B 1900 Training PDF

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COURSEWARE SUPPORT—HURST 8900 Trinity Blvd. Hurst, Texas 76053 (817) 276-7500 FAX (817) 276-7501
BEECH 1900 AIRLINER PILOT TRAINING MANUAL
Record of Revision No. 2.01
This is a complete reprint of the Beech 1900 Airliner Pilot Training Manual.
The portion of the text or figure affected by the current revision is indicated by a
solid vertical line in the margin. A vertical line adjacent to blank space means that
material has been deleted. In addition, each revised page is marked
“Revision 2.01” in the lower left or right corner.
The changes made in this revision will be further explained at the appropriate
time in the training course.
the best safety device in any aircraft is a well-trained crew...

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BEECH 1900 AIRLINER

PILOT TRAINING MANUAL
VOLUME 2
AIRCRAFT SYSTEMS
SECOND EDITION
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Courses for the Beech 1900 Airliner and other Beech aircraft are taught at the
following FlightSafety learning centers:
Hawker Beechcraft Learning Center

9720 East Central Avenue
Wichita, KS 67206
Phone: (316) 612-5300
(800) 488-3747
Fax: (316) 612-5399
Toronto Learning Center

95 Garratt Boulevard
Downsview, Ontario
Canada M3K 2A5
(416) 638-9313
(877) 359-3274
Fax: (416) 638-3348
LaGuardia Learning Center

Marine Air Terminal
LaGuardia Airport
Flushing, NY 11371-1061
(718) 565-4170
(800) 749-8818
Fax: (718) 565-4174
Copyright © 2000 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s pilot manuals and maintenance manuals. It is to be used for
familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict between
data provided herein and that in publications issued by the manufacturer or the FAA, that of
the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our training
program.
F O R T R A I N I N G P U R P O S E S O N LY
CONTENTS
SYLLABUS
Chapter 1 AIRCRAFT GENERAL
Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
WALKAROUND
APPENDIX
ANNUNCIATOR PANEL
INSTRUMENT PANEL POSTER
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION .................................................................................................................. 1-1
GENERAL .............................................................................................................................. 1-1
AIRPLANE SYSTEMS .......................................................................................................... 1-2
General ............................................................................................................................ 1-2
Chapters........................................................................................................................... 1-2
STRUCTURES ....................................................................................................................... 1-4
Beechcraft 1900 Airliner Description ............................................................................. 1-4
Beechcraft 1900 Airliner Configurations ........................................................................ 1-6
STANDARD EQUIPMENT................................................................................................... 1-7
DIMENSIONS AND SPECIFICATIONS.............................................................................. 1-8
Airplane Dimensions ....................................................................................................... 1-8
Specifications .................................................................................................................. 1-8
DOORS AND INTERIORS.................................................................................................. 1-14
Cabin Entry and Exits.................................................................................................... 1-14
Airstair Locking Mechanism......................................................................................... 1-14
Airstair Door Operation................................................................................................. 1-15
Emergency Exits............................................................................................................ 1-16
Cargo Door .................................................................................................................... 1-16
Cabin Compartments..................................................................................................... 1-17
Flight Deck .................................................................................................................... 1-19
Control Surfaces ............................................................................................................ 1-32
FOR TRAINING PURPOSES ONLY 1-i

TIEDOWN AND SECURING............................................................................................. 1-33

TAXIING.............................................................................................................................. 1-34
SERVICING DATA............................................................................................................. 1-34
PRODUCT SUPPORT ......................................................................................................... 1-36
EXTERIOR INSPECTION .................................................................................................. 1-38
1-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
1-1 1900 Airliner General Arrangement—Series UE.................................................... 1-4

1-2 1900 Airliner General Arrangement—Series UB.................................................... 1-5
1-3 Stabilons and Tailets................................................................................................ 1-6
1-4 1900 Airliner Three-View Diagram—Series UB and UC....................................... 1-9
1-5 1900 Airliner Three-View Diagram—Series UE .................................................. 1-10
1-6 Rear Three-Quarters View..................................................................................... 1-12
1-7 Cabin Pressure Vessel............................................................................................ 1-12
1-8 Cabin Altitude Chart.............................................................................................. 1-14
1-9 Entrance and Exit Provisions—Series UB and UC ............................................... 1-15
1-10 Cargo Door ............................................................................................................ 1-16
1-11 Cabin Areas ........................................................................................................... 1-17
1-12 Cabin Seating Layouts........................................................................................... 1-18
1-13 Flight Deck ............................................................................................................ 1-19
1-14 Control Wheels ...................................................................................................... 1-20
1-15 Right Side Panel—Series UA, UB, UC................................................................. 1-21
1-16 Fuel Control Panel ................................................................................................. 1-21
1-17 Instrument Panel .................................................................................................... 1-22
1-18 Instrument Panel Diagram ..................................................................................... 1-23
1-19 Engine Instruments—Series UA, UB, UC ............................................................ 1-24
1-20 Engine Instruments—Series UE-1 through UE-92................................................ 1-25
1-21 Engine Instruments—Series UE-93 and Subsequent ............................................ 1-26
1-22 Instrumentation—Series UA, UB, UC .................................................................. 1-27
1-23 Instrumentation—Series UE .................................................................................. 1-28
FOR TRAINING PURPOSES ONLY 1-iii

1-24 Power Control Quadrant and Pedestal .................................................................. 1-29

1-25 Pilot’s and Copilot’s Subpanels—Series UA, UB, UC......................................... 1-29
1-26 Pilot’s and Copilot’s Subpanels—Series UE ........................................................ 1-30
1-27 Annunciators—Series UA, UB, UC...................................................................... 1-31
1-28 Lighting Controls—Series UA, UB, UC............................................................... 1-31
1-30 Flight Control Locks ............................................................................................. 1-32
1-29 T-Tail Configuration ............................................................................................. 1-32
1-31 Airplane Secured ................................................................................................... 1-33
1-32 Ground Turning Clearance—Series UA, UB, UC ................................................ 1-34
1-33 Ground Turning Clearance—Series UE................................................................ 1-35
1-34 Danger Areas......................................................................................................... 1-36
1-35 Servicing Data ....................................................................................................... 1-37
1-36 Exterior Inspection ................................................................................................ 1-38
1-iv FOR TRAINING PURPOSES ONLY

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CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
A good, basic understanding of the airplane will help in studying individual systems and their
operations. This chapter provides preliminary background information related to airplane
systems, operational considerations, and performance, which are presented in other chapters of
this training manual. Also, this chapter presents an overall view of the airplane, including
external familiarization, cabin arrangements, and cockpit layout. In this chapter, you will find
diagrams and data describing the airplane in general, including systems not found in the
POH/AFM.
GENERAL
There are four series of the Beech 1900 Airliners UA series airplanes have an airstair door in the
and several cabin configurations. The primary rear. This training manual covers all four series
difference between the UA and UB serial num- of the 1900 Airliners.
bered airplanes and the UC and UE series is in
the fuel system and the caution/advisory annun- Reference material in this training manual is
ciator panel arrangement. The UC and UE series organized into 15 chapters (with two unused
have a wet-wing fuel system, while UA and UB tabs) covering all airplane systems. Each chapter
series have a series of bladder tanks. The UB, is complete and independent and can be referred
UC, and UE series have cargo doors, while the to in any sequence.
FOR TRAINING PURPOSES ONLY 1-1

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Following are brief descriptions of the subject Master Warning System

matter in each chapter. All material is discrete to
the Beechcraft 1900, 1900C, and 1900D Chapter 4, “Master Warning System,” presents a
Airliners. description and discussion of the warning, cau-
tion, and advisory annunciator panels. Each
annunciator is described in detail, including its
AIRPLANE SYSTEMS purpose and associated cause for illumination.
Emphasis is on corrective action required by the
pilot if an annunciator is illuminated.
General
The POH/POM Systems Description section Fuel System
briefly summarizes all 1900 Airliner systems.
Additional descriptions and details are included Chapter 5, “Fuel System,” presents a description
in separate chapters of this training manual. and discussion of the fuel system. The physical
POH/POM information is updated as required layout of fuel cells and normal/abnormal fuel
and always supersedes any information in the system operations are described. Correct use of
training manual. the boost pumps, fuel transfer system, and fire-
wall shutoff valves are discussed. Locations and
types of fuel drains and correct procedures for
taking and inspecting fuel samples are detailed.
CHAPTERS This chapter includes a list of approved fuels and
procedures for fuel servicing.
Aircraft General
Powerplant
Chapter 1, “Aircraft General,” presents an overall
view of the airplane. This includes external Chapter 7, “Powerplant,” presents a discussion of
familiarization, cabin arrangement, and cockpit the Pratt & Whitney PT6A-65B and -67D turbo-
layout. In this chapter you will find additional prop engines. Engine theory and operating
general descriptions, diagrams, and data which limitations are described, and normal pilot proce-
may not be found in the Pilot or Airplane dures are detailed. Crewmembers must have
manuals. sufficient knowledge of the PT6A series engines
to understand all normal and emergency
procedures.
Electrical Power System
Chapter 2, “Electrical Power System,” describes This chapter also describes propeller construc-
the airplane electrical system and its compo- tion and system components. Location and use of
nents. The electrical system is discussed to the propeller controls, governor operation, overspeed
extent necessary for pilot management of all nor- protection, reversing, manual feathering, and
mal and emergency operations. The location and autofeather are discussed.
purpose of switches, indicators, lights, and cir-
cuit breakers are noted. DC and AC generation Fire Protection
and distribution are described. This chapter also
includes electrical system limitations and a dis- Chapter 8, “Fire Protection,” describes the fire
cussion of potential electrical system faults. warning and protection systems. Operation and
testing information for the fire detection and fire-
extinguishing systems is included.
Lighting
Chapter 3, “Lighting,” discusses cockpit lighting,
cabin lighting, and exterior lighting. All lights are
identified and located. The location and use of
controls for the lighting system are also included.
1-2 FOR TRAINING PURPOSES ONLY

Pneumatics Landing Gear and Brakes

Chapter 9, “Pneumatics,” presents a discussion of Chapter 14, “Landing Gear and Brakes,” outlines
pneumatic and vacuum systems. Sources and control and operating limitations of the hydraulic
operation of pneumatic and vacuum air are landing gear system. Normal and abnormal indi-
described. Acceptable gage readings and normal cations are discussed. Procedures are described
and abnormal system indications are outlined. for use of the alternate landing gear extension
The bleed-air warning system is described as an s y s t e m i n t h e ev e n t o f n o r m a l s y s t e m
integral function of the pneumatic system. malfunction.
This chapter also details the power steering sys-
Ice and Rain Protection tem and includes procedures for normal and
abnormal indications.
Chapter 10, “Ice and Rain Protection,” describes
theory and operation of anti-ice and deice sys- Correct use of the wheel brakes and parking
tems. Each ice protection device in the aircraft is brakes are described in this chapter. System com-
described individually, showing each component ponents and brake wear indications are also
and control location. Normal and abnormal oper- detailed. Safety procedures related to system
ations of each anti-ice and deice system are operation are considered.
considered. The purpose of this section is to
acquaint the pilot with all systems used for flight
into icing conditions or heavy rain. Information Flight Controls
concerning preflight deicing and defrosting
includes a discussion of appropriate fluids Chapter 15, “Flight Controls,” describes the four-
approved for these procedures. segment Fowler-type flap system. System con-
trols and limitations are considered, and
operations are outlined as referenced in the
Air Conditioning POH/AFM. All normal and abnormal operating
procedures are discussed.
Chapter 11, “Air Conditioning,” presents a
description of air-conditioning, bleed-air heating,
and fresh air ventilation systems. The air cycle Avionics
machine is discussed in detail as an integral func-
tion of the entire system. Each environmental Chapter 16, “Avionics,” describes the standard
subsystem description includes general operating avionics installation for the 1900 Airliner. Com-
practices, control of the system, and emergency munication and navigation radio equipment and
procedures. audio panel layout are detailed. Non-standard
avionics are not covered here; however, for air-
c r a f t e q u i p p e d w i t h o p t i o n a l av i o n i c s
Pressurization System installations, supplements are available to
describe equipment operation. A glossary of avi-
Chapter 12, “Pressurization,” presents a descrip- onics terminology is included in an Appendix at
tion of the pressurization system components. the back of this training manual.
Component locations and system operational
controls are discussed. The importance of airstair This chapter also presents a discussion of the
and cargo compartment door security is noted, dual pitot-static system. Pitot-static system input
and emergency procedures are described. Where to flight instruments and related safety features
necessary, references are made to the environ- are described. Operational principles, pitot-static
mental system as it affects pressurization. air sources, and component locations are given
for the system. Pilot and copilot alternate static
air systems are also covered.

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Miscellaneous Systems STRUCTURES

Chapter 17, “Miscellaneous Systems,” presents a
summary of the oxygen system and its compo- BEECHCRAFT 1900 AIRLINER
nents. General descriptions, operating principles, DESCRIPTION
system controls, and emergency procedures are
included. Use of the oxygen duration chart is out- The Beechcraft 1900 Airliner (Figures 1-1 and
lined, and oxygen availability is determined, 1-2) is a high-performance, pressurized, twin-
using practice problems to illustrate various engine, turboprop airplane designed and
flight situations. FAR requirements are discussed equipped for day or night flight in IFR condi-
as they relate to crew and passenger oxygen tions, high-density air traffic zones, and known
needs, including types and availability of oxygen icing conditions. It is also capable of operating in
masks. The Pilot’s Operating Handbook and and out of small, unimproved airports within
Pilot’s Operating Manual are referred to for POH/AFM operating limits.
descriptions of system servicing procedures.
The 1900 Airliner design blends a highly effi-
cient airframe with proven high-technology
components to provide a reliable, economical,
Figure 1-1 1900 Airliner General Arrangement—Series UE

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and versatile airplane. The 1900 Airliner is a The structure is an all-metal, low-wing mono-
growth version of the Beechcraft Super King Air plane. It has fully cantilevered wings and a T-tail
B200 corporate aircraft. Many King Air features empennage. Efficient, high aspect ratio wings
were retained, including the flight deck design, provide an excellent combination of low drag for
wing airfoil section, classic T-tail, and PT6 free- cruise conditions and easy handling at slow
turbine engine. speeds for airport operations.
Figure 1-2 1900 Airliner General Arrangement—Series UB

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BEECHCRAFT 1900 AIRLINER effective horizontal surface, which is able to con-

CONFIGURATIONS trol greater excursions in CG loading. In “free”
air, trim changes resulting from changes in power
The Beechcraft 1900 Airliner is certified to carry settings or flap positions are minimized or elimi-
up to 19 passengers. In addition to standard air- nated entirely. Material fatigue, present when a
plane configurations, Beechcraft offers optional surface is embedded in the high-energy propeller
items at additional cost and weight. Basic config- slipstream, is also eliminated.
urations, dimensions, weights, and specifications
are summarized later in the chapter. Refer to the Small horizontal surfaces called stabilons (Figure
current airplane POH/AFM for detailed, up-to- 1-3) are mounted on both sides of the fuselage
date information. just aft of the cargo door. Two smaller vertical
fins, called tailets, are mounted on the lower hor-
The wing is fabricated as a one-piece unit con- izontal stabilizer tips.
sisting of a one-piece spar, center wing, and two
outboard wing assemblies. The center wing
forms an integral part, providing structural sup-
port for engine nacelles and outboard wing
assemblies. The UE Series has incorporated
winglet design based on NASA research. This
enhances climb performance and extends the
effective wing span to improve range.
Faired, oval nacelles of minimum frontal area are
installed on the center wing to house the engine
and landing gear. Nacelle location and design
maximize propeller-to-ground clearance, mini-
m i z e c a b i n n o i s e , a n d p r ov i d e l ow d r a g
powerplant cowlings. The upper nacelle surface
fairs into the upper surface of the wing near the
rear spar. The lower nacelle surface extends aft
below the wing to house the retracted main land-
ing gear. Nacelle surfaces are flush-riveted for
aerodynamic smoothness.
The T-tail on the Beechcraft 1900 Airliner was
designed to improve aerodynamics, lighten con- Figure 1-3 Stabilons and Tailets
trol forces, and increase CG range. Extensive
wind tunnel and flight tests and the experience of Stabilons were added to improve pitch stability
thousands of pilots have confirmed that the com- for the unusually wide CG range (4 to 40%
bination of T-tail and straight wing provides MAC). They provide exceptionally positive
excellent control characteristics in all flight recovery characteristics from the deep stall flight
regimes. regime. For additional directional stability, tailets
are teamed with a pair of vortex generators,
The T-tail configuration was chosen for the 1900 ahead of the wing-fuselage junction. Vortex gen-
Airliner for several reasons. Although distinctive erators reduce stall speeds and interference drag
appearance and excellent handling qualities were to increase directional stability. This package of
important objectives, the operator of the 1900 small aerodynamic surfaces—stabilons, tailets,
Airliner needs flexibility in overall airplane usage and vortex generators—provides the 1900 Air-
and loading. By putting the horizontal tail at the liner with highly desirable stability
top of the vertical fin, the tail surface “flies” in characteristics without using artificial and expen-
less disturbed air than it would if located lower sive electronic stability augmentation systems.
on the fin, or on the fuselage. The result is a more

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The fuselage is a conventional monocoque struc- ● UE Series:

ture of high-strength aluminum alloys. The basic
cabin shape is a favorable compromise between ❍ Has PT6A-67D engines rated at
passenger comfort and efficient cruise perfor- 1,279 shp.
mance. The cabin profile is squared-oval, not
round. Passengers can sit upright comfortably ❍ Maximum Ramp Weight has
without leaning to accommodate sloping walls. increased to 17,230 pounds.
The floors are flat from side to side for passenger
ease in entering and leaving the cabin. In the UE ❍ Maximum Takeoff Weight has in-
Series, the cabin height has been raised to 71 creased to 17,120 pounds.
inches.
❍ Maximum Landing Weight has in-
The basic King Air B200 fuselage was retained, creased to 16,765 pounds.
adding windows to accommodate the increase in
passenger seats. The cabin is pressurized for ❍ Maximum Zero Fuel Weight has in-
operation at its most efficient cruise altitude. creased to 15,165 pounds.
These design characteristics result in a structure
that is optimized for pressure loads, is light- ❍ Cockpit has changed to Collins EFIS
weight, and will carry 19 passengers 84 system with flight directors as
comfortably. standard equipment.
Principal differences between UA/UB Series, UC Other improvements and differences are included
Series, and UE Series Airliners are as follows: in the various chapters of this training manual.
● UC Series:
❍ Has wet-wing fuel system with STANDARD EQUIPMENT
capacity increased to 667 gallons
usable fuel. The following is standard equipment on the
Beech 1900 Airliner:
❍ Has new style ENGINE FIRE TEST ● Reversible pitch propellers
switches. The UA/UB series air-
planes have a mod kit available to ●
change the rotary switch with the Propeller synchrophaser and
new style arrangement. synchroscope
● Autofeather propeller system
● UC/UE Series:
● Complete anti-ice and deice systems:
❍ Fuel control panel on the pilot’s left
side has added auxiliary fuel pump ❍
switches and MAIN or AUX fuel Surface deice boots
quantity selection switch. ❍ Electric propeller anti-ice
❍ Has additional caution/advisory ❍ Engine anti-ice
annunciators in a slightly modified
panel. ❍ Dual heated windshields
❍ Has a modified switch panel arrange- ❍ Brake deice
ment on the control pedestal.
❍ Heated pitot tubes
● Dual bleed-air heat
Revision 1 FOR TRAINING PURPOSES ONLY 1-7

● Air-conditioning system: ● No-smoking sign with chime

❍ Air cycle machine ● Forward baggage compartment
❍ Freon air conditioner ● EFIS 84 system (UE Series)
❍ Aft cabin blower
NOTE
● Dual-pane cabin windows
Rear cargo door 52 x 52 inches is stan-
● dard on 1900C configuration.
Fire protection system:
❍ Cabin fire extinguisher
DIMENSIONS AND
❍ Cockpit fire extinguisher SPECIFICATIONS
❍ Engine fire detection
AIRPLANE DIMENSIONS
❍ Engine fire extinguishers
Figure 1-4 shows airplane dimensions for Series
● 19 removable, track-mounted, high-back UB and UC, while Figure 1-5 shows airplane
seats dimensions for Series UE.
● Fixed-step forward airstair door with
entrance step lights SPECIFICATIONS
● Minimum crew—FAA certificated:
Oxygen system—Dual 76.5-cubic-foot Series UA, UB, UC ................................ One
cylinders and 21 oxygen outlets Series UE................................................ One
● Exterior lighting: Maximum passengers—FAA certificated:
❍
Series UA, UB, UC ................................... 19
Wing deice lights Series UE................................................... 19
❍ Tail logo lights Engine:
❍
Series UA, UB, UC ................... 2PT6A-65B
Strobe lights Series UE................................... 2PT6A-67D
❍ Wing-mounted landing lights Propellers—Four-blade, reversible:
Series UA, UB, UC .................. Two Hartzell
❍ Nosewheel single taxi light Series UE.................................. Two Hartzell
❍ Recognition lights (UE Series) Landing gear—Retractable, tricycle, dual main
wheels:
● Control wheel-mounted clocks—Pilot Series UA, UB, UC ....................... Hydraulic
and copilot Series UE....................................... Hydraulic
● Dual instantaneous vertical speed Wing area:
indicators Series UA, UB, UC ........... 303.0 square feet
Series UE........................... 310.0 square feet
● Flight hour recorder
● Electric and manual elevator trim system

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Figure 1-4 1900 Airliner Three-View Diagram—Series UB and UC

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Figure 1-5 1900 Airliner Three-View Diagram—Series UE

Maximum Certificated Weights Cargo door height aft:

Series UE .................................... 53.8 inches
Maximum ramp weight:
Series UA, UB, UC................ 16,710 pounds
Series UE ............................... 17,230 pounds Maximum Weight in Baggage
Compartments
Maximum takeoff weight:
Series UA, UB, UC................ 16,600 pounds Nose:
Series UE ............................... 17,120 pounds Series UA, UB, UC..................... 150 pounds
Maximum landing weight: Forward cabin compartment:

Series UA, UB, UC................ 16,100 pounds Series UA, UB, UC..................... 250 pounds
Series UE ............................... 16,765 pounds Series UE .................................... 250 pounds
Maximum zero fuel weight: Hanger—Forward cabin compartment:

Series UA, UB, UC................ 14,000 pounds Series UA, UB, UC..................... 100 pounds
Series UE ............................... 15,165 pounds Series UE .................................... 100 pounds
Typical operating weight: Aft baggage compartment—Forward Section:

Series UE ............................... 10,550 pounds Series UA, UB, UC..................... 250 pounds
Series UE ................................. 1,000 pounds
1900C.......................................... 880 pounds
Cabin and Entry Dimensions
Aft baggage compartment—Aft Section:
Cabin width (maximum): Series UA, UB, UC..................... 565 pounds
Series UA, UB, UC........................ 54 inches Series UE .................................... 630 pounds
Series UE ....................................... 54 inches 1900C.......................................... 630 pounds
Cabin length (maximum between pressure bulk-
heads): Specific Loadings
Series UA, UB, UC................... 473.5 inches
Series UE .................................. 473.5 inches Wing loading (pounds per square foot):
Series UA, UB, UC.................... 54.8 pounds
Cabin height (maximum): Series UE ................................... 54.7 pounds
Series UA, UB, UC........................ 57 inches
Series UE ....................................... 71 inches Power loading (pounds per shaft horsepower):
Series UA, UB, UC...................... 7.5 pounds
Airstair entrance door width (minimum): Series UE ................................... 6.62 pounds
Series UA, UB, UC................... 26.75 inches
Series UE .................................. 26.75 inches
Loading
Airstair entrance door height (minimum):
Series UA, UB, UC........................ 51 inches Wing loading
Series UE ....................................... 62 inches at gross weight .............. 54.7 pounds/square feet
Cargo door width (minimum): Power loading

Series UA, UB, UC........................ 52 inches at gross weight ......... 6.6 pounds per horsepower
Series UE ....................................... 52 inches
Cargo door height forward (minimum):
Series UA, UB, UC........................ 52 inches
Series UE ....................................... 57 inches

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Baggage Compartment
Volumes
Under seat stowage......................... 32 cubic feet
(capacity 190 pounds)
Forward cabin baggage .................. 17 cubic feet
(capacity 250 pounds)
Aft cabin baggage......................... 175 cubic feet
(capacity 1,630 pounds)
TOTAL ................................ 213.3 cubic feet
(capacity 2,340 pounds)
Cabin Compartment Volumes Figure 1-7 Cabin Pressure Vessel
Crew station.................................. 103 cubic feet

Cabin Equipment
Forward entrance
and baggage area ............................ 56 cubic feet Dual bleed-air heat system 64,000 BTU capacity,
with environmental air provided through floor
Main cabin.................................... 584 cubic feet registers and individual air outlets for all
occupants.
Rear baggage area ........................ 175 cubic feet
Cooling—39,000 BTU (ground) and 46,000
TOTAL ................................... 918 cubic feet BTU (flight)—is provided by a combination of
air cycle and vapor cycle systems.
Pressurization
All-Weather Equipment
5.1 psi pressure differential provides a sea level
cabin up to 11,000 feet and a 9,000-foot cabin at ● Flush fuel vents
25,000 feet (Figures 1-6 and 1-7).
● Engine fuel heaters
Oxygen System ● Engine inlet screen anti-ice protection
High-pressure continuous flow with 152-cubic- system
foot capacity with outlets for all cabin occupants. ● Exhaust heated engine inlet lips
● Fuel vent heaters
● Electric propeller deicing, wing ice lights
● Radar
● Windshield, electric heat and surface
deicer boots
Figure 1-6 Rear Three-Quarters View ● Brake deice (optional)

Fuel and Oil Capacity Series UA, UB, UC ................. 180 KIAS
Series UE................................. 180 KIAS
Main tank capacity............................ 481 gallons Retraction:
Series UA, UB, UC ................. 180 KIAS
Auxiliary tank capacity..................... 184 gallons Series UE................................. 180 KIAS
Total fuel capacity Maximum flap extension speed (VFE):
(wing tanks, usable) .......................... 665 gallons Takeoff:
Oil capacity (each engine) ................. 3.6 gallons Series UE.......................................... N/A
Approach:
Fuel and Oil Specifications Series UE............... 188 KIAS (flaps 17°)
Fuel .......... JP-4, JP-5, JP-8, Jet A, Jet A-1, Jet B Landing:
Hydraulics (brakes, struts, Series UE............... 143 KIAS (flaps 35°)
and landing gear retract system...... MIL-H-5606 (154 KIAS for UE-79 and after)
Stall (100% flaps, power off):
Landing Gear Series UA, UB, UC......................... 88 KIAS
Series UE ........................................ 84 KIAS
Wheels and brakes ................ Lorol multiple disc
(each main wheel) Air minimum control speed (VMCA):
Flaps up:
Main wheel tire size........................ 22 x 6.75-10 Series UA, UB, UC ................... 96 KIAS
(tubeless 10-ply rating) Series UE................................... 92 KIAS
Flaps takeoff:
Nosewheel tire size ...................... 19.5 x 6.75-10 Series UA, UB, UC .................... 91KIAS
(tubeless 10-ply rating) Series UE.......................................... N/A
Flaps approach:
Series UA, UB, UC ................... 89 KIAS
Operating Speeds Series UE................. 92 KIAS (flaps 17°)
The 1900 Airliner qualifies as one of the most
maneuverable airliners of its size in the world. Rates of Climb
Insistence on handling ease in all flight regimes
and tough construction techniques contribute to The 1900 Airliner delivers an extra margin of
the following figures (calculated at maximum reliability with its powerful PT6A series jetprop
takeoff weight of 16,600 pounds for UA, UB, UC engines. The following figures are calculated at
Series and 16,950 pounds for UE Series): maximum takeoff weight:
Maximum operating speed (VMO): Two engines
Series UA, UB, UC ....................... 247 KIAS (sea level, standard day)...................... 2,350 fpm
Series UE................................ 17,120 pounds
To 13,200 feet.......................... 248 KIAS One engine
13,200 to 25,000 feet.... 248 to 195 KIAS (sea level, standard day)......................... 500 fpm
Maneuvering speed (VA) (16,600 pounds): One engine
Series UA, UB, UC....................... 188 KIAS (5,000 feet elevation, standard day) ....... 390 fpm
Series UE ...................................... 178 KIAS
Maximum landing gear operating speed (VLO):
Extension:

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Service Ceiling DOORS AND INTERIORS

At maximum takeoff weight, over-the-weather
capabilities and greater mission dependability are CABIN ENTRY AND EXITS
possible with the 1900 Airliner (Figure 1-8):
A fixed-step cabin airstair door is installed for-
Two-engine maximum ward of the propeller plane on the left side of the
operating altitude............................... 25,000 feet fuselage (Figure 1-9). The door opening is 26.75
inches wide by 51 inches high (UC Series). The
Cabin pressurization: door opening is 26.21 inches wide by 62.64
Series UA, UB, UC ............................ 4.8 psi inches high in the UE Series.
Series UE............................................ 5.1 psi
The 1900C is configured with a 52-inch by 52-
inch cargo door (52 inches wide, 57 inches high
in the UE Series) aft of the passenger cabin on
the left side of the airplane. The cargo door is
hinged at the top and can be opened from inside
or outside. A partition separates the cargo com-
partment from the cabin area.
The pressure vessel is sealed with inflatable rub-
ber strips, installed around each doorframe,
which allow pressurized cabin air to seep through
small holes in the sides of the seal. The higher
the differential pressure, the tighter the seal.
The 1900C and 1900D have three emergency exit
hatches. Two are on the right side of the fuselage
at the leading and trailing edges of the wing, and
one is on the left side of the fuselage at the trail-
ing edge of the wing. The 1900 configuration
without a cargo door has two emergency exit
doors on the right side only. The aft passenger
airstair door serves as the second emergency exit
on the left side.
Figure 1-8 Cabin Altitude Chart
AIRSTAIR LOCKING
MECHANISM
Range
The door-locking mechanism is operated by
A typical stage length for regional airline flights either of two vertically staggered handles, one
is approximately 200 nautical miles. A 1900 Air- inside and the other outside the door. The inside
liner, with 19 passengers on board, can handle and outside handles are mechanically intercon-
three such stage lengths at maximum cruise nected. When either handle is rotated, three (four
power without refueling. You may never need the on UE Series) rotating camlock latches on either
maximum range of the 1900 Airliner, but using side of the door capture posts mounted on the
this capability will help save time between stages fuselage side of the opening. The door can be
by reducing turn-around time to only minutes. locked with a key to secure the aircraft when
parked.

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AIRSTAIR DOOR OPERATION closed position. Then rotate the handle counter-
clockwise until the release button pops out; the
A release button adjacent to the door handle must handle should be pointing aft. Check airstair door
be depressed before the handle can be rotated to security by attempting to rotate the handle clock-
unlock the door. As an additional safety measure, wise without depressing the release button; the
a differential-pressure-sensitive diaphragm is handle should not move.
incorporated into the release button mechanism
to prevent inadvertent opening of the door when For the UA, UB, and UC Series, to close the door
the aircraft is pressurized. from inside the airplane, grasp the handrail cable,
and pull the airstair door up against the door-
To close the door from outside the airplane, lift frame; then rotate the handle counterclockwise as
the free end of the airstair door, and push it up far as possible, continuing to pull inward on the
against the doorframe as far as possible. Next, door. Next, rotate the handle clockwise until the
rotate the handle clockwise as far as it will go; release button pops out; the handle should now
this will allow the airstair door to move into the be pointing down.
Figure 1-9 Entrance and Exit Provisions—Series UB and UC

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For the UE Series, to close the door from the UA, UB, UC Series
inside, grasp the rear handrail cables, and pull the
airstair door up against the airframe; then rotate To prevent entry from outside when the aircraft is
the handle up as far as possible, continuing to secured, the exit can be locked with a flush-
pull inward on the door. Next, rotate the handle mounted, pull-out handle near the inside exit
down until the release button pops out; the han- release. When locked, with the inside lock-lever
dle should now be pointing down. down, a red placard is visible to warn that the exit
is not accessible from outside. Removing the
To check airstair door security, attempt to rotate hatch from inside with the EXIT-PULL handle is
the handle counterclockwise, or UP in the UE possible at any time, since the handle is not
Series, without depressing the release button; the locked by the lock-lever. However, the lock-lever
handle should not move. Next, ensure the red should be up, in the unlocked position, prior to
safety lock is in position around the diaphragm flight.
shaft when the handle is in the locked position.
The safety lock can be observed by depressing a
red switch near the small viewing window to illu- UE Series
minate a lamp inside the door. The final check is
to ensure that each orange stripe on each of the To prevent entry from outside when the aircraft is
six (eight in the UE Series) rotary camlocks is secured, the exit can be locked by inserting a
aligned with its corresponding notch on the door- locking pin in the hole next to the release handle.
plate. If any condition specified in this door- In this condition, the exit cannot be opened from
locking procedure is not met, DO NOT TAKE the inside or outside until the pin and flag are
OFF. removed.
The “Cabin/Cargo Door Annunciator Circuitry CARGO DOOR

Check” in the Normal Procedures section should
be performed prior to the first flight of the day. In The 1900C and D models are equipped with a
addition, a security check of the airstair door cargo door to provide access for loading large or
should be performed by a qualified crewmember bulky items. The swing-up cargo door is hinged
before each flight. at the top and is equipped with latching mecha-
nisms at the bottom (Figure 1-10).
Never attempt to unlock the door or even to
check door security in flight. If the FWD CABIN
DOOR annunciator illuminates in flight, or if the
pilot has any reason to suspect the door may not
be securely locked, the cabin should be depres-
surized slowly (considering altitude first), and all
occupants should be instructed to remain seated
with their seat belts fastened. After the airplane
has made a full-stop landing, only a crewmember
should check the security of the airstair door.
EMERGENCY EXITS
The emergency exit hatches (Figure 1-9) can be
released from inside with a pull-down handle
placarded “EXIT-PULL.” From outside, the
doors are released with a flush-mounted pull-out
handle. The nonhinged, plug-type hatches
remove completely from the frame into the cabin
when the latches are released. Figure 1-10 Cargo Door

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After initial opening force is applied, gas-oper-

ated springs open the door automatically. The
door is counterbalanced to remain open, and two
support rods secure the door open. Once closed,
the gas springs apply a closing force to assist in
latching the door. A rubber seal around the door
is inflated with cabin air to seal the pressure ves-
sel in flight.
To open the door from outside the airplane,
depress the release button adjacent to the door
handle, and rotate the handle clockwise. Pull out
at the bottom of the door until the gas springs
take over to lift it to the fully open position.
To close the cargo door from outside the airplane,
pull down the free end of the cargo door, and
push it against the doorframe as far as possible.
Next, rotate the handle counterclockwise until
the release button pops out and the handle points
aft. Check cargo door security by attempting to
rotate the handle clockwise without pressing the
release button; the handle should not move.
Finally, note alignment of the orange stripe and
pointer by looking through a small inspection
window in the lower right (lower left in UE
Series) corner of the door.
Although normal access is from outside, the
cargo door can also be opened or closed from
inside; however, never attempt to unlock or check
door security in flight. If the AFT CABIN DOOR
annunciator illuminates, observe the same cau-
tions noted in procedures for illumination of the
FWD CABIN DOOR annunciator.
CABIN COMPARTMENTS
The main cabin carries 19 passengers. Standard
lightweight commuter seats are arranged in a sin-
gle row along each cabin wall, with three
passenger seats across the aft cabin partition
(Figures 1-11 and 1-12). The center aisle pro-
vides easy access to all seats. Carry-on baggage
space is available under each seat.
An unpressurized, 13-cubic-foot nose baggage
compartment accommodates 150 pounds of bag-
gage. Access is through an upward-opening door
on the forward left side of the fuselage. This
compartment has been deleted in the UE Series. Figure 1-11 Cabin Areas

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Figure 1-12 Cabin Seating Layouts

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To accommodate additional carry-on baggage, a as vertically. Seat belts and inertial-reel shoulder
15-cubic-foot baggage compartment is installed harnesses are provided for each seat. Conven-
opposite the forward door, aft of the crew com- tional dual controls allow the airplane to be flown
partment. Its total 250-pound structural capacity by either pilot (Figure 1-14).
includes a coat rack allowance of 100 pounds for
hanging clothing. Most aircraft system circuit breakers are located
on the main circuit-breaker panel at the copilot’s
A pressurized baggage compartment at the right side (Figure 1-15). The fuel control panel
extreme rear of the 1900C cabin is separated (Figure 1-16), located on the pilot’s left sidewall,
from the passenger compartment by a solid bulk- includes fuel quantity gages, switches, and a sin-
head. Nylon webbing provides restraint for loose gle row of circuit breakers.
items and divides the aft compartment into two
sections. Baggage or cargo space totals 154 cubic The instrument panel (Figures 1-17 and 1-18)
feet, distributed as 880 pounds (1,000 pounds in contains flight instruments, engine instruments,
UE Series) forward and 630 pounds aft of the and the avionics panel. Engine instruments (Fig-
nylon webbing. ures 1-19, 1-20, and 1-21) are mounted in a
vertical double row next to the avionics panel.
Other instrumentation is shown in Figures 1-22
FLIGHT DECK and 1-23. The center avionics panel contains
nav/comm controls and a weather radar unit. Two
The efficient, comfortable flight deck is arranged static air source selector switches are mounted
for convenient use by a single pilot or a two-pilot outboard of the pilot’s and copilot’s flight instru-
crew (Figure 1-13). Pilot and copilot sit side-by- ments in the UA, UB, UC Series and in the lower
side in individual chairs, separated by a control side wall in the UE Series aircraft.
pedestal. Seats are adjustable fore and aft, as well
Figure 1-13 Flight Deck

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Figure 1-14 Control Wheels

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Figure 1-15 Right Side Panel—Series UA, UB, UC
Figure 1-16 Fuel Control Panel

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Figure 1-17 Instrument Panel
The power control quadrant and pedestal extends panel. The UE Series annunciator system
back from the center subpanel (Figure 1-24). consists of a warning panel (red display), a cau-
Controls for powerplant operation, flap system, tion panel (yellow display), and an advisory
trim tabs, yaw damp, parking brake, pressuriza- panel (green and white display). Conditions cov-
tion, and stall warning test are mounted on the ered by the annunciator system generate signals
pedestal. Optional systems on the lower pedestal, which illuminate the appropriate annunciator in a
if installed, include flight director, autopilot, anti- given situation.
skid, and power steering.
The lighting control panel is in the overhead area,
Just below the instrument panel are the pilot’s between the pilot and copilot (Figure 1-28).
subpanel on the left and the copilot’s subpanel on Rheostat controls for flight deck and instrument
the right (Figures 1-25 and 1-26). Aircraft system lighting are mounted on this panel, convenient to
controls, engine switches, master switch, and both the pilot and copilot. Also mounted on this
landing gear controls are located on these panel are the windshield wiper control, generator
subpanels. load and voltage gauges, and inverter monitoring
gauge. Airspeed and operating limitations are
The UA, UB, UC Series annunciator system also placarded on this panel. In the UE Series, all
(Figure 1-27) consists of a warning annunciator external lighting control switches have been relo-
panel (red display) in the center glareshield and a cated from the pilot’s right subpanel to the
caution/advisory annunciator panel (yellow for overhead panel.
caution, green for advisory) on the center sub-

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Figure 1-18 Instrument Panel Diagram

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Figure 1-19 Engine Instruments—Series UA, UB, UC

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Figure 1-20 Engine Instruments—Series UE-1 through UE-92

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Figure 1-21 Engine Instruments—Series UE-93 and Subsequent

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Figure 1-22 Instrumentation—Series UA, UB, UC

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Figure 1-23 Instrumentation—Series UE

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Figure 1-24 Power Control Quadrant and Pedestal
Figure 1-25 Pilot’s and Copilot’s Subpanels—Series UA, UB, UC

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Figure 1-26 Pilot’s and Copilot’s Subpanels—Series UE

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Figure 1-27 Annunciators—Series UA, UB, UC
Figure 1-28 Lighting Controls—Series UA, UB, UC

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CONTROL SURFACES
Ailerons, rudder, and elevators are cable-oper-
ated by conventional dual control wheels. The T-
tail horizontal stabilizer and elevator are mounted
at the extreme top of the vertical stabilizer (Fig-
ure 1-29).
Control surfaces are cable-operated by conven-
tional dual controls in the flight deck. Control
locks (Figure 1-30) should be installed to prevent
potential wind damage to controls or control sur-
faces whenever the airplane is parked.
Figure 1-29 T-Tail Configuration
Figure 1-30 Flight Control Locks
1-32 FOR TRAINING PURPOSES ONLY Revision 1

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TIEDOWN AND and the propeller gearbox. Engine inlet covers

provide additional protection, especially during
SECURING blowing dust or rain conditions.
For overnight parking, or during high winds, tie Securing procedures require particular attention
the airplane with suitable chain or rope at the to use of the parking brake and the rudder gust
mooring points, and install protective covers lockpin. Before towing the airplane, the parking
(Figure 1-31). Place wheel chocks fore and aft of brake must be released (brake handle pushed in).
the main gear wheels and nosewheel. Except in The rudder gust lockpin must be removed on air-
severe conditions, or for temporary parking, do craft equipped with manual steering. On aircraft
not set the parking brake. Be sure flaps are up equipped with power steering, removing the lock
and control locks are installed. Since propellers is unnecessary, since the nosewheel is free to turn
rotate freely even when the engine is shut down, when power steering is off.
they should be secured with restraints. Allowing
propellers to windmill without lubrication for
extended periods can damage engine bearings
Figure 1-31 Airplane Secured

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TAXIING SERVICING DATA

Partial braking and differential power are used to The Handling, Servicing, and Maintenance sec-
achieve maximum ground turning radius during tion of the POH/AFM outlines procedures for
taxi (Figures 1-32 and 1-33). Use caution, how- maintaining the 1900 Airliner in its originally
ever, since locking the inside brake can cause tire manufactured condition. This information sets
or strut damage. When taxiing, turning, and start- time intervals for periodic servicing or preventive
ing engines, be aware that propeller windstream maintenance. All limits, procedures, safety prac-
and exhaust can be hazardous to persons or tices, time limits, servicing, and maintenance
parked airplanes in areas directly behind the requirements contained in the POH/AFM are
engines (Figure 1-34). Although velocities and mandatory. This section of the POH/AFM
temperatures cannot be accurately measured, rea- includes a Consumable Materials chart, which
sonable care should be taken to prevent incidents lists approved and recommended servicing mate-
within these danger areas. rials. Figure 1-35 illustrates servicing points and
materials required. This chart is for reference
only and is always superseded by the POH/AFM.
Figure 1-32 Ground Turning Clearance—Series UA, UB, UC

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Figure 1-33 Ground Turning Clearance—Series UE

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Figure 1-34 Danger Areas
PRODUCT SUPPORT contact the appropriate specialist to return your

call.
The Beechcraft Commercial Service Department At Beechcraft, the Commercial Service Depart-
maintains a staff of service engineers to provide ment (CSD) is the single focal point for airline
technical assistance whenever required. service requirements. When necessary, the CSD
will involve other factory departments (Engineer-
Airframe, engine, avionics, and electrical spe- ing, Quality Control, etc.) for assistance. Product
cialists are just a phone call away. During normal support is truly a team effort.
working hours, phone (316) 676-7016 for access
to our Airliner Service Group. The specialist Beechcraft currently offers start-up service dur-
most familiar with your particular question will ing the delivery process. This program provides
be assigned to handle your request immediately. technical assistance and spare parts when
After hours and on weekends or holidays, our advance notice of customer requirements is fur-
service engineers may be reached through the nished. Complete details are available from your
“Service Hot-Line,” (316) 676-7111. This num- sales representative.
ber will reach a Beech dispatcher, who will

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Figure 1-35 Servicing Data

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EXTERIOR INSPECTION NOTE

The preflight inspection has been
1. Cockpit Check divided into five areas as shown (Fig-
ure 1-36). The inspection procedure in
2. Nose Section the POH/AFM begins in the flight
compartment, proceeds aft, then
3. Right Wing, Landing Gear, Engine, Nacelle, moves clockwise around the aircraft,
and Propeller discussing the left wing, landing gear,
left engine and propeller, nose sec-
4. Empennage and Tail tion, etc.
5. Left Wing, Landing Gear, Engine, Nacelle,
and Propeller
Figure 1-36 Exterior Inspection

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION .................................................................................................................. 2-1
GENERAL .............................................................................................................................. 2-1
ELECTRICAL SYSTEM ....................................................................................................... 2-1
DC Power Distribution.................................................................................................... 2-7
Battery ........................................................................................................................... 2-12
Starter/Generators.......................................................................................................... 2-13
AC Power Distribution (Series UA, UB, UC)............................................................... 2-15
AC Power Distribution (Series UE) .............................................................................. 2-20
EXTERNAL POWER........................................................................................................... 2-39
AVIONICS MASTER POWER ........................................................................................... 2-40
CIRCUIT BREAKERS......................................................................................................... 2-41
ABNORMAL INDICATIONS ............................................................................................. 2-42
Generator Inoperative.................................................................................................... 2-42
Battery Charge Annunciator Illuminated ...................................................................... 2-42
Circuit Breaker Tripped................................................................................................. 2-42
Triple Fed Bus Fault...................................................................................................... 2-42

ILLUSTRATIONS
Figure Title Page
2-1 Electrical System Schematic Symbols..................................................................... 2-2

2-2 Electrical System Component Locations................................................................. 2-3
2-3 Pilot’s Subpanel and Overhead Panel—UA, UB, UC ............................................. 2-4
2-4 Electrical System Buses and Feeders—UA/UB ...................................................... 2-6
2-5 Right Circuit Breaker Panel—UA, UB, UC .......................................................... 2-10
2-6 Battery.................................................................................................................... 2-12
2-7 Starter Generator.................................................................................................... 2-13
2-8 Inverter Schematic ................................................................................................. 2-16
2-9 Inverter Schematic—Condition 1 .......................................................................... 2-17
2-12 AC Schematic—Inverters ON (Series UE) ........................................................... 2-21
2-13 AC Schematic—No. 1 Inverter Transfer (Series UE) ........................................... 2-22
2-14 AC Schematic—Load Shed (Series UE) ............................................................... 2-23
2-15 DC Electrical System Diagram.............................................................................. 2-24
2-16 DC System—Battery OFF..................................................................................... 2-25
2-17 DC System—Battery ON ...................................................................................... 2-26
2-18 DC System—Generator Ties Man Closed............................................................. 2-27
2-19 DC System—RH Engine Start............................................................................... 2-28
2-20 DC System—RH Generator ON............................................................................ 2-29
2-21 DC System—LH Engine Cross Start..................................................................... 2-30
2-22 DC System—Both Generators ON ........................................................................ 2-31
2-23 DC System—Generator Ties OPEN...................................................................... 2-32

2-24 DC System—Bus Sense Test ................................................................................ 2-33

2-25 DC System—Both Generators Failed ................................................................... 2-34
2-26 DC System—RH Generator Bus Short ................................................................. 2-35
2-27 DC System—Center Bus Short ............................................................................. 2-36
2-28 DC System—TFB Short ....................................................................................... 2-37
2-29 DC System—External Power Applied.................................................................. 2-38
2-30 Avionics Master Power Schematic ....................................................................... 2-40
2-31 Fuel Panel Circuit Breakers................................................................................... 2-41
2-32 Right Circuit Breaker Panel .................................................................................. 2-41
2-33 Generator Annunciator Lights............................................................................... 2-42
2-34 Battery Charge Annunciator Light........................................................................ 2-42

CHAPTER 2
ELECTRICAL POWER SYSTEMS
G
EN PL
#1 IL
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#1 EN
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# SY S HO
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BA
INTRODUCTION
Understanding the airplane electrical system will ease pilot workload for normal operations and
during an electrical system or component failure. The pilot should be able to locate and identify
switches and circuit breakers quickly, and should also be familiar with appropriate corrective
actions in emergency situations.
GENERAL
The Electrical System section of the workbook
presents a description and discussion of the air-
ELECTRICAL SYSTEM
plane electrical system and components. The
electrical system is discussed to the extent neces- The airplane electrical system is a 28 VDC (nom-
sary for the pilot to cope with normal and inal) system with the negative lead of each power
emergency operations. The location and purpose source grounded to the main airplane structure.
of switches, indicators, lights, and circuit break- Direct Current (DC) electrical power is provided
ers are described. DC and AC generation and by one 24 VDC, 34-amp-hour nickel-cadmium
distribution is detailed. This section includes battery, and two 28 VDC, 300-amp starter/gener-
electrical system limits and descriptions of sys- ators connected in parallel. This system is
tem and component faults. Figure 2-1 shows capable of supplying power to all subsystems
symbols used in the electrical system schematics. necessary for normal airplane operation. Figure
2-2 shows the location of the electrical system

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components. The Master Switch on the pilot's

left subpanel controls battery and generator
power to the airplane electrical system (Figure
2-3).
The battery is connected to the hot battery bus.
Both are located in the right center wing. Opera-
tion of equipment on the hot battery bus does not
depend upon battery switch position. The battery
switch closes a battery bus tie and a battery relay,
connecting the battery to the rest of the electrical
system. A circuit containing isolation diodes per-
mits the battery relay to be energized by external
power or by generator power from the center bus
if battery voltage is insufficient to activate the
relay.
Individual generator control units regulate output
to supply constant voltage to the buses, compen-
sating for variations in engine speed and
electrical loads. The load on each generator is
indicated by left and right loadmeters on the
overhead meter panel. A normal system voltage
of 28.25 (±0.25) volts maintains the battery at
full charge.
The 1900 Airliner utilizes a multi-bus system.
The main buses are left and right generator buses,
center bus, triple-fed bus and hot battery bus. All
switches in the cockpit that receive power from
the center OR triple-fed buses are identified by a
white ring around the switch. Electrical loads are
divided among the buses as noted on the Electri-
cal System Buses and Feeders Chart (Figure
2-4). Equipment is arranged so that all items with
duplicate functions (such as right and left landing
lights) are connected to different buses.
During normal operation, all buses are automati-
cally tied together, supplying power through
individual protective devices. The hot battery bus
is always connected directly to the battery. The
triple-fed bus is powered by the battery and by
both generator buses. Left and right generators
supply power to their respective left and right
generator buses. The center bus is fed by two
generator buses and by the battery. All three
Figure 2-1 Electrical System
buses automatically connect whenever the bus
Schematic Symbols
ties are closed. These are shown in the DC Elec-
trical System Diagram (Figure 2-15).

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Figure 2-2 Electrical System Component Locations

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Figure 2-3 Pilot’s Subpanel and Overhead Panel—UA, UB, UC (1 of 2)

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Figure 2-3 Pilot’s Subpanel and Overhead Panel—UE (2 of 2)

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Bus volts may be individually monitored on the cal system bus arrangement provides multiple
voltmeter by selecting the appropriate bus with power sources for all circuits.
the VOLTMETER BUS SELECT switch located
in the overhead panel (Figure 2-3).
NOTE
The electrical system provides maximum protec-
tion against electrical power loss should a ground Figures 2-15 through 2-29 (Pages 2-24
fault occur. High current (Hall Effect) sensors, through 2-38) represent electrical sys-
bus tie relays, and current limiters are provided to tem power distribution schematics for
isolate a fault from its power source. The electri- various conditions. These illustrations
will be referred to throughout this
discussion.
Figure 2-4 Electrical System Buses and Feeders—UA/UB (1 of 3)

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DC POWER DISTRIBUTION Three in-flight DC power sources are available:

● One 24 VDC, 34-amp-hour Nickel-Cad-
The DC power distribution system is commonly
called a “triple-fed” system since most buses mium Battery
receive power from three sources. For this rea-
● Two 28 VDC Starter/Generators
son, a back-up power source is available to most
of the aircraft electrical systems.
When the battery switch is turned ON, both the
battery relay and the battery bus tie relay close
(Figure 2-17). Battery power is routed through
the battery relay to the triple-fed bus, and through
Figure 2-4 Electrical System Buses and Feeders—UC (2 of 3)

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Figure 2-4 Electrical System Buses and Feeders—UE (3 of 3)

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the battery bus tie relay to the center bus and to system by checking their ability to sense a
both starter relays. Battery power is now avail- ground fault and open their respective bus tie
able for starting either engine. Neither generator relays.
bus is yet powered since the generator bus ties
are normally open until a generator is brought on A current flow of at least 275 (±5) (325 UE)
line. Power can be provided to generator buses, if amps instantly activates an internal solid-state
desired, by manually closing the GEN TIE switch within the sensors, causing them to open
switch. However, generator bus power is not their associated bus tie relays. Once activated, the
required for engine start. sensors prevent the bus tie relays from closing
until the circuit is reset. When a bus tie opens, the
After either engine has been started, and a gener- control relay will illuminate the appropriate GEN
ator switch has been moved to RESET, the TIE or BAT TIE OPEN annunciator. After a bus
Generator Control Unit (voltage regulator) will tie relay is activated by a fault, it may be reset by
bring the generator up to voltage. Releasing the momentarily pressing the BUS SENSE-RESET
springloaded switch to the center ON position switch on the pilot's left subpanel.
closes the generator line contactor and both gen-
erator ties, automatically supplying power Two switches on the pilot's left subpanel control
through two 250-amp current limiters (UA, UB, the bus tie system. One switch, placarded BUS
UC to both generator buses. Generator output SENSE-TEST-RESET, is spring loaded to the
will then be routed through the center bus and center NORM position. Pressing the switch to
through the battery bus tie to permit battery TEST connects bus voltage to each current sen-
charging. As soon as one generator is providing sor test circuit (Figure 2-24), causing test current
power to the electrical system, the opposite gen- to travel directly through the Hall Effect sensing
erator bus and the triple-fed bus are also device. The solid-state sensor switch energizes
powered, supplying 28 VDC power to all air- the control relay and opens the bus tie relays,
plane systems (Figure 2-20). illuminating GEN TIE OPEN and BAT TIE
OPEN annunciators. The reaction time of the
When both generators are operating, each gener- sensor modules is approximately 0.010 seconds
ator directly feeds its respective generator bus. for generator current sensors and 0.120 seconds
The generator buses, hot battery bus, and battery for the battery current sensor. Only momentary
are tied to the center bus. The triple-fed bus activation of the TEST switch is required. Volt-
receives power from the battery and from each age is continuously applied to the test circuit
generator bus. Three 60-amp current limiters and when the switch is held in TEST; therefore, pro-
three diodes provide fault isolation protection for longed application of test voltage will damage or
the triple-fed bus. destroy the sensor module.
Momentarily activating the switch to RESET
Bus Tie System deenergizes the control relays, closes the bus tie
relays, and extinguishes the annunciators.
The electrical system is protected from exces-
sively high current flow by the bus tie system. Located adjacent to the bus sense switch, the
Three current sensors and their associated bus tie generator bus tie control switch is placarded
relays are electrically connected through a solid- GEN TIES-MAN CLOSE-OPEN. The GEN
state control circuit board. The current sensors TIES control switch must be lifted out of the
(known as Hall Effect Devices) are located lever-locked NORM position to either OPEN or
between both generator buses and the center bus, MAN CLOSE. The switch locks in OPEN, but
and between the battery and the center bus. The springs back to NORM from MAN CLOSE, and
current sensors serve only to isolate a bus from manually controls only the generator bus tie
the rest of the electrical system without any relays. Manually closing the generator bus tie
action by the pilot. The control circuit board also relays connects generator buses to the center bus,
permits a functional check of the current sensor

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and permits battery power to feed the entire elec- Bus Isolation
trical system (Figure 2-18).
Automatic bus isolation capability is provided by
Momentarily placing the GEN TIES switch in high current sensing devices (Hall Effect
CLOSE completes a latching circuit, closing Devices) which protect generator and center
both generator bus ties, and illuminating the buses. If excessive current flow is sensed, the
MAN TIES CLOSE annunciator. The generator HED opens its associated bus tie, isolating that
bus tie relays cannot be manually closed if the tie particular bus from its power source. The two
opened due to a ground fault; however, reset may remaining buses continue to operate as a system.
be attempted with the BUS TIES-TEST-RESET Current sensors are deactivated during engine
switch by momentarily placing the switch to starts to prevent high current flow from opening
RESET. the bus ties when the starter is energized.
When the generator ties are already closed, the Series UA, UB, UC
GEN TIES switch can be used to open the gener-
ator bus ties. When the GEN TIES switch is A 250-amp current limiter (large slow-blow fuse)
positioned to OPEN, power is removed from the is located in the circuitry between the center bus
generator bus tie relay circuit. and each of the generator buses. Since HED's
sense high current in only one direction, current
limiters are needed to provide protection for cur-
rent flow in the opposite direction. If an
overcurrent situation causes a current limiter to
open, it also will cause bus isolation.
Figure 2-5 Right Circuit Breaker Panel—UA, UB, UC (1 of 2)

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Series UE causing bus isolation. The operation of the bat-

tery tie HED remains the same as earlier models.
In the UE Series, the 250-amp current limiters
have been removed and the HED's in the genera- Current protection for the triple-fed bus is pro-
tor circuits have been changed to bidirectional vided exclusively by 60-amp current limiters.
325-amp units. If an overcurrent situation occurs, Triple-fed bus isolation will occur only if all
one or both of the generator ties will be opened three of these limiters open (Figure 2-26).
Figure 2-5 Right Circuit Breaker Panel—UE (2 of 2)

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Load Shedding BATTERY

The electrical system features automatic load The 20-cell, nickel-cadmium (Ni-Cad) battery is
shedding capability. When the battery is the only located in the right center wing in an air-cooled
power source, the system automatically isolates box (Figure 2-6). The battery relay and charge
both generator buses. If both generators are monitor shunt are mounted in the battery com-
secured (or fail), both generator bus ties open, partment immediately forward of the battery.
shedding all electrical loads on the generator Power to the main electrical buses is routed from
buses (Figure 2-25). The battery will continue to the battery through the battery relay and battery
power the center, triple-fed, and hot battery bus tie, both controlled by the BAT-ON-OFF
buses. switch on the pilot's left subpanel.
If necessary, power to the generator buses can be Some aircraft systems are powered directly from
restored by manually closing the generator ties. the hot battery bus, and can be operated without
However, if both generators have failed in flight, turning the battery switch on; however, when
manually closing the generator bus ties will generators are not on line, these systems should
cause the battery to discharge at a much faster be used sparingly to prevent excessive battery
rate. If, for any reason, it becomes necessary to discharge.
close the generator ties, they should be opened
again as soon as practical to conserve battery A battery charge monitor system advises the pilot
power. Without an operating generator, the bat- of battery charge/discharge status. A charge rate
tery cannot be recharged in flight. of more than 7 amps, for 6 or more seconds, will
trigger the yellow BATTERY CHARGE annun-
ciator light.
Figure 2-6 Battery

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The BATTERY CHARGE annunciator may be STARTER/GENERATORS

illuminated for short intervals when heavy elec-
trical draw items are cycled. For example, The starter/generators are dual-purpose, engine-
following a battery-powered engine start, normal driven units (Figure 2-7). The same unit func-
r a p i d c h a rg e r a t e s c a u s e t h e BAT T E RY tions as a starter during engine starting and as a
CHARGE annunciator to be illuminated, provid- generator when supplying electrical power. A
ing automatic self-test of the battery charge series starter winding is used during starter oper-
monitor system. As the battery approaches its ation, and a shunt field winding is used during
fully-charged level, and charge current decreases generator operation. Regulated generator output
to a preset level, the annunciator will be extin- is 28.25 (±0.25) volts, and 300 amps maximum
guished. This will normally occur within a few continuous load.
minutes after engine start; however, longer charg-
ing times may be required if the battery has a low Starter power to each individual starter/generator
state of charge, low charge voltage per cell, or is provided from the center bus through a starter
low temperature. On UC-59 and after, and UE-1 relay. During engine starts, the battery is con-
and after, a battery ammeter is fitted in the over- nected to the starter/generator by the starter relay.
head panel. With one engine running and its generator on
line, the operating generator can be used to assist
Procedures for monitoring battery condition with the battery in starting the opposite engine. This is
the battery charge monitoring system are out- called a generator cross-start. Normally the first
lined in the POH/AFM Normal Procedures engine is started on battery power alone, and the
section. second engine is started using a generator-
assisted cross-start.
Figure 2-7 Starter Generator

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The starter turns the engine compressor through ator's load is indicated separately on its
accessory gearing, and is controlled by left or respective loadmeter in the overhead meter panel.
right engine ignition switches. Both switches,
located on the pilot's left subpanel are placarded The generator control units (GCU) provide the
IGNITION AND ENGINE START, ON-OFF- following functions:
STARTER ONLY. Actuating the switch to either
position energizes the starter through the start 1. Voltage regulation and line contactor control
relay. The generator control relays disable the
field shunt and prevent generator operation dur- 2. Overvoltage and overexcitation protection
ing the start cycle.
3. Paralleling/load sharing
During a cross-start (Figure 2-21) the operating
Generator Control Unit will control generator 4. Reverse-current protection
output to approximately 400 amps, preventing
transient surges from opening the 250-amp cur- 5. Line contactor control
rent limiter (UA, UB, UC). In addition, whenever
a starter is selected, all bus tie sensors are deacti- 6. Cross-start current limiting
vated to prevent bus tie relays from opening.
To prevent damage to starter motors, starter oper- Voltage Regulation and Line
ation time limitations must be observed. Consult Contactor Control
the POH/AFM for starter cycle limitation appli-
cable to the model being operated. The generators are normally regulated to 28.25
(±0.25) VDC. When the generator control switch
is held in RESET, generator residual voltage is
DC Generation applied through the GCU to the generator shunt
field causing the generator output voltage to rise.
The generator system consists of the starter/gen- As generator output approaches the 28 VDC reg-
erator units, generator control switches, ulator setting, the voltage regulator circuit begins
generator control units (GCUs), line contactors controlling the generator shunt field to maintain a
and loadmeters. constant output voltage. The voltage regulator
circuit varies shunt field excitation, as required,
Generator switches, labeled OFF, ON, and to maintain a constant 28 VDC generator output
RESET, are located on the pilot's left subpanel for all rated conditions of generator speed, load
next to the battery switch. The generating system and temperature.
is self-exciting and does not require electrical
power from the aircraft electrical system for Releasing the generator control switch from reset
operation. The system uses generator residual to ON applies generator voltage to the GCU, and
voltage for initial generator buildup. closes the line contactor control circuit. The
GCU compares generator output voltage to air-
Two generator control units, mounted below the craft bus voltage. If generator output voltage has
center aisle floor, regulate generator output and risen to within 0.5 volts of the aircraft bus, the
provide constant bus voltage during variations in GCU will output a signal to the line contactor
engine speed and electrical load requirements. which will close and connect the generator to the
When both generators are operating, generator aircraft bus (Figure 2-20). In addition, the line
control panels should balance electrical loads contactor control signal closes both generator bus
between the two generators within 10 percent. ties, connecting the center bus and the generator
Generators are manually connected to voltage buses. With the bus ties closed, the generator can
regulating circuits by GEN 1 and GEN 2 control recharge the aircraft battery and provide power to
switches on the pilot's left subpanel. Each gener- all aircraft electrical loads.

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During single-generator operation, the GCU The GCU's cross-start current limiting circuit
opens the line contactor and isolates the inopera- reduces operating generator output to protect the
tive generator from its bus. 250-amp current limiter (Series UA, UB, UC.
Overvoltage and Overexcitation AC POWER DISTRIBUTION

Protection (SERIES UA, UB, UC)
The GCU provides overvoltage protection to pre- Two solid state inverters (Figure 2-8) supply AC
vent excessive generator voltage from being power for avionics and for AC-powered engine
applied to aircraft electrical equipment. If either instruments. Only one inverter is in use at a time
generator output exceeds the maximum allow- in Series UA, UB, UC aircraft, and either inverter
able 32 volts, that generator will attempt to will provide both 115 volts, 400 Hz for avionics
absorb all aircraft electrical loads. The overexci- equipment and 26 volts, 400 Hz for applicable
tation circuits of the GCU will detect which engine instruments and some avionics. Output of
generator is producing excessive voltage, and the standard inverter is 250 volt-amps. Optional
will disconnect that generator from the electrical inverters with higher volt-amp ratings are
system. available.
The inverters are installed in the upper aft area of
Paralleling/Load Sharing each nacelle. Inverter operation is controlled by
the INVERTER NO. 1-OFF-NO. 2 select switch
The paralleling circuit averages the output of on the pilot's left subpanel. The switch actuates
both generators to equalize load levels. The par- an inverter power relay, supplying the selected
alleling circuits of both GCU's become operative inverter with DC power. When DC power is sup-
when both generators are brought on line. The plied, an inverter select relay provides the
paralleling circuits sense generator field voltages necessary switching to permit the operating
to compare the loads of both generators. The inverter to supply 26 VAC avionics and instru-
voltage regulator circuits then increase or ment power, and 115 VAC avionics and test jack
decrease individual generator loads until both power. The inverter select relay is energized
generators share the load equally. The GCU's are when the number one inverter is selected (Figure
designed to balance loads to within 10 percent 2-9). It is deenergized when the inverter switch
when above 25% on the load meters. selects inverter number two or off.
Reverse-Current Protection
If, for any reason, a generator is unable to supply
at least 28.25 (±.25) volts to its bus, it will begin
to draw current from the aircraft electrical sys-
tem. The generator with higher output voltage
will attempt to feed the underexcited generator
(reverse current). If the GCU senses reverse cur-
rent in the generator field, it will protect that
generator by opening its line contactor.
Cross-Start Current Limiting

During cross-start, when the starter motor is
engaged, a signal from the starter control switch
is applied to the GCU of the operating generator.

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Dual sources of DC input power are available to A failure of one inverter power source will not
each inverter. The power select relay for each cause loss of the selected inverter. During normal
inverter automatically selects inverter power operation, the inverter power select relay is ener-
from its respective generator bus, or from the gized, supplying power from the generator bus
center bus if the generator bus is not powered. through a circuit breaker on the copilot's circuit
When battery power is applied to the center bus breaker panel. If a fault interrupts power to that
prior to engine start (Figure 2-11) inverter power bus, the power select relay will deenergize, auto-
is available to the power relay of each inverter matically supplying inverter input power from
through the normally closed contacts of an the center bus.
inverter power select relay.
Figure 2-8 Inverter Schematic

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Figure 2-9 Inverter Schematic—Condition 1

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AC POWER DISTRIBUTION NICAD BATTERY CONDITION

(SERIES UE) CHECK USING LOADMETER
The solid state inverters (Figure 2-12) supply AC
(GROUND OPERATION ONLY)
power for the EFIS System, selected avionics and Following an engine start, battery recharge cur-
the Engine Torque gauges (UE-1 thru UE-92). rent is very high causing normal illumination of
Both inverters are utilized at all times during nor- the BATTERY CHARGE annunciator. The
mal operations. annunciator should extinguish within five min-
utes. If it does not extinguish, or if it should
The standard inverters are rated at 250 volt-amp, reappear, battery charge current should be moni-
115 volt, 400 Hz for avionics equipment and 26 tored until the annunciator does extinguish. For
volt, 400 Hz for applicable engine instruments those aircraft without a battery ammeter, use the
and some avionics. Optional inverters with following procedure to determine the battery
higher volt-amp ratings are available. charge current. Do not use this procedure if the
Battery Charge Annunciator has illuminated in
In the case of an inverter failure, action can be flight, but refer to the POH/AFM Abnormal
taken by the pilot to transfer all of the items on Checklist for in-flight procedures.
the failed bus to the operational inverter without
loss of any operational capability (Figure 2-13). 1. One Generator—OFF
Dual sources of DC input power are available to 2. Voltmeter Bus Select Switch—BATT (Read
each inverter. The power-select relay for each 28 volts)
inverter automatically selects inverter power
from its respective generator bus, or from the 3. Momentarily turn the battery switch OFF,
center bus if the generator bus is not powered. noting change in loadmeter indication.
When battery power is applied to the center bus
prior to engine start, inverter power is available 4. The change in loadmeter indication is the
to the power relay of each inverter through the battery charge current and should be no more
normally closed contacts of the inverter power- than 2.5 percent (only perceivable needle
select relays. movement). If the results are unsatisfactory,
repeat the check until the charge current
A failure of one inverter power source will not
decreases to less than 2.5 percent.
cause loss of the inverter. During normal opera-
tion, the inverter power-select relay is energized,
Battery condition can also be checked on the
supplying power from the generator bus through
ground before engine shutdown. With the volt
a circuit breaker on the copilot's circuit breaker
select switch in BATT, the voltmeter should indi-
panel. If a fault interrupts power to that bus, the
cate 28 volts. Momentarily turn the battery
power-select relay will deenergize, automatically
switch off, noting the change in loadmeter indi-
supplying inverter input power from the center
cation. If the change value exceeds 2.5 percent,
bus.
allow the battery to charge, repeating the check
In the case of a dual generator failure, both every 90 seconds. The change in loadmeter indi-
inverters will receive DC power from the center cation (the amount of needle deflection) is
bus and the AC SHED buses will be activated directly proportional to battery charging current.
(Figure 2-14). This reduction in AC power A change value of 2.5 percent is indicated by
requirements, along with AC bus transfer action very little needle movement, since full-scale
taken by the pilot, will result in reducing the DC deflection represents a relative load value of 100
power requirement. The AFM should be con- percent. If the change value is not less then 2.5
sulted for equipment lost during AC SHED bus percent within three minutes, remove the battery
operation. and have it checked by a qualified nickel cad-
mium battery shop.

Figure 2-12 AC Schematic—Inverters ON (Series UE)
Figure 2-13 AC Schematic—No. 1 Inverter Transfer (Series UE)
Figure 2-14 AC Schematic—Load Shed (Series UE)
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The following figures represent various configurations of the electrical system.
Figure 2-15 DC Electrical System Diagram

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Figure 2-16 DC System—Battery OFF

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Figure 2-17 DC System—Battery ON

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Figure 2-18 DC System—Generator Ties Man Closed

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Figure 2-19 DC System—RH Engine Start

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Figure 2-20 DC System—RH Generator ON

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Figure 2-21 DC System—LH Engine Cross Start

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Figure 2-22 DC System—Both Generators ON

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Figure 2-23 DC System—Generator Ties OPEN

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Figure 2-24 DC System—Bus Sense Test

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Figure 2-25 DC System—Both Generators Failed

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Figure 2-26 DC System—RH Generator Bus Short

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Figure 2-27 DC System—Center Bus Short

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Figure 2-28 DC System—TFB Short

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Figure 2-29 DC System—External Power Applied

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EXTERNAL POWER craft battery indicates a charge of at least 20

volts.
External power can be supplied to the aircraft 2. Use only an auxiliary power source that has a
electrical system through an external power negative ground. If the polarity of the power
receptacle, located under the aft portion of the source is unknown, use a voltmeter to deter-
left nacelle. When external power is connected, a mine polarity before connecting the unit to
relay in the external power sensor will close only the airplane. If the ground power unit is not
if correct polarity is sensed (Figure 2-29). fitted with a standard AN-type plug, the
Whenever an external power plug is connected to polarity of the plug must be checked. The
the receptacle the green (white - UE) EXTER- positive lead from the ground power unit
NAL POWER annunciator will illuminate, must be connected to the center post of the
whether or not the external power unit is ON. external power receptacle; the negative lead
must be connected to the front post, and a
The external power switch on the pilot's left sub- positive voltage of 24 to 28 VDC must be
panel closes the external power relay. A high- applied to the small polarizing pin.
voltage sensor prevents the external power relay
from closing if external power is above 32 (±0.5) 3. Be sure the external power unit is turned off
volts DC. When the switch (placarded EXT PWR before connecting it to the aircraft. In addi-
- OFF) is moved to EXT PWR, external power tion, all radio equipment, the battery switch,
enters the aircraft electrical system, and closes the external power switch and the generator
both generator bus tie relays. The entire electrical switches should be off. Generators should
system, including the starters, is then powered. remain off until auxiliary power has been
disconnected.
When the external power plug is connected to the
aircraft, voltage can be monitored by rotating the Because avionics master power relays must
VOLTMETER SELECT switch in the overhead be energized to remove power from avionics
panel to the EXT PWR position. External power equipment, the battery should be on before
voltage can be monitored with the external power external power is used for engine starts. In
switch in any position. addition to protecting avionics from transient
electrical surges, the battery will provide a
The external power source should be capable of backup source of power during the start
delivering adequate power for aircraft starts. cycle. If the battery is removed from the air-
Using an inadequate ground power unit can plane, or if the battery switch is off, a battery
cause voltage drop, which may cause the starter should be connected in parallel to the exter-
to intermittently drop off-line resulting in relay nal power unit prior to energizing ground
chatter and possible welded contacts. Prior to power.
attempting an external power start, aircraft elec-
trical loads should be reduced to the minimum 4. If battery voltage indicates less than 20 volts,
level practical. the battery must be recharged or replaced
before using external power.
Observe the following precautions when using an
external power source: 5. External power voltage must be regulated to
28.0 to 28.4 volts before it is plugged in to
1. When an external power source is used, the external power receptacle. Voltages
ascertain that the auxiliary power unit has a higher than 30 volts over extended time peri-
minimum capacity of 1000 amps (intermit- ods can damage the battery. The overvoltage
tent) and 300 amps (continuous) output at sensor will prevent external power from feed-
28.0 to 28.4 VDC. Never connect an external ing the electrical system if voltage is greater
power source to the airplane unless the air- than 32 (±.5) volts.

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The following list outlines basic procedures for

using external power for engine starts. These pro-
AVIONICS MASTER
cedures are detailed further in the Normal POWER
Procedures section of the POH/AFM.
Each navigation and communication radio unit
1. Turn the battery switch ON. has its own on-off switch; however, for pilot con-
venience and to prevent wear on individual
2. Connect external power; check EXT PWR switches, an avionics master power switch is
annunciator illuminated. installed on the pilot's left subpanel.
3. Turn the external power unit ON; check volt- The switch is powered through the Avionics
meter reading in EXT PWR position. Master circuit breaker on the copilot's circuit
breaker panel (Figure 7-34). If all avionics drop
4. Turn the external power switch ON. off-line, but the circuit breaker does not trip, the
trouble could be in the Avionics Master switch.
5. Monitor external power voltage on the over- Radios can be returned to service by pulling the
head panel voltmeter. Avionics Master circuit breaker. An Avionics
Master Power schematic is shown in (Figure
6. Observe BAT TIE OPEN and GEN TIES 2-30).
OPEN annunciators extinguished. Use the volt-
meter selector switch to check that external Avionics are available in a variety of packages
power is supplied to all buses. specific to each airplane installation. Refer to
vendor supplements and to the Avionics Section
of this workbook for details of the avionics
system.
Figure 2-30 Avionics Master Power Schematic

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CIRCUIT BREAKERS The copilot’s circuit breaker panel contains

breakers for major engine-related systems, all
avionics components, environmental system,
Both AC and DC power are distributed to aircraft lights, annunciator warning systems, and some
systems through two separate circuit breaker low current draw systems. Circuit breakers for
panels which protect most components in the air- the electrical distribution system are also on this
plane. Each circuit breaker is stamped with its panel.
amperage rating. The small circuit breaker panel,
below the fuel management gages, contains cir- Detailed procedures for tripped circuit breakers,
cuit breakers for the fuel system (Figure 2-31). and other electrical system malfunctions are
The main circuit breaker panel is located to the found in the POH Abnormal Procedures section.
right of the copilot (Figure 2-32).
Figure 2-31 Fuel Panel Circuit Breakers
Figure 2-32 Right Circuit Breaker Panel

ABNORMAL BATTERY CHARGE

INDICATIONS ANNUNCIATOR ILLUMINATED
I n - fl i g h t i l l u m i n a t i o n o f t h e BAT T E RY
Electrical fires are covered in the POH/AFM CHARGE annunciator indicates an above-nor-
Emergency Procedures section. Abnormal elec- mal charge current and a possible battery
trical system situations are described in the malfunction. See POH/AFM Normal Procedures
POH/AFM Abnormal Procedures section. For all for complete battery condition check procedures.
authorized procedures refer to the POH/AFM. An amperage of 7 amps or more for six seconds
However, the following descriptions illustrate will activate this light.
some representative situations.
GENERATOR INOPERATIVE
If an L DC GEN or R DC GEN caution annunci-
ator illuminates flight, turn that generator OFF.
Wait one second, then move the switch to
RESET for one second, then ON. If the generator
will not reset, turn it off and rely on the other Figure 2-34 Battery Charge
operating generator. Monitor the loadmeter to Annunciator Light
ensure generator loads remain below 100
percent.
CIRCUIT BREAKER TRIPPED
If a system draws excessive current through its
circuit breaker, the circuit breaker will trip.
Resetting a tripped circuit breaker can cause fur-
ther damage to a component or system. If a non-
essential circuit breaker on either circuit breaker
panel trips during flight, do not reset it. If the
tripped breaker protects an essential system, such
as avionics, wait a few seconds and reset it. If it
fails to reset, DO NOT attempt to reset it again.
TRIPLE FED BUS FAULT

Figure 2-33 Generator Annunciator Lights There is no annunciation for a triple fed bus fault,
but can be determined by using the voltmeter
selector switch. If a triple-fed bus fault exists, the
If either loadmeter exceeds the 100 percent max- voltmeter will indicate zero volts when TPL BUS
imum limit, turn the battery switch off and is selected with the volt select switch. Reset
monitor the loadmeters. If either loadmeter con- capability is not provided for this situation, how-
tinues to indicate more than 100 percent, turn off ever, the pilot can determine inoperative
all nonessential electrical equipment. If the read- components by referring to the Power Distribu-
ings then fall below 100 percent, turn the battery tion Schematic.
switch back on. Continue to monitor the loadme-
ters for the remainder of the flight.

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION .................................................................................................................. 3-1
DESCRIPTION....................................................................................................................... 3-1
COCKPIT LIGHTING ........................................................................................................... 3-3
CABIN LIGHTING ................................................................................................................ 3-3
EXTERIOR LIGHTING......................................................................................................... 3-3
Series UA, UB, and UC................................................................................................... 3-3
Series UE......................................................................................................................... 3-3

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ILLUSTRATIONS
Figure Title Page
3-1 Overhead Light Control Panel (Series UA, UB, and UC) ....................................... 3-2
3-2 Exterior Lights Group (Series UA, UB, and UC).................................................... 3-2

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CHAPTER 3
LIGHTING
EXIT
INTRODUCTION
The Beech 1900 Airliner lighting system consists of cockpit-controlled interior and exterior
lights. Interior lights are in the cockpit and passenger cabin. Exterior lighting consists of navi-
gation lights, entry and exit threshold lights, and cargo area lights.
DESCRIPTION
The lighting system contains independently oper- Interior lights in the cockpit illuminate the flight
ated circuits that light the following areas of the instruments. Reading lights and exit lights are in
aircraft: the passenger cabin. Exterior entrance, exit, and
cargo area lights illuminate the airstair and cargo
● Cockpit area. The exterior lights improve aircraft visibil-
ity, both on the ground and in flight, to enhance
● Passenger compartment traffic avoidance.
● Entrance and exit areas
● Cargo area
● Aircraft exterior

PILOT CO-PILOT
MIC MIC
OXYGEN OXYGEN
MASK MASK
DO NOT OPERATE
ON DRY GLASS
WINDSHEILD WIPER
OFF
NORMAL PARK SLOW NORMAL
FAST
OVERHEAD
MASTER SIDEPANEL
PANEL PILOT ENGINE AVIONICS OVERHEAD INSTRUMENT EDGELIGHT SUBPANEL CO-PILOT
LIGHTS FLIGHT INSTRUMENT PANEL FLOOD INDIRECT PANEL & CONSOLE IND FLIGHT
ON LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS
BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF
INCR INCR INCR INCR INCR INCR INCR INCR

OFF
EXTERIOR LIGHTS CABIN LIGHTS

LANDING TAXI ICE NAV ANTI COLLISION RECOG TAIL CABIN READING FSB EMERGENCY EXIT
BEACON STROBE FLOOD FULL ON ON TEST ON
FLT
PARTIAL ARM NORM
GND
LEFT RIGHT
OFF OFF
OPERATIONS LIMITATIONS MAXIMUM AIRSPEEDS – KIAS
THIS AIRPLANE MUST BE OPERATED AS A COMMUTER CATEGORY AIRPLANE IN COMPLIANCE
WITH THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS MARKINGS AND GEAR EXTENSION 180 17 DEGR FLAPS 188
MANUALS. NO ACROBATIC MANUEVERS INCLUDING SPINS ARE APPROVED.
THIS AIRPLANE APPROVED FOR VFR, IFR, DAY & NIGHT OPERATION & IN ICING CONDITIONS. GEAR RETRACT 180 35 DEGR FLAPS 154
CAUTION GEAR EXTENDED 180 MANEUVERING 178
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF.
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE OR
SOME COMBINATION OF EXTERIOR LIGHTS ARE ON. SEE AFM.
L GEN R GEN
DC CTR TPL FREQ
40 60 40 60 390 400 410 PROP AMPS
20 80 20 80 BUS BUS LH INSTRUMENT
30 60 EXT 380 420
+ INV
PWR BATT 110 120
40 40
DC % LOAD 100 DC % LOAD 100 BATT 100 AC VOLTS 130 30 30
0 0
20
VOLT AMP
0 PUSH
FOR VOLTS
20
10
20
10 OFF
0 0
– RH
10 60 INV EMERGENCY
LIGHTS
VOLT SELECT
SERIES UA, UB AND UC SERIES UE
Figure 3-1 Overhead Light Control Panel (Series UA, UB ,UC AND UE)
Figure 3-2 Exterior Lights Group (Series UA, UB, and UC)
3-2 FOR TRAINING PURPOSES ONLY Revision 1.01

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COCKPIT LIGHTING Cargo compartment lights are controlled by a

two-position switch just inside the cargo door at
floor level. The three cargo compartment lights
An overhead light control panel, easily accessible are also connected to the hot battery bus, and the
to both pilot and copilot, controls all cockpit lights will extinguish when the cargo door is
lighting systems (Figure 3-1). Each light group closed.
has its own rheostat switch placarded BRT –
OFF. Although each light group has its own rheo-
stat to control light intensity, the master panel
light switch, placarded ON – OFF, can be used to EXTERIOR LIGHTING
simultaneously control the following: pilot and
copilot flight lights, subpanel, sidepanel, over-
head flood, avionics panel and instrument SERIES UA, UB, AND UC
indirect. Switches for the landing lights, taxi lights, wing
ice lights, navigation lights, recognition lights,
rotating beacons, and wingtip and tail strobe
CABIN LIGHTING lights are located on the pilot’s right subpanel
(Figure 3-2). They are appropriately placarded.
Cabin lighting is controlled by three switches in
the overhead panel placarded CABIN LIGHTS. Tail floodlights are incorporated into the horizon-
Cabin incandescent lighting is controlled by a tal stabilizers to illuminate both sides of the
three-position switch placarded CABIN – FULL vertical stabilizer. A switch for these lights plac-
– PARTIAL – OFF. In the partial position, only arded LIGHTS – TAIL FLOOD – OFF, is on the
four of the cabin lights illuminate (this switch pilot’s right subpanel (Figure 3-2).
position receives power from the HOT BATT
BUS).
SERIES UE
Passenger reading lights are controlled by a two-
Switches for the landing lights, taxi light, wing
position switch placarded READING – ON –
ice lights, navigation lights, anti-collision (bea-
OFF. When the reading light switch is on, indi-
con and strobe) lights and tail flood lights are
vidual reading lights can be controlled by each
located in the overhead center panel.
passenger. However, if necessary, the pilot can
use the switch to extinguish all passenger lights
from the cockpit. A switch to the right of the
reading light switch activates the NO SMOK-
I N G / FA S T E N S E AT B E LT s i g n s a n d
accompanying chimes. This three-position
switch is placarded NO SMOKE & FSB – FSB –
OFF (UA, UB, UC).
The threshold lights at the passenger entryway
are controlled by a two-position switch on the
side of the third step of the airstair door. The con-
trol switch is connected to the hot battery bus and
is usable whether or not the battery switch is
turned on. When the door is closed, a
microswitch in the locking mechanism will
extinguish the lights. However, care should be
taken not to leave the door open with the light
switch on, since it will cause the battery to be
discharged.

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION .................................................................................................................. 4-1
GENERAL .............................................................................................................................. 4-1
ANNUNCIATOR SYSTEM................................................................................................... 4-2
Master Warning Flashers................................................................................................. 4-3
Master Caution Flashers .................................................................................................. 4-3
Caution/Advisory Panel (Series UE)............................................................................... 4-5
Dimming.......................................................................................................................... 4-5
Testing and Lamp Replacement ...................................................................................... 4-6
WARNING AND CAUTION/ADVISORY PANEL DESCRIPTIONS................................ 4-6

ILLUSTRATIONS
Figure Title Page
4-1 Annunciator System................................................................................................. 4-2

4-2 Master Warning and Caution Flashers .................................................................... 4-3
4-3 Warning Annunciator Panel—Series UA, UB, UC................................................. 4-3
4-4 Warning Annunciator Panel—Series UE ................................................................ 4-4
4-5 Caution/Advisory Annunciator Panel—Series UA, UB, UC .................................. 4-4
4-6 Caution/Advisory Annunciator Panel—Series UE.................................................. 4-5
4-7 Annunciator Bulb Replacement............................................................................... 4-6

TABLES
Table Title Page
4-1 Warning Annunciators—Series UA, UB, UC.......................................................... 4-7

4-2 Caution Annunciators—Series UA, UB, UC........................................................... 4-8
4-3 Advisory Annunciators—Series UA, UB, UC....................................................... 4-10
4-4 Warning Annunciators—Series UE ....................................................................... 4-11
4-5 Caution Annunciators—Series UE ........................................................................ 4-12
4-6 Advisory Annunciators—Series UE ...................................................................... 4-15
FOR TRAINING PURPOSES ONLY 4-v

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CHAPTER 4
MASTER WARNING SYSTEM
TEST
INTRODUCTION
Warning and caution annunciators may be the first indication of malfunction in an airplane
system or component. Crewmembers should be completely familiar with annunciator indica-
tions and with pilot actions required to continue flight until a safe landing can be made. If a
malfunction occurs before takeoff, as indicated by the annunciator system, potentially
dangerous flight situations could be averted by correcting the problem while still in a safe
ground environment.
GENERAL
This chapter provides detailed information cov- annunciator. Appropriate pilot action, if
ering warning, caution, and advisory required, is outlined.
annunciator panels.
Also, test functions and procedures for the mas-
Descriptions of the system include purpose and ter warning system are described.
associated cause of illumination for each

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ANNUNCIATOR SYSTEM WARNING flasher. The other is the yellow

MASTER CAUTION flasher. A PRESS TO
TEST switch is located immediately to the right
The annunciator system (Figure 4-1) consists of a of the warning annunciator panel.
warning annunciator panel (red) in the center
glareshield and a caution/advisory annunciator In addition to color coding, annunciators incor-
panel (yellow/green for UA, UB, UC; yel- porate word-readouts to facilitate interpretation
low/green and white for UE) located on the of annunciator indications. If covered by the
center subpanel. annunciator system, an aircraft system fault gen-
erates a signal which illuminates the appropriate
A pair of master flashers are positioned on each warning light.
side of the glareshield in front of each pilot. The
outboard flasher on each side is the red MASTER
Figure 4-1 Annunciator System

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MASTER WARNING FLASHERS

When a red warning annunciator illuminates,
both MASTER WARNING flashers (Figure 4-2)
begin flashing. A red warning annunciator indi-
cates a system fault has occurred which requires
MASTER MASTER
immediate pilot attention and appropriate WARNING CAUTION
response (Figures 4-3 and 4-4). The warning
annunciator will remain illuminated until the
fault is corrected. PRESS TO RESET PRESS TO RESET
Pressing the face of either pilot’s MASTER Figure 4-2 Master Warning and Caution
WARNING flasher will extinguish the flasher Flashers
even if the fault is not corrected. If the MASTER
WARNING flashers have been canceled, they
will again be activated when an additional warn- flasher to reset the circuit. If any caution annun-
ing annunciator illuminates. When the fault that ciator again illuminates, the MASTER
tripped the annunciator is corrected, the affected CAUTION flashers will be reactivated. A caution
warning annunciator will extinguish, but the annunciator will remain on until the fault that
MASTER WARNING annunciators will con- tripped it is corrected. MASTER CAUTION
tinue to flash until canceled. flashers will continue to flash until canceled.
The caution/advisory annunciator panel also con-
MASTER CAUTION FLASHERS tains green advisory annunciators. There are no
master flashers associated with these annuncia-
Whenever a system fault occurs that requires the
tors, since they are advisory only. Advisory lights
pilot’s attention but not his immediate reaction,
indicate functional situations which do not
the appropriate yellow caution annunciator in the
demand immediate attention or reaction, but sim-
caution/advisory panel illuminates (Figures 4-5
ply advise the pilot that a system has been armed
and 4-6), and both MASTER CAUTION flashers
or activated. An advisory annunciator can be
(Figure 4-2) begin flashing. The flashing MAS-
extinguished only by changing the condition
TER CAUTION lights can be extinguished by
indicated by the illuminated green lens.
pressing the face of either MASTER CAUTION
L FUEL PRESS CABIN ALTITUDE BAGGAGE DOOR INVERTER R FUEL PRESS
L OIL PRESS L ENVIR FAIL FWD CABIN DOOR R ENVIR FAIL R OIL PRESS
AFT CABIN DOOR
L BL AIR FAIL A/P TRIM FAIL A/P DISC R BL AIR FAIL
Figure 4-3 Warning Annunciator Panel—Series UA, UB, UC

L FUEL PRES LO CABIN ALT HI CABIN DIFF HI R FUEL PRES LO
L OIL PRES LO L ENVIR FAIL CABIN DOOR R ENVIR FAIL R OIL PRES LO
L AC BUS CARGO DOOR R AC BUS
L BL AIR FAIL A/P TRIM FAIL ARM EMER LITES A/P FAIL R BL AIR FAIL
Figure 4-4 Warning Annunciator Panel—Series UE
L DC GEN L FUEL QTY BATTERY CHARGE BATT TIE OPEN R FUEL QTY R DC GEN
L FW VALVE L FUEL FEED L GEN TIE OPEN R GEN TIE OPEN R FUEL FEED R FW VALVE
L ENG ICE FAIL L BK DI OVHT HYD FLUID LOW MAN STEER FAIL R BK DI OVHT R ENG ICE FAIL
L AUTOFEATHER L CHIP DETECT ANTI SKID FAIL PWR STEER FAIL R CHIP DETECT R AUTOFEATHER
L IGNITION ON TAXI LIGHT EXTERNAL POWER R IGNITION ON
L ENG ANTI-ICE L BK DEICE ON ELEC TRIM OFF MAN TIES CLOSE R BK DEICE ON R ENG ANTI-ICE
L ENVIR OFF FUEL TRANSFER AIR COND N1 LOW R ENVIR OFF
SERIES UA, UB
ANTI SKID FAIL PWR STEER FAIL ANN PWR SOURCE
L NO FUEL XFR R NO FUEL XFR
PWR STEER ENGA
L AUTOFEATHER L IGNITION ON TAXI LIGHT EXTERNAL POWER R IGNITION ON R AUTOFEATHER
SERIES UC
Figure 4-5 Caution/Advisory Annunciator Panel—Series UA, UB, UC

CAUTION/ADVISORY PANEL DIM mode is automatically selected whenever all

(SERIES UE) of the following conditions are met:
● At least one generator is on line.
The caution/advisory annunciator panel on Series
UE airplanes also contains the green and white ●
advisory annunciators (Figure 4-6). There are no Cockpit OVERHEAD FLOOD LIGHTS
master flashers associated with these annuncia- are OFF.
tors. An advisory annunciator can be ●
extinguished only by changing the condition MASTER PANEL LIGHTS switch is
indicated on the illuminated lens. ON.
● PILOT FLIGHT LIGHTS are ON.
DIMMING
● Ambient light level in the cockpit is
The automatic annunciator BRIGHT and DIM below a preset value.
functions affect the following annunciators:
Cockpit ambient light level is sensed by a photo-
● Warning annunciators electric cell in the overhead lighting control
panel. Unless all of the above conditions are met,
● Caution annunciators the BRIGHT mode will be selected automati-
cally. The red MASTER WARNING flasher and
● Advisory annunciators the fire T-handles are not affected by the DIM
mode; they are always set to BRIGHT.
● Yellow MASTER CAUTION flashers
● Landing gear handle lights
● Landing gear position lights
L DC GEN L FUEL QTY STALL HEAT BATTERY CHARGE PROP GND SOL R FUEL QTY R DC GEN
L FW VALVE L COL TANK LOW L GEN TIE OPEN BATT TIE OPEN R GEN TIE OPEN R COL TANK LOW R FW VALVE
L ENG ICE FAIL L BK DI OVHT HYD FLUID LOW ANTI SKID FAIL ANN PWR SOURCE R BK DI OVHT R ENG ICE FAIL
XFR VALVE
L FIRE LOOP L PITOT HEAT PWR STEER FAIL MAN STEER FAIL R PITOT HEAT R FIRE LOOP
FAIL
AUTOFTHER
L NO AUX XFR PITCH TRIM OFF AFX DISABLE R NO AUX XFR
OFF
INBD WG DEICE YD/RB FAIL TAIL DEICE RUD BOOST OFF OUTBD WG DEICE
L AUTOFEATHER L IGNITION ON PWR STEER ENGA R IGNITION ON R AUTOFEATHER
L ENG ANTI-ICE L BK DEICE ON MAN TIES CLOSE R BK DEICE ON R ENG ANTI-ICE
L ENVIR OFF RDR PWR ON FUEL TRANSFER TAXI LIGHT EXTERNAL POWER R ENVIR OFF
Figure 4-6 Caution/Advisory Annunciator Panel—Series UE

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TESTING AND LAMP Replacement bulbs are conveniently located

REPLACEMENT within the panels, and are indicated by dashed
lines on the face of each annunciator which con-
The lamps in the annunciator system should be tains spare lamps. To replace any annunciator
tested before every flight, and any time the integ- lamp (Figure 4-7), first depress the center of the
rity of a lamp is in question. Depressing the annunciator with your finger. Release, and the
PRESS TO TEST button illuminates all annunci- annunciator will pop out slightly. Remove the
ator lights, MASTER WARNING flashers, and annunciator from the panel, and pull the lamp
MASTER CAUTION flashers. Any lamp that from the back of the annunciator. Replace the
fails to illuminate when tested should be failed bulb with a spare lamp, and return the
replaced. All annunciator lamps, including land- annunciator to the panel, depressing it until
ing gear warning and position indicators, are locked back into place.
interchangeable. Except on D models, where
position lights are not pilot servicable.
WARNING AND
CAUTION/ADVISORY
PANEL DESCRIPTIONS
Tables 4-1 through 4-6 list all the warning, cau-
tion, and advisory annunciators on the Beech
1900 Airliner. The cause for illumination is
included beside each annunciator.
Figure 4-7 Annunciator Bulb Replacement

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Table 4-1 WARNING ANNUNCIATORS—SERIES UA, UB, UC
ANNUNCIATOR CAUSE FOR ILLUMINATION
L FUEL PRESS Loss of fuel boost pressure on left side.
CABIN ALTITUDE Cabin pressure altitude exceeds 12,500 feet.
BAGGAGE DOOR Nose baggage door is open or not secure.
INVERTER The inverter selected is inoperative.
R FUEL PRESS Loss of fuel boost pressure on right side.
L OIL PRESS Loss of oil pressure in the left engine.
L ENVIR FAIL Left environmental system bleed-air overtemp or overpressure.
FWD CABIN DOOR Forward cabin door is open or not secure.
R ENVIR FAIL Right environmental system bleed-air overtemp or overpressure.
R OIL PRESS Loss of oil pressure in the right engine.
AFT CABIN DOOR Aft cabin door is open or not secure.
L BL AIR FAIL Melted or ruptured left bleed-air failure warning line.
A/P TRIM FAIL* Improper trim or no trim from autopilot trim command.
Autopilot is disconnected by means other than pilot’s disconnect

A/P DISC* switch.
R BL AIR FAIL Melted or ruptured right bleed-air failure warning line.
* Optional equipment

Table 4-2 CAUTION ANNUNCIATORS—SERIES UA, UB, UC
ANNUNCIATORS CAUSE FOR ILLUMINATION
L DC GEN Left generator is off line.
Left fuel quantity—Less than 30 minutes remaining at maximum

L FUEL QTY continuous power.
BATTERY CHARGE Excessive charge rate on battery.
BATT TIE OPEN Battery isolated from generator buses.
Right fuel quantity—Less than 30 minutes remaining at maxi-

R FUEL QTY mum continuous power.
R DC GEN Right generator is off line.
L FW VALVE Left fuel firewall valve has not reached its selected position.
Low fuel level in left fuel system holding tank—Less than 2 min-
L FUEL FEED utes remaining at maximum continuous power.
L GEN TIE OPEN Left generator bus is isolated from center bus.
R GEN TIE OPEN Right generator bus is isolated from center bus.
Low fuel level in right fuel system holding tank—Less than 2 min-
R FUEL FEED utes remaining at maximum continuous power.
R FW VALVE Right fuel firewall valve has not reached its selected position.
L ENG ICE FAIL Ice vane has not attained proper position.
L BK DI OVHT* Melted or ruptured left brake deice plumbing failure warning line.
HYD FLUID LOW Landing gear hydraulic fluid is low.

Table 4-2 CAUTION ANNUNCIATORS—SERIES UA, UB, UC (Cont)
MAN STEER FAIL* Nose gear will not trail with power steering not engaged.
Melted or ruptured right brake deice plumbing failure warning

R BK DI OVHT* line.
R ENG ICE FAIL Ice vane has not attained proper position.
Loss of electrical or low hydraulic oil pressure in antiskid brake

ANTI-SKID FAIL* system.
R CHIP DETECT** Contamination in right engine oil is detected.
L CHIP DETECT** Contamination in left engine oil is detected.
Loss of electrical or low hydraulic oil pressure in power steering

PWR STEER FAIL* system.
ANN PWR SOURCE** Partial power loss to some annunciator lights.
L NO FUEL XFR No fuel transfer from left auxiliary to main tank.
R NO FUEL XFR No fuel transfer from right auxiliary to main tank.
** UB 54 and after; UC 1 and after

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Table 4-3 ADVISORY ANNUNCIATORS—SERIES UA, UB, UC
PWR STEER ENGA* Power steering is operating.
Left autofeather system is armed, with the power levers

L AUTOFEATHER advanced above 90% N1.
L IGNITION ON Left engine igniter is powered.
TAXI LIGHT Taxi light is on with landing gear up.
EXTERNAL POWER External power connector is plugged in.
R IGNITION ON Right engine igniter is powered.
Right autofeather system is armed, with the power levers

R AUTOFEATHER advanced above 90% N1.
L ENG ANTI-ICE Left ice vane is extended.
L BK DEICE ON* Left brake deice bleed-air valve is in the open position.
Electric trim is deenergized by control wheel trim disconnect

ELEC TRIM OFF* switch with pedestal power switch on.
MAN TIES CLOSE Manually closed generator bus ties.
R BK DEICE ON* Right brake deice bleed-air valve is in the open position.
R ENG ANTI-ICE Right ice vane is extended.
L ENVIR OFF Left environmental bleed-air valve is closed.
FUEL TRANSFER Transfer valve is open.

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Table 4-3 ADVISORY ANNUNCIATORS—SERIES UA, UB, UC (Cont)
AIR COND N1 LOW Right engine rpm is too low for air conditioner to engage.
R ENVIR OFF Right environmental bleed-air valve is closed.
Table 4-4 WARNING ANNUNCIATORS—SERIES UE
L FUEL PRES LO Fuel pressure is low on left side.
CABIN ALT HI Cabin altitude exceeds 10,000 feet.
CAB DIFF HI Cabin pressure differential is high.
R FUEL PRES LO Fuel pressure is low on right side.
L OIL PRES LO Oil pressure failure in left engine.
L ENVIR FAIL Left environmental air duct overtemp or overpressure.
CABIN DOOR Cabin door is open or not secure.
R ENVIR FAIL Right environmental air duct overtemp or overpressure.
R OIL PRES LO Oil pressure failure in right engine.
L AC BUS Left AC bus has inoperative inverter.

Table 4-4 WARNING ANNUNCIATORS—SERIES UE (Cont)
CARGO DOOR Cargo door is open or not secure.
R AC BUS Right AC bus has inoperative inverter.
L BL AIR FAIL Melted or failed left bleed-air failure warning line, or system is off.
A/P TRIM FAIL* Improper trim or no trim from autopilot trim command.
ARM EMER LITES* Emergency light controls are disarmed.
A/P FAIL* A failure has occurred in the selected APC-65 computer.
Melted or failed right bleed-air failure warning line, or system is

R BL AIR FAIL off.
Table 4-5 CAUTION ANNUNCIATORS—SERIES UE
L DC GEN Left generator is off line.
L FUEL QTY Fuel quantity is below 324 pounds of usable fuel.
Insufficient current to provide heat on stall warning transducer to

STALL HEAT prevent icing.
BATTERY CHARGE Excessive charge rate on battery.
One or both ground idle low-pitch-stop solenoids are malfunc-

PROP GND SOL tioning.

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Table 4-5 CAUTION ANNUNCIATORS—SERIES UE (Cont)
R FUEL QTY Fuel quantity is below 324 pounds of usable fuel.
R DC GEN Right generator is off line.
L FW VALVE Left fuel firewall valve has not reached its selected position.
Left fuel system collector tank is below 53 pounds of usable fuel

L COL TANK LOW (eight minutes cruise at 400 pounds per hour).
L GEN TIE OPEN Left generator bus is isolated from the center bus.
BAT TIE OPEN Battery is isolated from the generator buses.
R GEN TIE OPEN Right generator bus is isolated from the center bus.
Right fuel system collector tank is below 53 pounds of usable

R COL TANK LOW fuel (eight minutes cruise at 400 pounds per hour).
R FW VALVE Right fuel firewall valve has not reached its selected position.
Left ice vane malfunction. Ice vane has not attained the proper
L ENG ICE FAIL position.
L BK DI OVHT* Melted or failed left brake deice plumbing failure warning line.
HYD FLUID LOW Landing gear hydraulic fluid level is low.
Electrical failure or low hydraulic oil pressure in the antiskid

ANTI SKID FAIL* brake system.
ANN PWR SOURCE Partial power loss to some annunciator lights.
R BK DI OVHT* Melted or failed right brake deice plumbing failure warning line.

Right ice vane malfunction. Ice vane has not attained the proper
R ENG ICE FAIL position.
L FIRE LOOP Left engine fire detection sense loop is open.
L PITOT HEAT Insufficient current to provide heat on left pitot to prevent icing.
Fuel cross-transfer valve is not fully open or fully closed for two
XFR VALVE FAIL seconds or more.
Electrical failure or low hydraulic oil pressure in power steering

PWR STEER FAIL* system.
MAN STEER FAIL* Nose gear will not free-caster with power steering not engaged.
R PITOT HEAT Insufficient current to provide heat on right pitot to prevent icing.
R FIRE LOOP Right engine fire detector sense loop is open.
L NO AUX XFR No fuel transfer from left auxiliary to main tank.
AUTOFTHER OFF Autofeather system is turned off with landing gear extended.
Electric trim is deenergized by a trim disconnect switch on the

PITCH TRIM OFF* control wheel, with the system power switch on the pedestal
turned on.
AFX DISABLE Autofeather system is not capable of feathering the propellers.
R NO AUX XFR No fuel transfer from right auxiliary to main tank.

YD/RB FAIL** A failure has occurred in the selected FYD-65 computer.
RUD BOOST OFF Rudder boost system is turned off.
** On airplanes without an autopilot
Table 4-6 ADVISORY ANNUNCIATORS—SERIES UE
Pressure in left and right inboard wing deice boots is sufficient to

INBD WG DEICE deice.
TAIL DEICE Pressure in tail deice boots is sufficient to deice.
Pressure in left and right outboard wing deice boots is sufficient

OUTBD WG DEICE to deice.
Left autofeather system is armed, with the power levers

L AUTOFEATHER advanced above approximately 89 to 91% N1.
L IGNITION ON Left engine igniter is powered.
PWR STEER ENGA Power steering is operating.
R IGNITION ON Right engine igniter is powered.
Right autofeather system is armed, with the power levers

R AUTOFEATHER advanced above approximately 89 to 91% N1.
L ENG ANTI-ICE Left ice vane is extended.
L BK DEICE ON* Left brake deice bleed-air valve is in the open position.

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Table 4-6 ADVISORY ANNUNCIATORS—SERIES UE (Cont)
MAN TIES CLOSE Manually closed generator bus ties.
R BK DEICE ON* Right brake deice bleed-air valve is in the open position.
R ENG ANTI-ICE Right ice vane is extended.
L ENVIR OFF Left environmental bleed-air valves are closed.
RDR PWR ON* Radar is selected to a position other than off (on ground).
FUEL TRANSFER Fuel cross-transfer valve is open.
TAXI LIGHT Taxi light is on with landing gear up.
EXTERNAL POWER External power is plugged into aircraft.
R ENVIR OFF Right environmental bleed-air valves are closed.

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION .................................................................................................................. 5-1
DESCRIPTION....................................................................................................................... 5-1
FUEL SYSTEM (SERIES UA/UB) ....................................................................................... 5-2
Main Fuel Tank System .................................................................................................. 5-2
Fuel Tank Vents .............................................................................................................. 5-5
Fuel System Operation .................................................................................................... 5-6
Firewall Shutoff Valves................................................................................................... 5-8
Fuel Transfer Motive-Flow System ................................................................................ 5-8
Cross-Transfer Operation ............................................................................................... 5-8
Fuel Purge System......................................................................................................... 5-10
Fuel Gaging System ...................................................................................................... 5-10
Fuel Drains .................................................................................................................... 5-12
FUEL SYSTEM (SERIES UC/UE) ...................................................................................... 5-13
Fuel Tank System.......................................................................................................... 5-13
Fuel Capacity................................................................................................................. 5-17
Fuel Tank Vents ............................................................................................................ 5-17
Fuel System Operation .................................................................................................. 5-18
Low-Fuel Warning System (Series UC) ....................................................................... 5-19
Low-Fuel Warning System (Series UE)........................................................................ 5-19
Firewall Shutoff Valves................................................................................................. 5-19
Fuel Transfer Motive-Flow System .............................................................................. 5-20

Cross-Transfer Operation.............................................................................................. 5-20

Fuel Purge System ........................................................................................................ 5-21
Fuel Control Panel ........................................................................................................ 5-22
Fuel Gaging System...................................................................................................... 5-22
Standby Pump Operation .............................................................................................. 5-22
Auxiliary Tank Operation ............................................................................................. 5-23
Visual Fuel Quantity Sensors (Series UE).................................................................... 5-23
Fuel Drains.................................................................................................................... 5-24
Fuel Drain Locations..................................................................................................... 5-24
Fuel Handling Practices (Series UA/UB and UC/UE) ................................................. 5-25
Fuel Grades and Types (Series UA/UB and UC/UE) ................................................... 5-27
Filling the Tanks (Series UA/UB and UC/UE)............................................................. 5-27
Draining the Fuel System (Series UA/UB and UC/UE)............................................... 5-28

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ILLUSTRATIONS
Figure Title Page
5-1 Main Fuel Tank System—Series UA/UB................................................................ 5-2

5-2 Fuel System Schematic Diagram—Series UA/UB Only......................................... 5-3
5-3 Fuel Control Panel—Series UA/UB ........................................................................ 5-4
5-4 Fuel Vent System—Series UA/UB ......................................................................... 5-5
5-5 Fuel Flow Diagram—Series UA/UB....................................................................... 5-6
5-7 FIRE PULL Handles—Series UA/UB .................................................................... 5-8
5-6 Firewall Shutoff Valve—Series UA/UB ................................................................. 5-8
5-8 Fuel Transfer Motive-Flow System—Series UA/UB.............................................. 5-9
5-9 Cross-Transfer System—Series UA/UB ................................................................. 5-9
5-10 Fuel Drain Purge System Schematic—Series UA/UB .......................................... 5-10
5-11 Fuel Probe—Series UA/UB................................................................................... 5-11
5-12 Fuel Gaging System—Series UA/UB ................................................................... 5-11
5-13 Fuel Drains—Series UA/UB ................................................................................. 5-12
5-14 Fuel Tank System—Series UC/UE ....................................................................... 5-13
5-15 Fuel System Diagram—Series UC and After ........................................................ 5-14
5-16 Fuel System Schematic—Series UE...................................................................... 5-15
5-17 Fuel Control Panel—Series UC/UE ...................................................................... 5-16
5-18 Fuel Tank Vent System—Series UC/UE............................................................... 5-16
5-19 Fuel Flow Diagram—Series UC/UE ..................................................................... 5-18
5-20 Firewall Shutoff Valve—Series UC/UE................................................................ 5-19
5-21 FIRE PULL Handles—Series UC/UE................................................................... 5-20
5-22 Cross-Transfer Schematic—Series UC/UE ........................................................... 5-21
5-23 Fuel Drain Purge System Schematic—Series UC/UE........................................... 5-21

5-24 Fuel Control Panel—Series UE ............................................................................ 5-22

5-25 Fuel Drains—Series UC/UE ................................................................................. 5-24
5-26 Fuel Temperature Graph ....................................................................................... 5-26

TABLES
Table Title Page
5-1 Usable Fuel ............................................................................................................ 5-13

5-2 Fuel Drain Locations ............................................................................................. 5-24

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CHAPTER 5
FUEL SYSTEM
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MAIN
FUEL
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LBS X 100
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INTRODUCTION
A complete understanding of the fuel system is essential to competent and confident operation
of the aircraft. Management of aircraft fuel and fuel system components is a major concern.
This section provides the pilot with information needed for safe, efficient fuel management of
the UA/UB and UC/UE series of 1900 Airliners.
DESCRIPTION
The Fuel System section of the workbook discussed. Locations and types of fuel drains are
presents a description and discussion of the fuel also described along with correct procedures for
system. The physical layout of the fuel system taking and inspecting fuel samples. A list of
and fuel cells are described in this section. approved fuels and a discussion of the tank filling
Correct use of boost pumps, transfer pumps, sequence are included.
cross-transfer, and firewall shutoff valves are

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FUEL SYSTEM wing tip. The main fuel system in each wing
consists of two wing leading edge tanks, two box
(SERIES UA/UB) section tanks, an integral (wet wing) tank, and
one center wing tank, all interconnected to
The Beechcraft 1900 Airliner fuel system (Figure gravity-flow into a fuel supply collector tank.
5-2) simplifies cockpit flight procedures and pro- The fuel supply collector tank, located within the
vides easy servicing access on the ground. The center wing fuel tank, is equipped with an
two separate wing fuel systems, one for each electric fuel pump, primary jet pump, and two
engine, are connected by a valve-controlled transfer jet pumps. Fuel feeds the engines
cross-transfer system. directly from the fuel supply collector tank.
The collector tank drain is located under the cen-
MAIN FUEL TANK SYSTEM ter wing, adjacent to the fuselage. The inboard
leading edge tank drain is under the wing just
The main fuel system (Figure 5-1) consists of a outboard of the nacelle. The integral (wet wing)
series of rubber bladder fuel cells and one fuel tank sump drain is located approximately
integral (wet wing) tank in each wing. Total fuel midway on the underside of the wing, aft of the
capacity is approximately 216 gallons per side main spar. The collector tanks are connected by a
including unusable fuel. Total usable fuel cross-transfer line which makes fuel available
capacity of the main fuel system is 212.5 gallons from either wing system. Cross-transfer opera-
per side. One fuel filler cap per side is located on tion is automatic when cross-transfer is selected.
the outboard leading edge of each wing near the
Figure 5-1 Main Fuel Tank System—Series UA/UB

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Figure 5-2 Fuel System Schematic Diagram—Series UA/UB Only
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Figure 5-3 Fuel Control Panel—Series UA/UB
FUEL CAPACITY the inboard leading-edge fuel cell, and two

probes in the center wing fuel cell. Electronic
The fuel quantity indicating system is a capaci- circuits process the signals from the capacitance
tance type that compensates for differences in probes to provide an accurate readout on fuel
specific gravity and reads in pounds on a linear quantity indicators. The fuel quantity gages and
scale (Figure 5-3). the engine fuel flow indicators are read in
pounds. At 6.74 pounds per gallon, total usable
Each wing has an independent fuel gaging fuel is 425 gallons, or approximately 2864.5
system, consisting of a fuel quantity pounds. Maximum allowable imbalance between
(capacitance) probe in the collector tank, one left and right fuel systems is 300 pounds, and
probe in the aft inboard fuel cell, two probes in maximum zero fuel weight of the 1900 Airliner is
the integral (wet wing) fuel cell, two probes in 14,000 pounds.

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FUEL TANK VENTS valve extends from the integral fuel tank through
a suction relief valve and aft to an air inlet on the
The fuel system is vented through a recessed vent underside of the wing.
coupled to a static vent on the underside of the
wing, adjacent to the nacelle (Figure 5-4). One The line from the float-operated vent valve is
vent is recessed to prevent icing. The second routed forward along the leading edge of the
vent, which is heated to prevent icing, also serves wing inboard to the nacelle, and aft through a
as a backup should the other vent become check valve to the recessed vent just outboard of
plugged. The wing tanks are cross-vented with the nacelle. Another line tees off from the vent
one another. The wing tanks are then vented line and extends through a flame arrester to a
through a float-operated vent valve installed on heated ram vent immediately outboard and aft of
the forward outboard side of the integral fuel the recessed vent.
tank. A line just aft of the float-operated vent
Figure 5-4 Fuel Vent System—Series UA/UB

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FUEL SYSTEM OPERATION The fuel pressure required to operate the engine
is provided by an engine-driven fuel pump imme-
Fuel flow from each wing main tank system is diately upstream of the fuel control unit on the
automatic without pilot action (Figure 5-5). The accessory case. An engine-driven boost pump
interconnected wing tanks gravity feed into the (also on the accessory case) provides lubrication
center wing tank and then to the collector tank for the high-pressure fuel pump and starts the
through a line extending from the aft inboard motive flow for operation of the primary jet
wing tank to the outboard side of the center wing pump in the collector tank. The primary jet pump
tank. A flapper-type check valve in the end of the assists the engine-driven pumps in removing fuel
gravity feed line prevents any backflow of fuel from the collector tank.
into the wing tanks.
Figure 5-5 Fuel Flow Diagram—Series UA/UB

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The supply line from the collector tank is routed The engine-driven high-pressure fuel pump,
from the aft side of the center wing tank, forward rated at 800 psi, is mounted on the accessory case
to the engine-driven boost pump through a in conjunction with the fuel control unit. The
motor-driven firewall shutoff valve. The valve is high-pressure pump is protected against fuel
installed in the fuel line immediately aft of the contamination by an internal strainer. The
engine firewall. engine-driven boost pump, also mounted on a
drive pad on the aft accessory section of the
From the firewall shutoff valve, fuel is routed to engine, develops a maximum pressure of 45 psi.
the main fuel filter, firewall valve, and then to the The engine-driven fuel boost pump is backed up
engine boost pump. A bypass valve in the filter by an electric standby fuel boost pump located in
permits fuel flow even if the filter is plugged. A the bottom of each collector tank. The standby
filter drain valve allows any impurities in the fuel boost pump is rated to a maximum pressure of 11
system, which may have collected at the fuel fil- psi. Either the engine-driven boost pump or its
ter, to be drained prior to each flight. A pressure backup unit, the standby boost pump, is capable
switch at the fuel filter senses boost pump fuel of supplying fuel to the engine-driven high-
pressure. Below one psi of pressure, the switch pressure fuel pump at the minimum pressure
closes, actuating a red L or R FUEL PRESS required by the engine manufacturer.
warning light in the annunciator panel.
In addition to serving as a backup unit in the
If a fuel pressure warning annunciator illumi- event of an engine-driven boost pump malfunc-
nates, the pilot can turn on the standby boost tion, the electric standby pump provides the
pump. Once the standby boost pump is ener- additional pressure required for the cross-transfer
gized, the warning light should be extinguished of fuel from one side of the aircraft to the other.
as fuel pressure increases above one psi. If the
FUEL PRESS annunciator remains illuminated, Standby boost pump operation is controlled by
continued engine operation is limited to 10 hours lever-lock switches on the fuel control panel.
between overhaul or replacement of that engine’s Electrical power for the pumps is supplied from
high-pressure fuel pump. If either of the two the center bus, and the circuit is protected by 15-
standby pumps is inoperative, the use of aviation ampere circuit breakers located below the fuel
gasoline is prohibited. control panel. The battery switch must be on to
provide electrical power to the standby pumps.
Before reaching the high-pressure fuel pump,
fuel is routed through the fuel heater, which uses If all fuel boost pressure were to fail, fuel would
heat from the engine oil to warm the fuel. The be suction-lifted out of the collector tank by the
high-pressure fuel pump then supplies fuel to the high-pressure pump. The engine would continue
FCU which meters the flow of fuel to the engine to run, but engine operation would be restricted
fuel nozzles. to 10 hours total time before engine high-pres-
sure pump overhaul or replacement. If the pump
is operated on suction lift beyond the 10-hour
limit, overhaul or replacement of the pump is
necessary.

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FIREWALL SHUTOFF VALVES

The 1900 Airliner fuel system incorporates two
firewall fuel valves, one for each engine (Figure
5-6). The firewall shutoff valves are motor-driven
and require electrical power for opening and
closing. The firewall shutoff valves are actuated
by two FIRE PULL handles located in the upper
center instrument panel (Figure 5-7). When the
handle is pulled, its respective firewall shutoff
valve closes, and fuel flow to that engine is dis-
continued (Figure 5-5). Pulling the handle also
arms the fire extinguisher on that side.
FUEL TRANSFER MOTIVE-

FLOW SYSTEM
Fuel pressure from the engine-driven boost pump
provides the motive flow to operate the primary
jet pump (Figure 5-8). If the engine-driven boost
pump fails, the standby boost pump provides fuel
pressure for motive flow. During start, motive
flow is initiated by the engine start and ignition
switch which automatically energizes the
standby boost pump. The 1900 Airliner is
approved for takeoff with one standby boost
pump inoperative; however, cross-transfer will
not be possible from the side of the inoperative
standby pump.
The primary jet pump assists the engine-driven Figure 5-6 Firewall Shutoff Valve—
pumps in removing fuel from the collector tank. Series UA/UB
The motive-flow fuel supply line is routed along
the outboard side of the nacelle, and continues CROSS-TRANSFER
into the primary jet pump installed into the col-
lector tank sump. A check valve in the motive- OPERATION
flow line prevents the fuel system from ingesting The two collector tanks are interconnected by a
air when the boost pump is not operating. cross-transfer line (Figure 5-9). A cross-transfer
valve is externally connected into the line at the
The transfer jet pumps are also activated by
forward outboard corner of the left center wing
motive flow. Their function is to ensure sufficient
fuel cell. When the valve is in its normally-closed
fuel supply during extreme aircraft attitude
position, each engine draws fuel from its
conditions.
respective fuel tank system. A manually operated
Figure 5-7 FIRE PULL Handles—Series UA/UB

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Figure 5-8 Fuel Transfer Motive-Flow System—Series UA/UB
Figure 5-9 Cross-Transfer System—Series UA/UB

cross-transfer control switch (labeled

TRANSFER FLOW) is mounted on the upper
fuel control panel, just above the fuel quantity
gages. When the cross-transfer control switch is
actuated, power is drawn through a circuit
breaker on the lower fuel control panel to the
solenoid of the cross-transfer valve. The cross-
transfer valve then opens to allow fuel to transfer
to either the left wing or right wing fuel system.
The electric standby pump on the transferring
side is automatically energized during all cross-
transfer operations. Before turning on the trans-
fer flow switch, both standby pump switches
should be in the OFF position since a standby
pump in operation on the receiving side will not
allow cross-transfer to occur. In the event of an
inoperative electric boost pump, cross-transfer
can only be accomplished from the side of the
operative pump.
Figure 5-10 Fuel Drain Purge System
Cross-transfer can be used to balance fuel loads Schematic—Series UA/UB
between left and right fuel systems, and for
single-engine operations. Procedures are detailed
in the POH Normal Procedures section.
FUEL GAGING SYSTEM
The airplane is equipped with a capacitance-type
FUEL PURGE SYSTEM fuel quantity indication system (Figure 5-11). A
maximum indication error of 3% may be encoun-
This airplane is equipped with a fuel purge sys- t e r e d i n t h e s y s t e m . T h e ga g i n g s y s t e m
tem (Figure 5-10). The purge system is designed compensates for changes in fuel density, which
to assure that any residual fuel in the fuel mani- result from differences in ambient temperatures.
folds is consumed during engine shutdown. A Density Variation of Aviation Fuel graph is
During normal engine operation, compressor dis- provided in the Weight and Balance section of
charge air (P3 air) is routed through a filter and the POH to allow more accurate readings for all
two check valves, pressurizing a small air tank on approved fuels.
the engine truss mount. Upon engine shutdown
the pressure differential between the air tank and The LEFT fuel quantity indicator on the fuel con-
fuel manifold causes air to be discharged from trol panel indicates the amount of fuel remaining
the air tank into the fuel manifold system. The air in the left-wing fuel system tanks. The RIGHT
forces all residual fuel out through the nozzles fuel quantity indicator provides the same infor-
and into the combustion chamber where it is con- mation for the right-wing fuel systems. Both
sumed. A momentary surge in N1 may be noticed gages are marked in pounds.
as fuel is burned. The entire operation is auto-
matic and requires no crew action. During engine Each side of the airplane has an independent gag-
starting, fuel manifold pressure closes the fuel ing system, consisting of a capacitance probe in
manifold valve, allowing P3 air to pressurize the the collector tank, one in the aft inboard fuel cell,
purge tank. two in the integral (wet wing) fuel cell, two in the
inboard leading edge fuel cell, and two in the
center wing fuel cell (Figure 5-12).

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The fuel quantity indicating system is also com-

pensated for specific gravity and reads in pounds
on a linear scale. An electronic circuit in the sys-
tem processes signals from the fuel capacitance
probes in the fuel cells for an accurate readout by
the fuel quantity indicators. Power to the fuel
quantity indicators is supplied from the capaci-
tance probes through a 5 ampere circuit breaker
on the fuel system circuit breaker panel.
The fuel quantity probe is simply a variable
capacitor comprised of two concentric tubes. The
inner tube is profiled by changing the diameter as
a function of height so that the capacitance
between the inner and outer tube is proportional
to the tank volume. The tubes serve as fixed elec-
trodes and the fuel of the tank in the space
between the tubes acts as the dielectric of the fuel
quantity probe.
The capacitance of the fuel quantity probe varies
with respect to the change in the dielectric that
results from the ratio of fuel to air in the fuel cell.
As the fuel level between the inner and outer
tubes rises, air with a dielectric constant of one is
replaced by fuel with a dielectric constant of
approximately two, thus increasing the capaci-
tance of the fuel quantity probe. This variation in
the volume of fuel contained in the fuel cell pro-
duces a capacitance variation that is a linear
Figure 5-11 Fuel Probe—Series UA/UB
Figure 5-12 Fuel Gaging System—Series UA/UB

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function of that volume. This function is con- FUEL DRAINS

verted to linear current that actuates the fuel
quantity indicator. Fuel density and electrical During preflight, the fuel sumps on the tanks,
dielectric constant vary with respect to tempera- pumps and filters should be drained to check for
ture, fuel type, and fuel batch. The capacitance fuel contamination. There are three sump drains
gaging system is designed to sense and compen- in each wing (Figure 5-13).
sate for these variables.
The collector tank sump drain is located in the
Low-fuel quantity in the center wing tanks is center wing adjacent to the fuselage; the inboard
sensed by photoelectric cells which transmit ener- leading-edge tank sump drain is on the underside
gizing current for the L or R FUEL QTY caution of the wing just outboard of the nacelle; and the
annunciators. Illumination of a FUEL QTY integral (wet wing) fuel tank sump drain is
annunciator indicates that enough fuel remains to located approximately midway on the underside
sustain maximum continuous power on that of the wing aft of the main spar. Other drains are
engine for approximately 30 minutes (computed the fuel filter drain, in the main landing gear
for sea level fuel requirements). Photoelectric wheelwell, and the center wing tank drain at the
sensors in the collector tanks provide the signals wing root forward of the flap.
for L or R FUEL FEED caution annunciators. A
FUEL FEED annunciator indicates that less than Since jet fuel and water are of similar densities,
two minutes of fuel remains in that fuel system. water does not settle out of jet fuel as easily as
The fuel quantity annunciators and sensors can be from aviation gasoline. For this reason, the air-
functionally tested by pressing the annunciator plane must sit perfectly still, with no fuel being
test switch on the glareshield. added, for approximately three hours prior to
draining the sumps if water is to be removed.
Takeoff is prohibited when the fuel quantity indi- Although water ingestion is not as critical for tur-
cator needles are in the yellow arc. Maximum bine engines as it is for reciprocating engines,
fuel remaining in this range (top of the yellow water should still be removed periodically to pre-
arc) is 363 pounds. vent formations of fungus and contamination-
induced inaccuracies in the fuel gaging system.
When draining flush-mounted drains, do not turn
the draining tool. Turning or twisting the tool will
unseat the “O-ring” seal and may cause a leak.
Figure 5-13 Fuel Drains—Series UA/UB

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FUEL SYSTEM FUEL TANK SYSTEM

(SERIES UC/UE) The wet-wing fuel system consists of two inte-
gral fuel tanks in each wing (Figure 5-14). A
The Beechcraft 1900 Airliner fuel system (Fig- main tank extends from engine nacelle to wing
ures 5-15 and 5-16) is designed with the pilot in tip. An auxiliary tank is located between the
mind; simple to use in normal and emergency engine nacelle and the fuselage. The usable fuel
conditions with one or more failures. Simple, in the airliner and the maximum zero fuel weight
quick (over-the-wing) refueling is also incorpo- for UC and UE Series Airliners are shown in
rated to minimize ground turnaround time Table 5-1. The maximum allowable fuel imbal-
requirements. In the Series UC/UE and after, the ance between the wings is 200 pounds.
1900 Airliner differs from previous series in the
completely integral wetwing design. Range has
Table 5-1 USABLE FUEL
been increased approximately 55% without
increasing the basic airplane weight. This combi- UC UE
nation increases the usefulness of the Series
Maximum usable
UC/UE airliners considerably. 667.2 665.4
fuel (gallons)
The wet wing fuel system is quite different from Each main tank
241.3 240.5
the previous series airliners, although pilot opera- (gallons)
tion of the two systems is very similar. The fuel Each auxiliary
92.3 92.2
system used in previous series is covered in a tank (gallons)
separate section of this manual, and of course by Maximum zero
14,000 15,165
a different Pilot’s Operating Handbook. This fuel weight (lbs.)
Section will discuss the Series UC/UE airliner
fuel program, including the wet-wing fuel tank
arrangement, fuel system components, controls,
operation of the system and the associated
annunciators.
Figure 5-14 Fuel Tank System—Series UC/UE

Figure 5-15 Fuel System Diagram—Series UC and After
Figure 5-16 Fuel System Schematic—Series UE
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Figure 5-17 Fuel Control Panel—Series UC/UE
Figure 5-18 Fuel Tank Vent System—Series UC/UE

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FUEL CAPACITY The fuel system is vented through a float oper-

ated valve near each wing tip. The system
The main tanks are filled through fill ports contains a flush vent with flame arrester, a heated
located near the wing tips. A collector tank is ram-air vent, to maintain a slight positive tank
contained within each main tank immediately pressure during flight, and a recessed ram vent.
outboard of the nacelle. Each collector tank is The recessed ram vent is coupled to the protrud-
filled from its main tank by gravity feed and two ing ram vent on the underside of the wing tip.
jet transfer pumps, which maintain the fuel level The recessed vent is naturally ice resistant, while
in the collector tank at normal flight attitudes. the protruding vent is heated to prevent icing.
The fuel vent heat switch is located on the pilot’s
Each auxiliary tank is filled through its own fill subpanel in the ice protection group.
port located just inboard of the engine nacelle.
When auxiliary tank fuel is required for a The check valves in the vent tubes allow the air
planned flight, the main tanks should be full and to flow one way through the vents. The flame
the additional fuel to complete the flight placed arrestors, on the flush vent and incoming line,
in the auxiliary tanks. The auxiliary tank fuel prevent a flame front produced by a lightning
should be used first. There is no gravity flow strike or static discharge from traveling up the
between the main and auxiliary tanks, therefore, vent line into the tank system. The vent system
each must be filled separately. also incorporates a pressure-activated relief tube
which prevents an overpressure condition in the
tank. A valve in the tube opens when the pressure
FUEL TANK VENTS exceeds a set amount. Vent lines connect the
main tank and auxiliary tank as we have dis-
Under certain conditions, the fuel vent system cussed earlier.
will allow fuel to flow from the main tank to the
auxiliary tank (Figure 5-18). These conditions As fuel is used from the main tank, it is gravity-
occur at lower power settings when the auxiliary fed and also pumped through motive flow to the
tank transfer pump is supplying fuel to the col- collector tank. The cross vents to the auxiliary
lector tank, and the high-pressure pump purge tank then are open and equalize the pressure in
line is directing fuel back to a full main tank. all tanks. An anti-siphon valve is installed in each
Since the main tank is already full, any excess tank filler port to prevent loss of fuel through
fuel flows through the vent system back to the siphoning in the event of improper securing or
auxiliary tank. This condition can continue until loss of the filler cap.
the auxiliary tank is empty. The second condition
which will allow fuel to flow from the main tank
to the auxiliary tank is thermal expansion. Fuel
will not vent outside from the wing unless the
auxiliary tank is full.

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FUEL SYSTEM OPERATION porated within the pump should the automatic
features fail to turn off the pump when the auxil-
This fuel system operation is designed to be fully iary tank fuel has been used. The auxiliary
automatic. Power for the aux transfer pumps is transfer pump can also be turned ON or OFF by
supplied through their respective generator bus- placing the AUX pump switch in the desired
ses. All other fuel system functions on the control position to bypass the automatic features.
panel require only battery power.
Engine fuel is supplied from the collector tank
During normal operation, fuel flow to each through the motive-flow system operated by
engine is provided by the engine-driven fuel either the engine-driven boost pump, or the
pumps (high pressure and boost) which draw fuel standby pump within the collector tank. The
from the collector tank in the same wing (Figure motive-flow system is supported by a series of
5-19). The collector tank draws from its respec- three transfer jet pumps (main, forward, and aft).
tive main tank unless fuel is being supplied from The main jet pump is located within the collector
the auxiliary tank. Any fuel contained in the aux- tank. It picks up fuel from the collector tank and
iliary tanks is to be used prior to using fuel from sends fuel to the engine. The aft jet pump is also
the main tanks. located within the collector tank but it draws fuel
from the main tank and fills the collector tank.
The auxiliary tank fuel will be used first. A loss The forward jet pump draws fuel from the main
of electrical power or failure of the transfer pump tank, forward of the wing spar, and sends it to the
will prevent the use of auxiliary tank fuel. The collector. There are also three flapper valves and
auxiliary tank will not gravity feed into the main three upper wing stringer cutouts that will allow
tank fuel system. the collector to be gravity fed from the main
tank.
The auxiliary tank transfer pump uses fuel for
cooling. A thermal cutout switch has been incor-
Figure 5-19 Fuel Flow Diagram—Series UC/UE

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The engine-driven boost pump draws fuel from LOW-FUEL WARNING SYSTEM
the collector tank using the jet pump principle. (SERIES UE)
The components we are concerned with are the
motive-flow line, the primary jet pump, two The low-fuel warning system operation and com-
transfer jet pumps, the standby electric boost ponents are the same as the Series UC system,
pump, and the fuel supply line. The transfer jet however, specific quantities have been estab-
pump’s function is to keep the collector tank full lished for each sensor. The FUEL QUANTITY
by transferring fuel from the main fuel tank to the annunciator units will be activated by the fuel
collector tank by means of the venturi effect. level sensors if the main tank quantity drops
below 324 pounds. If the fuel in the collector
Fuel from the motive-flow line passes through tank drops below 53 pounds, the COL TANK
the primary jet pump, which is actually a venturi. LOW annunciator will be activated.
In order to pull fuel from the collector tank, a
venturi effect is used. As a mass of fuel is accel-
erated through a small opening or venturi, it FIREWALL SHUTOFF VALVES
causes a drop in pressure. At this low-pressure
point, fuel from the collector tank enters the fuel- The 1900 Airliner fuel system incorporates two
supply line through a filter and low-pressure fuel firewall fuel valves, one for each engine. The
is supplied as needed. The transfer jet pumps firewall shutoff valves are motor-driven and
draw fuel into the collector tank from the main
tank in the same manner.
If the primary engine-driven boost pump fails,
fuel can be supplied to the system by the standby
electric boost pump. This pump draws fuel
directly from the collector tank and passes it to
the fuel supply line. As fuel is drawn from the
collector tank, it flows through the manual shut-
off valve, a fuel filter and through the firewall
shut-off valve.
LOW-FUEL WARNING SYSTEM

(SERIES UC)
The low-fuel warning system provides bilevel
warning to the flight crew when the fuel level in
each tank reaches a predetermined level, and
again when the fuel in the collector tank area is
nearly exhausted. When fuel in the main tanks
reaches a level allowing approximately 30 min-
utes of flight time at maximum continuous
power, the right, or left, or both FUEL QTY
annunciators will be actuated by fuel level sen-
sors mounted on the forward side of the tank. If
the fuel in the collector tank area drops to a
reserve of two minutes flight time at maximum
continuous power, the right, left or both, FUEL
FEED annunciators will light up.
Figure 5-20 Firewall Shutoff Valve—
Series UC/UE

Figure 5-21 FIRE PULL Handles—Series UC/UE
require electrical power for opening and closing. CROSS-TRANSFER

The firewall shutoff valves are actuated by two OPERATION
FIRE PULL handles located in the upper center
instrument panel (Figure 5-21). When the handle A cross-transfer line connects the collector tanks
is pulled, its respective firewall shutoff valve in each wing (Figure 5-22). A switch-controlled
closes, and fuel flow to that engine is discontin- cross-transfer valve in the left wing is externally
ued (Figure 5-20). Pulling the handle also arms connected into the line. When the valve is in its
the fire extinguisher on that side. normally-closed position, each engine draws fuel
from its respective fuel tank system.
FUEL TRANSFER MOTIVE- A manually operated cross-transfer control
FLOW SYSTEM switch is mounted on the upper fuel control
panel, just above the fuel quantity gages. When
Fuel pressure from the engine-driven boost pump the cross-transfer control switch is actuated, the
provides the motive flow to operate the primary cross-transfer valve opens to allow the standby
jet pump. If the engine-driven boost pump fails, fuel boost pump to transfer fuel to the opposite
the standby boost pump provides fuel pressure collector tank. In addition to the cross-transfer
for motive flow. During start, motive flow is initi- function, the electric boost pump can provide
ated by the engine start and ignition switch which fuel to the engine should the engine-driven boost
automatically energizes the standby boost pump. pump fail. Power for the switches is drawn
The 1900 Airliner is approved for takeoff with through the circuit breakers at the bottom of the
one standby boost pump inoperative; however, fuel panel.
cross-transfer will not be possible from the side
of the inoperative standby pump. During single-engine operation, it may become
necessary to supply fuel to the operative engine
The primary jet pump assists the engine-driven from the fuel system on the opposite side. The
pumps in removing fuel from the collector tank. simplified cross-transfer system is placarded for
The motive-flow fuel supply line is routed along fuel selection with a diagram on the upper fuel
the outboard side of the nacelle, and continues control panel. The STANDBY PUMP switches
into the primary jet pump installed into the col- are placed in the OFF position when cross trans-
lector tank sump. A check valve in the motive- f e r r i n g . A l eve r- l o c k s w i t c h , p l a c a r d e d
flow line prevents the fuel system from ingesting TRANSFER FLOW OFF, is moved from the
air when the boost pump is not operating. center OFF position to the left or to the right,
depending on direction of flow. This opens the
The transfer jet pumps are also activated by
cross-transfer valve, energizing the standby
motive flow. Their function is to ensure sufficient
pump on the side from which cross transfer is
fuel supply during extreme aircraft attitude
desired. In the event one of the electric boost
conditions.
pumps fail, cross-transfer can only be accom-
plished from the side of the operative pump.

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Figure 5-22 Cross-Transfer Schematic—Series UC/UE
On the Caution advisory panel, a green FUEL starting, fuel manifold pressure closes the fuel
TRANSFER indicator will illuminate to indicate manifold valve, allowing P3 air to pressurize the
that the cross-transfer is selected (Series UC). In purge tank.
t h e U E S e r i e s , t wo l i g h t s i n t h e C AU -
TION/ADVISORY panel indicate the condition
of the fuel transfer system. The yellow XFR
VALVE FAIL annunciator is activated if the
transfer valve fails to move to its assigned posi-
t i o n w i t h i n t wo s e c o n d s . A w h i t e F U E L
TRANSFER annunciator is activated if the fuel
transfer valve is in full open position. To discon-
tinue fuel transfer operations, the transfer flow
switch need only be placed in the center OFF
position.
FUEL PURGE SYSTEM

This airplane is equipped with a fuel purge sys-
tem (Figure 5-23). The purge system is designed
to assure that any residual fuel in the fuel mani-
folds is consumed during engine shutdown.
During normal engine operation, compressor dis-
charge air (P3 air) is routed through a filter and
two check valves, pressurizing a small air tank on
the engine truss mount. Upon engine shutdown Figure 5-23 Fuel Drain Purge System
the pressure differential between the air tank and Schematic—Series UC/UE
fuel manifold causes air to be discharged from
the air tank into the fuel manifold system. The air
forces all residual fuel out through the nozzles
and into the combustion chamber where it is con-
sumed. A momentary surge in N1 may be noticed
as fuel is burned. The entire operation is auto-
matic and requires no crew action. During engine

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Figure 5-24 Fuel Control Panel—Series UE
FUEL CONTROL PANEL the POH to allow more accurate readings for all
approved fuels.
The left and right fuel quantity indicators on the
fuel control panel indicate the amount of fuel Fuel quantity probes, which are part of the fuel
remaining in their respective main fuel tanks gaging system, are capacitance-type probes.
(Figures 5-17 and 5-24). Deflecting the spring- These probes measure the density of fuel on
loaded “FUEL QTY” switch on the fuel control board, and are calibrated to read pounds of fuel.
panel to the “AUX” position will cause the indi- This system is necessary on this airplane because
cators to indicate the fuel quantity in the the engines operate on weight flow of fuel rather
auxiliary tanks. The indicators are marked in than gallons. The gages in the cockpit therefore
pounds. The pilot must hold the spring-loaded read in pounds of fuel flow and pounds of fuel
fuel quantity selector switch in the “AUX” posi- remaining in the tanks. To provide the pilot with
tion to verify the quantity remaining in each such a readout, it is necessary to use a system
auxiliary tank. Once the switch is released, the which compensates for changes in the specific
fuel indicator will return to read only the main gravity of the fuel in use. Therefore, each probe
tank quantity. is designed to compensate for differences in spe-
cific gravity. Each main tank contains six fuel
quantity probes, and each auxiliary tank two
FUEL GAGING SYSTEM probes. Information from these probes is relayed
to the fuel panel in the cockpit to show fuel
The airplane is equipped with a capacitance-type remaining in each tank.
fuel quantity indication system (Figure 5-24). A
maximum indication error of 3% may be encoun-
t e r e d i n t h e s y s t e m . T h e ga g i n g s y s t e m STANDBY PUMP OPERATION
compensates for changes in fuel density, which
result from differences in ambient temperatures. The electrically driven, standby pumps are acti-
A Density Variation of Aviation Fuel graph is vated by individual “On/Off” switches on the
provided in the Weight and Balance section of pilot’s left side panel. These pumps are activated

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if problems arise with the primary engine-driven With fuel in the auxiliary tank and the transfer
boost pumps. The standby pumps are automati- switch in AUTO, the auxiliary tank transfer pump
cally activated during engine start by the START will run once the 10 psi low-pressure switch is
and IGNITION switches. The standby pumps are activated. It will continue to run until the boost
also used for all cross-transfer operations. In the pressure falls below 10 psi, or the float switch
event one of the electric pumps fail, cross-trans- and transfer line low-pressure switches open; in
fer can only be accomplished from the side of the either case the auxiliary tank transfer pump will
operative pump. shut down.
AUXILIARY TANK OPERATION WARNING

To use fuel from the auxiliary tanks, position the
“Aux Pump” switches on the fuel control panel in Takeoff is prohibited when the fuel
the “Auto” position. This activates the electric quantity indicator needles are in the
transfer pump in each auxiliary tank and pumps yellow arc. Maximum fuel remaining
fuel to the collector tank of the same wing. Fuel in this range (top of the yellow arc) is
will continue to be transferred until the auxiliary 363 pounds.
tank is empty, at which time the pump will auto-
matically shut off. In the event of a transfer VISUAL FUEL QUANTITY
system failure, it is permissible to temporarily
operate the airplane with fuel in the auxiliary SENSORS (SERIES UE)
tanks providing fuel imbalance and fuel reserve Two visual fuel quantity gauges are located on
requirements can be met. the lower surface of each wing to provide the
ground crew and pilots an alternate method of
The auxiliary tank transfer pump is controlled by fuel gauging in the event of a failure in the capac-
a three-position switch located on the fuel control itance system. The gauges, when not submerged
panel, labeled, “ON-AUTO-OFF”. Normal in fuel, are red with a black dot; when they are
procedures call for the pump to be left in the submerged they are totally black. The outboard
AUTO position. In AUTO, there are four probe, when red, indicates less than 1,150
additional non-pilot operated control features. pounds of fuel, the inboard probe, when red,
There is a float switch within the auxiliary tank, a indicates less than 745 pounds of fuel.
five PSI low-pressure switch in the transfer line
between the auxiliary and main tank operates
LEFT or RIGHT NO-FUEL transfer (L or R NO
AUX XFR - UE) annunciator lights), a 10 psi
low-pressure switch located after the engine-
driven fuel boost pump, and a thermal cut-out
switch on the pump.

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Figure 5-25 Fuel Drains—Series UC/UE
FUEL DRAINS prevent formations of fungus and contamination-

induced inaccuracies in the fuel gaging system.
During preflight, the fuel sumps on the tanks,
pumps and filters should be drained to check for When draining flush-mounted drains, do not turn
fuel contamination. There are six (five in Series the draining tool. Turning or twisting the tool
UE) sump drains in each wing (Figure 5-25). will unseat the “O-ring” seal and may cause a
leak.
The two (one in Series UE) collector tank sump
drains are located below the wing on the out-
board side of the nacelle; the two main tank FUEL DRAIN LOCATIONS
drains are located on the underside of the wing,
outboard of the nacelle, one forward and one aft Table 5-2 FUEL DRAIN LOCATIONS
of the main wing spar: the other drains are the
fuel filter drain located on the underside of the DRAINS LOCATION
wing, outboard of the nacelle under a spring- Auxiliary tank (1) Underside of wing, inboard of
loaded access panel and the auxiliary tank drain nacelle
at the wing root forward of the flap. Collector tank (2) UC Outboard side of nacelle
(1) UE
Since jet fuel and water are of similar densities,
Main tank (2) Underside of wing, outboard of
water does not settle out of jet fuel as easily as
nacelle
from aviation gasoline. For this reason, the
airplane must sit perfectly still, with no fuel Fuel filter (1) Underside of wing, outboard of
nacelle
being added, for approximately three hours prior
to draining the sumps if water is to be removed.
Although water ingestion is not as critical for
turbine engines as it is for reciprocating engines,
water should still be removed periodically to

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FUEL HANDLING PRACTICES Tests indicate that released, super-cooled water

(SERIES UA/UB AND UC/UE) droplets will not settle during flight. Droplets are
pumped freely through the system. If they
All hydrocarbon fuels contain some dissolved become ice crystals in the tank, they will not
and some suspended water. The quantity of water settle since the specific gravity of ice is
contained in the fuel depends on its type and tem- approximately equal to that of kerosene. 40 ppm
perature. Kerosene, with its higher aromatic of suspended water seems like a very small
content, tends to absorb and suspend more water quantity, but when added to water suspended in
than aviation gasoline. Along with water, kero- the fuel at the time of delivery, that amount is
sene will suspend rust, lint and other foreign sufficient to ice a filter. Although severe fuel
materials longer. Given sufficient time, sus- system icing can occur at fuel temperatures from
pended contaminants will settle to the bottom of 0 to -20°F, water droplets can freeze at any
the tank. temperature below 32° F.
The settling time for kerosene is five times that of Water in jet fuel also creates an environment
aviation gasoline; therefore, jet fuels require favorable to the growth of a microbiological
good fuel handling practices to ensure servicing “sludge” in settlement areas of the fuel cells.
with clean fuel. If recommended ground proce- Sludge and other fuel contaminants can cause
dures are carefully followed, solid contaminants corrosion of metal parts in the fuel system and
will settle, and free water can be reduced to 30 clogging of the fuel filters. Although the 1900
parts per million (ppm), a value considered Airliner uses integral (wet wing) fuel cells in
acceptable by the major airlines. each wing, and all metal parts (except the
standby boost pumps and jet transfer pumps) are
Dissolved water has been found to be the major mounted above the settlement areas, consistently
potential fuel contaminant. Its effects are multi- using contaminated fuels can cause filters to clog
plied in aircraft that operate primarily in humid and fuel pumps to corrode.
regions and in warm climates. Since most sus-
pended matter, including water, can be removed The primary means of fuel contamination control
from the fuel by allowing sufficient settling time is “good housekeeping” practices by the
and by proper filtration, fuel contamination is owner/operator. This applies not only to main-
usually not a major problem. taining a clean fuel supply, but to keeping the
aircraft system clean. The following is a list of
Dissolved water cannot be filtered from the fuel steps that may be taken to recognize and prevent
by micronic-type filters used in the fuel system; contamination problems.
however, water in the fuel can be released by
lowering fuel temperature, which occurs in flight. a. Know your supplier. It is impractical to
For example, a kerosene fuel may contain assume that contaminant-free fuel will
65 ppm (8 ounces per 1,000 gallons) of dissolved always be available. But, it is feasible to
water at 80° F. When fuel temperature is lowered exercise caution and be watchful for signs
to 15° F, only about 25 ppm will remain in solu- of fuel contamination.
tion. The difference of 40 ppm will have been
released as super-cooled water droplets which b. Be sure, as much as possible, that fuel has
need only a piece of solid contaminant or an been properly stored. Fuel should be fil-
impact shock to convert them into ice crystals. tered as it is pumped to the truck, and
again as it is pumped from the truck to the
aircraft.
c. Perform filter inspections to determine if

sludge is present.

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Figure 5-26 Fuel Temperature Graph
d. Maintain good housekeeping by periodi- Even if the fuel does not contain water, or if
cally flushing the fuel tankage system. The water has been drained, the possibility of fuel
frequency of flushing will be determined icing still exists at some very low temperatures.
by the climate and the presence of sludge. The oil-to-fuel heat exchanger prevents fuel icing
during most normal operating conditions; how-
e. Aviation gas is an emergency fuel. If ever, in extremely cold temperatures at some
avgas has been used, observe the require- cruise altitudes, anti-icing fuel additives must be
ment for 150 hours maximum operation used.
on aviation gasoline before engine over-
haul. The time should be logged in the The Minimum Oil Temperature Required for
aircraft engine operation records as gal- Operation Without Anti-Icing Additive chart is
lons of avgas added to the fuel system. found in the POH Limitations section. This chart
is used as a guide in preflight planning to deter-
f. Use only clean fuel servicing equipment. mine operating temperatures where icing at the
fuel control unit could occur (Figure 5-26). Enter
g. After refueling, allow a settling period of the graph with the known or forecast outside air
at least three hours, whenever possible; temperature at cruise, and plot vertically to the
then drain a small amount of fuel from expected cruise pressure altitude. Since no fuel
each drain. temperature measurement is available prior to the
heat exchanger, fuel temperature must be
h. Fuel spills on airplane tires have a deterio- assumed to be the same as outside air
rating effect. Be sure to remove spilled temperature.
fuel from the ramp area immediately to
prevent tire damage.

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Follow the graph using this example: enter out- A chart in the POH/POM Weight and Balance
side air temperature at -30° C and vertically section shows the density of avgas to be consid-
follow the graph to a cruise pressure altitude of erably less than that of jet fuel. Because it is less
5,000 feet. Next, plot horizontally to determine dense, aviation gas delivery is much more critical
the minimum oil temperature required to prevent than jet fuel delivery; therefore, operation on
icing. In this example, the minimum oil tempera- avgas is prohibited if above 15,000 feet (18,000
ture required is 31° C. feet in Series UE). Aviation gas feeds well under
pressure but cannot suction feed as well, particu-
The 1900 Airliner maintains a constant oil tem- larly at high altitudes. For this reason, two
perature, although the exact temperature varies alternate means of pressure feed must be avail-
from one airplane to another. For most, the oil able. Standby pumps provide alternate pressure
temperature maintains a constant 50 to 60° C. feed capability, and both are required to be oper-
Compare the minimum oil temperature obtained ational when avgas is used.
in the preceding example with the normal oil
temperature of the airplane to be used for the The Fuel Brands and Type Designations Chart in
flight to determine if anti-icing additive is the Handling, Servicing and Maintenance section
needed. When required, anti-icing additive con- of the POH/POM gives fuel refiner’s brand
forming to specification MIL-I-27686 should be names, and the corresponding type designations
added during fueling. established by the American Petroleum Institute
(API) and the American Society of Testing Mate-
rial (ASTM). Brand names are listed for easy
FUEL GRADES AND TYPES reference and are not specifically recommended
(SERIES UA/UB AND UC/UE) by Beech Aircraft Corporation. Any product con-
forming to the recommended specification may
Jet A, Jet A-1, Jet B, and JP-4 fuels may be be used.
mixed in any ratio in the 1900 Airliner fuel sys-
tem. Aviation gasoline grades 80/87, 100LL,
100/130, and 115/145 are emergency fuels and FILLING THE TANKS (SERIES
may be mixed in any ratio with jet fuels. UA/UB AND UC/UE)
If the 1900 Airliner is fueled with aviation gaso- When filling the aircraft fuel tanks, always
line, some operational limitations must be observe the following:
observed. If use of aviation gasoline is necessary,
operation is limited to 150 hours before engine a. Make sure the aircraft and the servicing
overhaul, and is prohibited if either of the two unit are both grounded to the ground, and
standby pumps is inoperative or if flight is con- that the aircraft is statically grounded to
ducted above 15,000 feet (18,000 feet in Series the serving unit.
UE). When avgas is used, lead deposits form on
the turbine wheels causing power degradation; b. The filler caps are located in the main fuel
therefore, when operating on avgas, the lowest tank on the leading edge of each wing
octane rating available should be used because its near the wing tip and the auxiliary tank
lead content is lowest. fuel caps are just inboard of each nacelle.
Do not rest fuel nozzle in tank fillers
Since the aviation gas will probably be mixed because this may damage the filler neck.
with jet fuel already in the tanks, it is easier to
record the number of gallons of avgas added than c. Allow a three-hour settling period when-
to note hours of operation. If an engine has an ever possible, then drain a sufficient
average fuel consumption of 55 gallons per hour, amount of fuel from each drain point to
each time 55 gallons of aviation gasoline are remove water or contaminants.
added, one hour of the 150 hour limitation is
being used.

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DRAINING THE FUEL SYSTEM

(SERIES UA/UB AND UC/UE)
A defueling adapter is located inboard of the
standby pump in the center wing tank. The
adapter contains a check valve to prevent fuel
drainage when the plug is removed. Each wing
fuel system may be drained as follows:
a. Cut the safety wire and remove the plug.
This will seat the check valve.
b. Thread an AN832-12 adapter into the

drain, unseating the check valve to start
the flow of fuel. Fuel will gravity drain.

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The material normally covered in this chapter is not appli-

cable to this airplane.

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION .................................................................................................................. 7-1
DESCRIPTION....................................................................................................................... 7-1
1900 AIRLINER POWERPLANT ......................................................................................... 7-3
Engine Stations................................................................................................................ 7-7
Engine Terms .................................................................................................................. 7-7
Engine Airflow ................................................................................................................ 7-8
Compressor Bleed Valve............................................................................................... 7-10
Jet-Flap Intake System .................................................................................................. 7-11
Swing Check Valve (Series UA through UB-40) ......................................................... 7-11
Igniters........................................................................................................................... 7-11
Accessory Section ......................................................................................................... 7-12
Lubrication System........................................................................................................ 7-13
Magnetic Chip Detector (Series UA, UB)..................................................................... 7-16
ENGINE FUEL SYSTEM .................................................................................................... 7-16
Fuel Manifold Purge System ......................................................................................... 7-17
Fuel Control Unit (FCU) ............................................................................................... 7-18
FCU Operation .............................................................................................................. 7-18
Fuel Flow Indicators...................................................................................................... 7-19
Fuel Pressure Indicators ................................................................................................ 7-20
Anti-icing Fuel Additive ............................................................................................... 7-20
Fuel Biocide Additive ................................................................................................... 7-20

CONTROLS AND INDICATIONS..................................................................................... 7-20

Control Pedestal ............................................................................................................ 7-20
Engine Power Control................................................................................................... 7-20
Power Levers ................................................................................................................ 7-21
Propeller Levers ............................................................................................................ 7-21
Condition Levers........................................................................................................... 7-21
Condition Lever Operation (Series UA, UB, UC)........................................................ 7-21
Condition Lever Operation (Series UE) ....................................................................... 7-22
ITT and Torquemeters .................................................................................................. 7-22
ITT Gage....................................................................................................................... 7-22
Torquemeter (Series UA, UB, UC)............................................................................... 7-23
Torquemeter (Series UE) .............................................................................................. 7-23
Gas Generator (N1) Tachometer (Series UA, UB, UC)................................................ 7-23
Gas Generator (N1) Tachometer (Series UE) ............................................................... 7-23
ENGINE LIMITATIONS..................................................................................................... 7-27

STARTER OPERATING TIME LIMITS............................................................................ 7-29
TREND MONITORING ...................................................................................................... 7-29
DATA COLLECTION ......................................................................................................... 7-30
PROPELLER SYSTEM ....................................................................................................... 7-31
General.......................................................................................................................... 7-31
Blade Angle .................................................................................................................. 7-33
Primary Governor ......................................................................................................... 7-33
Low Pitch Stop.............................................................................................................. 7-38
Beta and Reverse Control ............................................................................................. 7-38
Flight and Ground Low Pitch Stops ............................................................................. 7-41

Overspeed Governor...................................................................................................... 7-44

Fuel Topping Governor ................................................................................................. 7-45
Power Levers................................................................................................................. 7-45
Propeller Control Levers ............................................................................................... 7-46
Propeller Feathering ...................................................................................................... 7-46
Before Taxi and Before Takeoff Checks....................................................................... 7-46
Autofeather System (Series UA, UB, UC).................................................................... 7-47
Autofeather System (Series UE) ................................................................................... 7-49
Propeller Synchrophaser Systems ................................................................................. 7-49

ILLUSTRATIONS
Figure Title Page
7-1 PT6A-65B Powerplant Installation.......................................................................... 7-2

7-2 Engine Installation ................................................................................................... 7-3
7-3 Engine Cutaway....................................................................................................... 7-5
7-4 Engine Gas Flow...................................................................................................... 7-6
7-5 Free-Turbine Reverse Flow Principle...................................................................... 7-7
7-6 Engine Modular Concept ......................................................................................... 7-8
7-7 Jet-Flap, Compressor Bleed Valve, Swing Check Valve ...................................... 7-10
7-8 Engine Start and Ignition Switches........................................................................ 7-12
7-9 Typical PT6A Engine ............................................................................................ 7-13
7-10 Engine Lubrication Diagram ................................................................................. 7-14
7-11 Engine Oil Dipstick ............................................................................................... 7-15
7-12 Magnetic Chip Detector......................................................................................... 7-16
7-13 Simplified Fuel System Diagram........................................................................... 7-17
7-14 Simplified Fuel Control System ............................................................................ 7-19
7-15 Fuel Flow Gages .................................................................................................... 7-19
7-16 Fuel Pressure Annunciator..................................................................................... 7-20
7-17 Control Pedestal..................................................................................................... 7-21
7-18 Control Levers ....................................................................................................... 7-22
7-19 Engine Instrument Markings (Series UA, UB, and UC) ....................................... 7-24
7-20 Engine Instruments (Series UE-1 through UE-92) ................................................ 7-25
7-21 Engine Instruments (Series UE-93 and After)....................................................... 7-26
7-22 Engine Limits Chart—PT6A-65B ......................................................................... 7-27
7-23 Engine Limits Chart—PT6A-67D ......................................................................... 7-28

7-24 Overtemperature Limits (Starting) ........................................................................ 7-28

7-25 View through Exhaust Duct .................................................................................. 7-29
7-26 In-Flight Engine Data Log .................................................................................... 7-30
7-27 Hartzell Propeller .................................................................................................. 7-31
7-28 Propeller Tiedown Boot Installed ......................................................................... 7-31
7-29 Propeller Blade Angle Diagram ............................................................................ 7-32
7-30 Primary Governor Diagram................................................................................... 7-34
7-31 Propeller Onspeed Diagram .................................................................................. 7-35
7-32 Propeller Overspeed Diagram ............................................................................... 7-36
7-33 Propeller Underspeed Diagram ............................................................................. 7-37
7-34 Beta and Reverse Control...................................................................................... 7-39
7-35 Beta Range and Reverse Diagram......................................................................... 7-40
7-36 Propeller Postioning Diagram ............................................................................... 7-42
7-37 Overspeed Governor Diagram .............................................................................. 7-44
7-38 Power Levers......................................................................................................... 7-45
7-39 Propeller Control Levers ....................................................................................... 7-46
7-40 Autofeather Test Diagram—Series UA, UB, UC ................................................. 7-47
7-41 Autofeather System Diagram (Armed)—Series UA, UB, UC.............................. 7-48
7-42 Autofeather System Diagram (Armed, Left Engine Failure)—
Series UA, UB, UC ............................................................................................... 7-48
7-43 Autofeather System Diagram—Series UE............................................................ 7-50
7-44 Propeller Synchrophaser ....................................................................................... 7-51
7-vi FOR TRAINING PURPOSES ONLY

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TABLES
Table Title Page
7-1 PT6A-65B Specifications

(Sea Level Static ICAO Standard Atmosphere Conditions) .................................... 7-4
7-2 PT6A-67D Specifications
(Sea Level Static ICAO Standard Atmosphere Conditions) .................................... 7-4
FOR TRAINING PURPOSES ONLY 7-vii

CHAPTER 7
POWERPLANT
#1 DC
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INTRODUCTION
In-depth knowledge of powerplants is essential to the pilot’s ability to operate the engines.
Performance within the normal parameters of powerplant and propeller systems extends engine
life and ensures safety. This chapter describes basic engine components, limitations, and system
checks. In-depth knowledge of the propeller system is essential to proper operation of the
engine power system. Operating within safe parameters of the powerplant and propeller
systems extends engine life and ensures safety. This chapter also describes the propeller system
and its operational limits and preflight checks.
DESCRIPTION
This chapter describes and discusses the Pratt & of propeller controls, principles of operation,
Whitney PT6A-65B and -67D turboprop engines. reversing systems, and propeller feathering are
The purpose of this chapter is to provide pilots detailed. Descriptions include primary and over-
with sufficient engine operating details to further speed governors, autofeather system, and
understand normal, abnormal, and emergency synchrophaser. Propeller system checks, as out-
procedures. lined in the POH/AFM Before Taxi and Before
Takeoff (runup) checklists, are discussed.
This chapter also presents a description and dis-
cussion of the propeller system. Location and use

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Figure 7-1 PT6A-65B Powerplant Installation

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1900 AIRLINER The engines are equipped with composite four-

blade, full-feathering, reversing, constant-speed
POWERPLANT propellers mounted on the output shaft of the
engine reduction gearbox. Engine oil supply and
Beech designers chose the Pratt and Whitney single-action, engine-driven governors control
PT6A-65B (UA, UB, UC) and -67D (UE) power- propeller pitch and speed. When the engines are
plants for the 1900 Airliner (Figure 7-1). The shut down, propellers automatically feather, and
PT6A-65B reverse flow, free-turbine, turboprop will unfeather when engines are started as engine
engine (Figure 7-2) is flat-rated to 1,100 shaft oil is pumped into the propeller dome. Reference
horsepower. The PT6A-67D is flat-rated to 1,279 to the right or to the left side of the aircraft, pro-
shaft horsepower. pellers, or engines always assumes the pilot is
looking from the rear of the aircraft forward (Fig-
ure 7-3).
Figure 7-2 Engine Installation

Turboprop engine power is measured in equiva- engine power), combined with SHP, is equal to
l e n t s h a f t h o r s e p ow e r ( E S H P ) a n d s h a f t ESHP. Turboprop engine specifications usually
horsepower (SHP). SHP is determined by propel- show ESHP, SHP, and limiting ambient tempera-
ler rpm and torque applied to turn the propeller tures. The engine specification tables show
shaft. Hot exhaust gases leaving the engine also engine ratings and temperatures (Tables 7-1 and
develop some kinetic energy similar to a turbojet 7-2).
engine. Jet thrust (approximately 10% of total
Table 7-1 PT6A-65B SPECIFICATIONS

(SEA LEVEL STATIC ICAO STANDARD ATMOSPHERE CONDITIONS)
SPECIFIC FUEL
OPERATING PROPELLER JET THRUST
ESHP SHP CONSUMPTION
CONDITION RPM (A) (LBS)
(LB./ESHP/HR.)
Takeoff 1174 1100 1700 181 x 2 0.536
Max. Continuous 1174 1100 1700 181 0.536
Max. Climb + 1069 1000* 1700 171 0.550
Normal Cruise + 1069 1000* 1700 171 0.550
* Available to 21.1˚C (70˚F)

+ For information only; not certification ratings
(a) Corresponding Speed: Power Turbine - 29,920 rpm
Table 7-2 PT6A-67D SPECIFICATIONS

(SEA LEVEL STATIC ICAO STANDARD ATMOSPHERE CONDITIONS)
SPECIFIC FUEL
OPERATING PROPELLER JET THRUST
ESHP SHP CONSUMPTION
CONDITION RPM (A) (LBS)
(LB./ESHP/HR.)
Takeoff 1353 1279* 1700 186 x 2 0.530
Max. Continuous 1285 1214** 1700 178 0.539
Max. Climb + 1172 1106*** 1700 165 0.557
Normal Cruise + 1172 1106*** 1700 165 0.557
* Available to 48˚C
** Available to 46.5˚C
*** Available to 45˚C
+ For information only; not certification ratings
(a) Corresponding Speed: Power Turbine - 29,920 rpm
Engine Type............................................................................................................... Free Turbine

Type of Combustion Chamber...........................................................................................Annular
Compression Ratio ..................................................................................................................12:1
Compressor Shaft Rotation (looking forward) ..................................................Counterclockwise
Propeller Shaft Rotation (looking forward)...................................................................Clockwise
Propeller Shaft Gear Ratio....................................................................................................17.6:1
Oil Consumption, Maximum Average......................(0.316 lb./hr. UE) 0.2 lb./hr. (0.0907 kg./hr.)
Gas Generator Speed 100% N1 ................................................................................... 37,468 rpm
Max. Continuous Gas Generator Speed 104% N1 ...................................................... 39,000 rpm

Figure 7-3 Engine Cutaway
Figure 7-4 Engine Gas Flow
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ENGINE STATIONS NF—Power turbine rpm (not indicated on engine

instruments).
To identify locations in the engine, it is common
practice to establish engine station numbers at P2.5—Air pressure between Engine Stations 2
various points (Figure 7-3). To refer to pressure and 3. Also referred to as axial stage air or com-
or temperature at a specific point in engine air- pressor interstage air.
flow path, the appropriate station number is used,
such as P3 for Station 3 pressure or T5 for gas P3—Air pressure at Engine Station 3, the source
temperature at Station 5. For instance, airflow of bleed air used for some aircraft systems.
temperature measured between the compressor
and first-stage power turbine at Engine Station 5, ITT or T5—Interstage Turbine Temperature in
is called interstage turbine temperature (ITT) or degrees centigrade at Engine Station 5.
T5. Bleed air, located after the centrifugal com-
pressor stage and prior to entering the Free-Turbine Reverse-Flow
combustion chamber, is commonly referred to as
P3 or bleed air. Bleed air is used for cabin heat, Principle
pressurization, and the pneumatic system.
The “free-turbine” design of the PT6A series
engines refers to turbine sections which rotate
ENGINE TERMS freely, having no physical connection between
them (Figure 7-5). The compressor turbine drives
To properly understand the operation of the the engine compressor and accessories. Dual
PT6A series engines, you should know the fol- power turbines drive the power section and pro-
lowing basic definitions. These terms should be peller through the planetary reduction gearbox.
memorized since they are used often when Compressor and power turbines are mounted on
describing PT6A engines. separate shafts and are driven in opposite direc-
tions by gas flow across them. The term “reverse
N1 or Ng—Gas generator rpm in percent of tur- flow” refers to airflow through the engine. Inlet
bine speed. air enters the compressor at the aft end of the
engine, moves forward through the combustion
Np—Propeller rpm. section and the turbines, and is exhausted at the
front of the engine.
Figure 7-5 Free-Turbine Reverse Flow Principle

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Engine Modular Free-Turbine occurring at mid-TBO, involves splitting the

Design engine between the compressor and power tur-
bines. Since it is not necessary to remove the
The modular concept is an important feature of engine from the airplane to accomplish the HSI,
the PT6A engines. As a modular free-turbine inspection is both simple and fast. Because of
design, the engine is basically divided into two modular design, the gas generator section or the
sections—a gas generator module and a power combustion section can be completely replaced
module (Figure 7-6). The gas generator module independently of each other. This feature permits
includes the compressor and the combustion sec- easy maintenance, modular overhaul, and on-
tion. Its function is to draw air into the engine, wing HSI.
add energy to it in the form of burning fuel, and
produce the gases necessary to drive the com- ENGINE AIRFLOW
pressor and power turbines. The power module
converts the gas flow from the gas generator into Another important feature of the PT6A engines is
mechanical action to drive the propeller. This is reverse-flow design. Inlet air enters the rear of
done through an integral planetary gearbox, the engine through an annular plenum chamber,
which converts the high-speed, low torque of the formed by the compressor inlet case, where it is
power turbine to low-speed, high torque required directed forward to the compressor (see Figure
at the propeller. The reduction ratio from power 7-4). The compressor consists of four axial stages
turbine shaft rpm to propeller rpm is approxi- and a single centrifugal stage assembled as a sin-
mately 17.6:1. gle unit on a common shaft.
The modular engine requires minimum mainte-
nance. A hot section inspection (HSI), usually
Figure 7-6 Engine Modular Concept

Rows of stator vanes between each stage of com- In the PT6A-67D engine, fuel is introduced
pression diffuse the air, raise its static pressure, through 14 duplex nozzles. The nozzles are sup-
and direct it to the next stage of compression. plied by a dual fuel manifold consisting of
After the final compression stage, compressed air primary and secondary transfer tubes and adapt-
passes through diffuser tubes which turn it 90˚ in ers. The 14 primary nozzles inject fuel into the
direction, and convert its velocity back to static combustion chamber during initial start, and the
pressure. Now diffused, the air passes through 14 secondary nozzles are activated as N 1
straightening vanes to the annulus surrounding increases to approximately 40 to 45%. The
the combustion chamber liner. fuel/air mixture is ignited by two spark igniters
which protrude into the liner.
The flow of air changes direction 180˚ as it enters
and mixes with fuel in the combustion chamber. After combustion, expanding gases reverse
The combustion chamber liner contains perfora- direction in the exit duct zone, and pass through
tions of varying size that allow entry of compressor turbine inlet guide vanes to the
compressor delivery air. Approximately 25% of s i n g l e - s t a g e c o m p r e s s o r d r iv e t u r b i n e .
the air mixes with fuel to support combustion. Expanding gases are then directed forward
The remaining 75% is used to center the flame in through power turbine inlet guide vanes to drive
the combustion can and for internal engine cool- the power turbine section. The guide vanes
ing. The fuel/air mixture is ignited and the ensure that expanding gases impinge on the
resultant expanding gases are directed to the tur- turbine blades at the correct angle with minimum
bines. The unique location of the combustion energy loss. Approximately 60% of the energy
chamber liner, utilizing flow reversal, eliminates from combustion gases is extracted by the
the need for a long shaft between the compressor compressor turbine, and the balance is used by
and the compressor turbine, thus reducing the the power turbines. Exhaust gas from the power
engine’s overall length and weight. turbines is then directed to the atmosphere
through abifurcated exhaust plenum to twin
For smoother engine starts, the PT6A-65B fuel is opposed-exhaust ports.
introduced into the combustion chamber liner in
two stages through 14 simplex fuel nozzles. The Compressor and power turbines are located in the
nozzles are supplied by a dual fuel manifold con- approximate center of the engine, with their
sisting of primary and secondary transfer tubes respective shafts extending in opposite direc-
and adapters. The seven primary nozzles inject tions. This feature simplifies installation and
fuel into the combustion chamber during initial inspection procedures.
start, and the remaining secondary nozzles are
activated as N1 increases to approximately 36%.

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COMPRESSOR BLEED VALVE compressor stalls and provides smoother com-

pressor operation in the low N1 rpm range.
At low N1 rpm, compressor axial stages produce
more compressed air than the centrifugal stage At low N1 rpm, the compressor bleed valve is
can use. A compressor bleed valve compensates open. As power is increased beyond approxi-
for excess air flow at low rpm by bleeding axial mately 72% N 1 , the valve begins to close
stage air (P2.5) to reduce back pressure on axial progressively. At takeoff and cruise, above
stages (Figure 7-7). Pressure relief helps prevent approximately 90% N1 rpm, the bleed valve is
axial stage compressor stall. closed. If the compressor bleed valve were to
stick closed at low N1 speeds, compressor stall
The compressor bleed valve is a pneumatic pis- could result from an attempt to accelerate the
ton that references pressure differential between engine to higher power. If the valve were to stick
axial and centrifugal stages. Looking forward, open at high N1 speeds, power output would be
the valve is located at the 3 o’clock position on considerably reduced. With the valve open, and
the gas generator case. The valve helps prevent
Figure 7-7 Jet-Flap, Compressor Bleed Valve, Swing Check Valve

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at a given N1 rpm, ITT will increase slightly and SWING CHECK VALVE (SERIES
torque will decrease. UA THROUGH UB-40)
A swing check valve is located on the left side of
NOTE the compressor at the 9 o’clock position. It is a
On UB-40 and after, the following plate valve, hinged at the upper edge, capable of
changes have been made: pivoting approximately 45˚. The valve relieves
excess P2.5 pressure that is trapped in the com-
● Improved pre-swirl design supersedes jet pressor case when the compressor bleed valve
flap. closes.
● Swing check valve is eliminated. IGNITERS

● Rolling diaphragm is eliminated. Two spark-type igniters in the combustion cham-
ber provide positive ignition during engine start.
JET-FLAP INTAKE SYSTEM Although the engine is equipped with two ignit-
ers, it needs only one for start. The system is
A unique feature of the PT6A-65B engine is its designed so that if one igniter malfunctions, the
efficient utilization of P2.5 air. In the 65B, air is remaining igniter will continue to operate. Ignit-
ported into a “jet flap” system. A jet flap slot, ers are activated by the IGNITION AND
which secures the accessory section to the engine ENGINE START switch, and are turned off after
compressor section, is machined into one side of engine start when combustion becomes self-
each hollow strut. A jet flap intake system (Fig- sustaining.
ure 7-7) functions as a variable inlet guide vane
without variable geometry. Compressor inter- Spark ignition is effective for quick engine start-
stage air (P 2.5 ) enters and exits through the ing throughout a wide temperature range. The
narrow slot, passing into the intake to provide a system consists of an airframe-mounted ignition
swirl effect on inlet air entering the compressor. exciter, two individual high-tension cable assem-
This “pre-swirl” effect improves low-speed com- blies, and two spark igniters. It is energized from
pressor characteristics and eliminates the the aircraft nominal 28-volt DC supply, and will
requirement for an additional compressor bleed operate in the 9 to 30-volt range. The igniter sys-
valve. tem can produce up to 3,000 volts.

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Figure 7-8 Engine Start and Ignition Switches
Engine start switches on the pilot’s left subpanel the PT6A-67D engine, actuation will occur if the
(Figure 7-8) are placarded IGNITION AND torque falls below 700 to 750 foot-pounds.
ENGINE START. The three switch positions are
ON, OFF, and STARTER ONLY. The lever-
locked ON position activates the starter and both ACCESSORY SECTION
igniters. STARTER ONLY is a momentary hold-
down position of the spring-loaded center (OFF) All engine-driven accessories, except the propel-
position. STARTER ONLY provides a motoring- ler tachometer and propeller governors, are
only function sometimes used to clear the engine mounted on the accessory gearbox at the rear of
of unburned fuel. Igniters are not energized in the engine (Figure 7-9). Accessories are driven
this position. by the compressor shaft (N1) through a coupling
shaft. One lubricating oil pressure pump and two
The ignition system features automatic scavenge oil pumps are mounted inside the
capability. When the ENG AUTO IGNITION accessory gearbox. Two additional oil scavenge
switches are in the lever-locked ARM position, pumps are externally mounted. The starter/gener-
igniters will automatically operate if engine ator, high-pressure fuel pump, N1 tachometer
torque falls below 500 to 550 foot-pounds, and generator, and other optional accessories are
IGNITION ON annunciators will illuminate. The mounted on pads on the rear of the accessory
auto-ignition system should be armed in drive case. Each mounting pad has its own spe-
turbulence, precipitation, and icing conditions. In cific gear ratio.

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Figure 7-9 Typical PT6A Engine
LUBRICATION SYSTEM As oil is pumped from the tank, it passes through

pressure- and temperature-sensing bulbs
The PT6A engine lubrication system functions mounted on the rear accessory case. At gas gen-
primarily to cool and lubricate engine bearings erator speeds above 72% N1, normal oil pressure
and bushings (Figure 7-10). It also provides oil to is between 90 and 135 psi. Oil is then delivered
the propeller governor and propeller reversing through an external oil transfer line below the
control system. The main oil tank houses a gear- engine to bearing compartments and to the nose
type engine-driven pressure pump, an oil pres- case. Gear-type scavenge pumps return the oil
sure regulator, a cold pressure relief valve, and an through external oil transfer lines and through an
oil filter. The engine oil tank, an integral part of external oil cooler below the engine.
the compressor inlet case, is located in front of
the accessory gearbox.

Figure 7-10 Engine Lubrication Diagram
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The oil cooler is thermostatically controlled to A placard inside the engine cover shows the
maintain desired oil temperature. When scavenge brand and type of oil used in that particular
oil temperature reaches 71° C, a thermostatically engine. Although the preflight checklist calls for
controlled diverter valve opens to route oil checking oil level, the best time to check oil
through the cooler. Another externally mounted quantity is shortly after shutdown, since oil levels
unit, the oil-to-fuel heat exchanger, uses hot are most accurately indicated at that time. Oil
engine oil to heat fuel before it enters the engine level checks during preflight may require motor-
fuel system. ing the engine to obtain an accurate level
indication.
Total oil system capacity is 3.9 U.S. gallons,
including the 2.3 gallon oil tank. Maximum oil The oil tank is provided with a filler neck and
consumption is 1 quart every 10 hours; however, integral quantity dipstick housing. The cap and
normal oil consumption may be as little as 1 dipstick are secured to the filler neck, which
quart per 50 hours. Most PT6A engines normally passes through the gearbox housing and acces-
seek an oil level of one to two quarts low. When sory diaphragm into the tank. Dipstick markings
adding oil between oil changes, do not overfill, indicate the number of U.S. quarts of oil less than
and do not mix types or brands of oil due to the full (Figure 7-11).
possibility of chemical incompatibility.
Figure 7-11 Engine Oil Dipstick

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MAGNETIC CHIP DETECTOR abnormal a precautionary shutdown may be

(SERIES UA, UB) made at the pilot’s discretion.
A magnetic chip detector (Figure 7-12) is

installed in the bottom of each engine nose gear- ENGINE FUEL SYSTEM
box to indicate the presence of ferrous particles
in the lubrication system. The detector activates a The engine fuel control system for PT6A-65B
yellow light on the annunciator panel, L CHIP and -67D engines consists of the basic
DETECT or R CHIP DETECT, to alert the pilot components shown in the block diagram (Figure
to possible oil contamination. 7-13). They are the primary low-pressure boost
pump, oil-to-fuel heat exchanger, high-pressure
Illumination of the CHIP DETECT annunciator fuel pump, fuel control unit, fuel cutoff valve,
is not in itself cause for an engine to be shut flow divider, and dual fuel manifold with 14
down. Engine parameters should be monitored simplex nozzles, 14 duplex nozzles in the -67D.
for abnormal indications. If parameters are
The low-pressure boost pump is engine driven,
and operates when the gas generator shaft (N1) is
turning. It provides sufficient fuel head pressure
(approximately 45 psi maximum) for proper
cooling and lubrication of the high-pressure
pump. The oil-to-fuel heat exchanger regulates
fuel temperature at the fuel pump inlet to prevent
icing at the pump filter. This is done automati-
cally and requires no action by the pilot.
After fuel passes through the oil-to-fuel heat
exchanger, it flows into the high-pressure,
engine-driven fuel pump and into the fuel control
unit (FCU). Prior to entering the FCU, a fuel
purge line constantly directs a small amount of
fuel back to wing fuel tanks to clear vapors and
bubbles from the fuel control system.
The high-pressure fuel pump is an engine-driven,
gear-type pump that can supply fuel at 850 psi
maximum pressure to the fuel side of the FCU.
Its primary purpose is to supply sufficient pres-
sure to fuel nozzles for adequate spray pattern
during all modes of engine operation. Flow rates
and pressures will vary with changes in gas gen-
erator (N1) rpm.
The fuel cutoff valve is internal in the FCU. The
valve is controlled by the condition lever, and is
either open or closed; it has no intermediate posi-
tion. When the fuel cutoff valve is open, fuel
flows to the minimum pressurizing valve, which
blocks fuel flow during start until fuel pressure is
sufficient for proper spray pattern in the combus-
Figure 7-12 Magnetic Chip Detector tion chamber. As high-pressure fuel pump output

Figure 7-13 Simplified Fuel System Diagram
increases to at least 100 psi, the minimum pres- FUEL MANIFOLD PURGE
surizing valve opens, delivering fuel to the flow SYSTEM
divider. If the high-pressure pump fails, the valve
will close and combustion will cease. The fuel manifold purge system is designed to
eliminate residual fuel which remains in the flow
During start, fuel flows initially through the flow divider and fuel manifold when the fuel cutoff
divider to seven primary fuel spray nozzles in the valve is closed during engine shutdown. The sys-
combustion chamber. As the engine accelerates tem consists of a P3 accumulator purge tank with
through approximately 36% N1 , fuel pressure P3 air input at one end and P3 discharge to the
increases sufficiently to supply secondary fuel flow divider at the other end.
nozzles. All 14 nozzles then deliver atomized
fuel to the combustion chamber. The progressive D u r i n g n o r m a l e n g i n e o p e r a t i o n , P3 a i r
sequence of primary and secondary fuel nozzle constantly pressurizes the purge tank. As long as
operation provides cooler starts. Increased accel- the engine is running, fuel pressure keeps the
eration in N 1 speed may be noticed when flow divider purge port closed. As fuel pressure
secondary fuel nozzles activate. drops to zero during engine shutdown, P 3 air
escapes through a check valve into the flow

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divider, pushing residual fuel into the combustion to HIGH IDLE N1 speeds when the power lever
chamber where it is burned. As a result, the pilot is at idle. The power lever selects speeds between
may notice a one- or two-second delay in initial idle and maximum.
engine spooldown after the condition levers are
moved into fuel cutoff. Engine speed is controlled by the gas generator
(N1 ) governor, which contains two flyweights
mounted on a ballhead driven by the engine. The
FUEL CONTROL UNIT (FCU) flyweight governor is the feedback element of the
speed-select system. It controls “on-speed” con-
The fuel control unit (Figure 7-14) meters proper dition by positioning the 3-D cam as required in
fuel amount for all modes of engine operation. response to speed variations in the gas generator.
Flow rates are calibrated for starting, accelera- As N1 speed increases or decreases, resulting fly-
tion, and maximum power. The FCU compares weight action changes the 3-D cam setting,
gas generator speed (N1) with power lever setting which changes fuel flow valve setting to maintain
and regulates fuel to engine fuel nozzles. The selected N1 speed.
FCU also senses compressor discharge pressure
and compares it to N1 rpm to establish accelera- The cam follower and arm transmit 3-D cam
tion and deceleration fuel flow limits. A motion to the fuel metering valve. As the 3-D
minimum flow stop, set to approximately cam moves upward, fuel flow to the engine is
90 pounds per hour per engine, guarantees suffi- increased and N1 speed increases. Downward
cient fuel flow at all operating altitudes to sustain movement of the 3-D cam decreases fuel flow
engine operation at minimum power. and N1 speed. N1 speed is therefore maintained
continuously by the N1 governor in response to
FCU OPERATION variations in gas generator speed.
The fuel control unit (Figure 7-14) is mounted on In an overspeed condition, increasing pressure by
the rear flange of the fuel pump. A splined cou- the governor flyweights moves the 3-D cam
pling between the pump and the FCU transmits a downward, resulting in decreased fuel flow
speed signal to the governing section in the FCU. through the fuel metering valve. Balance occurs
The FCU determines the amount of fuel sched- when N1 speed is reduced to selected speed, and
uled to the combustion chamber by controlling the cam is stationary at the new speed position.
gas generator speed. Engine power output is
directly dependent upon gas generator speed. In an underspeed condition, decreasing pressure
Compressor discharge pressure (P3), sensed by by the governor flyweights moves the 3-D cam
the fuel control unit, is used to establish accelera- upward, resulting in increased fuel flow through
tion fuel flow limits. This fuel limiting function the fuel metering valve until the system reaches
prevents overtemperature conditions in the equilibrium.
engine during start and acceleration.
Compressor discharge pressure (P3 air) also affects
The fuel control unit receives input from the con- fuel metering valve position during acceleration or
dition lever, the power lever, the N1 flyweight deceleration. Increase in P3 causes the fuel meter-
governor, and a pneumatic bellows. FCU opera- ing valve to increase fuel flow in response to
tion is complex, but it will be simplified and increased P3 pressure until N1 speed is stabilized.
described briefly in this section. For more detail A decrease in P3 causes the fuel metering valve to
refer to the Pratt & Whitney Maintenance Man- decrease fuel flow until N1 speed is stabilized at
ual for the PT6A-65B or PT6A-67D engines. the lower selected valve. In the event of power tur-
bine overspeed, a decrease in P3 air pressure at the
Power control levers position a 3-D cam in the fuel metering valve allows the fuel control unit to
FCU that, through a cam follower and lever, reduce fuel flow to the gas generator. Overspeed
determines fuel flow corresponding to selected protection is discussed in greater detail in the Pro-
N1 speed. The condition lever selects LOW IDLE peller System section at the end of this chapter.

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FUEL FLOW INDICATORS

Fuel flow information is sensed by a transmitter in
the engine fuel supply line between the fuel cutoff
valve and the flow divider. Flow rate is indicated
on the fuel flow gage on the instrument panel
(Figure 7-15). Indications are in pounds-per-hour
units times 100; therefore, when the needle indi-
cates 2 on the dial, fuel flow is 200 pounds per Figure 7-15 Fuel Flow Gages
hour. Fuel flow gages are DC-powered.
Figure 7-14 Simplified Fuel Control System

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FUEL PRESSURE INDICATORS graph is based on known or forecast operating

conditions, and shows operating temperatures
If the engine-driven, high-pressure fuel pump where icing at the FCU could occur. Refer to the
fails, combustion will cease since high-pressure 1900 Airliner Maintenance Manual for proce-
fuel is required to open the minimum pressuriz- dures to be followed when blending anti-icing
ing valve. additive with airplane fuel. Use anti-icing addi-
tive conforming to Specification MIL-I-27686.
If the primary engine-driven boost pump fails, a
FUEL PRESS red light in the warning annuncia-
tor panel will illuminate (Figure 7-16), and the FUEL BIOCIDE ADDITIVE
master warning lights will flash. The FUEL
PRESS light illuminates when outlet pressure at Fuel biocide-fungicide “BIOBOR JF” in concen-
the engine-driven boost pump decreases below trations of 135 or 270 parts per million may be
one psi (10 psi Series UC & after). Switching on used in the fuel. BIOBOR JF may be used as the
the standby fuel boost pump should increase fuel only fuel additive, or it may be used with MIL-I-
pressure to more than 11 ±2 psi, extinguishing 27686 anti-icing additive. Used together, addi-
the warning light. Engine operation with the tives have no detrimental effect on fuel system
FUEL PRESS light on is limited to 10 hours components. Refer to 1900 Airliner Maintenance
between overhaul or replacement of the engine- Manual for concentrations and detailed proce-
driven, high-pressure fuel pump. dures for adding BIOBOR JF to airplane fuel.
CONTROLS AND
INDICATIONS
CONTROL PEDESTAL
The control pedestal extends between the pilot
and copilot (Figure 7-17). The three sets of pow-
erplant control levers, from left to right, are
power levers, propeller rpm and feather levers,
and condition levers.
Figure 7-16 Fuel Pressure Annunciator ENGINE POWER CONTROL

Engine power is controlled by power levers
ANTI-ICING FUEL ADDITIVE which set N 1 speed, and by propeller levers
which adjust propeller speed (Figure 7-18). The
Anti-icing fuel additives are not normally propeller maintains set speed by varying blade
required since engine oil heats fuel before it angle as requested by the propeller governor in
enters the FCU; however, if oil temperature ver- response to changes in torque. Torque changes
sus OAT indicates ice formation could occur result from power lever input to the N1 governor.
during takeoff or in flight, anti-icing additive When power lever position calls for more torque,
should be mixed with the fuel to ensure safe N1 governor settings prevent bleed-off of internal
operation. For preflight planning purposes, use fuel pressures and of P3 air in the FCU. The gov-
the Minimum Oil Temperature Required for ernor then signals the fuel metering valve to
Operation without Anti-Icing Additive graph. allow more fuel flow into the spray nozzles to
This graph can be found in the POH or in the Ice meet requested power conditions.
and Rain Protection section of this manual. The

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detent. All ground operation should be conducted

with the propeller levers in this position.
Although the 1900 Airliner is equipped with an
automatic propeller feathering system, the pro-
peller can be manually feathered by pulling the
propeller lever back past the friction detent into
the red and white striped section of the quadrant.
To unfeather, push the lever back into the govern-
ing range. Regardless of propeller lever position,
the propellers will move toward feather when oil
pressure is lost as the engines are shut down. For
further details, see the Propeller System section
at the end of this chapter.
CONDITION LEVERS
Figure 7-17 Control Pedestal
The condition levers have three positions: FUEL
CUTOFF, LO IDLE, and HI IDLE (Figure 7-18).
In the FUEL CUTOFF position, all fuel flow to
POWER LEVERS the engines is cut off.
Power levers control engine power from idle to At LO IDLE, engine gas generator speed (N1) is
takeoff power by operation of the N1 governor in a minimum of 58%; N1 at HI IDLE is 70%. Con-
the fuel control unit (Figure 7-18). Increasing dition levers can be set between these two values
N1 rpm results in increased engine power. The for any speed between 58% and 70% N1. For the
power levers control power in three regions: -67D engines these figures are 65% for LOW
FLIGHT, BETA, and REVERSE. The bottom of IDLE and 71% for HI IDLE.
the flight range is called IDLE. When power
levers are lifted over the IDLE detent and pulled
back into the beta range, they control propeller CONDITION LEVER OPERATION
blade angle only. The beta range is normally used (SERIES UA, UB, UC)
for taxi. The bottom of the beta range is called
GROUND FINE. When the levers are lifted over Engines are controlled from the cockpit by using
the GROUND FINE detent into the REVERSE the propeller, power, and condition levers. Both
range, they control propeller blade angle and the power and condition levers are connected to
engine power to provide reverse thrust. the N 1 governing section of the FCU. Either
lever will reset the FCU to maintain a new N1
rpm. During start, power levers are at IDLE.
PROPELLER LEVERS Once condition levers are moved to LO IDLE,
the fuel cutoff valve opens and the N1 governor
The propeller levers are conventional in setting is set at LO IDLE. The condition levers are con-
required rpm for takeoff and cruise (Figure 7-18). tinuously variable from LO IDLE at 58% to HI
T h e n o r m a l g ove r n i n g r a n g e i s 1 4 0 0 t o IDLE at 70% N1. When condition levers are set
1700 rpm. to LO IDLE, the power levers will select N1 rpm
from 58% to 104%, the maximum for takeoff;
However, in the 1900D (UE Series), the mini- however, if condition levers are at HI IDLE, the
mum governing range is 1200 rpm, and ground power levers can only select N1 rpm from 70%
taxi position is marked on the power quadrant to 104%.
just before the propeller levers reach the feather

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Moving either the power levers or condition

levers changes only N1 rpm. As the power or
condition levers are advanced, ITT, torque and
fuel flow increase; however, these increases are
byproducts of the N1 speed maintained by the
FCU. With power levers in a fixed position, N1
remains constant even in climb or descent, but
ITT, torque and fuel flow will vary with altitude,
ambient air temperature, and propeller setting.
ITT AND TORQUEMETERS

The two primary operating parameters which
limit available engine power are temperature and
torque. Engine torque and ITT are affected by
ambient temperature and altitude. During opera-
tions requiring maximum engine performance at
cold temperature or low altitude, torque limits
power. When ambient temperature is hot or when
operating at high altitude, ITT limits power.
Whichever condition reaches its limit first, deter-
mines the amount of power available.
ITT GAGE
The ITT gage monitors interstage turbine
temperature at Station 5 (Figures 7-19, 7-20, and
7-21). ITT is a prime limiting indicator of power
available under varying ambient temperature and
altitude conditions. The normal operating range,
indicated by the green arc on the gage, is 400 to
810° C (400 to 780° C—UE). Maximum
starting-only temperature of 1000°C, indicated
by the solid white line (red diamond on Series
UE and after) on the instrument, is limited to five
seconds. Maximum continuous temperature (red
Figure 7-18 Control Levers line) is 810° C (800° C—UE), and maximum
cruise temperature is 750° C.
Engines can be damaged if limiting temperatures
indicated on the ITT gage are exceeded. Temper-
ature limitations for all operating conditions are
CONDITION LEVER listed in the POH or AFM, and should be com-
OPERATION (SERIES UE) mitted to memory. ITT gages are self-generating
and do not require electrical power. Starting with
In the PT6A-67D equipped airplanes, the LO UE-93, this gage will be powered by 28 VDC
IDLE setting is 65%. HI IDLE is 71% with the plus the electrical signal from the thermocouples
maximum power setting being 104%. installed in the engine.

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TORQUEMETER (SERIES UA, GAS GENERATOR (N1)

UB, UC) TACHOMETER (SERIES UA, UB,
The torquemeter, marked with the green arc from UC)
zero foot-pounds to 3,400 foot-pounds, con- The gas generator (N1 ) tachometer measures
stantly measures rotational force applied to the rotational speed of the compressor shaft, in per-
propeller shaft (Figures 7-19, 7-20, and 7-21). cent rpm, based on 37,468 rpm at 100% (Figures
Maximum permissible sustained torque is 3,400 7-19, 7-20, and 7-21). The outer scale of the indi-
foot-pounds, indicated by the red radial on the cator is measured in units of ten, and the smaller
instrument. Torque is measured by a hydrome- inner dial is read in single units. The N1 indicator
chanical torquemeter in the first-stage reduction is self-generating, requiring no electrical power
gearcase. Rotational force on the first-stage ring for operation. The tachometer generator, located
gear compresses oil in the torquemeter chamber. on the engine accessory section, is geared
The difference between torquemeter chamber directly to the N1 compressor shaft. The tachom-
pressure and reduction gear internal pressure eter generator sends an electrical signal to the N1
accurately indicates the torque produced at the indicator on the cockpit instrument panel, indi-
propeller shaft. The torquemeter transmitter mea- cating the percentage of N1 rpm. Maximum
sures this torque and sends an AC electrical allowable continuous gas generator speed is
signal to the torquemeter on the cockpit instru- 39,000 rpm, read as 104% on the N1 indicator.
ment panel. Recommended cruise torques vary
with altitude and temperature.
GAS GENERATOR (N1)
TORQUEMETER (SERIES UE) TACHOMETER (SERIES UE)
The normal operating range for the PT6A-67D The indicator for the 1900D (UE Series) com-
engine is from 0 to 3,750 foot-pounds (green arc) bines an analog and digital read-out. This gage is
with the maximum permissible torque set at powered by 28 VDC plus a signal from the N1
3,950 foot-pounds and with a time limit of 5 min- tachometer generator located in the engine acces-
utes (yellow arc). The torque reading is displayed sory section.
on 26-VAC powered gages. Starting with UE-93,
this gage will be changed to a 28-VDC stepper
motor gage.

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Figure 7-19 Engine Instrument Markings (Series UA, UB, and UC)

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Figure 7-20 Engine Instruments (Series UE-1 through UE-92)

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Figure 7-21 Engine Instruments (Series UE-93 and After)

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ENGINE LIMITATIONS During engine start, temperature is the most criti-

cal limit (Figure 7-24). The ITT starting limit of
1,000° C is limited to five seconds. During any
Airplane and engine limits are described in the start, if the indicator needle approaches the limit,
Limitations section of the POH or AFM. These start should be aborted before the needle passes
limitations have been approved by the Federal Avi- the solid white line. For this reason, it is helpful
ation Administration, and must be observed when during starts to keep the condition lever out of the
operating the 1900 Airliner. The Engine Operating LO IDLE detent so that the lever can be quickly
Limits Chart provides important limitations for all pulled back to FUEL CUTOFF.
operating conditions. The Power Plant Instrument
Markings Chart lists minimum, normal, and maxi- Monitor oil pressure and oil temperature gages to
mum limits (Figures 7-22 and 7-23). further determine engine condition. During start,
oil pressure should come up quickly to the mini-
mum red line at 60 psi, but should not exceed the
NOTE maximum 200 psi. During normal operation oil
Engine limits charts are reproduced temperature and pressure gages should be in the
from applicable POH or AFM. normal operating range, indicated by a green arc
from 90 to 135 psi. Fluctuations of ±10 psi are
acceptable, but pressures between 60 and 90 psi
are undesirable. Low oil pressures (60 to 90 psi)
should be tolerated only for completion of the
flight, and then only at a reduced power setting.
Oil pressure below 60 psi is unsafe. Below
60 psi, the engine should be shut down, or a land-
ing should be made as soon as possible using the
minimum power required to sustain flight.
Normal operating oil temperatures are limited to
0 to +110° C. A minimum of -40°C is required
for engine start, and temperature limits at idle are
-40 to +110° C. However, temperatures between
+99 and +110° C are limited to a maximum of 10
minutes.
During ground operations, ITT must remain
below 700° C (750° C—Series UE). Engine tem-
peratures can be controlled by regulating N1 rpm
and generator load. When condition levers are at
LO IDLE, high ITT can be corrected by first
reducing N1 loads, such as generators and air
conditioning, then by advancing condition levers
to increase N1 rpm. HI IDLE will reduce ITT
since increased compressor speed increases the
amount of cooling airflow available to the
engine. Once ITT has been reduced below the
idle temperature limit, N1 loads may be restored
as desired. During normal flight operations, ITT
should never be allowed to exceed the maximum
continuous limit (red line).
Figure 7-22 Engine Limits Chart—PT6A-65B

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Figure 7-23 Engine Limits Chart—PT6A-67D
Figure 7-24 Overtemperature Limits (Starting)

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During the climb, available torque will decrease engine must be returned for overhaul. Exceeding
and ITT may increase slightly. Recommended ITT limits in Area C for more than a few seconds
cruise climb and normal cruise ITT limit is may cause extensive engine damage.
shown by a white triangle on the indicator.
Torque and N1 limitations are the same for maxi- The POH lists generator limitations for operation
m u m c r u i s e a n d f o r t a ke o ff ; h ow ev e r, at various N1 rpms. To remain within limits it
recommended cruise torque values will vary with may be necessary to reduce accessory loads or to
altitude and temperature. increase N1 rpm. LOW IDLE is sufficient for
generator loads of 50% and lower with air condi-
Transient limits provide buffers for surges during tioning off. With air conditioning on, or with
engine acceleration. Torque and ITT have an loads higher than 50%, N1 rpm must be increased
allowable excursion duration of 20 seconds. A as specified in the limitations.
momentary peak of 5,000 foot-pounds and
8 7 0 ° C i s a l l ow e d f o r t o r q u e a n d I T T
respectively. STARTER OPERATING
The overtemperature chart (Figure 7-24) shows TIME LIMITS
specific actions required if ITT limits are
exceeded during start. If engine temperature lim- Engine starters are time-limited during the start-
its in Area A have been exceeded, determine and ing cycle to prevent the possibility of starter
correct the cause of the overtemperature. Then damage due to overheating. The starter is limited
the engine must be visually inspected through the to 30 seconds ON and 3 minutes OFF for cooling
exhaust duct (Figure 7-25), and any action taken before the next sequence of 30 seconds ON. After
must be recorded in the engine log book. the second cycle of 30 seconds ON, the starter
must remain OFF for 30 minutes.
Starting with Series U C-143 and after and those
airplanes that have been modified, the starter
duty limitation has been changed to 20 seconds
ON, 30 seconds OFF; 20 seconds ON, 60 sec-
onds OFF; 20 seconds ON, 5 minutes OFF. For
continuous motoring without engine starting, the
limit is set at 20 seconds ON, 5 minutes OFF.
TREND MONITORING
During normal operations, gas turbine engines
are capable of producing rated power for
extended periods of time. Engine operating
parameters, such as output torque, interstage tur-
bine temperature compressor speed, and fuel
Figure 7-25 View through Exhaust Duct flow for individual engines are predictable for
specific ambient conditions. On PT6A engines,
these predictable characteristics may be taken
Overtemperature in Area B will require a hot sec- advantage of by establishing and recording indi-
tion inspection. During a hot section inspection, vidual engine performance parameters.
combustion chamber and turbine areas and com- Parameters can then be compared periodically to
ponents are examined and replaced as necessary. predicted values for day-to-day confirmation of
If an overtemperature occurs in Area C, the engine efficiency.

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The engine condition trend monitoring system

recommended by Pratt & Whitney is a process of
DATA COLLECTION
periodically recording engine instrument read-
ings such as torque, interstage turbine The trend monitoring procedure specifies that
temperature, compressor speed, and fuel flow. flight data be recorded on each flying day, every
Readings are corrected for altitude, outside air five flight hours, or other predetermined flight
temperature, and airspeed, if applicable, then period. Select a flight with long established
compared to a set of typical engine characteris- cruise, preferably at a representative altitude and
tics to determine deviations. airspeed. With engine power established and sta-
bilized for a minimum of five minutes, record the
requested data on a form similar to the in-flight
engine data log shown (Figure 7-26).
Figure 7-26 In-Flight Engine Data Log

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PROPELLER SYSTEM
GENERAL
Each engine is equipped with a composite, four-
blade, counterweighted, full-feathering, variable-
pitch, constant-speed, reversing propeller
mounted on the output shaft of the reduction
gearbox (Figure 7-27). Since the engines are free
turbines, with no mechanical connection between
compressor and power turbines, the propeller can
rotate freely on the power shaft when the engine
is shut down. Propeller tiedown boots (Figure
7-28) are provided to prevent windmilling at zero
oil pressure when the airplane is parked.
Figure 7-28 Propeller Tiedown Boot
Installed
Figure 7-27 Hartzell Propeller

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Figure 7-29 Propeller Blade Angle Diagram

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Propeller pitch (Figure 7-29) and speed are con- BLADE ANGLE
trolled by engine oil pressure supplied to the
propeller dome through engine-driven propeller Blade angle is the angle between the chord of the
governors. A governor oil pump boosts oil pres- propeller and the propeller’s plane of rotation.
sure delivered by the engine oil system to a Because of the normal twist of the propeller,
pressure high enough to control movement of the blade angle is different near the hub than it is
propeller blades. When oil pressure is present in near the tip. Blade angle for the 1900 Airliner is
the propeller dome, propeller pitch (blade angle) measured at the chord, 42 inches from the pro-
is controlled normally by the propeller governor peller’s hub. This position is referred to as the
or by the beta valve, depending upon the propel- “42-inch station.” All blade angles specified in
ler’s mode of operation. As oil pressure this section are approximate values.
increases, the propeller moves toward low pitch
(high rpm). Loss of oil pressure will cause cen-
trifugal counterweights and feathering springs to PRIMARY GOVERNOR
move propeller blades toward high pitch (low
rpm) and, eventually, into the feathered position. The primary governor modulates oil pressure in
As oil pressure decreases during engine shut- the propeller dome to change blade angle to
down, the propeller automatically moves toward maintain a constant propeller speed. As oil pres-
feather. sure in the dome changes, propeller blade angles
change to maintain the propeller speed the opera-
The minimum low pitch propeller position is tor has selected. The primary governor can
determined by a mechanically actuated hydraulic maintain any selected propeller speed from
stop, referred to as the primary low pitch stop. approximately 1,400 to 1,700 rpm (1,200 to
The power levers control beta and reverse blade 1,700 rpm for UE).
angles by adjusting the low pitch stop position in
beta and reverse ranges. For example, suppose an airplane is in normal
cruising flight with the propeller turning at 1,550
Two governors (a primary governor and an over- rpm. If the pilot begins a descent without chang-
speed governor) control propeller rpm. The ing power, the airspeed will increase. This
primary governor controls the propeller through decreases the angle of attack of the propeller
its normal governing range. The propeller control blades, causing less drag on the propeller, thus
lever selects propeller rpm by adjusting the pri- beginning to increase its rpm. If this propeller has
mary governor condition. Should the primary variable pitch capabilities and is equipped with a
governor malfunction, the overspeed governor governor set at 1,550 rpm, the governor will
prevents propeller speed from exceeding 1,768 sense this “overspeed” condition (Figure 7-30)
rpm (1,802 rpm in the 1900D [UE Series]). The and increase blade angle to a higher pitch. The
fuel topping governor acts as a backup governor, higher pitch increases the blade’s angle of attack,
limiting propeller speed to 106% of that selected slowing it back to 1,550 rpm, or “onspeed.”
by the propeller lever. In the reverse range, the
fuel topping governor is reset, limiting propeller Likewise, if the airplane changes from cruise to
rpm to approximately 96% of the primary gover- climb airspeeds without a power change, the pro-
nor setting. The fuel topping governor limits peller rpm tends to decrease. The governor
propeller rpm by reducing fuel flow to the responds to this “underspeed” condition by
engine. decreasing blade angle to a lower pitch, and the
rpm returns to its original value. Thus the gover-
The propeller rpm is displayed in the cockpit on a nor gives “constant speed” characteristics to the
gage that receives its input from the propeller variable pitch propeller.
tachometer located on the right side of the engine
crankcase. On the 1900D (UE Series) model, this Power changes, as well as airspeed changes,
tachometer signal is fed to a gage that is powered cause the propeller to momentarily experience
by 28 VDC. overspeed or underspeed conditions, but again

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the governor reacts to maintain the onspeed con-

dition. Due to the smooth action of the governor,
the pilot will notice few, if any, of these minor
adjustments.
There are times, however, when the primary gov-
ernor is incapable of maintaining selected rpm.
For example, imagine an airplane approaching to
land with its governor set at 1,700 rpm. As power
and airspeed are both reduced, underspeed condi-
tions exist which cause the governor to decrease
blade angle as it attempts to restore the onspeed
condition. If blade angle were allowed to
decrease to its full reverse limit, aircraft control
would be dramatically reduced. In such a situa-
tion the propeller, acting as a large disc, would
create excessive drag, disturbing airflow around
tail surfaces. A rapid nosedown pitch change
would result.
To prevent these undesirable flight characteris-
tics, a device is provided to stop the governor
from selecting blade angles that are too low for
safety. As blade angle is decreased by the gover-
nor, eventually the low pitch stop is reached.
Blade angle then becomes fixed, preventing its
continued movement toward a lower pitch. At the
low pitch stop, the governor is prevented from
restoring the onspeed condition, and propeller
rpm decreases below the selected governor rpm
setting. Once the low pitch stop is reached, blade
angle cannot decrease further until the pilot
selects beta or reverse.
Primary Governor Operation

The propeller levers adjust the primary propeller
governor between 1,400 and 1,700 rpm (1,200
and 1,700 rpm for UE). The primary propeller
governor, mounted at the top of the engine reduc-
tion gearbox, has two functions: it selects
constant propeller rpm, and it can also feather the
propeller. The primary propeller governor adjusts
propeller rpm by controlling the oil supply to the
propeller mechanism.
An integral part of the primary propeller gover-
nor is the governor pump. This pump is driven by
the N P shaft and raises engine oil pressure to
Figure 7-30 Primary Governor Diagram approximately 375 psi (750 psi for UE) for use

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by the propeller governing system. A transfer floating pilot valve. The position of the pilot
gland surrounds the NP shaft, allowing oil to con- valve determines how much oil pressure will be
tinuously enter and exit the propeller dome area. supplied to the propeller pitch control mecha-
Thus, the transfer gland constantly supplies nism. The slower the flyweights are turning in
fresh, warm oil to the propeller pitch control relation to the desired reference speed, the lower
mechanism. Propeller control is a balancing act the position of the pilot valve. If the propeller and
of opposing forces. Although the feathering flyweights turn faster than governor set speed,
springs and centrifugal counterweights con- the resulting centrifugal force causes the pilot
stantly exert force on the propeller to drive the valve to rise inside the governor, decreasing the
blade angle toward high pitch and feather, oil oil pressure. Here are a few examples.
pressure constantly attempts to maintain low
pitch and high rpm. If a propeller rpm of 1,550 is selected and the
propeller is actually turning at 1,550, the fly-
For propeller speed reference, the primary pro- weights are in their center, or “onspeed”
peller governor uses a set of rotating flyweights condition (Figure 7-31). The pilot valve is also in
that are geared to the propeller shaft. The fly- the center position. This “onspeed” configuration
weights compare governor set speed (set with provides constant oil pressure to the propeller
propeller levers) to actual propeller rotational pitch mechanism, which therefore maintains con-
speed. These flyweights are connected to a free- stant pitch and constant rpm.
Figure 7-31 Propeller Onspeed Diagram

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If the airplane begins a descent, or if engine If the airplane enters a climb, or if engine power
power is increased without any change to the is decreased without any change in propeller con-
propeller levers, airspeed will tend to increase, trols, airspeed will decrease, and the propeller
causing the propeller to turn faster (Figure 7-32). will tend to slow (Figure 7-33). The flyweights in
The flyweights will, in turn, rotate faster. The the propeller governor will slow down as propel-
additional centrifugal force will cause the pilot ler rpm decreases, and the pilot valve will lower.
valve to rise. Notice that oil can now escape When pilot valve position moves down, more oil
through the pilot valve. The decreased oil pres- pressure is supplied to the propeller pitch mecha-
sure results in a higher pitch and in a reduction of nism. Higher oil pressure results in lower
propeller rpm, returning the propeller to its origi- propeller pitch, causing an increase in propeller
nal rpm setting. As propeller speed decreases, the rpm. As the propeller increases to its original rpm
flyweights slow, and the pilot valve returns to the setting, the flyweights speed up, and the pilot
equilibrium position to maintain selected propel- valve returns to its equilibrium or “onspeed”
ler rpm. position.
Figure 7-32 Propeller Overspeed Diagram

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The flyweights and pilot valve continuously speed condition. In underspeed the pilot valve
make small adjustments which change propeller drops, increasing oil pressure to the dome, and
blade angles, maintaining constant propeller rpm. decreasing propeller pitch as power and airspeed
The cockpit propeller lever adjusts where the are reduced. Since a reversible propeller is capa-
equilibrium or “onspeed” condition will occur. ble of continued decrease into negative or reverse
The pilot can select any constant speed from blade angles, a low pitch stop is necessary to pre-
1,400 to 1,700 rpm. Normally 1,700 rpm is used vent the blade angle from decreasing beyond a
for takeoff and for initial climb. Cruise climb, predetermined value of 13° (12.7° for UE). When
maximum range power, and recommended cruise the propeller governor becomes incapable of
power are set at 1,550 rpm. maintaining the onspeed condition, the propeller
rpm will fall below the selected governor rpm
The propeller primary governor cannot maintain setting, indicating that the low pitch stop has
selected propeller rpm if power and airspeed are been reached. In the event of a governor control
reduced below the governing range. For example, linkage failure, an external spring on top of the
with the progressive reduction of power and air- governor will move the governor set speed to
speed during final approach, the propeller and 1,700 rpm.
rotating flyweights will tend to go to the under-
Figure 7-33 Propeller Underspeed Diagram

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LOW PITCH STOP ring through the propeller reversing lever to the
beta valve of the governor. The initial forward
WHENEVER PROPELLER RPM IS BELOW motion of the beta valve blocks off the flow of oil
SELECTED GOVERNOR RPM, THE PRO- to the propeller. Further motion forward dumps
PELLER BLADE ANGLE IS AT THE LOW the oil from the propeller into the reduction gear-
PITCH STOP (assuming the propeller is not box sump. A mechanical stop limits the forward
feathered or in the process of being feathered). motion of the beta valve. Rearward movement of
the beta valve does not affect normal propeller
control. When the propeller is rotating at a speed
NOTE lower than that selected on the governor, the gov-
ernor pump provides oil pressure to the servo
The preceding statement assumes that piston and decreases the pitch of the propeller
momentary periods of underspeed are blades until the feedback of motion from the slip
not being considered. Rather, the pro- ring pulls the beta valve into a position blocking
peller rpm is below and staying below the supply of oil to the propeller, thus preventing
the selected governor rpm. For exam- further pitch changes.
ple, if the propeller control is set at
1,550 rpm but the propeller is turning
at less than 1,550 rpm, the blade angle BETA AND REVERSE
is at the low pitch stop. CONTROL
On many airplanes, the low pitch stop is simply The position of the low pitch stop is controlled
at the low pitch limit of travel, determined by the from the cockpit by the power lever. Whenever
propeller’s construction. But with a reversing the power lever is at IDLE or above, this stop is
propeller, extreme travel in the low pitch direc- set at 13° (12.7° for UE) blade angle in flight and
tion is past 0°, into reverse or negative blade 7° (+4.7° for UE) blade angle on the ground.
angles. Consequently, the 1900 Airliner’s propel- Bringing the power lever aft of IDLE progres-
ler system has been designed to allow the low sively repositions the low pitch stop to lower
pitch stop to be repositioned when reversing is blade angles (Figure 7-34).
desired.
The geometry of the power lever linkage through
The low pitch stop is created by mechanical link- the cam box is such that power lever increments
age which senses blade angle. At the low pitch from idle to full forward thrust have no effect on
stop the linkage causes a valve to close, stopping the beta valve’s position. When the power lever is
the flow of oil into the propeller dome. Since moved from idle into the reverse range, it reposi-
more oil causes low pitch and reversing, blocking tions the beta valve to direct governor pressure to
off oil flow creates a low pitch stop. The low the propeller piston, decreasing blade angle
pitch stop valve, commonly referred to as the through zero into a negative range. The travel of
“beta” valve, is quite positive in its mechanical the propeller servo piston is fed back to the beta
operation. Furthermore, the valve is spring- valve to null its position and, in effect, to provide
loaded to provide redundancy in the event of infinite negative blade angles all the way to
mechanical loss of beta valve control. MAXIMUM REVERSE. The opposite will occur
when the power lever is moved from full reverse
Low Pitch Stop Operation to any forward position up to idle, thus providing
the pilot with manual blade angle control for
Low pitch propeller position is determined by a ground handling.
mechanically monitored hydraulic stop. The pro-
peller servo piston is connected by four spring- The region between GROUND IDLE and
loaded sliding rods to the slip ring mounted GROUND FINE is referred to as the “beta for
behind the propeller. A carbon brush block riding taxi,” or simply “BETA” range. In this range, the
on the slip ring transfers the movement of the slip engine’s compressor speed (N1) remains at the

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Figure 7-34 Beta and Reverse Control

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Figure 7-35 Beta Range and Reverse Diagram

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value selected when the power lever was at IDLE When the power levers are lifted up and over the
(58 to 70% [65 to 7l% for UE] based on condi- idle detent into the beta range, they are pulling
tion lever position). back on the top of the reverse lever. As the
reverse lever moves back, the beta valve is
To enter the BETA range, the power lever must pushed back, reestablishing oil flow to the pro-
be lifted beyond the IDLE stop and then moved peller dome. This allows propeller blade angle to
aft. The aft stop of BETA range is called go below the low pitch stop. As the propeller
GROUND FINE. With aft movement of the blades go below the low pitch stop, the propeller
power levers, blade angle moves progressively dome and feedback ring continue forward, even-
from GROUND IDLE to GROUND FINE. tually pulling the beta valve back into the oil
cutoff position.
The region between GROUND FINE and MAXI-
MUM IDLE is referred to as “beta plus power” In summary, the position of the low pitch stop is
or simply REVERSE range. In this range, N1 controlled by the power levers. When the power
progressively increases to a maximum value of levers are set at idle or above, the stop is set at
85 ±3% while the blade angle decreases. To enter 13° (12.7° for UE). When the power levers are
the REVERSE range, the power lever must be moved aft of idle, the low pitch stop is reposi-
lifted beyond the GROUND FINE stop and tioned to blade angles of less than 13° (12.7° for
moved aft. With aft movement of the power UE).
levers, the blade angle will progressively
decrease from GROUND FINE to MAXIMUM
REVERSE at REVERSE. FLIGHT AND GROUND LOW
PITCH STOPS
Beta and Reverse Control Both a flight low pitch stop and a ground low
Operation pitch stop are utilized in this propeller system. In
flight, the minimum blade angle is approximately
When propeller blade angle reaches approxi- 13° (12.7° for UE) with the power levers at idle.
mately 18 ±1°, the four flanges extending from When the wheels touch the ground upon landing,
the dome make contact with four beta nuts (Fig- the propeller low pitch blade angle automatically
ure 7-35). As propeller pitch angle continues to changes from 13° to +7° (+12.7 to +4.9° for UE)
decrease, each flange on the propeller dome through the action of a ground idle solenoid. The
pushes each beta nut and attached polished rod ground idle solenoid acts on the top of the
forward. As the rod moves forward, it pulls the reverse lever in the same manner as the power
feedback ring forward. In turn a beta valve inside levers when selecting beta and reverse (Figure
the governor is pulled into the oil cutoff position. 7-36).
The linkage is set to cut off oil supply to the
dome when blade angle reaches 13° (12.7° for The right landing gear safety switch controls the
UE). This provides the governor with a hydraulic ground low pitch stop. During the landing flare at
low pitch stop of 13° (12.7° for UE) for in-flight idle power, the propeller blade angle will be
operations. approximately 13° (12.7° for UE). Upon touch-
down the landing gear safety switch causes the
If the low pitch stop were fixed at 13° (12.7° for propeller blade angle to immediately decrease to
UE), the propeller could not enter the beta and approximately +7° (+4.9° for UE). The propeller
reverse ranges; however, the low pitch stop can blade angle remains at +7° (+4.9° for UE) until
be reset to allow the propeller to operate in the the power levers are retarded behind the idle
beta and reverse ranges while the aircraft is on stop. As a backup for the landing gear safety
the ground. switch, switches installed in the power quadrant
ensure that the ground idle solenoid is activated
by the time the power levers enter the beta range.

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Figure 7-36 Propeller Postioning Diagram (Sheet 1 of 2)

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Both flight and ground low pitch stops are set by In a condition of constant underspeed, the pri-
the beta valve. Upon touchdown, the reverse mary governor cannot prematurely interrupt oil
lever position is electrically reset, causing the flow to the propeller dome. Once the low pitch
beta valve to open slightly. As the beta valve stop is reached, propeller blade angle is con-
opens, more oil flows to the propeller dome, and trolled by the beta valve. Since the beta valve
blade pitch is reduced to the ground idle low controls oil flow to the dome for beta and reverse,
pitch stop position. The electric circuits of the it is mechanically impossible to bring the power
idle low pitch stops are protected by the PROP levers into reverse unless the propellers are on
GOV TEST circuit breaker on the copilot’s sub- the low pitch stops.
panel (Series UA, UB, UC).
Attempting to pull the power levers into reverse
Keep in mind that although the ground low pitch with the propellers feathered causes damage to
stop is set at less than 13°, the actual blade angle the power levers’ reversing linkage. Attempting
is only affected when the propeller is at the low to pull the power levers into reverse with the
pitch stop. It follows, then, that as long as the engines shut down will damage the reversing
propeller rpm is still on the selected governor set- system.
ting, bringing the power lever aft of IDLE will
not necessarily cause the propeller to reverse.
Reverse thrust can only occur when propeller
rpm is below selected governor rpm (at the low
pitch stop).
Figure 7-36 Propeller Positioning Diagram (Sheet 2 of 2)

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OVERSPEED GOVERNOR governor set speed is 1,768 rpm (1,802 rpm for
UE). If a propeller’s speed reached 1,768 rpm
Since the PT6’s propeller is driven by a free tur- (1,802 rpm for UE), the overspeed governor
bine (independent of the engine’s compressor), would begin increasing blade angle to a higher
overspeed can rapidly occur if the primary gover- pitch to prevent the rpm from continuing its rise.
nor fails. The overspeed governor provides From a pilot’s point of view, a propeller tachome-
protection against excessive propeller speed in ter stabilized at approximately 1,768 rpm (1,802
the event of primary governor malfunction. rpm for UE) would indicate failure of the pri-
mary governor and proper operation of the
The hydraulic overspeed governor (Figure 7-37) overspeed governor. For pretakeoff check pur-
is located on the left side of the propeller reduc- poses, the set point of the overspeed governor is
tion gearbox. The operating point of the rescheduled using the prop governor test switch
overspeed governor is 4% (6% for UE) greater on the pilot’s left subpanel. During testing, pro-
than the primary governor’s maximum speed. peller speed should not exceed approximately
Since maximum propeller speed selected on the 1,520 to 1,610 rpm (1,535 to 1,595 rpm for UE).
primary governor is 1,700 rpm, then overspeed
Figure 7-37 Overspeed Governor Diagram

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FUEL TOPPING GOVERNOR

The primary propeller governor contains a fuel
topping governor which prevents power turbine
overspeed if a propeller malfunctions. An over-
speed could occur, for example, if a propeller
blade were to stick in a fixed position during nor-
mal primary governor operation. In addition,
during reverse thrust operation, the fuel topping
governor is set below the speed selected by the
primary governor to permit indirect control of
propeller speed by the FCU (fuel control unit)
servo system.
The speed at which fuel topping governor opera-
tion occurs is determined by the speed selected
with the propeller levers, and by the position of
the reset lever. In the flight range the reset lever is
set to regulate power turbine (N 2 ) speed at
approximately 6% higher than the propeller lever
setting. In the ground range the reset lever is set
to 4% lower than the propeller lever position.
If propeller speed (NP) exceeds levels sensed by
the fuel topping governor, fuel flow to the N1 sec- Figure 7-38 Power Levers
tion will be reduced, and engine power will
decrease. When this occurs, propeller rpm (NP)
normally remains constant, but it may decrease if In the forward thrust (alpha) range the power
propeller blades are frozen in a fixed position. levers establish gas generator rpm (N G ) by
selecting a gas generator governor speed which
results in a fuel flow that will maintain the
POWER LEVERS selected N1 rpm.
The power levers (Figure 7-38) are located on the
power lever quadrant (first two levers on the left In the beta range, the power levers control the
side) on the center pedestal. They are mechani- beta valve to reduce propeller blade angle, thus
cally interconnected through a cam box to the reducing residual propeller thrust. N1 rpm is not
fuel control unit, reverse lever, beta valve and fol- affected in the beta range.
low-up mechanism, and the propeller (NP )
In the reverse range, the power lever: (1) selects a
governor. The power lever quadrant permits
blade angle proportionate to the aft travel of the
movement of the power lever in the forward
lever, (2) selects a fuel flow that will sustain the
thrust (alpha) range from idle to maximum
selected reverse power, and (3) resets the fuel
thrust, and in the beta/reverse range from idle to
topping governor (NP) from its normal 106% to a
maximum reverse. Detents in the power lever
range between 93 and 97%. Therefore, rpm in
quadrant at the IDLE and GROUND FINE posi-
reverse is a function of the primary propeller
tions prevent inadvertent movement of the lever
governor acting through the FCU to limit fuel
into the beta/reverse range. To select beta or
flow and control propeller rpm in relation to
reverse, the pilot must lift the power levers up
power lever position.
and over the detents.

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PROPELLER CONTROL A detent at the low rpm position prevents inad-

LEVERS vertent movement of the propeller lever into
feather. The feather position is indicated by red
Propeller rpm, within the primary governor range and white stripes at the bottom of the propeller
of 1,400 to 1,700 rpm (1,200 to 1,700 rpm for lever slots in the power quadrant. The taxi posi-
UE), is set by the position of the propeller control tion for the propeller levers is indicated by a
levers (Figure 7-39). These levers, one for each white line just prior to the feather detente on
engine, are located between the power levers and Series UE.
the fuel cutoff levers on the center pedestal quad-
rant. The full-forward position sets the primary PROPELLER FEATHERING
governor at 1,700 rpm. In the full-aft position,
forward of the feathering detent, the primary The propeller can be manually feathered by mov-
governor is set at 1,400 rpm (1,200 rpm for UE). ing the propeller lever full aft, past the detent,
Intermediate propeller rpm positions can be set into feather. This action locks the governor’s
by moving the propeller levers to select desired pilot valve in the full-up position, opens the
rpm as indicated on the propeller tachometer. The feather valve, and all oil quickly drains from the
tachometers are read directly in revolutions per propeller pitch mechanism. As oil is dumped
minute. In the Series UE the propeller rpm gages from propeller servo chambers, the counter-
are 28-VDC-powered gages. weights and springs drive propeller blades to the
feathered position. Since the propeller shaft and
the N1 shaft are not connected, the propeller can
be feathered with the engine running; however, to
avoid excessive torque loads on the propeller
gearbox, the engine should be at idle power when
the propellers are manually feathered. If an
engine fails with the autofeather system inopera-
tive, the propeller will maintain onspeed rpm
unless it is feathered manually.
BEFORE TAXI AND BEFORE

TAKEOFF CHECKS
The Before Takeoff (Runup) checklist in the
POH/AFM “Normal Procedures” section con-
tains preflight checks for the propeller system.
To minimize propeller blade erosion and pitting
of airplane surfaces, the following system checks
should be accomplished on a clean, hard surface
which is free of sand and gravel.
Figure 7-39 Propeller Control Levers

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AUTOFEATHER SYSTEM lights are placarded “L AUTOFEATHER” and

(SERIES UA, UB, UC) “R AUTOFEATHER.” The autofeather system
will be inoperative as long as either power lever
The autofeather system (Figure 7-40) provides a is retarded below 85 to 90% N1.
means of dumping oil from the propeller dome
automatically. Thus, the feathering spring and The autofeather system should be armed during
counterweights start the blade feathering action takeoff, climb, approach, and landing, and should
immediately in the event of an engine failure. be turned off in cruise. When the system is
armed, if torquemeter oil pressure on either
Although the system is armed by a switch on the engine drops below 250 foot-pounds, oil is
subpanel, placarded “AUTOFEATHER” with dumped from the dome, the feathering spring
ARM, OFF, and TEST positions, the arming starts the blades toward feather, and the
phase is completed only when both power levers autofeather system of the other engine is dis-
are advanced above 85 to 90% N1 and engine armed. When the autofeather portion of the
torque is above 525 foot-pounds. When armed, operative engine is disarmed, the annunciator
both right and left indicator lights on the cau- indicator light for that engine will be extin-
tion/advisory annunciator panel will be guished (Figure 7-42). Autofeather is required to
illuminated (Figure 7-41). The green annunciator be armed and operable for flight.
Figure 7-40 Autofeather Test Diagram—Series UA, UB, UC

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Figure 7-41 Autofeather System Diagram (Armed)—Series UA, UB, UC
Figure 7-42 Autofeather System Diagram (Armed, Left Engine Failure)—Series UA, UB, UC

AUTOFEATHER SYSTEM PROPELLER

(SERIES UE) SYNCHROPHASER SYSTEMS
The autofeather system (Figure 7-43) provides a The propeller synchrophaser automatically
means of dumping oil from the propeller dome matches the speed of the two propellers to syn-
automatically. Thus, the feathering spring and chronize rpm. In addition, propeller blades on
counterweights start the blade feathering action one engine are maintained at a predetermined rel-
immediately in the event of an engine failure. ative position with the blades of the other so that
Although the system is armed by a switch on the only one propeller blade at a time will rotate past
subpanel, placarded “AUTOFEATHER” with the fuselage. The synchrophaser system reduces
ARM, OFF, and TEST positions, the arming propeller beat and cabin noise.
phase is completed only when both power levers
are advanced above 90% N1 and engine torque is
above 1,000 foot-pounds. When armed, the green Synchrophaser Operation
L and R AUTOFEATHER and L and R AFX
annunciators are illuminated. The AFX DIS- The synchrophaser system (Figure 7-44) is an
A B L E a n n u n c i a t o r i s ex t i n g u i s h e d . T h e electronic system certificated for use during all
autofeather system will be inoperative on either flight operations, including takeoff and landing.
engine as long as its power lever is retarded It is not a designated master-slave system. It
below 90% N1. always matches the rpm of the slower propeller
to the rpm of the faster propeller, and constantly
The autofeather system is required to be armed keeps the propellers in phase to reduce cabin
and operable for flight during takeoff, climb, noise to a minimum.
approach, and landing, and should be turned off
in cruise. When the system is armed, if The synchrophaser has a limited range of author-
torquemeter oil pressure on either engine drops i t y. T h e m a x i m u m p o s s i b l e i n c r e a s e i s
below 350 foot-pounds, oil is dumped from the approximately 25 rpm. In no case will the rpm
dome, the feathering spring starts the blades fall below that selected by the propeller control
toward feather, and the autofeather system of the lever. Normal governor operation is unchanged,
other engine is disarmed. When the autofeather but the synchrophaser continuously monitors
portion of the operative engine is disarmed, the propeller rpm and resets either governor as
AUTOFEATHER and AFX annunciator lights required.
for that engine will be extinguished, and the AFX Propeller rpm and relative blade position are
DISABLE annunciator will be illuminated. sensed by a magnetic pick-up mounted adjacent
After the autofeather system has been tested, the to each propeller spinner bulkhead. The magnetic
propeller manual feathering system should be pick-up transmits electrical pulses, once per rev-
checked. Be sure to verify that engine power is at olution, to a control box installed forward of the
idle, then bring both propeller levers into the pedestal.
feather detent. The propellers may be allowed to The control box converts any pulse rate differ-
completely feather with the compressor operat- ences between the propellers into correction
ing at low idle without engine damage; however, commands, and transmits the commands to coils
ground operations while the propellers are feath- mounted close to the flyweights of each primary
ered should be kept to a minimum. Extensive governor. As coil voltages vary, the governor
ground operations in feather may overheat the speed settings are biased until the propeller rpm’s
fuselage and can damage nose-mounted avionics match exactly. A toggle switch, installed adjacent
when hot exhaust gases are not being blown aft to the synchroscope, turns the system on. When
by the propeller’s air blast. the synchrophaser is off, propeller governors
operate at the manual speed settings selected by
the pilot. To operate the synchrophaser system,

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Figure 7-43 Autofeather System Diagram—Series UE

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synchronize the propellers manually to establish Propeller Synchroscope

a maximum of 25 rpm difference between them,
then turn the synchrophaser on. The system can A propeller synchroscope, located to the left of
be on at all times unless a malfunction is the oil pressure/temperature gages, indicates the
indicated. status of propeller synchronization. The face of
the synchroscope has a black-and-white cross
Propeller rpm can be reset when the synchro- pattern which can spin either left or right and
phaser system is turned on. To do so, simply turns toward the faster propeller. Therefore, if the
adjust both propeller controls simultaneously. If right propeller rpm is greater than the left, the
the synchrophaser is on, but is unable to adjust face turns clockwise (to the right). When the left
the propeller rpm’s to match, the system has propeller rpm is greater than the right, the face
reached the end of its operating range. Increasing turns counterclockwise (to the left). No rotation
the setting of the slow propeller, or reducing the of the synchroscope indicates that both propellers
setting of the fast propeller, will bring the speeds are synchronized.
within synchrophaser range. If preferred, turn the
synchrophaser switch off, resynchronize manu-
ally, and turn the synchrophaser on.
Figure 7-44 Propeller Synchrophaser

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION .................................................................................................................. 8-1
FIRE DETECTION SYSTEM (SERIES UA, UB, UC, UE).................................................. 8-1
Fire Detection and Extinguisher Test (Series UA, UB) .................................................. 8-3
Fire Detection Test (Series UC) ...................................................................................... 8-3
Fire Detection Test (Series UE) ...................................................................................... 8-5
FIRE EXTINGUISHING SYSTEM (SERIES UA, UB, UC, UE)......................................... 8-5
Fire Extinguisher Test (Series UC) ................................................................................. 8-6
Fire Extinguisher Test (Series UE) ................................................................................. 8-6

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ILLUSTRATIONS
Figure Title Page
8-1 Engine Fire Detection System Schematic................................................................ 8-2

8-2 Fire Extinguisher Control Switches and
Firewall Fuel Shutoff Valve “T” Handles ............................................................... 8-3
8-3 Engine Fire Extinguishing System Schematic......................................................... 8-4
8-4 Fire Extinguisher Control Switches......................................................................... 8-5
8-5 Engine Fire Extinguisher Test Switches.................................................................. 8-6

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CHAPTER 8
FIRE PROTECTION
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INTRODUCTION
Fire detection and protection systems provide fire warning and fire extinguishing capability of a
fire in either engine.
FIRE DETECTION SYSTEM

(SERIES UA, UB, UC, UE)
The engine fire detection system provides imme- glareshield above the firewall valve “T” handles
diate warning in the event of fire in either engine (Figure 8-2).
compartment (Figure 8-1). The system incorpo-
rates a temperature sensing cable looped The sensing cable forms a continuous loop over
continuously around each engine. The cables and around areas in which critical fire situations
from left and right nacelles are interconnected to could develop. The cable functions as a tempera-
a single control amplifier, mounted on the for- ture-sensitive resistor (thermistor) which senses
ward pressure bulkhead behind the left subpanel. temperature increase as a drop in resistance.
Should an engine fire occur, the amplifier acti- When resistance drops below a preset value, a
vates a red warning light in the firewall fuel signal is sent to a control amplifier which then
shutoff valve handle placarded FIRE PULL. Two illuminates the fire warning annunciators. Since
fire extinguisher control switches placarded L or the warning system functions as a temperature
R ENGINE FIRE PUSH TO EXT are in the averaging device, and variances in temperatures
cause differences in resistance at different points

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along the cable, base resistance must be deter- point value of approximately 100 ohms, it will
mined. This means that the temperatures along trigger the amplifier, illuminating the “T” handle
the entire length of the cable are compared and lights.
averaged to determine the base resistance at
which a fire will be sensed. In addition, the resis-
tance value that triggers fire warning indications NOTE
is different on any given day relative to outside
(Series UE only) In the UE Series, the
air temperature; therefore, base resistance auto-
loop continuity is monitored and if a
matically adjusts to compensate for differences
break is detected, the Fire Loop annun-
in outside ambient air temperatures.
ciator and Master Caution Flasher will
In the unlikely event of an engine fire, cable tem- illuminate, warning the pilot that the
perature rises, thereby decreasing its resistance. detector circuit may not be functioning
When the resistance drops below its absolute set properly in the event of a fire.
Figure 8-1 Engine Fire Detection System Schematic

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Length of the continuous loop is a critical vari- FIRE DETECTION TEST

able in the system. In the event of a single cable (SERIES UC)
break, the system remains operational. If the total
length of the loop is changed, the resistance at The airplane is equipped with two toggle test
which fire is sensed will also change. If less than switches placarded ENG FIRE TEST-DETECT,
the full length of the cable is heated to a specific one for the LEFT system and one for the RIGHT
temperature, the resistance value will be greater system. The switches are three-position switches
than if the full length is heated to the same tem- spring-loaded to the center. The switch positions
perature. In such a situation the resistance value are placarded LOOP-OFF-AMP. When either
would be too high to activate the fire warning. toggle switch is placed in the LOOP position, the
integrity of the appropriate firezone cable is
The control amplifier is set to an alarm level high tested. A good test is indicated by the red lights
enough to prevent false fire warnings. The single in the appropriate FIRE PULL “T” handle being
amplifier, which interconnects left and right fire illuminated. When either toggle switch is placed
warning systems, discriminates for short circuits in the AMP position, the integrity of the circuitry
in control circuitry. Ample margin exists between within the control amplifier is tested. A good test
the fire alarm trip setting and the short circuit is indicated by the red lights in the appropriate
discriminator. FIRE PULL “T” handle being illuminated as in
the loop test.
A time delay in the amplifier prevents false fire
warnings because only a steady resistance signal
will be sensed as an actual alarm. Intermittent
signals due to shorts in control circuitry or cable
connectors will not trip the fire warning annunci-
a t o r. T h e FAU LT t e s t f u n c t i o n h a s b e e n
incorporated to test the control amplifier for open
circuit conditions.
FIRE DETECTION AND

EXTINGUISHER TEST
(SERIES UA, UB)
The UA/UB Series airliners were equipped with
a fire detection and extinguisher test system com-
bined as a single knob. This system has been
replaced on many airliners by a retrofit kit of the
same configuration as the UC-1 and after series.
For those airliners with the original system, refer
to applicable POM/AFM.
Figure 8-2 Fire Extinguisher Control

Switches and Firewall Fuel
Shutoff Valve “T” Handles

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Figure 8-3 Engine Fire Extinguishing System Schematic

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FIRE DETECTION TEST FIRE EXTINGUISHING

(SERIES UE) SYSTEM (SERIES UA,
The airplane is equipped with two toggle test UB, UC, UE)
switches placarded ENGINE FIRE TEST-
DETECT, one for the LEFT system and one for Figure 8-3 shows the fire extinguishing system. A
the RIGHT system. The switches have three fire extinguisher supply cylinder is mounted aft
positions and are spring-loaded to the center of the main spar in each wheelwell. Each cylin-
position. When either toggle switch is placed in d e r i s c h a rg e d w i t h 2 . 1 0 p o u n d s o f
the LOOP position, the integrity of the appropri- bromotrifluoromethane (Halon) pressurized to
ate fire zone cable is tested. A good test is 360 psi at 700 F. Each cylinder supply line
indicated by illumination of the appropriate yel- branches into two spray tubes which diffuse the
low FIRE LOOP annunciator. When either toggle extinguishing agent into the engine nacelle when
switch is placed in the AMP position, the integ- activated. One nozzle discharges into the engine
rity of the circuitry within the control amplifier is exhaust area, and the other discharges into the
tested. A good test is indicated by the red light in engine accessory area. Once the system is acti-
the appropriate FIRE PULL “T” handle being vated, the entire supply of extinguishing agent is
illuminated. discharged.
The fire extinguisher control switches are located
on the glareshield on either side of the warning
annunciator panel (Figure 8-4). Their power is
derived from the hot battery bus through micro-
switches mounted on the firewall fuel shutoff
valve. The push-to-activate switches incorporate
three indicator lights.
The red lens, placarded L or R ENG FIRE PUSH
TO EXT, indicates the fire “T” handle has been
pulled closed, thus arming the fire extinguisher
pushbutton circuitry. The red light in the extin-
guisher pushbutton will illuminate only if a fire
exists and the “T” handle is pulled, or if the
rotary test switch is in FIRE DET TEST with the
“T” handle pulled. A green lens, placarded OK,
is provided for test functions only. The amber
lens, placarded D, monitors the status of the cyl-
inder charge and the condition of the pyrotechnic
cartridge, which must be intact before the bottle
can be discharged. As long as the cartridge is
intact and the cylinder has not been discharged,
the amber light will remain extinguished. When
the cartridge has been fired, the “D” light will
remain illuminated until the cartridge is replaced.
Figure 8-4 Fire Extinguisher

Control Switches

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FIRE EXTINGUISHER TEST FIRE EXTINGUISHER TEST

(SERIES UC) (SERIES UE)
The airplanes are equipped with two toggle test The airplanes are equipped with two toggle test
switches placarded ENG FIRE TEST-EXT switches placarded ENG FIRE TEST-EXT TEST
TEST, one for the LEFT system and one for the A and TEST B, one for the LEFT system and one
RIGHT system installed in the copilot’s inboard for the RIGHT system installed in the copilot’s
subpanel. These switches test the circuitry of the inboard subpanel. These switches are for the pur-
fire extinguisher pyrotechnic cartridges. The pose of testing the dual circuitry of the fire
switches are moved to the EXT TEST position extinguisher pyrotechnic cartridges. The
while verifying the illumination of the appropri- switches are moved to the EXT TEST A position
ate yellow D light and the appropriate green OK while verifying the illumination of the appropri-
light in each fire extinguisher activation switch ate yellow D light and the appropriate green OK
on the glareshield. The toggle switches are light in each fire extinguisher activation switch
spring-loaded and will return automatically to the on the glareshield. The switches are then moved
center OFF position. to the EXT TEST B position while verifying the
illumination of the appropriate green OK light in
A cylinder gage, calibrated in psi, provides a each fire extinguisher activation switch on the
means of determining the charge level of each glareshield. The toggle switches are spring-
supply cylinder (Series UC and UE). These gages loaded and will return automatically to the center
must be checked at the cylinder in each wheel- OFF position.
well during preflight.
Figure 8-5 Engine Fire Extinguisher Test Switches

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION .................................................................................................................. 9-1
DESCRIPTION....................................................................................................................... 9-1
ENGINE BLEED AIR PNEUMATIC SYSTEM ................................................................... 9-3
Pneumatic Air Source...................................................................................................... 9-3
Vacuum Air Source ......................................................................................................... 9-3
Bleed Air Control ............................................................................................................ 9-4
ENGINE BLEED AIR WARNING SYSTEM ....................................................................... 9-4
Brake Deice Overheat Warning ...................................................................................... 9-4
HYDRAULIC FILL CAN PRESSURE ................................................................................. 9-6

ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic System Diagram..................................................................................... 9-2

9-2 Pneumatic Pressure Gage ........................................................................................ 9-3
9-3 Gyro Suction Gage .................................................................................................. 9-4
9-4 Bleed Air Valve Controls ........................................................................................ 9-4
9-5 Bleed Air Warning System Diagram ....................................................................... 9-5
9-6 Bleed Air Warning Annunciators ............................................................................ 9-5
9-7 Hydraulic Fill Can ................................................................................................... 9-6

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CHAPTER 9
PNEUMATICS
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
Many small but important tasks are accomplished by the aircraft pneumatic and vacuum
systems. This section identifies these systems, their controls, and proper utilization.
DESCRIPTION
This chapter describes the sources of pneumatic Acceptable gage indications and normal, abnor-
and vacuum air. mal, and emergency procedures are discussed.

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Figure 9-1 Pneumatic System Diagram

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ENGINE BLEED AIR Bleed air is extracted after the final stage of the
engine compressor at a maximum temperature of
PNEUMATIC SYSTEM approximately 800° F. As bleed air enters the
pneumatic manifold, it is cooled to approxi-
The pneumatic system in the Beechcraft 1900 mately 70° F above ambient temperature due to
Airliner provides support for several aircraft sys- heat transfer in the pneumatic plumbing.
tem operations. These operations include surface
deice, brake deice, brake deice overheat warning, Ordinarily, the pressure regulator valve, which is
and bleed air warning. Pneumatic pressure is also mounted under the center aisle floor forward of
used to create vacuum for air-driven gyros, pres- the main spar, will provide 18 ± 1 psi with the
surization control and deflation of the deice engine running at 70% to 80% N1. System pres-
boots. sure is monitored on the pneumatic pressure gage
(Figure 9-2).
High pressure bleed air from each engine com-
pressor is routed through a pneumatic/instrument
air valve and regulated at 18 psi to supply pres-
sure for the pneumatic system and vacuum
source (Figure 9-1). Vacuum for the flight instru-
ments and for deice boot deflation is supplied by
routing 18 psi pneumatic air through a bleed air
ejector (venturi). One engine can supply suffi-
cient bleed air for all pneumatic and vacuum
systems.
A suction gage on the copilot’s subpanel indi-
cates instrument vacuum pressure in inches of
mercury. To the right of the suction gage is a
pneumatic pressure gage, calibrated in pounds
per square inch.
Figure 9-2 Pneumatic Pressure Gage
PNEUMATIC AIR SOURCE
Bleed air at 90 to 150 psi pressure is obtained VACUUM AIR SOURCE
from both engines, and flows through the pneu- Vacuum is obtained from the bleed air vacuum
matic/instrument air valve and pneumatic lines to ejector. Vacuum is supplied at a regulated 4.3 to
a common tee located in the fuselage. Check 5.9 inches Hg through the vacuum regulator
valves installed on each side of the tee prevent valve. The vacuum regulator is protected by a
loss of bleed air during single engine operation. foam filter, and is mounted in the nose compart-
ment on the right side of the pressure bulkhead.
Downstream from the check valves, bleed air
passes through an 18 psi regulator. The regulated The instrument vacuum line is routed through a
bleed air then flows through a manifold that sup- suction relief valve designed to admit into the
plies pneumatic pressure for the surface deicers, system the amount of air required to maintain
the bleed air failure and brake deice overheat sufficient vacuum for proper operation of the
warning systems, the flight hourmeter, and the instruments. A gyro suction gage (Figure 9-3),
hydraulic powerpack reservoir. Regulated bleed which is calibrated in inches of mercury, is
air also provides flow and pressure for the vac- located on the copilot’s right subpanel. With one
uum ejector. Should the pneumatic pressure engine running at 70% to 80% N1, the vacuum
regulator fail, an overpressure relief valve will gage should indicate approximately 5.9 (+0/–.2)
open at 21 psi. inches Hg.

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ENGINE BLEED AIR

WARNING SYSTEM
The engine bleed air warning system provides
visual indication of a rupture in the bleed air
lines. If a leak is detected by the warning system,
the affected engine’s bleed air valves can be
immediately shut down before heat of the escap-
ing bleed air damages the skin and structure
adjacent to the break in the line (Figure 9-5).
Bleed air lines are routed from the engines to the
cabin, in close proximity to the ethylene vinyl
acetate (EVA) tubing of the bleed air warning
system. The tubing is pressurized by air which is
Figure 9-3 Gyro Suction Gage tapped off the pneumatic manifold. Two pressure
switches are mounted under the center aisle
floorboards at the ends of the EVA tubing.
BLEED AIR CONTROL Excessive heat caused by a ruptured bleed air
Bleed air entering the cabin is controlled by the line melts the EVA tubing. When the tubing
two BLEED AIR VALVE switches (Figure 9-4) melts the pressure drops below that required to
marked OPEN, ENVIR OFF, and INST & keep the pressure switch actuated and the switch
ENVIR OFF. When the switches are in the closes. A circuit is then completed, illuminating
OPEN position, the environmental valves and the the appropriate BL AIR FAIL light in the warn-
pneumatic/instrument air valves are open. When ing annunciator panel (Figure 9-6).
the switches are in the ENVIR OFF position, the
environmental valves close and the pneu- When the indication of bleed air failure becomes
matic/instrument air valves remain open. In the evident, all bleed air for that side must be turned
INST & ENVIR OFF position, all bleed air off by placing the respective bleed air valve
valves are closed. switch in the INSTR & ENVIR OFF position.
With the switch in this position, all environmen-
tal and pneumatic bleed air shutoff valves close,
stopping bleed air flow at the engine firewall;
however, the BL AIR FAIL light will remain illu-
minated since the EVA tubing is unable to hold
the 18 psi required to deactivate the pressure
switch. Before the annunciator can be extin-
guished, the leak in the EVA tubing must be
repaired.
BRAKE DEICE OVERHEAT

WARNING
Figure 9-4 Bleed Air Valve Controls
The brake deice overheat warning system is simi-
lar to the bleed air failure warning system. The
EVA tubing and pressure switches are routed
near the brake deice plumbing inside the
wheelwell. Normal operation of the brake deice

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Figure 9-5 Bleed Air Warning System Diagram
Figure 9-6 Bleed Air Warning Annunciators

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system will not activate the brake deice overheat

warning system.
HYDRAULIC FILL CAN
PRESSURE
To further prevent overheating in the wheelwell,
a timer automatically deactivates brake deice 10 Pneumatic air pressure is routed to the landing
to 12 minutes after gear retraction. However, if gear hydraulic powerpack fill can (Figure 9-7). It
the timer fails, allowing brake deice to operate provides positive pressure to the reservoir and
for extended periods, or if a bleed air leak occurs pressurizes the hydraulic fluid to provide positive
in the brake deice system, the tubing will melt. feed to the hydraulic pump. When the engines are
This activates the pressure switch, illuminating shut down, the pneumatic pressure in the hydrau-
t h e a p p r o p r i a t e B R K D I OV H T c a u t i o n lic fill can be bled off by a pushbutton relief
annunciator. valve. Before checking fluid level in the hydrau-
lic reservoir, residual pressure must be bled off
with the relief valve to prevent loss of fluid when
the cap is opened.
Figure 9-7 Hydraulic Fill Can

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................ 10-1
DESCRIPTION..................................................................................................................... 10-1
ICE PROTECTION SYSTEMS ........................................................................................... 10-3
Description and Operation............................................................................................. 10-3
Precautions during Icing Conditions ............................................................................. 10-3
Surface Deice Systems .................................................................................................. 10-6
Wing Ice Lights ............................................................................................................. 10-9
Stall Warning Heat ........................................................................................................ 10-9
Engine Inertial Separators ........................................................................................... 10-11
Ice Vane Controls ........................................................................................................ 10-11
Engine Air Inlet Lip Heat ............................................................................................ 10-12
Engine Autoignition System ....................................................................................... 10-13
Fuel System Anti-ice ................................................................................................... 10-14
Propeller Electric Deice System.................................................................................. 10-17
Windshield Anti-ice .................................................................................................... 10-18
Windshield Wipers ...................................................................................................... 10-22
Brake Deice System .................................................................................................... 10-23
Pitot-Static Mast Heat ................................................................................................. 10-24
Alternate Static-Air System......................................................................................... 10-25
Alternate Static Heat ................................................................................................... 10-25

ILLUSTRATIONS
Figure Title Page
10-1 Anti-icing and Deicing Components ..................................................................... 10-2

10-2 Ice and Rain Protection Required Equipment ....................................................... 10-2
10-3 Ice and Rain Protection Controls ........................................................................... 10-4
10-4 Surface Deice Boot Installation ............................................................................. 10-6
10-5 Surface Deice System Diagram (Tailets—Series UE Only) ................................. 10-8
10-6 Surface Deice Controls .......................................................................................... 10-8
10-7 Wing Ice Lights ..................................................................................................... 10-9
10-8 Stall Warning Vane and Heat Control ................................................................... 10-9
10-9 Inertial Separators in RETRACT Position .......................................................... 10-10
10-10 Inertial Separators in EXTEND Position............................................................. 10-10
10-11 Ice Vane Controls ................................................................................................ 10-11
10-12 Caution/Advisory Annunciators .......................................................................... 10-12
10-13 Engine Air Inlet Lip Heat .................................................................................... 10-13
10-14 Engine Autoignition System................................................................................ 10-13
10-15 Fuel System Anti-ice ........................................................................................... 10-14
10-16 Oil-to-Fuel Heat Exchanger................................................................................. 10-15
10-17 Propeller Electric Deice System .......................................................................... 10-16
10-18 Propeller Deice Boots .......................................................................................... 10-17
10-19 PROP AMPS Indicator ........................................................................................ 10-18
10-20 Windshield Anti-ice Switches ............................................................................. 10-18
10-21 Windshield Anti-ice Diagram.............................................................................. 10-19
10-22 Windshield Anti-ice Diagram—Normal Heat ..................................................... 10-20
10-23 Windshield Anti-ice Diagram—High Heat ......................................................... 10-21

10-24 Windshield Wipers.............................................................................................. 10-22

10-25 Brake Deicer........................................................................................................ 10-23
10-26 Pitot Masts and Heat Controls............................................................................. 10-24

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CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
Flight into known icing conditions requires pilot understanding of meteorological conditions
which are conducive to icing. The pilot must be familiar with all aircraft anti-ice and deice
systems which prevent excessive ice formation from interfering with the safety of flight. This
section identifies these systems, their controls, and best usage.
DESCRIPTION
This chapter presents a description and discus- icing or heavy rain conditions. Systems controls
sion of the airplane ice and rain protection and use are described, and procedures to be fol-
systems. All anti-ice and deice systems are lowed in the event of system malfunctions are
described showing location, controls, and proce- discussed. Information concerning preflight deic-
dures for use. The purpose of this section is to ing and defrosting are included.
acquaint the pilot with the systems for flight into

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Figure 10-1 Anti-icing and Deicing Components
Figure 10-2 Ice and Rain Protection Required Equipment

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ICE PROTECTION Ice protection for the engine is provided by an

inertial separation system which is driven by an
SYSTEMS electrical actuator. Should the main electrical
actuator motor fail, a standby actuator motor can
The Beech 1900 Airliner has been approved by be used. The leading-edge lip of the engine air
the Federal Aviation Administration for flight in inlet is continuously heated by engine exhaust
known icing when the required equipment is air. The propellers are protected from icing by
installed and operational (Figure 10-1). The electrothermal boots on each blade.
POH/AFM Limitations section contains the
Required Equipment for Various Conditions of Electrical heating elements embedded in the
Flight List (Figure 10-2). Ice protection controls windshield provide adequate protection against
are primarily grouped together on the pilot’s sub- the formation of windshield ice. Warm air from
panel. The windshield wiper control is located on the cabin heating system is used for defogging.
the overhead panel (Figure 10-3). Heavy-duty windshield wipers for both the pilot
and copilot provide increased visibility for
approaches and taxi operations in rain.
DESCRIPTION AND
OPERATION A heating element in the pitot-static mast pre-
vents the pitot opening from becoming clogged
The airplane is equipped with a variety of ice with ice. The heating element is powered by the
protection systems for operation in inclement airplane electrical system through a 15-ampere
weather conditions. Only one, the surface deice, circuit breaker switch.
is a deicing system designed to be used AFTER
ice has accumulated. All other ice protection sys- Brake deice is a standard installation which pre-
tems are to be used as anti-icing systems to vents ice and slush buildup on the main wheel
PREVENT the formation of ice on aircraft sur- brakes.
faces. The following is a list of ice protection
systems provided for the 1900 Airliner: Pneumatic deicing boots on the wings, stabilons,
and horizontal stabilizers remove ice after it has
● Inertial separators (ice vanes) formed on the leading edges of these surfaces.
On Series UE, the tailets also have boots on the
● Engine intake lip heat leading edges. Regulated bleed-air pressure
inflates the boots, and vacuum pressure deflates
● Pitot heat the boots. The selector switch that controls the
system permits automatic single-cycle or manual
● Alternate static operation.
● Propeller deice
PRECAUTIONS DURING ICING
● Windshield anti-ice CONDITIONS
● Stall warning heat During winter, a careful preflight inspection is
required before operating in cold weather or in
● Fuel vent heat potential icing conditions. In addition to the nor-
mal exterior inspection, special attention should
● Brake deice be paid to areas where frost and ice may
accumulate.
● Surface deice (leading-edge boots)
Even a thin layer of frost can cause great harm. It
is not the thickness of the frost that matters, it is
the texture. A slightly irregular surface can sub-

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Figure 10-3 Ice and Rain Protection Controls

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stantially decrease proper airflow over wings and Pitot-static masts should always be covered while
stabilizers. Never underestimate the damaging the airplane is parked for extended periods. Once
effects of frost. All frost should be removed from the covers are removed, make sure both masts are
leading edges of the wings, stabilons, stabilizers free of ice or water. Flight instrument indications
and propellers before the airplane is flown. may be faulty if masts are clogged.
Control surfaces, hinges, windshield, pitot masts, Before taxiing, the brake deicers may be turned
fuel tank caps and vents should also be free of on to help rid the brake mechanisms of accumu-
frost before flight. Deicing fluid should be used lated ice. If the brake deicers are used, the
when needed. condition lever should be placed in the HIGH
IDLE position.
Fuel drains should be tested for free flow. Water
in the fuel system has a tendency to condense Keep flaps retracted to avoid throwing snow or
more readily during winter months, and if left slush into flap mechanisms, and to minimize the
unchecked, large amounts of moisture may accu- possibility of damage to flap surfaces. When taxi-
mulate in the fuel system. Moisture does not ing in extremely icy conditions, make sure tires
always settle at the bottom of the tank. Occasion- are rolling, not just sliding on the icy surface.
ally a thin layer of fuel gets trapped under a large Engine autoignition should not be used for
mass of water, and water may not drain if only a extended taxiing or ground holding. This precau-
small sample is taken. tion prolongs the service life of the igniters.
Although anti-icing additives are rarely needed in Snow, slush or standing water on the runway
the 1900 Airliner fuel system, it is important to degrades airplane performance during takeoffs
add correct amounts of additive when necessary. and landings. For takeoff, more runway is needed
Higher concentrations of anti-icer does not to achieve necessary takeoff speed, and landing
ensure lower fuel freezing temperatures, and too roll is longer because of reduced braking effec-
great a concentration can damage the fuel sys- tiveness. Brake deicers should be activated well
tem. Fuel system ice protection will be discussed before landing and left on to dry the brakes after
later in this section. takeoff when conditions are slushy or snowy.
The brakes and tires should be checked before The 1900 Airliner is equipped with both deicing
taxiing the airplane. If an anti-ice solution is and anti-icing equipment. However, only the sur-
needed to free the brakes, be sure the solution face deice is a true deicing system. That is,
does not contain oil-based lubricants. If tires are surface deice is intended to eliminate ice which
frozen to the ground, use undiluted defrosting has already accumulated. The remaining ice pro-
fluid or a ground heater to melt the ice, then tection systems are considered to be anti-ice
move the airplane as soon as the tires are free. systems, and should be used to prevent ice for-
Heat applied to tires should not exceed 160˚ F or mation. Accumulated ice on even the best-
71˚ C. equipped airplane will degrade its performance
and alter time and fuel calculations. A minimum
In addition to preventing unnecessary reduction speed of 160 KIAS should be maintained at all
gearbox wear, using propeller tie-downs is effec- times while flying in icing conditions to prevent
tive as an ice preventive when the airplane is ice formation on the underside of the wing, since
parked during cold weather. When the propeller these surfaces have no ice protection.
is properly secured, moisture is channeled down
the blades, past the propeller hub, and off the Due to distortion of the wing airfoil, stalling air-
lower blade. The propeller hubs should also be speeds should be expected to increase as ice
inspected for ice and snow accumulation. accumulates on the airplane. For the same rea-
son, stall warning devices are not accurate and
should not be relied upon. Always maintain a
comfortable margin of airspeed above the normal

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stall airspeed when ice is on the airplane. It may Since engine bleed air is used for pneumatic boot
be necessary to reduce airspeed should ice accu- operation and for brake deice, the bleed-air warn-
mulate on the windshield. ing system should be monitored during icing
flight. If either BLEED AIR FAIL annunciator
Engine ice vanes should be extended any time illuminates in flight, the bleed-air switch on the
potential icing conditions are encountered. affected engine must be moved to the INST &
Because of ram-air effect, the engine icing will ENVIR OFF position. Since pneumatic air is
occur at ambient air temperatures slightly above used to pressurize the bleed-air warning system,
freezing. Even small pieces of ice can damage BLEED AIR FAIL lights may illuminate
compressor blades. momentarily during simultaneous wing boot and
brake deice operation at low N1 speeds. If the
Engine anti-ice should be used: annunciators are immediately extinguished after
●
increasing N1 speed, they can be disregarded.
Before visible moisture is encountered at
OAT +5°C and below
SURFACE DEICE SYSTEMS
● At night when freedom from visible
moisture is not assured and the OAT is The wings, stabilons, and horizontal stabilizer,
+5° C or below also tailets, (UE only) are deiced in flight with a
system of inflatable rubber boots attached to
Before entering icing conditions, fuel vent heat, leading edges of these surfaces (Figure 10-4).
pitot heat, prop deice, windshield heat, and stall
warning heat should all be ON.
Figure 10-4 Surface Deice Boot Installation

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After ice has accumulated, pneumatic pressure When the switch is held in the MANUAL posi-
can be cycled through a deice distributor valve to tion, all the boots are inflated simultaneously,
inflate the boots. After the inflation cycle, vac- remaining inflated until the switch is released.
uum is cycled through the distributor valve to After the switch is released, vacuum is supplied
deflate the boots, and hold them tightly against to the boots until the switch is again pressed to
the leading-edge surfaces. Ice is removed by manual. The manual position bypasses the elec-
alternately inflating and deflating the deice boots tronic timer, providing an alternate means of
(Figure 10-5). inflating the boots should the timer fail.
To ensure normal pneumatic deicing operation, a Electrical power is required for boot inflation in
check valve is incorporated into the bleed-air line both single-cycle and in manual. If electrical
from each engine, preventing loss of bleed-air power is lost, the boots cannot be inflated, but
pressure through the compressor of an inopera- vacuum is always available for deflation since the
tive engine. distributor valve is deenergized to the vacuum
side of the cycle. A single circuit breaker, located
A three-position switch on the pilot’s subpanel, on the copilot’s circuit-breaker panel, supplies
placarded SURFACE DEICE – SINGLE – electrical power for the surface deice system.
MANUAL, controls surface deice operation
(Figure 10-6). The switch is spring-loaded to the For most effective deicing, at least 1 to 1-1/2
center position. Momentary activation of the inches of ice should be allowed to form before
switch to the SINGLE position, starts the attempting ice removal. Very thin ice may crack
inflation cycle. During single-cycle operation, an and cling to the boots instead of shedding when
electronic timer controls the deice distributor the boots are inflated. Subsequent cyclings will
valve to provide sequential inflation of the boots. then have a tendency to build up a shell of ice
First, the outboard wing boots are inflated for outside the contour of the leading edges of the
approximately six seconds. During the next six- boots, making ice removal efforts ineffective.
second cycle, all other boots are inflated,
including the center wing, horizontal stabilizer,
and stabilon boots. When all boots have inflated CAUTION
and deflated, after approximately 12 seconds, the
cycle is complete. The deice distributor valve The deicer boots must not be cycled
then returns to the deflate position, distributing below –40° F. Exceeding this limit can
constant vacuum to all surface deice boots. result in permanent damage to the
boots.
The 1900D (Series UE) has an INBD WG

DEICE, an OUTBD WG DEICE and a TAIL
DEICE annunciator which will illuminate during
the period the selected boots are inflated. There
are no annunciators on other 1900 models.

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Figure 10-5 Surface Deice System Diagram (Tailets—Series UE Only)
Figure 10-6 Surface Deice Controls

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WING ICE LIGHTS transducer vane and the metal plate surrounding
the vane (Figure 10-8) are provided with an anti-
During night flight, the wing ice lights can be icing system which uses electrical heating ele-
used as necessary to check for wing ice accumu- ments to prevent ice formation.
lation. The wing ice lights should not be used for
prolonged periods while the airplane is on the The stall warning heat system supplies electric
ground. heat to the metal plate. It is activated by a two-
position circuit-breaker switch located on the
The wing ice lights are on the outboard side of pilot’s right subpanel. The stall warning vane and
each nacelle. A circuit-breaker control switch is plate are heated whenever the battery switch and
located on the pilot’s right subpanel in the light- the stall warning heat switch are selected ON.
ing control panel above the ice protection control
switches (UA, UB, UC) and on the overhead A safety switch on the left landing gear limits
lighting panel (Series UE) (Figure 10-7). current flow to the vane and metal plate to pre-
vent overheating while the airplane is on the
ground. In flight, after the left strut extends, the
full 24 to 28 volts is applied to the stall warning
heat components.
The UE model also incorporates an amber
STALL HEAT annunciator that will illuminate
whenever insufficient current is being applied to
the vane. The light will also be illuminated when-
ever the switch is in the OFF position.
Figure 10-7 Wing Ice Lights
STALL WARNING HEAT

Ice buildup changes wing contour, and the dis-
rupted airflow may prevent the stall warning
system from accurately indicating an imminent
stall. In addition, the stall speed increases when-
ever ice accumulates on any airplane.
However, the FAA requires ice protection for the
stall warning system for flight into known or Figure 10-8 Stall Warning Vane and Heat
forecast icing conditions. The stall warning lift Control

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Figure 10-9 Inertial Separators in RETRACT Position
Figure 10-10 Inertial Separators in EXTEND Position

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ENGINE INERTIAL ICE VANE CONTROLS

SEPARATORS The ice vane and bypass doors are extended or
The inertial separator system is installed in each retracted simultaneously by electric actuators.
engine to prevent foreign objects such as ice, The actuators are controlled by switches labeled
dust, and gravel from entering the engine inlet ENGINE ANTI-ICE which are located on the
plenum. During normal flight operations when pilot’s left subpanel (Figure 10-11).
icing conditions are not present, the ice vanes and
bypass doors are retracted (Figure 10-9). At tem-
peratures above +5° C the ice vane and door
should be in the RETRACT position since ice
formation is unlikely at these temperatures.
The ice vanes should be extended for all ground
operations and during flight operations when vis-
ible moisture is present and the temperature is
+5° C or below. Since air temperature decreases
as it moves through the inlet toward the engine
air intake screen, moisture can enter the engine
as water or water vapor and freeze when it
reaches the engine intake screens. As the ice con-
tinues to build on the intake screens, it may break
off into small pieces which enter the compressor Figure 10-11 Ice Vane Controls
section and may cause severe damage to com-
pressor blades. Therefore, the ice vanes should be When the ice vanes are extended, two green advi-
extended any time the outside air temperature sory annunciators will be illuminated. Since inlet
reaches +5˚ C and moisture is present or airflow is restricted by the vanes, torque will
suspected. decrease proportionate to power setting, and ITT
When the ice vanes are in the EXTEND position will be increased very slightly. When the ice
(Figure 10-10), a sudden turn is introduced into vanes are retracted, the annunciators will be
the air inlet creating a venturi effect. At the same extinguished, torque will increase and ITT will
time the bypass door in the lower cowling at the decrease.
aft end of the air duct opens. As the mixture of air The ice vane control switches are placarded
and ice particles or water droplets enters the ENGINE ANTI-ICE LEFT – RIGHT – ON –
inlet, it is accelerated by the Venturi effect. Due OFF. Dual actuator motors provide redundancy
to their greater mass, and therefore greater for operation of the electric actuators. Additional
momentum, the heavier ice particles accelerate selector switches for left and right engine ice
past the screen area and are discharged overboard vanes allows the system to be driven by either the
through the bypass door. The airstream, however, main or the standby actuator motor. The switch is
makes the sudden turn free of ice particles and placarded ACTUATORS – STANDBY – MAIN.
enters the engine through the inlet screen.
The ice vanes cannot be extended to intermediate
positions. They are either extended or retracted.
Ice vane position and status of the inertial separa-
tor system is indicated by illumination of L and R
ENG ANTI-ICE (green) or L and R ENG ICE
FAIL annunciators (Figure 10-12).

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When the ice vanes have been extended fully, the is inoperative, the engine ice fail annunciator will
L and R ENG ANTI-ICE annunciators will be be illuminated immediately. Immediate illumina-
illuminated. If the vanes have not reached the tion of the ICE FAIL annunciator indicates loss
fully extended position within 30 seconds after of electrical power, whereas delayed illumination
the system has been turned on, the L or R ENG indicates an inoperative actuator.
ICE FAIL annunciator will be illuminated. If the
ice vanes have not reached the fully retracted
position within 30 seconds after selecting ice ENGINE AIR INLET LIP HEAT
vanes off, the L or R ENG ICE FAIL annunciator
will be illuminated. If the annunciator is illumi- The lip around each air inlet is continuously
nated, the standby actuator should be selected. heated by hot exhaust gases (Figure 10-13). A
scoop inside the engine’s left side exhaust stack
The ice fail annunciator circuit compares ice deflects the hot exhaust gases downward into the
vane control switch position to the actuator posi- hollow lip tube that encircles the engine air inlet.
tion microswitches. The L and/or R ENG ICE The gases are expelled with the engine exhaust
FAIL annunciators will be illuminated if the con- through a line in the right side exhaust stack.
trol switch position and microswitch position do Heat flows through the inlet whenever the engine
not agree. In addition, if the power source for the is running.
actuator system selected (either MAIN or STBY)
Figure 10-12 Caution/Advisory Annunciators

w h e n fl y i n g i n t o t u r bu l e n c e o r h e av y
precipitation. If the system is armed, the igniters
will be automatically activated when torque falls
below 550 foot-pounds (750 foot-pounds on
Series UE).
Control switches for the autoignition system are
located on the pilot’s left subpanel, above the ice
vane switches and to the left of the control col-
umn (Figure 10-14). The system is activated by
moving the switches up to the ARM position.
Each switch must be lifted over a detent before it
can be moved into, or out of, the ARM position.
This lever-lock feature prevents inadvertent oper-
Figure 10-13 Engine Air Inlet Lip Heat ation of autoignition.
When autoignition is armed, as torque falls
below 550 foot-pounds (750 foot-pounds on
ENGINE AUTOIGNITION Series UE), the green IGNITION ON annuncia-
SYSTEM tor on the caution/advisory panel will be
illuminated, indicating that the igniters are ener-
The engine autoignition system provides gized. During ground operation, the system
automatic continuous ignition to prevent engine should be turned off to prolong the life of the
p ow e r l o s s d u e t o c o m bu s t i o n f a i l u r e . igniter units.
Autoignition is armed during icing flight, or
Figure 10-14 Engine Autoignition System

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FUEL SYSTEM ANTI-ICE Ice formation in the fuel vent system is prevented
by electrically-heated vents in each wing. Fuel
Several anti-ice systems protect fuel flow through vent heat is controlled with toggle switches for
the fuel lines to the engine (Figure 10-15). Mois- left and right fuel vents. These switches, located
ture in fuel can freeze and fuel can thicken during on the ice protection panel, should be turned on
flight in extremely cold temperatures. whenever ice is anticipated or encountered.
Fuel temperature in the fuel control unit is main-
tained by an oil-to-fuel heat exchanger, mounted
on the engine’s accessory section (Figure 10-16).
An engine oil line within the heat exchanger is
located next to the fuel line. Heat transfer occurs
through conduction between these two lines
before fuel is delivered to the fuel control unit.
The heat exchanger melts ice particles, and pre-
vents the fuel from thickening in extremely cold
temperatures. The heat exchangers operate auto-
matically whenever the engines are running.
Refer to the POH/AFM Limitations Section for
fuel temperature limitations.
Figure 10-15 Fuel System Anti-ice

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Figure 10-16 Oil-to-Fuel Heat Exchanger

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Figure 10-17 Propeller Electric Deice System

PROPELLER ELECTRIC DEICE When the AUTO switch is turned on, electrical
SYSTEM current flows from the timer through the brush
block assemblies and to the slip rings on the back
The propeller electric deicer system consists of of the propeller spinner, where it is distributed to
electrically heated deice boots, slip rings and the individual propeller deicing boots. Since the
brush block assemblies, a timer for automatic automatic control switch is a circuit-breaker
operation, and a dual-scale ammeter (Figure switch, excessive current flow will cycle the
10-17). Two switches on the pilot’s right sub- switch off and remove power to the deicer timer.
panel control automatic or manual deicing
operations, and two circuit breakers for auto and When propeller deice is operated in AUTO,
manual control circuit protection are located on power to heating elements in the deicer boots is
the copilot’s circuit-breaker panel. cycled in 90-second phases. The first 90-second
phase heats all the boots on one propeller, and the
Although propeller deice is capable of removing next 90-second phase heats all the boots on the
ice from the propeller after it has accumulated, other propeller. The full cycle may begin with
the system is normally used as an anti-icing sys- either propeller. The automatic timer completes
tem and it should be turned on before entering one full cycle every three minutes, and propeller
icing conditions. The heated boots reduce ice deice functions continuously until the AUTO
adhesion on propeller blades (Figure 10-18). The switch is turned off.
ice is then removed by the centrifugal effect of
the propellers and the blast of the airstream. A manual system is provided as a backup to the
automatic system. The MANUAL control switch,
located to the right of the AUTO control switch
(Figure 10-6), controls the manual override
relays. The manual switch is spring-loaded to the
center (off) position, and must be held in place
until the ice has been dislodged from the propel-
l e r s u r fa c e . W h e n t h e s w i t c h i s h e l d i n
MANUAL, electrical current bypasses the auto-
matic timer, simultaneously heating all propeller
deice boots.
Both automatic and manual operations can be
monitored on the propeller deice ammeter (Fig-
ure 10-19). The right side of the dual-scale
ammeter provides an indication of current flow to
the right propeller and the left side of the amme-
ter indicates current for the left propeller. Normal
indications are 26 to 32 amperes (32 to
38—Series UE) per side. During automatic deic-
ing, as heating cycles move from one propeller to
the other, ammeter deflection will move from one
Figure 10-18 Propeller Deice Boots side of the scale to the other. In manual, both
scales will show simultaneous deflections, indi-
cating both left and right systems are energized.
The electrical system load meters will indicate
approximately 0.10 increase in load in manual
and 0.05 increase in automatic.

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Propeller deice must not be operated when the embedded in each windshield and a temperature
propellers are static to avoid damage to the brush controller in each windshield heat circuit. The
blocks and slip rings. temperature controller maintains windshield tem-
peratures at 90 to 110° F.
The control switches for windshield heat (Figure
10-20) are placarded WSHLD ANTI-ICE –
NORMAL – OFF – HI – PILOT COPILOT.
When NORMAL is selected, the low heat relay is
energized and the entire windshield is heated
(Figure 10-22). The low heat relay is activated by
the temperature controller, as necessary, to main-
tain the preset temperature. When the switches
are in the HI position, the high heat relay is ener-
Figure 10-19 PROP AMPS Indicator gized, and a smaller portion (about 2/3) of the
windshield area is heated (Figure 10-23).
Although temperature of the windshield is main-
tained to the same preset value in HI, the
WINDSHIELD ANTI-ICE windshield is heated faster in the HI position.
Each switch must be lifted over a detent before it
The pilot’s and copilot’s windshields are each can be moved into high heat. The lever-lock fea-
heated independently. The windshield heat con- ture prevents inadvertent selection of HI heat
trol switch can be selected to a HI intensity heat when moving the switches from NORMAL to
level or a lower NORMAL intensity heat level. the OFF (center) position.
The pilot’s and copilot’s windshield heat systems
are controlled and powered differently. On UC-1
and after, the pilot’s system utilizes a remote con-
trol circuit breaker (RCCB) for control and one
for power. The RCCBs are controlled by 1/2 amp
circuit breakers on RH circuit breaker panel.
The windshields are composed of three layers.
The thick glass inner panel is the supporting
structural layer. The middle layer is a polyvinyl Figure 10-20 Windshield Anti-ice Switches
sheet which contains the gold-filament fine wire
heating grids. The outer layer is protective glass
bonded to the first two layers. The outside of the The power circuit of both HI and NORMAL heat
windshield is treated with a static discharge film is protected by 50 ampere current limiters located
called a NESA (non-electrostatic application) in the power distribution panel. Windshield
coating. This transparent material (usually stan- heater control circuits are protected with a 5-
nous oxide) has high electrical resistance which ampere circuit breaker on the copilot’s circuit
promotes a constant bleed-off of static electricity breaker panel.
on the windshields.
Use of windshield heat causes erratic operation
Windshield heating elements (Figure 10-21) are of the magnetic compass. It may also be neces-
connected through terminal blocks in the corner sary to reduce airspeed in order to keep the
of the glass to the control switches in the ice pro- windshield ice-free in sustained icing conditions.
tection group of the pilot’s right subpanel.
Windshield temperature is controlled automati-
cally by a temperature-sensing element

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Figure 10-21 Windshield Anti-ice Diagram

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Figure 10-22 Windshield Anti-ice Diagram—Normal Heat

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Figure 10-23 Windshield Anti-ice Diagram—High Heat

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WINDSHIELD WIPERS The windshield wiper control is located on the

overhead light control panel (Figure 10-24). It
Separate windshield wipers are mounted on the provides the wiper mechanism with SLOW,
pilot’s and copilot’s windshields. The dual wipers FAST, and PARK operations. The wipers may be
are driven by a common mechanism operated by used either on the ground or in flight, as required.
a single electric motor, all located forward of the To protect the NESA coating, the wipers must
instrument panel. not be operated on a dry windshield. The wind-
shield wiper circuit breaker is on the copilot’s
circuit breaker panel in the WEATHER group.
Figure 10-24 Windshield Wipers

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BRAKE DEICE SYSTEM The brake deice system is controlled by an ON –

OFF toggle switch mounted on the pilot’s right
Brake deice is installed on the main wheels to subpanel. When the switch is ON, power from
prevent ice and slush from building up between the airplane electrical system is supplied through
the wheels and freezing the brakes. a 5-ampere circuit breaker in the copilot’s circuit-
breaker panel to a control module. The control
Heated air for brake deicing is supplied by P3 module supplies electrical current to the solenoid
bleed air from the compressor of each engine shutoff valves on the aft side of the firewall in
(Figure 10-25). Engine bleed air is routed to a each wheel well. Both DC power and bleed air
solenoid-operated shutoff valve in each main must be available before the solenoid will open
gear wheel well, then to a distributor manifold to allow the hot bleed air to enter the distributor
attached to the lower gear assembly. The bleed manifold.
air is directed to the brakes through orifices
around the circumference of each ring of the dis- A switch which is part of the solenoid shutoff
tributor manifold. valve provides a signal that illuminates the L or R
Figure 10-25 Brake Deicer

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BRK DEICE ON (green) advisory annunciators PITOT-STATIC MAST HEAT

when brake deice is selected on.
Two pitot-static masts, located on the nose of the
If the airplane is flown with the control switch for airplane, contain heating elements to protect
the brake deice system switched ON, a circuit is against ice accumulation (Figure 10-26). The
completed through the left main gear switch to a masts are electrically heated. Each heating ele-
timer in the control module when the main land- ment is controlled by a two-position, circuit
ing gear is retracted. The timing circuit will cycle breaker switch placarded PITOT – LEFT
the deice system off after a maximum of 12 min- RIGHT, located next to the stall warning heat
utes of operation, closing the solenoid valve in switch. The down position is OFF, and the up
the wheel well to shut off the flow of bleed air to position is ON.
protect brakes and adjacent components in the
wheel well from overheating. The brake deice The pitot heat system should not be operated on
cannot be reactivated until the landing gear is the ground, except for testing or for short inter-
extended and the brake deice switch is cycled to vals to remove snow or ice from the mast. Pitot
OFF and then ON. heat should be turned on for takeoff and can be
left on in flight during icing conditions, or when-
Additional protection from damage due to over- ever icing conditions are expected. If, during
heating of the brake deice system is provided by flight at altitude, the airspeed indicator shows a
the brake deice overtemperature warning system. gradual reduction in airspeed, icing of the pitot-
In this system, low-pressure lines are routed from static mast may be suspected. If turning on the
the pneumatic air manifold into each wheel well, pitot heat restores airspeed, leave the pitot heat
where the lines terminate in heat-sensitive poly- on. For many pilots, it is standard practice to
vinyl tubing plugged at the end. If overheating of keep the pitot heat on during all flights at higher
the brake deice system should occur, the tubing altitudes.
will melt, thus relieving the pressure in the warn-
ing system lines. As pressure is relieved, a The UE Series incorporate an amber L and R
pressure switch, which is tapped off from the PITOT HEAT light that will illuminate any time
EVA tubing in each wheel well, will activate insufficient current draw is sensed. The lights
L BK DI OVHT and or R BK DI OVHT lights in would also be illuminated any time the switch is
the annunciator panel. When a brake deice over- OFF. The other 1900 models do not have a failure
heat annunciator is illuminated, the brake deice indication.
system must be turned off.
Figure 10-26 Pitot Masts and Heat Controls

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ALTERNATE STATIC-AIR ALTERNATE STATIC HEAT

SYSTEM The alternate static-air system is protected from
The pilot’s or copilot’s alternate static-air source icing by the alternate static heat system. Alter-
is used any time the normal static-air source is nate static heat is controlled by a 5-ampere
obstructed. The alternate static-air sources are circuit breaker switch on the ice protection panel.
button shaped and are located on each side of the The switch controls heat for both alternate static-
lower fuselage below the cockpit. Alternate static air ports.
heat is applied by moving the circuit-breaker
control switch on the ice protection control panel The alternate static system is the primary static
to the ALT STATIC position. source for the differential pressure gage and
pneumatic pressure gage in Series UA, UB, and
When the airplane has been exposed to moisture UC. In Series UE, the differential pressure gauge
and/or icing conditions (especially on the and differential pressure switch are connected to
ground), the possibility of obstructed pitot-static the alternate static source, therefore alternate
masts should be considered. Partial obstructions static heat should be used under the same condi-
will result in the rate-of-climb indication being tions that require use of pitot-static heat.
sluggish during a climb or descent, inaccurate
airspeed indications, and incorrect altimeter indi-
cations. A suspected obstruction is verified by
switching to the alternate system and noting a
sudden sustained change in the rate of climb.
This may be accompanied by abnormal indicated
airspeed and altitude changes beyond normal cal-
ibration differences.
Whenever an obstruction exists in the normal
static-air system the pilot’s and/or copilot’s alter-
nate static-air source can be selected. When using
the alternate system, the POH/AFM should be
consulted for the corrections to airspeed and
altimeter indications. In general, whenever the
alternate system is selected, the aircraft is actu-
ally lower and slower than indicated by the
aircraft’s flight instruments.
Be certain the static-air selector switches are in
the NORMAL position when the alternate sys-
tem is not needed.

CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................ 11-1
GENERAL ............................................................................................................................ 11-1
ENVIRONMENTAL SYSTEM DESCRIPTION ................................................................ 11-3
ENVIRONMENTAL SYSTEM CONTROLS ..................................................................... 11-3
ENVIRONMENTAL BLEED AIR AND CONTROL......................................................... 11-5
CABIN AIR DISTRIBUTION ............................................................................................. 11-5
UNPRESSURIZED VENTILATION................................................................................... 11-7
HEATING (SERIES UA, UB, UC) ...................................................................................... 11-8
HEATING (SERIES UE)...................................................................................................... 11-8
COOLING (SERIES UA, UB, UC)...................................................................................... 11-8
COOLING (SERIES UE) ..................................................................................................... 11-8
COOLING (ALL) ............................................................................................................... 11-10
AIR-CYCLE MACHINE SYSTEM ................................................................................... 11-10
VAPOR-CYCLE SYSTEM ................................................................................................ 11-11
VCS (Series UA, UB, UC) .......................................................................................... 11-11
VCS (Series UE) ......................................................................................................... 11-11
VCS (All) .................................................................................................................... 11-11
TEMPERATURE CONTROL............................................................................................ 11-11
ENVIRONMENTAL CONTROLS .................................................................................... 11-12
Automatic Mode Control............................................................................................. 11-13
Manual Mode Control ................................................................................................. 11-14

MANUAL COOL Mode Control (Series UE)............................................................ 11-14

ENVIRONMENTAL SYSTEM PROTECTION AND ANNUNCIATORS..................... 11-14
TEST FUNCTIONS ........................................................................................................... 11-15

ILLUSTRATIONS
Figure Title Page
11-1 Environmental System Schematic ......................................................................... 11-2

11-2 Ram-Air Scoop ...................................................................................................... 11-3
11-3 Bleed-Air System Schematic ................................................................................. 11-4
11-4 Environmental Annunciators ................................................................................. 11-4
11-5 BLEED AIR VALVES Switches .......................................................................... 11-5
11-6 Cabin “Eyeball” Outlets ........................................................................................ 11-5
11-7 Environmental Air Distribution ............................................................................. 11-6
11-8 Cockpit “Eyeball” Outlets ..................................................................................... 11-7
11-9 Cabin Floor Outlets................................................................................................ 11-7
11-10 Ram-Air Door and Solenoid Valve ....................................................................... 11-7
11-11 VENT AIR Control................................................................................................ 11-7
11-12 Precooler and Valves ............................................................................................. 11-8
11-13 Air-Cycle Machine Schematic............................................................................... 11-9
11-14 Vapor-Cycle Cooling System .............................................................................. 11-10
11-15 Environmental Group Switches and Knobs......................................................... 11-12
11-16 BLOWERS Switch .............................................................................................. 11-12
11-17 Air Control Knobs ............................................................................................... 11-13
11-18 MODE CONTROL Selector Switch ................................................................... 11-13
11-19 Cabin Temperature Rheostat ............................................................................... 11-13
11-20 MAN TEMP Switch ............................................................................................ 11-14

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CHAPTER 11
AIR CONDITIONING
INTRODUCTION
Passenger comfort and safety is of prime importance. The following chapter teaches operators
of the 1900 Airliner to use the aircraft environmental systems effectively and within the limita-
tions of the system.
GENERAL
This chapter describes air conditioning, bleed-air ples of operation, system controls, and
heating, and fresh air systems. Each component emergency procedures.
discussion includes general description, princi-

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Figure 11-1 Environmental System Schematic

ENVIRONMENTAL Various modes of environmental temperature

control are provided for by the environmental
SYSTEM DESCRIPTION system control circuitry. The system can be con-
t r o l l e d m a n u a l l y b y t h e fli g h t c r ew, o r
“Environmental System” refers to the devices automatically by the cabin temperature control-
which control the pressure vessel’s environment. ler. The evaporator blowers can be operated
Along with ensuring air circulation, the system automatically, or they may be selected indepen-
controls temperature by using the heating and dently of temperature control.
cooling devices as needed.
Environmental bleed air is distributed and recir-
Pressurization and air conditioning systems oper- culated through two distinctly separate ducting
ate in conjunction with each other and as separate systems, providing unpressurized ventilation or
systems. Together they maintain the desired pressurized air which is temperature regulated.
cabin pressure and cabin air temperature. The Floor vents deliver bleed air into the cabin. Eye-
cabin is pressurized, heated, or cooled through ball outlets in the cabin mid-sidewall provide
common ducts. cool vapor-cycle air or recirculated cabin air to
the passengers. On the flight deck, bleed air is
The Beechcraft 1900 Airliner environmental sys- ducted through vents under the pilots’ seats, and
tem (Figure 11-1) uses engine bleed air not only cool vapor-cycle air is dusted through eyeball
for cabin pressurization, but also for cabin heat- outlets in the overhead panel. When operating
ing. In addition, bleed air provides the motive unpressurized, ventilation can be obtained on
force to operate the air-cycle machine (ACM), demand through a ram-air scoop (Figure 11-2) on
the primary source of cabin cooling. A vapor- the right side of the nose. Unpressurized air is
cycle system, driven by the right engine, aug- then delivered through the floor vents and recir-
ments air-cycle machine output when additional culated through the eyeball outlets.
cooling is required.
ENVIRONMENTAL
SYSTEM CONTROLS
A system of valves, regulators, and temperature
and pressure sensors controls all physical aspects
of the bleed air flowing into the cabin. Two out-
flow valves, modulated by the pressurization
controller and mounted on the aft pressure bulk-
head, provide a controlled exit for bleed air. The
pressurization system maintains a specific and
constant pressure differential between the cabin
environment and the outside air. Figure 11-2 Ram-Air Scoop

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Figure 11-3 Bleed-Air System Schematic
Figure 11-4 Environmental Annunciators

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ENVIRONMENTAL
BLEED AIR AND
CONTROL
Bleed air from the P3 stage of the engines is pre-
cooled to 450° ±25° F by the precooler heat
exchanger mounted immediately aft of the
engine oil cooler (Figure 11-3). Bleed air is then
regulated to 38 ±2 psi by the environmental regu-
lator/shutoff valve. A precooler bypass and a
precooler through-valve modulate the amount of
bleed air passing through the precooler. The two
valves oppose each other in operation when the
Figure 11-5 BLEED AIR VALVES Switches
through-valve is opening, the bypass valve is
closing, and vice versa.
When the BLEED AIR VALVES switch is
OPEN, all environmental bleed-air valves (pre- CABIN AIR
cooler through-valves, precooler bypass valves, DISTRIBUTION
and shutoff valve regulators) are energized
through the normally closed contacts of the There are two separate environmental dusting
bleed-air valve deactivate relays. If bleed-air systems for delivering air to the cabin (Figure
pressure is adequate, a temperature controller 11-7).
assumes control of the precooler valves and
pneumatically controls the valves to maintain the Engine bleed air is cooled and delivered to the
specified bleed-air temperature prior to reaching cabin through outlets in the lower cabin side-
the environmental system. walls, near the floor. The vapor-cycle cooling
system recirculates and further cools cabin air as
Bleed air entering the cabin is controlled by two required and distributes the air through adjust-
switches on the copilot’s subpanel (Figure 11-5) able eyeball outlets (Figure 11-6). Air ducted to
placarded BLEED AIR VALVES OPEN – each eyeball outlet can be directionally con-
ENVIR OFF – INSTR & ENVIR OFF. When the trolled by moving the outlet in the socket. Air
switches are OPEN, the bleed-air regulator/shut- volume is regulated by twisting the outlet to open
off valves and the pneumatic/instrument air or close the damper.
valves are both open. When switches are placed
in ENVIR OFF, the bleed-air regulator/shutoff
valves are closed and the pneumatic/instrument
air valves are open. In ENVIR OFF, no bleed air
is allowed to enter the environmental system for
pressurization or temperature control. When
switches are in the INSTR & ENVIR OFF posi-
tion, all environmental bleed-air valves and
pneumatic/instrument air valves are closed. This
position eliminates all pressurization, cabin tem-
p e r a t u r e c o n t r o l , a n d a i r- d r iv e n fl i g h t
instruments.
Figure 11-6 Cabin “Eyeball” Outlets

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Figure 11-7 Environmental Air Distribution

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Figure 11-8 Cockpit “Eyeball” Outlets
Two evaporator blowers recirculate cooled cabin Figure 11-9 Cabin Floor Outlets
air. Evaporator coils are mounted on the inlet side
of the evaporator blowers to facilitate the
exchange of heat between cabin air and the cool-
ing freon when the vapor-cycle system is
operating. The evaporator blowers recirculate
cabin air through the eyeball outlets.
UNPRESSURIZED
VENTILATION
Ventilation is available during the unpressurized
mode. With one or both bleed-air valves open, air
enters the cabin through the floor outlets (Figure
11-9). However, for the cabin to remain unpres-
surized, the pressurization control switch must be
in the DUMP position. Air volume through the
floor outlets is regulated by using the CABIN AIR Figure 11-10 Ram-Air Door and Solenoid
control knob located on the copilot’s subpanel. Valve
The second source of fresh air, available only

when unpressurized, is ambient air which is sup-
plied through a ram-air door (Figure 11-10).
During pressurized operations, the door is held
closed by a solenoid and by cabin pressure. Dur-
ing unpressurized operation, a manually
controlled valve located in the nose ram-air duct
can be opened to allow air to enter the airplane;
however, before the valve can be opened, the pres-
surization switch must be placed in DUMP. The
vent control knob, placarded VENT AIR – PULL
ON (Figure 11-11), is located under the copilot’s
left subpanel. When the control is pulled out, and
the pressurization switch is in dump, ambient air
flows into the cabin through the floor outlets. Figure 11-11 VENT AIR Control

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HEATING (SERIES UA, a simple electrically operated rotary valve adja-

cent to the ACM. When heating is required, the
UB, UC) ACM bypass valve opens reducing air-cycle
machine output. When more heating is required,
Engine bleed air, precooled by modulation of the the ACM bypass valve opens fully, allowing
precooler valves (Figure 11-12) to approximately maximum heat to be supplied to the cabin.
450° F, enters the heat distribution ducts through
two electrically operated rotary valves (the ACM
bypass valve and the ejector bypass valve)
located adjacent to the ACM.
COOLING (SERIES UA,
UB, UC)
The two valves operate sequentially. When heating
is required, the ACM bypass valve opens first, All cabin cooling is provided by the air-cycle
reducing air-cycle machine output. When more machine (Figure 11-13) and, when required, by
heating is required, the ACM bypass valve opens the vapor-cycle cooling system (Figure 11-14).
fully, contacting a valve-limit switch that sends When a cool cabin is required, the ejector bypass
operating current to the ejector bypass valve. valve begins closing first. When the ejector
When the ACM bypass valve is thus fully opened, bypass valve is fully closed, a limit switch com-
with more heating required, the ejector bypass pletes the circuit for operation of the ACM
valve will begin to open. When maximum heating bypass valve. When the ACM bypass valve is
is needed, both bypass valves are completely open. fully closed, maximum cooling is available from
the ACM.
HEATING (SERIES UE)

COOLING (SERIES UE)
Engine bleed air, precooled by modulation of the
precooler valves (Figure 11-12) to approximately All cabin cooling is provided by the air-cycle
450° F, enters the heat distribution ducts through machine (Figure 11-13) and, when required, by
Figure 11-12 Precooler and Valves

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Figure 11-13 Air-Cycle Machine Schematic

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Figure 11-14 Vapor-Cycle Cooling System
the vapor-cycle cooling system (Figure 11-14).

When cabin cooling is required, the ACM bypass
AIR-CYCLE MACHINE
valves begin to close. When the ACM bypass SYSTEM
valve is fully closed, maximum cooling is avail-
able from the ACM. The air-cycle machine uses engine bleed air to
drive a compressor which compresses the air,
increasing its pressure and making it hotter. The
COOLING (ALL) excess heat of compression is removed through
the use of heat exchangers. This cooler, high-
Vapor-cycle system cooling is turned on by a pressure air is then released through an ejector,
limit switch on the ACM bypass valve. There- and as pressure drops rapidly, the air is cooled.
fore, the vapor-cycle system is activated only The sequence in the air-cycle machine is as
when the ACM bypass valve is fully closed, and follows:
maximum cooling is required.
1. Bleed air enters the air-cycle machine
through the first-stage heat exchanger where
excess heat is removed.

2. Bleed air enters the air-cycle machine com- VCS (SERIES UA, UB, UC)
pressor where it is compressed to a higher
pressure and a hotter temperature. As commands are again received for warmer air,
the ACM bypass valve is the first to begin to
3. Compressed bleed air passes through the open. If heating continues to be required, the
second-stage heat exchanger where the ejector bypass valve will also begin to open. A
excess heat of compression is removed. limit switch at the open position of the ACM
bypass valve provides the electrical signal which
4. Bleed air passes through the air-cycle terminates vapor-cycle operation.
machine expansion turbine, cooling the air
and providing the motive force necessary to
drive the ACM compressor. VCS (SERIES UE)
5. Bleed air exits the air-cycle machine through In the UE Series, the ejector bypass valve has
the air-cycle machine ejector, where the pres- been removed and control of the vapor-cycle sys-
sure is released and the bleed air allowed to tem is handled by a limit switch in the ACM
expand, producing cold air for circulation bypass valve. Once activated, the vapor-cycle
through the cabin. w i l l o p e r a t e u n t i l t h e AC M va l ve o p e n s
completely.
VAPOR-CYCLE SYSTEM VCS (ALL)

When the air-cycle machine is at maximum cool- An outside air temperature sensor and overpres-
ing, a switch on the ACM bypass valve transmits sure and underpressure switches are installed to
a signal to the freon air conditioner. When the protect the vapor-cycle system. When outside
ACM bypass valve is fully closed, the signal is ambient air temperatures are 45 ±5° F or below,
transmitted to the temperature controlling cir- the freon air-conditioning system will not oper-
cuitry. The heat/cool command relay then ate. If system pressures exceed maximum or
energizes the freon compressor clutch to initiate minimum safe limits, overpressure and under-
vapor-cycle system cooling. Once the vapor- pressure switches deactivate the freon air
cycle system is activated, it will remain in opera- conditioner.
tion until the ACM reaches the full open position.
An air-conditioning compressor, driven by the TEMPERATURE
right engine, compresses gaseous freon into a
h i g h - t e m p e r a t u r e , h i g h - p r e s s u r e ga s . A CONTROL
condensing coil and blower assembly in the right
center wing then removes excess heat, allowing Temperature control in the 1900 Airliner can be
the gas to condense into a liquid state. This high- either automatic or manual. When operating
pressure, low-temperature liquid then passes automatically, a cabin temperature controller reg-
through an expansion valve where the pressure is isters cabin temperatures and signals control of
relieved, and into an evaporator where the liquid the ACM (all series) and ejector bypass valves
freon again becomes a gas. Both the expansion (Series UA, UB, and UC).
valve and the evaporators cause the freon to cool.
Cabin air is circulated over the evaporator coil The solid-state automatic temperature controller
where heat is transferred from the cabin air to the is located overhead in the center passenger com-
gaseous refrigerant. The low-pressure, low- partment. In the automatic mode, the cabin
temperature freon then returns to the compressor, temperature controller issues commands to the
and the entire cycle is repeated. air-cycle machine (all series) and ejector bypass
valves (Series UA, UB, and UC) to control the
amount of ACM cooling provided to the cabin.

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The bypass valves can also be modulated manu- at night, all cockpit ceiling and cabin eyeball
ally with a toggle switch on the environmental outlets should be closed for maximum cabin
control panel. heating.
Vent blowers are controlled by a three-position
ENVIRONMENTAL switch (Figure 11-16) placarded BLOWERS –
HI – LO – AUTO (HI – OFF – AUTO – UE).
CONTROLS When the blower control switch is in AUTO, the
blower is controlled by the mode control selector
The cabin environmental controls are located on switch. When the mode control switch is OFF,
the copilot’s left subpanel (Figure 11-15). The and the blower switch is in AUTO, the blowers
environmental system’s controls include bleed- will not operate. When the switch is in AUTO and
air valve switches, a blower control switch, a mode control is in any other position (i.e., MAN-
manual temperature control switch, a cabin-tem- ual or AUTOmatic) (MAN COOL - UE), the vent
perature level control, and the environmental blowers will operate continuously at low speed.
mode control switch.
Four additional manual controls (Figure 11-17)
are used to distribute airflow and to regulate the
volume of air delivered to cockpit and cabin
compartments. These are labeled PILOT AIR,
DEFROST AIR, CABIN AIR, and COPILOT
AIR. When all control knobs are in the full out
position, maximum airflow is distributed to the
cockpit. If all controls are pushed in, maximum
airflow is provided to the cabin.
When flying in very warm weather, cockpit
ceiling outlets and all cabin eyeball outlets
should be fully open for maximum cooling. For
cold weather flights, particularly high altitude or Figure 11-16 BLOWERS Switch
Figure 11-15 Environmental Group Switches and Knobs

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Figure 11-17 Air Control Knobs
When the BLOWERS switch is operated in LO controller modulates bypass valve positions to
or HI, the vent blowers are controlled indepen- control temperature.
dently of any other environmental system
component, including the mode control switch. A rheostat knob, placarded AUTO TEMP INCR
(Note below) – CABIN TEMP (Figure 11-19) determines tem-
perature levels when the automatic mode is
selected. To select warmer cabin temperatures,
AUTOMATIC MODE CONTROL rotate the control clockwise, and for cooler cabin
temperatures, rotate the knob counterclockwise.
When the environmental mode control selector When the rheostat is set, the desired temperature
switch (Figure 11-18) is in the AUTO position, will be maintained automatically.
air-cycle machine and vapor-cycle systems oper-
ate automatically, and the cabin temperature
Figure 11-18 MODE CONTROL Selector Figure 11-19 Cabin Temperature Rheostat
Switch

MANUAL MODE CONTROL conditioner system will operate without regard to

the position of the ACM bypass valve provided
To select manual control of cabin temperature, the OAT is above 45 ±5° F.
the environmental mode control selector must be
in MAN. When in the manual mode, cabin tem-
perature is controlled by a spring-loaded toggle
switch placarded MAN TEMP – INCR – DECR
ENVIRONMENTAL
(Figure 11-20). Moving this switch to the INCR SYSTEM PROTECTION
or DECR position manually controls the circuit
which provides power to modulate ACM bypass
AND ANNUNCIATORS
and ejector bypass valves. Approximately 60 sec- Hot bleed air flows through a heat exchanger and
onds (30 seconds – Series UE) is required for the two valves on each engine to precool the air to
valve(s) to complete their movement toward the 450° F before it is ducted into the air-cycle
full hot or full cold position. Just as in the auto- machine or bypassed into the cabin. A bleed-air
matic mode, only one valve moves at a time, shutoff valve/regulator for each engine, down-
varying the amount of conditioned bleed air stream of the precooler valves, provides master
routed through the heat exchangers and into the control of bleed-air flow.
cabin. But the pilot, rather than the automatic
temperature controller, must now determine Protective mechanisms terminate bleed-air flow
whether to increase or decrease cabin if any failure allows bleed-air temperature or
temperature. pressure to increase without control. Should spe-
cific temperature or pressure limits be exceeded,
both bypass valves and the regulator/shutoff
valve on the affected side will automatically
close.
A small surge tank attached to the bleed-air line
dampens any surges in bleed-air pressure, and
provides a stable reference source for the over-
pressure limit switch. If the overpressure limit is
exceeded due to a malfunction of the shutoff
valve regulator, the overpressure limit switch
closes, and all three environmental bleed-air
valves automatically close. When the overpres-
sure switch closes, a signal is simultaneously
Figure 11-20 MAN TEMP Switch transmitted to the annunciator system (See Fig-
ure 11-4), illuminating the L or R ENVIR FAIL
light and the green (white – Series UE) L or R
When the mode control selector is in MAN, the ENVIR OFF light.
vapor-cycle air conditioner system will operate,
provided the ACM bypass valve is fully closed A temperature sensor in the bleed-air line moni-
and OAT is above 45 ±5° F. Therefore, if maxi- tors bleed-air temperature and transmits that
mum cooling is required, be sure to allow time information to the bleed-air overtemperature
for the bypass valve(s) to close completely. detector. If a failure in the precooler system
a l l ow s b l e e d - a i r t e m p e r a t u r e t o ex c e e d
MANUAL COOL MODE 500 ±20° F, the detector transmits energizing
current to the bleed-air valve deactivate relay,
CONTROL (SERIES UE) automatically closing all three environmental
When the mode control selector is placed in the bleed-air valves. At the same time, a signal is
MANUAL COOL position, the vapor-cycle air-

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generated, illuminating the L or R ENVIR FAIL

annunciator and the L or R ENVIR OFF light.
Anytime the bleed-air deactivate relay is ener-
gized, opening the bleed-air valve power circuits,
a latching circuit holds the relay in that mode. If
an overtemperature or overpressure has tripped
the bleed-air deactivate relay, it can be reset by
placing the bleed-air valve switch in the ENVIR
OFF position. The bleed-air valves can then be
reopened by moving the switch back to OPEN.
TEST FUNCTIONS
The overtemperature circuits can be functionally
tested in the T TEST position of the mode control
rotary switch on the copilot’s subpanel (See Fig-
ure 11-18).
This test simulates an overtemperature condition,
causing the overtemperature sensing circuits to
shut down the environmental system. The L and
R ENVIR FAIL and L and R ENVIR OFF
annunciators (See Figure 11-4) will be illumi-
nated immediately after T TEST is selected if the
system is operating correctly. The mode control
switch should again be returned to AUTO and the
bleed-air valve switches to ENVIR OFF then
OPEN to reset the system.
Complete procedures for T TEST are outlined in
B e f o r e Ta k e o ff ( R u n u p ) c h e c k s i n t h e
POH/AFM.

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION ................................................................................................................ 12-1
DESCRIPTION..................................................................................................................... 12-1
PRESSURIZATION SYSTEM ............................................................................................ 12-3
AIR DELIVERY SYSTEM .................................................................................................. 12-4
Cabin Differential Pressure Hi Warning (Series UE) ................................................... 12-7
Cabin Pressure Control.................................................................................................. 12-7
Preflight Check............................................................................................................ 12-10
Climb and Cruise......................................................................................................... 12-10
Descent ........................................................................................................................ 12-10
Malfunctions and Troubleshooting ............................................................................. 12-16

ILLUSTRATIONS
Figure Title Page
12-1 Pressurization and Air Conditioning Distribution System .................................... 12-2

12-2 Cabin Altitude for Various Airplane Altitudes Graph—Series UE....................... 12-3
12-3 Bleed-Air Valve Switches ..................................................................................... 12-4
12-4 Cabin-Air Outflow Valve ...................................................................................... 12-5
12-5 Pressurization Control Schematic.......................................................................... 12-6
12-6 Cabin Pressure Switch ........................................................................................... 12-7
12-7 Cabin Altimeter ..................................................................................................... 12-7
12-8 Cabin Climb Indicator ........................................................................................... 12-7
12-9 Pressurization Controller ....................................................................................... 12-8
12-10 Pressurization Control Electrical Schematic ......................................................... 12-8
12-11 Pressurization System Circuit Breakers................................................................. 12-9
12-12 Troubleshooting Information Chart ..................................................................... 12-18

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CHAPTER 12
PRESSURIZATION
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INTRODUCTION
Pressurization is desirable in an airplane because it decreases or eliminates the need for supple-
mentary oxygen. In this chapter the pilot learns how the pressurization system operates, how it
is controlled, and how to handle system malfunctions.
DESCRIPTION
This chapter presents a description of the pres- controls are discussed. Where necessary, refer-
surization system (Figure 12-1). The function of ences are made to the environmental system as it
various major components, their physical loca- affects pressurization.
tions, and the operation of pressurization system

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Figure 12-1 Pressurization and Air Conditioning Distribution System

PRESSURIZATION is less than that of the outside ambient air, pres-

s u r e d i ff e r e n t i a l i s n eg a t ive . M a x i m u m
SYSTEM differential is defined as a measure of the highest
differential pressure the airplane structure can
As airplane altitude increases, outside ambient safely withstand for an extended period of time,
air pressure decreases. At approximately 12,500 expressed in pounds per square inch differential
feet the environment outside the aircraft cannot (psid).
supply enough oxygen for human needs. How-
ever, the pressurization system in the 1900 The 1900 Airliner maintains a normal differential
Airliner provides a comfortable cabin environ- pressure of 4.8 ± .1 psi (5.1 psi—Series UE),
ment, containing sufficient oxygen, up to its providing cabin altitudes as indicated in Figure
design ceiling of 25,000 feet. 12-1. Although the pressure vessel is designed to
withstand a normal maximum differential of
The pressurization system maintains an inside 4.8 ± .1 psi (5.1 psi—Series UE), the minimum
cabin altitude proportionally lower than the air- differential allowable is zero. That is, the airplane
craft’s altitude. As shown by the Cabin Altitude structure is not designed to withstand negative
for Various Airplane Altitudes graph (Figure differential pressure.
12-2), whenever cabin altitude and airplane alti-
tude are the same, no pressure differential exists. Pressurization and air conditioning systems (Fig-
Whenever cabin pressure is the greater of the ure 12-1) operate in conjunction with each other,
pressure, differential is positive. If cabin pressure or as separate systems. Together they maintain
the desired cabin pressure and cabin air tempera-
Figure 12-2 Cabin Altitude for Various Airplane Altitudes Graph—Series UE

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ture. The cabin is pressurized, heated or cooled

through common ducts.
The “Pressure Vessel” is that portion of the air-
craft designed to withstand the pressure
differential. In the 1900 Airliner, the pressure
vessel extends from a forward pressure bulkhead,
between the cockpit and nose section, to a rear
pressure bulkhead just aft of the baggage com-
partment. Exterior skins make up the outer seal,
and windows are oval for maximum strength. All
cables, wire bundles, and plumbing that pass
through pressure vessel boundaries are sealed to
reduce leaks. The cabin and cargo doors are
sealed by using pressurized cabin air to inflate Figure 12-3 Bleed-Air Valve Switches
the door seals; therefore, the greater the pressure
differential, the tighter the seal.
Protective devices terminate bleed air flow in the
event of failures which would allow the bleed air
AIR DELIVERY SYSTEM temperature or pressure to increase without con-
trol. Should specific temperature and pressure
Bleed air from the engine compressor sections is limits be exceeded, a bleed air valve deactivate
used to pressurize the pressure vessel. The bleed relay is energized, closing both precooler valves
air is discharged through one of two precooler and the regulator/shutoff valve on the affected
valves on each engine, distributed through or side. A signal is simultaneously transmitted to
around a precooler, then routed to the environ- the annunciator system illuminating the ENVIR
mental bleed air regulator/ shutoff valve before it FAIL and ENVIR OFF annunciators on the
is ducted into the environmental bleed air system. affected side. Placing the bleed air switch in
ENVIR OFF resets the bleed air valve deactivate
The bleed air regulator/shutoff valves are con- relay and restores the power circuits for the pre-
trolled by switches placarded BLEED AIR cooler valves.
VALVES - LEFT - RIGHT; OPEN - ENVIR OFF
- INSTR & ENVIR OFF. The bleed air switches After flowing through the regulator/shutoff
are located on the Environmental Control Panel valves, and before reaching the cabin, bleed air
(Figure 12-3) on the copilot’s subpanel. When passes through the air cycle machine for further
the switches are in either the ENVIR OFF or the cooling, or bypasses the ACM if warmer air is
INSTR & ENVIR OFF positions, no bleed air required. The temperature-controlled, pressur-
can enter the air cycle machine or the cabin. ized air then flows into outlets in the lower cabin
When the switches are OPEN, bleed air flows sidewalls. Finally, it flows out of the pressure
through the environmental regulator/shutoff vessel through the outflow valves (Figure 12-4),
valves. If a complete electrical failure should located on the aft pressure bulkhead.
occur, both environmental regulator/shutoff
valves would fail to the closed position. No more
bleed air would enter the pressure vessel and
cabin pressure would leak down.

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Figure 12-4 Cabin-Air Outflow Valve
The temperature-controlled air is delivered to the flow valves to oppose the internal spring which
pressure vessel at a rate which can vary from holds the valve closed. When this suction is
about 8 to 16 pounds per minute, depending upon increased (lower chamber pressure), the valve
ambient temperature and pressure altitude. Pres- opens. Conversely, as suction is decreased, the
sure within the cabin and the rate of cabin- outflow valve closes. In normal pressurized
pressure changes are regulated by pneumatic flight, the outflow valve is constantly being
modulation of the outflow valves (Figure 12-5). adjusted to maintain desired cabin altitude as
engine power and cabin/ambient pressure differ-
The primary function of the vacuum-operated ential changes occur. The center chamber
outflow valves is to control the rate at which air pressure stabilizes inside the outflow valves at a
can escape from the pressure vessel. In addition, slightly lower pressure than the actual cabin pres-
the outflow valves serve three other purposes: 1) sure once desired cabin altitude is reached. This
to provide positive and negative differential pres- differential between cabin pressure and the pres-
sure relief; (2) to depressurize the pressure vessel sure inside the center chamber of the outflow
whenever the cabin pressure switch is moved into valves holds the valves open at the precise setting
the DUMP position; and (3) to keep the pressure appropriate for cabin air inflow.
vessel unpressurized while the airplane is on the
ground, with the left landing gear safety switch The 1900 Airliner pressure vessel is not designed
closed. to withstand negative pressure differential. The
outflow valves are designed to relieve negative
Cabin air outflow modulation is controlled by differential pressure at 0.1 psi. This prevents out-
applying vacuum pressure to the outflow valves. side atmospheric pressure from exceeding cabin
Regulated controller pressure (metered suction) pressure during rapid descents, even if bleed air
is introduced into the center chamber of the out- inflow ceases.

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Figure 12-5 Pressurization Control Schematic

The outflow valves also protect cabin pressure ing the differential between ambient (static)
Tom exceeding maximum positive differential altitude and cabin altitude.
(4.8 psid) (5.1 psid UE). By comparing ambient
(static) pressure to controller chamber pressure, a When the outflow valves function as dump
poppet valve within the outflow valve can sense valves, vacuum is introduced into the main out-
when maximum differential pressure is reached. flow valve chamber through the dump solenoid
As pressure is applied to that relief valve, vac- valve. The resulting pressure drop causes the
uum is applied against the normal spring tension valve to open, allowing cabin air to escape, thus
of the outflow valve case. If this differential con- raising cabin altitude. This is known as “dump-
tinues to increase, the valve opens and releases ing” cabin pressure. Dumping cabin pressure will
controller pressure air to the static line, thereby cause the cabin to depressurize. Negative differ-
reducing pressure in the center chamber (blue) ential protection in both outflow valves ensures
and modulating the outflow valve open. As the that cabin differential pressure remains at zero
outflow valve opens, more cabin air is allowed to (unpressurized) and not less than outside atmo-
escape, thus raising the cabin altitude and reduc- spheric pressure.

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CABIN DIFFERENTIAL
PRESSURE HI WARNING
(SERIES UE)
In the UE Series Aircraft, additional warning is
provided to the pilots in the event the cabin dif-
ferential should exceed 5.1 psid. To accomplish
this, a differential pressure switch monitors
inside pressure and compares this pressure to the
pressure sensed from the alternate static sources.
Should the differential pressure reach 5.25 psid,
the CABIN DIF HI annunciator would illuminate
and warn the pilot to shut off the incoming bleed
air to prevent damage to the pressure vessel.
Figure 12-6 Cabin Pressure Switch
CABIN PRESSURE CONTROL
The pressurization control switch (Figures 12-6
and 12-10), located forward of the pressurization
controller on the pedestal, is placarded CABIN
PRESSURE - DUMP - PRESS - TEST. When the
switch is in the DUMP position (forward, lever-
locked), the outflow valves are held open by vac-
uum. With both valves completely open, the cabin
is depressurized and will remain unpressurized as
long as the pressurization control switch is locked
in dump. When the switch is held in the TEST
position (aft, spring-loaded), the landing gear
safety switch is bypassed, allowing the outflow
valves to be modulated by the pressurization con-
troller during preflight testing. When the switch is
in the PRESS position (center, on) the outflow Figure 12-7 Cabin Altimeter
valves can be controlled by the pressurization
controller, so that the cabin will pressurize nor-
mally. Pressurization system circuit breakers
(Figure 12-11) are located on the copilot’s circuit
breaker panel under the heading “Environmental.”
The cabin pressurization indicators are mounted
below the caution/ advisory annunciator panel
above the power quadrant. Actual cabin pressure
altitude (outer scale) and cabin differential pres-
sure (inner scale) are continuously indicated by the
cabin altimeter (Figure 12-7). Immediately to the
left of the cabin altimeter is the cabin rate of climb
indicator (Figure 12-8), labeled CABIN CLIMB.
The cabin climb gage continuously indicates the
rate at which cabin pressure altitude is changing. Figure 12-8 Cabin Climb Indicator

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An adjustable cabin pressurization controller The cabin pressurization controller compares cur-
(Figure 12-9) is mounted in the pedestal. A vol- rent cabin pressure to selected cabin pressure and
ume tank is also located in the pedestal to references vacuum input to provide the desired
increase the air volume needed at the rate control cabin altitude. A pneumatic relay amplifies vacuum
side of the controller. The pressurization control- input and directly applies vacuum to the outflow
ler commands modulation of the outflow valves. valves. As vacuum is applied to the controller, the
A dual-scale indicator is mounted in the center of controller’s balancing forces move toward equal-
the controller. The outer scale (CABIN ALT) ization. Cabin altitude (pressure) stabilizes at the
indicates the cabin pressure altitude which the desired altitude when actual cabin pressure and
pressurization controller is set to maintain. The selected cabin pressure are in balance.
inner scale (ACFT ALT) indicates the maximum
ambient pressure altitude at which the airplane Inside the controller an aneroid bellows provides
can fly while continuing to maintain selected the reference for all controller action. When the
cabin altitude. The indicated value on each scale CABIN ALT knob is turned, it moves the bellows
is read opposite the index mark at the forward and a calibration spring which is connected to the
(top) position of the dial. Both scales rotate rate diaphragm separating the two chambers in the
together when the altitude selector is rotated. controller. The position of the diaphragm regulates
the amount of suction applied to the upper cham-
ber through a metering valve. The upper chamber
is also vented to the cabin through a filter.
Figure 12-9 Pressurization Controller
Cabin pressure altitude is selected by turning the

cabin altitude selector knob until the desired set-
ting on the CABIN ALT dial is aligned with the
index mark. The maximum cabin altitude which
can be selected is -1,000 feet to +12,500 feet
MSL. The rate control selector is placarded
RATE - MIN - MAX. Rotating the rate control
schedules the rate at which cabin pressure alti-
tude changes the current value to the selected
value. The rate of change selected may be from
approximately 175 to approximately 2,500 feet
per minute.
Figure 12-10 Pressurization Control

Electrical Schematic

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Figure 12-11 Pressurization System Circuit Breakers
When the controller’s upper and lower chamber results in a temporary increase in controller
pressures are equal and are approximately upper chamber pressure, causing the outflow
0.05 psi less than cabin pressure, the metering valves to close.
valve holds steady suction to the controller to sta-
bilize the controller and cabin pressure. This The preset solenoid valve allows the pilot to
slightly lower controller pressure is required to adjust the cabin controller prior to takeoff, but
hold the outflow valves open (against internal prevents the controller from pressurizing the
spring tension), and to maintain a dynamic bal- cabin while the aircraft is on the ground. When
ance between air inflow and cabin outflow. on the ground with weight on the left landing
gear safety switch, the preset solenoid removes
When the two chamber pressures are not equal, a the vacuum supply from the controller. Once air-
vacuum provides the dynamics to adjust them to borne, the valve opens to admit vacuum, and the
higher or lower pressures, as required, to adjust controller begins to readjust cabin altitude as
cabin pressure altitude. The rate at which the requested by the CABIN ALT set knob. With the
chambers equalize their pressures is regulated by CABIN PRESS switch in PRESS, the preset
the RATE knob. Turning this knob adjusts a nee- solenoid valve is energized (closed) on the
dle valve which changes the size of the opening ground and de-energized (open) in normal flight.
in the line between the two chambers. Refer to the Pressurization Control segment in
this chapter for more details.
A request for the cabin altitude to climb (move
toward a lower pressure) results in a temporary
reduction in pressure in the upper chamber of the
controller, commanding the outflow valves to
open. Conversely, a request for the cabin altitude
to descend (move toward a higher pressure)

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PREFLIGHT CHECK annunciator advises the pilot of operations which

may require the use of oxygen.
During runup, the pressurization system can be
checked by using the cabin pressurization switch.
With both bleed-air valves OPEN, adjust the DESCENT
cabin altitude selector knob so that the CABIN
During descent, and in preparation for landing,
ALT dial indicates an altitude at least 500 feet
the cabin altitude selector should be set to indi-
BELOW field pressure altitude. Rotate the rate
cate a cabin altitude of approximately 500 feet
control selector knob to place the index at the
above the landing field pressure altitude. The rate
12 o’clock position. Hold the pressurization
control selector should be adjusted as required to
switch to TEST until the cabin altitude indicator
provide a comfortable rate of cabin descent.
shows a descent. Release the switch to the
Again, the 12 o’clock position on the rate control
PRESS position after normal pressurization oper-
knob will provide a comfortable rate of change in
ation is confirmed.
cabin pressure. The airplane rate of descent
Prior to takeoff, the cabin altitude selector should should be controlled so that the airplane altitude
be adjusted so that the ACFT ALT scale on the does not catch up with the cabin pressure altitude
indicator dial indicates an altitude approximately during the descent. If the cabin is allowed to
1,000 feet above the planned cruise pressure alti- depressurize before reaching the desired airplane
tude, and the CABIN ALT scale indicates an level-off point, the cabin rate of descent will be
altitude at least 500 feet above the takeoff field the same as aircraft rate of descent until the
pressure altitude. The rate control selector knob desired airplane altitude is reached. However, it
should be adjusted as desired. A setting of is desirable to set the controller so that the cabin
12 o’clock on the index will provide the most is unpressurized upon reaching pattern altitude,
comfortable cabin rate of climb. The cabin pres- to prevent the possibility of landing while the
sure switch should be checked to ensure that it is cabin is still pressurized.
in the PRESS position.
The following pressurization situations are
described in order to illustrate normal flight oper-
CLIMB AND CRUISE ation of the system. In each case, the given
conditions will be outlined on the profile
As the airplane climbs, cabin pressure altitude diagram.
climbs at the selected rate of change until the
cabin reaches the selected pressure altitude. The
system then maintains cabin pressure altitude at
that value. However, if the airplane climbs to an
altitude higher than the value indexed on the
ACFT ALT scale of the controller, the cabin-to-
ambient pressure differential will reach the maxi-
mum differential pressure relief setting of the
outflow valves. Either or both valves will then
override the pressurization controller in order to
limit differential pressure. During cruise opera-
tion, if the flight plan calls for an altitude change
of 1,000 feet or more, reselect the new altitude
plus 1,000 feet on the CABIN ALT dial. If cabin
pressure altitude reaches 12,500 feet (10,000
feet—Series UE), for any reason, a pressure
sensing switch closes, causing the red CABIN
ALTITUDE (CABIN ALT HI—Series UE)
annunciator to be illuminated. The cabin altitude

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Situation 1 Controller setup for descent—As the aircraft

starts to descend, set the outer dial (CABIN ALT)
Climb from sea level to FL200, then descend to a to 2,000 feet altitude (500 feet above field pres-
field pressure altitude of 1,500 feet. sure altitude). The rate knob should stay in the
12 o’clock position.
Conditions
Operation—As the aircraft descends to 2,000
● Aircraft climbs at 1,000 ft/min to FL150, feet in approximately 18 minutes, the cabin
then 1,500 ft/min to FL200 descends to 2,000 feet, in approximately 11 min-
utes. At 2,000 feet, the cabin continues its
● Cabin climbs at 500 ft/min descent unpressurized to 1,500 feet, descending
at the same rate as the aircraft.
● Aircraft descends at 1,000 ft/min
Remarks—All settings are normal and the sys-
● Cabin descends at 500 ft/min tem reacts properly.
Controller setup before takeoff—Prior to takeoff,

set the inner dial (ACFT ALT) on the pressuriza-
tion controller to FL210 (1,000 feet above cruise
altitude). The outer dial (CABIN ALT) will show
a 6,500 foot altitude. Set the rate knob at the
12 o’clock position.
Operation—As the aircraft climbs to FL200,
which will take approximately 18 minutes, the
cabin climbs to 6,500 feet in approximately
15 minutes, thus the cabin always stays “ahead”
of the aircraft during the climb. (Staying ahead
means that maximum differential pressure is not
achieved while the aircraft is climbing since the
cabin reaches its final altitude of 6,500 feet
before the aircraft has completed its climb to
FL200).

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Situation 2 Operation—Pressurization is normal until the

cabin reaches maximum differential pressure,
Climb from sea level to FL200, then descend to a causing pressure bumps in the cabin. The condi-
field pressure altitude of 1,500 feet. tion normalizes during descent.
Conditions Remarks—By not setting the pressurization con-

troller properly, cabin pressure bumps are likely,
● Aircraft climbs at 1,000 ft/min to FL150, and passenger discomfort results. The ACFT
then 1,500 ft/min to FL200 ALT dial should be set to at least 1,000 feet
above aircraft cruise altitude.
● Cabin climbs at 500 ft/min
● Cabin descends at 500 ft/min
Controller Setup—Same as Situation #1 except

set ACFT ALT dial to FL200 (same as cruise alti-
tude) which will put cabin at maximum
differential pressure when the aircraft arrives at
its final altitude. Set it as in Situation #1 for the
descent.

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Situation 3 less than the aircraft’s rate. Because the aircraft is

cruising at maximum differential pressure, the
Climb from sea level to FL200 then descend to a cabin will be subject to pressure bumps. Once the
field pressure altitude of 1,500 feet. aircraft begins to descend below 14,250 feet and
the cabin pressure is below maximum differen-
Conditions tial, the condition normalizes.
● Aircraft climbs at 1,000 ft/min to Remarks—By setting the controller for landing
15,000 ft then 1,500 ft/min to FL200 prior to takeoff, a problem similar to that
described in Situation #2 occurs, resulting in dis-
● Cabin climbs at 500 ft/min comfort to the passengers.
● Cabin descends at 500 ft/min
Controller setup—Same situation as #1 except

set CABIN ALT dial to landing field pressure
altitude plus 500 feet prior to takeoff. No read-
justment required for descent.
Operation—Pressurization situation is normal
until maximum differential pressure is reached as
the aircraft climbs through approximately 14,250
feet. As the aircraft continues to climb, the cabin
climbs at a rate proportional to, and only slightly

Situation 4 When cleared for final descent—Set the CABIN

ALT dial to 500 feet above landing field pressure
The aircraft was held to 5,000 feet for 15 minutes altitude.
during climb, then cleared to FL200. The aircraft
was given a segmented descent to FL150 before Operation—As the aircraft climbs to 5,000 feet,
being given final descent clearance for landing at the cabin climbs to 4,000 feet, thereby maintain-
sea level. ing a slight pressurization differential. When the
aircraft climbs to FL200, the controller is reset as
Conditions in Situation #1, and the cabin climbs accordingly.
When the aircraft starts to descend to 15,000 feet
● Aircraft climbs at 1,000 ft/min to and the controller is reset to 16,000 feet, the
5,000 ft, levels off for 15 minutes cabin starts down, leveling at approximately
3,000 feet. This allows the pressurization control-
● Cabin climbs at 500 ft/min to 4,500 ft, ler to maintain a cabin pressure below maximum
levels off until reset, then climbs at differential, avoiding pressure bumps as in Situa-
500 ft/min to 7,500 ft. t i o n # 2 . U p o n b eg i n n i n g fi n a l d e s c e n t ,
pressurization occurs normally as in Situation #1.
● Aircraft descends at 1,500 ft/min with a
10-min level-off at 15,000 ft before con- Remarks—An alternate method for operating the
tinuing down for landing. pressurization system, when given the situation
described above, is to set the rate knob to mini-
● Cabin descends at 500 ft/min with a brief mum until cleared to the final altitude. The rate
level-off at 3,500 ft until being reset for control can be returned to a normal setting after
landing, then descends at 500 ft/min. final clearance altitude is given. However, if the
aircraft remains at the intermediate altitude for a
Controller setup before takeoff—Set CABIN longer time than anticipated, it is still possible to
ALT dial to 4,000 feet (1,000 feet below the air- create a situation that will result in passenger dis-
craft’s intermediate level-off altitude of 5,000 comfort. Whatever method is used, forgetting to
feet). This prevents cabin altitude from catching reset the controller will result in problems similar
up to aircraft altitude during climb. to those discussed in Situations #2 and #3.
When finally cleared to FL200—Set the ACFT
ALT dial to 1,000 feet above assigned flight level
as in Situation #1.
When cleared down to 15,000 feet—Set the
ACFT ALT dial to 1,000 feet above the newly
assigned altitude. The aircraft altitude is now set
to 16,000 feet on the dial.

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SITUATION 5 Operation—The aircraft will continue to climb to

altitude while the cabin starts to descend to 500
Depart from a high altitude airport (in this case feet pressure altitude. Aircraft levels at cruise,
6,000 feet), cruise at an altitude of 11,000 feet, then descends for landing. By the time the air-
and land at a sea level airport 15 minutes later. craft is ready for landing, the cabin altitude is
level at 500 feet (this assumes aircraft altitude vs.
Conditions cabin altitude does not exceed 4.8 psid) (5.1 -
UE).
● Aircraft climbs at 2,000 ft/min to
11,000 ft Remarks—It is important to set the cabin pres-
surization controller for a cabin altitude above
● Aircraft levels off for approx. 5 min takeoff field pressure altitude. If the cabin alti-
tude is set to an altitude lower than the airport
● Cabin climbs and descends at 500 ft/min elevation at takeoff, a pressure bump will be
experienced shortly after liftoff when the cabin
● Aircraft descends at 1,500 ft/min begins to pressurize. Once cabin pressurization is
stabilized after takeoff, the controller may be
Controller setting before takeoff—Set the reset for landing, provided cruise altitude does
CABIN ALT dial to 500 feet above the 6,000 foot not exceed the altitude in the ACFT ALT
takeoff field elevation (set cabin altitude at 6,500 window.
feet).
Operation—After cabin altitude has stabilized at
6,500 feet (approximately one to two minutes
after takeoff, depending upon cabin rate of
climb) reset the controller to 500 feet above the
landing field pressure altitude.
Controller setting during cruise—If the cabin
altitude remains at 6,500 feet while flying at a
cruise altitude of 11,000 feet, the differential
pressure is 1.8 psid. Since only five minutes of
the flight is planned at cruise, do not set the
CABIN ALT dial higher than 500 feet above
landing field pressure altitude.

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MALFUNCTIONS AND The outflow valves should modulate open as

TROUBLESHOOTING directed by controller pressure. If one or both
outflow valves are stuck closed, cabin altitude
Pilot controls are simple and straightforward and will descend rapidly shortly after takeoff. Possi-
workload is minimal. The pilot has sufficient ble sources of this problem include: a stuck
controls readily available to either regain control preset solenoid, a cracked pressurization control-
or minimize the effects of most problems. ler, a diaphragm failure in the pressurization
controller, disconnected or leaking plumbing, a
If pressurization is lost in flight, follow the proce- cracked outflow valve, or a failed diaphragm in
dures outlined in the Emergency Procedures the outflow valve.
section of the POH/AFM. If the cabin climbs
above 12,500 ft (10,000 ft—Series UE) pressure In this situation, the pilot should position both
altitude, the CABIN ALT (CABIN ALT HI - UE) bleed-air valves to ENVIR OFF, stopping P3
warning annunciator will illuminate, and pilots bleed-air inflow, thus repressurizing the cabin at
should consider the use of oxygen for crew and its leak rate. Once the cabin is stabilized, cycling
passengers. See the Oxygen section of this work- the CABIN PRESS switch to TEST might free a
book for more details concerning use of the stuck preset solenoid valve. Any additional trou-
oxygen system. bleshooting should be accomplished on the
ground.
Most pressurization malfunctions will show up
shortly after takeoff. Three general symptoms are Failure to pressurize after takeoff can be caused
most common: by: leaving the CABIN PRESS switch in DUMP,
failure of the left main gear squat switch, or fail-
● Rapid pressurization toward maximum ure of the dump solenoid. The pilot should first
differential check to ensure the CABIN PRESS switch is in
PRESS. If it is already in PRESS, move the
● Lack of pressurization (i.e., the cabin switch to TEST to override the squat switch. If
climbs at the same rate as the aircraft) the cabin begins to pressurize, hold the switch in
TEST until cabin differential pressure exceeds
● Cabin leakdown (i.e., the cabin leaks 0.5 psid, then pull the PRESS CONTROL circuit
pressurization slowly - 500 ft/min at low- breaker on the copilot’s circuit breaker panel.
pressure differentials and faster at high- Remember that the DUMP switch is inoperative
pressure differentials.) as long as the circuit breaker is pulled. If the
cabin does not pressurize with the CABIN
The first two symptoms are generally caused by PRESS switch in TEST, the problem is beyond
controller, control system or outflow valve mal- the capability of inflight troubleshooting.
functions. The third is normally caused by air
inflow problems. Refer to the Troubleshooting
Information Chart at the end of this section for
specific pressurization problems and recom-
mended action (Figure 12-12).

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Failure of the cabin to pressurize shortly after Unusual or excessive pressure bumps may be
takeoff may also indicate inflow and/or outflow caused by sticking outflow valves, due to the
malfunctions. If the cabin altitude climbs with buildup of contaminants on the valve seats. The
the airplane, one or both outflow valves could be filters associated with this system can also
fully open. One cause is premature opening of become contaminated causing large differences
the preset solenoid. If the solenoid valve opened in cabin climb versus cabin descent without a
while still on the ground, the controller will hold change in rate knob position. These valves and
the outflow valves wide open until the aircraft filters should be checked at regular maintenance
“catches up” to the controller during the climb. If inspections, or more often if unusual conditions
this condition is suspected, the pilot can decrease (heavy smoking, dusty atmosphere) exist.
cabin climb rate to minimum, or select a lower
cabin altitude. However, be sure to reselect the
proper setting once the cabin begins to pressurize
normally.
Cabin leakdown because of air inflow problems
is often caused by malfunctions of the bleed-air
modulation system (precooler valves and bleed-
air regulator/shutoff valve). Check to see that the
bleed-air valve switches are in the OPEN posi-
tion. If both switches are open, the bleed-air
modulation system may be inoperative or an
electrical failure may have caused the environ-
mental bleed-air valves to close. Check to see
that the bleed-air control circuit breakers on the
copilot’s circuit breaker panel have not tripped.
Reset the circuit breaker, if possible. If no reset is
possible, continue the flight at a lower altitude or
use oxygen if necessary. Maintenance trouble-
shooting procedures are outlined in the
maintenance manuals.

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Figure 12-12 Troubleshooting Information Chart—1 of 3

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See Chapter 14, “Landing Gear and Brakes,” for information

on the hydraulic power systems.

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION ................................................................................................................ 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR................................................................................................................. 14-2
Landing Gear Assemblies ............................................................................................. 14-2
Wheel Well Door Mechanisms ..................................................................................... 14-3
Hydraulic Landing Gear ................................................................................................ 14-3
Landing Gear Extension and Retraction ....................................................................... 14-5
Hydraulic Fluid Level Indication System ..................................................................... 14-7
Landing Gear Controls .................................................................................................. 14-8
Position Indicators......................................................................................................... 14-9
Landing Gear Warning System ................................................................................... 14-11
Manual Landing Gear Extension................................................................................. 14-11
Hydraulic Schematics.................................................................................................. 14-12
Tires............................................................................................................................. 14-17
Shock Struts................................................................................................................. 14-17
Landing Gear Operating Limits .................................................................................. 14-17
Landing Gear Switch Circuits ..................................................................................... 14-17
NOSEWHEEL STEERING ................................................................................................ 14-18
Manual Steering System.............................................................................................. 14-18
Power Steering System (Airight)—Series UA and UB............................................... 14-18
Power Steering System (Decoto)—Series UC and UE ............................................... 14-21

WHEEL BRAKES ............................................................................................................. 14-23

Brake System .............................................................................................................. 14-23
Parking Brake ............................................................................................................. 14-23
Brake System Servicing.............................................................................................. 14-24
Brake Wear Limits...................................................................................................... 14-25
Brake Deice System.................................................................................................... 14-26
Cold Weather Operation ............................................................................................. 14-28
Antiskid System .......................................................................................................... 14-28

ILLUSTRATIONS
Figure Title Page
14-1 Main Gear Assembly ............................................................................................. 14-2

14-2 Nose Gear Assembly ............................................................................................. 14-2
14-3 Main Gear Door Mechanism ................................................................................. 14-3
14-4 Landing Gear Electrical Circuitry ......................................................................... 14-4
14-5 Hydraulic Landing Gear Plumbing Schematic ...................................................... 14-4
14-6 Checking Hydraulic Fluid Level ........................................................................... 14-5
14-7 Hydraulic Landing Gear Schematic....................................................................... 14-6
14-8 Hydraulic Landing Gear Powerpack ..................................................................... 14-7
14-9 Hydraulic Fluid Low Indicator .............................................................................. 14-7
14-10 Landing Gear Control Switch Handle ................................................................... 14-8
14-11 Safety Switch ......................................................................................................... 14-8
14-12 Landing Gear Position Indicator Assembly........................................................... 14-9
14-13 Landing Gear Position Indicator—No Illumination .............................................. 14-9
14-14 Landing Gear Control Switch Handle and Red In-Transit/Unsafe Indicator ...... 14-10
14-15 Landing Gear Handle Light Test ......................................................................... 14-10
14-16 Landing Gear Alternate Extension Placard ......................................................... 14-11
14-17 Landing Gear Relay Circuit Breaker ................................................................... 14-12
14-18 Landing Gear Retraction Schematic .................................................................... 14-13
14-19 Landing Gear Extension Schematic..................................................................... 14-15
14-20 Hand Pump Emergency Extension Schematic .................................................... 14-16
14-21 Power Steering Controls—Series UA and UB .................................................... 14-19
14-22 Power Steering System Schematic—Park and Taxi Mode.................................. 14-20
14-23 Power Steering Controls—Series UC and UE..................................................... 14-22

14-24 Brake System—Left Brake Applied ................................................................... 14-24

14-25 Brake System—Parking Brake Set ..................................................................... 14-25
14-26 Brake Fluid Reservoir ......................................................................................... 14-26
14-27 Brake Wear Diagram........................................................................................... 14-26
14-28 Brake Deice System ............................................................................................ 14-27
14-29 Brake Deice Controls .......................................................................................... 14-28
14-30 Antiskid Controls ................................................................................................ 14-29

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CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
An understanding of the landing gear system will aid the pilot in the proper handling of landing
gear operation and emergency procedures. This section, in addition to describing the overall
system, identifies inspection points and abnormal procedures.
An understanding of the brake system will help the pilot operate brakes safely and with
minimum brake wear. This section, in addition to describing the brake system, points out oper-
ating and servicing procedures.
GENERAL
The landing gear system section presents a The wheel brake system section presents a
description and discussion of the landing gear description and discussion of the wheel brake
system, landing gear controls, and system limita- system. Correct use of the primary braking sys-
tions. Landing gear indicating and warning tem and parking brakes is described. An
systems and alternate landing gear extension overview of the brake system, brake deice sys-
operations are also described. In addition, this tem, and brake inspection procedures is also
section is followed by a discussion of the stan- presented.
dard manual and optional power steering systems.

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LANDING GEAR Operation

The upper ends of the drag braces and two points
LANDING GEAR ASSEMBLIES on the shock struts are attached to the airplane
structure. When the gear is extended, the drag
braces are rigid components of the gear
Components assemblies.
Each landing gear assembly (Figures 14-1 and The landing gear incorporates Beechcraft air/oil
14-2) consists of a shock strut, torque links, drag shock struts that are filled with both compressed
brace actuator, wheel and tire, and brake assem- air and hydraulic fluid. Airplane weight is borne
bly. A shimmy damper is mounted on the right by the air charge in the shock struts. At touch-
side of the nose gear assembly on all aircraft with down, the lower portion of each strut is forced
manual steering systems. Brake assemblies are into the upper cylinder; this moves fluid through
located on the main gear. an orifice, further compressing the air charge and
thus absorbing landing shock. Orifice action also
reduces bounce during landing.
Figure 14-1 Main Gear Assembly Figure 14-2 Nose Gear Assembly

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A torque link connects the upper and lower por- The main gear doors are hinged at the sides and
tions of the shock strut. The torque link allows are spring-loaded to the open position. As the
strut compression and extension but resists rota- landing gear is retracted, two rollers on each
tional forces, thereby keeping the wheels aligned main gear engage the door actuating cams, pull-
with the longitudinal axis of the airplane. On the ing the doors closed (Figure 14-3). When the
nose gear, the torque link also transmits steering landing gear doors are closed, they cover the top
motion to the nosewheel, and nosewheel shimmy braces of each landing gear. The lower portion of
to the shimmy damper. the tires remains exposed when the main gear
doors are closed.
The shimmy damper (manual steering system
only) is a balanced hydraulic cylinder that bleeds
fluid through an orifice to dampen nosewheel HYDRAULIC LANDING GEAR
shimmy.
The retractable tricycle landing gear is electri-
cally controlled (Figure 14-4) and hydraulically
WHEEL WELL DOOR actuated (Figure 14-5). The individual landing
MECHANISMS gear actuators incorporate internal mechanical
downlocks to hold the gear in the fully extended
The nose gear door is hinged at the front and is position. The landing gear is held in the retracted
connected to the nose gear brace with two links. position by hydraulic pressure.
When the landing gear is retracted, the door is
pulled closed, and when it is extended, the door
is pushed open.
Figure 14-3 Main Gear Door Mechanism

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Figure 14-4 Landing Gear Electrical Circuitry
Figure 14-5 Hydraulic Landing Gear Plumbing Schematic

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Hydraulic pressure is supplied by a hydraulic LANDING GEAR EXTENSION

powerpack located inboard of the left nacelle and AND RETRACTION
forward of the main spar. A hydraulic fill can
located in the left center wing section supplies The landing gear is extended and retracted by a
hydraulic fluid to the reservoir in the power pack. hydraulic powerpack in conjunction with hydrau-
A dipstick in the fill can provides for a visual lic actuators located at each landing gear (Figure
check of the fluid level (Figure 14-6). 14-7). The hydraulic powerpack (Figure 14-8)
consists of a hydraulic pump, a 28-VDC motor, a
Electrically actuated control valves route the flow two-section fluid reservoir, filter screens, a four-
of hydraulic fluid to the individual gear actuators. way gear selector valve, an up and down selector
The landing gear control switch provides electri- solenoid, a fluid level sensor, and a retract pres-
cal power to the control valves. sure switch.
To prevent accidental landing gear retraction, a The landing gear can also be extended manually
safety switch (squat switch) on the right main land- with a hand-operated pump. The pump handle is
ing gear interrupts power to the landing gear motor located on the floor between the pilot’s seat and
when weight is on the wheels. The safety switch the pedestal.
also provides power to a solenoid-operated latch
which secures the landing gear control handle in the Hydraulic lines for normal extension and retrac-
down position while the aircraft is on the ground. tion are routed from the powerpack to the nose
and main gear actuators. Hydraulic fluid for man-
ual gear extension is routed from the hand pump
to the nose and main gear actuators through an
independent system of tubing. The normal and
manual extension lines are connected separately
to the upper end of the nose gear actuator and to
the lower end of the main gear actuators.
The hydraulic lines for gear retraction are fitted
to the lower end of the nose gear actuator and to
the upper end of the main gear actuators.
Hydraulic pressure is generated by the power-
pack pump and supplied to actuator pistons
which are attached to the drag braces; thus the
gear is retracted and extended by hydraulic
pressure.
When the actuator pistons have fully extended
the landing gear, internal mechanical locks in all
three actuators secure the gear in the down posi-
tion. The internal locking mechanisms energize
the actuator downlock switches, interrupting
electrical current to the hydraulic pump motor.
The pump motor will continue to operate until all
three landing gears are down and locked.
When the red gear-in-transit lights in the LDG
GEAR CONTROL handle are extinguished, and
all three green GEAR DOWN, NOSE–L–R indi-
Figure 14-6 Checking Hydraulic Fluid cators are illuminated, the landing gear is in the
Level fully down and locked position.

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Figure 14-7 Hydraulic Landing Gear Schematic
Moving the landing gear control handle up ener- The landing gear control circuit is protected by a
gizes a solenoid mounted on the powerpack. As the 2-ampere circuit breaker located on the pilot’s
solenoid is powered, the gear selector valve is inboard subpanel. Power for the pump motor is
actuated, allowing hydraulic fluid to flow to the supplied through the landing gear motor relay
retract side of the actuators. The actuators unlock and a 200-ampere current limiter (UB-1 through
when 200 to 400 psi of hydraulic pressure is UB-36), or a 60-ampere relay circuit breaker
applied to the retract port of the actuators. The gear (UB-37 and after). The motor relay and circuit
selector valve is energized in either the up or the protection are located in the left nacelle power
down position of the landing gear control handle. distribution panel. Electrical current through the
2-ampere circuit breaker and through the down-
Hydraulic system pressure holds the landing gear lock switches energizes the motor relay.
in the retracted position. When hydraulic pres-
sure reaches approximately 2,775 psi, the retract The landing gear powerpack is powered off the
pressure switch will cause the landing gear relay center bus, and when activated, the battery bus tie
to open, interrupting electrical current to the HED is momentarily desensitized to prevent
pump motor. The same pressure switch will actu- inadvertent opening of the battery bus tie during
ate the pump motor if hydraulic pressure drops landing gear operation.
below approximately 2,320 psi.

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Figure 14-8 Hydraulic Landing Gear Powerpack
During gear extension or retraction, if the power- If the low fluid annunciator illuminates in flight,
pack motor runs longer than 16 ±0.5 seconds, a the gear can be extended with the normal system
time delay will open the pump motor relay and upon reaching the destination. After the aircraft
stop the motor. This action also shorts out the 2- is on the ground, the hydraulic fluid level should
ampere control circuit and trips the LANDING be checked visually with the dipstick in the fill
GEAR RELAY circuit breaker. can. If the landing gear fails to extend normally,
the gear can be extended with the alternate exten-
sion system.
HYDRAULIC FLUID LEVEL
INDICATION SYSTEM
An annunciator placarded “HYD FLUID LOW”
(Figure 14-9) in the caution annunciator panel is
illuminated whenever the hydraulic fluid level in
the landing gear powerpack reservoir is low. The
fluid level sensor inside the powerpack senses the
level of light within the reservoir, and provides
the signal which illuminates the annunciator. The
annunciator and the low level sensor can be tested
by pressing the annunciator PRESS TO TEST
button on the glareshield. The system is operating
correctly when the annunciator is illuminated
within four seconds after pressing the button. Figure 14-9 Hydraulic Fluid Low Indicator

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LANDING GEAR CONTROLS weight is off the gear, the downlock mechanism
is automatically unlocked as power is applied to
The landing gear powerpack pump motor is con- the solenoid. If the solenoid or the safety switch
trolled by the landing gear handle on the pilot’s circuit malfunctions, press downward on the
right subpanel (Figure 14-10), placarded “LDG DOWN LOCK REL button to manually release
GEAR CONTROL–UP–DN.” The handle must the mechanical latch. The release button is
be pulled out of a detent before it can be moved located left of the landing gear control handle.
up or down.
Although landing gear safety devices have been
The safety switch (Figure 14-11) on the right installed to prevent inadvertent gear retraction,
main gear torque link opens the landing gear con- the handle should not be moved out of the down
trol circuit when the oleo strut is compressed. position while the airplane is on the ground. If
This switch also breaks power to a solenoid to the handle is moved UP when weight is on the
activate a mechanical latch which secures the gear, the landing gear warning horn will sound
control handle in the down position when the air-
plane is on the ground. After takeoff, when
Figure 14-10 Landing Gear Control Switch Figure 14-11 Safety Switch
Handle

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intermittently, and the red warning lights in the lights, two for the nose and one each for the left
control handle will be illuminated (when the or right main gear, are illuminated to indicate the
MASTER SWITCH is ON). When the handle is down and locked position of that particular gear.
returned to the DN position, the red lights will be Absence of illumination indicates that a gear is
extinguished, and the warning horn will be UP or unlocked (Figure 14-13). The green posi-
silenced. tion indicator lights may be tested by pushing on
the light housing. Any of the four bulbs can be
replaced with any other annunciator bulb after
POSITION INDICATORS removing the housing from the subpanel (Series
UA, UB, UC); on the UE Series, the lights may
Landing gear position is indicated by a single be tested by pressing the annunciator test switch.
unit containing three green annunciators located Removal of the assembly requires a special tool
on the pilot’s right subpanel (Figure 14-12). The that is supplied with the aircraft loose equipment.
annunciator is marked “NOSE–L–R.” Four
Figure 14-12 Landing Gear Position Indicator Assembly
Figure 14-13 Landing Gear Position Indicator—No Illumination

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Two red, parallel-wired indicator lights in the Each gear up-position switch is located in the
landing gear control handle are illuminated when upper portion of the wheel wells. When the gear
the gear is in transit (Figure 14-14) or unlocked. is fully retracted, the up-position switch is acti-
In addition, if the landing gear aural warning vated, opening the circuit from the control
horn has been actuated, the red lights will be illu- handle warning lights to ground. As soon as the
minated. If the horn has been silenced with the gear begins to extend, the up-position switch
warning horn silence button, the red handle lights provides a path to ground, illuminating the red
will continue to be illuminated until the landing lights in the gear control handle. The lights go
gear is in a safe configuration. When the gear is out when the drag brace on each landing gear
UP or DN and locked, the red lights should be actuates its respective down-position switch. All
extinguished. The red warning lights may be three gears must be down and in contact with the
checked by pressing the HDL LT TEST button down-position switches to extinguish the red
(Figure 14-15) adjacent to the landing gear con- warning lights.
trol handle.
Figure 14-14 Landing Gear Control Switch Handle and Red In-Transit/Unsafe Indicator
Figure 14-15 Landing Gear Handle Light Test

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When illuminated, the red lights in the landing CONTROL handle. The lights in the LDG
gear control handle indicate one or all of the fol- GEAR CONTROL handle will remain illumi-
lowing conditions: nated until the landing gear is down and locked,
or until the power levers are advanced. Advanc-
● Landing gear handle is in the UP position ing the power levers above 84 to 86% N1 rearms
and the airplane is on the ground with the landing gear warning system.
weight on the landing gear.
With the flaps beyond the APPROACH position,
● One or both power levers are retarded the warning horn and landing gear switch handle
below approximately 84 to 86 ±1% N1, lights will be activated regardless of power lever
and one or more landing gears are not position. In this configuration, neither the lights
down and locked. Aural warning horn nor the horn can be canceled with the warning
will sound. horn silence button.
● Any one or all three landing gears are not
in the fully retracted or down-and-locked MANUAL LANDING GEAR
position. EXTENSION
● Warning horn has been silenced with the A hand pump, placarded “LANDING GEAR
warning horn silence button with the gear ALTERNATE EXTENSION” (Figure 14-16), is
unsafe for landing. located on the floor between the pilot’s seat and
the pedestal. The pump is located under the floor,
Thus, the function of the landing gear handle below the handle, and is used when manual
lights is to indicate that the landing gear is in extension of the gear is required. The hand pump
transit, the position of the landing gear does not manually provides hydraulic pressure to the land-
agree with that of the handle, or the landing gear ing gear system. The landing gear cannot be
warning horn has been silenced and not rearmed. retracted manually in flight.
The gear handle lights, gear-down indicators, and

warning horn systems are completely indepen-
dent of each other. A malfunction in any one
system should leave the other two systems
unaffected.
LANDING GEAR WARNING

SYSTEM
The landing gear warning system is provided to
warn the pilot when the landing gear is not down
and locked. The warning system is intercon-
nected with flap position sensing.
When the flaps are UP or at APPROACH, and
either or both power levers are retarded below 84
to 86% N1, the aural warning horn will be acti-
vated (the pilot will hear an intermittent warning
tone), and the red landing gear control handle
lights will be illuminated. The horn can be
s i l e n c e d b y p r e s s i n g t h e WA R N H O R N Figure 14-16 Landing Gear Alternate
SILENCE button adjacent to the LDG GEAR Extension Placard

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To operate the system, first pull the 2-ampere If all three green lights are not illuminated, or if
LANDING GEAR RELAY circuit breaker (Fig- the red light remains illuminated in the handle,
ure 14-17) below and to the right of the landing the landing gear should be considered to be
gear control handle, and place the control handle unsafe. If this situation occurs after manually
in the DN position. This ensures that power is extending the gear, the handle should not be
removed from the landing gear powerpack motor stowed, and the pilot should ensure that sufficient
circuit. Then remove the pump handle from the resistance remains on the pump handle, indicat-
securing clip, and pump the handle up and down ing pressure in the hydraulic system.
until the green NOSE–L–R gear-down indicator
lights are illuminated and further resistance is felt. After a practice manual extension of the landing
Approximately 80 up-and-down strokes will be gear, the gear may be retracted by pushing the
required to move the gear to the down and locked LANDING GEAR RELAY circuit breaker in and
position. Finally, place the handle in the fully moving the LDG GEAR CONTROL handle to
down position, and secure it in the retaining clip. the UP position.
WARNING
HYDRAULIC SCHEMATICS
The hydraulic system schematics shown in this
If for any reason the green section are for gear extended, gear retracted,
NOSE–L–R gear-down indicator does hand pump alternate extension, and maintenance
not illuminate (e.g., in the case of an retraction modes. Power is shown available to the
electrical system failure), continue contacts of the landing gear power relay.
pumping until sufficient resistance is
felt to ensure that the gear is down and
locked. After an alternate landing gear Landing Gear Retraction
extension has been made, do not move
any other landing gear controls or reset When the aircraft is airborne, the pilot selects
any switches or circuit breakers until GEAR UP. This completes the circuit from the
the airplane is on jacks and the cause gear selector switch to the retract pressure switch
of the malfunction has been deter- (Figure 14-18). The pressure switch closes, com-
mined. The failure may be in the gear- pleting the circuit to the gear-up switch and to the
up circuit, and the landing gear could landing gear remote power relay.
retract on the ground.
Figure 14-17 Landing Gear Relay Circuit Breaker

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Figure 14-18 Landing Gear Retraction Schematic

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When the power relay closes, electrical power is Electrical power is also supplied to the selector
provided to the powerpack pump motor. Electri- valve solenoid to route hydraulic fluid to the
cal power is also routed from the pressure switch extend side of the actuators.
to the hydraulic selector valve up-and-down sole-
noid. Power to this solenoid moves the selector Hydraulic pressure pushes the gear down until all
valve to the up position, and routes hydraulic three gear actuator downlock switches are
fluid to the retract side of the gear actuator. Dur- depressed. When all three gears are down and
ing retraction hydraulic pressure in the retract locked, the control circuit to the pump motor is
line increases until reaching approximately 2,775 deenergized, and the pump motor stops. Notice
psi. The retract pressure switch then opens, inter- that no pressure switches are involved. The pump
rupting the power circuit to the pump motor, does not cycle when the landing gear is in the
stopping the hydraulic pump. If the pressure down-and-locked position, and hydraulic pres-
switch fails to interrupt power to the motor sure is not maintained after the downlocks have
within 16 ±0.5 seconds after the gear retraction actuated. Internal mechanical downlocks in each
cycle has begun, a timer will open the power cir- actuator hold the gear in the extended position.
cuit to the motor. A normal retraction cycle is
completed in approximately six seconds.
Hand Pump Alternate Extension
In flight, due to normal hydraulic pressure leak-
down, the retract pressure switch closes periodi- Hydraulic fluid is pumped from the secondary
cally. As pressure drops to approximately 2,320 reservoir by the hand pump and routed through
psi, the powerpack pump motor is reenergized to the service valve to the extend side of each actua-
restore the retract pressure needed to hold the tor through alternate extension hydraulic lines
gear up. Since there are no mechanical uplocks in (Figure 14-20). Note that the alternate system is
the landing gear system, pressure is maintained completely independent of the normal extension
between approximately 2,320 to 2,775 psi to system.
keep the gear in the retracted position. An accu- For manual extension, electrical power to the
mulator, precharged to 800 psi, located in the left powerpack pump motor is removed. The landing
wheel well, aids in maintaining pressure in the gear control handle is in the down position, and
retract mode. the control relay circuit is deenergized by pulling
the 2-ampere control circuit breaker. When the
Landing Gear Extension landing gear has extended fully, the actuator
downlocks secure the gear in the down position,
When the landing gear power relay is open, and the green gear down-and-locked annuncia-
power is supplied through the 2-ampere control tors will be illuminated. For detailed operational
circuit breaker, to the landing gear control procedures, refer to Landing Gear Manual Exten-
switch, and to the three downlock switches. In sion in the Abnormal Procedures section of the
Figure 14-19, each gear is depicted as down and POH/AFM.
locked; the three downlock switches are open
with no current passing through them. This is the
status of the system after a normal gear
extension.
For normal gear extension, GEAR DN is selected
with the landing gear control handle, completing
the circuit from the landing gear control to all
three actuator downlock switches, through the
service valve, and finally to the landing gear
power relay. The power relay closes and provides
a power circuit to the powerpack pump motor.

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Figure 14-19 Landing Gear Extension Schematic

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Figure 14-20 Hand Pump Emergency Extension Schematic

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TIRES Left Main Gear Squat Switch

● Stall vane heat control
Series UA, UB, and UC
● Nosewheel steering disconnect—manual
The nose landing gear wheel is equipped with a steering system only
single 19.5 x 6.75 x 8, 10-ply-rated, tube-type
rim-inflation tire. The nose tire should be inflated ● Power steering system connect/disconnect
to 60 psi +3/–0.
● Pressurization system—preset and dump
Each main landing gear wheel is equipped with a
22 x 6.75 x 10, 8-ply-rated, tubeless, rim-infla- solenoid valves
tion tire. For increased service life, 10-ply-rated ●
tires of the same size may be installed on the Flight hourmeter ground path
main gear wheels. The main wheel tires are
inflated to 95 psi +5/–0. Left Main Gear Drag Brace
Switch
Series UE ● Brake deice time-delay sequencing
The nose gear wheel is equipped with a single
● Power steering system connect/disconnect
19.5 x 6.75-8, 10-ply-rated tubeless tire. The
nose tire should be inflated to 60 psi +5/–0. Main
● Gear-extended signal for green light
landing gear wheels are equipped with 22 x 6.75-
10, 10-ply-rated tubeless tires. The main wheel
tires should be inflated to 97 psi +5/–0.
Left Main Gear Actuator Switch
Maximum tire speed is increased from 160 to ● Landing gear powerpack motor relay and
190 mph. selector valve
● Gear-locked signal for green light
SHOCK STRUTS
Shock struts should always be properly inflated.
Do not over- or under-inflate, and never tow or Right Main Gear Squat/Safety
taxi an aircraft when any strut is flat. Correct Switch
inflation is approximately 5.12 to 5.6” for the ●
main strut, and 5.25 to 5.75” for the nose strut. Power steering system—“MAIN STEER
FAIL” power
LANDING GEAR OPERATING ● Ground idle low-pitch stop system

LIMITS ● Landing gear powerpack motor relay and
Consult current issue of POH/AFM for landing selector valve
gear operating limits.
● Gear handle downlock solenoid
LANDING GEAR SWITCH
CIRCUITS
The following list will better acquaint the pilot
with the various circuits controlled by the land-
ing gear switches.

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Right Main Gear Drag Brace Since pedal motion is transmitted to the rudder
Switch through cables and linkage, rudder deflection
occurs when steering force is applied to the rud-
● Gear-extended signal for green light der pedals. Therefore, an electrical actuator and
cam are incorporated into the steering linkage to
● Air conditioner system—condenser blower remove nosewheel steering from the rudder ped-
ground als while the airplane is in flight. After liftoff,
nosewheel steering is automatically discon-
nected. The nosewheel is self-centering upon
Right Main Gear Actuator retraction.
Switch
When force on the rudder pedal is augmented
● Gear locked and signal for green light with differential power and braking, nosewheel
deflection can be increased to its full range
of 63°.
Nose Gear Drag Brace Switch
● Antiskid system—ground for pressure POWER STEERING SYSTEM
switch
(AIRIGHT)—SERIES UA AND UB
● Gear-extended signal for green light
The optional power steering system consists of
an electric motor-driven hydraulic pump, hydrau-
Nose Gear Actuator Switch lic actuator, and servo valve assembly with
electronic controls. The shimmy damper, stan-
● Gear locked and signal for green light dard with conventional nosewheel steering, is
deleted when power steering is installed.
Up-Position Switches A rotary actuator is mounted on top of the nose
● In-transit/unsafe light control gear assembly to rotate the nose gear shock strut
and steer the nosewheel. The actuator consists of
a two-position solenoid arming valve, a servo
valve, a pressure-activated selector valve, and
NOSEWHEEL STEERING two pistons. A pump and motor assembly located
in the left wheel well supplies hydraulic pressure
Either of two systems are available to provide to drive the actuator. Hydraulic fluid for the
nosewheel steering for the 1900 Airliner. power steering pump is contained in the landing
Although manual steering is standard equipment, gear powerpack primary reservoir.
most of the aircraft have been provided with the
optional power steering system. The steering command potentiometers, mounted
on the rudder pedals, transmit input from either
pilot’s rudder pedals to the power steering signal
MANUAL STEERING SYSTEM amplifier.
In airplanes with manual steering, direct linkage The nose gear follow-up potentiometers, above
to the rudder pedals permits nosewheel steering the nose gear assembly, monitor the nose gear
when the nose gear is down. One spring-loaded turning action and relay this information to the
link in the system absorbs some of the force signal amplifier. The amplifier then transmits
applied to any of the interconnected rudder ped- these electrical signals to the actuator servo
als until the nosewheel is rolling. When the nose valve, which controls hydraulic pressure to either
wheel begins to roll, the resisting force side of the nose gear rotary actuator as com-
decreases, allowing more pedal motion to result manded by the pilot’s rudder pedal steering input.
in more nosewheel deflection.

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Power Steering Control Switch TAXI Steering Mode

The power steering control switch is located on When the power steering control switch is in
the lower pedestal and has three positions: OFF, TAXI, 10° of power steering is available to the
TAXI, and PARK (Figure 14-21). The power nosewheel after pressing the power steering acti-
steering activation switch is mounted on the left vation switch.
power lever. The power steering control switch
must be in TAXI or PARK, and the power steer- Caster Mode
ing activation switch must be pressed for power When power steering is not selected or if it
steering to be operative. If not activated by the becomes inoperative, the nosewheel operates in
power lever switch, the steering actuator will the caster mode. The pilot may use rudder, brak-
remain in the caster mode. When castering, the ing, and differential power as required to
actuator acts as a shimmy damper. maintain directional control. Power steering can
be turned off with the control switch, or it can be
Steering Modes immediately disconnected by rapidly moving
both power levers forward momentarily above
The power steering system provides two steering 91% N1.
modes: TAXI and PARK.
Annunciator System
PARK Steering Mode
When the power steering control switch is in A PWR STEER FAIL annunciator in the cau-
PARK, the power steering system provides 63° of tion/advisory panel will be illuminated if
nosewheel steering when activated (Figure hydraulic pressure in the power steering system
14-22). PARK is a solenoid-held switch position. falls below 650 psi, or if an electrical fault is
If both power levers are advanced beyond 91% Nl, sensed when the gear is down and locked with
the control switch will revert to the TAXI posi- the power steering control switch in TAXI or
tion, and the system will then be inoperative. PARK.
Figure 14-21 Power Steering Controls—Series UA and UB

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Figure 14-22 Power Steering System Schematic—Park and Taxi Mode

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A MAN STEER FAIL annunciator in the cau- Steering Control Circuits

tion/advisory panel illuminates if the rotary
actuator selector valve is in the power steering The power steering control circuit is protected by
mode and: a 5-ampere circuit breaker located on the copi-
lot’s circuit-breaker panel. Power for the power
● The airplane is on the ground with the steering pump motor is supplied through the
power steering control switch OFF. power steering motor relay and 35-ampere lim-
iter. The motor relay, two-position solenoid
● The airplane is on the ground with the valve, and actuator arming valve are energized
control switch in TAXI or PARK and the simultaneously by current from the control relay.
activation switch off. The control relay is energized by the power steer-
ing control switch and is grounded through the
● The airplane is in flight with the control locking relay and power steering activation
switch in OFF or TAXI and the landing switch on the left power lever.
gear extended.
The locking relay will retain the ground circuit
● The airplane is in flight with the control through the steering disconnect switches as long
switch in TAXI and the landing gear as either power lever is retarded below 89% N1.
retracted. Once both power levers are advanced beyond
91% N1, the control relay is disconnected.
Power Steering Fault Protection When the airplane leaves the ground, the left
main gear drag brace switch and the left and right
The power steering system is protected from main gear safety switches open the control cir-
electrical failures in the control system by auto- cuit, automatically disconnecting power steering.
matic disconnect devices. If power steering
becomes inoperative due to an electrical fault in
the system, the power steering control amplifier POWER STEERING SYSTEM
will open. Power steering then reverts to the (DECOTO)—SERIES UC AND UE
caster mode, and the PWR STEER FAIL annun-
ciator will be illuminated. Beginning with the UC series, and including the
UE series aircraft, an improved power steering
If uncommanded steering occurs at any time, system was introduced. This new electrically
power steering will be automatically discon- controlled, hydraulically operated system has
nected, and the PWR STEER FAIL annunciator many basic operating similarities of the older
will be illuminated. system but includes a number of hardware and
limitation changes. The Decoto system provides
If power steering does not disconnect when the two modes of operation: a TAXI mode, ±15°
control switch is placed in the OFF position, or from center, and a PARK mode with a ±55° from
when the power levers have been advanced with center limitation.
power steering selected, the MAN STEER FAIL
annunciator will be illuminated. If this should This power steering system is electronically con-
occur, power steering should be selected, and trolled and hydraulically actuated, with no
takeoff is not authorized. mechanical connection between the rudder ped-
als and the nose gear. The system has three
The fault protection system can be tested with the modes of operation: unpowered caster mode,
power steering test switch on the pedestal, powered TAXI mode providing ±15° of nose
located next to the power steering control switch. gear travel, and powered PARK mode providing
The complete test procedure is in the After Start- ±55° of nose gear travel.
ing engines checklist in the Normal Procedures
section of the POH/AFM.

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The system consists of a hydraulic actuator PARK–TAXI located on the pedestal, and then
mounted atop the nose gear strut, a hydraulic pressing the power lever steering switch on the
pump and associated plumbing in the nose wheel left power lever (Figure 14-23). The system will
well, and an electronic amplifier with associated remain on as long as either power lever is in the
circuitry located under the copilot’s seat. low-power position. If both power levers are
Hydraulic fluid is supplied from the brake reser- advanced above approximately 89 to 91% N1, the
voir in the nose avionics compartment. power steering system is disengaged, and if the
mode switch is in PARK, will automatically
The system may be operated by turning the move to the TAXI position. The power steering
power steering switch ON, selecting either the system should not be used for any purpose other
TAXI or PARK mode, using the two-position than parking or taxiing the airplane.
toggle switch placarded “POWER STEERING
Figure 14-23 Power Steering Controls—Series UC and UE

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A green annunciator (PWR STEER ENGA) is As with any airplane, proper traction and braking
provided on the caution/advisory annunciator control cannot be expected until the landing gear
panel to indicate when the system is engaged and is carrying the full weight of the airplane. Exces-
operating. sive tire wear can be prevented by using extreme
care to control skidding when applying brakes at
Two amber annunciators on the caution/advisory high speeds. Braking should be applied smoothly
panel are provided to caution the pilot that an and evenly to the end of ground roll.
abnormal power steering condition exists. An
illuminated PWR STEER FAIL annunciator indi-
cates an electrical failure or low system hydraulic BRAKE SYSTEM
pressure. An electrical failure will cause the sys-
tem to deactivate, while low hydraulic pressure The dual brakes are plumbed in series (Figure
will cause sluggish response but will still permit 14-24). The pilot’s master cylinders are plumbed
system operation. An illuminated MAN STEER through the copilot’s master cylinders, thus
FAIL annunciator indicates that the nose gear has allowing either set of pedals to perform braking
not returned to the caster mode after attempted action, eliminating the need for shuttle valves.
disengagement of the power steering system. In The effect of the brakes is cumulative; neither
the MAN STEER FAIL condition, the nosewheel pilot has exclusive control.
will remain in the position existing when power
was removed. In this circumstance, steering will PARKING BRAKE
only be available with power steering turned on.
The parking brake holds hydraulic pressure in the
Refer to the 1900 Airliner POH (Series UC-1 and brake lines through a set of check valves (Figure
after) or 1900D AFM (Series UE-1 and after) for 14-25). Dual parking brake valves are installed
operating instructions on this system. adjacent to the rudder pedals between the master
cylinders of the pilot’s rudder pedals and the
wheel brakes. Control for parking brake valves is
WHEEL BRAKES on the center pedestal. To set the parking brake,
depress brake pedals to build up pressure in the
The main landing gear wheels are equipped with brake system, depress the button in the center of
dual, multidisc, hydraulic brakes, actuated by toe the parking brake control, and pull the control
pressure on the rudder pedals (Figure 14-24). handle up. This procedure closes both parking
Depression of either set of pedals compresses brake valves simultaneously.
piston rods in master cylinders attached to the
pedals. Hydraulic pressure, resulting from move- Parking brake valves will retain the pressure pre-
ment of pistons in the master cylinders, is viously applied to the system. The parking brake
transmitted through flexible hoses and fixed alu- can be released by depressing pilot or copilot
minum tubing to disc brake assemblies on the pedals (to equalize the pressure on both sides of
main landing gear. The pressure forces brake pis- the valves) and pushing down the parking brake
tons to press against the linings and discs of the handle (to allow the parking brake valve to open).
brake assembly.
To avoid damage to the parking brake system,
Each rudder pedal is attached to its own master tires, and landing gear, the parking brake should
cylinder. The pilot’s and copilot’s right rudder be left off, and wheel chocks should be used to
pedals control the right brake. Similarly, the secure the airplane for extended periods. The
pilot’s and copilot’s left rudder pedals control the parking brake system is designed to be used for
left brake. Differential braking can be used for temporary parking only, since it is not thermally
taxiing and maneuvering on the ground. Either protected. Ambient temperature changes can
pilot can operate the brakes without taking exclu- expand or contract brake fluid, causing excessive
sive control over braking action. brake pressure or too little pressure. Excessive
pressure may cause difficulty in releasing the

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parking brake, and low pressure can cause brake compartment door on the right side of the aircraft
release, resulting in potential damage to the (Figure 14-26). The brake fluid reservoir is on the
aircraft. upper left side of the compartment.
Brake system servicing includes maintaining
BRAKE SYSTEM SERVICING hydraulic fluid level in the reservoir. A sight gage
and dipstick are used to observe fluid level. When
Brake fluid is supplied to master cylinders from a the reservoir is low, add MIL-H-5606 hydraulic
reservoir accessible through the nose avionics fluid to fill the reservoir to the full mark on the
Figure 14-24 Brake System—Left Brake Applied

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dipstick. Before flight, check all hydraulic land- BRAKE WEAR LIMITS
ing gear connections for signs of leaks.
To check brakes for wear, set the parking brake
Brakes are equipped with automatic brake adjust- and measure the distance between the lining
ers. Automatic adjusters reduce brake drag, assembly and the piston housing (Figure 14-27).
thereby allowing unhampered roll. Airplanes When this distance measures 0.34 inch or more,
with automatic adjusters tend to exhibit a softer the brake lining should be replaced.
pedal and a somewhat longer pedal stroke.
Figure 14-25 Brake System—Parking Brake Set

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BRAKE DEICE SYSTEM

A brake deice system is also installed (Figure
14-28). This system routes bleed-air heat into a
distributor manifold attached to each brake. A
lever-locked switch on the pilot’s subpanel,
labeled “BRAKE DEICE,” activates the system
(Figure 14-29). This switch opens two shutoff
valves, permitting hot bleed air to enter the dis-
tributor manifolds for brake deicing. When the
valves are open, the green L and R BK DEICE
ON annunciators will be illuminated.
The brake deice system may be operated as
required on a continuous basis with the landing
gear extended. However, if the BRAKE DEICE
switch is not turned off manually after the land-
ing gear has been retracted, a timer automatically
turns off the brake deice system. A complete
description of the brake deice system is in Chap-
ter 10, “Ice and Rain Protection,” of this training
manual and in the POH/AFM Supplements
section.
Figure 14-26 Brake Fluid Reservoir
Figure 14-27 Brake Wear Diagram

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Figure 14-28 Brake Deice System

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conditions cannot be avoided while taxiing, keep

flaps retracted to avoid throwing snow or slush
into flap mechanisms and to minimize potential
damage to flap surfaces.
Refer to the FAA-approved Brake Deicing Sys-
tem in the POH/AFM for Emergency, Abnormal,
and Normal Operation of the system.
ANTISKID SYSTEM
The antiskid system provides a power brake
mode for normal braking applications and an
antiskid mode for maximum braking perfor-
mance. In the power brake mode, brake pedal
feel is much stiffer and master cylinder pressure
is boosted, once it exceeds a preset level, to
assist the pilot in braking effort. In the antiskid
mode the above characteristics are combined
with an antiskid control system to provide maxi-
mum stopping performance on a dry or reduced-
friction runway while protecting the tires from
undue scuffing or blowout. Both modes are
available when the antiskid switch is turned ON
and the landing gear is down.
The antiskid system is self-contained and com-
pletely independent of any other system except
for electrical power. The pilot control equipment
consists of one two-position antiskid switch
located on the console and an annunciator
labeled “ANTI-SKID FAIL” to indicate a failure
in the antiskid system (Figure 14-30).
Figure 14-29 Brake Deice Controls The objective of the antiskid system is to closely
approach, but not reach, the brake pressure which
would produce a skid. This pressure is not con-
stant and varies continuously during any braking
COLD WEATHER OPERATION process. In operation, the control computer con-
When operating in cold weather, check brakes tinuously monitors wheel speed information that
and tire-to-ground contact for freeze lock-up. is transmitted by the transducers located on each
Before taxi, anti-ice solutions can be used on wheel. When a skid is imminent, the computer
brakes or tires if freeze lock-up has occurred. signals the power brake relay valve which, in
However, do not use anti-ice solutions containing turn, adjusts brake pressure to obtain optimum
oil-based lubricants, because these solutions may braking effectiveness. When skid control is no
decrease brake effectiveness. longer required, the computer reverts to the mon-
itoring mode, and braking forces are totally
When possible, taxiing in deep snow or slush controlled by the pilot.
should be avoided. These conditions can force
snow and slush into brake assemblies. If these

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Figure 14-30 Antiskid Controls
The system incorporates test functions that con- The following caution is included in the
tinuously monitor the system. If electrical faults POH/AFM:
are detected, the annunciator light will inform the
pilot that he does not have antiskid protection. If
the motor-driven pump should fail, the accumula- CAUTION
tor will provide sufficient fluid pressure for
approximately 10 brake applications, after which Do not use conventional differential
the power brake relay valve will revert the system braking techniques to maintain direc-
back to master cylinder control, and the low- tional control during maximum
pressure switch will cause the ANTI-SKID FAIL braking performance. REDUCE the
annunciator to illuminate. pedal force on the side opposite the
desired direction of turn.
Directional control is maintained with rudder
input, nosewheel steering, and, when required, For airliners with the antiskid system installed,
differential braking. A combination of these refer to the Supplements section of the
steering techniques may be used. POH/AFM, Abnormal and Normal Procedures.
Landing performance charts are different with
During periods of medium to maximum braking the antiskid system also, so refer to the Supple-
effort, steering corrections made with conven- mentary information for correct data.
tional differential (or asymmetric) braking
techniques may not produce the desired effect.

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................ 15-1
DESCRIPTION..................................................................................................................... 15-1
FLAP SYSTEM .................................................................................................................... 15-1
ASYMMETRICAL FLAP PROTECTION ......................................................................... 15-4
FLAP AIRSPEED LIMITS (SERIES UA, UB, UC)............................................................ 15-4
FLAP AIRSPEED LIMITS (SERIES UE) ........................................................................... 15-5

ILLUSTRATIONS
Figure Title Page
15-1 Flap Control System .............................................................................................. 15-2

15-2 Flap Control Lever................................................................................................. 15-3
15-3 Flap Position Indicator........................................................................................... 15-3
15-4 Flap System Circuit Breakers—Series UA, UB, UC ............................................ 15-4
15-5 Airspeed Indicator Markings—Series UA, UB, UC ............................................. 15-4

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TABLES
Table Title Page
15-1 Airspeed Indicator Markings—Series UE ............................................................. 15-5

15-2 Airspeed Limitations—Series UE ......................................................................... 15-5

CHAPTER 15
FLIGHT CONTROLS
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INTRODUCTION
Familiarization with the flap system operation and limits is necessary to provide optimum
performance in takeoff, approach, and landing modes. This training unit identifies and describes
flap action so the pilot will understand operation, controls, and limits.
DESCRIPTION FLAP SYSTEM

This chapter presents a description and discus- The flaps, two on each wing, are driven by an
sion of the flap system. The four-segment electric motor through a gearbox mounted on the
Fowler-type flap system, its controls, and its lim- forward side of the rear spar (Figure 15-1). The
its are considered with reference to operation as motor incorporates a dynamic braking system
outlined in the Pilot’s Operating Handbook. through the use of two sets of motor windings,
which help to prevent overtravel of the flaps.

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Figure 15-1 Flap Control System

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The gearbox drives four flexible drive shafts con- operated by a potentiometer driven by the right
nected to jackscrews at each flap. The flaps inboard flap. Flap position limit switches are also
cannot be stopped at an intermediate point. driven by the right inboard flap.
The UE flap system has the following three posi- The flap motor power circuit is protected by a
tions and degrees of travel: UP (0), APPROACH 20-ampere circuit breaker, placarded FLAP
(17), and DOWN (35). The UA/B/C system has MOTOR, located on the right circuit breaker
f o u r p o s i t i o n s , U P ( 0 ) , TA K E O F F ( 1 0 ) , panel (under floor boards - UE) (Figure 15-4). A
APPROACH (20), and DOWN (35). Flap posi- 5-ampere circuit breaker, placarded FLAP IND
tion is registered on an electric indicator on top & CONTROL, for the flap control circuit is also
of the pedestal. located on this panel.
The flaps are operated by a sliding lever located just When the flap handle is placed beyond the
below the condition levers on the pedestal (Figure approach position with the landing gear up, the
15-2). Flap travel, from 0º (up) to 35 º (landing) landing gear warning horn will sound continu-
(down UE), is registered on an electric indicator on ously regardless of power lever position. In this
top of the pedestal near the flap control lever (Fig- configuration, the horn cannot be silenced with
ure 15-3). The flap control has a position detent to the landing gear warning horn silence button.
select 100 flaps for takeoff and 20 º flaps for Returning the flaps to the approach position or
approach (17º UE). Full flap deflection, is equal to extending the landing gear will then silence the
approximately 35º of flap travel. The indicator is gear horn.
Figure 15-2 Flap Control Lever Figure 15-3 Flap Position Indicator

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ASYMMETRICAL FLAP
PROTECTION
Split-flap protection is provided by an asymmet-
rical flap switch system. This switch is rigged to
shut off the flap motor for any out-of-phase con-
dition of approximately three to six degrees
between adjacent flap segments. This switch is
spring-loaded to the normally open position, but
is rigged so that the roller cam holds the switch in
its momentary (closed) position. This provides
electrical continuity to the flap motor when the
outboard and inboard flap segments on both sides
are parallel and in phase with one another.
FLAP AIRSPEED LIMITS

(SERIES UA, UB, UC)
Figure 15-4 Flap System Circuit Airspeed indicator (Figure 15-5) markings show
Breakers—Series UA, UB, UC the maximum speeds and operating ranges of the
flaps (VFE). The open white triangle indicates a
maximum flap speed of 198 KIAS for using the
takeoff flap setting. The maximum speed with
Figure 15-5 Airspeed Indicator Markings—Series UA, UB, UC

flaps at the approach position is 168 KIAS or at (UE-79 and above, and earlier airplanes in com-
the white triangle. The upper limit of the narrow pliance with SB 2512). Airspeed indicator
white arc is the maximum speed permissible with marking are shown in Table 15-2. Airspeed limi-
flaps beyond approach. Beyond the approach tations are show in Table 15-1.
position, the maximum speed is 153 KIAS.
Lowering the flaps will produce these results:
● ATTITUDE—Nose Up
FLAP AIRSPEED LIMITS
(SERIES UE) ● AIRSPEED—Reduced
● STALL SPEED—Lowered
The maximum speed for flaps to the APPROACH
p o s i t i o n ( 1 7 º ) i s 1 8 8 K I A S . B ey o n d t h e
● TRIM—Nose down adjustment required
APPROACH position, the maximum speed is
143 KIAS (UE-1 through UE-78) or 154 KIAS to maintain attitude
Table 15-1 AIRSPEED INDICATOR MARKINGS—SERIES UE
RANGE OR MARKING KIAS VALUE OR RANGE SIGNIFICANCE
Maximum map extension/extended Full-flap operating range. Lower Limit

speed VFE: is the stalling speed (VSO) at maxi-
• Flaps 17° 84-188 mum weight with flaps down (35°)
•Flaps 350 (UE-1 through UE-78 not 84-143 and Idle power.
in compliance with S.B. 2512)
•Flaps 35° (UE-79 and after, and ear-
lier airplanes in compliance with S.B. 84-154
2512)
Table 15-2 AIRSPEED LIMITATIONS—SERIES UE
SPEED KCAS KIAS REMARKS
Maximum map extension/extended speed VFE: Do not extend flaps or operate with
• Flaps 17° 190 188 flaps in prescribed position above
• Flaps 35° (UE-1 through UE-78 not in compli- 145 143 these speeds.
ance with S.B. 2512)
• Flaps 35° (UE-79 and after, and earlier air- 155 154
planes in compliance with S.B. 2512)

CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION ................................................................................................................ 16-1
GENERAL ........................................................................................................................... 16-1
AVIONICS POWER DISTRIBUTION ............................................................................... 16-3
KING SILVER CROWN II EQUIPMENT ......................................................................... 16-7
Audio Control System .................................................................................................. 16-7
Communications Transceiver System .......................................................................... 16-9
VOR/LOC/GS Receiver System................................................................................. 16-10
DME System............................................................................................................... 16-10
RNAV System ............................................................................................................ 16-11
ADF System................................................................................................................ 16-11
COLLINS PRO LINE II EQUIPMENT (SERIES UC) ..................................................... 16-13
NAV System ............................................................................................................... 16-13
DME System............................................................................................................... 16-14
COMM System ........................................................................................................... 16-15
ADF System................................................................................................................ 16-15
Transponder System ................................................................................................... 16-15
DB-407 Audio System................................................................................................ 16-17
Slaved Compass Systems............................................................................................ 16-19
AVIONICS INSTALLATION (SERIES UE).................................................................... 16-22
Cockpit Installation..................................................................................................... 16-23

PITOT-STATIC SYSTEM.................................................................................................. 16-31

Introduction.................................................................................................................. 16-31
Description................................................................................................................... 16-31
Pitot and Static System ................................................................................................ 16-32

ILLUSTRATIONS
Figure Title Page
16-1 Nav/Comm Control Panel—Collins ...................................................................... 16-2

16-2 Avionics Master Switch......................................................................................... 16-2
16-3 Alternative Method of Powering the Avionics Bus............................................... 16-3
16-4 Avionics Master Switch ON/OFF Schematic........................................................ 16-4
16-5 Avionics Buses ...................................................................................................... 16-5
16-6 Inverter Power Supply ........................................................................................... 16-6
16-7 Nav/Comm Control Panel—King Silver Crown II ............................................... 16-7
16-8 King Audio Control System .................................................................................. 16-8
16-9 King Communications Transceiver ....................................................................... 16-9
16-10 King VOR/LOC/GS Receiver ............................................................................. 16-10
16-11 King DME System............................................................................................... 16-10
16-12 King ADF System................................................................................................ 16-11
16-13 Pro Line II NAV Control ..................................................................................... 16-12
16-14 Pro Line II DME Control..................................................................................... 16-14
16-15 Pro Line II Single DME Installation.................................................................... 16-14
16-16 Pro Line II Dual DME Installation ...................................................................... 16-14
16-17 Pro Line II COMM Control ................................................................................. 16-15
16-18 Pro Line II ADF Control...................................................................................... 16-16
16-19 Pro Line II TRANSPONDER Control ................................................................ 16-16
16-20 DB-407 Audio Switching Panel .......................................................................... 16-17
16-21 DB-407 Audio System Diagram.......................................................................... 16-18
16-22 Compass System Connections ............................................................................. 16-19
16-23 Slaved Compass System Block Diagram ............................................................ 16-20

16-24 Collins PN-101 Compass System ....................................................................... 16-22

16-25 EFIS and Controls ............................................................................................... 16-23
16-26 Instrument Panel (Series UE).............................................................................. 16-24
16-27 Attitude and Compass Displays .......................................................................... 16-25
16-28 Compass and Weather Display, Flight Director Controls,
and Course Heading Panel .................................................................................. 16-26
16-29 Radio Magnetic Indicator and Standby Horizon................................................. 16-27
16-30 Altitude Alerter, Cabin Briefing, and Transponder Controls.............................. 16-28
16-31 ADF, Navigation, and Communication Controls................................................ 16-29
16-32 Traffic Alert Collision Avoidance System.......................................................... 16-30
16-33 Pitot and Static System Schematic ...................................................................... 16-31
16-34 Pilot’s Static Air Source Valve ........................................................................... 16-32
16-35 Pitot and Static System Schematic — UB/C....................................................... 16-33
16-36 Pitot and Static System Schematic — UE........................................................... 16-34
16-37 Airspeed Calibration - Alternate System Graph ................................................. 16-35
16-38 Altimeter Correction - Alternate System Graph ................................................. 16-36
16-39 Ice Protection Control Panel ............................................................................... 16-36
16-iv FOR TRAINING PURPOSES ONLY Revision 1

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CHAPTER 16
AVIONICS
INTRODUCTION
Avionics systems, as a vital part of the airplane, are becoming more sophisticated and complex.
These systems lighten the pilot load, particularly during IFR operations. It is therefore impor-
tant for the flight crew to understand how the various nav/comm systems function, and how to
use them effectively. This section describes the standard avionics installation and how it
operates.
GENERAL
The Beechcraft 1900 Airliner avionics controls, the main units typically installed in a 1900 Air-
along with the weather radar, are mounted on an liner will be addressed.
isolation panel in the center of the instrument
panel, easily accessible to the pilot or copilot. The Collins Pro Line II remote-mounted avionics
Individual audio switches, across the top of the package is installed in the Series UC and UE
p a n e l , c o n t r o l a u d i o t o t h e s p e a ke r s o r (Figure 16-1). The Series UE aircraft utilize the
headphones. Collins EFIS-84 four-tube configuration which
will be covered briefly in this section.
The King Silver Crown II line of panel-mounted
avionic equipment is installed on many 1900 Air-
liners. Although not all equipment types in the
Silver Crown II line will be discussed here, all of

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Figure 16-1 Nav/Comm Control Panel—Collins
Figure 16-2 Avionics Master Switch

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AVIONICS POWER in turn is fed from the electrical system tri-

ple-fed bus. It is important to note that in the
DISTRIBUTION event of a dual generator failure, the items
fed by the No. 1 avionics bus would continue
All avionics equipment may be turned on and off to operate for a limited period of time, being
by the avionics master switch (Figure 16-2). In fed directly by the battery.
the event that this switch fails, power may be
restored by pulling the avionics master circuit 2. Items numbered two (e.g., Comm 2, Nav 2,
breaker, located in the upper right corner of the etc.) are fed by the No. 2 avionics bus. The
main circuit breaker panel (Figure 16-3). No. 2 avionics bus is fed by the left generator
bus.
The 1900 Airliner has three avionics buses (Fig-
ure 16-5) to feed DC power to the various types 3. Additional avionic items which are not fed
of avionic equipment. To determine specifically by the previous buses are fed by the No. 3
what equipment is being fed from a specific bus avionics bus. The No. 3 avionics bus is fed by
or power source, refer to the wiring diagram enti- the right generator bus.
tled “DC Power Distribution” which is supplied
with each airplane. There are, however, some During a normal engine starting sequence, as
general rules of thumb which usually apply. For each generator is brought on line, the respective
example: bus tie is closed. Therefore, assuming the avion-
ics master switch is turned ON, all avionics
1. Items numbered one (e.g., Comm 1, Nav 1, systems will receive power from their respective
etc.) are fed by the No. 1 avionics bus, which buses under normal circumstances. Also, when
Figure 16-3 Alternative Method of Powering the Avionics Bus

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Figure 16-4 Avionics Master Switch ON/OFF Schematic

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running equipment checks on the ground with the situation, manually close the bus ties with the
external power switch ON and an APU con- appropriate switch located on the pilot’s outboard
nected, all three avionics buses will be powered. subpanel.
In these instances, the bus ties are automatically
closed (Figure 16-4). As a general rule of thumb, an APU should be
considered essential for running avionic equip-
However, assume the need to make a quick ment on the ground. For electronic flight
ground check of Comm 2, prior to starting instrument system (EFIS) equipped airplanes, the
engines, and without an APU connected. In this avionic equipment and inverters require approxi-
Figure 16-5 Avionics Buses

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mately 50 amperes of current from the battery. AC power is available from either of two 400-Hz
This amount of current drain would deplete the inverters. Under normal circumstances, the No. 1
battery in a short period of time. inverter is fed from the left generator bus and the
No. 2 inverter is fed from the right generator bus
Also, especially with EFIS equipment installed, (Figure 16-6). However, in the event that the
it is desirable to have the avionic nose compart- operating inverter loses power from its appropri-
ment doors removed to allow sufficient cross ate bus, the inverter automatically switches over
ventilation and cooling of the equipment. Partic- to the center bus as its power source.
ularly during practice sessions with the avionic
equipment which exceed 15 minutes in duration.
Figure 16-6 Inverter Power Supply

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KING SILVER CROWN II installed in a King Air will be addressed. For

additional information on each system, please
EQUIPMENT consult the appropriate pilot’s guide.
The King Silver Crown II line of panel-mounted

avionic equipment is installed on many 1900 Air- AUDIO CONTROL SYSTEM
liners (Figure 16-7). Although not all equipment
The KMA 24 audio control system consists of a
types in the Silver Crown II line will be dis-
rotary microphone selector switch, speaker and
cussed here, all of the main units typically
Figure 16-7 Nav/Comm Control Panel—King Silver Crown II

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phone switches for each receiver installed in the appropriate comm receiver must be manually
aircraft, and an integral marker beacon receiver selected each time the microphone selector
with marker beacon lights (Figure 16-8). switch is changed to a different transmitter.
The microphone selector switch connects the Each receiver may be connected to either the
microphone to each transmitter installed on the speaker and/or the phones by pushing the appro-
aircraft. On versions of the KMA 24 which do priate alternate action pushbutton switch to the in
not have the capability of handling audio from a or ON position.
No. 2 ADF, the proper comm receiver audio
switch may be automatically selected by simply The marker beacon receiver has a HIGH (button
pushing either the speaker or phone AUTO pushed in) and a LOW (button out) sensitivity
switch to the ON position and placing the micro- position. The marker beacon lights may also be
phone selector switch to the desired transmitter. tested by pushing and holding the test button in.
A built in photo cell automatically adjusts the
Versions of the KMA 24 which have the lighting intensity depending on ambient lighting
capability of handling audio from a second ADF conditions.
do not have the AUTO buttons and therefore the
Figure 16-8 King Audio Control System

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COMMUNICATIONS volume level. Pulling out this control “opens up”

TRANSCEIVER SYSTEM the receiver squelch circuit, enabling the pilot to
hear weaker stations. This might be an appropri-
The KY 196 is capable of transmitting and ate action when attempting to receive a weak
receiving a frequency range of 118.0 through transmitter from a distance, such as listening to
135.975 MHz in either 25- or 50-KHz an ATIS at a distant point.
steps (Figure 16-9).
The left frequency display indicates the fre-
The large frequency knob changes the frequency quency to which the transceiver is actively tuned.
to the left of the decimal point while the smaller The right display indicates the standby fre-
knob changes the frequency to the right of the quency. In order to transfer or swap the two
decimal point. The smaller knob makes 50 KHz frequencies, the pilot pushes the transfer button
changes when pushed in and 25 KHz changes momentarily. (NOTE: The frequency selector
when pulled out. knob only changes the standby frequency.)
The ON/OFF/VOLUME control switch turns the Transmitter operation is annunciated by the illu-
unit on when rotated clockwise past the initial mination of the letter “T” located between the
detent. Further clockwise rotation increases the active and standby frequencies.
Figure 16-9 King Communications Transceiver

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VOR/LOC/GS RECEIVER DME SYSTEM

SYSTEM The remote-mounted KN 63 DME with the KD1
Operation of the KN 53 (Figure 16-10) is virtu- 572 panel-mounted indicator operates in a
ally identical to that of the KY 196 comm straightforward manner. The indicator is capable
transceiver with the following exceptions: of displaying DME distance, ground speed, and
time-to-station simultaneously (Figure 16-11).
1. Pulling out on the volume control knob acti-
vates the Morse code identification circuit, The mode selector allows the unit to be chan-
thus allowing the “Ident” to be heard through neled by either Nav 1 or Nav 2. Selecting the
the audio system. HLD (hold) position allows the DME to remain
channeled to the previously selected frequency
2. There is no transmit annunciator on this and is annunciated by either H1 or H2 depending
system. on whether Nav 1 or Nav 2 was previously used.
The mode selector also allows the DME to be
turned off.
Figure 16-10 King VOR/LOC/GS Receiver
Figure 16-11 King DME System

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RNAV SYSTEM The BFO circuit, when activated by pushing the

BFO pushbutton to the “in” position, generates a
For operational information on the KNS 81 sys- 1020-Hz tone which will be heard each time the
tem, refer to the appropriate flight manual NDB transmitter is turned on. This allows the
supplement. Morse code to be identified in a normal fashion.
As with the KY 196 comm and KN 53 nav, two
ADF SYSTEM frequencies may be displayed on the KR 87 ADF.
The frequency on the left is always the frequency
The KR 87 ADF (Figure 16-12) has two basic in use, however, the right display window is
modes of operation, ANT (antenna) and ADF. In shared by several different functions. Like the
the ANT mode, the bearing pointer in the comm and the nav, the right window may display
RMI/ADF indicator will not point to the station the standby frequency. However, pushing the
but provides improved audio reception. The ADF FLT/ET alternate action pushbutton changes the
mode is used for navigation purposes, allowing function of the right display window.
the bearing pointer to point to the station. The
ADF mode is selected by pushing the alternate When FLT is annunciated to the right of the right
action pushbutton in, and the ANT mode is display window, the display is being used to dis-
selected by allowing the same pushbutton to play flight time. Initially, the flight timer begins
remain in the “out” position. The selected mode operation when the unit is turned on. Then, dur-
is annunciated on the left side of the ADF ing takeoff, the flight timer is reset to zero and
display. begins counting again when the weight of the air-
craft is off the landing gear “squat switch.” The
This unit incorporates a BFO (beat frequency flight timer continues to operate until the weight
oscillator) circuit which allows non-directional of the aircraft is once again on the landing gear
beacons to be identified which are not modulat- squat switch, at which time the display is “fro-
ing the carrier with audio. These types of stations zen,” and will remain so until power is removed
are sometimes used outside of the United States. or the aircraft takes off again.
Figure 16-12 King ADF System

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Pushing the FLT/ET button again will switch the displayed until the timer reaches zero, at which
right window to display an elapsed time function. time it will revert to a count-up mode of opera-
The elapsed timer may be reset to zero at any tion and will now automatically display the
time by momentarily pushing the SET/RST elapsed time above and beyond that which was
(set/reset) button. Elapsed time will continue to originally set in. Additionally, when the count-
accumulate until the SET/RST button is pushed down mode switches to the count-up mode, the
again or power is removed. right display window will flash for 15 seconds in
order to alert the pilot to the fact that he has gone
The elapsed timer also has a “countdown” mode beyond the originally preset time.
of operation, which may be initiated by holding
the SET/RST button in for approximately three With both the flight and elapsed timer, the dis-
seconds, or until the ET annunciator begins to play will initially be read in minutes and seconds
flash. Now, the countdown time (in minutes and (up to 59 minutes and 59 seconds [59:59]). After
seconds) may be set into the right display by the first hour, these timers will display hours and
rotating the two concentric knobs which are nor- minutes.
mally used to change the frequency. Set the
minutes with the large knob and the seconds with Pushing the FREQ (frequency transfer) button
the small knob. initially changes the right window back to the
standby frequency display. Subsequent pushes of
In order to start the countdown cycle (as when the FREQ button transfers the standby and in-use
passing the final approach fix) push the SET/RST frequencies back and forth (flip-flops).
button. Time remaining will now be continuously
Figure 16-13 Pro Line II NAV Control

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COLLINS PRO LINE II 2. The PREset (standby) frequency may be ini-

tially selected and displayed in the lower
EQUIPMENT frequency window. It may be necessary to
(SERIES UC) cancel the direct tuning mode (described in 1
above) by again holding the ACT pushbutton
for approximately three seconds. Once the
A new series of Collins CTL control heads is PREset frequency is displayed in the lower
used for the nav, comm, ADF, and transponder. window, it may be transferred up to the
The ADF-60 and TDR-90 (ADF and transponder ACTive window by holding the XFR/MEM
units respectively), however, are retained from switch to the XFR position momentarily.
the earlier Collins Pro Line System.
The Pro Line II family presently consists of a 3. Up to four frequencies may be placed into the
VHF comm (VHF-22), a VOR/LOC/GS/MB four channel slots of the memory. This is
receiver (VIR-32), and a DME (DME-42). These done by repeatedly pressing the XFR/MEM
units employ many state-of-the-art features, switch to the MEM position until the desired
including extensive self-diagnostic capabilities channel number appears in the upper
and multiple frequency storage. Some of the fea- (ACTive) window (e.g., CH-1). Now the fre-
tures of this equipment will be described here. quency may be selected using the two
For additional information, see the current Col- concentric frequency select knobs and will be
lins Pro Line II Pilot’s Guide. displayed in the lower (PREset) window.
Once selected, the frequency may be stored
The comm and nav units have many features in by simply pressing the STOre button twice.
common; therefore, we will use the features of Subsequent frequencies/channels may be
the nav (VIR-32/CTL-32) as a building block for stored in a similar fashion.
the comm, which will be described next. Features
common to both will be described under the nav Regardless of the frequency selection method
explanation; differences will be pointed out used, when a new frequency is selected, the com-
under the comm explanation. pare annunciator (labeled ACT) will flash once if,
in fact, the VIR-32 receiver has properly tuned to
the frequency displayed in the active window. If
NAV SYSTEM the compare annunciator continues to flash, a
tuning fault is indicated. The test button should
The VIR-32/CTL-32 nav system is comprised of be pressed momentarily in order to display the
a VOR/localizer receiver, a glide-slope receiver, fault and diagnostic code (see Pilot’s Guide for
and a marker beacon receiver, all contained in further details).
one “black box” located in the nose avionics
compartment. DME hold may be selected by placing the mode
selector switch in the HLD position. This topic
The nav receiver (Figure 16-13) may be tuned to will be further discussed under the topic of DME,
the correct frequency in any one of three ways: to be covered later in this section.
1. The active frequency may be tuned directly
by first holding down the ACT pushbutton for
approximately three seconds. The lower
(PRE set) frequency display will be dashed
out. The two concentric frequency select
knobs will now directly channel the active
frequency. Features such as DME hold, pre-
set channels, etc., are still operable in this
situation.

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DME SYSTEM
By using frequency scanning techniques, the
DME-42 is capable of working with up to three
DME stations simultaneously (Figure 16-14). It
can display DME distance (NM), ground speed
(GS), time to station (MIN), and station identifi-
cation to any one of these stations; however, the
DME stays locked onto all three stations.
In a single DME-42 installation, the three fre-
quencies or channels are connected to the Nav 1
and Nav 2 control heads (CTL-32’s) (Figure
16-15).
In a dual DME-42 installation, the No. 1 DME- Figure 16-14 Pro Line II DME Control
42 is only connected to the No. 1 nav control
head. Likewise, the No. 2 DME-42 is only con-
nected to the No. 2 nav control head. In this
configuration, each DME-42 is purposefully lim-
ited to displaying only two channels (Figure
16-16).
Figure 16-15 Pro Line II Single DME Installation
Figure 16-16 Pro Line II Dual DME Installation

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COMM SYSTEM ADF SYSTEM

In most respects, the VHF-22 COMM works just The ADF control head also works like the nav
like the features previously explained on the control head in many respects, however, the
VIR-32 navigation receiver (Figure 16-17). The modes on the mode selector switch are appropri-
primary differences are as follows: ate to an ADF (Figure 16-18).
1. There are six frequency memory positions Although the ADF utilizes one of the new Pro
instead of four. Line II control heads (CTL-62), the actual ADF
unit is of an older generation and it does not dis-
2. In place of the HLD annunciator, there is a play test codes.
TX (unit transmitting) annunciator.
3. SQ OFF (squelch off) replaces HLD on the TRANSPONDER SYSTEM

mode selector.
Like the ADF, the transponder unit is of an earlier
4. Two short tones indicate a fault. Push the test generation, has a new Pro Line II control head
button to display fault code. (CTL-92), and does not display test codes (Fig-
ure 16-19).
5. Continued turning of the small knob results The transponder control head can store one pre-
in 50-kHz steps. When reversed one click, selected code, such as 1200, ready for use at the
however, a 25-kHz step results. push of the PRE button.
Figure 16-17 Pro Line II COMM Control

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Figure 16-18 Pro Line II ADF Control
Figure 16-19 Pro Line II TRANSPONDER Control

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DB-407 AUDIO SYSTEM one does not necessarily imply a failure of

the other.
The avionics installation has dual DB-407 audio
systems which are totally independent of each 6. To select any audio source (e.g., Comm 1,
other (Figures 16-20 and 16-21). ADF, etc.) turn ON the appropriate audio
selector switch.
The following operating rules apply to the audio
system. These rules will only be listed for the 7. The switch labeled VOICE–BOTH–RANGE
pilot’s audio system. However, they apply Figure 16-20 works in conjunction with both
equally to the copilot’s audio system. the ADF and nav receivers. When in the
VOICE position, the voice portion of the
1. The speaker volume control regulates the audio will be heard and not the Morse code
speaker audio level. station identification. When in the RANGE
(ident) position, only the Morse code station
2. The speaker switch turns the speaker ON and identification will be heard, not the voice por-
OFF. tion. When in the BOTH position, both the
voice and range portions of the audio will be
3. The phone volume control regulates the heard.
headphone audio level.
If the pilot’s audio system has failed entirely, the
4. The headphones are operational at all times pilot may still listen to audio through the
(as long as they are plugged into their jack). copilot’s speaker.
5. The speaker and headphone audio channels
are independent of each other and failure of
Figure 16-20 DB-407 Audio Switching Panel

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Figure 16-21 DB-407 Audio System Diagram

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SLAVED COMPASS SYSTEMS 2. Slaving amplifier—The magnetic heading sig-

nal from the flux sensor is too weak to be used
The most common compass system for the 1900 directly; therefore, is amplified (made larger or
Airliner is the King KCS-55A; however, the stronger) by the slaving amplifier. The output
Sperry C-14A-43 or the Collins MCS-65 or signal is now strong enough to directly drive a
MCS-103 systems could be installed. As far as torquer motor in the directional gyro and thus
the pilot is concerned, all of these systems oper- maintain the gyro rotor in alignment with mag-
ate in a similar manner. They will be treated as netic north.
one common system in the following discussion.
3. Directional gyro—Once the gyro rotor is
Occasionally, a Collins PN-101 system will be aligned with magnetic north, it will have a
installed on the copilot’s side. This system oper- natural tendency to stay there for a short
ates in a slightly different manner and will be period of time, due to a force called gyro-
discussed separately in this section. scopic rigidity in space. This force will
continue to keep the gyro mechanism in rela-
tively good alignment as long as the gyro
KCS-55A, MCS-65, MCS-103, rotor continues to turn at its design speed.
and C-14A-43 Systems When the gyro drifts out of alignment (pre-
cesses) the condition will be sensed, and the
From an operational standpoint, all of these sys- magnetic heading reference information from
tems may be treated identically. All of these the slaving amplifier will again drive the gyro
systems require 400-Hz electrical power from an rotor back into alignment with magnetic
inverter. In the unlikely event that both inverters north, using the torquer motor previously
fail, these systems would be inoperative. Each of described.
them has the following components (Figure
16-23). 4. Horizontal situation indicator (HSI)—The
gyro heading information (which should be
1. Flux sensor (also called a flux gate or flux the same as magnetic heading) is sent to a
valve)—The function of this device is to compass card on the HSI to display the mag-
sense the earth’s magnetic field relative to the netic heading to the pilot. This heading
airplane and convert that information into an information is then sent from the HSI to the
electrical signal which represents the air- compass card on the opposite radio magnetic
plane’s magnetic heading. indicator (RMI). In this way, gyrostabilized,
magnetic heading information is displayed in
front of each pilot from two independent
sources, the pilot’s and the copilot’s compass
systems (Figure 16-22).
Figure 16-22 Compass System Connections

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Figure 16-23 Slaved Compass System Block Diagram

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5. Slaving meter—The slaving meter compares 7. Increase/decrease switch: This is a toggle

the sensed magnetic heading at the flux sen- switch which is spring-loaded to the center
sor (system input) to the displaced magnetic (OFF) position. The switch may be used
heading at the HSI (system output). The dif- when in the free mode of operation to manu-
ference, if any, is displayed on the slaving ally change the directional gyro to the left or
meter by displacement of the slaving needle right, thus increasing or decreasing the dis-
from the center position (which indicates played heading information. When in the
synchronization or zero error). It is normal slaved mode of operation, momentarily hold-
for this needle to deviate occasionally due to ing this switch in either position causes the
precession, however, it should always come system to “reset” itself to the fast-slave mode
back to center. If it is displaced to one side of operation, thereby correcting any dis-
for more than approximately one minute, the played error at a rapid rate. This could be
gyro may be precessing excessively and/or helpful if for any reason the gyro had tum-
the slaving system may not be doing its job. bled or precessed excessively.
In any case, the accuracy of the compass sys-
tem should be checked by cross referencing
the heading information from the opposite
system and/or the magnetic compass.
6. SLAVE/FREE switch—This lever-locking

switch is used to select either the slaved or
the free mode of operation for the compass
system.
This switch should normally remain in the

slaved mode of operation. In this mode, when
power is initially applied to the system, it will
automatically “slave” itself to the correct
magnetic heading and remain there through-
out the flight, correcting for precession as
necessary.
The free mode of operation is generally

reserved for occasions when the slaved (auto-
matic) mode of operation has failed and the
pilot wishes to revert to a directional gyro
mode of operation. This mode may also be
used for flight in polar regions where extreme
levels of magnetic variation exist. In this
mode of operation, the flux sensor and the
slaving amplifier are disconnected from the
rest of the system. The result is that the pilot
now has a directional gyro (which will pre-
cess and must be corrected manually using
the increase/decrease switch) which uses the
HSI to display the heading information from
the directional gyro.

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Collins PN-101 System AVIONICS

This compass system (Figure 16-24) is fre- INSTALLATION
quently installed on the copilot’s side. It has the
advantage of being directly powered by the 28-
(SERIES UE)
volt DC electrical system. If both inverters fail,
The standard flight instrument system installation
the system would continue to operate. However,
in the Beech 1900D Airliner encompasses the
the PN-101 system does not have a manual back-
fully digitized Collins EFIS-84 four tube config-
up mode of operation (FREE) if the slaving sys-
uration and Collins Pro Line II advanced line of
tem (flux sensor and/or slaving amplifier) fails.
digital technology radios.
The PN-101 system does have a fast-slave switch
which may be momentarily held in the UP posi- The primary display system consists of multi-
tion to initiate the fast-slaving sequence (see fast- color cathode ray tube (CRT) displays, remote
slaving explanation under increase/decrease display processor unit and system control units
switch above). Except for the differences men- (Figure 16-25). The CRT displays provide con-
tioned here, the basic operation of this system is ventional electronic attitude director indicator
virtually identical to that of the Collins MCS-65, (EADI) and electronic horizontal situation indi-
MCS-103, and the Sperry C-14A-43 systems cator (EHSI) functions which replace existing
described previously. electromechanical flight instruments.
Figure 16-24 Collins PN-101 Compass System

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Through advanced digital techniques, the Collins

Pro Line II radios bring far more information to
the cockpit than ever before made possible. The
result is greater pilot confidence and increased
safety of flight.
Fuel savings and increased payload are achieved
through significant weight reduction in the entire
avionics package. High reliability has been made
possible through the extensive use of micropro-
cessors resulting in fewer total parts for each
instrument and radio.
COCKPIT INSTALLATION
The standard instrument panel layout includes
duplicate EFIS instruments for the pilot and
copilot. The NAV/COM radios are installed on
the center of the panel available to both the pilot
and copilot. The audio control panel is located in
the center of the panel above the radios.
Key Operator Benefits

Collins 4-Tube EFIS—Identical pilot/copilot
panels in an “airline mature” cockpit design with
dual flight directors
State-Of-The-Art Cockpit
4 Tube EFIS
Figure 16-26 shows identical instrument panel
presentations for:
● Both pilots w/dual flight directors
● Low pilot workload for more safety
● Less transition training lowers cost
● High reliability/fewer moving parts
● Cockpit voice recorder—standard
● Flight data recorder—standard
Figure 16-25 EFIS and Controls ● Cabin briefer
(heads-up solid state)— standard

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Figure 16-26 Instrument Panel (Series UE)

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Figure 16-27 through Figure 16-32 show flight and navigation instruments, and communication
equipment.
Figure 16-27 Attitude and Compass Displays

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Figure 16-28 Compass and Weather Display, Flight

Director Controls, and Course Heading Panel

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Figure 16-29 Radio Magnetic Indicator and Standby Horizon

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Figure 16-30 Altitude Alerter, Cabin Briefing, and Transponder Controls

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Figure 16-31 ADF, Navigation, and Communication Controls

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Figure 16-32 Traffic Alert Collision Avoidance System

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INTRODUCTION DESCRIPTION
The pitot-static system is vital to safe operation The Pitot-Static System section of the workbook
of the airplane. This training unit describes the presents a description and discussion of the
pitot-static system and identifies the instruments pitot-static system. The dual pitot-static system
which are affected by it. Alternate static air use and alternate static air source are described in
is discussed, and emergency procedures are detail. Abnormal indications are outlined, and
outlined. performance graphs covering the alternate static
air system will be discussed.
STATIC
SELECTOR
SWITCHES
COPILOT'S PITOT-STATIC TUBE VSI

ALTIMETER
AIRSPEED IND
VSI
ALTIMETER
ALTERNATE
STATIC SOURCE STATIC
SELECTOR
SWITCHES
AIRSPEED IND
TEST
PORTS
ALTERNATE
STATIC SOURCE
PILOT'S PITOT-STATIC TUBE
Figure 16-33 Pitot and Static System Schematic

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Pitot and Static System The pilot’s altimeter, vertical speed indicator, and
airspeed indicator are connected to the pilot’s
The pitot and static system (Figure 16-33) pro- static air source (Figure 16-35). When the system
vides a source of impact air and static air for is switched to the pilot’s alternate air source, only
operation of the flight instruments. A heated the pilot’s flight instruments are affected. When
pitot-static mast is located on each side of the using alternate air, the pilot’s airspeed indicator
upper portion of the nose. Tubing from the left and altimeter will read higher than actual, and the
pitot-static mast is connected to the pilot’s air- vertical speed indicator will show a momentary
speed indicator, and tubing from the right pitot- climb.
static mast is connected to the copilot’s airspeed
indicator. The pilot’s pitot pressure source is Alternate static air for copilot’s airspeed indica-
completely independent of the copilot’s pitot tor, altimeter, and vertical speed indicator is
pressure sourse. selected independently of the pilot’s normal sys-
tem. When the alternate static system on the
The normal static system provides sources of copilot’s side is selected, only the copilot flight
static air from both pitot-static probes to both instruments are affected. If both pilot and copilot
pilot and copilot flight instruments. The static alternate air sources are selected simultaneously,
ports are incorporated into the sides of each pitot- they then share a common alternate static air
static mast and are open to the atmosphere, pro- source.
viding the source for normal static pressure.
Pitot-static lines are interconnected to provide a Airspeed and altimeter indications change when
redundant static air source to both sides of the air- the alternate static air source is selected. Refer to
plane. The pilot’s static air source is completely the Airspeed Calibration - Alternate System, and
independent of the copilot’s static air source. the Altimeter Correction - Alternate System
graphs, in the Performance section of the Pilot’s
If the normal static source fails, alternate static air Operating Handbook / Airplane Flight Manual
lines can be selected as the static air source for (UE), for correct indications when using the
the pilot’s and copilot’s flight instruments. If, for alternate static air source.
example, ice accumulations obstruct the static air
ports, the alternate source should be selected
(Figure 16-34). The alternate line obtains static
air from the alternate static air ports, located on
the outside lower portion of the fuselage. The
static air selector valve for the pilot is located on
the left side of the instrument panel, below and to
the left of the airspeed indicator.
The copilot’s static air selector valve is located on
the right side of the instrument panel, just to the
right of the vertical speed indicator. In Series UE
aircraft, these Selector Valves have been relo-
cated to the lower side walls just in front of Pilot
and Copilot seats. When the alternate air source is
required, the toggle switch is moved from the Figure 16-34 Pilot’s Static Air Source Valve
NORMAL to the ALTERNATE (ALTERNATE
AND DRAIN - Series UE) position on the pilot’s
or copilot’s static air selector valve. The need for
drain valves is eliminated (Series UA, UB, UC)
since the alternate static buttons are located in the
lowest point in each line.

TEST PORTS TEST PORTS
P S FUSELAGE S P
STATION 84.00
PITOT-STATIC MAST PITOT-STATIC MAST
PITOT PITOT
STATIC STATIC
P P
S2 S1
S1 S2
MANIFOLD MANIFOLD
AS ALT VSI AS ALT VSI
DP PP
ALTERNATE AIR ALTERNATE AIR

SELECTOR VALVE SELECTOR VALVE
ALTERNATE
ALTERNATE
STATIC SOURCE
STATIC SOURCE
BUTTON PILOT'S COPILOT'S BUTTON
P = PITOT SOURCE
S2 = STATIC SOURCE (COPILOT'S)
S1 = STATIC SOURCE (PILOT'S)
AS = AIRSPEED INDICATOR
ALT = ALTIMETER
VSI = VERTICAL SPEED INDICATOR
DP = DIFFERENTIAL PRESSURE
PP = PNEUMATIC PRESSURE
Figure 16-35
Figure 22-6.Pitot
Pitotand
andStatic SystemSchematic
Static System Schematic — UB/C
UB/C

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F.S. 42.75
NUMBER 1 ADS NUMBER 2 ADS

S P P S S P P S
F.S. 57.50
TP TP TP TP
P
ADC
S
F.S. 84.00
PILOT'S COPILOT'S
PITOT-STATIC PITOT-STATIC
MAST MAST
PITOT PITOT
P P
S2 S1
STATIC STATIC
S1 S2
MANIFOLD MANIFOLD
ASI ALT IVSI ASI ALT IVSI
PILOT ALTERNATE STATIC ASI

AIR SELECTOR VALVE DPS DPG
COPILOT ALTERNATE STATIC

AIR SELECTOR VALVE S
S F.S. 120.00
COPILOT
PILOT ALTERNATE
ALTERNATE S = STATIC PRESSURE STATIC
STATIC P = PITOT PRESSURE PORT
PORT S2 = STATIC PRESSURE (COPILOT'S)
S1 = STATIC PRESSURE (PILOT'S) DV
ASI = AIR SPEED INDICATOR
ALT = ALTIMETER F.S. 468.25
LEGEND IVSI = INSTANT VERTICAL SPEED INDICATOR
PILOT'S PITOT DPG = DIFFERENTIAL PRESSURE GAGE DV
PPI = PNEUMATIC PRESSURE INDICATOR
PILOT'S STATIC DPS = DIFFERENTIAL PRESSURE INDICATOR
TP = TEST PORT FDR F.S. 531.00
COPILOT'S PITOT DV = DRAIN VALVE
ADS = AIR DATA SENSOR
COPILOT'S STATIC FDR = FLIGHT DATA RECORDER
ADC = AIR DATA COMPUTER
Figure 16-36 Pitot and Static System Sytematic — UE

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Figure 16-37 Airspeed Calibration - Alternate System Graph
A sample Airspeed Calibration - Alternate Sys- maintain an Indicated Altitude of 15,290 feet
tem graph from the Performance section of the MSL. The graph shows that in the alternate static
POH/AFM is shown in Figure 16-37. When mode, the actual airplane altitude is 285 feet
either system is switched to ALTERNATE, use lower than the altimeter indicates. In general,
this graph to determine the Indicated Airspeed when using the alternate static air system for
required to maintain a desired Calibrated Air- flight in the 1900 Airliner, indicated airspeeds
speed. For example, to maintain a CAS of 125 will be higher than calibrated airspeed and indi-
knots with Approach Flaps and Gear Down, an cated altitudes will be higher than actual for any
IAS of about 130 knots is required. given aircraft configuration.
A sample Altimeter Correction - Alternate Sys- When the alternate static air source is not needed,
tem graph is shown in Figure 16-38. In this ensure that the STATIC AIRSOURCE valve
sample, to maintain an actual altitude of 15,000 switches are in the NORMAL position.
feet MSL at 200 KIAS, it would be necessary to

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Figure 16-38 Altimeter Correction - Alternate System Graph
The pitot-static masts can be heated electrically

for flight in icing conditions. As a precautionary
measure, it is customary to have the pitot heat on
during high altitude flight when temperatures are
below 5°C. It is not advisable to operate the pitot
heat system on the ground except for testing or
for short intervals to remove ice or snow from the
mast. Operating the pitot heat on the ground for
extended periods can damage the internal heating
elements in the pitot-static masts. Two circuit
breaker switches on the pilot’s right subpanel (ice
protection control panel) control power to the
heating elements in the pitot-static masts (Figure
16-39). Ice protection is also provided for the Figure 16-39 Ice Protection Control Panel
alternate static air system. The alternatic static
heat switch, also a circuit breaker type switch, is
located on the pilot’s subpanel.

CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................ 17-1
GENERAL ............................................................................................................................ 17-1
OXYGEN SYSTEM ............................................................................................................. 17-3
Passenger Oxygen Deployment System........................................................................ 17-4
Flight Crew Oxygen Masks........................................................................................... 17-5
Oxygen Supply Cylinders ............................................................................................. 17-5
Oxygen Duration ........................................................................................................... 17-6
Servicing the Oxygen System ....................................................................................... 17-8
Physiological Training .................................................................................................. 17-9

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen System Schematic .................................................................................... 17-2

17-2 Oxygen Cylinder Installation................................................................................. 17-3
17-3 Oxygen System Controls ....................................................................................... 17-4
17-4 Passenger Oxygen Mask........................................................................................ 17-5
17-5 Crew Oxygen Mask ............................................................................................... 17-5
17-6 Oxygen Fill Valve and Gage ................................................................................. 17-6
17-7 Oxygen Pressure Gage........................................................................................... 17-6
17-8 Percent of Usable Oxygen Capacity Graph ........................................................... 17-7
17-9 Oxygen Duration Chart.......................................................................................... 17-7
17-10 FAA Altitude Chamber........................................................................................ 17-10

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CHAPTER 17
MISCELLANEOUS SYSTEMS
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RESET
ANTI-ICE
12 ON
TEST
OIL
16
8 BLOWER
OFF
NO 1 FUEL ENG 1 XMSN
TRANS CHIP OIL
NO 1 FUEL NO 1 FUEL 90° BOX
LOW FILTER OIL
4 BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
0
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INTRODUCTION
Pilot and passenger comfort and safety are of prime importance in operating the 1900 Airliner.
Flight crewmembers must be prepared to use the oxygen system safely and effectively, when
necessary, within the requirements of applicable Federal Aviation Regulations.
GENERAL
This chapter deals with the oxygen system. It FAR requirements for crew and passenger needs,
includes a general system description, opera- and types and availability of oxygen masks, are
tional considerations, and a discussion of discussed. Servicing procedures, referenced in
emergency procedures. Use of the oxygen dura- the POH/AFM, are also included.
tion chart is demonstrated for a variety of flight
situations.

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Figure 17-1 Oxygen System Schematic

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OXYGEN SYSTEM controlled by a regulator mounted on each cylin-

der, and by an altitude-compensated, constant-
flow regulator mounted on the cabin side of the
The oxygen system (Figure 17-1) provides ade- forward pressure bulkhead.
quate oxygen flow for pressure altitudes up to
25,000 feet. Oxygen duration charts (POH/AFM Both cylinders are activated simultaneously by a
Normal Procedures) for this system are based on push-pull handle (OXYGEN PULL ON) on the
a constant flow rate of 3.8 liters per minute (lpm) pilot’s subpanel, in the upper left corner (lower
delivered to crew masks at all altitudes, and alti- left corner on UE) (Figure 17-3). The handle con-
tude-compensated flow delivered to passenger trols pilot oxygen flow through the shutoff valve.
masks. The OXYGEN PULL ON handle must be acti-
vated before the CABIN OXYGEN PULL ON
The oxygen system utilizes two interconnected control can supply oxygen to all 19 passenger
76.6-cubic-foot (77.9 on UE) cylinders mounted outlets. The cabin oxygen control is mounted on
on either side of the nose under the floor of the the left lower portion of the pilot’s subpanel. This
nose compartment (Figure 17-2). Two cylinder control has been relocated below the pilot’s con-
pressure gages are mounted on the copilot’s trol column on Series UE.
right subpanel. Pressure from the cylinders is
Figure 17-2 Oxygen Cylinder Installation

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Figure 17-3 Oxygen System Controls
PASSENGER OXYGEN center aft cabin passenger. On Series UE, the

DEPLOYMENT SYSTEM access panel is located at the outboard side of the
cabin, above each window in the light assembly.
Oxygen is delivered to passenger masks through
an altitude compensator, which varies the flow High pressure causes a plunger at the mask
rate from a minimum of 0.1 lpm at 1,000 feet to assembly to open the oxygen access panel, allow-
2.9 lpm at 25,000 feet. ing flow to the outlet. In order to initiate oxygen
flow to the masks, a lanyard valve pin must be
When the cabin oxygen control knob is pulled pulled out. This is accomplished by pulling the
out, a surge valve momentarily allows high pres- lanyard tight. The pin must be reinserted or the
sure to reach passenger mask container control must be pushed back in to stop the flow
assemblies located at elbow-level for seated pas- of oxygen.
sengers (Figure 17-4), and overhead for the

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Figure 17-4 Passenger Oxygen Mask
FLIGHT CREW OXYGEN If either cylinder’s pressure exceeds 2,775 psi, its
MASKS relief cap will blow out, relieving the pressure in
both cylinders and providing a visual cue that
Crew mask oxygen pressure is regulated through overpressure has occurred. The cap must be
an orifice in the mask container assembly (Figure replaced before the oxygen system can be reser-
17-5). Oxygen is available to the crew at a con- viced. Two cylinder pressure gages, mounted on
stant flow rate of 3.8 liters per minute, regardless
of altitude (UA, UB, UC). A lanyard pin must be
removed from the mask assembly to activate
oxygen flow to the mask. Again, as with passen-
ger masks, this is accomplished by pulling the
lanyard tight. Reinsert the pin to stop the flow.
On Series UE, optional diluter-demand crew
masks are available to provide oxygen at approx-
imately 2.5 lpm at 10,000 feet and 5.0 lpm at
25,000 feet.
OXYGEN SUPPLY CYLINDERS

Both oxygen cylinders are serviced through a
single filler valve covered by an access door,
located below the left side of the nose baggage
compartment (Figure 17-6). A gage adjacent to
the filler valve is used for checking system pres-
sure during filling. High-pressure overboard
relief indicators are located on either side of the
lower nose fuselage.
Figure 17-5 Crew Oxygen Mask

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the right side of the copilot’s instrument sub-

panel, indicate pressure in each of the cylinders.
A third gage, indicating oxygen pressure sup-
plied to the cabin passenger masks, is on the
upper right side of the copilot’s instrument panel
(Figure 17-7).
OXYGEN DURATION
During preflight, the pilot should determine that
available oxygen is sufficient to supply both crew
and passengers during an unpressurized descent
from 25,000 to 12,500 feet (10,000 on UE). Full
Figure 17-6 Oxygen Fill Valve and Gage system pressure is 1,850 ±50 psi, which is suffi-
cient to supply pilot, copilot, and 19 passengers
Figure 17-7 Oxygen Pressure Gage

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for 60 minutes at 25,000 feet. Oxygen pressure The Oxygen Duration Chart (Figure 17-9) is
can be determined by reading the cockpit gages. based on 3.8 lpm delivered to the crew and alti-
To determine the percent of usable oxygen, note tude-compensated flow delivered to passengers. If
system pressure and refer to the Percent of the two gages in the cockpit indicate different
Usable Oxygen Capacity Graph (Figure 17-8). pressures, use the average of the two for all calcu-
lations. To calculate total minutes of oxygen
available, obtain the duration for a full bottle
from Figure 17-9, considering the number of per-
sons aboard and aircraft altitude, then multiply
full bottle duration by percent of full bottle
available.
Oxygen Duration Computation

To compute oxygen available at 25,000 feet
cruise altitude, 32° F, for 18 passengers, the fol-
lowing example assumes that one pressure gage
indicates 1,300 psi and the other indicates 1,600
psi. Average these two readings to 1,450 psi.
Enter the graph in Figure 17-8 at 1,450 psig, and
read across to the 32° F intersection; then follow
the graph down to read 82% of usable capacity.
Finally, multiply 82% by the duration in minutes
obtained from the chart in Figure 17-9. With 18
passengers at 25,000 feet, 64 minutes oxygen
would be available if both oxygen bottles were
full; however, since the system is only partially
Figure 17-8 Percent of Usable Oxygen full, it is necessary to compute 82% of the 64
Capacity Graph minutes. The result is 52.48 minutes of oxygen
available for pilot, copilot, and 18 passengers.
Figure 17-9 Oxygen Duration Chart

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Time of Useful Consciousness The following precautions should be observed

when purging or servicing the oxygen system:
If decompression is experienced at high altitude,
● Avoid any operation that could create
hypoxia can result from lack of oxygen. The
body’s primary need is oxygen to keep the brain sparks. Keep all burning cigarettes or fire
and other body tissues functioning properly. away from the vicinity of the airplane
Early symptoms of hypoxia, such as an increased when oxygen is in use.
sense of well-being, quickly give way to slow
● Inspect the filler connection for cleanli-
reactions, impaired thinking ability, unusual
fatigue, and a dull headache. If pressurization is ness before attaching it to the filler valve.
lost, the crew must act quickly to don oxygen
● Make sure that hands, tools, and clothing
masks and to provide oxygen to the passengers
before hypoxia can cause impairment. are clean, particularly of grease or oil.
These contaminants are extremely dan-
The following sets forth the average time of use- gerous in the vicinity of oxygen.
ful consciousness (time from onset of hypoxia
● As a further precaution against fire, open
until loss of effective performance) at various
altitudes: and close all oxygen valves slowly during
filling.
● 35,000 feet ...................... 1/2 to 1 minute
● Use only aviators breathing oxygen
● 30,000 feet ....................... 1 to 2 minutes (MIL-0-27210) for servicing the oxygen
system. Do not use oxygen intended for
● 28,000 feet ................. 2 1/2 to 3 minutes medical purposes or for such industrial
uses as welding. Such oxygen may con-
● 25,000 feet ....................... 3 to 5 minutes tain excessive moisture that could freeze
oxygen system lines and valves.
● 22,000 feet ..................... 5 to 10 minutes
To recharge the oxygen system, remove the pro-
● 12,000 to 18,000 feet ............ 30 minutes tective cap from the filler valve, and attach the
or more hose from an oxygen recharging unit to the filler
valve. Make sure that both the airplane oxygen
Individual reactions may differ from those shown system and the servicing equipment are properly
above. The POH Emergency Descent procedure grounded before servicing.
should be used to quickly descend to an altitude
more compatible with human needs, and to To prevent overheating, fill the oxygen system
reduce the potential for experiencing hypoxia. slowly by adjusting the recharging rate with the
pressure regulating valve on the recharging unit.
All oxygen cylinders should be filled to 1,850 psi
SERVICING THE OXYGEN at 70° F. Pressure may be increased an additional
SYSTEM 3.5 psi for each degree of increase in tempera-
ture; similarly, for each degree of drop in
The oxygen system is serviced through a filler temperature, reduce the pressure for the cylinder
valve on the fuselage, below the left side of the by 3.5 psi. When the system is properly charged,
nose baggage compartment (see Figure 17-6). A disconnect the filler hose from the filler valve,
cylinder pressure gage at the filler port is used to and replace the protective cap.
monitor pressure indications during servicing.

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Oxygen Cylinder Retesting Where Can You Get It?

Oxygen cylinders used in the airplane are of two A resident physiological training course at the
types. Lightweight cylinders, stamped “3HT” on FAA’s Aeronautical Center in Oklahoma City is
the side-plate, must be hydrostatically tested devoted entirely to problems in civil aviation.
every three years and stamped with the retest The National Aeronautics and Space Administra-
date. This bottle has a service life of 4,380 pres- tion (NASA) in Houston, Texas, and many
surizations or 15 years, whichever occurs first, military installations conduct resident programs
and then must be discarded. Regular-weight cyl- for non-government personnel.
inders, stamped “3A”or “3AA,” must be
hydrostatically tested every five years and
stamped with the retest date. Service life on these How Long Is the Course?
cylinders is not limited.
The course takes one full day.
Oxygen System Purging What Is Contained in the

Purging may remove offensive odors from the Course?
oxygen system. The system should also be
purged any time system pressure drops below 50 Many topics are covered. They include the envi-
psi, or when the lines have been left open. To ronment to which a person is exposed each time
purge the system, connect a recharging unit, and he flies, physiological functions of the body at
allow oxygen to flow through lines and outlets ground level, and alteration of some of these
until offensive odors have been carried away. functions by changes in the environment. The
higher one flies the more critical are changes in
If any offensive odor still lingers, continue purg- the environment. The higher one flies the more
ing the system for an additional hour. If odors critical is the need for extra oxygen. After the
remain, the cylinder must be replaced. After course, the trainee will understand why pilots
purging, return the cylinder valve to its normal cannot fly safely at altitudes in excess of 12,000
position, and service the system. feet for prolonged time periods without some
aid—either from supplemental oxygen or pres-
surized aircraft. Both oxygen equipment and
PHYSIOLOGICAL TRAINING pressurization are discussed.
When man is confronted with certain stressful
What Is It? situations, he tends to breathe too rapidly. This
topic (hyperventilation) and methods of control
Physiological training is a program directed
are discussed. Ear pain on descent and other
toward understanding and surviving in the flight
problems with body gases are described, and pro-
environment. It covers problems occurring at
cedures to prevent or minimize gas problems are
both high and low altitudes and recommends pro-
explained. Alcohol, tobacco, and drugs are also
cedures to prevent or minimize human-factor
discussed as they apply to flying. Vertigo is dis-
errors which occur in flight.
cussed and demonstrated so that the trainee will
understand why a non-current instrument pilot
Who Needs It? should never attempt to fly in clouds or other
weather situations where visibility is reduced.
The course primarily benefits pilots. It is also
recommended for other aircrew personnel, air All resident courses include an altitude chamber
traffic controllers, aviation medical examiners, flight (Figure 17-10), where the trainee may
and other national aviation system personnel. experience his individual symptoms of oxygen

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deficiency and rapid decompression. This simu- Written parental consent is required for those
lated flight will demonstrate that: under age 21.
● Oxygen equipment will protect an indi-
vidual from oxygen deficiency. How Do You Apply for Training?
● The pilot can experience and recognize All requests for the training course must be coor-
symptoms identical to those in actual dinated with:
flight situations, and can learn to take
necessary action to prevent loss of judg- Physiological Operations and Training Section,
ment and consciousness. AC-143
FAA Aeronautical Center
● Decompression is not dangerous, pro- P.O. Box 25082
vided necessary protective actions are Oklahoma City, Oklahoma 73125
taken afterwards.
How Can You Get Further
What Are the Prerequisites for Information?
Training? Write to the Physiological Operations and
Trainees must have a valid FAA Medical Certifi- Training Section at the above address, or phone
cate. When training is scheduled at military (405) 954-4837.
facilities, a training fee of five dollars is required.
Figure 17-10 FAA Altitude Chamber

APPENDIX
SYMBOLS, ABBREVIATIONS,
AND TERMINOLOGY
CONTENTS
Page
AIRSPEED........................................................................................................................ APP-1
METEOROLOGICAL...................................................................................................... APP-2
POWER............................................................................................................................. APP-2
CONTROL AND INSTRUMENT ................................................................................... APP-3
GRAPH AND TABULAR................................................................................................ APP-3
WEIGHT AND BALANCE ............................................................................................. APP-4
AVIONICS........................................................................................................................ APP-5
FOR TRAINING PURPOSES ONLY APP-i

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APPENDIX
SYMBOLS, ABBREVIATIONS,
AND TERMINOLOGY
AIRSPEED VFE—Maximum flap extended speed is the high-

est speed permissible with wing flaps in a
prescribed extended position.
CAS—Calibrated airspeed is the indicated air-
speed of an airplane corrected for position and VLE—Maximum landing gear extended speed is
instrument error. Calibrated airspeed is equal to the maximum speed at which an airplane can be
true airspeed in standard atmosphere at sea level. safely flown with the landing gear extended.
GS—Groundspeed is the speed of an airplane VLO—Maximum landing gear operating speed is
relative to the ground. the maximum speed at which the landing gear
can be safely extended or retracted.
IAS—Indicated airspeed is the speed of an air-
plane as shown on the airspeed indicator when VMCA—Air minimum control speed is the mini-
corrected for instrument error. IAS values pub- mum flight speed at which the airplane is
lished in this manual assume zero instrument directionally controllable, as determined in
error. accordance with Federal Aviation Regulations.
The airplane certification conditions include: one
KCAS—Calibrated airspeed expressed in knots. engine becoming inoperative and windmilling, a
KIAS—Indicated airspeed expressed in knots. 5° bank toward the operative engine, takeoff
power on operative engine, landing gear up, flaps
M—Mach number is the ratio of true airspeed to in takeoff position, and most rearward CG. For
the speed of sound. some conditions of weight and altitude, stall can
be encountered at speeds above VMCA, as estab-
TAS—True airspeed is the airspeed of an air- lished by the certification procedure described
plane relative to undisturbed air, which is the above, in which event stall speed must be
CAS corrected for altitude, temperature, and regarded as the limit of effective directional
compressibility. control.
V1—Takeoff decision speed. VMCG—Ground minimum control speed.
V2—Takeoff safety speed. VMO/MMO—Maximum operating limit speed is

the speed limit that may not be deliberately
VA—Maneuvering speed is the maximum speed exceeded in normal flight operation. V is
at which application of full available aerody- expressed in knots and M in Mach number.
namic control will not overstress the airplane.
VR—Rotation speed.
VF—Design flap speed is the highest speed per-
missible at which wing flaps may be actuated. VS—Stalling speed or the minimum steady flight
speed at which the airplane is controllable.
FOR TRAINING PURPOSES ONLY APP-1

V SO —Stalling speed or the minimum steady OAT—Outside air temperature is the free air
flight speed at which the airplane is controllable static temperature, obtained either from the tem-
in the landing configuration. p e r a t u r e i n d i c a t o r ( I OAT ) a d j u s t e d f o r
compressibility effects or from ground meteoro-
VSSE—Intentional one-engine-inoperative speed logical sources.
is a speed above both V MCA and stall speed,
selected to provide a margin of lateral and direc- Pressure altitude—Altitude measured from stan-
tional control when one engine is suddenly dard sea level pressure (29.92 inches Hg) by a
rendered inoperative. Intentional failing of one pressure (barometric) altimeter. It is the indicated
engine below this speed is not recommended. pressure altitude corrected for position and
instrument error. In this manual, altimeter instru-
VX—Best angle-of-climb speed is the airspeed ment errors are assumed to be zero. Position
which delivers the greatest gain of altitude in the errors may be obtained from the altimeter correc-
shortest possible horizontal distance. tion graphs.
V Y —Best rate-of-climb speed is the airspeed Station pressure—Actual atmospheric pressure at
which delivers the greatest gain in altitude in the field elevation.
shortest possible time.
Temperature compressibility effects—An error in
the indication of temperature caused by airflow
METEOROLOGICAL over the temperature probe. The error varies,
depending on altitude and airspeed.
Altimeter setting—Barometric pressure cor- Wind—The wind velocities recorded as variables
rected to sea level. on the charts of this manual are to be understood
Indicated pressure altitude—The number actu- as the headwind or tailwind components of the
ally read from an altimeter when the barometric reported winds.
subscale has been set to 29.92 inches of mercury
(1013.2 millibars).
POWER
IOAT—Indicated outside air temperature is the
temperature value read from an indicator. Beta range—The region of the power lever con-
trol which is aft of the idle stop and forward of
ISA—International standard atmosphere in reversing range, where blade pitch angle can be
which: changed without a change of gas generator rpm.
● Air is a dry, perfect gas. Cruise climb—Cruise climb is the maximum
power approved for normal climb. This power is
● Temperature at sea level is 59º Fahrenheit torque or temperature (ITT) limited.
(15º Celsius).
High idle—High idle is obtained by placing the
● Pressure at sea level is 29.92 inches of condition lever in HIGH IDLE position. This
mercury (1013.2 millibars). limits the power operation to a minimum N1 of
70% (72% for UE).
● Temperature gradient from sea level to
the altitude at which the temperature is Low idle—Low idle is obtained by placing the
–69.7º F (–56.5º C), is –0.003566º F condition lever in LOW IDLE position. This lim-
(–0.00198º C) per foot, and is zero above its the power operation to a minimum N1 of 58%
the altitude. (65% for UE).
APP-2 FOR TRAINING PURPOSES ONLY

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Maximum continuous power—Maximum con- Power lever (gas generator N1 rpm)—The power
tinuous power is the highest power rating not lever serves to modulate engine power from full
limited by time. Use of this power setting is reverse thrust to takeoff. The flight idle position
intended for emergency situations at the discre- represents the lowest recommended level of
tion of the pilot. power for flight operation.
Maximum cruise power—Maximum cruise Propeller control lever (NP rpm)—The propeller
power is the highest power rating for cruise and control is used to control the rpm setting of the
is not time limited. propeller governor. Movement of the lever results
in an increase or decrease in propeller rpm. Pro-
Reverse—Reverse thrust is obtained by lifting peller feathering is the result of lever movement
the power levers and moving them aft of the beyond the detents at the low rpm (high pitch)
ground fine range and moving them aft of the end of the lever travel.
Beta range to the second detent.
Propeller governor—The propeller governor
SHP—Shaft horsepower. senses changes in rpm and hydraulically changes
propeller blade angle to compensate for the
Minimum takeoff power—Minimum takeoff changes in rpm. Constant propeller rpm is
power is the minimum power which must be thereby maintained at the selected rpm setting.
available for takeoff without exceeding the
engine limitations. Propeller ground fine—The aft stop of the beta
range. From here the power levers must be lifted
Takeoff power—Takeoff power is the maximum to enter the reverse range. Propeller ground fine
power rating and is limited to a maximum of is used to provide deceleration on the ground
5 minutes operation. Use of this rating should be during landing and accelerate-stop conditions by
limited to normal takeoff operations and emer- taking advantage of the maximum available pro-
gency situations. peller drag without creating negative thrust.
Torquemeter—The torquemeter system indi-
CONTROL AND cates the shaft output torque. Differential
pressure from the mechanism within the reduc-
INSTRUMENT tion gearcase causes a bellows and servo system
to indicate torque on a meter. Instrument readout
Condition lever (fuel shutoff lever)—The fuel is in foot-pounds.
shutoff lever actuates a valve in the fuel control
unit which controls the flow of fuel at the fuel
control outlet and regulates the idle range from GRAPH AND TABULAR
low to high idle.
ITT (interstage turbine temperature)—Eight Accelerate-go—Accelerate-go is the distance to
probes, wired in parallel, sense the temperature accelerate to takeoff decision speed (V1), experi-
between the compressor and power turbines, and ence an engine failure, continue accelerating to
send the reading to the ITT indicator in degrees liftoff, then climb and accelerate in order to
centigrade x 100. achieve takeoff safety speed (V2) at 35 feet above
the runway.
N 1 tachometer (gas generator rpm)—The N1
tachometer registers the rpm of the gas generator Accelerate-stop—Accelerate-stop is the distance
in percent, with 100% representing a gas genera- to accelerate to takeoff decision speed (V1) and
tor speed of 37,468 rpm. then bring the airplane to a stop.

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AGL—Above ground level. Route segment—Route segment is a part of a

route. Each end of that part is identified by a:
Best angle-of-climb—The best angle-of-climb
delivers the greatest gain of altitude in the short- ● Geographic location, or
est possible horizontal distance with gear and
flaps up. ● Point at which a definite radio fix can be
established
Best rate-of-climb—The best rate-of-climb
delivers the greatest gain of altitude in the short- Takeoff flight path—Takeoff flight path is the
est possible time with gear and flaps up. minimum gradient of climb required to clear
obstacles in excess of 35 feet, measured horizon-
Clearway—A clearway is an area beyond the air- tally from reference zero, and vertically at the
port runway not less than 500 feet wide, centrally altitude above the runway. Reference zero is the
located about the extended centerline of the run- point where the airplane has reached 35 feet
way, and under the control of the airport above the runway, as determined from the accel-
authorities. The clearway is expressed in terms of erate-go graphs.
a clear plane, extending from the end of the run-
way with an upward slope not exceeding 1.25%,
above which no object nor any terrain protrudes.
However, threshold lights may protrude above
WEIGHT AND BALANCE
the plane if their height above the end of the run-
way is 26 inches or less, and if they are located to Approved loading envelope—Those combina-
each side of the runway. tions of airplane weight and center of gravity
which define the limits beyond which loading is
Climb gradient—Climb gradient is the ratio of not approved.
the change in height during a portion of a climb
to the horizontal distance traversed in the same Arm—Arm is the distance from the center of
time interval. gravity of an object to a line about which
moments are to be computed.
Demonstrated crosswind—Demonstrated cross-
wind is the maximum 90º crosswind component Basic empty weight—Basic empty weight is the
for which adequate control of the airplane during weight of an empty airplane, including full
takeoff and landing was actually demonstrated engine oil and unusable fuel. This equals empty
during certification. This is not intended to limit weight plus the weight of unusable fuel, and the
operations in crosswind conditions. weight of all the engine oil required to fill the
lines and tanks. Basic empty weight is the basic
MEA—Minimum enroute altitude. configuration from which loading data is
determined.
Net gradient of climb—Net gradient of climb is
the gradient of climb with the flaps in the takeoff Center of gravity—Center of gravity is the point
position and the landing gear retracted. “Net” at which the weight of an object may be consid-
indicates that the actual gradients of climb have ered concentrated for weight and balance
been reduced by 8% to allow for turbulence and purposes.
pilot technique. The net gradient of climb graphs
are constructed so that the value(s) obtained CG limits—CG limits are the extreme center-of-
using the airport pressure altitude and outside air gravity locations within which the airplane must
temperature will be the average gradient from 35 be operated at a given weight.
feet above the runway up to 1,500 feet above the
runway. Datum—Datum is a vertical plane perpendicular
to the airplane’s longitudinal axis from which
fore and aft (usually aft) measurements are made
for weight and balance purposes.

FlightSafety
international
Empty weight—Empty weight is the weight of Takeoff weight—Takeoff weight is the weight of
an empty airplane before any oil or fuel has been the airplane at liftoff from the runway.
added. This includes all permanently installed
equipment, fixed ballast, full hydraulic fluid, full Tare—Tare is the apparent weight which may be
chemical toilet fluid, and all other operating flu- indicated by a scale before any load is applied.
ids full, except that the engines, tanks, and lines
do not contain any engine oil or fuel. Unusable fuel—Unusable fuel is the fuel remain-
ing after consumption of usable fuel.
Engine oil—Engine oil indicates that portion of
the engine oil which can be drained from the Usable fuel—Usable fuel is that portion of the
engine. total fuel which is available for consumption as
determined in accordance with applicable regula-
Jack point—Jack points are points on the air- tory standards.
plane identified by the manufacturer as suitable
for supporting the airplane for weighing or other Useful load—Useful load is the difference
purposes. between the airplane ramp weight and the basic
empty weight.
Landing weight—Landing weight is the weight
of the airplane at landing touchdown. Zero fuel weight—Zero fuel weight is the air-
plane ramp weight minus the weight of fuel on
Leveling points—Leveling points are those board.
points which are used during the weighing pro-
cess to level the airplane.
Maximum weight—Maximum weight is the
AVIONICS
greatest weight allowed by design, structural, ADF mode—A mode of automatic direction
performance, or other limitations. finder operation allowing the ADF needle to
Maximum zero fuel weight—The maximum point to the station.
weight allowable of the loaded aircraft (including
payload) before adding fuel. Any weight above NOTE
the value given must be loaded as fuel.
In this mode of operation, on many
Moment—Moment is a measure of the rotational receivers the audio fidelity is severely
tendency of a weight, about a specified line, limited.
mathematically equal to the product of the
weight and the arm. Air data computer—An electronic system prima-
rily designed to gather information for an
Payload—Payload is the weight of occupants, autopilot flight director system with outputs
cargo, and baggage. relating to pitot and static data. Possible informa-
tion from this system includes: pressure altitude,
PPH—Pounds per hour. indicated airspeed, total air temperature, static air
temperature, and other information related to
Ramp weight—Ramp weight is the airplane autopilot operation.
weight at engine start, assuming all loading is
completed. Altitude alert light—An amber light associated
with an altitude alerter system. This light will be
Station—Station is the longitudinal distance illuminated prior to intercepting a preselected
from some point to the zero datum or zero fuse- altitude, or if for any reason the aircraft strays
lage station. beyond a preset limit from the selected altitude
once the aircraft has intercepted the altitude.

Altitude preselector—An autopilot flight director VOR station from its physical position to
subsystem that allows a pilot to preselect the alti- wherever the operator wants.
tude to which he desires to climb or descend. The
controlling mechanism for an altitude preselect ● OMEGA/VLF system—See related
system is normally combined with the same definition.
device which controls the altitude alerter system.
● Inertial navigation system—See related
Amplifier—A basic type of electronic device that definition.
seeks to make an electrical signal greater in
strength. A public address system, for instance, is ● Loran system—Operationally similar to
a type of amplifier. Amplifying devices are typi- an OMEGA/VLF system.
cally tubes or transistors.
Asymptotic—A design characteristic of an auto-
Analog—A type of electronic circuitry that is pilot or flight director system. The function of
characterized by smooth, continuous operation this characteristic is to allow the autopilot to
rather than discrete steps, as would be observed attempt to intercept a given course or altitude
with digitally operated equipment. without overshooting. This is done by continu-
ously reducing the intercept angle as the aircraft
Angle-of-attack (AOA) indicator—A supplemen- approaches the selected ground track or altitude.
tal flight instrumentation system that attempts to
read out to the pilot the angle-of-attack or deck Attenuation—The process of electrically reduc-
angle information. Several variations of this sys- ing the size of a radio or audio signal (i.e., to turn
tem are available. down or make smaller.)
Angular deviation—A means of showing dis- Attitude director indicator (ADI) (flight director
placement from a selected course either to or indicator)—This instrument combines the basic
from a VOR station, TACAN, or NDB, showing functions of an attitude indicator with the steer-
displacement from the desired course in terms of ing commands received from the flight director
angle. This is commonly used with the VOR sys- system.
tem having a normal course width of 10° on each
side of the course. Attitude indicator (artificial horizon)—A gyro-
scopically controlled instrument used to display
Annunciator—An indicator light with a message. the aircraft’s pitch and roll attitude relative to the
An annunciator makes an announcement as to the earth’s surface. The gyro used to display this
specific status of a system or subsystem. information may be contained within the case of
the displayed instrument, or it may receive its
ANT (antenna) mode—This mode of ADF oper- information from a remotely located attitude
ation allows improved audio fidelity in order to gyro.
listen to the music or voice programs of an AM
broadcast station. However, the ADF needle Audio filters—An electronic means of removing
operation is defeated in this mode of operation. a portion of the audio which the pilot does not
desire to listen to. The pilot may choose to
Area navigation system (RNAV)—A system of remove either the voice portion or the Morse
direct point-to-point navigation having four fur- code identifier of a VOR or an ADF system.
ther subclassifications:
Audio selector switches—The system of
● Course line computer—A computer uti- switches which allows one or several audio sys-
l i z i n g i n f o r m a t i o n f r o m VO R a n d t e m s t o b e “ p i p e d - i n ” t o t h e s p e a ke r o r
colocated DME stations, that allows the headphones of an aircraft.
operator to change the location of the

FlightSafety
international
Audio system—The electronic system that serves tem should the avionics master switch fail for any
as a switchboard and amplification system for the reason.
varied receivers that require the audio to be fun-
neled to the speaker or headphones. Avionics master switch—A central on/off power
switch for the entire avionics package in an air-
Autopilot/flight director modes: craft. This switch conveniently allows the pilot to
turn on the entire avionics package by turning on
● Vertical modes—Vertical modes control only one switch.
changes in the pitch attitude of the air-
craft using the elevator servo. Examples Beat frequency oscillator (BFO)—A device used
of vertical modes are: altitude hold, alti- on an ADF receiver that generates a tone allow-
tude preselect, indicated airspeed hold, ing the pilot to identify the Morse code being
and vertical speed hold. transmitted by some nondirectional beacons.
● Lateral modes—Lateral modes control
autopilot operation by controlling the NOTE
aileron and rudder servos. Examples of
This type of transmitter is not
lateral modes are: heading hold, naviga-
employed in the United States.
tion modes and submodes (e.g., en route
nav tracking, approach, backcourse, etc.).
Carrier—That portion of the transmitted radio
energy which “carries” the useful information
Autopilot/flight director submode—Generally
(i.e., modulation).
speaking, this concept represents two subclassifi-
cations of operation within a given mode. Compass system slaving—The process of auto-
Namely: matically aligning the directional gyro in a
● compass system with the earth’s magnetic field to
Arm—The process of activating a system
display the aircraft’s magnetic heading. When the
or preparing it to operate at a future time.
compass system is initially powered, slaving
For instance, if you push the Nav button
occurs at a fast rate to quickly align the compass
to track a specific radial from a VOR sta-
system with magnetic north. Once the fast-slav-
tion, but the CDI needle is displaced full-
ing rate is accomplished, the system
scale to the left or right at the moment
automatically goes into a slow-slaving rate for
you push the Nav button, then the autopi-
continuous operation. It will correct for preces-
lot flight director system will initially be
sion errors of the compass system up to a
activated in the nav-arm mode while the
maximum error of about 3° per minute.
aircraft continues to intercept the selected
radial. Concentric—Two or more knobs mounted on
●
one common system of shafts having the same
Capture—A submode allowing the auto- axis. For example, most frequency selector knobs
pilot flight director system to track a used in all avionic systems employ concentric
specified lateral or vertical reference knobs in the interest of conserving panel space.
(e.g., altitude or glide slope as a vertical
mode; VOR or localizer course as a lat- Course deviation indicator (CDI)—An indicator
eral mode). used with a VOR/localizer receiver that shows
only left/right deviation and to/from information.
Avionics master circuit breaker—The circuit This instrument has a knob called an OBS knob,
breaker that supplies power to the avionics mas- meaning “omnibearing selector,” which allows
ter switch in Beechcraft factory-installed the pilot to choose the course to or from a VOR
avionics packages on Baron, Bonanza, Duke, and station.
King Air installations. This circuit breaker serves
as a backup means of activating the avionics sys-

FlightSafety
international
Course knob—The name applied to the omni Fast erect—A mode of operation whereby an
bearing selector on an HSI type of instrument. attitude indicator may be quickly realigned with
The course knob is attached to the resolver and a the earth’s horizon if for any reason the gyro has
course pointer on the HSI indicator. precessed or tumbled.
Course width—Displacement left or right of the Flux valve (flux gate)—A component of a slaved
desired course: compass system that senses the earth’s magnetic
field and converts this information into an electri-
● Angular—Degrees left or right of the cal signal representing magnetic north.
desired course. Course width using the
VOR system is 10° on each side of the Free operation—A mode of operation for a
desired course. slaved compass system whereby the directional
gyro is disconnected from the slaving system.
● Linear—In the “en route mode” most Normally this would be used when the slaving
course line computer RNAVs have a system fails or for operation in the polar regions
course width of ±5 nautical miles. In the where the earth’s magnetic field will not permit
approach mode most course line com- normal slaved operation. The concept here is that
puter RNAVs have a course width of the directional gyro is free of its master, magnetic
±1 1/4 nautical miles on each side of the north.
centerline.
Gain—The relative amount of amplification of a
Cross sidetone—Sending sidetone audio across radio receiver. A gain control is commonly used
the cockpit from one side to the other; for exam- on a radar indicator to control the relative amount
ple, this allows the pilot to hear what the copilot of amplification of the received radar echo. This
is saying on the transmitter. Cross sidetone may allows the pilot to optimize the information dis-
be heard through either the phones or the played, especially when the radar is used for
speaker. terrain mapping purposes.
Digital—A type of electronic circuitry technol- Go-around mode—An autopilot flight director
ogy that operates in specific steps, as opposed to mode intended to be used during a missed
the smooth, sweeping type of operation approach. This mode will command a pitch-up
employed in analog. attitude appropriate for a climbout with an asso-
ciated wings-level command. The autopilot may
Double-cue flight director system (cross or may not remain engaged during the go-around
pointer)—A command presentation system using mode, depending upon the type of autopilot
one vertical bar to indicate commanded roll-atti- installed in a specific aircraft.
tude instructions and one horizontal bar to
indicate commanded pitch instructions. Gyro erection—The process of an attitude gyro
becoming aligned with the earth’s horizon or,
Electronic flight instrument system (EFIS)—A viewed in another way, aligned with true vertical.
type of flight instrumentation system employing This happens automatically when the system first
cathode ray tubes (television screens) to display receives power.
information.
Half bank—An autopilot mode of operation
Emergency/normal switch—In the event of the whereby the bank angle is limited during turns in
failure of the audio system, this switch (when such a way that the aircraft will only bank
placed in the emergency position) allows audio approximately half as much as normal. This is
from the aircraft receivers to be “piped” directly designed to give the passengers the perception of
to the headphones. a smoother ride with no steep banks.

FlightSafety
international
Heading bug—An adjustable marker used on a Keying—The process of turning on the transmit-
heading indicator to direct an autopilot and/or ter by means of the push-to-talk button located
flight director system according to the magnetic on the microphone or the control wheel.
heading the pilot desires to fly. Also, this device
may be used simply as a reminder to the pilot of Latitude—The angular displacement of a geo-
what heading he is to fly when not using the auto- graphic location north or south of the equator.
pilot flight director system. This is normally expressed in terms of degrees,
minutes, and tenths of minutes.
Heading indicator (directional gyro)—A gyro-
scopically controlled instrument used to display Linear deviation—A means of showing lateral
an aircraft’s heading relative to magnetic north. displacement from the desired navigational
The compass card of this indicator may be course calibrated in miles. Linear deviation
receiving the information which it displays from allows for parallel course boundaries whether far
a remotely located gyro and an associated slaved away from or near a station.
compass system.
Longitude—The angular displacement of a geo-
Hertz—The unit of measure used to describe the graphic location east or west of the prime
number of cycles of alternating current per meridian located in Greenwich, England. This is
second. normally expressed in terms of degrees, minutes,
and tenths of minutes.
Horizontal situation indicator (HSI)—This
instrument, alternately called a CDI by some Magnetic bearing—The direction of a nondirec-
manufacturers, displays heading information tional beacon (NDB) or VOR station relative to
from a compass system, left/right and to/from magnetic north.
information from a VOR/localizer receiver, and
deviation above and below a glide slope from a Meter movement—An application of an ammeter
glide-slope receiver. The pilot’s workload is used in any instrumentation system to show devi-
reduced by integrating these displays onto one ation such as left/right, to/from, slaving indicator,
indicator. etc.
Inertial navigation system—This system allows Mode—One of several operating conditions of a

direct point-to-point navigation via a great circle system. For instance, most airborne weather
route. This system is completely self-sufficient, radars have both weather mapping and terrain
utilizing a group of gyros and accelerometers to mapping modes of operation.
sense movement along the earth’s surface.
Mode A—That portion of the transponder reply
Integrated autopilot/flight director system—A which transmits azimuth and distance informa-
system utilizing both autopilot and flight direction for the radar controller.
tion information to respond to selected modes.
Mode C—The portion of a transponder reply
Interrogation—In the secondary surveillance containing the pressure altitude of an aircraft as
radar system the ground-based radar unit is said provided by an encoding altimeter.
to “interrogate” the transponders of all aircraft
flying within reception range of that radar. Once Modulation—The addition of useful information
a transponder has been interrogated, it should to the carrier wave that is emitted from a trans-
reply to the ground radar unit by sending a brief mitter; for example, talking into the microphone
transmission of radio energy. For general avia- or the transmission of the Morse code identifica-
tion aircraft a transponder may be interrogated in tion from a VOR station.
both modes. A mode supplies azimuth and dis-
tance information, and altitude information is Muting—The silencing of incoming receiver
provided through mode C. audio while one is transmitting.

FlightSafety
international
Nonintegrated AP/FD system—Two separate Remote mounted avionics—Avionic equipment

flight control systems, each using its own com- which is not fully self-contained and mounted on
puter. Information coming from these two the instrument panel. Typically, the “black
systems may or may not agree at any given time. boxes” for these systems are located in the for-
ward avionics compartment, forward of the front
OMEGA/VLF system—A world-wide naviga- pressure bulkhead, or aft of the rear pressure
tion system that allows direct great circle flight bulkhead.
from one point to another. This system utilizes
U.S. Navy VLF communication transmitters and Resolver—The electronic device to which the
the OMEGA system of navigation. course knob or OBS knob is attached. This
device communicates the desired course, which
Parallax error—A problem that can cause inaccu- the pilot selects, to the VOR receiver.
rate interpretations of an instrument reading. It is
caused by the user’s viewing angle not being Servo system—Using an electric motor in any
directly in line with the instrument. one of several applications to reduce pilot work-
load or allow automatic operation of some
Parallax error adjustment—An adjustment of systems; for example: autopilot servos, electric
some single cue flight director systems which elevator trim servos, servoed altimeters, compass
allows the command bars to be adjusted up or systems, etc.
down in order to “nestle” just above the aircraft
symbol. Sidetone—The ability to hear oneself talk while
transmitting. The sidetone may be heard through
Parked or stowed ADF needle—The process of either the headphones or the speaker. Addition-
placing the ADF needle at the 3 o’clock relative ally, sidetone may be considered as a means of
bearing location to indicate that the ADF unit is verifying normal transmitter and receiver opera-
in the antenna mode and that the needle is not tion. If the receiver and transmitter are working
operating. properly, the sidetone will sound “normal.” If
either the transmitter or receiver is malfunction-
Radio magnetic indicator (RMI)—The combined ing, the sidetone will sound weak or garbled.
display of magnetic heading from a compass sys-
tem and relative bearing to a nondirectional Single-cue flight director system (V-bar sys-
beacon or VOR, which results in displaying the tem)—A command display system using a pair
product, called “magnetic bearing,” to or from of bars which work in unison to display the com-
the station. manded attitude to the pilot.
Range filter—An audio filter designed to remove Slant/range correction—A means of correcting
the Morse code identification from a radio trans- for the inherent error in raw slant/range data
mission. Actually, range is something of a which will result in a true lateral distance from
misnomer as pilots know it today—you should the aircraft to the DME station. Many of the
think of this as being an “ident” filter. more sophisticated RNAV computers provide
slant/range correction.
Relative bearing—The direction of a nondirec-
tional beacon relative to the longitudinal axis of Slant/range distance—Conventional, uncor-
the aircraft. rected DME distance to the station.
Relay—An application of an electromagnet to Slaved compass system—A directional gyro sys-
perform switching duties. A relay may be used to tem that is automatically synchronized to the
switch large quantities of current. A multiple pole magnetic heading of the aircraft. The concept of
relay will allow a single pole switch to switch this system is that magnetic north is the master;
many circuits from a remote location. therefore, the compass system is its slave.

FlightSafety
international
Slaved operation—The normal mode of a slaved Voice terrain advisories—Voice callouts of perti-
compass system whereby the directional gyro nent altitude-above-ground information. The
automatically remains synchronized to magnetic information announced will be determined by the
north. This type of operation continually com- type of system installed.
pensates for gyro precession and other compass
system errors. The concept is that the compass Waypoint—The geographic location of naviga-
system is a slave to magnetic north. tional fix used in area navigation. This may be
used in either a VLF/omega system or a
Slaving amplifier—An amplifier which takes the VOR/DME system utilizing a course line
weak signal representing magnetic north, coming computer.
from the flux valve, and boosts that signal to a
usable level in order to drive the directional gyro Waypoint address—The radial and distance of a
to the proper magnetic heading. waypoint from a VORTAC.
Slaving indicator—A meter used in some slaved Waypoint coordinates—The latitude and longi-
compass systems that displays the difference tude of the waypoint used with a VLF/omega
between sensed magnetic heading and displayed system.
magnetic heading. If the needle on this indicator
is centered, there is no error between sensed and Yaw damper—A system connected to the rudder
indicated magnetic heading. If the needle is off to servo that seeks to dampen or reduce oscillations
the left or right, a small amount of error is indi- of the aircraft about the yaw axis. The yaw
cated. Normal operation of the compass system damper system significantly reduces the level of
causes the needle to sway to the left and right motion sickness experienced by passengers. This
because of gyro precession and other factors. system should be engaged soon after takeoff and
under normal operations should remain engaged
Soft ride—A mode for an autopilot whereby the until just prior to landing.
responsiveness of the autopilot to rough air is
altered in such a way that the ride is perceived to
be much smoother than it is.
Squelch—A silencing circuit employed in com-
munication receivers that allows undesirable
background noise to be omitted. Only a strong
incoming signal from a transmitter will be heard.
Transponder code—A specific four-digit code
that may be selected by the pilot on his transpon-
der to identify his specific aircraft.
NOTE
A common misconception is that this
control changes the transponder reply
frequency. The transponder always
operates on the same frequency.
Voice filter—An audio filter designed to remove

t h e v o i c e p o r t i o n o f a r e c e iv e d r a d i o
transmission.

FlightSafety
international
ANNUNCIATORS
The Annunciators section presents a
color representation of all the annunci-
ator lights in the airplane.
Please unfold to the right and leave open
for ready reference as the annunciators
are cited in the text.
FOR TRAINING PURPOSES ONLY ANN-1

FlightSafety
international
L FUEL PRESS CABIN ALTITUDE BAGGAGE DOOR INVERTER R FUEL PRESS
L OIL PRESS L ENVIR FAIL FWD CABIN DOOR R ENVIR FAIL R OIL PRESS
AFT CABIN DOOR
L BL AIR FAIL A/P TRIM FAIL A/P DISC R BL AIR FAIL
SERIES UA, UB, UC
L AUTOFEATHER L CHIP DETECT ANTI SKID FAIL PWR STEER FAIL R CHIP DETECT R AUTOFEATHER
L IGNITION ON TAXI LIGHT EXTERNAL POWER R IGNITION ON
SERIES UA, UB
ANTI SKID FAIL PWR STEER FAIL ANN PWR SOURCE
L NO FUEL XFR R NO FUEL XFR
PWR STEER ENGA
L AUTOFEATHER L IGNITION ON TAXI LIGHT EXTERNAL POWER R IGNITION ON R AUTOFEATHER
SERIES UC
ANN-2 FOR TRAINING PURPOSES ONLY

EXTINGUISHER EXTINGUISHER
MASTER MASTER
PUSH PUSH L FUEL PRES LO CABIN ALT HI CABIN DIFF HI R FUEL PRES LO
WARNING CAUTION
EFIS DISCH OK DISCH OK
PRESS TO RESET PRESS TO RESET
DRIVE
XFR COMPARE L OIL PRES LO L ENVIR FAIL CABIN DOOR R ENVIR FAIL R OIL PRES LO
HDG NAV ARM NAV APPR ARM APPR DSC CLIMB ALT PUSH TO
ALT ALT ARM GS ARM GS GA ALERT RESET
GPS
L AC BUS CARGO DOOR R AC BUS
GPWS
BELOW FLT
HDG NAV APPR B/C CLIMB
TEST
GPS APR GPS CRS FIRE PULL FIRE PULL

G/S RCDR
ARM ACTV OBS LEG
OFF ALT ALT SEL VS IAS DSC
P/TEST P/CANCEL
L FUEL PRES LO CABIN ALT HI CABIN DIFF HI R FUEL PRES LO

SERIES UE
L OIL PRES LO L ENVIR FAIL CABIN DOOR R ENVIR FAIL R OIL PRES LO
PRESS
L AC BUS CARGO DOOR R AC BUS TO TEST
EXTINGUISHER EXTINGUISHER
PUSH PUSH
DISCH OK DISCH OK
MASTER
MASTER CAUTION MASTER
MASTER CAUTION
G WARNING
WARNIN PRESS TO
RESET RESET
PRESS TO PRESS TO
PRESS TO RESET
FIRE PULL PULL TO CLOSE
FIRE PULL RADIO CALL
RESET
EFIS START START FIREWALL EFIS

9 12 9 12 N669CM
FUEL VALVE
DRIVE ITT ITT DRIVE
AUX AUX HDG

ALT
NAV ARM NAV APPR ARM APPR DSC CLIMB
ALT ARM GS ARM GS GA
XFR
ALT
ALERT
COMPARE
PUSH TO
RESET
8
˚C X 100
2 8
˚C X 100
2
COMM NAV MKR BCN DME
FIRE EXT ARM
COMM NAV MKR BCN DME
XFR
ALT
ALERT
COMPARE
PUSH TO
RESET
HDG
ALT
NAV ARM NAV APPR ARM APPR DSC CLIMB
ALT ARM GS ARM GS GA
4 4 1 2 1 2 1 2 1 2 ADF VOICE VOICE 1 2 1 2 1 2 1 2 ADF
ARM ON HDG NAV APPR B/C CLIMB
TEST
GPS 7
6 5
7
6 5
PILOT AUDIO OFF
BOTH
RANGE PUSH RANGE
BOTH
COPILOT AUDIO OFF
GPS
TEST
GPS APR GPS CRS ANN ON/OFF GPS APR GPS CRS
BELOW FLT BELOW
GPWS AFX AFX COMM 2 VOLUME AUDIO HOT PUSH BRT PA AUDIO VOLUME COMM 2 GPWS
G/S RCDR ARM ACTV OBS LEG ARM ACTV OBS LEG G/S
SPKR INTPH SPKR
AUX TEST COMM 1 PA GND COMM 1 PA

MASTER MASTER
SP
SP
OFF ALT ALT SEL VS IAS DSC ALT ALT SEL VS IAS DSC
P/TEST P/CANCEL 50 0 50 0 L P/TEST P/CANCEL
DIM COMM
KR
KR
45 5 45 5 PH VO PH
OFF OFF PWR OFF
TORQUE TORQUE
40 10 40 10
35
X 100
15 35
X 100
15
1 DME 2 ENCD
ALTM 1
XPNDR
NORMAL
MKR BCN 1 & 2
HI HORN
STBY HRZN PWR
ON AUX AUX
0
CAUTION WARNING
VO
300 4060 300 4060
ALT L L ARM ON
OFF
0 VO
L
LOC1 GS VO LOC2 GS 9 1
EFIS
30 20 30 20
280 9 500 1 25 25 ALTM 2 OVERRIDE LO SILENCE TEST AUX TEST
280
KNOTS 80 AP/L 1,400 KNOTS 80 AP/L
PUSH HARD
260 YD 8 2 260 YD 8 2 PUSH HARD
60 100 100 60
240 240
PRESS TO RESET PRESS TO RESET
Collins Collins Collins Collins
55 5 ALT 55 5
120 10 0 0 120 10
11 12 1 220 7 MB IN HG
3 XFR XFR XFR XFR
220 7 3 11 12 1
20 PROP 5 20 PROP 5
50
50
10
10
10 2 140 1017 30.03 140 10 2
200 OFF 200 HP IN.HG
45 9 3 15 180160 6
5
4 19
18 RPM X 100 10
19
18 RPM X 100 10 MEM
MEM
MEM
MEM
CLI MB
MEM
MEM
MEM
MEM 180160 6 4 45 9 3 15
DRIVE
8 4 10 BARO 17
16 15 1413
17
16 15 1413 COM NAV NAV COM 10 5 8 4
COMPARE
40
40
20
20
SQ SQ
7 6 5
35
30
25 0 OFF
ON OFF
STO OFF
ON HLD
IDENT
DI VE
OFF
ON HLD
IDENT OFF
ON OFF
STO 0 35
7 6 5
30
25
XFR
DH200 V V V V DH200
33
0 3
1 2 0.0 0.0
TEST ACT TEST TEST TEST ACT
33
0 3
1 2
ALT PUSH TO HDG NAV ARM NAV APPR ARM APPR DSC CLIMB
110 0 110 0
ALERT RESET ALT ALT ARM GS ARM GS GA
30
30
TURBINE TURBINE
VERTICAL VERTICAL
6
6
GYRO
– SLAVING + .5
SPEED
3 100 100
ALTITUDE SET .5
SPEED
3 GYRO
BENDIX/KING GPS – SLAVING +
UP 20 20 PUSH TO KLN 90B TSO DIS 3 4 . 5 N M D AT E / T I M E UP
27
27
% RPM % RPM PUSH
9
9
BRT ON
• • • • • • • • • • 11 SEP 97
0 80 80
0
SLEW MODE
ET DN 60
40
60
40
ALT
ALERT 3, 0 0 0 CRSR
OBS IN –––˚ 02:04:00UTC
O U T 3 1 5 ˚ A LT 0 1 5 0 0 F T CRSR ET DN SLEW MODE
12
12
CRS CRS
24
24
GPS
INSTANTANEOUS RMI 130˚ BARO:30.10" INSTANTANEOUS
DG 20.0 NM 00:00 CANCEL 24.4 NM 00:00
15 .5 FPM X 1000
3 ANNUN O N A P P ROV E ? 15 .5 FPM X 1000
3 DG
NAV APT
NA
NA
N
V
V
NAV CALC 12
NA
NA
21 21
3 15
V
V
18 33 ENR–LEG CRSR D/T VOR 18
1 2 8 8
FPL
MODE
STAT
SETUP ACTV NDB 1 2
L 7 7 TRIP OTHER REF INT V
30
V1 A
6
O MSG ALT D CLR ENT CTR SUPL

EFIS C 6 FUEL FLOW 6 FUEL FLOW O
R TEST
AUX POWER 1 1
W
5 5
E
ON HORN GPWS
30 40 50
G/S GPWS Collins Collins Collins VG FAST
OFF FLAP 4 0 4 0 BFG ERECT
PPH X 100 PPH X 100 TEST 5 nm 60
GPS APR GPS CRS
20K
24
CANCLD INOP
12
XFR 1 XFR 20 15K

25K
TEST SILENCE EADI/EHSI ELAPSED OVRD 3 1 3 1 +02 ON EADI/EHSI ELAPSED BI

N ALTITU
BELOW
NORM 12.5 70
10K
2 2
DE
CA
DIM TIME 21
15 00 DIM TIME
S
CRS CRS
VG FAST
AUX AUX
GPWS
VG FAST MEM -11 2 MEM
ARM ON
000 ERECT MEM MEM
TO 130 OXYGEN
OIL OIL
G/S
AUX TEST TA1.1 -06 OUTLET PRESSURE
ON ADF ATC ADF PSIG
TA2.6
PROP SYN
ON
140
100
200
150
140
100
200
150
ANT
OFF
ADF TONE
V
STO
+05
STBY
OFF
ON ALT
IDENT
ANT
OFF
ADF TONE
V
STO ERECT ARM ACTV OBS LEG
60 100 60 100 ALT 0900
OFF 20 50 20 50
TEST ACT TEST TEST ACT
ALT ALT SEL VS IAS DSC
ON P/TEST P/CANCEL
DIM
0 0 RNG TEST
EXT AC BUS -20 0 -20 0 OFF
PWR LEFT ENG AUTO IGNITION
ON RIGHT ˚C PSI ˚C PSI
O ARM
F 10
F GEN OFF 4 5
OFF PSI
TRANSFER RESET LEFT RIGHT 3 6
L DC GEN L FUEL QTY STALL HEAT BATTERYCHARGE R FUEL QTY R DC GEN 0 20
ON ENG ANTI-ICE ICE PROTECTION
MASTER SWITCH WSHLD ANTI-ICE PROP L FW VALVE L COL TANK LOW L GEN TIE OPEN BATT TIE OPEN R GEN TIE OPEN R COL TANK LOW R FW VALVE VACUUM PNEUMATIC
LEFT RIGHT ENVIRONMENTAL PRESSURE
ON NORMAL AUTO MANUAL NOSE OFF INCHES OF MERCURY
LDG GR CONTROL L ENG ICE FAIL L BK DI OVHT HYD FLUID LOW ANTI SKID FAIL ANNPWRSOURCE R BK DI OVHT R ENG ICE FAIL BLEED AIR VALVES BLOWERS MAN TEMP
O AUTO TEMP
OPEN MAN AUTO
OFF
F L R E HI INCR
OFF F L FIRE LOOP L PITOT HEAT XFR VALVE FAIL PWR STEER FAIL MAN STEER FAIL R PITOT HEAT R FIRE LOOP
NO O
BATT L GEN R GEN H H VF F P
HI L NO AUX XFR AUTOFEATHER OFF PITCH TRIM OFF AFX DISABLE R NO AUX XFR IF F
PILOT COPILOT DECR TEST CABIN COPILOT
BUS SENSE GEN TIES UP R AUTO
AVIONICS PILOT DEFROST SURFACE INCR AIR AIR
RESET MAN CLOSE ACTUATORS AIR AIR WARN INBD WG DEICE YD/RB FAIL TAIL DEICE RUD BOOST OFF OUTBD WG DEICE INSTR & ENVR OFF MAN 1000 1000
STANDBY DEICE DN
N SINGLE FUEL VENT HORN LEFT RIGHT COOL 500 1500 500 1500
O LEFT RIGHT L AUTO FEATHER L IGNITION ON PWRSTEERENGA R IGNITION ON R AUTO FEATHER T FLIGHT
R CABIN TEMP PSIG PSIG
M DOWN HDL HOURS 1/10
LOCK LT L ENG ANTI-ICE L BK DEICE ON MAN TIES CLOSE R BK DEICE ON R ENG ANTI-ICE 0 2000 0 2000
OFF TEST OPEN MAIN 4
MANUAL REL TEST SILENCE 40 80 ENG FIRE TEST 0 0 0 5
OVERSPEED 5 OXYGEN OXYGEN
L ENVIR OFF RDR PWR ON FUEL TRANSFER TAXI LIGHT EXTERNALPOWER R ENVIR OFF WARNING EXT
IGNITION AND ˚F PULL PULL ON CYLINDER
PRESSURE
CYLINDER
PRESSURE
PROP TEST PULL PULL ON TEST TEST A DECR
ENGINE START OVERSPEED CABIN TEMP
ON 0 120 O
F
GPWS
LEFT RIGHT AUTOFEATHER LANDING
ON STALL PITOT ALT BRAKE F
O GEAR
WARN LEFT RIGHT STATIC DEICE FURN TEST B
G/S GPWS
F ARM UP B IN STALL
OFF F CA ALT 0 100 LEFT RIGHT
OFF 2 0˚ 2 4 0 FT ON WARN LOOP
BATTERY CHARGE PROP GND SOL

OXYGEN CABIN 1
L FUEL QTY STALL HEAT R FUEL QTY

TEST
L DC GEN R DC GEN
PULL OXYGEN 35
FLAP STARTER ONLY TEST O
ON PULL FLAPS .5 CABIN CLIMB
30 0 5 F
LO PITCH RELAY FT PER MIN
6 1 F
ON
CANCLD INOP
17˚ 0 6 25 5 2 VENT AIR - PULL ON OFF AMP
.5 4 3 DETECT
10
OVRD 35˚
DOWN
1
2 4
20
15
HIGH IDLE
TAKEOFF HIGH
D LANDING
AND
RPM
REVERSE
N INCR
C
VG FAST 0 E O
L FW VALVE L COL TANK LOW L GEN TIE OPEN BATT TIE OPEN R GEN TIE OPEN R COL TANK LOW R FW VALVE
P N
L D
O P
ERECT F
W
E
V W R
T
I AUX AUX
A E O I
D T
O R P O ARM ON
ON 3
R
LIFT
TAXI
N
PUSH TO
T
A
R
I
GND
FINE
AUX TEST
M
LDG GR CONTROL
F
T
LIFT
FEATHER FUEL CUTOFF

ALT
NOSE U
ALERT
0
DN
CAUTION
REVERSE
P
ONLY WITH
ENGINES
RUNNING
R
E
V
E
R
S
E F UP 0˚
FRICTION
LOCK
L ENG ICE FAIL L BK DI OVHT HYD FLUID LOW ANTI SKID FAIL ANN PWR SOURCE R BK DI OVHT R ENG ICE FAIL
L R FRICTION
LOCK
L
A
P 17˚ CANCEL
DOWN 35˚
AILERON TRIM
LEFT RIGHT
RUDDER TRIM
UP H H 5
3
0
3
LEFT RIGHT
XFR VALVE
L PITOT HEAT PWR STEER FAIL MAN STEER FAIL R PITOT HEAT
5 0
3
3
L FIRE LOOP FAIL R FIRE LOOP

5
DN
5
DOWN HDL AUTOFTHER

LOCK LT EFIS POWER
EFIS
TEST AP/L
ADC
TEST
PLT
CMPST
DSP
PLT
DR XFR
PLT
COPLT
CMPST
L NO AUX XFR PITCH TRIM OFF AFX DISABLE R NO AUX XFR
OFF
PILOT COPLT PILOT COPLT
EADI EADI DSPL DSPL NORM NORM
EHSI EHSI PRCSR PRCSR
REL TEST
AP/R OFF COPLT COPLT OFF
PLT
ALL ON NO. 1 ALL ON NO. 1
COPLT ATT NORM HDG NORM
OFF OFF OFF OFF
ALL ON NO. 2 ALL ON NO. 2
NAV DATA TIMER WX DH

SET SET
NAV DATA TIMER DH ARC HSI ARC
SET WX SET S/S TST
MAP MAP
TTG ACT
S/S ARC HSI ARC TST GSP ET PRE XFR
RN
TTG ACT
G
GSP ET MAP MAP PRE XFR

P US H P US H
RN
G
HDG CRS
INBD WG DEICE YD/RB FAIL TAIL DEICE RUD BOOST OFF OUTBD WG DEICE
P US H P US H DIR C
T
SY N C CRS E
HDG CRS SEL
DIR C
T
SY N C CRS E
SEL
MODE RANGE
TEST NORM TGT HLD STB 50 100
STBY WX 25 200
OFF MAP 10 300
L R
DN +10
SR +5
MIN MAX
YAW AP
ENG ENG 0
1/20
GAIN TILT
UP -5
-10
TAKEOFF SEND
LANDING
TURBULENCE
OPTION
AUTOBRIEF CANCEL
PARKING
BRAKE
CABIN
PRESSURE
DUMP
P
R
E
S
S
3
2
1
L AUTOFEATHER L IGNITION ON PWR STEER ENGA R IGNITION ON R AUTOFEATHER
IN
AL
TEST 14
CAB
1
T -
X1
T
ACF
FT
00 0
POWER STEERING
RUDDER ELEV POWER YAW
BOOST TRIM PARK ON DAMP
O
F
F WARNING RATE
INC
CABIN R
CONTROLLE
YAW OFF TAXI OFF PUSH FWD DEPRESSURIZE CABIN
CONTROL ON/OFF BEFORE LANDING
TEST
4 6
2 8
ANTI
10
0
MAN TIES CLOSE R ENG ANTI-ICE

SKID
OFF
COCKPIT VOICE RECORDER

TEST
HEADSET
600 OHMS
ERASE
L ENG ANTI-ICE L BK DEICE ON R BK DEICE ON
L ENVIR OFF RDR PWR ON FUEL TRANSFER TAXI LIGHT EXTERNAL POWER R ENVIR OFF
SERIES UE
Figure ANN-1 Annunciators
FOR TRAINING PURPOSES ONLY ANN-3

B 1900 Training PDF

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FlightSafety international

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

Record of Revision No. 2.01

the best safety device in any aircraft is a well-trained crew...

BEECH 1900 AIRLINER

FlightSafety International, Inc.

Hawker Beechcraft Learning Center

Toronto Learning Center

LaGuardia Learning Center

Copyright © 2000 by FlightSafety International, Inc.

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 1-i

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

TIEDOWN AND SECURING............................................................................................. 1-33

1-ii FOR TRAINING PURPOSES ONLY

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

Figure Title Page

1-1 1900 Airliner General Arrangement—Series UE.................................................... 1-4

FOR TRAINING PURPOSES ONLY 1-iii

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

1-24 Power Control Quadrant and Pedestal .................................................................. 1-29

1-iv FOR TRAINING PURPOSES ONLY

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 1-1

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

Following are brief descriptions of the subject Master Warning System

1-2 FOR TRAINING PURPOSES ONLY

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

Pneumatics Landing Gear and Brakes

FOR TRAINING PURPOSES ONLY 1-3

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

Miscellaneous Systems STRUCTURES

Figure 1-1 1900 Airliner General Arrangement—Series UE

1-4 FOR TRAINING PURPOSES ONLY

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

Figure 1-2 1900 Airliner General Arrangement—Series UB

FOR TRAINING PURPOSES ONLY 1-5

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

BEECHCRAFT 1900 AIRLINER effective horizontal surface, which is able to con-

1-6 FOR TRAINING PURPOSES ONLY

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

The fuselage is a conventional monocoque struc- ● UE Series:

Revision 1 FOR TRAINING PURPOSES ONLY 1-7

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

● Air-conditioning system: ● No-smoking sign with chime

1-8 FOR TRAINING PURPOSES ONLY

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

Figure 1-4 1900 Airliner Three-View Diagram—Series UB and UC

FOR TRAINING PURPOSES ONLY 1-9

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

Figure 1-5 1900 Airliner Three-View Diagram—Series UE

1-10 FOR TRAINING PURPOSES ONLY

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

Maximum Certificated Weights Cargo door height aft:

Maximum landing weight: Forward cabin compartment:

Maximum zero fuel weight: Hanger—Forward cabin compartment:

Typical operating weight: Aft baggage compartment—Forward Section:

Cargo door width (minimum): Power loading

Revision 2 FOR TRAINING PURPOSES ONLY 1-11

BEECH 1900 AIRLINER PILOT TRAINING MANUAL

Cabin Compartment Volumes Figure 1-7 Cabin Pressure Vessel

Crew station.................................. 103 cubic feet

1-12 FOR TRAINING PURPOSES ONLY