holding range of the governor.
(Approximately 25 rpm) This limited holding range prevents either propeller from
losing more than a limited rpm if the rpm of the other propeller is manually
reduced, such as in power changes or propeller feathering, while the
synchrophaser is on. The synchrophaser system is controlled through a toggle
switch placarded PROP SYNCH-ON-OFF. To operate the system, synchronize
the propellers in the normal manner and turn the synchrophaser on. To change
rpm, adjust both propellers at the same time. This will keep the setting within the
holding range of the system. If the synchrophaser is on, but will not synchronize
propellers, the propeller speeds are not within the limits required for the system
to assume control. Turn the synchrophaser off, synchronize the propellers
manually, and then turn the synchrophaser on.
PROPELLER CARE
Avoid operating the airplane on loose stones or gravel surfaces which can be
disturbed by propeller blast during a full power takeoff. This type operation can
damage the propeller blades and may produce fatigue cracks which can result in
blade failure. When taking off on a loose surface, minimize blade damage by
allowing the airplane to start the takeoff roll before applying full power. Always
remove nicks, gouges and scratches on the propeller leading or trailing edges or
on the blade surfaces. Even a small nick is detrimental, especially if it is located
in the outer 18 inches of the propeller diameter. This is the blade area subject to
the highest vibration and stress.
PILOT TIP
Do not move the airplane by pulling or pushing on the propellers.
LIMITATIONS
Propeller Rotational Speed Limits
Transients not exceeding 5 seconds-2420 rpm
Reverse-1900 rpm
All other conditions- 2200 rpm
Propeller Rotational Overspeed Limits

The maximum propeller overspeed limit is 2420 rpm and is time-limited to five
seconds. Sustained propeller overspeeds faster than 2200 rpm indicate failure of
the primary governor. Sustained propeller over-speeds faster than 2288 rpm
indicate failure of both the primary governor and the secondary governor, and
such overspeeds are unapproved.
PROPELLER EMERGENCY PROCEDURES

Primary Governor Failure PROPELLER 2,288 RPM
1. Power Lever ADJUST AS NECESSARY
2. Prop Sync OFF
Propeller Blade Angle Stuck (FIXED PITCH PROP)
CAUTION
Do not conduct emergency engine shutdown.

1. Airspeed and Power - ADJUST TO MAINTAIN POSITIVE THRUST
2. Propeller Lever (Affected Engine) - FULL FORWARD
PROPELLER ABNORMAL PROCEDURES

Propeller will not manually feather
1. Autofeather Switch - HOLD IN TEST
PROPELLER EXPANDED PROCEDURES

Overspeed Governor/Vacuum and Pneumatic Check
1. Propeller Levers - FULL FORWARD
2. Propeller Test Switch - HOLD TO TEST
3. Left Power Lever - 2000 RPM
4. Left Overspeed Governor/Vacuum and Pneumatic - CHECK (2000 40)
VAC 4.3-5.9 PNEU 12-20
5. Left Power Lever - IDLE
6. Right Power Lever - 20000 RPM
7. Right Overspeed Governor/Vacuum and Pneumatic - CHECK (2000 40)
VAC 4.3-5.9 PNEU 12-20
8. Propeller Test Switch - RELEASED
Autofeather Test
1. Power Levers - 500 ft-lb torque.
2. Autofeather Switch - Hold to test position.
3. Power Levers - Retard individually.
A. 400 ft.-lb - Opposite annunciator extinguished.
B. 200ft.-lb - Autofeather annunciator light will cycle on and off.
4. Power Levers - Both idle.
5. Autofeather Switch - Armed.
PROPELLER SYSTEM QUESTIONS

1. The primary propeller governor has a governing range of RPM to
RPM.
2. The overspeed governor is set to RPM.
3. T or F: The prop control levers should be full forward prior to selecting

reverse.
4. The overspeed governor is reset to what RPM for testing?
5. T or F: Moving the propeller lever into reverse without the engine running will
damage the reversing linkage.
6. With the auto feather system armed during an engine failure, the propeller of
the failed engine will feather at lbs of torque.
7. If the actual propeller RPM is lower than the selected RPM, what speed
condition is the prop governor in?
A. Underspeed
B. On Speed
C. Overspeed
8. When will the prop reverse not ready annunciator light illuminate?
9. The type I synchronizer/synchrophaser system maintains both props at the

same RPM by adjusting RPM of the:
A. RIGHT PROP
B. LEFT PROP
10. W hen using maximum reverse power at HI IDLE and full increase rpm,
you would expect a maximum propeller rpm of:
A. 2000RPM
B. 1900RPM
C. 2420RPM
D. 2288RPM

Chapter 7
Pressurization and Environmental Systems
OBJECTIVES
1. Identify the components in the pressurization system.

2. Explain the operation of the pressurization system.
3. Recognize pressurization system emergencies.
4. Identify the components in the environmental system.
5. Explain the operation of the heating and air conditioning system.
6. Explain the operation of the emergency oxygen system.
INTRODUCTION
This chapter describes the operation of the pressurization and environ-
mental systems of the C-90A. Pressurization allows the altitude of the cabin
to be lower than the altitude of the aircraft without the need for
supplemental oxygen. Whenever cabin altitude and aircraft altitude are
identical, there is no pressure differential . Pressure differential is
measured in "pounds per square inch differential" (psid). This is the
difference between inside cabin pressure, and outside ambient pressure.
Whenever the inside cabin pressure is the greater than the outside ambient
pressure, then the differential is a positive number. If cabin pressure is less
than ambient pressure, then the differential is a negative number. So at 5.1
psid the cabin can be at sea level with the aircraft at approximately
11,000 feet. With the cabin at 12,000 feet, the aircraft can climb to
nearly 30,000 feet before maximum differential is reached. Although the King
Air's pressure vessel is designed to withstand a normal maximum
differential of 5.1 psid, the minimum allowable differential is 0. This
means the aircraft structure cannot withstand a negative differential. If
atmospheric pressure exceeds cabin pressure, a "negative pressure" relief
diaphragm in the outflow valve opens to allow atmospheric pressure to relieve
cabin negative pressure. "Pressure vessel" is that part of the aircraft cabin
designed to withstand the pressure differential. In the King Air, the
pressure vessel extends from the forward pressure bulkhead located between
the cockpit and nose section to a rear pressure bulkhead located just aft of
the cabin baggage compartment. The aircrafts exterior skin makes up the outer
seal. Windows are of round design for maximum strength. All cables, wire
bundles, and plumbing passing through the pressure vessel boundaries are
sealed to reduce leaks. "Environmental system " refers to the devices
which control the pressure vessel's environment. Along with ensuring a
circulation of air, this system controls temperature by utilizing heating and
cooling devices as needed.
HEATING, COOLING AND PRESSURIZATION -
DESCRIPTION AND OPERATION
Cabin bleed air heating is accomplished by extracting bleed air from the
compression stage (P3) of each engine and mixing it with ambient air in
the flow control unit of each engine. A flow control unit mounted on the
forward side of the firewall in each nacelle regulates the mixture of engine
bleed air with ambient air from the cowling intake to produce a total airflow of
14 pounds per minute from both the right and left engine units. Bleed air
comprises as much as ten pounds of the total airflow on cold days and as little
as six pounds on hot days. The bleed air control valve is energized by a
bleed air switch on the copilots subpanel. The ambient air control solenoid
valve is energized closed on the ground by a landing gear safety switch on
the left main landing gear to provide only warm bleed air to the
cabin. When the airplane lifts off the ground, the landing gear safety switch
de-energizes and immediately opens the left ambient air control valve.
Approximately six seconds later the right ambient air control solenoid

valve opens. Air is ducted into the cabin through or around the air-to-air
heat exchangers in the wing center section leading edges. Control of the
air bypassing the air to air heat exchanger or being routed through the
heat exchangers is accomplished by regulating the position of the bleed
air bypass valves. These can be adjusted either manually or automatically
by using the appropriate switch on the copilots subpanel. At the juncture of
the bleed air lines under the cabin floor on the right side of the
fuselage, a check valve is installed to prevent the loss of pressure should
either engine fail. The bleed air line is routed forward along the right side
of the fuselage to a mixing plenum just forward of the copilots rudder
pedals. Here the bleed air is mixed with recirculated cabin air. The bleed
air lines from the engine compartment to the mixing plenum are wrapped
with insulation and aluminum tape to reduce heat loss to a minimum. The
air from the mixing plenum is routed through ducts behind the instrument
panel to outlets on each side of the cockpit and to the defroster outlets
for the windshield. A valve to each outlet and in the defroster duct controls
the flow of heated air into the cockpit. These valves are regulated by push-
pull controls on the subpanel. Low pressure ducting extends aft from the
mixing plenum and distributes the conditioned air through the floor
and overhead outlets on each side of the cabin. A butterfly valve located
in the heated air duct is controlled by the CABIN AIR control knob on the
copilot's sub-panel. When this knob is pulled out, only a minimum amount
of warm air is permitted to pass through the valve to the cabin floor
outlets, thereby increasing the amount of warm air available to the pilot
and copilot heat outlets and to the defroster. At cruise power, the heating
capacity of the system is sufficient to maintain a comfortable cabin
temperature at ambient temperatures of -45F.
Heating Temperature Control Description and Operation

The temperature control system consists of a cabin
temperature mode selector switch, a manual
temperature switch, a temperature control box, a cabin
temperature sensor, and two heat exchanger bypass
valves. The cabin temperature mode switch has four
positions; MANUAL HEAT, MANUAL COOL, OFF
and AUTO. The evaporator has a two-speed fan for
air distribution, which is controlled by a three
position VENT BLOWER switch on the subpanel.
Positions on the VENT BLOWER switch are: AUTO,
LOW and HIGH. The fan will operate in low speed when the mode switch is
positioned to AUTO, MANUAL HEAT or MANUAL COOL.
Automatic Operation
When the AUTO mode is selected, the heating and air-conditioning system is
automatically controlled through the temperature control box. A signal from the
temperature control box is transmitted to the bleed air bypass valves in the wing
center section. Here the engine bleed air is regulated by the bypass valves to

control the amount of bleed air bypassing the air-to-air heat exchangers. When a
signal from the temperature control box drives both bleed air bypass valves to
the maximum cool position, the refrigerant compressor clutch and condenser
blower will energize. The clutch and fan will remain energized until the left valve
rotates back past the 30 position. At this position, the micro switch on the valve
operates to de-energize the clutch fan. A thermal switch is wired into the AUTO
mode circuit to prevent the clutch and condenser blower from being energized
until the ambient temperature is above 50F, even though a cool signal is sent
from the temperature control box.
MANUAL HEAT OPERATION

When the cabin temperature mode switch is in the MANUAL HEAT position, the
temperature is controlled by selecting the position of the bypass valves with the
momentary increase/decrease (MANUAL TEMP) control switch. When the
MANUAL TEMP selector is switched to INCR, the
left bypass valve is driven open to allow the
engine bleed air/ambient air mixture to be routed
around the heat exchanger for increased cabin
heating. The switch must be held in the INCR
position to actuate the bypass valves because
the valves will stop moving when the MANUAL
TEMP switch is released. If sufficient heating is
not obtained by full actuation of the left bypass
valve, an integral limit switch in the valve will close and the right bypass valve will
begin to move. Allow approximately 30 seconds for each valve to drive to the
full open or full closed position. When the airplane is on the ground, the ambient
air shutoff valves are closed by actuation of the landing gear safety switch. This
exclusion of ambient air permits all of the heat from the engine bleed air to be used
for cabin heating. When the airplane lifts off the ground, the safety switch opens
the circuit to the left ambient air valve. In order to prevent a pressure surge in the
cabin, the right valve will open a few seconds after the left valve through a time
delay circuit.
ELECTRIC HEAT
During extremely low temperature or low power settings, additional heating is
available from an electrical heater containing eight
heating elements rated at 1,000 watts each. In the
ENVIRONMENTAL group on the copilots subpanel is the
ELEC HEAT switch with three positions: GRD MAX -
NORM - OFF. This switch is solenoid-held in GRD MAX
position when on the ground and will drop down to the
NORM position at lift-off when the landing gear safety

switch is opened. The maximum output of the electrical heater is 27,300
BTU during ground operation with all heater elements operating. Only four
elements are available during flight for a total output of 13,650 BTU. The OFF
position turns off all electric heat and leaves cabin heating to be provided by
bleed air. The airplane electrical system is protected against an overload by a
lockout circuit that prevents use of the electrical heater during operation of the
propeller heat, engine air inlet heat, or windshield heat. A differential pressure
switch mounted adjacent to the vent blower senses blower operation to
prevent use of the electrical heater unless the blower is also operating.
FRESH AIR VENTILATION

Fresh-air ventilation is provided from two sources. One source, which is
available during both the pressurized and the unpressurized mode, is the bleed
air heating system. This air mixes with recirculated cabin air and enters the
cabin through the floor registers. The volume of air from the floor registers is
regulated by using the CABIN AIR control knob located on the copilot's
subpanel. The second source of fresh air, which is available during the
unpressurized mode only, is outside air obtained from a ram air scoop on the
nose (left side). The ram air enters the
evaporator plenum through a flapper door. The
flapper door is open during the unpressurized
mode. (In the pressurized mode the flapper
door is held closed by a solenoid lock.)
Cabin air forced into the evaporator plenum
by a blower mixes with ram air from outside
and is ducted around the electric heater and
mixing plenum and into the ceiling outlet duct.
Air ducted to each individual ceiling eyeball
outlet can be directionally controlled by moving the eyeball in the socket. Volume
is regulated by twisting the outlet to open or closed.
COOLING - DESCRIPTION AND OPERATION

The King Air C 90 air-conditioning system is similar to a home or automotive
system. The unit is electrically driven, has a rated capacity of 16,000 BTU,
and uses a refrigerant gas. The air-conditioner system consists of five major
components. They are the evaporator, condenser, expansion valve,
compressor, and the receiver-dryer. During
operation, the compressor, driven by a 3 1/3 HP
electric motor, compresses the refrigerant to a
high pressure, high temperature gas. This gas then
goes to the condenser where cooling air is drawn in

through a louvered intake in the right side of the nose and exhausted out
through louvers in the left side by a fan on the pulley end of the compressor
motor. This removes heat from the gas and condenses it to a liquid. The liquid is
then stored in the receiver-dryer until it is needed. The refrigerant flows to the
expansion valve as a liquid. Here it is metered to the evaporator at a rate
that will allow all of the liquid to evaporate and return to the compressor at a
reduced pressure. The heat required for this evaporation is absorbed from the air
passing over the evaporator cooling fins.
AIR CONDITIONING TEMPERATURE CONTROL -

DESCRIPTION AND OPERATION
The temperature control system consists of a cabin temperature mode switch,
a manual temperature selector switch, a temperature control box, a cabin
temperature sensor, a duct temperature sensor, two heat exchanger bypass
valves and electrical relays.
The cabin temperature mode switch has four positions; MANUAL HEAT,
MANUAL COOL, OFF and AUTO. The forward evaporator has a two-speed
blower for air distribution, which is controlled by a three position VENT
BLOWER switch on the subpanel. Positions on the VENT BLOWER switch
are: AUTO, LOW and HIGH. The low speed will come on when the mode switch
is turned on to AUTO, MANUAL HEAT or MANUAL COOL.
PILOT TIP
To keep the air conditioner in working order, it should be operated at least 10
minutes every month. This prevents the compressor seals from drying out.
Automatic Operation
When the cabin temperature mode switch is in the AUTO position, the output
signal from the temperature control box drives both bleed air bypass valves. As
the left bypass valve passes through the 30 position, its externally mounted
micro switch actuates and energizes the air conditioner compressor and
condenser blower. The compressor and fan will operate until the left valve
rotates back past the 30 position towards closed. When the AUTO mode is
selected, the heating and air-conditioning system is automatically controlled
through the temperature control box. A signal from the temperature control box is
transmitted to the bleed air bypass valves in the wing center section. Here the
engine bleed air is regulated by the bypass valves to control the amount of bleed
air bypassing the air-to-air heat exchangers. When a signal from the temperature
control box drives both bleed air bypass valves to the maximum cool position, the
air conditioning compressor and condenser blower will energize. A thermal
switch is wired into the AUTO mode circuit to prevent the clutch and condenser
blower from being energized until the ambient temperature is above 50F, even
though a cool signal is sent from the temperature control box. Protection from
refrigerant overpressure or underpressure is provided by a circuit which
incorporates high and low pressure switches.
Manual Cool Operation

With the cabin temperature mode switch in the MANUAL COOL position, the
air conditioning compressor and condenser fan are energized through a time
delay circuit. The time delay circuit prevents the compressor clutch from being
energized until 10 seconds after being de-energized to allow the refrigerant
pressure in the compressor to equalize so the compressor will not be turned on
under high loads. Cabin temperature is controlled by actuation of the heat
exchanger bypass valves through the MANUAL TEMP switch. The rotation of the
valves will stop at the position at which the MANUAL TEMP switch is released.
The bypass valves must be fully closed for maximum cooling.
PILOT TIP
The air conditioner will not operate in manual unless the temperature switch is
held in the decrease position for 1 minute .
PRESSURIZATION - DESCRIPTION AND OPERATION

The air used for cabin pressurization is obtained by bleeding air from the
compressor stage P3 of each engine . A flow control units is mounted on
the forward side of each nacelle firewall. These units mix ambient air with
bleed air in order to control total air flow used for pressurization. Bleed air also
supplies pressure to operate the air driven instruments, the door seal, rudder
boost and the surface deice system. The bleed air and ambient air from the
cowling intake are mixed together by the flow control units to produce a
maximum total flow of 14 pounds per minute. B le e d air c o m p r is e s a s
m u c h a s 1 0 p o u n d s o f air f lo w o n cold d a y s a n d a s l it t le a s 6 p o u n d s
on hot days. The bleed air lines from the engine compartment to this
mixing plenum are wrapped with insulation and aluminum tape to reduce
the loss to a minimum.
Flow Control Unit
Each flow control unit consists of an ejector and an integral bleed air
modulating valve, firewall shutoff valve, and a check valve that prevents the
bleed air from escaping through the ambient air intake. The flow of bleed
air through the flow control unit is controlled as a function of atmospheric
pressure and temperature. Ambient air flow is controlled as a function of

temperature only. When the bleed air valve switches on the co-pilot's left
subpanel are turned on, a bleed air shutoff electric solenoid valve on each
flow control unit opens to allow the bleed air into the unit. As the bleed air
enters the flow control unit, it passes through a filter before going to the
reference pressure regulator. The regulator will reduce the pressure to a
constant value of 18 to 20 psi. This reference pressure is then directed to the
various components within the flow control unit that regulate the output to
the cabin. One reference pressure line is routed to the firewall shutoff
valve located downstream of the ejector. A restrictor is placed in the line
immediately before the shutoff valve to provide a controlled opening rate. At
the same time, the reference pressure is directed to the ambient air
modulating valve located upstream of the ejector and to the ejector flow
control actuator. A pneumatic thermostat with a variable orifice is connected
to the modulating valve. This pneumostat is located on the lower aft side of
the fireseal forward of the firewall. The bi metallic sensing discs of the
thermostat are inserted into the cowling intake. These discs sense ambient
temperature and regulate the size of the thermostat orifices. W arm air will
open the orifice and cold will restrict it until, at -30 F, the orifice will be
completely closed. When the variable orifice is closed, the pressure buildup
will cause the modulating valve to close off the ambient air source. An
electric solenoid valve located in the line to the pneumatic thermostat is
wired to the LH landing gear safety switch. When the airplane is on the
ground, the solenoid valve is closed, thereby directing the pressure to the
modulating valve, causing it to shut off the ambient air source. The exclusion of
ambient air allows faster cabin warm-up during cold- weather operation. An
electric circuit containing a time delay relay is wired to the solenoid valves to
allow the LH valve to operate 2 to 3 seconds before the RH valve. This precludes
the simultaneous opening of the shutoff valves and a sudden pressure surge into
the cabin.

Outflow and Safety Valves
Since air is delivered to the pressure vessel at a relatively constant rate of
flow, the Pressurization Control System controls only the outflow of air
from the pressure vessel to achieve control of the pressure differential.
The outflow of pressurized cabin air is controlled by the outflow valve and safety
valve utilizing a cabin pressure controller. The outflow and safety valves
sense atmospheric pressure through vents that protrude through the aft pressure
bulkhead. The outflow and safety valves are installed in a recessed area on the
aft pressure bulkhead. Excess cabin
pressure is vented into the access area
immediately aft of the valves. The outflow
valve is used for three purposes. First, it
meters the outflow of cabin air in response
to vacuum control forces from the
controller. Second, it contains a
preadjusted relief valve set to ensure that
the cabin does not exceed 5 .1 psid.
Third, it incorporates a negative pressure
differential relief diaphragm which
prevents the pressure differential from
being negative. The safety valve also
performs three functions. First, it is the
"Dump Valve" which opens completely to relieve all pressure differential
whenever the Pressure Control Switch is positioned in "Dump," or when the
switch is in "Press" and the left landing gear safety switch is closed due to
the weight of the aircraft compressing the gear strut. Second, it contains a
preadjusted relief valve set to ensure that differential pressure does not
exceed 5.1 psid. This provides protection against over -pressurization,
should the outflow valve stick or be misadjusted. Last, like the outflow valve,
it contains a negative pressure differential relief diaphragm.
The pressurization controller, mounted in the cockpit pedestal, adjusts
the opening of the outflow valve in order to regulate the outflow of air
through the valve. It does this b y varying the amount of vacuum applied
to the outflow valve. The face of the Controller contains two knobs. The left
one is the rate knob and the right one is the altitude knob. With the rate
knob, the pilot can select a desired cabin rate of climb and descent,
from a minimum of approximately 50 fpm to a maximum of 2,000
fpm. With the altitude knob, the pilot can select a desired
cabin pressure altitude, from 1,000 feet below sea
level to 10,000 feet MSL. On the ground, the left
landing gear safety switch closes to apply power to a
normally open solenoid, which in turn closes to
block off the source of vacuum to the controller.
With no vacuum applied, the outflow valve
moves to its spring-loaded, closed position. At
liftoff the cabin will immediately begin to pressurize at the rate preset on
the controller. Vacuum pressure for the pressure controller is controlled by
the vacuum regulator that also regulates instrument vacuum. When the
airplane is on the ground with the squat switch compressed, the cabin
pressure control switch can be set to the TEST position to de-energize
the preset and safety solenoids and allow the pressure control system to
function as though the airplane were in flight. The cabin pressure
control switch mounted on the cockpit pedestal, contains three
positions. The aft position is labeled "Test," the center position is
"Press" (for "pressure"), and forward is "Dump." Normally, it is left
in the center position. The switch must be lifted over a detent to go
to the Dump position. When released from the Test position, it will
return back to the center, due to spring force. Outside air can enter the
cabin anytime the cabin pressure differential is zero and the cabin pressure
control switch to set to DUMP.
Ambient air is then allowed to flow into the fresh air inlet, and into the
forward evaporator plenum. Cabin pressure altitude and the cabin-to-
atmosphere pressure differential are indicated on the
differential pressure indicator. The
pressure differential is expressed
in psig and the pressure altitude is
expressed in thousands of feet.
The climb rate indicator allows
monitoring of the rate
of change of cabin
pressurization. If cabin
pressure altitude exceeds
10,000 ft, the cabin altitude warning
pressure switch closes and the warning annunciator light labeled ALT WARN
will illuminate.
Oxygen System
FARs require that anytime an aircraft flies above 25,000 feet, oxygen
must be immediately available to the crew and passengers. Oxygen
for flight at high altitudes is supplied by a cylinder mounted behind the
aft cabin bulkhead. The cylinder is filled by a valve accessible through
an access door on the right side of the fuselage. The system has two
pressure gages, one located on the right side panel in the cockpit for
in-flight use and one adjacent to the filler valve for checking the
pressure of the system during filling. The oxygen system utilizes a 22-,
49-, or 66-cubic foot volume cylinder. Oxygen flows from the cylinder
through a pressure line of copper tubing routed along the right side of
the fuselage to the system regulator and shutoff valve. The shutoff
valve is actuated by a push-pull type control
located overhead between the pilots and
copilots seats. The regulator is a constant-
flow type which supplies low pressure oxygen
through aluminum plumbing to the outlets and
proved an adequate oxygen flow up to a cabin
altitude of 30,000 feet. Each mask plug is
equipped with its own regulating orifice.
Normal storage of the pilots and copilots
oxygen masks is in a container located on
the forward cockpit sidewalls. Diluter demand quick-donning oxygen masks are
connected to the oxygen
supply at all times. When the diluter demand masks are not in use they are
stored in containers attached to the pilots and copilots headliner. Normal
storage of the passengers' masks is in the seat-back pockets. The cabin
oxygen outlets are located in the ceiling at the forward and aft ends of the
cabin headliner. All masks are easily connected in by pushing the orifice in
firmly and turning clockwise approximately one quarter turn. Disconnecting is
easily accomplished by reversing the motion.
PILOT TIP
The oxygen bottle is fully charged when it reads 1800psi when the 22 cu ft
cylinder is used or 1850psi when 49 or 66 cu ft cylinder is used. Fill the oxygen
system slowly by adjusting the recharging rate with the pressure regulating
valve on the servicing cart because high pressure oxygen will cause excessive
heating of the filler valve.
PRESSURIZATION LIMITATIONS
Cabin Differential Pressure Gage
Green Arc (Approved Operating Range) 0 to 5.0 psi
Red Arc (Unapproved Operating Range) 5.0 psi to end of scale
EMERGENCY ENVIRONMENTAL SYSTEM

PROCEDURES
(BOLD TYPE INDICATES MEMORY ITEMS!)
Use of Oxygen
WARNING!
The following table sets forth the average time of useful consciousness (TUC)
(time from onset of hypoxia until loss of effective performance) at various
altitudes.
Cabin Pressure Altitude TUC

35,000 feet 1/2 - 1 minute
30,000 feet 1 - 2 minutes
25,000 feet 3 to 5 minutes
12 - 18,000 feet 30 minutes or more

Loss of Pressurization
In the event of pressurization loss at high altitude, don oxygen masks and
descend as necessary.
HIGH DIFFERENTIAL PRESSURE

Anytime the differential pressure goes into the Red Arc:
1. Cabin altitude Controller SELECT HIGHER CABIN ALTITUDE SETTING
If condition persists:
2. Bleed Air Valves ...CLOSED
3. Cabin Pressure (after cabin is depressurized) DUMP
4. Bleed Air ValvesOPEN
PILOT TIP
The oxygen pressure provided to the passengers is not adequate for sustained
flight at cabin altitudes above 25,000 feet.
Smoke and Fume Elimination

Attempt to identify the source of smoke or fumes. Smoke associated with
electrical failures is usually gray or tan in color, and irritating to the nose and
eyes. Smoke produced by environmental system failures is gen erally white in
color, and much less irritating to the nose and eyes. If smoke is prevalent in the
cabin, cabin oxygen masks should not be used.
Electrical Smoke or Fire

1. Oxygen
A. Oxygen Control Handle - PULL ON (Verify)
B. Crew - DON MASKS (100% position)
3. Vent Blower - AUTO
4. Aft Blower (if installed) - OFF
5. Avionics Master - OFF
6. Nonessential Electrical Equipment OFF
If Fire or Smoke Ceases:

7. Individually restore avionics and equipment previously turned off.
8. Isolate defective equipment.
WARNING!
Dissipation of smoke is not sufficient evidence that a fire has been
extinguished. If it cannot be visually confirmed that no fire exists, land at the
nearest suitable airport.
If Smoke Persists or if Extinguishing of Fire is Not Confirmed:

9. Cabin Pressure - DUMP
10. Land at the nearest suitable airport.

NOTE
Opening a storm window (after depressurizing) will facilitate smoke and fume
removal.
Environmental System Smoke or Fumes
1. Oxygen
a. Oxygen Control Handle - PULL ON (Verify)
b. Crew - DON MASKS (100% position)
3. Vent Blower - HI
4. Left Bleed Air Valve CLOSED
If Smoke Decreases:
5. Continue operation with left bleed air off.
If Smoke Does Not Decrease:

6. Left Bleed Air Valve - OPEN
7. Right Bleed Air Valve - CLOSED
8. If smoke decreases, continue operation with right bleed air off.
NOTE
Each bleed air valve must remain closed long enough to allow time for smoke
purging to positively identify the smoke source.
Emergency Descent
3. Flaps - APPROACH
4. Landing Gear - DN
5. Airspeed - 182 KNOTS MAXIMUM
ABNORMAL ENVIRONMENTAL PROCEDURES

Illumination of Cabin Door Warning Annunciator
WARNING!
Do not attempt to check the security of the cabin door. Remain as far from the
door as possible with seat belts securely fastened until the airplane has landed.
1. If the CABIN DOOR warning annunciator illuminates, depressurize
cabin (consider altitude first) by activating cabin pressurization dump switch
on pedestal.
2. Do not attempt to check cabin door for security until cabin is
depressurized and the airplane is on the ground.
Check security of cabin door (on the ground) by lifting cabin door step and
checking position of arm and plunger. If unlocked position of arm is indicated,
turn door handle toward locked position until arm and plunger are in position.

Cracked Windshield
1. If it is positively determined that the crack is on the outer panel, no action is
required.
CAUTION
Windshield wipers may be damaged if used on cracked outer panel. Heating
elements may be inoperative in area of crack.
If it is determined that the crack is on the inner panel, descend or reset the
pressurization controller to achieve 3 psi or less differential pressure within ten
minutes. Visibility through the windshield may be significantly impaired.
ENVIRONMENTAL SYSTEM EXPANDED PROCEDURES
Pressurization Test
1. Bleed Air valves Open
2. Condition Levers High Idle
3. Cabin Altitude Selector Knob - 1000 feet below field pressure altitude
4. Rate Control selector Knob - Set index at 12-o'clock position
5. Cabin Pressurization Switch -Test position
6. Cabin VSI - CHECK FOR RATE OF DESCENT INDICATION
7. Cabin Pressurization Switch Released
8. Cabin Altitude Selector Knob - Planned cruise altitude plus 1000 feet
9. Condition Levers As required

OXYGEN DURATION
NOTE
A bottle pressure of 1850 psig at 15C is fully charged
(100% capacity). Read duration directly from table.
1. Read the oxygen pressure from the gage.

2. Read the IOAT (with battery ON). (Assume IOAT to be equal to
BOTTLE TEMPERATURE).
3. Determine the percent of usable capacity from the following graph (e.g.,
1100 psi at 0C = 57%)
4. Compute the oxygen duration in minutes from the table by multiplying
the duration by the percent of usable capacity. e.g.,
a. Pilot and copilot plus 4 passengers = 8 people using oxygen
NOTE
A Pilot and copilot are each counted as 2 people with diluter
demand masks set at 100% or NORMAL.
b. Cylinder Volume = 49 cu ft (1387 liters)

c. Duration with full bottle = 41 minutes
d. Duration with 57% capacity = .57 x 41 = 23 minutes
ENVIRONMENTAL SYSTEM QUESTIONS

1. When does the vent blower operate?
.
2. When is the cabin temperature rheostat functional?

.
3. When is the manual temperature switch functional?

.
4. Name the 3 functions of the outflow valve? ,

and ________________________________________.
5. What is the function of the by -pass valves located in the wing root?
________________________________________________________
_____________________________________________.
6. How long should the Manual Temp Switch be held in the Decrease
position to operate the air Conditioner?
_____________________________________________________.
7. What is the normal allowable max differential pressure for the Model C
90A? .
8. Upon lift-off, the cabin fails to pressurize. List some of the possible
reasons.
9. The airplane entry door must be in the ________________ position for

flight.
10. What action should the pilot take if the outer pane of the windshield cracked?
11. The ALT WARNING annunciator light illuminates at:

A. 10,000 ft
B. 12,000 ft
C. 12,500 ft
D. 14,500 ft
12. List the memory items for Emergency Descent:
13.What is the UTC at 25,000 feet?

14.What will cause the electric heat to go from Ground Max to Normal
automatically?
__________________________________________________________
__________________________________________________________
__________________________________________________________ .
15.T or F: With the cabin at 10,000 feet, the aircraft can climb to nearly
30,000 feet before maximum differential is reached.
16.What position should the condition levers be in for a pressurization test?

High or Low
17.What position should the Vent Blower switch be in for Electrical smoke?
___________ Environmental Smoke? ____________.

Chapter 8
Landing Gear, Tires, and Brake System
OBJECTIVES
With the use of this training manual the pilot will be able to:
1. Identify the major components which make up the landing gear system.
2. Identify those systems using hydraulic power.
3. Identify those systems using electrical power.
4. Identify the major components of the brake system.
5. Know the airspeed limitations of the landing gear system.
6. Identify various types of unsafe gear indications and utilize the
appropriate emergency checklist for each indication.
GENERAL
The King Air C-90A utilizes an electrically operated hydraulic system. The
system is controlled by a handle placarded LDG GEAR CONTROL UP DN
on the right subpanel. The landing gear control handle must be pulled out of a
detent before it can be moved from either the UP or the DN position. Visual
indication of landing gear position is provided by individual green GEAR DOWN
lights. The lights can be checked by depressing the lamp. A red light in the
landing gear control handle indicates when the gear is in transit. Gear up is
indicated when the red light goes out. This red light also comes on with the
warning horn anytime all gears are not down
and locked when the power levers are
retarded to less than 79% N 1. The bulb may be
checked by a press-to-test switch mounted
adjacent to the landing gear control handle. The
landing gear in-transit light will indicate one or all
of the following conditions:
a. Landing gear handle is in the "up" position
and the airplane is on the ground with weight
on the landing gear.
b. One or both power levers retarded below
approximately 79% N 1 and one or more landing
gears not down and locked. Warning horn will
sound.
c. Any one or all landing gears not fully retracted or in the down and locked
position.
d. Warning horn has been silenced and will not operate.
The function of the landing gear in-transit light is to indicate that the landing
gear is in transit or the position of the landing gear does not match that of the
handle. It also indicates that the landing gear warning horn has been silenced
and not rearmed. The light will remain on when the horn is silenced.
The up indicator, down indicator and warning horn systems are completely
independent systems. A malfunction in any one system will leave the other
two systems unaffected.
GROUND HANDLING TOWING

Always ensure that the control locks are removed before towing the airplane.
Serious damage to the steering linkage can result if the airplane is towed while
the control locks are installed. Do not
tow the airplane with a flat shock strut.
Even brief towing or taxiing with a
deflated strut can cause severe
damage. The nose gear strut has turn
limit warning marks to warn the tug
driver when turning limits of the gear will
be exceeded. Damage will occur to the
nose gear and linkage if the turn limit is
exceeded. A nose gear steering stop
block is installed to warn the pilot if
tow limits have been exceeded. The
maximum nose wheel turning angle is 48 left and right.
PILOT TIP
Do not push or pull the airplane using the
propellers or control surfaces.
PARKING
The parking brake may be set by pulling outward on the parking brake
control, located on the extreme left side, below the pilot's subpanel, and
depressing the toe portion of the pilot's rudder pedals. The parking control closes
dual valves in the brake lines that trap the hydraulic pressure applied to the
brakes and prevents pressure loss through the master cylinders. To release the
parking brake, depress the pilot's brake pedals to equalize the pressure on both
sides of the parking brake valves and push the parking brake control fully in.
The tow bar connects to the upper torque knee fitting of the nose strut.
The airplane is steered with the tow bar when moving the airplane by hand, or an
optional tow bar is available for towing the airplane with a tug. Although the tug
will control the steering of the airplane, someone should be positioned in the
pilot's seat to operate the brakes in case of an emergency .
NOSE LANDING GEAR

Using differential power and brakes, the nose gear can be pivoted to its maximum
angle of 48 degrees to the right or left of center, allowing the airplane to be
turned within a 35'6" wing tip radius. Upon retraction, the nose landing gear
assembly is fully enclosed in the wheel well. The gear door mechanism is a
mechanical design that does not require sequencing valves. Three high intensity
lights are mounted on the nose gear assembly. The dual landing lights on the nose
gear provide coverage of light
for landing at night. The single taxi
light is aimed down to illuminate the
ramp area ahead of airplane during
ground operations. These lights will
remain illuminated with the gear up
until the switch is placed in the off
position. An air-oil type shock
strut on the nose wheel is filled
with compressed air and hydraulic
fluid to absorb landing shocks and
decrease any bouncing tendencies.
A shimmy damper is mounted on the right side of the nose gear strut. This
hydraulic cylinder dampens any nose wheel shimmy during take off and landing.
A linkage connected to the rudder pedals permits nose wheel steering when
the nose gear is down. Since motion of the pedals is transmitted via cables and
linkage to the rudder, rudder deflection occurs when force is applied to any of
the rudder pedals. With the nose landing gear retracted, some of the force
applied to any of the rudder pedals is absorbed by a spring-loaded link in the
steering system so that there is no movement at the nose wheel, but rudder
deflection still occurs. The nose wheel is self centering upon retraction .
PILOT TIP
The landing and taxi lights remain on after the gear has been retracted.
DESCRIPTION AND OPERATION - LANDING GEAR

The landing gear are retracted and extended by an electrically operated hydraulic
system. The electrically operated hydraulic power pack is located in the center of
the wing center section forward of the main spar. The hydraulic power pack
consists of a 28-vdc motor, pump, two-section reservoir, filter, four-way selector
valve, up and down selector solenoid, gear-up pressure switch and low liquid
level sensor. To prevent cavitation of the pump, engine bleed air regulated to 18
to 20 psi is plumbed into the power pack reservoir and the system fill reservoir.
Associated plumbing for a normal extend mode, emergency extend mode, and
normal retract mode is routed from the power pack to each main gear actuator
and the nose gear actuator. The plumbing for the normal extend mode and the
emergency extend mode is fitted as separate plumbing to the shuttle valve in
each actuator.
PI L OT TIP
If any of the following conditions exist, is likely that an unsafe gear indication
is due to an unsafe gear and is not a false indication.
1. The inoperative gear down annunciator illuminates when tested.
2. The red light in the handle is illuminated.

3. The gear warning horn sounds when one or both power levers are retarded
below a preset N1.
CAUTION
NEVER RELY ON THE SAFETY SW ITCH TO KEEP THE GEAR DOW N. THE LANDING
GEAR CONTROL SWITCH MUST BE IN THE DOWN POSITION.
LANDING GEAR CONTROLS

A landing gear control switch handle, placarded UP/DN is located on the pilots
inboard subpanel. A solenoid operated downlock latch prevents the landing
gear control handle from being raised while the airplane is on the ground. The
landing gear safety (squat) switch releases the latch when the airplane leaves
the ground. If necessary, the latch can be manually overridden by pressing
down on the red button placarded KN LOCK REL.
To prevent accidental gear retraction on the ground, a safety (squat) switch on

the main struts breaks the control circuit whenever the struts are compressed.
CAUTION
NEVER RELY ON THE SAFETY (SQUAT) SWITCH TO KEEP THE GEAR DOWN WHILE
TAXIING, ON LANDING OR TAKE-OFF ROLL. ALWAYS CHECK THE POSITION OF THE
LANDING GEAR SWITCH.
The landing gear control circuit is protected by a 2-ampere circuit breaker

located on the pilots inboard subpanel. Power for the pump motor is
supplied through the landing gear motor relay and a 60-ampere relay circuit
breaker, both of which are located in the power pack bay.
LANDING GEAR RETRACT CYCLE
When the landing gear control handle is moved to the UP position, the solenoid
mounted on the valve body end of the pump is energized to actuate the gear
selector valve to allow system fluid under pressure from the pump to flow to the
retract side of the system. The nose gear actuator will unlock when 200 to 400
psi of hydraulic pressure is applied to the retract port of the nose gear actuator.
The landing gear will begin to retract after the nose gear actuator is unlocked.
As the actuator pistons move to retract the landing gear, the fluid in the
actuators exits through the normal extend port of the actuators and is carried
back to the power pack through the normal extend plumbing. When the
hydraulic fluid enters the power pack, the gear selector valve directs the return
fluid to the primary reservoir. The landing gear is held in the retracted position
by positive hydraulic pressure. When the system pressure reaches the high
pressure limit, the gear-up pressure switch, mounted on the power pack
assembly, will interrupt current to the pump motor. This same pressure switch
will actuate the pump motor should the system pressure drop to the low
pressure limit. An accumulator precharged to 800 +/- 5% psi, located in the left
wing inboard of the nacelle, is designed to aid in maintaining the system
pressure in the gear-up mode.
LANDING GEAR EXTEND CYCLE
When the landing gear control handle is moved to the DN position, the solenoid
is positioned to allow fluid under pump pressure to flow to the extending side of
the system. As the actuator pistons move to extend the landing gear, the fluid
in the actuators exits through the normal retract port of the actuators and is
carried back to the power pack through the normal retract plumbing. Fluid from
the pump opens a pressure check valve in the power pack to allow the return
fluid to flow into the primary reservoir. When the actuators fully extend the
landing gear, an internal mechanical lock in the nose gear actuator and a
mechanical lock on each main gear drag brace will hold the landing gear in the
down position. In this position, the internal locking mechanism in the nose gear
actuator and the mechanical lock on the main gear drag braces will actuate
downlock switches to interrupt current to the pump motor. The motor will
continue to run until all three landing gears are down and locked.
A low pressure vent valve in the power pack (open below 80 psig and closed
above 80 psig) relieves any thermal expansion in the retract side of the system
when the landing gear is down and locked.
HYDRAULIC FLUID LOW WARNING SYSTEM

A yellow HYD FLUID LOW annunciator located in the CAUTION/ADVISORY
panel will illuminate in the event the hydraulic fluid level in the landing gear
power pack becomes critically low. When low fluid level is indicated, the
landing gear should not be extended or retracted by using the hydraulic power
pack; however, the landing gear can be extended with the emergency hand
pump. A sensing unit mounted on the motor end of the power pack provides
the necessary switching circuitry to illuminate the low fluid light. The optically
operated sensing unit has an integrated self-test circuit. The integral self-test
circuit is energized by a switch on the instrument panel and functionally tests
the sensing units internal circuitry.
MANUAL EMERGENCY OPERATION OF LANDING GEAR

Manual landing gear extension is provided through a manually powered
hydraulic system. An emergency hand pump, placarded LANDING GEAR
ALTERNATE EXTENSION, is located on the floor between the pilots seat and
the pedestal. The pump is used when emergency extension of the gear is
required. To extend the gear with this system pull the landing gear control
circuit breaker on the pilots inboard subpanel and place the landing gear
control handle in the DN position. Remove the emergency pump handle from
the securing clip and pump the handle up and down to extend the gear. As the
handle is pumped, hydraulic fluid is drawn from the hand pump suction port of
the power pack into the pump and exited under pressure. Fluid under pressure
from the pump is routed to the power pack hand pump pressure port and to the
shuttle valve in each actuator. Fluid pressure at the shuttle valves will position
the valves to allow fluid to flow into the actuator cylinders. As the actuator
pistons move to extend the landing gear, the fluid in the actuators exits through
the normal retract port of the actuators and is carried back to the power pack
through the normal retract plumbing. The fluid routed to the power pack hand
pump pressure port from the hand pump unseats the internal hand pump dump
valve to allow the return fluid to flow into the primary reservoir. Continue to
pump the handle up and down until the green GEAR DOWN indicator lights on
the pilots inboard subpanel illuminate. Ensure that the pump handle is in the
full down position prior to placing the pump handle in the securing clip. When
the emergency pump handle is stowed, an internal relief valve is actuated to
relieve the hydraulic pressure in the pump.
WARNING!
After an EMERGENCY landing gear extension has been made, do not move any
landing gear controls or reset any switches or circuit breakers until the cause of the
malfunction has been determined and corrected.
A service valve located forward of the power pack may be used, in conjunction
with the emergency hand pump, to raise and lower the gear from maintenance
purposes.
FILL RESERVOIR
A fill reservoir, located just inboard of the left nacelle and forward of the front spar,
contains a cap and dipstick assembly, marked HOT/FILL, COLD/FILL, for
convenience of maintaining system fluid level.
LANDING GEAR WARNING SYSTEM

Visual indication of the landing gear position is provided by two red in-transit
lights, located in the landing gear control switch handle, and a green GEAR
DOWN indicator light assembly labeled NOSE L R, located adjacent to the
landing gear control switch. Illumination of the red in-transit lights indicates that
the landing gear is extending or retracting; the lights go out when the gear is up.
Illumination of a green GEAR DOWN light indicates that the landing gear is
down and locked. The red lights in the control handle can be checked by
pressing the HDL LT TEST push-button switch located to the right of the landing
gear control switch. The check the GEAR DOWN lights, press the light
assembly case.
The landing gear warning system is provided to warn the pilot that the landing
gear is not down and locked during specific flight regimes. Various warning
modes result, depending upon the position of the flaps. With the flaps in the
UP or APPROACH position and either or both power levers retarded below
approximately 78 - 80% N1, the warning horn will sound intermittently and the
landing gear control handle lights will illuminate. The horn can be silenced by
pressing the WARN HORN silence button adjacent to the landing gear control
handle or on the left power lever.
The lights in the landing gear control handle cannot be cancelled. The landing
gear warning system will be rearmed if the power levers are advanced
sufficiently. With the flaps beyond the APPROACH position, the warning horn
and landing gear control handle lights will be activated regardless of the power
settings, and cannot be cancelled.
TIRES
The airplane utilizes a pair of 8.5 x 10, 8 ply tubeless, rim-inflation tires on each
main gear assembly. For increased service life, 10-ply-rated tires of the same
size may be installed. A 6.5 x 10, 6-plyrated tire is installed on the nose gear.
PILOT TIP
Tires that have picked up a film of fuel, hydraulic fluid, or oil should be
washed down as soon as possible, in order to prevent deterioration of the rubber.
Maintaining proper tire inflation pressures will help prolong tire service life. Check
tires frequently to maintain pressures within recommended limits, and maintain
equal pressures on both tires of each dual-wheel installation. Proper inflation
pressures will help avoid damage from landing shocks, contact with sharp
stones and ruts, and will minimize tread wear. When inflating the tires, inspect
them for cuts, cracks, breaks, and tread wear. Inflate the main wheel tires
between 52-58 psi. The nose wheel tires should be inflated to between 50 and
55psi.
PILOT TIP
The aircraft manufacturer does not recommend using recapped
tires on the airplane.

HYDRAULIC BRAKE SYSTEM
The hydraulic brake is designed for use with MIL-H-5606 hydraulic
Fluid and to withstand 550 psi operating pressure with zero psi back
pressure.
The depression of either set of pedals moves the piston rod and the
piston in the master cylinder attached to each pedal.. The hydraulic
pressure resulting from the movement of the pistons in the master
cylinders is transmitted through flexible hoses and fixed aluminum
tubing to the multiple disc brake assemblies on the main landing gear
wheels. This pressure forces the brake pistons on the wheel to press
against the multiple linings and discs of the brake assembly.
Dual parking valves are installed adjacent to the rudder pedals

between the master cylinders of the pilots rudder pedal and the wheel
brakes. After the pilots brake pedals have been depressed to build up
pressure in the brake lines, both valves can be closed simultaneously
by pulling out the parking brake control on the left subpanel. This
closes the valves to retain the pressure that was previously pumped
into the brake lines. The parking brake is released when the pedals
are depressed briefly (to equalize pressure on both sides of the valves)
and the control is pushed in, causing the valves to open.
Brake system servicing is limited to maintaining the hydraulic fluid level

in the reservoir mounted on the bulkhead in the upper left corner of the nose
avionics compartment. A dipstick is provided for measuring the fluid level. When
the reservoir is low on fluid, add sufficient quantity of approved hydraulic fluid
(MIL-H-5606) to fill the reservoir to the full mark on dipstick.
Brake Wear Allowance

The only other requirement related to servicing involves the wheel brakes
themselves. Brake lining adjustment is automatic, eliminating the need for
periodic adjustment of the brake clearance. Check brake wear periodically to
assure that dimension "A", in the Brake Wear illustration, does not reach zero.
When it reaches zero, you should contact your mechanic.
PILOT TIP
The parking brake should be left off and wheel chocks installed if the
airplane is to be left unattended. Changes in the ambient temperature
can cause the brakes to release or to exert excessive pressures.
SHOCK STRUTS
With the airplane empty except for fuel and oil, the nose strut should be
extended 3 to 3-1/2 inches and the main strut should be extended 3 inches.
PILOT TIP
Do not fill shock struts with oxygen.
LANDING GEAR LIMITATIONS

KCAS KIAS
Maximum Landing Gear 182E 182E Do not extend or retract landing gear above the speeds
Operating Speed 164R 163R given.
Maximum Landing Gear 182 182
Extended Speed Do not exceed this speed with landing gear extended.
EMERGENCY LANDING GEAR SYSTEM PROCEDURES
ABNORMAL LANDING GEAR PROCEDURES
Hydraulic Fluid Low [HYD FLUID LO]

1. Landing Gear ATTEMPT TO EXTEND NORMALLY UPON ARRIVING AT
DESTINATION
2. If Landing Gear Fails To Extend SEE LANDING GEAR MANUAL
EXTENSION
Landing Gear Manual Extension
If the landing gear fails to extend after placing the Landing Gear Control
down, perform the following:
1. Landing Gear Relay Circuit Breaker (Pilots right subpanel) - PULL
2. Landing Gear Control CONFIRM DN
3. Alternate Extension Handle UNSTOW AND PUMP
a. Pump handle up and down until the three green gear-down annunciators
are illuminated.
b. While pumping, do not lower handle to the level of the securing clip as this
will result in loss of pressure.
If all three green gear-down annunciators are illuminated:
4. Alternate Extension Handle - STOW
5. Landing Gear Controls DO NOT ACTIVATE
a. The Landing Gear Control and the Landing Gear Relay Circuit
Breaker MUST NOT BE ACTIVATED
b. The landing gear should be considered UNSAFE until the airplane is
jacks and the system has been cycled and checked.
If one or more green gear-down annunciators do not illuminate for any reason
and a decision is made to land in this condition:
6. Alternate Extension Handle CONTINUE PUMPING
a. Continue to pump until maximum resistance is felt.
b. When pumping is complete, leave handle at the top of the stroke, DO
NOT LOWER AND STOW
Prior to Landing:
7. Alternate Extension Handle PUMP AGAIN
a. Pump the handle again until maximum resistance is felt.
b. When pumping is complete, leave handle at the top of the stroke, DO
NOT LOWER AND STOW
After Landing:
8. Alternate Extension Handle PUMP WHEN CONDITIONS PERMIT
a. Pump the handle again, when conditions permit, to maintain
hydraulic pressure until the gear can be mechanically secured.
b. DO NOT LOWER STOW HANDLE
c. DO NOT ACTIVATE THE LANDING GEAR CONTROL OR THE
LANDING GEAR RELAY CIRCUIT BREAKER
d. The landing gear should be considered UNLOCKED until the
airplane is on jacks and the system has been cycled and checked.
LANDING GEAR EXPANDED PROCEDURES

Practice Landing Gear Manual Extension
1. Airspeed Below 182 KNOTS
2. Landing Gear Relay Circuit Breaker (pilots subpanel) PULL
3. Landing Gear Control DN
4. Alternate Extension Handle PUMP UP AND DOWN UNTIL [L],
[R] AND [NOSE] ILLUMINATE AND FURTHER RESISTANCE IS FELT
5. Alternate Extension Handle - STOW
Landing Gear Retraction After Practice Manual Extension

After a practice manual extension of the landing gear, the gear may be retracted
hydraulically as follows:
1. Alternate Extension Handle CONFIRM STOWED
2. Landing Gear Relay Circuit Breaker (pilots subpanel) PUSH IN
3. Landing Gear UP

Landing Gear Will Not Retract
1. Landing Gear Relay CB CHECK IN
2. Pump Handle - STOW
3. Landing Gear Handle UP
If gear will not retract:
4. Landing Gear Handle DOWN
5. Landing Gear Relay CB PULL
6. Maximum Airspeed 182
LANDING GEAR SYSTEM QUESTIONS

1. The maximum speed for alternate gear extension with the manual system is:
A. 120 K
B. 130 K
C. 140 K
D. 182 K
2. What is the tire pressure for the mains:

Nose gear tire: .
3. T or F: Brake wear can be checked during preflight.
4. Where is the brake fluid reservoir located?
5. When is the landing gear horn silence button disabled?
6. If manually extending the landing gear, when would you stop pumping?
Why?
7. Where is the landing gear relay control circuit breaker located?
8. The red light in the gear handle will illuminate when:

A. The gear is not down and locked.
B. The landing gear is not up and locked.
C. The landing gear is in transit.
D. All of the above.
9. The gear warning horn will sound when the gear is not down and:
A. Either power lever is reduced to a certain setting.
B. The wing flaps are extended beyond the approach setting.
C. The hydraulic system pressure falls below 1,500 psi.
D. Both a and b.

10.The emergency landing gear extension system utilizes:
A. A hand crank located behind the pilot's seat.
B. A hand pump located in the cockpit.
C. A nitrogen blow-down bottle.
D. A mechanical drop-down release.
11. T or F: Once the gear has extended manually, it can be retracted normally.
12. Airspeeds for the landing gear:

A. Maximum gear extended speed KCAS.
B. Maximum gear extension speed KCAS.
C. Maximum gear retraction speed KCAS.
13. Is the parking brakes hydraulic or mechanical? (Circle one)

Chapter 9
Pneumatic and Vacuum System
OBJECTIVES
1. State the air source for pneumatic operation.

2. State the vacuum source.
3. State acceptable pneumatic and vacuum gauge readings
4. Describe pilot action to activate the surface deice system.
DESCRIPTION
The PNEUMATIC and VACUUM SYSTEMS training section of the
workbook present a description and discussion of pneumatic and vacuum
systems. The sources for pneumatic air, and vacuum along with acceptable
gauge readings are discussed.
PNEUMATIC - DESCRIPTION AND OPERATION

The pneumatic system uses engine bleed air from the third state (P3) of
the compressor. One engine can supply sufficient bleed air to operate all
the systems requiring pressurized air. During operation with one engine
inoperative, a check valve in the bleed air line from each engine prevents
flow back through the line on the side of the inoperative engine. A
pressure gage calibrated in pounds per square inch indicates air pressure
available to operate the various systems.
Air temperature of approximately 650F (depending on the power setting

and ambient air temperature) is bled from each engine compressor at a
flow rate sufficient to produce the 18 psi of pressure required to operate
the door seal, deice boots, the bleed air warning system (if installed), the
hour meter and on some models, the emergency exit door seal . The bleed
air for these systems comes off the compressor bleed air line at each engine.
This bleed air is routed aft from the engine to a firewall shutoff valve,
through a check valve and on to a pressure regulator valve. The pressure
regulator valve is located adjacent to the check valves under the RH seat
deck immediately forward of the rear spar. The loss of heat in the
pneumatic plumbing will reduce the temperature of the bleed air from a
maximum temperature of 650F to approximately 70F above ambient air
temperature by the time it reaches the pressure regulator valve. The
regulator valve is set at approximately 18 psi of pressure and incorporates
a safety valve that will limit pressure to approximately 21 psi by venting
excess pressure overboard. From the pressure regulator valve, lines are
routed to the various aircraft systems that utilize pneumatic pressure. A pressure
gauge calibrated in pounds per square inch indicates air pressure available to
operate the various systems. On airplanes LJ 1 through LJ 1062 the pressure
gauge is located on the right side panel next to the vacuum suction gauge. On
airplane LJ 1063 and higher the pressure gauges are located on the copilot
subpanel.
VACUUM SYSTEM - DESCRIPTION AND OPERATION

Bleed air from the engines is routed through the venture of an ejector to produce
the vacuum necessary for operation of the instruments and deflation of the
surface deicer boots. The vacuum is regulated by a vacuum regulator valve
designed to admit into the system the amount of air required to maintain
sufficient vacuum for proper operation of the instruments.
The Vacuum Regulator Valve has an air filter attached to protect the vacuum
system and the individual instruments on all Kings Airs are equipped with air
filters to protect them from contamination.
The vacuum system furnishes vacuum to operate the surface deice system, the
copilot's gyro instruments, the air-operated turn and slip indicator, the
vacuum (gyro suction) gage, and the cabin pressurization control system .
The vacuum is produced by an ejector that is operated by the pneumatic system

using bleed air from the engines. To produce the vacuum, pneumatic air
is passed through the ejector venturi which draws air from the vacuum
system regulator valve, the instrument air filter, the cabin pressure
controller and the cabin safety outflow valve. Each of these components
has filtered inlets that must be cleaned or replaced at a scheduled time.
The vacuum is regulated by a vacuum regulator valve that admits into the
system the amount of air required to maintain sufficient vacuum (5.9 in.
Hg.) for proper operation of the vacuum-operated systems and components.
The surface deicer system uses vacuum to deflate the deicer boots after
being inflated by pneumatic pressure.
The cabin pressurization control system uses vacuum to operate the controller
and outflow valves. The vacuum ports of the flight instruments are plumbed
to a vacuum manifold which is located to the right of the air plane
centerline and aft of the pressure bulkhead. The instrument air inlet ports
are plumbed to the air intake manifold that is connected to the instrument air
filter. The port on the end of each manifold is plumbed to the vacuum (gyro
suction) gage. The second port of each manifold is plumbed to the turn and
slip indicator. When an electric turn and bank indicator is installed, these
ports are capped. The third port of each manifold is plumbed to the
directional gyro indicator. The fourth port of each manifold is plumbe d to
the gyro horizon indicator.
PILOT TIP
The instrument filter is located at the top of the avionics compartment and
should be replaced every 500 hours.
ENGINE BLEED AIR CONTROL
Bleed air valve switches are located on the copilots left subpanel. When the
switches are placed in the OPEN position, environmental bleed air is available
to pressurize the airplane. Amber annunciators placarded L BL AIR OFF and R
BL AIR OFF will illuminate to indicate that the respective bleed air valve switch
is in the CLOSED position. The annunciators indicate only switch position and
not the position of the respective bleed air valve.
DOOR SEAL SYSTEM

The cabin entrance door and emergency exit on the C-90A utilize air from the
pneumatic system to inflate the door seals after takeoff. Bleed air regulated
at 4 psi is tapped from the left engine manifold and directed to the door seal.
The bleed air is used to pressurize the landing gear hydraulic system reservoir
and the escape hatch seal is pressurized from the pneumatic system manifold

FLIGHT HOUR RECORDER
The Hobbs meter is located on the copilot's rights subpanel. In order for it to
operate, pneumatic air must be supplied along with DC power through the flap
control circuit breaker. In addition, the right landing gear squat switch must
be in the extended position.
PNEUMATIC LIMITATIONS
Pneumatic Gage
Green Arc (Normal Operating Range) 12 to 20 psi
Red Line (Maximum Operating Limit) 20 psi
Gyro Suction Gage

Narrow Green Arc (Normal from 35,000 to 15,000 feet) 2.8 to 4.3 in. Hg
Wide Green Arc (Normal from 15,000 feet to Sea Level) 4.3 to 5.9 in. Hg
35K marked on face of gage at 3.0 in. Hg
15K marked on face of gage at 4.3 in. Hg
PNEUMATIC SYSTEM EMERGENCY PROCEDURES

None.
PNEUMATIC SYSTEM ABNORMAL PROCEDURES

None.
PNEUMATIC SYSTEM EXPANDED PROCEDURES
Vacuum/Pneumatic Pressure Check (2000 RPM)

1. Left Bleed-Air Switch OFF
2. Pneumatic/Vacuum Gage PNEU 12-20/VAC 4.3-5.9 psi
3. Right Bleed-Air Switch OFF
4. Pneumatic/Vacuum Gage ZERO
5. Bleed-Air Warning Lights ILLUMINATED
6. Left Bleed-Air Switch OPEN
7. Pneumatic/Vacuum Gage PNEU 12-20/ VAC 4.3-5.9 psi
8. Bleed-Air Warning Lights EXTINGUISH
9. Right Bleed-Air Switch OPEN

PNEUMATIC AND VACUUM SYSTEM QUESTIONS
1. How is the vacuum source created?
2. The cabin pressurization control system uses to operate the

controller and outflow valves.
3. Normal gyro suction is psi.
4. Normal pneumatic pressure is psi.
5. The following engine instruments may confirm a bleed air leak:

A. Increase Torque and increase N1
B. Increase in RPM and ITT
C. Increase in ITT and decrease in RPM
D. Decrease in torque and increase in ITT

Chapter 10
Anti-Icing Systems
OBJECTIVES
1. Describe anti-icing systems.

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

OPERATION
The airplane is equipped with a variety of ice and rain protection systems
that can be utilized during inclement weather conditions.
Airfoil
The pneumatic deice boots on the wings and tail remove ice formed during flight.
Regulated bleed air pressure and vacuum are cycled to the pneumatic
boots for the inflation -deflation cycle. The selector switch that controls the
system permits automatic single-cycle operation or manual operation. The deice
system is operated with bleed air pressure obtained from the engine
compressors. This air is routed through a regulator valve that is set to maintain
the pressure required to inflate the deice boots on the leading edge of each
wing and the horizontal and vertical stabilizer. To assure operation of the

system should one engine

fail, a check valve is
incorporated in the bleed line
from each engine to prevent
the escape of air pressure
into the chamber of the
inoperative compressor. The
bleed air from the engine is
also routed through ejectors
that employ the venturi effect
to produce vacuum for
deflation of the deice boots
and operation of certain flight
instruments. The inflation
and deflation phases of
operation are controlled by
means of distributor valves.
The deice system is actuated
by a three-way toggle switch
on the LH subpanel. This
switch is spring-loaded to
return to the OFF position Wing Boots
from either the MANUAL or SINGLE position. When the switch is pushed to the
SINGLE position, one complete cycle of deicer operation automatically follows as
the valves open to inflate the deice boots. After an inflation period of
approximately seven seconds, a timer switches the valve to the VACUUM,
position and deflates the boots. When the switch is pushed to the MANUAL
position, the boots will inflate and will stay inflated positions as long as the
switch is held in the manual position. Upon release of the switch, the distributor
valves return to the VACUUM position and the deice boots remain deflated until
the switch is actuated again.
For most effective deicing operation, allow at least 1/2 inch of ice to form before
attempting ice removal. Very thin ice may crack
and cling to the boots instead of shedding. Maintain
a minimum speed of 140 KNOTS during sustained
icing conditions to prevent ice accumulation on
unprotected services of the wing. The boots should
never be inflated for takeoff or landing.
Tail Boots

NOTE
The National Transportation Safety Board states that:
As little as inch of leading-edge ice can increase the stall speed
25 to 40 knots.
Sudden departure from controlled flight is possible with only inch
of leading-edge ice accumulation at normal approach speeds.
In theory, ice bridging could occur if the expanding boot pushes the
ice into a frozen shape around the expanded boot, thus rendering
the boot ineffective at removing the ice.
The Safety Board has no known cases where ice bridging has
caused an incident or accident, and has investigated numerous
incidents and accidents involving a delayed activation of deice
boots.
Ice bridging is extremely rare, if it exists at all.
Early activation of the deice boots limits the effects of leading-edge
ice and improves the operating safety margin.
Using the autopilot can hide changes in the handling qualities of the
airplane that may be a precursor to premature stall or loss of
control.
Leading-edge deice boots should be activated as soon as icing is
encountered, unless the aircraft flight manual or the pilots
operating handbook specifically directs not to activate them.
If the aircraft flight manual or the pilots operating handbook
specifies to wait for an accumulation of ice before activating the
deice boots, maintain extremely careful vigilance of airspeed and
any unusual handling qualities.
Be aware that some aircraft manufacturers maintain that waiting for
the accumulation of ice is still the most effective means of shedding
ice.
Ice inspection lights are mounted on the outside of each engine nacelle and
illuminate the leading edge of the wing. They are controlled by a single switch
labeled ICE located on the pilots right sub-panel.
PILOT TIP
The ice lights operate at a very high temperature. Do not operate for
extended periods of time while on the ground.

Deice Boot Protective Coating

Age Master No. 1 and Icex coating are both products of the B.F. Goodrich
Company. Age Master No. 1 is a liquid coating that protects rubber products
from weathering and ozone and extends the life of the boots. Icex coating
is a silicone-based coating specifically compounded to lower the strength
of ice adhesion on the surface of the deicer boots. Icex will not damage the
rubber boots and offers additional protection from the harmful elements of the
atmosphere.
Age Master No.1 Application

Age Master No. 1 is a protective coating which chemically bonds with the
rubber in the deicer boot and helps resist the deteriorating effects of
ozone, sunlight, weather, oxidation and pollution. The coating should be
applied as instructed on the label of the container. For continued protection of
the boot surface, the coating should be applied every 150 hours. Two
treatments per year should be adequate.
Icex Application
Icex coating is a silicone-based material that lowers the strength of ice
adhesion on the surface of the deicer boots. When properly applied, Icex
provides a smooth, polished film that evens out microscopic irregularities on
the rubber surface. Ice formations have less chance to cling and are
removed faster and cleaner when the boots are operated. Icex should be
applied as instructed on the label of the container.
INERTIAL ICE
SEPARATION SYSTEM
An inertial ice separation
system is installed in each
engine air inlet to prevent
moisture particles from entering
the engine inlet during
icing conditions. When icing
conditions are encountered, a
movable inertial ice vane is
lowered
into the inlet airstream to induce an abrupt turn in the airflow before
entering the engine inlet screen. The heavy ice-laden air is then
discharged overboard through an opening in the lower cowling at the
aft end of the air duct. The inertial ice vanes are extended and
retracted by switches located on the pilots left subpanel. The
switches are placarded ENGIN ANTI-ICE LEFT RIGHT ON
OFF ACTUATORS STANDBY MAIN. Vane position during
operation is indicated by a slight decrease in torque with switches ON. In
addition, the actuators have dual motors to provide a redundant system.

The ACTUATORS switch allows the selection of either MAIN or STANDBY
actuator motor.
The vanes have only two positions, there are no intermediate positions.
The system is monitored by L and R ENG ANTI-ICE (green) and L and R

ENG ICE FAIL (amber) annunciators. Illumination of the L or R ENG ANTI-
ICE (green) annunciator indicates that the system is actuated. Illumination
of the L or R ENG ICE FAIL (amber) annunciator indicates that the system
did not operate to the desired position. Immediate illumination of the L or R
ENG ICE FAIL (amber) annunciator indicates loss of electrical power,
whereas delayed illumination indicates an inoperative actuator.
PILOT TIP
Icing conditions occur even though you are not getting surface ice. When
in visible moisture at temperatures of +5C or colder, extend the ice
vanes. The engine ice vanes should be extended for all ground operations
to help prevent FOD. Always maintain oil temperature within limits.
AIR INTAKE ANTI-ICE LIP

The lip around each air intake leading edge is heated by engine exhaust to
prevent the formation of ice during inclement weather. This system is
completely automatic and requires no pilot action.
ENGINE FUEL CONTROL HEAT

The compressor bleed air line to each engine fuel control unit is protected
against icing by electrically heated jackets. Cams on the CONDITION levers
activate switches that control the electric power to the air line heaters. Fuel
control heat is ON for all flight operations when the condition levers are
moved out of the fuel cutoff range.
WINDOWS AND WINDSHIELDS

Electrical heating elements embedded in the wind shield provide
adequate protection against the formation of ice while air from the cabin
heating systems prevents fogging to
ensure visibility during
operation under icing
conditions. Normally a
temperature of 90F -
110F is maintained.

Switches in the ICE PROTECTION group on the pilots right subpanel, placarded,
WSHLD ANTI-ICE NORMAL OFF HI PILOT COPILOT, are used to
control windshield heat. When the switches, PILOTS and COPILOTS, are in the
NORMAL (up) position, the secondary areas of the windshields are heated. When
the switches are in the HI (down) position, the primary areas are heated. The
primary areas are smaller areas and are heated to higher temperatures. Each
switch must be lifted over a detent before it can be moved to the HI position. This
lever-lock feature prevents inadvertent selection of the HI position when moving the
switches from the NORMAL to the OFF (center) position.
The electrically heated laminated glass and plastic windshield is subject to gradual
process of delamination due to the effect of chemical action and differentials of
temperature and pressure incurred during pressurized flights at varying altitudes
and under varying weather conditions. This delamination is not detrimental to the
structural integrity of the windshield, but it may significantly decrease visibility or the
deicing capability of the windshield. Beyond certain limits, either of these effects
will require the replacement of the windshield.
PILOT TIP
Erratic operation of the magnetic compass may occur while windshield heat
is being used. Objects viewed through the windshield will be distorted when the
windshield heat is on.
Cleaning Plastic Windows

The plastic windows should be kept clean and waxed at all times. Only approved
plexiglass cleaners such as Maguiars Mirror Glaze, Permatex Plastic Cleaner or
Parko Antistatic Plastic Polish should be utilized. To prevent scratches and crazing,
wash the windows carefully with plenty of soap and water, using the palm of the
hand to feel and dislodge dirt and mud. A soft cloth, chamois, or sponge may be
used, but only to carry water to the window surface. Rinse the window thoroughly,
then dry it with a clean, moist chamois. Rubbing the surface of the plastic window
with a dry cloth will serve only to build up an electrostatic charge that attracts dust.
TIP
It is equally essential that the windshield wipers be thoroughly cleaned, for grit
trapped by the wipers is a common source of scratches in the windshield
when the wipers are operated.
PROPELLER DEICING
The propellers are protected against icing by electrothermal boots that
automatically cycle to prevent the formation of ice on each blade. The propeller
electric deice system includes: an electrically heated boot for each propeller
blade, a timer, an on-off switch and an ammeter. When the switch is turned on
the ammeter registers 14 to 18 amperes of current to the prop boots. The
current flows from the timer through the brush assemblies to the slip rings, where
it is distributed to the individual propeller deicer boots.
Heat produced by the heating elements in the deicer boots reduces the
adhesion of the ice. The ice is then removed by the centrifugal effect of the
propeller and the blast of the airstream. Power to the deice boot heating
elements is cycled in a continuous programmed sequence.
Power to these deice boots is cycled in 90 -second phases. The first 90-second
phase heats all the deicer boots on the RH propeller. The second phase heats
all the deicer boots on the LH propeller. The deicer timer completes one full
cycle every three minutes. As the deicer timer moves from one phase to the
next, a momentary deflection of the propeller ammeter needle may be noted.
NOTE
The heating sequences for the deicer boots noted in the previous section are
for normal operation. However, since the timer does not return to any given point
when the power is turned off, it may restart at any sequence point.
With the propeller heat switch on, the prop amp gauge located on the
pilots left subpanel, should indicate current flow. Normal current flow is
indicated by green arc showing between 14 to 18 amps. If the current
rises beyond 20 amps, the system should be turned off. Loss of one
heating element does not mean entire system must be turned off, although
ice may build up on one propeller.
PILOT TIP
Operating the propeller heat with the engines off will
damage the heating elements .

PITOT HEAT
A heating element in the pitot mast prevents the pitot opening from becoming
clogged with ice. The heating element is controlled by a switch placarded
PITOT, LEFT and RIGHT located on the left inboard subpanel. It is not
recommended to operate the pitot heat while on the ground except to test the
system or to remove ice and snow from the mast.
STALL WARNING VANE HEAT

The lift transducer is equipped with anti-icing capability on both the mounting
plate and the vane. The heat is controlled by a switch in the ice group located on
the pilot's right sub-panel identified: STALL WARN. The level of heat is minimal
for ground operation, but is automatically increased for flight operation through
the left landing gear safety switch.
PILOT TIP
Prolonged use of the stall warning and pitot heat on the ground
will damage the heating elements.
WARNING!
The heating elements protect the lift transducer vane and face plate from ice.
However, a buildup of ice on the wing may change or disrupt the airflow and
prevent the system from accurately indicating an imminent stall. Remember that
the stall speed increases whenever ice accumulates on any airplane.
FUEL VENTS
The fuel system is vented through a recessed vent coupled to a static vent on the
underside of the wing adjacent to the nacelle. One vent (NACA) is recessed to
prevent icing. The second vent is heated to prevent icing and serves as a backup
should the NACA vent become plugged.
FUEL HEAT
An oil-to-fuel heat exchanger, located on the engine accessory case, operates
continuously and automatically to heat the fuel sufficiently to prevent ice from
collecting in the fuel control unit. Fuel heat is automatic and requires no action by
the pilot.

ICING LIMITATIONS
Minimum Ambient Temperature for Operation of Deicing Boots -40C
Minimum Airspeed for Sustained Icing Flight -140 Knots
Maximum Airspeed with Windshield Icing 226 Knots
Sustained flight in icing conditions with flaps extended is prohibited except for
approach and landings.
ICE VANES, LEFT and RIGHT, shall be extended for operations in ambient
temperatures of +5C or below when flight free of visible moisture cannot be
assured.
ICE VANES, LEFT and RIGHT, shall be retracted for all takeoff and flight
operations in ambient temperatures of above +15C.
EMERGENCY ICING SYSTEM PROCEDURES

None.
ABNORMAL ICING SYSTEM PROCEDURES
Electrothermal Propeller Deice

Abnormal Readings on Deice Ammeter. (Normal Operation: 14 to 18 amps)
1. Zero Amps:
A. a Prop Deice - CHECK ON
B. If OFF, reposition to ON after 30 seconds.
C. If in ON position with zero amps reading, system is inoperative: position
the switch to OFF.
2. Below 18 amps:
A. Continue operation.
B. If propeller imbalance occurs, increase rpm briefly to aid in ice removal.
3. Over 24-28 amps:

A. Continue operation.
B. If propeller imbalance occurs, increase rpm briefly to aid in ice removal.
4. Above 28 Amps:
A. Avoid icing conditions, since continued operation of the system cannot be
assured.
B. Do not operate the system, except in emergencies.
C. Restrict time of operation to a minimum.
ICING EXPANDED PROCEDURES
1. Power Levers 1,800 RPM
2. Ice Vane SWITCH
3. Torque Drop CHECKED
4. Ice Vane SWITCH
WARNING
Either the MAIN or STANDBY actuator must be operational on each engine
before takeoff.
1. Engine Anti-ice Actuators STANDBY

2. Engine Anti-ice OFF [L ENG ANTI-ICE] & [R ENG ANTI-ICE]
EXTINQUISHED
3. Engine Anti-ice Actuators MAIN
4. Engine Anti-ice ON [L ENG ANTI-ICE] & [R ENG ANTI-ICE]
ILLUMINATED
Windshield Anti-ice, Pilots and Copilots CHECK INDIVIDUALLY

1. Windshield Anti-ice HI (observe increase on left and right loadmeters)
2. Windshield Anti-ice OFF, THEN NORMAL (observe increase on left and right
loadmeters)
3. Windshield Anti-ice OFF
Electrothermal Propeller Deice CHECK
CAUTION
DO NOT OPERATE PROPELLER DEICE WHEN THE PROPELLERS ARE STATIC.
1. Prop Deice ON
2. Deice Ammeter 18 to 24 AMPS (monitor for 90 seconds to ensure automatice
timer operation)
3. Prop Deice OFF
Surface Deice System CHECK

1. Pneumatic Pressure GREEN ARC (12-20 PSI)
2. Surface Deice Switch SINGLEL AND RELEASE
a. Pneumatic Pressure Gage WILL DECREASE MOMENTARILY
b. Boots CHECK BOTH WING AND BOTH HORIZONTAL STABILIZER
BOOTS VISUALLY, IF POSSIBLE, FOR INFLATION AND VACUUM HOLD
DOWN
c. Wing Boots will inflate in approximately 6 seconds, followed by horizontal
stabilizer boots.
3. Surface Deice Switch MANUAL AND HOLD
a. Pneumatic Pressure Gage WILL DECREASE MOMENTARILY
b. Boots CHECK BOTH WING AND BOTH HORIZONTAL STABILIZER
BOOS VISUALLY, IF POSSIBLE, FOR INFLATION

4. Surface Deice Switch RELEASE
a. Boots CHECK BOTH WING AND BOTH HORIZONTAL STABILIZER
BOOTS VISUALLY, IF POSSIBLE, FOR INFLATION AND VACUUM HOLD
DOWN
Pitot Heat CHECK (observe slight increase in loadmeter)
ENCOUNTERING ICING CONDITIONS

NOTE
For 60 years, pilots have been taught to wait for a prescribed accumulation of
leading-edge ice before activating the deice boots because of the believed
threat of ice bridging
WARNING
Due to distortion of the wing airfoil, ice accumulations on the leading edges can
cause a significant loss in rate of climb and in speed performance, as well as
increases in stall speed. Even after cycling the deicing boots, the ice
accumulation remaining on the boots and unprotected areas of the airplane can
cause large performance losses. For the same reason, the aural stall warning
system may not be accurate and should not be relied upon. Maintain a
comfortable margin of airspeed above the normal stall airspeed. In order to
minimize ice accumulation on unprotected surfaces of the wing, maintain a
minimum of 140 knots during operations in sustained icing conditions. Prior to a
landing approach, cycle the deicing boots to shed any accumulated ice.
1. Engine Ice Protection
Before visible moisture is encountered at +5C and below, or:
At night when freedom from visible moisture is not assured at +5C and below.
(Operation of strobe lights will sometimes show ice crystals not normally visible.)
a. Engine Anti-ice ON [L ENG ANTI-ICE] & [R ENG ANTI-ICE]

ILLUMINATED
b. Engine Instruments DROP IN TORQUE AND INCREASE IN ITT
INDICATES PROPER OPERATION
NOTE
For Illumination of the L and/or R [ENG ICE FAIL] indicates a failure of the selected
Engine Anti-ice System. Immediate illumination indicates loss of power to the
actuator(s). Select the other actuator(s).
c. Power RESET, IF DESIRED (observe engine limitations)

WARNING
If in doubt, actuate the Engine Anti-ice System. Engine icing can occur even
though no surface icing is present. If freedom from visible moisture cannot be
assured, engine ice protection should be activated. Visible moisture is moisture
in any form; clouds, ice crystals, snow, rain, sleet, hail or any combination of
these.
2. Auto Ignition ARM
NOTE
Engine Auto Ignition must be armed for icing flight, precipitation, and operation
during turbulence. To prevent prolonged operation of the ignitors with the system
armed, do not reduce power levers below 425 ft-lbs torque.
3. Electrothermal Prop Deice ON

a. The system may be operated continuously in flight, and will function
automatically until the switch is turned off.
b. Prop RPM MODULATE BRIEFLY TO RELIEVE PROPELLER
IMBALANCE DUE TO ICE. REPEAT AS NECESSARY.
4. Surface Deice
WARNING
All components of the surface deice system must be monitored during icing flight
to ensure the system is functioning normally. These components include:
Pneumatic Pressure Gage. The gage should indicate 12-20 psi before boots
are activated. The pressure will momentarily decrease when the boots are
activated.
Gyro Suction Gage. The gage should indicate in the area of the green arc
corresponding to the airplane altitude. The vacuum will momentarily decrease
when the boots are activated.
Pneumatic Boots. Visually monitor the boots, where possible, to ensure ice is
being removed.
CAUTION
Operation of the surface deice system in ambient temperatures below -40C can cause
permanent damage to the deice boots.
When Ice Accumulates to to 1 inch:

a. Surface Deice Switch SINGLE and RELEASE
b. Repeat as required.

If Single Position of the Surface Deice Switch Fails:
c. Surface Deice Switch MANUAL AND HOLD FOR A MINIMUM OF 6
SECONDS, THEN RELEASE
d. Repeat as required.
5. Windshield Anti-Ice NORMAL/HI
NOTE
To ensure adequate windshield anti-icing protection, operation in icing conditions
at or below ambient temperatures of -24C is not recommended. In the event of
windshield icing, reduce airspeed as required.
PILOT TIP
Turn off or limit the use of the auto pilot in order to better feel changes
in the handling qualities of the airplane.
ANTI-ICING SYSTEM QUESTIONS
1. Windshield heat :
A. Affects the compass
B. Is used all the time
C. Is prohibited when outside air temperature is 30F or colder
D. Will shattered a cold soaked windshield.
2. Use the inertial separators whenever the temperature is and

is present.
3. T or F: Use of flaps in icing condition is prohibited.
4. Minimum speed for flight in icing conditions is K.
5. T or F: The wing and tail boots sequence at the same time in the CYCLE
6. The engine inlet lips are heated by:

A. Bleed air from the P3 section of the engine
B. Exhaust gases
C. Electrothermal boots
D. NACA design prevents icing of the inlets.
7. The deice boots should not be cycled if the outside air temperature is below:
A. -50C
B. -40C
C. -40F
D. -30C
8. T or F: Continuous use of the pitot on the ground is recommended:
9. If the boots are manually inflated for more than 10 seconds:

A. The boots may develop rips and tears
B. The boots will automatically deflate
C. Ice may form on the expanded boot and not be removable
D. Add drag to the wing
10. Define icing conditions.
11. Should the inertial separators ever be used on the ground?
12. Describe the working principle of the inertial separators ("ice vanes").
13. How would you know if the inertial separators have actually lowered?
14. T or F: Damage will occur if windshield heat is used on the ground?
15. What caution should be considered regarding the use windshield heat?
16. Under what conditions could the stall warning-system be inaccurate?
17. How can you determine that the propeller deice timer is working correctly?

Chapter 11
Flight Controls
OBJECTIVES
After completion of this section of the workbook, the student should be able to:
1. Explain the operation of the primary flight controls.

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

ELEVATOR TRIM
Manual control of the elevator trim is accomplished by utilizing a trim wheel
located on the left side of the throttle pedestal. The electric elevator-trim system
is controlled by an Elevator - On - Off switch located on the pedestal. It
incorporates a dual-element thumb switch on each control wheel, a trim-
disconnect switch on each control wheel, and a Pitch Trim circuit breaker on
the right side panel. The Elevator Trim switch must be on for the system to
operate. Both elements of either dual-
element thumb switch must be
simultaneously pushed forward to
achieve nose-down trim and moved aft
for nose-up trim. When the trim switch is
released, it returns to the center (Off)
position. Any activation of the trim sys-
tem by the copilot's trim switch can be
overridden by the pilot's trim switch. Pedestal Trim Switch
A before take-off check of both dual element thumb switches should be made by
moving each of the four switch elements individually. One switch element should
not activate the system. A two level, push-button, momentary-on, trim-
disconnect switch is located inboard of the trim switch on the outboard grip of
each control wheel. The electric elevator-trim system can be disconnected by
depressing either of these
switches.
If the autopilot is engaged, depressing either trim-disconnect switch to the first of

the two levels disconnects the autopilot and the yaw damp system.

Depressing the switch to the second level disconnects the autopilot, the yaw
damp system, and the electric elevator-trim system. A green annunciator on
the caution/advisory annunciator panel placarded ELEC TRIM OFF, alerts the
pilot whenever the system has been disabled with a trim-disconnect switch
and the Elevator Trim switch is on. The system can be reset by recycling the
Elevator Trim switch on the pedestal. The manual-trim control wheel can be
used to change the trim anytime, whether or not the electric trim system is in the
operative mode.
PILOT TIP
Do not allow the trim system to move pass the limits on the elevator trim indicator
either manually, electrically or by the autopilot.
CONTROL LOCKS
The control locks are provided to prevent movement of the controls while the
airplane is parked. The control lock consists of a U-shaped clamp and two pins
connected by a chain. The pins lock the primary flight controls and the U-
shaped clamp fits around the engine power control levers and serves to warn
the pilot not to start the engine with the control locks insta lled. It is important
that the locks be installed or removed together to preclude the possibility of an
attempt to taxi or fly the airplane with the power levers released and the pins
still installed in the flight controls.
GROUND MOORING/TOWING
Three tie-down eyes are provided, one on each wing and another on the tail. To
secure the airplane, chock all the wheels fore and aft and tie the airplane down
utilizing all three tie-down points.
CAUTION
REMOVE THE CONTROL LOCKS BEFORE TOWING THE AIRPLANE. IF
TOWED WITH A TUG WHILE RUDDER LOCK IS IN PLACE, SERIOUS
DAMAGE TO THE STEERING LINKAGE MAY OCCUR.
With the tow bar is connected to the nose strut, the airplane can be steered
with the nose wheel when moving it by hand or with a tug. When moving the
airplane, do not push on the propeller or control surfaces .

CAUTION
NEVER TOW OR TAXI THE AIRPLANE WITH A FLAT STRUT. EVEN BRIEF
TOWING OR TAXING IN THIS CONDITION WILL RESULT IN SEVERE
DAMAGE. NEVER EXCEED THE TURNING LIMITS MARKED ON THE NOSE
GEAR STRUT DURING GROUND HANDLING. IF THE TURN LIMITATION
IS EXCEEDED DURING GROUND HANDLING, DAMAGE TO THE
STEERING LINKAGE AND NOSE STRUT WILL OCCUR.
WING FLAPS
The C-90As operational speed limit for flaps provides for easy traffic pattern
transition. Flaps are selectable to 3 positions: up, approach (35%), and down
(100%). The airplanes flap tracks are not exposed when flaps are retracted. This
design eliminates exposed surfaces that could collect ice and potentially interfere
with flap operation. The flaps, two panels on each wing, are driven by an
electric motor through a gearbox mounted on the forward side of the rear spar.
The motor incorporates a dynamic braking system which helps to prevent
overtravel of the flaps. The gearbox drives four flexible drive shafts connected to
a jackscrew actuator at each flap. The flaps are operated by a sliding switch lever
located just below the condition levers. Flap travel, from 0% to 100% (fully down)
is registered in percentage on an electric flap indicator at the top of the pedestal
forward of the power levers. The indicator is operated by a potentiometer driven
by the right inboard flap. Any of the three flap positions, UP, APPROACH or
DOWN may be selected by moving the flap selector lever up or down to the
selected switch position indicated on the pedestal. A side detent provides for
quick selection of the APPROACH position (35% flaps). From the UP position to
the APPROACH position, the flaps cannot be stopped at an intermediate point.
Between the APPROACH position and DOWN, the flaps may be stopped as
desired by moving the handle to the DOWN position until the flaps have moved
to the desired position, then moving the flap handle back to APPROACH. The
flaps may also be raised to any position between DOW N and APPROACH
by raising the handle to UP until the desired setting is reached, then
returning the handle to APPROACH. The APPROACH detent acts as a stop for
any position greater than 35%. Moving the flap handle out of the UP position
renders the landing gear warning horn silence function inoperative. With the flap
handle out of the UP position, the landing gear warning horn can be silenced
only by lowering the landing gear or advancing the power levers. A second
approach position switch will cause the warning horn to sound continuously when
the flaps are lowered beyond the approach position until the landing gear is
extended, regardless of the power lever setting.
On later models, three detents provide for quick selection of UP, APPROACH,
and DOWN positions. The flaps cannot be stopped in an intermediate position.
The flap motor power circuit is protected by a 20-ampere flap motor circuit
breaker placarded FLAP MOTOR, located on the right circuit breaker panel. A

5-ampere circuit breaker (FLAP IND & CONTROL) for the control breaker is
located on the right circuit breaker panel.
Lowering the flaps will produce these results:

Attitude Nose Up
Airspeed Reduced
Stall Speed Lowered
Trim Nose-down Adjustment Required to Maintain
YAW DAMPER
The Yaw Damp system is designed to provide the pilot with help in maintaining
directional control and increase ride comfort. The system is normally
incorporated in the autopilot, but can be operated separately. The yaw damper
must be disengaged during takeoff and landing. Operating instruction can be
found in Flight Manual Supplement.
RUDDER BOOST
The King Air C90A Series airplanes are equipped with a pneumatic type rudder
boost system. This system, when engaged, aids the pilot in maintaining directional
stability should engine failure or a large power variation between engines occur.
The system senses the bleed air pressure of both engines at the differential
pressure switch, and should a power variation occur, a shuttle in the switch will
move towards the low side. This actuates the corresponding solenoid valve, which
opens and allows bleed air to travel to its servo. The servo, in turn, moves the
attaching cable that moves the rudder cable and the rudder in the direction needed
to stabilize the airplane.
The main components of this system are the differential pressure switch, inline
filter, rudder boost pressure regulator, left and right solenoid valves, left and right
pressure relief valves, left and right servos and the associated plumbing.
Each servo is attached to the primary rudder cable by a cable and clamp. Slack in
the rudder and rudder servo cables is eliminated by tension from a spring assembly
on each servo cable.
The system is energized by a two-position toggle switch on the pedestal placarded

RUDDER BOOST OFF. The circuit is protected by the five-ampere RUDDER
BOOST circuit breaker in the Circuit Breaker Panel.
PILOT TIP
A buildup of ice on the wing may change or disrupt the airflow and prevent the
system from accurately indicating an imminent stall.

STALL WARNING SYSTEM

The stall warning system senses angle of attack
through a transducer vane mounted on the leading
edge of the left wing. When the lift transducer vane
determines that a stall is imminent, the switch
completes a circuit to a warning horn and illuminates a
red warning light. The horn sounds and the light
illuminates at 7 to 9 knots about the stall. The system
has a heater that can be selected by the pilot prior to entering icing conditions.
FLIGHT CONTROL LIMITATIONS

Maneuver Limits
The BEECHCRAFT King Air C-90As are Normal Category Airplanes.
Acrobatic maneuvers, including spins, are prohibited.
FLIGHT LOAD FACTOR LIMITS

FLAPS UP FLAPS DOWN
3.32 positive g's 2.00 positive g's
1.33 negative g's
3.29 positive gs at 10,100 lbs.
FLIGHT CONTROL EMERGENCY PROCEDURES
Flight Controls
Unscheduled Electric Pitch Trim Activation
1. Airplane Attitude MAINTAIN USING ELEVATOR CONTROL

2. AP/Trim Discount DEPRESS FULLY & HOLD [TRIM] - ILLUMINATES
NOTE
Autopilot will disengage when the disconnect switch is depressed.
3. Manually retrim airplane.

4. AP/Trim Disconnect DEPRESS FULLY & HOLD [TRIM] ILLUMINATED

If Trim Continues to Run:
5. AP/Trim Disconnect DEPRESS FULLY & HOLD [TRIM] ILLUMINATED
6. Pitch Trim Circuit Breaker PULL
7. AP/Trim Disconnect RELEASE
8. Manually retrim airplane.
9. Autopilot DO NOT ENGAGE
Unscheduled Rudder Boost Activation
Rudder boost operation without a large variation of power between the engines
indicates a failure of the system.
1. Directional Control MAINTAIN USING RUDDER PEDALS

2. Rudder Boost OFF
If Condition Persists:
3. Rudder Boost Circuit Breaker PULL
4. Either Bleed Air Valve PNEU & ENVIR OFF
5. Rudder Trim AS REQUIRED
6. Perform normal landing.
CAUTION
DO NOT reactivate electric trim system until cause of malfunction has been
determined.
Spins
If the spin is entered inadvertently:
Immediately move the control column full forward, apply full rudder opposite to
the direction of the spin, and reduce power on both engines to idle. These three
actions should be done as nearly simultaneously as possible; then continue to
hold this control position until rotation stops and then neutralize all controls and
execute a smooth pullout. Ailerons should be neutral during recovery.
FLIGHT CONTROL ABNORMAL PROCEDURES

Flaps Up Landing
Refer to the POH PERFORMANCE Section, for Flaps Up Landing Distance and
Approach Speed.
1. Approach Speed - CONFIRM
2. Autofeather (if installed) - ARM
3. Pressurization - CHECK
4. Cabin Sign - NO SMOKE & FSB
5. Flaps UP

CAUTION
Do not silence the landing gear warning horn, since the flap actuated portion of
the landing gear warning system will not be actuated during a flap up landing.
6. Landing Gear DN
7. Lights REQUIRED NOTE
8. Under low visibility conditions, landing and taxi lights should be left off due to
light reflections.
9. Radar - AS REQUIRED
10. Surface Deice - CYCLE (as required)
NOTE
If crosswind landing is anticipated, determine Crosswind Component from the
PERFORMANCE section of the POH. Immediately prior to touchdown, lower
upwind wing and align the fuselage with the runway. During rollout, hold
aileron control into the wind and maintain directional control with rudder and
brakes. Use propeller reverse as desired.
When Landing Assured:

11. Approach Speed - ESTABLISHED
12. Yaw Damp - OFF
After Touchdown:
15. Power Levers - LIFT AND SELECT REVERSE
16. Brakes - AS REQUIRED
FLIGHT CONTROL EXPANDED PROCEDURES

Electric Elevator Trim
1. Verify that the ELEV TRIM switch is on.
2. Check operation of the dual-element thumb switches.
WARNING!
Operation of the electric trim system should occur only by movement of pairs of
switches. Any movement of the elevator trim wheel while actuating only one
switch denotes a system malfunction. If a malfunction of the electric trim
system is indicated, electric trim must be disengaged and trim changes made
with manual trim only.

FLIGHT CONTROLS QUESTIONS
1. List the maximum flap air speeds:

Approach Flaps
Full Flaps
2. Explain how to select 60% flaps.
3. In what speed range could you not select intermediate flaps?
4. Where is the circuit breaker located for the flap motor?
5. Refer to the emergency procedures. List the procedures for the no flap
landing.
6. Is any one of the four flap segments different than the others?
7. Where is the aileron trim tab located?
8. Where is the electric trim switch located?
9. T or F: The flaps have no asymmetrical protection.
10. T or F: The yaw damper must be operational for flight.
11. The wing flaps are:

A. Electric
B. Hydraulic
C. Electrically actuated/hydraulically operated.
12. T or F: The King Air C-90A is a Normal Category airplane.
13. T or F: Rudder Boost is hydraulic powered and electrically activated.
14. T or F: The pilots trim switch over-rides the copilots trim switch.

Chapter 12
Pitot Static System
OBJECTIVES
After completing this section of the work book, the student will be able to:
1. Identify the major components of the pitot static system.

2. Describe how the pilot and copilot instruments receive pitot and static
pressure.
3. Be able to drain the pitot static system.
4. Describe the alternate static source.
PITOT AND STATIC PRESSURE SYSTEM

The pitot and static pressure system provides a source of impact pressure and
static air for operation of selected flight instruments. The pitot portion of the
system is comprised of the pitot mast mounted on each lower side of the nose,
the wiring connecting the heating element of the mast into the electrical system
and the tubing between the mast and the airspeed indicators. The impact
pressure entering the masts is transmitted to the dual airspeed indicators
mounted on the instrument panel through separate tubing routed along each
upper side of the nose compartment. Since the pitot mast is the lowest point in
each line from the airspeed indicators, the resultant natural drainage eliminates
the need for drain valves. Two circuit breaker switches on the left inboard
subpanel control the heating elements that
prevent the pitot openings in the mast from
becoming clogged with ice. The static portion
of the system includes two static ports on each
side of the fuselage aft of the aft pressure bulk-
head. Lines connect the static ports to the
instruments in the crew compartment and an
alternate line supplies static air for the pilot's
instruments should the fuselage static ports become obstructed. The static lines
are routed from the static ports to the top center of the fuselage and immediately
over to the right side of the fuselage. They are then routed forward along the
fuselage beneath the windows to the rate-of-climb indicator, altimeter and air-
speed indicator at the instrument panel. The static line drain valves are located
behind the access door located in the lower right flight compartment wall
adjacent to the instrument panel. The static lines should be drained any time
the aircraft has been exposed to rain, either on the ground or during flight.
Should abnormal or erratic instrument readings indicate that the normal static
source is restricted; the alternate air source may be utilized. This alternate
system supplies static air from the interior of the aft fuselage. The alternate
static air line is routed through the aft pressure bulkhead forward along the right

side of the fuselage to the static air selector valve. This selector valve is located
below the copilot's circuit breaker panel adjacent to the instrument panel. The
static air selector valve is held in the normal position by a clip. The alternate air
source is selected by raising the clip and moving the toggle from NORMAL to
ALTERNATE. The pilot's instruments then function on the alternate air
source.
OUTSIDE AIR TEMPERATURE

The outside air temperature indicator is installed in the pilot's overhead panel or
the pilot's left sidewall panel. The indicator dial is on the inside of the
compartment with the stem of the instrument protruding through the skin of the
airplane. The instrument is hermetically sealed against dust and moisture.
The instrument consists of a bimetal element which is attached to the staff and
pointer. A hollow stainless steel stem encloses the element. A sunshield is
installed over the stem for protection.
PITOT STATIC LIMITATIONS

None.

PITOT STATIC SYSTEM EMERGENCY PROCEDURES

None.
PITOT STATIC SYSTEM ABNORMAL PROCEDURES
Pilots Alternate Static Air Source

THE PILOT'S ALTERNATE STATIC AIR SOURCE SHOULD BE USED FOR
CONDITIONS WHERE THE NORMAL STATIC SOURCE HAS BEEN
OBSTRUCTED. When the airplane has been exposed to moisture and/or icing
conditions (especially on the ground), the possibility of obstructed static ports
should be considered. Partial obstructions will result in the rate of climb indication
being sluggish during a climb or descent. Verification of suspected obstruction is
possible by switching to the alternate system and noting a sudden sustained
change in rate of climb. This may be accompanied by abnormal indicated
airspeed and altitude changes beyond normal calibrated differences.
Whenever any obstruction exists in the Normal Static Air System, or when
the Alternate Static Air System is desired for use:
A. Pilot's Static Air Source (right side panel) - ALTERNATE
B. For Airspeed Calibration and Altimeter Correction, refer to the
PERFORMANCE section of the POH.
NOTE
Be certain the static air valve is in the NORMAL position when the alternate
system is not needed.
PITOT STATIC SYSTEM QUESTIONS
1. What are the restrictions against the use of pilot heat?
2. Describe how L & R pitot masts provide separate pitot pressure to pilot
and co-pilot airspeed indicators.
3. Where is the location of the emergency (alternate) static source?
4. Does this source provide alternate static pressure to pilot and co-pilot or pilot
only?

5. When should the static air line drain petcocks be drained? Why?
6. Why would you not drain them in normal flight after leaving a heavy
rainstorm?

Chapter 13
Oxygen System
OBJECTIVES
With the use of this training manual the pilot will be able to:
1. Identify the major components which make up the oxygen system.

2. Explain the emergency procedures regarding the use of oxygen.
3. Be familiar with the time of useful consciousness at varying altitudes.
OXYGEN SYSTEM - DESCRIPTION AND OPERATION

Oxygen for flight at high altitudes is supplied by a cylinder mounted behind
the aft cabin bulkhead. The cylinder is filled by a valve accessible through
an access door located on the right side of the fuselage. The system has
two pressure gauges. One is located on the right
side panel in the cockpit for in-flight use and the
other is located by the filler valve. A push/pull
handle (PULL ON), located aft of the overhead light.
This handle operates a cable which opens and closes
the shut-off valve located at the oxygen supply bottle
in the aft, unpressurized area of the fuselage. When
this handle is pushed in, no oxygen supply is
available anywhere in the airplane. It should be pulled out prior to engine starting
to ensure that oxygen will be immediately available anytime it is needed. When
this handle is pulled out, the primary oxygen supply line is charged with oxygen,
provided the oxygen supply bottle is not empty (Check the oxygen supply pres-
sure gage on the right subpanel and verify that sufficient oxygen is available for
the flight). The oxygen supply line delivers oxygen to the two crew oxygen outlets in
the cockpit and to the passenger oxygen system. This system provides a constant
oxygen flow and is adequate up to a cabin
altitude of 30,000 feet. The pilot's oxygen masks are
normally stowed behind the pilots and copilots head.
The oxygen outlets are located on the forward
cockpit sidewalls. The passengers oxygen masks
are located in the seatback pockets. All masks are
connected to the oxygen system by pushing the plug
into the oxygen outlet firmly and turning clockwise
approximately 1/4
turn. The passenger oxygen outlets are located in the ceiling at the forward and
aft and of the cabin.

Oxygen Cylinders
The oxygen system uses steel oxygen cylinders that are available in four
sizes. The standard system utilizes the 22-cubic-foot
cylinder and some optional systems use the 49 or 66
cubic-foot cylinder. The oxygen cylinder should be
filled to a pressure of 1800 psi at a temperature of
70F. To prevent overheating the oxygen system
should be filled slowly. Oxygen cylinders used in the
airplane are of two types. Light weight cylinders,
stamped "3HT" on the plate on the side, must be
hydrostatically tested every three years and the test date stamped on the
cylinder. This bottle has a service life of 4,380 pressurizations or 24 years,
whichever occurs first, and then must be discarded. Regular weight
cylinders, stamped "3A" or "3AA", must be hydrostatically tested every five years
and stamped with the retest date. Service life on these cylinders is not limited.
PILOT TIP
Offensive odors may be removed from the oxygen system by purging. This
should be accomplished anytime the system pressure drops below 50psi.
OXYGEN LIMITATIONS
Filling the Oxygen System

When filling the oxygen system, only use Aviator's Breathing Oxygen, MIL-0-
27210.
WARNING!
DO NOT USE MEDICAL or INDUSTRIAL OXYGEN. It contains moisture which
can cause the oxygen valve to freeze.
OXYGEN EMERGENCY PROCEDURES

Use of Oxygen
WARNING!
The following table sets forth the average time of useful consciousness (TUC)
(time from onset of hypoxia until loss of effective performance) at various altitudes.
Cabin Pressure Altitude TUC
35,000 feet 1/2 - 1 minute
30,000 feet 1 - 2 minutes
12 - 18,000 feet 30 minutes or more
1. Oxygen Control Handle - PULL ON (verify)

2. Crew - DON MASKS
3. Passengers - PLUG IN- DON MASKS
4. Oxygen Duration - CONFIRM
OXYGEN ABNORMAL PROCEDURES

None.
OXYGEN SYSTEM QUESTIONS
1. Why is it unnecessary to remove the oxygen filler valve access

plate to check oxygen system pressure?
2. What is the normal system pressure for a full bottle?
3. List some precautions to observe during oxygen filling.
4. Assuming a well-maintained oxygen system, what must the crew do to

obtain oxygen? What must passengers do to obtain oxygen?
5. What is the average TUC at 25,000 feet?

6. It is acceptable to use medical oxygen if aviators breathing oxygen is not
available. True False (Choose one)
7. At 10,000 feet cabin altitude the passenger masks drop automatically.

True False (Choose one)
8. Where is the oxygen refill valve? ____________________________ .
9. Where is the oxygen bottle? ______________________________.

King Air C-90A/B

Profiles and Power Settings

Circle Approach and Landing
NOTE: This is a category B Aircraft, but airspeeds of 121
through 140 KIAS require using category C minimums.
1
ARRIVAL
MDA
1. Plan Circling Maneuver
2. Follow Normal Approach THRESHOLD
Procedures to MDA MAP 1. GearRe-check Down
2. Airspeed VREF
3. PowerIdle
2 6 FINAL
MDA (minimum descent altitude) 1. 120-130 KIAS
1. Level off at MDA at least 1 When Landing assured:
mile prior to MAP if possible. 2. FlapsDown
2. Torque 600 - 1,000 lbs 3. Transition to VREF
3. 120-130 KIAS 4. Yaw DamperOff
4. Maneuver within visibility
criteria. 5
5. Maintain MDA
3
MAP (and during circling maneuver)
1. Determine that visual contact
with the runway environment
can be maintained and a
normal landing can be made
from a circling approach, or
initiate a missed approach.
4
BASE
2. Maintain MDA during circling
maneuver. 1. Commence descent from a
point where a normal landing
can be made.
CAUTION
To ensure constant reversing characteristics, the propeller control must be in full increase RPM position. If
possible, propellers should be moved out of reverse at approximately 40 knots to minimize blade erosion. Care
must be exercised when reversing on runways with loose sand, dust or snow on the surface. Flying gravel will
damage propeller blades and dust or snow may impair the pilots visibility.
Pilot Tip
Reverse is most effective at higher speeds and braking is most effect at lower speeds.
1
Nonprecision Approach Procedure Turn
1 1. Obtain
Initial Approach
ATIS Procedure Turn Outbound
2. Preview Approach 1. Start Timing
& Missed Approach 2. Flaps Approach
3. Navaids - Tune / Ident /Load 3. 120 - 130 KIAS Procedure Turn Inbound
GPS 4 1. FDAs Desired
2. Reset Altitude Alerter
Station Passage
5
1. Start Time
Arrival
2. Set Altitude Alerter 3
1. TorqueApprox. 500lbs
2. 140 KIAS
3 FD As Desired FAF
4. Start Before Landing Checklist 2 Intercept Final Approach
1. Course Inbound
MAP - Missed Approach
1. Power Maximum 6
2. Pitch 7 Nose-Up (FD-GA) Approach Inbound
3. FlapsUp
FAF
7 1. Reset Altitude Alerter
4. Gear Up
5. Complete Missed Approach Procedure
MDA
8 Final Approach Fix
10 1. Start Timing
2. Gear Down
MAP 3. Torque - approx. 200lbs
4. Complete Before Landing
10 9
Checklist
5. 120 - 130 KIAS
MAP - Landing Assured
1. FlapsDown MDA (minimum descent altitude)
2. Transition to VREF 1. Level off at MDA at least 1
3. Yaw DamperOff mile prior to MAP if possible.
2. Torque 600 - 1,000 lbs
THRESHOLD
1. GearRe-check Down
11 3. 120-130 KIAS
2. Airspeed VREF
Landing 12 3. PowerIdle
1. Props Full Forward
2. BETA or Reverse
3. BrakesAs Necessary
CAUTION
Pilot Tip 3
One Engine Inoperative Visual Approach & Landing
Go Around
1. Power Max
1 Initial Approach
1. Obtain ATIS
2. Gear Up
3. Flaps Up
4. Airspeed Increase to VYSE
2. Descent Checklist Complete
(Blue Line)
7
Threshold
1. Gear Recheck Down
2. Airspeed VREF
Arrival 2
3. Power Idle
8
2. 140 KIAS
3. Start One-engine Inoperative
Approach & Landing Checklist
9
Downwind
1. Flaps Approach
3 1. BETA or ReverseAs Necessary
2. BrakesAs Necessary
2. 130-140 KIAS
1. Gear Down
4 6
2. Prop Full Forward Final
Base 5 1. 120-130 KIAS
WHEN LANDING ASSURED:
1. 120KIAS 2. Flaps Down
3. Transition to VREF
4. Yaw Damper Off
5. One - Engine - Inoperative
Approach and Landing
Checklist Complete
4
Landing From an ILS
1 1. Obtain
Initial Approach
5 Glide Slope Intercept ATIS

2. Preview Approach
1. TorqueApprox. 500 lbs OM & Missed Approach
2. 120 KIAS (VYSE MIN)
3. Navaids - Tune / Ident
4. Descent Checklist Complete
6 DH - Missed Approach MM
1. Power Maximum
2. Pitch 7 Nose-Up (FD-GA)
3. FlapsUp
4. GearUp
5. Complete Missed Approach Procedure
2 Arrival
2. 140 KIAS (Typical)
3. FD As Desired
4. Start Before Landing Checklist
DH
3 Approach Inbound
1. Flaps Approach
2. 120-130 KIAS
4 Approaching Glide Slope

1. Gear Down
2. Complete Before Landing Checklist
6 DHVisual & Landing Assured

1. Flaps Down
2. Transition to VREF
3. Yaw Damper Off
8 Landing
7 Threshold
1. Props Full Forward 1. Gear Recheck Down
2. BETA or Reverse 2. Airspeed VREF
2. BrakesAs Necessary 3. Power Idle
CAUTION
Pilot Tip
5
Visual Approach and Landing
Rejected Landing
1. Power Maximum
2. Pitch 10 Nose-Up
3. Airspeed100 KIAS
1 3. Establish Normal Climb When
Clear of Obstacles
Initial 5. FlapsUp
1. Obtain ATIS 6. GearUp Threshold
2. Descent Checklist Complete 1. GearRe-check Down
8 2. Airspeed VREF
3. PowerIdle
2 7 Final
1. 120 KIAS (VYSE MIN)
Arrival When Landing assured:
1. TorqueApprox. 800lbs 2. FlapsDown
2. 140 KIAS (Typical)
3. Transition to V REF
3. Start Before Landing Checklist
4. Yaw DamperOff
Downwind
9 Landing
1. FlapsApproach
3 1. PropsFull Forward
2. BETA or Reverse
2. 120 KIAS 3. Brakes as Necessary
Abeam Touchdown Point 4

1. Gear Down
2. Before Landing Checklist Complete
Base
1. 120 KIAS
5
CAUTION
Pilot Tip
6
Approach to Stall Landing Configuration
Horn or Buffet
V2
1 Beginning of Maneuver
Initial Condition 3 Completion of Maneuver
1. Torque200lbs Completion
2. Propellers 1,900 RPM 1. Level Off at Initial Altitude
3. Maintain Initial Heading and Heading
4. Maintain Initial Pitch
5. FlapsApproach 2 Stall and Recovery 2. Reset Power as Required
(White Triangle) At Horn or Buffet
Recover
6. GearDown (Below VLE )
7. Flaps Down 100% 1. Simultaneously Advance the
(Below Top of White Arc) Power Levers Toward MAX
8. Pitch Attitude Prior to Horn Torque, Propeller Levers Full
or Buffet May Reach 10 - Forward, Reduce the Pitch
15, Depending on Technique Attitude as Necessary to Stop
9. Horn Will Sound the Stall Warning, and Roll
Approximately 10kts above the Wings Level.
Buffet 2. Establish Positive Rate of
Climb
3. Flaps Up, at or Above 100
KIAS
4. Gear Up
7
Approach to Stall Takeoff Configuration
Horn or Buffet
V2
Initial Condition
1. Torque200lbs
3 Completion of Maneuver
Completion
4. Maintain Initial Altitude
5. FlapsApproach 2 Stall and Recovery 2. Reset Power as Required
(Below White Triangle) At Horn or Buffet
6. At 110 KIAS or Less, Recover
Simultaneously Set the 1. Reduce the Pitch Attitude as
Torque to 700 lbs (Simulated Necessary to Stop the Stall
100% Torque), Establish a Warning, and Roll the Wings
Bank Angle of 20 (No More Level.
Than 30), and Raise the 2. Establish Positive Rate of
Nose and Climb) Climb
7. Student May be Required to 3. Flaps Up, at or Above VYSE
Perform this Maneuver While (Blue Line)
Maintaining 15 - 30 Angle
of Bank or While Maintaining
a Heading
8. Clear Area in Direction of
Turn
9. Decrease Speed
Approximately 1 Knot per
Second
10. Pitch Attitude Prior to Horn
or Buffet May Reach 15-25,
Depending on Technique
8
Approach to Stall Clean Configuration
Horn or Buffet
V2
Initial Condition 3
1. Torque200lbs Completion
4. Maintain Initial Altitude
5. Pitch Attitude Prior to Horn 2 Stall and Recovery 2. Reset Power as Required
or Buffet May Reach 10 - 1. Simultaneously Advance the
15, Depending on Technique Power Levers Toward MAX
6. Horn Will Sound Torque, Reduce the Pitch
Approximately 10kts above Attitude as Necessary to Stop
Buffet the Stall Warning, and Roll
the Wings Level.
2. Establish Positive Rate of
Climb
9
Rejected Takeoff
1 Before Takeoff
1. Follow Normal Takeoff
Procedures Until Initiating
Abort at or Below V1
3 Clear of Runway
1. Complete After Landing
Checklist
2
Em ergency or Malfunction
At or Below V1
1. Recognize Reason for
Rejected Takeoff
2. Power Levers Idle
3. Braking As Necessary
4. Reverse As Necessary
5. Maintain Runway Heading
Pilot Tip
If rejected takeoff is due to reasons other than one engine power loss,
10
Normal Takeoff and Departure
6 Climb-Out
1. Accelerate to 150 KIAS
Cruise 8 2. Landing / Taxi Lights Out
1. Accelerate to Cruise Speed 3. Complete Climb Checklist
2. Set Cruise Power
3. Complete Cruise Checklist
VYSE or Above 5
1. Flaps Up
2. Yaw Damper On
3. Climb Power Set
Area Departure / Climb Profile 7
1. 150 KIAS to 10,000 Ft
2. 130 KIAS to 10,000 - 20,000 Ft
Takeoff 4
3. 120 KIAS 20,000 - 25,000 Ft 1. Rotate at V1 to Approx 7
4. 110 KIAS 25,000 - 35,000 Ft Nose Up
2. Establish Positive Rate of
Climb
3. Landing Gear Up
3 Takeoff Roll
1. Recheck Torque / ITT
2. Annunciators Check
1 Before Takeoff
2 In Position
1. Checklist Complete
1. Hold Brakes
2. Recheck V1 and V2
2. Props 2,000 RPM
(On Governors)
3. Release Brakes
4. Set Torque
11
Beechcraft King Air 90 Series
Approach Power Setting
Recommendations
Flight Condition Torque Flaps Gear IAS ROC
(ftlbs) (kts) (fpm)
Two Engines - 1900 RPM
Initial Maneuvering: Level 800 Up Up 160 0
Descending 300 Up Up 160 -1000
Approaching FAF 500 Apr Up 120 0
FAF Inbound: Precision Approach 500 Apr Dn 120 -600
Non-Precision Approach Descending 300 Apr Dn 120 -1000
Level at MDA (Category B) 800 Apr Dn 120 0
Visual Final 500 Dn Dn 100 -500
Missed Approach 1200*** Up Up 120 *
Single Engine 2200 RPM

Initial Maneuvering: Level 900 Up Up 130 0
Descending 300 Up Up 130 -1000
Approaching FAF 900 Apr Up 120 0
FAF Inbound: Precision Approach 900 Apr Dn 120 -600
Non-Precision Approach Descending 300 Apr Up 120 -1000
Level at MDA (Category B) 900 Apr Up 120 0
Missed Approach 1315*** Up Up 120 *
* Torque may vary by approximately 100 tt-lbs due to differences in

weight and in general airplane rigging/condition.
** For a precision approach, adjust torque as necessary to maintain 120

knots on the glide path. The torque figures presented work well for a
3 glide path in still air.
*** Unless restricted by climb ITT limits. For E90, use 1400 ft-lbs or 700.
**** Or redline ITT, whichever comes first
12
King Air C90 Fuel System
NOTE
Total Usable Fuel
384 Gallons (US)
NOTE
Right system is identical to left system except that the left contains the crossfeed valve. It should also be noted
that the purge valve and fuel line are located on the inboard side of the nacelle and that there is a thermal relief
valve and line from the crossfeed line in the right fuel system.
Valve has holes for flow out at reduced rate. Only 28 of 44 gallons will not gravity feed to nacelle.
NOTE
A fuel capacitance gaging system utilizes a single fuel quantity gage for each wing fuel system. This gage can
be switched to designate the amount of fuel in the nacelle tank or the total fuel in the system.
13
14

King Air C90AB Workbook

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King Air C90AB Workbook

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King Air C90A/B The Training Workbook

Published by Executive Flight Training LLC.

INTRODUCTION TO THE KING AIR C-90A/B

HISTORY OF THE KING AIR C-90A

Various configurations of passenger seats and couches can be installed.

Aft Baggage Compartment

Storage and Dispensing Cabinetry

accidental opening of the door by requiring a deliberate two handed operation to

To close the door from outside the airplane:

To close the door from inside the airplane:

Polarized Interior Windows

FOR TRAINING PURPOSES ONLY www.Kingairtraining.com

Wing Center Section

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Current is supplied by two invertors which provide power at 26VAC (400Hz).

Maximum Operating Speed 226 226 Do not exceed this

Maneuvering 169 169 Do not make full or ab-

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Maximum Landing Gear Do not extend or retract

Maximum Landing Gear Do not exceed this

Air Minimum Control This is the lowest speed

AIRSPEED INDICATOR MARKINGS**

AIRSPEED INDICATOR MARKINGS**

MARKING KCAS VALUE KIAS VALUE SIGNIFICANCE

Maximum Operating Limit

White Arc 74 to 140 76 to 148

"The Airspeed Indicator is marked in CAS Values.

CENTER OF GRAVITY LIMITS

FLIGHT LOAD FACTOR LIMITS (9650 POUNDS)

MINIMUM FLIGHT CREW: One Pilot

Illumination of Cabin Door Warning Annunciator

1. If the CABIN DOOR warning annunciator illuminates, depressurize cabin

2. Do not attempt to check cabin door for security until cabin is

1. Emergency Release Hatch Cover - OPEN

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Simulating One-Engine-Inoperative (Zero Thrust)

GENERAL CHAPTER QUESTIONS

3. The airplane can accommodate up to people.

4. Hand held fire extinguishers are located and .

5. Proper latching of the airstair door can be verified by:

6. T or F: On the ground, the polarized window shades should be left in the

8. The maximum take off weight is .

10. The maximum landing weight is_ .

11. The maximum weight in the aft baggage compartment is:

14. Maximum content weight in each cabinet drawer is pounds.

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1. Locate the control switches for:

2. Locate the following indicators:

3. On the annunciator panel state the color, probable cause f or

4. Using the aircraft electrical schematic locate:

5. Trace the DC power distribution from:

6. State the procedures for conducting a:

7. State procedure for detecting:

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9. Trace AC power distribution.

ELECTRICAL POWER - DESCRIPTION AND OPERATION

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DC GENERATION - DESCRIPTION AND OPERATION

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REVERSE CURRENT PROTECTION

OVER EXCITATION PROTECTION

FIELD FLASH CIRCUIT