C90a Poh

Library Contents (Release 0.
2) 90-590024-23 - Introduction
Library Release Notes
90-590024-23C4 - King Air C90A Pilot's Operating Handbook and FAA Airplane Flight Manual Rev Date: Sept 2001
(P/N 90-590024-23)
Release Date Reason for Update Library Rev #

06 Jan 2022 Added TC 6 dated Sept 2009, and TC 7 dated December 2011. 0.2
Last Updated: 06 Jan 2022

LOG OF TEMPORARY CHANGES
Beech King Air C90A
Pilot’s Operating Handbook

and
FAA Approved Airplane Flight Manual
P/N 90-590024-23C
December, 2011
Temporary Changes to this manual must be in the airplane for all flight operations.
PART NUMBER SUBJECT DATE
90-590024-23CTC1 Emergency Electrical Fault Procedures. (Affects Section III, EMERGENCY August 7, 1997
PROCEDURES)
90-590024-23CTC2 In flight selection of Beta Range. (Affects Section II, LIMITATIONS) August 22, 1997
90-590024-23CTC3 Landing Sink Rate. (Affects Section II, LIMITATIONS) October 20, 1999
90-590024-23CTC4 Allows visual checking of both wing and both horizontal stabilizer boots for May, 2003
inflation and hold down. (Affects Section IV, NORMAL PROCEDURES)
90-590024-23CTC5 Revises approval of SAE AMS 1428 Type IV Deicing/Anti-Icing Fluids and December 14, 2007
adds SAE AMS 1428 Type III Deicing/Anti-icing Fluids. (Affects Section II,
LIMITATIONS)
90-590024-23CTC6 Removes reference to 8-ply tires. (Affects Section VII, SYSTEMS September, 2009
DESCRIPTION and Section VIII, HANDLING, SERVICING &
MAINTENANCE)
90-590024-23CTC7 Replace Structural Limitations with reference to the King Air 90 Series December, 2011
Airworthiness Limitations Manual. (Affects Section II, LIMITATIONS)
NOTE: This page should be filed in the front of the manual immediately in front of the Log Of Revisions page(s). This page
replaces any Log Of Temporary Changes page dated prior to the date of this Log.
1 of 1
Hawker Beechcraft Corporation
Model C90A
Temporary Change
to the
Pilot's Operating Handbook
and
FAA Approved Airplane Flight Manual
PIN 90-590024-23CTC7
Publication Affected: King Air C90A Pilot's Operating Handbook and FAA Approved Airplane Flight Manual
PIN 90-590024-23C, Reissued December, 1984, or later revision.
Airplane Serial Number LJ-1138 thru LJ-1299, except LJ-1146, LJ-1288 and LJ-1295
Affected:
Description of Change: Replace Structural Limitations with reference to the King Air 90 Series Airworthiness
Limitations Manual.
Filing Instructions: Insert the following pages of this temporary change into the Model C90A Pilot's
Operating Handbook and FAA Approved Airplane Flight Manual and retain until
rescinded or replaced.
Remove the Log of Temporary Changes dated September, 2009 and insert the new Log
of Temporary Changes dated December, 2011.
Insert Pages 1 of 4 and 2 of 4 immediately following the Log of Temporary Changes.
Insert Pages 3 of 4 and 4 of 4 immediately following Page 2-10 (Section" -
LIMITATIONS).
FAA Approved by: --->o,.......~""""''rW=----::.....o.-''--r-........,HT----

l-ih Randolph Shields, ODA Le administrator
\) • Hawker Beechcraft Corporation
ODA-230339-CE
9O-590024-23CTC7
December, 2011 10f4
Model C90A
THIS PAGE INTENTIONALLY LEFT BLANK
90-590024-23CTC7
2 of 4 December, 2011
Model C90A
LIMITATIONS
CABIN PRESSURIZATION AND STRUCTURAL LIMITATION

Maximum Cabin Differential Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1 psi
Refer to the King Air 90 Series Airworthiness Limitations Manual for structural limitations.
90-590024-23CTC7
December, 2011 3 of 4
Model C90A
90-590024-23CTC7
4 of 4 December, 2011
'Reechcraft
King Air C90A
SECTION V
PERFORMANCE
TABLE OF CONTENTS
SUBJECT PAGE
Introduction to Performance and Flight Planning ....................................................................................................... 5-3

Example ........................................................................................................................................................................ 5-3
Conditions ..................................................................................................................................................................... 5-3
Pressure Altitude .......................................................................................................................................................... 5-4
Maximum Take-Off Weight .......................................................................................................................................... 5-4
Take-Off Distance ........................................................................................................................................................ 5-4
Maximum Take-Off Weight With One Engine Inoperative ........................................................................................... 5-4
Accelerate-Go Distance ...................................................•..........•.......•........................................................................ 5-4
Take-Off Climb Gradient - One Engine Inoperative .................................................................................................... 5-5
Flight Planning Example .............................................................................................................................................. 5-5
ISA Conversion ................................................................................................................·....................................... 5-6
Time, Fuel, and Distance to Cruise Climb ................................................................................................................... 5-6
True Airspeed for Cruise .............................................................................................................................................. 5-6
Maximum Cruise Power ............................................................................................................................................... 5-6
Fuel Flow ...................................................................................................................................................................... 5-6
Time, Fuel, and Distance to Descend .....................................................................................•................................... 5-6
Time and Fuel Used at Maximum Cruise Power ......................................................................................................... 5-7
Reserve Fuel ........................................................................................................: ................................................. 5-7
Total Fuel Requirements ......................................................................................................................................... 5-7
Landing Weight ........................................................................................................................•................................... 5-8
Climb - Balked Landing ..........................................................•..................................................................................... 5-8
How To Use Graphs .................................................................................................................................................... 5-8
Airspeed Calibration - Normal System Graph ............................................................................................................... 5-9
Altimeter Correction - Normal System Graph ............................................................................................................... 5-10
Airspeed Calibration - Alternate System Graph ..............................•...........................................•................................. 5-11
Altimeter Correction - Alternate System Graph .........•.................................................................................................. 5-12
Indicated Outside Air Temperature Correction - ISA Graph ......................................................................................... 5-13
ISA Conversion Graph ....•............................................................................................................................................. 5-14
Fahrenheit to Celsius Temperature Conversion Graph ................................................................................................ 5-15
Stall Speeds - Power Idle Graph .................................................................................................................................. 5-16
Cabin Altitude for Various Airplane Altitudes Graph ............................•..............................•......................................•.. 5-17
Minimum Take-Off Power at 2200 RPM Graph ............................................................................................................ 5-18
Maximum Take-Off Weight to Achieve Positive One-Engine-Inoperative Climb at Lift-off Graph ............................... 5-19
Wind Components Graph .......................................................................................................•...................................... 5-20
Take-of Distance Graph ................................................................................................................................................ 5-21
Accelerate-Stop Distance Graph ................................:::................................................................................................ 5-22
Accelerate-Go Distance Graph ..................................................................................................................................... 5-23
Take-Off Climb Gradient - One-Engine-Inoperative Graph .......................................................................................... 5-24
Climb - Two Engine - Flaps Up Graph ......................................................................................................................... 5-25
Climb - One-Engine-Inoperative Graph ......................................................................................................................... 5-26
Service Ceiling - One-Engine-Inoperative Graph .......................................................................................................... 5-18
Time, Fuel, and Distance to Cruise Climb Graph ......................................................................................................... 5-28
Maximum Cruise Power at 1900 RPM - ISA-30°C Table ........................................................................................... 5-30
Maximum Cruise Power at 1900 RPM - ISA -20°C Table ........................................................................................... 5-31
Maximum Cruise Power at 1900 RPM - ISA -10°C Table ........................................................................................... 5-32
Maximum Cruise Power at 1900 RPM - ISA Table ...................................................................................................... 5-33
Maximum Cruise Power at 1900 RPM - ISA+ 10°c Table ......................................................................................... 5-34
Maximum Cruise Power at 1900 RPM - ISA+ 20°c Table ......................................................................................... 5-35
Maximum Cruise Power at 1900 RPM - ISA+ 30°C Table ................................................•..•..................................... 5-36
Maximum Cruise Powe; at 1900 RPM - ISA + 37°C Table ......................................................................................... 5-37
Cruise Speeds at Maximum Power at 1900 RPM Graph ......................................................................................~ ...... 5-38
Maximum Cruise Power at 1900 RPM Graph .............................................................................................................. 5-39
Fuel Flow at Maximum Cruise Power at 1900 RPM Graph ......................................................................................... 5-40
Maximum Range Power at 1900 RPM - ISA -30°C Table ........................................................................................... 5-42
Maximum Range Power at 1900 RPM - ISA -20°c Table ........................................................................................... 5-43
Maximum Range Power at 1900 RPM - ISA -10°C Table ....•.............................•........................................................ 5-44
Maximum Range Power at 1900 RPM - ISA Table ........................•..........................................•.................................. 5-45
Maximum Range Power at 1900 - ISA +10°C Table .................................................................................................... 5-46
Maximum Range Power at 1900 - ISA +20°C Table ........ ,........................................................................................... 5-47
Maximum Range Power at 1900 - ISA +30°C Table .................................................................................................... 5-48
Maximum Range Power at 1900 - ISA +37°C Table ................................................................•................................... 5-49
Range Profile - Usable Fuel - 384 Gallons (1454 Liters) Graph .................................................•................................ 5-50
December, 1994 5-1

<Reechcraft
King Air C90A
SECTION V
PERFORMANCE
TABLE OF CONTENTS (Continued)
SUBJECT PAGE
Endurance Profile - Usable Fuel - 384 Gallons (1454 Liters) Graph •.................•...................................•...•................ 5-51
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA -30°C Table ......•............................•................•.......... 5-52
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA -20°c Table .....•.............................•........................... 5-53
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA -10°c Table: .............................................................. 5-54
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA Table ................•...............•........................................ 5-55
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA +10°c Table ...•...•................•..........................•.........• 5-56
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA +20°C Table ....•..•....•...•.......•....................••............... 5-57
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA +30°C Table •................ :.••.......•.•.....•......•....•............. 5-58
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA +3'7°C Table ....••.•..............•....•..•......•...•..•................. 5-59
Pressurization Controller Setting for Landing Graph •............................................•................................•..........•.......•.. 5-60
Holding Time Graph .......•......•..•.•......•........•......•..•.•.•..............................•..............•......................•.........•..........•.......... 5-61
Time, Fuel and Distance to Descend Graph ................................................................................................................ 5-62
Climb - Balked Landing - Flaps Down Graph .........................................................•.........•.............•........•.................... 5-63
Landing Distance Without Propeller Reversing - Flaps Down Graph ..............................•...................•....•..........••...... 5-64
Landing Distance With Propeller Reversing - Flaps Down Graph ....•................•.....•..............•..........•••.••....•............... 5-65
5-2 December, 1994

-~ Section V
King Air C90A Performance
Except as noted, all airspeeds quoted in this section are indicated airspeeds (/AS) and assume zero instru-
ment error.
INTRODUCTION TO PERFORMANCE AND FLIGHT PLANNING

The graphs and tables in this section present performance information for takeoff, climb, landing and flight
planning at various parameters of weight, power, altitude and temperature. All FAA approved performance
information is included within this section. Examples have been presented on all performance graphs. In
addition, the calculations for flight time, block speed, and fuel required for a proposed flight are presented
using the conditions below:
EXAMPLE
The following example presents calculations for flight time, block speed, and fuel required for a proposed
flight from Billings, Montana, to Denver, Colorado, using the conditions listed below, except as noted.
CONDmONS
At Billings-Logan International (BIL):
Outside Air Temperature .•...........................................•....•........................•......•.........................................25°C

Field Elevation ..•............................................................•........•.......•.......•........•...................••..•..........3649 feet1
Altimeter Setting ....••..•.•.•••..•....•...•.....•.....................•...........•.......••.•,...•..••...•.....•..•..•...•...................29.56 in. Hg
Wind ..•....•.••.•...••...•.....••.....•..•...•........•....••......................••......•.....••.•.•••.....•••...•••••.••...........•.....020° at 13 knots
Runway 34 Length •.•.....•.•.••.........•...................•.......•......•............................••....•.••.••.5585 feet (1702 meters)1
1Source: Jeppesen Airport Diagram, MAY 16-86
Route of Trip: BIL-V19-CZI-V247-DGW-V547-CYS-V19-DEN

ROUTE SEGMENT DATA 2
ROUTE AVERAGE AVERAGE DISTANCE WIND AT OAT AT·. MEA OAT AT ALTIMETER
SEGMENT MAGNETIC MAGNETIC (NM) 17,000 FT 17,000 FT (FT) MEA SETTING
COURSE VARIATION DIR/ oc oc (IN. HG)
KNOTS
BIL-SHA 115° 15°E 923 010°130 -10 8000 0 29.56
SHR-CZI 137° 14°E 57 350°140 -10 9000 -4 29.60
CZI-DGW 133° 13°E 95 040°145 -10 8000 0 29.60
DGW-CYS 140° 13°E 47 040°145 -10 8000 0 29.60
169° 12°E 46 040°145 -10 8000 0 29.60
CVS-DEN 172° 12°E 873 040°145 -10 8000 0 29.60
2Source: Jeppesen Low Altitude Enroute Charts US (LO) 5, JUN 13-86, and US (LO) 7, JUN 6-86.
3Includes distance between airport and VORTAC, per Jeppesen Airport Directory, JUL 11-86.
At Stapleton International (DEN):

Outside Air Temperature .••...........•.•....•..........................................••......••.••..•••.•..••..•.....•.......••............••....15°C
Field Elevation .•.............•......................•....................................•..•..•..............••....•....•.......................•5333 feet4
Altimeter Setting •...••.....•...•....•...•.......••...............•....................•.•..•..•.......•....••..•...•......•.•.•..•..•.........29.60 in. Hg
Wind ••.............................•.....•.•......................•...........................•.••.......•.•••...•..•..•••.••............•...270° at 10 knots
Runway 26L Length •....•.•.......•...............••.....•.......................•.....•........•.•.•....•.••.....•10,004 feet (3049 meters)4
4Jeppesen Airport Diagram, APR 5-85.
December, 1994 5-3

Section V
Performance
'i?eechcraft
King Air C90A
PRESSURE ALTITUDE
To determine approximate pressure altitude at origin and destination airports, add 1000 feet to field eleva-
tion for each 1.00 in. Hg that the reported altimeter setting value is below 29.92 in. Hg, and subtract 1000
feet for each 1.00 in. Hg above 29.92 in. Hg. Always subtract the reported altimeter setting from 29.92 in.
Hg. Then multiply the answer by 1000 to find the difference in feet between field elevation and pressure alti-
tude.
Pressure Altitude At BIL:
29.92 - 29.56 = 0.36

0.36 x 1000 feet = 360 feet
Field Elevation ...............................................................................•......................•..............................3606 feet
Pressure Altitude Correction ..............................................................................................•...............+ 360 feet
Field Pressure Altitude •............................................•..........................................................................3966 feet
Pressure Altitude At DEN:

29.92 - 29.60 = 0.32
0.32 x 1000 feet = 320 feet
Field Elevation ....................•.....................•...............•....•.....................................................................5333 feet
Pressure Altitude Correction ....................•.....•.........................................•.........................•...............+ 320 feet
Field Pressure Altitude .................................•...........•......................................................................••..5653 feet
MAXIMUM TAKE-OFF WEIGHT
Refer to the graph for Maximum Take-off Weight Permitted By Enroute Climb Requirement.
Maximum allowable take-off weight= 10,100 lbs (4581 kg)
TAKE-OFF DISTANCE
NOTE
The remainder of this example assumes a take-off weight of 9650 pounds (43n kg).
Enter the graph for Take-off Distance at 25°C, 3966 feet pressure altitude, 9650 pounds (43n kg) and 10
knots headwind component:
Approximate Ground Roll .•.•.........................•...................................................•.............2430 feet (741 meters)

Total Distance Over a 50-Foot Obstacle ..•....................•.•...............•.....•...........•...•....•3350 feet (1022 meters)
Rotation Speed ........•...................•............•..••..............•.....•...........•......................................................97 knots
Speed at 50-Feet Above Runway .•......•....................•....•...•........................•........................•.........•.•..106 knots
MAXIMUM TAKE-OFF WEIGHT WITH ONE ENGINE INOPERATIVE

Information has been presented to determine the take-off weight, field requirements, and take-off flight path
assuming an engine failure occurs during the take-off procedure. The following illustrates the use of these
charts.
Enter the Maximum Take-off Weight To Achieve Positive One-Engine-Inoperative Climb at Lift-off graph at
3966 feet and 25°C to determine the maximum weight at which the accelerate-go procedure should be
attempted:
Maximum Accelerate-Go Weight is ..............•..........•.•.......................................................10, 100 lbs (4581 kg}
ACCELERATE-GO DISTANCE
Enter the graph for Accelerate-Go Distance at 25°C, 3966 feet pressure altitude, 9650 pounds (43n kilo-
grams) and 1 o knots headwind component:
Total Distance Over 50-Foot Obstacle ............•.......•.•....•.....................................•......6175 feet (1883 meters}

Take-off Speed at Rotation ............•..•.........•.............•..........•.....•................•.....•................•..•.......••......97 knots
Speed at 50-Feet Above Runway ....................•................................................•...............•.....•.•....•....106 knots
5-4 December, 1994

~ft Section V
TAKE-OFF CLIMB GRADIENT - ONE ENGINE INOPERATIVE

Enter the graph for Take-off Climb Gradient - One-Engine-Inoperative at 25°C, 3966 feet pressure altitude,
and 9650 pounds (43n kilograms):
Climb Gradient .....................•.................•................................................................•......................................3.3

Climb Speed ........................................................................................................................................106 knots
Calculation of horizontal distance required to clear an obstacle:
A 3.3% climb gradient is 33 feet of vertical height per 1000 feet (305 meters) of horizontal distance.
NOTE
The graphs for take-off climb gradient assume a zero wind condition. Climbing into a head-
wind will result in higher angles of climb and hence better obstacle clearance capabilities.
Calculation of the horizontal distance to clear an obstacle 100 feet above the runway surface.
Distance from 50 feet to 100 feet = 50 feet
(100-50)(1000 + 33) = 1516 feet (462 meters)
Total Distance 6175 (1833) + 1516 (462) = 7691 feet (2345 meters)
The results are illustrated below:
100 FT
ABOVE
RUNWAY •••
*
I
••
••
50 FT
ABOVE
RUNWAY
I ••*
•••• 33 fT
••*(
ENGINE *••• 1000 FT
FAILURE ••••* (305 M)
HERE
I ···-········
....--···--·- ••
------------------------·--·-········-·····
1----------------....-----t 2 1 - - - - t i
ACCELERATE-GO TAKE-OFF= 6175 FEET (1833 METERS)

DISTANCE TO CLIMB FROM 50 FEET TO 100 FEET ABOVE RUNWAY= 1516 FEET
(462 METERS)
C94LJ05C1471 C
TAKE-OFF FLIGHT PATH PROFILE

FLIGHT PLANNING EXAMPLE
The following calculations provide information for flight planning.
Calculations for flight time, block speed, and fuel requirements for the proposed flight are detailed below.
December, 1994 5-5

Section V ~ft
Performance King Air C90A
NOTE
For example purposes, the differences between MSL altitudes and pressure altitudes have
been ignored in enroute calculations.
/SA CONVERSION
Enter the graph at the conditions indicated:
Pressure Altitude (approx)= 17,000 feet

OAT= -10°C
ISA Condition = ISA + 9°C
TIME, FUEL, AND DISTANCE TO CRUISE CLIMB

Enter the graph for Time, Fuel, and Distance to Cruise Climb at 25°C and 3966 feet, and -10°C and 17,000
feet, with an initial weight of 9650 lbs (4377 kg).
Time to Climb (11 - 2) = 9 MIN

Fuel Used to Climb (118 - 23) = 95 LBS
Distance Traveled (30 - 5) = 25 NM
TRUE AIRSPEED FOR CRUISE

Enter the tables for Maximum Cruise Power at ISA and ISA+ 10°c. Respectively, -read cruise speeds at
16,000 feet and 18,000feetfor 9500 pounds (4309 kilograms) and 8500 pounds (3856 kilograms) as follows:
CRUISE TRUE AIRSPEEDS - KTS

9500 LBS / 4309 KG 8500 LBS / 3856 KG
· ALTITUDE FEET
ISA ISA+ 10°C ISA ISA+ 10°C
16,000 244 242 247 245
18,000 242 241 245 244
BT02709
The estimated average cruise weight is approximately 9150 pounds (4150 kilograms).
Interpolate between these speeds for 17,000 feet, ISA+ 9°C, and 9150 pounds (4150 kilograms).
Cruise True Airspeed = 243 knots

MAXIMUM CRUISE POWER
Enter the graph for Maximum Cruise Power at ISA+ 9°C, and 17,000 feet pressure altitude:
Torque Setting Per Engine= 1160 ft-lbs

Indicated Outside Air Temperature= -4°C
FUEL FLOW
Enter the graph for Fuel Flow At Maximum Cruise Power at ISA + 9°C (or indicated outside air temperature
of -4°C) and 17,000 feet pressure altitude:
Fuel Flow Per Engine = 276 lbs/hr

Total fuel Flow= 552 lbs/hr
NOTE
Torque setting and fuel flow can also be obtained from tables.
TIME, FUEL, AND DISTANCE TO DESCEND

Enter the graph for Time, Fuel, and Distance to Descend at 17,000 feet and at 5651 feet.
Time to Descend (11.3 - 3.8) = 7.5 MIN

Fuel to Descend (47.5 - 17.0) = 30.5 LBS
5-6 December, 1994

47eechcraft Section V
Distance to Descend (37.0 - 12.0) = 25 NM
TIME AND FUEL USED AT MAXIMUM CRUISE POWER

Time and fuel used were calculated at maximum cruise power as follows:
Time = Distance + Ground Speed

Fuel Used= (Time)(Total Fuel Flow)
Results are as follows:
ROUTE DISTANCE ESTIMATED TIME AT FUEL USED

(NM) GROUND SPEED CRUISE ALTITUDE FOR CRUISE
(KNOTS} (HRS:MIN} (LBS}
BIL-SHR 92 - 25=67* 257 :15.6 144
SHR-CZI 57 280 :12.2 113
CZI-DGW 95 252 :22.6 208
DGW-CYS 47 257 :11.0 101
46 276 :10.0 92
CVS-DEN 87 - 25=62* 278 :13.4 123
* Distance to climb or descend subtracted from segment distance.
DETERMINATION OF FLIGHT TIME, BLOCK SPEED, AND i=UEL REQUIREMENTS
ITEM TIME FUEL DISTANCE
CHRS:MIN} (POUNDS} (NAUTICAL MILES)
Start, Runup, Taxi, and 0:00 60.0 0
Takeoff
Climb 0:09.0 95.0 25
Cruise 1:24.8 781.0 374
Descent 0:07.5 30.5 25
TOTAL 1:41.3 966.5 424
RESERVE FUEL
Reserve Fuel is the amount required to fly at cruise altitude for 45 minutes at Maximum Range Power. This
example assumes the average cruise weight while using Reserve Fuel to be 8600 pounds (3901 kilograms).
Enter the MAXIMUM RANGE POWER at 1900RPM Tables for ISA+ 10°C and ISA to find the total fuel flow
for 17,000 feet at 8600 pounds (3901 kilograms):
ISA+ 10°C .•...•............................•...•.........•...•.....•...............•..........................•...•..•...•...•..................354.1 lbs/hr

ISA ................•............................................•.........................•.........................•.................................347.7 lbs/hr
Interpolate to find the total fuel flow at ISA + 9°C:

Total Fuel Flow= 353.46 = 354 lbs/hr
Reserve Fuel = 45 minutes x 354 lbs/hr = 265.5 lbs
TOTAL FUEL REQUIREMENTS

Calculated Fuel Usage+ Reserve Fuel= Total Fuel Requirement
966.5 lbs + 265.5 lbs = 1232 lbs
· December, 1994 5-7

Section V <ikechcraft
LANDING WEIGHT
The estimated landing weight is determined by subtracting the fuel required for the trip from the ramp weight.
Ramp Weight= 9710.0 lbs (4404 kg)
Fuel Required for Total Trip = 966.5 lbs (438.4 kg)
Landing Weight= 8743.5 lbs= 8744 lbs (3965.6 kg= 3966 kg)
Enter the Landing Distance Without Propeller Reversing - Flaps Down graph at 15°C, 5653 feet pressure
altitude, 8744 pounds (3966 kilograms) and 10 knots headwind component.
Ground Roll= 1475 feet (450 meters)
Total Distance Over 50-foot Obstacle= 2540 feet (774 meters)
CLIMB - BALKED LANDING

Enter the Climb - Balked Landing graph at 15°C, 6000 feet, (see note on graph), and 8744 pounds (3966
kilograms):
Rate of Climb = 820 tvmin

Climb Gradient= 7.3 %
HOW TO USE GRAPHS

1. Indicated airspeeds (IAS) were obtained using the Airspeed Calibration-Normal System Graph.
2. The associated conditions define the specific conditions for which performance parameters have been
determined. They are not intended to be used as instructions; however, performance values determined
from charts can only be achieved if the specified conditions exist.
3. In addition to presenting the answer for a particular set of conditions, the example on a graph also pre-
sents the order in which the various scales on the graph should be used. For instance, if the first item
in the examples is OAT, then enter the graph at the existing OAT.
4. The reference lines indicate where to begin following the guidelines. Always project to the reference line
first, then follow the guidelines to the next known item by maintaining the same PROPORTIONAL DIS-
TANCE between the guideline above and guideline below the projected line. For instance, if the pro-
jected line intersects the reference line in the ratio of 30% down / 70% up between the guidelines, then
maintain this same 30% / 70% relationship between the guidelines all the way to the next known item
or answer.
5. The full amount of usable fuel is available for all approved flight conditions.
5-8 December, 1994

AIRSPEED CALIBRATION - NORMAL SYSTEM
NOTE: INDICATED AIRSPEED ASSUMES
ZERO INSTRUMENT ERROR
...
I
I
210 200
200 190
190 1B0
C/1
,_C/1
0 0
z
z 170
180 "'
"'
0 0
170 "'"'0. 160
"'"'11.
C/1 C/1
O< O<
~ ~
160 150
0 •o
"',_
<(
"'~
O< O<
m 150 m 140
:; :;
<(
<(
0 0
140 I 130
C/1 C/1
<(
<(
0 0
130 120
120 110
110
100
90
80
80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 70 80 90 100 110 120 130 140 150 160 170 .180
IAS - INDICATED AIRSPEED ~ KNOTS IAS - INDICATED AIRSPEED ~ KNOTS
~
ALTIMETER CORRECTION - NORMAL ·SYSTEM
40 -- - ·--·-- -
- .... - - - --
- ... . .
- ... . . --...
30 ·---. ·-
- ... --
- -- ..
- - -- --
- -
20 .. -
-·
- - -
10
-
20 ----o
- -
·10
- ~1l
~~
m ~1l~
-f',0 :1<
'%
~
-
~
~~~«'.
t
~ ~
- .~«"~>-
~~ 1,
-
C)
- FLAPS DOWN _
-70 "o ~
-
-20 -80
-90
-
-30 -100
-110
-40 -120
80 90 1 t0 1 o 120 130 1 o 160 160 170 100 1' o 200 2 o 220 60 70 80 90 100 110 120 130 10 160 160 170 180
IAS - INDICATED AIRSPEED "' KNOTS
lAS • INDICATED AIRSPEED "' KNOTS
AIRSPEED CALIBRATION • ALTERNATE SYSTEM EXAMPLE:
IAS NORMAL SYSTEM .••.••• 100 KTS
ALTERNATE SYSTEM VERSUS NORMAL SYSTEM
rLAPS •..••.•.•..•••.••• DOWN
... NOTE: INDICATED AIRSPEED ASSUMES IAS AL TERNA TE SYSTEM ••••. 98 KTS
ZERO INSTRUMENT ERROR
I
1/1
,_
0
z
:.:
Q
"'Lo.IIL 170 1/1
1/1
0,:
<(
6z
:.:
0 160
t-
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u
a 150
;!';
:::;
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140
>-
1/1
t-
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z 130
0,:
,_
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120
110
100
90
en 80
130 140 150 160 170 180 190 200 210 220 230 70 80 90 100 110 120 130 1 40 150 160 170 180
....!.. 80 90 100 110 120
NO~MAI SYSTEM INDICATED AIRSPEED ~KNOTS NORMAL SYSTEM INDICATED AIRSPEED ~ KNOTS
ALTIMETER CORRECTION - ALTERNATE SYSTEM
100 • I I I I • I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I
APPLICABLE FOR ALL FLAP POSITIONS

-
.
....... .
---o ~-- ~
-... .... _ .. _ PficssuRE
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.... ,.....,_ .. ... _ >1: "' -
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. _ ..... lt2 ~,
,.._ -- ,... .. - 's'L
-100 ~- ~
... ...
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ww ,... r-· ,
we ,...
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LL ::) ""
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z i= ... ... I I I
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t; ,... ... .?o'
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a:w ... ..... .... ...
a:~ -..
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u-
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a:c ...
w~ - ...~~ ... ..
t-o ...
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--
....
,
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' -
-40('
....
...
,
' ...
-500
....
I 60 70 80 90 100 1 0 120 130 140 150 1:60 170 1'80 T90 200 2·10 220
I IAS- INDICATED AIRSPEED "' KNOTS
Section V
~ Performance
Model C90A
INDICATED OUTSIDE AIR TEMPERATURE CORRECTION

STANDARD DAY (ISA)
NOTE: SUBTRACT aT.FROM IIIJDICATED (GAGE) OAT TO

OBTAIN TRUE OAT. 14 T ASSUMES o\ RECOVERY
FACTOR OF 0.7)
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0 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
AT TEMPERATURE CORRECTION "- 0 c
5-13
December, 1994
Section V Oeechcraft
Performance Model C90A
ISA CONVERSION
PRESSURE ALTITUDE vs OUTSIDE AIR TEMPERATURE
35,000
I:
+-H-tf:·"'!...............-----
•; ~ ------------·
' "..,...::1::::~:::~-1-~-1~. . ..._H-~.._,• ---"'~-+-H......
100 -90 -80 -70 -60 -50 -40 -30 -20 -10 0 +10 +20 +30 +40 +50 +60
TEMPERATURE - "C
5-14 December, 1994

FAHRENHEIT TO CELSIUS TEMPERATURE CONVERSION
- _,..,...,..,,...........,...,...,....,......,_,........,.-,-r.,...,.,....-.,..,,.,..,l""l".,..,..,..t-t-....,...,..~,..,..,,..........,.....,..,..,t'"T"T'1-rl"'T"'Mr-t"rt-r-r-r"l"'1"'T"M"T"l-r"'l"T'T'll""t""T"'T..,..'T""l""1""1'"1""t"'"l...,..'f'"'T...-,........,.
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........... " . . . . . . . " .......... ~.. ;........,. ,..,....... .. .... ~ • i,..,.. .... .. ..,,__ , ..... - •• - .......... :a_. - .......
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40
30
20
p 10
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w
a:
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w -10 ............................................. " ........................................... iii~ ......................................... ,......., ......................... ,.....................................................................
0
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-20 ." ................ .
-30 .........................................................................................................................................................................................................
... ...... ... ... ...... ... ... .. ... ... .......... ... ...... ... .. ...... ... ...... ... ... .......... ... .......... ... ...... ... ... .. .. ... ...... ... ... ... .. ... ... ...... ... ... .. ... ... ...... ... ... ...... ... ... ... .. ...... ..
... ... . .. ... ... . '" '" ....................................................................................................................................................................... "
..........................................................................................................................................................................................................
~11111111 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
-40
:~~~~~~~:·:~!:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::,
.... ff .............................................................................................................................................................................................................................................. '
-50
.~---~-~ . •·~· ~. . +-+-~r•:._:_
~ :_~+:..
::_~;~~~~:;i;~~~~;;:0;;~;l~}I~l~I~;~Iii:;~;~~;~i;;=;~i~~~i~i:~;j;~~;~~~~i~i!~~:
........ -......... ,. . .. . ..·• T I en
-60
20. 30 40 50 60 70 80 90 100 110 120
-60 -50 -40 -30 -20 -10 0 10
DEGREES OF
STALL SPEEDS - POWER IDLE
EXAMPLE:
NOTES: 1. THE MAXIMUM ALTITUDE LOSS EXPERIENCED WHILE WEIGHT ................. 7400 LBS
CONDUCTING STALLS IN ACCORDANCE WITH C.A.M. FLAPS .................... DOWN
3.120 WAS 850 FEET. ANGLE OF BANK ...... 20°
2. A NORMAL STALL RECOVERY TECHNIQUE MAY BE STALL SPEED .......... 74.2 t<IAS
USED.
........... ,........... CAS AND IAS ARE EQUAL

- - - - - IAS • INDICATE,D AIRSPEED
- - - - - OAS • CALIBRATED AIRSPEED
110
w
z
::J
100
I 90 Ill
I-
0
z
lo:
I
0
80 w
w
11.
Ill
..J
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<
I-
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70
60
50
0 10 20 30 40 50 60
19,000 9000 8000 7000
BANK ANGLE - DEGREES
:i' WEIGHT - POUNDS
I I I I I I I I I I I I
I 4500 4000 3500 3000
_i. WEIGHT - KILOGRAMS
;(
..... 09201794 >
co
'.g
Oeecm-aft Section V
Model C90A Performance
CABIN ALTITUDE FOR VARIOUS

AIRPLANE ALTITUDES
EXAMPLE:
AIRPLANE ALTITUDE ........... . 20,000 FT

CABIN DIFFERENTIAL PRESSURE 4.0 PSI
CABIN AlTITUDE . . . . . . . . . . . . . . . . . . . . . . 8500 FT
PSI
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5000
0 I I I I I I I I I I I I I I I I I I I I .I I J I I I
0 5000 10,000 15,000 20,000 25,000 30,000 35,000

CABIN ALTITUDE ~ FEET
December, 1994 S-17

Section V ~
MINIMUM TAKE-OFF POWER AT 2200 RPM

(70 KNOTS)
NOTE: EXAMPLE:
THE POWER (TORQUE) INDICATED IS THE MINIMUM VALUE FOR
OAT AT TAKE-OFF ............... 25°C
WHICH TAKE-OFF PERFORMANCE CAN BE OBTAINED.
AIRPORT PRESSURE ALTITUDE ... 3966 FT
EXCESS POWER WHICH CAN BE DEVELOPED WITHOUT
EXCEEDING ENGINE LIMITATIONS MAY BE UTILIZED. MINIMUM TAKE-OFF POWER ...... 1105 FT-LBS
-1 I l i t I I 1111 l l S f JI
Tt 1111111, I I I l l I I
•
I
TORQUE LIMIT: 1315 FT-LBS I
,
1300
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LI.
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m
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oc,
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800
I
700
i
-40 -30 -20 -10 0 10 20 30 40 50 60
OUTSIDE AIR TEMPERATURE - °C
5-18 December, 1994

Oeecmaft Section V
MAXIMUM TAKE-OFF WEIGHT

TO ACHIEVE POSITIVE ONE-ENGINE-INOPERAtlVE CUMB AT LIFT-OFF
ASSOCIATED CONDITIONS: EXAMPLE:

POWER ••••••••••••••••••• TAKE -orr PRESSURE ALTITUDE ••••.•••••. 3966 FT
FLAPS •••••••• , ••••••• , •• UP OAT •••••••.••••••••••••••. 2s·c
LANDING GEAR ••••••• , ..... DOWN MAXIMUM TAKE-Off WEIGHT. •••. 10,100 LBS
INOPERATIVE PROPELLER •••••• FEATHERED
10.000 .;;
- OE~ co
.s-.c-f",,,;: ~
9000
~ ~+-..-- 0 N!!tw-- - i-,- +
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r.. . ~
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5000
5<t
w
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If)
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a::
0..
3000
2000
1000
SL
7000 7500 8000 8500 9000 9500 10,000 10,500
WEIGHT POUNDS
3000 3500 4000 4500

WEIGHT ~ KILOGRAMS
December, 1994 5-19

SectionV 'imma.ft
...:x: :x: WIND COMPONENTS

EXAMPLE: WIND SPEED.• , ••••••••••••.••••.••.•••••. , . 10 KNOTS
52 ... ANGLE BElWEEN WIND-DIR~CTION AND FLIGHT PATH • . 200
...I ct
LI.C.
HEADWIND COMPONENT •••• .9.5 KNOTS
l!' _,, CROSSWIND COMPONENT • . 3.5 KNOTS
60
H-.-+-HI-,_.._......--.. .
: ? : :
''
; l
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I
00, ''
50
40
~
0 30
z
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I ! 700- ;' ; ; !I 1 ;_-~'
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l J
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~= :
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0 ooo:
-10
-20
CROSSWIND COMPONENT"' KNOTS
S-20 December, 1994

TAKE-OFF DISTANCE
WEIGHT TAKE-OFF SPEED - KNOTS
POWER .............. TAKE-OFF POWER SET BEFORE - POUNDS ROTATION 50 FT OAT ...................................... 25°C
BRAKE RELEASE 10,100 98 107 PRESSURE ALTITUDE .................. 3966 FT
FLAPS ................ UP 9000 95 104 TAKE-OFF WEIGHT ...................... 9650 LBS
LANDING GEAR ...... RETRACT AFTER LIFT-OFF 8000 92 102 HEADWIND COMPONENT .............. KTS ,o
RUNWAY ............ PAVED, LEVEL, DRY SURFACE 7000 92 102 GROUND ROLL .......................... 2430 FT
TOT AL DISTANCE OVER
50-FT OBSTACLE ...................... 3350 FT
TAKE-OFF SPEED AT ROTATION ...... 97 KTS
AT 50 FT ............ 106 KTS
9000
zw zw w · Etr«- '11
"Z . N '.~ ~·
111- ~!(,<'o 9,~
•..J ..J •..J '<: ~ •
w 2600
w -w - -ww()f$-°'f'~Oj
0 0 -·~ ~Q9.q_~~~~-.
8000
zw zw
IC 2400
wf~"«-~~~ · ..
.. IC O,t'- '<,,
ffi
u. ~ :.~t~-.:<:J'-'· .:·_.
w i IC -~O !'-.'°=':... .. ~
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0 . - . ...... 2200
::;I
7000
~ - ". ~::: .
...
. ·... -~·- -- ... 2000
.... ~.
6000
.· ~- ... 1800
~0"1 ... 1/)

Iii IC
1600 w
1/) ~o 5000 ~ I-
~ .. . ~. ·W
·, :::i1
w 1400
~ 0 w
z 0
4000 1200
z
~ ~
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i5
-~" 1000
~,., t~- 3000
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r.,\l~ Ill,
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(f::,<;). ...; 400

!)
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1/J',)(S~ 1000
N . llL ',)~ fb'v
!El 'Jl ·r -~ •,. 200
I 0 0
- 40 - 30 - 20 - 10 0 10 20 30 40 50 7000 8000 9000 10,000 0 10 20 30 0 50
.,,
CD
OUTSIDE AIR TEMPERATURE - °C WEIGHT - POUNDS WIND COMPONENT OBSTACLE HEIGHT
I
- KNOTS - FEET
i[
I I I I I I I I I I I I I I 3 -·
DI 0
3000 3500 4000 4500 ::, ::,
:c..... WEIGHT - KILOGRAMS i<
ACCELERATE-STOP DISTANCE

WEIGHT - POUNDS DECISION SPEED - IAS
POWER ........ 1. TAKE-OFF POWER SET BEFORE 10,100 98 O~T .................................... 25°0
BRAKE RELEASE 9000 95 PRESSURE ALTITUDE .............. 3966 FT
2. BOTH ENGINES IDLE AT 8000 92 WEIGHT ................................ 9650 LBS
DECISION SPEED 7000 92 HEADWIND COMPONENT .......... 10 KTS
FLAPS ........ UP ACCELERATE-STOP DISTANCE .. 4700 FT
BRAKING ...... MAXIMUM WITHOUT SLIDING TIRES DECISION SPEED .................... 97 KTS
RUNWAY ...... PAVED, LEVEL, DRY SURFACE NOTE: DISTANCES INCLUDE A 3-SECOND RECOGNITION TIME.
. .. w 10,000
w .. z ~- 3000
z
_J - :i
,j. _
.,. --
:;t: ~
~ •J.Holl.+I--H-~• -1+1-l~:"' f 9000 2800

.ffi M! E~if<t'ffff'§·m·t--
u..
·~.:: :. ·:: ·:... w.
w .. ·tlJ ~- -
a: a: ~<)·~ .:1- 2600
~ .
k 8000
~
. ~ .· - . 2400
(/)
Iii
w
a:
w
u.. 2200
7000 I tii
~
w
0 I
Elm" z 2000 w
~ 0
(/) z
. ~ . 0 ~
(/)
6000 a.
-~. 1800 0
a.
0
I-
~w
I-
c( 1600
a:
w
:z
I-
5000 _J c(
w a:
.... ..... -~-- ~ 1400
w
_J
w
0
0
c(
4000 1200
1000
3000
800
---~
2000 600
50 60 7000 8000 9000 10,000 0 10 20 30

- 40 - 30 - 20 - 10 0 10 20 30 40
OUTSIDE AIR TEMPERATURE - 0
0 WEIGHT - POUNDS WIND. COMPONENT - KNOTS
I I I I I I I I I I I I I I
3000 3500 4000 4500
...
I WEIGHT - KILOGRAMS
I(i
I
ASSOCIATED CONDITIONS: ACCELERATE-GO DISTANCE
- EXAMPLE:
TAKE-OFF SPEl;D - KNOTS
POWER .................... TAKE-OFF POWER SET BEFORE WEIGHT OAT .................................. 25°C
~ POUNDS ROTATION 50 FT . PRESSURE ALTITUDE ............ 3966 FT
BRAKE RELEASE
FLAPS .................... UP 10,100 98 107 TAKE-OFF WEIGHT .............. 9650 LBS
AUTOFEATHER .......... ARMED(IF INSTALLED) 9000 95 104 HEADWIND COMPONENT ...... 10 KTS
LANDING GEAR ........ RETRACTED AFTER LIFT-OFF 8000 92 102 TOT AL DISTANCE OVER
RUNWAY..... .. ......... PAVED, LEVEL, DRY SURFACE 7000 92 102 50-FT OBSTACLE .............. 61,75IFT
NOTES: 1. GROUND ROLL DISTANCE IS APPROXIMATELY SPEEDS: ROTATION .............. 97 KTS
0
48% OF TAKE-OFF DISTANCE IOVER 50-FT 50-FT .................... 106 KTS
OBSTACLE.
2. DISTANCES ASSUME AN ENGINE FAILURE
AT ROTATION SPEED ANDI PROPELLER
IMMEDIATELY FEATHERED.
10,000
3000
i
~
::! 2800
w ~ ~ 9000
z
..I
..I ~ 2600 ~
w ~ ~
0 tiw w
zw z 8000 u.. ...
~
~~~
a: I 2400 ~
w w
LL. w
LL. ..I I
w w 0 w
a: a: 2200 ..I
7000 0
~
II)
2000
0
...<en
a)
Ii:: 0
6000 0
U) 1800 Ii::I
a: 0
It)
w
"'§! > 1600 a:
w
0
5000 w >
;e...
0 0
(') w
z 1400
< 0
,., ...
en
z
4000 i5 1200 ...en<
LL.
LL. 0
0I u..
1000 LL.
w 0I
3000 ~
w
~ ~
800 <
b ..,.'· ...
2000 600
400
. 1000
-40 -30-20-10 0 10 20 30 40 50 60 /7000 8000 9000 10,000 0 10 20 30 1
OUTSIDE AIR TEMPERATURE- °C WEIGHT - POUNDS WIND COMPONENT a-r
~ KNOTS
I I I I I I I I I I I I I I I I ' :, 0
i=
3000 3500 4000 4500 a:
WEIGH.'! - KILOGBAMS
"0 tn
TAKE-OFF CLIMB GRADIENT - ONE ENGINE INOPERATIVE
ZERO WIND
!
..
0 0
l-·
ASSOCIATED CONDITION.S: EXAMPLE: 3 :::l
WEIGHT - POUNDS CLIMB SPEED - KNOTS !I<
POWER ....................... TAKE-OFF 10,100 107 OAT.. .......................... 25°C 2
FLAPS ......................... UP 9000 104 PRESSURE ALTITUDE ...... 3966 FT
LANDING GEAR ............... UP 8000 102 WEIGHT ...................... 9650 LBS
INOPERATIVE PROPELLER FEATHERED 7000 102
CLIMB GRADIENT .......... 3.3 %
PAEssuA CLIMB SPEED ................ 106 KTS
c At.t1tuo...
St. .... r::~F'. 12
1+++1-H <Oao l:ct w
,~.... z
..J
Boo w 11
• 000 0
eoao z
w
a: 10
w
LI.
w
a: 9
10, o,oo
. 8
I
12,000
7
~
0
6 I-
z
w
en
i5
c(
~ 5
I!? a:
... C,
Cl)
ID
4
~
:i
0
3
-1
-2
- 40 - 30 - 20 - 10 0 10 20 30 40 50 60 7000 8000 9000 10,000
OUTSIDE AIR TEMPERATURE - °C WEIGHT - POUNDS
I I I I I I I I I I I I I I I
...
I 3000 3500 4000 4500
I WEIGHT - KILOGRAMS
CLIMB - TWO ENGINE - FLAPS UP
CLIMB SPEED: 112 KNOTS (ALL WEIGHTS)
POWER ........................ MAXIMUM CONTINUOUS OAT ............................ -4°C

PRESSURE Al TITUDE ........ 9000 FT
LANDING GEAR .............. UP
WEIGHT ........................ 9400 LBS
RATE OF CLIMB ............. : 1780 FPM

CLIMB GRADIENT ............ 12.7%
3500
PRESSURE ALTITUDE FEET ~~ ·· · :lllu-
..J
-1+1-i.:J...11..J.+11-1-1-~1-:.i.:n -
.. w 30
6000
:~ ~ .. 28
sooo w 3000 26
}0,ooo ...:.... · :~ p,p:wtf:. 24
... w-~:ffim ....
12,000 ... 22
14,ooo 20
2500
·-.. _ 18
...
16,000
• i ,.
... ~. 16
·- z
2000 ~ ';f!.
...... 14
I-
__..LL I-
en I 12 z
w
al
·-.S~-- 15
<(
11) 1500 :E
,-. ::i 10 a:
-;; ...·• - (.) CJ
LL al
",- 0 8 :E
- w
I-
::i
<( 0
1000
a: 6
++-.'. -
2.6 ooo
4
2.s,'oO0 500
1-,1·
·- 2
30,000
- 0 0
-
500 -2
30 40 50 60 7000 8000 9000 10,000
- 80 - 70 - 60 - 50 - 40 - 30 - 20 - 10 0 10 20
OUTSIDE AIR TEMPERATURE - °C WEIGHT - POUNDS
I I I I I i I I I I I I I I I
3000 3500 4000 4500
WEIGHT - KILOGRAMS
CLIMB - ONE ENGINE INOPERATIVE - FLAPS UP
POWER .................... MAXIMUM CONTINUOUS OAT ...................... -4°C

LANDING GEAR ............ UP PRESSURE ALTITUDE .. , ... 9000 FT
INOPERATIVE PROPELLER .. FEATHERED WEIGHT .................. 9400.LBS
RATE OF CLIMB ............ 405 FT /MIN

CLIMB GRADIENT .......... 3.0%
PRESSURE ALTITUDE ~ FEET

... ,.,,,.r-,-
12
..•
:-::' ,.•. 11
10
9
1000
~~f!i'!oo " ..... "'
. ... - ·:~ 8
~o 7
800
1-1,000 -~ .. ·.. 6
z
~
......
5 I
600
t:
~
16,000- CD
w
::i 4 i5
<(
:i
0 ffi
400 u.. 3 to
0 ::i
w :i
I- 0
<(
a: 2
m .~ - 200
0 0
:: : -1
' , , " "I ,, - , - 200
- 50 - 40 - 30 - 20 - 10 0 10 20 30 40 50 60 7000 8000 9000 10,000

.•~--~;-
OUTSIDE AIR TEMPERATURE ~ °C WEIGHT ~ POUNDS
I I I I I I I I I I I I
I
3000 3500 4000 4500
WEIGHT ~ KILOGRAMS
~ Section V
SERVICE CEILING ONE ENGINE INOPERATIVE
ASSOCIATED CONDITIONS: · EXAMPLE:
POWER .............................. MAXIMUM CONTINUOUS OAT AT MEA ........................ - 4°C

LANDING GEAR .................... UP WEIGHT .............................. 9400 LBS
INOPERATIVE PROPELLER ........ FEATHERED ROUTE SEGMENT MEA ............ 9000 FT
FLAPS ................................ UP
SERVICE CEILING .................. 14,700 FT
NOTE: SERVICE CEILING IS THE MAXIMUM PRES- NOTE: SERVICE CEILING IS ABOVE MEA.
SURE ALTITUDE AT WHICH THE AIRPLANE
IS CAPABLE OF CLIMBING 50 FT/MINUTE
WITH ONE PROPELLER FEATHERED.
20,000
~is-.,,.,
\,
>~11
d!~-i ~da ~'O
,0
0~
'O
~ij)
18,000
~~
"a ,"Oo
&>.'Oo
J'o~~
•a
16,000 "o-
14,000
I-
w
w
u.
.,.
cj;
I 12,000 +
CJ ~0
z
:J ()
iii
0
w
0 10,000
>
a:
w
en
8000
6000
4000
' .
..
••
. '
'
2000
I l
-60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
OUTSIDE AIR TEMPERATURE - °C
December, 1994 5-27

TIME, FUEL, AND DISTANCE TO CRUISE CLIMB
ASSOCIATED CONDITIONS: CLIMB SPEED - KNOTS EXAMP.LE:
ALTITUDE - FEET
PROPELLER SPEED .... 2000 RPM SL TO 10,000 150 OAT AT TAKEOFF .................... 25°C
POWER: 10,000 TO 20,000 130 OAT AT CRUISE ...................... - 10°C
ITT .................... 695°C 20,000 TO 25,000 120 AIRPORT PRESSURE ALTITUDE .... 3966 FT
OR TORQUE .......... 1315 FT-LBS 25,000 TO 30,000 110 CRUISE ALTITUDE .................... 17,000 FT
INITIAL CLIMB WEIGHT .............. 9650 LBS (4377 KGS)
TIME TO CLIMB ...................... (11 - 2) = 9 NM
FUEL TO CLIMB ...................... (118 - 23) = 95 LBS
PRES DISTANCE TO CLIMB ................ (30 - 5) = 25 NM
SURE AL TITUOE ~ FEET
rJ:.,'I
m:1mi:mi:t:ri~!:mm:m:m:1::m:m:m:1m:m:m:1:m:m1+i:imi:m~mi:m~:m:i:mm:i:m.i::i::i:m.~~~~ "
~:~ 0 ~ ~- •
30,000 0 ':?-><..,, • -i. ~o , ~ + ll,e;\
29,ooo ~~G <tir;:f:>O~ r:{o,~9 1
28~000 v\j.~(o
2e,ooo '-:-.'t-"
2~_,000
H -t+t+,2Fi2 ooo
,,-
lttltt~.20 ooo • I
18,000
1~.000
14,000
·1·2,000
1
10 000
'111
8000
6000
4000
2000
SL
I
- 80 - 70 - 60 - 50 - 40 - 30 - 20 - 10 0 10 20 30 40 50 60 0 10 20 30 40 50
·,
· OUTSIDE AIR TEMPERATURE - °C !TIME TO CLIMB - MINUTES
l I I I I I
0 100 200 300 400
! tFUEL TO CLIMB - POUNDS
11 I I I I I I I I 11 I I j I I I I I I I 11 I I 11 I
0 10 20 30 40 50 60 70 80 90 100 120 140
DISTANCE TO CLIMB - NAUTICAL MILES
~ Section V
December, 1994 5-29

Section V 'i?eedtcraft
1900 RPM
1sA-ao c
0
NOTE: IOAT, TORQUE, AND FUEL FLOW BASED ON 8500 LBS (3856 KGS)
PRESSURE TORQUE FUEL TOTAL AIRSPEED - KNOTS

ALTITUDE IOAT PER FLOW FUEL @9500 LBS @8500 LBS @7500 LBS
ENGINE PER ENG FLOW @4309 KGS @3856 KGS @3402 KGS
FEET ·c •F FT-LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL -11 12 1315 335 670 218 207 220 208 221 209
2000 -15 5 1315 327 654 216 211 218 212 219 213
4000 -19 -2 1315 320 640 214 215 216 216 217 217
8000 -22 -8 1315 314 628 212 219 214 220 215 221
8000 -26 -15 1315 310 620 210 223 211 224 213 225
10,000 -30 -22 1315 308 616 208 227 209 229 211 230
12,000 -34 -29 1315 306 612 206 231 207 233 209 234
14,000 -38 -36 1315 305 610 204 236 205 238 207 239
18,000 -41 -42 1315 306 612 202 241 203 242 204 244
18,000 -45 -49 1209 282 564 193 237 195 240 196 242
20,000 -50 -SS- 1091 256 512 183 232 185 235 187 238
22,000 -54 -65 981 231 462 172 226 175 230 178 233
24,000 -58 -72 882 209 418 162 219 165 224 168 228
26,000 -62 -80 786 188 376 150 211 155 217 158 222
28,000 -66 -87 698 168 336 137 200 144 209 149 216
29,000 -69 -92 655 159 318 130 193 138 204 143 212
8T1)3149
5-30 December, 1994

.~
Section V
1900 RPM
ISA -20°C

SL -1 30 1315 337 674 217 209 218 210 219 211
2000 -5 23 1315 328 656 215 213 216 214 217 215
4000 -9 16 1315 322 644 213 217 214 218 215 220
8000 -12 10 1315 317 634 211 221 212 223 213 224
8000 -16 3 1315 313 626 209 226 210 227 211 228
10,000 -20 -4 1315 310 620 206 230 208 231 209 233
12,000 -24 -11 1315 309 618 204 234 206 236 207 237
14,000 -27 -17 1315 308 616 202 239 204 241 205 242
18,000 -31 -24 1315 309 618 200 244 201 246 203 247
18,000 -35 -31 1248 294 588 193 243 195 246 197 248
20,000 -39 -38 1127 266 532 183 238 186 241 188 244
22,000 -43 -45 1014 241 482 173 232 176 236 178 239
24,000 -48 -54 913 218 436 162 226 166 231 169 234
28,000 -52 -62 815 196 392 151 217 156 224 159 229
28,000 -56 -69 724 176 352 138 206 145 215 149 222
29,000 -58 -72 681 166 332 131 199 139 211 144 219
BTD31!!0
December, 1994 5-31

Section V Oeeduaft
1900 RPM
ISA •10"C

SL 9 48 1315 339 678 216 212 217 213 218 214
2000 5 41 1315 331 662 213 216 215 217 216 218
4000 2 36 1315 323 646 211 220 213 221 214 222
8000 -2 28 1315 317 634 209 224 210 225 212 227
8000 -6 21 1315 314 628 207 228 208 230 210 231
10,000 -10 14 1315 313 626 205 233 206 234 207 236
12.000 -13 9 1315 311 622 203 237 204 239 205 240
14,000 -17 1 1315 311 622 200. 242 202 244 203 245
18,000 -21 -6 1315 311 622 198 247 200 249 201 250
18,000 -25 -13 1230 292 584 191 245 193 248 194 250
20,000 -29 -20 1149 273 546 183 243 185 246 187 249
22.000 -33 -'ZT .1046 250 500 173 238 176 242 179 245
24,000 -37 -35 942 227 454 163 231 166 236 169 240
26,000 -42 -44 841 204 408 152 223 156 230 160 235
28,000 -46 -51 749 183 366 139 212 145 222 150 228
29,000 -48 -54 705 173 346 132 205 140 217 145 225
BTOl151
5-32 December, 1994

Oeecmaft Section V
1900 RPM
ISA

SL 19 66 1315 342 684 214 214 215 215 216 216
2000 15 59 1315 334 668 212 218 213 219 214 220
4000 12 54 1315 326 652 210 222 211 224 212 225
8000 8 46 1315 321 642 208 227 209 228 210 229
8000 4 39 1315 316 632 206 231 207 233 208 234
10,000 0 32 1315 313 626 203 236 205 237 206 239
12,000 -3 27 1315 311 622 201 240 203 242 204 243
14,000 -7 19 1315 311 622 199 245 200 247 202 248
18,000 -11 12 1246 296 592 192 244 194 247 196 249
18,000 -15 5 1164 278 556 185 242 187 245 189 248
20,000 -"Ul -2 1088 261 522 177 240 180 244 182 247
22,000 -23 -9 1014 245 490 170 238 173 242 175 245
24,000 -27 -17 942 229 458 161 234 165 239 168 243
26,000 -31 -24 862 211 422 152 228 156 235 160 240
28,000 -36 -33 773 190 380 140 218 146 227 150 234
29,000 -38 -36 727 180 360 133 211 140 222 145 230
- BTD3152
December, 1994 5-33

Section V ~ft
1900 RPM
ISA +1o·c
PRESSURE • TORQUE FUEL TOTAL AIRSPEED - KNOTS

ALTITUDE IOAT PEA FLOW FUEL @9500 LBS @8500 LBS @7500 LBS
ENGINE PEA ENG FLOW @4309 KGS @3856 KGS @3402 KGS
FEET ·c •F FT-LBS LBS/HA LBS/HR CAS TAS - CAS TAS CAS TAS
SL 29 84 1315 346 692 213 216 214 218 215 219
2000 26 79 1315 338 676 211 221 212 222 213 223
4000 22 72 1315 331 662 209 225 210 226 211 227
8000 18 64 1315 324 848 208 229 208 231 209 232
8000 14 57 1315 319 638 204 234 206 235 207 237
10,000 11 52 1315 316 632 202 238 203 240 205 241
:12,000 7 45 1315· 313 626 200 243 201 245 202 246
14,000 3 37 1263 301 602 194 244 196 246 197 248
18,000 -1 30 1189 283 568 187 242 189 245 191 247
18,000 -5 23 1117 267 534 180 241 182 244 185 247
20,000 -9 16 1029 249 498 171 237 174 241 177 244
22,000 -13 9 958 233 466 164 234 167 239 170 243
24,000 -17 ., 891 218 436 155 230 159 236 163 241
28,000 -21 -6 826 204 408 147 225 152 233 155 238
28,000 -26 -15 762 189 378 137 218 143 228 148 235
29,000 -28 -18 730 182 364 131 213 139 225 144 233
BTil3153
5-34 December, 1994

Section V
Oeecmaft Performance
Model C90A
1900 RPM
ISA +20°c

SL 39 102 1315 349 698 211 219 213 220 214 221
2000 36 97 1315 341 682 209 223 211 224 212 225
4000 32 90 1315 333 666 207 227 208 229 210 230
8000 28 82 1315 327 654 205 232 206 223 208 234
8000 24 75 1315 322 644 203 236 204 238 205 239
10,000 21 70 1315 318 636 200 241 202 242 203 244
12,000 17 63 1252 302 604 194 240 196 243 198 245
14,000 13 55 1180 285 570 187 240 189 242 191 244
18,000 9 48 1111 268 536 180 238 183 241 185 244
18,000 5 41 1043 252 504 173 237 176 240 178 243
20,000 1- 34 979 237 474 166 235 169 239 172 242
22,000 -3 27 917 223 446 159 232 162 237 165 241
24,000 -7 19 845 208 416 150 226 154 233 158 238
28,000 -12 10 778 194 388 140 220 146 228 150 235
28,000 -16 3 718 180 360 130 211 137 223 142 231
29,000 -18 0 688 174 348 123 205 133 220 138 229
BT03154
December, 1994
Section V Oeeduaft
1900 RPM
ISA +30°c

SL 50 122 1315 352 704 210 221 211 222 212 223
2000 46 115 1315 343 686 208 225 209 227 210 228
4000 42 108 1315 335 870 208 229 207 231 208 232
8000 38 100_ 1315 328 658 204 234 205 235 208 237
8000 34 93 1303 320 640 200 237 202 239 203 241
10,000 30 86 1232 302 604 194 237 196 239 197 241
12,000 27 81 1163 285 570 187 236 189 239 191 241
14,000 23 73 1097 269 538 181 235 183 238 185 241
18,000 19 66 1034 254 508 174 234 176 237 179 240
18,000 15 59 971 239 478 167 232 170 236 172 239
20,000 10 50 91.2 225 450 159 229 163 234 166 238
22,000 6 43 853 211 422 152 226 156 232 159 237
24,000 2 36 797 198 396 144 221 149 229 153 235
26,000 -2 28 742 185 370 134 215 141 225 148 233
28,000 -6 21 682 172 344 122 203 132 219 138 228
29,000 -8 18 649 165 330 114 193 126 213 133 225
.
BT1131!15
.
5-36 December, 1994

~ft Section V
ModelC90A Performance
1900 RPM
ISA +37"C

FEET ·c •F FT-LBS LBS/HR LBS/HR CAS TAS · CAS TAS CAS TAS
SL 57 135 1315 353 706 209 222 211 224 212 225
2000 53 127 1315 344 688 207 227 208 228 210 229
4000 49 120 1315 336 672 205 231 206 233 207 234
6000 45 113 1296 326 652 201 234 203 236 204 237
8000 41 106 1238 309 618 196 234 197 236 199 238
10,000 37 99 1170 292 584 189 234 191 236 193 238
12,000 33 91 1104 275 550 182 233 185 236 186 238
14,000 29 84 1041 259 5'8 176 232 178 235 180 238
18,000 25 77 980 244 488 159 230 172 234 174 237
18,000 21 70 921 229 458 162 228 165 232 168 236
20,000 17 63 865 216 432 154 225 158 231 162 235
22,000 13 55 809 202 404 147 221 151 228 155 234
24,000 9 48 756 190 380 138 216 144 225 148 232
26,000 5 41 703 177 354 128 208. 136 220 141 229
28,000 1 34 649 165 330 115 193 127 213 134 224
29,000 -1 30 621 159 318 103 176 121 208 129 222
BTDS1!11
-
December, 1994
Section V. Oeechcra.ft
. CRUISE SPEEDS AT MAXIMUM CRUISE POWER
1900 RPM
I
WEIGHT: 8500 LBS / (3856 KGS)
30,000
',
'
25,000
.
I-
w 20,000
w
LL.
I '
w
0
::::,
I-
5 ,
<
w 15,000
a:
::::,
Cl)
Cl) ' , ,
w
a:
a..
,
!
' .' '
10,000 'o(j•'
S) r,
C'j ,
I
' J,
...,,, . '
--~
.. -~CJ•
~
' J:
:s
1-
(D
5000 ~
.e;, (D
' '! ' (D

0
0
' ''
U')
0
!
~ , J
t")
''
O')
0 ' ' '

1
'
'' 0
140 160 180 200 220 240 260

TRUE AIRSPEED - KNOTS
5-38 December, 1994

Section V
4l-.echcraft Performance
Model C90A

11900 RPMI
' ... •
"'
.,.;:r;
: ,. . : .. "o +tH
co,
,--. ' . -~w...,..i
' : ' /t:1 t-H
i-• • • -. : ; ; : ,
1100
1000
C,
z
900
' ,.
-
j:::
1-
w
'"'
Cl)
w
::::)
g ••• : • t ..
',..
800
~ ;,J {:~Ooo:"".\.:.t:::t±:::t.t,.:.t,:::t,±-:ti":c.t±j
~ I;
·~ ,,..•' ,
: : ~-,;/)""'i.~;.....;..:J~:t.r::tij;:::J;:.rj:b
.,
:
I! ,JI '
i: ..
i : • : !•! a? I
. ~= ~. I {II
700 : r- :II'.
,., ',- ~l~~~1,-i:1:3E1l::E1j:1:l~E13'.:1l~.,t"'. 1,:l::b""

• __, . :
~~: ',;;;
600
~ : ... ; : : . ',%.L..,. .,. .......................
; : ; !; I;
i-.-.-............._ ......
-80 -70 -60 -50 -40 -30 -20 -10 0 10 20 30 40

INDICATED OUTSIDE AIR TEMPERATURE - °C
5-39
December, 1994
Section V 'i1eechcraft
Model C90A
Performance
FUEL FLOW AT MAXIMUM CRUISE POWER

11900 RPM·I
360 ~jl
ua
350 ·-<
340 m
·•'l:h
330
320 ~
310
300
290 p .
0
~
I
' ...
~
0 ~
280 ~
p I I
w
~ 270 ~
I
~ i ~
C> 0
zw
if 260
i 0
.,.~
~ p ;;~
ID
.... 250
J
I .,.~
~
,j p 1P
9
u..
....
240
.,.~ -~
~ 230 (J
u.. i ..,.,.;:,. ~.
220 'JJ.
210 ~
200
-~
190
~,.
180
-~
~
170
160
.
~~-
150
140
Ii
130
-80 -70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60

INDICATED OUTSIDE AIR TEMPERATURE - °C
December, 1994
41eemcmft Section V
December, 1994 5-41

Section V ~
MAXIMUM RANGE POWER

1900 RPM
ISA -30° C
WEIGHT - 9500 LBS (4309 KGS) 8500 LBS (3856 KGS) 7500 LBS (3402 KGS)
PRESS TORQUE FUEL FUEL iTORQUE FUEL FUEL TORQUE FUEL FUEL
ALT IOAT PER FLOW FLOW TAS PER FLOW FLOW TAS PER FLOW FLOW TAS
ENGINE PER TOTAL ENGINE PER TOTAL ENGINE PER TOTAL
ENG ENG ENG
FEET ·c •F FT-LBS LBS/HR LBS/Hfi KNOTS Ft-LBS LBS/HR LBS/Hfi KNOTS FT-LBS LBS/HR LBS/HF KNOTS
SL -12 10 808 253 506 171 750 244 488 167 690 234 468 164
2000 -16 3 n5 239 478 170 714 229 458 167 648 218 436 163
4000 -20 -4 738 224 448 170 671 213 426 165 601 201 402 161
8000 -24 -6 706 211 422 169 632 198 396 164 556 186 372 158
8000 -28 -18 691 201 402 170 614 188 376 165 531 174 348 158
10,000 -32 -26 681 193 386 172 607 181 362 167 525 167 334 160
12,000 -36 -33 674 186 372 174 601 174 348 169 520 160 320 162
14,000 -40 -40 662 179 358 176 587 166 332 170 509 152 304 163
16,000 -44 -47 650 172 344 1n 574 158 316 171 496 144 288 164
18,000 -48 -54 639 166 322 178 561 151 302 172 484 137 274 165
20,000 -52 -62 632 162 324 180 552 146 292 173 474 131 262 166
22,000 -56 -69 630 158 316 182 549 143 286 175 468 127 254 167
24,000 -60 -76 633 157 314 185 550 140 280 178 466 124 248 170
26,000 -63 -81 645 158 316 190 551 139 278 181 468 122 244 173
28,000 -67 -89 646 157 314 192 562 140 280 185 473 121 242 176
29,000 -69 -92 642 156 312 192 570 141 282 188 4n 121 242 178
BTOS141
5-42 December, 1994

~ft Section V
MAXIMUM RANGE POWER

1900 RPM
ISA -20° C
WEIGHT ... 9500 LBS (4309 -KGS) 8500 LBS (3856 KGS)7500 LBS (3402 KGS)
PRESS iTORQUE FUEL FUEL TORQUE FUEL !TORQUE FUEL
FUEL FUEL
ALT IOAT PER FLOW FLOW TAS PER FLOW FLOW
TAS PER FLOW FLOW TAS
ENGINE PER TOTAL ENGINE PER ENGINE
TOTAL PER TOTAL
ENG ENG ENG
FEET -c •F FT-LBS LBS/HR l,.BS/HF KNOTS FT-LBS LBS/HR LBS/HF KNOTS FT-LBS LBS/HR LBS/H~ KNOTS
SL -2 28 834 259 518 175 n8 250 500 172 727 241 482 169
2000 -6 21 798 244 488 175 740 234 468 171 687 226 452 168
4000 .:10 14 780 233 466 176 716 223 446 172 656 213 426 168
8000 -14 7 758 222 444 1n 691 211 422 173 629 201 402 168
8000 -18 0 737 211 422 178 668 200 400 173 603 189 378 168
10,000 -22 -8 717 202 404 179 642 189 378 173 571 1n 354 167
12,000 -26 -15 708 194 388 181 628 181 362 174 555 168 336 168
14,000 -30 -22 700 188 376 183 621 174 348 176 544 161 322 170
18,000 -34 -29 670 181 362 185 614 168 336 179 537 155 310 172
18,000 -38 -36 680 175 350 186 606 162 324 181 530 149 298 174
20,000 -42 -44 672 170 340 188 597 157 314 182 520 143 286 175
22,000 -45 -49 662 166 332 189 588 152 304 184 512 138 276 1n
24,000 -49 -56 652 162 324 190 583 148 296 186 505 133 266 179
26,000 -53 -63 655 161 322 193 583 146 292 189 501 130 260 181
28,000 -57 -71 662 162 324 197 581 145 290 191 500 128 256 183
29,000 -59 -74 657 161 322 197 582 144 288 192 503 128 256 185
B1'031~
December, 1994 5-43

Section V ~ft
MAXIMUM RANGE POWER

1900 RPM
ISA -10" C
PRESS TORQUE FUEL FUEL TORQUE FUEL FUEL ;TORQUE FUEL FUEL
ENG ENG ENG
FEET ·c •F FT-LBS LBS/HR LBS/H~ KNOTS FT-LBS LBS/HR LBS/HF KNOTS FT-LBS LBS/HR LBS/HF! KNOTS
SL 8 46 796 255 510 173 738 245 490 170 686 236 472 167
2000 4 39 700 247 494 1n 740 237 474 173 686 228 456 170
4000 0 32 798 237 474 180 736 227 454 176 678 218 436 172
6000 -4 25 783 227 454 181 713 218 432 1n 651 205 410 173
8000 -8 18 767 217 434 183 699 206 412 179 631 195 390 174
10,000 -12 10 749 209 418 184 682 198 396 180 613 186 372 175
12,000 -16 3 731 200 400 185 667 189 378 181 598 178 356 176
14,000 -20 -4 714 192 384 187 653 181 362 183 580 169 338 1n
16,000 -24 -11 699 185 370 188 642 175 350 185 567 162 324 178
1·1,000 -27 -17 682 178 356 189 633 168 336 187 558 155 310 180
20,000 -31 -24 664 171 342 189 621 162 324 188 551 150 300 183
22,000 -35 -31 663 168 336 191 606 157 314 189 544 145 290 185
24,000 -39 -38 668 167 334 195 590 151 302 189 537 141 282 187
26,000 -43 -45 664 165 330 196 586 148 296 191 530 137 274 188
28,000 -47 -53 669 165 330 199 594 148 296 195 519 133 266 189
29,000 -49 -56 671 166 332 201 593 148 296 196 514 131 262 189
BTOS1~
5-44 December, 1994

~ft Section V
MAXIMUM RANGE POWER

1900 RPM
ISA
WEIGHT .. 9500 LBS (4309 KGS) 8500 LBS (3856 KGS) 7500 LBS (3402 KGS)
PRESS iTORQUE FUEL FUEL TORQUE FUEL FUEL iTORQUE FUEL FUEL
ENGINE PER TOTAL i:HGINE PER TOTAL ENGINE PER TOTAL
ENG ENG ENG
FEET "C •f FT-LBS LBS/HR LBS/Hfl KNOTS FT-LBS LBS/HR LBS/HF KNOTS FT-LBS LBS/HR LBS/Hfl KNOTS
SL 18 64 810 260 520 176 726 246 492 171 660 235 470 166
2000 14 57 799 249 498 179 715 235 470 173 651 224 448 168
4000 10 50 791 239 478 181 712 226 452 176 648 215 430 171
8000 6 43 779 229 458 183 712 218 436 179 650 207 414 175
8000 2 36 761 218 436 184 706 209 418 181 647 199 398 178
10,000 -2 28 741 208 416 185 691 200 400 183 637 191 382 180
12,000 -6 21 723 199 398 186 671 190 380 184 616 181 362 180
14,000 -10 14 714 193 386 189 653 183 366 185 603 174 348 182
16,000 -13 9 711 189 378 191 638 176 352 186 588 167 334 183
18,000 -17 1 706 183 366 194 625 169 338 187 572 159 318 185
20,000 -21 -6 696 178 356 195 620 164 328 190 560 153 306 186
22,000 -25 -13 674 171 342 195 617 160 320 193 547 147 294 187
24,000 -29 -20 663 168 336 195 612 156 312 195 534 142 284 188
26,000 -33 -27 675 169 338 200 600 152 304 195 524 137 274 189
28,000 -37 -35 675 169 338 202 592 150 300 196 526 135 270 192
29,000 -39 -38 682 170 340 204 600 151 302 199 529 135 270 194
- B1'031"'4
December, 1994 5-45

Section V ~
MAXIMUM RANGE POWER

1900 RPM
ISA +10° C
PRESS TORQUE FUEL FUEL iTORQUE FUEL FUEL irORQUE FUEL FUEL
ENG ENG ENG
FEET °C •F FT-LBS LBS/HR LBS/HFI KNOTS FT-LBS LBS/HR LBS/HFI KNOTS FT-LBS LBS/HR LBS/HFI KNOTS
SL 28 82 793 259 518 1n 732 249 498 173 - 676 239 478 170
2000 24 75 797 251 502 180 730 239 478 176 662 228 456 171
4000 20 68 802 242 484 184 727 230 460 179 640 216 432 172
8000 16 61 800 234 468 187 724 221 442 182 635 207 414 175
8000 12 54 785 224 448 189 716 213 426 185 631 199 398 178
10,000 8 46 769 215 430 191 701 203 406 186 626 191 382 180
12,000 4 39 749 206 412 192 683 194 388 188 616 183 366 183
14,000 1 34 733 198 396 193 667 186 372 189 600 175 350 184
16,000 -3 27 717 190 380 194 654 179 358" 191 584 167 334 185
18,000 -7 19 699 183 386 195 646 173 346 193 569 159 318 186
20,000 -11 12 684 178 356 195 633 168 338 194 566 156 312 189
22,000 -15 5 687 176 352 198 616 162 324 194 560 151 302 191
24,000 -19 -2 685 174 348 201 605 157 314 195 555 147 294 194
26,000 -23 -9 676 171 342 201 608 156 312 198 541 142 284 194
28,000 -27 -17 698 175 350 208 607 154 308 200 528 137 274 194
29,000 -29 -20 - - - - 602 153 306 200 526 136 272 195
BTOS14!
5-46 December, 1994

~ Section V
MAXIMUM RANGE POWER

1900 RPM
ISA +20° C
PRESS TORQUE FUEL FUEL roRQUE FUEL FUEL TORQUE FUEL FUEL
ENG ENG ENG
FEET ·c •f FT-LBS LBS/HR LBS/Hf; KNOTS FT-LBS LBS/HR LBS/Hf; KNOTS FT-LBS LBS/HR LBS/HA KNOTS
SL 38 100 807 264 528 180 711 248 496 173 662 239 478 170
2000 34 93 796 253 506 182 708 238 476 176 652 228 456 172
4000 30 86 790 243 486 185 708 229 458 179 645 218 436 174
8000 26 79 782 234 468 187 713 222 444 183 645 210 420 178
8000 22 72 no 224 448 189 713 214 428 186 640 202 404 181
10,000 18 64 753 214 428 191 704 206 412 189 642 195 390 184
12,000 15 59 734 205 410 192 686 196 392 190 631 187 374 186
14,000 11 52 721 197 394 193 670 1EJB 376 191 617 179 358 188
18,000 7 45 '717 192 384 196 653 180 360 192 604 171 343 190
18,000 3 37 718 187 374 199 638 173 343 193 589 164 328 191
20,000 -1 30 711 183 366 201 628 167 334 195 574 157 314 192
22,000 -5 23 692 1n 354 201 629 164 328 198 561 151 302 193
24,000 -9 16 678 174 348 201 626 162 324 200 547 146 292 194
26,000 -13 9 704 178 356 208 604 156 312 199 544 144 288 196
28,000 -17 1 - - - - 613 157 314 203 545 142 284 200
29,000 -18 0 - - - - 625 160 320 207 539 140 280 200
BT03141
December, 1994 5-47

Section V ~
MAXIMUM RANGE POWER

. 1900 RPM
ISA +30° C
PRESS TORQUE FUEL FUEL TORQUE FUEL FUEL iTORQUE FUEL FUEL
ENG ENG ENG
FEET ·c •f FT-LBS LBS/HR UIS/Hll KNOTS FT-LBS LBS/HR LBS/Hll KNOTS FT-LBS LBS/HR LBS/Hll KNOTS
SL 48 118 803 265 530 181 730 252 504 176 667 241 482 172
2000 44 111 818 258 516 186 730 244 488 180 647 229 458 173
4000 40 104 823 250 590 190 730 235 470 183 627 218 436 174
8000 36 97 814 241 482 192 727 226 452 186 624 209 418 177
8000 32 90 797 230 460 194 721 218 436 189 625 202 404 181
10,000 29 84 783 221 442 196 706 208 416 191 628 195 390 184
12,000 25 77 767 212 424 198 690 199 398 192 621 187 374 187
14,000 21 70 749 204 408 199 677 191 382 194 607 179 358 189
16,000 17 63 727 195 390 199 669 185 370 196 592 171 342 190
18,000 13 55 706 187 374 199 662 178 356 199 578 164 328 191
20,000 9 48 688 180 360 199 649 172 344 200 570 158 316 193
22,000 5 41 688 178 356 201 631 166 332 200 572 154 308 197
24,000 1 34 708 180 360 208 613 160 320 199 568 150 300 200
26,000 -3 27 729 183 366 214 614 158 316 202 554 145 290 200
28,000 -6 21 - - - - 637 163 326 210 537 141 282 199
29,000 - - - - - - - - - - 535 140 280 200
BTOS14J
December, 1994
~ft Section V
MAXIMUM RANGE POWER

1900 RPM
ISA +3r C
PRESS :TORQUE FUEL FUEL tTORQUE FUEL FUEL ITORQUE FUEL FUEL
ENG ENG ENG
FEET oc Of FT-LBS LBS/HR !LBS/HF KNOTS FT-LBS LBS/HR ILBS/HF KNOTS FT-LBS LBS/HR LBS/H'1 KNOTS
SL 55 131 790 265 530 181 727 253 506 177 669 242 484 174
2000 51 124 793 256 512 185 720 243 486 180 654 231 462 175
4000 47 117 804 249 498 189 730 236 472 184 648 222 444 178
6000 43 109 807 241 482 193 736 229 458 188 645 214 428 181
8000 40 104 793 231 462 195 730 220 440 191 646 206 412 184
10,000 36 9! n0 221 442 196 723 212 424 194 649 200 400 188
12,000 32 90 750 211 422 197 708 203 406 196 636 191 382 190
14,000 28 82 723 201 402 196 692 195 390 197 623 183 366 192
16,000 24 75 707 194 388 197 671 186· 372 198 611 176 352 194
18,000 20 68 696 187 374 198 646 ,n 354 197 600 169 338 196
20,000 16 61 704 185 370 202 626 170 340 197 592 163 326 198
22,000 12 54 715 184 368 207 617 165 330 198 576 156 312 199
24,000 8 46 - - - - 621 163 326 202 555 149 298 198
26,000 5 41 - - - - 636 164 328 208 538 143 286 198
28,000 0 32 - - - -- - -- - -- 543 143 286 202
29,000 -2 28 - - -- - - - - - 552 144 288 205
BTOS141
-
December, 1994 5-49

RANGE PROFILE - USABLE FUEL
384 GALLONS - (1454 LITERS)
STANDARD DAY
ZERO WIND
WEIGHT ............ 10,160 LBS (4608 KGS) BEFORE ENGINE START PRESSURE ALTITUDE ...... i7,000 FT
FUEL ................ AVIATION KEROSENE POWER SETTING .......... MAXIMUM CRUISE POWER
FUEL DENSITY .... 6. 7 LBS/GAL (.803 KGS/LTR) RANGE •..................... 960 NM
NOTE: RANGE ALLOWS FOR TAXI AND RUNUP; INCLUDES

CRUISE CLIMB AND DESCENT; AND ALLOWS FOR
45 MINUTES RESERVE FUEL AT MAXIMUM RANGE
POWER.
30,000 21_1
1
..
11 l l l T I I 224 198• I•
TRUE AIRSPEED
K.N,9!~ ...
25,000
Iii
w
LL 20,000
I
w
C
~
S 15,000
,(
w
a: 241
~
ffl 10,000
a:
0. 233
5000
224 179
• ~ 215 174
SL I I I
800 900 1000 1100 1200 1300 1400 1500

I
j 600 700
RANGE ~ NAUTICAL MILES
ENDURANCE PROFILE • USABLE FUEL
384 GALLONS • (1454 LITERS)
.... STANDARD DAY
I
WEIGHT ............ 10,160 LBS (4608 KGS) BEFORE ENGINE START PRESSURE Al TITUDE ...... 17,000 FT
FUEL ................ AVIATION KEROSENE POWER SETTING .......... MAXIMUM CRUISE POWER
FUEL DENSITY .... 6.7 LBS/GAL (.803 KGS/LTR)
ENDURANCE ................ 4.03 HRS
NOTE: ENDURANCE ALLOWS FOR TAXI AND RUNUP;

INCLUDES CRUISE CLIMB AND DESCENT; AND
ALLOWS FOR 45 MINUTES RESERVE FUEL AT
MAXIMUM RANGE POWER.
30,000 211 >01 ~

TRUE AIRSPEED KNOTS .
224 ~ 98
Q~<l
\'?lo
25,000 ~
237 0~~~ 195~
. o~u,r:,"<c. <l
tu
w
LL 20,000 242•~ ~~\)~ 192
I ~~ ~~
w r:)~
~--
C
"Qi
24 IC, ~ 8
i=j::
15,000 ~~~
..J
<( ~o
w
a:
:::,
241 ~G.~- ~ 85
en ~,-
en
w 10,000 ~'\)~-
a: ~ .
a. - 233 ~~ ~ 2
,_
5000
- 224 179
- 1 :74
SL I
I
3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5
ENDURANCE - HOURS
....X:
Section.V 1Jeechcraft
ONE-ENGINE-INOPERATIVE MAXIMUM CRUISE POWER

1900 RPM
ISA-30°C
NOTE; IOAT, TORQUE, AND FUEL FLOW BASED ON 8500 LBS (3856 KGS)
TORQUE
FUEL TOTAL AIRSPEED KNOTS
PRESSURE FLOW
IOAT PER FUEL @9500 LBS @8500 LBS @7500 LBS
ALTITUDE ENGINE
PER
FLOW @4309 KGS @3856 KGS @3402 KGS
ENG
FEET oc Of FT-LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL -13 9 1315 342 342 161 153 164 156 167 158
2000 -17 1 1315 334 334 159 155 162 158 165 161
4000 -21 -6 1315 328 328 157 158 160 161 163 163
6000 -24 -11 1315 322 322 155 160 158 163 161 166
8000 -28 -18 1315 318 318 153 162 156 166 159 169
10,000 -32 -26 1315 315 315 151 165 154 169 157 172
12,000 -36 -33 1315 314 314 148 167 152 171 155 175
14,000 -40 -40 1315 314 314 145 169 150 174 153 178
16,000 -44 -47 1195 287 287 134 161 141 169 145 174
18,000 -48 -54 1072 259 259 120 148 130 161 136 169
20,000 -53 -63 957 233 233 - - 117 150 127 162
22,000 -56 -69 869 212 212 - - - - 116 153
24,000 -61 -78 n2 190 190 - - - - 100 137
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04159
5-52 December, 1994

~ Section V

1900 RPM
ISA-20°C
FUEL AIRSPEED KNOTS
TORQUE TOTAL
PRESSURE FLOW
ALTITUDE PER
ENGINE FLOW @4309KGS @3856 KGS @3402KGS
ENG
SL -3 27 1315 344 344 160 154 163 157 165 160
2000 -7 19 1315 336 336 158 157 161 160 164 162
4000 -10 14 1315 330 330 156 159 159 162 162 165
6000 -14 7 1315 325 325 154 162 157 165 160 168
8000 -18 0 1315 321 321 151 164 155 168 158 171
10,000 -22 -8 1315 319 319 149 166 153 170 156 174
12,000 -26 -15 1315 318 318 146 168 150 173 154 1n
14,000 -30 -22 1315 317 317 144 170 148 176 152 180
16,000 -34 -29 1233 298 298 135 165 141 173 146 178
18,000 -38 -36 1108 269 269 120 153 131 165 137 173
20,000 -42 -44 991 243 243 - - 118 155 127 166
22,000 -46 -51 900 221 221 - - - - 116 157
24,000 -51 -60 800 198 198 - - - - 101 142
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04160
December, 1994 5-53

Section V ~

1900 RPM
ISA-10°C
TORQUE
PRESSURE FLOW
ALTITUDE
IOAT PER
PER
FUEL @9500 LBS @8500 LBS @7500 LBS
ENGINE FLOW @4309KGS @3856 KGS @3402 KGS
ENG
SL 7 45 1315 347 347 159 156 162 159 164 161
2000 3 37 1315 338 338 157 158 160 162 162 164
4000 0 32 1315 331 331 154 161 158 164 160 167
6000 -4 25 1315 326 326 152 163 156 167 159 170
8000 -8 18 1315 323 323 150 165 153 170 157 173
10,000 -12 10 1315 322 322 147 168 151 172 154 176
12,000 -16 3 1315 320 320 144 170 149 175 152 179
14,000 -20 -4 1315 315 315 140 170 146 1n 150 181
16,000 -24 -11 1215 296 296 132 165 138 173 143 179
18,000 -28 -18 1132 277 277 120 156 130 168 136 176
20,000 -32 -26 1023 252 252 - - 119 159 128 170
22,000 -36 -33 930 230 230 - - - - 117 162
24,000 -41 -42 827 206 206 - - - - 102 146
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04161
5-54 December, 1994

Oeedx:raft Section V

1900 RPM
ISA
. NOTE; IOAT, TORQUE, AND FUEL FLOW BASED ON 8500 LBS (3856 KGS)
TORQUE FUEL
TOTAL AIRSPEED KNOTS
PRESSURE IOAT PER FLOW FUEL
ALTITUDE
ENGINE
PER FLOW
@9500 LBS @8500 LBS @7500 LBS
ENG @4309 KGS @3856 KGS @3402 KGS
SL 17 63 1315 351 351 157 157 161 161 163 163
2000 13 55 1315 343 343 155 160 158 163 161 166
4000 10 50 1315 335 335 153 162 156 166 159 169
6000 6 43 1315 329 329 151 164 154 169 157 172
8000 2 36 1315 325 325 148 167 152 171 155 175
10,000 -2 28 1315 322 322 145 169 150 174 153 178
12,000 -6 21 1315 320 320 143 171 147 176 151 181
14,000 -10 14 1238 303 303 134 166 · 141 174 145 179
16,000 -14 7 1152 284 284 124 159 133 169 138 176
18,000 -18 0 1072 265 265 107 142 124 164 131 173
20,000 -22 -8 994 247 247 - - 113 155 124 169
22,000 -26 -15 934 233 233 - - - - 115 162
24,000 -30 -22 845 212 212 - - - - 101 148
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04162
December, 1994 5-55

Section V 'Reecncraft

1900 RPM
ISA +10°C
TORQUE
PRESSURE FLOW
ALTITUDE
IOAT PER
PER
FUEL @9500 LBS @8500 LBS @7500 LBS
ENGINE FLOW @4309 KGS @3856 KGS @3402 KGS
ENG
FEET oc OF FT-LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL 27 81 1315 354 354 156 159 159 162 162 165
2000 24 75 1315 346 346 154 161 157 165 160 168
4000 20 68 1315 339 339 152 163 155 167 158 171
6000 16 61 1315 333 333 149 166 153 170 156 173
8000 12 54 1315 328 328 147 168 151 173 154 176
10,000 8 46 1315 324 324 144 170 148 175 152 179
12,000 4 39 1245 306 306 136 166 142 173 146 178
14,000 0 32 1171 289 289 128 161 135 170 140 1n
16,000 -4 25 1099 272 272 116 150 127 166 134 174
18,000 -8 18 1028 255 255 - - 118 159 127 171
20,000 -13 9 934 237 237 - - 100 139 118 164
22,000 -16 3 881 223 223 - - - - 108 155
24,000 - - - - - - - - - - -
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04163
5-56 . December, 1994

~ Section V

1900 RPM
ISA +20°C
TORQUE
PRESSURE FLOW
ALTITUDE ENGINE PER
FLOW @4309 KGS @3856 KGS @3402 KGS
ENG
SL 37 99 1315 357 357 155 160 158 164 161 166
2000 34 93 1315 348 348 153 162 156 166 159 169
4000 30 86 1315 341 341 150 165 154 169 157 172
6000 26 79 1315 334 334 148 167 152 172 155 175
8000 22 72 1308 328 328 144 168 149 174 153 178
10,000 18 64 1233 309 309 137 165 142 171 147 176
12,000 14 57 1162 291 291 129 160 136 169 141 175
14,000 10 50 1093 274 274 118 151 128 165 134 172
16,000 6 43 1025 258 258 - - 120 159 128 169
18,000 1 34 956 241 241 - - 108 148 121 165
20,000 -2 28 905 228 228 - - - - 112 159
22,000 -7 19 841 213 213 - - - - 100 147
24,000 - - - - - - - - - - -
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04164
December, 1994 5-57

Section V 1Reechcraft

1900 RPM
ISA +30°C
TORQUE
PRESSURE FLOW
ALTITUDE PER
ENGINE FLOW @4309 KGS @3856KGS @3402 KGS
ENG
SL 48 118 1315 359 359 154 161 157 1-65 160 168
2000 44 111 1315 351 351 151 164 1-55 168 158 171
4000 40 104 1315 343 343 149 166 153 170 156 174
6000 36 97 1285 330 330 144 166 149 171 152 175
8000 32 90 1219 312 312 137 163 143 169 147 174
10,000 28 82 1148 294 294 129 158 136 167 141 172
12,000 24 75 1080 276 276 119 150 129 163 135 170
14,000 20 68 1015 260 260 - - 121 158 128 168
16,000 15 59 950 244 244 - - 110 148 121 164
18,000 12 54 901 230 230 - - - - 113 158
20,000 7 45 840 216 216 - - - - 103 148
22,000 - - - - - - - - - - -
24,000 - - - - - - - - - - -
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BTD4165
5-58 December, 1994

-~ Section V

1900 RPM
ISA +37°C
TORQUE
PRESSURE FLOW
ALTITUDE PER
ENGINE FLOW @4309 KGS @3856 KGS @3402 KGS
ENG
SL 55 131 1315 361 361 153 162 156 166 159 169
2000 51 124 1304 350 350 149 164 153 168 157 171
4000 47 117 1264 335 335 145 163 149 168 153 172
6000 43 109 1215 319 319 139 161 144 168 148 172
8000 39 102 1156 302 302 131 158 138 166 143 171
10,000 35 95 1090 284 284 122 152 131 163 137 169
12,000 31 88 1025 267 267 108 138 123 158 130 167
14,000 26 79 962 251 251 - - 114 151 124 164
16,000 23 73 912 237 237 - - - - 116 159
18,000 18 64 853 222 222 - - - - 107 151
20,000 - - - - - - - - - - -
22,000 - - - - - - - - - - -
24,000 - - - - - - - - - - -
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04166
December, 1994 5-59

Section V ~
PRESSURIZATION CONTROLLER
SETTING FOR LANDING
EXAMPLE
ALTIMETER SETTING ...... . 29.52 IN. HG

LANDING FIELD ELEYATIQN . 2000 FT
CABIN ALTITUDE SETTING .. 2885 FT
11,000 1-H-..-4-+-4'!-+-' .+++++-t..;..'-.;.::;:·~'=:H'i FIELD .ELE()': i ! j I! ! i i I; i ! i
-4'
+;¼-H-+++H-++THR=,i. ....._.
1-+-i-++H.'_;_::±' t : VATION' ~ I l l 1 i -
FEET
i : : : : l '~ .
._.._ ~, 1 , , , , •
I!
10,000 ,;
,.
i!•;~
, . 10 0 ,
..---· : i ;77 I :_;Qp
9000 I
i
ii
8000 ;2'.a~
I- : i ! J .,-....
w ! I:. ii
w 7000 : i !•!~
LL
l
.''''.~
!
C) 6000 I
'' ~,.,00.
.~UU1
z ;1 i!; =--
I=w 5000 -<;::~

en =!ti~
w 4000 .,,, ...

! ! : I l: 'i
, , : 4n,;,.o
~
0 ·=~ =~ v-u
:::> :-,__,: ! ,_,
:
:::
: :
~~
I- ! •
3000 :__;_3oo0
i: ·-~
~ l:
! :~
<( 'i
.. ! !
! ! ! :
z 2000
:
co • ! .,-......:: T
:
! ! I
<( '!
• ! _i.,J..l..
(.) 1000 • !
: : ! i t '
1- ti
=-----= 'l ! ! ! !
0 : ;
: i ! l
ii I
' I
! :
-1000
! '!
.
I
; I!
! I
:
-2000 I I I
' I
28.50 29.00 29.50 30.00 30.50 31.00

ALTIMETER SETTING - IN. HG
I
STD
December, 1994
HOLDING TIME
ASSOCIATED CONDITIONS: EXAMPLES:
TORQUE SETTING . . . . 500 FT- LBS FUEL AVAILABLE FOR HOLDING .

II PRESSURE 800 LBS
1900 RPM ALTITUDE . . . . . . 15,000 FT
PROPELLER SPEED . . . .
TIME . . . . . .
. . 2.6 HRS (2 HRS - 36 MIN)
REQUIRED HOLDING TIME.
II HOLDING . . 45 MIN (.75 HRS)
HOLDING PRESSURE ALTITUDE 8000 FT
FUEL REQUIRED . . . . . . . 265 LBS

:<.
6.0 ~~~
T r'
,:;<:>~ -
l -\0 I
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Section V 'i?eedicraft:
TIME, FUEL, AND DISTANCE TO DESCEND

DESCENT SPEED: 169 KNOTS
ASSOCIATED CONDITIONS: EXAMPLE':
POWER ............. AS REQUIRED TO INITIAL ALTITUDE ........ 17,000 FT
DESCEND AT FINAL ALTITUDE .......... 5651 FT
1500 FT/MIN
LANDING GEAR ...... UP TIME TO DESCEND ....... (11.3 - 3.8) = 7.5 MIN
FLAPS .............. UP FUEL TO DESCEND ....... (47.5 - 17.0) = 30.5 LBS
DISTANCE TO DESCEND ... (37 - 12) = 25 NM
PROPELLER SPEED ... 1900 RPM
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FUEL USED TO DESCEND - POUNDS
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DESCENT DISTANCE - NAUTICAL MILES
5-62 December, 1994

CLIMB - BALKED LANDING
...
I POWER .................. TAKE-OFF OAT ................. , .......... 15°C
FLAPS .................... DOWN PRESSURE AL TITUOE ...... 6000 FT
LANDING GEAR ......... DOWN ' ·• .. WEIGHT ...................... 8744 LBS
NOTE: ENTER GRAPH AT PRESSURE ALTITUDE
FROM WHICH A GO-AROUND WOULD BE RATE OF CLIMB ............ 820 FT/MIN
EXECUTED. CLIMB GRADIENT .......... 7.3%
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LANDING DISTANCE WITHOUT PROPELLER REVERSING - FLAPS DOWN

WEIGHT - POUNDS APPROACH SPEED -- KNOTS
POWER .............. RETARDED TO MAINTAIN 800 FPM OAT .......................... 15°C
ON FINAL APPROACH 10,100 102
PRESSURE ALTITUDE ........ 5653 FT
FLAPS ................ DOWN 9600 101 WEIGHT ...................... 8744 LBS
LANDING GEAR ...... DOWN 8000 101 HEADWIND COMPONENT .... 10 KTS
RUNWAY .............. PAVED, LEVEL, DRY SURFACE 7000 101 GROUND ROLL .............. 1475 FT
BRAKING ............ MAXIMUM WITHOUT SLIDING TOTAL DISTANCE OVER
TIRES 50-FT OBSTACLE .......... 2540 FT
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OUTSIDE AIR TEMPERATURE - °C WEIGHT- POUNDS WIND COMPONENT OBSTACLE HEIGHT
- KNOTS - FEET
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3000 3500 4000 4500
WEIGHT ~ KILOGRAMS
J
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LANDING DISTANCE WITH PROPELLER REVERSING - FLAPS DOWN
.....
i WEIGHT - POUNDS APPROACH SPEED - KNOTS
POWER .............. RET ARCED TO MAINTAIN 800 FPM 10,100 102 OAT ...................... : ... 15°C
ON FINAL APPROACH 9600 101 PRESSURE ALTITUDE ........ 5653 FT
FLAPS ................ DOWN 8000 101 WEIGHT ...................... 8744 LBS
LANDING GEAR ...... DOWN 7000 101 HEADWIND COMPONENT .... 10 KTS
RUNWAY .............. PAVED, LEVEL, DRY SURFACE GROUND ROLL .............. 1060 FT
BRAKING ............ MAXIMUM, WITH PROPELLER TOT AL DIST ANGE OVER
REVERSING
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OUTSIDE AIR TEMPERATURE - °C WEIGHT - POUNDS WIND COMPONENT OBSTACLE HEIGHT
- KNOTS - FEET
r,r-r I I I I I I I I I I I I I
3000 3500 4000 4500
WEIGHT ~ KILOGRAMS
Section V Oeechcraft
5-66 December, 1994

~
King Air C90A
SECTION VII
SYSTEMS DESCRIPTION
TABLE OF CONTENTS
SUBJECT PAGE
Airframe ............................................................................................................................................................................ 7-5

·General Description .......•..................................................................•............•........•..................................................... 7-5
Seating Arrangements ........•.....................................•.........................•...............•........................•......................•........ 7-5
Flight Controls ................................................................................................................................................................. 7-5
Control Surfaces ............................................................................................•.....••.......................•..•.•....•..............•..•... 7-5
Operating Mechanisms ....................................................................•......•.....•.....•...........................................•............ 7-5
Manual Elevator Trim ....•............................................•..............................•......•.........•................•..•............................. 7-5
Electric Elevator Trim (Optional) .........................................................•............................................•...•....................... 7-5
Rudder Boost •...•..•............•..................•.....................•.....................•...................................•..•......•..•...............•..•....... 7-5
Instrument Panel ............................................................................................................................................................. 7-5
Annunciator System ...................................................................•...•.•..........••..•......•....•..........•........•...••....................... 7-8
Ground Control ............................................................................................................................................................... 7-11
Wing Flaps ....................................................................................................................................................................... 7-11
Landing Gear ................................................................................................................................................................... 7-11
Construction ......•......................................•......................•.........•...............•......•...................................•....................... 7-11
Hydraulic Extension and Retraction System ..................................••.•.•...•....•.........•.......•........•......•............................. 7-11
Landing Gear Warning_ System ..................•......................•.........•.......•.•...•........•.............•...........•......•................•....... 7-13
Brake System .•.•..•...........•...........•..........•.....•............•........•....•.......•...•........•..•...........•••..••............••....•....................... 7-13
Tires ............•...............................................................................................................•................................................. 7-14
Baggage Compartment ................................................................................................................................................... 7-14
Aft Compartment ....................•...........•.........•.........................•......•.•.•....•.....•...•............•..................•........................... 7-14
Nose Compartment ...•.••....•....•.................••...•...........•............•......••....•.••..•.•..•.•..•.••........•..•........•.•...•.•..•.•.......•.•.....•.•. 7-14
Seats, Seatbelts, and Shoulder Harnesses .................................................................................................................. 7-14
Seats ..•..•...........•.......................................................•...........•..........•.....•.............•....•.............•...........•.•..••............•..... 7-14
Cockpit ........................•..............................••.....•.............•.................••....................•..........•....•..•...•...••............•....... 7-14
Cabin ...•.•.....•..........•................•.......•...........•........................................•.....•.......•...........•.................•.•..•....•............ 7-14
Toilet .•..•.......•...•...............................•...•...................•..................................•.•.................•......•.•......•....•......•............ 7-15
Seatbelts ........•.•..................•........•..............•..........................•.•....•................................•...............•.............•..•..........•. 7-15
Shoulder Harnesses ..................................................................................................................................................... 7-15
Cockpit ........•....•..................................•..............................•........•..•.....•.....••.•...................•..........•..........••..•............ 7-15
cabin •.....•.•.........•................................................•...............•.........•.•......•...•....•.....•...........•.......................•............. 7-15
Toilet ....................................................................................................................................................................... 7-15
Doors, Windows, and Exits ...........................................................................................................................•................ 7-15
Airstair Entrance Door ..............................•............•......•......................•...............................•......•...•••..•...•••.•....•...•....... 7-15
7-17
~~~~g~dE;! :::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::: 7-17
Cabin Exterior Windows ............................................................................................................................................... 7-17
Polarized Interior Windows ..........•...............................................•.....•...•.•.....•....•.•.....•.......••....•.•................................ 7-17
Shade Type Windows ................................•............••....•..............••...••..•........••.....•...................•...•..•...........•.........•..•.. 7-17
Sunvisor Operation ...................................•..............•............•.......•.................•..•...........•.............................................. 7-17
Control Locks .................................................................................................................................................................. 7-17
Power Plant ...................................................................................................................................................................... 7-18
Torquemeter ............................................•...........•........•...........•.....•............•.........•.....•.•........•.....•............•..•....•.......... 7-19
Propulsion System Controls ............•••.....•................•...................•••..........•...•..........•...................•.•.•..•........................ 7-19
Power Levers •.....•..........•...............•..............•.............•....•............•...............•..••...................•.•.•...•...•......•...•.•.••...•.. 7-19
Propeller Levers .................................•...............•.........................................•...•............................•.......................•. 7-19
Condition Levers .•....................................................................•....•..................•...•...•............•..•..•.................•..•....... 7-19
Propeller Reversing ..•......•...............•......................•........••.........•.••.•.....•...•.....•...•........•.........••..•......•............•.•....•. 7-19
Friction Locks •......•........•...............................•......................•....•........•......•..•...........•.......•......••..•.....................•..•.. 7-19
Engine Instrumentation ................................................................................................................................................ 7-20
Engine Lubrication System .....................................•..................................•..•...•.•••........•.....••......•.....•.••.......•..••.......... 7-21
·Magnetic Chip Detector ........................................................................................................................................... 7-21
Starting and Ignition System ....................•.....................................•...........•.........•.................•.....••••••...............•.......... 7-21
Auto Ignition ..................•..........................................•...................•......•.•..•......•..•.................•..•...•..•.•...•.......•.......... 7-21
Pitot Duct Air System ...............................•.........................•...........•..•..•..•.........•......•..•................•.•..............•....•......... 7-22
December, 1994 7-1

~
King Air C90A
SECTION VII
SYSTEMS DESCRIPTION
.TABLE OF CONTENTS(Continued)
SUBJECT PAGE
Ice Protection ..........•.........•..•............•..................•...................•.•...................•.•.................•..•.•......•.•....................... 7-22

Pitot Cowling Engine Air Inlet ••......•..•..•.•.•...•.................•..•.....•......•...•.......•....................•...••.•.••.•.................•..... 7-22
Engine Anti-Ice System .......•.......•.............................•.....•...•...••....•...•..•.........•...•..•............•..•....•.•..•..••....•......... 7-22
Oil-to-Fuel Heat Exchanger ..................................................................................................................................... 7-23
6
Fu:iu ~~~~trol Heat.::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::
7-23
7-23
Fire Detection System (Optional) .......•.............•.......................•.....•...•.......•.................•......•...•...•......•..•..•.•.......•......... 7-24
Fire Extinguisher System (Optional) .•..........•....•••....••................•.........•........••.•..•...•.•.•.............•...•....•.•....................... 7-24
Propeller ........................................................................................................................................................................... 7-26
Reversing Propeller ..•.......................................•...•............................••..............•....•.•..............••..•.•.........•.....•....•......•.. 7-26
Propeller Governors (Reversing) ....•....•........•....••....•..•...•....•.....•.............•............•......•...•.....•..........••.•...........•.•......... 7-26
Low Pitch Stops .•..........••.•...•.••............•...........•.•..••••..•....••....•..•...••.•................•...•......•...•........•.•..••..•.••••...............•.... 7-26
Non-Reversing Propeller .............................................................................................................................................. 7-26
Autofeather System (Optional) .•....•.....••.......•..........•..•••...........................................•......•........•......•..•......................... 7-26
Propeller Synchrophaser (Optional) ............................................................................................................................. 7-26
Fuel System ..................................................................................................................................................................... 7-26
Boost Pumps ...............................••..................••............................................•......•..•...............•...•..•••......•.•.............·... . 7-27
Fuel Transfer Pumps ..•.............•.......•..........•...•.....................................•..........................•...........••....................•......... 7-27
Crossfeed .........••..............•.....•.............•......•...•......•...•...................•.............•..........••..........•........•..•••...••.......•...•.....••.. 7-27
Firewall Shutoff ...•.........•...................•..•.......................•..........•..•..........•..............••.•.................•.....•..•••.•..•................•.. 7-27
Fuel Filter (Strainer) ................................•..•..•........•.••.•...•..•.........•.•........•...........••...................•......•.••....•.•..•..•..•......•.. 7-28
Fuel Drains ..........................................•.......•..........•.•••.................•...••.....•..............••...........•..........••.....•.•••.....•........•... 7-28
Fuel Gaging System ............................•.........•................................•.•......•...•.•.........•......•.••...........•...•..••...................... 7-28
Fuel Purge System ..................................•.............••.•.•............•........••.•...•..................•.........•..•........•••.•....•.....•....•......• 7-28
Use of Aviation Gasoline ..............•..•...•...•.....•....•••.•..•...•........•...........•.•.•....•.............•......•..•.•••......•..••.••.•.•...•.•......•.•... 7-28
Electrical System ............................................................................................................................................................ 7-30
Battery and Generator ........................................•..•.•.................•.........•.................•.•........•......••.....•..•.•...•.••.....•...•....... 7-30
External Power ............................................................................................................................................................. 7-30
External Power Unit Requirement .....•..•...••......•...•...•..••.....•.••..•.•...••.•.••.••.................••..•....••.•.•.•..•.••.•...•..•.....••...•... 7-31
Lighting Systems ............................................................................................................................................................ 7-35
Cockpit ........•.........•......•.......•••..••.•.•••......•.••••....•.•...•..•...................•.•....•.•...••..•..•.........••..••.........•......•••..••.••••••....•••...... 7-35
Cabin .....•......•.....................................................•...••............................•......•........•..•..•...•.•.•..•.......•......•.•.•••....•.....•...... 7-35
Exterior ......................................•.............•......•...•..........................•..•...•.•......•..•.............................•••...•..••.•.............•... 7-35
Environmental System ................................................................................................................................................... 7-35
Pressurization System .........................•..............•.•••...........•......•............••.•........•.•.......•......•............•..•.•••.......••...•...•... 7-35
Flow Control Unit .......•....•......•......•.•...............•...•...•...•.....•....................•.....•.....••.....•••..•.•...•.....•......•....••......•.••........... 7-39
Unpressurized Ventilation .......•..•...•..................••...•..••.....•..............••...•..........•..................•..........•..•.•..••........•.•.....•.... 7-40
Heating .•......................•...........................••....•...•.•..•..•......•..............•..•.•.•.....•.....•.........•...............••..•....•••....•......•...•.... 7-40
Electric Heat .........•.......................•....•..............•..•.....•..•....•.....•..•...•...•......•.•...•..........•.......•......••.•...•..•.•....•.....•.•...••.... 7-40
Cooling .......•.......................•..........•.......•..........•••.............•......•.•..•.....•.......................................•............................•.... 7-40
Environmental Controls ....·.........•......•...•............••.................•..........•........•........•.•..........•.....•.•.....•.......•....................•. 7-40
Heating Mode ............•..............•..................••...•..•...............••..•...............•.....•.•...............................•................•.....• 7-41
Cooling Mode ...........................•.......•.........................•........•................•..........•.........•...•...••....•••....•..••.•......•..•.•...... 7-41
Automatic Mode Control .....•....•.......•.........•...........................•.••...••...............•.•.................•..••...........•.........•........... 7-41
Manual Mode Control ............•...................•.........•...•...........•......•..•.......................•.............•...•........•.........•...•........ 7-41
Bleed Air Control ..................................................................................................................................................... 7-41
Vent Blower Control ....•.................•.........................•.....................•...•....•........................•..•.•..•......•.••....•..•............. 7-41
Oxygen System ............................................................................................................................................................... 7-41
Pitot and Static System .................................................................................................................................................. 7-45
Pitot ......................................................•...........•..•......••...•...............•....•.......•.............•....•........•••.•.•..••.•.•.....•..•............ 7-45
Static ...............................•......................•..••......•................•...................•.........•........................•......•.••••••....•..•............. 7-45
Engine Bleed Air Pneumatic System ............................................................................................................................ 7-45
Stall Warning System ............................... ·..................................................................................................................... 7-45
Ice Protection System ................................................................................................................................................... 7-45
Windshield Anti-Ice ...............•.•....................•••.....•......•...................•........•.......•....................•........•.••••....•.................... 7-45
Propeller Deice System ....................•......................................................•............................•.......•.••..•.•..•...•..••............ 7-46
Surface Deice System ..........•..•...............•...•...•...........................•.•..............•.......................•...................•....•.............. 7-47
7-2 December, 1994

<Deemcraft
King Air C90A
SECTION VII
SYSTEMS DESCRIPTION
TABLE OF CONTENTS {Continued)
SUBJECT PAGE
Pitot Mast Heat ....•.. ...................................................................................................................................................... 7-47

Stall Warning Anti-Ice ................................................................................................................................................... 7-47
Fuel Heat ...................................................................................................................................................................... 7-47
Comfort Features ............................................................................................................................................................ 7-49
Toilet ..............................................................................................................................·-·······························............. 7-49
Relief Tubes ................................................................................................................................................................. 7-49
Cabin Features ................................................................................................................................................................ 7-49
Fire Extinguisher .. ........... .... ...... ................. ..... .................. ..... ................................................. ...... .......... ..................... 7-49
Storm Windows ............................................................................................................................................................ 7-49
Windshield Wipers ........................................................................................................................................................ 7-49
December, 1994 7-3

Section VII Oeedtcraft
Systems Description King Air C90A
7-4 December, 1994

<Deemcraft Section VII
King Air C90A Systems Description
AIRFRAME plane is pitched in a downward direction. The control column

is also displaced in .a forward direction due to the elevator
GENERAL DESCRIPTION control cable connections. Depressing NOSE UP at the bot-
tom of the rocker switch results in the opposite of the previ-
The BEECHCRAFT King Air C90A is an all-metal, low-wing, ous motions with the airplane nose pitching up.
twin-engine turbo-propeller airplane with retractable landing
Overtravel is prevented by an electro-magnetic clutch
gear.
between the servo motor and the cable drum. The system is
electrically protected by a circuit breaker on the sidewall cir-
SEATING ARRANGEMENTS cuit breaker panel.
The King Air C90A is a 6- to 13-place airplane. The pilot and When an autopilot is installed, refer to the appropriate Auto-
copilot seats are mounted in a separate forward compart- pilot Flight Manual Supplement for a description of the elec-
ment. Various configurations of passenger chair arrange- tric elevator trim system used with the autopilot.
ments, front facing and aft facing and the optional couch
installation, may be installed on the continuous tracks RUDDER BOOST
mounted on the cabin floor. For additional information see
"Cabin Arrangement Diagram", Section VI, WEIGHT AND A rudder boost system is provided to aid in maintaining
BALANCE/EQUIPMENT LIST. directional control in the event of an engine failure or a large
variation of power between the engines. Incorporated into
the rudder control system are two pneumatic servos that can
FLIGHT CONTROLS augment the action of the rudder cables to help compensate
for asymmetrical thrust.
CONTROL SURFACES
During operation, a differential pressure switch senses
The airplane is equipped with conventional ailerons, eleva- bleed air pressure differences between the engines. If the
tors, and rudder; for roll, pitch, and yaw control. bleed air pressure from one engine falls below a preset
value, a signal from the differential pressure switch to one of
OPERATING MECHANISMS the two solenoid valves in the bleed air lines to the rudder
boost servos, causes the solenoid valve to open and one of
The airplane is equipped with dual controls for the pilot and the servos is actuated. The pressurized servo will then pull
copilot. The ailerons and elevators are operated by control on one of the rudder cables. Tension springs in the connec-
wheels interconnected by a T-bar. The rudder pedals are tion between the servos and the rudder cables take up the
interconnected by linkage below the floor. These systems slack in the rudder cable when one or the other of the ser-
are connected to the control surfaces through push-rod and vos is actuated. A drop in bleed air pressure from the left
cable-and-bellcrank systems. Rudder, elevator, and aileron engine will actuate the appropriate servo and the right rud-
trim are adjustable with controls mounted on the center ped- der pedal will rr,ove forward. A drop in bleed air pressure .
estal. A position indicator for each of the trim tabs is inte- from the right engine will cause the left rudder pedal to move
grated with its respective control. forward. This system is intended to help compensate for
asymmetrical thrust only. Appropriate trimming is to be
MANUAL ELEVATOR TRIM accomplished by using the trim controls.
Manual control of the elevator trim is accomplished with a The system is controlled by a toggle switch, RUDDER
handwheel located on the left side of the pedestal. It is a BOOST - OFF, located on the pedestal below the aileron
conventional trim wheel which is rolled forward for nose trim control knob. The switch is to be in RUDDER BOOST
down trim, and rolled aft for nose up trim. position before flight. A preflight check of the system can be
performed during run-up by retarding the power on one eng-
ELECTRIC ELEVATOR TRIM (OPTIONAL) ine to idle and advancing power on the opposite engine until
the power difference between the engines is great enough
The electric elevator trim system is composed of an electric to activate the rudder boost system. Movement of the appro-
servo motor and electro-magnetic clutch combination that priate rudder pedal indicates that the system is functioning.
drives a cable drum. The cable drum is wrapped with sev- Repeat the check with opposite power settings and look for
eral turns of the trim tab control cable; thus, drum rotation movement of the opposite rudder pedal.
results in elevator trim tab movement. The electric elevator
trim system is activated when a toggle switch on the pedes-
tal (located below the aileron trim control knob) is placed in
INSTRUMENT PANEL
the ELEV TRIM position, and is disengaged when the switch Flight instruments are arranged in a group directly in front of
is placed in the OFF position. the pilot and the copilot. Complete pilot and copilot flight
instrumentation is available, including dual navigation sys-
The electric elevator trim system is controlled by pitch trim
tems, two course selectors, dual gyro horizons, and dual
rocker switches on the pilot's control wheel. NOSE DN at
tum and slip indicators.
the top of the rocker switch, when depressed causes the
elevator trim servo to move the trim tab in an upward direc- The operation and use of the instruments, lights, switches,
tion, which allows the airflow to move the elevator in a and controls located on the instrument panel is explained
downward direction and the result is that the nose of the air- under the systems descriptions relating to the subject items.
December, 1994 7-5

~ .f [
OVERHEAD LIGHT CONTROL PANEL
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FUEL CONTROL PANEL
RIGHT SIDE PANEL
PEDESTAL C9100343
Section VII 4"kecluaft
ANNUNCIATOR SYSTEM The annunciator system and the fault warning flasher fea-
ture both a "RRIGHT" and a "DIM" mode of illumination
The annunciator system consists of an annunciator panel intensity. The mode will be selected automatically whenever
centrally located in the glareshield, a press-to-test switch, all of the following conditions are met: a generator is on the
and a fault warning light. The illumination of a green or yel- line; the overhead flood lights are off; the pilot flight lights
low annunciator light will not trigger the fault warning system are on; and the ambient light level in the cockpit (as sensed
but a red annunciator will actuate the fault warning flasher. by a photoelectric cell located in the overhead light control
In the event of a fault, a signal is directed to the respective panel} is below a preset value. Unless all of these conditions
channel in the annunciator panel. If the fault requires the are met, the BRIGHT mode will be selected automatically.
immediate attention of the pilot, the fault warning light will
flash. The flashing fault warning light may be extinguished The lamps in the annunciator system can be tested anytime
by pressing the face of the light to reset the circuit, and if the the integrity of a lamp is in question. Depressing the PRESS
fault is not, or cannot be, corrected, the indicator light in the TO TEST button, located to the right of the warning annun-
annunciator panel will remain lighted. If an additional fault ciator panel in the glareshield, illuminates all of the annun-
occurs, the appropriate light in the annunciator panel will ciator lights, and the FAULT WARNING flasher. Any lamp
illuminate until it is reset as before. If the additional fault that fails to illuminate when tested should be replaced (refer
requires the immediate attention of the pilot, the fault warn- to "Lamp Replacement Guide", Section VIII, HANDLING,
ing light will once again begin flashing. SERVICING and Maintenance}.
L GEN OUT 11 L FUEL PRESS 11 L CHIP DETECT 11 L NO FUEL XFR 11 11 INVERTER OUT A/P DISC Ill A/P· TRIM
11 I II FUEL CROSSFEED 11 I
~========i!~====~~=======l
II II
I L IGNITION ON L AUTOFEATHER
L ENG FIRE L ENG ICE FAIL
---
ALTITIIJE IIARN
Ill RVS NOT READY IL GEN TIE OPEN 11 MAN

UlG/TAXI LIGHT
TIES CLOSE I
FUEL XFR I R CHIP DETECT I R Fl.EL PRESS I R GEN OUT
HYO FLUID LOIi EXT PWR II R ENG ICE FAIL II R EN> FIRE 11 II
BAT TIE OPEN IR GEN TIE OPEN 11 R ENG ANTI ICE 11 II R AUTDFEATHER I R IGNI
ANNUNCIATOR PANEL
C94LJ07C 1378
7-8 December, 1994

'i"leecmaft Section VII
ANNUNCIATOR PANEL
NOMENCLATURE COLOR PROBABLE CAUSE FOR ILLUMINATION

LGEN OUT Red Left generator off the line.
Red
L IGNITION ON Yellow System is armed and left engine torque is below 400 ft-lbs or left engine
and engine start switch in ON.
L FUEL PRESS Red Low fuel pressure on left side, check boost pump.
Red
* L AUTOFEATHER Green Left autofeather armed with power levers advanced above 90% N1
position.
L CHIP DETECT Red Metal contamination in left engine oil is detected.
t*L ENG FIRE Red Fire in left engine nacelle.
Green
L NO FUEL XFR Red Left wing tank empty or transfer pump failure.
L ENG ICE FAIL Yellow Left engine anti-ice vanes in transit or inoperative.
L ENG ANTI ICE Green Left engine anti-ice vanes in position for icing conditions.
Red
FUEL CROSSFEED Yellow Crossfeed valve is open.
Yellow
INVERTER OUT Red The inverter selected _is inoperative.
ALTITUDE WARN Yellow Cabin altitude exceeds 10,000 feet.
RVS NOT READY Yellow Propeller levers are not in the high rpm, low pitch position with the
landing gear extended.
*A/P DISC Red Autopilot is disconnected.
Red
L GEN TIE OPEN Yellow Left generator bus isolated from center bus.
* A/P TRIM Red Improper trim or no trim command from autopilot.
LDG/TAXI LIGHT Green Landing lights or taxi light illuminated with landing gear up.
MAN TIES CLOSE Green Manually close generator bus ties.
Red
HYD FLUID LOW Yellow Hydraulic fluid is low in the hydraulic fluid reservoir.
BATTIE OPEN Yellow Battery isolated from generator buses.
CABIN DOOR Red Cabin door open or not secure.
BAG DOOR OPEN Red Nose baggage door not secure.
BATTERY CHARGE Yellow Excessive battery charge current.
Red
EXTPWR Yellow External power connector is plugged in.
R GEN TIE OPEN Yellow Right generator bus isolated from center bus.
R NO FUEL XFR Red Right wing tank empty or transfer pump failure.
R ENG ICE FAIL Yellow Right engine anti-ice vanes in transit or inoperative.
R ENG ANTI ICE Green Right engine anti-ice vanes in position for icing conditions.
R CHIP DETECT Red Metal contamination in right engine oil is detected.
December, 1994 7-9

Section VII ~
ANNUNCIATOR PANEL
NOMENCLATURE COLOR PROBABLE CAUSE FOR ILLUMINATION

t*R ENG FIRE Red Fire in right engine nacelle.
Green
R FUEL PRESS Red Low fuel pressure on right side, check boost pump.
Red
* R AUTOFEATHER Green Right autofeather armed with power levers advanced above 90% N1
position.
R GEN OUT Red Right generator off the line;
Red
R IGNITION ON Yellow System is armed and right engine torque is below 400 ft-lbs or right
ignition and engine start switch in ON.
* Optional Equipment
tCAA Standard
7-10 December, 1994

'i?eechcraft Section VII
GROUND CONTROL The flap motor power circuit is protected by a 20-ampere

flap motor circuit breaker placarded FLAP MOTOR, located
Nose gear steering is accomplished by use of the rudder on the right circuit breaker panel. A 5-ampere circuit breaker
pedals. Linkage from the rudder pedals attached to an arm (FLAP IND & CONTROL) for the control circuit is located on
near the top of the shock strut enables nose wheel steering the right circuit breaker panel. ·
when the nose gear is down.· One spring-loaded link in the
system absorbs some of the force applied to any of the Lowering the flaps will produce these results:
interconnected rudder pedals until the nose wheel is rolling,
Attitude - Nose Up
at which time the resisting force is less and more pedal
motion results in more nose wheel deflection. Since motion Airspeed - Reduced
of the pedals is transmitted via cables and linkage to the Stall Speed - Lowered
rudder, rudder deflection occurs when force is applied to any Trim - Nose-down Adjustment Required to Maintain Attitude
of the rudder pedals. With the nose landing gear retracted,
some of the force applied to any of the rudder pedals is LANDING GEAR
absorbed by the spring-loaded link in the steering system so
that there is no motion at the nose wheel, but rudder deflec- CONSTRUCTION
tion still occurs. The nose wheel is self centering upon
retraction. The tricycle gear, when fully extended, is a braced semi-
cantilevered type construction. The system utilizes folding
When force on the rudder pedals is augmented by a main braces called drag legs that lock in place when the gear is
wheel braking action, the nose wheel deflection can be con- fully extended. Oleo struts form the semi-cantilevered
siderably increased. beams. The Oleo Landing Gear Struts are attached to the
airplane structure, in pinned joints. Knee braces are
The minimum wing tip turning radius for taxi and ground employed to prevent rotation between oleo piston and cylin-
handling is 35 feet, 6 inches. The nose wheel must be fully der. The forward oleo strut is fitted with a mechanism for
castored at the start of the tum to achieve the minimum nose wheel steering.
turning radius. See "Ground Turning Clearance", Section I,
GENERAL. HYDRAULIC EXTENSION AND RETRACTION
SYSTEM
WING FLAPS
The nose and main landing gear assemblies are extended
Two flaps are installed on each wing. An electric motor and and retracted by a hydraulic power pack in conjunction with
gearbox assembly mounted on the forward side of the rear hydraulic cylinders. The hydraulic power pack is located for-
spar, drives four flexible shafts which are connected to jack- ward of the center section main spar. One hydraulic actuator
screws, one of which operates each flap, The motor incor- is located at each landing gear. The power pack consists of:
porates a dynamic braking system through the use of two a hydraulic pump, a 28-VDC motor, a two-section fluid res-
sets of motor windings. This feature prevents overtravel of ervoir, filter screens, a gear selector valve and solenoid, a
the flaps. fluid level sensor, and a gear-up pressure switch. For man-
ual extension, the system has a hand-lever-operated pump.
The flaps are operated by a sliding switch handle on the The pump handle is located on the floor, to the left of the
pedestal just below the condition levers. Flap travel, from pedestal, in the pilot's compartment. Three hydraulic lines
UP to DOWN is registered at 20, APPROACH, 40, 60, and are routed to the nose and main gear actuators: one for nor-
80 in percent of travel on an electric indicator on top of the mal extension and one for retraction are routed from the
pedestal. A side detent provides for quick selection of the power pack, and one for emergency extension is routed
APPROACH position. From the UP position to the from the hand pump. The normal extension lines and the
APPROACH position, the flaps cannot be stopped in an manual extension lines are connected to the upper end of
intermediate position. Between APPROACH and DOWN, each hydraulic actuator, while the hydraulic lines for retrac-
the flaps can be stopped anywhere by moving the handle to tion are fitted to the lower ends of the actuators.
the DOWN position until the flaps reach the desired position,
then moving the flap switch handle back to APPROACH. An internal mechanical lock in the nose gear actuator and
The flaps can be raised to any position between DOWN and the over-center action of the nose gear drag leg assembly,
APPROACH by raising the handle to UP until the desired lock the nose gear in the down position. Notched hook, lock
setting is reached, then returning the handle to APPROACH. link and lock link guide attachments fitted to each main gear
Selecting the APPROACH position will stop flap travel any- upper drag leg, provide positive down-lock action for the
time the flaps are deflected more than 35%. main gear.
December, 1994 7-11

Section VII ~
Systems Description Model C90A
~ LANDING GEAR
""'""""'~ EXTENSION LINE
LANDIN~GEAR EMERGENCY
- EXTENSION LINE
LANDING GEAR
RETRACTION LINE
HYDRAULIC FLUID
SUPPLY LINE
BLEED AIR/
..._._._. VENT LINE
NOSE LANDING GEAR
ACTUATOR
I
I
,t\
M
I
I
I
I '
I
~--
LEFT MAIN LANDING
GEAR ACTUATOR ·
--
RIGHT
MAIN
POWER LANDING
PACK GEAR
ACTUATOR
OVERBOARD
VENT WITH
ORIFICE BLEED AIR MANIFOLD
C90A-603-538
HYDRAULIC LANDING GEAR PLUMBING SCHEMATIC
7-12 December, 1994

~ Section VII
Model C90A Systems Description
Electrical overload to the system is prevented through the Landing gear position is indicated by an assembly of three
use of a 60-ampere circuit breaker located under the cabin annunciators in a single unit which has a light transmitting
floor in the wing center section. cap that is marked as follows:
The landing gear hydraulic power pack motor is controlled NOSE

by the use of the landing gear switch handle. LOG GEAR
CONT - UP - DN appears adjacent to the switch handle on L I A
BT02880
the center avionics panel. The switch handle must be pulled
out of a detent before it can be moved from either the UP or One light in each segment, when illuminated, makes the
the DN position. segment appear green and indicates that particular gear is
down and locked. Absence of illumination with the LDG
Safety switches, called squat switches, on the main gear GEAR CONT switch handle down indicates that the landing
torque knees open the control circuit when the oleo strut is gear is not safe. Absence of illumination with the LDG
compressed. The squat switches must close to actuate a GEAR CONT switch handle up indicates that the landing
solenoid which moves the down-lock hook on the LOG gear is up.
GEAR CONT switch to the released position. This mecha-
nism prevents the LDG GEAR CONT switch handle from To check the landing gear annunciator, PRESS the face of
being placed in the UP position when the airplane is on the the annunciator.
ground. The down-lock hook disengages when the airplane
leaves the ground because the squat switches close and a Two red, parallel wired indicator lights located in the LDG
circuit is completed through the solenoid that moves the GEAR CONT switch handle illuminate to show that the gear
hook. In the event of a malfunction of the solenoid or the is in transit or unlocked. The red lights in the handle also
squat switch circuit, the down-lock hook can be overridden illuminate when the landing gear warning horn is actuated.
by pressing downward on the red DOWN LOCK REL button
The red control handle lights may be checked by pressing
just left of the LOG GEAR CONT switch handle.
the HDL LT TEST ·button located to the right of the LDG
In flight, with the LDG GEAR CONT switch handle in the DN GEAR CONT switch handle.
position, as the landing gear moves to the full down position,
the down-lock switches are actuated and they cause the LANDING GEAR WARNING SYSTEM
landing gear relay to interrupt current to the pump motor.
The landing gear warning system is provided to warn the
When the red in-transit lights in the LDG GEAR CONT
pilot that the landing gear is not down and locked during
switch handle extinguish and the green NOSE L. R annun- specific flight regimes. Various warning modes result,
ciators illuminate, the landing gear is in the fully extended
depending upon the position of the flaps.
position.
With the flaps in UP or APPROACH position and either or
A gear select solenoid located on the valve body of the both power levers retarded below a certain power level, the
pump is energized when the LOG GEAR CONT switch warning horn will sound intermittently and the LDG GEAR
handle is in the UP position and actuates the gear select CONT switch handle lights will illuminate. The horn can be
valve, allowing system fluid to flow to the up side of the sys- silenced by pressing the GEAR WARN SILENCE button
tem. The gear select valve is spring loaded in the down adjacent to the LDG GEAR CONT switch handle; the lights
position and will only move to the up position when ener- in the LDG GEAR CONT switch handle cannot be cancelled.
gized. The landing gear warning system will be rearmed if the
power lever(s) are advanced sufficiently.
Hydraulic system pressure holds the landing gear in the
retracted position. When the hydraulic pressure reaches With the flaps beyond the APPROACH position, the warning
approximately 1850 psi, the gear-up pressure switch will hom and landing gear switch handle lights will be activated
cause the landing gear relay to open and interrupt the cur- regardless of the power settings, and neither can be can-
rent to the pump motor. The same pressure switch will celled.
cause the pump to activate, should the hydraulic pressure
drop to approximately 1600 psi. BRAKE SYSTEM
An annunciator, HYD FLUID LOW, will illuminate whenever The dual hydraulic brakes are operated by depressing the
the hydraulic fluid is low in the fluid reservoir. Functional toe portion of either the pilot's or copilot's rudder pedals.
check of the fluid level sensor may be made by the use of The series system plumbing enables braking by either the
the HYO FLUID LEVEL SENSOR - TEST switch located on pilot or copilot.
the pilot's subpanel.
Dual parking brake valves are installed adjacent to the rud-
The LDG GEAR CONT switch handle should never be der pedals between the master cylinders of the pilot's rudder
moved out of the DN detent while the airplane is on the pedals and the wheel brakes. A control for the valves, plac-
ground. If it is, the landing gear warning horn will sound arded PARKING BRAKE - PULL ON is located on the pilot's
intermittently and the red Qanding gear in-transit) lights in left subpanel. After the pilot's brake pedals have been
the LDG GEAR CONT switch handle will illuminate (pro- depressed to build up pressure in the brake lines, both
vided the MASTER SWITCH is ON), warning the pilot to valves can be closed simultaneously by pulling on the park-
return the handle to the DN position. ing brake handle. This retains the hydraulic pressure in the
December, 1994 7-13

Section VII ~
brake lines. The parking brake is released by depressing the Any item stored in the aft baggage compartment is acces-
brake pedals briefly to equalize the hydraulic pressure on sible in flight.
both sides of the valves, then pushing in on the parking
brake handle to open the valve, releasing the hydraulic oil NOSE COMPARTMENT
pressure.
The nose baggage compartment has a 16-cubic-foot (453
cubic decimeter) capacity. This compartment is limited to
350 pounds (158 kilograms) which includes the weight of
any avionics equipment that may be installed within the
compartment.
The parking brake should be left off and
wheel chocks installed if the airplane is to be Access to the nose baggage compartment is through a door
left unattended. Changes in temperature can located on the left side of the nose which is hinged at the top
cause the brakes to release or to exert to allow the door to swing upward. The door is held in the
excessive pressure. open position by a brace that is attached to the lower for-
ward comer of the door. A flush-mounted door handle with a
TIRES push-to-release button, activates three bayonet-type latch-
ing bolts that, when engaged, will hold the door securely
The airplane is nonnally equipped with 8.50 x 1o, 8-ply closed. When not engaged, a switch at the forward latching
rated, tubeless, rim-inflated tires on each main gear. For bolt will close and the BAG DOOR OPEN annunciator will
increased service life, 10-ply rated tires of the same size illuminate. In addition, the door is equipped with a second-
may be installed. ary safety latch to hold the door in a partially closed position
in the event the primary latching bolt is not engaged. The
The nose gear is equipped with a 6.50 x 10 6-ply rated push-to-release button, adjacent to the door handle, will pre-
tubeless tire. vent the door from inadvertently opening.
BAGGAGE COMPARTMENT The nose baggage compartment features a key-lock for

security when the airplane is left unattended.
AFT COMPARTMENT
Compartment volume is 53.5 cubic feet (1515 cubic decime-
ters) and webbing is installed across the compartment. I WARMNG I
See "Cabin Arrangement Diagram", Section VI, WEIGHT
DO NOT CARRY HAZARDOUS MATERIAL.
AND BALANCE.
The aft baggage compartment is limited to 350 pounds (158

kilograms) for all combinations of baggage, passenger, or
equipment. SEATS, SEATBELTS, AND SHOULDER
HARNESSES
WARNING I SEATS
COCKPIT
Unless authorized by applicable Department
of Transportation Regulations, do not carry The pilot and copilot seats are adjustable fore and aft, as
hazardous material anywhere in the airplane. well as vertically. When the release lever under the front
inboard comer of the seat is lifted, the seat can be moved
forward or aft as required. When the release lever under the
WARNING I front outboard comer of the seat is lifted, vertical adjust-

ments can be made. Annrests pivot at the aft end and can
be raised when required.
Do not carry children in the baggage com- CABIN

partment unless they are in a seat.
Various configurations of passenger chairs and couches
may be installed on the continuous tracks which are
mounted on the cabin floor. All passenger chairs are plac-
arded either FRONT FACING ONLY or FRONT OR AFT
FACING on the horizontal leg cross brace. Only chairs plac-
Baggage and other objects should be arded FRONT OR AFT FACING may be installed facing aft.
restrained to prevent shifting in turbulent air. All forward facing chairs and aft facing chairs are equipped
with adjustable headrests.
7-14 December, 1994

'ihmcraft Section VII
WARNING I strap over each shoulder and fastened by metal loops into
the seat belt. Spring loading at the inertial reel keeps the
harness snug, but will allow normal movement required dur-
ing flight operations. The inertial reel is designed with a lock-
Before takeoff and landing, the headrest ing device that will secure the harness in the event of sud-
should be adjusted as required to provide den movement or an impact action.
support for the head and neck when the pas-
senger leans against the seatback. CABIN
The shoulder harness on observer and passenger chairs

Some passenger chairs can be moved fore and aft, to suit consists of a single strap. It is routed through the top of the
legroom requirements of different passengers, by lifting a seatback and terminates in a triangular metal fastener. The
horizontal release lever that extends laterally under the front strap is worn diagonally. It runs from the outboard shoulder
of the adjustable seats. ("Front" is the direction opposite the to the inboard hip area, where it is secured by hooking the
seatback, regardless of whether the chair faces fore or aft. metal fastener around the securing stud on the male half of
The seatbacks can be adjusted to any angle from fully the seatbelt buckle.
upright to fully reclining by depressing the release lever
The shoulder harness strap coils and uncoils from an iner-
located on the side of the seat at the front inboard comer.
tial reel built into the passenger chair. Spring loading at the
When the lever is depressed and the passenger leans
against the seatback, the seatback will slowly recline until inertial reel keeps the shoulder harness snug, but allows
considerable freedom of movement. However, the inertial
the lever is released, or until the fully reclining position is
reel incorporates a locking device that will secure the har-
attained. When no weight is placed against the seatback,
and the lever is depressed, the seatback will rise until the ness strap in the event of sudden movement. Shoulder har-
lever is released, or until the fully upright position is reached. nesses must be worn during takeoff and landing.
The seatbacks of all occupied seats must be upright for
takeoff and landing.
The passenger chair seatback can also be folded flat over
the seat cushion, after rotating the lock lever located on the
I WARNING I
side of the seat at the back inboard comer.
Ensure that the seatback is in the fully
The optional lateral-tracking passenger chairs incorporate a upright position and that the headrest is
T-Handle lever underneath the front inboard comer of the properly adjusted whenever the shoulder
seats. When this lever is lifted, the chairs can be adjusted harness is used.
fore and aft, as well as laterally. The seatback adjustments
are the same as those on the standard passenger chairs.
When occupied, these seats must be in the outboard posi- TOILET
tion (e.g. against the cabin wall) for takeoff and landing.
Inboard armrests on passenger chairs - can be folded flush Optional Installation
with the top of the seat cushions. The armrest can be low-
ered by lifting the flat, rectangular release plate located The shoulder harness at the toilet seat location consists of a
under the front end of the armrest, then moving the armrest single strap which is anchored to the aft pressure bulkhead.
toward the front of the seat and downward. The armrest can Length of the shoulder harness can be adjusted. A short
be raised by pulling the armrest upward and toward the adjusting strap extends down from the adjuster, terminating
seatback until it locks into place. in a slotted bayonet blade fastener. A small, flexible adjust-
ing tab is also attached to the lower edge of the adjuster.
The couches do not move on the lateral tracks and the arm-
rests on the couches are removable, but cannot be folded. The shoulder strap is worn down across the left shoulder. It
is secured by sliding the male half of the seatbelt buckle
TOILET through the slot in the bayonet blade of the shoulder har-
When a toilet is installed, a hinged seat cushion mounted on ness and into the female half of the seatbelt buckle. The
top of the toilet forms an extra passenger seat. shoulder harness can be lengthened by grasping the tab on
the adjuster and pulling upward. The strap can be tightened
SEATBELTS by grasping the loose end of the adjuster until the shoulder
harness is snug.
Every seat in the airplane is equipped with a seatbelt. All
occupants must wear seatbelts during takeoff and landing.
DOORS, WINDOWS, AND EXITS
SHOULDER HARNESSES
COCKPIT AIRSTAIR ENTRANCE DOOR
This shoulder harness installation is a "Y" configuration with The airstair entrance door is hinged at the bottom. It swings
the single strap being contained in an inertial reel attached outward and downward when opened. A stairway is a part of
to the back of the seat. The two straps are worn with one the inboard side of the door. Two of the stair steps fold flat
December, 1994 7-15

Section VII ~
against the door when the door is closed. A hydraulic dam- the airplane. The door closes against an inflatable rubber
pener ensures that the door will swing down slowly when it seal. When weight is off the landing gear, engine bleed air
opens. While the door is open, it is supported by a cable supplies pressure to inflate the door seal, which provides a
encased in plastic which also serves as a handrail. Addition- positive pressure vessel seal around the door.
ally, this cable is utilized when closing the door from inside
C90A-104-27
AIRSTAIR DOOR
diaphragm is open to atmospheric air pressure, the inboard
side to cabin air pressure. As the cabin-to-atmospheric air
pressure differential increases, it becomes increasingly diffi-
Only one person at a time should be on the cult to depress the release button because the diaphragm
airstair door. moves inboard opposing the action of the release button.
This is true when either the outside or inside release button
is depressed. Never attempt to unlock or even check the
security of the door in flight. If the pilot has any reason
The door locking mechanism is operated by rotating either
the outside or the inside door handle. The handles are whatever to suspect that the door may not be securely
linked together; so they move together. Two latch bolts at locked, the cabin should be depressurized (after first consid-
each side of the door, and two latch hooks at the top of the ering altitude), and all occupants instructed to remain seated
door, lock into the door frame to secure the airstair door. with their seatbelts fastened. After the airplane has made a
full stop landing, a crew member should check the security
Whether unlocking the door from the outside or the inside, of the cabin door.
the release button adjacent to the door handle must be
depressed before the handle can be rotated (counterclock- To close the door from outside the airplane, lift up the free
wise from inside the airplane, clockwise from outside) to end of the airstair door and push it up against the door frame
unlock the door. Consequently, unlocking the door is a two- as far as possible. Then grasp the handle with one hand and
hand operation requiring deliberate action. The release but- rotate it clockwise as far as it will go. The door will then
ton acts as a safety device to help prevent accidental open- move into the closed position. Rotate the handle counter-
ing of the door. As an additional safety measure, a clockwise as far as it will go. The release button should pop
differential-pressure-sensitive diaphragm is incorporated
into the release-button mechanism. The outboard side of the
7-16 December, 1994

4?eecmaft Section VII
out, and the handle should be pointing aft. Check the secu- POLARIZED INTERIOR WINDOWS
rity of the door by attempting to rotate the handle clockwise
without depressing the release button; the handle should not Two dust panes are mounted inboard of the cabin window
move. pane in each window frame. Each of these dust panes is
composed of a film of polarizing material laminated between
To close the door. from inside. the airplane, grasp the hand-
two sheets of acrylic plastic. The inboard dust pane rotates
rail cable and pull the airstair door up against the door
freely in the window frame and has a protruding thumb knob
frame. Then grasp the handle with one hand and rotate it
near the edge. Rotating the pane through an arc of 90° per-
counterclockwise as far as it will go, continuing to pull
mits light regulation as desired. Rotation changes the rela-
inward on the door. The door will then move into the closed
tive alignment between the polarizing films, thus providing
position. Tum the handle clockwise as far as it will go. The
any degree of light transmission from full intensity to almost
release button should pop out, and the handle should be
none.
pointing down. Check the security of the door by attempting
to rotate the handle counterclockwise without depressing
the release button; the handle should not move. Lift the
folded stairstep which is just below the door handle to reveal
a placard adjacent to the round observation window. The
WARNING I
placard advises the observer that the safety lock arm should
be in position around the diaphragm shaft (plunger) when Looking directly at the sun, even through
the handle is in the locked position. The placard also pre- polarized windows (at any degree of light
sents a diagram showing how the arm and shaft should be transmission), could be hazardous to the
positioned. A red push-button switch near the window turns eyes.
on a lamp inside the door, which illuminates the area
observable through the window. If the arm is properly posi-
tioned around the shaft, proceed to check the indication in
each of the visual inspection ports, one of which is located SHADE TYPE WINDOWS
near each comer of the door. The green stripe painted on
A dust panel, which is a single sheet of tinted acrylic plastic,
the latch bolt should be aligned with the black pointer in the
is mounted inboard of the cabin window pane in each win-
visual inspection port. If any condition specified in this door-
dow frame. An adjustable window shade is adjusted by
locking procedure is not met, do not take off.
squeezing the two latch handles located on the lower center
The outside door handle can be locked with a key, for secu- of the shade, and then positioning the shade as desired.
rity of the airplane on the ground. Detents in the shade tracks provide positive latching action
at various positions.
EMERGENCY EXIT
The emergency exit is located at the third cabin window on SUNVISOR OPERATION
the right side. A flush-mounted handle on the inside can be
pulled to open the door. A hinge at the bottom allows the Operating Instructions:
hatch to swing outward and downward for emergency exit.
1. To operate from stowed position:
INTERIOR DIVIDERS a. Push straight back and pull down. Move along
Stub partitions located behind the pilot's chairs and forward track to desired position and pivot near windshield
of the cabin seats separate the cockpit and cabin area. Fold- (or window). Rotate knob clockwise to lock.
ing curtains attached to the stub partitions meet at center 2. To change position:
aisle with a small overlap. The curtains are held in the
closed position with "hook and loop" fasteners sewn to the a. Rotate knob counterclockwise to unlock. Move to
curtains. When open, the curtains are held in the open posi- desired position, then relock knob by turning clock-
tion with straps attached to the stub partitions. wise.
A single stub partition on the right side and a folding curtain 3. To stow:
attached to the left cabin wall separate the cabin area from a. Rotate knob counterclockwise to unlock. Move
the aft baggage area. This curtain operates in a curved track along track to aft end, pivot up against headliner to
on the cabin ceiling with a sliding motion and attaches to the allow catch to retain sunvisor assembly.
stub partition with "snap" fasteners. It is held in, the open
position with straps attached to the cabin wall. This curtain
provides privacy when the airplane is equipped with a toilet CONTROL LOCKS
and/or relief tubes.
The control locks are provided to prevent movement of the
CABIN EXTERIOR WINDOWS controls while the airplane is parked.
Each cabin window pane is composed of a sheet of clear, The control locks consist of a U-shaped clip, instruction
stretched acrylic plastic and is capable of withstanding the plate, and two pins, all connected by a chain.
cabin-to-atmospheric-air pressure differential. Each pane is
sealed into the window opening in the fuselage, and forms Movement of the primary flight controls is prevented when
an integral part of the pressure vessel. the lock pins are inserted. Th~ control column pin fits
December, 1994 7-17

Section VII
~
through the control column to hold the yoke in a nose down,

15° left aileron condition. A pin inserted into the holes in the
rudder pedals (see illustration) prevents movement of the
rudder.
0000
~~ ( Joo00 0
(j 00......_____.
/fim1 JJIJ/Jll/lJII
C94LJ07C 1906 C
CONTROL LOCK INSTALLATION

Levers on the power quadrant are restrained when the
U-shaped clip is placed in position. In addition, the clip on
the levers serves as a warning to the pilot not to start the
engines with the control locks installed.
WARNING I
It is important that all the locks be installed and removed Remove the control locks before towing the
together to preclude the possibility of attempting to taxi or fly airplane, if towed while the rudder lock is
the airplane with the engine control levers released, but with installed, serious damage to the steering link-
the pins still installed in the flight controls. age can result.
INSTALL THE CONTROL LOCKS IN THE FOLLOWING

SEQUENCE:
POWER PLANT
Sequence shown on the control lock plate:
The Pratt & Whitney Aircraft of Canada, Ltd. PTSA-21
1. Install lock assembly around levers on top of pedestal.
engines are rated at 550 shaft horsepower and have three-
2. Lock wheel in forward position rotated left. stage axial and single-stage centrifugal compressors, driven
3. Pin right pedal, neutralize, lock pedals together. by single-stage reaction turbines. The power turbine,
another single-stage reaction turbine, drives the propeller
I WARNING I shaft. Both the compressor turbine and the power turbine
are located in the approximate center of the engine with
their shafts extending in opposite directions. An ignition
exciter and two ignitor plugs are used to start combustion. A
Before starting engines, remove the locks, pneumatic fuel control schedules fuel flow to maintain the
reversing the above procedure. power set by the power lever. Propeller speed remains con-
stant at any selected propeller control lever position through
7-18 December, 1994

~ft Section VII
the action of the propeller governor, except in the beta range PROPELLER LEVERS
where the maximum propeller speed is controlled by the
hydraulic section of the propeller governor. Each propeller lever operates a speeder spring inside the
The accessory drive at the aft end of the engine provides primary governor to reposition the pilot valve, which results
power to drive the fuel pump, fuel control unit, oil pump, in an increase or decrease of propeller rpm. For propeller
starter/generator, and tachometer. At this point, the speed of feathering, each propeller lever lifts the pilot valve to a posi-
the drive (N1) is the true speed of the compressor side of the tion which causes complete dumping of high pressure oil.
engine, 37,500 rpm at 100% N1. Maximum (continuous) Detents at the rear of lever travel prevent inadvertent move-
operating limit of the engine is 38,000 rpm, which equals ment into the feathering range. Operating range is 1800 to
101.5% N1. 2200 rpm.
The reduction (N2) gearbox forward of the power turbine CONDITION LEVERS
provides gearing for the propeller and drives the propeller
tachometer transmitter, primary propeller governor, over-
The condition levers have three positions: FUEL CUT-OFF,
speed governor, and fuel topping governor. The turbine
LOW IDLE and HIGH IDLE. Each lever controls the idle cut-
speed on the power side of the engine is 33,000 rpm. After
reduction, the propeller rpm is 2200. off function of the fuel control unit and limits idle speed at
51 % N1 for low idle, and 70% N1 for high idle.
TORQUEMETER
PROPELLER REVERSING
Engine torque at the propeller shaft is indicated by a torque-
meter located inside the first stage reduction gear housing. When the power levers are lifted over the IDLE detent, they
The torquemeter is a hydromechanical torque measuring control engine power through the beta and reverse ranges.
device. It consists of: a ring gear and case (helical splines
between ring gear and case), torquemeter cylinder, torque- Condition levers, when set at HIGH IDLE, keep the engines
meter piston, valve plunger and spring, differential pressure operating at 70% N1 high idle speed for maximum reversing
sensor and seivo transmitter combination, and seivo indica-
performance.
tor calibrated to indicate ft-lbs.
Torque at the power turbine shaft and the resisting torque at

the propeller shaft gears are converted from rotary motion
by the helical splines to a translating motion at the piston
face. A change in torquemeter oil pressure results from the
piston translation. The valve plunger and spring maintains Propeller reversing on unimproved surfaces
oil pressure proportional to engine torque. The differential should be accomplished carefully to prevent
pressure sensor uses a bellows system to sense differences propeller erosion from reversed airflow and,
between torquemeter oil pressure and a reference pressure. in dusty conditions, to prevent obscuring the
Bellows movement drives the transmitter seivo. The electric operator's vision.
signal from the transmitter drives the servo motor in the tor-
que indicator which is located on the instrument panel just
below the interstage turbine temperature indicators. Torque Power levers should not be moved into the
is indicated by indicator needle position on a calibrated dial. reversing position when the engines are not
running because the reversing system will be
PROPULSION SYSTEM CONTROLS damaged.
The propulsion system is operated by three sets of controls;
the power levers, propeller levers, and condition levers. The
power levers serve to control engine power. The condition FRICTION LOCKS
levers control the flow of fuel at the fuel control outlet and
select fuel cutoff, low idle and high· idle functions. The pro- Four friction locks are located on the power quadrant of the
peller levers control the constant speed propellers through pedestal. There are individual locks for the two power
the primary governor. levers, and one for each pair of propeller levers and condi-
tion levers. When they are rotated counterclockwise, the
POWER LEVERS propulsion system control levers can be moved freely. As
The power levers provide control of engine power from idle the friction locks are rotated clockwise, the control levers
through take-off power by operation of the gas generator progressively become more resistant to movement, so that
(N1) governor in the fuel control unit. Increasing N1 rpm they will not creep out of the position in which they are set.
results in increased engine power.
December, 1994 7-19

Section VII Oeeduaft
1. Engine Inlet 5. Power Turbine

2. Compressor 6. Exhaust
3. Combustion Chamber 7. Reduction Gear
4. Compressor Turbine CS0-241-2
ENGINE CUTAWAY VIEW

ENGINE INSTRUMENTATION The propeller tachometer is read directly in revolutions per
minute. The N1 or gas generator tachometer is read in per-
Engine instruments, located on the left of the center portion cent of rpm, based on a figure of 37,500 rpm at 100%.
of the instrument panel, are grouped according to their func- Maximum continuous gas generator speed is limited to
tion. At the top, the ITT (Interstage Turbine Temperature) 38,100 rpm or 101.5% N1.
indicators and torquemeters are used to set take-off power.
Climb and cruise power are established with the torqueme- Proper observation and interpretation of these instruments
ters and propeller tachometers while observing ITT limits. provide an indication of engine performance and condition.
Gas generator (N1) operation is monitored by the gas gen-
A propeller synchroscope, located to the left of the oil
erator tachometers. The lower grouping consists of the fuel
pressure/temperature indicators, gives an indication of syn-
flow indicators and the oil pressure/temperature indicators.
chronization of the propellers. If the right propeller is operat-
The ITT indicator gives a reading of engine gas temperature ing at a higher rpm than the left, the face of the synchro-
between the compressor turbine and the power turbines. scope, a black and white cross pattern, spins in a clockwise
rotation. Left, or counterclockwise, rotation indicates a
The torquemeters give an indication in foot-pounds of the higher rpm of the left propeller. This instrument aids the pilot
torque being applied to the propeller. in obtaining synchronization of propellers.
7-20 December, 1994

~ Section VII
, --
D ll
- --1
I
- - - - - ~
I - - ,f-- _.,.. ....
- : ..-.- .- I ',
---- ~-J.~ ....
"NACA" DUCT
F90/1-257-25
PITOT COWLING OIL COOLER

ENGINE LUBRICATION SYSTEM CHIP DETECT or R CHIP DETECT annunciator to alert the
pilot of oil contamination in the oil supply.
Engine oil, contained in an integral tank between the engine
air intake and the accessory case, cools as well as lubri- STARTING AND IGNITION SYSTEM
cates the engine. An oil radiator, located in an air duct that
Each engine is started by a three-position switch located on
is below the pitot air duct for the engine and also a part of
the pedestal, placarded IGNITION AND ENGINE START -
the lower pitot cowling, keeps the engine oil temperature
LEFT- RIGHT- ON - OFF - STARTER ONLY. Each switch
within operating limits. Cooling air for the oil radiator enters
may be moved downward to the STARTER ONLY position
a flush "NACA" type duct below the pilot air duct for the
to motor the engine for the purpose of clearing it of fuel
engine and passes through the radiator in a path roughly
without the ignition circuit on. The switch is spring-loaded
parallel to the engine air path. Engine oil also operates the
and will return to the center (OFF) position when released.
propeller pitch change mechanism and the engine torque-
Moving the switch upward to the ON position activates both
meter system.
the starter and ignition, and the appropriate IGNITION ON
The lubrication system capacity per engine is 3.55 U.S. gal- light on the annunciator panel will illuminate. When engine
lons (13.4 liters). The oil tank capacity is 2.3 gallons (8.7 speed has accelerated through 51% N1 or above on start-
liters) with 5 quarts (4.7 liters) measured on the dipstick for ing, the starter drive action is stopped by returning the
· adding purposes. Approximately 5 quarts (4.7 liters) are switch to the center (OFF) position.
required to fill the lines and oil radiator. Approximately 1.5 AUTO IGNITION
quarts (1.4 liters) will remain in the engine oil system when
drained. The auto ignition system should be used for icing flights and
provides automatic ignition to prevent propulsive power loss
Recommended oils and oil changing procedures are listed in due to combustion failure. To arm the system, move the
Section VIII, HANDLING, SERVICING AND MAINTE- ENG AUTO IGNITION switches, located on the pedestal,
NANCE SECTION. from OFF to ARM. If for any reason the engine torque falls
below approximately 400 ft-lbs., the igniter plug will be ener-
MAGNETIC CHIP DETECTOR gized and the IGNITION ON annunciator will illuminate.
A magnetic chip detector is installed in the bottom of each For extended ground operation, the system should be
engine nose gearbox. This detector will activate the red L turned off to prolong the life of the igniter plugs.
December, 1994 7-21

Section VII 'Oeechcrafl:
PITOT DUCT AIR SYSTEM chamber through 14 nozzles mounted around the gas gen-
erator case. The air-fuel mixture bums inside the combus-
The PT6A-21 is a reverse airflow engine. The compressor tion chamber, then the hot gases expand forward out of the
draws air into the engine through the pitot cowl air inlet at chamber and pass through the compressor turbine stage;
the lower front ·of the engine nacelle. As airspeed increases, the power turbine stage, and out to the atmosphere through
ram air pressure rises, compressing the air inside the air two exhaust ports located on each side of the nacelle near
duct. The air then flows into an annular inlet air chamber
the front.
located at the aft end of the engine compartment. It then
passes through a protective screen and into the primary
compressor impeller, where it is further compressed. Then
ICE PROTECTION
the air is forced through a stator ring and successively
through the second and third axial-flow compressor stages. PITOT COWLING ENGINE AIR INLET
It is finally compressed in the centrifugal flow compressor
stage, then discharged into the turbine plenum assembly. The engine air inlets are heated with hot gases from the
Air from the plenum enters the annular combustion cham- exhaust stacks to prevent the formation of ice and the con-
ber, and mixes with fuel that is sprayed into the combustion sequent effect on the airflow.
F90t1-603-521
PITOT DUCT AIR

ENGINE ANTI-ICE SYSTEM ducing a tum in the airstream to the engine, causing the
moisture particles to continue on, undeflected, because of
An inertial separation system is built into each engine air their greater momentum, and to be discharged overboard.
inlet to prevent moisture particles from entering the engine
inlet plenum during icing conditions. This is done by intro-
7-22 December, 1994

<Deedtcraft Section VII
POSITION OF VANES AND AIR A.OW

POSITION OF VANES ANO AIR FLOW FOR ~ AIR"" NC)flMCING
~QR ICING CONDITIONS CONDITIONS
OIL COOi.EA INLET
Otl COOLER BYPASS AIR
PITOT COWLING INERTIAL SEPARATOR

During normal operation, moveable vanes direct the total OIL-TO-FUEL HEAT EXCHANGER
flow of air through the engine. For cold weather operation
(41°F / + 5°C or below) in visible moisture, the vane posi- An oil-to-fuel heat exchanger, located on the engine acces-
tions are changed (see illustration) in order to initially sory case, operates continuously and controls temperature
remove the moisture. The anti-ice vanes are controlled by automatically to heat the fuel to prevent freezing of any
switches located on the left subpanel. The switches are water in the fuel. Under extreme conditions, additional pro-
tection may be required as given in Section II, LIMITA-
placarded: ENGINE ANTI-ICE - LEFT - RIGHT - ON - OFF
TIONS.
- ACTUATORS - STANDBY - MAIN. Vane position during
operation is indicated by a slight decrease in torque with FUEL CONTROL HEAT
switches ON. In addition the actuators have dual motors to
provide a redundant system. The ACTUATORS switch Each fuel control's compressor discharge air line is pro-
allows the selection of either MAIN or STANDBY actuator tected against ice by electrically heated jackets. Cams on
motor. the CONDITION levers activate switches that control the
electric power to the air line heaters. Fuel control heat is
The vanes have only two positions, there are no intermedi- "ON" for all flight operations when the condition levers are
ate positions. moved out of the fuel cutoff range.
The system is monitored by L and R ENG ANTI-ICE (green) FUEL CONTROL

and L and R ENG ICE FAIL (amber) annunciators. Illumina-
The engine fuel system consists of an engine-driven fuel
tion of the L or R ENG ANTI-ICE (green) annunciator indi-
pump, a fuel control unit, a flow divider, two fuel manifolds,
cates that the system is actuated. Illumination of the L or R fourteen fuel nozzles and two fuel drain valves. The fuel
ENG ICE FAIL (amber) annunciator indicates that the sys- pump/fuel control unit assembly is mounted on the engine
tem did not operate to the desired position. Immediate illu- accessory case and is shaft driven at a speed proportional
mination of the L or R ENG ICE FAIL (amber) annunciator to that of the compressor turbine.
indicates loss of electrical power, whereas delayed illumina-
tion indicates an inoperative actuator. System function depends upon the interaction of the fuel
control unit governor and the propeller governor. The posi-
tion of the fuel control unit metering valve is determined by
December, 1994 7-23

Section VII 'Deechcmft
differential pressures that vary proportionately with power tions, the output voltage of the corresponding flame detector
required {as sensed by the fuel control unit) and propeller in each engine compartment is increased to a level sufficient
rpm. to cause the following to illuminate. The red pilot and copilot
MASTER WARNING flashers; and, the LENG FIRE and R
The flow divider directs fuel from the metering valve to the ENG FIRE warning annunciators; and, if the optional engine
primary and secondary fuel manifolds {or primary manifold fire extinguisher system is installed, the red lenses plac-
only, depending on engine power requirements) and thence arded L ENG FIRE - PUSH to EXT and R ENG FIRE -
to the fuel nozzles. The flow divider also incorporates a PUSH to EXT on the fire extinguisher activation switches.
dump valve that automatically drains residual fuel from both The system may be tested anytime, either on the ground or
manifolds at engine shutdown. The fuel drain valves drain in flight. The TEST SWITCH should be placed in all posi-
fuel from the combustion chamber at engine shutdown and tions in order to verify that the circuitry for all six (or eight if
after engine false starts. Constant fuel pressure is main- the optional system is installed) fire detectors functional. If
tained by a fuel filter bypass valve and a pressure relief any annunciators fail to illuminate when the TEST SWITCH
valve. is placed in any one of the three or four flame detector test
positions, a malfunction 1s indicated in one or both of the two
FIRE DETECTION SYSTEM (OPTIONAL} detector circuits (one in each engine) being tested by that
particular position of the TEST SWITCH.
The fire detection system is designed to provide immediate
warning in the event of fire in either engine compartment.
FIRE EXTINGUISHER SYSTEM (OPTIONAL}
The system consists of the following: three photoconductive
cells for each engine; a control amplifier for each engine; The optional engine fire extinguisher system utilizes two cyl-
two red warning annunciators, one L ENG FIRE and the inders charged with two and one-half pounds of Bromotrif-
other R ENG FIRE; a test switch on the copilot's left sub- louromethane (CBrF3) as the extinguishing agent. The
panel; and a circuit breaker designated FIRE DET on the agent is pressurized with dry nitrogen to 450 psi at 70°F
right side panel. The six photoconductive cell flame detec- (21 °C). Lines from the cylinders are routed to strategic
. tors are sensitive to infrared radiation. They are positioned points about the engine to provide a network of spray tubes
in each engine compartment so as to receive both direct and which serve to distribute the extinguishing agent.
reflected infrared rays, thus monitoring the entire compart-
ment.
PRESSURE-TEMPERATURE
Heat level and rate of heat rise are not the controlling fac- RELATION CHART
tors in the sensing method. Conductivity through the photo-
TEMPERATURE PRESSURE RANGE
cell varies in direct proportion to the intensity of the infrared
IN °F IN PSI
radiation striking the cell. As conductivity increases, the
amperage through the flame detector increases proportion- 120 605 to 730
ally. To prevent stray light rays from signaling a false alarm, 100 525 to 635
a relay in the control amplifier closes only when the signal 80 455 to 550
strength reaches a preset alarm level. When the relay 60 390 to 480
closes, the appropriate left or right warning annunciators illu-
40 340 to 420
minate. When the fire has been extinguished, the cell output
voltage drops below the alarm level and the relay in the 20 290 to 365
control amplifier opens. No manual resetting is required to 0 250 to 315
reactivate the fire detection system. -20 220 to 275
The test switch on the copilot's left subpanel, placarded -40 190 to 240
TEST SWITCH - FIRE DET & FIRE EXT, has six positions: The system may be activated by raising the transparent
OFF - RIGHT EXT - LEFT EXT 3 - 2 - 1. {If the optional cover over the press-type switch and depressing the red
engine fire extinguisher system is not installed, the switch switch placarded FIRE EXT - PUSH to EXT. Switches for
will be placarded TEST SWITCH - FIRE DET, and the the respective engines are located on the instrument panel
RIGHT EXT and LEFT EXT positions on the left side of the just below the annunciator panel, and are wired in conjunc-
test switch will not be installed.) (Another option uses two tion with the annunciator to provide an additional warning to
switches, one for each engine, and each switch has posi- assure activation of the proper switch. Each extinguisher
tions: FIRE DET - 1 - 2- 3 - 4 and FIRE EXT and OFF.) The gives only one shot to its engine.
three positions for the fire detector system are located on •
the right side of the switch (3 - 2 - 1). When the switch is Do not attempt to restart the engine after the extinguisher
rotated from OFF (down) to any one of these three posi- has been actuated.
7-24 December, 1994

COeecluaft Section VII
Model C90A Systems Description
d
::::,....--N072
N0.3
J N0.1
NOTE
ELECTRICAL CABLES
LOCATION OF AN ADDITIONAL FROM DETECTORS HAVE
~Q)
FLAME DETECTOR FOR CAA BEEN OMITTED. FLAME DETECTOR
MODIFICATION LOCATIONS SHOWN.
FIRE DETECTION SYSTEM SCHEMATIC
OFF
TEST SWITCH
FIRE DET & FIRE EXT
FIRE
EXTINGUISHER-
BOTTLE
CSOA-603-511
FIRE EXTINGUISHER SYSTEM SCHEMATIC
December, 1994 7-25

Section VII ~ft
PROPELLER counterweights, assisted by a feathering spring, move the

blades toward the low rpm (high pitch) position into the
REVERSING PROPELLER feathered position. Oil pressure returns the propeller to the
high rpm (low pitch) mechanical stop position. The propel-
The Hartzell propeller is of the full-feathering, constant- lers have no internal, low rpm (high pitch) stops; this allows
speed counter-weighted, reversing-type controlled by eng- the propellers to feather after engine shutdown.
ine oil through single-acting, engine-driven propeller gover-
nors. The propeller is three-bladed and is flange mounted to AUTOFEATHER SYSTEM (OPTIONAL)
the engine shaft. Centrifugal counterweights, assisted by a
feathering spring, move the blades toward the low rpm (high The automatic feathering system provides a means of
pitch) position and into the feathered position. dumping oil from the propeller servo to enable the feather-
ing spring and counterweights to start the feathering action
Governor boosted engine oil pressure moves the propeller
of the blades in the event of an engine failure. Although the
to the high rpm (low pitch) hydraulic stop and reverse posi-
system is armed by a switch on the pedestal, placarded:
tion. The propellers have no internal, low rpm (high pitch)
AUTOFEATHER -ARM - OFF - TEST, the completion of the
stops; this allows the blades to feather after engine shut-
arming phase occurs when both power levers are advanced
down.
above 90% N1, at which time L AUTOFEATHER and R
PROPELLER GOVERNORS (REVERSING) AUTOFEATHER annunciators indicate a fully armed sys-
tem. The system will remain inoperative as long as either
Two governors, a constant-speed governor, and an overpower lever is retarded below the 90% N1 position. Should
speed governor, control the propeller rpm. The constant- torquemeter oil pressure on either engine drop below a pre-
speed governor, mounted on top of the gear reduction hous- scribed setting, the oil is dumped from the servo, the feath-
ing, controls the propeller through its entire range. The ering spring starts the blades toward feather, and the auto-
propeller control lever controls the propeller rpm by means feather system of the other engine is disarmed. Disarming of
of this governor. If the constant-speed governor should mal- the autofeather of the operative engine is indicated when the
function and the propeller exceeds 2200 rpm, an overspeed AUTOFEATHER annunciator for that engine extinguishes.
governor cuts in at 2288 rpm, and dumps oil from the pro-
peller mechanism. PROPELLER SYNCHROPHASER (OPTIONAL)
A solenoid, actuated by the PROP GOV TEST switch, is The propeller synchrophaser system is an electronic system
provided for resetting the overspeed governor to approxi- certified for all operations including takeoff and landing. The
mately 1900 to 2100 rpm for test purposes. system automatically matches the RPM of both propellers
and positions them at a preset phase relationship in order to
If the propeller sticks or moves too slowly during a transient
reduce cabin noise.
condition, causing the propeller governor to act too slowly to
prevent an overspeed condition, the power turbine governor, The system maintains propeller synchronization by increas-
contained within the constant-speed governor housing, acts ing the RPM of the slower propeller by a maximum of 15 to
as a fuel topping governor. When the propeller reaches 20 RPM. The system will never reduce RPM below that
2420 rpm, the fuel topping governor limits the fuel flow to the selected by the propeller control lever.
gas generator, reducing N1 rpm, which in tum prevents the
propeller rpm from exceeding approximately 2420 rpm. Dur- To change RPM with the system ON, adjust both propeller
ing operation in the reverse range, the fuel topping governor controls by the same amount. If the synchrophaser is ON
is reset to approximately 95% propeller rpm before the pro- but does not maintain synchronization, the system has
peller reaches a negative pitch angle. This ensures that the reached the end of its range. Increasing the setting of the
engine power is limited to maintain a propeller rpm some- slow propeller, or reducing the setting of the fast propeller,
what less than that of the constant-speed governor setting. will bring speeds within the limited synchrophaser range. If
The constant-speed governor therefore will always sense an preferred, the synchrophaser switch may be turned OFF, the
underspeed condition and direct oil pressure to the propeller propellers re-synchronized manually, and the synchropha-
servo piston to permit propeller operation in beta and ser turned back ON.
reverse ranges.
FUEL SYSTEM
LOW PITCH STOPS
The fuel system consists of two separate systems con-
Low pitch propeller position is determined by the Low Pitch
Stop, which is a mechanical/hydraulic stop. This mechanism nected by a crossfeed system.
allows the blades to rotate beyond the low pitch position into Fuel for each engine is supplied from a nacelle tank and four
reverse when selected. Beta and reverse blade angles are interconnected wing tanks for a total of 192 gallons (726.8
provided by adjusting the low pitch stop, controlled by the liters) of usable fuel for each side with all tanks full. The out-
power levers in the reverse range. board wing tanks supply the center section wing tank by
gravity flow. The nacelle tank draws its fuel supply from the
NON-REVERSING PROPELLER
center section tank. Since the center section tank is lower
The standard propeller installation includes constant-speed, than the other wing tanks and the nacelle tank, the fuel is
full-feathering propellers controlled by engine oil through transferred to the nacelle tank by the fuel transfer pump in
single acting engine driven propeller governors. Centrifugal the low spot of the center section tank.
7-26 December, 1994

~ Section VII
Each system has two filler openings, one in the nacelle tank, to approximately 150 pounds, or approximately 22 gallons
and one in the leading edge tank. To assure that the system (83.3 liters), the gravity port in the nacelle tank opens and
is properly filled, service the nacelle tank first, then the wing gravity flow from the wing tank starts. All wing fuel, except
tanks. approximately 188 pounds (28 gallons/106 liters) from each
wing, will transfer during gravity feed.
A crossfeed valvE1 in the left fuel system makes it possible to
connect the two systems. With the crossfeed valve OPEN, CROSS FEED
one system can supply fuel to the other. Each system has a
submerged boost pump in the nacelle tank and this pump Crossfeeding fuel is authorized only in the event of engine
supplies the motive force to transfer fuel as well as fuel failure or electric boost pump failure.
boost to one or both engines. With one engine inoperative,
the crossfeed system allows fuel from the inoperative side to The crossfeed system is controlled by a three-position
be supplied to the operating engine. switch placarded: CROSSFEED-OPEN-AUTO and CLOSE.
The valve can be manually opened or closed, but under
The fuel system is vented through a recessed ram air scoop normal flight conditions it is left in the AUTO position. In the
vent, coupled to a heated external vent, located on the AUTO position, the fuel pressure switches are connected
underside of the wing, adjacent to the nacelle. The external into the crossfeed control circuit. In the event of a boost
vent is heated to prevent icing. One vent acts as a backup pump failure, causing a drop in fuel pressure, these
for the other, should one or the other become blocked. switches open the crossfeed valve allowing the remaining
boost pump to supply fuel to both engines.
BOOST PUMPS
In the event of a boost pump failure during takeoff, the sys-
The boost pumps are submerged, rotary, vane-type impeller tem will begin to crossfeed automatically allowing the pilot to
pumps, and are electrically driven. One pump is located in complete the takeoff without an increase in work load at a
located in each nacelle tank. crucial time. After the takeoff is completed, or if the boost
pump fails after takeoff, the crossfeed switch may be closed
FUEL TRANSFER PUMPS and the flight continued, relying on the engine-driven high
pressure pump. In some instances, the pilot may elect to
Submerged, electrically driven, impeller pumps, located at continue the flight with the remaining boost pump and the
the low spots in the wing center section tanks, provide low crossfeed system in operation.
motive force for fuel transfer from wing tanks to nacelle
tanks. Fuel is transferred automatically when the TRANS-
FER PUMP - AUTO - OVERRIDE - OFF switches are
placed in AUTO, unless the nacelle tanks are full. A TRANS-
FER TEST switch is provided to verify the operation of each
Operation with the FUEL PRESS annuncia-
pump when its corresponding nacelle tank is full.
tor on is limited to 10 hours, after which the
The nacelle tank will fill until the fuel reaches the upper engine-driven high pressure pump must be
transfer limit and a float switch turns the transfer pump off. overhauled or replaced. When operating with
As the engines bum fuel from the nacelle tanks (60-gallons/ Aviation Gasoline base fuels, operation on
227.1 liters capacity each tank), fuel from the wing center the engine-driven high pressure pump alone
section tanks is transferred into the nacelle tanks each time is permitted up to 8000 feet for a period not
the nacelle tank levels drop approximately ten gallons/37.9 to exceed 1O hours. Operation above 8000
liters. feet requires boost or crossfeed.
When 131 gallons (495.9 liters) of fuel (each side) are used
from the wing tanks (132 gallons/499.6 liters usable each The crossfeed system may be used in the case of an eng-
side), a pressure sensing switch reacts to a pressure drop in ine failure to allow the operating engine to draw fuel from the
the fuel transfer line. After 30 seconds, the transfer pump tanks on the opposite side of the airplane, if necessary.
shuts off and the NO FUEL XFR annunciator illuminates.
The NO FUEL XFR annunciator also functions as an opera- Refer to the "Crossfeed", Section IIIA, ABNORMAL PRO-
tion indicator for the transfer pump. Extinguishing the NO CEDURES, for detailed steps in carrying out these proce-
FUEL XFR annunciator requires that the transfer pump dures.
switch be placed in the OFF position.
FIREWALL SHUTOFF
The OVERRIDE positions of the transfer pump switches
may be used in the event that either or both nacelle tanks' The system incorporates two firewall shutoff (fuel) valves
float switches fail to function. When in the OVERRIDE posi- controlled by two switches, one on each side of the fuel sys-
tion, the transfer pumps run continuously. If the nacelle tem circuit breaker panel, located on the fuel control panel.
tanks become full, the excess will be returned to the wing These switches, respectively L and R, are placarded: FW
center section tanks through the fuel vent lines. SHUTOFF VALVE - OPEN - CLOSE. A red guard over each
switch is an aid in preventing accidental operation. Like
If the transfer pump fails to operate during flight, gravity feed boost pumps, the firewall shutoff valves receive electrical
will perform the transfer. When the nacelle tank level drops power from the triple fed bus.
December, 1994 7-27

Section VII <i?eedicraft
FUEL FILTER (STRAINER) FUEL DRAINS

The fuel filter is on the forward side of the firewall. From the NUMBER DRAINS LOCATION
fuel filter, the fuel flows through the fuel flow indicator trans- 1 Transfer Pump Just outboard
mitter, through the fuel heater that utilizes heat from the Sump Drain of wing root,
engine oil to warm the fuel, through the engine-driven fuel forward of flap
pump, and then to the fuel control unit. From the fuel control
unit, the fuel is directed through the dual fuel manifolds to
1 Wheel Well Inside wheel
the fuel outlet nozzles and into the annular combustion Sump well on gravity
chamber. feed line
Fuel pressure is monitored through the use of a fuel pres- FUEL GAGING SYSTEM
sure switch located at a port on each fuel filter. This switch
The airplane is equipped with a capacitance type fuel quan-
activates the L FUEL PRESS or R FUEL PRESS annuncia-
tity indication system. A.maximum indication error of 3% full
tor on the glareshield annunciator panel. When the fuel
scale may be encountered in the system. The system is
pressure falls below a preset pressure, the pressure switch
designed for the use of Jet A, Jet A 1, JP-5 and JP-8 avia-
is activated and the annunciator is illuminated.
tion kerosene, and compensates for changes in fuel density
A red button on the top of the fuel filter is a contamination due to temperature changes. If other fuels are used, the
indicator. Fuel pressure differential of 1.0 to 1.4 psi, due to system will not indicate correctly. See Section IV, OTHER
contamination, will cause the red button to pop up. This is NORMAL PROCEDURES for instructions when using Jet B,
an indication that the filter needs servicing. Cleaning the fil- JP-4 or aviation gasoline.
ter should be accomplished as soon as practicable after the The fuel panel utilizes a fuel quantity indicator for each side
button has popped up, whether or not the regular servicing and fuel quantity is read directly in pounds. A toggle switch,
interval has been reached. located between the two fuel quantity indicators, can be
placed in TOTAL position to provide an indication of all fuel
Blockage of the fuel filter will cause fuel to bypass the filter
in the system, or in the NACELLE position to indicate the
and flow to the engine. Internal passages and relief valves
quantity of fuel in the nacelle tanks only. The NACELLE
in the fuel filter allow this.
position is provided in order to verify nacelle fuel quantity
A valve (attached to the base of the fuel filter by a short during operations with the NO FUEL XFR annunciator illumi-
length of tubing) is accessible under the engine cowling nated where it is desirable to monitor gravity feed from wing
(near the firewall location). This valve can be opened or tanks.
closed with a coin, a screw driver, or a fuel drain tool, so that -
fuel can be drained from the fuel filter for preflight check. FUEL PURGE SYSTEM
Engine compressor discharge air (P3 air) pressurizes a
FUEL DRAINS purge tank. On engine shutdown, the fuel manifold pressure
subsides, allowing the engine fuel manifold poppet valve to
During each preflight, the fuel sumps on the tanks, pumps open. The purge tank pressure then foreces fuel out of the
and filters (strainers) should be drained to check for fuel engine fuel manifold lines through the fuel nozzles and into
contamination. There are four sump drains and one filter the combustion chamber. As the fuel is burned, a momen-
(strainer) drain in each wing, located as follows: tary surge in gas generator rpm (N1) should be observed.
The entire operation is automatic and requires no input from
FUEL DRAINS the crew.
NUMBER DRAINS LOCATION On engine start-up, fuel manifold pressure closes the fuel
1 Leading Edge On underside manifold poppet valve allowing P3 air to pressurize the
Tank Sump of outboard purge tank.
wing, just
forward of main USE OF AVIATION GASOLINE
soar If aviation gasoline is used as an alternate or emergency
1 Firewall Fuel Flush drain fuel, the hours of operation on gasoline must be calculated
Filter (Strainer) valve is to avoid exceeding the maximum of 150 hours of operation
Drain accessible on on gasoline between overhauls. Since the gasoline is being
underside of mixed with regular fuel, record the number of gallon taken
enaine cowling aboard for each engine. Determine the average fuel con-
sumption for each hour of operation. If one engine has an
1 Boost Pump Bottom center
average fuel consumption of 40 gallons (151.4 liters) per
Sump of nacelle,
hour, for example, it is allowed 6000 gallons (22,712.4 liters)
forward wheel of aviation gasoline between overhauls or 12,000 gallons
well (45,424.8 liters) between overhauls for both engines.
7-28 December, 1994

Section VII
~ Systems Description
King Air C90A
(P3) BLEED AIR LINE
FUEL EXPANSION SPACE ENGINE FUEL MANIFOLD
FILTER
FILLER CAP
LOCATION
VENT LINE
FUEL DRAIN PURGE SYSTEM
FUEL MANIFOLD
NEGATIVE PRESSURE DUMP•VALVE--1----..c;;.;,
RELIEF VALVE (AIR) ENGINE FUEL
CONTROL UNIT
OPEN TO ATMOSPHERIC
PRESSURE
VIEW A-A FUELPRESSURE-©_..J_.:'~"~-~.,.~-zE!l~~~

ANNUNCIATOR ~
SUBMERGED BOOST
PUMP & DRAIN
FIREWALL SHUTOFF VALVE
TO RIGHT
ENGINE
=AIR
WHEEL
27ZlZ!'Zm UNDER BOOST PRESS WELL
··'···'··•,.-.-.-, fUEL SUPPLY

TRANSFER WARNING TRANSFER
LIGHT SWITCH PUMP AND
ZZZZZZZl FUEL RETURN 'DRAIN
~ VENT ---------NOTE---------
RIGHT SYSTEM IS IDENTICAL TO LEFT SYSTEM EXCEPT
- CROSSFEEO
---------NOTE--------- THAT THE LATTER CONTAINS THE CROSSFEED VALVE. IT
SHOULD ALSO BE NOTED THAT THE PURGE VALVE AND
=B= CHECK VALVE A FUEL CAPACITANCE GAGING SYSTEM UTILIZES A SINGLE FUEL LINE ARE LOCATED ON THE INBOARD SIDE OF THE
FUEL QUANTITY GAGE FOR EACH WING FUEL SYSTEM. THIS NACELLE ANO THAT THERE IS A THERMAL RELIEF VALVE
• l • I• FUEL TRANSFER GAGE CAN BE SWITCHED TO DESIGNATE THE AMOUNT OF
FUEL IN THE NACELLE TANK OR THE TOTAL FUEL IN THE
ANO UNE FROM THE CROSSFEEO LINE IN THE RIGHT FUEL
SYSTEM.
SYSTEM.
••••• DRAIN LINE
"VALVE HAS HOLES FOR FLOW OUT AT REDUCED RATE.
-:- FUEL QUANTITY ONLY 28 OF 44 GAUON WILL NOT GRAVITY FEED TO
NACELLE.
TRANSMITTER FUEL SYSTEM SCHEMATIC..__ _ _ _ _ _ _ _ _ _ _ __
C90/1-603-535
001
December, 1994 7-29

Sectiol'.I VII Oeemcraft
ELECTRICAL SYSTEM TION AND ENGINE START- LEFT- RIGHT- ON - OFF -

STARTER ONLY, located on the left subpanel. The starter/
BATTERY AND GENERATOR generator drives the compressor section of the engine
through accessory gearing. The starter/generator .initially
The airplane electrical system is a 28-VDC (nominal) system draws 700 to 1000 amperes and then drops rapidly to about
with the negative lead of each power source grounded to the 300 amperes as the engine reaches 20% gas generator
main airplane structure. DC electrical power is provided by speed.
one 34-ampere-hour, air-cooled, 20-cell, nickel-cadmium
All electrical loads are divided among left gen bus, right gen
battery, and two 250-ampere starter/generators connected
bus, and triple fed bus except as noted on the accompany-
in parallel. The system is capable of supplying power to all
ing Power Distribution Schematic. The equipment on the
subsystems that are necessary for normal operation of the
buses is arranged so that all items with duplicate functions
airplane. A hot battery bus is provided for emergency opera-
(such as right and left landing lights) are connected to a dif-
tion of certain essential equipment and the cabin entry
ferent bus. Among the loads on the center bus are the num-
threshold light circuit. The battery, left generator, and right
ber 1 and number 2 inverters. Through relay circuitry, the
generator each provide power to four individual buses. In
INVERTER selector switch activates the selected inverter,
normal operation, the buses are automatically tied into a
which provides 400-hertz, 115-volts, alternating current to
single-loop system where all sources are supplying power
the avionics equipment, and 26 VAC to the torquemeters.
through individual protective devices. The triple-fed bus is
The power for the inverters automatically transfers from bat-
supplied by power from the battery and both generators.
tery to generator power when a generator is brought on the
The left and right generators supply power to a respective
line. The volt/frequency meter normally indicates the fre-
left and right generator bus. The center bus is fed by a
quency of the alternating current being supplied to the avi-
cross-tie line between the two generators, automatically
onics equipment; when the button on the lower left comer of
tying the two buses together whenever either generator is
the meter is depressed, it indicates the AC voltage being
brought on the line. Without a generator on the line, the
supplied to the avionics equipment.
center bus equipment is shed though the center bus is hot
to the starter side of the starter/generators through the start The generators are controlled by individual voltage regula-
relays. The equipment "off the line" in this case is: Normal tors which allow a constant voltage to be presented to the
Heat, Max Heat, the Air Conditioner, Left and Right Propel- buses during variations in engine speed and electrical load
ler Deice, and the Landing Gear Power Pack Motor. requirements. BAT - GEN 1 - GEN 2 - GEN RESET - ON -
OFF switches, located on the pedestal, are used to switch
The buses are protected by high current sensing devices. In the power from the generators into the voltage regulating
case of excessive current supplied by one source, the sen- circuits. The voltage regulating circuit will automatically dis-
sors will isolate that source and allow one bus to become able or enable the generator's capabilities on the bus. The
isolated while the other two continue to operate as a system. load on each generator is indicated by the respective left
During engine starts, the current sensors are inhibited to and right loadmeter located on the overhead meter panel.
allow high current flow.
Overheating of the nickel-cadmium battery will cause the
The high current sensing devices may be tested using the battery charge current to increase. Therefore, a yellow BAT-
BUS SENSE - RESET - NORM - TEST switch located on TERY CHARGE caution annunciator is provided in the
the pedestal. Adjacent to the BUS SENSE - RESET - annunciator panel to alert the pilot of the possibility of bat-
NORM - TEST switch is a GEN TIES - MAN CLOSE - tery overheating. The BATTERY CHARGE annunciator will
NORM - OPEN switch. illuminate whenever a high charging rate exists, such as
after an engine start, and should extinguish within 5 min-
Each bus may be monitored with the voltmeter located in the utes.
overhead panel by selecting the desired bus using the
METER SELECT switch located adjacent to the voltmeter in If the BATTERY CHARGE annunciator remains illuminated
the overhead panel. for more than 5 minutes during ground operations, the bat-
tery charge current can be monitored using the procedures
A battery relay, controlled by the battery switch, connects found in OTHER NORMAL PROCEDURES in Section IV,
the battery to the triple-fed bus. Isolation diodes permit the NORMAL PROCEDURES. If the annunciator illuminates in
battery relay to be energized by external power or generator flight, the procedures found in Section IIIA, Abnormal Proce-
power in the event the battery charge is insufficient to acti- dures under BATTERY CHARGE RATE should be followed.
vate the relay. A normal system potential to 28.25 ±.25 volts
maintains the field circuit at 32 to 34 volts to provide over- EXTERNAL POWER
voltage protection.
The external power receptacle, located under the right wing
During engine starts, the battery is connected to the starter/ outboard of the nacelle, is provided to connect. an external
generator by the starter relay. With one engine running and power unit to the electrical system when the airplane is
its generator on the line, the opposite engine can be started parked.
with power from the generator through the cross start relay
and the starter relay. Only one engine is started on battery When external power is connected, a relay in the external
power alone. The start cycle is controlled by a pair of three- power sensor will close only if the polarity of the voltage
position switches, one for each engine, placarded: IGNI- being supplied to the external power receptacle is correct.
7-30 December, 1994

~ft Section VII
Whenever an external power plug is connected to the recep- External power voltage can be monitored anytime, even
tacle and the battery switch is ON, the yellow EXT PWR before the EXT PWR switch on the pedestal is switched ON,
annunciator will illuminate, either in a flashing mode or in a by turning the VOLTMETER BUS SELECT switch in the
steady mode. The mode of operation depends on the follow- overhead panel to the EXT PWR position and reading the
ing conditions. voltage on the voltmeter.
Flashing Mode: A high-voltage sensor will lock out the external power relay
if external power is above 31 ± .5 volts DC.
1. The EXT PWR switch in the cockpit is OFF (with the
external power source ON or OFF. When the EXT PWR - ON - OFF - RESET switch is switched
ON, the external power relay closes, and the left and right
2. The EXT PWR switch in the cockpit is ON and the bus tie relays also close permitting power to reach all buses.
external power source is OFF. Consequently, the entire electrical system can be operated,
3. The voltage of the external power source is low. including starting.
4. The voltage of the external power source is, or has EXTERNAL POWER UNIT REQUIREMENT
been, too high.
For ground operation, 28.2 ± .2 VDC electrical power may
Steady Mode: be supplied to the airplane from an external auxiliary power
unit. The ground power unit shall be capable of generating a
The EXT PWR switch in the cockpit is ON and the external minimum of 1000 amperes momentarily and 300 amperes
power source voltage is correct. continuously.
December, 1994 7-31

Section VII 4Jeechcraft
AC VOLTS &
TO ,AVIONICS ETC. FREQUENCY
METER
TO AVIONICS
ETC.
SELECT .___ _ _ _ _ _ _ _ _ _ _ __
INVERTER
SWITCH
.:.
a:
w
1-
~-.NO 1 w
,, INVERTE
POWER
..NO 1
INVERTER
::::i!
w
:::)
0
POWER SOURCE
::::i! 0 (.) .___RELAY
_ _ _ __, SELECT a:
0 z
(.) 0 ~ <
> a: RELAY E
> *NO 2
(.) (.) ll)
:!: a: ..NO 2
< 0 ~ 0..
oil
a:INVERTE
I•
INVERTER :!: POWER
...J
POWER a.. RELAY C
NO 1 E SOURC~ (.) oz
SELECT
c,...__ _--.1..............a..oo
INVERTER
RELAY
N02
INVERTER
L START R START
RELAY RELAY
L
GEN
BUS
T
en
=>
m z
a:
w
I-
~
;;;
=>
m
w
(!)
...J
\
en
w=>
...,m
9::c
a:w
1-U.
TRIPLE FED
BUS
BATTERY
CHARGE -
r-lt+ TTERY
HOT BATTERY
BUS
+
+
'-o MONITOR - • INVERTER POWER RELAYS ARE CONTROLLED

SO THAT ONLY ONE OF THE TWO INVERTERS
.---0 IS ON OR BOTH ARE OFF.
...J
<
Za: •• EACH INVERTER HAS A PRIMARY AND AN
a:w ALTERNATE POWER SOURCE.
w :!:
~o
wa..
-I.
BATTERY F90/1-603-509
VOLTMETER POWER DISTRIBUTION SCHEMATIC
December, 1994
7-32
'Reemcraft Section VII
ELECTRICAL POWER DISTRIBUTION

LGENERATOR CENTER BUS R GENERATOR BUS
(Gen No. 1) Avionics Annunciator (Gen No. 2)
Flap Motor · Generator Reset Electric Trim (Opt)
Flap Control & Indicator Pneumatic Surface Deice R Gen Bus (Bus Tie & Meter
L Gen Bus {Bus Tie & Meter Windshield Wiper Indication)
Indication) Taxi Light Overhead Subpanel & Pedestal
Flight Instrument Lights Icing Light Lights
Avionics & Engine Instrument No. 1 Inverter Power Control Side Panel Lights
Lights No. 2 Inverter Power Control Cabin Reading Lights & Sign
Prop Synchrophaser (Opt) Manual Prop Deice Power Chime
L Main Anti-Ice (Ice Vane) Manual Prop Deice Control R Main Anti-Ice (Ice Vane)
L Chip Detector Air Conditioner R Chip Detector
L Engine Fuel Control Heater Normal Heat (Electric) R Engine Fuel Control Heater
R Bleed Air Control Max Heat (Electric) Rudder Boost
Cigarette Lighter Landing Gear Motor (1) Electric Toilet
L Landing Light No. 1 & No. 2 Inverter Power R Landing Light
L Fuel Vent Heat Recognition Lights (Opt) R Fuel Vent Heat
No. 2 Avionics Bus No. 3 Avionics Bus

L Generator Control Panel (1) R Generator Control Panel (1)
L Generator Field & Sense (1) R Generator Field & Sense
L Generator Loadmeter (1) R Generator Loadmeter (1)
Pilot Windshield Anti-Ice (1) Copilot Windshield Anti-Ice (1)
R Standby Anti-Ice (Ice Vane) L Standby Anti-Ice (Ice Vane)
Vent Blower Furnishings - (Refreshment Bar)
Prop Deice (Auto Heat) R Landing Lights
Rotating Beacon Lights, Tail Strobe Lights (Opt)
Flood Lights (Opt) R Pitot Heat
R Firewall Valve Stall Warning Heat
R Fuel Boost Pump L Firewall Valve
Crossfeed L Fuel Boost Pump
No. 1 Inverter Power Control (1) Crossfeed
No. 1 Inverter Power Select (1) No. 2 Inverter Power Control (1)
No. 2 Inverter Power Select (1)
AVIONICS ITEMS *
or AVIONICS ITEMS *
No. 2 AVIONICS BUS or
Comm2 No. 3 AVIONICS BUS
ADF 1 NAV2
Copilot Audio Glideslope 2
December, 1994 7-33

Section VII 'i?eemcmft
ELECTRICAL POWER DISTRIBUTION (Continued)

Autopilot Transponder 1
Transponder 2 DME 1
DME2 Compass 2
VLF/OMEGA Flight Director 2
Weather Radar ADF2
Paging Amplifier Marker Beacon 2
Check List (Radar) HF
Data Nav Radio Altimeter
VNAV Radio Telephone
RMI 1
Stereo
lnterphone
Flight Path Advisory
Air Data Encoder
TRIPLE FED BUS
Landing Gear Warning Hom Landing Gear Position Indicator AVIONICS ITEMS *
Annunciator Power Annunciator Indicator or
Stall Warning System R Generator Overheat (CAA) No. 1 AVIONICS BUS
L Generator Overheat (CAA) R Starter Control
L Starter Control R Igniter Power COMM1
L lgnitor Power R Fire Detection (CAA) Nav 1
Fire Detection R Oil Temp & Oil Pressure Glideslope 1
L Fire Detection (CAA) R Oil Pressure Warning (CAA) Radio Relays
L Oil Temperature & Oil Pressure Prop Governor Test Compass 1
L Oil Pressure Warning (CAA) R Fuel Flow Indicator Flight Director
Autofeather System (Opt) L Bleed Air Control Pilot Audio
L Fuel Flow Indicator Cabin Air Temperature Marker Beacon 1
L Pitot Heat Cabin Pressure Control Servo Altimeter
Landing Gear Control Cabin Pressure Loss (CAA) RNAV
Pilot Tum & Slip Bus Tie Control RMl2
Navigation Lights R Firewall Fuel Valve
Pilot Encoder & Altimeter R Boost Pump
Avionics Master Control R Transfer Pump
Instrument Indirect Lights R Fuel Quantity Indicator
Cabin Fluorescent Lignts R Fuel Pressure Warning
Triple Fed Bus (Bus Tie & Meter R Auxiliary Fuel Quantity
Indication) Warning & Transfer
L Firewall Fuel Valve
L Boost Pump
7-34 December, 1994

~ft Section VII
. ELECTRICAL POWER DISTRIBUTION (Continued)

L Transfer Pump
L Fuel Quantity Indicator
L Fuel Pressure Warning
Crossfeed Fuel Valve
L Auxiliary Fuel Quantity
Warning & Transfer
* Optional avionics busing. Check avionics circuit breaker panel or wiring diagram for specific busing configuration.
HOT BATTERY BUS
L Engine Fire Extinguisher (1) L Fuel Boost Pump (1)

R Engine Fire Extinguisher (1) R Fuel Boost Pump (1)
RNAV Memory (1) Fuel Crossfeed
Entrance & Aft Dome Lights (1)
Stereo (1)
Battery Relay Control (1)
(1) The circuit breaker in this circuit is not accessible to the pilot in flight.
BT04995
LIGHTING SYSTEMS light switch activates the cabin NO SMOKING/FASTEN

SEAT BELT signs and accompanying chimes. This three-
position switch is placarded cabin NO SMOKE & FSB - FSB
COCKPIT
-OFF.
An overhead light control panel, accessible to both pilot and
copilot, incorporates a functional arrangement of all lighting EXTERIOR
systems. Each light group has its own rheostat switch plac- Switches for the landing lights, taxi lights, wing ice lights,
arded BRT - OFF. The MASTER PANEL LIGHTS - ON - navigation lights, recognition, wing tip, and tail strobe lights
OFF switch is the master switch for: Pilot & Copilot Flight are located on the left inboard subpanel. They are appropri-
Instrument Lights, Pilot & Copilot Gyro Instrument Lights, ately identified as to their function.
Engine Instrument Lights, Avionics Panel Lights, Overhead,
Pedestal & Subpanel Lights, and Side Panel Lights. The Tail floodlights are incorporated into the horizontal stabiliz-
instrument indirect lights in the glareshield and overhead ers and are intended to illuminate both sides of the vertical
map lights are individually controlled by separate rheostat stabilizer. A switch for these lights, placarded LIGHTS -
switches. TAIL FLOOD is located on the left subpanel.
CABIN ENVIRONMENTAL SYSTEM

A threshold light is located forwarp of the airstair door at The environmental system consists of the bleed air pressur-
floor level. A switch adjacent to the threshold light is for ization, heating and cooling systems, and their associated
switching this light on and off. When the airstair door is controls. ·
closed, the threshold light will extinguish.
PRESSURIZATION SYSTEM
When the battery switch is ON, the individual reading lights
along the top of the cabin may be switched on or off by the The pressurization system is designed to provide a normal
passengers with a push-button switch adjacent to each light. working pressure differential of 5.0 ± .1 psi, which will pro-
vide cabin pressure altitudes of approximately 6000 feet at
The baggage area light is controlled with a push-button an airplane altitude of 20,000 feet, and 12,000 feet at 30,000
switch adjacent to the light in the aft compartment headliner. feet. The controller range is limited to 10,000 feet cabin alti- ·
tude.
A three-position switch on the left inboard subpanel, plac~
arded: CABIN - START/BRIGHT- DIM - OFF, controls the Bleed air from the compressor section of each engine is uti-
fluorescent cabin lights. The switch to the right of the interior lized to pressurize the pressure vessel. A flow control unit in
December, 1994 7-35

Section VII ~
the nacelle of each engine controls the pressure of the bleed intake port closed, allowing only bleed air to be delivered
air and mixes ambient air with it in order to provide an air into the pressure vessel. At lift-off, the safety valve closes
mixture suitable for the pressurization function. The mixture and the ambient air shutoff solenoid valve in the left flow
flows to the environmental bleed air shutoff valve, which is control unit opens; approximately 6 seconds later, the sole-
controlled by a switch placarded BLEED AIR VALVES - noid in the right flow control unit opens. Consequently, by
LEFT (or) RIGHT - OPEN - CLOSED in the ENVIRONMEN- increasing the volume of airflow into the pressure vessel in
TAL controls group on the right inboard subpanel. When this stages, excessive pressure bumps during takeoff are
switch is in the OPEN position, the air mixture flows through avoided.
the valve and to the air-to-air heat exchanger. Depending
upon the position of the bypass valves, a greater or lesser An adjustable cabin pressurization controller is mounted in
volume of the air mixture will be routed through or around the pedestal. It commands modulation of the outflow valve.
the heat exchanger. The temperature of the air flowing A dual-scale indicator dial is mounted in the center of the
through the heat exchanger is lowered as heat is transferred pressurization controller. The outer scale (CABIN ALT) indi-
to cooling fins, which are in tum cooled by ram airflow cates the cabin pressure altitude which the pressurization
through the fins of the heat exchanger. Ttie air leaving both controller is set to maintain. The inner scale (ACFT ALT)
(left and right) bypass valves is then ducted into a single indicates the maximum pressure altitude at which the air-
muffler, located under the right floorboard, forward of the plane can fly without causing the cabin pressure altitude to
main spar, which ensures quiet operation of the environ- climb above the value selected on the outer scale (CABIN
mental bleed air system. The air mixture is then ducted from ALT) of the dial. The indicated value on each scale is read
the muffler into the mixing plenum. opposite the index mark at the forward (top) position of the
dial. Both scales rotate together when the cabin altitude
The mixing plenum receives recirculated cabin air from the selector knob (CABIN ALT) is turned. The maximum cabin
vent blower in addition to the air mixture from the bleed air pressure altitude is selected by turning the cabin altitude
system. The mixing plenum is also a distribution point. Air selector knob until the desired setting on the CABIN ALT
from the mixing plenum is ducted upward into the crew heat dial is aligned with the index mark. The maximum cabin alti-
duct. A valve on the forward side of the crew heat duct tude selected may be anywhere from -1000 to + 10,000 feet.
allows air to be tapped off for delivery to the windshield The rate at which the cabin pressure altitude changes from
defroster when the DEFROST AIR knob on the left inboard the current value to the selected value is controlled by rotat-
subpanel is pulled out. Air from the environmental bleed air ing the rate control selector knob. The rate of change
duct is mixed with recirculated cabin air in the mixing ple- selected may be from approximately 200 to app~ximately
num, then routed into the floor outlet duct. This pressurized 2000 feet per minute.
air is then introduced into the cabin through the floor regis-
The actual cabin pressure altitude is continuously indicated
ters. Finally, the air flows out of the pressure vessel through
by the cabin altimeter, which is mounted iri the right side of
the outflow valve, located on the aft pressure bulkhead. A
the panel that is located above the pedestal. Immediately to
silencer on the outflow and safety valves ensures quiet
the left of the cabin altimeter is the cabin vertical speed
operation.
(CABIN CLIMB) indicator, which continuously indicates the
The mixture from both flow control units is delivered to the rate at which the cabin pressure altitude is changing.
pressure vessel at a rate of approximately 14 pounds per The cabin pressure switch, located to the left of the pressur-
minute, depending upon outside air temperature and pres- ization controller on the pedestal, is placarded CABIN
sure altitude. Pressure within the cabin and the rate of cabin PRESS - DUMP - PRESS - TEST. When this switch is in the
pressure changes are regulated by pneumatic modulation of DUMP (forward) position, the safety valve is held open so
the outflow valve, which controls the rate at which air can the cabin will depressurize and/or remain unpressurized.
escape from the pressure vessel. When it is in the PRESS (center) position, the safety valve
A vacuum operated safety valve is mounted adjacent to the is normally closed, with the outflow valve controlled by the
outflow valve on the aft pressure bulkhead. It is intended to pressurization controller, so the cabin will pressurize. When
serve three functions: to provide pressure relief in the event the switch is held in the spring-loaded TEST (aft) position,
of a maHunction of the outflow valve; to allow depressuriza- the safety valve is held closed, bypassing the landing gear
tion of the pressure vessel whenever the cabin pressure safety switch, to facilitate testing of the pressurization sys-
switch is moved into the DUMP position; and to keep the tem on the ground. Adjust the cabin altitude selector knob
pressure vessel unpressurized while the airplane is on the so the ACFT ALT scale on the indicator dial indicates an
ground with the left landing gear safety switch compressed. altitude approximately 1000 feet above the planned cruise
A negative pressure relief function is also incorporated into pressure altitude, and the CABIN ALT scale indicates an
both the outflow and the safety valves. This prevents outside altitude at least 500 feet above the take-off field pressure
atmospheric pressure from exceeding cabin pressure by altitude, prior to takeoff. Adjust the rate control selector as
more than 0.1 psi during rapid descents, even if bleed air desired; setting the index mark at the 12 o'clock position will
inflow ceases. provide the most comfortable cabin rate of climb. Check the
cabin pressure switch to ensure that it is in the PRESS posi-
When the BLEED AIR VALVE switches on the right inboard tion. As the airplane climbs, the pressure altitude climbs at
subpanel are OPEN (up), the air mixture from the flow con- the selected rate of change until the cabin reaches the
trol units enters the pressure vessel. While the airplane is on selected pressure altitude. The system then maintains cabin
the ground, a left landing gear safety-switch-actuated sole- pressure altitude at the selected value. If the airplane climbs
noid valve in each flow control unit keeps the ambient air to an altitude higher than the value indexed on the ACFT
7-36 December, 1994

~ft Section VII
ALT scale of the dial on the face of the controller, the cabin- 500 feet above the landing field pressure altitude, and adjust
to-atmospheric pressure differential will reach the pressure the rate control selector, as required, to provide a comfort-
relief setting of the outflow valve and safety valve. Either or able cabin-altitude rate of descent. Control the airplane rate
both valves will then release cabin pressure overriding the of descent so that the airplane altitude does not catch up
cabin pressurization controller in order to limit the cabin-to- with the cabin pressure altitude until the cabin pressure alti-
atmospheric pressure differential to 5.0 ± .1 psi. If the cabin tude reaches the selected value and stabilizes. Then, as the
pressure altitude should reach a value of 10,000 feet, a airplane descends to and reaches the cabin pressure alti-
pressure sensing switch mounted on the forward pressure tude, the negative pressure relief function modulates the
bulkhead will close. This causes the ALTITUDE WARN outflow and safety valve poppets toward the fully open posi-
annunciator to illuminate, warning the pilot of operation tion, thereby equalizing the pressure inside and outside of
requiring the use of oxygen. During cruise operation, if the
the pressure vessel. As the airplane continues to descend
flight plan calls for an altitude change of 1000 feet or more,
below the preselected cabin pressure altitude, the cabin will
reselect the new altitude plus 1000 feet on the CABIN ALT
be unpressurized and will follow the airplane rate of descent
dial.
to touchdown.
During descent and in preparation for landing, set the cabin
altitude selector to indicate a cabin altitude of approximately
December, 1994 7-37

Sectior: VII ~
COMPRESSOR AND MOTOR

RECEIVER-DRYER
( IN WHEEL WELL)
ELECTRIC HEATER
EVAPORATOR PRESSURE
BULKHEAD
MIXING PLENUM
ENGINE
BLEED
AIR
AMBIENT AIR
SHUTOFF VALVE---t;----H----.._n
BLEED AIR AMBIENT AIR
PRESSURE MODULATING
SHUTOFF VALVE
VALVE
AIR TO AIR
HEAT EXCHANGER
AMBIENT AIR
MODULATING
VALVE I
I
AIR TO I
AIR HEAT-t--+--------+1-:.-;;~lil;L•-,•4,
EXCHANGER I I
I BLEED AIR I _ I
7- _ 1-,,111.,_~4-BYPASS VALVE-r- T MAIN SPAR
WHEEL I BLEED AIR I WWHEttL I
LH LANDING WELL BYPASS VALVE CEILING I I
GEAR SAFETY I OUTLET
SWITCH I FLOOR OUTLET
FLOOR OUTLET: :
I
I CEILING I I
L ___ J OUTLET L _ _ _ .J
AMBIENT AIR SHUTOFF

ELECTRONIC
D AMBIENT AIR UNPRESSURIZED

RECIRCULATED AIR PRESSURIZED
- AIR CONDITIONED COOL AIR

DRAIN VALVE AT
D'-"----LOW POINT IN
OUTFLOW VALVE LINE
- BLEED AIR
D HEATED AIR
SAFETY VALVE
D PRESSURE VESSEL
OUTFLOW VALVE
C9101192
ENVIRONMENTAL SYSTEM SCHEMATIC
7-38 December, 1994

~ Section VII
FLOW CONTROL UNIT
A flow control unit mounted on the forward side of the fire-

wall in each nacelle controls the bleed air from the engine
for use in pressuri2:ation, heatin~ and ventilation.
PNEUMOSTAT
( PNEUMATIC )
THERMOSTAT
I,
o I
I· I
.•I
___::-'.J
AMIEINT
FLOW ·
ILEED
AIR FLOW
·-
BLEED AIR FLOW CONTROL UNIT
Each flow control unit consists of an ejector, an integral seal forward of the firewall. The bimetallic sensing discs of
bleed air modulating valve, firewall shutoff valve, ambient air the thermostat are inserted into the cowling intake. These
modulating valve, and a check valve. The flow of bleed air discs sense outside air temperature and regulate the size of
through the flow control unit is controlled as a function of the thermostatic orifices. Warm air will open the orifice; cold
atmospheric pressure and temperature. Ambient air (sur- air will restrict it until, at 30°F (-1.1°C), the orifice will com-
rounding air at atmospheric pressure) flow is controlled as a pletely close. When the variable orifice is closed, the pres-
function of temperature only. When the BLEED AIR VALVE sure buildup will cause the modulating valve to close off the
switches on the lefHnboard subpanel are OPEN, a solenoid outside air source. A solenoid valve located in the line to the
valve on each flow control unit opens to allow the bleed air pneumatic thermostat is controlled by the left landing gear
into the unit. As the bleed air enters the flow control unit, it safety switch. When the airplane is on the ground, the sole-
passes through a filter before going to the reference pres- noid valve is closed, thereby directing the pressure to the
sure regulator. The regulator will reduce the pressure to a modulating valve, causing it to shut off the outside air
constant value (18 to 20 psi). This reference pressure is source. The exclusion of outside air allows faster cabin
then directed to the various components within the flow con- warmup during cold weather operation. A time delay relay is
trol unit that regulate the output to the cabin. One reference electrically connected to the solenoid valves to allow the left
pressure line is routed to the firewall shutoff valve located valve to operate approximately 6 seconds before the right
downstream of the ejector. An orifice is placed in the line valve. This precludes the simultaneous opening of the shut-
immediately before the shutoff valve to provide a controlled off valves, which would result in a sudden pressure surge
opening rate. At the same time, the reference pressure is into the cabin. A check valve, located downstream from the
directed to the ambient air modulating valve located modulating valve, prevents the loss of bleed air through the
upstream of the ejector. A pneumatic thermostat with a vari- ambient air intake. At the same time the above operations
able orifice is connected to the modulating valve. The pneu-
matic thermostat is located on the lower aft side of the fire-
December, 1994 7-39

Section VII ~
have been taking place in the control unit, reference pres- air system) from the plenum is delivered to the pilot/copilot
sure is directed to the ejector flow control orifice of the pneu- heat duct, which is located below the instrument panel. An
matic thermostat and a variable orifice controlled by an iso- outlet at each end of this duct is provided to deliver warm air
baric aneroid. The thermostat orifice is restricted by to the pilot and copilot. A mechanically controlled damper in
decreasing ambient temperature, and the isobaric aneroid each outlet permits the volume of airflow to be regulated.
orifice is restricted by decreasing ambient pressure. The The pilot's damper is controlled by the PILOT AIR - PULL -
restriction of either orifice will cause a pressure buildup on ON knob, located on the left inboard subpanel. The copilot's
the ejector flow control actuator, permitting more bleed air to damper is controlled by the COPILOT AIR - PULL - ON
enter the ejector. Increasing ambient temperature and pres- knob, located on the right inboard subpanel. A defroster
sure or an increase in one or the other would cause a knob on the left subpanel controls a valve at the forward
decrease in bleed air entering the ejector. side of the pilot/copilot heat duct which admits air to two
ducts that deliver the warm air to the defroster, located just
UNPRESSURIZED VENTILATION below the windshields in the top of the glareshield. In addi-
tion, eyeball outlets in the glareshield, one on the left side
Fresh air ventilation is provided by two sources. One source, and one on the right side, can be adjusted to deliver air flow
which is available during both the pressurized and the from the defroster duct. Most of the mixed air from the ple-
unpressurized mode, is the bleed air heating system. This num is ducted aft through the floor outlet duct.
air mixes with uncirculated cabin air and enters the cabin
through the floor registers. The second source of fresh air, ELECTRIC HEAT
which· is available during the unpressurized mode only, is
outside air obtained from a ram air scoop on the nose (left In the ENVIRONMENTAL group on the copilot's subpanel is
side). The ram air enters the evaporator plenum through a the ELEC HEAT switch with three positions: GAD MAX -
flapper door. The flapper door is open during the Unpressur- NORM - OFF. This switch is solenoid-held in GAD MAX
ized mode. (In the pressurized mode the flapper door is held position when on the ground and will drop down to the
closed by a solenoid lock.) Cabin air forced into the evapo- NORM position at lift-off when the landing gear safety switch
rator plenum by a blower mixes with ram air from outside is opened. It provides for maximum electric heat for initial
and is ducted around the electric heater and mixing plenum warmup of the cabin. If all of the electrical heating elements
and into the ceiling outlet duct. are not desired for initial warrnup, as in the GRD MAX posi-
tion, the switch may be placed in the NORM position for
Air ducted to each individual ceiling eyeball outlet can be warmup in which only four elements will be utilized. In this
directionally controlled by moving the eyeball in the socket. position, the operation of the four heating elements is auto-
Volume is regulated by twisting the outlet to open or close matic in conjunction with the cabin thermostat to supplement
the damper. bleed air heating. The OFF position turns off all electric heat
and leaves cabin heating to be provided by bleed air.
HEATING
COOLING
When air is compressed, its temperature is increased.
Therefore, the bleed air extracted from the compressor sec- Bleed air that is used during the cooling mode is passed
tion of each engine for pressurization purposes is hot. This through the heat exchanger in the wing center section. An
heat is utilized to warm the cabin. air intake on the leading edge of the wing brings ram air into
= the heat exchanger to cool the bleed air that is being ducted
When the left landing gear safety switch is in the on-the- into the cabin, and the ram air, upon leaving the heat
ground position, the ambient air valve in each flow control · exchanger, flows overboard through louvers on the bottom
unit is closed. Consequently only bleed air is delivered to the side of the wing. After the air enters the cabin, it is distrib-
environmental bleed air duct when the airplane is on the uted through the ducting system and is recirculated through
ground. In flight, the ambient air valve is open, and outside the air conditioner.
air is mixed with the engine bleed air in the flow control unit.
This environmental bleed air mixture is then routed into the The air conditioner evaporator is mounted in the lower part
cabin. of the nose forward of the pressure bulkhead. Cooling air for
the air conditioner condenser is drawn in through a louvered
If the environmental bleed air mixture is too warm for cabin intake in the right side of the nose and exhausted out
comfort, the bypass valve routes some or all of it through the through louvers in the left side.
air-to-air heat exchanger, located in the wing center section.
The position of the damper in the cabin heat control valve is The air conditioner unit is electrically driven, has a rated
determined by positioning of the control in the ENVIRON- capacity of 16,000 Btu, and uses a refrigerant gas.
MENTAL group on the right inboard subpanel. An air intake
on the leading edge of the inboard wing brings ram air into ENVIRONMENTAL CONTROLS
the heat exchanger to cool the bleed air. After leaving the
heat exchanger, the ram air is ducted overboard through The ENVIRONMENTAL controls section on the right inboard
louvers on the underside of the wing. · subpanel provides for automatic or manual control of the
system. This section contains all of the major controls of the
After the bleed air passes through or around the air-to-air environmental function: bleed air valve switches; a vent
heat exchanger, it is ducted to the mixing plenum. Mixed air blower control switch; a manual temperature switch for con-
(recirculated cabin air and air from the environmental bleed trol of the cabin temperature control valves in the air-to-air
7-40 December, 1994

'Oeecoo-aft Section VII
heat exchangers; a cabin-temperature level control; and the MANUAL MODE CONTROL
cabin temp mode selector switch, for selecting automatic
heating or cooling, manual heating or cooling, or off. Four When the CABIN TEMP MODE selector is in the MAN
additional manual controls on the main instrument subpanel HEAT or MAN COOL position, regulation of the cabin tem-
may be utilized for partial regulation of cockpit comfort when perature is accomplished manually by momentarily holding
the partition curtain is closed and the cabin comfort level is the MANUAL TEMP switch to either the INCR or DECR
satisfactory. They are pilot's air, defroster air, and copilot's position as desired. When released, this switch will return to
air control knobs and eyeball outlets in the glareshield. the center (no change) position. Moving this switch to the
INCR or DECR position results in modulation of the cabin
HEATING MODE heat control (bypass) valves in the bleed air lines. Allow
IF THE COCKPIT IS TOO COLD: approximately 30 seconds per valve (1 minute total time) for
the valves to move to the fully open or fully closed position.
PILOT AIR, COPILOT AIR knobs - PULL ON, and
DEFROST AIR knob - PULLED FULLY OUT, or as required. Only one valve at a time moves. Movement of these valves
Glareshield Eyeball Outlets - OPEN varies the amount of bleed air routed through the air-to-air
IF THE COCKPIT IS TOO HOT: heat exchanger. Consequently, the temperature of the
PILOT AIR, COPILOT AIR knobs - PUSH OFF, and incoming bleed air will vary. This bleed air mixes with recir-
DEFROST AIR knob PUSHED FULLY IN, or as required. culated cabin air (which will be air conditioned if the refrig-
Glareshield Eyeball Outlets - CLOSED eration system is operating) in the mixing plenum, and is
then ducted to the floor registers. As a result, the cabin tem-
COOLING MODE perature will vary according to the position of the cabin heat
IF THE COCKPIT IS TOO COLD: control valves, whether or not the air conditioner is operat-
ing.
PILOT AIR, COPILOT AIR knobs - PUSH OFF, and
DEFROST AIR knob - PUSHED FULLY IN, or as required. The air conditioner -compressor will not operate unless the
Glareshield Eyeball Outlets - CLOSED cabin heat control valves are closed or less than 30° open.
Cockpit Overhead Eyeball Outlets - CLOSED, or as To ensure that the valves are closed, hold the manual tem-
required. perature Switch in the decrease position for one minute.
IF THE COCKPIT IS TOO HOT:
BLEED AIR CONTROL
PILOT AIR and COPILOT AIR knobs - PULL ON, or as
required. Bleed air switches are located on the right inboard subpanel.
DEFROST AIR knob - PULL ON as required. With the switches in the up position, environmental bleed air
Glareshield Eyeball Outlets - OPEN is available.
AUTOMATIC MODE CONTROL
VENT BLOWER CONTROL
When the CABIN TEMP MODE selector switch on the right
inboard subpanel is in the AUTO position, the heating and The vent blower is controlled by a switch in the ENVIRON-
air conditioning systems operate automatically. When the MENTAL group placarded as VENT BLOWER - HIGH - LO
temperature in the cabin has reached the selected setting, - AUTO. When this switch is in the AUTO position, the vent
the automatic temperature control modulates the bypass blower will operate at low speed if the CABIN TEMP MODE
valves to allow heated air to bypass the air-to-air heat selector is in any position other than OFF (I.e., MAN COOL,
exchangers in the wing center sections. The warm bleed air MAN HEAT, or AUTO).
is mixed with recirculated cabin air (which may or may not
be air conditioned) in the forward mixing plenum. When the VENT BLOWER switch is in the AUTO position
and the CABIN TEMP MODE selector switch is in the OFF
When the automatic control drives the environmental sys-
position, the blower will not operate. Anytime the VENT
tem from a heating mode to a cooling mode, the cabin heat
BLOWER switch is in the LO position, the vent blower will
control valves close. When the left bypass valve is opened
operate at low speed, even if the CABIN TEMP MODE
to approximately the 30° position, the refrigeration system
selector switch is OFF. Anytime the VENT BLOWER switch
will tum off. ·
is in the HI position, the vent blower will operate at high
The CABIN TEMP - INCR control provides regulation of the speed, regardless of the position of the CABIN TEMP
temperature level in the automatic mode. A temperature MODE selector switch (i.e., MAN COOL, MAN HEAT, OFF
sensing unit in the cabin, in conjunction with the control set- or AUTO).
ting, initiates a heat or cool command to the temperature
controller, for the desired pressure vessel environment.
OXYGEN SYSTEM
NOTE The oxygen system utilizes a 22-, 49-, or 66-cubic-foot
When the CABIN TEMP MODE selector is (623-, 1388-, or 1870-liter) volume cylinder installed aft of
turned to OFF, the bypass valves will remain the aft pressure bulkhead. The oxygen system pressure
in their present position, possibly allowing regulator and control valve are attached to the cylinder and
heat to enter the airplane. are activated by a remote push-pull knob located to the rear
of the cockPit overhead light control panel.
December, 1994 7-41

Section VII ~ft
The passenger oxygen masks are of the constant-flow type masks are stowed beneath the seats. In another variation of
and approved for cabin altitudes up to 30,000 feet. Each the oxygen system, the aft. compartment (baggage-toilet
mask plug, color coded red, is equipped with its own regu- compartment) is equipped with an oxygen outlet in the head-
lating orifice which produces a flow rate of 3.7 liters per liner. An oxygen mask for this installation is located in a
minute. The masks are connected to the oxygen supply by pocket on the lower left sidewall.
pushing the mask plug into the oxygen outlet and turning
clockwise approximately one-quarter tum. The masks are The cabin oxygen outlets are located in covered cavities in
disconnected by reversing the motion. the forward and aft ends of the cabin headliner. Each loca-
Passenger oxygen masks are normally stowed in the seat- tion will accomodate five masks.
back pockets. When a couch configuration is utilized, the
7-42 December, 1994

~ Section VII
FORWARD PRESSURE
BULKHEAD\
CREW MASKS
~ - - PRESSURE GAGE
11~-~--CREW MASKS
OXYGEN SHUTOFF
. CONTROL _ _ _~f-1.--,H!J----'"ii"'
PULL-ON
OUTLET FOR COPILOT
affi:~~=~i=l::::imm:m~ltt--- DILUTER DEMAND
MASK INSTALLATION
CABIN OUTLETS
NOTE
CONSTANT FLOW PASSENGER
MASKS ARE STORED IN
0
/----H+-- PUSH-PULL
SEAT-BACK POCKETS
0 CONTROL
NOTICE: AVIATORS BREA-

THING OXYGEN KEEP FILL
0 0 AREA CLEAN, DRY & FREE

FROM OIL
PRESSURIZE_D TO
~PSI @ 14.7 PSI & 70°F
OUTLET, AFT COMPARTMENT

* 1800 WHEN 22 CU FT CYLIN-
DER IS USED. 1850 WHEN
(OPTIONAL) 49 or 66 CU FT CYLINDER
~=~
LON PRESSURE LINES
~ HIGH PRESSURE LINES
- SUPPLY PRESSURE GAGE
OXYGEN SYSTEM SCHEMATIC
December, 1994 7-43

Section. VII 4?eedtcraft
(POSITIONED ABOVE S1)

NOSE S1 's2
SKIN
ALTIMETER VERTICAL
SPEED
COPILOT'S
PRESSURE
AIRSPEED SIDE
BULKHEAD
INDICATOR
VERTICAL
SPEED
PITOTTUBE PILOT'S STATIC AIR SOURCE
MOUNTED ON VALVE (VALVE POSITION
FORWARD NOSE ALTIMETER "NORMAL")
SKIN
STATIC BUTTON
AIRSPEED TYPICAL
INDICATOR
AFT FUSELAGE SKIN
PILOTS SIDE S2 ,s,

SCHEMATIC DIAGRAM OF PITOT AND STATIC SYSTEM (POSITIONED ABOVE &!)
PILOT'S STATIC AIR

COPILOT'S AIRSPEED INDICATOR
- ' -
PILOT'S AIRSPEED INDICATOR COPILOT'S STATIC
AIR
.-"-=--~-~~--- PILOT'S ALTERNAT!::

STATIC AIR
PILOT'S STATIC
AIR SOURCE CONTROL
VALVE (VALVE IN "NORMAL"
POSITION)
\ 0 p~•~c 0
......... , NORMAL ALTERNATE
NOTE: ALTl METERS AND l

© IIARNING
VERTICAL INDICATORS OMITTED ISEE FLIGHT MANJAL PERFORM-
FROM THIS VIEW FOR CLARITY I 0~!Efil~ G)
C90A-603-513
PITOT AND STATIC SYSTEM SCHEMATIC
7-44 December, 1994

<aeechcmft Section VII
PITOT AND STATIC SYSTEM ENGINE BLEED AIR PNEUMATIC

SYSTEM
PITOT
High-pressure bleed air from each engine compressor sec-
The pitot heads are the sources of impact air for the operation, regulated at 18 psi, supplies pressure for the surface
tion of the flight instrun:ients. deice system and vacuum source. Vacuum for the flight
instruments is derived from a bleed air ejector. One engine
A heated pitot mast is located on each side of the lower por- can supply sufficient bleed air for all these systems.
tion of the nose. Tubing from the left pitot mast is connected
to the pilot's airspeed indicator, and tubing from the right During operations with one engine inoperative, a check
pitot mast is connected to the copilot's airspeed indicator. valve in the bleed air line from each prevents flow back
The switch for PITOT - LEFT - RIGHT - OFF is located in through the line on the side of the inoperative engine.
the ICE PROTECTION group on the left inboard subpanel.
A pressure gage calibrated in inches of mercury, located on
the right subpanel indicates instrument vacuum (GYRO
NOTE SUCTION). To the right of the vacuum gage, another pres-
Install pitot covers when the airplane is not in sure gage (PNEUMATIC PRESSURE), calibrated in pounds
use. per square inch, indicates air pressure available to the deice
distributor valve.
STATIC STALL WARNING SYSTEM

The nonnal static system has two separate sources of static The stall warning system consists of a lift transducer vane
air; one for the pilot's flight instruments, and one for the on the leading edge of the left wing, a stall warning horn
copilot's. Each of the normal static air lines opens to the mounted forward of the right instrument panel, a stall warn-
atmosphere through two static airports; one on each side of ing light on the upper center of the instrument panel, a lift
the aft fuselage; four ports total. transducer heater element, a circuit breaker, and a transis-
tor switch. The stall warning light is a PRESS TO TEST light.
An alternate static air line is also provided for the pilot's flight
The heater element is activated by a circuit breaker switch
instruments. In the event of a failure of the pilot's normal
on the pilot's subpanel placarded: STALL WARN in the ICE
static air source (e.g., if ice accumulations should obstruct
PROTECTION group.
the static air ports), the alternate source can be selected by
lifting the spring-clip retainer off the PILOTS EMERGENCY Aerodynamic forces acting on the lift transducer vane
STATIC AIR SOURCE valve handle, located on the right change when a stall is imminent and the vane moves. When
side panel, and moving the handle aft to the ALTERNATE the vane moves, the transistor switch is actuated to com-
position. This will connect the alternate static air line to the plete the circuit to the stall warning horn and light; the horn
pilot's flight instruments. The alternate line is open to the sounds and the light is illuminated.
unpressurized area just aft of the rear pressure bulkhead.
When the alternate static air source is not needed, ensure
that the PILOT'S EMERGENCY STATIC AIR SOURCE
valve handle is held in the forward (NORMAL) position by
the spring-clip retainer.
I WARNING I
The heater element protects the lift trans-
I WARNING I ducer from ice; however, a buildup of ice on

the wing may disrupt the air flow and prevent
the system from accurately indicating an
incipient stall.
The pilot's airspeed and altimeter indications
change when the alternate static air source is
in use. Refer to the Airspeed Calibration ICE PROTECTION SYSTEM
Alternate System, and the Altimeter Correc-
tion - Alternate System graph in Section V, WINDSHIELD ANTI-ICE
PERFORMANCE for operation when 'the
A transparent material (usually Stannic Oxide) which has
alternate static air source is in use.
high electrical resistance is incorporated in the laminations
of each windshield, pilot's and copilot's. Each windshield is
also fitted with electrical connections for the resistive mater-
There are three drain petcocks for draining the static air ial and for temperature sensing elements. The resistive
lines located below the side panel on the right sidewall material is arranged so as to provide primary heated sur-
behind an access cover. These drain petcocks should be faces (266 sq inJ1716 sq cm., each windshield) and sec-
opened to release any trapped moisture at each 100-hour ondary heated surfaces (an additional 95 sq in./613 sq cm.
inspection interval or after exposure to visible moisture on each windshield for a total heated surface of 361 sq in.(2329
the ground, and must be closed after draining. sq cm.) for each windshield.)
December, 1994 7-45

Section VII ~ft
Switches in the ICE PROTECTION group on the pilot's The power circuit of each system is protected by 50-ampere
inboard subpanel placarded, WSHLD ANTI-ICE - NORMAL current limiters located in the power distribution panel. Wind-
- OFF - PILOT - COPILOT are used to control windshield shield heater control circuits are protected with 5-ampere
heat. When the switches, PILOTS and COPILOTS, are in circuit breakers located on a panel mounted on the forward
the NORMAL (up) position the secondary areas of the wind- pressure bulkhead (forward of the pilot's left subpanel).
shields are heated. When the switches are in the HI (down)
position, the primary areas are heated. The primary areas NOTE
are smaller areas and are heated to higher temperatures.
Each switch must be lifted over a detent before it can be Erratic operation of the magnetic compass
moved to HI position. This lever-lock feature prevents inad- may occur while windshield heat is being
vertent selection of the HI position when moving the used.
switches from the NORMAL to the OFF (center) position.
Windshield temperature is controlled automatically by the PROPELLER DEICE SYSTEM

use of a temperature sensing element embedded in each
windshield and a temperature controller in each windshield The electric deice system for the propeller includes: electric-
circuit. The temperature controllers operate between 90°F ally heated deicer boots, slip ring and brush block assem-
and 110°F to maintain the desired mean temperature of the blies, automatic timer, ammeter, and a circuit-breaker switch
windshield heating surfaces. located on the left inboard subpanel.
DOC£ BOmS~c;;~~•
SUPRINGTI
BRUSH BRUSH
BLOCK BLOCK
PROP DEICE
CONTROL SWITCH S--:,__.....L.----1
--·-!:----- DEICE AMMETER

{OVERHEAD PANEL)
PROP DEICE TIMER.

SHUNT AND LOCKOUT
RELAY
C90A-603-523
PROPELLER DEICE SCHEMATIC

When activated by the circuit-breaker switch in the ICE During normal operation, the propeller ammeter, located in
PROTECTION group, on the left inboard subpanel, plac- the overhead instrument panel, will indicate a range of 14 to
arded: PROP - OFF, the automatic timer directs current to 18 amperes. For deviations from normal indications, and
the single-element propeller boot on each blade in sequence procedures to be followed, refer to Section IIIA, ABNORMAL
as follows: 90 seconds to all boots on one propeller, then 90 PROCEDURES.
seconds to all boots on the other propeller. The timer com-
pletes one cycle in approximately 3 minutes. Loss of one
heating element circuit on one side does not require that the
entire system be switched off.
7-46 December, 1994

Oeedx:raft Section VII
SURFACE DEICE SYSTEM PITOT MAST HEAT
Heating elements are installed in the pitot masts located on

the nose. Each heating element is controlled by an indi-
vidual circuit-breaker switch in the ICE PROTECTION
group, placarded: PITOT- LEFT- RIGHT - OFF.
Operation of the surface deice system in
ambient temperatures below -40°F (-40°C) It is not advisable to operate the pitot heat system on the
can cause permanent damage to the deice ground except for testing or for short intervals of time to
remove ice or snow from the mast.
The surface deice system removes ice accumulations from
the leading edges of the wings and vertical and horizontal STALL WARNING ANTI-ICE
stabilizers. Ice removal is accomplished by inflating and
deflating the deice boots. Pressure-regulated bleed air from The stall warning lift transducer is equipped with anti-icing
the engines supplies pressure to inflate the boots. A bleed capability on both the mounting plate and the vane. The
air venturi ejector produces an air pressure of less than heat is controlled by a switch located in the ICE PROTEC-
atmospheric air pressure to deflate the boots and hold them TION group on the pilot's sub panel placarded: STALL
down while not in use. To assure operation of the system in WARN - OFF. The level of heat is minimal for ground opera-
the event of failure of one engine, a check valve is incorpo- tion, but is automatically increased for flight operation
rated in the bleed air line from each engine to prevent loss through the left landing gear safety switch.
of pressure through the compressor of the inoperative eng-
ine. Inflation and deflation phases are controlled by a dis-
tributor valve.
A three-position switch in the ICE PROTECTION group on

I WARNING I
the left inboard subpanel, placarded: SURFACE DEICE - The heating elements protect the lift trans-
SINGLE - OFF - MANUAL, controls the deicing operation. ducer vane and face plate from ice. How-
The switch is spring-loaded to return to the OFF position
ever, a buildup of ice on the wing may
from SINGLE or MANUAL When the SINGLE position is
change or disrupt the airflow and prevent the
selected, the distributor valve opens to inflate the wing
system from accurately indicating an immi-
boots. After an inflation period of approximately 6 seconds, nent stall. Remember that the stall speed
an electronic timer switches the distributor to deflate the increases whenever ice accumulates on any
wing boots, and a 4-second inflation begins in the empen-
airplane.
nage boots. When these boots have inflated and deflated,
the cycle is complete.
When the switch is held in the MANUAL position, all of the

boots will inflate simultaneously and remain inflated until the FUEL HEAT
switch is released. The switch will return to the OFF position
when released. After the cycle, the boots will remain in the An oil-to-fuel heat exchanger, located on the engine acces-
hold-down condition until again actuated by the switch. sory case, operates continuously to heat the fuel sufficiently
to prevent ice from collecting in the fuel control unit.
For most effective deicing operation, allow at least 1/2 to 1
inch (1.3 to 2.5 centimeters) of ice to form before attempting Each pneumatic fuel control line is protected against ice by
ice removal. Very thin ice may crack and cling to the boots an electrically heated jacket. Power is supplied to each fuel
instead of shedding. Subsequent cyclings of the boots will control air line jacket heater by two switches actuated by
then have a tendency to build up a shell of ice outside the moving the condition levers in the pedestal out of the fuel
contour of the leading edge, thus making ice removal efforts cutoff range. Fuel control heat is automatically switched on
ineffective. for all flight operations.
December, 1994 7-47

Section VII <Oeemcraft
TO PRESSURIZATION CONTROL SYSTEM

PRESSURE BULKHEAD VACUUM REGULATOR VALVE
TO INSTRUMENT AIR PLUMBING
DEICE CONTROL SWITCH
DEICE CIRCUIT BREAKER

ENGINE BLEED AIR
FIRESEAL
BLEED AIR FLOW

CONTROL INSTALLATION
DOOR SEAL
TO VACUUM REGULATOR VALVE--•''---
I TO PNEUMATIC GAGE~
ML FRONT I
y--
SPAR- - ~ ~ I C E TIME DELAY
(ELECTRONIC)
I
TOLHDE~E-~~~:Iffl
~ WING BOOT
AIRPLANE
CHECK
VALVE
BLEED AIR
REGULATOR
VALVE
DETAIL A
TO DOOR AND ESCAPE
- - - - - PRESSURE OR VACUUM HATCH PRESSURE SEALS.
TO STABILIZER AND
---PRESSURE LINES RUDDER DEICE BOOT
TO RH DEICE WING BOOT
--•VACUUM LINES
FROM BLEED AIR SOURCE (RH)
PNEUMATIC BLEED AIR SYSTEM AND SURFACE DEICE SYSTEM SCHEMATIC
7-48 December, 1994

~ft Section VII
COMFORT FEATURES NOTE

The relief tube is intended for use during
TOILET flight only. ·
An optional toilet may be installed in the left side of the aft
baggage area facing forward. It has an upholstered se~t
cushion, a fixed seatback, and shoulder harness, so that 1t CABIN FEATURES
can serve as an adclitional passenger seat. When used as a
toilet, it can be closed off from the cabin by closing a folding FIRE EXTINGUISHER
curtain to meet the stub partition. The curtain is held to the An optional portable fire extinguisher may be installed on the
partition with a button-type snap fastener. A hinged seat floor on the left side of the airplane forward of the airstair
cushion must be raised to gain access to the toilet and a toi- door, just aft of the rearmost seat. Another fire extinguisher
let tissue dispenser is built into the toilet cabinet on the top, may also be installed underneath the pilot's seat or under
forward, left side. Flushing will continue as long as the the copilot's seat.
"flushing" switch is depressed.
A partly or fully discharged fire extinguisher should be
The toilet is a sett,contained unit that requires only a 28-vdc replaced immediately after use.
source from the airplane to power the pump motor for flush-
ing and water circulation. A quick-release mechanism on the STORM WINDOWS
flushing line and quick-release fasteners, holding the tank in
place, under the bowl, enables quick removal of the tank There are two storm windows in the cockpit, one for the pilot
assembly for servicing and cleaning. A sliding knife-valve and one for the copilot. They swing inward to open and are
assembly on the tank assembly can be closed to seal the secured in the closed position by rotating a handle on the aft
tank for removal. This valve should be open when the toilet edge. These windows are normally closed for all flight
is to be used. The position (whether open or closed) of the operations.
knife valve can be seen through the toilet bowl from above.
Access to the toilet tank and to the knife-valve (pull to open WINDSHIELD WIPERS
push to close) handle is through the access door on the The dual windshield wiper installation consists of an electric
lower front of the toilet cabinet. motor, arm and wiper assemblies, flexible drive assemblies,
and converters, all located forward of the instrument panel.
RELIEF TUBES The system also includes a control switch located on the
overhead control panel (upper left comer) and a circuit
An optional relief tube is located in the cabin sidewall just
breaker located on the right sidewall circuit breaker panel.
forward of the toilet when installed. In another optional
Rotary motion, imparted by the motor, is transmitted by the
installation, a relief tube may also be installed in the cockpit,
flexible drives to the converters that convert the rotary
and stowed under the pilot or copilot chair. The hose on the
motion to an oscillating· sweeping action at the wiper arms.
cockpit relief tube is of sufficient length to permit use by
The switch control is placarded: WINDSHIELD WIPER -
either pilot or copilot.
PARK - OFF - SLOW - FAST, and a note, DO NOT OPER-
A valve lever on the side of the relief tube horn opens the ATE ON DRY GLASS.
tube to the atmosphere. This valve lever must be depressed After the control is turned to PARK, to bring the wiper arms
at all times while the relief tube is in use, and it should be to their most inboard position, spring-loading returns the
held depressed for a few seconds, after use, to ensure that control to the OFF position.
no moisture remains in the tube. Moisture remaining in the
tube could freeze and block the tube, preventing subsequent Windshield wipers may be used during either ground or
use during the flight. flight operations.
December, 1994 7-49

Section VII ~ft
7-50 December, 1994

Raytheon Aircraft Beech King Air C90A
SECTION VIII
HANDLING, SERVICING & MAINTENANCE
TABLE OF CONTENTS
SUBJECT PAGE
Introduction To Servicing ............................................................. 8-3

· Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Airplane Inspection Periods ........................................................... 8-3
Special Conditions Cautionary Notice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Preventive Maintenance That May Be Accomplished By a Certificated Pilot ................... 8-4
Alterations or Repairs to Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Ground Handling .................................................................... 8-4
Towing .......................................................... : .............. 8-4
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Tie-Down ........................................................................ 8-5
Jacking and Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Prolonged Out-of-Service Care . ........................................................ 8-5
Engine Care in Salty Environments ..................................................... 8-5
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Fuel System ..................................................................... 8-5
Fuel Handling Practices ......................................................... 8-5
Filling the Tanks ............................................................... 8-6
Fuel Grades and Types ......................................................... 8-6
Fuel Additives ................................................................ 8-6
Icing Inhibitor .............................................................. 8-6
Blending Anti-Icing Additive to Fuel ............................................. 8-6
Adding Biocide to Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Draining Fuel System .......................................................... 8-7
Engine Fuel Filters and Screens .................................................. 8-7
Cleaning Firewall Fuel Filters .................................................... 8-7
Cleaning Engine-Driven Fuel Pump Filter and Screen ................................. 8-7
Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Oil Filter Servicing ............................................................. 8-7
Changing the Engine Oil ........................................................ 8-7
Servicing the Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Oxygen Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Oxygen System Purging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Filling the Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Oxygen Cylinder Retesting ...................................................... 8-8
Air Conditioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Cabin Air Filter ................................................................ 8-9
Evaporator Filter Replacement ................................................. 8-9
Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
External Power ................................................................... 8-9
Tires .......................................................................... 8-10
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 O
Instrument Vacuum Air ............................................................ 8-1 O
Shock Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 O
Deicing and Anti-Icing of Airplanes On The Ground ...................................... 8-1 o
Snow Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 o
Frost Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Ice Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Deicing and Anti-Icing Fluid Application ........................................... 8-11
September, 2001 8-1

Beech King Air C90A Raytheon Aircraft
SECTION VIII
HANDLING, SERVICING & MAINTENANCE
TABLE OF CONTENTS (CONT'D)
SUBJECT PAGE
Cleaning and Care .................................................................. 8-11

Exterior Painted Surfaces .......................................................... 8-11
Landing Gear. ................................................................... 8-12
Windows and Windshields .......................................................... 8-12
Windows .................................................................... 8-12
Windshields ................................................................. 8-13
Polarized Cabin Windows ...................................................... 8-13
Surface Deice Boot Cleaning ....................................................... 8-13
Interior Care .................................................................... 8-13
Consumable Materials ............................................................... 8-13
Lamp Replacement Guide ............................................................ 8-14
Exterior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
Passenger Compartment .......................................................... 8-14
Flight Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
8-2 September, 2001

Raytheon Aircraft
Beech King Air C90A Section VIII - Handling, Servicing & Maintenance
INTRODUCTION TO SERVICING
The purpose of this section is to outline to the owner and op- The following publications will be provided, at no charge, to
erator, the requirements for maintaining the airplane in a con- the registered owner/operator of this airplane:
I dition equal to that of its original manufacture. The Beech
King Air 90 Series Maintenance Manual sets the time inter-
vals at which the airplane should be taken to a Raytheon Air-
• Reissues and revisions of the Pilot's Operating Hand-
book and FAA Approved Airplane Flight Manual.
craft authorized outlet for periodic servicing or preventive • Original issues and revisions of FAA Approved Airplane
maintenance. Flight Manual Supplements.
The Federal Aviation Regulations place the responsibility for • Original issues and revisions Raytheon Aircraft Service
the maintenance of this airplane on the owner and the oper- Bulletins.
ator, who should make certain that all maintenance is done by The above publications will be provided to the registered
qualified mechanics in conformity with all airworthiness re- owner/operator at the address listed on the FAA Aircraft Reg-
quirements established for this airplane. All limits, proce- istration Branch List or the Raytheon Aircraft Domestic/Inter-
dures, safety practices, time limits, servicing and national Owner's Notification List. Further, the owner/
maintenance requirements contained in this handbook and operator will receive only those publications pertaining to the
I the Beech King Air 90 Series Maintenance Manual are con- registered airplane serial number. For detailed information on
sidered mandatory. how to obtain "Revision Service" applicable to this handbook
Raytheon Aircraft authorized outlets can provide recom- or other Raytheon Aircraft Service Publications, consult any
mended modification service, and operating procedures is- Raytheon Aircraft authorized outlet, or refer to the latest revi-
sued by both the FAA and Raytheon Aircraft Company, which sion of Raytheon Aircraft Service Bulletin No. 2001.
are designed to get maximum utility and safety from the air-
plane. If a question arises, concerning the care of the air-
plane, it is important that the airplane serial number be
included in any correspondence. The serial number appears
on the Manufacturer's Identification Plaque, located on the
left nose gear door.
AIRPLANE INSPECTION PERIODS
Refer to the following for required inspections:
1. Raytheon Aircraft Maintenance Manual
I
2. Raytheon Aircraft Structural Inspection Repair Manual
IWARNING I NOTE
I The Beech King Air C90A is a pressurized air- The FAA may require other inspections by issu-
plane. Drilling modification, or any type of work ance of Airworthiness Directives applicable to
which creates a break in the pressure vessel is the airplane, engines, propellers, and compo-
considered the responsibility of the owner or fa- nents. It is the responsibility of the owner/oper-
cility performing the work. Obtaining approval of ator to ensure that all applicable Airworthiness
the work is, therefore, their responsibility. Directives are complied with, and when repeti-
tive inspections are required, to assure compli-
ance with subsequent inspection requirements.
PUBLICATIONS It is also the responsibility of the owner/operator
The following publications for the Beech King Air C90A are to ensure that all FAA required inspections and
I most Raytheon Aircraft recommended inspec-
available through Raytheon Aircraft authorized outlets.
tions are accomplished by properly certificated
1. Pilot's Operating Handbook and FAA Approved Air- mechanics at properly certificated agencies
plane Flight Manual. (both meeting FAR 91 and FAR 43 require-
2. Pilot's Check List ments). Consult any Raytheon Aircraft autho-
3. Maintenance Manual rized outlet for assistance in determining and
complying with these requirements.
4. Component Maintenance Manual (Includes Supplier
Data)
5. Wiring Diagram Manual SPECIAL CONDITIONS CAUTIONARY NOTICE
6. Parts Catalog Airplanes operated for Air Taxi, or other than normal opera-
7. Service Bulletins tion, and airplanes operated in humid tropics or cold and
I damp climates, etc., may need more frequent inspections for
wear, corrosion, and/or lack of lubrication. In these areas, pe-
riodic inspections should be performed until the operator can
set his own inspection periods based on experience. The re-
quired periods do not constitute a guarantee that the item will
reach the period without malfunction, as the aforementioned
factors cannot be controlled by the manufacturer.
September, 2001 8-3

Raytheon Aircraft
Section VIII - Handling, Servicing & Maintenance Beech King Air C90A
PREVENTIVE MAINTENANCE THAT MAY temperatures or have other hidden damage,

BE ACCOMPLISHED BY A CERTIFICATED not discernible through routine visual or usual
nondestructive testing techniques. This may
PILOT render the part, component or structural as-
1. A certificated pilot may perform limited maintenance. sembly, even though originally manufactured
Refer to FAR Part 43 for the items which may be ac- by Raytheon Aircraft, unsuitable and unsafe for
complished. airplane use.
To ensure that proper procedures are followed, obtain a Raytheon Aircraft expressly disclaims any responsibility for
Beech King Air 90 Series Maintenance Manual prior to per- malfunctions, failures, damage or injury caused by use of
forming preventive maintenance. non-Raytheon Aircraft approved parts.
2. All other maintenance must be performed by properly
certificated personnel. Contact a Raytheon Aircraft au-
thorized outlet.
GROUND HANDLING
The "Three View", drawing in Section I, GENERAL, is the
NOTE minimum hangar clearances for a standard airplane. Allow-
Pilots operating airplanes of other than U.S. ances must be made for any special radio antennas and the
registry should refer to the regulations of the possibility of an under-inflated strut or tire.
country of registry for information on preventive
maintenance which may be performed by a pi- TOWING
lot.
The tow bar connects to the upper torque knee fitting of the
nose strut. The airplane is steered with the tow bar when
ALTERATIONS OR REPAIRS TO moving the airplane by hand. An optional tow bar is available
AIRPLANE for towing the airplane with a tug.
The FAA should be contacted prior to any alterations of the Although the tug will control the steering of the airplane, posi-
airplane to ensure that the airworthiness of the airplane is not tion someone in the pilot's seat to operate the brakes as a
violated. safety precaution.
NOTE
Alterations or repairs to the airplane must be
Always ensure that the airplane control locks
accomplished by properly licensed personnel.
are removed before towing the airplane. Seri-
ous damage to the steering linkage can result if
IWARNING I the airplane is towed while the control locks are
installed.
Use only genuine Raytheon Aircraft or Raythe-
on Aircraft approved parts obtained from Ray- Do not tow the airplane with a flat shock strut.
theon Aircraft approved sources, in connection The nose gear strut has turn limit warning marks to inform the
with the maintenance and repair of Beech air- tug driver when turning limits of the gear will be exceeded.
planes. Genuine Raytheon Aircraft parts are Damage will occur to the nose gear and linkage if the turn lim-
produced and inspected under rigorous proce- it is exceeded. The maximum nose wheel turn angle is 48° left
dures to ensure airworthiness and suitability for and right.
use in Beech airplane applications. Parts pur-
chased from sources other than Raytheon Air- When ground handling the airplane, do not use the propellers
craft, even though outwardly identical in or control surfaces as hand holds to push or move the air-
appearance, may not have had the required plane.
tests and inspections performed, may be differ-
ent in fabrication techniques and materials, and
may be dangerous when installed in an air-
plane. Salvaged airplane parts, reworked parts Do not exert force on the propeller or control
obtained from non-Raytheon Aircraft approved surfaces. Do not place weight on the stabilizers
sources, or parts, components, or structural as- to raise the nose wheel. When towing, limit
semblies, the service history of which is un- turns to prevent damage to the nose gear. Do
known or cannot be authenticated, may have not tow the airplane backward using the tail tie-
been subjected to unacceptable stresses or down ring as an attach point.
8-4 September, 2001

Raytheon Aircraft
PARKING ings can be leveled by varying the amounts of air in the shock
and tires.
The parking brake control is located on the left side, below ~he
pilot's subpanel. The parking brake may be set by depress~ng
the toe portion of the pilot's rudder pedals and then pulling PROLONGED OUT-OF-SERVICE CARE
outward the parking brake control. The parking brake contr?I
closes dual valves in the brake lines that trap the hydraulic Refer to the Beech King Air 90 Series Maintenance Manual.
pressure applied to the brakes and prevent pre~sure loss
through the master cylinders. To release the parking brake,
depress the pilot's brake pedals to equalize the pressure _on
ENGINE CARE IN SALTY ENVIRONMENTS
both sides of the parking brake valves and push the parking Refer to the Beech King Air 90 Series Maintenance Manual. I
brake control fully in.
SERVICING
[cA~TI~~]
Avoid setting the parking brake when the
FUEL SYSTEM
brakes are hot from severe usage, or when FUEL HANDLING PRACTICES
moisture conditions and freezing temperature
could form ice locks. All hydrocarbon fuels contain some dissolved and some sus-
pended water. The quantity of water contained in the fuel de-
The parking brake should be disengaged and pends on temperature and the type of fuel. Kerosene, with its
wheel chocks installed if the airplane is to be higher aromatic content, tends to absorb and suspend more
left unattended. Changes in ambient tempera- water than aviation gasoline. Along with the water, it will sus-
ture can cause the brakes to release or to exert pend rust, lint and other foreign materials longer. Given suffi-
excessive pressures. cient time, these suspended contaminants will settle to the
bottom of the tank. However, the settling time for kerosene is
TIE-DOWN five times that of aviation gasoline. Due to this fact, jet fuels
require good fuel handling practices to assure that the air-
Three mooring eyes are provided: one underneath each plane is serviced with clean fuel. If recommended ground pro-
wing, and one in the ventral fin. To moor the airplane, chock cedures are carefully followed, solid contaminants will settle
the wheels fore and aft, install the control locks, and tie the and free water can be reduced to 30 parts per million (ppm),
airplane down at all three points. See "Control Locks", Sec- a value that is currently accepted by the major airlines. Since
tion VII, SYSTEMS DESCRIPTION. If extreme weather is an- most suspended matter can be removed from the fuel by suf-
ticipa,ed, it is advisable to nose the airplane into the wind ficient settling time and proper filtration, it is not a major prob-
before tying it down. Install engine inlet and exhaust covers, lem. Dissolved water has been found to be the major fuel
propeller tie-down boots (one blade down) and pitot mast contamination problem. Its effects are multiplied in airplanes
covers when mooring the airplane. operating primarily in humid regions and warm climates.
NOTE Dissolved water cannot be filtered from the fuel by micronic-

type filters, but can be released by lowering the fuel temper-
Unrestrained propellers are apt to windmill.
ature, such as will occur in flight. For example, a kerosene
Windmilling at zero oil pressure, if prolonged,
fuel may contain 65 ppm (8 fl oz per 1000 gallons/237 millili-
could result in bearing damage. Windmilling
ters per 3785 liters) of dissolved water at 80°F (26.7°C).
propellers are a SAFETY HAZARD.
When the temperature is lowered to 15°F (-9.4°C), only about
25 ppm will remain in solution. The difference of 40 ppm will
JACKING AND LEVELING have been released as supercooled water droplets which
need only a piece of solid contaminant or an impact shock to
I The Beech King Air C90A is provided with three ja~kin_g
convert to ice crystals. Tests indicate that these water drop-
points to raise the airplane for servicing. The forward point Is
lets will not settle during flight and are pumped freely through
on the left side of the wheel well opening near the aft end of
the nose wheel doors. The main gear points are on the rear the system. If they become ice crystals in the tank, they will
not settle since the specific gravity of ice is approximately
spar just inboard of the nacelle fairing. All three points are
equal to that of kerosene. The 40 ppm of suspended water
easily identified by the placarding, JACK PAD, adjacent to the
seems like a very small quantity, but when added to suspend-
jack points. The areas around the jack pads are unobstructed
to facilitate the use of jacks. All adapters extend 0. 7 inch (1.8
centimeters), or more, below the structure surface.
ed water in the fuel at the time of delivery, is sufficient to ice
a filter. While the critical fuel temperature range is from 0°F to
-20°F (-18°C to -29°C), which produces sever system icing,
I
Leveling screws are located on the fuselage entrance door water droplets can freeze at any temperature below 32°F
frame. Leveling is accomplished with a plumb bob. Jack pad (0°C).
leveling may require the nose gear shock strut to be secured
Water in jet fuel also creates an environment favorable to the
in the static position to prevent its extension. Wheel weigh-
growth of a microbiological sludge in the settlement areas of
the fuel cells. This sludge, plus other contaminants in the fuel,
September, 2001 8-5

Raytheon Aircraft
can cause corrosion of metal parts in the fuel system as well
as clogging the fuel filters. The airplane uses bladder-type NOTE
fuel cells. All metal parts (except the main boost pumps and Servicing the nacelle tanks first prevents fuel
transfer pumps) are mounted above the settlement areas. transfer through the gravity feed interconnect
The possibility of filter clogging and corrosive attacks on fuel lines from the wing fuel tanks into the nacelle
pumps exists if contaminated fuels are consistently used. tanks during fueling. If wing tanks are filled first,
fuel will transfer from them into the nacelle tank
Since fuel temperature and settling time affect total water leaving the wing tanks only partially filled. Be
content and foreign matter suspension, contamination can be sure the nacelle tanks are completely full after
minimized by keeping equipment clean. Use adequate filtra- servicing the fuel system to assure proper auto-
tion equipment and careful water drainage procedures. Store matic fuel transfer during flight operation. I
fuel in the coolest areas possible, and allow adequate settling
time. Underground storage is recommended for fuels. Filter- 3. Allow a three hour settle period whenever possible,
ing the fuel each time it is transferred will minimize the quan- then drain a small amount of fuel into a container from
tity of suspended contaminants carried by the fuel. each drain point. Check fuel at each drain point for con-
tamination.
The primary means of fuel contamination control by the own-
er/operator is careful handling. This applies not only to fuel
supply, but to keeping the airplane system clean. The follow- FUEL GRADES AND TYPES
ing is a list of steps that may be taken to prevent and recog- Aviation Kerosene Grades Jet A, Jet A-1, Jet B, JP-4, JP-5, I
nize contamination problems. and JP-8 may be mixed in any ratio. Aviation Gasoline
1. Know your supplier. It is impractical to assume that fuel Grades 60 (80/87), 1DOLL, 100 (100/130), and 115/145 are
free from contaminants will always be available, but it emergency fuels and may be mixed with the recommended
is feasible to exercise caution and be watchful for signs fuels in any ratio; however, use of the lowest octane rating
of fuel contamination. available is suggested. Operation on Aviation Gasoline shall
be limited to 150 hours per engine during each time-between-
2. Assure, as much as possible, that the fuel obtained has
overhaul (TBO) period. Refer to Section II, LIMITATIONS for
been properly stored, filtered as it is pumped to the
additional limitations on the use of Aviation Gasoline.
truck, and again as it is pumped from the truck to the
airplane.
3. Perform filter inspections to determine if sludge is
present.
ICAUTl~N:]
Do not allow the fuel cells to dry out and crack.
4. Periodically flush the fuel tanks and systems. The fre- At a later servicing, the cracks would allow fuel
quency of flushing will be determined by the climate to diffuse through the walls of the fuel cell. If any
and the presence of sludge. fuel cell is to remain empty for an extended in-
5. Use only clean fuel servicing equipment. terval, ensure that it last contained jet fuel. If it
last contained aviation gasoline, coat the interi-
6. After refueling, allow a three-hour settle period when-
or with oil.
ever possible, then drain a small amount of fuel from
each drain.
FUEL ADDITIVES
ICING INHIBITOR
Fuel spills on tires have a deteriorating effect Approved fuel system icing inhibitor may be used in amounts
and the tires should be cleaned promptly. not to exceed 0.15% by volume when soluble in jet turbine
fuel (minimum concentration by volume is 0.10%). I
FILLING THE TANKS BLENDING ANTI-ICING ADDITIVE TO FUEL
When filling the airplane fuel tanks, always observe the fol-
See the Beech King Air 90 Series Maintenance Manual for
lowing: procedures to follow when blending anti-icing additive to the
1. Make sure the airplane is statically grounded to the ser- airplane fuel.
vicing unit and to the ramp.
2. Service the nacelle tank of each side first. The nacelle ADDING BIOCIDE TO FUEL
tank filler caps are located at the top of each nacelle. See the Beech King Air 90 Series Maintenance Manual for
The wing tank filler caps are located in the top of the procedures to follow when adding Biobor JF biocide to the air-
wing, outboard of the nacelles. plane fuel.
8-6 September, 2001

Raytheon Aircraft
DRAINING FUEL SYSTEM

Open each fuel drain daily to drain off any water or other con-
[~~~!ION]
tamination collected in the low places. Along with the drain on Do not mix different brands of oil when adding
the firewall mounted fuel filter, there are four other drains: the oil between changes. Different brands or types
nacelle tank fuel pump drain, center section tank transfer of oil may be incompatible because of the differ-
pump drain, and the inboard end of the outboard wing tank ence in their chemical structures.
drain. The fuel pump and tank drains are accessible from the
The oil tank is provided with an oil filler neck, quantity dipstick
underside of the airplane.
and cap. The filler neck and dipstick protrude through the ac-
cessory gearcase housing at the eleven o'clock position. The
NOTE dipstick is marked in U.S. quarts and indicates the last 5
I
The firewall shutoff valve has to be electrically quarts (4.7 liters) of oil required to bring the system to full. Ac-
opened to drain large quantities of fuel from the cess to the dipstick is through an access door on the engine
firewall fuel filter drain. cowl (aft).
Fuel may be drained from the tank by gravity flow through the Before servicing the airplane with engine oil, obtain the latest
center section transfer pump drains into suitable containers. copy of Pratt Whitney SB 1001. Only those engine oils listed
Fuel may also be pumped out of the tanks utilizing an external in P&WC Service Bulletin 1001 are to be used in the PT6A-
pump and suction hoses inserted into the filler openings. For 21 engines. Do not mix different oil brands. Oil tank capacity
the fastest means of draining the system see the procedures is 2.3 U.S. gallons (8.7 liters). When a dry engine is first ser-
in the Beech King Air 90 Series Maintenance Manual. viced it will require approximately 5 quarts (4.7 liters) in addi-
Procedures for draining the fuel system, in the event any fuel tion to tank capacity to fill the lines and the cooler, giving a
pump requires replacement, are to be found in the Beech total system capacity of 14 quarts (13.2 liters). The engine will I
King Air 90 Series Maintenance Manual. trap approximately 1.5 quarts (1.4 liters) which cannot be
drained; therefore, when performing an oil change, refill the
system with 12 quarts (11.3 liters) and add additional oil, I
ENGINE FUEL FILTERS AND SCREENS based on the dipstick reading. While the airplane is standing
I
Normal intervals and procedures for inspecting all fuel filters
and screens as well as suspected fuel contamination can be
found in the Beech King Air 90 Series Maintenance Manual.
In addition to such precautions, all fuel filters and the tank
idle, engine oil could possibly seep into the scavenge pump
reservoir, causing a low dipstick reading. Anytime an engine
has been shutdown for 12 hours or more, or if the oil has just
been changed, run the engine for a least two minutes before
sump should be cleaned any time the submerged boost checking the oil level.
pump is removed.
NOTE
The normal oil level is at the one quart mark. I
CLEANING FIREWALL FUEL FILTERS
Overfilling may cause a discharge of oil through
Refer to the Beech King Air 90 Series Maintenance Manual. the breather until a satisfactory level is reached.
CLEANING ENGINE-DRIVEN FUEL PUMP FILTER

AND SCREEN
[~Auj1~N I
Spilled oil should be removed immediately to
Refer to the Beech King Air 90 Series Maintenance Manual. prevent the possibility of contaminating the air-
plane's tires. Oil (in some instances) can cause
OIL SYSTEM the rubber of the tires to deteriorate.
Servicing the engine oil system primarily involves maintaining

OIL FILTER SERVICING
the engine oil at the proper level, inspecting and cleaning, or
replacing the filter element, and changing the oil as condi- For cleaning or replacement of the oil filter, refer to the Beech I
1
tions require. Refer to the Beech King air 90 Series Mainte-
nance Manual and Pratt and Whitney Service Bulletin 1001
for oil system servicing procedures and requirements.
King Air 90 Series Maintenance Manual.
CHANGING THE ENGINE OIL

Refer to the Beech King Air 90 Series Maintenance Manual.
September, 2001 8-7

Raytheon Aircraft
I SERVICING THE OXYGEN SYSTEM heating of the filler valve. Fill the cylinder (22-cubic-foot/623-
liter cylinder installation) to a pressure of 1800 ±50 psi at a
OXYGEN COMPONENTS temperature of 70°F {56.7°C). This pressure may be in-
Oxygen for unpressurized, high-altitude flight is supplied by a creased an additional 3.5 psi for each degree (°F) {6.3 psi for
cylinder located in the compartment immediately aft of the aft each °C) of increase in temperature; similarly, for each de-
pressure bulkhead. A 22-, 49-, or 66-cubic-foot {623-, 1388-, gree (°F) of drop in temperature, reduce the pressure for the
or 1870-liter) cylinder may be installed. The oxygen system is cylinder by 3.5 psi (6.3 psi for each °C). The oxygen system,
serviced by a filler valve accessible by removing an access after filling, will need to cool and stabilize for a short period
plate on the right side of the aft fuselage. The system has two before an accurate reading on the gages can be obtained.
pressure gages, one located on the right subpanel in the crew The larger cylinder installations {49-cubic-foot/1388 liter and
compartment for in-flight use, and one adjacent to the filler 66-cubic-foot/1870 liter cylinders) may be charged to a pres-
valve for checking system pressure during filling. sure of 1850 ±50 psi at a temperature of 70°F (56. 7°C). When
the system is properly charged, disconnect the filler hose
Refer to "Oxygen System Schematic", Section VII, SYS- from the filler valve and replace the protective cap on the filler
TEMS DESCRIPTION. valve.
A shutoff valve and regulator, located on the cylinder, con-
trols the flow of oxygen to the crew and passenger outlets. OXYGEN CYLINDER RETESTING
The shutoff valve is actuated by a push-pull-type control lo-
cated overhead and aft of the light control panel in the cock- Oxygen cylinders used in the airplane are of two types. Light
pit. The regulator is a constant-flow type which supplies low weight cylinder, stamped 3HT on the plate on the side, must
pressure oxygen through system plumbing to the outlets. be hydrostatically tested every three years and the test date
must appear on the cylinder. This bottle has a service life of
4380 pressurizations or 24 years, whichever occurs first, and
OXYGEN SYSTEM PURGING then must be discarded. Regular weight cylinders stamped
Offensive odors may be removed from the oxygen system by 3A or 3AA must be hydrostatically tested every five years and
purging. The system should also be purged any time system the retest date must appear on the cylinders. Service life of
pressure drops below 50 psi or a line in the system is opened. these cylinders is not limited.
Purging is accomplished simply by connecting a recharging
cart into the system and permitting oxygen to flow through the AIR CONDITIONING SYSTEM
lines and outlets until any offensive odors have been carried
away. The following precautions should be observed when If an extended period of time passes during which the air con-
purging the oxygen system: ditioning system is not operated, moisture may condense and
settle in the system low spots, resulting in corrosion of the re-
1. Avoid any operation that could make sparks. Keep frigerant lines. Also, the system seals may dry out, shrink,
burning cigarettes or fire away from the vicinity of the and crack, due to the lack of lubrication. In order to protect the
airplane when the outlets are in use. integrity of the system, the air conditioner should be operated
2. Inspect the filler connection for cleanliness before at- at least 1O minutes every month.
taching it to the filler valve.
3. Make sure that hands, tools, and clothing are clean.
Look particularly for grease or oil stains, because these
contaminants are extremely dangerous in the vicinity of Do not attempt to operate the air conditioner
when the ambient temperature is below 10°c
oxygen.
{50°F). If for several weeks, it is impossible to
4. As a further precaution against fire, open and close all obtain an ambient temperature of at least 10°C
oxygen valves slowly during filling. (50°F), the recommended monthly interval for
operating the air conditioner may be extended
FILLING THE OXYGEN SYSTEM somewhat.
When filling the oxygen system, use only Aviator's Breathing For air conditioner system servicing information, refer to the
Oxygen, MIL-0-27210. Beech King Air 90 Series Maintenance Manual.
jWARNING. jWARNING.
DO NOT USE MEDICAL or INDUSTRIAL OX- Refrigerant and oil are under pressure within
I YGEN. It contains moisture which can cause

the oxygen valve to freeze.
Fill the oxygen system slowly by adjusting the recharging rate
the refrigeration system. Injury to personnel or
damage to the system could occur if mainte-
nance is not performed properly. The refriger-
ant system should be serviced only by qualified
with the pressure regulating valve on the servicing cart, be- air conditioner technicians.
cause the oxygen, under high pressure, will cause excessive
September, 2001
8-8
Raytheon Aircraft
CABIN AIR FILTER The following precautions must be observed when using an
external power source:
A flexible, fiberglass-type cabin air filter covers the coils of the
air conditioner evaporator and is also known as an evapora- 1. AVIONICS MASTER PWR Switch (pilot's left subpan-
1 tive filter. This filter should be inspected and replaced at the

interval shown in the Beech King Air 90 Series Maintenance
el)- OFF
2. GEN 1 and GEN 2 Switches - OFF
Manual, or whenever dirty.
EVAPORATOR FILTER REPLACEMENT

3. BAT Switch - ON
4. VOLTMETER BUS SELECT Switch - BAT position
I
5. Voltmeter (overhead panel) - Read battery voltage
1. Remove the access door in the nose wheel-well keel
under the refrigerant plumbing.
2. Pull the filter down and out of the retaining springs on
the evaporator coil. Remove the filter carefully so as
[~AY.!•C?~]
NEVER CONNECT AN EXTERNAL POWER
not to distort the small tubing in the area. SOURCE TO THE AIRPLANE UNLESS A
3. Fold the new filter to insert it through the access doors. BATTERY INDICATING A CHARGE OF AT
The filter must be carefully inserted between the coil LEAST 20 VOLTS IS IN THE AIRPLANE. If the
assembly and the refrigerant plumbing under the re- battery voltage is less than 20 volts, the battery
taining springs. must be recharged, or replaced with a battery
4. Replace the access door. indicating at least 20 volts, before connecting
external power.
Voltage is required to energize the Avionics
BATTERY Master power relays to remove power from the
Servicing the 24-volt, 20-cell, air-cooled nickel-cadmium bat- avionics equipment. Never apply external pow-
tery is normally limited to checking the electrolyte level, cleaner to the airplane without first supplying battery
ing the battery box and associated components, and voltage. If the battery is removed from the air-
equalizing the cells. For detailed servicing of the battery, refer plane, or if the Battery Switch is to be placed in
I to the Beech King Air 90 Series Maintenance Manual. the OFF position, connect an external battery in
parallel to the external power unit prior to
switching the auxiliary power unit ON.
EXTERNAL POWER
6. Auxiliary Power Unit Output Voltage - SET VOLTAGE
The airplane is equipped with an external power receptacle, AT 28.0 - 28.4
located just outboard of the right engine in the lower side of
I
7. Auxiliary Power Unit - OFF before connecting to air-
the wing center section. The receptacle will accept a standard
plane.
AN-type plug. The airplane electrical system is automatically
protected from reverse polarity (i.e., positive ground) by a di-
ode network. [qAY.!f§N: l
An overvoltage sensor, detecting an overvoltage condition Only use an external power source fitted with
from the external power source of 31 ±.5 volts or more, will an AN-type plug. If uncertain of the polarity,
lock out the external power relay to prevent a high voltage check it with a voltmeter to ensure that it is a
condition on the airplane bus. negative-ground plug.
External power can be used to operate all the airplane elec- 8. External Power Source Plug - PLUG INTO AIRPLANE
trical equipment (this includes avionics checkouts) during RECEPTACLE
ground operations without the engine running, and it can be 9. Auxiliary Power Unit - ON
used to start the engines. An electronic circuit senses when
external power is connected to the airplane and illuminates 10. VOLTMETER BUS SELECT Switch - EXT PWR
the amber EXT PWR annunciator, in the annunciator panel. 11. Voltmeter (overhead panel) - MONITOR EXTERNAL
The external power unit should be capable of producing 1000 POWER VOLTAGE
amperes for 5 seconds, 500 amperes for 2 minutes and 300
amperes continuously. A maximum continuous load of 350
amperes will damage the external power relay and power ca-
bles of the airplane.
[~A~!l~~:1
The battery may be damaged if exposed to volt-
ages higher than 30 volts for extended periods
of time.
12. EXT PWR Switch - ON
Any current in excess of 1000 amperes may
overtorque the drive shaft of the starter-gener- 13. OBSERVE that BAT TIE OPEN, L GEN TIE OPEN and
ator or produce heat sufficient to shorten the life R GEN TIE OPEN annunciators are NOT illuminated.
of the unit.
September, 2001 8-9

Raytheon Aircraft
TIRES INSTRUMENT VACUUM AIR
The airplane is equipped with 8.50 x 10, 8-ply-rated or 10-ply- Vacuum for the flight instruments is obtained by operating an
rated tubeless tires on the main gear wheels and a 6.50 x 10, ejector with bleed air from the engines. (Air at a pressure less
6-ply-rated tubeless tire on the nose gear. than atmospheric is commonly referred to as a vacuum.) Dur-
ing operation, the ejector draws air in through the instrument
f¢~~!10N:] filter and the gyros. A vacuum relief regulator valve regulates
instrument air pressure.
Tires that have picked up a film of fuel, hydrau-
The instrument filter, located at the top of the avionics com-
lic fluid or oil should be washed down as soon
as possible with a detergent solution to prevent
deterioration of the rubber.
partment, is of prime importance and should be replaced at
the interval shown in the Beech King Air 90 Series Mainte-
nance Manual, or more often if conditions warrant (smoky,
I
Maintaining proper tire inflation will help to avoid damage dusty conditions).
from landing shock and contact with sharp stones and ruts,
The vacuum relief regulator valve, located on the forward
and will minimize tread wear. When inflating the tires, inspect
pressure bulkhead in the bottom of the avionics compart-
them for cuts, cracks, breaks, and tread wear. Refer to the
Beech King Air 90 Series Maintenance Manual for more de-
tailed inspection and repair procedures. The main gear tires
ment, is protected by a foam sponge-type filter which should
be cleaned in solvent at the interval shown in the Beech ~ing
Air 90 Series Maintenance Manual. If vacuum pressure nses
I
should be inflated to between 52 and 58 psi for 8-ply-rated, or
above a normal reading, clean the filter, and recheck vacuum
to between 70 ± 3 psi for 10-ply rated tires. The nose gear tire
pressure before adjusting the vacuum relief regulator valve.
should be inflated to between 51 and 55 psi.
SHOCK STRUTS
[~A~Tl!)N:] Service the shock struts according to the Beech King Air 90
Raytheon Aircraft Company cannot recom- Series Maintenance Manual.
mend the use of recapped tires. Recapped tires
have a tendency to swell as a result of the in-
creased temperature generated during takeoff. DEICING AND ANTI-ICING OF AIRPLANES ON THE
Increased tire size can jeopardize proper func- GROUND
tion of the landing gear retract system, with the Deicing is the removal of ice, frost, and snow from the air-
possibility of damage to the landing gear doors plane's exterior after it has formed. Anti-icing is a means of
and the retract mechanism. keeping the surface clear of subsequent accumulations of
ice, snow and frost.
NOTE
Snow and ice on an airplane will seriously affect its perfor-
While Raytheon Aircraft Company cannot rec-
mance. Removal of these accumulations is necessary prior to
ommend the use of recapped tires, tires re-
takeoff. Airfoil contours may be altered by the ice and snow
treaded by an FAA-approved repair station with
to the extent that their lift qualities will be seriously impaired.
a specialized service-limited rating in accor-
I dance with the latest revision of TSO-C62 may
be used.
Ice and snow on the fuselage can increase drag and weight
SNOW REMOVAL
BRAKE SYSTEM The removal of frozen deposits by chipping or scraping is not
recommended. The best way to remove snow is to brush it off
Brake system servicing is limited to maintaining adequate hy-
with a squeegee, soft brush, or mop. Exercise care so as not
draulic fluid in the reservoir mounted on the bulkhead in the
to damage any components that may be attached to the ~ut-
upper left corner of the nose avionics compartment. A dip-
side of the airplane, such as antennas, vents, stall warning
stick is provided for measuring the fluid level. When the res-
vanes, etc. Remove loose snow from the airplane before
ervoir is low on fluid, add a sufficient quantity of approved
heating the airplane interior; otherwise, at low temperatures,
hydraulic fluid to fill the reservoir to the full mark on the dip-
the snow may melt and refreeze to build up a considerable
stick.
depth of ice. If the airplane has bee_n hangar~~ ~nd sno~ is
The only other requirement related to servicing involves the falling, coat the airplane surfaces with an antI-Icrng solution;
wheel brakes themselves. Brake lining adjustment is auto- snow falling on the warm surface will have a tendency to melt,
matic, eliminating the need for periodic adjustment of the then refreeze.
I brake clearance. Refer to the Raytheon Aircraft Servicing and
After snow has been removed from the airplane, inspect the
Maintenance Instructions for King Air brakes and wheels.
airplane for evidence of residual snow. Special attention
should be given all vents, openings, static ports, control sur-
faces, hinge points, and the wing, tail, and fuselage surfaces
for obstructions or accumulations of snow. Check the exterior
8-10 September, 2001

Raytheon Aircraft
of the airplane for damage to external components that may DEICING AND ANTI-ICING FLUID APPL/CATION
have occurred during the snow removal operations.
Airplane deicing fluids may be used diluted or undiluted ac-
Control surfaces should be moved to ascertain that they have cording to manufacturer's recommendations for deicing. For
full and free movement. The landing gear mechanism, doors, anti-icing purposes, the fluids should always be used undilut-
wheel wells, uplocks, and microswitches should be checked ed. Deicing fluids may be applied either heated or unheated.
for ice deposits that may impair function. Refer to Section 11, LIMITATIONS, for a listing of approved
airplane deicing/anti-icing fluids.
When the airplane is hangared to melt snow, any melted
snow may freeze again if the airplane is subsequently moved
into subzero temperatures. Any measures taken to remove NOTE
frozen deposits while the airplane is on the ground must also Type II and Type IV deicing fluids should only
prevent the possibility of refreezing of the liquid. be applied at low pressure by trained personnel
with proper equipment
Following snow removal, should freezing precipitation contin-
ue, the airplane surface should be treated for anti-icing. If a sprayer is not available, deicing fluid may be brushed or
painted onto the airplane's surfaces.
FROST REMOVAL
Frost that may form on the wing fuel tank bottom skins need CLEANING AND CARE
not be removed prior to flight. Frost that may accumulate on EXTERIOR PAINTED SURFACES
other portions of the wing, the tail surfaces, or on any control
surface, must be removed prior to flight. Frost that cannot be
removed by wiping with a gloved hand or soft towel must be
removed by placing the airplane in a warm hangar or by the
Polyester urethane, acrylic urethane, and ep-
application of a deicing fluid.
oxy finishes undergo a curing process for a pe-
After removal of all frost from the airplane exterior, check all riod of 30 days after application. Alkyd enamel
external components for damage that may have occurred (sometimes called "automotive enamel"), acryl-
during frost removal. ic enamel, lacquer, and dope finishes require a
curing period of approximately 90 days. Wash
uncured painted surfaces with a mild non-deter-
ICE REMOVAL
gent soap (MILD detergents can be used on
Moderate or heavy ice and residual snow deposits should be urethane finishes) and cold or lukewarm water
removed with a deicing fluid. No attempt should be made to only. Use soft cloths, keeping them free of dirt
remove ice deposits or break an ice bond by force. and grime. Any rubbing of the surface should
be done gently and held to a minimum to avoid
After completing the deicing process, the airplane should be
damaging the paint film. Rinse thoroughly with
inspected to ensure that its condition is satisfactory for flight.
clear water. Oil or soot deposits that cling tena-
All external surfaces should be examined for residual ice or
ciously to the airplane finish may be removed
snow, special attention should be given all vents, openings,
with automotive tar removers.
static ports, control surfaces, hinge points, and the wing, tail,
and fuselage surfaces for obstructions or accumulations of Prior to cleaning, cover the wheels, making certain the brake
ice or snow. discs are covered. Attach the pitot covers securely, and plug
or mask off all other openings. Be particularly careful to mask
Control surfaces should be moved to ascertain that they have
off all static air buttons before washing or waxing. Use special
full and free movement. The landing gear mechanism, doors,
care to avoid removing lubricant from lubricated areas.
wheel wells, uplocks, and microswitches should be checked
for ice deposits that may impair function. Washing the airplane by hand may be accomplished by flush-
ing away loose dirt with clean water, then washing with a mild
When the airplane is hangared to melt ice, any melted ice
soap and water, using soft cleaning cloths or a chamois.
may freeze again if the airplane is subsequently moved into
Avoid harsh, abrasive, or alkaline soaps or detergents which
freezing temperatures. Any measures taken to remove frozen
could cause corrosion or scratches. Thorough clear-water
deposits while the airplane is on the ground must also prevent
rinsing prevents buildup of cleaning agent residue, which can
the possible refreezing of the liquid
dull the paint's appearance. To remove oily residue or ex-
Following ice removal, should freezing precipitation continue, haust soot, use a cloth dampened with an automotive tar re-
the airplane surfaces should be treated for anti-icing. mover. Wax or polish the affected area, if necessary.
September, 2001 8-11

Raytheon Aircraft
IWARNING I
to restore appearance should "chalking" occur. Alkyd enam-
el, lacquer, and dope finishes must be polished and waxed
periodically to maintain luster, and to assure protection from
Do not expose elevator, rudder, and aileron trim
the weather. Acrylic enamel should be waxed, and may be
tab hinge lines and their push rod systems to the
polished, if desired.
direct stream or spray of high-pressure, soap
and water washing equipment. Fluid dispensed For waxing, select a high quality automotive or aircraft waxing
at high pressure could remove the protective lu- product. Do not use a wax containing silicones, as silicone
bricant, allowing moisture from heavy or pro- polishes are difficult to remove from surfaces.
longed rain to collect at hinge lines, and then to
A buildup of wax on any exterior paint finish will yellow with
freeze at low temperatures. After high pressure
age; therefore, wax should be removed periodically. General-
or hand washing, and at each periodic inspec-
ly, aliphatic naphtha is adequate and safe for this purpose.
tion, lubricate trim tab hinge lines and trim tab
I pushrod end fittings (Brayco 300 Federal Spec-

ification VV-L-800 preferred).
When using high-pressure washing equipment, keep the
NOTE
Before returning the airplane to service, remove
all maskings and coverings, and relubricate as
spray or stream clear of wheel bearings, propeller hub bear- necessary.
ings, wing attachment areas, etc., and openings such as pitot
tubes, static air buttons, and battery and avionics equipment
cooling ducts, which should be securely covered or masked LANDING GEAR
off. Avoid directing high-pressure sprays toward the fuselage, After operation on salty or muddy runways, wash the main
wings, and empennage from the rear, where moisture and and nose landing gear with low-pressure water and a mild de-
chemicals might more easily enter the structure, causing cor- tergent as soon as practicable. Rinse with clear water and
rosion damage to structural members and moving parts. blow dry with low-pressure air immediately after rinsing. Re-
lubricate as necessary.
WINDOWS AND WINDSHIELDS

Use care when washing wing to not remove the
anti-corrosive grease from the wing attach bolt. WINDOWS
When cleaning wheel well areas with solvent, The plastic windows should be kept clean and waxed. To pre-
especially if high-pressure equipment is used, vent scratches, wash the windows carefully with plenty of
exercise care to avoid washing away grease mild soap and water, using the palm of the hand to dislodge
from landing gear components. After washing dirt and mud. Flood the surface with clean water to rinse away
the wheel well areas with solvent, lubricate all dirt and soap. After rinsing, dry the windows with a clean,
lubrication points, or premature wear may re- moist chamois. Rubbing the surface of the plastic with a dry
sult. cloth should be avoided, as it builds up an electrostatic
There is some variation in the procedures required for proper charge on the surface, which attracts dust particles.
care of the several types of exterior paint. During the curing If oil or grease is present on the surface of the plastic, remove
period, do not make prolonged flights in heavy rain or sleet, it with a cloth moistened with kerosene, aliphatic naptha, or
and avoid all operating conditions which might cause abra- hexene, then rinse the surface with clear water. Never use
sion or premature finish deterioration. gasoline, benzine, alcohol, acetone, carbon tetrachloride,
fire-extinguisher or anti-ice fluid, lacquer thinner, or glass
cleaner. These materials will soften the plastic and may
[cA~j19N] cause it to craze.
Do not apply wax, polish, rubbing compound, or
If it is desired to use a commercial cleaner to clean the plastic
abrasive cleaner to any uncured painted sur-
windows, use only cleaners that are approved by Raytheon
face. Use of such items can permanently dam-
Aircraft Company and follow the directions on the container.
age the surface finish. Also, waxes and
polishes seal the paint from the air and prevent It will not be necessary to apply wax to windows after use of
curing. commercial cleaners, as these cleaners contain wax, as well
as cleaning agents.
Waxing of polyester urethane finishes, although not required,
is permitted; however, never use abrasive cleaner type wax- After thoroughly cleaning, wax the surface with a good grade
es, polishes, or rubbing compounds, as these products cause of commercial wax that does not have an acrylic base. The
eventual deterioration of the characteristic urethane gloss. wax will fill in minor scratches and help prevent further
Acrylic urethane may be waxed for protection from the ele- scratching. Apply a thin, even coat of wax and bring it to a
ments, but should not be polished unless polishing or buffing high polish by rubbing lightly with a clean, dry, soft flannel
is required to restore a damaged area. Epoxy finishes should cloth. Do not use a power buffer; the heat generated by the
be waxed on a regular basis, and may be polished and buffed buffing pad may soften the plastic.

Raytheon Aircraft
WINDSHIELDS Blot up any spilled liquid promptly with a paper tissue or with
rags. Do not pat the spot; press the blotting material firmly
Glass windshields with antistatic coating should be cleaned and hold it for several seconds. Continue blotting until no
as follows: more liquid is taken up. Scrape off sticky materials with a dull
1. Wash excessive dirt and other substances from the knife, then spot-clean the area.
glass with clean water.
2. Clean the windshield with mild soap and water or a 50/
50 solution of isopropyl alcohol and water. Wipe the
glass surface in a straight rubbing motion with a soft The colors of many leathers may only be ac-
cloth or sponge. Never use any abrasive materials or complished by surface dye processing. The col-
any strong acids or bases to clean the glass. or may be rubbed off by continuously dragging
hard or coarse material across the leather.
3. Rinse the glass thoroughly and dry, but do not apply
While working in the cabin, use protective cov-
wax. ers on the leather upholstery. Use only mild de-
tergent with a soft cloth to clean soiled leather.
POLARIZED CABIN WINDOWS
Oily spots may be cleaned with household spot removers
The polarized cabin windows consist of two plastic window used sparingly. Before using any solvent, read the instruc-
panes installed with the polarized surfaces facing each other tions on the container and test it on an obscure place on the
in a sealed assembly. To clean the interior exposed surface fabric to be cleaned. Never saturate the fabric with a volatile
of the window requires only careful application of the practic- solvent; it may damage the padding and backing materials.
es for cleaning plastic windows. If it should become neces-
Soiled upholstery and carpet may be cleaned with foam-type
sary to clean the inner surface of the sealed assembly and
detergent, used according to the manufacturer's instructions.
the inside of the pressure glass, the sealed assembly may be
To minimize wetting the fabric, keep the foam as dry as pos-
removed by removing the escutcheon, four screws, and the
sible and remove it with a vacuum cleaner.
sealed assembly. Clean the interior windows and reinstall the
sealed assembly and escutcheon. The plastic trim need only be wiped with a damp cloth. Oil and
grease on the control wheel and control knobs can be re-
SURFACE DEICE BOOT CLEANING moved with a cloth moistened with isopropyl alcohol. Volatile
solvents (such as mentioned in the article on care of plastic
The deice boots are made of soft, flexible stock, which may windows) should never be used, since they will soften the
be damaged if gasoline hoses are dragged over the surface
of the boots or if ladders and platforms are rested against
them. Keep deice boots free of oil, fuel, paint remover, sol-
vents, and other injurious substances. Deice boots should be
cleaned regularly with mild soap and water solution. The tem-
perature of the solution should not exceed 180°F {82°C).
plastic and may cause it to craze.
CONSUMABLE MATERIALS
Refer to the Beech King Air 90 Series Maintenance Manual
for consumables (type and brand name) approved for use in
I
the Beech King Air C90A.
INTERIOR CARE
To remove dust and loose dirt from the upholstery, headliner,
and carpet, clean the interior regularly with a vacuum cleaner.
September, 2001 8-13

Raytheon Aircraft
LAMP REPLACEMENT GUIDE

EXTERIOR
Entry Light (Under Left Wing) ................................................................. MS24513-4174

Wing Ice Light ................................................................................ A70798-24
Landing Lights ..................................................................................... 4596
Rotating Beacon (Upper/Lower) ....................................................... A-70798-24 / A70798-25
Strobe Light Flash Tubes ........................................................................ 55-0221-1
Empennage Floodlight ......................................................................... DS0079-BJ
Tail Navigation Light ..........................................................................A-2064-1683
Taxi Light ........................................................................................ 4587
Wing Navigation Light. .......................................................................... A7512-24
Wing-tip Recognition Light ........................................................................... 1982
PASSENGER COMPARTMENT
Aft Dome and Baggage Compartment Light ............................................................... 303
Aisle Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............... MS25231-313
Spar Cover Light ................................................................................... 1495
Cabin Sign Light ............................................................................. D158-100-4
Cabin Door Observer and Overhead Lights .............................................................. 1864
Cabin Table Light .................................................................................. 1309
Flood Light ...............................................................................MS35478-1683
Fluorescent Light Tube ............................................................................. 1309X
O.A.T. Light. ............................................................................... MS25237-327
Reading and Chair Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................. 1864
Step Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ......................... 313
Threshold Light ..................................................................................... 313
Window Fluorescent Light. ............................................................... PW 208 or 6900026
FLIGHT COMPARTMENT
All Edge-lighted Placards and Panels ..............................................................D 158-100-5
Cabin Door Lock Light. .............................................................................. 1864
Fuel Quantity Indicator Light. .......................................................................... 267
Glareshield Light ................................................................................... 1864
Instruments Indirect Lights (Red/White) .......................................................... 1864R / 1864
Map Overhead Light (Red/White) .................................................................1309 / 1495
Map Overhead Floodlight ............................................................................. 303
Lights for all other Instruments, Indicators, Annunciators, and Switches ......................................... 327

RAYTHEON AIRCRAFT
BEECH KING AIR ® C90A LANDPLANES
(Serials LJ-1138 thru LJ-1299, except LJ-1146, LJ-1288 and LJ-1295)
PILOT’S OPERATING HANDBOOK
and
FAA APPROVED AIRPLANE FLIGHT MANUAL
P/N 90-590024-23C
LOG OF SUPPLEMENTS
FAA Supplement must be in the airplane for flight operation when subject equipment is installed.
Rev
Part Number Subject Date
No.
90-590010-69 Collins ANS-351 Area Navigation System 1 December, 1983
90-590010-81 King KNS-81 Integrated Navigation System 3 September, 1985
90-590010-83 King KFC-250 Automatic Flight Control System, Category I 2 June, 1994
90-590010-85 Ground Communications Electric Power Bus 7 September, 1994
90-590010-93 Collins FCS-65 Automatic Flight Control System, Category I 2 December, 1983
90-590012-41 King KFC-300 Automatic Flight Control System, Category I 6 December, 1983
90-590012-49 King KNR-665 or KNR-665A Area Navigation System 3 September, 1984
90-590012-53 Sperry SPZ-200A/STARS IV D or SPZ-200A/SPI-80/81 or SPZ-200A/ 5 December, 1983
SPI-400/500 Series Automatic Flight Control System, Category I
90-590012-55 Collins AP-106 Automatic Flight Control System, Category I 2 December, 1983
90-590024-19 Lucas Aerospace or Lear Siegler 23085-006/-007 300 Amp Starter/ 2 January, 1994
Generator Installation
*90-590024-27 Japan Air Lines Trainer 2 September, 1992
*90-590024-31 Aeroplanes Registered In The United Kingdom Nov 2, 1992
90-590024-33 Bendix/King KLN 88 Multi-Chain LORAN Navigation System 2 January, 1994
90-590024-85 Artex C406-2 Emergency Locator Transmitter (ELT) System and/or September, 2000
Emergency Exit Lighting System
90-590024-87 Pitot Heat Annunciators August, 2000
101-590010-55 King KNC-610 Area Navigation System 8 April, 1984
101-590010-71 Collins ANS-31/31A Area Navigation System or Collins NCS-31/31A 8 December, 1983
Navigation Control System
101-590010-97 Bendix RNS 3500 Area Navigation System 4 December, 1983
101-590010-105 AirData AD611/D Area Navigation/Vertical Navigation System 6 December, 1983
101-590010-109 Collins LRN-70 (ONTRAC IIIA)/LRN-80 (ONTRAC III) VLF/OMEGA 7 December, 1983
Navigation System
101-590010-137 Global GNS-500A VLF/OMEGA Navigation System, Series 2 5 December, 1983
101-590010-169 Airplanes Equipped With A Secondary Encoding Altimeter 3 January, 1994
101-590010-175 Foster AirData RNAV-612 Area Navigation System 1 December, 1983
101-590010-193 Collins ANS-31C Area Navigation System 3 September, 1984
101-590010-225 King KNS-660 Flight Management System 2 September, 1986
101-590010-227 Foster LNS616A Long Range NAV System 3 April, 1985
101-590010-253 Foster LNS616B Long Range NAV System 1 November, 1991
101-590010-373 ARTEX ELT 110-4-002 With Remote Cockpit Switch December, 1998
(Raytheon Aircraft Kit P/N 101-3210 or 101-3214)
NOTE: Supplements applicable to equipment other than that installed may, at the discretion of the owner/operator, be removed
from the manual.
* Supplements marked with an asterisk will not be supplied with flight manuals sold through Authorized Beech Outlets
due to their limited applicability. If a document is required for your airplane, please order the document through normal
channels.
September, 2000 1 of 1
BEECHCRAFT KING AIR C90 (LJ-668 thru LJ-1062, except LJ-670)
C90A (LJ-1063 and after) AND E90 LANDPLANES
PILOrs OPERATING HANDBOOK
I
and
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
for the
COLLINS AP-106 AUTOMATIC FLIGHT CONTROL SYSTEM
CATEGORY I
GENERAL
The information in this supplement is FAA-approved material and must be attached to the Pilot's Operating
Handbook and FAA-Approved Airplane Flight Manual when the airplane has been modified by installation
of the Collins AP-106 Automatic Flight Control System in accordance with Beech-approved data.
The information in this supplement supersedes or adds to the basic Pilot's Operating Handbook and
FAA-Approved Airplane Flight Manual only as set forth within this document. Users of the manual are
advised always to refer to the supplement for possibly superseding information and placarding applicable
to operation of the airplane.
LIMITATIONS
1. During autopilot operations, pilot must be seated at the controls with seat belt fastened.
2. Maximum allowable Calibrated Airspeeds for autopilot Operation:

C90, C90A ..................................208 knots
E90 ........................................226 knots
3. Do not use autopilot under 200 feet above terrain.
4. Autopilot and yaw damper must not be used during takeoff or landing.
5. Do not use propeller in the range of 1750 - 1850 RPM during coupled ILS approach.
6. Autopilot preflight check must be conducted and found satisfactory prior to each flight on which the
autopilot is to be used .
.EMERGENCY PROCEDURES
The autopilot can be disengaged by any of the following methods:
1. Press the AP/YD disconnect switch on the pilot's or copilot's control wheel.
2. Move the engage lever to the DIS position.
3. Engage the go-around mode (Yaw damper will remain on).
4. Pull the flight director/autopilot circuit breaker out (off).
5. Turn off the airplane master switch.
6. Turn off the avionics master switch.
The following conditions will cause the autopilot to disengage automatically:
1. Any interruption or failure of power.

2. Vertical gyro failure indication.
3. Flight control system power or circuit failure.
4. Autopilot trim failure.
FAA Approved
Revised: December, 1983
P/N 90-590012-55 1 of 7
In the event of an engine failure:
1. Disengage the autopilot, retrim the airplane, and re-engage the autopilot. Maintain 120 KIAS for
one-engine - inoperative approach speed until landing is assured.
Maximum altitude losses during malfunction tests were:
CONFIGURATION ALTITUDE LOSS
Climb . 200 ft.

Cruise . 280 ft.
Maneuvering . 120 ft.
Descent . 500ft.
Approach/I LS Coupled 60ft.
One-Engine - Inoperative Approach/I LS Coupled . 80 ft.
NORMAL PROCEDURES
The autopilot/flight director modes are selected on the system control unit by momentary action,
push-on/push-off switches. The lateral modes are HDG, NAV, APPR, and B/C. When not in a lateral mode,
the flight director command bars are biased out of view. The vertical modes are ALT, IAS, and pitch. These
are all hold modes. The pitch hold mode is automatically operational when none of the vertical modes are
selected.
Selection of a mode causes that pushbutton to illuminate along the edges. Switch lighting intensity of the
selected mode is adjusted by the dimmer control on the lower right of the system control unit. The dimmer
control also acts as a lamp test when turned fully counter clockwise. For operation at night, the switches
have an overall illumination as adjusted by the OVERHEAD, SUBPANEL AND CONSOLE light control.
The autopilot ·incorporates its own annunciator panel located just above the flight director display on the
instrument panel. The modes and indications given on the annunciator panel are placarded on the face of
the plastic lenses and illuminate when the respective conditions are indicated. Dimming of the annunciators
is provided for by a switch located adjacent to the annunciator panel.
PREFLIGHT CHECK
The preflight check assures the pilot that the safety and failure warning features of the system are operating
properly.
1. Tum on airplane power, an inverter, and the avionics master switch. Check that the vertical gyro has
erected and that the gyrostabilized magnetic compass is slaved (flags out of view). Set the heading
marker under the lubber line, and select HOG mode.
NOTE
The pressure of air flow that normally opposes movement of control surfaces
is absent during any preflight check. It is possible to get a hardover control
surface deflection if an autopilot command is allowed to remain active for
any appreciable time. If it is desired to check operation of the pitch/tum
control knobs, move them only as required to check control oroeration, and
then return them to the center position.
2. Engage the autopilot. Check that the controls resist movement. Move the heading marker to 10 degrees
right, then 10 degrees left of the lubber line. Observe that the flight director commands a bank toward
the new heading and the control wheel responds in the appropriate direction.
3. Press the AP/YD disconnect button on the control wheel. Observe that the autopilot disengages and
that the flight controls operate freely.
FAA Approved
2of 7 P/N 90-590012·55
4. Depress the pedestal mounted ELEV TRIM push-switch.
5. Pull the control wheel aft to mid-travel and engage the autopilot. Push forward lightly on the control
wheel and hold. The trim wheel should move to the nose-up direction after a few seconds and the
TRIM UP annunciator on the control unit should flash. Continue to hold the control wheel and press
the control wheel trim switches to the NOSE ON position. The autopilot should immediately disengage
and the AP TRIM FAIL and MASTER WARNING annunciators should illuminate.
NOTE
The AP TRIM FAIL annunciator will extinguish by depressing the AP/YD

disconnect button on the control wheel and the MASTER WARNING
annunciator by depressing its face.
6. Pull the control wheel aft to mid-travel and re-engage the autopilot. Pull further aft and hold. The trim
wheel should move to the nose-down direction after a few seconds and the TRIM ON annunciator
should flash. Press the control wheel trim switches to the NOSE UP position. The autopilot should
again immediately disengage and the AP TRIM FAIL and MASTER WARNING annunciators should
illuminate.
7. Pull the control wheel aft to mid-travel and re-engage the autopilot. Depress the pedestal mounted AP
TRIM TEST switch. Push forward lightly on the control wheel and hold. The trim wheel should not
move. The autopilot should disengage after approximately five seconds and the AP TRIM FAIL and
MASTER WARNING annunciators should illuminate.
8. Select any lateral mode (HOG, NAV, APPR, B/C), and move the heading marker so that the flight
director commands a bank. Engage the autopilot. Press the go-around button on the left power lever
and observe the GA annunciator illuminates, the autopilot disengages, and the flight director
commands a wings-level, 7° nose-up attitude.
ENGAGING AUTOPILOT
1. Move the engage-disengage switch lever on the system control unit to the ENG position.
NOTE
The autopilot and flight director are coupled when both units are engaged.
When coupled, the autopilot accepts guidance commands from the flight
director. When the flight director is not engaged, the autopilot accepts pitch
and roll commands from the pitch/tum control knobs as selected by the
pilot.
2. The autopilot may be engaged in any reasonable attitude and in either the coupled or uncoupled mode.
The autopilot will smoothly acquire the command attitude. When uncoupled, the autopilot will
maintain the bank and pitch attitude at the time of engagement.
MANEUVERING
1. To change flight functions, press the desired mode button on the control unit. The selected mode
button will illuminate along the edges and the autopilot annunciator lights on the instrument panel will
illuminate, indicating the respective modes in operation.
FAA Approved
P/N 90-590012-55 3of7
2. In any function except "after glideslope capture", use the autopilot pitch control for climbing and
descending. Movement of the pitch control determines a pitch rate that is proportional to knob
displacement. If any vertical mode button has been selected, it will automatically release when the AP
pitch control knob is rotated.
3. When the HDG mode is selected, the autopilot will command the airplane to turn and maintain the
heading set on the heading marker.
4. Use the autopilot tum control to command a roll rate when the autopilot is engaged. At the time the
control is returned to detent, the autopilot maintains the bank angle (up to approximately 30 degrees).
Rotating the tum control when the autopilot is engaged and a lateral mode is selected (except APPR
and GA modes) will cause the selected lateral modes to release.
CONTROL WHEEL SYNCHRONIZATION
The PITCH SYNC & CWS button on the pilot's control wheel can be used instead of the pitch/turn control
to establish the airplane in a desired attitude. Depressing the button causes the autopilot elevator and
aileron servos to disengage from the control surfaces. The pilot manually flies the airplane to the desired
attitude. Releasing the PITCH SYNC & CWS button re-engages the servos and the system then will maintain
that attitude.
The ALT or IAS mode will immediately disengage (if selected) when the PITCH SYNC & CWS button is
depressed. If the autopilot is coupled to the HDG, NAV, or B/C modes, upon release of the PITCH SYNC &
CWS button, the autopilot will couple to the previously selected lateral mode.
NOTE
The APPR mode will not disengage when the PITCH SYNC & CWS button is
depressed. When the button is released, the airplane will return to the
localizer course and glideslope.
YAW DAMPER OPERATION
1. The rudder channel of the autopilot may be selected separately for yaw damping by depressing the
YAW DAMP switch on the pedestal. The switch face will illuminate when the yaw damper is engaged.
2. To disengage the yaw damper, press the disconnect button on the pilot's or copilot's control wheel to
the first detent or press the YAW DAMP switch on the pedestal.
3. Refer to EMERGENCY PROCEDURES for other means of disconnecting the yaw damper.
DISCONNECTING AUTOPILOT
1. Press the release button on the outboard horn of either control wheel to the first detent or manually
move the engage-disengage switch lever to the DIS position to disengage the autopilot for transition to
manual control.
NOTE
After assuming manual control, fly the airplane using the same heading,
course, and attitude displays used to monitor autopilot operation prior to
assuming manual control.
FAA Approved
4of7 P/N 90-590012-55
VOR FLYING
1. Tune NAV receiver to the appropriate frequency.
2. Set the desired course to or from the station on ~he pilot's Course Indicator by turning the course
knob.
3. Set the desired beam intercept heading with the HDG knob. The intercept angle with respect to the
radio beam may be any angle of 90 degrees or less.
4. Depress the NAV button on the system control unit. The system is then armed to capture the beam as
indicated by the N/L ARM annunciator light on the instrument panel. At the point of capture the N/L
CAP annunciator light will illuminate, indicating that the system has captured the selected course.
Correction for proper tracking of the radial is automatically provided.
NOTE
Except as described below, do not select a different VOR frequency or course

once a course and intercept have been programmed or capture achieved. To
select a different course or VOR frequency, return to the HDG mode, select
the course or frequency, return to the NAV mode, and reset the desired
beam.
5. Radio course may be changed over a VOR station when operating in NAV mode as long as the course
change is not more than 30 degrees. If the course change is more than 30 degrees, HDG mode should be
selected to establish a new intercept and then NAV mode reselected to set up a new capture.
6. The system features linearized VOR deviation when the airplane is DME equipped and a VORTAC is
being used. The lateral deviation bar indicates the distance in nautical miles from the selected radial
regardless of how close the airplane is to the ground station.
For enroute operation in the NAV mode, full scale deflection of the lateral deviation bar equals 10 miles
from the selected radial. For VOR approach operation, the APPR mode should be selected. This provides
linear deviation with the sensitivity limits of the computer increased so that full scale deflection of the
lateral deviation bar equals 1 mile from the selected radial or 2 miles from the selected radial if the
airplane is equipped with a Collins ANS-31/31A or NCS-31/31A RNAV system. APPR mode should be I
selected when within 10 miles of the final approach fix. Capture is the same as in NAV mode.
7. Conventional angular deviation of± 10 degrees will be presented on the lateral deviation bar if a DME
signal is not being received or the DME selector is not in the NAV 1 position.
INTERCONTINENTAL DYNAMICS CORPORATION ALTITUDE PRESELECT SYSTEM

(OPTIONAL)
The function of the altitude preselect system is to give commands to the pilot or autopilot, through the
flight director, to climb/descend to and maintain the altitude set on the altitude alerter. The system must
first be switched on using the ALTITUDE PRESELECT switch. The system is then activated by depressing
the ALT switch on the flight director mode selector. The rate at which the selected altitude is attained is
controlled by the rate adjustment knob on the pilot's vertical speed indicator. This control selects the
desired rate of climb or descent. To minimize overshoot of the selected altitude, the rate of climb/descent
should be less than 1000 FPM.
FAA Approved
P/N 90-590012-55 Sof 7
AUTOMATIC APPROACH - FRONT COURSE
NOTE
The localizer and glideslope are captured automatically on the I LS front

course approach. The localizer must be captured before glideslope capture
can occur. The localizer is always captured from a selected heading, but the
glideslope may be captured from any of the vertical modes and from above
(not recommended) or below the glideslope.
1. To intercept the localizer beam, turn the NAV receiver to the correct ILS frequency. Set the course
selector to the inbound runway heading, set the heading marker to the desired intercept angle, and
select HDG on the control unit. Any vertical mode may be used. Program DH if installed.
2. Press the APPR button on the control unit. The N/L ARM annunciator light will appear on the
annunciator panel indicating the system is armed for localizer capture. As the airplane approaches the
localizer beam, the N/L CAP annunciator light will illuminate, indicating the system has captured the
localizer course. When localizer track occurs, the GS ARM annunciator illuminates to verify that the
system is armed for glideslope capture. At the point of glideslope intercept, the G/S CAP annunciator
light will appear and all vertical modes preselected will be cleared, indicating the system is in glideslope
operation.
3. The DH lights on the pilot's and copilot's instrument panels will illuminate when the airplane reaches
the decision height previously selected by the pilot on the radio altimeter, if installed.
4. Go-around mode may be activated by pressing the GA button on the left power lever, and may be
actuated from any lateral mode (HDG, NAV, APPR, B/C) with the following results:
a. Illuminates the GA light on the autopilot annunciator panel.
b. Disengages the autopilot.
c. Gives command presentation for wing level 7° nose up climb attitude.
NOTE
The heading marker may be preset to the go-around heading after the
localizer is captured. After go-around airspeed and power settings are
established, select the HDG mode to clear the go-around mode. Pitch attitude
will remain at that used for go-around until changed with the PITCH SYNC &
CWS button or the selection of a vertical mode.
5. To assume manual control of the airplane for landing, press the disengage button on the control wheel.
BACK COURSE APPROACH
As in a front course approach, the localizer is captured automatically. The airplane should be manuevered
into the approach area by setting the heading marker and functioning in the HDG mode.
1. Tune the NAV receiver to localizer frequency.
2. Set course selector to front course inbound localizer bearing.
3. Set heading marker for desired intercept heading. Program DH if installed.
FAA Approved
6of7 PIN 90-590012-55
4. Select B/C on the control unit. The N/L ARM and BACK LOC annunciator light will illuminate
indicating the system is armed for the back course localizer approach. Capture and tracking is the same
as front course.
5. Use the pitch control on the autopilot controller to establish and maintain the desired rate of descent.
NOTE
The HDG mode should be used within one mile of the runway due to the
large radio deviations encountered when flying over the localizer transmitter.
6. The DH lights on the pilot's and copilot's instrument panels will illuminate when the airplane reaches
the decision height previously selected by the pilot on the radio altimeter, if installed.
7. If minimum altitude is attained before visual contact is achieved, the ALT HOLD mode may be used to
hold altitude until time to a missed approach has elapsed.
8. Go-around mode may be activated by pressing the GA button on the left power lever, with the results
as specified in the AUTOMATIC APPROACH-FRONT COURSE procedure.
SPECIAL NOTES
1. The command bars on the flight director indicator will be biased out of view when all lateral modes are
cleared.
2. When the autopilot engage lever is in the DIS position, the system may be used as a manual flight
director system by selecting the desired mode of operation on the control unit.
3. To synchronize the vertical command to airplane attitude while in flight director function, depress the
PITCH SYNC & CWS button on the pilot's control wheel.
4. Altitude hold information is displayed on the command bars in flight direction function by pushing the
ALT button on the mode selector.
5. To maintain a desired indicated airspeed, press the IAS button on the control unit.
6. After selection of APPR mode, test functions for Nav, Marker Beacons and Radio Altimeter are locked
out.
PERFORMANCE
No Change
Approved: ~ff~
(' ,_, /W. H. Schultz
,VV Beech Aircraft Corporation
DOA CE-2
FAA Approved
P/N 90-590012-55 7of 7
Raytheen Aircraft
Beech King Air@ C90A Landplanes
PILOT'S OPERATING HANDBOOK

AND
for the
Artex C406-2 Emergency Locator Transmitter (ELT) System

and/or
Emergency Exit Lighting System
This Supplement is applicable to the following Manual(s):
90-590024-5, 90-590024-23, 90-590024-35, 90-590024-43, 90-590024-61, 90-590024-69
Airplane Serial Number: _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Airplane Registration Number: _ _ _ _ _ _ _ _ _ _ _ _ __
FAA Approve
Copyright © Raytheon Aircraft Company 2000
FAA Approved
Issued: September, 2000
P/N 90-590024-85 1 of 4
CONTENTS
SECTION I - GENERAL ............................................................. Page 2
SECTION II - LIMITATIONS .......................................................... Page 2
SECTION Ill - EMERGENCY PROCEDURES ............................................ Page 2
SECTION IIIA - ABNORMAL PROCEDURES ............................................ Page 2
SECTION IV - NORMAL PROCEDURES ............................................... Page 3
SECTION V - PERFORMANCE ....................................................... Page 3
SECTION VI - WEIGHT & BALANCE/EQUIPMENT LIST ................................... Page 3
SECTION VII - SYSTEMS DESCRIPTION .............................................. Page 3
SECTION VIII - HANDLING, SERVICING & MAINTENANCE ................................ Page 4
SECTION I - GENERAL
Handbook and FAA Approved Airplane Flight Manual when the airplane is operated with an Artex C406-2
Emergency Locator Transmitter (ELT) System and/or Emergency Exit Lighting System installed in accordance
with Raytheon Aircraft approved data.
The information in this supplement supersedes or adds to the basic Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual only as set forth within this document. Users of the handbook are advised to
always refer to the supplement for possibly superseding information and placarding applicable to operation of
the airplane.
SECTION 11 - LIMITATIONS
No Change
SECTION 111 - EMERGENCY PROCEDURES

(SERIALS LJ-1305 AND AFTER)
Delivered by Raytheon Aircraft or Installed by Raytheon Aircraft Kit PIN's 90-3402-1 and 90-3402-3:
GLIDE
After last step in POH/AFM, add the following:
• ELT Switch ......................................................................ON;

Yellow XMT annunciator - BLINKING
SECTION IIIA - ABNORMAL PROCEDURES

No Change
FAA Approved
2of4 PIN 90-590024-85
SECTION IV - NORMAL PROCEDURES
Delivered by Raytheon Aircraft or Installed by Raytheon Aircraft Kit PIN's 90-3402~ 1 and 90-3402-3:
PREFLIGHT INSPECTION
Delete reference to arming the ELT.
BEFORE ENGINE STARTING
Add the following step:
• ELT Switch .....................................................................ARM;

Yellow XMT annunciator- EXTINGUISHED
SECTION V - PERFORMANCE
No Change
SECTION VI· - WEIGHT & BALANCE/EQUIPMENT LIST

No Change
SECTION VII - SYSTEMS DESCRIPTION
LIGHTING SYSTEMS
EMERGENCY EXIT LIGHTING SYSTEM
When Installed by Raytheon Aircraft Kit PIN 90-3600-1:
The emergency exit lighting system is self-activating and designed to provide illumination of the cabin during
an emergency evacuation. The system may also be used to provide courtesy lighting during normal operations.
Illumination is provided by two of the cabin reading lights located on the right side of the cabin ceiling, one
located above the forward window and one located opposite the airstair door. Power for the system is provided
by the airplane battery.
During an emergency, the lights will illuminate when power to the right generator bus is lost or when the airstair
door is unlocked, whichever occurs first. Once activated, the lights will remain illuminated for approximately 15
minutes.
During normal operations, the system will operate as follows. Upon entering the airplane the lights will illumi-
nate when the airstair door is unlocked. If the airstair door was previously left opened for longer than 15 min-
utes, the lights may be re-activated by either of two methods:
1. Press and release the door lock switch, which is contained in the lower left door-locking-pin receptacle on
the fuselage.
2. Turn the battery switch on, close the bus ties to power the right generator bus, then tum the battery switch
off to remove power from the right generator bus.
If the lights are activated by unlocking the airstair door {or pressing the door lock switch), they will extinguish
when the door is closed and re-locked. If the lights are activated by cycling the airplane power, the lights will
extinguish when the right generator bus is re-powered, such as would occur when the first generator is turned
on after an engine start. At the end of the flight, the lights will again illuminate when power to the right generator
bus is lost during engine shutdown. If the airstair door is closed after exiting the airplane, the lights will extin-
guish approximately 15 minutes after power to the right generator bus was lost. If the airstair door is left open,
the lights will extinguish approximately 15 minutes after the airstair door was unlocked.
FAA Approved
P/N 90-590024-85 3of4
AVIONICS SYSTEM
EMERGENCY LOCATOR TRANSMITTER (EL T) WITH REMOTE SWITCH
Delivered by Raytheon Aircraft or Installed by Raytheon Aircraft Kit P/N's 90-3402-1 and 90-3402-3:
The Artex C406-2 Emergency Locator Transmitter (ELT) System, if installed, is designed to meet the require-
ments of TSO C91 a and C126. The system consists of the ELT transmitter and an alert horn located in the aft
fuselage area, an antenna mounted on the aft fuselage, and a remote switch with a yellow transmit light located
on the left cockpit sidewall next to the OAT gage. The purpose of the alert horn is to notify personnel that the
ELT has been activated. The remote switch is lever-locked in the ARM and the ON positions. Neither this
switch nor the switch on the ELT transmitter can be positioned to prevent the automatic activation of the ELT
transmitter. The system is independent from other airplane systems except for the transmit light, which is hot-
wired to the airplane battery, and the edge lit panel which is controlled by the side panel light's rheostat located
on the overhead panel.
Upon activation, the ELT will sound the alert horn and transmit a sweeping tone on 121.5 and 243.0 MHz. An
additional frequency of 406.025 MHz is also transmitted, which is used by orbiting satellites to assist in deter-
mining airplane location. This activation is independent of the remote switch setting or availability of airplane
power. The remote switch is installed to perform the following functions:
• Test the ELT.

• Deactivate the ELT, if it has been inadvertently activated by the "G" switch.
• Activate the ELT in an in-flight emergency, if an off-airport landing is anticipated.
• Activate the ELT after an off-airport landing, if the impact did not automatically activate it.
The ELT should be tested every twelve months. The test consists of turning on the unit and then resetting it
using the following proced~res:
• Tests should be conducted between the times of on-the-hour until 5 minutes after the hour.
• Notify any nearby control towers.
NOTE
Do not allow the test duration to exceed 15 seconds. The satellite system recognizes
406.025 MHz transmissions, in excess of 15 seconds, to be a valid signal.
• Provide power to an airplane radio and tune it to 121.5 MHz.

• Place the ELT remote switch ON. Wait for at least 3 sweeping tones on the airplane radio, which will take
about 1 second, then return the switch to ARM.
• The test is successful if the sweeping tones are heard and the transmit light next to the switch illuminates
immediately. If there is a delay in the illumination of the transmit light, the system is not working properly.
The sounding of the alert horn does not predicate a successful ELT test nor is failure of the alert horn to
sound an indication of ELT failure.
If the ELT should be inadvertently activated by the "G" switch, the alert horn will sound and the transmit light
next to the switch will blink. The ELT can be deactivated by momentarily placing the remote switch ON and
then back to ARM.
For test procedures on the 406.025 MHz frequency, refer to the Artex Installation and Operation Manual.
SECTION VIII - HANDLING, SERVICING & MAINTENANCE

No Change
FAA Approved
4of4 PIN 90-590024-85
Raytheon Aircraft
Beech King Air@ C90A Landplanes
{Serials LJ-1063 and After}
PILOT'S OPERATING HANDBOOK

AND
for
Pitot Heat Annunciators
This Supplement is applicable to the following Manual(s):
90-590024-5, 90-590024-23, 90-590024-35, 90-590024-43, 90-590024-69
Airplane Serial Number: _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Airplane Registration Number: _ _ _ _ _ _ _ _ _ _ _ _ _ __
Copyright© Raytheon Aircraft Company 2000
FAA Approved
Issued: August, 2000
P/N 90-590024-87 1 of 4
CONTENTS
SECTION I - GENERAL ............................................................. Page 2
SECTION II - LIMITATIONS .......................................................... Page 2
SECTION Ill - EMERGENCY PROCEDURES ............................................ Page 2
SECTION IIIA - ABNORMAL PROCEDURES ............................................ Page 2
SECTION IV - NORMAL PROCEDURES ............................................... Page 2
SECTION V - PERFORMANCE ....................................................... Page 2
SECTION VI - WEIGHT & BALANCE/EQUIPMENT LIST ................................... Page 2
SECTION VII - SYSTEMS DESCRIPTION .............................................. Page 3
SECTION VIII - HANDLING, SERVICING & MAINTENANCE ................................ Page 4
SECTION I - GENERAL
Handbook and FAA Approved Airplane Flight Manual when the airplane has been modified by installation of
Pitot Heat Annunciators in accord~nce with Raytheon Aircraft approved data.
The information in this supplement supersedes or adds to the basic Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual only as set forth within this document. Users of the handbook are advised to
always refer to the supplement for possibly superseding information and placarding applicable to operation of
the airplane.
SECTION 11- LIMITATIONS

No Change
SECTION Ill - EMERGENCY PROCEDURES

No Change
SECTION IIIA - ABNORMAL PROCEDURES
SYSTEMS
ICE PROTECTION SYSTEM
PITOT-STATIC MAST HEAT FAILURE (Lor R PITOT HEAT Annunciator)
Illumination of the Lor R PITOT HEAT annunciator indicates that pitot mast heat is inoperative. The annunci-
ator will also illuminate anytime the PITOT switch is in the OFF position.
SECTION IV - NORMAL PROCEDURES
PROCEDURES BY FLIGHT PHASE
BEFORE TAKEOFF (FINAL ITEMS)
• Left and Right Pitot Heat .................... ON (L & R PITOT HEAT annunciators extinguished)
SECTION V - PERFORMANCE
No Change
SECTION VI - WEIGHT & BALANCE/EQUIPMENT LIST

No Change
FAA Approved
2of4 PIN 90-590024-87
SECTION VII - SYSTEMS DESCRIPTION
ANNUNCIATOR SYSTEM
Delivered by Raytheon Aircraft or equipped with Raytheon Aircraft Kit P/N 90-3118
Serials LJ-1063 thru LJ-1352:
WARNING/CAUTION/ADVISORY ANNUNCIATOR PANEL ILLUSTRATION
LGENOUT LFUELPRESS L CHIP DETECT LNOFUELXFR LPITOTHEAT INVERTER OUT • A/P DISC •AJPTRIM
... . .. • LENG FIRE LENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN ... LDG/TAXI LIGHT )
L IGNITION ON • L AUTOFEATHER ... L ENG ANTI ICE . .. RVS NOT READV L GEN TIE OPEN MAN TIES CLOSE
...
I CABIN DOOR RPITOTHEAT RNOFUELXFR R CHIP DETECT RFUELPRESS
...
RGENOUT
...
I HYD FLUID LOW BAG DOOR OPEN EXTPWR R ENG ICE FAIL •RENGFIRE
...
I BATTIE OPEN BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE • R AUTOFEATHER R IGNITION ON
• Optional/If Installed
PMG0071
Serials LJ-1353 and After:
WARNING/CAUTION/ADVISORY ANNUNCIATOR PANEL ILLUSTRATION
LFUELPRESS LOIL PRESS •LENG FIRE ... --- INVERTER • A/P FAIL • A/P TRIM FAIL
LDC GEN LNOFUELXFR RVS NOT READV L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL LPITOTHEAT L GEN TIE OPEN )
L IGNITION ON R IGNITION ON L AUTOFEATHER R AUTOFEATHER LENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED
CABIN ALT HI CABIN DOOR BAGGAGE DOOR ... • RENGFIRE ROIL PRESS RFUELPRESS
1 BATTIE OPEN R GEN TIE OPEN • PITCH TRIM OFF RPITOTHEAT R CHIP DETECT RNOFUELXFR RDCGEN
HYDFLUIDLO •• BATTERY CHARGE EXTPWR ... LDG/TAXI LIGHT -- - ---

• Optional/If Installed
•• Airplanes Prior To LJ-1534
PMG0066
WARNING/CAUTION/ADVISORY ANNUNCIATOR PANEL DESCRIPTION
NOMENCLATURE COLOR CAUSE FOR ILLUMINATION
LPITOT HEAT Amber Left Pitot Heat inoperative or switch is in the OFF position
R PITOTHEAT Amber Right Pitot Heat inoperative or switch is in the OFF position.
FAA Approved
P/N 90-590024-87 3 of 4
ICE PROTECTION SYSTEM
PJTOT MAST HEAT
Heating elements are installed in the pitot masts located on the nose. Each heating element is controlled by
an individual circuit breaker switch placarded PITOT - LEFT - RIGHT, located on the pilot's right subpanel. A
failure is indicated by the illumination of the L PITOT HEAT or R PITOT HEAT annunciator in the warning/cau-
tion/advisory annunciator panel. Illumination of these annunciators indicates that pitot mast heat is inoperative.
The annunciators will also illuminate anytime the PITOT switches are in the OFF position. It is not advisable
to operate the pitot heat system on the ground except for testing or tor short intervals of time to remove ice or
snow from the masts.
SECTION VIII - HANDLING, SERVICING & MAINTENANCE

No Change
FAA Approved
4of4 P/N 90-590024-87
BEECHCRAFT SUPER KING AIR 200, 200C, 200T, 200CT, B200, B200C,
B200T, B200CT AND KING AIR C90 (LJ-668 thru W-1062, except LJ-670), C90A (LJ-1063 and after), E90, F90,
I
A100 AND B100 LANDPLANES
PILOT'S OPERATING HANDBOOK AND FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
for the
COLLINS ANS-31 OR ANs-31A AREA NAVIGATION SYSTEM OR
COLLINS NCS-31 OR NCS-31A NAVIGATION CONTROL SYSTEM
GENERAL
The information in this supplement is FAA-approved material and must be attached to the FAA Approved
Airplane Right Manual when the airplane has been modified by installation of the Collins ANS-31 Area
Navigation System or the Collins NCS-31 Navigation Control System in accordance with Beech-approved
data. . ·
The information in this supplement supersedes or adds to the basic FAA Approved Airplane Right Manual
only as set forth within this document. Users of the manual are advised always to refer to the supplement for
possibly superseding information and placarding applicable to operation of the airplane.
Except as:noted: all references to the ANS-31 or NCS-31 systems also apply respectively to the ANS-31 A or
NCS-31 A systems.
LIMITATIONS
1. The Area Navigation mode may not be used as a primary system under IFR conditions except on
approved approach procedures, approved airways, and random area navigation routes when approved
by Air Traffic Control.
2. The Area Navigation mode can only be used with colocated facilities. (VOA and DME signals originate
from same geographical location.)
EMERGENCY PROCEDURES
CAUTION
DME may unlock due to loss of signal with certain combinations of distance
from station, altitude and angle of bank.
1. If NAV flag appears while in the enroute mode, check for correct frequency.
2. If VOR or DME equipment is intermittent or lost, utilize other navigation equipment as required.
3. If NAV flag appears during an approach, execute published missed approach and utilize another
approved facility.
NORMAL PROCEDURES
The Collins ANs-31/NCS-31 Systems are push-button operated navigation computers with ten waypoint
memory capacities. They contain a numerical keyboard for data entry and digital displays for data readout.
Included is the capability to tune the VOR/DME, localizer and glideslope receivers, and electronically "move"
the VOR to a phantom location called a waypoint. A waypoint is a convenient navigational position either at
or within reception range of a selected VOR/DME station. The position of the waypoint is a function of its
bearing and distance from the station.
In adcfltion to the navigation function, the NCS-31 system can provide for the frequency control of two VHF
communications radios, two ADF radios, two ATC transponders, and a second VOA and DME radio. Refer
to the appropriate Collins manual for specific operating instructions of· this feature.
FAA Approved
P/N 101-590010-71 1 of 9
The ANS-31/NCS-31 systems operate in three fundamental modes: VOR, localizer/glideslope, and Area
Navigation. In the VOA mode, the units operate as conventional VOR converters with an "angular course
deviation" scale factor of :!: 10 degrees presented on the Horizontal Situation Indicator. The
localizer/glideslope mode presents data in a conventional display with an "angular course deviation" scale
fader appropriate to the specific approach facility.
CAUTION
Always operate the ANS-31 /NCS-31 systems in the VOR mode when the
system is used during takeoff.
For Area Navigation, course deviation is presented in nautical miles on the Horizontal Situation Indicator
rather than in degrees as with the VOR mode. This feature, referred to as "linear course deviation", provides
for a constant course width irrespective of the distance to the waypoint. Two levels of sensitivity are
available in the Area Navigation mode. They are designated ENROUTE and APPROACH for use in enroute
and terminal/approach navigation. The ENROUTE sensitivity, available when the flight control system is not
in the approach mode, provides a constant course width of : 10 nautical miles. APPROACH sensitivity,
' available when the flight control system is in the approach mode, provides a constant course width of : 2
nautical miles. APPROACH sensitivity should be used when within ten nautical miles of the terminal
waypoint..
DISPLAVS AND CONTROLS
The ANS-31/NCS-31 systems are programmed and operated from a panel mounted control unit. Information
such as waypoint number, station frequency, station elevation, waypoint bearing, and waypoint distance are
entered into memory from the keyboard on the control unit. During the flight, the desired waypoints are
recalled from memory and the modes of operation are selected on the control unit.
1. WPT Window:
Identifies the waypoint defmecl by the displayed data. The letter "P" precedes the waypoint number
when the displayed waypoint/frequency/code data is inactive/preset. The "P" blinks when the displayed
data is on the scratch pad only.
2. FREQ Window:
Displays the programmed VOR/OME/localizer frequency (108.00 through 117.95).
3. EL 100' Window:
a. Displays the programmed VOR/DME station elevation in hundreds of feet
b. Displays the VCR-only mode of operation (VOR).
c. Displays the localizer mode of operation (LOC).
4. BAG Window:
a. Displays the waypoint bearing from the VOR/DME station (000.0° through 359.9°).
b. Displays the localizer bearing in the LOC mode (000° through 359°).
c. Displays the held VOR/OME frequency when DME HOLD is in use.
5. DIST Window:
a. Displays the waypoint distance from the VOR/DME station (000.0 through 249.9 nautical miles).
b. Annunciates DME HOLD is in use (dh).
FAA Approved
2 of9 PIN 101-590010-71
6. TEST Button:
Momentary push button to initiate ANS-31 /NCS-31 self-test.
7. Data Keyboard:
Ten digital (0 through 9) momentary keys for entry of numerical data.
8. CLR Key:
Momentary key to clear scratch pad for correction of entry errors or revision of stored data.
9. PRE Key:
Momentary key to store data displayed on scratch pad into memory.
10. WPT Key:
Momentary key to display active waypoint data on the scratch pad. When used in conjunction with a
digital key, the WPT key recalls the desired waypoint data from memory to the scratch pad.
11. USE Key:
Momentary key to transfer displayed data on the scratch pad to the navigation computer and the
VOR/DME/localizer receivers. Annunciates active data by blanking the display for 1/2 second before
displaying active data.
NOTE
NAV/DME TEST and DME HOLD keys are located on the panel mounted
control unit (ANS-31) or the mode select unit (NCS-31 ). The momentary
NAV/DME TEST key only serves to initiate the VOR and DME receivers
self-test The particular system under test should be monitored for proper test
indications. These tests will not affect the ANS-31/NCS-31 operation provided
the key is not depressed for more than 8 seconds in the enroute mode, or more
than 1 second in the approach mode. The DME HOLD key is an on-off
pushbutton to hold the DME frequency.
A second panel-mounted component, the remote readout unit, displays the active navigation information in
use. Distance or time to the waypoint, waypoint number, computed ground speed, waypoint passage alert,
and various navigational modes are displayed on this unit.
1. MILES/MIN Window:
Displays either the distance or time to or from the waypoint as selected by the MILES/MIN toggle switch.
2. WPT Window:
a. Displays the active waypoint number in use.
b. Displays the adive VOR/DME frequency when DME HOLD is in use.
3. KTS Window:
a. Displays the computed ground speed.
b. Annunciates the VOA-only mode of operation is in use (VOR).
FAA Approved
P/N 101-590010-71 3of9
c. Annunciates the localizer mode of operation is in use (LOC).
d. Annunciates computer is in dead reckoning mode of operation (d-r).
e. Annunciates DME HOLD is in use (dh).
4. ALERT Light:
a. Indicates approach of waypoint (steady light).
b. Indicates crossing the TO/FROM line (flashing light).
c. Indicates recovery of valid VOR/DME signal after a prolonged loss in the dead reckoning, enroute
mode (flashing light).
d. (ANS-31A/NCS-31A only): When depressed, displays bearing to waypoing (RNAV mode) or

bearing to station (VOR mode) in place of distance or time to waypoint.
MEMORY FUNCTION
CAUTION
Memory function is intended for a maximum use period of three hours with airplane's main
elecbical system off. Memory should be tumed off if down time is to exceed three hours.
The status of the AN$-31/NCS-31 oomputer memory is annunciated on the upper scratch pad display of the
control unit when avionic power is applied. If the memory has been erased, as would normally be the case
when avionic power was last removed, the letters "POC" appear in the WPT and a 100' display windows.
Actuation of the remote memory switch prior to removing avionic power will hold the programmed data in the
computer memory. Subsequent reapplication of avionic power will confirm the program has been saved by
showing the letters "POC" only in the WPT display window. The memory save function permits the computer
to be programmed in advance of the flight and held in storage without the airplane's main elecb'ical system
activated. A small light acfiacent to the memory switch indicates the memory function has been selected.
PREFLIGHT
SELF-TEST
This abbreviated self-test prescribes a procedure to check the AN5-31 /NCS-31 prior to flight. Complete
self-test procedures for maintenance checks are available in the system maintenance section· (523-
0765313/523-0765291) of the Collins AN5-31/NC$-31 Navigation Control System Instruction Manual (523-
0765309/523-0765286). Abbreviated self-test procedures without fault isolation are available in the Collins
.ANS-31/NCS-31 Self-Test Guide (523-0765453/523-0765454).
1. Press the TEST button once on the control unit. The figure "8" wall appear in all positions of the upper
scratch pad.
2. Press the TEST button the second time. The figure "8" wiU extinguish from all positions and the figure "2"
will appear in the WPT display. All other positions will be blank.
3. Press the TEST button the third time.
a. Press the USE button, the numeral "1" key, and the numeral "8" key. The figure "8" w,11 again
appear in all positions of the upper saatch pad.
b. Press the USE button, the numeral "2" key, and the numeral "8" key. The figure "8" will appear in all
positions of the lower scratch pad.
FAA Approved
4of9 PIN 101-590010-71
c. Press the USE button, the numeral "3" key, and the numeral "8" key. The figure "8" will appear in all
positions (except position 5) of the remote readout unit.
4. Press the CLR key to exit the self-test program.
CAUTION
Engaging the ANS-31/NCS-31 self-test in flight may disrupt na,rigation

calculations.
AREA NAVIGATION FUNCTIONAL TEST
Toe'following procedure applies only to airports equipped with, or in range of, a colocated VOR/DME station.
1. Place the MILES/MIN switch on the remote readout unit in the MILES position.
'2. Press WPT key.
3. Press any nlJ!llber key ..
4. Enter the local VOR/DME station frequency and elevation.
5. Press USE key.
6. Adjust the course control knob on the Horizontal Situation Indicator to center the deviation bar.
7. The course arrow on the Horizontal Situation Indicator will point to the local station and the remote
readout unit will display the distance.
PROGRAMMING
Pertinent information (waypoint number, station frequency, station elevation, waypoint bearing, and waypoint
distance) for up to ten waypoints is entered into memory from the control unit. Programming the computer may
be completed prior to take-off or during the flight. Any combination of navigational facilities (RNAV waypoint,
VOR/DME, ILS) may be loaded into the computer; however, it is desirable that each facility be numbered and
loaded in the sequence it is to be used.
RNAV WAYPO/NTS
1. Press the WPT key. One of two display conditions will occur on the control unit.
a The display will be blank indicating the absence of an active waypoint. This is a nonnal display when
loading the initial waypoint parameters.
b. Active waypoint data will appear on the display.
2. Select the first waypoint by pressing the keyboard number "1" key.
a If the waypoint has not been previously stored in the memory, only the letter "P" and the waypoint
number "1" will appear on the display.
b. If the selected waypoint has been preset, the letter "P", the waypoint number, and the waypoint
parameters will appear on the display.
3. Select the VOR/DME frequency by pressing the keyboard number keys in the proper sequence. A total of
five cfigits must be entered to complete the frequency input (i.e., frequency 113.8 entered as 113.80).
Prior data is blanked when the first frequency digit is entered. The letter "P" will blink as long as data
displayed is on the scratch pad only (not stored in R}emory.)
FAA Approved
PIN 101·590010-71 Sof9
Entries beyond the allowable range of navigational frequencies (108.00 through 117.95 MHz in .05 MHz
increments} are annunciated immediately by the letters "CLR" appearing on the right edge of the scratch
pad. Further entries are inhibited until the CLR key is pressed to erase the false digit.
4. Select the VOR/OME station elevation in hundreds of feet by pressing the keyboard number keys in the
appropriate sequence. Two digits must be entered. Use a leading zero for elevations less than 1000 feet.
5. Successively press the keyboard number keys to select the waypoint bearing (radial) and waypoint
distance from the station. All four digits must be entered, using leading zeros as required. Bearing and
distance entries are not required when the waypoint is colocated with the VOR/DME station site.
Entries beyond the allowable range of values for bearing (000.0° through 359.9°) and distance (000.0
through 249.9 nautical miles) are annunciated immediately by the letters "CLR" appearing on the right
edge of the scratch pad. Further entries are inhibited until the CLR key is pressed to erase the false digit
NOTE
ff an error is noted during the programming, corrections or revisions of data

within the allowable range of values can be made by pressing the CLR key.
Data is erased by fields (FREQ, EL 100', BRG, and DIST) in the reverse order
of entry each time CLR is pressed. Enter the correct data Values for fields of
correct data that were erased must be reentered.
6. Press the PRE key to place the displayed data into memory. This action will cause the display to go blank.
7. This completes the programming for the first waypoint. Follow these procedures for all selected
waypoints up to a maximum of ten.
CONVENTIONAL VOR
The programming technique for conventional navigation directly toward or away from a VOR facility without a
colocated DME is similar to that for RNAV waypoints. Inputing the waypoint number and frequency into the
memory is accompfashed in. the same manner. Since the station has no DME, it cannot be electronically
"moved" to a new location (waypoint). Therefore, no values are programmed in the EL 100', BRG or DIST
displays. Only angular deviation on the Horizontal Situation Display is available in this mode.
!LS APPROACH (Front Course and Back Course)
Programming an ILS approach is accomplished in the same manner as programming conventional VOR. The
control unit decQdes the frequency as it is entered. Upon detecting the frequency is in the ILS range, the letters
"LOC" are annunciated immediately in the EL 100' display thereby inhibiting an elevation entry. Although not
required for ILS operation, the localizer bearing (000° through 359°) may be programmed into the BAG display
for convenient reference. Only angular deviation is provided in the ILS mode.
MISSED APPROACH
If the published missed approach utilizes an RNAV waypoint or VOR facility, it may be entered into memory
any time prior to the approach. It is recommended that WPT "O" {keyboard numeral 0) be reserved for this
operation. Any other waypoint storage (1 thru 9) could be used; however, habitual use of WPT "O" eliminates
the possibility of error that oould be experienced when selecting an intermediate digit during this critical flight
phase.
INFLIGHT
Preset waypoints may be recalled from memory and put into active use as required.
1. Press the WPT key. If an active waypoint is displayed on the remote readout unit, the waypoint data will
appear on the oontrol unit display. Otherwise, the display will be blank.
FAA Approved
6of9 P/N 101-590010-71
2. Press the appropriate number key to select the desired waypoint. The preset waypoint data will replace
any active waypoint data on the control unit display. The letter "P" is annunciated adjacent to the
waypoint number to indicate that this is not the active waypoint. Information displayed on the remote
readout unit, Horizontal Situation Indicator, and signals supplied to the flight control system will continue
to reference the active waypoint and selected course.
3. Verify that the displayed data is correct.
NOTE
Revisions to the waypoint data can be programmed at this time by entering the
new waypoint parameters. Entry of the first frequency digit blanks the
remainder of the display.
4. When reference to the next waypoint is desired, press the USE key. The letter "P" is blanked to indicate
that this is now the active waypoint. The Horizontal Situation Indicator NAV flag wiH momentarily come
into view, the deviation signal$ supplied to the course deviation bar and flight control system will be zero,
and the remote readout unit will be blanked until the NAV radios complete retuning the new active
waypoint.
5. Select the desired course on the Horizontal Situation Indicator course arrow.
NOTE
Any waypoint may be used without being preset (PRE key) by entering the
waypoint data in the normal manner and immediately pressing the USE key.
The waypoint data will be put into active use and also stored into memory.
RNAV OPERATION
This is the normal mode of operation. H the VOR/DME radios are receiving valid signals from a colocated
VOR/DME station, the ANS-31/NCS-31 computer will supply linear deviation information to the Horizontal
Situation Indicator. The ENROUTE sensitivity, available when the flight control system is not in the approach
mode, provides a constant course width of ±10 nautical miles. APPROACH sensitivity, available when the
flight control system is in the approach mode, provides a constant course width of ±2 nautical miles.
APPROACH sensitivity should be used when within ten nautical miles of the terminal waypoint.
Distance or time to the waypoint, waypoint number, and compl.lted groundspeec::t are displayed on the remote
readout unit. The ANS-31/NC5-31 computer combines inputs from the encoding altimeter with the VOR/DME
station elevation to correct DME slant range error.
NOTE
The RNAV mode of operation requires the programming of station elevation to

correct DME slant range error. Operation in this mode is recommended even if
navigating direclly toward or away from a VOR/DME facility. This provides the
advantages of linear deviation and smooths the received signals to improve
autopilot operation.
FAA Approved
P/N 101·590010-71 7of9
CONVENTIONAL VOR OPERATION
This is the mode of operation when either DME is not available or the DME is not colocated with the desired
VOA facility. The VOA mode is annunciated by the letters "VOA" appearing on the control unit display in place
of station elevation, and on the remote readout unit in place of ground speed. Raw DME distance will be
displayed on the remote readout unit if a valid DME signal is received. However, slant range correction and
computed ground speed will not be available. The ANS-31/NCS-31 computer supplies angular deviation
information to the Horizontal Situation Indicator.
/LS OPERA T/ON (Front Course and Back Course)
This is the mode of operation when the navigation receiver is tuned to a localizer frequency. The localizer
mode is annunciated by the letters "LOC" appearing on the control unit display in place of station elevation,
and on the remote readout unit in place of ground speed. Raw DME distance will be displayed on the remote
readout unit if a valid DME signal is received. It is essential that only the inbound front course localizer bearing
be set on the Horizontal Situation Indicator for both front course and back course approaches. This will assure
the Flight Director display and autopilot maintain the proper left/right logic. Only angular deviation information
is provided in the ILS mode.
DEAD RECKONING OPERATION
The ANS-31/NCS-31 will automatically enter the dead reckoning mode from either the enroute or approach
RNAV mode whenever the VOA or DME signal is lost, or when passing over the VOR/DME station being used
for navigation. Navigation calculations will continue using the ground speed and wind values available at the
time the dead reckoning mode is entered. Changes in ground speed or wind velocity while in the dead
reckoning mode will result in degradation of the accuracy of position estimates.
The loss of the VOA or DME signal for less than 9 seconds in the enroute mode or 1 second in the approach
mode will not affect normal operation.
When operating in the enroute mode, loss of signal for more than 9 seconds forces the ANS-31/NCS-31 into
dead reckoning. The dead reckoning mode is annunciated by displaying the letters "d-r" in place of ground
speed on the remote readout unit. Recovery of the signal after 9 seconds but before 72 seconds returns the
AN5-31 /NCS-31 to the enroute mode and replaces the letters "d-r" with the normal ground speed display. If an
invalid signal condition exceeds 72 seconds, the NAV flag on the Horizontal Situation Indicator will come into
view and automatic reentry to the enroute mode will be inhibited.
Signal recovery after the NAV flag has been displayed is indicated by the ALERT light flashing. Normal
operation may be regained by pressing the WPT key, the desired waypoint number key, and the USE key.
NOTE
A flashing ALERT light may also indicate crossing the TO/FROM line. This is
verified by a zero distance or time to the waypoint displayed on the remote
readout unit. Press the WPT key to extinguish the light.
When operating in the approach mode, loss of signal for more than 1 second forces the ANS-31 /NCS-31 into
dead reckoning. The letters "d-r" will again appear on the remote readout unit. Loss of signal in excess of 9
seconds causes the NAV flag on the Horizontal Situation Indicator to come into view. Recovery of the signal at
any time returns the ANS-31/NC5-31 to the normal approach mode of operation and replaces the letters "d-r"
with ground speed.
When operating under conventional VOA (including DME HOLD) ex>nditions, the system will not enter dead
reckoning in the event of an invalid signal. However, the NAV flag will be displayed and the annunciation
"VOR" on the remote readout unit will be blanked.
WAYPOINT ALERT
Active waypoint approach is annunciated by an illuminated ALERT light on the remote readout unit when
within 24 seconds flying time from the waypoint. This feature is available only in the enroute and approach
RNAV modes of operation. FAA Approved
8of9 P/N 101-590010-71
Crossing the TO/FROM line is indicated by a flashing ALERT light and reversal of the TO/FROM arrow on the
Horizontal Situation Indicator. The ALERT light will automatically extinguish 24 seconds after crossing the
TO/FROM line or it may be manually extinguished by pressing the WPT key.
DME HOLD OPERATION
The DME HOLD function inhibits changing the DME receiver frequency. Engaging DME HOLD and then
selecting a new waypoint forces the ANS-31/NCS-31 into either a conventional VOR or LOC mode of
operation according to the newly selected frequency.
If the waypoint to be selected is a conventional VOR or LOC waypoint, engage the DME HOLD as follows:
1. Press the DME HOLD key.
2. Select the new waypoint data on the scratch pad by pressing the WPT key and the appropriate waypoint
number key.
3. Press the USE key once. The upper scratch pad of the control unit will display the letter "P", waypoint
number, frequency and the letters "VOA" or "LOC". The lower scratch pad will display the active
frequency on which the DME is to be held and the letters "dh" flashing on and off.
4. Verify the displayed data.
5. Press the USE key the second time. The NAV receiver will be tuned to the newwaypointfrequency. The
DME will remain tuned to the previously active frequency. The held DME frequency and the letters "dh"
will be displayed steadily on the lower scratch pad, and also will appear on the remote readout unit in the
place of waypoint number and computed ground speed. Raw DME distance to the held DME facility will
be displayed on the remote readout unit.
NOTE
Only VOR radials may be flown with angular deviation provided.
Releasing the DME HOLD key will tune the DME receiver to the active NAV frequency. The lower scratch pad
on the control unit will be cleared. Raw DME distance (if the signal is valid), waypoint number, and the letters
"VOA" or "LOC" will appear on the remote readout unit.
CAUTION
The DME HOLD function should not be used when navigating between RNAV
waypoints. These waypoints require valid signals from colocated VOA and
DME facilities to establish their geographical positions. If the VOA and DME
receivers are not tuned to a colocated facility, the OME HOLD function will
cause raw DME distance to the held facility to be displayed on the remote
readout unit and angular deviation to the VOA facility on the Horizontal
Situation Indicator.
PERFORMANCE - No change
Approved: ~ff~
{'~,.., / W. H. Schultz
J&V' Beech Aircraft Corporation
OOACE-2
FAA Approved
PIN 101-590010-71 9of9
BEECHCRAFT SUPER KING AIR 200, 200C, 200T, 200CT, 8200, B200C, B200T, B200CT, KING
AIR E90, C90 (LJ-668, thru LJ-1062, EXCEPT LJ-670), AND C90A (LJ-1063 and after) LANDPLANESI
PILOT'S OPERATING HANDBOOK AND
for the
BENDIX RNS 3500 AREA NAVIGATION SYSTEM

GENERAL
The information in this supplement is FAA-approvad material and must be attached to the FAA ApproWJd
Airplane Manua/when the airplane has been modified by installation of the Bendix RNS 3500 Area Navigation
System in accordance wilh Beech-approved data.
The information in this supplement supersedes or adds to 1he basic FAA Approved Airplane Flight Manual
only as &et forth wilhin this docurrant. Users of the manual aa advised always to refer to the supplement for
possibly superseding information and placarding .applicable to operation of 1he airplane.
UMITAllONS
1. The Area Navigation Function may not be used as a primary system under IFR conditions except on
approved approach procedures, approved area navigation airways, and random area navigation routes
when approved by Air Traffic Control.
2. The Area Navigation Function can only be used with co-locatec:I tacilities. (VOR and DME signals
originate from the same geographical location.)
3. The Area Navigation instaHation located on the right inslrurnenl panel may be used for primary naviga-
tion, only if quaified a,pilot occupies the right seat.
4. The Bendix RNS 3500 Area Navigation System must have a minimum eleclrical power supply of 23.0
wits to function properly and to provide accurate information.
5. Waypoints are limited to a muimurn distance from the VORIDME ground station of 199.9 nautical miles.
CAUTION
1. If NAV flag appears while in the enroute mode, check for conect frequency.
2. If VOR or DME equipment is intermittent or lost, utilize other navigation equipment as required.
3. If NAV flag appears during an approach while in the APR mode, execute published missed approach and
utilize another approved facility.
NORMAL PROCEDURES
The RNS-3500 Area Navigation System, is an airbome system that provides a capability for navigating and
flying an airplane on any desired course wittin 1he coverage of co-located VOR/OME (TACAN) ground
stations. The RN&-3500 system has been designed to compliment 1he airplane NAV system.
FAA Approved
PIN 101•S9001G-97 1ol&
The RNS-3500 system is a station oriented two-dimensional navigation device whose primary position.
determining data sources are: (1) barometric encoded altitude, (2) VOR bearing, and (3) DME distance
relative to a selected VORTAC or colocated VOR/DME station installed at some specified elevation above
mean sea level.
When operated within the •service volume of a colocated VOR/DME ground station, this system will
provide position information relative to any desired or specified location defined as a waypoint. This way
point is sometimes referred to as a phantom station. The position of the way point is arbitrary and is
defined in terms of bearing and distance from the reference ground station. Area navigation is accomplished
by continuously solving the horizontal navigation triangle. In addition, the RNS-3500 system contains
circuitry that corrects for the slant range DME distance to provide the true ground distance to the
VOR/DME station.
Correcting the slant range error places the navigation triangle in the horizontal plane which permits the
RNS-3500 system to operate at all altitudes and distances within the service volume of any selected
VOR/DME (VORTAC) facility.
The position information computed by the RNS-3500 system is.presented in terms of bearing and distance
to or from the waypoint. This information is provided in terms of deviation from a selected track through
the waypoint in the horizontal plane determined by the OBS setting.
Linearized deviation signals are proportional to cross-track error in the horizontal plane at any distance
from the waypoint and are developed for display on conventional Horizontal Situation/Course Deviation
lndi~tors and for use by autopilot and flight director systems.
In addition to outputs for flight instruments and flight control systems, the RNS-3500 system provides
outputs to drive the Radio Magnetic Indicator (RMI) and external distance indicators. The system also has
the capability of providing for a pilot display of such items as ground speed, time, distance, and bearing, all
of which are relative to the waypoint. Remote mode and alert annunciator drive capabilities are additional
features of the RNS-3500 system.
CONTROL FUNCTIONS
MODE SWITCH:
Controls the mode of operation (off, VOR/LOC, RNAV, or APR) for the system.
(T) TEST PUSHBUTTON:
Used to initiate a comprehensive system test.
DISPLAY SWITCH:
Controls selection of readout display.
SBY:
The parameters for the standby waypoint ae displayed and may be reprogrammed as desired.
ACT:
The parameters for the active waypoint are displayed.
BRG/DST:
Displays bearing and distance to the waypoint if the MODE selector is in the RNAV or APR position.
Displays bearing and distance to the VOR/DME (VORTAC) station if the MODE selector is in the
VOR/LOC position.
FAA Approved
2of6 P/N 101-590010-97
KTS/TME:
Displays ground speed and time relative to the waypoint in the HNAV or APR mode or to the VOR/DME
(VORTAC) station in the VOR/LOC mode.
V Pushbutton:
Depressing the V pushbutton reverts RMI and remote distance display readouts to NAV receiver and DME
system to provide VOR/DME station orientation without interrupting RNAV guidance to HSI and
autopilot.
ADDRESS PUSHBUTTONS:
SBY:
Depressing the standby (SBY) address pushbutton allows th.e SBY W/P nu~r to be changed from 0
through 31. Use of this pushbutton is required only when displaying SBY W/P parameters and then only if
another address pushbutton has been depressed; otherwise, the SBY W/P number is constantly addressed as
indicated by the W/P legend being illuminated.
EL:
Depressing the station elevation (Ell address pushbutton when the DISPLAY selector is set to SBY,causes
the EL legend to flash indicating that the station elevation of the SBY W/P can be altered.
BRG:
Depressing the bearing (BRG) address pushbutton when the DISPLAY selector is set to SBY, causes the
BRG lamp to flash indicating that the bearing of the SBY W/P can be altered.
DST:
Depressing the distance (DST) address pushbutton when the DISPLAY selector is set to SBY, causes the
DST lamp to flash indicating that the distance to the SBV W/P can be altered.
NOTE
After SBY, EL, BRG, or DST information has been inserted the associated
legend will continue to flash until another address pushbutton is depressed or
the position of the DISPLAY selector is changed.
PADDLE SWITCHES:
There are four paddle switches each of which is associated with a specif"ic vertical column of 7-segment
indicators. The left most paddle switch cqntrols the left most digit in the EL, BRG, or DST display. The
second paddle from the left controls the second column of digits, etc. The up/down action of the switch
permi1S incrementing or decrementing of the digit in the addressed display window. Holding the paddle
switch actua18d in the up or down position slews the ·associated digit in an increasing er· decreasing
:count direction.
NUMERIC DISPLAY:
Seven-segment numeric displays 1hat illuminate to indicate W/P number, elevation, bearing, d i ~ . speed,
and time data.
SBYWIP:
Two digit display that indicates the standby waypoint number.
FAA .Approved
P/N-101-59001M7 3of6
ACTW/P:
Two digit display that indicates the active waypoint number.
EL:
Single display that indicates waypoint station elevation to the nearest thousand feet.
BRG:
Three digit display that indicates bearing to waypoint or station.
OST:
Four digit display that indicates distance to waypoint or station.
KTS:
Three digit display that indicates ground speed in nm/hr.
TME:
Four digit display that indicates time to waypoint in minutes and tenths of minutes.
AMBIENT LIGHT SENSOR:
Intensity ·of 'all seven-segment numeric displays and logic controlled legends is automatically controlled by
an ambient light sensor and its associated circuitry. The legends are W/P. EL. KTS. BRG. TME. and DST.
PANEL LIGHTING:
There are integral panel lamps that provide halo lighting for display address pushbuttons and back lighting
for the MODE and DISPLAY controls.
The light intensity for these controls is set by the instrument panel light dimmer control.
PROGRAMMING
Pertinent information (elevation. bearing, distance and waypoint number) for up to thirty two waypoints is
entered into memory from the panel mounted unit. Programming the computer may be completed prior to
take-off or during flight. The computer memory is non-volatile and program data is not lost with a power
loss. Any combination of navigational facilities (RNAV waypoint VOR/DME. ILS) may be loaded into the
computer; however,-it is desirable that each facility be numered and loaded in the sequence it is used.
Turn the MODE control to VOR/LOC. If the seven-segment numeric displays illuminate, power is being
applied to the equipment. If displays are not illuminated, check the circuit breaker and input power.
0leck that VOR. DME and barometric altimeter are on and operating. Tune VOR and DME to the same
ground station or to the frequency of the portable VOR/DME test sets.
Set MODE to VOR/LOC, RNJ\V, or APR. Select SBY W/P number for which parameters are to be altered.
Set DISPLAY to SBY.
Select values for way point parameters (elevation, bearing. and distance). Depress EL address pushbutton;
insert station EL by actuating paddle switch. Depress BRG address pushbutton; insert station BRG by
actuating paddle switches. Depress DST adciress pushbutton; insert station DST actuating paddle switches.
FAA Approved
4of6 PIN 101-59001G-97
PREFLIGHT OR SYSTEM TEST
This is a comprehensive system test of the RNS-3500 Area Navigation System. It tests associated airplane
wiring and interface circuits, including the NAV, OME, ALT, HSI, and optional equipment such as RMI,
remote distance display and annunciators.
Place autopilot in heading hold mode.
NOTE
The RNS-3500 provides a signal which causes some flight control systems to
automatically revert to the heading hold mode whenever the test (T) is
initiated.
Tune VOR and OME to the same frequency. Display the active W/P data bv setting the display control to
the active position, to show the parameters to be tested.
Press the test (T) pushbutton and hold for the duration of the test.
Lighting Test (2 seconds)
All displays will be lighted to B's and all amber panel legends will be dashed (center lamp segment lighted).
The HSI nav flag will be displayed, and the remote distance indicator will indicate a flagged condition.
Computed BRG/OST Test
For the remainder of the test (until the pushbutton is released) the active W/P bearing and distance
parameters are computed and displayed. The computed values should agree with the active W/P bearing and
· distance within nonnal system tolerances.. The bearing ·accuracy should be within ±2° and distance within
±1.5% or ±0.3 NMI. A W/P with a distance of1Cnm or more should be used. As:curacy will be degraded
slightly when no nav signal is present. In the RNAV or APR mode the optional remote distance indicator
and RMI will repeat the computed bearing and distance. The RMI (optional) will point to the active W/P
bearing.
Left-Right, To-From Test
With the test button still depressed, tum the CRS knob to center the L-R needle with a "To" indication.
The CRS should point to the active W/P bearing within 2° with· a signal, or 10° without a signal. Tum the
CRS knob to center the L-R needle with a "from" indication. The CRS should point to the reciprocal of
the active W/P bearing within the above tolerances.
CONVENTIONAL VOR OR CO-LOCATION OF WAYPOINTS AND VORTACS
The constant course width feature of RNAV can be used when flying conventional VOR airways. Set the
mode control the RNAV and the active bearing and.distance parameters to zero. This method will locate
the wav,point at the same location as the vortac. Linear needle displacement may be flown. During flight,
the direction and true ground distance to the vortac will be continuously displayed on the control display
unit. The Left/Right indicator will indicate the distance in nautical miles left or right of the airway. ·
FAA Approved
PIN 101-590010-S7 5of6
APPROACH PROCEDURES
Flying the RNS-3500 system for an approach is similar to making a localizer approach. However. the
system is using VOR and DME information and the MDA will be higher than when flying a precision
approach. ·Insert the waypoint parameters from the approach chart. These parameters_ must be taken from
an approved RNAV approach procedure. Place the mode selector in the APR mode. Select the inbound
heading on the course indicator of the HSI. Activate each successive W/P by depressing the transfer switch
as each W/P is passed. Similar to a localizer approach, the left/right needle movement will be more active
than enroute because full needle deflection is equal to 1.25 nm when in the APR mode. If landing cannot
be initiated upon reaching MDA, follow the missed approach procedure outlined on the approved plate,
using additional waypoints as required.
IN-FLIGHT PROCEDURES
flying the RNS-3500 system enroute corresponds to flying VOR airways. except flying is now to or from
waypoints. The waypoint parameters move the VORTAC. Once·this is accomplished,. the HSI, OBS. remote
DME indicator and RMI functions are the same as the pilot has been using for VOR and DME. Insert the
waypoint parameters as explained in.the programming procedures. Waypoint parameters may be taken from
RNAV enroute charts, or plotted and measured on other charts. In either case, it is important to assure that
altitude and distance from the VORTAC will result in a Satisfactory NAV/DME signal. Random waypoints
may be used only during VFR conditions. Select the proper VORTAC frequency. Place mode selector in
RN~V mode. Select desired course to first waypoint on the HSI. Pilot must select the next outbound
course at each waypoint and the next inbound course and waypoint at each change-over point. Transfer to
next active W/P; select the proper VOR/DME frequency. Select proper course on the HSI for next W/P at
the change-over point. and continue to fly the left-right needle on the nav indi~or.
PERFORMANCE - No change
Approved: ~ ff~
t-~i/W. H. Schultz
.,-or Beech Aircraft Corporation
OOACE-2
FAA Approved
PIN 101-59001G-97
&of&
BEECHCRAFT SUPER KING AIR
200, 200C, 200T, 200CT, 8200, B200C, 8200T, B200CT KING AIR A100,
8100, F-90, E90 C90 (LJ-668 thru LJ-1062, EXCEPT LJ-670), and
C90A (LJ-1063 AND AFTER) LANDPLANES I
PILOT'S OPERATING HANDBOOK AND
for the
AIRDATA AD611/D AREA NAVIGATION/VERTICAL NAVIGATION

SYSTEM
GENERAL
Airplane Flight Manual when the airplane has been modified by installation of the AirData AD611/D Area
NavigationNertical Navigation System in accordance with Beech-approved data.
The information in this supplement supersedes or adds to the basic FAA Approved Airplane Flight Manual
only as set forth within this document. Users of the manual are advised always to refer to the supplement for
possibly superseding information and placarding applicable to operation of the airplane.
The RNAV function of the AirData AD611 /D system performs a vector computation that results in a visual
display of the magnetic bearing and distance to or from a selected waypoint. The computer, in effect, moves
the selected reference facility (VORTAC or colocated VOR/DME facility) to a different location called a
waypoint. The waypoint, which is expressed in terms of nautical miles along a selected radial from the
VORTAC, is programmed into the system on the Manual Waypoint Setter.
Steering guidance is presented as a left/right display on the Horizontal Situation lndicator(HSI). The display
format differs from the conventional VOA course deviation of 10 degrees called "angular course deviation".
Rather, course deviation is presented in nautical miles from the course centerline. This feature, referred to
as "linear course deviation", provides for a constant course width irrespective of the distance to the
waypoint. Two levels of sensitivity are available for area navigation. The enroute senstivity, available when
the APPR pushbutton on the system's range indicator is not activated, provides a constant course width of 5
nautical miles. Approach sensitivity, available with the APPR pushbutton depressed, provides a constant
course width of 1.25 nautical miles. Approach sensitivity should be used when within ten nautical miles of
the terminal waypoint.
The Multi-Waypoint Memory System is an option to the basic AD611i0 Area Navigation Computer System.
This system consists of a Horizontal Display Unit (61HDU) and the Data Entry Unit (61DEU). These units
may be used in conjunction with or in lieu of the Manual Waypoint Setter. The Multi-Waypoint System stores
RADIAUDISTANGE and TRACK/FREQUENCY information for up to 10 different waypoints. The memory
does not erase when electrical power to the unit is turned off.
The VNAV function of the AirData AD611/O does not depend on interconnection with the encoding altimeter
nor does it drive the vertical needle on the HSI. It does not depend on wind or groundspeed, but is based
solely on vertical triangulation. Two versions of the VNAV controller are available, the 61CAC and the
541CAC. With the 61CAC installed, the VNAV displays as a set of numbers the MSL altitude the airplane
"should be at" for a 3.0 degree (330 feet per nautical mile) approach slope to the runway waypoint. The pilot
compares the computed "should be at" altitude with the standard altimeter in the cockpit and manually
adjusts the airplane flight path as required. The display takes into account the MSL elevation of the
waypoint, which is a value entered by the pilot. There is also provision for entering an MDA value
appropriate to the approach conditions. The "count down" of the altitude display ceases at the MDA value
and the screen blinks to. indicate that further descent must be based on visual observations.
Airplanes equipped with the 541 CAC operate the same as those equipped with the 61 CAC except that a
1.5° (165 feet per nautical mile) slope is also available. Operation is the same as for the 3° slope except NO
MDA FUNCTION IS PROVIDED. A 1.5° descent should NEVER be used to a waypoint placed at a runway
elevation.
FAA Approved
1 of 11
P/N 101-590010-105
LIMITATIONS
1. The area navigation system may not be used as a primary system under IFA conditions except on
approved approach procedures, approved airways, and random area navigation routes when approved
by Air Traffic Control.
2. This system can only be used with colocated facilities. (VOA and DME signals originate from same
geographical location.)
3. An area navigation installation located on the right instrument panel may be used for primary navigation
~ly if a qualified pilot occupies the right seat.
4. The vertical navigation system does not adversely affect any other airplane system. The computed
vertical slope on those systems with the 61 CAC controller is preprogrammed to a single value of 3.0
degrees. Systems with the optional 541 CAC controller offer an additional 1.5 degree vertical slope. This
mode MUST NOT be used for an approach descent. Pending publication of certification requirements,
use of the 3.0 degree computed vertical slope to stabilize the flight path is permitted provided the
maximum/minimum altitudes specified in the published procedures are observed.
CAUTION
1. If NAY flag appears while in the enroute mode, check for correct frequency.
2. If VOA or DME equipment is intermittent or lost, utilize other navigation equipment as required.
3. If NAV flag appears during an approach, execute published missed approach and utilize another
approved facility.
NORMAL PROCEDURES
The AirData AD611/D system is programmed and operated from a Digital Range/Mode Control unit, one or
more Waypoint Setter Units, and a Command Altitw;:le Computer for VNAV display. Frequency selection and
course display are provided by the standard navigation controls and HSI.
CONTROLS AND DISPLAYS
DIGITAL RANGE/MODE CONTROL UNIT (RNAV 61 ORM)
1. RNAV ON-OFF Pushswitch:
Used to activate and deactivate the ANAV system. It is a push on/push off switch that is backlighted
whenever it is in the ON state. When selected ON, it connects the RNAV computer to the HSI. When
selected OFF, the HSI display presents conventional VOR/LOC information.
2. APPR Pushswitch:
Used to activate or deactivate the RNAV approach mode of operation. This operation increases the
sensitivity of the HSI presentation and is used when approaching a waypoint in an approach to landing.
The switch is backlighted whenever it is switched ON.
3. Digital Display:
Normally indicates the distance to the waypoint in nautical miles from present position. The airplane's
FAA Approved
2of 11 P/N 101-590010-105
standard DME distance indicator will continue to display DME distance to the reference VORTAC.
4. BAG Pushbutton:
Used to temporarily cause the digital display to indicate the magnetic bearing from the airplane to the
selected waypoint. Valid VOA and DME signals must be received for this function.
5. TEST Pushbutton:
Illuminates the three diagnostic annunciator lights to verify their operation. Temporarily causes the
digital display to indicate the waypoint DISTANCE value entered on the active waypoint setter unit.
Also, a reference bearing output is sent to the HSI which causes the left/right needle to center when the
course selector is set to the RADIAL value entered on the active waypoint setter unit. Depressing both
the TEST and BAG buttons simultaneously causes the waypoint RADIAL value entered on the active
waypoint setter unit to appear on the digital display.
These tests require at least 1O nautical miles to be set into the waypoint DISTANCE and reception of a
valid VOA signal.
9. Diagnostic Lights:
Each of the three fault annunciators will flash and the digital display will be blank under the specified
conditions.
DTW: Indicates that "distance to waypoint" computation cannot be made. This can be an
excessive distance (over 199.9 N.M. to waypoint), excessive RADIAL setting (over 359.9°)
or a computer malfunction.
VOA: Indicates that computation quality of VOA signal has been lost.
DME: Indicates a loss of DME signal.
WA YPOINT SETTER UNIT (RNA V 61 WPS)
1. RADIAL Thumbwheels:
Set to indicate the bearing from the VOA to the waypoint. The DTW diagnostic annunciator will flash if a
RADIAL entry exceeds 359.9 degrees or results in a distance-to-waypoint exceeding 199.9 nautical
miles.
2. DISTANCE Thumbwheels:
Set to indicate the distance from the VOA to the waypoint.
3. ACTIVATE Pushbutton:
Depressing white pushbutton, located above the RADIAL thumbwheels, activates that waypoint setter
unit, placing its RADIAL and DISTAN~E information into the RNAV computer. In systems containing
more than one waypoint setter unit, the number 1 unit is automatically activated when the RNAV
ON-OFF switch is selected ON. Any other waypoint setter unit can then be activated by depressing the
ACTIVATE pushbutton on the desired waypoint setter unit.
Depressing the ACTIVATE pushbutton also performs a "fast update" function for the RNAV computer
each time it is depressed. Fast update allows current VOA and DME information on airplane position
into the computer without averaging out the errors in these signals. Fast update would be used after
channeling a new frequency into the NAV equipment, after regaining DME lock-on, or after changing a
thumbwheel setting on an active waypoint setter unit.
4. Waypoint Indicator Light:
Yellow light, located above DISTANCE thumbwheels, illuminates whenever its waypoint setter unit is
activated. These lights are numbered when more than one waypoint setter unit is installed.
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P/N 101-590010-105
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HORIZONTAL 0/SPLA Y UNIT (61 HOU)
1. RADIAUDISTANCE Pushswitch:
Depressing pushswitch causes RADIAL (upper line) and DISTANCE (lower line) information to be
displayed from either the active waypoint or from a new waypoint being entered into the MEMORY.
2. TRACK/FREQUENCY Pushswitch:
Depressing pushswitch causes prestored TRACK and FREQUENCY information for the selected
waypoint to be displayed.
DATA ENTRY UNIT (61 DEU)
1. ACTIVE Pushbutton:
This pushbutton selects the Memory Waypoint System for use when installed in conjunction with a
Manual Waypoint Setter (61WPS). The pushbutton also engages the AD611/D computer "Fast
Update".
2. MEMORY Pushbutton:
Pressing pushbutton opens the MEMORY allowing data to be stored in the MEMORY. After data has
been entered, pressing the pushbutton again closes the MEMORY and permanently stores the data.
3. Thumbwheel "SCRATCH PAD":
Set to indicate information to be entered into MEMORY.
4. ENTER Pushbuttons:
Pushbuttons are pressed after MEMORY is opened to enter "SCRATCH PAD" data into the waypoint
MEMORY; Upper pushbuttons enter RADIAL or TRACK information and the lower pushbuttons enter
DISTANCE or FREQUENCY information.
5. WAYPOINT Number Window:
This window displays the number of the waypoint currently selected.
6. WAYPOINT Select Pushbuttons:
These pushbuttons, located above and below the waypoint number window, are used to change the
waypoint number selected to a larger number (upper pushbutton) or a smaller number (lower
pushbutton).
COMMAND ALTITUDE COMPUTER (VNAV 61CAC)
1. Digital Display:
Normally displays COMMAND ALTITUDE (altitude MSL that airplane currently "should be at" in order
to achieve a 3.0°/330 feet per nautical mile approach descent angle to the runway waypoint). It also
displays values set for waypoint altitude and MDA.
2. ON-STBY Switch:
Tums the VNAV computer ON. W/P MSL and MDA MSL values may be set in either ON or STBY
switch positions.
3. W/P-SET-MDA Switch:
W/P position enters the value set by the W/P MSL knob into the VNAV computer. MDA position enters
FAA Approved
4of 11 P/N 101-590010-105
the value set by the MDA MSL knob into the VNAV computer. It should be in the SET position for
normal VNAV operation.
4. W/P MSL Knob:
Sets the altitude MSL of the waypoint.
5. MDA MSL:
Sets the selected minimum decision altitude.
COMMAND Al TITUDE COMPUTER (VNAV 541CAC)
1. Digital Display:
Normally displays COMMAND ALTITUDE (altitude MSL that airplane currently "should be at" in order
to achieve a 3°/330 feet per nautical mile approach descent angle to the runway waypoint or a 1.5°/165
feet per nautical mile cruise descent). It also displays values set for waypoint altitude and, in the 3°
descent, MDA.
2. ON Lamp/Pushbutton:
An illuminated push-on/push-off switch which illuminates when in the ON position. Turns the VNAV
computer ON.
3. ALT-SET-MDA Switch:
ALT position enters the value set by the rotary knob into the computer for desired altitude at the
waypoint. MDA position enters the value set by the rotary knob for minimum decision altitude into the
computer. It should be in the SET position for normal VNAV operation.
4. 1.5°/3° Lamp/Pushbuttons:
When pushed these switches select either the 1.5° or 3° descent angle. The appropriate switch
illuminates when that descent angle is selected.
5. Rotary Kf!ob:
Sets the altitude MSL of the waypoint or the minimum decision altitude, depending on the setting of the
ALT - SET - MDA Switch.
PREFLIGHT (MANUAL WAYPOINT SELECTOR)
The preflight check is to test the computation accuracy of the computer and to assure the proper operation
of the controls and displays. This procedure should be completed prior to programming for the intended
flight.
1. Depre~ RNAV pushswitch to ON.
2. Set RADIAL thumbwheels to 000.0°.
3. Set DISTANCE thumbwheels to 25.0 NM.
4. Set NAV 1 receiv~r to a VOA or VORTAC within receiving range.
5. Press and hold TEST button. Adjust course control on HSI to produce centered needle with "TO"
indication. Check that:
a. Digital display indicates 25.0 ± 1 NM.
b. The course setting is 000 ± 2 degrees.
FAA Approved
P/N 101-590010-105 5of 11
6. Press and hold BRG and TEST buttons. Check that:
a. Digital display indicates O ± 1 degree.
7. Release BRG and TEST buttons.
NOTE
If any of the preflight tests are not within the prescribed tolerances, the RNAV
system will not meet the required standards of accuracy. Corrective
adjustment or maintenance is required. This procedure does not test the DME.
PREFLIGHT (Multi-Waypoint Memory System)
To preflight check the RNAV system using the Multi-Waypoint Memory System prior to flight, the following
procedure should be used.
1. Depress RNAV pushswitch to ON.
2. Press ACTIVE pushbutton on Data Entry Unit (providing unit is used in conjunction with one or more
manual waypoint setters).
3. Firmly press MEMORY pushbutton to open MEMORY (Horizontal display unit readout will flash
indicating MEMORY is open).
4. Set thumbwheel "SCRATCH PAD" to 000.00.
5. Press upper ENTER button to enter data into MEMORY.
6. Set thumbwheel "SCRATCH PAD" to 25.00.
7. Press lower ENTER pushbutton.
8. Set NAV 1 receiver to VOR or VORTAC within receiving range.
9. Press and hold TEST button. Adjust course control on HSI to produce centered needle with "TO"
indication.
a. Digital display indicates 25.0 ± 1 NM.
b. Course setting is 000 ± 2 degrees.
1O. Press and hold BRG and TEST buttons. Check that digital display indicates O ± 1 degree.
11. Release BRG and TEST buttons.
NOTE
If any of the preflight tests are not within the prescribed tolerances, the RNAV
system will not meet the reQuired standards of accuracy. Corrective
adjustment or maintenance is required. This procedure does not test the DME.
PROGRAMMING
1. RNAV ON-OFF Pushswitch • ON (switch illuminated)
FAA Approved
&of 11 P/N 101-590010-105
NOTE
The number 1 waypoint setter unit is automatically selected when the RNAV
pushswitch is turned ON.
2. Waypoint Definition - Determine in terms of RADIAL and DISTANCE from a specific VORTAC.
NOTE
The maximum allowable RADIAL setting is 359.9 degrees. If a RADIAL of

360.0 degrees is desired, use a value of 000.0 degrees. The maximum
allowable DISTANCE setting is 199.9 NM. The maximum allowable range
from the airplane to the waypoint is also 199.9 NM. If any of these restrictions
are exceeded, select a waypoint that is within these values.
3. Manual Waypoint Setter Units or Multi-Waypoint Memory System.
a. Manual Waypoint Setters - Set RADIAL and DISTANCE thumbwheels.
b. Multi-Waypoint Memory System - Enter data.
1. Press MEMORY pushbutton to "open" MEMORY - Digital display will blink.
2. Select category of data to be entered - (RADIAUDISTANCE or TRACK/FREQUENCY) and

press appropriate pushswitch.
3. Select waypoint number.
4. Set proper data on "SCRATCH PAD" thumbwheels.
5. Enter data - IJ RADIAL or TRACK data, press upper ENTER pushbutton; If DISTANCE or
FREQUENCY data, press lower ENTER pushbutton.
NOTE
RADIAUDISTANCE information entered is used by the RNAV to compute

course information. TRACK/FREQUENCY information entered is used as a
reference only and is provided as a reminder of what information is pertinent
to that waypoint. TRACK/FREQUENCY information is not used by the RNAV
for computation of any kind.
6. Check digital display for proper data entry.
7. Press MEMORY pushbutton to close MEMORY, digital display will stop blinking.
NOTE
The MEMORY does not erase when power to the RNAV unit is turned off.
4. NAV Receivers (VOR and DME) - ON. Frequency set.
5. Digital Display - Check to insure that distance to waypoint value appears.
6. HSI Course Control - SET to desired magnetic course.
FAA Approved
P/N 101-590010-105 7of11
ENROUTE
Using the AirData AD611 /D system enroute corresponds to flying VOR airways, except navigation is now to
or from waypoints. The waypoint parameters (radial and distance) in effect "move" the VORTAC. Once this
is accomplished, the horizontal situation indicator and AD611 /D digital range indicator will provide guidance
to the waypoint similar to conventional VOR/DME navigation. The only notable difference is that the course
deviation needle on the HSI will maintain a constant sensitivity of ± 5 nautical miles irrespective of the
distance to the waypoint. The range indicator will count down to approximately 0.2 nautical mile when, upon
reaching the waypoint, the "TO" flag will change to "FROM".
When the next waypoint is required for navigation, depress the ACTIVATE pushbutton on the next waypoint
setter unit in sequence, confirm the proper VORTAC frequency is set, and set the desired magnetic course
on the horizontal situation indicator.
The next waypoint is selected on the Multi-Waypoint Memory System by pressing the appropriate waypoint
select pushbutton until the desired waypoint number appears in the waypoint number window.
NOTE
If an ILS frequency is selected on NAV 1 while in an RNAV mode, the NAV

flag will appear on the horizontal situation indicator and the VOR diagnostic
light will flash. The RNAV must be selected OFF for ILS or conventional VOR
operation (except for Approach Range Monitor operation).
Data may be entered into the MEMORY system or data already entered may be reviewed while the system
is being used in flight. The ·MEMORY may be opened at any time to enter or review data. When this
happens, the waypoint data currently being used is locked in to the computer; the RNAV continues to use
this data for navigation while the MEMORY is open. Data may be entered at this time as previously .
described. After all desired data changes or reviews have been made, the MEMORY is closed. This causes
the data displays to revert back to the currently active waypoint.
APPROACH
Using the AirData AD611 /D system for an approach is similar to making a localizer approach. However, the
system is using VOR and DME information and the MDA will be higher than when conducting a precision
approach. Insert the waypoint parameters from the approach chart into the waypoint setter units. These
parameters must be taken from an approved RNAV approach procedure for IFR operations. Activate the
approach mode by depressing the APPR pushswitch. This will increase the horizontal situation indicator
navigation sensitivity to a ± 1.25 nautical miles. course width. For smoother operation, the computed
distance to the waypoint should not exceed 30 nautical miles while in the approach mode.
Set the appropriate inbound course to each waypoint in turn and depress the ACTIVATE pushbutton on the
appropriate waypoint setter unit to establish the next waypoint. If landing cannot be made upon reaching the
MAP, follow the missed approach procedure outlined on the approved plate.
VERTICAL NAVIGATION (VNAV 61 CAC)
The digital display screen of the Command Altitude Computer indicates the altitude the airplane "should be
at" on a descent profile of 3.0° (330 feet per nautical mile) to the runway waypoint. The screen will count
down as the airplane proceeds toward the runway waypoint and will count up as the airplane flies from the
runway waypoint. The display will stop counting when the airplane should be at the MDA, at which point the
display will flash the MDA value. The maximum altitude of the display is 9900 feet.
1. ON-STBY Switch • STBY.
2. SET Switch - W/P Position.
3. W/P MSL Knob - TURN until altitude MSL of runway waypoint shows in display.
4. SET Switch - MDA Position.
FAA Approved
8of 11 P/N 101-590010-105
5. MDA MSL Knob - TURN until altitude MSL of MDA shows in display.
6. SET Switch - Center Position.
Immediately prior to reaching descent waypoint:
7. ON-STBY Switch - ON.
8. Command Altitude - READ from digital display.
9. MDA Reached - Display starts flashing and stops decreasing.
CAUTION
It is essential that the runway end waypoint setter unit be activated when the
Command Altitude Computer is being used. DO NOT activate the VNAV while
navigating to the Final Approach Fix waypoint.
VERTICAL NAVIGATION (VNAV 541 CAC)
PROCEDURES FOR 3° DESCENT ANGLE
The digital display screen of the Command Altitude Computer (CAC) indicates the altitude the airplane
"should be at" on a descent profile of 3.0° (330 feet per nautical mile) to the runway waypoint. The screen
will count down as the airplane proceeds toward the runway waypoint and will count up as the airplane flies
from the runway waypoint. The display will stop counting when the airplane should be at the MDA, at which
point the display will flash the MDA value. The maximum altitude of the display is 9900 feet.
1. ALT-SET-MDA Switch - ALT Position.
2. Rotary Knob - TURN until altitude MSL of runway waypoint shows in display.
3. ALT-SET-MDA Switch - MDA Position.
4. Rotary Knob - TURN until altitude MSL of MDA shows in display.
5. ALT-SET-MDA Switch - SET Position.
Immediately prior to reaching descent waypoint:
6. ON Button - PRESS.
7. 3° Button - PRESS.
8. Command Altitude - READ from digital display.
9. MDA Reached - Display starts flashing and stops decreasing.
CAUTION
It is essential that the runway end waypoint setter unit be activated when the
Command Altitude Computer is being used DO NOT activate the VNAV while
navigating to the Final Approach Fix waypoint.
PROCEDURES FOR 1.5° DESCENT ANGLE
The digital display screen of the Command Altitude Computer indicates the altitude the airplane "should be
FAA Approved
P/N 101-590010-105 9of11
at" on a cruise descent profile of 1.5° (165 feet per nautical mile) to a selected altitude at a waypoint. The
screen will count down as the airplane proceeds toward the waypoint. The display screen will commence
flashing while counting down when the airplane is within 1000 feet of the set altitude. The 3° lamp also
commences flashing at this time to assure the pilot is aware that the 3° slope must be selected to complete
an approach.
1. Complete steps 1 thru 4 for 3° slope.
2. ALT-SET-MAD Switch - ALT Position.
3. ON Lamp/Pushbutton - ON.
4. 1.5° Lamp/Pushbutton - PUSH, 3° lamp extinguishes and 1.5° lamp illuminates.
Within 1000 feet of set altitude the CAC display and 3° lamp commence flashing. Countdown of altitude
continues.
CAUTION
The 1.5° slope is NOT to be used as an approach descent.
5. 3° Lamp/Pushbutton - PUSH, 3° altitude data presented
or
6. ALT-SET-MDA Switch - SET Position, 3° altitude data presented.
APPROACH RANGE MONITOR
The Approach Range Monitor feature provides for the separation of the RNAV computed range to a
waypoint from the steering guidance of the pilaf~ horizontal situation indicator. Selecting the Approach
Range Monitor switch to the RANGE MONITOR position will connect the RNAV computer to the NAV 2
receiver. The pilot's hc;>rizontal situation indicator will be retained on the NAV 1 receiver.
On an ILS approach, for example, it is desirable to know distance to the outer marker and then to the runway
threshold. By selecting RANGE MONITOR and setting the appropriate NAV 2 frequency and waypoint
parameters in the waypoint setter unit, the distance to the desired fix will be continuously displayed while ILS
steering guidance on the horizontal situation indicator will be conventional. The result is the ability to fly a
localizer or full ILS steering situation while retaining· RNAV computed distance to a selected fix.
CAUTION
It is imperative the Approach Range Monitor switch be placed in the NORMAL

position during RNAV operations. If left in the RANGE MONITOR position, the
range display will be based on the NAV 2 frequency and waypoint setter unit
parameters, and the pilots horizontal situation indicator will display
conventional VOR steering based on the selected NAV 1 frequency.
FAA Approved
10of11 P/N 101-590010-105
PERFORMANCE - No Change
Approved:
W. H. Schultz
Beech Aircraft Corporation
DOA CE-2
FAA Approved
P/N 101-590010-105 11of11
8EECHCRAFT SUPER KING AIR 200, 200C,
200T, 200CT, 8200, 8200C, 8200T, 8200CT, KING AIR 8100, E90, F90,
C90 (LJ-668 THAU LJ-1062, EXCEPT LJ-670) AND C90A (LJ-1063 AND AFTER) I
LAND PLANES
PILOrs OPERATING HANDBOOK AND

for the
COLLINS LRN-70 (ONTRAC IIIA) AND LRN-80 (ONTRAC Ill)
VLF/OMEGA NAVIGATION SYSTEMS
GENERAL
Airplane Right Manual when the airplane has. ....been modified by installation of the Collins LRN-70
(ONTRAC Ill A) or LRN-80 (ONTRAC Ill) VLF/OMEGA Navigation System in accordance with Beech-
approved data.
The information in this supplement supersedes or adds to the basic FAA Approved Airplane Right Manual
only as set forth within this document. Users of the manual are advised always to refer to the supplement
for possibly superseding information and placarding applicable to operation of the airplane ..
LIMITATIONS
The LAN-70/LRN-80 meet the approved criteria for VLF/Omega navigation systems as established by AC
20::io1A. It may be used as a means of VFR/IFR enroute navigation provided the following limitations are
observed:
1. Only enroute operations in the conterminous United States and Alaska are approved.
2. The system is not to be used for navigation in terminal areas or during departures from or
approaches to airports or into valleys or between peaks in mountainous terrain or below Minimum
Enroute Altitude (MEA).
3. Additional equipment which would permit navigation appropriate to the available ground facilities must
be installed and operating.
4. VOA and DME equipment must be installed and operating during navigation on approved RNAV
routes.
5. IFR flight is not approved based on VLF/OMEGA navigation into any area in which such operation
could not be approved based on the installed equipment required by paragraph 3. This includes
overwater flights beyond the range of approved ground navigation facilities.
6. The VLF/OMEGA position information must be checked for accuracy (reasonableness) against a
visual ground fix or other approved na"vigation equipment under the following conditions:
a. Prior to compulsory reporting points during IFR operation when not under radar surveillance or
control.
b. At or prior to arrival at each enroute waypoint during operation on an approved RNAV route.
c. At hourly intervals during operation off of approved RNAV routes.
7. The VLF/OMEGA position information should be updated when a cross-check with other onboard
approved navigation equipment reveals an error greater than 2 nautical miles along track or
crosstrack.
8. Navigation shall not be predicated on the use of this system during periods of dead reckoning.
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P/N 101-590010-109 1 of 11
9. Following a period of dead reckoning, the VLF/OMEGA position information must be verified and
updated as required by a visual ground fix or by using other approved navigation equipment.
An emergency battery pack is provided in the event the primary power source is lost. If the primary power
is interrupted, the system will switch to the emergency battery pack until the primary power is restored, at
which time the system will switch back to primary power. The system cannot be turned on using only the
emergency battery. Battery power will only function with loss of primary power. It is important the system
power switch be selected off at the conclusion of flight to avoid depleting the emergency battery. The
system can operate from the emergency battery pack for approximately 30 seconds at 70°F. The battery
pack will recharge in approximately ten hours when the system is on the primary power source.
In the event that the WARN light illuminates, or any time the navigational.information is questioned based
on information from other onboard navigation equipment, the other onboard navigational equipment must
be used as the primary source of navigational information.
NORMAL PROCEDURES
The LAN-70/LRN-80 is a very low frequency (VLF) radio navigation system designed for area navigation
utilizing existing VLF and OMEGA transmitting stations. Airplane position is determined by automatically
making position fixes by time referencing radio signals from several stations. Generally, two stations can
determine a position on the surface of the earth. From changes in latitutde/longitude position, the system
derives distance to go, bearing, desired track, cross track'. error, ground speed and time to
waypoint/destination. With an airplane true airspeed input, the system can compute the current wind
direction and speed.
Navigation is computed along a Great Circle flight path to provide the shortest distance between positions.
Course deviation is presented in nautical miles on the Pilot's Course Indicator rather than in degrees as
with conventional VOA navigation. This feature provides for a constant course width of approximately :t 3
nautical miles regardless of the distance to the waypoint.
CONTROLS AND DISPLAVS
The system is programmed and operated from a pedestal mounted control/display unit (CDU). The control
section is used to enter data in to the computer and select the computed information to be displayed. The
display section provides navigational information to the pilot. It also displays the data to be entered into the
computer. ·
1. Data Keyboard:
Ten momentary keys for entry of data into the computer. Digit keys (0 through 9) enter numerical
data. N (north), E (east), S (south), W (west) keys enter the sign of latitude/longitude information.
2. CLR Key:
Clears the computer of data in the position selected by the FUNCTION selector.
3. CAL Key:
Activates the calibration of the system to a known position.
4. ON/OFF Switch:
Applies power to all system components.
5. WAYPOINT Selector:
Ten position switch to select either the start position or one of nine waypoint/destination positions.
6. LAMP TEST Switch:

Tests all lights on the display section, except BATT. All digits display the number "8".
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2of 11 P/N 101-590010-109
7. DIM Switch:
Adjusts background lighting for display section.
8. FUNCTION Selector:
Twelve position switch to select the desired input or output mode of operation.
9. Numerical Display Registers:

Left display is a five digit register to indicate latitude, bearing, desired track, wind direction, and time
to selected waypoint. Right display is a six digit register to indicate longitude, distance to selected
waypoint, cross track error, ground speed, magnetic variation, wind speed, DME, GMT, and date.
10. Function Indicators:

Lamps to indicate S (south) and N (north) for latitude; E (east) and W (west) for longitude and
magnetic variation.
11. DR (Dead Reckoning) Light:

Illuminates when less. than two VLF/OMEGA transmitting stations are being received or when only
stations of unusable geometry are being received (see Enroute Operation). In the DR mode, the
airplane's position is updated based on true airspeed, heading, and last known wind information. DR
will remain illuminated until the system is recalibrated or the position is checked.
12. WARN light:

Illuminates with a computer or system malfunction or improper pilot operation procedure. Navigational
information should be considered unreliable.
13. BATT Light:

Illuminates when the system is operating on the emergency battery pack.
14. SY Light:
Illuminates to indicate the received OMEGA stations are being synchronized.
15. STD Light:

Illuminates when the Frequency Standard is stabilizing. The computer is ready to navigate when the
STD and SY lights extinguish.
16. Station Received Indicators:

Illuminate to indicate those VLF and OMEGA stations which are being received.
NOTE
The LRN-70 is a condensed version of the LRN-80 intended primarily for

operation in the United States. VLF station availability is limited to Maine,
Washington, Maryland and England in this installation.
VLF STATIONS OMEGA STATIONS
1. -MAIN A. -NORWAY
2. -WASHINGTON B. -LIBERIA
3. -AUSTRALIA C. -HAWAII
4. -ENGLAND D. -NORTH DAKOTA
5. -MARYLAND E. -LA REUNION
6. -TBD F. -ARGENTINA
7. -JAPAN G. -TRINIDAD
8. -NORWAY H. -JAPAN
9. -SPARE
17. ENROUTE Light:

Illuminates when the system is calibrated and navigating.
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P/N 101-590010-109 3of 11
18. OFFSET Light:
Illuminates when the selected waypoint is offset by an input of radial and DME distance.
19. ALERT Light:

Illuminates approximately one minute from selected waypoint/destination.
20. L-R Lights:

Illuminate in conjunction with the FUNCTION selector XTK (crosstrack) position. Indicate airplane's
position left or right of the desired track.
21. DECIMALS:
Each decimal point illuminates in the proper position appropriate to the data selected by the
FUNCTION selector.
22. FD NAV/FD VLF Selector:

Lighted push switch which selects and indicates which'course information is displayed on the pilot's
.course indicator (NAV or VLF). Selection of VLF provides for display of VLF course information.
NOTE
For the airplanes listed below, localizer information is always displayed when
an ILS frequency is tuned on the selected NAV control. Models 200 (prior to
88-746 except 88-706), C90 (prior to LJ-625), E90 (prior to LW-344), F90
(prior to LA-82), 8100 (prior to BE-104), 200C (prior to BL-14), 200T (prior to
BT-21).
23. VLF MSG Light:

Illuminates to call attention to the CDU for one or more of the following messages: DR, WARN, BATT,
or ALERT.
PROGRAMMING
Prior to take-off, the departure point latitude/longitude data is entered into the computer. This is referred to
as a START position. Although the following procedures specify use of the START (S) position for system
calibration, any waypoint position may be used for this purpose, provided that the position used is selected
each time the START (S) position appears in the procedures. After calibration is complete, the waypoint
position used for calibr.ation may then be used as an additional enroute waypoint. In addition, the date and
time of day are entered for the computer to compensate for diurnal shift while navigating. Coordinates
(latitude/longitude) for up to nine waypoints (ten if system is calibrated) can be entered while the airplane
is on the ground or after take-off.
1. Turn on airplane's avionics master-switch.

2. Set system master switch to ON.
3. Depress TEST switch. Verify all lights on display section are functional.
4. Set WAYPOINT switch to S (start).
5. Set FUNCTION switch to DATE.
NOTE
Verify that six zero·s are shown on the right display register. This indicates
the computer is ready to accept data. The STD and SY light should be
illuminated.
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6. Enter present month (one or two digits) day (two digits) and year (two digits) by depressing the
keyboard buttons in the number sequence. The date entered must be the current Greenwich Mean
Date.
DATA FORMAT: XX.XX.XX i.e., 12-29-75 or 1-01-76
NOTE
Leading zeros need not be entered, but all subsequent zeros must be entered.
7. Set FUNCTION switch to GMT. Enter current Greenwich Mean Time (within + 5 minutes).
DATA FORMAT: XX.XX i.e., 22-06 or 02-27
8. Set FUNCTION switch to VAR. Enter existing variation to the nearest 0.1 degree. If variation is not
kriown to a 0.1- degree, enter a zero for this digit.
DATA FORMAT: E/W XX-X i.e., E9.5 or W10.0
NOTE
Magnetic variation need not be entered unless it is desired that the bearing
and desired track outputs be referenced to magnetic north. If no variation is
entered, bearing and desired track information displayed will be referenced
to true north and the N function indicator will illuminate in both functions.
Variation MUST be entered for accurate WIND calculations.
9. Enter departure position into computer.
a. Assure WAYPOINT switch is set to S (start).
b. Set FUNCTION switch to LAT. Enter latitude (5 digits) of departure position, N (north) or S
(south) must be entered prior to latitude digits.
DATA FORMAT: N/S-XX.XX.X i.e., N-33.40.2
c: Set_ FUNCTION switch to LON. Enter longitude (6 digits) of departure position. E (east) or W
(west) must be entered prior to longitude digits.
DATA FORMAT: E/W-XXX.XX i.e., W-117.48.0
10. Calibrate the system to the previously entered present position.
NOTE
Do not attempt to calibrate the system or calculate distances until the STD
and SY lights have extinguished. This may require a period of up to 10
minutes in very low start up temperatures. This time may be used to enter
desired waypoints.
If the airplane is located in or near a hangar, or near a noise source where

good signals cannot be received, the system cannot synchronize to the
OMEGA pattern. In these conditions, the SY light will remain illuminated until
adequate signals are received and the system has synchronized.
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P/N 101-590010-109 5 of 11
a. Set the WAYPOINT selector to S (start).
b. Set the FUNCTION selector to POS (CAL key will flash).
c. Press the CAL key ONCE, verify that displayed data agrees with the actual start position (CAL
key will continue to flash).
d. · Press the CAL key again (it will stop flashing).
e. Note that the ENROUTE light illuminates within approximately 60 seconds, (DR will illuminate if
insufficient navigation signals are received).
NOTE
After the ENROUTE light has illuminated, the system is navigating and
sensing airplane movement. It is preferable to calibrate the system near the
start of the take-off roll to minimize any errors which may be incurred while
taxiing long distances while being exposed to extraneous ground
interference.
WAYPOINT ENTRIES
Coordinates (latitude/longitue:ie) for up to nine (ten after system calibration) waypoints can be entered while
the airplane is on the ground or after take-off. Once entered, waypoints remain in the computer until new
waypoints are entered. Waypoints may be changed any time during the flight by eliminating one previously.
entered. If entered ~aypoint data is in~rrect, press CLR button and re-enter. All navigational information
is automatically cleared when the ON/OFF switch is set to OFF. The waypoint data and last known
position will be retained.
1. Set WAYPOINT switch to 1 and FUNCTION switch to LAT. Enter latitude of first waypoint. North or
south must be entered prior to latitude digits.
DATA FORMAT: N/S-XX.XX.X i.e., N-39.56.0
2. WAYPOINT switch remains at 1. Set FUNCTION switch to LON. Enter longitude of first waypoint.
East or west must be entered prior to longitude digits.
DATA FORMAT: E/W-XXX.XX.X i.e., W-86.03.0
3. Set WAYPOINT switch to 2 through 9. Enter coordinates of additional waypoints as required.
If the bearing (RAD) and a,stance (DME) from a known latitude/longitude waypoint are known, this
information can be inserted into the computer to define a new waypoint OFFSET from the
latitude/longitude waypoint. This is accomplished as follows:
1. Enter latitude and longitude of reference waypoint as described above.
2. Set FUNCTION selector to DME - enter distance to the offset position to the nearest 0.1 mi.
DATA FORMAT: XXX.X i.e., 30.0
3. Set FUNCTION selector to RADNAR
a. Enter bearing from waypoint (RAD) to the nearest 0.1 degree leading zeros must be entered.
b. Enter vanation (VAR).
FAA Approved
6 of 11 PIN 101•590010-109
DATA FORMAT: XXX.X and E/WXX.X, i.e., 0.94.2 and E9.5
The OFFSET light will illuminate indicating the selected waypoint has been offset by the values of RAD
and DME.
PREFLIGHT
The preflight check is to test the computation accuracy of the computer and to assure its capability for
proper operation. This procedure should be completed prior to programming for the intended flight.
Coordinates for a calibrated start position and destination are programmed into the computer along with
the current date and Greenwich Mean T)me. Upon selecting the BAG/DIS enroute mode, a predetermined
bearing and distance should be displayed.
1. Set WAYPOINT switch to S (start).
2. Set FUNCTION switch to DATE. Enter current date.
3. Set FUNCTION switch to GMT. Enter current Greenwich Mean Time.
4. Set FUNCTION switch to LAT. Enter: N-33.40.2.
5. Set FUNCTION switch to LON. Enter: W-117.48.0.
6. Calibrate the system (See Step 10 Above - PROGRAMMING).
NOTE
The test waypoint may be entered while waiting for the STD light to extinguish.
7. Set WAYPOINT switch to 1.
8. Set FUNCTION switch to LAT. Enter: N-44.38.9
9. Set FUNCTION switch to LON. Enter: W-67.16.9
10. Set FUNCTION switch to BRG/DIS (after system calibration). The numerical display registers should
indicate a bearing of 058.6 degrees and a distance of 2406.6 nautical miles.
ENROUTE OPERATION
The desired waypoint/destination may be selected prior to take-off or when airborne. When the desired
waypoint is selected, the computer determines the desired track (DTK), bearing (BAG), and distance (DIS)
from the airplane's position when the waypoint is selected. If autopilot tracking is desired, set the displayed
value of desired track on the pilot's course indicator and select FD VLF with the selector switch. The
computed course information is now displayed on the pilot's Course Indicator. Autopilot tracking is
accomplished by selecting the flight director's navigation mode and engaging the autopilot. While enroute,
the following functions of navigational information are available. These functions are selected by placing
the FUNCTION switch to the appropriate position and reading the display.
POS Function (Latitude/Longitude)
This position displays the current latitude and longitude in degrees, minutes, and tenths of minutes.
Airplane position is updated every five seconds and is stable to approximately 2/10 minutes of latitude.
FAA Approved
P/N 101-590010-109 7of 11
BRGIDIS Function (Bearing/Distance)
The bearing and distance to the waypoint as selected on the WAYPOINT switch will be displayed. Bearing
is defined as the Great Circle angle from the airplane's current position to the waypoint as referenced to
North (true or magnetic). The N light will be displayed if the bearing is defined to true North (i.e., no
variation has been entered). If a magnetic course or route is desired, the magnetic variation for the area of
flight should be entered and periodically updated in the VAR position of the FUNCTION switch. The N light
will not be displayed if the bearing is magnetic. Bearing is calculated to 1/10 degree and distance to 1/10
nautical mile. The display is updated every four seconds.
DTKIXTK Function (Desired Track/Cross Track)
The desired track is defined as a Great Circle path from the airplane's position to the selected waypoint.
This track is established when the waypoint is selected on the WAYPOINT switch. The DTK function
displays to the nearest 1/1 O degree the angle of the desire~ track flight path as referenced to North (true
or magnetic). A magnetic desired track will be displayed provided the area magnetic variation has been
entered.
Bearing (BRG) and desired track (DTK) will always agree when the airplane is centered on the prescribed
Great Circle· Course. If a deviation is made from the course, the bearing will update to provide the angle,
as referenced to North, from the current position to the selected waypoint. The desired track angle will
vary only as required to define the previously established Great Circle course.
NOTE
If it is desired to approach a waypoint on a predetermined track, this track

may be inserted into the computer by (1) selecting DTK/XTK, (2) entering
desired track to the nearest 0.1 degree. (If 0.1 degree is not known, enter a
zero for this digit). The entered desired track will be referenced to the
entered magnetic variation. This track should also be set on the pilot's
course indicator.
Approximately one minute from the selected waypoint, the ALERT light will flash. The WAYPOINT selector
should be set to the next waypoint, the desired track read in the DTK/XTK mode, and the Horizontal
Situation Indicator course set to agree.
Crosstrack is defined as the lateral deviation from the desired track. The crosstrack error is displayed to
the nearest 1/10 nautical mile. The UR lights indicate whether the airplane is to the left or right of the
desired track.
TIME/GS Function (Time/Ground speed)
Time to any of the programmed waypoints is available by setting the WAYPOINT switch to the desired
waypoint. The computed time is presented in hours, minutes, and tenths of minutes and is updated every
4 seconds and assumes the airplane is on track and headed toward the waypoint.
The GS (ground speed) function is independent of the selected waypoint and indicates the true ground
speed in knots. The ground speed display will remain valid even when not tracking to a waypoint. Ground
speed is not accurate until navigation has been established for 3 minutes. If TAS and HOG inputs are
supplied to the system, ground speed is updated every six seconds; otherwise, ground speed is updatei
every three to five minutes.
WIND FUNCTION
Wind direction, to the nearest 0.1 degree referenced to true north, is displayed in the left display register
and wind speed, in knots, is displayed in the right register. If the computer does not have enough
information to calculate the wind, the following flags will appear when the WIND position is selected:
1. The left display register will indicate four zeros if no VAR is entered.
FAA Approved
&of 11 P/N 101-590010-109
2. The right display register will indicate.
a. The digit 1 with no TAS input
b. The digit 2 with no HDG input
c. The digit 3 with no HDG and no TAS input.
The heading input comes from the pilot's compass system and can not be entered manually. True
airspeed must be manually entered, unless the airplane is equipped with an Air Data System with a TAS
output. TAS may be manually inserted into the computer by: (1) selecting the WIND position, (2) entering
TAS in knots (three digits), and (3) selecting a different function, such as BAG/DIS, for several seconds
and then returning to the WIND position. The displayed wind information will not. be reliable for
approximately 6 minutes after TAS is manually inserted. During this time, TIME and GS are also not
reliable.
Unusable Station Geometry
If the airplane's position is such that the geometry of the received stations is not suitable for navigation,
the system will go into the DR (dead reckoning) mode. This is because the geometry of the received
stations makes for potentially large navigation errors. This condition usually happens in cases of only two
station reception, but in very rare situations can happen with three stations. The airplane's position will be
updated based on true airspeed, heading, and last known wind information. When the airplane flys out of
the unusable geometry condition, the ENROUTE light will again illuminate. However, DR will remain
illuminated, and navigation is not approved utilizing the LRN-70/LRN-80. To resume normal navigation and
extinguish the DR light, the system's position must be recalibrated to a visual ground fix or to other
approved navigation equipment.
7NFLIGHT CAL/BRA TION
During flight, accumulated error can be reduced by calibrating over an entered waypoint or an offset
waypoint.
1. Set the WAYPOINT selector to the upcoming waypoint or reference waypoint (if offset).
2. If the calibration point is the waypoint (no offset), assure that the DME position reads zero. If offset,
enter the DME and RAD/VAR to define the offset.
3. Set the Function Selector to POS.
4. Prior to crossing the calibration point, press the CAL key once, the latitude/longitude of the waypoint
will be displayed for verification and the CAL key will flash.
5. Directly at the reference point, press the CAL key a second time. The computer will calibrate on the
coordinates of the selected waypoint (or waypoint offset). The enroute light will extinguish for up to 30
seconds during the calibration process and illuminate after calibration.
NOTE
To minimize DME slant range error, all inflight calibrations using a VORTAC
as the reference waypoint and VOR/DME equipment to define the offset
calibration •point should be restricted to a distance greater than twice the
airplane altitude and less than 60 NM from the VORTAC.
OMEGA RE-SYNCHRONIZATION PROCEDURE
The system will automatically synchronize to the OMEGA stations with system turn on. Re-synchronization
is only to be done if incorrect synchronization is suspected.
FAA Approved
P/N 101-590010-109 9of11
Never re-synchronize for normal calibration (up-date) of the system. Once the system h~ synchronized
and has not been switched off, the OMEGA receivers lock to the frequency standard and the system will
remain synchronized.
If the system has mis-synchronized, do not attempt to re-synchronize until the amber STD light
extinguishes.
1. Set FUNCTION switch to WIND
2. Set WAYPOINT switch to S
3. Press CAL key
NOTE
The SY light will illuminate for approximately two to six minutes during
synchronizatron. The system must be calibrated after manual
synchronization.
SYNCHRONIZATION BYPASS
When the system is synchronizing (SY light illuminated), it cannot be used for preflight navigation
computations. If OMEGA reception is poor, such as in or near a hangar, the system may stay in the
synchronization mode indefinitely. The synchronization bypass procedure ~its preflight navigation
computations prior to normal synchronization. ·
BYPASS PROCEDURE
1. Set FUNCTION switch to GMT
2. Enter all S's on display
3. SY light will extinguish
RESYNCHRONIZA T/ON PROCEDURE
1. Set FUNCTION switch to GMT
2. Press CLR" key .
3. Set FUNCTION switch to Wind
4. Set WAYPOINT switch to S
5. Press CAL key once.
Or
1. Turn system OFF; then back ON.
CAUTION
Prior to flight operations, the system must be synchronized to the OMEGA

format and calibrated. Use of the LRN-70/LRN-80 as an additional means of
navigation is not authorized while using fewer than two OMEGA stations.
FAA Approved
10of11 P/N 101·590010-109
GENERAL NOTES
1. An illuminated BATT light indicates the system is operating on the emergency battery pack and not
on the primary power source. The system cannot be turned on without primary power first being
applied. The emergency battery pack should not be used for ground check or warm-up.
2. To redefine a new desired track from the airplane's present position to the waypoint being used, set
the WAYPOINT selector to another waypoint position for at least five seconds, then switch back to
the original waypoint.
3. While enroute, the system calibration can be checked utilizing VOA/DME equipment. This can be
accomplished by entering, as waypoints, known VOATAC stations (or fixes offset from known
VOATAC stations) and comparing the system indications relative to these waypoints against the VOA
and DME indications. Any fix whose latitude and longitude are known (visual, VOA, VOA/DME, ADF
or combination thereof) may be utilized to check for system calibration by entering its location as a
waypoint and comparing the system indications relative to the fix with those of other approved
equipment.
Approved:
W. H. Schultz
Beech Aircraft Corporation
DOA CE-2
FAA Approved
P/N 101-590010-109 11of11
~
King Air Series
SECTION X
SAFETY INFORMATION
TABLE OF CONTENTS
SUBJECT PAGE
Introduction ..................................................................................................................................................................... 10-3

General ............................................................................................................................................................................. 10-4
Sources of Information ................................................................................................................................................... 10-4
Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ................................................................ 10-4
BEECHCRAFT Service Publications ............................................:................................................................................ 10-4
Federal Aviation Regulations ........................................................................................................................................ 10-4
Airworthiness Directives ............................................................................................................................................... 10-5
Airman's Information Manual ....................................................................................................................................... 10-5
Advisory Information ..................................................................................................................................................... 10-5
FAA Advisory Circulars .....................................................................................................................................,. ......... . 10-5
FAA General Aviation News ........................................................................................................................................ 10-6
FAA Accident Prevention Program .............................................................................................................................. 10-6
Additional Information ................................................................................................................................................... 10-6
General Information on Specific Topics ....................................................................................................................... 10-7
Maintenance ................................................................................................................................................................. 10-7
Hazards of Unapproved Modifications ......................................................................................................................... 10-7
Flight Planning .............................................................................................................................................................. 10-8
Passenger Information Cards ...................................................................................................................................... 10-8
Stowage of Articles ...................................................................................................................................................... 10-8
Flight Operations ......................................................................................................................................... •............... . 10-8
General .................................................................................................................................................................... 10-8
Preflight Inspection .................................................................................................................................................. 10-8
Weight and Balance ................................................................................................................................................ 10-8
Autopilots and Electric Trim Systems ..................................................................................................................... 10-9
Flutter ....................................................................................................................................................................... 10-10
Turbulent Weather ................................................................................................................................................... 10-10
Wind Shear ...............................................................................................................................................•.............. 10-11
Flight in Icing Conditions ......................................................................................................................................... 10-11
Weather Radar ........................................................................................................................................................ 10-13
Mountain Flying ....................................................................................................................................................... 10-13
VFR at Night ............................................................................................................................................................ 10-14
Vertigo - Disorientation .............................................................................................................................•.............. 10-14
Flight With One Engine Inoperative .................................................................................................................•...... 10-14
Air Minimum Control Speed CVMCA) ...•.••......••..•..•...•....•.•..••.••.••••.•.••••••••.••.••••.•.••••.••.••.....•.•••••.••••.•••.•••••.•.••.•..•••.••• 10-15
Intentional One-Engine-Inoperative Speed (VssE) ............................................................................................•.... 10-15
One-Engine-Inoperative Best Rate-Of-Climb Speed (VvsE) .............................................................................•.... 10-15
One-Engine-Inoperative Best Angle-Of-Climb Speed (VxsE) ................................................................................. 10-15
Single Engine Service Ceiling .................................................•............................................................................... 10-15
Basic Single Engine Procedures ............................................................................................................................. 10-15
Engine Failure On Takeoff ......................................................•............................................................•.................. 10-16
When You Fly Vx, Vy, VxsE and VvsE ····················································································•····························· 10-16
Stalls, Slow Flight and Training ..........................................................................•.......•.....................................•...... 10-16
Spins .........................•..............................................................................................•..•............................................ 10-16
Vortices - Wake Turbulence .......................................................................................•.............................•.............. 10-17
Takeoff and Landing Conditions .....................................................•........................................................•.............. 10-17
Medical Facts for Pilots ................................................................................................................................................ 10-17
General .................................................................................................................................................................... 10-17
Fatigue ...........................................................••........................................................................................................ 10-17
Hypoxia •.........................................................................................................................................................•......... 10-18
Hyperventilation ................................................................................................................................................•...... 10-18
Alcohol .....•..............................................................................................................................................•.•.............• 10-18
Drugs ....................................................................................................................................................................... 10-19
Scuba Diving ...................... •..................................................................................................................•.•............... 10-19
Carbon Monoxide and Night Vision ...............................................................................•........................................ 10-19
Decompression Sickness .................................................................,.................................................•.................... 10-19
A Final Word .................................................................................................................................................................... 10-20
May,1994 10-1
Section X ~
Safety Information King Air Series
10-2 May, 1994

4?eechnft Section X
King Air Series Safety Information
INTRODUCTION It is mandatory that you fully understand the contents of this

manual and the other manuals which accompany the air-
Beech Aircraft Corporation has developed this special sum- plane; that FAA requirements for ratings, certifications and
mary publication of Safety Information to refresh pilots' and review be scrupulously complied with; and that you allow
owners' knowledge of safety related subjects. Topics in this only persons who are properly licensed and rated, and thor-
publication are dealt with in more detail in FAA Advisory Cir- oughly familiar with the contents of the Pilot's Operating
culars and other publications pertaining to the subject of Handbook and FAA Approved Airplane Flight Manual to
safe flying. operate the airplane.
The skilled pilot recognizes that safety consciousness is an
integral - and never ending - part of his or her job. Be thor- IMPROPER OPERATION OR MAINTENANCE OF AN AIR-
oughly familiar with your airplane. Know its limitations and PLANE, NO MATTER HOW WELL BUILT INITIALLY, CAN
your own. Maintain your currency, or fly with a qualified RESULT IN CONSIDERABLE DAMAGE OR TOT AL
instructor until you are current and proficient. Practice emer- DESTRUCTION OF THE AIRPLANE, ALONG WITH SERI-
gency procedures at safe altitudes and airspeeds, prefer- OUS OR FATAL INJURIES TO ALL OCCUPANTS.
ably with a qualified instructor pilot, until the required action
is instinctive. Periodically review this Safety Information as
part of your recurrency training regimen.
BEECHCRAFT airplanes are designed and built to provide

you with many years of safe and efficient transportation. By
maintaining your BEECHCRAFT properly and flying it pru-
dently you will realize its full potential.
. . . . .. Beech Aircraft Corporation
I WARNING I
Because your airplane is a high perfor-
mance, high speed transportation vehicle,
designed for operation in a three-dimensional
environment, special safety precautions must
be observed to reduce the risk of fatal or seri-
ous injuries to the pilot(s) and occupant(s).
May, 1994 10-3

Section X Oeechcraft
GENERAL changes in the name or address furnished by the FAA. The

owner must contact the FAA regarding any changes to
As a pilot, you are responsible to yourself and to those who name or address. Their address is: FAA Aircraft Registration
fly with you, to other pilots and their passengers and to Branch (AAC250) P.O. Box 25082, Oklahoma City, OK
people on the ground, to fly wisely and safely. 73125, Phone (405) 680-2131.
The following material in this Safety Information Section cov- It is the responsibility of the FAA owner of record to ensure
ers several subjects in limited detail. that any mailings from Beech are forwarded to the proper
persons. Often the FAA registered owner is a bank, financ-
SOURCES OF INFORMATION ing company or an individual not in possession of the air-
plane. Also, when an airplane is sold, there is a lag in pro-
There is a wealth of information available to the pilot, cre- cessing the change in registration with the FAA. If you are a
ated for the sole purpose of making flying safer, easier and new owner, contact your BEECHCRAFT dealer and ensure
more efficient. Take advantage of this knowledge and be that your manuals are up to date.
prepared for an emergency in the remote event that one
Beech Aircraft Corporation provides a subscription service
should occur.
which provides for direct factory mailing of BEECHCRAFT
publications applicable to a specific serial number airplane.
PILOT'S OPERATING HANDBOOK AND Details concerning the fees and ordering information for this
FAA· APPROVED AIRPLANE FLIGHT owner subscription service are contained in Service Bulletin
MANUAL Number 2001.
For owners who choose not to apply for a publications revi-

You must be thoroughly familiar with the contents of your
sion subscription service, Beech provides a free Owner Noti-
operating manuals, placards, and check lists to ensure safe
fication Service by which owners are notified by post card of
utilization of your airplane. When the airplane was manufac-
BEECHCRAFT manual reissues, revisions and supplements
tured, it was equipped with the following: placards, Pilot's
which are being issued applicable to the airplane owned. On
Operating Handbook and FAA Approved Airplane Flight
receipt of such notification, the owner may obtain the publi-
Manual, and Pilot's Checklist. Beech has revised and reis-
cation through a BEECHCRAFT Aviation Center, Aero Cen-
sued many of the early manuals for certain models of air-
ter or International Distributor. This notification service is
planes in GAMA Standard Format as Pilot's Operating
available when requested by the owner. This request may
Handbooks and FAA Approved Airplane Flight Manuals. For
be made by using the owner notification request card fur-
simplicity and convenience, all official manuals for various
nished with the loose equipment of each airplane at the time
models are referred to in this publication as the Pilot's Oper-
of delivery, or by a letter requesting this service, referencing
ating Handbook and FAA Approved Airplane Flight Manual.
the specific airplane serial number owned. Write To:
If the airplane has changed ownership, the Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual may Supervisor, Special Services
have been misplaced or may not be current. If missing or Dept. 52
out of date, a replacement handbook must be obtained from Beech Aircraft Corporation
any BEECHCRAFT Aviation Center. P.O. Box85
...Wichita, Kansas 67201-0085
BEECHCRAFT SERVICE PUBLICATIONS
From time to time Beech Aircraft Corporation issues
Beech Aircraft Corporation publishes a wide variety of BEECHCRAFT Safety Communiques dealing with the safe
manuals, service letters, service instructions, service bulle- operation of a specific series of airplanes, or airplanes in
tins, safety communiques and other publications for the vari- general. It is recommended that each owner/operator main-
ous models of BEECHCRAFT airplanes. Information on how tain a current file of these publications. Back issues of
to obtain publications relating to your airplane is contained in BEECHCRAFT Safety Communiques may be obtained with-
BEECHCRAFT Service Bulletin Number 2001, entitled out charge by sending a request including airplane model
"General - BEECHCRAFT Service Publications - What Is and serial number to the Supervisor, Special Services, at
Available and How to Obtain It." the address listed above.
Beech Aircraft Corporation automatically mails original

issues and revisions of BEECHCRAFT Service Bulletins
FEDERAL AVIATION REGULATIONS
(Mandatory, Recommended and Optional), FAA Approved FAR Part 91, General Operating and Flight Rules, is a docu-
Airplane Flight Manual Supplements, reissues and revisions ment of law governing operation of airplanes and the own-
of FAA Approved Airplane Flight Manuals, Flight Hand- er's and pilot's responsibilities. Some of the subjects cov-
books, Owner's Manuals, Pilot's Operating Manuals and ered are:
Pilot's Operating Handbooks, and original issues and revi-
sions of BEECHCRAFT Safety Communiques to BEECH- Responsibilities and authority of the pilot-in-command
CRAFT owner addresses as listed by the FAA Aircraft Reg-
Certificates required
istration Branch List and the BEECHCRAFT International
Owner Notification Service List. While this information is dis- Liquor and drugs
tributed by Beech Aircraft Corporation, we can not make Flight plans
10-4 May, 1994

4"1eemcraft Section X
Preflight action FAA ADVISORY CIRCULARS

Fuel requirements
Flight rules The FAA issues Advisory Circulars to inform the aviation
Maintenance, preventive maintenance, alterations, inspec- public in a systematic way of nonregulatory material of inter-
tion and maintenance records est. Advisory Circulars contain a wealth of information with
You, as a pilot, have responsibilities under government which the prudent pilot should be familiar. A complete list of
regulations. The regulations are designed for your protec- current FAA Advisory Circulars is published in AC 00-2,
tion, the protection of your passengers and the public. Com- which lists Advisory Circulars that are for sale, as well as
pliance is mandatory. those distributed free of charge by the FAA, and provides
ordering information. Many Advisory Circulars which are for
AIRWORTHINESS DIRECTIVES sale can be purchased locally in aviation bookstores or at
FBO's. These documents are subject to periodic revision.
FAR Part 39 specifies that no person may operate a product Be certain the Advisory Circular you are using is the latest
to which an Airworthiness Directive issued by the FAA revision available. Some of the Advisory Circulars of interest
applies, except in accordance with the requirements of that to pilots are:
Airworthiness Directive.
*00-6 Aviation Weather
Airworthiness Directives (AD's) are not issued by the manu-
facturer. They are issued and available from the FAA. 00-24 Thunderstorms
00-30 Rules of Thumb For Avoid-
AIRMAN'S INFORMATION MANUAL
ing or Minimizing Encoun-
The Airman's Information Manual (AIM) is designed to pro- ters with Clear Air Turbu-
vide airmen with basic flight information and ATC proce- lence
dures for use in the national airspace system of the United *00-45 Aviation Weather Services
States. It also contains items of interest to pilots concerning
health and medical facts, factors affecting flight safety, a 00-46 Aviation Safety Reporting
pilot/controller glossary of terms in the Air Traffic Control Program
system, information on safety, and accident/hazard report- 20-32 Carbon Monoxide (CO)
ing. It is revised at six-month intervals and can be pur-
Contamination in Aircraft -
chased from the Superintendent of Documents, U.S. Gov-
Detection and Prevention
ernment Printing Office, Washington, D.C. 20402.
20-35 Tie-Down Sense
This document contains a wealth of pilot information. Among
the subjects are: 20-43 Aircraft Fuel Control Con-
trol Surfaces
Controlled Airspace
Emergency Procedures 20-105 Engine Power-Loss Acci-
Service Available to Pilots dent Prevention
Weather and Icing 20-125 Water in Aviation Fuels
Radio Phraseology and Technique
Mountain Flying 21-4 Special Flight Permits for
Airport Operations Operation of Overweight
Wake Turbulence - Vortices Aircraft
Clearances and Separations 43-9 Maintenance Records:
Medical Facts for Pilots General Aviation Aircraft
Preflight
Bird Hazards
43-12 Preventive Maintenance
Departures - IFR 60-4 Pilot's Spatial Disorienta-
Good Operating Practices tion
En route - IFR
60-6 Airplane Flight Manuals
Airport Location Director
(AFM}, Approved Manual
Arrival - IFR
Materials, Markings and
All pilots must be thoroughly familiar with and use the infor- Placards - Airplanes
mation in the AIM.
60-12 Availability of Industry-
ADVISORY INFORMATION Developed Guidelines for
the Conduct of the Biennial
Notams (Notices to Airmen) are documents that have infor- Flight Review
mation of a time-critical nature that would affect a pilot's
60-13 The Accident Prevention
decision to make a flight; for example, an airport closed, ter-
minal radar out of service, or enroute navigational aids out Counselor Program
of service. *61-21 Flight Training Handbook
May, 1994 10-5

Section X 'Reemcraft
*61-23 Pilot's Handbook of Aero- 91-65 Use of Shoulder Harness

nautical Knowledge in Passenger Seats
*61-27 Instrument Flying Hand- 103-4 Hazards Associated with
book Sublimation of Solid Car-
bon Dioxide (Dry Ice)
61-67 Hazards Associated with
Aboard Aircraft
Spins in Airplanes Prohib-
ited from Intentional Spin- 210-5A Military Flying Activities
ning.
* For Sale
61-84 Role of Preflight Prepara-
tion FAA GENERAL AVIATION NEWS
*67-2 Medical Handbook for FAA General Aviation News is published by the FAA in the
Pilots interest of flight safety. The magazine is designed to pro-
90-23 Aircraft Wake Turbulence mote safety in the air by calling the attention of general
aviation airmen to current technical, regulatory and proce-
90-42 Traffic Advisory Practices dural matters affecting the safe operation of airplanes. FAA
at Nontower Airports General Aviation News is sold on subscription by the Super-
intendent of Documents, Government Printing Office, Wash-
90-48 Pilot's Role in Collision
ington D.C. 20402.
Avoidance
90-66 Recommended Standard FAA ACCIDENT PREVENTION PROGRAM
Traffic Patterns for Air-
plane Operations at The FAA assigns accident prevention specialists to each
Uncontrolled Airports Flight Standards and General Aviation District Office to
organize accident prevention program activities. In addition,
90-85 Severe Weather Avoid- there are over 3,000 volunteer airmen serving as accident
ance Plan (SWAP) prevention counselors, sharing their technical expertise and
Water, Slush and Snow On professional knowledge with the general aviation commu-
91-6
nity. The FAA conducts seminars and workshops, and dis-
the Runway
tributes invaluable safety information under this program.
91-8 Use of Oxygen by General
Aviation Pilots/Passengers Usually the airport manager, the FAA Flight Service Station
(FSS), or Fixed Base Operator (FBO) will have a list of acci-
91-13 Cold Weather Operation of dent prevention counselors and their phone numbers avail-
Aircraft able. All Flight Standards and General Aviation District
*91-23 Pilot's Weight and Balance Offices have a list of the counselors serving the district.
Handbook Before flying over unfamiliar territory, such as mountainous
91-26 Maintenance and Handling terrain or desert areas, it is advisable for transient pilots to
of Air Driven Gyroscopic consult with local counselors. They will be familiar with the
Instruments more desirable routes, the wind and weather conditions, and
the service and emergency landing areas that are available
91-35 Noise, Hearing Damage, along the way. They can also offer advice on the type of
and Fatigue in General emergency equipment you should be carrying.
Aviation Pilots
91-43 Unreliable Airspeed Indica- ADDITIONAL INFORMATION
tions The National Transportation Safety Board and the Federal
91-44 Operational and Mainte- Aviation Administration periodically issue, in greater detail,
nance Practices for Emer- general aviation pamphlets concerning aviation safety. FAA
gency Locator Transmitters Regional Offices also publish material under the FAA Gen-
and Receivers eral Aviation Accident Prevention Program. These can be
obtained at FAA Offices, Weather Stations, Flight Service
91-46 Gyroscopic Instruments - Stations or Airport Facilities. Some of these are titled:
Good Operating Practices
12 Golden Rules for Pilots
91-50 Importance of Transponder
Operations and Altitude Weather or Not
Reporting Disorientation
Plane Sense
91-51 Airplane Deice and Anti-Ice Weather Info Guide for Pilots
Systems
Wake Turbulence
10-6 May, 1994

~ft Section X
Don't Trust to Luck, Trust to Safety Salvaged airplane parts, reworked parts obtained from non-
Rain, Fog, Snow BEECHCRAFT approved sources, or parts, components, or
Thunderstorm - TRW structural assemblies, the service history of which is
Icing unknown or cannot be authenticated, may have been sub-
jected to unacceptable stresses or temperatures, or have
Pilot's Weather Briefing Guide
other hidden damage not discernible through routine visual
Thunderstorms Don't Flirt ... Skirt 'em
or nondestructive testing techniques. This may render the
IFR-VFR - Either Way Disorientation Can Be Fatal part, component or structural assembly, even though origi-
IFR Pilot Exam-0-Grams nally manufactured by BEECHCRAFT, unsuitable and
VFR Pilot Exam-0-Grams unsafe for airplane use.
Impossible Tum
Wind Shear BEECHCRAFT expressly disclaims any responsibility for
Estimating lnflight Visibility malfunctions, failures, damage or injury caused by use of
non-BEECHCRAFT parts.
Is the Aircraft Ready for Flight
Tips on Mountain Flying Airplanes operated for Air Taxi or other than normal opera-
Tips on Desert Flying tion, and airplanes operated in humid tropics, or cold and
Always Leave Yourself An Out damp climates, etc., may need more frequent inspections for
Tips on the Use of Ailerons and Rudder wear, corrosion and/or lack of lubrication. In these areas,
Some Hard Facts About Soft Landings periodic inspections should be performed until the operator
Propeller Operation and Care can set his own decreased inspection periods based on
Torque "What it Means to the Pilot" experience.
Weight and Balance - An Important Safety Consideration for
Pilots NOTE
The required periods do not constitute a
GENERAL INFORMATION ON SPECIFIC guarantee that the item will reach the period
TOPICS without malfunction, as the aforementioned
factors cannot be -controlled by the manufac-
MAINTENANCE turer.
Safety of flight begins with a well maintained airplane. Make

it a habit to keep your airplane and all of its equipment in Corrosion and its effects must be treated at the earliest pos-
first-class, airworthy condition. Keep a "Squawk List" on sible opportunity. A clean, dry surface is virtually immune to
board, and see that all discrepancies, however minor, are corrosion. Make sure that all drain holes remain unob-
noted and promptly repaired. structed. Protective films and sealants help to keep corro-
sive agents from contacting metallic surfaces. Corrosion
Schedule your maintenance regularly, and have your air- inspections should be made most frequently under high-
plane serviced by a reputable organization. Be suspicious of corrosion-risk operating conditions, such as in areas of
bargain prices for maintenance, repairs and inspections. excessive airborne salt concentrations (e.g., near the sea)
and in high-humidity areas (e.g., tropical regions).
If repairs or modifications are made to the flight control sys-
tem, make sure the control surfaces are properly balanced If you have purchased a used airplane, have your mechanic
and the controls can be moved freely from the cockpit in the inspect the airplane registration records, logbooks and
proper direction and through their designed range of travel. maintenance records carefully. An unexplained period of
time for which the airplane has been out of service, or unex-
It is the responsibility of the owner and the operator to plained significant repairs, may well indicate the airplane
assure that the airplane is maintained in an airworthy condi- has been seriously damaged in a prior accident. Have your
tion and that proper maintenance records are kept. mechanics inspect a used airplane carefully. Take the time
to ensure that you really know what you are buying when
Use only genuine BEECHCRAFT or BEECHCRAFT
you buy a used airplane.
approved parts obtained from BEECHCRAFT approved
sources, in connection with the maintenance and repair of
Beech airplanes.
HAZARDS OF UNAPPROVED MODIFICATIONS
Many airplane modifications are approved under Supple-
Genuine BEECHCRAFT Parts are produced and inspected
mental Type Certificates (STC's). Before installing an STC
under rigorous procedures to ensure airworthiness and suit-
on your airplane, check to make sure that the STC does not
ability for use in Beech airplane applications. Parts pur-
conflict with other STC's that have already been installed.
chased from sources other than BEECHCRAFT, even
Because approval of an STC is obtained by the individual
though outwardly identical in appearance, may not have had
STC holder, based upon modification of the original type
the required tests and inspections performed, may be differ-
design, it is possible for two STC's to interfere with each
ent in fabrication techniques and materials, and may be dan-
other when both are installed. Never install an unapproved
gerous when installed in an airplane.
modification of any type, however innocent the apparent
modification may seem. Always obtain proper FAA approval.
May, 1994 10-7

Section X · ~ft
Airplane owners and maintenance personnel are particularly beneath seats, the energy absorbiAg feature is lost and
cautioned not to make attachments to, or otherwise modify, severe spinal injuries can occur to occupants.
seats from original certification without approval from the
FAA Engineering and Manufacturing District Office having Prior to flight, pilots should assure that articles are not.
original certification responsibility for that make and model. stowed beneath seats that would restrict seat pan energy
absorption or penetrate the seat in event of a high vertical
Any unapproved attachment or modification to seat structure velocity accident.
may increase load factors and metal stress which could
cause failure of seat structure at a lesser "G" force than Ensure that cargo and baggage is stowed and properly
exhibited for original certification. Examples of unauthorized secured with tie-down straps and cargo nets.
attachments are drilling holes in seat tubing to attach fire
extinguishers and drilling holes to attach approach plate FLIGHT OPERATIONS
book bins to seats.
GENERAL
FLIGHT PLANNING The pilot must be thoroughly familiar with all information
FAR Part 91 requires that each pilot in command, before published by the manufacturer concerning the airplane, and
beginning a flight, familiarize himself with all available infor- is required by law to operate the airplane in accordance with
mation concerning that flight. the FAA Approved Airplane Flight Manual and placards
installed.
Obtain a current and complete preflight briefing. This should
consist of local, enroute and destination weather and PREFLIGHT INSPECTION
enroute navaid information. Enroute terrain and obstruc-
In addition to maintenance inspections and preflight informa-
tions, alternate airports, airport runways active, length of
tion required by FAR Part 91, a complete, careful preflight
runways, and take-off and landing distances for the airplane
inspection is imperative.
for conditions expected should be known.
Each airplane has a checklist for the preflight inspection
The prudent pilot will review his planned enroute track and
which must be followed. USE THE CHECKLIST.
stations and make a list for quick reference. It is strongly
recommended a flight plan be filed with Flight Service Sta- WEIGHT AND BALANCE
tions, even though the flight may be VFR. Also, advise Flight
Service Stations of changes or delays of one hour or more Maintaining center of gravity within the approved envelope
and remember to close the flight plan at destination. throughout the planned flight is an important safety consid-
eration.
The pilot must be completely familiar with the performance
of the airplane and performance data in the Pilot's Operat- The airplane must be loaded so as not to exceed the weight
ing Handbook and FAA Approved Airplane Flight Manual. and center of gravity (C.G.) limitations. Airplanes that are
The effects of temperature and pressure altitude must be loaded above the maximum take-off or landing weight limi-
taken into account in performance. An applicable FAA tations will have an overall lower level of performance com-
Approved Airplane Flight Manual must be aboard the air- pared to that shown in the Performance section of the Pilot's
plane at all times, including the weight and balance forms Operating Handbook and FAA Approved Airplane Flight
and equipment list. Manual. If loaded above maximum takeoff weight, the take-
off distance and the landing distance will be longer than that
PASSENGER INFORMATION CARDS shown in the Performance section; the stalling speed will be
higher; rate of climb, cruising speed, and range of the air-
Beech has available, for your Beech airplane, passenger plane will all be lower than shown in the Performance sec-
information cards which contain important information on the tion.
proper use of restraint systems, oxygen masks, emergency
exits and emergency bracing procedures. Passenger infor- If an airplane is loaded so that the C.G. is forward of the for-
mation cards may be obtained at any BEECHCRAFT Avia- ward limit, it will require additional control movements for
tion Center. A pilot should not only be familiar with the infor- maneuvering the airplane with correspondingly higher con-
mation contained in the cards, but should, prior to flight, trol forces. The pilot may experience difficulty during takeoff
always inform the passengers of the information contained and landing because of the elevator control limits.
in the information cards. The pilot should orally brief the
passengers on the proper use of restraint systems, doors If an airplane is loaded aft of the aft C.G. limit, the pilot will
and emergency exits, and other emergency procedures, as experience a lower level of stability. Airplane characteristics
required by Part 91 of the FAR's. that indicate a lower stability level are; lower control forces,
difficulty in trimming the airplane, lower control forces for
STOWAGE OF ARTICLES maneuvering with attendant danger of structural overload,
decayed stall characteristics, and a lower level of lateral-
Airplane seats are designed to absorb energy in a down- directional damping.
ward direction. In order to accomplish this action, the space
between the seat pan and the floor is utilized to provide
space for seat displacement. If hard, solid objects are stored
10-8 May, 1994

'Ueemcraft Section X
Ensure that all cargo and baggage is properly secured autopilot or electric trim in the event that the autopilot or
before takeoff. A sudden shift in balance at rotation can electric trim does not disengage utilizing the disengage
cause controllability problems. methods specified in the supplements.
AUTOPILOTS AND ELECTRIC TRIM SYSTEMS

Because there are several different models of autopilots and
electric trim systems installed in Beech airplanes and differ-
ent installations and switch positions are possible from air- Transient control forces may occur when the
plane to airplane, it is essential that every owner/operator autopilot is disengaged.
review his Airplane Flight Manual (AFM) Supplements and
ensure that the supplements properly describe the autopilot
and trim installations on his specific airplane. Each pilot, 1. Tum off the autopilot master switch, if installed.
prior to flight, must be fully aware of the proper procedures 2. Pull the autopilot and trim circuit breaker(s) or tum off
for operation, and particularly disengagement, for the sys- the autopilot switch breaker, if installed.
tem as installed. 3. Tum off the RADIO MASTER SWITCH, if installed (if
In addition to ensuring compliance with the autopilot manu- the autopilot system and the trim system are wired
facturer's maintenance requirements, all owners/operators through this switch).
should thoroughly familiarize themselves with the operation,
function and procedures described in the Airplane Flight
Manual Supplements. Ensure a full understanding of the
methods of engagement and disengagement of the autopi-
lot and trim systems. Radios, including VHF COMM, are also dis-
Compare the descriptions and procedures contained in the connected when the radio master switch is
supplements to the actual installation in the airplane to off.
ensure that the supplement accurately describes your instal-
lation. Test that all buttons, switches and circuit breakers 4. Tum off the ELECTRIC MASTER SWITCH.
function as described in the supplements. If they do not
function as described, have the system repaired by a quali-
fied service agency. If field service advice or assistance is
necessary, contact Beech Aircraft Corporation, Customer
Support Department.
I WARNING I
Almost all electrically powered systems will
As stated in all AFM Supplements for autopilot systems and
be inoperative. Therefore, the cabin will
trim systems installed on Beech airplanes, the preflight
depressurize. Consult the AFM for further
check must be conducted before every flight. The preflight
information.
check assures not only that the systems and all of their fea-
tures are operating properly, but also that the pilot, before
flight, is familiar with the proper means of engagement and 5. Push the GA switch on throttle grip, if installed (depend-
disengagement of the autopilot and trim system. ing upon the autopilot system).
6. Push TEST EACH FLT switch on the autopilot control-
Autopilot AFM Supplements caution against trying to over-
ler, if installed.
ride the autopilot system during flight without disengaging
the autopilot because the autopilot will continue to trim the 7. Position inverter switch(es) (INV 1/INV 2) to OFF
airplane and oppose the pilot's actions. This could result in momentarily, then return to original position.
a severely out-of-trim condition. This is a basic feature of all
autopilots with electric trim followup.
Do not try to manually override the autopilot during flight
IN CASE OF EMERGENCY, YOU CAN OVERPOWER THE While the switch(es) are placed OFF, the AC
AUTOPILOT TO CORRECT THE ATTITUDE, Bl,IT THE power will also be removed from AC-driven
AUTOPILOT AND ELECTRIC TRIM MUST THEN IMMEDI- equipment.
ATELY BE DISENGAGED.
It is often difficult to distinguish an autopilot mattunction from

an electric trim system malfunction. The safest course is to
deactivate both. Do not re-engage either system until after
you have safely landed. Then have the systems checked by
a qualified service facility prior to further flight.
Depending upon the installation on your airplane, the follow-

ing additional methods may be available to disengage the
May, 1994 10-9

Section X 4?eecbcmft
NOTE repainting or repair of a moveable control surface will

require a verification of the control surface balance before
After the autopilot is positively disengaged, it the airplane is returned to service. Control surface drain
may be necessary to restore other electrical holes must be open to prevent freezing of accumulated
functions. Be sure when the master switches moisture, which could create an increased trailing-edge-
are turned on that the autopilot does not heavy control surface and flutter.
re-engage.
If an excessive vibration, particularly in the control column
and rudder pedals, is encountered in flight, this may be the
It is essential that you read your airplane's Pilot's Operating onset of flutter and the procedure to follow is:
Handbook and FAA Approved Airplane Flight Manual and
applicable supplements for your autopilot system and check 1. IMMEDIATELLY REDUCE AIRSPEED {lower the land-
the function and operation of your system. ing gear, if necessary).
2. RESTRAIN THE CONTROLS OF THE AIRPLANE
The engagement of the autopilot must be done in accor-
UNTIL THE VIBRATION CEASES.
dance with the instructions and procedures contained in the
AFM Supplement. 3. FLY AT THE REDUCED AIRSPEED AND LAND AT
THE NEAREST SUITABLE AIRPORT.
Particular attention must be paid to the autopilot settings
4. HAVE THE AIRPLANE INSPECTED FOR AIRFRAME
prior to engagement. If you attempt to engage the autopilot
DAMAGE, CONTROL SURFACE ATTACHING HARD-
when the airplane is out of trim, a large attitude change may
WARE CONDITION/SECURITY, TRIM TAB FREE
occur.
PLAY, PROPER CONTROL CABLE TENSION, AND
IT IS ESSENTIAL THAT THE PROCEDURES SET FORTH CONTROL SURFACE BALANCE BY ANOTHER
IN THE APPROVED AFM SUPPLEMENTS FOR YOUR MECHANIC WHO IS FULLY QUALIFIED.
SPECIFIC INSTALLATION BE FOLLOWED BEFORE
ENGAGING THE AUTOPILOT. TURBULENT WEATHER
A complete and current weather briefing is a requirement for
FLUTTER
a safe trip.
Flutter is a phenomenon that can occur when an aerody-
Updating of weather information enroute is also .essential.
namic surface begins vibrating. The energy to sustain the
The wise pilot knows that weather conditions can change
vibration is derived from airflow over the surface. The ampli-
quickly, and treats weather forecasting as professional
tude of the vibration can (1) decrease, if airspeed is
advice, rather than an absolute fact. He obtains all the
reduced; (2) remain constant, if airspeed is held constant
advice he can, but stays alert to any sign or report of chang-
and no failures occur; or (3) increase to the point of self-
ing conditions.
destruction, especially if airspeed is high and/or is allowed to
increase. Flutter can lead to an in-flight break up of the air- Plan the flight to avoid areas of reported severe turbulence.
plane. Airplanes are designed so that flutter will not occur in It is not always possible to detect individual storm areas or
the normal operating envelope of the airplane as long as the find the in-between clear areas.
airplane is properly maintained. In the case of any airplane,
decreasing the damping and stiffness of the structure or The National Weather Service classifies turbulence as fol-
increasing the trailing edge weight of control surfaces will lows:
tend to cause flutter. If a combination of those factors is suf-
Class of Turbulence Effect
ficient, flutter can occur within the normal operating enve-
lope. Extreme Airplane is violently tossed
about and is practically
Owners and operators of airplanes have the primary respon- impossible to control. May
sibility for maintaining their airplanes. To fulfill that responsi- cause structural damage.
bility, it is imperative that all airplanes receive a thorough
preflight inspection. Improper tension on the control cables Severe Airplane may be momen-
or any other loose condition in the flight control system can tarily out of control. Occu-
also cause or contribute to flutter. Pilots should pay particu- pants are thrown violently
lar attention to control surface attachment hardware includ- against the belts and back
ing tab pushrod attachment during preflight inspection. into the seat. Unsecured
Looseness of fixed surfaces or movement of control sur- objects are tossed about.
faces other than in the normal direction of travel should be
Moderate Occupants require seat
rectified before flight. Further, owners should take their air-
belts and occasionally are
planes to mechanics who have access to current technical
thrown against the belt.
publications and prior experience in properly maintaining
Unsecured objects move
that make and model of airplane. The owner should make
about.
certain that control cable tension inspections are performed
as outlined in the applicable Beech Inspection Guide. Worn
control surface attachment hardware must be replaced. Any
10-10 May, 1994

<Deechcraft Section X
King Air Series, Safety Information
shear can be very dangerous to all airplanes, large and

Light Occupants may be small, particularly on approach to landing when airspeeds
required to use seat belts, are slow.
but objects in the airplane
remain at rest. A horizontal wind shear is a sudden change in wind direction
or speed that can, for example, transform a headwind into a
Thunderstorms, squall lines and violent turbulence should tailwind, producing a sudden decrease in airspeed because
be regarded as extremely dangerous and must be avoided. of the inertia of the airplane. A vertical wind shear is a sud-
Hail and tomadic wind velocities can be encountered in den updraft or downdraft. Microbursts are intense, highly
thunderstorms that can destroy any airplane, just as torna-
localized severe downdrafts.
does destroy nearly everything in their path on the ground.
The prediction of wind shears is far from an exact science.
Thunderstorms also pose the possibility of a lightning strike Monitor your airspeed carefully when flying in storms, par-
on an airplane. Any structure or equipment which shows ticularly on approach. Be mentally prepared to add power
evidence of a lightning strike, or being subjected to a high and go around at the first indication that a· wind shear is
current flow due to a strike, or is a suspected part of a light- being encountered.
ning strike path through the airplane, should be thoroughly
inspected and any damage repaired prior to additional flight. FLIGHT IN ICING CONDITIONS
A roll cloud ahead of a squall line or thunderstorm is visible Every pilot should be intimately acquainted with the FAA
evidence of violent turbulence; however, the absence of a Approved National Weather Service definitions for ice inten-
roll cloud should not be interpreted as denoting that severe sity and accumulation which we have reprinted below:
turbulence is not present.
Intensity Ice Accumulation
Even though flight in severe turbulence must be avoided,
flight in turbulent air may be encountered unexpectedly Trace Ice becomes perceptible.
under certain conditions. Rate of accumulation
slightly greater than rate of
The following recommendations should be observed for air- sublimation. It is not haz-
plane operation in turbulent air: ardous even though
Flying through turbulent air presents two basic deicing/anti-icing equip-
problems, the answer to both is proper airspeed. ment is not utilized, unless
On one hand, if you maintain an excessive air- encountered for an
speed, you run the risk of structural damage or fail- extended period of time
ure; on the other hand, if your airspeed is too low, (over 1 hour).
you may stall. Light The rate of accumulation
If turbulence is encountered, reduce speed to the may create a problem if
turbulent air penetration speed, if given, or to the flight is prolonged in this
maneuvering speed, which is listed in the Limita- environment (over 1 hour).
tions Section of the Pilot's Operating Handbook Occasional use of deicing/
and FAA Approved Airplane Flight Manual. These anti-icing equipment will
speeds give the best assurance of avoiding exces- prevent or remove accu-
sive stress loads, and at the same time providing mulation. It does not
the proper margin against inadvertent stalls due to present a problem if the
gusts. deicing/anti-icing equip-
ment is used.
Beware of overcontrolling in an attempt to correct
for changes in attitude; applying control pressure Moderate The rate of accumulation is
abruptly will build up G-forces rapidly and could such that even short
cause structural damage or even failure. You encounters become poten-
should watch particularly your angle of bank, mak- tially hazardous and use of
ing turns as wide and shallow as possible. Be deicing/anti-icing equip-
equally cautious in applying forward or back pres- ment, or diversion, is nec-
sure to keep the airplane level. Maintain straight essary.
and level attitude in either up or down drafts. Use
Severe The rate of accumulation is
trim sparingly to avoid being grossly out of trim as
such that deicing/anti-icing
the vertical air columns change velocity and direc-
equipment fails to reduce
tion. If necessary to avoid excessive airspeeds,
lower the landing gear. or control the hazard.
Immediate diversion is
WIND SHEAR necessary.
Wind shears are rapid, localized changes in wind direction, It is no longer unusual to find deicing and anti-icing equip-
which can occur vertically as well as horizontally. Wind ment on a wide range of airplane sizes and types. Since the
May, 1994 10-11

Section X ~
capability of this equipment varies, it becomes the pilot's pri- same reasons, stall warning devices are not accurate and
mary responsibility to understand limitations which restrict cannot be relied upon in icing conditions.
the use of the airplane in icing conditions and the conditions
which may exceed the systems capacity. Even though the pilot maintains the prescribed minimum
speeds for operating in icing conditions, ice is still likely to
Pilots and airplane owners must carefully review the Pilot's build up on the unprotected areas. Under some atmospheric
Operating Handbook and FM Approved Airplane Flight conditions, it may even build up aft of the de-iced areas
Manual in order to ascertain the required operable equip- despite the maintenance of the prescribed minimum speed.
ment needed for flight in icing conditions. In addition, they The effect of ice accumulation on any unprotected surface is
must ascertain from the same sources the limits of approval aggravated by length of exposure to the icing conditions. Ice
or certification of their airplane for flight in icing conditions, buildup on unprotected surfaces will increase drag, add
and plan the flight accordingly if icing conditions are known weight, reduce lift, and generally, adversely affect the aero-
or forecast along the route. dynamic characteristics and performance of the airplane. It
can progress to the point where the airplane is no longer
Remember that regardless of its combination of deicing/anti- capable of flying. Therefore, the pilot operating even a fully-
icing equipment, any airplane not fully equipped and func- equipped airplane in sustained icing conditions must remain
tional for IFR flight is not properly equipped for flight in icing sensitive to any indication, such as observed ice accumula-
conditions. An airplane which does not have all critical areas tion, loss of airspeed, the need for increased power,
protected in the required manner by fully operational equip- reduced rate of climb, or sluggish response, that ice is accu-
ment must not be exposed to icing encounters of any inten- mulating on unprotected surfaces and that continued flight in
sity. When icing is detected, the pilot of such an airplane these conditions is extremely hazardous, regardless of the
must make immediate diversion by flying out of the area of performance of the deicing/anti-icing equipment.
visible moisture or going to an altitude where icing is not
encountered. Since flight in icing conditions is not an everyday occur-
rence, it is important that you maintain a proper proficiency
Even airplanes fully equipped and certified for flight in the and awareness of the operating procedures necessary for
icing conditions described in Appendix C to FAR Part 25 safe operation of the airplane and that the airplane is in a
must avoid flights into those conditions defined by the condition for safe operation.
National Weather Service as "Severe". No airplane
equipped with any combination of deicing/anti-icing equip- Ensure moisture drains in the airplane structure are main-
ment can be expected to cope with such conditions. As tained open as specified in the Aircraft Maintenance Manual,
competent pilots know, there appears to be no predictable so that moisture will not collect and cause freezing in the
limits for the severest weather conditions. For essentially the control cable area. Also, control surface tab hinges should
same reasons that airplanes, however designed or be maintained and lubricated as specified in the Aircraft
-equipped for IFR flight, cannot be flown safely into condi- Maintenance Manual.
tions such as thunderstorms, tornadoes, hurricanes or other
phenomena likely to produce severe turbulence, airplanes In icing conditions the autopilot should be disengaged at an
equipped for flight in icing conditions cannot be expected to altitude sufficient to permit the pilot to gain the feel of the
cope with "Severe" icing conditions as defined by the airplane prior to landing. In no case should this be less than
National Weather Service. The prudent pilot must remain the minimum altitude specified in the Autopilot Airplane
alert to the possibility that icing conditions may become Flight Manual Supplement.
"Severe" and that his equipment will not cope with them. At
Observe the procedures set forth in your Pilot's Operating
the first indication that such condition may have been
Handbook and FAA Approved Airplane Flight Manual during
encountered or may lie ahead, he should immediately react
operation in icing conditions.
by selecting the most expeditious and safe course for diver-
sion. Activate your deice and anti-icing systems before entering
an area of moisture where you are likely to go through a
Every pilot of a properly fully-equipped Beech airplane who
freezing level.
ventures into icing conditions must maintain the minimum
speed (KIAS) for operation in icing conditions, which is set For any owner or pilot whose use pattern for an airplane
forth in the Normal Procedures section, and in the Limita- exposes it to icing encounters, the following references are
tions section, of his Pilot's Operating Handbook and FAA required reading for safe flying:
Approved Airplane Flight Manual. The pilot must remain
aware of the fact that if he allows his airspeed to deteriorate • The airplane's Pilot's Operating Handbook and FAA
below this minimum speed, he will increase the angle of Approved Airplane Flight Manual, especially the sec-
attack of his airplane to the point where ice may build up on tions on Normal Procedures, Emergency Procedures,
the under side of the wings aft of the area protected by the Abnormal Procedures, Systems, and Safety Informa-
deice/anti-icing equipment. tion.
• FAA Advisory Circular 91-51 - Airplane Deice and Anti-
Ice build-up, and its extent in unprotected areas may not be ice Systems.
directly observable from the cockpit. Due to distortion of the
wing airfoil, increased drag and reduced lift, stalling speeds • Weather Flying by Robert N. Buck.
will increase as ice accumulates on the airplane. For the
10-12 May, 1994

4l-.echcraft Section X
Finally, the most important ingredients to safe flight in icing can see through to the other side. Turbulence and wind
conditions - regardless of the airplane or the combination of shear under the storm could be disastrous.
deicing/anti-icing equipment - are a complete and current 3. Don't fly without airborne radar into a cloud mass con-
weather briefing, sound pilot judgment, close attention to the taining scattered embedded thunderstorms. Scattered
rate and type of ice accumulations, and the knowledge that thunderstorms not embedded usually can be visually
"severe icing" as defined by the National Weather Service is circumnavigated.
beyond the capability of modem airplanes and an immediate
diversion must be made. It is the inexperienced or unedu- 4. Don't trust the visual appearance to be a reliable indica-
cated pilot who presses on "regardless" hoping that steadily tor of the turbulence inside a thunderstorm.
worsening conditions will improve, only to find himself flying 5. Do avoid by at least 20 miles any thunderstorm identi-
an airplane which has become so loaded with ice that he fied as severe or giving an intense radar echo. This is
can no longer maintain altitude. At this point he has lost especially true under the anvil of a large cumulonimbus.
most, if not all, of his safety options, including perhaps a 180
6. Do circumnavigate ihe entire area if the area has 6/10
degree tum to return along the course already traveled.
or more thunderstorm coverage.
The responsible and well-informed pilot recognizes the limi- 7. Do remember that vivid and frequent lightning indicates
tations of weather conditions, his airplane and its systems, the probability of a severe thunderstorm.
and reacts promptly.
8. Do regard as extremely hazardous any thunderstorm
WEATHER RADAR with tops 35,000 feet or higher whether the top is visu-
ally sighted or determined by radar.
Airborne weather avoidance radar is, as its name implies,
for avoiding severe we,;1ther - not for penetrating it. Whether If you cannot avoid penetrating a thunderstorm, the follow-
to fly into an area of radar echoes depends on echo inten- ing are some do's BEFORE entering the storm:
sity, spacing between the echoes, and the capabilities of 9. Tighten your safety belt, put on your shoulder harness,
you and your airplane. Remember that weather radar and secure all loose objects.
detects precipitation drops. Except for the most advanced 10. Plan and hold your course to take you through the
radar units, it does not detect turbulence. Therefore, the
storm in minimum time.
radar scope provides no assurance of avoiding turbulence.
The radar scope also does not provide assurance of avoid- 11. To avoid the most critical icing, establish a penetration
ing instrument weather from clouds and fog. Your scope · altitude below the freezing level or an altitude where the
may be clear between intense echoes; this clear area does OAT is -15°C or colder.
not necessarily mean you can fly between the storms and 12. Verify that pitot heat is on, and activate anti-ice sys-
maintain visual sighting of them. · tems. Icing can be rapid at any altitude and can cause
almost instantaneous power failure and/or loss of air-
Thunderstorms build and dissipate rapidly. Therefore, do not
speed indication.
attempt to plan a course between echoes. The best use of
ground radar information is to isolate general areas and cov- MOUNTAIN FL YING
erage of echoes. You must avoid individual storms by
in-flight observations either by visual sighting or airborne Pilots flying in mountainous areas should inform themselves
radar. It is better to avoid the whole thunderstorm area than of all aspects of mountain flying, including the effects of top-
to detour around individual storms, unless they are scat- ographic features on weather conditions. Many good articles
tered. have been published, and a synopsis of mountain flying
operations is included in the FAA Airman's Information Man-
Remember that while hail always gives a radar echo, it may ual, Part 1.
fall several miles from the nearest visible cloud and hazard-
ous turbulence may extend to as much as 20 miles from the Avoid flight at low altitudes over mountainous terrain, par-
echo edge. Avoid intense or extreme level echoes by at ticularly near the lee slopes. If the wind velocity near the
least 20 miles; that is, such echoes should be separated by level of the ridge is in excess of 25 knots and approximately
at least 40 miles before you fly between them. With weaker perpendicular to the ridge, mountain wave conditions are
echos you can reduce the distance by which you avoid likely over and near the lee slopes. If the wind velocity at the
them. level of the ridge exceeds 50 knots, a strong mountain wave
is probable with extreme up and down drafts and severe tur-
Above all, remember this; never regard any thunderstorm bulence. The worst turbulence will be encountered in and
lightly. Even when radar observers report the echoes are of below the rotor zone, which is usually 8 to 10 miles down-
light intensity, avoiding thunderstorms is the best policy. The wind from the ridge. This zone is sometimes characterized
following are some do's and don'ts of thunderstorm avoid- by the presence of "roll clouds" if sufficient moisture is
ance: present. Altocumulus standing lenticular clouds are also vis-
1. Don't land or take off in the face of an approaching ible signs that a mountain wave exists, but their presence is
thunderstorm. Sudden gust-front low level turbulence likewise dependent upon moisture. Mountain wave turbu-
could cause loss of control. lence can, of course, occur in dry air and the absence of
such clouds should not be taken as assurance that moun-
2. Don't attempt to fly under a thunderstorm even if you tain wave turbulence will not be encountered. A mountain
May, 1994 10-13

Section X 'ileemcmft
wave downdraft may exceed the climb capability of your air- Excessive speed accidents occur at airspeeds greatly in
plane. Avoid mountain wave downdrafts. excess of two operating limitations which are specified in the
manuals (Maximum maneuvering speed and the "red line"
VFRATNIGHT or maximum operating speed). Such speed limits are set to·
protect the structure of an airplane. For example, control
When flying VFR at night, in addition to the altitude appro-
surfaces are designed to be used to their fullest extent only
priate for the direction of flight, pilots should maintain a safe
below a the airplane's maximum maneuvering speed. As a
minimum altitude as dictated by terrain, obstacles such as
result, the control surfaces should never be suddenly or fully
TV towers, or communities in the area. This is especially
deflected above maximum maneuvering speed. Turbulence
true in mountainous terrain, where there is usually very little
penetration should not be performed above that speed. The
ground reference. Minimum clearance is 2,000 feet above
accidents we are discussing here occur at airspeeds greatly
the highest obstacle enroute. Do not depend on your ability
in excess of these limitations. No airplane should ever be
to see obstacles in time to miss them. Flight on dark nights
flown beyond its FAA approved operating limitations.
over sparsely populated country can be the same as IFR.
FLIGHT WITH ONE ENGINE INOPERATIVE
VERTIGO - DISORIENTATION
Safe flight with one engine out requires an understanding of
Disorientation can occur in a variety of ways. Dur!ng flight,
the basic aerodynamics involved, as well as proficiency in
inner-ear balancing mechanisms are subjected to varied engine-out procedures.
forces not normally experienced on the ground. This, com-
bined with loss of outside visual reference, can cause ver- Loss of power from one engine affects both climb perfor-
tigo. False interpretations (illusions) result, and may confuse mance and. controllability of twin-engine airplanes. Climb
the pilot's conception of the attitude and position of his air- performance depends on an excess of power over that
plane. required for level flight. Loss of power from one engine obvi-
ously represents a 50% loss of power but, in virtually all
Under VFR conditions, the visual sense, using the horizon twin-engine airplanes, climb performance is reduced by at
as a reference, can override the illusions. Under low visibil-
least 80%. A study of the charts in your Pilot's Operating
ity conditions (night, fog, clouds, haze, etc.) the illusions pre- Handbook and FAA Approved Airplane Flight Manual will
dominate. Only through awareness of these illusions, and confirm this fact. Single-engine climb performance depends
proficiency in instrument flight procedures, can an airplane
on four factors:
be operated safely in a low visibility environment.
Airspeed Too little, or too much, will
Flying in fog, dense haze or dust, cloud banks, or very low decrease climb perfor-
visibility, with strobe lights or rotating beacons turned on can mance
contribute to vertigo. They should be turned off in these
conditions, particularly at night. Drag Gear, flaps, and windmil-
ling prop
Motion sickness often precedes or accompanies disorienta-
Power Amount available in excess
tion and may further jeopardize the flight.
of that needed for level
Disorientation in low visibility conditions is not limited to VFR flight
pilots. Although IFR pilots are trained to look at their instru- Weight Passengers, baggage, and
ments to gain an artificial visual reference as a replacement fuel load greatly affect
for the loss of a visual horizon, they do not always do so. climb performance
This can happen when: the pilot's physical condition will not
permit him to concentrate on his instruments, when the pilot Loss of power on one engine creates yaw due to asymetric
is not proficient in flying instrument conditions in the airplane thrust. Yaw forces must be balanced with the rudder. Loss
he is flying, or when the pilot's work load of flying by refer- of power on one engine also reduces airflow over the wing.
ence to his instruments is compounded by such factors as In addition, yaw affects the lift distribution over the wing
turbulence. Even an instrument rated pilot encountering causing a roll toward the "dead" engine. These roll forces
instrument conditions, intentional or unintentional, should may be balanced by banking slightly (up to 5°) into the oper-
ask himself whether or not he is sufficiently alert and profi- ating engine.
cient in the airplane he is flying to fly under low visibility
conditions and the turbulence anticipated or encountered. Airspeed is the key to safe single-engine operations. For
most twin-engine airplanes there is:
All pilots should check the weather and use good judgement
in planning flights. If any doubt exists, the flight should not Symbol Description
be made or it should be discontinued as soon as possible. Airspeed below which
directional control cannot
The result of vertigo is loss of control of the airplane. If the
be maintained
loss of control is sustained, it will result in an excessive
speed accident. Excessive speed accidents occur in one of VssE Airspeed below which an
two manners - either as an inflight airframe separation or as intentional engine cut
a high speed ground inpact, and they are fatal accidents in should never be made
either case. All airplanes are subject to this form of accident.
10-14 May, 1994

.4?eemcraft Section X
Drag caused by a windmilling propeller, extended landing

VvsE Airspeed that will give the
gear, or flaps in the landing position, will severely degrade
best single engine rate-of- or destroy single-engine climb performance. Since climb
climb (or the slowest loss performance varies widely with weight, temperature, alti-
of altitude} tude, and airplane configuration, the climb gradient (altitude
VxsE Airspeed that will give the gain or loss per mile} may be marginal - or even negative -
steepest angle-of-climb under some conditions. Study the Pilot's Operating Hand-
with one engine out book and FAA Approved Airplane Flight Manual for your
specific airplane and know what performance to expect with
AIR MINIMUM CONTROL SPEED (VMcAJ one engine out.
VMCA is designated by the red radial on the airspeed indica- ONE-ENGINE-INOPERATIVE BEST
tor and indicates the minimum control speed, airborne at ANGLE-OF-CLIMB SPEED (VxsE)
sea level. VMCA is determined by FAA regulations as the
minimum airspeed at which it is possible to recover direc- VxsE is used only to clear obstructions during initial climb-
tional control of the airplane within 20 degrees heading out as it gives the greatest altitude gain per unit of horizon-
change, and therefore maintain straight flight, with not more tal distance. It requires more rudder control input than VvsE-
than 5 degrees of bank if one engine fails suddenly with:
SINGLE ENGINE SERVICE CEILING
• Takeoff power on the operative engine
• Rearmost allowable center of gravity The single engine service ceiling is the maximum altitude at
which an airplane will climb at a rate of at least 50 feet per
• Flaps in takeoff position
minute in smooth air, with one engine inoperative.
• Propeller on failed engine windmilling (feathered if
Auto-Feather system is required} The single-engine service ceiling graph should be used dur-
ing flight planning to determine whether the airplane, as
However, sudden engine failures rarely occur with all factors loaded, can maintain the Minimum Enroute Altitude (MEA} if
listed above, and therefore, the actual VMcA under any par- IFR, or terrain clearance if VFR, following an engine failure.
ticular situation may be a little slower than the red radial on
the airspeed indicator. Most airplanes will not maintain level BASIC SINGLE ENGINE PROCEDURES
flight at speeds at or near VMCA· Consequently, it is not
advisable to fly at speeds approaching VMCA, except in Know and follow, to the letter, the single-engine emergency
training situations or during flight tests. Adhering to the prac- procedures specified in your Pilot's Operating Handbook
tice of never flying at or below the published VMcA speed for and FAA Approved Airplane Flight Manual for your airplane.
your airplane will virtually eliminate loss of directional control However, the basic fundamentals of all the procedures are
as a problem in the event of an engine failure. as follows:
1. Maintain airplane control and airspeed at all times.
INTENTIONAL ONE-ENGINE-INOPERATIVE THIS IS CARDINAL RULE NUMBER ONE.
SPEED (VssE)
2. Usually, apply 100% torque to the operating engine.
VSSE is specified by the airplane manufacturer and is the However, if the engine failure occurs at a speed below
minimum speed to perform intentional engine cuts. Use of VMCA, or during cruise or in a steep tum, you may elect
VssE is intended to reduce the accident potential from loss to use only enough power to maintain a safe speed and
of control after engine cuts at or near minimum control altitude. If the failure occurs on final approach, use
speed. VMCA demonstrations are necessary in training but power only as necessary to complete the landing.
should only be made at safe altitude above the terrain and 3. Reduce drag to an absolute minimum.
with power reduction on one engine made at or above VssE-
4. Secure the failed engine and related sub-systems.
ONE-ENGINE-/NOPERATIVE BEST
The first three steps should be done promptly and from
RATE-OF-CLIMB SPEED (VYSE)
memory. The check list should then be consulted to be sure
VvsE is designated by the blue radial on the airspeed indi- that the inoperative engine is secured properly and that the
cator. VvsE delivers the greatest gain in altitude in the short- appropriate switches are placed in the correct position. The
est possible time, and is based on the following criteria: airplane must be banked about 5° into the live engine, with
the "slip/skid" ball slightly out of center toward the live eng-
• Critical engine inoperative, and its propeller in the mini- ine, to achieve rated performance.
mum drag position.
• Operating engine set at not more than the maximum ANOTHER NOTE OF CAUTION. Be sure to identify the
continuous power. dead engine positively, before securing it. Remember: First
identify the suspected engine (i.e., "Dead foot means dead
• Landing gear retracted. engine"}, second, verify with cautious throttle movement,
• Wing flaps in the most favorable (i.e., best lift/drag ratio} then secure.
position.
• Airplane flown at recommended bank angle.
May, 1994 10-15

Section X ~ft
ENGINE FAILURE ON TAKEOFF It is _recognized that flight below VssE with one engine inop-
erative, or simulated inoperative, may be required for condi-
~fan e_ngine_fails before attaining V1, the only proper action tions such as practice demonstration of VMCA for multi-
1s to discontinue the takeoff. If the engine fails after v 1 , the engine pilot certification. Refer to the procedure set forth in
takeoff may be continued using the procedures specified in th~ Pilot's Operating Handbook and FAA Approved Airplane
the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual for your airplane. This procedure calls for
Flight Manual. simulating one engine inoperative by reducing the power
lever on one engine to zero thrust while operating at an air-
Your Pilot's Operating Handbook and FAA Approved Air-
speed above VssE- Power on the other engine is set at
plane Flight Manual contains charts that are used in calcu-
maximum, then airspeed is reduced at approximately one
lating the runway length required to stop if the engine fails
knot per second until either VMCA or stall warning is
at V1 speed and also has charts showing the single-engine
obtained. During this transition, rudder should be used to
performance after takeoff.
maintain directional control, and ailerons should be used to
Study your charts carefully. No airplane is capable of climb- maintain a 5° bank toward the operative engine. At the first
ing out on one engine under all weight, pressure altitude, sign of either VMCA or stall warning (which may be evi-
and temperature conditions. The maximum take-off weight denced by inability to maintain longitudinal, lateral or direc-
must be limited to achieve the required performance as tional control, aerodynamic stall buffet, or stall warning horn
specified in the LIMITATIONS section. sound), recovery must be initiated immediately by reducing
power to zero thrust on the operative engine and lowering
WHEN YOU FL y Vx, Vy, VxsE AND VYSE the nose to regain VssE- Resume normal flight. This entire
procedure should be used at a safe altitude of at least 5,000
l?uring normal two-engine operations always fly the pub- feet above the ground in clear air only.
lished take-off speeds on initial climb out. Then, accelerate
to your cruise climb airspeed after you have obtained a safe If stall warning is detected prior to the first sign of VMCA, an
·altitude. Use of cruise climb airspeed will give you increased engine-out minimum control speed demonstration cannot be
inflight visibility and better fuel economy. However, at first accomplished under the existing gross weight conditions
indication of an engine failure during climb out, or while on and should not be attempted.
approach, establish VvsE or VxsE, whichever is appropriate.
(Consult your Pilot's Operating Handbook and FAA SPINS
Approved Airplane Flight Manual for specifics.) A major cause of fatal accidents in general aviation air-
planes is a spin. Stall demonstrations and practice are a
STALLS, SLOW FLIGHT AND TRAINING
means for a pilot to acquire the skills to recognize when a
The stall waming system must be kept operational at all stall is about to occur and to recover as soon as the first
times and must not be deactivated by interruption of circuits signs of a stall are evident. IF A STALL DOES NOT OCCUR
or circuit breakers. Compliance with this requirement is - A SPIN CANNOT OCCUR. It is important to remember,
especially important in all high performance multi-engine air- however, that a stall can occur in any flight attitude, at any
planes during engine-out practice or stall demonstrations, airspeed, if controls are misused.
because the stall speed is critical in operation of high-
Your airplane has not been tested for spin recovery charac-
performance airplanes.
= teristics, and is placarded against intentional spins.
The single-engine stall speed of a twin-engine airplane is
The pilot of an airplane placarded against intentional spins
generally slightly below the power off (engines idle) stall ·
should assume that the airplane may become uncontrollable
speed for a given weight condition. Single-engine stalls in
in a spin, since its performance characteristics beyond cer-
multi-engine airplanes are not recommended. Single-engine
tain limits specified in the FAA regulations have not been
stalls should not be conducted in high performance air-
tested and are unknown. This is why airplanes are plac-
planes by other than qualified engineering test pilots.
arded against intentional spins, and this is why stall avoid-
VMcA demonstrations should not be attempted when the ance is your protection against an inadvertent spin.
altitude and temperature are suci'l that the engine-out mini-
Pilots are taught that intentional spins are entered by delib-
mum control speed is known, or discovered to be, close to
erately inducing a yawing moment with the controls as the
the stalling speed. Loss of directional or lateral control, just
airplane is stalled. Inadvertent spins result from the same
as a stall occurs, is potentially hazardous.
combination - stall plus yaw. That is why it is important to
VssE, the airspeed below which an engine should not be use coordinated controls and to recover at the first indication
intentionally rendered inoperative for practice purposes, was of a stall when practicing stalls.
established because of the apparent practice of some pilots,
In any twin engine airplane, fundamental aerodynamics dic-
instructors, and examiners, of intentionally rendering an
tate that if the airplane is allowed to become fully stalled
engine inoperative at a time when the airplane is being oper-
while one engine is providing lift-producing thrust, the yaw-
ated at a speed close to, or below, the flight idle stall speed.
ing moment which can induce a ~in will be present. Conse-
Unless the pilot takes immediate and proper corrective
quently, it is important to immediately reduce power on the·.
action under such circumstances, it is possible to enter an
operating engine, lower the nose to reduce the angle of
inadvertent spin.
attack, and increase the airspeed to recover from the stall.
10-16 May, 1994

Oeechcraft Section X
In any twin engine airplane, if application of stall recovery close range, degenerating with time, wind and distance.
controls is delayed, a rapid rolling and yawing motion may These are rolling in nature, from each wing tip. In tests, vor-
develop, even against full aileron and rudder, resulting in the tex velocities of 133 knots have been recorded. Encounter-
airplane becoming inverted during the onset of a spinning ing the rolling effect of wing tip vortices within two minutes
motion. Once the airplane has been permitted to progress after passage of large airplanes is extremely hazardous to
beyond the stall and is allowed to reach the rapid rolling and small airplanes. This roll effect can exceed the maximum
yawing condition, the pilot must then immediately initiate the counter roll obtainable in a small airplane. The turbulent
generally accepted spin recovery procedure for multi-engine areas may remain for three minutes or more, depending on
airplanes, which is as follows: wind conditions, and may extend several miles beyond the
airplane. Plan to fly slightly above and to the windward side
Immediately move the control column full forward, apply full of other airplanes. Because of the wide variety of conditions
rudder opposite to the direction of the spin and reduce that can be encountered, there is no set rule to follow to
power on both engines to idle. These three actions should avoid wake turbulence in all situations. However, the Air-
be done as near simultaneously as possible; then continue man's Information Manual, and to a greater extent Advisory
to hold this control position until rotation stops and then neu- Circular 90-23, Aircraft Wake Turbulence, provides a thor-
tralize all controls and execute a smooth .pullout. Ailerons ough discussion of the factors you should be aware of when
should be neutral during recovery. THE LONGER THE wake turbulence may be encountered.
PILOT DELAYS BEFORE TAKING CORRECTIVE ACTION,
THE MORE DIFFICULT RECOVERY WILL BECOME. TAKEOFF AND LANDING CONDITIONS
Always remember that extra alertness and good pilot tech- When taking off on runways covered with water or freezing
niques are required for slow flight maneuvers, including the slush, the landing gear should remain extended for approxi-
practice or demonstration of stalls or VMCA- In addition to mately ten seconds longer than normal, allowing the wheels
the foregoing mandatory procedure, always: to spin and dissipate the freezing moisture. The landing gear
• Be certain that the center of gravity of the airplane is as should then be cycled up, then down, wait approximately
far forward as possible. Forward C.G. aids stall recov- five seconds and then retracted again. Caution must be
ery, spin avoidance and spin recovery. An aft C.G. can exercised to ensure that the entire operation is performed
create a tendency for a spin to flatten out, which delays below Maximum Landing Gear Operating Airspeed.
recovery.
Use caution when landing on runways that are covered by
• Conduct any maneuvers which could possibly result in water or slush which cause hydroplaning (aquaplaning), a
a spin at altitudes in excess of five thousand (5,000) phenomenon that renders braking and steering ineffective
feet above ground level in clear air only. because of the lack of sufficient surface friction. Snow and
• Remember that an airplane, at or near traffic pattern ice covered runways are also hazardous. The pilot should
and approach altitudes, cannot recover from a spin, or also be alert to the possibility of the brakes freezing.
perhaps even a stall, before impact with the ground.
Use caution when taking off or landing during gusty wind
When descending to traffic altitude and during pattern
conditions. Also be aware of the special wind conditions
entry and all other flight operations, maintain speed no
caused by buildings or other obstructions located near the
lower than VssE- On final approach maintain at least
runway in a crosswind pattern.
the airspeed shown in the flight manual. RecognizeJ_hat
under some conditions of weight, density altitude, and
airplane configuration, a twin engine airplane .cannot
MEDICAL FACTS FOR PILOTS
climb or accelerate on a single engine; hence a single
GENERAL
engine go-around is impossible and the airplane is com-
mitted to a landing. Plan your approach accordingly. When the pilot enters the airplane, he becomes an integral
• Remember that, if a stall or spin occurs under instru- part of the man-machine system. He is just as essential to a
ment conditions, the pilot, without reference to the hori- successful flight as the control surfaces. To ignore the pilot
zon, is certain to become disoriented. He may be in preflight planning would be as senseless as failing to
unable to recognize-a stall, spin entry, or the spin con- inspect the integrity of the control surfaces or any other vital
dition and he may be unable to determine even the part of the machine. The pilot has the responsibility for
direction of the rotation. determining his reliability prior to entering the airplane for
flight. When piloting an airplane, an individual should be free
• Finally, never forget that stall avoidance is your best
of conditions which are harmful to alertness, ability to make
protection against an inadvertent spin. MAINTAIN
correct decisions, and rapid reaction time.
YOUR AIRSPEED.
FATIGUE
VORTICES - WAKE TURBULENCE
Fatigue generally slows reaction time and causes errors due
Every airplane generates wakes of turbulence while in flight.
to inattention. In addition to the most common cause of
Part of this is from the propeller or jet engine, and part from
fatigue, insufficient rest and loss of sleep, the pressures of
the wing tip vortices. The larger and heavier the airplane,
business, financial worries, and family problems can be
the more pronounced and turbulent the wakes will be. Wing
important contributing factors. If you are tired, don't fly.
tip vortices from large, heavy airplanes are very severe at
May, 1994 10-17

Section X ~
HYPOXIA Pilots who wear beards should be careful to ensure that

their beard is carefully trimmed so that it will not interfere
Hypoxia, in simple terms, is a lack of sufficient oxygen to with proper sealing of the oxygen masks. If you wear a
keep the brain and other body tissues functioning properly. beard or mustache, test the fit of your oxygen mask on the
There is a wide individual variation in susceptibility to hyp- ground for proper sealing. Studies conducted by the military
oxia. In addition to progressively insufficient oxygen at and oxygen equipment manufacturers conclude that oxygen
higher altitudes, anything interfering with the blood's ability masks do not seal over beards or heavy facial hair.
to carry oxygen can contribute to hypoxia (anemias, carbon
monoxide, and certain drugs). Also, alcohol and various Federal Aviation Regulations related to the use of supple-
drugs decrease the brain's tolerance to hypoxia. mental oxygen by flight crew and passengers must be
adhered to if flight to higher altitudes is to be accomplished
Your body has no built-in alarm system to let you know safely. Passengers with significant circulatory or lung dis-
when you are not getting enough oxygen. It is impossible to ease may need to use supplemental oxygen at lower alti-
predict when or where hypoxia will occur during a given tudes than specified by these regulations.
flight, or how it will manifest itself. Some of the common
symptoms of hypoxia are increased breathing rate, a light- Pilots of pressurized airplanes should receive physiological
headed or dizzy sensation, tingling or warm sensation, training with emphasis on hypoxia and the use of oxygen
sweating, reduced visual field, sleepiness, blue coloring of and oxygen systems. Pilots of airplanes with pressure
skin, fingernails and lips, and behavior changes. A particu- demand oxygen systems should undergo training, experi-
larly dangerous feature of hypoxia is an increased sense of ence altitude chamber decompression, and be familiar with
well-being, called euphoria. It obscures a person's ability pressure breathing before flying at high altitude. This train-
and desire to be critical, slows reaction time, and impairs ing is available throughout the United States at nominal
thinking ability. Consequently, an hypoxic individual com- cost. Information regarding this training may be obtained by
monly believes things are getting progressively better while request from the Chief, Civil Aeromedical Institute, Attention:
he nears total collapse. Aeromedical Education Branch, MC-140, Mike Monroney
Aeronautical Center, P.O. Box 25082, Oklahoma City, Okla-
The symptoms are slow but progressive, insidious in onset, homa 73125
and are most marked at altitudes above ten thousand feet.
Night vision, however, can be impaired starting at an altitude HYPERVENTILATION
of 5,000 feet. Persons who have recently overindulged in
alcohol, who are moderate to heavy smokers, or who take Hyperventilation, or overbreathing, is a disturbance of respi-
certain drugs, may be more susceptible to hypoxia. Suscep- ration that may occur in individuals as a result of emotional
tibility may also vary in the same individual from day to day tension or anxiety. Under conditions of emotional stress,
or even morning to evening. fright, or pain, breathing rate may increase, causing
increased lung ventilation, although the carbon dioxide out-
Depending upon altitude, a hypoxic individual requires more put of the body cells does not increase. As as result, carbon
time to make decisions and perform useful acts, even dioxide is washed out" of the blood. The most common
0
though he may remain conscious for a longer period. If pres- symptoms of hyperventilation are: dizziness, nausea, sleepi-
surization equipment fails, the pilot and passengers have ness, and finally, unconsciousness. If the symptoms persist,
only a certain amount of time to get an oxygen mask on discontinue use of oxygen and consciously slow your
before they exceed their time of useful consciousness. The breathing rate until symptoms clear, and then resume nor-
time of useful consciousness is approximately 3-5 minutes mal breathing rate. Normal breathing can be aided by talk-
at 25,000 feet of altitude for the average individual and ing aloud.
diminishes markedly as altitude increases. At 30,000 feet,
altitude, for example, the time of useful consciousness is ALCOHOL
approximately 1-2 minutes. Therefore, in the event of
depressurization, oxygen masks should be used immedi- Common sense and scientific evidence dictate that you
ately. must not fly as a crew member while under the influence of
alcohol. Alcohol, even in small amounts, produces {among
Should symptoms occur that cannot definitely be identified other things}:
as either hypoxia or hyperventilation, try three or four deep • A dulling of critical judgement.
breaths of oxygen. The symptoms should improve markedly
• A decreased sense of responsibility.
if the condition was hypoxia (recovery from hypoxia is rapid}.
• Diminished skill reactions and coordination.
Pilots who fly to altitudes that require or may require the use
• Decreased speed and strength of muscular reflexes
of supplemental oxygen should be thoroughly familiar with
{even after one ounce of alcohol}.
the operation of the airplane oxygen systems. A preflight
inspection of the system should be performed, including • Decreases in efficiency of eye movements during read-
proper fit of the mask. ing (after one ounce of alcohol).
• Increased frequency of errors {after one ounce of alco-
The passengers should be briefed on the proper use of their
oxygen system before flight. hol).
• Constriction of visual fields.
• Decreased .ability to see under dim illuminations.
10-18 May, 1994

<i1eechcraft Section X
King Air Series Sa~ety Information
• Loss of efficiency of sense of touch. over-the-counter remedies and drugs such as aspirin, anti-
• Decrease of memory and reasoning ability. histamines, cold tabl~ts, cough mixtures, laxatives, tranquil-
izers, and appetite suppressors may seriously impair the
• Increased susceptibility to fatigue and decreased atten- judgment and coordination needed while flying. The safest
tion span. rule is to take no medicine before or while flying, except
• Decreased relevance of response. after consultation with your Aviation Medical Examiner.
• Increased self confidence with decreased insight into SCUBA DIVING
immediate capabilities.
Flying shortly after any prolonged scuba diving could be
Tests have shown that pilots commit major errors of judg- dangerous. Under the increased pressure of the water,
ment and procedure at blood alcohol levels substantially excess nitrogen is absorbed into your system. If sufficient
less than the minimum legal levels of intoxication for most time has not elapsed prior to takeoff for your system to rid
states. These tests further show a continuation of impair- itself of this excess gas, you may experience the bends at
ment from alcohol up to as many as 14 hours after con- cabin altitudes even under 10,000 feet.
sumption, with no appreciable diminution of impairment. The
body metabolizes ingested alcohol at a rate of about one- CARBON MONOXIDE AND NIGHT VISION
third of an ounce per hour. Even after the body completely
destroys a moderate amount of alcohol, a pilot can still be The presence of carbon monoxide results in hypoxia which
severely impaired for many hours by hangover. The effects will affect night vision in the same manner and extent as
of alcohol on the body are magnified at altitudes; 2 oz. of hypoxia from high altitudes. Even small levels of carbon
alcohol at 18,000 feet produce the same adverse effects as monoxide have the same effect as an altitude increase of
6 oz. at sea level. 8,000 to 10,000 feet. Smoking several cigarettes can result
in a carbon monoxide saturation sufficient to affect visual
Federal Aviation Regulations have been amended to reflect sensitivity equal to an increase of 8,000 feet altitude.
the FAA's growing concern with the effects of alcohol impair-
ment. FAR 91 states: DECOMPRESSION SICKNESS
"Alcohol or drugs.
Pilots flying unpressurized airplanes at altitudes in excess of
(a) No 'person may act or attempt to act as a crew- 10,000 feet should be alert for the symptoms of 'decompres-
member of a civil aircraft - son sickness'. This phenomenon, while rare, can impair the
(1) Within 8 hours after the consumption of any pilot's ability to perform and in extreme cases, can result in
alcoholic beverage; the victim being rendered unconscious. Decompression
(2) While under the influence of alcohol; sickness, also known as dysbarism and aviator's "bends", is
caused by nitrogen bubble formation in body tissue as the
(3) While using any drug that affects the per- ambient air pressure is reduced by climbing to higher alti-
son's faculties in any way contrary to safety; or tudes. The symptoms are pain in the joints, abdominal
(4) While having .04 percent by weight or more cramps, burning sensations in the skin, visual impairment
alcohol in the blood. and numbness. Some of these symptoms are similar to hyp-
oxia. The only known remedy for decompression sickness is
(b) Except in an emergency, no pilot of a civil air-
recompression, which can only be accomplished in an
craft may allow a person who appears to be intoxi-
unpressurized airplane by descending. The pilot should
cated or who demonstrates by manner or physical
immediately descend if it is suspected that this condition
indications that the individual is under the influence
existed, since the effect will only worsen with continued
of drugs (except a medical patient under proper
exposure to the reduced pressure environment at altitude
care) to be carried in that aircraft."
and could result if uncorrected, in complete incapacitation.
Because of the slow destruction of alcohol by the body, a The possibility of decompression sickness can be greatly
pilot may still be under influence eight hours after drinking a reduced by pre-breathing oxygen prior to flight and by com-
moderate amount of alcohol. Therefore, an excellent rule is mencing oxygen breathing well below the altitudes where it
to allow at least 12 to 24 hours between "bottle and throttle," is legally mandatory.
depending on the amount of alcoholic beverage consumed.
DRUGS
Self-medication or taking medicine in any form when you are
flying can be extremely hazardous. Even simple home or
. May, 1994 10-19

Section X 'i."?eedlcra.ft
A FINAL WORD Thus, this SAFETY INFORMATION is directed to the pilot,

for it is in the area of the skill and proficiency of you, the
Airplanes are truly remarkable machines. They enable us to pilot, that the greatest gains in safe flying are to be made
shrink distance and time, and to expand our business and over the years to come. Intimate knowledge of your airplane,
personal horizons in ways that, not too many years ago, its capabilities and its limitations, and disciplined adherence
were virtually inconceivable. For many businesses, the gen- to the procedures for your airplane's operation, will enable
eral aviation airplane has become the indispensable tool of you to transform potential tragedy into an interesting hangar
efficiency. story when - as it inevitably will - the abnormal situation is
presented.
Advances in the mechanical reliability of the airplane we fly
have been equally impressive, as attested by the steadily Know your airplane's limitations, and your own. Never
declining statistics of accidents attributed to mechanical exceed either.
causes, at a time when the airframe, systems and power-
plants have grown infinitely more complex. The explosion in Safe Flying,
capability of avionics systems is even more remarkable.
BEECH AIRCRAFT CORPORATION
Radar, RNAV, LORAN, sophisticated autopilots, EFIS and
other devices which, just a few years ago, were too large
and prohibitively expensive for general aviation size air-
planes, are becoming increasingly commonplace in even
the smallest airplanes.
10-20 May, 1994

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Library Contents (Release 0.

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Release Date Reason for Update Library Rev #

Last Updated: 06 Jan 2022

Pilot’s Operating Handbook

PART NUMBER SUBJECT DATE

FAA Approved by: --->o,.......~""""''rW=----::.....o.-''--r-........,HT----­

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CABIN PRESSURIZATION AND STRUCTURAL LIMITATION

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Introduction to Performance and Flight Planning ....................................................................................................... 5-3

December, 1994 5-1

5-2 December, 1994

INTRODUCTION TO PERFORMANCE AND FLIGHT PLANNING

Outside Air Temperature .•...........................................•....•........................•......•.........................................25°C

1Source: Jeppesen Airport Diagram, MAY 16-86

Route of Trip: BIL-V19-CZI-V247-DGW-V547-CYS-V19-DEN

At Stapleton International (DEN):

4Jeppesen Airport Diagram, APR 5-85.

December, 1994 5-3

Pressure Altitude At BIL:

29.92 - 29.56 = 0.36

Pressure Altitude At DEN:

MAXIMUM TAKE-OFF WEIGHT

Approximate Ground Roll .•.•.........................•...................................................•.............2430 feet (741 meters)

MAXIMUM TAKE-OFF WEIGHT WITH ONE ENGINE INOPERATIVE

Maximum Accelerate-Go Weight is ..............•..........•.•.......................................................10, 100 lbs (4581 kg}

Total Distance Over 50-Foot Obstacle ............•.......•.•....•.....................................•......6175 feet (1883 meters}

5-4 December, 1994

TAKE-OFF CLIMB GRADIENT - ONE ENGINE INOPERATIVE

Climb Gradient .....................•.................•................................................................•......................................3.3

Calculation of horizontal distance required to clear an obstacle:

The results are illustrated below:

ACCELERATE-GO TAKE-OFF= 6175 FEET (1833 METERS)

TAKE-OFF FLIGHT PATH PROFILE

The following calculations provide information for flight planning.

December, 1994 5-5

Pressure Altitude (approx)= 17,000 feet

TIME, FUEL, AND DISTANCE TO CRUISE CLIMB

Time to Climb (11 - 2) = 9 MIN

TRUE AIRSPEED FOR CRUISE

CRUISE TRUE AIRSPEEDS - KTS

Cruise True Airspeed = 243 knots

Torque Setting Per Engine= 1160 ft-lbs

Fuel Flow Per Engine = 276 lbs/hr

TIME, FUEL, AND DISTANCE TO DESCEND

Time to Descend (11.3 - 3.8) = 7.5 MIN

5-6 December, 1994

Distance to Descend (37.0 - 12.0) = 25 NM

TIME AND FUEL USED AT MAXIMUM CRUISE POWER

Time = Distance + Ground Speed

Results are as follows:

ROUTE DISTANCE ESTIMATED TIME AT FUEL USED

ISA+ 10°C .•...•............................•...•.........•...•.....•...............•..........................•...•..•...•...•..................354.1 lbs/hr

Interpolate to find the total fuel flow at ISA + 9°C:

TOTAL FUEL REQUIREMENTS

· December, 1994 5-7

CLIMB - BALKED LANDING

Rate of Climb = 820 tvmin

HOW TO USE GRAPHS

5-8 December, 1994

APPLICABLE FOR ALL FLAP POSITIONS

FAA Approved by: --->o,.......~""""''rW=----::.....o.-''--r-........,HT----