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Copyright 2012
Douglas S. Carmody and Executive Flight Training LLC are not liable for the accuracy,
effectiveness or safe use of this workbook and do not warrant that this aircraft manual or
publication contains current information and/or revisions. Aircraft manuals and publications
required for any reason other than training, study or research purposes should be obtained from
the original equipment manufacturer. Reference herein to any specific commercial products by
trade name, trademark, manufacturer, or otherwise, is not meant to imply or suggest any
endorsement by, or affiliation with that manufacturer or supplier. All trade names, trademarks
and manufacturer names are the property of their respective owners. All illustrations are the
property of Hawker Beechcraft Corporation and used with permission. Passages and examples
reprinted from Beechcraft Hawker Corporations C90A maintenance manual, and POH are used
with permission. No part of this book may be copied without the expressed written permission of
Douglas Carmody. All rights reserved.
Chapter 1
Airplane General
OBJECTIVES
After completion of this chapter, the student should be able to:
Locate and Describe:
Entry Door/Emergency Exit Baggage Area
Avionics Area Cabin Section
Fuselage Wing Section
Lights
King Air C-90A/B Training Manual 2
GENERAL
The King Air C-90A is a high performance, all metal, low wing aircraft. It
is approved for day
and night IFR/VFR
flight operations as
well as flight into
known icing. (If
properly equipped)
The airplane has
fully cantilevered
wings and a
conventional tail. The
fuselage is pressurized
to the skin between
pressure bulkheads.
The control cables,
torque shafts,
plumbing and wiring
connections that pass
through pressure walls
are installed with fitted
seals or plug
connectors to minimize
leakage. The King Air
90 fuselage is of
semimonocoque
construction and is
fabricated from,
frames, bulkheads and
keels reinforced by
King Air C-90A/B Training Manual 3
longerons and stringers. It is powered by two 550 SHP Pratt & Whitney
turboprop engines. The C-90A is equipped with two PT6A-21 engines. The
aircraft has been approved for numerous STCs for various other engine
configurations. The engines incorporate a three-stage axial and a single stage
centrifugal compressor which is driven by a single-stage reaction turbine. The
engine has proven to be extremely reliable. Unscheduled engine shutdowns
occur approximately once every 300,000 hours. Depending on the interior
configuration, the airplane can accommodate up to 10 people, although the
normal corporate configuration is 6 passengers.
NOSE SECTION
The nose section of the airplane houses the radar antenna and the avionics
bay. The radome is constructed of a composite material allowing radar waves
to pass through easily. The nose section also contains the hydraulic brake
fluid reservoir, the vacuum system inlet and the air conditioner. (Including the
compressor) The nose section is un-pressurized and is accessed via
removable panels on each side of the compartment. This compartment is
limited to 350 pounds, which includes the weight of any avionics equipment
installed within the compartment.
COCKPIT
Seats
The pilot and copilot seats are adjustable both fore and aft, as well as
vertically. The seat adjustment lever is located under the front inboard corner
of the seat. When held in the up position, the seat can be moved forward or aft
as required. Lifting the release lever under the front outboard corner of the
seat allows vertical adjustments to be made. Consistently good landings
can be made by adjusting the vertical position of the seat to create an eye
level at the center point of the windshield. The armrests pivot and can be
raised or lowered as required.
Seat Belts
The shoulder harness installation incorporates an inertia reel attached to the
back of the seat. The two straps are worn with one strap over each shoulder
and fastened into the lap belt. Spring loading at the inertia reel keeps the harness
snug, but still allows normal movement required during flight. The inertia reel
is designed to lock during sudden deceleration.
Oxygen Masks
The quick donning oxygen masks for the pilot and copilot are stored on the
bulkhead behind the pilots. Newer aircraft are equipped with masks stowed
directly above the crew. On aircraft not equipped with quick donning masks, the
crew oxygen mask can be located in the seat back pocket or underneath the
pilots seat.
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King Air C-90A/B Training Manual 4
PILOT TIP
Beards and mustaches should be trimmed so that they do not interfere with the
proper sealing of the oxygen mask.
LIGHTING SYSTEMS
Cockpit Lights
An overhead-light control panel, easily accessible to both pilot and copilot,
incorporates a functional arrangement of all lighting systems in the cockpit. Each
light group has its own rheostat switch
placarded BRT - OFF. The MASTER
PANEL LIGHTS - ON - OFF switch
controls the overhead light control
panel lights, fuel control panel lights,
engine instrument lights, radio panel
lights, subpanel and console lights,
pilot and copilot instrument lights, and
gyro instrument lights. The instrument
indirect lights in the glareshield and
overhead map lights are individually
controlled by separate rheostat
switches.
The push-button FREE AIR TEMP switch, located on the left sidewall panel next
to the gage, turns ON and OFF the lights near the outside air temperature gage.
Cabin Lights
A three-position switch on the copilot's subpanel placarded CABIN LIGHTS -
START BRIGHT - DIM - OFF, controls the fluorescent cabin lights. The switch to
the right of the interior light switch activates the cabin NO
SMOKING/FASTEN SEAT BELT signs and accompanying chimes. This three-
position switch is placarded CABIN LIGHTS - NO SMOKE & FSB - FSB - OFF.
The baggage-area light is controlled by a two-position switch just inside the
airstair door aft of the door frame and is connected to the hot battery bus.
A threshold light is located forward of the airstair door at floor level, and an
aisle light is located at floor level aft of the spar cover. A switch adjacent to the
threshold light turns both these lights on and off. The switch also turns the
exterior entry light on and off. When the airstair door is closed, all the lights
controlled by the threshold light switch will extinguish. If the master switch is on,
the individual reading lights along the top of the cabin may be turned on or off by
the passengers with a push-button switch adjacent to each light.
Exterior Lights
Switches for the landing lights, taxi lights, wing ice lights, navigation lights,
recognition lights, rotating beacons, and wing-tip and tail strobe lights are located
on the pilot's sub-panel. They are appropriately placarded as to their function.
Tail floodlights, if installed, are incorporated into the horizontal stabilizers and are
designed to illuminate both sides of the vertical stabilizer. A switch for these lights,
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King Air C-90A/B Training Manual 5
placarded LIGHTS - TAIL FLOOD - OFF, is located on the pilot's sub- panel. A
flush-mounted floodlight forward of the flaps in the bottom of the left
wing may be installed. This entry light provides illumination of the area around
the airstair door, to provide passenger convenience at night. It is controlled
by the threshold light switch just inside the door on the forward door frame,
and will extinguish automatically whenever the cabin door is closed.
PILOT TIP
In fog or low visibility conditions, landing and taxi lights should be left off to
reduce light reflections.
CABIN CONFIGURATION
Hand held fire extinguishers are mounted in the cockpit beneath the copilot seat
and in the passenger cabin beneath the last seat on the left side of the airplane.
Toilet
The aircraft is equipped with a chemical or electrically operated toilet that is
normally installed in the aft baggage compartment. The forward facing unit is
equipped with a hinged cushion cover turning the toilet into an additional
passenger seat. The seat belt and shoulder harness for the toilet
incorporates a single adjustable strap attached to the aft bulkhead.
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King Air C-90A/B Training Manual 6
Relief tubes are located on the left cabin side wall forward of the toilet and
in the cockpit under the pilots seat .
PILOT TIP
Maximum content weight in each drawer is 30 pounds
Airstair Door
The airstair entrance is attached to the airframe by a hinge at the bottom of the
door. The door swings outward and downward when
opened. A hydraulic damper allows the door to open
slowly. As a result, it isn't necessary for a crew member to
supervise when a passenger opens the door. A stairway
forms an integral part of the door and provides for easy
passenger access to the cabin. The internal door
steps fold in when the door is closed and fold out
automatically when the door is opened. While the
door is open, it is supported by a plastic-encased
cable, which also serves as a passenger handrail.
Dual stair assist cables are available as an option. The forward assist cable is
easily detachable to provide more room for loading large baggage or cargo into the
airplane. Boarding lights built into the steps provide for passenger boarding at
night. The door lights are powered by the hot battery bus so they can be
controlled at a switch near the door without turning on the battery switch. Closing
and latching the door will turn off the stair lights regardless of switch position. The
door closes against an inflatable rubber seal which is installed around the
opening in the door frame. Engine bleed air supplies pressure to inflate the
door seal and provide a positive seal around the door. The door latching system
incorporates 4 bayonet pins and 2 "J" hooks to insure structural integrity. Proper
latching of the door can be verified by both observing an annunciator light in the
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King Air C-90A/B Training Manual 7
cockpit and by visually confirming position marks on the pins. A pressure lockout
device prevents inadvertent unlocking of the door inflight.
CAUTION
Only one person at a time should be on the door stairway.
Operation
The door is operated by rotating the handle in the center of the door. The inside
and outside handles are mechanically interconnected. To open the door from
inside the airplane, push the safety release button and rotate the handle
counter clockwise. The handle is turned clockwise to open the door from
outside the airplane. The release button acts as a safety device to help prevent
CAUTION
If the DOOR UNLOCKED annunciator illuminates in flight, do not attempt to
check the security of the door! If you have any reason to suspect that the door
may not be securely locked, depressurize the cabin at a safe altitude and instruct
all passengers to remain seated with their seatbelts fastened. Only after the
airplane has made a full-stop landing and the cabin has been depressurized
member should you check the security of the cabin door.
CAUTION
If any condition specified in this door-locking procedure is not met, do not
take off.
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King Air C-90A/B Training Manual 9
PILOT TIP
Only a crew member should close the door.
CABIN WINDOWS
Cabin Exterior Windows
Each cabin window is made of a sheet of clear, stretched, acrylic plastic and is
seated in the window frame. The windows are part of the pressurization vessel
and are capable of withstanding maximum cabin pressure differential. The plastic
windows should be kept clean and waxed at all times. Only approved Plexiglas
cleaners such as Mirror Glaze, Permatex Plastic Cleaner or Parko Anti-Static
Plastic Polish should be utilized. To prevent scratches and crazing, wash the
windows carefully with plenty of mild detergent and water. Use the palm of the
hand to feel and dislodge dirt and mud. A soft cloth, chamois or sponge may be
used, but only to carry water to the window surface. Rinse the window
thoroughly, and then dry it with a clean, moist chamois. Rubbing the surface of
the plastic window with a dry cloth will serve only to build up an electrostatic
charge that attracts dust. Remove oil and grease with a cloth moistened with
kerosene. Never use gasoline, benzene, alcohol, acetone, carbon tetrachloride,
fire extinguisher or anti-ice fluid, lacquer thinner or glass cleaner. These liquids
will soften the plastic and may cause crazing. After removing all dirt and grease
from the window, it should be waxed with a good grade of commercial wax. The
wax will fill in minor scratches and help prevent additional scratches. Apply a
thin, even coat of wax and bring it to a high polish by rubbing lightly with a clean,
dry, soft flannel cloth. Never use a power buffer; the heat generated by the
buffing pad may soften the plastic.
Note: Some King Air models have shade type window blinds.
WARNING!
Do not look directly at the sun, even though polarized windows
because eye damage could result.
INTERIOR DIVIDERS
Interior dividers are provided by curtains or panels.
AFT FUSELAGE
The fuselage is designed and tested to meet fail-safe structural requirements.
There is no scheduled retirement or replacement requirement for the fuselage.
The aft fuselage area contains the oxygen
bottle and filler port. The oxygen bottle is
located in an unpressurized aft compartment.
Access to the compartment is through a door
Located on the bottom of the right side of the
Fuselage. This large lockable door on the
lower surface of the fuselage immediately aft
of the pressure bulkhead provides access for
mechanics to reach avionics, flight controls,
and other systems. All conditioned air passing out of the cabin through the outflow
valves is-ducted overboard rather than being expelled into the aft fuselage. This
eliminates the potential for a large amount of moisture being condensed out into the
fuselage area during flight.
EMPENNAGE
The empennage includes the rudder, horizontal stabilizer, vertical stabilizer,
elevators, and the trim tabs. The airplane features a conventional empennage
configuration. All empennage control surfaces are mechanically operated via
control cables and bellcranks. The flight control cable assemblies are pre-stretched
prior to installation in the airframe. This extra manufacturing process reduces the
likelihood that cables will slacken or lose tension in service. Both manual and
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King Air C-90A/B Training Manual 11
electric trim are used for elevator trim. The elevators incorporate dual trim tab
surfaces and actuators. Dual trim tabs provide symmetrical trim loading and system
redundancy. The tabs are attached to the elevator with piano type hinges to
improve strength and service life. The pneumatic de-ice boots are attached to
the leading edges of the horizontal and vertical stabilizers.
WINGS
The airplane utilizes a NACA 23000 series wing shape. This airfoil series exhibits a
balance of good high speed performance and excellent low speed handling
qualities. The NACA 23000 shape is much more tolerant of ice accumulation than a
laminar flow wing. The aircraft has a wingspan of 50'3" and incorporates a 7 wing
dihedral. The total wing area is 294 sq. feet. The Beech King Air 90 series wing
assembly consists of the center section and two outboard wing panels. The
center section is attached to and becomes an integral part of the fuselage
providing structural support for the engine nacelles and the outboard wing
assemblies. On airplane serial number, LJ-1088 and after, the outboard wing
assemblies are attached to the center section with six tension bolts located at the
upper forward, aft upper and aft lower position and two shear bolts located at the
lower forward wing attach point at the spar attach points on each wing. Shear
between the outboard wings and the center section is transferred through soft
aluminum washers between, and imbedded in, serrations on the upper spar
fittings. The center section and outboard wing assemblies are of
semimonocoque box construction. Both center section spars are I-beam sections
built up from aluminum extruded tee caps, webbing and stiffeners. Similar
construction is used in the outboard wing spars, except that a combination of
aluminum extrusion and formed U-channel members comprise the main spar
caps while those of the rear spar are composed of formed aluminum angles and
cap strips. The leading edge assembly and the main outboard wing assembly
are joined together at the main spar by continuous hinges. A subspar is installed
at the forward end of the leading edge. The space forward of this subspar is
utilized to route wiring and plumbing. Between the subspar and the main spar,
bladder fuel tanks are installed the full span of the outboard leading edge.
PILOT TIP
Many pilots think the King Air 90 "flies like a big Bonanza since they share a
common airfoil.
POWER PLANT
T h e C9 0A aircraft is powered by two Pratt and Whitney PT6A series engines.
The PT6 is a lightweight, free-turbine engine. It utilizes a three- stage axial
compressor and a single stage centrifugal compressor. These compressors are
driven by a single-stage reaction turbine. A reaction turbine, called the power
turbine, drives the propeller shaft through a reduction gear box. The power turbine
and the reaction turbine rotate independently of each other and there is no
mechanical connection between the two. The engine is covered in detail in
Chapter 5 of this workbook.
ELECTRICAL SYSTEM
The aircraft uses a 28 volt multiple bus electrical distribution system. D.C. power
is provided by two 30 volt, 250 amp starter-generators. Either a NiCad or lead
acid 24 volt battery supplies starting and backup electrical power. Alternating
PROPELLER SYSTEM
Each engine is equipped with either a Hartzell or McCauley 3 or 4 blade propeller.
They are full feathering, constant speed, reversing, variable pitch propellers
mounted on the output shaft of the engine reduction gearbox. They are equipped
with an auto-feathering system. More information on the propeller system is
supplied in Chapter 6 of this workbook.
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King Air C-90A/B Training Manual 13
FUEL SYSTEM
The fuel system is a 384 usable gallon system with each wing divided into a
main fuel tank and a nacelle tank. Fuel for each engine is supplied from a
nacelle tank and four interconnected wing tanks for a total of 192 gallons of
usable fuel for each side with all tanks full. The outboard wing tanks supply
the center section wing tank by gravity flow. The nacelle tank draws its fuel
supply from the center section tank. Since the center section tank is lower
than the other wing tanks and the nacelle tank, the fuel is transferred to the
nacelle tank by the fuel transfer pump in the low spot of the center section tank.
Each system has two filler openings, one in the nacelle tank and one in the
leading edge tank. To assure that the system is properly filled, service the
nacelle tank first, then the wing tanks. A crossfeed valve in the left fuel system
makes it possible to connect the two systems . The fuel system is covered in
detail in Chapter 4 of this workbook.
ANTI-ICE/DE-ICE SYSTEMS
The King Air is fully equipped for flight into known icing. De-icing equipment
includes wing and tail deice boots and the anti icing equipment includes pitot
heat, stall vane/ fuel vent heat., windshield heat, prop heat and engine inlet heat.
More information on the anti ice/de-ice system is supplied in Chapter 10 of this
workbook.
ENVIRONMENTAL SYSTEM
The environmental system consists of the bleed air pressurization system,
heating and cooling systems and their associated controls. The environmental
system is covered in detail in Chapter 7 of this workbook.
LIMITATIONS
Airspeed Limitations
The limitations included in this section have been approved by the
Federal Aviation Administration and they must be observed in the
operation of the BEECHCRAFT King Air C90A.
SPEED KCAS KIAS REMARKS
WEIGHT LIMITS
Maximum Ramp Weight: 9710 pounds
Maximum Take-off Weight: 9650 pounds
Maximum Landing Weight: 9168 pounds
Maximum Zero Fuel Weight: No Structural Limit
Maximum Weight in Rear Baggage Compartment: 350 pounds
Maximum Weight in Nose Baggage Compartment: 350 pounds
MANEUVER LIMITS
This is a normal category airplane. Acrobatic maneuvers, including spins, are
prohibited.
EMERGENCY PROCEDURES
BOLD TYPE INDICATES MEMORY ITEMS!
WARNING!
Do not attempt to check the security of the cabin door. Remain as far from the
door as possible with seat belts securely fastened until the airplane has landed.
Emergency Exit
The third right cabin window is the EMERGENCY EXIT hatch.
CAUTION
Do not open Emergency Exit Hatch when cabin is pressurized.
Cracked Windshield
If it is positively determined that the crack is on the outer panel, no action is
required.
CAUTION
Windshield wipers may be damaged if used on cracked outer panel. Heating
elements may be inoperative in area of crack.
If it is determined that the crack is on the inner panel, descend or reset the
pressurization controller to achieve 3 psi or less differential pressure within ten
minutes. Visibility through the windshield may be significantly impaired.
Spins
If a Spin is entered inadvertently:
1. Control Column - FULL FORWARD
2. Full Rudder - OPPOSITE DIRECTION OF SPIN
4. Power Levers IDLE
5. Controls - NEUTRALIZE WHEN ROTATION STOPS
6. Execute a smooth pull out.
NOTE
Federal Aviation Administration Regulations do not require spin demonstration of
airplanes of this weight; therefore no spin tests have been conducted. The
recovery technique is based on the best available information.
NOTE
This setting will approximate Zero Thrust at low altitudes using recommended
One-Engine-Inoperative Climb speeds.
9. List:
A. Va
B. Vne
C. Vlo
D. Vle
E. Vmc
12. What does the red line on the airspeed indicator represent?
13. What are the emergency procedures for an illuminated Door Light
annunciator warning?
15. What does the white triangle on the airspeed indicator represent?
__________________________________________________________________
__________________________________________________________________
Chapter 2
Electrical System
OBJECTIVES
After completion of this chapter, the student should be able to:
The hot battery bus is connected directly to the battery to provide power for
the operation of certain systems essential to flight without generator
operation such as fire extinguish, firewall shutoff, etc. The battery bus,
located in the lower forward cabin under the copilots floor, is triple fed from
the battery and from each generator bus through 250-amp limiters diodes
which provide fault isolation between the power sources. Each generator
bus is located aft of the firewall in the inboard side of its respective nacelle.
The center bus is located under the crew compartment floor through a 250-
ampere limiter and generator bus-tie relay. The generator buses, battery
bus and battery are all tied together by the center bus, which in turn
supplies power to the landing gear and environmental system In normal
operation, the buses are automatically tied into a single loop system in
which all sources collectively supply power through individual protective
devices. When the battery switch is closed, the battery relay and the
battery bus-tie relays will close. Battery power is routed through the battery
bus-tie relay to the center bus and both starter relays. Battery power is
then available to permit starting either engine. After either engine has been
started and the generator system has been activated, the generator control
panel (voltage regulator) will bring the generator up to voltage, then close
the generator line contactor and the generator bus-tie relay. The generator
output will then be routed through the center bus and the battery bus tie
relay to permit battery charging and to supply power to all airplane systems.
As each generator bus is energized, power is routed to the opposite cross-
start system, ready for use in starting the opposite engine. The current
supplied by the operating generator during a generator-assisted start thus
bypasses the 300-ampere current limiter of the operating generator to
prevent opening the limiter.
If the airplane is equipped with the NiCad battery, a battery charge light is
installed on the annunciator panel to warn the pilot of an abnormally high battery
charge rate. This condition can lead to a thermal runaway of the nickel-cadmium
battery. If this occurs, the pilot should follow the checklist procedure which will
isolate the battery from the charging system before further battery damage
occurs. The most common cause of the thermal runaway is damage to the gas
barrier between the plates resulting from overcharging the battery at a high rate
and high temperatures. During normal operation, the idle current of the battery is
less than one amp. It increases significantly above the normal level when the
battery is charged at an elevated temperature or from a high charge voltage. For
this reason, the battery case incorporates a thermostatically controlled air vent to
provide cooling air flow around the battery. The vent is located on the underside
of the battery box. The battery monitor system provides an indication of the high
charge current resulting from high battery temperature, high charging voltage or
gas barrier damage. The system will illuminate the BATTERY CHG annunciator
during battery recharge to provide a self-test of the system. Following an engine
start, the BATTERY CHG annunciator illuminates and remains on for
approximately five minutes until the battery approaches full charge. If the
annunciator light remains on longer than five minutes, the battery was in a low
state of charge or has gas barrier damage. After the BATTERY CHG annunciator
light extinguishes, it should remain off.
The generator switches have a third (RESET) position for putting the generator
back on the line after each engine start. The generator switch is spring-loaded to
return from the RESET position to the ON position for generator operation. In
order to turn the generator ON, the generator switch must be held upward in the
reset position for one second. It is then released to the ON position. Whenever
the generator control switch is in the OFF position, battery voltage is routed from
the generator control circuit breaker through the generator control switch and
the normally closed contacts of the field disconnect relay to the coil of the field
grounding relay. This energizes the field grounding relay which grounds the field
of the respective starter-generator to the airframe structure. Regulator power is
interrupted and, consequently, generator operation is disabled whenever the
generator control switch is OFF or when the respective engine is being started.
STARTER-GENERATORS
The starter-generators are dual purpose, 30-volt, 250-ampere DC units
which produce torque for engine starts or generate electrical current to
meet the airplane electrical loads. The generator buses are
interconnected by two 325- ampere current limiters. During an engine
start, the starter generator acts as a starter and drives the engine
compressor section through the accessory gearing. As the compressor
turns, the starter generator can draw up to 1,100 amperes initially before
dropping off to 300 amperes as the engine accelerates to approximately
20% N1. Once on line, generator voltage and load can be monitored by
checking the volt/load meter on the overhead panel.
PILOT TIP
During an engine start, ensure that the generator control switch that
controls the starter-generator for the engine being started is in the OFF
position. This prevents the generation of field current during engine start. The
presence of field current during engine start will reduce the torque available from
the starter and may lead to a hotter start.
STARTER-GENERATOR PARALLELING
The generator system is designed so that the starter-generators loads are within
10% of each other when the starter-generators are operating above 25% of the
rated output. The starter-generators must both be operating at equal speeds of
57% N1 or greater for dependable paralleling. The starter-generators should share
the system load with 25 amperes (a difference of 0.1 on the loadmeters) with both
engines at equal speeds of 57% N1 or greater. The starter-generators will not
parallel below 0.25 electrical load per starter-generator, at unequal engine speeds
or at speeds below 57% N1. Adjustments in regulator voltage are automatically
performed by the GCU to ensure proper paralleling. Normally, the field power of
the starter-generator carrying the greater load is reduced, while the field power
of the unit carrying the smaller load is increased, until both units are carrying
approximately the same load. Both generators should share the electrical load
equally to prevent different wear rates between generator systems.
PILOT TIP
Due to the tolerance of the loadmeters, a difference of 10 percent of the
rated output of one generator may be observed and is acceptable.
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King Air C-90A/B Training Manual 24
OVERVOLTAGE PROTECTION
The generator control units monitor starter-generator output voltage for
excessive voltage that could potentially damage the airplane electrical system .
The overvoltage relay is set to trip at 32 to 34 volts. If an overvoltage condition
occurs, the overvoltage relay will trip and remove the affected starter-generator
from the bus. This will leave the remaining starter generator carrying the entire
aircrafts electrical load. The resultant load read on the volt load meter will
depend upon starter-generator speed, electrical load and the nature of the fault.
Normally, one generator is capable of handling the entire aircrafts electrical load.
This overvoltage protection circuit requires a manual reset of the starter
generator to bring the starter-generator back on-line.
When the generator switch is placed in reset, the generator residual voltage from
terminal B+ of the starter-generator is applied to the generator field at terminal
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King Air C-90A/B Training Manual 25
A+ through a low resistance circuit, bypassing the regulator until the generator
voltage builds up high enough for the voltage regulator to effectively control the
generator. Any time the generator control panel has been tripped for overvoltage
or the generator has a low residual voltage, reset must be used in order to bring
the generator on the line.
COMPONENT LOCATION
The generator control units, current limiters, paralleling rheostats,
overvoltage relays, reverse current relays, volt/loadmeter shunts, and
generator bus feeder limiters, are all located beneath the floor panels in the
center aisle forward of the main spar.
The generator bus tie printed circuit board located in the battery box initiates the
closed mode activity of the bus tie system by supplying energizing current to the
coils of the generator bus tie relays, located in the battery box. The generator
PCB will also be energized when an external power supply is connected and the
external power switch and battery switch are on. The generator bus tie relays can
also be closed manually through the bus tie switch. The battery bus tie relay
closes automatically when the battery switch is turned on.
When a sensor detects high current on the bus it is controlling, it supplies a ground
signal to its respective bus tie de-activate circuit of the bus tie PCB and opens the
coil circuit of its respective bus tie relay. The bus tie relay will remain open until
reset using the reset sense test switch.
The bus tie system can be functionally checked by placing the test switch, located
on the left outboard subpanel, in the test mode which provides a 28 vdc signal to
the test circuit of the sensors and simulates a high current condition. The bus tie
relays can be reset by placing the test switch in the reset mode.
The gen tie switch, located on the left outboard subpanel, makes it possible to
manually open the generator bus ties when they are in the closed mode by
opening the grounding circuits are restored to their closed state when the switch is
placed in the center position.
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King Air C-90A/B Training Manual 26
Annunciators for L GEN TIE OPEN, R GEN TIE OPEN and BATT TIE OPEN, are
activated through the annunciation circuits of the bus tie PCB. Additionally, the
MAN TIES CLOSE annunciator is activated when the manual bus tie switch is
placed in the CLOSED position.
AC GENERATION
Power for the avionics equipment and the AC powered engine instruments is
supplied by either or two inverters installed on the wing center section outboard of
each nacelle. Inverter operation is controlled by an inverter select switch on the
left subpanel. Selection of either inverter activates a relay installed near that
inverter to supply DC power. An inverter to supply the 26 VAC instrument power
and the 115 VAC avionics power to the using systems.
Dual sources of DC power are provided for each inverter. The power select relay
for each inverter is automatically selected to provide the inverter power from the
adjacent operating generator, or from the center bus if the generator is not
operating. When the battery power is applied to the center bus prior to engine
start, inverter power is routed through a limiter and the normally closed contacts of
an inverter power select relay to the power relay of each inverter. As each
generator is brought up to the voltage energizing the generator bus, voltage is also
routed through a circuit breaker on the RH circuit breaker panel to the coil of each
inverter power select relay located in the wing center section outboard of the
nacelle.
EXTERNAL POWER
The external power receptacle is located just outboard of the nacelle in
the right center section. The receptacle is designed for use with an
auxiliary ground power unit having a standard AN plug. An external
power control printed circuit board, installed in the card rack located in
the left battery box, protects the airplane
electrical system from an auxiliary ground
power unit with reverse polarity and/or
overvoltage. The external power control
printed circuit board utililizes voltage from
the auxiliary power unit through two
circuit breakers, the external power
control (7.5 amps) and external power
sense (5 amps). The circuit breakers are
located adjacent to the external power
receptacle in the RH center section.
A voltage from the small polarizing pin of the external power receptacle is
routed through the external power control circuit breaker to the overhead
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King Air C-90A/B Training Manual 27
meter panel voltmeter select switch via the common terminal of the
external power switch. This permits monitoring of the external power
voltage at the output of the auxiliary power unit.
The EXT PWR annunciator light will illuminate and stay illuminated if the
auxiliary power unit voltage is between 25 to 32 vdc. The EXTPWR
annunciator light will flash in the following condition:
The external power control card contains an overvoltage circuit that will
lock the auxiliary power unit off the line, when the voltage is above 32
vdc, and the auxiliary power unit cannot be reconnected until:
Without battery power applied, the EXT PWR annunciator and the
power relay will be powered by the auxiliary power unit.
PILOT TIP
The output setting must not exceed 1000 amperes on external power sources
with a higher current-carrying capability. Any current in excess of 1000
amperes may overtorque the drive shaft of the starter-generator or produce heat
sufficient to shorten the life of the unit. Observe the following precautions when
using an external power source:
b. Before connecting an external power unit, turn all radio equipment, the
generator switches, the battery switch, and the external power switch
OFF. Place the bus tie switch in the OPEN position and the overhead
voltmeter select switch in the EXT PWR position.
c. Regulate the voltage of the external power unit before plugging it into the
external power receptacle.
e. Monitor the voltage of the external power unit on the overhead meter panel
voltmeter.
CAUTION
The battery may be damaged if exposed to voltages higher than 30 volts
for extended periods of time.
h. Select CLOSE position of the bus tie switch. Observe that the BAT TIE
OPEN and GEN TIES OPEN annunciators are NOT illuminated.
PILOT TIP
Voltage is required to energize the Avionics Master Power relays to remove
the power from the avionics equipment. Therefore, never apply external
power to the airplane without first applying batter voltage.
CIRCUIT BREAKERS
Both AC and DC power are distributed to the various aircraft systems via two
separate circuit breaker panels which protect most of the components in the
airplane. The smaller one is located below the fuel management panel, to the left
of the pilot. The large panel is located to the right of the copilot's position. Each of
the circuit breakers has its amperage rating printed on it. Procedures for tripped
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King Air C-90A/B Training Manual 29
circuit breakers, and other related electrical system warnings, can be found in the
"Emergency" section of the Pilot's Operating Handbook. If a non-essential circuit
breaker on either of the two circuit breaker panels trips while in flight, do not reset
it. Resetting a tripped breaker can cause further damage to the component or
system. If an essential system circuit breaker trips, wait 30 seconds and then
reset it. If it fails to reset, DO NOT attempt to reset it again. Take corrective action
according to the procedures in the "Abnormal" section of your POH.
Generator Limits
The In-Flight Limits are: 100% GENERATOR LOAD and a MINIMUM N1 of 85%
Starter Limits
Use of the starter is limited to:
40 seconds ON, 60 seconds OFF.
40 seconds ON, 60 seconds OFF.
40 seconds ON, then 30 minutes OFF.
WARNING!
Dissipation of smoke is not sufficient evidence that a fire has been
extinguished. If it cannot be visually confirmed that no fire exists, land
at the nearest suitable airport.
NOTE
Opening a storm window (after depressurizing) will facilitate smoke and
fume removal.
INVERTER FAILURE
1. Select other inverter.
1. List the items on the hot battery bus (hot wired items).
5. The King Air C90 has two _____ volt and _______AMP D.C. starter -
generators that are regulated to ______ volts .25 volts.
7. What is the minimum the battery voltage for a battery start? _______ A
G.P.U. start? .
11. What are the primary functions of the generator control unit?
A. .
B.
C.
D. .
13. How many amps can the lead acid battery provide for 1 hour?
A. 34
B. 42
C. 24
D. 12
14. T or F: While utilizing external power, the battery switch should be on.
Chapter 3
Annunciator
System
OBJECTIVES
ANNUNCIATOR SYSTEM
The annunciator system consists of warning annunciator panel centrally located in
the glareshield, and an annunciator panel dimming control, a press-to-test switch,
and a fault warning light. A Red MASTER WARNING flasher, an amber MASTER
CAUTION flasher, and a PRESS TO TEST button are also part of the system.
These are located immediately to the left of the warning/caution/advisory
annunciator panel. The illumination of a green annunciator light will not trigger the
fault warning system
The lamps in the annunciator system should be tested before every flight, and
anytime the integrity of a lamp is in question. Depressing the PRESS TO TEST
button, located to the left of the warning annunciator panel in the glare -shield,
illuminates all the annunciator lights, MASTER WARNING flashers, and MASTER
CAUTION flashers. Any lamp that fails to illuminate when tested should be replaced.
1. Name the three annunciator panels and the color of the lights associated with these
panels.
Chapter 4
Fuel System
OBJECTIVES
After completion of this chapter, the student will be able to:
PILOT TIP
Do not allow the fuel cells to dry out and crack. .
A 44 gallon cell is located in the wing center section. The outboard wing
panel contains two 25 gallon tanks. A 40 gallon tank in the wing leading
edge brings the total fuel capacity to 195 gallons per side. The total usable
fuel capacity of both tanks is 384 gallons. The filler cap for this system of
tanks is located on the leading edge near the wing tip. An anti-siphon valve is
installed in each filler port which prevents loss of fuel or collapse of a fuel cell
bladder in the event of improper securing or loss of the filler cap. The fuel
system also incorporates electrical boost and transfer pumps and an electrically
operated crossfeed valve. Three modes of operation are available, each of which
is described briefly.
PILOT TIP
Suction feed should only be used after cruise altitude has been attained.
Fuel level in the nacelle tank is automatically maintained at near full capacity during
normal operation by a fuel transfer system whenever the fuel level in the nacelle tank
drops by approximately 10 gallons. A transfer pump, located in each center section
wing cell, pumps fuel from the wing tanks to the nacelle tank. The transfer pumps are
controlled by float operated switches on the nacelle tank fuel quantity transmitters.
A pressure switch, located in the fuel transfer line, will automatically turn off the transfer
pump if a pressure of approximately 3.0 psi is not obtained within approximately 30
seconds after the pump is turned on or if the transfer pump pressure drops below 1
psi due to empty wing tanks or pump failure. A NO FUEL XFR warning light
illuminates when the pump is automatically turned off. The NO FUEL XFR light is
also illuminated when the transfer pump function switch is placed in the TEST
position and will stay illuminated until sufficient pressure is created in the fuel transfer
lines to open the pressure sensing switch. If the transfer pump fails, 28 gallons of
fuel remains trapped and unusable in the wing because of wing dihedral and the
location of the gravity feed line in the tank wall.
FUEL GAUGES
The fuel quantity indicating system is a capacitance type system that is
compensated for specific gravity and reads in pounds on two fuel gages on
the fuel control panel. Fuel quantity control monitors operate in
conjunction with the fuel quantity capacitance probes in the various fuel
cells to measure the quantity of fuel in the fuel system of each wing. A
selector switch located
between the fuel
quantity indicators in
the fuel panel beside
the pilot may be set in
either the NACELLE or
TOTAL position. Each
side of the airplane has
an independent gauging
system consisting of a fuel quantity transmitter unit in the nacelle tank, one
in the center section tank, one in the inboard wing tank and two in the leading
edge tank. A maximum indication error of 3% may be encountered in the system.
The system is designed for the use of Jet A, Jet A1, JP-5 and JP-8 aviation
kerosene, and compensates for changes in fuel density due to temperature
changes. If other fuels are used, the system will not indicate correctly. The gages
are marked in pounds.
PILOT TIP
Fill the nacelle tanks first. Filling the nacelle tanks first prevents fuel transfer
through the gravity feed interconnect lines from the wing tanks into the nacelle
tanks during fueling. If wing tanks are filled first, fuel will transfer from them into
the nacelle tank leaving the wing tanks only partially filled.
PILOT
TIP
Check fuel at each drain point for contamination and allow a three-hour settle
period whenever possible.
FUEL VENTS
The main and auxiliary fuel systems are vented
through a recessed vent coupled to a static vent
on the underside of the wing adjacent to the
nacelle. One vent (NACA) is recessed to
prevent icing. The second vent is heated to
prevent icing and serves as a backup should
the NACA vent become plugged. The outer
wing tanks are cross vented with one another.
FUEL PUMPS
Fuel is pumped to the engine by an electrically powered low pressure boost pump
submerged in the nacelle tank. The purpose of this pump is to provide pressurized
fuel to the high pressure engine driven fuel pump. The low pressure boost pump
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King Air C-90A/B Training Manual 43
provides lubrication and prevents cavitation of the high pressure fuel pump. It is
not an emergency back up pump to the high pressure pump. The high pressure
pump is engine driven and operates at approximately 800psi. The high pressure
engine-driven fuel pump is mounted on the accessory case in conjunction with the
fuel-control unit. This pump is protected against fuel contamination by an internal,
90-mesh strainer. This pump provides sufficient fuel pressure to insure a proper
spray pattern of fuel in the combustion chamber. Failure of this pump results in an
immediate engine flameout. The high pressure pump is not designed to suction
feed fuel from the nacelle tank. Its function is to push fuel into the engine. If an
engine driven high pressure pump is required to suction feed from the nacelle
tank, severe pump damage will result. For this reason, operation with the FUEL
PRESSURE annunciator on is limited to 10 hours between engine driven high
pressure pump overhaul or replacement. Failure of the electric boost pump would
illuminate the FUEL PRESSURE annunciator light. A pressure switch senses
boost pump fuel pressure at the fuel filter. At less than 10 psi of pressure, a switch
closes and actuates the red FUEL PRESSURE warning light in the annunciator
panel. At this time, the system will begin to crossfeed automatically. The pilot may
elect to close the crossfeed switch and continue the flight using the high pressure
engine driven fuel pump or continue with the crossfeed operation.
CAUTION
OPERATION WITH THE FUEL PRESSURE LIGHT ON IS LIMITED TO 10
HOURS BETWEEN OVERHAUL OR REPLACEMENT OF THE ENGINE -
DRIVEN FUEL PUMP.
The boost pumps are controlled by toggle switches on the fuel-control panel. The
power source for the boost pumps is supplied from the left or right Generator Bus.
The alternative source of power to the boost pumps is directly from the battery
through the Hot Battery Bus. To prevent electrical interference with the avionics
equipment of the aircraft, a noise filter for the standby boost pump is installed on
the airplane. After shutdown, both boost pump switches must be in the off
position to prevent discharge of the battery.
The OVERRIDE positions of the transfer pump switches may be used in the
event that either or both nacelle tanks float switches fail to function. When in
the OVERRIDE position, the transfer pumps run continuously. If the nacelle
tanks become full, the excess will be returned to the wing center section tanks
through the fuel vent lines.
If the transfer pump fails to operate during flight, gravity feed will perform the
transfer. When the nacelle tank level drops to approximately 150 pounds, or
approximately 22 gallons (83.3 liters), the gravity port in the nacelle tank opens
and gravity flow from the wing tank starts. All wing fuel, except approximately
188 pounds, (28 gallons, 106 liters) from each wing, will transfer during gravity
feed.
FUEL FILTERS
From the firewall shutoff valve, fuel is routed to the engine-driven fuel pump
through the main fuel filter on the lower center of the engine firewall. This 20-
micron filter incorporates an internal bypass valve to permit fuel flow in the
event of a blockage. In addition to the main fuel filter, a screen strainer filter is
located at each tank outlet before the fuel reaches the boost or transfer pumps.
The high pressure engine driven pump incorporates an integral strainer to protect
the pump.
A red button on the top of the fuel filter is a contamination indicator. Fuel
pressure differential of 1.0 to 1.4psi, due to contamination, will cause the red
button to pop up. This is an indication that the filter needs servicing. Cleaning
the filter should be accomplished as soon as practicable after the button has
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King Air C-90A/B Training Manual 45
popped up, whether or not the regular servicing interval has been reached.
Blockage of the fuel filter will cause fuel to bypass the filter and flow to the
engine. Internal passages and relief valves in the fuel filter all this.
FUEL HEATER
From the main filter, fuel is routed through the fuel flow transmitter and then to
the fuel heater. The fuel heater utilizes heat from the engine oil to warm the fuel
prior to sending it to the fuel control unit. The fuel heater is thermostatically
controlled to maintain a temperature range of 70 to 90F. This action prevents
water from freezing in the fuel lines. The fuel is then routed to the fuel-control
unit that monitors the flow of fuel to the engine fuel nozzles .
CROSSFEED
Crossfeed is only to be conducted during single engine or boost pump failure
operations. Each nacelle tank is connected to the opposite engine by a crossfeed
line. Crossfeed operation is controlled by a three position crossfeed switch
labeled OPEN, CLOSED or AUTO. In the event of a boost pump failure, standby
boost pressure is obtained by supplying fuel to both engines, through the
crossfeed valve, from one boost pump. A drop in output pressure from the failed
pump is sensed by a pressure switch which automatically opens the crossfeed valve
when the pressure drops below 5 psi. When the crossfeed valve is open, the
FUEL CROSSFEED light on the annunciator panel will illuminate. The
crossfeed will not transfer fuel from one tank to another; its primary function is to
supply fuel from one side to the opposite engine during an engine -out condition
or a boost pump failure.
In the event of a boost pump failure during takeoff, the system will begin to
crossfeed automatically allowing the pilot to complete the takeoff without an
increase in work load at a crucial time. After the takeoff is completed, or if the
boost pump fails after takeoff, the crossfeed switch may be closed and the flight
continued, relying on the engine-driven high pressure pump. In some instances,
the pilot may elect to continue the flight with the remaining boost pump and the
crossfeed system in operation.
On engine start-up, fuel manifold pressure closes the fuel manifold poppet valve
allowing P3 air to pressurize the purge tank.
FUEL LIMITATIONS
Approved Engine Fuels
COMMERCIAL GRADES: Jet A, Jet A-1, Jet B
MILITARY GRADES JP-4, JP-5, JP-8
CAUTION
Before refueling, check with the fuel supplier to determine whether or not anti-
icing additive has already been added to the fuel. If anti -icing additive is
required, it must be properly blended with the fuel to avoid deterioration of the
fuel cell sealant. The additive concentration shall be a minimum of 0.10% and
a maximum of 0.15% by volume. To assure proper concentration by volume
of fuel on board, blend only enough additive for the unblended fuel.
FUEL MANAGEMENT
USABLE FUEL (GALLONS X 6.7 = POUNDS)
Total Fuel Quantity 387 gallons
Total Usable Fuel Quantity 384 gallons (2573 pounds)
Fuel Crossfeed
Crossfeeding of fuel is permitted only when one engine is inoperative or Boost
Pump failure.
NOTE
With crossfeed in AUTO, a boost pump failure will be denoted only by the
illumination of the FUEL CROSSFEED Annunciator. To identify the failed
boost pump, momentarily place the crossfeed in the CLOSED position. The
FUEL PRESS Annunciator on the side of the failed boost pump will
illuminate. Then place the crossfeed switch in the OPEN position. The FUEL
PRESS Annunciator will then extinguish.
CAUTION
If crossfeed is discontinued, excessive power fluctuations may be experienced;
open crossfeed immediately.
NOTE
Accumulated time of operation with FUEL PRESS Annunciator
illuminated is limited to ten hours.
To Discontinue Crossfeed:
1. Both Fuel Boost Pumps - ON
2. Crossfeed Switch CLOSED
3. Fuel Boost Pump (inoperative engine) - OFF
CAUTION
If a transfer pump fails during flight , all but 28 gallons (190 pounds) will gravity
feed into the nacelle tank.
NOTE
When wing fuel is depleted, the L or R NO FUEL XFR annunciator will
illuminate as a result of normal system operational logic.
If either of both pumps fails to operate, press the Transfer Test Switch and
monitor the respective NO FUEL XFR Annunciator.
_________________________________________________________.
10. Which of the following limitations applies to operation with aviation gas?
A. A maximum altitude of 20,000 feet with both boost pumps operative and
150 hours between overhauls
B. A maximum altitude of 8,000 feet with boost pump inoperative and 150
hours between overhauls.
C. A maximum altitude of 20,000 feet with one boost pump inoperative and
150 hours between overhauls
D. A maximum of 150 hours between overhauls only
13. T or F: Take off with the fuel quantity indicator in the yellow is approved.
14. T o r F : The NO FUEL XFR light will come on after the wing fuel is
completely transferred to the nacelle tank.
15. You fuel the airplane with jet fuel and mix in 100 gallons of
AVGAS. Each engine must be charged______________ hour(s)
against its 1 5 0 hour AVGAS limitation.
.
16 If a transfer pump fails during flight , all but ___ gallons will gravity feed into
the nacelle tank.
Chapter 5
Engine System
OBJECTIVES
The King Air C90 was introduced with Pratt & Whitney PT6A-21 engines. The -21
is rated at 550 SHP. The Pratt & Whitney PT6A engine is a light weight, reverse
flow, free turbine engine driving a propeller through a two-stage reduction
gearbox. Two major rotating assemblies compose the heart of the engine. One
assembly consists of the compressor and the compressor turbine. The other
includes one power turbine and the power turbine shaft. The two shafts are not
connected together and rotate at different speeds and in opposite directions. This
configuration allows the pilot to vary the propeller speed independently of the
compressor speed. Starter cranking torque is low since only the compressor is
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King Air C-90A/B Training Manual 54
initially rotated on start. Activating the starter mounted on the accessory gearbox
starts the engine. The compressor draws air into the engine through a screened
annular air inlet and increases the air pressure across the 3 axial stages and one
centrifugal impeller. From there it is delivered to the combustion chamber. Air
enters the combustion chamber through small holes and at approximately 17%
N1 fuel is introduced into the combustion chamber. Two spark igniters located in
the combustion chamber ignite the mixture and the hot gases are directed to the
turbine area. At this point, the ignition and starter are turned off since a
continuous flame now exists in the combustion chamber. The hot expanding
gases accelerate through the compressor turbine and drive the compressor. The
expanding gases continue to the power turbine
and provide rotational energy to drive the
propeller shaft. The reduction gearbox
reduces the power turbines speed
(approximately 33,000 RPM) to one suitable for
propeller operation (1800 to 2200 RPM). This is
done through a reduction gearbox which
converts the high speed, low torque of the
power turbine to low speed, high torque required
of the propeller. Gases leaving the power
turbines are expelled out to the atmosphere
by the exhaust duct. Engine shutdown is
accomplished by cutting fuel going to the
combustion chamber. An integral oil tank located
between the inlet case and the accessory
gearbox provides oil to bearings and other
various systems, such as propeller and torque
systems. A fuel control unit mounted on the
accessory gearbox regulates fuel flow to the fuel
nozzles in response to power requirements and
flight conditions. The propeller governor,
mounted on the reduction gearbox, controls the
speed of the propeller by varying the blade angle
depending on power requirements, pilot RPM
selection and flight conditions.
N1, Np, Tq, and T5 are indicated on engine gauges along with oil temperature, oil
pressure and fuel flow.
The engines used on the King Air C90 have seven major sections:
1) Air inlet section
2) Compressor section
3) Combustion section
4) Compressor Turbine
5) Power Turbine
6) Exhaust
7) Reduction Gear
.
Air Intake Section
The air inlet system is designed to provide the maximum possible total pressure
at the air inlet screen over a wide band of normal flight conditions. The
compressor air intake consists of circular, screen-covered aluminum housing.
The screen greatly reduces the possibility of foreign objects being ingested into
the engine. Because the screen area is very large, the velocity through the
screen is sufficiently low to permit a high degree of screen blockage from debris
or ice without significant power losses. Air is directed to the air intake through air
scoops located on the bottom of the engine. The function of the air intake
section is to direct airflow to the compressor section.
Compressor Section
The compressor section consists of a four-stage compressor assembly
comprised of three axial stages and one centrifugal stage. The function of the
compressor is to compress and supply air for combustion, engine cooling,
pressurization and pneumatics, compressor bleed valve operation, and bearing
sealing and cooling. Bleed air is taken off the engine after the compressor stage
and prior to the air entering the combustion can. This air is referred to as P 3 air
due to the station it is extracted from. It is used for airframe pressurization and
pneumatic systems.
PILOT TIP:
- Throttle back if continuous compressor surge is encountered.
- Accelerate slowly if an engine is prone to surge.
- Surge may damage the compressor and hot section. Have the engine bleed
valve checked.
Combustion Section
The function of the combustion section is to create and
extract energy from the hot expanding gases to drive
the compressor turbine, axial compressors and the
items on the accessory gear box. At the same time, it
drives the power turbine and propeller to provide thrust
for the aircraft. The PT6 engine utilizes an annular
combustion chamber. Fuel is injected into the
combustion chamber through fourteen simplex fuel
nozzles by a dual manifold. Ignition is provided by two
high energy igniters. The ignition system consists of a
series dual low tension capacitor discharge unit energized
from a solid state D.C. power source. It is designed for
duty at 9 to 30 volts D.C. with a spark rate of one per second. The system stores
4.5 joules of energy and the two igniters are fired simultaneously. Even though
the engine has two igniter plugs, it will start with only one operating.
Turbine Section
The PT6A uses two reaction turbines. The single stage power turbine extracts
energy from the combustion gases and drives the propeller and its accessories
through a planetary reduction gearbox. This combination is defined as N P. The
single-stage compressor turbine extracts energy from the combustion gases to
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King Air C-90A/B Training Manual 58
drive the gas generated compressor and the accessory gear section which is
mounted on the rear of the engine. This combination is defined as N 1. A 2.3 U.S.
gallon integral oil tank is formed between the accessory gear-box and the
compressor air inlet plenum. The oil tank filler cap is fitted with a calibrated
dipstick.
Exhaust Section
The exhaust gas from the turbine is passed into a vaneless exhaust duct and exits
from the engine and into the atmosphere through two ports on opposite sides of
the engine. The two heat resistant exhaust outlets are located at the 9 oclock and
3 oclock position.
Oil Tank
The 2.3 U.S. gallon oil tank is an integral part of the compressor inlet case and is
located in front of the accessory gearbox. The oil filler neck protrudes through the
accessory gearbox and is closed by a cap which incorporates a quantity
measuring calibrated dipstick. The markings on the dipstick correspond to U.S.
quarts and indicate the quantity of oil required to top the tank to the full mark.
Servicing the engine oil system primarily involves maintaining the engine oil at
the proper level. Do not mix different oil brands together. The dipstick is marked
in U.S. quarts and indicates the last five quarts required to bring the system up
full. Access to the dipstick cap is gained through an access door on the aft
engine cowl. While the airplane is standing idle, engine oil could possibly seep
into the scavenge pump reservoir, causing a low dipstick reading. Therefore, the
oil should be check approximately 15 minutes after engine shut down.
CAUTION
Do not mix different brands of oil when adding oil between oil changes. Different
brands or types of oil may be incompatible because of the difference in their
chemical structures.
Pumps
A main pressure pump is located in the tank and driven by an accessory gear on
the compressor shaft. It supplies oil directly to the engine bearings and the
accessory drive gears. At maximum steady state gas generator speed (N1 =
37,500 rpm), the main pressure pump maintains an oil flow of up to 90 lb/min. Oil
pressure is regulated within the range 80 100 Psi by a pressure relief valve in
the engine. Actual range on each model is dependent upon the aircraft serial
number.
Oil Cooler
The system is fully automatic and incorporates a thermal sensor to regulate the
amount of air flow through the oil cooler. It is equipped with a bypass valve to
insure oil flow in the event the oil cooler becomes blocked. The oil-fuel heat
exchanger uses hot engine oil to heat fuel before it enters the engine fuel system.
When gas generator speeds are above 72% N1, and oil temperatures are
between 60 and 70 degrees Celsius, normal oil pressure is between 80 and 100
psi.
Oil Temperature
A DC powered oil temperature gauge uses a resistance bulb to sense oil
temperature.
Oil Pressure
Oil pressure from the pressure pump outlet line is sensed by a transmitter and
sent to a combination oil pressure/oil temperature gauge located on the panel.
This gauge is also DC powered.
Chip Detection
A chip detector is installed at the 6 o'clock position on the front case of the
reduction gearbox. The chip detector provides the pilot with an indication on the
annunciator panel if the presence of ferrous particles in the lubrication system
has been attracted to the magnetic poles in the chip detector. This detector will
activate a yellow light on the annunciator panel, L CHIP DETECT OR R
CHIP DETECT, to alert the pilot of oil contamination. C90A aircraft are
equipped with red CHIP DETECT annunciator panel lights.
Fuel Heater
Oil that is returned from the accessory gearbox is directed to an oil to fuel heater
prior to being returned to the oil tank. The oil-to-fuel heater, mounted below the
fuel pump at the rear of the engine is essentially a heat exchanger which utilizes
heat from the engine lubricating oil system to preheat the fuel in the fuel system.
A fuel temperature-sensing oil bypass valve regulates the fuel temperature by
either allowing oil to flow through the heater or bypass it to the engine oil tank.
The temperature-sensing oil bypass (thermal element) valve consists of a highly
expansive material sealed in a metallic chamber. The expansion force is
transmitted through a diaphragm and plunger to a piston. Since the element only
exerts an expansive force, it is counterbalanced by a return spring which
provides a contracting force during decreases in temperature. The element
senses the temperature of the outlet fuel and, at temperatures above 21C
(70F), starts to close the valve and simultaneously opens the bypass valve. At
32C (C90F), the core valve is completely closed and oil bypasses the heater
core.
The engine fuel system consists of the electric low pressure fuel pump, oil to fuel
heater, the high pressure engine driven fuel pump, and the fuel control unit
(FCU). A flow divider sends fuel to two fuel manifolds where it is sent to the 14
fuel nozzles.
If the high pressure engine driven fuel pump fails, the engine will shut down. The
low pressure pumps pressure is insufficient to run the engine.
The PT6 fuel control unit is a hydro-pneumatic device whose function is to supply
the proper amount of fuel to the fuel nozzles during all modes of each operation.
In short, its a N1 governor. It is calibrated for starting flow rates, acceleration,
and maximum power. The FCU compares gas generator speed (N 1) with the
power lever setting and regulates fuel to the engine fuel nozzles. The FCU also
senses compressor section discharge pressure, compares it to rpm, and
establishes acceleration and deceleration fuel flow limits. The pneumatic section
of the FCU determines the flow rate of fuel to the engine for all operations. It does
this by modify the amount of air pushing on the N 1 governor bellows. This bellows
or diaphragm reacts to the increase or decrease in P3 air by moving in one
direction or the other. P3 air is introduced into the bellows so that it sets up a
differential pressure on each side of the diaphragm. Therefore, any change in P3
pressure will move the diaphragm. Attached to the diaphragm is a fuel metering
valve which moves as the diaphragm moves. When pressure is increased, the
fuel-metering valve attached to the bellows will move in an opening direction to
increase fuel flow and increase N1 rpm. As P3 pressure decreases, fuel flow also
decreases which reduces the N1 rpm. The N1 governor increases or decreases
P3 pressure in the bellows by varying the opening of relief orifices in the bellows .
The engine is started by a three-position switch located on the pilot's left subpanel
placarded, IGNITION AND ENGINE START - LEFT - RIGHT - ON - OFF -
STARTER ONLY. The switch is moved downward to the STARTER ONLY
position to motor the engine. This is used to clear residual fuel without the ignition
circuit on. The switch is spring loaded and will return to the center position when
released. Moving the switch upward to the ON position activates both the starter
and ignition, and the appropriate green IGNITION ON light on the annunciator
panel will illuminate. When engine speed has accelerated through 50% N1 on
starting, the starter is deactivated by placing the switch in the center OFF
position.
AUTO IGNITION
The auto ignition system provides automatic ignition to prevent engine loss due
to combustion failure. This system ensures ignition during takeoff, landing, turbu-
lence, in icing or precipitation conditions provided the system is armed. To arm
the system, move the required ENG AUTO IGNITION switches, located on the
pilot's subpanel, from OFF to ARM. If for any reason the engine torque falls
below approximately 400 foot-pounds, the igniter will automatically energize and
the IGNITION ON light on the caution/advisory annunciator panel will illuminate.
For extended ground operation, the system should be turned off to prolong the
life of the igniter units.
Heat level and rate of heat increase are not contributing factors
in the activation on the cells. To prevent stray light rays from signaling a false
alarm, a relay in the control amplifier closes only when the signal strength
reaches a preset alarm level. When the relay closes, the appropriate annunciator
will illuminate. When the fire has been extinguished, the cell output voltage will
drop below the alarm level and the control amplifier will automatically reset. No
manual resetting is required to reset the detection system.
For fire detection/protection purposes, critical areas around the engine have
been divided into three zones as follows:
Zone 1 - The accessory compartment.
Zone 2 - The plenum chamber area.
Zone 3 - The engine exhaust area (hot section).
POWERPLANT LIMITATIONS
NUMBER OF ENGINES
Two
ENGINE MANUFACTURER
Pratt & Whitney Canada (Longueuil, Quebec, Canada)
POWER LEVERS
Do not lift power levers in flight.
LOW IDLE --- --- 660 (6) --- 51 (min) --- 40(min) -40 to 99
TAKEOFF AND MAX CONT 550 1315 695 38,100 101.5 2200 80 to 100 10 to 99
CRUISE CLIMB/MAX CRUISE 538 1315 (7) 680 38,100 101.5 2200 80 to 100 0 to 99
FOOTNOTES:
(1) Maximum permissible sustained torque is 1315 ft-lbs. Propeller speeds
(N 2 ) must be set so as not to exceed power limitation.
(2) For every 10 OC below -30 OC ambient temperatures, reduce
maximum allowable N1 by 2.2%.
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(3) When gas generator speeds are above 72 % Ni and oil temperatures are
between 60 C and 70 OC, normal oil pressure is between 80 and 100 psi. Oil
pressure between 40 and 80 psi is undesirable; it should be tolerated only for
the completion of the flight, and then only at a reduced power setting. Oil
pressure below 40 psi is unsafe; it requires that either the engine be shut
down, or that a landing be made as soon as possible, using the minimum
power required to sustain flight.
(4) For increased service life of engine oil, and oil temperature of between
74 to 80OC is recommended. A minimum oil temperature of 55 OC is
recommended for fuel heater operation at take-off power.
(5) These values are time-limited to two seconds.
(6) High ITT at ground idle may be corrected by reducing accessory load and or
increasing N, rpm.
(7) Cruise torque values vary with altitude and temperature.
(8) Reverse power operation is limited to one minute.
(9) High generator loads at low N1 speeds may cause the ITT transient
temperature limit to be exceeded. Observe generator load limits.
OIL SPECIFICATION
Any oil specified by brand name in the latest revision of Pratt & Whitney
Service Bulletin Number 1001 is approved for use in the PT6A-21 engine.
Do not attempt to restart the engine after the extinguisher has been actuated.
All airspeeds quoted in this section are indicated airspeeds (IAS) and assume
zero instrument error.
EMERGENCY AIRSPEEDS
One-Engine inoperative Best Angle-of-Climb (VXSE) 100 kts.
One-Engine inoperative Best Rate-of-Climb (VySE) 107 kts.
Air Minimum Control Speed (VmcA) 90 kts.
Emergency Descent 182 kts
Maximum Range Glide 125 kts
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Engine Failure
NOTE
To obtain best performance with one engine inoperative, the airplane must be
banked 3 to 5 into the operating engine while maintaining a constant heading.
CAUTION
This fire extinguisher is a single-shot system, with one
cylinder for each engine.
NOTE
The propeller will not unfeather without engine operating.
WARNING!
Determine that procedures for re-starting first and second failed engines are
ineffective before feathering second engine propeller.
The Glide Ratio is 1.8 nm for each 1000 feet of altitude.
Air Start
STARTER ASSIST
CAUTION
The pilot should determine the reason for engine failure before attempting an air
start.
Above 20,000 feet, starts tend to be hotter. During engine acceleration to idle
speed, it may become necessary to move the condition lever periodically into
CUT-OFF in order to avoid an over-temperature condition.
All electrical loads that are not consistent with flight conditions should be
reduced.
NOTE
If conditions permit, retard operative engine ITT to 50 below redline to reduce the
possibility of exceeding ITT limit. Cross -generator air starts normally increase
ITT about 50C on operating engine.
ONE-ENGINE-INOPERATIVE LANDING
NOTE
Single-engine reverse thrust may be used with caution after touchdown on
smooth, dry, paved surfaces.
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ONE-ENGINE-INOPERATIVE GO-AROUND
WARNING!
Level flight might not be possible for certain combinations of weight,
temperature, and altitude. In any event, DO NOT attempt a one -engine go-
around after flaps have been fully extended.
5. What is another name for T 5 temperature and what gauge can it be read
on? .
10. During a ground start of the right engine, the IGNITION ON light should
illuminate:
A. At 10% N1 rpm.
B. When the condition lever is moved to LO IDLE.
C. At a stabilized 16% N1
D. When the start switch is moved to the IGNITION and ENGINE START
position.
16. What are the following engine limits for the engine during takeoff?
ITT
TORQUE
Np
N1
18. On a hot day while awaiting take-off clearance, you see the ITT above the
Low Idle limit, what should you do?
20. Oil pressure values below psi are unsafe and require that the engine
be shut down.
21. The fire detection system on these airplanes is designed to provide warning
in the event of a fire in the:
A. Engine compartment
B. Nose compartment
C. Wheel well
D. All of the above.
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22. What are the memory items for an emergency engine shutdown:
24. What caution is there regarding the addition of oil to your engine?
GENERAL
The King Air C-90A utilizes a three or four blade propeller. The propellers are
constant speed, full feathering, and reversible. They are controlled by engine oil
from a single acting, engine-driven governor backed by an overspeed governor.
This hydraulic action controls the propeller governor
which boosts engine oil pressure to move a piston in the
propeller dome that regulates the blade angle for constant
speed setting in all flight attitudes and speeds. Centrifugal
counterweights and feathering springs drive the
propeller blades into the feather or high pitch position. The
centrifugal counterweights on each blade, in conjunction with a feathering
spring, increase pitch (decrease rpm) to the feathered position as governor oil
pressure is relieved. The feathering spring completes the feathering
operation when centrifugal twisting moment is lost as the propeller stops
rotating. The propeller automatically feathers on engine shutdown, preventing
the free turbine from windmilling. However, if an engine fails in flight, the
propeller will not feather because of the wind-milling effect and governor action.
Feathering in flight should be manually selected by using the propeller control
lever. An automatic feathering system is installed which will immediately dump
oil from the propeller hub if the oil pressure drops below 6.5 psi.
PILOT TIP
Always tie down the propellers when parked. Unrestrained props tend to windmill
and prolonged windmilling at zero oil pressure will result in bearing damage.
Onspeed
This is when the selected rpm and actual rpm are the same.
Overspeed
This is when the actual rpm is greater than the selected rpm.
Underspeed
This is when the actual rpm is less than the se lected rpm.
PROPELLER GOVERNOR
The King Air is equipped with three propeller governors. They are the primary
governor, the overspeed governor and the fuel topping governor.
PRIMARY GOVERNOR
The normal RPM range of the primary governor is from 1800 RPM two 2200
RPM. The primary governor is needed to convert a variable pitch propeller into a
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constant speed propeller. It does this by changing blade angle to
maintain the propeller speed the pilot has selected. For example, if the
propeller control is set at 1900 RPM in normal cruising flight and a descent is
initiated without changing power, the airspeed will increase. This decreases the
angle of attack of the propeller blades causing less drag on the propeller. As a
result, the RPMs begin to increase.
The governor will sense this "overspeed" condition and increase blade angle
to a higher pitch. The higher pitch increases the blade's angle of attack, slowing it
back to 1900 RPM, or "onspeed." If the airplane changes from cruise to
climb airspeeds without a power change, the propeller RPM tends to
decrease, but the governor responds to this "underspeed" condition by
decreasing blade angle to a lower pitch, and the RPM returns to its
original value. Thus the governor gives "constant speed" characteristics to
the variable pitch propeller. Power changes, as well as airspeed changes,
cause the propeller to momentarily experience overspeed or underspeed
conditions, but once more the governor reacts to maintain the onspeed
condition. There are times, however, when the primary governor is
incapable of maintaining selected RPM. To help explain this situation,
imagine an airplane approaching to land with its governor set at
1900 RPM. As power and airspeed are both reduced, underspeed
conditions exist which cause the governor to decrease blade angle to restore the
onspeed condition. If blade angle could decrease all the way to 0 or even
reverse, the propeller would create so much drag on the airplane that aircraft
control would be dramatically reduced. The propeller, acting as a large
disc, would blank the airflow around the tail surfaces, and a rapid nose-down
pitch change would result. To prevent these unwanted characteristics, a low
pitch stop in installed. As the blade angle is decreased by the governor,
eventually the low pitch stop is reached, and the blade angle becomes fixed and
cannot continue to a lower pitch. The governor is therefore incapable of restoring
the onspeed condition, and propeller RPM falls below the selected governor RPM
setting.
blade angle. The linkage causes a valve to close to stop the flow of oil coming
into the propeller dome. Since this oil causes low pitch and reversing,
once it is blocked off a low pitch stop has been created. The low pitch stop
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valve, commonly referred to as the "beta" valve, is quite positive in its
mechanical operation. Furthermore, the valve is spring loaded to provide
redundancy in the event of mechanical loss of beta valve control. The position
of the low pitch stop is controlled from the cockpit by the power lever.
Whenever the power lever is at idle or above, this stop is set at
approximately 15 blade angle. But bringing the power lever aft of idle
progressively repositions the stop to blade angles less than 15. Keep in mind
that just because the low pitch stop has been moved back to smaller angles
than 1 5 , this only affects the actual blade angle when it is on the low pitch
stop. If the propeller RPM is still on the selected governor setting bringing the
power lever aft of IDLE will not cause the propeller to reverse. Only when
the propeller RPM is below the selected governor RPM does reversing actually
occur when the power lever is brought aft. This is because in this condition
the blade angle is on the low pitch stop, which is being repositioned into the
reverse range. The region between 15 and 5 blade angle is
ref erred to as the beta for taxi" range. In this range, the engine's
compressor speed N1 remains at the value it had when the power lever was at
IDLE (52% to 70%, based on condition lever position and propeller
configuration). From +5 to -9 blade angle, the N1 speed progressively
increases to a maximum value at -9 of approximately 85% N1. This region,
designated by red and white stripe on the power lever gate, is referred to as
the "beta plus power" ranger and ends at maximum reverse.
OVERSPEED GOVERNOR
The overspeed governor provides protection against excessive propeller
speed in the event of a primary governor malfunction. Since the PT6's is
driven by a free turbine (independent of the engine's compressor) overspeed can
rapidly occur if the primary governor fails. The operating point of the
overspeed governor is set 4% greater than the primary governors
maximum speed. Since the maximum speed selected on the primary
governor is 2200 RPM, then the overspeed governor is set at 2288 RPM.
As a runaway propeller's speed reaches 2288 RPM, the overspeed
governor will begin increasing blade angle to a higher pitch, to prevent
the RPM from continuing its rise. A propeller tachometer that stabilized at
approximately 2288 RPM would indicate failure of the primary governor
and proper operation of the overspeed governor. A test switch will reset this
point of the overspeed governor down to approximately 2000 RPM f or a
preflight check.
PROPELLER FEATHERING
The propellers installed on the King Air are full feathering props. Using normal
oil pressure, the propellers can be feathered manually, or with the Autofeather
system. By placing the propeller control lever aft into the feathered detent, the
pilot valve is mechanically lifted and dumps oil from the propeller dome into the
reduction gearbox. This loss of oil pressure allows the centrifugal flyweights
and feathering springs to rapidly drive the propeller to feather. If the pilot fails to
feather the propellers during shutdown, the oil pressure will decrease and the
centrifugal force of the counterweights and springs will eventually feather the
propeller. However, this is not the recommended procedure.
AUTOFEATHER
The automatic feathering system provides a means of immediately
dumping oil from the propeller servo to enable the feathering spring and
counterweights to start the feathering action of the blades in the event of
an engine failure. Although the system is armed by a switch on the subpanel,
placarded AUTOFEATHER ARM OFF TEST, the completion of the arming
phase does not occur until both power levers are advanced above 90% N1 at
which time both the right and left indicator lights on the caution/advisory
annunciator panel indicate a fully armed system. The annunciator panel
lights are green, and placarded: L AUTOFEATHER and R
AUTOFEATHER. The system will remain inoperative as long as either
power lever is retarded below 90% N1 position. The system is designed
for use only during take off and landing and should be turned off when
establishing cruise climb. If an engine fails while the system is armed and
engine torque begins to drop off below 400 foot- pounds, a switch on the failed
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King Air C-90A/B Training Manual 79
engine opens and disarms the autofeather system for the opposite engine.
Disarming of the Autofeather portion of the operative engine is further
indicated when the annunciator indicator light for that engine extinguishes. If
the torque on the failed engine continues to drop below approximately 200
ft-lbs, the oil is dumped from the servo and the feathering spring rapidly
starts the blades toward the feather position.
PILOT TIP
Propellers should be moved out of reverse by 40 knots to minimize blade erosion.
PROPELLER SYNCHROPHASER
The Type I propeller synchrophaser automatically matches the right slave
propeller and maintains the blades of one propeller at a predetermined position
relative to the blades of the other propeller. To prevent the right propeller from
losing excessive rpm if the left propeller is feathered while the synchrophaser
is on, the synchrophaser is limited to approximately 30 rpm from the manual
prop control setting. Normal governor operation is unchanged but the
synchrophaser will continuously monitor propeller rpm and reset the governor
as required. A magnetic pickup mounted in each propeller overspeed governor
transmits electric pulses to a transistorized control box. The control box
converts any pulse rate differences into correction commands, which are
transmitted to an actuator motor. The motor then trims the right propeller
governor through a flexible shaft to exactly match the left propeller. A toggle
switch, installed on the instrument panel, turns the system on. With the switch
off, the actuator automatically runs to the center of its range of travel before
stopping to assure that when next turned on the control will function normally.
To operate the system, synchronize the propeller in the normal manner and
turn the synchrophaser on. The right propeller rpm and phase will automatically
be adjusted to correspond with the left. To change rpm, adjust both propeller
controls at the same time. This will keep the right governor setting within the
limiting range of the left propeller. If the synchrophaser is on but is unable to
adjust the right propeller to match the left, the actuator has reached the end of
its travel. Turn the synchrophaser switch off (allowing the actuator to run to the
center of its range and the right propeller to be governed by the propeller
lever), synchronize the propellers manually and turn the synchrophaser switch
on.
PROPELLER CARE
Avoid operating the airplane on loose stones or gravel surfaces which can be
disturbed by propeller blast during a full power takeoff. This type operation can
damage the propeller blades and may produce fatigue cracks which can result in
blade failure. When taking off on a loose surface, minimize blade damage by
allowing the airplane to start the takeoff roll before applying full power. Always
remove nicks, gouges and scratches on the propeller leading or trailing edges or
on the blade surfaces. Even a small nick is detrimental, especially if it is located
in the outer 18 inches of the propeller diameter. This is the blade area subject to
the highest vibration and stress.
PILOT TIP
Do not move the airplane by pulling or pushing on the propellers.
LIMITATIONS
Propeller Rotational Speed Limits
Transients not exceeding 5 seconds-2420 rpm
Reverse-1900 rpm
All other conditions- 2200 rpm
CAUTION
Do not conduct emergency engine shutdown.
Autofeather Test
1. Power Levers - 500 ft-lb torque.
2. Autofeather Switch - Hold to test position.
3. Power Levers - Retard individually.
A. 400 ft.-lb - Opposite annunciator extinguished.
B. 200ft.-lb - Autofeather annunciator light will cycle on and off.
4. Power Levers - Both idle.
5. Autofeather Switch - Armed.
5. T or F: Moving the propeller lever into reverse without the engine running will
damage the reversing linkage.
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6. With the auto feather system armed during an engine failure, the propeller of
the failed engine will feather at lbs of torque.
7. If the actual propeller RPM is lower than the selected RPM, what speed
condition is the prop governor in?
A. Underspeed
B. On Speed
C. Overspeed
8. When will the prop reverse not ready annunciator light illuminate?
10. W hen using maximum reverse power at HI IDLE and full increase rpm,
you would expect a maximum propeller rpm of:
A. 2000RPM
B. 1900RPM
C. 2420RPM
D. 2288RPM
Chapter 7
Pressurization and Environmental Systems
OBJECTIVES
After completing this chapter, the pilot will be able to:
INTRODUCTION
This chapter describes the operation of the pressurization and environ-
mental systems of the C-90A. Pressurization allows the altitude of the cabin
to be lower than the altitude of the aircraft without the need for
supplemental oxygen. Whenever cabin altitude and aircraft altitude are
identical, there is no pressure differential . Pressure differential is
measured in "pounds per square inch differential" (psid). This is the
difference between inside cabin pressure, and outside ambient pressure.
Whenever the inside cabin pressure is the greater than the outside ambient
pressure, then the differential is a positive number. If cabin pressure is less
than ambient pressure, then the differential is a negative number. So at 5.1
psid the cabin can be at sea level with the aircraft at approximately
11,000 feet. With the cabin at 12,000 feet, the aircraft can climb to
nearly 30,000 feet before maximum differential is reached. Although the King
Air's pressure vessel is designed to withstand a normal maximum
differential of 5.1 psid, the minimum allowable differential is 0. This
means the aircraft structure cannot withstand a negative differential. If
atmospheric pressure exceeds cabin pressure, a "negative pressure" relief
diaphragm in the outflow valve opens to allow atmospheric pressure to relieve
cabin negative pressure. "Pressure vessel" is that part of the aircraft cabin
designed to withstand the pressure differential. In the King Air, the
pressure vessel extends from the forward pressure bulkhead located between
the cockpit and nose section to a rear pressure bulkhead located just aft of
the cabin baggage compartment. The aircrafts exterior skin makes up the outer
seal. Windows are of round design for maximum strength. All cables, wire
bundles, and plumbing passing through the pressure vessel boundaries are
sealed to reduce leaks. "Environmental system " refers to the devices
which control the pressure vessel's environment. Along with ensuring a
circulation of air, this system controls temperature by utilizing heating and
cooling devices as needed.
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HEATING, COOLING AND PRESSURIZATION -
DESCRIPTION AND OPERATION
Cabin bleed air heating is accomplished by extracting bleed air from the
compression stage (P3) of each engine and mixing it with ambient air in
the flow control unit of each engine. A flow control unit mounted on the
forward side of the firewall in each nacelle regulates the mixture of engine
bleed air with ambient air from the cowling intake to produce a total airflow of
14 pounds per minute from both the right and left engine units. Bleed air
comprises as much as ten pounds of the total airflow on cold days and as little
as six pounds on hot days. The bleed air control valve is energized by a
bleed air switch on the copilots subpanel. The ambient air control solenoid
valve is energized closed on the ground by a landing gear safety switch on
the left main landing gear to provide only warm bleed air to the
cabin. When the airplane lifts off the ground, the landing gear safety switch
de-energizes and immediately opens the left ambient air control valve.
Approximately six seconds later the right ambient air control solenoid
Automatic Operation
When the AUTO mode is selected, the heating and air-conditioning system is
automatically controlled through the temperature control box. A signal from the
temperature control box is transmitted to the bleed air bypass valves in the wing
center section. Here the engine bleed air is regulated by the bypass valves to
ELECTRIC HEAT
During extremely low temperature or low power settings, additional heating is
available from an electrical heater containing eight
heating elements rated at 1,000 watts each. In the
ENVIRONMENTAL group on the copilots subpanel is the
ELEC HEAT switch with three positions: GRD MAX -
NORM - OFF. This switch is solenoid-held in GRD MAX
position when on the ground and will drop down to the
NORM position at lift-off when the landing gear safety
PILOT TIP
To keep the air conditioner in working order, it should be operated at least 10
minutes every month. This prevents the compressor seals from drying out.
Automatic Operation
When the cabin temperature mode switch is in the AUTO position, the output
signal from the temperature control box drives both bleed air bypass valves. As
the left bypass valve passes through the 30 position, its externally mounted
micro switch actuates and energizes the air conditioner compressor and
condenser blower. The compressor and fan will operate until the left valve
rotates back past the 30 position towards closed. When the AUTO mode is
selected, the heating and air-conditioning system is automatically controlled
through the temperature control box. A signal from the temperature control box is
transmitted to the bleed air bypass valves in the wing center section. Here the
engine bleed air is regulated by the bypass valves to control the amount of bleed
air bypassing the air-to-air heat exchangers. When a signal from the temperature
control box drives both bleed air bypass valves to the maximum cool position, the
air conditioning compressor and condenser blower will energize. A thermal
switch is wired into the AUTO mode circuit to prevent the clutch and condenser
blower from being energized until the ambient temperature is above 50F, even
though a cool signal is sent from the temperature control box. Protection from
refrigerant overpressure or underpressure is provided by a circuit which
incorporates high and low pressure switches.
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PILOT TIP
The air conditioner will not operate in manual unless the temperature switch is
held in the decrease position for 1 minute .
temperature only. When the bleed air valve switches on the co-pilot's left
subpanel are turned on, a bleed air shutoff electric solenoid valve on each
flow control unit opens to allow the bleed air into the unit. As the bleed air
enters the flow control unit, it passes through a filter before going to the
reference pressure regulator. The regulator will reduce the pressure to a
constant value of 18 to 20 psi. This reference pressure is then directed to the
various components within the flow control unit that regulate the output to
the cabin. One reference pressure line is routed to the firewall shutoff
valve located downstream of the ejector. A restrictor is placed in the line
immediately before the shutoff valve to provide a controlled opening rate. At
the same time, the reference pressure is directed to the ambient air
modulating valve located upstream of the ejector and to the ejector flow
control actuator. A pneumatic thermostat with a variable orifice is connected
to the modulating valve. This pneumostat is located on the lower aft side of
the fireseal forward of the firewall. The bi metallic sensing discs of the
thermostat are inserted into the cowling intake. These discs sense ambient
temperature and regulate the size of the thermostat orifices. W arm air will
open the orifice and cold will restrict it until, at -30 F, the orifice will be
completely closed. When the variable orifice is closed, the pressure buildup
will cause the modulating valve to close off the ambient air source. An
electric solenoid valve located in the line to the pneumatic thermostat is
wired to the LH landing gear safety switch. When the airplane is on the
ground, the solenoid valve is closed, thereby directing the pressure to the
modulating valve, causing it to shut off the ambient air source. The exclusion of
ambient air allows faster cabin warm-up during cold- weather operation. An
electric circuit containing a time delay relay is wired to the solenoid valves to
allow the LH valve to operate 2 to 3 seconds before the RH valve. This precludes
the simultaneous opening of the shutoff valves and a sudden pressure surge into
the cabin.
the preset and safety solenoids and allow the pressure control system to
function as though the airplane were in flight. The cabin pressure
control switch mounted on the cockpit pedestal, contains three
positions. The aft position is labeled "Test," the center position is
"Press" (for "pressure"), and forward is "Dump." Normally, it is left
in the center position. The switch must be lifted over a detent to go
to the Dump position. When released from the Test position, it will
return back to the center, due to spring force. Outside air can enter the
cabin anytime the cabin pressure differential is zero and the cabin pressure
control switch to set to DUMP.
Ambient air is then allowed to flow into the fresh air inlet, and into the
forward evaporator plenum. Cabin pressure altitude and the cabin-to-
atmosphere pressure differential are indicated on the
differential pressure indicator. The
pressure differential is expressed
in psig and the pressure altitude is
expressed in thousands of feet.
The climb rate indicator allows
monitoring of the rate
of change of cabin
pressurization. If cabin
pressure altitude exceeds
10,000 ft, the cabin altitude warning
pressure switch closes and the warning annunciator light labeled ALT WARN
will illuminate.
Oxygen System
FARs require that anytime an aircraft flies above 25,000 feet, oxygen
must be immediately available to the crew and passengers. Oxygen
for flight at high altitudes is supplied by a cylinder mounted behind the
aft cabin bulkhead. The cylinder is filled by a valve accessible through
an access door on the right side of the fuselage. The system has two
pressure gages, one located on the right side panel in the cockpit for
in-flight use and one adjacent to the filler valve for checking the
pressure of the system during filling. The oxygen system utilizes a 22-,
49-, or 66-cubic foot volume cylinder. Oxygen flows from the cylinder
through a pressure line of copper tubing routed along the right side of
the fuselage to the system regulator and shutoff valve. The shutoff
valve is actuated by a push-pull type control
located overhead between the pilots and
copilots seats. The regulator is a constant-
flow type which supplies low pressure oxygen
through aluminum plumbing to the outlets and
proved an adequate oxygen flow up to a cabin
altitude of 30,000 feet. Each mask plug is
equipped with its own regulating orifice.
Normal storage of the pilots and copilots
oxygen masks is in a container located on
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the forward cockpit sidewalls. Diluter demand quick-donning oxygen masks are
connected to the oxygen
supply at all times. When the diluter demand masks are not in use they are
stored in containers attached to the pilots and copilots headliner. Normal
storage of the passengers' masks is in the seat-back pockets. The cabin
oxygen outlets are located in the ceiling at the forward and aft ends of the
cabin headliner. All masks are easily connected in by pushing the orifice in
firmly and turning clockwise approximately one quarter turn. Disconnecting is
easily accomplished by reversing the motion.
PILOT TIP
The oxygen bottle is fully charged when it reads 1800psi when the 22 cu ft
cylinder is used or 1850psi when 49 or 66 cu ft cylinder is used. Fill the oxygen
system slowly by adjusting the recharging rate with the pressure regulating
valve on the servicing cart because high pressure oxygen will cause excessive
heating of the filler valve.
PRESSURIZATION LIMITATIONS
Cabin Differential Pressure Gage
Green Arc (Approved Operating Range) 0 to 5.0 psi
Red Arc (Unapproved Operating Range) 5.0 psi to end of scale
Use of Oxygen
WARNING!
The following table sets forth the average time of useful consciousness (TUC)
(time from onset of hypoxia until loss of effective performance) at various
altitudes.
If condition persists:
2. Bleed Air Valves ...CLOSED
3. Cabin Pressure (after cabin is depressurized) DUMP
4. Bleed Air ValvesOPEN
PILOT TIP
The oxygen pressure provided to the passengers is not adequate for sustained
flight at cabin altitudes above 25,000 feet.
WARNING!
Dissipation of smoke is not sufficient evidence that a fire has been
extinguished. If it cannot be visually confirmed that no fire exists, land at the
nearest suitable airport.
If Smoke Decreases:
5. Continue operation with left bleed air off.
NOTE
Each bleed air valve must remain closed long enough to allow time for smoke
purging to positively identify the smoke source.
Emergency Descent
1. Power Levers IDLE
2. Propeller Levers - FULL FORWARD
3. Flaps - APPROACH
4. Landing Gear - DN
5. Airspeed - 182 KNOTS MAXIMUM
WARNING!
Do not attempt to check the security of the cabin door. Remain as far from the
door as possible with seat belts securely fastened until the airplane has landed.
1. If the CABIN DOOR warning annunciator illuminates, depressurize
cabin (consider altitude first) by activating cabin pressurization dump switch
on pedestal.
2. Do not attempt to check cabin door for security until cabin is
depressurized and the airplane is on the ground.
Check security of cabin door (on the ground) by lifting cabin door step and
checking position of arm and plunger. If unlocked position of arm is indicated,
turn door handle toward locked position until arm and plunger are in position.
Cracked Windshield
1. If it is positively determined that the crack is on the outer panel, no action is
required.
CAUTION
Windshield wipers may be damaged if used on cracked outer panel. Heating
elements may be inoperative in area of crack.
If it is determined that the crack is on the inner panel, descend or reset the
pressurization controller to achieve 3 psi or less differential pressure within ten
minutes. Visibility through the windshield may be significantly impaired.
Pressurization Test
1. Bleed Air valves Open
2. Condition Levers High Idle
3. Cabin Altitude Selector Knob - 1000 feet below field pressure altitude
4. Rate Control selector Knob - Set index at 12-o'clock position
5. Cabin Pressurization Switch -Test position
6. Cabin VSI - CHECK FOR RATE OF DESCENT INDICATION
7. Cabin Pressurization Switch Released
8. Cabin Altitude Selector Knob - Planned cruise altitude plus 1000 feet
9. Condition Levers As required
OXYGEN DURATION
NOTE
A bottle pressure of 1850 psig at 15C is fully charged
(100% capacity). Read duration directly from table.
NOTE
A Pilot and copilot are each counted as 2 people with diluter
demand masks set at 100% or NORMAL.
5. What is the function of the by -pass valves located in the wing root?
________________________________________________________
_____________________________________________.
6. How long should the Manual Temp Switch be held in the Decrease
position to operate the air Conditioner?
_____________________________________________________.
7. What is the normal allowable max differential pressure for the Model C
90A? .
8. Upon lift-off, the cabin fails to pressurize. List some of the possible
reasons.
10. What action should the pilot take if the outer pane of the windshield cracked?
14.What will cause the electric heat to go from Ground Max to Normal
automatically?
__________________________________________________________
__________________________________________________________
__________________________________________________________ .
15.T or F: With the cabin at 10,000 feet, the aircraft can climb to nearly
30,000 feet before maximum differential is reached.
17.What position should the Vent Blower switch be in for Electrical smoke?
___________ Environmental Smoke? ____________.
Chapter 8
Landing Gear, Tires, and Brake System
OBJECTIVES
With the use of this training manual the pilot will be able to:
1. Identify the major components which make up the landing gear system.
2. Identify those systems using hydraulic power.
3. Identify those systems using electrical power.
4. Identify the major components of the brake system.
5. Know the airspeed limitations of the landing gear system.
6. Identify various types of unsafe gear indications and utilize the
appropriate emergency checklist for each indication.
GENERAL
The King Air C-90A utilizes an electrically operated hydraulic system. The
system is controlled by a handle placarded LDG GEAR CONTROL UP DN
on the right subpanel. The landing gear control handle must be pulled out of a
detent before it can be moved from either the UP or the DN position. Visual
indication of landing gear position is provided by individual green GEAR DOWN
lights. The lights can be checked by depressing the lamp. A red light in the
landing gear control handle indicates when the gear is in transit. Gear up is
indicated when the red light goes out. This red light also comes on with the
warning horn anytime all gears are not down
and locked when the power levers are
retarded to less than 79% N 1. The bulb may be
checked by a press-to-test switch mounted
adjacent to the landing gear control handle. The
landing gear in-transit light will indicate one or all
of the following conditions:
a. Landing gear handle is in the "up" position
and the airplane is on the ground with weight
on the landing gear.
b. One or both power levers retarded below
approximately 79% N 1 and one or more landing
gears not down and locked. Warning horn will
sound.
c. Any one or all landing gears not fully retracted or in the down and locked
position.
d. Warning horn has been silenced and will not operate.
The function of the landing gear in-transit light is to indicate that the landing
gear is in transit or the position of the landing gear does not match that of the
handle. It also indicates that the landing gear warning horn has been silenced
and not rearmed. The light will remain on when the horn is silenced.
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King Air C-90A/B Training Manual 102
The up indicator, down indicator and warning horn systems are completely
independent systems. A malfunction in any one system will leave the other
two systems unaffected.
PILOT TIP
Do not push or pull the airplane using the
propellers or control surfaces.
PARKING
The parking brake may be set by pulling outward on the parking brake
control, located on the extreme left side, below the pilot's subpanel, and
depressing the toe portion of the pilot's rudder pedals. The parking control closes
dual valves in the brake lines that trap the hydraulic pressure applied to the
brakes and prevents pressure loss through the master cylinders. To release the
parking brake, depress the pilot's brake pedals to equalize the pressure on both
sides of the parking brake valves and push the parking brake control fully in.
The tow bar connects to the upper torque knee fitting of the nose strut.
The airplane is steered with the tow bar when moving the airplane by hand, or an
optional tow bar is available for towing the airplane with a tug. Although the tug
will control the steering of the airplane, someone should be positioned in the
pilot's seat to operate the brakes in case of an emergency .
PILOT TIP
The landing and taxi lights remain on after the gear has been retracted.
PI L OT TIP
If any of the following conditions exist, is likely that an unsafe gear indication
is due to an unsafe gear and is not a false indication.
1. The inoperative gear down annunciator illuminates when tested.
2. The red light in the handle is illuminated.
CAUTION
NEVER RELY ON THE SAFETY SW ITCH TO KEEP THE GEAR DOW N. THE LANDING
GEAR CONTROL SWITCH MUST BE IN THE DOWN POSITION.
CAUTION
NEVER RELY ON THE SAFETY (SQUAT) SWITCH TO KEEP THE GEAR DOWN WHILE
TAXIING, ON LANDING OR TAKE-OFF ROLL. ALWAYS CHECK THE POSITION OF THE
LANDING GEAR SWITCH.
When the landing gear control handle is moved to the UP position, the solenoid
mounted on the valve body end of the pump is energized to actuate the gear
selector valve to allow system fluid under pressure from the pump to flow to the
retract side of the system. The nose gear actuator will unlock when 200 to 400
psi of hydraulic pressure is applied to the retract port of the nose gear actuator.
The landing gear will begin to retract after the nose gear actuator is unlocked.
As the actuator pistons move to retract the landing gear, the fluid in the
actuators exits through the normal extend port of the actuators and is carried
back to the power pack through the normal extend plumbing. When the
hydraulic fluid enters the power pack, the gear selector valve directs the return
fluid to the primary reservoir. The landing gear is held in the retracted position
by positive hydraulic pressure. When the system pressure reaches the high
pressure limit, the gear-up pressure switch, mounted on the power pack
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King Air C-90A/B Training Manual 105
assembly, will interrupt current to the pump motor. This same pressure switch
will actuate the pump motor should the system pressure drop to the low
pressure limit. An accumulator precharged to 800 +/- 5% psi, located in the left
wing inboard of the nacelle, is designed to aid in maintaining the system
pressure in the gear-up mode.
When the landing gear control handle is moved to the DN position, the solenoid
is positioned to allow fluid under pump pressure to flow to the extending side of
the system. As the actuator pistons move to extend the landing gear, the fluid
in the actuators exits through the normal retract port of the actuators and is
carried back to the power pack through the normal retract plumbing. Fluid from
the pump opens a pressure check valve in the power pack to allow the return
fluid to flow into the primary reservoir. When the actuators fully extend the
landing gear, an internal mechanical lock in the nose gear actuator and a
mechanical lock on each main gear drag brace will hold the landing gear in the
down position. In this position, the internal locking mechanism in the nose gear
actuator and the mechanical lock on the main gear drag braces will actuate
downlock switches to interrupt current to the pump motor. The motor will
continue to run until all three landing gears are down and locked.
A low pressure vent valve in the power pack (open below 80 psig and closed
above 80 psig) relieves any thermal expansion in the retract side of the system
when the landing gear is down and locked.
WARNING!
After an EMERGENCY landing gear extension has been made, do not move any
landing gear controls or reset any switches or circuit breakers until the cause of the
malfunction has been determined and corrected.
A service valve located forward of the power pack may be used, in conjunction
with the emergency hand pump, to raise and lower the gear from maintenance
purposes.
FILL RESERVOIR
A fill reservoir, located just inboard of the left nacelle and forward of the front spar,
contains a cap and dipstick assembly, marked HOT/FILL, COLD/FILL, for
convenience of maintaining system fluid level.
The landing gear warning system is provided to warn the pilot that the landing
gear is not down and locked during specific flight regimes. Various warning
modes result, depending upon the position of the flaps. With the flaps in the
UP or APPROACH position and either or both power levers retarded below
approximately 78 - 80% N1, the warning horn will sound intermittently and the
landing gear control handle lights will illuminate. The horn can be silenced by
pressing the WARN HORN silence button adjacent to the landing gear control
handle or on the left power lever.
The lights in the landing gear control handle cannot be cancelled. The landing
gear warning system will be rearmed if the power levers are advanced
sufficiently. With the flaps beyond the APPROACH position, the warning horn
and landing gear control handle lights will be activated regardless of the power
settings, and cannot be cancelled.
TIRES
The airplane utilizes a pair of 8.5 x 10, 8 ply tubeless, rim-inflation tires on each
main gear assembly. For increased service life, 10-ply-rated tires of the same
size may be installed. A 6.5 x 10, 6-plyrated tire is installed on the nose gear.
PILOT TIP
Tires that have picked up a film of fuel, hydraulic fluid, or oil should be
washed down as soon as possible, in order to prevent deterioration of the rubber.
Maintaining proper tire inflation pressures will help prolong tire service life. Check
tires frequently to maintain pressures within recommended limits, and maintain
equal pressures on both tires of each dual-wheel installation. Proper inflation
pressures will help avoid damage from landing shocks, contact with sharp
stones and ruts, and will minimize tread wear. When inflating the tires, inspect
them for cuts, cracks, breaks, and tread wear. Inflate the main wheel tires
between 52-58 psi. The nose wheel tires should be inflated to between 50 and
55psi.
PILOT TIP
The aircraft manufacturer does not recommend using recapped
tires on the airplane.
The depression of either set of pedals moves the piston rod and the
piston in the master cylinder attached to each pedal.. The hydraulic
pressure resulting from the movement of the pistons in the master
cylinders is transmitted through flexible hoses and fixed aluminum
tubing to the multiple disc brake assemblies on the main landing gear
wheels. This pressure forces the brake pistons on the wheel to press
against the multiple linings and discs of the brake assembly.
SHOCK STRUTS
With the airplane empty except for fuel and oil, the nose strut should be
extended 3 to 3-1/2 inches and the main strut should be extended 3 inches.
PILOT TIP
Do not fill shock struts with oxygen.
If the landing gear fails to extend after placing the Landing Gear Control
down, perform the following:
1. Landing Gear Relay Circuit Breaker (Pilots right subpanel) - PULL
2. Landing Gear Control CONFIRM DN
3. Alternate Extension Handle UNSTOW AND PUMP
a. Pump handle up and down until the three green gear-down annunciators
are illuminated.
b. While pumping, do not lower handle to the level of the securing clip as this
will result in loss of pressure.
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King Air C-90A/B Training Manual 110
If all three green gear-down annunciators are illuminated:
4. Alternate Extension Handle - STOW
5. Landing Gear Controls DO NOT ACTIVATE
a. The Landing Gear Control and the Landing Gear Relay Circuit
Breaker MUST NOT BE ACTIVATED
b. The landing gear should be considered UNSAFE until the airplane is
jacks and the system has been cycled and checked.
If one or more green gear-down annunciators do not illuminate for any reason
and a decision is made to land in this condition:
6. Alternate Extension Handle CONTINUE PUMPING
a. Continue to pump until maximum resistance is felt.
b. When pumping is complete, leave handle at the top of the stroke, DO
NOT LOWER AND STOW
Prior to Landing:
7. Alternate Extension Handle PUMP AGAIN
a. Pump the handle again until maximum resistance is felt.
b. When pumping is complete, leave handle at the top of the stroke, DO
NOT LOWER AND STOW
After Landing:
8. Alternate Extension Handle PUMP WHEN CONDITIONS PERMIT
a. Pump the handle again, when conditions permit, to maintain
hydraulic pressure until the gear can be mechanically secured.
b. DO NOT LOWER STOW HANDLE
c. DO NOT ACTIVATE THE LANDING GEAR CONTROL OR THE
LANDING GEAR RELAY CIRCUIT BREAKER
d. The landing gear should be considered UNLOCKED until the
airplane is on jacks and the system has been cycled and checked.
6. If manually extending the landing gear, when would you stop pumping?
Why?
9. The gear warning horn will sound when the gear is not down and:
A. Either power lever is reduced to a certain setting.
B. The wing flaps are extended beyond the approach setting.
C. The hydraulic system pressure falls below 1,500 psi.
D. Both a and b.
11. T or F: Once the gear has extended manually, it can be retracted normally.
Chapter 9
Pneumatic and Vacuum System
OBJECTIVES
After completing this unit, the student should be able to:
DESCRIPTION
The PNEUMATIC and VACUUM SYSTEMS training section of the
workbook present a description and discussion of pneumatic and vacuum
systems. The sources for pneumatic air, and vacuum along with acceptable
gauge readings are discussed.
The Vacuum Regulator Valve has an air filter attached to protect the vacuum
system and the individual instruments on all Kings Airs are equipped with air
filters to protect them from contamination.
The vacuum system furnishes vacuum to operate the surface deice system, the
copilot's gyro instruments, the air-operated turn and slip indicator, the
vacuum (gyro suction) gage, and the cabin pressurization control system .
The vacuum is produced by an ejector that is operated by the pneumatic system
The cabin pressurization control system uses vacuum to operate the controller
and outflow valves. The vacuum ports of the flight instruments are plumbed
to a vacuum manifold which is located to the right of the air plane
centerline and aft of the pressure bulkhead. The instrument air inlet ports
are plumbed to the air intake manifold that is connected to the instrument air
filter. The port on the end of each manifold is plumbed to the vacuum (gyro
suction) gage. The second port of each manifold is plumbed to the turn and
slip indicator. When an electric turn and bank indicator is installed, these
ports are capped. The third port of each manifold is plumbed to the
directional gyro indicator. The fourth port of each manifold is plumbe d to
the gyro horizon indicator.
PILOT TIP
The instrument filter is located at the top of the avionics compartment and
should be replaced every 500 hours.
Bleed air valve switches are located on the copilots left subpanel. When the
switches are placed in the OPEN position, environmental bleed air is available
to pressurize the airplane. Amber annunciators placarded L BL AIR OFF and R
BL AIR OFF will illuminate to indicate that the respective bleed air valve switch
is in the CLOSED position. The annunciators indicate only switch position and
not the position of the respective bleed air valve.
PNEUMATIC LIMITATIONS
Pneumatic Gage
Green Arc (Normal Operating Range) 12 to 20 psi
Red Line (Maximum Operating Limit) 20 psi
Chapter 10
Anti-Icing Systems
OBJECTIVES
After completing this unit, the student should be able to:
DESCRIPTION
The ANTI-ICING SYSTEMS section of this workbook presents a
description and discussion of the airplane anti -icing systems. All of the anti-
ice and deice systems in this airplane are described in detail, showing
location, controls, and how they are used. The purpose of this training unit
is to acquaint the pilot with all the systems available for flight in icing or
heavy rain conditions, and their controls. Procedures in case of malfunction
in any system are included. This also includes information concerning
preflight deicing and defrosting. Flight in known icing conditions requires
knowledge of conditions conducive to icing and of all systems available to
prevent excessive ice from forming on the airplane.
Airfoil
The pneumatic deice boots on the wings and tail remove ice formed during flight.
Regulated bleed air pressure and vacuum are cycled to the pneumatic
boots for the inflation -deflation cycle. The selector switch that controls the
system permits automatic single-cycle operation or manual operation. The deice
system is operated with bleed air pressure obtained from the engine
compressors. This air is routed through a regulator valve that is set to maintain
the pressure required to inflate the deice boots on the leading edge of each
wing and the horizontal and vertical stabilizer. To assure operation of the
For most effective deicing operation, allow at least 1/2 inch of ice to form before
attempting ice removal. Very thin ice may crack
and cling to the boots instead of shedding. Maintain
a minimum speed of 140 KNOTS during sustained
icing conditions to prevent ice accumulation on
unprotected services of the wing. The boots should
never be inflated for takeoff or landing.
Tail Boots
NOTE
The National Transportation Safety Board states that:
As little as inch of leading-edge ice can increase the stall speed
25 to 40 knots.
Sudden departure from controlled flight is possible with only inch
of leading-edge ice accumulation at normal approach speeds.
In theory, ice bridging could occur if the expanding boot pushes the
ice into a frozen shape around the expanded boot, thus rendering
the boot ineffective at removing the ice.
The Safety Board has no known cases where ice bridging has
caused an incident or accident, and has investigated numerous
incidents and accidents involving a delayed activation of deice
boots.
Ice bridging is extremely rare, if it exists at all.
Early activation of the deice boots limits the effects of leading-edge
ice and improves the operating safety margin.
Using the autopilot can hide changes in the handling qualities of the
airplane that may be a precursor to premature stall or loss of
control.
Leading-edge deice boots should be activated as soon as icing is
encountered, unless the aircraft flight manual or the pilots
operating handbook specifically directs not to activate them.
If the aircraft flight manual or the pilots operating handbook
specifies to wait for an accumulation of ice before activating the
deice boots, maintain extremely careful vigilance of airspeed and
any unusual handling qualities.
Be aware that some aircraft manufacturers maintain that waiting for
the accumulation of ice is still the most effective means of shedding
ice.
Ice inspection lights are mounted on the outside of each engine nacelle and
illuminate the leading edge of the wing. They are controlled by a single switch
labeled ICE located on the pilots right sub-panel.
PILOT TIP
The ice lights operate at a very high temperature. Do not operate for
extended periods of time while on the ground.
Icex Application
Icex coating is a silicone-based material that lowers the strength of ice
adhesion on the surface of the deicer boots. When properly applied, Icex
provides a smooth, polished film that evens out microscopic irregularities on
the rubber surface. Ice formations have less chance to cling and are
removed faster and cleaner when the boots are operated. Icex should be
applied as instructed on the label of the container.
INERTIAL ICE
SEPARATION SYSTEM
An inertial ice separation
system is installed in each
engine air inlet to prevent
moisture particles from entering
the engine inlet during
icing conditions. When icing
conditions are encountered, a
movable inertial ice vane is
lowered
into the inlet airstream to induce an abrupt turn in the airflow before
entering the engine inlet screen. The heavy ice-laden air is then
discharged overboard through an opening in the lower cowling at the
aft end of the air duct. The inertial ice vanes are extended and
retracted by switches located on the pilots left subpanel. The
switches are placarded ENGIN ANTI-ICE LEFT RIGHT ON
OFF ACTUATORS STANDBY MAIN. Vane position during
operation is indicated by a slight decrease in torque with switches ON. In
addition, the actuators have dual motors to provide a redundant system.
The vanes have only two positions, there are no intermediate positions.
PILOT TIP
Icing conditions occur even though you are not getting surface ice. When
in visible moisture at temperatures of +5C or colder, extend the ice
vanes. The engine ice vanes should be extended for all ground operations
to help prevent FOD. Always maintain oil temperature within limits.
The electrically heated laminated glass and plastic windshield is subject to gradual
process of delamination due to the effect of chemical action and differentials of
temperature and pressure incurred during pressurized flights at varying altitudes
and under varying weather conditions. This delamination is not detrimental to the
structural integrity of the windshield, but it may significantly decrease visibility or the
deicing capability of the windshield. Beyond certain limits, either of these effects
will require the replacement of the windshield.
PILOT TIP
Erratic operation of the magnetic compass may occur while windshield heat
is being used. Objects viewed through the windshield will be distorted when the
windshield heat is on.
TIP
It is equally essential that the windshield wipers be thoroughly cleaned, for grit
trapped by the wipers is a common source of scratches in the windshield
when the wipers are operated.
PROPELLER DEICING
The propellers are protected against icing by electrothermal boots that
automatically cycle to prevent the formation of ice on each blade. The propeller
electric deice system includes: an electrically heated boot for each propeller
blade, a timer, an on-off switch and an ammeter. When the switch is turned on
the ammeter registers 14 to 18 amperes of current to the prop boots. The
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King Air C-90A/B Training Manual 124
current flows from the timer through the brush assemblies to the slip rings, where
it is distributed to the individual propeller deicer boots.
Heat produced by the heating elements in the deicer boots reduces the
adhesion of the ice. The ice is then removed by the centrifugal effect of the
propeller and the blast of the airstream. Power to the deice boot heating
elements is cycled in a continuous programmed sequence.
Power to these deice boots is cycled in 90 -second phases. The first 90-second
phase heats all the deicer boots on the RH propeller. The second phase heats
all the deicer boots on the LH propeller. The deicer timer completes one full
cycle every three minutes. As the deicer timer moves from one phase to the
next, a momentary deflection of the propeller ammeter needle may be noted.
NOTE
The heating sequences for the deicer boots noted in the previous section are
for normal operation. However, since the timer does not return to any given point
when the power is turned off, it may restart at any sequence point.
With the propeller heat switch on, the prop amp gauge located on the
pilots left subpanel, should indicate current flow. Normal current flow is
indicated by green arc showing between 14 to 18 amps. If the current
rises beyond 20 amps, the system should be turned off. Loss of one
heating element does not mean entire system must be turned off, although
ice may build up on one propeller.
PILOT TIP
Operating the propeller heat with the engines off will
damage the heating elements .
PILOT TIP
Prolonged use of the stall warning and pitot heat on the ground
will damage the heating elements.
WARNING!
The heating elements protect the lift transducer vane and face plate from ice.
However, a buildup of ice on the wing may change or disrupt the airflow and
prevent the system from accurately indicating an imminent stall. Remember that
the stall speed increases whenever ice accumulates on any airplane.
FUEL VENTS
The fuel system is vented through a recessed vent coupled to a static vent on the
underside of the wing adjacent to the nacelle. One vent (NACA) is recessed to
prevent icing. The second vent is heated to prevent icing and serves as a backup
should the NACA vent become plugged.
FUEL HEAT
An oil-to-fuel heat exchanger, located on the engine accessory case, operates
continuously and automatically to heat the fuel sufficiently to prevent ice from
collecting in the fuel control unit. Fuel heat is automatic and requires no action by
the pilot.
Sustained flight in icing conditions with flaps extended is prohibited except for
approach and landings.
ICE VANES, LEFT and RIGHT, shall be extended for operations in ambient
temperatures of +5C or below when flight free of visible moisture cannot be
assured.
ICE VANES, LEFT and RIGHT, shall be retracted for all takeoff and flight
operations in ambient temperatures of above +15C.
2. Below 18 amps:
A. Continue operation.
B. If propeller imbalance occurs, increase rpm briefly to aid in ice removal.
4. Above 28 Amps:
A. Avoid icing conditions, since continued operation of the system cannot be
assured.
B. Do not operate the system, except in emergencies.
C. Restrict time of operation to a minimum.
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King Air C-90A/B Training Manual 127
ICING EXPANDED PROCEDURES
1. Power Levers 1,800 RPM
2. Ice Vane SWITCH
3. Torque Drop CHECKED
4. Ice Vane SWITCH
WARNING
Either the MAIN or STANDBY actuator must be operational on each engine
before takeoff.
CAUTION
DO NOT OPERATE PROPELLER DEICE WHEN THE PROPELLERS ARE STATIC.
1. Prop Deice ON
2. Deice Ammeter 18 to 24 AMPS (monitor for 90 seconds to ensure automatice
timer operation)
3. Prop Deice OFF
WARNING
Due to distortion of the wing airfoil, ice accumulations on the leading edges can
cause a significant loss in rate of climb and in speed performance, as well as
increases in stall speed. Even after cycling the deicing boots, the ice
accumulation remaining on the boots and unprotected areas of the airplane can
cause large performance losses. For the same reason, the aural stall warning
system may not be accurate and should not be relied upon. Maintain a
comfortable margin of airspeed above the normal stall airspeed. In order to
minimize ice accumulation on unprotected surfaces of the wing, maintain a
minimum of 140 knots during operations in sustained icing conditions. Prior to a
landing approach, cycle the deicing boots to shed any accumulated ice.
At night when freedom from visible moisture is not assured at +5C and below.
(Operation of strobe lights will sometimes show ice crystals not normally visible.)
NOTE
For Illumination of the L and/or R [ENG ICE FAIL] indicates a failure of the selected
Engine Anti-ice System. Immediate illumination indicates loss of power to the
actuator(s). Select the other actuator(s).
NOTE
Engine Auto Ignition must be armed for icing flight, precipitation, and operation
during turbulence. To prevent prolonged operation of the ignitors with the system
armed, do not reduce power levers below 425 ft-lbs torque.
4. Surface Deice
WARNING
All components of the surface deice system must be monitored during icing flight
to ensure the system is functioning normally. These components include:
Pneumatic Pressure Gage. The gage should indicate 12-20 psi before boots
are activated. The pressure will momentarily decrease when the boots are
activated.
Gyro Suction Gage. The gage should indicate in the area of the green arc
corresponding to the airplane altitude. The vacuum will momentarily decrease
when the boots are activated.
Pneumatic Boots. Visually monitor the boots, where possible, to ensure ice is
being removed.
CAUTION
Operation of the surface deice system in ambient temperatures below -40C can cause
permanent damage to the deice boots.
NOTE
To ensure adequate windshield anti-icing protection, operation in icing conditions
at or below ambient temperatures of -24C is not recommended. In the event of
windshield icing, reduce airspeed as required.
PILOT TIP
Turn off or limit the use of the auto pilot in order to better feel changes
in the handling qualities of the airplane.
1. Windshield heat :
A. Affects the compass
B. Is used all the time
C. Is prohibited when outside air temperature is 30F or colder
D. Will shattered a cold soaked windshield.
5. T or F: The wing and tail boots sequence at the same time in the CYCLE
7. The deice boots should not be cycled if the outside air temperature is below:
A. -50C
B. -40C
C. -40F
D. -30C
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King Air C-90A/B Training Manual 131
8. T or F: Continuous use of the pitot on the ground is recommended:
12. Describe the working principle of the inertial separators ("ice vanes").
13. How would you know if the inertial separators have actually lowered?
15. What caution should be considered regarding the use windshield heat?
17. How can you determine that the propeller deice timer is working correctly?
Chapter 11
Flight Controls
OBJECTIVES
After completion of this section of the workbook, the student should be able to:
FLIGHT CONTROLS
Dual controls are provided for the pilot and copilot. The ailerons and elevators
are operated by conventional push-pull control yokes interconnected by a T-
column. The flight controls are
cable-operated conventional
surfaces which require no
power assistance for normal
control by the pilot or copilot.
All primary flight control
surfaces are manually
controlled through cable and
bellcrank systems. Each
system incorporates surface
travel stops and linkage
adjustments. The rudder
pedals are interconnected by
a linkage below the cockpit
floor. The rudder pedal
bellcranks are adjustable to two positions. The ailerons, elevators and rudder
may be secured with control locks in the cockpit.
PILOT TIP
Do not push or pull the aircraft by the propellers or control surfaces
PILOT TIP
Do not allow the trim system to move pass the limits on the elevator trim indicator
either manually, electrically or by the autopilot.
CONTROL LOCKS
The control locks are provided to prevent movement of the controls while the
airplane is parked. The control lock consists of a U-shaped clamp and two pins
connected by a chain. The pins lock the primary flight controls and the U-
shaped clamp fits around the engine power control levers and serves to warn
the pilot not to start the engine with the control locks insta lled. It is important
that the locks be installed or removed together to preclude the possibility of an
attempt to taxi or fly the airplane with the power levers released and the pins
still installed in the flight controls.
GROUND MOORING/TOWING
Three tie-down eyes are provided, one on each wing and another on the tail. To
secure the airplane, chock all the wheels fore and aft and tie the airplane down
utilizing all three tie-down points.
CAUTION
REMOVE THE CONTROL LOCKS BEFORE TOWING THE AIRPLANE. IF
TOWED WITH A TUG WHILE RUDDER LOCK IS IN PLACE, SERIOUS
DAMAGE TO THE STEERING LINKAGE MAY OCCUR.
With the tow bar is connected to the nose strut, the airplane can be steered
with the nose wheel when moving it by hand or with a tug. When moving the
airplane, do not push on the propeller or control surfaces .
CAUTION
NEVER TOW OR TAXI THE AIRPLANE WITH A FLAT STRUT. EVEN BRIEF
TOWING OR TAXING IN THIS CONDITION WILL RESULT IN SEVERE
DAMAGE. NEVER EXCEED THE TURNING LIMITS MARKED ON THE NOSE
GEAR STRUT DURING GROUND HANDLING. IF THE TURN LIMITATION
IS EXCEEDED DURING GROUND HANDLING, DAMAGE TO THE
STEERING LINKAGE AND NOSE STRUT WILL OCCUR.
WING FLAPS
The C-90As operational speed limit for flaps provides for easy traffic pattern
transition. Flaps are selectable to 3 positions: up, approach (35%), and down
(100%). The airplanes flap tracks are not exposed when flaps are retracted. This
design eliminates exposed surfaces that could collect ice and potentially interfere
with flap operation. The flaps, two panels on each wing, are driven by an
electric motor through a gearbox mounted on the forward side of the rear spar.
The motor incorporates a dynamic braking system which helps to prevent
overtravel of the flaps. The gearbox drives four flexible drive shafts connected to
a jackscrew actuator at each flap. The flaps are operated by a sliding switch lever
located just below the condition levers. Flap travel, from 0% to 100% (fully down)
is registered in percentage on an electric flap indicator at the top of the pedestal
forward of the power levers. The indicator is operated by a potentiometer driven
by the right inboard flap. Any of the three flap positions, UP, APPROACH or
DOWN may be selected by moving the flap selector lever up or down to the
selected switch position indicated on the pedestal. A side detent provides for
quick selection of the APPROACH position (35% flaps). From the UP position to
the APPROACH position, the flaps cannot be stopped at an intermediate point.
Between the APPROACH position and DOWN, the flaps may be stopped as
desired by moving the handle to the DOWN position until the flaps have moved
to the desired position, then moving the flap handle back to APPROACH. The
flaps may also be raised to any position between DOW N and APPROACH
by raising the handle to UP until the desired setting is reached, then
returning the handle to APPROACH. The APPROACH detent acts as a stop for
any position greater than 35%. Moving the flap handle out of the UP position
renders the landing gear warning horn silence function inoperative. With the flap
handle out of the UP position, the landing gear warning horn can be silenced
only by lowering the landing gear or advancing the power levers. A second
approach position switch will cause the warning horn to sound continuously when
the flaps are lowered beyond the approach position until the landing gear is
extended, regardless of the power lever setting.
On later models, three detents provide for quick selection of UP, APPROACH,
and DOWN positions. The flaps cannot be stopped in an intermediate position.
The flap motor power circuit is protected by a 20-ampere flap motor circuit
breaker placarded FLAP MOTOR, located on the right circuit breaker panel. A
YAW DAMPER
The Yaw Damp system is designed to provide the pilot with help in maintaining
directional control and increase ride comfort. The system is normally
incorporated in the autopilot, but can be operated separately. The yaw damper
must be disengaged during takeoff and landing. Operating instruction can be
found in Flight Manual Supplement.
RUDDER BOOST
The King Air C90A Series airplanes are equipped with a pneumatic type rudder
boost system. This system, when engaged, aids the pilot in maintaining directional
stability should engine failure or a large power variation between engines occur.
The system senses the bleed air pressure of both engines at the differential
pressure switch, and should a power variation occur, a shuttle in the switch will
move towards the low side. This actuates the corresponding solenoid valve, which
opens and allows bleed air to travel to its servo. The servo, in turn, moves the
attaching cable that moves the rudder cable and the rudder in the direction needed
to stabilize the airplane.
The main components of this system are the differential pressure switch, inline
filter, rudder boost pressure regulator, left and right solenoid valves, left and right
pressure relief valves, left and right servos and the associated plumbing.
Each servo is attached to the primary rudder cable by a cable and clamp. Slack in
the rudder and rudder servo cables is eliminated by tension from a spring assembly
on each servo cable.
PILOT TIP
A buildup of ice on the wing may change or disrupt the airflow and prevent the
system from accurately indicating an imminent stall.
Flight Controls
Unscheduled Electric Pitch Trim Activation
NOTE
Autopilot will disengage when the disconnect switch is depressed.
Rudder boost operation without a large variation of power between the engines
indicates a failure of the system.
If Condition Persists:
3. Rudder Boost Circuit Breaker PULL
4. Either Bleed Air Valve PNEU & ENVIR OFF
5. Rudder Trim AS REQUIRED
6. Perform normal landing.
CAUTION
DO NOT reactivate electric trim system until cause of malfunction has been
determined.
Spins
If the spin is entered inadvertently:
Immediately move the control column full forward, apply full rudder opposite to
the direction of the spin, and reduce power on both engines to idle. These three
actions should be done as nearly simultaneously as possible; then continue to
hold this control position until rotation stops and then neutralize all controls and
execute a smooth pullout. Ailerons should be neutral during recovery.
6. Landing Gear DN
7. Lights REQUIRED NOTE
8. Under low visibility conditions, landing and taxi lights should be left off due to
light reflections.
9. Radar - AS REQUIRED
10. Surface Deice - CYCLE (as required)
NOTE
If crosswind landing is anticipated, determine Crosswind Component from the
PERFORMANCE section of the POH. Immediately prior to touchdown, lower
upwind wing and align the fuselage with the runway. During rollout, hold
aileron control into the wind and maintain directional control with rudder and
brakes. Use propeller reverse as desired.
After Touchdown:
15. Power Levers - LIFT AND SELECT REVERSE
16. Brakes - AS REQUIRED
WARNING!
Operation of the electric trim system should occur only by movement of pairs of
switches. Any movement of the elevator trim wheel while actuating only one
switch denotes a system malfunction. If a malfunction of the electric trim
system is indicated, electric trim must be disengaged and trim changes made
with manual trim only.
5. Refer to the emergency procedures. List the procedures for the no flap
landing.
6. Is any one of the four flap segments different than the others?
14. T or F: The pilots trim switch over-rides the copilots trim switch.
Chapter 12
Pitot Static System
OBJECTIVES
After completing this section of the work book, the student will be able to:
Whenever any obstruction exists in the Normal Static Air System, or when
the Alternate Static Air System is desired for use:
A. Pilot's Static Air Source (right side panel) - ALTERNATE
B. For Airspeed Calibration and Altimeter Correction, refer to the
PERFORMANCE section of the POH.
NOTE
Be certain the static air valve is in the NORMAL position when the alternate
system is not needed.
2. Describe how L & R pitot masts provide separate pitot pressure to pilot
and co-pilot airspeed indicators.
4. Does this source provide alternate static pressure to pilot and co-pilot or pilot
only?
5. When should the static air line drain petcocks be drained? Why?
6. Why would you not drain them in normal flight after leaving a heavy
rainstorm?
Chapter 13
Oxygen System
OBJECTIVES
With the use of this training manual the pilot will be able to:
PILOT TIP
Offensive odors may be removed from the oxygen system by purging. This
should be accomplished anytime the system pressure drops below 50psi.
OXYGEN LIMITATIONS
WARNING!
DO NOT USE MEDICAL or INDUSTRIAL OXYGEN. It contains moisture which
can cause the oxygen valve to freeze.
WARNING!
The following table sets forth the average time of useful consciousness (TUC)
(time from onset of hypoxia until loss of effective performance) at various altitudes.
Cabin Pressure Altitude TUC
35,000 feet 1/2 - 1 minute
30,000 feet 1 - 2 minutes
25,000 feet 3 to 5 minutes
22,000 feet 5 to 10 minutes
12 - 18,000 feet 30 minutes or more
1
ARRIVAL
MDA
1. Plan Circling Maneuver
2. Follow Normal Approach THRESHOLD
Procedures to MDA MAP 1. GearRe-check Down
2. Airspeed VREF
3. PowerIdle
2 6 FINAL
MDA (minimum descent altitude) 1. 120-130 KIAS
1. Level off at MDA at least 1 When Landing assured:
mile prior to MAP if possible. 2. FlapsDown
2. Torque 600 - 1,000 lbs 3. Transition to VREF
3. 120-130 KIAS 4. Yaw DamperOff
4. Maneuver within visibility
criteria. 5
5. Maintain MDA
3
MAP (and during circling maneuver)
1. Determine that visual contact
with the runway environment
can be maintained and a
normal landing can be made
from a circling approach, or
initiate a missed approach.
4
BASE
2. Maintain MDA during circling
maneuver. 1. Commence descent from a
point where a normal landing
can be made.
CAUTION
To ensure constant reversing characteristics, the propeller control must be in full increase RPM position. If
possible, propellers should be moved out of reverse at approximately 40 knots to minimize blade erosion. Care
must be exercised when reversing on runways with loose sand, dust or snow on the surface. Flying gravel will
damage propeller blades and dust or snow may impair the pilots visibility.
Pilot Tip
Reverse is most effective at higher speeds and braking is most effect at lower speeds.
1
Nonprecision Approach Procedure Turn
1 1. Obtain
Initial Approach
ATIS Procedure Turn Outbound
2. Preview Approach 1. Start Timing
& Missed Approach 2. Flaps Approach
3. Navaids - Tune / Ident /Load 3. 120 - 130 KIAS Procedure Turn Inbound
GPS 4 1. FDAs Desired
2. Reset Altitude Alerter
Station Passage
5
1. Start Time
Arrival
2. Set Altitude Alerter 3
1. TorqueApprox. 500lbs
2. 140 KIAS
3 FD As Desired FAF
4. Start Before Landing Checklist 2 Intercept Final Approach
1. Course Inbound
MAP - Missed Approach
1. Power Maximum 6
2. Pitch 7 Nose-Up (FD-GA) Approach Inbound
3. FlapsUp
FAF
7 1. Reset Altitude Alerter
4. Gear Up
5. Complete Missed Approach Procedure
MDA
8 Final Approach Fix
10 1. Start Timing
2. Gear Down
MAP 3. Torque - approx. 200lbs
4. Complete Before Landing
10 9
Checklist
5. 120 - 130 KIAS
MAP - Landing Assured
1. FlapsDown MDA (minimum descent altitude)
2. Transition to VREF 1. Level off at MDA at least 1
3. Yaw DamperOff mile prior to MAP if possible.
2. Torque 600 - 1,000 lbs
THRESHOLD
1. GearRe-check Down
11 3. 120-130 KIAS
2. Airspeed VREF
Landing 12 3. PowerIdle
1. Props Full Forward
2. BETA or Reverse
3. BrakesAs Necessary
CAUTION
To ensure constant reversing characteristics, the propeller control must be in full increase RPM position. If
possible, propellers should be moved out of reverse at approximately 40 knots to minimize blade erosion. Care
must be exercised when reversing on runways with loose sand, dust or snow on the surface. Flying gravel will
damage propeller blades and dust or snow may impair the pilots visibility.
Pilot Tip 3
Reverse is most effective at higher speeds and braking is most effect at lower speeds.
One Engine Inoperative Visual Approach & Landing
Go Around
1. Power Max
1 Initial Approach
1. Obtain ATIS
2. Gear Up
3. Flaps Up
4. Airspeed Increase to VYSE
2. Descent Checklist Complete
(Blue Line)
7
Threshold
1. Gear Recheck Down
2. Airspeed VREF
Arrival 2
3. Power Idle
8
1. TorqueApprox. 1000lbs
2. 140 KIAS
3. Start One-engine Inoperative
Approach & Landing Checklist
9
Downwind
1. Flaps Approach
3 1. BETA or ReverseAs Necessary
2. BrakesAs Necessary
2. 130-140 KIAS
1. Gear Down
4 6
2. Prop Full Forward Final
Base 5 1. 120-130 KIAS
WHEN LANDING ASSURED:
1. 120KIAS 2. Flaps Down
3. Transition to VREF
4. Yaw Damper Off
5. One - Engine - Inoperative
Approach and Landing
Checklist Complete
4
Landing From an ILS
1 1. Obtain
Initial Approach
6 DH - Missed Approach MM
1. Power Maximum
2. Pitch 7 Nose-Up (FD-GA)
3. FlapsUp
4. GearUp
5. Complete Missed Approach Procedure
2 Arrival
1. TorqueApprox. 500lbs
2. 140 KIAS (Typical)
3. FD As Desired
4. Start Before Landing Checklist
DH
3 Approach Inbound
1. Flaps Approach
2. 120-130 KIAS
8 Landing
7 Threshold
1. Props Full Forward 1. Gear Recheck Down
2. BETA or Reverse 2. Airspeed VREF
2. BrakesAs Necessary 3. Power Idle
CAUTION
To ensure constant reversing characteristics, the propeller control must be in full increase RPM position. If
possible, propellers should be moved out of reverse at approximately 40 knots to minimize blade erosion. Care
must be exercised when reversing on runways with loose sand, dust or snow on the surface. Flying gravel will
damage propeller blades and dust or snow may impair the pilots visibility.
Pilot Tip
Reverse is most effective at higher speeds and braking is most effect at lower speeds.
5
Visual Approach and Landing
Rejected Landing
1. Power Maximum
2. Pitch 10 Nose-Up
3. Airspeed100 KIAS
1 3. Establish Normal Climb When
Clear of Obstacles
Initial 5. FlapsUp
1. Obtain ATIS 6. GearUp Threshold
2. Descent Checklist Complete 1. GearRe-check Down
8 2. Airspeed VREF
3. PowerIdle
2 7 Final
1. 120 KIAS (VYSE MIN)
Arrival When Landing assured:
1. TorqueApprox. 800lbs 2. FlapsDown
2. 140 KIAS (Typical)
3. Transition to V REF
3. Start Before Landing Checklist
4. Yaw DamperOff
Downwind
9 Landing
1. FlapsApproach
3 1. PropsFull Forward
2. BETA or Reverse
2. 120 KIAS 3. Brakes as Necessary
Base
1. 120 KIAS
5
CAUTION
To ensure constant reversing characteristics, the propeller control must be in full increase RPM position. If
possible, propellers should be moved out of reverse at approximately 40 knots to minimize blade erosion. Care
must be exercised when reversing on runways with loose sand, dust or snow on the surface. Flying gravel will
damage propeller blades and dust or snow may impair the pilots visibility.
Pilot Tip
Reverse is most effective at higher speeds and braking is most effect at lower speeds.
6
Approach to Stall Landing Configuration
Horn or Buffet
V2
1 Beginning of Maneuver
Initial Condition 3 Completion of Maneuver
1. Torque200lbs Completion
2. Propellers 1,900 RPM 1. Level Off at Initial Altitude
3. Maintain Initial Heading and Heading
4. Maintain Initial Pitch
5. FlapsApproach 2 Stall and Recovery 2. Reset Power as Required
(White Triangle) At Horn or Buffet
Recover
6. GearDown (Below VLE )
7. Flaps Down 100% 1. Simultaneously Advance the
(Below Top of White Arc) Power Levers Toward MAX
8. Pitch Attitude Prior to Horn Torque, Propeller Levers Full
or Buffet May Reach 10 - Forward, Reduce the Pitch
15, Depending on Technique Attitude as Necessary to Stop
9. Horn Will Sound the Stall Warning, and Roll
Approximately 10kts above the Wings Level.
Buffet 2. Establish Positive Rate of
Climb
3. Flaps Up, at or Above 100
KIAS
4. Gear Up
7
Approach to Stall Takeoff Configuration
Horn or Buffet
V2
1 Beginning of Maneuver
Initial Condition
1. Torque200lbs
3 Completion of Maneuver
Completion
2. Propellers 2,200 RPM 1. Level Off at Initial Altitude
3. Maintain Initial Heading and Heading
4. Maintain Initial Altitude
5. FlapsApproach 2 Stall and Recovery 2. Reset Power as Required
(Below White Triangle) At Horn or Buffet
6. At 110 KIAS or Less, Recover
Simultaneously Set the 1. Reduce the Pitch Attitude as
Torque to 700 lbs (Simulated Necessary to Stop the Stall
100% Torque), Establish a Warning, and Roll the Wings
Bank Angle of 20 (No More Level.
Than 30), and Raise the 2. Establish Positive Rate of
Nose and Climb) Climb
7. Student May be Required to 3. Flaps Up, at or Above VYSE
Perform this Maneuver While (Blue Line)
Maintaining 15 - 30 Angle
of Bank or While Maintaining
a Heading
8. Clear Area in Direction of
Turn
9. Decrease Speed
Approximately 1 Knot per
Second
10. Pitch Attitude Prior to Horn
or Buffet May Reach 15-25,
Depending on Technique
8
Approach to Stall Clean Configuration
Horn or Buffet
V2
1 Beginning of Maneuver
Initial Condition 3
1. Torque200lbs Completion
2. Propellers 1,900 RPM 1. Level Off at Initial Altitude
3. Maintain Initial Heading and Heading
4. Maintain Initial Altitude
5. Pitch Attitude Prior to Horn 2 Stall and Recovery 2. Reset Power as Required
or Buffet May Reach 10 - 1. Simultaneously Advance the
15, Depending on Technique Power Levers Toward MAX
6. Horn Will Sound Torque, Reduce the Pitch
Approximately 10kts above Attitude as Necessary to Stop
Buffet the Stall Warning, and Roll
the Wings Level.
2. Establish Positive Rate of
Climb
9
Rejected Takeoff
1 Before Takeoff
1. Follow Normal Takeoff
Procedures Until Initiating
Abort at or Below V1
3 Clear of Runway
1. Complete After Landing
Checklist
2
Em ergency or Malfunction
At or Below V1
1. Recognize Reason for
Rejected Takeoff
2. Power Levers Idle
3. Braking As Necessary
4. Reverse As Necessary
5. Maintain Runway Heading
Pilot Tip
If rejected takeoff is due to reasons other than one engine power loss,
Reverse is most effective at higher speeds and braking is most effect at lower speeds.
10
Normal Takeoff and Departure
6 Climb-Out
1. Accelerate to 150 KIAS
Cruise 8 2. Landing / Taxi Lights Out
1. Accelerate to Cruise Speed 3. Complete Climb Checklist
2. Set Cruise Power
3. Complete Cruise Checklist
VYSE or Above 5
1. Flaps Up
2. Yaw Damper On
3. Climb Power Set
Area Departure / Climb Profile 7
1. 150 KIAS to 10,000 Ft
2. 130 KIAS to 10,000 - 20,000 Ft
Takeoff 4
3. 120 KIAS 20,000 - 25,000 Ft 1. Rotate at V1 to Approx 7
4. 110 KIAS 25,000 - 35,000 Ft Nose Up
2. Establish Positive Rate of
Climb
3. Landing Gear Up
3 Takeoff Roll
1. Recheck Torque / ITT
2. Annunciators Check
1 Before Takeoff
2 In Position
1. Checklist Complete
1. Hold Brakes
2. Recheck V1 and V2
2. Props 2,000 RPM
(On Governors)
3. Release Brakes
4. Set Torque
11
Beechcraft King Air 90 Series
Approach Power Setting
Recommendations
Flight Condition Torque Flaps Gear IAS ROC
(ftlbs) (kts) (fpm)
Two Engines - 1900 RPM
Initial Maneuvering: Level 800 Up Up 160 0
Descending 300 Up Up 160 -1000
Approaching FAF 500 Apr Up 120 0
FAF Inbound: Precision Approach 500 Apr Dn 120 -600
Non-Precision Approach Descending 300 Apr Dn 120 -1000
Level at MDA (Category B) 800 Apr Dn 120 0
Visual Final 500 Dn Dn 100 -500
Missed Approach 1200*** Up Up 120 *
*** Unless restricted by climb ITT limits. For E90, use 1400 ft-lbs or 700.
12
King Air C90 Fuel System
NOTE
Total Usable Fuel
384 Gallons (US)
NOTE
Right system is identical to left system except that the left contains the crossfeed valve. It should also be noted
that the purge valve and fuel line are located on the inboard side of the nacelle and that there is a thermal relief
valve and line from the crossfeed line in the right fuel system.
Valve has holes for flow out at reduced rate. Only 28 of 44 gallons will not gravity feed to nacelle.
NOTE
A fuel capacitance gaging system utilizes a single fuel quantity gage for each wing fuel system. This gage can
be switched to designate the amount of fuel in the nacelle tank or the total fuel in the system.
13
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