C90GTx PTM

KING AIR C90GTi/C90GTx
PILOT TRAINING MANUAL
SECOND EDITION
“The best safety device in any aircraft is a well-trained crew.”™ KING AIR
C90GTi/C90GTx
PILOT TRAINING FlightSafety International, Inc.
MANUAL Marine Air Terminal, LaGuardia Airport
1 VOLUME Flushing, New York 11371
SECOND (718) 565-4100
EDITION www.FlightSafety.com
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained
from the aircraft manufacturer’s Airplane Flight Manual, Pilot Manual and Mainten-
ance 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.

Courses for the King Air C90GTi and C90GTx are taught at the following FlightSafety
learning centers:
Wichita Hawker Beechcraft Learning Center

9720 East Central Avenue
Wichita, Kansas 67206
Phone: (316) 612-5300
Toll-Free: (800) 488-3747
Fax: (316) 612-5399
Copyright © 2010 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:
SECOND EDITION ........... 0 .......... JULY 2010
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page *Revision Page *Revision

No. No. No. No.
Cover ...................................................... 0 13-i – 13-ii ................................................ 0
ii – vi ........................................................ 0 14-i – 14-vi .............................................. 0
1-i – 1-vi .................................................. 0 14-1 – 14-26 ............................................ 0
1-1 – 1-30 ................................................ 0 15-i – 15-iv .............................................. 0
2-i – 2-vi .................................................. 0 15-1 – 15-8 .............................................. 0
2-1 – 2-36 ................................................ 0 16-i – 16-x................................................ 0
3-i – 3-iv .................................................. 0 16-1 – 16-104 .......................................... 0
3-1 – 3-8 .................................................. 0 16A-i – 16A-vi .......................................... 0
4-i – 4-iv .................................................. 0 16A-1 – 16A-24........................................ 0
4-1 – 4-12 ................................................ 0 17-i – 17-iv .............................................. 0
5-i – 5-iv .................................................. 0 17-1 – 17-12 ............................................ 0
5-1 – 5-22 ................................................ 0 18-i – 18-iv .............................................. 0
6-i – 6-ii .................................................... 0 18-1 – 18-4 .............................................. 0
7-i – 7-iv .................................................. 0 19-i – 19-iv .............................................. 0
7-1 – 7-46 ................................................ 0 19-1 – 19-18 ............................................ 0
8-i – 8-iv .................................................. 0 20-i – 20-ii ................................................ 0
8-1 – 8-8 .................................................. 0 21-i – 21-ii ................................................ 0
9-i – 9-iv .................................................. 0 22-i – 22-iv .............................................. 0
9-1 – 9-8 .................................................. 0 22-1 – 22-10 ............................................ 0
10-i – 10-iv .............................................. 0 WA-1 – WA-16 ........................................ 0
10-1 – 10-20 ............................................ 0 APP A-1 – APP A-6.................................. 0
11-i – 11-iv .............................................. 0 APP B-1 – APP B-2 ................................ 0
11-1 – 11-16 ............................................ 0 ANN-1 – ANN-2 ...................................... 0
12-i – 12-iv .............................................. 0
12-1 – 12-14 ............................................ 0
*Zero in this column indicates an original page.

CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 16A WIDE AREA AUGMENTATION SYSTEM (WAAS)
Chapter 17 OXYGEN SYSTEM
Chapter 18 MISCELLANEOUS SYSTEMS
Chapter 19 MANEUVERS AND PROCEDURES
Chapter 20 WEIGHT AND BALANCE
Chapter 21 FLIGHT PLANNING AND PERFORMANCE
Chapter 22 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX A TERMS AND ABBREVIATIONS
APPENDIX B ANSWERS TO QUESTIONS
ANNUNCIATOR PANEL
1 AIRCRAFT GENERAL
KING AIR C90GTi/C90GTx PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION................................................................................................................... 1-1
GENERAL .............................................................................................................................. 1-1
AIRPLANE SYSTEMS .......................................................................................................... 1-2
General ............................................................................................................................ 1-2
Chapters ........................................................................................................................... 1-2
BEECHCRAFT KING AIR C90GTi AND C90GTx DESCRIPTION.................................. 1-5
King Air C90GTi and C90GTx Configuration............................................................. 1-10
Cabin Entry and Exits ................................................................................................... 1-12
Emergency Exit ............................................................................................................. 1-14
Cabin Compartments..................................................................................................... 1-15
Flight Deck.................................................................................................................... 1-16
Control Surfaces............................................................................................................ 1-25
Tiedown and Securing................................................................................................... 1-26
Taxiing........................................................................................................................... 1-27
Servicing Data............................................................................................................... 1-27
Product Support............................................................................................................. 1-29
Preflight Inspection ....................................................................................................... 1-29
FOR TRAINING PURPOSES ONLY 1-i

1 AIRCRAFT GENERAL
ILLUSTRATIONS
Figure Title Page
1-1 Beechcraft King Air C90GTi................................................................................... 1-5
1-2 General Arrangement .............................................................................................. 1-6
1-3 Three-View Diagram—C90GTi and C90GTx (2 Sheets) ....................................... 1-7
1-4 Engine Air Inlet ....................................................................................................... 1-9
1-5 Cabin Profile............................................................................................................ 1-9
1-6 King Air C90GTx in Flight................................................................................... 1-10
1-7 Entrance and Exit Provisions................................................................................. 1-12
1-8 Dual Door Cables .................................................................................................. 1-13
1-9 Cabin Areas ........................................................................................................... 1-15
1-10 Cabin Seating Layout ............................................................................................ 1-15
1-11 Flight Deck Layout ................................................................................................ 1-16
1-12 Control Wheels and Fuel Control Panel—C90GTi and C90GTx (2 Sheets) ....... 1-17
1-13 Instrument Panels .................................................................................................. 1-19
1-14 Pedestal and Right Side Panel ............................................................................... 1-20
1-15 Pilot’s and Copilot’s Subpanels.............................................................................. 1-21
1-16 Annunciators.......................................................................................................... 1-22
1-17 Overhead Light Control Panel—C90GTi and C90GTx (2 Sheets) ...................... 1-23
1-18 Flight Control Surfaces ......................................................................................... 1-25
1-19 Flight Control Locks ............................................................................................. 1-25
1-20 Tiedowns................................................................................................................ 1-26
1-21 Propeller Boots ...................................................................................................... 1-26
1-22 Turning Radius ...................................................................................................... 1-27
1-23 Danger Areas ......................................................................................................... 1-27
1-24 Servicing Data ....................................................................................................... 1-28
1-25 Exterior Inspection ................................................................................................ 1-30
FOR TRAINING PURPOSES ONLY 1-iii

1 AIRCRAFT GENERAL
TABLE
Table Title Page
1-1 Specifications—C90GTi and C90GTx ................................................................. 1-11
FOR TRAINING PURPOSES ONLY 1-v

1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
A good basic understanding of the airplane will help in studying the individual systems
and their operation. This chapter provides basic and background information needed to
learn the details of airplane operation and performance to be studied in other chapters.
GENERAL
This chapter of the training manual presents Reference material in this training manual
an overall view of the airplane. This includes covers all of the aircraft systems. Each chap-
ex t e r n a l f a m i l i a r i z a t i o n , c a b i n a r r a n g e - ter is complete and independent, and can be
ments, and cockpit layout. referred to in any sequence.
In this chapter of the training manual you Following are brief descriptions of the sub-
will f ind diagrams and data describing the ject matter in each chapter. All material is
airplane in general and its systems that are discrete to the Beechcraft King Air C90GTi
n o t i n c l u d e d i n t h e P i l o t ’s O p e ra t i n g and C90GTx models.
Handbook (POH).
FOR TRAINING PURPOSES ONLY 1-1

1 AIRCRAFT GENERAL
AIRPLANE SYSTEMS Master Warning System

Chapter 4—“Master Warning System” pre-
GENERAL sents a description and discussion of the warn-
ing, caution, and advisory annunciator panels.
The “Systems Description” section of the Each annunciator is described in detail, in-
POH gives a brief description of all the sys- cluding its purpose and associated cause for
tems incorporated in the King Air C90GTi illumination. Emphasis is on corrective action
and C90GTx. Additional description and de- required by the pilot if an annunciator is il-
tails of these systems are included in sepa- luminated.
rate chapters of this training manual. The
POH information is updated as required and
always supersedes any information in this Fuel System
training manual. Chapter 5—“Fuel System” presents a de-
scription and discussion of the fuel system.
The physical layout of fuel cells are described.
CHAPTERS Correct use of the boost pumps, transfer pumps,
crossfeed, and f irewall shutoff valves are dis-
Aircraft General cussed. Locations and types of fuel drains and
Chapter 1—“Aircraft General” presents an correct procedures for taking and inspecting
overall view of the air plane. This includes fuel samples are detailed. This chapter includes
external familiarization, cabin arrangement, a list of approved fuels and procedures for fuel
and cockpit layout. In this chapter you will servicing.
f ind diagrams and data describing the air-
plane in general that are not included in the
Pilot’s Operating Handbook. Powerplant
Chapter 7—“Power plant” presents a dis-
cussion of the Pratt and Whitney PT6A tur-
Electrical Power Systems boprop engines. Engine theory and operating
Chapter 2—“Electrical Power Systems” de- limitations are described, and normal pilot
scribes the airplane electrical system and its procedures are detailed. Crewmembers must
components. The electrical system is dis- have suff icient knowledge of the PT6A se-
cussed to the extent necessary for pilot man- ries engines to understand all nor mal and
a g e m e n t o f a l l n o r m a l a n d e m e rg e n cy emergency procedures.
operations. The location and purpose of
switches, indicators, lights, and circuit break- This chapter also describes the propeller
ers are noted. DC generation and distribu- system. Location and use of propeller con-
tion is described. This chapter also includes trols, principle of operation, reversing, and
electrical system limitations and a discus- feathering are discussed.
sion of potential electrical system faults.
Fire Protection
Lighting Chapter 8—“Fire Protection” describes the
Chapter 3—“Lighting” discusses cockpit f i r e wa r n i n g a n d p r o t e c t i o n s y s t e m s .
lighting, cabin lighting, and exterior light- Operation and testing information for the
ing. All lights are identif ied and located. f ire detection and f ire-extinguishing sys-
The location and use of controls for the light- tems is included.
ing system are also included.
1-2 FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL
Pneumatics Pressurization System

Chapter 9—“Pneumatics” presents a dis- Chapter 12—“Pressurization” presents a de-
cussion of pneumatic and vacuum systems. scription of the pressurization system. The
Sources and operation of pneumatic and vac- function of various major components, their
uum air are described. Acceptable gage read- physical location, and operation of the pres-
ings and normal and abnormal system surization system controls are discussed.
indications are outlined. Where necessary, references are made to the
environmental system as it affects pressur-
ization.
Ice and Rain Protection
Chapter 10—“Ice and Rain Protection” pre-
sents a description and discussion of the
Landing Gear and Brakes
anti-ice and deice systems. All of the anti- Chapter 14—“Landing Gear and Brakes”
ice, deice, and rain protection systems in presents a description and discussion of the
this air plane are described, showing loca- landing gear system, landing gear controls,
tion, controls, and how they are used. The and operating limitations. The indicator sys-
pur pose of this chapter is to acquaint the tem and emergency landing gear extension
pilot with all the systems available for flight are also described.
in icing or heavy rain conditions and their
controls. Procedures in case of malfunction This chapter also discusses the wheel brake
in any system are included. This also in- system. Cor rect use of the brakes and park-
cludes information concerning preflight de- i n g b r a ke s , a l o n g w i t h b r a ke s y s t e m d e -
icing and defrosting. scription, and what to look for when
inspecting brakes are detailed.
Air Conditioning
Chapter 11—“Air Conditioning” presents a
Flight Controls
description of the air-conditioning, heat- Chapter 15—“Flight Controls” describes the
ing, and fresh air systems. Each subsystem f o u r - s e g m e n t Fow l e r - t y p e f l a p s y s t e m .
discussion includes general description, System controls and limitations are con-
principle of operation, controls, and emer- sidered, with reference to operation as out-
gency procedures. lined in the Pilot’s Operating Handbook.
This chapter also describes the rudder boost

system. This system is designed to reduce
pilot effor t if single-engine flight is en-
countered.

1 AIRCRAFT GENERAL
Avionics NOTES
Chapter 16—“Avionics” describes the stan-
dard avionics installation for the King Air
C90GTi and C90GTx. The system consists
of three 8" x 10" color composite Adaptive
Flight Displays (AFD). These AFD’s are
provided as two Primar y Flight Displays
( P F D ) a n d o n e M u l t i f u n c t i o n D i s p l ay
(MFD). Each PFD displays air plane atti-
tude, heading, airspeed, altitude, ver tical
speed, flight guidance system annunciations,
and navigation data on a single integrated
display. The MFD can be used to present a
variety of information, including: Present
Position MAP, TCAS, and FMS based tex-
tual data, navigation data, weather radar,
and TAWS+. Engine Data and the electronic
checklist are also presented on the MFD.
A Flight Management System (FMS) pro-

vides flight plan management, multi-sensor
navigation, and radio tuning, while a Flight
Guidance System (FGS) allows the pilot to
input attitude, heading, airspeed, and ver-
tical speed commands for the Flight
Director/Autopilot.
Individual audio panels for the pilot and

copilot, allow each pilot to select audio from
any nav/com receiver.
Oxygen
Chapter 17—“Oxygen” presents a summary
of the oxygen system and its components.
General description, principle of operation,
system controls, and emergency procedures
are included. Use of the oxygen duration chart
involves working simulated problems under
various flight conditions. FAR requirements
for crew and passenger oxygen needs are part
of the discussion, as well as the types and
availability of oxygen masks. Local servic-
i n g p r o c e d u r e s r e f e r e n c e d i n t h e P i l o t ’s
Operating Handbook are also included.

1 AIRCRAFT GENERAL
BEECHCRAFT KING AIR The structure is all-metal, low-wing mono-

plane. It has fully cantilevered wings and a
C90GTi AND C90GTx conventional-tail empennage. The wings are
an eff icient, high-aspect ratio design, with
DESCRIPTION composite winglets for added eff iciency on
the C90GTx. The airfoil section provides
T h e B e e c h c r a f t K i n g A i r C 9 0 G Ti a n d an excellent combination of low drag for
C90GTx, are high-perfor mance, conven- cruise conditions, and easy handling for the
tional tail, pressurized, twin-engine tur- low-speed terminal conditions or small air-
boprop airplanes (Figures 1-1 through 1-5). port operations.
They are designed and equipped for flight
in IFR conditions, day or night, into high- A faired, oval, minimum frontal area nacelle
density air traff ic zones, and into known is installed on each side of the wing center
or forecast icing conditions. They are also section to house both the engine and land-
capable of operating in and out of small ing gear. The “pitot” type intakes (Figure 1-
unimproved air por ts within the POH op- 4) boost performance by reducing drag, and
erating limits. the exhaust stacks are shaped for smaller
frontal area to reduce drag. The nacelles are
The King Air design is a blend of a highly designed and located to maximize pro-
e f f i c i e n t a i r f r a m e w i t h p r ov e n c u r r e n t peller/g round clearance, minimize chain
technology components, providing a reli- noise, and provide a low-drag installation
able, economical, versatile, and cost-pro- of the power plants on the wing.
ductive air plane.
Figure 1-1. Beechcraft King Air C90GTi

1 AIRCRAFT GENERAL
1. Weather Radar Antenna 13. Rudder Trim Tab

2. Communications, Navigation and Radar Equipment 14. Rear Fuselage Access Door
3. Outboard Flap Section 15. Baggage Area
4. Ground Escape Hatch 16. Airstair Door
5. Inboard Flap Section 17. Aileron Trim Tab
6. Liquid Storage Cabinet 18. Leading Edge Fuel Tanks
7. Lavatory Privacy Curtain 19. Wing Ice Check Light
8. Belted Lavatory 20. Nacelle Fuel Tank
9. Pressurization Safety and Dump Valves 21. PT6-135A Turboprop Engine
10. Oxygen Bottle 22. Heated Pitot Mast
11. Emergency Locator Transmitter 23. Landing and Taxi Lights
12. Elevator Trim Tabs
Figure 1-2. General Arrangement

1 AIRCRAFT GENERAL
35 FEET 6 INCHES
14 FEET 3 INCHES
2°
1 FEET 1 1/2 INCHES
12 FEET 3 INCHES
17 FEET 3 INCHES
50 FEET 3 INCHES
7 FEET 6 INCHES
7°
12 FEET 9 INCHES
Figure 1-3. Three-View Diagram—C90GTi (Sheet 1 of 2)

1 AIRCRAFT GENERAL
35 FEET 6 INCHES
14 FEET 3 INCHES
2°
1 FEET 1 1/2 INCHES
12 FEET 3 INCHES
17 FEET 3 INCHES
53 FEET 8 INCHES
7 FEET 6 INCHES
7°
12 FEET 9 INCHES
Figure 1-3. Three-View Diagram—C90GTx (Sheet 2 of 2)

1 AIRCRAFT GENERAL
The fuselage is conventional monocoque

structure using high-strength aluminum al-
loys. The basic cross-sectional shape of the
cabin is a favorable compromise between
passenger comfort and eff icient cruise per-
formance. The cabin prof ile is squared-oval,
not round (Figure 1-5). Passengers can sit
comfortably without leaning their heads to
accommodate sloping walls. The floors are
flat from side to side for passenger ease in
entering and leaving the cabin. These air-
craft are certif icated for up to 13 people.
Figure 1-4. Engine Air Inlet
Figure 1-5. Cabin Profile

1 AIRCRAFT GENERAL
KING AIR C90GTi AND C90GTx Maximum operating speed

CONFIGURATION (V MO ) ............................................ 226 KIAS
The King Air C90GTi and C90GTx are pow- Maneuvering

ered by Pratt & Whitney 550 shp (flat-rated) speed (V A )............. 169 KIAS (C90GTi)
PT6A-135A turboprop engines. In addition ............. 163 KIAS (C90GTx)
to the standard airplane conf igurations,
Beechcraft offers many optional items which Maximum landing gear operating speed
are available at additional cost and weight. (V LO ):
The basic conf igurations, dimensions, Extension/extended .............. 182 KIAS
weights, and specif ications are summarized Retraction ................................ 163KIAS
in Table 1-1. Refer to the respective airplane
POH for detailed, up-to-date information. Maximum flap extension/extended (V FE ):
Approach ................................ 184 KIAS
Operating Speeds Down ........................................ 148 KIAS
T h e B e e c h c r a f t K i n g A i r C 9 0 G Ti a n d Stall (100% flaps, power off) ...... 78 KIAS
C90GTx (Figure 1-6) are a couple of the most
maneuverable cor porate air planes in the Stall (Flaps Approach, Maximum
world. Insistence on handling ease in all Weight, Power Idle) .................. 83 KIAS
flight regimes and tough construction tech-
niques contribute to the following KIAS data Stall (Flaps Up, Maximum
(calculated at maximum takeoff weight of Weight, Power Idle) .................. 88 KIAS
10,100 pounds for the C90GTi and 10,485
for the C90GTx): Air minimum
control (V MCA ) .......... 85 KIAS flaps up
...... 83 KIAS flaps appr.
Figure 1-6. King Air C90GTx in Flight

1 AIRCRAFT GENERAL
Table 1-1. SPECIFICATIONS—C90GTi AND C90GTx
MODEL DESIGNATION – PASSENGER C90GTi C90GTx
CREW – FAA CERTIFIED 1 1

OCCUPANTS – MAX. FAA CERT. (INCL. CREW) 13 13
PASSENGERS – NORMAL CORP. CONFIG. 6 6

ENGINES – P&W TURBOPROP 2 PT6A-135A 2 PT6A-135A
PROPELLERS – 4 BLADE, CONSTANT-SPEED, TWO HARTZELL TWO HARTZELL

FULL-FEATHERING, COUNTER-WEIGHTED, (FULL REVERSING) (FULL REVERSING)
HYDRAULICALLY-ACTUATED
LANDING GEAR – RETRACTABLE, TRICYCLE HYDRAULIC HYDRAULIC
WING AREA 293.94 SQUARE FEET 293.94 SQUARE FEET
MAXIMUM CERTIFICATED WEIGHTS

MAXIMUM RAMP WEIGHT 10,160 POUNDS 10,545 POUNDS
MAXIMUM TAKE-OFF WEIGHT 10,100 POUNDS 10,485 POUNDS
MAXIMUM LANDING WEIGHT 9600 POUNDS 9832 POUNDS
MAXIMUM ZERO FUEL WEIGHT NO STRUCTUAL LIMITATION 9378 POUNDS

MAXIMUM WEIGHT IN BAGGAGE COMPARTMENT:
REAR BAGGAGE COMPARTMENT 350 POUNDS 350 POUNDS
NOSE AVIONICS COMPARTMENT 350 POUNDS 350 POUNDS
CABIN AND ENTRY DIMENSIONS

CABIN WIDTH (MAXIMUM) 54 INCHES 54 INCHES
CABIN LENGTH (PARTITION TO PARTITION) 155 INCHES 155 INCHES

CABIN LENGTH
(MAXIMUM BETWEEN PRESSURE BULKHEADS) 214 INCHES 214 INCHES
CABIN HEIGHT (MAXIMUM) 57 INCHES 57 INCHES

AIRSTAIR ENTRANCE DOOR WIDTH (MINIMUM) 27 INCHES 27 INCHES
AIRSTAIR ENTRANCE DOOR HEIGHT (MINIMUM) 51.6 INCHES 51.6 INCHES
SILL HEIGHT (MAXIMUM) 48 INCHES 48 INCHES

PRESSURIZED COMPARTMENT VOLUME 313.6 CUBIC FEET 313.6 CUBIC FEET
REAR BAGGAGE COMPARTMENT VOLUME 53.5 CUBIC FEET 53.5 CUBIC FEET
NOSE AVIONICS COMPARTMENT VOLUME 16 CUBIC FEET 16 CUBIC FEET
SPECIFIC LOADINGS
WING LOADING 32.8 POUNDS PER SQUARE FOOT SAME AS C90GTi
POWER LOADING 8.8 POUNDS PER 8.8 POUNDS PER

SHAFT HORSEPOWER SHAFT HORSEPOWER

1 AIRCRAFT GENERAL
CABIN ENTRY AND EXITS Two of the four steps are movable and au-
tomatically fold flat against the door in the
The cabin entr y airstair door is on the left closed position. A self-storing platform au-
side of the fuselage, just aft of the wing tomatically folds down over the door sill
(Figure 1-7). A swing-down door, hinged at when the door opens to provide a stepping
the bottom, provides a convenient stairway platform for door seal protection.
for entr y and exit.
Figure 1-7. Entrance and Exit Provisions

1 AIRCRAFT GENERAL
A plastic-encased cable provides suppor t Airstair Locking Mechanism

for the door in the open position, a hand-
hold for passengers, and a means of closing The door locking mechanism is operated by
t h e d o o r f r o m i n s i d e t h e a i r p l a n e . A hy - either of the two vertically staggered han-
draulic dampener permits the door to lower dles, one inside and the other outside the
g radually during opening. It is impor tant door. The inside and outside handles are me-
that not more than one person be on the chanically interconnected.
airstair door at a time as excessive weights
could cause structural damage to the door. When either handle is rotated per placard
instructions, two latch bolts at each side of
the door, and two latch hooks at the top of
Dual Door Cables with One the door, lock into the doorframe to secure
Detachable (Optional) the airstair door. A button adjacent to the
door handle must be depressed before the
Dual stair assist cables are available as an handle can be rotated to open the door. For
option (Figure 1-8). Door assist cables pro- security of the air plane on the ground, the
vide passengers a way to stabilize them- door can be locked with a key.
selves when going up or down the stairs. The
forward assist cable is easily detachable to To secure the airstair door inside, rotate the
provide more room for loading large bag- handle clockwise as far as it will go. The re-
gage or cargo into the air plane. lease button should pop out, and the handle
should be pointing down. Check the security
of the airstair door by attempting to rotate
the handle counterclockwise without de-
pressing the release button; the handle
should not move.
Figure 1-8. Dual Door Cables

1 AIRCRAFT GENERAL
Next lift the folded stairstep that is just below EMERGENCY EXIT
the door handle. Ensure the safety lock is in
position around the diaphragm shaft when the The emergency exit door is located at the
handle is in the locked position. third cabin window on the right side of the
fuselage (see Figure 1-7). A placard at the
To observe this area, depress a red switch window gives instructions for access to the
near the window that illuminates a lamp in- release mechanism.
side the door. If the arm is properly posi-
tioned around the shaft, proceed to check The door is released from the inside with
the indication in each of the visual inspec- two hooks, a trigger button, and a latch-re-
tion por ts located near each cor ner of the lease pull-up handle. A placard on the emer-
door (see Figure 1-7). Ensure the green stripe gency exit hatch release cover lists proper
on the latch bolt is aligned with the black opening procedures.
pointer in the visual inspection port.
A pressure lock prevents the door from being
opened when the cabin is pressurized. If
WARNING pressurized, pulling the hooks overrides the
pressure lock and allows the trigger button
Never attempt to unlock or check to be depressed. This releases the latch-re-
the security of the door in flight. If lease handle. When the handle is pulled up
the CABIN DOOR annunciator il- and the securing latches are released, a hinge
luminates in flight, or if the pilot at the bottom allows the hatch to swing out-
has any reason to suspect that the ward and downward for emergency exit.
door may not be securely locked,
the cabin pressure should be re-
duced to zero differential, and all
occupants instructed to remain
seated with their seat belts fas-
tened. After the air plane has made
a f u l l - s t o p l a n d i n g , o n ly a
crewmember should check the se-
curity of the airstair door.

1 AIRCRAFT GENERAL
CABIN COMPARTMENTS
The pressurized cabin interior consists of
the flight deck, passenger seating area, and
an aft baggage area (Figure 1-9). The flight
deck provides side-by-side seating for the
pilot and copilot.
Typically for cor porate use, the cabin is ar-

ranged in a f ive-passenger club seating and
aisle-facing cabinet seat layout (Figure 1-
10).
A lavator y area is located in the aft com-

partment, with a padded seat which can be
used as the sixth passenger seat.
Aft of the cabin area is the baggage area.

This pressurized area is capable of holding
53.5 cubic feet of luggage, cargo, or cloth-
ing (all accessible in flight). The location of
the baggage area next to the airstair door
makes loading and unloading easy.
If an operation requires, some or all of the

seats, wall partitions, and lavatory can be
quickly removed to conf igure the air plane
for cargo transport.
Figure 1-10. Cabin Seating Layout
FLIGHT PASSENGER SEATING AFT BAGGAGE

DECK AREA AREA
Figure 1-9. Cabin Areas

1 AIRCRAFT GENERAL
FLIGHT DECK T h e g e n e r a l l ayo u t o f t h e f l i g h t d e c k

shows the location of the instr uments and
The flight deck layout is a time-proven de- c o n t r o l s . C o nve n t i o n a l d u a l c o n t r o l s a r e
sign that has optimized crew eff iciency and installed so that the air plane can be flown
comfort (Figure 1-11). The pilot and copi- by e i t h e r p i l o t ( Fi g u r e 1 - 1 2 ) . T h e c o n -
lot sit side-by-side in individual chairs, sep- trols and instruments are arranged for
arated by the control pedestal. The seats are c o nve n i e n t s i n g l e - p i l o t o p e r a t i o n o r f o r
adjustable fore and aft as well as vertically. a p i l o t a n d c o p i l o t c r ew.
Seat belts and iner tia-type shoulder har-
nesses are provided for each seat.
Figure 1-11. Flight Deck Layout

1 AIRCRAFT GENERAL
AUTOPILOT AND YAW DAMP ELECTRICAL TRIM

(1ST LEVEL) ELECTRIC ROCKER SWITCHES
TRIM INTERRUPT SWITCH
(2ND LEVEL)
MICROPHONE SWITCH
A B
LINE ADVANCE
DETAIL A
PILOT
ELECTRICAL TRIM AUTOPILOT AND YAW DAMP

ROCKER SWITCHES (1ST LEVEL) ELECTRIC
(2ND LEVEL)
8 DAY CLOCK
MICROPHONE SWITCH
LINE ADVANCE
MAP LIGHT SWITCH

DETAIL B
COPILOT
DETAIL C
Figure 1-12. Control Wheels and Fuel Control Panel—C90GTi (Sheet 1 of 2)

1 AIRCRAFT GENERAL
AUTOPILOT AND YAW DAMP ELECTRICAL TRIM

(1ST LEVEL) ELECTRIC ROCKER SWITCHES
(2ND LEVEL)
MICROPHONE SWITCH
A B
LINE ADVANCE
DETAIL A
PILOT
ELECTRICAL TRIM AUTOPILOT AND YAW DAMP

ROCKER SWITCHES (1ST LEVEL) ELECTRIC
(2ND LEVEL)
MICROPHONE SWITCH
LINE ADVANCE
DETAIL B
COPILOT
DETAIL C
Figure 1-12. Control Wheels and Fuel Control Panel—C90GTx (Sheet 2 of 2)

1 AIRCRAFT GENERAL
The fuel control panel (Figure 1-12) is lo- Extending aft from the center subpanel is
cated on the left sidewall, next to the pilot. the engine control quadrant and pedestal
Fuel quantity gages and switches, f irewall (Figure 1-14). Engine controls, flap control
valve switches, and circuit breakers are lo- handle, rudder and aileron trim knobs, and
cated on this panel. pressurization controls are mounted on this
pedestal.
The instrument panel contains three Adaptive
Flight Display’s (two Primary Flight Display’s On the right side panel next to the copilot is
and one Multi-Function Display), one Radio the main circuit-breaker panel (Figure 1-14),
Tu n i n g U n i t a n d o n e S e c o n d a r y F l i g h t wh e r e t h e m a j o r i t y o f t h e s y s t e m c i r c u i t
Display System. The engine instruments are breakers are located. The static air selector
displayed at the top portion of the MFD. This handle is mounted just below the circuit-
is referred to as the Engine Indicating System breaker panel.
(EIS) (Figure 1-13).
Just below the instrument panel are the pilot’s
(left) and copilot’s (right) subpanels (Figure
1-15). Aircraft system controls, engine
switches, master switches, and landing gear
controls are located on these subpanels.
Figure 1-13. Instrument Panels

1 AIRCRAFT GENERAL
DETAIL A
DETAIL B
Figure 1-14. Pedestal and Right Side Panel

1 AIRCRAFT GENERAL
DETAIL A
DETAIL B
Figure 1-15. Pilot’s and Copilot’s Subpanels

1 AIRCRAFT GENERAL
The annunciator system (Figure 1-16) con- The illumination of a red annunciator will
sists of an annunciator panel centrally lo- trigger a MASTER WARNING flasher, and
cated in the glareshield, an annunciator panel illumination of a yellow annunciator will
dimming control, a press-to-test switch, and trigger a MASTER CAUTION flasher. Green
a fault warning light. The annunciators are annunciators will not trigger a flasher.
word-readout type.
Whenever a condition covered by the an-

nunciator system occurs, a signal is gener-
a t e d, a n d t h e a p p r o p r i a t e a n n u n c i a t o r i s
illuminated.
L FUEL PRESS L OIL PRESS

L DC GEN L NO FUEL XFER RVS NOT READY L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL L PITOT HEAT L GEN TIE OPEN
L IGNITION ON R IGNITION ON L AUTOFEATHER R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED
CABIN ALT HI CABIN DOOR R OIL PRESS R FUEL PRESS

HEAT L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R PITOT HEAT R CHIP DETECT R NO FUEL XFR R DC GEN
CLOSE FUEL CROSSFEED HYD FLUID LOW EXT POWER LDG/TAXI LIGHT L BL AIR OFF R BL AIR OFF
DETAIL A
A
Figure 1-16. Annunciators

1 AIRCRAFT GENERAL
In the overhead area, between the pilot and Also mounted on this panel are the wind-
copilot, is the lighting control panel (Figure shield wiper control, the generator load and
1-17). The various rheostat controls for the voltage gages, the deice amps gage. Certain
flight deck and instrument lighting are operation limitations are also placarded on
mounted on this panel, convenient to both this panel.
pilot and copilot.
DO NOT OPERATE MAX

ON DRY GLASS
AIRSPEED KNOTS
WINDSHIELD OVERHEAD INSTRUMENT
WIPERS FLOOD INDIRECT GEAR EXTENSION 182
OFF OFF ANNUN
OFF PUSH-BRT GEAR RETRACT 163
PARK SLOW GEAR EXTENDED 182
FAST APPROACH FLAP 184

D
IM
FULL DOWN FLAP 148
MANEUVERING 169
MASTER BRT BRT
PANEL
LIGHTS
ON PILOT OVHD PED SIDE COPILOT
INSTR PNL PILOT & SUB PANEL PANEL COPILOT INSTR PNL
OFF DISPLAYS OFF OFF DISPLAYS OFF
BRT BRT BRT BRT BRT BRT

OFF
OPERATION LIMITATIONS
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS.
NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED.
THIS AIRPLANE APPROVED FOR VFR, IFR DAY & NIGHT OPERATION & IN ICING CONDITIONS
CAUTION
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF.
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONER
AND/OR ELECTRIC HEAT IS ON.
INSTRUMENT
EMERG LIGHTS
DC
ON
40 60 40 60 30 60 10 20
20 80 20 80 VOLTMETER
BUS SELECT
DC % LOAD DC % LOAD PROP AMPS
0 100 0 100 BATT GENERATOR
20 0 0 30
VOLT AMP
LEFT RIGHT
TPL
CTR FED
10 60
EXT BAT OFF

PWR
W 24 21
STEER
300 330
0 3 FOR
270
0
COMPASS CORRECTION
0
CALIBRATE WITH
60
90
24
0
120 150 180 21
RADIO ON
Figure 1-17. Overhead Light Control Panel—C90GTi (Sheet 1 of 2)

1 AIRCRAFT GENERAL
DO NOT OPERATE MAX

ON DRY GLASS
AIRSPEED KNOTS
OFF OFF ANNUN
D
IM
FULL DOWN FLAP 148
MANEUVERING 163
MASTER BRT BRT
PANEL
LIGHTS

OFF
CAUTION
INSTRUMENT
EMERG LIGHTS
DC
ON
40 60 40 60 30 60 10 20
BUS SELECT
20 0 0 30
VOLT AMP
LEFT RIGHT
TPL
CTR FED
10 60
EXT BAT OFF

PWR
W 24 21
STEER
300 330
0 3 FOR
270
0
COMPASS CORRECTION
0
CALIBRATE WITH
60
90 0
24
120 150 180 21

RADIO ON
Figure 1-17. Overhead Light Control Panel—C90GTx (Sheet 2 of 2)

1 AIRCRAFT GENERAL
CONTROL SURFACES Any time the air plane is parked overnight

or in windy conditions, the rudder gust pin
T h e K i n g A i r C 9 0 G Ti a n d C 9 0 G T x a r e and control locks should be installed to pre-
equipped with conventional ailerons, eleva- ve n t d a m a g e t o t h e c o n t r o l s u r f a c e s a n d
tors, and rudder (Figure 1-18). The control hinges or to the controls (Figure 1-19). Two
surfaces are pushrod- and cable-operated by items require particular attention: the park-
conventional dual controls in the flight deck. ing brake handle mounted just under the left
corner of the subpanel, and the rudder gust
lock bar mounted between the pilot’s rud-
der pedals.
B e f o r e t ow i n g t h e a i r p l a n e , t h e p a r k i n g
brake must be released (brake handle pushed
in), and the rudder gust lock bar must be re-
m ove d f r o m b e t we e n t h e r u d d e r p e d a l s .
S e r i o u s d a m a g e t o t h e t i r e s , b r a ke s , a n d
steering linkage can result if these items are
not released.
Figure 1-18. Flight Control Surfaces
AILERON - ELEVATOR
LOCK PIN
RUDDER
LOCK PIN
ENGINE CONTROLS
LOCK BAR
CAUTION
DO NOT TOW WITH RUDDER
LOCK INSTALLED
Figure 1-19. Flight Control Locks

1 AIRCRAFT GENERAL
TIEDOWN AND SECURING Install the control surface lock, and be sure
the flaps are up. Secure the propellers with
When the air plane is parked over night or appropriate tiedown boots (one blade up) to
during high winds, it should be securely prevent wind-milling (Figure 1-21).
m o o r e d w i t h p r o t e c t iv e c ov e r s i n p l a c e
(Figure 1-20). Place wheel chocks fore and This air plane has free spinning propellers
aft of the main gear wheels and nosewheel. that could be hazardous if not restrained.
I n s ev e r e c o n d i t i o n s t h e p a r k i n g b r a k e Windmilling gears and bearings without lu-
should be set. brication is not good practice. When there
is blowing dust or rain, install the pitot mast
Using the air plane mooring points, tie the cover, as well as the engine inlet and ex-
air plane down with suitable chain or rope. haust covers.
Figure 1-20. Tiedowns
Figure 1-21. Propeller Boots

1 AIRCRAFT GENERAL
Two items require particular attention: the When taxiing, turning, and starting the en-
parking brake handle mounted just under gines, there is an area directly to the rear of
the left corner of the pilot’s subpanel and the engines where the propeller windstream
the rudder pedal gust lock. Before towing can be hazardous to persons or parked air-
the air plane, the parking brake must be re- planes (Figure 1-23). While the velocities
leased (brake knob pushed in) and the rud- and temperatures cannot be accurately mea-
der gust lock removed. Serious damage to sured, reasonable care should be taken to
tires, brakes, and steering linkage can re- prevent incidents within these danger areas.
sult if these items are not released.
TAXIING
The ground turning radii are predicated on
the use of partial braking action, differential
power, and the nosewheel fully castored in
t h e d i r e c t i o n o f t h e t u r n ( Fi g u r e 1 - 2 2 ) .
Locking the inside brake can cause tire or
strut damage. When turning the airplane, if
the wingtip clears obstacles the tail will also.
The turning radius for the wingtip is 35 feet
6 inches on the C90GTi and 37 feet 3 inches
on the C90GTx. While tur ning, the pilot
should be aware of vertical stabilizer clear-
ance, which is 14 feet 3 inches.
Figure 1-23. Danger Areas

C90GTi—35 FEET 6 INCHES
(1,082 CM)
C90GTx—37 FEET 3 INCHES SERVICING DATA
(1,135 CM)
3 FEET The “Handling, Servicing, and Maintenance”
11 INCHES
(120 CM) 15 FEET section of the POH outlines to the Owner
7 INCHES and Operator the requirements for main-
(475 CM)
taining the aircraft in a condition equal to
that of its original manufacture. This infor-
mation sets time intervals at which the air-
plane should be taken to a Beechcraft
Aviation Center for periodic ser vicing or
preventive maintenance. All limits, proce-
dures, safety practices, time limits, servic-
16 FEET 8 INCHES ing and maintenance requirements contained
(508 CM) in the POH are mandatory. This section of the
POH includes a Consumable Materials chart
which lists approved and recommended ma-
NOTE: terials for ser vicing the air plane (Figure
THE GROUND TURNING RADII IS PREDICATED ON 1-24). The “Servicing Schedule and
DIFFERENTIAL BRAKING AND DIFFERENTIAL
POWER APPLIED IN THE DIRECTION OF THE TURN. Lubrication Schedule” lists and illustrates
servicing points and materials required.
Figure 1-22. Turning Radius

1 AIRCRAFT GENERAL
1 5
3 4
7 8 6 7
1 Fuel Tank Filler Caps (Typical Left & Right) 4 Fire Extinguishers (Hand Type) Halon 1301
Approved Fuel Grade and Additives 5 Oxygen Supply Cylinder
Recommended Engine Fuels Oxygen Specification: MIL-0-27210
Commercial Grades: Aviators Breathing Oxygen 22, 49, or
Jet A 66 Cu. Ft.
Jet A-1 6 Engine Fire Extinguisher (Typical Left & Right)
Jet B Extinguishing Agent: MIL-E-52031
Military Grades: 2.5 lbs. CF3BR, 450 psi (Dry Nitrogen)
JP-4 7 Tire Size:
JP-5 • C90GTi Main Wheels:
JP-8 8.50 x 10 (tubeless, 8- or 10-ply)
Emergency Engine Fuels • C90GTx Main Wheels:
Aviation Gasoline Grades: 8.50 x 10 (tubeless, 10-ply)
80 (Red) (Formerly 80/87) (8-ply can no longer be installed)
100LL (Blue)* Nose Wheels — 8.50 x 10 (tubeless, 6-ply)
100 (Green) (Formerly 100/130) Tire Pressure:
115/145 (Purple) Main Wheels — 52–58 psi
2 Hydraulic Fluid Reservoir (Brake) Nose Wheel — 50–55 psi
Specification MIL-H-5606, (Ref. Maintenance 8 Engine Oil Dipstick (Typical Left & Right)
Manual) Oil Specification: P & W Service Bulletin
3 Battery (Lead acid) NO. 1001, 14 US Quarts
24 Volt, 42 Ampere-Hour 9 DC External Power Receptacle
*In some countries this fuel is colored Green and designated “1001.”
Figure 1-24. Servicing Data

1 AIRCRAFT GENERAL
PRODUCT SUPPORT PREFLIGHT INSPECTION

Beech Aircraft has established service fa- The preflight inspection procedure in the
cilities throughout the world, which are fully POH has been divided into f ive areas, as
equipped and professionally staffed to pro- shown in Figure 1-25. The inspection be-
vide total support for the Super King Airs. gins in the flight compartment, proceeds aft,
then moves clockwise around the aircraft,
These facilities are listed in the Beechcraft discussing the left wing, landing gear, left
Quality Service Center Directory (USA) and engine and propeller, nose section, etc.
the International Service Facility Directory,
copies of which are provided to each new
Beechcraft owner. To suppor t this world- Exterior Inspection
wide service organization, Beech Aircraft, 1. Cockpit check
through its Parts and Equipment Marketing
Whole salers and International Distributors, 2. Left wing, landing gear, engine, nacelle
provides a computer-controlled par ts ser- and propeller
vice that assures rapid shipment of equip-
ment on a 24-hour basis. 3. Nose section
4. Right wing, landing gear, engine, nacelle
and propeller
5. Empennage and tail

1 AIRCRAFT GENERAL
4
5
3
2
Figure 1-25. Exterior Inspection

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
2 ELECTRICAL POWER
INTRODUCTION................................................................................................................... 2-1
SYSTEMS
GENERAL .............................................................................................................................. 2-1
Battery and Generator ..................................................................................................... 2-1
DC Power Distribution .................................................................................................... 2-5
Bus Tie System................................................................................................................ 2-9
Bus Isolation.................................................................................................................. 2-12
Load Shedding .............................................................................................................. 2-12
Battery ........................................................................................................................... 2-12
Starter/Generators.......................................................................................................... 2-13
DC Generation .............................................................................................................. 2-14
External Power .............................................................................................................. 2-15
Avionics Master Power.................................................................................................. 2-16
Circuit Breakers............................................................................................................. 2-16
QUESTIONS ........................................................................................................................ 2-35

ILLUSTRATIONS
Figure Title Page
2-1 Electrical System Component Locations................................................................. 2-2
2-2 Basic Electrical Symbols ......................................................................................... 2-3
2-3 Pilot and Copilot Subpanels .................................................................................... 2-4
2 ELECTRICAL POWER
2-4 Overhead Meter Panel ............................................................................................. 2-5
SYSTEMS
2-5 Right Side and Fuel Management Circuit Breaker Panels.................................... 2-10
2-6 Battery Installation ................................................................................................ 2-13
2-7 Starter/Generator Installation ................................................................................ 2-13
2-8 Avionics Master Power Schematic ........................................................................ 2-18
2-9 Power Distribution Schematic ............................................................................... 2-19
2-10 Power Distribution—Battery OFF......................................................................... 2-20
2-11 Power Distribution—Battery ON .......................................................................... 2-21
2-12 Power Distribution—Battery ON (Generator Ties Manually Closed) .................. 2-22
2-13 Power Distribution—Right Engine Start (Generator Ties Manually Closed)....... 2-23
2-14 Power Distribution—Right Generator ON ............................................................ 2-24
2-15 Power Distribution—Left Engine Cross-Start (Right Engine Running)............... 2-25
2-16 Power Distribution—Both Generators ON............................................................ 2-26
2-17 Power Distribution—Both Generators ON (Generator Ties Open) ...................... 2-27
2-18 Bus Sense Test—Both Generators ON.................................................................. 2-28
2-19 Both Generators Failed—Load Shedding.............................................................. 2-29
2-20 Right Generator Bus Short—Bus Isolation........................................................... 2-30
2-21 Center Bus Short—Bus Isolation .......................................................................... 2-31
2-22 Triple-Fed Bus Short—Bus Isolation .................................................................... 2-32
2-23 Power Distribution—External Power
(External Power and Battery Switches ON).......................................................... 2-33

TABLES
Table Title Page
2-1 Electrical System Buses and Feeders ...................................................................... 2-6
2 ELECTRICAL POWER
SYSTEMS

CHAPTER 2
ELECTRICAL POWER SYSTEMS
2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
Familiarity with, and an understanding of, the airplane electrical system will ease pilot
workload in normal operations in case of 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 training BATTERY AND GENERATOR
manual presents a description and discussion
of the airplane electrical system and compo- The air plane electrical system is a 28-VDC
nents (Figure 2-1). The electrical system is dis- (nominal) system with the negative lead of
cussed to the extent necessary for the pilot to each power source grounded to the main air-
cope with normal and emergency operations. plane structure. DC electrical power is pro-
The location and purpose of switches, indica- v i d e d by o n e 4 2 - a m p e r e - h o u r, s e a l e d,
tors, and circuit breakers, along with DC gen- l e a d - a c i d b a t t e r y, a n d t wo 2 5 0 - a m p e r e
eration and distribution is described. This star ter/generators connected in parallel.
section also includes some of the limits of, and B a s i c e l e c t r i c a l s y m b o l s a r e s h ow n i n
possible faults with, systems or components. (Figure 2-2).

LEGEND
LEGEND
L LEFT STR/GEN STARTER GENERATOR
L LEFT STR/GEN STARTER GENERATOR
R RIGHT GEN CONT GENERATOR CONTROL
R RIGHT GEN CONT GENERATOR CONTROL
B BATTERY EXT PWR EXTERNAL POWER
B BATTERY EXT PWR EXTERNAL POWER
BT BUS TIE CRT BUS CENTER BUS
BT BUS TIE CRT BUS CENTER BUS
2 ELECTRICAL POWER
LC LINE CONTACTOR RG RIGHT GENERATOR

LC LINE CONTACTOR RG RIGHT GENERATOR
SB SUB BUS LG LEFT GENERATOR
SB SUB BUS LG LEFT GENERATOR
SYSTEMS
SR STARTER RELAY RCSR RIGHT CROSS START RELAY

SR STARTER RELAY RCSR RIGHT CROSS START RELAY
EPR EXTERNAL POWER RELAY LCSR LEFT CROSS START RELAY
EPR EXTERNAL POWER RELAY LCSR LEFT CROSS START RELAY
STR/ STR/
STR/
GEN STR/
GEN
GEN GEN
L R
LL LR
CL CL
C C
L R
SL SR
RS RS
R R
R L
CR CL
SC SC
L RS RS R
GL R R GR
BG BG
UB L CTR UB
CTR TRIPLE R SU
SU B L BUS TRIPLE R
FED BR S
S TB L BUS B
SL FED S R
BUS T
T BUS B S T
BS
B B
HOT BATT BUS

HOT BATT BUS
EXT
EXT
PWR
B EPR
EPR
PWR
B BB
RB T B
R T
BATTERY
BATTERY
GEN GEN
GEN CONT
CONT GEN
CONT CONT
Figure 2-1. Electrical System Component Locations

This system is capable of supplying power

BATTERY to all subsystems necessar y for nor mal op-
eration of the airplane. The battery and
generator switches on the pilot’s left sub-
panel are used to control power from the
FUSE battery and generators into the airplane
electrical system.
The battery is always connected to the hot
2 ELECTRICAL POWER
battery bus (Figure 2-16). Both are located
CURRENT LIMITER in the right wing center section. Operation
SYSTEMS
(OR ISOLATION LIMITER) THIS ACTS
of equipment on the hot battery bus does not
AS A LARGE, SLOW TO OPEN FUSE depend on the position of the battery switch.
The battery switch, on the pilot’s left sub-
panel, closes a battery bus tie and a battery
DIODE
relay which connect the battery to the rest
THE DIODE ACTS AS A ONE-WAY of the electrical system.
"CHECK VALVE" FOR ELECTRICITY.
(TRIANGLE POINTS IN DIRECTION OF
POWER FLOW. POWER CANNOT FLOW The generators are controlled by individual
IN OPPOSITE DIRECTION.)
generator control panels which allow con-
stant voltage to be presented to the buses
during variations in engine speed and elec-
trical load requirements. The load on each
CIRCUIT generator is indicated by left and right load-
meters located on the overhead meter panel
(Figure 2-4). A normal system potential of
SWITCH - TYPE 28.25 ±0.25 volts maintains the battery at
CIRCUIT BREAKER
full charge.
This air plane utilizes a multi-bus system.

The main buses are the left and right gen-
erator buses, center bus, triple-fed bus, and
the hot battery bus. Switches in the cockpit
wh i c h r e c e iv e p owe r f r o m t h e c e n t e r o r
RELAY OPEN triple-fed buses are identif ied by a white
NORMALLY
NORMALLY
CLOSED
ring on the panel around the switch.

OPEN
E l e c t r i c a l l o a d s a r e d iv i d e d a m o n g t h e
RELAY CLOSED buses as noted on the Electrical System
B u s e s a n d Fe e d e r s c h a r t ( Ta b l e 2 - 1 ) .
Equipment on the buses is ar ranged so that
all items with duplicate functions (such as
right and left landing lights) are connected
BUS TIE & to different buses. The circuit breakers are
SENSOR c o l o r - c o d e d t o a l l ow t h e p i l o t t o m o r e
quickly identify the bus or buses powering
par ticular equipment (Figure 2-5).
Figure 2-2. Basic Electrical Symbols

2 ELECTRICAL POWER
SYSTEMS
PILOT'S SUBPANEL (LJ-1063 THRU LJ-1352)
Figure 2-3. Pilot and Copilot Subpanels
In normal operation, all buses are automat- The center bus is fed by two generator buses
ically tied into a single-loop system where and the battery, which automatically con-
all sources supply power through individ- nects those components whenever the bus
ual protective devices. The triple-fed bus is t i e s a r e c l o s e d . T h e p owe r d i s t r i b u t i o n
powered from the battery and both genera- schematics (Figures 2-9 through 2-23) show
tor buses. The left and right generators sup- how buses are interconnected.
ply power to their respective left and right
generator buses.

2 ELECTRICAL POWER
SYSTEMS
Figure 2-4. Overhead Meter Panel
Voltage on each bus may be monitored on DC POWER DISTRIBUTION

the voltmeter (located in the overhead panel)
by selecting the desired bus using the VOLT- The DC power distribution system is com-
METER BUS SELECT switch, adjacent to monly called a “triple-fed” system. In nor-
the voltmeter. The electrical system pro- mal operation, all buses are automatically
vides maximum protection against loss of tied into a single loop system in which all
electrical power should a ground fault occur. sources collectively supply power through
High cur rent (Hall effect) sensors, bus tie individual protective devices.
relays and cur rent limiters are provided to
isolate a fault from its power source. The T h r e e i n - f l i g h t D C p owe r s o u r c e s a r e
electrical system bus ar rangement is de- available:
signed to provide multiple power sources • One 24-volt, 42-ampere hour, lead acid
for all circuits. battery
• Two 2 8 - v o l t , 2 5 0 - a m p e r e s t a r t e r /
generators

Table 2-1. ELECTRICAL SYSTEM BUSES AND FEEDERS

LEFT GENERATOR BUS RIGHT GENERATOR BUS
AVIONICS AVIONICS
Avionics L Gen Bus Avionics R Gen Bus
SFDS Bus MFD Heater
SFDS Bat Chg DCU-2
DBU EDC-2
Nose Equip Cooling
2 ELECTRICAL POWER
ELECTRICAL
Pilot PDF Heater
R Gen Bus Tie Power
ELECTRICAL
SYSTEMS
ENGINE
L Gen Bus Tie Power
R Fuel Control Heat
ENGINE R Engine Chip Detector
L Fuel Control Heat R Main Engine Anti-ice
L Chip Detector L Stby Engine Anti-Ice Control
L Main Engine Anti-Ice
WARNING/ANNUNCIATORS
R Standby Engine
NO SMOKE & FSB Signs
Anti-Ice Control
DBU 1 WEATHER
EDC 1 Copilot Windshield Heat
R Pitot Heat
ENVIRONMENTAL
Stall Warning Heat
R Bleed Air Control
R Fuel Vent Heat
Vent Blower
FLIGHT CONTROL
FLIGHT CONTROL
Pitch Trim
Flap Ind and Control
Rudder Boost
Flap Motor
FURNISHINGS
FUEL
Refreshment Bar
R Boost Pump
Electric Toilet
R Firewall Valve
Crossfeed Valve LIGHTS
Pedestal Control
FURNISHINGS
R Landing Light
Cigar Lighter
Recognition Lights
LIGHTS Strobe Lights
Flashing Beacon Subpanel, Overhead & Console Lights
Flight Instrument Copilot Instrument Control
(Pilot) & Side Panel Lights Copilot Flight Instrument
L Landing Light Copilot PFD & DCP
Tail Flood Lights (Optional)
Pilot Instrument Control BAT CENTER BUS
Pilot PDF & DCP
FGP ELECTRICAL
MFD RTU Generator Reset
CDU 1 ENVIRONMENTAL
CDU 2 Air Conditioner Motor
PROPELLERS Maximum Electric Heat
Propeller Sync Normal Electric Heat
WEATHER LIGHTS
L Fuel Vent Heat Taxi Light
Pilot Windshield Heat Ice Light

Table 2-1. ELECTRICAL SYSTEM BUSES AND FEEDERS (Cont)

LANDING GEAR ENVIRONMENTAL
Landing Gear Cabin Air Temperature
Cabin Pressure Control
PROPELLERS
L Bleed Air Control
Propeller Deice
FLIGHT INSTRUMENTS
WARNING/ANNUNCIATORS
Outside Air Temperature
Avionics Annunciation
2 ELECTRICAL POWER
LANDING GEAR
WEATHER
Landing Gear Control
Surface Deice
SYSTEMS
Windshield Wiper LIGHTS
Cabin Lights
TRIPLE-FED BUS Instruments Indirect Lights
Navigation Lights
AVIONICS
Avionics Master Power PROPELLERS
Avionics Triple Fed Bus Propeller Governor Test
Cabin Audio WARNING/ANNUNCIATORS
Pilot Audio Annunciator Indicator
Pilot Audio Control Annunciator Power
Voice Recorder Aural Warning
MFD Landing Gear Warning Horn
AHC 2 Sec L Oil Pressure Warning
ELECTRICAL R Oil Pressure Warning
Bus Tie Control Stall Warning
Bus Tie Ind Landing Gear Position Indicator
L Fuel Pressure Warning
ENGINE R Fuel Pressure Warning
DCU 1 Second
DCU 2 Second WEATHER
Autofeather L Pitot Heat
Fire Detector (Optional) FUEL
L Igniter Power L Fuel Qty Ind
R Ignitor Power R Fuel Qty Ind
L Start Control L Fuel Transfer
R Starter Control R Fuel Transfer
L Torque Meter L Firewall Valve
R Torque Meter R Firewall Valve
L Oil Press L Boost Pump
R Oil Press R Boost Pump
Crossfeed Valve

Table 2-1. ELECTRICAL SYSTEM BUSES AND FEEDERS (Cont)

HOT BATTERY BUS RIGHT GEN AVIONICS BUS
ADC 2
ELECTRICAL AHC 2
Battery Relay Power CDU 2 (optional)
Battery Voltmeter CMU (optional)
ENGINE Copilot Audio
L Engine Fire Extinguisher (Optional) Copilot Audio Control
2 ELECTRICAL POWER
R Engine Fire Extinguisher (Optional) Copilot DCP

Copilot PFD
AVIONICS Copilot PFD Heater
SYSTEMS
Communication Power DME 2 (optional)

Ground Communication Power Com 2
LIGHTS Nav 2
Entry Light ATC 2
FGC 2 Servo
FUEL Flt Inst Pnl Cooling
L Fuel Boost Pump IEC
R Fuel Boost Pump
Fuel Crossfeed Valve TRIPLE-FED AVIONICS BUS
SFDS BUS
LEFT GEN AVIONICS BUS Bus Control
DME 1 SFDS Light
FSU Fan ADU
FSU Pri DISP
GPS 1 MHS
Left IAPS ADC 1
CDU 1 AHC 1
Radar ATC 1
TCAS Com 1
FGC 1 Servo Pilot PFD
GPS 2 (optional) AHC 1 Sec
Right IAPS NAV 1
TAWS Pilot DCP
XMWX (optional) CCP
Com 3 (optional) RTU
Radio Altimeter

When the battery switch is turned ON, the BUS TIE SYSTEM
battery relay and the battery bus tie relays
close (Figure 2-11). Battery power is routed The electrical system is protected from ex-
through the battery relay to the triple-fed cessively high cur rent flow by the bus tie
bus, and through the battery bus tie relay to system. Three current sensors, consisting of
the center bus and to both star ter relays. Hall effect devices and solid-state circuitry,
Neither generator bus is powered since the are used to sense cur rent flow through the
generator bus ties are normally open, how- portion of the circuit being monitored. Two
ever, batter y power is available to per mit bus tie sensors and their relays are located
2 ELECTRICAL POWER
starting either engine. between the generator buses and the center
bus, and a third is between the battery and
SYSTEMS
After either engine has been started and the the center bus.
generator switch has been moved to RESET,
the generator control unit (GCU) will bring With no power applied to the aircraft elec-
the generator up to voltage. Releasing the trical system, all three b us tie relays are
spring-loaded switch to the center ON po- open. When the BAT switch is turned ON,
sition closes the generator line contactor, hot batter y bus voltage energizes the coil
thereby powering the generator b us, and circuit of the battery bus tie relay, thereby
closing both generator ties automatically. closing it. This action has no effect on the
This action distributes power through the generator bus ties.
250-amp cur rent limiters and the generator
bus tie relays. Generator output will then be A similar action occurs when a generator or
routed through the center bus to permit bat- external power is brought on-line. When ei-
tery charging. In addition, the opposite gen- ther generator is brought on-line, voltage
erator bus and triple-fed bus will be powered from the generator control panel energizes
by the generator, supplying 28-VDC power the coil circuit of both generator bus tie re-
to the f ive primary air plane buses (Figure lays. This switches voltage from the L and
2-14) When both generators are operating, R GEN TIE OPEN annunciators to the re-
each generator directly feeds its respective lays, causing the annunciators to extinguish
generator bus. and the bus tie relays to close. When exter-
nal power is brought on-line, the only dif-
The generator buses, hot battery bus, and ference is the source of generator bus tie
battery are tied together by the center bus. coil voltage, which is the small pin of the
The triple-fed bus is powered by the battery external power receptacle. Neither genera-
and each generator bus through 60-amp lim- tor or external power affect the battery bus
iters and through diodes providing fault iso- tie circuitry unless the battery switch is also
lation protection between the power sources. turned ON.

2 ELECTRICAL POWER
SYSTEMS
TRANS PUMP ENGINE TRANSFER TEST ENGINE TRANS PUMP

OVERRIDE OVERRIDE
AUTO AUTO
OFF
OFF OFF
BOOST PUMP BOOST PUMP
ON
6 8 6 8 ON
4 10 SEE MANUAL FOR 4 10
FUEL FUEL CAPACITY FUEL
2 12 2 12
OFF MAIN TANK MAIN TANK OFF
ONLY ONLY
QTY 14 QTY 14
CROSSFEED
0 LBS X 100 FUEL QUANTITY 0 LBS X 100
OPEN
TOTAL
+
AUTO
LEFT RIGHT
CLOSE
NACELLE
OPEN FIRE FIRE OPEN

WALL BOOST TRANS QTY PRESS CROSS PRESS QTY TRANS BOOST WALL
VALVE PUMP PUMP IND WARN FEED WARN IND PUMP PUMP VALVE
FIREWALL FIREWALL
SHUTOFF SHUTOFF
VALVE 5 10 5 5 5 5 5 5 5 10 5 VALVE
CLOSED CLOSED
LEFT FUEL SYSTEM RIGHT
+
BUS SFDS LIGHTS ENG INST
TPL FED BUS SFDS DBU PILOT PILOT PFD FGP MFD EDC1 DCU1 DCU1
L GEN
R GEN
BAT 5 3 2 71 2 5 5 5 2 2 2
STBY
CNTL LTG INSTR CNTL & DCP RTU SEC
ADU DISP MHS BAT COPILOT COPILOT PFD PEDESTAL DBU EDC2 DCU2 DCU2
1 3 2 15 71 2 5 71 2 71 2 2 2 2
CHG INSTR CNTL & DCP CNTL CDU2 SEC
Figure 2-5. Right Side and Fuel Management Circuit Breaker Panels

Activation of an internal, solid-state switch M o m e n t a r y a c t iva t i o n o f t h e s w i t c h t o

within the sensor by a current of at least 275 RESET powers the coil of the bus tie relays,
±5 amperes will open the coil circuit of the unlatching the test circuits and, permitting
relay, causing it to deenergize and open the the bus ties to energize (close). Voltage is
associated bus tie relay. The coil circuit of transfer red from the annunciator readouts
the bus tie relay is latched open to prevent to the coils, closing the bus tie relays. Since
the bus tie relay from closing. De-energiz- high-current sensing is latched out when the
ing the bus tie relay will illuminate the ap- switch is in RESET, only momentary acti-
propriate BUS TIE OPEN annunciator. When vation is desirable. This prevents acciden-
2 ELECTRICAL POWER
the bus tie relay has been opened by exces- t a l we l d i n g o f t h e b u s t i e r e l ay c o n t a c t s
sively high current flow through the Hall ef- and/or opening a 250-amp cur rent limiter
SYSTEMS
fect sensor (i.e., a bus fault), it can only be by a bus ground fault.
reset by momentarily activating the BUS
SENSE switch on the pilot’s left subpanel to The second switch on the pilot’s left sub-
RESET. The Hall effect sensors are unidi- panel controls the bus tie system and is
rectional. They only sense overcur rent in placarded GEN TIES–MAN CLOSE–
the direction of the ar row on the symbol. NORM–OPEN. This switch must be lifted
( l e v e r - l o c k ) t o m ov e i t f r o m c e n t e r t o
Two switches located on the pilot’s left sub- OPEN. This switch is spring loaded to
panel control the bus tie system. One switch, MAN CLOSE.
placarded BUS SENSE–TEST–RESET, is
spring loaded to the center (NORM) posi- Only the generator bus tie relays may be
t i o n . M o m e n t a r i ly a c t iva t i n g i t t o T E S T manually opened or closed with this switch.
connects bus voltage to all three cur rent Manually closing the generator bus tie re-
sensor test circuits (Figure 2-18). This volt- lays will connect the generator buses to the
age simulates the condition resulting from center bus and power to the entire system
a high cur rent through each bus tie relay. ( Fi g u r e 2 - 1 2 ) . M o m e n t a r i ly p l a c i n g t h e
The solid state switches of each sensor are switch in CLOSE applies bus voltage to the
thus activated to de-energize (open) their coil of the generator bus tie relays, com-
respective relays, thereby opening the bus pletes a latching circuit, activates the MAN
tie relays and activating the annunciator TIES CLOSE annunciator and closes the bus
readouts. Once activated, the test circuitry tie relays. The latching circuit is completed
latches the bus ties open, preventing their through the normally closed contacts of the
automatic closing. control relay for the generator line contac-
tors. A generator b us tie relay cannot be
Cur rent sensor reaction time is approxi- manually closed if a fault opened the tie;
mately 0.010 seconds for the generator cur- the BUS SENSE switch must be momentar-
rent sensors and 0.012 seconds for the ily activated to RESET, which resets the tie.
battery cur rent sensor. Once activated, the
relays latch open, and reaction time for the When the generator ties are closed, the GEN
system is limited to reaction time for the TIES switch can open the generator bus ties
relays. Therefore, only momentary activa- as certain normal/abnormal procedures may
tion of the TEST switch is required. dictate. When the GEN TIES switch is po-
P r o l o n g e d a c t iva t i o n o f t h i s sw i t c h w i l l sitioned to OPEN, the g round is removed
damage or destroy the sensor modules and from the relay circuit which allows the relay
should be avoided. to spring open.

BUS ISOLATION battery will continue to power the center,

triple-fed, and hot battery buses. If neces-
Bus isolation is one of the features of the sar y, power to the generator buses can be
multi-bus electrical system. The two gener- restored by closing the generator ties man-
ator buses and the center bus are protected ually with the GEN TIES switch (Figure
by high-cur rent sensing (Hall effect) de- 2-12). When load shedding occurs in flight,
vices. In case of excessive current draw on land as soon as practical, unless the situa-
one bus, the sensors will isolate the affected tion can be remedied and at least one gen-
bus by opening its bus tie, allowing the other erator brought back on-line.
2 ELECTRICAL POWER
b uses to continue operating as a system.

During cross-generator engine star ts, the WARNING
SYSTEMS
high current sensors and current limiters are

bypassed by cross-start relays to allow the re- Closing the generator bus ties man-
quired high cur rent flow to pass from the ually in flight with a loss of both
power sources to the starter generator with- generators will cause the batter y
out causing the bus ties to open. Battery starts to discharge at a faster rate. If it
are routed through the battery bus tie, which becomes necessary to close the
is desensitized for starting. generator ties in this situation, they
should be opened as soon as pos-
A 250-amp cur rent limiter (slow to open sible since battery power should be
fuse) is also located in the circuitry be- c o n s e r ve d . Wi t h o u t a n o p e r a bl e
tween the center bus and each of the gen- generator, the batter y cannot be
erator buses. Since the Hall effect devices recharged in flight. Land as soon as
sense high current in only one direction, the practical.
cur rent limiters provide protection in the
opposite direction. If an overcur rent situ-
ation causes a cur rent limiter to open, it BATTERY
also will cause bus isolation.
The lead acid battery is located in the right
The current protection for the triple-fed bus wing center section. (Figure 2-6). The bat-
is provided exclusively by 60-amp cur rent tery relay is mounted immediately forward
limiters. Triple-fed bus isolation will occur of the battery. The hot battery bus provides
only if all three of these limiters open. power directly to a few aircraft systems.
(Figure 2-10). These systems may be oper-
For typical examples of bus isolation, refer ated without turning the battery switch ON.
to Figures 2-20 (generator bus), 2-21 (cen- Care should be taken, however, to insure that
ter bus), and 2-22 (triple-fed bus). utilization of these systems is minimal when
the generators are inoperative and/or the air-
craft is secured to prevent excessive dis-
LOAD SHEDDING charge of the battery.
Load shedding is another highly benef icial
feature of the triple-fed bus electrical sys-
tem. The electrical system will automati-
cally remove excess loads (generator buses),
when the power source is reduced to bat-
tery only. When both generators are off line,
the generator bus ties open and the gener-
ator bus loads are “shed” (Figure 2-19). The

STARTER/GENERATORS
The starter/generators are dual-purpose, en-
gine-driven units (Figure 2-7). The same
unit is used as a starter to drive the engine
during engine start and as a generator to pro-
vide electrical power when driven by the en-
gine. A series starter winding is used during
starter operation and a shunt f ield winding
2 ELECTRICAL POWER
is used during generator operation. The gen-
erator shunt f ield winding is disabled when
SYSTEMS
the series starter winding is activated by the
start switch. The regulated output of the gen-
erator is 28.25 ±0.25 volts with a maximum
continuous load of 250 amperes.
In addition to the starter/generators, the gen-

erator system consists of control switches,
generator control units (GCU), line con-
tactors and loadmeters.
Figure 2-6. Battery Installation
Figure 2-7. Starter/Generator Installation

Star ter power to each individual star ter/ DC GENERATION

generator is provided by the battery, or by
the operating generator for cross-starts. The The generator phase of operation is con-
start cycle is controlled by a three-position trolled by the generator switches, located in
sw i t c h , o n e f o r e a c h e n g i n e , p l a c a r d e d : the pilot’s left subpanel, next to the BAT
I G N I T I O N A N D E N G I N E S TA RT – switch under the MASTER SWITCH gang
LEFT–RIGHT–ON–OFF STARTER ONLY, bar (Figure 2-3). The switches provide OFF,
l o c a t e d o n t h e p i l o t ’s l e f t s u b - p a n e l ON, and RESET capabilities. The generat-
(Figure 2-3). ing system is self-exciting and does not re-
2 ELECTRICAL POWER
q u i r e e l e c t r i c a l p owe r f r o m t h e a i r c r a f t
Selecting a star t switch to either the electrical system for operation.
SYSTEMS
STARTER only position or ON activates

the star ter and disables the respective gen- Generator operation is controlled through
erator. The star ter drives the compressor two generator control units (GCU) mounted
section of the engine through the accessory below the center aisle floor, that make con-
gearbox. stant voltage available to the buses during
variations in engine speed and electrical
During engine star ts, the batter y is con- load requirements. The generators are man-
nected to the starter/generator by the starter ually connected to the GCUs by GEN 1 and
relay. With one engine running and its gen- GEN 2 control switches located on the pilot’s
erator on the line, the opposite engine can left subpanel. The load on each generator is
by started with power from the battery and indicated by the respective left and right
operating generator through the starter relay loadmeters located on the overhead panel
and the cross-star t relay. This is called a (Figure 2-4).
cross-start. Normally one engine is started
on battery power alone, and the second en- The generator control units are designed to
gine is cross-started. control the generators and the load shared
within 2.5 percent.
During a cross generator start, (Figure 2-15) The generator control units (GCU) provide
the operating generator control panel closes the following functions:
the cross-start relay, bypassing the genera-
tor bus, current limiter and bus tie relay. This • Voltage regulation and line contactor
assures the 250-amp current limiter will not control
open due to transient surges, since the gen- • Overvoltage and overexcitation pro-
erator would normally provide the cur rent tection
required for the start. In addition, while a
starter is selected the bus tie sensors are dis- • Paralleling/load sharing
abled to prevent them from opening their • Reverse-cur rent protection
respective bus tie relays. • Cross-start relay activation
CAUTION
Voltage Regulation and Line
Do not exceed the starter motor op- Contactor Control
erating time limits of 40 seconds The generators are nor mally regulated to
ON, 1 minute off, 40 seconds ON, 28.25 ±.25 VDC. When the generator con-
1 minute off, 40 seconds ON, then t r o l sw i t c h i s h e l d t o R E S E T, g e n e r a t o r
30 minutes off. residual voltage is applied through the GCU
to the generator shunt f ield causing the gen-
erator output voltage to rise. This switch
should be held in the RESET position for

1 second. When the switch is released to the line. The paralleling circuits sense the
ON, the 28-volt regulator circuit takes over inter pole winding voltages of both genera-
and begins controlling the generator shunt tors to provide an indication of the load on
f ield in order to maintain a constant output each generator.
voltage. The voltage regulator circuit varies
shunt f ield excitation as required to main- T h e vo l t a g e r eg u l a t o r c i r c u i t s a r e t h e n
tain a constant 28-volt output from the gen- biased up or down as required to increase or
erator for all rated conditions of generator decrease generator loads until both genera-
speed, load, and temperature. tors share the load equally. The GCUs are de-
2 ELECTRICAL POWER
signed to balance loads to within 2.5 percent.
When the generator switch is released to ON
SYSTEMS
generator voltage is applied to the GCU to
enable the line contactor control circuit. The Reverse-Current Protection
GCU compares the generator output volt- Reverse-cur rent protection is provided by
age with aircraft bus voltage. If the gener- the GCU. When a generator becomes under-
ator output voltage is within 0.5 volts of the excited or cannot maintain bus voltage, i.e.,
aircraft bus voltage, the GCU sends a sig- low generator speed during engine shutdown,
nal to the line contactor which closes and it will begin to draw current (reverse current)
connects the generator to the aircraft bus from the aircraft electrical system. The GCU
(Figure 2-16) and closes both generator ties senses the reverse current by monitoring the
to connect the center bus and the generator generator inter pole voltage and opens the
buses. This allows the generator to recharge line contactor to protect the generator.
the aircraft batter y and power all aircraft
electrical loads.
Cross-Start Relay Activation
During single-generator operation, the GCU During cross-start, the operating generator
opens the line contactor and isolates the in- helps to start the second engine. The cross-
operative generator from its bus. start relay on the operating generator circuit
closes to allow starting current to bypass the
Overvoltage and Overexcitation generator bus, cur rent limiter, and bus tie
relay. The current flows through the center
Protection bus, to the Hall effect sensor on the opposite
The GCU provides overvoltage protection generator bus.
to prevent excessive generator voltage from
being applied to the aircraft equipment. If During start, the Hall effect sensors are dis-
a generator output exceeds the maximum al- abled, so no bus isolation takes place. The
lowable 31.5 volts, the overexcitation cir- cur rent is routed to the star ter physically
cuits of the GCU will detect which generator between the Hall effect sensor and the bus
is producing excessive voltage output and at- tie relay, so if the bus tie opened, it wouldn’t
tempting to absorb all the aircraft electrical effect engine start. The current is then made
loads. The GCU overexcitation circuit will available to the start relay for engine start.
then disconnect the generator from the elec-
trical system.
EXTERNAL POWER
Paralleling/Load Sharing The exter nal power receptacle, under the
right wing outboard of the nacelle, connects
The paralleling circuit averages the output an external power unit to the electrical sys-
of both generators to equalize load levels. tem when the airplane is parked. The power
The paralleling circuits of both GCUs be- receptacle is designed for a standard three
come operative when both generators are on prong AN plug.

When external power is connected, a relay in Only use an exter nal power source f itted
the external power sensor will close only if with an AN-type plug. The auxiliary power
the polarity of the voltage being supplied to unit must be regulated between 28.0 and 28.4
t h e ex t e r n a l p owe r r e c e p t a c l e i s c o r r e c t volts DC and be capable of producing 1000
(Figure 2-23). amperes for 5 seconds, 500 amperes for two
minutes, and 300 amperes continuously. A
Whenever an exter nal power plug is con- maximum continuous load of 350 amperes
nected to the receptacle and the BAT switch will damage the exter nal power relay and
is ON, the yellow EXT PWR annunciator power cables of the air plane.
2 ELECTRICAL POWER
will illuminate, whether or not the external

power unit is ON. If the EXT PWR annun- Voltage is required to energize the avionics
SYSTEMS
ciator is flashing–and the exter nal power master power relays to remove the power
unit is connected–then one of three condi- from the avionics equipment. Therefore,
tions exists: EXT PWR Switch is OFF, EXT never apply external power to the air plane
PWR voltage is low, or EXT PWR voltage without f irst applying battery voltage.
is too high.
The battery may be damaged if exposed to
Exter nal power voltage can be monitored voltages higher than 30 volts for extended
any time, even before the EXT PWR switch periods of time.
on the pilot’s left subpanel is switched ON,
by turning the VOLTMETER BUS SELECT
To preclude damage to the external power
switch in the overhead panel (Figure 2-3) to
unit, disconnect external power from the air-
the EXT PWR position and reading the volt-
plane before applying generator power to
age on the voltmeter.
the electrical buses.
A high-voltage sensor will lock out the ex-
ternal power relay if external power is above Refer to the “Normal Procedures” section
31 ±0.5 volts DC. of the POH for procedural details of using
external power.
When the EXT PWR–ON–OFF–RESET
switch is switched ON, the external power
relay closes. As external power enters the AVIONICS MASTER POWER
aircraft. the left and right generator bus tie The avionics systems installed on each air-
relays close, permitting power to reach all plane usually consist of individual nav/com
buses. Consequently, the entire electrical units, each having its own ON–OFF switch.
system can be operated. Avionics packages will vary on different air-
plane installations. Due to the large num-
Obser ve the following precautions when ber of individual receivers and transmitters,
using an external power source: a Beech avionics master switch placarded
AVIONICS MASTER POWER is installed
CAUTION on the pilot’s left subpanel. An Avionics
Master Power Schematic diagram is shown
NEVER CONNECT AN EXTER- in Figure 2-8. Refer to the Avionics chapter
NAL POWER SOURCE TO THE of this training manual for details of the
AIRPLANE UNLESS A BATTERY avionics system.
INDICATING A CHARGE OF AT
L E A S T 2 0 VO LT S I S I N T H E
AIRPLANE. If the battery voltage
is less than 20 volts, the batter y
must be recharged, or replaced with
a battery indicating at least 20 volts,
before connecting external power.

CIRCUIT BREAKERS switch. The switch can be bypassed, and your

radios retur ned to ser vice, by pulling the
DC power is distributed to the various air- AVIONICS MASTER circuit breaker on the
craft systems via two separate circuit breaker copilot’s circuit breaker panel.
panels which protect most of the compo-
nents in the air plane. The smaller one is lo- The various power distribution conf igura-
cated below the fuel management panel, to tions for the electrical system are as follow:
the left of the pilot (Figure 2-5). The large
panel is located to the right of the copilot’s • Pow e r D i s t r i b u t i o n - B a t t e r y O F F
2 ELECTRICAL POWER
position. Each of the circuit breakers has its (Figure 2-10)
amperage rating printed on it. • Powe r D i s t r i b u t i o n - B a t t e r y ON
SYSTEMS
(Figure 2-11)
The small circuit breaker panel, on the lower
portion of the fuel panel, contains the circuit • Powe r D i s t r i b u t i o n - B a t t e r y O N
breakers for the fuel system along with some ( G e n e r a t o r Ti e s M a n u a l ly C l o s e d )
of the lighting and engine instrument circuit (Figure 2-12)
breakers. Circuit breakers for the Secondary • Power Distribution-Right Engine Start
Flight Display System (SFDS) are also lo- (Generator Ties Normal) (Figure 2-13)
cated on this panel. (See Figure 2-5).
• Power Distribution-Right Generator
The large circuit breaker panel is located on ON (Figure 2-14)
the copilot’s side of the cockpit. This panel • Powe r D i s t r i b u t i o n - L e f t E n g i n e
contains the breakers for the remaining elec- Cross-star t (Right Engine Running)
trical systems, which include engine-related (Figure 2-15)
systems, all avionics components, the en-
vironmental system, lights, annunciator • Power Distribution-Both Generators
war ning systems, and other systems. The ON (Figure 2-16)
circuit breakers for the electrical distribu- • Power Distribution-Both Generators ON
tion system are also located on this panel. (Generator Ties Open) (Figure 2-17)
Procedures for tripped circuit breakers, and • Bus Sense Test-Both Generators ON
other related electrical system war nings, (Figure 2-18)
can be found in the “Emergency” section of
• Both Generators Fa i l e d - L o a d
the Pilot’s Operating Handbook. If a non-es- Shedding (Figure 2-19)
sential circuit breaker on either of the two
circuit breaker panels trips while in flight, • Right Generator Bus Short-Bus
do not reset it. Resetting a tripped breaker Isolation (Figure 2-20)
can cause further damage to the component,
system, or a lead to a electrical f ire. • Center Bus Short-Bus Isolation
(Figure 2-21)
If an essential system circuit breaker trips, • Triple-Fed Bus Shor t-Bus Isolation
however, after a 1-minute cooldown time (and (Figure 2-22)
no electrical or burning smell) attempt to reset
the circuit breaker. If it fails to reset, DO NOT • Power Distrib ution-Exter nal Power
attempt to reset it again. Take corrective ac- (External Power and Battery Switches
tion according to the procedures in the ON) (Figure 2-23)
“Emergency” section of your POH.
If all the avionics equipment drops off-line

but does not trip the circuit breaker, the trou-
b l e m ay b e i n t h e AV I O N I C S M A S T E R

AVIONICS
BATTERY BUS AVIONICS MASTER
MASTER
(TRIPLE FED) POWER SWITCH
POWER C.B.
ON
Off
2 ELECTRICAL POWER
SYSTEMS
LEFT BATTERY RIGHT

GENERATOR BUS GENERATOR
BUS (TRIPLE FED) BUS
NUMBER 2 NUMBER 1 NUMBER 3

AVIONICS AVIONICS AVIONICS
BUS BUS BUS
Figure 2-8. Avionics Master Power Schematic

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
LEFT RELAY RELAY RIGHT
STARTER- STARTER-
LOAD- GENERATOR GENERATOR LOAD-
METER METER
V V
LEFT RIGHT
GENERATOR LEFT LINE RIGHT LINE GENERATOR
SWITCH CONTACTOR CONTACTOR SWITCH
GENERATOR RIGHT CROSS LEFT CROSS GENERATOR

START RELAY 275 275 START RELAY
CONTROL CONTROL
H H 250
250 E E
LEFT GENERATOR BUS D CENTER BUS D RIGHT GENERATOR BUS
SFDS BATTERY
LEFT RIGHT
60 GENERATOR GENERATOR 60
BUS TIE BATTERY BUS TIE
GPU BUS TIE
FROM HOT
SFDS BUS BATTERY BUS
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-9. Power Distribution Schematic

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H 250
250 E E
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-10. Power Distribution—Battery OFF

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H 250
250 E E
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-11. Power Distribution—Battery ON

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H 250
250 E E
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-12. Power Distribution—Battery ON (Generator Ties Manually Closed)

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H 250
250 E E
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-13. Power Distribution—Right Engine Start (Generator Ties Manually Closed)

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H 250
250 E E
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-14. Power Distribution—Right Generator ON

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H 250
250 E E
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-15. Power Distribution—Left Engine Cross-Start (Right Engine Running)

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H 250
250 E E
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-16. Power Distribution—Both Generators ON

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H 250
250 E E
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-17. Power Distribution—Both Generators ON (Generator Ties Open)

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H 250
250 E E
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-18. Bus Sense Test—Both Generators ON

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H 250
250 E E
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-19. Both Generators Failed—Load Shedding

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H 250
250 E E
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-20. Right Generator Bus Short—Bus Isolation
AMMETER

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H
250 E E 250
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-21. Center Bus Short—Bus Isolation

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H 250
250 E E
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-22. Triple-Fed Bus Short—Bus Isolation

2 ELECTRICAL POWER
SYSTEMS
TO TO
GENERATOR GENERATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTROL CONTROL
H H 250
250 E E
SFDS BATTERY
LEFT RIGHT
GPU BUS TIE
FROM HOT
SFDS ED
SW
BATTERY
SWITCH
BATTERY
RELAY
AMMETER 60
TRIPLE-FED BUS
Figure 2-23. Power Distribution—External Power (External Power

and Battery Switches ON)

2 ELECTRICAL POWER
SYSTEMS
INTENTIONALLY LEFT BLANK

QUESTIONS
1. What is the rating for the battery? 6. W h e n a n e n g i n e i s b e i n g s t a r t e d,

A. 28-volt, 24 ampere-hour in what position should its GEN
switch be?
B. 24-volt, 34/36 ampere-hour
C. 28-volt, 34/36 ampere-hour A. RESET
2 ELECTRICAL POWER
D. 24-volt, 42 ampere-hour B. ON
C. OFF
SYSTEMS
2. Where is the battery located?
7. W h e n a g e n e r a t o r i s o ff l i n e , w h a t
A. In the left wing root
indication is present?
B. In the aft compartment
A. An amber DC GEN light is on
C. In the right wing root
B. No indications are present
D. In the nose compartment
C. A green DC GEN light is on
D. A red DC GEN light is on
3. What is the individual generator rating?
A. 30-volt, 200-ampere
8. Where is the external power connector
B. 24-volt, 300-ampere located?
C. 28-volt, 250-ampere
A. Under the left wing
D. 32-volt, 250-ampere
B. On the left aft fuselage
C. Under the right wing, outboard of
4. Where are the generator switches the engine nacelle
located? D. On the right forward fuselage
A. Under a gang bar on the overhead
panel
9. How much continuous cur rent should
B. On the center instrument panel the exter nal power unit be capable of
C. Under a gang bar on the pilot’s left- supplying?
subpanel
A. 100 amperes
D. On the copilot’s subpanel
B. 300 amperes
C. 800 amperes
5. How is a generator turned on? D. 1,000 amperes
A. Move the switch to OFF, then to ON
B. Hold the switch to RESET for one 10. What indication is provided to alert the
second and release to ON operator that an external power plug is
C. Move the switch to ON connected to the air plane?
D. H o l d t h e s w i t c h t o O N f o r o n e A. An audible tone
second
B. A flashing EXT PWR light
C. A master warning light
D. Fluctuating generator meters

11. What is the minimum required battery 15. What electrical bus or buses, feed the
voltage before using an exter nal items on the sub-panel with the white
power unit? rings around them?
A. 28 volts A. Center only
B. 24 volts B. Hot Batt. Bus only
C. 22 volts C. Triple-Fed only
D. 20 volts D. Center or Triple-Fed
2 ELECTRICAL POWER
12. What is the Overvoltage lockout limit 16. In the event of a dual-generator failure,
SYSTEMS
for the external power? w h a t i f a ny l o a d s h e d d i n g o c c u r s

A. 24 volts automatically?
B. 30 +/- .5 volts A. N o l o a d s h e d d i n g h a p p e n s
C. 31 +/- .5 volts automatically
D. 28.0 – 28.4 volts B. The system sheds the left and right
generator busses automatically by
opening both Gen. Bus. Ties
13. After starting the right engine and turn- C. The system sheds the center bus, and
ing the right generator on, what should both generator busses automatically,
the loadmeter reading decrease to be- by opening all Bus Ties
fore starting the left engine? D. The system sheds the center bus au-
A. 25% tomatically, by opening up the Batt.
B. 50% Bus Tie
C. 75%
D. 100%
14. What are the starter limits?

A. 40 seconds ON, 60 seconds OFF, 40
s e c o n d s O N, 6 0 s e c o n d s O F F, 4 0
seconds ON, 30 minutes OFF
B. 10 seconds ON, 30 seconds OFF, 40
seconds ON, 90 seconds OFF
C. 20 seconds ON, 60 seconds OFF, 20
D. 15 seconds ON, 50 seconds OFF, 15

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION................................................................................................................... 3-1
DESCRIPTION....................................................................................................................... 3-1
Cockpit Lighting.............................................................................................................. 3-1
Cabin Lighting................................................................................................................. 3-4
Exterior Lighting ............................................................................................................. 3-5
Circuit Breakers............................................................................................................... 3-6
QUESTIONS........................................................................................................................... 3-7
3 LIGHTING

ILLUSTRATIONS
Figure Title Page
3-1 Overhead Lighting Control Panel—C90GTi and C90GTx (2 Sheets).................... 3-2
3-2 Cabin Lighting Controls .......................................................................................... 3-4
3-3 Threshold Light Switch ........................................................................................... 3-4
3-4 Exterior Light Controls............................................................................................ 3-5
3-5 Light System Circuit Breakers ................................................................................ 3-6
3 LIGHTING

CHAPTER 3
LIGHTING
3 LIGHTING
INTRODUCTION
The aircraft lighting system consists of cockpit-controlled interior and exterior
lights. Interior lights are in the cockpit and passenger cabin and consists of navi-
gation lights, entry and exit threshold lights, and baggage area lights. Exterior light-
ing consists of navigation lights, rotating beacons, strobe lights, landing and taxi
lights, ice lights, and recognition lights.
DESCRIPTION COCKPIT LIGHTING

An overhead light control panel, easily ac-
The Lighting chapter of the training manual cessible to both pilot and copilot, incor po-
presents a description and discussion of the rates a functional arrangement of all lighting
airplane lighting system and components. The systems in the cockpit (Figure 3-1). Each
location and purpose of switches, indicators, light group has its own rheostat switch plac-
lights, and circuit breakers are described. arded BRT–OFF.

DO NOT OPERATE MAX

ON DRY GLASS
AIRSPEED KNOTS
OFF OFF ANNUN
D
IM
FULL DOWN FLAP 148
MANEUVERING 169
MASTER BRT BRT
PANEL
LIGHTS

OFF
3 LIGHTING
CAUTION
INSTRUMENT
EMERG LIGHTS
DC
ON
40 60 40 60 30 60 10 20
BUS SELECT
20 0 0 30
VOLT AMP
LEFT RIGHT
TPL
CTR FED
10 60
EXT BAT OFF

PWR
W 24 21
STEER
0 330
FOR
70 30
0 3
0
02
COMPASS CORRECTION
CALIBRATE WITH
60
90 0
24
120 150 180 21

RADIO ON
Figure 3-1. Overhead Lighting Control Panel—C90GTi (Sheet 1 of 2)

DO NOT OPERATE MAX

ON DRY GLASS
AIRSPEED KNOTS
OFF OFF ANNUN
D
IM
FULL DOWN FLAP 148
MANEUVERING 163
MASTER BRT BRT
PANEL
LIGHTS

OFF
3 LIGHTING
CAUTION
INSTRUMENT
EMERG LIGHTS
DC
ON
40 60 40 60 30 60 10 20
BUS SELECT
20 0 0 30
VOLT AMP
LEFT RIGHT
TPL
CTR FED
10 60
EXT BAT OFF

PWR
W 24 21
STEER
0 330
FOR
70 30
0 3
0
02
COMPASS CORRECTION
CALIBRATE WITH
60
90 0
24
120 150 180 21

RADIO ON
Figure 3-1. Overhead Lighting Control Panel—C90GTx (Sheet 2 of 2)

The MASTER PANEL LIGHTS–ON/OFF A hot-wired threshold light is mounted on

s w i t c h i s t h e m a s t e r s w i t c h f o r : P I L OT the left side of the entryway at floor level.
F L I G H T I N S T R , OV H D P E D & S U B - Optional airstair door lights mounted under
PA N E L , S I D E PA N E L , a n d C O P I L OT each step may be installed. These lights share
FLIGHT INST. Also located on the over- the same controls; a slide type switch (Figure
head panel are switches to control the indi- 3-3) mounted adjacent to the threshold light,
rect instrument lighting, the overhead flood and a microswitch mounted in the door lock.
lighting, and lighting for the pilot and copi- Whenever the slide switch is in the ON po-
lot flight displays. sition and the door is open, the lights will
come on.
CABIN LIGHTING
A three-position switch on the copilot’s left
su b -p an el ligh t control p anel, placard ed
CABIN–BRIGHT–DIM–OFF controls the
indirect fluorescent cabin lights (Figure 3-
2). A switch to the right of the interior light
s w i t c h a c t iva t e s t h e c a b i n N O S M O K -
ING/FASTEN SEAT BELT signs and ac-
companying chimes. This three-position Figure 3-3. Threshold Light Switch
switch is placarded NO SMK &
FSB–OFF–FSB.
3 LIGHTING
Figure 3-2. Cabin Lighting Controls

To turn the lights OFF, either use the thresh- EXTERIOR LIGHTING
old light switch, or fully close and lock the
cabin door. The microswitch in the door lock Switches for the landing lights, taxi lights,
will turn off the lights when the threshold wing ice lights, navigation lights, recogni-
switch is left on. tion lights, rotating beacons, and wingtip
and tail flood lights are located on the pilot’s
The lights will not go out if the door is subpanel (Figure 3-4). They are appropri-
simply latched, the door handle must be in ately placarded as to their function.
the fully locked position.
Tail floodlights, if installed, are incor po-
When the battery master switch is on, the rated into the horizontal stabilizers and are
individual reading lights along the top of designed to illuminate both sides of the ver-
the cabin may be turned on or off by the pas- tical stabilizer. A switch for these lights,
sengers with the pushbutton switch adjacent placarded LIGHTS TAIL FLOOD–OFF, is
to each light. located on the pilot’s subpanel (Figure 3-4).
The light in the baggage compartment may

be turned on or off by the adjacent push-but-
ton switch regardless of the position of the
battery master switch. This baggage com-
partment light is connected to the hot bat-
tery bus.
3 LIGHTING
EXTERIOR LIGHT CONTROLS
Figure 3-4. Exterior Light Controls

CIRCUIT BREAKERS
Lighting system circuit breakers are shown
in Figure 3-5.
3 LIGHTING
Figure 3-5. Light System Circuit Breakers

QUESTIONS
1. Where are the majority of cockpit
lighting controls?
A. Pilot’s right subpanel
B. Overhead panel
C. Copilot’s left subpanel
D. Pilot’s side panel
2. Where is the baggage-area light switch

located?
A. Just inside and aft of the airstair
doorframe
B. Within the baggage compartment
C. On the overhead panel
D. On the pilot’s left subpanel
3. How are the threshold lights turned on?
3 LIGHTING
A. With a switch just aft of the door-
frame
B. Automatically, when the battery
switch is turned off
C. With a switch on the pilot’s right
subpanel
D. A u t o m a t i c a l ly, wh e n t h e a i r s t a i r
door is opened and the threshold
switch turned on
4. Where is the switch for the strobe lights

located?
A. On the overhead panel
B. On the copilot’s side panel
C. On the pilot’s right subpanel
D. On the pilot’s side panel
5. W h e r e a r e t h e r e c og n i t i o n l i g h t s
mounted?
A. In each wingtip
B. In the nose fuselage area
C. In each wingroot
D. On the vertical stabilizer

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................... 4-1
GENERAL .............................................................................................................................. 4-1
ANNUNCIATOR SYSTEM ................................................................................................... 4-3
Master Warning Flasher .................................................................................................. 4-3
Dimming.......................................................................................................................... 4-5
Testing and Lamp Replacement ...................................................................................... 4-5
ANNUNCIATOR PANEL DESCRIPTION............................................................................ 4-6
QUESTIONS ........................................................................................................................ 4-11
4 MASTER WARNING
SYSTEM

ILLUSTRATIONS
Figure Title Page
4-1 Annunciator System................................................................................................. 4-2
4-2 Master Warning and Master Caution Flashers ........................................................ 4-3
4-3 Warning, Caution, and Advisory Annunciators ...................................................... 4-4
4-4 Lamp Replace .......................................................................................................... 4-5
TABLES
Table Title Page
4-1 WARNING Annunciators ........................................................................................ 4-6
4-2 CAUTION Annunciators ......................................................................................... 4-7
4-3 ADVISORY Annunciators ....................................................................................... 4-9
4 MASTER WARNING
SYSTEM

CHAPTER 4
MASTER WARNING SYSTEM
INTRODUCTION
4 MASTER WARNING
Warning and caution indicators can be the f irst indication of trouble or malfunction
SYSTEM
in some system or component of the airplane. Crewmembers should have complete
familiarity with these indicators and the related action necessary to correct the prob-
lem or cope with the situation until a safe landing can be made. In the case of an on-
ground indication, the problem should be corrected before flight.
GENERAL
This chapter presents a description and dis- The annunciator panel is described in detail,
cussion of the warning, caution, and advi- including each annunciator, its purpose, and
sory annunciator panel. the associated cause for illumination.

PRESS TO ANNUNCIATORS
TEST
SWITCH
FAULT
WARNING
4 MASTER WARNING
SYSTEM
Figure 4-1. Annunciator System

ANNUNCIATOR SYSTEM The annunciator panel also contains green

advisory annunciators. There are no fault
The annunciator system (Figure 4-1) con- warning flashers associated with advisory
sists of an annunciator panel centrally lo- annunciators.
cated in the glareshield, a PRESS-TO-TEST
switch, a MASTER WARNING flasher, and An illuminated caution annunciator on the
a MASTER CAUTION flasher (Figure 4-2). annunciator panel will remain on until the
The red MASTER WARNING flasher and fault condition is cor rected, at which time
yellow MASTER CAUTION flasher is lo- it will extinguish. An annunciator can be
cated in the glareshield in front of the pilot, extinguished only by cor recting the condi-
and the PRESS-TO-TEST switch is located tion indicated on the illuminated lens.
immediately to the left of the annunciator
panel. The annunciators are of the word- The illumination of a green annunciator light
readout type. Whenever a fault condition will not trigger the fault war ning system,
covered by the annunciator system occurs, but a red annunciator will actuate the MAS-
a signal is generated, and the appropriate TER WARNING flasher. Yellow annuncia-
annunciator is illuminated. t o r s w i l l a c t u a t e t h e y e l l ow M A S T E R
CAUTION flasher.
MASTER WARNING FLASHER

If the fault requires the immediate attention
and reaction of the pilot, the appropriate red
warning annunciator (Figure 4-3) in the an-
nunciator panel illuminates, and the MAS-
TER WARNING flasher begins flashing.
Any illuminated red lens in the annunciator

panel will remain on until the fault is cor-
rected. The MASTER WARNING flasher
can be extinguished by depressing the face
of the MASTER WARNING flasher, even if
the fault is not cor rected. In such a case, the
4 MASTER WARNING
MASTER WARNING flasher will again be
activated if an additional warning annunci-
SYSTEM
ator illuminates. When a war ning fault is
cor rected, the affected warning annuncia-
Figure 4-2. MASTER WARNING and tor will extinguish, but the MASTER
MASTER CAUTION Flashers WARNING flasher will continue flashing
until it is depressed.
Whenever an annunciator-covered condi-

tion occurs that requires the pilot’s atten-
tion but not his immediate reaction, the
a p p r o p r i a t e ye l l ow c a u t i o n a n n u n c i a t o r
(Figure 4-3) in the annunciator panel illu-
minates as well as the MASTER CAUTION
flasher.

4 MASTER WARNING
SYSTEM
Figure 4-3. Warning, Caution, and Advisory Annunciators

DIMMING TESTING AND LAMP

The warning annunciators, caution annun- REPLACEMENT
ciators, advisor y annunciators, MASTER The lamps in the annunciator system should
WA R N I N G f l a s h e r, a n d M A S T E R C AU - be tested before every flight and any time
TION flasher feature both a “bright”and a the integ rity of a lamp is in question.
“dim” mode of illumination intensity. Depressing the PRESS-TO-TEST button,
The dim mode will be selected automati- located to the right of the annunciator panel
cally whenever all of the following con- in the glareshield, illuminates all the an-
ditions are met: nunciator lights and the MASTER WARN-
I N G f l a s h e r. A n y l a m p t h a t f a i l s t o
• A generator is on line. illuminate when tested should be replaced.
• The OVERHEAD FLOODLIGHT is
OFF. The annunciator panel style allows each an-
n u n c i a t o r t o b e r e m ove d f r o m t h e p a n e l
• The MASTER PANEL LIGHTS switch (Figure 4-4). Each readout annunciator con-
is ON. tains two lamps. To replace any annuncia-
• T h e P I L OT FLIGHT LIGHTS tor lamp, f irst depress the center of the
are ON. annunciator with your f inger. Release your
f in ger, and th e an n un ciator will pop o u t
• The ambient light level in the cockpit slightly. Pull the annunciator from the panel,
(as sensed by a photoelectric cell lo- and remove the lamp from the rear of the
c a t e d i n t h e ove r h e a d l i g h t c o n t r o l annunciator. Replace the failed lamp with
panel) is below a preset value. a spare lamp contained in an unused an-
Unless all these conditions are met, the mode nunciator. Depress the annunciator until it
will be selected automatically. locks in place.
PARTIAL EJECTION
4 MASTER WARNING
1/16 IN
SYSTEM
VIEW OF THE ANNUNCIATOR LAMPS

PANEL FROM ABOVE (REMOVE FAULTY LAMPS AND REPLACE)
Figure 4-4. Lamp Replace

ANNUNCIATOR PANEL
DESCRIPTION
Tables 4-1, 4-2 and 4-3 list all the war n-
ing, caution, and advisor y annunciators on
t h e K i n g A i r C 9 0 G Ti a n d C 9 0 G T x . T h e
cause for illumination is included beside
each annunciator.
Table 4-1. WARNING ANNUNCIATORS
NOMENCLATURE CAUSE FOR ILLUMINATION
Low fuel pressure on left side; check boost pump, crossfeed.
Low oil pressure in left engine.
Cabin pressure altitude exceeds 12,500 feet.
Cabin door is open or not secure.
Low oil pressure in right engine.
Low fuel pressure on right side; check boost pump, crossfeed.

4 MASTER WARNING
*
SYSTEM
Fire in left engine compartment.
* Fire in right engine compartment.
* Optional equipment

Table 4-2. CAUTION ANNUNCIATORS
Left generator is off line.
Left wing tank is empty or transfer pump failed.
Propeller levers are not in the high rpm position with the landing
gear handle in the down position.
Metal contamination is detected in left engine oil, probable

engine shutdown.
Left engine anti-ice vanes fail in transit or inoperative.
Right engine anti-ice vanes fail in transit or inoperative.
Left Pitot Heat inoperative or switch is in the OFF position.
Right Pitot Heat inoperative or switch is in the OFF postition
Left generator bus is isolated from the center bus.
Battery is isolated from the generator buses and center bus.
4 MASTER WARNING
SYSTEM
Right generator bus is isolated from the center bus.
Crossfeed valve is receiving power.
Hydraulic fluid in the landing gear system is low.
Metal contamination is detected in right engine oil, probable

engine shutdown.

Table 4-2. CAUTION ANNUNCIATORS (Cont)
The left bleed air valve switch is in the Closed position.
The right bleed air valve switch is in the Closed position.
Right wing tank is empty or transfer pump failed.
Right generator is off line.
External power connector is plugged in.

4 MASTER WARNING
SYSTEM

Table 4-3. ADVISORY ANNUNCIATORS
System is armed and left engine torque is below 400 ft-lb, or the
left ignition and engine start switch is ON.
System is armed and right engine torque is below 400 ft-lb, or

the right ignition and engine start switch is ON.
Left autofeather is armed with power levers advanced above

90% N1 position, or autofeather test switch is in test.
Right autofeather is armed with power levers advanced above

90% N1 position, or autofeather test switch is in test.
Left engine anti-ice vanes are in position for icing conditions.
Right engine anti-ice vanes are in position for icing conditions.
Manually closed generator bus ties.
Landing lights or taxi light is on with landing gear UP.
4 MASTER WARNING
SYSTEM


4 MASTER WARNING
SYSTEM

QUESTIONS
1. H ow i s t h e M A S T E R C AU T I O N 5. What action is required to extinguish
flashers dimmed? the RVS NOT READY Annunciator?
A. By using the BRT DIM switch A. Put the landing gear handle down.
B. With the overhead control rheostats B. Push the prop levers full forward.
C. Automatically relative to cockpit C. L i f t t h e Powe r L ev e r s i n t o t h e
light intensity Reverse Gate.
D. With the CAUTION switch on the D. Put the Condition levers into HIGH
copilot's subpanel IDLE.
2. H ow c a n t h e a n n u n c i a t o r l i g h t s b e 6. After takeoff how are the landing lights

tested? extinguished?
A. By depressing each light legend A. A u t o m a t i c a l ly a s t h e g e a r d o o r s
B. B y mov i n g th e C AU T IO N sw it c h close
to ON B. Automatically as the air plane lifts
C. With the APPROACH PLATE rheo- off
stat C. By turning off the LANDING light
D. With the PRESS TO TEST switch switches
D. By turning off the TAXI light switch
3. To extinguish a MASTER WARNING
flasher, what action must be taken?
7. Where are the ice lights mounted?
A. Move the CAUTION switch to OFF.
A. On the outside of the engine nacelles
B. Depress the MASTER WARNING
flasher. B. On the wingroot
C. Depress the PRESS TO TEST but- C. On the nose
ton. D. On either side of the fuselage
D. Clear the illuminating fault.
4 MASTER WARNING
8. What Bus powers the INSTRUMENT
4. When will a red annunciator light EMERG LIGHTS?
SYSTEM
extinguish? A. Hot Batt. Bus
A. When the indicated fault is cleared B. Left Gen. Bus
B. W h e n t h e M A S T E R WA R N I N G C. Right Gen. Bus
flasher is pressed D. Center Bus
C. W h e n t h e R E S E T b u t t o n i s d e -
pressed
D. When the TEST button is depressed

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................... 5-1
DESCRIPTION....................................................................................................................... 5-1
Fuel System ..................................................................................................................... 5-1
Fuel Tank System ............................................................................................................ 5-2
Boost Pumps.................................................................................................................... 5-4
Fuel Transfer Pumps........................................................................................................ 5-5
Fuel Capacity................................................................................................................... 5-6
Fuel Tank Vents ............................................................................................................... 5-7
FUEL SYSTEM OPERATION............................................................................................... 5-8
Firewall Shutoff Valves ................................................................................................. 5-10
Crossfeed Operation...................................................................................................... 5-10
Fuel Drain Purge System .............................................................................................. 5-12
FUEL GAGING SYSTEM ................................................................................................... 5-12
Components and Operation........................................................................................... 5-13
FUEL DRAINS..................................................................................................................... 5-14
FUEL HANDLING PRACTICES ........................................................................................ 5-15
Fuel Grades and Additives ............................................................................................ 5-17
Filling the Tanks............................................................................................................ 5-18
5 FUEL SYSTEM
Draining the Fuel System.............................................................................................. 5-19

QUESTIONS ........................................................................................................................ 5-21

ILLUSTRATIONS
Figure Title Page
5-1 Fuel System Schematic Diagram............................................................................. 5-3
5-2 Fuel Tank System .................................................................................................... 5-4
5-4 Fuel Control Panel ................................................................................................... 5-6
5-3 Fuel Transfer Pump Switch ..................................................................................... 5-6
5-5 Fuel Vent System ..................................................................................................... 5-7
5-6 Fuel Flow Diagram .................................................................................................. 5-8
5-8 Firewall Shutoff Valve Switches............................................................................ 5-10
5-7 Firewall Shutoff Valve ........................................................................................... 5-10
5-9 Crossfeed Schematic ............................................................................................. 5-11
5-11 Fuel Quantity Indication System........................................................................... 5-12
5-10 Fuel Drain Purge System Schematic ..................................................................... 5-12
5-12 Fuel Probe.............................................................................................................. 5-13
5-13 Fuel Drains ............................................................................................................ 5-14
5-14 Fuel Drain Locations ............................................................................................. 5-15
5-15 Fuel Temperature Graph ........................................................................................ 5-16
5 FUEL SYSTEM

CHAPTER 5
FUEL SYSTEM
INTRODUCTION
A complete understanding of the fuel system is essential to competent and conf i-
dent operation of the aircraft. Management of fuel and fuel system components is a
major everyday concern of the pilot. This section gives the pilot the information he
needs for safe, eff icient fuel management.
DESCRIPTION
The Fuel System section of the training man- ples of fuel. Approved fuels and tank f illing
ual presents a description and discussion of sequence are included.
the fuel system. The physical layout of the
5 FUEL SYSTEM
fuel cells and fuel system are described in this

section. Cor rect use of the boost pumps, FUEL SYSTEM
transfer pumps, crossfeed, and f irewall shut-
off valves are discussed. Fuel drains, their The Beechcraft King Air fuel system is de-
location, and type are described with cor- signed to simplify flight procedures in the
rect procedure for taking and inspecting sam- c o c k p i t , a n d p r ov i d e e a s y a c c e s s o n t h e

ground (Figure 5-1). There are two separate FUEL TANK SYSTEM
wing fuel systems, one for each engine, con-
nected by a valve-controlled crossfeed sys- The fuel system (Figure 5-2) in each wing
tem. Each fuel system consists of a nacelle consists of one wing leading-edge bladder-
tank and four interconnected wing tanks, type tank (40 gallons), two outboard-wing
electrical boost and transfer pumps and an panel bladder-type tanks (23 gallons and 25
electrically operated crossfeed valve. Total gallons), one center section bladder-type
usable fuel capacity is 384 gallons. tank (44 gallons), and the nacelle tank (61
gallons). The total usable fuel capacity of
Three modes of operation are available, each each wing fuel system is 192 gallons. The
of which is described briefly. outboard wing tanks supply the center sec-
tion and nacelle tanks by gravity flow. Since
1. N o r m a l o p e r a t i o n — E a c h e n g i n e the center section tank is lower than the other
receives fuel from its cor responding wing tanks and the nacelle tank, the fuel is
fuel cells and boost pump. The boost transfer red to the nacelle tank by the fuel
pump is required to provide fuel under transfer pump in the low point of the center
pressure to the engine driven high pres- section tank. Fuel for each engine is pumped
sure pump. directly from its nacelle fuel tank by an elec-
tric boost pump. Each system has two f iller
2. Automatic crossfeed operation—In the cap openings; one in the top of the nacelle
event of a boost pump f ailure, boost tank and one mid-wing in the leading edge
pressure is obtained by supplying fuel tank. An anti-siphon valve is installed at
to both engines, through the crossfeed each f iller port to prevent the loss of fuel or
valve, from one boost pump. A drop in collapse of fuel-tank bladder in the event
output pressure from the failed pump is the f iller cap is improperly secured.
sensed by a pressure switch, which au-
tomatically opens the crossfeed valve There is a check valve between the nacelle
when the pressure drops below about 10 tank and the wing tank. Fuel can flow only
psi, and illuminates the low fuel pres- into the nacelle tank, not back into the wing
sure annunciator. The fuel pressure an- tank. If a full fuel load is needed, f ill the na-
n u n c i a t o r w i l l t h e n ex t i n g u i s h a s celle tank f irst, then f ill the wing tank.
pressure is restored by the boost pump
on the opposite engine. The heated fuel vent and the NASA integral
ram scoop vent work together to prevent the
3. Suction feed—This mode of operation bladders from collapsing as fuel is drawn
may be employed after a boost pump out of them.
has failed, and allows the use of fuel
from tanks on the side with the failed Each nacelle tank is connected to the engine
pump. Suction feed operation is ob- on the opposite side by a crossfeed line for
tained by moving the crossfeed valve single-engine or failed boost pump opera-
control switch from the AUTO position tion. Crossfeed operation is automatic de-
to the CLOSED position. Vacuum cre- pending on the boost pump selected in the
ated by the engine-driven fuel pump feeding nacelle tank. This system makes it
draws fuel from the nacelle fuel tank. possible for fuel in either wing system to be
Suction feed is limited to ten hours cu- available to either engine, or both engines
mulative between engine-driven fuel simultaneously.
5 FUEL SYSTEM
pump overhauls.

LEGEND
SUPPLY
TRANSFER
FUEL MANIFOLD
BOOST (LOW) PRESSURE DUMP-VALVE
HIGH PRESSURE ENGINE FUEL TO ENGINE
CONTROL UNIT FUEL OUTLET
RETURN NOZZLES
FUEL HEATER
CROSSFEED ENGINE-DRIVEN
FUEL PUMP FUEL FLOW
CHECK VALVE TRANSMITTER
FUEL PRESSURE
VENT SWITCH
FUEL FILTER
FUEL PRESSURE
(FIREWALL)
QUANTITY ANNUNCIATOR
AND DRAIN
INDICATOR L
FUEL CONTROL
FIREWALL SHUTOFF VALVE UNIT PURGE
4
6 8
10 SUBMERGED BOOST
2 12
PUMP AND DRAIN
0 14
QUANTITY
LBS. 100
THERMAL-RELIEF BYPASS CROSSFEED
VALVE
TO RIGHT
ENGINE
DRAIN
VALVE
SIPHON
*
BREAK LINE
FILLER CAP RAM SCOOP VENT
WHEEL FUEL TRANSFER
HEATED VENT WELL PUMP RESTRICTOR
TRANSFER WARNING TRANSFER PUMP

LIGHT SWITCH AND DRAIN
NOTE:
TOTAL USABLE FUEL—384 U.S. GALLONS. 28 OF 44 GALLONS IN THE CENTER TANK WILL NOT
GRAVITY-FEED TO NACELLE. THE TRANSFER PUMP MUST BE USED.
NOTE:
A FUEL CAPACITANCE GAUGING SYSTEM UTILIZES A SINGLE FUEL QUANTITY GAUGE FOR EACH
WING FUEL SYSTEM. THIS GAUGE CAN BE SWITCHED TO DESIGNATE THE AMOUNT OF FUEL IN
THE NACELLE TANK OR THE TOTAL FUEL IN THE SYSTEM.
NOTE:
RIGHT SYSTEM IS IDENTICAL TO LEFT SYSTEM EXCEPT THE LEFT CONTAINS THE CROSSFEED
VALVE AND THERMAL RELIEF BYPASS. IT SHOULD ALSO BE NOTED THE PURGE VALVE AND FUEL
LINE ARE ON THE INBOARD SIDE OF THE NACELLE.
* VALVE HAS HOLES FOR FLOW OUT AT REDUCED RATE.
Figure 5-1. Fuel System Schematic Diagram

5 FUEL SYSTEM

BOOST PUMPS nation of the FUEL CROSSFEED annuncia-

tor. To identify the failed boost pump, mo-
Each system has a submerged boost pump in mentarily place the crossfeed in the CLOSED
the nacelle tank. This pump supplies a pres- position. The FUEL PRESS annunciator on
sure of about 30 psi to the engine-driven fuel the side of the failed boost pump will illu-
pump. The boost pumps are submerged, ro- minate. Place the crossfeed switch in the
tary, vane-type impeller pumps, and are elec- OPEN position. The FUEL PRESS annunci-
trically-driven. A 10-amp circuit breaker for ator will then extinguish.
each boost pump is located on the fuel panel.
Two red FUEL PRESS annunciators are as- In the event of a boost pump failure during
sociated with the boost pumps. When illu- any phase of flight, the system will begin to
minated, there is low fuel pressure on the crossfeed automatically. If the boost pump
side indicated. Check the boost pumps prior fails , the cross-feed switch may be closed
to flight. and the flight continued, relying on the en-
gine-driven high pressure pump. In some in-
With crossfeed in AUTO, a boost pump fail- stances the pilot may elect to continue the
ure will be denoted by the momentary illu- flight with the remaining pump and the
mination of the FUEL PRESS annunciator crossfeed system in operation.
and fault warning flasher, then the illumi-
TO ENGINE FUEL
OUTLET NOZZLES
QUANTITY
INDICATOR
6 8
4 10
2 12 L
0 14
QUANTITY
LBS. 100
5 FUEL SYSTEM
NOTE:
TOTAL USABLE FUEL—384 U.S. GALLONS.
Figure 5-2. Fuel Tank System

CAUTION
Fuel is transferred automatically when the
TRANSFER PUMP switches are placed in
AUTO, unless the nacelle tanks are full. As
Operation with the FUEL PRESS
the engines burn fuel from the nacelle tanks
annunciator on is limited to 10
(61 gallon capacity each tank), fuel from the
h o u r s , a f t e r wh i c h t h e e n g i n e -
wing tanks is transfer red into the nacelle
driven high pressure pump must be
tanks each time the nacelle tank levels drop
overhauled or replaced. When op-
approximately 10 gallons. The nacelle tanks
erating with Aviation Gasoline base
will f ill until the fuel reaches the upper trans-
fuels, operation on the engine-
fer limit and a float switch turns the TRANS-
driven high pressure pump alone is
FER PUMP off.
permitted up to 8,000 feet for a pe-
riod not to exceed 10 hours. A pressure switch, located in the fuel trans-
Operation above 8,000 feet requires fer line, will automatically turn off the trans-
boost or operation of crossfeed. fer pump if a preset pressure is not obtained
within approximately 30 seconds after the
The following Fuel Management Limitations, pump is turned on, or if the transfer pump pres-
listed in the Limitations section of the POH, sure drops below a preset pressure due to empty
pertain to fuel system boost pumps. wing tanks or pump failure. For example, when
132 gallons of fuel (each side) are used from
B o t h b o o s t p u m p s m u s t b e o p e r a bl e p r i o r the wing tanks (132 gallons usable each side),
t o t a ke o ff . the pressure sensing switch reacts to a pres-
sure drop in the fuel transfer line as the wing
Operation is limited to 8,000 feet when op- tanks are exhausted of fuel. After 30 seconds,
e r a t i n g o n av i a t i o n g a s o l i n e w i t h b o o s t the transfer pump shuts off and the respective
pumps inoperative. yellow NO FUEL XFR annunciator on the an-
nunciator panel illuminates.
Operation with the FUEL PRESS annunci-
ator on is limited to 10 hours between main The NO FUEL XFR annunciators will illu-
e n g in e -d riven fu el p u m p overh au l o r re - minate for the reasons mentioned: no pres-
placement. sure after 30 second time delay due to empty
wing tanks or transfer pump failure. The NO
FUEL XFR annunciator also functions as an
FUEL TRANSFER PUMPS operation indicator for the transfer pump
during preflight. A TRANSFER TEST switch
Fuel level in the nacelle tank is automati- (placarded ENGINE L and ENGINE R) is
cally maintained at near full capacity dur- provided to verify the operation of each pump
i n g n o r m a l o p e r a t i o n by a f u e l t r a n s f e r when its nacelle tank is full. Holding the
system, whenever the fuel level in the na- Transfer Test switch in the test position (ei-
celle tank drops by approximately 10 gal- ther L or R) will activate the transfer pump
l o n s . S u b m e r g e d, e l e c t r i c a l ly - d r iv e n , and pressure sensor. In the test mode, the 30-
impeller pumps located in the wing center second delay is by-passed, resulting in im-
section tanks provide the motive force for mediate indications. The NO FUEL XFR
fuel transfer from wing tanks to nacelle annunciator will momentarily illuminate and
tanks. The transfer pumps are controlled by the MASTER CAUTION flasher will also
float-operated switches on the nacelle tank begin flashing. The NO FUEL XFR annun-
5 FUEL SYSTEM
fuel quantity transmitters. ciator will extinguish when fuel pressure to

the sensor reaches a minimum pressure of
2.5 psi. If the transfer pump is operating, use
of the transfer test will not be possible.

The fuel transfer system may be monitored If the transfer pump fails to operate during
by periodically checking the nacelle tank flight, gravity feed will perform the trans-
quantity against the total tank quantity. fer. When the nacelle tank level drops to ap-
proximately 150 pounds, or approximately
If the NO FUEL XFR does not illuminate 22 gallons, the gravity port in the nacelle
and the transfer test indicates a working tank opens and gravity flow from the wing
pump, the flow switches may be suspect. tank starts. All wing fuel, except 28 gallons
Using the transfer test will begin the f ill- from the center section tank, will transfer
up cycle, however, fuel quantity in the na- during gravity feed.
c e l l e w i l l d r o p b e l ow t h e l owe r l e v e l
without activating the transfer pump. FUEL CAPACITY
Proceed by moving the transfer pump switch
(Figure 5-3) to the OVERRIDE position. The fuel quantity system is a capacitance
In this mode, the transfer pump will r un gaging system with one quantity indicator
continuously until the transfer pump switch per wing (Figure 5-4). A toggle switch se-
is retur ned to the OFF position. When the lector allows the pilot to check total system
nacelle tank becomes full, excess fuel will or just the nacelle tank quantity. The system
be retur ned to the center section wing tank has a total capacity of 387 gallons, and a max-
through the vent line. imum usable fuel quantity of 384 gallons.
The fuel quantity gages and the engine fuel
Illumination of the NO FUEL XFR annun- flow indicators read in pounds times 100. At
ciator may indicate a normal or abnormal 6.7 pounds per gallon, 2572.8 pounds of us-
situation. During normal operation, when able fuel are available in the system, 1286.4
the fuel in the wing tanks is exhausted, the pounds per side.
NO FUEL XFR annunciator indicates that
the wing tanks are empty. On the C90GTi, there is no structural limi-
tation for which a Maximum Zero Fuel
5 FUEL SYSTEM
Figure 5-3. Fuel Transfer Pump Switch Figure 5-4. Fuel Control Panel

We i g h t m u s t b e s e t . T h e C 9 0 G T x h a s a In each wing fuel system, the wing panel

Maximum Zero Fuel Weight limitation of tanks, the leading edge tank, the center sec-
9,832 lbs. (4,460 kg). tion tank, and the nacelle tank are all
crossvented with one another.
FUEL TANK VENTS The line from the vent valve in the outboard
The fuel system is vented through a recessed wing panel fuel tank is routed forward along
ram scoop vent, coupled to a heated exter- the leading edge of the wing, inboard to the
nal vent, located on the underside of the nacelle, and aft through a check valve to the
wing, adjacent to the nacelle (Figure 5-5). heated ram vent. Another line tees off from
One vent is recessed to prevent icing. The the heated vent line and extends to a recessed
external vent is heated to prevent icing. Each or ram scoop vent. The heated vent is de-
vent serves as a backup for the other should scribed in the Anti-Ice Section of this man-
one or the other become plugged. ual. A suction relief valve is installed in the
line from the float-operated vent valve to
the siphon break line.
NEGATIVE PRESSURE
FILLER CAP RELIEF VALVE AIR
LOCATION
OPEN TO
ATMOSPHERIC
PRESSURE
FUEL
EXPANSION
SPACE VENT L
LINE
FILLER CAP
SIPHON FILLER CAP
BREAK LINE
NOTE:
TOTAL USABLE FUEL—384 U.S. GALLONS.
RAM SCOOP VENT HEATED VENT
Figure 5-5. Fuel Vent System

5 FUEL SYSTEM

FUEL SYSTEM The fuel pressure required to operate the en-

gine is provided by an engine-driven fuel
OPERATION pump mounted in conjunction with the fuel
control unit on the accessory case. Fuel is
Fuel flow from each wing tank system and pumped to the high pressure fuel pump by an
nacelle tank is automatic without pilot ac- electrically-driven boost pump submerged in
tion (Figure 5-6). The wing tanks g ravity the nacelle tank.
feed into the center section tank through a
line extending from the aft inboard wing T h e s u p p ly l i n e f r o m t h e n a c e l l e t a n k i s
tank to be outboard side of the center sec- routed from the outboard side of the nacelle
tion tank. A flapper-type check valve in the tank, forward to the engine-driven fuel pump
end of the g ravity feed line prevents any through a motored f irewall shutoff valve in-
backflow of fuel into the wing tanks. stalled in the fuel line immediately behind
the engine f irewall.
LEGEND FUEL MANIFOLD

TO ENGINE
DUMP-VALVE
SUPPLY ENGINE FUEL FUEL OUTLET
CONTROL UNIT NOZZLES
TRANSFER FUEL HEATER
ENGINE-DRIVEN FUEL FLOW
BOOST (LOW) PRESSURE TRANSMITTER
FUEL PUMP
HIGH PRESSURE
FUEL PRESSURE
SWITCH FUEL FILTER
FUEL PRESSURE (FIREWALL)
QUANTITY ANNUNCIATOR AND DRAIN
INDICATOR L
FUEL CONTROL
FIREWALL SHUTOFF VALVE
UNIT PURGE
4
6 8
10 SUBMERGED BOOST
2 12 PUMP AND DRAIN
0 14
THERMAL-RELIEF BYPASS CROSSFEED

QUANTITY
LBS. 100
VALVE
TO RIGHT
ENGINE
DRAIN
VALVE
SIPHON
BREAK LINE *
FILLER CAP RAM SCOOP VENT
WHEEL FUEL TRANSFER
HEATED VENT WELL PUMP RESTRICTOR
TRANSFER WARNING TRANSFER PUMP

LIGHT SWITCH AND DRAIN
NOTE:
RIGHT SYSTEM IS IDENTICAL TO LEFT SYSTEM EXCEPT THAT THE LATTER
CONTAINS THE CROSSFEED VALVE. IT SHOULD ALSO BE NOTED THAT THE
5 FUEL SYSTEM
PURGE VALVE AND FUEL LINE ARE ON THE INBOARD SIDE OF THE
NACELLE AND THAT THERE IS A THERMAL RELIEF VALVE AND LINE FROM THE
CROSSFEED LINE IN THE RIGHT FUEL SYSTEM.
* VALVE HAS HOLES FOR FLOW OUT AT REDUCED RATE. 28 GALLONS WILL NOT
GRAVITY-FEED TO NACELLE.
Figure 5-6. Fuel Flow Diagram

The f irewall shutoff valve for each engine trol unit that monitors the flow of fuel to the
f u e l s y s t e m i s a c t u a t e d by i t s r e s p e c t ive engine fuel nozzles. A heater boot is also
FIREWALL SHUTOFF VALVE switch on installed on the governor control line of each
t h e p i l o t ’s f u e l c o n t r o l p a n e l . W h e n t h e engine. Each air line heater is protected by
FIREWALL SHUTOFF VALVE switch is a 7.5 ampere, push-pull circuit breaker
closed, its respective f irewall shutoff valve mounted in the circuit breaker panel beside
closes to shut off the flow of fuel to the en- the copilot. The heaters are controlled by
gine. From the f irewall shutoff valve, fuel switches installed on the pedestal and acti-
is routed to the fuel strainer f ilter and drain vated by the condition levers.
on the lower center of the engine f irewall,
the fuel pressure switch, the fuel flow indi- The engine-driven fuel pump is mounted
cator transmitter, the fuel heater, and then on the accessor y case of the engine in con-
to the engine-driven fuel pump and engine junction with the fuel control unit. This
fuel control unit. The 20 micron f ilter in- p u m p i s p r o t e c t e d a ga i n s t f u e l c o n t a m i -
corporates a bypass valve to permit fuel flow nation by an inter nal, 200 mesh strainer.
in case of plugging and a drain valve used The primar y fuel boost pump is an elec-
to drain the f ilter prior to each flight. A pres- trically-driven pump located in the bottom
sure switch mounted directly above the f il- of each nacelle tank. The electrically-
ter senses boost pump fuel pressure at the driven boost pump is capable of supplying
f ilter. At a pressure, about 10 psi, the switch fuel to the engine-driven fuel pump at the
closes and actuates the red FUEL PRESS minimum pressure requirements of the en-
light in the annunciator panel. gine manufacturer.
CAUTION CAUTION
Operation with the FUEL PRESS Should the boost pumps fail, suc-
light ON is limited to 10 hours t i o n f e e d o p e r a t i o n m ay b e e m -
between overhaul or replacement p l oy e d ; h ow e v e r, s u c t i o n f e e d
of the engine-driven fuel pump. operation is restricted to 10 hours
Such operation is restricted to 10 t o t a l t i m e b e t we e n f u e l p u m p
h o u r s a t a l t i t u d e s n o t t o ex c e e d overhaul periods. If the engine-
8000 feet when aviation gasoline driven pump is operated on suc-
is being used. Windmilling time tion feed beyond the 10-hour
is not equivalent to operation of limit, overhaul or replacement of
the engine at high power with re- the pump is necessar y.
spect to the effects of cavitation
on fuel pump components; conse-
quently, windmilling time is not The electrically-driven boo st p ump also
to be included in the 10-hour limit p r ov i d e s t h e p r e s s u r e r e q u i r e d f o r t h e
on engine operation without a crossfeed of fuel from one side of the air-
boost pump. craft to the other.
The electrical power with which the boost

The red FUEL PRESS light will go out at pumps are operated is controlled by lever-
about 10 psi of increasing fuel pressure. l o c k t og g l e sw i t c h e s o n t h e f u e l c o n t r o l
Fr o m t h e f u e l s t r a i n e r a n d f i l t e r, f u e l i s p a n e l . O n e s o u r c e o f p owe r t o t h e b o o s t
5 FUEL SYSTEM
r o u t e d t h r o u g h t h e f u e l f l ow t r a n s m i t t e r pumps is supplied from the triple-fed bus

mounted on the f irewall, inboard of the pres- that supplies the circuit breakers. This cir-
sure switch. Fuel from the transmitter is cuit is protected by two 10-ampere circuit
routed through the fuel heater, which uti- breakers located on the fuel panel. Power
lizes heat from the engine oil to warm the from this circuit is available only when the
fuel. The fuel is then routed to the fuel con- master switch is on.

T h e o t h e r s o u r c e o f p owe r t o t h e b o o s t
pumps is directly from the battery through
the batter y emergency b us. During shut-
down, both boost pump switches and cross-
feed must be turned off to prevent discharge
of the battery.
FIREWALL SHUTOFF VALVES

The f irewall shutoff valves (Figure 5-7),
l o c a t e d b e t we e n t h e e n g i n e - d r iv e n f u e l
pump and the nacelle tank, are controlled by
guarded switches in the cockpit (Figure 5-
8). There is one switch on each side of the
fuel system circuit breaker panel on the fuel
panel. These switches have two positions.
The OPEN position allows uninter r upted
fuel flow to the engine. The CLOSE posi-
tion cuts off all fuel to the engine. When
the red guard closes, it forces the switch Figure 5-8. Firewall Shutoff Valve
Switches
into the open position and protects it in the
open position.
CROSSFEED OPERATION
Each f irewall shutoff valve receives elec-
tric power through its own 5-amp breaker Crossfeeding fuel is authorized only in the
on the fuel panel which brings electric power even t o f eng in e f ailu re o r electric b o o st
from the triple-fed bus as well as the gen- pump f ailure.
erator bus. This source of power is available
o n ly wh e n t h e b a t t e r y a n d / o r g e n e r a t o r Each nacelle tank is connected to the engine
switches are on. The only pilot action nec- i n t h e o p p o s i t e w i n g by a c r o s s f e e d l i n e
essary to ensure main fuel system operation routed from the side of the nacelle, aft to
is to have the f irewall shutoff valves in the the center section, and across to the side of
OPEN position. the opposite nacelle. The crossfeed line is
controlled by a valve (Figure 5-9). With the
crossfeed valve OPEN, one system can sup-
ply fuel to the other engine. The system uses
the electric boost pump in the nacelle tank.
This pump supplies the pressure to transfer
fuel as well as fuel boost to one or both en-
g i n e s . Wi t h o n e e n g i n e i n o p e r a t ive , t h e
VALVE crossfeed system allows fuel from the in-
o p e r a t iv e s i d e t o b e s u p p l i e d t o t h e
operating engine.
5 FUEL SYSTEM
Figure 5-7. Firewall Shutoff Valve

LEGEND
HIGH PRESSURE
CROSSFEED
L L
Figure 5-9. Crossfeed Schematic
T h e c r o s s f e e d s y s t e m i s c o n t r o l l e d by a maining boost pump and the crossfeed sys-

three-position switch placarded: CROSS- tem in operation.
F E E D O P E N, AU TO, a n d C L O S E D. T h e
valve can be manually opened or closed, but When the crossfeed switch on the fuel con-
under normal flight conditions it is left in trol panel is actuated, power is drawn from
the AUTO position. In the AUTO position, a 5-ampere circuit breaker on the fuel con-
the fuel pressure switches are connected into tro l p anel to the so leno id that o pen s the
the crossfeed control circuit. crossfeed valve. The crossfeed is also
p owe r e d t h r o u g h t h e h o t b a t t e r y b u s
In the event of a boost pump failure, causing throug h a 5 -amp fu se.
a drop in fuel pressure, these switches open the
crossfeed valve allowing the remaining boost When the crossfeed valve is receiving
pump to supply fuel to both engines. power, the yellow FUEL CROSSFEED light
on the annunciator panel will illuminate.
In the event of a boost pump failure during The crossfeed will not transfer fuel from
takeoff, the system will begin to crossfeed one wing to another; its function is to sup-
automatically allowing the pilot to complete ply fuel from one side to the opposite engine
the takeoff without an increase in workload during a boost pump failure or an engine-
at a crucial time. After the takeoff is com- out condition. If the boost pumps on both
5 FUEL SYSTEM
pleted, or if the boost pump fails after take- sides are operating and the crossfeed valve
off, the crossfeed switch may be closed and is open, fuel will be supplied to the engines
the flight continued relying on the engine- in the normal manner because the pressure
driven high pressure pump without boosted on each side of the crossfeed valve should
pressure. In some instances, the pilot may be equal.
elect to continue the flight with the re-

FUEL DRAIN PURGE SYSTEM manifold poppet valve, allowing P 3 air to

pressurize the purge tank. During engine op-
T h e f u e l p u rg e s y s t e m ( Fi g u r e 5 - 1 0 ) i s eration, engine compressor air (P 3 air) is
designed to assure that any residual fuel in routed through a f ilter and check valve and
the fuel manifolds is consumed during maintains pressurization of the small purge
engine shutdown. During engine star ting, tank. Upon engine shutdown, fuel manifold
fuel manifold pressure closes the fuel pressure subsides, thus allowing the engine
fuel manifold poppet valve to open. The pres-
sure differential between the purge tank and
(P3) BLEED AIR LINE
fuel manifold causes air to be discharged
from the purge tank, forcing residual fuel out
ENGINE of the engine fuel manifold lines, through
MANIFOLD the nozzles, and into the combustion cham-
FUEL
ber. As the fuel is burned, a momentary surge
in (Nl) gas generator rpm should be observed.
The entire operation is automatic and requires
no input from the crew.
FILTER
PRESSURE FUEL GAGING SYSTEM

TANK
The airplane is equipped with a capaci-
Figure 5-10. Fuel Drain Purge System tance-type fuel quantity indication system
Schematic ( Fi g u r e 5 - 1 1 ) . I t a u t o m a t i c a l ly c o m p e n -
LEGEND
FUEL QUANTITY QUANTITY
TRANSMITTER INDICATOR
6 8
4 10
2 12 L
0 14
QUANTITY
LBS. 100
5 FUEL SYSTEM
NOTE:
TOTAL USABLE FUEL—384 GALLONS.
A FUEL CAPACITANCE GAGING SYSTEM UTILIZES A SINGLE FUEL
QUANTITY GAGE FOR EACH WING FUEL SYSTEM. THIS GAGE CAN
BE SWITCHED TO DESIGNATE THE AMOUNT OF FUEL IN THE
NACELLE TANK OR THE TOTAL FUEL IN THE SYSTEM.
Figure 5-11. Fuel Quantity Indication System

sates for fuel temperature density varia- COMPONENTS AND

tions. The left fuel quantity indicator, on OPERATION
the fuel control panel, indicates the amount
of fuel remaining in the left-side fuel sys- Each side of the air plane has an indepen-
tem tanks when the FUEL QUANTITY se- dent gaging system consisting of a fuel quan-
l e c t s w i t c h i s i n t h e TOTA L ( u p p e r ) tity (capacitance) probe in the nacelle fuel
position, and the amount of fuel remain- cell, one in the aft-inboard fuel cell, two in
ing in the left-side nacelle fuel tank when the leading-edge fuel cell, and one in the
the FUEL QUANTITY select switch is in center-section fuel cell.
the NACELLE (lower) position. The right
fuel quantity indicator indicates the same When the fuel selector switch is left in its
information for the right-side fuel systems, TOTAL p osition, p ower is su pp lied fro m
depending upon the position of the FUEL a 5-ampere circuit breaker (on the fuel
QUANTITY switch. The gages are marked panel) through the fuel quantity indica-
in pounds.
to r to all of th e capacitance prob es in th e
The fuel quantity indicating system is a ca- fuel system. When the fuel selector switch
pacitance type that is compensated for sp- is placed in the NACELLE position, power
cif ic gravity and reads in pounds on a linear is then supplied through the fuel quantity
scale. An electronic circuit in the system in dicator to the capacitan ce pro b e in th e
processes the signals from the fuel quan- nacelle fuel cell o n ly.
tity (capacitance) probes (Figure 5-12) in
the various fuel cells for an accurate read- Fuel density and electrical dielectric con-
out by the fuel quantity indicators. A se- stantly var y with respect to temperature,
l e c t o r sw i t c h , l o c a t e d b e t we e n t h e f u e l fuel type, and fuel batch. The capacitance
quantity indicators in the fuel panel beside gaging system is designed to sense and com-
the pilot, may be set in either the TOTAL pensate for these variables. The fuel quan-
o r NAC E L L E p o s i t i o n s t o d e t e r m i n e t i t y p r o b e i s s i m p ly a va r i a bl e c a p a c i t o r
whether the gages indicate the pounds of comprised of two concentric tubes. The inner
fuel in the nacelle and wing fuel cells of the tube is prof iled by changing the diameter as
fuel system, or the pounds of fuel in only the a function of height so that the capacitance
nacelle fuel cell. between the inner and outer tube is propor-
tional to the tank volume. The tubes serve
as f ixed electrodes and the fuel of the tank
in the space between the tubes acts as the
dielectric of the fuel quantity probe.
The capacitance of the fuel quantity probe

va r i e s w i t h r e s p e c t t o t h e c h a n g e i n t h e
dielectric that results from the ratio of
fuel-to-air in the fuel cell. As the fuel
l eve l b e t we e n t h e i n n e r a n d o u t e r t u b e s
rises, air with a dielectric constant of one
FUEL PROBE is replaced by fuel with a d ielectric co n -
stant of approximately two, thus in creas -
5 FUEL SYSTEM
ing the capacitance of the fuel quantity

probe. This variation in the volume of fuel
co n tained in th e fuel cell pro duces a ca-
pacitance variatio n th at actuates the fu el
Figure 5-12. Fuel Probe quantity in dicator.

FUEL DRAINS The flush valve attached to the base of the

fuel strainer can be opened or closed with a
During each preflight, the fuel sumps on coin, a screw driver, or a fuel drain tool mak-
the tanks, pumps and f ilters or strainers ing it possible to drain fuel from the fuel
should be drained to check for fuel con- strainer for preflight check.
tamination. There are four sump drains and
one f ilter drain or strainer drain in each S i n c e j e t f u e l a n d wa t e r a r e o f s i m i l a r
wing (Figures 5-13 and 5-14). densities, water does not settle out of jet
fuel as easily as from aviation gasoline. For
The leading edge tank sump has a drain on this reason, the air plane must sit perfectly
the underside of the outboard wing just for- still, with no fuel being added, for approx-
ward of the main spar. The flush drain valve imately three hours prior to draining the
for the f irewall fuel strainer drain is acces- sumps if water is to be removed. Although
sible on the underside of the engine cowl- turbine engines are not so critical as recip-
ing. The boost pump sump drain is at the rocating engines regarding water ingestion,
bottom center of the nacelle, just forward water should still be removed periodically
of the wheel well. The wheel well sump drain to prevent for mations of fungus and con-
is inside the wheel well on the gravity feed tamination induced inaccuracies in the fuel
line. The drain for the transfer pump sump gaging system.
is just outboard of the wing root, forward of
the flap.
When draining the flush-mounted drains,

do not tur n the draining tool. Tur ning or
twisting of the draining tool will unseat the
O-ring seal and cause a leak.
FUEL DRAINS
5 FUEL SYSTEM
Figure 5-13. Fuel Drains

FUEL HANDLING Since most suspended matter can be removed

from the fuel by suff icient settling time and
PRACTICES proper f iltration, it is not a major problem.
Dissolved water has been found to be the
Takeoff is prohibited when the fuel-quan- major fuel contamination problem. Its ef-
tity indicator needles are in the yellow arc, fects are multiplied in aircraft operating pri-
with the selector in the total position, or marily in humid regions and warm climates.
when there is less than 265 pounds of fuel
in each wing system. Dissolved water cannot be f iltered from the
fuel by micronic-type f ilters, but can be re-
Both boost pumps must be operable prior to leased by lowering the fuel temperature,
takeoff. which will occur in flight. For example, a
kerosene fuel may contain 65 ppm (8 fluid
All hydrocarbon fuels contain some dis- ounces per 1000 gallons) of dissolved water
solved and some suspended water. The quan- at 80°F. When the fuel temperature is low-
tity of water contained in the fuel depends ered to 15°F, only about 25 ppm will remain
on temperature and the type of fuel. in solution. The difference of 40 ppm will
Kerosene, with its higher aromatic content, have been released as supercooled water
tends to absorb and suspend more water than droplets which need only a piece of solid
aviation gasoline. In addition to water, it contaminant or an impact shock to convert
will suspend rust, lint and other foreign ma- them to ice crystals.
terials longer. Given suff icient time, these
suspended contaminants will settle to the Tests indicate that these water droplets will
bottom of the tank. not settle during flight and are pumped freely
through the system. If they become ice crys-
The settling time for kerosene is f ive times tals in the tank, they will not settle since the
that of aviation gasoline; therefore, jet fuels specif ic gravity of ice is approximately equal
require good fuel-handling practices to as- to that of kerosene. The 40 ppm of suspended
sure that the air plane is serviced with clean water seems like a very small quantity, but
fuel. If recommended g round procedures when added to suspended water in the fuel
are carefully followed, solid contaminants at the time of delivery, it is suff icient to ice
will settle and free water can be reduced to a f ilter. While the critical fuel temperature
30 parts per million (ppm), a value that is range is from 0 to -20°F, which produces se-
cur rently accepted by the major airlines. vere system icing, water droplets can freeze
at any temperature below 32°F.
NUMBER DRAINS LOCATION

1 Leading Edge Tank Sump On underside of outboard wing, just forward of main spar
1 Firewall Fuel Filter (Strainer) Drain Flush drain valve is accessible on underside of engine cowling
1 Boost Pump Sump Bottom center of nacelle, forward of wheel well
1 Transfer Pump Sump Drain Just outboard of wing root, forward of flap
5 FUEL SYSTEM
1 Wheel Well Sump Inside wheel well on gravity feed line
Figure 5-14. Fuel Drain Locations

Even if the fuel does not contain water or perature required is 38 degrees Celsius. If
you have drained the water out, there is still the plot should indicate that oil temperature
the possibility of fuel icing at very low tem- versus Outside Air Temperature is such that
peratures. The oil-to-fuel heat exchanger is ice formation could occur during takeoff or
used to heat the fuel prior to entering the in flight, anti-icing additive must be mixed
fuel control unit. Since no temperature mea- with the fuel.
surement is available for fuel prior to the
heat exchanger, the temperature must be The King Air maintains a constant oil tem-
assumed to be the same as the outside air perature, however, this temperature varies
temperature. from one aircraft to another. For most air-
craft the oil temperature will be between 50
The graph in the Limitations section of the and 60 degrees Celsius. Compare the mini-
Pilot’s Operating Handbook is used as a guide mum oil temperature obtained from this
in preflight planning, based on known or fore- graph with the oil temperature achieved by
cast conditions, to determine operating tem- each particular air plane involved. If the an-
peratures where icing at the fuel control unit ticipated actual oil temperature is not equal
could occur. Enter the graph with the known to, or above this minimum temperature, anti-
or forecast Outside Air Temperature and plot icing additive conforming to MIL-I-27686
vertically to the given pressure altitude. In or MIL-I-85470 must be added to the fuel.
t h i s ex a m p l e ( Fi g u r e 5 - 1 5 ) , O u t s i d e A i r
Temperature equals minus thir ty deg rees Water in jet fuel also creates an environment
Celsius and pressure altitude equals 5000 favorable to the growth of a microbiologi-
feet. Next, plot horizontally to determine the cal “sludge” in the settlement areas of the
minimum oil temperature required to prevent fuel cells. This sludge, plus other contami-
icing. In this example, the minimum oil tem- nants in the fuel, can cause corrosion of metal
70
MINIMUM OIL TEMPERATURE ~ ˚C
60 PR
ES
SU
R EA
LTI
50 TU
SL DE
~F
10, EE
000 T
40
20,
000
30,
30 00 0
20
10
0
5 FUEL SYSTEM
-60 -50 -40 -30 -20 -10 0 10

FUEL TEMPERATURE (OAT) ~ ˚C
Figure 5-15. Fuel Temperature Graph

parts in the fuel system as well as clogging 6. Use only clean fuel-servicing equipment.
of the fuel f ilters. Although this air plane
uses bladder-type fuel cells, and all metal 7. After refueling, allow a settling period
parts (except the boost pumps and transfer of at least four hours whenever possi-
pumps) are mounted above the settlement ble, then drain a small amount of fuel
areas, the possibility of f ilter clogging and from each drain.
corrosive attacks on fuel pumps exists if con-
taminated fuels are consistently used. CAUTION
Fuel biocide-fungicide “Biobor ® JF” in con- Remove spilled fuel from the ramp
centrations noted in the POH may be used in area immediately to prevent the
the fuel. Biobor ® JF may be used as the only contaminated surface from caus-
fuel additive or it may be used with the anti- ing tire damage.
icing additive conforming to MIL-I-27686
or MIL-I-85470 specif ication. Used together, When fueling the aircraft, the nacelle fuel
the additives have no detrimental effect on the tanks should be f illed f irst before any fuel
fuel system components. is put in the wing tank system to insure that
the wing tanks are completely full.
The primar y means of fuel contamination
control by the owner/operator is “good house-
keeping.” This applies not only to fuel sup- FUEL GRADES AND ADDITIVES
ply, but to keeping the aircraft system clean. Aviation Kerosene Grades Jet A, Jet A-1,
The following is a list of steps that may be Jet B, JP-4, JP-5, and JP-8 may be mixed in
taken to recognize and prevent contamina- a ny r a t i o . Av i a t i o n G a s o l i n e G r a d e s 8 0
tion problems. (80/87), 100LL, 100 (100/130), and 115/145
1. Know your supplier. It is impractical to are emergency fuels and may be mixed with
assume that fuel free from contaminants the recommended fuels in any ratio; how-
will always be available, but it is feasi- ever, use of the lowest octane rating avail-
ble to exercise caution and be watchful able is suggested. Operation on aviation
for signs of fuel contamination. gasoline shall be limited to 150 hours per
engine during each Time Between Overhaul
2. Assure, as much as possible, that the (TBO) period.
fuel obtained has been properly stored,
that it is f iltered as it is pumped to the If the aircraft is fueled with aviation gaso-
truck, and again as it is pumped from line, some operational limitations, which
the truck to the aircraft. are listed in the POH, must be obser ved.
Maximum operation with aviation gasoline
3. Perform f ilter inspections to determine is limited to 150 hours between engine over-
if sludge is present. hauls.
4. Maintain good housekeeping by peri- Use of aviation gas is limited to 150 hours
odically flushing the fuel tanks and sys- due to lead deposits which form on the tur-
tems. The frequency of flushing will bine wheels during aviation gas consump-
be determined by the climate and the tion, and which cause power deg radation.
presence of sludge. Since the aviation gas will probably be mixed
5 FUEL SYSTEM
with jet fuel already in the tanks, it is im-

5. Aviation gas is an emergency fuel. The portant to record the number of gallons of
150 hours maximum operation on avi- aviation gas taken aboard for each engine.
ation gasoline per a “Time Between Determine the average fuel consumption for
Overhaul” should be observed. each hour of operation. If, for example, an

engine has an average fuel consumption of FILLING THE TANKS

40 gallons per hour, each time 40 gallons of
aviation gasoline are added, one hour of the When f illing the aircraft fuel tanks, always
150 hour limitation is being used. In other observe the following:
words, using the 40 gph consumption rate as 1. M a k e s u r e t h e a i r c r a f t i s s t a t i c a l ly
an example, the engine is allowed 6000 gal- grounded to the servicing unit and to
lons of aviation gasoline between overhauls. the ramp.
If the tanks have been serviced with avia- 2. Ser vice the nacelle tank on each side
tion gas, flights are limited to 8,000 feet f irst. The nacelle tank f iller caps are
pressure altitude or below with the boost located at the top of each nacelle. The
pumps inoperative. Because it is less dense, wing tank f iller caps are located in
aviation gas delivery is much more critical the top of the wing, outboard of the
than jet fuel delivery. Aviation gas feeds well nacelles.
under pressure feed but does not feed well
on suction feed, par ticularly at high alti-
tudes. For this reason, an alternate means of NOTE
pressure feed must be available for aviation Ser vicing the nacelle tanks f irst
gas at high altitude. This alternate means is prevents fuel transfer through the
crossfeed from the opposite side. Thus, a g r av i t y f e e d i n t e r c o n n e c t l i n e s
crossfeed capability is required for climbs from the wing tanks into the na-
above 8,000 feet pressure altitude. These celle tanks during fueling. If wing
limitations are found in the Limitations sec- tanks are f illed f irst, fuel will
tion of your Pilot’s Operating Handbook. transfer from them into the nacelle
tank leaving the wing tanks only
The POH lists three approved fuel additives. partially f illed. Be sure the nacelle
A ny a n t i - i c i n g a d d i t iv e c o n f o r m i n g t o tanks are completely full after ser-
Specif ication MIL-I-27686 or MIL-I-85470 vicing the fuel system to assure
is approved as is the fuel biocide-fungicide proper automatic fuel transfer dur-
Biobor ® JF. Each additive may be used as ing flight operation.
the only fuel additive or they may be used
together. It has been determined that, used
together, the additives have no detrimental 3. A l l ow a t h r e e - h o u r s e t t l i n g p e r i o d
effect on the fuel system components. whenever possible, then drain a small
amount of fuel from each drain point.
Additive concentrations and blending pro- Check fuel at each drain point for con-
cedures are found in the King Air 90 tamination.
Maintenance Manual.
The FUEL BRANDS AND TYPE DESIG- DRAINING THE FUEL SYSTEM
NATIONS chart in the Handling, Service & Open each fuel drain daily to drain off any
Maintenance section of the POH gives the water or other contamination collected in
fuel ref iner’s brand names, along with the the low places. Along with the drain on the
cor responding designations established by f irewall mounted fuel f ilter, there are four
the American Petroleum Institute (APT) and other drains: the nacelle tank fuel-pump
the American Society of Testing Material drain, center-section tank transfer-pump
5 FUEL SYSTEM
(ASTM). The brand names are listed for drain, wheelwell drain, and the inboard end
ready reference and are not specif ically rec- of the outboard-wing tank drain.
ommended by Beech Aircraft Cor poration.
A ny p r o d u c t c o n f o r m i n g t o t h e r e c o m - The fuel pump and tank drains are accessi-
mended specif ication may be used. ble from the underside of the air plane.

NOTE
The f irewall shutoff valve has to
b e e l e c t r i c a l ly o p e n e d t o d r a i n
large quantities of fuel from the
f irewall fuel-f ilter drain.
Fuel may be drained from the tanks by grav-

ity flow through the center-section trans-
fer-pump drains into suitable containers.
Fuel may also by pumped out of the tanks
utilizing an external pump and suction hoses
inser ted into the f iller openings. For the
fastest means of draining the system see the
procedures in the Beechcraft King Air 90
Series Maintenance Manual.
5 FUEL SYSTEM


5 FUEL SYSTEM

QUESTIONS
1. Fuel is heated prior to entering the fuel 5. The fuel panel check tests electrical
control unit by: continuity to which items?
A. B l e e d a i r f r o m t h e e n g i n e ’s A. Firewall valves only
compressor B. Firewall valves, boost pumps, and
B. Engine oil, through an oil-to-fuel the crossfeed valve
heater C. Boost pumps and crossfeed valve
C. The friction heating caused by the D. Boost pumps only
boost pump
D. An air-to-fuel heat exchanger prior
to the fuel control unit 6. When is crossfeed use authorized?
A. When a fuel imbalance occurs due
to improper fueling
2. How much fuel is lost with a failure of
B. For climbs above 8,000 feet when
a transfer pump?
aviation gas is used
A. 28 gallons C. W h e n t h e t r a n s f e r p u m p i s
B. 61 gallons inoperative
C. None D. With one engine inoperative or with
D. 150 gallons a boost pump failure
3. Which of the following is not electri- 7. W h i c h o f t h e f o l l ow i n g l i m i t a t i o n s

cally powered? applies to operation with aviation gas?
A. Engine-driven high pressure pump A. A maximum altitude of 8,000 feet
B. Boost pump with both boost pumps inoperative
C. Transfer pump and 150 hours between overhauls
D. Crossfeed Valve B. A maximum altitude of 8,000 feet
with both boost pumps operative and
150 hours between overhauls
4. Which of the following is a function of C. A maximum altitude of 20,000 feet
the electric boost pump? with one transfer pump inoperative
A. It feeds the engine-driven high pres- and 150 hours between overhauls
sure pump D. A maximum of 50 hours between
B. It is used with aviation gas in climbs overhauls only
above 8,000 feet
C. It is used during crossfeed opera- 8. Operation of the engine with the FUEL
tion PRESS light illuminated is limited to
D. All of the above which of the following?
A. Ten hours of engine operation be-
fore the engine-driven fuel pump
needs to be overhauled or replaced
5 FUEL SYSTEM
B. Ten hours of operation above 20,000

feet
C. Unlimited operation below 20,000
feet
D. Respective engine shutdown

6 AUXILIARY POWER
SYSTEM
CHAPTER 6
AUXILIARY POWER SYSTEM
The information normally contained in this chapter

is not applicable to this particular aircraft.
CHAPTER 7
POWERPLANT
CONTENTS
Page
7 POWERPLANT
INTRODUCTION................................................................................................................... 7-1
GENERAL .............................................................................................................................. 7-1
ENGINES................................................................................................................................ 7-2
General ............................................................................................................................ 7-2
Turboprop Engine Ratings............................................................................................... 7-3
Engine Terms................................................................................................................... 7-3
Free-Turbine Reverse-flow Principle............................................................................... 7-4
Engine Airflow ................................................................................................................ 7-6
Engine Stations................................................................................................................ 7-8
Engine Modular Concept................................................................................................. 7-8
Compressor Bleed Valve ................................................................................................. 7-9
Igniters........................................................................................................................... 7-10
Accessory Section ......................................................................................................... 7-10
Lubrication System ....................................................................................................... 7-12
Engine Fuel System....................................................................................................... 7-16
Fuel Control Unit .......................................................................................................... 7-17
Fuel Pressure Indicators ................................................................................................ 7-19
Fuel Flow Indicators...................................................................................................... 7-19
Anti-icing Fuel Additive ............................................................................................... 7-20
Engine Power Control ................................................................................................... 7-20
ITT and Torquemeters................................................................................................... 7-21

ITT Gage ....................................................................................................................... 7-21

Torquemeter................................................................................................................... 7-21
Gas Generator Tachometer (N1) ................................................................................... 7-21
Control Pedestal ............................................................................................................ 7-22
Engine Limitations ........................................................................................................ 7-23
7 POWERPLANT
Starter Operating Time Limits ...................................................................................... 7-25

Data Collection Form .................................................................................................... 7-26
PROPELLERS ...................................................................................................................... 7-26
General .......................................................................................................................... 7-26
Propeller System ........................................................................................................... 7-26
Hartzell Four-Blade Propellers...................................................................................... 7-28
Blade Angle................................................................................................................... 7-28
Primary Governor.......................................................................................................... 7-29
Low Pitch Stop .............................................................................................................. 7-33
Ground Fine and Reverse Control................................................................................. 7-35
Overspeed Governor...................................................................................................... 7-37
Fuel Topping Governor ................................................................................................. 7-39
Power Levers ................................................................................................................. 7-39
Autofeather System ....................................................................................................... 7-40
Propeller Synchrophaser System................................................................................... 7-42
Propeller Synchroscope................................................................................................. 7-44
QUESTIONS ........................................................................................................................ 7-45
7-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
7-1 Powerplant Installation ............................................................................................ 7-2
7-2 Engine Installation ................................................................................................... 7-3
7-3 Free Turbine ............................................................................................................. 7-4
7 POWERPLANT
7-4 Engine Cutaway ....................................................................................................... 7-5
7-5 Engine Stations ........................................................................................................ 7-5
7-6 Engine Orientation................................................................................................... 7-5
7-7 Engine Gas Flow...................................................................................................... 7-6
7-8 Power and Compressor Sections.............................................................................. 7-7
7-9 Typical Engine Modular Construction..................................................................... 7-8
7-10 Compressor Bleed Valve.......................................................................................... 7-9
7-11 Engine Start and Ignition Switches ....................................................................... 7-10
7-12 Typical PT6A Engine ............................................................................................ 7-11
7-13 Engine Lubrications Diagram ............................................................................... 7-13
7-14 Engine Oil Dipstick ............................................................................................... 7-14
7-15 Magnetic Chip Detector ........................................................................................ 7-15
7-16 Simplified Fuel System Diagram.......................................................................... 7-16
7-17 Simplified Fuel Control System............................................................................ 7-18
7-18 Fuel Pressure Annunciators................................................................................... 7-19
7-19 Fuel Flow Indicator ............................................................................................... 7-19
7-20 Control Levers ....................................................................................................... 7-20
7-21 Engine Indicating System...................................................................................... 7-21
7-22 Control Pedestal..................................................................................................... 7-22
7-23 Engine Limits Chart .............................................................................................. 7-24

7-24 In-Flight Engine Data Log .................................................................................... 7-26

7-25 Propellers ............................................................................................................... 7-27
7-26 Propeller Tiedown Boot Installed.......................................................................... 7-27
7-27 Blade Angle Diagram............................................................................................ 7-28
7-28 Primary Governor Diagram................................................................................... 7-29
7 POWERPLANT
7-29 Propeller Onspeed Diagram .................................................................................. 7-31

7-30 Propeller Overspeed Diagram ............................................................................... 7-31
7-31 Propeller Underspeed Diagram ............................................................................. 7-32
7-32 Low Pitch Stop Diagram ....................................................................................... 7-33
7-33 Beta Range and Reverse Diagram......................................................................... 7-36
7-34 Overspeed Governor Diagram............................................................................... 7-38
7-35 Power Levers.......................................................................................................... 7-39
7-36 Propeller Control Levers ....................................................................................... 7-40
7-37 Autofeather System Diagram—Left Engine Failed and Feathering ..................... 7-41
7-38 Autofeather System Diagram—Armed ................................................................. 7-41
7-39 Autofeather Test Diagram ..................................................................................... 7-42
7-40 Propeller Synchrophaser........................................................................................ 7-43
7-41 Propeller Synchroscope ......................................................................................... 7-44
7-iv FOR TRAINING PURPOSES ONLY

CHAPTER 7
POWERPLANT
7 POWERPLANT
INTRODUCTION
In-depth knowledge of the power plants is essential to good power management by
the pilot. Knowing and operating within safe parameters of the power plant and pro-
peller system extends engine life and ensures safety. This chapter describes the basic
sections of the engine and its operational limits and preflight checks.
In-depth knowledge of the propeller system is also essential to proper operation of
the engine power system. Operating within safe parameters of the power plant and
propeller systems extends engine life and ensures safety. This chapter also describes
the propeller system and its operational limits and preflight checks.
GENERAL
The Engines section of this chapter presents tional practices and limitations. The pur-
a description and discussion of the Pratt and pose of this section is to give the par tici-
Whitney PT6A turboprop engines. The en- p a n t s a s u ff i c i e n t u n d e r s t a n d i n g o f t h e
gines used on these air planes will be de- engine so that they will be familiar with nor-
s c r i b e d i n s u ff i c i e n t d e t a i l f o r f l i g h t mal and emergency procedures.
crewmembers to understand normal opera-

The Propellers section of this chapter pre- The engines are equipped with conventional
sents a description and discussion of the four-blade, full-feathering, reversing, vari-
propeller system. Location and use of pro- able-pitch propellers mounted on the out-
peller controls, principle of operation, re- put shaft of the engine reduction gearbox.
versing, and feathering are included. The propeller pitch and speed are controlled
by engine oil pressure through single-ac-
tion, engine-driven propeller gover nors.
The propellers will feather automatically
ENGINES w h e n t h e e n g i n e s a r e s h u t d ow n o n t h e
ground, and will unfeather when the engines
7 POWERPLANT
GENERAL are started.

The powerplants chosen by Beech designers When reference is made to the right or left
f o r t h e K i n g A i r s a r e P r a t t a n d W h i t n ey side of the air plane or engine, it is always
Series PT6A free-turbine turboprop engines looking from the rear to the front.
(Figures 7-1 and 7-2). The King Air C90GTi
and C90GTx use PT6A-135A engines. The
PT6A-135A engine is Flat Rated to 550 shaft
horsepower.
Figure 7-1. Powerplant Installation

TURBOPROP ENGINE RATINGS ENGINE TERMS

In turboprop engines, power is measured in To properly understand the operation of the
Equivalent Shaft Horse Power (ESHP) and PT6A series engines, there are several basic
Shaft Horse Power (SHP). SHP is determined terms you should know:
by propeller rpm and torque applied to turn
• N 1 or N G -Gas generator r pm is per-
the propeller shaft. The hot exhaust gases also cent of turbine speed
develop some kinetic energy as they leave the
engine, similar to a turbojet engine. This jet • N 2 or Np-Propeller r pm
thrust amounts to about 10% of the total en-
7 POWERPLANT
• NF-Power turbine r pm (not indicated
gine power. ESHP is the term applied to total on engine instruments)
power delivered, including the jet thr ust.
Turboprop engine specif ications usually show • P 3 -Air pressure at station three (the
both ESHP and SHP, along with limiting am- source of bleed air)
bient temperatures. • ITT or T 5 -Interstage Turbine Tempera -
ture in degrees of temperature at sta-
tion 5
Review and remember these terms. They will

be used often to describe PT6A engines.
PROPELLER GOVERNER EXHAUST COMPRESSOR SECTION ENGINE AIR INLET OIL FILLER AND DIPSTICK
COMBUSTION CHAMBER
INTAKE
AIR
ENGINE OIL COOLER

INLET LIP HEAT (HEATED BY EXHAUST) INERTIAL SEPARATOR VANES COMPRESSOR BLEED VALVE
Figure 7-2. Engine Installation

FREE-TURBINE REVERSE- s i n g l e p owe r t u r b i n e , w h i c h d r i v e s t h e

FLOW PRINCIPLE p owe r s e c t i o n a n d p r o p e l l e r. T h e p owe r
turbine section has no physical connection
The Pratt and Whitney PT6 family of en- to the compressor turbine at all. These tur-
g i n e s c o n s i s t s b a s i c a l ly o f f r e e - t u r b i n e , bines are mounted on separate shafts and
reverse-flow engines driving a propeller are driven in opposite directions by the gas
t h r o u g h p l a n e t a r y g e a r i n g ( Fi g u r e s 7 - 3 , flow across them. The ter m “reverse flow”
7-4, 7-5, and 7-6). The ter m “free-turbine” refers to airflow through the engine. Inlet
refers to the design of the turbine sections air enters the compressor at the aft end of
of the engine. There are two turbine sec- t h e e n g i n e , m ov e s f o r wa r d t h r o u g h t h e
7 POWERPLANT
tions: one, called the compressor turbine, combustion section and the turbines, and
which drives the engine compressor and is exhausted at the front of the engine.
accessories; and the other, consisting of a
Figure 7-3. Free Turbine

7 POWERPLANT
Figure 7-4. Engine Cutaway
Figure 7-5. Engine Stations
Figure 7-6. Engine Orientation

ENGINE AIRFLOW The combustion chamber liner has varying

size perforations which allow entry of com-
Inlet air enters the engine through an annu- pressor delivery air. Approximately 25% of
lar plenum chamber, for med by the com- the air mixes with fuel to support combus-
pressor inlet case, where it is directed forward tion. The remaining 75% centers the flame
to the compressor (Figures 7-7, and 7-8). The in the combustion chamber and provides in-
compressor consists of three axial stages ternal cooling for the engine. As it enters
combined with a single centrifugal stage. the combustion area and mixes with fuel,
the flow of air changes direction 180°. The
A row of stator vanes, located between each fuel/air mixture is ignited, and the resultant
7 POWERPLANT
stage of compression, diffuses the air, raises expanding gases are directed to the turbines.
its static pressure, and directs it to the next The location of the liner eliminates the need
stage of compression. The compressed air for a long shaft between the compressor and
passes through diffuser tubes, which tur n the compressor turbine, thus reducing the
the air through 90° in direction and convert overall length and weight of the engine.
velocity to static pressure. The diffused air
then passes through straightening vanes to
the annulus sur rounding the comb ustion
chamber liner.
Figure 7-7. Engine Gas Flow

7 POWERPLANT
Figure 7-8. Power and Compressor Sections
During nor mal operation, fuel is injected The single-stage power turbine, consisting of
into the combustion chamber liner through an inlet guide vane and turbine, drives the pro-
14 simplex nozzles, which are supplied by peller shaft through a reduction gearbox.
a dual manifold consisting of primary and
secondary transfer tubes and adapters. The compressor and power turbines are lo-
During starting, the fuel/air mixture is ig- cated in the approximate center of the en-
nited by two spark igniters which protrude gine, with their respective shafts extending
into the liner. After star ting, the igniters in opposite directions. This feature simpli-
are turned off, since combustion is self-sus- f ies the installation and inspection proce-
taining. The resultant gases expand from d u r e s . T h e e x h a u s t g a s f r o m t h e p owe r
the liner, reverse direction in the exit duct turbine is directed through an annular ex-
zone, and pass through the compressor tur- haust plenum to atmosphere through twin
bine inlet guide vanes to the single-stage o p p o s e d e x h a u s t p o r t s p r ov i d e d i n t h e
compressor turbine. The guide vanes en- exhaust duct.
sure that the expanding gases impinge on
the turbine blades at the cor rect angle, with
m i n i m u m l o s s o f e n e rg y. T h e ex p a n d i n g
gases are then directed forward to drive the
power turbine section.

ENGINE STATIONS ENGINE MODULAR CONCEPT

To identify points in the engine, it is com- With the modular free-turbine design, the
mon practice to establish engine station num- engine is basically divided into two mod-
bers at various points (Figure 7-5). To refer ules: a gas generator section and a power sec-
to pressure or temperature at a specif ic point tion (Figure 7-9). The gas generator section
in the engine airflow path, the appropriate includes the compressor and the combustion
station number is used, such as P 3 for the section. Its job is to draw air into the engine,
Station 3 pressure or T 5 for the gas temper- add energy to it in the form of burning fuel,
ature at Station 5. For instance, temperature and produce the gases necessary to drive the
7 POWERPLANT
of the airflow is measured between the com- compressor and power turbines.
p r e s s o r t u r b i n e a n d t h e p owe r t u r b i n e a t
Engine Station Number 5. This is called Inter-
stage Turbine Temperature (ITT) or T 5 . Bleed
air is taken off the engine after the centrifu-
gal compressor stage and prior to entering
the combustion chamber. This air, commonly
referred to as P 3 air, is used for cabin heat,
pressurization, and the pneumatic system.
Figure 7-9. Typical Engine Modular Construction

The power section’s job is to convert the gas The compressor bleed valve is a pneumatic
flow from the gas generator section into me- piston which references the pressure dif-
chanical action to drive the propeller. This ferential between the axial and centrifugal
is done through an integral planetary gear- stages. Looking forward, the valve is located
box, which converts the high speed and low at the 6 o’clock position. The function of
torque of the power turbine to the low speed this valve is to prevent compressor stalls
and high torque required at the propeller. and surges in the low N 1 r pm range (75 to
The reduction ratio from power turbine shaft 80% N 1 ).
rpm to propeller rpm is approximately 15:1.
At low N 1 r pm, the valve is in the open po-
7 POWERPLANT
sition. At takeoff and cruise N 1 r pm, above
COMPRESSOR BLEED VALVE approximately 80%, the bleed valve will be
At low N 1 r pm, the axial compressors pro- closed. If the compressor bleed valve sticks
duce more compressed air than the cen- closed, a compressor stall will result. If the
trifugal compressor can effectively handle valve sticks open, the ITT would be notica-
(accept). A compressor bleed valve com- bly higher as the power lever is advanced
pensates for this excess airflow at low r pm above 80% N 1 .
by opening, to relieve this pressure. As com-
pressor speed increases, the valve closes
proportionally until, at 80% N 1 , the valve
is fully closed (Figure 7-10). This pressure
relief helps prevent compressor stall of the
centrifugal stage.
ROLLING ROLLING
DIAPHRAGM DIAPHRAGM
PISTON PISTON
LEGEND
CONTROL PRESSURE
DISCHARGE AIR
AMBIENT PRESSURE
INLET AIR P3
COMPRESSOR BLEED AIR PRESSURE P2.5
Figure 7-10. Compressor Bleed Valve

IGNITERS niters. The STARTER ONLY position is a

m o m e n t a r y h o l d - d ow n p o s i t i o n o f t h e
The engine star t switches are located on spring-loaded-to-center OFF position. It
the pilot’s left subpanel (Figure 7-11). This provides for motoring only to clear the en-
subpanel contains the IGNITION AND gine of unbur ned fuel. With the switch in
ENGINE START switches and ENG AUTO this position, there is no ignition.
IGNITION switches.
The combustion chamber has two spark-type
igniters to provide positive ignition during
engine start. While the engine is equipped
7 POWERPLANT
with two igniters, it will start with only one.

The system is designed so that if one igniter
is open or shorted, the remaining igniter will
continue to function. Once the engine is
started, the igniters are de-energized, since
the combustion is self-sustaining.
POWER TURBINE The ignition system features an automatic
STATOR HOUSING
backup function for emergencies. This
backup system is called “autoignition.” The
ENG AUTO IGNITION switches should be
moved to the ARM position just prior to
COMBUSTION takeoff. If engine torque f alls below ap-
CHAMBER proximately 400 ft-lb, the igniter will au-
SPARK IGNITER
tomatically energize, attempting to restart
the engine. The IGNITION ON annunciator
will be illuminated.
COOLING AIR
PASSAGE
The spark ignition provides the engine with
GAS GENERATOR
an ignition system capable of quick light-ups
CASE over a wide temperature range. The system
consists of an airframe-mounted ignition ex-
citer, two individual high-tension cable as-
s e m bl i e s , a n d t wo s p a r k i g n i t e r s . I t i s
energized from the aircraft nominal 28-VDC
supply and will operate in the 9- to 30-volt
range. The igniter control box produces up to
3,500 volts. The ignition exciter is energized
only during the engine starting sequence and
emergencies to initiate combustion in the
combustion chamber.
ACCESSORY SECTION
Figure 7-11. Engine Start and Ignition
Switches Most of the engine-driven accessories, ex-
cept the propeller governors and propeller
tach generator, are mounted on the acces-
T h e I G N I T I O N A N D E N G I N E S TA RT sory gearbox located at the rear of the en-
switches have three positions: ON, OFF, and g i n e ( Fi g u r e 7 - 1 2 ) . T h e a c c e s s o r i e s a r e
STARTER ONLY. The ON position is lever- driven from the compressor shaft through a
locked and activates both the starter and ig- coupling shaft.

STARTER-GENERATOR
7 POWERPLANT
OPTIONAL
ACCESSORY FUEL PUMP/FCU
DRIVES
TACHOMETER-
GENERATOR
(NG)
OIL SCAVENGE
PUMPS AND
FUEL BOOST PUMP
AFT
PROPELLER
GOVERNOR
TACHOMETER- PROPELLER
GENERATOR OVERSPEED
(NF) GOVERNOR
FRONT
Figure 7-12. Typical PT6A Engine

The lubricating and scavenge oil pumps are The dipstick will indicate 1 to 2 1/2 quarts
mounted inside the accessory gearbox, with below full when the oil level is normal. Do
the exception of the two scavenge pumps not overf ill. When adding oil between oil
which are externally mounted. changes, do not mix types or brands of oil
due to the possibility of chemical incom-
The star ter-generator, high-pressure fuel patibility and loss of lubricating qualities.
pump, N 1 tachometer generator, and other
optional accessories are mounted on pads A placard inside the engine cover shows the
on the rear of the accessory drive case. There brand and type of oil used in that particular
are seven such mounting pads, each with its engine. Although the preflight checklist
7 POWERPLANT
own different gear ratio. calls for checking the oil level, which is re-
quired, the best time to check oil quantity is
shortly after shutdown, since oil levels are
LUBRICATION SYSTEM most accurately indicated at that time.
The PT6A engine lubrication system has
a dual function (Figure 7-13). Its primary Oil level checks during preflight may re-
function is to cool and lubricate the engine quire motoring the engine for a brief time
bearings and bushings. Its second function is for an accurate level reading. Each engine
to provide oil to the propeller governor and tends to seek its own oil level. The pilot
propeller reversing control system. should monitor the oil level to ensure proper
operation.
The main oil tank houses a gear-type
engine-driven pressure pump, oil pressure As pressure oil leaves the tank, it passes
regulator, and oil f ilter. The engine oil tank through the pressure and temperature-sens-
is an integ ral par t of the compressor ing bulbs mounted on or near the rear ac-
inlet case and is located in front of the cessory case. The oil then proceeds to the
accessory gearbox. various bearing compartments and nose case
through an external oil transfer line below
The oil tank is provided with a f iller neck the engine. Scavenge oil retur ns from the
and integral quantity dipstick housing. The nose case and the bearing compartments to
cap and dipstick are secured to the f iller neck, the gear-type oil scavenge pumps in the ac-
which passes through the gearbox housing cessory case through external oil transfer
and accessory diaphragm and into the tank. lines, and through the exter nal oil cooler
The markings on the dipstick indicate the below the engine.
number of U.S. quarts of oil less than full
(Figure 7-14). The oil cooler is thermostatically controlled
to maintain the desired oil temperature.
The engine oil system has a total capacity Another exter nally mounted unit, the oil-
of 3.5 U.S. gallons, including the 2.3-gallon fuel heat exchanger, uses hot engine oil to
oil tank. Maximum oil consumption is one heat fuel before it enters the engine fuel sys-
quart every 10 hours of operation. Normal tem. When gas generator speeds are above
oil consumption may be as little as 1 quart 72% N 1 , and oil temperatures are between
per 50 hours of operation. 60 and 70°C, normal oil pressure is between
85 and 105 psi.

LEGEND
ENG-DIVEN PUMP PRESS (HI TEMP)
SCAVENGE OIL
STORAGE OIL
INLET AIR
BYPASS OIL
VENT PRESSURE
DRAIN OIL

Figure 7-13. Engine Lubrications Diagram
7-13
7 POWERPLANT
7 POWERPLANT
Figure 7-14. Engine Oil Dipstick

Magnetic Chip Detector A “CHIP DETECT” annunciator indicates

the presence of fer rous particles in the pro-
A magnetic chip detector is installed in the peller gearbox. Illumination of the L or R
bottom of each engine nose gearbox (Figure CHIP DETECT annunciator, requires the
7-15). This detector will activate a yellow pilot to monitor the engine instruments. If
light on the annunciator panel, L CHIP DE- abnormal indications are observed, the en-
TECT or R CHIP DETECT, to alert the pilot gine should be secured at the pilots discre-
of oil contamination. tion. If left unsecured, serious damage to
the internal engine components may occur.
The engine parameters should be monitored
7 POWERPLANT
for abnor mal indications. If such indica-
tions are obser ved, appropriate check list
action should be taken.
A
MAGNETIC POLES
PRESSURE LINE
SCAVENGE LINES LOCKWARE
SECURING LUG
PREFORMED
PACKING INSULATION
ELECTRICAL
MAGNETIC DETAIL A CONNECTOR
CHIP DETECTOR
Figure 7-15. Magnetic Chip Detector

ENGINE FUEL SYSTEM cavitation at the high-pressure pump. The

fuel is also used for cooling and lubricating
The fuel control system for PT6A engines the pump. The oil-to-fuel heat exchanger
is essentially a fuel governor that increases uses warm engine oil to maintain a desired
or decreases fuel flow to the engine to main- fuel temperature at the fuel pump inlet to
tain selected engine operating speeds. At prevent icing at the pump f ilter. This is done
f irst glance, the system may appear quite with automatic temperature sensors and re-
complicated. The engine fuel control sys- quires no action by the pilot.
tem consists of the main components shown
7 POWERPLANT
in the block diag ram (Figure 7-16). They Fuel enters the engine fuel system through
are the electric low-pressure boost pump, the oil-to-fuel heat exchanger, and then flows
oil-to-fuel heat exchanger, high-pressure into the high-pressure engine-driven fuel
f u e l p u m p , f u e l c o n t r o l u n i t , f u e l c u t o ff pump and on into the fuel control unit (FCU).
valve, flow divider, and dual fuel manifold
with 14 simplex nozzles. The high-pressure fuel pump is an engine-
driven gear-type pump with an inlet and
The PT6A-135A engine uses an electric low- outlet f ilter. Flow rates and pressures will
pressure boost pump to supply a 30-psi head var y with gas generator (N 1 ) r pm. Its pri-
pressure to the high-pressure engine-driven mar y pur pose is to provide suff icient pres-
fuel pump. This head pressure prevents fuel
POWER
&
CONDITION N1
LEVERS GOVERNOR
FUEL
FUEL FLOW TOPPING
TRANSMITTER GOVERNOR
MINIMUM FUEL FLOW

FLOW CUTOFF DIVIDER
OIL–TO– ENGINE VALVE VALVE
ELECTRIC FUEL DRIVEN
FUEL FUEL
BOOST HEAT CONTROL
PUMP EXCHANGER PUMP
(800 PSI) UNIT
P3 AIR
P3 AIR
TO PURGE LINE FUEL DRAIN

FUEL PURGE
TANK
LEGEND
VENT PRESSURE
MINIMUM FUEL FLOW
INDUCTION AIR
P3 COMPRESSION DISCHARGE AIR
Figure 7-16. Simplified Fuel System Diagram

sure at the fuel nozzles for a proper spray purge tank pressure. As the fuel is burned,
patter n during all modes of engine opera- a momentary increase in N 1 r pm may be ob-
tion. The high-pressure pump supplies fuel ser ved. The entire operation is automatic
at approximately 800 psi to the fuel side of and requires no input from the crew.
the FCU.
Two va l ve s i n c l u d e d i n t h e F C U e n s u r e FUEL CONTROL UNIT

consistent and cool engine starts. When The fuel control unit (Figure 7-17), which
t h e i g n i t i o n o r s t a r t s y s t e m i s e n e rg i z e d, i s r e f e r r e d t o a s t h e F C U, h a s m u l t i p l e
7 POWERPLANT
t h e p u rg e va l ve i s e l e c t r i c a l ly o p e n e d t o functions, but its primary purpose is to
c l e a r t h e F C U o f va p o r s a n d b u b ble s . T h e meter proper fuel amounts to the fuel noz-
ex c e s s f u e l f l ow s b a c k t o t h e n a c e l l e f u e l zles in all modes of engine operation.
t a n k s . T h e s p i l l va l ve , r e f e r e n c e d t o a t -
mospheric pressure, adjusts the fuel flow FCU operation will be simplif ied and de-
for cooler high-altitude starts. s c r i b e d b r i e f l y h e r e . Fo r d e t a i l e d d e -
scription and operation, refer to the Pratt
Between the FCU fuel valve and the engine & W h i t n ey M a i n t e n a n c e M a n u a l wh i c h
combustion chamber, the minimum pres- applies to this engine.
surizing valve in the FCU remains closed
during star ting until fuel pressure builds T h e c o n d i t i o n l eve r s e l e c t s i d l e s p e e d s
suff iciently to maintain a proper spray pat- b e t we e n L OW I D L E ( 5 8 % t o 6 2 % N 1 ) t o
ter n in the combustion chamber. About 80 H I G H I D L E ( 7 0 % N 1 ) , wh i l e t h e p owe r
psi is required to open the minimum pres- l eve r s e l e c t s s p e e d s b e t we e n i d l e a n d
s u r i z i n g va l ve . I f t h e h i g h p r e s s u r e f u e l maximum, 101.5% N1. These control
pump should f ail, the valve would close, levers influence the N 1 gover nor and con-
t r o l N 1 s p e e d . T h e g ove r n o r u s e s p n e u -
and the engine would flame out.
matic air (P3) pressure to control engine
speed. The gover nor controls the air pres-
The fuel cutoff valve is located downstream s u r e i n t h e f u e l c o n t r o l u n i t by va r y i n g
from the minimum pressurizing valve in the the P3 leak rate.
FCU. This valve is controlled by the condi-
tion lever, either open or closed. There is The P 3 air chamber and fuel chamber are
no intermediate position of this valve. For separated by a diaphragm, which has a nee-
starting, fuel flows initially through the flow dle valve mounted on it which is called the
divider to the 10 primary fuel nozzles in the m e t e r i n g va l ve . A s t h e d i a p h r a g m i s i n -
combustion chamber. As the engine accel- fluenced by var ying air/fuel pressures, the
erates through approximately 40% N 1 , fuel metering valve is repositioned to achieve
pressure is suff icient to open the flow di- the desired fuel flow. The N 1 governor con-
vider to the 4 secondary fuel nozzles. At this trols fuel flow by allowing some P 3 pres-
time all 14 nozzles are delivering atomized sure to be leaked off at var ying rates,
fuel to the combustion chamber. This pro- depending on the desired fuel flow.
gressive sequence of primary and secondary
fuel nozzle operation provides cooler starts. In an underspeed condition, the N 1 gov-
During engine starting, there is a noticable er nor acts to increase P 3 air pressure. This
increase in ITT when the secondary fuel noz- repositions the metering valve, allowing
zles are activated. more fuel to enter the combustion cham-
ber, increasing N 1 .
During engine shutdown, any fuel left in the
manifold is forced out through the fuel noz-
zles and into the combustion chamber by

7 POWERPLANT
TO FUEL TOPPING
7-18
GOVERNOR PURGE VALVE
TO GRAVITY
FEED LINE
FUEL
N1 GOVERNOR PURGE P3
MINIMUM FUEL
PRESSURIZING CUTOFF
VALVE VALVE
MINIMUM
FLOW DIVIDER
FLOW
AND DUMP VALVE
STOP
ENGINE-DRIVEN
FUEL PUMP
FUEL SUPPLY
P3 INLET
LEGEND
VENT

P3 AIR
PUMP PRESSURE
FUEL INSIDE TANK
EMPTY
Figure 7-17. Simplified Fuel Control System

In an overspeed condition, the N 1 governor FUEL FLOW INDICATORS

allows the P 3 pressure to be reduced in the
FCU, which repositions the metering valve Fuel flow information is sensed by a trans-
reducing the fuel flow into the combustion mitter in the engine fuel supply line, be-
chamber, decreasing N 1 . tween the boost pump and the engine-driven
high-pressure pump, and indicated on the
Should the P 3 air pressure be lost, due to a fuel flow section of the Engine Indicating
malfunction, the metering valve will be po- System (EIS) is in (Figure 7-19). The indi-
sitioned to the minimum flow stop. Minimum cation of fuel flow is in pounds-per-hour.
flow power would be approximately 48%
7 POWERPLANT
N 1 . T h e p owe r l eve r a n d c o n d i t i o n l eve r
would then have no effect on engine speed.
FUEL PRESSURE INDICATORS

In the event of an electric boost pump fail-
ure, the respective FUEL PRESS annunci-
ator (Figure 7-18) will illuminate and the
master warning light will flash. The FUEL
PRESS light illuminates when outlet pres-
s u r e a t t h e b o o s t p u m p d e c r e a s e s b e l ow
about 10 psi. If the crossfeed switch is in the
AUTO position, the automatic crossfeed
feature will open the valve extinguishing
the annunciator.
In the event of an engine-driven fuel pump

(high-pressure) failure, the engine will
flame out.
CAUTION Figure 7-19. Fuel Flow Indicator
Engine operation with the FUEL

PRESS light on is limited to ten
h o u r s b e t we e n ov e r h a u l o r r e -
p l a c e m e n t o f t h e e n g i n e - d r ive n
high-pressure fuel pump.
Figure 7-18. Fuel Pressure Annunciators

ANTI-ICING FUEL ADDITIVE

Engine oil is used to heat the fuel prior to
entering the FCU. Since no temperature mea-
s u r e m e n t i s ava i l a bl e f o r t h e f u e l a t t h i s
point, it must be assumed to be the same as
the Outside Air Temperature. The Minimum
Oil Temperature chart is supplied for use as
a guide in preflight planning, based on
known or forecast operating conditions, to
7 POWERPLANT
indicate operating temperatures where icing

at the FCU could occur. If the plot should in-
dicate that oil temperature versus OAT is POWER LEVERS
such that ice formation could occur during
takeoff or in flight, anti-icing additive per
MIL-I-27686 or MIL-I-85470 should be
mixed with the fuel at refueling to ensure
safe operation. Refer to the King Air
Maintenance Manual for procedures to fol-
low when blending anti-icing additive with
the air plane fuel.
Anti-icing additive conforming to Specif i -

cation MIL-1-27686 is the only approved
fuel additive. PROPELLER LEVERS
ENGINE POWER CONTROL

The propeller lever adjusts the propeller
g ove r n o r t o t h e d e s i r e d p r o p e l l e r s p e e d
(Figure 7-20). The propeller will maintain
the set speed by var ying the blade angle.
Torque is controlled by the power lever act-
ing on the N 1 gover nor. When the power
lever is advanced, the N 1 governor causes
the FCU to increase fuel flow, resulting in CONDITION LEVERS
an increase in engine speed.
Figure 7-20. Control Levers

ITT AND TORQUEMETERS TORQUEMETER

Power management is relatively simple, with The torquemeter, (Figure 7-21), which is in-
two primary operating limitations. The en- dicated in ft-lb, constantly measures rota-
gines are temperature and torque limited. tional force applied to the propeller shaft .
During operation requiring maximum en- The maximum permissible sustained torque
gine perfor mance, engine torque and ITT is 1,520 ft-lb, the red radial on the instru-
operating parameters are affected by ambi- ment. A transient torque limit of 1,626 ft-lb
ent temperature and altitude: at cold tem- is time-limited to twenty seconds. Cr uise
perature or low altitude, torque limits power; torques vary with altitude and temperature.
7 POWERPLANT
at hot temperature or high altitude, ITT lim-
its power. Whichever limit is reached f irst, Torque is measured by a hydromechanical
determines the power available. These in- t o rq u e m e t e r i n t h e f i r s t s t a g e o f t h e r e -
dications can be seen on the Engine duction gearcase. Rotational force on the
Indicating System (EIS) (Figure 7-21). f irst-stage ring gear allows oil pressure to
change in the torquemeter chamber. The
difference between the torquemeter cham-
ITT GAGE ber pressure and reduction gear inter nal
The ITT gage (Figure 7-21), monitors the in- p r e s s u r e a c c u r a t e ly i n d i c a t e s t h e t o rq u e
terstage turbine temperature at station 5. ITT being produced at the propeller shaft. The
is a prime limiting indicator of the amount of torque transmitter measures this torque and
power available from the engine under vary- sends a signal to the instr ument on the in-
ing ambient temperature and altitude condi- str ument panel.
tions. The normal operating range, is 400 to
805°C. These limits also apply to maximum GAS GENERATOR
continuous power. The maximum star ting
temperature of 1,090°C is indicated by the TACHOMETER (N1)
secondary red line on the instrument. This The N 1 gas generator tachometer (Figure 7-
starting limit of 1,090°C is limited to two 21), measures the rotational speed of the
seconds. The engines will be damaged if lim- compressor shaft, in percent of r pm, based
iting temperatures indicated on the ITT gage on 37,500 r pm at 100%.
are exceeded.
Figure 7-21. Engine Indicating System

The N 1 in dicator is self-generating. The Power Levers

tachometer generator sensing unit, located
in the engine accessor y section, is geared T h e p owe r l eve r s ( Fi g u r e 7 - 2 0 ) c o n t r o l
down to supply N 1 speed infor matio n to e n g i n e p owe r, f r o m i d l e t o m a x i m u m
the instr ument panel to indicate th e p er- power, by operation of the N 1 gover nor in
cent of N 1 revolutions. the fuel co ntro l un it. In creasin g N 1 r pm
r e s u l t s i n i n c r e a s e d e n g i n e p owe r. T h e
Maximum continuous gas generator speed p owe r l eve r s h ave t h r e e c o n t r o l r a n g e s :
is limited to 38,100 r pm, which is 101.5% flight, B eta, and reverse. Th e bo tto m of
on the N 1 indicator. A transient speed up the flight range is at IDLE. When the
7 POWERPLANT
to 102.6%, 38,500 r pm, is time-limited to levers are lifted over the IDLE detent and
2 seconds, to provide a buffer for surges p u l l e d b a c k , t h ey c o n t r o l e n g i n e p owe r
during engine acceleration. t h r o u g h t h e G RO U N D F I N E a n d R E -
V ER SE ran ges.
CONTROL PEDESTAL
Condition Levers
T h e c o n t r o l p e d e s t a l e x t e n d s b e t we e n
pilot and copilot (Figure 7-22). The three The condition levers have multiple posi-
sets of control levers are left to right: the t i o n s : F U E L C U TO F F a n d L O I D L E
p owe r l ev e r s , p r o p e l l e r l ev e r s , a n d t h e through HI IDLE (Figure 7-22). At the
condition levers. FUEL CUTOFF position, fuel flow to its re-
spective engine is cut off.
At LO IDLE, engine gas generator speed (N 1 )

is a minimum of 58%; at HI IDLE it is 70%.
The levers can be set anywhere between LOW
IDLE and HIGH IDLE.
Propeller Levers
The propeller levers are conventional in set-
ting the propeller rpm for takeoff, climb and
cruise (Figure 7-22). The normal governing
range is 1,600 to 1,900 rpm. This airplane is
equipped with both manual and automatic
propeller feathering systems. To feather a
propeller manually, pull the propeller lever
back past the friction detent into the red and
white striped section of the quadrant. To un-
feather, push the lever forward of the detent
into the governing range. The propellers go
to feathered position when the engines shut
down because of the loss of oil pressure in the
propeller dome.
Figure 7-22. Control Pedestal

Control Lever Operation During engine start, temperature is the

most critical limit. The ITT star ting limit
The engines are controlled from the cock- of 1 , 09 0°C, represented o n the ITT gag e
pit by using the propeller, power, and con- by a r e d l i n e , i s l i m i t e d t o t wo s e c o n d s .
dition levers. Both the power and condition Du ring any star t, if th e in d icator need le
levers are connected to the N 1 gover ning ap p roaches th e limit, th e star t sho uld b e
section of the FCU. Either lever will reset ab o r ted before th e n eedle passes the sec-
the FCU to maintain a new N 1 rpm. For start- ondar y red line. For this reason, it is help-
ing, the power levers are at the IDLE posi- ful during starts to keep the condition
tion, and the condition levers are moved to l eve r o u t o f t h e L O I D L E d e t e n t s o t h a t
7 POWERPLANT
the LO IDLE position to open the fuel cut- t h e l eve r c a n b e q u i c k ly p u l l e d b a c k t o
off valves and set the governor at LO IDLE. FUEL C UTOFF.
The condition levers are continuously vari-
able from LO IDLE to HI IDLE. This vari- Monitor oil pressure and oil temperature.
able operating speed with power levers at During the star t, oil pressure should come
IDLE enhances engine cooling by main- up to th e minimum o f 40 p si q uick ly, b u t
taining a steady airflow through the engines. should not exceed the maximum at 105
With the condition levers at LO IDLE, the psi. During nor mal operation the oil tem-
power levers will select N 1 r pm from LOW perature an d pressure ind icatio ns sh o uld
IDLE to 101.5%, the maximum for takeoff. be in the green normal operating range.
However, if the condition levers are at HI The g reen ran ge is from 85 to 10 5 p si.
IDLE, the power levers can select N 1 r pm
only from 70 to 101.5%. Oil pressure between 40 an d 85 psi is u n -
desirable; it sho uld b e to lerated on ly fo r
Moving the power or condition levers most completion of the flig ht, and then on ly at
directly affects N 1 r pm. As the power or a redu ced power setting .
condition levers are advanced, ITT, torque,
Oil p ressure b elow 40 p si is un safe; it re-
and fuel flow increases. These indicators quires that either the engine be shut down
are by-products of the N 1 speed maintained or th at a land in g b e mad e as so on as po s -
by the FCU. With the power levers in a f ixed sible, usin g minimum power req uired to
p o s i t i o n , N 1 r e m a i n s c o n s t a n t eve n i n a sustain fligh t.
climb or descent. However, ITT, torque, and
fuel flow will vary with altitude, ambient air Fo r i n c r e a s e d s e r v i c e l i f e o f e n g i n e o i l ,
temperature, and propeller setting. a n o i l t e m p e r a t u r e b e t we e n 7 4 a n d 8 0 ° C
is recommended. A minimum oil temper-
ENGINE LIMITATIONS ature of 55°C is recommended for oil-to-
f u e l h e a t e r o p e r a t i o n a t t a k e o ff p owe r.
Airplane and engine limits are described in Oil temperature limits are –40 and +99°C.
the “Limitations” section of the POH (Figure During extremely cold star ts, oil pressure
7-23). These limitations have been approved m ay r e a c h 2 0 0 p s i . R e f e r t o t h e E n g i n e
by the Federal Aviation Administration, and Limits chart in the POH for minimum oil
must be obser ved in the operation of the temperature operation limitations.
Beechcraft King Air C90GTi and C90GTx.
The Engine Operating Limits chart gives the
m a j o r o p e r a t i n g l i m i t s . T h e Powe r P l a n t
Instr ument Markings char t lists the mini-
mum, normal, and maximum limits.

OPERATING SHP TORQUE MAXIMUM GAS PROP OIL OIL

CONDITION FOOT/POUNDS OBSERVED GENERATOR RPM PRESS TEMP
(1) ITT°C RPM N1 N2 PSI (2) °C (3)
RPM %
STARTING — — 1,090 — — — — −40
(4) (MIN)
LOW IDLE — — 685 — — 1,100 40 -40 TO 99
(5) (MIN) (9) (MIN)
HIGH IDLE — — — — 72 — — 0 TO 99
7 POWERPLANT
TAKEOFF 550 1,520 805 38,100 101.5 1,900 85 TO 105 10 TO 99

AND MAX CONT (13) (12)
CRUISE CLIMB 550 1,520 805 38,100 101.5 1,900 85 TO 105 0 TO 99
AND MAX (6) (13) (12)
CRUISE
MAX — — 805 — 88 1,825 85 TO 105 0 TO 99
REVERSE (7)
TRANSIENT — 1,626 880 38,500 102.6 2,090 — 104
(10) (4) (8) (11)

NOTES:
1. MAXIMUM PERMISSIBLE SUSTAINED TORQUE IS 1520 FT-LBS. PROPELLER SPEEDS (N2) MUST BE SET
SO AS NOT TO EXCEED POWER LIMITATION.
2. WHEN GAS GENERATOR SPEEDS ARE ABOVE 72% N1 AND OIL TEMPERATURES ARE BETWEEN 60°C
AND 70°C, NORMAL OIL PRESSURE IS BETWEEN 85 AND 105 PSI. OIL PRESSURES BETWEEN 40 AND
85 PSI ARE UNDESIRABLE; THEY SHOULD BE TOLERATED ONLY FOR THE COMPLETION OF THE FLIGHT, AND THEN
ONLY AT A REDUCED POWER SETTING. OIL PRESSURES BELOW 40 PSI ARE UNSAFE; THEY REQUIRE THAT EITHER
THE ENGINE BE SHUT DOWN, OR THAT A LANDING BE MADE AT THE NEAREST SUITABLE AIRPORT, USING THE
MINIMUM POWER REQURIED TO SUSTAIN FLIGHT.
3. FOR INCREASED SERVICE LIFE OF ENGINE OIL, AN OIL TEMPERATURE OF BETWEEN 74° TO 80°C IS
RECOMMENDED. A MINIMUM OIL TEMPERATURE OF 55°C IS RECOMMENDED FOR FUEL HEATER OPERATION AT
TAKE-OFF POWER.
4. THESE VALUES ARE TIME-LIMITED TO TWO SECONDS.
5. HIGH ITT AT GROUND IDLE MAY BE CORRECTED BY REDUCING ACCESSORY LOAD AND/OR INCREASING N1 RPM.
6. CRUISE TORQUE VALUES VARY WITH ALTITUDE AND TEMPERATURE.
7. REVERSE POWER OPERATION IS LIMITED TO ONE MINUTE.

8. HIGH GENERATOR LOADS AT LOW N1 SPEEDS MAY CAUSE THE ITT TRANSIENT TEMPERATURE LIMIT TO BE
EXCEEDED. OBSERVE GENERATOR LOAD LIMITS.
9. STABILIZED PROPELLER OPERATION ON THE GROUND BETWEEN 500 AND 1,100 RPM IS PROHIBITED. OPERATION
IN THIS RANGE CAN GENERATE HIGH PROPELLER STRESSES, WHICH CAN CAUSE PROPELLER DAMAGE AND
RESULT IN PROPELLER FAILURE AND LOSS OF CONTROL OF THE AIRCRAFT. THE PROPELLER MAY BE OPERATED
WHEN FEATHERED AT OR BELOW 500 RPM.
10. THE VALUE IS TIME-LIMITED TO 20 SECONDS.
11. THIS VALUE IS TIMED-LIMITED TO 10 MINUTES.
12. TO ACCOUNT FOR POWER SETTING ACCURACY AND STEADY STATE FLUCTUATIONS, INADVERTENT PROPELLER
EXCURSIONS UP TO 1,938 RPM ARE TIME-LIMITED TO 7 MINUTES.
13. TO ACCOUNT FOR POWER SETTING ACCURACY AND STEADY STATE FLUCTUATIONS, INADVERTENT TORQUE
EXCURSIONS UP TO 1,550 FT-LIBS ARE TIME-LIMITED TO 7 MINUTES.
Figure 7-23. Engine Limits Chart

During ground operations, ITT temperatures STARTER OPERATING TIME

are critical. With the condition levers at LO LIMITS
IDLE, high ITT can be cor rected by reduc-
ing the DC generator and other N 1 loads, The engine starters are time-limited during
then increasing the N 1 rpm by advancing the the starting cycle if for any reason multiple
condition levers to HI IDLE. The air con- starts are required in quick sequence. The
ditioner, for example, draws a heavy load starter is limited to 40 seconds ON then 60
on both engines, and may have to be tem- seconds OFF for cooling before the next se-
porarily turned off. At approximately 70% quence of 40 seconds ON, 60 seconds OFF.
N 1 r pm, the HI IDLE condition lever posi- After the third cycle of 40 seconds ON, the
7 POWERPLANT
tion will nor mally reduce the ITT. At any starter must stay OFF for 30 minutes. If these
N 1 below 70%, there is an idle ITT restric- limits are not obser ved, overheating may
tion of 685°C maximum. If an ITT above damage the starter.
685°C is observed when running N 1 below
70%, the generator load should be reduced
and the N 1 speed increased before re-intro- Trend Monitoring
ducing a load on the engines. During normal operations, gas turbine en-
gines are capable of producing rated power
At N 1 speeds of 70% or more, the 685°C re- for extended periods of time. Engine oper-
striction is removed, as airflow through the ating parameters, such as output torque, in-
engine is suff icient. terstage turbine temperature, compressor
speed, and fuel flow for individual engines
In the climb, torque will decrease and ITT are predictable under specif ic ambient con-
may increase slightly. The cruise climb and ditions. On PT6A engines, these predictable
recommended normal cruise ITT limit is not characteristics may be taken advantage of
placarded on the indicator. At altitude, the by establishing and recording individual en-
Performance Chart numbers may not be at- gine perfor mance parameters. These pa-
tainable due to altitude and temperature vari- rameters can then be compared periodically
ations. to predicted values to provide day-to-day
visual conf irmation of engine eff iciency.
Transient limits provide buffers for surges
during engine acceleration. Torque has an The Engine Condition Trend Monitoring
allowable excursion duration of twenty sec- System, recommended by Pratt and Whitney,
o n d s wh ile th e ITT h as an allowable ex - is a process of periodically recording engine
c u r s i o n d u r a t i o n o f t wo s e c o n d s . A instrument readings such as torque, inter-
momentar y peak of 1,626 ft-lb and 880°C stage turbine temperature, compressor speed,
is allowed for torque and ITT respectively and fuel flow, correcting the readings for al-
during acceleration. titude, outside air temperature, and airspeed,
if applicable, and then comparing them to a
set of typical engine characteristics. Such
comparisons produce a set of deviations in
interstage turbine temperature, compressor
speed, and fuel flow.

DATA COLLECTION FORM PROPELLERS

The trend monitoring procedure used spec-
if ies that flight data be recorded on each GENERAL
flight day, every f ive flight hours, or other
flight period. Select a flight with long es- This section describes the propellers and
tablished cruise, preferably at a represen- the associated system. Location and use of
tative altitude and airspeed. With engine propeller controls, principle of operation,
power established and stabilized for a min- reversing, and feathering are included in
imum of f ive minutes, record the following this discussion.
7 POWERPLANT
data on a form similar to the in-flight en-

gine data log shown in (Figure 7-24):
PROPELLER SYSTEM
Indicated airspeed (IAS) .............. In knots This section on the operation and testing of
the propeller system on the Beechcraft King
Outside air temperature (OAT) ......... In °C Air C90GTi and C90GTx is directed at in-
creasing the pilot’s understanding of the the-
Pressure altitude (ALT) ................... In feet o r y o f o p e r a t i o n o f a c o n s t a n t - s p e e d,
f u l l - f e a t h e r i n g , r eve r s i n g p r o p e l l e r, a n d
Propeller speed (NP) ........................ In r pm helping him better understand the propeller
system checks conducted as outlined in the
Torque (TQ) .............................. In foot pounds B e f o r e Ta ke o ff ( R u n u p ) c h e c k l i s t i n t h e
Pilot’s Operating Handbook.
Gas generator speed
(N G or N 1 ) ............................ In %N G or N 1 Each engine is equipped with a conventional
four-blade, full-feathering, constant-speed,
Interturbine temperature (ITT) ........ In °C counterweighted, reversing, variable-pitch
propeller mounted on the output shaft of the
Fuel Flow (FF) .................................... In pph reduction gearbox (Figure 7-25).
DATE OAT PRESS IAS PROP TORQUE N1 ITT FUEL DELTA* DELTA* DELTA* OIL OIL ELECT
(˚) ALT (KTS) SPEED (FT/LBS) (%) FLOW NG ITT FF TEMP PRESS LOAD
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
Figure 7-24. In-Flight Engine Data Log

7 POWERPLANT
Figure 7-25. Propellers
The propeller pitch is controlled by engine toward high pitch and into the feathered po-
o i l p r e s s u r e b o o s t e d t h r o u g h a g ove r n o r sition. Without oil pressure to counteract
pump integral within the propeller gover- the counterweights and feathering springs,
nor. Centrifugal counterweights and feath- the propeller blades would move into feather.
e r i n g s p r i n g s m ove t h e p r o p e l l e r bl a d e s An oil pump, which is part of the propeller
governor, boosts engine oil pressure to move
the propeller to low pitch and reverse. The
propeller feathers after engine shutdown.
Propeller tiedown boots (Figure 7-26) are
provided to prevent windmilling at zero oil
pressure when the air plane is parked.
Low pitch propeller position is determined
by the primary low pitch stop, which is a me-
chanically actuated hydraulic stop. Blade an-
gles are controlled by the power levers in the
Ground Fine and Reverse ranges.
Figure 7-26. Propeller Tiedown Boot

Installed

Two gover nors, a primar y gover nor and a

backup overspeed governor, control the pro- BLADE ANGLES
peller rpm. The propeller control lever adjusts
the governor’s setting (1,600 to 1,900 rpm).
The overspeed governor will limit the pro-
peller to 1,976 rpm should the primary gov-
ernor malfunction. However, if the propeller
exceeds 6% above the selected rpm of the pri-
mary governor, usually the fuel topping gov-
ernor will limit the rpm by reducing engine
7 POWERPLANT
power. In the Ground Fine and Reverse ranges,

the fuel topping governor is reset to limit the
propeller rpm to 95% of selected rpm.
HARTZELL FOUR-BLADE
PROPELLERS
The C90GTi and C90GTx are equipped with
Hartzell 90-inch-diameter, four-blade, full-
reversing, dynamically balanced propellers.
The main advantages of the four-blade pro-
pellers are that they have lower tip speeds
(and thus generate less noise), create less air-
frame vibration, and provide generous pro-
peller tip-to-g round clearance. Dynamic
vibration absorbers mounted inside the cock-
pit and cabin (a total of 26 absorbers) are used
in conjunction with the four-blade propellers
to reduce noise and vibration even more.
BLADE ANGLE
PROPELLER
Blade angle is the angle between the chord
of the propeller and the propeller’s plane of Figure 7-27. Blade Angle Diagram
rotation. Blade angle is different near the
hub than it is near the tip, due to the normal
twist which is incor porated in a blade to in-
crease its eff iciency. The propellers used on
the King Air C90GTi and C90GTx have a
blade angle that is measured at the chord,
30 inches out from the propeller’s center.
This position is refer red to as the “30-inch
station.” All blade angles given in this sec-
tion are approximate (Figure 7-33).

PRIMARY GOVERNOR LEGEND

OIL UNDER PRESSURE
T h e p r i m a r y g ov e r n o r ( Fi g u r e 7 - 2 8 ) i s RETURN OIL
needed to convert a variable-pitch propeller
into a constant-speed propeller. It does this
by changing blade angle to maintain the pro- FROM
OIL PUMP
peller speed the operator has selected. The
primary governor can maintain any selected
propeller speed from approximately 1,600
rpm to 1,900 rpm.
7 POWERPLANT
Suppose an air plane is in nor mal cr uising
flight with the propeller turning 1,900 r pm.
If the pilot trims the air plane down into a
descent without changing power, the air-
speed will increase. This decreases the TO
angle of attack of the propeller blades, caus- PROPELLER
ing less drag on the propeller, thus begin- UNDERSPEED
ning to increase its rpm. Since this propeller
h a s a va r i a bl e - p i t c h c a p a b i l i t i e s a n d i s
equipped with a gover nor set at 1,900 r pm,
the gover nor will sense this “overspeed” COUNTERWEIGHTS
condition and increases blade angle to a PILOT
VALVE
higher pitch. The higher pitch increases
the blade’s angle of attack, slowing it back
to 1,900 r pm, or “onspeed.”
Likewise, if the air plane moves from cruise
to climb airspeeds without a power change,
the propeller r pm tends to decrease, but the
governor responds to this “underspeed” con- BETA VALVE
dition by decreasing blade angle to a lower
ONSPEED
pitch, and the r pm retur ns to its original
value. Thus the governor gives “constant-
speed” characteristics to the variable-pitch
propeller.
Power changes, as well as airspeed changes,
cause the propeller to momentarily experi-
ence overspeed or underspeed conditions,
but again the gover nor reacts to maintain
the onspeed condition.
TO TANK
OVERSPEED
Figure 7-28. Primary Governor Diagram

There are times, however, when the primary terweights are trying to send the propeller
gover nor is incapable of maintaining se- into the feathered position. Propeller con-
lected r pm. For example, imagine an air- trol is a balancing act of opposing forces.
plane approaching to land with its governor A transfer gland is located on the propeller
set at 1,900 r pm. As power and airspeed are shaft. This transfer gland allows the oil to
both reduced, underspeed conditions exist enter and exit the propeller dome area. Thus,
which cause the governor to decrease blade the transfer gland is always replenishing
angle to restore the onspeed condition. If the oils supply to the propeller pitch mech-
blade angle could decrease all the way, to anism with fresh warm oil.
0°or reverse, the propeller would create so
7 POWERPLANT
much drag on the air plane that the aircraft The primary propeller governor uses a set of
control would be dramatically reduced. The rotating flyweights that are geared to the pro-
propeller, acting as a large disc, would blank peller shaft. The flyweights act as a compar-
the airflow around the tail surfaces, and a ison to a desired reference speed of how fast
rapid nosedown pitch change would result. the propeller is turning. These flyweights are
connected to a free-floating pilot valve. The
To prevent these unwanted aerobatics, some slower the flyweights are turning in relation
device must be provided to stop the gover- to the desired reference speed, the lower the
nor from selecting blade angles that are too position of the pilot valve. If the propeller
l ow f o r s a f e t y. A s t h e bl a d e a n g l e i s d e - and the flyweights turn faster, the additional
creased by the governor, eventually the low centrifugal force makes the pilot valve rise
pitch stop is reached, and now the blade angle inside the governor. The pilot valve position
b e c o m e s f i xe d a n d c a n n o t c o n t i n u e t o a determines how much oil pressure is being
lower pitch. The governor is therefore in- sent to the propeller pitch mechanism. Here
capable of restoring the onspeed condition, are a few examples.
and propeller r pm falls below the selected
governor r pm setting. If a propeller r pm of 1,900 is selected and
the propeller is actually tur ning at 1,900,
the flyweights are in their center or “on-
Primary Governor Operation speed” condition (Figure 7-29). The pilot
The propeller levers adjust the primary pro- valve is in the middle position. This main-
peller governor between 1,600 rpm and 1,900 tains a constant oil pressure to the propeller
r p m . T h e p r i m a r y p r o p e l l e r g ove r n o r, pitch mechanism, which creates a constant
mounted at the top of the engine reduction pitch and a constant r pm.
gearbox, has two functions: it can select any
constant propeller rpm within the range of If the air plane enters a descent, without
1,600 to 1,900, and it can also feather the pro- any change to the cockpit controls, there
peller. The primary propeller governor ad- will be a tendency for the airspeed to in-
justs propeller r pm by controlling the oil crease and the propeller to turn faster
supply to the propeller dome. (Figure 7-30). The flyweights will, in turn,
r o t a t e f a s t e r. T h e a d d i t i o n a l c e n t r i f u ga l
An integ ral par t of the primar y propeller force will make the pilot valve rise. Notice
governor is the governor pump. This pump that oil can now escape via the pilot valve.
is driven by the N 2 shaft and raises the en- Lower oil pressure will result in a higher
gine oil pressure from normal to approxi- pitch and a reduction of propeller r pm. The
mately 375 psi. The greater the oil pressure propeller will then return to its original
sent to the propeller dome, the lower the r pm setting. The flyweights will then slow
propeller pitch. The oil pressure is always down, and the pilot valve will retur n to the
trying to maintain a low pitch; however, the equilibrium position to maintain the se-
feathering springs and centrifugal coun- lected propeller r pm.

OIL REVERSE
PROP LEVER OVERSPEED
LEVER GOVERNOR
PRIMARY PROP 1976 RPM

GOVERNOR GOVERNOR
NORMAL
1600 TO PUMP
1900 RPM PILOT
VALVE
7 POWERPLANT
TO
BETA CASE
TO VALVE
CASE AUTOFEATHER SOLENOID (N.C.)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-29. Propeller Onspeed Diagram
PRIMARY PROP GOVERNOR

1600 TO 1900 RPM
OVERSPEED OIL REVERSE
LEVER GOVERNOR
1976 RPM
GOVERNOR
NORMAL
PUMP
PILOT
VALVE
TO
BETA CASE
VALVE
TO
CASE AUTOFEATHER SOLENOID (N.C.)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-30. Propeller Overspeed Diagram

PRIMARY PROP GOVERNOR

1600 TO 1900 RPM
OVERSPEED
OIL REVERSE
LEVER GOVERNOR
1976 RPM
GOVERNOR
NORMAL
PUMP
PILOT
VALVE
7 POWERPLANT
TO
BETA CASE
TO VALVE
CASE AUTOFEATHER
SOLENOID (N.C.)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-31. Propeller Underspeed Diagram
If the air plane enters a climb without any then speed up, and the pilot valve will return
change in the cockpit controls, the airspeed to its equilibrium or “onspeed” position,
will decrease and the propeller will tend to such as torque, interstage turbine tempera-
slow (Figure 7-31). The flyweights in the ture, compressor speed, and fuel flow, cor-
propeller governor will slow down, because recting the held constant by changing the
of a loss in centrifugal force, and the pilot propeller blade angles. The cockpit pro-
valve will lower. This will allow more oil peller lever adjusts where the equilibrium
pressure to the propeller pitch mechanism. or “onspeed” condition will occur. The pilot
High oil pressure will result in a lower pitch. can select any constant propeller r pm from
This in turn will cause an increase in pro- 1 , 6 0 0 t o 1 , 9 0 0 r p m , h oweve r, 1 , 9 0 0 r p m
peller r pm. The propeller will increase to should be used for all operations.
its original r pm setting, the flyweights will

LOW PITCH STOP On many types of air planes, the low pitch
stop is simply at the low pitch limit of travel,
It is easy for the pilot to determine when the determined by the propeller’s construction.
propeller blade angle is at the low pitch stop. But with a reversing propeller, the extreme
Assuming the propeller is not feathered or in travel in the low pitch direction is past 0°,
the process of being feathered, whenever the into reverse or negative blade angles (Figure
propeller rpm is below the selected governor 7-32). Consequently, the low pitch stop on
rpm, the propeller blade angle is at the low this propeller must be designed in such a
pitch stop. way that it can be repositioned when re-
versing is desired.
7 POWERPLANT
This assumes that momentar y periods of
under-speed are not being considered. The low pitch stop is created by mechanical
Rather, the propeller r pm is below and stay- linkage sensing the blade angle. The link-
ing below the selected governor r pm. age causes a valve to close, which stops the
flow of oil pressure coming into the propeller
For example, if the propeller control is set dome. Since this pressure causes low pitch
at 1,900 r pm but the propeller is turning at and reversing, once it is blocked, a low pitch
less than 1,900 rpm, the blade angle is at the stop has been created. The low pitch stop is
low pitch stop. commonly refer red to as the “Beta” valve.
Furthermore, the valve is spring-loaded to
cause the propeller to feather in the event of
mechanical loss of Beta valve control.
COUNTERWEIGHT
FEATHER RETURN
SPRINGS
CARBON RING, ROD END

BLOCK
LOW-PITCH
STOP COLLAR REVERSE LOW-PITCH
RETURN STOP NUT
SPRING
Figure 7-32. Low Pitch Stop Diagram

The position of the low pitch stop is con- Low Pitch Stop Operation
trolled from the cockpit by the power lever.
W h e n eve r t h e p owe r l eve r i s a t I D L E o r During non-reversing operations, the low
above, this stop is set at approximately 12°. pitch stop prevents the propeller blades from
But bringing the power lever aft of IDLE reducing the airflow over the empennage of
progressively repositions the stop to lesser the aircraft.
blade angles.
The low pitch stop uses a mechanical link-
Before reversing can take place, the pro- age to hydraulically control propeller blade
peller must be on the low pitch stop. As the angle. As the propeller blades reduce angle
7 POWERPLANT
propellers reach approximately 12°, the Beta t h r o u g h a p p r ox i m a t e ly 2 0 ° o f p i t c h , t h e

valve is repositioned, creating the low pitch flange mounted on the propeller dome con-
stop. The primary governor is sensing an un- tacts the nuts located on the rods mounted
derspeed and is directing oil pressure into on the slip ring. The propeller dome moves
the propeller dome. The Beta valve is con- the slip ring forward, which in turn activates
trolling oil flow into the primary governor, the Beta valve, which controls oil pressure
and is def ining the low pitch stop through into the propeller dome.
oil pressure.
Riding in the slip ring is linkage which con-
When blade angles less than approximately nects the Beta valve with the slip ring, and
12°, the linkage pulls the Beta valve actua- the power levers via a cable. As the slip ring
tor, readjusting the propeller blade angle as moves, the linkage pivots about the end with
the Beta valve allows more oil into the pro- the cable attached to it, with the Beta valve
peller dome. The slip ring moves with the in the middle. For reversing, the pilot repo-
prop dome and will def ine the low pitch stop sitions the linkage with the power levers,
at a lower, or negative, blade angle. If blade which resets the low pitch stop.
angles less than approximately 12° are re-
quested before the propeller blades are on When the Beta valve is controlling blade
t h e l ow p i t c h s t o p , t h e s l i p r i n g w i l l n o t angle, oil pressure supplied from the gov-
move, and the reversing cable and linkage er nor oil pump is supplying pressure
may be damaged. t h r o u g h t h e B e t a va l v e t o t h e p r o p e l l e r
dome. The Beta valve modulates the amount
The region from 12° to –10° blade angle is of pressure entering the propeller dome,
refer red to as the Beta range. controlling the blade angle. The primar y
governor must be in the underspeed condi-
The Ground Fine range extends from +12° to tion, allowing all of the pressure flowing
+3°, and the engine’s compressor speed (N 1 ) from the Beta valve into the propeller dome.
remains at the value it had when the power If the underspeed condition did not exist
lever was at IDLE (low idle to high idle) when lower blade angles are requested, the
based on condition lever position. From +3° Beta valve could not fully control the pro-
to –10° blade angle, the N 1 speed progres- peller blade angle, and the slip ring would
sively increases to a maximum value at –10° not move without help from the propeller
blade angle of approximately +85% ±3%. blades. Since the propeller blades only con-
tact the slip ring when the blades are at the
low pitch stop, the request for lower blade
angles when the propellers are not on the
low pitch stop will result in damage to the
control cable, as it cannot effect these
changes alone.

GROUND FINE AND REVERSE If this system were f ixed at the low pitch stop,
CONTROL the propeller could not be reset throughout
the Beta range. However, the low pitch stop
The geometr y of the power lever linkage can be adjusted to allow access to the Ground
through the cam box is such that power lever Fine and Reverse ranges on the ground. The
increments from idle to full forward thrust hydraulic low pitch stop can be reset to allow
have no effect on the position of the Beta the propeller to operate in the Ground Fine
valve. When the power lever is moved from and Reverse ranges while the aircraft is on the
idle into the reverse range, it positions the ground and the engines are operating.
Beta valve to direct governor oil pressure
7 POWERPLANT
to the propeller piston, decreasing blade When the power levers are lifted up and over
angle through zero into a negative range. the idle detent into the Ground Fine range, the
The travel of the propeller servo piston is Beta valve is repositioned. As the Beta arm
fed back to the Beta valve to null its posi- moves back, the Beta valve is opened, re-es-
tion and, in effect, provide inf inite negative tablishing oil flow to the propeller dome.
blade angles all the way to maximum re- This allows the propeller blade to move to a
ve r s e . T h e o p p o s i t e w i l l o c c u r wh e n t h e flatter pitch. As the propeller blades move to
power lever is moved from full reverse to a flatter pitch, the propeller dome and slip
any forward position up to idle, therefore ring continue forward, eventually moving the
providing the pilot with manual blade angle Beta valve back into position to stop pro-
control for ground handling. peller blades. In summary, the position of the
low pitch stop is controlled by the power
levers. When the power levers are set at idle
Ground Fine and Reverse or above, the stop is set at approximately 12°.
Control Operation When the power levers are moved aft of idle,
however, the low pitch stop is repositioned to
W h e n t h e bl a d e a n g l e r e a c h e s a p p r ox i - lesser blade angles.
mately 20°, the flange extending from the
dome makes contact with the Beta nuts The propeller can be feathered by moving the
(Figure 7-33). As the propeller pitch angle propeller lever full aft past the detent into the
continues to decrease, each flange on the feather range. The feathering action raises
propeller dome pushes the nut and the at- the pilot valve to the full up position. The oil
tached Beta rod forward. As the rod moves pressure is released from the propeller pitch
forward, it pulls the slip ring forward. In mechanism and the propeller feathers. In this
tur n, a Beta valve inside the gover nor is type of turbine engine, the propeller shaft and
pulled into the oil pressure cutoff position. N 1 shaft are not connected. Thus, the pro-
The linkage is set to control the oil pressure peller can be feathered with the engine run-
supply to the dome when the blade angle ning at idle power. Without an autofeather
reaches low pitch stop. system, in flight, the propeller will maintain
rpm unless it is manually feathered when the
engine is shut down.

7 POWERPLANT
Figure 7-33. Beta Range and Reverse Diagram

There are situations where the propeller pri- The operating point of the overspeed gov-
mary governor cannot maintain the selected ernor is set at 1,976 r pm. If an overspeed-
propeller rpm, such as f inal approach where ing propeller’s speed reached 1,976 rpm, the
power and airspeed are being reduced. With overspeed gover nor would control the oil
the progressive reduction of power and air- pressure and pitch to prevent the r pm from
speed on f inal, the propeller and rotating continuing its rise. From a pilot’s point of
counterweights will tend to go to the un- view, a propeller tachometer stabilized at
derspeed condition. In the underspeed con- approximately 1,976 would indicate failure
dition the pilot valve will open, increasing of the primary governor and proper opera-
oil pressure to the dome, and the propeller tion of the overspeed governor. The over-
7 POWERPLANT
pitch will decrease as power and airspeed speed governor can be reset to approximately
are reduced. Since the reversible propeller 1,750 r pm for test pur poses.
is capable of decreasing past 0° into nega-
tive or reverse blade angles, the low pitch
s t o p p r ev e n t s t h e b l a d e a n g l e f r o m d e - Overspeed Governor Operation
c r e a s i n g b eyo n d a p r e d e t e r m i n e d va l u e . If the primar y propeller gover nor f ailed,
When the propeller governor becomes in- a n ov e r - s p e e d c o n d i t i o n c o u l d o c c u r.
capable of maintaining the onspeed condi- However, several safety devices in the sys-
tion, the propeller r pm will fall below the tems come into play in the event of a pri-
selected governor r pm setting. m a r y g ov e r n o r f a i l u r e . A h y d r a u l i c
overspeed governor (Figure 7-34) is located
Assuming the propeller is not feathered, on the left side of the propeller reduction
whenever the propeller r pm is below the se- gearbox. It has a set of flyweights and a
lected governor setting, the propeller blade pilot valve similar to those of the primar y
angle is at the low pitch stop. The low pitch gover nor. If a r unaway propeller’s speed
stop mechanism is created by linkage that were to reach 1,976 rpm, the overspeed gov-
references the actual blade angle. ernor flyweights would make its pilot valve
rise. This would decrease the oil pressure
Moving the power lever within the Ground at the propeller dome. The blade angle
Fine range adjusts propeller pitch. Moving would increase as necessar y to prevent the
the power levers within the reverse range r pm from continuing its rise. Testing of the
adjusts propeller pitch and N 1 , up to the overspeed governor at approximately 1,750
maximum N 1 in reverse of 88%. Attempting r pm is accomplished during runup by using
to pull the power levers in reverse with the the propeller gover nor test switch on the
propellers in feather will cause damage to pilot’s left subpanel.
the reversing linkage of the power lever.
Also, pulling the power levers into the re-
verse position on the g round with the en-
gines shut down will damage the reversing
system.
OVERSPEED GOVERNOR
The overspeed governor provides protection
a ga i n s t ex c e s s ive p r o p e l l e r s p e e d i n t h e
eve n t o f p r i m a r y g ove r n o r m a l f u n c t i o n .
Since the PT6’s propeller is driven by a free
turbine (independent of the engine’s), over-
speed could occur if the primary governor
were to fail.

7 POWERPLANT
OIL REVERSE HYDRAULIC

LEVER GOVERNOR
PRIMARY PROP 1976 RPM
GOVERNOR FAILED GOVERNOR
NORMAL
PUMP APPROX.
1670 TO 1800 RPM
PILOT IN TEST MODE
VALVE
BETA TO
TO VALVE CASE
CASE AUTOFEATHER
SOLENOID (N.C.)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-34. Overspeed Governor Diagram

FUEL TOPPING GOVERNOR

The fuel topping governor can also control
an overspeed condition and is set at 6% above
the primar y gover nor’s selected speed. In
an over-speed condition, the fuel topping
gover nor will limit propeller r pm by de-
creasing pneumatic pressure to the fuel con-
trol unit, reducing fuel flow and engine speed
as means of controlling propeller r pm. In
7 POWERPLANT
reverse, the fuel topping governor is reset to
95% of selected r pm to insure that the pro-
peller will not reach the selected r pm. The
fuel topping governor will only prevent an
over-speed if the primar y gover nor’s fly-
weight’s are still operational.
POWER LEVERS
POWER LEVER GROUND LOW PITCH STOP
The power levers (Figure 7-35) are located
on the power lever quadrant (f irst two levers
on the left side) on the center pedestal. They FORWARD
FINE
are mechanically interconnected through a PITCH
cam box to the fuel control unit, the Beta
valve and follow-up mechanism, and the fuel
t o p p i n g ( N P ) g ove r n o r. T h e p owe r l eve r
quadrant per mits movement of the power
lever from idle to maximum thr ust and in TOP OF
REVERSE
the Ground Fine and Reverse ranges from RANGE
idle to maximum reverse. Two gates in the MARKS
power lever quadrant aft of the IDLE posi-
tion, prevent inadvertent movement of the
power lever into the GROUND FINE or RE-
VERSE ranges. The pilot must lift the power MAXIMUM
REVERSE
levers up and over the f irst gate to select
GROUND FINE, and up and over the sec-
ond gate to select REVERSE.
The function of the power levers is to es- Figure 7-35. Power Levers
tablish a gas generator r pm through the gas
generator gover nor (N G ) and a fuel flow In the REVERSE range, the power lever:
that will produce and maintain the selected
N 1 r p m . I n t h e B e t a o r G RO U N D F I N E • Selects a blade angle proportionate to
range, the power levers are used to change the aft travel of the lever
the propeller blade angle, thus changing • Selects an N 1 that will sustain the se-
propeller thr ust. lected reverse power
• Resets the fuel topping governor from
its normal setting of 106% to
a p p r ox i m a t e ly 9 5 % o f t h e p r i m a r y
governor setting

Propeller Control Levers the feathering spring and counterweights to

start the feathering action of the blades in
Propeller r pm, within the primary governor the event of an engine failure (Figure 7-37).
range of 1,600 to 1,900 r pm, is set by the Although the system is armed by a switch
p o s i t i o n o f t h e p r o p e l l e r c o n t r o l l ev e r s o n t h e s u b p a n e l , p l a c a r d e d “AU T -
(Figure 7-36). These levers, one for each OFEATHER” and “ARM-OFF-TEST,” the
propeller, are located between the power completion of the arming phase occurs when
levers and the condition levers on the cen- both power levers are advanced above 90%
ter pedestal quadrant. The full forward po- N 1 , at which time a green AFX is displayed
sition sets the primar y gover nor at 1,900 in the ITT/TORQUE indicators on the MFD,
7 POWERPLANT
r pm. In the full aft position at the feather- and green annunciators, placarded (L) and
ing detent, the primar y gover nor is set at ( R ) AU TO F E AT H E R o n t h e C a u t i o n /
1,600 r pm. Intermediate propeller r pm po- Advisory annunciator panel will illuminate,
sitions can be selected by moving the pro- indicating the system is ar med (Figure 7-
peller levers to the cor responding position, 38). The system will remain inoperative as
to select the desired r pm as indicated on the long as either power lever is retarded below
propeller tachometer. These tachometers 90% N 1 position. The system is designed
read directly in revolutions per minute. f o r u s e o n ly d u r i n g t a k e o ff , c l i m b , a n d
missed approach and should be turned off
A detent at the low r pm position prevents when establishing cruise. When the system
inadvertent movement of the propeller lever is armed and the torque on a failing engine
into the feather position, indicated by the drops below approximately 400 ft-lbs, the
red and white stripes across the lever slots autofeather system of the operative engine
in the quadrant. At the full feather posi- is disarmed causing its annunciators to ex-
tion, the levers position the gover nor pilot tinguish. When the torque on the failing en-
valve to dump oil pressure from the pro- gine drops below approximately 260 ft-lbs,
peller hub, and allow the counterweights the oil is dumped from the servo, the feath-
and springs to position the propeller blades ering spring and counterweights feather the
to the feather position. propeller, and the annunciators for the failed
engine extinguish. The system may be tested
AUTOFEATHER SYSTEM on the ground using the spring-loaded TEST
position of the switch. With the switch in
The automatic feathering system provides the TEST position, the 90% N1 switches are
a means of immediately dumping oil pres- disabled and the system will arm with the
sure from the propeller hub, thus enabling power levers set at approximately 500 ft-lbs
of torque. Retarding a single power lever
will then simulate an engine failure and the
resulting action of the autofeather system
can be checked as described in Section 4,
NORMAL PROCEDURES. Since an engine
is not actually shut down during a test, the
AUTOFEATHER annunciator for the engine
b e i n g t e s t e d w i l l cy c l e o n a n d o ff a s t h e
torque oscillates above and below the 260 ft-
lb setting. (Figure 7-39).
Figure 7-36. Propeller Control Levers

TORQUE SWITCHES LESS THAN

200
LESS THAN FT LBS
400
POWER LEVER FT LBS
SWITCHES ARMING
RELAY
N.C.
LEFT DUMP
VALVE
7 POWERPLANT
C/B ARM
OFF AUTOFEATHER
AUTO–
FEATHER LIGHTS
TEST
RIGHT
N.C.
DUMP
CLOSED AT VALVE
HIGH N1
LEGEND OVER
NO. 1 GENERATOR 400 ARMING OVER
NO. 2 GENERATOR FT LBS RELAY 200
BATTERY FT LBS
Figure 7-37. Autofeather System Diagram—Left Engine Failed and Feathering
LESS THAN
TORQUE SWITCHES 200
LESS THAN FT LBS
400
POWER LEVER FT LBS
SWITCHES ARMING
RELAY
N.C.
LEFT DUMP
VALVE
C/B ARM
OFF AUTOFEATHER
AUTO–
FEATHER LIGHTS
TEST
RIGHT
N.C.
DUMP
CLOSED AT VALVE
HIGH N1
LEGEND OVER
NO. 1 GENERATOR 400 ARMING OVER
NO. 2 GENERATOR FT LBS RELAY 200
BATTERY FT LBS
Figure 7-38. Autofeather System Diagram—Armed

TORQUE SWITCHES LESS THAN

200
LESS THAN FT LBS
400
POWER LEVER FT LBS
SWITCHES ARMING
RELAY
N.C.
LEFT DUMP
VALVE
7 POWERPLANT
C/B ARM
OFF AUTOFEATHER
AUTO–
FEATHER LIGHTS
TEST
RIGHT
N.C.
DUMP
LEGEND VALVE
CLOSED AT
NO. 1 GENERATOR HIGH N1
OVER
NO. 2 GENERATOR 400 ARMING
RELAY OVER
BATTERY FT LBS 200
FT LBS
Figure 7-39. Autofeather Test Diagram
PROPELLER both propellers and establish a blade phase

SYNCHROPHASER SYSTEM relationship between the left and right pro-
pellers to reduce cabin noise to a minimum.
A Type II synchrophaser system is installed
in the King Air C90GTi and C90GTx. The The system cannot reduce rpm of either pro-
p r o p e l l e r s y n c h r o p h a s e r a u t o m a t i c a l ly peller below the datum selected by the pro-
matches the r pm of the two propellers and peller control lever. Therefore, there is no
maintains the blades of one propeller at a indicating annunciator light associated with
predeter mined relative position with the the Type II system.
blades of the other propeller. The pur pose
of the system is to reduce propeller beat and To prevent either propeller from losing ex-
cabin noise from unsynchronized propellers. cessive r pm if the other propeller is feath-
e r e d wh i l e t h e s y n c h r o p h a s e r i s o n , t h e
synchrophaser has a limited range of au-
Synchrophaser Operation thority from the manual governor setting.
The Type II synchrophaser system (Figure 7- In no case will the r pm fall below that se-
40) is an electronic system, certif icated for lected by the propeller control lever. Normal
takeoff and landing. It is not a master-slave gover nor operation is unchanged, but the
system, and it functions to match the rpm of synchrophaser will continuously monitor

propeller r pm and reset either governor as To change r pm with the system on, adjust
required. Propeller rpm and position is both propeller controls at the same time. If
sensed by a magnetic pickup mounted ad- the synchrophaser is on but does not adjust
jacent to each propeller spinner bulkhead. the prop rpm to match, the system has
This magnetic pick-up will transmit elec- reached the end of its range. Increasing the
trical pulses once per revolution to a control setting of the slow prop, or reducing the set-
box installed forward of the pedestal. ting of the fast prop, will bring the speeds
within the limited synchrophaser range. If
The control box converts any pulse rate dif- prefer red, tur n the synchrophaser switch
ferences into cor rection commands, which off, resynchronize manually, and tur n the
7 POWERPLANT
are transmitted to coils mounted close to the synchrophaser on.
flyweights of each primar y gover nor. By
varying the coil voltage, the governor speed
settings are biased until the prop r pm’s ex-
actly match. A toggle switch installed ad-
jacent to the synchroscope turns the system
on. In the synchrophaser OFF position, the
governors operate at the manual speed set-
tings selected by the pilot. To operate the
synchrophaser system, synchronize the pro-
pellers manually or establish a maximum of
10 rpm difference between the engines, then
turn the synchrophaser on. The system may
be on for takeoff and landing.
L PROP R PROP
L PRIMARY R PRIMARY
GOVERNOR GOVERNOR
RPM AND PHASE CONTROL RPM AND PHASE
BOX
ON PROP SYNC
5A
OFF
Figure 7-40. Propeller Synchrophaser

PROPELLER SYNCHROSCOPE
A propeller synchroscope (Figure 7-41) is
located in the lower right hand corner of the
Engine Indicating System (EIS) below the
oil temperature readout. It consists of a se-
ries of open boxes that slide right or left de-
p e n d i n g o n wh i c h p r o p e l l e r i s s p i n n i n g
faster. If the right propeller r pm is greater
than the left, the boxes slide towards the Figure 7-41. Propeller Synchroscope
7 POWERPLANT
right. With the left propeller r pm g reater

than the right, the boxes slide towards the
left. This movement, however, stops when
the propellers are synchronized or when an
engine has failed.

QUESTIONS
1. The PT6A engine compressor section 5. During ground operation at LO IDLE,
consists of: you note that ITT is exceeding 685°C.
A. Three axial stages combined with a Which of the following actions would
single centrifugal stage, and a com- you consider best to reduce ITT?
pressor turbine A. Move the propeller control lever to
B. A single-stage turbine and a cen- the low r pm position
7 POWERPLANT
trifugal compressor only B. Reduce accessory load or increase
C. A single-stage compressor turbine N 1 r pm
only C. M ov e t h e p owe r l ev e r i n t o t h e
D. Twin-spool, single-stage turbines ground f ine (Beta)/reverse range
D. Shut down and have the propeller
2. The PT6A engine power section con- LO IDLE stops checked
sists of:
A. One compression stage and four tur- 6. When using maximum reverse power
bine stages. with the prop lever full-forward, you
B. A single-stage power turbine. wo u l d ex p e c t a m a x i m u m p r o p e l l e r
C. A single-stage turbine and a cen- r pm of:
trifugal compressor. A. 1,900 r pm
D. Twin-spool, single-stage turbines. B. 1,750 r pm
C. 1,825 r pm
3. The function of the reduction gear D. 2,000 r pm
system is to provide gear reduction:
A. For the propeller 7. During a ground start of the right
B. B e t we e n t h e c o m p r e s s o r a n d t h e engine, the IGNITION ON light should
power turbine illuminate:
C. For the air plane’s accessor y drive A. At 10% N 1 r pm.
section
B. When the condition lever is moved
D. B e t we e n t h e c o m p r e s s o r a n d t h e to LO IDLE.
compressor turbine
C. At a stabilized 12% N 1 .
D. When the start switch is moved to
4. If a chip detector light illuminates, you the IGNITION and ENGINE START
must do one of the following: position.
A. Continue normal flight operations
a n d h ave t h e f i l t e r c h e c ke d a f t e r
landing.
B. Reduce torque to 500 foot-pounds
for the remainder of the flight.
C. Monitor the engine instruments and,
if normal, no action is required.
D. Shut the engine down and land as
soon as practical.

7. When the AUTO-IGNITION switch is

in the ARM position, ignition is:
A. Continuous.
B. I n a c t iv e b u t a r m e d, i f t o r q u e i s
greater than 400 foot-pounds.
C. C o n t r o l l e d by t h e s t a l l wa r n i n g
system.
D. Continuous when torque is greater
than 400 foot-pounds.
7 POWERPLANT
8. After lift-off, if an autofeather is initi-

ated, the immediate requirement is to:
A. C o n t i n u e t o f ly t h e a i r p l a n e a n d
allow the propeller to feather and
stop.
B. Move the power lever to idle.
C. Move the condition lever to cutoff.
D. Reduce electrical loads.
9. W h i c h o f t h e f o l l ow i n g i s t h e m o s t
accurate def inition of Engine Torque
Readout?
A. Powe r d eve l o p e d by t h e g a s
generator
B. Thrust supplied by the propeller
C. R a t i o o f c o m p r e s s o r i n l e t t o
exhaust outlet
D. Power delivered to the propeller

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................... 8-1
GENERAL .............................................................................................................................. 8-1
FIRE DETECTION SYSTEM................................................................................................ 8-1
Fire Detection Test System.............................................................................................. 8-3
FIRE EXTINGUISHING SYSTEM....................................................................................... 8-3
Fire Extinguisher Test System......................................................................................... 8-5
8 FIRE PROTECTION
QUESTIONS........................................................................................................................... 8-7

ILLUSTRATIONS
Figure Title Page
8-1 Fire Detection System.............................................................................................. 8-2
8-2 Fire Extinguishing System....................................................................................... 8-4
8-3 Fire Extinguisher Cylinder Pressure Gage .............................................................. 8-5
8 FIRE PROTECTION

CHAPTER 8
FIRE PROTECTION
8 FIRE PROTECTION
INTRODUCTION
The aircraft f ire protection system consists of engine f ire detection and f ire extin-
guishing systems. Cockpit controls and indicators monitor and operate the system.
GENERAL FIRE DETECTION

The f ire protection chapter of the train- SYSTEM
ing manual presents a description and dis-
cussion of the airplane f ire protection The f ire detection system (Figure 8-1) is
system and components. The location and designed to provide immediate warning in
p u r p o s e o f sw i t c h e s a n d i n d i c a t o r s a r e the event of f ire in either engine compart-
described. m e n t . T h e d e t e c t i o n s y s t e m i s o p e r a bl e
whenever the generator buses are active.

L ENG FIRE R ENG FIRE
FLAME
LOCATION OF DETECTORS
ADDITIONAL FLAME
DETECTOR FOR
CAA MODIFICATION
8 FIRE PROTECTION
3 FLAME
DETECTORS
2
1 LOCATION OF
ADDITIONAL FLAME
DETECTOR FOR
OFF CAA MODIFICATION
TEST SWITCH
FIRE DET AND FIRE EXT
Figure 8-1. Fire Detection System

The system consists of the following: three The three test positions for the f ire detector
photoconductive cells for each engine; a system are located on the right side of the
control amplif ier for each engine; two red switch. When the switch is rotated from OFF
warning lights on the warning annunciator (down) to any one of these three positions, the
panel, one L ENG FIRE and the other R ENG output voltage of a corresponding flame de-
FIRE, along with a red FIRE annunciator tector in each engine compartment is
located in each ITT/Torque engine display; increased to a level suff icient to signal the
a test switch on the copilot’s left subpanel; amplif ier that a f ire is present.
and a circuit breaker placarded FIRE DET
on the right side panel. The following should illuminate as the se-
lector is rotated through each of the three
T h e s i x p h o t o c o n d u c t ive - c e l l f l a m e d e - positions: the MASTER WARNING flasher,
tectors are sensitive to infrared radiation. the L ENG FIRE and R ENG FIRE warning
They are positioned in each engine com- annunciators and, if the optional engine f ire
par tment so as to receive both direct and extinguishing system is installed, the red
r e f l e c t e d i n f r a r e d r ay s , t h u s m o n i t o r i n g lenses placarded L ENG FIRE EXT–PUSH
t h e e n t i r e c o m p a r t m e n t w i t h o n ly t h r e e and R ENG FIRE EXT–PUSH on the f ire-
photocells. Temperature level and rate of extinguisher activation switches. The sys-
temperature rise are not controlling f ac- tem may be tested anytime, either on the
tors in the sensing method. ground or in flight. The TEST SWITCH
should be placed in all three positions, in
8 FIRE PROTECTION
Conductivity through the photocell varies order to verify that the circuitry for all six
in direct proportion to the intensity of the f ire detectors is functional. Illumination
infrared radiation striking the cell. As con- failure of all the f ire detection system an-
ductivity increases, the amount of cur rent nunciators when the TEST SWITCH is in
from the electrical system flowing through any one of the three flame-detector-test po-
the flame detector increases proportionally. sitions indicates a malfunction in one or
To prevent stray light rays from signaling a both of the two detector circuits (one in each
false alarm, a relay in the control amplif ier engine) being tested by that particular po-
closes only when the signal strength reaches sition of the TEST SWITCH.
a preset alarm level. When the relay closes,
the appropriate left or right war ning an-
nunciators illuminate. When the f ire has
been extinguished, the cell output voltage
FIRE EXTINGUISHING
drops below the alarm level and the relay in SYSTEM
the control amplif ier opens. No manual re-
setting is required to reactivate the f ire de- The optional engine f ire extinguishing sys-
tection system. tem (Figure 8-2) incor porates an explosive
cartridge inside the extinguisher of each en-
gine. Each engine has its own self-contained
FIRE DETECTION TEST extinguishing system, which can be used
SYSTEM only once between rechargings. This sys-
tem cannot be crossfed. When the activa-
The rotary switch on the copilot’s left sub-
t i o n va l v e i s o p e n e d, t h e p r e s s u r i z e d
panel, placarded TEST SWITCH-FIRE DET,
extinguishing agent is discharged through a
has four positions: OFF–3–2–1. (If the op-
p l u m b i n g n e t wo r k w h i c h t e r m i n a t e s i n
tional engine f ire extinguishing system is
strategically located spray nozzles.
i n s t a l l e d, t h e sw i t c h i s p l a c a r d e d T E S T
SWITCH–FIRE DET & FIRE EXT and the
The f ire extinguisher control switches used
l e f t s i d e o f t h e t e s t sw i t c h w i l l i n c l u d e
to activate the system are located on either
LEFT–EXT–RIGHT positions.)
side of the annunciator panel. Their power

8 FIRE PROTECTION
3
LEFT PRESSURE GAGE
EXT
2
RIGHT
1
OFF
TEST SWITCH FIRE
FIRE DET AND FIRE EXT
EXTINGUSHER
BOTTLE
Figure 8-2. Fire Extinguishing System

is derived from the hot battery bus. The de- A gage, (Figure 8-3) calibrated in psi, is
tection system is operable whenever the gen- provided on each supply cylinder for de-
erator buses are active. But the extinguishing ter mining the level of charge. The gages
system can be discharged at any time, since should be checked during preflight. The
it is operated from the hot battery bus. cylinder and gages are located in the main
Therefore, even though the air plane may be wheel wells.
parked with the engines off, the f ire extin-
guishing system may be discharged.
Each push-to-actuate switch incor porates

three indicator lenses. The red lens, plac-
arded L (or) R ENG FIRE EXT–PUSH,
warns of the presence of f ire in the engine.
The amber lens, placarded D, indicates that
the system has been discharged and the sup-
ply cylinder is empty. The green lens, plac-
arded OK, is provided only for the preflight
test function.
To discharge the cartridge, raise the break- Figure 8-3. Fire Extinguisher Cylinder
away wired clear plastic cover and press the Pressure Gage
8 FIRE PROTECTION
face of the lens. This is a one-shot system
and will be completely expended upon ac-
tivation. The amber D light will illuminate
and remain illuminated, regardless of battery
switch position, until the pyrotechnic car-
tridge has been replaced.
FIRE EXTINGUISHER TEST

SYSTEM
The f ire extinguisher system test functions,
incorporated in the rotary TEST
SWITCH–FIRE DET & FIRE EXT, test the
circuitr y of the f ire extinguisher system.
During preflight, the pilot should rotate the
TEST SWITCH to each of the two positions
(RIGHT EXT and LEFT EXT) and verify
the illumination of the amber D light and
the green OK light on each f ire-extinguisher
a c t iva t i o n sw i t c h b e l ow t h e g l a r e s h i e l d .
Illumination during this check indicates that
the bottle charge detector circuitry and squib
f iring circuitry are operational and that the
squib is in place.

8 FIRE PROTECTION

QUESTIONS
1. H ow m a ny t i m e s c a n t h e f i r e - ex t i n - 4. In the testing mode, if the TEST
g u i s h i n g s y s t e m b e f i r e d b e t we e n SWITCH is in either LEFT or RIGHT
supply cylinder recharges, per engine? EXT position, the green OK light fails
A. One to illuminate, but the amber D does
illuminate, what does this mean?
B. Two
C. Three A. The bottles are empty.
D. Four B. The lights are def initely burned out.
C. The generators are not powering the
supply bus.
2. The amber D light, when illuminated D. T h e s q u i b - f i r i n g c i r c u i t r y m ay
(other than for test purposes), indicates: not work.
A. The supply cylinder is full.
B. The supply cylinder is empty.
C. T h e s u p p ly c y l i n d e r i s b e i n g
discharged.
D. The supply cylinder is available for
discharge.
8 FIRE PROTECTION
3. The f ire detection system is tested by
t h e f l i g h t c r ew u s i n g t h e T E S T
SWITCH. The switch:
A. Supplies an electrical signal simi-
lar to the one that the detectors send
to the warning annunciating system.
B. Heats up an infrared source by each
detector.
C. M e r e ly c h e c k s t h e a n n u n c i a t o r
system operation.
D. Directs a small amount of bleed air
to heat the detectors.

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION................................................................................................................... 9-1
DESCRIPTION....................................................................................................................... 9-1
ENGINE BLEED AIR PNEUMATIC SYSTEM ................................................................... 9-1
Pneumatic Air Source...................................................................................................... 9-3
Vacuum Air Source ......................................................................................................... 9-3
Cabin Door Seal .............................................................................................................. 9-4
SURFACE DEICE SYSTEM.................................................................................................. 9-4
QUESTIONS........................................................................................................................... 9-7
9 PNEUMATICS

ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic System Diagram..................................................................................... 9-2
9-2 Pneumatic Pressure Gage ........................................................................................ 9-3
9-3 Gyro Suction Gage .................................................................................................. 9-4
9-4 Surface Deice Boot Installation............................................................................... 9-4
9-5 Surface Deice System Diagram............................................................................... 9-5
9-6 Surface Deice Controls ............................................................................................ 9-6
9 PNEUMATICS

CHAPTER 9
PNEUMATICS
INTRODUCTION
9 PNEUMATICS
The pneumatic and vacuum systems are necessary for the operation of surface deicers,
production of vacuum, rudder boost, flight hourmeter, cabin door seal, pressuriza-
tion controller, and pressurization outflow and safety valves. Pilots need to know
how the bleed air is distributed and controlled for these various uses. This section
identif ies these systems and covers the pneumatic manifold and controls in detail.
DESCRIPTION
The Pneumatic and Vacuum Systems sec- The sources for pneumatic air, vacuum, and
tion of the training manual presents a de- acceptable gage readings are discussed.
scription and discussion of pneumatic and
vacuum systems.

9 PNEUMATICS
RIGHT SQUAT
SWITCH
9-2
(OPEN IN
PRESSURE FLIGHT)
SWITCH (N/C)
DEICE
DEICE
DISTRIBUTOR
BOOTS
VALVE
LANDING GEAR
EJECTOR
HYDRAULIC FILL CAN
LEFT SQUAT
SWITCH VACUUM
4 PSI (CLOSED ON REGULATOR
PRESSURE GROUND)
REGULATOR (N/C) PRESSURIZATION
CONTROLLER,
OUTFLOW, & SAFETY
VALVES
AIRSTAIR DOOR EMERGENCY EXIT R SERVO

SEAL LINE SEAL LINE
RUDDER
BOOST VALVES (N/C)
SYSTEM
13 PSI
PRESSURE L SERVO
REGULATOR

CHECK VALVE 18 PSI CHECK VALVE
PRESSURE
REGULATOR
∆P SWITCH
50 PSID
LEFT ENGINE RIGHT ENGINE
LEGEND
HP BLEED AIR
REGULATED AIR MEDIUM PRESSURE (16-30 PSI)
REGULATED AIR LOW PRESSURE (0-15 PSI)
VACUUM PRESSURE
Figure 9-1. Pneumatic System Diagram

ENGINE BLEED AIR Bleed air is extracted from the P 3 tap of the
engine at a temperature of approximately
PNEUMATIC SYSTEM 4 5 0 ° F. I t i s c o o l e d t o a p p r ox i m a t e ly 7 0 °
above ambient temperature at the manifold
The pneumatic system in Beechcraft King in the fuselage due to heat transfer in the
Airs provides support for several operations pneumatic plumbing.
on the air plane. These operations include
surface deice, r udder boost, escape hatch Ordinarily, the pressure regulator valve,
seal, and the door seal. Pneumatic pressure which is under the right seat deck immedi-
is used to create a vacuum source for the air- ately forward of the main spar, will provide
driven gyros, pressurization control, and de- 18 +1 psi with the engine running at 70 to
flation of the deice boots. 8 0 % N 1 . T h e P N E U M AT I C P R E S S U R E
gage on the copilot’s right subpanel is pro-
High-pressure bleed air from each engine vided to allow monitoring of the system pres-
compressor section, regulated at 18 psi, sup- sure (Figure 9-2).
plies pressure for the surface deice system,
rudder boost, escape hatch and door seals,
and vacuum source (Figure 9-1). Vacuum
for the flight instruments is derived from a
bleed-air ejector. One engine can supply suf-
f icient bleed air for all these systems.
During single-engine operation, a check

valve in the bleed air line from each engine
prevents flow back through the line on the
side of the inoperative engine. A suction
gage calibrated in inches of mercury, on the
copilot’s subpanel, indicates instrument vac-
uum (GYRO SUCTION). To the right of the
suction gage is a PNEUMATIC PRESSURE
gage, calibrated in pounds per square inch, Figure 9-2. Pneumatic Pressure Gage
which indicates the air pressure available.
VACUUM AIR SOURCE
9 PNEUMATICS
PNEUMATIC AIR SOURCE
Vacuum is obtained from the vacuum ejec-
Bleed air at a maximum rate of 90 to 120 tor. The ejector is capable of supplying from
psi pressure is obtained from both engines, 15 inches Hg vacuum at sea level, to 6 inches
a n d f l ow s t h r o u g h p n e u m a t i c l i n e s t o a Hg vacuum at 31,000 feet. The ejector sup-
common manifold in the fuselage. Check plies vacuum for the pressurization control
valves prevent reverse flow during single system at a regulated 4.3 to 5.9 inches Hg
engine operation. through a regulator valve.
Downstream from the manifold, the bleed The vacuum regulator is in the nose com-
air passes through an 18 psi regulator which partment on the left side of the pressure bulk-
incor porates a relief valve set to operate at head. The valve is protected by a foam f ilter.
21 psi in case of regulator failure. This reg-
ulated bleed air is used to supply pneumatic With one engine running at 70 to 80% N 1 ,
pressure to inflate the surface deicers, escape the vacuum gage on the copilot’s right sub-
hatch and door seals, and to provide flow panel normally should read approximately
and pressure for the vacuum ejector. 5.9 +0/–0.2 inches Hg.

The vacuum line for the instruments is routed system to inflate the seals after the air plane
through a suction relief valve that is de- lifts off the ground. Pneumatic air is tapped
signed to admit into the system the amount off the manifold downstream of the 18 psi
of air required to maintain suff icient vac- pressure regulator. The regulated air then
uum for proper operation of the instruments. passes through a 4 psi regulator and to the
A G Y RO S U C T I O N g a g e ( F i g u r e 9 - 3 ) , nor mally-open valve that is controlled by
which is calibrated in inches Hg and is on the left landing gear safety switch. When
the copilot’s right subpanel, indicates in- the airplane lifts off, the landing gear switch
strument vacuum. opens the valve to the door and hatch seals,
and the seals inflate.
CABIN DOOR SEAL
The entrance door to the cabin and the SURFACE DEICE
escape hatch uses air from the pneumatic
SYSTEM
The leading edges of the wings and horizon-
tal stabilizer are protected against an accu-
mulation of ice buildup. However, the winglets
on the C90GTx are not protected (Figure 9-
4). Inflatable boots attached to these surfaces
are inflated when necessary by pneumatic
pressure to break away the ice accumulation,
and are deflated by vacuum. The vacuum is
always supplied while the boots are not in use
and are held tightly against the wing. Vacuum
pressure is overcome by pneumatic pressure
when the boots are inflated.
Figure 9-3. Gyro Suction Gage
9 PNEUMATICS
Figure 9-4. Surface Deice Boot Installation

Each wing has a leading-edge boot. The tail The surface deice system removes ice ac-
section has boots on the left and right seg- cumulations from the leading edges of the
ments of the horizontal stabilizer and on the wings and stabilizers. Ice is removed by al-
vertical stabilizer. ternately inflating and deflating the deice
boots (Figure 9-5). Pressure-regulated bleed
air from the engines supplies pressure to in-
9 PNEUMATICS
Figure 9-5. Surface Deice System Diagram

flate the boots. A venturi ejector, operated for approximately six seconds and then the
by bleed air, creates a vacuum to deflate the tail will inflate for approximately four sec-
boots and hold them down while not in use. onds. When both sets of boots have inflated
To assure operation of the system in the event and deflated, the single cycle is complete.
of failure of one engine, a check valve is in-
corporated in the bleed-air line from each en- When the switch is held in the MANUAL
gine to prevent loss of pressure through the position, all the boots will inflate simulta-
c o m p r e s s o r o f t h e i n o p e r a t iv e e n g i n e . neously and remain inflated until the switch
Inflation and deflation phases are controlled is released. The switch will retur n to the
by a distributor valve. OFF position when released. After the cycle,
the boots will remain in the vacuum hold-
A three-position switch in the ICE PRO- down condition until again actuated by the
TECTION g roup on the pilot’s subpanel, switch.
placarded SURFACE DEICE–SINGLE–OFF
MANUAL, controls the deicing operation Electrical power to the boot system is re-
(Figure 9-6). The switch is spring-loaded to quired for the control valve to inflate the
return to the OFF position from SINGLE or boots in either single-cycle or manual op-
MANUAL. When the SINGLE position is eration. With a loss of this power, the vac-
selected, the distributor valve opens to in- u u m w i l l h o l d t h e m t i g h t ly a g a i n s t t h e
flate the boots. The wing boots will inflate leading edge.
A single circuit breaker on the copilot’s side

panel, receiving power from the center bus,
supplies the electrical operation of both boot
systems. Should the timer fail in the inflated
position, the surface deice circuit breaker
may be used as a manual control. Pull the cir-
cuit breaker out to deflate the boots, and push
in to inflate them. Treat the circuit breaker
as a manual control.
For most effective deicing operation, allow

at least 1/2 inch of ice to for m before at-
tempting ice removal. Very thin ice may crack
9 PNEUMATICS
and cling to the boots instead of shedding.

Subsequent cyclings of the boots will then
have a tendency to build up a shell of ice out-
side the contour of the leading edge, thus
making ice removal efforts ineffective.
Figure 9-6. Surface Deice Controls

QUESTIONS
1. To what systems does the pneumatic
system supply bleed air?
A. Electrical and hydraulics
B. Air data computer
C. Va c u u m , f l i g h t h o u r m e t e r, d o o r
seal, surf ace deice, r udder boost,
and hydraulic reservoir
D. Wi n d s h i e l d, r a d i a n t h e a t , f l i g h t
controls
2. Where does the negative pressure for

the vacuum system originate?
A. 18 psi regulator
B. Pneumatic venturi ejector
C. Refrigerant compressor
D. Safety/dump valve
3. A bleed-air leak could result in a de-

crease in “__________” and an increase
in “__________”
A. Engine torque, N 1
B. Engine r pm, ITT
C. Engine temperature, N 1
D. Engine torque, ITT
4. What is the maximum operating pres-
9 PNEUMATICS
sure limit of the pneumatic system?
A. 12 psi
B. 18 psi
C. 6 psi
D. 21 psi
5. From sea level to 15,000 feet MSL, what

i s t h e n o r m a l va c u u m r a n g e o f t h e
vacuum system?
A. 3.0-4.3 in. Hg
B. 3.0-4.3 psi
C. 4.3-5.9 in. Hg
D. 4.3-5.9 psi

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
ICE PROTECTION SYSTEMS ........................................................................................... 10-4
Description and Operation ............................................................................................ 10-4
Surface Deice System ................................................................................................... 10-4
Propeller Deice System ................................................................................................. 10-5
Windshield Anti-ice System.......................................................................................... 10-6
Windshield Wipers ...................................................................................................... 10-10
Engine Anti-ice System .............................................................................................. 10-10
Anti-ice Controls......................................................................................................... 10-12
Engine Auto Ignition System...................................................................................... 10-13
Engine Air Inlet Lip Heat ........................................................................................... 10-13
Pitot Mast Heat ........................................................................................................... 10-14
Fuel Heat ..................................................................................................................... 10-15
Stall Warning Anti-ice ................................................................................................ 10-16
Wing Ice Lights........................................................................................................... 10-17
Precautions During Icing Conditions.......................................................................... 10-17
QUESTIONS ...................................................................................................................... 10-19
10 ICE AND RAIN
PROTECTION

ILLUSTRATIONS
Figure Title Page
10-1 Ice and Rain Protection Required Equipment....................................................... 10-2
10-2 Ice and Rain Protection Controls .......................................................................... 10-3
10-3 Propeller Electric Deice System............................................................................ 10-5
10-4 Windshield Installation.......................................................................................... 10-6
10-5 Windshield Anti-ice Diagram................................................................................ 10-7
10-6 Windshield Anti-ice Switches ............................................................................... 10-7
10-7 Windshield Anti-ice Diagram—Normal Heat....................................................... 10-8
10-8 Windshield Anti-ice Diagram—High Heat ........................................................... 10-9
10-9 Windshield Wipers .............................................................................................. 10-10
10-10 Inertial Separator in Retract Position .................................................................. 10-11
10-11 Inertial Separator in Extend Position .................................................................. 10-11
10-12 Anti-ice Controls ................................................................................................. 10-12
10-13 Caution and Advisory Annunciators................................................................... 10-12
10-14 Engine Auto Ignition Switches ........................................................................... 10-13
10-15 Engine Air Inlet Lip Heat.................................................................................... 10-13
10-16 Pitot Mast and Heat Controls .............................................................................. 10-14
10-17 Fuel System Anti-ice........................................................................................... 10-15
10-18 Stall Warning Vane and Heat Control................................................................. 10-16
10-19 Wing Anti-ice Lights........................................................................................... 10-17
10 ICE AND RAIN
PROTECTION

CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
Flight in known icing conditions requires knowledge of conditions conducive to icing,
and of all anti-ice and deice systems available to prevent excessive ice from forming on
the airplane. This section identif ies these systems with their controls and best usage.
GENERAL
This chapter presents a description and dis- T h e B e e c h c r a f t K i n g A i r C 9 0 G Ti a n d
cussion of the airplane ice and rain protec- C 9 0 G T x a r e FA A - a p p r ove d f o r f l i g h t i n
tion systems. All of the anti-ice and deice known icing conditions when the required
systems in this airplane are described, show- equipment is installed and operational (Figure
ing location, controls, and how they are used. 10-1). The Required Equipment for Various
Conditions of Flight List, contained in the
10 ICE AND RAIN
The purpose of this chapter is to acquaint the “Limitations” section of the Pilot’s Operating
PROTECTION
pilot with all the systems available for flight Handbook, lists the necessary equipment.
in icing or heavy rain conditions, along with
their controls. Procedures in case of mal- The ice and rain protection controls are
function in any system are included. This g rouped on the pilot’s and copilot’s sub-
also includes information concerning pre- panels, except the windshield wiper con-
flight deicing and defrosting. trol, which is overhead (Figure 10-2).

SURFACE BOOTS
PROP
DEICE
WINDSHIELD
ANTI-ICE
SURFACE DEICE BOOTS
ENGINE INLET ANTI-ICE
VFR DAY
VFR NIGHT
SYSTEM AND/OR COMPONENT IFR DAY
IFR NIGHT
ICING
CONDITIONS
REMARKS
AND/OR
ICE AND RAIN PROTECTION EXCEPTIONS
1. ALTERNATE STATIC AIR SYSTEM 0 0 1 1 1
2. ENGINE AUTO-IGNITION SYSTEM AND ANNUNCIATOR 2 2 2 2 2
3. ENGINE ANTI-ICE SYSTEM AND ANNUNCIATORS 2 2 2 2 2
4. HEATED FUEL VENT 0 0 2 2 2
5. HEATED WINDSHIELD (LEFT) 0 0 0 0 1
6. PITOT HEAT 0 0 2 2 2
7. PNEUMATIC PRESSURE INDICATOR 0 0 1 1 1
8. STALL WARNING HEATER 0 0 0 0 1
9. SURFACE DEICER SYSTEM 0 0 0 0 1
10 ICE AND RAIN
PROTECTION
10. PROPELLER DEICER SYSTEM 0 0 0 0 1

11. WING ICE LIGHT (LEFT) 0 0 0 0 1
Figure 10-1. Ice and Rain Protection Required Equipment

10 ICE AND RAIN

PROTECTION
Figure 10-2. Ice and Rain Protection Controls

ICE PROTECTION boots on each blade that automatically cycle

to prevent the formation of ice.
SYSTEMS
A heating element in both pitot masts pre-
ve n t s t h e p i t o t o p e n i n g s f r o m b e c o m i n g
DESCRIPTION AND c l og g e d w i t h i c e . T h e h e a t i n g e l e m e n t s
OPERATION are connected to the airplane electrical
s y s t e m t h r o u g h t wo 5 - a m p e r e c i r c u i t -
T h e r e a r e s ev e n p i l o t - c o n t r o l l e d a n t i - b reaker switches.
ice/deice systems:
• Surface Deice System
SURFACE DEICE SYSTEM
• Propeller Deice System
The leading edges of the wings and tail stabi-
• Windshield Anti-Ice System lizers are protected against ice accumulation.
• Engine Anti-Ice System
Inflatable b o ots o n these su rf aces are in-
• Pitot Mast Heat flated when necessar y by pneumatic pres-
• Fuel Heat s u r e , wh i c h b r e a k s away t h e i c e
accu mulation , and are deflated by p n eu -
• Stall Warning Anti-Ice matic-derived vacuum. The vacuum is al-
The air plane is equipped with a variety of way s supp lied while the b oo ts are n ot in
ice and rain protection systems that can be u s e a n d a r e h e l d t i g h t ly a ga i n s t t h e a i r -
utilized during operation under inclement craft sk in.
weather conditions. Electrical heating ele-
ments embedded in the windshield provide CAUTION
adequate protection against the formation
of ice, while air from the cabin heating sys- N ev e r t a k e o ff o r l a n d w i t h t h e
tems prevents fogging, to ensure visibility boots inflated. Do not operate deice
during operation under icing conditions. boots when outside air temperature
Heavy-duty windshield wipers for both the (OAT) is below –40°C (–40°F).
pilot and copilot provide further visibility
during rainy flight and ground conditions.
There are f ive boots in total for this system.
Pneumatic deicer boots on the wings and on One boot on the outboard section of each
the ver tical and horizontal stabilizers re- w i n g , o n e o n e ac h s i d e o f t h e h o ri zo n t al
m ove t h e f o r m a t i o n o f i c e d u r i n g f l i g h t . stabilizer, and one on the vertical stabilizer.
Regulated bleed-air pressure and vacuum
are cycled to the pneumatic boots for the in- The three-position DEICE CYCLE SIN-
flation-deflation cycle. The selector switch GLE–OFF– MANUAL switch in the ice pro-
that controls the system permits automatic tection g roup controls boot operation. The
single-cycle operation or manual operation. switch is spring-loaded to the center OFF
position. When approximately 1/2 to 1 inch
Ice protection for the engine is provided by of ice has accumulated, the switch must be
an iner tial separation system utilizing an selected to the SINGLE cycle (up) position
electrical actuator. Should the main elec- and released. Pressure-regulated bleed air
10 ICE AND RAIN
trical actuator motor fail, a standby actua- f r o m t h e e n g i n e c o m p r e s s o r s s u p p ly a i r

PROTECTION
tor motor is provided. The leading-edge lip through a distributor valve to inflate the
of the engine air inlet is continuously anti- wing boots. After an inflation period of 6
iced by engine exhaust air. The propellers are seconds, an electronic timer switches the
protected against icing by electrother mal distributor to deflate the wing boots with

vacuum, and a 4-second inflation begins in A single circuit breaker on the copilot side
the horizontal and vertical stabilizer boots. panel, receiving power from the CENTER
After the boots inflate and deflate, the cycle bus, supplies the electrical operation of both
i s c o m p l e t e a n d a l l b o o t s a r e a ga i n h e l d boot systems. The boots operate most ef-
tightly by vacuum against the wings and fectively when approximately 1/2 to 1 inch
h o r i z o n t a l s t a b i l i z e r. T h e s p r i n g - l o a d e d of ice has formed. Very thin ice cracks and
switch must be selected up again for an- can cling to the boots and/or move aft onto
other cycle to occur. unprotected areas. When operated manu-
ally, the boots cannot be left inflated longer
If the boots fail to function sequentially, than necessary to eliminate the ice, as a new
they can be operated manually by position- layer of ice can begin to for m on the ex-
ing the DEICE CYCLE SINGLE–OFF– panded boots and become unremovable. If
MANUAL switch to MANUAL. Pressing one engine is inoperative, the loss of its
and holding the switch to MANUAL inflates pneumatic pressure does not affect boot op-
a l l t h e b o o t s s i m u l t a n e o u s ly. W h e n t h e eration. The boot system requires electrical
switch is released, it returns to the spring- power to inflate the boots in either single-
loaded OFF position, and each boot is de- cycle or manual operation. If power is lost,
flated and held by vacuum. the vacuum holds them tightly against the
leading edge.
Each engine supplies a common bleed-air
manifold. To ensure the operation of the sys- PROPELLER DEICE SYSTEM
tem if one engine is inoperative, a check
valve is in the bleed-air line from each en- The propeller electric deice system includes:
gine to prevent loss of pressure through the an electrically heated boot for each propeller
compressor of the inoperative engine. blade, slip rings, brush assemblies, timer, on-
off switch, and an ammeter (Figure 10-3).
LEFT PROP RIGHT PROP
PROP TIMER
ELECTRIC
FDECGB HEAT
LOCKOUT
PROP AMMETER CIRCUIT
10 ICE AND RAIN
PROTECTION
5A
Figure 10-3. Propeller Electric Deice System

When the switch is tur ned on, the amme-

ter registers the amount of cur rent (18 to
24 amperes) passing through the system. If
the cur rent rises beyond the limitations, a
circuit-breaker switch or cur rent limiter
will shut off power to the deice timer. The
cur rent flows from the timer through the
br ush assemblies to the slip rings, where
it is distributed to the individual propeller
deicer boots.
Heat produced by the heating elements in the

deicer boots reduces the adhesion of the ice.
Adhesion thus reduced, the ice is removed Figure 10-4. Windshield Installation
by the centrifugal effect of the propeller
and the blast of the airstream.
glass bonded to the f irst two layers. The out-
side of the windshield is treated with a static
NOTE discharge f ilm called a “NESA coating.”
The heating sequences for the deice
boots noted in the following sec- The windshields are protected against icing
tion are the sequences which are in by electrical heating elements (Figure 10-5).
evidence during normal operation. The heating elements are connected at ter-
minal blocks in the corner of the glass to the
wiring leading to the control switches
Power to the deice boots is cycled in 90-sec- mounted in the pilot’s right subpanel.
ond phases. The f irst 90-second phase heats
all the deice boots on one propeller. The sec- A t r a n s p a r e n t m a t e r i a l ( u s u a l ly s t a n n i c
ond phase heats all the deice boots on the oxide) which has high electrical resistance
opposite propeller. The deice time completes is incor porated in the laminations of each
one full cycle every three minutes. As the w i n d s h i e l d, p i l o t ’s a n d c o p i l o t ’s . E a c h
deice timer moves from one phase to the next, windshield is also f itted with electrical
a slight momentar y deflection of the pro- connections for the resistive material and
p e l l e r a m m e t e r n e e d l e m ay b e n o t e d . for temperature-sensing elements. The re-
Propeller deice must not be operated when sistive material is ar ranged so as to provide
the propellers are static. primary heated surfaces and secondary
heated surfaces.
WINDSHIELD ANTI-ICE PILOT and COPILOT WSHLD ANTI-ICE
SYSTEM switches in the ICE PROTECTION group on
The pilot’s and copilot’s windshields each the pilot’s inboard subpanel are used to con-
have independent controls and heating cir- trol windshield heat (Figure 10-6). They have
cuits. The control switch allows the pilot to positions labeled “NORMAL,” “OFF,” and
select a high or a low intensity heat level. “ H I .” W h e n t h e P I L OT a n d C O P I L OT
switches are in the NORMAL (up) position,
the secondary areas of the windshields are
10 ICE AND RAIN
The windshields are composed of three phys-

h e a t e d . W h e n t h e sw i t c h e s a r e i n t h e H I
PROTECTION
ical layers (Figure 10-4). The inner layer is

a thick panel of glass that acts as the struc- ( d ow n ) p o s i t i o n , t h e p r i m a r y a r e a s a r e
tural member. The middle layer is a polyvinyl heated. The primary areas are smaller areas
sheet which car ries the f ine wire heating and are heated faster to the same tempera-
grids. The outer layer is a protective layer of tures as the NORMAL position.

WINDSHIELD
50A
T
LOW
HEAT
RELAY
HIGH HEAT RELAY
NORMAL
5A HIGH
TEMPERATURE
CONTROLLER
NORMAL = 360 IN2 AT 2.4 WATTS/IN2

HIGH = 265 IN2 AT 4.5 WATTS/IN2
Figure 10-5. Windshield Anti-Ice Diagram
Each switch must be lifted over a detent be-

fore it can be moved into the HI position.
This lever-lock feature prevents inadvertent
selection of the HI position when moving
t h e sw i t c h e s f r o m N O R M A L t o t h e O F F
(center) position.
Windshield temperature is controlled auto-

matically by the use of a temperature-sens-
ing element embedded in each windshield,
and a temperature controller in each wind-
shield circuit. The temperature controllers
operate between 90° and 110ºF to maintain
10 ICE AND RAIN
the desired mean temperature of the wind-

PROTECTION
shield heating surfaces.

Figure 10-6. Windshield Anti-Ice Switches

When the low level of heating is selected, an When the high level of heating is selected,
automatic temperature controller senses the the same temperature controller senses the
windshield and attempts to maintain it at ap- windshield temperature and attempts to
proximately 90° to 110ºF. It does so by en- maintain it at 90° to 110ºF. In this mode,
ergizing the “low” heat relay as necessary. however, the controller will energize the
In this mode, the entire windshield is heated high heat relay switch, which applies the
(Figure 10-7). electrical heat to a more concentrated but
more essential viewing area of the wind-
shield. In high, approximately two-thirds of
the windshield is heated at the outboard por-
tion (Figure 10-8).
WINDSHIELD
50A
T
LOW
HEAT
RELAY
HIGH HEAT RELAY
NORMAL
5A HIGH
TEMPERATURE
CONTROLLER

LEGEND
HOT
10 ICE AND RAIN
PROTECTION
Figure 10-7. Windshield Anti-Ice Diagram—Normal Heat

CAUTION
The power circuit of each system is pro-
tected by 50-ampere current limiters located
in the power distribution panel. Windshield
In the event of windshield icing
heater control circuits are protected with 5-
during sustained icing conditions,
ampere circuit breakers located on a panel
it may be necessary to reduce the
mounted on the forward pressure bulkhead
airspeed in order to keep the wind-
(forward of the pilot’s left subpanel).
shield ice-free.
Windshield heat may be used at any time and
in any combination. Use of windshield heat,
however, may cause erratic operation of the
magnetic compass because of the electrical
f ield created by the heating elements.
WINDSHIELD
50A
T
LOW
HEAT
RELAY
HIGH HEAT RELAY
NORMAL
5A HIGH
TEMPERATURE
CONTROLLER

LEGEND
HOT
10 ICE AND RAIN
PROTECTION
Figure 10-8. Windshield Anti-Ice Diagram—High Heat

WINDSHIELD WIPERS At temperatures above +5ºC, the ice vane

and door should be in the retract position,
Separate windshield wipers are mounted on as ice formation is unlikely.
the pilot’s and copilot’s windshield. The dual
wipers are driven by a mechanism operated When in icing conditions with the ice vane
by a single electric motor, all located forward in the extend position (Figure 10-11), the
of the instrument panel. ice vane is positioned to create a venturi ef-
fect and introduces a sudden turn into the
The windshield wiper control is located on engine. At the same time the bypass door in
th e overhead light control pan el (Fig ure the lower cowling at the aft end of the air
10-9). It provides the wiper mechanism with duct is open.
SLOW, FAST, OFF, and PARK positions.
The wipers may be used either on the ground As the ice particles or water droplets enter
or in flight, as required. The wipers must the air inlet, the airstream with these parti-
not be operated on a dr y windshield. The cles is accelerated by the venturi effect. Due
windshield wiper circuit breaker is on the to their greater mass, and therefore greater
copilot’s right-side circuit-breaker panel momentum, the frozen moisture par ticles
in the WEATHER g roup. accelerate past the screen area and are dis-
charged overboard through the bypass door.
The airstream, however, makes the sudden
ENGINE ANTI-ICE SYSTEM turn free of ice particles and enters the en-
ENGINE ANTI-ICE SYSTEM an iner tial gine through the inlet screen.
vane system of separators is installed on
each engine to prevent ice, or other foreign
objects such as dust or gravel, from enter-
ing the engine inlet plenum or ice accumu-
lating on the engine inlet screen. A movable
vane and a bypass door are closed (retracted)
for normal flying conditions (Figure 10-10).
10 ICE AND RAIN
PROTECTION
Figure 10-9. Windshield Wipers

Figure 10-10. Inertial Separator in Retract Position
10 ICE AND RAIN
Figure 10-11. Inertial Separator in Extend Position

PROTECTION

ANTI-ICE CONTROLS main and standby actuators have different

circuitry but share the same torque tube drive
The ice vane and bypass doors are extended system.
or retracted simultaneously through a link-
age system connected to electric actuators. The vanes have only two positions; there
The actuators are energized through are no intermediate positions. The system
switches in the ICE PROTECTION g roup is monitored by L and R ENG ANTI-ICE
located on the pilot’s left subpanel (Figure (green) and L and R ENG ICE FAIL (yellow)
10-12). The ICE VANE switches extend the annunciators (Figure 10-13). Illumination
s ep arato rs in th e o n p o si ti o n an d retra ct of the L and R ENG ANTI-ICE annunciators
them in the OFF position, which is used for indicate that the system is actuated.
all normal flight operations.
Figure 10-13. Caution and Advisory

Annunciators
Illumination of the L or R ENG ICE FAIL an-

Figure 10-12. Anti-Ice Controls nunciator indicates that the system did not
operate to the desired position. Immediate
illumination of the L or R ENG ICE FAIL an-
The ice vanes should be extended whenever nunciator indicates loss of electrical power,
there is visible moisture at +5ºC. When the whereas delayed illumination indicates an
ice vanes are extended, the two green advi- inoperative actuator.
sory annunciators will illuminate, and be-
cause the airflow into the engine will be The yellow ENG ICE FAIL annunciator cir-
restricted, there will be a drop in torque and cuit compares the ANTI-ICE switch posi-
a slight increase in ITT. When the ice vanes tion to the microswitches checking ice vane
and bypass doors are retracted, the annun- open or closed. After a 35-second delay, the
ciators will extinguish, torque will be re- annunciator will illuminate if the switch po-
stored, and ITT will decrease. sition and microswitches do not ag ree. In
addition, if the power source for the actua-
The anti-ice vanes are controlled by switches tor system selected (MAIN or STANDBY)
located on the left subpanel. The LEFT and is removed, the ICE VANE FAIL light will
RIGHT ENGINE ANTI-ICE switches have illuminate immediately. In either event, the
positions labeled “ON” and “OFF,” while the STANDBY actuator should be selected.
ACTUATORS switch has positions labeled
“STANDBY” and “MAIN.”
10 ICE AND RAIN
PROTECTION
The actuators have dual motors to provide

a r e d u n d a n t s y s t e m . T h e AC T UATO R S
sw i t c h a l l ow s t h e s e l e c t i o n o f e i t h e r t h e
MAIN or STANDBY actuator motor. The

ENGINE AUTO IGNITION ENGINE AIR INLET LIP HEAT

SYSTEM The lip around each air inlet is heated by
The engine auto ignition system provides hot exhaust gases to prevent the for mation
automatic ignition to attempt a restart should o f i c e d u r i n g i n c l e m e n t we a t h e r ( Fi g u r e
a flame-out occur. Once armed, the system 10-15).
ensures ignition during takeoff, landing,
turbulence, and penetration of icing or pre-
cipitation conditions. Should ice or rain
cause an engine flameout, auto ignition will
automatically reignite the engine.
The switches used to arm the auto ignition EXHAUST GASES

system are located on the pilot’s left subpanel, FLOW DIRECTION
above the ice vane switches and just to the
left of the control column (Figure 10-14). The
system is activated by moving the switches
into the up or ARM position. Each switch
must be lifted over a lock-out barrier before
it can be moved into, or out of, the ARM po- ENGINE EXHAUST
STACK
sition. This lever-lock feature prevents in-
advertent movement to the OFF position.
PITOT COWLING
Figure 10-15. Engine Air Inlet Lip Heat
A scoop in the left engine exhaust stack de-

flects the hot exhaust gases downward into
the hollow lip tube that encircles the engine
air inlet. The gases are expelled through a
line into the right exhaust stack, where they
move out with the engine exhaust gases.
Figure 10-14. Engine Auto Ignition Heat will flow through the inlet whenever the
Switches engine is running.
If, for any reason, engine torque falls below

four hundred foot-pounds, electrical power
is provided to energize the engine igniters.
As this happens, the green IGNITION ON
annunciator on the panel will illuminate, in-
dicating that the ignition system is ener-
10 ICE AND RAIN
PROTECTION
gized. During ground operation, the system

should be turned off to prolong the life of
the igniter units.

PITOT MAST HEAT The pitot heat system should not be oper-
ated on the ground, except for testing or for
Two pitot masts located on the nose of the short intervals to remove snow or ice from
aircraft contain heating elements to protect the mast. Pitot heat should be turned on for
against ice accumulation (Figure 10-16). takeoff and can be left on in flight during
The pitot masts are electrically heated to icing conditions, or whenever icing condi-
ensure proper airspeed is indicated during tions are expected. If during flight at alti-
icing conditions. Pitot heat is controlled by tude there is a gradual reduction in airspeed
two circuit-breaker switches located on the indication, there may be pitot icing. If turn-
pilot’s right subpanel. The two switches placing on the pitot heat restores airspeed, leave
arded “PITOT,” one for the left mast and one the pitot heat on because icing conditions
for the right, are located next to the stall exist. With many pilots, it is standard prac-
warning anti-ice switch. They are two-po- tice to keep the pitot heat on during all flights
sition switches, with down being OFF and at higher altitudes to prevent pitot icing.
up being ON.
A failure is indicated by the illumination of

the L PITOT HEAT or R PITOT HEAT an-
nunciator in the warning/caution/advisory
annunciator panel. Illumination of these an-
nunciators indicates that pitot mast heat is
inoperative. The annunciators will also il-
luminate anytime the PITOT switches are in
the OFF position.
10 ICE AND RAIN
PROTECTION
Figure 10-16. Pitot Mast and Heat Controls

FUEL HEAT Ice formation in the fuel vent system is pre-

vented by electrically heated vents in each
There are several anti-ice systems to pro- wing. The fuel vent heat is operated by left
tect fuel flow through the fuel lines to the and right switches located in the ICE PRO-
engine (Figure 10-17). Without heat, mois- TECTION group on the pilot’s right subpanel.
ture in the fuel could freeze and diminish or These switches should be turned on when-
cut off the fuel flow to the engines in freez- ever ice is anticipated or encountered.
ing temperatures.
FUEL IN
HEAT EXCHANGER CORE
FUEL OUT
THERMAL
ELEMENT SPRING
OIL IN
VALVE SLEEVE
GUIDE
BYPASS CONDITION
OIL OUT
PNEUMATIC LINE - FUEL

10 ICE AND RAIN
CONTROL UNIT TO FUEL

PROTECTION
TOPPING GOVERNOR
Figure 10-17. Fuel System Anti-Ice

A portion of the fuel control unit ice pro- STALL WARNING ANTI-ICE
tection is provided by an oil-to-fuel heat ex-
changer, mounted on the engine’s accessory The stall war ning vane and plate (Figure
section. An engine oil line within the heat 1 0 - 1 8 ) i s p r ov i d e d w i t h h e a t t o e n s u r e
exchanger is located around the fuel line. against freeze-up during icing conditions.
Heat transfer occurs through conduction. The stall war ning plate is activated by a
This heat melts ice particles which may have two-position switch located just to the right
formed in the fuel. This operation is auto- of the surf ace deicer cycle switch on the
matic whenever the engines are r unning. pilot’s right subpanel. The down position is
Refer to the POH “Limitations” section for OFF, and the up position is ON. The vane
temperature limitations concerning the oil- is heated through the batter y switch, so it
to-fuel heat exchanger. is heated when the batter y switch is ON.
The pneumatic line, from the engine to the A safety switch on the left landing gear lim-
FCU and the pneumatic line from the FCU its the current flow to approximately 12 volts
to the fuel topping governor, is protected by to prevent the vane from overheating while
an electrically heated jacket. This heat is the airplane is on the ground. In flight, after
automatically applied when the condition the left strut extends, the full 28-volt cur-
levers move out of the fuel cutoff range. No rent is applied to the stall warning vane. The
other action is required. heating elements protect the lift transducer
vane and face plate from ice. A buildup of
ice on the wing may change or disrupt the
airflow and prevent the system from accu-
r a t e ly i n d i c a t i n g a n i m m i n e n t s t a l l .
Remember that the stall speed increases
whenever ice accumulates on any air plane.
10 ICE AND RAIN
PROTECTION
Figure 10-18. Stall Warning Vane and Heat Control

WING ICE LIGHTS PRECAUTIONS DURING ICING

Wing ice lights are provided to light the CONDITIONS
wing leading edges to determine ice There are some precautions which prevail
buildup in icing conditions. The wing lights during winter or icing conditions. An air-
are located on the outboard side of each plane needs special care and inspection be-
nacelle. The circuit-breaker switch is lo- fore operation in cold or potential icing
cated on the pilot’s right subpanel in the weather. In addition to the normal exterior
LIGHTS g roup above the ICE protection
inspection, special attention should be paid
g roup (Figure 10-19).
to areas where frost and ice may accumulate.
Pilots should be familiar with the potential

harm a harmless-looking, thin layer of frost
can cause. It is not the thickness of the frost
that matters; it is the texture. A slightly ir-
regular surface can substantially decrease
proper airflow over the wings and stabiliz-
ers. Never underestimate the damaging ef-
fects of frost. All frost should be removed
from the leading edges of the wings, sta-
bilons, stabilizers, and propellers before the
air plane is moved.
Control surfaces, hinges, the windshield,

pitot masts, fuel tank caps, and vents should
also be free of frost. Deicing fluid should
be used when needed.
Fuel drains should be tested for free flow.

Water in the fuel system has a tendency to
c o n d e n s e m o r e r e a d i ly d u r i n g w i n t e r
months, and if left unchecked, large amounts
of moisture may accumulate in the fuel tanks.
Moisture does not always settle at the bot-
tom of the tank. Occasionally a thin layer of
fuel gets trapped under a large mass of water,
which may deceive the tester. Make sure a
good-sized sample of fuel is taken.
Figure 10-19. Wing Anti-Ice Lights
It is also important to add only the cor rect
The wing ice lights should be used as re- amount of anti-icing additive to the fuel. A
quired in night flight to check for wing ice higher concentration of anti-icer does not
accumulation. The wing ice lights operate ensure lower fuel freezing temperatures and
at a high temperature and therefore should m ay h i n d e r t h e a i r p l a n e ’s p e r f o r m a n c e .
10 ICE AND RAIN
not be used for prolonged periods while the Consult the “Nor mal Procedures” section
PROTECTION
air plane is on the ground. All ice lights in- of the Pilot’s Operating Handbook to de-
stalled must be operational for flights into termine the cor rect blend.
known or forecast icing conditions at night.

The brakes and tire-to-ground contact should Only the surface deicers are tr ue deicers.
be checked for lockup. No anti-ice solution The rest are really anti-icers and should be
containing oil-based lubricant should be used to prevent the for mation of ice, not
used on the brakes. If tires are frozen to the melt ice already present. Accumulated ice
ground, use undiluted defrosting fluid or a on even the best-equipped air plane will de-
ground heater to melt ice around the tires, grade its performance and ruin at least the
then move the air plane as soon as the tires time and fuel calculations used for flight
are free. Heat applied to tires should not ex- planning. A minimum speed of 140 KIAS is
ceed 160°F or 71°C. necessary to prevent ice formation on the
underside of the wing, which cannot be ad-
Tiedowns for propellers should be installed equately deiced.
to ensure against damage to internal engine
components not lubricated when the engine Due to distortion of the wing airfoil, stalling
is not operating. Spinning propellers can airspeeds should be expected to increase as
also be a source of danger to crew, passen- ice accumulates on the airplane. For the same
gers, and ground support personnel. reason, stall warning devices are not accu-
Propeller blades held in their tiedown porate and should not be relied upon. Maintain
sition channel moisture down the blades, a comfortable margin of airspeed above the
past the propeller hub, and off the lower normal stall airspeed when ice is on the air-
blade more effectively than in other posi- plane. In order to prevent ice accumulation on
tions or when left spinning. During partic- unprotected surfaces of the wing, maintain a
ularly icy ground conditions, the propeller minimum of 140 knots during operations in
hubs should also be inspected for ice and sustained icing conditions. In the event of
snow accumulation. windshield icing, it may be necessary to re-
duce airspeed.
Pitot masts should always be covered while
the air plane is resting. Once the covers are While in flight, the engine ice vanes must be
removed, make sure both masts and drains extended and the appropriate annunciator
are free of ice or water. Faulty readings could lights monitored:
be obtained if they are clogged.
• Before visible moisture is encountered
at OAT +5ºC and below
During extended periods of taxiing or
g round holding, the autoignition system • At night when freedom from visible
should be turned off until right before take- moisture is not assured and the OAT
off. This will help to prolong the ser vice is +5ºC or below
life of the igniter units.
During flight in icing conditions, fuel vent
Snow, slush, or standing water on the run- heat, pitot heat, prop deice, windshield heat,
way degrade air plane performance whether and stall warning heat should all be ON.
landing or taking off. During takeoff, more
runway is needed to achieve necessary take-
off speed, while landing roll is longer be-
cause of reduced braking effectiveness.
10 ICE AND RAIN
PROTECTION

QUESTIONS
1. The wing and tail stabilizer leading 5. If the aircraft is flying through icing
edges are deiced by: conditions, what is the minimum speed
A. Pneumatically-inflated boots necessary to keep the bottom of the wing
leading edges ice-free?
B. Pneumatically-heated boots
C. Pneumatically-inflated and heated A. 100 knots
boots B. 120 knots
D. Pneumatically-inflated/electrically C. 140 knots
heated boots D. 160 knots
2. If wing and tail stabilizer boots were 6. The windshield temperature is regu-
inflated with only a thin coat of ice on lated and affected by:
them the: A. Cockpit ambient temperature
A. System works most eff iciently B. Outside ambient temperature
B. Ice only cracks and may not break C. H e a t s e n s o r s t h a t s e n s e g l a s s
loose temperature
C. Ice only begins to melt and then re- D. An accumulation of ice and snow
freeze
D. Cracking ice might rupture the boot
7. During icing conditions in flight, the
stall warning:
3. When the deice boots are cycled A. Is reliable as long as the stall warn-
automatically, the timer sequence is as ing vane heat is on.
follows:
B. Is unreliable unless the wing boots
A. Wings and horizontal stabilizer si- and warning vane heat boots are both
multaneously, 10 seconds on.
B. Inboard boots on wings, 6 seconds C. Is unreliable.
outboard and horizontal stabilizer, D. Indication speeds are increased au-
4 seconds tomatically to compensate for ice
C. Wings and tail, 6 seconds expanded, accumulation.
4 seconds contracted
D. Wing, 6 seconds; tail stabilizers, 4
seconds 8. The engine compressor inlet screen is
protected from ice particles by:
A. An electrically-heated structure of
4. If the boots are held inflated too long in-take vanes.
they:
B. An engine anti-ice vane system.
A. Can form the foundation for a new C. A pneumatically-heated intake man-
unremovable layer of ice ifold.
B. Can overheat and deform D. Hot exhaust gases blown across the
10 ICE AND RAIN
C. Can develop a puncture

PROTECTION
intake.
D. Add dangerous drag

9. Engine air intake lips are: 11. Just prior to brake release with the OAT
A. Heated by electrothermal boots. + 5 ° C ( 4 1 ° F ) o r l owe r a n d v i s i b l e
moisture encountered, what action must
B. Heated by exhaust gases when the
be taken?
engine is operating.
C. Heated by extracting bleed air when A. The inertial separator ice vanes must
the engine is operating. be extended immediately.
D. Not heated because of new nacelle B. The inertial separator ice vanes must
design. b e e x t e n d e d j u s t a f t e r l i f t o ff i s
achieved.
C. The inertial separator ice vanes must
10. The following statements are applica- be extended only after 500 feet is
ble to flight in icing conditions with reached.
one exception. Which is it? D. The inertial separate ice vane must
A. Increased fuel consumption occurs b e ex t e n d e d o n ly a f t e r m a x i m u m
B. R e d u c e d p r o p e l l e r e ff i c i e n c y engine takeoff power is achieved.
is likely
C. I n c r e a s e d s t a l l s p e e d s a r e t o b e 12. The deice boots must not be operated
expected when the OAT is below:
D. The engines can run a little cooler
A. –30°C (–22°F)
B. –40°C (–40°F)
C. –50°C (–58°F)
D. –55°C (–67 °F)
10 ICE AND RAIN
PROTECTION

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION................................................................................................................. 11-1
DESCRIPTION..................................................................................................................... 11-1
ENVIRONMENTAL SYSTEM............................................................................................ 11-3
UNPRESSURIZED VENTILATION................................................................................... 11-5
BLEED-AIR HEATING SYSTEM ...................................................................................... 11-6
ELECTRIC HEAT ................................................................................................................ 11-9
COOLING SYSTEM.......................................................................................................... 11-10
ENVIRONMENTAL CONTROLS .................................................................................... 11-11
Automatic Mode Control ............................................................................................ 11-12
Manual Mode Control................................................................................................. 11-13
Bleed-Air Control ....................................................................................................... 11-13
Vent Blower Control ................................................................................................... 11-14
QUESTIONS ...................................................................................................................... 11-15

11 AIR CONDITIONING
ILLUSTRATIONS
Figure Title Page
11-1 Environmental System Schematic ......................................................................... 11-2
11-2 Environmental Group Switches and Knobs .......................................................... 11-3
11-3 Air Control Knobs—Pilot Air ............................................................................... 11-4
11-4 Air Control Knobs—Defrost Air........................................................................... 11-4
11-5 Air Control Knobs—Cabin Air ............................................................................. 11-4
11-6 Air Control Knobs—Copilot Air........................................................................... 11-4
11-7 Ram-Air Scoop ...................................................................................................... 11-4
11-8 Glareshield “Eyeball” Outlets................................................................................ 11-5
11-9 Cabin Floor Outlets ............................................................................................... 11-5
11-10 Fresh Air Source (Unpressurized Mode)............................................................... 11-5
11-11 Cabin “Eyeball” Outlets......................................................................................... 11-5
11-12 Cockpit “Eyeball” Outlets ..................................................................................... 11-6
11-13 Ambient and Bleed Air Flow Forward of Firewalls.............................................. 11-6
11-14 Air Conditioning System Control Diagram .......................................................... 11-7
11-15 Mixing Plenum ...................................................................................................... 11-8
11-16 Electric Heater ....................................................................................................... 11-9
11-17 Grid Heating Elements .......................................................................................... 11-9
11-18 Elec Heat Switch ................................................................................................. 11-10
11-19 Cooling System Components in Nose ................................................................ 11-10
11-20 Receiver-Dryer Sight Gage ................................................................................. 11-11
11-21 Cabin Temp Mode Selector Switch..................................................................... 11-12
11-22 Cabin Temp Level Control .................................................................................. 11-12
11-23 Manual Temp Switch........................................................................................... 11-13
11-24 Bleed Air Valve Switches.................................................................................... 11-13
11-25 Vent Blower Switch ............................................................................................. 11-14

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
Passenger comfort and safety is of prime importance. The task is to teach participants
to operate the environmental systems effectively and within the system’s limitations.
DESCRIPTION
The Environmental System section of the system includes general description, prin-
training manual presents a description and ciple of operation, controls, and emer-
discussion of the air conditioning, bleed- gency procedures.
air heating, and fresh air systems. Each

11 AIR CONDITIONING
RECEIVER-DRYER
(IN WHEEL WELL)
COMPRESSOR
CONDENSER
PNEUMATIC AND MOTOR
THERMOSTAT ELECTRIC HEATER
EVAPORATOR
PRESSURE BULKHEAD
AIR PLENUM
MIXING
PRESSURIZATION PLENUM
PRESET SOLENOID PNEUMATIC
AMBIENT RAM-AIR CABIN-AIR THERMOSTAT
AIR SCOOP PULL ON
VENT COPILOT-AIR
BLOWER PULL ON AMBIENT-AIR
ENGINE
SHUTOFF
BLEED DEFROST-AIR
AMBIENT VALVE
AIR PULL ON
AIR
AMBIENT ENGINE
SHUTOFF PEDESTAL BLEED AIR
VALVE CEILING BLEED-AIR
OUTLET PRESSURE-
SHUTOFF
PRESSURIZATION
AMBIENT VALVE AMBIENT-AIR
CONTROLLER
MODULATING FIREWALL MUFFLER FIREWALL MODULATING
VALVE VALVE
BLLED-AIR
PRESSURE- AIR-TO-AIR
WHEEL
SHUTOFF HEAT EXCHANGER
WELL WHEEL
VALVE CHECK
WELL
VALVES
MAIN SPAR BLEED AIR CELING
BYPASS OUTLET
VALVE BLEED-AIR
LEFT
CEILING BYPASS
LANDING GEAR
OUTLETS VALVE
SAFETY SWITCH
FLOOR FLOOR
OUTLETS OUTLET
AIR-TO-AIR CEILING
HEAT EXCHANGER CEILING OUTLETS OUTLETS
AMBIENT-SHUTOFF
ELECTRONIC
TIME DELAY DRAIN VALVE AT LOW POINT
IN OUTFLOW VALVE LINE
OVERHEAD
DUCTS
AMBIENT-AIR UNPRESSURIZED
RECIRCULATED AIR PRESSURE
AIR CONDITIONER COOL AIR
SOLENOID SHUTOFF VALVE
BLEED AIR
HEATED AIR PRESSURE
BULKHEAD
PRESSURE VESSEL
SAFETY VALVE
OUTFLOW VALVE
Figure 11-1. Environmental System Schematic

11 AIR CONDITIONING
ENVIRONMENTAL The ENVIRONMENTAL control section on

the copilot’s left subpanel (Figure 11-2) pro-
SYSTEM vides for automatic or manual control of the
system. This section contains all the major
“Environmental System” refers to the de- controls of the environmental function:
vices which control the pressure vessel’s en- • Bleed-air valve switches
vironment. Along with insuring the
circulation of air, this system controls tem- • Vent blower control switch
perature by utilizing heating and cooling • Manual temperature switch for
devices as needed. control of the bypass valves in the air-
to-air heat exchangers
The environmental system consists of bleed-
air pressurization, heating and cooling sys- • Cabin-temperature-level control
tems and their associated controls. The • Cabin temperature mode selector
Beechcraft King Air series environmental switch for selecting automatic heating
system (Figure 11-1) uses turbine engine or cooling, manual heating or cooling
bleed air for cabin pressurization and cabin
heating. The air conditioning system, driven • Electric heat control switch
by the electrical system, provides cool air to
the air plane cabin.
Figure 11-2. Environmental Group Switches and Knobs

11 AIR CONDITIONING
Four additional manual controls (Figures

11-3 through 11-6) on the main instrument
subpanels may be utilized for partial regu-
lation of cockpit comfort when the cockpit
partition curtain is closed and the cabin com-
fort level is satisfactory. They are: pilot’s air,
defroster air, cabin air, and copilot’s air con-
trol knobs. The fully out position of all these
controls will provide the maximum heating
to the cockpit, and the fully in position will
provide minimum heating to the cockpit.
Figure 11-5. Air Control Knobs—Cabin Air
Figure 11-3. Air Control Knobs—Pilot Air
Figure 11-6. Air Control Knobs—Copilot Air
Figure 11-4. Air Control Knobs—Defrost Air
The pressurization, heating, and air condi-

tioning systems operate in conjunction with
each other or as separate systems to maintain
the desired cabin pressure altitude and cabin
air temperature. Occupied compartments are
pressurized, heated, or cooled through a com-
mon ducting arrangement. Ventilation can be
obtained on demand during nonpressurized
flight through a ram-air scoop on the left side Figure 11-7. Ram-Air Scoop
of the nose (Figure 11-7).

11 AIR CONDITIONING
UNPRESSURIZED
VENTILATION
AIR PLENUM ELECTRIC HEATER
Fresh-air ventilation is provided from two
RAM AIR
sources. One source, which is available dur- SCOOP PRESSURE BULKHEAD
ing both the pressurized and the unpressur- VENT MIXING
ized flight, is the bleed-air heating system. BLOWER PLENUM
This air mixes with recirculated cabin air
and enters the cockpit through glareshield
“eyeball” outlets (Figure 11-8) and the cabin COCKPIT
CEILING
through the floor registers (Figure 11-9). OUTLETS
The volume of air from the floor registers is
regulated by using the cabin air control knob
located on the copilot’s subpanel. TO CABIN
CEILING OUTLETS
Figure 11-10. Fresh Air Source

(Unpressurized Mode)
of the air plane. During pressurized opera-

tion, an electromagnet, in addition to cabin
pressure, forces the ram-air flapper door
closed. During unpressurized flight, ram air
enters the evaporator plenum through the
ram-air door when the electromagnet re-
leases. Recirculated cabin air forced into
the evaporator plenum by a blower, mixes
with ram air from outside, is ducted around
the electric heater and mixing plenum and
into the ceiling-outlet duct. Air ducted to
Figure 11-8. Glareshield “Eyeball” Outlets e a c h i n d iv i d u a l c a b i n ( Fi g u r e 1 1 - 1 1 ) o r
cockpit (Figure 11-12) ceiling eyeball out-
let can be directionally controlled by mov-
i n g t h e eye b a l l i n t h e s o c ke t . Vo l u m e i s
regulated by twisting the outlet to open or
close the outlet.
Figure 11-9. Cabin Floor Outlets
T h e s e c o n d s o u r c e o f f r e s h a i r, wh i c h i s
available during the unpressurized flight
only, is ambient air obtained from a ram-air
scoop (Figure 11-10) on the nose (left side) Figure 11-11. Cabin “Eyeball” Outlets

11 AIR CONDITIONING
Engine bleed air is ducted from the engine

to the flow control unit mounted on the f ire-
wall. The bleed air from either engine will
continue to provide adequate air for pres-
surization and heating, and for the deicer
system and instruments, should one engine
fail. The bleed air and ambient air from the
cowling intake are mixed together by the
flow control units, and are routed aft through
the f irewall along the inboard side of each
nacelle, and inboard to the center section
Figure 11-12. Cockpit “Eyeball” Outlets forward of the main spar.
When the left landing gear safety switch is

BLEED-AIR HEATING in the on-the-ground position, the ambient
air valve (Figure 11-13) in each flow con-
SYSTEM trol unit is closed. Consequently, only bleed
air is delivered to the environmental bleed-
Air pressure for cabin pressurization, heat- air duct when the air plane is on the ground.
ing the cabin and cockpit, and for operating The exclusion of ambient air allows faster
the instruments, rudder boost, and surface cabin warmup during cold weather opera-
deice is obtained by bleeding air from the tion. In flight, the ambient air valve is open
compressor stage (P 3 ) of each engine. When when temperature is above 30°F, and ambi-
air is compressed, its temperature increases. ent air is mixed with the engine bleed air in
Therefore, the bleed air extracted from the the flow control unit. During warm weather
compressor section of each engine for pres-
ground operation, the engine bleed air into
surization pur poses is hot. This heat is uti-
lized to warm the cabin. t h e c a b i n c a n b e s h u t o ff by p l a c i n g t h e
PNEUMATIC ENGINE BLEED AIR

THERMOSTAT
ENGINE PNEUMATIC
BLEED THERMOSTAT AMBIENT
AIR AIR
SHUTOFF
AMBIENT ENVIRONMENTAL VALVE
AIR BLEED AIR FLOW
SHUTOFF CONTROL UNIT
VALVE AMBIENT
AMBIENT AIR
AIR
BLEED AIR PRESSURE

FIREWALL SHUTOFF VALVE FIREWALL
AMBIENT AIR AMBIENT AIR

MODULATING VALVE
MODULATING VALVE LEGEND
AMBIENT AIR
BLEED AIR
Figure 11-13. Ambient and Bleed Air Flow Forward of Firewalls

11 AIR CONDITIONING
bleed-air valve switches on the copilot’s sub- control bypass valve is determined by po-
panel to the CLOSED position. Closing the sitioning of the controls in the ENVIRON-
bleed-air valves prevents war m bleed air MENTAL group on the copilot’s subpanel.
from entering the cabin area, maximizing An air intake on the leading edge of the in-
the air conditioner operation. board wing brings ram air into the heat ex-
changer to cool the bleed air.
The heat in the air may either be retained
for cabin heating or dissipated for cooling Depending upon the position of the cabin
pur poses as the air passes through the cen- temperature control bypass valves, a greater
ter section to the fuselage. If the environ- or lesser volume of the bleed-air mixture
mental bleed-air mixture is too war m for will be routed through or around the heat
cabin comfort, the cabin temperature con- exchanger. The temperature of the air flow-
trol bypass valve (Figure 11-14) routes some ing through the heat exchanger is lowered as
or all of it through the air-to-air heat ex- heat is transfer red to cooling f ins, which
changer in the wing center section. The po- are in turn cooled by ram air-flow through
sition of the damper in the cabin temperature the f ins of the heat exchanger. After leav-
MANUAL
TEMP
INCR-DECR LH BYPASS TO CABIN
SWITCH VALVE MOTOR
AIR-TO-AIR
HEAT HEAT
EXCHANGER
MANUAL
HEAT OR
C
COOL
O
O
L
30 SECONDS
MODE
SELECTOR AUTO TEMP
SWITCH CONTROLLER
T
EA
TO CABIN
AIR-TO-AIR
H
AUTO COOL HEAT

EXCHANGER
RH BYPASS
VALVE MOTOR
MANUAL
COOL
1. CABIN TEMP
SENSOR
2. CABIN TEMP
SELECTOR
RHEOSTAT
AIR CONDITIONER
Figure 11-14. Air Conditioning System Control Diagram

11 AIR CONDITIONING
ing the heat exchanger, the ram air is ducted

overboard through louvers on the underside
of the wing.
The bleed air leaving both (left and right)

cabin temperature control bypass valves is
then ducted into a single muffler under the
right floorboard forward of the main spar,
which insures quiet operation of the envi-
ronmental bleed-air system. The air mixture
is then ducted from the muffler into the mix-
ing plenum under the copilot’s floorboard. MIXING
PLENUM
A partition divides the mixing plenum into
t wo s e c t i o n s . O n e s e c t i o n s u p p l i e s t h e
floor-ou tlet duct, an d th e other sup plies
the ceilin g outlet du ct. Both sectio ns re-
ceive recirculated cab in air fro m th e vent
bl owe r. T h e a i r p a s s e s t h r o u g h t h e f o r - Figure 11-15. Mixing Plenum
ward evaporator, so it will be cooled if the
air cond itioner is operating. Even in the trol column. The DEFROST AIR control
eve n t t h e ve n t bl owe r b e c o m e s i n o p e r a - knob (see Figure 11-4) is on the pilot’s right
tive, some air will still be circulated, d ue subpanel, just inboard of the control col-
to the duct design in the discharge side of umn. This knob controls a valve at the for-
the mixin g plen um. wa r d s i d e o f t h e p i l o t / c o p i l o t h e a t d u c t
which admits air to two ducts that deliver
The environmental bleed-air duct is routed the warm air to the defroster, just below the
into the floor-duct section of the mixing windshields in the top of the glareshield.
plenum, then cur ves back to discharge the An air plenum built into the glareshield
environmental bleed air toward the aft end feeds air to “eyeball” outlets on the left and
of the floor duct section of the mixing right sides. Defrost air is the air source for
plenum. Forward of the discharge end of the pilot and copilot glareshield “eyeball”
the environmental bleed-air duct (Figure outlets; thus, the use of the DEFROST AIR
11-15), war m air is tapped off and ducted control knob also controls air to these eye-
up through the top of the mixing plenum ball outlets.
and is delivered to the pilot/copilot heat
duct, which is below the instr ument panel. The remainder of the air in the environmen-
An outlet at each end of this duct is pro- tal bleed-air duct is discharged into the floor-
vided to deliver war m air to the pilot and outlet duct section of the mixing plenum and
copilot. A mechanically controlled damper mixed with recirculated cabin air. This air
in each outlet per mits the volume of air- mixture passes through the cabin air control
flow to be regulated. The pilot’s damper is valve. This valve is controlled by the CABIN
controlled by the PILOT AIR (see Figure AIR control knob (see Figure 11-5) on the
11-3) knob, on the pilot’s left subpanel, just copilot’s subpanel, just below and inboard
outboard of the control column. The copi- of the control column. When this knob is
lot’s damper is controlled by the COPILOT p u l l e d o u t t o t h e s t o p , o n ly a m i n i m u m
AIR (see Figure 11-6) knob, on the copilot’s amount of air will be permitted to pass
right subpanel, just outboard of the con- through the valve, thereby increasing the

11 AIR CONDITIONING
amount of air available to the pilot and copi-

lot outlets, and to the defroster. When this
knob is pushed fully in, the valve is open and
the air in the duct will be directed to the floor-
outlet registers in the cabin.
ELECTRIC HEAT
Additional heating is available from an elec-
trical heater (Figure 11-16) containing eight
heating elements rated at 1,000 watts each.
The eight electrical heating elements (Figure
11-17) are divided into two sets with four
elements in each set. One set provides heat
for NORMAL HEAT operation and both sets
combine for GROUND MAX HEAT opera-
tion. The maximum output is available dur-
ing ground operation and only four elements
are available during flight. The air plane
electrical system is protected against an
overload by a lockout circuit that prevents
use of the electrical heater during operation
of the propeller deicers or windshield heat. Figure 11-17. Grid Heating Elements
LEGEND
HEATED AIR
BLEED AIR
AMBIENT AIR
UNPRESSURIZED
ELECTRIC HEATER
AIR PLENUM
RAM AIR SCOOP PRESSURE BULKHEAD

VENT BLOWER
(RECIRCULATING AIR) MIXING
PLENUM
DEFROST AIR CABIN AIR
PULL ON PULL ON
PILOT AIR
COPILOT AIR
PULL ON
PULL ON
Figure 11-16. Electric Heater

11 AIR CONDITIONING
The ELEC HEAT switch (Figure 11-18), in • Condenser blower

the ENVIRONMENTAL group in the copi- • Evaporator
lot’s sub-panel, has three positions: GND
MAX–NORM–OFF. This switch is solenoid- • Receiver-dryer
held in GND MAX position on the ground • Expansion valve
and drops to NORM position when the land-
ing gear safety switch is opened at lift-off. • Cabin heat control valve
It provides maximum electric heat for ini-
tial warmup of the cabin. If use of all elec- It is routed (Figure 11-19) to the condenser
trical heating elements is not desired for coil, receiver-dryer, expansion valve, cabin
initial warmup, as in the GND MAX posi- heat control valve, and evaporator, which
tion, the switch may be placed in the NORM are all in the nose of the air plane. The rated
position, using only four elements. In the output of the standard installation in the
NORM position the four heating elements fuselage nose is 16,000 BTU.
automatically supplement bleed-air heating,
in conjunction with the cabin ther mostat.
The OFF position turns off all electric heat, COMPRESSOR
leaving only bleed air to supply cabin heat. AND MOTOR
RECEIVER-DRYER
(IN WHEEL WELL)
CONDENSER
EVAPORATOR
SIGHT GAGE
AIR PLENUM PRESSURE

BULKHEAD
MIXING
VENT BLOWER PLENUM
Figure 11-19. Cooling System

Components in Nose
Figure 11-18. Elec Heat Switch
The evaporator utilizes a solenoid-operated,
hot-gas-cabin heat control valve to prevent
icing. A 33°F thermal switch on the evapo-
COOLING SYSTEM rator controls the valve solenoid.
Cabin cooling is provided by a refrigerant- The vent blower blows recirculated cabin air
gas vapor-cycle refrigeration system con- t h r o u g h t h e eva p o r a t o r, i n t o t h e m i x i n g
sisting of: plenum, and into both the floor-outlet and
ceiling outlet ducts. If the cooling mode is
• Belt-driven compressor, installed in operating, refrigerant will be circulating
the nose through the evaporator and the air leaving it
will be cool. All the air entering the ceiling-
• Condenser coil outlet duct will be cool. This air is discharged

11 AIR CONDITIONING
through “eyeball” outlet nozzles in the cock-

pit and cabin. Each nozzle is movable, so
ENVIRONMENTAL
that the airstream can be directed as desired. CONTROLS
When the nozzle is twisted, a damper opens
or closes to regulate airflow volume. The ENVIRONMENTAL control section on
the copilot’s subpanel (see Figure 11-2) pro-
Cool air will enter the floor-outlet duct, but vides for automatic or manual control of the
in order to provide cabin pressurization, system. This section contains all the major
warm environmental bleed air will also enter controls of the environmental function:
the floor-outlet duct anytime either BLEED
AIR valve is OPEN. Therefore, pressurized • Bleed-air valve switches
air discharged from the floor registers will • Vent blower control switch
always be war mer than that discharged at • Manual temperature switch for con-
the ceiling outlets, no matter what temper- trol of the bypass valves in the air-to-
ature mode is in use. air heat exchangers
A condenser blower in the nose section draws • Cabin-temperature-level control
ambient air through the condenser when the • Cabin temperature mode selector
air conditioner is operating. The receiver- switch, for selecting automatic heat-
dryer and sight gage (Figure 11-20) are in ing or cooling, manual heating or cool-
the upper portion of the nose wheel well. ing, or off
• Electric heat control switch
Four additional manual controls on the main

instr ument subpanels may be utilized for
partial regulation of cockpit comfort when
RECEIVER DRYER the cockpit partition curtain is closed and
SIGHT GAGE the cabin comfort level is satisfactory. They
are: pilot’s air, defroster air, cabin air, and
copilot’s air control knobs. The fully out po-
sition of all these controls will provide the
maximum heating to the cockpit, and the
fully in position will provide maximum heat-
ing to the cabin.
For war m flights, such as shor t, low-alti-

tude flights in summer, all the cabin floor
registers and ceiling outlets should be fully
open for maximum cooling. For cold flights,
such as high-altitude flights, night flights,
a n d f l i g h t s i n c o l d we a t h e r, t h e c e i l i n g
Figure 11-20. Receiver-Dryer Sight Gage outlets should all be closed and the floor
outlets fully open for maximum heating in
the cabin.

11 AIR CONDITIONING
AUTOMATIC MODE CONTROL ing. When the left bypass valve is moved ap-
proximately 30° toward the heat position the
When the CABIN TEMP MODE selector air-conditioning system will turn off pre-
switch (Figure 11-21) on the copilot’s sub- venting unnecessar y recycling of the air-
panel is in the AUTO position, the heating conditioning system.
and air conditioning systems operate auto-
matically. The systems are connected to a The CABIN TEMP–INCR (Figure 11-22)
control box by means of a balanced bridge control provides regulation of the tempera-
circuit. If a warmer cabin temperature has ture level in the automatic mode. A temper-
been selected, the automatic temperature ature-sensing unit in the cabin, in
control modulates the cabin heat control conjunction with the control setting, initiates
valves one at a time to allow heated air to a heat or cool command to the temperature
bypass the air-to-air heat exchangers in the controller, requesting the desired pressure-
wing center sections. This warm bleed air vessel environment.
is then brought into the cabin where it is
mixed with recirculated cabin air in the floor
ducting under the copilot floor area. The
automatic temperature control system will
then modulate the bypass valves to main-
tain the proper temperature of the incoming
bleed air.
Figure 11-22. Cabin Temp Level Control
Figure 11-21. Cabin Temp Mode

Selector Switch
When the automatic control drives the en-
vironmental system from a heating mode to
a cooling mode, the bypass valves move to-
wa r d t h e c o o l p o s i t i o n ( bl e e d a i r p a s s e s
through the air-to-air heat exchanger). When
the left valve reaches the full cold position,
the air-conditioning system will begin cool-

11 AIR CONDITIONING
MANUAL MODE CONTROL When the CABIN TEMP MODE selector is

in the MAN COOL position, the air-condi-
When the CABIN TEMP MODE selector is tioning system will operate continuously,
in the MAN HEAT or MAN COOL position, until the system is turned off, or until the
regulation of the cabin temperature is ac- evaporator reaches 50°F when the thermal
complished manually by momentarily hold- sensor turns the air conditioning off.
i n g t h e M A N UA L T E M P sw i t c h ( Fi g u r e
11-23) to either the INCR or DECR position
as desired. When released, this switch will BLEED-AIR CONTROL
retur n to the center (no change) position. Bleed air entering the cabin is controlled by
Moving this switch to the INCR or DECR the two switches (Figure 11-24) placarded
position results in modulation of the bypass B L E E D A I R VA LV E S – O P E N – C L O S E D.
valves in the bleed-air lines. Allow approx- When the switch is in the OPEN position,
imately 30 seconds per valve (one minute the environmental flow control units are
total time) for the valves to move to the full open. When the switch is in the CLOSED po-
heat or full cold position. Only one valve sition, the environmental flow control unit
moves at a time. Movement of these valves i s c l o s e d . Fo r m a x i m u m c o o l i n g o n t h e
varies the amount of bleed air routed through ground, turn the bleed-air valve switches to
the air-to-air heat exchanger. Consequently, the CLOSED position.
the temperature of the incoming bleed air
will vary. This bleed air mixes with recir-
culated cabin air (which will be air condi-
tioned if the refrigeration system is
operating) in the mixing plenum, and is then
ducted to the floor registers. As a result, the
cabin temperature will vary according to the
position of the bypass valves, whether or not
the air conditioner is operating.
Figure 11-23. Manual Temp Switch Figure 11-24. Bleed Air Valve Switches

11 AIR CONDITIONING
VENT BLOWER CONTROL

The forward vent blower is controlled by a
sw i t c h i n t h e E N V I RO N M E N TA L g r o u p
(Figure 11-25) placarded VENT BLOWER
HIGH–LO–AUTO. When this switch is in
the AUTO position, the vent blower will op-
e r a t e a t l ow s p e e d i f t h e C A B I N T E M P
MODE selector switch is in any position
other than OFF (i.e., MANual COOL,
MANual HEAT, or AUTOmatic), with one
exception. The vent blower will operate in
high if GND MAX HEAT is selected.
When the VENT BLOWER switch is in the

AU TO p o s i t i o n a n d t h e C A B I N T E M P
MODE selector switch is in the OFF posi-
tion, the blower will not operate. Anytime
the VENT BLOWER switch is in the LO po-
sition, the vent blower will operate at low
speed, even if the CABIN TEMP MODE se-
lector switch is OFF. Anytime the VENT
BLOWER switch is in the HIGH position,
the vent blower will operate at high speed,
r ega r d l e s s o f t h e p o s i t i o n o f t h e C A B I N
TEMP MODE selector switch (i.e., MAN
COOL, MAN HEAT, OFF, or AUTO).
Figure 11-25. Vent Blower Switch

11 AIR CONDITIONING
QUESTIONS
1. How is the airstream adjusted on the 5. What adjustment is made if the
“eyeball” outlets? cockpit temperature is too hot when the
A. By twisting the nozzle plane is being heated?
B. By pushing in the nozzle A. PILOT AIR, COPILOT AIR, DE-
C. By moving a sliding lever FROST AIR, and CABIN AIR knobs
fully pushed in or as required
D. B y p o s i t i o n i n g V E N T B L OW E R
switch to LO B. P I L OT A I R , C O P I L OT A I R ,
a n d D E F RO S T A I R k n o b s f u l ly
pulled out
2. What control is adjusted if the bleed- C. Cockpit overhead “eyeball” outlets
air mixture is too warm for the crew? closed
A. CREW AIR knob D. CABIN AIR knob pushed in at small
B. CABIN AIR knob increments
C. VENT BLOWER switch
D. PILOT AIR or COPILOT AIR knob 6. When the CABIN TEMP MODE selec-
tor switch is in the MAN COOL posi-
t i o n , h ow i s t h e c a b i n t e m p e r a t u r e
3. T h e a i r vo l u m e p a s s i n g t h r o u g h t h e lowered?
floor registers is controlled by:
A. M o m e n t a r i ly d e p r e s s i n g t h e
A. Sliding handle MANUAL TEMP switch to INCR
B. CABIN AIR knob B. M o m e n t a r i ly d e p r e s s i n g t h e
C. Adjusting the engine N 1 speed MANUAL TEMP switch to DECR
D. Radiant heat switch C. Tu r n i n g t h e C A B I N T E M P l ev e l
control to DECR
4. What is the source of fresh air during D. Tu r n i n g t h e C A B I N T E M P l ev e l
unpressurized flight with the PRESS control to INCR
switch in the DUMP position?
A. Ram air through a fresh air scoop 7. How does the pilot ensure that the air-
B. Bleed-air heating system to-air heat exchanger valves are closed?
C. Refrigerant air, ram air A. Turn the CABIN TEMP selector all
D. Refrigerant air, bleed-air heating the way clockwise
system B. M o m e n t a r i ly p l a c e t h e C A B I N
TEMP MODE switch to MAN
COOL
C. Select MAN COOL, then hold the
M A N UA L T E M P s w i t c h i n t h e
DECR position for one minute
D. Hold the MANUAL TEMP switch in
the INCR position for one minute

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
12 PRESSURIZATION
INTRODUCTION................................................................................................................. 12-1
DESCRIPTION..................................................................................................................... 12-1
PRESSURIZATION SYSTEM............................................................................................. 12-3
AIR DELIVERY SYSTEM .................................................................................................. 12-4
CABIN PRESSURE CONTROL ......................................................................................... 12-8
PREFLIGHT CHECK ........................................................................................................ 12-10
IN FLIGHT......................................................................................................................... 12-10
DESCENT .......................................................................................................................... 12-10
FLOW CONTROL UNIT................................................................................................... 12-11
QUESTIONS ...................................................................................................................... 12-13

ILLUSTRATIONS
Figure Title Page
12-1 Pressurization and Air Conditioning Distribution System.................................... 12-2
12-2 Cabin Altitude for Various Airplane Altitudes Graph .......................................... 12-3
12-3 Bleed Air Valves Switches .................................................................................... 12-4
12 PRESSURIZATION
12-4 Cabin Air Outflow Valve....................................................................................... 12-5
12-5 Cabin Air Safety Valve.......................................................................................... 12-5
12-6 Pressurization Controls Schematic ........................................................................ 12-6
12-7 Bleed Air Control (Pressurization and Pneumatics) ............................................. 12-7
12-8 Pressurization Controller ....................................................................................... 12-8
12-9 Cabin Altimeter ..................................................................................................... 12-8
12-10 Cabin Climb Indicator ........................................................................................... 12-9
12-11 Cabin Pressure Switch........................................................................................... 12-9
12-12 Environmental System Circuit Breakers ............................................................... 12-9
12-13 Pressurization Controller Setting for Landing .................................................... 12-10
12-14 Flow Control Unit ............................................................................................... 12-11

CHAPTER 12
PRESSURIZATION
12 PRESSURIZATION
INTRODUCTION
Pressurization is desirable in an air plane because it allows the altitude of the cabin
to be lower than the altitude of the air plane, thus decreasing or eliminating the need
for supplementary oxygen. In this section, the pilot learns how the system operates,
is controlled, and how to handle malfunctions of the system.
DESCRIPTION
The Pressurization System section of th e surization system controls are discussed.
training manual presents a descriptio n of Where necessar y, referen ces are made to
the pressurization system. The function t h e e nv i r o n m e n t a l s y s t e m a s i t a f f e c t s
of variou s major compo n ents, th eir p hy s- pressurization .
ical location , and op eration of the p res-

12 PRESSURIZATION
Figure 12-1. Pressurization and Air Conditioning Distribution System

PRESSURIZATION As the cabin altitude char t shows (Figure

12-2), whenever cabin altitude and airplane
SYSTEM altitude are the same, no pressure differ-
ential exists. Whenever cabin pressure is
The pressurization system (Figure 12-1) is the greater of the two, pressure differential
designed to provide a cabin environment with is a positive number. If cabin pressure is
suff icient oxygen for normal breathing, re- less than that of the outside ambient air,
gardless of the airplane altitude, up to its de- pressure differential is a negative number.
sign ceiling. As the airplane altitude increases, Maximum differential is def ined as a mea-
12 PRESSURIZATION
the outside ambient air pressure decreases sure of the highest positive differential pres-
until, at approximately 12,500 feet, it cannot sure the air plane str ucture can safely
support normal respiration. The pressuriza- withstand for an extended period of time.
tion system maintains a proportionally lower
inside cabin altitude. The pressure differen- T h e K i n g A i r C 9 0 G Ti a n d C 9 0 G T x ,
tial between the inside cabin pressure and the equipped with PT6A-135A engines main-
outside ambient air pressure is measured in tain a 5.0 ±0.1 psi differential and provides
pounds per square inch. a cabin pressure altitude of approximately
6,000 feet at an air plane altitude of 20,000
EXAMPLE:
AIRPLANE ALTITUDE . . . . . . . . . . . . . . . . 20,000 FT

CABIN DIFFERENTIAL PRESSURE . . . . . 4.0 PSI
CABIN ALTITUDE . . . . . . . . . . . . . . . . . . . . 8500 FT
CABIN DIFFERENTIAL PRESSURE ~ PSI

35,000
30,000
25,000
AIRPLANE ALTITUDE – FEET
20,000
15,000
10,000
ALTITUDE WARNING
5000
0
0 5000 10,000 15,000 20,000 25,000 30,000 35,000
CABIN ALTITUDE – FEET
Figure 12-2. Cabin Altitude for Various Airplane Altitudes Graph

feet; and 12,000 feet at 30,000 feet.

Although the King Air’s pressure vessel is
designed to withstand a maximum differ-
ential greater than 5.0 psi, the airplane struc-
ture is not designed to withstand a negative
differential.
The pressurization and environmental sys-

tems (Figure 12-1) operate in conjunction
12 PRESSURIZATION
with each other or as separate systems to main-

tain the desired cabin pressure altitude and
cabin air temperature. Occupied compart-
m e n t s a r e p r e s s u r i z e d, h e a t e d, o r c o o l e d
through a common ducting arrangement.
“Pressure vessel” means that portion of the

aircraft designed to withstand the pressure
differential. In the King Air, the pressure
vessel extends from a forward pressure bulk-
head, between the cockpit and nose section
to a rear pressure bulkhead, just aft of the
cabin baggage compartment, with exterior
skins making up the outer seal. Windows are
round for maximum strength. All cables,
wire bundles, and plumbing passing through
Figure 12-3. Bleed Air Valves Switches
the pressure vessel boundaries are sealed to
reduce leaks.
package. Electricity is required to keep the
flow control solenoid open. If there were a
complete electrical f ailure, the solenoid
AIR DELIVERY SYSTEM would fail to the closed position. No more
bleed air would enter the pressure vessel and
Bleed air from the compressor section of the cabin pressure would leak out.
each engine is utilized to pressurize the pres-
sure vessel. A flow control unit in the na- The air entering the airplane flows through
celle of each engine controls the flow of the the environmental bleed air duct (see Figure
bleed air and mixes ambient air with it to 12-1). The air from the environmental bleed
provide an air mixture suitable for the pres- air duct is mixed with recirculated cabin air
surization function. The mixture flows to the (which may or may not be air conditioned) in
environmental bleed air shutoff valve, which the mixing plenum, ducted upward into the
is a normally closed solenoid. This solenoid crew heat duct, then routed into the floor out-
is controlled by a switch placarded BLEED let duct. This pressurized air is then intro-
AIR VA LV E S – L E F T (or) RIGHT duced into the cabin through the floor
OPEN–CLOSED in the ENVIRONMENTAL registers. This air may be recirculated through
controls group (Figure 12-3) on the copilot’s the air conditioning system. Finally the air
left subpanel. When this switch is in the flows out of the pressure vessel through the
CLOSED position, the solenoid is closed and outflow valve (Figure 12-4), located on the
no bleed air can enter the flow control unit aft pressure bulkhead. A silencer on the out-
or the cabin. When the BLEED AIR VALVE flow and safety/dump valves (Figure 12-5)
switch is in the OPEN position, the solenoid ensures quiet operation.
is electrically held open and the air mixture
flows through the valve to the flow control

PLUG
MAXIMUM
DIFFERENTIAL
DIAPHRAGM
12 PRESSURIZATION
SILENCER
SCHRADER
TYPE
VALVE
NEGATIVE
CONTROLLER RELIEF
CONNECTION DIAPHRAGM
REAR
UPPER PRESSURE
DIAPHRAGM BULKHEAD
LEGEND
CABIN AIR
VACUUM SOURCE
STATIC AIR
CONTROL PRESSURE
Figure 12-4. Cabin Air Outflow Valve
CABIN AIR
MAXIMUM
DIFFERENTIAL
DIAPHRAGM
SILENCER
SCHRADER
TYPE
VALVE
(DUMP NEGATIVE
SOLENOID) RELIEF
DIAPHRAGM
REAR
UPPER PRESSURE
DIAPHRAGM BULKHEAD
LEGEND
CABIN AIR
VACUUM SOURCE
STATIC AIR
CONTROL PRESSURE
Figure 12-5. Cabin Air Safety Valve

The mixture from both flow control units is • Allow depressurization of the pres-
delivered to the pressure vessel at a rate of sure vessel whenever the cabin pres-
approximately 14 pounds per minute, de- sure switch is moved into the DUMP
pending upon ambient temperature and pres- position
sure altitude. Pressure within the cabin and • Keep the pressure vessel unpressur-
the rate of cabin pressure changes are reg- ized while the air plane is on the
ulated by pneumatic modulation of the out- g r o u n d, w i t h t h e l e f t l a n d i n g g e a r
flow valve (Figure 12-6), which controls the safety switch compressed
rate at which air can escape from the pres-
12 PRESSURIZATION
sure vessel. A negative-pressure relief function is also

incor porated into both the outflow and the
A vacuum-operated safety valve is mounted safety valves. This prevents outside atmo-
adjacent to the outflow valve on the aft pres- spheric pressure from exceeding cabin pres-
sure bulkhead. It is intended to serve three s u r e by m o r e t h a n 0 . l p s i d u r i n g r a p i d
functions: descents, even if bleed-air inflow ceases.
• Provide pressure relief in the event of
m a l f u n c t i o n o f t h e n o r m a l o u t f l ow
valve
LEGEND
STATIC
CABIN AIR
VACUUM SOURCE
STATIC AIR OVERFLOW
CONTROL PRESSURE PLUG VALVE
MOISTURE
HP BLEED AIR
ACCUMULATION
FLOW CONTROL DRAIN
PRESSURE
CABIN PRESET
SOLENOID
N.O. STATIC
FILTER
SAFETY
VALVE
DUMP SOLENOID
N.C.
RESTRICTOR
VACUUM
RATE ALTITUDE SOURCE
FROM
PNEUMATIC L.G.
MANIFOLD SAFETY
SWITCH
CABIN
PRESS CONTROL SWITCH
CABIN PRESSURES
Figure 12-6. Pressurization Controls Schematic

When the BLEED AIR VALVE switches on livered into the pressure vessel. At lift-off,
the copilot’s left subpanel are OPEN (up), the safety valve closes and the ambient air
the air mixture from the flow control units shutoff solenoid valve in the left flow con-
enters the pressure vessel. While the air- trol unit opens; approximately 6 seconds
plane is on the g round, a left landing gear later, the solenoid in the right flow control
safety switch-actuated solenoid valve unit opens. Consequently, by increasing the
( Fi g u r e 1 2 - 7 ) i n e a c h f l ow c o n t r o l u n i t volume of airflow into the pressure vessel
k e e p s t h e a m b i e n t a i r m o d u l a t i n g va l ve in stages, excessive pressure bumps dur-
closed, allowing only bleed air to be de- ing takeoff are avoided.
12 PRESSURIZATION
PRESSURE
CONTROL RAM AIR
SWITCH LH GEAR DOOR
CABIN AIR TEMP SAFETY SOLENOID
TEST SWITCH UP
5A
DN CABIN
PRESET
PRESS. SOLENOID
(N.O.)
DUMP
CABIN
PRESSURE
SAFETY
VALVE
(N.C.)
DUMP POSITION
DOOR SEAL
SOLENOID
(N.O.)
PRESS. POSITION
TIME
DELAY
PCB
RH FLOW
TEST POSITION CONTROL
PACKAGE
AMBIENT AIR
SHUTOFF VALVE
CABIN AIR TEMP UP
5A DN LH FLOW
CONTROL
LH GEAR PACKAGE
SAFETY AMBIENT AIR
SWITCH SHUTOFF VALVE
Figure 12-7. Bleed Air Control (Pressurization and Pneumatics)

CABIN PRESSURE Cabin altitude is obtained by setting the

controller to the desired cruising altitude,
CONTROL and observing the cabin altitude on the
scale. The maximum cabin altitude selected
A n a d j u s t a bl e c a b i n p r e s s u r i z a t i o n c o n - may be anywhere from –1,000 to +10,000
troller (Figure 12-8) is mounted in the feet MSL. The rate control selector knob is
pedestal. It commands modulation of the placarded RATE–MIN–MAX. The rate at
outflow valve. A dual-scale indicator dial which the cabin pressure altitude changes
is mounted in the center of the pressuriza- from the cur rent value to the selected value
12 PRESSURIZATION
t i o n c o n t r o l l e r. T h e o u t e r s c a l e ( C A B I N is controlled by rotating the rate control se-

ALT) indicates the cabin pressure altitude lector knob. The rate of change selected
which the pressurization controller is set to may be from approximately 200 to approx-
maintain. The inner scale (ACFT ALT) in- imately 2,000 feet per minute. Normal set-
dicates the maximum ambient pressure al- ting on the rate knob will be from 9 o’clock
titude at which the air plane can fly without to 12 o’clock.
causing the cabin pressure altitude to climb
above the value selected on the outer scale The actual cabin pressure altitude (outer
(CABIN ALT) of the dial. The indicated scale) and cabin differential (inner scale) is
value on each scale is read opposite the index continuously indicated by the cabin altimeter
mark at the forward (top) position of the (Figure 12-9), which is mounted in the right
dial. Both scales rotate together when the side of the panel that is located above the
cabin altitude selector knob, placarded pedestal. Immediately to the left of the cabin
CABIN ALT is turned. altimeter is the cabin vertical speed (CABIN
Figure 12-8. Pressurization Controller Figure 12-9. Cabin Altimeter

CLIMB) indicator (Figure 12-10), which locked) position, the safety valve is held
continuously indicates the rate at which the open, so that the cabin will depressurize
cabin pressure altitude is changing. and/or remain unpressurized. When it is in
the PRESS (center) position, the safety
valve is normally closed in flight, and the
outflow valve is controlled by the pressur-
i z a t i o n c o n t r o l l e r, s o t h a t t h e c a b i n w i l l
pressurize. When the switch is held in the
spring-loaded TEST (aft) position, the
12 PRESSURIZATION
safety valve is held closed, bypassing the
landing gear safety switch, to facilitate test-
ing of the pressurization system on the
g r o u n d . C i r c u i t b r e a ke r s f o r t h e s y s t e m
(Figure 12-12) are on the copilot’s side panel
under the heading ENVIRONMENTAL.
Figure 12-10. Cabin Climb Indicator
The cabin pressure switch (Figure 12-11),

to the left of the pressurization controller
on the pedestal, is placarded CABIN
PRESS–DUMP–PRESS–TEST. When this
switch is in the DUMP (forward lever
Figure 12-12. Environmental System

Figure 12-11. Cabin Pressure Switch Circuit Breakers

PREFLIGHT CHECK 12,500 feet, a pressure-sensing switch will

close. This causes the red CABIN ALT HI
During runup, the pressurization system may annunciator light to illuminate, warning the
be functionally checked using the cabin pres- pilot of operation requiring the use of oxy-
surization switch. With both bleed-air valves gen. During cruise operation, if the flight
OPEN, adjust the cabin altitude selector plan calls for an altitude change of 1,000 feet
knob so that the CABIN ALT dial indicates or more, reselect the new altitude plus 500
an altitude 500 feet BELOW f ield pressure feet on the CABIN ALT dial.
altitude. Rotate the rate control selector
12 PRESSURIZATION
knob to place the index between the 9 and

12 o’clock positions. Move both condition DESCENT
levers to high idle. Hold the cabin pressur-
i z a t i o n sw i t c h t o t h e T E S T p o s i t i o n a n d During descent and in preparation for land-
check the CABIN CLIMB indicator for a de- ing, set the cabin altitude selector to indicate
scent indication. Release the pressurization a cabin altitude of approximately 500 feet
switch to the PRESS position when pres- above the landing f ield pressure altitude
surizing is conf irmed and move both con- (Figure 12-13), and adjust the rate control se-
dition levers to their original position. lector as required to provide a comfortable
cabin-altitude rate of descent. Control the air-
Prior to takeoff, the CABIN ALT selector plane rate of descent so that the airplane al-
knob should be adjusted so that the ACFT titude does not catch up with the cabin
ALT scale on the indicator dial indicates an pressure altitude until the cabin pressure al-
altitude approximately 500 feet above the
planned cr uise pressure altitude prior to
t a k e o ff . T h e r a t e c o n t r o l s e l e c t o r k n o b
should be adjusted as desired; setting the
index mark between the 9 and 12 o’clock
positions will provide the most comfortable
c a b i n r a t e o f c l i m b. T h e c a b i n p r e s s u r e
switch should be checked to ensure that it is
the PRESS position.
IN FLIGHT
As the air plane climbs, the cabin pressure
altitude climbs at the selected rate of change
until the cabin reaches the selected pressure
altitude. The system then maintains cabin
pressure altitude at the selected value. If the
airplane climbs to an altitude higher than the
value indexed on the ACFT ALT scale of the
dial on the face of the controller, the pres-
sure differential will reach the pressure re-
lief setting of the outflow valve and safety
valve. Either or both valves will then over-
ride the cabin pressurization controller in
order to limit the pressure differential to the
maximum pressure differential. If the cabin Figure 12-13. Pressurization Controller
pressure altitude should reach a value of Setting for Landing

titude reaches the selected value, which may This opening of the flapper door
happen before the air plane reaches the se- can be prevented by ensuring that
lected altitude. Then as the airplane descends the cabin Altitude Selector is
to and reaches the cabin pressure altitude the properly set to 500 feet above the
negative pressure relief function opens the landing pressure altitude and
out-flow and safety valve poppets toward the m a i n t a i n i n g s p e e d s b e l ow 1 8 0
fully open position, thereby equalizing the KIAS in the landing patter n.
pressure inside and outside the pressure ves-
sel. As the air plane continues to descend
12 PRESSURIZATION
below the preselected cabin pressure altitude,
the cabin will be unpressurized and will fol-
FLOW CONTROL UNIT
low the airplane rate of descent to touchdown. A flow control unit, mounted in each nacelle
on the forward side of the f irewall, controls
the bleed air from the engine for use in pres-
NOTE surization, heating, and ventilation. The
As cabin ∆ P approaches zero dur- function of the flow control unit (Figure 12-
ing a descent, the flapper door may 14) is to vary the flow and balance of bleed
be forced open by ram air at air- air and ambient air to the cabin pressure ves-
speeds above approximately 180 sel. This is done by means of temperature
KIAS, causing a rapid depressur- and pressure sensors and their related mod-
ization of the remaining cabin ∆ P ulating valves.
and an increase in air noise.
PNUEMOSTAT
(PNEUMATIC
PRESSURE THERMOSTAT)
REGULATOR TO LH L.G.
SAFETY
BYPASS SWITCH
VALVE AMBIENT
SENSE
ANEROID
N.O.
SOLENOID
VALVE
TO BYPASS
CABIN VALVE
AIR TO N.C. EJECTOR
AIR HEAT SOLENOID FLOW
EXCHANGER CONTROL
FILTER
ACTUATOR
N.O.
TO OPEN
N.C. TO OPEN TO OPEN AMBIENT AIR

FIREWALL MODULATING
SHUT--OFF VALVE
VALVE
AMBIENT
FLOW
CHECK
EJECTOR VALVE
LEGEND
COLD CONDITIONED AIR
BLEED
HP BLEED AIR AIR FLOW
AMBIENT AIR
Figure 12-14. Flow Control Unit

When the BLEED AIR switches on copilot’s The pneumostat (pneumatic thermostat)
left subpanel are OPEN a bleed-air shutoff provides temperature input to the flow con-
electric solenoid valve on each flow control trol unit, which modulates the amount of
unit opens to allow the bleed air into the ambient air entering the flow unit for blend-
unit. The flow control unit will then adjust ing. War mer outside air opens the modu-
the flow of bleed air mixed with ambient air lating valve and allows more ambient air in
into the pressure vessel. Ambient air is al- for blending. Cold air closes the valve until
lowed to enter the flow control unit through it closes completely at a preset tempera-
a n o r m a l ly - o p e n m o d u l a t i n g va l ve , a n d ture. At this point, bleed air will be pro-
12 PRESSURIZATION
serves to add air mass and some cooling to viding all air for pressurization. A check
the bleed air flow. valve prevents air from leaking out the am-
bient air input.
The ambient air valve, associated with the
temperature sensing device, is also con- An aneroid near the bleed air ejector flow
trolled by the left landing gear safety switch. control actuator influences the amount of
When the aircraft is on the ground, the valve bleed air entering the flow control unit. The
is directed to shut off the ambient air source aneroid provides altitude sensing informa-
from the flow control valve. The exclusion tion to the flow control unit, and combined
of ambient air allows faster cabin warm-up w i t h t h e p n e u m o s t a t , p r ov i d e s a c c u r a t e
during cold weather operation. bleed-air input into the pressure vessel.
After takeoff, the landing gear safety switch The quantity of bleed-air flow into the pres-
signals the ambient air modulating valves sure vessel is influenced directly by ambi-
to open. They do so sequentially to prevent ent temperature and ambient pressure.
the simultaneous opening of the modulat-
ing valves and a sudden pressure surge into
the cabin.

QUESTIONS
1. The rate of change selected on the RATE 5. What is the maximum cabin pressure
control knob m ay be from differential for the King Air C90GTi
approximately: and C90GTx?
A. 100 to 1,000 fps A. 5.1 psid
B. 200 to 2,000 fpm B. 5.3 psid
12 PRESSURIZATION
C. 200 to 2,500 fps C. 4.9 psid
D. 50 to 5,000 fpm D. 4.6 psid
2. What indicator reflects the rate of cabin

pressure altitude change?
A. RATE control knob
B. C A B I N C L I M B ( c a b i n v e r t i c a l
speed) indicator
C. Cabin altimeter
D. Pressurization controller
3. Which position on the RATE control

knob provides the most comfortable rate
of climb?
A. Index mark set at MEDIUM
B. I n d e x m a r k s e t b e t we e n t h e
2 o’clock and 6 o’clock positions
C. I n d e x m a r k s e t b e t we e n t h e
D. I n d e x m a r k s e t b e t we e n t h e
4. The CABIN ALT HI annunciator light

illuminates when the cabin pressure al-
titude reaches:
A. 12,500 feet
B. 14,000 feet
C. 10,000 feet
D. 35,000 feet

CHAPTER 13
HYDRAULIC POWER SYSTEM
13 HYDRAULIC POWER
SYSTEM
The information normally contained in this chapter
is not applicable to this particular aircraft.
CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR SYSTEM................................................................................................ 14-2
Landing Gear Assemblies ............................................................................................. 14-2
Wheel Well Door Mechanisms ..................................................................................... 14-3
Steering.......................................................................................................................... 14-3
Hydraulic Landing Gear................................................................................................ 14-4
Landing Gear Extension and Retraction ....................................................................... 14-6
Hydraulic Fluid Level Indication System ..................................................................... 14-8
Landing Gear Warning System................................................................................... 14-11
Manual Landing Gear Extension ................................................................................ 14-12
Hydraulic Schematics ................................................................................................. 14-12
Tires............................................................................................................................. 14-16
14 LANDING GEAR
AND BRAKES
Shock Struts ................................................................................................................ 14-16
Landing Gear Operating Limits ................................................................................. 14-16
KING AIR WHEEL BRAKES .......................................................................................... 14-19
Series Brake System ................................................................................................... 14-19
Parking Brake.............................................................................................................. 14-19
Brake Service .............................................................................................................. 14-22
Brake Wear Limits ...................................................................................................... 14-23
Cold Weather Operation.............................................................................................. 14-23
QUESTIONS ...................................................................................................................... 14-25

ILLUSTRATIONS
Figure Title Page
14-1 Main Gear Assembly ............................................................................................. 14-2
14-2 Nose Gear Assembly ...............................................................................................14-2
14-3 Main Gear Door Mechanism................................................................................. 14-3
14-4 Landing Gear Electrical Schematic....................................................................... 14-4
14-5 Hydraulic Landing Gear Plumbing Schematic...................................................... 14-5
14-6 Hydraulic Landing Gear Diagram......................................................................... 14-6
14-7 Hydraulic Landing Gear Power Pack .................................................................... 14-7
14-8 Landing Gear Control Switch Handle................................................................... 14-8
14-9 Hydraulic Fluid Indicator ...................................................................................... 14-9
14-10 Safety Switch......................................................................................................... 14-9
14-11 Gear Position Indicator........................................................................................ 14-10
14-12 Gear Position Indicator—No Illumination.......................................................... 14-10
14-13 Landing Gear Control Switch Handle—Red In-Transit Indicators .................... 14-10
14-14 Handle Light Test ................................................................................................ 14-10
14-15 Landing Gear Alternate Extension Placard......................................................... 14-12
14 LANDING GEAR
AND BRAKES
14-16 Landing Gear Relay Circuit Breaker................................................................... 14-12
14-17 Landing Gear Retraction Schematic ................................................................... 14-14
14-18 Landing Gear Extension Schematic .................................................................... 14-15
14-19 Hand Pump Emergency Extension Schematic ......................................................14-17
14-20 Landing Gear Maintenance Retraction Schematic.............................................. 14-18
14-21 Brake System Schematic..................................................................................... 14-20
14-22 Parking Brake Schematic .................................................................................... 14-21
14-23 Brake Fluid Reservoir ......................................................................................... 14-22
14-24 Brake Wear Diagram ........................................................................................... 14-23

TABLES
Table Title Page
14-1 Landing Gear Warning Horn Operation ............................................................. 14-11
14-2 Landing Gear Operating Limits .......................................................................... 14-19
14 LANDING GEAR
AND BRAKES

CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
14 LANDING GEAR
AND BRAKES
An understanding of the landing gear system will aid the pilot in proper handling of
landing gear operation and emergency procedures. This chapter, in addition to de-
scribing the system, identif ies inspection points and abnormal conditions to be con-
sidered. This chapter also includes brakes, since an understanding of the brake system
will help the pilot operate the brakes safely and with minimum wear. In addition to
system description, operating and servicing procedures are covered.
GENERAL
This chapter presents a description and dis- This chapter also presents a description and
cussion of the landing gear system, landing discussion of the wheel brake system.
gear controls, and limits. The indicator sys- Correct use of the brakes and parking brakes,
tem and emergency landing gear extension brake system description, and what to look
are also described. for when inspecting brakes are also detailed.

LANDING GEAR The landing gear incorporates Beech air/oil

shock struts that are f illed with both com-
SYSTEM pressed air and hydraulic fluid. Air plane
weight is borne by the air charge in the shock
struts. At touchdown, the lower portion of
LANDING GEAR ASSEMBLIES each strut is forced into the upper cylinder;
this moves fluid through an orif ice, further
Components c o m p r e s s i n g t h e a i r c h a rg e a n d t h u s a b -
Each landing gear assembly (main and nose) sorbing landing shock. Orif ice action also
consists of a shock strut, torque knee (scis- reduces bounce during landing. At takeoff,
sors), drag leg, actuator, wheel, and tire. the lower portion of the strut extends until
Brake assemblies are located on the main an internal stop engages.
g e a r a s s e m bl i e s ; t h e s h i m my d a m p e r i s
mounted on the nose gear assembly (Figures A torque knee connects the upper and lower
14-1 and 14-2). portions of the shock strut. It allows strut
compression and extension but resists ro-
tational forces, thereby keeping the wheels
Operation aligned with the longitudinal axis of the air-
The upper end of the drag legs and two points plane. On the nose gear assembly, the torque
on the shock struts are attached to the air- knee also transmits steering motion to the
plane structure. When the gear is extended, nosewheel, and nosewheel shimmy motion
the drag braces are rigid components of the to the shimmy damper.
gear assemblies.
14 LANDING GEAR
AND BRAKES
Figure 14-1. Main Gear Assembly Figure 14-2. Nose Gear Assembly

The shimmy damper, mounted on the right The main gear doors are hinged at the sides
side of the nose gear strut, is a balanced hy- and are connected to a landing-gear, door-
draulic cylinder that bleeds fluid through actuator torque tube assembly with two push-
an orif ice to dampen nosewheel shimmy. pull links (Figure 14-3). The torque tube
assembly also contains an uplock roller sup-
port assembly which, when contacted by the
WHEEL WELL DOOR uplock cam on the main gear shock cylin-
MECHANISMS der, rotates the torque tube to pull the doors
closed upon gear retraction, or push the
The landing gear doors consist of one set of doors open upon gear extension.
nose gear doors and two sets of main gear
doors. Landing gear doors are mechanically R o l l e r m ove m e n t i s t r a n s m i t t e d t h r o u g h
actuated by gear movement during exten- linkage to close the doors. During exten-
sion and retraction. sion, roller action reverses cam movement
to open the doors. When the cam has left the
The nose gear doors are hinged at the sides roller, springs pull the linkage over-center
and are spring-loaded to the open position. to hold the doors open.
As the landing gear is retracted, a roller on
each side of the nose gear assembly engages
a cam assembly on each door, and draws the STEERING
doors closed behind the gear. The reverse
action takes place, and spring-loading takes Direct linkage to the rudder pedals permits
effect as the nose gear is extended. nosewheel steering when the nose gear is
down. One spring-loaded link in the system
UPLOCK ROLLER
SUPPORT ASSEMBLY
DOWNLOCK DOWNLOCK
SPRING SPRING
DOOR ACTUATOR TORQUE
14 LANDING GEAR
TUBE ASSEMBLY
AND BRAKES
UPLOCK ROLLER
UPLOCK CAM
VIEW LOOKING AFT
INBOARD DOOR OUTBOARD DOOR
Figure 14-3. Main Gear Door Mechanism

absorbs some of the force applied to any of When force on the rudder pedal is aug-
the interconnected rudder pedals until the mented by a main wheel braking action, the
nosewheel is rolling. At this time the re- nosewheel deflection can be considerably
sisting force is less, and more pedal motion increased.
results in more nosewheel deflection. Since
motion of the pedals is transmitted via ca-
bles and linkage to the rudder, rudder de- HYDRAULIC LANDING GEAR
flection occurs when force is applied to the The retractable tricycle landing gear (Figure
rudder pedals. With the nose landing gear re- 1 4 - 4 ) i s e l e c t r i c a l ly c o n t r o l l e d a n d hy -
tracted, some of the force applied to any of draulically actuated. The system utilizes
the rudder pedals is absorbed by the spring- folding braces, called “drag legs,” that lock
loaded link in the steering system, so that in place when the gear is fully extended.
there is no motion at the nosewheel but rud-
der deflection still occurs. The nosewheel is The individual landing gear actuators in-
self-centering upon retraction. cor porate inter nal/mechanical downlocks
to hold the gear in the fully extended posi-
tion. The landing gear is held in the up po-
sition by hydraulic pressure.
POWER LEVER
SWITCHES
NO. 2 APPROACH
GEAR LIMIT SWITCH NOSE
5A HORN
GEAR
28 VDC HORN LEFT LEFT
LANDING RELAY
GEAR FLAP HORN
WARNING CONTROL SILENCE
HORN SWITCH BUTTON RIGHT RIGHT
(CLOSED WHEN DOWNLOCK SWITCHES
5A FLAPS UP OR (OPEN WHEN DOWN)
APPROACH)
28 VDC IN-TRANSIT
LANDING LIGHT RELAY
GEAR HANDLE LIGHTS
INDICATOR (RED)
NOSE
14 LANDING GEAR
LIGHTS
AND BRAKES
LEFT
RIGHT
DOWNLOCK SWITCHES POSITION LIGHTS
(CLOSED WHEN DOWN) (GREEN)
RIGHT HAND HYDRAULIC
2A 28 VDC LANDING GEAR
UP SAFETY PRESSURE HYDRAULIC
SWITCH SWITCH SERVICE
28 VDC VALVE MOTOR POWER
LANDING
GEAR LANDING LANDING 60A
CONTROL GEAR DOWN HYDRAULIC UP LEFT HAND GEAR
CONTROL FLOW HYDRAULIC
SAFETY
CIRCUITRY CONTROL MOTOR
SWITCH
SOLENOID CONTROL
LANDING CIRCUIT LANDING GEAR
GEAR HYDRAULIC
CONTROL MOTOR PUMP
HANDLE DOWNLOCK
DOWN SWITCHES
Figure 14-4. Landing Gear Electrical Schematic

Hydraulic pressure to the system is sup- An electrically actuated selector valve con-
p l i e d by a hy d r a u l i c p owe r p a c k ( Fi g u r e trols the flow of hydraulic fluid to the indi-
14-5). A hydraulic reser voir located in the vidual gear actuators. The selector valve
left center wing section provides hydraulic receives electrical power through the land-
fluid to the power pack. The reser voir ining gear control switch.
cor porates a dipstick to provide a visual
check of fluid level. Accidental retraction of the landing gear is
prevented through safety switches located
on the main landing gears.
LEGEND
LANDING GEAR
EXTENSION LINE
LANDING GEAR EMERGENCY
EXTENSION LINE
LANDING GEAR
RETRACTION LINE
HYDRAULIC FLUID
SUPPLY LINE
BLEED AIR LINE
14 LANDING GEAR
AND BRAKES
Figure 14-5. Hydraulic Landing Gear Plumbing Schematic

LANDING GEAR EXTENSION The power pack (Figure 14-7) consists of a:

AND RETRACTION hydraulic pump, 28-VDC motor, two-sec-
tion fluid reservoir, f ilter screens, four-way
The nose and main landing gear assemblies gear selector valve, fluid level sensor, an up
are extended and retracted by a hydraulic selector solenoid, and an uplock pressure
power pack in conjunction with hydraulic switch. For manual extension the system has
a c t u a t o r s ( F i g u r e 1 4 - 6 ) . T h e hy d r a u l i c a hand-lever-operated pump. The pump han-
power pack is located in the center of the dle is located on the floor between the pilot’s
center section, just forward of the main spar. seat and the pedestal.
One hydraulic actuator is located at each
landing gear.
14 LANDING GEAR
AND BRAKES
Figure 14-6. Hydraulic Landing Gear Diagram

LEGEND
RETRACT LINE
EXTEND LINE
EMERGENCY EXTEND
HAND PUMP SUCTION
HAND PUMP PRESSURE
VENT TUBE
TO FILL RESERVOIR DETAIL A
14 LANDING GEAR
AND BRAKES
Figure 14-7. Hydraulic Landing Gear Power Pack
Three hydraulic lines (one for normal ex- acts on the piston faces of the actuators
tension and one for retraction, routed from (which are attached to folding drag braces),
the power pack, and one for emergency ex- resulting in the extension or retraction of the
tension routed from the hand pump) are landing gear.
routed to the nose and main gear actuators.
The normal extension lines and the manual When the actuator pistons are repositioned
extension lines are connected to the upper to fully extend the landing gear, an internal
e n d o f e a c h hy d r a u l i c a c t u a t o r. T h e hy - mechanical lock in the nose gear actuator
draulic lines for retraction are f itted to the and the over-center action of the nose gear
lower ends of the actuators. Hydraulic fluid drag leg assembly lock the nose gear in the
under pressure (generated by the power pack down position. In this position, the internal
pump and contained in the accumulator) locking mechanism in the nose gear actua-

tor will actuate the actuator downlock switch the retract por t of the nose gear actuator.
to inter rupt cur rent to the pump motor. The The landing gear will begin to retract after
motor will continue to r un until all three the nose gear actuator is unlocked.
landing gears are down and locked. A spring-
loaded downlock assembly is f itted to each Hydraulic system pressure performs the up-
main gear upper drag leg, providing posi- lock function, holding the landing gear in
tive downlock action for the main gear. the retracted position. When the hydraulic
pressure reaches approximately 1,850 psi,
In flight, with the LDG GEAR CONTROL the uplock pressure switch will cause the
in the DN position (Figure 14-8), as the land- landing gear relay to open and inter rupt the
ing gear moves to the fully down position, cur rent to the pump motor. The same pres-
the downlock switches are actuated, and they sure switch will cause the pump to actuate
cause the landing gear relay to interrupt cur- should the hydraulic pressure drop to ap-
rent to the pump motor. When the red GEAR- proximately 1,600 psi.
IN-TRANSIT lights in the LDG GEAR
CONTROL switch handle extinguish, and The landing gear control circuit is protected
the green NOSE-L-R indicators illuminate, by a 2-ampere circuit breaker located on the
the landing gear is in the fully down-and- pilot’s inboard subpanel. Power for the pump
locked position. motor is supplied through the landing gear
motor relay and a 60-ampere circuit breaker,
both of which are located under the cabin floor
in the wing center section. The motor relay is
energized by current from the 2-ampere cir-
cuit breaker and the downlock switches.
HYDRAULIC FLUID LEVEL

INDICATION SYSTEM
A caution annunciator placarded “HYD
FLUID LOW” (Figure 14-9), in the annun-
ciator panel, will illuminate (yellow) when-
ever the hydraulic fluid level in the landing
gear power pack reser voir is low. The an-
14 LANDING GEAR
n u n c i a t o r i s t e s t e d by p r e s s i n g t h e H Y D
AND BRAKES
FLUID SENSOR TEST button located on the

pilot’s subpanel.
Figure 14-8. Landing Gear Control
Switch Handle If the HYD FLD LOW annunciator comes
on, normal extension may be attempted, but
A solenoid mounted on the valve body end the pilot should be prepared for an emer-
o f t h e p u m p i s e n e rg i z e d wh e n t h e L D G gency manual extension.
GEAR CONTROL is in the UP position and
actuates the gear select valve, allowing sys- Control
tem fluid to flow to the retract side of the
s y s t e m . T h e g e a r s e l e c t va l ve i s s p r i n g - T h e l a n d i n g g e a r hy d r a u l i c p owe r p a c k
loaded in the down position and will move m o t o r i s c o n t r o l l e d by t h e l a n d i n g g e a r
to the up position only when energized. The switch handle placarded “LDG GEAR
nose gear actuator will unlock when 200 to CONTROL” with UP and DN positions, lo-
400 psi of hydraulic pressure is applied to cated on the pilot’s right subpanel (Figure

Figure 14-10. Safety Switch
In the event of a malfunction of the down-

lock solenoid or the squat switch circuit,
the downlock hook can be over ridden by
pressing downward on the red DOWN LOCK
REL button. The release button is located
j u s t l e f t o f t h e L D G G E A R C O N T RO L
Figure 14-9. Hydraulic Fluid Indicator
switch handle.
The LDG GEAR CONTROL handle should

14-8). The switch handle must be pulled never be moved out of the DN detent while
out of a detent before it can be moved from th e air p lan e is on the g rou nd. If it is, th e
either the UP or DN position. land ing gear war ning h or n w ill so u nd in -
t e r m i t t e n t ly, a n d t h e r e d g e a r- i n - t r a n s i t
Safety switches (Figure 14-10) called l i g h t s i n t h e L D G G E A R C O N T RO L
14 LANDING GEAR
“squat” switches, on the main gear shock sw i t c h h a n d l e w i l l i l l u m i n a t e ( p r ov i d e d
AND BRAKES
strut, open the control circuit when the oleo t h e M A S T E R S W I T C H i s O N ) , wa r n i n g
strut is compressed. The squat switches must the pilot to return the handle to the DN
close to actuate a solenoid, which moves a po sitio n.
downlock hook on the LDG GEAR CON-
TROL switch to the released position. This
mechanism prevents the LDG GEAR CON-
TROL switch handle from being placed in
the UP position when the air plane is on the
ground. The downlock hook automatically
unlocks when the airplane leaves the ground.
The downlock hook disengages when the

airplane leaves the ground because the squat
switches close and a circuit is completed
through the solenoid that moves the hook.

Position Indicators Two red parallel-wired indicator lights, lo-

cated in the LDG GEAR CONTROL switch
Landing gear position is indicated by an as- handle (Figure 14-13), illuminate to show
sembly of three lights in a single unit located that the gear is in-transit or unlocked. Gear
on the pilot’s right subpanel (Figure 14-11). UP is indicated when the red lights go out.
The unit has a light transmitting cap that is The red lights in the handle also illumi-
marked as follows: “NOSE-L-R.” Light bulbs nate when the landing gear war ning sys-
in each segment, when illuminated, make the tem is activated.
segment appear green and indicate that par-
ticular gear is down and locked. Absence of
illumination may indicate an unsafe gear in-
dication (Figure 14-12). The green position
indicator lights may be checked by pushing
on the light housing.
Figure 14-13. Landing Gear Control

Switch Handle—Red
In-Transit Indicators
Figure 14-11. Gear Position Indicator The red control handle lights may be checked
by pressing the HD LT TEST button (Figure
14-14) located adjacent to the LDG GEAR
14 LANDING GEAR
CONTROL switch handle.

AND BRAKES
Figure 14-12. Gear Position Indicator—

No Illumination Figure 14-14. Handle Light Test

Each normally closed, up-position switch is Thus, the function of the landing gear in-
located in the upper portion of its transit light is to indicate that the landing
respective wheel well. When the gear is in gear is in transit.
t h e f u l ly r e t r a c t e d p o s i t i o n , e a c h s t r u t
actuates its respective up-position switch The up indicator, down indicator, and warn-
to open the circuit from the in-transit light ing hor n systems are essentially indepen-
to ground. As soon as the gear moves from d e n t s y s t e m s . A m a l f u n c t i o n i n a ny o n e
t h e f u l ly r e t r a c t e d p o s i t i o n , e a c h s t r u t system will probably leave the other two
actuates its respective up-position switch systems unaffected.
to illuminate the in-transit light by provid-
ing a path to ground through the down-po-
sition switch. The in-transit light goes out LANDING GEAR WARNING
when the drag brace in each landing gear SYSTEM
passes over-center to actuate its respective
down-position switch to the momentary con- The landing gear warning system is provided
tacts. In this position, the switch opens the to warn the pilot that the landing gear is not
circuit to the in-transit light and completes d ow n a n d l o c k e d d u r i n g s p e c i f i c f l i g h t
a path to ground for the down-position lights. regimes. Various warning modes result, de-
The down-position switch on each landing pending upon the position of the flaps.
gear also functions as a warning switch for
the system. With the flaps in the UP or APPROACH po-
sition and either or both power levers re-
The landing gear in-transit light will indi- tarded below about 79% N 1 , the war ning
cate one or all of the following conditions: horn will sound intermittently. The horn can
be silenced by pressing the GEAR WARN
• Landing gear handle is in the UP po- SILENCE button adjacent to the LDG GEAR
sition, and the airplane is on the CONTROL switch handle. On the C90GTi
g r o u n d w i t h we i g h t o n t h e l a n d i n g and C90GTx, the warning horn is silenced
gear. by pressing the silence button located on the
• With flaps up or approach and one or left power lever. The landing gear warning
both power levers retarded below ap- system will be rearmed if the power levers
proximately 79 ±2% N 1 , one or more are advanced suff iciently.
landing gears are not down and locked.
With the FLAPS beyond the APPROACH
14 LANDING GEAR
• Any landing gear is not in the fully re- p o s i t i o n , t h e wa r n i n g h o r n a c t iva t e s r e -
AND BRAKES
tracted position. gardless of the power lever settings and can-
• Flaps are beyond the APPROACH po- not be canceled.
sition (36% or more) with any gear
not down, regardless of power lever L a n d i n g g e a r wa r n i n g h o r n o p e r a t i o n i s
position. shown in Table 14-1 below.
Table 14-1. LANDING GEAR WARNING HORN OPERATION
GEAR POSITION FLAPS POWER HORN SILENCE MODE
Up Up +77 to 81% No N/A
Up Up –77 to 81% Yes Silence button
Up Approach –77 to 81% Yes Silence button
Up Past approach Any Yes Lower gear

MANUAL LANDING GEAR

EXTENSION
A hand pump handle, placarded “LANDING
GEAR ALTERNATE EXTENSION” (Figure
14-15), is located on the floor between the
pilot’s seat and the pedestal. The pump is lo-
cated under the floor, below the handle, and
is used when emergency extension of the
gear is required.
LANDING
GEAR
ALTERNATE Figure 14-16. Landing Gear Relay
Circuit Breaker
EXTENSION
1. REMOVE HANDLE WARNING
FROM SECURING
CLIP AND PUMP. If for any reason the green GEAR
D OW N l i g h t s d o n o t i l l u m i n a t e
(e.g., in case of an electrical system
2. AFTER ALL THREE failure or in the event an actuator is
GREEN INDICATOR not locked “down”), continue pump-
LIGHTS ARE ILLUMINATED ing until suff icient resistance is felt
AND FURTHER RESISTANCE to ensure that the gear is down and
IS FELT, SECURE locked. Do not stow pump handle.
The landing gear cannot be manually
HANDLE IN retracted in flight.
STOWED POSITION.
14 LANDING GEAR
AND BRAKES
Figure 14-15. Landing Gear Alternate WARNING

Extension Placard
After a manual landing gear ex-
tension has been made, do not move
any landing gear controls or reset
To engage the system, pull the LANDING
any switches or circuit breakers
G E A R R E L AY c i r c u i t b r e a k e r ( Fi g u r e
until the airplane is on jacks.
14-16), located below and to the left of the
LDG GEAR CONTROL switch handle on the
pilot’s sub-panel, and ensure that the LDG After a practice manual extension of the
GEAR CONTROL handle is in the DN po- landing gear, the gear may be retracted hy-
sition. Remove the pump handle from the se- draulically by pushing the LANDING
curing clip, and pump the handle up and down GEAR RELAY circuit breaker in and mov-
until the green NOSE-L-R gear-down indi- ing the LDG GEAR CONTROL handle to
cator lights illuminate and further resistance the UP position.
is felt. Place the handle in the fully down po-
sition and secure in the retaining clip.

HYDRAULIC SCHEMATICS 1,850 psi to keep the gears in their retracted

position. An accumulator pre-charged to
The hydraulic gear schematics shown are 800 psi, located in the left wing inboard of
for the gear extended, gear retracted, hand the nacelle, is designed to aid in maintain-
pump emergency extension, and gear maining the system pressure in the gear-up mode.
tenance retraction modes. Power is avail-
a bl e t o t h e c o n t a c t s o f t h e l a n d i n g g e a r
remote power relay. Landing Gear Extension
For normal gear extension, a pilot selects
When the relay is open, power comes down GEAR DOWN (Figure 14-18), and circuits
from the 2-amp gear control circuit breaker are made from the landing gear control as-
to the landing gear control assembly switch sembly through any one of the three actua-
and on to the three downlock switches. Each tor downlock switches, back through the
g e a r i s d ow n a n d l o c k e d, s o t h e s e t h r e e landing gear control assembly, the service
sw i t c h e s a r e o p e n a n d n o c i r c u i t p a s s e s valve, and f inally to the landing gear remote
through them. This is the static condition of power relay. The power relay closes and pro-
the system after a normal gear extension. vides a power circuit to the pump motor. The
selector valve is not being powered at this
Landing Gear Retraction time. Thus, fluid under pump pressure is
routed through the selector valve body in
When the aircraft is airborne, the pilot se- the appropriate direction to extend the land-
lects GEAR UP (Figure 14-17). Circuits are ing gear.
made from the gear selector switch to the
uplock pressure switch. The pressure switch The gear comes down under fluid pressure
is closed at this time, so the circuit is com- until each main gear downlock and the nose
plete to the gear up main switch and landing gear actuator downlock switches are de-
g e a r r e m o t e p owe r r e l ay. T h i s r e l ay n ow pressed. When all three gears are down and
closes and provides the power circuit to the locked, the control circuit to the pump motor
hydraulic pump motor. Backing up to the is broken, and the pump stops. Notice that
pressure switch, a circuit is made to the hy- n o p r e s s u r e s w i t c h e s a r e i nv o l v e d .
draulic selector valve up-solenoid. Power to Consequently, there is no downlock pres-
this solenoid will position the selector valve sure maintained. The mechanical downlocks
body to route hydraulic fluid in the appro- on each main gear drag brace, and an inter-
14 LANDING GEAR
priate direction to retract the gear. nal mechanical lock in the nose gear actua-
AND BRAKES
tor, prevent gear retraction.
A f t e r a p p r ox i m a t e ly s i x s e c o n d s t h e r e -
traction cycle is complete. Once the landing
gear reaches full-up travel, each actuator Hand Pump Emergency
physically bottoms out. The pressure on the Extension
retract line b uilds rapidly until pressure
reaches approximately 1,850 psi. The up- A hand-pump handle, placarded “LAND-
l o c k p r e s s u r e sw i t c h o p e n s a t t h i s t i m e , ING GEAR ALTERNATE EXTENSION,” is
breaking the power circuit to the pump motor located on the floor between the pilot’s seat
and stopping the hydraulic pump. This pres- and the pedestal. The pump is located under
sure switch will close periodically when the floor below the handle and is used when
pressure drops to approximately 1,600 psi, emergency extension of the gear is required.
due to the normal system pressure leak-
down, and reenergize the pump to restore To engage the system, pull the LANDING
needed uplock pressure. Consequently, when GEAR RELAY circuit breaker, located on
the gear is retracted, pressure will be main- the pilot’s inboard subpanel, and place the
tained between approximately 1,600 and LDG GEAR CONTROL switch handle in

NOSE GEAR
ACTUATOR
DOWN-LOCK
SWITCH
LH LANDING RH LANDING
GEAR DOWN- GEAR DOWN-Z
LOCK SWITCH LOCK SWITCH
RH LANDING
GEAR SQUAT
LH LANDING SWITCH
GEAR SQUAT
LANDING GEAR
SWITCH
CONTROL
CB 107
UP
PRESSURE
2A SWITCH
LANDING GEAR
CONTROL ASSY
DOWN LOCK
DOWN
SOLENDOID
LANDING GEAR LANDING GEAR

POWER REMOTE POWER
CB214 RELAY PUMP
MOTOR
PUMP
60A
SELECTOR VALVE
UP
SOLENOID
SERVICE VALVE
OVERBOARD
LEGEND
VENT
CHECK VALVE PRESSURE FLUID
RETURN FLUID
POWER PACK ASSEMBLY
VENT PORT PRIMARY

FILL RESERVOIR
CAN
RETURN FILTER
FILL
PORT SYSTEM
PUMP RELIEF
PUMP VALVE
MOTOR
FILTER
RELIEF PUMP
VALVE CHECK
HAND SECONDARY VALVE
PUMP RESERVOIR SELECTOR VALVE
SUCTION
PORT
PRESSURE
14 LANDING GEAR
HAND RELIEF
PUMP ORIFICE GEAR DOWN
AND BRAKES
DUMP PORT
HAND
PUMP HAND VALVE
PUMP PRESSURE PRESSURE
PRESSURE SWITCH CHECK FILTER
PORT VALVE
FILTER THERMAL RELIEF

VALVE
GEAR UP
ACCUMULATOR
PORT
SERVICE
VALVE
RH MAIN NOSE LH MAIN

ACTUATOR ACTUATOR ACTUATOR
Figure 14-17. Landing Gear Retraction Schematic

NOSE GEAR
ACTUATOR
DOWN-LOCK
SWITCH
GEAR DOWN- GEAR DOWN-
RH LANDING
GEAR SQUAT
LH LANDING SWITCH
GEAR SQUAT
LANDING GEAR
SWITCH
CONTROL
CB 107
UP
PRESSURE
2A SWITCH
LANDING GEAR
CONTROL ASSY
DOWN LOCK
DOWN
SOLENDOID

POWER REMOTE POWER
CB214 RELAY PUMP
MOTOR
PUMP
60A
SELECTOR VALVE
UP
SOLENOID
SERVICE VALVE
OVERBOARD
LEGEND
VENT
CHECK VALVE PRESSURE FLUID
RETURN FLUID
POWER PACK ASSEMBLY
VENT PORT PRIMARY

FILL RESERVOIR
CAN
RETURN FILTER
FILL
PORT SYSTEM
PUMP RELIEF
PUMP VALVE
MOTOR
FILTER
RELIEF PUMP
VALVE CHECK
SUCTION
PORT
14 LANDING GEAR
PRESSURE
HAND RELIEF
GEAR DOWN
AND BRAKES
PUMP ORIFICE
DUMP PORT
HAND
PUMP HAND VALVE
PORT VALVE

VALVE
GEAR UP
ACCUMULATOR
PORT
SERVICE
VALVE

Figure 14-18. Landing Gear Extension Schematic

the DN position (Figure 14-19). Remove

the pump handle from the securing clip, CAUTION
and pump the handle up and down until the If the red knob on the service valve
green NOSE-L-R gear down indicator lights is pushed down while the landing
illuminate. Place the pump handle in the g e a r i s r e t r a c t e d, t h e e l e c t r i c a l
fully down position and secure in the re- power on, and the landing gear con-
taining clip. trol handle is in the down position,
the landing gear will extend im-
After a practice manual extension of the mediately.
landing gear, the gear may be retracted hy-
draulically by pushing the LANDING GEAR
RELAY circuit breaker in and moving the A f ill reservoir, located just inboard of the
LDG GEAR CONTROL switch handle to the left nacelle and forward of the front spar,
UP position. contains a cap and dipstick assembly to fa-
cilitate maintenance of the system fluid
If an alter nate landing gear extension be- level. A line plumbed to the upper portion
comes necessar y, there is no limit to the of the f ill reservoir is routed overboard to
amount of cycles the hydraulic gear may be act as a vent.
pumped. During a complete or partial elec-
trical failure, the gear down lights, in-tran-
sit lights, and gear warning horn may not be TIRES
operating. A positive method of checking The nose landing gear wheel is equipped with
that the gear is down is through resistance a 6.50 x 10, 6-ply-rated, tubeless, rim-infla-
when pumping the extension handle. When tion tire. For the C90GTi, each main landing
all three gears are extended, hydraulic pres- gear wheel is equipped with an 8.50 x 10, 8-
sure is built up until the pressure relief valve ply-rated, tubeless, rim-inflation tire, unless
opens, relieving the pressure built up by the m o d i f i e d by S T C f o r t h e G r o s s We i g h t
handle. This can be felt by the pilot as in- Increase, thus requiring the 10-ply tires on
creased resistance while pumping, followed the mains.The C90GTx requires the 10-ply
by a give as the relief valve opens. tires on the Main. For increased service life,
10-ply-rated tires of the same size may be in-
Landing Gear Maintenance s t a l l e d . C h e c k t h e P i l o t ’s O p e ra t i n g
Handbook for correct tire pressure.
Retraction
14 LANDING GEAR
AND BRAKES
A service valve (Figure 14-20), located for-

ward of the power pack assembly, may be SHOCK STRUTS
used in conjunction with the hand pump to Shock struts should always be properly in-
raise the gear for maintenance pur poses. flated. Do not over- or under-inflate, and
With the aircraft on jacks and an external never tow or taxi an aircraft when any strut
electrical power source attached, unlatch is flat. Cor rect inflation is approximately 3
the hinged retainer and pull up on the red inches for the main strut and 3.0 to 3.5 inches
knob located on top of the ser vice valve. for the nose strut.
The hand pump can then be used to raise the
gear to the desired position. After the re-
quired maintenance has been perfor med,
push the red knob down, and use the hand
pump to lower the gear. The valve is not ac-
cessible to the pilot.

NOSE GEAR
ACTUATOR
DOWN-LOCK
SWITCH
RH LANDING
GEAR SQUAT
LH LANDING SWITCH
GEAR SQUAT
LANDING GEAR
SWITCH
CONTROL
CB 107
UP
PRESSURE
2A SWITCH
LANDING GEAR
CONTROL ASSY
DOWN LOCK
DOWN
SOLENDOID

POWER REMOTE POWER
CB214 RELAY PUMP
MOTOR
PUMP
60A
SELECTOR VALVE
UP
SOLENOID
SERVICE VALVE
LEGEND
OVERBOARD PRESSURE FLUID

VENT
CHECK VALVE RETURN FLUID
HAND PUMP SUCTION
POWER PACK ASSEMBLY
VENT PORT PRIMARY

FILL RESERVOIR
CAN
RETURN FILTER
FILL
PORT SYSTEM
PUMP RELIEF
PUMP VALVE
MOTOR
FILTER
RELIEF PUMP
VALVE CHECK
SUCTION
PORT
PRESSURE
14 LANDING GEAR
HAND RELIEF
AND BRAKES
DUMP PORT
HAND
PUMP HAND VALVE
PORT VALVE

VALVE
GEAR UP
ACCUMULATOR
PORT
SERVICE
VALVE

Figure 14-19. Hand Pump Emergency Extension Schematic

NOSE GEAR
ACTUATOR
DOWN-LOCK
SWITCH
RH LANDING
GEAR SQUAT
LH LANDING SWITCH
GEAR SQUAT
LANDING GEAR
SWITCH
CONTROL
CB 107
UP
PRESSURE
2A SWITCH
LANDING GEAR
CONTROL ASSY
DOWN LOCK
DOWN
SOLENDOID

POWER REMOTE POWER
CB214 RELAY PUMP
MOTOR
PUMP
60A
SELECTOR VALVE
UP
SOLENOID
SERVICE VALVE
LEGEND
OVERBOARD PRESSURE FLUID
VENT
CHECK VALVE
RETURN FLUID
HAND PUMP SUCTION
POWER PACK ASSEMBLY
VENT PORT PRIMARY

FILL RESERVOIR
CAN
RETURN FILTER
FILL
PORT SYSTEM
PUMP RELIEF
PUMP VALVE
MOTOR
FILTER
RELIEF PUMP
VALVE CHECK
SUCTION
PORT
PRESSURE
14 LANDING GEAR
HAND RELIEF
AND BRAKES
DUMP PORT
HAND
PUMP HAND VALVE
PORT VALVE

VALVE
GEAR UP
ACCUMULATOR
PORT
SERVICE
VALVE

Figure 14-20. Landing Gear Maintenance Retraction Schematic

Table 14-2. LANDING GEAR OPERATING LIMITS
AIRSPEED KIAS REMARKS

Maximum landing gear operation (VLO) Do not extend or retract the landing
• Extension 182 gear above this speed.
• Retraction 163
Maximum Landing gear extended (VLE) 182 Do not exceed this speed with the
landing gear extended.
LANDING GEAR OPERATING SERIES BRAKE SYSTEM

LIMITS The dual brakes are plumbed in series
The landing gear operating limits are shown (Figure 14-21). Each rudder pedal is attached
in Table 14-2 above. to its own master cylinder. The pilot’s mas-
ter cylinders are plumbed through the copi-
lot’s master cylinders, thus allowing either
set of pedals to perform the braking action.
KING AIR WHEEL The pilot’s and copilot’s right rudder pedals
BRAKES control the brake in the right main landing
gear. Similarly, the pilot’s and copilot’s left
The King Air series brakes are a non-as- r udder pedals control braking in the left
sisted hydraulic brake system. The main main gear. This ar rangement allows differ-
landing gear wheels are equipped with multi- ential braking for taxiing and maneuvering
disc dual hydraulic brakes. These brakes are on the ground.
actuated by toe pressure on the rudder ped-
als by either the pilot or copilot. The de- PARKING BRAKE
pression of either set of pedals compresses
the piston rod in the master cylinder attached The parking brake utilizes the regular brakes
to each pedal. The hydraulic pressure re- a n d a s e t o f va l ve s ( Fi g u r e 1 4 - 2 2 ) . D u a l
sulting from the movement of the pistons in parking brake valves are installed adjacent
the master cylinders is transmitted through t o t h e r u d d e r p e d a l s b e t we e n t h e m a s t e r
flexible hoses and f ixed aluminum tubing cylinders of the copilot’s rudder pedals and
14 LANDING GEAR
to the disc brake assemblies on the main the wheel brakes. The two lever-type valves
AND BRAKES
landing gear wheels. This pressure forces are located just aft of the flight compar t-
t h e b r a k e p i s t o n s o n t h e wh e e l t o p r e s s ment under the center aisle floorboard. A
against the multiple linings and discs of the push-pull cable from the valve control levers
brake assembly. runs to the pedestal, terminating with a
knob. The control knob for the parking brake
As with any air plane, proper traction and va l v e s , p l a c a r d e d “ PA R K I N G B R A K E -
braking control cannot be expected until the PULL ON,” is below the lower left corner of
landing gear is car rying the full weight of the pilot’s subpanel.
the air plane. Use extreme care when brak-
ing to prevent skidding and the resulting flat To set the parking brake: depress the brake
sections on tires caused by skidding. Braking pedals to build up pressure in the brake sys-
should be smooth and even all the way to the tem, then depress the button in the center
end of ground roll. of the parking brake control, and pull the
control handle aft or ON. This procedure
closes both parking brake valves simulta-
neously. The parking brake valves should
retain the pressure previously pumped into
the system.

ORIFICE
PRESSURE VENT
OVERLOAD
DRAIN
RESERVOIR
COPILOT’S
MASTER
CYLINDERS
PILOT’S
MASTER
CYLINDERS
LEFT PARK RIGHT PARK

BRAKE BRAKE
14 LANDING GEAR
AND BRAKES
LEGEND
FLUID UNDER PRESSURE
SUPPLY FLUID
LEFT STATIC FLUID RIGHT
WHEEL WHEEL
CYLINDER CYLINDER
Figure 14-21. Brake System Schematic

ORIFICE
PRESSURE VENT
OVERLOAD
DRAIN
RESERVOIR
COPILOT’S
MASTER
CYLINDERS
PILOT’S
MASTER
CYLINDERS
LEFT PARK RIGHT PARK

BRAKE BRAKE
14 LANDING GEAR
AND BRAKES
LEGEND
FLUID UNDER PRESSURE
SUPPLY FLUID
LEFT STATIC FLUID RIGHT
WHEEL WHEEL
CYLINDER CYLINDER
Figure 14-22. Parking Brake Schematic

The parking brake can be released from ei- Brake system servicing is limited primar-
ther the pilot’s or copilot’s side when the ily to maintaining the hydraulic fluid level
brake pedals are depressed briefly to equal- in the reservoir. A dipstick is provided for
ize the pressure on both sides of the valves, measuring the fluid level. When the reser-
and the PARKING BRAKE handle is pushed voir is low on fluid, add a suff icient quan-
in to allow the parking brake valves to open. tity of MIL-H-5606 hydraulic fluid to f ill
the reser voir to the full mark on the dip-
To avoid damage to the parking brake sys- stick. Check all hydraulic landing gear con-
tem, tires, and landing gear, the parking nections for signs of seepage and cor rect if
brake should be left off and wheel chocks necessary. Do not check while the parking
or tiedowns installed if the air plane is to brake is deployed.
b e l e f t u n a t t e n d e d, b e c a u s e t h e a i r p l a n e
may be moved by g round personnel in the Standard brakes used on this air plane are
pilot’s absence. Also, ambient temperature equipped with automatic brake adjusters. The
changes can expand or contract the brake automatic brake adjusters reduce brake drag,
fluid, causing excessive brake pressure or thereby allowing unhampered roll. Airplanes
brake release. with the automatic adjusters tend to exhibit
a softer pedal and a somewhat longer pedal
stroke.
BRAKE SERVICE
Brake fluid is supplied to the master cylin-
ders from a reservoir located on the upper
corner of the left side of the nose avionics
compartment (Figure 14-23).
14 LANDING GEAR
AND BRAKES
Figure 14-23. Brake Fluid Reservoir

BRAKE WEAR LIMITS COLD WEATHER OPERATION

Brake lining adjustment is automatic, elim- When operating in cold weather, check the
inating the need for periodic adjustment of brakes and the tire-to-g round contact for
t h e b r a k e c l e a r a n c e . C h e c k b r a k e we a r freeze lock-up. Anti-ice solutions may be
periodically to assure that dimension “A,” used on the brakes or tires if freeze-up oc-
in the Brake Wear Diagram (Figure 14-24), curs. No anti-ice solution which contains a
does not reach zero. When it reaches zero, lubricant, such as oil, should be used on the
refer to the Beechcraft servicing and main- brakes. It will decrease the effectiveness of
tenance instructions for King Air brakes and the brake friction areas.
wheels. The parking brake must be set (pres-
sure on the brakes) before this can be done. When possible, taxiing in deep snow or slush
should be avoided. Under these conditions
the snow and slush can be forced into the
brake assemblies. Keep flaps retracted dur-
ing taxiing to avoid throwing snow or slush
into the flap mechanisms and to minimize
damage to flap surfaces.
PISTON
14 LANDING GEAR
HOUSING
AND BRAKES
SPRING
RETAINER
DIRECTION
OF TRAVEL
ADJUSTER
HOUSING
A
CARRIER, LINING
AND TORQUE
BUTTON ASSEMBLY
BRAKE WEAR
INDICATOR
Figure 14-24. Brake Wear Diagram


14 LANDING GEAR
AND BRAKES

QUESTIONS
1. If the wing flaps are beyond the 4. The landing gear is held in the retracted
APPROACH position, the warning horn position by:
will sound if: A. Mechanical uplock mechanisms
A. Both power levers are retarded below B. C o n t i n u o u s ly a p p l i e d hy d r a u l i c
a specif ied setting pressure
B. Either power lever is retarded below C. Internal uplock mechanisms in all
a specif ied setting three gear actuators
C. The power levers are below 79% N 1 , D. Spring tension
and the gear is down and locked
D. A ny o n e g e a r i s n o t d ow n a n d
l o c ke d, r eg a r d l e s s o f p owe r l eve r 5. With the air plane airborne, placing the
setting LDG GEAR CONT handle UP:
A. C o m p l e t e s a c i r c u i t t o t h e U P
2. If the rudder pedals are deflected with solenoid of the gear selector valve
the air plane stationary: B. C o m p l e t e s a c i r c u i t t o t h e p u m p
A. The nosewheel steers, the r udder motor relay, pulling in 28 VDC to
does not move start the pump motor
B. The spring-loaded link in the sys- C. A and B
tem compresses, the nosewheel does D. None of the above
not steer
C. The nosewheel does not steer and
6. When the landing gear is fully retracted,
the rudder does not move
the electrically driven hydraulic pump:
D. The nosewheel steers and the
rudder moves A. Stops, and does not start again
B. Stops, but cycles as required
C. Operates continuously
3. When the PARKING BRAKE handle is D. Continues to operate for f ive min-
pulled: utes, then stops
14 LANDING GEAR
A. Two master cylinders are mechani-
AND BRAKES
cally actuated, applying the brakes
B. Two m a s t e r c y l i n d e r s , a l r e a d y
actuated, are mechanically held in
that position
C. The parking brake valve is actuated
to trap pressure from that point to
brake assemblies
D. T h e p a r k i n g b r a k e va l v e i s m e -
chanically actuated to build pres-
sure for brake application

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
DESCRIPTION..................................................................................................................... 15-1
FLAPS SYSTEM.................................................................................................................. 15-2
Flap Operation............................................................................................................... 15-3
Landing Gear Warning System ..................................................................................... 15-4
Flap Airspeed Limits..................................................................................................... 15-4
RUDDER BOOST SYSTEM ............................................................................................... 15-4
QUESTIONS ........................................................................................................................ 15-7
15 FLIGHT CONTROLS

ILLUSTRATIONS
Figure Title Page
15-1 Flap Control System .............................................................................................. 15-2
15-2 Flap Control Lever................................................................................................. 15-3
15-3 Flap Position Indicator........................................................................................... 15-3
15-4 Flap System Circuit Breaker ................................................................................. 15-3
15-5 Airspeed Indicator ................................................................................................. 15-4
15-6 Rudder Boost System Diagram ............................................................................. 15-5
15-7 Rudder Boost Switch............................................................................................. 15-6
15 FLIGHT CONTROLS

CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
Familiarization with the flap system operation and limits is necessary to provide opti-
mum performance in takeoff, approach, and landing modes. This chapter identif ies and
describes flap action so the pilot will understand their operation, controls, and limits.
A basic understanding of how the rudder boost system works, and its value in engine-
out situations, will assist the pilot in making full use of its advantages. This chapter
also presents familiarization with and operation of the rudder boost system.
DESCRIPTION
15 FLIGHT CONTROLS
This chapter presents a description and The rudder boost system section of this
discu ssion of flap system. The four-seg- chapter presents a description and dis-
ment Fowler-type system, its controls and cussion of the r udder boost system. This
limits are considered with reference to system is designed to reduce pilot effor t
o p e r a t i o n a s o u t l i n e d i n t h e P i l o t ’s in single-engine flight conf igurations.
Operatin g Ha ndbook.

FLAPS SYSTEM The flaps are operated by a sliding lever lo-

cated just below the condition levers on the
T h e f l a p s , t wo p a n e l s o n e a c h w i n g , a r e pedestal (Figure 15-2). Flap travel, from 0%
driven by an electric motor through a gear- (UP) to 100% (DOWN), is registered at 20,
box mounted on the forward side of the rear APPROACH, 40, 60, and 80 and DOWN in
spar (Figure 15-1). The motor incorporates percentage of travel on an electric indicator
a dynamic braking system through the use on top of the pedestal (Figure 15-3).
of two sets of motor windings. This system
helps to prevent overtravel of the flaps. The
gearbox drives four flexible driveshafts, each
of which is connected to a jackscrew actua-
tor at each flap.
FLAP
MOTOR INBOARD
GEARBOX FLAP DRIVE
OUTBOARD
FLAP DRIVE
A B
FLAP DOWN FLAP APPROACH

LIMIT SWITCH POSITION SWITCH
FLAP UP
LIMIT
SWITCH
L.G. WARNING
HORN SWITCH
15 FLIGHT CONTROLS
DETAIL A DETAIL B
LIMIT AND SAFETY SWITCHES FLAP POSITION TRANSMITTER
Figure 15-1. Flap Control System

Figure 15-2. Flap Control Lever
Figure 15-4. Flap System Circuit Breaker
The flap motor power circuit is protected by

a 20-ampere circuit breaker placarded FLAP
MOTOR, located on the right hand circuit
breaker panel (Figure 15-4). A 5-ampere cir-
cuit breaker, placarded FLAP IND & CON-
TROL, for the flap control circuit is also
located on this panel.
FLAP OPERATION
Flaps are selectable to 3 positions: up, ap-
proach (15°), and down (43°). If a go-around
is initiated with flaps fully extended, re-
traction to either approach or full-up posi-
tions can be accomplished with a single
Figure 15-3. Flap Position Indicator switch position selection.
The flap control has a position detent pro-

vided for quick selection of 30% (15°) flaps
for APPROACH. Full flap deflection is ap-
proximately 43°. The indicator is operated
by a potentiometer driven by the right hand
inboard flap. Flap position limit switches
are also driven by the RH inboard flap.
15 FLIGHT CONTROLS

LANDING GEAR WARNING

SYSTEM
The landing gear warning system is provided
to warn the pilot that the landing gear is not
d ow n a n d l o c k e d d u r i n g s p e c i f i c f l i g h t
regimes. The warning horn will sound con-
tinuously when the flaps are lowered beyond
the APPROACH (30%) position, regardless
of the power lever setting, until the landing
gear is extended or the flaps are retracted.
Although the landing gear warning system
is affected by the flap position, this subject
is discussed more completely in the LAND-
ING GEAR section of this training manual.
FLAP AIRSPEED LIMITS

Airspeed indicator (Figure 15-5) markings
show the maximum speeds and operating
range of the flaps V FE ). The white APP in-
dicates maximum flaps-to or at-approach
speed. The white DN indicates the maxi-
mum speed permissible with flaps extended
beyond APPROACH. Approach speed is 184
KIAS. Beyond APPROACH position, the
maximum speed is 148 KIAS.
Lowering the flaps will produce these results:

• Attitude—Nose up
• Airspeed—Reduced
• Stall speed—Lowered
• Trim—Nose-down adjustment Figure 15-5. Airspeed Indicator
required to maintain
NOTE RUDDER BOOST

All illustration needles may not re- SYSTEM
flect normal indications.
A rudder boost system (Figure 15-6) is pro-
vided to aid the pilot in maintaining direc-
tional control in the event of an engine failure
15 FLIGHT CONTROLS
or a large variation of power between the en-

gines. Incor porated into the r udder cable
system are two pneumatic rudder-boosting
servos that actuate the cables to provide rud-
der pressure to help compensate for asym-
metrical thrust.

LEGEND RIGHT GEN BUS

HIGH PRESSURE P3 AIR
REGULATED P3 AIR
P SWITCH
18 PSI
LEFT PNEUMATIC RIGHT
P3 AIR PRESSURE P3 AIR
CHECK REGULATOR CHECK
VALVE VALVE
AFT PRESSURE BULKHEAD
13 PSI FILTER
LEFT PRESSURE RIGHT
REGULATOR
RUDDER RUDDER
SERVO SERVO
N.C. N.C.
Figure 15-6. Rudder Boost System Diagram

15 FLIGHT CONTROLS

The rudder boost system consists of pneu-

matic actuators in the empennage which pro-
vide the required r udder deflection upon
loss of an engine. A differential pressure
switch, mounted on the pneumatic manifold,
senses engine P 3 pressures. Upon sensing a
loss of P 3 on one engine, this pressure switch
will energize a solenoid to direct pneumatic
manifold air to the appropriate actuator.
During operation, a differential pressure

switch senses bleed air pressure differences
between the engines. If the bleed air pres-
sure differential exceeds about 50 psi dif-
ferential pressure, a signal from the
differential pressure switch to one of the
lines to the rudder boost servos causes the
solenoid valve to open, and one of the ser-
vos is actuated. The pressurized servo will Figure 15-7. Rudder Boost Switch
then pull on one of the rudder cables. Tension
springs in the connection between the ser-
vos and the rudder cables take up the slack A preflight check of the system can be per-
in the rudder cable when one or the other of formed during the run-up by retarding the
the servos is actuated. power on one engine to idle, and advancing
power on the opposite engine until the power
A drop in bleed air pressure from the left d i ff e r e n c e b e t we e n t h e e n g i n e s i s g r e a t
engine will actuate the appropriate ser vo enough to close the switch that activates the
and the right r udder pedal will move for- rudder boost system. Movement of the ap-
ward. A drop in bleed air pressure from the propriate rudder pedal (left engine idling,
right engine will cause the left rudder pedal right rudder pedal moves forward) will be
to move forward. Pedal rigging causes the noted when the switch closes, indicating the
opposite pedal to move in the opposite di- system is functioning properly for low en-
rection. This system is intended to help com- gine power on that side. Repeat the check
p e n s a t e f o r a s y m m e t r i c a l t h r u s t o n ly. with opposite power settings to check for
Appropriate trimming is to be done with the movement of the opposite rudder pedal.
trim controls.
The system is controlled by a toggle switch

( F i g u r e 1 5 - 7 ) , p l a c a r d e d RU D D E R
BOOST–OFF, located on the pedestal below
the aileron trim control knob. The switch
is to be in RUDDER BOOST position be-
fore flight.
The circuit is protected by the 5-ampere

15 FLIGHT CONTROLS
RUDDER BOOST circuit breaker on the

right side panel.

QUESTIONS
1. What happens when the FLAP handle 3. Why should the rudder control lock be
i s m ov e d f r o m t h e D OW N t o t h e removed prior to towing the air plane?
APPROACH position? A. So the air plane can be steered with
A. T h e f l a p s w i l l by p a s s t h e A P - the rudder pedals
PROACH position and retract fully. B. So the brakes can be applied
B. The flaps will not retract. C. To prevent damage to the steering
C. T h e f l a p s w i l l r e t r a c t t o t h e linkage
APPROACH position. D. It is not necessary to remove the rud-
D. The flaps will retract completely, der control lock prior to towing.
t h e n r e t u r n t o t h e A P P ROAC H
position.
4. How can the r udder boost system be
checked for proper operation during en-
2. How is elevator electric trim initiated? gine runup?
A. By the pilot or the copilot moving A. Increasing power on an engine until
either element of his PITCH TRIM the r udder pedal on the same side
switch. moves forward
B. Both the pilot and the copilot mov- B. Increasing power on an engine until
ing both elements of their PITCH the rudder pedal on the opposite side
TRIM switches in the same direc- moves forward
tion simultaneously. C. Rudder boost operation cannot be
C. Either the pilot or the copilot moves checked during engine runup
both elements of his PITCH TRIM D. Reducing power on an engine and
switch simultaneously. noting that neither rudder pedal
D. Both the pilot and copilot moving moves forward
either element of their PITCH TRIM
switches in the same direction
simultaneously.
15 FLIGHT CONTROLS

16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
INTRODUCTION ................................................................................................................... 16-1
FLIGHT INSTRUMENTS...................................................................................................... 16-1
Adaptive Flight Displays (AFD)..................................................................................... 16-2
Multifunction Display (MFD) ....................................................................................... 16-11
DISPLAY CONTROL PANELS (DCP) ............................................................................. 16-15
INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS) ....................................... 16-21
AIR DATA COMPUTERS (ADC)..................................................................................... 16-21
ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)................................ 16-22
REVERSIONARY OPERATIONS.................................................................................... 16-23
OUTSIDE AIR TEMPERATURE .................................................................................... 16-28
STALL WARNING SYSTEM .............................................................................................. 16-30
FLIGHT GUIDANCE SYSTEM (FGS)............................................................................. 16-31
Flight Guidance Computers (FGC).............................................................................. 16-31
Flight Guidance Panel (FGP) ....................................................................................... 16-31
Control Wheel Switches.................................................................................................. 16-39
CONTROL DISPLAY UNIT (CDU).................................................................................. 16-41
FLIGHT MANAGEMENT SYSTEM (FMS) .................................................................... 16-45
Vertical Navigation ......................................................................................................... 16-47
Global Positioning System (GPS) ................................................................................. 16-50
INTEGRATED FLIGHT INFORMATION SYSTEM (IFIS) ........................................ 16-51

Cursor Control Panel (CCP).......................................................................................... 16-53

16 AVIONICS
COMMUNICATION/NAVIGATION SYSTEMS ............................................................ 16-66
Audio System................................................................................................................... 16-69
Radio Tuning Unit (RTU).............................................................................................. 16-73
CDU Tuning..................................................................................................................... 16-77
SECONDARY FLIGHT DISPLAY SYSTEM (SFDS) .................................................... 16-81
WEATHER RADAR SYSTEM........................................................................................... 16-83
COCKPIT VOICE RECORDER (CVR)........................................................................... 16-86
EMERGENCY LOCATOR TRANSMITTER (ELT)...................................................... 16-86
TERRAIN AWARENESS AND WARNING SYSTEM (TAWS+) ................................ 16-87
Basic Ground Proximity Warnings (Reactive) ............................................................ 16-87
Enhanced Ground Proximity Warnings (Predictive).................................................. 16-89
TRAFFIC COLLISION AND AVOIDANCE SYSTEM (TCAS I) ............................... 16-92
APPENDIx A – AVIONICS EQUIPMENT LOCATIONS............................................ 16-95
APPENDIx B – FLIGHT GUIDANCE MODES............................................................ 16-97
APPENDIx C – AVIONICS ACRONYMS..................................................................... 16-101

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1 Adaptive Flight Displays (AFD)..................................................................... 16-2

16-2 Primary Flight Display...................................................................................... 16-3
16-3 Attitude Display ................................................................................................ 16-4
16-4 Airspeed Display .............................................................................................. 16-4
16-5 Trend Vector....................................................................................................... 16-4
16-6 Low Speed Cue.................................................................................................. 16-5
16-7 High Speed Cue................................................................................................. 16-5
16-8 Airspeed Speed Bug ......................................................................................... 16-5
16-9 Acceleration Display......................................................................................... 16-6
16-10 Altimeter Display.............................................................................................. 16-6
16-11 Altitude Negative .............................................................................................. 16-6
16-12 Vertical Speed Indicator (VSI)........................................................................ 16-7
16-13 Altitude Preselect Bugs .................................................................................... 16-7
16-14 Metric Altitude .................................................................................................. 16-8
16-15 Heading and Navigation Display .................................................................... 16-8
16-16 DME Hold ......................................................................................................... 16-9
16-17 PFD Compass Rose Format............................................................................. 16-9
16-18 PFD Arc Format ................................................................................................ 16-9
16-19 PFD Map Format ............................................................................................ 16-10
16-20 Terrain and Radar Overlay Section .............................................................. 16-10
16-21 PFD Lower Display Information .................................................................. 16-11
16-22 Pilot’s MFD Display ....................................................................................... 16-11
16-23 MFD Upper Format ....................................................................................... 16-12
16-24 C90GTi/C90GTx Yokes.................................................................................. 16-12
16-25 MFD Plan Format ........................................................................................... 16-13

16 AVIONICS
16-26 MFD TCAS Only ............................................................................................ 16-14

16-27 TCAS ............................................................................................................... 16-14
16-28 MFD Lower Dispay Information.................................................................. 16-15
16-29 Display Control Panels ................................................................................... 16-15
16-30 Display Control Panel (DCP)........................................................................ 16-16
16-31 Barometric Setting with Yellow Underline .................................................. 16-16
16-32 PFD REFS Menu Page 1 of 2 ........................................................................ 16-17
16-33 PFD V-Speeds.................................................................................................. 16-17
16-34 Radio Altitude Minimum............................................................................... 16-18
16-35 Barometric Minimum ..................................................................................... 16-18
16-36 Minimums Annunciator ................................................................................. 16-18
16-37 PFD REFS Menu Page 2 of 2 ........................................................................ 16-19
16-38 Metric Altitude ................................................................................................ 16-19
16-39 Flight Director Formats.................................................................................. 16-19
16-40 PFD NAV BRG Menu .................................................................................. 16-20
16-41 Bearing Pointer Information ......................................................................... 16-20
16-42 IAPS ................................................................................................................. 16-21
16-43 ADC ................................................................................................................. 16-22
16-44 AHRS ............................................................................................................... 16-22
16-45 Heading Slave and Slew ................................................................................. 16-23
16-46 AFD Reversions.............................................................................................. 16-23
16-47 Reversionary Modes ....................................................................................... 16-24
16-48 ADC1 Failure .................................................................................................. 16-25
16-49 ADC Miscompares ......................................................................................... 16-25
16-50 ADC Switch — ADC2 Selected .................................................................... 16-26
16-51 AHRS1 Failure ................................................................................................ 16-26
16-52 AHRS Miscompares ....................................................................................... 16-27
16-iv FOR TRAINING PURPOSES ONLY

16 AVIONICS
16-53 Pitot Tubes........................................................................................................ 16-27

16-54 Static Ports ..................................................................................................... 16-28
16-55 Alternate Static Source Selection ................................................................. 16-28
16-56 System Integration .......................................................................................... 16-29
16-57 OAT Gauge...................................................................................................... 16-30
16-58 Rosemont Probe.............................................................................................. 16-30
16-59 Transducer Vane .............................................................................................. 16-30
16-60 Stall Warning Heat .......................................................................................... 16-30
16-61 Flight Guidance System Display ................................................................... 16-31
16-62 Flight Guidance Panel (FGP) ........................................................................ 16-32
16-63 Flight Guidance Couple Arrow..................................................................... 16-32
16-64 Independent Flight Director Operation....................................................... 16-32
16-65 YD/AP Disconnect Bar.................................................................................. 16-33
16-66 Heading Vector Line....................................................................................... 16-34
16-67 Half Bank Mode.............................................................................................. 16-34
16-68 APPR Mode Selection ................................................................................... 16-35
16-69 Localizer Nav-to-Nav Capture ...................................................................... 16-36
16-70 VNAV Glidepath (GP) Mode ....................................................................... 16-36
16-71 Vertical Speed (VS) Mode ............................................................................. 16-37
16-72 Flight Level Change (FLC) Mode ................................................................ 16-38
16-73 Left Yoke.......................................................................................................... 16-39
16-74 Pilot’s PFD with SYNC .................................................................................. 16-40
16-75 Go-Around Button ......................................................................................... 16-40
16-76 PFD Go-Around (GA) Mode ....................................................................... 16-41
16-77 Control Display Unit (CDU)......................................................................... 16-41
16-78 Active Flight Plan Page .................................................................................. 16-43
16-79 Active Legs Page ............................................................................................. 16-43

16 AVIONICS
16-80 Direct to Pages................................................................................................. 16-43

16-81 ExEC Label .................................................................................................... 16-44
16-82 MFD Menu Key (CDU)................................................................................. 16-45
16-83 MFD Advance Key (CDU)............................................................................ 16-46
16-84 MFD Text Page................................................................................................ 16-46
16-85 Database Units ................................................................................................ 16-47
16-86 Active Legs Page with VNAV Altitudes....................................................... 16-48
16-87 VNAV Top of Descent.................................................................................... 16-49
16-88 VNAV Modes .................................................................................................. 16-49
16-89 GPS CONTROL ............................................................................................. 16-50
16-90 PROGRESS .................................................................................................... 16-50
16-91 IFIS Block Diagram........................................................................................ 16-52
16-92 USB Database Unit (DBU-5000)................................................................. 16-53
16-93 MCDU Menu .................................................................................................. 16-53
16-94 IFIS Dataload Block Diagram....................................................................... 16-54
16-95 CCP................................................................................................................... 16-54
16-96 MFD Store Complete ..................................................................................... 16-54
16-97 Geo-Politcal Overlay ...................................................................................... 16-55
16-98 Airspace Overlay ........................................................................................... 16-55
16-99 Airways Overlay.............................................................................................. 16-56
16-100 Database Effectivity (STAT Key) ................................................................. 16-56
16-101 STAT Menu...................................................................................................... 16-56
16-102 Chart Subscription (STAT Key).................................................................... 16-57
16-103 MFD Chart Display ........................................................................................ 16-57
16-104 MFD Chart Menu ........................................................................................... 16-58
16-105 MFD Chart Approach Index ......................................................................... 16-58
16-106 MFD Chart Zoom Box................................................................................... 16-59
16-vi FOR TRAINING PURPOSES ONLY

16 AVIONICS
16-107 MFD Chart Geo-Reference Symbols ........................................................... 16-59

16-108 MFD Chart Menu .......................................................................................... 16-60
16-109 MFD PLAN Map Weather Overlay ............................................................. 16-60
16-110 MFD Dedicated Graphical Weather Format (xM Weather) .................... 16-61
16-111 MFD xM Weather Menu .............................................................................. 16-61
16-112 MFD Metar Display ....................................................................................... 16-61
16-113 MFD xM GWx Overlay Selections v6........................................................ 16-62
16-114 Overlay Legends ............................................................................................. 16-62
16-115 MFD Graphical Weather Time Stamps ....................................................... 16-63
16-116 MCDU Datalink Pages (Universal Weather) .............................................. 16-64
16-117 Datalink Weather Selections (Universal Weather) ..................................... 16-64
16-118 MFD Plan Map Weather Overlay ................................................................. 16-65
16-119 MFD Dedicated Graphical Weather Format (Universal Weather) ......... 16-65
16-120 Universal Weather Menu ............................................................................... 16-66
16-121 RTU/CDU TUNE Switch .............................................................................. 16-66
16-122 Emergency Frequency Button ....................................................................... 16-67
16-123 Antennas .......................................................................................................... 16-67
16-124 RMT Tune Switch............................................................................................ 16-68
16-125 PFD DME Displays ........................................................................................ 16-69
16-126 DME Hold Selection and Images ................................................................. 16-69
16-127 ATC Transponder Switch ............................................................................... 16-70
16-128 Flight ID Selection ......................................................................................... 16-70
16-129 Audio Panels .................................................................................................... 16-71
16-130 Audio System Components............................................................................ 16-71
16-131 Control Wheel (PTT) Switches...................................................................... 16-73
16-132 Radio Tuning Unit (RTU).............................................................................. 16-74
16-133 RTU in Preset Tuning Mode .......................................................................... 16-74
FOR TRAINING PURPOSES ONLY 16-vii

16 AVIONICS
16-134 RTU COMM Pages ........................................................................................ 16-75

16-135 RTU NAV Pages ............................................................................................ 16-75
16-136 RTU ADF Pages ............................................................................................. 16-76
16-137 RTU ATC Page ............................................................................................... 16-76
16-138 CDU Tune ........................................................................................................ 16-77
16-139 CDU Frequency Data..................................................................................... 16-78
16-140 CDU COMM Page ......................................................................................... 16-78
16-141 CDU NAV Page .............................................................................................. 16-79
16-142 CDU ATC Page............................................................................................... 16-79
16-143 CDU ADF Page .............................................................................................. 16-80
16-144 GND COMM Button ..................................................................................... 16-80
16-145 Static Wicks...................................................................................................... 16-80
16-146 SFDS Display ................................................................................................. 16-81
16-147 SFDS Power Switch ........................................................................................ 16-82
16-148 PFD Radar Menu............................................................................................ 16-83
16-149 Test Mode......................................................................................................... 16-83
16-150 Radar Ground Map Mode ............................................................................. 16-84
16-151 Radar Display with Path Attenuation Bar ................................................... 16-84
16-152 Radar Gain Display ........................................................................................ 16-84
16-153 Radar Ground Clutter Supression ................................................................ 16-85
16-154 Radar Tilt Display ........................................................................................... 16-86
16-155 CVR Controllers ............................................................................................. 16-86
16-156 ELT Manual Switch ........................................................................................ 16-87
16-157 PFD GND PROx and PULL UP Annunciators ........................................ 16-87
16-158 TAWS Failure Annunciators.......................................................................... 16-87
16-159 TAWS Buttons................................................................................................. 16-89
16-160 Terrain Display ................................................................................................ 16-90
16-viii FOR TRAINING PURPOSES ONLY

16 AVIONICS
16-161 Terrain Advisory Line (TAL) ........................................................................ 16-90

16-162 Avoid Terrain Warning ................................................................................... 16-90
16-163 Terrain Fail and TERR Annunciations......................................................... 16-92
16-164 TCAS I TEST .................................................................................................. 16-93
16-165 Operating Mode Button................................................................................. 16-93
16-166 Overview of Avionics Units ........................................................................... 16-95
TABLES
Table Title Page
16-1 Basic Cautions and Warnings......................................................................... 16-88
16-2 TAWS Buttons................................................................................................. 16-89
16-3 Enhanced Cautions and Warnings ................................................................ 16-91
16-4 Flight Guidance Modes .................................................................................. 16-97
FOR TRAINING PURPOSES ONLY 16-ix

16 AVIONICS
CHAPTER 16
AVIONICS
INTRODUCTION
The King Air C90GTi/C90GTx utilizes the Collins Pro Line 21 avionics system. The Pro
Line 21 Avionics System is an integrated flight instrument, autopilot, and navigation sys-
tem. All functions have been combined into a compact, highly reliable system designed for
ease of operation, seamless communication between systems, and reduced pilot workload.
FLIGHT INSTRUMENTS
ELECTRONIC FLIGHT
INSTRUMENT SYSTEM (EFIS)
The Electronic Flight Instrument System (EFIS) are called Adaptive Flight Displays (AFD).
consists of computers and data collectors that, Compared to conventional instrumentation, an
when coupled with other subsystems, result in EFIS system permits much more information to
the display of flight, navigation, and engine indi- be presented to the pilot with a minimum of op-
cating on liquid crystal displays (LCD)—these erating complexity, maintenance, and weight.

16 AVIONICS
Figure 16-1. Adaptive Flight Displays (AFD)
ADAPTIVE FLIGHT DISPLAYS be exceeded each AFD has its own tempera-

ture monitor. Depending on what is needed
(AFD) this monitor has control of integral heaters
The liquid crystal (LCD) Adaptive Flight and cooling fans.
Displays (AFD) contain all the flight and
navigation information previously indicated In the event of a display failure on PFD 1 the
on separate “round dial” instruments. Three MFD can display PFD 1 images in what’s called
AFD’s are installed in the King Air C90GTi/ a reversionary or composite mode. However,
C90GTx. The left and right AFD’s are inter- there is no reversionary backup to PFD 2.
changeable. The center AFD carries a differ-
ent part number to support more advanced Primary Flight Display (PFD)
graphic capabilities and is not interchange-
able. The left AFD functions as the pilot’s The PFD displays airplane attitude and dy-
Primary Flight Display (PFD 1) on which air- namic flight data. Flight Director indications,
plane attitude, heading, altitude, vertical autopilot annunciations, and navigation infor-
speed, etc., are shown. The center AFD func- mation are also shown in a centralized loca-
tions as the multifunction display (MFD) on tion including reversionary format. See typical
which engine indications, diagnostic pages, PFD display in Figure 16-2.
checklists, navigation data, etc. are shown.
The MFD receives much of the same data as The PFD has the following controls and indi-
PFD 1. The right AFD functions as the copi- cations:
lot’s Primary Flight Display (PFD 2) and op-
erates independent of PFD 1.
BRT/DIM Rocker Switch
The temperature of LCD displays must stay The PILOT DISPLAYS rheostat, on the over-
within appropriate limits to provide normal head panel, provides primary intensity con-
operation. Should these temperature extremes trol. The BRT/DIM Rocker Switch on the

16 AVIONICS
Collins
HDG PTCH
FMS ALTS 6935
140
1 4 000
80
4
20
700 2
60 1
10
600
60
6 5 40
20
V2 110 10
1
VR 93
400 2
V1 93
ACC-.02
0 4
30.16IN
TERM
24 251 W
FMS1
DTK 251 21
(6935)
144
30
0. 8NM
069
50 FORMAT > <
25
TERR
< PRESET RDR
>
VOR1 TERRAIN
F TFC >
TCAS OFF
< ET 01:42 RADAR ON

COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250
BRT
DIM
Figure 16-2. Primary Flight Display
PFD provides secondary intensity control of viewed on the AFD display. LSKs that are cur-
the PFD. The PILOT DISPLAYS rheostat, lo- rently active are denoted by carets (< >) dis-
cated on the overhead panel, will control played adjacent to the LSK.
three displays simultaneously; the PFD, MFD,
and Control Display Unit (CDU) on the
pedestal. This allows all three displays to be Attitude Display
brightened together. The BRT/DIM Rocker The primary function of the PFD is to show
Switch will then allow each display to be fine airplane attitude. The attitude display on the
tuned to make its brightness even with the PFD, additionally shows the following: flight
surrounding displays. director steering commands; flight guidance
system status/mode annunciations; vertical/lat-
Line Select Keys eral deviation; marker beacon annunciations;
and radio altitude.
Four line select keys (LSK) are located on
each side of the AFD. These keys are used in A rectangular-shaped slip/skid indicator is lo-
conjunction with the information being cated at the base of the “sky-pointer” bank

16 AVIONICS
index. This is used like the fluid filled slip-skid where each knot of airspeed increase or de-
indicator used in other aircraft (e.g., half of the crease will rollover to show the next digit. The
rectangle to the right equals half ball to the tape and rolling drum will begin indicating as
right). See Figure 16-3. the airspeed is above 40 knots.
Collins
140
HDG PTCH 80
FMS ALTS 6935
140
14 000
80
4
20
700
60
2
60 1
10
600
60
6 540
20
1
V2 110 10
VR 93 400 2
V1
ACC-.02
93
0 4
30. 16I N
TERM
24 251 W
V2 110
VR 93
HDG PTCH V1 93
FMS ALTS ACC-.02
1 <
TERM
Figure 16-4. Airspeed Display
20 T
R
This display area can also show current Mach,
10 IAS markers (bugs), IAS trend vector, low/
high speed cues, and acceleration rates. The
trend vector is a magenta line that extends ei-
ther above or below the pointer to indicate the
HDG PTCH rate of airspeed increase or decrease. The end
FMS ALTS of the vector indicates expected airspeed in 10
seconds (based on current A/C pitch, power
1 setting, and A/C configuration). A trend vec-
V
tor moving into a warning bar, in either the
20 overspeed or lowspeed area, will cause the air-
speed number to flash yellow (Figure 16-5).
10
210
Figure 16-3. Attitude Display 240
220
Airspeed Display 21 0
9
200
The Airspeed Display on the PFD is of a mov-
<
ing tape design (Figure 16-4). 180
A large “pointer” at the center of the display is
the current aircraft airspeed. The digital read-
out at this pointer acts like a rolling drum Figure 16-5. Trend Vector
<
16 AVIONICS
The Low Speed Cue / Impending Stall Speed is reduced to below the red overspeed bar. If
(LSC / ISS) bar is displayed at the AFM value the autopilot is engaged during the overspeed,
for stall at a maximum gross weight, power it will begin to pitch the aircraft up until
idle and no bank condition (Figure 16-6). achieving an airspeed just below the current
Vmo or Mmo.
160 160
210 211
140 120
240 280
120 100
11 1 91 220 260
0 0
100 80 21 0 25 0
9 9
200 240
80 60
180 220
200 RA
Low Speed Pre-Warning Low Speed Warning 200 RA
Overpeed Pre-Warning Overspeed Warning

Figure 16-6. Low Speed Cue
Figure 16-7. High Speed Cue
This speed is adjusted for flap position as listed
here: Displayed above the airspeed tape, is a Speed
reference that the pilot can set using the speed
<
<
<
<
• 0% Flaps – 88ktss knob on the Flight Guidance Panel. A bug will
appear on the tape next to the selected speed
• 40% Flaps – 83kts (Figure 16-8).
• 100% Flaps – 78kts
Speed Bug
It is important to note that these speeds are Setting 135
not adjusted for the current g-forces, power 160
settings or maneuvers. They should be used as
reference only and not as the primary indica-
tion of a stall. The true indication of a stall will 140 Speed
Bug
be in the form of a stall horn, or aerodynamic
buffet. The autopilot will not stop the aircraft 9
airspeed from getting into the low speed cue 11
but once the stall warning horn sounds the au-
8
topilot will disconnect. See the Stall Warning 100
section later in this chapter.
The high speed cue consists of a red bar start- 80
ing at the current Vmo or Mmo whichever is
appropriate (Figure 16-7). Should the aircraft Figure 16-8. Airspeed Speed Bug
actual airspeed enter this red bar area an over-
speed warning horn will sound until the speed

16 AVIONICS
Below the airspeed, tape two different digital
readouts may be displayed. While on the 4000
ground the current acceleration rate is dis- 3 000
played in “G’s.” This can indicate from .00 to
4
+ or – .99g. While airborne, the current Mach
number is displayed in lieu of the acceleration 700 2
display (Figure 16-9). The Mach indication
1
will appear only if the current speed is greater
than .450 Mach. The display is then removed 600
60
when the Mach is less than .400. 6 5 40
20
1
140
80 210
400 2
240 4
60
1000
30. 16I N
220
21 0
9 Figure 16-10. Altimeter Display
200
V2 110
VR 93 180 The Altimeter setting is displayed below the
V1
ACC-.02
93
0 altitude tape. This can be changed between
M .423 inches and hectopascals. Refer to the REFS
TERM section of the Display Control Panel (DCP)
for more information. 200 RA
On Ground In Flight
<
<
<
Figure 16-9. Acceleration Display

6935
1 4 000
Altitude and Vertical 1Speed R
Displays 4
700 2
<
<
The Altitude and Vertical Speed Displays in- 1
dicate the altitude and vertical speed. The alti- 600
1(*
tude data is a moving tape design with a 60

5 40
central “pointer.” This pointer contains a digi- 20
tal readout with a rolling drum appearance
1
just like the airspeed display. Each 20 feet of
altitude is on a single drum and the hundreds 400 2
and thousands follow when needed. At lower 4
altitudes, green striped shutters cover the ap-
3 0 .1 6 I N
propriate ten thousand and thousand digits
(Figure 16-10). Figure 16-11. Altitude Negative
Should a negative altitude exist, a vertically
positioned “NEG” legend will replace the ten
thousands position (Figure 16-11). Additionally, this altimeter setting can flash as
an advisory of transition altitude / level pas-
<

16 AVIONICS
sage. Refer to the REFS section of the Display be stopped earlier by pressing the ALT knob
Control Panel (DCP) for more information. on the flight guidance panel. (See the Flight
This transition point cannot be changed to an Guidance section later in this chapter.)
altitude other than 18,000’. Should the aircraft go ± 200’ from the altitude,
an aural tone will sound and the preselected
The vertical speed display consists of a moving altitude will change to yellow and flash. This
green line that will angle up or down depending flashing will continue until the altitude returns
on the current vertical speed (Figure 16-12). to within 200’ of selected. This flashing can be
stopped by pressing the ALT knob on the
The value of climb or descent will then read at flight guidance panel.
the top of the display for a climb or bottom of
the display for a descent,when the value is
greater that 300 ft/min. Once the climb or de- 7500 Preselect
scent decreases below 100 ft/min the digital Altitude
600
readout will be removed.
Fine Preselect
Coarse Preselect 500 Altitude Bug
Altitude Bug
4 20
7400
80
2
1 300
Flight Guidance Current Vertical
Selected Vertical Speed 200
Speed
VNAV Vertical 1
Speed Required
Figure 16-13. Altitude Preselect Bugs
2
4 This top display area can also contain the met-
300 ric altitude and metric altitude preselect (Fig-
ure 16-14). Refer to the REFS section of the
Figure 16-12. Vertical Speed Indicator (VSI) Display Control Panel (DCP) for more infor-
mation. This action will affect both pilots and
cannot be done independently. This change
Displayed above the altitude tape is the pres- does not alter the actual altitude tape; that re-
elected altitude shown in cyan. This altitude is mains in feet for all phases of flight.
selected by the pilot using the ALT knob on
the Flight Guidance Panel. The selected alti- Additionally, a magenta number can be dis-
tude is then marked with a Fine Preselect Al- played above the VSI (Figure 16-10). This
titude bug that “brackets” the altitude window number is FMS generated and indicates the
when captured (Figure 16-13). A smaller crossing restriction altitude for the current leg
Coarse Preselect Altitude bug will appear on (this can come automatically from the FMS
the left side of the tape when approximately database or manually by pilot input into the
1000’ from the selected altitude to indicate FMS). If desired, this number, in addition to
proximity to that altitude. An aural tone will the preselected altitude, allows the FMS to au-
sound and the preselected altitude will flash tomatically fly a vertical navigation (VNAV)
further indicating proximity to the chosen al- procedure and comply with all the known
titude. Once within 200’ of the preselected al- step-down fixes.
titude, the flashing will stop. This flashing can

16 AVIONICS
METRIC ground track. The difference between the cur-
2450M 6935 rent heading and track pointer indicates drift
4000M
angle and is helpful in establishing the appro-
4 priate crab to maintain course. The track
200 2 pointer is generated from the FMS and will be
1
green if it is driven from the onside FMS or
100 yellow if it is driven from the cross-side FMS.
60
8 0 40
20 The upper left corner of the NAV display in-
1
dicates the active NAV source. This will display
in green when the “onside” unit is selected
900 2 (e.g., NAV1 and FMS1 are green on the pilot’s
4 side; NAV2 and FMS2 are green on the copi-
1018HPA
lot’s side). If the “cross-side” unit is selected, it
will display in yellow (e.g., NAV2 and FMS2
Figure 16-14. Metric Altitude are yellow on the pilot’s side; NAV1 and FMS1
are yellow on the copilot’s side). In a single
FMS aircraft, the copilot will always have a
Heading and Navigation yellow FMS needle and the pilot will have a
Displays1 green FMS needle.
The Heading and Navigation Displays at the <
Above the active NAV source label is an area
lower portion of the PFD’s contain heading, reserved for FMS messages and annunciations.
current on-side navigation source, radar or ter- Selected messages can appear here. However,
rain, and traffic (Figure 16-15). the majority of the messages will be displayed
0 on the Control Display Unit (CDU) on the
ACC .02
TERM HDG 010 251

30.16IN pedestal. These will be prompted by the label
24 W
FMS1
“MSG” to instruct the pilots to look down at
DTK 251
(6935)
21 the CDU and retrieve the message.
144
30
0. 8NM
069
50
Immediately below the active NAV source
FORMAT > <
label is a list of related navigation distances and
25
< PRESET
TERR
RDR
>
information. When FMS is chosen, this list con-
VOR1 TERRAIN tains the Desired Track (DTK), name of the
F TFC >
TCAS OFF
next waypoint and distance to that waypoint
(Figure 16-15). When LOC or VOR is chosen
< ET 01:42 RADAR ON
COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250 this list contains the frequency or identifier and
BRT the current selected course. If DME is collo-
DIM
cated with the VOR or LOC, the identifier of
the station and DME distance to the station
Figure 16-15. Heading and Navigation will be displayed. However, if DME hold is se-
Display lected the identifier of the station is removed
and a distance will appear with an “H” indicat-
At the top center of this area is the aircraft’s ing it is in DME hold (Figure 16-16).
current heading. To the left of that display will
appear the cyan heading bug’s current selec- Below this list is a PRESET option (Figure 16-
tion when the bug is moved with the Flight 15). The nav source inside the blue box is on
Guidance Panel or the heading bug is out of standby. Should the PRESET LSK be pressed,
view. Additionally, an open-circle-shaped track the PRESET nav source will become the ac-
pointer will indicate the current aircraft tive nav source and the active nav source will

1
16 AVIONICS
now be the PRESET. (This is the same as traffic can also be displayed in this format by

1
course transfer used in other systems.) This pressing the TFC line select key. When this op-
PRESET option cannot display a secondary tion is chosen, the range is limited to 50nm. To
CDI and remains in standby. get a further range, the TCAS traffic must be
deselected first. This range is controlled by the
DCP and is discussed later.
1
VOR1 114.30 4
1
CRS 251 30. 16 IN
SNX 2
TERM 251
0. 8NM FMS1
24 w
DTK 251
(6935) 21
S
0. 8NM
30
<
S
FORMAT >
33
<
15
15
< PRESET 1 < PRESET TERR
RDR
N
VOR1
FMS1
12
V 4.1NM
12
3
SXW E TFC >
6 TCAS OFF
V ----NM
SXW
VOR Active Navigation < ET
BRT
VOR1 113.80 DIM
CRS 251
2 Figure 16-17. PFD Compass Rose Format
20. 8 H
S
The arc format can display the same items de-
scribed for the full compass rose but only pres-
<
ents a 120˚ portion of the compass (Figure

15
< PRESET 16-18). In this mode, the display of TCAS traf-

FMS1 fic does not limit the range to 50nm. The dis-
12
play of any overlays (discussed later in this

1
VOR Active Navigation With DME Hold
section) will limit the range to 300nm. If a fur-
ther range is desired, all overlays must be re-
Figure 16-16.
< DME Hold moved and the arc format can be extended to
a 600nm range. This mode cannot display the
The last LSK on the left side is the Elapsed FMS map. 1
Timer (ET) (Figure 16-15). Pressing this LSK 9
0
will start, stop and reset the timer that appears ACC-.02
1 0 1 8 HPA
TERM 251
next to the ET label. This is independent of the 24 W
other pilot’s timer and can only count up and FMS1
DTK 251 21
(6935)
not down. 144
30
0. 8NM
069
50
On the right side of the display there is a FOR- FORMAT > <
MAT LSK. This LSK changes the display for- 25
TERR
< PRESET >
mat of the lower portion of the PFD. This will VOR1
RDR
TERRAIN
select one of three options: full compass rose, F TFC >

arc and map (Figure 16-15). TCAS OFF
< ET 01:42 RADAR ON

The full compass rose is a 360˚ presentation of BRT
heading with the ability to display a CDI and DIM
two bearing pointers (Figure 16-17). TCAS

Figure 16-18. PFD Arc Format

16 AVIONICS
The map format is similar to the arc format
1 1
cyan and large font. The display of these items
but instead of a large CDI image it displays the does NOT indicate that the unit is active (Ter-
FMS map (Figure 16-19). This format is only rain and Radar must be turned ON from a dif-
available when FMS is the active nav source. ferent location). Below these labels is an area
This mode will be automatically deselected if reserved for detail about the selected option.
a non-FMS source is made active and it will re- For instance, if RDR is selected, the display
vert to the arc format. Additionally, when map will be cyan and the radar operating mode and
format is chosen on the left PFD it forces the tilt would be displayed below RDR. If TERR
MFD into present position map mode (PPOS) is selected, the display will be cyan and the ap-
0
and other MFD map formats are not selec- 0
propriate operating status for the terrain
table. It is critical to remember that following would be displayed (e.g., “TERRAIN”, “TER-
map lines is not an alternative to CDI displays. RAIN FAIL”, “TERRAIN TEST”, etc.) (Figure
F F
For navigation, a lateral deviation display will 16-20).
appear at the bottom of the attitude indicator
44
when map mode is chosen. 69
The same range limitations apply in this mode FORMAT > <

FORMAT > <
as they did with the arc format.
TERR TERR
V1 93
2
RDR > RDR
>
ACC-.02
0 4
WX TERRAIN
30.16IN T+4.5A
TERM
24 251 W
FMS1 TFC > TFC >
DTK 251 21 CUROT TCAS OFF TCAS OFF
ONLOE
JABAN
30
1. 5NM
<
1 RALPE
1 1 COM2 125.250 1 COM2 125.250
10 FORMAT > <
5
ONLOE
BRT BRT
TERR
< PRESET KEGE
RDR
> DIM DIM
VOR1
TFC >
Figure 16-20. Terrain and Radar Overlay
< ET 01:42 RADAR ON Section
BRT
DIM Both can also be deselected from the display
and would change the respective label to
Figure 16-19. PFD Map Format white.
TFC line select key allows the TCAS display
Additional options for display with the FMS to be turned ON or OFF on any of the three
map are available through the Control Display formats. When the TCAS display is selected,
Unit on the pedestal (see the CDU section TFC will be cyan. When deselected, TFC will
later in this PTM). be white. Below the TFC line is an area re-
served for TCAS messages (e.g., TCAS TEST,
Below the FORMAT LSK is the TERR/RDR TA ONLY, etc.) (Figure 16-20). The display of
LSK. This key allows for the display of either cyan TFC does NOT indicate that TCAS is ac-
terrain or radar images. These cannot be dis- tually active. TCAS is activated with a different
played simultaneously on the same display or selection discussed later in the TCAS section.
when the compass rose format has been se-
lected. The chosen option will be displayed in

16 AVIONICS
Lower Display Information Collins

1
At the bottom of each PFD is a row of infor-
mation that continuously display these items: ITT 0 PROP 1980 ITT 0 FF 430
26 734 0 120
COMM1, ATC squawk, UTC, RAT (ram air 0.0 NI 98.5 46
PRESS
OIL
TEMP oC 73
temperature) and COMM2 (Figure 16-21). TORQ
0
FIRE TORQ
2000
AFX
Pressing the push-to-talk button on the yoke or
microphone will highlight the appropriate RW25
( 6 9 3 5)
0 . 0NM
0 . 8NM
:
- : - - : CL I MB
SXW152 4 . 4NM - : - - : ( 6 9 3 5) 6 9 3 5 A
COMM frequency label with a blue box. The KBJC 198NM - :- - : - : - - / 0 . 8NM
ATC selection will show which transponder is
chosen and whether that transponder is on FMS
STBY or active. It does not display the differ- 24 251 W
DTK 251
( 6 9 3 5)
ence between ON and ALT. The RAT is de- TTG -- : -- 21
ABOVE
0. 8NM
rived from the currently selected air data
<
30
computer.
< 50 <
25
SXW152 TERR
( 6 9 3 5)
KEGE RDR <
/6935A WX
< ET 01:42 RADAR ON T+5.7
COM1 121.800 ATC1 4336 UTC 14:41 o
RAT 15 C COM2 125.250
F TFC <
BRT
DIM RLG
/14000A
GS 0 TAS 0 SAT 15 oC ISA +13 oC
BRT
Figure 16-21. PFD Lower Display DIM
Information
Figure 16-22. Pilot's MFD Display
MULTIFUNCTION DISPLAY
(MFD) Switch will then allow each individual display
to be fine tuned to make its brightness com-
The MFD displays engine indications, diag- patible with the surrounding displays.
nostic pages, weather radar, two formats of
navigation information, and terrain informa-
tion. A typical MFD display is shown in Fig- Line Select Keys
ure 16-22.
Four line select keys (LSK) are located on
The MFD has the following controls and indi- each side of the MFD. The keys are used in co-
cations: ordination with the information being viewed
on the individual MFD display. LSKs that are
currently active are denoted by carets (< >)
BRT/DIM Rocker Switch displayed adjacent to the LSK.
The BRT/DIM Rocker Switch provides sec-
ondary intensity control of the MFD. The Engine Display
PILOT DISPLAYS rheostat, on the overhead
panel, provides primary intensity control. This The engine instrument display is shown at the
PILOT DISPLAYS rheostat will control all top of the MFD. This is called the Engine In-
three displays: the PFD; MFD; and Control dicating System (EIS). The EIS is always visi-
Display Unit (CDU) on the pedestal, simulta- ble with aircraft power on. Refer to Chapter 7,
neously. Each display does not have to be in- Powerplant, of this Pilot Training Manual for
dividually dimmed or brightened but can be more information.
operated together. The BRT/DIM Rocker

16 AVIONICS
MFD Window The checklist can be selected either by using

the UPPER FORMAT LSK described above
The MFD Window can display the following and choosing “CHKLST”, or by using the
items: specific FMS waypoint and/or Vertical checklist ON/OFF button on the back of ei-
Navigation (VNAV) information; or a checklist. ther yoke (Figure 16-24). The pages are ad-
vanced using the Cursor Control Panel (CCP).
The FMS waypoint information must be
turned ON by the left LSK on the MFD.
When pressed, the UPPER FORMAT menu CHECKLIST LINE CHECKLIST
ADVANCE ON/OFF
will appear that allows selection of the check-
list, FMS-TxT or OFF (Figure 16-23) . Each
repeated press of the UPPER FORMAT LSK
will cycle through the options. Once the FMS-
TxT is chosen, the information presented is
changed with the Control Display Unit (CDU)
(see the CDU section for more information).
Collins
C90GTi PILOT YOKE
ITT 0 PROP 1980 ITT 0 FF 430

26 734 0 PRESS 120
OIL
0.0 NI 98.5 46 TEMP oC 73
TORQ FIRE TORQ AFX
0 2000
FORMAT
CHKLIST
FMS-TXT
OFF
RW25 0 . 0NM :
( 6 9 3 5) 0 . 8NM - : - - : CL I MB
SXW152 4 . 4NM - : - - : ( 6 9 3 5) 6 9 3 5 A
KBJC 198NM - :- - : - : - - / 0 . 8NM
FMS
24 251 W
DTK 251
( 6 9 3 5)
TTG -- : -- 21
ABOVE
0. 8NM
30
C90GTx PILOT YOKE

50
< UPPER FORMAT LOWER FORMAT > <
FORMAT
25 PPOS
TERR
Figure 16-24. C90GTi/C90GTx Yokes
SXW152 PLAN
( 6 9 3 5)
KEGE TCAS
GWX
RDR <
/6935A WX
T+5.7
F TFC <
RLG
/14000A
BRT
DIM
Figure 16-23. MFD Upper Format

16 AVIONICS
NAVIGATION Information Collins
The following formats can be chosen for dis- ITT 0 PROP 1980 ITT 0 FF 430

play on the MFD by pressing the top right line 26
0.0 NI 98.5
734 0
46
PRESS
OIL
TEMP oC
120
73
select key: TORQ
0
FIRE TORQ
2000
AFX
RW25 0 . 0NM 16:24

Plan Map Format ONLOE
RALPE
KLAS
1 . 5 NM
4 . 0NM
540NM
- :- - - - :- -
- :- - - - :- -
- : - - - - : - - - - - - - LB - - . - GW
The Plan Map Format (MAP) is used for plan-
ning/verifying the entered FMS information. FMS
N
It is displayed as a true north up, waypoint
centered display (Figure 16-25). The Plan Map STORE
format is not intended to be used for primary COMPLETE 10
navigation nor for the duration of the flight. In <
OBLOE
KEGE
< <
CUROT
this mode the aircraft position may fly “off” RALPE
TERR
RDR
the map since it is waypoint centered not air- JABAN
TERRAIN
craft centered. Additionally the following TFC <

FATPO
overlays cannot be displayed: terrain; radar; or
0 0 SAT 15 oC ISA +13 oC
TCAS. With the xM weather option, this for- GS TAS
BRT
mat can also overlay downloaded Nexrad DIM
radar for the 48 contiguous states. MFD Window ON

Collins
To see an extended image beyond the range
arc on the MFD, the MFD window option pre-
viously discussed can be turned OFF by using ITT
26
0 PROP 1980 ITT
734
0 FF 430
0 PRESS 120
the UPPER FORMAT key. This will provide TORQ FIRE
0.0 NI 98.5
TORQ AFX
46
OIL
TEMP oC 73
50% more range above the normal navigation 0 2000
display. JESIE
The currently selected range is displayed on
the edge of the range circle. This is controlled
FMS
by the DCP and will be discussed later. This N
range will always be equal to the range dis-
played on the left PFD. This will limit to the
10
following; 50nm if TCAS traffic has been se-
< <
lected on the left PFD; 300nm if TCAS display CUROT
OBLOE
KEGE
<
RALPE
is OFF and overlays have been selected on the JABAN
TERR
RDR
TERRAIN
left PFD or MFD; or 600nm if no overlays or
TFC <
TCAS are selected on the left PFD or MFD. FATPO

Further display options for the FMS map dis- BRT
play are controlled by the Control Display DIM
Unit on the pedestal (see the CDU section MFD WIndow OFF
later in this PTM).
Figure 16-25. MFD Plan Format

16 AVIONICS
FMS Present Position Map Collins
Format
26 734 0 PRESS 120
The FMS Present Position (PPOS) map is a TORQ FIRE
0.0 NI 98.5
TORQ AFX
46
OIL
TEMP oC 73
moving pictorial of the flight. The map is cen- 0 2000
tered on the airplane present position with the
current heading at the top of the display.
To see an extended image beyond the range
FMS 251
arc, the MFD window previously discussed can
be turned OFF by using the UPPER FOR-
MAT key. This provides 50% more range +10
-10
10
above the normal navigation display similar to
< <
the Plan Map Format discussed earlier. <
TERR
RDR
TERRAIN
The current range is displayed on the two con-
TFC <
centric range arcs, controlled by the DCP. The
displayed range will always be equal to the GS 0 TAS 0 SAT 15 oC ISA +13 oC
ranges displayed on the left PFD. This will be BRT
limited to 50nm if TCAS traffic has been se- DIM
lected on the left PFD; 300nm if TCAS display
is OFF and overlays have been selected on the Figure 16-26. MFD TCAS only
left PFD or MFD; or 600nm if no overlays or
TCAS are selected on the left PFD or MFD. Either selection will depict nearby transpon-
der-equipped airplanes who are in close prox- o
C
imity or who are predicted collision threats

TCAS Information (Figure 16-27). There can be up to 30 traffic in-
TCAS traffic may be displayed on a TCAS- dications on the display at one time.
only format, or overlayed on the PPOS format.
To overlay TCAS on the PPOS format, simply FM S
press the TFC line select key to turn it cyan. A DTK 25 1 24 251 W
( 6 9 3 5)
TCAS message-only area will be present TT G - - : - -
0 . 8N M
21
SXW152 ABOVE
BELOW
below this TFC key (e.g., TCAS TEST, TA

30
+10
ONLY, etc.). < 5
-10
< <
2.5 ( 6 9 3 5)
The TCAS-only format can be selected by the /6935A
KEGE
TERR
RDR <
WX
-02
LOWER FORMAT key or by pressing and F
T+5 .7
TFC <
holding the traffic (TFC) key for more than 2 TCAS TEST
seconds (Figure 16-26). The display is a 360˚, GS 0 TAS 0 SAT 15 oC ISA +13 oC
heading up image that only shows traffic and BRT
DIM
initially displays with a 10nm scale. It does not
show the weather radar, terrain, or FMS map.
Figure 16-27. TCAS

0
16 AVIONICS
( 6 9 3 5)
KEGE RDR <
The TFC line select key is only a display se- F
/6935A WX
T+5.7
TFC <
lection and does not actually turn ON the RLG

/14000A
TCAS unit. This must be accomplished with a BRT
DIM
separate procedure (see the TCAS section of
this PTM). Figure 16-28. MFD Lower Dispay
Information
Graphical Weather (GWX)
Another possible format is the dedicated DISPLAY CONTROL
graphical weather page. The options available
here depend on the chosen weather provider.
PANELS (DCP)
See the aircraft documentation and the IFIS Display control panels are vertical panels lo-
section of this manual for more information. cated adjacent to each PFD (Figure 16-29).
The DCP and the bezel mounted line select
Lower Display Information keys on each PFD provide the primary pilot
interface to control the flight displays. The left
At the bottom of the MFD is a line of infor- display control panel (DCP 1) provides con-
mation that always contains the following trol for PFD 1 and the MFD. DCP 2 controls
items: GS, TAS, SAT, ISA (Figure 16-28). The only PFD 2. All menus and pages controlled
Ground Speed (GS) indication is derived from by the DCP will “time out” after 10 seconds if
the FMS. Should the FMS fail, the GS indica- there is no activity. This will return the PFD to
tion will be removed. True Airspeed (TAS), the main display.
Static Air Temperature (SAT) and ISA devia-
tion (ISA) are all derived from the ADC.
Should the ADC fail, these indications will be
removed.
Figure 16-29. Display Control Panels

16 AVIONICS
The DCP is shown in Figure 16-30. (Informa- BARO PUSH STD Button

tion for Weather Radar controls are found in
this chapter.) When pushed, the standard altimeter setting
QNE is selected and “STD” will be displayed
in lieu of the pressure setting. The cyan prese-
lect altitude above the altitude display will dis-
play a flight level (FL) format when this
button is pushed (e.g., 22,000 will be displayed
as FL220; 8,000 will be FL80). To return the
setting to normal units, turn the Baro Knob
and select the new altimeter setting.
6935
1
1 4 000
4
700 2
1
600
60
6 5 40
20
1
1
IFIS 400 2
4
Figure 16-30. Display Control Panel (DCP)
3 0 .1 6 I N
BARO Knob Figure 16-31. Barometric Setting with

Yellow Underline
Rotating the BARO knob adjusts the altime-
ter setting for the on-side altimeter. The cur-
rent altimeter setting is displayed below the REFS Menu Button
PFD altitude scale. Altimeter settings are in- The REFS button will bring up a menu on the
dependent for each side and a yellow under- respective PFD (Figure 16-32).
line will appear below the altimeter setting <
when they are different by more than .02”Hg REFS Page 1

(Figure 16-31). Single pilot operations will re-
quire a manual setting of each DCP baromet- With this menu, it is possible to control the dis-
ric knob. The altimeter setting has the range of play of selected V-speeds, radio altitude height
22.00 to 32.50”Hg. minimums (RA MINS), and MDA/DA mini-
mums (BARO MINS) shown on the PFD.
In flight regions where the barometric setting
is given in hPa this setting can be changed. Menus are controlled with the knob at the cen-
E
When using hPa units, the yellow underline ter of the DCP (Figure 16-30). There are two
will appear when the altimeter settings are dif- concentric knobs labeled MENU ADV and
ferent by more than 1 hPa. The range for this DATA. The PUSH SELECT feature of the
mode is 745 to 1100 hPa. DATA knob will enter data or choose items
from the avionics selections.

16 AVIONICS
Collins are cyan, a list appears below the airspeed dis-
play while on the ground. The display contains
HDG
FMS
PTCH
ALTS 6935
all but the VT setting. Vspeed settings will also
140
14 000 appear as reference bugs on the airspeed dis-
80
4
20
700 2 play (Figure 16-33).
60 1
10
600
60
6 540
20
1
V2 110 10
VR
V1
93
93
0
400 2
4 140
ACC-.02
30.16IN 80
TERM
24 251 W
FMS1
DTK 251 21
(6935)
144
30
0. 8NM
REFS 1/2
069
REFS 1/2
60
< VT 50 RA MIN < <
150 25
200
< V2 BARO MIN <
2980
110
< VR VREF <
93 160
< V1 RADAR ON V2 110
93 ATC1 4336 UTC 14:41 o
RAT 15 C
BRT
VR 93
DIM
V1 93
Figure 16-32. PFD REFS Menu Page 1 of 2 ACC-.02
TERM
The left side of the menu contains V-speeds.
Beginning from the bottom, the pilot’s can set Figure 16-33. PFD V-Speeds
V1, VR, V2 and VT. Speeds will show up on
both PFD’s so only one pilot needs to set the
values. Additionally, the setting of one value The right side of the menu contains the num-
will affect the remaining values in this rela- bers used for landing. The barometric mini-
tionship: mum (BARO MIN) value and the radio
altimeter minimum (RA MIN) value will be
V2 ≥ VR ≥ V1. identical on both pilot’s displays. Only one
pilot needs to set the values.
VT is a general purpose “target” speed that is
not affected by the takeoff related V-speeds. Setting RA MIN will create a hollow bar on
the altitude tape the length of the value cho-
The values are set by placing the cyan box cur- sen. For instance, setting 200 feet will create a
sor around the desired label. This can be ac- bar starting from radio altitude “Zero” up 200’
complished by pressing the adjacent line select F
on the altitude tape. Radio altitude “Zero” is
key on the PFD or by rotating the MENU the point where the altimeter changes from
ADV knob until the cursor covers the desired blue to brown (Figure 16-34) .
value. Once the cursor is set, rotate the DATA
knob to set the desired value. To move to the The change of altimeter color is solely based
next item, repeat the steps listed above. off of the radio altimeter. It is not dependent
on putting in the RA MIN number and will al-
These speeds must be cyan in order to be ways display when the radio altimeter is oper-
shown on the airspeed display. They will turn ational. It would not display if the radio
white (deselected) by pressing the PUSH SE- altimeter were inoperative. The RA MIN ref-
LECT feature of the DATA knob. Once they erence is not used as a desired minimum ref-

16 AVIONICS
erence since the King Air C90GTi/C90GTx is titude can now be set to 1830 to allow for au-
certified only to CAT I minimums. topilot capture at the desired MDA. The
BARO MIN can be set to the nearest ten feet
of altitude.
14 000
Both RA MIN and BARO MIN will generate
700
a “MINIMUMS” aural callout and flashing
RAD
MIN annunciator on the PFDs (Figure 16-36).
Minimum If the aircraft continues below the values, the
Altitude
600 RA MIN hollow bar will turn yellow or the
60 Radio Altitude BARO MIN altitude bar will turn yellow. The
6 5 40
20
Zero
minimum reference displayed is the last one
adjusted (e.g., if RA was set first and then
BARO, the BARO minimums are the only
400 ones displayed). Baro min’s and RA min’s can
Radio Altitude both be set, but only the one that is cyan will
Minimum Setting
be the active minimum reference.
30.16IN
MI N 2 0 0 R A
Figure 16-34. Radio Altitude Minimum GS

6935
1
1 4 000
Setting BARO MIN is the desired minimum 4
reference altitude. This will create a cyan bar 20
700 2
across the altitude tape at the altitude selected 10 1
(Figure 16-35). MIN 600
60
6 5 40
20
6720 10
1
400 2
350 4
700 3 0 . 1 6 IN
BARO
Minimum
251 M I N 6 6 0 0 BARO
Altitude
600 4
60 w
6 5 40
20
Figure 16-36. Minimums Annunciator
<
400 The last option on the right side of the menu is
barometric
minimum VREF. This acts just like the V-speeds dis-
setting cussed earlier. Once one pilot adjusts the value
30.16I N it will turn cyan for both pilots and will place
MI N 6720 BARO a bug on both airspeed tapes.
Figure 16-35. Barometric Minimum
E
REFS Page 2
An additional benefit of setting BARO MIN
There is a second page to the REFS menu
is that the altitude preselector can be set to the
(Figure 16-37). This is accessed by pressing the
exact BARO MIN value. For example, if
REFS key a second time.
BARO MIN is set to 1830, the preselected al-

16 AVIONICS
The PRESSURE option allows the altimeter tion (Figure 16-39). This change will affect

setting units to change from HPA (hectopas- both pilots and cannot be set independently.
cals) to IN (inches of mercury). This will affect
both pilots and cannot be set independently. It METRIC
does not affect the standby unit which will 2450M 6935
have to be adjusted separately.1 4000M
4
Collins 200 2
1
HDG PTCH 100
140
FMS ALTS
14 000
6935
60
80
20
700
4
2
8 0 40
20
60 1
10
600
60 1
6 540
20
V2 110 10
1 900 2
VR 93 400 2
V1 93
0 4
4
ACC-.02
30.16IN
TERM 251
24 W 1018HPA
FMS1
DTK 251 21
(6935)
144
30
0. 8NM
REFS 2/2
069
REFS 2/2
Figure 16-38. Metric Altitude
50
< PRESSURE <
HPA IN 25
< METRIC ALT
ON OFF
< FL ALERT
ON OFF 10 10
< FLT DIR RADAR ON
V-BAR X-PTR ATC1 4336 UTC 14:41 RAT 15 oC <
BRT
DIM 10 10
< 20 20
Figure 16-37. PFD REFS Menu Page 2 of 2 0 0
V-BAR X-PTR
The METRIC ALT selects the display of met-
ric altitudes ON or OFF above the altimeter Figure 16-39. Flight Director Formats
display (Figure 16-38). This setting does not
change the feet presentation on the actual al-
timeter tape. This action will affect both pilots MENU ADV Knob
displays and cannot be set independently.
The MENU ADV knob moves the menu cur-
The FL ALERT turns the advisory flashing of sor around the displays.
altimeter setting ON or OFF. The setting will
flash when passing through transition altitude DATA Knob
18,000’, or transition level FL180. A change of
the altimeter setting or pressing the center The DATA knob will change the value inside
STD button will stop the advisory flashing. the menu cursor.
This transition level trigger cannot be changed
to a value other than 18,000’.
PUSH MENU SET
Finally, the FLT DIR line will change the flight The PUSH MENU SET feature will enter or
director image changing it from a v-bar pres- accept selected items in the menu cursor.
entation to a cross-pointer (x-PTR) presenta-

16 AVIONICS
NAV/BRG Button pointer. The magenta needle will only point to

the #1 navigation systems (e.g., VOR1, ADF1,
Pressing the NAV/BRG button displays the FMS1). The cyan needle will only point to the
NAV SOURCE and BRG SOURCE menus #2 navigation systems (e.g., VOR2, ADF2,
on the PFD (Figure 16-40). The navigation FMS2). The exception is when there is only
source (NAV SOURCE) section is on the left one FMS installed. In this case, both needles
side of the menu and allows selection of the can be selected to that single FMS. Selection
appropriate active navigation source. Each is accomplished by pressing the appropriate
press of the left line select key will cycle the line select keys. or turning the DATA knob.
options. The DATA knob on the DCP will also These selections are independent for each
cycle the options. On non-IFIS aircraft the cur- pilot.
sor can be placed with the MENU ADV knob
and then press the PUSH MENU SET button Once the bearing pointers are chosen, an in-
to select the appropriate navigation source. 1
formation area will appear on the bottom left
Caution must be used when manipulating this corner of the PFD (Figure 16-41). The follow-
NAV SOURCE because it will immediately ing labels are possible: V (VOR); F (FMS); A
change the active navigation and possibly af- (ADF). Below the “V” will appear the fre-
fecting the Flight Guidance System. quency of the VOR. If DME is available, the
station identifier will replace the frequency

Collins once the identification is 1 received from the
DME. Additionally, the DME to the station
FMS1 AP VPTCH
A LT S 3200
will appear next to the “V.” DME information
185
5000 will not display if the radio is on DME hold or
180 300 4
VT 20
2
the active navigation source is the same VOR.
160 DN 10 200 1
In both cases the DME will appear up by the
14 1 20
0 5100
80 active navigation source.
120 10 1
000
2
100 4
900
300
S
30.16IN
17
301 MIN 200 RA
33
FMS 1 W
DTK 301
ICT 15
4.1NM
NAV BRG
< PRESET
24
SOURCE SOURCE
< FMS1 OFF < <
VOR1
FMS2 FMS
12
25
LOC1 ADF1 V 4.1NM
VOR2 SXW E
V ----NM
OFF <
SXW
FMS
VOR2 < ET
ATC1 1200 UTC 16:42 RAT - 4 oC ADF2 COM1 121.800 ATC1 4336 UTC 1 RAT COM2
BRT
DIM
Figure 16-40. PFD NAV BRG Menu

Figure 16-41. Bearing Pointer Information
The bearing source (BRG SOURCE) section
is on the right side of the menu and allows se- The active FMS fix name and distance to that
lection of the appropriate bearing pointers. fix will appear next to the “F”. The ADF fre-
Two pointers can be displayed; a magenta sin- quency will appear next to the “A”.
gle-needle pointer; and a cyan double-needle

16 AVIONICS
RADAR Button Each IAPS section contains the Flight Guid-

ance Computers (FGC’s) and the Flight Man-
The RADAR button displays the weather agement Computers (FMC’s) for the
radar menus on the PFD. See the Weather sec- respective side.
tion of this manual.
GCS Button
The GCS button controls the ground clutter
suppression selection of the weather radar. See
the Weather section of this manual.
TILT Control
The TILT knob controls the weather radar an-
tenna tilt angle. See the Weather section of this
manual.
RANGE Knob Figure 16-42. IAPS
The RANGE knob controls the display range
shown on the PPOS map, North-up Planning AIR DATA COMPUTERS
Map, and TCAS only Display. The selected
range annunciations are shown on the PFD (ADC)
and MFD as discussed above.
Two digital Air Data Computers (ADC 1 and
ADC 2) convert raw dynamic flight data into
electronic signals for use by various airplane
INTEGRATED AVIONICS systems (Figure 16-43). Both ADC’s are in the
PROCESSOR SYSTEM nose of the aircraft in the avionics bay. The
ADC’s generate independently and are sup-
(IAPS) plied with the following inputs:
The Integrated Avionics Processor System • Ram air pressure from the onside pitot

(IAPS) provides system integration and oper- mast
ating logic for most systems that make up the • Static pressure from the static ports
Pro Line 21 avionics. This unit is installed in
the nose of the aircraft in the avionics bay (Fig- • Air tempe rature
ure 16-42). It consists of two sections; the No.
1 (left) section monitors the No. 1 aircraft sys- Each ADC supplies its onside systems (the
tems while the No. 2 (right) section monitors MFD is supplied from ADC 1). Reversionary
the No. 2 systems. Each section is powered by switching allows use of the cross-side ADC as
a dedicated power supply. Fans control the a backup. In the reversionary ADC mode, the
temperature of each unit to eliminate sus- selected ADC supplies all systems.
tained overheating which would cause an au-
tomatic shutdown of the respective power Each ADC processes the data and provides
supply. Additionally, the power supply opera- electronic signals to the following systems and
tion is inhibited in extreme cold temperatures components:
below –40°C.

16 AVIONICS
• EFIS
• Displays the following information
• Uncorrected Pressure Altitude
• Baro-Corrected Altitude
• Vertical Speed
• Airspeed (KIAS & KCAS)
• Indicated Airspeed Trend Vector
• Mach Number
• Maximum Airspeed (VMO/MMO)
• True Airspeed
• Ram Air Temperature (RAT)
Figure 16-44. AHRS
• Static Air Temperature (SAT)
• ISA Deviation Temperature
Magnetic heading information is obtained
• Wind Direction and Speed Vector from separate magnetic sensors located in
• Attitude and Heading Reference each wing. Compensator units automatically
Systems (AHRS) correct for magnetic interference within the
• Integrated Avionics Processor Sys- airplane or due to sensor error.
tem (IAPS)
Attitude information is obtained from two at-
titude and heading computers (AHC). Each
system includes an inertial measurement unit
(IMU) that monitors angular rates and accel-
erations about the airplane axes. The IMU
does not provide self generated navigation po-
sition. The AHC processes IMU data to de-
termine airplane pitch and bank attitude.
Each AHC is provided with a primary and sec-
ondary power supply for redundancy. If the
secondary power supply should fail, the pri-
mary power supply will continue powering the
AHC. After 10 minutes of operation on pri-
mary power only,the primary power supply
Figure 16-43. ADC will cease operating. The power loss to the
AHC will result in a total failure of that AHC.
There will be no indication, except from a pos-
ATTITUDE AND HEADING sible tripped circuit breaker. This indicates a
failure of the secondary power supply. If the
REFERENCE SYSTEM primary power supply should fail, the AHC
(AHRS) will immediately fail. In either case, the cross-
side AHC may then be selected using the
The Attitude and Heading Reference System AHRS reversionary switch to regain AHRS
(AHRS) provides pitch, bank, and magnetic information on the affected side.
heading data to the onside displays (Figure
16-44). Both Units are installed under the The output of each AHRS is supplied to the
cabin floor near the center of the aircraft. integrated avionics processor system (IAPS)

16 AVIONICS
for distribution to the appropriate display or REVERSIONARY
component. AHRS 1 data is displayed on the
pilot displays while AHRS 2 data is displayed OPERATIONS
on the copilot display. Each AHRS can pro-
vide reversionary support to the other. The AFD Reversion
AHRS switch on the reversionary control
panel controls reversionary operation. The pilot’s PFD and the MFD are designed to
provide reversionary support to each other in
Compass controls are provided for control of the event of a single display failure. Rever-
the slaving operations for the pilot and copi- sionary display switching for the pilot’s PFD
lot compass systems. The controls are labeled or the MFD is accomplished via the PILOT
DG–FREE–NORM and SLEW + / – (Figure DISPLAY switch on the reversionary control
16-45) . The DG switch selects whether the re- panel (Figure 16-46). Selecting the remaining
spective heading is “slaved” to the compass AFD will display a composite image.
(NORM) or acting as an unslaved, free unit
(FREE). When the FREE Mode is selected, When an AFD fails a xTLK annunciator will
the pilot can manually adjust the heading by appear on the remaining display. This indicates
moving the SLEW switch to either the + or – that the other displays have lost communica-
position. tion with the failed display. This helps identify
that an actual display failure has occurred, not
a brightness control problem.
The selection of PFD or MFD is always

made toward the unit that is still functional
(e.g., if the PFD is still operating, select
PFD). If the PFD position of the PILOT
DISPLAY switch is selected, the composite
display will appear on both the pilot and
copilot PFDs. Selecting the MFD position of
Figure 16-45. Heading Slave and Slew the switch will result in the composite display
appearing on only the MFD (Figure 16-47).
Figure 16-46. AFD Reversions

16 AVIONICS
When selecting reversionary modes, all flight will appear on the affected PFD and a white
director and autopilot functions should re- xADC flag will appear on the cross-side PFD
main normal and unaffected. (Figure 16-48). The ADC switch should be
moved to the operating ADC (e.g., if ADC1 is
ADC Reversion still working, choose ADC1).
The Air Data Computer (ADC) switch on the Miscompare indications also require the use of
reversionary control panel provides reversion ADC reversion. This occurs when the pilot
capabilities for the ADCs. If a single ADC and copilot systems are still functional but
fails, the red IAS, ALT, and VS failure flags have different values displayed on the PFD’s.
Collins Collins Collins
ITT 0 PROP 1980 ITT 0 FF 430 ITT 0 PROP 1980 ITT 0 FF 430
26 734 0 PRESS 120 26 734 0 PRESS 120
OIL OIL
0.0 NI 98.5 46 TEMP oC 73 0.0 NI 98.5 46 TEMP oC 73
TORQ FIRE TORQ AFX TORQ FIRE TORQ AFX
0 2000 0 2000
HDG PTCH HDG PTCH
FMS ALTS 6935 FMS ALTS 6935
140
14 000 140
1 4 000
80 80
4 4
20 20
700 2 700 2
60 1
60 1
10 10
600 600
60 60
6 540
20
6 540
20
1 1
V2 110 10 V2 110 10
VR 93 400 2 VR 93 400 2
V1
ACC-.02
93
0 4 V1
ACC-.02
93
0 4
30. 16I N 3 0 .1 6I N
TERM 24 251 W TERM 251
FMS FMS 24 w
DTK 251 21 FORMAT < <
DTK 251 21 FORMAT > <
<
(6935) (6935)
30
144
30
0. 8NM 069 0. 8NM
S
TERR TERR
33
< PRESET RDR
< < PRESET RDR
VOR1 50 TERRAIN VOR1
15
N
TFC < V 4.1NM
F 25 ABOVE TFC >
12
SXW 3
V ----NM E
SAT 15 oC SAT 15 oC
6
SXW
< ET ISA +15 oC < ET ISA +15 oC
COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250 COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250
BRT BRT BRT

DIM DIM DIM
PILOT DISPLAY Switch - PFD Selected

Collins Collins Collins
ITT 0 PROP 1980 ITT 0 FF 430 HDG PTCH

26 734 FMS ALTS 6935
0 PRESS 120
OIL
140
1 4 000
0.0 NI 98.5 46 TEMP oC 73
TORQ FIRE TORQ AFX 80
4
0 2000 20
700 2
HDG PTCH
FMS ALTS 6935 60 1
1 4 000 10
140 600
60
80
20
4 6 540
20
700 2
60 1
10 1 V2 110 10
600 VR 93 400 2
60
6 540
20
V1
ACC-.02
93
0 4
30. 1 6 I N
V2 110 10
1 TERM 251
VR 93 400 2
FMS
V1
ACC-.02
93
0 4 24 w
DTK 251
3 0 .1 6 IN (6935) 21
TERM 24 251 0. 8NM
30
FMS
S
DTK 251 21 FORMAT < FORMAT <

33
<
<
(6935) 144
30
0. 8NM 069
15
TERR TERR
< PRESET RDR
< < PRESET RDR
N
VOR1 50 TERRAIN VOR1

12
TFC < V 4.1NM

3
F 25 ABOVE
SXW E 6
SAT 15 oC V ----NM
SXW
< ET ISA +15 oC
< ET
COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 C COM2 125.250
o
BRT BRT BRT
DIM DIM DIM
PILOT DISPLAY Switch - MFD Selected

Figure 16-47. Reversionary Modes

16 AVIONICS
Collins Collins
HDG PTCH HDG PTCH

FMS ALTS FMS ALTS 6935
140
14 000
80
4
20 20
700 2
FD 60 FD
1
10 10
600
60
IAS ALT VS 6 540
20
10 XADC 10
1
V2 110
VR 93 400 2
ACC-.--
0 V1
ACC-.02
93
0 4
3 0.16 I N
TERM
24 251 W
TERM 251
FMS FMS
DTK 251 21 24 w
(6935) DTK 251
144 (6935) 21
30
0. 8NM
069 0. 8NM
30
S
50 FORMAT < FORMAT >
33
< <
25
15
TERR TERR
< PRESET < < PRESET RDR
N
RDR
VOR1 TERRAIN VOR1
12
V 4.1NM
3
F TCAS OFF SXW E TFC >
6
V ----NM
SXW
< ET RADAR ON < ET
COM1 121.800 ATC1 4336 UTC 14:41 RAT oC COM2 125.250 COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250
BRT BRT
DIM DIM
Pilot’s PFD Copilot’s PFD

Figure 16-48. ADC1 Failure
Yellow IAS, ALT and VS flags will appear on Collins
both PFD’s (Figure 16-49). The pilots must de-
termine which system is correct and choose HDG PTCH
the operating ADC. FMS ALTS
1 4 000
6935
140
80
IAS ALT 4
20
Once the operative ADC has been selected, a 60
700 2
1
10
yellow-boxed ADC1 or ADC2 flag will appear 600
60
on both PFDs indicating they are both using 6 540
20
the same ADC. (Figure 16-50). When using the V2
VR
110
93
10
1
400
reversionary mode, normal flight director and V1 93
0
2
4
ACC-.02
autopilot functions will return when the flight 30.16IN
TERM HDG 010 24 251
guidance computer is coupled to the operat- W
ing ADC. See the Flight Guidance section of Figure 16-49. ADC Miscompares

this manual for the method of coupling to each
side.
<
R
T

16 AVIONICS
AHRS Reversion
The Attitude Heading Reference System
140 (AHRS) switch on the reversionary control
80
ADC2 panel provides reversion capabilities for the
60
AHRS. If a single AHRS fails, the red HDG
and ATT flags will appear on the affected PFD
and a white xAHS flag will appear on the
cross-side PFD (Figure 16-51). The AHRS
V2 110 switch should then be moved to the operating
VR 93
V1 93 AHRS (e.g., if AHRS2 is still working, choose
ACC-.02 AHRS2).
TERM
Miscompare indications also require the use of
Figure 16-50. ADC Switch - ADC2 Selected AHRS reversion. This occurs when the pilot
and copilot systems are still functional but
<
Collins Collins
HDG PTCH HDG PTCH

FMS ALTS 6935 FMS ALTS 6935
140
14 000 140
1 4 000
80 80
4 4
20
700 2 700 2
60 ATT 60 FD
1 1
10
600 600
60 60
6 540
20
6 540
20
XAHS
1 1
V2 110 V2 110 10
VR 93 400 2 VR 93 400 2
V1
ACC-.--
93
0 4 V1
ACC-.02
93
0 4
30.16IN
TERM
24
HDG TERM 251
30. 16 IN
W
FMS FMS
DTK 251 21 24 w
(6935) DTK 251
(6935) 21
30
0. 8NM
0. 8NM
30
S
50 FORMAT < FORMAT >

33
< <
25
15
TERR TERR
< PRESET < < PRESET RDR
N
RDR
VOR1 TERRAIN VOR1
12
V 4.1NM
3
F TCAS OFF SXW E TFC >
6
V ----NM
SXW
< ET RADAR ON < ET
BRT BRT
DIM DIM
Pilot’s PFD Copilot’s PFD

Figure 16-51. AHRS1 Failure

16 AVIONICS
have different values displayed on the PFD’s. The pilot and copilot pitot masts (Figure 16-
Yellow HDG and ATT flags will appear on 53) are located on the forward lower nose sec-
both PFD’s (Figure 16-52). The pilots must de- tion of the airplane.
termine which system is correct and choose
the operating AHRS.
Collins
HDG PTCH
FMS ALTS 6935
140
1 4 000
ATT
80
4
20
700 2
60 1
10
600
60
6 540
20
V2 110 10
1
VR 93
400 2
V1 93
ACC-.02
0 4
30.16IN
TERM HDG 24 251 W
FMS1
DTK 251 21
(6935)
144
30
0. 8NM
069
Figure 16-53. Pitot Tubes
Figure 16-52. AHRS Miscompares <
Each heated mast provides ram air pressure
Once the operating AHRS has been selected, T to its respective Air Data Computer (ADC).
a yellow-boxed AHS1 or AHS2 flag will ap- The pilot’s mast also provides ram air pres-
pear on both PFDs indicating they are both sure to the Secondary Flight Display System
using the same AHRS. (SFDS) ADC.
If the Attitude portion of the AHRS fails, then Dual static ports are located on each side of
the autopilot will automatically disengage and the aft fuselage in a vertical arrangement (Fig-
cannot be reengaged until the AHRS is re- ure 16-54). The top port on the left side is con-
paired by maintenance. If only the heading nected to the bottom port on the right side and
portion has failed, the autopilot will remain the resulting average pressure is supplied to
engaged. If the heading failed on the side that the pilot’s static air source valve, located just
is coupled to the flight director or autopilot, below the right side circuit breaker panel. The
there will be limited lateral control and it is other two static ports are also connected and
recommended to select the operating AHRS the resulting average pressure is supplied to
or couple to the unaffected side. See the Flight the copilot’s ADC. The copilot does not have
Guidance section of this manual for the an alternate static source selection. The pilot’s
method of coupling to each side. static source is also attached to the Standby
Flight Display System (SFDS), and is capable
of using the alternate static air source. The
PITOT AND STATIC SYSTEM static ports are not heated as they are in a po-
Independent pitot and static systems are pro- sition that does not accumulate ice.
vided for the pilot and copilot flight indications.

16 AVIONICS
automatically returns to normal operation

when the alternate static source selector is
moved to the “Normal” position.
The standby unit ADC also receives alternate
static source air when the selector is moved to
the “Alternate” position. Unlike the pilot’s
ADC, the standby unit ADC does not auto-
matically apply corrections and the pilot must
use appropriate corrections from the perform-
Figure 16-54. Static Ports ance tables. Moving the switch back to the
“Normal” position will allow normal pitot/sta-
In addition, an alternate static air source is tic air to return to the standby unit ADC.
provided to the pilot’s static air source valve
from the aft side of the rear pressure bulkhead.
The output from the pilot’s static air source The copilot’s ADC only receives normal
valve is manually selected by the crew and pitot/static air. It does not have a connection
provides either normal static air pressure or al- to the alternate system.
ternate static air pressure to the pilot’s ADC
and standby unit ADC. During preflight, the
pilot should ensure the PILOT’S STATIC AIR OUTSIDE AIR
SOURCE valve switch is held in the NOR- TEMPERATURE
MAL (forward) position by the spring-clip re-
tainer (Figure 16-55). See Figure 16-56 to see The digital outside air temperature (OAT)
the connections from pitot-static lines to the gage is located on the left sidewall, and dis-
ADC’s for pilot and copilot and the ADC for plays Indicated Outside Air Temperature
the SFDS. (IOAT) in Celsius (Figure 16-57). When the
adjacent button is depressed, Fahrenheit is dis-
played. The probe is located on the lower fuse-
lage under the pilot’s position. Indicated
Outside Air Temperature (IOAT) is a combi-
nation of Static Air Temperature (SAT) and
temperature due to air friction across the
probe. This is referred to as Ram Air Temper-
ature (RAT) or Total Air Temperature (TAT).
For determination of actual OAT, refer to the
Indicated Outside Air Temperature Correc-
tion – ISA chart in the Performance section of
the POH/AFM. This sidewall OAT gage must
be used for performance computations.
Figure 16-55. Alternate Static Source
Selection The Ram Air Temperature (RAT) and Static
Air Temperature (SAT) indications are lo-
The pilot’s ADC receives an input (discrete) cated at the bottom of the PFD and MFD re-
when the alternate static source selector is spectively. Information is derived from the Air
moved to the “Alternate” position and auto- Data Computers. This input comes from a
matically applies alternate static source cor- Rosemont probe located behind the nose gear
rections. The pilot must not apply corrections well area on the underside of the fuselage. This
from the performance tables. The pilot’s ADC is an unheated probe as is the OAT gauge
probe (Figure 16-58).

16 AVIONICS
RAT
L PITOT TEMPERATURE R PITOT
MAST PROBE MAST
NUMBER 1 UNITS NUMBER 2 UNITS
FGC FGC
FMC FMC
AHRS (Optional) AHRS
ADC IAPS IAPS ADC
DRAIN DRAIN
FWD
PRESSURE
BULKHEAD
STANDBY
UNIT
PILOT PILOT COPILOT

PFD MFD PFD
DRAIN
DRAIN
CABIN PNEUMATIC PILOT'S

PRESSURE PRESSURE DRAIN STATIC
CABIN DIFFERENTIAL PNEUMATIC SOURCE
PRESSURE GAGE PRESSURE GAGE SELECTOR
AFT
PRESSURE
BULKHEAD
ALTERNATE
LEFT STATIC RIGHT
STATIC PORTS SOURCE STATIC PORTS
TOP TOP
BOTTOM BOTTOM
Figure 16-56. System Integration

16 AVIONICS
The term ambient temperature, when used for flaps in the 40% (Approach) position, and at 8
Engine Anti-ice operations, refers to IOAT to 14 knots above stall with the flaps fully ex-
corrected for ram air temperature as found in tended.
the above listed correction chart in the POH.
Figure 16-59. Transducer Vane

Figure 16-57. OAT Gauge
The left main-gear squat switch disconnects
the stall warning system when the aircraft is on
the ground.
In the ICE group of switches on the pilot’s

right subpanel, a STALL WARN switch con-
trols electrical heating of the mounting plate
(Figure 16-60). With the squat switch in the
Ground Mode, power is limited on the mount-
ing plate to one-half the system voltage. Full
system voltage is applied to the plate with the
squat switch in the Airborne Mode. The trans-
ducer vane is heated to system voltage any-
time power is applied to the aircraft.
Figure 16-58. Rosemont Probe
STALL WARNING
SYSTEM
The stall warning system consists of a trans-
ducer, a lift computer and a warning horn.
Angle of attack is sensed by air pressure on
the transducer vane located on the left wing
leading edge (Figure 16-59).
When a stall is imminent, the transducer out-
put is sent to a lift computer. The Lift Com-
puter activates a stall warning horn at
approximately 5 to 12 knots above stall with Figure 16-60 Stall Warning Heat

16 AVIONICS
WARNING FLIGHT GUIDANCE

The formation of ice at the transducer
COMPUTERS (FGC)
vane, or on the wing leading edge, re- Each FGC is supplied with input from the
sults in erroneous indications in flight AHRS, navigation data, FGP selections, servo,
and ADC computers. The coupled FGC pro-
The airspeed tape on the PFDs incorporates duces control signals for yaw damping,
an Impending Stall Speed/Low Speed Cue AP/FD, and pitch trim functions. Each FGC is
(ISS/LSC) to visually indicate when the air- supplied data from the onside ADC, EFIS,
speed is nearing AFM published stall speeds.. and AHRS. The autopilot and flight director
It has no connection or input from the stall require both attitude portions of the AHRS
warning transducer vane. See the Airspeed to be operational.
Display section of the PFD earlier in this chap-
ter. Each FGC produces an independent AP con-
trol signal. Only one FGC may be coupled to
FLIGHT GUIDANCE the autopilot at any time. AP control compu-
tations from the other FGC are continuously
SYSTEM (FGS) compared with AP control signals from the
coupled FGC. The autopilot automatically dis-
The Flight Guidance System (FGS) consists of engages when autopilot control discrepancies
an integrated flight director (FD) and autopi- are detected.
lot (AP) system. It includes yaw damping and
pitch trim functions. The Flight Guidance
Panel (FGP), the SYNC and YD/AP DISC FLIGHT GUIDANCE PANEL (FGP)
buttons are on the control wheels, with the GA The Flight Guidance Panel (FGP) controls
button on the left power lever. These inputs both FGC’s. The coupled FGC then controls
control the FGS . the Flight Guidance System (Figure 16-62).
The FGP is centered at the top of the instru-
The FGS consists of two flight guidance chan- ment panel. All AP/FD mode selections are
nels with independent computers, related made on this panel.
hardware, and control circuits. This provides
independent output for flight director and au- The FGP has the following controls:
topilot functions. AP/FD indications are dis-
played along the top of the PFDs (Figure
16-61). Active modes are displayed in green AP Button
and armed modes are displayed in white,
below the active modes. The AP button controls autopilot engagement.
The autopilot engages if the following condi-
Collins tions are met: (1) YD/AP DISC switch-bar is
raised; (2) no unusual attitudes/rates exist; (3)
and the flight guidance computer does not de-
HDG
FMS
AP PTCH
ALTS 6935
tect any autopilot faults. The yaw damper is
14 000
80
140 automatically engaged when the AP button is
4
20 pushed.
Figure 16-61. Flight Guidance System
Display
V

<
16 AVIONICS
FD VS DOWN FLC NAV HDG APPR ALT YD AP FD
CRS1 SPEED HDG ALT YD/AP DISC CRS2

VNAV 1/2 BANK EL
CPL
PUSH PUSH PUSH C PUSH
CAN
SH
IA
H
IREC S/ SY C IREC
MAC
PU
D
D
N
T
T
UP Collins
Figure 16-62. Flight Guidance Panel (FGP)
YD Button flight director. Autopilot commands and the
couple arrow will always point to the left after
The YD button controls yaw damper engage- avionics power-up.
ment. The yaw damper may be engaged with-
out engaging the autopilot. Disengaging the Each PFD will display AP/FD commands
yaw damper with the autopilot ON will also from the coupled side. They do not normally
disengage the autopilot. operate independently. There are two excep-
tions: go-around mode; full-ILS approach
mode. When GA and full-ILS modes are ac-
CPL Button tive, each Flight Guidance Computer (FGC)
The CPL button controls which flight guidance provides independent guidance to the onside
computer (FGC), right or left side, supplies PFD flight director. When either of these con-
flight director commands and attitude data to ditions exist, the single pointer arrow adds an-
the autopilot. With the autopilot on, a green other barb to show that the flight directors are
arrow on the PFD indicates the coupled FGC now independent (Figure 16-64). For this con-
(Figure 16-63). With the autopilot off, a white dition to exist in the full-ILS approach mode,
arrow on the PFD indicates which FGC is gen- the same localizer frequency must be tuned on
erating the flight director commands. The both radios (e.g., LOC1 and LOC2) and the
cross-side flight director will be a duplicate of glideslope must be captured. If independent
coupled side. Flight director modes will default operation can not be accomplished an annun-
to ROLL and PTCH modes each time the ciator will appear on the non-coupled side
CPL button is pushed. showing that an independent mode was at-
tempted but unsuccessful.
Collins
Collins
HDG AP PTCH
FMS ALTS 6935
140
14 000 APPR LOC1 AP GS
80 6935
4
140
1 4 000
20
80
Left Side Couple 20
4
700 2
6
Collins Successful Independent Operation
V Collins
2 1
HDG PTCH
4
FMS ALTS 6935 4
140
14 000
80 APPR LOC1 AP GS
20
4 6935
140
1 4 000
Right Side Couple 80
FD1
4
20
700 2
Figure 16-63. Flight Guidance Couple 6
Unsuccessful Independent Operation
Arrow
2
<
Figure 16-64. Independent Flight Director

At power-up, the left side FGC is automati- V 1 Operation
<
4
cally chosen as the computer to supply the R

<
<
R
16 AVIONICS
The coupled FGC provides automatic pitch FD Buttons

trimming with the autopilot engaged. Pitch
trimming is disabled if a pitch trim fault occurs. The left and right side FD buttons control dis-
If a pitch trim fault is detected before the au- play of the flight director command bars on
topilot is selected ON, the autopilot will be the respective PFD. At power-up, both flight
prevented from engaging. A pitch trim fault directors are off. Both flight directors are au-
detected after autopilot engagement will not tomatically activated when the autopilot is en-
disengage the autopilot. Failures are indicated gaged or when a flight director mode is
by the appearance of a red TRIM annuncia- selected. Pushing the FD button will initially
tion on the PFDs (see the Flight Controls sec- display both flight directors in the PTCH and
tion of this PTM). ROLL modes but command bars only appear
on the side the FD button was pushed. If both
side command bars are displayed, either pilot
YD/AP Disconnect Switch-Bar can independently remove their command
The YD/AP Disconnect switch-bar removes bars from view by pressing the respective FD
power from the autopilot and yaw damper button. The command bars will be removed
causing both to disengage. When pulled down, from view but the mode selections and oppo-
a red and white band is visible to indicate the site pilot’s command bars will remain in view.
disengage position (Figure 16-65). Raise the If both pilots remove the command bars from
switch-bar to permit autopilot/yaw damper view, the flight director will be completely
engagement. turned off. This includes all mode selections.
For IFIS equipped aircraft the flight director

LT YD AP FD
image can be a v-bar or cross pointer (x-ptr). See
the REFS section of the DCP in this chapter.
ALT YD/AP DISC CR
S CPL PU
UP/DOWN Pitch Wheel
H
CE L IREC
D
The pitch wheel controls reference values used
Figure 16-65. YD/AP Disconnect Bar to set the vertical speed in the VS mode, or
pitch angle in the pitch mode. Caution must be
taken when using this control because it will
FD Mode Buttons override or change active vertical modes.
All mode buttons on the FGC are ON/OFF There are two exceptions: glideslope (GS)
buttons. Caution should be exercised when se- captured; GPS Vertical Glidepath (VGP) cap-
lecting each mode, as the buttons do not indi- tured. This override is active during altitude
cate which one is already engaged. A scan of capture so care should be taken not to manip-
the mode selection area on each PFD is re- ulate the pitch control wheel during the dis-
quired first to verify current mode. When a play of ALT CAP on the PFD.
mode is then selected, incompatible modes are
automatically removed. Lateral modes include
HDG, ROLL, ½ BANK, APPR, and NAV.
ROLL Mode
Vertical modes include VS, ALT, VNAV, The ROLL mode is the basic lateral mode and is
PTCH, FLC (or IAS), and altitude select activated automatically if no other lateral mode
(ALTS). is selected when the flight director is on, or when
the CPL button is pressed. ROLL annunciates
on the PFD when the mode is selected.

16 AVIONICS
In the ROLL mode, the FGC maintains the PUSH SYNC Button

current bank angle at engagement if the bank
angle is more than 5 degrees. The current The PUSH SYNC button within the HDG
heading is maintained, with a bank angle limit knob resets the heading bugs to the current
of 5 degrees, if the bank angle is 5 degrees or heading.
less when the ROLL mode is activated.
1/2 BANK Button
HDG Button The 1/2 BANK button limits the maximum
The HDG button controls selection of head- bank angle to 15˚. While in this mode, a white
ing mode. HDG annunciates on the PFD when arc appears bellow the roll scale that spans ±15
active. The FGC maintains the heading se- degrees either side of level (Figure 16-67).
lected by the heading bug.
The half-bank mode is automatically selected
when climbing through 18,500 feet and dese-
HDG Knob lected when descending through 18,500 feet.
The HDG knob simultaneously controls the This mode is also deselected with the follow-
heading bugs shown on both PFDs and the ing; localizer capture; go-around mode selec-
MFD. If the bug is out of view on a display, a tion; or onside FMS navigation capture.
cyan dashed line will extend from the airplane
symbol to indicate its location. A digital read-
out of the selected heading will be displayed HDG PTCH
to the left of the current heading display (Fig- FMS ALTS 6
140
14 000
ure 16-66). The commanded turn will take the 80
4
shortest distance to the selected heading un- 20
700 2
less the heading bug was rotated beyond 180˚ 60 1
from the current heading. When rotated be-
yond 180˚, the turn will continue in the direc- Figure 16-67. Half Bank Mode
tion the bug was moved.
0 APPR1 Button
30.16IN
TERM HDG 010 24 251 W
FMS1
The APPR button controls selection of the ap-
DTK 251
(6935)
21 proach mode. The type of approach is deter-
144
30
0. 8NM
069 mined by the active navigation source shown
50
on the PFD (APPR LOC1, APPR VOR2,
FORMAT >
APPR FMS2, etc.). The mode also arms the
<
25
< PRESET
TERR
RDR
> glideslope capture after the front course local-
VOR1 TERRAIN
izer has captured if GS is valid. At glideslope
F TFC >
TCAS OFF
capture, the FGC will descend on the glides-
lope and disregard any preselected altitudes.
< ET 01:42 RADAR ON
The FGC will not capture an altitude after the
<
BRT glideslope is captured.
DIM
The displayed position of the CDI course is
Figure 16-66. Heading Vector Line
significant when APPR is pressed. If the head
of the needle is more than 110 degrees from

16 AVIONICS
the present heading, then the approach mode automatically only if the APPR mode has

will assume a localizer back-course is desired been pressed and the preselected course is
and the annunciation APPR B/C1 or APPR trending toward center (Figure 16-69). This is
B/C2 will appear. This position of the CDI will called NAV-to-NAV capture as the pilot does
also suppress any glideslope indications. If the not have to manually change navigation
course is less than 110 degrees from the pres- sources or change flight guidance modes. It is
ent heading the approach mode assumes a accomplished automatically.
normal localizer based approach and the an-
nunciation APPR LOC1 or APPR LOC2 will The APPR button is also used when flying a
appear and the GS will arm and capture nor- non-localizer-based approach to a DA (Deci-
mally (Figure 16-68). sion Altitude). When established on final for
an appropriate RNAV (GPS) approach, the
Additionally, this mode will allow the FMS to APPR button will activate the approach mode
accomplish what is called a NAV-to-NAV cap- (APPR FMS1 or APPR FMS2). When VNAV
ture. When FMS is the current active NAV is then pressed, it will arm the vertical glide-
source and has been loaded with a localizer- path (GP) mode (Figure 16-70). This allows
based procedure (ILS, LOC, LOC BC, LDA, the FMS to follow a glidepath down to a pub-
SDF) the FMS will automatically tune that lo- lished decision altitude (DA) minimum. This
calizer and set up a preselected course when approach descent is based on barometric alti-
within 30nm of the airport. The preselected tudes and does not consider a ground based
course will appear as a cyan dual line, dashed antenna. Like the ILS glideslope, however, the
CDI on the PFD. This preselected course must GPS GP will disregard any preselected alti-
become the active navigation source when on tudes. Reference the VNAV section of this
final for the localizer procedure as it is re- chapter for more information.
quired by limitation. This transfer will happen
6
Collins Collins
1
APPR B/C1 ALTS APPR LOC1 GS

6935 6935
140
14 000 185 1 4 000
80
4 180 4
20 20
700 2 700 2
1
60
10 1 160 10 4 1
600 600
60 DN 60
1 5
3 0 .1 6 I N 30. 16 IN
TERM 251 251
LOC1 109.75 1 LOC11 109.75
24 w 24 w 4
B/C 055 CRS 235
IESJ 21 IEJC 21
0. 8NM 0. 8NM
30
30
S
FORMAT > FORMAT >

33
33
<
<
15
15
TERR TERR
< PRESET RDR < PRESET
N
RDR
N
VOR1 FMS1
12
12
V 4.1NM V 4.1NM
3
TFC >
3
TFC >
< <
SXW E SXW
6 TCAS OFF E 6 TCAS OFF
< ET < ET
BRT BRT
DIM DIM
E E
Localizer Back Course Localizer Front Course
Figure 16-68. APPR Mode Selection

16 AVIONICS
Collins Collins
APPR FMS1 ALTS APPR LOC1 GS

APPR LOC1 GS 6935 6935
140
14 000 185 1 4 000
80
4 180 4
20 20
700 2 700 2
60
10 1 160 10 1
600 600
60 DN 60
6 540
20 14 1 6 540
20
0
1 1
V2 110 10 120 10
VR 93 400 2 400 2
V1
ACC-.02
93
0 4
100
850 4
3 0 .1 6 I N 30. 16 IN
TERM 251 251
FMS1 LOC1 109.75
24 w 24 w
DTK 235 CRS 235
CHARL 21 IEJC 21
0. 8NM 0. 8NM
30
30
LOC1
S
S
109.75 FORMAT > FORMAT >
33
33
< <
15
15
TERR TERR
RDR < PRESET RDR
N
N
FMS1
12
12
V 4.1NM V 4.1NM
3 3
SXW E TFC > SXW E TFC >
6 TCAS OFF 6 TCAS OFF
< ET < ET
BRT BRT
DIM DIM
FMS with Localizer Preselect Localizer Capture

Figure 16-69. Localizer Nav-to-Nav Capture
Collins Collins
APPR FMS VPTCH APPR FMS VGP

GP 4000 4000
3 000 3 000
185 185
180 20
4 180 20
4
700 2 700 2
160 10 1 160 10 1
600 600
DN 60 DN 60
14 1 6 540
20 14 1 6 540
20
0 0
1 1
120 10 120 10
400 2 400 2
4 4
100 1000 100 1000
30.16IN 30.16IN
TOD 24 251 W TOD 24 251 W
GP Armed GP Active
Figure 16-70. VNAV Glidepath (GP) Mode

< <

16 AVIONICS
NAV Button the control wheel synchronizes the pitch ref-

erence to the current attitude.
The NAV button controls selection of the nav-
igation mode. Heading mode remains active
until course intercept. After intercept, the VS Button
FGC maintains the selected course. The active The VS button controls selection of the verti-
NAV identifier annunciates on the PFD cal speed mode. When VS is activated, the
(FMS, VOR1, LOC2, etc.). The NAV mode FGC initially maintains the current aircraft
should be used during the enroute phase of vertical speed when the mode is selected. Ro-
flight, for appropriate terminal procedures tating the UP/DOWN pitch wheel changes the
and when flying an approach to an MDA. This vertical speed reference value. When the au-
excludes an FMS NAV-to-NAV capture as ref- topilot is not engaged, pressing the SYNC but-
erenced in the APPR section. Refer to the ton on the control wheel synchronizes the VS
VNAV section of this chapter for more infor- reference to the current vertical speed.
mation on how this mode interacts with FMS
vertical navigation. VS and the vertical speed reference value ap-
pear on the PFD (Figure 16-71). An up arrow
CRS Knobs appears for climbs and a down arrow appears
for descents. A reference arrow (bug) appears
The CRS knobs select the course to be flown on the vertical speed scale adjacent to the se-
on the respective PFD. This knob is not active lected vertical speed.
when FMS is the active navigational source.
Collins
PUSH DIRECT Button

The PUSH DIRECT button within the CRS HDG
FMS
VS 1100
ALTS 6935
1 4 000
knob automatically selects a direct course to 140
80
4
the active VOR, and centers the CDI on the 20
700 2
60
respective PFD. This button is not active when 10
600
1
60
either FMS or LOC is the active navigational 6 540
20
source. V2 110 10
1
9
4
Figure 16-71. Vertical Speed (VS) Mode
Pitch Mode 3
Pitch mode is a basic vertical operating mode. VNAV Mode

It activates when no other vertical mode is ac-
tive and the flight director is on. The annunci- The VNAV button controls Vertical Navigation
ation PTCH displays on the PFD. When active, mode selection and is annunciated on the PFD <
the FGC maintains the pitch attitude which as a “V” located in front of the active vertical
existed when the pitch mode was engaged. mode (e.g., VPTCH, VVS, VALTS, etc.). The R
This will occur when the previously selected flight management computer (FMC) deter-

vertical mode is pressed again (deselected) or mines the VNAV capture point and provides
when the UP/DOWN Pitch Wheel is moved vertical steering commands to waypoints that
R
and VS mode is not active. contain altitude restraints in the FMS. See the
VNAV section and the Flight Guidance Mode
Rotating the UP/DOWN pitch wheel changes Annunciations table for more information.
the pitch reference value. When the autopilot
is not engaged, pushing the SYNC button on

16 AVIONICS
FLC Button ate away from the preselected altitude to

achieve the selected speed. This same proce-
The FLC button controls the Flight Level dure will occur if a lower altitude is prese-
Change mode. The FLC mode will climb or de- lected but the power is left too high. In this
scend the airplane towards the preselected al- situation the aircraft will initially pitch to
titude at the IAS or Mach speed reference achieve the selected speed. If this results in a
located above the airspeed display. FLC indi- speed faster than selected, the aircraft will
cations are modified by the SPEED Knob begin to pitch back up until it maintains a de-
(Figure 16-72). It is important to note that scent of approximately 100 ft/min, regardless
when the autopilot is engaged after the FLC of what speed that generates.
mode is selected, the present speed of the air-
craft will be indicated as the active speed, not
the one dialed in with the SPEED knob. The SPEED Knob
pilot can reset the desired speed by rotating The SPEED knob selects the IAS or Mach ref-
the SPEED knob. erence value, as appropriate, to be used by the
FLC mode. This value displays at the top of the
Collins
Airspeed Tape. When the FLC mode is se-
lected, the selected speed will also be annun-
HDG FLC 160 ciated adjacent to the FLC mode annunciation
FMS ALTS 6935
160
14 000 at the top of the attitude display.
80
4
20
700 2
IAS/MACH Button
Collins
The IAS/MACH button within the SPEED
2 knob, when pushed, selects Mach mode or IAS
HDG
FMS
FLC M.31
ALTS
4
6935
mode for the FLC Speed Bug and FLC refer-
M.31
14 000 ence. The system automatically changes from
80
4
20
700 2 IAS to Mach or Mach to IAS when climbing
or descending through 15,545 feet.
Figure 16-72. Flight Level Change (FLC)
Mode
ALT Button
<
The FLC mode controls the pitch of the air- 4
craft and requires pilot manipulation of power The ALT button is used to hold the aircraft at
to establish a climb or descent. If the power is the current barometric altitude. The ALT but-
set inappropriately or the speed is unachiev- ton is used to level at an altitude other than a
able, the aircraft will not be allowed to deviate preselected altitude. ALT will annunciate on
further from the preselected altitude to the PFD when this is pressed. If the autopilot
achieve the selected speed. As an example, if
<
is not engaged, pressing the SYNC button on
an altitude of 5000’ is preselected and FLC the control wheel synchronizes the altitude
mode is chosen for a 160kt climb and the reference to the current altitude. As with all
power is not increased, the aircraft will ini- flight guidance modes, pressing the ALT but-
tially begin to pitch up. If this results in a ton when “ALT” is already annunciated on the
speed below 160kts, the aircraft will then PFD will remove the altitude capture.
lower the pitch until the VSI indicates a climb
of approximately 100 ft/min and stay there re- Altitude Preselect Mode
gardless of what speed that generates. It will
The altitude preselect mode permits the pilot
not allow the aircraft to pitch down and devi-
to select a target altitude for automatic level

16 AVIONICS
off by the autopilot or FD command. The ALT Preselect Knob
ALTS armed mode annunciates in white on
the PFD. The ALT knob selects the desired altitude for
level off (displayed on the PFD). Rotating the
The altitude preselect mode is automatically knob while in its default position will select
selected with the following: the ALT knob is thousands of feet. Pressing the knob IN while
turned; go-around mode is cleared or the rotating will select hundreds of feet. See the
flight director is turned on. Altitude prese- Altitude Display section of the PFD for more
lect is automatically deselected when glides- information on the bugs that appear on the al-
lope approach mode becomes active, the titude tape.
VNAV glidepath approach mode (VGP) be-
comes active, altitude hold mode is selected, PUSH CANCEL Button
or the altitude capture mode (ALT CAP) is
annunciated. The PUSH CANCEL button within the ALT
knob cancels the flashing visual altitude alerts
If a descent or climb is desired, a new altitude on the Altitude Display section of the PFD as
must be preselected. The appropriate vertical described earlier.
mode must then be selected to climb or de-
scend. Changing the altitude preselector alone CONTROL WHEEL SWITCHES
does not cause the aircraft to climb or descend. The following control wheel switches affect
If the ALT knob is turned while ALT CAP is FGS operation:
annunciated, the pitch mode is selected and
the altitude preselect mode rearms. DISC TRIM AP/YD Button
Altitude capture (ALT CAP) occurs when the The DISC TRIM AP/YD button is located on
airplane altitude approaches the selected alti- the outboard horn of each control wheel. It is
tude. The capture point depends on the closure used for disengagement of the autopilot and
rate. When within 1000’ of the selected alti- yaw damper (Figure 16-73). Pushing the but-
tude a single aural tone will sound and the pre- ton to the first detent will disconnect the au-
selected altitude will flash. The flashing will topilot and/or yaw damper. Pushing the button
stop when within 200’ of the selected altitude. to the second detent will interrupt electric trim
Should the aircraft subsequently deviate by operation. Releasing the button will reset the
more than 200’ from the selected altitude the trim and allow continued operation.
single aural tone will sound and the prese-
lected altitude will flash yellow. The flashing
will stop with an input by the pilot (pressing
the altitude selector knob) or the aircraft re-
turns to within 200’ of selected altitude. In ei-
ther case the number will stop flashing and
return cyan in color.
ALTS shows in yellow if the capture is inhib-
ited due to invalid data and ALTS CAP shows
in yellow if the capture is cleared without a
subsequent selection of altitude hold or glides-
lope/glidepath capture.
Figure 16-73. Left Yoke

16 AVIONICS
SYNC Button GA Button

The SYNC button is located on the outboard The GA button is located on the outboard
horn of each control wheel. It is used to syn- side, in the center, of the left power lever (Fig-
chronize the PTCH, FLC, VS, ALT and ROLL ure 16-75). The G/A button selects the go-
modes of the flight director to the current pa- around (GA) mode of the flight director.
rameters if the autopilot is not engaged (Fig- Selecting GA mode will disengage the autopi-
ure 16-74). Inputs known as Control Wheel lot, but not yaw damper and clear all other
Steering (CWS) or Touch Control Steering flight director modes. The flight director will
(TCS) features are not installed on this system. display approximately +7 degree pitch up atti-
tude. Constant reference mode will be selected
Collins and heading will be held if bank angle is less
than 5 degrees (Figure 16-76). The heading
being held is independent of the heading bug.
SYNC
HDG
FMS
PTCH
ALTS
14 000
6935 This mode will not follow any lateral or verti-
140
80
4
cal commands and will not capture the prese-
20
700 2
lected altitude. During go-around mode, the
60
10
600
1
flight directors are independent and the fail-
60
6 540
20
ure of one will not affect the other. This allows
V2 110 10
1 for redundancy during a critical flight maneu-
VR 93
V1 93
400 2
ver. The independent flight director capability
0 4
ACC-.02
30.16IN
also occurs during a full ILS and provides the
TERM
24 251 W same redundancy.
Figure 16-74. Pilot’s PFD with SYNC
Electric Pitch Trim Switches <
The electric pitch trim switch is comprised of T
two segments. The trim switch is located on the
outboard horn of each control wheel. The trim
switch applies electric pitch trim commands.
Both segments of the switch must be actuated
to operate the electric pitch trim. The seg-
mented pitch trim switch reduces the potential
of trim runaway or inadvertent activation.
When moved in either direction, the electric
pitch trim switches will disconnect the autopi-
lot while leaving the yaw damper engaged.
See the Flight Controls section of this PTM for
further discussion of electric pitch trim and its
annunciations.
Figure 16-75. Go-Around Button

16 AVIONICS
It is necessary to reselect a desired mode after CONTROL DISPLAY UNIT

the aircraft is configured in the go-around to
regain full flight director control. (CDU)
See the Flight Guidance Mode Annunciations The Control Display Unit (CDU-3000) serves
table at the end of this chapter. as a control of the communication and navi-
gation radios, Flight Management System
Collins (FMS) and limited display control for the
PFDs and MFD (Figure 16-77). The pedestal
can contain either one or two CDUs. The sec-
GA GA
14 000
6935 ond CDU is an option. If two are installed,
140
80
4
each CDU will communicate only with the re-
20
60
700 2
spective FMS. In the optional two CDU in-
10
600
60
1
stallation, reversionary mode is not available
6 540
20
should one fail. The remaining CDU will be
V2 110 10
1 capable of communicating with the on-side
VR 93
V1 93
400 2
FMS only.
ACC-.02
0 4
30.16IN
TERM
24 251 W
The CDU has a normal operating temperature
Figure 16-76. PFD Go-Around (GA) Mode range of –20˚C to +70˚C. Should the unit tem-
<
T
ACT FPLN 1/4
ORIGIN DIST DEST
KICT 452 KDEN
ROUTE ALTN
PLANT2 KAPA
ORIG RWY
VIA TO
DIRECT ICT
-------------------
<COPY ACTIVE
<SEC FPLN PERF INIT>
[ [
MSG EXEC
DEP MFD MFD MFD

DIR FPLN LEGS ARR PERF MENU ADV DATA PREV NEXT
CLR
IDX 1 2 3 A B C D E F G DEL
TUN 4 5 6 H I J K L M N BRT
DIM
7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP /
Figure 16-77. Control Display Unit (CDU)

16 AVIONICS
perature get below –20˚C the CDU will turn Scratchpad Line

ON but the LCD display will delay indications
by a power-up timer. During this time the The scratchpad line displays data entered by
CDU will monitor its internal temperature. the alphanumeric keys, or data selected for
With extreme unit temperatures of –30˚C and transfer by a line key. Brackets identify this
colder, this timer can take as much as 10 min- line and it is the only place where the operator
utes to illuminate the display. can input information from the keypad. Once
input data is displayed on this line it should be
The CDU has the following controls and dis- verified before transferring to a selected field.
plays: Should an entry occur that is not compatible
with the selected item, the scratchpad will mo-
mentarily display a message to indicate details
BRIGHT/DIM Button about the error. This message will time out and
This button provides secondary control of the the previously entered information will return,
display intensity. The PILOT DISPLAYS rheo- so that it may be corrected.
stat on the overhead panel provides primary
control. Message Line
A single message line is reserved along the
Title Line bottom line of every page to annunciate con-
This line displays the page title and page num- ditions requiring operator attention or simply
ber. The page number is formatted as the cur- to provide information. If more than one mes-
rent page number followed by a slash and the sage is active the message key (MSG) may be
total number of pages. used to display additional messages as dis-
cussed later in this section.
Line Select Keys Alphanumeric Keys

These keys activate functions displayed on the
CDU adjacent to the line select key. The line These keys enter data in the scratchpad line of
functions depend on which page is displayed. the display. The data entry keys are as follows;
the 0–9 number keys; the A-Z letter keys; the
period key; the +/– (plus/minus) key; the SP
Label/Data Line Pairs (space) key; the / (slash) key; and the
CLR/DEL (clear/delete) key. The compass
Two display lines are associated with each line cardinal headings of N, E, S, and W are high-
select key. The top line is normally a label for lighted with a white box to ease entry of items
the information that is shown on the data line requiring direction inputs. Care must be exer-
Displayed on the second (bottom) line. cised not to confuse the letter “O” with the
number “0” on the keypad.
The data line can display large or small char-
acters. When the system has entered informa-
tion the text will be in a smaller size. When the IDX Key
operator has entered information the text will
be larger in size. The IDx (index) key controls display of items
that do not have a dedicated function key. It
also is a central location for setup and config-
uration pages for FMS and GPS operations.

16 AVIONICS
FPLN Key
ACT LEGS 1/6
The FPLN (flight plan) key controls display of SEQUENCE
KICT AUTO/INHIBIT
the active flight plan (Figure 16-78). This page / o
309 12NM
ICT ---/-----
will give an overview of the entered flight plan, /
307o
9.2NM
not each individual waypoint. MUGER ---/-----
/ o 3.3NM
307
WUKOL ---/-----
/ o 0.5NM
307 /
WUKUS ---/-----
ACT FPLN 1/4 -----------------------
ORIGIN DIST DEST LEG WIND>
KICT 452 KDEN [ [
MSG EXEC
ROUTE ALTN
PLANT2 KAPA DEP MFD MFD MFD
ORIG RWY DIR FPLN LEGS ARR PERF MENU ADV DATA PREV NEXT
CLR
VIA TO IDX 1 2 3 A B C D E F G DEL
DIRECT ICT
------------------- TUN 4 5 6 H I J K L M N BRT
DIM
<COPY ACTIVE
7 8 9 O P Q R S T U
<SEC FPLN
[
PERF INIT>
[ / +/ - V W X Y Z
0 SP /
MSG EXEC
DIR FPLN LEGS

DEP
ARR
PERF
MFD
MENU
MFD
ADV
MFD
DATA
PREV NEXT
Figure 16-79. Active Legs Page
CLR
TUN 4 5 6 H I J K L M N BRT DIR Key

DIM
7 8 9 O P Q R S T U The DIR (direct) key controls display of the
/ +/ - V W X Y Z
0 SP / active direct-to page. Navigating backward
through these pages will lead to a HISTORY
Figure 16-78. Active Flight Plan Page page of all the previous waypoints in the flight
plan (Figure 16-80).
LEGS Key
The LEGS key controls display of the way- ACT DIRECT-TO 1/1
HISTORY
point-to-waypoint detail contained in the ac-
tive flight plan. The display includes the lateral
information from waypoint-to-waypoint and /o
250
vertical information when applicable. Page 1 <(6935)
215o
always contains the current FROM waypoint <SXW152
in cyan at the top and the current TO waypoint R322o
<KIRLE
in green (Figure 16-79). Page 1 also contains ------------------------
the selection of AUTO sequencing or IN-
HIBIT sequencing when the progression of [ [
MSG EXEC
waypoints is desired (AUTO) or not desired DEP MFD MFD MFD
DIR FPLN LEGS PERF PREV NEXT
ARR MENU ADV DATA
(INHIBIT).
CLR
DIM
7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP /
Figure 16-80. Direct to Pages

16 AVIONICS
DEP ARR Key NEXT Key

The DEP ARR key controls display of the de- The NExT key is used to display the next
parture/arrival pages. The selectable proce- page when the current CDU function has
dures are those related to the current active more than one page.
flight plan ORIGIN and DESTination airports
or the current secondary flight plan ORIGIN
and DESTination airports. If diversion to a dif- EXEC Key
ferent airport is desired, the identifier for that The ExEC (execute) key activates modifica-
airport must be placed in the DEST slot on the tions made to the active flight plan. The label
FPLN page to retrieve departures / arrivals for ExEC annunciates on the CDU when the ac-
that airport. tive flight plan has been modified and the
changes have not been activated (Figure 16-81).
PERF Key Pushing the ExEC key activates the modified
flight plan. If this key is not pressed the changes
The PERF key controls display of the per- will not take effect. A CANCEL MOD option
formance menu page. These pages contain is available when the modification to the flight
manually entered loading data, fuel advisory plan has not yet been executed. It will erase the
pages, and some VNAV advisory pages. modification and return the FMS to the original
flight plan.
MSG Key
The MSG (message) key controls display of MOD FLPN HOLD 1/1
the system message page. This is necessary FIX
WUKOL
ENTRY
DIRECT
HOLD SPD
FAA/ICAO
when more than one message is active. Should QUAD/RADIAL MAX KIAS
multiple messages be active pressing the MSG --/---o 200
//
INBD CRS/DIR FIX ETA
key will allow additional messages to be / o/R TURN
307 14:16
viewed. To return to the last viewed page sim- 1.0
LEG TIME
/ MIN
EFC TIME
//
02:00
/
ply press the MSG key again. LEG DIST
3.0
/ NM NEW HOLD>
-----------------------
<CANCEL MOD
TUN Key [ [
MSG EXEC EXEC
The TUN (tune) key controls display of the DIR FPLN LEGS DEP PERF MFD MFD MFD PREV NEXT
ARR MENU ADV DATA
radio tuning page. These pages are used to CLR
tune the communication, navigation and ATC IDX 1 2 3 A B C D E F G DEL
transponder equipment in conjunction with TUN 4 5 6 H I J K L M N BRT

DIM
the Radio Tuning Unit (RTU). If two CDU’s 7 8 9 O P Q R S T U
are installed, the right CDU will not have this
/ +/ - V W X Y Z
0 SP /
page active.
Figure 16-81. EXEC Label
PREV Key
The PREV (previous) key is used to display MFD MENU Key
the previous page when the current CDU
function has more than one page. The MFD MENU key opens the display of the
MFD menu page on the CDU (Figure 16-82).
The MFD menu page displays a menu of the

16 AVIONICS
LEFT DISPLAY MENU 1/2 LEFT DISPLAY MENU 2/2 LEFT DISPLAY MENU
MAP DISPLAY MAP DISPLAY TEXT DISPLAY
NEAREST APTS ETA NDBS FPLN PROG
HI NAVAIDS SPEED RNG: ALT SEL NAV STATUS
LO NAVAIDS ALTITUDE LRN POS POS SUMMARY
INTERS APTS ALTN FPLN POS REPORT
TERM WPTS MISS APPR VOR STATUS

WINDOW SIDE SIDE SIDE
OFF/ON/VNAV L/R> L/R> LRN STATUS L/R>
[ [ [ [ [ [
MSG EXEC MSG EXEC MSG EXEC
DEP MFD MFD MFD DEP MFD MFD MFD DIR FPLN LEGS DEP PERF MFD MFD MFD PREV NEXT
DIR FPLN LEGS PERF PREV NEXT DIR FPLN LEGS PERF PREV NEXT ARR MENU ADV DATA
ARR MENU ADV DATA ARR MENU ADV DATA
CLR CLR CLR

IDX 1 2 3 A B C D E F G DEL IDX 1 2 3 A B C D E F G DEL
DIM
DIM
DIM
7 8 9 O P Q R S T U 7 8 9 O P Q R S T U 7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP / / +/ - V W X Y Z
0 SP / / +/ - V W X Y Z
0 SP /
Pages with Map on MFD Page with Text on MFD
Figure 16-82. MFD Menu Key (CDU)
possible MFD display options, or available text FLIGHT MANAGEMENT

pages for display on the MFD when the MFD
Data Key has been pressed. A “L/R” is dis- SYSTEM (FMS)
played on the lower right corner of this page.
The left (L) selection will be all the options for The FMS provides multiple flight management
the left PFD and the MFD; the right (R) se- functions. These functions include lateral nav-
lection will be all the options for the right PFD igation, (LNAV) using multiple navigation re-
only. For each menu the items in green are se- ceivers, and vertical navigation (VNAV).
lected and the items in white are not selected. Navigation input includes GPS, DME and
VOR receivers. Vertical navigation (VNAV) is
provided by a computed vertical output from
MFD ADV Key the FMS using these receivers. The system also
The MFD ADV key controls display of the provides course-tracking signals to the flight
MFD Advance page on the CDU (Figure 16-83). guidance system. The Flight Management
The MFD advance page displays a menu en- Computers (FMCs) are housed in the IAPS
abling a move to the next or previous waypoint unit located in the nose avionics bay.
on the FMS plan map display on the MFD. It will
also control advancing through the pages within The FMS uses a blended combination of GPS
a selected MFD DATA text page. and VOR/DME data to construct a three di-
mensional position of the aircraft in space. To
achieve this blend, the NAV1 radio and NAV2
MFD DATA Key radio must be receiving a valid signal. This can
be accomplished by manually tuning the re-
The MFD DATA key controls the display of ceiver or setting a feature called “auto-tuning”
text data pages on the MFD (Figure 16-84). which will be discussed later.
The text data page displayed is the last one se-
lected from the MFD menu page. Other pages
can be accessed through the MFD MENU key.

16 AVIONICS
LEFT DISPLAY ADVANCE LEFT DISPLAY ADVANCE

ACT PLAN MAP CENTER TEXT DISPLAY
<PREV WPT <PREV PAGE
<NEXT WPT <NEXT PAGE
<TO WPT
CTR WPT
<-----
SIDE SIDE
L/R> L/R>
[ [ [ [
MSG EXEC MSG EXEC
DIR FPLN LEGS DEP PERF MFD MFD MFD PREV NEXT DIR FPLN LEGS DEP PERF MFD MFD MFD PREV NEXT
CLR CLR
DIM
DIM
7 8 9 O P Q R S T U 7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP / / +/ - V W X Y Z
0 SP /
With Map Displayed on MFD With Text Displayed on MFD
Figure 16-83. MFD Advance Key (CDU)
Collins The CDU is the primary interface with the

FMS. Each CDU will communicate with the
“on-side” FMS (e.g., Left CDU for No. 1 FMS,
26 734 0 PRESS
OIL
120 Right CDU for No. 2 FMS). The FMS’s can be
TORQ
0.0 NI 98.5
TORQ
46 TEMP oC 73
synchronized so that selected operations on
0 2000
one CDU (and its related FMS) will automat-
FMS ACT PROGRESS 1/3 ically be transferred to the cross-side CDU
WPT
KICT
DIST
3.6NM
ETA
20:07
FUEL (LB)
0
(and its related FMS). (See FMS quick refer-
ICT 7.4NM 20:11 2450
ence guides and other handouts for informa-
MUGER 16.6NM 20:15 2390
tion on how to synchronize the units.)
WUKOL 19.8NM 20:16 2370
WUKUS 20.4NM 20:16 2370

The FMS database is updated using the
HUT 29.8NM 20:20 2310
Database Unit (DBU). The DBU 5000 con-
OATHE 218NM 21:32 1170
sists of two USB ports on top of the pedestal.
SELLS 283NM 21:56 760
These are used to upload data to the aircraft
FORMAT <
----------------------------------------
DEST
<
or download data from the aircraft. This can
KDEN
ALTN
415NM 22:47 0 include avionics malfunction reports (Figure
KAPA 435NM 22:54
RESERVE
0
0
16-85).
EXTRA 0 TFC <
The aircraft battery and avionics need to be
GS 0 TAS 0 SAT 15 C o o
ISA +13 C ON. It is strongly recommended that a ground
BRT power unit be applied to the aircraft for this
DIM
operation.
Figure 16-84. MFD Text Page

16 AVIONICS
INITIALIZE
Initialize the FMS position, or verify that the
current position is correct. This position needs
to be in a latitude / longitude format and can
be retrieved / verified using airport reference
point (ARP), a pilot defined point or the
GPS.The GPS should be able to update the
Figure 16-85. Database Units system quickly unless the aircraft was moved a
significant distance (>40nm) with the FMS in-
operative or the FMS was removed and re-
To use the USB port (DBU-5000), the FMS placed. This step will consist primarily of
data and IFIS data must first be loaded onto a verifying the known position as opposed to ac-
computer and then moved to a USB drive. The tively entering the position.
USB device must not have preinstalled soft-
ware which manages passwords or security, as PLAN
this can interfere with the proper loading of The flight plan will be loaded on the FPLN
the database. If Jeppesen charts are involved, page. ORIGIN, DESTination, and fixes along
it is recommended to have a device at least the route of flight may be entered. Instrument
1GB in size. This drive is then plugged into the Departures or Arrivals may be loaded as nec-
USB port in the aircraft. The generated essary. Loading a origin and destination,
prompts are displayed on the CDU. In this ONLY gives you a straight line distance and
case the laptop does not need to be connected allows the system to retrieve departures, ar-
to the aircraft. rivals, and approaches for those two airports.
It is has not loaded a “flight plan.”
FMS INITIALIZATION
PERFORMANCE INITIALIZATION
The FMS must be initialized prior to each Performance is initialized by entering the de-
flight. The initialization may be accomplished sired weights for passengers, cargo, fuel, etc.
using the following acronym: The CRZ ALT is an optional entry and helps
the unit forecast a descent point later in the
V – Verify FMS database coverage and flight. CRZ ALT does not change any fuel cal-
effective dates culations when changed or updated.
I – Initialize FMS position
P – Plan the flight (build the flight plan) VERTICAL NAVIGATION
P – Performance initialization The FMS-3000 is capable of creating and dis-
playing a descent profile or a glidepath to com-
For further explanation of these steps, refer to ply with crossing altitude restrictions issued by
the FMS quick reference guides and FMS ATC, or an associated instrument procedure.
manuals. The Flight Guidance System is able to use this
information to capture and track the com-
VERIFY puted glidepath.
Verify the coverage of the database and verify
the currency of the database. Flight with an VNAV altitude restrictions are displayed in
out of date database is allowed, but the use of magenta along the right side of the LEGS
FMS / GPS dependent procedures are not au- page (Figure 16-86). A VNAV altitude will be
thorized. automatically entered if it is part of a database
derived procedure. The pilot can manually in-
sert an altitude associated with any waypoint.

16 AVIONICS
Once an altitude restriction is inserted either When two or more waypoints in a flight plan
automatically or manually, the FMS will gen- have altitude restrictions, and they are suffi-
erate the associated glidepath. The glidepath ciently close in proximity to each other the
will be displayed at the appropriate point. As FMS will compute the best glidepath to meet
long as the proper conditions are met, the FGS the requirements of all altitude restrictions. In-
will capture and track the vertical glidepath. stead of flying a 3.0˚ path to a waypoint, level-
The conditions are as follows: ing off, and then flying another 3.0˚ path to the
next waypoint, the FMS will adjust the paths
• The altitude must be entered into the to varying angles resulting in a continuous de-
LEGS page scent. This is sometimes called “smoothing”
• The VNAV mode of the FGS must be the descent.
selected (indicated by a “V” prior to the
active vertical mode) A magenta Top Of Descent (TOD) circle will
• The Preselected Altitude must be set at, appear on the display maps to indicate the
or beyond, the VNAV altitude projected point where this descent will occur.
The TOD point will indicate when the vertical
deviation indicator nears the center position
on the vertical deviation scale (Figure 16-87).
ACT LEGS 2/6
/ o 9.5NM
307 This indicator is sometimes called the
HUT “snowflake” or “star”. As with Glideslope op-
THEN ---/-----
- DISCONTINUITY - erations, these GPS Glidepath operations will
3.0/o only capture VNAV when initially below the
FEBIT ---/ 3600A
//
/ o 6.0NM
054 / / /o
0.0 projected angle. If the aircraft is already
CEPGA ---/ 3600A
// passed the descent point, manual intervention
144o 6.0NM
/ 3.0/o
FAXIM ---/ 3100A
// is required to place the aircraft in a position
------------------------
LEG WIND>
where the FGS can capture the glidepath.
[ [
MSG EXEC
When the FGS captures a glidepath, the verti-
DIR FPLN LEGS
DEP
ARR
PERF
MFD
MENU
MFD
ADV
MFD
DATA
PREV NEXT cal mode will be annunciated as VPATH when
IDX 1 2 3 A B C D E F G CLR NAV is selected or VGP when APPR is se-
DEL
lected (Figure 16-88).
DIM
7 8 9 O P Q R S T U VPATH will allow the FGS to level at either
/ +/ - V W X Y Z
0 SP / the preselected altitude or VNAV altitude,
whichever it encounters first. It is necessary to
Figure 16-86. Active Legs Page with be aware of the armed altitude mode when ac-
VNAV Altitudes complishing this maneuver. ALTS indicates
that VNAV will reach and level off at the pre-
The default VNAV glidepath is a 3.0˚ descent selected altitude even though there may be
angle unless otherwise published in an instru- multiple step downs in between. This indicates
ment procedure. The pilot has the ability to that smoothing the descent is possible and an
modify this angle on every leg except for the intermediate level off is not required. ALTV
final approach segment between the Final Ap- indicates that VNAV will reach and level off
proach Fix (FAF) and the Missed Approach at the next VNAV altitude posted in magenta
Point (MAP). The FMS may create an angle above the VSI. This indicates that smoothing
other than 3.0˚, if required. The glidepath is the descent is not possible and the aircraft
based on aircraft position relative to the asso- must accomplish an intermediate level off. An-
ciated waypoint, a commanded vertical direct- other TOD will appear indicating where the
to, or the associated waypoints position relative descent will begin if there is another altitude in
to a prior waypoint with an altitude restriction. the FMS. The use of NAV and VNAV should

16 AVIONICS
be used when flying enroute VNAV and when When the APPR and VNAV modes have been
flying an approach to MDA. This selection selected during a final approach segment, the
does not include localizer based procedures annunciation will be VGP. VGP will cause the
which are flown with a NAV-to-NAV capture FGS to “ignore” the preselected altitude and
function of the FMS. These approaches re- VNAV altitudes. This allows it to follow the
quire the APPR mode for the NAV-to-NAV glidepath all the way to DA. This can be veri-
function to operate correctly. fied by the lack of an armed altitude mode on
the PFD. Caution must be used when operat-
Collins ing in this mode because it will not level off at
any altitude. The APPR and VNAV modes
FMS VALT
should be used when flying an approach to a
4000
185
PATH
3 000 DA. The exception is a localizer-based ap-
180 20
700
4
2 proach procedure which uses the NAV-to-
160 10
600
1
NAV capture function even though it may
60
14 1
0
DN
6 540
20
only have MDA minimums published.
1
120 10
400 2
4 Collins
100
30.16IN
TOD 24 251 W
FMS1 JABAN
DTK 251 21 FMS VPATH
RALPE ALTS 4000
3 000
30
5. 2NM
RALPE 185
4
10 TOD FORMAT > <
NAV +VNAV
5
< PRESET
TERR
RDR
> Collins
VOR1
TFC >
APPR FMS VGP 4 2

< ET 01:42 4000
COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250 3 000 4
185
BRT 4
DIM APPR + VNAV
Collins Figure 16-88. VNAV Modes
FMS VPATH
ALTS
3 000
4000 Additionally, VNAV can be used during an al-
4 2
<
185
180 4
titude restricted climb. The FGS will be in
4
20
160
700 2
1
NAV and VNAV modes and never in APPR R
10
DN
600
60 mode. The same three conditions mentioned
14 1 6 540
0 20
1
for a VNAV descent apply here too. The initial
10
120
400 2
climb from the airport will be accomplished by
100
30.16IN
4
1000 any manually chosen vertical mode (VS or <
TOD 24 251 W FLC). When VNAV is selected, the altitude

FMS1
DTK 251
RALPE
21 preselector is then placed at the highest au-R
thorized altitude and the FGS will level off at
30
2. 5NM
JABAN
10 FORMAT >
each intermediate VNAV altitude. Once lev-
eled off at the intermediate altitude, FLC will
<
5 RALPE
< PRESET
VOR1
TOD
TERR
RDR
> arm indicating there is another climb. Passing
TFC >
the altitude restricted fix, FLC will become the
active vertical mode at the aircraft’s current in-
< ET 01:42
COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250 dicated speed. The pilot must now change the
BRT FLC speed and aircraft power for the climb.
DIM
The aircraft will level off at the next altitude
Figure 16-87. VNAV Top of Descent
restricted fix and FLC will arm again. This

16 AVIONICS
process will be repeated until the aircraft lev-
els at the altitude shown on the preselector. GPS CONTROL
POS DIFF
The aircraft is not allowed to go beyond the GPS1 <ENABLED> 322 /0.4
/
preselector setting.
GPS2 <ENABLED> 322 /0.3
/
GLOBAL POSITIONING SAT DESELECT

--
SYSTEM (GPS) DEST
KDEN
APPR RAIM
AVAILABLE
ETA
12:16
------------------------
The global positioning system (GPS) provides <INDEX
worldwide navigation via signals received [ [
MSG EXEC
from orbiting satellites. The GPS receiver is lo-
DEP MFD MFD MFD
cated in the nose avionics bay and is labeled DIR FPLN LEGS ARR PERF MENU ADV DATA PREV NEXT
GPS-4000(s). Using an antenna mounted on IDX 1 2 3 A B C D E F G CLR

DEL
the top of the fuselage, it will track and moni- TUN 4 5 6 H I J K L M N BRT
tor up to 12 satellites to provide a three di- DIM
mensional position for the FMS and the 7 8 9 O P Q R S T U

Terrain Awareness and Warning System / +/ - V W X Y Z
0 SP /
(TAWS). The GPS 1 and optional GPS 2 sys-
tems are controlled by the CDU(s). Figure 16-89. GPS CONTROL
The FMS’s will default to GPS navigation

sources as the primary reference for their po-
PROGRESS 1/2
sition. Whether they are still enabled and part LAST DIST ETE FUEL-LB
of the navigation can be seen with a few pages KIRLE 2.3 0
/
TO
in the CDU Index (IDx) page. The GPS Con- DBL 19.6 0:04
/ / 2440
/
trol page will indicate whether the GPS sen- NEXT
BASEE 72.3 0:16
/ 2300
//
sors are enabled for navigation use, and will DEST
indicate the difference between the GPS posi- KDEN 193 0:42
/ 1980
/
ALTN
tion and the calculated FMS position (Figure ---- --- -:-- -----
16-89). The PROGESS page on the CDU dis- NAVIGATION
VOR/DME1 GPS
plays the current navigation sources used by [ [
MSG EXEC
the FMS to determine current position (Fig-
ure 16-90). The PROGRESS page shows a DIR FPLN LEGS
DEP
ARR
PERF
MFD
MENU
MFD
ADV
MFD
DATA
PREV NEXT
label on the bottom titled NAVIGATION. In CLR
this example the NAVIGATION area indi-
cates that the system is using VOR, DME and TUN 4 5 6 H I J K L M N BRT
DIM
GPS. Should the GPS malfunction or lose its 7 8 9 O P Q R S T U
Receiver Autonomous Integrity Monitoring / +/ - V W X Y Z
0 SP /
(RAIM) the GPS label would be removed
from the NAVIGATION line. If the GPS por- Figure 16-90. PROGRESS
tion of the position begins to malfunction, a
message will appear on the CDU. Some ex-
amples of GPS messages are as follows:

16 AVIONICS
GPS—FMS Disagree (indicates the computed all the display options and outputs information
FMS position is different than the GPS posi- only to the MFD via a fast Ethernet bus. This
tion by a selected amount) unit also receives inputs from a graphical
weather system, FMS(s), database update unit
GPS Not Available (indicates the FMS is not and the pilot’s Cursor Control Panel (CCP)
using the GPS for position information) (Figure 16-91).
NO GPS RAIM (indicates the FMS is using The C90GTi uses a Database Unit (DBU to
the GPS but the GPS position is degraded) update the IFIS information. The DBU-5000,
uses two USB ports located at the aft end of
As with any approved GPS navigation re- the pedestal (Figure 16-92). Either port is used
ceiver, this system allows the check of integrity to update the FMS(s), E-charts, E-maps,
and accuracy through certain pages in the graphical weather and/or maintenance items.
CDU. For a RAIM prediction it is necessary Once the databases are loaded onto the USB
to navigate to the Index page of the CDU and device from a computer it is connected to one
choose GPS CNTL. On this page it is possible of these ports. The remainder of the database
to enter a desired airport and ETA. The load is controlled through the MCDU MENU
RAIM system will then indicate RAIM avail- line key on the CDU Index (Figure 16-93).
ability 15 minutes before to 15 minutes after Pressing the DBU option will allow the CDU
that entered time. The default entry for the air- to query the aircraft and the USB device to see
port line will automatically contain the DES- what files are available for loading. After the
Tination airport. ETA will be an active load is complete the CDU can be exited to the
number based on the loaded flight plan and main Index page and the USB device can be
current ground speed. disconnected and used for the next database
cycle. The two USB ports are to be used only
for database loading and will not support ex-
INTEGRATED FLIGHT ternal USB devices.
INFORMATION SYSTEM The available subscriptions are listed in Figure
(IFIS) 16-93. Collins will provide the FMS and En-
hanced Map (E-Map) databases through in-
The Integrated Flight Information System ternet download or a shipment of CD’s.
IFIS-5000 is a part of the Pro Line 21 archi- Jeppesen will provide the Electronic Chart (E-
tecture to provide extra information storage, Chart) database through a shipment of CD’s
increasing the available display features. The only (no internet download). Finally, Hawker
added items known as Enhanced Maps (E- Beechcraft will provide the electronic check-
Maps) are displayed only on the MFD and in- list through an internet download. Although
clude geographic/political boundaries, airways not specifically a part of the IFIS system, the
(high and low), and airspace. Optionally, the electronic checklist will be uploaded through
IFIS system can also display downloaded the same dataloader units discussed earlier.
graphical weather (GWx), and Electronic With each revision of the aircraft AFM that af-
Charts (E-Charts). fects the checklist, it is the operator’s respon-
sibility to update the electronic checklist
The main storage unit is the File Server Unit manually or download a new version from
(FSU-5010) located in the empennage avion- Hawker Beechcraft.
ics shelf. This contains the memory needed for

16 AVIONICS
Collins

26 734 0 PRESS 120
OIL
00 NI 98.5 46 TEMP oC 73
TORQ FIRE TORQ AFX
0 2000
KEGE 11-1 AIRPORT
CCP MENU
ADV
P U SH
DATA
MFD
ELEC
T
S
Collins
< <
<
ACT FPLN 1/4 BRT

DIM
ACT FPLN 1/4
ORIGIN DIST DEST ORIGIN DIST DEST
KICT 452 KDEN KICT 452 KDEN
ROUTE ALTN ROUTE ALTN
PLANT2 KAPA PLANT2 KAPA
ORIG RWY ORIG RWY
VIA TO
FMC 1 FMC 2
VIA TO
DIRECT ICT DIRECT ICT
------------------- -------------------
<COPY ACTIVE <COPY ACTIVE
<SEC FPLN PERF INIT> <SEC FPLN PERF INIT>
[ [ [ [
ETHERNET
CDU CDU
ETHERNET FSU-5010
E-CHARTS
DA
ATA LOADER
LOAD E-MAPS
GWX
CMU-4000
OR
RIU-40X0 OR XMWR-1000
COMMUNICA
ICAT
TION SYSTEM
(VHF
F, HF
F,, ETC.) XM Satellite
Antenna
RF LINK
DAT
TALINK PROVIDER
P (ARINC)
INFORMAT
TION PROVIDER (Universal)
UNIVERSAL WEAATHER
THER XM WEA
ATHER
TH
THER
(GWX-5000) (GWX-3000)
Figure 16-91. IFIS Block Diagram

16 AVIONICS
tains a joystick and input buttons to control
the E-Charts and downloaded weather.
The memory keys are used to store the main
MFD line select key format options. They do
not store IFIS related map selections such as
E-Maps or E-Charts. The selected Upper For-
mat, Lower Format, Terrain or Radar, and
TCAS options are stored. When the appropri-
ate selections are made, press and hold the de-
Figure 16-92. USB Database Unit sired memory key until STORE is indicated
(DBU-5000) on the MFD. Releasing the memory key will
display a STORE COMPLETE (Figure 16-
96). This can be repeated for each of the three
memory keys. To retrieve the selected options
INDEX 1/2
press and release the desired memory key and
<MCDU MENU GPS POS> the MFD will change to the stored settings.
<STATUS FREQUENCY>
<POS INIT FIX> Enhanced Maps (E-MAPS)
<VOR CTL HOLD>
The IFIS system contains Collins provided
<GPS CTL PROG> data with certain enhanced map features.
<FMS CTL SEC FPLN> These include geographic/political boundaries,
[ [ airspace and airways (high and low).
MSG EXEC
MCDU MENU The following menu selection may also con-

<FMS 1 GPS POS>
tain a MAP SOURCE option. This is not re-
lated to the IFIS installation but is active with
<DBU a dual FMS configuration. Either FMS can be
chosen to display the FMS course. this does
not affect the display of overlay selections. In
cases where the on-side FMS has failed, this
selection can be used to select the other FMS
for course line imagery on the MFD. Note that
[ [ this feature does not change the active FMS
MSG EXEC
Figure 16-93. MCDU Menu

used for navigation. That is still chosen from
the PFD.
CURSOR CONTROL PANEL (CCP) The geographic/political option (GEO-POL)

will overlay state and country boundaries on
The primary pilot interface with the IFIS sys- the MFD display. The location of international
tem is accessed through the Cursor Control boundaries on the overlay must not be used as
Panel (CCP) located on the pedestal (Figure an accurate representation of true boundary
16-95). The left most section is used to enter position. The GEO-POL overlay should only
and manipulate menus that appear on the be used for information. This overlay is ac-
MFD. The center section is used to store MFD cessed by pressing the MENU button on the
display options to more quickly retrieve a de- CCP when a PPOS map or PLAN map is in
sired display setup. The right most section con- view on the MFD. Moving the cursor to the

16 AVIONICS
FILE SERVER UNIT (FSU)
JEPPESEN
E-CHARTS (CD) - 14 DAYS
COLLINS
E-MAPS (DOWNLOAD) - 28 DAYS
GEO-POLITICAL (DOWNLOAD) - AS REQUIRED
GRAPHICAL WX DATABASE (DOWNLOAD) - AS REQUIRED
ETHERNET BUS
DATALOADER
FLIGHT MANAGEMENT MAINTENANCE DIAGNOSTIC

COMPUTER (FMC) COMPUTER (MDC)
COLLINS HAWKER BEECHCRAFT

FMS NAV DATABASE (DOWNLOAD) - MFD CHECKLIST (DOWNLOAD) -
28 DAYS AS REQUIRED
SIMULTANEOUS
FMC 1 FMC 2
Figure 16-94. IFIS Dataload Block Diagram
FMS
STORE
COMPLETE 10
MENU ESC STAT MEM 1 CHART
MENU DATA
<
ADV MEM 2
P US H
ELEC
T
S
MEM 3 ZOOM
Collins
Figure 16-95. CCP Figure 16-96. MFD Store Complete

16 AVIONICS
GEO-POL option will allow turning the over- MFD. As discussed earlier, moving and ma-
lay ON or OFF (Figure 16-97) The cursor can nipulating the cursor to the Airspace option
be moved by rotating the MENU ADV knob will allow turning the overlay ON or OFF
on the CCP. After the cursor is at the desired (Figure 16-98).
position, rotate the DATA knob or press
PUSH SELECT on the CCP to change the se- Collins
lection.
Collins
FMS1
MAP
DTK 275MENU S 191 21
ICTMAP SOURCE FMS1 FMS2
TTG --:--
GEO-POL OFF ON
17.AIRSPACE
5NM 5 ABOVE
1OFF ON
AIRWAYS OFF HI LO
24
FMS1
MAP
DTK 275MENU S 191 21
ICTMAP SOURCE FMS1 FMS2 < 50 >
TTG --:--
GEO-POL OFF ON
<
17.AIRSPACE
5NM 5 ABOVE
1OFF ON 25
AIRWAYS OFF HI LO
24
KBEC
ICT
< 50 > <
TFC >
25
KBEC GS 0 TAS 0 SAT 25 oC ISA +13 oC
BRT
ICT
TFC > DIM
0 0 ISA +13 oC
GS TAS SAT 25 oC
Figure 16-98. Airspace Overlay
BRT
DIM
The airway feature will superimpose all the se-
Figure 16-97. Geo-Politcal Overlay lected airways on top of the current MFD map
to help orient their positions. Only the airway
The airspace option will overlay certain air- is labeled and not the intersections. Once the
space boundaries. The airspace boundaries in- airway is loaded in the FMS the intersection
clude Class A and B airspace along with CTA names will appear for that airway only. This
and TMA/TCA airspace. Airport related overlay is accessed by pressing the MENU
boundaries are shown with a solid magenta button on the CCP when a PPOS map or
outline. Additionally, restricted and prohibited PLAN map is in view on the MFD (Figure 16-
airspace is shown with a dashed magenta out- 99). As discussed earlier, moving and manipu-
line. The vertical limits and identifying marks lating the cursor to the Airway option will
of the airport or restricted/prohibited areas are allow selection of HI / LO / OFF.
not shown on the MFD. They must be used as
information only and not to navigate or stay The overlay selections are the same for the
clear of these areas. The overlay is accessed PLAN map with the exception of a Graphical
with the MENU button on the CCP with the Weather (GWx) option. The GWx overlay
PPOS map or PLAN map displayed on the will be discussed later.

16 AVIONICS
Collins
rate subscription than the FMS database and
may not cover the same regions.
Collins
V140
V3
V53
26 734 0 PRESS 120
2
V7
OIL
V73-2
0.0 NI 98.5 46 TEMP oC 73

TORQ FIRE TORQ AFX
56
V190 0 2000
7
4
V7
V35
V190 V25
V7
6 DATABASE EFFECTIVITY
4
7
V7
V53
V516 V19 DATABASE BEGIN END STATUS
2
0-2
FMS1 56
MAP
DTK 275MENU S 191 21 V1
FMS 1 NAV 11 MAY 06 07 JUN 06 NOT CURRENT
ICTMAP SOURCE FMS1 FMS2 90 CHARTS 16 JUN 06 05 JUL 06 CURRENT
2
V77-53
TTG --:--
GEO-POL OFF ON AIRSPACE 08 JUN 06 05 JUL 06 CURRENT
17.AIRSPACE
5NM 5 ABOVE AIRWAYS 08 JUN 06 05 JUL 06 CURRENT
1OFF ON
AIRWAYS OFF HI LO GEOGRAPHIC 25 JUL 05 30 SEP 06 CURRENT
25 JUL 05 30 SEP 06
24
4 POLITICAL CURRENT
V 35 GRAPHICAL WX 01 MAY 06 N/A CURRENT
V73
V7
2
V77-53
4-7
< 50 > <

V77
54 25 CHARTS
V3 V35
0 V12
DATABASE
2
V77-53
KBEC NAME: RCPL0612

V1 V12
3
V12 2 V12 ICT COVERAGE
V10-23 V350 TFC >
V73
4 V77 < REGIONS: LATIN AMERICA <

V502
32
<
SOUTH AMERICA
V5
V73
USA - 48 STATES
V280
V77 V280 V234 EUROPE
V280 TERR
GS 0 TAS 0 SAT 25 oC ISA +13 oC RDR <
BRT
DIM
TFC <
Figure 16-99. Airways Overlay DATE 27 JUN 06
BRT
DIM
STATUS PAGES Figure 16-100. Database Effectivity

The File Server Unit (FSU) contains status (STAT Key)
pages that indicate settings and configurations
Collins
for the IFIS system. Pressing the STAT key on
the CCP will display the last viewed page (Fig-
ure 16-100). The DATABASE EFFECTIV- ITT
26
0 PROP 1980 ITT
734
0 FF 430
0 PRESS 120
ITY page indicates the current dates of each TORQ FIRE
0.0 NI 98.5
TORQ AFX
46
OIL
TEMP oC 73
installed item. If a database is out of date the 0 2000
DATABASE EFFECTIVITY
affected line will be yellow. The CCP MENU DATABASE BEGIN END STATUS
ADV and PUSH SELECT knobs are used to FMS 1 NAV 11 MAY 06 07 JUN 06

CHARTS 16 JUN 06 05 JUL 06
NOT CURRENT
CURRENT
move the cursor and display more information AIRSPACE 08 JUNSTAT06 MENU

05 JUL 06
AIRWAYS 08 JUN 06 05 JUL 06
CURRENT
CURRENT
GEOGRAPHIC 25 JUL 05 30 SEP 06 CURRENT
for the selected database in the lower box. DATABASE
POLITICAL
GRAPHICAL
25 JUL
EFFECTIVITY
05 30
CHART SUBSCRIPTIONSEP 06
WX 01 MAY 06 N/A
FCS DIAGNOSTICS
CURRENT
CURRENT
MAINTENANCE MAIN MENU
FILE SERVER CONFIGURATION
Pressing the CCP MENU key will display the CHARTS
status menu options (Figure 16-101). Using the DATABASE
NAME: RCPL0612
CCP MENU ADV and PUSH SELECT COVERAGE

< REGIONS: LATIN AMERICA <
knobs allows for the selection of another sta- SOUTH AMERICA
USA - 48 STATES
<
tus page. One example, is the optional Elec- EUROPE
TERR
RDR <
tronic Chart subscription page (Figure 16-102).
TFC <
On this page the pilot can enter a Jeppesen
provided Access Code and be able to instantly DATE 27 JUN 06
retrieve more charts. This capability can be BRT
used when a one-time flight is planned outside DIM
the current chart coverage. It is important to
note that electronic chart coverage is a sepa- Figure 16-101. STAT Menu

16 AVIONICS
Collins
ally to agree with the procedure in the FMS.
Secondly, if the avionics have just been turned
ITT 0 PROP 1980 ITT 0 FF 430 on, no chart will appear (the MFD does not
26 734 0 PRESS 120
TORQ FIRE
0.0 NI 98.5
TORQ AFX
46
OIL
TEMP oC 73 have a chart stored in memory yet) and the
0 2000
pilot will have to choose the desired chart.
CHART SUBSCRIPTION
SUBSCRIPTION NUMBER VNX12ABCD5AB3A1C

Collins
REGIONS ENABLED
LATIN AMERICA
SOUTH AMERICA
USA - 48 STATES ITT 0 PROP 1980 ITT 0 FF 430
EUROPE 26 734 0 PRESS 120
OIL
0.0 NI 98.5 46 TEMP oC 73
TORQ FIRE TORQ AFX
0 2000
KBJC 21-1 ILS R
RWY 29R
< < <
ADD REGIONS
ACCESS CODES ----------

----------
----------
----------
---------- TFC <
----------
----------
BRT
DIM
< <
Figure 16-102. Chart Subscription

(STAT Key) TFC <
TFC
ELECTRONIC CHARTS BRT

BRT
(E-CHARTS) [Optional] DIMM

DIM
The IFIS system can optionally contain Jeppe- Figure 16-103. MFD Chart Display

sen created instrument charts. These charts are
loaded to the FSU through the dataloader dis- Choosing the desired chart is accomplished by
cussed earlier. The charts will come from first pressing the CHART key and then the
Jeppesen while the FMS database will come MENU key on the CCP (Figure 16-104). The
from Collins. See the dataloader section for CHART Main index is divided into the fol-
more database information. lowing areas; Origin; Destination; Alternate;
Other airport. Only the OTHER AIRPORT
Once a flight plan is entered in the FMS, the can be changed from this page. All other air-
E-Chart feature will automatically be linked port identifiers are retrieved from the FMS
to the airports in the Origin, Destination, and flight plan. Procedures loaded in the FMS will
Alternate airport fields. automatically link to this menu and the short-
cut field will update with the new procedure
To retrieve the desired charts, press the and will show in magenta.
CHART key on the CCP (Figure 16-103). The
MFD stores the last viewed image and will dis- There are airports where multiple charts exist
play that chart every time the CHART key is for one runway (e.g., ILS Rwy 01 and Con-
pressed until manually changed with the MFD verging ILS Rwy 01). For these airports the
chart menu. There are two items to note for shortcut field will be a white “SELECT
this process. Even if the FMS procedure has CHART” and the pilot must press the PUSH
changed, pressing the CHART key will display SELECT key and choose the appropriate
the last viewed chart not the new procedure’s chart. It is important to note that the FMS will
chart. The pilot must change the chart manu-

16 AVIONICS
only contain one approach type for each run- CCP ZOOM key. The first press will zoom into
way. Even though the Converging ILS Rwy 01 the area bounded by the green box (Figure 16-
may be chosen for chart display, that proce- 106). Another press of the ZOOM key will re-
dure will not be in the FMS database. turn the chart to the original size. To return to
the MFD map imagery, press the CHART key
Collins again or press one of the line select keys on the
MFD bezel.
26 734 0 120
PRESS
OIL Collins
0.0 NI 98.5 46 TEMP oC 73
TORQ FIRE TORQ AFX
0 2000
KEGE 11-1 AIRPORT
CHART MAIN INDEX
FMS1
ORIGIN - KEGE
AIRPORT [AIRPORT]
DEPARTURE [GYPSUM 3 DEP]
ARRIVAL -- KBJC 21-1 AIRPORT
APPROACH [] APPR OACH - KBJC
ANY CHART [] ALL PRECISION APPR OACHES
CHART NOTAMS --
21-1 ILS R WY 29R
DESTINATION - KBJC
ARRIVAL [RAMMS 5, TOMSN 4 ARRS] ALL NON-PRECISION APPR OACHES
APPROACH [ILS RWY 29R]
23-1 VOR DME R WY 29L/R
AIRPORT [AIRPORT, AIRPORT INFO, TAKEOFF MNMS] 28-1 GPS R WY 29R
DEPARTURE [] 28-2 GPS R WY 29L
ANY CHART [] 29-1 VOR DME RNAV R WY 29R
CHART NOTAMS --
ALTERNATE - KDEN
< <
ANY CHART []
ANY CHART []
CHART NOTAMS ALL
OTHER AIRPORT - KHUT
ANY CHART [GPS RWY 4]
ANY CHART []
CHART NOTAMS ALL TFC < < <
CHART DIMMING DAY NIGHT
BRT
DIM TFF <
Figure 16-104. MFD Chart Menu

BRT
DIM
The cursor is moved with the CCP MENU

ADV knob. Once the cursor is over the de- Figure 16-105. MFD Chart Approach Index
sired entry two actions are possible with the
PUSH SELECT feature on the CCP DATA Charts that have been manually selected will
knob. A single press will choose the indicated show in cyan. To exit out of the menu press the
chart for display on the MFD (e.g.,the ILS CCP ESC key.
Rwy 29R in the previous figure). Secondly,
pressing and holding the PUSH SELECT fea- If the chart is geo-referenced, the aircraft po-
ture will bring up a selection menu allowing sition and orientation will be displayed using a
the choice of every chart in that category. (e.g., magenta aircraft icon. This indicates that the
all airport diagram charts, or all departure pro- latitude/longitude positions on the chart agree
cedure charts, or all instrument approach with the GPS coordinate system, known as
charts, etc.) (Figure 16-105). WGS-84. When the aircraft icon does not ap-
pear, two possible symbols will appear at the
After the chart is displayed, it is moved as upper right corner of the chart (Figure 16-107).
needed using the CCP joystick to display areas A magenta crossed-out aircraft symbol indi-
that may be off the screen. An orientation but- cates the chart is not geo-referenced. A yellow
ton on the CCP will turn the chart clockwise crossed-out aircraft symbol indicates the chart
90 degrees. Pressing the orientation key again is geo-referenced but GPS1 present position
will return the chart to its original state. Addi- data is not available.
tionally, there are two levels of zoom using the

16 AVIONICS
Collins may have been 14 days earlier. This informa-
tion does not receive updates from an active
datalink. To enter the OTHER AIRPORT in-
26 734 0 120
TORQ FIRE
0.0 NI 98.5
TORQ AFX
46
PRESS
OIL
TEMP oC 73
formation, the cursor must be moved to that
0
KEGE 11-1 AIRPORT
2000 airport and then press PUSH SELECT. This
allows for manual entry of the identifier by
turning the CCP DATA knob and advancing
the cursor to the next letter with the MENU
ADV knob. After the identifier is entered,
pressing PUSH SELECT will enter the airport
and allow the use of ANY CHART fields to
retrieve the desired charts. This feature can be
used to view airport or airport chart informa-
< <
tion when it is not part of the FMS flight plan
or when the link between FMS and FSU has
failed.
TFC <
At the bottom of the Chart Main Index is a
BRT
two level Chart Dimming control. Setting the
DIM
DAY option will display charts in a standard
white background color. Setting the NIGHT
Figure 16-106. MFD Chart Zoom Box option will change the white background to a
cyan hue reducing the intensity of the MFD
image during dark conditions.
After a chart is displayed it can be changed
using the procedures described earlier or
Collins using the DATA knob shortcut. By rotating
the DATA knob clockwise or counterclock-
ITT
26
0 PROP 1980
1980 ITT
734
0
0
FF
PRESS
OIL
430
120
wise all the charts linked for the current air-
0.0
0 .0 NI 98.5
98 .5
TORQ
0
KEGE 11-1
FIRE
AIRPORTT
AIRPOR
TORQ
2000
AFX
46 TEMP oC 73
port can be viewed without having to navigate
to the Chart Main Index. For instance, if the
ILS Rwy 29R for KBJC is in view from Fig-
ure 16-108 one click counterclockwise will dis-
play the RAMMS 5, TOMSN 4 ARR chart or
one click clockwise will display the Airport di-
< < agram. This is useful after landing where a sin-
gle click clockwise from the approach chart
TFC <
will display the airport diagram and help with
taxiway orientation.
BRT
DIM
Graphical Weather (GWX)

Figure 16-107. MFD Chart Geo-Reference [Optional]
Symbols
There are two weather providers that will
Chart NOTAMS are also available from the allow for the display of select weather maps.
Chart Main Index when applicable. Caution These two providers are not compatible and
should be exercised since these NOTAMS the aircraft will be configured for only one ver-
were loaded at the last database update which sion. The xM weather provider uses a satellite

16 AVIONICS
downlink system and is available only for play on the MFD. Refer to the IFIS-5000 Op-

weather images within the US 48 Contiguous erator’s Guide for more detailed information.
States. The Universal weather provider uses a
COMM3 VHF datalink and is available for Once images are available they are displayed
weather images for many parts of the world. in two MFD formats. For NExRAD radar,
weather returns can be displayed on a dedi-
Collins cated weather format or overlayed with the
PLAN Map format. All other images can be
displayed only on the dedicated weather for-
26
0.0 NI 98.5
734 0
46
PRESS
OIL
TEMP oC
120
73
mat. To overlay NExRAD on the PLAN Map
TORQ
0
FIRE TORQ
2000
AFX
format, first choose the PLAN Map format,
KEGE 11-1 AIRPORT
CHART MAIN INDEX then press MENU on the CCP (Figure 16-
ORIGIN - KEGE
FMS1
109). The USA NExRAD option allows for
AIRPORT [AIRPORT]
DEPARTURE [GYPSUM 3 DEP] NExRAD radar overlay to be turned ON or
ARRIVAL --
APPROACH [] OFF. This overlay depicts the FMS course
ANY CHART []
CHART NOTAMS --
DESTINATION - KBJC
along with NExRAD returns to help antici-
ARRIVAL [RAMMS 5, TOMSN 4 ARRS]
APPROACH [ILS RWY 29R]
pate radar returns along the route of flight. The
AIRPORT [AIRPORT, AIRPORT INFO, TAKEOFF MNMS]
DEPARTURE []
age of NExRAD information is displayed at
ANY CHART []
CHART NOTAMS -- the upper right portion of the PLAN map and
< ALTERNATE - KDEN
ANY CHART []
< should update every time a new NExRAD
ANY CHART []
CHART NOTAMS ALL
OTHER AIRPORT - KHUT
download is received. Changing the range is
ANY CHART [GPS RWY 4]
ANY CHART []
accomplished with the DCP range knob.
CHART NOTAMS ALL
CHART DIMMING DAY NIGHT
TFC <
Changing the position of the map is accom-
plished using the MFD ADV key on the CDU
BRT
to advance the map to each FMS waypoint.
DIM
Collins
Figure 16-108. MFD Chart Menu

As with all satellite or radio-based weather,
the data provided should be used only with
reference to onboard radar and appropriate
preflight planning. All downloaded informa-
tion is a view of past weather conditions and is
not instantaneous. Some information may be
more than 15 minutes old and unusable for ap-
propriate weather avoidance. MAP MENU
MAP SOURCE
GEO-POL
FMS1
OFF
FMS2
ON
AIRSPACE OFF ON
AIRWAYS OFF HI LO
USA NEXRAD OFF ON
XM WEATHER (GWX-3000)
The xM weather provider is labeled as the
GWx-3000 system for the Collins IFIS. xM
weather uses a satellite antenna collocated
within the GPS antenna housing on top of the
0 0 SAT 15 oC ISA +13 oC
aircraft. The antenna is then connected to the GS TAS
BRT
xMWR-1000 unit located in the empennage DIM
avionics shelf. The xMWR-1000 receives the
xM provided weather data and images on a Figure 16-109. MFD PLAN Map Weather
continuous basis and sends the information to Overlay
the File Server Unit (FSU) for potential dis-

16 AVIONICS
The dedicated weather format is chosen from The NATIONAL METerological REPORTS
the FORMAT line select key on the MFD by are also text only and are chosen with the
choosing the GWx selection (Figure 16-110). PUSH SELECT knob.
This format is used for NExRAD and all
other xM weather images and information. Collins
The CCP is used to control all the overlays and
position of this format.
Collins

26 734 0 PRESS 120
OIL
0.0 NI 98.5 46 TEMP oC 73
TORQ FIRE TORQ AFX
0 2000
GRAPHICAL WEATHER
TAF/METAR REPORTS
ORIGIN KBEC
DESTINATION KDAB
ALTERNATE KICT
OTHER [ KHUT ]
NATIONAL MET REPORTS
SIGMET
AIRMET
IMAGES
ANIMATED NEXRAD - AVAILABLE
WINDS ALOFT - ACQUIRING IMAGES
SATELLITE - ACQUIRING IMAGES
OVERLAYS
OVERLAY SELECTIONS
TFC <
LOWER FORMAT > OVERLAY LEGENDS

FORMAT
PPOS
PLAN
GWX BRT
DIM

Figure 16-111. MFD XM Weather Menu
BRT
DIM
Collins
Figure 16-110. MFD Dedicated Graphical

Weather Format (XM ITT
26
0 PROP 1980 ITT
734
0
0
FF
PRESS
430
120
Weather) TORQ FIRE
0.0 NI 98.5
TORQ AFX
46
OIL
TEMP oC 73
0 2000
Pressing the CCP MENU key will display the
xM graphical weather menu (Figure 16-111).
The MENU ADV, DATA and PUSH SE-
LECT knobs on the CCP are used to choose
the applicable options. GRAPHICAL WEATHER
OTHER - KICT
PAGE 1 OF 2
METAR
The TAF/METAR reports are textual only METAR KICT O71456Z COR 15O1OKT 1OSM FEWO5O OVC25O
26/18 A3OO5 RMK AO2 SLP163 TO256O178 51O1O
and are chosen by pressing the PUSH SE- METAR KICT O71356Z 13OO8KT 1OSM FEWO41 OVC25O 24/18
A3OO4 RMK AO2 SLP16O TO244O183 >
LECT knob (Figure 16-112). Rotating the METAR KICT O71256Z 13OO7KT 1OSM FEW25O 22/18 A3OO3
RMK AOK SLP156 TO222O178
DATA knob will cycle through multiple pages,
if they exist, as indicated by “Page 1 of 2” in
TFC >
the figure. The Origin, Destination, and Alter-
nate airports are automatically retrieved from GS 0 TAS 0 SAT 15 oC ISA +13 oC
the FMS flight plan. The Other airport can be BRT
manually inserted as described earlier in the
DIM
Chart Main Index. To exit out of the textual
pages press the CCP ESC key. Figure 16-112. MFD Metar Display

16 AVIONICS
The Animated NExRAD selection is avail- ditionally, the ECHO TOPS overlay will in-
able only after the xM system has down- clude textual descriptions of storm intensity
loaded at least three NExRAD images. These that are defined on the LEGENDS page.
are delivered approximately every 6 minutes
indicating that for the first 18 minutes of flight Collins
the NExRAD cannot be animated on the dis-
play. Once the animation is possible the
AVAILABLE message will appear on the
menu.
The available Overlays have ON or OFF se-
lections that are controlled with the CCP. The
METAR overlay will change the airport sym-
bols to visually indicate weather conditions. GRAPHICAL WEATHER
OVERLAY SELECTIONS
The SIGMET overlay will indicate areas of NEXRAD
ECHO TOPS
OFF ON
OFF ON
SIGMET coverage with different colored METAR
AIRPORT IDENTS
OFF ON
OFF ON
SIGMET OFF ON
boxes corresponding with the coordinates af- A/C FLIGHT INFO
LIGHTNING
OFF ON
OFF ON
fected. The A/C FLIGHT INFO will display
or remove the aircraft icon to help orient pres-
ent position with displayed weather. The FMS
course line is not viewable on the dedicated TFC <
weather page.
BRT
Choosing OVERLAY SELECTIONS will DIM
bring up another menu (Figure 16-113). This
menu allows the pilot to select which items Figure 16-113. MFD XM GWX Overlay
are visible on the dedicated weather page. Selections v6
NExRAD controls the display of radar im-
ages. ECHO TOPS controls the display of Collins
movement and speed arrows for significant

storms. METAR will change the airport sym- ITT 0 PROP 1980 ITT 0 FF 430
26 734 0 120
bol colors to visually indicate weather condi- FIRE
0.0 NI 98.5
AFX
46
PRESS
OIL
TEMP oC 73
TORQ TORQ
tions. AIRPORT IDENTS controls the 0 2000
display of ICAO identifiers next to each cir-
cular airport symbol. SIGMET will choose the
display of outlined boxes to display areas of
SIGMET weather conditions, to include Con-
vective SIGMETs. A/C FLIGHT INFO will GRAPHICAL WEATHER
OVERLAY LEGENDS
display the aircraft symbol and FMS gener- METAR
NO DATA
SIGMET
VOLCANIC ASH
ated origin and destination airports but will VFR
MARGINAL VFR
CONVECTIVE
TURBULENCE
not display the FMS course line. LIGHT- IFR
LOW IFR
ICING
DUST STORMS
OTHER
NING will allow the display of lightning bolt
symbols in areas of electrical discharge. This ECHO TOPS
HAIL PROBABLE HAIL
NEXRAD
RAIN PRECIP
MESO MESOCYCLONIC MIXED PRECIP
last feature is not connected to an onboard TVS TORNADIC SNOW PRECIP
TFC <
stormscope but is information coming from 35O
HAIL
the xM network. 2O
RADIO ID OQ8N5OCU
BRT
The last item, OVERLAY LEGENDS, defines DIM
what the colors and symbols represent on the
dedicated weather page (Figure 16-114). Ad- Figure 16-114. Overlay Legends

16 AVIONICS
Finally, the RADIO ID field is the xM sub- of the aircraft and is attached to a Collins

scription number. This is needed when the xM Communications Management Unit (CMU-
feature needs to be turned ON initially or re- 4000) in the aft avionics shelf. The CMU han-
instated after it fails to communicate with the dles all outbound and inbound COM3 VHF
satellite system. transmissions that are requested from the pilot
through an additional CDU page. The COM3
Each press of the CCP ESC key will remove system is not connected to the audio panels or
one submenu at a time until all menus are re- audio controls in the cockpit. Optionally, the
moved and the dedicated graphical weather CMU unit is capable of datalink communica-
page is in view.The graphical weather page can tions (e.g., ACARS or AFIS) using an HF,
be moved using the CCP joystick to the full SATCOM and/or VHF radio.
extent of the US borders and is not limited by
aircraft position or FMS waypoints. Addition- The Universal weather provider is a request
ally, each press of the CCP ZOOM key will only system. Each weather image or weather
provide three levels of zoom. Each level of data is first requested by the pilot through the
zoom is indicated above the weather map CDU datalink page. If the aircraft is within
(Figure 16-115). The zoom levels are indicated radio coverage of an appropriate ground-
with these labels: x1=Entire CONUS; x4 = ¼ based station, the image or information is sent
of CONUS; x16 = 1/16 of CONUS. via VHF communication to the CMU unit. A
CDU and MFD message will appear when the
image is available for view.
To access the CDU graphical weather page,
press IDx MCDU MENU. On this page, a
Datalink (DL) option is available that will
show the Graphical Weather request page
Figure 16-115. MFD Graphical Weather (Figure 16-116). The images shown only con-
Time Stamps tain the graphical weather selection, but each
page may contain other optional items such as
Time entries are also displayed above the textual weather, digital ATIS, received ATC
weather map. The current UTC time is used to messages, etc. Selecting the REQ field for
provide a reference for the age of each chosen GRAPHICAL Wx, will display the available
overlay. Once an affected overlay exceeds a set weather products (Figure 16-117). Navigating
age, the time below the label will turn yellow between the two available pages allows selec-
with a yellow box. The pilot cannot request a tion of the desired weather image. Pressing the
specific update since xM weather is designed left side keys will select the main image and
to continuously receive weather information. turn it green. Pressing the right side keys will
Caution should be exercised when referencing display a new page where the desired Region,
the affected overlay for weather information. Altitude, or Forecast time options can be set
If an overlay is selected OFF then the label for the selected image. Once the selections are
and time stamp are removed. complete pressing the SEND line select key
will initiate the CMU communication with an
UNIVERSAL WEATHER available VHF datalink station. The RE-
(GWX-5000) QUEST STATUS option can be used to iden-
tify which images are still downloading and
The Universal weather provider is labeled as which images have been received. If the CDU
the GWx-5000 system for the Collins IFIS. is used for other functions while the informa-
Universal weather uses an additional VHF tion is downloading a “GWx RCVD” message
COM3 radio and an additional VHF antenna. will appear on the CDU message line.
The antenna is located under the empennage

16 AVIONICS
MCDU MENU DL DATALINK DL WEATHER

<FMS 1 GPS POS>
<DL
<WEATHER
RCVD
<REQ GRAPHICAL WX
<RETURN
MSG EXEC MSG EXEC MSG EXEC
DIR FPLN LEGS DEP PERF MFD MFD MFD PREV NEXT DIR FPLN LEGS DEP PERF MFD MFD MFD PREV NEXT DIR FPLN LEGS DEP PERF MFD MFD MFD PREV NEXT
ARR MENU ADV DATA ARR MENU ADV DATA ARR MENU ADV DATA
CLR CLR CLR

DIM
DIM
DIM
7 8 9 O P Q R S T U 7 8 9 O P Q R S T U 7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP / / +/ - V W X Y Z
0 SP / / +/ - V W X Y Z
0 SP /
Figure 16-116. MCDU Datalink Pages (Universal Weather)
DL REQ GWX 2/2 DL REQ GWX 1/2

N AMERICA NE US
WINDS/TEMPS REGION> NEXRAD REGION>
FL340
/
ICING ALTITUDE> TOPS/MOVE
42HR
TURBULENCE FORECAST> WX DEPICTION
RCVD RCVD
<REQUEST STATUS SEND* <REQUEST STATUS SEND*
<RETURN <RETURN
MSG EXEC MSG EXEC
DEP MFD MFD MFD DEP MFD MFD MFD

DIR FPLN LEGS PERF PREV NEXT DIR FPLN LEGS PERF PREV NEXT
CLR CLR
DIM
DIM
7 8 9 O P Q R S T U 7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP / / +/ - V W X Y Z
0 SP /
Figure 16-117. Datalink Weather Selections (Universal Weather)

16 AVIONICS
This message will remain active until all new Collins
images are viewed.
Once images are available they are displayed
in two MFD formats. For U.S. NExRAD
radar, weather returns can be displayed on a
dedicated weather format or overlayed with
the PLAN Map format. All other images can
be displayed only on the dedicated weather
format. To overlay NExRAD on the PLAN MAP MENU
Map format, first choose the PLAN Map for- MAP SOURCE

GEO-POL
AIRSPACE
FMS1
OFF
OFF
FMS2
ON
ON
mat and then press MENU on the CCP (Fig- AIRWAYS
USA NEXRAD
OFF
OFF
HI LO
ON
ure 16-118). The bottom option allows for

USA NExRAD to be turned ON or OFF. This
overlay depicts the FMS course along with
NExRAD returns to help anticipate radar re-
turns along the route of flight. The age of
NExRAD information is displayed at the
upper right portion of the PLAN map and BRT
should update every time a new NExRAD DIM
download is requested. Changing the range is
accomplished with the DCP range knob. Figure 16-118. MFD Plan Map Weather
Changing the position of the map is accom- Overlay
plished using the MFD ADV key on the CDU
Collins
to advance the map to each FMS waypoint.
The dedicated weather format is chosen from ITT
26
0 PROP 1980 ITT
734
0
0
FF
PRESS
430
120
the LOWER FORMAT line select key on the TORQ FIRE
0.0 NI 98.5
TORQ AFX
46
OIL
TEMP oC 73
MFD by choosing the GWx selection (Figure 0 2000
16-119). This format is used for NExRAD and
all other Universal weather images. The image
that appears will be the last viewed weather
image. To change the selection, press the CCP
MENU key to display the Universal weather
menu page (Figure 16-120). The menu is or-
ganized with the most recently received image
at the top. Older items may be on the next < UPPER FORMAT LOWER FORMAT >
page with up to 50 total stored images. Once FORMAT
PPOS
an image is past a selected effective time the PLAN
GWX
entry will turn yellow to better indicate its age.
TFC >
NEW GWX
UK WINDS/TEMPS VAL 30JUL/1200Z ISSUED 30JUL/1000Z
BRT
DIM
Figure 16-119. MFD Dedicated Graphical

Weather Format (Universal
Weather)

16 AVIONICS
Collins
RADIO SENSOR SYSTEM
The Radio Sensor System provides the control,
26
0.0 NI 98.5
734 0
46
PRESS
OIL
TEMP oC
120
73
displays, and sensors for VHF voice communi-
TORQ
0
FIRE TORQ
2000
AFX
cation, VOR/ILS/DME, ADF and transponder
tuning, and TCAS II (if installed). The system
consists of the Radio Tuning Unit (RTU-4220)
located in the center instrument panel, and the
Control Display Unit (CDU) which is located
GRAPHICAL WEATHER 2/3 in the pedestal. The RTU is considered to be
IMAGES
<-- PREVIOUS IMAGES <--
VALID NEXT AVAIL
the primary method of tuning, with the CDU
N-PAC WINDS/TEMPS FL15O 3OHR 31OCT 2OOOZ O1NOV O1OOZ
USA TURBULENCE FL15O 12Z 31OCT 12OOZ 31OCT 23OOZ
NW-US NEXRAD 3OOCT 15O6Z 3OOCT 1512Z
functioning as the secondary method of tun-
SW-US NEXRAD
NW-US TOPS/MOVE
3OOCT 1454Z 3OOCT 15OOZ
3OOCT 143OZ 3OOCT 144OZ
< USA ICING FL15O 3O HR 29OCT O95OZ 29OCT 12OOZ
ing. The tuning capabilities of the CDU are ac-
W-PAC WINDS/TEMPS FL15O 3OHR 28OCT 2OOOZ 29OCT O1OOZ
W-PAC TURBULENCE FL15O 12Z 28OCT 12OOZ 28OCT 23OOZ
<
cessed by using the TUNE page. If Dual
NE-US NEXRAD
SE-US NEXRAD
27OCT 15O6Z 27OCT 1512Z
27OCT 1454Z 27OCT 15OOZ
CDUs are installed, only the left CDU
NE-US TOPS/MOVE
NE-US ICING FL15O 3OHR
27OCT 143OZ 27OCT 144OZ
26OCT O95OZ 26OCT 12OOZ
S-PAC WINDS/TEMPS FL15O 3OHR 25OCT 2OOOZ 26OCT O1OOZ
(CDU 1) has radio tuning capabilities.
NC-US NEXRAD 24OCT 15O6Z 24OCT 1512Z TFC <
SC-US NEXRAD 24OCT 1454Z 24OCT 15OOZ
NC-US TOPS/MOVE
NC-US ICING FL15O 3OHR
--> MORE IMAGES -->
24OCT 143OZ 24OCT 144OZ
23OCT O95OZ 23OCT 12OOZ A RTU/CDU TUNE switch is located on the
BRT
reversionary panel (Figure-121). When this
DIM
switch is in the NORM position, radios may be
tuned using either the RTU or the CDU.
Figure 16-120. Universal Weather Menu Should the RTU become inoperable, tuning
the No. 1 radios (COM1, NAV1, ADF1, etc)
Use the CCP MENU ADV and PUSH SE- will not be possible. If the CDU should be-
LECT knobs to move the cursor and select the come inoperable, tuning the No. 2 radios
desired weather image from the menu. The (COM2, NAV2, ADF2, etc.) will not be possi-
displayed image and corresponding time of ef- ble. Moving the RTU/CDU TUNE switch to
fectiveness will appear on the MFD. The image the operating unit (CDU or RTU) will return
is static and cannot be zoomed in or moved full tuning capability. If the RTU is the only
around. If weather from an adjacent area is de- unit still operating, selecting RTU will allow
sired the appropriate image needs to be re- that unit to tune both the No. 1 and No. 2 ra-
quested from the CDU and then viewed when dios. If the CDU is the only unit still operat-
received. ing, selecting CDU will allow that unit to tune
both the No. 1 and No. 2 radios.
COMMUNICATION/
NAVIGATION SYSTEMS
The Pro Line 21 avionics system uses either
the Control Display Unit (CDU), or the Radio
Tuning Unit (RTU) to tune the communica-
tion and navigation radios and the transpon-
der. The CDU and RTU provide redundant
control of all devices. Reversionary control is
provided should one unit fail.
Figure 16-121. RTU/CDU TUNE Switch

16 AVIONICS
If radio tuning capability is lost from both the VHF Communications System

RTU and the CDU, the EMER TUNE an-
nunciator-switch, located on the reversionary Two VHF-4000 communication transceivers
panel, may be pushed to tune the No. 1 COM (COM 1 and COM 2) provide two-way com-
to the emergency frequency 121.5 MHz (Fig- munications in the frequency range of 118.000
ure 16-122). Activation of the switch is indi- through 136.975 MHz in 25 or 8.33 kHz incre-
cated by the illumination of the annunciator, ments. These units are located in the forward
121.5, located on the switch. avionics compartment (see Appendix A).
The COM 1 antenna is mounted on the top of
the fuselage while the COM 2 antenna is
mounted on the lower fuselage (Figure 16- 123).
VHF Navigation System

One NAV-4000 and one NAV-4500 navigation
receivers (NAV 1 and NAV 2) provide VOR
and Localizer navigation capabilities in the
frequency range of 108.00 through 117.95 MHz
in 25 kHz increments. The NAV-4000 also con-
tains the ADF receiver. As an option, the air-
Figure 16-122. Emergency Frequency craft may be equipped with two NAV-4000
Button units for a dual ADF installation.
NO. 1 COMM ANTENNA
NAV ANTENNA
NO. 1 GPS/XM SKY WATCH
WEATHER ANTENNA ANTENNA
ELT ANTENNA
GLIDESLOPE ANTENNA
(INSIDE RADOME)
NO. 3 COMM
(Universal Weather)
DMEANTENNA
NO. 1 AND NO. 2
TRANSPONDER ANTENNA
NO. 2 COMM RADIO ALTIMETER

ANTENNA ANTENNA
MARKER BEACON
ADF ANTENNA
ANTENNA
Figure 16-123. Antennas

16 AVIONICS
The NAV 1 and NAV 2 antennas are located Automatic Direction Finder (ADF)

on either side of the vertical stabilizer.
The automatic direction finder (ADF) allows
The CDU has the capability of automatically navigation using non-directional beacons
tuning the VHF NAV receivers in order to im- (NDBs). As mentioned in the VHF Navigation
prove the calculation of airplane position by section, the ADF is part of the NAV-4000 unit
the FMS. This feature has no effect on current and does not have a separate line replaceable
procedural navigation aids and will choose unit (LRU). Magnetic bearing to NDB sta-
only those VORs or ILSs that provide the best tions is displayed on the PFD and MFD with
signal reception and position information. This selectable bearing pointers. ADF receivers are
auto tune function is selected from the navi- tuned using the CDU tune page or the RTU.
gation portion of the CDU TUNE page. The The ADF antenna is mounted on the lower
auto tune function is automatically cancelled if fuselage. A second ADF receiver is optional.
any of the following occur.
• DME HOLD is selected Distance Measuring Equipment

(DME)
• A NAV receiver is manually tuned using
either the RTU or the CDU The DME-4000 receiver determines slant-
• The FMS is deselected as a NAV source range distance, groundspeed, and time-to-sta-
tion for the navaid tuned on the respective
• A NAV receiver fails Nav receiver. A single DME-4000 is standard
but it contains three channels. Channel 1 is the
If a malfunction occurs when the auto tune DME for NAV 1, Channel 2 is the DME for
function is active, it may be manually disabled NAV 2 and Channel 3 is a “blind” channel that
using the RMT TUNE switch located on the the FMS can use to tune any frequency it
reversionary panel (Figure 16-124). Moving chooses. Should the optional second DME-
this switch from the NORMAL position to the 4000 be installed, Channel 1 for each unit will
DISABLE position will disable the auto tun- be the DME for NAV 1 and NAV 2. Channels
ing function of the CDU. This includes the 2 and 3 for each DME-4000 will be “blind”
auto tune feature discussed here and localizer channels that the FMS can use to tune any fre-
auto tuning after loading an approach. In quency it selects.
other words, having the RMT TUNE switch
selected to DISABLE requires the pilot to DME information is shown on the PFD (Fig-
tune the NAV radios manually for all subse- ure 16-125) when the ground-based navigation
quent operations. source is selected for display. If only FMS is se-
lected, then DME will not be displayed in the
active NAV location. In that case, a bearing
pointer will have to be displayed to get
ground-based DME. The DME receivers are
tuned using the CDU tune page or RTU. Each
DME receiver can also be automatically tuned
by the FMS as described in the VHF Naviga-
tion section. The DME antenna is mounted on
the lower fuselage.
Figure 16-124. RMT Tune Switch

1
1
16 AVIONICS
Localizer DME
VOR1 113.80
TERM 24 w
LOC1 109.75 VOR Bearing CRS 251
Pointer DME FMS1 21
CRS 235 20. 8 H
30
IESJ DTK 251
0. 8NM (6935)
S
0. 8NM
3
S
<
S
<
C
122.875 121.700
//
<
15
VOR Bearing RECALL RECALL

< PRESET
15
Pointer DME - 134.250
/ 123.875
VOR1 < PRESET NAV1 MK-HI NAV2
Not Received VOR1 113.80/ICT
/ 110.30
/ /
V 4.1NM DME1 DME2
SXW V 4.1NM HOLD 116.80
/ HOLD
SXW ATC1
V ----NM 3144
< ET SXW ADF
COM1 121.800 A < ET 412.5
COM1 121.800 A 4336 1 [ 125.250 [
DME Without FMS DME With FMS Collins BRT
IDENT
COM 1
Figure 16-125. PFD DME Displays 126 . 700 118 . 200
25 SEL
NAV 1 DME--H
113 . 80 MK-HI 110 . 20
A DME hold function allows retention of the 116.80H
1/2
ATC 2 ADF
currently tuned DME frequency after chang- 4176 3 3 2 .0
ing the active frequency on the respective ANT
BFO
VHF Nav radio (Figure 16-126). This can be
selected by the DME HOLD button on the
RTU or the DME HOLD option in the CDU.
ATC Transponder Figure 16-126. DME Hold Selection and

Images
Dual TDR-94 Mode S transponders provide
ATC secondary radar returns. The transpon- AUDIO SYSTEM
der code selection is done through either the
CDU tune page or the RTU. To activate the The all-digital audio system manages the com-
transponder the ATC switch must be moved munication and navigation systems. An audio
to either 1 or 2 as desired (Figure 16-127). This control panel, adjacent to each pilot’s PFD, en-
switch must be moved prior to departure ables individual audio control (Figure 16-129).
since this operation is not controlled by
weight on wheels. The Mode S does provide A press-to-transmit (PTT) button on the out-
an “on-ground” or “in-air” message for other board horn of each control wheel facilitates
TCAS operators and ground based ATC communication transmissions. A microphone
radar, but this does not control the actual jack on each sidewall allows connection of
mode of the transponder. Additionally, Ele- headset microphones. Two speakers in the
mentary or Enhanced surveillance transpon- cockpit ceiling repeat audio heard through the
ders are available as options including Flight headphones (Figure 16-130). The speaker vol-
ID which can be entered with the RTU or ume for audible warnings cannot be muted.
CDU (Figure 16-128). The antenna is located Additionally, each pilot’s oxygen mask con-
on the lower fuselage. tains a microphone.

16 AVIONICS
Passenger Address System

The passenger address (PA) system facilitates
amplified broadcasts to the cabin for passen-
ger announcements, and seat belt and no
smoking chimes. The xMIT knob on the re-
spective audio panel controls PA broadcasts
from the crew.
Audio Control Panels

The audio control panels contain the follow-
ing controls:
Figure 16-127. ATC Transponder Switch
XMIT
Collins BRT
Selects the transmitter to be use and its asso-
IDENT
COM 1 ciated audio if the AUTO COMM switch is on.
126 . 700 118 . 200
25 SEL
NAV 1 DME--H 1 – Selects COM 1 transceiver
113 . 80 MK-HI 110 . 20
116.80H 2 – Selects COM 2 transceiver
ATC 2 ADF 1/2
4176 ID 3 3 2 .0 PA – Selects the PA system
ALT OFF
N218KA TEL – Selects the optional AirCell Phone
HF – Selects the optional HF transceiver
Audio Control Knobs

The audio control knobs control the volume
ATC CONTROL
ATC1 ALT REPORT of the associated radio. Pushing the knob in
5211 RPLY
///
ALT 14000FT
ON/OFF turns the audio off and pulling it out turns it
IDENT ADC1 TEST on. These controls are independent of AUTO
FLIGHT ID COMM operation. Rotating the knob adjusts
N218KA
the volume.
COMM
[ [ 1 – Controls the COM 1 audio volume
MSG EXEC
2 – Controls the COM 2 audio volume
DEP MFD MFD MFD
IDX 1 2 3 A B C D E F G CLR
DEL NAV
DIM 1 – Controls the NAV 1 audio volume
7 8 9 O P Q R S T U 2 – Controls the NAV 2 audio volume
/ +/ - V W X Y Z
0 SP /
DME
Figure 16-128. Flight ID Selection
1 – Controls the DME 1 audio volume
2 – Controls the DME 2 audio volume

16 AVIONICS
Figure 16-129. Audio Panels
Speakers (one on each side)
Push to Talk Button
Hand Mic and Headset Connection
Figure 16-130. Audio System Components

16 AVIONICS
ADF SPKR
1 – Controls the ADF 1 audio volume Controls the on-side cockpit overhead speaker.
2 – Controls the ADF 2 audio volume (this
knob exists only if the optional 2nd ADF VOICE/BOTH/IDENT
is installed)
Controls the NAV audio filter.
MKR
VOICE – Removes morse code identification
Controls the marker beacon audio volume and allows only voice communications on the
NAV audios.
TEL BOTH – Voice communications and Morse
Controls the AirCell telephone volume code identification are both heard on the NAV
audios.
INPH IDENT – Only Morse code identifications are
audible on the NAV audios.
Controls interphone communications. The
knob on the pilot’s audio panel can be pulled
out and pushed in to turn on and off the inter- AUDIO
phone system and then rotated to control the
pilot’s side interphone volume. The copilot’s Controls reversionary operation of the on-side
INPH knob is a volume control only. audio control panel.
NORM – Places the on-side audio control

MIC panel in normal mode.
OxY – Selects the microphone in the associ- ALTN – Places the on-side audio control panel
ated oxygen mask as the active microphone. in reversionary operation. This bypasses the
Automatically turns ON the on-side cockpit on-side audio amplifier and utilizes the pre-set
overhead speaker. amplifier associated with each COM and the
PA. The pilot can transmit and receive on
NORM – Selects the headset or hand micro- COMM 1 using a hand mic or boom mic, and
phone as the active microphone cockpit speaker or headphones. The volume of
radio receptions is not controllable. Transmis-
AUTO COMM sions may be made on COMM 2 and the PA,
but COMM 2 receptions are not possible.
Controls operation of the auto comm system.
On – Allows audio from the selected trans- Control Wheel (PTT) Switches
mitter on the xMIT knob to automatically be Each control wheel has the following PTT
received without having to pull ON the re- switches and functions (Figure 16-131):
spective control knob .
MIC Button – Controls COM radio and PA
Off – Inhibits auto comm control and requires transmissions.
the desired control knob to be pulled ON to
receive the audio. IDENT – Controls the transponder identifica-
tion function.

16 AVIONICS
Figure 16-131. Control Wheel (PTT) Switches
RADIO TUNING UNIT (RTU) Recall Tuning

As with the CDU, the radio tuning unit (RTU) Recall tuning is accomplished by tuning a fre-
can be used for all radio tuning. Also similar quency in the recall position (white color fre-
to the CDU is that all green frequencies are quencies) and then swapping the active and
the active frequencies and all white frequen- recall frequencies by pressing the recall line se-
cies are the standby or unused frequencies lect key.
(Figure 16-132).
Preset Tuning
RTU Tuning
Preset tuning (i.e., stored frequencies) is en-
There are three methods of RTU radio tuning: abled when the TUNE MODE on the COM
direct tuning, recall tuning, and tuning from PRESET PAGE is set to PRESET. The tuning
the preset pages. knobs are then used to select the desired pre-
set memory number instead of tuning a fre-
Direct Tuning quency (Figure 16-133).
The radios are directly tuned by changing the
active frequency. This is accomplished when Line Select Keys
the white cursor (hollow white box) is over the The line select keys (LSK) are used to place
green active frequency. the cursor, navigate to a subpage, and make se-
lections. Pressing the line select keys once
places the cursor (a hollow white box) around
the frequency at that location. Pressing the
LSK next to active frequencies twice navigates

16 AVIONICS
Figure 16-132. Radio Tuning Unit (RTU)
to the appropriate menu display page. Press- The active and recall frequency can be tuned
ing the LSK next to standby frequencies twice from either the COM section of the top-level
swaps the active and recall frequencies. page or the COM main display page. The
COM squelch, 8.33 and 25 kHz tuning, COM
self-test and COM preset page access are con-
BRT
Collins
trolled from the COM main display page
COM 1
IDENT (Figure 16-134).
126 . 700 118 . 200
3 2 25 SEL
NAV 1 DME--H The COM preset page allows for storing
113 . 80 MK-HI 110 . 20 known frequencies. Once they are entered, the
4 116.80H 1
ATC 2 ADF 1/2 RTU preset tuning option can be activated
4176 ID 3 3 2 .0 and frequencies are chosen simply by select-
ALT OFF
ing the memory number rather than tuning the
frequency. In this preset tuning mode however,
only the active frequency on the RTU top
level page can be tuned directly if ATC gives a
different frequency to contact.
Figure 16-133. RTU in Preset Tuning Mode
NAV Operation
COM Operation The NAV section on the RTU top-level page
The COM section of the RTU top-level page provides tuning functions for the NAV radios.
provides tuning functions for the COM radio. Other NAV control functions are handled on
Other COM control functions are handled on the NAV main display page and NAV preset
the dedicated COM main page and COM pre- page.
set page.

16 AVIONICS
The active and recall frequency can be tuned Collins BRT

from either the NAV section of the top-level IDENT
NAV1
page or the NAV main display page. Marker 113.80
beacon sensitivity, NAV self-test and NAV pre- 116.80 DMEH
DME--H
set page access are controlled from the NAV MKR SENS
LO HI
main display page (Figure 16-135).
1/2
PRESET
PAGE TEST
Collins BRT
IDENT RETURN
COM 1
126 . 700 118 . 200
TX
DME--H
SQUELCH KNOB SEL
ON OFF 8.33 25
Collins BRT
1/2
PRESET
TEST IDENT
PAGE NAV 1
1 116.80 109.50 2
RETURN DME--H
3 110.50 110.80 4
1/2
TUNE MODE PAGE
FREQ PRESET 1
Collins BRT
ACTIVE
COM 1
IDENT RETURN 108.80 MK-HI
AUTO
17 126 . 725 118 . 250 18
DME--H
19 118 . 275 121.500 EMER
1/2
Figure 16-135. RTU NAV Pages
TUNE MODE PAGE
FREQ PRESET 5
RETURN
ACTIVE
125.500 25 SEL
ADF OPERATION
SQ OFF The ADF section on the RTU top-level page
provides tuning functions for the ADF radio.
Other ADF control functions are handled on
Figure 16-134. RTU COMM Pages the ADF main display page and ADF preset
page.
The NAV preset page allows for storing
known frequencies. Once they are entered, the The active frequency can be tuned from the
RTU preset tuning option can be activated ADF section of the top-level page and both
and frequencies are chosen simply by select- the active and the recall frequencies can be
ing the memory number rather than tuning the tuned from the ADF main display page. The
frequency. In this preset tuning mode however, ADF or ANT modes, BFO feature, ADF self-
only the active frequency on the RTU top test and ADF preset page access are con-
level page can be tuned directly if a different trolled from the ADF main display page
navigation source is required. (Figure 16-136).

16 AVIONICS
Collins BRT Collins BRT
IDENT IDENT
ADF 1 ATC1
404.0 320.0 1200 ID
5322 RPLY
DME--H DME--H
MODE BFO ALT
ADF ANT ON OFF ON OFF
1/2 ADC1 3000FT 1/2
PRESET
TEST TEST
PAGE
XPNDR FAIL
RETURN RETURN
Collins BRT Figure 16-137. RTU ATC Page

IDENT
ADF 1
1 404.0 390.0 2
DME--H
ATC Source Annunciation
3 566.0 304.0 4 The ATC source annunciation indicates which
TUNE MODE PAGE
1/2 transponder the CDU and RTU are control-
FREQ PRESET 1 ling. Only one transponder is active at a time.
ACTIVE
RETURN 404.0
ANT BFO Transponder Code Display
This display shows the selected transponder
code.
Figure 16-136. RTU ADF Pages
ATC OPERATION IDENT Line Select Key and

Annunciation
The ATC section on the RTU top-level page
provides the setting functions for the ATC The IDENT line select key controls the
code. Other ATC control functions are han- transponder IDENT function. The IDENT an-
dled on the ATC main display page. nunciation enlarges and changes to cyan during
ident functions (approximately 18 seconds).
The active code can be selected from the ATC
section of the top-level page and both the ac- Altitude Source Annunciator
tive and the recall codes can be set from the
ATC main display page. The Mode-C opera- When Mode-C is enabled, the altitude data
tion and self-test initiation are also controlled source (ADC 1 or ADC 2) is shown in cyan
on the ATC main page display (Figure 16-137). below the altitude readout.
ATC CONTROL Page Mode-C Control

The ATC CONTROL page annunciations are
The ALT line select key controls altitude re-
shown below:
porting. ALT is shown in larger cyan when al-
titude reporting is selected. When selected off,
only mode A replies are transmitted.

16 AVIONICS
Reporting Altitude Display the first line it will immediately be the active

frequency and the previous one will move to
The Mode-C pressure altitude readout is the second line. For all frequencies, the deci-
shown in white when altitude reporting is se- mal is assumed and does not need to be in-
lected. serted (e.g., 123.4 can be entered as 1234).
Additionally, the active frequencies are always
identical between the RTU and CDU. Use
Flight ID Display caution when working with the standby fre-
The Flight ID, if option is installed, is displayed quencies as they are handled differently be-
and adjusted on the RTU top-level page and tween the CDU and RTU.
the ATC Control page (Figure 16-127).
TEST Function COM1

TUNE
COM2
122.875 121.700
//
The TEST line select key initiates the RECALL RECALL
134.250
/ 123.875
transponder self-test. The TEST annunciator NAV1 MK-HI NAV2
enlarges in cyan while the test is active (ap- 113.80/ICT
/ 110.30
/ /
DME1 DME2
proximately 10 seconds). HOLD 116.80
/ HOLD
ATC1
3144
XPDR FAIL Annunciator ADF
412.5
[ [
xPDR FAIL appears in yellow to the right of MSG EXEC
the ATC legend when a transponder fails. DEP MFD MFD MFD
DIR FPLN LEGS PERF PREV NEXT
ARR MENU ADV DATA
CLR
CDU TUNING IDX 1 2 3 A B C D E F G DEL
DIM
TUNE PAGE Display 7 8 9 O P Q R S T U
The TUNE PAGE has the following con- / +/ - V W X Y Z
0 SP /
trols/displays. Similar to the RTU all green fre-
quencies are the active frequencies and all Figure 16-138. CDU Tune
white frequencies are the standby or unused
frequencies (Figure 16-138). For installations The CDU also contains a FREQUENCY se-
that have a second CDU this TUNE feature is lection under the IDx (index) page (Figure
not active on the right CDU. 16-139). This page contains frequencies for
those airports entered into the flight plan.
COM Display Press the line select key next to the desired fre-
quency and it will enter into the scratchpad.
COM radio tuning is accomplished by enter- The pilot can then navigate to the TUNe page
ing the desired frequency in the scratchpad and the frequency will still be in the scratch-
and then touching either the first or second pad for use.
line select keys on either side. The second po-
sition serves as the RECALL or PRESET fre- The SQ OFF annunciation beside the COM
quency (i.e., standby frequency) and is the legend appears when squelch has been dis-
standard method of entry. Pressing the RE- abled. Tx annunciates when the radio is trans-
CALL or PRESET key again will then swap mitting.
the frequencies. If a frequency is inserted in

16 AVIONICS
The lower section of this display contains

FREQUENCY DATA 1/1 numbered COM PRESETS. This can contain
SEL APT
KICT/KSLN/KHUT/ up to 20 preset COM frequencies. Push the
ATIS GND NExT or PREV function keys to select the
125.150
/ 121.900
//
FSS TWR next or previous preset page.
<MULTIPLE 118.200
//
UNICOM DEP
122.950
/ MULTIPLE> To create or modify a COM PRESETS fre-
CLNC DEL
125.700
// MULTIPLE>
APP quency, enter the desired frequency into the
------------------------ scratchpad. Then push the appropriate left line
<INDEX select key to transfer this frequency to the
[ [
MSG EXEC numbered preset frequency field. If the fre-
DIR FPLN LEGS
DEP
PERF
MFD MFD MFD
PREV NEXT
quency is valid, it displays in the data field.
ARR MENU ADV DATA
Once this is done, a label can be applied by
CLR
IDX 1 2 3 A B C D E F G DEL simply typing in the desired name and pressing
TUN 4 5 6 H I J K L M N BRT the left line select key again.
DIM
7 8 9 O P Q R S T U
To use these stored frequencies press either
/ +/ - V W X Y Z
0 SP / the left or right line select key from the
COM PRESETS page and it will immedi-
Figure 16-139. CDU Frequency Data ately become the active frequency. Another
method is to simply enter the corresponding
COM CONTROL Page memory number (1 thru 20) into the scratch-
pad and then insert that into a COM tuning
The COM 1 or COM2 CONTROL page is se- line. The associated frequency will be en-
lected by pushing the respective COM1 or tered automatically.
COM2 line select key (the scratch pad must be
empty) (Figure 16-140). The top portion of this
display allows for turning the squelch ON or NAV Display
OFF and for testing the COM radio. NAV radio tuning is accomplished by insert-
ing the nav frequency in the scratchpad and
then touching the appropriate NAV1 or NAV2
COM1 CONTROL 1/5 line select key. Additionally, the nav radio
COM1 SQUELCH
122.875 ON/OFF identifier can be typed into the scratch pad and
RECALL selected by touching the NAV line select key.
134.250
/ TEST
------ COM PRESETS -----## The CDU tuning will search the nearest fre-
121.750
/ ICT GND 1 quency associated with that identifier and
118.200
// ICT TWR 2 enter it along with the nav frequency. Addi-
126.700
// ICT DEP 3 tionally, the active frequencies are always
identical between the RTU and CDU.
119.500
// 4
[ [
MSG EXEC
DIR FPLN LEGS

DEP
PERF
MFD MFD MFD
PREV NEXT
NAV CONTROL Page
ARR MENU ADV DATA
DEL
The NAV1 or NAV2 CONTROL page is se-
lected by pressing the respective NAV1 or
DIM NAV2 line select key (the scratchpad must be
7 8 9 O P Q R S T U empty) (Figure 16-141). The NAV CONTROL
/ +/ - V W X Y Z
0 SP / page will then allow for auto or manual tun-
ing, DME hold, testing the radio, and chang-
Figure 16-140. CDU COMM Page ing marker beacon sensitivity (NAV1

16 AVIONICS
CONTROL page only). See the VHF Naviga- To turn the transponder ON or OFF and to se-
tion System section discussed earlier for more lect STBY, a separate switch on the reversion-
information on AUTO vs MANual tuning. ary panel must be moved. See the ATC
Transponder section earlier in this chapter.
NAV1 CONTROL 1/7

NAV1 NAV TUNING
113.00/DBL
// AUTO/MAN ATC CONTROL
DME1 ATC1 ALT REPORT
HOLD TEST 5211 RPLY ON/OFF
MKR SENS ///
ALT 14000FT
LO/HI IDENT ADC1 TEST
------ NAV PRESETS -----## FLIGHT ID
113.80/ ICT 1 N218KA
116.70
/ HUT 2

111.50
/ 3
[ [
MSG EXEC
DEP MFD MFD MFD

[ [
DIR FPLN LEGS PERF PREV NEXT MSG EXEC
ARR MENU ADV DATA
CLR
IDX 1 2 3 A B C D E F G DEL DIR FPLN LEGS
DEP
ARR
PERF
MFD
MENU
MFD
ADV
MFD
DATA
PREV NEXT
DIM
DEL
7 8 9 O P Q R S T U TUN 4 5 6 H I J K L M N BRT
DIM
/ +/ - V W X Y Z
0 SP / 7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP /
Figure 16-141. CDU NAV Page
Figure 16-142. CDU ATC Page
The lower section of this display contains the
NAV PRESETS. This section operates exactly
like the COM PRESETS discussed earlier. ADF CONTROL Page
The ADF control page is selected by pressing
ATC CONTROL Page the ADF line select key (the scratchpad must
be empty) (Figure 16-143). From here the
The ATC CONTROL page is selected by ADF can be tuned, Beat Frequency Oscillator
pressing the ATC line select key (the scratch- (BFO) can be turned ON or OFF, the mode
pad must be empty) (Figure 16-142). This page selected, or the ADF can be tested. The BFO
allows for transponder code entry, altitude re- selection should only be used for an NDB that
porting selection, testing the transponder and cannot produce a typical Morse code identi-
optionally entering a Flight ID. With the alti- fier. The ANT mode provides only an audio
tude reporting turned ON the automatically output and does not create bearing-to-the-sta-
selected ADC will be displayed along with its tion signals. The bearing pointer will “park” at
corrected barometric pressure. Should an the 3 o’clock position. Both of these selections
ADC fail the opposite ADC will automatically are abnormal and the CDU will annunciate on
be selected. Additionally, the selected code is the main level TUNe page when chosen.
always identical between the RTU and CDU.
The lower section of the display contains the
The Flight ID field should contain only the ADF PRESETS display. Just like the COM
ATC given identifier or the aircraft registra- and NAV radios this can contain up to 20
tion as appropriate. preset ADF frequencies. This section oper-
ates exactly like the COM PRESETS dis-
cussed

16 AVIONICS
earlier.
ADF CONTROL 1/5
ADF BFO
404.0
/ / ON/OFF
MODE
ADF/ANT TEST
------ ADF PRESETS -----##
390.0
/ / 1
304.0
/ / 2
404.0
/ / 3

280.0
/ / 4
[ [
MSG EXEC
DEP MFD MFD MFD

CLR
Figure 16-144. GND COMM Button
DIM Static Discharging
7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP /
A static electrical charge builds up on the sur-
face of an airplane while in flight and causes
interference in radio and avionics equipment
Figure 16-143. CDU ADF Page operation. The charge is also dangerous to per-
sons disembarking after landing, as well as to
persons performing maintenance on the air-
Ground Communications Power plane. Static wicks (Figure 16-145) are in-
When the Battery Bus switch is in the normal stalled on the training edges of the flight
position, the ground communications electric surfaces and the wing tips and assist discharg-
bus provides electric power directly from the ing of the static electrical charge.
main aircraft battery when selected by the
pilot. Control of the system consists of a push
on/push off solenoid-held annunciator switch
labeled GND COM and is located on the re-
versionary panel (Figure 16-144). Selection
provides operation of COM 1 through the
RTU utilizing the headsets or the hand mic
and cockpit speakers. No other radios are
available during ground comm operations. An
“ON” annunciation will illuminate when
ground comm has been selected and extin-
guish when deselected.
Subsequent activation of the main battery

switch will result in an automatic disconnect
of the ground communications bus from the
com system; however, the normal method for
deactivation of the system is accomplished by
pressing the GND COM switch. This switch
does not have a timer and will remain selected
unless turned off, or the battery is turned on,
or the Battery Bus switch is turned off.
Figure 16-145. Static Wicks

16 AVIONICS
SECONDARY FLIGHT The ON position powers the SFDS from either

the aircraft electrical system or the SFDS bat-
DISPLAY SYSTEM (SFDS) tery. An amber light adjacent to the switch il-
luminates if only the SFDS battery is powering
The Meggitt Secondary Flight Display Mk2 the unit. The SFDS battery will not provide
System (SFDS) provides backup attitude, backup power to NAV 1 if it has lost power
heading, airspeed and altitude information in from the aircraft electrical system. Loss of air-
a single display should a failure with the Pro craft electrical, will prevent its display on the
Line 21 system occur (Figure 16-146). The SFDS.
SFDS can also provide lateral and vertical de-
viation information from NAV 1, with some
limitations as discussed later in this section. Adjustment Knob
The Adjustment knob on the bezel of the
The SFDS has the following controls: SFDS is used to set the barometric pressure
setting or make selections within a menu.
Pushing the knob selects standard pressure or
selects the highlighted item on the menu when
the menu is displayed.
Additionally, the HP/IN button on the display
bezel allows for a quick change between
inches and hectopascals.
SFDS Display
The SFDS display incorporates aircraft head-
ing, altitude, airspeed, pitch, and roll data into
a compact display. Nav data from NAV 1 is
also capable of being displayed provided NAV
1 is receiving power from the aircraft’s electri-
Figure 16-146. SFDS Display cal system. A dedicated internal AHRS and an
external ADC provide data to the SFDS.
SFDS Switch HEADING – The aircraft heading is displayed
along the bottom in a tape format. The com-
The SFDS switch on the pilot’s left subpanel
pass “slides” horizontally with a lubber line
controls power to the unit (Figure 16-147).
placed in the center denoting the current
During normal operations, the SFDS is pow-
heading. This reference comes from the inter-
ered from the aircraft electrical system. A 30-
nal AHRS and from a magnetometer located
minute backup battery is provided to power
at the base of the aircraft T-tail, dedicated to
the SFDS should the aircraft electrical input
the SFDS AHRS.
fail.
ALTITUDE – The aircraft altitude is dis-
The TEST position tests the charge of the
played in a tape format along the right hand
backup battery located in the avionics nose
side. The present altitude is depicted in a digi-
section. A green light adjacent to the switch il-
tal format within a box in the center of the al-
luminates if a sufficient charge is indicated.
titude tape. The barometric pressure (shown at
the top of the attitude) is adjusted with the Ad-
justment knob. The SFDS ADC generates this

16 AVIONICS
Figure 16-147. SFDS Power Switch
information. However the ADC retrieves air bank or the pitch attitude exceeds 20˚ nose-
input from the pilot’s pitot/static system and down or 30˚ nose-up. The SFDS AHRS gener-
does not have independent sources. This SFDS ates this information.
altitude is not RVSM certified.
ROLL – Aircraft roll attitude is depicted
AIRSPEED – The aircraft airspeed is dis- through the use of a sky pointer-type roll
played in a tape format along the left hand pointer and roll scale. A rectangular shaped
side. The present airspeed is displayed in a dig- slip/skid indicator is located below the roll
ital format within a box in the center of the air- pointer similar to the main Pro Line 21 dis-
speed tape. A red band is displayed at plays. The indicator moves with the roll
VMO/MMO and VSO. These indications are pointer and “slides” left and right to depict
not associated with any aural alerts. The SFDS slip/skid information. The SFDS AHRS gen-
ADC generates this information. erates this information.
PITCH – Aircraft pitch is displayed on the at- NAV - The ILS button will allow the display of
titude display through the use of a pitch ‘lad- navigation data from NAV 1. The first press
der” and an Aircraft Reference Symbol. An will indicate ILS, the second press B/C (back
“Excessive Attitude” display provides assis- course), and the last press will remove naviga-
tance in determining the direction the pilot tion information. Appropriate flags will appear
needs to pitch the aircraft to return to a level on the display if a navigation component has
pitch attitude. The Excessive Attitude display failed (Figure 16-146).
consists of red chevrons located within the
pitch ladder. During an excessive attitude con- See the Pitot and Static System discussed earlier
dition, the NAV data will be removed to de- in this chapter for the air source connections.
clutter the display. The data will be removed
when roll attitude exceeds 65˚ left or right

16 AVIONICS
WEATHER RADAR displays. The other three modes (Wx, Wx+T,

or MAP) can be independently chosen. This
SYSTEM STBY mode will automatically be selected 60
seconds after weight on wheels. However,
The WxR-852 radar system is installed in the once on the ground the radar can be turned
Pro Line 21 King Air C90GTi. ON again by reselecting a desired mode.
Weather radar controls are located on the dis-
play control panels (DCP). Weather radar dis- Test Mode (TEST)
play is shown on the MFD or PFD, depending The system self-test is initiated by selecting the
on display selections. The weather radar is op- TEST mode of operation. A test pattern made
erated in a split mode with independent radar up of six rainbow-like arcs show on the dis-
scans shown on each PFD. play(s) when the TEST mode is active (Figure
16-149).
The following weather radar controls are lo-
cated on the display control panel:
Collins
Radar Button HDG PTCH

SYNC FMS ALTS 6935
140
1 4 000
The RADAR line select key controls display 80
20
4
700 2
of the weather radar menus on the PFD (Fig- 60
10 1
ure 16-148). 600
60
6 540
20
V2 110 10
1
300 VR 93
30.16IN 400 2
17
301 MIN 200 RA V1 93
0 4
ACC-.02
33
FMS 1 W
251
30.16IN
DTK 301 24 W
ICT VOR1 113.85
4.1NM 21
CRS 229
RADAR RADAR
24
30
MODE GAIN
< STBY NORM < <
10
WX 25
FORMAT > <
MAP 5
TERR
TEST < PRESET RDR
>
FMS TEST
T+4.0
TFC >
TCAS OFF
< ET RADAR ON
ATC1 1200 UTC 16:42 RAT - 4 oC COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250
BRT BRT
DIM
DIM
Figure 16-149. Test Mode

Figure 16-148. PFD Radar Menu
The following modes are selected with the Map Mode (MAP)
MODE line select key and are displayed on The MAP mode allows the weather radar to
the PFD’s weather radar status field. provide the most detailed ground returns. The
signal processing and target display colors are
Standby Mode (STBY) changed to accentuate ground features. Ground
targets show in cyan, green, yellow, and ma-
The STBY (standby) mode inhibits the radar genta (Figure 16-150). This mode should not be
transmitter and antenna scan drive. Selecting used for weather avoidance.
STBY or TEST will affect both pilot’s radar

16 AVIONICS
Collins Collins
ITT 0 PROP 1980 ITT 0 FF 430 0 PROP 1980

ITT ITT 0 FF 430
26 734 0 PRESS 120 26 734
OIL
0 PRESS 120
NI OIL
0.0 98.5 46 TEMP oC 73 0.0 NI 98.5 46 TEMP oC 73
0 2000 0 2000
KTCT 0 . 0NM : 0 . 0NM RW25 0 . 0NM :

RW!$ 0 . 8NM - : - - : 0 . 8NM ( 6 9 3 5) 0 . 8NM - : - - : CL I MB
---- 4 . 4NM - : - - : 4 . 4NM 6 9 3 5 A SXW152 4 . 4NM - : - - : ( 6 9 3 5) 6 9 3 5 A
KBJC 198NM - : - - : 198NM - : - - / 0 . 8NM KBJC 198NM - :- - : - : - - / 0 . 8NM
FMS FMS
24 251 W 24 251
DTK 251 DTK 251 W
( 6 9 3 5) ( 6 9 3 5)
TTG -- : -- 21
ABOVE TTG -- : -- ABOVE
0. 8NM 21
0. 8NM
30
30
< 50 < <
< 50 <
25 25
TERR SXW152 TERR
RDR < ( 6 9 3 5)
KEGE RDR <
MAP /6935A WX
T+5.7 T+5.7
TFC < F TFC <
RLG
/14000A
GS 0 TAS 0 SAT 15 oC ISA +13 oC GS 0 TAS 0 SAT 15 oC ISA +13 oC
BRT BRT
DIM DIM
Figure 16-150. Radar Ground Map Mode Figure 16-151. Radar Display with Path
Attenuation Bar
Weather Mode (WX) Gain Control
Puts the weather radar in the basic weather
The current GAIN setting is displayed in a box
detection mode. The weather mode displays
next to the GAIN legend (see Figure 16-148).
precipitation-based returns in one of four col-
Turn the DATA knob on the DCP to set the
ors: green, yellow, red, or magenta. The highest
gain at NORM, ±1, ±2, or ±3. Use caution
precipitation rates show in red (Figure 16-151).
when selecting a setting other than NORM as
Should a significant return cause a potential
this will change the purpose of the standard
masking of the radar image a path attenuation
radar colors. (i.e., a green area may actually be
bar will appear on the display. This indicates a
yellow or red in NORM setting and should be
potential radar “shadow” and flight should not
avoided). Once the GAIN has been set it will
be conducted into that region until the pilot is
appear next to the RDR label on the PFD or
assured it is clear of precipitation.
MFD (Figure 16-152).
Aditionally, a small cyan indicator sweeps
across the display helping assure that radar is
ON even though the display may remain black > <
(e.g., no returns).
TERR
RDR >
WX G+3
T +5.7
TFC >
ISA +13 oC
Figure 16-152. Radar Gain Display

16 AVIONICS
Antenna Stabilization ure 16-154). Since each pilot has a tilt control

the radar produces an image on only one
Antenna stabilization is achieved by referenc- sweep. This enables the pilot’s tilt to be shown
ing the AHRS system. This way, the antenna on the clockwise sweep while the copilot’s tilt
sweep will maintain a constant angle relative can be shown on the counterclockwise sweep.
to the earth’s surface as the aircraft’s pitch and
bank change. This eliminates ground returns
when banking the aircraft and allows for a pre- PUSH AUTO TILT Button
cise left and right sweep. The PUSH AUTO TILT button located in the
center of the TILT / RANGE knob selects au-
GCS Button tomatic antenna tilt control. The letter “A” ad-
The GCS button controls ground clutter sup- jacent to the tilt angle indicates that auto-tilt is
pression. When selected, the system sup- selected. The auto tilt function compensates
presses ground returns (clutter) in the Wx for airplane altitude changes and range
mode to help identify precipitation targets. changes by adjusting the tilt angle to maintain
GCS is only active for 30 seconds. GCS an- the selected reference to ground. This will
nunciates on the PFD and MFD when the cause the tilt number to change when climb-
radar mode is on and the GCS button has ing or descending, or changing the range.
been pressed (Figure 16-153).
TILT Control RANGE Knob

The RANGE knob controls the scanning
The TILT knob controls the antenna tilt angle. range shown on the MFD map and radar pic-
The selected angle (–15 to +15 degrees) is dis- torial. Range annunciations are shown on the
played with the letter T on the displays (Fig- displays as discussed earlier.
Collins Collins
ITT 0 PROP 1980 ITT 0 FF 430 ITT 0 PROP 1980 ITT 0 FF 430
26 734 0 PRESS 120 26 734 0 PRESS 120
OIL OIL
0.0 NI 98.5 46 TEMP oC 73 0.0 NI 98.5 46 TEMP oC 73
0 2000 0 2000
RW25 0 . 0NM : 0 . 0NM RW25 0 . 0NM : 0 . 0NM

( 6 9 3 5) 0 . 8NM - : - - : 0 . 8NM ( 6 9 3 5) 0 . 8NM - : - - : 0 . 8NM
SXW152 4 . 4NM - : - - : 4 . 4NM SXW152 4 . 4NM - : - - : 4 . 4NM
KBJC 198NM - : - - : 198NM - : - - / 0 . 8NM KBJC 198NM - : - - : 198NM - : - - / 0 . 8NM
FMS FMS
24 251 W 24 251 W
DTK 251 DTK 251
FMS DR FMS DR
( 6 9 3 5) ( 6 9 3 5)
TTG -- : -- 21
ABOVE TTG -- : -- 21
ABOVE
0. 8NM 0. 8NM
30
30
< 50 < <

< 50 < <
25 25
TERR TERR
RDR < RDR <
WX GCS
T+5.7 T+5.7
TFC < TFC <
RLG RLG
GS 0 TAS 0 SAT 15 oC ISA +13 oC GS 0 TAS 0 SAT 15 oC ISA +13 oC
BRT BRT
DIM DIM
Figure 16-153. Radar Ground Clutter Supression

16 AVIONICS
0
EMERGENCY LOCATOR
< TRANSMITTER (ELT)
TERR The Emergency Locator Transmitter (ELT) is
RDR <
WX designed to provide beacon location to the air-
T+5.7
craft after a crash. The ELT will automatically
TFC < activate during a crash and transmit a sweep-
ing tone on 121.5 MHz, 243 MHz, and 406
ISA +13 oC
MHz, through a system of satellites. This acti-
vation is independent of the remote switch set-
BRT ting or availability of aircraft power. The
DIM
ability of the ELT to transmit on 406 MHz re-
quires that the ELT be activated with the Na-
Figure 16-154. Radar Tilt Display tional Oceanic and Atmospheric Association
(NOAA) as the beacon provides a unique
identifier code traceable to a specific aircraft
COCKPIT VOICE and operator. The registration is free, good for
RECORDER (CVR) two years, and can be done on-line at
www.beaconregistration.noaa.gov.
The typical CVR is the Fairchild FA2100
which simultaneously records audio from each The remote switch located on the left-hand
audio panel, PA system, and the cockpit area sidewall of the cockpit, is installed to perform
microphone. Depending on the selected op- the following functions (Figure 16-156):
tion this can be a recording of 30 minutes or 2
hours on the solid-state recorder. An impact • Test the ELT
switch stops further recording when sufficient • Deactivate the ELT if it has been inad-
G-force is encountered. vertently activated by the “G” switch
• Activate the ELT in an in-flight emer-
A view of the controller can be seen in Figure
gency if an off-airport landing is antici-
16-155. Refer to the Aircraft Flight Manual
pated
supplement for necessary test procedures of
the installed CVR. • Activate the ELT after an off-airport
landing, if the impact did not automati-
cally activate it
An amber light is located adjacent to the

switch that will illuminate any time the ELT
has been activated, either manually or auto-
matically. The ELT will automatically activate,
with the “G” switch, regardless of the position
of the remote switch.
Figure 16-155. CVR Controllers

16 AVIONICS
tor would appear on the PFDs indicating that
the basic ground proximity modes are inoper-
ative (Figure 16-158).
Collins
APPR FMS VGP

4000
3 000
185
180 20
4
700 2
160 10 1
600
DN 60
Figure 16-156. ELT Manual Switch 14 1 6 540
20
0
GND PROX
10
1
120
TERRAIN AWARENESS 100

700
400 2
4
1000
AND WARNING SYSTEM TOD 24 251 W

30.16IN
(TAWS+) Collins
The Aviation Communication and Surveillance APPR FMS VGP

4000
3 000
<
Systems (ACSS) TAWS+ system uses a Ground 185
Collision Avoidance Module (GCAM) to pro- 180 20
700
4
2R
vide both predictive and reactive alerts. These 160 10 1
600
alerts consist of visual and aural cautions and 14 1
DN 60
6 540
20
warnings to the pilot of potential collision with 0
PULL UP
10
1
terrain or obstructions, other potentially unsafe 120
400 2
conditions, as well as altitude awareness call- 550 4
100 1000
30.16IN
outs. The TAWS+ has two areas of operation: TOD 24 251 W
basic ground proximity (reactive) and en- Figure 16-157. PFD GND PROX and PULL
hanced ground proximity (predictive). UP Annunciators
BASIC GROUND PROXIMITY Collins <
WARNINGS (REACTIVE) R
APPR FMS VGP
4000
The following operating modes generate cau- 185
3 000
tions and warnings that are part of the basic 180 20
700
4
2
ground proximity warnings. The cautions will 160 10 1
generate a “GND PROx” PFD message while DN
600
60
14 1 6 540
the warning will generate a “PULL UP” PFD 0 GWPS
20
message (Figure 16-157). Each caution and 120 10

400
1
2
warning is also accompanied by an aural com- 100
RA 4
1000
mand as shown in the following table. This 24 251
30.16IN
TOD W
portion of the TAWS+ system is solely related
to the radio altimeter. If the radio altimeter Figure 16-158. TAWS Failure Annunciators
were to fail an appropriate TAWS annuncia-

16 AVIONICS
Table 16-1. BASIC CAUTIONS AND WARNINGS
PFD Caution PFD Warning

Mode Function Message Aural Caution Message Aural Warning
1 Excessive De- GND PROX Sink Rate PULL UP Pull Up
scent Rate
2 Excessive Closure GND PROX TERRAIN, TERRAIN PULL UP Pull Up
on Terrain
3 Altitude Loss After GND PROX Don’t Sink,
Takeoff Don’t Sink
4a Unsafe Terrain GND PROX Too Low, Gear
Clearance
4b Unsafe Terrain GND PROX Too Low, Flaps
Clearance
5 Excessive Glides- GND PROX Glideslope
lope Deviation
6 Bank Angle Bank Angle
Altitude Callouts 500, 200, 100, 50,

40, 30, 20, 10
Minimums Minimums,
Minimums
The following equipment is required to be op- The following Mode 6 advisory callouts are

erational for the proper function of Modes 1 enabled for altitude awareness:
through 6 of the TAWS+ system:
1. Five Hundred
1. TAWS+ Warning System Computer 2. Two Hundred
2. Radio Altimeter 3. One Hundred
3. Vertical Speed from the Air Data Com- 4. Fifty
puter
5. Forty
4. Airspeed from the Air Data Computer
6. Thirty
5. Glideslope Deviation
7. Twenty
6. Localizer Deviation
8. Ten
7. Landing Gear Position
9. Minimums
8. Flap Position
9. Roll Attitude from Pilot’s Attitude Sys- Three push-button switch annunciators are lo-
tem (for BANK ANGLE voice message) cated directly in front of the pilot between the
10. Decision Height System (for MINI- pilot’s PFD and the MFD (Figure 16-159).
MUMS voice message) These push-buttons allow the pilot to desensi-
tize the following listed modes and to remove
the enhanced ground proximity feature when
necessary.

16 AVIONICS
Table 16-2. TAWS BUTTONS
Switch/
Annunciator Color Function
FLAP AMBER Pressing the switch disables the TOO LOW FLAPS portion of the TAWS+ Mode 4b alert
OVRD boundaries and also desensitizes the Mode 2 envelope. The annunciator illuminates
when the switch is pressed.
G/S AMBER Illuminates to indicate the TAWS+ Mode 5 glideslope alert has been inhibited. While
INHIBIT the airplane is on the ground, this switch is used to initiate the TAWS+ system self-
test. The “ACTIVE” annunciator illuminates amber momentarily when pressed and then
extinguishes when released. However the glideslope alerting will remain inhibited al-
though the “ACTIVE” legend will be extinguished. The inhibit function is enabled below
2000ft AGL and disabled at 30ft AGL or after climbing above 2000ft AGL.
TERR GREEN Pressing the switch deselects all enhanced functions of the TAWS+ system. The an-
INHIB nunciator illuminates when the switch is pressed.
for the entire world and obstacles of 250 feet
or more in height are contained in the TAWS+
unit (the obstacle coverage is primarily US
and parts of Canada and Mexico but is gradu-
ally expanding). These functions require GPS1
latitude/longitude, airplane altitude, and the
terrain/airport database.
Note that the database is ACSS specific and
contained within the ground proximity unit lo-
cated in the nose of the aircraft. It is not
mandatory to update this database however it
will help eliminate nuisance alerts by updating
Figure 16-159. TAWS Buttons airport and obstacle information. The update
procedure requires access to the aircraft nose
avionics section and must be accomplished by
ENHANCED GROUND qualified personnel. After downloading the
database from the ACSS website a compact
PROXIMITY WARNINGS flash (CF) card is used to transport data to the
(PREDICTIVE) aircraft. A series of lights on the unit will indi-
cate successful or unsuccessful loading.
The enhanced features of the TAWS+ system
allows look-ahead protection for terrain and Terrain display can be selected manually at
obstacles that are currently within the flight any time. Areas of terrain sufficiently close to
path or expected to be in the flight path due to the airplane that do not penetrate the terrain
current descent profile. This is referred to as caution or warning envelopes are depicted by
Collision Prediction Alerting (CPA). Terrain

1

16 AVIONICS
1
4
0
areas of red, yellow or green dot patterns (Fig- TERM
24 251 W
T GT
30.16IN
ure 16-160). The color and dot density vary FMS1

DTK 251 21
based on terrain elevation relative to the air- (6935)
30
0. 8NM
plane. Magenta coloring is used to indicate
areas where terrain information is unavailable.
1 50 FORMAT >
The TAWS+ terrain display overlay is avail-
<
25
able only on Present Position Map and Arc < PRESET
TERR
RDR
>
VOR1 TERRAIN
formats. Additionally, weather radar and ter-
TFC >
rain cannot be selected simultaneously on the F
TCAS OFF
same display. < ET 01:42 RADAR ON

4
0
3 0.16IN
BRT
TERM
24 251 W
T GT DIM
FMS1
DTK 251 21
(6935) Figure 16-161. Terrain Advisory Line (TAL)
30
0. 8NM
50 FORMAT > <
Another TAWS+ feature uses a generic per-
25
< PRESET
TERR
>
formance model to alert the pilot in situations
RDR
VOR1 TERRAIN where the terrain cannot be climbed over. In-
F TFC > stead of the usual “PULL UP, PULL UP” call-
TCAS OFF
outs, the aural alert will be “AVOID
< ET 01:42
COM1 121.800 ATC1 4336
RADAR ON
UTC 14:41 RAT 15 oC COM2 125.250 TERRAIN, AVOID TERRAIN”. This indi-
BRT cates a maneuver other than a straight ahead
DIM
climb is needed to clear the terrain. Using
judgment of the surrounding environment, this
Figure 16-160. Terrain Display 1
may involve a climbing right or left turn. If the
terrain display is selected, the “AVOID TER-
If terrain or obstacle data penetrates the cau- RAIN” area will contain a red and black
tion or warning envelopes, then the corre- checkerboard pattern to help further decide
sponding aural and visual alerts are generated. which direction to turn (Figure 16-162).
1
4
The terrain display will not automatically pop ACC-.02
0
up on the displays however the TERR line se- TERM
24 251 T GT
30.16IN
W
lect key will be highlighted with a cyan box. If FMS1
the TERR line select key is pressed, the ter- DTK 251
(6935)
21
30
0. 8NM
rain image will appear automatically scaled at
a 10nm range. This range cannot be changed 50 FORMAT >
as long as the TAWS+ cautions or warnings are
<
25
still active. < PRESET
TERR
RDR
>
VOR1 TERRAIN
A feature called the Terrain Advisory Line F TFC >

TCAS OFF
(TAL) is used to alert the pilot where the first
< ET 01:42 RADAR ON
aural call out will be heard if the current air- COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250
craft path is maintained. This appears as small BRT
DIM
amber arcs between the aircraft present posi-
tion and the terrain (Figure 16-161). Should
Figure 16-162. Avoid Terrain Warning
the aircraft path be maintained or a climb not
initiated, the first aural alert will occur when
the aircraft position arrives at the TAL arc.

16 AVIONICS
It is important to note that this installation of The following equipment is required to be op-
the TAWS+ system does not account for per- erational for the proper functioning of the en-
formance degradation or current climb capa- hanced features of the TAWS+ system:
bility of the aircraft. It contains a generic climb
model only. This requires good situational 1. TAWS+ Warning Computer
awareness of the surrounding terrain to avoid 2. Heading from the No. 1 Compass System
getting into unrecoverable positions.
3. GPS position
The following annunciators, voice alerts, and 4. Terrain and Airport Data Base
voice warnings are provided for the enhanced
features of the TAWS+ system.
Table 16-3. ENHANCED CAUTIONS AND WARNINGS
PFD
Caution PFD Warning Aural
Mode/Function Message Aural Caution Message Warning
Terrain Alerting GND PROX Caution Terrain, PULL UP Terrain,

and Display (TAD) Caution Terrain Terrain,
Pull Up
Or Or Pull Up
Obstacle Alerting
and Display Caution Obstacle, Or
Caution Obstacle
Obstacle,
Obstacle,
Pull Up
Pull Up
PULL UP Avoid Terrain,

Avoid Terrain
Premature Descent GND PROX Too Low, Terrain

Alerting (PDA)

16 AVIONICS
Should a failure of one of these items occur a downlock switch, and heading input from the
TERR and TERRAIN FAIL annunciator will No. 1 compass. The system is powered from
appear on the AFD’s and the terrain / obstacle Avionics Bus #2, and is protected by a 5-amp
display will be removed (Figure 16-163). Once circuit breaker, placarded TCAS.
the accuracy of the enhanced features is re-
4
duced or has failed the TERR INHIB switch
1 The SKY899 is an active system that operates
should be pushed to eliminate any misleading as an aircraft-to-aircraft interrogation device.
information. This causes the enhanced ground The system can interrogate up to 35 different
proximity system to revert to a basic ground aircraft transponders in a 35 nm radius in the
proximity warning system and use only the same way ground based radar interrogates air-
radio altimeter for further callouts. craft transponders. When the SKY899 receives
replies to its interrogations, it computes the re-
TOD 24 251 W sponding aircraft’s range, relative bearing, rel-
FMS1 ative altitude, and closure rate. The SKY899
DTK 251 21
RALPE
then predicts collision threats and plots the
30
2. 5NM
JABAN
eight most threatening aircraft locations.
10 FORMAT >
TERRAIN FAIL <
RALPE
5
TERR >
The display of traffic can be selected on the
< PRESET
VOR1
TOD RDR MFD by pressing and holding the TFC line
TFC >
key for more than 1 second or by navigating
through the lower format key (Figure 16-164).
< ET 01:42
COM1 121.800 ATC1 4336 UTC 14:41
TERR
RAT 15 oC COM2 125.250
TCAS is also available for display on the
BRT
PFD’s by using the TFC line key. However, if
DIM TCAS is selected for display on the HSI for-
mat this will limit the range to 50nm. The
Figure 16-163. Terrain Fail and TERR TCAS must be deselected from the PFD or
Annunciations the PFD must be placed in the ARC or MAP
formats for the range to extend beyond 50nm.
TRAFFIC COLLISION The SKY899 has the following controls:
AND AVOIDANCE
Operating Mode Button
SYSTEM (TCAS I)
This switch/light is placarded ON/STBY (Fig-
The L3 Communications SKYWATCH HP ure 16-165). ON is illuminated when the sys-
Traffic Collision and Avoidance System tem is in the operating mode. The switch/light
(TCAS), Model SKY899, is to be used for aiding will be blank when the system is in the standby
visual acquisition of conflicting traffic. The sys- mode. On the ground, this switch can be used
tem includes a transmitter-receiver computer to change the operating mode between ON
(TRC), and a directional antenna mounted on and STBY. In flight, this switch is inactive and
the top of the fuselage. The installation receives the system is continuously ON due to inputs
pressure altitude information from ADC 1 only. from the squat switch.
The system also receives inputs from the right
weight-on-wheels switch, the right landing gear

16 AVIONICS
Collins
HDG PTCH
FMS ALTS 6935
140
14 000
80
4
20
700 2
60 1
10
600
60
6 540
20
1
V2 110 10
VR 93 400 2
V1
ACC-.02
93
0 4
TRAFFIC 30.16IN
TERM
24 251 W
FMS1
DTK 251 21
(6935)
144
30
0. 8NM
069
50
Figure 16-165. Operating Mode Button
FORMAT > <
25
TERR
< PRESET >
VOR1
RDR
TERRAIN Display Range Knob
F TFC >
TCAS TEST The display range is controlled through the
< ET
COM1 121.800 ATC1 4336
RADAR ON
UTC 14:41 RAT 15 oC COM2 125.250
range knob on the Display Control Panel
BRT (DCP).
DIM
Collins
Vertical Display Mode/Test Button
This push-button is placarded TEST/ALT. On
the ground, pressing this button will initiate an
26 734
0.0 NI 98.5
0
46
PRESS
OIL
TEMP oC
120
73
internal self-test. This test should be conducted
TORQ FIRE TORQ AFX
0 2000 before the first flight of the day. When the
TCAS is turned ON, this button acts as a Verti-
RW25 0 . 0NM :
( 6 9 3 5)
SXW152
0 . 8NM
4 . 4NM
- : - - : CL I MB
- : - - : ( 6 9 3 5) 6 9 3 5 A
cal Display Mode control, allowing the pilot to
KBJC 198 NM - :- - : - : - - / 0 . 8NM
toggle the display between ABOVE, BELOW,
ABOVE/BELOW and NORMAL.
FM S
24 251 W
DTK 25 1
( 6 9 3 5)
TT G - - : - - SXW152 ABOVE The SKY899 will display the following features:
21 BELOW
0 . 8N M
30
+10
5
-10 Solid Yellow Circle
< < <
2.5 ( 6 9 3 5)
TERR
This is the Traffic Advisory (TA) symbol that
/6935A
KEGE RDR < depicts an intruder aircraft that may pose a
-02 WX
T+5 .7
F TFC < collision threat. This is accompanied by the

TCAS TEST
aural alert “TRAFFIC, TRAFFIC”. Addition-
GS 0 TAS 0 SAT 15 C o
ISA +13 oC ally, the PFD will annunciate a flashing TRAF-
BRT
DIM
FIC below the attitude indicator.
Figure 16-164. TCAS I TEST

16 AVIONICS
Solid Cyan Diamond Normal Mode (blank)

This is the Proximate Traffic symbol that is Displays traffic detected within ±2,700 feet of
generated when intruder traffic is detected your airplane.
within 6 nm and 1200 feet, but does not pose a
threat. Look-down Mode (BELOW)
Displays traffic detected within +2,700 feet to
Open Cyan Diamond –9,000 feet of your airplane.
This is the symbol for Other Traffic and is gen-
erated to represent an intruder aircraft that Unrestricted Mode (ABOVE/BELOW)
has been detected but it outside of the Proxi- Displays traffic detected within ±9,000 feet of
mate Traffic boundary. your airplane
Solid Yellow Semicircle TCAS Self-Test Mode
This is a Traffic Advisory (TA) symbol that is When the TCAS self-test is conducted, the fol-
generated when an intruder aircraft may pose lowing test pattern will be displayed on the
a collision threat but is out of the current dis- MFD:
play range.
Traffic Advisory (solid yellow circle) will ap-
Vertical Trend Arrow pear at 9 o’clock, range 2 miles, 200 feet below
The vertical trend arrow appears to the right and climbing.
of the traffic symbol to indicate that the in-
truder aircraft is climbing or descending at a Proximate Traffic (solid cyan diamond) will
rate greater than 500 fpm. The arrow will be appear at 1 o’clock, range 3.6 miles, 1000 feet
pointing up or down as appropriate for the below and descending.
climb or descent. The vertical trend arrow will
not be displayed for non-altitude reporting Other Traffic (open cyan diamond) will appear
aircraft. at 11 o’clock, range 3. 6 miles, flying level 1000
feet above, and in level flight.
Data Tag (Example +04)
A two-digit number representing the relative The SKY899 has the following automatic fea-
altitude, in hundreds of feet, of the intruder tures:
aircraft is shown above or below the traffic
symbol. A positive data tag will be shown Using the right weight-on-wheels switch, the
above the traffic symbol representing that the system will automatically switch from the
intruder is located above your aircraft. A neg- STBY mode to the ON mode in the 6 nm
ative data tag will be shown below the traffic range and ABOVE mode approximately 8 to
symbol representing that the intruder is lo- 10 seconds after takeoff.
cated below your aircraft. If the intruder is lo-
cated at the same altitude as your aircraft, 00 Using the right weight-on-wheels switch, the
is displayed above the traffic symbol. system will automatically switch from the ON
mode to the STBY mode approximately 24
Four altitude display modes are available: seconds after landing.
Using the radio altimeter, the system will in-
Look-up Mode (ABOVE) hibit aural traffic alerts below 400 feet AGL to
Displays traffic detected within +9,000 feet to minimize pilot distraction.
–2,700 feet of your airplane.

16 AVIONICS
APPENDIX A – AVIONICS EQUIPMENT LOCATIONS
Aft Avionics:
Air Cell Satellite Phone
CVR
ELT
FSU
TCAS I
Nose Avionics: Transponder 1/2
ADC 1 / 2 Universal Weather (COMM 3 and CMU)
Mid Avionics:
COMM, NAV, DME: 1 / 2 XM Weather
AHRS
GPS 1 / 2
IAPS
Standby Battery
Weather Radar
Figure 16-166. Overview of Avionics Units

16 AVIONICS

16 AVIONICS
APPENDIX B – FLIGHT GUIDANCE MODES

Table 16-4. FLIGHT GUIDANCE MODES
PFD ANNUNCIATION
MODE
DEFINITION
(FGP Mode Button) ARMED ACTIVE
LATERAL MODES
Roll Hold N/A ROLL Holds bank angle present at the time it is selected or holds ex-
FD isting heading if the bank angle is 5˚ or less without reference to
the heading bug. Default mode for the flight director if no other
modes are selected, if flight guidance is transferred or if current
lateral mode is deselected.
Heading Hold N/A HDG Holds the heading as selected by the Heading Bug. HDG is au-
HDG tomatically selected when no other lateral mode is active and
any other lateral or vertical mode is selected.
FMS Lateral FMS FMS Tracks the active course generated by the selected FMS. A sin-
Navigation FMS1, FMS2 FMS1, FMS2 gle-FMS installation annunciates FMS. A dual-FMS installation
NAV annunciates FMS1 or FMS2, as appropriate.
VOR Lateral Navigation VOR1, VOR2 VOR1, VOR2 Tracks the selected VOR course from the selected NAV radio
NAV with a VOR frequency tuned. Annunciates VOR1 or VOR2 as
appropriate to the selected radio.
Localizer Lateral Naviga- LOC1, LOC2 LOC1, LOC2 Tracks the selected Localizer course from the selected NAV
tion radio with a localizer frequency tuned. Annunciates LOC1 or
NAV LOC2 as appropriate to the selected radio.
FMS Approach APPR FMS, APPR FMS, Tracks the active course generated by the selected FMS. A sin-
APPR APPR FMS1, APPR FMS1, gle-FMS installation annunciates FMS. A dual-FMS installation
APPR FMS2 APPR FMS2 annunciates FMS1 or FMS2, as appropriate.
VOR Approach APPR VOR1, APPR VOR1, Tracks the selected VOR course from the selected NAV radio
APPR APPR VOR2 APPR VOR2 with a VOR frequency tuned. Annunciates VOR1 or VOR2 as
appropriate to the selected radio.
Localizer Approach APPR LOC1, APPR LOC1, Tracks the selected Localizer course from the selected NAV
APPR APPR LOC2 APPR LOC2 radio with a localizer frequency tuned and enables GS mode.
Annunciates LOC1 or LOC2 as appropriate to the selected
radio.
Go Around N/A GA Go Around button on the left power lever pressed. Maintains
the existing heading with a 5˚ bank limit. Does not reference the
heading bug.

16 AVIONICS
Table 16-4. FLIGHT GUIDANCE MODES (Cont)
PFD ANNUNCIATION
MODE
DEFINITION
VERTICAL MODES
Pitch Hold N/A PTCH Maintains the pitch present at the time the mode is selected.
FD Default mode for the flight director if no other modes are se-
lected, if flight guidance is transferred, or if current vertical
mode is deselected. Can be adjusted with the UP/DN Wheel or
the SYNC button.
Vertical Speed Hold N/A VS 1500 Maintains the vertical speed present at the time the mode is se-
VS lected. Can be adjusted with the UP/DN Wheel or the SYNC
button. Selected vertical speed is annunciated adjacent to VS.
Flight Level Change FMS FLC 160 Maintains the Indicated Airspeed at the time the mode is se-
FLC FMS1, FMS2 lected. Can be adjusted with the SPEED Knob or the SYNC
button. Selected speed is annunciated adjacent to FLC.
Altitude Hold VOR1, VOR2 ALT Maintaining an altitude other than the Preselected or VNAV alti-
ALT tude. Maintains the altitude present at the time the mode is se-
lected. Can be adjusted with the SYNC button.
Preselect Altitude Hold ALTS ALTS Preselected altitude is being maintained or will be maintained (if
armed).
Glide Slope GS GS The APPR LOC mode has been selected and the flight director
APPR will, or has, intercepted the localizer glide slope. This mode will
not recognize any Preselected or FMS generated altitudes.
Go Around N/A GA Commands a +7o pitch attitude. Selected with the Go Around
button on the left power lever.

16 AVIONICS
Table 16-4. FLIGHT GUIDANCE MODES (Cont)
PFD ANNUNCIATION
MODE
DEFINITION
VNAV MODES
VNAV – Pitch Hold PTCH VPTCH Pitch Hold Mode has been selected with VNAV enabled. Can
VNAV be adjusted with the SYNC button. Armed mode exists if next
leg does not have a VNAV path.
VNAV – Vertical N/A VVS 1500 Vertical Speed Hold Mode has been selected with VNAV en-
Speed Hold abled. Selected vertical speed is shown adjacent to VVS. Can
VS + VNAV be adjusted with the UP/DN Wheel or the SYNC button.
VNAV – Flight FLC VFLC 160 Flight Level Change Mode has been selected (or armed by
Level Change the FMS during a VNAV climb) with VNAV pressed. Selected
FLC + VNAV speed is annunciated adjacent to VFLC. Can be adjusted
with the SPEED Knob or the SYNC button.
VNAV – Altitude Hold N/A VALT Maintaining an altitude other than the Preselected or VNAV
ALT + VNAV altitude. Maintains the altitude present at the time the mode
is selected. Can be adjusted with the SYNC button.
VNAV – Preselected ALTS VALTS Preselected altitude is being maintained or will be maintained
Altitude Hold (if armed) with VNAV enabled.
VNAV
VNAV – FMS VNAV ALTV VALTV FMS VNAV altitude is being maintained or will be maintained
Altitude Hold with the altitude preselector set at a different altitude.
VNAV
VNAV – PATH PATH VPATH FMS has captured the manually or automatically generated
VNAV descent angle to the next waypoint. Aircraft must stay within
lateral deviation limits (cross-track error or track angle error)
to remain active.
VNAV – Glide Path GP VGP The APPR Mode has been selected and the FMS generated
APPR + VNAV VNAV Glide Path is, or will be, captured. Ignores the Prese-
lected altitude or FMS altitudes.

16 AVIONICS

16 AVIONICS
APPENDIX C – AVIONICS ACRONYMS

A E
ACP Audio Control Panel E-Chart Electronic Charts
ADC Air Data Computer E-Maps Enhanced Maps
ADF Automatic Direction Finder EDC Engine Data Concentrator
ADI Attitude Direction Indicator EFIS Electronic Flight Instrument System
AFD Adaptive Flight Display EGPWS Enhanced Ground Proximity
AFCS Automatic Flight Control System Warning System
AHC Attitude Heading Computer EIS Engine Indicating System
AHRS Attitude and Heading Reference

System
F
AHS Attitude Heading System
AM Amplitude Modulation FD Flight Director
AP Autopilot FGC Flight Guidance Computer
FGP Flight Guidance Panel
FGS Flight Guidance System
B FMC Flight Management Computer
BFO Beat Frequency Oscillator FMS Flight Management System
FSA File Server Application
FSU File Server Unit
C
CCW Counterclockwise
CDU Control Display Unit
G
CMU Communication Management Unit GCS Ground Clutter Suppression
CPL Couple GPS Global Positioning System
CVR Cockpit Voice Recorder GPWS Ground Proximity Warning System
CW Clockwise GWX Graphical Weather
D H
DBU Database Unit HF High Frequency Radio
DCP Display Control Panel
DCU Data Concentrator Unit

16 AVIONICS
I O
IAPS Integrated Avionics Processor
System
IEC IAPS Environmental Controller P
IFIS Integrated Flight Information PA Passenger Address
System
PFD Primary Flight Display
IMU Inertial Measurement Unit
PTT Press-to-Talk
IND Indicators
IOC Input / Output Concentrator
Q
J
R
K RA Resolution Advisory
RAT Ram Air Temperature
RIU Radio Interface Unit
L RSS Radio Sensor System
RTU Radio Tuning Unit
LCD Liquid Crystal Display
LSC/ISS Low Speed Cue/Impending Stall
Speed S
LSK Line Select Keys
LV Lower Sideband Voice SAT Static Air Temperature
SELCAL Selective Call
SFDS Secondary Flight Display System
M
MCDU Maintenance Control Display Unit T
MDC Maintenance Diagnostic Computer
MFD(1) Multifunction Display TA Traffic Advisory
MFD(2) Multi-Function Display TAWS Terrain Awareness and Warning

System
MFD(3) Multifunctional Flight Display
TCAS Traffic Alert Collision Avoidance
System
N TFC Traffic
NDB Non-Directional Beacon

16 AVIONICS
U
USTB Unstabilized (Weather Radar)
UV Upper Sideband Voice

AUGMENTATION SYSTEM
KING AIR 90 SERIES PILOT TRAINING MANUAL
16A WIDE AREA

CHAPTER 16A
WIDE AREA AUGMENTATION SYSTEM (WAAS)
CONTENTS
Page
INTRODUCTION............................................................................................................. 16A-1
GENERAL ........................................................................................................................ 16A-1
OPERATION .................................................................................................................... 16A-3
Integrity ..................................................................................................................... 16A-3
Departures ................................................................................................................. 16A-3
Enroute ...................................................................................................................... 16A-4
Arrivals ...................................................................................................................... 16A-4
Approaches ................................................................................................................ 16A-4
Degraded SBAS Integrity During LPV Approach.................................................... 16A-9
Missed Approach..................................................................................................... 16A-10
Lateral Guidance ..................................................................................................... 16A-11
QUICK REFERENCE ROCKWELL COLLINS WAAS FMS (Version 4.0) ............... 16A-12
Select SBAS Provider ............................................................................................. 16A-13
Load LPV Approach ............................................................................................... 16A-13
Failure of SBAS During LPV Approach................................................................. 16A-15
Load LNAV/VNAV or LNAV Approach ................................................................ 16A-17
Failure of SBAS During LNAV/VNAV Approach.................................................. 16A-18
Load LNAV/VNAV Approach with WAAS (Rare)................................................. 16A-19
Load Non-GPS Approach ....................................................................................... 16A-20
Navigation Integrity ................................................................................................ 16A-21
RAIM Prediction..................................................................................................... 16A-22
ROCKWELL COLLINS FMS DIFFERENCES............................................................ 16A-23
FOR TRAINING PURPOSES ONLY 16A-i

AUGMENTATION SYSTEM
16A WIDE AREA

ILLUSTRATIONS
Figure Title Page
16A-1 Worldwide SBAS Providers............................................................................. 16A-2
16A-2 SBAS Service Providers .................................................................................. 16A-5
16A-3 Check SBAS Provider...................................................................................... 16A-5
16A-4 Approach Loading ........................................................................................... 16A-5
16A-5 Approach Selection.......................................................................................... 16A-6
16A-6 Arrival Data ..................................................................................................... 16A-6
16A-7 Non-WGS-84 Airport ...................................................................................... 16A-7
16A-8 WAAS Channel Number.................................................................................. 16A-7
16A-9 PFD Annunciations LPV Approach................................................................. 16A-8
16A-10 Course to Final Approach Message ................................................................. 16A-8
16A-11 SBAS Failure Messages................................................................................... 16A-9
16A-12 VNAV Flag ...................................................................................................... 16A-9
16A-13 Changing VNAV Guidance............................................................................ 16A-10
16A-14 PFD Annunciations Non-SBAS..................................................................... 16A-11
16A-15 Loss of Nonprecision Approach RAIM ........................................................ 16A-11
16A-16 Select SBAS Provider.................................................................................... 16A-13
16A-17 LPV Approach ............................................................................................... 16A-13
16A-18 Failure of SBAS During LPV Approach ....................................................... 16A-15
16A-19 Load LNAV/VNAV or LNAV Approach ....................................................... 16A-17
16A-20 RAIM Failure after SBAS Failure ................................................................. 16A-18
16A-21 LNAV/VNAV Approach with WAAS............................................................ 16A-19
16A-22 Load Non-GPS Approach.............................................................................. 16A-20
16A-23 Navigation Integrity....................................................................................... 16A-21
16A-24 RAIM Prediction ........................................................................................... 16A-22
FOR TRAINING PURPOSES ONLY 16A-iii

AUGMENTATION SYSTEM
16A WIDE AREA

TABLE
Table Title Page
16A-1 Loss of Integrity................................................................................................. 16A-3
FOR TRAINING PURPOSES ONLY 16A-v

AUGMENTATION SYSTEM
16A WIDE AREA

CHAPTER 16A
WIDE AREA AUGMENTATION
SYSTEM (WAAS)
INTRODUCTION
For the standard GPS system to provide lower minimums on an approach the GPS sig-
nal needed to be corrected. The correction was primarily needed to increase the accu-
racy of vertical navigation but lateral navigation was also improved.
GENERAL
Two forms of correction have been imple- rection message back to the aircraft using
mented to achieve this goal: Ground-based VHF radios. The special equipment require-
Augmentation Systems (GBAS) and Satellite- ments for this system have limited its imple-
based Augmentation Systems (SBAS). GBAS mentation to a small number of airports and
uses towers in the vicinity of an airport that operators [the FAA has termed this as a Local
correct the GPS signal locally and send the cor- Area Augmentation System (LAAS)].
FOR TRAINING PURPOSES ONLY 16A-1

AUGMENTATION SYSTEM

16A WIDE AREA
SBAS is much more widely implemented. In the The Rockwell Collins FMS version 4.0 is the
US, over 2,000 runway ends are served by SBAS unit needed to use the SBAS system in Collins
approaches. The FAA has termed this as a Wide equipped aircraft. This FMS is used with a
Area Augmentation System (WAAS) because it SBAS capable receiver labeled GPS-4000S.
does not rely on airport specific towers to cor- The FMS uses the corrected signal to create
rect the signal and send the correction message. appropriate vertical and lateral navigation dis-
Instead, it uses data from stations throughout plays during all phases of flight to include
North America and a correction signal from geo- WAAS approaches. SBAS and other software/
stationary satellites. SBAS approved units are able equipment upgrades are included with FMS
to receive correction messages from these satel- v4.0 and this addendum will highlight the
lites and create a very accurate vertical and lat- most critical. Refer to the appropriate Collins
eral navigation unit. (See gps.faa.gov and the FMS user guide, AFM or AFM supplement for
Aeronautical Information Manual (AIM) for a more complete listing of limitations.
more information).
The FMS v4.0 upgrade includes a new Flight
Other countries will label SBAS differently when Management Computer (FMC) and proces-
it is implemented as shown in Figure 16A-1. sor. This allows for the increased rate of error
checking and position updates that occur dur-
ing WAAS flight and approaches. Additionally,
updating the FMS database should be faster
through the DBU-5000 since the communica-
tion speed has increased.
Figure 16A-1. Worldwide SBAS Providers
16A-2 FOR TRAINING PURPOSES ONLY

AUGMENTATION SYSTEM
16A WIDE AREA

OPERATION The aircraft position will not be as accurate but
is still well within the boundaries of standard
RNAV operations. If the RAIM error gets too
INTEGRITY large, the FMS will post the “LOSS OF IN-
TEGRITY” message as previously discussed.
WAAS geo-stationary satellites provide in-
tegrity messages for the FMS v4.0. When the
FMS detects a navigational problem “LOSS OF DEPARTURES
INTEGRITY” will show on the CDU and MFD.
The PFD will also show an “LOI” or “LOI During RNAV departures CDI deflection val-
TERM” message depending on the phase of ues will match the navigational performance
flight (see Table 16A-1). requirements of the procedure. US RNAV de-
partures and Europe P-RNAV departures are
When the “LOSS OF INTEGRITY” message labeled RNAV 1 and the CDI will be ± 1nm for
i s a c t iv e t h e F M S m u s t n o t b e u s e d a s the entire procedure. This will be annunci-
primary navigation. ated as “TERM” on the PFD.
If only the WAAS signal is degraded but the CDI deflection values will change according
GPS signal is unaffected (for instance, a loss to the following:
of geo-stationary satellites or being outside of
WAAS ground station coverage) no messages • ± 1 nm: On a departure procedure OR
will appear for non-SBAS procedures since within 31nm of an airport
they do not require WAAS. The FMS will au- • ± 2 nm: Outside of 31nm from an airport
tomatically begin using what is called Receiver AND not on a departure
Autonomous Integrity Monitoring (RAIM).
RAIM is the error checking technique used by
all non-SBAS units or in SBAS units after
SBAS has failed.
Table 16A-1. LOSS OF INTEGRITY
CDU PFD MFD

Terminal
(within 31nm of origin
airport or on a RNAV
departure)
Enroute (outside of 31nm

of origin and not on a
RNAV departure)

AUGMENTATION SYSTEM

16A WIDE AREA
ENROUTE APPROACHES
During the enroute phase of flight CDI de- The most signif icant changes for the Collins
flection values will be ± 2nm unless on a FMS v4.0 will be in the approach phase of
RNAV departure or RNAV arrival. If those flight. The FMS is now capable of flying RNAV
procedures are active the CDI deflection will (GPS) or RNAV (GNSS) approaches to the
be ± 1nm as discussed earlier. Localizer Performance with Vertical (LPV)
guidance minimums. If airport marking and ap-
US RNAV airways labeled “Q” and “T”-routes proach lighting standards are met, some LPV
are labeled as RNAV 2 procedures. Once the DA minimums can be 200 feet above the
RNAV departure is f inished, the CDI deflec- runway surface. However, LPV approaches
tion will be ± 2nm on these airways and remain are part of the group labeled Approaches with
that way until joining an RNAV arrival or ar- Vertical Guidance (APV) and are not consid-
riving within a 31nm ring around the destina- ered Precision approaches.
tion air por t. Europe B-RNAV routes are
labeled as RNAV 5 procedures but the CDI will
remain at ± 2nm as discussed. SBAS Provider
The appropriate SBAS providers are chosen on
The PFD will not show an annunciator when the “SBAS SERVICE PROVIDERS” CDU
in the enroute scale. page. This can be found on the GNSS Control
page under the main index [IDX]. The GNSS
When the aircraft is beyond ground-based control page will show how many are enabled
navaid services volumes, CDI deflection will as shown on the Figure 16A-2.
change. Deflection values will be ±4nm and
the label “OCEANIC” will annunciate on the Each provider on the SBAS Service Providers
PFD. This will continue until the aircraft is page can be manually enabled or disabled by
back inside navaid service volumes and the en- pressing the appropriate left line select key.
route or terminal mode is automatically rese- The following providers are on this page:
lected, as appropriate.
1. Wi d e A r e a A u g m e n t a t i o n S y s t e m
(WAAS) for the US;
ARRIVALS
2. European Geostationary Navigational
During RNAV arrivals CDI deflection values Overlay System (EGNOS) for Europe;
will match the navigational performance re-
quirements of the procedure. US RNAV ar- 3. MTSAT Satellite based Augmentation
rivals and Europe P-RNAV arrivals are labeled System (MSAS) for Japan; and
RNAV 1 and the CDI will be ± 1nm for the en-
tire procedure. This will be annunciated as 4. GPS-Aided GEO Augmented Naviga -
“TERM” on the PFD. tion (GAGAN) for India.
Navigational integrity and messages on the Enabling an SBAS provider will allow the
CDU, PFD, and MFD are the same as dis- FMS to use it should the aircraft fly into that
cussed in the Departures section. region of the world.

AUGMENTATION SYSTEM
16A WIDE AREA

required provider is enabled. The approach
can still be flown to LNAV/VNAV or LNAV
minimums since these do not require SBAS.
The SBAS Service Providers page does not

have a default selection and once the appro-
priate SBAS is enabled it will remain that way
for every flight.
Loading The Approach

The DEP/ARR key is used to load a SBAS ap-
proach. The instrument approach listing is la-
beled “APPROACHES” and the visuals are
labeled “RUNWAYS” (Figure 16A-4). The
FMS is able to load multiple named approaches
such as the RNAV (GPS) Y 10L and RNAV
(GPS) Z 10L as shown in the f igure.
Figure 16A-2. SBAS Service Providers
As each area develops LPV minimum ap-

proaches, the FMS database will contain the re-
quired SBAS provider for that approach (only
one SBAS provider is actively used by the FMS
at any one time). If the appropriate SBAS
provider is not enabled once the approach is
loaded, a “CHK SBAS SVC PRVDR” message
will appear on the CDU when within the ter-
minal area (Figure 16A-3). The approach can-
not be continued to LPV minimums until the
Figure 16A-3. Check SBAS Provider Figure 16A-4. Approach Loading

AUGMENTATION SYSTEM

16A WIDE AREA
Pressing next to the desired approach will turn Pressing the Execute key will load the ap-
the label green and display available transitions proach into the active flight plan. Colors for
(Figure 16A-5). The VECTORS option is al- the selected approach are the same before and
ways chosen by default and will initially dis- after the execute key is pressed.
play in green. Selecting another transition will
turn its label green and change VECTORS Arrival Data Page
to white.
The ARR DATA line select key is a shortcut
to the Active Arrival Data page. This page can
also be accessed from the main index [IDX]
(Figure 16A-6).
SBAS APPROACH
Figure 16A-5. Approach Selection
Additionally, VNAV guidance for the selected

approach and the required SBAS provider (if NON-SBAS APPROACH
appropriate) will display at the 5R key. In the
example, “WAAS LPV” indicates the US Figure 16A-6. Arrival Data
WAAS system is required and the approach
will use LPV vertical guidance. It must be un-
derstood that this label does not indicate the For non-SBAS approaches this page is only in-
actual navigation integrity available but is formational and not required to be viewed. For
only database information. SBAS approaches it provides information for
the approach and is the only page where the pilot
can change approach VNAV guidance: LPV or
BARO (discussed later in this section).

AUGMENTATION SYSTEM
16A WIDE AREA

The following paragraphs provide a brief de-
scription of the Arrival Data page. The GNSS
label indicates whether the approach can be
flown as a GPS overlay.If NO, ground-based
navaids that define the approach must be tuned,
in view during the approach, and must be used
as final authority to determine whether to con-
tinue or execute a missed approach. If YES, the
procedure may be flown using only the FMS. The
World Geodetic System (WGS-84) will indicate
if the airport is referenced to standard GNSS co-
ordinates. If the WGS-84 label is NO, the FMS
must not be used as primary navigation or ref-
erence navigation when it is using GPS. The lo-
cation of f ixes and airports could be very
different than their actual positions. If an ap-
proach is loaded at an airport not referenced to
WGS-84, a CDU message “NON-WGS-84 AIR-
PORT” will indicate the need to rely on ground
based navigation (Figure 16A-7).
Figure 16A-7. NON-WGS-84 Airport

Figure 16A-8. WAAS Channel Number
The Channel number will only display on ap-
proaches with SBAS guidance. This number is LNAV/VNAV approaches to DA minimums.
a unique identifier for that approach and can be Baro-VNAV, however, is only as accurate as the
referenced from the approach chart. Every SBAS altimeter system on board the aircraft and is
approach will have a Channel number assigned affected by normal barometric errors (temper-
(Figure 16A-8). (Used with permission from atures colder and hotter than ISA, inappropri-
Jeppesen.) ate barometric settings, etc.)
The Required Provider label is derived from SBAS FMS’s will use two forms of VNAV; Baro-
the FMS database and indicates which SBAS VNAV and GPS altitude VNAV (LPV VNAV).
provider must be enabled as discussed earlier Baro-VNAV will be used for select procedures
in this section. where highly accurate vertical navigation is not
required. GPS altitude VNAV will be used where
Approach VNAV Selection highly accurate vertical navigation is required.
Before discussing approaches it is necessary GPS altitude VNAV does not rely on altimeter
to review Collins vertical navigation. indications and is not affected by altimeter er-
rors because it is created by the SBAS signal. This
Non-SBAS FMS units accomplish VNAV by vertical navigation is similar to an ILS glides-
using barometric inputs (“baro-VNAV”) from lope because it is unaffected by temperatures or
the altimeter system. This is used during enroute inappropriate barometric settings. SBAS FMS
and terminal operations. It is also used on units will use baro-VNAV for enroute proce-

AUGMENTATION SYSTEM

16A WIDE AREA
dures, terminal procedures and non-LPV ap- crossing the Final Approach Fix (FAF). If
proaches. GPS altitude VNAV will only be used VNAV is already selected on the flight guid-
for LPV approaches. ance panel the aircraft will smoothly increase
or decrease the rate of descent as required to
center the new LPV glidepath.
Flying the LPV Approach
Once an LPV approach is loaded in the CDU the Once LPV APPR is annunciated, lateral and
integrity of SBAS is monitored continuously. vertical guidance is angular and will get more
Within 31nm of the destination airport “LPV and more sensitive to course deviations dur-
TERM” will annunciate in white on the PFD ing the approach descent. (This is similar to
(Figure 16A-9). During this phase of flight CDI ILS and glideslope guidance). Lateral CDI
deflection will be ± 1nm. Baro-VNAV will be deflections start at ± 1nm and will decrease to
used with a Vertical Deviation Indicator (VDI) approximately ± 350 ft at the runway end.
deflection of ± 500 ft. Vertical VDI deflections start at ± 500 ft and
will decrease to the appropriate scale needed
When the aircraft is past the Final Approach for that approach.
Course Fix (FACF), the SBAS integrity is ap-
propriate for the approach, and the course leg The amber message “CRS TO FAF>45 DEG”
to the FAF is within 45 degrees of the inbound will appear on the CDU if a “Direct-to” the FAF
course, “LPV APPR” will annunciate in green creates a leg more than 45 degrees to the inbound
on the PFD (Figure 16A-9). The FACF is the (Figure 16A-10). Sequencing to LPV APPR
f ix immediately prior to the FAF. The change will be delayed until the “Direct-to” leg is fixed.
from LPV TERM to LPV APPR occurs at the
FACF because the aircraft will transition from
baro-VNAV to LPV VNAV. Baro-VNAV will
be affected by the surrounding temperature
and the two glidepaths may not coincide. The
glidepath indicator (“snowflake”) may appear
to move suddenly when transitioning from
baro-VNAV to LPV VNAV and more time is Figure 16A-10. Course To Final Approach
needed to be established on glidepath before Message
Figure 16A-9. PFD Annunciations LPV Approach

AUGMENTATION SYSTEM
16A WIDE AREA

Descent on the LPV approach is accomplished “USE LNAV MINIMUM” will appear only if the
using the APPR and VNAV modes on the flight approach has an LNAV minimum published.
guidance panel. FMS APPR and VGP will be an- For approaches that do not have LNAV mini-
nunciated on the PFD. mums published, an “APPR NOT AVAILABLE”
message will appear and a missed approach
Missed approach operations are the same as must be flown.
non-LPV approaches.
If the label “LPV APPR” was already present on
the PFD, this label will remain even though the
DEGRADED SBAS INTEGRITY integrity is degraded. The amber messages must
DURING LPV APPROACH be acknowledged and the appropriate changes
made to the approach briefing.
The following messages will appear any time
SBAS integrity degrades during an LPV ap- With SBAS integrity degraded, the vertical de-
proach. “LPV NOT AVAILABLE” will display viation indicator will be removed when inside
on the CDU and, if applicable, “USE LNAV the FACF and a red “VNV” label will appear in-
MINIMUM” will display on the CDU and MFD dicating the loss of vertical integrity. Active
(Figure 16A-11). Additionally, the PFD will VNAV modes will be removed (will change to
display a flashing amber “MSG” indicating the VPTCH) and armed VNAV modes will be lined
CDU has an active message. out as seen in the figure (Figure 16A-12). Further
descent can only be accomplished using non-
VNAV modes (e.g., VS, FLC).
Figure 16A-11. SBAS Failure Messages
“LPV NOT AVAILABLE” indicates SBAS in- Figure 16A-12. VNAV Flag
tegrity is not sufficient for the LPV approach.
Similar to an ILS with glideslope failure, a de-
cision can be made to continue the approach but
descending only to the published LNAV mini-
mum, or executing a missed approach.

AUGMENTATION SYSTEM

16A WIDE AREA
Prior to the FAF

Prior to the FAF, baro-VNAV can be manually
selected to recover vertical guidance after the
LPV VNAV has failed. VNAV will then be avail-
able to continue to LNAV/VNAV minimums or
LNAV minimums, as appropriate. This is accom-
plished on the Active Arrival Data page by press-
ing DEP/ARR and choosing ARR DATA (Figure
16A-13). Pressing the APPR VNAV GP will se-
lect between GPS altitude VNAV (LPV) and
baro-VNAV (BARO).
Once BARO is selected the change in VNAV

must be executed. VNAV will return and the
approach can continue to LNAV/VNAV mini-
mums or LNAV minimums. It is critical to un-
derstand that LPV minimums are not to be flown
during this operation.
PFD annunciations will display “TERM” and

“GPS APPR” instead of “LPV TERM” and
“LPV APPR” (Figure 16A-14) Additionally,
“LPV NOT AVAILABLE” and “USE LNAV
MINIMUM” messages will be removed from
the displays and the CDU message page.
After the FAF

If SBAS guidance fails after the FAF, the descent
may be continued to the LNAV minimum or a
missed approach can be flown. If a descent is
continued it can only be done using VS, FLC,
or PTCH mode since baro-VNAV is not selec-
table at this point and VNAV deviation will be
flagged inoperative.
MISSED APPROACH
Pressing the go-around button will allow the
FMS to sequence to missed approach fixes after
reaching the missed approach point. Lateral
guidance will remain in approach mode while
on final and then sequence to terminal mode, Figure 16A-13. Changing VNAV Guidance
as appropriate, when past the missed approach
point. PFD annunciations will change to
“TERM” to indicate when the CDI scale has
changed.

AUGMENTATION SYSTEM
16A WIDE AREA

Figure 16A-14. PFD Annunciations Non-SBAS
LATERAL GUIDANCE
SBAS corrections for lateral guidance will be
used on all GPS approaches. If SBAS lateral in-
tegrity fails or the aircraft is outside SBAS cov-
erage, the FMS will automatically begin using
RAIM as discussed earlier.
Should RAIM fail “NO NPA RAIM” will an-

nunciate on the CDU when inside the 31nm ter-
minal area with an approach loaded (NPA
=Nonprecision Approach). The FMS must not be
used as primary navigation with this message ac-
tive (Figure 16A-15). Additionally, if a “LOSS
OF INTEGRITY” message posts at any time be-
fore or during an approach the approach must be
abandoned and the FMS must no longer be used Figure 16A-15. Loss of Nonprecision
as primary navigation. Approach RAIM

AUGMENTATION SYSTEM

16A WIDE AREA
QUICK REFERENCE
ROCKWELL COLLINS WAAS
FMS (VERSION 4.0)

AUGMENTATION SYSTEM
16A WIDE AREA

SELECT SBAS PROVIDER If appropriate provider is not chosen, a “CHK
SBAS SVC PRVDR” message will appear on
Choose the appropriate SBAS provider for the CDU message line when loading an LPV
world region (Figure 16A-16): approach.
If no SBAS providers are chosen, the FMS

will not use augmented signals.
LOAD LPV APPROACH

Procedures for loading an LPV approach are
the same as loading a non-LPV approach
(Figure 16A-17, Sheet 1 of 2).
1. Conf irm desired airport is in ORIGIN

or DESTination on the active flight
plan page
2. Choose an APPRoach, and the desired

transition (VECTOR is always default)
Figure 16A-16. Select SBAS Provider
WAAS = North America Figure 16A-17. LPV Approach (Sheet 1 of 2)

EGNOS = Europe
MSAS = Japan
1. Press IDX GNSS Control
2. Choose SELECT SBAS (R5)
3. Press left line select key to Enable the
desired provider

AUGMENTATION SYSTEM

16A WIDE AREA
Figure 16A-17. LPV Approach (Sheet 2 of 2)
3. “WAAS LPV” is displayed at R5 NOTES

a. In Europe, “EGNOS LPV”
b. In Japan, “MSAS LPV”
c. This label only indicates the se-
lected approach has an LPV mini-
mum published. It is NOT real-time
display of system capability.
4. Verify LEGS page or MFD MAP to
ensure proper information
5. EXECute after conf irmation
The PFD will display “LPV TERM” in white

when within 31nm of the desired air por t
(Figure 16A-17, sheet 2 of 2). The PFD will
display “LPV APPR” in green after passing the
Final Approach Course Fix (FACF) if the SBAS
system is operational.
Baro-VNAV is used up until LPV APPR is an-

nunciated at which time GPS corrected VNAV
(LPV VNAV) will be used for the remainder
of the approach. A slight jump in the vertical
deviation indicator may be noticeable during
this transition.
Baro-VNAV temperature restrictions do NOT

apply to LPV VNAV.

AUGMENTATION SYSTEM
16A WIDE AREA

FAILURE OF SBAS DURING Prior to FAF
LPV APPROACH 1. These messages will appear on the CDU:
The following procedures assume only the a. “LPV NOT AVAILABLE”
SBAS system has failed. The GPS system is
still operating normally. b. Also, if LNAV minimums are pub-
lished “USE LNAV MINIMUM”
RAIM prediction and RAIM checking will 2. If LNAV minimums are published, this
automatically be used by the FMS as in non- message will appear on the MFD:
SBAS units.
a. “USE LNAV MINIMUM”
If the whole GPS system fails then a non-GPS
3. An amber MSG will flash on the PFD
approach would have to be flown as per AFM
or AFM supplement guidance (Figure 16A-18, 4. The VNAV deviation will have a red
Sheet 1 of 3). Inside 31nm to airport but prior VNV flag with the deviation indicator
to FAF: removed
APPR FMS VALT

GP 4000
3 000
185
180 4
20
700 2
160 DN 10 1
600
60
14 1 6540
20
0
1
120 10
400 2
4
100 1000
30.16IN
LPV APPR 24 251 W
MSG
FMS1
DTK 251 21
RALPE
30
2.5NM
Figure 16A-18. Failure of SBAS During LPV Approach (Sheet 1 of 3)

AUGMENTATION SYSTEM

16A WIDE AREA
5. Aircraft can be descended with non- The PFD will display “GPS APPR” in green
VNAV (VS, FLC, etc.) modes to the when within 2nm of the FAF.
LNAV minimum
OR Inside the FAF
5. Aircraft can be descended using VNAV 1. These messages will appear on the CDU:
with manual selections (Figure 16A-18, a. “LPV NOT AVAILABLE”
Sheet 2 of 3):
b. Also, if LNAV minimums are pub-
a. Press DEP / ARR ARR DATA or
lished “USE LNAV MINIMUM”
Press IDX page 2 ARR DATA
b. Choose BARO (L4) as the APPR 2. If LNAV minimums are published, this
VNAV GP message will appear on the MFD:
c. EXECute VNAV change a. “USE LNAV MINIMUM”
d. Verify VNAV indications have re- 3. An amber MSG will flash on the PFD
turned on the PFD (Figure 16A-18, Sheet 3 of 3)
e. Use baro-VNAV to descend to appropri-
ate minimums (LNAV/VNAV or LNAV)
The PFD will display “TERM” in white when
within 31nm of the desired airport.
Figure 16A-18. Failure of SBAS During

LPV Approach (Sheet 3 of 3)
4. The VNAV deviation will have a red

VNV flag with the deviation indicator
removed
5. Depending on aircraft altitude, aircraft
may be descended with non-VNAV
(VS, FLC, etc.) modes to the LNAV
minimum
OR
5. Execute published missed approach
Selections back to baro-VNAV guidance are
Figure 16A-18. Failure of SBAS During LPV NOT allowed inside the FAF.
Approach (Sheet 2 of 3)

AUGMENTATION SYSTEM
16A WIDE AREA

LOAD LNAV/VNAV OR LNAV 4. Verify LEGS page or MFD MAP to en-
APPROACH sure proper information
1. Conf irm desired airport is in ORIGIN
or DESTination on the active flight The PFD will display “TERM” in white when
plan page within 31nm of the desired airport.
2. Choose an APPRoach, and the desired
transition (VECTOR is always default) The PFD will display “GPS APPR” in green
when within 2nm of the FAF.
3. “GNSS BARO” is displayed at R5
(Figure 16A-19) Baro-VNAV is used for the entire procedure.
a. This label only indicates the se-
lected approach will be using baro- Baro-VNAV temperature restrictions apply to
VNAV. It is NOT real-time display LNAV/VNAV minimums.
of system capability.
MOD KICT ARRIVAL 1/2

STARS APPROACHES
NONE RNV 01L
TRANS
VECTORS
BACAY
CUTIK
- - - - - - - GNSS BARO
ARR DATA>
<CANCEL MOD LEGS>
[ [
MSG EXEC EXEC
Figure 16A-19. Load LNAV/VNAV or LNAV Approach

AUGMENTATION SYSTEM

16A WIDE AREA
FAILURE OF SBAS DURING NOTES

LNAV/VNAV APPROACH
No messages will appear if the SBAS signal
fails during an LNAV/VNAV or LNAV ap-
proach provided the navigation integrity from
the GPS remains within limits.
RAIM prediction and RAIM checking will

automatically be used by the FMS as in non-
SBAS units.
Inside 31nm to airport (Figure 16A-20):
ACT LEGS 1/6

SEQUENCE
KICT AUTO/INHIBIT
/ o
309 12NM
ICT ---/-----
/ o 9.2NM
307
MUGER ---/-----
/ o 3.3NM
307
WUKOL ---/-----
/ o 0.5NM
307 /
WUKUS ---/-----
-------------
LEG WIND>
[ [
MSG NO NPA RAIM EXEC
Figure 16A-20. RAIM Failure after SBAS

Failure
1. If RAIM is insufficient for the approach

this message will appear on the CDU
a. “NO NPA RAIM”
2. An amber MSG will flash on the PFD
3. Accomplish a non-GPS approach as
per AFM or AFM supplement

AUGMENTATION SYSTEM
16A WIDE AREA

LOAD LNAV/VNAV APPROACH 4. Verify LEGS page or MFD MAP to en-
WITH WAAS (RARE) sure proper information
The following images and information are avail-
able in the Collins FMS but no procedures have The FMS will use any available SBAS provider
been designed, as of this printing, by the FAA. for lateral navigation.
1. Confirm desired airport is in ORIGIN The PFD will display “L/V TERM” in white
or DESTination on the active flight when within 31nm of the desired airport.
plan page
2. Choose an APPRoach, and the desired The PFD will display “L/V APPR” in green
transition (VECTOR is always default) when within 2nm of the FAF.
3. “SBAS L/V” is displayed at R5 (Figure The FMS will use baro-VNAV until the FACF
16A-21) and then transition to SBAS VNAV just like
LPV approaches.
lected approach will be using SBAS Baro-VNAV temperature restrictions do not apply
VNAV. It is NOT real-time display when using SBAS VNAV. For failure of SBAS in-
of system capability. tegrity, see the LPV approach section.
Figure 16A-21. LNAV/VNAV Approach with WAAS

AUGMENTATION SYSTEM

16A WIDE AREA
LOAD NON-GPS APPROACH A “NO APPR” label will appear on the PFD.
1. Conf irm desired airport is in ORIGIN An “APPR FOR REF ONLY” will appear on
or DESTination on the active flight the CDU.
plan page
2. Choose an APPRoach, and the desired Verify AFM or AFM supplement limitations for
transition (VECTOR is always default) navigation guidance requirements.
3. “BARO” is displayed at R5 (Figure

16A-22) NOTES
lected approach will be using baro-
VNAV. It is NOT real-time display
of system capability.
4. Verify LEGS page or MFD MAP to en-
sure proper information
Figure 16A-22. Load Non-GPS Approach

AUGMENTATION SYSTEM
16A WIDE AREA

NAVIGATION INTEGRITY NOTES
If the navigation integrity falls outside of tol-
erance for the phase of flight (enroute or ter-
minal) a message will be displayed on the
CDU and PFD. This message is a total FMS in-
tegrity message and will appear whether SBAS
is being received or not (Figure 16A-23).
1. A “LOSS OF INTEGRITY” message

will appear on the CDU
2. A “LOI” or “LOI TERM” will appear
on the PFD depending on the 31nm
distance from the airport
3. Use another source of navigation
Figure 16A-23. Navigation Integrity

AUGMENTATION SYSTEM

16A WIDE AREA
RAIM PREDICTION These are the possible outcomes of approach

RAIM prediction:
RAIM prediction will only be necessar y
when outside the coverage of SBAS or during AVAILABLE
SBAS NOTAM’s indicating an outage of
signal integrity. UNAVAILABLE
REQ PENDING
1. Press IDX GNSS CONTROL
2. C h o o s e N PA R A I M ( L 5 ) ( F i g u r e
16A-24) NOTES
3. Destination airport will automatically
be f illed with flight plan destination
airport
4. E n t e r s a t e l l i t e s t h a t h av e b e e n
NOTAM’d out of service in the dese-
lect option in L3
5. The ETA will automatically be f illed
when inflight or it can be manually en-
tered in R2 (i.e., when still on the
ground)
Figure 16A-24. RAIM Prediction

AUGMENTATION SYSTEM
16A WIDE AREA

ROCKWELL COLLINS FMS DIFFERENCES
Non-WAAS WAAS (v4.0)
“GPS” label on applicable pages “GNSS” label on applicable pages
No Space Based Augmentation System (SBAS) Uses Space Based Augmentation System (SBAS)
US = WAAS
Europe = EGNOS
Japan = MSAS
India =GAGAN
VNAV VNAV
Enroute / Terminal Enroute / Terminal
Uses Baro-VNAV only ( ± 500 FT) Uses Baro-VNAV only ( ± 500 FT)
Approaches Approaches
Uses Baro-VNAV only ( ± 250 FT) LPV minimums
WAAS only (Angular)
LNAV / VNAV minimums
Baro-VNAV ( ± 250 FT)
WAAS when FAA certified (Angular)
LNAV minimums
Baro-VNAV only ( ± 250 FT)
RNAV SID / RNAV STAR RNAV SID / RNAV STAR

± 1nm CDI within 30nm of ARPT ± 1nm CDI for entire procedure (“TERM”)
± 5nm CDI outside of 30nm ± 1nm CDI when off procedure
Must do RAIM prediction within 31nm of ARPT
± 2nm CDI when off procedure
outside 31nm of ARPT
RAIM prediction only when WAAS fails
Q Routes / T Routes Q Routes / T Routes

± 1nm CDI within 30nm of ARPT ± 1nm CDI within 31nm of ARPT
± 5nm CDI outside of 30nm ± 2nm CDI outside 31nm
Must do RAIM prediction RAIM prediction only when WAAS fails
Approaches Approaches
Cannot choose multiple label approaches Can choose multiple label approaches
e.g., RNAV (GPS) Y Rwy 10 / RNAV (GPS) Z Rwy 10
GPS APPR mode ~2nm from FAF LPV APPR mode after FACF
L/V APPR mode after FACF
GPS APPR mode ~2nm from FAF
Non-GPS approches can be flown Non-GPS approaches will have

without messages “APPR FOR REF ONLY” CDU message
“NO APPR” PFD message
No stepdown fixes inside FAF All stepdown fixes inside FAF (non-ILS)

CHAPTER 17
OXYGEN SYSTEM
CONTENTS
Page
17 OXYGEN SYSTEM
INTRODUCTION.................................................................................................................. 17-1
DESCRIPTION..................................................................................................................... 17-1
OXYGEN SYSTEM ............................................................................................................. 17-1
Manual Plug-In System................................................................................................. 17-3
Diluter-Demand Crew Oxygen Masks.......................................................................... 17-5
Plug-In Masks ............................................................................................................... 17-5
Oxygen Supply Cylinder............................................................................................... 17-5
Oxygen System Controls............................................................................................... 17-6
Oxygen Duration ........................................................................................................... 17-6
Oxygen Duration Computation ..................................................................................... 17-6
Time of Useful Consciousness...................................................................................... 17-7
PHYSIOLOGICAL TRAINING .......................................................................................... 17-8
What Is It? ..................................................................................................................... 17-8
Who Needs It?............................................................................................................... 17-8
Where Can You Get It? ................................................................................................. 17-8
How Long is the Course?.............................................................................................. 17-8
What Is Contained in the Course? ................................................................................ 17-8
What Are the Prerequisites for Training? ..................................................................... 17-9
How Do You Apply For Training? ................................................................................ 17-9
How Can You Get Further Information?....................................................................... 17-9

SERVICING THE OXYGEN SYSTEM .............................................................................. 17-9

Filling the Oxygen System ......................................................................................... 17-10
Oxygen Capacity......................................................................................................... 17-10
Oxygen Cylinder Retesting......................................................................................... 17-10
QUESTIONS ...................................................................................................................... 17-11
17 OXYGEN SYSTEM

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen System Schematic .................................................................................... 17-2
17-2 Plug-in Type Oxygen Mask................................................................................... 17-3
17-3 Crew Oxygen Mask ............................................................................................... 17-3
17 OXYGEN SYSTEM
17-4 Oxygen Cylinder Installation ................................................................................ 17-4
17-5 Oxygen System Control Handle............................................................................ 17-4
17-6 Oxygen Pressure Gage .......................................................................................... 17-4
17-7 Oxygen Fill Valve and Gage ................................................................................. 17-5
17-8 Percent of Usable Oxygen Capacity...................................................................... 17-6
17-9 FAA Altitude Chamber.......................................................................................... 17-8
TABLES
Table Title Page
17-1 Oxygen Duration (Minutes) .................................................................................. 17-7
17-2 Time of Useful Consciousness .............................................................................. 17-7

CHAPTER 17
OXYGEN SYSTEM
17 OXYGEN SYSTEM
INTRODUCTION
Pilot and passenger comfort and safety are of prime importance in operating this air-
plane. The task is to teach flight crewmembers to use the oxygen system safely and
effectively, when required, within the requirements of applicable FARs.
DESCRIPTION
This chapter presents a description and dis- Local servicing procedures referenced
cussion of the oxygen system. It includes i n t h e P i l o t ’s O p e ra t i n g H a n d b o o k a r e
general description, principle of opera- also included.
tion, controls, and emergency procedures.
Use of the oxygen duration char t involves
working simulated problems under vari- OXYGEN SYSTEM
ous flight conditions. FAR requirements
for crew and passenger needs are par t of Cur rent FARs require that anytime an air-
t h e d i s c u s s i o n , a s we l l a s t h e t y p e s a n d craft flies above 25,000 feet, oxygen must be
availability of oxygen masks. immediately available to the crew and pas-
sengers. The King Air C90GTi and C90GTx
systems comply with this requirement.

The oxygen system (Figure 17-1) provides tion is the diluter-demand crew mask when
an adequate flow for an altitude of 30,000 used in the 100% mode. For oxygen duration
feet. The masks and Oxygen Duration chart c o m p u t a t i o n , e a c h d i l u t e r- d e m a n d m a s k
(Normal Procedures section of the POH) are being used in the 100% mode is counted as
based on 3.7 LPM-NTPD. The only excep- two masks at 3.7 LPM-NTPD each.
FORWARD PRESSURE
BULKHEAD
17 OXYGEN SYSTEM
PRESSURE GAGE
CREW MASKS
CREW MASKS
OXYGEN SHUTOFF
CONTROL OUTLET FOR COPILOT
PULL-ON DILUTER DEMAND
MASK INSTALLATION
CABIN OUTLETS
NOTE:
CONSTANT FLOW PASSENGER PUSH-PULL
MASKS ARE STORED IN CONTROL
SEAT-BACK POCKETS
NOTES:
AVIATORS BREATHING
OXYGEN KEEP FILL
AREA CLEAN, DRY &
FREE FROM OIL
PRESSURIZED TO
___* PSI @ 14.7 PSI & 70OF
CABIN OUTLETS
* 1800 WHEN 22 CU FT
OUTLET, AFT COMPARTMENT CYLINDER IS USED.
(OPTIONAL) 1850 WHEN 49 OR 66
CU FT CYLINDER
IS USED
LEGEND
HIGH PRESSURE LINES
LOW PRESSURE LINES
AFT PRESSURE
BULKHEAD
CYLINDER
PRESSURE REGULATOR FILLER VALVE

AND SHUTOFF VALVE SUPPLY PRESSURE GAGE
Figure 17-1. Oxygen System Schematic

MANUAL PLUG-IN SYSTEM Passenger masks are kept in seatback pock-

ets except in the couch installation, in
The manual plug-in system is of the constant- which case they are stored under the couch.
flow type (Figure 17-2). Each mask plug is The cabin outlets are located at both the
equipped with its own regulating orif ice. The forward and aft ends of the cabin. All
pilot and copilot oxygen masks are quick- masks are easily plugged in by pushing the
donning oxygen masks and are connected to o r i f i c e i n f i r m ly a n d t u r n i n g c l o c k w i s e
the oxygen supply lines at all times (Figure approximately one-quar ter tur n. Unplug -
17-3). When the diluter demand masks are ging is easily accomplished by reversing
17 OXYGEN SYSTEM
not in use, one hangs from a bracket (on the the motion.
stub partition) behind the pilot’s head and
one hangs from a bracket behind the copi-
lot’s head.
Figure 17-2. Plug-in Type Oxygen Mask Figure 17-3. Crew Oxygen Mask

OXYGEN GAGE
17 OXYGEN SYSTEM
OXYGEN CYLINDER
OXYGEN CONTROL HANDLE
Figure 17-4. Oxygen Cylinder Installation
The oxygen supply cylinder is in the aft

unpressurized area of the fuselage (Figure
17-4). The oxygen system pressure regu-
lator and control valve are attached to the
c y l i n d e r, a n d a r e a c t iva t e d by a r e m o t e
push/pull knob located to the rear of the
c o c k p i t ov e r h e a d l i g h t c o n t r o l p a n e l
(Figure 17-5). When this control is pushed
in, no oxygen supply is available anywhere
in the air plane. When this control is pulled
out, the oxygen system is charged with oxy-
gen ready for use provided the oxygen sup-
p l y c y l i n d e r i s n o t e m p t y. T h e o x y g e n
supply pressure gage is located in the copi-
lot’s right subpanel (Figure 17-6).
Figure 17-5. Oxygen System Control

Handle Figure 17-6. Oxygen Pressure Gage

DILUTER-DEMAND CREW ing bag will inflate with breathing. Breath

OXYGEN MASKS normally. System eff iciency is determined
by the f it of the oxygen mask. Make certain
The crew are provided with diluter-demand, the masks f it properly and are in good con-
quick-donning oxygen masks (see Figure dition. The hose plug must be disconnected
17-3). These masks hang on the aft cockpit to stop the flow of oxygen.
partition behind and outboard on the pilot
and copilot seats. They are held in the armed There are certain important considerations
position by spring tension clips, and can be any time oxygen is in use. Do not use com-
17 OXYGEN SYSTEM
donned immediately with one hand. The di- b ustible products near oxygen. Common
luter-demand crew masks deliver oxygen to items such as chapstick, lipstick, women’s
the user only upon inhalation. Consequently, m a ke u p , o r m u s t a c h e wa x c o u l d s p o n t a -
there is no loss of oxygen when the masks neously ignite in the presence of oxygen.
are plugged in and the PULL ON handle is These items should be removed before using
pulled out, even though oxygen is immedi- oxygen. No smoking should be allowed in the
ately available upon demand. air plane when oxygen is in use.
A small lever on each diluter-demand oxy-

gen mask permits the selection of two modes OXYGEN SUPPLY CYLINDER
of operation: NORMAL and 100%. In the Oxygen for flight at high altitudes is sup-
NORMAL position, air from the cockpit is plied by a cylinder mounted behind the aft
mixed with the oxygen supplied through the pressure bulkhead. The cylinder is f illed by
mask. This reduces the rate of depletion of a valve accessible through an access door on
the oxygen supply, and it is more comfort- the right side of the aft fuselage. The high-
able to use than 100% aviator’s breathing pressure system has two pressure gages, one
oxygen. However, in the event of smoke or on the copilot’s RH sub-panel in the cockpit
fumes in the cockpit, the 100% position for in-flight use (Figure 17-7), and one ad-
should be used to prevent the breathing of jacent to the f iller valve for checking the
contaminated air. For this reason, the se- pressure of the system during f illing (Figure
lector levers should be left in the 100% po- 17-8). The cylinder is available in three dif-
sition when the masks are not in use so the ferent capacities: 22 cubic feet, 49 cubic
masks are always ready for maximum emer- feet, or 66 cubic feet.
gency use.
PLUG-IN MASKS
The plug-in oxygen masks in the cabin (see
17-2) are designed to be adjustable to f it the
average person with minimum leakage of
oxygen. To don the mask, f it the nose and
mouth piece over the f ace and adjust the
elastic headband over the head to hold the
mask f irmly in place. Insert the f itting in
one of the oxygen outlets in the overhead
cavity, push in f irmly, and turn clockwise
approximately one-quarter turn to lock it in
place. If oxygen is available (the system is
turned on and the oxygen cylinder charged),
the red flow indicator will move and the
green portion will come into view. The mix- Figure 17-7. Oxygen Fill Valve and Gage

OXYGEN SYSTEM CONTROLS minute (SLPM) flow and is approved for al-
titudes up to 30,000 feet. This table is also
A shutoff valve regulator in the cylinder is ac- used for the quick-donning, diluter-demand
tuated by its a push-pull shutoff control lo- crew oxygen masks. When selected to the
cated overhead between the pilot and copilot 100% mode, the number of crew masks in
seats (see Figure 17-5). Pushing in the han- use should be doubled for computation. To
dle deactivates the oxygen supply, while compute oxygen duration for four passen-
pulling out the handle actuates the oxygen g e r s a n d t wo c r ew m e m b e r s u s i n g t h e i r
supply. The regulator is a constant-flow type masks in 100% mode, consider eight peo-
17 OXYGEN SYSTEM
which supplies low-pressure oxygen through ple using oxygen.

aluminum plumbing to the outlets.
To compute the duration in minutes of avail-
able oxygen for eight people, assume the
OXYGEN DURATION pressure gage shows 1,500 pounds. Enter
A preflight requirement is to check the oxy- the Percent of Usable Oxygen Capacity chart
gen available, considering the number of ( Fi g u r e 1 7 - 8 ) a t 1 , 5 0 0 p o u n d s a n d r e a d
crew and passengers, to assure that it is suf- across to intersect the 32° F diagonal, then
f icient for descent to 12,500 feet, or until down to read 85% of usable capacity. To
loss of pressure in the air plane can be cor- compute the duration available, enter the
rected and cabin altitude pressure restored. Oxygen Duration chart (Table 17-1) at the
Full oxygen system pressure is 1800 ±50 psi 8-people-using column and read down to 55
at 70° F for the 22 cubic feet cylinder, and minutes available for a 66 cubic-foot sup-
1850 ±50 psi for the larger cylinders. First, ply bottle. Now take 85% of 55 and f ind the
read the oxygen pressure gage and note the cur rent oxygen duration available of ap-
p r e s s u r e . D e t e r m i n e f r o m t h e OX Y G E N proximately 46 minutes.
AVA I L A B L E W I T H PA RT I A L LY F U L L
BOTTLE g raph the percent of usable ca-
pacity. To obtain the duration in minutes of
the supply, obtain the duration for a full bot-
tle from the Oxygen Duration table, con-
sidering the number of persons aboard.
Multiply the full bottle duration by the per-
cent of full bottle available to obtain the
available oxygen duration in minutes.
On the C90GTi and C90GTx air plane, oxy-

gen duration is for a Puritan-Zep oxygen
system which must use the red, color-coded,
plug-in mask, rated at 3.7 standard liters per
minute–normal temperature pressure
(SLPM–NTPD) flow. Both aircraft are ap-
proved for altitudes up to 30,000 feet.
OXYGEN DURATION
COMPUTATION
In this sample computation, oxygen dura-
tion is computed for a Puritan-Zep oxygen
system which utilizes the red, color-coded, Figure 17-8. Percent of Usable
plug-in mask rated at 3.7 standard liters per Oxygen Capacity

Table 17-1. OXYGEN DURATION (MINUTES)
NUMBER OF PEOPLE USING *
CYLINDER
VOLUME 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
CU. FT.
DURATION IN MINUTES
17 OXYGEN SYSTEM
22 151 75 50 37 30 25 21 18 16 15 13 12 11 10 10
49 334 167 111 83 66 55 47 41 37 33 30 27 25 23 22
66 454 227 151 113 90 75 64 56 50 45 41 37 34 32 30
* THE PILOT AND COPILOT ARE EACH COUNTED AS 2 PEOPLE. CHART DURATIONS ARE
BASED ON CREW USING A NORMAL SETTING FOR 20,000 FEET CABIN ALTITUDES AND
BELOW, AND 100% SETTINGS FOR CABIN ALTITUDES ABOUT 20,000 FEET.
TIME OF USEFUL The Time of Useful Consciousness table

CONSCIOUSNESS (Table 17-2) shows the average time of use-
ful consciousness available at various alti-
In the event of decompression at altitude, tudes. This is the time from the onset of
the primary need is for oxygen to prevent hypoxia until loss of effective performance.
hypoxia. Hypoxia is the lack of adequate Individuals may differ from that shown in
oxygen to keep the brain and other body tis- the table. Using the Emergency Descent pro-
sue functioning properly. Early symptoms cedure in the Emergency Procedures sec-
of hypoxia are an increased sense of well- tion of the POH, a very rapid descent can
being, poor coordination, impaired think- minimize the exposure to hypoxia.
ing, unusual fatigue, and a dull headache.
Therefore, the crew must act quickly to don
oxygen masks and supply oxygen to the pas- Table 17-2. TIME OF USEFUL
sengers before the onset of hypoxia. CONSCIOUSNESS
The CABIN ALT HI annunciator illumi- CABIN PRESSURE TUC

nates when cabin altitude exceeds 12,500 ALTITUDE
f e e t , s h o u l d t h e r e d C A B I N A LT H I a n - 30,000 FEET 1-2 MINUTES
nunciator illuminate due to inadequate cabin
pressure, or loss of pressurization at high 25,000 FEET 3-5 MINUTES
altitudes, crew and passengers should don 22,000 FEET 5-10 MINUTES
oxygen masks immediately and descend to
a safe altitude. 12-18,000 FEET 30 MINUTES OR MORE

PHYSIOLOGICAL HOW LONG IS THE COURSE?

TRAINING The course takes one full day.
WHAT IS IT? WHAT IS CONTAINED IN THE

Physiological training is a program directed
COURSE?
toward understanding and surviving in the Many topics are covered. They include the
flight environment. It covers the problems of environment to which the flyer is exposed,
17 OXYGEN SYSTEM
both high and low altitudes and recommends p hy s i o l og i c a l f u n c t i o n s o f t h e b o d y a t

procedures to prevent or minimize the human ground level, and alteration of some of these
factor errors which occur in flight. functions by changes in the environment.
The higher one flies, the more critical be-
comes the need for supplemental oxygen.
WHO NEEDS IT? This need is discussed so that the trainee
The course is primarily of benef it to pilots. will understand why a pilot cannot fly safely
It is also recommended for other air crew at altitudes in excess of 12,500 feet for a
personnel, air traff ic controllers, aviation prolonged period without some aid, either
medical examiners and other personnel from supplemental oxygen or a pressurized air-
the national aviation system. craft. Both oxygen equipment and pressur-
ization are discussed. When humans are
confronted with certain stressful situations,
WHERE CAN YOU GET IT? there is a tendency to breathe too rapidly.
This topic (hyperventilation) and methods
A resident physiological training course at
of control are discussed. Ear pain on descent
the FAA’s Aeronautical Center in Oklahoma
and other problems with body gases and pro-
City is devoted entirely to problems in civil
cedures to prevent or minimize gas prob-
aviation (Figure 17-9). Many militar y in-
lems are explained. Alcohol, tobacco, and
stallations, and the National Aeronautics
drugs are also discussed as they apply to fly-
a n d S p a c e A d m i n i s t r a t i o n ( NA S A ) i n
ing. Pilot vertigo is discussed and demon-
Houston, Texas, conduct a resident program
strated so that the trainee will understand
for non-government personnel.
why a non-cur rent instrument pilot should
n eve r a t t e m p t t o f ly i n c l o u d s a n d o t h e r
weather situations where visibility is re-
duced. Resident courses include an altitude
chamber flight where the trainees experi-
ence individual symptoms of oxygen def i-
ciency as well as decompression. This flight
will demonstrate that:
1. Proper oxygen equipment and its use
will protect an individual from oxygen
def iciency.
2. An individual can experience and rec-

ognize symptoms that will be the same
as those found in actual flight and there-
fore take the necessary action to prevent
loss of judgment and consciousness.
Figure 17-9. FAA Altitude Chamber

3. Decompression is not dangerous pro-

vided proper super vision is present,
SERVICING THE
and proper actions are planned and OXYGEN SYSTEM
taken when necessary.
The oxygen system is ser viced by a f iller
valve accessible by removing an access plate
WHAT ARE THE on the right side of the aft fuselage (see
PREREQUISITES FOR Figure 17-7). The system has two pressure
TRAINING? gages, one on the right subpanel in the crew
17 OXYGEN SYSTEM
compartment for in-flight use, and one ad-
Personnel must have a valid FAA medical cer- jacent to the f iller valve for checking sys-
tif icate. A fee of twenty dollars is required. tem pressure during f illing. A shutoff valve
The applicant must be eighteen years of age and regulator on the cylinder control the
or older. flow of oxygen to the crew and passenger
outlets. The shutoff valve is actuated by a
HOW DO YOU APPLY FOR push-pull control located aft of the over-
head light control panel in the cockpit. The
TRAINING? regulator is a constant-flow type which sup-
All requests for the training course must be plies low-pressure oxygen through system
coordinated with: plumbing to the outlets.
FAA Airman Education Section T h e f o l l ow i n g p r e c a u t i o n s s h o u l d b e
(AAC–142) observed when purging or servicing the oxy-
Civil Aeromedical Institute gen system:
P.O. Box 25082
Oklahoma City, Oklahoma 73125 1. Avoid any operation that could create
sparks. Keep all burning cigarettes or
f ire away from the vicinity of the air-
HOW CAN YOU GET FURTHER plane when the outlets are in use.
INFORMATION?
2. I n s p e c t t h e f i l l e r c o n n e c t i o n f o r
Write to the Airman Education Section at cleanliness before attaching it to the
the above address, or phone (405) 686-4837. f iller valve.
3. Make sure that your hands, tools, and

c l o t h i n g a r e c l e a n , p a r t i c u l a r ly o f
g rease or oil stains. These contami-
nants are extremely dangerous in the
vicinity of oxygen.
4. As a fur ther precaution against f ire,

open and close all oxygen valves slowly
during f illing.

FILLING THE OXYGEN SYSTEM OXYGEN CYLINDER

When f illing the oxygen system, only use RETESTING
aviator’s breathing oxygen (MIL-0-27210). Oxygen cylinders used in the air plane are
of two types. Lightweight cylinders, stamped
WARNING “3HT” on the plate on the side, must be hy-
drostatically tested ever y three years and
D O N OT U S E M E D I C A L OX Y - the test date stamped on the cylinder. This
GEN. It contains moisture which can bottle has a ser vice life of 4,380 pressur-
17 OXYGEN SYSTEM
cause the oxygen valve to freeze. izations or 15 years, whichever occurs f irst,
and then must be discarded. Regular weight
Fill the oxygen system slowly by cylinders, stamped “3A,” or “3AA,” must be
adjusting the recharging rate with hydrostatically tested every f ive years and
the pressure regulating valve on the stamped with the retest date. Service life on
servicing cart, because the oxygen, these cylinders is not limited.
under high pressure, will cause ex-
cessive heating of the f iller valve.
Fi l l t h e cy l i n d e r ( 2 2 - c u b i c - f o o t
cylinder installation) to a pressure
of 1,800 ±50 psi at a temperature
of 70°F. This pressure may be in-
creased an additional 3.5 psi for
each degree of increase in temper-
ature; similarly, for each degree of
drop in temperature, reduce the
pressure for the cylinder by 3.5 psi.
The oxygen system, after f illing,
will need to cool and stabilize for
a short period before an accurate
reading on the gage can be ob-
tained. The 49- or 66-cubic-foot
cylinders may be charged to a pres-
sure of 1,850 ±50 psi at a temper-
ature of 70° F. When the system is
properly charged, disconnect the
f iller hose from the f iller valve and
replace the protective cap on the
f iller valve.
OXYGEN CAPACITY
Oxygen for unpressurized, high-altitude
flight is supplied by a cylinder in the com-
par tment immediately aft of the pressure
bulkhead (see Figure 17-4). A 22-, 49-, or
66-cubic-foot cylinder may be installed.

QUESTIONS
1. When selected to 100%, the number of
crew masks in use to be used for com-
puting oxygen duration is:
A. Counted once
B. Tripled
17 OXYGEN SYSTEM
C. Halved
D. Doubled
2. The crew diluter-demand, quick-don-

ning masks should be set to NORMAL:
A. At all times
B. At altitudes below 20,000 ft.
C. At altitudes above 20,000 ft.
D. Anytime there is smoke in the cock-
pit
3. The passenger masks are deployed:

A. Automatically when the cabin alti-
tude exceeds 12,500 ft.
B. By pulling the PASSENGER MAN-
UAL DROPOUT handle
C. Manually by the passengers
D. Automatically when the Oxygen sys-
tem is armed

CHAPTER 18
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION................................................................................................................. 18-1
TOILET................................................................................................................................. 18-2
RELIEF TUBES ................................................................................................................... 18-2
EMERGENCY/ABNORMAL.............................................................................................. 18-2
QUESTIONS ........................................................................................................................ 18-3
18 MISCELLANEOUS
SYSTEMS

ILLUSTRATIONS
Figure Title Page
18-1 Toilet ...................................................................................................................... 18-2
18-2 Relief Tube ............................................................................................................ 18-2
18 MISCELLANEOUS
SYSTEMS

CHAPTER 18
MISCELLANEOUS SYSTEMS
18 MISCELLANEOUS
SYSTEMS
INTRODUCTION
This chapter describes the miscellaneous systems in the King Air C90GTi and C90GTx
aircraft, which include the toilet and relief tubes.

TOILET RELIEF TUBES

The forward-facing toilet is in the aft cargo An optional relief tube is located in the cabin
area just inside of the airstair door (Figure sidewall just forward of the toilet when in-
18-1). The aft cargo area can be closed off stalled. (Figure 18-2). A relief tube is also
from the cabin by pulling the installed fold- installed in the cockpit and stowed under
ing curtain closed. The curtain is held closed the pilot seat. The hose on the cockpit relief
against a stub par tition with button-type tube is long enough for use by either the
snap fasteners. pilot or copilot.
18 MISCELLANEOUS
SYSTEMS
Figure 18-2. Relief Tube
A valve lever is on the side of the relief tube

horn. The lever must be pressed at all times
while the relief tube is in use.
Each tube drains into the atmosphere through

its own drain port on the bottom of the fuse-
Figure 18-1. Toilet lage. Each drain port atomizes the discharge
to keep it away from the skin of the aircraft.
The installed toilet is an electrically-flush- NOTE

ing type. A hinged seat must be raised to ac-
cess the toilet. A toilet tissue dispenser is in The relief tubes are for use during
a slide out compartment on the forward side flight only.
of the toilet cabinet. A sliding knife-valve
on the tank assembly can be closed to seal
the tank for removal and ser vicing. This EMERGENCY/
valve should be open prior to each flight.
The position (whether open or closed) of the
ABNORMAL
knife-valve can be seen through the toilet For infor mation on emergency/abnor mal
bowl above. procedures, refer to the appropriate abbre-
v i a t e d c h e c k l i s t s o r t h e FA A - a p p r ov e d
Aircraft Flight Manual.

QUESTIONS
1. The sliding-knife valve on a Monogram
toilet is to be open?
A. At all times except when servicing the
unit
B. At all times including when servicing
the unit
C. Only when servicing the unit
D. Only when in actual use
18 MISCELLANEOUS
SYSTEMS

CHAPTER 19
MANUEVERS AND PROCEDURES
CONTENTS
Page
FLIGHT MANEUVERS AND PROFILES ......................................................................... 19-1
Takeoff........................................................................................................................... 19-1
FLIGHT PROFILES ............................................................................................................. 19-1
LANDING .......................................................................................................................... 19-17
Flaps-Up Approach and Landing ............................................................................... 19-17
Single-Engine Approach and Landing........................................................................ 19-17
Crosswind Approach And Landing............................................................................. 19-17
WINDSHEAR .................................................................................................................... 19-17
General ........................................................................................................................ 19-17
Microbursts ................................................................................................................. 19-18
Acceptable Performance Guidelines ........................................................................... 19-18
AND PROCEDURES
19 MANEUVERS

ILLUSTRATIONS
Figure Title Page
19-1 Normal Takeoff and Departure.............................................................................. 19-2
19-2 Engine Failure on Takeoff...................................................................................... 19-3
19-3 Rejected Takeoff .................................................................................................... 19-4
19-4 Steep Turns ............................................................................................................ 19-5
19-5 Approach to Stall—Clean Configuration.............................................................. 19-6
19-6 Approach to Stall—Takeoff Configuration........................................................... 19-7
19-7 Approach to Stall—Landing Configuration.......................................................... 19-8
19-8 Approach to Stall—Approach Configuration ....................................................... 19-9
19-9 Emergency Descent ............................................................................................. 19-10
19-10 Visual Approach and Landing—Normal ............................................................ 19-11
19-11 Visual Approach and Landing–No Flap.............................................................. 19-12
19-12 Visual Approach and Landing–One Engine Inoperative..................................... 19-13
19-13 ILS Approach—Landing in Sequence from an ILS............................................ 19-14
19-14 Non-Precision Approach—Procedure Turn......................................................... 19-15
19-15 Circling Approach and Landing .......................................................................... 19-16
AND PROCEDURES
19 MANEUVERS

CHAPTER 19
MANUEVERS AND PROCEDURES
FLIGHT MANEUVERS
AND PROFILES
AND PROCEDURES
19 MANEUVERS
TAKEOFF
Crosswind Takeoff Obstacle Clearance Takeoff
Follow procedures for normal takeoff except: Follow procedures for normal takeoff except:
• Hold aileron into wind. • Maintain V 2 until clear of obstacle.
• Maintain runway heading with rudder
until rotation then crab to hold cen-
ter line. FLIGHT PROFILES
Instrument Takeoff Specif ic flight prof iles are graphically de-
Follow procedures for normal takeoff except: picted on the following pages.
• Transition to flight instruments at or
before 100 feet AGL.

AREA DEPARTURE/CLIMB
PROFILE
1. 150 KIAS TO 10,000 FT
2. 130 KIAS 10,000 - 20,000 FT
3. 120 KIAS 20,000 - 25,000 FT
4. 110 KIAS 25,000 - 30,000 FT
CRUISE
CLIMB-OUT
1. ACCELERATE TO
CRUISE SPEED 1. ACCELERATE TO
2. SET CRUISE POWER 150 KIAS
3. COMPLETE CRUISE 2. LANDING/TAXI
CHECKLIST LIGHTS—OUT
3. COMPLETE CLIMB
CHECKLIST
TAKEOFF
1. ROTATE AT VR TO
APPROX. 10° NOSE UP
2. ESTABLISH POSITIVE
RATE OF CLIMB
3. LANDING GEAR—UP
VYSE OR ABOVE
TAKEOFF ROLL
1. RECHECK TORQUE/ITT 1. YAW DAMP—ON
2. ANNUNCIATORS—CHECK 2. CLIMB—400' AGL
3. ACCELERATE TO 108 KIAS
4. FLAPS—UP (IF USED)
IN POSITION 5. CLIMB POWER—SET
1. HOLD BRAKES
2. POWER—SET
3. L/R AUTOFEATHER—
ILLUMINATED
4. BRAKES—RELEASE
AND PROCEDURES
19 MANEUVERS
BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKLIST—COMPLETE
2. RECHECK VR AND SINGLE
ENGINE CLIMB SPEED
Figure 19-1. Normal Takeoff and Departure

NOTE:
DO NOT RETARD FAILED ENGINE POWER LEVER 1,000' AGL (MIN)

UNTIL THE AUTOFEATHER SYSTEM HAS COMPLETELY AS TIME PERMITS:
STOPPED PROPELLER ROTATION. 1. COMPLETE ENGINE FAILURE
CHECKLIST CLEAN-UP ITEMS
2. LAND AS SOON AS PRACTICAL
CLIMB
1. VYSE (BLUE LINE)
AFTER LIFTOFF
1. POWER—MAXIMUM ALLOWABLE
2. AIRSPEED—VLOF OR ABOVE
3. PROP—VERIFY FEATHERED
4. VERIFY GEAR UP
5. AIRSPEED—MAINTAIN V2 UNTIL 400' AGL,
THEN ACCELERATE TO 108 KIAS VYSE/400' AGL
1. ALTITUDE—400' AGL OR HIGHER
2. AIRSPEED—VYSE
TAKEOFF 3. FLAPS—UP (IF USED)
1. ROTATE AT VR TO 4. YAW DAMP—ON
APPROX. 10° NOSE UP
2. ESTABLISH POSITIVE
RATE OF CLIMB
3. GEAR—UP ENGINE LOSS
1. MAINTAIN RUNWAY HEADING
AND PROCEDURES
19 MANEUVERS
BEFORE TAKEOFF NOTE:
1. FOLLOW NORMAL TAKEOFF
IT MAY BE NECESSARY TO BANK AS MUCH AS 5°
PROCEDURES UNTIL AT OR
INTO THE GOOD ENGINE TO MAINTAIN RUNWAY
ABOVE VR
HEADING. IT WILL TAKE ALMOST FULL RUDDER
ON THE SIDE OF THE GOOD ENGINE TO KEEP
THE BALL SLIGHTLY OFF CENTER.
Figure 19-2. Engine Failure on Takeoff

EMERGENCY OR MALFUNCTION
AT OR BELOW VR
1. RECOGNIZE REASON FOR REJECTING TAKEOFF
2. POWER LEVERS—GROUND FINE
3. BRAKING—MAXIMUM, OR AS REQUIRED
4. REVERSE—AS NECESSARY
5. MAINTAIN RUNWAY HEADING
CLEAR OF RUNWAY
1. COMPLETE AFTER
LANDING CHECKLIST
AND PROCEDURES
19 MANEUVERS
BEFORE TAKEOFF
1. FOLLOW NORMAL TAKEOFF
PROCEDURES UNTIL INITIATING NOTE:
ABORT AT OR BELOW VR
IF REJECTED TAKEOFF IS DUE TO REASONS
OTHER THAN ONE ENGINE POWER LOSS,
REVERSE IS MOST EFFECTIVE AT HIGH SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOW SPEEDS.
Figure 19-3. Rejected Takeoff

ROLLOUT
1. RETURN TO AND HOLD
ENTRY PARAMETERS
HOLD 45° BANK
1. SMALL PITCH CORRECTIONS
2. MAINTAIN AIRSPEED
THROUGH 30° BANK

1. ADD APPROX 100 LBS TORQUE
2. ONE UNIT NOSE UP TRIM
3. SMALL PITCH INCREASE
ROLL INTO TURN

1. MAINTAIN INITIAL
THROUGH 30° BANK
ALTITUDE 1. REDUCE TORQUE 100 LBS
2. REDUCE PITCH
3. TAKE OUT TRIM
AND PROCEDURES
19 MANEUVERS
ROLL OUT OF TURN
1. START ROLLOUT 25° PRIOR
TO ROLLOUT HEADING
INITIAL ENTRY
1. AIRSPEED — 160 KIAS
2. TORQUE — APPROX
800 LBS
3. HEADING BUG — SET
4. FD — OFF
5. CHECK ADI PITCH
REFERENCE
Figure 19-4. Steep Turns

BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER
INITIAL CONDITION: AT HORN OR BUFFET—RECOVER: COMPLETION:
1. TORQUE—200 LBS 1. SIMULTANEOUSLY ADVANCE THE POWER 1. LEVEL OFF AT NEW ALTITUDE
2. PROPELLERS—1,900 RPM LEVERS TOWARD MAX TORQUE, REDUCE AND HEADING
3. MAINTAIN INITIAL HEADING THE PITCH ATTITUDE AS NECESSARY TO 2. RESET POWER, AS REQUIRED
4. MAINTAIN INITIAL ALTITUDE STOP THE STALL WARNING, AND ROLL
5. PITCH ATTITUDE PRIOR TO HORN THE WINGS LEVEL
OR BUFFET MAY REACH 10°-15°, 2. ESTABLISH POSITIVE RATE OF CLIMB
DEPENDING ON TECHNIQUE
6. HORN WILL SOUND APPROX.
10 KNOTS ABOVE BUFFET
AND PROCEDURES
19 MANEUVERS
HORN VYSE
OR BUFFET
Figure 19-5. Approach to Stall—Clean Configuration

1. TORQUE—200 LBS 1. REDUCE THE PITCH ATTITUDE AS 1. LEVEL OFF AT NEW ALTITUDE
2. PROPELLERS—1,900 RPM NECESSARY TO STOP THE STALL AND CURRENT HEADING
3. MAINTAIN INTITIAL HEADING WARNING, AND ROLL THE WINGS LEVEL 2. RESET POWER, AS REQUIRED
4. MAINTAIN INTITIAL ALTITUDE 2. ESTABLISH POSITIVE RATE OF CLIMB
5. FLAPS—APPROACH 3. FLAPS—UP, AT OR ABOVE VYSE (BLUE LINE)
(BELOW TRIANGLE)
6. AT 110 KIAS OR LESS,
SIMULTANEOUSLY SET THE
TORQUE TO 700 LBS.
(SIMULATED 100% TORQUE)
ESTABLISH A BANK ANGLE
OF 20° (NO MORE THAN 30°),
RAISE THE NOSE AND CLIMB
7. PILOT MAY BE REQUIRED TO
PERFORM THIS MANEUVER
WHILE MAINTAINING 15° - 30°
ANGLE OF BANK OR WHILE
MAINTAINING HEADING
8. DECREASE SPEED APPROX.
1 KNOT PER SECOND
9. PITCH ATTITUDE PRIOR TO
HORN OR BUFFET MAY
REACH 15° - 25°, DEPENDING
ON TECHNIQUE
AND PROCEDURES
19 MANEUVERS
10 KNOTS ABOVE BUFFET
HORN VYSE
OR BUFFET
Figure 19-6. Approach to Stall—Takeoff Configuration

3. MAINTAIN INTITIAL HEADING THE PITCH ATTITUDE AS NECESSARY TO 2. RESET POWER, AS REQUIRED
4. MAINTAIN INTITIAL ALTITUDE STOP THE STALL WARNING, AND ROLL THE
5. FLAPS—APPROACH WINGS LEVEL
(BELOW TRIANGLE) 2. ESTABLISH POSITIVE RATE OF CLIMB
6. GEAR—DOWN (BELOW VLE) 3. FLAPS—UP, AT OR ABOVE 101 KIAS
7. FLAPS—DOWN 100% 4. GEAR—UP
(BELOW TOP OF WHITE ARC) 5. MINIMIZE LOSS OF ALTITUDE
8. SLOWLY REDUCE TORQUE
TO 200 LBS
HORN OR BUFFET MAY FOR THE C90GTx WITH THE CENTEX
REACH 10° - 15°, DEPENDING SUPPLEMENT:
ON TECHNIQUE
10. HORN WILL SOUND APPROX. 1. SIMULTANEOUSLY ADVANCE THE POWER
10 KT ABOVE BUFFET LEVERS TOWARD MAX TORQUE, REDUCE
THE PITCH ATTITUDE, AS NECESSARY TO
STOP THE STALL WARNING, AND ROLL
THE WINGS LEVEL
2. ESTABLISH POSITIVE RATE OF CLIMB
3. FLAPS—APPROACH, AT OR ABOVE 102 KIAS
4. GEAR—UP
5. FLAPS—UP
AND PROCEDURES
19 MANEUVERS
6. MINIMIZE LOSS OF ALTITUDE
HORN VYSE
OR BUFFET
Figure 19-7. Approach to Stall—Landing Configuration

3. MAINTAIN INTITIAL HEADING THE PITCH ATTITUDE AS NECESSARY TO 2. RESET POWER, AS REQUIRED
4. MAINTAIN INTITIAL ALTITUDE STOP THE STALL WARNING, AND ROLL THE
5. FLAPS—APPROACH WINGS LEVEL
(BELOW TRIANGLE) 2. ESTABLISH POSITIVE RATE OF CLIMB
6. GEAR—DOWN (BELOW VLE) 3. FLAPS—UP, AT OR ABOVE VYSE (BLUE LINE)
7. FLAPS—DOWN 100% 4. GEAR—UP
(BELOW TOP OF WHITE ARC)
8. SLOWLY REDUCE TORQUE
TO 200 LBS
HORN OR BUFFET MAY
REACH 10° - 15°, DEPENDING
ON TECHNIQUE
10 KT ABOVE BUFFET
AND PROCEDURES
19 MANEUVERS
HORN VYSE
OR BUFFET
Figure 19-8. Approach to Stall—Approach Configuration

INITIAL DESCENT LEVEL-OFF
14° NOSE DOWN
REDUCE RATE OF DESCENT

APPROXIMATELY 500 FT
ABOVE LEVEL OFF ALTITUDE
LEVEL OFF
1. OXYGEN SYSTEM — VERIFY ARMED 1. INITIAL PITCH ATTITUDE — 14° NOSE DOWN 1. APPROXIMATELY 500 FT
2. CREW MASK — ON 2. MAXIMUM IAS SHOULD BE VLE BEFORE LEVEL OFF
3. PASSENGER OXYGEN — AS REQUIRED 3. ADVISE ATC ALTITUDE, SMOOTHLY
4. POWER LEVERS — IDLE 4. RESET ALTIMETER AND ALTITUDE REDUCE RATE OF DESCENT
5. PROP LEVERS — SMOOTHLY FULL ALERTER TO LEVEL OFF ALTITUDE 2. FLAPS — UP
FORWARD 3. GEAR — UP (BELOW
6. FLAPS — APPROACH (BELOW TRIANGLE) VLO RETRACTION)
7. GEAR — DOWN (BELOW VLE) 4. ADD POWER AS REQUIRED
5. REMOVE MASK
6. SET PROP RPM
7. COMPLETE DESCENT
CHECKLIST
AND PROCEDURES
NOTE:
19 MANEUVERS
IF INITIAL INDICATED AIRSPEED IS ABOVE

VLE , MAINTAIN THE INITIAL ALTITUDE
UNTIL THE IAS IS AT OR BELOW VLE.
Figure 19-9. Emergency Descent

INITIAL REJECTED/BALKED LANDING

1. OBTAIN ATIS 1. POWER—MAXIMUM ALLOWABLE
2. DESCENT CHECKLIST— 2. AIRSPEED—101 KIAS
COMPLETE 3. FLAPS—UP
4. GEAR—UP
5. AIRSPEED (CLEAR OF OBSTACLES)—
NORMAL CLIMB
THRESHOLD
1. GEAR—RECHECK
DOWN
2. AIRSPEED—VREF
3. POWER—IDLE
4. PROPS—FULL FORWARD
ARRIVAL
1. TORQUE—APPROX. 600 LBS
2. 140 KIAS (TYPICAL)
3. START BEFORE LANDING CHECKLIST LANDING
1. GROUND FINE
2. BRAKES—AS REQUIRED
DOWNWIND
1. FLAPS—APPROACH
2. 130 KIAS
ABEAM TOUCHDOWN POINT

1. GEAR—DOWN
2. BEFORE LANDING CHECKLIST— FINAL
COMPLETE
1. AIRSPEED—120 KIAS
WHEN LANDING ASSURED:
2. FLAPS—DOWN
AND PROCEDURES
19 MANEUVERS
BASE 3. TRANSITION TO VREF
4. YAW DAMP—OFF
1. 120 KIAS 5. NORMAL LANDING
CAUTION CHECKLIST—COMPLETE
TO ENSURE CONSTANT REVERSING

CHARACTERISTICS, THE PROPELLER
CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
CAUTION
NOTE:
REVERSE IS MOST EFFECTIVE AT IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
HIGHER SPEEDS; BRAKING IS MOST REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
EFFECTIVE AT LOWER SPEEDS. BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST,
OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
DAMAGE PROPELLER BLADES, AND DUST OR SNOW
MAY IMPAIR THE PILOT'S VISIBILITY.
Figure 19-10. Visual Approach and Landing—Normal

INITIAL REJECTED/BALKED LANDING

1. OBTAIN ATIS 1. POWER—MAXIMUM ALLOWABLE
2. DESCENT CHECKLIST— 2. AIRSPEED—101 KIAS (MIN)
COMPLETE 3. FLAPS—RECHECK UP
4. GEAR—UP
5. AIRSPEED (CLEAR OF OBSTACLES)—
NORMAL CLIMB
THRESHOLD
1. GEAR—RECHECK DOWN
2. AIRSPEED—FLAPS-UP
APPROACH SPEED
3. POWER—IDLE
ARRIVAL
1. TORQUE—APPROX. 1,000 LBS
3. START THE FLAPS UP LANDING
LANDING CHECKLIST 1. GROUND FINE OR REVERSE
DOWNWIND
1. FLAPS—UP
2. 130 KIAS

1. GEAR—DOWN
FINAL
WHEN LANDING IS ASSURED:
AND PROCEDURES
2. TRANSITION TO FLAPS-UP
19 MANEUVERS
BASE
APPROACH SPEED
1. FLAPS-UP APROACH 3. YAW DAMP—OFF
SPEED + 15KIAS 4. FLAPS-UP LANDING
CAUTION CHECKLIST—COMPLETE
TO ENSURE CONSTANT REVERSING

CHARACTERISTICS, THE PROPELLER
CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
CAUTION
NOTE:
REVERSE IS MOST EFFECTIVE AT IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
HIGHER SPEEDS; BRAKING IS MOST REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
EFFECTIVE AT LOWER SPEEDS. BLADE EROSION. CARE MUST BE EXERCISED WHEN
OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
DAMAGE PROPELLER BLADES, AND DUST OR SNOW
Figure 19-11. Visual Approach and Landing–No Flap

ONE-ENGINE-INOPERATIVE
GO-AROUND
INITIAL
1. OBTAIN ATIS 2. GEAR—UP
2. DESCENT CHECKLIST— 3. FLAPS—UP
COMPLETE 4. AIRSPEED—108 KIAS
THRESHOLD
1. GEAR—RECHECK
DOWN
2. AIRSPEED—VREF
3. POWER—IDLE
ARRIVAL
1. TORQUE—APPROX. 1,000 LBS
3. START ONE-ENGINE-INOPERATIVE LANDING
LANDING CHECKLIST
1. GROUND FINE OR REVERSE
DOWNWIND
1. FLAPS—APPROACH
2. 130 KIAS
AND PROCEDURES
1. GEAR—DOWN
19 MANEUVERS
2. PROP—FULL FORWARD
FINAL
WHEN IT IS CERTAIN THERE IS NO
BASE POSSIBILITY OF A GO-AROUND:
1. 120 KIAS 2. FLAPS—DOWN
3. TRANSITION TO VREF
4. YAW DAMP—OFF
5. ONE-ENGINE-INOPERATIVE
NOTE: LANDING CHECKLIST—
COMPLETE
SINGLE-ENGINE REVERSE THRUST MAY BE USED WITH
CAUTION AFTER TOUCHDOWN ON SMOOTH, DRY,
PAVED SURFACES.
Figure 19-12. Visual Approach and Landing–One Engine Inoperative

INITIAL
OM
1. OBTAIN ATIS
2. REVIEW APPROACH AND
MISSED APPROACH
3. NAVAIDS—TUNE/IDENT
4. DESCENT CHECKLIST—
GLIDE SLOPE INTERCEPT COMPLETE
2. 120 KIAS (VYSE MIN)
DH-MISSED APPROACH
MM
2. PITCH—10° NOSE UP
3. GEAR—UP
4. FLAPS—UP ARRIVAL
5. AIRSPEED—NORMAL CLIMB
6. COMPLETE MISSED APPROACH 1. TORQUE—APPROX. 600 LBS
PROCEDURE 2. 140 KIAS (TYPICAL)
3. FD—AS DESIRED
4. START BEFORE LANDING
CHECKLIST
DH
APPROACH INBOUND
1. FLAPS—APPROACH
2. 120 - 130 KIAS
APPROACHING GLIDE SLOPE

1. GEAR—DOWN
2. COMPLETE BEFORE LANDING CHECKLIST
DH-VISUAL AND LANDING ASSURED

1. FLAPS—DOWN
AND PROCEDURES
2. TRANSITION TO VREF
19 MANEUVERS
3. YAW DAMP—OFF
4. NORMAL LANDING CHECKLIST—COMPLETE
LANDING THRESHOLD
1. GROUND FINE OR REVERSE 1. GEAR—RECHECK DOWN
2. BRAKES—AS REQUIRED 2. AIRSPEED—VREF
3. POWER—IDLE
CAUTION CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS, IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF

THE PROPELLER CONTROL MUST BE IN FULL INCREASE REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
RPM POSITION. BLADE EROSION. CARE MUST BE EXERCISED WHEN
NOTE: OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; DAMAGE PROPELLER BLADES, AND DUST OR SNOW
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS.
Figure 19-13. ILS Approach—Landing in Sequence from an ILS

INITIAL PROCEDURE TURN OUTBOUND

1. OBTAIN ATIS
1. START TIMING
2. REVIEW APPROACH AND
2. FLAPS—APPROACH
MISSED APPROACH
3. 130 KIAS
3. NAVAIDS—TUNE/IDENT
4. DESCENT CHECKLIST— FAF
COMPLETE
PROCEDURE TURN INBOUND
1. FD—AS DESIRED
2. RESET ALTITUDE ALERTER
ARRIVAL
3. FD—AS DESIRED
4. START APPROACH
CHECKLIST
STATION PASSAGE
MAP-MISSED APPROACH 1. START TIMING
2. SET ALTITUDE ALERTER
2. PITCH—10° NOSE UP
3. GEAR—UP
4. FLAPS—UP
5. AIRSPEED—NORMAL CLIMB INTERCEPT FINAL APPROACH
6. COMPLETE MISSED APPROACH
1. COURSE INBOUND
PROCEDURE MAP
FAF APPROACH INBOUND

1. RESET ALTITUDE ALERTER
MDA
FINAL APPROACH FIX

1. START TIMING
2. GEAR—DOWN
THRESHOLD 4. COMPLETE BEFORE
AND PROCEDURES
LANDING CHECKLIST
19 MANEUVERS
2. AIRSPEED—VREF
3. POWER—IDLE
MINIMUM DESCENT ALTITUDE (MDA)

LANDING MAP-LANDING ASSURED 1. LEVEL OFF AT MDA AT LEAST 1 MILE
1. GROUND FINE OR REVERSE 1. FLAPS—DOWN PRIOR TO MAP, IF POSSIBLE
2. BRAKES—AS REQUIRED 2. TRANSITION TO VREF 2. TORQUE—800 - 1,000 LBS
3. YAW DAMP—OFF 3. 120 KIAS (VYSE MIN)
4. NORMAL LANDING
CHECKLIST—COMPLETE
CAUTION CAUTION

REVERSING ON RUNWAYS WITH LOOSE SAND, DUST, OR
SNOW ON THE SURFACE. FLYING GRAVEL WILL DAMAGE
NOTE:
PROPELLER BLADES, AND DUST OR SNOW MAY IMPAIR
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; THE PILOT'S VISIBILITY.
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS
Figure 19-14. Non-Precision Approach—Procedure Turn

ARRIVAL NOTE:
THIS IS A CATEGORY B AIRCRAFT, BUT
1. PLAN CIRCLING MANEUVER AIRSPEEDS OF 121 THROUGH 140 KIAS
2. FOLLOW NORMAL APPROACH REQUIRE USING CATEGORY C MINIMUMS.
PROCEDURES TO MDA
THRESHOLD
MDA
MAP 1. GEAR—RECHECK DOWN
2. AIRSPEED—VREF
3. POWER—IDLE FINAL
1. 120 KIAS (VYSE + 10 KT MIN)
WHEN LANDING ASSURED:
MINIMUM DESCENT ALTITUDE (MDA) 3. FLAPS—DOWN 100%
1 NM 4. TRANSITION TO VREF
1. LEVEL OFF AT MDA AT LEAST 1 5. YAW DAMP—OFF
MILE PRIOR TO MAP, IF POSSIBLE
2. TORQUE—800 - 1,000 LBS
3. 120 KIAS (VYSE + 10 KT MIN)
4. MANEUVER WITHIN VISIBILITY
CRITERIA
5. MAINTAIN MDA
MAP AND DURING CIRCLING MANEUVER

1. DETERMINE THAT VISUAL CONTACT WITH
THE RUNWAY ENVIRONMENT CAN BE
MAINTAINED AND A NORMAL LANDING CAN
BE MADE FROM A CIRCLING APPROACH,
AND PROCEDURES
19 MANEUVERS
OR INITIATE A MISSED APPROACH

2. MAINTAIN MDA DURING CIRCLING MANEUVER
BASE
1. COMMENCE DESCENT FROM
A POINT WHERE A NORMAL
LANDING CAN BE MADE
CAUTION CAUTION

REVERSING ON RUNWAYS WITH LOOSE SAND, DUST, OR
NOTE: SNOW ON THE SURFACE. FLYING GRAVEL WILL DAMAGE
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; PROPELLER BLADES, AND DUST OR SNOW MAY IMPAIR
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. THE PILOT'S VISIBILITY.
Figure 19-15. Circling Approach and Landing

LANDING CROSSWIND APPROACH AND

LANDING
FLAPS-UP APPROACH AND Follow normal approach and landing proce-
LANDING dures except:
Follow normal approach and landing proce- • Crab into the wind to maintain the
dures except: desired track across the ground.
• Complete the flaps up landing • Immediately prior to touchdown, lower
checklist. the upwind wing by use of the aileron
and align the fuselage with the r un-
• Maintain airspeed of 115 knots. way by use of the rudder. During the
rollout, hold the aileron control into
the wind and maintain directional con-
SINGLE-ENGINE APPROACH trol with the rudder and brakes.
AND LANDING
Follow normal approach and landing proce-
dures except: WINDSHEAR
• Complete the one-engine-inoperative
approach and landing checklist. GENERAL
• The target torque settings are approx- The best windshear procedure is avoidance.
imately doubled. Recognize the indications of potential wind-
shear and then:
• Maintain the airspeed at least 10 knots
above V REF until landing assured.
AVOID AVOID AVOID
• Cautiously use reverse, if necessary.
• I f p e r f o r m a n c e i s l i m i t e d wh e n a c - The key to recovery from windshear is to fly
complishing a circling approach, cir- the aircraft so it is capable of a climb gradi-
cle with the flaps positioned for ent greater than the windshear-induced loss
approach and the gear up until it is o f p e r f o r m a n c e . N o r m a l ly, t h e s t a n d a r d
certain the f ield can be reached with wind/gust correction factor 1/2 gust will pro-
AND PROCEDURES
vide a suff icient margin of climb perform-
19 MANEUVERS
the gear down.
ance. If a shear is encountered that
jeopardizes safety, initiate a rejected land-
ing procedure. If the sink rate is ar rested,
continue with the procedure for microbursts.

MICROBURSTS ACCEPTABLE PERFORMANCE

If a microburst is encountered, the f irst in- GUIDELINES
dication will be a rapid increase in the rate • Understand that avoidance is primary.
o f d e s c e n t a c c o m p a n i e d by a r a p i d d r o p
below glide path (visual or electronic). • Ability to recognize potential winds-
hear situations.
1. Initiate normal rejected landing pro- • Ability to fly the aircraft to obtain op-
cedures (10° pitch). timum performance.
2. Do not change the aircraft conf igu-
ration until a climb is established.
3. I f t h e a i r c r a f t i s n o t c l i m b i n g ,
smoothly increase pitch until a climb
is established or stall warning is en-
countered. If stall warning is encoun-
tered, decrease pitch suff iciently to
depart the stall warning regime.
4. When positively climbing at a safe
altitude, complete the rejected land-
ing maneuver.
NOTE
The positive rate of climb should
be verif ied on at least two (2) in-
s t r u m e n t s . L e ave t h e g e a r d ow n
until you have this climb indica-
tion, as it will absorb some energy
on impact should the microburst
exceed your capability to climb.
WARNING
AND PROCEDURES
19 MANEUVERS
If a decision is made to rotate to

t h e s t a l l wa r n i n g , ex t r e m e c a r e
should be exercised so as not to
over rotate beyond that point as the
aircraft is only a small percentage
above the stall when the aural warn-
ing activates.

CHAPTER 20
WEIGHT AND BALANCE
Please refer to the OEM Manual applicable to this particular aircraft.
20 WEIGHT AND BALANCE

21 FLIGHT PLANNING
AND PERFORMANCE
CHAPTER 21
FLIGHT PLANNING AND PERFORMANCE
Please refer to the OEM Manual applicable to this particular aircraft.

CHAPTER 22
CREW RESOURCE MANAGEMENT
CONTENTS
Page
RESOURCE MANAGEMENT
INTRODUCTION................................................................................................................. 22-1
22 CREW
CREW CONCEPT BRIEFING GUIDE............................................................................... 22-3
Description .................................................................................................................... 22-3
Common Terms ............................................................................................................. 22-3
Pretakeoff Briefing (IFR/VFR)..................................................................................... 22-3
Crew Coordination Approach Sequence ....................................................................... 22-5
ALTITUDE CALLOUTS ..................................................................................................... 22-8
Enroute .......................................................................................................................... 22-8
Approach—Precision .................................................................................................... 22-8
Approach—Nonprecision.............................................................................................. 22-9
Significant Deviation Callout ....................................................................................... 22-9

ILLUSTRATIONS
Figure Title Page
22-1 Situational Awareness in the Cockpit .................................................................... 22-2
22-2 Command and Leadership..................................................................................... 22-2
RESOURCE MANAGEMENT
22-3 Error Management................................................................................................. 22-4
22-4 Communication Process ........................................................................................ 22-4
22 CREW
22-5 Decision-Making Process ...................................................................................... 22-4
22-6 Crew Performance Standards ................................................................................ 22-6

CHAPTER 22
CREW RESOURCE MANAGEMENT
RESOURCE MANAGEMENT
22 CREW
INTRODUCTION
This chapter describes the crew resource management program. Information is pro-
vided on the crew concept brief ing guide and altitude callouts between pilots.

SITUATIONAL AWARENESS IN THE COCKPIT
Events that
PILOT PILOT may happen
FLYING MONITORING
(PF) (PM)
RESOURCE MANAGEMENT
SA
COLLECTIVE Events that Events that

have are
22 CREW
S/A
happened happening
now
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links In the Error Chain
OPERATIONAL
1. FAILURE TO MEET TARGETS

2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. FAILURE TO MONITOR
6. COMMUNICATIONS
7. AMBIGUITY
HUMAN
8. UNRESOLVED DISCREPANCIES
9. PREOCCUPATION OR DISTRACTION
10. CONFUSION OR EMPTY FEELING
11. NEED TO HURRY / LAST MINUTE CHANGES
12. FATIGUE
Figure 22-1. Situational Awareness in the Cockpit
COMMAND AND LEADERSHIP

LEADERSHIP STYLES
VARY WITH SITUATION
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
PARTICIPATION
LOW HIGH
Command — Designated by Organization
— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on “What’s right,” not “Who’s right”
Figure 22-2. Command and Leadership

CREW CONCEPT BRIEFING GUIDE

DESCRIPTION
Experience has shown that adherence to SOPs helps to enhance individual and crew cock-
pit situational awareness and will allow a higher performance level to be attained. Our ob-
jective is for standards to be ag reed upon prior to flight and then adhered to, such that
maximum crew performance is achieved. These procedures are not intended to supersede
RESOURCE MANAGEMENT
any individual company SOP, but rather are examples of good operating practices.
22 CREW
COMMON TERMS
PIC Pilot in Command
Designated by the company for flights requiring more than one pilot. Responsible for
conduct and safety of the flight. Designates pilot flying and pilot not flying duties.
PF Pilot Flying
Controls the air plane with respect to assigned runway, course, altitude, airspeed,
etc., during normal and emergency conditions. Accomplishes other tasks as directed
by the PIC.
PM Pilot Monitoring
Maintains ATC communications, copies clearances, accomplishes checklists and

other tasks as directed by the PIC.
B Both
PRETAKEOFF BRIEFING (IFR/VFR)

NOTE
The following briefing is to be completed during item 1 of
the Pretakeoff checklist. The PF will accomplish the briefing.
1. Review the depar ture procedure (route and altitude, type of takeoff, signif icant ter-
rain features, etc.)
2. Review anything out of the ordinary.
3. Review required callouts, unless standard calls have been ag reed upon, in which
case a request for “Standard Callouts” may be used.
4. Review the procedures to be used in case of an emergency.
5. As a f inal item, ask if there are any questions.
6. State that the pretakeoff brief ing is complete.

ERROR MANAGEMENT
ERROR
CONTAINMENT
• IDENTIFY AREAS OF
MITIGATE VULNERABILITY
ERROR
PREVENTION DETECT & TRAP • USE SOPs, CHECKLISTS AND
EFFECTIVE MONITORING TO
ESTABLISH LAYERS OF
RESOURCE MANAGEMENT
ANTICIPATE & AVOID

DEFENSE
22 CREW
Figure 22-3. Error Management
COMMUNICATION PROCESS
ASSERTION:
OPERATIONAL • Reach a conclusion
NEED SEND RECEIVE GOAL
ADVOCACY:
• Increase collective S/A
INQUIRY:
• Increase individual S/A
FEEDBACK
• Support Conclusions with Facts
• State Position, Suggest Solutions
• Clear, Concise Questions
— THINK—
• Solicit and give feedback • Maintain focus on the goal
• Listen carefully • Verify operational outcome is achieved
• Focus on behavior, not people • Be aware of barriers to communication
— REMEMBER —
Questions enhance communication flow
Don’t give in to the temptation to ask questions when Assertion is required
Use of Inquiry or Advocacy should raise a “red flag”.
Figure 22-4. Communication Process
DECISION MAKING PROCESS
HINTS: EVALUATE
RESULT
• Identify the problem: RECOGNIZE
– Communicate it NEED
– Achieve agreement
– Obtain commitment IDENTIFY
AND
• Consider appropriate SOP’s IMPLEMENT DEFINE
PROBLEM
• Think beyond the obvious alternatives RESPONSE
• Make decisions as a result of the process ACCELERATED
RESPONSE COLLECT
• Resist the temptation to make an immediate FACTS
decision and then support it with facts
SELECT A IDENTIFY
RESPONSE ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
Figure 22-5. Decision-Making Process

CREW COORDINATION APPROACH SEQUENCE

NOTE
The following crew coordination approach sequence should be
completed as early as possible, prior to initiating an IFR ap-
proach. The items are accomplished during the “APPROACH
(IN RANGE)” checklist.
RESOURCE MANAGEMENT
PF—Requests the PM to obtain destination weather. (Transfer of communication duties to
22 CREW
the PF may facilitate the accomplishment of this task.)
PM—Advises the PF of cur rent destination weather, approach in use, and special informa-
tion pertinent to the destination.
PF—Requests the PM to perform the approach setup.
PM—Accomplishes the approach setup and advises of frequency tuned, identif ied and
course set.
PF—Transfers control of the air plane to the PM, advising, “You have control, heading_____,
altitude_____” and special instructions. (Communications duties should be transfer red
back to the PM at this point.)
PM—Responds, “I have control heading_____, altitude _____”
PF—Advises, “Approach Brief ing”
PF—At the completion of the approach brief ing, the PF advises, “Approach Brief ing
Complete.”
PF—Advises, “I have control heading ____, altitude ____”
PM—Conf irms, “You have control heading ____, altitude ____”
PF—“Before Landing Checklist.”
PM—“Before Landing Checklist Complete.”
NOTE
The above sequence should be completed prior to the FAF.
During the above sequence, the terms PF and PM have not been
reversed during the time that transfer of control occurs.

SITUATIONAL AWARENESS
a. Accomplishes appropriate preflight planning.
b. Sets and monitors targets.
c. Stays ahead of the aircraft by preparing for expected or contingency

situations.
d. Monitors weather, aircraft systems, instruments, and ATC communications.

RESOURCE MANAGEMENT
e. Shares relevant information with the rest of the crew.
f. Uses advocacy/inquiry to maintain/regain situational awareness.

22 CREW
g. Recognizes error chain clues and takes actions to break links in the chain.
h. Communicates objectives and gains agreement when appropriate.
i. Uses effective listening techniques to maintain/regain situational awareness.
STRESS
a. Recognizes symptoms of stress in self and others.
b. Maintains composure, calmness, and rational decision making under stress.
c. Adaptable to stressful situations/personalities.
d. Uses stress management techniques to reduce effects of stress.
e. Maintains open, clear lines of communications when under stress.
f. Manages low stress situations to prevent complacency and boredom.
COMMUNICATION
a. Establishes open environment for interactive communication.
b. Conducts adequate briefings to convey required information.
c. Recognizes and works to overcome barriers to communications.
d. Operational decisions are clearly stated to other crewmembers and

acknowledged.
e. Crewmembers are encouraged to state their own ideas, opinions, and

recommendations.
f. Crewmembers are encouraged to ask questions regarding crew actions.
g. Assignments of blame is avoided. Focuses on WHAT is right, and not WHO is

right.
h. Keeps feedback loop active until operational goal/decision is achieved.
i. Conducts debriefings to correct substandard/inappropriate performance and to

reinforce desired performance.
Figure 22-6. Crew Performance Standards (Sheet 1 of 2)

SYNERGY AND CREW CONCEPT

a. Ensures that group climate is appropriate to operational situation.
b. Coordinates flight crew activities to achieve optimum performance.
c. Uses effective team building techniques.
d. Demonstrates effective leadership and motivation techniques.
e. Uses all available resources.
RESOURCE MANAGEMENT
f. Adapt leadership style to meet operational and human requirements.
g. Encourages input/participation from all crewmembers.
22 CREW
WORKLOAD MANAGEMENT
a. Communicates crew duties and receives acknowledgement.
b. Sets priorities for crew activities.
c. Recognizes and reports overloads in self and in others.
d. Eliminates distractions in high workload situations.
e. Maintains receptive attitude during high workload situations.
f. Uses other crewmember.
g. Avoids being a "one man show."
DECISION MAKING
a. Anticipates problems in advance.
b. Uses SOPs in decision making process.
c. Seeks information from all available resources when appropriate.
d. Avoids biasing source of information.
e. Considers and weighs impact of alternatives.
f. Selects appropriate courses of action in a timely manner.
g. Evaluates outcome and adjusts/reprioritizes.
h. Recognizes stress factors when making decisions and adjusts accordingly.
i. Avoids making a decision and then going in search of facts that support it.
ADVANCED/AUTOMATED COCKPITS
a. Follows automation related SOPs.
b. Specifies pilot and copilot duties and responsibilities with regard to
automation.
c. Verbalizes and acknowledges entries and changes in flight operation.
d. Verifies status and programming of automation.
e. Selects appropriate levels of automation.
f. Programs automation well in advance of maneuvers.
g. Recognizes automation failure/invalid output indications.
Figure 22-6. Crew Performance Standards (Sheet 2 of 2)

ALTITUDE CALLOUTS
ENROUTE
1,000 Feet Prior to Level Off
PM PF
RESOURCE MANAGEMENT
State altitude leaving and assigned “ROGER”

level off altitude
22 CREW
“200 above/below” “LEVELING”
APPROACH—PRECISION
PM PF
At 1,000 ft above minimums
“1,000 feet above minimums” “DH ______”
At 500 ft above minimums
“500 above minimums” “CROSS-CHECK, NO FLAGS”

“100 feet above minimums, outside”
At decision height
“Minimums” “Lights, at ______, CONTINUE”
At 100 ft AGL
“Runway in sight” “VISUAL,
OR LANDING”
“Speed & Rate” OR “GO AROUND”
“Minimums, not in sight”

APPROACH—NONPRECISION
PM PF
At 1,000 ft above minimums
“1,000 feet above minimums” “MDA ______”
RESOURCE MANAGEMENT
“500 above minimums” “CROSS CHECK, NO FLAGS”
22 CREW
“100 feet above minimums, outside”
At minimum descent altitude (MDA)

“Minimums” “CONTINUE”
At missed approach point (MAP)
“Missed Approach Point”
“Lights, at ______, CONTINUE” “VISUAL, LANDING”
“Speed & Rate” “Missed Approach Point”

OR
“Runway not in sight” “GO AROUND”
SIGNIFICANT DEVIATION CALLOUT

CHALLENGE RESPONSE
PM PF
IAS ±10 KIAS
“VREF ± ______” “CORRECTING TO ______”
Heading ±10°, 5° on approach

“Heading ______ degrees left/right” “CORRECTING TO ______”
Altitude ± 100 ft enroute, ±50 ft on f inal approach

“Altitude ______ high/low” “CORRECTING TO ______”
CDI left or right one dot

“Left/right of course ______ dot” “CORRECTING”

PM PF
RMI course left or right ±5°
“Left/right of course ______ degrees” “CORRECTING”
Vertical descent speed greater than 1,000 fpm on f inal approach

“Sink rate ______” “CORRECTING”
RESOURCE MANAGEMENT
Bank in Excess of 30°

“Bank ______ degrees” “CORRECTING”
22 CREW

KING AIR C90GTi/C90GTx PILOT TRAINING MANUAL KING AIR C90GTi/C90GTx PILOT TRAINING MANUAL
WALKAROUND NOTES
The following section is a pictorial walkaround. Each item

listed in the exterior power-off preflight inspection is displayed.
The foldout pages contain photographs that depict the specific

area to be inspected. The general photographs contain circled
numbers that correspond to specific steps displayed on the
subsequent pages.
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY WA-1

LEFT WING AND NACELLE LEFT WING AND NACELLE
1. CABIN DOOR SEAL, STEP EXTENSION CABLE, LIGHT 2. CABIN WINDOWS—CHECK

WIRE, DAMPER, AND HANDRAILS—CHECK
4
3
3. FLAPS—CHECK 4. AILERON AND TAB—CHECK
15
17 9 5
6
7 8
16 10
11 18
14 13
12
5. WING TIP AND LIGHTS—CHECK 6. STALL WARNING—CHECK
WA-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

7. DEICE BOOT—CHECK 8. TIE DOWN AND CHOCKS—REMOVE 13. FIRE EXTINGUISHER (IF INSTALLED)—CHECK 14. BOOST PUMP SUMP—DRAIN
9. WING FUEL TANK—CHECK QUANTITY; CAP SECURE 10. OUTBOARD WING SUMP—CHECK 15. PROP—CHECK 16. ENGINE AIR INTAKES—CLEAR
11. WHEEL WELL SUMP—DRAIN 12. LANDING GEAR, STRUT BRAKE, WHEEL WELL, AND 17. ENGINE OIL—CHECK QUANTITY CAP SECURE 18. FUEL STRAINER (FIREWALL)—DRAIN
LANDING GEAR DOORS—CHECK

20
19
22 19. COWLING, DOORS AND PANELS—SECURE 19. COWLING, DOORS AND PANELS (CONT.)—SECURE
21
20. NACELLE FUEL TANK—CHECK; CAP SECURE 21. HEAT EXCHANGER INLET—CLEAR
23
22. TRANSFER PUMP SUMP—DRAIN 23. LOWER ANTENNAS AND BEACON—CHECK

NOSE NOSE
5 4
1
2
1. OAT PROBE—CHECK 2. BRAKE RESERVOIR VENT—CLEAR
3. RAM AIR INLET—CLEAR 4. LEFT AVIONICS ACCESS PANEL/

BAGGAGE DOOR—SECURE
5. AIR CONDITIONER CONDENSER EXHAUST 6. WINDSHIELD AND WIPERS —CHECK

DUCT—CLEAR

NOSE NOSE
7. RADOME—CHECK 8. PITOT MASTS—CLEAR
11
9. LANDING AND TAXI LIGHTS—CHECK 10. NOSE GEAR (SHIMMY DAMPER, STOP BLOCK,
TORQUE KNEE, STRUT, TIRE—CHECK
8 8
9
10
10. NOSE GEAR (SHIMMY DAMPER, STOP BLOCK, 11. CHOCKS—REMOVE

TORQUE KNEE, STRUT, TIRE (CONT.)—CHECK

NOSE NOSE
14
13
12. NOSE GEAR DOORS AND WHEEL WELL—CHECK 13. AIR CONDITIONER CONDENSER INTAKE
DUCT—CLEAR
12
14. RIGHT AVIONICS ACCESS PANEL—SECURE

RIGHT WING AND NACELLE RIGHT WING AND NACELLE
17
16 11
14 6 3
15 13 8
7
1. TRANSFER PUMP SUMP—DRAIN 2. HEAT EXCHANGER INLET—CLEAR
9 5 1
10 12 4 2
3. NACELLE FUEL TANK—CHECK; CAP SECURE 4. PROP—CHECK
5. ENGINE AIR INTAKES—CLEAR 6. ENGINE OIL—CHECK QUANTITY; CAP SECURE

7. FUEL STRAINER (FIREWALL)—DRAIN 8. COWLING, DOORS, AND PANELS—SECURE 12. WHEEL WELL SUMP—DRAIN 13. OUTBOARD WING SUMP—DRAIN
9. FIRE EXTINGUISHER (IF INSTALLED)— 10. BOOST PUMP SUMP—DRAIN 14. WING FUEL TANK—CHECK QUANTITY; CAP SECURE 15. TIE DOWN AND CHOCKS—REMOVE
CHECK PRESSURE
11. LANDING GEAR, STRUT, BRAKE, WHEEL WELL, 11. LANDING GEAR, STRUT, BRAKE, WHEEL WELL, 16. DEICE BOOT—CHECK 17. WING TIP AND LIGHTS—CHECK
AND LANDING GEAR DOORS—CHECK AND LANDING GEAR DOORS (CONT.)—CHECK

20
18
19 18. AILERON—CHECK 19. FLAPS—CHECK
20. CABIN WINDOWS—CHECK

RIGHT AFT FUSELAGE RIGHT AFT FUSELAGE
3 2
1
1. OXYGEN DOOR—SECURE 2. STATIC PORTS—CLEAR
3. ACCESS PANELS—SECURE 3. ACCESS PANELS—SECURE

TAIL TAIL
1. TIE DOWN—REMOVE 2. DEICE BOOTS—CHECK

2
4
6
2. DEICE BOOTS (CONT.)—CHECK 3. CONTROL SURFACES AND TABS—CHECK
3. CONTROL SURFACES AND TABS (CONT.)—CHECK 3. CONTROL SURFACES AND TABS (CONT.)—CHECK

TAIL NOTES
4. LIGHTS—CHECK 5. TOP ANTENNAS AND BEACON—CHECK
5. TOP ANTENNAS AND BEACON (CONT.)—CHECK 6. ELEVATOR TRIM TAB—VERIFY “0” (NEUTRAL) POSITION

LEFT AFT FUSELAGE LEFT AFT FUSELAGE
1. ACCESS PANELS—SECURE 2. STATIC PORTS—CLEAR
2
1

NOTES NOTES

APPENDIX A
TERMS AND ABBREVIATIONS
AC Alternating cur rent ASCB Avionics standard communica-
tions bus (serial)
ACM Air-cycle machine
ASR Air port surveillance radar
ACM Power brake/anti-skid control
unit ASYM Asymmetry
ADC Air data computer ATA Antenna train angle
ADF Automatic direction f inder ATC Air traff ic control
ADI Attitude director indicator ATTD Attitude
AFCS Automatic flight control system ATTN Attention
AFD Adaptive flight display AUX Auxiliary
AFIS Automatic flight information BAT Battery
system
BBPU Bus bar protection unit
AFM Airplane Flight Manual
BIT Built-in test
AGB Accessory gearbox
BITE Built-in test equipment
AGL Above ground level
BLE Boundary layer energizer
AH Ampere-hours
BOV Bleedoff valve
AHC Attitude and heading computers
BOW Basic operating weight
AHRS Attitude heading reference
system BRG Bearing
APPENDIX A
ALT Altitude BRK Brake
ALT SEL Altitude select BTU British thermal unit
AM Amplitude modulation BVC Bleed valve control
AME Amplitude modulation CA Cabin altitude

equivalent
CAB Cabin
AOA Angle-of-attack
CAS Calibrated airspeed
AP Autopilot CB Circuit breaker
APPR Approach CDI Course deviation indicator
APU Auxiliary power unit CDP Continueous data program
ARPS Alternate rudder power system CDU Control display unit
FOR TRAINING PURPOSES ONLY APP A-1

CFIT Controlled flight into ter rain EFIS Electronic flight instrument
system
CG Center of gravity
EGPWS Enhanced ground proximity
CHG Charge warning system
CLA Condition lever angle (pitch) EGT Exhaust gas temperature
COMM Communication EHSI Electronic horizontal situation
indicator
COMPT Compartment
EHSV Electrohydraulic servo valves
CPLT Copilot
EIS Engine indicating system
CPU Central processor unit
EL Electroluminescent
CRM Crew resource management
ELT Emergency locator transmitter
CRT Cathode ray tube
EMED Elect romagnetic expulsive
CVR Cockpit voice recorder
deicing
CW Clockwise
EMER Emergency
CCW Counterclockwise
ENG Engine
DA Decision altitude
EPR Engine pressure ratio
DADC Digital air data computer
EPU External power unit
DAU Data acquisition unit
ESIS Electronic standby instrument
DC Direct cur rent system
DCP Display control panel ESB Energy storage bank
DCU Data concentrator unit ESU Electronic sequence unit
DG Directional gyro ET Elapsed time

APPENDIX A
DH Decision height ETA Estmated time of ar rival
DME Distance measuring equipment ETD Estimated time of departure
DP Differential pressure EVMU Engine vibration monitor unit
DR Dead reckoning FA Flight attendant
EADI Electronic attitude director FAA Federal Aviation Administration

indicator
FADEC Full authority digital engine
ECU Environmental control unit control
EDS Electronic display system FAF Final approach f ix
EFC Expect further clearance FCS Flight control system
EFCU Electronic fuel control unit FCU Fuel control unit
APP A-2 FOR TRAINING PURPOSES ONLY

FD Flight director GWT Gross weight

FDAU Flight data acquisition unit HDLC High level data link control
FDR Flight data recorder HF High frequency
FGP Flight guidance panel HMU Hydromechanical fuel control
unit
FGC Flight guidance computer
HP High-pressure
FGS Flight guidance system
HSCM Hydraulic spoiler control
FL Flight level module
FLC Flight level change HSI Horizontal situation indicator
FLT CTL Flight control IAC Integrated avionics computers
FM High powered frequency IAF Initial approach f ix
modulation
IAP Instrument approach procedures
FMC Flight management computer
IAPS Integrated avionics processing
FMS Flight management system system
FOHE Fuel/oil heat exchanger IAS Indicated airspeed
FPU Flap power unit ICAO International Civil Aviation
Organization
FS Fuselage station
IFIS Integrated flight information
FSB Flight Standards Board
system
FSS Flight service station
IFR Instrument flight rules
FTG Fuel topping governor
ILS Instrument landing system
GA Go-around
IMC Instrument meteorological
conditions
APPENDIX A
GCR Generator control relay
GCU Generator control unit IMU Inertial measurement unit
GMT Greenwich Mean Time IND Indicators
GP Glidepath INS Inertial navigation system
GPS Global positioning system IP Intermediate pressure
GPU Ground power unit IRS Inertial reference system
GPWS Ground proximity warning IRU Inertial reference unit

system
ISA International standard
GS Glide slope atmosphere
GS Ground speed (kts) or glide ISA DEV International standard

slope atmosphere deviation (°C)

ITT Interstage turbine temperature MSP Mode select panel (flight

director)
IVSI Inertial vertical speed indicator
MSU Mode selector unit
KCAS Knots calibrated airspeed
NACA National Advisory Committee
KIAS Knots indicated airspeed for Aeronautics
KTAS Knots true airspeed NDB Nondirectional beacon
KVA Kilovolt-ampere NAV Navigation radio or mode
LCD Liquid crystal display N1 Low pressure rotor speed
LED Light emitting diode N2 High pressure rotor speed
LF Low frequency OAT Outside air temperature
LMM Middle marker location OXY Oxygen pressure
LNAV Lateral navigation PAST Pilot activates self test
LOC Localizer PBCV Power brake/anti-skid control
valve
LOFT Line oriented flight training
PCB Printed circuit board
LOM Locator at outer marker
PFD Primary flight display
LP Low pressure
PCA Power lever angle
LRC Long range cruise
POH Pilot’s Operating Handbook
LRN Long range navigation
PPH Pounds per hour
LSB Lower side band
PPOS Present position
MAC Mean aerodynamic chord
PRSOV Pressure-regulating shutoff
MAP Missed approach point
valve
APPENDIX A
MADC Micro air data computers

PSEU Proximity switch electronic unit
MCA Minimum crossing altitude
PSU Passenger service unit
MDA Minimum descent altitude
PTU Hydraulic power transfer unit
MEA Minimum enroute IFR altitude
PTCH Pitch mode
MEL Minimum equipment list
RA Resolution advisory
MFCS Manual flight control system
RAIM Receiver autonomous integrity
MFD Multifunction display monitor
MI Indicated mach number RAT Ram-air temperature
MSL Mean sea level RMI Radio magnetic indicator

RMU Radio management unit

RNAV Area navigation TCAS Traff ic alert and collision

avoidance system
RTA Receiver transmitter antenna
TCWS Takeoff conf iguration warning
RTU Radio tuning unit system
RVR Runway visual range TCS Touch control steering
RVSM Reduced vertical separation TDC Top dead center
minimums
TERR Ter rain
SAT Static air temperature (°C)
TFC Traff ic
SATCOM Satellite Communications
TIS Traff ic information system
SCU Signal conditioner unit
TIT Turbine inlet temperature
SCU Spoiler control unit
T.O. Takeoff
SFD Secondary flight display
TOPI Takeoff operational phase
SDU Sensor display unit inhibit
SID Standard instrument departure TLA Throttle lever angle
SIT Systems integration training TOD Top of descent
SLA Set landing altitude TOLD Takeoff and landing
SPR Single-point refueling UHF Ultra high frequency
SPRD Single-point pressure refueling ULD Under water locating device
and defueling
USB Upper side band
SPU Standby power unit
UTC Coordinated universal time
STAR Standard terminal ar rival route
VFR Visual flight rules
T2 Temperature measured at
APPENDIX A
engine station 2 (prior to fan) VG Vertical gyro
T T2 Total inlet temperature VHF Very high frequency
TA Traff ic advisory V LE Maximum gear extend speed
TACAN Ultra high frequency tactical V LF Very low frequency
air navigational aid
V LO Maximum gear operating speed
TAS True airspeed
V LSA Low-speed velocity
TAT Total air temperature
V MO / Maximum operating airspeed
TAWS Terrain alert and warning system M MO or Mach number
TCA Terminal control area VNAV Vertical navigation (FMS)

VOR VHF omnidirectional radio

range
VORTAC Electronic navigation system
VPA Vertical path angle
VS Vertical speed
VS 1 Stall speed in a def ined
conf iguration
VSI Vertical speed indicator
W/S Windshield
WAAS Wide area augmentation system
(GPS signal enhancment,
ground-based)
WAC World aeronautical charts
WATCH Weather attenuated color
highlight
WOW Weight on wheels
WX Weather radar
XFMR Transformer
XFR Transfer
XM External master (satellite)
XMSN Transmission
XPDR Transponder
APPENDIX A
YD Yaw damper
ZFW Zero fuel weight

APPENDIX B
ANSWERS TO QUESTIONS
Chapter 2 Chapter 5 Chapter 10 Chapter 15
1. D 1. B 1. A 1. C
2. C 2. A 2. B 2. C
3. C 3. A 3. D 3. C
4. C 4. D 4. A 4. A
5. B 5. C 5. C
6. C 6. D 6. C Chapter 17
7. A 7. A 7. C 1. D
8. C 8. A 8. B 2. B
9. B 9. B 3. C
10. B Chapter 7 10. D
11. D 1. A 11. A Chapter 18
12. C 2. B 12. B 1. A
13. B 3. A
14. A 4. C Chapter 11
15. D 5. B 1. A
16. B 6. A 2. D
7. D 3. B
Chapter 3 8. B 4. A
1. B 9. A 5. A
2. B 10. D 6. B
3. D 7. D
4. C Chapter 8
5. A 1. A Chapter 12
2. B 1. B
Chapter 4 3. A 2. B
1. C 4. D 3. D
2. D 4. A
3. B Chapter 9 5. A
4. A 1. C
5. B 2. B Chapter 14
6. C 3. D 1. D
7. A 4. D 2. B
8. A 5. C 3. C
4. B
5. C
6. B
APPENDIX B
FOR TRAINING PURPOSES ONLY APP B-1

L PITOT HEAT R PITOT HEAT
Figure ANN-1. Annunciators
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY ANN-1

C90GTx PTM

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

C90GTx PTM

Uploaded by

Copyright:

Available Formats

KING AIR C90GTi/C90GTx

PILOT TRAINING MANUAL

At the time of printing, it contained then-current information. In the event of conflict

FOR TRAINING PURPOSES ONLY

Wichita Hawker Beechcraft Learning Center

Copyright © 2010 by FlightSafety International, Inc.

LIST OF EFFECTIVE PAGES

SECOND EDITION ........... 0 .......... JULY 2010

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision

*Zero in this column indicates an original page.

Chapter 1 AIRCRAFT GENERAL

FOR TRAINING PURPOSES ONLY 1-i

FOR TRAINING PURPOSES ONLY 1-iii

FOR TRAINING PURPOSES ONLY 1-v

FOR TRAINING PURPOSES ONLY 1-1

KING AIR C90GTi/C90GTx PILOT TRAINING MANUAL

AIRPLANE SYSTEMS Master Warning System

1-2 FOR TRAINING PURPOSES ONLY

Pneumatics Pressurization System

This chapter also describes the rudder boost

FOR TRAINING PURPOSES ONLY 1-3

KING AIR C90GTi/C90GTx PILOT TRAINING MANUAL

A Flight Management System (FMS) pro-

Individual audio panels for the pilot and

1-4 FOR TRAINING PURPOSES ONLY

BEECHCRAFT KING AIR The structure is all-metal, low-wing mono-

Figure 1-1. Beechcraft King Air C90GTi

FOR TRAINING PURPOSES ONLY 1-5

KING AIR C90GTi/C90GTx PILOT TRAINING MANUAL

1. Weather Radar Antenna 13. Rudder Trim Tab

Figure 1-2. General Arrangement

1-6 FOR TRAINING PURPOSES ONLY

1 FEET 1 1/2 INCHES

Figure 1-3. Three-View Diagram—C90GTi (Sheet 1 of 2)

FOR TRAINING PURPOSES ONLY 1-7

KING AIR C90GTi/C90GTx PILOT TRAINING MANUAL

1 FEET 1 1/2 INCHES

Figure 1-3. Three-View Diagram—C90GTx (Sheet 2 of 2)

1-8 FOR TRAINING PURPOSES ONLY

The fuselage is conventional monocoque

Figure 1-5. Cabin Profile

FOR TRAINING PURPOSES ONLY 1-9

KING AIR C90GTi/C90GTx PILOT TRAINING MANUAL

KING AIR C90GTi AND C90GTx Maximum operating speed

The King Air C90GTi and C90GTx are pow- Maneuvering

Figure 1-6. King Air C90GTx in Flight

1-10 FOR TRAINING PURPOSES ONLY

Table 1-1. SPECIFICATIONS—C90GTi AND C90GTx

MODEL DESIGNATION – PASSENGER C90GTi C90GTx

CREW – FAA CERTIFIED 1 1

PASSENGERS – NORMAL CORP. CONFIG. 6 6

PROPELLERS – 4 BLADE, CONSTANT-SPEED, TWO HARTZELL TWO HARTZELL

WING AREA 293.94 SQUARE FEET 293.94 SQUARE FEET

MAXIMUM CERTIFICATED WEIGHTS

MAXIMUM TAKE-OFF WEIGHT 10,100 POUNDS 10,485 POUNDS

MAXIMUM LANDING WEIGHT 9600 POUNDS 9832 POUNDS

MAXIMUM ZERO FUEL WEIGHT NO STRUCTUAL LIMITATION 9378 POUNDS

CABIN AND ENTRY DIMENSIONS

CABIN LENGTH (PARTITION TO PARTITION) 155 INCHES 155 INCHES

CABIN HEIGHT (MAXIMUM) 57 INCHES 57 INCHES

AIRSTAIR ENTRANCE DOOR HEIGHT (MINIMUM) 51.6 INCHES 51.6 INCHES

SILL HEIGHT (MAXIMUM) 48 INCHES 48 INCHES

Page Revision Page Revision