Pilot Training Manual Fly Right

KING AIR C90, C90A, & C90B
PILOT TRAINING MANUAL
This document to be used for training purposes only.
DO NOT USE IN AIRCRAFT
© 2015 FlyRight, Inc.

For Training Purposes Only - DO NOT USE IN AIRCRAFT
This document is subject to revison. At the time of training, this document is current. There is no revision
process for this document after completion of training, therefore, its content is subject to change without your
knowledge.
Pilot Training Manual
King Air C90 Series of Aircraft
TABLE OF CONTENTS
AIRCRAFT GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

DIMENSIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
TURNING RADIUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
GENERAL ARRANGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
PASSENGER CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
CABIN AND ENTRY DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
CABIN ARRANGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
CABIN LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
BAGGAGE COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
DOORS & EXITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
AIRSTAIR DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
EMERGENCY EXIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
AVIONICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
WEIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
C90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
C90 A/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
COCKPIT ARRANGEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
COCKPIT LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
PREFLIGHT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
TIEDOWNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
FIRE EXTINGUISHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
PILOT OPERATING HANDBOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
APPROVED ENGINE FUEL AND OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
C90 ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
GENERATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
CURRENT LIMITERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
BATTERY (NiCad) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
C90A AND B ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
GENERATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
GENERATOR CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
AC POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
STANDBY EFIS POWER SUPPLY (IF EFIS INSTALLED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
CIRCUIT BREAKER LOCATION EXAMPLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
GLARESHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
POWER DISTRIBUTION SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
POWER DISTRIBUTION SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
KING AIR C90B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
(YOUR AIRCRAFT MAY DIFFER). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
COCKPIT LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-i

July 29, 2015
Table of Contents
CABIN LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

EXTERIOR LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
MASTER WARNING SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
C90. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
C90B (LJ-1352 AND AFTER). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
ANNUNCIATOR DESCRIPTIONS FOR C90, C90A, & C90B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
MAIN TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
NACELLE TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
FUEL TRANSFER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
QUANTITY MEASUREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
FUEL DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
VENTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
FUEL MANIFOLD COLLECTION/PURGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
FUEL PURGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
FUEL CONTROL UNIT PURGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
FIREWALL SHUTOFF VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
FUEL TYPES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
CENTER PEDESTAL (YOUR AIRCRAFT MAY BE DIFFERENT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
FUEL PANEL (YOUR AIRCRAFT MAY BE DIFFERENT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
FUEL PANEL CONTINUED (YOUR AIRCRAFT MAY BE DIFFERENT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
GLARESHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
NORMAL OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
ANNUNCIATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
ABNORMAL PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
CROSSFEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
FUEL TRANSFER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
BOOST PUMP FAILURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
FUEL HANDLING PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
FILLING THE TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
FUEL GRADES AND TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
FUEL IMBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
FUEL CROSSFEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
FUEL GAUGES IN THE YELLOW ARC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
OPERATING WITH LOW FUEL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
USE OF AVIATION GASOLINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
AUXILIARY POWER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
POWERPLANT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
POWERPLANT DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
POWER RATING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-ii

July 29, 2015
Table of Contents
TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
FREE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
AIR INTAKE AND FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
COMPRESSOR BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
IGNITERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
ACCESSORY SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
ENGINE LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
MAGNETIC CHIP DETECTOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
FUEL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
POWER CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
ITT AND TORQUE INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
COCKPIT PEDESTAL CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
STANDARD (NON-REVERSING) PROPELLER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
PROPELLER GOVERNORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
PRIMARY AND SECONDARY LOW PITCH STOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
FEATHERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
SYNCHROPHASER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
CONTROLS AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
PILOT’S LEFT SUBPANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
CENTER PEDESTAL (YOUR AIRCRAFT MAY BE DIFFERENT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
PILOT’S PANEL (YOUR AIRCRAFT MAY BE DIFFERENT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
GLARESHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
GAUGES (YOUR AIRCRAFT MAY BE DIFFERENT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
ENGINE FAILURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
POWERPLANT LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
STARTER LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
FIRE PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
FIRE DETECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
FIRE EXTINGUISHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
C90B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
SMOKE DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
LJ-1063 AND EARLIER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
PORTABLE FIRE EXTINGUISHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
CONTROLS AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
GLARESHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
NORMAL OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
PNEUMATIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
PNEUMATIC PRESSURE GAUGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
GYRO SUCTION GAUGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
GLARESHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
NORMAL OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-iii

July 29, 2015
Table of Contents
ABNORMAL PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6

EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
PNEUMATIC PRESSURE GAUGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
GYRO SUCTION GAUGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
ICE AND RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
ENGINE INTAKE LIP HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
INERTIAL SEPARATORS / ICE VANES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
ENGINE AUTO IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
WINDSHIELD ANTI-ICE/HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
PROPELLER HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
SURFACE DEICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
PITOT HEAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
STALL WARNING HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
GLARESHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
FUEL VENT HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
OIL-TO-FUEL HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
FUEL CONTROL HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
WINDSHIELD ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
PROP ELECTRIC DEICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
PITOT HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
SURFACE DEICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
STALL WARNING ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
FUEL HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
ABNORMAL PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
AIR CONDITIONING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
BLEED AIR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
FLOW CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
DUCTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
ELECTRIC HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
BLEED AIR HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
UNPRESSURIZED VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
VENT BLOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
ENVIRONMENTAL CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
CABIN TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
MANUAL MODE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
ELECTRIC HEAT CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
USING BLOWERS FOR AIR RECIRCULATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
ANNUNCIATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
GLARESHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-iv

July 29, 2015
Table of Contents
PRESSURIZATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
BLEED AIR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
CABIN CONTROLLER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
OUTFLOW AND SAFETY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
DEPRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
CRACKED OR SHATTERED WINDSHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
CRACKED COCKPIT OR CABIN SIDE WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
GLARESHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
CONTROLLER SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
HYDRAULIC POWER SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
LANDING GEAR AND BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
MECHANICAL LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
MANUAL EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
HYDRAULIC LANDING GEAR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
(LJ-1063 AND AFTER) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
HYDRAULIC FLUID INDICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
RETRACTION AND EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
MANUAL EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
LANDING GEAR ASSEMBLIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-6
LANDING GEAR POSITION AND WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-6
BRAKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-10
GLARESHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-10
NORMAL OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-12
RETRACTION AND EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-12
ABNORMAL PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-12
LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-12
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
FLAP SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
ELECTRIC ELEVATOR TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2
YAW DAMP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
RUDDER BOOST SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
STALL WARNING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
SAFE FLIGHT INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
(LJ-502 THROUGH LJ-1062). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
PREFLIGHT AND POSTFLIGHT OF CONTROL SURFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6
GLARESHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6
AVIONICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-v

July 29, 2015
Table of Contents
AUDIO PANEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1

INTERPHONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
PASSENGER ADDRESS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
COCKPIT VOICE RECORDER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
EMERGENCY LOCATOR TRANSMITTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2
STATIC WICKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2
OXYGEN SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
OXYGEN CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
OXYGEN SUPPLY DURATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
USEFUL CONSCIOUSNESS TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
OXYGEN SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
OXYGEN SYSTEM PREFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3
ANNUNCIATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3
OXYGEN USAGE CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3
MICROPHONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3
LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3
ANNUNCIATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-4
GLARESHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-4
CO-PILOT’S RIGHT SUBPANEL (LJ-1063 AND AFTER) OR
CO-PILOT’S RIGHT SIDE PANEL (LJ-1062 AND EARLIER) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6
RIGHT SIDE OF THE AFT FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6
OXYGEN AVAILABLE WITH PARTIALLY FULL BOTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7
OXYGEN DURATION WITH FULL BOTTLE (100% CAPACITY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7
MANEUVERS AND PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1
NORMAL TAKEOFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2
ENGINE FAILURE AFTER TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3
TWO ENGINE ILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4
SINGLE-ENGINE ILS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-5
TWO ENGINE NON-PRECISION APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-6
SINGLE ENGINE NON-PRECISION APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-7
CIRCLING APPROACH - BASIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-8
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-9
WEIGHT AND BALANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-1
BASIC EMPTY WEIGHT AND BALANCE FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-2
WEIGHT AND BALANCE RECORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-3
DIMENSIONAL AND LOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-4
WEIGHT AND BALANCE LOADING FORM - EMPTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-5
CABIN ARRANGEMENT DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-6
USEFUL LOAD WEIGHT AND MOMENTS: OCCUPANTS - TABLE. . . . . . . . . . . . . . . . . . . . . . . . . 19-7
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-8
COMPUTING PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-8
BASIC EMPTY WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-8
PILOT, COPILOT, PASSENGERS OR CARGO, CABINET & BAGGAGE CONTENTS . . . . . . . . . 19-8
ZERO FUEL WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-8
FUEL LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-8
For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-vi

July 29, 2015
Table of Contents
RAMP WEIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-8

START, TAXI, AND TAKE-OFF FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-8
TAKE-OFF WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-8
LANDING WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-8
USEFUL LOAD WEIGHT AND MOMENTS: CABIN & BAGGAGE - TABLE . . . . . . . . . . . . . . . . . . . . 19-9
USABLE FUEL - TABLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-10
JET FUEL WEIGHT - TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-11
WEIGHT AND BALANCE LOADING FORM - EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-12
WEIGHT AND BALANCE CENTER OF GRAVITY - GRAPH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-13
MOMENT LIMITS VS WEIGHT - GRAPH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-14
LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-15
WEIGHT LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-15
FLIGHT PLANNING AND PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-1
AIRCRAFT MANUALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-1
FLIGHT PLANNING CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-1
TAKE OFF PERFORMANCE CHARTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-1
CLIMB PERFORMANCE CHARTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-2
CRUISE PERFORMANCE CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-3
DESCENT PERFORMANCE CHARTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-3
LANDING PERFORMANCE CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-3
MISCELLANEOUS CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-4
CONFIGURATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-5
TAKE-OFF PATH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-5
ISA CONVERSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-6
MINIMUM TAKE-OFF POWER AT 2200 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-7
MAXIMUM TAKE-OFF WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-8
TAKE-OFF DISTANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-9
ACCELERATE - STOP DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-10
ACCELERATE - GO DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-11
TAKE-OFF CLIMB GRADIENT - ONE ENGINE INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-12
CLIMB - TWO ENGINE - FLAPS UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-13
SERVICE CEILING - ONE ENGINE INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-14
TIME, FUEL, AND DISTANCE TO CRUISE CLIMB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-15
MAXIMUM CRUISE POWER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-16
MAXIMUM CRUISE POWER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-17
MAXIMUM RANGE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-18
MAXIMUM RANGE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-19
RANGE PROFILE - USABLE FUEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-20
ENDURANCE PROFILE - USABLE FUEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-21
ONE-ENGINE INOPERATIVE MAXIMUM CRUISE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-22
ONE-ENGINE INOPERATIVE MAXIMUM CRUISE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-23
HOLDING TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-24
TIME, FUEL, AND DISTANCE TO DESCEND. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-25
CLIMB - BALKED LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-26
LANDING DISTANCE WITHOUT PROPELLER REVERSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-27
LANDING DISTANCE WITH PROPELLER REVERSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-28
PITOT STATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-1
C90A AND B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-1
C90. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-2
AIRCRAFT MANUALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-01-1
PILOTS OPERATING HANDBOOK AND FAA APPROVED FLIGHT MANUAL. . . . . . . . . . . . GOS-01-1
MAINTENANCE MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-01-1
For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-vii

July 29, 2015
Table of Contents
COMPONENT MAINTENANCE MANUAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-01-1

MINIMUM EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-01-2
LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-1
AIRSPEED LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-1
POWERPLANT LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-2
POWER LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-2
NUMBER OF ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-2
ENGINE MANUFACTURER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-2
ENGINE MODEL NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-2
ENGINE OPERATING LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-3
PT6A-20, PT6A-6/C20, AND PT6A-20A ENGINE OPERATING LIMITS . . . . . . . . . . . . . . . . GOS-03-3
PT6A-21 ENGINE OPERATING LIMITS (INDICATIVE OF C90) . . . . . . . . . . . . . . . . . . . . . . GOS-03-4
GENERATOR LOAD VS MINIMUM N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-4
GENERATOR LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-5
300 AMP STARTER/GENERATOR INSTALLATION LIMITATIONS . . . . . . . . . . . . . . . . . . . . GOS-03-5
STARTER LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-5
EXTERNAL POWER LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-5
FUEL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-6
APPROVED FUEL GRADES AND ADDITIVES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-6
APPROVED FUEL ADDITIVES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-6
FUEL MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-8
OIL SPECIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-8
PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-9
C90 AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-9
C90 A/B AIRCRAFT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-9
ICING LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-10
FLIGHT INTO KNOWN ICING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-10
APPROVED AIRPLANE DEICING/ANTI-ICING FLUIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-10
OTHER LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-10
CENTER OF GRAVITY LIMITS (LANDING GEAR EXTENDED) . . . . . . . . . . . . . . . . . . . . . GOS-03-10
AFT FACING CHAIRS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-11
STRUCTURAL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-03-11
LIMITATIONS WHEN ENCOUNTERING SEVERE ICING CONDITIONS. . . . . . . . . . . . . . . GOS-03-11
HANDLING SERVICE AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-05-1
INTRODUCTION TO SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-05-1
PUBLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-05-1
AIRPLANE INSPECTION PERIODS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-05-2
SPECIAL CONDITIONS CAUTIONARY NOTICE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-05-2
ALTERATIONS OR REPAIRS TO AIRPLANE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-05-2
GROUND HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-05-2
OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-05-2
OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-05-2
ACRONYMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPENDIX1
B200 LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
AIRSPEED LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
POWERPLANT LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
B200 INSTRUMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
PITOT STATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
ELECTRONIC FLIGHT INSTRUMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
EADI (ELECTRONIC ATTITUDE DIRECTOR INDICATOR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
EHSI (ELECTRONIC HORIZONTAL SITUATION INDICATOR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-viii

July 29, 2015
Table of Contents
DSP (DISPLAY SELECT PANEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140

COPILOT’S FLIGHT INSTRUMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
TAWS (TERRAIN AWARENESS AND WARNING SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
B200 COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
AUDIO PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
INTERPHONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
PASSENGER ADDRESS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
COCKPIT VOICE RECORDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
EMERGENCY LOCATOR TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
STATIC WICKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
B200 FLIGHT GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
ANNUNCIATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
EFIS SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
EFIS REVERSIONARY MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
ANNUNCIATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
FLIGHT MANUAL SUPPLEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
CONTENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
B200 MEMORY ITEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
EMERGENCY AIRSPEEDS (12,500 LBS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
ENGINE FIRE / ENGINE FAILURE IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
ENGINE FIRE ON GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
EMERGENCY ENGINE SHUTDOWN ON THE GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
ENGINE FAILURE DURING TAKEOFF (AT OR BELOW V1) - TAKEOFF ABORTED . . . . . . . . . . . . 199
ENGINE FAILURE DURING TAKEOFF (AT OR ABOVE V1) - TAKEOFF CONTINUED. . . . . . . . . . 200
ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL SPEED (VMCA) . . . . . . . . . . . . . . 200
ENGINE FLAMEOUT (2ND ENGINE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
FUEL PRESSURE LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
ELECTRICAL SMOKE OR FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
ENVIRONMENTAL SYSTEM SMOKE OR FUMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
AIRSTAIR DOOR/CARGO DOOR UNLOCKED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
GLIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
DUAL GENERATOR FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
(RUNAWAY) UNSCHEDULED ELECTRIC ELEVATOR TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
UNSCHEDULED RUDDER BOOST ACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
CREW OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
PRESSURIZATION LOSS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
HIGH DIFFERENTIAL PRESSURE (CABIN DIFFERENTIAL PRESSURE EXCEEDS 6.6 PSI) . . . . 201
AUTO-DEPLOYMENT OXYGEN SYSTEM FAILURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
BLEED AIR FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
SPINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
B200 MANEUVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
NORMAL TAKEOFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
REJECTED TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
ENGINE FAILURE AFTER TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
STEEP TURNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
VISUAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
SINGLE ENGINE VISUAL APPROACH AND LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-ix

July 29, 2015
Table of Contents
TWO ENGINE ILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251

SINGLE-ENGINE ILS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
TWO ENGINE NON-PRECISION APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
SINGLE ENGINE NON-PRECISION APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
CIRCLING APPROACH - BASIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
FLAPS 0° APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
MANEUVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
PRACTICE DEMONSTRATION OF VMCA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
STALL RECOVERY PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
APPROACHES TO STALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258-A
STALL RECOVERY - EN ROUTE CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258-B
STALL RECOVERY - TAKEOFF CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258-C
STALL RECOVERY - LANDING CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258-D
EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258-E
CONTROLLED FLIGHT INTO TERRAIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258-F
WINDSHEAR RECOVERY PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
CONTROLLED FLIGHT INTO TERRAIN (CFIT) RECOVERY PROCEDURE . . . . . . . . . . . . . . . . . . 259
B200 CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SC-1
B200 COCKPIT POSTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CP-1
For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-x

July 29, 2015
Table of Contents
AIRCRAFT GENERAL DIMENSIONS

The principal dimensions for the King Air C90 series
are shown below:
W elcome to your study of the Beechcraft King Air
C90 series of aircraft. Production of the C90
series began in 1971 and continues with the current
production model, the C90 GTx. The original C90 was 35’ 6”
followed by the C90-1 in 1982. The C90-1 had a short
production run (1982-1984) and was replaced by the
C90A in 1984. C90A production ran until 1992. The
C90B and its lower cost sibling, the C90 SE, replaced 35’ 6” 14’ 2.57”
the C90A with production running until 2005 (LJ-1755). 2˚
By this time over 1,200 C90s had been produced; line
carries on today with the C90 GTx. Due to the Pro Line 12”
14’ 2.57”
21 avionics package installed on the GTI and/or GTx, 12’ 3.47”
they are not covered in this course. 2˚ 35’ 6”
12”
12’ 3.47”
14’ 2.57”
2˚
12”
12’ 3.47”
17’ 2.72”
While this training manual provides an understanding 50’ 3”
of the systems and operations of the C90 series, your
7’ 9”
aircraft may have different systems or equipment
17’ 2.72” 7˚
installed that is not covered. It is imperative that you
familiarize yourself with the Pilot’s Operating Handbook 50’ 3”
(POH) on your aircraft - in its entirety - prior to operation. 7’ 9”
12’ 9”
This document is not meant to be a substitute for the
7˚
Pilot’s Operating Handbook.
17’ 2.72”
50’ 3”
12’ 9”
7’ 9”
7˚
12’ 9”
WINGSPAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50’ 3”
AIRPLANE LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35’ 6”
TAIL HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14’ 2.57”
For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-1

July 29, 2015
Aircraft General
TURNING RADIUS an optional couch - which may be installed on the

continuous tracks mounted on the cabin floor.
The ground turning clearance, which is predicated
on partial braking action and differential power, is as
follows:
35' 6"
CABIN LIGHTING
16' 8"
There are variations of cabin lighting and cabin lighting
controls across the C90 production run. Generally on
early C90s, setting the interior lights switch on the
pilot’s right subpanel to BRT/BRIGHT or DIM allows
individual reading lights along the top of the cabin to be
3'11"
turned on or off by passengers. On newer C90s, having
the battery switch ON will allow the individual reading
15' 7" lights to be switched on. Consult your aircraft’s AFM/
POH for specifics on cabin lighting operation.
RADIUS FOR INSIDE GEAR . . . . . . . . . . . . . . . . . . . . . . . .3’ 11”

BAGGAGE COMPARTMENT
RADIUS FOR NOSE WHEEL . . . . . . . . . . . . . . . . . . . . . . . .15’ 7”
Radius for Inside Gear . . . . . . . . . . . 3 feet 11 inches
RADIUS FOR OUTSIDE WHEEL
Radius for Nose Wheel. . .. .. .. . . . .. .. .. .. .15
. .feet
. . 7. inches
. . . . . .16’ 8” Baggage is stowed in the aft part of the cabin.
Radius for Outside Wheel . . . . . . . . 16 feet 8 inches
RADIUS FOR WING TIP . . . . . . . . . . . . . . . . .
Radius for Wing Tip . . . . . . . . . . . 35 feet 6 inches
. . . . . . . . . 35’ 6” There is a total limit of 350 pounds for all baggage,
TURNING RADII ARE PREDICATED ON THE USE OF PARTIAL passengers (if seats are installed), and equipment.
BRAKING ACTION AND DIFFERENTIAL POWER
Additionally on serials prior to LJ-1531, there is a nose
GENERAL ARRANGEMENT baggage compartment. The nose compartment can
also hold a maximum of 350 pounds. However, any
avionics installed that encroaches into the baggage
PASSENGER CONFIGURATION compartment must be included in the 350 pound limit.
Note that hazardous materials are not to be carried in
the nose compartment.
The cabin configuration varies between aircraft, but a
typical cabin layout has 6 passenger seats.
DOORS & EXITS
CABIN AND ENTRY DIMENSIONS
CABIN WIDTH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54”
CABIN LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .155” AIRSTAIR DOOR
CABIN HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57”
AIRSTAIR DOOR WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . .27”
AIRSTAIR DOOR HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . .51.6”
The airstair door, located at the left rear of the cabin,
provides airframe integrity and convenient steps for
entry and exit on the ground. In order to support the
CABIN ARRANGEMENT airstair door in the open position, one (standard) or
two (optional) cable encased handrails are installed.
The King Air C90 is a 6 to 10 place airplane. The pilot These cable(s) provide a handhold for passengers
and copilot seats are mounted in a separate forward and a convenient means to assist crewmembers when
compartment. Various configurations of passenger raising and lowering the door from inside the cabin. The
chair arrangements, front facing, aft facing, and swing down airstair door is hinged at the bottom and is
equipped with a hydraulic damper to lower the airstair

July 29, 2015
Aircraft General
gradually during opening. Note that only one person at

a time should be on the door.
The mechanism used

to lock the airstair door
is operated by interior/
exterior interconnected
handles. When either
handle is rotated, two
latch hooks engage the
of the door, attempt to rotate the door handle counter
upper doorframe and
clockwise without depressing the release button. The
two lock bolts on either
handle should not move. Next, lift the folded step
side of the door move
just below the door handle and look into the round
into the sides of the door
observation window. The safety lock arm should be in
frame. To unlock the door
position around the diaphragm shaft when the handle
using either the exterior
is in the locked position. A red push-button switch near
or interior door handle,
the window turns
the lock release button
on a lamp inside
next to either handle
the door, which
must be pushed so the
illuminates the
handle can be rotated.
area observable
Consequently, unlocking the door is a deliberate two
in the window.
handed operation. As an additional safety measure, a
If the arm is
differential pressure sensitive diaphragm is incorporated
properly positioned, proceed to inspect each of the four
into the lock release mechanism. The outboard side of
visual inspection ports located near the corners of the
the diaphragm is open to atmospheric air and the inside
door. Look to ensure that the lock bolts are properly
is open to cabin air pressure. As pressure builds inside
positioned as indicated by the green stripe on the bolt
the cabin from pressurization, the diaphragm engages
lining up with the black pointer. If any of the above
the release button arm and prevents it from moving.
conditions are not met DO NOT TAKE OFF.
Since the release button cannot be pushed in, the
handle cannot be rotated and the door remains locked. For security on the ground, the outside handle can be
Once the cabin has depressurized and pressure on locked with a key.
both sides of the diaphragm is equal, the diaphragm
disengages and the release button may now be The cabin door handle latching mechanism is an
depressed. Do not force button to be depressed. over-centering mechanism which must be in the over-
centered position in order to hold the door securely
latched.
WARNING
If the cabin is pressurized and the door is not

completely latched, any movement of the handle
toward the unlocked position may cause the door
to open rapidly.
EMERGENCY EXIT
A rubber seal is installed around the doorframe. The One emergency exit
seal is inflated by regulated bleed air pressure supplied is installed at the third
by the pneumatic system. cabin window on the
right side of the aircraft
The BEFORE ENGINE STARTING checklist requires a and can only be opened
crewmember to visually inspect the door to make sure from inside the aircraft.
it is locked prior to engine start. To check the security
July 29, 2015
Aircraft General
A flush mounted handle COCKPIT LIGHTS

inside the cabin can be
pulled out to open the exit if
The Overhead Light Control Panel, easily accessible
the aircraft is depressurized.
to both pilot and copilot, incorporates a functional
A hinge at the bottom allows
arrangement of the lighting system controls.
the exit to swing out and
down, thus creating an exit.
There is no outside handle
to operate this exit and there is no cockpit warning light PREFLIGHT INSPECTION
indicating the status of the exit.
AVIONICS
Avionics installations vary between serial numbers.

Refer to the manufacturer’s operation manuals for the
equipment installed in your aircraft.
Preflight Inspection is divided into 6 or 7 parts (in order):
1. Cabin/Cockpit (included in checklists for LJ-1138 and
after)
WEIGHTS 2. Left Wing and Nacelle
3. Nose
4. Right Wing and Nacelle
5. Right Aft Fuselage
C90
6. Tail
7. Left Aft Fuselage
MAXIMUM RAMP WEIGHT . . . . . . . . . . . . . . . . 9,705 lbs.
(C90-1) 9,710 lbs.
MAXIMUM TAKE-OFF WEIGHT . . . . . . . . . . . . . 9,650 lbs. TIEDOWNS
MAXIMUM LANDING WEIGHT . . . . . . . . . . . . . . 9,168 lbs.
C90 A/B
MAXIMUM RAMP WEIGHT . . . . . . . . . . . . . . . 10,160 lbs.

MAXIMUM TAKE-OFF WEIGHT . . . . . . . . . . . . 10,100 lbs.
MAXIMUM LANDING WEIGHT . . . . . . . . . . . . . . 9,600 lbs.
COCKPIT ARRANGEMENT Three mooring eyes are provided: one underneath

each wing, and one in the ventral fin. To moor the
The cockpit is equipped with dual flight controls, airplane, chock the wheels fore and aft, install the
avionics, systems control panels and indicators, circuit control locks, and tie the airplane down at all three
breaker panels, and lighting control panels. points. If extreme weather is anticipated, it is advisable
to nose the airplane into the wind before tying it down.

July 29, 2015
Aircraft General
Install engine inlet and exhaust covers, propeller tie- Section 2 – Normal Procedures
down boots (one blade down), and pitot mast covers Section 3 – Emergency Procedures
when mooring the airplane. Section 4 – FAA Performance
Section 5 – FAA Airplane Flight Manual Supplements
Unrestrained propellers are apt to windmill. Prolonged Section 6 – Supplemental Performance
Section 7 – Cruise Control
windmilling at zero oil pressures can result in bearing
Section 8 – Weight and Balance
damage. Windmilling propellers are a SAFETY Section 9 – Systems Description
HAZARD. Propeller tie-down boots are provided for Section 10 – Servicing
use on the moored airplane to prevent windmilling at Section 11 – Safety Information
zero oil pressure.
In later serials, the sections are:
Section 1 – General
EMERGENCY EQUIPMENT Section 2 – Limitations
Section 3 – Emergency Procedures
Section 3A – Abnormal Procedures
Section 4 – Normal Procedures
FIRE EXTINGUISHERS Section 5 – Performance
Section 7 – Systems Description
Two portable fire extinguishers may be installed, one is Section 8 – Handling Service and Maintenance
on the cabin wall just aft of or near the airstair entrance Section 9 – Supplements
Section 10 – Safety Information
It is critical to be familiar with the AFM/POH for the

specific aircraft you are flying. In particular, the Weight
and Balance chapter will have information for the
exact aircraft and the Supplements section will have
information for additional equipment installed on
door and the other is installed under the copilot’s seat. individual aircraft.
PILOT OPERATING HANDBOOK APPROVED ENGINE FUEL AND OIL
Every King Air C90 is required to have onboard, within Several different kinds of jet fuel can be used to operate
reach of the pilot during all flight operations, a Pilot the C90 series. During normal operations, Jet A, Jet
Operating Handbook and FAA Approved Airplane Flight A-1, and Jet B are the preferred commercial grades of
Manual (AFM/POH). The FAA fuel. Preferred military grades are JP-4 and JP-5 and
Approved Airplane Flight Manual JP-8 for C90B. 100 LL Avgas may be substituted in
and Pilot Operating Handbook are an emergency for a limited amount of time, as per the
combined into one manual. The AFM/POH Limitations section.
AFM/POH is published by Hawker
Beechcraft Corporation and is Any oil specified by brand name in the latest revision of
specific to an aircraft’s individual Pratt and Whitney Service Bulletin Number 1001 can
serial number. The AFM/POH is be used, however, mixing brands of oil is not allowed.
updated as necessary. A List of Each engine has a total capacity of 14 quarts. A dry
Effective Pages at the front of the engine, when first serviced, will require an additional
manual is used for keeping track of 5 quarts while 1.5 quarts cannot be drained at an oil
a manual’s current revision status. change. There is a note in Section VIII of the AFM/POH
that states: If the engine has been shut down for the
The AFM and POH contain 10 or 11 previous 12 hours, it must be run for 2 minutes then
sections. shut down and the oil quantity checked for accuracy.
Then normal oil level is the 1 quart mark.
In early serials, the sections are:
Section 1 – Limitations

July 29, 2015
Aircraft General

July 29, 2015
Aircraft General

July 29, 2015
Aircraft General

July 29, 2015
Aircraft General

July 29, 2015
Aircraft General

July 29, 2015
Aircraft General

July 29, 2015
Aircraft General

July 29, 2015
Aircraft General

July 29, 2015
Aircraft General

July 29, 2015
Aircraft General

July 29, 2015
Aircraft General

July 29, 2015
Aircraft General

July 29, 2015
Aircraft General
This page intentionally left blank.

July 29, 2015
Aircraft General
EMERGENCY bus and the boost pump is checked by

ELECTRICAL turning on the boost pumps and listening for operation
with the BATTERY switch OFF.
T he electrical system is a 28 VDC system. DC power

is provided by a 34-ampere-hour NiCad battery (on
aircraft prior to LJ-1534) or a 42 amp hour lead acid
GENERATORS
battery (on aircraft LJ-1534 and after) and two 250 amp The two starter/generators provide 250 amps each or
starter generators. Many earlier C90s have had their 450 amps combined when they are operating in parallel
NiCad battery replaced with a lead acid battery. at 28.5 VDC. The generators are controlled by switches
labeled OFF-ON-RESET. To bring a generator online,
the pilot moves the switch up through the ON position
C ON BAGGAGE
DOOR OPEN
C90
CABIN
DOOR OPEN
ELECTRICAL
ALT WARN SYSTEM
RH IGN IND
MASTER RH FIRE toL RH
GEN RESET RLH
theFUEL
OUT
PRESSURE
FUEL
position.
GEN OUT The LH
PRESSURE
RESET
FIRE
DIM position
LH is held---------------
IGN IND
PRESS N
P
(PRIOR TO LJ-1063, EXCEPT PUSH LJ-509,
WARNING 510, momentarily and then the spring loaded switch returns
TO RESETRH AUTOFEATHER RH NO FUEL RLH NODETECT
FUEL LH AUTOFEATHER
FEED --------------- --------------- --------------- A/P TRIM FAIL ARM LtoCHIP
theDETECT CHIP
ON position.
TRANSFER TRANSFER ARM A/P DISC SMOKE -
544, 545) O T ST
T
E
The battery is directly connected to the BATTERY

EMERGENCY bus which supplies power for essential
items such as boost pumps, firewall shutoff valves, and
cabin entry threshold lights. The battery is connected
to the BATTERY bus by moving the BAT switch to
ON. A solenoid will close connecting the battery to the
bus. If battery voltage is too low to close the solenoid,
isolation diodes permit the battery relay to be energized
by external power; or an operating generator can close
the battery bus relay. This feature allows the battery to
be recharged when necessary. The starter solenoids Volt meters are located on the pilot’s left subpanel. The
are connected to the battery bus. During engine starts, meters read load in terms of a fraction of the 100% load.
the battery directly powers the starter. At the beginning A reading of 1.0 equates to a load of 100%. Pushing the
of a start, the starter will draw between 700 and 1,000 spring loaded button below each load meter will give
amps. This quickly drops to 300 amps as N1 reaches the respective MAIN bus voltage.
20%.
The generators have voltage regulators that keep the
The BATTERY bus is connected to each MAIN bus voltage and load on each generator equal. Should an
through 325 amp current limiters. The MAIN busses are overvoltage condition occur on one of the generators,
also powered by their respective generator. Although the voltage regulators will lock the offending generator
some devices receive power directly from a MAIN bus, offline while the remaining generator continues to
the bulk of the power distribution is from one of the two power the electrical system.
SUBPANEL busses. For redundancy, each SUBPANEL
90
NOTE
bus is powered through the MAIN busses. During
normal operations, each SUBPANEL bus is receiving Optional 300 amp generators are available.
power from both generators simultaneously. Information is located in the supplemental section of
the AFM/POH. For limitations see section GOS-03,
There are also two smaller busses called FUEL PANEL Limitations.
busses. These busses power items related to the fuel
system. An unusual aspect of these busses is that the The red L/R GEN OUT annunciator lights (LJ-1351 and
boost pumps and firewall shutoff valves, which are on before) or yellow L/R DC GEN annunciator lights (LJ-
M FAIL CABIN ALT theHI FUEL CABIN PANEL
DOOR busses,BAGGAGE DOORalso receive power from
---------- R ENGtheFIRE 1352 OILand
L RFUEL after)RLindicate
PRESS FUEL whenL ENG
PRESS
OIL PRESS a generator
FIRE is offline.
------------ -----------
BATTERY EMERGENCY busses. RThis E S S arrangement LH FUEL
REV BAT BATTERY
POPEN TIE OPEN R PROP
GEN BAGGAGE P CABIN RH READY
FUEL
EADY is used
CHARGE toTIE OPEN
SYNC
keep PITCH
ONthose TRIM OFF powered
DOORitemsOPEN
----------
DOOR OPEN in theR CHIP
ALT WARN R NO
DETECT
event DCFUEL
LRH IGN XFR L NO
GENIND
MASTER R DC
RHGEN
FUEL XFR RVSLNOT
FIRE GEN OUT L CHIP
PRESSURE DETECT
R GEN
PRESSURE OUT L ENGLHICE FAIL R
FIRE
DIM
MASTER WARNING
thatMASTER
the 50 CHARGE
amp circuitPOWER breaker between the MAIN R RH AUTOFEATHER RH NO FUEL R AUTOFEATHER
SSFEED
------- HYD FLUID LO
INVERTER OUT BATTERY
FUEL CROSSFEED EXT --------------- ----------
--------------- LDG---------------
TAXI LIGHT L IGNITION
LA/P
BL AIR
TRIMOFF
ON
FAIL
PUSH TO RESETRIGNITION
BL AIR OFF
ON L AUTOFEATHER
L CHIP DETECT RLH NODETECT
CHIP FUEL L LH
ENGAUTOFEATHER
ANTI-ICE R
WARNING CAUTION O T Use of the starter ARM is limited TRANSFER
to 40 seconds TRANSFER
ON, 60 ARM
T
bus and the FUEL PANEL bus opens.T E S During before-

USH TO RESET startPUSH procedures,
TO RESET the breaker between the BATTERY seconds OFF, 40 seconds ON, 60 seconds OFF, 40
seconds ON, then 30 minutes OFF.
July 29, 2015
Electrical
BATT EMERG BUS BATT EMERG BUS
July 29, 2015

BAT TERY
LEFT STARTER GENERATOR RIGHT STARTER GENERATOR
BAT TERY
REGULATOR SW REGULATOR
AND EXTERNAL AND
OVERVOLTAGE POWER OVERVOLTAGE
RELAY RELAY
REVERSE REVERSE
CURRENT CURRENT
PROTECTION PROTECTION
LEFT RIGHT

LOAD METER LEFT STARTER RIGHT STARTER LOAD METER
RELAY RELAY
28 VDC 28 VDC
325 325
LEFT MAIN BUS BATTERY BUS RIGHT MAIN BUS
LIMITER LIMITER
ER RED TEST R
RT INVERTER JACK 28VDC} R TE
VE WARNING VE
IN RELAY IN
.1 .2
NO NO
BLUE
TEST
2-2
AC BUS (26V )
V/F JACK
115 VAC
VOLT FREQUENCY 400 Hz
METER
AC SELECTOR 115 AC
RELAY 28 VAC
400 HZ
AVIONICS
AC
SUBPANEL BUS NO. 2
SUBPANEL BUS NO. 1
FUEL PANEL BUS FROM BAT T FROM BAT T FUEL PANEL BUS
EMER BUS EMER BUS
ELECTRICAL SYMBOLS
FUSE & CURRENT LIMITER

PUSH PULL
CIRCUIT BREAKER
DIODE
C90 ELECTRICAL SYSTEM
Electrical
CURRENT LIMITERS NOTE
The change in loadmeter indication is the battery

Both sides of the electrical system are tied together charge current and should be no more than .025
by current limiters located between the BATTERY bus (only perceivable needle movement) within 5
minutes following a normal engine start. Failure
and each MAIN bus. These current limiters are rated
to obtain a reading below .025 within 5 minutes
at 325 amps. To check the condition of the current indicates a partially discharged battery. Continue
limiters, reduce the electrical load to single generator to charge battery, repeating the check each 90
limits. Turn off the left generator, and press the buttons seconds until the charge rate decreases below
under the loadmeters. When the buttons are pressed, .025. No decrease of charge rate between checks
the meters display voltage on the MAIN busses. If 28V indicates an unsatisfactory condition. The battery
is displayed, both current limiters are operational. should be removed and checked by a qualified
nickel-cadmium battery shop.
BATTERY (NiCad)
IN FLIGHT
If a NiCad battery is installed, ensure that the battery is If an unsatisfactory battery condition is suspected, the
operating properly during all phases of flight. A battery battery condition can be checked in flight using the
charge current detector circuit illuminates the yellow following procedures:
BATTERY CHARGE annunciator whenever the battery
charge current is above normal. Following a battery start 1. Battery Switch - OFF (Momentarily)
of the engines, the recharge current will be high and
one would expect the BATTERY CHARGE annunciator 2. Loadmeter - NOTE CHANGE
to be illuminated until the battery has become nearly NOTE
fully charged (no more than 5 minutes).
The change in loadmeter indication is the battery
Overheating of a NiCad battery will cause the battery charge current and should be no more than .025 (only
charge current to increase. A malfunctioning NiCad perceivable needle movement). With a loadmeter
battery overheating may cause serious damage to the indication greater than .025, turn the battery switch
off and proceed to destination. (The battery switch
airframe. The pilot should check the battery with the
should be turned on for landing in order to avoid
loadmeter. To do this, turn OFF one generator and note electrical transients caused by power fluctuations.) A
the load on the remaining generator. Then turn OFF the shutdown battery condition check as outlined below
battery and note the loadmeter change. If the change should be made after landing. If the battery indicates
is greater than .025, the battery should be left OFF and unsatisfactory, it should be removed and checked by
the battery should be inspected after landing. If the a qualified nickel-cadmium battery shop.
BATTERY CHARGE annunciator remains illuminated
after the battery has been turned OFF, land as soon DURING ENGINE SHUTDOWN
as practical.
1. One Generator - OFF
NICKEL-CADMIUM BATTERY CONDITION
2. Volt Meter - INDICATING 28 VOLTS
CHECK
3. Momentarily turn the Battery Switch OFF, noting
DURING ENGINE START
the change in loadmeter indication.
1. Start one engine on battery. NOTE
2. Generator - ON The change in loadmeter indication is the battery

charge current and should be no more than .025
3. Volt Meter - INDICATING 28 VOLTS (only perceivable needle movement). If the results of
the first check are not satisfactory, allow the battery
to charge, repeating the test each 90 seconds. If
4. After the loadmeter stabilizes, momentarily turn the
the results are not satisfactory within 3 minutes,
Battery Switch OFF, noting the change in meter the battery should be removed and checked by a
indication. qualified nickel-cadmium battery shop.

July 29, 2015
Electrical
EXTERNAL POWER that the pilot refer to the Abnormal checklist or AFM/
POH Abnormal Procedures section. As a general rule,
if the tripped circuit breaker is related to an essential
An external power receptacle is located under the right
system, wait a few moments and reset it ONCE. If it
wing outboard of the nacelle. A relay in the external
does not reset, DO NOT try to reset it again. DO NOT
power circuit will close only if the polarity supplied by the
reset fuel related circuit breakers.
external power unit is correct. LJ-622 and after contain
a 5 amp circuit breaker in the EPU/GPU receptacle,
protecting the wiring to the external power relay.
C90A AND B ELECTRICAL SYSTEM
Beginning with LJ-773 and after, other changes were
made. An external power overvoltage sensor was added
The C90A and B’s electrical system is a triple fed bus
which opens the relay if voltage exceeds approximately
system. The layout, names and operation are different
31 volts. The battery switch must be on before the
than the C90. The power sources are a battery and two
external power relay will close. For all models with an
generators.
external power circuit breaker, the external power relay
will not close if the CB is tripped.
There are five major DC busses in the electrical system:
It is normal for the battery to receive charge current • Two generator busses
when external power is in use, and the BATTERY • Center bus
• Hot battery bus
CHARGE caution annunciator will illuminate while the
• Triple-fed bus
battery is charging. This light is triggered whenever EN
EXT PWR MIC AVIONICS INVERTER
battery charge current exceeds 7 amps for more than IG
OFF
ON bus has
The center NORMAL MASTER
the high PWRdraw landingNO
current 1
gear
approximately 6 seconds. and propeller heat on it. The rest of the electrical loads
are generally spread evenly among the other four
PRIOR TO LJ-773 OFF - RESET
busses. OXYGEN OFF LEFT
MASK NO 2
ENGINE AN
The battery switch should be ON when connecting GEN LEFT
external power in order to absorb voltage transients. ON MASTER SWITCH RESET ON
ON
OFF
LJ-773 AND AFTER
OFF OFF
BATT GEN 1 GEN 2
A high voltage sensor will lock out the external power BUS SENSE GEN TIES ACTUAT
relay if external power is above 31 VDC. When the RESET MAN CLOSE STAND
battery switch is turned ON, the external power relay NORM

closes and current flows to all buses. Consequently, MAIN
the entire electrical system can be operated, including TEST OPEN
IGNITION AND
starting. ENGINE START AUTOFEATHER PR
Moving the battery
LEFT switch to ON
closes the battery
RIGHT ARM
ON
CIRCUIT BREAKERS relay allowing the battery to power the triple-fed bus,
and closes the battery bus OFF
OFF tie allowing the battery to
power the center bus.
STARTER ONLY TEST
The aircraft uses a system of circuit breakers to protect
PARKING BRAKE
most of the electrical components in the airplane. Bus ties allow each generator to connect to the center
Every circuit breaker has the amperage stamped on bus. The bus ties are controlled by a switch labeled
it. Circuit breaker panels accessible in the cockpit are GEN TIES. This switch has three positions, OPEN-
the pedestal circuit breaker panel (located to the back NORM-MAN CLOSE. The OPEN position opens
of the pedestal), the fuel system circuit breaker panel both the left and right generator bus ties, isolating the
(located below the fuel management panel), and the generator busses from the center bus. The NORM
Copilot’s circuit breakers (located on the Copilot’s right position allows the bus ties to automatically close
subpanel and right side panel). when either generator or external power comes on
line. When in the NORM position and the battery is the
In the event of a tripped circuit breaker, it is recommended only source of power, the bus ties automatically open,

July 29, 2015
Electrical
July 29, 2015
TO LEFT RIGHT TO
GENERATOR STARTER STARTER GENERATOR
FIELD LEFT RELAY RELAY RIGHT FIELD
STARTER/ ELECTRICAL SYMBOLS STARTER/
GENERATOR GENERATOR
LOAD METER CURRENT LIMITER LOAD METER

LEFT LEFT RIGHT RIGHT
GENERATOR LINE H LINE GENERATOR
E CURRENT SENSOR
SWITCH CONTACTOR D CONTACTOR SWITCH

GENERATOR DIODE GENERATOR
CONTROL CONTROL
LEFT RIGHT
CROSS CROSS
START START
RELAY RELAY
275 275
2-5
250 250
H H
LEFT GENERATOR BUS E CENTER BUS E RIGHT GENERATOR BUS
D D
LEFT GPU
RIGHT
60 GENERATOR GENERATOR 60
BUS TIE BAT TERY BUS TIE
BUS
TIE
HOT BATTERY BUS
FROM HOT
BAT TERY
275 HED
BUS
BAT TERY
SWITCH
BAT TERY
BAT TERY RELAY
AMMETER BAT TERY
60
TRIPLE-FED BUS
C90A and B ELECTRICAL SYSTEM
Electrical
TO RESETRH AUTOFEATHER RH NO FUEL RLH NODETECT
FUEL LH AUTOFEATHER
------ INVERTER OUT FUEL CROSSFEED --------------- --------------- --------------- A/P TRIMPUSH
FAIL ARM L CHIP DETECT
TRANSFER CHIP
TRANSFER ARM

isolating the left and right generator bus loads from the The voltage regulation circuit causes the generator
battery. This is an automatic load shed function built output to be a constant 28 volts. The differential voltage
into the system. In addition to the generator busses de- regulation compares the generator output voltage and
powering in a battery only operation, the electric heat the voltage on the center bus. If the voltage on the
and air conditioner are also disabled. center bus is within acceptable limits, the line contactor
TTERY BATTERY
--------------- BATTERY
PROP REV BAGGAGE BAGGAGE
CABIN
PROP SYNCCABIN BAGGAGE
ONALT WARN CABIN ALT RHbe
FUEL RH FUEL RH FIRE RH FUEL
PROP SYNCPROP
ON SYNC
YARGE CHARGE NOT READY DOOR CHARGE
ON
OPENDOORDOOR
OPEN OPEN
DOOR OPEN ALT
DOOR OPEN RH
WARNIGN INDRH
forIGN
DOOR OPEN RH
theINDFIREWARN
RH FIRE
generator will RH IGN IND
allowed
PRESSURE R GEN
PRESSURE OUT R GEN OUTPRESSURE
to close. DIM P R E S SR GEN POU
DIM RE
BUS SENSE GEN TIES
RESET MAN CLOSE RH AUTOFEATHER
RH RH NO
AUTOFEATHER FUELRH NO RH AUTOFEATHER RH NO FUEL
FUEL
SMOKE
TER
- OUT
INVERTER ---------------
FUEL OUT
CROSSFEED INVERTER OUT FUEL
------------------------------
FUEL CROSSFEED NORM
CROSSFEED ---------------
------------------------------ ---------------
A/P TRIM FAIL
------------------------------ A/P ---------------
TRIM FAIL
Reverse ARMcurrentARM A/P TRIM
protection FAIL
R CHIP the
opens
TRANSFER TRANSFER DETECT
Rgenerator’s
ARMCHIP DETECT
TRANSFER
line R CHIP DET
O T ST O T
T
contactor and disconnects the generator if a reverse E
current condition occurs. This would be the case if the

generator starts drawing amps from the system instead
of providing amps to the system. Should the reverse
TEST OPEN current situation resolve itself the line contactor will re-
Any equipment control switch that has a white ring close automatically.
around it will remain powered during battery only
operations. Momentarily selecting MAN CLOSE The paralleling circuit provides load equalization (10%)
during battery only operation closes both gen bus ties between both generators.
allowing the generator busses to be powered by the
battery. There is an annunciator, MAN TIES CLOSE, The overvoltage protection circuit senses generator
output voltage and de-excites the generator and
90B
that illuminates when the ties have been manually
closed during battery only operation. Operating in this opens the line contactor if an overvoltage occurs. If the
configuration will severely limit the battery life. generator disconnects because of overvoltage, it will
be necessary to manually go to the GEN RESET then
Bus current sensors (sometimes called HALL EFFECT ON to reset the generator.
DEVICES or HEDs) are installed to sense current to
each generator bus from the center bus and to sense The red L/R GEN OUT annunciator lights (LJ-1351 and
current from the battery to the center bus. If either before) or yellow L/R DC GEN annunciator lights (LJ-
RTER generator
A/P FAIL A/PbusTRIMsensor
FAIL CABIN detects ALT HIhigh CABIN
current DOOR towardsDOOR1352 ----------
flow BAGGAGE and after) indicate
R ENG FIRE whenL RFUEL
aOIL
generator
PRESS Ris
L FUELoffline.
OIL PRESS
PRESS L ENG FIRE
a generator bus, it opens the corresponding generator R E S S
RH----------
P FUEL LH FUEL
NC FAIL BAGGAGE
CE ON ---------- CABIN
L GEN TIE OPEN BAT TIE OPEN RRH GENIGNTIEIND
OPEN PITCH TRIM OFF L GEN
RH FIRE RPRESSURE
R CHIP DETECT R LH NO
L DCFUEL
GENXFR LLH
FIRE NO RIGN
DC GEN
FUEL
IND XFR RVS NOT READY
DOOR OPEN bus tie DOOR OPEN that ALT
to isolate
WARN
generator bus. Should MASTER
the battery PRESSUREOUT GEN OUT DIM PRESS
---------------
MASTER MASTER WARNING
NTI-ICE MAN TIESbus
CLOSE sensor
FUEL detect aHYD
CROSSFEED high battery
FLUID LO A/P discharge
BATTERY CHARGE RH AUTOFEATHER
TO RESETcurrent, it
EXT POWER RH NO FUEL RLH
---------- LDG NO FUEL
TAXI LIGHTLHLAUTOFEATHER
L BL AIR OFF
IGNITION RIGNITION
BLDISC
AIR OFF
SSFEED --------------- --------------- --------------- TRIMPUSHFAIL ARM L CHIP DETECT
TRANSFER
O TEST
CHIP DETECT
TRANSFER ARM ON R A/P ON L AUTOFEATHER
SMOKE R
will open theWARNING battery bus tie to CAUTION
T
isolate the battery. This GENERATOR O T ST
T
PUSH TO RESET PUSH TO starts
RESET and landing
CONTROL UNIT E
function is disabled during engine
gear operation.
The GCU provides voltage regulation, line contactor
The bus current sensors are controlled by a BUS control, over voltage protection, over excitation
SENSE switch. This switch has three positions, TEST- protection, paralleling and load sharing, and reverse
NORM-RESET. Momentarily holding the switch in the current protection.
TEST position tests the bus current sensors by causing
the generator bus ties and battery bus ties to open. VOLTAGE REGULATION
When the ties actually open, it is confirmed by the L/R
/P -----------
R FAIL A/PA/P INVERTER
FAILTRIM
GEN FAIL
A/P
TIETRIM
CABIN
OPEN A/Pand
FAILALT FAILthe
CABIN
HI CABIN A/P
ALTBAT TRIM
HIDOOR FAIL
CABIN
TIE BAGGAGE
OPENDOORCABIN DOOR ALT HI DOOR
BAGGAGE
annunciators CABINHolding
---------- DOOR
----------BAGGAGE
R ENG theFIRE RDOOR
ENGRFIRE
generator ----------
OIL PRESS
switchR OILRto
PRESS
FUELR PRESS
ENGR for
reset FIRE
FUEL1PRESS R OIL PRESS
second R FUEL P
L--------
ENG ICE ----------
FAIL applies generator residual voltage to the shunt R NOfield
FAIL L GENR TIE
ENG LICE
OPEN
GENFAIL
TIE TIE ----------
BATOPEN OPEN BAT TIE
R GEN L GEN
OPEN TIE
TIE OPEN OPEN
R GEN PITCH BAT
TIE OPEN TRIM TIE OPEN
PITCH
OFF ROFF
GEN TIE
TRIM---------- OPEN PITCH
----------
R CHIP TRIM
DETECT OFF
R CHIPRDETECT
NO FUEL----------
RXFR
NO FUEL RXFR
R DCCHIP
GENDETECT
R DC GEN FUEL XFR R DC G
that causes the generator voltage to rise. When the
ENGCLOSE
TIES
-ICE ANTI-ICE
MAN TIES illuminating.
RCROSSFEED
FUELCLOSEENG FUEL
ANTI-ICEHYDMANMomentarily
CROSSFEEDFLUID TIES
LOCLOSE
HYD FLUID
BATTERYmoving
FUEL
LOCHARGE theEXT
CROSSFEED
BATTERY switch
HYD
CHARGEPOWER to
EXTRESET
FLUID LO
POWERBATTERYswitch
---------- LDGisTAXI
CHARGE
---------- released
EXT POWER
LIGHT
LDG TAXILto
BLON, the
L BL regulator
AIR----------
LIGHT OFF AIR LDG
R BL circuit
AIRTAXI
OFF BL AIR controls
R LIGHT
OFF L BL AIR OFF
OFF R BL AIR
will close the bus ties and extinguish the annunciators. the field to maintain a constant voltage. The regulator
circuit varies the excitation to maintain the 28 VDC
GENERATORS power output throughout the speed and load regime of
the generator.
There are two 250 amp 28 VDC starter/generators

installed, one on each engine. The generators are each
equipped with a Generator Control Unit (GCU).

July 29, 2015
Electrical
LINE CONTACTOR CONTROL is off line. The load meters on the overhead panel
indicate generator load as a percent of the 250 amp
As the generator switch is released to ON, and the generator rating.
voltage is within .5 volts of the bus voltage, the GCU
allows the line contactor to close and connect the EXTERNAL POWER
generator to its bus. Anytime the line contactor closes,
the DC GEN light goes out. The generator bus is now
connected to the center bus and if the current limiters The external power receptacle is
are intact, powers the other generator bus, thereby EXT PWR located
MIC on theAVIONICS
right wing outboard of theINVERTER
OFF
supplying electrical power to the entire electrical ON NORMAL
nacelle. There MASTER PWRlocated on the NO 1
is a switch
system. pilot’s left subpanel labeled EXT PWR
ON-OFF-RESET. It is recommended
If there is only one generator operating, the GCU also that the BATTERY switch be ON and
opens the line contactor of the inoperative generator, OFF - RESET that OXYGENthe external OFFpower voltage be
isolating it from it’s respective bus. checked on the overhead panel prior NO 2
MASK
to turning on the external power switch. When the GEN L
OVER VOLTAGE PROTECTION MASTER
ON external power switch is in the SWITCH
ON position, the external RESET
power relay will
Over voltage protection is accomplished by the GCU close. Built in reverse ON
monitoring the output voltage of it’s generator. If that polarity protection
voltage exceeds 32VDC, the GCU opens the lineOFFprevents the external OFF
contactor, removing the generator from the bus. powerBATT relay from GEN 1 GEN 2
closing if the external BUS SENSE GEN TIES
RESET MAN CLOSE
NORM
power cart’s polarity
OVER EXCITATION PROTECTION is incorrect. Over-
voltage protection is also provided. This protection
The over excitation circuits detect which generator is
will automatically open the external power relay if
putting out excessive voltage. As the voltage increases, TEST The EXT OPEN
PRESS L ENG FIRE ------------ ----------- INVERTER A/P FAIL external
A/P TRIMpower voltage
FAIL CABIN ALT becomes
IGNITIONHI CABIN too high.
AND DOOR BAGGAGE DOOR ----------
the generator attempts to take over more of the load.
PWR annunciator, when ENGINE START indicates external AUTOFEATH
illuminated,
UEL XFR RVS NOTThe
READYGCU
L CHIP over
DETECTexcitation
L ENG ICE FAIL circuits
R ENGdisconnect
ICE FAIL that
---------- L GEN is
power OPEN BAT TIEtoOPEN
TIE connected R GEN TIE OPEN PITCH TRIM OFF ----------
generator from its bus by opening the line contactor LEFT the airplane. RIGHT If the EXT PWR ARM
ON
annunciator is flashing, it indicates that
ON ON L AUTOFEATHER R AUTOFEATHER
and illuminating the LDC
ENGGENANTI-ICE R ENG ANTI-ICE
annunciator light.MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ----------
the EXT PWR switch is OFF with external OFF
OFF
power connected, external power voltage is low, or
PARALLELING AND LOAD SHARING external power hasSTARTER been ONLY
electrically disconnected TEST
automatically if external power voltage was too high. In
The paralleling circuit will take the average of both PARKING BRAKE
any case, the problem should be corrected to prevent
generator bus voltages when both generators are depletion of the battery.
on the line. They sense the voltage of both of the
generators to monitor the load that each generator is
carrying. The voltage regulator circuits will increase or EXTERNAL POWER UNIT REQUIREMENTS
decrease the generator loads until both of them share
For ground operation, 28.2 ± .2 VDC electrical power
the load equally.
may be supplied to the airplane from an external
power unit. The ground power unit shall be capable of
REVERSE CURRENT PROTECTION producing 1000 amps for five seconds, 500 amps for
two minutes, and 300 amps continuously.
When one of the generators is under excited and cannot
maintain correct bus voltage, such as when the engine
is shut down and the generator speed reduces, it will AC POWER
begin to draw current from its respective generator bus.
Then, the GCU will open the line contactor to protect AC power is provided by one of two inverters. The
the generator from becoming a motor. inverters convert DC power from the center bus to
single-phase 400 hz AC at 115 and 26 volts. Only one
The amber L/R DC GEN annunciators illuminate when inverter at a time can be used to power the AC busses.
the generator line contactor is open and the generator

July 29, 2015
Electrical
The inverters are controlled by a when the pilot’s EFIS has dropped below 18 VDC
switch on the pilot’s left subpanel and operating power has switched to the aux battery.
labeled INVERTER NO.1-OFF- A warning horn (which can be silenced) will come on
NO.2. Again, only one inverter at a with this annunciator. AUX TEST (green) illuminates
time can be selected. The output of when the test switch is held down. See AFM/POH for
the operating inverter can be checked testing procedures. The EFIS aux battery is continually
with the volt/frequency meter on the charged by the No. 2 avionics bus. The standby EFIS
overhead panel (on C90A/B; may be power supply is intended for short periods of use (for
installed example: momentary drops in EFIS operating voltage).
on C90). This meter’s default It should not be relied on to maintain operation of the
indication is frequency, volts EFIS if the normal power supply should fail.
can be read by depressing
the button in the lower left CIRCUIT BREAKERS
corner of the meter. Normal
readings are from 390 to 410
for the frequency and 107 to The aircraft uses a system of circuit breakers to protect
120 for the voltage. most of the electrical components in the airplane. Every
circuit breaker has the amperage stamped on it. Circuit
The INVERTER annunciator, when illuminated, breaker panels accessible in the cockpit are the fuel
indicates that the switch is off, or the selected inverter system circuit breaker panel (located below the fuel
is inoperative. The EMERGENCY section of the AFM/ management panel) and the Copilot’s right side panel.
POH will direct the pilot to switch inverters and then
check to see that voltage and frequency are within In the event of a tripped circuit breaker, it is recommended
limits. that the pilot refer to the Abnormal checklist or AFM/
POH Abnormal Procedures section.
STANDBY EFIS POWER SUPPLY (IF EFIS CAUTION
INSTALLED) For a tripped circuit breaker (CB) Beechcraft
recommends determining if the tripped CB is
In EFIS equipped aircraft, a standby EFIS power associated with an essential or non-essential item. If
non-essential do not reset the CB. If the CB protects
supply system may be installed to prevent the pilot’s
an essential system, one reset is allowed. Should
EFIS displays from blanking during conditions where the breaker trip a second time DO NOT RESET. Do
the electrical system may momentarily drop below 28 not reset any fuel related CB.
volts. Gear operation or engine air starts may cause
such an interruption.
The standby EFIS power supply consists of a dedicated

EFIS auxiliary battery, EFIS AUX POWER control
panel, a 15 amp circuit breaker, and a relay wired to
the left squat switch; which prevents aux battery from
discharging on the ground. The EFIS AUX PANEL has
three of its own annunciator lights. AUX ARM (green)
(normal) illuminates when the aux battery is on, the
avionics switch is on, and the pilot’s EFIS displays
are being powered by the left generator bus through
the No. 2 avionics bus. AUX ON (amber) illuminates

July 29, 2015
Electrical
CIRCUIT BREAKER LOCATION EXAMPLES
Circuit Breaker Locations LJ-502 thru LJ-568 (Your Aircraft may be Different)
Circuit Breaker Locations LJ-1361, LJ-1363, and after (Your Aircraft may be Different)

July 29, 2015
Electrical
90A/C90B (LJ-1138 thru LJ-1295)
L GEN OUT L FUEL PRESS L CHIP DETECT L NO FUEL XFR ----------- INVERTER OUT A/P DISC
Pilot Training------------
PRESS
Manual------------ L ENG FIRE L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN ---------- LD
FAULT K
O T S Ting Air C90 Series of Aircraft
L IGNITION ON L AUTOFEATHER ------------ L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN M
T
E
WARNING
PUSH TO RESET
INDICATORS
---------------
GLARESHIELD
PROP REV BATTERY PROP SYNC ON BAGGAGE CABIN ALT WARN RH IGN IND RH FUEL
RH FIRE R GEN O
NOT READY CHARGE DOOR OPEN DOOR OPEN PRESSURE
SMOKE BAGGAGE
--------------- CABINOUT FUEL
INVERTER CROSSFEED --------------- --------------- RH FUEL PROP
--------------- A/P TRIMOUT
FAIL RH AUTOFEATHER RH NO FUEL R CHIP D
PROP SYNC ON LH FUEL RH LHRHIGNFIRE
DOOR OPEN
FAULT L GEN OUT ALT WARN
DOOR OPEN PRESSURE
IGN IND
LH FIRE IND --------------- RREV
PRESSURE NOT READYGEN BATTERY ARM
CHARGE
PROP R E S SBAGGAGE
PTRANSFER
DIM SYNC ON
DOOR OPEN
CAB
DOOR
WARNING
LH NO FUEL LH AUTOFEATHER RH AUTOFEATHER RH NO FUEL ---------------
FUEL CROSSFEED ---------------
PUSH TO RESET
--------------- ---------------
L CHIP DETECT TRANSFER A/P TRIM
ARMFAIL A/P DISC
ARM
SMOKE
TRANSFER R CHIP DETECT
INVERTER OUT FUEL CROSSFEED --------------- --------
90A/C90B (LJ-1138 thru LJ-1295)

O T ST
T
E
BATTERY PROP SYNC ON BAGGAGE CABIN ALT WARN RH IGN IND RH FIRE RH FUEL R GEN OUT
CHARGE DOOR OPEN DOOR OPEN PRESSURE DIM PRESS
C90 and C90-1 Note: yoursRHmay differ
AUTOFEATHER RH NO FUEL
INVERTER OUT FUEL CROSSFEED --------------- --------------- --------------- A/P TRIM FAIL ARM TRANSFER R CHIP DETECT
O T ST
T
E
BAGGAGE CABIN ALT WARN RH IGN IND RH FIRE RH FUEL R GEN OUT
DOOR OPEN DOOR OPEN PRESSURE
L GEN OUT L FUEL PRESS L CHIP DETECT DIM
L NO FUEL XFRP
R E S-----------
S
INVERTER OUT A/P DISC
A/P TRIM FAIL RHP AUTOFEATHER RH NO------------

FUEL R CHIP
RESS
--------------- --------------- --------------- ARM TRANSFER DETECTL ENG FIRE L ENG ICE FAIL FUEL CROSSFEED
------------ ALTITUDE WARN ---------- LD
FAULT O ST
T
O T ST L IGNITION ON L AUTOFEATHER ------------ L ENG ANTI ICE T E------------ RVS NOT READY L GEN TIE OPEN MA
T
E
WARNING
PUSH TO RESET
90B (LJ-1352 and later) C90A and C90B (thru LJ-1351) Note: yours may differ
L FUEL PRESS L OIL PRESS L ENG FIRE ------------ ----------- INVERTER A/P FAIL A
PRESS
L DC GEN L NO FUEL XFR RVS NOT READY L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL ---------- L
MASTER MASTER L IGNITION ON R IGNITION ON L AUTOFEATHER R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FU
O T ST
WARNING CAUTION
T
E
PUSH TO RESET PUSH TO RESET
C90B (LJ-1352 AND AFTER) Note: yours may differ
B (LJ-1138 thru LJ-1295)

90B (LJ-1352 and later)
L GEN OUT L FUEL PRESS L CHIP DETECT L NO FUEL XFR ----------- INVERTER OUT A/P DISC A/P TRIM ------------ CABIN
PRESS PROP REV BATTERY BAGGAGE CABIN RH FUEL
ND --------------- ------------ ------------
PROP SYNC ON L ENG FIRE L ENG ICE FAIL FUEL CROSSFEED
ALT ALTITUDE ----------
WARN WARNRH IGN IND LDG/TAXI
RH FIRELIGHT HYD FLUID LOW BAG DO
L IGNITION ON L AUTOFEATHER ------------ L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN RHMAN TIES CLOSE BAT
AUTOFEATHER RHTIENO
OPEN
FUELBATTERY
SC SMOKEO T INVERTER
----------- E S T --------------- orA/PINVERTER
FAIL OUT FUELThe
A/P TRIM FAIL inverter selected
CABIN ---------------
CROSSFEED ALT HI CABIN is inoperative
---------------
DOOR BAGGAGE ---------------
DOOR A/P TRIM FAILR ENG FIRE
---------- ARM R OIL PRESS R
TRANSFERR FUEL
T
LA/P
ENG ICE FAIL
TRIM FAIL RCABIN
ENG ICE
ALTFAIL
HI ----------
CABIN DOOR LBAGGAGE
GEN TIE OPEN
DOOR BAT----------
TIE OPEN R GENL TIE
R ENGFUELOPEN
PRESS PITCH
FIRE R OILTRIM
L OIL PRESS OFF
PRESS L ENG FIRE----------
R FUEL PRESS ------------ R CHIP DETECT R
----------- NO FUEL XFR
INVERTER A/P FAIL R DC
A/
PRESS
L DC GEN L NO FUEL XFR RVS NOT READY L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL ---------- LG
LL ENG ANTI-ICE
GEN TIE OPEN RBAT
ENGTIE
ANTI-ICE
OPEN MAN
MASTER TIES
R GEN TIECLOSE
OPEN
Battery
MASTER FUEL
PITCHCROSSFEED
isolated TRIM
fromOFF HYD----------
FLUIDbuses
generator LO BATTERY CHARGE R EXT
R CHIP DETECT POWER
NO FUEL XFR R----------
DC GEN LDG TAXI LIGHT L BL AIR OFF R BL AI
L IGNITION ON R IGNITION ON L AUTOFEATHER R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUE
O T ST
WARNING CAUTION
T
E
FUELA/P
CROSSFEED
FAIL HYD FLUID
A/PPUSH
TRIM LO BATTERY
TO RESET
FAIL CHARGE
PUSH TO
CABIN RESET
ALT HI EXT POWER
CABIN DOOR ----------
BAGGAGE DOOR LDG----------
TAXI LIGHT LRBL AIRFIRE
ENG OFF RRBL
OILAIR OFF
PRESS R FUEL PRESS
---------- L GEN TIE OPEN Left

BAT generator
TIE OPEN R GENbus isolated
TIE OPEN PITCHfrom
TRIM center
OFF bus
---------- R CHIP DETECT R NO FUEL XFR R DC GEN
MAN TIESALT
CABIN CLOSE
HI FUEL CROSSFEED
CABIN HYD FLUID
DOOR BAGGAGE LO BATTERY
DOOR CHARGE
---------- EXT POWER
R ENG FIRE ----------
R OIL PRESS LDG TAXIPRESS
R FUEL LIGHT L BL AIR OFF R BL AIR OFF
BAT TIE OPEN Right

R GEN TIE OPEN PITCH TRIMgenerator
OFF isolatedRfrom
---------- center bus
CHIP DETECT R NO FUEL XFR R DC GEN
HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL AIR OFF R BL AIR OFF

July 29, 2015
Electrical
95)
CT L NO FUEL XFR ----------- INVERTER OUT A/P DISC A/P TRIM ------------ CABIN DOOR ------------ R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN OUT
E L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN ---------- ilot

LDG/TAXI LIGHT HYD FLUID LOW P
BAG DOORraining
OPEN T
EXT PWRanual M
R ENG ICE FAIL R ENG FIRE ------------ ------------
L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE KingBATTERY
BAT TIE OPEN Air C90 Series
CHARGE R GEN of Aircraft
TIE OPEN R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITION ON
INDICATORS CONTINUED
LH FUEL LH FIRE LH IGN IND PROP REV BATTERY PROP SYNC ON BAGGAGE CAB
L GEN OUT PRESSURE --------------- NOT READY CHARGE DOOR OPEN DOOR O
G R FUEL PRESS R GEN OUT
T
LGLARESHIELD
CHIP DETECT LH NO FUEL
TRANSFER
LH AUTOFEATHER
ARM A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- ---------
------------ ------------
BATTERY PROP SYNC ON BAGGAGE CABIN ALT WARN RH IGN IND RH FUEL
RH FIRE R GEN OUT
R AUTOFEATHER
CHARGE R IGNITION ONDOOR OPEN DOOR OPEN PRESSURE DIM PRESS
RH AUTOFEATHER RH NO FUEL
A/P TRIM FAIL RH
BAGGAGE CABIN
INVERTER OUT FUEL CROSSFEED ---------------
ALT WARN
--------------- ---------------
RH IGN IND RH FIRE FUEL
ARM R TRANSFER
GEN OUT
R CHIP DETECT
DOOR PRESSURE DIM PRESS
CABINOPEN DOOR DOOR OPEN
------------ R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN OUT O T ST
T
E
--------------- --------------- --------------- A/P TRIM FAIL RH AUTOFEATHER RH NO FUEL R CHIP DETECT
95) BAG DOOR OPEN EXT PWR R ENG ICE FAIL R ENG FIRE ARM
------------ TRANSFER
------------ O T ST
C90 and C90-1 Note: yours may differ
T
E
BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE ------------ R AUTOFEATHERContinued
R IGNITION ON
ECT L NO FUEL XFR ----------- INVERTER OUT A/P DISC A/P TRIM ------------ CABIN DOOR ------------ R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN OUT
E L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN ---------- LDG/TAXI LIGHT HYD FLUID LOW BAG DOOR OPEN EXT PWR R ENG ICE FAIL R ENG FIRE ------------ ------------
L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITION ON
C90A and C90B (prior to LJ-1352) Note: yours may differ

Continued
E ------------ ----------- INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL PRESS R FUEL PRESS
ADY L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL ---------- L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FUEL XFR R DC GEN
HER R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL AIR OFF R BL AIR OFF

Continued
UT A/P DISC A/P TRIM ------------ CABIN DOOR ------------ R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN OUT
RN ---------- LDG/TAXI
L FUEL LIGHT
PRESSHYD FLUID
L OILLOW BAG DOORLOPEN
PRESS R ENG ICE FAIL -----------
ENG FIREEXT PWR ------------ R ENG FIRE ------------
INVERTER ------------
A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN
DY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY CHARGE RLH
GEN TIE OPEN R ENG ANTI ICE
FUEL ------------ R AUTOFEATHER R IGNITIONPROP
ON REV
L DC GEN
MASTER Lor
NO FUEL
L GENXFROUT Left generator
RVS NOTPRESSURE
READY LHoffline
L CHIP DETECT FIRE L ENG ICE
LH FAIL R ENG ICE
IGN IND FAIL
--------------- ---------- L GEN TIEBATTERY
OPEN BAT TIE
PROPOPEN
SYNCRON
GEN T
NOT READY CHARGE D
WARNING
LH NO FUEL LH AUTOFEATHER
E
PRESS L-----------
------------
RIGNITION ON R IGNITION
INVERTER L CHIP ON L A/P
AUTOFEATHER
DETECT
A/P FAIL R AUTOFEATHER
TRIM FAIL CABIN
ARM L ENG ANTI-ICE
ALT HI CABIN DOOR A/P
BAGGAGE DISCR ----------
DOOR ENG ANTI-ICE R ENGMAN
SMOKE FIRE TIES CLOSE
PRESS FUEL
R---------------
OIL CROSSFEED
INVERTER
R FUEL PRESS HYD FUEL
OUT FLUIDCROSSFEED
LO BATTERY
PUSH TO RESET
R OIL FUEL PRESS TRANSFER
RH FUELor Right
R NO FUELRH
IND FIRE CABIN
XFR
HER R------------
AUTOFEATHER L ENG
R DC DOOR
GEN
ANTI-ICEPRESSURE
R ENG ANTI-ICE
R GEN OUTNO FUEL
------------
MAN TIES CLOSE RFUEL
DIMgenerator
CROSSFEEDXFR R CHIP
HYD FLUID
R E S Soff the
LO DETECT
PBATTERY
line
R FUEL
CHARGE PRESS
EXT POWER R GEN OUT
---------- LDG TAXI LIGHT L BL AIR OFF R BL AIR OFF
FAIL RH AUTOFEATHER RH NO FUEL

L BLFLUID
HYD AIR OFF
LOW
ARM BAGR BL AIRTRANSFER
DOOR OFF
OPEN EXTRPWR
CHIP DETECT R ENG ICE FAIL R ENG FIRE ------------ ------------
O T ST
T
E
BAT TIEDOOR
CABIN OPEN BATTERY
BAGGAGECHARGE
DOOR R GEN TIE OPEN Rbattery
Excessive
---------- ENG ANTI
R ENG ICE Rcurrent
charge
FIRE ------------ RRAUTOFEATHER
OIL PRESS(airplanes prior toR IGNITION
FUEL PRESS LJ-1531) ON
R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FUEL XFR R DC GEN
BATTERY CHARGE EXT POWER ---------- power

External LDG TAXI LIGHT L BL
connector AIR OFF inR BL AIR OFF
is plugged

July 29, 2015
Electrical
KING AIR C90** (LJ-502 -986)**YOUR AIRCRAFT MAY DIFFER *EXCEPT LJ-502 - 624 FOR VOLTMETER
POWER DISTRIBUTION SCHEMATIC
*

July 29, 2015
Electrical

KING AIR C90* (LJ-986, LJ-996, LJ-1011 AND AFTER)*YOUR AIRCRAFT MAY DIFFER

July 29, 2015
Electrical

KING AIR C90A
(YOUR AIRCRAFT MAY DIFFER)

July 29, 2015
Electrical

KING AIR C90A CONTINUED

July 29, 2015
Electrical


July 29, 2015
Electrical


July 29, 2015
Electrical

KING AIR C90B

July 29, 2015
Electrical

KING AIR C90B CONTINUED

July 29, 2015
Electrical


July 29, 2015
Electrical


July 29, 2015
Electrical

July 29, 2015
Electrical

July 29, 2015
Electrical

July 29, 2015
Electrical

July 29, 2015
Electrical

July 29, 2015
Electrical

July 29, 2015
Electrical

July 29, 2015
Electrical

July 29, 2015
Electrical

July 29, 2015
Electrical
Early C90s have an ON-OFF

LIGHTING PEDESTAL LIGHTS switch on the
upper left of the pedestal circuit
breaker panel.
T he lighting system consists of exterior aircraft,
interior cockpit, and cabin lighting. Exterior lights
and No Smoking/Fasten Seat belt lights are controlled CABIN LIGHTING
by switches located on the pilot’s right hand subpanel.
SYSTEM DESCRIPTION
COCKPIT LIGHTING
The Overhead Light Control Panel, easily accessible

to both pilot and copilot, incorporates a functional
arrangement of the lighting system controls. Each light A threshold light switch is located forward of the door at
group has its own rheostat switch placarded BRT – OFF. floor level. This switch is on the emergency (hot) battery
The MASTER COCKPIT switch controls the overhead bus, controls the lights that illuminate the exterior
and fuel control panel lights, engine instrument lights, boarding area on the airstair door (if installed), and is
radio panel lights, subpanel and console lights, pilot adjacent to the interior light itself. Any light controlled by
and copilot instrument lights and gyro instrument this switch will automatically turn off when the airstair
lights. The instrument indirect lights, which are in the door is fully closed.
glareshield, and overhead map lights are individually
controlled by separate rheostat switches. Early C90s On early C90s, setting the interior lights switch on the
have a press-to-light switch for the OAT gauge located pilot’s right subpanel to BRT/BRIGHT or DIM allows
on the lower left corner of the overhead panel. Newer individual reading lights along the top of the cabin to be
C90s have this OAT light switch as an ON-OFF switch. turned on or off by passengers. On newer C90s having
Overhead Panel
July 29, 2015
Lighting
LANDING/TAXI LIGHTS
Two landing lights and a single taxi light are located

on the nose landing gear. They are controlled by
three switches labeled
LANDING LEFT RIGHT
and TAXI located on
the lighting panel on the
pilot’s right subpanel.
When any of these three
switches are on and the
landing gear is retracted
a green light labeled LDG
TAXI LIGHT will illuminate
the battery switch ON will allow the individual reading (C90A/B).
lights to be switched on.
LJ-668 to LJ-987, except LJ-670, have the baggage

area light controlled by a two position switch located
just aft of the airstair door. LJ-986, LJ-996, LJ-1011 and ICE LIGHTS
after have a light in the overhead of the aft baggage
area. Control this light with the adjacent switch. An ice light, controlled by
the ICE switch on the pilot’s
right subpanel, is located on
PRIOR TO LJ-800 the outboard side of each
nacelle. When the ice light
The switches for the interior light and the no smoking/ switch is turned on, the ice
fasten seat belt signs are labeled; LIGHTS-INT DIM- light illuminates the leading
BRI-OFF and CABIN SIGN-BOTH-OFF-FSB. edge of each outboard
wing so the pilot can
LJ-800 AND AFTER: assess ice accumulation.
The operation of this light
The fluorescent cabin should be checked prior to every flight and especially
lights are controlled by if flight into icing conditions is probable. This light must
a three position switch be operational if a night flight is being made into known
located on the pilot’s or forecasted icing conditions.
subpanel labeled CABIN-
START BRIGHT-DIM-
NAVIGATION LIGHTS
OFF. Another three position switch to the right of the
interior light switch is the no smoking/fasten seat belt The navigation lights are located in each wing tip and
sign control switch labeled, CABIN-NO SMOKE & FSB- in the aft end of the empennage. There are two lights
OFF-FSB. located in each wing tip and one light in the tail. The left
hand wing tip contains red lights, the right hand wing tip
EXTERIOR LIGHTING contains green lights and the tail position is white. The
switch labeled NAV is located on the lighting panel on
Switches for landing, taxi, wing ice, navigation, rotating the pilot’s side right subpanel.
beacon, recognition, and strobe lights are located on
the pilot’s right subpanel. An optional tail flood light
switch may also be installed on this panel.

July 29, 2015
Lighting
C90 Pilot’s Right Subpanel*

*your panel may vary
C90A Pilot’s Right Subpanel*

*your panel may vary

July 29, 2015
Lighting
STROBE LIGHTS RECOGNITION LIGHTS
Optional high intensity strobe lights are located in each Optional recognition lights can be installed in each wing
wing tip and integral to the tail navigation light. A switch tip. If installed they are activated by a switch labeled
on the pilot’s right subpanel, labeled STROBE, will RECOG and is located on the pilot’s right subpanel.
activate these lights if installed. These lights are focused to the front and outboard of
the aircraft and help to improve aircraft visibility.
BEACON LIGHTS
FLOODLIGHTS
The standard anti-collision lights consist of a beacon on
the vertical stabilizer and a lower light in the bottom of Tail floodlights are incorporated in the horizontal
the fuselage. A switch labeled BEACON, located on the stabilizer. When activated they illuminate both sides
pilot’s right subpanel, controls these lights. of the vertical stabilizer. The lights are controlled by a
switch which is located on the pilot’s right subpanel and
labeled TAIL FLOOD.

July 29, 2015
Lighting
so at the brightest intensity regardless of the dimming

MASTER WARNING rheostat setting. The yellow and green annunciators do
not trigger the FAULT WARNING flasher. Depressing
SYSTEMS the FAULT WARNING flasher will reset any annunciator
intensity to the setting of the dimming rheostat, even
when the FAULT WARNING flasher is not flashing.
C90 C90B (LJ-1352 AND AFTER)
The annunciator system The C90B aircraft (LJ-1352 and after) are equipped
utilizes an annunciator panel with a MASTER FLASHER; however, it is placarded
that contains red warning, MASTER WARNING instead of MASTER FLASHER.
yellow caution, green The C90B’s MASTER WARNING flasher operates just
advisory annunciator lights, as the C90’s MASTER FLASHER does. In addition, the
a fault warning flasher, a C90B has another flasher called a MASTER CAUTION
press to test button, and flasher located next to the MASTER WARNING flasher.
dimming control. In the event of a fault, a signal is The MASTER CAUTION flasher illuminates when a
sent to the appropriate individual annunciator and that yellow caution annunciator comes on. Both warning
annunciator will illuminate. An illuminated red warning and caution flashers operate in the same manner.
annunciator will also trigger the red FAULT WARNING Press to extinguish the flasher when it is flashing.
flasher. The FAULT WARNING flasher is located in the
glareshield in front of the pilot. Depressing the face The annunciator system’s dimming system is also
of the FAULT WARNING flasher will stop the FAULT different on the C90B (LJ-1352 and after). There are
WARNING flasher from flashing but the warning two illumination modes: bright and dim. These modes
annunciator that illuminated will remain illuminated include both flashers and the annunciator panel.
until the underlying fault is corrected. Once the FAULT Normally the system is in bright mode unless the
WARNING flasher is depressed, it will re-arm and following conditions are met (in which case the lighting
begin flashing again if a different warning annunciator mode switches to dim): OVERHEAD FLOOD LIGHTS
illuminates. are OFF, the PILOT FLOOD LIGHTS are ON, and
the ambient light level in the cockpit (as sensed by a
Yellow caution and green advisory annunciators photoelectric cell in the overhead light control panel) is
represent problems or conditions that are not immediate below a preset value.
in nature. These annunciators will not illuminate the
FAULT WARNING flasher.
The individual annunciator lights are checked to ensure

the light bulbs are working by pressing the PRESS TO
TEST button located to the right of annunciator block.
All the annunciator lights should illuminate at the same
time when the button is pushed. Any lamp that fails to
illuminate when tested should be replaced.
The dimming knob located next to the PRESS TO

TEST switch sets the annunciator lights to the desired
intensity. When a red warning annunciator illuminates
it will appear at the brightest intensity. When the
FAULT WARNING flasher is depressed the warning
annunciator will appear at the light intensity set by the
dimming switch. Should an additional red warning fault
occur, the lamp intensity will again resume the brightest
setting. When any annunciator illuminates, they will do

July 29, 2015
Master Warning Systems
------------ ------------ L ENG FIRE L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN ---------- LD
FAULT O T ST L IGNITION ON L AUTOFEATHER ------------ L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN M
T
E
WARNING LH FUEL PROP REV BATTERY BAGGAGE CAB
R L GEN OUT PRESSURE LH FIRE LH IGN IND --------------- PROP SYNC ON
PUSH TO RESET NOT READY CHARGE DOOR OPEN DOOR
G
LH NO FUEL
LH AUTOFEATHER
T
L CHIP DETECT
LH FUEL TRANSFERARM Pilot
A/P DISC TrainingSMOKE
PROP REV Manual ---------------
BATTERY
INVERTER OUT FUEL CROSSFEED ---------------
BAGGAGE CABIN
---------
L GEN OUT PRESSURE LH FIRE
LH IGN IND --------------- PROP SYNC ON ALT W
NOT READY
King Air C90 Series of Aircraft CHARGE DOOR OPEN DOOR OPEN
L CHIP DETECT LH NO FUEL LH AUTOFEATHER
TRANSFER ARM A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------------- ---------
LH FUEL LH FIRE LH IGN IND PROP REV BATTERY PROP SYNC ON BAGGAGE CABIN
PRESSURE --------------- NOT READY CHARGE DOOR OPEN DOOR OPEN ALT WARN RH IGN
LH NO FUEL LH AUTOFEATHER A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED ---------------BATTERY--------------- --------------- A/P TRIM
TRANSFER PROPARM REV BATTERY L GEN OUT
LH FUEL BAGGAGE
LH FIRE CABIN
LH IGN IND --------------- PROP REV PROP SYNC ON RH BAGGAGE
FUEL CAB
--------------- FAULT PROP SYNC ON
PRESSURE ALT WARN NOT RH
READY IGN INDCHARGE RH FIRE DOOR
PRESSURE OPEN RDOOR
GEN
NOT READY
WARNING CHARGE DOOR OPEN DOOR OPEN
A/P TRIM FAIL RH AUTOFEATHER RH NO FUEL R CHIP
PUSH TO RESET
ARM
TRANSFER --------------- A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------
SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------------- D
90A/C90B (LJ-1138 thru LJ-1295)

PROP REV BATTERY BAGGAGE CABIN RHARM
FUEL TRANSFER
PROP SYNC ON ALT WARN RH IGN IND RH FIRE PRESSURE R GEN OUT D
NOT READY CHARGE DOOR OPEN DOOR OPEN
--------------- INVERTER OUT FUEL CROSSFEED ---------------C90--------------- Note: yours A/P
and C90-1--------------- mayTRIM FAIL RH AUTOFEATHER RH NO FUEL R CHIP DETECT
BATTERY PROP SYNC ON BAGGAGE CABIN ALT WARN RH IGN IND RH
differ
FIRE RHARM FUEL TRANSFER
R GEN OUT
INVERTER OUT FUEL CROSSFEED --------------- --------------- --------------- A/P TRIM FAIL RH AUTOFEATHER ARM
RH NO FUEL R CHIP DETECT
TRANSFER
PROP SYNC ON BAGGAGE CABIN ALT WARN RH IGN IND L
RH FIREGEN OUT L RH
FUEL FUEL
PRESS L CHIP DETECT
R GEN LOUT NO FUEL XFR ----------- INVERTER OUT A/P DISC O T ST
DIM PRESS
T
DOOR OPEN DOOR OPEN PRESSURE E
PRESS
FUEL CROSSFEED --------------- --------------- --------------- A/P TRIM FAIL RH AUTOFEATHER
ARM
TRANSFER ------------
BAGGAGE CABIN FAULT O T RH
RH L FUEL
IGNITION ON L AUTOFEATHER L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN MA
ALT WARN RH IGN IND E S T FIRE R GEN OUT O T ST
PRESSURE DIM PRESS
T
DOOR OPEN DOOR OPEN WARNING
T
E
A/P TRIM FAIL RH AUTOFEATHER RH NO FUEL R CHIP DETECT

PUSH TO RESET
--------------- --------------- ---------------

CABIN ALT WARN RH FIRE
RH IGN IND RHARM
FUEL TRANSFER
R GEN OUT O T ST
DIM PRESS
T
DOOR OPEN PRESSURE E
C90A and C90B (thru LJ-1351) Note: yours may differ
--------------- --------------- A/P TRIM FAIL RH AUTOFEATHER
ARM
TRANSFER
RH IGN IND RH FIRE RH FUEL R GEN OUT O T ST
DIM PRESS
T
PRESSURE E
A/P TRIM FAIL RH AUTOFEATHER

ARM
TRANSFER
O T LS FUEL PRESS L OIL PRESS L ENG FIRE ------------ ----------- INVERTER A/P FAIL A
E T
T
PRESS
O T ST
WARNING CAUTION
T
E
B (LJ-1138 thru LJ-1295)

MASTER
WARNING
L FUEL LPRESSGEN OUT orL OIL PRESS
LH FUEL
PRESSURE L ENG FIRE LH FIRE
Low fuel ------------ LH IGN IND
pressure on the ----------- side INVERTER
---------------
left PROP REV
NOT READY A/P FAIL
BATTERYA/P TRIM
CHARGE
PROPFAIL SYNC ON CABINDOOR BAGGAGE
ALT HIOPEN CABIN

L DC GEN DETECT L NO FUEL LH NO XFRFUEL RVS NOT LH AUTOFEATHER
READY
L CHIP PRESS L CHIP L CHIPDETECT A/P DISCLLNO ENG ICEXFRFAIL -----------
SMOKE R ENG ICE FAIL
--------------- ----------
INVERTER L GENFUEL
OUT TIEA/POPEN TRIM BAT TIE
CROSSFEED OPEN R GEN
--------------- T
PUSH TO RESET
L GEN
TRANSFER OUT L FUEL ARM DETECT FUEL INVERTER OUT A/P DISC ------------ CABIN
L FUEL PRESS ELS OIL PRESS LLow
ENG FIREoil pressure in the left engine
------------ ----------- INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAG
P R S
L IGNITION ON R IGNITION ON L AUTOFEATHER
------------ ------------ R AUTOFEATHER
L ENG FIRE ENGICE
L ENG ANTI-ICE
FAIL FUELRCROSSFEED
ENG ANTI-ICE ALTITUDEMAN TIES CLOSE
WARN FUEL CROSSFEED
---------- LDG/TAXI LIGHT HYDHYDFLUID
FLUIDLO LOWBATTERYBAG DO
L DC GEN L NO FUEL XFR RVS NOT READY L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL ---------- L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH T
LH FUELor PROP
ICE REV
L OIL PRESSL GEN OUT O T L SENG
E T
FIRE
PRESSURE
L IGNITION
LH FIREON -----------
------------ L AUTOFEATHER
LHFire
IGN inINDleft ------------
INVERTERengine L ENG
compartment
--------------- A/PANTIFAIL
NOT READY A/P TRIMBATTERY
------------
(optional) RVS NOTCABIN
FAIL
CHARGE
READYPROPL GEN
ALT HI TIE OPEN
SYNC CABINMAN
ON BAGGAGE
DOOR
DOOR
TIES CLOSE
OPEN
BAT TIE
BAGGAGE CABIN
OPEN BATTERY
DOOR
DOOR OPEN -----
T
IND --------------- PROP REV BATTERY PROP SYNCLON BAGGAGE CABIN ALT WARN RH IGN IND RH FIRE RH FUEL
L IGNITION ON R IGNITION NOTNO ON L AUTOFEATHER
READY LH AUTOFEATHER CHARGE R AUTOFEATHER ENG ANTI-ICE
DOOR OPEN R ENG ANTI-ICE
DOOR OPEN MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE
PRESSURE EXT P
L NO FUEL L CHIP XFR RVS NOTLH
DETECT READYFUEL
TRANSFER L CHIP DETECT ARM L ENG ICEA/P FAILDISCR ENG ICESMOKE FAIL ----------
L FUEL PRESS LL GEN
--------------- TIE OPEN
INVERTER
OIL PRESS BAT
FIRE TIE
OUT
L ENG FUELOPEN
CROSSFEED
------------ R GEN-----------
TIE---------------
OPEN INVERTER
PITCH TRIM A/P FAIL -----
OFF
--------------- A/
SC ----------- SMOKE INVERTER orA/PINVERTER
--------------- FAIL OUT FUELThe
A/P TRIM FAIL inverter
CROSSFEED CABIN selected
---------------
ALT HI is
CABIN inoperative
---------------
DOOR BAGGAGE ---------------
DOOR A/P TRIM
---------- FAILR RH AUTOFEATHER
ENG FIRE R OIL RH
PRESSNO FUEL R FUELR
LH FUEL P R E S S
PROP REV L DC BATTERY
GEN L NO FUEL XFR RVS NOT READY L BAGGAGE
CHIP DETECT L ENG ICE ARMR ENG ICE FAILTRANSFER
CABIN
FAIL
OUTR IGNITION ON L AUTOFEATHER
PRESSURE LH FIRER AUTOFEATHER LH IGN IND ---------------
L ENG ANTI-ICE R ENG ANTI-ICE NOT READYMAN TIES CHARGE PROP SYNCHYD
CLOSE FUEL CROSSFEED ON FLUID LO BATTERY CHARGE EXT POWER
DOOR OPEN DOOR OPEN
----------
ALT WARN -----G L
L ENG ICE FAIL R ENG MASTER

ICE FAIL MASTER
---------- L GEN TIE OPEN O BATT TIE OPEN R GEN TIE OPEN
L IGNITION ON RPITCH
IGNITION TRIM
ON OFF
L AUTOFEATHER----------
R AUTOFEATHER R CHIP DETECTR ENG
L ENG ANTI-ICE R NO FUELMAN
ANTI-ICE XFR TIES CLOSER DC
FUE
LH NO FUEL A/P LHFAIL
AUTOFEATHER
WARNING CAUTION
T
TES
ETECTINVERTER TRANSFER ARM
or
A/P TRIMA/P FAILDISC CABIN ALT Autopilot
SMOKE
HI CABIN is disconnected
---------------
DOOR BAGGAGE INVERTER
DOOR OUT ----------FUEL CROSSFEED R ENG---------------
FIRE ---------------R FUEL---------------
R OIL PRESS PRESS A
AGE CABIN PUSH TO RESET
ALT WARN PUSH TO RESET
RH FIREHYD FLUID RH FUEL
L ENG ANTI-ICE
OPEN DOOR OPEN R ENG ANTI-ICE MAN TIESRH IGN IND
CLOSE FUEL CROSSFEED LO BATTERY CHARGE
PRESSURE R GEN OUTEXT POWERDIM ---------- PRESS LDG TAXI LIGHT L BL AIR OFF R BL A
R ENG ICE FAIL ---------- L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FUEL XFR R DC GEN
----- A/P FAIL ---------------
A/P TRIM FAIL or
---------------
CABINA/P ALTTRIMHI FAIL CABIN RHDOOR
AUTOFEATHER
Improper trimRHDOOR
NOno
or FUEL trim Rfrom
CHIP autopilot
DETECT R ENGtrim FIRE command
ARM BAGGAGE TRANSFER ---------- R OIL PRESS R FUEL PRESS
R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAXI O LIGHT
TEST L BL AIR OFF R BL AIR OFF
T
---------- L GEN TIE OPEN BAT TIE OPEN R GEN TIE Cabin OPEN PITCH pressure TRIM OFF
altitude ----------
exceeds R CHIP
12,500 DETECT
feet R NO
(C90B) FUELor XFR10,000 R DC
feetGEN
BAGGAGE RH FUEL
NC A/P
ON TRIM
DOORFAILOPEN CABINDOOR ALTCABIN
HIOPEN or
CABIN DOOR ALT WARN BAGGAGE RHDOOR
IGN IND ---------- RH FIRE R ENGPRESSURE FIRE R GEN OUTR FUEL PRESSDIM
R OIL PRESS PRESS
MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE (90, C90-1, EXT POWER C90A/B) ---------- LDG TAXI LIGHT L BL AIR OFF R BL AIR OFF
SSFEED RH AUTOFEATHER RH NO FUEL
L GEN TIE---------------
OPEN BAT TIE---------------
OPEN R GEN TIE ---------------
OPEN PITCH TRIM A/P TRIMOFF FAIL ----------ARM R CHIP DETECT TRANSFER R NO FUEL R CHIP DETECTR DC GEN
XFR
RYCABIN PROPALT SYNC
HI ON CABIN DOOR BAGGAGE or DOOR
BAGGAGE CABIN
DOOR Cabin
----------
ALT WARNdoor R ENGopen RHFIREIGNorINDnot
R OILsecure
PRESS
RH FIRE R FUEL PRESS RH FUEL R GEN OUT O T SDIM
E T PRESS
T
GE DOOR OPEN OPEN PRESSURE

FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL AIR OFF R BL AIR OFF
BAT TIE
R OUT FUEL OPEN R GEN TIE
CROSSFEED OPEN PITCH TRIM
--------------- OFF
--------------- ---------- R CHIPA/P
--------------- DETECT R NO RH
TRIM FAIL FUEL AUTOFEATHER
XFR
ARM R DCRH GEN NO FUEL R CHIP DETECT
TRANSFER
REVCABIN DOOR BATTERYBAGGAGE PROP DOORSYNC or ON----------BAGGAGE R ENG FIRE CABIN baggage
Nose R OIL PRESS ALT door
WARN Rnot
FUELsecurePRESS
RH IGN (airplanes
IND RH Prior
FIRE to LJ-1531) RH FUEL R GEN OUT O T S DIM
E T
T
ADY CHARGE DOOR OPEN DOOR OPEN PRESSURE

HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL AIR OFF R BL AIR OFF
R GEN INVERTER
----- TIE OPEN OUT PITCHFUELTRIMCROSSFEED
OFF ---------- R CHIP DETECT
--------------- R NO FUEL
--------------- XFR
--------------- R DCA/P GEN TRIM FAIL RH AUTOFEATHER ARM
TRANSFER
N ----------
ALT WARN R ENG FIRE
RH IGN IND orR OIL PRESS
RH FIRE R FUEL RH
Fire
PRESS FUEL
in right engine
R GEN OUT compartment (airplanes Prior to LJ-1534)
DIM PRESS
T
OPEN PRESSURE
BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL AIR OFF R BL AIR OFF
F----- ---------- R CHIPA/P
--------------- DETECT
TRIM FAILR NO RH FUELAUTOFEATHER
XFR
ARM R DCRH GEN NO FUEL R CHIP DETECT
TRANSFER
For Training Purposes Only - DO NOT USE IN AIRCRAFT 4-2 O T ST Master Warning Systems
T
E
July 29, 2015
RH RH FUEL
L ENGFIRE
ANTI ICE ------------ R GEN
RVS NOT READY OUT
L GEN TIE OPEN MAN TIESDIM
CLOSE E S S BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE
BAT TIEP ROPEN ------------ R AUTOFEATHER R IGNITION ON
PRESSURE
RH AUTOFEATHER RH NO FUEL R CHIP DETECT
RHARM
FUEL TRANSFER
R GEN OUT DIM PRESS O T ST
PRESSURE Pilot Training Manual
T
E
TRANSFER King Air C90 Series of Aircraft
LH FUEL O T ST
PROP REV BATTERY BAGGAGE CAB
T
E
L GEN OUT PRESSURE LH FIRE LH IGN IND --------------- PROP SYNC ON
NOT READY CHARGE DOOR OPEN DOOR O
G
T
L CHIP DETECT LH NO FUEL LH AUTOFEATHER A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- ---------
TRANSFER ARM
INVERTER OUT FUELLH

CROSSFEED --------------- --------------- --------------- RH AUTOFEATHER
A/P TRIM FAIL PROP RH NO FUEL R CHIP DETECT
FUEL LH FIRE LH IGN IND REV
ARM BATTERY
TRANSFER PROP SYNC ON BAGGAGE CABIN
L GEN OUT PRESSURE --------------- NOT READY CHARGE DOOR OPEN
O T S T DOOR OPEN ALT WA
T
E
L CHIP DETECT LH NO FUEL

LH AUTOFEATHER A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------------- ---------
95)
LH FUEL TRANSFER
LH ARM
LH FIREIGN IND PROP REV BATTERY
PROP SYNC ON BAGGAGE CABIN
PRESSURE --------------- ALT WARN RH IGN
C90NOT
and C90-1CHARGE
READY Note: yours may differ DOOR OPEN DOOR OPEN
LH NO FUEL LH AUTOFEATHER A/P DISC SMOKE ---------------
Continued
INVERTER OUT FUEL CROSSFEED --------------- --------------- --------------- A/P TRIM
TRANSFER
LH FIRE LH ARM
IGN IND PROP REV BATTERY PROP SYNC ON BAGGAGE CABIN RH F
--------------- NOT READY CHARGE DOOR OPEN DOOR OPEN ALT WARN RH IGN IND
LH AUTOFEATHER A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------------- A/P TRIM FAIL RH AUTOF
---------------
E LH ARM
L ENG PROP
FAIL FUEL CROSSFEED ALTITUDE WARN
IGNICEIND REV
---------- BATTERY
LDG/TAXI LIGHT HYD PROP
FLUID LOW DOOR OPENBAGGAGE
BAG ON EXT PWR R ENGCABIN
ICE FAIL R ENG FIRE ------------ RHARM
FU
--------------- NOT READY CHARGE
SYNC
DOOR OPEN DOOR OPEN ALT WARN RH ------------
RH FIRE IGN IND
PRESS
A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------------- --------------- A/P TRIM FAIL RH AUTOFEATHER RH NO
--------------- PROP REV BATTERY PROP SYNC ON BAGGAGE CABIN ALT WARN RH IGN IND RH FIRE RHARM
FUEL TRANS
R GEN
SMOKE
BATTERY --------------- INVERTER
BAGGAGE OUT FUELCABIN
CROSSFEED --------------- --------------- --------------- A/PRH TRIM
FUEL FAIL RH AUTOFEATHER
ARM
RH NO FUEL R CHIP D
TRANSFER
PROP SYNC ON C90A and C90BALT WARN (prior RHto LJ-1352)
IGN IND Note:RHyours
FIRE may differ R GEN OUT DIM PRESS
CHARGE DOOR OPEN DOOR OPEN Continued PRESSURE
INVERTER OUT FUEL CROSSFEED --------------- --------------- --------------- A/P TRIM FAIL RH AUTOFEATHER
ARM
RH NO FUEL
O T ST
T
E

Continued
R ENG FIRE R OIL PRESS Low PRESS

R FUEL oil pressure in right engine
R CHIP DETECT R NO FUEL XFR R DC GEN RH FUEL

RNR OIL PRESS
RH IGN IND RH FIRE orPROP PRESSURE
R FUEL PRESS R Low
GEN OUT fuel pressure DIMon the Pright
R E S S side CABIN RH F
UT LHA/PIGN IND
DISC ---------------
A/P TRIM ------------ REVCABIN DOORBATTERY PROP SYNC
------------ ON XFR BAGGAGE
R NO FUEL R CHIP DETECT R FUEL PRESS ALT OUT
R GEN WARN RH IGN IND RH FIRE
LDG TAXI LIGHT L BL RH AIRAUTOFEATHER
OFF RNOT
BL AIR OFF
READY CHARGE
RH NO FUEL R CHIP DETECT DOOR OPEN DOOR OPEN PRES
R
-----NO FUEL
A/P XFR
TRIM FAILR DC GEN
RN A/P ----------
DISC LDG/TAXI LIGHT
SMOKE ARM HYD FLUID LOWTRANSFER
BAG DOOR
---------------
Presence OPEN OUT
ofINVERTER
smoke EXT PWR
in R ENG ICE FAIL---------------
FUEL CROSSFEED
nose compartment R ENG FIRE
avionics ------------
---------------
O T S T section
------------
---------------
(90, C90, C90-1 and A/PE90 FAIL RH AUTOFEATHER
TRIMonly) ARM
RH NO
TRAN
T
E
L BL AIR OFF L FUEL PRESS
R BL AIR OFF L OIL PRESS L ENG FIRE ------------ ----------- INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN
DY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITION ON
LLH
DCGEN GEN Lor
NO FUEL XFR RVS NOT LH FUEL
Left
READY generator
L CHIP DETECTLHoffline
FIRE L ENG ICE LH FAIL
IGN IND R ENG ICE FAIL PROP REV
---------- L GEN TIEBATTERY
OPEN BAT TIE OPEN
PROP SYNCRON
GEN T
LH GEN MASTER L GEN
RH OUT
GEN RH PRESSURE
GEN --------------- NOT READY CHARGE D
E OUT
------------ -----------OUT INVERTER
WARNING OUT
A/P FAIL A/P TRIMOUT
FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL PRESS R FUEL PRESS
LLHIGNITION ON R IGNITION ON LH
LL AUTOFEATHER NO FUEL LH AUTOFEATHER
R AUTOFEATHER L ENG
LHDETECT
ADY L CHIP
PUSH
BLEED LAIR
ENG
TO RESET
BLEED
ICE
L CHIP
ENG ICE FAIL RH
FAIL RAIR BLEED DETECT
---------- AIR RH TIE
GEN Melted
BAT TIE or
TRANSFER
BLEED
OPEN AIR OPENfailed bleed
ARM
R GEN TIE airANTI-ICE
OPEN PITCH
A/POFF
failure
TRIM
R ----------
ENG ANTI-ICE
DISCwarning SMOKE
line MAN TIES---------------
R CHIP (except
DETECT R NOfor
CLOSE
FUELlow
FUELR CROSSFEED
XFR power
INVERTER OUT
DC GEN
HYD FUEL
FLUIDCROSSFEED
LO BATTERY
LINE FAILURELINE FAILURE
or LINE LHFAILURE
FUEL LINE FAILURE PROP REV BATTERY BAGGAGE
L RFUEL
MASTER
HER PRESS L ENGLANTI-ICE
AUTOFEATHER L GEN
OIL PRESS R ENG OUT L ENG
ANTI-ICE FIRE settings,
LH FIRE
TIES CLOSE FUEL------------
MANPRESSURE CROSSFEED
airplanes
LO LH
HYD FLUID-----------
BATTERY
LJ-502
IGNCHARGE
IND INVERTERto LJ-667,
---------------
EXT POWER A/Pand
---------- FAIL LJ-670)
TAXI A/P
LIGHTTRIM FAIL R BL PROP
AIR OFF CABIN OFF SYNC
AIRALT HI ONCABINDOOR
DOOROPENBAGGAGD
NOTLDGREADY L BL
CHARGE
WARNING
PUSH TO RESET
L DC GEN L NO FUELL CHIPXFR or NOTLH
DETECT
RVS
NO FUEL LH AUTOFEATHER
READY L CHIP DETECT
TRANSFER Left wing
L ENGtank
ICEA/Pempty
FAIL or transfer
DISCR ENG FAIL pump
ICESMOKE failure L GEN INVERTER
---------------
---------- TIE OPEN OUT FUEL
BAT TIE CROSSFEED
OPEN R GEN TIE ---------------
OPEN PITCH TR
L OIL PRESS L ENG FIRE ------------ -----------ARM INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR -----
L IGNITION ON R IGNITION ON L AUTOFEATHER PROP REV R AUTOFEATHER L ENGlevers
Propeller ANTI-ICE areR not
ENG inANTI-ICE
the high MANrpm,
TIES CLOSE
low FUEL CROSSFEED
pitch position with HYD the
FLUID LO BATTERY CHARGE EXT P
REL NO FUEL LH XFR
IGN IND READY Lor
RVS NOT--------------- CHIP DETECT L ENG ICEBATTERY
LHFAIL
FUELR ENG ICE FAIL
PROP BAGGAGE
SYNC ON---------- L GEN TIE OPENCABIN BAT TIE ALT
OPEN WARN R GEN TIERHOPEN PITCH TRIM
IGN IND FIRE -----
RHOFF
L ENG FIRE MASTER ------------ NOT
----------- READY
L GEN OUT INVERTER CHARGE
landing gear
A/P extended
LH
FAIL FIRE A/P DOOR
TRIM
LH FAIL
IGN OPEN
IND CABIN DOOR
ALT HIOPEN
---------------CABIN PROP
DOOR REVBAGGAGE BATTERY
DOOR ----------
PROP SYNC ON R ENG
ATHER PRESSURE NOT READY CHARGE RH AUTOFEATHER-----D
R IGNITION A/P ON L
DISC AUTOFEATHER
WARNING
M RVS NOT READYPUSHLTOCHIP SMOKE R AUTOFEATHER L ENG
--------------- ANTI-ICE
INVERTER
LHMetal
NO R ENG
OUT ANTI-ICE
FUEL MAN
CROSSFEED TIES CLOSE FUEL
--------------- CROSSFEED HYD
--------------- FLUID LO BATTERY
--------------- CHARGE
A/P TRIM EXT
FAIL POWER
RESET DETECT LorENGLICECHIP FAIL
DETECTR ENG ICE FAILFUEL
TRANSFER
LH AUTOFEATHER
----------
contamination ARM LCABIN
GEN TIEA/P
in left OPEN DISCBAT
engine oilTIE
is OPEN
SMOKER GEN TIE
detected. --------------- TRIM OFF OUT ----------
OPEN PITCH INVERTER ARM R CHIP
FUEL CROSSFEED
------------ ----------- INVERTER A/P FAIL A/P TRIM FAIL ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL
L AUTOFEATHER R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAX
L CHIP DETECT L ENG ICE FAIL R ENG
LeftICE FAIL anti-ice
engine ----------vanes
L GEN TIE OPENor BAT
in transit TIE OPEN R GEN TIE OPEN PITCH TRIM OFF
inoperative. ---------- R CHIP DETECT R NO FU
----------- INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL PRESS R FUEL
R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL A
L ENG ICE FAIL R ENG ICE FAIL Right
----------engine anti-ice
L GEN TIE OPEN vanes
BAT in
TIEtransit
OPEN or inoperative
R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FUEL XFR R DC
A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL PRESS R FUEL PRESS
L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL AIR OFF R BL A
---------- L GEN TIE OPEN Left
BAT generator
TIE OPEN R GENbus isolated
TIE OPEN PITCHfrom
TRIM center
OFF bus
MAN TIES CLOSE For

FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE
Training Purposes Only - DO NOT USE IN AIRCRAFT
EXT POWER ---------- LDG TAXI LIGHT L BL AIR OFF R BL AIR OFF
July 29, 2015
4-3 Master Warning Systems
CABIN
BAGGAGE DOOR ------------
CABIN R NO FUEL XFR R CHIP DETECT R FUEL PRESS
RRHGEN
FUEL OUT
------------ ------------
ALT WARN RH IGN IND RH FIRE R GEN OUT L ENG FIRE DIML ENG ICE FAIL FUEL CROSSFEED ALTITUDE
O T SWARN
E T
---------- LD
T
DOOR OPEN DOOR OPEN PRESSURE PRESS
FAULT L IGNITION ON L AUTOFEATHER ------------ L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN M
BAG DOOR OPEN EXTWARNING
PWR R ENG ICE FAIL R ENG FIRE T------------ RH------------
O T
NO FUEL R CHIP DETECT
T
E S
--------------- --------------- --------------- ARM TRANSFER
R NO FUEL XFR R CHIPPUSH DETECT
TO RESET R FUEL PRESS R GEN OUT O T ST
138 thru LJ-1295)
T
BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITION ON E
R ENG ICE FAIL R ENG FIRE ------------ ------------ Pilot Training Manual
R CHIP DETECT R FUEL PRESS R GEN OUT
thru LJ-1295)
R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITION ON
R ENG FIRE ------------ ------------
R FUEL PRESS R GEN OUT
u LJ-1295)
------------ R AUTOFEATHER
L GEN OUT RLIGNITION ON L CHIP DETECT L NO FUEL XFR
FUEL PRESS ----------- INVERTER OUT A/P DISC A/P TRIM ------------ CABIN
------------ ------------ LH FUEL PROP REV BATTERY BAGGAGE CAB
FAULT L GEN OUT PRESSURE LH FIRE LH IGN IND --------------- PROP SYNC ON
------------ ------------ L ENG FIRE L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN NOT READY ----------CHARGELDG/TAXI LIGHT HYDDOORFLUIDOPENLOW BAG DOO
DOOR
WARNING
1295)
L GEN OUT
R AUTOFEATHER RLIGNITION
FUEL PRESS
PUSH TO RESET ON L CHIP LDETECT L NO FUEL
CHIP DETECT FUEL LH-----------
LH NOXFR AUTOFEATHER INVERTER
A/P DISC OUT SMOKE A/P DISC ---------------
A/P TRIMINVERTER OUT------------ CABIN
FUEL CROSSFEED DOOR
--------------- ------
--------
TRANSFER ARM
90A/C90B (LJ-1138 thru LJ-1295)

L IGNITION ON L AUTOFEATHER ------------ L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY
------------ ------------ L ENG FIRE L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN ---------- LDG/TAXI LIGHT HYD FLUID LOW BAG DOOR OPEN EXT P
L FUEL PRESS L CHIP DETECT L NO FUEL XFR ----------- INVERTER OUT A/P DISC A/P TRIM ------------ CABIN DOOR ------------ R NO FU
L IGNITION ON L AUTOFEATHER ------------ L ENG ANTI ICE C90 and C90-1
------------ RVSNote:
NOT READY L GENdiffer
yours may TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY CHARGE R GEN TI
------------ L ENG FIRE L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN ---------- LDG/TAXI LIGHT HYD FLUID LOW BAG DOOR OPEN EXT PWR R ENG I
L CHIP DETECT L NO FUEL XFR ----------- INVERTER OUT A/P DISC A/P TRIM ------------ CABIN DOOR ------------ R NO FUEL XFR R CHIP D
L AUTOFEATHER ------------ L ENG ANTI ICE ------------ RVS NOT READY L GENLTIE OPEN LMAN
GEN OUT
TIES CLOSE BAT TIE OPEN BATTERY
FUEL PRESS L CHIP DETECT L NO FUEL XFR
CHARGEINVERTER
-----------
R GENOUTTIE OPEN R ENG A
A/P DISC
L ENG FIRE L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN R E S S---------- LDG/TAXI LIGHT HYD FLUID LOW BAG DOOR OPEN EXT PWR R ENG ICE FAIL R ENG
P
------------ L ENG ANTI
FAULTICE ------------ RVS NOT READY L GEN TIE OPEN MANLTIES CLOSE
IGNITION BAT TIE OPEN------------
ON L AUTOFEATHER BATTERY LCHARGE R GEN------------
ENG ANTI ICE TIE OPENRVSRNOT
ENG ANTIL GEN
READY ICETIE OPEN------
MA
T O T ST
E
WARNING
PUSH TO RESET
PRESS
O T ST
WARNING CAUTION
T
E
B (LJ-1138 thru LJ-1295)

A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL PRESS R FUEL PRESS
L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN

Battery PITCH TRIM
isolated from OFFgenerator ----------busesR CHIP DETECT R NO FUEL XFR R DC GEN
CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL PRESS R FUEL PRESS
FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL AIR OFF R BL AIR OFF
BAT TIE OPEN R GEN TIE OPEN PITCH RightTRIMgenerator
OFF isolatedRfrom
---------- center bus
CHIP DETECT R NO FUEL XFR R DC GEN
CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL PRESS R FUEL PRESS
90B
HYD FLUID LO BATTERY CHARGE EXT POWER
PitchL trim ----------
de-energized LDG TAXI
byL aCHIP trim LIGHT
disconnect L BL AIR switch
OFF RonBL the
AIR OFFcontrol
R GEN TIE OPEN PITCH TRIM OFF ----------GEN OUT R CHIPL FUEL
DETECT PRESSR NO FUEL DETECT
XFR L NO FUELGEN
R DC XFR ----------- INVERTERwheel
OUT with
A/P DISCthe system A/P TRIM ------------ CABIN
N IND---------- RH FIRE R R
E S ENG
S FIRERH FUEL R power
OIL PRESSR switch
GEN R
OUT on
FUEL the
PRESS pedestal turned on (airplanes prior to LJ-1534)
(LJ-1352 and later)
S
R E S L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN
P
PRESSURE ------------ ------------DIM L ENG PFIRE ---------- LDG/TAXI LIGHT HYD FLUID LOW BAG DO
r)
BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL AIR OFF R BL AIR OFF
RH AUTOFEATHER RH NO FUEL
R or Metal contamination in right
M FAIL ---------- ARM R CHIP DETECT TRANSFER NO FUEL XFR DETECT
LRIGNITION
CHIP ONR DC GEN
L AUTOFEATHER ------------ L ENG ANTI ICEengine oil is detected
------------ RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY
O T ST RH FUEL
T
ARNR ENG FIRE RH IGN IND REOIL PRESS RH FIRER FUEL PRESS R GEN OUT O T SDIM T E S S
T
PRESSURE E P R
------ A/P TRIMRFAIL
R CHIP DETECT NO FUEL RH AUTOFEATHER
XFR orR DC RH NO FUEL R CHIP
GEN Right wing tank empty Lor
DETECT
FUEL PRESS
transferL OIL pumpPRESS L ENG FIRE
failure ------------ ----------- INVERTER A/P FAIL A/
ARM TRANSFER PRESS
R OIL PRESS R FUEL PRESS L DCO GEN T L NO FUEL XFR RVS NOT READY L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL ---------- L G
T
TES
LDG TAXI LIGHT L FUEL BLMASTER
AIRPRESS
OFF RLBLOIL AIR
MASTER OFF
PRESS L ENG FIRE ------------ ----------- INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN
N RIND
NO FUEL XFR RH FIRE R DC GEN
WARNING
RH FUELor R GEN OUT Right generator
O T ST
off the line
L IGNITION ON R IGNITION ON L AUTOFEATHER R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUE
CAUTION
T
E
PRESSURE PUSH DIM PRESS
L DC GEN
PUSH TO RESET L NO FUEL XFR RVS NOT READY L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL
TO RESET ---------- L GEN TIE OPEN BAT TIE OPEN R GEN T
M LFAIL
LFUEL RH AUTOFEATHER
PRESS RL BLOILAIR RH
PRESS NO FUEL L ENGRFIRE ------------ ----------- INVERTER A/P FAIL A/P TRIM FAIL CABIN
BL AIR OFF ARM
LH FUEL
OFF
TRANSFER CHIP DETECT System is armed and left engine torque is below 400 ft-lbs or left ALT CABINHI CABIN DOOR BAGGAG
OUT L IGNITION LH
ON FIRE
R or
IGNITION LH IGN
ON IND
L AUTOFEATHER R AUTOFEATHER
--------------- OPROP T REV
L ENG BATTERY
ANTI-ICE R ENG PROP
ANTI-ICE SYNC MANON TIES BAGGAGE
CLOSE FUEL CROSSFEED HYD FLUID ALTLOWARN BATTERY
T
PRESSURE T E
NOT READYS CHARGE DOOR OPEN DOOR OPEN
L DC GEN L NO FUEL XFR RVS NOT READY L CHIP DETECT ignition andICEengine
L ENG FAIL Rstart ENG ICE switch
FAIL is ON ---------- L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH TR
DETECT LH NO FUEL LH AUTOFEATHER A/P DISC ----------- SMOKE INVERTER --------------- INVERTER OUT FUELFAILCROSSFEED --------------- ---------------
L OIL PRESS TRANSFER L ENG FIREARM ------------ System is armed RH FUEL and A/P right FAIL
engineA/P TRIM
torque is CABIN
below ALT
400 HI CABIN
ft-lbs or right DOOR BAGGAGE ---------------
DOOR -----
AGE
L IGNITION CABIN
ON OPEN
R IGNITION ALTON WARN
L or
AUTOFEATHER RH IGN RIND AUTOFEATHER RH FIRE L ENG ANTI-ICE R ENG ANTI-ICE R GEN OUT MAN TIES CLOSEDIM FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT PO
OPEN DOOR PRESSURE P RESS
LH FUEL LH FIRE ignition andICE engine start switch PROP is REV ONTIE OPEN BATTERY BAGGAGE CABIN -----
L NO FUELL GEN XFR OUTRVS NOT READY PRESSURE L CHIP DETECT L ENG RH ICELH IGN IND
FAIL
AUTOFEATHERR ENG ---------------
RHFAIL
NO FUEL ---------- NOT READY L GEN CHARGE BAT TIEPROPOPENSYNC ON TIE OPEN
R GEN DOOR OPEN PITCH TRIM DOOROFF OPEN
------L ENG FIRE
---------------------------
--------------- -----------
A/P TRIM FAIL INVERTERARM A/P FAIL TRANSFER A/P TRIMR CHIP
FAIL DETECTCABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG
LH NO FUELor LH AUTOFEATHER Left Autofeather armed with power levers advanced Oabove T 90% N1
R IGNITION L CHIPONDETECT
L AUTOFEATHER R AUTOFEATHER L ENG A/P
ANTI-ICE DISC
R ENG ANTI-ICESMOKE MAN TIES ---------------
CLOSE FUEL INVERTER
CROSSFEED OUT
HYD FUEL
FLUID CROSSFEED
LOS BATTERY CHARGE ---------------
EXT POWER--------------- -----
T
TRANSFER ARM T E
BIN RHinstalled)
FUEL
RVS NOT READY
OPEN ALT WARN L CHIP DETECT RH IGN INDL ENG ICE FAIL RH FIRE R ENG ICE(if FAIL
PRESSURE R GEN OUT
---------- L GEN TIE OPENDIMBAT TIE OPEN P R E S S R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP D
RH AUTOFEATHER RH Right Autofeather armed with power levers advanced above 90% N1
NO FUEL
-------
L AUTOFEATHER ---------------
R AUTOFEATHER A/P TRIMLFAIL or
ENG ANTI-ICE ARMR ENG ANTI-ICE TRANSFER MAN TIESR CLOSECHIP DETECT FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAX
(if installed) O T ST
T

July 29, 2015
E ALTITUDE
L ENG ICEWARN ----------
FAIL FUEL CROSSFEED LDG/TAXI----------
ALTITUDE WARN LIGHT HYD FLUID
LDG/TAXI LIGHTLOW BAGLOW
HYD FLUID DOOR
BAGOPEN
DOOR OPEN EXT
EXTPWR
PWR R ENG
R ENG ICE FAIL
ICE FAIL R ENG------------
R ENG FIRE FIRE ------------
------------ ------------
RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITION ON
A/P TRIM ------------ CABIN DOOR ------------ R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN OUT
LDG/TAXI LIGHT HYD FLUID LOW BAG DOOR OPEN EXT PWR R ENG ICE FAIL R ENG FIRE ------------ ------------
MAN TIES CLOSE BAT TIE OPEN BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITION ON
CABIN
BAGGAGE DOOR ------------
CABIN R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN
RH FUEL OUT
DOOR OPEN DOOR OPEN BAGGAGE ALT WARN RH IGN IND RH FIRE PRESSURE R GEN OUT DIM PRESS
BATTERY PROP SYNC ON CABIN ALT WARN RH IGN IND RH FIRE RH FUEL R GEN OUT
BAG CHARGE
DOOR OPEN EXT PWR DOOR OPENICE FAIL
R ENG DOOR OPEN R ENG FIRE RH AUTOFEATHER ------------ ------------ PRESSURE DIM PRESS
--------------- --------------- --------------- A/P TRIM FAIL RH NO FUEL R CHIP DETECT
R INVERTER
NO FUELOUT XFR FUEL
R CHIP DETECT---------------
CROSSFEED R FUEL PRESS R GEN OUT
--------------- --------------- ARM A/P TRIM FAIL TRANSFER
RH AUTOFEATHER
ARM
RH NO FUEL
TRANSFER R CHIP DETECT O T ST
T
BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITION ON E O T ST
T
E
95)
R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITION ON C90 and C90-1 Note: yours may differ
R ENG FIRE ------------ ------------ Continued
------------
ECT L NO FUEL XFR
R-----------
AUTOFEATHER R IGNITION
INVERTER OUT
ON
A/P DISC A/P TRIM ------------ CABIN DOOR ------------ R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN OUT
------------ ------------
R AUTOFEATHER
L ENG ANTI ICE
R------------
IGNITIONRVSON
NOT READY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITION ON

Continued
------------ ----------- INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL
L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL ---------- L GEN TIE OPENContinued
BAT TIE OPEN R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FU
R AUTOFEATHER L ENG ANTI-ICE R ENG
LeftANTI-ICE
engineMAN TIES CLOSE
anti-ice FUELinCROSSFEED
vanes HYDicing
position for FLUIDconditions
LO BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL A
L ENG ICE FAIL R ENG ICE FAIL ---------- L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FUEL XFR R DC
INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL PRESS R FUEL PRESS
L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE
Right FUELanti-ice
engine CROSSFEED HYDin
vanes FLUID LO BATTERY
position CHARGE
for icing EXT POWER
conditions ---------- LDG TAXI LIGHT L BL AIR OFF R BL A
R ENG ICE FAIL ---------- L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FUEL XFR R DC GEN
A/P
UTR ENG DISC A/PTIES
TRIMCLOSE ------------ DOORFLUID------------
CABINHYD
ANTI-ICE MAN FUEL CROSSFEED
Manually close LO BATTERY
generator busR ties
NO FUEL XFREXT
CHARGE R CHIP
POWERDETECT R FUEL PRESS
---------- R GEN
LDG OUTLIGHT L BL AIR OFF
TAXI
RH FUEL
R BL AIR OFF
BATTERY PROP SYNC ON BAGGAGE CABIN ALT WARN RH IGN IND RH FIRE R GEN OUT
RN CHARGE---------- LDG/TAXI LIGHT HYD FLUID DOOR LOWOPEN BAG DOORDOOR
OPEN OPEN EXT PWR R ENG ICE FAIL R ENG FIRE ------------ PRESSURE
------------ DIM PRESS
A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL PRESS R FUEL PRESS
DYINVERTER
L GEN TIE OPENOUT FUEL
MAN TIESCROSSFEED
CLOSE BAT TIE ---------------
Crossfeed
OPEN BATTERYvalve ---------------
CHARGE isR GEN
open ---------------
TIE OPEN R ENG ANTI ICE A/P TRIM FAIL RHR AUTOFEATHER
------------ AUTOFEATHER
ARM
R IGNITION
TRANSFER ON
L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FUEL XFR R DC GEN O T S
T
E
------------ CABIN DOOR ------------ R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN OUT
FUEL CROSSFEED HYD FLUID LO BATTERY Hydraulic
CHARGE fluid EXTisPOWER
low in the ----------
hydraulic fluid LDG TAXIreserve
LIGHT L BL AIR OFF R BL AIR OFF
HYD
ADY FLUID
L CHIP DETECTLOWL ENG
BAGICEDOOR FAIL OPEN
R ENG ICE FAILEXT PWR---------- RL GEN
ENGTIEICE
OPENFAILBAT TIE R ENGRFIRE
OPEN GEN TIE OPEN ------------
PITCH TRIM OFF ------------R CHIP DETECT R NO FUEL XFR R DC GEN
----------
CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL PRESS R FUEL PRESS
BAT TIE OPEN BATTERY CHARGE R GEN TIE OPEN Rbattery
Excessive ENG ANTI ICE
charge ------------ (airplanes
current R AUTOFEATHER prior toR IGNITION
LJ-1531) ON
R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FUEL XFR R DC GEN
---------- R ENG FIRE R OIL PRESS R FUEL PRESS
BATTERY CHARGE EXT POWER ---------- power
External LDG TAXI LIGHT L BL
connector AIR OFF inR BL AIR OFF
is plugged
R ENG FIRE R OIL PRESS R FUEL PRESS
---------- LDG TAXI LIGHT L BL AIR OFF lights
Landing R BLorAIRtaxi
OFFlights on with landing gear UP
R CHIP DETECT R NO FUEL XFR R DC GEN
R OIL PRESS R FUEL PRESS
LDG TAXI LIGHT L BL AIR OFF R BLThe AIRleft
OFFbleed air valve switch is in the CLOSED position (airplanes prior to LJ-1531)
R NO FUEL XFR R DC GEN
L BL AIR OFF R BL AIR OFF The right bleed air valve switch is in the CLOSED position (airplanes prior to LJ-1531)
BATTERY PROP SYNC ON BAGGAGE CABIN

Synchrophaser turned on.ALT WARN RH IGN IND RH FIRE RH FUEL R GEN OUT
ARM
RH NO FUEL
For Training Purposes Only - DO NOT USE IN AIRCRAFT 4-5 Master Warning Systems O T S
T
E
July 29, 2015

July 29, 2015
FUEL NACELLE TANKS
All fuel supplied to the engine is fed from the nacelle

tank. Since the center section wing tank is lower than
the nacelle tank, fuel is transferred to the nacelle tank
SYSTEM DESCRIPTION by an electric fuel transfer pump submerged in the
center section wing tank.
T he C90 fuel system is divided into separate left and

right side elements connected by a crossfeed line.
Each wing contains four interconnected tanks and a
FUEL TRANSFER SYSTEM
nacelle tank. These five individual tanks together hold
192 gallons (727 liters) of usable fuel per side (384 During normal operations, the nacelle tank starts out
gallons total usable fuel). full. After approximately ten gallons of fuel is burned
MAIN TANKS from the nacelle tank, a level sensor (float switch) in
the nacelle tank signals the transfer pump in the center
section tank to activate and refill the nacelle tank. When
The fuel system consists of a nacelle tank and four the nacelle tank is nearly refilled, the transfer pump
interconnected tanks. The three outboard wing tanks shuts off. Fuel from the outboard wing tanks will now
gravity feed to the center section wing tank and nacelle gravity feed into the center section wing tank, replacing
tank. Each wing system has two fuel filler openings. the fuel that was transferred to the nacelle tank. When
One opening is on the nacelle tank and the other is the wing tanks are empty (outboard and center section)
on the leading edge tank. To assure the fuel system is a sensor in the fuel transfer line between the center
properly filled, fill the nacelle tank first, then fill the wing section tank and nacelle tank will sense a drop in
tanks.
July 29, 2015
Fuel
FUEL MANIFOLD FUEL DRAIN

LEGEND PURGE SYSTEM COLLECTOR SYSTEM
AVIATION FUEL (LJ-901 & SUBSEQUENT) (LJ-642 THRU LJ-900)
FUEL TRANSFER FUEL MANIFOLD
FUEL UNDER PUMP PRESSURE DUMP VALVE
FUEL CROSSFEED FUEL MANIFOLD
FLOAT SWITCH FULE DRAIN
FUEL RETURN COLLECTOR
FUEL PURGE SHUTTLE VALVE
FUEL DRAIN PUMP
FUEL VENT COLLECTOR TANK
FUEL DRAIN
FLAME
AIR PRESSURE
TANK ARRESTER
F FILLER CAP
PROBES FILTER FILTER
z
CHECK VALVE W/ HOLES (SEE NACELLE

NOTE BELOW) TANK
CHECK VALVE
FUEL FLOW INDICATOR P2 BLEED AIR
LINE
L FUEL PRESSURE ANNUNCIATOR
NOTE
A FUEL CAPACITANCE GAGING SYSTEM UTILIZES A SINGLE
FUEL QUANTITY GAGE FOR EACH WING FUEL SYSTEM. THIS
GAGE CAN BE SWITCHED TO DESIGNATE THE AMOUNT OF TO ENGINE FUEL
FUEL MANIFOLD OUTLET NOZZLES
FUEL IN THE NACELLE TANK OR THE TOTAL FUEL IN THE SYSTEM DUMP VALVE,
ENGINE FUEL
CONTROL UNIT FUEL HEATER
NOTE ENGINE DRIVEN
RIGHT SYSTEM IS IDENTICAL TO LEFT SYSTEM EXCEPT THAT THE FUEL PUMP
LATTER CONTAINS THE CROSSFEED VALVE. IT SHOULD ALSO BE FUEL FLOW
FUEL PRESSURE TRANSMITTER
NOTED THAT THE PURGE VALVE AND FUEL LINE ARE LOCATED ON SWITCH
THE INBOARD SIDE OF THE NACELLE AND THAT THERE IS A
THERMAL RELIEF VALVE AND LINE FROM THE CROSSFEED LINE IN FUEL PRESSURE
ANNUNCIATOR FUEL FILTER
THE RIGHT FUEL SYSTEM. L (FIREWALL) & DRAIN
FIREWALL SHUTOFF
CHECK VALVE HAS HOLES FOR FLOW OUT AT REDUCED RATE. VALVE
ONLY 28 OF 44 GALLONS WILL NOT GRAVITY FEED TO NACELLE. FUEL CONTROL
SUBMERGED BOOST UNIT PURGE VALVE
PUMP & DRAIN
QUANTITY INDICATORS
(ON AIRCRAFT WITH FLOAT TYPE FUEL GAGING) THERMAL RELIEF CROSSFEED VALVE
BYPASS F
WING TANKS NACELLE TANK
FUEL GAUGE FUEL GAUGE
SIPHON BREAK LINE
F TO RIGHT ENGINE
z
DRAIN
VALVE
z
TRANSFER WARNING
LIGHT SWITCH
FUEL TRANSFER
PUMP RESTRICTOR
z
HEATED VENT
NOTE TRANSFER PUMP
AND DRAIN
TOTAL USABLE FUEL RAM SCOOP
384 GALLONS VENT WHEEL WELL
QUANTITY INDICATOR
(ON AIRCRAFT WITH
CAPACITANCE TYPE FUEL
GAGING)
FUEL SCHEMATIC
C90 FUEL SYSTEM SCHEMATIC (LEFT WING)
pressure. After 30 seconds, the sensor will illuminate The fuel transfer pump is controlled by a switch located
the L/R NO FUEL TRANSFER annunciator. on the fuel panel labeled TRANSFER PUMP-ON-OFF
(C90) or TRANSFER PUMP-OVERIDE-AUTO-OFF
When the wing tanks are empty and the only fuel (C90A and B).
remaining is in the nacelle tank, the L/R NO FUEL
TRANSFER annunciator will remain illuminated. Once During normal flight conditions the transfer switch is
the pilot is aware of this fuel condition, the annunciator placed in the AUTO or ON position.
may be extinguished by placing the fuel transfer switch
to OFF position. In the C90, the transfer switch is A TRANSFER TEST switch is installed that allows the
labeled ON for normal operations and the C90B the transfer pumps to be tested when the nacelle tank is full.
normal operations position is labeled AUTO. This test procedure is found in the Normal Procedures
July 29, 2015
Fuel
section and it may be considered a first flight of the day QUANTITY MEASUREMENTS
test.
The transfer line moves the fuel from the center section C90s with a four gauge fuel quantity indicating system
to the nacelle tank. If a fuel transfer pump were to fail have resistance/float type fuel quantity sensors.
with fuel remaining in the wing tanks, the low pressure The gauges can be read in gallons or pounds of fuel
in the transfer line will cause the L/R NO FUEL remaining in the respective side’s wing tanks or nacelle
TRANSFER annunciator to illuminate. After a transfer tank.
pump failure, when approximately 22 gallons (147 lbs)
C90s with a two fuel gauge fuel quantity indicating
of fuel is burned out of the nacelle tank, a gravity port
system has a capacitance type quantity sensor that
in the nacelle tank will be exposed. This will allow fuel
indicates fuel quantity in pounds. A toggle switch,
to gravity feed to the nacelle tank with the exception of
located between the two fuel gauges, can be placed
approximately 28 gallons (188 lbs) in the center section
in the TOTAL position to show the fuel quantity in each
tank.
system or in the NACELLE position to show the fuel
The C90B has an override feature built into the fuel quantity in the respective nacelle tank. This switch
transfer system. The OVERRIDE position of the fuel should be moved between the TOTAL and NACELLE
transfer switch will turn the transfer pump on, and it positions frequently so as to monitor the total fuel
will run continuously. If the transfer pump overfills the quantity and the transfer process to the nacelle tank.
nacelle tank, the excess fuel will be returned to the The total quantity should be monitored, especially as a
wing center section tank via the vent line. backup to the yellow FUEL CROSSFEED annunciator
to detect when the auto crossfeed has been engaged.
The L/R NO FUEL TRANSFER annunciator will The nacelle quantity should be monitored, especially in
illuminate when there is no more fuel in the center tank cases where there is no fuel transfer.
or if the fuel transfer pump fails. In either case, the
transfer switch can be moved to the OFF position to A yellow arc is painted on each fuel gauge for serials
extinguish the annunciator. LJ-808 and after. This arc indicates to the pilot that fuel
quantity is less than 265 pounds in that system. The
Pilot should normally monitor the nacelle fuel quantity! LIMITATIONS section in the AFM/POH prohibits takeoff
if the fuel quantity indicator is in the yellow arc or less
If fuel level sensor (float switch) fails to request transfer, than 265 pounds.
there will be no annunciation. This can only be detected
by monitoring nacelle fuel quantity. If abnormal nacelle A maximum indication error of 3% full scale may be
fuel quantity indications occur, use OVERRIDE position encountered in the system. The system is designed
(or TEST in the C90). Being unaware of this failure could for use with Jet A, Jet A1, JP-5, and JP-8 aviation
result in engine flameout with 28 gallons remaining in kerosene; and compensates for changes in fuel density
the center tank. due to temperature changes. If other fuels are used,
Typical C90 Fuel Panel; your aircraft may be different

July 29, 2015
Fuel
the system will not indicate correctly. See AFM/POH of the wing. A second suction relief
for instructions when using Jet B, JP-4, or aviation valve is located between the air
gasoline. inlet and the siphon-break line. The
line from the float-operated vent
FUEL PUMPS valve is routed forward along the
leading edge of the wing and then
aft through a check valve to the
There is an electrically driven fuel boost pump located recessed vent. It is also connected
in each nacelle tank. This pump supplies fuel under to the heated ram vent through a
pressure to its respective engine driven high pressure flame arrester. The vent line from
fuel pump and the crossfeed system. the auxiliary system is routed
through a float-operated check valve before teeing into
A fuel transfer pump located in the center section fuel the vent line leading to the recessed and heated ram
tank is installed to move fuel from the wing tanks to the vents. The auxiliary tank vents into this line until there
nacelle tank. is sufficient fuel for the float to close the check valve
preventing excess fuel from being discharged through
FUEL DRAINS the vents. When the check valve closes, the auxiliary
tank is vented through a line routed outboard from the
check valve and connects with the vent line from the
During preflight, the sumps for the fuel tank filters,
integral fuel cell. When fuel expands, the fuel will first
pumps, and the firewall drain need to be checked for
vent to the auxiliary tank. If both the main and auxiliary
fuel contamination. There are four sump drains and
tanks are full, then the fuel will vent overboard.
one filter drain for each side of the fuel system located
as follows:
FUEL MANIFOLD COLLECTION/PURGE
NUMBER DRAINS LOCATION SYSTEM
1 Leading Edge Tank On underside of outboard
Sump wing, just forward of main
spar PRIOR TO LJ-901
1 Firewall Fuel Filter Flush drain valve is FUEL DRAIN
(Strainer) Drain accessible on underside of COLLECTOR SYSTEM
engine cowling (PRIOR TO LJ-901)
FUEL MANIFOLD
1 Boost Pump Sump Bottom center of nacelle, DUMP VALVE
forward wheel well FLOAT SWITCH FULE DRAIN
1 Transfer Pump Just outboard of wing root, COLLECTOR
PUMP
Sump Drain forward of flap FUEL DRAIN
COLLECTOR TANK
1 Wheel Well Sump Inside wheel well on gravity FLAME
feed line ARRESTER
FILTER
VENTING NACELLE
TANK
The main and auxiliary fuel systems are vented through

a recessed vent connected to a static vent on the LEGEND
underside of the wing adjacent to FUEL RETURN
the nacelle. One vent is recessed VENT
and the second vent is heated DRAIN
to prevent icing. The outer wing CHECK VALVE
tanks are cross vented with one

another and then vented through
After engine shutdown, there is a small amount of
a float-operated vent valve. A line
residual fuel in the fuel nozzle manifolds. This un-burnt
extends from the integral fuel tank
fuel drains into a collector tank mounted in the engine
through a suction relief valve and
accessory compartment. A float switch senses the
aft to an air inlet on the underside
July 29, 2015
Fuel
fuel level in the collector tank (EPA can) and when the FUEL
FUEL CONTROL CONTROL
UNIT PURGING
UNIT PURGING
collector tank reaches a certain level, an electric pump
turns on and pumps the residual fuel into the wing tank.
TO ENGINE FUEL
The whole operation is automatic requiring no input OUTLET NOZZLES
from the pilots.
FUEL HEATER
FUEL PURGE SYSTEM
FUEL FLOW
TRANSMITTER
FUEL MANIFOLD
PURGE SYSTEM
(LJ-901 & AFTER)
FUEL FILTER
(FIREWALL) & DRAIN
FUEL MANIFOLD
SHUTTLE VALVE FUEL CONTROL

UNIT PURGE VALVE
PRESSURE
TANK
F LEGEND
FILTER AVIATION FUEL
FUEL UNDER
PUMP PRESSURE
FUEL RETURN
FUEL VENT
P2 BLEED AIR
LINE F FILLER CAP
CHECK VALVE
FUEL FLOW
LEGEND
INDICATOR
AIR
CHECK VALVE
During Start only, the FCU purge valve opens to allow
a path for fuel vapor to return to the fuel tank; thereby
causing only pure liquid fuel to be delivered to the fuel
LJ-901 AND AFTER
manifold and nozzles.
The fuel purge system uses engine bleed air to
pressurize a small purge tank. During shutdown when FIREWALL SHUTOFF VALVES
the fuel is cut off by the condition lever, the fuel pressure
drops allowing the flow divider purge port to open. This
Each side of the fuel system has a firewall shutoff valve
routes pressurized air from the fuel purge tank through
installed. The switches controlling these valves are
the flow divider, then forces residual fuel through the
located on either side of the fuel system circuit breaker
fuel nozzles, thus purging the system. This purge burns
panel. These switches are labeled FUEL FIREWALL-
any unused fuel still in the system. As fuel is burned,
OPEN-CLOSED. The switches have a red guard over
a momentary surge in N1 RPM should be observed.
them to prevent accidental operation. The firewall
During normal operations with the engine running, fuel
shutoff valves are redundantly powered by the main
pressure keeps the flow divider purge port closed.
and battery emergency (hot) busses.
Typical C90 Firewall Shutoff Valves; your aircraft may be different

July 29, 2015
Fuel
CONTROLS FUEL TYPES
Within the cockpit, controls for the fuel system are C90 SERIES APPROVED FUEL GRADES AND ADDITIVES
the condition levers, the power levers, firewall shutoff RECOMMENDED EMERGENCY ENGINE
switches, and the crossfeed switch. ENGINE FUELS FUELS
Commercial Jet A 80 Red (Formerly 80/87)
FUEL FILTER Grade
Jet A-1 100LL Blue*
Jet B 100 Green (Formerly
100/130)
C90 A AND B (LJ-1063 AND AFTER) Military JP-4 80/87 Red
Grade
The fuel filter on the C90B has a red button on top of JP-5 100/130 Green
the filter. This button is a contamination indicator. If the JP-8 115/145 Purple
fuel pressure within the filter reaches a differential of *In some countries, this fuel is colored Green and designated 100L
1.0 to 1.4 psi, the red button will pop up. If on preflight
the red button is observed popped up, the filter should USE OF AVIATION GASOLINE
be serviced as soon as practicable.
If AvGas is used as an emergency fuel, the hours of
operation must be recorded in order not to exceed
150 hours of operation between engine overhauls. In
addition to this limitation, 8000 feet is the maximum
altitude allowed with boost pumps inoperative.
Crossfeed capability is required for operations above
8000 feet.

July 29, 2015
Fuel
AUTO MANUAL DN
DOWN NOSE L ENG ANTI-ICE BRAKE DEICE ON LDG/TAXI LIGHT PASS OXY ON ELEC HEAT ON R ENG ANTI-ICE LEFT OPEN RIGHT CAB
LOCK REL HD LT L 10 20
R L IGNITION ON L BL AIR OFF ---------- FUEL CROSSFEED R BL AIR OFF R IGNITION ON ENVR
TEST
OFF
- OFF - LEFT RIGHT OFF
0 PROP AMPS 30 INSTR & ENVIR OFF
LANDING AFT
STALL STALL
PITOT GEAR WARN BLOWER ELEC

WARN GEAR HYD FLUID TEST ON HEAT
WARN HORN SENSOR
2
LEFT RIGHT RELAY King Air C90 Series of Aircraft CABIN

OFF ALT
SILENCE TEST 0 OFF OFF
UP 2
FLAPS
20 1 CABIN CLIMB4 40
PSI 5
TAKEOFF .5 THDS FT PER MIN 1
35
CONTROLS
AND
7
APPROACH
0 6 30 6
2
60 .5 5 4
3
10
80 1 4 25
DOWN 2 20 15
CENTER PEDESTAL (YOUR AIRCRAFT MAY BE DIFFERENT)
1 2
HIGH IDLE
3
TAKEOFF
LANDING HIGH
AND RPM
REVERSE
D INCR
P C
N R O
P O N
10 O P D
P I
I W T
T E I
C R O
H N LOW
IDLE
UP
GO AROUNDT
R IDLE
FUEL
I LIFT
FEATHER CUTOFF
M GROUND
FINE
5 LIFT
FRICTION
U LOCK
P
CAUTION
REVERSE
ONLY WITH
ENGINES UP
RUNNING
UP REVERSE FLAP
APPROACH
FRICTION
0
LOCK DOWN FLAP
0
DN AILERON TRIM RUDDER TAB
LEFT RIGHT
LEFT RIGHT
1 0 1 1 0 1
3 3
3 3
5
5
5
5
4 5
1. POWER LEVERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PULL ON
SYSTEM READY OXYGEN MANUAL PASSENGER
DROP OUT Control engine N1 speed
2. CONDITION LEVER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EFIS Fuel Cutoff, Low Idle, High Idle
POWER ADC
CMPST TEST TEST
3. FRICTION LOCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turn to restrict movement of the condition levers
NORMAL
OFF
4. FRICTION LOCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turn to restrict movement of the left power lever
NAV DATA TIMER WX DH COURSE
SET HSI SET
ARC ARC
TTG ACT
5. FRICTION LOCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
S/S MAP MAP Turn to restrict movement of the right power lever
GSP ET PRE XFR TCAS TST
FAIL
BENDIX/KING
20 40
CRS ON 15 ABOVE
SEL SBY TST 10 NORM FL
OFF 5 BELOW
3
Collins
TRIM HDG ARM
PUSH TO TST PUSH FOR FL
DIS ARM
CABIN
HDG NAV APPR B/C CLIMB TEST PRESS RUDDER ELEV
DUMP BOOST TRIM
For Training Purposes Only - DO NOT USE IN AIRCRAFT 5-7 P
July 29, 2015
R
E
Fuel
ALT ALT SEL VS IAS DSC S
S
TEST OFF OFF
Collins
YAW WARNING DEPRESSURIZE CABIN

BEFORE LANDING
L R
CONTROLS CONTINUED
FUEL PANEL (YOUR AIRCRAFT MAY BE DIFFERENT)

1 2 1
3 4 5 6 5 4 7 3
1. TRANS PUMP
OVERRIDE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turns the transfer pump on, and it will run continuously
AUTO/ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transfer Pump is on; default position during normal flight
OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transfer pump off
2. TRANSFER TEST. . . . . . . . . . . . . . . . . . . . . . . Allows the transfer pumps to be tested when the nacelle tank is full
3. BOOST PUMP
ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Boost pump is on; default position during normal flight
OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Boost pump is off
4. FIREWALL SHUTOFF VALVE L/R

OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Firewall fuel shut off valve open. (guarded in this position)
CLOSED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Firewall fuel shutoff valve closed

July 29, 2015
Fuel
CONTROLS CONTINUED
FUEL PANEL CONTINUED (YOUR AIRCRAFT MAY BE DIFFERENT)

1 2 1
3 4 5 6 5 4 7 3
5. QTY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Left and Right fuel quantity indication in 100s of pounds
6. FUEL QUANTITY
TOTAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shows how much fuel is in each system
NACELLE . . . . . . . . . . . . . . . . . . . . . . Shows how much fuel is in each respective nacelle tank; normally selected
7. CROSSFEED
OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Open crossfeed valves
AUTO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatically starts crossfeed
CLOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Closes crossfeed valves

July 29, 2015
Fuel
90A/C90B (LJ-1138 thru LJ-1295)
PRESS
R CHIP DETECT R FUELFAULT
PRESS R GEN OUT
LH FUEL LH FIRE LH KIGN IND
O T S TingAir C90 ---------------
Series of Aircraft
L IGNITION PROP REV
ON L AUTOFEATHER BATTERY
------------ L ENG ANTI ICE ------------
PROP SYNC ON BAGGAGE
RVS NOT CAB
READY L GEN TIE OPEN M
L GEN OUT
T
R WARNING PRESSURE E
NOT READY CHARGE DOOR OPEN DOOR
G R ENG FIRE ------------
PUSH TO RESET ------------
T
TRANSFER ARM A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- ---------
------------ R AUTOFEATHER R IGNITION ON INDICATORS
LH FUEL
GLARESHIELD
LH FIRE LH IGN IND PROP REV BATTERY PROP SYNC ON BAGGAGE CABIN
L GEN OUT PRESSURE --------------- NOT READY CHARGE DOOR OPEN DOOR OPEN ALT WA

TRANSFER
FAULT
ARML GEN OUT A/P DISC
LH FUEL SMOKE
LH FIRE
---------------
LH IGN IND
INVERTER OUTPROP
FUEL
---------------
CROSSFEED
REV ---------------
BATTERY PROP SYNC ON
---------------
BAGGAGE ----------
CAB
PRESSURE NOT READY CHARGE DOOR OPEN DOOR
WARNING
PUSH TO RESET
L CHIP DETECT LH NO FUEL LH AUTOFEATHER A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------
TRANSFER ARM
90A/C90B (LJ-1138 thru LJ-1295) C90 and C90-1 Note: yours may differ
PRESS
FAULT O T ST L IGNITION ON L AUTOFEATHER ------------ L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN MA
T
E
WARNING
PUSH TO RESET
PRESS
O T ST
WARNING CAUTION
T
E
B (LJ-1138 thru LJ-1295)

MASTER
WARNING
PUSH TO RESET
L FUEL LPRESS
IGN INDR LOIL DC

GEN OUT
GEN
LPRESS
CHIP
or
LR NO
DETECT
LH FUEL
L OIL PRESS
PRESSURE L ENG FIRE
LHRHNO
FUEL XFR FUEL
FUEL
LH FIRE
Low
LH AUTOFEATHER
RVS NOT RREADY
LH IGN IND
fuel ------------
pressure
L CHIP DETECT
-----------
on the
A/P DISCL ENG ICEESMOKE
side INVERTER
---------------
left
FAIL R ENG ICE
PROP REV
NOT READY A/P FAIL
FAIL
---------------
BATTERYA/P TRIM
CHARGE
----------
INVERTER OUT
PROPFAIL
L GENFUEL
SYNC ON
TIE OPEN
BAGGAGE
CABINDOOR
ALT HIOPENCABIN
BAT TIE---------------
CROSSFEED OPEN R GEN T

RN R ENGRH FIRE RH FIRE FUEL PRESS
TRANSFER
PRESSURE GENARM OUT DIM PR SS
R CHIPA/P
----- DETECT R LR ENO
TRIM FAIL S S
RH AUTOFEATHER
IGNITION
FUEL ON Ror
XFR R DCRH
IGNITION
GEN NOONFUEL L AUTOFEATHER
R Right
CHIP R AUTOFEATHER
wing
DETECT tank L ENGorANTI-ICE
empty transfer R ENG
pump ANTI-ICE
failure MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY
P
ARM TRANSFER
------------ ------------ L ENG FIRE L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN ---------- LDG/TAXI LIGHT HYD FLUID LOW BAG DO
O T ST
T
E
LDG TAXI LIGHT L BL AIR OFF R BL AIRLH FUEL ON L AUTOFEATHER
OFF ------------ PROP NOT READY BATTERY
RVSREV BATBAGGAGE
L FUEL PRESS
MASTER O L
T EOIL
ST L GEN OUTL ENGLPRESSURE
PRESS IGNITION
FIRE ------------ ------------
LH FIRE ----------- L ENG ANTI
LH IGN IND ICE
---------------
INVERTER A/P FAIL L GEN TIE OPEN PROP
FAIL CABIN MAN
A/P TRIMCHARGE ALTTIES
HI CLOSE
SYNC ON
CABIN TIE OPEN BATTERY
DOOR BAGGAGD
T
NOT READY DOOR OPEN

WARNING
USH TO RESET
L DC GEN L CHIP
L NO FUEL XFR or NOTLH
DETECT
RVS
NO FUEL LH AUTOFEATHER
Left
ARMwing
READY L CHIP DETECT
TRANSFER tank
L ENG empty
ICEA/P
FAIL orL transfer
DISCR ENG FUEL FAIL pump
ICESMOKE
PRESS failure
----------
L OIL PRESS GEN INVERTER
---------------
L FIRE
L ENG ------------ OUT
TIE OPEN FUEL
BAT TIE OPENCROSSFEED
----------- RINVERTER
GEN TIE---------------
OPEN PITCH TR
A/P FAIL A/
PRESS
L IGNITION ON R IGNITION ON L AUTOFEATHER R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT PO
MASTER MASTER L IGNITION ON R IGNITION ON L AUTOFEATHER R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUE
O T ST
WARNING CAUTION
T
E

July 29, 2015
Fuel
95)

BAG DOORraining
OPEN T
EXT PWRanual M
RH FUEL
L ENG ANTI ICE ------------
RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE
R GEN OUT KingBATTERY
PRESSURE DIM PRESS
TRANSFER
O T ST
T
E
GLARESHIELD
ARM
RH NO FUEL
O T ST
T
E
95) C90 and C90-1 Note: yours may differ

Continued

Continued

Continued
RNR OIL PRESS RH FIRE or

R FUEL PRESS RH FUEL R Low fuel pressure
RH IGN IND PRESSURE GEN OUT DIMon the Pright
R E S S side
R NO
----- FUEL
A/P TRIM
BATTERY XFR FAIL RHGEN
R DC AUTOFEATHER BAGGAGERH NO FUEL CABIN R CHIP DETECT RH FUEL
PROP SYNCARM
ON TRANSFERDOOR ALT WARN RH IGN IND RH FIRE PRESSURE R GEN OUT DIM PRESS
UT CHARGE
A/P DISC A/P TRIM ------------ OPEN
DOOR CABIN DOOR OPEN ------------ R NO FUEL XFR R CHIP O TDETECT
EST R FUEL PRESS R GEN OUT
T
L BL AIR OFF R BL AIR OFF RH AUTOFEATHER RH NO FUEL

RNINVERTER OUT
---------- FUEL CROSSFEED ---------------
Crossfeed
LDG/TAXI LIGHT HYD FLUID LOW BAG DOOR ---------------
valve
OPEN is open
EXT PWR ---------------
R ENG ICE FAILA/P TRIM FAIL
R ENG FIRE ARM
------------ TRANSFER
------------ R CHIP DETECT
O T S
T
E

July 29, 2015
Fuel
NORMAL OPERATIONS ABNORMAL PROCEDURES

LJ-1138 AND AFTER, EXCEPT FOR LJ-1146
THESE PROCEDURES ARE IN EMERGENCY PROCEDURES
During normal operation with the engine running, fuel
FOR AIRCRAFT PRIOR TO LJ-1137, ALSO INCLUDING LJ-1146
is provided to the engine by the electric boost pump,
the engine driven fuel pump, and then the fuel control
unit (FCU). The electric boost pump in the nacelle CROSSFEED
tank provides fuel at a positive pressure to the higher-
pressure engine driven fuel pump. The higher-pressure NOTE
engine-driven pump provides high-pressure fuel to the
Crossfeeding fuel is authorized only in the event of
14 fuel nozzles in the burner can. This high pressure engine failure or electric boost pump failure.
is needed to provide an adequate fuel-nozzle spray
pattern for proper atomization of the fuel in the engine.
The crossfeed system is controlled by a three position
switch labeled OPEN-CLOSED-AUTO. During normal
flight conditions the switch is left in the AUTO position.
INDICATORS
AUTO CROSSFEED
ANNUNCIATORS The auto crossfeed function is designed to reduce the
pilot’s work load in the event of the failure of a boost
See illustration and description for Annunciators pump during takeoff or other high workload phases of
in “Indicators” on page 5-10 through “Indicators flight. For all normal operations the crossfeed switch
Continued” on page 5-11. should be placed in the AUTO position.
When a boost pump fails the associated fuel boost

GAUGES pressure switch will detect the loss of boost fuel
pressure and open the crossfeed valve, which is
Early C90s (LJ-502 through LJ-568) have a four gauge located in the left main gear wheel well. At this point,
fuel quantity indicating system and float type fuel both engines are now using fuel from the side of the
quantity sensors. operating boost pump.
C90 serials LJ-569 and after have a fuel gauging When the crossfeed valve opens, the crossfeed valve
system that includes capacitance type quantity sensors open annunciator light will illuminate. This will inform
and indicators on the fuel panel that indicate the fuel the pilot of the probability of boost pump failure. To
quantity in pounds. A toggle switch located between the determine which boost pump has failed the pilot can
two fuel gauges can be placed in the TOTAL position turn off the boost pump switches, one at a time. Turning
to show how much fuel is in each system or in the off the operating boost pump will result in both low fuel
NACELLE position to show how much fuel is in the pressure annunciators illuminating, or the pilot can
respective nacelle tank. move the crossfeed switch to OFF to disable auto
crossfeed. Then the low fuel pressure light for the failed
The NACELLE position should be normally selected boost pump will illuminate.
to allow the pilot to monitor the fuel transfer operation.
This position also allows the pilot to monitor gravity Important: after the failure of a boost pump and auto
feed from the fuel tanks in accordance with established crossfeed has become active, the pilot should consider
procedures found in the ABNORMAL section of the continuing flight with the crossfeed OFF to avoid fuel
C90B AFM/POH. imbalance, or the eventual flameout of both engines!
A yellow arc is painted on each fuel gauge. This arc Although continuing flight with the crossfeed OFF will
indicates to the pilot that fuel quantity is less than 265 result in that low fuel pressure light illuminating and that
pounds in that system. The LIMITATIONS section engine’s high pressure fuel pump running unboosted,
prohibits takeoff if the fuel quantity indicator is in the this will avoid the problems just mentioned. The actual
yellow arc. time of operation with the low fuel pressure light

July 29, 2015
Fuel
illuminated will count against the accumulated 10 hours FUEL TRANSFER FAILURE
allowed for such operation. ONLY FOR LJ-986, LJ-996, LJ-1011 AND AFTER
The auto crossfeed system will not detect the failure of

an engine only the failure of a boost pump. FAILURE OF NACELLE TANK SWITCH
If the nacelle fuel quantity drops to approximately 150

MANUAL CROSSFEED
pounds (22 gallons) and the total fuel quantity is greater
than 150 pounds (22 gallons), a failure of the nacelle
In the event of the failure of an engine, the pilot will need
tank switch is indicated. See AFM/POH for procedures
to consider the manual use of the crossfeed system to
for your aircraft.
manage the fuel for the operating engine. Refer to the
AFM/POH for manual crossfeed procedures.
FAILURE OF THE TRANSFER PUMP
Consideration should be given to fuel imbalance when
operating in this configuration. Note that a maximum If the NO FUEL XFR annunciator illuminates and the
imbalance of 200 lbs is published as a limitation in nacelle fuel quantity decreases to approximately 150
serials LJ-1288, LJ-1295, LJ-1302, LJ-1303, LJ-1305- pounds (22 gallons), a failure of the transfer pump is
1308, LJ-1311, LJ-1312, LJ-1314 -1316, LJ-1318 and indicated. All wing tank fuel will gravity feed into the
LJ-1320 thru LJ-1435 and after on most models. nacelle tank except for approximately 188 pounds
(28 gallons). Reduce total fuel available for flight by
188 pounds (28 gallons). See AFM/POH for complete
Note: C90B maximum fuel imbalance is 200 lbs.
procedures for your aircraft.
Should a boost pump fail, the respective red FUEL

PRESSURE annunciator will illuminate. As with all
annunciator lights refer to the AFM/POH procedures.
EMERGENCY PROCEDURES
In this case the checklist will have the pilot open the
crossfeed valve and consider whether to continue the Emergency procedures include but are not limited to
flight. If the crossfeed switch is in the AUTO position the following items. These may or may not include
and a boost pump fails, the only indication will be the immediate action memory items. Further information is
illumination of the FUEL CROSSFEED annunciator. available in the AFM/POH and the QRH checklist.
BOOST PUMP FAILURE
FOR SERIALS LJ-502 THROUGH LJ-1299,

EXCEPT LJ-1288 AND LJ-1295
NOTE
With crossfeed in AUTO, a boost pump failure will

be denoted only by the illumination of the FUEL
CROSSFEED light. To identify the failed boost
pump, momentarily place the crossfeed in the OFF/
CLOSED position. The FUEL PRESSURE/FUEL
PRESS light on the side of the failed boost pump will
illuminate. Then place the crossfeed switch in the
ON/OPEN position. The FUEL PRESSURE/FUEL
PRESS light will then extinguish.
Your Aircraft May Be Different
1. Inoperative Fuel Boost Pump - OFF
2. Determine whether continuation of flight with

crossfeed open is possible.

July 29, 2015
Fuel
CAUTION c. Wait for fuel to cool

If crossfeed is discontinued, excessive power
6. Total time with the FUEL PRESS annunciator
fluctuations may be experienced; open crossfeed
immediately. illuminated - 10 hours between overhauls of the
engine-driven fuel pump.
3. To continue flight with crossfeed closed, satisfactory If Excessive power fluctuations continue:
operation may be obtained by:
a. Reducing power 7. Crossfeed - OPEN
b. Descending to a lower altitude 8. Land at the nearest suitable airport.
c. Waiting for fuel to cool
See AFM/POH for complete procedures for your
NOTE
aircraft.
Accumulated time of operation with boost pump
inoperative is limited to ten hours.
FUEL HANDLING PRACTICES
See AFM/POH for complete procedures for your
aircraft.
FILLING THE TANKS
FOR SERIALS LJ-1288, LJ-1295, LJ-1302, LJ-
1303, LJ-1305 THROUGH LJ-1308, LJ-1311, LJ-
1312, LJ-1314 THROUGH LJ-1316, LJ-1318, LJ-
1320 AND AFTER, EXCEPT LJ-1367, LJ-1373,
LJ-1377, LJ-1384, LJ-1386, LJ-1379, LJ-1394,
LJ-1397, LJ-1403, LJ-1411, LJ-1425, LJ-1431,
LJ-1498, AND LJ-1538.
1. Crossfeed - CYCLE TO DETERMINE ENGINE

WITH INOPERATIVE BOOST PUMP
a.
MOMENTARILY CLOSED (FUEL PRESS
annunciator on the side of the failed boost pump
When filling the aircraft fuel tanks, always observe the
will illuminate)
following:
then:
b. OPEN - (FUEL PRESS annunciator extinguished) 1. Make sure the aircraft is statically grounded to the
servicing unit and to the ramp.
2. Failed Boost Pump - OFF
2. Service nacelle tanks of each side first. The nacelle
If continued flight with the crossfeed closed is required: tank filler caps are located at the top of each
nacelle. The main filler caps are located in the top
3. Crossfeed - CLOSED (FUEL PRESS annunciator of the wing, outboard of the nacelles.
on the side of the failed boost pump will illuminate) NOTE
4. Engine with Failed Boost Pump - Monitor for Servicing the nacelle tanks first prevents fuel transfer
excessive power fluctuations through the gravity feed interconnect lines from the
tanks into the nacelle tanks during fueling. If wing
5. If excessive power fluctuations occur, one or more tanks are filled first, fuel will transfer from them into
of the following action may help: the nacelle tank leaving the wing tanks only partially
filled. Be sure the nacelle tanks are completely full
a. Reduce power after servicing the fuel system to assure proper
b. Descend to a lower altitude automatic fuel transfer during flight operation. For a
complete list of recommended fuels, check the Fuel
Listings Chart.

July 29, 2015
Fuel
3. Allow a three hour settle period whenever possible, OPERATING WITH LOW FUEL PRESSURE
then drain a small amount of fuel from each drain
point.
Operation of either engine with its corresponding fuel
pressure annunciator (L FUEL PRESS or R FUEL
FUEL GRADES AND TYPES PRESS) illuminated is limited to 10 hours before
overhaul or replacement of the engine-driven fuel
pump. Windmilling time need not be changed against
C90 SERIES APPROVED FUEL GRADES AND ADDITIVES
this time limit.
RECOMMENDED EMERGENCY ENGINE
ENGINE FUELS FUELS
Commercial Jet A 80 Red (Formerly 80/87) BOOST PUMPS
Grade
Jet A-1 100LL Blue*
Jet B 100 Green (Formerly Both boost pumps must be operational prior to takeoff.
100/130)
Military JP-4 80/87 Red USE OF AVIATION GASOLINE
Grade
JP-5 100/130 Green
JP-8 115/145 Purple
1. Operation is limited to 150 hours between engine
*In some countries, this fuel is colored Green and designated 100L overhauls.
2. Operation is limited to 8000 feet pressure altitude

LIMITATIONS or below with boost pumps inoperative.
3. Crossfeed capability is required for climbs above

FUEL IMBALANCE 8000 feet pressure altitude.
For the C90B, maximum allowable fuel imbalance

between fuel systems is 200 pounds. No limitation for
fuel imbalance is published for earlier C90 models.
FUEL CROSSFEED
Crossfeeding of fuel is permitted only in the event of:
1. Electric Boost Pump Failure, or
2. Engine Failure
FUEL GAUGES IN THE YELLOW ARC
Do not take off if fuel quantity gages indicate in the

yellow arc or if fuel quantity is less than 265 pounds in
each wing system.

July 29, 2015
Fuel
This page intentionally blank

July 29, 2015
Fuel
AUXILIARY POWER UNIT
T his does not apply to the King Air C90 Series of

Aircraft.

July 29, 2015
AS-06 Auxiliary Power Unit

July 29, 2015
AS-06 Auxiliary Power Unit
on one shaft and the power turbine on a different shaft.

POWERPLANT In simple terms, the compressor turbine and power
turbine are mounted on completely separate shafts that
turn in opposite directions.
T he King Air C90 series has two Pratt & Whitney of
Canada turbo-propeller engines installed. The C90
series’ engines are PT6-20 (prior to LJ-668, and LJ-
The reverse flow design of the engine refers to the
airflow through the engine. Air enters through the
670) and PT6A-21s, all rated at 550 SHP. The PT6A engine cowl’s air inlet, proceeds through a duct to the
engine is a reverse flow, free turbine that incorporates back of the engine where it enters the intake plenum.
two independent turbine sections. One turbine section The air then flows forward through the engine to the
drives the compressor and accessory section and the exhaust stacks located on the front of the engine.
other turbine section drives the propeller shaft through
a reduction gearbox. The engine is modular design for
ease of maintenance.
The PT6A-21 utilizes a three-stage axial flow

compressor and one centrifugal compressor all driven
by a single turbine wheel. This grouping of compressors
and turbine is known as the compressor section. The
propeller is driven via a reduction gearbox which is also
powered by a single turbine wheel. This is known as the
power section. As air enters the engine it is compressed
by the compressor section, mixed with fuel, and then
ignited in the combustion chamber. The exhaust from
the combustion chamber, now at a high velocity and
temperature, passes over the turbine wheels which Fuel is injected into the combustion chamber liner
extract energy from the exhaust. This energy is used to through 14 fuel nozzles arranged around the engine in
turn the compressors and propeller. After the exhaust a circular fashion.
passes the propeller’s turbine wheel it is collected
into the exhaust duct assembly and directed into the Engine driven accessories (except the propeller,
atmosphere by twin opposed exhaust stacks. overspeed, and fuel topping governors, plus the
tachometer generator) are mounted on the accessory
A free turbine design is utilized in the PT6A engine. gear box located at the rear of the engine. Components
This means that there is no direct connection between on the accessory section are gear driven off the
the compressor section and the power section. Many compressor shaft.
turbine engine designs have the compressor section
and the power section on a common drive shaft; this For ease of maintenance, the PT6A incorporates a
is not the case with the PT6A series. The exhaust from modular design. Since the engine is divided into two
the combustion chamber drives the compressor turbine separate sections (compressor and power) the engine
PT6A-21 ENGINE CUTAWAY

July 29, 2015
Powerplant
can literally be split in half. The compressor section can

remain on the wing when the power section is removed
for a HOT SECTION INSPECTION.
POWERPLANT DESCRIPTION
POWER RATING
Two Pratt & Whitney of Canada PT6A-20/-21 producing

550 SHP are installed on the Beechcraft C90 series. the engine, the air is routed forward to the compressor
section, where it is compressed by a three stage
axial flow compressor and a single stage centrifugal
TERMINOLOGY
compressor. A row of stator vanes is located between
each compressor stage which diffuse air, raise its
Engine stations are assigned numbers as a reference. static pressure, and then directs it to the next stage of
They increase moving from the inlet toward the exhaust. compression.
The prefix of P will indicate pressure while T will refer
to temperature . ITT (Interstage Turbine Temperature) is the
measurement of gas temperature between the
N1 or Ng – Gas generator rpm in percent of speed compressor turbine and power turbine. ITT is
measured using eight temperature sensing probes that
NP – Propeller RPM are located on the T.5 ring, in the exhaust gas flow,
between the turbine wheels. The temperature probe
N2 or Nf – Not indicated. provides input to the ITT gauge located on the engine
instrument panel. There are limits as to how high ITT
P2.5 – Air pressure between engine stations 2 and 3. can go. Consult the Limitations section of your aircraft’s
AFM/POH for exact temperature limits.
P3 – Air pressure at station 3. It is the highest point of
pressure in the engine. It is used to operate various The compressed air (having passed through the
systems on the aircraft. compressor section) then passes through diffuser
pipes which turns the air 90° in direction and changes
ITT – Interstage turbine temperature. It is read
the air from high velocity to high pressure. This diffused
in degrees centigrade and is the highest point of
air is then passed through straightening vanes to the
temperature in the engine.
annulus surrounding the combustion chamber liner
assembly.
FREE TURBINE
The combustion liner has perforations of various
sizes that allow entry of the compressed air into the
A free turbine design is utilized in the PT6A engine.
combustion chamber. The compressed air changes
This is often referred to as a split shaft engine. There is
direction 180° as it enters the combustion chamber and
no direct connection between the compressor section
mixes with fuel. The fuel/air mixture is then ignited and
and power section. The exhaust from the combustion
the resultant expanding gasses exit the combustion
chamber drives the compressor turbine on one shaft
chamber and pass through the compressor turbine
and power turbines on another separate shaft.
inlet guide vanes. The inlet guide vanes are installed
to ensure that the expanding gasses contact the
AIR INTAKE AND FLOW compressor turbine’s blades at the proper angle for
maximum efficiency. The still expanding exhaust
As air enters the engine inlet duct it is routed to the gasses then are directed forward to the power turbine.
aft section of the nacelle where it enters the engine The power turbine also has inlet guide vanes installed.
through an annular plenum chamber. Upon entering Once energy is extracted by the power turbine the

July 29, 2015
Powerplant
exhaust gasses are collected and then routed out of ON annunciator will
the engine through the exhaust stacks. illuminate when the
igniters are powered.
COMPRESSOR BLEED VALVES Normally the switch
is left in the ON
position until the
When the engine is operating at low speeds, the engine reaches 51%
axial flow compressors provide more airflow than the N1. At this point the
centrifugal compressor can absorb which could cause a pilot resets the switch
compressor stall. A compressor bleed valve is installed to OFF and both the
at station 2.5 to alleviate this problem. starter and igniters are de-energized. The switch can
also be pushed down to the STARTER ONLY position.
The bleed valve regulates compressed air volume Holding the switch down will activate the starter but not
during low RPM operation, effectively reducing the the ignition. This is used to “motor” the engine to clear
axial flow compressor output. As RPM increases the out fuel after an aborted start. Each IGNITION AND
bleed valve gradually closes. If the bleed valve should ENGINE START switch must be in the OFF position for
fail to close properly, the loss of compressed air would the generators to operate.
result in higher then normal inter-turbine temperatures
and lower torque for a given power setting. During the engine starting process, the engine
instruments must be monitored closely. ITT should be
IGNITERS monitored to ensure ignition as well as to prevent a
‘hot start’; 1090°C for a maximum of 2 seconds. On
the C90, 1090°C is marked with a dashed red radial
STARTING AND IGNITION on the ITT gauge. On the C90B, 1090°C is marked
with a red diamond on the ITT gauge. Fuel flow should
also be monitored at the beginning of an engine start.
An abnormal fuel flow indication could be a sign of an
impending hot start.
AUTO IGNITION
Due to the potential

The spark ignition system used on the PT6A engine of power loss from
includes two igniters designed for quick light-ups a flameout, the auto
through a wide temperature range and an igniter box ignition system should
for igniter operation. The igniter system is designed to be used for flight in
operate on the normal 28VDC electrical system of the icing conditions and
airplane, but it will function properly with a 9 to 30 volt in heavy precipitation.
supply. The system is armed
by moving the ENG
The igniters are adjacent to the fuel manifold at the AUTO IGNITION
4 and 9 o’clock positions on the gas generator case. switch, located on the
These igniters are primarily used for engine starting. pilot’s left subpanel,
Auto ignition, which is used in icing conditions, heavy from OFF to ARM.
precipitation, or on contaminated runways, also uses Anytime the torque
the igniters for immediate engine relight in case of falls below 400 ft-lbs,
flameout. the igniter plugs will
be energized and the
The IGNITION AND ENGINE START switches, located
IGNITION ON annunciator will illuminate. Early models
on the pilot’s lower left subpanel, control the starter and
have annunciators under the ENG AUTO IGN switches.
igniters. These switches are spring-loaded to the center
Later models have the annunciator on the annunciator
OFF position, from the motor position. Moving the
panels.
switch up to the ON position activates both the starter
and ignition for the respective engine. An IGNITION
July 29, 2015
Powerplant
ACCESSORY SECTION Engine oil pressure is monitored by an oil pressure

transducer mounted on the accessory section of each
engine. The oil pressure is displayed on the oil pressure
Engine-driven
gauge and should be monitored for fluctuations as often
accessories are
90B
as possible. The oil pressure gauge is graduated from
mounted on the
0 to 200 PSI in 10 PSI increments. Engine oil pressure
accessory section
sensed by the transducer is converted into an electrical
and are run through
signal that is transmitted to the oil pressure gauge.
coupling shafts.
C90
Items included
in the accessory C90B
section include the
oil scavenge pumps, When engine oil pressure drops into
L FUEL the L OIL PRESS
PRESS L ENG FIRE
the primary engine red line Eon the oil pressure gauge, the
PR SS
------ driven fuelA/P
INVERTER pump,
FAIL andA/P TRIM FAIL CABIN ALT HI CABIN DOORpilot will
BAGGAGE receive
DOOR an----------
annunciator warning
RLENG
DC GEN
FIRE L RNO FUEL
OIL XFR RVS
PRESS NOTPRESS
R FUEL READY
MASTER
the starter generator. MASTER L/R OIL PRESS.
CE FAIL R ENG ICE FAIL ----------L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCHO TRIM
T E S T OFF ---------- RL IGNITION ON RR NO
CHIP DETECT IGNITION ON L AUTOFEATHER
FUEL XFR R DC GEN
WARNING CAUTION
T
ANTI-ICE R ENG ANTI-ICE
ENGINE
PUSH TO RESET
MANLUBRICATION PUSH TO RESET
TIES CLOSE FUEL CROSSFEED HYD FLUID LO MAGNETIC
BATTERY CHARGE EXT POWER CHIP----------
DETECTOR SYSTEM
LDG TAXI LIGHT L BL AIR OFF R BL AIR OFF
LH FUEL
MASTER L GEN OUT PRESSURE
WARNING
The engine oil is a closed system consisting of a The magnetic chip PUSH detector system LH NO FUEL
TO RESET
L CHIP DETECT
pressure system, an oil cooling system, an overboard consists of a magnetic chip L ENG
L FUEL PRESS L OIL PRESS FIRE
collector ------------ -----------
TRANSFER
breather line, and an indicating system. PRESS

The oil supply installed in the engine
L DC GEN L NO FUELreduction
XFR RVS NOTgearbox
READY L CHIP DETECT L ENG ICE FAIL
for theMASTER
engine is held in an oil tank located in the aft and a panel mounted L/R CHIP DETECT
MASTER light (red onONC90
L IGNITION and C90A,
R IGNITION amber on R AUTOFEATHER L ENG ANTI-ICE
ON L AUTOFEATHER
WARNING portion of the engine. Oil may be added
CAUTION O T Sto
E T the oil tank
T
through the filler neck, which is accessed underneath C90B) to warn of metal contamination in the oil system.
the aft engine cowling. The oil quantity should always
be checked prior to flight by reading oil quantity on the LIMITATIONS
dipstick. Normal operating quantity should not exceed
4 quarts low. The oil tank holds 2.3 US gallons. 1. Upon illumination of magnetic chip detector
annunciator light, affected engine must be shut
The oil is picked up from the oil tank and then routed down and secured if speed and altitude permit.
through the pressure side of the oil system by an
internal pressure pump installed at the bottom of the oil 2. Do not take off if magnetic chip detector annunciator
tank. Pressurized oil from the oil pressure pump is used light illuminates. Engine must be shut down.
to lubricate engine bushings and bearings. Oil is also
sent to the propeller governor, the accessory section, BEFORE ENGINE START
the torquemeter control valve, and the oil pressure and
temperature gauges. Oil is returned by two scavenge Ascertain that magnetic chip detector warning light is
pumps on the accessory case. Each scavenge pump not illuminated.
has two sections to scavenge oil from different places in
the engine. One scavenge pump, inside the accessory AFTER STARTING
case, retrieves oil from the accessory section and the
aft bearing assemblies. The other pump, mounted CAUTION
externally on the accessory case, retrieves oil from If either chip detector light illuminated during runup,
the power turbine bearings and the propeller gear do not take off. Shut down the engine, investigate
reduction case, and routes it through the oil cooler to the cause, and initiate necessary repairs.
C90B
the oil reservoir.
The oil cooler is mounted inside the engine nacelle.

When the scavenge pump pumps oil to the oil cooler, a
thermostat modulates how much oil is supplied to the
oil cooler and how much is bypassed directly to the oil
tank. After engine oil passes through the oil cooler, it is
then routed back to the oil reservoir. L FUEL PRESS L OIL PRESS
For Training Purposes Only - DO NOT USE IN AIRCRAFT 7-4 PRESS Powerplant
July 29, 2015 L DC GEN L NO FUEL XFR
MASTER MASTER L IGNITION ON R IGNITION ON
O T ST
WARNING CAUTION
T
E
TAKE-OFF to the fuel nozzles. The volumetric measurement

is converted to pounds per hour at the rate of
WARNING
approximately 6.74 pounds per gallon.
If a chip detector light illuminates during takeoff,
return to the field for investigation of the cause and POWER CONTROLS
initiate corrective action.
CRUISE POWERPLANT CONTROLS

WARNING There are three engine control levers per engine
Any illumination (or flicker) of either chip detector mounted on the pedestal between the pilot seats. The
light requires immediate shutdown of the affected controls on the pedestal, from left to right, are power
engine. See EMERGENCY PROCEDURES section levers, propeller levers, and condition levers. Each
for engine shutdown. After securing the engine, lever has a distinctively shaped knob to help identify
proceed to the nearest facility for investigation and them.
necessary corrective action prior to further flight.
Friction locks are installed to prevent the controls from
creeping. There are four knobs; one for each power
FUEL CONTROL lever and one for
each pair of propeller START START
levers and condition ITT ITT

FUEL SUPPLY
levers. Rotating the
Fuel is supplied to the engine by a dual manifold system. friction lock knobs
During start, only one manifold is supplying fuel to the clockwise makes it
combustion chamber. As the engine RPM increases, harder to move the
600 600
the second manifold comes online. Ultimately, both control levers. TORQUE TORQUE
manifolds supply equal amounts of fuel to the engine.
The fuel is injected into the combustion chamber ITT AND TORQUE
through 14 individual nozzles. INDICATORS
There is an engine driven high pressure fuel pump that

greatly increases the pressure of the fuel before it is ENGINE GAUGES
sent to the fuel control unit (FCU). The FCU determines
how much fuel to send to the engine to achieve the The ITT gauges give
commanded power setting. The FCU is mounted on the an instantaneous
accessory section of the engine. reading of the 80.3 80.3
exhaust temperature TURBINE TURBINE
The engine driven fuel pump provides high pressure between the
fuel for atomization in the combustion chamber. As the compressor turbine
engine spools up during starting, the engine driven and the power
fuel pump creates enough pressure for fuel flow at turbine. 5
6
5
6
about 12% N1. At this point, fuel is provided to the fuel 4

FUELFLOW
4
FUELFLOW
nozzles (provided that the CONDITION lever is in the The tourquemeters

LOW or HIGH IDLE position). As the engine spools indicated how many 3 PPH X 100 0 3 PPH X 100 0
foot-pounds of torque
2 1 2 1
beyond 12%, the engine driven fuel pump increases
in speed and is able supply sufficient fuel supply to are being applied to
sustain engine operation. the propeller.
The fuel flow indicating system uses a fuel flow The N2 (propeller
transmitter and a fuel flow gauge mounted on the RPM) gauges are
instrument panel. The transmitter is temperature tachometers that
compensating and measures the amount of fuel flowing display propeller
RPM. Typical C90 Gauges

July 29, 2015
Powerplant
The N1 (compressor
speed) gauges are
tachometers that
display compressor
section speed. This
speed is displayed Early N1 Gauges
as a percent of
37,500 RPM. An N1 display of 100% indicates that the
compressor is turning at 37,500 RPM. The maximum
continuous compressor speed is 101.5% which equals
38,100 RPM.
The fuel flow gauges display the rate of fuel consumption

by each engine in pounds per hour.
The oil temperature and pressure gauges display

temperature in Celsius and pressure in PSI.
COCKPIT PEDESTAL CONTROLS
POWER LEVERS GROUND FINE GATE

The power levers control the amount of power the For the C90B, the power levers must be lifted once
engines are supplying to the propeller. This function is again past the beta range in order to be brought into
measured as a percentage of the maximum compressor ground fine range, which is located aft of the IDLE gate.
section speed (N1). As the power lever is pushed
forward, N1 increases and the engine produces more
REVERSE RANGE
horsepower. There are stops built into the power lever’s
range of travel. When the power levers are moved into the REVERSE
range, the power levers command the propeller blades
IDLE GATE to move to a reverse thrust or negative blade angle. As
the power lever is moved deeper into the REVERSE
The first stop is the IDLE position. At this position N1 range, the propeller blades’ reverse angle increases
should be at the idle speed of 51% or 70%, depending as does N1, producing greater reverse thrust. For
on whether the pilot has set low idle or high idle. maximum reverse, the condition levers must be at
Moving the power lever aft past the idle detent will allow HIGH IDLE.
the propellers to operate in the beta range. It is not
permissible to move the power levers aft of the IDLE CAUTION
detent in flight. Doing so could result in a nose down Propeller reversing on unimproved surfaces should
pitch and descent rate leading to aircraft damage and be accomplished carefully to prevent propeller
injury to personnel. surface erosion from reversed airflow and, in dusty
conditions, to prevent obscuring the pilot’s vision
and ingesting FOD [foreign object debris] into the
BETA RANGE engine.
In the beta range the power levers also control propeller CAUTION
blade angels. The beta range flattens propeller blade
angle to provide aerodynamic braking. Beta range only Power levers should not be moved into the GROUND
changes the angle of the propeller blades, it does not FINE or reversing position when the engines are not
running as this will cause damage to the reversing
change N1 from idle. Beta range is generally used
system.
during taxiing and after landing to aid in slowing the
aircraft via aerodynamic braking.

July 29, 2015
Powerplant
PROP LEVERS CONDITION LEVERS
The propeller control lever is used to set the RPM of The condition levers have three positions for separate
the propellers. The propeller lever will signal the prop engine functions. With the condition lever in the full aft
governor to maintain between 1800 and 2200 RPM. FUEL CUTOFF position, fuel supply is stopped at the
The propeller lever is also used to manually feather fuel control unit. Moving the condition levers to LOW
the propeller by pulling the propeller lever into the IDLE provides N1 of 51% (+3 -0). Moving the condition
FEATHER range. lever to HIGH IDLE will provide approximately 70%
(+3 -0) N1. LOW IDLE is the normal position. HIGH
IDLE is used for maximum reverse landings. With the
condition levers selected to HIGH IDLE during landing,
the engines remain spooled up for immediate reversing
action.
Typical C90 Controls; your aircraft may be different

July 29, 2015
Powerplant
PROPELLER pitch) mechanical stop position. The propellers have no

low rpm, high pitch stops; this allows the propellers to
he King Air C90 series are either equipped with a feather after engine shutdown.
T Hartzell 3 bladed (C90/C90A), Hartzell 4 bladed
(C90B), or McCauley 4 bladed (C90B) full feathering, PROPELLER GOVERNORS
constant speed, reversing or non-reversing propeller.
(Reversing propeller was optional equipment on C90
and C90A models.) The propeller is mounted on the PRIMARY GOVERNOR
output shaft of the reduction gear box located on
front of the engine. A primary governor controls the
propeller speed by using engine oil pressure to vary
the pitch of the prop blades. To back up the primary
governor an overspeed governor and a fuel topping
governor are built into the system. Propeller blade
pitch angle is changed by allowing engine oil to press
against a piston that moves the blades from high angle
(feathered) to low angle (flat). When oil pressure on
the piston is reduced, centrifugal counterweights and
a feathering spring increase blade pitch towards the
feathered position. The feathering spring completes The primary governor is mounted on top of the reduction
the feathering operation when centrifugal twisting housing and used to regulate propeller RPM by varying
movement is lost as the propeller stops rotating. To the propeller blade angle. The primary governor is made
assist the pilot during an engine failure at takeoff, an up of a gear-type oil pump with flyweights mounted on
optional automatic feathering system may be installed. a rotating head and a spring loaded pilot valve that
When the autofeather system senses an engine failure regulates the flow of oil to and from the propeller servo
(low torque), it will immediately dump oil pressure from piston. The position of the pilot valve is controlled by
the prop governor to enable the feathering spring to the rotating flyweights, in conjunction with the spring
start feathering the propeller blades. If autofeather load imposed by the propeller lever. When the propeller
is installed, it is monitored by the green LH/RH RPM starts to drop to an underspeed condition (below
AUTOFEATHER ARM annunciator or green L/R selected), spring force overcomes the flyweight force
AUTOFEATHER annunciator. to lower the pilot valve plunger and open the port in
the governor drive gear shaft. This allows oil to flow to
the propeller servo piston and decrease blade angle. If
the propeller RPM starts to increase, it increases the
centrifugal force of the rotating flyweights, which lift the
pilot valve plunger to cover the port in the governor drive
gear shaft and shut off the flow of oil to the propeller.
Then the forces on the pilot valve plunger, by the
speeder spring and flyweights, balance to initiate the
on-speed cycle of the governor. The primary governor
controls propeller RPM in the normal governing range
up to 2200 RPM to 1800 RPM.
STANDARD (NON-REVERSING) PROPELLER OVERSPEED GOVERNOR
The propeller overspeed governor is a backup for the

The standard propeller installation includes constant primary governor system. It is mounted on the left side
speed, full feathering propellers controlled by engine of the reduction gear housing. The overspeed governor
oil through single-acting, engine-driven propeller regulates the flow of oil to the propeller pitch-change
governors. Centrifugal counterweights, assisted by mechanism using a flyweight and speeder spring
a feathering spring, move the blades toward the low system similar to the one in the primary governor. The
rpm (high pitch) position into the feathered position. overspeed governor is set to prevent propeller speeds
Oil pressure returns the propeller to the high rpm (low

July 29, 2015
Powerplant
in excess of 2288 RPM. When the pilot commands BETA and Reverse by
Since it has no mechanical movement of the Power Lever aft of the Idle Gate, the
controls, the overspeed BETA valve is mechanically reset to allow the blades to
governor is equipped travel to a lower blade angle for BETA, or to a negative
with a testing solenoid angle for reverse, consistent with the commanded
that resets the normal position of the Power Levers.
overspeed setting between
approximately 1900 to The primary low pitch stop system is incorporated into
2100 RPM (1940 to 2060 the propeller system to provide a means of limiting the
for C90B) for preflight test purposes. This solenoid is twisting of the blades finer, or flatter than the minimum
activated by the PROP GOV TEST switch located on blade angle.
the pilot’s left subpanel.
The minimum blade angle is the minimum blade angle
allowed for all idle and forward thrust conditions. This
FUEL TOPPING GOVERNOR
is often described as “flat pitch” or “fine pitch” and
(GAS GENERATOR GOVERNOR) corresponds to high RPM until the propeller governor
beings to control the RPM in a constant speed RPM
Contained inside of the primary governor is the fuel
propeller system.
topping governor. The fuel topping governor is a backup
for the overspeed governor. The fuel topping governor When the primary governor is controlling the propeller
has an airbleed orifice that opens to change the effect RPM, during takeoff, climb, normal cruise and descent
of the fuel control unit to reduce fuel, which lowers N1 the blades move off the low pitch stops to a higher
to prevent further propeller overspeed. angle, or more coarse pitch. At low power and low
speed, such as idle on the ground, or reduced power
The fuel topping governor is the final barrier to propeller
and speed on short final and landing, the blade angles
overspeed, after the primary governor and overspeed
will be limited by the Low Pitch Stop system.
governor, and it becomes active at 2332 RPM (2240
RPM McCauley), approximately 106% of takeoff RPM. For a non-reversing propeller, this low pitch stop may
be a mechanical, “hard stop” built into the propeller,
Fuel topping governor also controls the fuel control
and the blades never move “flatter” than that position.
unit (FCU) in reverse to limit N1 to 88% and propeller
However, for King Airs having reversing props, the
to 2100 RPM, approximately 95% of takeoff propeller
low pitch stop is a “movable” stop which allows the
RPM.
blades to move to a lesser angle for “Beta” operation,
PT6-20 engines have a separate fuel topping governor and into a negative angle for reverse thrust operation.
mounted on the nose case. The pilot “commands” the movement of the low pitch
stops by lifting the power levers over the idle gate into
Beta (or Ground Fine) and further into reverse range.
PRIMARY AND SECONDARY LOW PITCH Otherwise, the low pitch stops prevent the flattening of
STOPS the blades and an uncommanded excursion into the
Beta or reverse range.
Low pitch propeller position is determined by the primary
low pitch stop, which is a mechanically monitored The King Air Low Pitch Stop system is described as a
hydraulic stop. The mechanism, being hydraulic, allows hydraulic stop with mechanical monitoring. That means
the blades to rotate beyond the low pitch position in that there is a mechanism that monitors the actual
reverse, when selected. Beta and reverse blade angles angular position of the blades and when that angle
are provided by adjusting the low pitch stop, controlled equals the Low Blade Angle, that same mechanism
by the power levers in the reverse range. acts to shut off the oil from the primary governor and
contain that oil under pressure in the propeller servo
A back-up system on some aircraft, referred to as the (dome). Increased oil pressure is required to move the
secondary low pitch stop, protects against propeller blades to a finer pitch, but because that oil pressure
reversing in the event of malfunction of the primary low source is now shut off there is no force to move the
pitch stop. The activation of this system also illuminates blades and thus their twisting motion is stopped at that
the red light on the annunciator panel placarded angle; the Low Blade Angle.
SECONDARY LOW PITCH STOP.
July 29, 2015
Powerplant
BETA VALVE WIRE ROPE

The Beta Valve, which The Wire Rope is a flexible control cable attached on
is the actual oil shutoff one end to the “Cam Box” on the accessory case and
valve, or hydraulic stop, on the other end to the Beta Arm. It is in a fixed position
is mounted in the base of at all times for forward thrust until the pilot moves the
the primary governor. The power levers over the idle gate into the beta range and
Beta Valve is attached into reverse. When this occurs, the Beta Arm is pulled
to the middle hole of the aft which changes the relationship of the Beta Valve
Beta Arm. to the prop blades. This means that the blades can
rotate, or twist to a flatter blade angle for Beta and even
BETA ARM into a negative blade pitch, before the Beta Valve is
pulled forward by the Beta Ring to the “OFF” position.
CAM BOX
The Cam Box connects the Fuel Control Unit and the
wire rope to the power lever. Simply stated, it is a
mechanism that allows an increase of engine power by
pushing the power lever forward for forward thrust, or
by pulling it aft for reverse thrust. And, it also allows the
aft movement of the “Wire Rope” to “pull” the Low Pitch
Stop to a finer, or negative blade angle for Beta and
A boomerang-shaped Beta Arm is also part of the reverse operation.
mechanism. It has an attachment hole on each end,
and another hole near the middle for attachment to SECONDARY FLIGHT IDLE STOPS - TEST
the Beta Valve. One end of the “boomerang” is fitted
with a block made of a special material that rides in the 1. Run Engines with Power Levers at IDLE. Set
groove of the Beta Ring. The other end of this arm is Condition Levers at 70% N1. Read Propeller RPM.
attached to the end of a mechanical control called the
“Wire Rope” which provides a pivot point for that arm. 2. Hold Secondary Flight Idle Test Switches in the ON
That pivot point is fixed for forward thrust operation, but position.
becomes variable for Beta and reverse operation.
3. Lift Power Levers and move toward REVERSE until
BETA RING the aft sides of the Power Levers are approximately
in line with the top horizontal line markings on the
The Beta Ring (also pedestal. The SECONDARY LOW PITCH STOP
called the feedback CONTROL should regulate the blade angles
ring) is mounted just to effect an average increase of 210 ± 40 RPM
behind the propeller greater than Step (1) and the L.H. SECONDARY
spinner bulkhead LOW PITCH STOP and R.H. SECONDARY LOW
and is attached to the PITCH STOP lights in the annunciator panel should
propeller dome and be illuminated. (Propeller RPM fluctuation of up to
also to the individual 25 RPM about the mean is normal).
prop blades by Beta
Rods. As the prop dome (piston) moves forward by 4. Release test switch and RPM should increase.
the increase of oil pressure it twists the blades toward
the Low Blade Angle. At a few degrees before the Low 5. Return Power Levers to normal idle position.
Blade Angle, the Beta Ring is pulled forward by the CAUTION
Beta Rods and pulls the end of the Beta Arm, which
in turn pulls the Beta Valve forward to the oil shut off Do not force the power levers into the FULL
REVERSE position with the SECONDARY FLIGHT
position, thus effecting the low pitch stop.
IDLE STOP TEST switches ON.

July 29, 2015
Powerplant
FAILURE OF SECONDARY (ELECTRICAL) the power levers are advanced above 90% N1. The
LOW PITCH STOP (IF INSTALLED) armed condition will be indicated by illumination of the L
AUTOFEATHER and R AUTOFEATHER annunciators.
With a combination of both low airspeed (below 110 kts) Moving either power lever below 90% N1 will disarm
and low power (below 400 ft-lbs) if either Secondary the system.
Low Pitch Stop Warning light illuminates in flight DO
NOT pull the “PROP GOV - IDLE STOP” circuit breaker,
and DO NOT attempt reversing upon landing. See your
aircraft’s AFM/POH for further information.
At airspeeds above 110 kts and/or power settings When the autofeather system is armed and an
above 400 ft-lbs, if either Secondary Low Pitch Stop engine starts failing the following sequence occurs.
Warning light illuminates in flight, AND the respective At approximately 400 ft-lbs of torque on the failing
propeller begins feather: engine, the autofeather system will disarm on the non-
failing engine. This indicated by the good engine’s
1. Power Lever (affected side) - REDUCE AS AUTOFEATHER annunciator extinguishing. At
REQUIRED (to keep torque within limits) approximately 260 ft-lbs of torque on the failing engine,
a signal is sent and oil is dumped from the prop hub.
2. “PROP GOV - IDLE STOP” circuit breaker (copilot’s The feathering spring and counterweights feather the
right subpanel) - PULL. (Warning light should propeller, and the autofeather annunciator for the failed
extinguish and propeller speed should increase to engine also extinguishes.
governor setting.)
For preflight testing of the autofeather system, the
3. Power Lever (affected side) - RETURN TO system is equipped with a TEST switch. The TEST switch
DESIRED POWER. bypasses the N1 switches allowing the autofeather to
WARNING arm at a lower power setting of approximately 500 ft-
lbs torque. The pilot will then simulate an engine failure
If the Secondary Low Pitch Stop system is installed by retarding each power lever separately to check
in the airplane, any malfunction of the system must autofeather operation.
be repaired before the next flight.
MANUAL FEATHER
FEATHERING
The propeller levers will manually feather the propellers
when they are selected to FEATHER. When a propeller
AUTOFEATHER SYSTEM lever is selected to FEATHER, the pilot valve is held in
the up position allowing oil to dump from the propeller
The autofeather system provides a means of hub to the engine case.
immediately dumping propeller oil to enable the
feathering springs to start feathering the propeller
SYNCHROPHASER
blades as soon as torque drops below a preset value.
The autofeather system is primarily intended for use
during takeoff, climb, approach, missed approach, C90
and landing. It should be kept on until the airplane has
gained sufficient altitude so that the loss of one engine The C90 is equipped with a Type 1 propeller
and its resultant drag will not present an immediate synchrophaser. The synchrophaser matches the speed
problem to the pilot. of the right propeller to the left propeller. In addition,
the blades on each propeller are maintained at a
The autofeather is controlled predetermined relative position.
by a three position switch
labeled: AUTOFEATHER A magnetic pickup is mounted in each propeller’s
ARM - OFF - TEST. The overspeed governor. Electric pulses from the pickup
system is armed when the are transmitted to a control box located in the cockpit.
AUTOFEATHER switch is
in the ARM position and
July 29, 2015
Powerplant
600 600
The control box will then signal an actuator located on TORQUE
PROPELLER RPM INDICATORSTORQUE
the right engine to adjust the right propeller governor an
amount that will match the speed of the left propeller. The propeller gauges are located in the engine
This adjustment does not cause the right prop lever to instrument section of the instrument panel. The
move in the cockpit. propeller gauges receive information from the propeller
tachometer generator, located on the front of the
The synchrophaser is turned on by a switch next to engine. The gauges have
the synchroscope just above the pilot’s right subpanel. a green arc from 1800 to
The pilot will manually sync the propellers prior to 2200 RPM and a red line at
turning on the synchrophaser. The RPM range of the 2200 RPM. Up through LJ-
synchrophaser is ±30 RPM. The system is intended for 1362 the propeller RPM is
inflight use only. The synchrophaser is to be OFF for a direct read system, after
takeoff and landing. LJ-1363 propeller RPM is
measured by the frequency
C90A/B of a propeller tachometer
generator.
A Type II synchrophaser is installed on the C90A/B.
This synchrophaser will automatically match the RPM PROPELLER80.3
REVERSING 80.3
of both propellers as a result of maintaining a specific
phase relationship between the blades of the left and TURBINE TURBINE
Reversing propellers were an option on C90s and
right side propellers. The synchrophaser control box C90As. The C90B has the reversing propeller as
senses pulses that are generated by pickups mounted standard equipment. The non-reversing propeller has a
on both engines. Magnetic targets mounted on the fixed low pitch stop position. This low pitch stop prevents
propeller spinner bulkheads provide the pulse reference the blades from going completely flat, or worse, into
for the pickups. a negative thrust angle. Reversing propellers are
designed to allow for flat pitch (beta range) and negative
The propeller synchrophaser will increase RPM of the pitch (reverse 6
range) operations5 for 6deceleration
5
slower propeller and decrease the RPM of the faster purposes on the ground only. To accomplish this, an
one. The most the synchrophaser can adjust the adjustable FUELFLOW
low pitch stop is installed. FUELFLOW
When the Power
4 4
propeller is 25 RPM. The system is controlled through lever is moved into the beta or reverse position, the
a toggle switch labeled PROP SYNC-ON-OFF located hydraulically activated/mechanically monitored low
just below the pilot’s IVSI. To operate the system, 3 PPH X 100 0 3 PPH X 100 0
pitch stop moves, allowing the propeller blades to reach
synchronize the propellers manually and then turn the the desired flat
2 or negative
1 angle. 2 1
synchrophaser on. When changing propeller RPM,
change both propellers at the same time. This will keep PROPELLER COMPONENTS
the setting within the holding range of the synchrophaser (FACTORY INSTALLED EQUIPMENT)
(25 RPM). If the propellers will not synchronize with the
C90 & C90-1 C90A & C90B
synchrophaser system on, the propeller speeds are
most likely not within the limits required for the system 4-Blade Mc-
Propeller 3-Blade Hartzell
to assume control. At this point, it is necessary to turn Cauley
the synchrophaser off, manually sync the propellers, Reversing Optional Standard
and then re-engage the synchrophaser. AutoFeather Optional Installed
No Take-off or Allowed Take-
CONTROLS AND INDICATORS Prop Sync
Landing off & Landing
Primary
2200 RPM 2200 RPM
PROP LEVERS Governor
Overspeed
2288 RPM 2288 RPM
The prop lever is used to select the propeller RPM that Governor
the primary governor will hold. The propeller levers will Fuel Top
manually feather the propellers if they are selected to 2332 RPM 2420 RPM
Governor
the FEATHER position. Forward of FEATHER position,
the primary governor can be set from 1800 to 2200
RPM.
July 29, 2015
Powerplant
CONTROLS
PILOT’S LEFT SUBPANEL
EXT PWR MIC AVIONICS INVERTER ENG AUTO

IGNITION
OFF
ON NORMAL MASTER PWR NO 1
ARM
OFF
OFF - RESET OXYGEN OFF LEFT RIGHT
MASK NO 2
ENGINE ANTI-ICE
GEN LEFT RIGHT
ON MASTER SWITCH RESET ON
ON
OFF
OFF OFF
BATT GEN 1 GEN 2
GEN TIES ACTUATOR
BUS SENSE
RESET MAN CLOSE STANDBY
NORM
MAIN
TEST OPEN
IGNITION AND
ENGINE START AUTOFEATHER PROP GOV
TEST
LEFT RIGHT ARM
ON
OFF
OFF
STARTER ONLY TEST OFF

PARKING BRAKE
1 2
1. AUTOFEATHER
ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arms autofeather system.
OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Selects autofeather system off.
TEST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Allows a test of the autofeather system, bypassing the 88% N1 switches.
2. PROP TEST
GOV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Allows overspeed governor to be tested.

July 29, 2015
Powerplant
ORMAL
OFF
AUTO MANUAL DN
DOWN NOSE L ENG ANTI-ICE BRAKE DEICE ON LDG/TAXI LIGHT PASS OXY ON ELEC HEAT ON R ENG ANTI-ICE LEFT OPEN RIGHT
LOCK REL HD LT L 10 20
R L IGNITION ON L BL AIR OFF ---------- FUEL CROSSFEED R BL AIR OFF R IGNITION ON ENVR
HI TEST
OFF
COPILOT - OFF - LEFT RIGHT OFF
SURFACE 0 PROP AMPS 30 INSTR & ENVIR OFF
LANDING AFT
DEICE STALL STALL
PITOT GEAR WARN BLOWER

WARN
OFF
SINGLE GEAR HYD FLUID TEST ON

WARN HORN SENSOR
2
MANUAL LEFT RIGHT RELAY King Air C90 Series of Aircraft CABIN
OFF ALT
SILENCE TEST 0 OFF
UP 2
FLAPS
20 1 CABIN CLIMB4 40
PSI 5
35
CONTROLS
AND
7
0
CONTINUED 6 APPROACH
30 6
2
60 .5 5 4
3
10
80 1 4 25
DOWN 2 20 15
CENTER PEDESTAL (YOUR AIRCRAFT MAY BE DIFFERENT)
1 2 3 4
HIGH IDLE
5
TAKEOFF
LANDING HIGH
AND RPM
REVERSE
D INCR
P C
N R O
P O N
10 O P D
P I
I W T
T E I
C R O
H N LOW
IDLE
UP
GO AROUNDT
R IDLE
FUEL
I LIFT
FEATHER CUTOFF
M GROUND
FINE
5 LIFT
FRICTION
U LOCK
P
CAUTION
REVERSE
ONLY WITH
ENGINES UP
RUNNING
UP REVERSE FLAP
APPROACH
FRICTION
0
LOCK DOWN FLAP
0
LEFT RIGHT
LEFT RIGHT
1 0 1 1 0 1
3 3
3 3
5
5
5
5
6 7
1. POWER LEVERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control engine N1 speed
PULL ON PASSENGER
SYSTEM READY OXYGEN MANUAL DROP OUT
2. FRICTION LOCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turn to restrict movement of the propeller levers
EFIS
3. PROPELLER LEVERS L/R. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POWER TEST
ADC Sets propeller RPMs or pulling full aft will feather propeller
CMPST TEST
4. CONDITION LEVER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NORMAL Fuel Cutoff, Low Idle, High Idle
OFF
5. FRICTION LOCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turn

NAV DATA TIMER COURSE WX
to restrict movement of the condition levers
DH
SET HSI SET
ARC ARC
TTG MAP ACT
S/S MAP
GSP ET PRE XFR TCASto restrict movement
6. FRICTION LOCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turn
TST
FAIL
BENDIX/KING
of the left power lever
20 40
CRS ON 15 ABOVE
7. FRICTION LOCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turn to restrict movement ofBELOW
SEL NORM
the FLright power lever SBY
OFF
TST 10
5
3
Collins
TRIM HDG ARM
PUSH TO TST PUSH FOR FL
DIS ARM
CABIN
HDG NAV APPR B/C CLIMB TEST PRESS RUDDER ELEV
DUMP BOOST TRIM
For Training Purposes Only - DO NOT USE IN AIRCRAFT 7-14 P
July 29, 2015
R
E
Powerplant
S
TEST OFF OFF
Collins

BEFORE LANDING
L R
CONTROLS CONTINUED
PILOT’S PANEL (YOUR AIRCRAFT MAY BE DIFFERENT)
PROP SYN
ON
OFF
1. PROP SYN
ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turns on the propeller synchronization system
OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turns off the propeller synchronization system

July 29, 2015
Powerplant
90A/C90B (LJ-1138 thru LJ-1295)
PRESS
FAULT K
T
E
WARNING
PUSH TO RESET
LH FUEL PROP REV BATTERY BAGGAGE CABIN

L GEN OUT PRESSURE LH FIRE LH IGN IND INDICATORS
--------------- NOT READY CHARGE
PROP SYNC ON
DOOR OPEN DOOR OPEN ALT W
L CHIP DETECT LH NO FUEL LH AUTOFEATHER A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------------- ---------
TRANSFER ARM
GLARESHIELD
RH FIRE RH FUEL R GEN OUT
PRESSURE DIM PRESS
RH AUTOFEATHER RH NO FUEL R CHIP DETECT LH
L GEN OUT PROPPRESSURE
FUEL LH FIRE LH IGN IND --------------- PROP REV BATTERY PROP SYNC ON BAGGAGE CAB
ARM
LH FIRE LH
FAULT
TRANSFER
IGN IND --------------- REV BATTERY PROP SYNC ON BAGGAGE NOT READY CABIN CHARGEALT WARN RH DOOR
IGN OPEN
IND DOOR
RH F
WARNING NOT LH READY CHARGE DOOR OPEN DOOR OPEN
NO FUEL OLH EST
T
TAUTOFEATHER
R NO FUEL XFR R PUSH TO RESET
CHIP DETECT R FUEL L CHIP
PRESS DETECTR GEN OUT
TRANSFER ARM A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------
90A/C90B (LJ-1138 thru LJ-1295)

LH AUTOFEATHER A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------------- --------------- A/P TRIM FAIL RH AUTOF
ARM ARM
R ENG ANTI ICE ------------ C90

R AUTOFEATHER R IGNITION ON and C90-1 Note: yours may differ
PRESS
T
E
WARNING
PUSH TO RESET
PRESS
O T ST
WARNING CAUTION
T
E
B (LJ-1138 thru LJ-1295)

L FUEL PRESS L OIL PRESS LLow oil
ENG FIREpressure
L GEN in the
OUT ------------
L FUEL leftLengine
PRESS ----------- INVERTER
CHIP DETECT L NO FUEL XFR A/P FAILINVERTER
----------- A/POUT
TRIM FAIL CABIN ALT
A/P DISC A/PHI
TRIM CABIN------------
DOOR BAGGAG
CABIN
PRESS
L DC GEN ------------L CHIP DETECT
L NO FUEL XFR RVS NOT READY ------------ L ENG
L ENG
ICEFIRE
FAIL LRENG
ENGICE
ICE FAILFUEL CROSSFEED
FAIL ---------- ALTITUDE WARN
L GEN ----------BAT TIE
TIE OPEN LDG/TAXI
OPEN LIGHT HYD
R GEN TIEFLUID
OPENLOWPITCH
BAG DO
T
L IGNITION ON ORTIGNITION
EST ON L AUTOFEATHER R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT P
T
R ENG FIRE R OIL PRESS Low PRESS

R FUEL oil pressure in right engine
L FUEL PRESS L OIL PRESS L ENG FIRE ------------ ----------- INVERTER A/P FAIL A/
R CHIP DETECT R NO FUEL XFR R DC GEN LH FUELP R E S S PROP REV
L ENG FIRE MASTER
------------ -----------
L GEN OUT INVERTER
PRESSURE A/P FAIL LH FIRE A/P TRIM FAIL
LHGEN
L DC IGN IND CABIN
L NO ALTRVSHI NOT CABIN
---------------
FUEL XFR DOOR
READY LNOT
CHIP DETECTBAGGAGEBATTERY
DOOR ----------
PROP SYNC R ENG
----------ON
READY L ENG ICECHARGE
FAIL R ENG ICE FAIL L GD
WARNING
LDG TAXI LIGHTPUSH BLMASTER
LTO RESETAIR OFF R BLMASTER
AIR OFF
RVS NOT READY L CHIP DETECT LorENG LICE FAIL LHMetal
R ENG ICE NO
FAILFUEL T LH AUTOFEATHER
Ocontamination inL left engine oilTIE
is OPEN
detected.
IGNITION ON R IGNITION ON L AUTOFEATHER R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUE
T E S----------
WARNING CHIP
CAUTION DETECT ARM L GEN TIEA/P
OPEN
DISCBAT SMOKER GEN TIE OPEN PITCH INVERTER
--------------- TRIM OFF OUT ----------
FUEL CROSSFEED R CHIP
T
TRANSFER
L AUTOFEATHER R AUTOFEATHER RH FUELL RENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAX
IND ----------RH FIRE R ENG PRESSURE
FIRE OIL PRESS R FUEL PRESSDIM
R GEN OUT PRESS
RH AUTOFEATHER
M FAIL---------- RH NO FUEL
Ror Metal contamination in right engine oil is detected
ARM R CHIP DETECT
TRANSFER NO FUEL XFR
R CHIP R DC GEN
DETECT
O T ST
T
E
BATTERY PROP SYNC ON BAGGAGE CABIN

Synchrophaser turned on.ALT WARN RH IGN IND RH FIRE RH FUEL R GEN OUT
ARM
RH NO FUEL
O T S
T
E
July 29, 2015
Powerplant
95)
thru LJ-1295)
CT L NO FUEL XFR
L GEN OUT
-----------
------------
L FUEL PRESS
INVERTER OUT A/P DISC
------------
L CHIP DETECT L NO FUEL XFR
A/P TRIM
L ENG FIRE
------------ CABIN DOOR
-----------
------------
L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN
INVERTER OUT
R NO FUEL XFR R CHIP DETECT
---------- LDG/TAXI
A/P DISC
R FUEL PRESS
A/P TRIM
R GEN OUT
LIGHT HYD FLUID LOW BAG DO
------------ CABIN
E L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN ---------- LDG/TAXI LIGHT HYD FLUID LOW P
ilot
BAG DOORraining
OPEN T
EXT PWRanual M
R ENG ICE FAIL
R ENG FIRE ------------ ------------
u LJ-1295)
L ENG ANTI ICE
L GEN OUT
------------
L IGNITION
------------ RVSON
L FUEL PRESS
------------
L AUTOFEATHER
NOT READY L GEN TIE OPEN MAN------------
L CHIP DETECT L NO FUEL XFR
L ENG FIRE
King
TIES CLOSE BAT TIEL OPEN
ENG AirICE
ANTI C90
BATTERY Series
CHARGE
-----------
GEN of
L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN

Aircraft
R------------
TIE OPEN RVSANTI
R ENG NOTICEREADY
INVERTER OUT
L GENRTIE
------------ OPEN MAN
AUTOFEATHER
A/P DISC
----------
TIES CLOSE
R IGNITION ON
A/P TRIM ------------
LDG/TAXI LIGHT HYD FLUID LOW BAG DOOR OPEN

BAT TIE OPEN BATTERY
CABIN DOOR ------
EXT
1295)
L IGNITION ON L AUTOFEATHER
------------ GLARESHIELD
------------
L FUEL PRESS L CHIP DETECT L NO FUEL XFR
L ENG FIRE
L ENG ANTI ICE
L ENG ICE FAIL

-----------
------------
INVERTER OUT
FUEL CROSSFEED ALTITUDE WARN

RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE
A/P DISC A/P TRIM
----------
------------
LDG/TAXI LIGHT HYD FLUID LOW BAG DOOR OPEN

BAT TIE OPEN BATTERY CHARGE R GEN T
CABIN DOOR ------------ R NO FU
EXT PWR R ENG I
L AUTOFEATHER
BATTERY ------------ BAGGAGE
L ENG ANTI ICECABIN ------------ RVS NOT READY L GEN TIE OPEN MAN
RHTIES
FUELCLOSE BAT TIE OPEN BATTERY CHARGE R GEN TIE OPEN R ENG A
L CHIP DETECT PROP
CHARGE L NO FUEL
SYNC ONXFR -----------DOOR INVERTER
DOOR OPEN OPEN OUT
ALT WARN A/P RH
DISC
IGN IND A/PRH
TRIM
FIRE ------------
PRESSURE R CABIN DOOR
GEN OUT ------------P R E S S R NO FUEL XFR R CHIP D
DIM
INVERTER OUT FUEL CROSSFEED RH AUTOFEATHER RH NO FUEL R CHIP DETECT

L ENG FIRE L ENG ICE FAIL--------------- ---------------
FUEL CROSSFEED --------------- ----------
ALTITUDE WARN A/P TRIM FAILLDG/TAXI LIGHT HYD
ARM FLUID LOW BAG DOOR OPEN
TRANSFER EXT PWRO R ENG ICE FAIL R ENG
TEST
T
------------ L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE ------

Continued
PRESSURE --------------- NOTLOW READY ALT WARN RH IGN
E L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN ---------- LDG/TAXI LIGHT HYD FLUID BAG DOOR OPENCHARGE
EXT PWR R ENG ICE FAIL R ENGDOORFIRE OPEN
------------ DOOR OPEN
------------
LHL NO FUEL
ENG ANTI ICE
LH AUTOFEATHER
------------ A/PLDISC SMOKE
TIES CLOSE BAT TIE--------------- INVERTER
R GEN TIEOUT
OPEN FUEL
R ENG CROSSFEED ---------------
R AUTOFEATHER --------------- --------------- A/P TRIM
TRANSFER ARM RVS NOT READY GEN TIE OPEN MAN OPEN BATTERY CHARGE ANTI ICE ------------ R IGNITION ON

Continued
r) C90B (LJ-1352 AND AFTER) Note: yours may differ

Continued
L FUEL PRESS L OIL PRESS L ENG FIRE ------------ ----------- INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN
L DC GEN L NO FUEL XFR RVS NOT READY L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL ---------- L GEN TIE OPEN BAT TIE OPEN R GEN T
LH FUELA/P TRIM LH FIRE System is armed and left engine torque is below 400 ft-lbs or left
OUT A/P DISC
UT Ror
L IGNITION ON ------------
IGNITIONLHON
IGN IND
CABIN
L DOOR ------------
AUTOFEATHER R NOPROP
FUEL REV
R AUTOFEATHER
--------------- XFR R CHIP
L ENG BATTERY
DETECT
ANTI-ICE PROP
R FUEL
R ENG PRESSSYNC
ANTI-ICE ONTIES
R GEN
MAN BAGGAGE
OUTCLOSE CABINHYD FLUID
FUEL CROSSFEED ALTLOWARN
BATTERY
L FUEL PRESSPRESSURE L OIL PRESS L ENG FIRE ignition and
------------ engine
NOT READY
----------- start switch
INVERTERCHARGEis ON
A/P FAIL A/P TRIMDOOR FAIL OPEN DOOR
CABIN ALT HI OPEN CABIN DOOR BAGGAG
RN
DETECT LH
---------- NO FUEL
LDG/TAXILH AUTOFEATHER
LIGHT HYD FLUID LOW BAG DOOR OPEN
A/P DISC EXT PWR
SMOKE R ENG ICE FAIL
--------------- R ENG FIRE ------------ ------------
INVERTER OUT FUEL CROSSFEED --------------- --------------- ---------------
L DC GEN TRANSFERL NO FUEL XFR ARMRVS NOT READY L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL ---------- L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH TR
AGE CABIN System
RH FIRE
is armed RH FUELand right engine torque is below 400 ft-lbs or right
L IGNITION
OPEN DOOR ON OPEN
R IGNITION ALTONWARNL or
AUTOFEATHERRH IGN RIND AUTOFEATHER L ENG ANTI-ICE
PRESSURE R GEN OUT
R ENG ANTI-ICE MAN TIES CLOSEDIM FUEL CROSSFEED
PRESS HYD FLUID LO BATTERY CHARGE EXT P
L OIL PRESS L ENG FIRE ------------ ignition and
----------- engine
INVERTER start
A/P switch
FAIL isA/P
ON TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR -----
E ------------ ----------- INVERTER A/P FAIL A/P TRIMRH
FAIL CABIN ALT HI RH
AUTOFEATHER CABINNO DOOR
FUELBAGGAGE DOOR ---------- R ENG FIRE R OIL PRESS R FUEL PRESS
------- --------------- ---------------
LH FUEL A/P TRIM FAIL ARM TRANSFER R CHIP DETECT
PROP REV BATTERY BAGGAGE CABIN -----
L NO
ADY FUEL
L CHIP L GEN
DETECT XFRL OUT
RVSICENOT
ENG R ENG ICELFAIL
FAIL READY
PRESSURE CHIP DETECT LH FIRE
---------- LL GEN
ENG TIEICELH
OPEN IGN
FAIL IND
R ENG
BAT TIE R ---------------
OPEN ICE FAIL
GEN ----------
TIE OPEN PITCH TRIM OFF L ----------
GEN TIE OPEN RPROP
BAT TIE
R CHIP DETECT OPEN
NOO FUELSYNC ON
XFRR GEN
R DCTIE
GENOPEN PITCH TRIM OFF
NOT READY CHARGE TEST DOOR OPEN DOOR OPEN
T
HER R AUTOFEATHER L ENG ANTI-ICE LH NO

R ENG FUEL
ANTI-ICE MANLH AUTOFEATHER
TIES Left
CLOSE FUEL CROSSFEED Autofeather
HYD armed
FLUID LO BATTERY CHARGE with
EXT POWER power levers
---------- LDGadvanced
TAXI LIGHT L BLabove
AIR OFF 90% N
R BL AIR OFF
R IGNITION L CHIP ONDETECT
L AUTOFEATHER TRANSFER Ror
AUTOFEATHER L ENG ANTI-ICE A/P DISCR ENG ANTI-ICE SMOKE ---------------
MAN TIES CLOSE INVERTER HYD
FUEL CROSSFEED OUT FLUID
FUEL CROSSFEED
LO BATTERY CHARGE ---------------
1 EXT POWER --------------- -----
L ENG FIRE ------------ ----------- ARM INVERTER (if installed)A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG
BIN ALT WARN RH IGN IND RH FIRE RH FUEL R GEN OUT
RVS NOT READY
OPEN L CHIP DETECT L ENG ICE FAIL R ENG ICEPRESSURE
FAIL ---------- L GEN TIE OPENDIMBAT TIE OPEN
P R E S S R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP D
RH AUTOFEATHER RH Right Autofeather armed with power levers advanced above 90% N1
NO FUEL
------- ---------------
L AUTOFEATHER R AUTOFEATHER or
A/P TRIMLFAIL
ENG ANTI-ICE
ARMR ENG ANTI-ICE MAN TIESR CLOSE
TRANSFER CHIP DETECT
FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAX
(if installed) O T ST
T
E
L OIL PRESS L ENG FIRE ------------ ----------- INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR -----
PROP REV Propeller
BATTERY levers are not in the high rpm, low
BAGGAGE CABINpitch position with the
L NO FUELLHXFR
IRE IGN RVS
IND NOT READY Lor
CHIP DETECT
--------------- L ENG ICE FAIL R ENG ICE FAIL
PROP ----------
SYNC ON L GEN TIE OPEN BAT TIE OPEN
ALT WARN R GEN TIERH
OPEN
IGN PITCH
IND TRIM RHOFFFIRE -----
NOT READY landing
CHARGE gear extended DOOR OPEN DOOR OPEN
FEATHER RH AUTOFEATHER
MR IGNITIONA/P
ONDISC
L AUTOFEATHER
SMOKE R AUTOFEATHER L ENG ANTI-ICE
--------------- INVERTERROUT
ENG ANTI-ICE MAN TIES CLOSE
FUEL CROSSFEED FUEL CROSSFEED
--------------- HYD FLUID
--------------- LO BATTERY CHARGE
--------------- EXT POWER
A/P TRIM FAIL ARM -----
July 29, 2015
Powerplant
GAUGES (YOUR AIRCRAFT MAY BE DIFFERENT)
START START
ITT ITT
600 600
TORQUE TORQUE
2
80.3 80.3
TURBINE TURBINE
4
6 6
5 5
FUELFLOW FUELFLOW
4 4
5
3 PPH X 100 0 3 PPH X 100 0
2 1 2 1
1. ITT. . . . . . Indicates temperature of exhaust gasses between the compressor and 1st power turbine in degrees centigrade
2. TORQUE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicates the amount of power being delivered to the propellers in FT-LBS
3. PROP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicates propeller RPMs
4. TURBINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicates compressor section speed in % of max compressor speed
5. FUEL FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Actual fuel being consumed by the engine in LBS per hour
6. OIL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicates oil temperature in centigrade on left and oil pressure in PSI on right

July 29, 2015
Powerplant
NORMAL OPERATIONS EMERGENCY PROCEDURES
The engine and propeller system operate in two Emergency procedures include, but are not limited
modes, Alpha mode and Beta mode. In Alpha mode the to, the following items. These may or may not include
power levers control fuel flow through the Fuel Control immediate action memory items. Further information is
Unit (FCU). This occurs forward of flight idle. In Beta available in the AFM/POH and the QRH checklist.
mode the power levers are controlling propeller blade
angle. This occurs when the power levers are brought ENGINE FAILURE
behind the flight idle gate. In flight movement of the
power levers will cause a change in torque, ITT and NOTE
N1. The propeller levers are used to select desired prop
RPM and manually feather the propeller. The condition To obtain best performance with one engine
levers provide no input except at the cutoff position. inoperative, the airplane must be banked 3° to
5° into the operating engine while maintaining a
On the ground the power levers will change propeller constant heading
blade angle through the Beta valve. The prop levers will
allow the propeller to be feathered and unfeathered and ENGINE TORQUE INCREASE - UNSCHEDULED IN
will allow RPM once the prop RPM is in the governoring FLIGHT (NOT RESPONSIVE TO POWER LEVER
range. The condition levers will set minimum N1 RPM. MOVEMENT)
Normal procedures include, but are not limited to, the ENGINE FIRE IN FLIGHT
following items. Further information is available in the
AFM/POH and the QRH checklist. ENGINE FAILURE IN FLIGHT
HOT START LOW OIL PRESSURE
HUNG START ENGINE FIRE ON GROUND
ENGINE FAILURE DURING GROUND ROLL

ABNORMAL PROCEDURES ENGINE FAILURE AFTER LIFT-OFF (IF CONDITIONS
LJ-1138 AND AFTER, EXCEPT FOR LJ-1146 PRECLUDE AN IMMEDIATE LANDING)
FOR AIRCRAFT PRIOR TO LJ-1137, ALSO INCLUDING LJ-1146 ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM
CONTROL SPEED (VMCA)
Abnormal procedures include, but are not limited to,
the following items. These may or may not include 2ND ENGINE FLAMEOUT
immediate action memory items. Further information is
available in the AFM/POH and the QRH checklist.
STARTER ASSIST (PROPELLER FEATHERED OR

WINDMILLING)
NO STARTER ASSIST (PROPELLER WINDMILLING)
ONE-ENGINE-INOPERATIVE LANDING
ONE-ENGINE-INOPERATIVE GO-AROUND
LOW OIL PRESSURE INDICATION (40-80 PSI;

YELLOW ARC)
CHIP DETECT

July 29, 2015
Powerplant
LIMITATIONS
POWERPLANT LIMITATIONS
This section describes the limitations for the PT6A-20, which are found on earlier versions of the King Air 90,
and the PT6A-21, found on all King Airs from the C90 though the C90B. Note that each powerplant is described
in a separate table. The following limitations shall be observed. Each column is a separate limitation. The limits
presented do not necessarily occur simultaneously. Refer to the Pratt & Whitney Engine Maintenance Manual for
specific actions required if limits are exceeded. Consult your AFM/POH for your specific aircraft limitations.
PT6A-20, PT6A-6/C20, AND PT6A-20A ENGINE OPERATING LIMITS

OPERATING SHP TORQUE MAXIMUM GAS GENERATOR PROP RPM OIL OIL TEMP
CONDITION FT-LBS OBSERVED RPM N1 (2) N2 PRESS ºC
(1) ITT ºC % PSI (3)
STARTING --- --- 1,038 (3) --- --- --- -40 (min)
GROUND IDLE (1) ---- --- 700 (4) --- --- 40 (min) 0 to 99
TAKEOFF 550 1,315 994 101.5 2,200 65 to 85 10 to 99
(5 MIN LIMIT)
MAX CONT 550 1,315 952 101.5 2,200 65 to 85 0 to 99
MAX CRUISE 495 1,192 930 --- 2,200 65 to 85 0 to 99
PROP FEATHER 525 805 --- --- --- ---
ACCELERATION (5) 1,500 (3) 994 (3) 102.6 2,420 --- 0 to 99
TRANSIENT 2,400 850 (4) 102.6 2,090 --- ---
FOOTNOTES:
1. At approximately 50% (N1) minimum.
2. Normal oil pressure is 65-85 psig. At throttle settings above 28,000 rpm (75%) N1 oil pressures between 40 and 65 psig are
undesirable, and should only be tolerated for the completion of the flight, preferable at reduced throttle settings. Oil pressures below
normal should be reported as an engine discrepancy, and should be corrected before the next take-off. Oil pressures below 40 psig
are unsafe, and require that the engine either be shut down or a landing be made as soon as possible, using the minimum required
power to sustain flight.
3. This value is time limited for two seconds.
4. High TIT at ground idle may be corrected by reducing accessory load and/or increasing N1 speed.
5. High generator loads at low N1 speeds may cause the TIT acceleration temperature limit to be exceeded. This does not apply during
engine start. Observe the following generator load limits:
GENERATOR LOAD: MINIMUM GAS GENERATOR RPM:

0 to .5 Load 49%
.5 to .75 Load 53%
.75 to .90 Load 59%
GAS GENERATOR RPM (N1) LIMIT
105
MAXIMUM GAS GENERATOR SPEED (N1) - %
100
95
90
-60 -50 -40 -30 -20
OUTSIDE AIR TEMPERATURE ~ °C

July 29, 2015
Powerplant
PT6A-21 ENGINE OPERATING LIMITS (INDICATIVE OF C90)

TAKEOFF 550 1,315 695 101.5 2,200 80 - 100 10 TO 99
(5 MINUTE LIMIT)
MAX CONT (6) 550 1,315 695 101.5 2,200 80 - 100 10 TO 99
CRUISE CLIMB 538 1,315 665 --- 2,200 80 - 100 10 TO 99
CRUISE 495 1,315 (9) 655 --- 2,200 80 - 100 10 TO 99
HI IDLE (1) --- --- --- --- --- --- 10 TO 99
LOW IDLE (2) --- --- 660 (7) --- --- 40 (MIN) -40 TO 99
STARTING --- --- 1,090 (4) --- --- --- -40 (MIN)
ACCELERATING (10) --- 1,500 (4) 850 (4) 102.6 2,420 --- 0 TO 99
MAX REVERSE (8) --- --- 695 88 2,100 80 - 100 0 TO 99
FOOTNOTES:
1. At approximately 70% (N1)
2. At 51% (N1) Minimum
3. Normal oil pressure is 80-100 psig at throttle settings above 72 % N1 (27,000 RPM) with oil temperature between 60°C and 70°C. Oil
pressures below 80 psig are undesirable, and should be tolerated only for the completion of the flight, preferably under reduced power
setting. Oil pressures below normal should be reported as an engine discrepancy, and should be corrected prior to the next takeoff. Oil
pressure below 40 psig are unsafe, and require that either the engine be shut down, or a landing be made as soon as possible, using
minimum power to sustain flight.
4. This value is time-limited for two seconds
5. For every 10°C below -30°C ambient temperature, reduce allowable N1 by 2.2%.
6. Maximum continuous power is intended for Emergency use at the discretion of the pilot.
7. High ITT at ground idle may be corrected by reducing the accessory load and/or increasing N1 speed.
8. This operation is time-limited to one minute. Do not select reverse while airborne.
9. Cruise torque limits vary with altitude and temperature.
10. High generator loads at low N1 speeds may cause the ITT acceleration temperature limit to be exceeded.
11. Maximum sustained torque is 1315 ft-lbs. Propeller RPM (N2) must be set so as not to exceed SHP limitations.
GROUND
GENERATOR LOAD OPERATION 5000 FT 25,000 FT 30,000 FT
0 to .25 51% 51% 58% 60%
.25 to .5 51% 60% 67% 70%
.5 to .75 57% 65% 74% 78%
.75 to .9 60% 68% 78% 82%
.9 to 1.0 63% 69% 80% 85%
STARTER LIMITATIONS
Use of the starter is limited to 40 seconds ON, 60 seconds OFF, 40 seconds ON, 60 seconds OFF, 40 seconds
ON, then 30 minutes OFF.

July 29, 2015
Powerplant

July 29, 2015
Powerplant
instrument panel under the annunciator block, above

FIRE PROTECTION the pilot’s altimeter and copilot’s airspeed indicator, or
(on the C90B) on the glareshield at each end of the
warning annunciator panel. When this switch is pushed
T he C90 and C90A/B aircraft can be equipped
with an optional engine fire detection system. An
optional engine fire protection system (fire extinguisher
a squib on the extinguisher bottle fires, releasing the
pressurized extinguisher agent from the bottle into the
delivery tubing. The delivery tubing has several nozzles
bottles) may also be installed. The fire detection system located throughout the nacelle.
uses photocells, an amplifier, and warning lights to
detect a possible engine fire and warn the pilots. The system utilizes two cylinders charged with
The fire extinguishing system uses a supply cylinder, 2.5 pounds each of Bromotrifluoromethane as the
squib, delivery tubing, nozzles, control switches and extinguishing agent (pressurized with dry nitrogen to
indicator lights. Each engine is equipped with a supply 450 psi at 70°F). Lines from the cylinders are routed to
cylinder located in each main wheel well filled with strategic points about the engine to provide a network
extinguishing agent and charged with nitrogen. Each of spray tubes which serve to diffuse the extinguishing
bottle has a pressure gauge that is visible to the pilot agent. On earlier airplanes each supply cylinder is
during preflight. Your AFM/POH contains a chart that encircled by an electrothermal heater for cold weather
allows you to ensure that the bottle’s pressure is in the operation. When the temperature drops below 35°F,
proper range. the heater thermostat actuates the heater.
The fire extinguisher

SYSTEM DESCRIPTION switch is labeled L ENG FIRE R ENG FIRE
FIRE EXT PUSH
PUSH TO EXT PUSH TO EXT
TO EXT (In earlier
FIRE DETECTION models, L/R ENG SWITCH SWITCH
FIRE PUSH TO
EXT. ). The switch will illuminate when the fire detection
Three photoelectric cells are arranged in each nacelle system senses a fire to help the pilot activate the
compartment to detect infrared rays. When the infrared proper switch. Each extinguisher gives only one shot of
rays reach a specific intensity the L ENG FIRE or R ENG extinguishing agent per engine nacelle.
FIRE annunciator will illuminate, indicating an engine
fire. When the engine fire extinguishes, the annunciator
light will go out and the system resets itself. C90B
The fire detector test switch is located on the copilot’s The C90B detection and extinguishing system operates
left sub panel. The switch is labeled OFF-1-2-3. identical to the C90 with only minor switch and layout
Rotating the test switch to 1 will test the #1 photocell differences. The fire extinguisher push button switch
in each nacelle. A successful test is indicated when the is labeled differently. The switch has three lenses. A
red warning flasher and L/R ENG FIRE annunciators red L/R ENG FIRE PUSH TO EXT on the top half of
illuminate. If any warning light fails to illuminate, the switch, a yellow D on the left lower quadrant of the
one or both of the corresponding photocells may be switch and a green OK on the right lower quadrant.
inoperative. The system may be tested anytime, on The yellow D will illuminate when the extinguisher
the ground or inflight. Your aircraft may have a fifth bottle has been discharged. The D light will remain
position placarded SMOKE. The SMOKE position illuminated until the squib has been replaced and it
tests the optional smoke detector located in the nose will remain illuminated regardless of BATTERY switch
compartment avionics section. position. The green OK illuminates when the test switch
used indicates a satisfactory test. The extinguisher
FIRE EXTINGUISHING test function is incorporated into the fire detection test
switch. Rotating the test switch knob to RIGHT EXT or
LEFT EXT will illuminate the yellow D and the green
The extinguishing agent is activated by lifting a plastic OK in the respective switch, if the system test result is
guard and pressing a switch. Depending on aircraft positive.
model, these switches can be located on the center

July 29, 2015
Fire Protection
SMOKE DETECTION SYSTEM The optional smoke detector located in the nose
LJ-1063 AND EARLIER compartment avionics section is not available on the
C90Bs.
A smoke detector, with a constantly burning light and a

photoconductive cell enclosed in a perforated case, is PORTABLE FIRE EXTINGUISHERS
located in the nose avionics compartment to warn of the
presence of smoke. Smoke particles entering the case A portable fire extinguisher is required to be accessible
reflect infrared rays from the light into the cell, which to the pilot and may be located under the copilot’s
transmits a signal to the smoke detector amplifier. The seat. Another portable fire extinguisher may be located
potential of this signal is proportional to the density of in the aft cabin. Portable fire extinguishers must only
the smoke. When the signal strength is sufficient to use aircraft approved extinguishing agent Halon 1211.
close the relay (in the amplifier located aft of the main It is required that each portable fire extinguisher be
spar under the center aisle) the red indicator light on checked monthly and weighed annually. A partly or
the annunciator panel, placarded SMOKE, illuminates. fully discharged fire extinguisher should be replaced
immediately after use.
When the smoke detector is installed, the fire detector
test switch will have an additional position, placarded
SMOKE, to check the smoke detection circuit. It is
checked in the same manner as the fire detection
circuits except that the SMOKE annunciator light will
illuminate instead of the FIRE annunciator lights.
FIRE DETECTOR
AMPLIFIERS
SMOKE
DETECTOR
AMPLIFIERS
(LJ-1063 AND EARLIER)
TEST SWITCH FOR

C90, C90A TEST SWITCH FOR C90B
L ENG FIRE
PUSH TO EXT
D OK
NOTE
The fire-extinguishing
C90 SERIES
circuits cannot beSMOKE
tested. AND/OR FIRE DETECTION SYSTEM

July 29, 2015
8-2 Fire Protection
SMOKE
DETECTOR
CONTROLS AND INDICATORS AMPLIFIERS
VARIOUS LOCATIONS IN COCKPIT (YOUR AIRCRAFT MAY BE DIFFERENT)
FIRE DETECTOR
AMPLIFIERS
TEST SWITCH FOR

1 1 2 TEST SWITCH FOR C9
C90, C90A
SMOKE
DETECTOR
AMPLIFIERS L ENG FIRE R ENG FIRE
PUSH TO EXT PUSH TO EXT
SWITCH SWITCH
NOTE
The fire-extinguishing
TEST SWITCH FOR circuits cannot be tested.
C90, C90A TEST SWITCH FOR C90B
LLENG
ENGFIRE
FIRE R ENG FIRE
PUSH
PUSHTO
TOEXT
EXT PUSH TO EXT
DD OK
OK D OK
NOTE
The fire-extinguishing 3 4 5 6 5 6 4
circuits cannot be tested.
1. L/R ENG FIRE SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fire detected in respective L/R engine; push to discharge
2. FIRE AND SMOKE DETECTION TEST . . . . . . . . . . . . . . . . . . . . . . . . Tests the left and right engine fire detection systems
3. TEST SWITCH FIRE DET & FIRE EXT . . . . . . . Tests the left and right engine fire detection and fire extinguishing systems
4. L/R ENG FIRE PUSH TO EXT . . . . . . . . . . . . . . . . . . . . . . . . . . . Fire detected in respective L/R engine; push to discharge
5. D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Illuminates when the extinguisher bottle has been discharged
6. OK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Illuminates when the test switch used indicates a satisfactory test

July 29, 2015
8-3 Fire Protection
90A/C90B (LJ-1138 thru LJ-1295)
PRESS
FAULT K
T
E
WARNING
PUSH TO RESET
PRESSURE --------------- NOT READY CHARGE DOOR OPEN DOOR OPEN ALT WARN RH IGN
LH NO FUEL LH AUTOFEATHER INDICATORS CONTINUED
TRANSFER ARM A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------------- --------------- A/P TRIM
GLARESHIELD
RH FUEL
RH IGN IND RH FIRE PRESSURE R GEN OUT DIM PRESS

ARM
FAULT
L GEN OUT
TRANSFER
LH FUEL LH FIRE LH IGN IND --------------- PROP REV BATTERY PROP SYNC ON BAGGAGE CAB
PRESSURE NOT READY CHARGE DOOR OPEN DOOR
WARNING O T ST
T
LH NO FUEL LH AUTOFEATHER E
PUSH TO RESET
L CHIP DETECT TRANSFER ARM A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------
PRESS
T
E
WARNING
PUSH TO RESET
PRESS
O T ST
WARNING CAUTION
T
E
B (LJ-1138 thru LJ-1295)

L OIL PRESS
LH FUELor
L GEN OUTL ENG PRESSURE
FIRE LH FIRE
------------ LHFire
IGN in
----------- INDleft engine
INVERTER compartment
--------------- A/P FAIL A/P TRIMBATTERY
PROP REV
(optional) PROP
FAIL CABIN ALT SYNC
HI ON BAGGAGE
CABINDOOR
DOOR BAGGAGE CABIN
DOOROPEN -----

NOT READY CHARGE OPEN DOOR
L NO FUEL XFR
L CHIP RVS
DETECT
RESS
NOTLH NO FUEL
READY L CHIPLHDETECT
TRANSFER
AUTOFEATHER
ARM L ENG ICEA/P
FAIL
DISCR ENG ICESMOKE
FAIL ---------- L GEN TIE
--------------- OPEN OUT
INVERTER BAT TIE OPEN
FUEL R GEN TIE---------------
CROSSFEED OPEN PITCH TRIM OFF
--------------- -----
P
R IGNITION ON L AUTOFEATHER R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER -----
N O T ST RH FUEL
Fire in right engine compartment DIM (airplanes Prior to LJ-1534)
T
---------- E orR OIL PRESS

OPEN ALT WARN R ENGRH FIRE
IGN IND RH FIRE R FUEL PRESS
PRESSURE R GEN OUT PRESS
F----- ---------- R CHIPA/P

--------------- DETECT R NO RH
TRIM FAIL AUTOFEATHER
FUEL XFR
ARM R DCRH NO FUEL R CHIP DETECT L FUEL PRESS L OIL PRESS
GEN
TRANSFER
L ENG FIRE ------------ ----------- INVERTER A/P FAIL A/
PRESS O T RVS
L DC GEN L NO FUEL XFR E S TNOT READY L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL ---------- LG
T
---------- LDG TAXI LIGHT

MASTER L BL AIR OFF
MASTER R BL AIR OFF
O T ST L IGNITION ON R IGNITION ON L AUTOFEATHER R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUE
WARNING CAUTION
T
E

July 29, 2015
Fire Protection
95)

BAG DOORraining
OPEN T
EXT PWRanual M
GLARESHIELD
ARM
RH NO FUEL
O T ST
T
E

Continued

Continued

Continued
LH IGN IND --------------- PROP REV BATTERY PROP SYNC ON BAGGAGE CABIN ALT WARN RH IGN IND RH FIRE RH F
NOT READY CHARGE DOOR OPEN DOOR OPEN PRES
A/P DISC SMOKE Presence ofINVERTER
--------------- smokeOUT
in nose compartment
FUEL CROSSFEED avionics section
--------------- (90, C90,
--------------- C90-1 and
--------------- A/PE90 FAIL RH AUTOFEATHER
TRIMonly) ARM
RH NO
TRAN
RN ---------- LDG/TAXI LIGHT HYD FLUID LOW BAG DOOR OPEN EXT PWR R ENG ICE FAIL R ENG FIRE ------------ ------------

July 29, 2015
8-5 Fire Protection
NORMAL OPERATIONS CONTROLS
The fire extinguishing system may be activated by The C90 and C90A/B aircraft can be equipped with an
raising the transparent cover over the press-type optional engine fire detection system, and an optional
switch and depressing the red switch placarded FIRE engine fire protection system (fire extinguisher bottles)
EXT-PUSH to EXT. Switches for the respective engines may also be installed.
are located on the instrument panel just below the
annunciator panel, and are wired in conjunction with the Located on the copilot’s left sub panel, the fire detector
annunciator to provide an additional warning to assure test switch is labeled OFF-1-2-3. Rotating the test
activation of the proper switch. Each extinguisher gives switch will test the photocells in each nacelle. Your
only one shot to its engine. aircraft may have a fifth position placarded SMOKE
(Prior to LJ-1063). The SMOKE position tests the
See CONTROLS paragraph for description of test optional fire detector, and is not a control.
switches.
In earlier C90s, the extinguishing agent is activated
Do not attempt to restart the engine after the by lifting a plastic guard and pressing a switch located
extinguisher has been actuated. on the center instrument panel under the annunciator
block (C90B: on glareshield at each end of the
PRESSURE - TEMPERATURE RELATION warning annunciator panel). The fire extinguisher
CHART switch is labeled FIRE EXT-PUSH TO EXT (In earlier
models, L/R ENG FIRE PUSH TO EXT). The switch
will illuminate when the system senses a fire. Each
TEMPERATURE IN °F PRESSURE RANGE IN PSI
extinguisher gives only one shot of extinguishing agent
120 605 to 730 to the engine nacelle.
100 525 to 635
80 455 to 550 The C90B detection and extinguishing system has
60 390 to 480 three lenses: a red L/R ENG FIRE PUSH TO EXT
40 340 to 420
on the top half of the switch, a yellow D on the left
lower quadrant of the switch, and a green OK on
20 290 to 365
the right lower quadrant. The yellow D indicates the
0 250 to 315 extinguisher bottle has been discharged. The D light
-20 220 to 275 remains illuminated until the squib has been replaced,
-40 190 to 240 regardless of BATTERY switch position. The green
OK light indicates a satisfactory test. The extinguisher
test function is incorporated into the fire detection test
switch.

July 29, 2015
8-6 Fire Protection
650°F. The bleed air will cool to ambient air temperature

PNEUMATIC SYSTEM plus 70°F by the time it reaches the pressure regulating
valves. The pressure regulating valves are set for
18 psi. Should a bleed air leak occur while the bleed
air temperature is still very hot, substantial airframe
damage most certainly will occur. A warning system
SYSTEM DESCRIPTION is installed (C90 LJs-502-670, except LJ-668 and LJ-
669) to alert the pilot if one of the bleed air lines has
C ompressed air is drawn off the compressor

section of each engine and is routed to a pressure
regulating valve located under the cabin floor along the
ruptured. The warning system utilizes pressurized,
meltable plastic lines running parallel to the bleed lines.
Should a bleed air line rupture, the plastic tube will melt
rear spar. Bleed air temperature at the compressor is
FUEL PURGE
1 SYSTEM
VACUUM ENGINE P3 BLEED AIR

SYSTEM
ENGINE P3 BLEED AIR FIRESEAL FUEL PURGE SYSTEM
FIRESEAL 1
FIREWALL
CABIN PRESSURIZATION
SYSTEM PNEUMATIC
FIREWALL GAUGE
6
DOOR SEAL
LEFT WING DEICE SOLENOID
VALVE H14 AUTO DEICER
PILOT DISTRIBUTOR
PRESSURE VALVE
7 DOOR
SEAL
LINE RIGHT WING DEICE
CABIN PRESSURE
SYSTEM
8 HOSE COUPLING
DOOR SEAL CHECK VALVES

6 PRESSURE 8 HOSE COUPLING
REGULATOR
VALVE ESCAPE HATCH SEAL 4
5 DOOR SEAL
PRESSURE TAIL DEICE
REGULATOR VALVE
BLEED AIR REGULATOR VALVE
1 LJ-901 THRU LJ-1062 DOOR SEAL
LW-334 AND AFTER FLIGHT HOUR METER
PRESSURE SWITCH 2
2 LJ-717 THRU LJ-1062, (OPTIONAL)
LW-224 AND AFTER
3 LJ-502 THRU LJ-716, FLIGHT HOUR METER
LW-1 THRU LW-223 PRESSURE SWITCH 3
(OPTIONAL) PRESSURE LINES
4 LJ-981 THRU LJ-1062 PRESSURE OR VACUUM
VACUUM LINES
5 LJ-502 THRU LJ-586 AND LW-1 THRU LW-54
INCORPORATING BEECH S.I. 0580-452
LJ-587 THRU LJ-764, LW-55 THRU LW-271
6 LJ-765 THRU LJ-1062
LW-272 AND AFTER
7 LJ-502 THRU LJ-586 AND
LW-1 THRU LW-54 NO INCORPORATING
BEECH S.I. 0580-452
8 LJ-502 THRU LJ-716
LW-1 THRU LW-223
C90 SERIES PNEUMATIC SYSTEM SCHEMATIC

SERIALS LJ-502 THRU LJ-1062
July 29, 2015
Pneumatic System
LH GEN RH GEN
OUT OUT
A vacuum system is installed for the systems and
LH BLEED AIR RH BLEED AIR
instruments that require a vacuum for operation. These
LINE FAILURE LINE FAILURE
systems include gyros, deice boots, and pressurization.
and the loss of pressure in that line will cause the RH/ The vacuum is created by running pneumatic system
LH BLEED AIR LINE FAIL annunciator to illuminate. air through a venturi (called an ejector). The vacuum is
controlled by a regulator that admits the amount of air
Either engine is capable of satisfying bleed air required to maintain the vacuum
requirements by itself. The gyro suction gauge and
pneumatic system pressure gauge are located on
the copilot’s right sub panel for LJ-1063 and after. On
earlier models, both gauges are located on the copilot’s
right side panel.
FUEL PURGE PNEUMATIC GAUGE

SYSTEM
VACUUM
ENGINE P3 BLEED AIR SYSTEM
ENGINE P3 BLEED AIR
FIRESEAL
FUEL PURGE SYSTEM
CABIN PRESSURIZATION FIRESEAL

SYSTEM
CABIN PRESSURIZATION
SYSTEM
FIREWALL
FIREWALL
A
TO LEFT WING DEICE TO RIGHT WING DEICE
ESCAPE HATCH SEAL
DOOR SEAL
TO TAIL DEICE
PRESSURE LINES
PRESSURE OR VACUUM
VACUUM LINES
DOOR SEAL
PRESSURE
REGULATOR DEICER DISTRIBUTOR VALVE
TO INSTRUMENT DOOR SEAL
VALVE SOLENOID VALVE
VACUUM SYSTEM
F.S. 177.0
TO PNEUMATIC
GAUGE
TO DOOR SEAL
EJECTOR (VACUUM SYSTEM)

TO ESCAPE HATCH SEAL
RUDDER BOOST
DIFFERENTIAL
TO LEADING SWITCH
GEAR HYDRAULIC
RESERVOIR
FLIGHT HOUR RIGHT ENGINE

METER PRESSURE BLEED AIR
SWITCH (OPTIONAL)
F.S. 198.6
LEFT ENGINE BLEED AIR PRESSURE REGULATOR
BLEED AIR RUDDER BOOST
A
BLEED AIR
MANIFOLD
C90 SERIES PNEUMATIC SYSTEM SCHEMATIC

SERIALS LJ-1063 AND AFTER
July 29, 2015
Pneumatic System
PNEUMATIC PRESSURE GAUGE

C90 SERIES PNEUMATIC DIAGRAM
Bleed
The pneumatic system pressure gauge is located on Air
the copilot’s right sub panel for LJ-1063 and after. On
earlier models, it is located on the copilot’s right side Flight Hour
panel. Meter Switch
Door Seal
Rudder Boost
GYRO SUCTION GAUGE Outflow &
Deice Boots C90A & B only Safety Valves
LDG Gear Pressurization
The gyro suction gauge is located on the copilot’s right Hydraulic Res Gyro Inst Controller
sub panel for LJ-1063 and after. On earlier models, it is
located on the copilot’s right side panel. Bleed Air
Ejector
Warning
C90 LJs-502-670, except
LJ-668 and LJ-669)
Deice Boots
Co-Pilot’s Right Subpanel*

*LJ-1063 and after
Co-Pilot’s Right Side Panel

July 29, 2015
Pneumatic System
90A/C90B (LJ-1138 thru LJ-1295)
PRESS
FAULT K
T
E
WARNING
PUSH TO RESET
INDICATORS
GLARESHIELD
FAULT L GEN OUT PRESSURE --------------- NOT READY CHARGE DOOR OPEN DOOR
WARNING
PUSH TO RESET
TRANSFER ARM
PRESS
T
E
WARNING
PUSH TO RESET
PRESS
O T ST
WARNING CAUTION
T
E
B (LJ-1138 thru LJ-1295)

LH GEN L GEN OUT L FUEL
RH GENPRESS L CHIP DETECT L NO FUEL XFR ----------- INVERTER OUT A/P DISC A/P TRIM ------------ CABIN
OUT OUT
PRESS
LH BLEED AIR Left hand melted RH BLEED or failed
AIR bleed air failure warning line (except for low
LINE FAILURE power settings,
L IGNITION ONLINE FAILURE
airplanes
L AUTOFEATHER LJ-502
------------to LJ-667,
L ENG ANTIand
ICE LJ-670)
------------ RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY
O T ST
T
PRESS
O T ST
WARNING CAUTION
T
E

July 29, 2015
Pneumatic System
95)

BAG DOORraining
OPEN T
EXT PWRanual M
GLARESHIELD
ARM
RH NO FUEL
O T ST
T
E

Continued

Continued

Continued
UT A/P DISC A/P

RHTRIM
GEN ------------ CABIN DOOR ------------ R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN OUT
OUT
RH BLEED AIR Right hand melted or failed bleed air failure warning line (except for low
LINE
DY L GEN TIE OPEN MAN TIESFAILURE
CLOSE BAT TIEpower
OPEN BATTERY CHARGEairplanes
settings, R GEN TIE OPEN R ENG to
LJ-502 ANTI ICE
LJ-667, ------------ R AUTOFEATHER R IGNITION ON
and LJ-670)

July 29, 2015
Pneumatic System
NORMAL OPERATIONS LIMITATIONS
High-pressure bleed air from each engine compressor PNEUMATIC PRESSURE GAUGE
section, regulated at 18 psi, supplies pressure for the
surface deice system and vacuum source. Vacuum for
the flight instruments is derived from a bleed air ejector. Green Arc (Normal Operating Range) 12 to 20 psi
One engine can supply sufficient bleed air for all these
systems. Red Line (Maximum Operating Limit) 20 psi
During operations with one engine inoperative, a check GYRO SUCTION GAUGE
valve in the bleed air line from each engine prevents
flow back through the line on the side of the inoperative
engine. Narrow Green Arc (Normal from 35,000 to 15,000 feet
MSL) 2.8 to 4.3 in. Hg
A pressure gauge calibrated in inches of mercury,
located on the right side panel, indicates instrument Wide Green Arc (Normal from 15,000 feet to Sea Level)
vacuum. To the right of the vacuum gauge another 4.3 to 5.9 in. Hg
pressure gauge, calibrated in pounds per square inch,
indicates air pressure available to the deice distributor
valve.
ABNORMAL PROCEDURES
Abnormal procedures include but are not limited to

the following items. These may or may not include
None
Emergency procedures include but are not limited to

BLEED AIR LINE FAILURE WARNING SYSTEM (if

installed)

July 29, 2015
Pneumatic System
The protruding heated ram air fuel vent, located under

ICE AND RAIN each wing, prevent ice from clogging the fuel venting
system. Heat for the heated ram fuel vent is controlled
PROTECTION by a switch on the pilot’s right subpanel. The stall
warning transducer is also heated and protected from
ice when the pilot selects it on.
he King Air C90 series is certified for flight into
T known icing conditions when required equipment is
installed and operational. To combat icing conditions,
An oil-to-fuel heat exchanger prevents ice from
collecting in the fuel control unit.
the aircraft is equipped with a variety of deice and
anti-ice systems. All of the equipment on the aircraft Sustained flight in icing conditions with flaps extended
is heated anti-ice equipment with the exception of is prohibited except for approach and landings.
the surface deice system. Controls for the deice
and anti-ice equipment are located on the pilot’s
subpanels. They should be activated when flying in ENGINE INTAKE LIP HEAT
icing conditions in accordance with guidance provided
ENGINE LIP HEAT (VENTED IN OPPOSING STACK)
within the AFM/POH for your aircraft. The pilot should
not only check for accumulation on the aircraft surface, Exhaust Stack
but also monitor the OAT gauge to be aware of icing
conditions. Electrical heating elements embedded in
the windshield provide adequate protection against
ice formation, while air from the cabin heating systems
prevents windshield fogging. Windshield wipers on
both the pilot and copilot’s side increase visibility during
rainy conditions. Pneumatic air and vacuum are used to
cycle the surface deice boots, which may be selected
to cycle one single cycle or manually.
Exhaust Scoop
Ice protection for the engine consists of an inertial
separation anti-icing system that uses movable ice
vanes, operated by a manual or electric actuator Exhaust
Gas Flow Inlet Lip
Anti-Ice
(depending on serial number) for each engine. Upon Direction
entering icing conditions, the pilot selects the ENG ANTI-
ICE switch to ON, or pulls the ice vane handles. The C90s use an electrically heated lip boot to prevent ice
movable vanes are repositioned in the inlet airstream formation on the cowl inlet. The lip heat is controlled
to induce an abrupt turn in the airflow before entering by two switches labeled HEAT-ENGINE LIP BOOT-
the engine plenum, directing heavy moist air through a LEFT-RIGHT, located on the pilot’s right sub panel. In
bypass duct and out the bottom of the cowling. On the the C90A and B, the lip around each engine air inlet is
C90s, engine air inlet lip boots are electrically heated. automatically heated by hot exhaust gases ducted into
The boots are operated by two switches located on a hollow lip tube that encircles the engine air inlet. This
the pilot’s right subpanel, labeled L/R HEAT ENG LIP system runs continuously when the engine is running
BOOT. On the C90As and Bs, the lip around the engine and requires no pilot actions. Preflight inspection of the
inlet is heated by hot exhaust gases. engine intake heated lip should include checking for
cracks or holes in the lip. Also check inside the exhaust
The propellers are protected from ice by an stack for the intake and exhaust scoops and check their
electrothermal boot on each blade that automatically condition.
cycles to heat the leading edge of the prop. Heat from
the boots reduces the grip of the ice, which then is ENG LIP BOOT
removed by the centrifugal effect of the prop rotation
and the blast of the airstream.
Heating elements in each of the pitot masts are turned

on by a switch on the pilot’s right subpanel and prevent
ice accumulation in the pitot static system. LEFT RIGHT
July 29, 2015
Ice and Rain Protection
EXT PWR MIC AVIONICS INVERTER ENG AUTO
IGNITION
OFF
ON NORMAL MASTER PWR NO 1
ARM
OFF
OFF - RESET OXYGEN OFF LEFT RIGHT
MASK NO 2
INERTIAL SEPARATORS / ICE has been selected ENGINE ANTI-ICE
to ON, the GEN pilot
VANES LEFT RIGHT
should seeRESET the
ON MASTER SWITCH L and R ENG
ON
ANTI-ICE (green)
To prevent moisture particles from entering the engine
a n n u n c i aON tors
inlet plenum during freezing conditions, an inertial OFF
illuminate on the
separation anti-icing system is built into each engine air
OFF caution/advisory OFF
inlet. When icing conditions are encountered, the pilot
BATT GEN 1 panel
GEN 2 within 30
will select the ENG ANTI-ICE to ON (extended). This ACTUATOR
seconds. GEN IfTIESan
will reposition the vanes so as to cause a veryBUS abrupt SENSE
STANDBY
ice vaneMANdoes not
CLOSE
turn in the airflow entering the engine plenum. RESET
NORM
This
reach it’s selected
way, the heavy moisture/ice particles are discharged
position, and the
overboard through the bypass duct.
R/L ENG ICE MAIN
and later)
On C90 A and B, the ice vanes are moved by a linkage
system that is connected IGNITION
electric actuator has a MAIN
to an electric
and STANDBY
ENGINE
AND
TEST
FAIL
START motor that cause of illumination

annunciator
OPEN
actuator. The illuminates after about 30-40 seconds, the probable
AUTOFEATHER is a fault in the linkage
PROP GOVsystem.
is connected to the single actuator rod assembly. Both If the R/L ENG ICE FAIL annunciator TEST illuminates
LEFT RIGHT within a few ARM
seconds of selection, the fault is probably
the MAIN and STANDBY motors LLshould ON FUEL be used
FUELPRESS
PRESS LLOIL
OILon a
PRESS
PRESS LLENG
ENGFIREFIRE ------------
------------ -----------
----------- INVERTER
INVERTER A/P
A/PFAIL
FAIL
regular basis when actuating the ice vanes to ensure associated with the STANDBY or MAIN actuator motor
PPRREESSSS
XFRand the OFF
NOTopposite motor should beFAILselected.
operability
LLFUEL
FUEL ofPRESS
both motors.
PRESS LLOIL
OILPRESS
PRESS LLLENG
DC
LENG FIRE
DCGEN
GEN
FIRE
OFF ------------
LLNO
NO FUEL
FUELXFR
------------ RVS
RVS-----------
NOT READY
READY
LLCHIP
CHIP DETECT
DETECT
INVERTER A/P
LLENG
ENG
A/P ICE
ICE
FAIL FAIL A/P
FAIL RA/P
RENGTRIM
ENG ICEFAIL
ICE
TRIM FAIL CABIN
FAIL
FAIL ALT
ALTHI
----------
----------
CABIN HI L
SS
NN Use theLLswitches
DC
OO TTGEN
DC GEN
EESSTT
LLNO
NOFUEL
FUELXFR
placarded XFR RVS
ENG
STARTER
RVS NOT
NOTREADY
LLIGNITION
IGNITION ON LLRRCHIP
ON
READY
ANTI-ICE
ONLY to actuate
DETECT
IGNITION
IGNITION
CHIP ON LLLLENG
ON
DETECT ICE
ICEFAIL
AUTOFEATHER
AUTOFEATHER
ENG FAIL
TESTRRRRENG ICE
ICEFAIL
AUTOFEATHER
AUTOFEATHER
ENG ----------
FAIL LLENG
ENG ANTI-ICE
ANTI-ICE
---------- LRLRGEN
OFF ENGTIE
ENG
GEN TIE OPEN
ANTI-ICE BAT
BATTIE
OPEN MAN
ANTI-ICE MAN OPEN
TIES
TIES
TIE CLOSE RRF
CLOSE
OPEN
TT
TT the iceLLIGNITION
vanes.
IGNITION To
ONensure
ON thatON
RRIGNITION
IGNITION ONtheLLAUTOFEATHER
system is functioning
AUTOFEATHER RRAUTOFEATHER
AUTOFEATHER LLENG ENGANTI-ICE
ANTI-ICE RRENGENGANTI-ICE
ANTI-ICE MAN
MANTIES
TIESCLOSE
CLOSE FUEL
FUELCROSSFEED
CROSSFEED HYD
HYDFLUID
FLUIDLOLO BAB
PARKING BRAKE
SSTT
properly, monitor the caution/advisory panel during C90 aircraft are equipped with a mechanical system
selection of the ice vane position. If the ENG ANTI-ICE for the ice vane operation. An individual T-handle for
each engine is located below the pilot’s left subpanel.
ELECTRIC ACTUATOR INERTIAL SEPARATION SYSTEM The T-handles are placarded PULL FOR ENGINE ICE
(RETRACTED POSITION)
PROTECTION - LEFT ENG - RIGHT ENG. Pulling or
pushing on the T-handles operates a cable that moves
the ice vanes in the nacelle to either the fully extended
or fully retracted position. Proper operation of the ice
vanes is confirmed by the actual T-handle position and
a slight drop in torque.
Inlet Air
Electrically
Aft Fixed Forward Operated
Vane Vane Vane Actuator
ELECTRIC ACTUATOR INERTIAL SEPARATION SYSTEM
(EXTENDED POSITION)
Ejected Ice
Crystals
Inlet Air
Electrically
Aft Fixed Forward Operated
Vane Vane Vane Actuator

July 29, 2015
CABLE INERTIAL SEPARATION SYSTEM (RETRACTED POSITION) When selected to ARM, the system will continuously
operate the ignition whenever torque falls or is below
400 ft/lbs, causing the R/L IGNITION ON annunciator
on the caution/advisory panel to illuminate. For
example, if operating in turbulence or heavy rain, there
Control Cable is a chance of engine flameout due to lack of proper
airflow or excessive water entering the engine. Use of
Inlet Air the ENG AUTO IGNITION is recommended for those
Screen conditions. The auto-ignition system should be turned
OFF during ground operations to prolong the service
Oil Cooler Inertial Vane life of the igniters.
CABLE INERTIAL SEPARATION SYSTEM (EXTENDED POSITION) WINDSHIELD ANTI-ICE/HEAT
Control Cable
Inlet Air
Screen
Oil Cooler Inertial Vane

The pilot’s and copilot’s windshields are
Ejected Ice Crystals heated to prevent ice accumulation by
A preflight check should be done to ensure that the internal heating elements. The heating
inertial separators are operational and that both elements appear as tiny lines of gold in
actuator motors or T-handles function properly. Also, the windshield. They are controlled by
check ice vane exhaust for debris. switches placarded WSHLD ANTI-ICE
BOTH- OFF-PILOT (prior to LJ-1063)
If operating on a contaminated runway and the pilot or WSHLD ANTI-ICE NORMAL – OFF
desires to use the inertial separators to avoid FOD – HI –PILOT – COPILOT (LJ-1063
(Foreign Object Damage), be sure to verify the available and after)
runway length is sufficient with ENG ANTI-ICE ON. and are located on the
There may be a loss in the takeoff performance when pilot’s right subpanel. Each
ENG ANTI-ICE is ON. windshield and its control
switch are connected to
Engine anti-ice/ice vanes shall be extended (ON) or the airplane’s electrical
open for operation in ambient temperatures of +5 °C or system through high heat
less while in visible moisture (precipitation and visibility and low heat relays and
less than 1 mile). temperature controllers.
On LJ-1063 and after two levels of heat are available

for each windshield. In the NORMAL position, heat is
ENGINE AUTO IGNITION supplied to the major portion of the windshields. When
the switches are in the HI position, a higher level of
The engine auto ignition system provides automatic heat is applied to a smaller area of the windshields.
continuous ignition to prevent a complete engine
failure. This system ensures re-ignition during takeoff, To check the operation of the windshield heat, turn the
landing, turbulence, and icing conditions. The ENG system on and observe an increase in the generator
AUTO IGNITION switches, located on the pilot’s left load/loads on the loadmeters (either pilot’s left
subpanel, are used to control the auto ignition system. subpanel or the overhead panel). Be sure to check both
the NORMAL and HI functions of the system. Erratic
July 29, 2015
10-3 Ice and Rain Protection
operation of the standby magnetic compass may occur For serials LJ-954 and
while windshield heat is being used. after, the automatic
mode uses a timer that
supplies electricity to the
left propeller boots for 90
seconds then the right
propeller boots for 90
seconds. This cycle will
continue until the system
is switched off. For
CAUTION airplanes LJ-668 through LJ-953 except LJ-670, the
To ensure adequate windshield anti-icing protection, boots are two element units (inboard/outboard). In the
operation in icing conditions at or below ambient automatic mode, where the switch is up, the outboard
temperatures of -24°C is not recommended. elements on one propeller heat for 30 seconds then
the inboard elements heat for 30 seconds on the
same propeller. Then the propeller on the other side is
heated in the same
WINDSHIELD WIPERS outboard/inboard
sequence with the
Windshield wipers are provided whole event lasting
to give the pilots better visibility approximately 2
during periods of precipitation. minutes. During
The wipers have two speeds: normal operation, a
SLOW for light precipitation and propeller ammeter
FAST for heavy precipitation. located on the Pilot’s
The windshield wiper system lower left subpanel
control switch is mounted in or overhead panel
the overhead light control panel will indicate between
and is placarded WINDSHIELD 18 to 24 amps.
WIPER – PARK – OFF – SLOW – FAST. The OFF
position will remove power from the wiper motor and The current flows
stop the wipers almost immediately. Use the PARK from the timer
position to bring the wiper arms to their most inboard through the brush assemblies to the slip rings, where it
position, then release the switch to the OFF position is distributed to the individual propeller boots. Heat from
to stop the wipers in the parked position. The wipers the boots removes ice from the prop blades. Check the
should not be operated on a dry windshield. individual prop boots for bubbles or delamination prior
to flight.
Do not operate the prop heat if: props are static, inflight
PROPELLER HEAT when OAT is above 27°C, or on the ground for more
than one cycle when the OAT is above 10°C.
The propeller heat system is used for CAUTION
prevention and removal of ice on the
If the propeller ammeter does not indicate 14 to
individual propeller blades. The system 18 amperes, refer to the Emergency Procedures
incorporates an electrically heated section of the approved Airplane Flight Manual or
boot on each blade, slip rings, brush QRH.
assemblies, timer, switch placarded
PROP - OFF in later models and PROP
HEAT - OFF on earlier models, and a
prop ammeter. The system is normally
operated in the automatic mode, which is selected by
putting the switch in the up position.

July 29, 2015
SURFACE DEICE With the stall vane heat operative, a buildup of ice on
the wing may change or disrupt the airflow and prevent
the system from accurately indicating an imminent stall.
The only deice system on the aircraft is the surface The stall speed will increase whenever ice accumulates
deice system. The leading edge of each wing and on the airplane. Even though the aircraft is approved for
horizontal stabilizer utilizes rubber deicer boots to flight in icing conditions, common sense dictates that,
remove accumulated ice. Pneumatic air is used to if possible, you should leave icing conditions promptly.
inflate the boots and vacuum is used to deflate and See STALL WARNING HEAT section below.
hold the boots against their respective airfoils.
Airfoil or surface deice is controlled by PITOT HEAT

the (DE-ICE CYCLE C90) or (SURFACE
DEICE C90 A and B) switch located on
the pilot’s right subpanel. This switch, The pitot tubes are
when selected to SINGLE, opens the electrically heated and
deice distributor valve to inflate all the controlled by switches
deicer boots for approximately seven in the cockpit. On the
seconds (C90 and C90A) then vacuum ground pitot heat use
deflates all of the boots. On the C90B, should be limited to
selecting SINGLE causes these successive steps: testing or ice and snow
the wing boots inflate for approximately six seconds, removal.
a timer relay switches the deice distributor valve to
deflate the wing boots, and then simultaneously
inflates the horizontal stabilizer boots for four seconds. STALL WARNING HEAT
After the horizontal stabilizer boots are deflated, the
timer relay switches the deice distributor valve to apply
vacuum to the deicer boots to hold them down. The The stall warning lift transducer is
entire SINGLE cycle takes about ten seconds. When equipped with anti-icing capability on
the DE-ICE CYCLE or SURFACE DEICE switch is both the mounting plate and the vane.
held in the MANUAL position, all of the deicer boots Stall warning heat is controlled by the
will inflate and stay inflated until the DE-ICE CYCLE or switch placarded STALL WARN on the
SURFACE DEICE switch is released. pilot’s right subpanel. With the STALL
WARN switch in the ON position, heat
An ice light controlled by the ICE switch on the pilot’s is applied to the plate and vane. The
subpanel is located on the outboard side of each stall warning heat system is connected
nacelle. When the ice light switch is turned on, the ice to the left main gear squat switch to decrease the
light illuminates the leading edge of each outboard wing current supplied to the mounting plate and vane (if the
so the pilot can assess ice accumulation. The operation stall heat is on) when
of this light should be checked prior to every flight and the aircraft is on the
especially if flight into icing conditions is probable. This ground. This prevents
light must be operational if a night flight is being made the elements from
into known or forecasted icing conditions. overheating on the
ground. Even with
A preflight check of the surface deice system should the stall warning heat
include both an inspection for cracks, holes, or on, ice accumulations
delamination of the boots, and an operational check of on the wing may negatively affect the stall warning
the system. system’s accuracy. Stall speed will increase when there
is any amount of ice accumulation on the airplane.
Icing limitations include a minimum sustained speed
for flight in icing conditions of 140 KIAS. Operating the
deice boots in temperatures below –40 °C is prohibited.

July 29, 2015
90A/C90B (LJ-1138 thru LJ-1295)
PROPPSYNC Training Manual------------

PRESS
PROP REV BATTERY ilotON BAGGAGE
------------ CABIN L ENG FIRE L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN ---------- RH FU
LD
LH IGN IND --------------- ALT WARN RH IGN IND PRESS RH FIRE
FAULT NOT READY CHARGE DOOR OPEN DOOR OPEN
K
RH AUTOFEATHER RH NO
T
E
A/P DISC WARNING
SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------------- --------------- A/P TRIM FAIL
PROP REV
PUSH TO RESET BATTERY BAGGAGE CABIN ARM
RH FUEL TRANS
--------------- PROP SYNC ON ALT WARN RH IGN IND RH FIRE PRESSURE R GEN
SMOKE --------------- INVERTER OUT FUEL CROSSFEED
INDICATORS
--------------- --------------- --------------- A/P TRIM FAIL RH AUTOFEATHER RH NO FUEL R CHIP D
ARM TRANSFER
GLARESHIELD
WARNING
PUSH TO RESET
TRANSFER ARM
PRESS
T
E
WARNING
PUSH TO RESET
PRESS
O T ST
WARNING CAUTION
T
E
B (LJ-1138 thru LJ-1295)

------------ -----------
LeftICE
L CHIP DETECT L ENG ICE FAIL R ENG
engine
A/P FAIL
INVERTER
FAIL anti-ice
----------vanes
A/P FAIL
in transit
L GEN TIE OPENor BAT
inoperative.
A/P TRIM FAIL CABIN ALT HI
TIE OPEN R GEN TIE OPEN PITCH TRIM OFF

A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ----------
CABIN DOOR
----------
R ENG FIRE
BAGGAGE DOOR
R CHIP DETECT R NO FU
R OIL PRESS R FUEL
---------- R ENG FIRE R OIL

R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL A
L ENG ICE FAIL R ENG ICE FAIL Right
----------engine anti-ice
L GEN TIE OPEN vanes
BAT in
TIEtransit
OPEN or inoperative
R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FUEL XFR R DC
PRESS
L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL AIR OFF R BL A
O T ST L IGNITION ON L AUTOFEATHER ------------ L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY
T
PRESS
O T ST
WARNING CAUTION
T
E

July 29, 2015
95)
L ENG ICE FAIL FUEL CROSSFEED ALTITUDE WARN ---------- LDG/TAXI LIGHT HYD FLUID LOW BAG DOOR OPEN EXT PWR R ENG ICE FAIL R ENG FIRE ------
----------- INVERTER OUT A/P DISC A/P TRIM ------------ CABIN DOOR ------------ R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN
L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE ------------ R AUTOF
E FUEL CROSSFEED
L ENG ICE FAIL FUELALTITUDE ALTITUDE WARN----------
CROSSFEED WARN ---------- LDG/TAXI LIGHT
LDG/TAXI LIGHT HYDP
HYD FLUID LOWFLUID
ilot Training
BAG LOW
DOOR OPEN EXT M
BAG DOOR PWROPEN R ENGEXT
anual PWR R ENG RFIRE
ICE FAIL ENG ICE FAIL
------------ R ------------
ENG FIRE ------------ ------
------------ RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE ------------ R AUTOFEATHER R IGNIT
GLARESHIELD
ARM
RH NO FUEL
O T ST
T
E

Continued

Continued

Continued
------------ ----------- INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL
L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL ---------- L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FU
Left
R AUTOFEATHER L ENG ANTI-ICE R ENG engineMAN
ANTI-ICE anti-ice
TIES CLOSEvanes
FUELinCROSSFEED
position for
HYDicing
FLUIDconditions
LO BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL A
L ENG ICE FAIL R ENG ICE FAIL ---------- L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FUEL XFR R DC
Right
L ENG ANTI-ICE R ENG ANTI-ICE MAN engine
TIES CLOSE FUELanti-ice vanes
CROSSFEED HYDin position
FLUID for icing
LO BATTERY conditions
CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL AIR OFF R BL A

July 29, 2015
FUEL VENT HEAT OIL-TO-FUEL HEAT EXCHANGER
An oil-to-fuel heat exchanger is located on the engine

accessory case and continuously heats the fuel to
prevent ice from collecting in the fuel control unit. No
pilot action is required for fuel heat.
FUEL CONTROL HEAT

The protruding heated fuel vent, located under each
wing, prevents ice from clogging the fuel venting system. Each fuel control’s
Heating elements are installed in the fuel vents. Each compressor discharge air-
heating element is controlled by an individual switch line is protected against
placarded FUEL VENT - LEFT - RIGHT, located on the ice by electrically heated
pilot’s right subpanel. jackets. Power is supplied
to each fuel control air-line
heater by two switches,
placarded as HEAT - FUEL
CONTROL - LEFT- RIGHT,
on the pilot’s right subpanel.

July 29, 2015
NORMAL OPERATIONS PITOT HEAT
Heating elements are installed in the pitots located on

WINDSHIELD ANTI-ICE the nose for later models; earlier models locate the
pitots in the forward wing, outboard of the engines.
Each heating element is controlled by an individual
C90 switch, one placarded: PITOT - LEFT and the other
PITOT - RIGHT, located on the pilot’s subpanel.
The windshield anti-ice is controlled by a switch
placarded BOTH - OFF - PILOT on the pilot’s right It is not advisable to operate the pitot heat system on
subpanel. The selection BOTH will heat both the pilot’s the ground except for testing or for short intervals of
and copilot’s side windshield. The selection PILOT will time to remove ice or snow from the mast.
only heat the pilot’s side windshield. OFF indicates
windshield anti-ice is off. There is only one temperature
SURFACE DEICE
setting. Lockout will disable supplemental electric heat
when BOTH is selected for the windshield anti-ice.
The surface deice system removes ice accumulations
C90B from the leading edges of the wings and vertical and
horizontal stabilizers. Ice removal is accomplished
The windshield anti-ice is controlled individually by the by inflating and deflating the deicer boots. Pressure
pilot and copilot. The temperature settings are NORMAL regulated bleed air from the engines supples pressure
and HI, and the switch is placarded NORMAL - OFF - HI to inflate the boots. A venturi ejector, operated by bleed
with PILOT and COPILOT switches respectively on the air, creates vacuum to deflate the boots and hold them
pilot’s right subpanel. The power circuit of each system down while not in use. To assure operation of the system
is protected by 50-ampere current limiters located in in the event of failure of one engine, a check valve is
the power distribution panel. Windshield heater control incorporated in the bleed air line from each engine to
circuits are protected with 5-ampere circuit breakers prevent loss of pressure through the compressor of the
located on a panel mounted on the forward pressure inoperative engine. Inflation and deflation phases are
bulkhead (forward of the pilot’s left subpanel). controlled by a distributor valve.
NOTE A three-position switch on the pilot’s subpanel,

Erratic operation of the magnetic compass may placarded DEICE CYCLE - SINGLE - OFF - MANUAL,
occur while windshield heat is being used. controls the deicing operation. The switch is spring-
loaded to return to the OFF position from SINGLE or
MANUAL.
PROP ELECTRIC DEICE
In later models, when the SINGLE position is selected,
Propeller heat is electric and controlled by a circuit the distributor valve opens to inflate the wing boots.
breaker switch placarded PROP - OFF in later models, After an inflation period of approximately 6 seconds,
and PROP HEAT - OFF on earlier models. When an electronic timer switches the distributor to deflate
activated, the automatic timer directs current to the the wing boots, and a 4-second inflation begins in the
single-element propeller boots in sequence as follows: empennage boots. When these boots have inflated and
90 seconds to all boots on one propeller, then 90 deflated, the cycle is complete.
seconds to all boots on the other propeller. The timer
In earlier models, when the SINGLE position is
completes one cycle in approximately 3 minutes. Loss
selected, the distributor valve opens to inflate the boots.
of one heating element circuit on one side does not
After an inflation period of approximately 7 seconds, an
require that the entire system be switched off.
electronic timer switches the distributor to deflate the
During normal operation the propeller ammeter will boots. When the boots have inflated and deflated, the
indicate a range of 14 to 18 amperes. For deviations cycle is complete.
from normal indications, and procedures to be followed,
When the switch is held in the MANUAL position, all
see the EMERGENCY PROCEDURES section.
the boots will inflate simultaneously and remain inflated

July 29, 2015
until the switch is released. The switch will return to the the ICE PROTECTION group on the pilots subpanel
OFF position when released. After the cycle, the boots placards: STALL WARN - OFF. The level of heat is
will remain in the vacuum hold down condition until minimal for ground operation, but is automatically
again actuated by the switch. increased for flight operations through the left landing
gear safety switch.
For most effective de-icing operations, allow at least 1/2
WARNING
to 1 inch of ice to form before attempting ice removal.
Very thin ice may crack and cling to the boots instead The heating elements protect the lift transducer
of shedding. Subsequent cyclings of the boots will then vain and face plate from ice. However, a buildup of
have a tendency to build up a shell of ice outside the ice on the wing may change or disrupt the airflow
contour of the leading edge, thus making ice removal and prevent the system from accurately indicating
efforts ineffective. an immediate stall. Remember that the stall speed
increases whenever ice accumulating on any
CAUTION airplane.
Operation of the surface deice system in ambient

temperature below -40°F (-40°C) can cause FUEL HEAT
permanent damage to the deice boots.
An oil-to-fuel heat exchanger, located on the

STALL WARNING ANTI-ICE engine accessory case, operates continuously and
automatically to heat the fuel sufficiently to prevent ice
from collecting in the fuel control unit.
C90 (PRIOR TO 670)
The STALL WARNING/SAFE FLIGHT SYSTEM

includes a heater element that is activated by a switch ABNORMAL PROCEDURES
on the pilots subpanel placarded STALL WARNING LJ-1138 AND AFTER, EXCEPT FOR LJ-1146
HEAT. THESE PROCEDURES ARE IN EMERGENCY PROCEDURES
CAUTION
The heater element protects the lift transducer Abnormal procedures include but are not limited to
from ice, however, a buildup of ice on the wing may the following items. These may or may not include
disrupt the air flow and prevent the system from immediate action memory items. Further information is
accurately indicating an incipient stall. available in the AFM/POH and the QRH checklist.
ELECTROTHERMAL PROPELLER DEICE AMMETER

C90 986, 996, 1011 AND AFTER
The stall warning lift transducer, located on the left wing

leading edge, is protected against icing by a heating EMERGENCY PROCEDURES
element.
The heating element is activated by a switch on the Emergency procedures include but are not limited to
pilots subpanel placarded: HEAT – STALL WARN. the following items. These may or may not include
CAUTION available in the AFM/POH and the QRH checklist.
The heater element protects the lift transducer from
ice, however, a buildup of ice on the wing may disrupt WINDSHIELD ELECTRICAL FAULT
the air flow and prevent the system from accurately
indicating an incipient stall.C90A/B
The stall warning lift transducer is equipped with anti-

– icing capability on both the mounting plate and the
vane. The heat is controlled by a switch located in

July 29, 2015
Bleed air from

AIR CONDITIONING the compressor
section of each
engine is utilized
H eating and cooling in the aircraft is accomplished
with P3 bleed air for heating and a vapor cycle
system (conventional air conditioning) for cooling. Air
to
the
pressurize
pressure
vessel. A flow
produced to heat and cool the airplane cabin is moved control unit in
through insulated ducting to outlets in the floor and the nacelle of
ceiling of the cabin. The cockpit receives environmental each engine
bleed air from the pilot/copilot heat duct located below controls the pressure of the bleed air and mixes
the instrument panel. An outlet at each end of this duct ambient air with it in order to provide an air mixture
delivers warm air to the pilots. Undiluted cool air from suitable for the pressurization function. The mixture
the air conditioner is delivered to the cabin and cockpit flows to the environmental bleed air shutoff valve,
via ceiling eyeball vents. which is controlled by a switch placarded BLEED AIR
VALVES - LEFT (or) RIGHT - OPEN - CLOSED in the
ENVIRONMENTAL controls group on the right inboard
BLEED AIR CONTROL subpanel. When this switch is in the OPEN position,
the mixture flows through the valve and to the air-to-air
heat exchanger. The CLOSED position shuts off flow
Engine bleed air, through the bleed air valves, is utilized from the engine bleed air supply.
to warm the cockpit, cabin, and defrost the windshield.

July 29, 2015
Air Conditioning
PNEUMOSTAT
(PNEUMATIC
THERMOSTAT)
PRESSURE
REGULATOR
BYPASS TO LH L.G.
VALVE VENT SAFETY SWITCH
AMBIENT
SENSE
N.O.
ANEROID SOLENOID
VALVE
BYPASS
TO CABIN VALVE
N.C. EJECTOR
AIR TO AIR SOLENOID FLOW
HEAT CONTROL
EXCHANGER ACTUATOR
TO OPEN
N.C.
FIREWALL TO OPEN TO CLOSE AMBIENT AIR
SHUTOFF VENT MODULATING
VALVE VALVE N.O.
FILTER
AMBIENT
FLOW
BLEED AIR FLOW EJECTOR

AMBIENT FLOW CHECK VALVE
EJECTOR AIR FLOW BLEED
AIR FLOW
BLEED AIR FLOW CONTROL UNIT
FLOW CONTROL UNIT HEAT EXCHANGER
A flow control unit (flow pack) is mounted in the forward A heat exchanger,
side of each engine’s firewall. The flow pack modulates which is an air to air
the pressure of the engine bleed air and it can mix radiator, is installed to
in ambient air to adjust the bleed air temperature. refine the environmental
Placing the BLEED AIR VALVE switch to OPEN allows air temperature. If the
a solenoid valve on the flow pack to open allowing incoming environmental
bleed air into the unit. After bleed air enters the flow bleed air is too hot, a
pack, it passes through a filter and then goes through bypass valve directs some of the bleed air through the
a pressure regulator which reduces the pressure to 18- heat exchanger located in each wing’s center section
20 psi. When the aircraft is on the ground, as sensed for cooling. The exhaust air from the heat exchanger is
by the left gear safety switch, ambient air is blocked dumped overboard through louvers on the underside of
from entering the flow pack. Once airborne, the left mix each wing.
valve will open, then after 6 seconds the right mix valve
will open to prevent a cabin pressure bump. Inflight
at approximately 30°F OAT, ambient air is no longer DUCTING
required for cooling.
The environmental bleed air from the left and right

engines now combine in a muffler located under the
right side mid-cabin floorboard. From this muffler, the
environmental bleed air moves forward to the mixing

July 29, 2015
Air Conditioning
plenum located under the copilot’s floorboard. After the ELECTRIC HEAT
environmental bleed air from the left and right engines
is combined in the muffler, air then moves forward to
the mixing plenum. The mixing plenum is divided into
two sections. One section feeds the floor outlets and
the other section feeds the ceiling outlets. The mixing
plenum section that feeds the floor outlets mixes
environmental bleed air with recirculated cabin air,
then, distributes this air mixture to the floor outlet duct
and ultimately the cabin. The recirculated cabin air is
forced into the mixing plenum by the forward blower. If
the forward blower is inoperative some cabin air will still
enter the mixing plenum because of the drawing action
caused by the pressurized environmental bleed air
entering the mixing plenum. When an air conditioner is Electric heat is used to warm up the cabin on the
installed and operating, recirculated cabin air is cooled ground or as a supplement to bleed air heat in flight.
between the cabin blower and the mixing plenum. The electric heat is controlled by a three position
A detailed description of the air conditioner can be switch labeled ELEC HEAT, with positions GRD MAX-
found in the cooling section. The ceiling outlet side NORM-OFF. When in the GRD MAX position, all 8 of
of the mixing plenum is not supplied directly with any the heating elements are operative. The GRD MAX
environmental bleed air, only recirculated cabin air and is a solenoid held switch to prevent GRD MAX from
air cooled by the air conditioner. inadvertently being left on in flight. Once airborne, the

July 29, 2015
Air Conditioning
left gear safety switch will release the ELEC HEAT UNPRESSURIZED VENTILATION
switch from GRD MAX to NORM. If all of the electrical
heating elements are not transferred for initial warm
up, as in the GRD MAX position, the switch may be Fresh air ventilation is provided by two sources. One
placed in the NORM position for warm up in which source is the bleed air heating which is available
only four elements will be utilized. In this position, the during pressurized and unpressurized flight. The
operation of the four heating elements is automatic in second source of fresh air, which is available during
conjunction with the cabin thermostat to supplement the unpressurized flight only, is outside air obtained
bleed air heating. The NORM position may be selected from a ram air scoop on the left side of the nose.
on the ground if maximum warm up is not required or Ram air enters the evaporator plenum through a
in flight to supplement the bleed air heat. The OFF flapper door. The flapper door is forced open by ram
position turns off all electric heat and cabin heating is air during unpressurized flight when the air speed is
then provided by bleed air only. above approximately 180 KIAS. Below approximately
180 KIAS, the door is held closed by an electromagnet,
NOTE
preventing the fresh air from entering the cabin. If the
Lockout will disable supplemental electric heat when Cabin Pressurization switch is placed to the DUMP
BOTH is selected for the windshield anti-ice. position, power is removed from the electromagnet
allowing the flapper door to open at all airspeeds.
During pressurized flight the flapper door is held closed
BLEED AIR HEAT by cabin pressure.
NOTE
P3 bleed air from each engine enters into the cabin As cabin differential pressure approaches zero
distribution ducts for heating after having passed during a descent, the flapper door may be forced
through the flow control unit and heat exchanger. open by ram air at airspeeds above approximately
180 KIA, causing a rapid depressurization of
The flow control unit (flow pack) has two functions:
the remaining cabin differential pressure and an
to modulate the pressure of the engine bleed air and increase in air noise. This opening of the flapper
to mix ambient air with bleed air to cool the bleed air, door can be prevented by ensuring that the cabin
if necessary. The ambient air mix valve will remain Altitude Selector is properly set to 500 feet above
closed when the aircraft is on the ground to prevent the landing pressure altitude and maintaining
contaminants from entering the cabin. Once airborne, speeds below 180 KIAS in the landing pattern.
ambient air is mixed with bleed air until the aircraft
reaches an OAT of approximately 30° F. Below this If ram air enters the evaporator plenum through the
temperature, ambient air is no longer required. For flapper door, it is mixed with cabin air, (which is forced
cabin comfort, an air to air heat exchanger is used into the evaporator plenum by the vent blower), and
to adjust the temperature of the environmental bleed then ducted around the electric heater and mixing
air. To achieve the desired temperature, a bypass plenum and into the ceiling outlet duct.
valve directs a portion of the environmental air around
the heat exchanger, bypassing the cooling process.
Environmental bleed air from the left and right engines VENT BLOWER
combine in a muffler located under the right side mid-
cabin floor board. From this muffler, the environmental
bleed air moves forward to the mixing plenum located A vent blower is installed in the
under the copilot’s floorboard. forward section of the aircraft.
This blower recycles cabin air
and provides air for the Freon air
COOLING SYSTEM conditioning and supplemental heat
systems. The blower is controlled by
a three position switch labeled VENT
In addition to bleed air that has been cooled by the BLOWER, with positions HIGH-LO-
heat exchanger, a conventional 16,000 BTU Freon AUTO. In the AUTO position, the blower will operate at
air conditioning system is installed in the nose low speed if the CABIN TEMP MODE selector is in any
compartment. The air conditioning compressor is position other than OFF. If the CABIN TEMP MODE
electrically driven.
July 29, 2015
Air Conditioning
ARGE R GEN TIE OPEN R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITION ON

switch is OFF and the VENT BLOWER is AUTO, the ELECTRIC HEAT CONTROL
vent blower will not operate. When the VENT BLOWER
switch is in LO, the vent blower runs at low speed and in
When the ELEC HEAT switch is in
HI, blower runs at high speed, regardless of the CABIN
the NORM or GND MAX position,
TEMP MODE switch position.
air is directed over resistive heater
If the environmental air system is suspected of elements and into the cabin as
producing smoke and/or fumes confirm that the oxygen described above under the ELECTRIC
system is ON and don the crew oxygen mask. Then HEATING section. The GND MAX
follow the ENVIRONMENTAL SYSTEM SMOKE OR mode is only operative on the ground
FUMES checklist in the EMERGENCY section of the and is disabled through the weight on
AFM/POH (LJ-668 and after). wheels switch in flight.
USING BLOWERS FOR AIR RECIRCULATION

ENVIRONMENTAL CONTROLS
VENT BLOWER speed may be manually selected to
obtain the desired amount of flow exiting the outlets for
CABIN TEMPERATURE CONTROL air recirculation in any mode. Always ensure the VENT
BLOWER is switched to HIGH before putting on the
ELEC HEAT. See the VENT BLOWER section for a
Automatic temperature control is activated by moving
more detailed description.
the CABIN TEMP MODE selector to the AUTO position.
The automatic mode will adjust the heat exchanger’s
bypass valve and activate the Freon air conditioning
system as necessary to maintain the desired cabin INDICATORS
temperature. The CABIN TEMP-INCR knob is used to
select the desired temperature when operating in the
50 80 A cabin air temperature
AUTO mode. A sensor in the cabin is used for cabin
0 °F 100 gauge is located on the
temperature information.
copilot’s right panel or right
CABIN AIR
subpanel. The sensor for
MANUAL MODE CONTROL the cabin air temperature
gauge is located in the
Manual temperature control is overhead of the mid-cabin
accomplished by placing the
HI CABIN DOOR BAGGAGE DOOR CABIN TEMP MODE
---------- selector
to either MAN HEAT or MAN ANNUNCIATORS
EN RBAGGAGE
OR GEN TIE DOOR
OPEN PITCH TRIM OFF COOL.
----------
When in RMAN
R ----------
ENG the RCHIP
FIRE MANUAL
HEAT,
OIL DETECT
PRESS RRNO FUEL
FUEL XFR
PRESS R DC GEN
moving TEMP
There are 4 annunciators associated
LO PITCH
PEN BATTERY CHARGE
TRIM OFF EXT POWER switch
---------- R CHIP
to INCR or DECR will
----------
DETECT LDG TAXI LIGHT L RBLDC
AIRGEN
OFF R BLthe
AIR environmental
OFF
move the heatR NO FUEL
exchangerXFR with controls (LJ-
bypass valves. The MANUAL 1688, LJ-1689, LJ-1691 and after).
ARGE EXT POWER
TEMP switch is spring LDG
---------- TAXItoLIGHT
loaded L BLposition.
a neutral AIR OFF R BL AIR OFF L/R BLEED AIR OFF indicate that the
Movement of the bypass valve from full hot to full cold LHthe
bleed air valve switch is in GENin the
OFF position. OUT
takes approximately 30 seconds. Only one bypass valve
moves at a time, so to get full hot or cold the MANUAL LH GEN LH BLEED
RH GENAIR
TEMP switch must be held for 60 seconds. Note that The LH/RH OUT
BLEED AIR LINE LINEOUT FAILURE
the Freon air conditioning system FAILURE annunciators indicate a
will not operate unless the bypass meltedLH BLEED AIR bleed air failure RH BLEED AIR
or failed
valves are fully closed (in the 0 warning line (except for low power LINE FAILURE
LINE FAILURE
bypass position); so it is important settings, airplanes LJ-502 to LJ-667,
to hold the MANUAL TEMP switch and LJ-670).
in the decrease position for a full
minute.
July 29, 2015
Air Conditioning
90A/C90B (LJ-1138 thru LJ-1295)
R CHIP DETECT R FUEL PRESS R GEN OUT Pilot Training------------

PRESS
FAULT K
R ENG FIRE ------------ ------------
T
E
WARNING
PUSH TO RESET
R FUEL PRESS R AUTOFEATHER
------------ R GEN OUT R IGNITION ON
INDICATORS
------------ ------------
R AUTOFEATHER R IGNITION ON
GLARESHIELD
WARNING
PUSH TO RESET
TRANSFER ARM
PRESS
T
E
WARNING
PUSH TO RESET
PRESS
O T ST
WARNING CAUTION
T
E
B (LJ-1138 thru LJ-1295)


R CHIP DETECT R NO FUEL XFR R DC GEN
PRESS
The left bleed air------------
------------ valve switchL ENG isFIRE
in theL ENG
CLOSED position
ICE FAIL FUEL CROSSFEED (airplanes LJ-1688,LJ-1689,LJ-1691
ALTITUDE WARN ---------- LDG/TAXI LIGHT HYD FLUID LOW BAG DO
R OIL
LDG PRESS
TAXI LIGHT RL FUEL
BL AIRPRESS
OFF R BL AIR OFF
andL after)
IGNITION ON L AUTOFEATHER ------------ L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY
O T ST
T
E
The right bleed air valve switch is in the CLOSED
L FUEL PRESS position
L OIL PRESS (airplanes
L ENG FIRE LJ-1688,LJ-1689,LJ-1691
------------ ----------- INVERTER A/P FAIL A/
L BL AIR OFF R BL AIR OFF
and after) P R E S S
O T ST
WARNING CAUTION
T
E

July 29, 2015
Air Conditioning
95)

BAG DOORraining
OPEN T
EXT PWRanual M
GLARESHIELD
ARM
RH NO FUEL
O T ST
T
E

Continued

Continued

Continued
UT LH GEN
A/P DISC LH
A/P GEN
TRIM ------------ RHCABIN
GEN DOOR
RH GEN------------ R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN OUT
OUT OUT OUT OUT
RN ----------
LH LDG/TAXI LIGHT HYD FLUID LOW
BLEED AIR BAG DOOR OPEN Melted R ENG ICE
EXT PWRor failed FAIL air
bleed R ENG FIRE warning
failure ------------line (except
------------ for low power
LH BLEED AIR
or RH BLEED AIR
RH BLEED AIR
DY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY CHARGE Rsettings,
GEN TIE OPENairplanes
R ENG ANTI LJ-502
ICE to LJ-667,
------------ and LJ-670)
R AUTOFEATHER R IGNITION ON

July 29, 2015
Air Conditioning
NORMAL OPERATIONS LIMITATIONS
NOTE
For normal operations the AUTO mode is used to
control cabin and cockpit temperature. A manual mode When the CABIN TEMP MODE selector is in the
is available for use if desired. OFF position, the bypass valves will remain in their
existing position, possibly allowing heat to enter the
airplane.
ABNORMAL PROCEDURES
When using the ELEC HEAT, observe generator
There are no abnormal procedures for this system. limitations:
GENERATOR LOAD MINIMUM N1
0 to 50% 59%
EMERGENCY PROCEDURES 50 to 80% 61%
80 to 85% 70%
ELECTRICAL SMOKE OR FIRE
ENVIRONMENTAL SYSTEM SMOKE OF FUMES

July 29, 2015
Air Conditioning
PRESSURIZATION
P ressurization for the airplane is provided by

bleed air from each engine’s compressor section.
compressed air is routed through a flow control unit (flow
pack) which modulates air pressure and temperature.
After air passes through the flow control unit, it is
referred to as environmental bleed air. Once through
FAIL A/P theFAIL
TRIM flow control
CABIN ALT unit,
HICABINenvironmental
CABIN DOOR bleed
BAGGAGE air ----------
DOOR passes
----------
When the FIRE
R ENG
switches are in the OPEN position, P3 bleed
L A/P TRIM FAIL CABIN ALT HI DOOR BAGGAGE DOOR R ENG FIRE R OILR PRESS
OIL PRESSR FUEL
R FUEL PRESS
PRESS
through a shutoff valve air flows into the flow control units. With the switches in
------ L GEN
L GEN
TIE OPEN BAT BAT
TIE OPEN TIE OPEN
TIE OPEN R GEN
R GEN TIEand
TIE OPEN OPEN aPITCH
PITCH TRIM
OFF OFF
heat
TRIM exchanger.----------
---------- Rthe RCLOSED
CHIPCHIP Rposition,
DETECT
DETECT NOR FUEL
NO FUELtheXFR
XFR P3R DC
bleed
RGEN air is stopped.
DC GEN
Next, environmental
ES CLOSE
FUELFUEL CROSSFEEDHYDHYD FLUID
LO LO BATTERY CHARGEEXT EXT POWER ----------
LOSE CROSSFEED FLUID BATTERY CHARGEbleed air combines ----------
POWER with LDGLDG
TAXITAXI LIGHTL BL LAIR
LIGHT BL OFF
AIR OFFR BLRAIR
BL OFF
AIR OFF
environmental bleed air
from the opposite engine in On C90B aircraft (LJ-1353 and after, except LJ-1367,
a muffler before being routed to a mixing plenum and LJ-1373, LJ-1377, LJ-1384, LJ-1386, LJ-1389, LJ-
finally into cabin outlets (Serials prior to LJ-829 do not 1394, LJ-1397, LJ-1403, LJ-1411, LJ-1425, LJ-1431,
incorporate a muffler). LJ-1498, and LJ-1538) selecting the OFF position will
illuminate an amber L/R BL AIR OFF annunciator.
A cabin pressurization controller, an outflow valve, and
a safety valve work together to modulate the cabin
pressure as required. The pressurization controller CABIN CONTROLLER
determines what the cabin pressure will be at any given
altitude. The outflow valve maintains the cabin pressure
(as commanded by the pressurization controller) by Mounted in the center
varying the rate at which air escapes from the pressure console, the CABIN
vessel. A safety valve is installed to protect the pressure CONTROLLER is used
vessel and assist the outflow valve in certain situations. to select and control
cabin pressure. The
CABIN CONTROLLER
has settings for cabin
altitude, cruise altitude,
and rate of change. The
dual scale indicator dial shows CABIN ALT on the outer
scale; this is the actual cabin altitude that the CABIN
CONTROLLER is set to maintain while in cruise.
The ACFT ALT (inner scale) shows the maximum
pressure altitude that the airplane can maintain without
causing the cabin pressure altitude to climb above the
value selected on the CABIN ALT (outer scale) dial.
Both scales rotate together when the cabin altitude
selector knob is turned. The range is between -1000
feet and 10,000 feet. The RATE knob on the CABIN
CONTROLLER adjusts the rate at which the cabin
altitude will climb or descend. The normal setting is
BLEED AIR CONTROL
Environmental bleed air entering the cabin is controlled

by two switches on the copilot’s left sub panel labeled
PRESS BLEED AIR (prior to LJ-800) or BLEED AIR
VALVES. Each switch is labeled OPEN-CLOSED.
July 29, 2015
Pressurization
between 9 and 12 o’clock positions, which corresponds In summary, the CABIN CONTROLLER adjusts and
to approximately 300-500 feet per minute up or down. then maintains the selected cabin pressure by varying
LH FIRE The LH
rate ofIND
IGN change---------------
can be adjusted
PROPfrom
REV approximately
BATTERY theSYNC
PROP ON ofBAGGAGE
amount environmentalCABIN
bleed air ALT
released
WARN from
RH IGN IND R
200 FPM to 2000 FPM. the cabin through the outflow valve.
L LH AUTOFEATHER A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED --------------- --------------- --------------- A/P TRIM FAIL RH AU
ARM
The actual cabin pressure altitude is continuously
indicated by the cabin altimeter, which is mounted in OUTFLOW AND SAFETY VALVE
the panel above the center pedestal. To the left of the
cabin altimeter is the cabin vertical speed indicator.
These two gauges show the cabin pressure altitude
and cabin rate of climb or descent.
In order for the aircraft to pressurize, the CABIN

PRESSURE switch located on the pedestal - left of
the CABIN CONTROLLER, must be in the PRESS Outflow Valve
Safety Valve
position. When the CABIN PRESSURE switch is
selected to DUMP, the safety valve is held open so The outflow valve and safety valve are installed on the
the cabin will depressurize or remain unpressurized. aft pressure bulkhead. The outflow valve controls the
To test the pressurization system, a TEST position is cabin altitude by varying the amount of air allowed to
included on the CABIN PRESSURE switch. When the escape from the cabin.
CABIN PRESSURE switch is held in the TEST position
(the switch is spring loaded to the PRESS position), the The outflow valve is controlled by vacuum through the
landing gear safety switch is bypassed. This closes the CABIN CONTROLLER. The outflow valve and safety
safety valve, allowing the aircraft to pressurize on the valve have several protective features installed. If the
ground. airplane climbs to an altitude higher than the value
selected on the CABIN CONTROLLER, the cabin
During preflight, the ACFT ALT scale on the CABIN to ambient pressure ratio will become too high. The
CONTROLLER is set to the planned cruise altitude overpressure relief function of the outflow valve and
plus 500 feet. After takeoff, the landing gear safety safety valve will become operational. One or both
switch signals the safety valve to close. Once airborne, valves will open, overriding the CABIN CONTROLLER,
the CABIN CONTROLLER uses vacuum to control in order to limit the cabin to its maximum pressure
the outflow valve (detailed later in this chapter). The differential. If cabin differential pressure exceeds the
CABIN CONTROLLER will automatically maintain limits of the red line, refer to the POM EMERGENCY
cabin pressure to the selected value. After takeoff, the section for a checklist. The outflow and safety valves
CABIN CONTROLLER modulates the outflow valve also include a safety device to prevent a negative
so the pressure in the cabin will equal the selected pressure differential (pressure outside the cabin is
cabin altitude. Should the aircraft climb to an altitude greater than inside).
higher than the selected value on the pressurization
H FIRE L ENGLH
SS FIREcontroller,
IGN either or both
IND ------------
--------------- PROP
of theREV
----------- outflow BATTERY
NOT READY INVERTER
and safety PROP
valves
CHARGE A/P FAIL
SYNC A/P
ON TRIM BAGGAGE
DOOR FAILOPEN ALTCABIN
CABINDOOR HIOPEN ALT WARN
CABIN DOOR BAGGAGE RHDOOR RH FIRE R
IGN IND ----------
TOFEATHER will modulate to maintain a cabin/ambient pressure RH AUTOFEATHER
XFR A/Pdifferential
ARM RVS NOT READY DISCL CHIP DETECT
SMOKE
4.6 L+/- ---------------
ENG.1ICE FAIL R ENGINVERTER
psi OUT
ICE.1FAIL FUELC90CROSSFEED
on ---------- LAn TIE---------------
GENannunciator
OPEN BATwill TIE---------------
OPEN R GENas ---------------
TIE OPEN PITCH A/P TRIM
TRIM OFF FAIL
of psi or 5.0 +/- the illuminate follows: the amber or ----------ARM R C
A + B.
ON L AUTOFEATHER R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL redCROSSFEED
ALT WARN HYDat 10,000
FLUID feet, or
LO BATTERY a red CABIN
CHARGE EXT POWERALT HI ---------- LDG
at 12,500 feet.
Prior to descent, the pilot will set the landing field
elevation plus 500 feet into the CABIN CONTROLLER. A cabin altitude above 10,000 feet requires the use of
The outflow valve will modulate to decrease the cabin supplemental oxygen by the pilot(s).
altitude. Note that the CABIN CONTROLLER should
be set prior to initiating a descent so as not to “catch the The safety valve has three functions:
cabin”. This happens when the aircraft descends faster • Provides cabin over-pressurization protection in the event
than the cabin. If the aircraft descends quickly enough, of a malfunctioning outflow valve
the aircraft altitude will equal the cabin altitude, at which • Allows rapid cabin depressurization when the DUMP
point the outflow valve opens (to prevent a negative switch is operated
cabin differential). Then the cabin will descend at the • Works in conjunction with the left main gear safety switch
same high rate that the aircraft is descending. to prevent the cabin from pressurizing on the ground

July 29, 2015
Pressurization
MENU ESC STAT MEM 1 CHART
MENU DATA PMEM

ADV 2 Training Manual
ilot
PUS PRESSURIZATION CONTRL

King Air C90 CIRCUIT
Series of Aircraft
H
*LJ-765 & AFTER
SE
MEM3 ZOOM
T
LEC
5A COCKPIT VOICE RECORDER TO

“ALT WARN”
ANNUNCIATOR
“PRESS
CONT”
CB
CABIN ALTITUDE
WARNING SWITCH
TEST ERASE
HOLD 5 SEC
HEADSET DUMP
RAM AIR DOOR SOLENOID
MAGNET (N.C.)
DUMP
CABIN
PRESS RUDDER PRESET
DUMP BOOST SOLENOID
P PRESSURE (N.C.)
R AIR
E
S
S DOOR SEAL
TEST OFF SOLENOID
TEST (N.C.)
GROUND
CABIN PRESSURE LEFT LANDING GEAR

CONTROL SWITCH SAFETY SWITCH
CABIN 1000
ALT Pressurization Control
FT Circuit
9 *LJ-765
10 & After
8 11
DEPRESSURIZATION 30 35 and allows air to be drawn into the duct system by the
7
forward blower. This air will mix with recirculated cabin

6
air, be cooled by the air conditioner (if operating), and

13
23 2 5
If the aircraft becomes unpressurized during flight,

ACFT ALT be distributed through the cabin duct system.
5
1000 FT
accomplish memory items then consult the QRH or
21
AFM/POH EMERGENCY RATE

checklist. CABIN
4
15
-1
17 19
3 CRACKED
ALT OR SHATTERED
An amber or red ALTM WARN M (C90, C90A, and early
0
WINDSHIELD
2 1
I A
C90B) annunciator will
N illuminate when the cabin
X
altitude exceeds 10,000 feet, or a red CABIN ALT HI
(later C90B) annunciator when cabin altitude exceeds
If the windshield cracks or shatters during flight consult
12,500 feet.
WARNING DEPRESSURIZE
the QRH CABIN
BEFOREprocedures
or AFM/POH for abnormal procedures. These
LANDING will include reducing the pressurization
differential to a lower value by adjusting cabin altitude,
VENTILATION pressurization control, or descending the aircraft.
At least two sources of fresh air are available when the

aircraft is flying unpressurized. CRACKED COCKPIT OR CABIN
SIDE WINDOW
The first source is simply the engine bleed air operating
normally with the outflow valve fully open, preventing
the cabin from pressurizing. In the event a cabin window or cockpit side window
cracks during flight, the crew and passengers should
The second source of fresh air is a check valve in use oxygen, as required. Make sure to secure seat belts
the nose section of the aircraft. When the cabin is and shoulder harnesses. Crew should adjust pressurization
pressurized a spring loaded check valve is held shut. controller to depressurize the aircraft. Consult your aircraft’s
With no cabin pressurization, the valve pops open AFM/POH for procedures.

July 29, 2015
12-3 Pressurization
90A/C90B (LJ-1138 thru LJ-1295)
PRESS
FAULT K
T
E
WARNING
PUSH TO RESET

INDICATORS
R ENG FIRE ------------ ------------
PROP SYNC ON BAGGAGE CABIN ALT WARN RH IGN IND RH FIRE RH FUEL R GEN OUT DIM PRESS
------------ GLARESHIELD
RDOOR OPEN
AUTOFEATHER RDOOR OPENON
IGNITION PRESSURE
ARM
RH NO FUEL
LH FUEL O ST
T
L GEN OUT LH FIRE LH IGN IND --------------- PROP REV BATTERY PROP SYNC ON T E BAGGAGE CAB
FAULT PRESSURE NOT READY CHARGE DOOR OPEN DOOR
WARNING
PUSH TO RESET
TRANSFER ARM
PRESS
T
E
WARNING
PUSH TO RESET
PRESS
O T ST
WARNING CAUTION
T
E
B (LJ-1138 thru LJ-1295)

PRESS
BAGGAGE Cabin pressure altitude exceeds RH FUEL 12,500 feet (C90B) or 10,000 feet
NC A/P
ON TRIM
R ENG FAILOPEN
FIRE CABIN ALTCABIN
R OIL DOOR
PRESS HIOPEN Ror
CABIN ALT WARN
FUELLDOOR
PRESS BAGGAGERHDOOR
IGN IND ---------- RH FIRE R ENGPRESSURE
FIRE R GEN OUTR FUEL PRESSDIM
R OIL PRESS SS
P R ETIES
DOOR O T ST (90,
IGNITION ON L AUTOFEATHER C90-1, C90A/B)
------------ L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN MAN CLOSE BAT TIE OPEN BATTERY
T
E
SSFEED --------------- --------------- --------------- A/P TRIM FAIL RH AUTOFEATHER RH NO FUEL R CHIP DETECT
LR GEN TIE OPEN BAT TIE
CHIP DETECT R NO FUEL XFR OPEN R GEN TIE OPEN
R DC GEN PITCH TRIM OFF ---------- ARM R CHIP DETECT R
TRANSFER NO FUEL XFR R DC GEN
L FUEL PRESS L OIL PRESS L ENG FIRE ------------ O
----------- T INVERTER A/P FAIL A/
T
TES
FUELTAXI
CROSSFEED
The left bleed air valve switch is in theLDG
CLOSED position (airplanes LJ-1688,LJ-1689,LJ-1691
LDG LIGHT HYD
L BL FLUID LO BATTERY
AIR OFF CHARGE
R BL AIR OFF EXT POWER P R E S S---------- TAXI LIGHT L NO
L DC GEN
L BL AIR OFF R BL AIR OFF
FUEL XFR RVS NOT READY L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL ---------- LG
and after)
O T ST
WARNING CAUTION
T
E

July 29, 2015
12-4 Pressurization
95)

BAG DOORraining
OPEN T
EXT PWRanual M

------------ ------------
R AUTOFEATHER GLARESHIELD
R IGNITION ON
ARM
RH NO FUEL
O T ST
T
E

Continued

Continued

Continued
UT A/P DISC
LH GEN A/P LHTRIM
GEN ------------ RHCABIN
GEN DOOR RH GEN------------ R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN OUT
OUT OUT OUT OUT
LH BLEED AIR LH BLEED AIR RH BLEED AIR Melted
RH BLEED AIR or failed bleed air failure warning line (except for low power
or
DY RLOIL PRESS
LINE
GEN RLINE
FAILURE
TIE OPEN MANFUEL PRESS BAT TIE OPEN
TIESFAILURE
CLOSE LINEBATTERY
FAILURE Rsettings,
GEN TIE OPENwhere
LINE FAILURE
CHARGE it may
R ENG ANTI ICE illuminate)
------------ Rairplanes
AUTOFEATHERLJ-502
R IGNITION toON LJ-667, and LJ-670)
The right bleed air valve switch is in the CLOSED position (airplanes LJ-1688,LJ-1689,LJ-1691
ADYL LBL AIR
CHIP OFF L ENG
DETECT R ICE
BL FAIL
AIR OFF
R ENG ICE FAIL
and ----------
after) L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FUEL XFR R DC GEN

July 29, 2015
12-5 Pressurization
NORMAL OPERATIONS and an increase in air noise. This opening of the

flapper door can be prevented by ensuring that the
cabin Altitude Selector is properly set to 500 feet
above the landing pressure altitude and maintaining
CONTROLLER SETTINGS speeds below 180 KIAS in the landing pattern.
Prior to takeoff the cabin altitude selector is set so If ram air enters the evaporator plenum through the
the ACFT ALT scale is at approximately 1000’ above flapper door, it is mixed with cabin air, (which is forced
the planned aircraft cruise altitude or at least a cabin into the evaporator plenum by the vent blower), and
altitude of 500’ above takeoff field pressure altitude. then ducted around the electric heater and mixing
The rate knob if set at the 12 o’clock position index plenum and into the ceiling outlet duct.
mark will provide the most comfortable rate of cabin
climb. During descent and in preparation for landing
the cabin altitude should be set to indicate a cabin ABNORMAL PROCEDURES
altitude of approximately 500 feet above landing field LJ-1138 AND AFTER, EXCEPT FOR LJ-1146
pressure altitude.
SYSTEM TEST
Abnormal procedures include but are not limited to
To test the pressurization system, a TEST function
is included on the CABIN PRESS switch. When the
CABIN PRESS switch is held in the TEST position
(it is spring loaded to PRESS), the left landing gear
CRACKED OR SHATTERED WINDSHIELD
squat switch is bypassed. This closes the safety valve,
(NOT INCLUDED FOR LJ-502 THROUGH LJ-667 AND LJ-670)
allowing the aircraft to pressurize on the ground.
CRACK IN ANY SIDE WINDOW (COCKPIT OR CABIN)
VENTILATION
Fresh air ventilation is provided by two sources. One EMERGENCY PROCEDURES

source is the bleed air heating which is available
during pressurized and unpressurized flight. The
second source of fresh air, which is available during
the unpressurized flight only, is outside air obtained
from a ram air scoop on the left side of the nose.
The ram air enters the evaporator plenum through a
flapper door. The flapper door is forced open by ram
LOSS OF PRESSURIZATION
air during unpressurized flight when the air speed is
above approximately 180 KIAS. Below approximately HIGH DIFFERENTIAL PRESSURE
180 KIAS, the door is held closed by an electromagnet,
preventing the fresh air from entering the cabin. If the
Cabin Pressurization switch is placed to the DUMP
position, power is removed from the electromagnet
LIMITATIONS
allowing the flapper door to open at all airspeeds.
During pressurized flight the flapper door is held closed Normal Operation 35,000 feet
by cabin pressure.
NOTE Maximum Cabin Pressure Differential 6.6 psi
As cabin ∆P approaches zero during a descent,

the flapper door may be forced open by ram air at
airspeeds above approximately 180 KIA, causing
a rapid depressurization of the remaining cabin ∆P

July 29, 2015
12-6 Pressurization
HYDRAULIC POWER
SYSTEMS
H ydraulic power systems are covered within the

Landing Gear and Brakes chapter, AS-14.

July 29, 2015
Hydraulic Power Systems

July 29, 2015
Hydraulic Power Systems
assemblies include the air-oil shock struts, wheel and

LANDING GEAR AND tire, drag brace, torque knee, and brake assembly. The
air-oil shocks are used to support the aircraft weight
BRAKES while on the ground, as well as to provide shock
absorption during landing and taxiing. The drag brace is
used to extend and retract the landing gear assemblies,
T he King Air C90 series is equipped with retractable

tricycle type landing gear. Beechcraft utilizes two
different landing gear retraction/extension systems for
as well as aid in locking the landing gear assemblies in
the down position. The torque knee allows the air-oil
shocks to compress and extend in addition to keeping
this series. King Air C90s utilize an electro-mechanical the wheel assemblies in line with the longitudinal axis
system; C90As and C90Bs utilize a hydraulic system. of the aircraft. The brakes provide stopping force to
The landing gear is actuated by the LDG GR CONT stop the aircraft.
selector on the copilot’s left subpanel (LJ-502 through
MECHANICAL LANDING GEAR

(PRIOR TO LJ-1063)
OPERATION
King Air C90s (up to LJ-1062), utilize an electro-

mechanical system for extending and retracting the
LJ-502 thru LJ-1062 LJ-1063 and after landing gear. The system consists of an electric motor
LJ-1062) or pilot’s right subpanel (LJ-1063 and after). that turns a gear box, which drives torque shafts to
The landing gear control handle must be pulled out raise and lower the main gear and drives a chain that
of detent to move it from the UP or DN position. The extends and retracts the nose gear. Notched hook and
landing gear system consists of nose and main gear plate attachments fitted to each main gear drag brace
assemblies, drive system, actuators, gear doors, and over center action of the nose gear drag brace act
landing gear control switch, and 2-ampere landing as down locks. The jack screw actuators hold the gear
gear relay circuit breaker. The nose and main gear up and locked.
Mechanical Landing Gear Motor and Linkage

July 29, 2015
Landing Gear
HYDRAULIC LANDING GEAR

SYSTEM
(LJ-1063 AND AFTER)
OPERATION
After takeoff, the pilot selects the LDG GR CONT

selector to the UP position. This will energize the landing
gear power pack motor, which pumps pressurized
The electric motor that drives the gear box operates in hydraulic fluid to the retract side of the actuators. When
both directions to raise and lower the gear. To prevent the actuators extend/retract they move the drag brace,
the gear from over-extending, a relay closes when the which retracts/extends the landing gear assemblies.
gear reaches the fully extended position. The electric When the pilot selects the LDG GR CONT selector to
motor then momentarily becomes a dynamic break the DN position, hydraulic fluid is sent to the extend
(generator) and almost instantly stops the motion of the side of the actuators and extends the landing gear with
gear. the drag braces.
The 50 amp gear motor circuit breaker protects the The actuators are connected to the landing gear’s
system and is located on the pedestal circuit breaker drag brace. During gear operation, the actuators are
panel. A safety switch that prevents the gear from provided with pressurized hydraulic fluid from the
retracting on the ground is on the right main gear. hydraulic power pack to actuate the drag braces. In the
nose gear, the actuator extends to push the drag brace
MANUAL EXTENSION and extend the landing gear. For the main gear, the
actuators retract to pull on the top of the drag braces to
extend the landing gear assemblies (and vice versa).
Emergency landing gear extension is provided through
The nose gear actuator contains an internal mechanical
a separate, manually powered, chain drive system. If
lock, which will lock the actuator piston to hold the nose
a manual gear extension is necessary, always follow
gear in the down position. The main gears utilize a
checklist procedures in the EMERGENCY section of
notched lock link system to lock the mains down.
the AFM/POH. The manual gear extension system is
actuated by two handles that are located below and
The hydraulic power pack, located in the wing center
to the right of the pilot’s seat. To operate the system,
section, consists of a 28 VDC motor, pump, four-way
reduce airspeed to 120 kts, lift the emergency engage
selector valve, up-and-down selector solenoids, gear
lever, pull up and turn it 50° clockwise. This positions
up pressure switch, accumulator, and low fluid level
the manual extension gear and chain mechanism in
sensor. The pump is provided to pressurize hydraulic
the operating position and disengages the landing gear
fluid for landing gear operation. The four-way selector
motor. Pumping the long red handle up and down will
valve is used to direct pressurized hydraulic fluid to the
actuate the entire gear system through a series of gears
appropriate hydraulic plumbing lines. The up-and-down
and chains. The gear indicator lights will indicate when
selector solenoids actuate the selector valve and are
the gear is down and locked. Do not continue pumping
controlled by the LDG GR CONT selector. A gear up
after the gear down lights illuminate. Excessive
pressure switch is provided to stop electrical power to
pumping may damage the gear drive mechanism and
the motor when the gear has reached the up position.
bind the clutch so that the handle will not release it.
A manual extension hand pump is located on the floor
between the pilot’s seat and the pedestal.
Plumbing for the landing gear system is provided for

the normal extend mode, manual extend mode, and
retract mode. The plumbing lines are routed from the
power pack to each main gear actuator and the nose

July 29, 2015
Landing Gear
DETAIL A
Hydraulic Power Pack
gear actuator. Separate plumbing is provided for retract For normal extension and retraction, hydraulic fluid is
and extend modes and is mounted on opposing sides provided from the power pack reservoir. For manual
of the actuators. This is because the pump only pumps extension, some hydraulic fluid is available only to the
in one direction, thus the plumbing lines are routed to hand pump. Fluid under pressure from the hand pump
the ‘extend’ and ‘retract’ sides of the actuators. is then routed to the landing gear actuators, extending
the gear. The manual hand pump can only extend the
Additionally, there is separate plumbing for the manual gear, it cannot retract it. After a manual gear extension
extend mode; if there is a failure of the normal extension the pump handle may be stowed out of the way.
plumbing lines the gear can still be extended manually.

July 29, 2015
Landing Gear
N TIES CLOSE BAT TIE OPEN BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITI

LEGEND
LANDING GEAR
EXTENSION LINE
LANDING GEAR EMERGENCY

EXTENSION LINE
LANDING GEAR
RETRACTION LINE
HYDRAULIC FLUID
SUPPLY LINE
NOSE LANDING GEAR

BLEED AIR/VENT LINE ACTUATOR
HAND OPERATED PUMP
SERVICE VALVE
LEFT MAIN LANDING RIGHT MAIN LANDING

GEAR ACTUATOR GEAR ACTUATOR
ACCUMULATOR POWER PACK
FILL RESERVOIR OVERBOARD VENT

WITH ORIFICE CHECK VALVE
BLEED AIR MANIFOLD
Hydraulic Landing Gear Systems Schematic

TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL PRESS R FUEL
HYDRAULIC FLUID INDICATION SYSTEM ACCUMULATOR
N TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FUEL XFR R DC
A low fluid level sensor will An accumulator located in the left wing acts as a
CROSSFEED HYD FLUID LO illuminate
BATTERY CHARGE
the HYDEXT POWER
FLUID LO ----------
cushion LDG TAXI
against pressure surges in the Lsystem.
LIGHT BL AIR ItOFF
is R BL AI
annunciator if the hydraulic fluid designed to aid in maintaining the system pressure in
level in the landing gear power pack becomes critically the gear up position. The accumulator is pre-charged
low. with nitrogen at 800 ±50 PSI.

July 29, 2015
Landing Gear
RETRACTION AND EXTENSION When the annunciator PRESS TO TEST switch on the
pilot’s right subpanel is depressed, a self-test circuit is
energized and allows the system to test the internal
This section describes function of the hydraulic landing
circuitry of the HYD FLUID LOW sensor. When the self-
gear extension and operation in detail. A diagram of the
test is completed, the HYD FLUID LOW annunciator
landing gear power pack and the hydraulic plumbing is
will illuminate. This annunciator may delay for up to
included to illustrate system description.
5 seconds after pressing the annunciator PRESS TO
TEST switch.
By selecting the LDG GR CONT handle to the up
position, the gear up solenoid (mounted on power pack)
The LDG GR CONT selector circuit is protected through
is energized to actuate the gear selector valve. This
a 2-ampere circuit breaker placarded LANDING GEAR
allows the system fluid, which is under pressure from
RELAY located on the pilot’s right subpanel. This circuit
the pump, to flow to the retract side of the actuators.
breaker is pulled in abnormal situations. The power
The main gear assembly moves forward and the nose
pack is protected from extended use by a time delay
gear assembly moves aft during retraction into the
circuit. If the power pack motor is energized for longer
wheel wells. As the actuator pistons move to retract the
than approximately 16 seconds, the time delay circuit
landing gear, the hydraulic fluid in the actuators exits
will interrupt power to the power pack motor and trip the
through the normal extend port of the actuators and is
LANDING GEAR RELAY circuit breaker.
sent back to the power pack through the normal extend
plumbing. When the hydraulic fluid enters the power The maximum landing gear extend speed is 156 KIAS
pack, the gear selector valve directs the return fluid to (C90) or 182 KIAS (C90B). The maximum landing gear
the primary reservoir. The landing gear is held in the retract speed is 129 KIAS (C90) or 163 KIAS (C90B).
UP position by hydraulic pressure. When the landing
gear system pressure reaches the high-pressure limit, Often in the training environment or if a quick return
the gear up pressure switch will interrupt power to the to an airport is required, the landing gear must be
pump motor. This same pressure switch will activate cycled frequently. The landing gear system is limited
the pump motor if the system pressure drops to the low- in operation when continuous cycles are desired. The
pressure limit while in flight with gear up. Occasionally landing gear is limited to 1 cycle with 5 minutes between
during flight, the crew will hear what sounds like a each cycle. After 6 cycles a 15 minute rest is required.
motor running intermittently. This is most likely the
power pack motor energizing to maintain pressure
MANUAL EXTENSION
in the lines to hold the gear in the up position. The
accumulator helps to maintain system pressure in the
gear up mode. As the pressure in the system drops off, Manual gear extension is accomplished with a
the accumulator will provide system pressure to keep manually powered hydraulic system. A hand pump,
the pressure above the low-pressure limit. If pressure located on the floor between the pilot’s seat and the
drops off below the low-pressure limit and below what pedestal, placarded LANDING GEAR ALTERNATE
the accumulator can provide, the power pack motor EXTENSION, is used to operate the manual hydraulic
will engage and pump system pressure back up to the pump. The manual hydraulic pump is used when
high-pressure limit. emergency extension of the landing gear assemblies is
required or for practice manual landing gear assembly
In the event that the hydraulic fluid in the landing extension. To extend the gear with the manual hydraulic
gear power pack becomes critically low, a yellow pump, pull the LANDING GEAR RELAY circuit breaker
HYD FLUID LOW annunciator will illuminate on the on the pilot’s right subpanel and then place the LDG
caution/advisory panel. A sensing unit illuminates this GR CONT handle in the DN position. Remove the
annunciator. Refer to the Abnormal Checklist in the alternate extension pump handle from the securing clip
AFM/POH for appropriate procedures. and pump the handle up and down to extend the gear
Even with the landing gear hydraulic (always refer to the Abnormal Checklist in the AFM/POH
fluid in a low condition, the landing gear for abnormal procedures). When the handle is pumped,
can still be extended. The HYD FLUID hydraulic fluid is drawn from the hand pump port of the
LOW system incorporates an optically power pack into the pump and exited under pressure
operated sensing unit to sense low from the hand pump. Fluid, under pressure from the
hydraulic fluid level in the power pack. pump, is routed to the power pack hand pump pressure

July 29, 2015
Landing Gear
port in each actuator. This will cause the actuator bearings and are attached to the axles with a washer, a
pistons to move the drag braces and extend the landing nut, and a cotter pin. These retaining devices should be
gear assemblies. The fluid in the actuators then exits checked prior to flight for security as wheels have come
through the normal retract port of the actuators and is off in the past. The
sent back to the power pack through the normal retract brake assemblies
plumbing. The fluid that is routed to the power pack mounted on the main
hand pump pressure port from the hand pump unseats gear assemblies
the internal hand pump dump valve to allow the return are hydraulically
fluid to flow into the primary reservoir. The crew should actuated. Each main
continue to pump the manual hydraulic pump handle up gear incorporates a
and down until the three green gear down annunciators multi-disc, metallic
have illuminated. After the three green annunciators lined brake assembly. Drag braces are used in the
have illuminated, stow the manual hydraulic pump retraction and extension process and aid in locking the
handle in the clip. landing gear assemblies in the down position. The drag
braces lock approximately 2° over center. The torque
links on the main landing gear assemblies are installed
LANDING GEAR ASSEMBLIES to allow the shock strut to compress, extend, and to
resist rotational forces. This keeps the wheels aligned
with the longitudinal axis of the aircraft. Shock struts
The landing gear assemblies consist of several are used to support aircraft weight and provide a shock
components. The nose landing gear assembly includes absorbing function for aircraft movement on the ground.
wheel and a 6.50x10 6 ply tire, shock strut, torque link,
drag brace, nose wheel steering bell crank, and shimmy The landing gear doors consist of a two-piece nose
damper. The nose wheel is a two piece magnesium unit gear door and two sets of main gear doors. The main
that rotates on roller bearings and is retained on the gear doors are hinged at the sides with a hinge that
axle with two washers, a nut, and a cotter pin. During runs the entire length of the gear door. The hinge rod
preflight, the crew should ensure the security of the nose is secured at the aft end of the hinge by a single screw.
wheel by checking that all of these retaining devices The hinge rod securing screw should be checked
are installed. The shock strut is installed for shock during preflight. The main gear doors are spring loaded
absorbing functions and is filled with a combination of open and will shut when the gear is retracted. This is
air and hydraulic fluid. The aircraft should not be moved accomplished with two rollers on each main gear that
with a flat shock strut. The torque link on the nose gear engage the door actuating cams and pull the doors
assembly is installed to allow shock strut compression closed. During preflight, the rollers and cams should
and extension as well as to transmit steering motion to be checked for excessive wear. When the landing gear
the nose wheel from the rudder pedals. A drag brace doors are closed, they cover the top braces of each
is used for the extension and retraction of the gear landing gear and leave the bottom portion of the wheel
assembly and also to aid in holding the gear assembly exposed.
in the down position.
The nose gear steering is accomplished by a LANDING GEAR POSITION AND

mechanical linkage system from the rudder pedals to
the nose wheel. The nose wheel may be turned 14° WARNING SYSTEM
to the left of center and 12° to the right with the rudder
pedals. When rudder pedal displacement is augmented To verify landing gear position, the system provides two
by a wheel brake, the nose wheel deflection can be red in-transit lights located in the landing gear (LDG
increased considerably. When the nose gear is
retracted the nose wheel is automatically centered and
the steering linkage becomes inoperative.
Each main wheel gear assembly consists of a single

wheel and an 8.50x10 8 ply (or 10 ply tire, for longer
service, may be installed), brake assemblies, drag
brace, torque link, and a shock strut. The main gear
wheels are aluminum type wheels that rotate on roller
July 29, 2015
Landing Gear
Mechanical Landing Gear Assembly

GR CONT) handle. Located next to this handle either during specific flight profiles. When the landing gear is
on the copilot’s left subpanel with 3 green lights on top not down and locked, the flaps are up or approach, and
of the pedestal (C90), or on the pilot’s right subpanel either or both power levers are below a certain power
with 3 lights placarded NOSE – L – R (C90A/B). When level, the warning horn will sound intermittently and
the red in-transit lights located in the gear handle the landing gear control handle lights will illuminate (if
illuminate, the landing gear is in-transit or unlocked. handle lights are installed). The horn can be silenced by
The red in-transit lights may be checked by pressing pressing the gear horn silence button located adjacent
the HDL LT TEST push button switch located adjacent to the LDG GR CONT handle (LJ-1306 and after, the
to the LDG GR CONT selector. Ensure that both light horn silence button was moved to the left power lever).
bulbs illuminate for this test. When the landing gear The lights in the landing gear control handle cannot
assemblies reach the up or down limit position and all be cancelled. The landing gear warning system will
three up/down limit switches are satisfied, the red in- be reset if the power levers are advanced sufficiently.
transit lights will extinguish. Illumination of the green When the flaps are beyond the approach position, the
lights or green NOSE – L – R annunciators indicates warning horn and landing gear control handle lights will
that the landing gear assemblies are down and locked. be activated regardless of the position of the power
When each individual gear leg’s drag brace locks levers and neither can be cancelled. On serials prior
down, a gear position switch is tripped that illuminates to LJ-986, anytime either power lever is retarded below
the green NOSE – L – R gear position annunciators in approximately 1/3 travel and gear is up, the warning
the cockpit. horn will sound. The horn can be canceled by pressing
the HORN SILENCE button. If flaps are lowered the
A landing gear warning system is included to warn horn will sound and cannot be canceled until the gear
the pilot that the landing gear is not down and locked is lowered.
July 29, 2015
Landing Gear
The torque plate is fastened to the piston housing

BRAKE SHUTTLE VALVES assembly with nuts, washers, and bolts. A carrier and
(Installed only with the “parallel” braking system)
lining assembly is installed between two rotors discs
and three segmented carrier, lining, and torque button
assemblies are installed on the outside of each disc.
One set of three is attached to the piston housing
FROM PILOT’S FROM assembly, the other to the torque plate. Automatic
MASTER COPILOT’S
CYLINDER MASTER
adjustment is provided by a pin, spring, retainer, nut,
CYLINDER and adjustment housing. Heat is shielded from torque
plate and piston housing assembly by insulators.
After the pilot’s brake pedals (left side) have been

depressed to build up pressure in the brake lines, left
TO BRAKE
and right parking brake check-valves can be closed
To prevent accidental gear retraction when the aircraft simultaneously by pulling out the parking brake control
is on the ground, weight on wheels switches, or squat knob. This retains the pressure in the brake lines.
switches, disrupt power to the landing gear motor and
the landing gear downlock solenoid (J-hook). C90s The parking brake is released by depressing the pilot’s
have only one squat switch located on the right main pedals to equalize the pressures on both sides of the
gear. When the right main strut is compressed power is valve, then pushing the parking brake handle in to open
removed from the landing gear control circuit. The right the valve, followed by releasing the pedal pressure.
main landing gear squat switch (or switches in C90A/ Brake pedals on later model C90As and C90Bs are
Bs) also powers the landing gear downlock solenoid plumbed in series, eliminating the need for the shuttle
(J-HOOK) when the aircraft is on the ground. The valve. When the pedals are depressed it compresses
J-HOOK is a mechanical arm that secures the LDG GR the piston rod in the master cylinder attached to each
CONTROL handle in the down position. The J-HOOK rudder pedal. The hydraulic pressure that results from
can be manually released using the DN LCK REL (C90) the movement of the pistons is transmitted through
or DOWN LOCK REL (C90A/B) button in the event of a flexible hoses and fixed aluminum tubing to the disc
malfunction of the J-HOOK circuitry. brake assembly on each main landing gear wheel.
Hydraulic fluid is supplied to the master cylinders from
a reservoir mounted in the nose avionics compartment.
BRAKING SYSTEM
Dual parking brake valves are installed in the lines
between the master cylinders and the wheel brakes.
Dual hydraulic brakes are operated by depressing the The parking brake control, placarded PARKING
toe portion of either the pilot or copilot’s rudder pedals. BRAKE on the console, controls the parking brake
On C90 aircraft (not C90A or C90B), there is a shuttle valves. After the brake lines have been pressurized by
valve that allows either set of pedals to actuate the depressing the toe portion of the rudder pedals, both
brakes. (Note that the AFM/POH has a warning for C90s valves can be closed simultaneously by pulling on the
that pumping of the brakes by one pilot and continuous PARKING BRAKE knob. This will trap the pressure in
pressure on the brakes by the other pilot may result the lines and keep pressure on the brake assemblies.
in reduced braking capability. Normal brake function The parking brake can be released by depressing the
can be recovered by removing all pressure from the pedals briefly to equalize pressure on both sides of the
continuous pressure side.) The depression of either set valves, then pushing the PARKING BRAKE knob to
of pedals moves the piston rod and the piston in the open the valves.
master cylinder attached to each pedal. The hydraulic
pressure resulting from the movement of the pistons A thorough preflight of the brake assemblies should be
in the master cylinders is transmitted through flexible done by the crew. Check all hydraulic lines and hoses
hoses and fixed aluminum tubing to the multiple disc for fraying, damage, or cracking. Test the parking brake
brake assemblies on the main landing gear wheels. for proper function. Depress the brake pedals to check
This pressure forces the brake pistons on the wheel to for resistance, indicating the system is functioning
press against the multiple linings and discs of the brake properly. Also check the brake assemblies and pads for
assembly. wear.

July 29, 2015
Landing Gear
LEGEND
Brake System - Parallel System with shuttle valve (not C90 A or C90 B)

July 29, 2015
Landing Gear
90A/C90B (LJ-1138 thru LJ-1295)
R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN OUT

PRESS
FAULT K
T
E
R ENG ICE FAIL WARNING
R ENG FIRE ------------ ------------
PUSH TO RESET
R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITION ON

INDICATORS
GLARESHIELD
LH FUEL LH FIRE LH IGN LIND

LH FUEL
GEN OUT --------------- PROP
LH REV
FIRE LHBATTERY
IGN IND PROP SYNC ON
--------------- BAGGAGEBATTERY CABIN
PROP REV BAGGAGE
PROP SYNC ONALT WARN CAB
PRESSURE FAULT PRESSURE NOT READY CHARGE NOT READY CHARGE
DOOR OPEN DOOR OPEN
DOOR OPEN RH IGN
DOOR
WARNING
LH NO FUEL LH AUTOFEATHER L CHIP DETECT LH NO FUEL LH AUTOFEATHER A/P DISC SMOKE --------------- INVERTER OUT FUEL CROSSFEED ---------------
A/P--------
PUSH TO RESET
A/P DISC SMOKE
TRANSFER ---------------
ARM INVERTER OUT FUEL CROSSFEED --------------- --------------- --------------- TRIM
90A/C90B (LJ-1138 thru LJ-1295)

TRANSFER ARM
C90 and C90-1 Note: yours may differ
PRESS
T
E
WARNING
PUSH TO RESET
PRESS
O T ST
WARNING CAUTION
T
E
B (LJ-1138 thru LJ-1295)

---------- R ENG FIRE R OIL PRESS R FUEL PRESS

---------- R CHIP DETECT R NO FUEL XFR
PRESS
R DC GEN
---------- LDG TAXI LIGHT L BL AIR
Landing OFF lights
L IGNITION R BLor
ON L AIR OFFlights on
taxi
AUTOFEATHER with landing
------------ gear
L ENG ANTI ICE UP------------ RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY
O T ST
T
L OIL PRESS L ENG FIRE ------------ ----------- INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR -----
PRESS
PROP REV Propeller levers are not inBAGGAGE the high rpm, low pitch position with the
REL NO FUEL
LH XFR
IGN IND MASTER
RVS NOT READY Lor
--------------- MASTER
CHIP DETECT L ENG ICEBATTERY
FAIL OR ENG ICE FAIL
PROP SYNC ON---------- ON RLIGNITION CABIN
GEN TIEONOPEN BAT TIER AUTOFEATHER
OPEN
ALT WARN R GEN
L ENGTIE
RHOPEN PITCH
IGNRIND TRIM OFF
RH TIES CLOSE-----
FIRE
WARNING NOT READY
CAUTION CHARGE
landing T Egear
ST extended L IGNITION
DOOR OPEN DOOR L AUTOFEATHER
OPEN ANTI-ICE ENG ANTI-ICE MAN FUE
T
ATHER PUSH TO RESET PUSH TO RESET RH AUTOFEATHER

M R IGNITION
A/PON
DISCL AUTOFEATHERSMOKER AUTOFEATHER L ENG INVERTER
--------------- ANTI-ICE OUT
R ENGFUELANTI-ICE MAN TIES---------------
CROSSFEED CLOSE FUEL CROSSFEED HYD FLUID
--------------- LO BATTERYA/P
--------------- CHARGE
TRIM FAILEXT POWER ARM -----

July 29, 2015
Landing Gear
95)

BAG DOORraining
OPEN T
EXT PWRanual M
A/P TRIM ------------ CABIN DOOR ------------ R NO FUEL XFR R CHIP DETECT R FUEL PRESS R GEN OUT
LDG/TAXI LIGHT GLARESHIELD

HYD FLUID LOW BAG DOOR OPEN EXT PWR R ENG ICE FAIL R ENG FIRE ------------ ------------
MAN TIES CLOSE BAT TIE OPEN BATTERY CHARGE R GEN TIE OPEN R ENG ANTI ICE ------------ R AUTOFEATHER R IGNITION ON
ARM
RH NO FUEL
O T ST
T
E

Continued

Continued

Continued
BATTERY PROP SYNC BAGGAGE
Synchrophaser CABIN
turned on;ALT
must be turned ------------
offIND
beforeR AUTOFEATHER
landing. RH FUEL
DY LCHARGE
GEN TIE OPEN MAN TIES CLOSEONBAT DOOR OPEN
TIE OPEN BATTERY DOOR
CHARGE OPEN
R GEN TIE OPEN R ENG ANTI ICERH IGN
WARN RH FIRE PRESSURE
R IGNITION ON R GEN OUT DIM PRESS
A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE RHRAUTOFEATHER
OIL PRESS RRH
FUEL PRESS
NO FUEL R CHIP DETECT
INVERTER OUT FUEL CROSSFEED --------------- --------------- --------------- A/P TRIM FAIL ARM TRANSFER
E ------------ ----------- INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR ---------- R ENG FIRE R OIL PRESS R FUEL PRESS O T S
L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R NO FUEL XFR R DC GEN T E
FUEL
HER CROSSFEEDL ENG
R AUTOFEATHER HYD FLUID
ANTI-ICE R ENG Hydraulic
LOANTI-ICE
BATTERY TIES CLOSEfluid
MANCHARGE EXT
FUEL isPOWER
low HYD
CROSSFEED in the hydraulic
FLUID---------- fluid reserve
LDG TAXI
LO BATTERY CHARGE EXT LIGHT
POWER L----------
BL AIR OFF R BL AIR
LDG TAXI LIGHT L BLOFF
AIR OFF R BL AIR OFF

July 29, 2015
Landing Gear
The hydraulic brake reservoir located in the nose ABNORMAL PROCEDURES

avionics compartment should be checked by
maintenance personnel for adequate fluid quantity.
NORMAL OPERATIONS HYDRAULIC FLUID LOW
LANDING GEAR MANUAL EXTENSION

RETRACTION AND EXTENSION
LIMITATIONS
MECHANICAL
The C90 and C90-1 aircraft utilize a mechanical gear The maximum landing gear extend speed is 156 KIAS
system driven by an electric motor. A 28-volt motor (C90) or 182 KIAS (C90B). The maximum landing gear
extends and retracts the landing gear. The electric retract speed is 129 KIAS (C90) or 163 KIAS (C90B).
motor is located on the forward side of the center
section main spar. The gear system is protected from The LDG GR CONT selector circuit is protected through
electrical overload by a 50 ampere circuit breaker a 2-ampere circuit breaker placarded LANDING GEAR
located on the pedestal circuit breaker panel. Landing RELAY located on the pilot’s right subpanel. This circuit
gear retraction on the ground is prevented by a safety breaker is pulled in abnormal situations. The power
switch on the right main strut that opens when the pack is protected from extended use by a time delay
strut is compressed. In addition, the safety switch circuit. If the power pack motor is energized for longer
actuates a solenoid-operated downlock hook, which than approximately 16 seconds, the time delay circuit
prevents attempts to raise the landing gear handle on will interrupt power to the power pack motor and trip the
the ground. If for any reason the hook should fail, or LANDING GEAR RELAY circuit breaker.
for maintenance purposes, the lock can be manually
overridden by depressing the red button labeled DN The landing gear is limited to 1 cycle with 5 minutes
LCK REL. between each cycle. After 6 cycles a 15 minute rest is
required.
HYDRAULIC
The landing gear system on the C90A and C90B models

is electrically controlled and hydraulically actuated.
This type of gear system is also seen on the later model
King Air 200’s. This type system uses folding braces,
called “drag legs” to lock in place when the gear is fully
extended. When retracted, the landing gear is held in
the up position by hydraulic pressure. Each landing
gear has a hydraulic actuator for operation.
The landing gear system is operated by a hydraulic

power pack and hydraulic actuators. The hydraulic
power pack is located under the cabin floor-board, just
forward of the main spar.

July 29, 2015
Landing Gear
system that will actuate the elevator trim tabs and must
FLIGHT CONTROLS be turned on with the ELEV TRIM switch located on the
center console. When the ELEV TRIM switch is on, the
switches on each pilot control yoke control operation of
T he aircraft utilizes conventional, cable-operated
flight controls for all surfaces except the flaps. They
require no power assistance for normal control. The
the electric elevator trim.
The stall warning system consists of a transducer, a

ailerons and rudder are conventional type. The flaps lift computer, a warning horn, and a test switch. The
and elevator trim are electrically powered. If installed, system utilizes these components to give the pilots
the yaw damp/rudder boost system is an independent, adequate forewarning of an impending stall condition.
self-contained unit. The yaw damp system senses
changes in the aircraft’s heading and automatically
compensates with the rudder. This is to aid the pilot
with directional control. The rudder boost system
FLAP SYSTEM
(C90B) senses bleed air pressure from each engine. If
there is a great enough difference in bleed air pressure
(normally experienced in an engine failure), the rudder
boost system will deflect the appropriate rudder to
assist the pilot in aircraft control. Although, the rudder
boost system is designed to assist the pilot with heading
control, trimming of the rudder is still necessary.
All primary flight control surfaces are manually controlled

through cable-pulley-bell crank systems. Dual control
yokes are provided to allow flight control operation by
either pilot or copilot. The yokes are interconnected
by a T-bar located behind the instrument panel. The
rudder pedals and the nose wheel steering are also There are two flaps on each wing driven by an electric
connected by linkage below the crew compartment motor. The electric motor drives the gearbox, which
floor. The rudder pedals are adjustable by pressing drives four flexible driveshafts. The driveshafts are
the pedal adjust lever mounted on the inside of each connected to jackscrews, which adjust the position
rudder pedal. Ailerons, elevators, and rudder may be of the flaps. The flap motor incorporates a magnetic
secured with the control locks installed. Ensure that the clutch and a potentiometer (driven by the right inboard
control locks are removed before starting, taxiing, and flap) that helps to prevent over-travel of the flaps.
towing the aircraft. The potentiometer also sends a signal to the FLAPS
position indicator on the center pedestal, forward of the
The two flaps installed on each wing are operated
power levers.
by an electric motor-driven gearbox. The gearbox
is connected to four flexible drive shafts; each is The flaps are controlled by the FLAP lever on the center
connected to a thread type jackscrew at each flap. The pedestal, just aft of the condition levers. There are three
flaps may be set to UP, approach, and down positions. positions for the FLAP lever: UP, APPROACH, and the
Flap position is indicated on the center pedestal just DOWN (100%). By sliding the FLAP lever to the right
forward of the power levers. and down, it will move to the APPROACH position;
When selecting any
The trim tabs for the control surfaces are located on
of the FLAP positions,
the left aileron, rudder, and each elevator. The tabs are
power is sent to
controlled by the pilots using the trim control knobs on
the electric motor,
the center pedestal. Turning the trim controls will apply
turning the gearbox,
control forces in the direction of rotation. The amount
turning the flexible
of trim applied is indicated on the individual trim control
driveshafts, turning
knobs.
the jackscrews, and
There is an optional electric motor-driven elevator trim finally pushing the
flaps to the approach

July 29, 2015
Flight Controls
position. When the the propeller blast. Accordingly, the bottom of the flaps
potentiometer on should always be checked carefully.
the right inboard
flap reaches the
A P P R O A C H ELECTRIC ELEVATOR TRIM
position, it will
remove power from
the electric motor and The optional electric trim
the flaps will stop in system can be controlled by
the selected position. four different switches; the
Moving the flap lever electric trim on/off switch on
to the right and down the center pedestal marked
will cause the lever to ELEV TAB CONTROL OR
stop at the DOWN position and the flaps to move to ELEV TRIM, 2 dual element
the full down position. Again, this will send power to the thumb switches with (one
electric motor, pushing the flaps down to the DOWN on each control yoke), 2
position. When the potentiometer in the right inboard trim disconnect buttons
flap reaches DOWN, power will be removed from the (one on each control yoke),
motor. and a circuit breaker labeled
PITCH TRIM located on the
On the C90 through the C90A, flaps can be selected to right side CB panel.
an intermediate position between approach and DOWN
by returning the flap lever to the APPROACH detent The pedestal mounted
when the desired intermediate position is reached. ELEV TRIM switch must
When the flaps reach a selected position, it is indicated be in the on position for
in percentage on the FLAPS indicator on the center the control wheel thumb
pedestal, just forward of the power levers. switches to operate. The
thumb switches activate
the elevator trim nose up
or nose down when both
elements of either thumb switch are rocked fore or aft.
In the case of dual inputs, the pilot’s switch will override
the copilot’s. Testing of the thumb switches is done by
moving each of the four switch elements individually
and moving two elements of the same switch in
opposite directions. During this portion of the test, no
trim movement should occur.
The trim disconnect button on each control wheel is a

bi-level type switch. If an autopilot is installed, pressing
Flap use is limited by airspeed. To select the flaps to either of these switches to the first level will disconnect
approach, the airspeed must be at or below 178 KIAS
(C90) or 184 KIAS (C90A/B) which is marked on the
airspeed indicator with a white triangle on the outer
edge of the gauge face. To select the flaps to DOWN,
the airspeed must be at or below 137 KIAS (C90) or
148 KIAS (C90A/B) as indicated by the white arc on
the airspeed indicator. Deploying the flaps above these
speeds may damage the flap system.
During preflight and postflight, the flaps should be

checked for alignment, security, and damage. Often,
the bottom of the flaps are damaged due to debris in

July 29, 2015
Flight Controls
the autopilot and yaw damper. Depressing the switch STALL WARNING SYSTEM
to the second level will disconnect the autopilot, yaw
damper, and electric trim system. If no autopilot is
installed, depressing the switch to the first detent will do The stall warning system is provided to give the pilot
nothing, pressing to the second detent will disconnect a precise pre-stall indication by activating the warning
the electric trim system. signal when specific lift coefficients are reached. The
system should give the pilot indication of an impending
The PITCH TRIM circuit breaker is another way to stall by activating the stall warning horn prior to an
remove power from the electric pitch trim system. actual stall condition. The system incorporates a lift
computer, the aural warning system, left landing gear
The manual trim wheel will operate the pitch trim any squat switch, a stall warning system test switch, and a
time regardless of the electric trim configuration. heated lift transducer.
The stall warning system uses the lift computer to

YAW DAMP SYSTEM process information from the lift transducer and the
flap potentiometer (in the right inboard flap segment).
The computer makes use of this information and
For yaw damp/autopilot system information, see the compensates for changes in airplane attitude, loaded
supplemental section in the AFM/POH for your aircraft. weight, and flap and gear position to sound the stall
warning. This will alert the crew to an impending stall
condition. When the aircraft is on the ground the stall
RUDDER BOOST SYSTEM warning system is deactivated through the left landing
gear squat switch.
The rudder boost system (C90A/B) is designed to assist

the pilot in maintaining directional control in the event of
an engine loss. The system consists of two pneumatic
boosting servos that move the rudder actuating cables
to help compensate for asymmetric thrust.
A differential pressure valve receives bleed air from

each engine. If the pressure varies between each
engine, a shuttle valve moves toward the low pressure
side (or the side of the engine losing power; loss of
engine power means The flap potentiometer provides inputs to the lift
that engine’s bleed computer for flap settings. These inputs are processed
air pressure will be by the lift computer to compensate for changes in angle
lost). At a preset point, of attack as a result of changing the configuration of the
the shuttle will trip a wing through application of the flaps.
switch that activates
the appropriate rudder To test the stall warning system on the ground, the crew
boost servo causing will push the STALL WARN TEST on the upper center of
the rudder to swing. instrument panel (LJ-1352 and prior) or center of pilot’s
Appropriate trimming still must be accomplished by the instrument panel over pilot’s ADI (LJ-1353 and after). A
pilot. good test will activate the stall warning tone; it should
be heard through the headsets and over the speakers.
The rudder boost is controlled by a switch labeled During the test function, the crew should also observe
RUDDER BOOST-OFF located on the center pedestal. movement of the vane on the lift transducer. The STALL
The switch must be in the RUDDER BOOST position WARN TEST switch bypasses the left landing gear
before flight. The preflight check of the rudder boost squat switch, thus allowing power to the system for
system is described in the Normal Operations section. test functions. This is a positive test of the stall warning
system; however, it does not verify that the system is
calibrated correctly (maintenance function) nor does it
verify the integrity of the flap potentiometer function.
July 29, 2015
Flight Controls
WARNING is a small example of things to check on the preflight/

postflight regarding flight controls. Consult the AFM/
The heater element protects the lift transducer
from ice, however, a buildup of ice on the wing may POH for a detailed list.
disrupt the air flow and prevent the system from
accurately indicating an incipient stall.
SAFE FLIGHT INDICATOR

(LJ-502 THROUGH LJ-1062)
The lift transducer also senses the angle of

attack for the optional Safe Flight indicator. This
information is transmitted as a relative speed
reading on the linear scale. The normal landing
approach speed is indicated when the needle
centers on the scale of the indicator. An approach
to a stall is indicated when the indicator needle is
near the left end of the scale.
PREFLIGHT AND POSTFLIGHT OF

CONTROL SURFACES
Ensure control locks are removed prior to inspecting the

flight control surfaces. The surfaces should be clean,
undamaged, and secure. Check to see that bonding
straps are installed at all hinge points. Check trim tab
actuators to ensure security and application of safety
wire. Check that all of the static wicks are installed. This

July 29, 2015
Flight Controls
Indicators on following page.

July 29, 2015
Flight Controls
90A/C90B (LJ-1138 thru LJ-1295)
PRESS
FAULT K
T
E
WARNING
PUSH TO RESET
PROP REV
NOT READY
BATTERY
CHARGE
DOOR OPEN
CABIN
DOOR OPEN INDICATORS
ALT WARN RH IGN IND RH FIRE RH FUEL
PRESSURE R GEN OUT D
--------------- INVERTER OUT FUEL CROSSFEED --------------- --------------- --------------- A/P TRIM FAIL RH AUTOFEATHER
ARM
RH NO FUEL
GLARESHIELD
WARNING
PUSH TO RESET
TRANSFER ARM
PRESS
T
E
WARNING
PUSH TO RESET
PRESS
O T ST
WARNING CAUTION
T
E
B (LJ-1138 thru LJ-1295)

OUT
LH FUEL
PRESSURE LH FIRE LH IGN IND --------------- PROP REV
NOT READY
BATTERY
CHARGE
DOOR OPEN
CABIN
DOOR OPEN ALT WARN

LH NO FUEL A/P
ETECTINVERTER LHFAIL
AUTOFEATHER
or Autopilot is disconnected
TRANSFER ARM A/P TRIMA/P
GENDISC
L FAILOUTCABIN ALT
L FUELSMOKE
HI CABIN
PRESS L CHIP---------------
DOOR
DETECT LBAGGAGE INVERTER
NO FUEL DOOR OUT
XFR FUEL CROSSFEED
----------
----------- ENG---------------
INVERTERROUT FIRE ---------------
A/P DISCR OIL PRESS
A/P TRIM R FUEL ---------------
PRESS
------------ A
CABIN
PRESS
R ENG ICE FAIL ---------- ------------ BAT TIE------------
L GEN TIE OPEN OPEN R GEN L ENG
TIE FIRE L ENG ICE
OPEN PITCH TRIM FUEL CROSSFEED
FAILOFF ----------ALTITUDE
R CHIP ----------
WARNDETECT LDG/TAXI
R NO FUEL XFRLIGHT RHYD
DC FLUID
GEN LOW BAG DO
R ENG ANTI-ICE OMAN
T E S TTIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL AIR OFF R BL AIR OFF
T
PRESS
O T ST
WARNING CAUTION
T
E

July 29, 2015
15-6 Flight Controls
95)

BAG DOORraining
OPEN T
EXT PWRanual M
BATTERY
CHARGE
DOOR OPEN
CABIN
DOOR OPEN INDICATORS
ALT WARN CONTINUED
RH IGN IND RH FIRE RH FUEL
PRESSURE R GEN OUT DIM PRESS
ARM
RH NO FUEL
O T ST
GLARESHIELD
T
E
ARM
RH NO FUEL
O T ST
T
E

Continued

Continued

Continued
GE CABIN ALT WARN RH IGN IND RH FUEL

RH FIRE R GEN OUT
PEN DOOR OPEN PRESSURE DIM PRESS
----- A/P ---------------

A/PFAIL A/P
A/PTRIM or
---------------
CABINA/P
FAIL ------------ ALTTRIM
HI DOORRHDOOR
FAIL
CABIN AUTOFEATHER
Improper RRH
------------ trim NO
or FUEL
no trim Rfrom
CHIP autopilot
DETECTENGtrim
FIRE command
ARM BAGGAGE DOOR ---------- R FUEL
UT DISC TRIM CABIN NO FUEL XFR R CHIP DETECT PRESS RRGEN
OILOUT
PRESS R FUEL PRESS
TRANSFER
O T ST
T
E
RN ---------- LDG/TAXI LIGHT HYD FLUID LOW BAG DOOR OPEN EXT PWR R ENG ICE FAIL R ENG FIRE ------------
---------- L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN PITCH TRIM OFF ---------- R CHIP DETECT R ------------
NO FUEL XFR R DC GEN
MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE EXT POWER ---------- LDG TAXI LIGHT L BL AIR OFF R BL AIR OFF

July 29, 2015
Flight Controls

July 29, 2015
Flight Controls
L ENG FIRE INVERTER DOOR UNLOCKED ALT WARN R ENG FIRE
output directly to the headset is provided in the event of

EXTINGUISHER
AVIONICS L FUEL PRESS
L OIL PRESS
-----------------
-----------------
-----------------
A/P TRIM FAIL

-----------------
-----------------
R FUEL PRESS
R OIL PRESS
PRESS
audio panel malfunction.
EXTINGUISHER
PUSH ----------------- L BL AIR FAIL A/P FAIL R BL AIR FAIL ----------------- O T ST PUSH
T
E
DISCH OK DISCH OK
In some aircraft, a GND COMM PWR switch is provided MASTER
CAUTION
DO NOT OPERATE OVERHEAD INSTRUMENT
to power COM 1 with the BATT switch off. With the GND PUSH TO RESET
ON DRY GLASS FLOOD INDIRECT
WINDSHIELD WIPERS
LIGHTS LIGHTS
COMM PWR switch activated, power is also supplied to
COMMUNICATIONS
OFF BRT OFF BRT OFF
PARK SLOW
FAST
pilot and copilot headphones and speakers. This allows
MASTER
use of COM 1 without having to turn the battery switch
T he King Air series have seen a variety of VHF

PANEL OVERHEAD
START
LIGHTS
ON
12
PILOT
FLIGHT
LIGHTS START
12
ENGINE
INSTRUMENT
LIGHTS
AVIONICS
PANEL
LIGHTS
SUB PANEL
& CONSOLE
LIGHTS
SIDE
PANEL
LIGHTS
COPILOT GYRO
INSTRUMENT
LIGHTS
COPILOT
FLIGHT
LIGHTS on (powering the electrical system), which would drain
BRT 9OFF
transceivers installed for communications. The BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF
the battery RADIO CALL

more
ITT ITT N225TF rapidly. This switch will deactivate
2 8 communications package will typically consist PUSH 2 of when that BATT switch is turned on; the normal way
MKR BCN MKR BCN
°C X 100 OFF
4
7
separate VHFCOMM communication
AUTO
°C X 100
1
COMM NAV
4 radios, crew
DME
interphone,
OPERATIONAL LIMITATIONS
ON / OFF
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
2 1 2 1 2 1 2 ADF
THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS 1
COMM
to deactivate
2 1
NAV
2 the1 system
2 1
DME
2 isADF
byCOMM
pressing GND COMM
AUTO
5 5
GND
NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED
6 passenger address system, cockpit voice recorderCOMM

6 (if
THIS AIRPLANE IS APPROVED FOR VFR, IFR, & DAY & NIGHT OPERATION AND IN ICING CONDITIONS
PWR CAUTION PWR.

OFF PILOT AUDIO OFF COPILOT AUDIO OFF OFF
installed), and an ELT. Refer to the manufacturer’s
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONING IS ON O M
ALT
82 82 AUDIO AUDIO
PAGING INTPH
HOT AUDIO ALERT
I DH
operation manuals for the equipment VOICE installed Vin your
BOTH
0 26 0 SPKR EMER VOICE INTPH SPKR
BOTH
COMM-2 COMM-2
TORQUE 2 24 TORQUE 2 O L L
VOINTERPHONE
COMM-1 PA COMM-1 PA
% LOAD
4 22 aircraft. Integration of theENCD
% LOAD
communications
4
OFF NORM AIRSPEEDS
RANGE
equipment
(IAS)
FREQ STBY HORIZ PWR RANGE OFF OFF
VOL ANN VOL
40 60 6 2020 40 60 6 HORN400 410
20
FT LB X100
0
10 20
80
100
8
0
18
0
is provided through the audio
10
80
FT LB X100
20
100
ALTM
18
control panel, cockpit
1 DME
380 2390
110 120
ON
OFF
420 MKR BCN 1 & 2
HI
PUSH BRT MAX GEAR EXTENSION
MAX GEAR RETRACT
181 KNOTS
163 KNOTS
AUX AUX
ARM ON
DC VOLTS 30 DC VOLTS 30 100 AC VOLTS 130 MAX GEAR EXTENDED 181 KNOTS
10 PUSH
16 10
VOL VOL
PUSH
TS
14 12
FOR VOLTS
speakers, headsets, and microphones.

14 12
FOR VOLTS
The cockpit L
VOinterphone DIM system is used for 300 40
crew MAX APPROACH FLAP 200 KNOTS AUX TEST
2 SILENCE TEST LO 60 MAX FULL DOWN FLAP 157 KNOTS
280 KNOTS MAX MANEUVERING 181 KNOTS
communication. When both headsets are plugged 260 in 80

Collins Collins
0 0
5 23 5
and the BATT switch is ON, the interphone 240 system 100 Collins Collins
22
PROP PROP
10
21
10 is operational. A switch placarded HOT INTPH - OFF 120 220
XFR XFR XFR XFR
STEER 0
60
359
20
POS 0 29
controls the system. The HOT INTPH position200allows

1 3 330 3
13 3 N 33 13
29
MEM MEM MEM MEM

19 140
00 3
27 300
RPM X 100 RPM X 100

30
14 14 180 160
18 COMPASS CORRECTION
2 270
MEM
60 9
CALIBRATE WITH MEM MEM

15
59
15 MEM
the crew to communicate
0
through the headsets without
ENGINE ON
4
17 17
9
16 16 NAV
0 120
121SQ
2
150 180 2101 24
COM ON 151 182 21 NAV COM ON SQ
OFF HLD STO ON HLD ON
STO STO OFF
OFF OFF STO
V V pressingVany additional switches. V
With the HOT INTPH TEST
OFF
TEST
OFF
78.0 78.0 TEST

switch in the OFF position, the crew can communicate ACT ACT ACT
TEST
ACT
0 110 0
TURBINE 4 TURBINE 4
100
through the headsets only when the INTERPHONE
20 20
% RPM 80
AUDIO PANEL
% RPM PTT switch is pressed. The INTERPHONE PTT switch
40 40
60 60 is located on the control yoke.
SELECTED ALTITUDE
6 The audio control panel contains the controls for

6
Collins
UELFLOW
COMM selection, audio source selection and volume
FUELFLOW XFR PASSENGER ADDRESS SYSTEM
4 KASE D
for the headsets and cockpit speakers. To utilize the L ENG FIRE INVERTER DOOR UNLOCKED MEM
ALT WARN R ENG FIRE
KASE Collins HD
PPH X 100 0 3
communication system, the pilot will use the transmit
PPH X 100 0 L FUEL PRESS MEM
----------------- ----------------- ----------------- R FUEL PRESS
PRESS
The PA function is selected with the communication
1 2 ADF 1 L OIL PRESS -----------------
ADF TONE
A/P TRIM FAIL ----------------- R OIL PRESS A 1
EXTINGUISHER
PUSH select switch located on both sides of the audio
137
panel. -----------------ANTL BL AIR FAIL
STO
A/P FAIL R BL AIR FAIL ----------------- O T ST
EXTINGUISHER
PUSH
transmit select switch placarded COM 1-COM 2-PA.
L
T
T
E
DISCH OK OFF DISCH OK 2
V
The switches are used to select which communication TEST
When the PA function is selected ATC the crew can
MASTER
NM HLD KT MASTER MIN ID
CH speak
OIL 200 OIL 200 CAUTION WARNING
140 ACT
NRST OBS SEL
PUSH TO RESET
PUSH TO RESET ON ALT PWR
150 100
radio will be used for transmission. The audio select
150
to the passengers over the cabin speakers. The crew
STBY
OFF
IDENT Collins
60
V
100
switches located at the top of the avionics panel
100
must use the push-to-talk switch and speak through

TEST
PRE
50 20 50
START
12
0 9
START 0
12
20
independently control which radios (COM or NAV)
0 RADIO CALL
either the hand microphone or the headset microphone.
ITT PSI ITT C PSI
N225TF
°C X 100 4
2 8
7
°C X 100 4
2
AUTO
COMM 1
COMM
2 1
NAV
2
MKR BCN
1 2 1
DME
2 ADF
PUSH
ON / OFF COMM
1 2 1
NAV
2
MKR BCN
1 2 1
DME
2 ADF
AUTO
COMM
When speaking to the cabin using the PA function, the
GND
6
5
6
5
LIGHTS
OFF
COMM
PWR
OFF
PA volume knob should
CABIN be selected to maximum.
ENVIRONMENTAL
VENT
OFF
COFFEE
PILOT AUDIO OFF COPILOT AUDIO OFF

O FURN
M MANUAL INCR NO SMOKE BELOW TAWS
82 BEACON STROBE PAGING INTPH ALT MAN AUTO
82 AUDIO L DC GEN ---------- HYD FLUID LOW
HOT RVS NOT READY
AUDIO --------- R DC GEN ON BRIGHT TEMP G/S WARN
BLOWER
OFF
AUDIO
& FSB
DIM
DG GEAR CONTROL ALERT

OFF
I DH HEAT
BOTH

BOTH
COMM-2 VOICE COMM-2

ORQUE 2 24 TORQUE 2
COMM-1 PA
VOL VOL
COMM-1 PA
INCR
P/CANCEL P/TEST
HIGH
4 22 4 L CHIP DETECT ---------- ---------- DUCT
OFFOVERTEMP ---------- R CHIP DETECT
RANGE OFF LO
COCKPIT VOICE RECORDERDECR
ENCD OFF NORM RANGE STBY HORIZ PWR
VOL ANN VOL
6 20 6 ALTM HORN ON PUSH BRT
1 DME 2 AUX AUX MKR BCN 1 & 2
LB X100
8 18
FT LB X100
8 1
L ENG ICE FAIL ----------
OFF
ARM ON
BATT CHARGE
HI
EXT POWER ---------- R ENG ICE FAIL AUTO MAN
10 10
4 12
16
UP 14 12 VOL VOL AUX TEST
LO
VOL DIM 300 40 60 COOL
2 SILENCE TEST
280 KNOTS OFF OFF FSB
GEAR TAIL L AUTOFEATHER ---------- ELEC TRIM OFF 80 O
AIR COND N1 LOW ---------- R AUTOFEATHER260 F
DOWN FLOOD
F
C ABIN TEMP MODE
0
5 23
0
5
Collins Collins
Collins Collins
240 100 BLEED AIR6VALVES
22
DNPROP will be monitored through the crew headsets. Select LXFR
ENG ANTI-ICE BRAKE DEICE ON LDG/TAXI LIGHT PASS OXY ON ELEC HEAT ONXFR R ENG ANTI-ICE OPEN5 RIGHT
ALT
PROP
WN
REL
10
21
20
NOSE
10
XFR XFR
A cockpit voice recorder
220
200 10 20
(if installed)4 records voices and
120
AIR
LEFT CABIN TEMP
HD LT L the
PM X 100
16
15
14
13
19
18 TEST
17
R AUDIO SPKR switch located on each side of the
RPM X 100
16
15
14
13
MEM
MEM
MEM
LMEM
IGNITION ON L BL AIR OFF ----------
MEM
FUELMEM
CROSSFEED
MEM
R BL AIR OFF MEM
R IGNITION ON
180 160
140
aural annunciation in the cockpit for ENVR
OFF later playback. The
BEECHCRAFT
ON SQ COM NAV
OFF ON NAV SQ COM
avionics panel to monitor selected audio sources
OFF
V
OFF
STO OFF
V
HLD STO
TEST
OFF
ON
V
HLD STO
OFF
ON
V
OFF
STO
cockpit voice recorder
0 PROP AMPS uses an endless-loop
30 INSTR & ENVIR OFF magnetic L L
78.0 78.0 TEST TEST
TEST AFT STALL EXT DET
URBINE
0
4
100
110
(selected
TURBINE
GEAR HYD FLUID
with the audio select switches) through
0
4
ACT ACT ACT ACT
tape or solid-state memory and 1 ON 2digital

BLOWER ELEC
HEAT
recording WARN R R
TEST
Collins
WARN HORN
% RPM
40
20
80 the SENSOR
% RPM respective audio speaker. Independent volume
40
20
techniques to record all voiceUP.5 VERTICAL signals

SPEED 3 -
received or GYRO
SLAVING
+
0 60 SELECTED ALTITUDE
controls are provided for each crewmember’s speaker 0 SLEW MODE OFF
6 6
Collins
CABIN
ALT
transmitted by crewmembers for DN
.5
a minimum
3 period INSTANTANEOUS
FPM X 1000 DG TEST SWITCH
5
and headset and can 2 4 optimum
UP be modulated to provide
of 305 minutes. The system includes 1 2 four separate
ENG FIRE SYS
20 1
XFR
ELFLOW FUELFLOW COLLINS
KASE
FLAPS
4 D PSI
volume for each crew member. An.5 emergency switch40 KASE CABIN CLIMB Collins HDG COURSE
PH X 100 0 3 PPH X 100 0 MEM

35
MEM
TAKEOFF
AND
THDS FT PER MIN
channels of voice recording. Channels include the
1
to bypass the audio amplifier and 0 connect 6the audio APPROACH 7

2
area microphone, the pilot and copilot audio amplifier

1 2 1 ADF TONE ADF A 1
ANT STO L
OFF 30 V
137
60
T
2 6 3
OIL 200 140 OIL 200
TEST
ACT .5 5 10
4
NM HLD KT MIN ID
1
NRST OBS ON ALT ATC CH SEL PWR
150 100 150
80 4 STBY IDENT
25 Collins
2
OFF
100 60 100 DOWN V
15
20
TEST
PRE 20
50 50
0
0 20 0
PSI C PSI
1 5K
I I I I I II
For Training Purposes Only - DO NOT USE IN AIRCRAFT 16-1 35
K
4 5 Avionics
MIC I I 10 I
II
II
NORMAL
July 29, 2015 3 6 PSI
I II
I I I I
LIGHTS CABIN ENVIRONMENTAL OFF

VENT 0 20
COFFEE
FURN NO SMOKE MANUAL INCR

BEACON STROBE MAN AUTO
L DC GEN ---------- HYD FLUID LOW RVS NOT READY --------- R DC GEN ON BRIGHT TEMP BLOWER HIGH IDLE
OFF
& FSB
DIM
G GEAR CONTROL PNEUMATIC

OFF
HEAT GYRO
INCR HIGH SUCTION OXYGEN PRESSURE
L CHIP DETECT ---------- ---------- DUCT OVERTEMP ---------- R CHIP DETECT TAKEOFF LO CABIN /
INCHES OF MERCURY
MASK
LANDING HIGH COCKPIT COPILOT
DECR AUTO MAN
UP
L ENG ICE FAIL ---------- BATT CHARGE EXT POWER ---------- R ENG ICE FAIL
AND RPM COOL AIR AIR
OFF OFF FSB
GEAR TAIL L AUTOFEATHER ---------- ELEC TRIM OFF AIR COND N1 LOW ---------- R AUTOFEATHER
REVERSE I I
DOWN FLOOD C ABIN TEMP MODE
BLEED AIR VALVES
DN L ENG ANTI-ICE BRAKE DEICE ON LDG/TAXI LIGHT PASS OXY ON ELEC HEAT ON R ENG ANTI-ICE LEFT OPEN
NOSE RIGHT CABIN TEMP
and the aural annunciator audio amplifier. The cockpit NOTE

area microphone is located strategically to pick up
and record cockpit voice signals. If a voice recorder is The Master Minimum Equipment List indicates the
installed in your aircraft, refer to the manual provided following static wick requirements:
by the manufacturer for proper operation and preflight
testing. One wick may be missing or broken from:
1. Each wing (includes aileron)
2. Each side of horizontal stabilizer, and
3. Vertical stabilizer (includes tail cone and ventral

fins)
A maximum of three (3) static wicks may be broken or

missing.
The cockpit voice recorder unit is located in the aft
cargo area. The unit is housed in an international
orange equipment case and consists of a magnetic
tape recorder and an electronic chassis.
EMERGENCY LOCATOR TRANSMITTER
The ELT system consists of the ELT transmitter located

in the right aft fuselage, an antenna mounted on the
right aft fuselage, and a remote switch with a yellow
transmit light mounted in the cockpit.
The remote switch has an ARM and ON position.

If the switch is selected to the ON position, the ELT
will transmit continuously. The ON position is used
to test the ELT and to turn on the ELT signal if it did
not automatically activate after an impact. The ARM
position is the normal position and will activate the ELT
signal if the G switch has been activated.
If the ELT has been inadvertently activated by the G

switch, the transmit light will blink on and off. The ELT
can be deactivated by momentarily placing the switch
to ON and then back to ARM.
STATIC WICKS
A static electrical charge may build up on the surface

of the airplane while it is in flight. This electrical charge,
if retained, can cause interference with radio and
avionics equipment operation. It is also dangerous to
personnel disembarking and servicing the airplane.
Consequently, static wicks are installed in the trailing
edges of the flight control surfaces, the wing tips, and
tips of the horizontal and vertical stabilizers to aid in the
dissipation of the electrical charge.

July 29, 2015
Avionics
on page 17-7. Refer to these two charts to determine

OXYGEN SYSTEM the actual duration. When using these charts keep in
mind that each pilot position counts as 2 people. This is
due to the crew masks supplying 100% oxygen.
T he C90s are equipped with either a 22, 49, or 64
cubic inch oxygen cylinder located behind the aft
pressure bulkhead. The oxygen regulator and control USEFUL CONSCIOUSNESS TIME
valve is located on the oxygen cylinder. The control valve
is activated by a push-pull handle located to the rear of
the cockpit on the overhead panel. The masks are a AVERAGE TIME OF USEFUL
constant flow type CONSCIOUSNESS
with a flow rate based ALTITUDE TIME
on 22,000 or 30,000 35,000 FEET 1/2 TO 1 MINUTE
feet depending on
the mask used. The 30,000 FEET 1 TO 2 MINUTES
mask plugs are color 28,000 FEET 2 1/2 TO 3 MINUTES
coded, a red plug is 25,000 FEET 3 TO 5 MINUTES
approved to 30,000
22,000 FEET 5 TO 10 MINUTES
feet and an orange
plug is good to 22,000 12,000 - 18,000 FEET 30 MINUTES OR MORE
feet. See “Oxygen
System Schematic” OXYGEN SERVICING
on page 17-8 for a
detailed illustration.
C90s may be equipped with either a 22, 48 or 64 cubic
foot oxygen cylinder. Access to service the cylinder is
gained through an access plate on the right aft fuselage.
SYSTEM DESCRIPTION
WARNING
DO NOT USE MEDICAL or INDUSTRIAL OXYGEN.
OXYGEN CYLINDER It contains moisture which can cause the oxygen
valve to freeze.
OXYGEN MASKS
The oxygen system is also a constant flow type. Each

mask must be individually plugged into an outlet in the
C90s may be equipped with either a 22, 48 or 64 cubic cockpit and cabin.
foot oxygen cylinder. This cylinder is located behind the
aft pressure bulkhead.
CREW OXYGEN MASKS
CONTROLS The pilot’s and copilot’s masks are stowed under their
respective seats. The masks must be manually plugged
The control valve is activated by a push-pull handle into outlets located on the
located to the rear of the cockpit on the overhead panel. forward cockpit sidewalls
(C90 and C90A).Both cockpit
and cabin masks are plugged
OXYGEN SUPPLY DURATION
in by pushing into the outlet
and turning approximately
The oxygen supply charts found in the AFM/POH a quarter turn clockwise. To
Section 4 Normal Procedures supply duration remove a mask, reverse the
information under various conditions. See graph installation motion.
for“Oxygen Duration with Full Bottle (100% Capacity)”

July 29, 2015
Oxygen System
On the C90B, diluter demand After donning either style mask, check that the flow
type masks hang from indicator in the supply hose is white or green (flowing),
brackets located behind and not red (no flow). Microphones are built into the masks
above each pilot’s head. To for communication.
don this type of mask, remove
the mask from the hanger and PASSENGER OXYGEN MASKS
place over the pilot’s head.
Note that the harness needs to The passenger masks are stowed in seat back pockets
be adjusted for each individual except for couch installations where they are stored
pilot during preflight. This type under the seats. The plug in outlets for the cabin masks
of mask has two modes of are located in covered outlets in the forward and aft
operation: normal and 100%. ends of the cabin headliner.
With Normal selected, oxygen
is diluted with ambient air
as the pilot breathes in. The
100% position supplies 100%
oxygen in the event of smoke
or fumes.
On newer C90B model aircraft, the crew masks are

located in a holder in a compartment in the center of the
headliner. To don this type of crew mask, grasp the red
levers protruding from the mask storage compartment
and pull down. The mask harness is inflated by
depressing the red lever on the left side of the regulator.
Releasing the lever allows the harness to partially
deflate and collapse around the pilots head. This type
of mask has three different modes of operation: Normal, OXYGEN SYSTEM PREFLIGHT
100%, and Emergency. Normal and 100% are supplied
on demand as with the other type mask. Emergency is Check the Oxygen Supply Pressure gauge located
100% oxygen supplied continuously to the mask under on the right side wall panel or sufficient pressure. Full
pressure. This mode is to be used in case of smoke or Bottle pressures are:
fumes in the cockpit or cabin. a. 22 cu ft bottle . . . . . . . . . . . . . . . . . . . . . . . . . 1800 psig
b. 49 cu ft bottle . . . . . . . . . . . . . . . . . . . . . . . . . 1850 psig
c. 64 cu ft bottle . . . . . . . . . . . . . . . . . . . . . . . . . 1850 psig
QUICK-DONNING
HARNESS NOTE
The oxygen system has a pressure gauge at the
oxygen refill valve location in addition to the oxygen
supply pressure gauge on the right side wall. The
gauge at the refill valve is near the tail on the
right side and is aft of the pressure bulkhead. It is
accessible from outside the airplane through an
OXYGEN access door identified: OXYGEN.
PRESSURE OXYGEN
DETECTOR CONNECTION Pressure gauges readings of the two gauges may
be compared. Gauges should read the same, as
both are on the same high pressure line. Gauge
check is to be made at pilot’s discretion.
Oxygen system Preflight Inspection:

MICROPHONE
CONNECTION a. Passenger Oxygen Masks . . Check Condition and Stow
(plug must be color-coded red)
Oxygen Mask b. Oxygen System Control . . . . . . . . . . . . . . . . . . . Pull On

July 29, 2015
Oxygen System
c. Crew . . . . . . . . . . . . Don Masks, Check Fit & Operation. ABNORMAL PROCEDURES

Set Masks at 100% Position, then stow
d. Oxygen Duration . . . . . . . . . . . . . . . . . . . . . . Determine LJ-1138 AND AFTER, EXCEPT FOR LJ-1146
(see OTHER PROCEDURES in AFM/POH) ALL OF THESE PROCEDURES ARE IN EMERGENCY
PROCEDURES FOR LJ-625 THROUGH LJ-1137, AND LJ-1146
WARNING
Beards and mustaches should be carefully trimmed ENVIRONMENTAL SYSTEM SMOKE OR FUMES
so that they will not interfere with the proper sealing
of an oxygen mask. The fit of the oxygen mask
around the beard of mustache should be checked
on the ground for proper sealing. Studies conducted EMERGENCY PROCEDURES
by the Military and FAA conclude that oxygen masks
do not seal over beards and mustaches.
INDICATORS available in the AFM/POH and the QRH checklist.
ENVIRONMENTAL SYSTEM SMOKE OR FUMES

Access to service the cylinder is gained through an
access plate on the right aft fuselage. USE OF OXYGEN
An oxygen supply pressure gauge may be located PRESSURIZATION LOSS

either on the copilot’s right side wall panel (LJ-1062
and earlier) or on the copilot’s right subpanel (LJ-1063
and after). LIMITATIONS
ANNUNCIATORS Specific limitations concerning the oxygen system

may apply to individual aircraft and operators. Refer to
aircraft and company specific publications for further
An amber or red ALT WARN annunciator will illuminate information.
when the cabin altitude exceeds 10,000 feet, or a red
CABIN ALT HI annunciator will illuminate at 12,500 feet.
See illustrated description in “Annunciators” on page

17-4 through “Annunciators Continued” on page 17-5.
NORMAL OPERATIONS
OXYGEN USAGE CHART
See “OXYGEN AVAILABLE WITH PARTIALLY FULL

BOTTLE” on page 17-7 for the oxygen usage chart.
MICROPHONE
The microphone and oxygen tube are plugged in at

all times. See AFM/POH for specific requirements for
audio equipment within crew oxygen mask.

July 29, 2015
Oxygen System
90A/C90B (LJ-1138 thru LJ-1295)
PRESS
FAULT K
T
E
WARNING
BAGGAGE CABIN RH FUEL
PROP SYNC ON PUSH TO RESET ALT WARN RH IGN IND RH FIRE PRESSURE R GEN OUT DIM PRESS
DOOR OPEN DOOR OPEN
ANNUNCIATORSARM
RH NO FUEL
O T ST
T
E
GLARESHIELD
WARNING
PUSH TO RESET
TRANSFER ARM
PRESS
T
E
WARNING
PUSH TO RESET
PRESS
O T ST
WARNING CAUTION
T
E
B (LJ-1138 thru LJ-1295)

NC A/P
ON TRIM BAGGAGE
DOOR FAILOPEN ALTCABIN
CABINDOOR or
HIOPEN ALT WARN
CABIN DOOR BAGGAGE
Cabin pressure altitude exceeds
RHDOOR
IGN IND ----------
(90, C90-1, C90A/B)
RH FUEL 12,500
RH FIRE R ENGPRESSURE
FIRE
feet (C90B) or 10,000 feet
R GEN OUTR FUEL PRESSDIM
R OIL PRESS PRESS

SSFEED RH AUTOFEATHER RH NO FUEL R CHIP DETECT
L GEN TIE---------------
OPEN BAT TIE---------------
OPEN R GEN TIE---------------
LOPEN
GEN OUT A/P
FUELTRIM
PITCHLTRIM PRESSFAIL
OFF ----------
L CHIP ARM LRNO
DETECT CHIP DETECT
FUEL XFR R NO FUEL XFR
-----------
TRANSFER INVERTERROUT
DC GENA/P DISC A/P TRIM ------------ CABIN
O T ST
T
PRESS E
------------ EXT POWER
FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE ------------ L ENG FIRE
---------- L ENGTAXI
LDG ICE FAIL FUEL CROSSFEED
LIGHT ALTITUDERWARN
L BL AIR OFF ----------
BL AIR OFF LDG/TAXI LIGHT HYD FLUID LOW BAG DO
O T ST L IGNITION ON L AUTOFEATHER ------------ L ENG ANTI ICE ------------ RVS NOT READY L GEN TIE OPEN MAN TIES CLOSE BAT TIE OPEN BATTERY
T
PRESS
O T ST
WARNING CAUTION
T
E

July 29, 2015
Oxygen System
95)

BAG DOORraining
OPEN T
EXT PWRanual M
ANNUNCIATORS CONTINUED
GLARESHIELD
ARM
RH NO FUEL
O T ST
T
E

Continued

Continued

Continued

July 29, 2015
Oxygen System
INDICATORS
CO-PILOT’S RIGHT SUBPANEL (LJ-1063 AND AFTER) OR

CO-PILOT’S RIGHT SIDE PANEL (LJ-1062 AND EARLIER) 1
RIGHT SIDE OF THE AFT FUSELAGE
With Access Plate
Access Plate Removed
1. OXYGEN SYSTEM PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicates oxygen cylinder pressure

July 29, 2015
Oxygen System
OXYGENOXYGEN AVAILABLE
AVAILABLE WITH FULL
WITH PARTIALLY
PARTIALLY FULL BOTTLE
BOTTLE
2500
F)
40°
(1
°C
60
)
2000 2 °F
(3
C
GAUGE PRESSURE - PSIG
0°
° F)
-76
1500
° C(
-60
1000
500
0
0 25 50 75 100
PERCENT OF USABLE CAPACITY
OXYGEN DURATION WITH FULL BOTTLE (100%

CAPACITY)
OXYGEN DURATION ~ MINUTES
CYL NUMBER OF PEOPLE USING*

VOL
CU FT 1 2 3 4 5 6 7 8 9 10 11 12
22 151 75 50 37 30 25 21 18 16 15 13 12
49 334 167 111 83 66 55 47 41 37 33 30 27
66 445 222 148 111 89 74 63 55 49 44 40 37
*For duration time with crew using diluter demand quick-donning oxygen mask
with selector on 100% or normal mode, increase computation of “NUMBER
OF PEOPLE USING” by two persons (e.g., with four passengers and a crew
of two, enter the table at “8”)

July 29, 2015
Oxygen System
Oxygen System Schematic

(Your Aircraft May Differ)

July 29, 2015
Oxygen System
MANEUVERS AND PROCEDURES
light Profiles are designed as a guideline. Power settings are recommended and subject to change based
F upon actual conditions (i.e. aircraft weight, pressure altitude, icing conditions, and temperature). Airspeeds
may be adjusted depending upon ATC specific instructions, traffic flows, high density airports, and other factors.
The following flight profiles are offered only for guidance.
In addition to maintenance inspections and preflight information required by FAR Part 91, a complete and careful
preflight inspection is imperative.
Each airplane has a checklist for the preflight inspection which must be followed. USE THE CHECKLIST.
Pilots should refer to their aircraft’s specific AFM/POH for detailed safety guidelines.

July 29, 2015
18-1 Flight Profiles
NORMAL TAKEOFF
At 3,000’ AGL minimum

Accomplish Climb Checklist
400’ and clear of obstacles

Pitch: Reduce slightly
Airspeed: Increase to 160 KIAS
Props: 2000 RPM
ITT: Climb Limit - or -
Torque: Climb Limit
Positive rate of climb

Gear: Up
Vr: Rotate

July 29, 2015
ENGINE FAILURE AFTER TAKEOFF
1000’ AGL
Engine failure after takeoff checklist
At positive rate of climb

Gear: Up
Props: confirm failed engine is
feathered
Airspeed: Takeoff or above
At 400’ AGL or clear of

obstacles
Airspeed: accelerate to Vyse
Torque: Max allowable
Engine Failure at or above V1

Maintain directional control
Torque: Max

July 29, 2015
TWO ENGINE ILS
Within 5 miles of FAF

Prop: 1900 rpm
Torque: 500 ft-lbs
Airspeed: 120 KIAS
Flaps: Approach
Props: 1,900 RPM Procedure turn inbound

Torque: Approx 800 Props 1,900 RPM
Airspeed: 160 KIAS Torque: 500 ft-lbs
Airspeed: 120 KIAS
IAF Outbound
Start Time
Within 3 min of IAF Airspeed:120 KIAS
Props: 1,900 RPM Flaps: Approach
Torque: 800 ft-lbs
Airspeed: 160 KIAS
One dot prior to GS intercept

Landing Gear: Down
Flaps: Approach
Checklist Complete
Airspeed: 120 KIAS
Landing Assured
Props: 1,900 RPM
Torque: 500 ft-lbs
Final checklist complete
Flaps: Full
Landing
Props: Full Forward
Brakes: As needed
Reverse: As needed

July 29, 2015
SINGLE-ENGINE ILS
Within 5 miles of FAF

One-Engine -inoperative approach
and landing checkist
Torque: 900
Flaps: Approach
IAS: 130
Radar Vectors
Props: 2200 RPM Procedure turn inbound
Torque: 800 One-Engine -inoperative
IAS: 130 approach and landing checklist
Flaps: Approach
IAS: 130
IAF outbound
Start Time
Within 3 min of IAF
Props: 2200 RPM
Torque: 900
IAS: 130
One Dot Prior to GS Intercept

Torque: 900
Landing Gear: Down
Flaps: Approach
Airspeed: 120 KIAS
Landing Assured
Flaps: Approach/Full (Pilot Discretion)
Final checklist items complete
Landing
Brakes as needed
Reverse as needed

July 29, 2015
TWO ENGINE NON-PRECISION

APPROACH
Base Leg
Flaps: Approach
Gear: Up
Torque: 500
Start Timing Airspeed: 120 KIAS
5 miles from IAF
Torque: 800 ft-lbs IAF: Outbound
Props: 1,900 RPM Torque: 500
Airspeed: 160 KIAS Flaps: Approach
Gear: Up Gear: Up
Flaps: Up Airspeed: 120 KIAS
At Missed Approach Point,

Execute Go-Around
Flight Director: Select Go Around
Gear: Up
Torque: Max Allowable
Airspeed: 120 KIAS
1 mile prior to FAF
Gear: Down
Before Landing Checklist
Final Approach Fix
Inbound
Torque: 300 FT-LBS
Airspeed: 120 KIAS
Descent rate: < 1500 fpm
Timing Start if necessary
At MDA
Torque: 800 ft-lbs
Airspeed: 120 KIAS
Runway in sight LANDING ASSURED

Torque: 500 ft-lbs
Flaps: Full
Touchdown Airspeed: Slowing to Vref + wind correction
Props: Full forward Landing checklist below the line
Brakes: As required
Reverse: As Required

July 29, 2015
SINGLE ENGINE NON-PRECISION

APPROACH
Radar Vectors: Radar Vectors: Procedure Turn Inbound

Terminal Area Within 5 to 10 NM of FAF One-Engine-Inoperative
Props: 2,200 RPM Props: 2,200 RPM Approach and Landing
Torque: 900 ft-lbs Torque: 900 ft-lbs Checklist
Airspeed: 130 KIAS Flaps: Up Flaps: Up
Airspeed: 130 KIAS Airspeed: 120 KIAS
IAF outbound
Within 3 min of IAF
Timing: Start
Props: 2,000 RPM
Torque: 900 ft-lbs
Airspeed: 130 KIAS
At FAF
Timing: Start
Descent: 1,500 fpm Max
Props: 2,200 RPM
Torque: 900 ft-lbs
Airspeed: 120 KIAS
Flaps: Approach
Gear: Down (See Caution)
Landing Landing Assured At MDA

Brakes: as needed Flaps: Approach/Full (Pilot Discretion) Altitude: Maintain
Reverse: as needed Final checklist items complete Props: 2,200 RPM
Airspeed: Slow to VREF + Wind Torque: 900 ft-lbs
Airspeed: 120 KIAS
CAUTION: Under some conditions, level flight

may not be possible with gear extended.

July 29, 2015
CIRCLING APPROACH - BASIC
Final Approach Fix inbound 1 mile prior to FAF

Torque: 300 ft-lbs Gear: Down
Airspeed: 120 KIAS Flaps: Approach
Descent rate: < 1500 fpm Landing checklist
Timing Start if necessary
Prior to MAP if runway insight

Circle in the appropriate direction
If Go Around is necessary
Torque: Max Allowable
Airspeed: 120 KIAS
At MDA
Torque: 800 ft-lbs
Airspeed: 120 KIAS
If visual contact is lost at any time

during the circling maneuver, turn
towards the center of the airport
and execute the published missed
approach
On Final continuing approach

Torque: 500 ft-lbs
Flaps: Full
Airspeed: Slowing to Vref + wind correction
Landing checklist below the line

July 29, 2015
PROCEDURES
ilots should refer to their aircraft’s specific and current AFM/POH from Beechcraft for their Normal, Abnormal,
P and Emergency procedures.

July 29, 2015

July 29, 2015
Center Of Gravity – The center of gravity (CG) is the

WEIGHT AND BALANCE distance from the reference datum found by dividing
the total moment by the gross weight of the aircraft.
W eight and balance on the King Air C90 series of

aircraft is very straight forward. The only equation
needed is Weight x Arm = Moment. The basic empty
CG Limits – The center of gravity limits are the
extremes of acceptable forward or aft cg locations. The
loaded aircraft must be within these limits for takeoff, in
weight and moment is documented for each tail number the air, and upon landing.
and updated periodically. The following information is
used for weight and balance calculations: The information provided below is used to complete
the example Weight and Balance Loading Form and
Basic Empty Weight - The basic weight of the aircraft the Weight and Balance Diagram illustrated later in this
includes all of the fixed operating equipment, unusable section.
fuel, and engine oil. This is the basic configuration from
which loading data is determined and is listed on the
aircraft weighing form. SAMPLE PROBLEM
Zero Fuel Weight – The zero fuel weight is the basic Pilot / Copilot 400 lbs
operating weight of the aircraft, plus the weight of Passengers
everything loaded on the aircraft except fuel.
1 seated in forward row 190 lbs
Ramp Weight – The ramp weight is the zero fuel weight
1 seated in aft row 190 lbs
plus the weight of the fuel load.
Baggage 300 lbs
Takeoff Weight - The takeoff weight is the ramp weight
minus the fuel used during start, taxi, and takeoff. Cabinet contents (Front) 50 lbs
Fuel Load 250 gallons 1675 lbs
Landing Weight – The landing weight is the takeoff
weight minus the weight of the fuel used to reach the Fuel Burn 190 gallons 1273 lbs
destination.
Reference Datum - The reference datum is an imaginary

vertical plane from which all horizontal distances
(fuselage station numbers F.S.) are measured. The
aircraft diagram shows this reference datum forward of
the nose and is noted as fuselage station zero.
Arm – The arm is the horizontal distance in inches

(fuselage station number F.S.) from the reference
datum to the center of gravity of the item being loaded.
Moment – The moment is the weight of an item

multiplied by its arm. The moment is divided by a
constant to simplify balance calculations by reducing
the number of digits. For this aircraft, inches and
moment/100 have been used.
Basic Moment – The basic moment is the sum of

moments for all of the items making up the aircraft basic
weight. This is the total moment of the basic aircraft
with respect to the reference datum and is listed on the
aircraft weighing form.

July 29, 2015
Weight and Balance
BASIC EMPTY WEIGHT AND BALANCE FORM
BASIC EMPTY WEIGHT AND BALANCE
DATE: SERIAL NO:
REGISTRATION NO:
PREPARED BY:
STRUT POSITION - NOSE MAIN JACK POINT LOCATION

EXTENDED 29.4 176.2 FORWARD 83.5
COMPRESSED 30.7 178.3 AFT 195.5
REACTION SCALE
WHEEL - JACK POINTS READING TARE NET WEIGHT ARM MOMENT
LEFT MAIN
RIGHT MAIN
SUB TOTAL
NOSE
TOTAL (AS WEIGHED)

SPACE BELOW PROVIDED FOR ADDITIONS AND SUBTRACTIONS TO AS WEIGHED CONDITION
EMPTY WEIGHT
ENGINE OIL 56 101 5656

UNUSABLE FUEL 24 140 3360
BASIC EMPTY WEIGHT

July 29, 2015
Weight and Balance
WEIGHT AND BALANCE RECORD

WEIGHT AND BALANCE RECORD
(CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT AND BALANCE)
(Continuous History of Changes in Structure or Equipment Affecting Weight and Balance)
SERIAL NO REGISTRATION NO PAGE NO
WEIGHT CHANGE RUNNING BASIC

ITEM NO ADDED (+) OR REMOVED (-) EMPTY WEIGHT
DESCRIPTION ARTICLE
DATE OR CHANGE
WT ARM MOM WT MOM
IN OUT (LBS) (IN) 100 (LBS) 100

July 29, 2015
Weight and Balance
DIMENSIONAL AND LOADING DATA
426”
L.E. MAC MAC

135.9” 75.9”
REFERENCE
DATUM MOLD LINE
F.S. 0.0 MAIN SPAR
F.S. 160.0
170.6”
FRONT JACK LEVELING POINTS

POINT F.S. 83.5
145.5” - 148.9”
REAR JACK POINT
MOLD LINE REAR
SPAR F.S. 195.5
DIMENSIONAL DATA
WEIGHING INSTRUCTIONS
Periodic weighing of the airplane may be necessary to keep the Basic empty weight current. All changes to the
airplane affecting weight and/or balance are the responsibility of the airplane operator.
1. Airplane may be weighed on wheels or jack points. Three jack points are provided: one on the nose section of
the fuselage at station 83.5 and one on each wing center section rear spar at station 195.5. Wheel reaction
locations should be measured as described in Paragraph 6, below.
2. Fuel should be drained preparatory to weighing. Tanks are drained from the regular drain ports with the
airplane in static ground attitude. When tanks are drained, 8.0 pounds of undrainable fuel remain in the
airplane at an arm of 160 inches. The remainder of the unusable fuel to be added to a drained system is 16.1
pounds at fuselage station 130.
3. Engine oil must be at the full level in each tank. Total engine oil aboard when tanks are full is 56.0 pounds at an
arm of 101 inches.
4. To determine airplane configuration at time of weighing, installed equipment is checked against the airplane
equipment list or superseding forms. All equipment must be in its proper place during weighing.
5. The airplane is placed on scales in a level attitude. Leveling screws are located on the fuselage entrance door
frame. Leveling is accomplished with a plumb bob. Jack pad leveling may require the nose gear shock to be
secured in the static position to prevent its extension. Wheel weighings can be leveled by varying the amounts
of air in shocks and/or tires.
6. Measurement of the reaction arms for a wheel weighing is made using the nose jacking point for a reference.
Using a steel measuring tape, measurements are taken with the airplane level on the scales, from the reference
(a plumb bob hung from the center of the nose jacking point) to the axle center line of the nose gear and then
from the nose gear axle center line to the main wheel axle center line. The main wheel axle center line is best
located by stretching a string across from one main wheel to the other. All measurements are to be taken in a
plane level with the floor and parallel to the fuselage center line. The locations of the wheel reactions will be
approximately at an arm of 178 inches for main wheels and 30 inches for the nose wheel.
7. The Basic Empty Weight and Moment are determined from the scale readings. Items weighed which are not
part of the empty airplane are subtracted. Unusable fuel and engine oil are added if not already in the airplane.
8. Weighing should always be made in an enclosed area which is free from air currents. The scales used should be
properly calibrated and certified.
July 29, 2015
Weight and Balance
WEIGHT AND BALANCE LOADING FORM - EMPTY

WEIGHT AND BALANCE LOADING FORM
SERIAL NO: REG NO: DATE:
WEIGHT F.S. MOM/100

LINE ITEM
(LB) (IN.) (LB-IN.)
1. Basic Empty Weight
2. Pilot
3. Copilot
4. Passenger 1
5. Passenger 2
6. Passenger 3
7. Passenger 4
8. Passenger 5
9. Passenger 6
10. Other
11. Other
12. Other
13. Total Cabinet Contents
14. Total Baggage
15. Subtotal - Zero Fuel Weight
16. Fuel Loading
17. Subtotal - Ramp Weight
DO NOT EXCEED 10,160 Lbs.
18. Less Fuel for Start, Taxi and Take-off*
19. Total - Take-Off Weight.
* Fuel for start, taxi and take-off is normally 60 Lbs at an average moment/100 of 93.
LANDING WEIGHT DETERMINATION

20. Fuel Loading from Line 16
Less Fuel used to Destination
21. (including fuel for start, taxi and take-off )
Total Fuel Remaining

22. Moment/100 from Usable Fuel Weights
and Moments Table
23. Zero Fuel Weight from Line 15
Total Landing Weight (Line 22 + 23)
24.
DO NOT EXCEED 9600 Lbs.
NOTE: Shaded areas in the above tables indicate values that are not required to arrive at a final weight and balance.

July 29, 2015
Weight and Balance
CABIN ARRANGEMENT DIAGRAM

CABIN ARRANGEMENT DIAGRAM
CLUB SEATING WITH AISLE FACING 7 LAVATORY SEATS
CLUB SEATING WITH AISLE FACING & LAVATORY SEATS
AISLE-FACING
STORAGE SEAT
PASS.
CREW PASS. PASS. F.S. 243
AFT BAGGAGE
F.S. 129 F.S. 168 F.S. 218** F.S. 277
AFT CABIN
PRESSURE
BULKHEAD
PARTITION
BAGGAGE WEB
NOSE COMPARTMENT F.S. 230 F.S. 256 LAV. PASS.

F.S. 285
* CAUTION:
MAXIMUM STRUCTURAL CAPACITY
OF AFT COMPARTMENT IS 350 LBS
WITH ANY COMBINATION OF
PASSENGERS AND/OR BAGGAGE
AND/OR EQUIPMENT
NOTE:
NOSE COMPARTMENT MAXIMUM ** RH AFT PASSENGER LOCATED AT
F.S. 215 WHEN AFT PYRAMID
CAPACITY 350 LBS BAGGAGE
CABINET INSTALLED IN AIRCRAFT
AND/OR EQUIPMENT

July 29, 2015
Weight and Balance
USEFUL LOAD WEIGHT AND MOMENTS: OCCUPANTS - TABLE

USEFUL LOAD WEIGHT AND MOMENTS
OCCUPANTS
AISLE
USE P I LOT O R FAC I N G L AVATO R Y
CO P I LOT C LU B S E AT I N G C H A I R PA S S E N G E R PA S S E N G E R
S TO R AG E
COLUMNS S E AT
MARKED F. S . 1 2 9 F. S . 1 6 8 F. S . 2 1 5 F. S . 2 1 8 F. S . 2 4 3 F. S . 2 8 5
X
WEIGHT (LBS) MOMENT/100 (LBS-IN)
80 103 134 172 174 194 228

90 116 151 194 196 219 257
100 129 168 215 218 243 285
110 142 185 236 240 267 314
120 155 202 258 262 292 342
130 168 218 280 283 316 370
140 181 235 301 305 340 399
150 194 252 322 327 364 428
160 206 269 344 349 389 456
170 219 286 366 371 413 485
180 232 302 387 392 437 513
190 245 219 408 414 462 542
200 258 336 430 436 486 570
210 271 353 452 458 510 599
220 284 370 473 480 535 627
230 297 386 494 501 559 656
240 310 403 516 523 583 684

July 29, 2015
Weight and Balance
PROCEDURE ZERO FUEL WEIGHT
(Line 15.)
It is the responsibility of the airplane operator ot
ensure that the airplane is properly loaded. At the time Subtotal the weight column and moment/100 column.
of delivery, Beechcraft Aircraft Company provided The SUBTOTAL is the ZERO FUEL WEIGHT.
the necessary weight and balance data to compute
individual loadings. All subsequent changes in airplane
weight and balance are the responsibility of the airplane FUEL LOADING
owner and/or operator. Basic empty weight changes
should be itemized on the Weight and Balance Record (Line 16.)
form to provide a current basic empty weight and
moment. The basic empty weight and moment of the Using Useful Load Weights and Moments - Usable
airplane at the time of delivery are shown on the Basic Fuel Tables, determine the weight and corresponding
Empty Weight and Balance form. Useful load items moment for the fuel loading to be used. This fuel
which may be loaded into the airplane are shown on loading should include fuel for the flight (with required
the Moment Limits vs. Weight graph. These moments reserves), plus that required for start, taxi, and takeoff.
correspond to the forward and aft center gravity of flight
limits (landing gear down) for a particular weight. All RAMP WEIGHT
moments are divided by 100 to simplify computations.
COMPUTING PROCEDURE (Line 17.)
Add the FUEL LOADING to the ZERO FUEL WEIGHT

Utilize the Weight and Balance Loading Form to to obtain the SUBTOTAL RAMP WEIGHT. The total
compute aircraft weight and balance. RAMP WEIGHT must not exceed 10,160 pounds.
BASIC EMPTY WEIGHT START, TAXI, AND TAKE-OFF FUEL
(Line 1.) (Line 18.)
Record the current basic empty weight and moment/100 Determine fuel to be used for start, taxi, and the take-off
from the Basic Empty Weight and Balance form (or from run. It is normally 60 pounds at an average moment/100
the latest superceding forms). The moment must be of 93.
divided by 100 to correspond to useful load moments.
TAKE-OFF WEIGHT
PILOT, COPILOT, PASSENGERS OR CARGO,
CABINET & BAGGAGE CONTENTS (Line 19.)
(Lines 2. thru 14) Subtotal the weight column and moment/100 column.
The total TAKE-OFF WEIGHT must not exceed 10,100
Record the weight and corresponding moment of each pounds and the total moment/100 must be within the
item to be carried. The moment values are determined minimum and maximum moments/100 shown on the
from the Useful Load Weight and Moments tables or Moment Limits vs. Weight graph.
by multiplication of weight times arm. Interpolate the
weight and moment/100 of useful load items that are LANDING WEIGHT
between the values given.
(Lines 20. thru 24.)
Determine the landing weight by computing lines 20

thru 24 of the weight and balance loading form.

July 29, 2015
Weight and Balance
USEFUL LOAD WEIGHT AND MOMENTS: CABIN & BAGGAGE - TABLE

USEFUL LOAD WEIGHT AND MOMENTS
C A B I N E T CO N T E N T S B AG G AG E CO N T E N T S
FWD
CABIN AFT CABIN AFT COMPT AFT COMPT
WEIGHT WEIGHT WEIGHT
(LBS) F. S . 1 5 3 F. S . 2 2 6 F. S . 2 4 3 (LBS) F. S . 2 7 7 (LBS) F. S . 2 7 7
MOMENT/100 (LBS-IN) MOMENT/100 (LBS-IN) MOMENT/100 (LBS-IN)
5 8 11 12 10 28 190 526
10 15 23 24 20 55 200 554
15 23 34 36 30 83 210 582
20 31 45 49 40 111 220 609
25 38 56 61 50 139 230 637
30 46 68 73 60 166 240 665
35 54 79 70 194 250 693
40 90 80 222 260 720
90 249 270 748
100 277 280 776
110 302 290 803
120 332 300 831
130 360 310 859
140 388 320 886
150 416 330 914
160 443 340 942
170 471 350 970
180 499
NOTE
Floor loading shall not exceed 100 pounds per square foot.
CABIN CARGO CONVERSION

The cabin chairs are removable for cargo conversion. Cargo tiedown rings may be installed in the seat
tracks. Floor loadings of 200 pounds per square foot are permissible on pallets installed on the seat
tracks. It is the responsibility of the operator to ensure that the airplane is properly loaded.

July 29, 2015
Weight and Balance
USABLE FUEL - TABLE

USABLE FUEL
6.4 LB/GAL 6.5 LB/GAL 6.6 LB/GAL 6.7 LB/GAL

GALLONS WEIGHT MOMENT WEIGHT MOMENT WEIGHT MOMENT WEIGHT MOMENT
(LBS) 100 (LBS) 100 (LBS) 100 (LBS) 100
(LBS-IN) (LBS-IN) (LBS-IN) (LBS-IN)
10 64 82 65 83 66 84 67 86
20 128 162 130 165 132 168 134 170
30 192 242 195 246 198 250 201 253
40 256 323 260 328 264 333 268 338
50 320 407 325 413 330 420 335 426
60 384 493 390 500 396 508 402 516
70 448 579 455 588 462 597 469 606
80 512 665 520 675 528 686 536 696
90 576 750 585 761 594 773 603 785
100 640 837 650 850 660 863 670 876
110 704 930 715 945 726 960 737 974
120 768 1029 780 1046 792 1062 804 1078
130 832 1141 845 1159 858 1177 871 1195
140 896 1251 910 1271 924 1290 938 1310
150 960 1358 975 1380 990 1401 1005 1422
160 1024 1465 1040 1488 1056 1511 1072 1534
170 1088 1570 1105 1595 1122 1620 1139 1644
180 1152 1676 1170 1703 1188 1729 1206 1755
190 1216 1785 1235 1814 1254 1842 1273 1869
200 1280 1901 1300 1932 1320 1962 1340 1991

210 1344 2012 1365 2044 1386 2076 1407 2107
220 1408 2125 1430 2159 1452 2192 1474 2225
230 1472 2234 1495 2269 1518 2304 1541 2339
240 1536 2334 1560 2371 1584 2408 1608 2444
250 1600 2430 1625 2469 1650 2506 1675 2544
260 1664 2527 1690 2567 1716 2606 1742 2646
270 1728 2629 1755 2671 1782 2712 1809 2753
280 1792 2732 1820 2776 1848 2818 1876 2861
290 1856 2841 1885 2886 1914 2930 1943 2975
300 1920 2952 1950 2999 1980 3045 2010 3091
310 1984 3061 2015 3109 2046 3157 2077 3205
320 2048 3167 2080 3217 2112 3266 2144 3316
330 2112 3279 2145 3330 2178 3382 2211 3433
340 2176 3383 2210 3437 2244 3490 2278 3542
350 2240 3479 2275 3534 2310 3588 2345 3643
360 2304 3574 2340 3631 2376 3686 2412 3742
370 2368 3673 2405 3731 2442 3788 2479 3846
380 2432 3772 2470 3832 2508 3891 2546 3950
384 2458 3821 2496 3882 2534 3942 2573 4001

July 29, 2015
Weight and Balance
JET FUEL WEIGHT - TABLE

JET FUEL WEIGHT
Column 1
(Initial setting or Column 2 Column 3 Column 4
Totalizer)
Jet A, Jet A-1 & JP-1 JP-4 and Jet B JP-5 100/130 Aviation
Gallons Density 6.71 lb/gal Density 6.44 lb/gal Density 6.89 lb/gal Gasoline
Density 5.79 lb/gal
10 67 64 69 58
20 134 129 138 116
30 201 193 207 174
40 268 258 276 232
50 336 322 345 290
60 403 386 413 347
70 470 451 482 405
80 537 515 551 463
90 604 580 620 521
100 671 644 689 279
110 738 708 758 637
120 805 773 827 695
130 872 837 896 753
140 939 902 965 811
150 1007 966 1034 869
160 1074 1030 1102 926
170 1141 1095 1171 984
180 1208 1159 1240 1042
190 1275 1224 1309 1100
200 1342 1288 1378 1158
210 1409 1352 1447 1216
220 1476 1417 1516 1274
230 1543 1481 1585 1332
240 1610 1546 1654 1390
250 1678 1610 1723 1448
260 1745 1674 1791 1505
270 1812 1739 1860 1563
280 1879 1803 1929 1621
290 1946 1863 1998 1679
300 2013 1932 2067 1737
310 2080 1996 2136 1795
320 2147 2061 2205 1853
330 2214 2125 2274 1911
340 2281 2190 2343 1969
350 2349 2254 2412 2027
360 2416 2318 2480 2084
370 2483 2383 2549 2124
380 2550 2447 2618 2200
384 2577 2473 2646 2223

July 29, 2015
Weight and Balance
WEIGHT AND BALANCE LOADING FORM - EXAMPLE

WEIGHT AND BALANCE LOADING FORM
SERIAL NO: LJ-1498 REG NO: N727FR DATE:
WEIGHT F.S. MOM/100

LINE ITEM
(LB) (IN.) (LB-IN.)
1. Basic Empty Weight 6,220 151.2 9,402
2. Pilot 340 129 439
3. Copilot
4. Passenger 1 180 168 302
5. Passenger 2 130 168 218
6. Passenger 3 220 218 480
7. Passenger 4 170 218 371
8. Passenger 5 150 243 364
9. Passenger 6
10. Other 10 153 15
11. Other 60 277 166
12. Other 25 226 56
13. Total Cabinet Contents 30 243 73
14. Total Baggage 150 277 416
15. Subtotal - Zero Fuel Weight 7,685 159.3 12,302
16. Fuel Loading 1,943 2,975
17. Subtotal - Ramp Weight
9,628 158.7 15,277
18. Less Fuel for Start, Taxi and Take-off* -60 -93
19. Total - Take-Off Weight.
DO NOT EXCEED 10,100 Lbs. 9,568 158.7 15,184
* Fuel for start, taxi and take-off is normally 60 Lbs at an average moment/100 of 93.
LANDING WEIGHT DETERMINATION

20. Fuel Loading from Line 16 1,943
Less Fuel used to Destination
21. (including fuel for start, taxi and take-off ) -1,400
Total Fuel Remaining

22. Moment/100 from Usable Fuel Weights 543 705
and Moments Table
23. Zero Fuel Weight from Line 15 7,685 12,302
Total Landing Weight (Line 22 + 23) 8,228 158.1 13,007
24.
DO NOT EXCEED 9600 Lbs.
NOTE: Shaded areas in the above tables indicate values that are not required to arrive at a final weight and balance.

July 29, 2015
Weight and Balance
WEIGHT AND BALANCE CENTER OF GRAVITY - GRAPH

WEIGHT AND BALANCE CENTER OF GRAVITY
WEIGHT & CG DIAGRAM
10100
SERIAL LJ-1498
10000
DATE
9800
9600
9400
9200
9000
8800
8600
8400
8200
8000
7800
7600
7400
7200
7000
AIRCRAFT WEIGHT (POUNDS)
6800
6600
6400
6200
6000
5800
5600
145 147 149 151 153 155 157 159 161 163
AIRCRAFT C.G. LOCATION (INCHES)

July 29, 2015
Weight and Balance
MOMENTMOMENT
LIMITS VS WEIGHT
LIMITS - GRAPH
VS WEIGHT
152 156 160 164
00 00 00 00
148
00 152.0 160.0
MAX TAKE-OFF 10100
WEIGHT
144
00
9900
150.7
140
00 9700
MAX LANDING
WEIGHT
136 9500
00
9300
132
00
9100
128
00
8900
124
00 8700
120 8500
00
144.7 8300
116
00
8100
112
00
7900
108
00 7700
104 7500
00
7300
100
00 AIRCRAFT WEIGHT (POUNDS)
7100
MOMENT/100
960
0
6900
920 6700
0
6500
880
0
6300
840
0
6100
5900
5700
144.7 160.0
CENTER OF GRAVITY ~ INCHES AFT OF DATUM
ENVELOPE BASE ON THE FOLLOWING WEIGHT AND CENTER OF
GRAVITY LIMIT DATA (LANDING GEAR DOWN
WEIGHT CONDITION FORWARD CG LIMIT AFT CG LIMIT
10,000 POUNDS (MAX TAKE-OFF) 152.0 160.0
9,600 POUNDS (MAX LANDING) 150.7 160.0
7,850 POUNDS OR LESS 144.7 160.0

July 29, 2015
Weight and Balance
LIMITATIONS
WEIGHT LIMITS
Maximum Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,160 Ibs (4608 kg)
Maximum Take-off Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,100 Ibs (4581 kg)
Maximum Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9600 Ibs (4354 kg)
Maximum Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No Structural Limitation
Maximum Rear Baggage Compartment Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 Ibs (159 kg) I
Maximum Nose Avionics Compartment Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 Ibs (159 kg)

July 29, 2015
Weight and Balance

July 29, 2015
Weight and Balance
6. Notes have been provided on various graphs

FLIGHT PLANNING AND and tables to approximate performance with ice
vanes extended. The effect will vary, depending
PERFORMANCE upon airspeed, temperature, altitude, and ambient
conditions.
FLIGHT PLANNING CHARTS

AIRCRAFT MANUALS
T his section provides a description of the graphs

and tables provided in the performance section
of the King Air C90 series AFM/POH. A performance
TAKE OFF PERFORMANCE CHARTS
example based upon the weight and balance numbers WIND COMPONENTS
generated in the previous section will follow.
This chart illustrates the headwind and crosswind
The graphs and tables provide all of the FAA approved components of the wind relative to a runway or a flight
performance information for flight planning based path. The wind angle is found by subtracting wind
upon weight, power, temperature, and altitude. It is direction from runway heading. Enter the graph at the
very important to read the associated conditions and wind angle line and wind speed circle. Move down
notes of every graph before use, as the differences for crosswind component or move left for headwind
in performance are significant from one condition component.
to another. Beechcraft has issued the following
information pertaining to the use of the performance
graphs contained in the AFM/POH. MAXIMUM TAKE-OFF WEIGHT
1. Indicated airspeeds (IAS) were obtained using the These charts calculate the maximum weight to achieve
Airspeed Calibration - Normal System graph. a positive one engine inoperative rate of climb with
2. The associated conditions define the specific the landing gear extended and the failed engine
conditions from which performance parameters propeller feathered. Gross weight is given as a function
have been determined. They are not intended to be of pressure altitude, ambient temperature, and flap
used as instructions; however, performance values setting. Enter the chart the at pressure altitude, move
determined from charts can only be achieved if the right to the true OAT, then down to read weight.
specific conditions exist.
3. In addition to presenting the answer for a particular MINIMUM TAKE-OFF POWER AT 2200 RPM
set of conditions, the example on the graph also
presents the order in which the various scales on This is the minimum torque value indicated at 70 knots
the graph should be used. For instance, if the first to obtain the takeoff performance requirements listed
item in the example is OAT, then enter the graph at in the performance section. The value is shown is a
the known OAT. function of pressure altitude and ambient temperature.
4. The reference lines indicate where to begin following Enter the chart at the true OAT, move up to pressure
the guidelines. Always project to the reference line altitude, then left to read engine torque.
first, then follow the guidelines to the next known
item by maintaining the same proportional distance TAKEOFF DISTANCE
between the guideline above and guideline below
the projected line. For instance, if the projected These charts calculate the takeoff ground roll distances
line intersects the reference line in the ratio of for a level, dry, hard-surface runway and the total
30% down/70% up between the guidelines, then distance to clear a 50-foot obstacle. The distance is
maintain this same 30%/70% relationship between based on the take off power being set prior to brake
the guidelines all the way to the next known item release, flaps up and the landing gear being retracted
or answer. after lift-off. VR and V2 are shown for incremental
5. The full amount of usable fuel is available for all weights between 7000 and 10,100 lbs. The distance
approved flight conditions. is a function of pressure altitude, weight, wind

July 29, 2015
Performance
component, and ambient temperature. Enter the chart to the reference line, follow guidelines to the aircraft
at the true OAT and move up to the pressure altitude. weight, then continue right to read the climb gradient.
Continue right to reference line 1 and then move along To obtain the maximum weight at which a specified net
the weight guidelines to the takeoff weight. Continue gradient of climb is desired, enter the graph at desired
right to reference line 2 and then move along the wind net gradient of climb, move left to intersect with the
guidelines to the wind component. Continue right to guidelines beginning at the reference line, and follow
read the 50-foot obstacle height clearance distance. guidelines toward weight. Then move down to read the
Note the note stating ground roll distance is 75% of the maximum weight at which the desired net gradient of
50-foot obstacle clearance distance. climb can be obtained.
ACCELERATE-STOP DISTANCE CLIMB PERFORMANCE CHARTS
These charts calculate the runway length required if

an engine failure occurs at Decision Speed and the CLIMB
takeoff is not attempted. Take off power is set prior to
brake release and reduced to Ground Fine at Decision The Climb -Two Engine – Flaps Up and the Climb
Speed. Ground Fine is used for the operating engine One- Engine Inoperative charts show the rate of
along with max braking without sliding tires. Influencing climb and the climb gradient influenced by ambient
factors are pressure altitude, weight, wind component, air temperature, pressure altitude, and weight. The
and ambient temperature. Enter the chart at the true associated conditions for the Climb Two-Engine charts
OAT, move up to pressure altitude, continue right to are max continuous power and landing gear up. The
reference line 1, move along weight guidelines to the Climb One-Engine Inoperative conditions are max
aircraft weight, continue right to reference line 2, move continuous power, flaps and gear up and the inoperative
along the wind guidelines to the wind component along propeller feathered. Enter the charts at true outside air
runway, then continue right to read distance. temperature, move up to the pressure altitude, continue
right to reference line, move along weight guidelines to
ACCELERATE-GO DISTANCE weight, then move right to read rate of climb. Continue
right to read the climb gradient.
These charts show the total distance to a 35 foot altitude
from a level, dry runway, if an engine failure occurs at TIME, FUEL, AND DISTANCE TO CLIMB
rotation and the propeller is immediately feathered.
Take off power is set prior to brake release and the This chart shows time, fuel, and distance to climb with a
gear is retracted upon lift-off. Ground roll distance is propeller speed of 2000 RPM, and an ITT of 695ºC or a
approximately 60% of the take off distance over a 35- Torque of 1315 ft-lbs. The calculations are influenced by
foot obstacle. Influencing factors are pressure altitude, the ambient temperature, pressure altitude, and weight.
weight, wind component, and ambient temperature. The chart is entered at the true outside air temperature
Enter the chart at true OAT, move up to pressure for takeoff, move up to the pressure altitude, continue
altitude; continue right to reference line 1. Move right to the initial climb weight, then down to read time,
along the weight guidelines to the aircraft weight and fuel and distance to climb then, enter the chart again
continue right to reference line 2. Move along the wind at the OAT for cruise, move up to the pressure altitude,
guidelines to the wind component along runway, then continue right to the initial climb weight, then down to
continue right to read distance. read time, fuel and distance to climb.
TAKE-OFF GRADIENT-ONE ENGINE SERVICE CEILING - ONE ENGINE

INOPERATIVE INOPERATIVE
These graphs show the actual gradient of climb as a This chart shows the maximum en route weight at
function of OAT, pressure altitude, and weight for flaps which the aircraft is capable of climbing at 50 fpm as a
up. The associated conditions for chart use are; take off function of OAT and altimeter setting at various
power set, landing gear up, flaps up and the inoperative
propeller feathered. Enter at true OAT, move up to The service ceiling is the maximum pressure altitude
the interpolated pressure altitude line, continue right the aircraft is capable of climbing 50 fpm with maximum
continuous power, one engine inoperative, and the

July 29, 2015
Performance
propeller feathered. Data is shown for gross weight The chart is entered at the pressure altitude moving
and ambient temperature. Enter the chart at the true right to the reference line and then down to read the
outside air temperature, move up to weight, then, move range or endurance.
left to read service ceiling.
ONE ENGINE INOPERATIVE MAXIMUM
CRUISE PERFORMANCE CHARTS AND CRUISE POWER 1900 RPM
TABLES
These tables present the IOAT, Torque, Fuel Flow and
Airspeed in a table format for ISA-30ºC to ISA+37ºC.
MAXIMUM CRUISE POWER 1900 RPM The tables list the IAS/TAS for 9500 lbs, 8500 lbs, and
7500 lbs. Enter the appropriate table for the nearest ISA
These tables present the IOAT, Torque, Fuel flow and conditions above and below the forecast ISA conditions
airspeed in a table format for ISA-30ºC to ISA+37ºC. (en route, use actual IOAT) and interpolate to determine
The tables list the CAS/TAS for 9500 lbs, 8500 lbs, and the values for the forecast or actual conditions.
7500 lbs, however all information presented to the left
of the CAS/TAS columns are based on 8500 lbs. Enter DESCENT PERFORMANCE CHARTS
the appropriate table for the nearest ISA conditions
above and below the forecast ISA conditions (en route,
use actual IOAT) and interpolate to determine the TIME, FUEL, AND DISTANCE TO DESCEND
values for the forecast or actual conditions.
This chart shows the time, fuel and distance to Descend
The same information presented in the tables can at 169 knots, with the power adjusted to hold 1500 fpm.
be derived by using the Cruise Speeds at Maximum No wind corrections are available. The chart is entered
Power, Normal/Maximum Cruise Power, and Fuel Flow at the pressure altitude; continue right to the reference
at Maximum Cruise Power graphs for 1900 RPM. All line, then down to read time, fuel and distance to
of the graphs are entered at the pressure altitude. The descend.
cruise speed is determined by moving right to the ISA
then down to read TAS. The Cruise Power and the Fuel
Flow are determined by moving along the pressure HOLDING TIME
altitude to the ISA then left to read the torque or fuel
The Holding Time graph can be used to calculate the
flow.
holding time in flight given the available holding fuel.
The Cruise Speeds at Maximum Cruise Power graph For planning purposes the graph can also be used to
can be used for a quick calculation of range based calculate the fuel requirement for a desired holding or
upon a gross weight of 8500 lbs. reserve time.
MAXIMUM RANGE POWER 1900 RPM LANDING PERFORMANCE CHARTS
These tables present the IOAT, Torque, Fuel flow and

airspeed in a table format for ISA-30ºC to ISA+37ºC. CABIN ALTITUDE SELECTOR ADJUSTMENT
The tables list the TAS for 9500 lbs, 8500 lbs, and 7500
This chart corrects for changes in destination pressure
lbs. Enter the appropriate table for the nearest ISA
altitude and cabin controller operation. To use this chart,
conditions above and below the forecast ISA conditions
find closest altimeter setting for landing destination,
(en route, use actual IOAT) and interpolate to determine
enter the chart and read up until reaching the field
the values for the forecast or actual conditions.
elevation. Move to the left to read cabin altitude setting
in feet. Set this number on outer scale of cabin selector
RANGE/ENDURANCE PROFILE GRAPHS prior to landing.
These charts are available to calculate the range in

nautical miles and endurance in hours for Normal Cruise
at 1900 RPM, Maximum Cruise Power at 1900 RPM,
and Maximum Range Power at 1900 RPM. All of the
charts are based upon ISA and zero wind conditions.

July 29, 2015
Performance
CLIMB BALKED LANDING. It is important to note that this graph is only valid
for ISA.
This chart shows rate of climb and climb gradient for 6. Fahrenheit to Celsius Temperature Conversion
ambient air temperatures, pressure altitudes, and
7. Stall Speed-Power Idle. This graph shows the
weights with two engines. Enter the chart at the true
power idle stall speeds as a function of aircraft
outside air temperature, move up to the pressure
weight, configuration and bank angle. The wings
altitude, continue right to reference line, move along
level data assume a deceleration rate of 1 knot
weight guidelines to weight, then move right to read the
per second and idle power. Higher deceleration
rate of climb and net climb gradient.
rates, or power added, would result in higher pitch
attitudes and a deeper stall.
LANDING DISTANCE WITHOUT OR WITH
PROPELLER REVERSING
These charts show landing ground roll and 50-foot

obstacle distance and approach speeds for pressure
altitude, ambient temperature, wind component,
and weight. Enter the chart at the true outside air
temperature, move up to the pressure altitude, continue
right to reference line 1, move along weight guidelines
to weight, continue right to reference line 2, move
along the wind guidelines to the wind component along
runway, then continue right to reference line 3 for rollout
distance. Continue right to read distance or; for 50-foot
obstacle height, move along the obstacle guidelines to
read distance.
MISCELLANEOUS CHARTS
SUPPORT
The following support graphs are available:

1. ISA Conversion
2. Fahrenheit to Celsius Temperature Conversion
CALIBRATIONS AND CORRECTIONS
These graphs are normally not used on a daily basis.

1. Airspeed Calibration-Normal System. This graph
shows the position error for the normal system in
flight.
2. Altimeter Correction-Normal System.
3. Airspeed Calibration-Emergency System. This
graph shows the position error for the normal
system in flight.
4. Altimeter Correction-Emergency System.
5. Indicated Outside Air Temperature Correction.
This graph shows the ram recovery correction, for
pressure altitude vs. calibrated airspeed, for ISA.

July 29, 2015
Performance
CONFIGURATIONS
NO. OF OPERATING POWER FLAP SETTING LANDING GEAR
ENGINES
1ST SEGMENT TAKE-OFF CLIMB 1 Takeoff Up Down
2ND SEGMENT TAKE-OFF CLIMB 1 Takeoff Up Up
3RD SEGMENT TAKE-OFF CLIMB 1 Takeoff Up Up
ENROUTE CLIMB 1 Maximum Up Up
Continuous
APPROACH CLIMB 1 Takeoff Up Up
BALKED LANDING CLIMB 1 Takeoff Down Down
TAKE-OFF PATH
TAKE-OFF PATH PROFILE
MAXIMUM
CONTINUOUS 1500 FT
POWER
TAKE - OFF POWER
GEAR DOWN GEAR UP
RETRACT 400 FT
FLAPS
V2+9 VYSE
REFERENCE
ZERO
1/2
BRAKE
RELEASE 35 FT
V1 V2
TAKE-OFF FIRST SECOND HORIZONTAL THIRD

FIELD LENGTH SEGMENT SEGMENT ACCELERATION SEGMENT
HORIZONTAL DISTANCE TO THIRD SEGMENT
CLOSE-IN
TAKE OFF
FLIGHT PATH
DISTANT
TAKE OFF
FLIGTH PATH

July 29, 2015
Performance
ISA CONVERSION
PRESSURE ALTITUDE VS OUTSIDE AIR TEMPERATURE

July 29, 2015
Performance
MINIMUM TAKE-OFF POWER AT 2200 RPM

(70 KNOTS)

July 29, 2015
Performance
MAXIMUM TAKE-OFF WEIGHT

MAXIMUM TAKE-OFF WEIGHT
TO ACHIEVE POSITIVE
TO ACHIEVEONE-ENGINE INOPERATIVE
POSITIVE ONE-ENGINE-INOPERATIVE CLIMB AT LIFT-OFF
CLIMB AT LIFT-OFF
ASSOCIATED CONDITIONS: EXAMPLE:

POWER. . . . . . . . . . . . . . . . . . . . . . . . . TAKE-OFF PRESSURE ALTITUDE . . . . . . . . 3966 FT
FLAPS. . . . . . . . . . . . . . . . . . . . . . . . . . UP OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25°C
LANDING GEAR . . . . . . . . . . . . . DOWN
INOPERATIVE PROPELLER . . FEATHERED TAKE-OFF WEIGHT . . . . . . . . . . . 10,100 LBS
10,000
0°
C
5°
C
10
9,000 °C
15
°C
20
ISA
8,000
°C
+3
25
7°C
°C
7,000
30
MAXIMUM TAKE-OFF WEIGHT (10,100 LBS/4581 KGS)

°C
6,000
PRESSURE ALTITUDE ~ FEET
35
°C
5,000
40
°C
4,000
45
3,000 °C
OU
TS
ID
EA
IR
TE
2,000 M
PE
RA
TU
RE
...
°C
1,000
SL
7,000 7,500 8,000 8,500 9,000 9,500 10,000 10,500

WEIGHT ~ POUNDS

July 29, 2015
Performance
TAKE-OFF DISTANCE

July 29, 2015
Performance
July 29, 2015
ACCELERATE
ACCELERATE-- STOP DISTANCE
STOP DISTANCE
POWER . . . . . . . . . . . . . 1. TAKE-OFF POWER SET OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25°C
BEFORE BRAKE RELEASE WEIGHT ~ POUNDS DECISION SPEED ~ KTS PRESSURE ALTITUDE . . . . . . . . . . . . . 3,966 FT
2. BOTH ENGINES TO TAKE-OFF WEIGHT. . . . . . . . . . . . . . . . 9,650 LBS
GROUND FINE AT 10,100 97
DECISION SPEED 9,000 87 HEADWIND COMPONENT . . . . . . . 10 KTS
7,850 80
FLAPS . . . . . . . . . . . . . . UP 7,000 80 ACCELERATE - STOP DISTANCE . . . . 4074 FT
BRAKING . . . . . . . . . . . MAXIMUM WITHOUT DECISION SPEED . . . . . . . . . . . . . . . . . . 93 KTS
SLIDING TIRES NOTES: DISTANCES INCLUDE A TIME DELAY
RUNWAY . . . . . . . . . . . PAVED, LEVEL, DRY EQUIVALENT TO 3 SECONDS AT ENGINE
SURFACE FAILURE SPEED.

10,000
ND I
LW
TAI
9,000
REFERENCE LINE
REFERENCE LINE
HE
AD
W
IN
D 8,000
7,000
20-10
ISA
6,000
5,000
0
10,00
8,000
6,000
4,000
4,000
2,000
ACCELERATE-STOP DISTANCE ~ FEET
SL
3,000
2,000
1,000
0
-40 -30 -20 -10 0 10 20 30 40 50 60 10,000 9,000 8,000 7,000 0 10 20 30
Performance
OUTSIDE AIR TEMPERATURE ~ °C WEIGHT ~ POUNDS WIND COMPONENT ~ KNOTS
July 29, 2015
ACCELERATE
ACCELERATE -- GO DISTANCE
GO DISTANCE
POWER . . . . . . . . . . . . . . . . . . . . . . . . . TAKE-OFF POWER SET OAT . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . 25°C
BEFORE BRAKE RELEASE TAKE-OFF SPEED ~ KNOTS
WEIGHT ~ POUNDS PRESSURE ALTITUDE . . . . . . . . . . . . . 3,966 FT
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . UP
ROTATION 35 FT HEADWIND COMPONENT . . . . . . . . 10 KTS
LANDING GEAR . . . . . . . . . . . . . . . RETRACT AFTER LIFT-OFF
RUNWAY . . . . . . . . . . . . . . . . . . . . . . . PAVED, LEVEL, DRY SURFACE TAKE-OFF WEIGHT. . . . . . . . . . . . . . . . . 9,650 LBS
10,100 97 100
9,000 87 97 TOTAL DISTANCE OVER
NOTES: 1. GROUND ROLL DISTANCE IS APPROXIMATELY 7,850 80 93 35-FT OBSTACLE . . . . . . . . . . . . . . . 5969 FT
60% OF THE TAKE-OFF DISTANCE OVER 35-FT 7,000 80 93
OBSTACLE. TAKE-OFF SPEED: AT ROTATION. . 93 KTS
AT 35 FT . . . . . .. 99 KTS
2. DISTANCES ASSUME AN ENGINE FAILURE AT
ROTATION SPEED AND PROPELLER IMMEDIATELY

FEATHERED.
10,000
ND I
LW
TAI
9,000
HE
A
REFERENCE LINE
REFERENCE LINE
DW
IN
D
8,000
20-11
7,000
6,000
ISA
5,000
4,000
00 3,000
10,0
8,000
TAKE-OFF DISTANCE OVER 35-FT OBSTACLE ~ FEET
6,000
4,000
2,000
SL 2,000
1,000
0
-40 -30 -20 -10 0 10 20 30 40 50 60 7,000 8,000 9,000 10.000 0 10 20 30
OUTSIDE AIR TEMPERATURE ~ °C WEIGHT ~ POUNDS WIND COMPONENT ~ KNOTS
Performance
July 29, 2015
TAKE-OFF CLIMB GRADIENT - ONE ENGINE INOPERATIVE
TAKE-OFF CLIMB GRADIENT - ONE ENGINE INOPERATIVE
ZERO WIND
ZERO WIND

WEIGHT ~ POUNDS CLIMB SPEED~ KNOTS
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKE-OFF OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25°C
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP 10,100 100 PRESSURE ALTITUDE . . . . . . . . . . . . . 3966 FT
LANDING GEAR . . . . . . . . . . . . . . . . . . . UP 9,000 97 WEIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9650 lbs
7,850 93
INOPERATIVE PROPELLER . . . . . . . FEATHERED CLIMB GRADIENT . . . . . . . . . . . . . . . . . 2.92 %
7,000 93
CLIMB SPEED . . . . . . . . . . . . . . . . . . . . . . 98.8 KTS

12
11
10
REFERENCE LINE
9
20-12
7
6
SL
2,000
4,000 ISA 5
6,000
8,000
10, 4
CLIMB GRADIENT ~ %
000
12,
000 3
-1
-2
--60 --50 --40 -30 -20 -10 0 10 20 30 40 50 60 10,000 9,000 8,000 7,000
Performance
OUTSIDE AIR TEMPERATURE ~ °C WEIGHT ~ POUNDS
CLIMB - TWO ENGINE - FLAPS UP

CLIMB SPEED: 112 KNOTS (ALL WEIGHTS)

July 29, 2015
Performance
SERVICE CEILING - ONE ENGINE INOPERATIVE

July 29, 2015
Performance
TIME, FUEL, AND DISTANCE TO CRUISE CLIMB

July 29, 2015
Performance
MAXIMUM CRUISE POWER

1900 RPM
ISA -20°C

July 29, 2015
Performance
MAXIMUM CRUISE POWER

1900 RPM
ISA +20°C

July 29, 2015
Performance
MAXIMUM RANGE POWER

1900 RPM
ISA -20°C

July 29, 2015
Performance
MAXIMUM RANGE POWER

1900 RPM
ISA +20°C

July 29, 2015
Performance
RANGE PROFILE - USABLE FUEL

384 GALLONS - (1454 LITERS)
STANDARD DAY
ZERO WIND

July 29, 2015
Performance
ENDURANCE PROFILE - USABLE FUEL

384 GALLONS - (1454 LITERS)
STANDARD DAY

July 29, 2015
Performance
ONE-ENGINE INOPERATIVE MAXIMUM CRUISE POWER

1900 RPM
ISA -20°C

July 29, 2015
Performance
ONE-ENGINE INOPERATIVE MAXIMUM CRUISE POWER

1900 RPM
ISA +20°C

July 29, 2015
Performance
HOLDING TIME

July 29, 2015
Performance
TIME, FUEL, AND DISTANCE TO DESCEND

DESCENT SPEED: 169 KNOTS

July 29, 2015
Performance
CLIMB SPEED: 101 KNOTS (ALL WEIGHTS)

CLIMB - BALKED LANDING

July 29, 2015
Performance
July 29, 2015
LANDING DISTANCE WITHOUT PROPELLER REVERSING
LANDING DISTANCE WITHOUT PROPELLER REVERSING

POWER . . . . . . . . . . . . . . . . RETARDED TO MAINTAIN A 600 FPM WEIGHT ~ POUNDS APPROACH SPEED ~ KNOTS OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15°C
ON FINAL APPROACH FIELD PRESSURE ALTITUDE . . . . . . 5,653 FT
FLAPS. . . . . . . . . . . . . . . . . . DOWN 10,100 102 LANDING WEIGHT. . . . . . . . . . . . . . . . . 8,744 LBS
LANDING GEAR . . . . . . DOWN HEADWIND COMPONENT . . . . . . . 10 KTS
9,600 101
RUNWAY . . . . . . . . . . . . . . PAVED, LEVEL, DRY SURFACE 8,000 101 GROUND ROLL . . . . . . . . . . . . . . . . . . . 1305 FT
POWER LEVERS . . . . . . . GROUND FINE AFTER TOUCHDOWN 7,000 101

TOTAL DISTANCE OVER
BRAKING. . . . . . . . . . . . . . . MAXIMUM WITHOUT SLIDING TIRES
50-FT OBSTACLE . . . . . . . . . . . . . . 2356 FT
NOTE: OBSTACLE HEIGHT GUIDELINES ARE NOT APPLICABLE FOR
INTERMEDIATE OBSTACLE HEIGHTS.
4,000
3,500
REFERENCE LINE
REFERENCE LINE
REFERENCE LINE
20-27
3,000
2,500
D IN
LW
TAI
T
~ FEE HE
UDE AD 2,000
ALTIT WI
S URE ND
PRES
IS
A
LANDING DISTANCE ~ FEET
10,000 1,500
8,000
6,000
4,000
2,000
SL
1,000
500
-40 -30 -20 -10 0 10 20 30 40 50 60 10,000 9,000 8,000 7,000 0 10 20 30 0 50
OUTSIDE AIR TEMPERATURE ~ °C WEIGHT ~ POUNDS WIND COMPONENT OBSTACLE HEIGHT
~ KNOTS ~ FEET
Performance
LANDING DISTANCE WITH PROPELLER REVERSING

July 29, 2015
Performance
static source. If the alternate static source is used, the

PITOT STATIC altimeter, VSI and ASI indications are not accurate.
Refer to the Alternate System graph in the performance
section of the POM for operation when the alternate
static system is in use. The alternate static source
is activated by lifting the spring clip retainer off the
C90A AND B PILOTS STATIC AIR SOURCE valve handle, located
on the right side panel of the cockpit, and moving the
T he pilot’s altimeter and vertical speed indicator

(VSI) receive static air pressure inputs from the
pilot’s static air source. The pilot’s airspeed indicator
handle aft to the ALTERNATE position.
The copilot’s altimeter, VSI, and ASI receive their

(ASI) receives these static inputs as well as ram air inputs from a separate pitot static system. There is no
pressure from the pilot’s pitot tube. The pilot’s altimeter, alternate static source for the copilot’s static system.
VSI and ASI can receive static inputs from an alternate
90 SERIES PRESSURE
PITOT STATIC SYSTEM BULKHEAD
PILOT’S ALTERNATE
STATIC AIR
TO COPILOT’S
INSTRUMENTS
TO PILOT’S
INSTRUMENTS
COPILOT’S
PITOT
PILOT’S
PITOT
ALTERNATE
TO COPILOT’S AIRSPEED INDICATOR STATIC AIR
COPILOT’S
TO PILOT’S AIRSPEED INDICATOR STATIC AIR
DRAIN VALVES PILOT’S

STATIC AIR

July 29, 2015
Pitot Static
There are three static system drain petcocks located on STATIC AIR SOURCE valve handle, located on the right
the copilot’s right side wall. These petcocks are used side panel of the cockpit, and moving the handle to the
to drain moisture from the static system periodically or ALTERNATE position. Altimeter and airspeed correction
after exposure to visible moisture. If the petcocks are graphs are found in the AFM/POH’s PERFORMANCE
opened they must be closed after draining for proper or FAA PERFORMANCE chapters.
static system operation.
For C90s (LJ-624 and earlier), the pitot tube(s) are
located on the wings. The right pitot tube is optional
C90 equipment.
For LJ-625 and after, the pitot tubes are located on the
The static system provides static air inputs to flight nose.
instruments from static ports located on each side of
the aft fuselage. An emergency source of static air There are two static system drain petcocks located on
can be obtained from the emergency static air line the copilot’s right side wall. These petcocks are used
that receives its input from a port just aft of the rear to drain moisture from the static system periodically or
bulkhead. The emergency static source is activated after exposure to visible moisture. If the petcocks are
by lifting the spring clip retainer off the EMERGENCY opened they must be closed after draining for proper
static system operation.
INSTURMENT PRESSURE
PANEL BULKHEAD
PLUMBING
DRAIN
COCK
ALTERNATE
STATIC AIR
CONTROL VALVE
LEFT PITOT MAST RIGHT PITOT MAST
DRAIN DRAIN
COCK COCK
PRESSURE
BULKHEAD
ALTERNATE STATIC AIR LINE

PITOT LINE
STATIC AIR LINE
STATIC BUTTONS
Pitot Static System for LJ-624 and Earlier

July 29, 2015
Pitot Static
Section 10 – Servicing
AIRCRAFT MANUALS
T he following publications are required to be on

board the aircraft and immediately available to the
pilot at all times:
In later serials, the sections are:
Section 1 – General
Pilots Operating Handbook and FAA approved Aircraft Section 2 – Limitations

Flight Manual
Section 3 – Emergency Procedures
Aircraft Normal, Abnormal, and Emergency Checklist.
Section 3A – Abnormal Procedures
PILOTS OPERATING HANDBOOK Section 4 – Normal Procedures
AND FAA APPROVED FLIGHT Section 5 – Performance

MANUAL
The format and contents of this Section 7 – Systems Description

Pilot’s Operating Handbook
and FAA Approved Airplane Section 8 – Handling Service and Maintenance
Flight Manual conform to GAMA
(General Aviation Manufacturers Section 9 – Supplements
Association) Handbook
Specification No.1 through
Revision No. 2, dated October The pilot must be thoroughly familiar with the contents
18, 1996. Use of this specification of the aircraft’s operating manuals, placards, and
by all manufacturers will provide checklists to ensure safe operation of the aircraft.
the pilot with the same type of data in the same place
in all handbooks.
The AFM/POH contain 10 or 11 sections. MAINTENANCE MANUAL

In early serials, the sections are:
The Hawker Beechcraft
Section 1 – Limitations King Air C90
maintenance manual
Section 2 – Normal Procedures is available from
Beechcraft. It contains
Section 3 – Emergency Procedures in-depth servicing
and maintenance
Section 4 – FAA Performance procedures. This
manual is also available as an on-line resource.
Section 5 – FAA Airplane Flight Manual Supplements
Section 6 – Supplemental Performance COMPONENT MAINTENANCE

Section 7 – Cruise Control MANUAL
The Hawker Beechcraft King Air C90 component
Section 9 – Systems Description maintenance manual is available from Beechcraft.
For Training Purposes Only - DO NOT USE IN AIRCRAFT GOS-01-1

July 29, 2015
Aircraft Manuals
It contains in-depth servicing and maintenance with inoperative instruments or equipment installed
procedures for individual aircraft components. This unless the following conditions are met:
manual is also available as an on-line resource.
(1) An approved Minimum Equipment List exists for that
aircraft.
MINIMUM EQUIPMENT LIST
A Master Minimum Equipment List (MMEL) is available
from the FAA FSIMS website. Individual operators
14 CFR Part 91.213 (a) Except as provided in paragraph must request a letter of approval from their local Flight
(d) of this section, no person may take off an aircraft Standards District Office for the use of this MMEL.

July 29, 2015
Aircraft Manuals
LIMITATIONS
T his section contains limitations for the King Air C90 series of aircraft. This section is for training purposes only;
always consult your aircraft AFM/POH for specific limitations.
The King Air Model C90 series runs from serial number LJ-502 through LJ-1785. The C90 series has evolved over
decades of advances in technology and updates. Always check the documentation of your particular aircraft as
the limitations in the AFM/POH are the appropriate source for this information.
King Air C90 series aircraft are approved for VFR day and night, IFR day and night, and known icing conditions
as defined herein. Consult your AFM/POH for aircraft specific restrictions and limitations.
AIRSPEED LIMITATIONS
AIRSPEED LIMITATIONS*
SPEED C90 C90A & C90B REMARKS
KIAS KIAS
Maneuvering Speed
VA 169 169 Do not make full or abrupt control movements above this speed.
Maximum Flap Extension/
Extended Speed
VFE
Approach Position - 35% 178 182 Do not extend flaps or operate with flaps in prescribed position above
Full down Position - 100% 137 148 these speeds.
Maximum Landing Gear
Operating Speed
VLO
Extension 156 182
Retraction 129 163 Do not extend or retract landing gear above the speeds given.
Extended Speed VLE 156 182 Do not exceed this speed with landing gear extended.
This is the lowest airspeed at which the airplane is directionally
Air Minimum Control Speed controllable when one engine suddenly becomes inoperative and the
VMCA 90 90 other engine is at take-off power.
Maximum Operating Speed

206 226
VMO
MMO .46 Mach Do not exceed this airspeed or Mach Number in any operation.
*Airspeed limitations are typical for C90, C90A, and C90B. Your aircraft may be different, check your
aircraft’s AFM/POH for specific limitations.
Added to LJ-1063 and after, white ∆ indicates speed for approach flaps, which is 35° and blue line added
at 107 KIAS

July 29, 2015
Limitations
POWER LEVERS
Do not lift the power levers in flight. Lifting the power levers in flight or moving the power levers in flight below the
flight idle position could result in a nose-down pitch and a descent rate leading to aircraft damage and injury to
personnel.
NUMBER OF ENGINES
Two
ENGINE MANUFACTURER
Pratt & Whitney Canada Corp. (Longquell, Quebec, Canada)
ENGINE MODEL NUMBERS
C90, C90A and C90B

Serials Engine SHP Rating
LJ-502 through LJ-667 PT6A-20 550
LJ-668 and after PT6A-21 550

July 29, 2015
Limitations
ENGINE OPERATING LIMITS

This section describes the limitations for the PT6A-20, which are found on earlier versions of the King Air 90,
and the PT6A-21, found on all King Airs from the C90 though the C90B. Note that each powerplant is described
in a separate table. The following limitations shall be observed. Each column is a separate limitation. The limits
presented do not necessarily occur simultaneously. Refer to the Pratt & Whitney Engine Maintenance Manual for
specific actions required if limits are exceeded. Consult your AFM/POH for your specific aircraft limitations.
PT6A-20, PT6A-6/C20, AND PT6A-20A ENGINE OPERATING LIMITS

STARTING --- --- 1,038 (3) --- --- --- -40 (min)
GROUND IDLE (1) ---- --- 700 (4) --- --- 40 (min) 0 to 99
TAKEOFF 550 1,315 994 101.5 2,200 65 to 85 10 to 99
(5 MIN LIMIT)
MAX CONT 550 1,315 952 101.5 2,200 65 to 85 0 to 99
MAX CRUISE 495 1,192 930 --- 2,200 65 to 85 0 to 99
PROP FEATHER 525 805 --- --- --- ---
ACCELERATION (5) 1,500 (3) 994 (3) 102.6 2,420 --- 0 to 99
TRANSIENT 2,400 850 (4) 102.6 2,090 --- ---
FOOTNOTES:
1. At approximately 50% (N1) minimum.
2. Normal oil pressure is 65-85 psig. At throttle settings above 28,000 rpm (75%) N1 oil pressures between 40 and 65 psig are
undesirable, and should only be tolerated for the completion of the flight, preferable at reduced throttle settings. Oil pressures below
normal should be reported as an engine discrepancy, and should be corrected before the next take-off. Oil pressures below 40 psig
are unsafe, and require that the engine either be shut down or a landing be made as soon as possible, using the minimum required
power to sustain flight.
3. This value is time limited for two seconds.
4. High TIT at ground idle may be corrected by reducing accessory load and/or increasing N1 speed.
5. High generator loads at low N1 speeds may cause the TIT acceleration temperature limit to be exceeded. This does not apply during
engine start. Observe the following generator load limits:
GENERATOR LOAD: MINIMUM GAS GENERATOR RPM:

0 to .5 Load 49%
.5 to .75 Load 53%
.75 to .90 Load 59%
GAS GENERATOR RPM (N1) LIMIT
105
MAXIMUM GAS GENERATOR SPEED (N1) - %
100
95
90
-60 -50 -40 -30 -20
OUTSIDE AIR TEMPERATURE ~ °C

July 29, 2015
Limitations
PT6A-21 ENGINE OPERATING LIMITS (INDICATIVE OF C90)

TAKEOFF 550 1,315 695 101.5 2,200 80 - 100 10 TO 99
(5 MINUTE LIMIT)
MAX CONT (6) 550 1,315 695 101.5 2,200 80 - 100 10 TO 99
CRUISE CLIMB 538 1,315 665 --- 2,200 80 - 100 10 TO 99
CRUISE 495 1,315 (9) 655 --- 2,200 80 - 100 10 TO 99
HI IDLE (1) --- --- --- --- --- --- 10 TO 99
LOW IDLE (2) --- --- 660 (7) --- --- 40 (MIN) -40 TO 99
STARTING --- --- 1,090 (4) --- --- --- -40 (MIN)
ACCELERATING (10) --- 1,500 (4) 850 (4) 102.6 2,420 --- 0 TO 99
MAX REVERSE (8) --- --- 695 88 2,100 80 - 100 0 TO 99
FOOTNOTES:
1. At approximately 70% (N1)
2. At 51% (N1) Minimum
3. Normal oil pressure is 80-100 psig at throttle settings above 72 % N1 (27,000 RPM) with oil temperature between 60°C and 70°C. Oil
pressures below 80 psig are undesirable, and should be tolerated only for the completion of the flight, preferably under reduced power
setting. Oil pressures below normal should be reported as an engine discrepancy, and should be corrected prior to the next takeoff. Oil
pressure below 40 psig are unsafe, and require that either the engine be shut down, or a landing be made as soon as possible, using
minimum power to sustain flight.
4. This value is time-limited for two seconds
5. For every 10°C below -30°C ambient temperature, reduce allowable N1 by 2.2%.
6. Maximum continuous power is intended for Emergency use at the discretion of the pilot.
7. High ITT at ground idle may be corrected by reducing the accessory load and/or increasing N1 speed.
8. This operation is time-limited to one minute. Do not select reverse while airborne.
9. Cruise torque limits vary with altitude and temperature.
10. High generator loads at low N1 speeds may cause the ITT acceleration temperature limit to be exceeded.
11. Maximum sustained torque is 1315 ft-lbs. Propeller RPM (N2) must be set so as not to exceed SHP limitations.
GENERATOR LOAD VS MINIMUM N1
GROUND
GENERATOR LOAD OPERATION 5000 FT 25,000 FT 30,000 FT
0 to .25 51% 51% 58% 60%
.25 to .5 51% 60% 67% 70%
.5 to .75 57% 65% 74% 78%
.75 to .9 60% 68% 78% 82%
.9 to 1.0 63% 69% 80% 85%
Operation above 25,000 feet is limited to .80 generator load.

July 29, 2015
Limitations
GENERATOR LIMITS
GENERATOR LOAD MINIMUM N1

0 to 50% 59%
50 to 80% 61%
80 to 85% 70%
See also applicable Engine Operating Limits.
300 AMP STARTER/GENERATOR INSTALLATION LIMITATIONS
The following N1 speeds are minimum speeds required to obtain the power output indicated in the columns.
Requirements for higher power output necessitate the advancement of the N1 speed.
GENERATOR OUTPUT IN AMPS
GENERATOR C90 LEAR-SIEGLER
100-389014-1
MINIMUM N1 SPEED 51% 60% 70%
GROUND
-54°C to 38°C (OAT) 140 240 260
+38°C to +52°C (OAT) 140 215 230
FLIGHT
S.L. to 19,000 ft. 300 amps
19,000 to 25,000 ft. 300 amps
25,000 to 31,000 ft. 285 amps
Generators with different part numbers shall not be mixed on the same airplane.
Airplane shall not be operated when OAT exceeds:
WITH LEAR-SIEGLAR INSTALLATION
S.L. to 25,000 ft ISA + 37°C
25,000 to 31,000 ft ISA + 31°C
STARTER LIMITATIONS
Use of the starter is limited to 40 seconds ON, 60 seconds OFF, 40 seconds ON, 60 seconds OFF, 40 seconds
ON, then 30 minutes OFF.
EXTERNAL POWER LIMITS

External power carts will be set to 28.0 - 28.4 volts and be capable of generating a minimum of 1000 amperes
momentarily and 300 amps continuously.

July 29, 2015
Limitations
FUEL PRESSURE
Operation of either engine with its corresponding fuel pressure light (L FUEL PRESS or R FUEL PRESS
annunciator) illuminated is limited to 10 hours before overhaul or replacement of engine-driven fuel pump.
NOTE: Windmilling time need not be charged against this time limit.
APPROVED FUEL GRADES AND ADDITIVES
C90 SERIES APPROVED FUEL GRADES AND ADDITIVES

RECOMMENDED ENGINE FUELS EMERGENCY ENGINE FUELS
COMMERCIAL GRADE Jet A 80 Red (Formerly 80/87)
Jet A-1 100L Blue *
Jet B 100 Green (Formerly 100/130)
MILITARY GRADE JP-4 80/87 Red
JP-5 100/130 Green
JP-8 115/145 Purple
* In some countries, this fuel is colored Green and designated “100L”
LIMITATIONS ON THE USE OF AVIATION GASOLINE

1. Operation is limited to 150 hours between engine overhauls.
2. Operation is limited to 8,000 feet pressure altitude or below if either boost pump is inoperative.
3. Crossfeed capability is required for climbs above 8,000 feet pressure altitude.
MINIMUM TEMPERATURE LIMITS

Engine oil is used to heat the fuel on entering the fuel control. Since no temperature measurement is available for
the fuel at this point, it must be assumed to be the same as the OAT. Operations with Commercial Grade fuels are
prohibited below the OAT indicated below unless approved anti-icing fuel additives are used. Military Grade fuels
have anti-icing additives blended in the fuel at the refinery, and no further treatment is necessary. Operations with
Military Grade fuels below the temperatures indicated are prohibited.
COMMERCIAL GRADES MILITARY GRADES
Jet A: - 40°C JP-4: - 58°C
Jet A-1: - 47°C JP-5: - 46°C
Jet B: - 50°C JP-8: - 50°C
APPROVED FUEL ADDITIVES
ANTI-ICING ADDITIVES
Anti-icing additive conforming to Specification MIL-I-27686 is the only approved fuel additive.
Engine oil is used to heat the fuel on entering the fuel control. Since no temperature measurement is available
for the fuel at this point, it must be assumed to be the same as the OAT. The graph below is supplied for use as
a guide in preflight planning, based on known or forecast operating conditions, to allow the operator to become

July 29, 2015
Limitations
aware of operating temperatures where icing at the fuel control could occur. If the following conditions should
indicated that oil temperature versus OAT is such that ice formation could occur during takeoff or in flight, anti-
icing additive per MIL-I-27686 must be mixed with the fuel at refueling to ensure safe operation.
CAUTION
ANTI-ICING ADDITIVE MUST BE PROPERLY BLENDED WITH THE FUEL TO AVOID DETERIORATION OF THE FUEL
CELLS. THE ADDITIVE CONCENTRATION BY VOLUME SHALL BE A MINIMUM OF 0.060% AND A MAXIMUM OF
0.15%. APPROVED PROCEDURE FOR ADDING ANTI-ICING CONCENTRATE IS CONTAINED IN SECTION IV OF THE
MANUFACTURERS AFM/POH.
JP-4 FUEL PER MIL-T-5624 HAS ANTI-ICING ADDITIVE PER MIL-I-27686 BLENDED IN THE FUEL AT THE REFINERY,
AND NO FURTHER TREATMENT IS NECESSARY. SOME FUEL SUPPLIERS BLEND ANTI-ICING ADDITIVE IN THEIR
STORAGE TANKS. PRIOR TO REFUELING, CHECK WITH YOUR FUEL SUPPLIER TO DETERMINE WHETHER OR
NOT THE FUEL HAS BEEN BLENDED. TO ASSURE PROPER CONCENTRATION BY VOLUME OF FUEL ON BOARD,
BLEND ONLY ENOUGH ADDITIVE FOR THE UNBLENDED FUEL.
See graph below.

80
70
60
PRE
MINIMUM OIL TEMPERATURE ~ °C
SSU
RE A
LTIT
50 U DE ~
SEA FEE
LEV T
40 EL
10,0
00
20,
000
30
31,
000
20
10
35,0
00
0
-60 -50 -40 -30 -20 -10 0 10 20
FUEL TEMPERATURE (OAT) ~ °C
FUEL BIOCIDE ADDITIVE

Fuel biocide-fungicide BIOBOR JF in concentrations of 135ppm or 270ppm may be used in the fuel as the only
fuel additive, or it may be used with the anti-icing additive conforming to MIL-I-27686 specification. Used together,
the additives have no detrimental effect on the fuel system components.
See your Maintenance Manual for concentrations to use and for procedures for adding BIOBOR JF to the airplane
fuel.

July 29, 2015
Limitations
FUEL MANAGEMENT
USABLE FUEL (GALLONS X 6.7 = POUNDS)

1. FUEL GAUGES IN THE YELLOW ARC
Do not take off if fuel quantity gauges indicate in the yellow arc or indicate less than 265 pounds of fuel
in each main tank system.
2. FUEL CROSSFEED
Crossfeeding of fuel is permitted only when one engine is inoperative or due to electric boost pump
failure.
OIL SPECIFICATION
Any oil specified by brand name in the latest revision of Pratt & Whitney Service Bulletin Number 1001 is approved
for use in the PT6A engine that is specific to your aircraft, however mixing brands of oil is not permitted.

July 29, 2015
Limitations
PROPELLER
C90 AIRCRAFT
NUMBER OF PROPELLERS: 2
PROPELLER MANUFACTURER: Hartzell Propeller, Inc
NON-REVERSING INSTALLATION: Two full-feathering, constant speed, three-bladed propellers with Model
T101173B-8 and HC-B3TN-2(B) hubs. Blade angles measured at the 30 in. station: Low pitch 19°; Feathered 87°.
Propeller diameter 93 3/8 inches maximum, 90 3/8 inches minimum.
REVERSING INSTALLATION: Two full-feathering constant speed, reversing, three-bladed propellers are equipped
with T10173E-8 or T101173B-8 blades and HC-B3TN-3 or HCB3TN-3Bhubs. Blade angles are measured at the
30 in station: Feathered 87°, Reverse -11°. Propeller diameter 93 3/8 inches maximum, 90 3/8 inches minimum.
Set flight idle stop to obtain 600 ± 60 foot-pounds of torque at 2,000 RPM (prop) at SL, standard day conditions.
PROPELLER ROTATIONAL OVERSPEED LIMITS: The maximum propeller overspeed limit is 2,420 rpm.
Sustained propeller overspeeds faster than 2,200 rpm indicate failure of the primary governor. Sustained propeller
overspeeds faster than 2,288 rpm indicate failure of both the primary governor and the secondary governor.
NOTE: FOR AUTOPILOT COLLINS AP106 (EQUIPPED IN C90 LJ-688 THRU 1062, EXCEPT LJ-670 AND C90 LJ-1063
AND AFTER), DO NOT USE PROPELLERS IN RANGE OF 1750-1850 RPM DURING COUPLED ILS APPROACH.
C90 A/B AIRCRAFT
NUMBER OF PROPELLERS: 2
PROPELLER MANUFACTURER: McCauley Propeller (Vandalia, Ohio)
PROPELLER HUB AND BLADE MODEL NUMBERS: Two full-feathering, constant speed, reversing, four-bladed
propellers consisting of 94LMA-4 blades and 4HFR34C768 hubs. Maximum diameter is 90 inches. Minimum
diameter is 89 inches.
PROPELLER BLADE ANGLES AT 30-INCH STATION

Reverse: -10.0° ± 0.2°
Feathered: 85.8° ± 0.2°
PROPELLER ROTATIONAL SPEED LIMITS

Transients not exceeding 5 seconds…………………………….................2,420 RPM
Reverse………………………………………………………………………….2,100 RPM
All other conditions……………………………………………………………..2,200 RPM
PROPELLER ROTATIONAL OVERSPEED LIMITS: The maximum propeller overspeed limit is 2420 RPM and is
time-limited to five seconds. Sustained propeller overspeeds faster than 2200 RPM indicate failure of the primary
governor. Sustained propeller overspeeds faster than 2288 RPM indicate failure of both the primary governor and
overspeed governor.

July 29, 2015
Limitations
ICING LIMITATIONS
Minimum Ambient Temperature for Operation of Deice Boots . . . . . . . . . . . . . . . . . . . -40°C

Minimum Airspeed for Sustained Icing Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 Knots
Sustained Flight in icing conditions with flaps extended is prohibited except for approach and landings.
All ice inspection lights must be operative for night flights into known or forecast icing.
FLIGHT INTO KNOWN ICING CONDITIONS
The following equipment must be installed at the Beech Aircraft Corporation factory or must be installed as Beech
Aircraft Corporation Approved Kits.
1. Airplane must be equipped with the following items and all equipment listed must be operable:
a. Wing and Empennage Surface Deice System
b. Goodrich Electrothermal Propeller Deice System
c. Fuel Vent Heaters
d. Heated Stall Warning
e. Heated Pitot
f. Heated Windshield (Left Only)
g. Engine Air Inlet Electrothermal Boots
h. Inertial Separator System
i. Alternate Static Air Source
j. Auto Ignition
k. FAA Approved Flight Manual
APPROVED AIRPLANE DEICING/ANTI-ICING FLUIDS
SAE AMS 1424 Type I

ISO 11075 Type I
SAE AMS 1428 Type II
ISO 11078 Type II
SAE AMS 1428 Type IV. Only the following type IV fluids are allowed:
Clariant Safewing MP IV 1957
Clariant Safewing MP IV 2001
UCAR ULTRA+ (Approved for use down to -15°C)
Octagon Max Flight Type IV
OTHER LIMITATIONS
CENTER OF GRAVITY LIMITS (LANDING GEAR EXTENDED)

Aft Limit: 160 inches aft of the datum for all airplane weights for airplanes with the PT6A-21 engines.
Aft Limit: 160.4 inches aft of the datum at all airplane weights for all airplanes with the PT6A-20 engines.
July 29, 2015
Limitations
AFT FACING CHAIRS

Front seats only may be placed aft. Seats must have seat backs positioned as placarded faced aft. The headrest
and seat back of the aft facing seat must be in the fully raised position for take-off and landing.
STRUCTURAL LIMITATIONS
PRESSURE
AIRCRAFT
DIFFERENTIAL
C90 4.6 +/- .1 PSI
C90A and C90B 5.0 +/- .1 PSI
LIMITATIONS WHEN ENCOUNTERING SEVERE ICING CONDITIONS

(Required by FAA AD-98-04-24)
WARNING
SEVERE ICING MAY RESULT FROM ENVIRONMENTAL CONDITIONS OUTSIDE OF THOSE WHICH
THE AIRPLANE IS CERTIFIED. FLIGHT IN FREEZING RAIN, FREEZING DRIZZLE, OR MIXED ICING
CONDITIONS (SUPERCOOLED LIQUID WATER AND ICE CRYSTALS) MAY RESULT IN ICE BUILD-UP
ON PROTECTED SURFACES EXCEEDING THE CAPABILITY OF THE ICE PROTECTION SYSTEM, OR
MAY RESULT IN ICE FORMING AFT OF THE PROTECTED SURFACES. THIS ICE MAY NOT BE SHED
USING THE ICE PROTECTION SYSTEMS, AND MAY SERIOUSLY DEGRADE THE PERFORMANCE AND
CONTROLLABILITY OF THE AIRPLANE.
1. During flight, severe icing conditions that exceed those for which the
airplane is certified shall be determined by the following visual cues. If
one or more of these visual cues exists, immediately request priority
handling from Air Traffic Control to facilitate a route or an altitude
change to exit the icing conditions.
a. Unusually extensive ice accumulation on the airframe and
windshield in areas not normally observed to collect ice.
b. Accumulation of ice on the upper surface of the wing, aft of the
protected area.
c. Accumulation of ice on the engine nacelles and propeller spinners
farther aft than normally observed.
2. Since the autopilot, when installed and operating, may mask tactile
cues that indicate adverse changes in handling characteristics, use
of the autopilot is prohibited when any of the visual cues specified
above exist, or when unusual lateral trim requirements or autopilot
trim warnings are encountered while the airplane is in icing conditions.
3. All wing icing inspection lights must be operative prior to flight into
known or forecast icing conditions at night. [NOTE: This supersedes
any relief provided by the Master Minimum Equipment List (MMEL).]

July 29, 2015
Limitations

July 29, 2015
Limitations
HANDLING SERVICE AND

MAINTENANCE
T he following information is provided for reference,

and is a compilation of C90 service and handling
practices. Always consult with the FARs to determine
what maintenance may be performed by the pilot/
operator and what maintenance must be performed by
a licensed mechanic.
INTRODUCTION TO SERVICING
PUBLICATIONS
The purpose of this section is to outline to the owner and
operator, the requirements for maintaining the airplane
in a condition equal to that of its original manufacture. The following publications for the King Air 90 series are
The King Air C90 Series sets the time intervals at which available through Beechcraft Aircraft authorized outlets:
the airplane should be taken to a Beechcraft Aircraft 1. Pilot’s operating handbook and FAA Approved
authorized outlet for periodic servicing or preventive Airplane Flight Manual
maintenance. 2. Pilot’s checklist
3. Maintenance Manual
The Federal Aviation regulations place the responsibility 4. Component Maintenance Manual (includes Supplier
for the maintenance of this airplane on the owner and the Data)
operator, who should make certain that all maintenance 5. Wiring Diagram Manual
is done by qualified mechanics in conformity with 6. Parts catalog
all airworthiness requirements established for this 7. Service bulletins
airplane. All limits, procedures, safety practices,
time limits, servicing and maintenance requirements The following publications will be provided, at no
contained in the AFM/POH and the King Air C90 Series charge, to the registered owner/operator of this airplane
Maintenance Manual are considered mandatory. • Reissues and revisions of Pilot’s Operating handbook
and FAA Approved Airplane flight Manual.
Beechcraft Aircraft authorized outlets can provide • Original issues and revisions of FAA Approved
recommended modification service, and operating Airplane flight Manual Supplements.
procedures issued by both the FAA and Beechcraft • Original issues and revisions of Beechcraft Aircraft
Aircraft company, which are designed to get maximum Service bulletins.
utility and safety from the airplane. If a question arises,
concerning the care of the airplane, it is important The above publications will be provided to the
that the airplane serial number be included in any registered owner/operator at the address listed on the
correspondence. The serial number appears on the FAA Aircraft registration branch list or the Beechcraft
Model Identification Placard, located on the aft frame of Aircraft Domestic/ International Owners Notification
the airstair door opening. list. Further, the owner/ operator will receive only those
publications pertaining to the registered airplane serial
WARNING number. For detailed information on how to obtain
The King Air C90 series of aircraft are pressurized “Revision Service” applicable to this handbook or other
airplanes. Drilling, modification, or any type of work Beechcraft Aircraft Service Publications, consult any
which creates a break in the pressure vessel is Beechcraft Aircraft authorized outlet, or refer to the
considered the responsibility of the owner or facility latest revision of Beechcraft Aircraft Service bulletin no.
performing the work. Obtaining approval of the work 2001.
is, therefore, their responsibility.

July 29, 2015
Handling Service And Maintenance
AIRPLANE INSPECTION PERIODS NOTE

ALTERATIONS OR REPAIRS TO THE AIRPLANE
Required Airplane inspection periods are found in the MUST BE ACCOMPLISHED BY PROPERLY LICENSED
following publications: PERSONNEL.
1. Beechcraft Aircraft Maintenance Manual
2. Beechcraft Aircraft Structural inspection repair Manual
NOTE GROUND HANDLING

The FAA may require other inspections by issuance
of Airworthiness Directives applicable to the The nosewheel strut has ground radius warning marks
airplane, engines, propellers, and components. It to warn on the nosewheel turn limits. Damage will occur
is the responsibility of the owner/operator to ensure to the linkage if the limits are exceeded. Parking brakes
that all applicable Airworthiness Directives are
are set by depressing the pilot’s brake pedals and
complied with, and when repetitive inspections are
required, to assure compliance with subsequent
pulling out the PARKING BRAKE handle. To release
inspection requirements. It is also the responsibility the brakes, depress the brake pedals then push in the
of the owner/operator to ensure that all FAA PARKING BRAKE handle. Do not set the parking brakes
required inspections and most Beechcraft Aircraft when temperatures are low with possible accumulation
recommended inspections are accomplished of moisture as the brakes may freeze. Also, do not set
by properly certificated mechanics at properly the brakes when they are hot from severe use.
certificated agencies (both meeting FAR 91 and FAR
43 requirements). Consult any Beechcraft Aircraft
authorized outlet for assistance in determining and
complying with these requirements. OIL
SPECIAL CONDITIONS CAUTIONARY NOTICE Access to the oil dipstick is through an opening at the
aft engine cowl. The dipstick is marked in US quarts
Airplanes operated for Air Taxi, or other than normal and indicates the amount of oil needed to fill the tank.
operation, and airplanes operated in humid tropics
or cold and damp climates, etc., may need more CAUTION
frequent inspections for wear, corrosion, and/or lack Do not mix different brands of oil when adding oil
of lubrication. In these areas, periodic inspections between oil changes, for different brands of oil may
should be performed until the operator can set his be incompatible because of the difference in their
own inspection periods based on experience. The chemical structure.
required periods do not constitute a guarantee that
the item will reach the period without malfunction, as
the aforementioned factors cannot be controlled by
the manufacturer. OXYGEN
A certified pilot may perform limited maintenance.
Refer to FAR Part 43 for the items which may be
accomplished. To ensure that proper procedures
C90s may be equipped with either a 22, 48 or 64 cubic
are followed, obtain a Beech King Air C90 Series foot oxygen cylinder. Access to service the cylinder is
Maintenance Manual prior to performing preventive gained through an access plate on the right aft fuselage.
maintenance.
WARNING
All other maintenance must be performed by properly DO NOT USE MEDICAL or INDUSTRIAL OXYGEN.
certificated personnel. Contact a Beechcraft Aircraft It contains moisture which can cause the oxygen
authorized outlet for more information. valve to freeze.
ALTERATIONS OR REPAIRS TO AIRPLANE
The FAA should be contacted prior to any alterations

on the airplane, to ensure that the airworthiness of the
airplane is not violated.

July 29, 2015
Handling Service And Maintenance
ACRONYMS
A APAPI Abbreviated Precision Approach

A Ampere Path Indicator
AAS Airport Advisory Service APP, APR Approach, Approach Control
ABM Abeam Approx. Approximately
ABRV Abbreviation APT Airport
AC Alternating Current, Advisory APU Auxiliary Power Unit
Circular, Air Carrier AQP Advanced Qualification Program
a/c, A/C Aircraft ARINC Aeronautical Radio INC.
ACARS Aircraft Communication and ARM Armed
Reporting System ARPT Airport
ACAS Airborne Collision Avoidance ARR Arrival
System ARTCC Air Route Traffic Control Center
ACCEL Acceleration ARTS Automated Terminal Radar
ACFT Aircraft System
ACM Air Cycle Machine ASAP As Soon As Possible
ACP Audio Control Panel ASCPC Air Supply and Cabin Pressure
ACTV Active Controllers
ADC Air Data Computer ASDA Accelerate Stop Distance
ADF Automatic Direction Finding Available
ADI Attitude Direction Indicator ASDE Airport Surface Detection
ADP Air Driven Pump Equipment
ADV PNL Advisory Panel ASI Airspeed Indicator, Aviation Safety
AFM Approved Flight Manual Inspector
AFSS Automated Flight Service Station ASL Above Sea Level
AGL Above Ground Level ASOS Automated Surface Observation
AGN Agent System
Ah Ampere hour ASR Airport Surveillance Radar
AHC Attitude Heading Computer ASYM Asymmetry
A-ICE Anti-Ice AT Auto Throttle, Air Transport
AIL Aileron ATA Air Transport Association, Actual
AIP Aeronautical Information Time of Arrival
Publication ATC Air Traffic Control
AIRCOND Air Conditioning ATCRBS Air Traffic Control Radar Beacon
AIRPRT Airport System
ALN Alignment ATCT Air Traffic Control Tower
ALPA Airline Pilots Association ATD Actual Time of Departure
ALT Altitude, Alternate ATIS Automatic Terminal Information
AM Amplitude Modulation Service
AMA Area Minimum Altitude ATM Air Traffic Management
AMSL Above Mean Sea Level ATOG Takeoff Airport Analysis
ANT Antenna ATP Airline Transport Pilot
ANN Annunciator ATT Attitude
AOA Angle of Attack AUTH Authorized
AOE Airport Of Entry AUTO Automatic
AOM Aircraft Operating Manual AUX Auxiliary
AOPA Aircraft Owners and Pilots AVAIL Available
Association AWOS Automatic Weather Observation
AP Autopilot System
For Training Purposes Only - DO NOT USE IN AIRCRAFT Appendix1

July 29, 2015
Acronyms
AWY Airway CG Center of Gravity

AZ Azimuth CHAN Channel
CHG Charge, Change
CL Condition Lever
CLB Climb
B CLK Clock
BARO Barometric CLR Clear
BAT(T) Battery CLR DLY Clearance Delivery
BC Backcourse cm Centimeter
BCM Backcourse Marker CMA Captain Monitoring Approach
BCN Beacon CMD Command
BCST Broadcast CMU Communications Management
BDRY Boundary Unit
BFO Beat Frequency Oscillator CNCL Cancel
BHP Brake Horse Power COLL Collision
BIST Built-In Self Test COM Communication
BITE Built-In Test Equipment COMP Compass, Compressor
BLDG Building COMSND Commissioned
BLK Block, Black CONF Configuration
BPCU Bus Power Control Unit CONT Controller
BRG Bearing cont’d Continued
BRK Brake COORD Coordinates
BRT Brightness COP Change Over Point
BTL Bottle CO ROUTE Company Route
BU Backup CP Control Panel
CPC Cabin Pressure Controller
CPL Couple
C CPTY Capacity
CPU Central Processing Unit
°C degrees Centigrade CR Change Request
CA Corrective Advisory (TCAS) CRM Crew Resource Management
CAA Civil Aviation Authority (UK) CRS Course
CAAC Civil Aviation Administration of CRT Cathode Ray Tube
China CRZ Cruise
CAB Cabin CST Central Standard Time
CAD Computer Aided Design CTAF Common Traffic Advisory
CAI Caution Annunciator Indicator Frequency
CAL Calibration CTC Cabin Temperature Controller
CALC Calculated CTR Center
CAPT Captain CTRL Control
CAS Calibrated Airspeed CU Control Unit
CAT Category CVR Cockpit Voice Recorder
CAUT PNL Caution Panel CW Clockwise
c/b Circuit Breaker CWS Control Wheel Steering
CBT Computer Based Training
CCW Counter Clockwise
CDI Course Deviation Indicator D
CDL Configuration Deviation List DA Decision Altitude (MSL)
CDT Central Daylight Time DADC Digital Air Data Computer
CDU Control Display Unit DARPA Defense Advanced Research
CEIL Ceiling Projects Agency
CFIT Controlled Flight Into Terrain DBA Doing Business As
CFR Code of Federal Regulations DC Direct Current

July 29, 2015
Acronyms
DCP Display Control Panel EICAS Engine Indication and Crew Alert
DCT Direct System
DEC Declination ELECTR Electrical, Electric
DECEL Decelerate, Deceleration ELT Emergency Locator Transmitter
DECMSND Decommissioned ELEV Elevation
DECR Decrease EMERG/EM Emergency
DEFL Deflection EMO Early Morning Originator
DEG(s) Degree(s) ENG Engine, Engage
DEP Departure, Departure Control ENT Enter
DES Descent EP External Power
DEST Destination EPR Engine Pressure Ratio
DEV Deviation EQPT Equipment
DFDR Digital Flight Data Recorder ERP Eye Reference Point
DG Directional Gyro EST Estimated, Eastern Standard
DH Decision Height (AGL) Time
DIFF Differential, Difference ET Elapsed Time
DIR Direct, Director ETA Estimated Time of Arrival
DIR/INTC Direct Intercept ETD Estimated Time of Departure
DISC Discharge, Disconnect ETE Estimated Time Enroute
DISCH Discharge ETOPS Extended Twin Engine Operations
DISCR Discrepancy EVAC Evacuation
DIST Distance EXT External
DME Distance Measuring Equipment Ext’d Extinguished
DN Down
DOC Documentation F
DOT Department of Transportation
DR Dead Reckoning F Fast
DSPY Display °F degrees Fahrenheit
DTG Distance-to-go F/A Flight Attendant
DU Display Unit FA Final Approach
FAA Federal Aviation Administration
FAC Facility, Final Approach Course
E FAF Final Approach Fix
E East FAIL Failure/Failed
EADI Electronic Attitude Direction FAP Final Approach Point
Indicator FAR Federal Aviation Regulations
EAI Engine Anti-Ice FANS Future Air Navigation System
EAS Equivalent Airspeed FAS Final Approach Segment
EAT Expected Approach Time FBO Fixed Base Operator
ECON Economy (minimum cost speed FBW Fly By Wire
schedule) FCC Federal Communication
EDT Eastern Daylight Time Commission
EFAS Enroute Flight Advisory Service FCP Flight Control Panel
EFC Expect Further Clearance FCU Fuel Control Unit
EFF Effective FD Flight Director
EFIS Electronic Flight Instrument FDR Flight Data Recorder
System FEA Feather
EFIS CP EFIS Control Panel FF Fuel Flow
EGT Exhaust Gas Temperature FGC Flight Guidance Computer
EHSI Electronic Horizontal Situation FI Flight Idle
Indicator FIFO First In, First Out
EHV Electro-Hydraulic Valve FIX Designated Position In Space
FL Flight Level

July 29, 2015
Acronyms
FLCH Flight Level Change GPU Ground Power Unit

FLD Field GPWS Ground Proximity Warning
FLG Flashing System
FLP Flap GRP Geographic Reference Point
FLR Flare GS, G/S Ground Speed, Glideslope
FLT Flight GUI Graphic/User Interface
FLT CTRL Flight Control GW Gross Weight
FLT INST Flight Instrument
FLT PL Flight Plan H
FLT REF Flight Reference h, hrs Hour, Hours
FM Frequency Modulation HAA Height Above Airport
FMA Flight Mode Annunciator HAT Height Above Touchdown
FMC Flight Management Computer HCP Heads-up Control Panel
FMS Flight Management System HDBK Handbook
F/O First Officer HDG Heading
FOD Foreign Object Damage HF High Frequency
FPLN Flight Plan HGS Heads-up Guidance System
FPM, fpm Feet Per Minute HGT Height
FQ Fuel Quantity HI High, High Intensity
FREQ Frequency HIALS High Intensity Approach Light
FR, FRM From System
FSDO Flight Standards District Office HIRL High Intensity Runway Lights
FSF Flight Safety Foundation HIWAS Hazardous Inflight Weather
FSS Flight Service Station Advisory Service
FT, ft Feet HLD Hold
FTD Flight Training Device HMU Hydro Mechanical Unit
FWC Fault Warning Computer HP/Hp High Pressure, Holding Pattern
FWD Forward HPA, Hpa hectoPascal
HPC High Pressure Compressor
G HPT High Pressure Turbine
HR Hours
g g-force (acceleration) HS Hours Scheduled
GA Go-Around, General Aviation HSI Horizontal Situation Indicator
GAL Gallons HST High Speed Taxiway turn-off
GCA Ground Controlled Approach HUD Heads-Up Display
GCU Generator Control Unit HX Heat Exchanger
GEN Generator HYD/HYDR Hydraulic
GH Ground Handling Hz Hertz
GI Ground Idle
GL Ground Level
GLNS GPS Landing and Navigation I
System I Inner Marker
GLONASS Global Navigation Satellite IAC Instrument Approach Chart,
System (Russian) Integrated Avionics Computer
GLS GPS Landing System IAF Initial Approach Fix
GF Ground Fine IAP Instrument Approach Procedure
GMT Greenwich Mean Time IAS Indicated Airspeed
GND Ground IATA International Air Transport
GNSS Global Navigation Satellite Association
System (Russian) ICAO International Civil Aviation
GP Glidepath Organization
GPS Global Positioning System ID Identifier

July 29, 2015
Acronyms
IDENT Identification L
IEEE Institute of Electrical and
l Liter(s)
Electronic Engineers
L Left
IFR Instrument Flight Rules
LAND Landing
IGV Inlet Guide Vane
LAT Lateral, Latitude
ILS Instrument Landing System
lb(s) Pound(s)
IM Inner Marker
LB/Hr Pounds per hour
IMC Instrument Meteorological
LCD Liquid Crystal Display
Conditions
LCP Lighting Control Panel
in, IN Inch
LDA Landing Distance Available,
INB Inbound
Localizer Type Directional Aid
INBD Inboard
LDG Landing
INC-DEC Increase-Decrease
LDI Landing Direction Indicator
INCR Increase
LED Light Emitting Diode
IND Indication, Indicator
Leg Section of flight between two
INFO Information
waypoints
INIT Initial, Initialization
LF Low Frequency (30-300 kHz)
INJ Injection
LEP List of Effective Pages
INOP Inoperative
LGTH Length
INPH Interphone
LH Left-Hand
INS Inertial Navigation System
LIB Left Inboard
INST Instrument
LIFR Low IFR
INT Intercom, Internal, Intersection
LIM Limit, Locator Inner Marker
INTC Intercept
LL Lower Limit
INTL International
L/L Latitude/Longitude
INV Inverter
LLWAS Low Level Windshear Alert
I/O Input/Output
System
IPS Inches Per Second
L/M List of Materials
IRS Inertial Reference System
LMM Locator Middle Marker
IRU Inertial Reference Unit
LMT Local Mean Time
ISA International Standard
LNAV Lateral Navigation
Atmosphere
LNDG Landing
ISOL Isolate, Isolation
LO, lo Low
ITT Inter-Turbine Temperature,
LOB Left Outboard
Interstage Turbine Temperature
LOC Localizer
IV Isolation Valve
LOE Line Operational Evaluation
IVSI Instantaneous Vertical Speed
LOFT Line Oriented Flight Training
Indicator
LOM Locator Outer Marker
LONG Longitude
J LOS Line Of Sight, Line Operational
JAA Joint Aviation Authority Simulation
LP/Lp Low Pressure
K LPC Low Pressure Compressor
LPT Low Pressure Turbine
KB Kilo-Bytes
LRC Long Range Cruise
kg kilogram, kilograms
LRN Long Range Navigation
kHz kilohertz
LSK Line Select Key
KIAS Knots Indicated Airspeed
LT Local Time
Km Kilometer
LTS Lights
kt, kts Knots
LVL Level
KTAS Knots True Airspeed
LVLCHG Level Change
KVA Kilo Volt Ampere
LW Landing Weight

July 29, 2015
Acronyms
M MM Middle Marker
mm Millimeter
M Mach
MMEL Master Minimum Equipment List
m Meter
Mmo Maximum Operating Mach Limit
MAA Meet And Assist
MN Magnetic North
MAG Magnetic
MNPS Minimum Navigation Performance
MALS Medium Intensity Approach Light
Specification
System
MOA Military Operations Area
MALSF Medium Intensity Approach Light
MOCA Minimum Obstruction Clearance
System with Sequenced Flashing
Altitude
Lights
MOD Modular, Modification
MALSR Medium Intensity Approach Light
Mode A Pulse format for interrogation of
System with Runway Alignment
an ATCRBS transponder
Indicator Lights
Mode B An optional mode for transponder
MAINT Maintenance
interrogation
MAN Manual
Mode C Pulse format for altitude
MAP Missed Approach Point
interrogation of an ATCRBS
M/ASI Mach Airspeed Indicator
transponder
MAWP Missed Approach Waypoint
Mode D An unassigned, optional
MAX Maximum
transponder mode
MAX CLB Maximum engine thrust for two-
Mode S Mode Select (transponder format
engine climb
to allow discrete interrogation and
MAX CRZ Maximum engine thrust for two-
data link)
engine cruise
MODEM Modulator/Demodulator
MB Marker Beacon
MORA Minimum Off-Route Altitude
mb Millibar
MOU Memorandum Of Understanding
MCA Minimum Crossing Altitude
MPH Miles Per Hour
MCL Master Caution Light
MRA Minimum Reception Altitude
MCP Mode Control Panel
MS Millisecond
MCT Maximum Continuous Thrust
MSA Minimum Safe Altitude
MDA Minimum Descent Altitude
MSG Message
MDT Mountain Daylight Time
MSL Mean Sea Level
MEA Minimum Enroute Altitude
MST Mountain Standard Time
MEHT Minimum Eye Height Over
MT Minimum Time
Threshold
MTA Military Training Area
MEL Minimum Equipment List
MTCA Minimum Terrain Clearance
MET Meteorological
Altitude
MF Medium Frequency (300 kHz to 3
MTF Mobile Training Facility
MHz)
MTOW Maximum Takeoff Weight
MFD Multifunction Display
MVA Minimum Vectoring Altitude
MHA Minimum Holding Altitude
MVFR Marginal VFR
MHz Megahertz
MWL Master Warning Light
MI Medium Intensity
MZFW Maximum Zero Fuel Weight
MIC Microphone
MIL Military
MIN Minimum, Minutes N
MIRL Medium Intensity Runway Edge N1 Gas Generator Speed
Lights N2 Power Turbine Speed
MKR Marker Beacon N North
MLA Maneuver Limited Altitude N/A Not Applicable
MLG Main Landing Gear NACA National Advisory Committee for
MLS Microwave Landing System Aeronautics
MLW Maximum Landing Weight

July 29, 2015
Acronyms
NAFI
National Association of Flight O
Instructors
OM Outer Marker
NAP Noise Abatement Procedure
OAG Official Airline Guide
NAS National Airspace System
OAT Outside Air Temperature
NASA National Aeronautics and Space
OBS Omni-Bearing Selector
Administration
OBST Obstruction
NAT North Atlantic Traffic
OBSRV Observer
NATA National Air transport Association
O/C On Course
NATCA National Air Traffic Controllers
OCA Obstacle Clearance Altitude
Association
OCNL Occasional
NATL National
ODAL Omni-Directional Approach Light
NAV Navigation
System
NAVAID Navigation Aid
OEM Original Equipment Manufacturer
NBAA National Business Aviation
OK Operative/Correct
Association
OM Outer Marker
ND Navigation Display
OP Operational
NDB Non Directional Beacon,
OPER Operation
Navigation Data Base
OPP Opposite
NE Northeast
OPS Operations
NEG Negative
OPT Optimum
Nf Power Turbine Speed
OPU Overspeed Protection Unit
Ng Gas Generator Speed
OR Operational Requirements
Nh High Pressure Gas Generator
O/T Other Times
Speed
OTH Over The Horizon
NIS Not-In-Service
OTS Out of Service
NIST National Institute of Standards
OUTB Outbound
and Technology
OUTBD Outboard
Nl Low Pressure Gas Generator
OVHD Overhead
Speed
OVHT Overheat
NLG Nose Landing Gear
OVPRSS Overpressure
NLT Not Less Than
OVRD Override
NM Nautical Mile
OVSPD Overspeed
NMC National Meteorological Center
OVTEMP Overtemperature
NML Normal
OXY Oxygen
NMT Not More Than
NOAA National Oceanic and
Atmospheric Administration P
NOC Notice Of Change P2.5
Station 2.5 Pressure (approx.
NoPT No Procedure Turn location of the high and low
NORM Normal pressure air valves)
NOTAM Notices to Airmen P3 Station 3 Pressure
Np Propeller Speed P Pressure
NPA Non-Precision Approach PA Passenger Address, Pressure
NTCPMC National Training Center Program Altitude
Manager Coordinator PAPI Precision Approach Path Indicator
NTSB National Transportation Safety PAR Pilot Away from Runway,
Board Precision Approach Radar
NSPM National Simulator Program PATT Pitch Attitude
Manager PAX Passenger
NW Northwest PBE Protective Breathing Equipment
NWS Nose-Wheel Steering, National PDC Pre-Departure Clearance
Weather Service PDT Pacific Daylight Time
PERF Performance

July 29, 2015
Acronyms
PERM Permanent R
PF Pilot Flying
R Right
PFD Primary Flight Display
RA, R/A Radio Altimeter, Radio Altitude,
PGE Page
Resolution Advisory (TCAS)
PIC Pilot In Command
RAA Regional Airline Association
PIREPS Pilot Reports
RADALT Radio Altimeter
PL Power Lever, Propeller Lever
RAIL Runway Alignment Indicator
PM Pilot Monitoring
Lights
PNEU Pneumatic
RAPCON Radar Approach Control
PNF Pilot Not Flying
RAT RAM Air Temperature
PNR Pilot Near the Runway, Prior
R/C Rate of Climb
Notice Required
RCL Recall, Runway Centerline
POB People On Board
RCO Remote Communication Outlet
POH Pilot’s Operating Handbook
RCP Radio Control Panel
POI Principle Operations Inspector
RCVR Receiver
POS Position
RDR Radar
PPH Pound Per Hour
READ Reading
PPI Planned Position Indicator
REC Recorder
PPO Present Position, Prior Permission
RECIRC Recirculation
Only
REF Reference
PREV Previous
REG Registration
PRI Primary
REL Relative
PRSS Pressure, Pressurization
REQ Request
PROC Procedure
RESTR Restriction
PROF Profile
RET Rapid Exit Taxiway
PROG Progress
REV Reverse Course
PROV Provisional
RF Radio Frequency
PROX Proximity (switch)
RFP Request For Proposal
PRSOV Pressure Regulating and Shutoff
RFTP Request For Technical Proposal
Valve
RGB Reduction Gear Box, Red/Green/
P/RST Press to Reset
Blue
PS Power Supply
RIB Right Inboard
psi, PSI Pound per Square Inch
RH Right-Hand
PSR Primary Surveillance Radar
RL Runway Lights
PST Pacific Standard Time
RMAN Remaining
PSU Passenger Service Unit
RMI Radio Magnetic Indicator
PT Procedure Turn
RMU Radio Management Unit
PTS Practical Test Standards
RNAV Random Navigation
PTT Push To Talk
RNG Range
PWR Power
RO Roll Out
ROB Right Outboard
Q ROC Rate Of Climb
QC
Quality Control ROD Rate Of Descent
QFE
Height above airport elevation. RP Reversion Panel
Zero altitude at runway RPM, rpm Revolutions Per Minute
touchdown RQD Required
QNE Standard Atmosphere Datum RSC Runway Surface Condition
(29.92 inches of mercury) RT, R/T Receiver Transmitter, Rate-of-
QNH Sea Level Atmospheric Pressure Turn
QRH Quick Reference Handbook RTE Route
QTY Quantity RTO Rejected Takeoff
QUAD Quadrant RUD Rudder

July 29, 2015
Acronyms
RVR Runway Visual Range STOL Short Takeoff and Landing

RWY Runway STR, STRG Steering
SUA Special Use Airspace
S SVC Service
SVO Servo
S South, Slow SW Stop Watch, Southwest
SA Situation Awareness SYNC Synchronization
SAE Society of Automotive Engineers SYST System
SAR Search And Rescue
SAT Static Air Temperature
SATCOM Satellite Communication System T
SB Service Bulletin T Temperature
SCIG Simulator Inoperative Component TA Traffic Advisory (TCAS),
Guide Transition Altitude
SCSI Small Computer System Interface TACAN Tactical Air Navigation
SDF Simplified Directional Facility TAS True Airspeed
SE Southeast TBO Time Between Overhauls
SEC, sec(s) Second(s), Secondary TC Type Certificate
SEL Selector, Selected, Select TCAS Traffic Alert and Collision
SELCAL Selective Calling System Avoidance System
SERV Service TCH Threshold Crossing Height
SFAR Special Federal Aviation TCPM Training Center Program Manager
Regulation TCS Touch Control Steering
SFC Surface TDR Transponder
SFL Sequenced Flashing Lights TDZ Touchdown Zone
SG Symbol Generator TDZE Touchdown Zone Elevation
SIC Second In Command TEC Tower Enroute Control
SID Standard Instrument Departure TEMP Temperature, Temporary
SIM Simulator TERPs United States Standard for
SNR Signal-to-Noise Ratio Terminal Instrument Procedures
SOE Supervised Operating Experience TFA TechniFlite of America
SOV Shut-Off Valve TFB Triple Fed Bus
SPATE Special Purpose Automatic Test TGT Target
Equipment THR Threshold
SPD Speed TL Transition Level
SPKR Speaker T/O, TO Takeoff
SPOT Special Purpose Operational TOC Table of Contents, Top Of Climb
Training TOD Top Of Descent
SQ Squelch TOGA Takeoff Go Around
SSALF Simplified Short Approach Light TOGW Takeoff Gross Weight
System with Sequenced Flashing TOT Total
Lights TQ Torque
SSALR Simplified Short Approach Light T/R Thrust Reverse
System with Runway Alignment TRACON Terminal Radar Approach Control
Indicator Lights TRANS Transition
SSALS Simplified Short Approach Light TRK Track
System TRU Transformer Rectifier Unit
SSB Single Side Band TSO Technical Standard Order
STAB Stabilizer TST Test
STAR Standard Terminal Arrival Route TTG Time To Go
STBY, SBY Standby TTL Tuned To Localizer
STC Supplemental Type Certificate TTS Time To Station
STD Standard TURB Turbulence

July 29, 2015
Acronyms
TWEB
Transcribed Weather Enroute VOR Very High Frequency Omni
Broadcast Directional Range
TX Transmit VORTAC Collocated VOR and TACAN
VOT Radiated Test Signal (VOR)
U VOX Voice Transmission
VPATH Vertical Path
U Unicom VR Rotation Speed
UFN Until Further Notice VREF Landing Reference Speed
UHF Ultra High Frequency (300 MHz VRT, VERT Vertical
to 3 GHz) VSI Vertical Speed Indicator
UM Unaccompanied Minor VSPD V Speed
UNL Unlimited V/S, VS Vertical Speed
UNLK Unlocked VS Stalling Speed
UNSTB Unstable VV Vertical Visibility
UTC Universal Coordinated Time Vx Speed for Best Angle of Climb
Vy Speed for Best Rate of Climb
V
V1 Takeoff Decision Speed W
V2 Takeoff Safety Speed
W West
V Velocity, Volt
WAI Wing Anti-Ice
VAC Volts Alternating Current
WBC Weight and Balance Computer
VAPP Approach Speed
WD Wind Direction
VAPP VOR Approach
WDI Wind Direction Indicator
VAR Variation
WOW Weight On Wheels
VASI Visual Approach Slope Indicator
WPT Waypoint
Vc Design Cruise Speed
WRN PNL Warning Panel
VCL Climb Speed
WL, W/L Wings Level
VD Design Diving Speed
WNDSHR Windshear
VDC Volts Direct Current
WR Weather
VDP Visual Descent Point
WSHLD Windshield
VECT Vector
WT Weight
VENT Ventilation
WX Weather
VFE Max Flap Extended Speed
VFR Visual Flight Rules WYPT Waypoint
VHF Very High Frequency
VIB Vibration X
VIS Visibility XFR/XFER Cross Transfer
V/L VOR/Localizer XMIT Transmit
VLE Maximum Landing Gear Extended XMTR Transmitter
Speed XPDR Transponder
VLF Very Low Frequency XTK Cross Track
VLV Valve
VMC Minimum Allowable Speed,
Minimum Control Speed Y
VMC Visual Meteorological Conditions YD Yaw Damper
VMIN Basic Clean Aircraft Minimum
Speed Z
VMO Maximum Operating Velocity
Z Zulu (GM Time)
VLO Maximum Landing Gear
ZFW Zero Fuel Weight
Operating Speed
VNAV Vertical Navigation

July 29, 2015
Acronyms
King Air 200 Series of Aircraft
LIMITATIONS & SPECIFICATIONS
T his chapter contains limitations for the King Air 200 and B200 aircraft. This section is for training purposes
only, always consult your aircraft POH/POM for specific limitations.
The King Air Model 200 series started at BB-1 thru BB-858, except BB-734, BB-793, and BB-829, plus BB-871
to BB-873, BB-892, BB-893, BB-895, BB-912 and BB-991. All other BB serials are B200s. Always check the
documentation with your particular aircraft as the limitations vary between 200 and B200 aircraft.
200 AIRSPEED LIMITATIONS
SPEED KCAS KIAS REMARKS
Maneuvering Speed
VA (12,500 pounds) 182 181 Do not make full or abrupt control movements above this speed.
Extended Speed
VFE
Approach Position - 40% 200 200 Do not extend flaps or operate with flaps in prescribed position above these
Full down Position - 100% 144 146 speeds.
Operating Speed
VLO
Extension 182 181
This is the lowest airspeed at which the airplane is directonally controllable
Air Minimum Control Speed when one engine suddenly becomes inoperative and the other engine is at
VMCA 91 86 take-off power.
*Maximum Operating
270 269
Speed
VMO
**Maximum Operating
260 259
Speed
VMO
*BB-2 through BB-198 except airplanes modified by Beechcraft Kit Number 101-5033-1 S in compliance with Beechcraft Service Instructions
number 0894.
**BB-199 and after, BL-1 and after, and any earlier airplanes modified by Beechcraft Kit Number 101-5033-1 S in compliance with Beechcraft
Service Instructions number 0894.
For Training Purposes Only 43

June 1, 2015
Limitations
B200 AIRSPEED LIMITATIONS

SPEED KCAS KIAS REMARKS
Maneuvering Speed
VA (12,500 pounds) 182 181 Do not make full or abrupt control movements above this speed.
Extended Speed
VFE
Approach Position - 40% 200 200 Do not extend flaps or operate with flaps in prescribed position above these
Full down Position - 100% 155 157 speeds.
Operating Speed
VLO
Extension 182 181
Air Minimum Control Speed
VMCA This is the lowest airspeed at which the airplane is directonally controllable
Hartzell Propellers 92 86 when one engine suddenly becomes inoperative and the other engine is at
McCauley Propellers 91 86 take-off power.
*Maximum Operating
260 259
Speed
VMO
AIRSPEED INDICATOR MARKINGS

200 AIRSPEED INDICATOR MARKINGS*
MARKING KCAS VALUE KIAS VALUE SIGNIFICANCE
OR RANGE OR RANGE
Red Line 91 86 Air Minimum Control Speed (VMCA)
White Arc 80 to 144 75 to 146 Full-flap Operating Range
Wide White Arc 80 to 102 75 to 99 Lower Limit is the Stalling Speed (VSO) at maximum weight with Full
Flaps (100%) and idle power.
Narrow White Arc 102 to 144 99 to 146 Lower Limit is Stalling Speed (VS) at maximum weight with Flaps Up
(0%) and idle power. Upper limit is the maximum speed permissible
with flaps extended beyond Approach (more than 40%)
White Triangle 200 200 Maximum Speed with Approach (40% Flaps)
Blue Line 122 121 One-Engine-Inoperative Best Rate-of-Climb Speed
**Red & White Hash-Marked 270 KCAS (269 KIAS) or value Maximum Speed for any operation.
Pointer equal to .48 Mach, whichever is
lower.
*** Red & White Hash-Marked 260 KCAS (259 KIAS) or value Maximum Speed for any operation.
lower.
*The airspeed indicator is marked in CAS values.
**BB-2 through BB-198 except airplanes modified by Beechcraft Kit Number 101-5033-1 S in compliance with Beechcraft Service Instructions
number 0894.
***BB-199 and after, BL-1 and after, and any earlier airplanes modified by Beechcraft Kit Number 101-5033-1 S in compliace with Beechcraft
Service Instructions number 0894.

June 1, 2015
Limitations
B200 AIRSPEED INDICATOR MARKINGS*

MARKING KCAS VALUE KIAS VALUE SIGNIFICANCE
OR RANGE OR RANGE
Red Line Air Minimum Control Speed (VMCA)
Hartzell 92 86
McCauley 91 86
White Arc 80 to 155 75 to 157 Full-flap Operating Range
Wide White Arc 80 to 102 75 to 99 Lower Limit is the Stalling Speed (VSO) at maximum weight with Full
Flaps (100%) and idle power.
Narrow White Arc 102 to 155 99 to 157 Lower Limit is Stalling Speed (VS) at maximum weight with Flaps Up
(0%) and idle power. Upper limit is the maximum speed permissible
with flaps extended beyond Approach (more than 40%)
White Triangle 200 200 Maximum Speed with Approach (40% Flaps)
Blue Line 122 121 One-Engine-Inoperative Best Rate-of-Climb Speed
Red & White Hash-Marked 260 KCAS (259 KIAS) or value Maximum Speed for any operation.
lower.
*The airspeed indicator is marked in IAS values.
NUMBER OF ENGINES
Two
ENGINE MANUFACTURER
Pratt & Whitney Canada Corp. (Longueuil, Quebec, Canada)
ENGINE MODEL NUMBER
200: PT6A-41, B200: PT6A-42
POWER LEVERS
Do not lift power levers in flight. Lifting the power levers in flight, or moving the power levers in flight below the
flight idle position, could result in a nose-down pitch and a descent rate leading to aircraft damage and injury to
personnel.
ENGINE OPERATING LIMITS

The following limitations shall be observed. Each column presents limitations. The limits presented do not
necessarily occur simultaneously. Refer to the Pratt & Whitney Engine Maintenance Manual for specific actions
required if limits are exceeded.
PT6-41 ENGINE OPERATING LIMITS (200 ENGINE)

CONDITION FT-LBS OBSERVED RPM N1 N2 PRESS ºC
(1) ITT ºC PSI (3)
RPM %
STARTING --- --- 1,000 (4) --- --- --- --- -40 (min)
LOW IDLE --- --- 660 (5) 19,500 52 (min) --- 60 (min) -40 to 99
HIGH IDLE --- --- --- --- (6) --- --- -40 to 99

June 1, 2015
Limitations
PT6-41 ENGINE OPERATING LIMITS (200 ENGINE)

CONDITION FT-LBS OBSERVED RPM N1 N2 PRESS ºC
(1) ITT ºC PSI (3)
RPM %
TAKEOFF (7) 850 2,230 750 38,100 101.5 2,000 105 to 135 10 to 99
MAX CONT 850 2,230 (8) 750 38,100 101.5 2,000 105 to 135 10 to 99
AND MAX
CRUISE
CRUISE CLIMB 850 2,230 (8) 725 38,100 101.5 2,000 105 to 135 0 to 99
AND REC
CRUISE
MAX REVERSE --- --- 750 --- 88 1,900 105 to 135 0 to 99
(9)
TRANSIENT --- 2,750 (4) 850 38,500 (10) 102.6 (10) 2,200 (4) --- 0 to 104 (7)
FOOTNOTES:
1. Torque limit applies within range of 1600 - 2000 propeller rpm (N2). Below 1,600 propeller RPM, torque is limited to 1,100 ft-lbs.
2. Deleted
3. When gas generator speeds are above 27,000 rpm (72% N1) and oil temperatures are between +60°C and +71°C, normal oil
pressures are:
105 to 135 psi below 21,000 feet; 85 to 135 psi at 21,000 feet and above.
During extremely cold starts, oil pressure may reach 200 psi. Oil pressure between 60 and 85 psi is undesirable, it should be
tolerated only for the completion of the flight, and then only at a reduced power setting not exceeding 1,100 ft-lbs torque. Oil pressure
below 60 psi is unsafe, it requires that either the engine be shut down, or that a landing be made as soon as possible, using the
minimum power required to sustain flight. Fluctuations of plus or minus 10 psi are acceptable.
4. These values are time limited to 5 seconds.
5. High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 rpm.
6. At approximately 70% N1.
7. These values are time limited to 5 minutes.
8 Cruise torque values vary with altitude and temperature.
9. This operation is time limited to 1 minute.
PT6-42 ENGINE OPERATING LIMITS (B200 ENGINE)

CONDITION FT-LBS OBSERVED RPM N1 N2 PRESS ºC (3) (4)
(1) ITT ºC PSI (2)
RPM %
STARTING --- --- 1,000 (5) --- --- --- --- -40 (min)
LOW IDLE --- --- 750 (6) 21,000 56 (min) --- 60 (min) -40 to 99
22,875* 61 (min)* (12)
HIGH IDLE --- --- --- --- (7) --- --- -40 to 99
TAKEOFF AND 850 2,230 800 38,100 101.5 2,000 100 to 135 0 to 99
MAX CONT
MAX CRUISE 850 2,230 (8) 800 38,100 101.5 2,000 100 to 135 0 to 99
CRUISE CLIMB 850 2,230 (8) 770 38,100 101.5 2,000 100 to 135 0 to 99
AND REC
(NORMAL)
CRUISE
MAX REVERSE 800 --- 750 --- 88 1,900 100 to 135 0 to 99
(9)
TRANSIENT --- 2,750 (5) 850 (13) 38,500 (10) 102.6 (10) 2,200 (5) 200 0 to 104 (11)
FOOTNOTES:
1. Torque limit applies within range of 1600 - 2000 propeller RPM (N2). Below 1,600 propeller RPM, torque is limited to 1,100 ft-lbs.

June 1, 2015
Limitations
pressures are:
During extremely cold starts, oil pressure may reach 200 psi. Oil pressure between 60 and 85 psi is undesirable, it should be
tolerated only for the completion of the flight, and then only at a reduced power setting not exceeding 1,100 ft-lbs torque. Oil pressure
below 60 psi is unsafe, it requires that either the engine be shut down, or that a landing be made at the nearest suitable airport, using
the minimum power required to sustain flight. Fluctuations of plus or minus 10 psi are acceptable.
3. A minimum oil temperature of 55°C is recommended for fuel heater operation at take-off power
4. Oil temperature limits are -40°C and 99°C. However, temperatures of up to 104°C are permitted for a maximum time of 10 minutes.
8 Cruise torque values vary with altitude and temperature.
11. Values above 99°C are time limited to 10 minutes.
12. 1100 rpm for McCauley propellers, 1180 rpm for Hartzell propellers.
13. This value is time limited to 20 seconds.
PT6A-52 ENGINE OPERATING LIMITS

CONDITION FT-LBS OBSERVED RPM N1 N2 PRESS ºC (3) (4)
(1) ITT ºC PSI (2)
RPM %
STARTING --- --- 1,000 (5) --- --- --- --- -40 (min)
LOW IDLE --- --- 750 (6) 22,875 --- 1180 60 (min) -40 to +110
HIGH IDLE --- --- --- --- (7) --- --- -40 to +110
TAKEOFF (7) 850 2,230 (12) 820 39,000 104 2,000 (11) 90 to 135 0 to +110
MAX CONT 850 2,230 (8) 820 39,000 104 2,000 (11) 90 to 135 10 to +99
AND MAX (12)
CRUISE
CRUISE CLIMB 850 2,230 (8) 775 39,000 104 2,000 (11) 90 to 135 0 to +110
AND REC (12)
CRUISE
MAX 800 --- 750 --- 88 1,900 90 to 135 0 to +99
REVERSE (9)
TRANSIENT --- 2,750 (5) 850 39,000 104 2,200 (5) 40 to 200 0 to +110 (10)
FOOTNOTES:
1. Torque limit applies within range of 1600 – 2000 propeller rpm (N2). Below 1600 propeller rpm, torque is limited to 1100 ft-lbs.
pressures are:
Oil pressure between 60 and 85 psi is undesirable; it should be tolerated only for the completion of the flight, and then only at a
reduced power setting not exceeding 1100 ft-lbs torque. Oil pressure below 60 psi is unsafe; it required that either the engine be shut
down, or that a landing be made at the nearest suitable airport, using the minimum power required to sustain flight. Fluctuations of
plus or minus 10 psi are acceptable. During extremely cold starts, oil pressure may reach 200 psi.
3. A minimum oil temperature of +55°C is recommended for fuel heater operation at takeoff power.
4. Oil temperature limits are -40°C and +110°C. However, temperatures of between +99°C and 110°C are permitted for a maximum time
of 10 minutes.
8. Cruise torque values vary with altitude and temperature.
10. Values above +99°C are time limited to 10 minutes.

June 1, 2015
Limitations
11. To account for power setting accuracy and steady state fluctuations, inadvertent propeller excursions up to 2040 rpm are time limited
to 7 minutes.
PROP SPEED
RPM (%)
2200 110% TRANSIENT (YELLOW)
EXCEEDENCE (RED)
2040 102%
GREEN YELLOW
2000 100%
5 10 15 20 300 420
TIME (seconds)
12. To account for power setting accuracy and steady state fluctuations, inadvertent torque excursions up to 2275 ft-lbs are time limited
to 7 minutes.
TORQUE
FT-LBS (%)
2750 123% TRANSIENT (YELLOW)
EXCEEDENCE (RED)
2275 102%
GREEN YELLOW
2230 100%
5 10 15 20 300 420
TIME (seconds)
EXTERNAL POWER LIMITS

External power carts will be set to 28.0 - 28.4 volts and be capable of generating a minimum of 1,000 amps
momentarily and 300 amps continuously.
GENERATOR LIMITS
Maximum sustained generator load is limited as follows:
In Flight:
Sea Level to 31,000 feet altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100%
Above 31,000 feet altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88%
Ground Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85%
During ground operation, also observe the following limitations:
200 GENERATOR LIMITS
MINIMUM GAS GENERATOR RPM - N1
GENERATOR LOAD WITHOUT *WITH
AIR CONDITIONING AIR CONDITIONING
0 to .70 52% 60%
.70 to .75 55% 60%
.75 to .80 60% 60%
.80 to .85 65% 65%
*Right engine only

June 1, 2015
Limitations
B200 GENERATOR LIMITS

GENERATOR LOAD WITHOUT *WITH
AIR CONDITIONING AIR CONDITIONING
0 to 75% 56% 61% ** 62%
75% to 80% 60% 61% ** 62%
80% to 85% 65% 65% ** 65%
*Right engine only
** BB-1439, BB-1444 thru BB-1842, except BB-1463 and BB-1834; BL-139 thru BL-147; BW-1 thru BW-29
300 AMP LEAR-SIEGLER MODEL 23085-001

GENERATOR LOAD GROUND - AIR GROUND - AIR IN FLIGHT (ALL

CONDITIONING CONDITIONING ALTITUDES)
OFF ON
0 to 75% IDLE 62% IDLE
75% to 100% 63% 68% 85%
*RIGHT ENGINE ONLY
300 AMP LEAR-SIEGLER MODEL 23069-016

TYPE OF OPERATION MINIMUM N1 SPEED - % RPM MAXIMUM GENERATOR LOAD - %
OF LOAD
*GROUND 52% 50%
(FROM SEA LEVEL TO 5000 FT) 55% 66%
65% 90%
70% 100%
**FLIGHT 75% 100%
*ALWAYS OBSERVE ENGINE ITT LIMITS WHEN OPERATING AT LOW N1 SPEEDS. HIGH ITT MAY BE DECREASED BY
REDUCING ACCESSORY LOAD AND/ OR INCREASING N1 SPEED.
** THIS FLIGHT OPERATION LIMIT IS FOR AIRSPEEDS OF 116 KIAS AND HIGHER. OBSERVE ITT LIMITS.
STARTER LIMITS
250 Amp
Use of the starter is limited to 40 seconds ON, 60 seconds off, 40 seconds ON, 60 seconds OFF, 40 seconds ON,
then 30 minutes OFF.
300 AMP - LEAR-SIEGLER
FOR CRANKING AND ENGINE CLEARING, USE OF THE STARTER IS LIMITED TO 30 SECONDS ON, 3
MINUTES OFF, 30 SECONDS ON, 30 MINUTES OFF.
FOR ENGINE WASH, USE OF THE STARTER IS LIMITED TO 30 SECONDS ON, 15 MINUTES OFF (SOAK), 30
SECONDS ON, 10 MINUTES OFF, 30 SECONDS ON, 10 MINUTES OFF, 30 SECONDS ON, AND 30 MINUTES
OFF.

June 1, 2015
Limitations
APPROVED FUEL GRADES AND ADDITIVES
200 APPROVED FUEL GRADES AND ADDITIVES

Jet A-1 100LL Blue **
Jet B 100 Green (Formerly 100/130)
JP-5 100/130 Green
JP-8 115/145 Purple
** In some countries, this fuel is colored Green and designated “100L”
B200 APPROVED FUEL GRADES AND ADDITIVES

Jet A-1 91/98
Jet B 100LL Blue **
100 Green (Formerly 100/130)
115/145
JP-5 100/130 Green
JP-8 115/145 Purple
** In some countries, this fuel is colored Green and designated “100L”
LIMITATIONS ON THE USE OF AVIATION GASOLINE

1. Operation is limited to 150 hours between engine overhauls.
2. Operation is limited to 20,000 feet pressure altitude (FL 200) or below if either standby pump is inoperative.
3. Crossfeed capability is required for climbs above 20,000 feet pressure altitude (FL 200).
4. Operation above 31,000 feet (FL310) is prohibited.
FUEL BIOCIDE ADDITIVE
Fuel biocide-fungicide BIOBOR JF in concentrations of 135 ppm or 270 ppm may be used in the fuel. BIOBOR JF
may be used as the only fuel additive, or it may be used with the anti-icing additive conforming to MIL-I-27686 or
MIL-I-85470 specification. Used together, the additives have no detrimental effect on the fuel system components.
Refer to the Beech Super King Air 200 Series Maintenance Manual and to the latest revision of Pratt and Whitney
Canada Engine Service Bulletin No. 3044 for concentrations to use and for procedures, recommendations and
limitations pertaining to the use of biocidal/fungicidal additives in turbine fuels.
ANTI-ICING ADDITIVES
PRIST (Anti-icing additive conforming to Specification MIL-I-27686)
Engine oil is used to heat the fuel on entering the fuel control. Since no temperature measurement is available for
the fuel at this point, it must be assumed to be the same as the OAT. The graph below is used to determine the
minimum oil temperature required to maintain the fuel temperature above the freezing point of water, and thus
prevent ice accumulations in the fuel control unit. Enter the graph at the known or forecast OAT and determine the
minimum oil temperature required for each phase of flight. If the anticipated actual oil temperature is not equal to,
or above this minimum temperature, anti-icing additive conforming to MIL-I-27686 or MIL-I-85470 must be added
to the fuel. Refer to Section IV, NORMAL PROCEDURES for blending procedures.

June 1, 2015
Limitations
60
50
MINIMUM OIL TEMPERATURE ~ °C
40 PRES
SUR
E AL
TITU
DE ~
FEET
30
20
10 3 20, 10, SE
35,0 0,000 000 000 AL
EV
00 EL
0
-60 -50 -40 -30 -20 -10 0
FUEL TEMPERATURE (OAT) ~ °C
CAUTION
PRIOR TO REFUELING, CHECK WITH THE FUEL SUPPLIER TO DETERMINE WHETHER OR NOT
ANTI-ICING ADDITIVE HAS ALREADY BEEN ADDED TO THE FUEL. IF ANTI-ICING ADDITIVE IS
REQUIRED, IT MUST BE PROPERLY BLENDED WITH THE FUEL TO AVOID DETERIORATION OF
THE FUEL CELL SEALANT. THE ADDITIVE CONCENTRATION SHALL BE A MINIMUM OF 0.10% AND
A MAXIMUM OF 0.15% BY VOLUME. TO ASSURE PROPER CONCENTRATION BY VOLUME OF FUEL
ON BOARD, BLEND ONLY ENOUGH ADDITIVE FOR THE UNBLENDED FUEL.
FUEL MANAGEMENT
USABLE FUEL (GALLONS X 6.7 = POUNDS)
Total Usable Fuel Quantity….. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .544 gallons (3,645 pounds)
• Each Main Fuel Tank System… . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .193 gallons (1,293 pounds)
• Each Auxiliary Fuel Tank…. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..79 gallons (529 pounds)
FUEL IMBALANCE
Maximum allowable fuel imbalance between wing fuel systems is 1,000 pounds.
Check supplemental information for fuel imbalance with the use of autopilot.
FUEL CROSSFEED
Crossfeeding of fuel is permitted only when one engine is inoperative.
WARNING
THE AIRPLANE IS APPROVED FOR TAKEOFF WITH ONE STANDBY BOOST PUMP INOPERATIVE,
BUT IN SUCH A CASE, CROSSFEED OF FUEL WILL NOT BE AVAILABLE FROM THE SIDE OF THE
INOPERATIVE STANDBY BOOST PUMP.
FUEL GAUGES IN THE YELLOW ARC

Do not take off if fuel quantity gauges indicate in the yellow arc or indicate less than 265 pounds of fuel in each
main tank system.
AUXILIARY FUEL
Do not put any fuel into the auxiliary tanks unless the main tanks are full.

June 1, 2015
Limitations
OPERATING WITH LOW FUEL PRESSURE

Operation of either engine with its corresponding fuel pressure annunciator (L FUEL PRESS or R FUEL PRESS)
illuminated is limited to 10 hours before overhaul or replacement of the engine-driven fuel pump. Windmilling time
need not be charged against this time limit.
OIL SPECIFICATION
Any oil specified by brand name in the latest revision of Pratt & Whitney Service Bulletin Number 3001 is approved
for use in the PT6A-41, PT6A-42 engine.
NUMBER OF PROPELLERS
2
PROPELLER MANUFACTURER
200 & B200: Hartzell Propeller, Inc. (Piqua, Ohio)
B200: McCauley Propeller (Vandalia, Ohio)
200 PROPELLER HUB AND BLADE MODEL NUMBERS

MANUFACTURER / AIRCRAFT SERIAL BLADES HUBS
HARTZELL
(BB-2, BB-6 THRU BB-815, BB-817 THRU BB-824, HC-B3TN-3G
BL-1 THRU BL-29) T10178B-3R or
HARTZELL HC-B3TN-3N
(BB-816, BB-825 AND AFTER, BL-30 AND AFTER) T10178K-3R
B200 PROPELLER HUB AND BLADE MODEL NUMBERS

MANUFACTURER / AIRCRAFT SERIAL BLADES HUBS
HARTZELL
(PRIOR TO BB-829, BL-37 T10178B-3R
HC-B3TN-3G
HARTZELL or
(BB-829 AND AFTER; BL-37 AND AFTER; T10178K-3R HC-B3TN-3N
MCCAULEY
(BB-1193 AND AFTER; BL-124 AND AFTER) X-100LA 3GFR34C702-X
NOTE
THE LETTER APPEARING IN THE PLACE OF THE X REPRESENTS MINOR VARIATIONS IN THE
PROPELLER HUB OR BLADES. THEY DO NOT AFFECT ELIGIBILITY OR INTERCHANGEABILITY.
HARTZELL AND MCCAULEY PROPELLERS MAY BE INTERCHANGED (IN MATCHED PAIRS ONLY)
ON AIRPLANE SERIALS BB-1193 AND AFTER, AND BL-124 AND AFTER.
PROPELLER DIAMETER
3 BLADED 4 BLADED
HARTZELL PROPELLER 98.5 inches 93.0 inches max - 92.0 inches min
MCCAULEY PROPELLER 98.0 inches 94.0 inches max - 93.5 inches min
PROPELLER BLADE ANGLES AT 30-INCH STATION

3 BLADED 4 BLADED
HARTZELL PROPELLER Feathered + 90°, Reverse -9” Feathered + 87.9°, Reverse -11.2”
MCCAULEY PROPELLER Feathered + 86.8°; Reverse -10° Feathered + 87.5°, Reverse -10”

June 1, 2015
Limitations
PROPELLER ROTATIONAL SPEED LIMITS

Transients not exceeding 5 seconds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,200 rpm
Reverse. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,900 rpm
All other conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,000 rpm
Minimum Idle Speed (unfeathered) 4 bladed
Harzell Propellers (including Raisbeck). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,180 rpm
McCauley Propellers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,100 rpm
PROPELLER ROTATIONAL OVERSPEED LIMITS

The maximum propeller overspeed limit is 2,200 rpm and is time-limited to five seconds. Sustained propeller
overspeeds faster than 2,000 rpm indicate failure of the primary governor. Flight may be continued at propeller
overspeeds up to 2,080 rpm (200) or 2,120 rpm (B200), provided torque is limited to 1,800 foot-pounds. Sustained
propeller overspeeds faster than 2,080 (200) or 2,120 (B200) rpm indicate failure of both the primary governor
and the secondary governor, and such overspeeds are not approved.
PROPELLER AUTOFEATHER
For airplanes equipped with Hartzell propellers, the propeller autofeather system must be operable for all flights
and must be armed for takeoff, climb, approach and landing.
POWERPLANT INSTRUMENT MARKINGS

PT6-41 (200)
SERIALS BB-2, BB-6 THRU BB-733, BB-735 THRU BB-792, BB-794 THRU BB-828,
BB-830 THRU BB-853, BB-871 THRU BB-873, BB-892, BB-893, BB-895, BB-912, BL-1
THRU BL-36
INSTRUMENT RED LINE GREEN ARC RED LINE
MINIMUM NORMAL MAXIMUM
LIMIT OPERATING LIMIT
INTERSTAGE TURBINE TEMPERATURE* --- 400° to 750°C 750 °C
TORQUEMETER --- 400 to 2,230 ft-lbs 2,230 ft-lbs
PROPELLER TACHOMETER (N2) --- 1,600 to 2,000 2,000 rpm
rpm
GAS GENERATOR TACHOMETER (N1) --- --- 101.5%
OIL TEMPERATURE --- 10°C to 99°C 99°C
OIL PRESSURE ** 60 psi 105 to 135 psi 200 psi
* Starting Limit (Dashed Red Line): 1000°C
**On some gages a dual-band yellow/green arc extends from 85 to 105 psi, indicating the extended range of normal oil pressures for
operation at 21,000 ft, or above. The limitations are the same whether or not this range is marked.

June 1, 2015
Limitations
PT6-42 (B200)
SERIALS BB-1439, BB-1444 THRU BB-1485, EXCEPT BB-1463 AND BB-1484; BL-139
AND BL-140
INSTRUMENT RED LINE GREEN ARC RED LINE
MINIMUM NORMAL MAXIMUM
INTERSTAGE TURBINE TEMPERATURE --- 400° to 800°C *800 °C
TORQUEMETER --- 400 to 2,230 ft-lbs 2,230 ft-lbs
PROPELLER TACHOMETER (N2) --- 1,600 to 2,000 2,000 rpm
rpm
GAS GENERATOR TACHOMETER (N1) --- --- 101.5%
OIL TEMPERATURE --- 10°C to 99°C 99°C
OIL PRESSURE ** 60 psi 100 to 135 psi 200 psi
* Starting Limit (Dashed Red Radial): 1000°C
** A dual-band yellow/green arc extends from 85 to 100 psi, indicating the range of normal oil pressure for operation at, or above, 21,000 feet.
PT6-42 (B200)
SERIALS BB-1484, BB-1486 THRU BB-1842, EXCEPT BB-1834; BL-141 THRU BL-147
INSTRUMENT RED LINE YELLOW ARC GREEN ARC RED LINE
CAUTION
RANGE
MINIMUM --- NORMAL MAXIMUM
INTERSTAGE TURBINE TEMPERATURE* --- --- 400° to 800°C *800 °C
TORQUEMETER --- --- 0 to 2,230 ft-lbs 2,230 ft-lbs
PROPELLER TACHOMETER (N2) --- --- *** 2,000 rpm
GAS GENERATOR TACHOMETER (N1) --- --- 61 to 101.5% 101.5%
OIL TEMPERATURE --- --- 0°C to 99°C 99°C
OIL PRESSURE ** 60 psi 60 to 100 psi 85 to 135 psi 135 psi
* Starting Limit (Red Diamond): 1000°C

** A dual-band yellow/green arc extends from 85 to 100 psi, indicating the range of normal oil pressure for operation at, or above, 21,000 feet.
A red diamond at 200 psi indicates upper transient limit.
*** 1,180 to 2,000 rpm (Hartzell propellers), 1,100 to 2,000 rpm (McCauley propellers.)

June 1, 2015
Limitations
PT6-52 (200)
SERIALS BY-1 AND AFTER; BZ-1 AND AFTER; AND AIRPLANES WITH KIT 101-9113
INSTRUMENT GREEN DISPLAY YELLOW DISPLAY RED DISPLAY
NORMAL OPERATING CAUTION RANGE MINIMUM/MAXIMUM
RANGE
ITT (starting) °C ≤ 820 --- > 820 ≤ 850 > 20 sec
or or
> 820 ≤ 850 ≤20 sec > 850 ≤ 1000 > 5 sec
or or
> 850 ≤ 1000 ≤ 5 sec > 1000
ITT (running) °C ≤ 820 > 820 ≤ 850 ≤ 20 sec > 820 ≤ 850 > 20 sec
or
> 850
Torque Ft-lbs (Props RPM greater than ≤ 2230 > 2230 ≤ 2270 > 2230 ≤ 2270 > 7 min
1600) or > 5 min ≤ 7 min > 2270 ≤ 2750 > 5 sec
> 2230 ≤ 2270 ≤ 5 min or or
> 2270 ≤ 2750 ≤ 5 sec > 2750
Torque Ft-lbs (Prop RPM less than ≤ 1100 > 1100 ≤ 2750 ≤ 5 sec > 1100 ≤ 2750 > 5 sec
1600) or
> 2750
PROP RPM (starting) ≤ 500 > 500 ≤ 1180 ≤ 15 sec > 500 ≤ 1180 > 15 sec
or or or
>1180 ≤ 2000 > 2000 ≤ 2040 > 2000 ≤ 2040 > 7 min
or > 5 min ≤ 7 min or
> 2000 ≤ 2040 ≤ 5 min or > 2040 ≤ 2200 > 5 sec
> 2040 ≤ 2200 ≥ 5 min or
> 2200
PROP RPM (running on ground) ≤ 500 > 500 ≤ 1180 ≤ 15 sec > 500 ≤ 1180 > 15 sec
or or > 2000 ≤ 2040 > 7 min
> 1180 ≤ 2000 > 2000 ≤ 2040 or
or > 5 min ≤ 7 min > 2040 ≤ 2200 > 5 sec
> 2000 ≤ 2040 ≤ 5 min or or
> 2040 ≤ 2200 ≤ 5 sec > 2200
PROP RPM (running in air) ≤ 2000 > 2000 ≤ 2040 > 2000 ≤ 2040 > 7 min
or > 5 min ≤ 7 min or
> 2000 ≤ 2040 ≤ 5 min or > 2040 ≤ 2200 > 5 sec
> 2040 ≤ 2200 ≤ 5 sec or
> 2200
% N1 (starting) ≤ 104 --- > 104
% N1 (running) ≥ 60 ≤ 104 < 60 > 104
FUEL FLOW ≥ 0 ≤ 800 --- ---
OIL TEMP (starting) °C ≥ -40 ≤ 99 > 99 ≤ 110 ≤ 10 min > 99 ≤ 110 > 10 min
or
< -40
or
> 110
OIL TEMP (running) °C ≥ 0 ≤ 99 > 99 ≤ 110 ≤ 10 min > 99 ≤ 110 > 10 min
or or
<0 > 110
OIL PRESS (psi) ≥ 90 ≤ 135 ≥ 60 < 90 < 60
or or
> 135 ≤ 200 > 200
NOTE: The pilot is responsible for monitoring all engine limits, including transient limits not accounted for by the EIS as defined in Engine
Operating Limits.

June 1, 2015
Limitations
MISCELLANEOUS INSTRUMENT MARKINGS

FUEL QUANTITY INDICATORS
Yellow Arc (No-Takeoff Range). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 to 265 pounds
CABIN DIFFERENTIAL PRESSURE GAUGE (200)
Prior to BB-195:
Green Arc (Approved Operating Range). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 to 6.0 psi
Red Arc (Unapproved Operating Range) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.0 psi to end of scale
BB-195 and After; BL-1 and After;

CABIN DIFFERENTIAL PRESSURE GAUGE (B200)
PNEUMATIC GAUGE
Green Arc (Normal Operating Range). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 to 20 psi
Red Line (Maximum Operating Limit). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 psi
VACUUM SUCTION GAUGE (200)
Narrow Green Arc (Normal from 35,000 to 15,000 feet MSL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 to 4.3 in. Hg
Wide Green Arc (Normal from 15,000 feet to Sea Level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 to 5.9 in. Hg
or
or
35K marked on face of gauge at. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 in. Hg
GYRO SUCTION GAUGE (B200)
PROPELLER DEICE AMMETER
Green Arc (Normal Operating Range):
3 Bladed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 to 18 amperes
4 Bladed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 to 24 amperes
WEIGHT LIMITS
Maximum Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,590 pounds
Maximum Take-off Weight:
All Except 14 CFR Part 135 Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,500 pounds
14 CFR Part 135 Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As Limited by MAXIMUM ENROUTE WEIGHT
Graph found in Section V, PERFORMANCE
Maximum Landing Weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,500 pounds
Maximum Zero Fuel Weight (200). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,400 pounds
Maximum Zero Fuel Weight (B200). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,000 pounds
Maximum Weight in Baggage Compartment:
When Equipped with Fold-up Seats (200). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370 pounds
When Equipped with Fold-up Seats (B200) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510 pounds
When Not Equipped with Fold-up Seats (200) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 410 pounds
When Not Equipped with Fold-up Seats (B200). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 550 pounds

June 1, 2015
Limitations
CENTER OF GRAVITY LIMITS

AFT LIMIT
196.4 inches aft of datum at all weights.
FORWARD LIMITS
185.0 inches aft of datum at 12,500 pounds, with straight line variation to 181.0 inches aft of datum at 11,279
pounds. 181.0 inches aft of datum at 11,279 pounds or less.
DATUM
The reference datum is located 83.5 inches forward of the center of the front jack point.
MEAN AERODYNAMIC CHORD (MAC)
The leading edge of the MAC is 171.23 inches aft of the datum.
The MAC length is 70.41 inches.
MANEUVER LIMITS
The Beech Super King Air 200 and 200C/B200 and B200C are Normal Category Airplanes. Acrobatic maneuvers,
including spins, are prohibited.
FLIGHT LOAD FACTOR LIMITS
200 FLIGHT LOAD FACTOR LIMITS B200 FLIGHT LOAD FACTOR LIMITS
FLAPS UP FLAPS DOWN FLAPS UP FLAPS DOWN
3.17 positive g’s 2.00 positive g’s 3.17 positive g’s 2.00 positive g’s
1.27 negative g’s 1.27 negative g’s 1.27 negative g’s 0.00 g
MINIMUM FLIGHT CREW

One pilot.
MAXIMUM OPERATING PRESSURE-ALTITUDE LIMITS
(200)
Normal Operation:
Serials BB-38, BB-39, BB-42, BB-44, BB-54 and after*;
BL-1 and after. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35,000 feet
Serials prior to BB-54 except BB-38, BB-39, BB-42 and BB-44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31,000 feet
*And any earlier airplanes modified by Beech Kit No’s 101-5007-1 and 101-5008-1 in compliance with Beechcraft
Service Instruction number 0766-341.
Operation with Aviation Gasoline:
Both Standby Boost Pumps Operative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31,000 feet
Either Standby Boost Pump Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,000 feet
Climbs without Crossfeed Capability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,000 feet
Operation with Yaw Damp System Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,000 feet
(B200)
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35,000 feet
Operation with Yaw Damp System Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,000 feet
NOTE: Yaw Damp limitation does not apply to King Air 200/B200 aircraft equipped with Raisbeck Strake Kit

June 1, 2015
Limitations
MAXIMUM OUTSIDE AIR TEMPERATURE LIMITS

Sea Level to 25,000 feet pressure altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISA + 37°C
Above 25,000 feet pressure altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISA + 31°C
All altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -53.9°C
CABIN PRESSURIZATION LIMIT
Maximum Cabin Pressure Differential (200). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1 psi
Maximum Cabin Pressure Differential (B200). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6 psi
MAXIMUM OCCUPANCY LIMIT
(Including Crew) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fifteen (15)
SYSTEMS AND EQUIPMENT LIMITS

LANDING GEAR CYCLE LIMITS (HYDRAULIC ONLY)
Landing gear cycles (1 up - 1 down) are limited to one every 5 minutes for a total of 6 cycles followed by a 15
minute cool down period.
AFT-FACING SEATS
The seat back of each occupied aft-facing seat must be in the upright position and the headrest fully extended
for takeoff and landing. Only aft-facing seats (placarded as such on the leg crossmember) are authorized in the
aft-facing position.
ICING LIMITATIONS
Minimum Ambient Temperature for Operation of Deice Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -40°C
Minimum Airspeed for Sustained Icing Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 Knots
Maximum Airspeed for Windshield Deicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226 Knots
Sustained Flight in icing conditions with flaps extended is prohibited except for approach and landings.
ICE VANES (200 AND EARLY B200)
ICE VANES, LEFT and RIGHT, shall be extended for operation in ambient temperatures of +5°C or below when
flight free of visible moisture cannot be assured.
ICE VANES, LEFT and RIGHT, shall be retracted for all takeoff and flight operations in ambient temperatures of
above +15°C.
Once the manual override system is activated (i.e., anytime the ICE VANE EMERGENCY MANUAL EXTENSION
handle has been pulled out), do not attempt to operate the ice vanes electrically until the override assembly inside
the engine cowling has been properly reset on the ground. Even after the manual extension handle has been
pushed back in, the manual override system is still engaged.
ENGINE ANTI-ICE (B200 LATER)
ENGINE ANTI-ICE, LEFT and RIGHT, shall be on for operation in ambient temperatures of +5°C or below when
flight free of visible moisture cannot be assured.
ENGINE ANTI-ICE, LEFT and RIGHT, shall be off for all takeoff and flight operations in ambient temperatures of
above +15°C.
APPROVED AIRPLANE DEICING/ANTI-ICING FLUIDS
SAE AMS 1424 Type I
ISO 11075 Type I
SAE AMS 1428 Type II
ISO 11078 Type II
SAE AMS 1428 Type IV:

June 1, 2015
Limitations
Clariant Safewing MP IV 1957 (200 Only)

Clariant Safewing MP IV 2001 (200 Only)
UCAR ULTRA+ (Approved for use down to -15°C) (200 Only)
Octagon Max Flight Type IV (200 Only)
FLIGHT IDLE STOP (200)
The flight idle stop shall be set so that 800± 60 foot-pounds torque is obtained at 1800 rpm
(N2) at Sea Level, Standard Day conditions.
(PRIOR TO S/N BB-1193 AND BL-73, EXCEPT BB-1158, BB-1167)
Cabin Door Forward and Aft Side Latches (or bayonets) (4) Safelife (B200 only) . . . . . . . . . . . . . . . . . . . . . . . . . 5,000 cycles
Cabin Door Upper Latch Hooks (2) and Attaching Hardware (B200 only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,000 cycles
Cargo Door Cam-lock Actuator Cable Safelife (B200C only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,000 cycles
Wing and Associated Structure Fatigue Safelife. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30,000 hours
Horizontal and Vertical Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45,000 hours
Windshield Frame Screws. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,000 cycles
All Wing Attach Bolts, Nuts, and Barrel Nut Assemblies:
Inconel Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Replace every 15 calendar years of installed bolt and nut time
Refer to the Raytheon Aircraft Company Structural Inspection and Repair Manual and the Super King Air 200
Series Maintenance manual for inspection and replacement procedures.
The above lives are based on airplane utilization, operation, and maintenance in the category of service for which
the airplane was originally designed; specifically 95% or more time is accumulated from pressurized executive or
corporate transportation wherein the majority of cruise is above 10,000 ft altitude (AGL) and flight duration is more
than one hour. Should the airplane be used for missions other than that intended by design, notify the Customer
Support Department of Raytheon Aircraft Company for a more appropriate life.
(S/N BB-1158, BB-1167, BB-1193, AND AFTER, BL-73 AND AFTER)
Refer to Chapter Four of the Super King Air 200 Series Maintenance Manual for structural limitations.
CARGO LIMITATIONS
1. All cargo shall be properly secured by an FAA-approved cargo restraint system.
2. Cargo must be arranged to permit free access to all exits and emergency exits.
LIMITATIONS WHEN ENCOUNTERING SEVERE ICING CONDITIONS (REQUIRED BY FAA

AD 96-09-13 AND FAA AD 98-20-38)
WARNING
SEVERE ICING MAY RESULT FROM ENVIRONMENTAL CONDITIONS OUTSIDE OF THOSE WHICH
THE AIRPLANE IS CERTIFIED. FLIGHT IN FREEZING RAIN, FREEZING DRIZZLE, OR MIXED
ICING CONDITIONS (SUPERCOOLED LIQUID WATER AND ICE CRYSTALS) MAY RESULT IN ICE
BUILD-UP ON PROTECTED SURFACES EXCEEDING THE CAPABILITY OF THE ICE PROTECTION
SYSTEM, OR MAY RESULT IN ICE FORMING AFT OF THE PROTECTED SURFACES. THIS ICE MAY
NOT BE SHED USING THE ICE PROTECTION SYSTEMS, AND MAY SERIOUSLY DEGRADE THE
PERFORMANCE AND CONTROLLABILITY OF THE AIRPLANE.
1. During flight, severe icing conditions that exceed those for which the airplane is certified
shall be determined by the following visual cues. If one or more of these visual cues
exists, immediately request priority handling from Air Traffic Control to facilitate a route
or an altitude change to exit the icing conditions.

June 1, 2015
Limitations
a. Unusually extensive ice accumulation on the airframe and windshield in areas not
normally observed to collect ice.
b. Accumulation of ice on the upper surface of the wing, aft of the protected area.
c. Accumulation of ice on the engine nacelles and propeller spinners farther aft than
normally observed.
2. Since the autopilot, when installed and operating, may mask tactile cues that indicate
adverse changes in handling characteristics, use of the autopilot is prohibited when any
of the visual cues specified above exist, or when unusual lateral trim requirements or
autopilot trim warnings are encountered while the airplane is in icing conditions.
3. All wing icing inspection lights must be operative prior to flight into known or forecast icing
conditions at night. [NOTE: This supersedes any relief provided by the Master Minimum
Equipment List (MMEL).]
CRACKED OR SHATTERED WINDSHIELD
The following limitations apply when continued flight is required with a cracked outer or
inner ply of the windshield.
1. Continued flight with a cracked windshield is limited to 25 flight hours.
2. Windshields which have a shattered inner ply will have numerous cracks which will obstruct forward vision
and may produce small particles or flakes of glass that can break free of the windshield and interfere with
the crew’s vision. These windshields must be replaced prior to the next flight unless a special flight permit
is obtained from the local FAA Flight Standards District Office.
3. Crack(s) must not impair visibility.
4. Crack(s) must not interfere with the use of windshield wipers for flights requiring the use of wipers.
5. Windshield Anti-ice must be operational for flights in icing conditions.
6. The following placard must be installed in plain view of the pilot:
MAXIMUM AIRPLANE ALTITUDE IS LIMITED TO 25,000 FEET, CABIN ∆P MUST BE

MAINTAINED BETWEEN 2.0 AND 4.6 PSI DURING FLIGHT
Windshields that have cracks in both the inner and outer plies must be replaced prior to the next flight unless a
special flight permit is obtained from the local FAA Flight Standards District Office.
CRACK IN ANY SIDE WINDOW (COCKPIT OR CABIN)
The following limitations apply when continued flight is required with a cracked outer or
inner ply in any side window. These limitations do not apply to minor compression-type
chips (Clamshell) which may occur in the milled edge of cockpit side windows. Refer to the
maintenance manual for disposition of such chips.
1. Continued flight is limited to 25 flight hours.
2. Flights must be conducted with the cabin depressurized. The following placard must be
placed in clear view of the pilot:
PRESSURIZED FLIGHT IS PROHIBITED DUE TO A CRACKED SIDE WINDOW. CONDUCT

FLIGHT WITH THE CABIN PRESSURE SWITCH IN THE DUMP POSITION.

June 1, 2015
Limitations
AUTOPILOT LIMITATIONS
Consult the appropriate POH/POM Supplement for the Autopilot Limitations specific to your aircraft.
KING KFC 300 AUTOMATIC FLIGHT CONTROL SYSTEM (FNAV AND VNAV OPTIONAL) CATEGORY I
1. Do not use autopilot on the Super King Air 200T, 200CT, B200T, and B200CT when the optional wing-tip fuel
tanks are installed.
2. Do not use autopilot at gross weights in excess of 12,500 lbs.
3. During autopilot operations, pilot must be seated at the controls with seat belt fastened.
4. Maximum speed limit for autopilot operation is unchanged from the airplane maximum airspeed limit (VMO/
MMO).
5. Do not use autopilot under 200 feet above terrain.
6. Do not use autopilot or yaw damper during takeoff or landing.
7. Do not use propeller in the range of 1750 – 1850 rpm during coupled ILS approach.
8. The Vertical Navigation (VNAV) function does not adversely affect any airplane system. Flight operations
must not be predicated on its use as the primary source of vertical guidance.
9. Reengagement of autopilot following use of the control-wheel-steering switch (placarded PITCH SYNC &
CWS) shall be made at a rate of climb or descent not to exceed 500 feet per minute, if altitude hold is
engaged.
COLLINS AP-105/FD-108Y/Z AUTOMATIC FLIGHT CONTROL SYSTEM

MMO).
2. Do not use autopilot under 200 feet above terrain.
4. Pilot must be seated at the controls with the seat belt fastened during autopilot operations.
5. Do not use propeller in the range of 1750 – 1850 rpm during coupled ILS approaches.
6. Do not extend landing gear above 15,000 feet with autopilot engaged.
7. Do not use CAA version of autopilot on the Super King Air 200T, 200CT, B200T, or B200CT when the optional
wing-tip fuel tanks are installed. The following placard must be mounted on the instrument panel or glareshield
in pilot’s view.
AUTOPILOT NOT APPROVED FOR USE WITH TIP TANKS
NOTE
THE CCA VERSION OF AUTOPILOT HAS 522-2900-027 AUTOPILOT COMPUTER AND 777-1406-027
YAW DAMPER COMPUTER
COLLINS FCS-65H AUTOMATIC FLIGHT CONTROL SYSTEM

MMO)
2. Do not use autopilot below the following altitudes:
a. Approach 200 feet above ground level
b. Climb 500 feet above ground level
c. All other operations 1,000 feet above ground level
4. Pilot must be seated in the pilot seat with the seatbelt fastened during autopilot operations.
5. Autopilot preflight check must be conducted and found satisfactory prior to each flight on which the autopilot

June 1, 2015
Limitations
is to be used.
6. Use of the VOR Approach Mode is limited to an area within 10 nautical miles of the VOR station.
7. The Collins Pilot’s Guide for the EFIS-84 Electronic Flight Instrument System (2-Tube) No. 523-0776-473
dated July, 1991 or later revision must be immediately available to the flight crew.
8. The copilot’s attitude indicator and navigation instrument must be operational for takeoff.
9. The pilot’s EADI and EHSI must be operational in NORMAL mode for takeoff.
10. Conduct approaches with approach flaps and 120 KIAS minimum airspeed.
11. Maximum fuel imbalance for autopilot operation is 300 pounds.
12. Use a maximum of 45º intercept angle on localizer intercepts.
13. Do not perform automatic VOR NAV intercepts within 15 nautical miles of the VOR station.
NOTE
REFER TO THE POH/POM FOR PLACARDS AND THE KINDS OF OPERATIONS EQUIPMENT LIST

June 1, 2015
Limitations
MASTER MASTER
WARNING CAUTION
The Collins 2-tube EFIS-84 Electronic Flight PUSH
Instrument PUSH TO RESET
INSTRUMENTS TO RESET
System consist of two panel-mounted EFD-84 Electronic

Flight Displays, one console or panel-mounted DSP-84
Display Select Panel, and one remote-mounted DPU-
MASTER MASTER
84 Display Processor Units,. A weather radar WARNING systemCAUTION
such as the Collins WXR-350 Weather Radar System
PITOT STATIC is normally used with the EFIS-84, and detectable

weather is displayed on the EHSI.
T he pitot and static pressure system provides a

source of impact pressure and static air for operation TAWS
of selected flight instruments. The pitot portion of the EADI (ELECTRONIC ATTITUDE DIRECTOR
WARN
BELOW
G/S
system is comprised of a heated pitot mast mounted INDICATOR)

P/TEST P/CANCEL
on each lower side of the nose, and the tubing between

the mast and the airspeed indicators. The impact The EADI 300
ALT
280 is a40 60 multicolor

pressure entering the masts is transmitted to the dual CRT displaying KNOTS
aircraft Y D
TAWS BELOW 80
260WARN G/S
airspeed indicators mounted on the instrument panel attitude 240 and Flight Director 100 P/TEST P/CANCEL
through separate tubing. The static portion of the commands. 220

Additional
120
system includes two static ports on each side of the information 200
displayed
40
300 160
140 on ALT
fuselage aft of the aft pressure bulkhead. Lines connect the EADI 280180 include:
60
KNOTS 80 Flight
the static ports to the flight instruments and an alternate Director 260 annunciators,
YD
240 100
line supplies static air for the pilot’s instruments should autopilot annunciators,
220
the fuselage static ports decision 200height,
120
radar 1
become obstructed. This - + altitude,
GYRO
SLAVING marker
140
180 160 beacon, VERTI
.5
alternate system supplies and excessive attitude display. UP SPE
static air from the interior
SLEW MODE
0
DG DN INSTANTA
of the aft fuselage. A .5

FPM X 1
EHSI (ELECTRONIC HORIZONTAL SITUATION 11

selector valve is located COLLINS
- + INDICATOR)GYRO
SLAVING VERTIC
.5
below the copilot’s circuit EFIS
UP SPEE
AUX POWER
breaker panel adjacent to ON HORN SLEW MODE
0
TAWSINSTANTAN T
the instrument panel. The DN
OFF
TEST SILENCEThe EHSI
DG
DIM is a multicolor
EADI/EHSI ELAPSED
TIME
CAUTION FPM XIN1
.5
static air selector valve is CRT presenting navigation
AUX
COLLINS
ON 1
P
held in the normal position EFIS information in conventional

AUX TEST
by a clip. The alternate ON

AUX POWER
HSI, ARC, or MAP modes.
HORN
PROP
ON
air source is selected by raising the clip and MIC moving
OFF
AVIONICS ARC INVERTERor MAP ENG
EADI/EHSI may AUTO
ELAPSED be TAWS
CAUTION
TA
INH
IGNITION OFF
the toggle from NORMAL to ALTERNATE. NORMAL The pilot’s NO DIM
TEST SILENCE
OFF
MASTER PWR 1 TIME

selected with or ARM
AUX
without P/T
instruments then function on the alternate air source.

ON
the weather radar OFF

AUX TEST overlay
OXYGEN OFF LEFT RIGHT
MASK displayed
NO 2
ENGINE ANTI-ICE
PROP
LIGHS
GEN RIGHT
ON
LEFT LANDING TAXI
MIC AVIONICS INVERTER ENG AUTO
ELECTRONIC FLIGHT INSTRUMENT

RESET ON
MASTER SWITCH ON IGNITION OFF
OFF
NORMAL MASTER PWR NO 1

ARM
ON PILOT DEFROST
OFF
SYSTEM DPU (Display Processor Unit)
OFF
BATT OXYGEN
GEN 1 OFF GEN 2
OFF LEFT
OFF
RIGHT
AIR
I
AIR
I
LEFT RIGHT
ICE PRO
OF
MASK NO 2 ACTUATOR WSHIELD ANTI-ICE

ENGINE ANTI-ICE LIGH
NORMAL
OFF
STANDBY AUTO
GEN LEFT RIGHT LANDING TAXI
RESET
in The Display Processor Unit processes all input from the

ON
Flight instruments and avionic packagesMASTER installed SWITCH

ON
MAIN HI
the King Air 200 series have experienced significant

IGNITION AND aircraft systems
ON
AUTOFEATHER
andOFFprovides the
PROP GOV
I
PILOT
PULL
AIR
necessary deflection
I
DEFROST
PULL
AIR
PILOT COPILOT
LEFT RIGHT
-
OFF
SURFACE
OFF
changes over the course of production. The
ENGINE START
aircraft andGENvideoOFF
signalsACTUATOR
forTEST
the flight displays. It also supplies
ON I ON
I BRAKE
ON you
BATT GEN RIGHT
1 2 DEICE STALL
ICE PRO
LEFT ARM WSHIELDSINGLE
DEICE ANTI-ICE WARN P
OFF
power for the electronic flight displays. The DPU is NORMAL

OFF
AUTO
fly may have one of several electronic flight instruments,
STANDBY
OFF
OFF
or it may have electro-mechanical instruments.STARTER Consult capableTESTof drivingMAIN two

OFF
electronic flight displays with
ONLY MANUAL
HI
the POH/POM of the aircraft you will

PARKING fly for ENGINE
BRAKE detailed
IGNITION AND different deflection
AUTOFEATHER
and video
PROP GOV
signals
PULL
I
(e.g. an EADI I
PULL
and PILOT COPILOT -O
SURFACE
information on the systems installed on thatLEFTaircraft.

START
RIGHT an EHSI.ARM TEST ON ON BRAKE DEICE
DEICE SINGLE WARN
STALL
OFF
ON
This manual section provides a brief description of OFF the

OFF
Collins EFIS-84 components and operating controls. STARTER ONLY TEST OFF MANUAL
PARKING BRAKE
For Training Purposes Only 139 NO Instruments

P
I
June 1, 2015 SE
T
DO
C
WN
H
TR
NO
IM
SE
UP
DSP (DISPLAY SELECT PANEL)

The display select panel allows selection of the EHSI display format as well as other information displayed on the
EHSI and EADI. The panel also allows the selection of heading and course information. The mode selections and
descriptions are as follows:
4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

SET HSI SET
ARC ARC
TTG MAP ACT
S/S MAP
GSP ET TST
PRE XFR
3 20
2 21
CRS
1 SEL 22
25 24 23
1. HDG (Heading Select) Knob. . . . . . . . . . . . . . . . . . . . . . . Rotating knob controls position of the heading bug on the EHSI.
2. PUSH HDG SYNC (Heading Sync) Button. . . . . . Heading bug is synchronized to current aircraft heading when pressed.
3. NAV DATA (Navigational Data Switch). . . . . Allows the selection of WIND, GSP (ground speed), TTG (time-to-go), or ET
(elapsed timer) information displayed in upper right corner of EHSI.
4. GSP. . . . . . . Ground speed information from the active navigation source displayed in the upper right corner of the EHSI.
5. TTG. . . . . . . . . Time To Go information from the active navigation source displayed in the upper right corner of the EHSI.
6. ET. . . . . . . . . . . . . . . . . . . Elapsed Timer controlled by the Timer Set Knob displays in the upper right corner of the EHSI.
7. Timer Set Knob and S/S (Start/Stop/Reset) Button . . . . . . . . . . . . . . . . . . . . . Use knob and button to control the elapsed
timer when the NAV DATA switch is in the ET position.
8. EHSI Format Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rotate to select the EHSI display format.
9. MAP . . . . . . . . . . . . . . . . . . The EHSI displays an expanded compass rose and aircraft symbol without a course needle.
A VOR and/or waypoint symbol for the active selected and preset course in relation to the aircraft symbol is also displayed.
10. ARC. . . . . . . . . . . . . . . . . . . . . . . . . . . The EHSI displays an expanded (60°) compass rose across the top of the display.
An expanded course needle is displayed with an aircraft symbol is centered at the bottom.
11. HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The EHSI displays a full compass rose format.
12. ARC/WX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weather radar data added to the ARC display format.
13. MAP/WX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weather radar data added to the MAP display format.
14. RNG (Range) Knob. . . . . Rotate to select range in the ARC or MAP display format when the weather radar (WX position)
selected.
For Training Purposes Only

June 1, 2015
140 Instruments
4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

SET HSI SET
ARC ARC
TTG MAP ACT
S/S MAP
GSP ET TST
PRE XFR
3 20
2 21
CRS
1 SEL 22
25 24 23
15. DH SET (Decision Height Set) Knob. . . Rotating knob will set the decision height displayed in the lower right corner of the
EADI.
16. TST (Radio Altimeter Test) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressing the DH SET knob will start the radio test function.
17. PRE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Allows selection of the navigation source and course to be used later.
18. ACT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Allows selection of the active navigation source and course needle.
19. XFR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Allows transfer of the preset course needle to the active course position.
20. COURSE Switch. . . . . . . . . . . . . . . . Selected position determines control of ACT (active) or PRE (preset) course needle.
21. PUSH CRS DIRECT (Course Direct To) Button. . . Course needle is rotated to a “direct to” course to the VOR station if a
VOR is the selected navigation source.
22. CRS (Course Select) Knob. . . . . . . . . . . . . . . . . . . . Rotating the CRS knob changes the position of the active selected or
preset course needle displayed on the EHSI.
23. CRS SEL (Course Select) Button. . . . . . . . . . . . . . . . Allows the selection of the navigation source for the ACT (active) or
PRE (preset) course needle displayed on the EHSI. Pressing repeatedly selects the menu of available navigation sources,
i.e. VOR/LOC, FMS. Push and hold to lock selected source.
24. & 25. Bearing Pointer Buttons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressing the bearing pointer button selects a
single or double course needle to be displayed on the EHSI representing an RMI. Pressing repeatedly selects the menu .
of available navigation sources for display.

June 1, 2015
141 Instruments
COPILOT’S FLIGHT INSTRUMENTS feet below the aircraft, and Black; more than 2000 feet
below aircraft. The REL and PRED modes are activated
by TERR button located on the upper left of the display.
The copilot’s airspeed, altimeter and IVSI are pitot
static instruments that operate off the copilot’s pitot Topographical mode (TOPO) displays terrain in
static system. The copilot’s attitude gyro is driven by sectional chart colors. If an alert occurs in TOPO mode,
vacuum provided from the pneumatic system. There is the display will change to REL in ARC view at a range
no failure flag associated with the attitude indicator. The that shows the ground conflict. The TOPO mode is
turn and bank indicator, HSI and RMI are all electrically selected by pressing the TOPO button on the left side
powered. of the display. The TOPO mode is normally used during
the cruise phase of flight.
TAWS (TERRAIN AWARENESS AND WARNING
SYSTEM) The round M button will pull up a menu on the TAWS
unit allowing the pilot to cancel
ground proximity warnings.
In an effort to reduce the number of Controlled Flight
Into Terrain (CFIT) accidents, the FAA mandated that The TCAS mode is activated by
any U.S. registered aircraft with turbine power and six pressing the TFC button located
or more passenger seats be equipped with a Terrain on the left side of the TAWS unit.
Awareness Warning System (TAWS). Depending on Standard TCAS symbology is
the number of passenger seats and type of operation of used on the display. The traffic
the aircraft, the TAWS equipment requirements are for display can be alone on the unit
either a class “A” or class “B” system. Class “A” TAWS or display in conjunction with a
have visual terrain display and aural alerts while class
“B” TAWS have only aural alerts.
FlyRight’s King Air simulator is equipped with a Class

“A” SANDEL ST3400 TAWS installation. It may be
selected to provide topographical, relative, or predictive
terrain displays. Visual and aural alerts are provided as
necessary. The unit also functions as the pilot’s RMI
and is configured for type 1 TCAS alerts. Additionally, terrain mode.
the GPS flight plan may be displayed on the ST3400
for enhanced situational awareness, however it may The RMI mode changes
not be used a primary means of the TAWS display to the
navigation. classic RMI compass rose.
The bearing pointers are
The REL mode (Relative Altitude) controlled by push buttons
depicts terrain above and below located at the bottom of the
the aircraft’s currently altitude unit. The terrain function will
regardless of climb or descent not display in the RMI mode.
rates. This mode may be used
during takeoff, approach, and
landing. The PRED mode (Predictive Altitude) depicts
terrain based upon the future altitude of the aircraft. This
mode is useful during climbs and descents presenting
information earlier providing an opportunity to avoid
alerts before they occur. Information is provided based
upon the current climb rate. The following colors are
used to depict terrain: Dark red; terrain greater than
1500 feet above aircraft, Light red; within 100 feet to
1500 feet above aircraft, Yellow; within 100 feet to
1000 feet below the aircraft, Green; 1000 feet to 2000

June 1, 2015
142 Instruments
L FUEL PRESS ----------------- ----------------- ----------------- R FUEL PRESS
L OIL PRESS ----------------- A/P TRIM FAIL Pilot Training Manual

----------------- R OIL PRESS
PRESS
EXTINGUISHER EXTINGUISHER
PUSH ----------------- L BL AIR FAIL A/P FAIL KR BL
ing Air 200
AIR FAIL Series of AO ircraft
----------------- TEST PUSH
T
DISCH OK DISCH OK
MASTER
CAUTION
PUSH TO RESET
to power COM 1 with the BATT switch off. With the GND
COMMUNICATIONS COMM PWR switch activated, power is also supplied to
pilot and copilot headphones and speakers. This allows
use of COM 1 without having to turn the battery switch
START
ITT
12
2 PARK
DO NOT OPERATE
ON DRY GLASS
WINDSHIELD WIPERS
OFF
8
9
T he King Air series have seen a variety of VHF
START
communications package willMKR BCN

SLOW
12
transceivers installed for communications. The

ITT
2
typically consist PUSH of
BRT
OVERHEAD
FLOOD
LIGHTS
OFF BRT
INSTRUMENT
INDIRECT
LIGHTS
OFF
on (powering RADIO
battery moreN225TF
the
CALL electrical system), thus draining the
rapidly. This switch will deactivate when

4 AUTO
COMM NAV
4
DME ON / OFF that COMM
BATT switch
NAV MKRis
BCNturned
DME on; however, the normal way
AUTO
°C X 100
5
7 separate VHFCOMM
FAST °C X 100
communication
1 2
5
1 2 radios,
1 2 1crew 2 interphone,
ADF
GND
1 2 1
to deactivate 2
the 1 2
system1 2 COMM
isADFby pressing GND COMM
6 6 COMM
passenger address system,PILOT cockpit voice recorder PWR(if
MASTER
PANEL OVERHEAD
PILOT ENGINE AVIONICS SUB PANEL SIDE COPILOT GYRO COPILOT
LIGHTS
ON FLIGHT
LIGHTS
OFF AUDIO OFF
INSTRUMENT
LIGHTS
PANEL
LIGHTS
& CONSOLE
LIGHTS
PANEL
LIGHTS
INSTRUMENT
LIGHTS
FLIGHT
LIGHTS PWR. COPILOT AUDIO OFF OFF
O M
82
BRT OFF
installed),
82 and an ELT. Refer AUDIO
toAUDIOthe manufacturer’s
BRT OFF
PAGING INTPH BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF
HOT AUDIO
ALT
ALERT
I DH
BOTH
BOTH
COMM-2 VOICE COMM-2
TORQUE 2 24 operation manuals
TORQUE
COMM-1
for PAthe equipment
2 installed Vin OL your VOL
COMM-1 PA
4 4
22
aircraft. Integration of theENCD communications equipment
OFF NORM RANGE OPERATIONAL LIMITATIONS
STBY HORIZ PWR RANGE OFF OFF
FT LB X100
OFF
8
6 20
18 is provided through the audio
ALTM 6
1 DME 2
VOL
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY
HORN
AIRPLANE IN COMPLIANCE WITH
THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS
ON
control panel, cockpit

FT LB X100 THIS AIRPLANE IS APPROVED FOR VFR, IFR, & DAY & NIGHT OPERATION AND IN ICING CONDITIONS
1 8
OFF
AUX AUX
ARM ON
MKR BCN 1 & 2
HI
INTERPHONE ANN
PUSH BRT
VOL
10 16 10 CAUTION
14 12 14 12 VOL VOL AUX TEST VOL DIM 300 40 60
speakers, headsets, and microphones. 2 SILENCE TEST
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONING IS ON
LO
280 KNOTS
80
260
0
5 23
0
5
Collins Collins
The cockpit interphone system is used for crew
Collins Collins
240 100
22
PROP PROP
20
% LOAD
40 60 80
10
21
20
% LOAD
40 60 80
10 390
FREQ
400 410
XFR AIRSPEEDS
XFR (IAS) communication. When both headsets are plugged220 in 120 XFR XFR
MAX GEAR EXTENSION 181 KNOTS

20 380 420
and the BATT switch is ON, the interphone200system 140
100 0 100
10 20 13 10 20 13 110 120
MEM
MAX GEAR RETRACT
MEM
163 KNOTS
MEM MEM
0 DC VOLTS 30 0 DC VOLTS 30 100 AC VOLTS 130 MAX GEAR EXTENDED 181 KNOTS
RPM
TS X 100
PUSH
FOR VOLTS 19 RPM X 100
PUSH
FOR VOLTS
14 14
is operational. A switch placarded HOT INTPH -180OFF
MAX APPROACH FLAP 200 KNOTS
15
18
15
MEM MEM
MAX FULL DOWN FLAP 157 KNOTS MEM 160 MEM
17 16 17 16 SQ
ON COM ON NAV
MAX MANEUVERING 181 KNOTS
NAV SQ
OFF HLD STO COMON ON
OFF STO OFF controls the system. The HOT INTPH position allows
OFF
HLD STO
OFF
OFF
STO
V V
78.0 78.0 TEST
ACT
TEST
ACT the crewVto communicate through
V
the headsets without TEST
ACT
TEST
ACT
0 110 0
TURBINE 4 TURBINE 4 pressing any additional switches. With the HOT INTPH
STEER 0
60
359
POS 0 29
100
1 3 330 3
3 N 33
29
00 3
20 20
switch in the OFF position, the crew can communicate
27 300
AUDIO PANEL
30
COMPASS CORRECTION
2 270
60 9
CALIBRATE WITH
59
0 ENGINE ON
% RPM 80 % RPM 4
9
0 120 02 4
121 150 180 2111 2
60
40
60
40 151 182 2
SELECTED ALTITUDE through the headsets only when the INTERPHONE
PTT switch is pressed. The INTERPHONE PTT switch
6 6
The audio control panel contains the controls for
5
Collins
is located on the control yoke.
XFR
UELFLOW FUELFLOW
4 COMM selection, audio source selection and KASEvolume D
KASE Collins HD
PPH X 100 0 3
for the headsets and cockpit speakers. To utilize the
PPH X 100 0 MEM
MEM
1 communication system,ADFthe pilot will use the transmit

2 1
ANT
ADF TONE
STO
PASSENGER ADDRESS SYSTEM A
L
T
1
select switch located

V
137 panel.
on both sides of the audio OFF 2
TEST NM HLD KT MIN ID
OIL 200
150 100
The switches are used to select which communication
140 OIL 200
150
ACT
NRST OBS
STBY
ON ALT
IDENT
ATC CH SEL PWR
60
radio will be used for transmission. The audio select
100
The PA function is selected V
with the communication OFF
Collins
100 L ENG FIRE INVERTER DOOR UNLOCKED ALT WARN R ENG FIRE
TEST
50 20 switches located at the top of the avionics panel 50

PRESS
transmit select switch placarded COM 1-COM 2-PA. PRE
L OIL PRESS ----------------- A/P TRIM FAIL ----------------- R OIL PRESS
0
0
EXTINGUISHER
PUSH
independently control which radios (COM or NAV)
20
C PSI
0 ----------------- L BL AIR FAIL A/P FAIL R BL AIR FAIL ----------------- O T ST
EXTINGUISHER
PUSH When the PA function is selected the crew can speak
T
PSI E
DISCH OK DISCH OK
will be monitored through the crew headsets. Select to the passengers over the cabin speakers. The crew MASTER
CAUTION
MASTER
WARNING
PUSH TO RESET
the
LIGHTSAUDIO SPKR switch located on each side of the must use the push-to-talk
CABIN switchENVIRONMENTAL
and speak through PUSH TO RESET
OFF
VENT
COFFEE
FURN NO SMOKE MANUAL INCR MAN

BEACON STROBE
avionics panel to monitor selected audio sources L DC GEN ---------- HYD FLUID LOW RVS NOT READY --------- R DC GEN either the hand microphone
ON BRIGHT & FSB or the
TEMP headset
BLOWER microphone. AUTO
OFF
DIM
DG GEAR CONTROL
OFF
HEAT
INCR HIGH
START
12
9
START
12 (selected with the audio select switches) through L CHIP DETECT ---------- ---------- DUCT OVERTEMP
RADIO CALL
----------
When speaking to the cabin using the PALO function, the
R CHIP DETECT
DECR AUTO MAN

ITT
2 8
UP
ITT
2
L ENG ICE FAIL ---------- BATT CHARGEN225TFEXT POWER ----------
PA volume knobOFFshould
R ENG ICE FAIL
OFF
be
FSB
selected to maximum. COOL
GEAR TAILCOMM MKR BCN
PUSH
4 4 AUTO
NAV DME
L AUTOFEATHER ON / OFF
---------- COMM
ELEC TRIM NAV
OFF AIRMKR BCN
COND DME
N1 LOW ----------
AUTO R AUTOFEATHER
°C X 100
7
°C X 100
DOWN FLOOD
COMM 1 2 1 2 1 2 1 2 ADF 1 2 1 2 1 2 1 2 ADF COMM C ABIN TEMP MODE
6
5
6
5
GND
COMM
BLEED AIR VALVES
PWR
DN L ENG ANTI-ICE BRAKE DEICE ON LDG/TAXI LIGHT PASS OXY ON ELEC HEATOFF
ON R ENG ANTI-ICE LEFT OPEN
WN NOSE OFF PILOT AUDIO OFF COPILOT AUDIO OFF
O
RIGHT CABIN TEMP
M BELOW TAWS
REL
82 HD 82
LT L AUDIO AUDIO
PAGING INTPH
HOT AUDIO
ALT
10 20 G/S WARN
R VOICEL IGNITION ON L BL AIR OFF ---------- INTPH FUEL CROSSFEED R BL AIR OFF R IGNITION ON I DH ALERT
ENVR
BOTH
0 26 0 SPKR EMER VOICE SPKR

BOTH
COMM-2 COMM-2
ORQUE 2
6
4 22
20
24 TEST
TORQUE 2
4
6
COMM-1
OFFVOL
PA
ENCD OFF NORM RANGE

VOL
STBY HORIZ PWR

VOL
RANGE OFF OFF

COMM-1
ANN VOL
PA
COCKPIT VOICE RECORDER P/CANCEL
OFF
P/TEST
0 PROP AMPS 30
HORN
LB X100
8 18
FT LB X100
8
ALTM
1
1 DME 2 ON
AUX AUX
ARM ON
MKR BCN 1 & 2
HI
PUSH BRT INSTR & ENVIR OFF L L
OFF
4 12
10 16
14 12
10
VOL VOL AUX TEST VOL DIM 300 40 60 STALL AFT EXT DET
LO
2 SILENCE TEST
280 KNOTS WARN BLOWER ELEC R R
GEAR HYD FLUID 260
80 O
F
ON HEAT
TEST F
0
5 23
0 WARN
5
HORN SENSOR Collins Collins
Collins Collins
240 100 6
PROP
10
21
22
PROP
the respective audio speaker. Independent volume
10
A cockpit voice recorder (if installed)
XFR
5
4
records voices XFR XFR XFR
220
120
ALT
20 OFF
and aural annunciation in the cockpitOFFfor later playback. 200 AIR
13 13
controls are provided for each crewmember’s speaker CABIN

MEM MEM MEM MEM BEECHCRAFT
PM X 100
14
19 RPM X 100
14 ALT
140 TEST SWITCH
18 180 160
0
MEM
SILENCE TEST
MEM
OFF
2 4 ENG FIRE SYS
MEM
15 15 MEM
16 17 16
UP SQ COM NAV
and headset and can be20 modulated1to provide

OFF
ON
optimum
OFF
STO
The cockpit
5 voice recorder uses an endless-loop
OFF
ON HLD STO
OFF
ON HLD STO
NAV
OFF
ON SQ
OFF
STO
COM
78.0 78.0
FLAPS .5 40
V
TEST
V TEST V CABIN
TEST CLIMB V
PSI
magnetic tape or employs solid-state memory and

TEST
ACT ACT TAKEOFF THDS FT PER
ACTMIN 1
URBINE
0 110
TURBINE
volume for each crew member. An emergency switch
0
35 AND
ACT
7
0
4 4
100
6 1 2 APPROACH 2 Collins
to bypass the audio amplifier and.5 connect the audio

30 digital10recording techniques recording
.5 VERTICAL all voice signals
20 20
6
% RPM 80 % RPM 60 3 - 3 GYRO
SLAVING
+
40 40 UP SPEED 5 4
1
SELECTED ALTITUDE
0 60
output directly to the 80

headset is provided 4 25 received or transmitted by the airplane
0 crewmembers for
2 in the event of
SLEW MODE
DOWN 15 DN
3
INSTANTANEOUS
Collins
20 FPM X 1000 DG
6
ELFLOW
5
FUELFLOW
6
audio panel malfunction. a minimum period of 30 minutes..5 The

XFR
1 2
system includes COLLINS
4 KASE D
PH X 100 0 3 PPH X 100 0 MEM

four separate channels of voice recording. Channels
MEM
KASE Collins HDG COURSE
1 2 1
In some aircraft, a GND COMM PWR switch is provided include the area microphone, the pilot and copilot audio
OFF
ANT
ADF TONE
V
STO
ADF
137
A
L
T
1
2
HIGH IDLE
OIL 200 140 OIL 200 ACT TAKEOFF
NRST OBS
LANDING STBY
ON ALT
IDENT
HIGHATC CH SEL PWR
150 100 150
AND OFF
RPM Collins
V
100 60 100 REVERSE TEST
PRE
50 20
0
20
50
D INCR
P C
O 143
0 C PSI
0
N Only
PSI
1 5K
I I I I I II
For Training Purposes R N
35
K
4 Communications
5
MIC I I 10 I
II
P
II
NORMAL
June 1, 2015 O 3 6 PSI
I II
I I I I
CABIN ENVIRONMENTAL OFF

LIGHTS
10 D
VENT 0 20
COFFEE
MANUAL INCR
P
FURN
O
BEACON STROBE NO SMOKE MAN
L DC GEN ---------- HYD FLUID LOW RVS NOT READY --------- R DC GEN TEMP BLOWER AUTO
ON BRIGHT
OFF
& FSB
I
DIM
G GEAR CONTROL PNEUMATIC

OFF
HEAT
P
GYRO
INCR HIGH SUCTION OXYGEN PRESSURE
L CHIP DETECT ----------
I
----------
W DUCT OVERTEMP ---------- R CHIP DETECT
T
DECR
LO
AUTO MAN
CABIN /
COCKPIT COPILOT
INCHES OF MERCURY
MASK
E
L ENG ICE FAIL ---------- BATT CHARGE EXT POWER ---------- R ENG ICE FAIL
UP COOL AIR AIR
GEAR TAIL L AUTOFEATHER T
---------- ELEC TRIM OFF AIR COND N1 LOW ---------- R AUTOFEATHER
OFF OFF FSB
I C ABIN TEMP MODE
I I
R
DOWN FLOOD BLEED AIR VALVES
DN
NOSE L ENG ANTI-ICE C
BRAKE DEICE ON LDG/TAXI LIGHT PASS OXY ON ELEC HEAT ON R ENG ANTI-ICE LEFT OPEN RIGHT CABIN TEMP
amplifier and the aural annunciator audio amplifier. The the airplane. Consequently, static wicks are installed in
cockpit area microphone is located strategically to pick the trailing edges of the flight control surfaces, the wing
up and record cockpit voice signals. If a voice recorder tips, and tips of the horizontal and vertical stabilizers to
is installed in your aircraft refer to the manual provided aid in the dissipation of the electrical charge.
by the manufacturer for proper operation and preflight
testing. NOTE
The Master Minimum Equipment List indicates the

following static wick requirements:
One Wick may be missing or broken from:
1. Each Wing (includes Aileron)
2. Each side of Horizontal Stabilizer, and

The cockpit voice recorder unit is located in the aft
cargo area. The unit is housed in an international 3. Vertical Stabilizer
orange equipment case and consists of a magnetic
tape recorder and an electronic chassis. A Maximum of three (3) Static Wicks may be broken or
missing.
EMERGENCY LOCATOR
TRANSMITTER
The ELT system consists of the ELT transmitter located

in the right aft fuselage, an antenna mounted on the
right aft fuselage, and a remote switch with a yellow
transmit light mounted in the cockpit.
The remote switch has an ARM and ON position.

If the switch is selected to the ON position, the ELT
will transmit continuously. The ON position is used to
test the ELT and also to turn on the ELT signal if it did
not automatically activate after an impact. The ARM
position is the normal position and will activate the ELT
signal if the G switch has been activated.
If the ELT has been inadvertently activated by the G

switch, the transmit light will blink on and off. The ELT
can be deactivated by the crew by momentarily placing
the switch to ON and then back to ARM.
STATIC WICKS
A static electrical charge may build up on the surface of

the airplane while it is in flight. This electrical charge, if
retained, can cause interference in radio and avionics
equipment operation. It is also dangerous to personnel
disembarking after landing and to personnel servicing

June 1, 2015
Communications
DISCH
MASTER MASTER CAUTION
WARNING CAUTION REVERSE
PUSH TO RESET PUSH TO RESET ONLY WITH
ENGINES
Pilot Training Manual RUNNING
UP
King Air 200 Series of Aircraft REVERSE EXTING
PU
DISCH
FLIGHT GUIDANCE
MASTER MASTER
CAUTION
a pedestal-mounted EFIS reversionary and power
FRICTION
select panel. The attitude and navigation information
WARNING LOCK
0 depends on which input 9data sources
displayed 12 are START
9
START
selected.
0 ITT
M any Beechcraft King Air 200 series of aircraft utilize

Flight Guidance systems. A variety of makes and
models of both electronic and electro-mechanical flight DN AILERON TRIM
8 2 8
ITT
directors have been installed. The Collins FCP-65 ANNUNCIATORS

7
°C X 100 4 °C X 10
7
Flight Director system is described below. LEFT 6
RIGHT
5
6
LOW Annunciation is displayed on the Display Select 12

Panel START START
G/S (DSP) and on the EFIS. Annunciation 9 is color-keyed 9

ELECTRONIC FLIGHT INSTRUMENT 82ITT
82
ITT
ANCEL for better recognition of the selected 26mode. Green
0 or 26
SYSTEM (EFIS) 1 8 240yellow

white indicate an active condition, 1 indicates
TORQUE 2 2 a 8 24
TORQ
disengaged condition, and 3 red indicates

22 3 4
a warning 22
°C X 100 4 °C X 10
condition. If the annunciator for the20 7selected mode 6 is 20 7
ALT FT LB X100 5 8 FT LB X
40 flashing, the signals used for that mode18 are6not usable. 18 6
5
5
60 16 10 16
Mode annunciation displayed on the EFIS 14 flash12 briefly 14 1
TS
LOW 80 YD when selected.
G/S
82 82
ANCEL 100 26 0 26
24 23 TORQUE0 24 23 TORQ 0
5 2
22 4 22
120 22 PROP 22 PRO
21 21
20 10
6 20
40 140
ALT
20 FT LB X100 20 FT LB X
18 813 18
60 60 19 16 RPM X 100 10 19 16 RPM X 1
14 12 14 14 1
TS 80 YD
BARO 18
17 16 15
18
17 16
100 EFIS SWITCHES 0 0

23 5 23
120
22
78.0
PROP
22
78.
PRO
Power1 to the2 EADI/EHSI and DisplayTURBINE Processor 10

4 is
21
110 0 21110
TURBI
140 20
100 20
100
The Collins EFIS-84 EFIS (2-Tube) consists of two .5 VERTICAL
applied with the EFIS POWER switch. It is 13
placarded
– OFF and3isBARO
60 19 20 19
panel-mounted Electronic Flight Displays (EFDs), UP POWER SPEED RPM X 100
PULL ON
located on the pedestal-mounted
18 SYSTEM READY
15
14
OXYGEN
18
RPM X 1
80 17% RPM 80 17% RPM

the Electronic Attitude Director Indicator (EADI) and 0 EFIS reversionary and power select panel. 16 40 16
the Electronic Horizontal Situation Indicator (EHSI). A 60 60

DN INSTANTANEOUS
pedestal-mounted Display Select Panel (DSP) to select
.5
FPM X 1000 3 EFIS
the mode of operation and annunciate the current POWER 78.0 ADC 78.
mode status. One remote Display Processor Unit, and 1
1 22 CMPST TEST
110
5
6
TURBINETEST 4
0 110
5
6
TURBI
100 100
.5VERTICAL FUELFLOW FUELFL
UP SPEED
3 NORMAL 4 20 4
OFF 80 % RPM 80 % RPM
0 TAWS TAWS TAWS 3 PPH X 100

60
40 0 3 PPH X 1
60
ELAPSED DN INSTANTANEOUS
CAUTION INHIBIT
NAV DATA FLAP COURSE
TIME .5 EFIS
FPM X 1000 3OVRD
REVERSIONARY
2 TIMER
1
MODE
SET
ARC
HSI
ARC
WX DH
SET
2
TTG
P/TEST ACT MAP
S/S MAP
GSP TST 6 6
1 2 ET
5
PRE XFR
5
140 OIL 200 140 OIL
In the event of anVGEFIS FAST
tube failure, FUELFLOW
the composite FUELFL
ERECT 4 100 150 4 100
PROP SYN
mode of operation is selected with the CRS NORMAL –
ONswitch located on the pedestal-mounted
60 SEL
100 60 S
CMPST 3
EFIS
0 3 O
ENG AUTO TAWS
reversionary TAWSand TAWS
power select panel.
20
PPH X 100
A composite 20
PPH X 1
ELAPSED CAUTION OFF INHIBIT 50

IGNITION FLAP 2 1
Collins
0 2
TIME
ARM format isTRIM
now displayed
HDG ARM 0
OVRDon the remaining EFIS tube.
20 0 20
DIS P/TEST C ARMPSI C
OFF HDG NAV APPR B/C

FT RIGHT 140 OIL CLIMB
200
TEST
140 OIL
VG FAST
100 150 100
NGINE ANTI-ICE LIGHTS
PROP SYN ERECT LIGH
RIGHT ALT ALT SEL VS IAS DSC 60 BEACON
LANDING ON
TAXI ICE NAV RECOG 60 100
ON LDG GEAR CONTROL
ENG AUTO For Training Purposes Only 145 Flight Guidance
June 1, 2015 20 50 20
IGNITION OFF 0
Collins
0
ARM YAW 20 20
OFF PILOT DEFROST C PSI
0 C
AIR AIR LEFT RIGHT OFF UP
L R
AUTOPILOT SWITCHES
The APS-65 Autopilot is certified as a 3-Axis autopilot A Go-Around switch is located in the left power lever.
incorporating controls for pitch, roll, and yaw modes.
An Electric Pitch Trim System provides pitch autotrim Two trim switches are located in the outboard grip of
during autopilot operation and Manual electric trim for the pilot’s and copilot’s control wheels.
the pilot and copilot when the autopilot is not engaged.
An AP/Trim Disconnect Switch is located in the outboard
A lockout device will prevent autopilot engagement grip of the pilot’s and copilot’s control wheels. This is a
unless the system successfully passes the engagement bi-level switch. The first level disengages the autopilot
self test. and yaw damper. The second level will disengage the
electric trim.
The ELEV TRIM switch is located in the pedestal and

controls power to the Autopilot/Manual Electric Trim
System.
FLIGHT MANUAL SUPPLEMENT
The following copy of the Flight Manual Supplement

is for the Collins FCS-65H Automatic Flight Control
ANNUNCIATORS System with the Collins EFIS-84 (2-Tube System with
Single Data Processer Unit) Electronic Flight Instrument
System (EFIS). Operational procedures and limitations
In the event of an autopilot or elevator trim failure the for the autopilot and flight director systems described
AP FAIL or AP TRIM FAIL annunciator will illuminate above are provided. This copy is for simulator training
on the Warning Annunciator Panel. All other autopilot purposes only. Consult the POH/POM supplement
annunciators are displayed on the EFIS. section of your aircraft for information describing the
system installed.

June 1, 2015
Flight Guidance
BEECH SUPER KING AIR

B200 & B200C
PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT
FOR THE
COLLINS FCS-65H AUTOMATIC FLIGHT CONTROL
SYSTEM WITH
COLLINS EFIS-84
(2-TUBE SYSTEM WITH SINGLE DATA PROCESSER
UNIT) ELECTRONIC FLIGHT INSTRUMENT SYSTEM
(EFIS)
CONTENTS
SECTION I GENERAL
SECTION II LIMITATIONS
SECTION III EMERGENCY PROCEDURES
SECTION IV NORMAL PROCEDURES
SECTION V PERFORMANCE
SECTION VI WEIGHT AND BALANCE/EQUIPMENT LIST
SECTION VII SYSTEMS DESCRIPTION
SECTION VIII HANDLING, SERVICING, AND MAINTENANCE
SECTION I – GENERAL
The information in this supplement is FAA-approved material and must be attached to the Pilot’s Operating
Handbook and FAA Approved Flight Manual (POH/AFM) when the airplane has been modified by installation
of the Collins FCS-65H Automatic Flight Control System and Collins EFIS-84 (2-Tube System with Single Data
Processor Unit) Electronic Flight Instrument System (EFIS) in accordance with Raytheon Aircraft-approved data.
The information in this supplement supersedes or adds to the basic POH/AFM only as set forth below. Users of
the manual are advised to always refer to the supplement for possibly superseding information and placarding
applicable to operation of the airplane.
The Collins Pilot’s Guide for the EFIS-84 Electronic Flight Instrument System (2-Tube) No. 523-0776-473, dated
July, 1991 or later version, is available from Collins General Aviation Division, 400 Collins Road NE, Cedar Rapids,
Iowa 52498. It is the responsibility of the owner/operator to maintain the appropriate pilot’s guide in current status.

June 1, 2015
Flight Guidance
SECTION II – LIMITATIONS
MMO.)
2. Do not use autopilot below the following altitudes
a. Approach – 200 feet above ground level.
b. Climb – 500 feet above ground level.
c. All other operations – 1000 above ground level.
4. Pilot must be seated in the pilot’s seat with the seat belt fastened during autopilot operations.
5. Autopilot preflight check must be conducted and found satisfactory prior to each flight on which the autopilot
is to be used.
6. Use of the VOR Approach mode is limited to an area within 10 nautical miles of the VOR station.
7. The Collins Pilot’s Guide for the EFIS-84 Electronic Flight Instrument System (2-Tube) No. 523-0776-473
dated July, 1991, or later revision, must be immediately available to the flight crew.
8. The copilot’s attitude indicator and navigation instrument must be operational for takeoff.
9. The pilot’s EADI and EHSI must be operational in NORMAL mode for takeoff.
10. Conduct approaches with approach flaps and 120 KIAS minimum airspeed.
11. Maximum fuel imbalance for autopilot operation is 300 pounds.
12. Use a maximum of 45° intercept angle on localizer intercepts.
13. Do not perform automatic VOR NAV intercepts within 15 nautical miles of the VOR station.
SECTION III – EMERGENCY PROCEDURES
AUTOPILOT MALFUNCTION/ELEVATOR TRIM RUNAWAY

If the airplane deviates unexpectedly from the planned flight path:
1. Control Wheel. . . . . . . . . . . . . HOLD FIRMLY, BE PREPARED TO ACCEPT CONTROL WHEEL FORCES
2. AP YD/DISC TRIM Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS FULLY
(Pilot’s or Copilot’s Control Wheel)
3. Flight Controls/Power Levers. . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED TO RECOVER THE AIRPLANE
NOTE
The maximum altitude lost during the malfunction tests was:

Climb 450 feet
Cruise 440 Feet
Descent 450 Feet
Maneuvering 150 Feet
Approach 100 Feet
One-engine-inoperative 100 Feet
Approach

June 1, 2015
Flight Guidance
4. Elevator Trim Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF.

Continue flight using manual trim.
5. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DO NOT RE-ENGAGE
WARNING
In flight, do not overpower the autopilot. The trim will operate in the direction opposing the power
force, which will result in large out-of-trim forces.
MANUAL AUTOPILOT DISENGAGEMENT

If necessary, the autopilot can be manually disengaged using any one of the following methods.
1. AP YD/DISC TRIM Switch (Pilot’s or Copilot’s Wheel). . . . . . . . . . . . . . . . . . . . DEPRESS TO FIRST LEVEL
2. AP ENG Switch (APP Panel) (Yaw damper remains engaged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
3. Pitch Trim Switch (Pilot’s or Copilot’s Wheel)(Yaw damper switch remains engaged). . . . . . . . . . . ACTIVATE
4. Go-Around (GA) Switch, If Lateral Mode is Selected(Left Power Lever or Copilot’s Control Wheel)
(Yaw damper remains engaged). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVATE
5. FCS or AP SERVO Circuit Breaker (For Active Autopilot). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
6. Master Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. VG Fast Erect (Yaw damper remains engaged). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AUTOMATIC AUTOPILOT DISENGAGEMENT
The following conditions will cause the autopilot to automatically disengage. Disengagement will normally be
accompanied by the aural warning.
1. Electrical Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAJOR DEGRADATION, INTERRUPTION, OR LOSS
2. Vertical Gyro (ATT Flag on EADI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAILURE
3. Roll Attitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MORE THAN 50°
4. Pitch Attitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GREATER THAN +/- 40°
5. A/P FAIL Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
ZERO TORQUE CONDITIONS
The autopilot monitors pitch and roll rates, and normal acceleration. Any one of the following conditions will cause
the elevator and/or aileron autopilot servo torques to decrease to approximately zero torque until the monitored
parameter returns to within limits. The autopilot will not disengage during the zero torque condition.
1. Pitch Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GREATER THAN 4°/SECOND
2. Roll Rate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GREATER THAN 10°/SECOND
3. Normal Acceleration. . . . . . . . . . . . . . . . . . . . GREATER THAN APPROXIMATELY +/- 0.5 G INCREMENTS
AUTOPILOT FAILURE (A/P FAIL ANNUNCIATOR)
Illumination of the A/P FAIL annunciator upon attempted engagement or after engagement of the autopilot
indicates a failure of the APC-65H computer or associated components monitored by the computer. The autopilot
will not engage; or it will automatically disengage, and the aural warning will sound.

June 1, 2015
Flight Guidance
ELEVATOR TRIM FAILURE (A/P TRIM FAIL ANNUNCIATOR)
Illumination of the A/P TRIM FAIL annunciator indicates that the elevator trim servo is not responding to commands
from the autopilot. The autopilot will not disengage, although electric trim will be disengaged automatically.
1. ELEV TRIM Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
(or cycle OFF then ON if ELEC TRIM OFF GREEN annunciator is illuminated.)
If A/P TRIM FAIL annunciator remains illuminated:
2. Control Wheel. . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY – BE PREPARED TO ACCEPT PITCH FORCES
3. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
4. Elevator Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRIM MANUALLY
5. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DO NOT RE-ENGAGE
ENGINE FAILURE (AUTOPILOT ENGAGED)

1. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
2. Engine Failure Procedures in EMERGENCY PROCEDURES Section of POH/AFM. . . . . . . . . . COMPLETE
3. Trim Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRIM AIRPLANE
4. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RE-ENGAGE, IF DESIRED
5. Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUALLY ADJUST AS REQUIRED
AFTER POWER AND CONFIGURATION CHANGES
EFIS MALFUNCTION
If the EFIS displays are blank or abnormal, refer to alternate instruments for usable data. The copilot’s instruments
are approved as alternates to the pilot’s instruments. Refer to EFIS MALFUNCTIONS in the ABNORMAL
PROCEDURES section of this supplement.
SECTION III A – ABNORMAL PROCEDURES
EFIS MALFUNCTION
DISPLAY PROCESSOR UNIT (DPU) FAILURE

Display Processor Unit (DPU) failure is indicated by the red DPU FAIL flag on the EADI and EHSI or by the EADI
and/or EHSI blanked and disabled.
1. Disengage autopilot.
2. Use alternate attitude and/or navigation instruments.
DISPLAY SELECT PANEL (DSP) FAILURE

Display Select Panel (DSP) failure is indicated by the red DSP flag on the EADI and EHSI,
1. Disengage autopilot if engaged.
2. Use alternate navigation instrument for navigation information.

June 1, 2015
Flight Guidance
NOTE
Failure of the DSP does not affect heading information displayed on the EHSI.
EADI FAILURE
1. If the EADI fails, select the composite switch to CMPST. A composite display will be presented on the operating
tube.
2. Pull the appropriate circuit breaker for the affected indicator.
ESHI FAILURE
1. If the EHSI fails, select the composite switch to CMPST. A composite display will be presented on the operating
tube.
2. Pull the appropriate circuit breaker for the affected indicator.
ATTITUDE FAILURE
Attitude failure is indicated by a red ATT flag on the EADI.
• Use copilot’s attitude indicator.
NOTE
The autopilot will disengage if it is selected on
HEADING FAILURE
Heading failure is indicated by a red HDG flag on the EHSI.
1. Use instrument displaying compass No. 2 data.
2. Monitor the affected unit for performance degradation. If a system component failure occurs, pull the
appropriate circuit breaker.
SECTION IV – NORMAL PROCEDURES
BEFORE STARTING
EFIS
1. Battery Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. EFIS POWER Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. EFIS AUX POWER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. ON-OFF-TEST Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD TO TEST
for approximately 5 seconds (green AUX TEST annunciator will
illuminate while the TEST switch is held.)
b. ON-OFF-TEST Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE TO OFF

June 1, 2015
Flight Guidance
BEFORE TAXI
EFIS
1. EFIS POWER Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. EFIS AUX POWER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
BEFORE TAKEOFF (RUNUP)
Items marked with an asterisk * may be omitted at pilot’s discretion after the first flight of each day.
EFIS
1. EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. EADI/ESHI Dim Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET BRIGHTNESS LEVEL
NOTE
Tube brightness should not be set higher than that required for adequate visibility.
b. EFIS TEST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH AND HOLD
The EADI and EHSI are checked using the EFIS TEST button on the EFIS Power Control panel located on the
pedestal. Two levels of test may be accomplished, depending on how long the button is held down.
Momentarily pushing the button results in:

• 10° pitch up and 10° right roll indication on EADI.
• 20° heading increases on EHSI.
• Red TEST flag in upper left corner of EADI.
Pressing and holding the button for 4 seconds or longer results in previous indications and:
• The sky/ground display disappears from EADI.
• The following red flags are displayed on the EADI: ATT, RA, DSP.
• The following red flags are displayed on the EHSI: HSG, DSP.
NOTE
The following additional red flags are displayed continually, assuming the receivers are not
receiving a valid signal.
EADI: VOR/LOC
EHSI: VOR/LOC, GS, and Bearing Pointer Flags (if selected).

2. EFIS Composite Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CMPST
(verify composite mode display on both EFDs)
3. EFIS Composite switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL

June 1, 2015
Flight Guidance
ELECTRIC ELEVATOR TRIM

1. Verify the ELEV TRIM is on.
2. Check operation of dual-element thumb switches as detailed in the POH/AFM.
WARNING
Operation of the electric trim system should occur only by movement of pairs of switches. Any
movement of the elevator trim wheel while actuating only one switch denotes a system malfunction.
If a malfunction of the electric trim system is indicated, electric trim must be disengaged and trim
changes made with manual trim ONLY.
AIR DATA COMPUTER CHECK

1. ADC TEST Button (on EFIS Power Panel). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
a. Altimeter OFF Flag In View – Pointer indicates 250 feet
b. Altitude Preselector OFF Flag In View
2. ADC TEST Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
a. Altimeter OFF Flag Out of View
b. Altitude Pointer Returns to Normal Setting.
3. Altimeter Test Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
a. Altimeter OFF Flag In View
b. Altitude Pointer Indicates 750 feet
4. Altimeter Test Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
a. Altimeter OFF Flag Out of View
b. Altitude Pointer Returns to Normal Setting
ALTITUDE ALERT CHECK
NOTE
The altitude alert system functions only on the pilot’s altimeter.
1. Pilot’s Baro Set Knob . . . . . . . . . . . . . . . . . . . . ADJUST FOR NEAREST 100-FOOT ALTIMETER READING
2. Altitude Alerter/Preselector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO MATCH ALTIMETER READING
3. Pilot’s Baro Set Knob . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO INCREASE AND DECREASE ALTITUDE
At 200 feet from initial altitude, ensure that:
a. Aural warning horn sounds for approximately 2 seconds.
b. The ALT ALERT annunciators on the pilot’s and copilot’s instrument panel and the Altitude Alerter/
Preselector panel illuminate.
4. Pilot’s Baro Set Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO FIELD ELEVATION SETTING
5 The ALT ALERT annunciators will extinguish at 200 feet from alert panel setting.
AUTOPILOT
1. Position pitch trim wheel to the takeoff position, turn the ELEV TRIM switch on and engage the autopilot.
Check that YAW, A/P, and ALT ARM annunciators are illuminated.

June 1, 2015
153 Flight Guidance
2. With control wheel in the forward position and the autopilot engaged, operate pilot, then copilot pitch trim
switches in both directions to ensure that the autopilot disengages. The yaw damper remains engaged.
3. Center the control wheel and engage the autopilot. Apply forward pressure on control wheel. Note that pitch
trim travels nose up and white TRIM annunciator illuminates. Apply rearward pressure on control wheel. Note
that pitch travels nose down.
4. Hold the control wheel and disengage the autopilot by depressing the AP YD/DISC TRIM button on the pilot’s
control wheel to the first level. Note that the YAW DIS and A/P DIS annunciators illuminate. Further depress
the AP YD/DISC TRIM switch. Note that the ELEC TRIM OFF annunciator illuminates. Cycle the ELEV TRIM
switch on the console, engage the autopilot, and repeat the check using the copilot’s AP YD/DISC TRIM
switch.
5. Engage yaw damper. Note that YAW annunciators are illuminated. Check for additional resistance to
movement of rudder pedals. Disengage yaw damper.
6. Reset pitch trim to the takeoff position.
7. Move all primary flight controls through their full travel in both directions. Verify that controls move in the
proper direction and no restrictions to free movement are present.
IN FLIGHT
EFIS OPERATION
In-flight operation of the EFIS is as described in the Collins Pilot’s Guide.
AUTOPILOT OPERATION
1. Autopilot Engagement:
• AP ENG Button on APP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
(Check A/P and YAW Annunciators Illuminated)
NOTE
If TRIM or A/P fail annunciation is displayed on the APP and FCP, two pushes of the AP ENG
button may be required to re-engage, one to clear any fault and one to engage.
2. Autopilot Disengagement:
• AP ENG or AP YD/TRIM DSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
NOTE
The AP YD/TRIM DSC button is a two-level switch. The first level disengages the autopilot and
yaw damper. The second level disengages electric trim.
3. Yaw Damper
The yaw damper is automatically engaged when the autopilot is engaged. The yaw damper may be engaged
without engaging the autopilot by pressing the YAW ENG button on the APP.
The yaw damper may be disengaged by pressing the red AP YD/TRIM DSC button or by pressing the YAW
ENG button on the APP. The yaw damper cannot be disengaged while the autopilot remains engaged.
Yaw damp remains engaged if the autopilot is disengaged by use of the AP ENG button on the APP.
4. Soft Ride (SR)
Soft Ride mode is used to reduce the autopilot response to turbulent conditions. The pilot may use SR mode
at his discretion. SR is cancelled by APPR mode.

June 1, 2015
Flight Guidance
5. 1/2 Bank (1/2φ)

In 1/2 Bank mode, the bank limit in HDG or NAV mode is reduced to approximately 1/2 the normal value.
Capture of APPR mode clears the 1/2 Bank mode, if selected.
6. Turn Control
The turn control can be used to manually command an autopilot turn. The bank angle during the turn is
proportional to the turn control displacement up to the bank limit of 30°. The autopilot may be engaged with
the turn control out of its center detent, but the control must be returned to center before it is active again.
Use of the turn control cancels any lateral mode selected, except APPR.
7. Vertical Control Switch
The vertical control switch can be used to incrementally adjust reference values for certain vertical modes
selected on the Flight Control Panel (FCP). During Pitch Hold mode, the vertical control switch can
continuously adjust the pitch reference. If the Vertical control switch is pushed and held, the Vertical mode
will clear, the autopilot will enter Pitch Hold mode, and the pitch reference will increase or decrease 1 degree/
second. Each momentary actuation (up or down) commands the following adjustments:
MODE INCREMENT
ALT +/- 25 Feet
IAS +/- 1 KIAS
VS +/- 200 FPM
Pitch Hold +/- 1/2 Degree
DSC +/- 200 FPM
CLIMB +/- 1 KIAS
FLIGHT DIRECTOR OPERATION
The flight director may be used with or without the autopilot engaged. If the autopilot is engaged, the flight
director provides steering commands to the autopilot. All flight director modes, except Go-Around, are selected
by pressing the appropriate mode select button on the FCP.
1. Heading Mode (HDG)
a. Set heading bug to desired heading on HSI.
b. Press HDG button. The flight director command bars will command a turn to capture and hold the
selected heading. Bank angles are limited to +/-25 during HDG mode.
2. Altitude Hold (ALT)
a. Maneuver airplane to desired altitude.
b. Press ALT button.
c. If a new barometric setting is input, the autopilot will automatically adjust to the new altitude.
To Change Altitude:
Incremental adjustments of +/-25 feet can be made by each momentary actuation of the vertical control switch
on the APP, or:
d. CWS/Pitch SYNC Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
e. Maneuver to desired altitude
f. CWS/Pitch SYNC Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
g. Flight director command will maintain new altitude.

June 1, 2015
Flight Guidance
3. Altitude Select (ALT SEL)

LT SEL can be armed by pressing the ALT SEL button, selecting a lateral mode, or by simply turning the altitude
A
preselect knob.
a. Altitude Preselect Controller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED ALTITUDE
b. ALT ARM annunciates indicating arming of the mode
c. Select a vertical mode to intercept preselected altitude.
d. Altitude Capture Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
1)1000 Feet Prior to selected altitude . . . . . . . . . . . . . ALT ALERT ANNUNCIATORS ON THE ALTITUDE
PRESELECTOR, THE PILOT’S AND COPILOT’S
INSTRUMENT PANEL ILLUMINATE AND AURAL
ALERT SOUNDS. ANNUNCIATORS EXTINGUISH
200 FEET PRIOR TO THE SELECTED ALTITUDE
2) At computed capture point. . . . . . . . . . . . . . . . . . ALT ARM AND VERTICAL MODE ANNUNCIATIONS
EXTINGUISH AND ALTITUDE IS AUTOMATICALLY
CAPTURED. ALT ILLUMINATES.
NOTE
Changing selected altitude on the ALTITUDE ALERTER/PRESELECTOR during altitude capture

will automatically cancel ALT and rearm ALT SEL.
NOTE
ALT SEL mode is referenced to barometer-corrected altitude displayed on pilot’s altimeter.
NOTE
If altitude varies more than 200 feet without resetting the Altitude Alerter/Preselector, the altitude
visual and aural alerts will be activated.
4. Climb Mode (CLM)
The climb mode provides commands to capture and maintain a programmed cruise-climb airspeed schedule.
a. CLM Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
b. Airspeed scheduling in CLM mode is 160 KIAS up to 10,000 feet, then decreasing 2 KIAS per 1000 feet
above 10,000 feet to 130 KIAS at 25,000 feet, then decreasing 1 KIAS per 1000 feet to 120 KIAS at
35,000 feet.
c. Incremental changes of +/- 1 knot in the climb speed profile can be made by each momentary actuation of
the vertical control switch.
d. Pitch synchronization is not operative in CLM mode.
5. Descent Mode (DSC)
a. DSC Mode Select Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
b. Descent mode will command a gradual descent to achieve and maintain an approximate 1500 fpm
rate of sink.
c. Incremental changes of +/- 200 fpm can be made by each momentary actuation of the vertical control
switch.
d. Pitch synchronization is not operative in SDC mode.

June 1, 2015
Flight Guidance
6. Vertical Speed Hold (VS)

a. Maneuver to desired vertical speed.
b. VS Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
o Change Vertical Speed:
T
Incremental changes of +/- 200 fpm can be made by each momentary actuation of the vertical control
switch, or;
c. CWS/Pitch SYNC button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH AND HOLD
d. Maneuver to desired new vertical speed.
e. CWS/Pitch SYNC Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
f. Flight director command bars will synchronize to and maintain the new vertical speed.
7. Airspeed Hold (IAS)
a. Maneuver to desired airspeed.
b. IAS Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
o Change Airspeed:
T
Incremental changes of +/- KIAS can be made by each momentary actuation of the vertical control switch,
or;
c. CWS/Pitch SYNC Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
d. Maneuver to desired airspeed.
e. CWS/Pitch SYNC Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
f. Flight director command will maintain new airspeed.
8. Navigation mode (NAV)
a. NAV Receiver. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TUNE TO DESIRED STATION FREQUENCY
b. Course Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED COURSE ON EHSI
c. Heading Bug. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED INTERCEPT HEADING ON EHSI
d. NAV Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS (FCP annunciates NAV ARM, and HDG is
automatically selected if airplane is outside computed capture point.)
e. Upon Capture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HDG CANCELS, FCP ANNUNCIATES NAV,
AND FLIGHT DIRECTOR COMMANDS
TURN TO TRACK SELECTED COURSE.
NOTE
Approaching station passage, the autopilot will enter Dead-Reckoning (DR) mode. During the DR
mode, course changes of less than 30° may be made using the course knob. Course changes of
more than 30° must be accomplished using the HDG mode to set up a new NAV capture.
For optimum NAV mode operation, select intercept angle so the system maintains straight and
level flight in the NAV ARM mode for a minimum of 30 seconds. Maximum recommended capture
angles are 90° or less in NAV and 60° or less in APPR mode.
9. Approach Mode (APPR)
When making any coupled approach, primary flight instruments must be monitored by the pilot. Presence of
VOR/LOC/GS flag must be considered as a warning of system of signal failure.
a. VOR Approaches

June 1, 2015
Flight Guidance
NOTE
Use of the VOR Approach mode is limited to an area within 10 nm of the VOR station.
1) Navigation Receiver. . . . . . . . . . . . . . . . . . . . . . . . . TUNE TO DESIRED STATION FREQUENCY

2) Course Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED COURSE ON EHSI
3) Heading Cursor . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED INTERCEPT HEADING ON EHSI
4) APPR Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(Mode selector annunciates APPR ARM.
HDG mode is automatically selected if the
airplane is outside computed capture point.)
5) At Computed Capture Point. . . . . . . . . . . . . . . . . . . . . HDG MODE IS CANCELLED AND FLIGHT
CONTROL PANEL ANNUNCIATES APPR. FLIGHT
DIRECTOR COMMANDS A TURN TO CAPTURE
AND TRACK SELECTED COURSE.
CAUTION
During a VOR approach, the flight control system automatically goes to DR (dead reckoning) mode
if a VOR station is crossed. If the VOR approach being flown is one that crosses the VOR, the HDG
mode should be used for station passage and to recapture the outbound course.
b. Localizer Approach (APPR)

1) Navigation Receiver. . . . . . . . . . . . . . . . . . . . . . . TUNE TO DESIRED LOCALIZER FREQUENCY
2) Course Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOCALIZER FRONT COURSE ON EHSI
3) Heading Bug. . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED INTERCEPT HEADING ON EHSI
(Mode selector annunciates APPR ARM, and
HDG mode is automatically selected if the airplane
is outside the computed capture point.)
5) At Computed Capture Point. . . . . . . . . . . . HDG MODE IS CANCELLED AND MODE SELECTOR
ANNUNCIATES APPR. FLIGHT DIRECTOR COMMANDS
A TURN TO CAPTURE AND TRACK LOCALIZER BEAM
6) Flight Control Panel . . . . . . . . . SELECT VERTICAL FLIGHT DIRECTOR MODE, AS REQUIRED.
c. Back Course Approach (BC)

1) Navigation Receiver. . . . . . . . . . . . . . . . . . . . . . . TUNE TO DESIRED LOCALIZER FREQUENCY
4) B/C Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(Mode selector annunciates APPR ARM B/C,
and HDG mode is automatically selected if the
airplane is outside the computed capture point.)
5) At Computed Capture Point. . . . . . . . . . . . . . . . . . . . . . HDG MODE IS CANCELLED AND MODE
SELECTOR ANNUNCIATES APPR B/C. FLIGHT
DIRECTOR COMMANDS A TURN TO CAPTURE
AND TRACK LOCALIZER BACK COURSE.
June 1, 2015
Flight Guidance
6) Flight Control Panel. . . . . . . . . SELECT VERTICAL FLIGHT DIRECTOR MODE, AS REQUIRED

d. ILS Approach (APPR)
1) Navigation Receiver. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TUNE TO DESIRED ILS FREQUENCY
(Mode selector annunciates APPR ARM,
and HDG mode is automatically selected
if the airplane is outside the computed
localizer capture point.
5) Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT VERTICAL FLIGHT DIRECTOR MODE,
AS REQUIRED TO INTERCEPT GLIDESLOPE
6) At Localizer Capture Point. . . . . . . . . . . . . . . . . . . . . . HDG MODE IS CANCELLED, AND MODE
SELECTOR ANNUNCIATES APPR AND GS ARM.
FLIGHT DIRECTOR COMMANDS A TURN TO
CAPTURE AND TRACK LOCALIZER BEAM.
7) At Glideslope Capture Point. . . . . . . . . . . . . . . VERTICAL MODE IS CANCELLED (EXCEPT ALT
SEL ARM). MODE SELECTOR ANNUNCIATES GS
AND APPR. FLIGHT DIRECTOR COMMANDS A PITCH
CHANGE TO CAPTURE AND TRACK GLIDESLOPE.
NOTE
Glideslope capture will not occur until localizer has been captured.
10. Go-Around Mode (GA)

Go-Around mode is activated by pushing the Go-Around switch on the left power lever. GA mode may be selected
whenever a lateral mode is selected.
When GA mode is activated, the autopilot will disengage, the autopilot disconnect aural warning sounds, and the
flight director commands a wings level, 7° nose-up attitude. GA is cancelled by autopilot engagement, the
CWS/Pitch SYNC button,or other mode selections.
11. Attitude Hold, Roll Hold, Pitch Hold Modes
Attitude Hold mode is activated if the autopilot is engaged with no flight director modes selected. If no lateral mode
is active, Roll Hold mode is active; likewise if no vertical mode is active, Pitch Hold mode is active.
DIAGNOSTIC TESTING
The TEST button on the FCP can be used to perform a diagnostic test of the flight director or autopilot. Testing
may be accomplished on the ground or during flight, as follows:
GROUND TESTING
1. Flight Control Panel (FCP) Test Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND RELEASE
a. EADI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST ANNUNCIATOR ILLUMINATED
b. FCP and Autopilot Annunciators. . . . ILLUMINATE BRIEFLY, THEN EXTINGUISH, EXCEPT FOR GA

June 1, 2015
Flight Guidance
NOTE
The GA annunciator indicates the computer is in the Ground Test mode. If other annunciators are illuminated,
a fault is indicated. Report these to maintenance personnel. If additional diagnostic data on a malfunction is
required while in the Ground Test mode:
1) HDG Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD.

Record displayed annunciations, then release
2) ALT Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD.
3) IAS Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD.
2. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
NOTE
Normal engage annunciators will not illuminate on the FCP or the APP since they are used to
indicate faults.
3. Airplane Servos. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

a. Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
b. Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
c. Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED AND OSCILLATING
d. Elevator Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED AND RUNNING NOSE DOWN
4. Autopilot Engage Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH TO DISENGAGE
a. Aural warning will sound.
b. Elevator and elevator trim servos will disengage.
c. Rudder servo remains engaged and continues to oscillate.
5. FCP Test Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND RELEASE
a. Rudder oscillations stop
b. The rudder servo remains engaged and the YAW annunciator illuminated.
6. AP YD/DISC TRIM Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS TO FIRST LEVEL
(Check rudder servo disconnects and YAW annunciator extinguished.).
7. Elevator Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
IN-FLIGHT TESTING
1. Test Button on FCP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH AND HOLD
2. FCP annunciators will flash then display mode annunciations indicating a fault, if present. If no fault exists, the
flashing sequence will repeat. Record any annunciations of faults.
3. Test Button on FCP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
SHUT DOWN AND SECURING
EFIS
1. EFIS AUX POWER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. EFIS POWER SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (before FUEL CUTOFF)

June 1, 2015
Flight Guidance
SECTION V – PERFORMANCE
No Change
SECTION VI – WEIGHT & BALANCE /EQUIPMENT LIST
No Change
SECTION VII – SYSTEMS DESCRIPTION
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
The Collins EFIS-84 EFIS (2-Tube) consists of two panel-mounted Electronic Flight Displays (EFDs), one
pedestal-mounted Display Select Panel (DSP), one remote Display Processor Unit, one pedestal-mounted EFIS
reversionary and power select panel. The system displays attitude and navigation information depending on the
input data sources selected.
ANNUNCIATORS
Annunciation is displayed on the mode select panel and on the EFIS. Annunciation is color-keyed for better
recognition of mode status with green or white for active condition, yellow for disengaged condition, and red
for warning condition. When a mode annunciator is flashing, it indicates that signals used for that mode are not
usable; EFIS modes flash briefly when selected.
EFIS SWITCHES
EFIS POWER
With airplane power on, the EFIS POWER switch applies power to the EADI/EHSI and Display Processor.
EFIS REVERSIONARY MODE
CMPST will select composite mode of operation on the EADI AND EHSI. A composite format replaces the normal
EADI and EHSI display.
AUTOPILOT
The APS-65 Autopilot is certified as a 3-Axis autopilot incorporating controls for pitch, roll, and yaw modes. An
Electric Pitch Trim System provides pitch autotrim during autopilot operation and Manual electric trim for the pilot
and copilot when the autopilot is not engaged.
A lockout device prevents autopilot engagement unless the system successfully passes the engagement self test.
Refer to the APS-65 pilot’s guide for a description of the autopilot system.

June 1, 2015
Flight Guidance
ANNUNCIATORS
Two remote annunciators are installed in the glare shield: AP FAIL (Red) and AP TRIM FAIL (Red). All other
autopilot annunciators are displayed on the EFIS.
SWITCHES
A Go-Around Switch is located in the left power lever.
Two trim Switches are located in the outboard grip of the pilot’s and copilot’s control wheels.
An AP/Trim Disconnect Switch is located in the outboard grip of the pilot’s and copilot’s control wheels. This is a
bi-level switch. Depressing the switch to the first level disconnects the autopilot and electric trim.
The ELEV TRIM switch is located in the pedestal and controls power to the Autopilot/Manual Electric Trim System.
CONTROLS
The Autopilot Controller (APP-65) and the Flight Control Panel (FCP-65) are located in the pedestal. Operation of
these controls is described in the APS-65 pilot’s guide.
SECTION VIII – HANDLING, SERVICING, & MAINTENANCE
When a Collins EFIS-84 is installed, fans are installed to aid in cooling of the Display Processor Unit (DPU-84)
and the pilot CRT displays. At each phase inspection and at any sign of abnormal equipment operation, verify
these fans are operating properly. An avionics bay exhaust fan is also installed.

June 1, 2015
Flight Guidance
MEMORY ITEMS
The following Memory Items are located in the Limitations section of this PTM and in the
accompanying Checklists. Items noted (200) or (B200) indicate specific aircraft differences.
Maneuvering Speed VA (12,500 pounds)....................................................................................... 181 KIAS

Maximum Landing Gear Operating Speed VLO (Extension)........................................................... 181 KIAS
Maximum Landing Gear Operating Speed VLO (Retraction)........................................................... 163 KIAS
Maximum Landing Gear Extended Speed VLE............................................................................... 181 KIAS
AIRSPEED INDICATOR MARKINGS
Air Minimum Control Speed (VMCA)..................................................................................................Red Line

Full-flap Operating Range..............................................................................................................White Arc
VMAX Flaps Full........................................................................................................... Top Narrow White Arc
VSO Flaps Full.......................................................................................................... Bottom Wide White Arc
VSO Flaps Up.........................................................................................................Bottom Narrow White Arc
Maximum Speed with Approach (40% Flaps)........................................................................ White Triangle
One-Engine Inoperative Best Rate-of-Climb Speed (Gross Weight, Standard Day)..................... Blue Line
VMO/MMO.................................................................................................. Red & White Hash-Marked Pointer
WEIGHT LIMITATIONS
Maximum Ramp Weight...............................................................................................................12,590 lbs.

Maximum Takeoff Weight.............................................................................................................12,500 lbs.
Maximum Landing Weight............................................................................................................12,500 lbs.
Maximum Zero Fuel Weight (200)................................................................................................10,400 lbs.
Maximum Zero Fuel Weight (B200).............................................................................................11,000 lbs.
Starting Limit........................................................................................................ Red Diamond, 5 Seconds

Maximum ITT..................................................................................................................................Red Line
Maximum Torque.............................................................................................................................Red Line
Normal Propeller Operating Range............................................................................................... Green Arc
Maximum Oil Temperature..............................................................................................................Red Line
Maximum Oil Pressure....................................................................................................................Red Line
Minimum Oil Pressure........................................................................................................ Bottom Red Line
FUEL LIMITATIONS
Minimum Fuel Quantity for Takeoff.....................................................................................Above Yellow Arc

June 1, 2015
Memory Items
GENERAL LIMITATIONS
Use of the starter is limited to 40 seconds ON, 60 seconds OFF, 40 seconds ON, 60 seconds OFF, 40
seconds ON, then 30 minutes OFF.
Maximum Cabin Differential Pressure.............................................................................................. Red Arc
Maximum Pneumatic Pressure.......................................................................................................Red Line
Maximum Vacuum Pressure (SL to 15,000 ft)......................................................................Wide Green Arc
Maximum Vacuum Pressure (15,000 ft to FL350)............................................................ Narrow Green Arc
Propeller Deice Normal Range...................................................................................................... Green Arc
Maximum Operating Pressure Altitude Limit
Serials BB-38, BB-39, BB-42, BB-44, BB-54 and after*; BL-1 and after ............................ 35,000 feet
Serials prior to BB-54 except BB-38, BB-39, BB-42 and BB-44......................................... 31,000 feet
*And any earlier airplanes modified by Beech Kit No’s 101-5007-1 and 101-5008-1 in compliance with
Beechcraft Service Instruction number 0776-341.
Maximum Altitude with Yaw Damp Inoperative........................................................................... 17,000 feet
Maximum OAT (SL to FL 250)..................................................................................................... ISA + 37°C
Maximum OAT (Above FL 250).................................................................................................. ISA + 31°C
Minimum Ambient Temperature for Operation of Deice Boots............................................................. -40°C
Minimum Airspeed for Sustained Icing Flight................................................................................ 140 Knots
Maximum Airspeed for Windshield Deicing (not a limitation)........................................................ 226 Knots
Turbulent Air Penetration............................................................................................................... 170 Knots
Sustained flight in icing conditions with flaps extended is prohibited except for approach and landings.
Ice Vanes Extended (200).....................................................................................≤ +5°C in visible moisture

Ice Vanes Extended Maximum Temperature (200)............................................................................. +15°C
Engine Anti-Ice .....................................................................................................≤ +5°C in visible moisture
Engine Anti-Ice on Maximum Temperature......................................................................................... +15°C
Maximum OAT for Brake Deice........................................................................................................... +15°C

Maximum Time to operate Brake Deice............................................................................................10 mins
Minimum N1 for simultaneous Brake Deice/Wing boot Operation......................................................... 85%
For Brake Deice Operation...............................................................................L/R Instrument Bleed Air ON
Maximum Altitude for Cracked/Shattered Windshield........................................................................ FL 250

Maximum Cabin Differential for Cracked/Shattered Windshield........................... Between 2.0 and 4.6 PSI
Crack in any Side Window.............................................................................. Pressurized Flight Prohibited
Minimum Altitudes for Collins Aps-65 Autopilot Operations
Approach.......................................................................................................................... 200 feet AGL
Climb................................................................................................................................ 500 feet AGL
All Other Operations....................................................................................................... 1000 feet AGL

June 1, 2015
Memory Items
EMERGENCY AIRSPEEDS (12,500 LBS)

One-Engine-Inoperative Best
Angle-of-Climb (VXSE)..................................................................................................................... 115 Knots
One-Engine-Inoperative Best
Rate-of-Climb (VYSE)...................................................................................................................... 121 Knots
One-Engine-Inoperative Enroute Climb........................................................................................ 121 Knots
Air Minimum Control Speed (VMCA).................................................................................................. 86 Knots
Emergency Descent...................................................................................................................... 181 Knots
Maximum Glide Range.................................................................................................................. 135 Knots
ENGINE FIRE / ENGINE FAILURE IN FLIGHT

Affected Engine:
1. Condition Lever.................................................................................................................FUEL CUTOFF
2. Prop Lever.................................................................................................................................FEATHER
3. Firewall Shutoff Valve.................................................................................................................... CLOSE
4. Fire Extinguisher (if installed) (if fire warning persists)..............................................................ACTUATE
ENGINE FIRE ON GROUND

Affected Engine:
2. Firewall Shutoff Valve.................................................................................................................... CLOSE
3. Ignition and Engine Start................................................................................................ STARTER ONLY
If Fire Warning Persists:
4. Fire Extinguisher (if installed)....................................................................................................ACTUATE
EMERGENCY ENGINE SHUTDOWN ON THE GROUND

1. Condition Levers...............................................................................................................FUEL CUTOFF
2. Prop Levers...............................................................................................................................FEATHER
3. Firewall Shutoff Valves.................................................................................................................. CLOSE
4. Master Switch (gang bar)................................................................................................................... OFF
ENGINE FAILURE DURING TAKEOFF (AT OR BELOW V1) - TAKEOFF ABORTED

1. Power Levers................................................................................................................... GROUND FINE
2. Brakes................................................................. AS REQUIRED TO ACHIEVE STOPPING DISTANCE
3. Operative Engine....................................................................................................MAXIMUM REVERSE

June 1, 2015
Memory Items
ENGINE FAILURE DURING TAKEOFF (AT OR ABOVE V1) - TAKEOFF CONTINUED

1. Power................................................................................................................ MAXIMUM ALLOWABLE
2. Airspeed.......................................................................................... MAINTAIN (take-off speed or above)
3. Landing Gear........................................................................................................................................ UP
4. Prop Lever (inoperative engine)................................................................................................FEATHER
5. Airspeed (after obstacle clearance altitude is reached)......................................................................VYSE
ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL SPEED (VMCA)

1. Power..................................................................... REDUCE AS REQUIRED TO MAINTAIN CONTROL
2. Nose......................................................................................... LOWER TO ACCELERATE ABOVE VMCA
ENGINE FLAMEOUT (2ND ENGINE)

1. Power Lever...................................................................................................................................... IDLE
2. Prop Lever..................................................................................................................DO NOT FEATHER
4. Conduct Air Start Procedure in SECTION 3A, ABNORMAL PROCEDURES
FUEL PRESSURE LOW

1. Standby Pump (failed side)..................................................................................................................ON
ELECTRICAL SMOKE OR FIRE

1. Oxygen Mask(s)................................................................................................................................ DON
2. Mask Selector Switch.................................................................................................EMERG POSITION
3. Headset(s)...................................................................................... DON, OR AUDIO SPEAKERS(S) ON
4. Mic Switch(es).................................................................................................................OXYGEN MASK
ENVIRONMENTAL SYSTEM SMOKE OR FUMES

1. Oxygen Mask(s)................................................................................................................................ DON
2. Mask Selector Switch.................................................................................................EMERG POSITION
3. Headset(s)........................................................................................ DON, OR AUDIO SPEAKER(S) ON
AIRSTAIR DOOR/CARGO DOOR UNLOCKED

1. All Occupants......................................................SEATED WITH SEAT BELTS SECURELY FASTENED
EMERGENCY DESCENT
1. Power Levers.................................................................................................................................... IDLE
2. Prop Levers................................................................................................................... FULL FORWARD
3. Flaps (200 knots maximum).................................................................................................. APPROACH
4. Landing Gear (181 knots maximum)..............................................................................................DOWN
5. Airspeed.............................................................................................................. 181 KNOTS MAXIMUM

June 1, 2015
Memory Items
GLIDE
1. Landing Gear........................................................................................................................................ UP
2. Flaps..................................................................................................................................................... UP
3. Propellers.............................................................................................................................FEATHERED
4. Airspeed.................................................................................................................................135 KNOTS
DUAL GENERATOR FAILURE

1. Generators.................................................................................................................. RESET, THEN ON
If Either Generator Will Reset:
2. Operating Generator Loadmeter....................................................................... DO NOT EXCEED 100%
(88% above 31,000 feet)
(RUNAWAY) UNSCHEDULED ELECTRIC ELEVATOR TRIM

1. Airplane Attitude.....................................................................MAINTAIN USING ELEVATOR CONTROL
2. A/P Trim Disconnect Switch......................................................................................... DEPRESS FULLY
UNSCHEDULED RUDDER BOOST ACTIVATION

1. Directional Control........................................................................ MAINTAIN USING RUDDER PEDALS
2. Rudder Boost..................................................................................................................................... OFF
If Condition Persists:
3. Rudder Boost Circuit Breaker........................................................................................................... PULL
CREW OXYGEN
1. Oxygen Mask(s)................................................................................................................................ DON
PRESSURIZATION LOSS
1. Oxygen Mask(s)................................................................................................................................ DON
4. Passenger Manual Drop-Out...................................................................................................... PULL ON
5. Descend........................................................................................................................... AS REQUIRED
HIGH DIFFERENTIAL PRESSURE (CABIN DIFFERENTIAL PRESSURE EXCEEDS 6.6 PSI)

1. Bleed Air Valves..................................................................................................................... ENVIR OFF
2. Oxygen (Crew and Passengers)...................................................................................... AS REQUIRED
3. Descend........................................................................................................................... AS REQUIRED
AUTO-DEPLOYMENT OXYGEN SYSTEM FAILURE

1. Passenger Manual Drop-Out...................................................................................................... PULL ON

June 1, 2015
Memory Items
BLEED AIR FAIL

1. Bleed Air Valve (affected engine)............................................................................INSTR & ENVIR OFF
SPINS
1. Control Column....................................................................... FULL FORWARD, AILERONS NEUTRAL
2. Full Rudder................................................................................. OPPOSITE THE DIRECTION OF SPIN
3. Power Levers.................................................................................................................................... IDLE
4. Rudder.....................................................................................NEUTRALIZE WHEN ROTATION STOPS
5. Execute a Smooth Pullout

June 1, 2015
Memory Items
NORMAL TAKEOFF
Cruise
1. Accelerate to cruise speed
Area Departure/Climb Profile 2. Set cruise power
1. 160 KIAS up to 10,000 ft 3. Complete Cruise Checklist
2. Decrease 2 KIAS per 1,000 ft
above 10,000 ft to 130 KIAS
Climb-Out at 25,000 ft
1. Accelerate to 160 KIAS 3. Decrease 1 KIAS per 1,000 ft
2. Landing/Taxi lights: Out to 120 KIAS at 35,000 ft
3. Climb Checklist complete
VYSE or Above
1. Flaps: Up
2. Yaw Damp: On
3. Climb power: Set
Takeoff
1. Rotate at VR to
Approx. 7° nose up
2. Establish positive rate
of climb
3. Landing gear: Up Takeoff Roll
1. Observe torque
and ITT limits In Position
1. Brakes: Hold
2. Set static takeoff power
3. Props: 2,000 RPM
4. Annunciators: Check
5. Brakes: Release
Before Takeoff
1. Checklist completed
2. Confirm VR and V2

June 1, 2015
245 Flight Profiles
REJECTED TAKEOFF
Clear of Runway
1. Complete After Landing
Checklist
Emergency or Malfunction at or
Below VR
1. Recognize need to abort
2. Power levers: Idle
3. Braking: As required
4. Reverse: As required
4. Maintain runway heading
Takeoff Roll
1. Observe torque In Position
and ITT limits 1. Brakes: Hold
2. Set static takeoff power
3. Props: 2,000 RPM
4. Annunciators: Check
5. Brakes: Release
Before Takeoff
1. Checklist completed
2. Confirm VR and V2

June 1, 2015
246 Flight Profiles
ENGINE FAILURE AFTER TAKEOFF
1000 ft AGL
1. Complete Engine Failure Checklist Clean Up
Items
2. Land as soon as practical
Climb
1. Clear of obstacles
2. VYSE (blue line)
3. Flaps: Up
Engine loss
1. Maintain runway heading
2. Power: Max allowable
3. Airspeed: Maintain V2
4. Prop: Verified Feathered
Takeoff
1. Rotate at VR to Approx. 7° nose up
2. Establish positive rate of climb
3. Landing gear: Up
Takeoff Roll
1. Observe Torque and ITT limits
In Position
1. Brakes: Hold
Before Takeoff 2. Set static takeoff power
1. Checklist completed 3. Props: 2,000 RPM NOTE
2. Confirm VR and V2 4. Annunciators: Check Do not retard failed engine power
5. Brakes: Release lever until the auto-feather system has
completely stopped propeller rotation.

June 1, 2015
247 Flight Profiles
STEEP TURNS
Bank Smoothly to 45°

1. Altitude: Maintain
2. Trim: As desired
3. Pitch: Increase to approx. 4° (after 30° of bank)
4. Torque: 1,300 ft-lbs
Lead roll-out to assigned headings by
5. Props: 1,700 RPM approximately 15°
2 1. Wings: Smoothly roll to level
2. Trim: As required
3. Pitch: As required
4. Airspeed: 180 KIAS
1
6. Props: 1,700 RPM
Clean Configuration
4
2. Props: 1,700 RPM
4. Altitude: Level
1. Altitude: Maintain
2. Speed: Maintain
3. Attitude: Maintain
This maneuver may be used for a 180°

or 360° turn, and may be followed by a
reversal.
The PM may assist as directed by the PF
Tolerances per PTS

June 1, 2015
248 Flight Profiles
VISUAL APPROACH
Initial
Arrival
1. Obtain ATIS
1. Torque: Approx 800 ft-lbs
2. Descent Checklist
Downwind 2. Airspeed: 150 KIAS
Complete
1. Flaps: Approach 3. Start Before Landing
2. Airspeed: 130 - 140 Checklist
Abeam Touchdown KIAS
Point
1. Gear: Down
2. Before Landing
Checklist Complete
Landing
Balked Landing 2. Brakes: As required
2. Flaps: Up at 100 KIAS
3. Gear: Up
4. Establish normal climb
Base
1. Airspeed: 130 - 140 KIAS Threshold
1. Gear: Confirm down
Final 2. Airspeed: VREF
1. Airspeed: 130 - 140 KIAS (VYSE min) 3. Power: Idle
2. Props: Full Forward
When Landing Assured:
3. Flaps: Down
4 Transition to VREF
5 Yaw Damp: Off

June 1, 2015
249 Flight Profiles
SINGLE ENGINE VISUAL APPROACH AND LANDING
Arrival
Initial
1. Torque:1,600 ft-lbs
1. Obtain ATIS
2. Descent Checklist:
Downwind 3. Start One-Engine-
Complete
1. Flaps: Approach Inoperative Approach
2. Airspeed: 140 KIAS and Landing Checklist
Abeam Touchdown
Point
1. Gear: Down
2. Prop: Full forward
Balked Landing Single Engine

2. Gear: Up
3. Flaps: Up
Base 4. Airspeed: VYSE
1. Airspeed: 130 -
140 KIAS
Landing
Final
2. Brakes: As required
1. Airspeed: 130 - 140 KIAS
When it is certain there is no
possibility of go-around: Threshold
2. Flaps: Down 1. Gear: Confirm down
3. Airspeed: VREF + 10 KTS 2. Airspeed: VREF + CAUTION
4. Yaw Damp: Off Care must be exercised when using
10 KTS single-engine reverse on surfaces with
5. One-Engine-Inoperative 3. Power: Idle
Approach and Landing reduced traction.
Checklist: Complete

June 1, 2015
250 Flight Profiles
TWO ENGINE ILS
Initial
1. Obtain ATIS
2. Review Approach/
Missed Approach Arrival
Procedures 1. Torque: Approx
3. NAV aids: Tune 800 ft-lbs
/identify 2. Airspeed:150 KIAS
4. Descent Checklist: Approach
3. FD: As desired
Complete Inbound
4. Start Before
1. Flaps: Approach
Landing Checklist
2. Airspeed: 130 -
140 KIAS
One Dot Below Glide Slope
1. Gear: Down
Glide Slope Intercept

1. Torque: Approx 600-
800 ft-lbs
2. 130 - 140 KIAS
(VYSE MIN)
3. Time: Start if necessary
DH-Visual and Landing

Assured
1. Flaps: Down
2. Props: Forward
3. Transition to VREF
4. Yaw Damp: Off
5. Landing Checklist Complete
Balked Landing
3. Gear: Up
Threshold
1. Gear: Confirm down Landing
2. Airspeed: VREF 1. Reverse: As required
3. Power: Idle 2. Brakes: As required

June 1, 2015
251 Flight Profiles
SINGLE-ENGINE ILS
Initial
1. Obtain ATIS
2. Review Approach/ Arrival
Missed Approach 1. Torque: 1600 ft-lbs
Procedure 2. Airspeed: 150 KIAS
3. NAV aids: Tune 3. FD: As desired
/identify 4. Start One-Engine
4. Descent Checklist: Inoperative Approach Inbound
Complete Approach and 1. Flaps: Approach
Landing Checklist 2. Prop: Full
Forward
3. Airspeed: 130 -
140 KIAS One Dot Below Glide Slope
1. Gear: Down
2. Complete One Engine
Inoperative Approach and
Landing Checklist
Glide Slope Intercept

2. 130 - 140 KIAS
(VYSE MIN)
DH-Visual and
Landing Assured
1. Flaps: Down
2. Transition to VREF +
10 KTS
3. Yaw Damp: Off
Balked Landing Single Engine

2. Gear: Up
3. Flaps: Up
4. Airspeed: VYSE
CAUTION
Threshold
Under some conditions level flight may
not be possible with gear extended. 1. Gear: Confirm down Landing
2. Airspeed: VREF 1. Reverse: As required
3. Power: Idle 2. Brakes: As required

June 1, 2015
252 Flight Profiles
TWO ENGINE NON-PRECISION APPROACH
Procedure Turn
Outbound Procedure Turn Inbound
1. Start timing 1. FD: As desired
2. Flaps: approach 2. Reset altitude preselect
Initial
Arrival Station Passage
1. Obtain ATIS
1. Torque: 800 ft-lbs 1. Start timing
2. Brief approach/
2. Airspeed: 150 KIAS 2. Set altitude
missed approach
3. FD: as desired preselect
procedures
4. Start Before Landing
3. NAV aids: Setup/
Checklist
Ident Intercept Final
4. Complete Descent Approach
Checklist 1. Course inbound
Approach Inbound
1. Reset altitude preselect
to approach minimums
2. Gear: Down
3. Props: Full forward
Final Approach Fix

3. Torque: 400 ft-lbs
4. Complete Before
Landing Checklist
Minimum Descent Altitude

(MDA)
1. Level off at MDA, at least 1
Landing Threshold MAP-Balked MAP-Landing Assured mile prior to map, if
1. Reverse: As 1. Gear: Confirm Landing 1. Flaps down possible
necessary down 1. Power: Max 2. Transition to VREF 2. Torque: 1000 ft-lbs
2. Brakes: As 2. Airspeed: VREF allowable 3. Yaw Damp: Off 3. Airspeed: 130 - 140 KIAS
necessary 3. Power: Idle 2. Flaps: Up at 100 (VYSE Min)
KIAS
3. Gear: Up
4. Establish normal
climb

June 1, 2015
253 Flight Profiles
SINGLE ENGINE NON-PRECISION APPROACH
Procedure Turn Inbound

1. FD: As desired
Procedure Turn
Outbound
1. Start timing Intercept Final
Approach
2. Flaps: approach
Arrival 1. Course inbound
Initial 1. Torque: 1600 ft-lbs
2. Prop: Full forward Station Passage
1. Obtain ATIS
3. Airspeed: 150 KIAS 1. Start timing
2. Brief approach/
4. FD: As desired 2. Set altitude
missed approach
5. Start One Engine- preselect
procedures
3. NAV aids: Setup/ Inoperative Approach
Ident and Landing Checklist
4. Complete Descent
Checklist Approach Inbound
(Step Down)
2. Airspeed: 130-140 KTS
Approach Inbound (Level)

2. Airspeed: 130-140 KTS
to approach minimums
Final Approach Fix

2. Gear: Down
3. Torque: 1300 - 1400 ft-lbs
5. Complete One Engine-
Inoperative Approach and
Landing Checklist
Landing
Threshold
1. Reverse: As MAP-Balked
1. Gear: Confirm Landing Single MAP-Landing Assured Minimum Descent Altitude
necessary (MDA)
down Engine 1. Flaps down
2. Brakes: As 1. Level off at MDA, at least
2. Airspeed: VREF 1. Power: Max 2. Transition to VREF
necessary 1 mile prior to map, if
3. Power: Idle allowable 3. Yaw Damp: Off
possible
2. Gear: Up
CAUTION 2. Torque: 2100 ft-lbs
3. Flaps: Up
Under some conditions level flight may 4. Airspeed: VYSE
not be possible with gear extended. (VYSE Min)

June 1, 2015
254 Flight Profiles
CIRCLING APPROACH - BASIC
Arrival
1. Plan circling
maneuver
2. Follow normal
approach
procedures to
MDA
Minimum Descent Altitude
(MDA)
1. Lever off at MDA at least 1
mile prior to MAP, if possible
3. 130 - 140 KIAS (VYSE Min)
4. Maneuver within visibility
criteria
5. Maintain MDA
Threshold
Balked Landing 2. Airspeed: VREF
Final 1. Power: Max allowable 3. Power-idle
1. 130 - 140 KIAS (VYSE Min) 2. Flaps: Up at 100 KIAS
When landing assured: 3. Gear: Up
2. Flaps: Down 4. Establish normal climb
3. Transition to VREF
4. Yaw Damp: Off
5. Props: Full forward
MAP and Circling

Maneuver
1. Determine that visual
contact with the runway
can be maintained and
a normal landing can
be made from a circling
approach, or initiate a
Base missed approach
1. Commence 2. Maintain MDA during
descent circling maneuver
from a point
where a
normal
landing can
be made

June 1, 2015
255 Flight Profiles
FLAPS 0° APPROACH
Initial
1. Obtain ATIS
Pattern Entry 2. Complete Descent Checklist
(Downwind 1,500ft)
2. Props: 1,700 RPM
Abeam Runway Threshold 4. Flaps: Up
1. Torque: 800 ft-lbs 5. Begin Flap Up Landing
2. Props: Full forward Checklist
3. Gear: Down
4. Airspeed: Zero Flap
VREF + 10 KTS
Balked Landing
3. Gear: Up
Touchdown
1. Brakes: As required
Base Leg 2. Reverse: As required
2. Airspeed: Zero Flaps
Landing Assured Threshold: Landing
VREF + 10 KTS
1. Flap Up Checklist 1. Gear: Confirmed down
3. Sink rate: Establish at
complete 2. Airspeed: VREF + Wind Factor
500 to 600 FPM
2. Airspeed: Slowing zero 3. Power: Idle
flap VREF + wind factor

June 1, 2015
256 Flight Profiles
MANEUVERS
PRACTICE DEMONSTRATION OF VMCA
VMCA demonstration may be required for multi-engine pilot certification. The following procedure shall be used at
a safe altitude of at least 5,000 feet above the ground in clear air only.
WARNING
IN-FLIGHT ENGINE CUTS BELOW VSSE AIRSPEED OF 104 KNOTS ARE PROHIBITED.
1. Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up
2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up
3. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Above 104 KIAS (VSSE)
4. Propeller Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . High RPM
5. Power Lever (Simulated Inoperative Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Idle
6. Power Lever (other engine). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Allowable
7. Airspeed. . . . . . Reduce approximately 1 knot per second until either VMCA or stall warning is obtained.
NOTE
USE RUDDER TO MAINTAIN DIRECTIONAL CONTROL (HEADING) AND AILERON TO MAINTAIN 5° BANK TOWARDS
THE OPERATIVE ENGINE (LATERAL ATTITUDE). AT THE FIRST SIGN OF EITHER VMCA OR STALL WARNING (WHICH
MAY BE EVIDENCED BY: INABILITY TO MAINTAIN HEADING OR LATERAL ATTITUDE, AERODYNAMIC STALL BUFFET,
OR STALL WARNING HORN SOUND) IMMEDIATELY INITIATE RECOVERY: REDUCE POWER TO IDLE ON THE
OPERATIVE ENGINE AND IMMEDIATELY LOWER THE NOSE TO REGAIN VSSE.

June 1, 2015
257 Flight Profiles
STALL RECOVERY PROCEDURE
Evidence exists that some pilots are failing to avoid conditions that may lead to a stall, or failing to recognize the
insidious onset of an approach-to-stall during routine operations in both manual and automatic flight. Evidence
also exists that some pilots may not have the required skills or training to respond appropriately to an unexpected
stall or stick pusher event. Stall training should always emphasize reduction of Angle of Attack (AOA) as the most
important response when confronted with any stall event.
The stall recovery procedures were developed from Advisory Circular 120-109 utilizing the Stall Recovery
Template.
The instructor or evaluator will be responsible for the entry set up of the aircraft. Your training at FlyRight will
emphasize the proper recovery and not the entry set up. When possible the instructor will utilize a training scenario
for all stall recovery training.

June 1, 2015
258 Flight Profiles
APPROACHES TO STALLS
EN ROUTE CONFIGURATION
Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 ft-lbs
Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintain
Expect stall warning - approx. 100 KIAS / 10° pitch
RECOVERY
1. Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As needed
2. Attitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reduce angle of attack to break stall
3. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accelerate to safe airspeed
4. Altitude and heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Return to assigned
TAKEOFF CONFIGURATION: STALL FLAPS APPROACH, GEAR EXTENDED
Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 ft-lbs
Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintain
Bank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 To 30°
Expect Stall Warning: Approx. 90 KIAS / 8° Pitch
RECOVERY
1. Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As needed
3. Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gear Up At Positive Rate
4. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VYSE, Flaps Up
5. Altitude and heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Return to assigned
LANDING CONFIGURATION: STALL FLAPS FULL, GEAR EXTENDED
Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 ft-lbs
Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Representative Descent
Expect stall warning: Approx. 80 KIAS / 8° pitch
RECOVERY
1. Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As needed
3 Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 knots, flaps up
4. Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gear up at positive rate
5. Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Return to assigned

June 1, 2015
258-a Flight Profiles
STALL RECOVERY - EN ROUTE CONFIGURATION
At First Sign of Impending Stall:

1. Autopilot Disconnect
2. Nose down pitch control until stall
warning is eliminated.
3. Nose down pitch trim as required. When Normal Flightpath
4. Roll wings level. Established:
5. Power as required. 1. Set power: As required
6. Return to the desired flightpath. 2. Notify ATC
3. Return to assigned
altitude.
Horn or Buffet

June 1, 2015
258-b Flight Profiles
STALL RECOVERY - TAKEOFF CONFIGURATION
When Normal Flightpath

At First Sign of Impending Stall: Established:
1. Autopilot Disconnect 1. Set power: As required
2. Nose down pitch control until stall 2. Landing gear (when
warning is eliminated. positive climb rate
3. Nose down pitch trim as required. established): Up
4. Roll wings level. 3. Flaps (at 121 KTS min): Up
5. Power as required. 4. Notify ATC
6. Return to the desired flightpath. 5. Return to assigned
heading and/or course
6. Climb to assigned
altitude.
Horn or Buffet

June 1, 2015
258-c Flight Profiles
STALL RECOVERY - LANDING CONFIGURATION
When Normal Flightpath

Established:
At First Sign of Impending Stall:
1. Autopilot Disconnect
2. Airspeed: Maintain
2. Nose down pitch control until stall
VREF (when clear of
warning is eliminated.
obstacles, establish a
3. Nose down pitch trim as required.
normal climb)
4. Roll wings level.
3. Flaps (at 100 KTS): Up
5. Power as required.
4. Landing gear (when
6. Return to the desired flightpath.
positive climb rate
established): Up
Horn or Buffet

June 1, 2015
258-d Flight Profiles
EMERGENCY DESCENT
Emergency Descent
1. Power: Idle
2. Props: Full Forward
3. Flaps: Approach 200 KTS Max
4. Gear: Down 181 KTS Max
Airspeed: 181 KTS Max
10,000 FT MEA or MOCA

(Whichever is higher)
Clean Up
1. Flaps: Up
2. Gear: Up
(163 KIAS Max)

June 1, 2015
258-e Flight Profiles
CONTROLLED FLIGHT INTO TERRAIN
Escape Manuever:
1. Rotate to the go around attitude
2. Apply maximum power Wings level
3. Monitor pitch allowing airspeed to
decay to stall warning
4. Respect the stall warning
5. Do not change configuration
Caution Terrain Terrain, Pull Up

Caution Terrain Terrain, Pull Up

June 1, 2015
258-f Flight Profiles
WINDSHEAR RECOVERY PROCEDURE

The best procedure for windshear recovery is recognition and avoidance of situations where windshear may
be encountered. With this as an industry standard philosophy, it is recognized that there can be unexpected
encounters with windshear that must be mitigated.
Recognition of windshear in a timely manner is crucial to aircraft safety. Indications of windshear presence
include:
• I AS variations of more than 15 knots

• Ground speed variations or wind shift
• Glideslope deviation of 1 dot or more
• Pitch excursions of 5 degrees or more
• Heading variations of 10 degrees or more
• Unusual power lever position
If windshear is encountered on takeoff and there is sufficient runway remaining to stop, the takeoff should be
rejected. If windshear is encountered at or above V1 or on approach:
• otate to the go around attitude

R
• Level the wings if terrain or obstacle clearance are not a factor
• Apply maximum power
• Closely monitor airspeed and altitude (allowing airspeed to decay to stall warning if necessary)
• Respect the stall warning
• Do not change configuration
When clear of the windshear, retract the gear and flaps, establish a normal climb and advise ATC.
CONTROLLED FLIGHT INTO TERRAIN (CFIT) RECOVERY PROCEDURE

When a CFIT warning is activated the CFIT escape maneuver must be executed immediately:
• Rotate to the go around attitude

• Apply maximum power
• Wings level
• Monitor pitch allowing airspeed to decay to stall warning
• Respect the stall warning
• Do not change configuration

June 1, 2015
259 Flight Profiles

June 1, 2015
260 Flight Profiles
NORMAL PROCEDURES CHECKLIST
Beechcraft KingAir 200 Series (BE20)
Italicized and indented text identifies Expanded Procedures - BEFORE START
Refer to the Normal section of the FlyRight QRH ("QRH...") or BEFORE START "+" ITEMS COMPLETE
Manufacturers POH ("POH...") as directed. QRH pp. N-4 through N-8
FIRST FLIGHT OF THE DAY WEIGHT & BALANCE/PERFORMANCE COMPLETE
PARKING BRAKE SET POH Sections 5 & 6
CONTROL LOCK OFF CIRCUIT BREAKERS CHKD
CIRCUIT BREAKERS CHKD QRH pp. N-9 line 14, pp.N-10 line 17 (g), pp.N-11 line 24
QRH pp. N-9 line 14, pp. N-10 line 17 (g), pp. N-11 line 24 ENGINE ANTI-ICE AS REQUIRED
GEAR LEVER DOWN ICE PROTECTION OFF
RADAR OFF VENT BLOWER AUTO
POWER QUADRANT CHKD CABIN TEMP. MODE OFF
QRH pp. N-10 line 19 (a. through c.) AFT BLOWER OFF
ALTERNATE GEAR EXT. HANDLE STOWED PILOT PANELS CHECKED
O2 MASK & QUANTITY CHKD GEAR LEVER DOWN
QRH pp. N-28 Oxygen System Preflight Inspection POWER QUADRANT SET
QRH pp. N-28,-29 Oxygen Duration QRH pp. N-10 line 19 and 20
OVERHEAD PANEL CHKD CONTROL LOCK REMOVED
Lights as required RADAR STBY
MANUALS & QRH ONBOARD SEATS/SEAT BELTS & HARNESSES SECURE
NAVIGATIONAL CHARTS ONBOARD QRH pp. N-9 lines 7, 11 and 12
FLASHLIGHTS CHKD PASSENGER BRIEFING COMPLETE
COCKPIT FIRE EXTINGUISHER CHKD ►
BATTERY CHKD,ON PARKING BRAKE ON
QRH pp. N-11 line 33 BATTERY CHKD/ON
GEAR LIGHTS ALL GREEN FUEL QUANTITY CHKD & SET
FUEL PANEL CHKD DOOR/BAGGAGE SECURE
QRH pp. N-31, Fuel System BEACON & NAV LIGHTS ON
ANNUNCIATOR LIGHTS CHKD PROPELLER AREA CLEAR
QRH pp. N-11 line 31 and 34 BEFORE START CKLST COMPLETE
WARNING SYSTEMS CHKD
QRH pp. N-11 line 30, line 35 and line 36 AFTER START
BATTERY OFF ELECTRICAL PANEL CHKD
EMERGENCY EXITS UNLOCKED QRH pp. N-14 lines 1,2 and 3
CABIN FIRE EXTINGUISHER CHKD ENGINE INSTRUMENTS CHKD
TOILET KNIFE VALVE CHKD ALTIMETERS / FLT INSTS SET / CHKD
DOCUMENTS INSTALLED AVIONICS CHKD & SET
PREFLIGHT INSPECTION COMPLETE AIR COND & PRESS AUTO, SET FOR ___
QRH pp. N-5 through 8 QRH pp. N-33 and 34 Pressurization
VACUUM & PNEUMATIC PRESSURE CHKD
QRH pp. N-40 Vacuum & Pneumatic
SEAT BELT SIGN ON
BRAKES CHECKED
AFTER START CHKLST COMPLETE
T/O SPEED WT. FLAPS 0% FLAPS T/O
MAX RAMP 12,590 FUEL GAL/LB SEA LEVEL (V1/V2) 12,500 95/121 94/106
MAX T/O 12,500 MAINS 386/2586 12,000 95/119 94/105
B.O.W. AUX 158/1058 11,500 95/117 94/104

TOTAL 544/3644 11,000 95/115 94/103
10,000 95/111 94/101
July 2010 - FAA Approved - Simulator Training Purposes Only -

June 1, 2015
SC-1 Shorty Checklist
NORMAL PROCEDURES CHECKLIST
Beechcraft KingAir 200 Series (BE20)
Italicized and indented text identifies Expanded Procedures - 10,000 FEET/CRUISE
Refer to the Normal section of the FlyRight QRH ("QRH...") or ICE PROTECTION AS REQUIRED
Manufacturers POH ("POH...") as directed. O2 CONTROL CHKD
BEFORE TAKEOFF AUTOFEATHER OFF
Indented Items represent first flight of the day only AUX. FUEL CHKD
OVERSPEED GOV. & RUDDER BOOST CHKD
QRH pp. N-39, Primary Govs, Overspeed Govs & Rudder Boost PRELIMINARY LANDING
YAW DAMP CHKD AIR COND & PRESS CHKD & SET
QRH pp. N-38, Yaw Damp AUTOFEATHER ARMED
ICE PROTECTION CHKD ALTIMETERS/FLT INSTS __.__/CHKD
QRH pp. N-40, 41 and 42 Ice Protection Equipment LANDING DATA CHKD & SET
BRAKE DE-ICE CHKD SEAT BELTS & SHOULDER HARNESS ON
QRH pp. N-34 Brake Deice SEATS & TABLES POSITIONED
RADAR AS REQUIRED QRH pp.N-21 line 8
AUTOPILOT & YAW DAMP CHKD APPROACH BRIEFING COMPLETE
QRH pp. N-35 Autopilot PRELIM LANDING CKLST COMPLETE
AUTO / MANUAL FEATHER CHKD
QRH pp. N-39 Autofeather LANDING
FUEL QTY CHKD ICE PROTECTION AS REQUIRED
EFIS/ADC/ALT. ALERTER CHKD/ON LANDING GEAR DOWN / ALL GREEN
QRH pp. N-36, N-37 LIGHTS AS REQUIRED
ELECTRIC TRIM CHKD ►
QRH pp. N-38, Electric Elevator Trim FLAPS ___, SEL & IND
TAKE OFF DATA CHKD & SET YAW DAMP OFF
FLIGHT CONTROLS CHKD BEFORE LANDING CKLST COMPLETE
FLAPS SET
ELECTRIC TRIM CHKD/ON AFTER LANDING
QRH pp. N-38 Electric Trim ENGINE ANTI-ICE ON
TRIMS 3 CHKD/SET AUTO-IGNITION & AUTO FEATHER OFF
TAKEOFF BRIEFING COMPLETE ICE PROTECTION OFF
► LIGHTS AS REQUIRED
EXTERNAL LIGHTS AS REQUIRED TRANSPONDER AS REQUIRED
ENGINE ANTI-ICE AS REQUIRED AIR CONDITIONING & PRESSURIZATION DIFF 0
AUTO IGNITION & AUTO FEATHER ARMED BLEED AIR VALVES OFF
ICE PROTECTION AS REQUIRED FLAPS UP
BLEED AIR VALVES OPEN TRIMS SET
CABIN NOTIFIED RADAR OFF or STBY
TRANSPONDER ON- ALT AFTER LDG CKLST COMPLETE
GENERATOR LOADS CHKD
ANNUNCIATOR LIGHTS CONSIDERED PARKING & SECURING
RUNWAY _________ VERIFIED PARKING BRAKE SET
BEFORE T.O. CKLST COMPLETE ELECTRIC HEAT, STANDBY BOOST PUMPS OFF
AVIONICS MASTER OFF
AFTER TAKEOFF INVERTER OFF
GEAR & FLAPS UP EFIS SWITCHES OFF
LIGHTS AS REQUIRED VENT BLOWER AUTO
YAW DAMP ON CABIN TEMP. MODE OFF
AIR COND & PRESS CHKD O2 CONTROL OFF
ICE PROTECTION AS REQUIRED AFT BLOWER OFF
AFTER T.O. CKLST COMPLETE ITT STABLIZE 1 MINUTE
CONDITION LEVERS CUTOFF
PROPELLER LEVERS FEATHER
Vref SPEED (SEA LEVEL) WT. FLAPS 0% FLAPS 100% BATTERY & GENERATORS CHKD/OFF
12,500 132 103 PARKING BRAKE OFF
12,000 130 102 CONTROL LOCK / CHOCKS INSTALLED
11,000 126 99 TOILET KNIFE VALVE CHKD
10,000 122 96 BAGGAGE/CABIN LIGHTS OFF
9,000 117 93 PARKING CKLST COMPLETE
July 2010 - FAA Approved - Simulator Training Purposes Only -

June 1, 2015
SC-2 Shorty Checklist
DO NOT OPERATE OVERHEAD INSTRUMENT
ON DRY GLASS FLOOD INDIRECT
LIGHTS LIGHTS
Beechcraft KingAir B200

WINDSHIELD WIPERS
OFF BRT OFF BRT OFF
PARK SLOW
FAST
MASTER
PANEL OVERHEAD
LIGHTS PILOT ENGINE AVIONICS SUB PANEL SIDE COPILOT GYRO COPILOT
& CONSOLE
Level C Full Flight Simulator

ON FLIGHT INSTRUMENT PANEL PANEL INSTRUMENT FLIGHT
LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS
BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF
OPERATIONAL LIMITATIONS
OFF THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS
THIS AIRPLANE IS APPROVED FOR VFR, IFR, & DAY & NIGHT OPERATION AND IN ICING CONDITIONS
CAUTION

STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONING IS ON
% LOAD % LOAD FREQ AIRSPEEDS (IAS)

20 40 60 80 20 40 60 80 400 410
390 MAX GEAR EXTENSION 181 KNOTS
0 100 0 100 380 420
10 20 10 20 110 120 MAX GEAR RETRACT 163 KNOTS
PUSH 0 DC VOLTS 30 PUSH 0 DC VOLTS 30 PUSH 100 AC VOLTS 130 MAX GEAR EXTENDED 181 KNOTS
FOR VOLTS FOR VOLTS FOR VOLTS
MAX APPROACH FLAP 200 KNOTS
MAX FULL DOWN FLAP 157 KNOTS
MAX MANEUVERING 181 KNOTS
STEER 0
60
359
POS 0 29
1 3 330 3
3 N 33
29
00 3
27 300
30
COMPASS CORRECTION
2 270
60 9
CALIBRATE WITH
59
0 ENGINE ON
4
0
0 120 02 4
121 150 180 2111 2
151 182 2

PRESS
L OIL PRESS ----------------- A/P TRIM FAIL ----------------- R OIL PRESS
EXTINGUISHER EXTINGUISHER
PUSH ----------------- L BL AIR FAIL A/P FAIL R BL AIR FAIL ----------------- O T ST PUSH
T
E
DISCH OK DISCH OK
MASTER MASTER MASTER
CAUTION MASTER
WARNING CAUTION
PUSH TO RESET PUSH TO RESET WARNING
PUSH TO RESET
PUSH TO RESET
START START
12 12
9 9 RADIO CALL
ITT ITT N225TF
8 2 8 2
PUSH
COMM NAV MKR BCN DME ON / OFF COMM NAV MKR BCN DME
°C X 100 4 °C X 100 4 AUTO AUTO
7 7 COMM 1 2 1 2 1 2 1 2 ADF 1 2 1 2 1 2 1 2 ADF COMM
5 5
GND
6 6 COMM
PWR
OFF OFF
TAWS BELOW PILOT AUDIO OFF COPILOT AUDIO OFF
WARN G/S O M BELOW TAWS
ALT
82 82 AUDIO AUDIO
PAGING INTPH
HOT AUDIO ALERT
G/S WARN
26 26 I DH
BOTH
P/TEST 0 0 SPKR EMER VOICE INTPH SPKR
BOTH
P/CANCEL COMM-2 VOICE COMM-2
P/CANCEL P/TEST
24 TORQUE 2 24 TORQUE 2 VOL VOL
COMM-1 PA COMM-1 PA
22 4 22 4
OFF NORM RANGE STBY HORIZ PWR RANGE OFF OFF
VOL ENCD VOL
20 6 20 6 ALTM HORN ANN
ALT 1 DME 2 ON MKR BCN 1 & 2 PUSH BRT
FT LB X100 FT LB X100 1 AUX AUX
300 40 60 18 8 18 8 ARM ON HI
OFF
16 10 16 10
280 KNOTS 14 12 14 12
2
VOL VOL
TEST
AUX TEST
LO
VOL DIM 300 40 60
80 YD
SILENCE
280 KNOTS
260 80 O
F
240 100 260 F
23
0
5 23
0
5
Collins Collins
Collins Collins
240 100 6
220
120
22
PROP
22
PROP 5 ALT
200
21
10
21
10
XFR XFR XFR XFR
220
120 4
140 20
13
20
13 200 AIR
180 160 19 RPM X 100 19 RPM X 100
MEM MEM MEM MEM
140
BEECHCRAFT
BARO 14 14 180 160

18 18 MEM MEM MEM
15 17 15 MEM
17 16 16 SQ
ON COM ON NAV NAV SQ
OFF HLD STO ON HLD ON COM
STO STO OFF
OFF OFF OFF STO
OFF
V V TEST V V
TEST
78.0 78.0 TEST
ACT ACT ACT
TEST
1 2 110
TURBINE
0
4
110
TURBINE
0
4
ACT
- SLAVING
GYRO
+ .5 VERTICAL 100 100 Collins
1 2
UP SPEED 3 20 20
.5 VERTICAL - SLAVING
GYRO
+
SLEW MODE
0
80 % RPM 80 % RPM
UP SPEED 3
40 40 SELECTED ALTITUDE
60 60
DG DN INSTANTANEOUS
FPM X 1000 3 0 SLEW MODE
.5 DN INSTANTANEOUS
6 6
Collins
.5
FPM X 1000 3 DG
COLLINS
1 2 5 5
EFIS
FUELFLOW FUELFLOW XFR
KASE D
1 2 COLLINS
4 4
AUX POWER KASE Collins HDG COURSE
ON HORN MEM
TAWS 3 PPH X 100 0 3 PPH X 100 0

OFF
EADI/EHSI TAWS TAWS MEM
ELAPSED CAUTION INHIBIT FLAP

TEST SILENCE DIM 2 1 2 1 ADF TONE ADF A 1
TIME OVRD ANT STO L
T
P/TEST
AUX
ON
OFF
V
137 2
AUX TEST 140 OIL 200 140 OIL 200 ACT ATC
VG FAST NRST OBS ON ALT CH SEL PWR
100 150 100 150 STBY IDENT
PROP SYN ERECT Collins
OFF
V
ON 60 100 60 100 TEST
MIC AVIONICS INVERTER ENG AUTO PRE
20 50 20 50
IGNITION OFF
OFF
NORMAL MASTER PWR NO 1 0 0

ARM 20 0 20 0
C PSI C PSI
1 5K
I I I I I II
I I 10
K
35 MIC I
OFF
4 5
II
OXYGEN OFF LEFT
II
RIGHT 3 NORMAL
6 PSI
I II
NO 2
I I I I
MASK LIGHTS CABIN ENVIRONMENTAL OFF
ENGINE ANTI-ICE LIGHTS 20
VENT 0
COFFEE
GEN FURN NO SMOKE MANUAL INCR

LEFT RIGHT LANDING ICE NAV RECOG BEACON STROBE MAN AUTO
TAXI L DC GEN ---------- HYD FLUID LOW RVS NOT READY --------- R DC GEN ON BRIGHT TEMP BLOWER
OFF
& FSB
DIM
LDG GEAR CONTROL PNEUMATIC

OFF
RESET ON HEAT GYRO

ON
MASTER SWITCH L CHIP DETECT ---------- ---------- DUCT OVERTEMP ---------- R CHIP DETECT
INCR HIGH
LO CABIN /
SUCTION
INCHES OF MERCURY
OXYGEN
MASK
PRESSURE
ON PILOT DEFROST
OFF L ENG ICE FAIL ---------- BATT CHARGE DECR AUTO MAN COCKPIT COPILOT
LEFT RIGHT OFF EXT POWER ---------- R ENG ICE FAIL
AIR AIR UP COOL AIR AIR
OFF OFF OFF OFF FSB
BATT GEN 1 GEN 2 I I ICE PROTECTION GEAR TAIL L AUTOFEATHER ---------- ELEC TRIM OFF I I
AIR COND N1 LOW ---------- R AUTOFEATHER
WSHIELD ANTI-ICE PROP DOWN FLOOD C ABIN TEMP MODE
ACTUATOR FUEL VENT BLEED AIR VALVES
NORMAL
OFF
STANDBY AUTO MANUAL DN

DOWN NOSE L ENG ANTI-ICE BRAKE DEICE ON LDG/TAXI LIGHT PASS OXY ON ELEC HEAT ON R ENG ANTI-ICE LEFT OPEN RIGHT CABIN TEMP
LOCK REL HD LT L 10 20 1000
R L IGNITION ON L BL AIR OFF ---------- FUEL CROSSFEED R BL AIR OFF R IGNITION ON ENVR FLIGHT 500 1500
MAIN HI TEST
- OFF - LEFT RIGHT
OFF 50 80 0 2000
I I PILOT COPILOT OFF I I
HOURS 1/10
IGNITION AND 0 °F 100 USE NO PSI
PROP AMPS 30
PULL PULL 0 INSTR & ENVIR OFF L L 00007 8
AUTOFEATHER PROP GOV SURFACE PULL PULL OIL
ENGINE START ON ON LANDING AFT EXT DET
TEST BRAKE DEICE STALL STALL INCR CKT ON OXYGEN
LEFT RIGHT ARM PITOT GEAR WARN BLOWER ELEC R R SUPPLY PRESSURE
DEICE WARN CABIN AIR
OFF
ON SINGLE GEAR HYD FLUID DECR CAB

TEST ON HEAT
WARN HORN SENSOR
OFF 2
OFF
OFF LEFT OFF
STARTER ONLY TEST MANUAL RIGHT RELAY CABIN TEST SWITCH
OFF ALT
PARKING BRAKE UP 2 4
ENG FIRE SYS
FLAPS
20 1 CABIN CLIMB 40
PSI 5
AND 35 7
APPROACH
0 6 30 6
2
60 .5 5
3
10
4
80 1 4 25
DOWN 2 20 15
HIGH IDLE
T
NO WN
P
TAKEOFF
R
DO
I
SE HIGH
I
LANDING
T
DO RPM SE
M
AND
NO
C
WN
H
REVERSE
P
C I
TR
D
P T
INCR
NO UP
O C
IM
SE
UP N R H NO
SE
P O N
10 O P D
P I
I W T
T E I
C R O
H N LOW
IDLE
CHRONOMETER UP CHRONOMETER
GO AROUNDT
R IDLE
FUEL
I LIFT
FEATHER CUTOFF
M GROUND
FINE
5 LIFT
FRICTION
U LOCK
P
CAUTION
REVERSE
ONLY WITH
ENGINES UP
RUNNING
UP REVERSE FLAP
APPROACH
FRICTION
0
LOCK DOWN FLAP
0
LEFT RIGHT
LEFT RIGHT
1 0 1 1 0 1
3 3
3 3
5
5
ENGINES AVIONICS
5
5
PROP LEFT FIRE LEFT LEFT LEFT LEFT TCAS AVIONICS GPS
5 5 5 5 5 7½ 7½ 7½ 5 3
SYNC DET FUEL ENG MASTER
CHIP STBY ENG MN ENG CONTROL INSTR
DETR ANTI-ICE ANTI-ICE HEAT POWER
STANDBY PUMP ENGINE CROSSFEED FLOW ENGINE STANDBY PUMP AURAL PILOT CABIN COPILOT
ON ON AUTO
5 5 5 5 7½ 7½ 1 2 5 2
FEATHER RIGHT RIGHT RIGHT RIGHT RIGHT WARN AUDIO AUDIO AUDIO
OFF OFF LIGHTS WARNINGS WEATHER
AUX TRANSFER AVIONICS NO SMK AVIONICS PLT FLT STALL LEFT WARN POWER LEFT SURF BRAKE AVIONICS COMM NAV COMPASS
AUX TRANSFER
OVERRIDE 6 8 6 8 OVERRIDE
4 4 5 10 5 7½ 5 5 5 7½ 5 5 5 30 7½ 2 3
10 SEE MANUAL FOR 10
FUEL CAPACITY
ANN FSB & & ENG SIDE PNL WARN DEICE DEICE NO. 1 NO. 1 NO. 1 NO. 1
BLEED
CABIN LANDING FUEL
AUTO 2 12 2 12 AUTO
PASSENGER
INSTR AIR
WARN GEAR
ANN
VENT
PULL ON
OXYGEN
MAIN TANK MAIN TANK
ONLY ONLY SUB PNL WSHLD AVIONICS COMM NAV COMPASS ACC
SYSTEM READY MANUAL DROP OUT READING INSTR OVHD& COPLT FLT
NO 0 QTY 14 0 QTY 14 NO
LBS X 100 FUEL QUANTITY
MAIN LBS X 100 5 5 7½ 7½ 5 5 5 5 10 30 7½ 2 3 10
EFIS INDIRECT CONSOLE INSTR RIGHT IND IND RIGHT WIPER NO. 2 NO. 2 NO. 2 NO. 2
TRANSFER TRANSFER POWER ADC ENVIRONMENTAL FLIGHT ELECTRICAL PILOT

LEFT RIGHT CMPST TEST TEST LEFT NO 1 EADI DSPL VOICE RMI ADF
AUXILIARY OXYGEN PRESS LEFT ALT PILOT PILOT PITCH OUTSIDE
5 5 5 1 5 3 5 5 10 50 50 5 7½ 2 2 2
NORMAL
OFF CONTROL CONTROL ALERT ALTM TRIM AIR PRCSR RCDR NO. 2
BLEED TURN & TEMP GEN BUS
AIR AIR DATA
SLIP CONTROL FEEDERS
OPEN OPEN CONTROL PILOT EFIS
RUDDER EHSI DSP AUX RMI FMS
FIRE AUX AUX FIRE TEMP COPLT
WALL STANDBY TRANS QTY PRESS CROSS PRESS QTY TRANS STANDBY WALL
FIREWALL PUMP IND WARN FEED WARN IND PUMP FIREWALL
SHUTOFF
VALVE FER FER VALVE
SHUTOFF TTG
SET
ARC
HSI
ARC
SET
ACT 5 5 5 1 5 10 50 50 5 1 15 2 2
VALVE VALVE S/S MAP MAP
5 10 5 5 5 5 5 5 5 10 5 GSP ET TST
PRE XFR TCAS FAIL
BENDIX/KING
CONTROL RIGHT COPLT ENCD ALTM BOOST RIGHT
NO 2 BAT NO. 1
CLOSED
LEFT
FUEL SYSTEM
RIGHT CLOSED
20 40
FURNISHING FCS
MASTER CIGAR XPNDR DME NORMAL AP
CRS ON 15 ABOVE
ENGINE INSTRUMENTS
FLAP SBY TST 10 NORM FL
10 2
NO 3 LEFT LEFT LEFT NO 3 LEFT
SEL
OFF 5
2 2 3 2 7½
BELOW
3
50 25 20 5 5 5 50 5 5 5 5 5 5 5 TRIM HDG ARM
Collins
PUSH TO TST PUSH FOR FL POWER LIGHTER NO. 1 NO. 1 SERVO POWER
EFIS
MOTOR DIS ARM FANS
CONTROL
BUS PROP IGNITOR START BUS PROP TURBINE FUEL OIL OIL XPNDR DME RADIO TAWS
FEEDERS DEICE POWER CONTROL FEEDERS ITT TORQUE TACH TACH FLOW PRESS TEMP
CABIN
PROP PROP HDG NAV APPR B/C CLIMB TEST PRESS RUDDER ELEV
DEICE DUMP
P
BOOST TRIM 3 2 7½ 2 2
R
50 25 5 5 5 5 50 5 5 5 5 5 5 5 E NO. 2 NO. 2 STBY ALTM
NO 4 RIGHT CONTROL GOV RIGHT RIGHT NO 4 S
RIGHT TEST OFF OFF
Collins

BEFORE LANDING
L R
SR DN
YAW AP CABIN 1000
ENG ENG ALT FEET
1/2 Ø 9 10
UP 8 11
30 35 PILOT’S EMERGENCY
7
STATIC AIR SOURCE

6
NORMAL ALTERNATE
13
23 2 5
ACFT ALT
5
1000 FT
21
RATE CABIN
4
15
-1
17 1 9
3 0 ALT SEE FLIGHT MANUAL PERFORM-
M M 2 1 ANCE SECTION FOR
I A
N X INSTR CAL ERRROR
TEST ERASE
© FlyRight February 18th, 2015

HEADSET
600 OHMS
COCKPIT VOICE RECORDER
FOR TRAINING PURPOSES ONLY

June 1, 2015
CP-1 Cockpit Poster

June 1, 2015
CP-2 Cockpit Poster

Pilot Training Manual Fly Right

Uploaded by

Copyright:

Available Formats

Pilot Training Manual Fly Right

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Pilot Training Manual Fly Right

Uploaded by

Copyright:

Available Formats

What information is provided in the table of contents?

What information is provided in the table of contents?

What dimensions are listed for the aircraft?

What dimensions are listed for the aircraft?

KING AIR C90, C90A, & C90B

PILOT TRAINING MANUAL

This document to be used for training purposes only.

DO NOT USE IN AIRCRAFT

© 2015 FlyRight, Inc.

AIRCRAFT GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-i

CABIN LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-ii

For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-iii

ABNORMAL PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6

For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-iv

For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-v

AUDIO PANEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1

For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-vi

RAMP WEIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-8

For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-vii

COMPONENT MAINTENANCE MANUAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GOS-01-1

For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-viii

DSP (DISPLAY SELECT PANEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140

For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-ix

TWO ENGINE ILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251

For Training Purposes Only - DO NOT USE IN AIRCRAFT TOC-x

AIRCRAFT GENERAL DIMENSIONS

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-1

TURNING RADIUS an optional couch - which may be installed on the

RADIUS FOR INSIDE GEAR . . . . . . . . . . . . . . . . . . . . . . . .3’ 11”

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-2

gradually during opening. Note that only one person at

The mechanism used

If the cabin is pressurized and the door is not

A flush mounted handle COCKPIT LIGHTS

Avionics installations vary between serial numbers.

MAXIMUM RAMP WEIGHT . . . . . . . . . . . . . . . 10,160 lbs.

COCKPIT ARRANGEMENT Three mooring eyes are provided: one underneath

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-4

It is critical to be familiar with the AFM/POH for the

PILOT OPERATING HANDBOOK APPROVED ENGINE FUEL AND OIL

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-5

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-6

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-7

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-8

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-9

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-10

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-11

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-12

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-13

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-14

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-15

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-16

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-17

This page intentionally left blank.

For Training Purposes Only - DO NOT USE IN AIRCRAFT 1-18

EMERGENCY bus and the boost pump is checked by

T he electrical system is a 28 VDC system. DC power

The battery is directly connected to the BATTERY