— ePie a ts] PLE eR Otte VOLUME 2 AIRCRAFT SYSTEMS ricco mca Te Troe aes Po ee ruck evar a (718) Ee Prac ecsuyCourses for the Beech 1900 Airliner and other Beech aircraft are taught at the fol- lowing FlightSafety learning centers: Wichita (Raytheon) Learning Genter 9720 East Central Avenue Wichita, KS 87208 Phone: (316) 685-4949 Toll-Free: (800) 488-3747 Fex: (316) 685-2476 LaGuardia Learning Center Marine Air Terminal LaGuardia Airport: Flushing, NY 11371-1061 Phone: (718) 565-4170 Tollfree: (800) 749-8818 Fax: (718) 585-4174 Toronto Leaning Center ‘95 Garratt Boulevard Downs View Ontario Canada MSK 245 Phone: (416) 638-8313 Toll-Free: (877) 359-32748 Fax: (416) 683-3348 Copyright © 2000 by FlightSafety International, Inc. All rights reserved. Printed in the United States of America.FOR TRAINING PURPOSES ONLY NOTICE The material contained in this training manual is based on information obtained from the aircraft manufacturer's Pilot Manuals and Maintenance Manuals. It is to be used for familiarization and training purposes only. At the time of printing it contained then-current information. In the event of conflict © between data provided herein and that in publications issued by the manufacturer or the FAA, that of the manufacturer or the FAA shall take precedence. We at FlightSafety want you to have the best training possible. We welcome any suggestions you might have for improving this manual or any other aspect of our training program. FOR TRAINING PURPOSES ONLYCONTENTS SYLLABUS Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10 Chapter 11 Chapter 12 Chapter 13 Chapter 14 Chapter 15 Chapter 16 Chapter 17 WALKAROUND APPENDIX ANNUNCIATOR PANEL INSTRUMENT PANEL POSTER AIRCRAFT GENERAL ELECTRICAL POWER SYSTEMS, LIGHTING MASTER WARNING SYSTEM FUEL SYSTEM AUXILIARY POWER UNIT POWERPLANT FIRE PROTECTION PNEUMATICS ICE AND RAIN PROTECTION AIR CONDITIONING PRESSURIZATION HYDRAULIC POWER SYSTEMS LANDING GEAR AND BRAKES FLIGHT CONTROLS AVIONICS MISCELLANEOUS SYSTEMSECH 1900 AIRLINER BPILOTSIRAINING MANUALS CHAPTER 1 AIRCRAFT GENERAL CONTENTS Page INTRODUCTION ... 1-1 GENERAL..... 1-1 AIRPLANE SYSTEMS. 1-2 General 1-2 Chapters... STRUCTURES... Beechcraft 1900 Airliner Description ....... Beechcraft 1900 Airliner Configuratior STANDARD EQUIPMENT.. DIMENSIONS AND SPECIFICATIONS. . 1-8 Airplane Dimensions..... Specifications... DOORS AND INTERIORS...... 1-44 Cabin Entry and Exits. 41-14 Airstair Locking Mechanism 1-14 Airstair Door Operation... 115 Emergency Exits. 1-16 Cargo Door.. . 116 Cabin Compartments... 17 Flight Deck... . 1-19 Control Surfaces. .. 1-32 FOR TRAINING PURPOSES ONLY 41TIEDOWN AND SECURING .....-ccecsceessse TAXIING.... SERVICING DATA.. PRODUCT SUPPORT.. EXTERIOR INSPECTIOI tii FOR TRAINING PURPOSES ONLY PR PILOT-TRAINING MANUALfe INTRODUCTION BEECH 1800 AIRLINER § PLOTS RAINING MANUAL FlightSafety CHAPTER 1 AIRCRAFT GENERAL A good, basic understanding of the airplane will help in studying individual systems and their operations, This chapter provides preliminary background information related to airplane systems, operational considerations, and performance, which are presented in other chapters of this training manual. Also, this chapter presents an overall view of the airplane, including external familiarization, cabin arrangements, and cockpit layout. In this chapter, you will find diagrams and data describing the airplane in general, including systems not found in the POH/AFM. GENERAL ‘There are four seties of the Beech 1900 Airliners and several cabin configurations. The primary difference between the UA and UB serial num- bered airplanes and the UC and UE series is in the fuel system and the caution/advisory annun- ciator panel arrangement. The UC and UE series have a wet-wing fuel system, while UA and UB series have a series of bladder tanks. The UB, UC, and UE series have cargo doors, while the UA series airplanes have an airstair door in the rear. This training manual covers all four series of the 1900 Airliners. Reference material in this training manual is organized into 15 chapters (with two unused tabs) covering all airplane systems. Each chapter is complete and independent and can be referred FOR TRAINING PURPOSES ONLY 11Following are brief descriptions of the subject matter in each chapter. All material is discrete to the Beechcraft 1900, 1900C, and 1900D Airliners, AIRPLANE SYSTEMS GENERAL The POH/POM Systems Description section briefly summarizes all 1900 Airliner systems. Additional descriptions and details are included in separate chapters of this training manual. POH/POM information is updated as required and always supersedes any information in the training manual. CHAPTERS Aircraft General Chapter 1, “Aircraft General,” presents an overall View of the aisplane. This includes external famil- iarization, cabin arrangement, and cockpit layout. In this chapter you will find additional general descriptions, diagrams, and data which may not be found in the Pilot or Airplane manuals. Electrical Power System Chapter 2, “Electrical Power System,” describes the airplane electrical system and its compo- nents, The electrical system is discussed to the extent necessary for pilot management of all nor- mal and emergency operations. The location and purpose of switches, indicators, lights, and cir- cuit breakers are noted. DC and AC generation and distribution are described. This chapter also includes electrical system limitations and a dis- cussion of potential electrical system faults Lighting Chapter 3, “Lighting,” discusses cockpit lighting, cabin lighting, and exterior lighting. All lights are identified and located. The location and use of controls for the lighting system are also included. FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL BEECH TeOD ARLE PLOTTRARNGMAAL TT] Master Warning System Chapter 4, “Master Warning System.” presents a description and discussion of the warning, cau- tion, and advisory annunciator panels. Each annunciator is described in detail, including its purpose and associated cause for illumination. Emphasis is on corrective action required by the pilot if an annunciator is illuminated. Fuel System Chapter 5, “Fuel System,” presents a description and discussion of the fuel system. The physical layout of fuel cells and normal/abnormal fuel system operations are described. Correct use of the boost pumps, fuel transfer system, and fire- wall shutoff valves are discussed. Locations and types of fuel drains and correct procedures for taking and inspecting fuel samples are detailed. This chapter includes a list of approved fuels and procedures for fuel servicing. Powerplant Chapter 7, “Powerplant,” presents a discussion of the Pratt & Whitney PT6A-65B and -67D turbo- prop engines. Engine theory and operating limitations are described, and normal pilot proce- dures are detailed. Crewmembers must have sufficient knowledge of the PT6A series engines to understand all normal and emergency procedures. This chapter also describes propeller construc- tion and system components. Location and use of propeller controls, governor operation, overspeed protection, reversing, manual feathering, and autofeather are discussed. Fire Protection Chapter 8, “Fire Protection,” describes the fire warning and protection systems. Operation and testing information for the fire detection and fire~ extinguishing systems is included, 1-2 FOR TRAINING PURPOSES ONLYPneumatics ‘Chapter 9, “Pneumatics,” presents a discussion of pneumatic and vacuum systems. Sources and operation of pneumatic and vacuum air are described. Acceptable gage readings and normal and abnormal system indications are outlined. The bleed-air warning system is described as an integral function of the pneumatic system. Ice and Rain Protec! Chapter 10, “Ice and Rain Protection,” describes theory and operation of anti-ice and deice sys- tems. Each ice protection device in the aircraft is described individually, showing each component and control location. Normal and abnormal oper- ations of each anti-ice and deice system are considered. The purpose of this section is to acquaint the pilot with all systems used for fight {nto icing conditions or heavy rain. Information concerning preflight deicing and defrosting includes a discussion of appropriate fluids approved for these procedures. Air Conditioning Chapter 11, “Air Conditioning,” presents a description of air-conditioning, bleed-air heating, and fresh air ventilation systems. The air cycle ‘machine is discussed in detail as an integral func- tion of the entire system. Each environmental subsystem description includes general operating practices, control of the system, and emergency procedures. Pressurization System Chapter 12, “Pressurization,” presents a descrip- tion of the pressurization system components. ‘Component locations and system operational controls are discussed. The importance of airstair and cargo compartment door security is noted, and emergency procedures are described. Where necessary, references are made to the environ- mental system as it affects pressurization. + te. [BEECH 1900 AIRLINER BPILOTsTRAINING MANUALS FlightSafety Landing Gear and Brakes Chapter 14, “Landing Gear and Brakes,” outlines control and operating limitations of the hydraulic Janding gear system. Normal and abnormal indi- cations are discussed. Procedures are described for use of the alternate landing gear extension system in the event of normal system malfunction This chapter also details the power stecring sys- tem and includes procedures for normal and abnormal indications Correct use of the. wheel brakes and parking brakes are described in this chapter. System com- ponents and brake wear indications are also detailed. Safety procedures related to system operation are considered, Flight Controls Chapter 15, “Flight Controls,” describes the four- segment Fowler-type flap system. System con- trols and limitations are considered, and operations are outlined as referenced in the POH/AFM. All normal and abnormal operating procedures are discussed. Avionics Chapter 16, “Avionics,” describes the standard avionics installation for the 1900 Airliner. Com- munication and navigation radio equipment and audio panel layout are detailed. Non-standard avionics are not covered here; however, for air- craft equipped with optional avionics installations, supplements are available to describe equipment operation. A glossary of avi- onics terminology is included in an Appendix at the back of this training manual. This chapter also presents a discussion of the dual pitot-static system. Pitot-static system input to flight instruments and related safety features are described. Operational principles, pitot-static air sources, and component locations are given for the system. Pilot and copilot alternate static air systems are also covered. FOR TRAINING PURPOSES ONLY 13FlightSafety Miscellaneous Systems Chapter 17, “Miscellaneous Systems,” presents a summary of the oxygen system and its compo- nents. General descriptions, operating principles, system controls, and emergency procedures are included. Use of the oxygen duration chart is out- lined, and oxygen availability is determined, using practice problems to illustrate various flight situations. FAR requirements are discussed as they relate to crew and passenger oxygen needs, including types and availability of oxygen masks. The Pilot’s Operating Handbook and Pilot's Operating Manual are referred to for descriptions of system servicing procedures. BEECH 1900 AIRLINER PILOT TRAINING MANUAL STRUCTURES BEECHCRAFT 1900 AIRLINER DESCRIPTION ‘The Beechcraft 1900 Airliner (Figures 1-1 and 1-2) is a high-performance, pressurized, twin- engine, turboprop airplane designed and equipped for day or night flight in IFR condi- tions, high-density air traffic zones, and known icing conditions. Itis also capable of operating in and out of small, unimproved airports within POH/AFM operating limits. The 1900 Airliner design blends a highly effi- cient airframe with proven high-technology components to provide a reliable, economical, Figure 1-1 1900 Airliner General Arrangement—Series UE 1-4 FOR TRAINING PURPOSES ONLYand versatile airplane. The 1900 Airliner is a growth version of the Beechcraft Super King Air 1B200 corporate aircraft. Many King Air features were retained, including the flight deck design, wing airfoil section, classic T-tail, and PT6 free- turbine engine. FlightSafety The structure is an all-metal, low-wing mono- plane. It has fully cantilevered wings and a T-tail empennage. Efficient, high aspect ratio wings ‘an excellent combination of low drag for cruise conditions and easy handling at slow speeds for airport operations. 1. Weather Radar Antenna 2 Communication, Navigation and Radar Equipment. Emergency Exit Doors (Door on left of fusalage not visible . Cargo Doct Elevator Trim Tabs Toilets Stabilens 8 Cargo Door Pulldown Handle 9. Inboard Flap Section ‘Outboard Flap Section . Aileron Trim Tab fer 3. Integral Wet Wing |; Loading Edge Wing Tanks Box Section Tanks Centet Wing Tanks ; PT6A-65B Turboprop Engine 4Bladed Hartzell Propeller | Forward Airstair Door Taxi Light Figure 1-2 1900 Airliner General Arrangement—Series UB FOR TRAINING PURPOSES ONLYBEECHCRAFT 1900 AIRLINER CONFIGURATIONS ‘The Beechcraft 1900 Airliner is certified to carry up to 19 passengers. In addition to standard air- plane configurations, Beechcraft offers optional items at additional cost and weight. Basic config- urations, dimensions, weights, and specifications are summarized later in the chapter. Refer to the current airplane POH/AFM for detailed, up-to- date information. The wing is fabricated as a one-piece unit con- sisting of a one-piece spar, center wing, and two outboard wing assemblies. The center wing forms an integral part, providing structural sup- port for engine nacelles and outboard wing assemblies. The UE Series has incorporated winglet design based on NASA research. This enhances climb performance and extends the effective wing span to improve range. Faired, oval nacelles of minimum frontal area are installed on the center wing to house the engine and landing gear. Nacelle location and design maximize propeller-to-ground clearance, mini- mize cabin noise, and provide low drag powerplant cowlings. The upper nacelle surface fairs into the upper surface of the wing near the rear spar. The lower nacelle surface extends aft below the wing to house the retracted main land- ing gear. Nacelle surfaces are flush-riveted for aerodynamic smoothness. The T-tail on the Beechcraft 1900 Airliner was designed to improve aerodynamics, lighten control forces, and increase CG range. Extensive wind tun- nel and flight tests and the experience of thousands of pilots have confirmed that the combination of T- tail and straight wing provides excellent control characteristics in all ight regimes, ‘The T-tail configuration was chosen for the 1900 Airliner for several reasons. Although distinctive appearance and excellent handling qualities were important objectives, the operator of the 1900 Airliner needs flexibility in overall airplane usage ‘and loading. By putting the horizontal tail at the top of the vertical fin, the tail surface “flies” in Jess disturbed air than it would if located lower on the fin, or on the fuselage. The result is a more BEECH 1900 AIRLINER BP LOTgTRAINING MANUALN FlightSafety effective horizontal surface, which is able to con- trol greater excursions in CG loading. In “free” air, trim changes resulting from changes in power settings or flap positions are minimized or elimi- nated entirely. Material fatigue, present when a surface is embedded in the high-energy propeller slipstream, is also eliminated. ‘Small horizontal surfaces called stabilons (Figure 1-3) are mounted on both sides of the fuselage just aft of the cargo door. Two smaller vertical fins, called tailets, are mounted on the lower hor- izontal stabilizer tips. Figure 1-3 Stabilons and Tailets Stabilons were added to improve pitch stability for the unusually wide CG range (4 to 40% MAC). They provide exceptionally positive recovery characteristics from the deep stall flight regime. For additional directional stability, tailets are teamed with a pair of vortex generators, ahead of the wing-fuselage junction. Vortex gen- erators reduce stall speeds and interference drag to increase directional stability. This package of small aerodynamic surfaces—stabilons, tailets, and vortex generators—provides the 1900 Air- liner with highly desirable stability characteristics without using artificial and expen- sive electronic stability augmentation systems. 16 FOR TRAINING PURPOSES ONLYThe fuselage is a conventional monocoque struc- ture of high-strength aluminum alloys. The basic cabin shape is a favorable compromise between passenger comfort and efficient cruise perfor- mance. The cabin profile is squared-oval, not round. Passengers can sit upright comfortably without leaning to accommodate sloping walls. The floors are fiat from side to side for passenger ease in entering and leaving the cabin. In the UE Series, the cabin height has been raised to 71 inches. The basic King Air B200 fuselage was retained, adding windows to accommodate the increase in passenger seats. The cabin is pressurized for operation at its most efficient cruise altitude. ‘These design characteristics result in a structure that is optimized for pressure loads, is light- weight, and will carry 19 passengers comfortably. Principal differences between UAJUB Series, UC Series, and UE Series Airliners are as follows: * UC Series: © Has wet-wing fuel system with capacity increased to 667 gallons usable fuel, © Has new style ENGINE FIRE TEST switches. The UA/UB series air- planes have a mod kit available to change the rotary switch with the new style arrangement. * UCIUE Series: © Fuel contro! panel on the pilot's left side has added auxiliary fuel pump switches and MAIN or AUX fuel quantity selection switch. © Has additional _caution/advisory annunciators in a slightly modified panel. © Has a modified switch panel arrange- ‘ment on the control pedestal. Revision 1 BEECH 1900 AIRLINER PILOT TRAINING MANUAL - * FlightSafety © UB Series: © Has PT6A-67D engines rated at 1,279 shp. © Maximum Ramp Weight has increased to 17,230 pounds. © Maximum Takeoff Weight has in- teased to 17,120 pounds. © Maximum Landing Weight has in- creased to 16,765 pounds. © Maximum Zero Fuel Weight has in- ‘creased to 15,165 pounds. © Cockpit has changed to Collins EFIS 84 system with flight directors as standard equipment. Other improvements and differences are included in the various chapters of this training manual. STANDARD EQUIPMENT The following is standard equipment on the Beech 1900 Airliner: © Reversible pitch propellers © Propeller synchrophaser and synchroscope © Autofeather propeller system © Complete anti-ice and deice systems: © Surface deice boots © Electric propeller anti-ice © Engine anti-ice © Dual heated windshields © Brake deice © Heated pitot tubes © Dual bleed-air heat FOR TRAINING PURPOSES ONLY 1718 © Freon air conditioner 2 Aft cabin blower Dual-pane cabin windows Fire protection system: © Cabin fire extinguisher © Cockpit fire extinguisher © Engine fire detection © Engine fire extinguishers 19 removable, track-mounted, high-back seats Fixed-step forward airstair door with entrance step lights Oxygen system—Dual 76.5-cubic-foot cylinders and 21 oxygen outlets Exterior lighting: © Wing deice lights © Tail logo lights © Strobe lights, © Wing-mounted landing lights © Nosewheel single taxi light © Recognition lights (UE Series) Control wheel-mounted clocks—Pilot and copilot Dual instantaneous vertical speed indicators Flight hour recorder Electric and manual elevator trim system No-smoking sign with chime BEECH 1900 AIRLINER FlightSafety PILOT TRAINING MANUAL * Forward baggage compartment '* EFIS 84 system (UE Series) NOTE Rear cargo door 52 x 52 inches is stan- dard on 1900C configuration. DIMENSIONS AND SPECIFICATIONS AIRPLANE DIMENSIONS Figure 1-4 shows airplane dimensions for Series UB and UC, while Figure 1-5 shows airplane dimensions for Series UE. SPECIFICATIONS ‘Minimum crew—FAA certificated: Series UA, UB, UC... One Series UE. ae One Maximum passengers—FAA certificated: Series UA, UB, UC... 19 Series UE. 19 Engine: Series UA, UB, UC... .. 2PT6A-65B Series UE. : .. 2PT6A-67D Propellers—Four-blade, reversible: Series UA, UB, UC ‘Two Hartzell Series UE. . Two Hartzell Landing gear—Retractable, tricycle, dual main. wheels: Series UA, UB, UC Series UE.... Wing area: Series UA, UB, UC......- 303.0 square feet Series U 310.0 square feet FOR TRAINING PURPOSES ONLYyg LD 2;8-9-2 Go 0 0 ae Lg i z Figure 1-4 1900 Airliner Three-View Diagram—Series UB and UC FOR TRAINING PURPOSES ONLY 194-10 Figure 1-5 1900 Airliner Three-View Diagram—Series UE FOR TRAINING PURPOSES ONLYMaximum Certificated Weights Maximum ramp weight: Series UA, UB, UC. Series UE.... Z .. 16,710 pounds .. 17,230 pounds ‘Maximum takeoff weight: Series UA, UB, UC... Series UE.... .. 16,600 pounds “. 17,120 pounds Maximum landing weight: Series UA, UB, UC. Series UE... .. 16,100 pounds .. 16,765 pounds Maximum zero fuel weight: Series UA, UB, UC. 14,000 pounds Series UE... 5,165 pounds ‘Typical operating weight: Series UE .- 10,550 pounds Cabin and Entry Dimensions Cabin width (maximum) Series UA, UB, UC. Series UE i 54 inches 54 inches. Cabin length (maximum between pressure bulk- heads): Series UA, UB, UC... .. 473.5 inches Series UE . 473.5 inches Cabin height (maximum): Series UA, UB, UC. $7 inches Series UE... 71 inches BEECH 1900 AIRLINER BPLOTTBAINING MANUAL FlightSafety Cargo door height aft: Series UE... 53.8 inches Maximum Weight in Baggage Compartments Nose: Series UA, UB, UC. .. 150 pounds Forward cabin compartment: Series UA, UB, UC. sosaes 250 pounds Series UE... ... 250 pounds Hanger—Forward cabin compartment: Series UA, UB, UC. 100 pounds Series UE nse 100 pounds ‘Aft baggage compartment—Forward Section: Series UA, UB, UC. .... 250 pounds Series UE... 1,000 pounds 1900C.. + 880 pounds Aft baggage compartment—Afi Section: Series UA, UB, UC. . 365 pounds Series UE.. "630 pounds 1900C. ~ 630 pounds Specific Loadings ‘Wing loading (pounds per square foot): Series UA, UB, UC. ‘54.8 pounds Series UE... “. 54.7 pounds Power loading (pounds per shaft horsepower): Series UA, UB, UC... "75 pounds Airstair entrance door width (minimum): Series UE.... 6.62 pounds Series UA, UB, UC. .. 26.75 inches Series UE :2675inches | gading Airstair entrance door height (minimum): Wing loading Seeue ee 35 inches at gross weight... 54.7 pounds/square feet ae : Power loading iad oe ra Ae ote - s2inches £6088 Weight...... 6.6 pounds per horsepower Series UE... .. 52 inches Cargo door height forward (minimum): Series UA, UB, UC... "52 inches Series UE............. .. 57 inches Revision + FOR TRAINING PURPOSES ONLY 4-11Baggage Compartment Volumes 32 cubic feet (capacity 190 pounds) Under seat stowage... Forward cabin baggage... 17 cubic feet (capacity 250 pounds) Aft cabin baggage..... . 175 cubic feet (capacity 1,630 pounds) TOTAL .. 213.3 cubic feet (capacity 2,340 pounds) Cabin Compartment Volumes Crew station...........0 . 103 cubic feet Forward entrance and baggage area... 56 cubic feet Main cabit .. 584 cubic feet Rear baggage area... . 175 cubic feet TOTAL . 918 cubic feet Pressurization 5.1 psi pressure differential provides a sea level cabin up to 11,000 feet and a 9,000-foot cabin at 25,000 feet (Figures 1-6 and 1-7). Oxygen System High-pressure continuous flow with 152-cubic- foot capacity with outlets for all cabin occupants Figure 1-6 Rear Three-Quarters View FlightSafety Figure 1-7 Cabin Pressure Vessel Cabin Equipment Dual bleed-air heat system 64,000 BTU capacity, with environmental air provided through floor registers and individual air outlets for all occupants. Cooling—39,000 BTU (ground) and 46,000 BTU (flight)—is provided by a combination of air cycle and vapor cycle systems. All-Weather Equipment © Flush fuel vents © Engine fuel heaters * Engine inlet screen anti-ice protection system © Exhaust heated engine inlet lips © Fuel vent heaters © Electric propeller deicing, wing ice lights © Radar © Windshield, electric heat and surface deicer boots * Brake deice (optional) 1-12 FOR TRAINING PURPOSES ONLYFuel and Oil Capacity Main tank capacity.......cssesrene 481 gallons Auxiliary tank capacity. .. 184 gallons Total fuel capacity (wing tanks, usable) .- 665 gallons il capacity (each engine) 3.6 gallons Fuel and Oil Specifications Fuel nue JP-4, JP-5, JP-8, Jet A, Jet Act, Jet B Hydraulics (brakes, struts, and landing gear retract system...... MIL-H-5606 Landing Gear ‘Wheels and brakes.............. Lorol multiple dise (each main wheel) Main wheel tite S120 ...neennnee 22% 6.75210 (tubeless 10-ply rating) Nosewheel tire size.... . 19.5 x6.75-10 (tubeless 10-ply rating) Operating Speeds The 1900 Airliner qualifies as one of the most maneuverable airliners of its size in the world. Insistence on handling ease in all fight regimes and tough construction techniques contribute to the following figures (calculated at maximum takeoff weight of 16,600 pounds for UA, UB, UC Series and 16,950 pounds for UE Series). Maxinmam operating speed (Vio: Series UA, UB, UC. Series UE. To 13,200 feet. 13,200 to 25,000 feet. Maneuvering speed (V.,) (16,600 pounds): Series UA, UB, UC...... . 188 KIAS. Series UE. “ 178 KIAS. 248 to 195 KIAS ‘Maximum landing gear operating speed (Vio): Extension: 3 Resision 1 BEECH 1900 AIRLINER @PILOTg RAINING MANUAI FlightSafety Series UA, UB, UC. .. 180 KIAS Series UE. snnsenees 180 KIAS Retraction: Series UA, UB, UC. .-- 180 KIAS Series UE. : Maximum flap extension speed (Vp): Takeoff: Series UA, UB, UC... Series UE. Approach: Series UA, UB, UC... 168 KIAS Series UE. 188 KIAS (flaps 17°) Landing: Series UA, UB, UC... 153 KIAS Series UE. 143 KIAS (aps 35°) (154 KIAS for UE-79 and after) Stall (100% flaps, power off) Series UA, UB, UC. 88 KIAS Seties UE ence 84 KIAS Air minimum control speed (Vyaca): Flaps up: Series UA, UB, UC . 96 KIAS Serie§ UE nan 92 KIAS Flaps takeoff: Series UA, UB, UC.. SIKIAS Series UE nnn NIA Flaps approach ‘Series UA, UB, UC. wave. 89 KIAS Series UE... 92 KIAS (flaps 17°) Rates of Climb The 1900 Airliner delivers an extra margin of reliability with its powerful PT6A series jetprop engines. The following figures are calculated at maximum takeoff weight: ‘Two engines (ea level, standard day). eves 2,350 pm, ‘One engine (sea level, standard day)... 500 fpm ‘One engine 6,000 fect elevation, standard day)...... 390 fpm FOR TRAINING PURPOSES ONLY 113- FlightSafety Service Ceiling DOORS AND INTERIORS ® At maximum takeoff weight, over-the-weather capabilities and greater mission dependability are + CABIN ENTRY AND EXITS possible with the 1900 Airliner (Figure 1-8): ,AIRSTAIR DOOR OPERATION A release button adjacent to the door handle must bbe depressed before the handle can be rotated to unlock the door. As an additional safety measure, a differential-pressure-sensitive diaphragm is incorporated into the release button mechanism to prevent inadvertent opening of the door when the aircraft is pressurized. To close the door from outside the airplane, lift the free end of the airstair door, and push it up against the doorframe as far as possible. Next, rotate the handle clockwise as far as it will go; this will allow the airstair door to move into the closed position. Then rotate the handle counter- clockwise until the release button pops out; the handle should be pointing aft. Check airstair door security by attempting to rotate the handle clock- wise without depressing the release button; the handle should not move. For the UA, UB, and UC Series, to close the door from inside the airplane, grasp the handrail cable, and pull the airstair door up against the door- frame; then rotate the handle counterclockwise as far as ‘possible, continuing to pull inward on the door. Next, rotate the handle clockwise until the release button pops out; the handle should now be pointing down. joraerow wire sme) FOR TRAINING PURPOSES ONLY 115inside, grasp the rear handrail cables, and pull the airstair door up against the airframe; then rotate the handle up as far as possible, continuing to pull inward on the door. Next, rotate the handle down until the release button pops out; the han- dle should now be pointing down. To check airstair door security, attempt to rotate the handle counterclockwise, or UP in the UE Series, without depressing the release button; the handle should not move. Next, ensure the red safety lock is in position around the diaphragm shaft when the handle is in the locked position. The safety lock can be observed by depressing a red switch near the small viewing window to illu- minate a lamp inside the door. The final chee to ensure that each orange stripe on each of the six (eight in the UE Series) rotary camlocks is aligned with its corresponding notch on the doorplate. If any condition specified in this door-locking pro- cedure is not met, DO NOT TAKE OFF. The “Cabin/Cargo Door Annunciator Circuitry Check” in the Normal Procedures section should be performed prior to the first flight of the day. In addition, a security check of the airstair door should be performed by a qualified crewmember before each flight. Never attempt to unlock the door or even to check door security in flight. If the FWD CABIN DOOR annunciator illuminates in flight, or if the pilot has any reason to suspect the door may not be securely locked, the cabin should be depres- surized slowly (considering altitude first), and all occupants should be instructed to remain seated with their seat belts fastened. After the airplane has made a full-stop landing, only a crewmember should check the security of the airstair door. EMERGENCY EXITS ‘The emergency exit hatches (Figure 1-9) can be released from inside with a pull-down handle placarded “EXIT-PULL.” From outside, the doors are released with a flush-mounted pull-out handle. The nonhinged, plug-type hatches remove completely from the frame into the cabin when the latches are released. FlightSafety PLOTTRANING MANUAL UA, UB, UC Series To prevent entry from outside when the aircraft is secured, the exit can be locked with a flush- mounted, pull-out handle near the inside exit release. When locked, with the inside lock-lever down, a red placard is visible to warn that the exit is not accessible from outside. Removing the hatch from inside with the EXIT-PULL handle is possible at any time, since the handle is not locked by the lock-lever. However, the lock-lever should be up, in the unlocked position, prior to flight. UE Series ‘To prevent entry from outside when the aircraft is secured, the exit can be locked by inserting a locking pin in the hole next to the release handle. In this condition, the exit cannot be opened from the inside or outside until the pin and flag are removed, CARGO DOOR The 1900C and D models are equipped with a cargo door to provide access for loading large or bulky items. The swing-up cargo door is hinged at the top and is equipped with latching mecha- nisms at the bottom (Figure 1-10). Figure 1-10 Cargo Door 1-16 FOR TRAINING PURPOSES ONLYAfter initial opening force is applied, gas-operated springs open the door automatically. The door is counterbalanced to remain open, and two support rods secure the door open. Once closed, the gas springs apply a closing force to assist in latching the door. A rubber seal around the door is inflated with cabin air to seal the pressure vessel in flight. To open the door from outside the airplane, depress the release button adjacent to the door handle, and rotate the handle clockwise. Pull out at the bottom of the door until the gas springs take over to lift it to the fully open position. To close the cargo door from outside the airplane, pull down the free end of the cargo door, and push it against the doorframe as far as possible. Next, rotate the handle counterclockwise until the release button pops out and the handle points aft. Check cargo door security by attempting to rotate the handle clockwise without pressing the release button; the handle should not move. Finally, note alignment of the orange stripe and pointer by looking through a small inspection window in the lower right (lower left in UE Series) corner of the door. Although normal access is from outside, the cargo door can also be opened or closed from inside; however, never attempt to unlock or check door security in flight. If the AFT CABIN DOOR annunciator illuminates, observe the same cau- tions noted in procedures for illumination of the FWD CABIN DOOR annunciator. CABIN COMPARTMENTS The main cabin carries 19 passengers. Standard lightweight commuter seats are arranged in a sin- gle row along each cabin wall, with three passenger seats across the aft cabin partition (Figures 1-11 and 1-12). The center aisle pro- vides easy access to all seats. Carry-on baggage space is available under each seat. An unpressurized, 13-cubic-foot nose baggage compartment accommodates 150 pounds of bag- gage. Access is through an upward-opening door on the forward left side of the fuselage. This compartment has been deleted in the UE Series. FLIGHT DECK PASSENGER SEATING AREA ——_ Figure 1-11, Cabin Areas FOR TRAINING PURPOSES ONLY FlightSafety 147FlightSafety EE BEECH, 1900 AIRLINER @PILOT,/RAINING MANUALS 19 Passenger Cabin Figure 1-12 Cabin Seating Layouts 1-18 FOR TRAINING PURPOSES ONLYTo accommodate additional carry-on baggage, a 15-cubic-foot baggage compartment is installed opposite the forward door, aft of the crew com- partment. Its total 250-pound structural capacity includes a coat rack allowance of 100 pounds for hanging clothing. A pressurized baggage compartment at the extreme rear of the 1900C cabin is separated from the passenger compartment by a solid bulk- head. Nylon webbing provides restraint for loose items and divides the aft compartment into two sections. Baggage or cargo space totals 154 cubic feet, distributed as 880 pounds (1,000 pounds in UE Series) forward and 630 pounds aft of the nylon webbing, FLIGHT DECK ‘The efficient, comfortable flight deck is arranged for convenient use by a single pilot or a two-pilot crew (Figure 1-13). Pilot and copilot sit side-by- side in individual chairs, separated by a control pedestal. Seats are adjustable fore and aft, as well BO|BEECH 1900 AIRLINER B PILOT «TRAINING MANUALNaII é FlightSa as vertically. Seat belts and inertial-reel shoulder harnesses are provided for each seat. Conven- tional dual controls allow the airplane to be flown by either pilot (Figure 1-14). Most aircraft system circuit breakers are located on the main circuit-breaker panel at the copilot's right side (Figure 1-15). The fuel control panel (Figure 1-16), located on the pilot's left sidewall, includes fuel quantity gages, switches, and a sin- gle row of circuit breakers. ‘The instrument panel (Figures 1-17 and 1-18) contains flight instruments, engine instruments, and the avionics pane}. Engine instruments (Fig- ures 1-19, 1-20, and 1-21) are mounted ina vertical double row next to the avionics panel. Other instrumentation is shown in Figures 1-22 and 1-23, The center avionics panel contains nav/comm controls and a weather radar unit. Two static air source selector switches are mounted ‘outboard of the pilot's and copilot’s flight instru- ments in the UA, UB, UC Series and in the lower side wall in the UE Series aircraft. Figure 1-13. Flight Deck FOR TRAINING PURPOSES ONLY 1419FlightSafety “"E BEECH.1900 AIRLINER PILOT TRAINING MANUAL cws INTERPHONE ‘AUTO PILOT & YAW DAMP gwitcn (st LEVEL) MICROPHONE ELECTRIC TRIM ‘SWITCH DISCONNECT SWITCH (2nd LEVEL) 7] Xo) MAP LIGHT swiTcH rent \O cows ELECTRIC TRIM ROCKER SWITCHES uarde/uc PILOT'S YOKE fees AUTOPILOT & YAW DAMP = CWS (st Level) INTERPHONE SWITCH roe GA (UE ONLY) MICROPHONE SWITCH ELECTRIC TRIM DISCONNECT SWITCH (2nd LEVEL) Map LIGHT. SWITCH ELECTRIC TRIM ROCKER SWITCHES uaruB/uc CLOCK LIGHT SWITCH (UA/UB/UC) COPILOT'S YOKE Figure 1-14 Control Wheels 1-20 FOR TRAINING PURPOSES ONLYIBEECH.1900 AIRLINER BPLOTTRAINING MANUALS Series UE Figure 1-16 Fuel Control Panel FOR TRAINING PURPOSES ONLY 1-21FlightSafe' Figure 1-17 Instrument Panel ‘The power control quadrant and pedestal extends back from the center subpanel (Figure 1-24). Controls for powerplant operation, flap system, trim tabs, yaw damp, parking brake, pressuriza~ tion, and stall warning test are mounted on the pedestal. Optional systems on the lower pedestal, if installed, include flight director, autopilot, anti- skid, and power steering. Just below the instrument panel are the pilot’s subpanel on the left and the copilot’s subpanel on the right (Figures 1-25 and 1-26). Aircraft system controls, engine switches, master switch, and landing gear controls are located on these subpanels, The UA, UB, UC Series annunciator system (Figure 1-27) consists of a warning annunciator panel (red display) in the center glareshield and a caution/advisory annunciator panel (yellow for caution, green for advisory) on the center sub- panel. The UE Series annunciator system consists of a warning panel (red display), a cau- tion panel (yellow display), and an advisory panel (green and white display). Conditions cov ered by the annunciator system generate signals which illuminate the appropriate annunciator in a given situation. ‘The lighting control panel is in the overhead area, between the pilot and copilot (Figure 1-28). Rheostat controls for flight deck and instrument lighting are mounted on this panel, convenient to both the pilot and copilot. Also mounted on this panel are the windshield wiper control, generator load and voltage gauges, and inverter monitoring gauge. Airspeed and operating limitations are also placarded on this panel. In the UE Series, all external lighting control switches have been relo- cated from the pilot’s right subpanel to the overhead panel. 1-22 FOR TRAINING PURPOSES ONLYFlightSafety 6 J 46 i 23 45 cae 3 Va 9 111: 10 7 21 a “ 14 | 18 15 Ml 20 fay #8 Ea Instrument Panel 1. Air Vents 27. Fuel Flow 2. Master Warning Annunciator 28. Oil Pressure/Temperature incicator 3, Master Caution Annunciator 4, L-RIENG FIRE - PUSH TO EXT-D (discharge) - OK 8. Cockpit Voice Recorder Microphone 6. Warning Annunciators: 7. Annuneiator Test 8. Firewall Valve “T" Handles. 8. Radio Call Placard 10. Flight Control Panel 41, EFIS AUX DRIVE Transfer Annunciator 12, EFIS COMPARE/PUSH TO RESET Annunciator 4. ALT ALERT Annunciator 14, Clock 15. Control & Compensation Unit 16. EADI/EHS! Dim - Elapsed Time Control 47. Airspeed indicator 18. RML-36 Ragio Magnetic indicator 19, EADI-84 Electronic Attituce Director indicator 20, EHSI-84 Electronic Horizontal Situation Indicator 21. Encoding Altimeter 22, AVSI Instantaneous Vertical Speed Indicator 23m ‘24. Engine Torque inaicator 28. Propeller Tach 28. Turbine Tach 29. Audio Panel 30. COMM 1 Communications Transceiver 31. NAV 1 Navigation Receiver 82. Standby Horizon 33. NAV2 Navigation Receiver 34. COMM 2 Communications Transceiver 95. Alertor/Preselect 88. Transponder ‘87. Oxygen Reference. WPT/MSG/ACCUR Anrunciator . Checklist Holder ‘SYNC PROP ADF Automatic Direction Finder ‘TCAS - Traffic Alert and Collison Avoidance System (Series UE-54, esa and after. 3. FLT RECOR OFF Annunciator |. EIS Auxiliary Powor Switch GPWS - P/TEST (Series UE-S4, \UE-62 and after) . BELOW G/S - P/CANCEL, G/S CANCLD - GPWS. INOP = GPWS FLAP OVAD (Series UE-S4, |UE-62 and after) AFX-- Autofeathor Annunciator . VG FAST ERECT - ON Annunclator KLN-88 Loran RNAV Plate - LORAN NOT APVD FOR ‘APPROACHES BR ARS 82888 2388 Figure 1-18 Instrument Panel Diagram FOR TRAINING PURPOSES ONLY 1-23FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL INTERSTAGE TURBINE TEMPERATURE GAGE “ToRGUE METER BERRI or To 10st Noma OPERATING RANE | — Peresroemerrites ‘PROPELLER TACHOMETER (N 2 SPEED) (HERI 5 70 rus noma ovenarna Renae HEB ro vr aan cee (GAS GENERATOR TACHOMETER (M1 SPEED) mm rence ‘OW TEMPERATURE SCALE (Ol PRESSURE SCALE [eterna Figure 1-19 Engine Instruments—Series UA, UB, UC 1-24 FOR TRAINING PURPOSES ONLY* FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL (NTERSTAGE TURBINE TEMPERATURE GAGE 10-707 NORMAL OPERATING RANGE EE) Moearc canon ruc — nore a CONTINOUS LT teow wena starr ony una ToRave METER Of TO 27508 NORUAL OPERATING RANGE [Ea ere0 seo ne cauion Rana eo em LT PROPELLER TACHOMETER (Wy SPEED) I 50.25 105170 fr NORMAL OFe RATING Rowe HR 0 20 rove erent oom) 12501206 PROVGBTED our eto) — Feorru wean une ‘GAS GENERATOR TACHOMETER (iy SPEED) HIE tors norm orcnaring RANGE tors ween UM (Ol TEMPERATURE SCALE 01056 NORMAL OPERATING RANGE tHe woawa Ot TEMPERATURE LT ‘PRESSURE scALe Sie res anna eT [ay as ratcation nance {195 P NORMAL OPERATING RANGE —— feo Pst waa Figure 1-20 Engine Instruments—Series UE-1 through UE-92 FOR TRAINING PURPOSES ONLY 1-254 FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL NoTE ‘ALL ENGINE INSTRUMENT GAGES REQUIRE 28 VDC IN ADDITION TO THEIR RESPECTIVE INPUT SIGNAL FOR PROPER OPERATION. FERGTAGE TURBINE TEMPERATURE GAGE Ei Mroeerc cammon mace fou wana STARTING ONY LMT Tonave weveR HIBI 0h0= T0 2750 ts norma. oPERATNG RANGE TE) 20 ee To 205 nem CAUTION ANE ‘PROPELLER TACHOMETER (Wy SPEED) RI 52rd NOMA. rena HIRE 420220 provueTED yon et oy) ‘280 008 PROMIITED ie it on) “GAS GENERATOR TACHOMETER (uy SPEED) BHR "ore noms. orenarw hanoe ae owoaurce rarerne iar ov pnessune seats GE rere oreo none SD ‘es rernomut saan ovenrne Maoe + orsuvaai aur Figure 1-21 Engine Instruments—Series UE-93 and Subsequent 1-26 FOR TRAINING PURPOSES ONLY@OCOC8 ® FlightSafety 1900 AIRLINER PILOT TRAINING MANUAL = reuenemer = gramneesaaeae ‘Gyno sucTion Ba "som orem oe maton seroncn Figure 1-22 Instrumentation—Series UA, UB, UC FOR TRAINING PURPOSES ONLY 1-27FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL SEeiee =] [emo See gauverrer™ xa sn eae etn Ponte 8 SA AauuSTING WT (Saves de haw un 7520 PU(SERES U2 MO AFTER) (Guia) Figure 1-23 Instrumentation—Series UE 1-21 FOR TRAINING PURPOSES ONLYReowsion 7 Series UC up _—«COPILOT'S SUBPANEL Figure 1-25 Pilot's and Copilot’s Subpanels—Series UA, UB, UC FOR TRAINING PURPOSES ONLY 1-295 BEECH 1900 AIRLINER PILOT TRAINING MANUAL © COPILOT'S SUBPANEL Figure 1-26 Pilot’s and Copilot’s Subpanels—Series UE 1-30 FOR TRAINING PURPOSES ONLYFlightSafety CAUTION/ADVISORY PANEL (Series UA/UB) CAUTION/ADVISORY PANEL (Series UC) Figure 1-27 Annunciators—Series UA, UB, UC OVERHEAD LIGHT CONTROL, PANEL EXTERIOR LIGHTS GROUP Figure 1-28 Lighting Controls—Series UA, UB, UC Revision 1 FOR TRAINING PURPOSES ONLY 1-31FlightSatety H_ 1900 AIRLINER , PILOT, TRAINING MANUAL & CONTROL SURFACES Ailerons, rudder, and elevators are cable-oper- ated by conventional dual control wheels. The T- tail horizontal stabilizer and elevator are mounted at the extreme top of the vertical stabilizer (Fig- ure 1-29), Control surfaces are cable-operated by conven- tional dual controls in the flight deck. Control Jocks (Figure 1-30) should be installed to prevent potential wind damage to controls or control sur- faces whenever the airplane is parked TIEDOWN AND i SECURING Figure 1-29 T- For overnight parking, or during high winds, tie the airplane with suitable chain or rope at the mooring points, and install protective covers (Figure 1-31). Place wheel chocks fore and aft of the main gear wheels and nosewheel. Except in il Configuration 0 (200000) 00000: Figure 1-30 Flight Control Locks 432 FOR TRAINING PURPOSES ONLY vision 4BEECH 1900 AIRLINER TIEDOWN AND SECURING For overnight parking, or during high winds, tie the airplane with suitable chain or rope at the mooring points, and install protective covers (Figure 1-31). Place wheel chocks fore and aft of the main gear wheels and nosewheel. Except in severe conditions, or for temporary parking, do not set the parking brake, Be sure flaps are up and control locks are installed. Since propellers rotate freely even when the engine is shut down, they should be secured with restraints. Allowing propellers to windmill without lubrication for FlightSafety PILOT TRAINING MANUAL, extended periods can damage engine bearings and the propeller gearbox. Engine inlet covers provide additional protection, especially during blowing dust or rain conditions. Securing procedures require particular attention to use of the parking brake and the rudder gust lockpin. Before towing the airplane, the parking brake must be released (brake handle pushed in). The rudder gust lockpin must be removed on craft equipped with manual steering. On aircraft equipped with power steering, removing the lock is unnecessary, since the nosewheel is free to turn when power steering is off. Figure 1-31 Airplane Secured FOR TRAINING PURPOSES ONLY 1-33TAXIING Partial braking and differential power are used to achieve maximum ground turning radius during taxi (Figures 1-32 and 1-33). Use caution, how- ever, since locking the inside brake can cause tire or strut damage. When taxiing, turning, and start- ing engines, be aware that propeller windstream and exhaust can be hazardous to persons or parked airplanes in areas directly behind the engines (Figure 1-34). Although velocities and temperatures cannot be accurately measured, rea- sonable care should be taken to prevent incidents within these danger areas. FlightSafety SERVICING DATA ‘The Handling, Servicing, and Maintenance sec- tion of the POH/AFM outlines procedures for maintaining the 1900 Airliner in its originally manufactured condition. This information sets time intervals for periodic servicing or preventive ‘maintenance. All limits, procedures, safety prac- tices, time limits, servicing, and maintenance requirements contained in the POH/AFM are mandatory. This section of the POH/AFM includes a Consumable Materials chart, which lists approved and recommended servicing mate- rials. Figure 1-35 illustrates servicing points and ‘materials required. This chart is for reference only and is always superseded by the POH/AFM. Figure 1-32 Ground Turning Clearance—Series UA, UB, UC FOR TRAINING PURPOSES ONLYFlightSafety Figure 1-33 Ground Turning Clearance—Series UE vse Bhs FOR TRAINING PURPOSES ONLY 1:35Figure 1-34 Danger Areas PRODUCT SUPPORT ‘The Beechcraft Commercial Service Department maintains a staff of service engineers to provide technical assistance whenever required. Airframe, engine, avionics, and electrical spe- cialists are just a phone call away. During normal working hours, phone (316) 676-7016 for access to our Airliner Service Group. The specialist most familiar with your particular question will be assigned to handle your request immediately. After hours and on weekends or holidays, our service engineers may be reached through the “Service Hot-Line,” (316) 676-7111. This num- ber will reach a Beech dispatcher, who will contact the appropriate specialist to return your call. At Beechcraft, the Commercial Service Depart- ‘ment (CSD) is the single focal point for airline service requirements. When necessary, the CSD will involve other factory departments (Engineer- ing, Quality Control, etc.) for assistance. Product support is truly a team effort. Beechcraft currently offers start-up service dur- ing the delivery process. This program provides technical assistance and spare parts when advance notice of customer requirements is fur- nished. Complete details are available from your sales representative, 1-36 FOR TRAINING PURPOSES ONLY@ rel Tank Filler Caps (Typical Left. and Right) ‘Approved Fuel Grades and Additives ‘Recommended Engine Fuels Commercial Grades: ot A Jot A Jet B Military Grades: JP4 PS IPS Emergency Engine Fuele Cormmercial Aviation Gasoline Grad: ‘80 Red (Formerly 80/87) 100LL Blue* 100 Green (Formerly 100/130) ‘115/145 (Purple) Military Aviation Gasoline Grades: 180/87 Red 100/130 Green 115/145 Purple @bHiydraulic Fiuid Reservoir (Brake) ‘Specification MIL-H-5606, 1 US Pint (see Maintenance Manual) @Batiery 24-Volt, 23-Ampere Hour or optional 34- ‘Ampere Hour Nickel Cadmium @ Fire Extinguishers (Hand Type) Halon 1301 ©® Oxygen Supply Cylinders 2) ‘Oxygen Specification: MIL-0-27210 Aviators Breathing Oxygen: 76.5 Ou. Fe. Each Engine Fire Extinguisher (Typical Left & Righd) « Extinguishing Agent: MIL-E-52081 21 Lbs, Halon 1801, 960 pai (Dry Nitrogen Charge) Tire Stee: Main Wheels (High Flotation Gear) 22x.6.7610 (BPly Tubeless) Note Whee 195 » 67540 (Oply Tube ‘Tire Pressure (full fuel, no paseengers, no 28) ‘Main Wheel 95 psi on ground (91 psi on jacks) ‘Nose Wheel 60 psi @ Any oi! specified by brand namein the latest, revision of Pratt & Whitney Service Bulletin Namber 19001 is approved for use in the PTGA-6OB engine. DC External Power Receptacle (24 Volt) ‘In some countries, this fuel designated "100L". colored green and Figure 1-35 Servicing Data FOR TRAINING PURPOSES ONLY FlightSafety 1-37FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL EXTERIOR INSPECTION NOTE The preflight inspection has been 1. Cockpit Check divided into five areas as shown (Fig- : ure 1-36). The inspection procedure in 2. Nose Section the POH/APM begins in the flight 7 eee compartment, proceeds aft, then 3. Rigtt Wing, Landing Gear, Engine, Navel, Tngyes clockwise around the airrat, ne discussing the left wing, landing gear, i left engine and propeller, nose sec” 4, Enipennage and Tail « ae 5. Left Wing, Landing Gear, Engine, Nacelle, and Propeller Figure 1-36 Exterior Inspection 1-38 FOR TRAINING PURPOSES ONLYFlightSafety BEECH )1900 AIRLINER BPILOT TRAINING MANUAL CHAPTER 2 ELECTRICAL POWER SYSTEMS CONTENTS Page INTRODUCTION seonnnes BO GENERAL. ELECTRICAL SYSTEM .. vn QA DC Power Distribution ....n0.- 27 Battery... 212 Starter/Generator 2-13 AC Power Distribution (Series UA, UB, UC). 215 AC Power Distribution (Series UE).. 2-20 EXTERNAL POWER... . 2:39 AVIONICS MASTER POWER .. 2-40 CIRCUIT BREAKERS....... . 241 ABNORMAL INDICATIONS... . 242 Generator Inoperative...... . 2642 Battery Charge Annunciator Illuminated . 242 Circuit Breaker Tripped..... 2-42 Triple Fed Bus Fallt.....0nnnnnnnnnnnnnnnnninnnnnnnnnssnnn 2-42 FOR TRAINING PURPOSES ONLY 2<< PILOTgTRAINING MANUALS FlightSafety CHAPTER 2 ELECTRICAL POWER SYSTEMS INTRODUCTION Understanding the airplane electrical system will ease pilot workload for normal operations and during an electrical system or component failure. The pilot should be able to locate and identify switches and circuit breakers quickly, and should also be familiar with appropriate corrective actions in emergency situations. GENERAL The Electrical System section of the workbook presents a description and discussion of the air- plane electrical system and components. The electrical system is discussed to the extent neces- sary for the pilot to cope with normal and emergency operations. The location and purpose of switches, indicators, lights, and circuit break- ers are described. DC and AC generation and distribution is detailed. This section includes electrical system limits and descriptions of sys tem and component faults. Figure 2-1 shows symbols used in the electrical system schematics. HS seo, ELECTRICAL SYSTEM ‘The airplane electrical system is a 28 VDC (nom- inal) system with the negative lead of each power source grounded to the main airplane structure. Direct Current (DC) electrical power is provided by one 24 VDC, 34-amp-hour nickel-cadmium battery, and two 28 VDC, 300-amp starter/gener- ators connected in parallel. This system is capable of supplying power to all subsystems necessary for normal airplane operation. Figure 2-2 shows the location of the electrical system FOR TRAINING PURPOSES ONLY 24components. The Master Switch on the pilot's left subpanel controls battery and generator power to the airplane electrical system (Figure 23) The battery is connected to the hot battery bus. Both are located in the right center wing. Opera- tion of equipment on the hot battery bus does not depend upon battery switch position. The battery switch closes a battery bus tie and a battery relay, ‘connecting the battery to the rest of the electrical system, A circuit containing isolation diodes per- mits the battery relay to be energized by extemal power or by generator power from the center bus if battery voltage is insufficient to activate the relay. Individual generator control units regulate output to supply constant voltage to the buses, compen- sating for variations in engine speed and electrical loads. The load on each generator is indicated by left and right loadmeters on the ‘overhead meter panel. A normal system voltage of 28.25 (£0.25) volts maintains the battery at full charge. The 1900 Airliner utilizes a multi-bus system. ‘The main buses are left and right generator buses, center bus, triple-fed bus and hot battery bus. All switches in the cockpit that receive power from the center OR triple-fed buses are identified by a white ring around the switch. Electrical loads are divided among the buses as noted on the Electri- cal System Buses and Feeders Chart (Figure 2-4). Equipment is arranged so that all items with duplicate functions (such as right and left landing lights) are connected to different buses. During normal operation, all buses are automati- cally tied together, supplying power through individual protective devices. The hot battery bus is always connected directly to the battery. The triple-fed bus is powered by the battery and by both generator buses. Lefi and right generators supply power to their respective left and right generator buses. The center bus is fed by two generator buses and by the battery. All three buses automatically connect whenever the bus ties aré closed. These are shown in the DC Elec- trical System Diagram (Figure 2-15), BEECH 1900 AIRLINER PILOT TRAINING MANUAL Figure 2-1 Electrical System ‘Schematic Symbols 22 FOR TRAINING PURPOSES ONLYFlightSafety ' ' ' { t { { { 1 t ' | i i i i Bevel HED UE 225 pe Unicvecdonal HED UA. UB, UC 275 anos, Unigrectoral HED UAUB, UG, JERS amps <.MOT BATTERY BUS LEGEND ABBREVIATIONS USED LEFT EPR = EXTERNAL POWER RELAY RIGHT STR/GEN = STARTER GENERATOR BATTERY GEN CONT = GENERATOR CONTROL, US TIE EXT PWR ~ EXTERNAL POWER, INE CONTACTOR CRT BUS = CENTER'BUS UB BUS. RG = RIGHT GENERATOR STARTER RELAY LG = LEFT GENERATOR Figure 2-2 Electrical System Component Locations FOR TRAINING PURPOSES ONLY 2324 Figure 2-3 Pilot's Subpanel and Overhead Pane!—UA, UB, UC (1 of 2) FOR TRAINING PURPOSES ONLYFigure 2-3 Pilot's Subpanel and Overhead Panel—UE (2 of 2) FOR TRAINING PURPOSES ONLY 25FlightSafety BEECH 1900 AIRLINER , PILOT TRAINING MANUAL Bus volts may be individually monitored on the _cal system bus arrangement provides multiple voltmeter by sclecting the appropriate bus with power sources for all circuits. the ‘VOLTMETER BUS SELECT switch located in the bverhead panel (Figure 2-3). NOTE Figures 2-15 through 2-29 (Pages 2-24 through 2-38) represent electrical sys- tem power distribution schematics for various conditions. These illustrations will be referred to throughout this discussion. ‘The electrical system provides maximum protec- tion against electrical power loss should a ground fault occur. High current (Hall Effect) sensors, ‘bus tie'relays, and current limiters are provided to isolate a fault from its power source. The electri- —— series varus LGeNeRaron ous: 8 GENERATOR BUS: ‘Thue FeD aus: FLAP MOTOR ANTESKID (OPT) L FUEL FLOW INDICATOR FUEL FLOW INDICATOR FLAP CONTROL & INDICATOR PITCH TRIM (OPT) COW Teme INDICATOR F Olt TEMP INDICATOR Powen STEERING PROP SYNCHROPHASER OIL PRESSINDICATOR ——~AOIL_PRESS'INDICATOR ‘CONTROL (OPT) SUBPANEL, OVHO & CARE DETECTION. Rane CeMECTON Cra DETECTOR (F INST) INSTR LIGHTS { lawition POWER RIGNITON POWER AUTOFEATHER ‘CABIN INDIRECT (AISLE) {starr conTAoL START CONTROL FLIGHT INSTRUMENT LIGHTS “LIGHTS - FULL LBLEED AIR WARNING BLEED AIR WARNING ENGINE & AVIONICS INSTR” EDGE LIGHT PANELS STALL WARNING AURAL WARNING ahs NO SMOKING/FASTEN SEAT ANNUNCIATOR POWER ANNUNCIATOR INDICATOR A BLEED AlR CONTROL TSELT€ REAONG LIGHTS. LANDING GEAR WaAWNG CAND ING ien BOSS on VENTIBLOWER CONTROL —-—nlgHT GeN aus ne POWER “worm chence ‘conto. UFUEL vent HEAT eva anruice PROP GOV TEST (UB-1 THRU BLEED AIR CONTROL [BRAKE OEICE (OF) ‘CONTROL (STANDBY) UB-SeYUA- THRU URS)" GURRENT SENSE TEST exe ANTICE, ENG ANTHICE. casi Gab Press ‘CONTROL (WANN) ‘CONTROL (STANDBY) TEMP CONTROL ‘CONTROL FENG ANTIICE FUEL VENT HEAT BATTERY BUS TIE POWER | GEN BUS TE POWER [GONTAOL (MAIN) ‘AICONDMONER CLUTCH AVIONICS MASTER CONTROL" & CONTROL {GEN BUS Tle POWER STALL WARNING HEAT PLOT TURN # SUP PROT ENCOoING {Canna Liant ‘ALTERNATE STATIC HEAT WOCATOR Steerer toed ROTATING BEACON ‘STROBE UIGHTS (0>7) ‘AUTO PROP DEICE CONTROL CABIN MDRECT (AISLE) TAIL FLOOD LIGHT (OP LANDING LIGHTS ‘AVIONICS ANNUNCIATOR UGHTS » PARTIAL ENGINE AUTOMATIC. RecoGNmioN’ ROTATIONS Bu. Ae PROP DENCE UgHTs (oPT) LANOING GEAR CONTROL ——_~FUEL TRANSFER VALVE FIREWALL VALVE ENGINE AUTOMATIC Una ouaenn rua cuanery INVERTER NO. + Pao ECE {CFUEL PRESSURE FUEL PRESSURE POWER STEEANG PUMP FIREWALL VALVE wanna lesa ‘Moron (orn) IWvenTeR no. 2 1 FUEL LOW LEVEL FUEL LOW Levi No2 AMONIGS us WINDSHIELD ANTHICE WARNING Comemiat ‘END VENT BLOWER 1NO,'3 AVIONICS BUS ANTASKID PUMP ‘AFT VENT BLOWER ‘Motor (orn PROP Gov Test 1 CENTER Bus: CENTER Bus Pe eee Letitia LANDING GEAR MOTOR CONDENSER BLOWER MOTOR FUEL BOOST PUMP. PNEUMATIC SURFACE DEICE OT GATTERY BUS AND BATTERY BUS: NO. WVERTER POWER MANUAL PROP DENCE STEREO (OPT) ‘DOOR ENTRY & AISLE CMANUAL PROP DEE — “CONTROL. R NAY MEMORY (OPT, UGHTS. MANUAL PROP OEICE LENG FIRE EXTNGUSHER COCKPIT EMER LIGHTS, WINDSHIELD WIPER MOTOR FIENG FIRE EXTINGUISHER FW BAGGAGE DOOR & (GENERATOR RESET LFW. SHUTOFF VALVE WARNING LIGHTS NAV UGHTS, RF. SHUTOFF VALVE CONTROL WHEEL CLOCK ICE LIGHTS. EXTERNAL POWER RoW prOT HEATER Tax Gets ‘OvER-vOLTAGE SENSOR" YGATTERY Bu) UFurt soos pump S'nosony UaHT No.2 INVERTER POWER Figure 2-4 Electrical System Buses and Feeders—UAJUB (1 of 3) 26 FOR TRAINING PURPOSES ONLYFlightSafety [BEECH 1900 AIRLINER §PILOT@TAAINING MANUAL DC POWER DISTRIBUTION ‘Three in-flight DC power sources are available: The DC power distribution system is commonly * One 24 VDC, 34-amp-hour Nickel-Cad- called a “triple-fed” system since most buses mium Battery receive power from three sources. For this rea~ son, a back-up power source is available to most * Two 28 VDC Starter/Generators of the aircraft electrical systems. When the battery switch is turned ON, both the battery relay and the battery bus tie relay close (Figure 2-17). Battery power is routed through the battery relay to the triple-fed bus, and through SS Seis CL ‘GENERATOR aus: [A GENERATOR BUS: Fuse MOTOR LANDING UiGHT ‘anti-sxio (oe) ALTERNATE STATIC HEAT FLAP CONTROL & INDICATOR ROTATING BEACON PITCH TAIN (OPT) ‘STROBE UGHTS (OFT) POWER STEERING. ‘TAIL FLOOD LIGHT (OPT) PROP SYNCHROPHASER RUANDING UGHTS. ‘CONTROL (OPT) ENGINE AUTOMATIC ‘SUSPANEL, OVKO & RECOGNITION EVERGENCY LIGHTS (OFT) "PROP DECE INSTR LIGHTS, LIGHTS (OPT) AUIOFEATHER PR FIREWALL VALVE. (CABIN INDIRECT (AISLE) ENGINE AUTOMATIC FLIGHT INSTRUMENT LIGHTS INVERTER NO. 1 UGHTS » FULL PROP DENCE. ENGINE & AVIONICS INSTR POWER STEERING PUMP «EDGE LIGHT PANELS. | FIREWALL VALVE. GATS MOTOR (OPT) NO SMOKING/FASTEN SEAT INVERTER NO.2 BLEED AIR CONTROL NO.2 AVIONCS BUS ELT AEADING LIGHTS WINDSHIELO ANTIICE VENT BLOWER CONTROL —-_~FWD VENT BLOWER FIGHT GEN BUS TIE POWER HO. 9 AVIONICS BUS. FUEL VENT HEAT ANTLSKIO PUM? ENG ANTHICE AFT VENT SLOWER, [BRAKE DEICE (0°T) MOTOR (OPT) ‘CONTROL (STANDBY) PROP GOV TEST ‘TRIPLE FED BUS: 1 CENTER Bus: ‘A CENTER BUS: L FUEL FLOW INDICATOR ——=RFUEL FLOW INDICATOR LANDING GEAR MOTOR CONDENSER SLOWER MOTOR OIL Teme INDICATOR ROL TEMP INDICATOR FUEL BOOST PUMP. PNEUMATIC SURFACE OEICE {COIL PRESS INDICATOR ROK PRESS INDICATOR NO. 1 INVERTER POWER, [MANUAL PROP DEICE {FIRE DETECTION RARE DETECTION MANUAL PROP OFICE ‘CONTROL LCIGNION POWER IGNITION POWER ALWANUAL PROP DEICE START CONTROL START CONTROL ‘WINDSHIELD WIPER MOTOR {BLEED AIR WARNING. OLEED AR WARNING GENERATOR RESET ‘STALL WARNING AURAL WARNING NAV LIGHTS, |ANNUNCIATOR POWER ‘ANNUNCIATOR INDICATOR We LIGHTS LANDING GEAR WARNING LANDING GEAR POSITION ‘Tax LIGHTS HORN SILENCE. ‘CONTROL FUEL B00ST PUMP: cOcKPIT VOICE 1 BLEED AiR CONTROL 1NO. 2 INVERTER POWER, "RECORDER (OPT) (CURRENT SENSE TEST ‘CABIN TEMP CONTROL CABIN PRESS CONTROL, BATTERY GUS TIE POWER GEN BUS TIE POWER AVIONICS MASTER CONTROL 8 CONTROL. WOT BATTERY BUS ANO BATTERY BUS: PILOT TURN & SUP PILOT ENCODING INDICATOR ALTIMETER (OF) STEREO (OPT) DOOR ENTAY & AISLE [AUTO PHOP DEICE CONTROL CABIN INDIRECT (AISLE) LAV MEMORY (OPT) uGiTs AVIONICS ANNUNCIATOR UGHTS - PARTIAL CENG FRE EXTINGUISHER COCKPIT EMER LIGHTS NO. 1 AVIONICS BUS, LPITOT MEAT ENG FIRE EXTINGUISHER FWD BAGGAGE DOOR & LANDING GEAR CONTROL FUEL TRANSFER VALVE LF. W. SHUTOFF VALVE WARNING UGHTS FUEL QUANTITY ‘FUEL QUANTITY RFLW. SHUTOFF VALVE CONTROL WHEEL CLOCK (FUEL PRESSURE FUEL PRESSURE EXTERNAL POWER. RLM pITOr HEATER WARNING ‘WARNING COVER-VOLTAGE SENSOR (BATTERY BUS) 1 FUEL LOW LeveL R FUEL LOW LEVEL & ADWSORY LIGHT WARNING WARNING Figure 2-4 Electrical System Buses and Feeders—UC (2 of 3) FOR TRAINING PURPOSES ONLY 27nee Series UE GENERATOR BUS: FLAP CONTROL 8 INDICATOR Ose wneel STECAING Gontace (221) : auroreaTien POGHT NGTAUMENT UGHTS ENGINE # AVIONS NBT® UKs a auteD am conten. ‘Your eLower contro. CPUeL Ven HEAT ‘raxe Dace OPN) Cane antiice ContAoe (wan RENG ANTLICE Cowra ean Gan GUS Te BOWER EC UAwonG Lit Uihenne automate. aor Dee AR EREWALL VALVE INwERTER WO. POWER STEEAING PUMP ‘MOTOR (O°7) uoja avons Bus PHO VENT BLOWER ‘Moron om WmnoBHIELD ANTIACE Funwisrin@ conrmoL ioP7) CRUX TUEL TRANSFER Pome ANT-COLLSION UCT FLASHING. BEECH 1900 IRLINER rex rama conn, PROP SYNCAROPHASER ‘SUsPaNeL OvHO & ‘CAB INOIFEET AISLE) curs. FUL. EDGE UGHT BrwELs READING LIGHTS. RIGHT GEV AUS Te POWER LBve ant ice ‘CONTROL (STANOBYY Rene antiice {CONTHOL (STANOEY) FUEL VENT *eaT SR CONDITIONER CLUTEM ACTenwate Srante Wear LANDING UA R ENGINE AUTOMATE Pao peice L AREWACL vauve wenTen NO. Rwmosweto anziice ho} avionics ous afi vet acowen MODiFURIISHINGS POWER Plaux FucL TRANSFER eMtAGENCY UsH7S (91) SXTECOLLsION LIGHT - ‘stnoge (on pag COPLST PHONE SECONDARY NAVIGATION LGHT TRIPLE FED BUS: {FURL stow moicatos Lu pase inocaron Une oerecton CSianr conan Leteeo AA Waning STALL WARREN. Sarten® 2S Tle POWER uIONICS Hast =A CONTROL Auto Bao? oxce CONTROL ‘Raowics ANNUNCIATOR Noor Ananies Bu (CRUEL Pnescune PRORELLER TACHOMETER: Lrunane Tachoueren uooen Boast Teh gus rie powen LITT Ue9& AFTER FUEL FLow NOCATOR RS press woccaraa BLEED Am Wathen URAL ARRING | ALEED in CONTROL, GuRRENY SENSE TEST GhBN baess CONTROL Por encoone. “AtaMeTe= (OP Revel auanmiiy PR FveL presune ‘NARNNG DROBRLLER TACHOMETER NSTAUMENT MOREY Lent. Svensrees Seuson PITT (UEs9 8 AFTER) PILOT TRAINING MANUAL | cere ous: anon cean woror FUEL Gost puNP. NO. 1 WYERTER POWER CONDENSER BLOWER UOTOR Sueumaric SUaeACE BEIGE MANUAL PROP O8CE ‘nOsmietD wiPER MOTOR GeneRaron weset NAV UGHTS [PB Ice vents Fant UGS (Suet goosr eume NonToR Wor BATTERY Bus steA0 ;097 na MEMORY (097) Cine Fine exe SHER Beng Fme exrmausonen CE, SHUTOFE VALVE. FW SHUTOFE VALVE (OvER VOLTAGE SENSOR SaowgoRY UGHT DOOR ENTRY ‘cocker EMER Gers oNTAOL WHEEL CLOCK. CABIN LOKONG Lents Gango-commantnent curs SATTERY ous. Figure 2-4 Electrical System Buses and Feeders—UE (3 of 3) 28 FOR TRAINING PURPOSES ONLY FlightSafety Revision 1the battery bus tie relay to the center bus and to both starter relays. Battery power is now avail- able for starting either engine. Neither generator bus is yet powered since the generator bus ties are normally open until a generator is brought on line, Power can be provided to generator buses, if desired, by manually closing the GEN TIE switch. However, generator bus power is not required for engine start. After either engine has been started, and a gener- ator switch has been moved to RESET, the Generator Control Unit (voltage regulator) will bring the generator up to voltage. Releasing the springloaded switch to the center ON position closes the generator line contactor and both gen= erator ties, automatically supplying power through two 250-amp current limiters (UA, UB, UC to both generator buses. Generator output will then be routed through the center bus and through the battery bus tie to permit battery charging. As soon as one generator is providing power to the electrical system, the opposite gen- erator bus and the triple-fed bus are also powered, supplying 28 VDC power to all air- plane systems (Figure 2-20). When both generators are operating, each gener- ator directly feeds its respective generator bus. The generator buses, hot battery bus, and battery are tied to the center bus. The triple-fed bus receives power from the battery and from each generator bus. Three 60-amp current limiters and three diodes provide fault isolation protection for the triple-fed bus. Bus Tie System The electrical system is protected from exces- sively high current flow by the bus tie system. ‘Three current sensors and their associated bus tie relays are electrically connected through a solid- state control circuit board. The current sensors (known as Hall Effect Devices) are located between both generator buses and the center bus, and between the battery and the center bus. The current sensors serve only to isolate a bus from the rest of the electrical system without any action by the pilot. The control circuit board also permits a functional check of the current sensor BEECH 1900 AIRLINER FlightSafety system by checking their ability to sense a ground fault and open their respective bus tie relays. A current flow of at least 275 (45) (325 UE) amps instantly activates an‘internal solid-state switch within the sensors, causing them to open their associated bus tie relays. Once activated, the sensors prevent the bus tie relays from closing until the circuit is reset. When a bus tie opens, the control relay will illuminate the appropriate GEN TIE or BAT TIE OPEN annunciator. After a bus tie relay is activated by a fault, it may be reset by momentarily pressing the BUS SENSE-RESET switch on the pilot's left subpane. ‘Two switches on the pilot's left subpanel control the bus tie system. One switch, placarded BUS SENSE-TEST-RESET, is spring loaded to the center NORM position. Pressing the switch to TEST connects bus voltage to each current sen- sor test circuit (Figure 2-24), causing test current to travel directly through the Hall Effect sensing device. The solid-state sensor switch energizes the control relay and opens the bus tie relays, illuminating GEN TIE OPEN and BAT TIE OPEN annunciators. The reaction time of the sensor modules is approximately 0.010 seconds for generator current sensors and 0.120 seconds for the battery current sensor. Only momentary activation of the TEST switch is required. Volt- age is continuously applied to the test circuit when the switch is held in TEST; therefore, pro- longed application of test voltage will damage or destroy the sensor module. Momentarily activating the switch to RESET deenergizes the control relays, closes the bus tie relays, and extinguishes the annunciators. Located adjacent to the bus sense switch, the generator bus tie control switch is placarded GEN TIES-MAN CLOSE-OPEN. The GEN TIES control switch must be lifted out of the lever-locked NORM position to either OPEN or MAN CLOSE. The switch locks in OPEN, but springs back to NORM from MAN CLOSE, and manually controls only the generator bus tie relays. Manually closing the generator bus tie relays connects generator buses to the center bus, 1 tte FOR TRAINING PURPOSES ONLY 29and permits battery power to feed the entire elec- trical system (Figure 2-18), Momentarily placing the GEN TIES switch in CLOSE completes a latching circuit, closing both generator bus ties, and illuminating the MAN TIES CLOSE annunciator. The generator bus tie relays cannot be manually closed if the ‘opened due to a ground fault; however, reset may be attempted with the BUS TIES-TEST-RESET switch by momentarily placing the switch to RESET. When the generator ties are already closed, the GEN TIES switch can be used to open the gener- ator bus ties. When the GEN TIES switch is positioned to OPEN, power is removed from the generator bus tie relay circuit. | BEECH 1900 AIRLINER PILOT TRAINING MANUAL FlightSafety Bus Isolation Automatic bus isolation capability is provided by high current sensing devices (Hall Effect Devices) which protect generator and center buses. If excessive current flow is sensed, the HED opens its associated bus tie, isolating that particular bus from its power source. The two remaining buses continue to operate as a system. Current sensors are deactivated during engine starts to prevent high current flow from opening the bus ties when the starter is energized. Series UA, UB, UC ‘A 250-amp current limiter (large slow-blow fuse) is located in the circuitry between the center bus and each of the generator buses. Since HED's sense high current in only one direction, current limiters are needed to provide protection for cur- rent flow in the opposite direction. If an overcurrent situation causes a current limiter to open, it also will cause bus isolation. Figure 2-5 Right Circuit Breaker Panel—UA, UB, UC (1 of 2) 2-10 FOR TRAINING PURPOSES ONLYie Series UE . In the UE Series, the 250-amp current limiters have been removed and the HED's in the genera- tor cireuits have been changed to bidirectional 325-amp units, If an overcurrent situation occurs, ‘one or both of the generator ties will be opened (ue-1 THRU UE-921 ECH 1900 AIRLINER § PILOT STRAINING MANUALS causing bus isolation. The operation of the bat- tery tie HED remains the same as earlier models, Current protection for the triple-fed bus is pro- vided exclusively by 60-amp current limiters Triple-fed bus isolation will occur only if all three of these limiters open (Figure 2-26). ; (UE-93. AND AFTER) o 1Ol1Or vi 10] 11h A a of OOOO OO Figure 2-5 Right Circuit Breaker Pane!—UE (2 of 2) wage FOR TRAINING PURPOSES ONLY 24Load Shedding The electrical system features automatic load shedding capability. When the battery is the only power source, the system automatically isolates both generator buses. If both generators are secured (or fail), both generator bus ties open, shedding all electrical loads on the generator buses (Figure 2-25). The battery will continue to power the center, triple-fed, and hot battery buses. If necessary, power to the generator buses can be restored by manually closing the generator ties. However, if both generators have failed in flight, manually closing the generator bus ties will cause the battery to discharge at a much faster rate. If, for any reason, it becomes necessary to close the generator ties, they should be opened again as soon as practical to conserve battery power! Without an operating generator, the bat- tery cannot be recharged in flight. BEECH 1900 AIRLINER PILOT TRAINING MANUAL BATTERY The 20-cell, nickel-cadmium (Ni-Cad) battery is located in the right center wing in an air-cooled box (Figure 2-6). The battery relay and charge monitor shunt are mounted in the battery com- partment immediately forward of the battery. Power to the main electrical buses is routed from the battery through the battery relay and battery bus tie, both controlled by the BAT-ON-OFF switch on the pilot's left subpanel. Some aircraft systems are powered directly from the hot battery bus, and can be operated without turning the battery switch on; however, when ‘generators are not on line, these systems should be used sparingly to prevent excessive battery discharge, A battery charge monitor system advises the pilot of battery charge/discharge status. A charge rate of more than 7 amps, for 6 or more seconds, will trigger the ycllow BATTERY CHARGE annun- ciator light. Figure 2-6 Battery 212 FOR TRAINING PURPOSES ONLY‘The BATTERY CHARGE annunciator may be illuminated for short intervals when heavy elec- trical draw items are cycled. For example, following a battery-powered engine start, normal rapid charge rates cause the BATTERY CHARGE annunciator to be illuminated, provid- ing automatic self-test of the battery charge monitor system. As the battery approaches its fully-charged level, and charge current decreases to a preset level, the annunciator will be extin- guished. This will normally occur within a few minutes after engine start; however, longer charg- ing times may be required if the battery has a low state of charge, low charge voltage per cell, or Jow temperature. On UC-59 and after, and UE-1 and after, a battery ammeter is fitted in the over- head panel. Procedures for monitoring battery condition with the battery charge monitoring system are out- lined in the POH/AFM Normal Procedures section, FlightSafety STARTER/GENERATORS The starter/generators are dual-purpose, engine- driven units (Figure 2-7). The same unit func- tions as a starter during engine starting and as a generator when supplying electrical power. A series starter winding is used during starter oper- ation, and a shunt field winding is used during ‘generator operation. Regulated generator output, is 28.25 (£0.25) volts, and 300 amps maximum continuous load, Starter power to each individual starter/generator is provided from the center bus through a starter relay. During engine starts, the battery is con- nected to the starter/generator by the staiter relay. With one engine running and its generator on line, the operating generator can be used to assist the battery in starting the opposite engine. This is called a generator cross-start. Normally the first engine is started on battery power alone, and the second engine is started using a generator- assisted cross-start. Figure 2-7 Starter Generator FOR TRAINING PURPOSES ONLY 213‘The starter tums the engine compressor through accessory gearing, and is controlled by left or right engine ignition switches. Both switches, located on the pilot's left subpanel are placarded IGNITION AND ENGINE START, ON-OFF- STARTER ONLY. Actuating the switch to either position energizes the starter through the start relay. The generator control relays disable the field shunt and prevent generator operation dut- ing the start cycle. During a cross-start (Figure 2-21) the operating Generator Control Unit will control generator ‘output fo approximately 400 amps, preventing ‘transient surges ftom opening the 250-amp cur- rent limiter (UA, UB, UC). In addition, whenever a starter is selected, all bus tie sensors are deacti- vated to prevent bus tie relays from opening. To prevent damage to starter motors, starter oper- ation time limitations must be observed. Consult the POH/AFM for starter cycle limitation appli- cable to the mode! being operated. DC Generation ‘The generator system consists of the starter/gen- erator units, generator control switches, generator control units (GCUs), line contactors and loadmeters. Generator switches, labeled OFF, ON, and RESET, are located on the pilot's left subpanel next to the battery switch. The generating system is self-exciting and does not require electrical power from the aircraft electrical system for operation. The system uses generator residual voltage for initial generator buildup. ‘Two generator control units, mounted below the center aisle floor, regulate generator output and provide constant bus voltage during variations in engine speed and electrical load requirements. When both generators are operating, generator control panels should balance electrical loads between the two generators within 10 percent. Generators are manually connected to voltage regulating circuits by GEN 1 and GEN 2 control switches on the pilot's left subpanel. Each gener- 244 {BEECH} 1900 AIRLINER APILOTsTRAINING MANUAL FlightSafety ator’s load is indicated separately on its respective loadmeter in the overhead meier panel. The generator control units (GCU) provide the following functions: 1. Voltage regulation and line contactor control 2. Overvoltage and overexcitation protection 3. Paralleling/load sharing 4. Reverse-current protection 5. Line contactor control 6. Cross-start current limiting Voltage Regulation and Line Contactor Control The generators are normally regulated to 28.25 (£0.25) VDC. When the generator control switch is held in RESET, generator residual voltage is applied through the GCU to the generator shunt field causing the generator output voltage to rise. As generator output approaches the 28 VDC reg- ulator setting, the voltage regulator circuit begins controlling the generator shunt field to maintain a constant output voltage. The voltage regulator circuit varies shunt field excitation, as required, to maintain a constant 28 VDC generator output for al] rated conditions of generator speed, load and temperature. Releasing the generator control switch from reset to ON applies generator voltage to the GCU, and closes the line contactor control circuit. The GCU compares generator output voltage to air- craft bus voltage. If generator output voltage has risen to within 0.5 volts of the aircraft bus, the GCU will output a signal to the line contactor which will close and connect the generator to the aircraft bus (Figure 2-20). In addition, the line contactor control signal closes both generator bus ties, connecting the center bus and the generator ‘buses. With the bus ties closed, the generator can recharge the aircraft battery and provide power to all aircraft electrical loads. FOR TRAINING PURPOSES ONLYDuring single-generator operation, the GCU ‘opens the line contactor and isolates the inopera- tive generator from its bus. Overvoltage and Overexcitation Protection ‘The GCU provides overvollage protection to pre- vent excessive generator vollage from being applied to aircraft electrical equipment. If either generator output exceeds the maximum allow- able 32 volts, that generator will attempt to absorb all aircraft electrical loads. The overexci- tation circuits of the GCU will detect which generator is producing excessive voltage, and will disconnect that generator from the electrical system. Paralleling/Load Sharing ‘The paralleling circuit averages the output of both generators to equalize load levels. The par- alleling circuits of both GCU's become operative when both generators are brought on line. The paralleling circuits sense generator field voltages to compare the loads of boih generators. The voltage regulator circuits then increase or decrease individual generator loads until both ‘generators share the load equally. The GCU's are designed to balance loads to within 10 percent when above 25% on the load meters. Reverse-Current Protection If, for any reason, a generator is unable to supply at least 28.25 (+.25) volts to its bus, it will begin to draw current from the aircraft electrical sys- tem, The generator with higher output voltage will attempt to feed the underexcited generator (reverse current) If the GCU senses reverse cur- rent in the generator field, it will protect that generator by opening its line contactor. Cross-Start Current Limiting During cross-start, when the starter motor is engaged, a signal from the starter control switch is applied to the GCU of the operating generator. et BEECH 1900 AIRLINER § PIL OTgTRAINING MANUALS FlightSafety ‘The GCU's cross-start current limiting circuit reduces operating generator output to protect the 250-amp current limiter (Series UA, UB, UC. AC POWER DISTRIBUTION (SERIES UA, UB, UC) ‘Two solid state inverters (Figure 2-8) supply AC power for avionics and for AC-powered engine instruments. Only one inverter is in use at a time in Series UA, UB, UC aircraft, and either inverter will provide both 115 volts, 400 Hz for a equipment and 26 volts, 400 Hz for applicable engine instruments and some avionics. Output of the standard inverter is 250 volt-amps. Optional inverters with higher volt-amp ratings are available, The inverters are installed in the upper aft area of cach nacelle. Inverter operation is controlled by the INVERTER NO. 1-OFF-NO. 2 select switch on the pilot's left subpanel. The switch actuates an inverter power relay, supplying the selected inverter with DC power. When DC power is sup- plied, an inverter select relay provides the necessary switching to permit the operating inverter to supply 26 VAC avionics and instru- ment power, and 115 VAC avionics and test jack power. The inverter select relay is energized when the number one inverter is selected (Figure 2-9). It is deenergized when the inverter switch selects inverter number two of off. FOR TRAINING PURPOSES ONLY 215Dual sources of DC input power are available to each inverter. The power select relay for each inverter automatically selects inverter power from its respective generator bus, or from the center bus if the generator bus is not powered. ‘When battery power is applied to the center bus prior to engine start (Figure 2-11) inverter power is available to the power relay of each inverter through the normally closed contacts of an inverter power select relay. FlightSafety [BEECH 1900 AIRLINER BPILOTsIRAINING MANUALS A failure of one inverter power source will not cause loss of the selected inverter. During normal operation, the inverter power select relay is ener- gized, supplying power from the generator bus through a circuit breaker on the copilot's circuit breaker panel. If a fault interrupts power to that bus, the power select relay will deenergize, auto- matically supplying inverter input power from the center bus. wo. 2 vernon A 06 a Sa sae Figure 2-8 Inverter Schematic 2G FOR TRAINING PURPOSES ONLYFlightSafety Condition 1. POWER ON GENERATOR BUSES. Number 1 inverter selected. Figure 2-9 Inverter Schematic—Condition 1 FOR TRAINING PURPOSES ONLY 217be FlightSafety Condition 2. POWER ON GENERATOR BUSES. Inverters to be powered by generator feeder buses. so 2 mama Figure 2-10 Inverter Schematic—Condition 2 2418 FOR TRAINING PURPOSES ONLY. FlightSafety Condition 3. NO POWER ON GENERATOR BUSES. Inverters to be powered by alternate feeder buses. sa. 2 warn Figure 2-11. Inverter Schematic—Condition 3 FOR TRAINING PURPOSES ONLY 219AC POWER DISTRIBUTION (SERIES UE) The solid state inverters (Figure 2-12) supply AC power for the EFIS System, selected avionics and the Engine Torque gauges (UE-1 thru UE-92). Both inverters are utilized at all times during nor- mal operations. The standard inverters are rated at 250 volt-amp, 115 volt, 400 Hz for avionics equipment and 26 volt, 400 Hz for applicable engine instruments and some avionics. Optional inverters with higher volt-amp ratings are available. In the case of an inverter failure, action can be taken by the pilot to transfer all of the items on the failed bus to the operational inverter without loss of any operational capability (Figure 2-13). Dual sources of DC input power are available to each inverter. The power-select relay for each inverter automatically selects inverter power from its respective generator bus, or from the cenler bus if the generator bus is not powered. ‘When battery power is applied to the center bus prior to engine start, inverter power is available to the power telay of each inverter through the normally closed contacts of the inverter power- select relays. A failure of one inverter power source will not ‘cause loss of the inverter. During normal opera- tion, the inverter power-select relay is energized, supplying power from the generator bus through a circuit breaker on the copilot’s circuit breaker panel. If 2 fault interrupts power to that bus, the power-select relay will deenergize, automatically supplying inverter input power from the center bus. In the case of a dual generator failure, both inverters will receive DC power from the center bus and the AC SHED buses will be activated (Figure 2-14). This reduction in AC power requirements, along with AC bus transfer action taken by the pilot, will result in reducing the DC power requirement. The AFM should be con- sulted for equipment lost during AC SHED bus operation. BEECH 1900 AIRLINER PILOT TRAINING MANUAL FlightSafety NICAD BATTERY CONDITION CHECK USING LOADMETER (GROUND OPERATION ONLY) Following an engine start, battery recharge cur- rent is very high causing normal illumination of the BATTERY CHARGE annunciator. The annunciator should extinguish within five min- utes. If it does not extinguish, or if it should reappear, battery charge current should be moni- tored until the annunciator does extinguish. For those aircraft without a battery ammeter, use the following procedure to determine the battery charge current. Do not use this procedure if the Battery Charge Annunciator has illuminated in flight, but refer to the POH/AFM Abnormal Checklist for in-flight procedures. 1. One Generator—OFF 2, Volimeter Bus Select Switch—BATT (Read 28 volts) 3. Momentarily turn the battery switch OFF, noting change in loadmeter indication. 4, The change in loadmeter indication is the battery charge current and should be no more than 2.5 percent (only perceivable needle movement). If the results are unsatisfactory, repeat the check until the charge current decreases to less than 2.5 percent. Battery condition can also be checked on the ground before engine shutdown, With the volt select switch in BATT, the voltmeter should indi- cate 28 volts. Momentarily turn the battery switch off, noting the change in loadmeter indi- cation. If the change value exceeds 2.5 percent, allow the battery to charge, repeating the check every 90 seconds. The change in loadmeter indi- cation (the amount of needle defiection) is directly proportional to battery changing current. A change value of 2.5 percent is indicated by very little needle movement, since full-scale deflection represents a relative load value of 100 percent. If the change value is not less then 2.5 percent within three minutes, remove the battery and have it checked by a qualified nickel cad- mium battery shop. 2-20 FOR TRAINING PURPOSES ONLY(€N seves) No sseeAul—oneweyos OV Z1-z einBI4 FlightSafety 2-21 FOR TRAINING PURPOSES ONLYFlightSafety (3/N sees) sejsued soyeAu] | “ON—ONeWIOYOS OY £1-z eINBI4 FOR TRAINING PURPOSES ONLY 2-22FlightSafety (an seve) peys peol—onewouos OV p1-z enBiy | ger meer <5 ‘ao : oe ag oi) | wl = ee aE ae [amt oe wean [}s. “all ey all =e —Te views ff ae FOR TRAINING PURPOSES ONLY7 FlightSafety ‘The following figures represent various configurations of the electrical system. Figure 2-15 DC Electrical System Diagram 224 FOR TRAINING PURPOSES ONLYye FlightSafety Figure 2-16 DC System—Battery OFF FOR TRAINING PURPOSES ONLY 2-257 FlightSafety Figure 2-17 DC System—Battery ON 2-26 FOR TRAINING PURPOSES ONLYy- FlightSafety Figure 2-18 DC System—Generator Ties Man Closed FOR TRAINING PURPOSES ONLY 227FlightSafety To.enenaron = To.mERATOR pore T pier} Figure 2-19 DC System—RH Engine Start 2-28 FOR TRAINING PURPOSES ONLYyr FlightSafety Figure 2-20 DC System—RH Generator ON FOR TRAINING PURPOSES ONLY 2-29FlightSafety Figure 2-21 DC System—LH Engine Cross Start 2-30 FOR TRAINING PURPOSES ONLYFigure 2-22 DC System—Both Generators ON FOR TRAINING PURPOSES ONLYFlightSafety ‘BEECH 1900 AIRLINER PILOT TRAINING MANUAL 3 Figure 2-23 DC System—Generator Ties OPEN 2-32 FOR TRAINING PURPOSES ONLYFigure 2-24 DC System—Bus Sense Test FOR TRAINING PURPOSES ONLY 2-33as FlightSafety Figure 2-25 DC System—Both Generators Failed 2-34 FOR TRAINING PURPOSES ONLYFlightSafety Figure 2-26 DC System—RH Generator Bus Short FOR TRAINING PURPOSES ONLY 2-35pl FlightSafety Figure 2-27 DC System—Center Bus Short 2-36 FOR TRAINING PURPOSES ONLYFlightSafety Figure 2-28 DC System—TFB Short FOR TRAINING PURPOSES ONLY 2-37Figure 2-29 DC System—External Power Applied 2-38 FOR TRAINING PURPOSES ONLYEXTERNAL POWER External power can be supplied to the aircraft electrical system through an external power receptacle, located under the aft portion of the left nacelle. When external power is connected, a relay in the external power sensor will close only if correct polarity is sensed (Figure 2-29). Whenever an external power plug is connected to the receptacle the green (white - UE) EXTER- NAL POWER annunciator will illuminate, whether or not the extemal power unit is ON. ‘The external power switch on the pilot's left sub- panel closes the external power relay. A high- voltage sensor prevents the external power relay from closing if external power is above 32 (0.5) volts DC. When the switch (placarded EXT PWR - OFF) is moved to EXT PWR, external power enters the aircraft electrical system, and closes both generator bus tie relays. The entire electrical system, including the starters, is then powered, ‘When the external power plug is connected to the aircraft, voltage can be monitored by rotating the VOLTMETER SELECT switch in the overhead panel to the EXT PWR position. External power voltage can be monitored with the external power switch in any position. The external power source should be capable of, delivering adequate power for aircraft starts. Using an inadequate ground power unit can cause voltage drop, which may cause the starter to intermittently drop off-line resulting in relay chatter and possible welded contacts. Prior to attempting an external power start, aircraft elec- trical loads should be reduced to the minimum level practical. Observe the following precautions when using an external power source: 1, When an external power source is used, ascertain that the auxiliary power unit has a minimum capacity of 1000 amps (intermit- tent) and 300 amps (continuous) output at 28.0 to 28.4 VDC. Never connect an external power source to the airplane unless the air- BEECH 1900 AIRLINER PILOT TRAINING MANUALS FlightSafety craft battery indicates a charge of at least 20 volts. Use only an auxiliary power source that has a negative ground. If the polarity of the power source is unknown, use a voltmeter to deter- mine polarity before connecting the unit to the airplane. If the ground power unit is not fitted with a standard AN-type plug, the polarity of the plug must be checked. The positive lead from the ground power unit must be connected to the center post of the external power receptacle; the negative lead must be connected to the front post, and a positive voltage of 24 to 28 VDC must be applied to the small polarizing pin . Be sure the external power unit is turned off before connecting it to the aircraft. In addi- tion, all radio equipment, the battery switch, the external power switch and the generator switches should be off. Generators should remain off until auxiliary power has been disconnected. Because avionics master power relays must be energized to remove power from avionics equipment, the battery should be on before external power is used for engine starts. In addition to protecting avionics from transient electrical surges, the battery will provide a backup source of power during the start cycle. If the battery is removed from the air- plane, or ifthe battery switch is off, a battery should be connected in parallel to the exter- nal power unit prior to energizing ground power. If battery voltage indicates less than 20 volts, the battery must be recharged or replaced before using external power. External power voltage must be regulated to * 28.0 to 28.4 volts before it is plugged in to the external power receptacle. Voltages higher than 30 volts over extended time peri- ods can damage the battery. The overvoltage sensor will prevent external power from feed- ing the electrical system if voltage is greater than 32 (+.5) volts. FOR TRAINING PURPOSES ONLY 2.39FlightSafety A Sey [BEECH 1900 AIRLINER PILOT gTRAINING MANUAL EEF ‘The following list outlines basic procedures for AVIONICS MASTER using external power for engine starts. These pro- cedures are detailed further in the Normal POWER Procedures section of the POH/AFM. Each navigation and communication radio unit 1, Turn the battery switch ON. has its own on-off switch; however, for pilot con- venience and to prevent wear on individual 2. Connect external power; check EXT PWR switches, an avionics master power switch is annunciator illuminated. installed on the pilot’ left subpanel. 3. Tum the external power unit ON; check volt- The switch is powered through the Avionics Mas- meter reading in EXT PWR position, ter circuit breaker on the copilot’s circuit breaker F panel (Figure 7-34). If all avionics drop off-line, 4, Turn the external power switch ON. but the circuit breaker does not trip, the trouble could be in the Avionics Master switch. Radios can be returned to service by pulling the Avionics Master circuit breaker. An Avionics Master Power schematic is shown in (Figure 2-30). 5. Monitor external power voltage on the over- head panel voltmeter. 6. Observe BAT TIE OPEN and GEN TIES OPEN annunciators extinguished. Use the volt- meter selector switch to check that external power is supplied to all buses. Avionics are available in a variety of packages specific to each airplane installation. Refer to vendor supplements and to the Avionics Section of this workbook for details of the avionics system. Generator sus re FeO) 104) na) 7 od pe 280 250 avronies vious) wus ous Figure 2-30 Avionics Master Power Schematic 2-40 FOR TRAINING PURPOSES ONLY2 ea CIRCUIT BREAKERS Both AC and DC power are distributed to aircraft systems through two separate circuit breaker panels which protect most components in the ait- plane. Bach circuit breaker is stamped with its amperage rating. The small circuit breaker panel, below the fuel management gages, contains cir- cuit breakers for the fuel system (Figure 2-31). The main circuit breaker panel is located to the right of the copilot (Figure 2-32). FlightSafety $9 BEECH,1900 AIRLINER BLOT TRAINING MANUAL ‘The copilot’s circuit breaker panel contains breakers for major engine-related systems, all avionics components, environmental system, lights, annunciator warning systems, and some Jow current draw systems. Circuit breakers for the electrical distribution system are also on this panel. Detailed procedures for tripped circuit breakers, and other electrical system malfunctions are found in the POH Abnormal Procedures section. eka pale, “ec FOR TRAINING PURPOSES ONLY 2-41ABNORMAL INDICATIONS Electrical fires are covered in the POH/AFM Emergency Procedures section. Abnormal elec- trical system situations are described in the POH/AFM Abnormal Procedures section. For all authorized procedures refer to the POH/AFM. However, the following descriptions illustrate some representative situations. GENERATOR INOPERATIVE Ifan L DC GEN or R DC GEN caution annunci- ator illuminates flight, turn that generator OFF. Wait one second, then move the switch to RESET for one second, then ON. If the generator will not reset, turn it off and rely on the other operating generator. Monitor the loadmeter to ensure generator loads remain below 100 percent. Figure 2-33 Generator Annunciator Lights If either loadmeter exceeds the 100 percent max- imum limit, turn the battery switch off and monitor the ioadmeters. If either loadmeter cor tinues to indicate more than 100 percent, turn off all nonessential electrical equipment. If the read- ings then fall below 100 percent, turn the battery switch back on. Continue to monitor the loadme- ters for the remainder of the flight. FlightSafety PILOT TRAINING MANUAL, BATTERY CHARGE ANNUNCIATOR ILLUMINATED In-flight illumination of the BATTERY CHARGE annunciator indicates an above-nor- mal charge current and a possible battery malfunction. See POH/AFM Normal Procedures for complete battery condition check procedures. An amperage of 7 amps or more for six seconds will activate this light. Figure 2-34 Battery Charge ‘Annunciator Light CIRCUIT BREAKER TRIPPED Ifa system draws excessive current through its circuit breaker, the circuit breaker will trip. Resetting a tripped circuit breaker can cause fur- ther damage to a component or system. If a non- essential circuit breaker on either circuit breaker panel trips during flight, do not reset it. If the tripped breaker protects an essential system, such as avionics, wait a few seconds and reset it. If it fails to reset, DO NOT attempt to reset it again. TRIPLE FED BUS FAULT A triple fed bus fault is not indicated by an annunciator, but can be determined by using the voltmeter selector switch. Ifa triple-fed bus fault exists, the voltmeter will indicate zero volts when TPL BUS is selected with the volt select switch. Reset capability is not provided for this situation, however, the pilot can determine inoperative components by referring to the Power Distribu- tion Schematic. 2-42 FOR TRAINING PURPOSES ONLYECH (1900 AIRLINER, CHAPTER 3 LIGHTING CONTENTS Page 34 a BA INTRODUCTION ... DESCRIPTION. COCKPIT LIGHTING 33 CABIN LIGHTING....... EXTERIOR LIGHTING... Series UA, UB, and UC. Series UE... 33 33 33 33 FOR TRAINING PURPOSES ONLY siINTRODUCTION BEECH 1900 AIRLINER BPILOTsTRAINING MANUAL FlightSafety CHAPTER 3 LIGHTING The Beech 1900 Airliner lighting system consists of cockpit-controlled interior and exterior lights. Interior lights are in the cockpit and passenger cabin. Exterior lighting consists of navi- gation lights, entry and exit threshold lights, and cargo area lights. DESCRIPTION The lighting system contains independently oper- ated circuits that light the following areas of the aircraft: © Cockpit © Passenger compartment Entrance and exit areas, © Cargo area © Aircraft exterior te Interior lights in the cockpit illuminate the flight instruments. Reading lights and exit lights are in the passenger cabin. Exterior entrance, exit, and cargo area lights illuminate the airstair and cargo area. The exterior lights improve aircraft visibil- ity, both on the ground and in flight, to enhance traffic avoidance. FOR TRAINING PURPOSES ONLY oHEECH, ‘AIRLINER BP \LOTsTRAINING MANUALS Figure 3-1 Overhead Light Control Panel (Series UA, UB, and UC) [cosas at ce we Togs) i Figure 3-2. Exterior Lights Group (Series UA, UB, and UC) 32 FOR TRAINING PURPOSES ONLYCOCKPIT LIGHTING An overhead light control panel, easily accessible to both pilot and copilot, controls all cockpit lighting systems (Figure 3-1). Each light group has its own rheostat switch placarded BRT - OFF Although each light group has its own rheo- stat to control light intensity, the master panel light switch, placarded ON ~ OFF, can be used to simultaneously control the following: pilot and copilot flight lights, subpanel, sidepanel, over- head flood, avionics panel and instrument indirect. CABIN LIGHTING Cabin lighting is controlled by three switches in the overhead panel placarded CABIN LIGHTS. Cabin incandescent lighting is controlled by a three-position switch placarded CABIN - FULL = PARTIAL ~ OFF. In the partial position, only four of the cabin lights illuminate (this switch position receives power from the HOT BATT BUS). Passenger reading lights are controlled by a two- position switch placarded READING ~ ON ~ OFF. When the reading light switch is on, in vidual reading lights can be controlled by each passenger. However, if necessary, the pilot can use the switch to extinguish all passenger lights from the cockpit. A switch to the right of the reading light switch activates the NO SMOK- ING/FASTEN SEAT BELT signs and accompanying chimes. This three-position switch is placarded NO SMOKE & FSB - FSB - OFF (UA, UB, UC). ‘The threshold lights at the passenger entryway are controlled by a two-position switch on the side of the third step of the airstair door. The con- trol switch is connected to the hot battery bus and is usable whether or not the battery switch is turned on. When the door is closed, a microswitch in the locking mechanism will extinguish the lights. However, care should be taken not to leave the door open with the light switch on, since it will cause the battery to be discharged. [BEECH 1900 AIRLINER PILOT STRAINING MANUALS FlightSafety Cargo compartment lights are controlled by a two-position switch just inside the cargo door at floor level. The three cargo compartment lights are also connected to the hot battery bus, and the ights will extinguish when the cargo door is closed. EXTERIOR LIGHTING SERIES UA, UB, AND UC Switches for the landing lights, taxi lights, wing ice lights, navigation lights, recognition lights, rotating beacons, and wingtip and tail strobe lights are located on the pilot's right subpanel (Figure 3-2). They are appropriately placarded. Tail floodlights are incorporated into the horizon- tal stabilizers to illuminate both sides of the vertical stabilizer. A switch for these lights plac- arded LIGHTS ~ TAIL FLOOD — OFF, is on the pilot's right subpanel (Figure 3-2). SERIES UE Switches for the landing lights, taxi light, wing ice lights, navigation lights, anti-collision (bea- con and strobe) lights and tail flood lights are located in the overhead center panel. FOR TRAINING PURPOSES ONLY 3-3FlightSafety CHAPTER 4 MASTER WARNING SYSTEM CONTENTS, Page INTRODUCTION o..coosecsnneninseienentennnt 41 GENERAL... ANNUNCIATOR SYSTEM. Master Warning Flashers... Master Caution Flashers... Caution/Advisory Panel (Series UE)... Dimming... Testing and Lamp Replacement... WARNING AND CAUTION/ADVISORY PANEL DESCRIPTIONS... FOR TRAINING PURPOSES ONLY aieCHAPTER 4 MASTER WARNING SYSTEM 6 oy INTRODUCTION Warning and caution annunciators may be the first indication of malfunction in an airplane system or component. Crewmembers should be completely familiar with annunciator indica- tions and with pilot actions required to continue flight until a safe landing can be made. If a malfunction occurs before takeoff, as indicated by the annunciator system, potentially dangerous flight situations could be averted by correcting the problem while still in a safe ground environment, GENERAL This chapter provides detailed information cov- _ annunciator. Appropriate pilot action, if ering warning, caution, and advisory required, is outlined. annunciator panels. Also, test functions and procedures for the mas- Descriptions of the system include purpose and _ter warning system are described. associated cause of illumination for each FOR TRAINING PURPOSES ONLY atANNUNCIATOR SYSTEM ‘The annunciator system (Figure 4-1) consists of a warning annunciator panel (red) in the center glareshield and a caution/advisory annunciator panel (yellow/green for UA, UB, UC; yel- low/green and white for UE) located on the center subpanel. A pair of master flashers are positioned on each side of the glareshield in front of each pilot. The ‘outboard flasher on each side is the red MASTER WARNING flasher. The other is the yellow MASTER CAUTION flasher. A PRESS TO TEST switch is located immediately to the right of the warning annunciator panel. In addition to color coding, annunciators incor- porate word-readouts to facilitate interpretation of annunciator indications. If covered by the annunciator system, an aircraft system fault gen- erates a signal which illuminates the appropriate warning light. MASTER WARNING AND MASTER CAUTION FLASHERS O00.002 PRESS TO TEST WARNING ANNUNCIATORS CAUTION/ADVISORY ANNUNCIATORS, Figure 4-1 Annunciator System 42 FOR TRAINING PURPOSES ONLYMASTER WARNING FLASHERS When a red warning annunciator illuminates, both MASTER WARNING flashers (Figure 4-2) begin flashing. A red warning annunciator indi- cates a system fault has occurred which requires immediate pilot attention and appropriate response (Figures 4-3 and 4-4). The warning annunciator will remain illuminated until the fault is corrected. Pressing the face of either pilot's MASTER WARNING flasher will extinguish the flasher even if the fault is not corrected. If the MASTER WARNING flashers have been canceled, they will again be activated when an additional warn- ing annunciator illuminates. When the fault that tripped the annunciator is corrected, the affected warning annunciator will extinguish, but the MASTER WARNING annunciators will con- tinue to flash until canceled. MASTER CAUTION FLASHERS Whenever a system fault occurs that requires the pilot’s attention but not his immediate reaction, the appropriate yellow caution annunciator in the caution/advisory panel illuminates (Figures 4-5 and 4-6), and both MASTER CAUTION flashers (Figure 4-2) begin flashing. The flashing MAS- TER CAUTION lights can be extinguished by pressing the face of either MASTER CAUTION FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL PRESS TO RESET PRESS TO RESET Figure 4-2 Master Warning and Caution Flashers flasher to reset the circuit. If any caution annunci- ator again illuminates, the MASTER CAUTION flashers will be reactivated. A caution annuncia- tor will remain on until the fault that tripped it is corrected. MASTER CAUTION flashers will continue to flash until canceled. ‘The caution/advisory annunciator panel also con- tains green advisory annunciators. There are no master flashers associated with these annuncia- tors, since they are advisory only. Advisory lights indicate functional situations which do not demand immediate attention or reaction, but sim- ply advise the pilot that a system has been armed or activated. An advisory annunciator can be extinguished only by changing the condition indicated by the illuminated green lens. Figure 4-3 Warning Annunciator Panel—Series UA, UB, UC FOR TRAINING PURPOSES ONLY 43: FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL. a] as | ea re [ieee om ise Jo] aa Figure 4-4 Warning Annunciator Panel—Series UE fee SO aa ee ee ed A ee ee ese Re a ee oad SERIES UA, UB te ee Do ee ee eR Ch ee en A ae ae ee Lae de ANTISKID FAIL PWR STEER FAIL ANN PWR SOUF LNOFUELFR ———— ——__, —____ gore arr SERIES UC Figure 4-5 Caution/Advisory Annunciator Panel—Series UA, UB, UC 44 FOR TRAINING PURPOSES ONLYCAUTION/ADVISORY PANEL (SERIES UE) ‘The caution/advisory annunciator panel on Series UE airplanes also contains the green and white advisory annunciators (Figure 4-6). There are no master flashers associated with these annuncia- tors. An advisory annunciator can be extinguished only by changing the condition indicated on the illuminated lens DIMMING The automatic annunciator BRIGHT and DIM functions affect the following annunciators: © Warning annunciators © Caution annunciators © Advisory annunciators * Yellow MASTER CAUTION flashers © Landing gear handle lights * Landing gear position lights Reed cet FlightSafety PILOT TRAINING MANUAL DIM mode is automatically selected whenever all of the following conditions are met: © At least one generator is on line. * Cockpit OVERHEAD FLOOD LIGHTS are OFF. * MASTER PANEL LIGHTS switch is ON, © PILOT FLIGHT LIGHTS are ON. © Ambient light level in the cockpit is below a preset value. Cockpit ambient light level is sensed by a photo- electric cell in the overhead lighting control panel. Unless all of the above conditions are met, the BRIGHT mode will be selected automati- cally. The red MASTER WARNING flasher and the fire T-handles are not affected by the DIM mode; they are always set to BRIGHT. Crd Sy Figure 4-6 Caution/Advisory Annunciator Panel—Series UE FOR TRAINING PURPOSES ONLY 45TESTING AND LAMP REPLACEMENT The lamps in the annunciator system should be tested before every flight, and any time the integ- rity of lamp is in question, Depressing the PRESS TO TEST batton illuminates all annunci- ator lights, MASTER WARNING flashers, and MASTER CAUTION flashers. Any lamp that fails to illuminate when tested should be replaced. All annunciator lamps, including land- ing gear warning and position indicators, are interchangeable. Except on D models, where position lights are not pilot servicable. WARNING A ANNUNCIATOR PANEL BULBS. LENS DETAIL A Figure 4-7 Annunciator Bulb Replacement * BEECH 1900 AIRLINER PILOT TRAINING MANUAL FOR TRAINING PURPOSES ONLY FlightSafety Replacement bulbs are conveniently located within the pancls, and are indicated by dashed lines on the face of each annunciator which con- tains spare lamps. To replace any annunciator Jamp (Figure 4-7), first depress the center of the annunciator with your finger. Release, and the annunciator will pop out slightly. Remove the annunciator from the panel, and pull the lamp from the back of the annunciator. Replace the failed bulb with a spare lamp, and return the annunciator to the panel, depressing it until locked back into place. WARNING AND CAUTION/ADVISORY PANEL DESCRIPTIONS Tables 4-1 through 4-6 list all the warning, cau- tion, and advisory annunciators on the Beech 1900 Airliner. The cause for illumination is included beside each annunciator, Revision 1FlightSafety ‘Table 4-1 WARNING ANNUNCIATORS—SERIES UA, UB, UC ANNUNCIATOR CAUSE FOR ILLUMINATION ‘Loss of fuel boost pressure on left side. Cabin pressure altitude exceeds 12,500 feet. "Nose baggage door is open or not secure. The inverter selected is inoperative. Loss of fuel boost pressure on right side. Loss of ol pressure in the left engine. Left environmental system bleed-air overtemp or overpressure. Forward cabin door is open or not secure. Right environmental system bleed-air overtemp or overpressure. Loss of ol pressure in the right engine, ‘Aft cabin door is open or not secure. Melted or ruptured left bleed-air failure warning li Improper trim or no trim from autopilot trim command, Autopilot is disconnected by means other than pilot's disconnect switch, Melted or ruptured right bleed-air failure warning line. i TL FOR TRAINING PURPOSES ONLY a7: FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL, Table 4-2 CAUTION ANNUNCIATORS—SERIES UA, UB, UC ANNUNCIATORS CAUSE FOR ILLUMINATION Lett generator is of line. Loft uel quantity—Less than 30 minutes remaining at maximum continuous power. Excessive charge rate on battery. Battery isolated from generator buses. Right fuel quantity—Less than 30 minutes remaining at maxi- mum continuous power. Right generator i off line. Loft fuel firewall valve has not reached its selected postion Low fue! lovel in left fuel system holding tank—Less than 2 min- Lutes remaining at maximum continuous power. Left generator bus is isolated from center bus. Right generator bus is isolated from center bus. Low fuel level in right fuel system holding tank—Less than 2 min- Utes remaining at maximum continuous power. Right fuel firewall valve has not reached its selected position. Ice vane has not attained proper position. Melted or ruptured left brake deice plumbing fallure warning line. Landing gear hydraulic fui is low. 48 FOR TRAINING PURPOSES ONLYFlights Table 4-2 CAUTION ANNUNCIATORS—SERIES UA, UB, UC (Cont) ANNUNCIATORS CAUSE FOR ILLUMINATION ‘Nose gear will not trail wth power steering not engaged. ‘Melted or ruptured right brake deice plumbing failure warning line. ce vane has not attained proper position, Loss of electrical or low hydraulic oll pressure in antiskid brake system. Contamination in right engine oll is detected. Contamination in ett engine ol is detected. T Loss of electrical or low hydraulic oll pressure in power steering system. Parti power loss to some annunciator lights. r No fuel transfer from left auxiliary to main tank. No fuel transfer from right auxiliary to main tank. 2 2 2 HH FOR TRAINING PURPOSES ONLY jafety 49FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL Table 4-3 ADVISORY ANNUNCIATORS—SERIES UA, UB, UC ANNUNCIATOR CAUSE FOR ILLUMINATION Power steering is operating, Left autofeather system is armed, with the power levers advanced above 90% N,, Lett engine igniter is powered. ‘Taxi light is on with landing gear up. External power connector is plugged in, Right engine igniter is powered, Right autofeather system is armed, with the power levers advanced above 90% Ny Lott ice vane is extended Ltt brake deice bleed-air valve isin the open position. Electric trim is deenergized by control wheel trim disconnect ‘switch with pedestal power switch on. Manually closed generator bus tes. Right brake deice bleed-air valve isin the open position. Right ice vane is extended. Left environmental bleed air valve is closed, —__} Transfer valve is open. | 4-10 FOR TRAINING PURPOSES ONLYTable 4-3 ADVISORY ANNUNCIATORS—SERIES UA, UB, UC (Cont) ANNUNCIATOR CAUSE FOR ILLUMINATION Right engine rpm is too low for air conditioner to engage. Right environmental bleed-air valve is closed. * Optonal equpment Table 4-4 WARNING ANNUNCIATORS—SERIES UE ANNUNCIATOR CAUSE FOR ILLUMINATION Fuel pressure is low on left side. Cabin altitude exceeds 10,000 feet. Cabin pressure differential is high Fuel pressure is low on right side. il pressure failure in left engine. Left environmental air duct overtemp or overpressure. Cabin door is open or not secure. Right environmental air duct overtemp or overpressure. il pressure failure in right engine. Lett AC bus has inoperative inverter. FOR TRAINING PURPOSES ONLY atFlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL Table 4-4 WARNING ANNUNCIATORS—SERIES UE (Cont) ANNUNCIATOR, CAUSE FOR ILLUMINATION Cargo door is open or not secure. Right AC bus has inoperative inverter. Melted or failed left bleed-air fllure warning line, or system is of. Improper trim or no trim from autopilot trim command. Emergency light controls are disarmed. failure has occurred in he selected APC-85 computer. Melted or failed right bleed-ar failure warning line, or system is, off. = Optional equipment Table 4-5 CAUTION ANNUNCIATORS—SERIES UE ANNUNCIATORS CAUSE FOR ILLUMINATION Left generator is off ine. Fuel quantity is below 324 pounds of usable fuel. Insufficient current to provide heat on stall waming transducer to prevent icing Excessive charge rate on battery. (One or both ground idle Iow-pitch-stop solenoids are matfunc- tioning. 412 FOR TRAINING PURPOSES ONLYFlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL Table 4-5 CAUTION ANNUNCIATORS—SERIES UE (Cont) ANNUNCIATORS CAUSE FOR ILLUMINATION Fuel quantity is below 324 pounds of usable fuel Right generator is off line. Lot fue! firewall valve has not reached its selected position. Left uel system collector tank is below 53 pounds of usable fuel (ight minutes cruise at 400 pounds per hour). Left generator bus is isolated from the center bus. Battery is isolated from the generator buses. Right generator bus is isolated from the center bus. Right fuel system collector tank is below 53 pounds of usable fuel (eight minutes cruise at 400 pounds per hour). Right fuel firewall valve has not reached its selected position. Lot ice vane maifunction. Ice vane has not attained the proper position. Melted or flled left brake deice plumbing failure warning line, Landing gear hydraulic ud level i low. Electrical failure or low hydraulic ol pressure inthe antiskid brake system. Partial power loss to some annunciator lights. Melted or failed right brake deice plumbing failure warning line. FOR TRAINING PURPOSES ONLY 4-13FlightSafety 1900 AIRLINER PILOT TRAINING MANUAL Table 4-5 CAUTION ANNUNCIATORS—SERIES UE (Cont) ANNUNCIATORS CAUSE FOR ILLUMINATION Right ice vane maifunction. Ice vane has not attained the proper position. Lott engine fire detection sense loop is open. Insufficient current to provide heat on lft pitt to prevent icing, Fuel cross-transtfer valve is not fully open or fully closed for two ‘seconds or more, Electrical failure or low hydraulic oil pressure in power steering system. Nose gear will nt free-caster with power steering not engaged. Insufficient current to provide heat on right pot to prevent icing Right engine fire detector sense loop is open 'No fuel transfer from left auxiliary to main tank. ‘Autofeather system is turned off with landing gear extended. Electric trim is deenergized by a trim disconnect switch on the Control wheel, with the system power switch on the pedestal turned on, ‘Autofeather system is not capable of feat ring the propellers. No fue! transfer from right auxiliary to main tank. 4-14 FOR TRAINING PURPOSES ONLYFlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL Table 4-5 CAUTION ANNUNCIATORS—SERIES UE (Cont) ANNUNCIATORS ‘CAUSE FOR ILLUMINATION A tailure has occurred in the selected FYD-65 computer. Rudder boost system is turned off *Optional equipment Gn aiplanes nou an atopet Table 4-6 ADVISORY ANNUNCIATORS—SERIES UE ANNUNCIATOR CAUSE FOR ILLUMINATION Pressure in left and right inboard wing deice boots is sufficient to deice. Pressure in tal deice boots is sufficient to deice. | Pressure in left and right outboard wing deice boots is sufficient to deice, Left autofeather system is armed, with the power levers ‘advanced above approximately 89 to 91% Ny, Ltt engine igniter is powered. Power steering is operating Right engine igniter is powered, Right autofeather system is armed, with the power levers ‘advanced above approximately 89 10 91% Ny Left ce vane is extended. Left brake deice bleed-air valve is in the open position. | FOR TRAINING PURPOSES ONLY 415FlightSafety Table 4-6 ADVISORY ANNUNCIATORS—SERIES UE (Cont) ANNUNCIATOR CAUSE FOR ILLUMINATION Manually closed generator bus tes. Right brake deice bleed-air vaive isin the open position Right ice vane is extended, PENNS GEE | Loft environmental bleed-air valves are closed. COL TAUA¢Q EE | Radar is selected to a position other than off (on ground), USOC | Fuel cross-transter valve is open ac V me Taxi light is on with landing gear up. | SAtEOIYMae TAY | Extornal power's plugged into airerat, CELSO | Right environmental bleed-air valves are closed ¢ au 416 FOR TRAINING PURPOSES ONLYFlightSafety BEECH 1900 AIRLINER, CHAPTER 5 FUEL SYSTEM CONTENTS Page IEDM eR PREM ttt . Sl DESCRIPTION...... FUEL SYSTEM (SERIES UA/UB) ........000000000 - 52 Main Fuel Tank System ..... Fuel Tank Vents Fue! System Operation... 52 5-5 Firewall Shutoff Valves........ Fuel Transfer Motive-Flow System ..... Cross-Transfer Operation ... Fuel Purge System... Fuel Gaging System ..... Fuel Drains FUEL SYSTEM (SERIES UC/UE) 5-13 Fuel Tank System... 5413 Fuel Capacity.. Fuel Tank Vents Fuel System Operation... Low-Fuel Warning System (Series UC) Low-Fuel Warning System (Series UE)... Firewall Shutoff Valves..... Fuel Transfer Motive-Flow System... FOR TRAINING PURPOSES ONLY SiBEECH 1900 AIRLINER PILOT TRAINING MANUAL Cross-Transfer Operation, . 5-20 Fuel Purge System on see 5-21 Fuel Control Panel 5-22 Fuel Gaging Syste . 522 Standby Pump Operation . 5-22 Auxiliary Tank Operation . 5-23 Visual Fuel Quantity Sensors (Series UE)... 5-23, Fuel Drains..... . 524 Fuel Drain Locations... 5-24 Fuel Handling Practices (Series UA/UB and UC/UE).... ene B25 Fuel Grades and Types (Series UA/UB and UC/UE).. 5:27 Filling the Tanks (Series UA/UB and UC/UE).... 5-27 Draining the Fuel System (Series UA/UB and UC/UE)..... 5-28 FOR TRAINING PURPOSES ONLYINTRODUCTION BEECH 1900 AIRLINER BLOT TRAINING MANUAL FlightSafety CHAPTER 5 FUEL SYSTEM A complete understanding of the fuel system is essential to competent and confident operation of the aircraft. Management of aircraft fuel and fuel system components is a major concern, This section provides the pilot with information needed for safe, efficient fuel management of the UA/UB and UC/UE series of 1900 Airliners. DESCRIPTION The Fuel System section of the workbook presents a description and discussion of the fuel system. The physical layout of the fuel system and fuel cells are described in this section. Correct use of boost pumps, transfer pumps, cross-transfer, and firewall shutoff valves are discussed. Locations and types of fuel drains are also described along with correct procedures for taking and inspecting fuel samples. A list of approved fuels and a discussion of the tank filling sequence are included. FOR TRAINING PURPOSES ONLY 5-1FUEL SYSTEM (SERIES UA/UB) ‘The Beechcraft 1900 Airliner fuel system (Figure 5-2) simplifies cockpit flight procedures and pro- vides easy servicing access on the ground. The two separate wing fuel systems, one for each engine, are connected by a valve-controlled cross-transfer system. MAIN FUEL TANK SYSTEM ‘The main fuel system (Figure 5-1) consists of a series of rubber bladder fuel cells and one integral (wet wing) tank in each wing. Total fuel capacity is approximately 216 gallons per side including unusable fuel. Total usable fuel capacity of the main fuel system is 212.5 gallons per side, One fuel filler cap per side is located on the outboard leading edge of each wing near the wing tip. The main fuel system in each wing consists of two wing leading edge tanks, two box section tanks, an integral (Wet wing) tank, and one center wing tank, all interconnected to gravity-flow into a fuel supply collector tank. ‘The fuel supply collector tank, located within the center wing fuel tank, is equipped with an electric fuel pump, primary jet pump, and two transfer jet pumps. Fuel feeds the engines directly from the fuel supply collector tank. The collector tank drain is located under the cen- ter wing, adjacent to the fuselage. The inboard leading edge tank drain is under the wing just ‘outboard of the nacelle. The integral (wet wing) fuel tank sump drain is located approximately midway on the underside of the wing, aft of the ‘main spar. The collector tanks are connected by a cross-transfer line which makes fuel available from either wing system. Cross-transfer opera- tion is automatic when cross-transfer is selected. Figure 5-1 Main Fuel Tank System—Series UA/UB 5-2 FOR TRAINING PURPOSES ONLYAuO SNiwN seveg—wesBeg seWaYos WeIsAs jen4 Z-s einBI4 5-3 FOR TRAINING PURPOSES ONLYFlightSafety Figure 5-3 Fuel Control Panel—Series UA/UB FUEL CAPACITY ‘The fuel quantity indicating system is « capaci- tance type that compensates for differences in specific gravity and reads in pounds on a linear scale (Figure 5-3) * Bach wing has an independent fuel gaging system, consisting of a fuel quantity (capacitance) probe in the collector tank, one probe in the aft inboard fuel cell, two probes in the integral (wet wing) fuel cell, two probes in the inboard leading-edge fuel cell, and two probes in the center wing fuel cell. Electronic circuits process the signals from the capacitance probes to provide an accurate readout on fuel quantity indicators. The fuel quantity gages and the engine fuel flow indicators are read in pounds. At 6.74 pounds per gallon, total usable fuel is 425 gallons, or approximately 2864.5 pounds. Maximum allowable imbalance between left and right fuel systems is 300 pounds, and maximum zero fuel weight of the 1900 Airliner is 14,000 pounds. 5-4 FOR TRAINING PURPOSES ONLYi FlightSafety FUEL TANK 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 (Figure 5-4). One vent is recessed to prevent icing. The second ‘ent, which is heated to prevent icing, also serves as a backup should the other vent become plugged. The wing tanks are cross-vented with one another. The wing tanks are then vented through a float-operated vent valve installed on the forward outboard side of the integral fuel tank. A line just aft of the float-operated vent VENT FLOAT VALVE FUEL FILLER valve extends from the integral fuel tank through a suction relief valve and aft to an air inlet on the underside of the wing. The line from the float-operated vent valve is routed forward along the leading edge of the wing inboard to the nacelle, and aft through a check valve to the recessed vent just outboard of the nacelle. Another line tees off from the vent line and extends through a flame arrester to a heated ram vent immediately outboard and aft of the recessed vent. AIR INLET VACUUM RELIEF FLAME ARRESTOR RECESSED VENT Figure 5-4 Fuel Vent System—Series UA/UB FOR TRAINING PURPOSES ONLY 5-5FUEL SYSTEM OPERATION Fuel flow from each wing main tank system is automatic without pilot action (Figure 5-5). The interconnected wing tanks gravity feed into the center wing tank and then to the collector tank through a line extending from the aft inboard wing tank to the outboard side of the center wing tank. A flapper-type check valve in the end of the gravity feed line prevents any backflow of fuel into the wing tanks. FUEL FLOW TRANSMITTER FlightSafety The fuel pressure required to operate the engine is provided by an engine-driven fuel pump imme- diately upstream of the fuel control unit on the accessory case. An engine-driven boost pump {also on the accessory case) provides lubrication for the high-pressure fuel pump and starts the motive flow for operation of the primary jet pump in the collector tank. The primary jet pump assists the engine-driven pumps in removing fuel from the collector tank. FROM FUEL. NOZZLE MANIFOLD O} Fuet conrrot unr a) a ENGINE FUEL PUMP: Fuecpurce | ‘FUEL HEATER: (a i ENGINE DRIVEN = = BOOST PUMP FUEL PRESSURE SWITCH FIREWALL SHUTOFF ! DRAIN FUEL FILTER CROSS-TRANSFER VALVE Figure 5-5 Fuel Flow Diagram—Series UA/UB 5-6 FOR TRAINING PURPOSES ONLY‘The supply line from the collector tank is routed from the aft side of the center wing tank, forward to the engine-driven boost pump through a motor-driven firewall shutoff valve. The valve is installed in the fuel line immediately aft of the engine firewall. From the firewall shutoff valve, fuel is routed to the main fuel filter, firewall valve, and then to the engine boost pump. A bypass valve in the filter permits fuel flow even if the filter is plugged. A filter drain valve allows any impurities in the fuel system, which may have collected at the fuel fil- ter, to be drained prior to each flight. A pressure switch at the fuel filter senses boost pump fuel pressure, Below one psi of pressure, the switch closes, actuating a red L or R FUEL PRESS warning light in the annunciator panel. If a fuel pressure warning annunciator illumi- nates, the pilot can turn on the standby boost pump. Once the standby boost pump is ener- gized, the warning light should be extinguished as fuel pressure increases above one psi. If the FUEL PRESS annunciator remains illuminated, continued engine operation is limited to 10 hours between overhaul or replacement of that engine's high-pressure fuel pump. If either of the two standby pumps is inoperative, the use of aviation gasoline is prohibited. Before reaching the high-pressure fuel pump, fuel is routed through the fuel heater, which uses heat from the engine oil to warm the fuel. The high-pressure fuel pump then supplies fuel to the FCU which meters the flow of fuel to the engine fuel nozzles. a i PLOTATRAINING MANUAL FlightSafety The engine-driven high-pressure fuel pump, rated at 800 psi, is mounted on the accessory case in conjunction with the fuel control unit. The high-pressure pump is protected against fuel contamination by an internal strainer. The engine-driven boost pump, also mounted on a drive pad on the aft accessory section of the engine, develops a maximum pressure of 45 psi. ‘The engine-driven fuel boost pump is backed up by an electric standby fuel boost pump located in the bottom of each collector tank. The standby boost pump is rated to a maximum pressure of 11 psi. Either the engine-driven boost pump or its backup unit, the standby boost pump, is capable of supplying fuel to the engine-driven high- pressure fuel pump at the minimum pressure required by the engine manufacturer. In addition to serving as a backup unit in the ‘event of an engine-driven boost pump malfunc- tion, the electric standby pump provides the additional pressure required for the cross-transfer of fuel from one side of the aircraft to the other. Standby boost pump operation is controlled by ever-lock switches on the fuel control panel. Electrical power for the pumps is supplied from the center bus, and the circuit is protected by 15- ampere circuit breakers located below the fuel control panel. The battery switch must be on to provide electrical power to the standby pumps. If all fuel boost pressure were to fail, fuel would be suction-lifted out of the collector tank by the high-pressure pump. The engine would continue to run, but engine operation would be restricted to 10 hours total time before engine high-pres- sure pump overhaul or replacement. If the pump is operated on suction lift beyond the 10-hour limit, overhaul or replacement of the pump is necessary. FOR TRAINING PURPOSES ONLY 5-7FIREWALL SHUTOFF VALVES ‘The 1900 Airliner fuel system incorporates two firewall fuel valves, one for each engine (Figure 5-6). The firewall shutoff valves are motor-driven and require electrical power for opening and closing. The firewall shutoff valves are actuated by two FIRE PULL handles located in the upper center instrument panel (Figure 5-7). When the handle is pulled, its respective firewall shutoff valve closes, and fuel flow to that engine is dis- continued (Figure 5-5). Pulling the handle also arms the fire extinguisher on that side. FUEL TRANSFER MOTIVE- FLOW SYSTEM Fuel pressure from the engine-driven boost pump provides the motive flow to operate the primary jet pump (Figure 5-8). If the engine-driven boost pump fails, the standby boost pump provides fuel pressure for motive flow. During start, motive flow is initiated by the engine start and ignition switch which automatically energizes the standby boost pump. The 1900 Airliner is approved for takeoff with one standby boost pump inoperative; however, cross-transfer will not be possible from the side of the inoperative standby pump. The primary jet pump assists the engine-driven pumps in removing fuel from the collector tank. ‘The motive-flow fuel supply line is routed along the outboard side of the nacelle, and continues into the primary jet pump installed into the col- lector tank sump. A check valve in the motive- flow line prevents the fuel system from ingesting air when the boost pump is not operating, The transfer jet pumps are also activated by motive flow. Their function is to ensure sufficient fuel supply during extreme aircraft attitude FlightSafety Figure 5-6 Firewall Shutoff Valve— Series UA/UB CROSS-TRANSFER OPERATION The two collector tanks are interconnected by a cross-transfer line (Figure 5-9). A cross-transfer valve is externally connected into the line at the forward outboard corner of the left center wing fuel cell. When the valve is in its normally-closed position, each engine draws fuel from its conditions. respective fuel tank system, A manually operated PULL TO cLose FIREWALL FUEL VALVE FRE EXT ARM Figure 5-7 FIRE PULL Handles—Series UA/UB 5-8 FOR TRAINING PURPOSES ONLYFigure 5-9 Cross-Transfer System—Series UA/UB FOR TRAINING PURPOSES ONLYcross-transfer control, switch (labeled ‘TRANSFER FLOW) is mounted on the upper fuel control panel, just above the fuel quantity ‘gages. When the cross-transfer control switch is actuated, power is drawn through a circuit breaker on the lower fuel control panel to the solenoid of the cross-transfer valve. The cross- transfer valve then opens to allow fuel to transfer to either the left wing or right wing fuel system. The electric standby pump on the transferring side is automatically energized during all cross transfer operations. Before turning on the trans- fer flow switch, both standby pump switches should be in the OFF position since a standby pump in operation on the receiving side will not allow cross-transfer to occur. In the event of an inoperative electric boost pump, cross-transfer can only be accomplished from the side of the operative pump. Cross-transfer can be used to balance fuel loads between left and right fuel systems, and for single-engine operations. Procedures are detailed in the POH Normal Procedures section. FUEL PURGE SYSTEM ‘This airplane is equipped with a fuel purge sys- tem (Figure 5-10). The purge system is designed to assure that any residual fuel in the fuel mani- folds is consumed during engine shutdown, During normal engine operation, compressor dis- chargejair (P3 air) is routed through a filter and ‘two check valves, pressurizing a small air tank on the engine truss mount. Upon engine shutdown the pressure differential between the air tank and fuel manifold causes air to be discharged from the air tank into the fuel manifold system. The air forces all residual fuel out through the nozzles and into the combustion chamber where it is con- sumed, A momentary surge in Ny may be noticed as fuellis bumed. The entire operation is auto- matic and requires no crew action. During engine starting, fuel manifold Pressure closes the fuel manifold valve, allowing Ps air to pressurize the purge tank. 5-10 FlightSafety ENGINE FIREWALL, Figure §-10 Fuel Drain Purge System ‘Schematic—Series UAJUB FUEL GAGING SYSTEM ‘The airplane is equipped with a capacitance-type fuel quantity indication system (Figure 5-11). A ‘maximum indication error of 3% may be encoun- tered in the system. The gaging system compensates for changes in fuel density, which result from differences in ambient temperatures. ‘A Density Variation of Aviation Fuel graph is provided in the Weight and Balance section of the POH to allow more accurate readings for all approved fuels. ‘The LEFT fuel quantity indicator on the fuel con- trol panel indicates the amount of fuel remaining in the left-wing fuel system tanks. The RIGHT fuel quantity indicator provides the same infor- mation for the right-wing fuel systems. Both ‘gages are marked in pounds. Each side of the airplane has an independent gag- ing system, consisting of a capacitance probe in the collector tank, one in the aft inboard fuel cell, ‘ovo in the integral (wet wing) fuel cell, two in the inboard leading edge fuel cell, and two in the center wing fuel cell (Figure 5-12). FOR TRAINING PURPOSES ONLYFlightSafety wo The fuel quantity indicating system is also com- — _upPERSKIN pensated for specific gravity and reads in pounds on a linear scale. An electronic circuit in the sys- tem processes signals from the fuel capacitance = probes in the fuel cells for an accurate readout by UPPER the fuel quantity indicators. Power to the fuel ‘SECURING quantity indicators is supplied from the capaci- CLAMP tance probes through a 5 ampere circuit breaker UPPER on the fuel system circuit breaker panel MOUNTING BRACKET The fuel quantity probe is simply a variable capacitor comprised of two concentric tubes. The inner tube is profiled by changing the diameter as FUEL a function of height so that the capacitance PROBE between the inner and outer tube is proportional UNIT to the tank volume. The tubes serve as fixed elec- trodes and the fuel of the tank in the space between the tubes acts as the dielectric of the fuel LOWER quantity probe. MOUNTING BRACKET ‘The capacitance of the fuel quantity probe varies with respect to the change in the dielectric that results from the ratio of fuel to air in the fuel cell. As the fuel level between the inner and outer tubes rises, air with a dielectric constant of one is replaced by fuel with a dielectric constant of approximately two, thus increasing the capaci- SECURING tance of the fuel quantity probe. This variation in the volume of fuel contained in the fuel cell pro- ‘CLAMP i ree 4 hat is a | Figure s-11 Fuel P ries uAUB ——_sUceS @ Capacitance variation that is a linear Figure 5-12 Fuel Gaging System—Series UA/UB FOR TRAINING PURPOSES ONLY 5-11function of that volume. This function is con- verted to linear current that actuates the fuel quantity indicator, Fuel density and electrical dielectric constant vary with respect to tempera- ture, fuel type, and fuel batch. The capacitance ‘gaging system is designed to sense and compen- sate for these variables. ‘Low-fuel quantity in the center wing tanks is sensed by photoelectric cells which transmit ener- gizing current for the L or R FUEL QTY caution annunciators. Illumination of a FUEL QTY annunciator indicates that enough fuel remains to sustain maximum continuous power on that engine for approximately 30 minutes (computed for sea level fuel requirements). Photoelectric sensors in the collector tanks provide the signals for L or R FUEL FEED caution annunciators. A FUEL FEED annunciator indicates that less than two minutes of fuel remains in that fuel system, ‘The fuel quantity annunciators and sensors can be functionally tested by pressing the annunciator test switch on the glareshield. Takeoff is prohibited when the fuel quantity indi- cator needles are in the yellow arc. Maximum fuel remaining in this range (top of the yellow are) is 363 pounds. FlightSafety FUEL DRAINS During preflight, the fuel sumps on the tanks, pumps and filters should be drained to check for fuel contamination. There are three sump drains in each wing (Figure 5-13). The collector tank sump drain is located in the center wing adjacent to the fuselage; the inboard leading-edge tank sump drain is on the underside of the wing just outboard of the nacelle; and the integral (wet wing) fuel tank sump drain is located approximately midway on the underside of the wing aft of the main spar. Other drains are the fuel filter drain, in the main landing gear wheelwell, and the center wing tank drain at the ‘wing root forward of the flap. Since jet fuel and water are of similar densities, water does not settle out of jet fuel as easily as from aviation gasoline. For this reason, the air- plane must sit perfectly still, with no fuel being added, for approximately three hours prior to draining the sumps if water is to be removed. ‘Although water ingestion is not as critical for tur- bine engines as itis for reciprocating engines, water should still be removed periodically to pre- vent formations of fungus and contamination- induced inaccuracies in the fuel gaging system. When draining flush-mounted drains, do not turn the draining tool. Turning or twisting the tool will unseat the “O-ring” seal and may cause a leak. Figure 5-13 Fuel Drains—Series UA/UB 5-12 FOR TRAINING PURPOSES ONLYFUEL SYSTEM (SERIES UC/UE) ‘The Beechcraft 1900 Airliner fuel system (Fig- ures 5-15 and 5-16) is designed with the pilot in mind; simple to use in normal and emergency conditions with one or more failures. Simple, quick (over-the-wing) refueling is also incorpo- rated to minimize ground turnaround time requirements. In the Series UC/UE and after, the 1900 Airliner differs from previous series in the completely integral wetwing design. Range has been increased approximately 55% without increasing the basic airplane weight. This combi- nation increases the usefulness of the Series UC/UE airliners considerably. ‘The wet wing fuel system is quite different from the previous series airliners, although pilot opera- tion of the two systems is very similar. The fuel system used in previous series is covered in a separate section of this manual, and of course by a different Pilot's Operating Handbook. This Section will discuss the Series UC/UE airliner fuel program, including the wet-wing fuel tank arrangement, fuel system components, controls, ‘operation of the system and the associated annunciators. BEECH 1900 AIRLINER BELOTIRANING MANUAL FlightSafety FUEL TANK SYSTEM The wet-wing fuel system consists of two inte- gral fuel tanks in each wing (Figure 5-14). A main tank extends from engine nacelle to wing tip. An auxiliary tank is located between the engine nacelle and the fuselage. The usable fuel in the airliner and the maximum zero fuel weight for UC and UE Series Airliners are shown in Table 5-1. The maximum allowable fuel imbal- ance between the wings is 200 pounds. Table 5-1 USABLE FUEL Raum wae | cera | esa tank gallon) 3 se2 Meern zee vaeco | vate AUXILIARY TANK MAIN TANK Figure 5-14 Fuel Tank System—Series UC/UE Revision 1 FOR TRAINING PURPOSES ONLY 5-134euy pue ON seveg—weibeiq weyshs jeng si-s eunBi4 FOR TRAINING PURPOSES ONLY 5-145; FlightSafety Figure 5-16 Fuel System Schematic—Series UE FOR TRAINING PURPOSES ONLY 5-15FlightSafety Series UC 5-16 FOR TRAINING PURPOSES ONLYFUEL CAPACITY The main tanks are filled through fill ports located near the wing tips. A collector tank is contained within each main tank immediately outboard of the nacelle. Each collector tank is filled from its main tank by gravity feed and two jet transfer pumps, which maintain the fuel level in the collector tank at normal flight attitudes. Each auxiliary tank is filled through its own fill port located just inboard of the engine nacelle. When auxiliary tank fuel is required for a planned flight, the main tanks should be full and the additional fuel to complete the flight placed in the auxiliary tanks, The auxiliary tank fuel should be used first. There is no gravity flow between the main and auxiliary tanks, therefore, each must be filled separately. FUEL TANK VENTS Under certain conditions, the fuel vent system will allow fuel to flow from the main tank to the auxiliary tank (Figure 5-18). These conditions occur at lower power settings when the auxiliary tank transfer pump is supplying fuel to the col- lector tank, and the high-pressure pump purge line is directing fuel back to a full main tank. Since the main tank is already full, any excess fuel flows through the vent system back to the auxiliary tank. This condition can continue until the auxiliary tank is empty. The second condition which will allow fuel to flow from the main tank to the auxiliary tank is thermal expansion. Fuel will not vent outside from the wing unless the auxiliary tank is full. tee FOR TRAINING PURPOSES ONLY BEECH 1900 AIRLINER BPILOTIRAINING MANUALS FlightSafety ‘The fuel system is vented through a float oper- ated valve near each wing tip. The system contains a flush vent with flame arrester, a heated ram-air vent, {o maintain a slight positive tank pressure during flight, and a recessed ram vent. The recessed ram vent is coupled to the protrud- ing ram vent on the underside of the wing tip. The recessed vent is naturally ice resistant, while the protruding vent is heated to prevent icing The fuel vent heat switch is located on the pilot's subpanel in the ice protection group. ‘The check valves in the vent tubes allow the air to flow one way through the vents. The flame arrestors, on the flush vent and incoming line, prevent a flame front produced by a lightning strike or static discharge from traveling up the vent line into the tank system. The vent system also incorporates a pressure-activated relief tube which prevents an overpressure condition in the tank. A valve in the tube opens when the pressure exceeds a set amount. Vent lines connect the main tank and auxiliary tank as we have dis- cussed earlier. As fuel is used from the main tank, it is gravity- fed and also pumped through motive flow to the collector tank. The cross vents to the auxiliary tank then are open and equalize the pressure in all tanks. An anti-siphon valve is installed in each tank filler port to prevent loss of fuel through siphoning in the event of improper securing or loss of the filler cap. 5-17i FlightSafety FUEL SYSTEM OPERATION This fuel system operation is designed to be fully automatic. Power for the aux transfer pumps is supplied through their respective generator bus- ses. All other fuel system functions on the control panel require only battery power. During normal operation, fuel flow to each engine is provided by the engine-driven fuel ‘pumps (high pressure and boost) which draw fuel from the collector tank in the same wing (Figure 5-19). The collector tank draws from its respec- tive main tank unless fuel is being supplied from the auxiliary tank. Any fuel contained in the aux- iliary tanks is to be used prior to using fuel from the main tanks. The auxiliary tank fuel will be used first. A loss of electrical power or failure of the transfer pump will prevent the use of auxiliary tank fuel. The auxiliary tank will not gravity feed into the main tank fuel system. ‘The auxiliary tank transfer pump uses fuel for cooling. A thermal cutout switch has been incor- porated within the pump should the automatic features fail to turn off the pump when the auxil- iary tank fuel has been used. The auxiliary transfer pump can also be turned ON or OFF by placing the AUX pump switch in the desired position to bypass the automatic features. Engine fuel is supplied from the collector tank through the motive-flow system operated by either the engine-driven boost pump, or the standby pump within the collector tank. The motive-flow system is supported by a series of three transfer jet pumps (main, forward, and aft). The main jet pump is located within the collector tank. It picks up fuel from the collector tank and sends fuel to the engine. The aft jet pump is also located within the collector tank but it draws fuel from the main tank and fills the collector tank. ‘The forward jet pump draws fuel from the main tank, forward of the wing spar, and sends it to the collector. There are also three flapper valves and three upper wing stringer cutouts that will allow the collector to be gravity fed from the main tank. ‘The engine-driven boost pump draws fuel from the collector tank using the jet pump principle, Figure 5-19 Fuel Flow Diagram—Series UC/UE 5-18 FOR TRAINING PURPOSES ONLY‘The components we are concerned with are the motive-flow line, the primary jet pump, two transfer jet pumps, the standby electric boost, pump, and the fuel supply line. The transfer jet pump’s function is to keep the collector tank full by transferring fuel from the main fuel tank to the collector tank by means of the venturi effect. Fuel from the motive-flow line passes through the primary jet pump, which is actually a venturi. In order to pull fuel from the collector tank, a venturi effect is used. As a mass of fuel is accel- erated through a small opening or venturi, causes a drop in pressure. At this low-pressure point, fuel from the collector tank enters the fuel- supply line through a filter and low-pressure fuel is supplied as needed. The transfer jet pumps draw fuel into the collector tank from the main tank in the same manner. If the primary engine-driven boost pump fails, fuel can be supplied to the system by the standby electric boost pump. This pump draws fuel directly from the collector tank and passes it to the fuel supply line. As fuel is drawn from the collector tank, it flows through the manual shut- off valve, a fuel filter and through the firewall shut-off valve. LOW-FUEL WARNING SYSTEM (SERIES UC) ‘The low-fuel warning system provides bilevel warning to the flight crew when the fuel level in each tank reaches a predetermined level, and again when the fuel in the collector tank area is nearly exhausted. When fuel in the main tanks reaches a level allowing approximately 30 min- utes of flight time at maximum continuous power, the right, or left, or both FUEL QTY annunciators will be actuated by fuel level sen- sors mounted on the forward side of the tank. If the fuel in the collector tank area drops to a reserve of two minutes flight time at maximum continuous power, the right, left or both, FUEL FEED annunciators will light up. FOR TRAINING PURPOSES ONLY LOW-FUEL WARNING SYSTEM (SERIES UE) ‘The low-fuel warning system operation and com- ponents are the same as the Series UC system, however, specific quantities have been estab- lished for each sensor. The FUEL QUANTITY annunciator units will be activated by the fuel level sensors if the main tank quantity drops below 324 pounds. If the fuel in the collector tank drops below 53 pounds, the COL TANK LOW annunciator will be activated. FIREWALL SHUTOFF VALVES ‘The 1900 Airliner fuel system incorporates two firewall fuel valves, one for each engine. The firewall shutoff valves are motor-driven and Figure 5-20 Firewall Shutoff Valve— Series UC/UE 5-19PULL TO CLOSE FIREWALL FUEL VALVE FIRE EXT ARM Figure 5-21 FIRE PULL Handles—Series UC/UE require electrical power for opening and closing. | CROSS-TRANSFER The firewall shutoff valves are actuated by Wo OPERATION FIRE PULL handles located in the upper center instrument panel (Figure 5-21). When the handle is pulled, its respective firewall shutoff valve closes, and fuel flow to that engine is discontin- ued (Figure 5-20). Pulling the handle also arms the fire extinguisher on that side. FUEL TRANSFER MOTIVE- FLOW SYSTEM Fuel pressure from the engine-driven boost pump provides the motive flow to operate the primary {jet pump. If the engine-driven boost pump fails, the standby boost pump provides fuel pressure for motive flow. During start, motive flow is initi- ated by the engine start and ignition switch which automatically energizes the standby boost pump. The 1900 Airliner is approved for takeoff with one standby boost pump inoperative; however, cross-transfer will not be possible from the side of the inoperative standby pump. ‘The primary jet pump assists the engine-driven pumps in removing fuel from the collector tank. ‘The motive-flow fuel supply line is routed along the outboard side of the nacelle, and continues into the primary jet pump installed into the col- lector tank sump. A check valve in the motive- flow line prevents the fuel system from ingesting air when the boost pump is not operating, The transfer jet pumps are also activated by motive flow. Their function is to ensure sufficient fuel supply during extreme aircraft attitude conditions. ‘A cross-transfer line connects the collector tanks in each wing (Figure 5-22). A switch-controlled cross-transfer valve in the left wing is extemally connected into the line. When the valve is in its normally-closed position, each engine draws fuel from its respective fuel tank system. ‘A manually operated cross-transfer control switch is mounted on the upper fuel control panel, just above the fuel quantity gages. When the cross-transfer control s\ actuated, the cross-transfer valve opens to allow the standby fuel boost pump to transfer fuel to the opposite collector tank. In addition to the cross-transfer function, the electric boost pump can provide fuel to the engine should the engine-driven boost pump fail. Power for the switches is drawn through the circuit breakers at the bottom of the fuel panel. During single-engine operation, it may become necessary to supply fuel to the operative engine from the fuel system on the opposite side. The simplified cross-transfer system is placarded for fuel selection with a diagram on the upper fuel control panel. The STANDBY PUMP switches are placed in the OFF position when cross trans- ferring. A lever-lock switch, placarded TRANSFER FLOW OFF, is moved from the center OFF position to the left or to the right, depending on direction of flow. This opens the cross-transfer valve, energizing the standby pump on the side from which cross transfer is desired. In the event one of the electric boost pumps fail, cross-transfer can only be accom- plished from the side of the operative pump. 5-20 FOR TRAINING PURPOSES ONLYFigure 5-22 Cross-Transfer Schematic—Series UC/UE On the Caution advisory panel, a green FUEL TRANSFER indicator will illuminate to indicate that the cross-transfer is selected (Series UC). In the UE Series, two lights in the CAU- TION/ADVISORY panel indicate the condition of the fuel transfer system. The yellow XFR VALVE FAIL annunciator is activated if the transfer valve fails to move to its assigned posi- tion within two seconds. A white FUEL TRANSFER annunciator is activated if the fuel transfer valve is in full open position. To discon- tinue fuel transfer operations, the transfer flow switch need only be placed in the center OFF position, FUEL PURGE SYSTEM This airplane is equipped with a fuel purge sys- tem (Figure 5-23). The purge system is designed to assure that any residual fuel in the fuel mani- folds is consumed during engine shutdown. During normal engine operation, compressor dis- charge air (P; air) is routed through a filter and two check vaives, pressurizing a small air tank on the engine truss mount. Upon engine shutdown the pressure differential between the air tank and fuel manifold causes air to be discharged from the air tank into the fuel manifold system. The air forces all residual fuel out through the nozzles and into the combustion chamber where itis con- sumed. A momentary surge in N; may be noticed as fuel is burned. The entire operation is auto- ‘matic and requires no crew action. During engine starting, fuel manifold pressure closes the fuel manifold valve, allowing P3 air to pressurize the purge tank. ENGINE FIREWALL. Figure 5-23 Fuel Drain Purge System ‘Schematic—Series UC/UE FOR TRAINING PURPOSES ONLY 5-21FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL Figure 5-24 Fuel Control Panel—Series UE FUEL CONTROL PANEL The left and right fuel quantity indicators on the fuel control panel indicate the amount of fuel remaining in their respective main fuel tanks (Figures 5-17 and 5-24). Deflecting the spring- loaded “FUEL QTY” switch on the fuel control panel to the “AUX” position will cause the indi- cators to indicate the fuel quantity in the auxiliary tanks. The indicators are marked in pounds. The pilot must hold the spring-loaded fuel quantity selector switch in the “AUX” posi- tion to verify the quantity remaining in each auxiliary tank. Once the switch is released, the fuel indicator will return to read only the main tank quantity. FUEL GAGING SYSTEM The airplane is equipped with a capacitance-type fuel quantity indication system (Figure 5-24). A maximum indication error of 3% may be encoun- tered in the system. The gaging system compensates for changes in fuel density, which result from differences in ambient temperatures. A Density Variation of Aviation Fuel graph is provided in the Weight and Balance section of the POH to allow more accurate readings for all approved fuels. Fuel quantity probes, which are part of the fuel gaging system, are capacitance-type probes. ‘These probes measure the density of fuel on board, and are calibrated to read pounds of fuel. This system is necessary on this airplane because the engines operate on weight flow of fuel rather than gallons. The gages in the cockpit therefore read in pounds of fuel flow and pounds of fuel remaining in the tanks. To provide the pilot with such a readout, it is necessary to use a system which compensates for changes in the specific gravity of the fuel in use. Therefore, each probe is designed to compensate for differences in spe~ cific gravity. Each main tank contains six fuel quantity probes, and each auxiliary tank two probes. Information from these probes is relayed to the fuel panel in the cockpit to show fuel remaining in each tank. STANDBY PUMP OPERATION The electrically driven, standby pumps are acti- vated by individual “On/Off” switches on the pilot's left side panel. These pumps are activated 5-22 FOR TRAINING PURPOSES ONLYif problems arise with the primary engine-driven boost pumps. The standby pumps are automati- cally activated during engine start by the START and IGNITION switches. The standby pumps are also used for all cross-transfer operations. In the event one of the electric pumps fail, cross-trans- fer can only be accomplished from the side of the ‘operative pump. AUXILIARY TANK OPERATION To use fuel from the auxiliary tanks, position the “Aux Pump” switches on the fuel control panel in the “Auto” position. This activates the electric transfer pump in cach auxiliary tank and pumps fuel to the collector tank of the same wing. Fuel will continue to be transferred until the auxiliary tank is empty, at which time the pump will auto- matically shut off. In the event of a transfer system failure, it is permissible to temporarily operate the airplane with fuel in the auxiliary tanks providing fuel imbalance and fuel reserve requirements can be met. ‘The auxiliary tank transfer pump is controlled by a three-position switch located on the fuel control panel, labeled, “ON-AUTO-OFF”. Normal procedures call for the pump to be left in the AUTO position. In AUTO, there are four additional non-pilot operated control features. There is a float switch within the auxiliary tank, a five PSI low-pressure switch in the transfer line between the auxiliary and main tank operates LEFT or RIGHT NO-FUEL transfer (L or R NO AUX XER - UE) annunciator lights), a 10 psi low-pressure switch located after the engine- driven fuel boost pump, and a thermal cut-out switch on the pump. FOR TRAINING PURPOSES ONLY iW BEECH (1900 AIRLINER BPILOTsTRAINING MANUAL FlightSafety With fuel in the auxiliary tank and the transfer switch in AUTO, the auxiliary tank transfer pump will run once the 10 psi low-pressure switch is activated. It will continue to run until the boost pressure falls below 10 psi, or the float switch and transfer line low-pressure switches open; in either case the auxiliary tank transfer pump will shut down. Takeoff is prohibited when the fuel quantity indicator needles are in the yellow arc. Maximum fuel remaining in this range (top of the yellow arc) is 363 pounds. VISUAL FUEL QUANTITY SENSORS (SERIES UE) ‘Two visual fuel quantity gauges are located on the lower surface of each wing to provide the ground crew and pilots an alternate method of fuel gauging in the event of a failure in the capac- itance system. The gauges, when not submerged. in fuel, are red with a black dot; when they are submerged they are totally black. The outboard probe, when red, indicates less than 1,150 pounds of fuel, the inboard probe, when red, indicates less than 745 pounds of fuel. 5-23Figure 5-25 Fuel Drains—Series UC/UE FUEL DRAINS During preflight, the fuel sumps on the tanks, pumps and filters should be drained to check for fuel contamination. There are six (five in Series UE) sump drains in each wing (Figure 5-25). ‘The two (one in Series UE) collector tank sump drains are located below the wing on the out- board side of the nacelle; the two main tank drains are located on the underside of the wing, ‘outboard of the nacelle, one forward and one aft of the main wing spar: the other drains are the fuel filter drain located on the underside of the wing, outboard of the nacelle under a spring- loaded access panel and the auxiliary tank drain at the wing root forward of the flap. Since jet fuel and water are of similar densities, water does not settle out of jet fuel as easily as from aviation gasoline. For this reason, the airplane must sit perfectly still, with no fuel being added, for approximately three hours prior to draining the sumps if water is to be removed. Although water ingestion is not as critical for turbine engines as it is for reciprocating engines, water should still be removed periodically to prevent formations of fungus and contamination- induced inaccuracies in the fuel gaging system. ‘When draining flush-mounted drains, do not turn the draining tool. Turning or twisting the tool will unseat the “O-ring” seal and may cause a leak. FUEL DRAIN LOCATIONS Table 5-2 FUEL DRAIN LOCATIONS DRAINS ‘Raxiary tank (7) LOCATION [Underside of wing, inboard of (Collector tank (2) UC |Outboard side of nacelle (1) UE Main tank (2) [Underside of wing, outboard of Inacelle Fuel fiter (1) [Underside of wing, outboard of nacelle 5-24 FOR TRAINING PURPOSES ONLYFUEL HANDLING PRACTICES (SERIES UA/UB AND UC/UE) All hydrocarbon fuels contain some dissolved and some suspended water. The quantity of water ‘contained in the fuel depends on its type and tem- perature. Kerosene, with its higher aromatic content, tends to absorb and suspend more water than aviation gasoline. Along with water, kero- sene will suspend rust, lint and other foreign materials longer. Given sufficient time, sus~ pended contaminants will settle to the bottom of the tank. ‘The settling time for kerosene is five times that of aviation gasoline; therefore, jet fuels require good fuel handling practices to ensure servicing with clean fuel. If recommended ground proce- dures are carefully followed, solid contaminants will settle, and free water can be reduced to 30 parts per million (ppm), a value considered acceptable by the major airlines. Dissolved water has been found to be the major potential fuel contaminant. Its effects are multi- plied in aircraft that operate primarily in humid regions and in warm climates. Since most sus- pended matter, including water, can be removed from the fuel by allowing sufficient settling time and by proper filtration, fuel contamination is usually not a major problem. Dissolved water cannot be filtered from the fuel by micronic-type filters used in the fuel system; however, water in the fuel can be released by lowering fuel temperature, which occurs in flight. For example, a kerosene fuel may contain ‘65 ppm (8 ounces per 1,000 gallons) of dissolved water at 80°F. When fuel temperature is lowered to 15° F, only about 25 ppm will remain in solu- tion. The difference of 40 ppm will have been released as super-cooled water droplets which need only a piece of solid contaminant or an ‘impact shock to convert them into ice crystals. FOR TRAINING PURPOSES ONLY Pej BEECH 1900 AIRLINER @ OLOTsTAAINING MANUALS FlightSafety Tests indicate that released, super-cooled water Groplets will not settle during flight. Droplets are pumped freely through the system. If they become ice crystals in the tank, they will not settle since the specific gravity of ice is approximately equal to that of kerosene. 40 ppm of suspended water seems like 2 very small quantity, but when added to water suspended in the fuel at the time of delivery, that amount is sufficient to ice a filter. Although severe fuel system icing can occur at fuel temperatures from 0 to -20°F, water droplets can freeze at any temperature below 32° F Water in jet fuel also creates an environment favorable to the growth of a microbiological “sludge” in settlement areas of the fuel cells. Sludge and other fuel contaminants can cause corrosion of metal parts in the fuel system and clogging of the fuel filters. Although the 1900 Airliner uses integral (wet wing) fuel cells in each wing, and all metal parts (except the standby boost pumps and jet transfer pumps) are mounted above the settlement areas, consistently using contaminated fuels can cause filters to clog and fuel pumps to corrode. The primary means of fuel contamination control is “good housekeeping” practices by the ‘owner/operator. This applies not only to main- taining a clean fuel supply, but to keeping the aircraft system clean. The following is a list of steps that may be taken to recognize and prevent contamination problems. a. Know your supplier. It is impractical to assume that contaminant-free fuel will always be available. But, it is feasible to exercise caution and be watchful for signs of fuel contamination. b. Be sure, as much as possible, that fuel has been properly stored. Fuel should be fil- tered as it is pumped to the truck, and again as it is pumped from the truck to the aircraft. cc, Perform filter inspections to determine if sludge is present.FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL MINIMUM OIL TEMPERATURE REQUIRED FOR OPERATION WITHOUT ANTI-ICING ADDITIVE 8 8 MINIMUM OIL TEMPERATURE ~ °C 8 8 60 -$0 -40 -30 20 10 ° FUEL TEMPERATURE (OAT) ~ °C Figure 5-26 Fuel Temperature Graph 4d. Maintain good housekeeping by periodi- Even if the fuel does not contain water, or if cally flushing the fuel tankage system. The water has been drained, the possibility of fuel frequency of flushing will be determined icing still exists at some very low temperatures. by the climate and the presence of sludge, The oil-to-fuel heat exchanger prevents fuel icing during most normal operating conditions; how- . Aviation gas is an emergency fuel. If ever, in extremely cold temperatures at some avgas has been used, observe the require- cruise altitudes, anti-icing fuel additives must be ment for 150 hours maximum operation used. on aviation gasoline before engine over- haul. The time should be logged in the ‘The Minimum Oj Temperature Required for aircraft engine operation records as gal- Operation Without Anti-lcing Additive chart is ons of avgas added to the fuel system. found in the POH Limitations section. This chart is used as a guide in preflight planning to deter- f. Use only clean fuel servicing equipment. mine operating temperatures where icing at the fuel control unit could occur (Figure 5-26). Enter g. After refueling, allow a settling period of the graph with the known or forecast outside air at least three hours, whenever possible; temperature at cruise, and plot vertically to the then drain a small amount of fuel from expected cruise pressure altitude. Since no fuel each drain. temperature measurement is available prior to the heat exchanger, fuel temperature must be h, Fuel spills on airplane tires have adeterio- assumed to be the same as outside air rating effect. Be sure to remove spilled temperature. fuel from the ramp area immediately to prevent tire damage. 5-26 FOR TRAINING PURPOSES ONLYFollow the graph using this example: enter out- side air temperature at -30° C and vertically follow the graph to a cruise pressure altitude of 5,000 feet. Next, plot horizontally to determine the minimum oil temperature required to prevent icing. In this example, the minimum oil tempera- ture required is 31° C. The 1900 Airliner maintains a constant oil tem- perature, although the exact temperature varies from one airplane to another. For most, the oil temperature maintains a constant 50 to 60° C. Compare the minimum oil temperature obtained in the preceding example with the normal oil temperature of the airplane to be used for the flight to determine if anti-icing additive is needed. When required, anti-icing additive con- forming to specification MIL-I-27686 should be added during fueling. FUEL GRADES AND TYPES (SERIES UA/UB AND UC/UE) Jet A, Jet A-1, Jet B, and JP-4 fuels may be mixed in any ratio in the 1900 Airliner fuel sys- tem. Aviation gasoline grades 80/87, 10OLL, 100/130, and 115/145 are emergency fuels and may be mixed in any ratio with jet fuels. If the 1900 Airliner is fueled with aviation gaso- line, some operational limitations must be observed. If use of aviation gasoline is necessary, operation is limited to 150 hours before engine overhaul, and is prohibited if either of the two standby pumps is inoperative or if flight is con- ducted above 15,000 feet (18,000 feet in Series UE). When avgas is used, lead deposits form on the turbine wheels causing power degradation; therefore, when operating on avgas, the lowest octane rating available should be used because its lead content is lowest. Since the aviation gas will probably be mixed with jet fuel already in the tanks, itis easier to record the number of gallons of avgas added than to note hours of operation. If an engine has an average fuel consumption of 55 gallons per hour, each time 55 gallons of aviation gasoline arc added, one hour of the 150 hour limitation is being used. BEECH) 1900 AIRLINER BI PILOTSTRAINING MANUAL FlightSafety A chart in the POH/POM Weight and Balance section shows the density of avgas to be consid- erably less than that of jet fuel. Because itis less dense, aviation gas delivery is much more critical than jet fuel delivery; therefore, operation on avgas is prohibited if above 15,000 feet (18,000 feet in Series UE). Aviation gas feeds well under pressure but cannot suction feed as well, particu- larly at high altitudes. For this reason, two alternate means of pressure feed must be avail- able. Standby pumps provide alternate pressure feed capability, and both are required to be oper- ational when avgas is used. ‘The Fue] Brands and Type Designations Chart in the Handling, Servicing and Maintenance section of the POH/POM gives fuel refiner's brand names, and the corresponding type designations established by the American Petroleum Institute (API) and the American Society of Testing Mate- rial (ASTM). Brand names are listed for easy reference and are not specifically recommended by Beech Aircraft Corporation. Any product con- forming to the recommended specification may be used. FILLING THE TANKS (SERIES UA/UB AND UC/UE) When filling the aircraft fuel tanks, always observe the following: a. Make sure the aircraft and the servicing unit are both grounded to the ground, and that the aircraft is statically grounded to the serving unit. b. The filler caps are located in the main fuel tank on the leading edge of each wing near the wing tip and the auxiliary tank fuel caps are just inboard of each nacelle. Do not rest fuel nozzle in tank fillers because this may damage the filler neck ¢. Allow a three-hour settling period when- ever possible, then drain a sufficient amount of fuel from each drain point to Temove water or contaminants. FOR TRAINING PURPOSES ONLY 7 5-27FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL DRAINING THE FUEL SYSTEM (SERIES UA/UB AND UC/UE) A defucling adapter is located inboard of the standby pump in the center wing tank. The adapter contains a check valve (o prevent fuel drainage when the plug is removed. Each wing fuel system may be drained as follows: a. Cut the safety wire and remove the plug. This will seat the check valve. b. Thread an AN832-12 adapter into the drain, unscating the check valve to start the flow of fuel. Fuel will gravity drain, 5-28 FOR TRAINING PURPOSES ONLYFlightSatety BEECH 1900 AIRLINER PILOT STRAINING MANUAL The material normally covered in this chapter is not appli- cable to this airplane. FOR TRAINING PURPOSES ONLY 6-1CHAPTER 7 POWERPLANT CONTENTS INTRODUCTION .... DESCRIPTION... ieee LTA 1900 AIRLINER POWERPLANT... 73 Engine Stations. Engine Terms... Engine Airflow. Compressor Bleed Valve... Jet-Flap Intake System ccs ‘Swing Check Valve (Series UA through UB-40) ... 71 Igniters.... 71 Accessory Section ...scssssnsiststissneucienenenenstenatinteeienenenennntennevenenets 7-12 Lubrication System......0ssnesnnin Magnetic Chip Detector (Series UA, UB). ENGINE FUEL SYSTEM... Fuel Manifold Purge System... Fuel Control Unit (FCU). FCU Operation .. Fuel Flow Indicators. Fuel Pressure Indicators ... ‘Anti-icing Fuel Additive Fuel Biocide Additiv FOR TRAINING PURPOSES ONLY TiF FlightSafety "BEECH 1800 AIRLINER PILOT.TRAINING MANUAL ] 7-20 . 7-20 CONTROLS AND INDICATIONS. Control Pedestal . 7-20 Engine Power Control Power Levers .. . 7-21 . 7-21 7-21 Propeller Levers Condition Levers... Condition Lever Operation (Series UA, UB, UC)... . 7-24 Condition Lever Operation (Series UE). . 7-22 ITT and Torquemeters ... . 7-22 ITT Gage. Torquemeter (Series UA, UB, UC).. Torquemeter (Series UE)... . 7-22 7-23 7-23 7-23 Gas Generator (N;) Tachometer (Series UA, UB, UC)... Gas Generator (N,) Tachometer (Series UE). . 7-23 ENGINE LIMITATIONS. 7-27 STARTER OPERATING TIME LIMITS. 7-29 TREND MONITORING . 7-29 DATA COLLECTION. 7-30 PROPELLER SYSTEM. . 731 General . 7-34 Blade Angle... Primary Governor... Low Pitch Stop..... . 7-38 7-41 Beta and Reverse Control : Flight and Ground Low Pitch Stops .. Pai FOR TRAINING PURPOSES ONLYIBEECH 1900 AIRLINER @ PILOTIRAINING MANUALS Overspeed Governor... 1 745 745 1 TAB 7-46 Fuel Topping Governor Power Levers. Propeller Control Levers... Propeller Feathering .. . 7-46 7-47 7-49 .. 7-49 Before Taxi and Before Takeoff Checks... Autofeather System (Series UA, UB, UC)... Autofeather System (Series UE)... Propeller Synchrophaser Systems FOR TRAINING PURPOSES ONLY PiliUBEECH 1900 A INTRODUCTION PILOT TRAINING MANUALS Flig! htSafety CHAPTER 7 POWERPLANT In-depth knowledge of powerplants is essential to the pilot’s ability to operate the engines. Performance within the normal parameters of powerplant and propeller systems extends engine life and ensures safety. This chapter describes basic engine components, limitations, and system checks. In-depth knowledge of the propeller system is essential to proper operation of the engine power system. Operating within safe parameters of the powerplant and propeller systems extends engine life and ensures safety. This chapter also describes the propeller system and its operational limits and preflight checks. DESCRIPTION This chapter describes and discusses the Pratt & Whitney PT6A-65B and -67D turboprop engines. The purpose of this chapter is to provide pilots with sufficient engine operating details to further understand normal, abnormal, and emergency procedures. This chapter also presents a description and dis- cussion of the propeller system. Location and use of propeller controls, principles of operation, reversing systems, and propeller feathering are detailed. Descriptions include primary and over- speed governors, autofeather system, and synchrophaser. Propeller system checks, as out- lined in the POH/AFM Before Taxi and Before ‘Takeoff (runup) checklists, are discussed, FOR TRAINING PURPOSES ONLY 7AFigure 7-1 PT6A-65B Powerplant Installation 72 FOR TRAINING PURPOSES ONLY1900 AIRLINER POWERPLANT Beech designers chose the Pratt and Whitney PT6A-65B (UA, UB, UC) and -67D (UE) power- plants for the 1900 Airliner (Figure 7-1). The PT6A-65B reverse flow, free-turbine, turboprop engine (Figure 7-2) is flat-rated to 1,100 shaft horsepower. The PT6A-67D is flat-rated to 1,279 shaft horsepower. S@NogReN> ‘The engines are equipped with composite four- blade, full-feathering, reversing, constant-speed propellers mounted on the output shaft of the engine reduction gearbox. Engine oil supply and single-action, engine-driven governors control propeller pitch and speed. When the engines are shut down, propellers automatically feather, and will unfeather when engines are started as engine il is pumped into the propeller dome. Reference to the right or to the left side of the aircraft, pro- pellers, or engines always assumes the pilot is looking from the rear of the aircraft forward (Fig ure 7-3). PROPELLER GOVERNOR EXHAUST COMBUSTION CHAMBER COMPRESSOR SECTION BLEED VALVE (LOCATED AT 3 O'CLOCK POSITION) ENGINE AIR INLET OIL FILLER AND DIPSTICK ENGINE OIL COOLER INERTIAL SEPARATOR VANE Figure 7-2 Engine Installation FOR TRAINING PURPOSES ONLY 73‘Turboprop engine power is measured in equiva- lent shaft horsepower (ESHP) and shaft horsepower (SHP). SHP is determined by propel- Jer rpm and torque applied to turn the propeller shaft. Hot exhaust gases leaving the engine also develop some kinetic energy similar to a turbojet engine, Jet thrust (approximately 10% of total Table 7-1 PT6A-655 (SEA LEVEL STATIC ICAO STAND, engine power), combined with SHP, is equel to ESHP. Turboprop engine specifications usually show ESHP, SHP, and limiting ambient tempera- tures. The engine specification tables show engine ratings and temperatures (Tables 7-1 and 72) B SPECIFICATIONS JARD ATMOSPHERE CONDITIONS) OPERATING Propewen | veTTHRUST | SoNCuMpmoN, SONMITION EsHP | SHP. PM (a) LBS) | CONSUMPTION (LB/ESHPHR) HTaxeot 74 1100 1700 Tex? 0586 Wax. Continuous 74 F700 700 181 0.596 [Max. Climb + 1068 1000" 1700 171 0560 [Normal Cruise + 1068 1000" 1700 17 0.560 + pyalatiet0 212°C (70) 4 Foritrmaton ony, nt cartition rains, {ay Conaapancing Spaod Power Trine 20/20 em Table 7-2. PT6A-67D SPECIFICATIONS (SEA LEVEL STATIC ICAO STAND) JARD ATMOSPHERE CONDITIONS) orgumme | ese | ow | momen | sermcust | Sonia cena - we [mae | ae | eer OS ‘raisers = anit o Matsetw ss. “+ orinsematon ony not centeaten ratings {ey Conaepanaing Spebd: Pawar Tine 20020 rpm Engine Type.. ‘Type of Combustion Ci Compression Ratio ‘Compressor Shaft Rotation (looking forward)... Propeller Shaft Rotation (looking forward)... Propeller Shafi Gear RatiOvrnuemnnsnsnse il Consumption, Maximum Average..... Gas Generator Speed 100% Nj Max. Continuous Gas Generator Speed 104% N, TA Free Turbine Annular eZ ‘Counterclockwise Clockwise ss seve 7.631 (0316 tb OB) 0.2 tp. (0.0907 hg hc) 37,468 rpm 1» 39,000xpm FOR TRAINING PURPOSES ONLYFOR TRAINING PURPOSES ONLY Figure 7-3 Engine CutawayFOR TRAINING PURPOSES ONLY Figure 7-4 Engine Gas FlowENGINE STATIONS To identify locations in the engine, it is common practice to establish engine station numbers at various points (Figure 7-3). To refer to pressure or temperature at a specific point in engine air- fiow path, the appropriate station number is used, such as P3 for Station 3 pressure or Ts for gas temperature at Station 5. For instance, airflow temperature measured between the compressor and first-stage power turbine at Engine Station 5, is called interstage turbine temperature (ITT) or ‘Ts. Bleed air, located after the centrifugal com- pressor stage and prior to entering the combustion chamber, is commonly referred to as P3 or bleed air. Bleed air is used for cabin heat, pressurization, and the pneumatic system. ENGINE TERMS To properly understand the operation of the PTCA series engines, you should know the fol- lowing basic definitions. These terms should be memorized since they are used often when describing PT6A engines. N, or Ny—Gas generator rpm in percent of tur- bine speed. Ny—Propeller rpm. 2 BEECH)1900 AIRLINER MCILOT TRAINING MANUAL FlightSafety Ny—Power turbine rpm (not indicated on engine instruments). P2 .s—Air pressure between Engine Stations 2 and 3. Also referred to as axial stage air or com- pressor interstage air. P3—Air pressure at Engine Station 3, the source of bleed air used for some aircraft systems, ITT or Ts—Interstage Turbine Temperature in degrees centigrade at Engine Station 5. Free-Turbine Reverse-Flow Principle The “free-turbine” design of the PT6A series engines refers to turbine sections which rotate freely, having no physical connection between them (Figure 7-5). The compressor turbine drives the engine compressor and accessories. Dual power turbines drive the power section and pro- peller through the planetary reduction gearbox. ‘Compressor and power turbines are mounted on separate shafts and are driven in opposite direc- tions by gas flow across them. The term “reverse flow” refers to airflow through the engine. Inlet air enters the compressor at the aft end of the engine, moves forward through the combustion section and the turbines, and is exhausted at the front of the engine. _—_—— aera eECeeD Ee Figure 7-5 Free-Turbine Reverse Flow Principle FOR TRAINING PURPOSES ONLY 17Engine Modular Free-Turbine Design ‘The modular concept is an important feature of, the PT6A engines. As a modular free-turbine design, the engine is basically divided into two sections—a gas generator module and a power module (Figure 7-6). The gas generator module includés the compressor and the combustion sec- tion. Ifs function is to draw air into the engine, add energy to it in the form of burning fuel, and produce the gases necessary to drive the com- pressot and power turbines. The power module converts the gas flow from the gas generator into mechanical action to drive the propeller. This is done through an integral planetary gearbox, which converts the high-speed, low torque of the power turbine to low-speed, high torque required at the propeller. The reduction ratio from power turbine shaft rpm to propeller rpm is approxi- mately 17. ‘The modular engine requires minimum mainte- nance! A hot section inspection (HSI), usually FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL occurring at mid-TBO, involves splitting the engine between the compressor and power tur- bines. Since it is not necessary to remove the engine from the airplane to accomplish the HSI, inspection is both simple and fast. Because of modular design, the gas generator section or the combustion section can be completely replaced independently of each other. This feature permits sy maintenance, modular overhaul, and on- ing HSI. ENGINE AIRFLOW Another important feature of the PT6A engines is reverse-flow design. Inlet air enters the rear of the engine through an annular plenum chamber, formed by the compressor inlet case, where it is directed forward to the compressor (see Figure 7-4). The compressor consists of four axial stages. and a single centrifugal stage assembled as a sin- ¢gle unit on a common shaft. ‘MODULE Figure 7-6 Engine Modular Concept 78 FOR TRAINING PURPOSES ONLYBy brecH,1900 AIRLINER BELOTS RAINING MANUAL Rows of stator vanes between each stage of com- pression diffuse the air, raise its static pressure, and direct it to the next stage of compression After the final compression stage, compressed air passes through diffuser tubes which turn it 90° in direction, and convert its velocity back to static pressure. Now diffused, the air passes through straightening vanes to the annulus surrounding the combustion chamber liner. The flow of air changes direction 180° as it enters and mixes with fuel in the combustion chamber. The combustion chamber liner contains perfora- tions of varying size that allow entry of compressor delivery air. Approximately 25% of the air mixes with fuel to support combustion. The remaining 75% is used to center the flame in the combustion can and for internal engine cool- ing. The fuel/air mixture is ignited and the resultant expanding gases are directed to the wr- bines. The unique location of the combustion chamber liner, utilizing flow reversal, eliminates the need for a long shaft between the compressor and the compressor turbine, thus reducing the engine’s overall length and weight. For smoother engine starts, the PT6A-65B fuel is introduced into the combustion chamber liner in two stages through 14 simplex fuel nozzles. The nozzles are supplied by a dual fuel manifold con- sisting of primary and secondary transfer tubes and adapters. The seven primary nozzles inject fuel into the combustion chamber during initial start, and the remaining secondary nozzles are activated as N; increases to approximately 36%. In the PT6A-67D engine, fuel is introduced through 14 duplex nozzles, The nozzles are sup- plied by a dual fuel manifold consisting of primary and secondary transfer tubes and adapt- ers. The 14 primary nozzles inject fuel into the combustion chamber during initial start, and the 14 secondary nozzles are activated as Ny increases to approximately 40 to 45%. The fuel/air mixture is ignited by two spark igniters which protrude into the liner. After combustion, expanding gases reverse direction in the exit duct zone, and pass through compressor turbine inlet guide vanes to the single-stage compressor drive turbine. Expanding gases are then directed forward through power turbine inlet guide vanes to drive the power turbine section. The guide vanes ensure that expanding gases impinge on the turbine blades at the correct angle with minimum energy loss. Approximately 60% of the energy from combustion gases is extracted by the compressor turbine, and the balance is used by the power turbines. Exhaust gas from the power turbines is then directed to the atmosphere through abifurcated exhaust plenum to twin ‘opposed-exhaust ports. Compressor and power turbines are located in the approximate center of the engine, with their respective shafts extending in opposite direc- tions. This feature simplifies installation and inspection procedures. FOR TRAINING PURPOSES ONLY 79COMPRESSOR BLEED VALVE At low Nj rpm, compressor axial stages produce more compressed air than the centrifugal stage can use. A compressor bleed valve compensates for excess air flow at low rpm by bleeding axial stage air (P 5) to reduce back pressure on axial stages|(Figure 7-7). Pressure relief helps prevent axial stage compressor stall ‘The edmpressor bleed valve is a pneumatic pis- ton that references pressure differential between axial dnd centrifugal stages. Looking forward, the valve is located at the 3 0°clock position on the gas generator case. The valve helps prevent LET AIR Inver SCREEN einst-staGe COMPRESSOR aLace TANGENTIAL GAS GENERATOR case ‘comPnesson BLED: ‘VALVE HOUSING. PISTON: GAS GENERATOR CASE MOUNTING FLANGE COMPRESSOR ROTOR HOUSING: LOW ("JET FLAP) INTERSTAGE im (72.5) ‘compressor stalls and provides smoother com- pressor operation in the low Ny rpm range. At low N; rpm, the compressor bleed valve is, ‘open. As power is increased beyond approxi- mately 72% Ny, the valve begins to close progressively. At takeoff and cruise, above approximately 90% N; rpm, the bleed valve is closed. If the compressor bleed valve were to stick closed at low N, speeds, compressor stall could result from an attempt to accelerate the engine to higher power. If the valve were to stick open at high N, speeds, power output would be considerably reduced. With the valve open, and amnnercase C) | cas ceneraton case @ Roulow Sint SWING CHECK VALVE COMPRESSOR DISCHARGE ARPS) Figure 7-7 Jet-Flap, Compressor Bleed Valve, Swing Check Valve 7-10 FOR TRAINING PURPOSES ONLYata given Ny rpm, ITT torque will decrease. NOTE On UB-40 and after, the following changes have been made: © Improved pre-swirl design supersedes jet flap, © Swing check valve is eliminated © Rolling diaphragm is eliminated. JET-FLAP INTAKE SYSTEM A unique feature of the PT6A-65B engine is its efficient utilization of Pp s air. In the OSB, air is ported into a “jet flap” system. A jet flap slot, Which secures the accessory section to the engine compressor section, is machined into one side of each hollow strut. A jet flap intake system (Fig- ure 7-7) functions as a variable inlet guide vane without variable geometry. Compressor intet- stage air (P2,5) enters and exits through the narrow slot, passing into the intake to provide a swirl effect on inlet air entering the compressor. This “pre-swir!” effect improves low-speed com- pressor characteristics and eliminates the requirement for an additional compressor bleed valve. FlightSafet SWING CHECK VALVE (SERIES UA THROUGH UB-40) A swing check valve is located on the left side of the compressor at the 9 o'clock position, It is a plate valve, hinged at the upper edge, capable of pivoting approximately 45°. The valve relieves excess P, s pressure that is trapped in the com- pressor case when the compressor bleed valve closes. IGNITERS ‘Two spark-type igniters in the combustion cham- ber provide positive ignition during engine start. Although the engine is equipped with two ignit- ers, it needs only one for start. The system is designed so that if one igniter malfunctions, the remaining igniter will continue to operate. Ignit- ers are activated by the IGNITION AND ENGINE START switch, and are tumed off after engine start when combustion becomes self- sustaining. Spark ignition is effective for quick engine start- ing throughout a wide temperature range. The system consists of an airframe-mounted ignition exciter, two individual high-tension cable assem- blies, and two spark igniters. It is energized from the aircraft nominal 28-volt DC supply, and will ‘operate in the 9 to 30-volt range. The igniter sys- tem can produce up to 3,000 volts. emerge: FOR TRAINING PURPOSES ONLY 7a! POWER TURBINE STATOR HOUSING BEECH 1900 AIRLINER PILOT TRAINING MANUAL FlightSafety COMBUSTION CHAMBER LINER Figure 7-8 Engine Start and Ignition Switches Engine start switches on the pilot's left subpanel (Figure 7-8) are placarded IGNITION AND ENGINE START. The three switch positions are ON, OFF, and STARTER ONLY. The lever- locked ON position activates the starter and both ignitets, STARTER ONLY is a momentary hold- down position of the spring-loaded center (OFF) position. STARTER ONLY provides a motoring- only function sometimes used to clear the engine of unburned fuel. Igniters are not energized in this position. The ignition system features automatic capability. When the ENG AUTO IGNITION switches are in the lever-locked ARM position, igniters will automatically operate if engine torque falls below 500 to 550 foot-pounds, and IGNITION ON annunciators will iuminate. The auto-ignition system should be armed in turbulence, precipitation, and icing conditions. In 7-12 the PT6A-67D engine, actuation will occur if the torque falls below 700 to 750 foot-pounds. ACCESSORY SECTION All engine-driven accessories, except the propel- ler tachometer and propeller governors, are mounted on the accessory gearbox at the rear of the engine (Figure 7-9). Accessories are driven by the compressor shaft (N,) through a coupling shaft. One lubricating oil pressure pump and two scavenge oil pumps are mounted inside the accessory gearbox. Two additional oil scavenge pumps are externally mounted. The starter/gener- ator, high-pressure fuel pump, N, tachometer generator, and other optional accessories are mounted on pads on the rear of the accessory drive case. Each mounting pad has its own spe- cific gear ratio, FOR TRAINING PURPOSES ONLYACCESSORY SECTION [BEECH 1900 ‘AIRLINER 9 PLOTsTAAINING MANUALS FlightSafety Figure 7-9. Typical PT6A Engine LUBRICATION SYSTEM The PT6A engine lubrication system functions primarily to cool and lubricate engine bearings and bushings (Figure 7-10). It also provides oil to the propeller governor and propeller reversing control system. The main oil tank houses a gear- type engine-driven pressure pump, an oil pres- sure regulator, a cold pressure relief valve, and an oil filter. The engine oil tank, an integral part of, the compressor inlet case, is located in front of the accessory gearbox. FOR TRAINING PURPOSES ONLY ‘As oil is pumped from the tank, it passes through pressure- and temperature-sensing bulbs mounted on the rear accessory case. At gas gen- erator speeds above 72% Nj, normal oil pressure is between 90 and 135 psi. Oil is then delivered through an external oil transfer line below the engine to bearing compartments and to the nose case. Gear-type scavenge pumps return the oil through external oil transfer lines and through an external oil cooler below the engine. 7-13FlightSafety we6elq uopeoyigny aul6uy 1-2 einBi4 FOR TRAINING PURPOSES ONLY 714The oil cooler is thermostatically controlled to maintain desired oi! temperature. When scavenge oil temperature reaches 71° C, a thermostatically controlled diverter valve opens to route oil through the cooler. Another externally mounted unit, the oil-to-fuel heat exchanger, uses hot engine oil to heat fuel before it enters the engine fuel system. Total oil system capacity is 3.9 U.S. gallons, including the 2.3 gallon oil tank. Maximum oil consumption is 1 quart every 10 hours; however, normal oil consumption may be as little as 1 quart per 50 hours. Most PTA engines normally seek an oil level of one to two quarts low. When adding oil between oil changes, do not overfill, and do not mix types or brands of oil due to the ty of chemical incompatibility. A placard inside the engine cover shows the brand and type of oil used in that particular engine. Although the preflight checklist calls for checking oil level, the best time to check oil ‘quantity is shortly after shutdown, since oil levels are most accurately indicated at that time. Oil level checks during preffight may require motor- ing the engine to obtain an accurate level indication. The oil tank is provided with a filler neck and integral quantity dipstick housing. The cap and dipstick are secured to the filler neck, which passes through the gearbox housing and acces- sory diaphragm into the tank. Dipstick markings indicate the number of U.S. quarts of oil less than full (Figure 7-11). OIL TANK FILLTER CaP DIPSTICK AND DIPSTICK FILLER CAP LITERS. Figure 7-11, Engine Oil Dipstick FOR TRAINING PURPOSES ONLY 715yn MAGNETIC CHIP DETECTOR (SERIES UA, UB) A magnetic chip detector (Figure 7-12) installed in the bottom of each engine nose gear box to indicate the presence of ferrous particles in the lubrication system, The detector activates a yellow light on the annunciator panel, L CHIP DETECT or R CHIP DETECT, to alert the pilot to possible oil contamination. Illumination of the CHIP DETECT annunciator is not in itself cause for an engine to be shut down. Engine parameters should be monitored for abnormal indications. If parameters are MAGNETIC POLES. vawve PREFORMED. "PACKING VALVE SEAT preronmeo PACKING ADAPTER, ASSEMBLY Roarer RETAINING Nur pereéron WOUSING ELECTRICAL, ‘CONNECTOR Figure 7-12 Magnetic Chip Detector TAG >: Fe BEECH 1800 AIRLINER PILOT TRAINING MANUAL a FlightSafety abnormal a precautionary shutdown may be ‘made at the pilot's discretion. ENGINE FUEL SYSTEM The engine fuel control system for PT6A-65B and -67D engines consists of the basic components shown in the block diagram (Figure 7-13). They are the primary low-pressure boost pump, oil-to-fuel heat exchanger, high-pressure fuel pump, fuel control unit, fuel cutoff valve, flow divider, and dual fuel manifold with 14 simplex nozzles, 14 duplex nozzles in the -67D. The low-pressure boost pump is engine driven, and operates when the gas generator shaft (N) is turning. It provides sufficient fuel head pressure (approximately 45 psi maximum) for proper cooling and lubrication of the high-pressure pump. The oil-to-fuel heat exchanger regulates fuel temperature at the fuel pump inlet to prevent icing at the pump filter. This is done automati- cally and requires no action by the pilot. After fuel passes through the oil-to-fuel heat exchanger, it flows into the high-pressure, engine-driven fuel pump and into the fuel control unit (FCU). Prior to entering the FCU, a fuel purge line constantly directs a small amount of fuel back to wing fuel tanks to clear vapors and bubbles from the fuel control system. The high-pressure fuel pump is an engine-driven, gear-type pump that can supply fuel at 850 psi maximum pressure to the fuel side of the FCU. Its primary purpose is to supply sufficient pres- sure to fuel nozzles for adequate spray pattern during ali modes of engine operation. Flow rates and pressures will vary with changes in gas gen- erator (Nj) rpm. The fuel cutoff valve is internal in the FCU. The valve is controlled by the condition lever, and is either open or closed; it has no intermediate posi- tion. When the fuel cutoff valve is open, fuel flows to the minimum pressurizing valve, which blocks fuel flow during start until fuel pressure is sufficient for proper spray pattern in the combus- tion chamber. As high-pressure fuel pump output FOR TRAINING PURPOSES ONLY‘MINIMUM FLOW ‘ADJUSTMENT PURGE LINE FLOW. DIVIDER Figure 7-13 Simplified Fuel System Diagram increases to at least 100 psi, the minimum pres- surizing valve opens, delivering fuel to the flow divider. If the high-pressure pump fails, the valve will close and combustion will cease. During start, fuel flows initially through the flow divider to seven primary fuel spray nozzles in the combustion chamber. As the engine accelerates through approximately 36% Nj, fuel pressure increases sufficiently to supply secondary fuel nozzles. All 14 nozzles then deliver atomized fuel to the combustion chamber. The progressive sequence of primary and secondary fuel nozzle operation provides cooler starts. Increased accel- eration in N; speed may be noticed when secondary fuel nozzles activate. FUEL MANIFOLD PURGE SYSTEM ‘The fuel manifold purge system is designed to eliminate residual fuel which remains in the flow divider and fuel manifold when the fuel cutoff valve is closed during engine shutdown. The sys- tem consists of a P3 accumulator purge tank with P; air input at one end and P, discharge to the flow divider at the other end. During normal engine operation, Ps air constantly pressurizes the purge tank. As long as the engine is running, fuel pressure keeps the flow divider purge port closed. As fuel pressure drops to zero during engine shutdown, P3 air escapes through a check valve into the flow FOR TRAINING PURPOSES ONLY TATdivider, pushing residual fuel into the combustion chamber where it is burned. As a result, the pilot may notice a one- or two-second delay in initial engine spooldown after the condition levers are ‘moved into fuel cutoff, FUEL CONTROL UNIT (FCU) The fuel control unit (Figure 7-14) meters proper fuel amount for all modes of engine operation, Flow rates are calibrated for starting, accelera- tion, and maximum power. The FCU compares as generator speed (N,) with power lever setting and regulates fuel to engine fuel nozzles. The FCU also senses compressor discharge pressure and compares it to N; rpm to establish accelera- tion and deceleration fuel flow limits. A minimum flow stop, set to approximately 90 pounds per hour per engine, guarantees sufi- cient fuel flow at all operating altitudes to sustain engine operation at minimum power. FCUIOPERATION The fuel control unit (Figure 7-14) is mounted on the rear flange of the fuel pump. A splined cou- pling between the pump and the FCU transmits a speed signal to the governing section in the FCU. ‘The FCU determines the amount of fuel sched- uled to the combustion chamber by controlling ge8 generator speed. Engine power output is directly dependent upon gas generator speed. Compressor discharge pressure (P3), sensed by the fuel control unit, is used to establish accelera- tion fuel flow limits. This fuel limiting function Prevents overtemperature conditions in the engine during start and acceleration, The fuel control unit receives input from the con- dition lever, the power lever, the N, flyweight governor, and a pneumatic bellows. FCU opera- tion is complex, but it will be simplified and described briefly in this section, For more detail refer to the Pratt & Whimey Maintenance Man- ual for the PT6A-65B or PT6A-67D engines. Power control levers position a 3-D cam in the FCU that, through a cam follower and lever, determines fuel flow corresponding to selected N; speed. The condition lever selects LOW IDLE 7-18 | BEECH 1900 AIRLINER PILOT TRAINING MANUAL FlightSafety to HIGH IDLE N; speeds when the power lever is at idle. The power lever selects speeds between idle and maximum. Engine speed is controlled by the gas generator (N)) governor, which contains two flyweights mounted on a ballhead driven by the engine. The flyweight governor is the feedback element of the specd-select system. It controls “on-speed” con- dition by positioning the 3-D cam as required in response to speed variations in the gas generator ASN; speed increases or decreases, resulting fly- weight action changes the 3-D cam setting, which changes fuel flow valve setting to maintain selected N; speed. The cam follower and arm transmit 3-D cam motion to the fuel metering valve. As the 3-D cam moves upward, fuel flow to the engine is increased and Ny speed increases. Downward movement of the 3-D cam decreases fuel flow and N; speed. Nj speed is therefore maintained continuously by the Ny governor in response to variations in gas generator speed. In an overspeed condition, increasing pressure by the governor flyweights moves the 3-D cam downward, resulting in decreased fuel flow through the fuel metering valve. Balance occurs when N; speed is reduced to selected speed, and the cam is stationary at the new speed position. In an underspeed condition, decreasing pressure by the governor flyweights moves the 3-D cam ‘upward, resulting in increased fuel flow through the fuel metering valve until the system reaches equilibrium. Compressor discharge pressure (P; air) also affects fuel metering valve position during acceleration or deceleration. Increase in P3 causes the fuel meter- ing valve to increase fuel flow in response to increased P pressure until Ny speed is stabilized. ‘A decrease in P3 causes the fuel metering valve to decrease fuel flow until Nj speed is stabilized at the lower selected valve. In the event of power tur- bine overspeed, a decrease in P, air pressure at the fuel metering valve allows the fuel control unit to reduce fuel flow to the gas generator. Overspeed protection is discussed in greater detail in the Pro- peller System section at the end of this chapter. FOR TRAINING PURPOSES ONLYFUEL FLOW INDICATORS Fuel flow information is sensed by a transmitter in the engine fuel supply line between the fuel cutoff valve and the flow divider. Flow rate is indicated on the fuel flow gage on the instrument panel (Figure 7-15). Indications are in pounds-per-hour }; therefore, when the needle indi- cates 2 on the dial, fuel flow is 200 pounds per units times 10 hour, Fuel flow gages are DC-powered. Figure 7-15 Fuel Flow Gages Inlet Fier Minimum Pressurizing and ‘Shut Down Valve Follower Rotor Bleed Orifice valve Spring Spring Plunger BBP (EB, coms nmin (dre wewoan me me 1. Bypass Valve 12. Seat 23. 2. Ultimate Relief Vawe 13. Adjuster 24. 3. Adjuster 1. Fuel Condition Lever 4, Minimum Flow Orifico 15. High idle Cam 26. 5. Pump Unloading Valve 16. Power Lever 26. 6. Plunger 17, 3D CamFollower 27. 7. Fuel Flow Valve 18. Arm 23. 8 30Cam 18. Geor 29. 8. Valve 20. Spring 30. 10. Fiyweights 21. Orifice 31 11, Bellows 22. Stationery Piston Figure 7-14 Simplified Fuel Control System pole FOR TRAINING PURPOSES ONLY TADFUEL PRESSURE INDICATORS If the engine-driven, high-pressure fuel pump fails, combustion will cease since high-pressure fuel is required to open the minimum pressuriz~ ing valve. If the primary engine-driven boost pump fails, a FUEL PRESS red light in the warning annuncia- tor panel will illuminate (Figure 7-16), and the ‘master warning lights will flash. The FUEL PRESS light illuminates when outlet pressure at the engine-driven boost pump decreases below one psi (10 psi Series UC & after). Switching on the standby fuel boost pump should increase fuel pressure to more than 11 +2 psi, extinguishing the warning light. Engine operation with the FUEL PRESS light on is limited to 10 hours between overhaul or replacement of the engine- driven, high-pressure fuel pump. Figure 7-16 Fuel Pressure Annunciator ANTI-ICING FUEL ADDITIVE Anti-icing fuel additives are not normally required since engine oil heats fuel before it enters the FCU; however, if oil temperature ver- sus OAT indicates ice formation could occur during takeoff or in flight, anti-icing additive should be mixed with the fuel to ensure safe operation, For preflight planning purposes, use the Minimum Oil Temperature Required for Operation without Anti-Icing Additive graph. This graph can be found in the POH or in the Ice and Rain Protection section of this manual. The graph is based on known or forecast operating Conditions, and shows operating temperatures where icing at the FCU could occur. Refer to the 1900 Airliner Maintenance Manual for proce- dures to be followed when blending anti-icing additive with airplane fuel. Use anti-icing addi- tive conforming to Specification MIL-I-27686. FUEL BIOCIDE ADDITIVE Fuel biocide-fungicide “BIOBOR JF” in concen- trations of 135 or 270 parts per million may be used in the fuel. BIOBOR JF may be used as the only fuel additive, or it may be used with MIL/ 27686 anti-icing additive. Used together, addi- tives have no detrimental effect on fuel system ‘components. Refer to /900 Airliner Maintenance ‘Manual for concentrations and detailed proce- dures for adding BIOBOR JF to airplane fuel. CONTROLS AND INDICATIONS CONTROL PEDESTAL The control pedestal extends between the pilot and copilot (Figure 7-17). The three sets of pow- erplant control levers, from left to right, are power levers, propeller rpm and feather levers, and condition levers. ENGINE POWER CONTROL Engine power is controlled by power levers which set N; speed, and by propeller levers which adjust propeller speed (Figure 7-18). The propeller maintains set speed by varying blade angle as requested by the propeller governor in response to changes in torque. Torque changes result from power lever input to the Nj governor. When power lever position calls for more torque, Nj governor settings prevent bleed-off of internal fuel pressures and of P3 air in the FCU. The gov- ernor then signals the fuel metering valve to allow more fuel flow into the spray nozzles to ‘meet requested power conditions. 7-20 FOR TRAINING PURPOSES ONLYFigure 7-17 Control Pedestal POWER LEVERS Power levers control engine power from idle to takeoff power by operation of the N, governor in the fuel control unit (Figure 7-18). Increasing Nj rpm results in increased engine power. The power levers control power in three regions: FLIGHT, BETA, and REVERSE. The bottom of the flight range is called IDLE. When power levers are lifted over the IDLE detent and pulled back into the beta range, they control propeller blade angle only. The beta range is normally used for taxi. The bottom of the beta range is called GROUND FINE. When the levers are lifted over the GROUND FINE detent into the REVERSE range, they control propeller blade angle and engine power to provide reverse thrust. PROPELLER LEVERS ‘The propeller levers are conventional in setting required rpm for takeoff and cruise (Figure 7-18), The normal governing range is 1400 to 1700 rpm. However, in the 1900D (UE Series), the mini- mum governing range is 1200 rpm, and ground taxi position is marked on the power quadrant just before the propeller levers reach the feather ae FOR TRAINING PURPOSES ONLY BEECH 1900 AIRLINER FlightSafety PILOT TRAINING MANUAL detent, All ground operation should be conducted with the propeller levers in this position. Although the 1900 Airliner is equipped with an automatic propeller feathering system, the pro- peller can be manually feathered by pulling the propeller lever back past the friction detent into the red and white striped section of the quadrant. To unfeather, push the lever back into the govern- ing range. Regardless of propeller lever position, the propellers will move toward feather when oil pressure is lost as the engines are shut down. For further details, see the Propeller System section at the end of this chapter. CONDITION LEVERS The condition levers have three positions: FUEL CUTOFF, LO IDLE, and HI IDLE (Figure 7-18). In the FUEL CUTOFF position, all fuel flow to the engines is cut off. At LO IDLE, engine gas generator speed (Nj) is aminimum of 58%; N, at HI IDLE is 70%. Con- dition levers can be set between these two values for any speed between 58% and 70% Nj. For the -67D engines these figures are 65% for LOW IDLE and 71% for HI IDLE. CONDITION LEVER OPERATION (SERIES UA, UB, UC) Engines are controlled from the cockpit by using the propeller, power, and condition levers. Both the power and condition levers are connected to the Nj governing section of the FCU. Either lever will reset the FCU to maintain a new Ny rpm. During start, power levers are at IDLE. Once condition levers are moved to LO IDLE, the fuel cutoff valve opens and the N; governor is set at LO IDLE. The condition levers are con- tinuously variable from LO IDLE at 58% to HI IDLE at 70% Ny. When condition levers are set to LO IDLE, the power levers will select Ny mpm from 58% to 104%, the maximum for takeoff, however, if condition levers are at HI IDLE, the power levers can only select Ny rpm from 70% 0 104%. 7-21Figure 7-18 Control Levers CONDITION LEVER OPERATION (SERIES UE) In the PT6A-67D equipped airplanes, the LO IDLE setting is 65%. HI [DLE is 71% with the maximum power setting being 104%. 7-22 FlightSafety PILOT TRAINING MANUAL Moving either the power levers or condition levers changes only N; rpm. As the power or condition levers are advanced, ITT, torque and fuel flow increase; however, these increases are byproducts of the N, speed maintained by the FCU. With power levers in a fixed position, Ny remains constant even in climb or descent, but ITT, torque and fuel flow will vary with altitude, ambient air temperature, and propeller setting, ITT AND TORQUEMETERS The two primary operating parameters which limit available engine power are temperature and torque. Engine torque and ITT are affected by ambient temperature and altitude. During opera- tions requiring maximum engine performance at cold temperature or low altitude, torque limits power. When ambient temperature is hot or when operating at high altitude, ITT limits power. Whichever condition reaches its limit first, deter- mines the amount of power available. ITT GAGE The ITT gage monitors interstage turbine temperature at Station 5 (Figures 7-19, 7-20, and 7-21). ITT is a prime limiting indicator of power available under varying ambient temperature and altitude conditions. The normal operating range, indicated by the green arc on the gage, is 400 to 810° C (400 to 780° C—UE). Maximum starting-only temperature of 1000°C, indicated by the solid white line (red diamond on Series UE and after) on the instrument, is limited to five seconds. Maximum continuous temperature (red Tine) is 810° C (800° C—UE), and maximum cruise temperature is 750° C. Engines can be damaged if limiting temperatures indicated on the ITT gage are exceeded. Temper- ature limitations for all operating conditions are listed in the POH or AFM, and should be com- mitted to memory. ITT gages are self-generating and do not require electrical power. Starting with UE-93, this gage will be powered by 28 VDC plus the electrical signal from the thermocouples installed in the engine. FOR TRAINING PURPOSES ONLYTORQUEMETER (SERIES UA, UB, UC) The torquemeter, marked with the green arc from zero foot-pounds to 3,400 foot-pounds, con- stantly measures rotational force applied to the propeller shaft (Figures 7-19, 7-20, and 7-21). ‘Maximum permissible sustained torque is 3,400 foot-pounds, indicated by the red radial on the instrument. Torque is measured by a hydrome- chanical torquemeter in the first-stage reduction gearcase. Rotational force on the first-stage ring gear compresses oil in the torquemeter chamber. The difference between torquemeter chamber pressure and reduction gear internal pressure accurately indicates the torque produced at the propeller shaft. The torquemeter transmitter mea- sures this torque and sends an AC clectrical signal to the torquemeter on the cockpit instru- ment panel. Recommended cruise torques vary with altitude and temperature. TORQUEMETER (SERIES UE) The normal operating range for the PT6A-67D engine is from 0 to 3,750 foot-pounds (green arc) with the maximum permissible torque set at 3,950 foot-pounds and with a time limit of 5 min- ules (yellow arc). The torque reading is displayed on 26-VAC powered gages. Starting with UE-93, this gage will be changed to a 28-VDC stepper motor gage. FlightSafety BEECH 1900 AIRLINER BLOT gTRAINING MANUAL GAS GENERATOR (N;) TACHOMETER (SERIES UA, UB, uc) The gas generator (N) tachometer measures rotational speed of the compressor shaft, in per- cent rpm, based on 37,468 rpm at 100% (Figures 7-19, 7-20, and 7-21). The outer scale of the. cator is measured in units of ten, and the smaller inner dial is read in single units, The Ny indicator is self-generating, requiring no electrical power for operation. The tachometer generator, located on the engine accessory section, is geared directly to the Ny compressor shaft. The tachom- eter generator sends an electrical signal to the Ny indicator on the cockpit instrument panel, indi- cating the percentage of Ny rpm. Maximum allowable continuous gas generator speed is 39,000 rpm, read as 104% on the Ny indicator. GAS GENERATOR (N,) TACHOMETER (SERIES UE) The indicator for the 1900D (UE Series) com- bines an analog and digital read-out. This gage is powered by 28 VDC plus a signal from the Ny tachometer generator located in the engine acces- sory section. FOR TRAINING PURPOSES ONLY 7-23FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL Te seoo'c ania sarin Ont y cm Tonoue METER HII oh 70 100s NOMA OPERATING RANE Pnoreiien (RRR 1070 ut noma. Orerarna RANGE \CHOMETER (N 2 SPEED) ‘GAS GENERATOR TACHOMETER (1 SPEED) ‘OW TEMPERATURE SCALE I 0" ecu on reurenaTune iar PRESSURE SCALE Figure 7-19 Engine Instrument Markings (Series UA, UB, and UC) 7-24 FOR TRAINING PURPOSES ONLYa FlightSz ‘ToROUE METER FRI 0 r0e 70 2750 bs Norman. OPERATING RANGE “GAS GENERATOR TACHOMETER (Wy SPEED) BRR o> 107% nora oPenaTove RANGE ‘No uMeTaTIONS AENOS ‘OW TEMPERATURE SCALE EIS 010s nora. Openarna RANGE FE 16 0c carrion nance — Herc whew on TEMPERATURE LMT Ol PRESSURE SCALE Ty 20 P ar caumon Rance 90-195 Pt NORMAL OPERATING RANGE —— mors woaa ut PROPELLER TACHOMETER (Mz SPEED) 96-1280 195:700 RP NORMAL OPERATING a TERE 420050 PronsTED oie it ny) 1250-1385 PROMBTED our to) 00 ren sone Figure 7-20 Engine Instruments (Series UE-1 through UE-92) FOR TRAINING PURPOSES ONLY 7-25FlightSafety 1900 AIRLINER PILOT TRAINING MANUAL, NOTE ‘ALL ENGINE INSTRUMENT GAGES REQUIRE 28 VDC IN ADDITION ‘TO THEIR RESPECTIVE INPUT SIGNAL FOR PROPER OPERATION. 4 tree owen STARTING Coy Laut IE 20-220 Prenat to) {2591385 PRWEITED cid to) Figure 7-21 Engine Instruments (Series UE-93 and After) 7-26 FOR TRAINING PURPOSES ONLYENGINE LIMITATIONS Airplane and engine limits are described in the Limitations section of the POH or AFM. These imitations have been approved by the Federal Avi- ation Administration, and must be observed when ‘operating the 1900 Airliner. The Engine Operating Limits Chart provides important limitations for all operating conditions. The Power Plant Instrument Markings Chart lists minimum, normal, and maxi- ‘mum limits (Figures 7-22 and 7-23), NOTE Engine limits charts are reproduced from applicable POH or AFM. Figure 7-22 Engine Limits Chart—PT6A-65B FOR TRAINING PURPOSES ONLY “BEECH 1900 AIRLINER PILOT TRAINING MANUAL FlightSafety During engine start, temperature is the most criti- cal limit (Figure 7-24). The ITT starting limit of 1,000° C is limited to five seconds. During any start, ifthe indicator needle approaches the limit, start should be aborted before the needle passes the solid white line. For this reason, itis helpful during starts to keep the condition lever out of the LO IDLE detent so that the lever can be quickly pulled back to FUEL CUTOFF. Monitor oil pressure and oil temperature gages to further determine engine condition. During start, oil pressure should come up quickly to the mini- ‘mum red line at 60 psi, but should not exceed the maximum 200 psi. During normal operation oil temperature and pressure gages should be in the normal operating range, indicated by a green arc from 90 to 135 psi. Fluctuations of +10 psi are acceptable, but pressures between 60 and 90 psi are undesirable. Low oil pressures (60 to 90 psi) should be tolerated only for completion of the flight, and then only ata reduced power setting. Oil pressure below 60 psi is unsafe. Below 60 psi, the engine should be shut down, or a land- ing should be made as soon as possible using the minimum power required to sustain flight. Normal operating oil temperatures are limited to 0 to +110° C. A minimum of -40°C is required for engine start, and temperature limits at idle are -40 to +110° C. However, temperatures between +99 and +110° C are limited to a maximum of 10 minutes. During ground operations, ITT must remain below 700° C (750° C—Series UE). Engine tem- peratures can be controlled by regulating Ny 1pm. and generator load. When condition levers are at LO IDLE, high ITT can be corrected by first reducing Nj loads, such as generators and air conditioning, then by advancing condition levers to increase Ny rpm. HI IDLE will reduce ITT since increased compressor speed increases the amount of cooling airflow available to the engine. Once ITT has been reduced below the idle temperature limit, Ny loads may be restored as desired. During normal flight operations, ITT should never be allowed to exceed the maximum continuous limit (red line). 727FlightSafety BEECH 1900 AIRLINER PILOT TRAINING MANUAL ' Speaker aeeereaeaa eee e Figure 7-23 Engine Limits Chart—PT6A-67D lesssze| Sess rato vr seen seceran Figure 7-24 Overtemperature Limits (Starting) e 7-28 FOR TRAINING PURPOSES ONLYDuring the climb, available torque will decrease and ITT may increase slightly. Recommended cruise climb and normal cruise ITT limit is shown by a white triangle on the indicator. Torque and N; limitations are the same for maxi- mum cruise and for takeoff; however, recommended cruise torque values will vary with altitude and temperature. ‘Transient limits provide buffers for surges during engine acceleration. Torque and ITT have an allowable excursion duration of 20 seconds. A momentary peak of 5,000 foot-pounds and 870° C is allowed for torque and ITT respectively. The overtemperature chart (Figure 7-24) shows specific actions required if ITT limits are exceeded during start. If engine temperature lim- its in Area A have been exceeded, determine and correct the cause of the overtemperature. Then the engine must be visually inspected through the exhaust duct (Figure 7-25), and any action taken must be recorded in the engine log book. Figure 7-25 View through Exhaust Duct Overtemperature in Area B will require a hot sec- tion inspection. During a hot section inspection, combustion chamber and turbine areas and com- ponents are examined and replaced as necessary. If an overtemperature occurs in Area C, the FOR TRAINING PURPOSES ONLY ‘BEECH 1900 AIRLINER PILOT TRAINING MANUAL FlightSafety engine must be returned for overhaul. Exceeding ITT limits in Area C for more than a few seconds may cause extensive engine damage ‘The POH lists generator limitations for operation at various N; rpms. To remain within limits it may be necessary to reduce accessory loads of to increase Nj rpm. LOW IDLE is sufficient for generator loads of 50% and lower with air condi- tioning off. With air conditioning on, or with loads higher than 50%, Ny rpm must be increased as specified in the limitations. STARTER OPERATING TIME LIMITS Engine starters are time-limited during the start- ing cycle to prevent the possibility of starter damage due to overheating. The starter is limited to 30 seconds ON and 3 minutes OFF for cooling before the next sequence of 30 seconds ON. After the second cycle of 30 seconds ON, the starter must remain OFF for 30 minutes. Starting with Series U C-143 and after and those airplanes that have been modified, the starter duty limitation has been changed to 20 seconds ON, 30 seconds OFF; 20 seconds ON, 60 sec- onds OFF; 20 seconds ON, 5 minutes OFF. For continuous motoring without engine starting, the limit is set at 20 seconds ON, 5 minutes OFF. TREND MONITORING During normal operations, gas turbine engines are capable of producing rated power for extended periods of time. Engine operating parameters, such as output torque, interstage tur- bine temperature compressor speed, and fuel flow for individual engines are predictable for specific ambient conditions. On PT6A engines, these predictable characteristics may be taken advantage of by establishing and recording indi- vidual engine performance parameters. Parameters can then be compared periodically to predicted values for day-to-day confirmation of engine efficiency. 7-29The engine condition trend monitoring system recommended by Pratt & Whitney is a process of periodically recording engine instrument read- ings such as torque, interstage turbine temperature, compressor speed, and fuel flow. Readings are corrected for altitude, outside air temperature, and airspeed, if applicable, then ‘compared to a set of typical engine characteris- tics to determine deviations. foarte oar Jeness] 1as | peor ToRauE | hy terest | fs) (0) | ALT. | cet | sree “indicated Alespeed AS). Saree BEECH 1900 AIRLINER FlightSafety PILOT TRAINING MANUAL DATA COLLECTION The trend monitoring procedure specifies that flight data be recorded on each flying day, every five flight hours, or other predetermined flight period. Select a flight with long established cruise, preferably at a representative altitude and airspeed. With engine power established and sta- bilized for a minimum of five minutes, record the requested data on a form similar to the in-flight engine data log shown (Figure 7-26) ecta*Joetrar] on. ‘ou Jeusor ‘| In Knots “nD Centigrade Spe te oe Per Minas Seng so: “prepa aslo feeaettne Tees yeretute my. Fs ‘Puel Flow (WF) " Ie Boone Ber Per 7-30 Figure 7-26 In-Flight Engine Data Log FOR TRAINING PURPOSES ONLYFlightSafety PROPELLER SYSTEM GENERAL Each engine is equipped with a composite, four- blade, counterweighted, full-feathering, variable- pitch, constant-speed, reversing propeller mounted on the output shaft of the reduction gearbox (Figure 7-27). Since the engines are free turbines, with no mechanical connection between ‘compressor and power turbines, the propeller can rotate freely on the power shafi when the engine is shut down. Propeller tiedown boots (Figure 7-28) are provided to prevent windmilling at zero oil pressure when the airplane is parked. Figure 7-28 Propeller Tiedown Boot Installed Figure 7-27 Hartzell Propeller FOR TRAINING PURPOSES ONLY 731