King Air 90 WB Revised

King Air C90 Work Book
Copyright © 2011
Douglas S. Carmody and Executive Flight Training LLC are not liable for the accuracy,
effectiveness or safe use of this workbook and do not warrant that this aircraft manual or
publication contains current information and/or revisions. Aircraft manuals and publications
required for any reason other than training, study or research purposes should be obtained from
the original equipment manufacturer. Reference herein to any specific commercial products by
trade name, trademark, manufacturer, or otherwise, is not meant to imply or suggest any
endorsement by, or affiliation with that manufacturer or supplier. All trade names, trademarks
and manufacturer names are the property of their respective owners. All illustrations are the
property of Hawker Beechcraft Corporation and used with permission. Passages and examples
reprinted from Beechcraft Hawker Corporation’s C90 maintenance manual, and POH are used
with permission. No part of this book may be copied without the expressed written permission of
Douglas Carmody. All rights reserved.
Published by Executive Flight Training LLC. Beaufort, SC

TABLE OF CONTENTS
CHAPTER 1. AIRPLANE – GENERAL ............................................................................... 14
INTRODUCTION TO THE KING AIR C90 ..................................................................... 14
OBJECTIVES ...................................................................................................................... 14
HISTORY OF THE KING AIR C-90 ................................................................................. 15
GENERAL .......................................................................................................................... 15
NOSE SECTION ................................................................................................................. 16
COCKPIT ............................................................................................................................ 16
SEATS........................................................................................................................ 16
SEAT BELTS............................................................................................................. 17
OXYGEN MASKS .................................................................................................... 17
LIGHTING SYSTEMS ....................................................................................................... 17
COCKPIT LIGHTS ................................................................................................... 17
CABIN LIGHTS ........................................................................................................ 18
EXTERIOR LIGHTS ................................................................................................. 18
CABIN CONFIGURATION ............................................................................................... 19
TOILET ...................................................................................................................... 19
AFT BAGGAGE COMPARTMENT ........................................................................ 19
STORAGE AND DISPENSING CABINETRY ....................................................... 20
AIRSTAIR DOOR ..................................................................................................... 20
OPERATION ............................................................................................................. 21
CABIN WINDOWS ............................................................................................................ 23
CABIN EXTERIOR WINDOWS .............................................................................. 23
POLARIZED INTERIOR WINDOWS ..................................................................... 23
EMERGENCY EXIT .......................................................................................................... 24
INTERIOR DIVIDERS ....................................................................................................... 24
AFT FUSELAGE ................................................................................................................ 24
EMPENNAGE .................................................................................................................... 25
WINGS ................................................................................................................................ 25
WING CENTER SECTION ...................................................................................... 26
ATTACH FITTINGS .......................................................................................................... 26
POWER PLANT ................................................................................................................. 27
C-90 ENGINE VARIANTS ................................................................................................ 27
ELECTRICAL SYSTEM .................................................................................................... 27
PROPELLER SYSTEM ...................................................................................................... 27
FUEL SYSTEM .................................................................................................................. 27
ANTI-ICE/DE-ICE SYSTEMS........................................................................................... 28
ENVIRONMENTAL SYSTEM .......................................................................................... 28
LIMITATIONS ................................................................................................................... 28
AIRSPEED LIMITATIONS ...................................................................................... 28
WEIGHT LIMITS ............................................................................................................... 29
CENTER OF GRAVITY LIMITS ...................................................................................... 30
MANEUVER LIMITS ........................................................................................................ 30
FLIGHT LOAD FACTOR LIMITS (9650 POUNDS) ....................................................... 30
EMERGENCY PROCEDURES ......................................................................................... 30
EMERGENCY EXIT ................................................................................................. 31
CRACKED WINDSHIELD....................................................................................... 31
SPINS ......................................................................................................................... 32
SIMULATING ONE-ENGINE-INOPERATIVE (ZERO THRUST) ....................... 32
QUESTIONS ....................................................................................................................... 33
CHAPTER 2. ELECTRICAL SYSTEM................................................................................ 35
OBJECTIVES ...................................................................................................................... 35
ELECTRICAL POWER - DESCRIPTION AND OPERATION ....................................... 36
BATTERY SYSTEM .......................................................................................................... 39
DC GENERATION - DESCRIPTION AND OPERATION .............................................. 40
STARTER-GENERATORS................................................................................................ 41
VOLTAGE REGULATOR UNIT ...................................................................................... 41
STARTER-GENERATOR PARALLELING ..................................................................... 41
OVERVOLTAGE PROTECTION ..................................................................................... 42
REVERSE CURRENT PROTECTION .............................................................................. 42
OVER EXCITATION PROTECTION ............................................................................... 43
COMPONENT LOCATION ............................................................................................... 43
AC GENERATION ............................................................................................................. 43
EXTERNAL POWER ......................................................................................................... 44
AVIONIC MASTER SWITCH ........................................................................................... 45
CIRCUIT BREAKERS ....................................................................................................... 45
STATIC DISCHARGING - DESCRIPTION AND OPERATION .................................... 45
ELECTRICAL SYSTEM LIMITATIONS ......................................................................... 46
EXTERNAL POWER LIMITS ................................................................................. 46
GENERATOR LIMITS ............................................................................................. 46
STARTER LIMITS .................................................................................................... 46
EMERGENCY ELECTRICAL PROCEDURES ................................................................ 46
ABNORMAL ELECTRICAL PROCEDURES .................................................................. 48
EXPANDED ELECTRICAL PROCEDURES ................................................................... 49
QUESTIONS ....................................................................................................................... 51
CHAPTER 3. ANNUNCIATOR SYSTEM............................................................................ 55
OBJECTIVES ...................................................................................................................... 55
ANNUNCIATOR SYSTEM ............................................................................................... 55
ANNUNCIATOR EMERGENCY PROCEDURES ........................................................... 56
ANNUNCIATOR ABNORMAL PROCEDURES ............................................................. 56
QUESTIONS ....................................................................................................................... 57
CHAPTER 4. FUEL SYSTEM ............................................................................................... 58
OBJECTIVES ...................................................................................................................... 58
FUEL SYSTEM - DESCRIPTION AND OPERATION .................................................... 59
FUEL GAUGES .................................................................................................................. 61
FUEL DRAIN VALVES ..................................................................................................... 62
FIREWALL SHUTOFF VALVES ..................................................................................... 62
FUEL VENTS ..................................................................................................................... 62
FUEL PUMPS ..................................................................................................................... 63
FUEL TRANSFER PUMPS................................................................................................ 64
FUEL FILTERS .................................................................................................................. 64
ENGINE FUEL CONTROL LINE HEATER..................................................................... 65
FUEL HEATER .................................................................................................................. 65
CROSSFEED ...................................................................................................................... 65
FUEL PURGE SYSTEM .................................................................................................... 65
FUEL LIMITATIONS ........................................................................................................ 66
APPROVED ENGINE FUELS.................................................................................. 66
EMERGENCY ENGINE FUELS .............................................................................. 66
LIMITATIONS ON THE USE OF AVIATION GASOLINE .................................. 66
APPROVED FUEL ADDITIVES/ANTI-ICING ADDITIVES ........................................... 66
FUEL BIOCIDE ADDITIVE .................................................................................... 67
FUEL MANAGEMENT ..................................................................................................... 68
FUEL MANAGEMENT LIMITATIONS ................................................................. 68
FUEL CROSSFEED .................................................................................................. 68
FUEL GAGES IN THE YELLOW ARC .................................................................. 68
EMERGENCY FUEL SYSTEM PROCEDURES ............................................................. 68
BOOST PUMP FAILURE ......................................................................................... 69
CROSSFEED (EMERGENCY ONE-ENGINE-INOPERATIVE OPERATION) .... 69
TO DISCONTINUE CROSSFEED: .......................................................................... 70
ABNORMAL FUEL PROCEDURES ................................................................................ 70
TRANSFER PUMP FAILURE.................................................................................. 70
FUEL SYSTEM EXPANDED PROCEDURES ................................................................. 70
FUEL PANEL CHECK ............................................................................................. 70
BOOST PUMP/AUTO CROSSFEED TEST ............................................................ 71
QUESTIONS ....................................................................................................................... 72
CHAPTER 5. ENGINE SYSTEM .......................................................................................... 74
OBJECTIVES ...................................................................................................................... 74
GENERAL ENGINE DESCRIPTION................................................................................ 75
TURBOPROP ENGINE SYMBOLS AND THEIR MEANINGS ..................................... 76
AIR INTAKE SECTION ........................................................................................... 77
COMPRESSOR SECTION ....................................................................................... 78
COMPRESSOR BLEED VALVES ........................................................................... 78
COMBUSTION SECTION ....................................................................................... 79
TURBINE SECTION................................................................................................. 79
EXHAUST SECTION ............................................................................................... 79
REDUCTION GEAR SECTION ............................................................................... 80
THE ACCESSORY SECTION.................................................................................. 80
ENGINE LUBRICATION SYSTEM ........................................................................ 80
OIL TANK ................................................................................................................. 81
PUMPS ....................................................................................................................... 82
OIL COOLER ............................................................................................................ 82
OIL TEMPERATURE ............................................................................................... 82
OIL PRESSURE ........................................................................................................ 82
CHIP DETECTION ................................................................................................... 82
FUEL HEATER ......................................................................................................... 83
ENGINE FUEL SYSTEM .................................................................................................. 83
FUEL CONTROL UNIT ........................................................................................... 84
STARTING AND IGNITION SYSTEM ............................................................................ 85
AUTO IGNITION ............................................................................................................... 85
FIRE DETECTION SYSTEM ............................................................................................ 86
FIRE EXTINGUISHING SYSTEM ................................................................................... 87
POWERPLANT LIMITATIONS ....................................................................................... 88
NUMBER OF ENGINES .......................................................................................... 88
ENGINE MANUFACTURER ................................................................................... 88
ENGINE MODEL NUMBER.................................................................................... 88
POWER LEVERS ...................................................................................................... 88
ENGINE OPERATING LIMITS ............................................................................... 88
FOOTNOTES: ........................................................................................................... 89
STARTER OPERATING TIME LIMIT ................................................................... 89
OIL SPECIFICATION............................................................................................... 89
APPROVED ENGINE OILS ..................................................................................... 89
EMERGENCY ENGINE PROCEDURES ......................................................................... 90
EMERGENCY AIRSPEEDS..................................................................................... 90
ENGINE FAILURE ................................................................................................... 90
EMERGENCY ENGINE SHUTDOWN ................................................................... 90
ENGINE FAILURE DURING GROUND ROLL ..................................................... 92
ENGINE FAILURE AFTER LIFT-OFF ................................................................... 92
ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL SPEED
(VMCA) ..................................................................................................................... 93
ENGINE FLAMEOUT (2ND ENGINE) ................................................................... 93
ENGINE OUT GLIDE ............................................................................................... 93
ABNORMAL ENGINE PROCEDURES ........................................................................... 94
LOW OIL PRESSURE .............................................................................................. 94
AIR START ............................................................................................................... 94
WINDMILLING ENGINE AND PROPELLER (No Starter Assist) ................................. 95
ONE-ENGINE-INOPERATIVE LANDING ............................................................ 96
ONE-ENGINE-INOPERATIVE GO-AROUND ...................................................... 97
QUESTIONS ....................................................................................................................... 98
CHAPTER 6. PROPELLER SYSTEM................................................................................ 101
OBJECTIVES .................................................................................................................... 101
GENERAL ........................................................................................................................ 101
BASIC PRINCIPLES ........................................................................................................ 102
ONSPEED ................................................................................................................ 102
OVERSPEED ........................................................................................................... 102
UNDERSPEED ........................................................................................................ 102
PROPELLER GOVERNOR ............................................................................................. 103
PRIMARY GOVERNOR .................................................................................................. 103
LOW PITCH STOP ........................................................................................................... 104
SECONDARY LOW PITCH STOP ................................................................................. 104
OVERSPEED GOVERNOR ............................................................................................. 105
FUEL TOPPING GOVERNOR ........................................................................................ 105
PROPELLER FEATHERING........................................................................................... 105
AUTOFEATHER .............................................................................................................. 106
PROPELLER BETA AND REVERSING ........................................................................ 106
PROPELLER SYNCHROPHASER ................................................................................. 107
PROPELLER CARE ......................................................................................................... 108
LIMITATIONS ................................................................................................................. 109
PROPELLER ROTATIONAL SPEED LIMITS ..................................................... 109
PROPELLER ROTATIONAL OVERSPEED LIMITS .......................................... 109
PROPELLER EMERGENCY PROCEDURES ................................................................ 109
FAILURE OF SECONDARY (ELECTRICAL) LOW-PITCH STOP (IF
INSTALLED) .......................................................................................................... 110
PROPELLER ABNORMAL PROCEDURES .................................................................. 110
PROPELLER WILL NOT MANUALLY FEATHER ............................................ 110
PROPELLER EXPANDED PROCEDURES ................................................................... 110
OVERSPEED GOVERNOR/VACUUM AND PNEUMATIC CHECK ................ 110
AUTOFEATHER TEST .......................................................................................... 111
PROPELLER SYNCHROPHASER SYSTEM CHECK......................................... 111
QUESTIONS ..................................................................................................................... 112
CHAPTER 7. PRESSURIZATION AND ENVIRONMENTAL SYSTEMS ................... 113
OBJECTIVES .................................................................................................................... 113
INTRODUCTION ............................................................................................................. 113
HEATING, COOLING AND PRESSURIZATION - DESCRIPTION AND
OPERATION .................................................................................................................... 114
HEATING TEMPERATURE CONTROL – DESCRIPTION AND OPERATION115
AUTOMATIC OPERATION .................................................................................. 116
MANUAL HEAT OPERATION ...................................................................................... 116
ELECTRIC HEAT ............................................................................................................ 117
FRESH AIR VENTILATION ........................................................................................... 117
COOLING - DESCRIPTION AND OPERATION .......................................................... 118
AIR CONDITIONING TEMPERATURE CONTROL - DESCRIPTION AND
OPERATION .................................................................................................................... 118
AUTOMATIC OPERATION .................................................................................. 119
MANUAL COOL OPERATION ............................................................................. 119
PRESSURIZATION - DESCRIPTION AND OPERATION .......................................... 120
FLOW CONTROL UNIT ........................................................................................ 120
OUTFLOW AND SAFETY VALVES .................................................................... 121
OXYGEN SYSTEM ................................................................................................ 123
PRESSURIZATION LIMITATIONS ............................................................................... 124
CABIN DIFFERENTIAL PRESSURE GAGE ....................................................... 124
EMERGENCY ENVIRONMENTAL SYSTEM PROCEDURES ................................... 124
USE OF OXYGEN .................................................................................................. 124
CABIN PRESSURE ALTITUDE :: TUC................................................................ 124
LOSS OF PRESSURIZATION ............................................................................... 125
HIGH DIFFERENTIAL PRESSURE (CABIN DIFFERENTIAL PRESSURE
EXCEEDS 5.1 PSI) .................................................................................................. 125
SMOKE AND FUME ELIMINATION................................................................... 125
ELECTRICAL SMOKE OR FIRE .......................................................................... 125
ENVIRONMENTAL SYSTEM SMOKE OR FUMES .......................................... 126
EMERGENCY DESCENT ...................................................................................... 127
ABNORMAL ENVIRONMENTAL PROCEDURES...................................................... 127
ILLUMINATION OF CABIN DOOR WARNING ANNUNCIATOR .................. 127
CRACKED WINDSHIELD..................................................................................... 127
ENVIRONMENTAL SYSTEM EXPANDED PROCEDURES ...................................... 128
PRESSURIZATION TEST ...................................................................................... 128
QUESTIONS ..................................................................................................................... 129
CHAPTER 8. LANDING GEAR, TIRES, AND BRAKE SYSTEM ................................. 131
OBJECTIVES .................................................................................................................... 131
GENERAL ........................................................................................................................ 131
GROUND HANDLING TOWING ................................................................................... 132
PARKING ......................................................................................................................... 133
NOSE LANDING GEAR.................................................................................................. 133
DESCRIPTION AND OPERATION - LANDING GEAR .............................................. 134
LANDING GEAR WARNING SYSTEM ........................................................................ 136
TIRES ................................................................................................................................ 136
HYDRAULIC BRAKE SYSTEM .................................................................................... 137
BRAKE WEAR ALLOWANCE ............................................................................. 138
SHOCK STRUTS .............................................................................................................. 138
LANDING GEAR LIMITATIONS .................................................................................. 139
EMERGENCY LANDING GEAR SYSTEM PROCEDURES ....................................... 139
ABNORMAL LANDING GEAR PROCEDURES .......................................................... 139
LANDING GEAR MANUAL EXTENSION .......................................................... 139
LANDING GEAR EXPANDED PROCEDURES ........................................................... 140
LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION
.................................................................................................................................. 140
QUESTIONS ..................................................................................................................... 141
CHAPTER 9. PNEUMATIC AND VACUUM SYSTEM .................................................. 143
OBJECTIVES .................................................................................................................... 143
DESCRIPTION ................................................................................................................. 143
PNEUMATIC - DESCRIPTION AND OPERATION ..................................................... 143
VACUUM SYSTEM - DESCRIPTION AND OPERATION .......................................... 144
ENGINE BLEED-AIR-WARNING SYSTEM ................................................................. 145
ENGINE BLEED-AIR-WARNING SYSTEM - DESCRIPTION AND
OPERATION .................................................................................................................... 146
DOOR SEAL SYSTEM .................................................................................................... 147
FLIGHT HOUR RECORDER .......................................................................................... 147
PNEUMATIC LIMITATIONS ......................................................................................... 147
PNEUMATIC GAGE .............................................................................................. 147
GYRO SUCTION GAGE ........................................................................................ 147
PNEUMATIC SYSTEM EMERGENCY PROCEDURES .............................................. 147
BLEED AIR LINE FAILURE (L OR R BL AIR FAIL ANNUNCIATOR) .......... 148
PNEUMATIC SYSTEM ABNORMAL PROCEDURES ................................................ 148
PNEUMATIC SYSTEM EXPANDED PROCEDURES ................................................. 148
VACUUM/PNEUMATIC PRESSURE CHECK (2000 RPM) ............................... 148
QUESTIONS ..................................................................................................................... 149
CHAPTER 10. ANTI-ICING SYSTEM ................................................................................. 150
OBJECTIVES .................................................................................................................... 150
DESCRIPTION ................................................................................................................. 150
ICE AND RAIN PROTECTION - DESCRIPTION AND OPERATION ........................ 150
AIRFOIL .................................................................................................................. 151
DEICE BOOT – PROTECTIVE COATING ........................................................... 152
AGE MASTER NO.1 APPLICATION ................................................................... 152
ICEX APPLICATION ............................................................................................. 152
INERTIAL ICE SEPARATION SYSTEM ....................................................................... 153
AIR INTAKE ANTI-ICE LIP ........................................................................................... 153
ENGINE FUEL CONTROL HEAT .................................................................................. 154
WINDOWS AND WINDSHIELDS ................................................................................. 154
PROPELLER DEICING ................................................................................................... 155
PITOT HEAT .................................................................................................................... 156
STALL WARNING VANE HEAT................................................................................... 156
FUEL VENTS ................................................................................................................... 157
FUEL HEAT ..................................................................................................................... 157
ICING LIMITATIONS ..................................................................................................... 157
EMERGENCY ICING SYSTEM PROCEDURES ................................................. 157
ABNORMAL ICING SYSTEM PROCEDURES ................................................... 158
ELECTROTHERMAL PROPELLER DEICE ........................................................ 158
ENGINE ICE VANES CHECK ........................................................................................ 158
QUESTIONS ..................................................................................................................... 159
CHAPTER 11. FLIGHT CONTROLS................................................................................... 161
OBJECTIVES .......................................................................................................... 161
FLIGHT CONTROLS ............................................................................................. 161
ELEVATOR TRIM ........................................................................................................... 162
CONTROL LOCKS .......................................................................................................... 163
GROUND MOORING/TOWING..................................................................................... 163
WING FLAPS ................................................................................................................... 164
YAW DAMPER ................................................................................................................ 165
STALL WARNING SYSTEM.......................................................................................... 165
FLIGHT CONTROL LIMITATIONS .............................................................................. 165
MANEUVER LIMITS ............................................................................................. 165
FLIGHT LOAD FACTOR LIMITS ........................................................................ 165
FLIGHT CONTROL EMERGENCY PROCEDURES .................................................... 165
FLIGHT CONTROLS ............................................................................................. 166
UNSCHEDULED ELECTRIC ELEVATOR TRIM ............................................... 166
SPINS ....................................................................................................................... 166
FLIGHT CONTROL ABNORMAL PROCEDURES ...................................................... 166
FLAPS UP LANDING ............................................................................................ 166
FLIGHT CONTROL EXPANDED PROCEDURES ....................................................... 167
ELECTRIC ELEVATOR TRIM.............................................................................. 167
QUESTIONS ..................................................................................................................... 169
CHAPTER 12. PITOT STATIC SYSTEM ............................................................................ 170
OBJECTIVES .................................................................................................................... 170
PITOT AND STATIC PRESSURE SYSTEM.................................................................. 170
OUTSIDE AIR TEMPERATURE .................................................................................... 171
PITOT STATIC LIMITATIONS ...................................................................................... 172
PITOT STATIC SYSTEM EMERGENCY PROCEDURES ........................................... 172
PITOT STATIC SYSTEM ABNORMAL PROCEDURES ............................................. 172
QUESTIONS ..................................................................................................................... 173
CHAPTER 13. OXYGEN SYSTEM....................................................................................... 174
OBJECTIVES .................................................................................................................... 174
OXYGEN SYSTEM - DESCRIPTION AND OPERATION ........................................... 174
OXYGEN CYLINDERS ......................................................................................... 175
OXYGEN LIMITATIONS ............................................................................................... 175
FILLING THE OXYGEN SYSTEM ....................................................................... 175
OXYGEN EMERGENCY PROCEDURES ..................................................................... 176
USE OF OXYGEN .................................................................................................. 176
OXYGEN ABNORMAL PROCEDURES ....................................................................... 176
QUESTIONS ..................................................................................................................... 177
CHAPTER 14. KING AIR C-90 ............................................................................................. 178
PROFILES AND POWER SETTINGS ............................................................................ 178
14 King Air C90 – Training Manual
Chapter 1
AIRPLANE – GENERAL
INTRODUCTION TO THE KING AIR C90

This training and informational workbook describes the airframe, engines and systems of the King Air
C90. It is a compilation of operating information and techniques gathered over 20 years of King Air
Training. It covers serial numbers LJ-502 through LJ-1062. It is an excellent refresher program but it is
intended for training purposes only and is not a substitute for the POH. The Pilot’s Operating Handbook
shall take priority over anything written here.
OBJECTIVES
After completion of this chapter, the student should be able to:
Locate and Describe:
Entry Door/Emergency Exit
Baggage Area Avionics Area
Cabin Section Fuselage
Wing Section Lights
FOR TRAINING PURPOSES ONLY www.KingAirTraining.com

King Air C90 – Training Manual 15
HISTORY OF THE KING AIR C-90

The King air C 90 was introduced in 1971 beginning with serial number LJ – 502. The airplane has a max
gross weight of 9650 pounds and holds 384 gallons of fuel. With a 4.6 pressurization differential and a
210 knot cruise speed, the C – 90 was a perennial best-seller. Improvements included dual bleed air and
an electric heater. The aircraft also included vertical engine instruments and a nose baggage door. The
aircraft is equipped with two Pratt & Whitney PT 6A – 20 engines rated at 550 hp. In 1982, the C 90 – 1
was introduced starting with serial number LJ – 1011. The pressurization was increased to 5.0 PSI and the
cruise up speed was increased to 225 knots. The C 90 production run ended with serial number LJ-1062.
GENERAL
The King Air C90 is a high performance, all metal, low wing aircraft. It is approved for day and night
IFR/VFR flight operations as well as flight into known icing. (If properly equipped) The airplane has
fully cantilevered wings and a
conventional tail. The fuselage is
pressurized to the skin between
pressure bulkheads. The control cables,
torque shafts, plumbing and wiring
connections that pass through pressure
walls are installed with fitted seals or
plug connectors to minimize leakage.
The King Air 90 fuselage is of
semimonocoque construction and is
fabricated from, frames, bulkheads and
keels reinforced by longerons and
stringers. It is powered by two 550
SHP Pratt & Whitney turbo prop
engines. The C90 is equipped with two
PT6A-20 engines or PT6A-21. The
aircraft has been approved for
numerous STC’s for various other
engine configurations. The engines
incorporate a three-stage axial and a
single stage centrifugal compressor

which is driven by a single-stage reaction turbine. The engine has proven to be extremely reliable.
Unscheduled engine shutdowns occur approximately once every 300,000 hours. Depending on the interior
configuration, the airplane can accommodate up to 10 people, although the normal corporate
configuration is 6 passengers.
NOSE SECTION
The nose section of the airplane houses the radar antenna and the avionics bay. The radome is constructed
of a composite material allowing radar waves to pass through easily. The nose section also contains the
hydraulic brake fluid reservoir, the vacuum system inlet and the air conditioner. (Including the
compressor) The nose section is un-pressurized and is accessed via removable panels on each side of the
compartment. Prior to LJ-1531, some King Air C-90’s have an optional 16 cubic-foot nose baggage
compartment which is accessible through a door located on the left side of the nose. This compartment is
limited to 350 lbs, which includes the weight of any avionics equipment installed within the compartment.
The baggage door is hinged at the top to allow the door to swing upward. A flush-mounted door handle
with a push-to-release button activates three bayonet-type latching bolts that, when engaged, will hold the
door securely closed. When not engaged, a switch at the forward latching bolt will close, and the BAG
DOOR OPEN annunciator will illuminate. In addition, the door is equipped with a secondary safety latch
to hold the door in a partially closed position in the event the primary latching bolt is not engaged. The
push-to-release button adjacent to the door handle, will prevent the door inadvertently opening. For the
security of the unattended airplane, the nose baggage compartment door features a key-lock latch.
COCKPIT
Seats
The pilot and copilot seats are adjustable both fore and aft, as well as vertically. The seat adjustment lever
is located under the front inboard corner of the seat. When held in the up position, the seat can be moved
forward or aft as required. Lifting the release lever under the front outboard corner of the seat allows
vertical adjustments to be made. Consistently good landings can be made by adjusting the vertical
position of the seat to create an eye level at the center point of the windshield. The armrests pivot and can
be raised or lowered as required.

Seat Belts
The shoulder harness installation incorporates an inertia reel attached to the back of the seat. The two
straps are worn with one strap over each shoulder and fastened into the lap belt. Spring loading at the
inertia reel keeps the harness snug, but still allows normal movement required during flight. The inertia
reel is designed to lock during sudden deceleration.
Oxygen Masks
The quick donning oxygen masks for the pilot and copilot are stored on the bulkhead behind the pilots.
Newer aircraft are equipped with masks stowed directly above the crew. On aircraft not equipped with quick
donning masks, the crew oxygen mask can be located in the seat back pocket or underneath the pilot’s seat.
PILOT TIP
Beards and mustaches should be trimmed so that they do not interfere with the proper
sealing of the oxygen mask.
LIGHTING SYSTEMS
Cockpit Lights
An overhead-light control panel, easily accessible to
both pilot and copilot, incorporates a functional
arrangement of all lighting systems in the cockpit.
Each light group has its own rheostat switch placarded
BRT - OFF. The MASTER PANEL LIGHTS - ON -
OFF switch controls the overhead light control panel
lights, fuel control panel lights, engine instrument
lights, radio panel lights, subpanel and console lights,
pilot and copilot instrument lights, and gyro
instrument lights. The instrument indirect lights in the glareshield and overhead map lights are
individually controlled by separate rheostat switches. The push-button FREE AIR TEMP switch, located
on the left sidewall panel next to the gage, turns ON and OFF the lights near the outside air temperature
gage.

Cabin Lights
A three-position switch on the copilot’s subpanel placarded CABIN LIGHTS - START BRIGHT - DIM -
OFF, controls the fluorescent cabin lights. The switch to the right of the interior light switch activates the
cabin NO SMOKING/FASTEN SEAT BELT signs and accompanying chimes. This three- position
switch is placarded CABIN LIGHTS - NO SMOKE & FSB - FSB - OFF. The baggage-area light is
controlled by a two-position switch just inside the airstair door aft of the door frame and is connected to
the hot battery bus.
A threshold light is located forward of the airstair door at floor level, and an aisle light is located at floor
level aft of the spar cover. A switch adjacent to the threshold light turns both these lights on and off. The
switch also turns the exterior entry light on and off. When the airstair door is closed, all the lights
controlled by the threshold light switch will extinguish. If the master switch is on, the individual reading
lights along the top of the cabin may be turned on or off by the passengers with a push-button switch
adjacent to each light.
Exterior Lights
Switches for the landing lights, taxi lights, wing ice lights, navigation lights, recognition lights, rotating
beacons, and wing-tip and tail strobe lights are located on the pilot’s sub-panel. They are appropriately
placarded as to their function.
Tail floodlights, if installed, are incorporated into the horizontal stabilizers and are designed to illuminate
both sides of the vertical stabilizer. A switch for these lights, placarded LIGHTS - TAIL FLOOD - OFF,
is located on the pilot’s subpanel. A flush-mounted floodlight forward of the flaps in the bottom of the
left wing may be installed. This entry light provides illumination of the area around the airstair door, to
provide passenger convenience at night. It is controlled by the threshold light switch just inside the door
on the forward door frame, and will extinguish automatically whenever the cabin door is closed.
PILOT TIP
In fog or low visibility conditions, landing and taxi lights should be left off to reduce light
reflections.

CABIN CONFIGURATION
Various configurations of passenger seats and couches can be installed. The standard airplane seats two
pilots and six passengers. All seats are equipped with seat belts and headrests.
Some passenger seats can be moved fore and aft by lifting the horizontal release
bar that extends laterally under the front of adjustable seats. The seatbacks can be
adjusted to any angle from fully upright to fully reclining, by depressing the
release tab located on the side of the seat at the front inboard corner. When the tab
is depressed and the passenger leans against the seatback, the seatback will slowly
recline until the tab is released, or until the fully reclining position is attained.
When no weight is placed against the seatback and the tab is depressed, the
seatback will rise until the tab is released, or until the fully upright position is
reached. The seatbacks of all occupied seats must be upright for takeoff and
landing. An optional lateral-tracking passenger seat may be installed. These seats
have a flat, rectangular release lever located underneath the front inboard corner of
the seat. When this lever is lifted, the seats can be adjusted fore and aft, as well as laterally. When occupied
these seats must be positioned against the cabin wall for takeoff and landing. The armrests can be raised and
lowered by lifting the release tab located under the front end of the armrest.
Hand held fire extinguishers are mounted in the cockpit beneath the copilot seat and in the passenger
cabin beneath the last seat on the left side of the airplane.
Toilet
The aircraft is equipped with a chemical or electrically operated toilet that is normally installed in the aft
baggage compartment. The forward facing unit is equipped with a hinged cushion cover turning the toilet
into an additional passenger seat. The seat belt and shoulder harness for the toilet incorporates a single
adjustable strap attached to the aft bulkhead.
Relief tubes are located on the left cabin side wall forward of the toilet and in the cockpit under the
pilot’s seat.
Aft Baggage Compartment

The 53.4 cubic foot aft cabin baggage compartment can be separated from the cabin by a partition or a
folding curtain. It includes provisions for hanging bags as well and providing for up to 350 pounds of
baggage storage. All baggage and cargo must be properly secured with the webbing provided. Any item
stored in the baggage compartment is accessible in flight.

Storage and Dispensing Cabinetry

A large pyramid cabinet is located just behind the left cockpit partition. It provides
storage for coffee, water, liquor decanters, trash, cold beverages and ice. Additional
storage space is also available in the pull-out drawers installed next to the side facing
jump seat.
PILOT TIP
Maximum content weight in each drawer is 30 pounds
Airstair Door
The airstair entrance is attached to the airframe by a hinge at the bottom
of the door. The door swings outward and downward when opened. A
hydraulic damper allows the door to open slowly. As a result, it isn’t
necessary for a crew member to supervise when a passenger opens the
door. A stairway forms an integral part of the door and provides for easy
passenger access to the cabin. The internal door steps fold in when the
door is closed and fold out automatically when the door is opened. While
the door is open, it is supported by a plastic-encased cable, which also serves as a passenger handrail.
Dual stair assist cables are available as an option on the B90. The forward assist cable is easily detachable
to provide more room for loading large baggage or cargo into the airplane. Boarding lights built into the
steps provide for passenger boarding at night. The door lights are powered by the hot battery bus so they
can be controlled at a switch near the door without turning on the battery switch. Closing and latching the
door will turn off the stair lights regardless of switch position. The door closes against an inflatable rubber
seal which is installed around the opening in the door frame. Engine bleed air supplies pressure to inflate
the door seal and provide a positive seal around the door. The door latching system incorporates 4
bayonet pins and 2 “J” hooks to insure structural integrity. Proper latching of the door can be verified by
both observing an annunciator light in the cockpit and by visually confirming position marks on the pins.
A pressure lockout device prevents inadvertent unlocking of the door inflight.
CAUTION
ONLY ONE PERSON AT A TIME SHOULD BE ON THE DOOR STAIRWAY.

Operation
The door is operated by rotating the handle in the center of the door. The inside and outside handles are
mechanically interconnected. To open the door from inside the airplane, push the safety release button
and rotate the handle counter clockwise. The handle is turned clockwise to open the door from outside the
airplane. The release button acts as a safety device to help prevent accidental opening of the door by
requiring a deliberate two handed operation to open. As an additional safety measure, a differential-
pressure-sensitive diaphragm is incorporated into the release-button mechanism. The outboard side of the
diaphragm is open to atmospheric air pressure and the inboard side to cabin air pressure. As the cabin to
atmospheric air pressure differential increases, it becomes more difficult to depress the release button.
The door is held securely to the airframe by two latch bolts at each side of the door and two latch hooks at
the top of the door. These lock into the aircraft door frame to secure the airstair door when closed. The
cabin DOOR UNLOCKED light in the annunciator panel remains illuminated until the cabin door is

closed securely. When the door is closed and latched, the lower forward latch bolt compresses the switch
mounted behind the latch plate in the doorway. When the handle is rotated to the locked position, a
contact switch is actuated, removing current to the cabin DOOR UNLOCKED light.
CAUTION
IF THE DOOR UNLOCKED ANNUNCIATOR ILLUMINATES IN FLIGHT, DO NOT
ATTEMPT TO CHECK THE SECURITY OF THE DOOR! IF YOU HAVE ANY REASON TO
SUSPECT THAT THE DOOR MAY NOT BE SECURELY LOCKED, DEPRESSURIZE THE
CABIN AT A SAFE ALTITUDE AND INSTRUCT ALL PASSENGERS TO REMAIN SEATED
WITH THEIR SEATBELTS FASTENED. ONLY AFTER THE AIRPLANE HAS MADE A
FULL-STOP LANDING AND THE CABIN HAS BEEN DEPRESSURIZED MEMBER SHOULD
YOU CHECK THE SECURITY OF THE CABIN DOOR.
To close the door from outside the airplane:
1. Lift up the free end of the airstair door and push it up against the door frame as far as possible.
2. Grasp the door handle with one hand and rotate it clockwise as far as it will go. The door will
move into the closed position.
3. Rotate the handle counterclockwise as far as it will go.
4. The release button will pop out and the door handle should be pointing aft.
To close the door from inside the airplane:
1. Grasp the handrail cable and pull the airstair door up against the door frame.
2. Next, grasp the handle with one hand and rotate it counterclockwise as far as it will go while
pulling inward on the door. The door will move into the closed position.
3. Then turn the handle clockwise as far as it will go. The release button should pop out, and the
handle should be pointing down.
4. Check the security of the door by attempting to rotate the handle counterclockwise without
depressing the release button. The handle should not move.
5. Lift the folded stairs to reveal a placard adjacent to the round observation window. The placard
presents a diagram showing how the arm and shaft should be positioned. A red pushbutton switch
near the window turns on a light inside the door to illuminate the area.
6. Proceed to check the visual inspection ports, one of which is located near each corner of the door.
A green stripe painted on the latch bolt should be aligned with the black pointer.

CAUTION
IF ANY CONDITION SPECIFIED IN THIS DOOR-LOCKING PROCEDURE IS NOT MET, DO
NOT TAKE OFF.
PILOT TIP
Only a crew member should operate the door.
CABIN WINDOWS
Cabin Exterior Windows
Each cabin window is made of a sheet of clear, stretched, acrylic plastic and is seated in the window
frame. The windows are part of the pressurization vessel and are capable of withstanding maximum cabin
pressure differential. The plastic windows should be kept clean and waxed at all times. Only approved
Plexiglas cleaners such as Mirror Glaze, Permatex Plastic Cleaner or Parko Anti-Static Plastic Polish
should be utilized. To prevent scratches and crazing, wash the windows carefully with plenty of mild
detergent and water. Use the palm of the hand to feel and dislodge dirt and mud. A soft cloth, chamois or
sponge may be used, but only to carry water to the window surface. Rinse the window thoroughly, and
then dry it with a clean, moist chamois. Rubbing the surface of the plastic window with a dry cloth will
serve only to build up an electrostatic charge that attracts dust. Remove oil and grease with a cloth
moistened with kerosene. Never use gasoline, benzene, alcohol, acetone, carbon tetrachloride, fire
extinguisher or anti-ice fluid, lacquer thinner or glass cleaner. These liquids will soften the plastic and
may cause crazing. After removing all dirt and grease from the window, it should be waxed with a good
grade of commercial wax. The wax will fill in minor scratches and help prevent additional scratches.
Apply a thin, even coat of wax and bring it to a high polish by rubbing lightly with a clean, dry, soft
flannel cloth. Never use a power buffer; the heat generated by the buffing pad may soften the plastic.
Polarized Interior Windows

Two window panes composed of a film of polarizing material
laminated between two sheets of acrylic plastic are installed on the
inboard side of the window. The inner most pane rotates freely in the
window frame and has a protruding thumb knob near the edge.

Rotation of this pane changes the relative alignment between the polarizing films, thus providing any
degree of light transmission from full intensity to almost none. Do not leave the windows in the polarized
position while parked on the ramp. Intense sunlight will cause deterioration of the polarizing material.
NOTE
Some King Air models have shade type window blinds.
WARNING!
DO NOT LOOK DIRECTLY AT THE SUN, EVEN THROUGH POLARIZED WINDOWS
BECAUSE EYE DAMAGE COULD RESULT.
EMERGENCY EXIT
The emergency exit door is located at the third cabin window on the
right cabin side wall. Inside the airplane, the door is released with two
hooks, a trigger button, and a latch-release pull-up handle. A placard
on the emergency exit hatch release cover details how to operate the
emergency exit. If the cabin is pressurized, a pressure lock out prevents
the door from being opened. Pulling the hooks will override the
pressure lock and allow the trigger button to be pushed. This releases the latch -release handle. When the
handle is pulled up and the securing latches are released, a hinge at the bottom allows the hatch to swing
outward and downward for emergency exit.
INTERIOR DIVIDERS
Interior dividers are provided by curtains or panels.
AFT FUSELAGE
The fuselage is designed and tested to meet fail-safe structural
requirements. There is no scheduled retirement or replacement
requirement for the fuselage. The aft fuselage area contains the

oxygen bottle and filler port. The oxygen bottle is located in an unpressurized aft compartment. Access to
the compartment is through a door located on the bottom of the right side of the fuselage.. This large
lockable door on the lower surface of the fuselage immediately aft of the pressure bulkhead provides
access for mechanics to reach avionics, flight controls, and other systems. All conditioned air passing out
of the cabin through the outflow valves is ducted overboard rather than being expelled into the aft
fuselage. This eliminates the potential for a large amount of moisture being condensed out into the
fuselage area during flight.
EMPENNAGE
The empennage includes the rudder, horizontal stabilizer, vertical stabilizer, elevators, and the trim tabs.
The airplane features a conventional empennage configuration. All empennage control surfaces are
mechanically operated via control cables and bellcranks. The flight control cable assemblies are pre-
stretched prior to installation in the airframe. This extra manufacturing process reduces the likelihood that
cables will slacken or lose tension in service. Both manual and electric trim are used for elevator trim.
The elevators incorporate dual trim tab surfaces and actuators. Dual trim tabs provide symmetrical trim
loading and system redundancy. The tabs are attached to the elevator with piano type hinges to improve
strength and service life. The pneumatic de-ice boots are attached to the leading edges of the horizontal
and vertical stabilizers.
WINGS
The airplane utilizes a NACA 23000 series wing shape. This airfoil series exhibits a balance of good high
speed performance and excellent low speed handling qualities. The NACA 23000 shape is much more
tolerant of ice accumulation than a laminar flow wing. The aircraft has a wingspan of 50’3” and
incorporates a 7º wing dihedral. The total wing area is 294 sq. feet. The Beech King Air 90 series wing
assembly consists of the center section and two outboard wing panels. The center section is attached to
and becomes an integral part of the fuselage providing structural support for the engine nacelles and the
outboard wing assemblies. On airplane serials LJ-1 thru LJ-1087, the outboard wing assemblies are
attached to the center section with eight tension bolts located at the spar attach points on each wing. On
airplane serial number, LJ-1088 and after, the outboard wing assemblies are attached to the center section
with six tension bolts located at the upper forward, aft upper and aft lower position and two shear bolts
located at the lower forward wing attach point at the spar attach points on each wing. Shear between the
outboard wings and the center section is transferred through soft aluminum washers between, and
embedded in, serrations on the upper spar fittings. The center section and outboard wing assemblies are of
semimonocoque box construction. Both center section spars are I-beam sections built up from aluminum

extruded tee caps, webbing and stiffeners. Similar construction is used in the outboard wing spars, except
that a combination of aluminum extrusion and formed U-channel members comprise the main spar caps
while those of the rear spar are composed of formed aluminum angles and cap strips. The leading edge
assembly and the main outboard wing assembly are joined together at the main spar by continuous hinges.
A subspar is installed at the forward end of the leading edge. The space forward of this subspar is utilized
to route wiring and plumbing. Between the subspar and the main spar, bladder fuel tanks are installed the
full span of the outboard leading edge.
Wing Center Section

The center section main and rear spars are parallel and are continuous from one outboard wing attach
joint to the other outboard wing attach joint. A sub-spar is installed forward of the main spar between the
fuselage and each nacelle to which a removable leading edge is attached. The area within the removable
leading edge and forward of the subspar is used to route engine controls, plumbing and wiring, etc. A
subspar located forward of the rear spar provides a tunnel for control cables and shafts and serves as a
fuel wall for the bladder tanks from the root rib to the nacelle. Landing gear hinge point structural
supports in the nacelles are made of machined alloy plate. Formed sheet metal formers and stringers
establish the nacelle fairing and a cavity for a bladder fuel tank above and forward of the wheel well.
ATTACH FITTINGS
The major fittings in each wing and the center section are the supporting structures adjacent to the
attachment points for the flap actuator, flap tracks and flap, the aileron hinge brackets and hinges, the
main landing gear, drag legs and landing gear doors. Minor fittings include brackets to support cable
pulleys, bellcranks and similar components. The main gear is bolted to heavy aluminum alloy fittings
attached to the main rib assembly at the aft end of the wheel well. The main gear drag leg is bolted to an
aluminum alloy forging attached to the main spar of the center section. Wing tips are fabricated from
metal and include the nav light, strobe light, and recognition light. Compass sensors (flux valves) are
located in the wing tips, away from electrical field interference. Two compass systems (#1-L.H. tip,
#2R.H. tip) provide for redundancy in the cockpit.
PILOT TIP
Many pilots think the King Air 90 “flies like a big Bonanza” since they share a
common airfoil.

POWER PLANT
The C-90 aircraft is powered by two Pratt and Whitney PT6A series engines. The PT6 is a lightweight,
free-turbine engine. It utilizes a three-stage axial compressor and a single stage centrifugal compressor.
These compressors are driven by a single-stage reaction turbine. A reaction turbine, called the power
turbine, drives the propeller shaft through a reduction gear box. The power turbine and the reaction
turbine rotate independently of each other and there is no mechanical connection between the two. The
engine is covered in detail in Chapter 5 of this workbook.
C-90 ENGINE VARIANTS

The following is a serial number breakdown for the C90 airplane engine type:
PT6A-20: LJ 502-583, 585, 590, 592, 593, 601, 604, 612, 619, 620, 622, 652
PT6A-20A or PT6A-21: LJ 584, 586-589, 591, 594-600, 602, 603, 605-611, 613-618, 621, 623-651,
653-667, 670
PT6A-21: LJ 668, 669, 671-691LJ 692 and subsequent.
ELECTRICAL SYSTEM
The aircraft uses a 28 volt multiple bus electrical distribution system. D.C. power is provided by two 30
volt, 250 amp starter-generators. Either a NiCad or lead acid 24 volt battery supplies starting and backup
electrical power. Alternating Current is supplied by two invertors which provide power at 26VAC
(400Hz). More information on the electrical system is supplied in Chapter 2 of this workbook.
PROPELLER SYSTEM
Each engine is equipped with either a Hartzell or McCauley 3 or 4 blade propeller. They are full
feathering, constant speed, reversing, variable pitch propellers mounted on the output shaft of the engine
reduction gearbox. They are equipped with an auto-feathering system. More information on the propeller
system is supplied in Chapter 6 of this workbook.
FUEL SYSTEM
The fuel system is a 384 usable gallon system with each wing divided into a main fuel tank and a nacelle
tank. Fuel for each engine is supplied from a nacelle tank and four interconnected wing tanks for a total of

192 gallons of usable fuel for each side with all tanks full. The outboard wing tanks supply the center
section wing tank by gravity flow. The nacelle tank draws its fuel supply from the center section tank.
Since the center section tank is lower than the other wing tanks and the nacelle tank, the fuel is transferred
to the nacelle tank by the fuel transfer pump in the low spot of the center section tank. Each system has
two filler openings, one in the nacelle tank and one in the leading edge tank. To assure that the system is
properly filled, service the nacelle tank first, then the wing tanks. A crossfeed valve in the left fuel system
makes it possible to connect the two systems. The fuel system is covered in detail in Chapter 4 of this
workbook.
ANTI-ICE/DE-ICE SYSTEMS
The King Air is fully equipped for flight into known icing. De-icing equipment includes wing and tail
deice boots and the anti icing equipment includes pitot heat, stall vane/ fuel vent heat., windshield heat,
prop heat and engine inlet heat. More information on the anti ice/de-ice system is supplied in Chapter 10
of this workbook.
ENVIRONMENTAL SYSTEM
The environmental system consists of the bleed air pressurization system, heating and cooling systems
and their associated controls. The environmental system is covered in detail in Chapter 7 of this
workbook.
LIMITATIONS
Airspeed Limitations
The limitations included in this section have been approved by the Federal Aviation Administration and
they must be observed in the operation of the BEECHCRAFT King Air C90.
SPEED KCAS KIAS REMARKS
Maximum Operating Speed 208 208 Do not exceed this airspeed in any operation.
VM0
Maneuvering VA 169 169 Do not make full or abrupt control movements above
this speed.

SPEED KCAS KIAS REMARKS
Maximum Flap Do not extend flaps or operate with flaps extended
Extension/Extended VFE above this speed.
35% (APPROACH) 174 178
100% (FULL DOWN) 130 137
Maximum Landing Gear 156 156 Do not extend or retract the landing gear above this
Operating Extension speed.
130 129
Retraction
Maximum Landing Gear 156 156 Do not exceed this speed with the landing gear
Extended VLE extended.
Air Minimum Control VMCA 92 90 This is the lowest speed at which the airplane is
directionally controllable after sudden loss of engine
when the remaining engine is at take-off power.
AIRSPEED INDICATOR MARKINGS**
AIRSPEED INDICATOR MARKINGS**
MARKING KCAS VALUE OR KIAS VALUE OR SIGNIFICANCE

RANGE RANGE
Red Line 208 208 Maximum Operating Limit

Speed
White Arc 74 to 130 76 to 137 Full Flap Operating Range
Green Arc 89 to 208 89 to 208 Normal Operating Range
The Airspeed Indicator is marked in CAS Values.
WEIGHT LIMITS
Maximum Ramp Weight: 9710 pounds
Maximum Take-off Weight: 9650 pounds
Maximum Landing Weight: 9168 pounds
Maximum Zero Fuel Weight: No Structural Limit
Maximum Weight in Rear Baggage Compartment: 350 pounds
Maximum Weight in Nose Baggage Compartment: 350 pounds

CENTER OF GRAVITY LIMITS

AFT LIMIT: 160.0 inches aft of datum at all weights
FORWARD LIMITS: 153.2 inches aft of datum at 9650 lbs.
151.4 inches aft of datum at 9168 lbs.
144.7 inches aft of datum at 7400 lbs or less.
DATUM is 83.5 inches forward of the center of front jack point. MAC leading edge is 135.9 inches aft of
datum.
MAC length is 75.9 inches.
MANEUVER LIMITS
This is a normal category airplane. Acrobatic maneuvers, including spins, are prohibited.
FLIGHT LOAD FACTOR LIMITS (9650 POUNDS)

Flaps Up: 3.70 positive G’s 1.68 negative G’s
Flaps Down: 2.00 positive G’s
MINIMUM FLIGHT CREW: One Pilot
MAXIMUM OCCUPANCY: Ten People
EMERGENCY PROCEDURES
BOLD TYPE INDICATES MEMORY ITEMS!
Illumination of Cabin Door Warning Annunciator
WARNING!
DO NOT ATTEMPT TO CHECK THE SECURITY OF THE CABIN DOOR. REMAIN AS FAR
FROM THE DOOR AS POSSIBLE WITH SEAT BELTS SECURELY FASTENED UNTIL THE
AIRPLANE HAS LANDED.

1. If the CABIN DOOR warning annunciator illuminates, depressurize cabin (consider altitude first)
by activating cabin pressurization dump switch on pedestal.
2. Do not attempt to check cabin door for security until cabin is depressurized and the airplane is on
the ground.
Check security of cabin door (on the ground) by lifting cabin door step and checking position of arm and
plunger. If unlocked position of arm is indicated, turn door handle toward locked position until arm and
plunger are in position.
Emergency Exit
The third right cabin window is the EMERGENCY EXIT hatch.
CAUTION
DO NOT OPEN EMERGENCY EXIT HATCH WHEN CABIN IS PRESSURIZED.
1. Emergency Release Hatch Cover - OPEN
2. Release Button - PUSH (if release button will not push PULL hooks to overcome residual friction
and then PUSH the release button)
PULL handle and PUSH out hatch.
Cracked Windshield
If it is positively determined that the crack is on the outer panel, no action is required.
CAUTION
WINDSHIELD WIPERS MAY BE DAMAGED IF USED ON CRACKED OUTER PANEL.
HEATING ELEMENTS MAY BE INOPERATIVE IN AREA OF CRACK.
If it is determined that the crack is on the inner panel, descend or reset the pressurization controller to
achieve 3 psi or less differential pressure within ten minutes. Visibility through the windshield may be
significantly impaired.

Spins
If a Spin is entered inadvertently:
1. Control Column – FULL FORWARD
2. Full Rudder – OPPOSITE DIRECTION OF SPIN
3. Power Levers – IDLE
4. Controls – NEUTRALIZE WHEN ROTATION STOPS
5. Execute a smooth pull out.
NOTE
Federal Aviation Administration Regulations do not require spin demonstration of airplanes of this
weight; therefore no spin tests have been conducted. The recovery technique is based on the best available
information.
Simulating One-Engine-Inoperative (Zero Thrust)

When establishing zero thrust operation, use the power setting listed below. By using this power setting to
establish zero thrust, one avoids the inherent delays of restarting a shut down engine and preserves almost
instant power to counter any attendant hazard.
1. Propeller – 1800 RPM

2. Power Lever – SET 100 ft-lbs torque
NOTE
This setting will approximate Zero Thrust at low altitudes using recommended
One-Engine-Inoperative Climb speeds.

GENERAL CHAPTER
QUESTIONS
1. To open the emergency exit:
A. Turn the release handle clockwise and pull the door down and in.
B. Release Button – PUSH. PULL handle and PUSH out hatch.
C. Turn the release handle counterclockwise and push the door out.
D. Pull the door release handle downward and inward.
2. T or F: The nose section is pressurized.
3. The airplane can accommodate up to people. _____________________
4. Hand held fire extinguishers are located and ______________________.
5. Proper latching of the airstair door can be verified by:
A. Observing the annunciator light in the cockpit
B. Confirmation of green position marks on the pins in the inspection ports.
C. Observe the arm and shaft position in the observation window.
D. All of the above
6. T or F: On the ground, the polarized window shades should be left in the polarized position.
7. The oxygen bottle is located:
A. In the nose section
B. In the aft fuselage area
C. In the baggage compartment
D. The airplane uses oxygen generators.
8. The maximum take off weight is _________________.
9. List:
A. Va, B. Vne, C. Vlo, D. Vle, E. Vmc
10. The maximum landing weight is ______________.
11. The maximum weight in the aft baggage compartment is: ______________

12. What does the red line on the airspeed indicator represent? _________________________________
13. What are the emergency procedures for an illuminated Door Light annunciator warning?
_________________________________________________________________________________
14. Maximum content weight in each cabinet drawer is pounds.

_________________________________________________________________________________

Chapter 2
ELECTRICAL SYSTEM
OBJECTIVES
After completion of this chapter, the student should be able to:
1. Locate the control switches for:
A. Battery
B. Generators
C. Inverters
2. Locate the following indicators:
A. DC load/volt meters
B. AC frequency/volt meters
3. On the annunciator panel state the color, probable cause f or illumination and corrective action (if
required) for the following:
A. Generator
B. Inverter (if required)
C. Battery charge
D. Ignition
4. Using the aircraft electrical schematic locate:
A. Battery
B. Hot-wired bus
C. Generators
D. Current limiters
E. Generator busses
F. Dual fed busses

G. Ground power plug
H. Inverters
5. Trace the DC power distribution from:
A. Battery only
B. Single generator only
C. Two generators
D. External power unit
6. State the procedures for conducting a:
A. Current limiter check
B. Normal engine start
7. State procedure for detecting:
A. A failed current limiter
B. Failed current limiter combined with loss of DC generator.
8. List acceptable voltage, amperage and polarity for external power unit.
9. Trace AC power distribution.
ELECTRICAL POWER - DESCRIPTION AND

OPERATION
The Beech King Air C-90 electrical system is a 28-volt DC split bus system with a negative ground.
During normal operation, primary electrical power is supplied by two 30-volt, 250-ampere DC starter-
generators. The secondary source of power is a 24-volt nickel-cadmium battery or a 24-volt lead-acid
battery. Volt/load meters on the pilot’s left subpanel indicate the load on each generator. The generator
buses are interconnected by two 325-ampere current limiters. The entire bus system operates as a single
bus, with power being supplied by the battery and both generators. Each subpanel feeder supplies two
dual buses through 50 ampere circuit breakers and isolation diodes. Thus, both dual subpanel feeder buses
can be powered by either generator. The subpanel feeder also provides power, through a 50 ampere circuit
breaker, to essential components. The essential components, therefore, are supplied by two sources, the
battery emergency (hot) bus and the subpanel feeder. This provides a secondary source of power to the
essential components in the event of an open fuse from the essential bus. The essential bus fuses may be
checked before starting the engines by turning on the boost pumps with the battery switch off and listing

for operation of the pump. The division of loads can be seen on the schematic diagram. The equipment on
the buses is arranged so that all items with duplicate functions (such as right and left landing lights) are
connected to different buses. Among the loads on the generator buses are the number 1 and number 2
inverters. Through relay circuitry, the INVERTER selector switch activates the selected inverter, which
provides 400-hertz, 115-volt, alternating current to the avionics equipment, and 400-hertz, 26 VAC to the
torquemeters. The battery is capable of starting the engines and can provide up to 30 minutes of back up
power in the event of a dual generator failure.minutes of back up power in the event of a dual generator
failure.


BATTERY SYSTEM
A good battery should be able to provide sufficient
stored energy for reserve or emergency power
requirements in the event of a dual generator
failure. As the sole source of electrical power, a
fully charged battery should provide adequate
power for approximately 30 minutes. The
battery’s voltage can be checked by using the
volt/load meter located on the pilot’s left subpanel.
Adequate starting performance is not always
indicative of a good battery. Normally, a periodic
capacity check of the battery is required at 18 month intervals.
The airplane is equipped with a 24-volt, 36-ampere-hour nickel- cadmium battery or a 24-volt,
42-ampere-hour capacity sealed lead-acid battery. Many King Air operators have elected to remove the
NiCad battery and replace it with the 24 volt, 42 ampere-hour lead acid battery. Since lead acid batteries
have a straight line voltage drop as the battery discharges, the aircraft manufacturer was concerned with
high I T T temperatures during engine start. This concern has proven to be unfounded and the lower costs
and ease of operation of lead acid batteries have outweighed any advantages of the NiCad batteries.
Normally, converting a King Air from a NiCad battery to a lead - acid battery also involves removal or
disconnection of the BATTERY CHARGE annunciator light.
If the airplane is equipped with the NiCad battery, a battery charge light is installed on the annunciator
panel to warn the pilot of an abnormally high battery charge rate. This condition can lead to a thermal
runaway of the nickel-cadmium battery. If this occurs, the pilot should follow the checklist procedure
which will isolate the battery from the charging system before further battery damage occurs. The most
common cause of the thermal runaway is damage to the gas barrier between the plates resulting from
overcharging the battery at a high rate and high temperatures. During normal operation, the idle current of
the battery is less than one amp. It increases significantly above the normal level when the battery is
charged at an elevated temperature or from a high charge voltage. For this reason, the battery case
incorporates a thermostatically controlled air vent to provide cooling air flow around the battery. The vent
is located on the underside of the battery box. The battery monitor system provides an indication of the
high charge current resulting from high battery temperature, high charging voltage or gas barrier damage.
The system will illuminate the BATTERY CHG annunciator during battery recharge to provide a self-test
of the system. Following an engine start, the BATTERY CHG annunciator illuminates and remains on for
approximately five minutes until the battery approaches full charge. If the annunciator light remains on

longer than five minutes, the battery was in a low state of charge or has gas barrier damage. After the
BATTERY CHG annunciator light extinguishes, it should remain off.
PILOT TIP
The battery may be damaged if exposed to voltages higher than 30V for
extended periods of time.
DC GENERATION - DESCRIPTION AND OPERATION

Direct current for the electrical system
is supplied by a 24-volt, 40- or 45-
ampere- hour battery and two 30-volt,
200-ampere starter-generators
connected in parallel. These three
power sources are controlled by the generator and battery switches which are located under the MASTER
SWITCH gang bar on the pilot’s outboard subpanel. The three switches are located under the MASTER
SWITCH gang bar for simultaneous cut-off. While LJ-114 thru LJ-1062 are equipped with two-position
on-off switches, the generator switches on airplanes prior to LJ-114 have a third (RESET) position for
putting the generator back on the line after each engine start. The generator switch is spring-loaded to
return from the RESET position to the ON position for generator operation. In order to turn the generator
ON, the generator switch must be held upward in the reset position for one second. It is then released to
the ON position. On the models that have a two position switch, simply place the generator switch in the
ON position. Whenever the generator control switch is in the OFF position, battery voltage is routed from
the generator control circuit breaker through the generator control switch and the normally closed contacts
of the field disconnect relay to the coil of the field grounding relay. This energizes the field grounding
relay which grounds the field of the respective starter-generator to the airframe structure. Regulator power
is interrupted and, consequently, generator operation is disabled whenever the generator control switch is
OFF or when the respective engine is being started.

STARTER-GENERATORS
The starter-generators are dual purpose, 30-volt,
250-ampere DC units which produce torque for
engine starts or generate electrical current to meet
the airplane electrical loads. The generator buses
are interconnected by two 325- ampere current
limiters. During an engine start, the starter
generator acts as a starter and drives the engine
compressor section through the accessory gearing.
As the compressor turns, the starter generator can
draw up to 1,100 amperes initially before dropping off to 300 amperes as the engine accelerates to
approximately 20% N1. Once on line, generator voltage and load can be monitored by checking the
volt/load meter on the pilot’s left subpanel.
VOLTAGE REGULATOR UNIT

During normal operation, each voltage regulator unit monitors starter-generator output voltage and
controls the field excitation to maintain a constant load under varying operating conditions such as speed,
load and temperature. Each starter- generator has its own voltage regulator to provide voltage regulation,
generator paralleling, reverse current sensing, and overvoltage and overexcitation protection. Before the
voltage regulator can regulate starter-generator output, it must use residual voltage to build starter-
generator output to a level that the regulation circuit can control. When residual voltage is applied, the
starter- generator field is excited and output is increased to a level sufficient for the regulator circuit to
control. Starter-generator output is adjusted by the regulator circuit to maintain 28.25 ±0.25 vdc. If no
overvoltage is present and the starter- generator output is at least 0.6 vdc greater than bus voltage, the
reverse current relay is energized and starter-generator output is connected to the generator bus. The
applicable yellow DC GEN caution annunciator is illuminated anytime the reverse current relay is open.
When the reverse current relay is closed, the annunciator will extinguish and the volt/loadmeters should
indicate starter- generator output.
STARTER-GENERATOR PARALLELING
The generator system is designed so that the starter-generators loads are within 10% of each other when
the starter-generators are operating above 25% of their rated output. The starter-generators must both be
operating at equal speeds of 57% N1 or greater for dependable paralleling. The starter-generators should

share the system load within 25 amperes (a difference of 0.1 on the loadmeters) with both engines at
equal speeds of 57% N1 or greater. The starter-generators will not parallel below 0.25 electrical load per
starter-generator, at unequal engine speeds or at speeds below 57% N1. Adjustments in regulator voltage
are automatically performed by the voltage regulators to ensure proper paralleling. Normally, the field
power of the starter-generator carrying the greater load is reduced, while the field power of the unit
carrying the smaller load is increased, until both units are carrying approximately the same load.
PILOT TIP
During an engine start, ensure that the generator control switch that controls the starter-
generator for the engine being started is in the OFF position. This prevents the
generation of field current during engine start. The presence of field current during
engine start will reduce the torque available from the starter and may lead to a hotter
start.
OVERVOLTAGE PROTECTION
The voltage regulators monitor starter-generator output voltage for excessive voltage that could
potentially damage the airplane electrical system. The overvoltage relay is set to trip at 32 to 34 volts. If
an overvoltage condition occurs, the overvoltage relay will trip and remove the affected starter-generator
from the bus. This will leave the remaining starter generator carrying the entire aircraft’s electrical load.
The resultant load read on the volt load meter will depend upon starter-generator speed, electrical load
and the nature of the fault.
Normally, one generator is capable of handling the entire aircraft’s electrical load. This overvoltage
protection circuit requires a manual reset of the starter generator to bring the starter-generator back
on-line.
REVERSE CURRENT PROTECTION

If the generator field becomes under excited for any reason, or the starter-generator slows down to the
point where it can no longer maintain a positive load, (such as during an engine shutdown) the starter-
generator will begin to draw current from the airplane bus. This is defined as reverse current. The reverse
current protection function senses starter-generator reverse current passing through the windings of the
starter-generator and determines if the starter-generator has become a load rather than a power source. If

reverse current is present, the voltage regulator will open the line contactor relay and remove the starter-
generator from the bus.
OVER EXCITATION PROTECTION

Over excitation protection is provided by the voltage regulator. The voltage regulator over excitation
protection circuit will activate in the event that starter- generator voltages begins to increase without
control, but does not go into overvoltage. If the generator field reaches its design limit; the generator will
drop of line. When a failure causes excessive field excitation, the affected starter- generator will attempt
to carry the airplane’s entire electrical load. During normal operation, this is sensed at the voltage
regulator by comparing voltages of the starter-generators. A starter-generator will be de-energized if
generator bus voltage is greater than 28.5 vdc and the current output differs between starter- generators by
more than 15 percent for 5 seconds. This circuit functions during parallel operation only and does not
require an overvoltage fault to trip the generator off line.
COMPONENT LOCATION
The voltage regulators, current limiters, paralleling rheostats, overvoltage relays, reverse current relays,
volt/loadmeter shunts, and generator bus feeder limiters, are all lo cated beneath the floor panels in the
center aisle forward of the main spar.
AC GENERATION
AC power is supplied by one of two inverters installed in the wing center section outboard of each engine
nacelle. An inverter select switch, placarded INVERTER NO 1, OFF, INVERTER NO 2 is located on the
pilot’s subpanel. When either inverter is selected, DC power is supplied to that inverter and connects 26
VAC and 115 VAC outputs to various instruments and systems requiring AC power. Typical avionics
that uses AC power include the autopilot/flight director, RMI, attitude gyro and the ADF. On some
aircraft, the torquemeters are also AC powered. The inverter warning annunciator light is energized
anytime the inverter fails or power is removed.
The AC meter is located on the copilots subpanel. The meter normally monitors
frequency, unless the button in the lower left hand corner of the meter is pressed, at
which time it will display voltage. For normal operation, the 115v inverter output
must be 107-120VAC at 390-410 Hz.

EXTERNAL POWER
The external power receptacle is located on the right wing
just outboard of the engine nacelle. The receptacle is
designed for use with an auxiliary ground unit having a
standard AN plug. A switch in the external power plug
receptacle illuminates a yellow caution light, EXT PWR, on
the caution/advisory annunciator panel. This annunciator
light receives power from the hot battery bus. A voltage of
24 to 28 VDC is required to close the external power relay.
The airplane electrical system is protected against damage from reverse polarity by a relay and diode in
the external power circuit. When an external power source is used, the Ground Power Unit (GPU) must
be capable of producing 1000 amperes for 5 seconds, 500 amperes for two minutes and 300 amperes
continuously. Use of an inadequate ground power unit can in damage to the airplane’s electrical system.
External power can be used to operate all the airplane electrical equipment, including the avionics.
PILOT TIP
The output setting must not be set to exceed 1000 amperes on ground power units. Any
current set in excess of 1000 amperes may damage the starter. Observe the following
precautions when using an external power source:
a. Use only an auxiliary power source that is negatively grounded. If the polarity of the power
source is unknown, determine the polarity with a voltmeter before connecting the unit to the
airplane.
b. Before connecting an external power unit, turnoff all radio equipment and generator switches,
but turn the battery on to protect transistorized equipment against transient voltage spikes.
c. If battery voltage indicates less than 20 volts, the battery must be recharged or replaced with a
battery indicating 20 volts or greater, before using auxiliary power. The battery switch must be
ON when starting engine with auxiliary power, and generators should be OFF until auxiliary
power has been disconnected.

AVIONIC MASTER SWITCH

The avionics systems installed on each airplane usually consist of individual nav/com units, each having
its own ON–OFF switch. Avionics packages will vary on different airplane installations. Due to the large
number of individual receivers and transmitters, a Beech avionics master switch placarded AVIONICS
MASTER POWER is installed on the pilot’s panel.
PILOT TIP
Voltage is required to energize the avionics power relays in order to remove power from
the avionics equipment.
CIRCUIT BREAKERS
Both AC and DC power are distributed to the various aircraft systems via three separate circuit breaker
panels which protect most of the components in the airplane. The smaller one is located below the fuel
management panel, to the left of the pilot. The large panel is located to the right of the copilot’s position.
The third panel is located at the aft of the center console. Each of the circuit breakers has its amperage
rating printed on it. Procedures for tripped circuit breakers, and other related electrical system warnings,
can be found in the “Emergency” section of the Pilot’s Operating Handbook. If a non-essential circuit
breaker on either of the two circuit breaker panel’s trips while in flight, do not reset it. Resetting a tripped
breaker can cause further damage to the component or system. If an essential system circuit breaker trips,
wait 30 seconds and then reset it. If it fails to reset, DO NOT attempt to reset it again. Take corrective
action according to the procedures in the “Abnormal” section of your POH.
STATIC DISCHARGING - DESCRIPTION AND

OPERATION
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, avionics and electrical equipment operation. Static
buildup can also affect an uncomfortable discharge through personnel disembarking from the airplane
after landing; therefore, static dischargers are installed on the trailing edges of the flight surfaces on all
airplane serials and on the wing tips.

ELECTRICAL SYSTEM LIMITATIONS

External Power Limits
External power carts will be set to 28.0 - 28.4 volts and be capable of generating a minimum of 1000
amps momentarily and 300 amps continuously.
Generator Limits
Starter Limits
Use of the starter is limited to:
40 seconds ON, 60 seconds OFF.
40 seconds ON, 60 seconds OFF.
40 seconds ON, then 30 minutes OFF.
EMERGENCY ELECTRICAL PROCEDURES

Smoke and Fume Elimination
Attempt to identify the source of smoke or fumes. Smoke associated with electrical failures is usually
gray or tan in color, and irritating to the nose and eyes. Smoke produced by environmental system failures
is gen erally white in color, and much less irritating to the nose and eyes. If smoke is prevalent in the
cabin, cabin oxygen masks should not be intentionally deployed. If masks are automatically deployed due

to an increase in cabin altitude, passengers should be instructed not to use them unless the cabin altitude
exceeds 15,000 feet.
Electrical Smoke or Fire
1. Oxygen
a. Oxygen System Ready - PULL ON (Verify)
b. Crew (Diluter Demand Masks) - DON MASKS (100% position)
c. Mic Selector - OXYGEN MASK
d. Audio Speaker - ON
2. Cabin Temp Mode - OFF
3. Vent Blower – AUTO
4. Avionics Master - OFF
5. Nonessential Electrical Equipment - OFF
If Fire or Smoke Ceases:
a. Individually restore avionics and equipment previously turned off.
b. Isolate defective equipment.
WARNING!
DISSIPATION OF SMOKE IS NOT SUFFICIENT EVIDENCE THAT A FIRE HAS BEEN
EXTINGUISHED. IF IT CANNOT BE VISUALLY CONFIRMED THAT NO FIRE EXISTS,
LAND AT THE NEAREST SUITABLE AIRPORT.
If Smoke Persists or if Extinguishing of Fire is Not Confirmed:
c. Cabin Pressure - DUMP
a. Land at the nearest suitable airport.
NOTE
Opening a storm window (after depressurizing) will facilitate smoke and fume removal.

INVERTER FAILURE
1. Select other inverter.
ABNORMAL ELECTRICAL PROCEDURES

Generator Inoperative (L or R DC GEN Annunciator)
1. Loadmeter - VERIFY GENERATOR IS OFF (0% LOAD)
2. Generator - RESET, THEN ON
3. If generator will not reset:
4. Generator - OFF
Loadmeter - DO NOT EXCEED 100%
Battery Charge Rate (BATTERY CHARGE Annunciator)
Ground Operations:
The BATTERY CHARGE annunciator will illuminate after an engine start. Do not take off with the
annunciator illuminated unless a decreasing battery charge current is confirmed. See Nickel-Cadmium
Battery Check in POH.
In Flight:
In-flight illumination of the BATTERY CHARGE annunciator indicates a possible battery malfunction.
1. Battery Switch - OFF
2. BATTERY CHARGE Annunciator Extinguished - CONTINUE TO DESTINATION
3. BATTERY CHARGE Annunciator Still Illuminated - LAND AT NEAREST SUITABLE

AIRPORT.
Excessive Loadmeter Indication (over 100%)
1. Battery - OFF (monitor loadmeter)
If Loadmeter Still Indicates Above 100%:
2. Nonessential Electrical Equipment – OFF
If Loadmeter Indicates 100% or Below.
3. Battery – ON

Circuit Breaker Tripped
1. Nonessential Circuit - DO NOT RESET IN FLIGHT
2. Essential Circuit:
a. Circuit Breaker - PUSH TO RESET
b. If Circuit Breaker Trips Again - DO NOT RESET
Subpanel Feeder Circuit Breaker Tripped (Fuel Panel Bus Feeders and Right Circuit Breaker Panel
Bus Feeders)
1. A short is indicated, do not reset in flight.
Avionics Master Power Switch Failure
If the Avionics Master Power Switch Fails to Operate in the ON Position:
1. Avionics Master Circuit Breaker – PULL
NOTE
Turning on the Avionics Master Power switch removes power that holds the avionics relay open. If the
switch fails to the OFF position, pulling the Avionics Master circuit breaker will remove power to the
relay and should restore power to the avionics buses.
EXPANDED ELECTRICAL PROCEDURES

Hot Battery Bus Check with the Battery Switch Off
1. Fuel Firewall Valves CLOSED
2. Boost Pumps ON - Listen for operation.
3. Battery Switch ON - FUEL PRESS lights illuminate immediately.
4. Fuel Firewall Valves OPEN - FUEL PRESS lights extinguish.
5. Boost Pumps OFF - FUEL PRESS lights illuminate.
Current Limiter Check – Battery Only
1. Battery Switch - On
2. Left and Right Volt/Loadmeters PRESS BOTH

3. 24 volts on both loadmeters NORMAL
4. 0 volts on any loadmeter FAILED CURRENT LIMITER
Current Limiter Check – Engines Running
1. One Generator TURN OFF EITHER LEFT OR RIGHT
2. Left and Right Volt/Loadmeters PRESS BOTH
3. 28 volts on both loadmeters NORMAL
4. Less than 28 volts on any loadmeter FAILED CURRENT LIMITER

ELECTRICAL SYSTEM
QUESTIONS
1. List the items on the hot battery bus (hot wired items).
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
__________________________________________________________________
2. What is the primary source of electrical power for the BE-C90?
A. The NiCad or lead-acid battery.
B. Ground power.
C. The two 250 amp starter-generators.
D. Both a & b above.
3. Typical avionics that uses AC power include the:

_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_____________________________________________________________________
4. The purpose of the inverter is to:
A. Provide alternating current to all avionics.
B. Convert AC current into DC current.
C. Convert direct current into alternating current.
D. Provide DC power to certain aircraft systems.
5. The King Air C90 has two _____ volt and _______AMP D.C. starter - generators that are regulated to
______ volts ± .25 volts.
6. T or F: Certain engine instrument gages use AC power.
7. What is the minimum the battery voltage for a battery start? _______ A G.P.U. start? _________
8. T or F: The generators may be used for 100% of the irrated load continuously.
9. List the GPU setting for starting: _______ amps _______ volts.

10. What is the function of the two 325 amp current limiters?
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_____________________________________________________________________
11. What are the primary functions of the voltage regulator unit?
A. ___________________________________________________________________
B. ___________________________________________________________________
C. ___________________________________________________________________
D. ___________________________________________________________________
12. What does the reverse current relay do?

_________________________________________________________________________________
_________________________________________________________________________________
________________________________________________________________________
13. How many amps can the lead acid battery provide for 1 hour?
A. 34
B. 42
C. 24
D. 12
14. T or F: While utilizing external power, the battery switch should be on.
15. Where is the battery located?
A. In the left wing center section
B. In the aft compartment
C. In the right wing center section
D. In the nose compartment
16. When a generator is off the line, what indication is present?
A. A yellow DC GEN light is illuminated.
B. The Generator switch is in the OFF position.
C. A green DC GEN light is illuminated.
D. A red DC GEN light is illuminated.

17. Where is the external power connector located?
A. Under the left wing
B. On the left aft fuselage
C. Under the right wing, outboard of the engine nacelle
D. On the right forward fuselage
18. When an engine is being started, in what position should the GEN switch be?
A. RESET
B. ON
C. OFF
19. What indication is provided to alert the operator that an external power plug is connected to the
airplane?
A. An audible tone
B. An EXT PWR light
C. A master warning light
D. Fluctuating generator meters
20. How many inverters are there?
A. 1
B. 2
C. 3
D. 4
21. What is the rating of each inverter?
A. 28-volt and 26-volt, 400 Hz
B. 24-volt and 130-volt, 60 Hz
C. 115-volt and 26-volt, 400Hz
D. 30-volt and 115-volt, 120 Hz
22. What are the starter limits?
A. 40 seconds ON, 60 seconds OFF, 40 seconds ON, 60 seconds OFF, 40 seconds ON,
30 minutes OFF

B. 10 seconds ON, 30 seconds OFF, 40 seconds ON, 60 seconds OFF, 60 seconds ON,
90 seconds OFF
C. 20 seconds ON, 60 seconds OFF, 20 seconds ON, 60 seconds OFF, 20 seconds ON,
90 minutes OFF
D. 15 seconds ON, 50 seconds OFF, 15 seconds ON, 60 seconds OFF, 10 seconds ON,
5 minutes OFF
23. What is the purpose of static wicks?

_________________________________________________________________________________
_________________________________________________________________________________
________________________________________________________________________
24. Explain how to perform a current limiter check:

_________________________________________________________________________________
_________________________________________________________________________________
________________________________________________________________________

CHAPTER 3
ANNUNCIATOR SYSTEM
OBJECTIVES
After completing this chapter, the pilot will be able to:
1. Identify the components of the annunciator system.
2. Describe the dimming procedure.
3. Describe the Master Warning features.
4. Explain the significance of the light colors used in the annunciator panel.
ANNUNCIATOR SYSTEM
The annunciator system consists of warning annunciator panel centrally
located in the glareshield, and an annunciator panel dimming control, a
press-to-test switch, and a fault warning light. The illumination of a
green or yellow annunciator light will not trigger the fault warning
system but a red annunciator will actuate the fault warning flasher. The
dimming control is located adjacent to the press-to-test switch and may
be used to increase or decrease the intensity of the annunciator
indicator lights to the desired level. In the event of a fault, a signal is
directed to the respective channel in the annunciator panel and lamp
intensity rises to the highest level. If the fault requires the immediate
attention of the pilot, the fault warning light will flash. The flashing
fault warning light may be extinguished by pressing the face of the
light to reset the circuit, and if the fault is-not, or cannot be,
corrected, the indicator light in the annunciator panel will remain
lighted at the lowest intensity selected on the dimming control. If an
additional fault occurs, the appropriate light in the annunciator panel
will illuminate. Lamp intensity will again increase to the highest

level of intensity, until the circuit is reset as before. If the additional fault requires the immediate attention
of the pilot, the fault warning light will once again begin flashing. The lamps in the annunciator system
can be tested anytime the integrity of a lamp is in question.
The lamps in the annunciator system should be tested before every flight, and anytime the integrity of a
lamp is in question. Depressing the PRESS TO TEST button, located to the right of the warning annunciator
panel in the glare-shield, illuminates all the annunciator lights, MASTER WARNING flashers, and
MASTER CAUTION flashers. Any lamp that fails to illuminate when tested should be replaced.
ANNUNCIATOR EMERGENCY PROCEDURES

None.
ANNUNCIATOR ABNORMAL PROCEDURES

None.

ANNUNCIATOR SYSTEM
QUESTIONS
1. Name the three annunciator panels and the color of the lights associated with these panels.
_________________________________________________________________________________
___________________________________________________________________________
2. Where is the master warning flasher located?

_________________________________________________________________________________
___________________________________________________________________________
3. What would make it illuminate?

_________________________________________________________________________________
___________________________________________________________________________

CHAPTER 4
FUEL SYSTEM
OBJECTIVES
After completion of this chapter, the student will be able to:
1. Identify fuel system controls, components, functions and gauges.
2. Explain fuel annunciator lights, probable cause for illumination and corrective action.
3. Describe fuel tanks, location and capacities
4. Identify approved fuels.
5. State sequence of filling tanks.
6. Locate all preflight fuel drains.
7. Describe fuel vent system.
8. Describe flow of fuel from tanks to engine.
9. Describe operation of fuel transfer pumps.
10. Describe operation of fuel crossfeed system.
11. Explain fuel check procedures conducted before flight.
12. List fuel system limitations, normal and emergency procedures.

FUEL SYSTEM - DESCRIPTION AND OPERATION

The airplane fuel supply system consists of individual fuel systems for each engine. The systems are
controlled from a fuel control panel located on the left side of the pilot’s compartment. A crossfeed line
and valve allows each system to supply fuel to either or both engines as necessary. Fuel for each system is
contained in one nacelle tank of 61 gallons capacity and four interconnected wing cells with a combined
capacity of 134 gallons. Each fuel cell cavity is lined with a rubber bladder-type cell.
PILOT TIP
Do not allow the fuel cells to dry out and crack.

A 44 gallon cell is located in the wing center section. The outboard wing panel contains two 25 gallon
tanks. A 40 gallon tank in the wing leading edge brings the total fuel capacity to 195 gallons per side. The
total usable fuel capacity of both tanks is 384 gallons. The filler cap for this system of tanks is located on
the leading edge near the wing tip. An anti-siphon valve is installed in each filler port which prevents loss
of fuel or collapse of a fuel cell bladder in the event of improper securing or loss of the filler cap. The fuel
system also incorporates electrical boost and transfer pumps and an electrically operated crossfeed valve.
Three modes of operation are available, each of which is described briefly.
1. NORMAL OPERATION. Each engine receives fuel from its corresponding fuel cells and boost
pump. The cross-feed valve control switch is in the AUTO position. The cross-feed valve is
closed but is armed for automatic operation.
2. AUTOMATIC CROSSFEED OPERATION. In the event of a boost pump failure, standby boost
pressure is obtained by supplying fuel to both engines, through the crossfeed valve, from one
boost pump. A drop in output pressure from the failed pump is sensed by a pressure switch which
automatically opens the crossfeed valve when the pressure drops below 5 psi.
3. SUCTION FEED. This mode of operation may be employed after a boost pump has failed and
allows the use of fuel from tanks on the side with the failed pumps. Suction feed operation is
obtained by moving the crossfeed valve control switch from the AUTO position to the OFF
(valve closed) position. Vacuum created by the engine driven fuel pump lifts fuel from the nacelle
fuel tank. Suction feed operation is restricted to 10 hours total time between engine overhaul
periods. If the engine driven fuel pump is operated on suction feed beyond the 10 hour limit,
overhaul or replacement of the pump is necessary.
PILOT TIP
Suction feed should only be used after cruise altitude has been attained.
Fuel level in the nacelle tank is automatically maintained at near full capacity during normal operation by
a fuel transfer system whenever the fuel level in the nacelle tank drops by approximately 10 gallons. A
transfer pump, located in each center section wing cell, pumps fuel from the wing tanks to the nacelle
tank. The transfer pumps are controlled by float operated switches on the nacelle tank fuel quantity
transmitters. A pressure switch, located in the fuel transfer line, will automatically turn off the transfer
pump if a pressure of approximately 3.0 psi is not obtained within approximately 30 seconds after the
pump is turned on or if the transfer pump pressure drops below 1 psi due to empty wing tanks or pump
failure. A NO FUEL XFR warning light illuminates when the pump is automatically turned off. The NO

FUEL XFR light is also illuminated when the transfer pump function switch is placed in the TEST
position and will stay illuminated until sufficient pressure is created in the fuel transfer lines to open the
pressure sensing switch. If the transfer pump fails, 28 gallons of fuel remains trapped and unusable in the
wing because of wing dihedral and the location of the gravity feed line in the tank wall.
FUEL GAUGES
The fuel quantity indicating system is a
capacitance type system that is compensated for
specific gravity and reads in pounds on two fuel
gages on the fuel control panel. Fuel quantity
control monitors operate in conjunction with the
fuel quantity capacitance probes in the various
fuel cells to measure the quantity of fuel in the
fuel system of each wing. A selector switch
located between the fuel quantity indicators in the
fuel panel beside the pilot may be set in either the
NACELLE or TOTAL position. Each side of the airplane has an independent gauging system consisting
of a fuel quantity transmitter unit in the nacelle tank, one in the center section tank, one in the inboard
wing tank and two in the leading edge tank. A maximum indication error of 3% may be encountered in
the system. The system is designed for the use of Jet A, Jet A1, JP-5 and JP-8 aviation kerosene, and
compensates for changes in fuel density due to temperature changes. If other fuels are used, the system
will not indicate correctly. The gages are marked in pounds.
PILOT TIP
Fill the nacelle tanks first. Filling the nacelle tanks first prevents fuel transfer through
the gravity feed interconnect lines from the wing tanks into the nacelle tanks during
fueling. If wing tanks are filled first, fuel will transfer from them into the nacelle tank
leaving the wing tanks only partially filled.

FUEL DRAIN VALVES

The drain ring for the firewall fuel strainer drain is
located on the firewall under the cowling on the right
side of the engine. The leading-edge tank sump is on
underside of outboard wing just forward of main spar.
The boost pump sump is at the bottom center of
nacelle forward of wheel well. The transfer pump
sump drain is just outboard of the wing root and
forward of flaps. The wheel well sump is located inside of the wheel well. The drains should be checked
for fuel contamination during each preflight. To permit purging the fuel supply line during engine start, a
purge solenoid valve is installed in the fuel return line. This valve is connected to the starter switch and is
opened only when the switch is in the START position.
PILOT TIP
Check fuel at each drain point for contamination and allow a three-hour settle period
whenever possible.
FIREWALL SHUTOFF VALVES

Electrically operated, gate-type shutoff valves are mounted behind the firewall on the outboard side of
each nacelle. Relief valves are incorporated in the valves to relieve thermal expansion downstream of the
valve. The firewall shutoff valves receive electrical power from the main buses and also from the
essential buses which are connected directly to the battery. When the FUEL FIREWALL VALVE switch
is closed, its respective firewall shutoff valve
shuts off the flow of fuel to the engine. Only fuel
is cut off to the engine with this switch.
FUEL VENTS
The main and auxiliary fuel systems are vented
through a recessed vent coupled to a static vent
on the underside of the wing adjacent to the

nacelle. One vent (NACA) is recessed to prevent icing. The second vent is heated to prevent icing and
serves as a backup should the NACA vent become plugged. The outer wing tanks are cross vented with
one another.
FUEL PUMPS
Fuel is pumped to the engine by an electrically powered low pressure boost pump submerged in the
nacelle tank. The purpose of this pump is to provide pressurized fuel to the high pressure engine driven
fuel pump. The low pressure boost pump provides lubrication and prevents cavitation of the high pressure
fuel pump. It is not an emergency back up pump to the high pressure pump. The high pressure pump is
engine driven and operates at approximately 800psi. The high pressure engine-driven fuel pump is
mounted on the accessory case in conjunction with the fuel-control unit. This pump is protected against
fuel contamination by an internal, 90-mesh strainer. This pump provides sufficient fuel pressure to insure
a proper spray pattern of fuel in the combustion chamber. Failure of this pump results in an immediate
engine flameout. The high pressure pump is not designed to suction feed fuel from the nacelle tank. Its
function is to push fuel into the engine. If an engine driven high pressure pump is required to suction feed
from the nacelle tank, severe pump damage will result. For this reason, operation with the FUEL
PRESSURE annunciator on is limited to 10 hours between engine driven high pressure pump overhaul or
replacement. Failure of the electric boost pump would illuminate the FUEL PRESSURE annunciator
light. A pressure switch senses boost pump fuel pressure at the fuel filter. At less than 10 psi of pressure,
a switch closes and actuates the red FUEL PRESSURE warning light in the annunciator panel. At this
time, the system will begin to crossfeed automatically. The pilot may elect to close the crossfeed switch
and continue the flight using the high pressure engine driven fuel pump or continue with the crossfeed
operation.
CAUTION
OPERATION WITH THE FUEL PRESSURE LIGHT ON IS LIMITED TO 10 HOURS
BETWEEN OVERHAUL OR REPLACEMENT OF THE ENGINE-DRIVEN FUEL PUMP.
The boost pumps are controlled by toggle switches on the fuel-control panel. The power source for the
boost pumps is supplied from the left or right Fuel Panel Bus. The alternative source of power to the
boost pumps is directly from the battery through the Battery Emergency Bus. To prevent electrical
interference with the avionics equipment of the aircraft, a noise filter for the standby boost pump is
installed on the airplane. After shutdown, both boost pump switches must be in the off position to prevent
discharge of the battery.

FUEL TRANSFER PUMPS

A submerged fuel transfer pump, located in each center wing section cell, automatically maintains the
fuel level in the nacelle’ fuel cells at or near full capacity. (61 Gals) Magnetic switches, incorporated in
the nacelle fuel cell fuel quantity transmitter, control the operation of the transfer pumps. A pressure
switch connected to the transfer line automatically turns the transfer pump off when the wing cells are
empty or the pump fails. To allow time for the pressure to buildup when the pump is first turned on, a
time delay relay keeps the pump energized for approximately 30 seconds. If the pressure does not build
up within this period, the pump is automatically turned off. When the fuel transfer switches are turned on,
the transfer pumps begin operation and continue operating until the nacelle tank is filled and the high
level switches of the fuel level transmitter close. This energizes the transfer pump relay and opens the
transfer pump circuit, stopping the pump. When the fuel level in the nacelle tank decreases by
approximately 10 gallons, a relay is energized starting the transfer pump and the cycle is repeated. If
within 30 seconds the transfer pump fails to produce sufficient pressure to open the fuel pressure switch,
the contacts of the time delay relay close. This provides a NO FUEL TRANSFER signal for the
annunciator panel and energizes the transfer pump relay to stop the pump. The time delay relay is latched
by a diode to prevent the transfer pump from being turned on. The time delay relay may be reset by
placing the transfer pump in the OFF position for a time (normally about 60 seconds) sufficient for the
relay to cool and the points to open. The function switch provides a means for testing either the left or
right transfer system. Placing the transfer pump switch in the ON position starts the pump, except when
the nacelle tank is full. Should a no-transfer condition exist, the LH TEST or RH TEST position of the
function switch bypasses the time delay relay to give an immediate NO FUEL XFR indication on the
annunciator panel. If the pump is not running, due to normal cycling, selection of the TEST position
biases the transistor switch to start the pump. A momentary NO FUEL XFR indication denotes normal
transfer. If the time delay relay has been actuated, the TEST selection will not start the pump.
FUEL FILTERS
From the firewall shutoff valve, fuel is routed to the engine-driven fuel pump through the main fuel filter
on the lower center of the engine firewall. This 20- micron filter incorporates an internal bypass valve to
permit fuel flow in the event of a blockage. In addition to the main fuel filter, a screen strainer filter is
located at each tank outlet before the fuel reaches the boost or transfer pumps. The high pressure engine
driven pump incorporates an integral strainer to protect the pump.

ENGINE FUEL CONTROL LINE HEATER

A heating element is wrapped around the engine air pressure sense line immediately before entering the
engine fuel control unit. The line between the fuel control unit and primary governor is similarly heated.
Each heating element is controlled either by an individual circuit breaker switch located on the circuit
breaker panel to the pilot’s right or by a switch in the condition lever.
FUEL HEATER
From the main filter, fuel is routed through the fuel flow transmitter and then to the fuel heater. The fuel
heater utilizes heat from the engine oil to warm the fuel prior to sending it to the fuel control unit. The
fuel heater is thermostatically controlled to maintain a temperature range of 70º to 90ºF. This action
prevents water from freezing in the fuel lines. The fuel is then routed to the fuel-control unit that monitors
the flow of fuel to the engine fuel nozzles.
CROSSFEED
Crossfeed is only to be conducted during single engine or boost pump failure operations. Each nacelle
tank is connected to the opposite engine by a crossfeed line. Crossfeed operation is controlled by a three
position crossfeed switch labeled OPEN, CLOSED or AUTO. In the event of a boost pump failure,
standby boost pressure is obtained by supplying fuel to both engines, through the crossfeed valve, from
one boost pump. A drop in output pressure from the failed pump is sensed by a pressure switch which
automatically opens the crossfeed valve when the pressure drops below 5 psi. When the crossfeed valve is
open, the FUEL CROSSFEED light on the annunciator panel will illuminate. The crossfeed will not
transfer fuel from one tank to another; its primary function is to supply fuel from one side to the opposite
engine during an engine-out condition or a boost pump failure.
FUEL PURGE SYSTEM

The fuel system also includes a fuel drain collector system. Fuel from the engine fuel manifold drain
valve is routed to the fuel drain collector tank mounted on the center of the fireseal directly under the
accessory section of the engine. This tank contains an internal float for a normally open switch that closes
the circuit to a pump mounted on the fireseal just to the right of the tank. When fuel from the engine fuel
manifold drain valve is dumped, the tank fills and closes the switch. At the first activation of the fuel line
heater from which the power for the pump is derived, fuel is pumped aft to the purge line leading to the
nacelle tank. A check valve in the line prevents backflow of fuel during purging of the fuel system at

engine start. The drain line is tied into the fuel return line aft of the fuel purge valve to prevent
interruption of pressure in the fuel system. A vent line is plumbed from the top of the collector tank
downward to the fuel drain manifold on the underside of the nacelle and is also routed through a flame
arrestor.
FUEL LIMITATIONS
Approved Engine Fuels
COMMERCIAL GRADES: Jet A, Jet A-1, Jet B
MILITARY GRADES JP-4, JP-5, JP-8
Emergency Engine Fuels

COMMERCIAL AVIATION GASOLINE GRADES:
80 Red (Formerly 80/87)
91/98
10OLL Blue
100 Green (Formerly 100/130)
115/145 Purple
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 (FL 80) or below with boost pumps
inoperative.
3. Crossfeed capability is required for climbs above 8,000 feet pressure altitude (FL 80).
4. Operation above 31,000 feet (FL 310) is prohibited.
APPROVED FUEL ADDITIVES/ANTI-ICING ADDITIVES

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-1-27686 or MIL-1-85470 must be added to the fuel.
CAUTION
BEFORE REFUELING, CHECK WITH THE FUEL SUPPLIER TO DETERMINE WHETHER
OR NOT ANTI-ICING ADDITIVE HAS ALREADY BEEN ADDED TO THE FUEL. IF ANTI-
ICING ADDITIVE IS REQUIRED, IT MUST BE PROPERLY BLENDED WITH THE FUEL TO
AVOID DETERIORATION OF THE FUEL CELL SEALANT. THE ADDITIVE
CONCENTRATION SHALL BE A MINIMUM OF 0.10% AND A MAXIMUM OF 0.15% BY
VOLUME. TO ASSURE PROPER CONCENTRATION BY VOLUME OF FUEL ON BOARD,
BLEND ONLY ENOUGH ADDITIVE FOR THE UNBLENDED FUEL.
Fuel 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-1-27686 or MIL- 1-85470 specification. Used together, the additives have no
detrimental effect on the fuel system components. Refer to the Beech Super King Air 90 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.

FUEL MANAGEMENT
USABLE FUEL (GALLONS X 6.7 = POUNDS)
Total Fuel Quantity 387 gallons
Total Usable Fuel Quantity 384 gallons (2573 pounds)
Fuel Management Limitations

1. Do not take off if fuel quantity indicator is in yellow arc or if fuel quantity is less than 265 pounds
in each wing system.
2. Operation on aviation gasoline is limited to 150 hours during any one engine overhaul period.
3. Operation is limited to 8000 feet when operating on aviation gasoline with boost pumps
inoperative.
4. Both boost pumps must be operable prior to takeoff.
5. Operation with the FUEL PRESS Annunciator on is limited to 10 hours between main engine
driven fuel pump overhaul or replacement period, (See FUEL PRESSURE this section).
6. Crossfeeding of fuel is permitted only in the event of:
a) Electric boost pump failure or engine failure.
Fuel Crossfeed
Crossfeeding of fuel is permitted only when one engine is inoperative or Boost Pump failure.
Fuel Gages in the Yellow Arc

Do not take off if fuel quantity gages indicate in the yellow arc or indicate less than 265 pounds of fuel in
each main tank system.
EMERGENCY FUEL SYSTEM PROCEDURES


Boost Pump Failure
NOTE
With crossfeed in AUTO, a boost pump failure will be denoted only by the illumination of the FUEL
CROSSFEED Annunciator. To identify the failed boost pump, momentarily place the crossfeed in the
CLOSED position. The FUEL PRESS Annunciator on the side of the failed boost pump will illuminate.
Then place the crossfeed switch in the OPEN position. The FUEL PRESS Annunciator will then
extinguish.
1. Inoperative Fuel Boost Pump - OFF

2. Determine whether continuation of flight with crossfeed open is possible.
CAUTION
IF CROSSFEED IS DISCONTINUED, EXCESSIVE POWER FLUCTUATIONS MAY BE
EXPERIENCED; OPEN CROSSFEED IMMEDIATELY.
3. To continue flight with crossfeed closed, satisfactory operation may be obtained by:
A. Reducing power
B. Descending to a lower altitude
C. Waiting for fuel to cool
NOTE
Accumulated time of operation with FUEL PRESS Annunciator illuminated is limited to ten hours.
Crossfeed (Emergency One-Engine-Inoperative Operation)

1. Fuel Boost Pumps – ON
2. Transfer Pumps – ON
3. Crossfeed - OPEN, Check FUEL CROSSFEED Annunciator – ON
4. Fuel Boost Pump (non-feeding tank) - OFF (Check respective FUEL PRESS
Annunciator out)

To Discontinue Crossfeed:
1. Both Fuel Boost Pumps – ON
2. Crossfeed Switch – CLOSED
3. Fuel Boost Pump (inoperative engine) - OFF
ABNORMAL FUEL PROCEDURES

Transfer Pump Failure
When the L or R NO FUEL XFR annunciator illuminates and there is fuel in the wing tanks, the nacelle
fuel quantity will decrease to approximately 150 pounds indicating a failure of that transfer pump and
gravity-feeding will begin.
1. Transfer Pump OFF
CAUTION
IF A TRANSFER PUMP FAILS DURING FLIGHT, ALL BUT 28 GALLONS (190 POUNDS)
WILL GRAVITY FEED INTO THE NACELLE TANK.
NOTE
When wing fuel is depleted, the L or R NO FUEL XFR annunciator will illuminate as a result of normal
system operational logic.
FUEL SYSTEM EXPANDED PROCEDURES

Fuel Panel Check
1. Circuit Breakers – IN
2. Fuel Firewall Valves – CLOSED
3. Crossfeed - OPEN (Check FUEL CROSSFEED Annunciator on), then CLOSED
4. Boost Pumps - ON (listen for operation)
5. Battery Switch - ON (Check left and right FUEL PRESS Annunciators on.)

6. Fuel Firewall Valves - OPEN (Check left and right FUEL PRESS Annunciators off.)
7. Fuel Quantity – CHECK
8. Transfer Pumps - ON (listen for operation), then OFF.
If either of both pumps fails to operate, press the Transfer Test Switch and monitor the respective NO
FUEL XFR Annunciator.
Boost Pump/Auto Crossfeed Test

1. Left Boost Pump OFF L FUEL PRESS light flashes and extinguishes; FUEL CROSSFEED light
illuminates.
2. Left Boost Pump ON
3. Crossfeed Switch CLOSED THEN AUTO
4. Right Boost Pump OFF R FUEL PRESS light flashes and extinguishes; FUEL CROSSFEED
light illuminates.
5. Right Boost Pump ON
6. Crossfeed Switch CLOSED THEN AUTO

FUEL SYSTEM
QUESTIONS
1. List the items on the fuel panel that receive power from the Hot Battery Bus.
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
2. T or F: The engine will continue to operate at reduced power with boost pump pressure after the
failure of the high pressure fuel pump.
3. T or F: Prist always has to be added to the fuel.
4. Maximum useable fuel capacity is: __________lbs.
5. Fuel is heated prior to entering the fuel control unit by:
A. Bleed air from the engine’s compressor
B. Engine oil, through an oil-to-fuel heat exchanger
C. The friction heating caused by the boost pump
D. An air-to-fuel heat exchanger prior to the fuel control unit.
6. Which of the following is a function of the electric boost pump?
A. It functions as a backup pump in the event of a primary fuel pump failure.
B. It is used with aviation gas in climbs above 8,000 feet
C. It is used in crossfeed operation
D. B and C
7. Total fuel capacity _____ gallons ______ lbs.
Main Tanks ______ gallons ______ lbs.
Nacelle Tanks _______gallons _______lbs.
8. When is crossfeed use authorized?
A. For single-engine operation
B. For climbs above 8,000 feet when aviation gas is used

C. When fuel imbalance is 500 pounds..
D. When fuel pressure decreases below 10 ± psi.
9. A __ hour settle period is recommended before sampling the fuel.
10. Which of the following limitations applies to operation with aviation gas?
A. A maximum altitude of 20,000 feet with both boost pumps operative and 150 hours between
overhauls.
B. A maximum altitude of 8,000 feet with boost pump inoperative and 150 hours between overhauls.
C. A maximum altitude of 20,000 feet with one boost pump inoperative and 150 hours between
overhauls
D. A maximum of 150 hours between overhauls only.
11. Is a fuel anti-icing additive required for this aircraft? ____________________
12. What does illumination of the fuel pressure warning light indicate? ___________________________
13. T or F: Take off with the fuel quantity indicator in the yellow is approved.
14. T or F: The “NO FUEL XFR” light will come on after the wing fuel is completely transferred to the
nacelle tank.
15. You fuel the airplane with jet fuel and mix in 100 gallons of AVGAS. Each engine must be
charged______________ hour(s) against its 150 hour AVGAS limitation.
16. If a transfer pump fails during flight, all but ___ gallons will gravity feed into the nacelle tank.
17. List the Cross-Feed Procedure:

_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_____________________________________________________________________
18. T or F: All fuel vents are electrically heated.

CHAPTER 5
ENGINE SYSTEM
OBJECTIVES
After completing this unit, the student should be able to:
1. Trace the internal airflow pattern of the engine.
2. State the basic design type of the engine.
3. State the power source for each engine gauge.
4. List pertinent engine limitations and restrictions.
5. Place in correct order the procedural steps of a normal engine start.
6. Place in correct order the procedural steps for the engine clearing procedure.
7. List the starter time limitations.
8. State the correct procedure for normal engine shutdown.

GENERAL ENGINE DESCRIPTION

The King Air C-90 was introduced with Pratt & Whitney
PT6A-21 engines. The -21 is rated at 550 SHP. The Pratt &
Whitney PT6A engine is a light weight, reverse flow, free
turbine engine driving a propeller through a two-stage
reduction gearbox. Two major rotating assemblies compose
the heart of the engine. One assembly consists of the
compressor and the compressor turbine. The other includes
one power turbine and the power turbine shaft. The two
shafts are not connected together and rotate at different
speeds and in opposite directions. This configuration allows
the pilot to vary the propeller speed independently of the
compressor speed. Starter cranking torque is low since only
the compressor is initially rotated on start. Activating the
starter mounted on the accessory gearbox starts the engine.
The compressor draws air into the engine through a screened
annular air inlet and increases the air pressure across the 3
axial stages and one centrifugal impeller. From there it is
delivered to the combustion chamber. Air enters the
combustion chamber through small holes and at
approximately 17% N1 fuel is introduced into the
combustion chamber. Two spark igniters located in the
combustion chamber ignite the mixture and the hot gases are
directed to the turbine area. At this point, the ignition and
starter are turned off since a continuous flame now exists in
the combustion chamber. The hot expanding gases
accelerate through the compressor turbine and drive the compressor. The expanding gases continue to the
power turbine and provide rotational energy to drive the propeller shaft. The reduction gearbox reduces
the power turbines speed (approximately 33,000 RPM) to one suitable for propeller operation (1800 to
2200 RPM). This is done through a reduction gearbox which converts the high speed, low torque of the
power turbine to low speed, high torque required of the propeller. Gases leaving the power turbines are
expelled out to the atmosphere by the exhaust duct. Engine shutdown is accomplished by cutting fuel
going to the combustion chamber. An integral oil tank located between the inlet case and the accessory
gearbox provides oil to bearings and other various systems, such as propeller and torque systems. A fuel

control unit mounted on the accessory gearbox regulates fuel flow to the fuel nozzles in response to
power requirements and flight conditions. The propeller governor, mounted on the reduction gearbox,
controls the speed of the propeller by varying the blade angle depending on power requirements, pilot
RPM selection and flight conditions.
To properly understand the operation of the PT6 series engine, there are several basic terms the pilot
should become familiar with:
TURBOPROP ENGINE SYMBOLS AND THEIR

MEANINGS
N1 (or NG) - Gas generator speed (rpm or %)
N2 (or Nf) - Power turbine speed (rpm or %)
Np - Propeller speed (rpm or %)
FCU - Fuel control unit
Tq – Torque
OAT - Outside air temperature
PSIG - Pounds per square inch gage
PSIA - Pounds per square inch absolute
SHP - Shaft horsepower
ESHP - Equivalent shaft horsepower
FOD - Foreign object damage
Beta - Propeller non-governing mode of operation
P3 - Compressor discharge pressure
Px - Acceleration and speed enrichment pressure
Py - Governor pressure
P1 - Fuel pump delivery pressure
P2 - Metered fuel pressure
Po - Bypass fuel pressure
Wf - Fuel flow

T5 - Interturbine temperature (ITT)
BOV - Bleed off valve
RGB - Reduction gearbox
AGB- Accessory gearbox
N1, Np, Tq, and T5 are indicated on engine gauges along with oil temperature, oil pressure and fuel flow.
The engines used on the King Air C-90 have seven major sections; 1) Air inlet section 2) Compressor
section 3) Combustion section 4) Compressor Turbine 5) Power Turbine 6) Exhaust 7) Reduction Gear
Air Intake Section

The air inlet system is designed to provide the maximum
possible total pressure at the air inlet screen over a wide
band of normal flight conditions. The compressor air
intake consists of circular, screen-covered aluminum
housing. The screen greatly reduces the possibility of
foreign objects being ingested into the engine. Because
the screen area is very large, the velocity through the
screen is sufficiently low to permit a high degree of
screen blockage from debris or ice without significant

power losses. Air is directed to the air intake through air scoops located on the bottom of the engine. The
function of the air intake section is to direct airflow to the compressor section.
Compressor Section
The compressor section consists of a four-stage compressor assembly comprised of three axial stages and
one centrifugal stage. The function of the compressor is to compress and supply air for combustion,
engine cooling, pressurization and pneumatics, compressor bleed valve operation, and bearing sealing and
cooling. Bleed air is taken off the engine after the compressor stage and prior to the air entering the
combustion can. This air is referred to as P3 air due to the station it is extracted from. It is used for
airframe pressurization and pneumatic systems.
Compressor Bleed Valves

Below approximately 80% N1, the compressor axial
stage produces more compressed air than the centrifugal
stage can use. A compressor bleed valve compensates
for this excess airflow at lower engine RPMs by
bleeding axial stage air to reduce backpressure on the
centrifugal stage. The pressure relief helps prevent
compressor stalls in the centrifugal stage. The
compressor bleed valve is located at the 6 o’clock
position of the engine. It is a pneumatic piston which
references the pressure differential between the axial and centrifugal stages. The function of this valve is
to prevent compressor stalls and surges in the low N1 operating range. At low N1 RPM, the valve is in
the open position. At takeoff and cruise the compressor bleed valve will be closed. If the compressor
bleed valve was to stick in the closed position, a compressor stall would result from the attempt to
accelerate the engine to takeoff power. If the valve was to stick in the open position, the ITT would
increase, the torque decrease, while N1 RPM would remain the same.
PILOT TIP:
 Throttle back if continuous compressor surge is encountered.
 Accelerate slowly if an engine is prone to surge.
 Surge may damage the compressor and hot section. Have the engine bleed valve checked.

Combustion Section
The function of the combustion section is to create and extract
energy from the hot expanding gases to drive the compressor
turbine, axial compressors and the items on the accessory gear
box. At the same time, it drives the power turbine and propeller
to provide thrust for the aircraft. The PT6 engine utilizes an
annular combustion chamber. Fuel is injected into the combustion
chamber through fourteen simplex fuel nozzles by a dual
manifold. Ignition is provided by two high energy igniters. The
ignition system consists of a series dual low tension capacitor
discharge unit energized from a solid state D.C. power source. It
is designed for duty at 9 to 30 volts D.C. with a spark rate of one
per second. The system stores 4.5 joules of energy and the two
igniters are fired simultaneously. Even though the engine has two igniter plugs, it will start with only one
operating.
Turbine Section
The PT6A uses two reaction turbines. The single stage power turbine extracts energy from the
combustion gases and drives the propeller and its accessories through a planetary reduction gearbox. This
combination is defined as NP. The single-stage compressor turbine extracts energy from the combustion
gases to drive the gas generated compressor and the accessory gear section which is mounted on the rear
of the engine. This combination is defined as N1. A 2.3 U.S. gallon integral oil tank is formed between
the accessory gear-box and the compressor air inlet plenum. The oil tank filler cap is fitted with a
calibrated dipstick.
Exhaust Section
The exhaust gas from the turbine is passed into a vaneless
exhaust duct and exits from the engine and into the atmosphere
through two ports on opposite sides of the engine. The two heat
resistant exhaust outlets are located at the 9 o’clock and 3 o’clock
position.

Reduction Gear Section

The second stage turbine drives a two stage planetary reduction gearbox located at the front of the engine.
The primary function of the reduction gear section is to reduce the high RPM of the power turbine to a
speed required for propeller operation. The reduction gear section is also used for the torque meter
operation and it includes a drive section for the propeller governor, the propeller overspeed governor, and
the propeller tach generator.
The Accessory Section

The accessory drive section forms the aft portion of the engine. The accessory section is driven by the
compressor turbine through a shaft that extends through the oil tank to the accessory gearbox. The
function of the accessory section is to drive the engine and accessories. The accessory section includes:
1. The fuel control unit
2. The high pressure fuel pump
3. Lubricating pumps and scavenge pumps
4. N1 tach generator
5. DC starter generator
Engine Lubrication System

The engine integral lubrication system provides a constant supply of clean oil to the engine bearings,
reduction gears, accessory drives, torquemeter and propeller governor. The oil lubricates and cools the
bearings and carries any extraneous matter to the oil filter where it is precluded from further circulation.
A chip detector is also located in the reduction gear-box of each engine to detect and transmit a signal to
the annunciator panel to warn pilots of ferrous metal particles in the reduction gearbox.

Oil Tank
The 2.3 U.S. gallon oil tank is an integral part of the compressor inlet case and is located in front of the
accessory gearbox. The oil filler neck protrudes through the accessory gearbox and is closed by a cap
which incorporates a quantity measuring calibrated dipstick. The markings on the dipstick correspond to
U.S. quarts and indicate the quantity of oil required to top the tank to the full mark. Servicing the engine
oil system primarily involves maintaining the engine oil at the proper level. Do not mix different oil
brands together. The dipstick is marked in U.S. quarts and indicates the last five quarts required to bring
the system up full. Access to the dipstick cap is gained through an access door on the aft engine cowl.
While the airplane is standing idle, engine oil could possibly seep into the scavenge pump reservoir,
causing a low dipstick reading. Therefore, the oil should be check approximately 15 minutes after engine
shut down.
CAUTION
DO NOT MIX DIFFERENT BRANDS OF OIL WHEN ADDING OIL BETWEEN OIL
CHANGES. DIFFERENT BRANDS OR TYPES OF OIL MAY BE INCOMPATIBLE BECAUSE
OF THE DIFFERENCE IN THEIR CHEMICAL STRUCTURES.

NOTE
The dipstick indicates one quart below full when the oil level is normal. Overfilling may cause a
discharge of oil through the breather until a satisfactory level is reached.
Pumps
A main pressure pump is located in the tank and driven by an accessory gear on the compressor shaft. It
supplies oil directly to the engine bearings and the accessory drive gears. At maximum steady state gas
generator speed (N1 = 37,500 rpm), the main pressure pump maintains an oil flow of up to 90 lb/min. Oil
pressure is regulated within the range 80 – 100 Psi by a pressure relief valve in the engine. Actual range
on each model is dependent upon the aircraft serial number.
Oil Cooler
The oil cooler radiator is located inside the lower engine nacelle.
The system is fully automatic and incorporates a thermal sensor to
regulate the amount of air flow through the oil cooler. It is
equipped with a bypass valve to insure oil flow in the event the oil
cooler becomes blocked.
Oil Temperature
A DC powered oil temperature gauge uses a resistance bulb to sense oil temperature.
Oil Pressure
Oil pressure from the pressure pump outlet line is sensed by a transmitter and sent to a combination oil
pressure/oil temperature gauge located on the panel. This gauge is also DC powered.
Chip Detection
A chip detector is installed at the 6 o’clock position on the front case of the reduction gearbox. The chip
detector provides the pilot with an indication on the annunciator panel if the presence of ferrous particles
in the lubrication system has been attracted to the magnetic poles in the chip detector.

Fuel Heater
Oil that is returned from the accessory gearbox is directed to an oil to fuel heater prior to being returned to
the oil tank. The oil-to-fuel heater, mounted below the fuel pump at the rear of the engine is essentially a
heat exchanger which utilizes heat from the engine lubricating oil system to preheat the fuel in the fuel
system. A fuel temperature-sensing oil bypass valve regulates the fuel temperature by either allowing oil
to flow through the heater or bypass it to the engine oil tank. The temperature-sensing oil bypass (thermal
element) valve consists of a highly expansive material sealed in a metallic chamber. The expansion force
is transmitted through a diaphragm and plunger to a piston. Since the element only exerts an expansive
force, it is counterbalanced by a return spring which provides a contracting force during decreases in
temperature. The element senses the temperature of the outlet fuel and, at temperatures above 21°C
(70°F), starts to close the valve and simultaneously opens the bypass valve. At 32°C (90°F), the core
valve is completely closed and oil bypasses the heater core.
ENGINE FUEL SYSTEM

The engine fuel system consists of the electric low pressure fuel pump, oil to fuel heater, the high pressure
engine driven fuel pump, and the fuel control unit (FCU). A flow divider sends fuel to two fuel manifolds
where it is sent to the 14 fuel nozzles.
If the high pressure engine driven fuel pump fails, the engine will shut down. The low pressure pump’s
pressure is insufficient to run the engine.

Fuel Control Unit
The PT6 fuel control unit is a hydro-pneumatic device whose function is to supply the proper amount of
fuel to the fuel nozzles during all modes of each operation. In short, it’s a N1 governor. It is calibrated for
starting flow rates, acceleration, and maximum power. The FCU compares gas generator speed (N 1) with
the power lever setting and regulates fuel to the engine fuel nozzles. The FCU also senses compressor
section discharge pressure, compares it to rpm, and establishes acceleration and deceleration fuel flow
limits. The pneumatic section of the FCU determines the flow rate of fuel to the engine for all operations.
It does this by modify the amount of air pushing on the N1 governor bellows. This bellows or diaphragm
reacts to the increase or decrease in P3 air by moving in one direction or the other. P3 air is introduced
into the bellows so that it sets up a differential pressure on each side of the diaphragm. Therefore, any
change in P3 pressure will move the diaphragm. Attached to the diaphragm is a fuel metering valve which
moves as the diaphragm moves. When pressure is increased, the fuel-metering valve attached to the
bellows will move in an opening direction to increase fuel flow and increase N1 rpm. As P3 pressure
decreases, fuel flow also decreases which reduces the N1 rpm. The N1 governor increases or decreases P3
pressure in the bellows by varying the opening of relief orifices in the bellows.

STARTING AND IGNITION SYSTEM

The engine is started by a three-position switch located
on the pilot’s left subpanel placarded, IGNITION AND
ENGINE START - LEFT - RIGHT - ON - OFF -
STARTER ONLY. The switch is moved downward to
the STARTER ONLY position to motor the engine. This
is used to clear residual fuel without the ignition circuit
on. The switch is spring loaded and will return to the
center position when released. Moving the switch
upward to the ON position activates both the starter and ignition, and the appropriate green IGNITION
ON light on the annunciator panel will illuminate. When engine speed has accelerated through 50% N1
on starting, the starter is deactivated by placing the switch in the center OFF position.
AUTO IGNITION
The auto ignition system provides automatic ignition to prevent engine loss due to combustion failure.
This system ensures ignition during takeoff, landing, turbulence, in icing or precipitation conditions
provided the system is armed. To arm the system, move the required ENG AUTO IGNITION switches,
located on the pilot’s subpanel, from OFF to ARM. If for any reason the engine torque falls below
approximately 400 foot-pounds, the igniter will automatically energize and the IGNITION ON light on
the caution/advisory annunciator panel will illuminate. For extended ground operation, the system should
be turned off to prolong the life of the igniter units.

FIRE DETECTION SYSTEM
The optional fire detection system on these airplanes is designed to provide warning in the event of an
engine compartment fire. The system consists of a set of three photoconductive cells in each engine
compartment, a control amplifier mounted on a panel on the aft side of the forward pressure bulkhead, an
annunciator warning light (placarded either FIRE L ENG and FIRE R ENG or L ENG FIRE and R ENG
FIRE) for each engine compartment, a test switch on the inboard side of the copilot’s subpanel and a
circuit breaker placarded FIRE DET on the right circuit breaker panel. The test switch on the upper
pedestal has four positions; OFF, 1, 2, and 3, or five positions; OFF, 1, 2, 3, and SMOKE depending on
the optional equipment installed. The system may be tested any time on the ground or in flight by rotating
the switch from OFF to any of the positions to activate a corresponding set of flame detectors in each
nacelle. The annunciator warning lights should illuminate as the selector is rotated through each of the
three positions. Failure of a light to illuminate in any one position indicates trouble in that particular
detector circuit. The photoconductive cells are sensitive to infrared rays and are positioned to receive
direct and reflected rays, thus providing coverage for the entire engine compartment. The cell emits an
electrical signal proportional to the infrared intensity and ratio of the radiation striking the cell. Heat level
and rate of heat increase are not contributing factors in the activation on the cells. To prevent stray light
rays from signaling a false alarm, a relay in the control amplifier closes only when the signal strength
reaches a preset alarm level. When the relay closes, the appropriate annunciator will illuminate. When the
fire has been extinguished, the cell output voltage will drop below the alarm level and the control
amplifier will automatically reset. No manual resetting is required to reset the detection system.

For fire detection/protection purposes, critical areas around the engine have been divided into three zones
as follows:
• Zone 1 - The accessory compartment.
• Zone 2 - The plenum chamber area.
• Zone 3 - The engine exhaust area (hot section).
FIRE EXTINGUISHING SYSTEM
The optional engine fire extinguishing system consists of a supply cylinder, mounted on brackets behind
the main spar in each wheel well, and plumbing that carries the extinguishing agent to spray nozzles
located in each of the engine compartments. Each supply cylinder is charged with 2 1/2-pounds of
Bromotrifluoromethane (CBrF3) and pressurized with dry nitrogen to 450 psi at 70° F. Spray nozzles are
positioned under the engine exhaust area and in the accessory area. These strategically positioned nozzles
discharge the entire supply of the fire extinguishing agent into the engine compartment within
approximately a half second. Each fire extinguisher is actuated by its respective control switch which is
located on the glareshield left and right of the warning annunciator panel. Pressing the switch will cause a
squib in the cartridge to fire. This releases the extinguishing agent into the plumbing and out the nozzles.
The power to the switches is derived from the hot battery bus. To actuate the system, raise the safety-

wired clear plastic switch cover and press the face of the lens. Do not attempt to restart the engine after
the extinguisher has been discharged.
POWERPLANT LIMITATIONS
NUMBER OF ENGINES
Two
ENGINE MANUFACTURER
Pratt & Whitney Canada (Longueuil, Quebec, Canada)
ENGINE MODEL NUMBER

PT6A-21
POWER LEVERS
Do not lift power levers in flight.
ENGINE OPERATING LIMITS

The following limitations shall be observed. Each column presents limitations. The limits presented do
not necessarily occur simultaneously. Refer to Pratt& Whitney Engine Maintenance Manual for specific
actions required if limits are exceeded.
OPERATING SHP TORQUE MAXIMUM N1 N1 PROP OIL OIL

CONDITION FT-LBS (1) OBSERVED RPM % RPM PRESS. TEMP
ITTºC (2) N2 PSI (3) °C (4)
STARTING LOW IDLE --- --- 1090 (5) --- --- --- --- -40(min)
HIGH IDLE --- --- 660 (6) --- 51 (min) --- 40(min) -40 to 99
TAKEOFF AND MAX --- --- --- --- 70(approx) --- --- 0 to 99
CONT CRUISE 550 1315 695 38,100 101.5 2200 80 to 100 10 to 99
CLIMB/MAX CRUISE 538 1315 (7) 680 38,100 101.5 2200 80 to 100 0 to 99
MAX REVERSE (8) --- --- 695 --- 88 2100 80 to 100 0 to 99
TRANSIENT --- 1500 (5) 825 (5) (9) 38,500 102.6 2420 --- 0 to 99

FOOTNOTES:
(1) Maximum permissible sustained torque is 1315 ft-lbs. Propeller speeds (N2) must be set so as not
to exceed power limitation.
(2) For every 10 OC below -30 OC ambient temperatures, reduce maximum allowable N1 by 2.2%.
(3) When gas generator speeds are above 72 % Ni and oil temperatures are between 60 °C and 70
OC, normal oil pressure is between 80 and 100 psi. Oil pressure between 40 and 80 psi is
undesirable; it should be tolerated only for the completion of the flight, and then only at a reduced
power setting. Oil pressure below 40 psi is unsafe; it requires that either the engine be shut down,
or that a landing be made as soon as possible, using the minimum power required to sustain
flight.
(4) For increased service life of engine oil, and oil temperature of between 74 to 80OC is
recommended. A minimum oil temperature of 55 OC is recommended for fuel heater operation at
take-off power.
(5) These values are time-limited to two seconds.
(6) High ITT at ground idle may be corrected by reducing accessory load and or increasing N, rpm.
(7) Cruise torque values vary with altitude and temperature.
(8) Reverse power operation is limited to one minute.
(9) High generator loads at low N1 speeds may cause the ITT transient temperature limit to be
exceeded. Observe generator load limits.
STARTER OPERATING TIME LIMIT

Use is limited to 40 seconds on, 60 seconds off, 40 seconds on, 60 seconds off, 40 seconds on, then 30
minutes off.
OIL SPECIFICATION
Any oil specified by brand name in the latest revision of Pratt & Whitney Service Bulletin Number 1001
is approved for use in the PT6A-21 engine.
APPROVED ENGINE OILS

7.5 Centistoke Turbine Engine Oils
5 Centistoke Turbine Engine Oils

EMERGENCY ENGINE PROCEDURES

All airspeeds quoted in this section are indicated airspeeds (IAS) and assume zero instrument error.
EMERGENCY AIRSPEEDS
One-Engine inoperative Best Angle-of-Climb (VXSE) 100 kts.
One-Engine inoperative Best Rate-of-Climb (VySE) 107 kts.
Air Minimum Control Speed (VmcA) 90 kts.
Emergency Descent 156 kts
Maximum Range Glide 125 kts
Engine Failure
NOTE
To obtain best performance with one engine inoperative, the airplane must be banked 3° to 5° into the
operating engine while maintaining a constant heading.
Emergency Engine Shutdown

Proceed with the Emergency Engine Shutdown for the following situations:
ENGINE FAILURE-EMERGENCY ENGINE SHUTDOWN
- ENGINE TORQUE INCREASE – UNSCHEDULED
- ENGINE FIRE IN FLIGHT
- ENGINE FAILURE IN FLIGHT
- ILLUMINATION OF MAGNETIC CHIP DETECTOR ANNUNCIATOR
Affected Engine:
1. Condition Lever - CUT-OFF
2. Propeller Lever – FEATHER
3. Fuel Firewall Valve – CLOSED

4. Fire Extinguisher - ACTUATE (if required)
5. Clean-up (inoperative engine):
a. Bleed Air Valve - AS REQUIRED
b. Engine Auto Ignition – OFF
c. Boost Pump – OFF
d. Fuel Transfer Pump – OFF
e. Crossfeed – CLOSED
f. Generator – OFF
g. Fuel Control Heat – OFF
h. Autofeather Switch – OFF
i. Propeller Synchrophaser – OFF
6. Electrical Load – MONITOR
ENGINE FIRE ON GROUND
Affected Engine:
2. Fuel Firewall Valve – CLOSED
3. Starter Switch - STARTER ONLY
4. Boost Pump – OFF
5. Fuel Transfer Pump – OFF
6. Crossfeed – CLOSED
7. Fire Extinguisher - ACTUATE (as required)
CAUTION
THIS FIRE EXTINGUISHER IS A SINGLE-SHOT SYSTEM, WITH ONE CYLINDER FOR
EACH ENGINE.

ENGINE FAILURE DURING GROUND ROLL

2. Brakes - AS REQUIRED
If Insufficient Runway Remains for Stopping:
3. Condition Levers - FUEL CUT OFF
4. Firewall Shutoff Valves - CLOSED
5. Master Switch - OFF (Gang bar down)
6. Boost Pumps-OFF
ENGINE FAILURE AFTER LIFT-OFF

1. Power - MAXIMUM ALLOWABLE
2. Propeller RPM (operative engine) - FULL INCREASE
3. Airspeed - MAINTAIN (take-off speed or above)
4. Landing Gear – UP
5. Power Lever (inoperative engine) – IDLE
NOTE
If the autofeather system is being used, do not retard the failed engine power lever until the autofeather
system has completely stopped propeller rotation. To do so will deactivate the autofeather circuit and
prevent automatic feathering.
6. Propeller (inoperative engine) – FEATHER
7. Airspeed - BEST RATE-OF-CLIMB SPEED (after obstacle clearance altitude is reached)
8. Clean-up (inoperative engine):
a. Condition Lever - CUT-OFF
b. Bleed Air Valve - AS REQUIRED
c. Engine Auto Ignition - OFF
d. Fuel Firewall Valve - CLOSED

e. Boost Pump - OFF
f. Fuel Transfer Pump - OFF
g. Crossfeed - CLOSED
h. Generator - OFF
i. Fuel Control Heat - OFF
j. Autofeather Switch - OFF
k. Propeller Synchrophaser - OFF
9. Electrical Load - MONITOR
ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL

SPEED (VMCA)
1. Reduce power on operative engine as required to maintain control.
2. Lower nose to accelerate above VMCA-
3. Adjust power as required.
Secure affected engine as in EMERGENCY ENGINE SHUTDOWN.
ENGINE FLAMEOUT (2nd Engine)

1. Power Lever – IDLE
2. Propeller Lever - DO NOT FEATHER
3. Condition Lever - FUEL CUT OFF
4. Conduct Air Start Procedures.
NOTE
The propeller will not unfeather without engine operating.
ENGINE OUT GLIDE

2. Flaps – UP

3. Propellers – FEATHERED
4. Airspeed - 125 KNOTS
WARNING
DETERMINE THAT PROCEDURES FOR RE-STARTING FIRST AND SECOND FAILED
ENGINES ARE INEFFECTIVE BEFORE FEATHERING SECOND ENGINE PROPELLER.
THE GLIDE RATIO IS 1.8 NM FOR EACH 1000 FEET OF ALTITUDE.
ABNORMAL ENGINE PROCEDURES

Low Oil Pressure
Oil pressure values between 40 and 80 psi are undesirable and should only be tolerated for the completion
of the flight. In this situation, the engine should be operated at reduced power settings. Oil pressure values
below 40 psi are unsafe and require that the engine be shut down, or that a landing be made at the nearest
suitable airport, using the minimum power required to sustain flight.
Air Start
STARTER ASSIST
CAUTION
THE PILOT SHOULD DETERMINE THE REASON FOR ENGINE FAILURE BEFORE
ATTEMPTING AN AIR START.
Above 20,000 feet, starts tend to be hotter. During engine acceleration to idle speed, it may become
necessary to move the condition lever periodically into CUT-OFF in order to avoid an over-temperature
condition.
All electrical loads that are not consistent with flight conditions should be reduced.
1. Cabin Temp Mode - OFF, Blower – AUTO
2. Radar - STANDBY or OFF
3. Windshield Heat – OFF
4. Power Lever - IDLE

6. Fuel Panel - CHECK:
A. Fuel Firewall Valve – OPEN
B. Boost Pump – ON
C. Transfer Pump – ON
D. Crossfeed - AUTO
NOTE
If conditions permit, retard operative engine ITT to 50° below redline to reduce the possibility of
exceeding ITT limit. Cross-generator air starts normally increase ITT about 50°C on operating engine.
7. Ignition and Engine Start Switch - ON (up); Check IGNITION Annunciator – ON
8. Condition Lever - LOW IDLE (8 seconds after start switch ON)
9. Ignition and Engine Start Switch - OFF (N1 above 51%)
10. Generator - RESET (hold for one second) then – ON
11. Propeller - AS REQUIRED
12. Power Lever - AS REQUIRED
13. Fuel Control Heat – ON
14. Electrical Equipment - AS REQUIRED
WINDMILLING ENGINE AND PROPELLER (No Starter

Assist)
1. Cabin Temp Mode - OFF; Blower – AUTO
2. Radar - STANDBY or OFF
3. Windshield Heat – OFF
4. Power Lever – IDLE
5. Propeller - 2200 RPM

7. Fuel Panel – CHECK
A. Fuel Firewall Valve – OPEN
B. Boost Pump – ON
C. Transfer Pump - ON
D. Crossfeed – AUTO
8. Generator (inoperative engine) – OFF
9. Airspeed - 140 knots minimum
10. Altitude - BELOW 20,000 FEET
11. Auto-ignition Switch – ARM
12. Condition Lever - LOW IDLE (8 seconds after auto ignition is armed)
13. Power and Propeller Levers - AS REQUIRED (after ITT has peaked)
14. Generator - RESET (hold for one second) then ON
15. Auto Ignition Switch – OFF
16. Fuel Control Heat – ON
17. Electrical Equipment - AS REQUIRED
ONE-ENGINE-INOPERATIVE LANDING
When it is certain that the field can be reached:
1. Flaps – APPROACH
2. Landing Gear – DOWN
3. Propeller Control - FULL FORWARD
When it is certain there is no possibility of go-around:
5. Flaps – DOWN
7. Execute Normal Landing

NOTE
Single-engine reverse thrust may be used with caution after touchdown on smooth, dry, paved surfaces.
ONE-ENGINE-INOPERATIVE GO-AROUND
1. Power - MAXIMUM ALLOWABLE
2. Flaps – UP
WARNING
LEVEL FLIGHT MIGHT NOT BE POSSIBLE FOR CERTAIN COMBINATIONS OF WEIGHT,
TEMPERATURE, AND ALTITUDE. IN ANY EVENT, DO NOT ATTEMPT A ONE-ENGINE
GOAROUND AFTER FLAPS HAVE BEEN FULLY EXTENDED.

ENGINE SYSTEM
QUESTIONS
1. What does the term “free-turbine” refer to?
_______________________________________________________________________.
2. N1 refers to RPM of? _________________________________________________
3. The PT6A engine power section consists of:
A. One compression stage and four turbine stages.
B. A two-stage reaction turbine.
C. A one-stage turbine and a centrifugal compressor.
D. Twin-spool, two-stage turbines.
4. If a chip detector light illuminates, you must do one of the following:
A. Continue the flight and have the filter checked after landing.
B. Reduce torque to 500 foot-pounds for the remainder of the flight.
C. Check engine instruments and, if normal, no action is required.
D. Shut the engine down and land as soon as practical.
5. What is another name for T5 temperature and what gauge can it be read on?
_______________________________________________________________________.
6. Bleed Air comes from what station on the engine? ___________________________.
7. When is the best time to check the oil? __________________________________.
8. T or F: Circle the correct answer.

T F The N1 gauge is marked in percent of gas generator RPM.
T F Temperature and torque are two separate limitations.
T F Fuel control heat is used to warm P3 air going into the F.C.U. to keep ice
particles from blocking the reference air line.
T F Your hand should be on the ignition and start switch during a start.
T F Although the engine has two igniter plugs, it will start with only one operating.
T F ITT, N1, and prop RPM are all self-generating engine instruments.

9. The Pratt & Whitney PT6A-21 engine is rated at:
A. 550 SHP
B. 850 SHP
C. 500 SHP
D. 600 SHP
10. During a ground start of the right engine, the IGNITION ON light should illuminate:
A. At 10% N1 rpm.
B. When the condition lever is moved to LO IDLE.
C. At a stabilized 16% N1
D. When the start switch is moved to the IGNITION and ENGINE START position.
11. T or F: The compressor bleed valve is designed to prevent compressor stalls at reduced power.
12. What is another name for bleed air? ________________________________________
13. What is the approximate engine out glide speed? ______________________________
14. T or F: The power turbine and N1 shafts turns in opposite direction.
15. What speed is the compressor turning at 100% N1? _____________________________
16. What are the following engine limits for the engine during takeoff?
ITT __________________
TORQUE________________
Np__________________
N1 ____________________
17. The Low Idle ITT limit of the engine is ______°C.
18. On a hot day while awaiting take-off clearance, you see the ITT above the Low Idle limit, what
should you do?
_______________________________________________________________________
_______________________________________________________________________.
19. T or F: Illumination of a CHIP DETECT annunciator indicates a metal contamination in the engine
oil supply.
20. Oil pressure values below _____ psi are unsafe and require that the engine be shut down.

21. The fire detection system on these airplanes is designed to provide warning in the event of a fire in
the:
A. Engine compartment
B. Nose compartment
C. Wheel well
D. All of the above.
22. What are the memory items for an emergency engine shutdown:
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________.
23. True or False. Circle the correct answer.

T F The N1 gauge is marked in percent of gas generator RPM.
T F Temperature and torque are two separate limitations.
T F The condition levers should be milked to keep ITT temperatures within limits on
a normal ground start.
T F It is more important to have your hand on the ignition and start switch during a
start than to have your hand on the condition lever.
T F Even though your engine has two ignition plugs, it will start with only one
operating.
T F ITT,N1 and prop RPM are all self-generating engine instruments.
24. What caution is there regarding the addition of oil to your engine?
_______________________________________________________________________
_______________________________________________________________________.

CHAPTER 6
PROPELLER SYSTEM
OBJECTIVES
1. Identify the major components of the propeller system.
2. Describe the operation of the propeller governor, overspeed governor, and the fuel topping
governor.
3. Explain onspeed, overspeed and underspeed conditions.
4. Describe the feathering process.
5. Explain the use of “Beta”.
6. Explain the autofeather system and describe its operation.
7. Understand emergency procedures.
GENERAL
The King Air C-90 utilizes a three or four blade propeller. The propellers are
constant speed, full feathering, and reversible. They are controlled by engine
oil from a single acting, engine-driven governor backed by an overspeed
governor. This hydraulic action controls the propeller governor which boosts
engine oil pressure to move a piston in the propeller dome that regulates the
blade angle for constant speed setting in all flight attitudes and speeds.
Centrifugal counterweights and feathering springs drive the propeller blades
into the feather or high pitch position. The centrifugal counterweights on each blade, in conjunction with
a feathering spring, increase pitch (decrease rpm) to the feathered position as governor oil pressure is
relieved. The feathering spring completes the feathering operation when centrifugal twisting moment is
lost as the propeller stops rotating. The propeller automatically feathers on engine shutdown, preventing
the free turbine from windmilling. However, if an engine fails in flight, the propeller will not feather
because of the wind-milling effect and governor action. Feathering in flight should be manually selected

by using the propeller control lever. An automatic feathering system is installed which will immediately
dump oil from the propeller hub if the oil pressure drops below 6.5 psi.
PILOT TIP:
Always tie down the propellers when parked. Unrestrained props tend to windmill and
prolonged windmilling at zero oil pressure will result in bearing damage.
BASIC PRINCIPLES
Constant-speed propellers operate in three conditions which are controlled by a propeller governor. They
are:
Onspeed
Overspeed
Underspeed
Onspeed
This is when the selected rpm and actual rpm are the same.
Overspeed
This is when the actual rpm is greater than the selected rpm.
Underspeed
This is when the actual
rpm is less than the
selected rpm.

PROPELLER GOVERNOR
The King Air is equipped with three propeller governors. They are the primary governor, the overspeed
governor and the fuel topping governor.
PRIMARY GOVERNOR
The normal RPM range of the primary governor is from 1800 RPM two 2200 RPM. The primary
governor is needed to convert a variable pitch propeller into a constant speed propeller. It does this by
changing blade angle to maintain the propeller speed the pilot has selected. For example, if the propeller
control is set at 1 900RPM in normal cruising flight and a descent is initiated without changing power, the
airspeed will increase. This decreases the angle of attack of the propeller blades causing less drag on the
propeller. As a result, the RPM’s begin to increase.
The governor will sense this “overspeed” condition and increase blade angle to a higher pitch. The higher
pitch increases the blade’s angle of attack, slowing it back to 1900 RPM, or “onspeed.” If the airplane
changes from cruise to climb airspeeds without a power change, the propeller RPM tends to decrease, but
the governor responds to this “underspeed” condition by decreasing blade angle to a lower pitch, and the
RPM returns to its original value. Thus the governor gives “constant speed” characteristics to the variable
pitch propeller. Power changes, as well as airspeed changes, cause the propeller to momentarily
experience overspeed or underspeed conditions, but once more the governor reacts to maintain the
onspeed condition. There are times, however, when the primary governor is incapable of maintaining
selected RPM. To help explain this situation, imagine an airplane approaching to land with its governor
set at 1900 RPM. As power and airspeed are both reduced, underspeed conditions exist which cause the
governor to decrease blade angle to restore the onspeed condition. If blade angle could decrease all the
way to 0º or even reverse, the propeller would create so much drag on the airplane that aircraft control
would be dramatically reduced. The propeller, acting as a large disc, would blank the airflow around the
tail surfaces, and a rapid nose-down pitch change would result. To prevent these unwanted characteristics,
a low pitch stop is installed. As the blade angle is decreased by the governor, eventually the low pitch
stop is reached, and the blade angle becomes fixed and cannot continue to a lower pitch. The governor is
therefore incapable of restoring the onspeed condition, and propeller RPM falls below the selected
governor RPM setting.

LOW PITCH STOP

Whenever the propeller rpm is below the selected governor the propeller rpm, the propeller blade angle is
at the low pitch stop. (Assuming the prop is not feathered) For example, if the propeller control is set at
1900 RPM but the propeller is turning at less than 1900 RPM, the blade angle is at the low pitch stop.
Normally, the low pitch stop is simply at the low pitch limit of travel, determined by the propeller’s
construction. But with a reversing propeller, the extreme travel in the low pitch direction is past 0°, or into
reverse and negative blade angles. Consequently, the low pitch stop on this propeller must be designed in
such a way that it can be removed or repositioned when reversing is desired. The low pitch stop is created
by mechanical linkage sensing the blade angle. The linkage causes a valve to close to stop the flow of oil
coming into the propeller dome. Since this oil causes low pitch and reversing, once it is blocked off a low
pitch stop has been created. The low pitch stop valve, commonly referred to as the “beta” valve, is quite
positive in its mechanical operation. Furthermore, the valve is spring loaded to provide redundancy in the
event of mechanical loss of beta valve control. The position of the low pitch stop is controlled from the
cockpit by the power lever. Whenever the power lever is at idle or above, this stop is set at approximately
15º blade angle. But bringing the power lever aft of idle progressively repositions the stop to blade angles
less than 15°. Keep in mind that just because the low pitch stop has been moved back to smaller angles
than 15°, this only affects the actual blade angle when it is on the low pitch stop. If the propeller RPM is
still on the selected governor setting bringing the power lever aft of IDLE will not cause the propeller to
reverse. Only when the propeller RPM is below the selected governor RPM does reversing actually occur
when the power lever is brought aft. This is because in this condition the blade angle is on the low pitch
stop, which is being repositioned into the reverse range. The region between 15º and 5º blade angle is
referred to as the “beta for taxi” range. In this range, the engine’s compressor speed N1 remains at the
value it had when the power lever was at IDLE (52% to 70%, based on condition lever position and
propeller configuration). From +5° to -9º blade angle, the N1 speed progressively increases to a maximum
value at -9° of approximately 85% N1. This region, designated by red and white stripe on the power lever
gate, is referred to as the “beta plus power” range and ends at maximum reverse.
SECONDARY LOW PITCH STOP

The secondary low pitch stop acts as a backup to prevent the blade angle from decreasing below a
minimum safe value if the primary low pitch stop fails.

OVERSPEED GOVERNOR
The overspeed governor provides protection against excessive propeller speed in the event of a primary
governor malfunction. Since the PT6’s is driven by a free turbine (independent of the engine’s
compressor) overspeed can rapidly occur if the primary governor fails. The operating point of the
overspeed governor is set 4% greater than the primary governor’s maximum speed. Since the maximum
speed selected on the primary governor is 2200 RPM, then the overspeed governor is set at 2288 RPM.
As a runaway propeller’s speed reaches 2288 RPM, the overspeed governor will begin increasing blade
angle to a higher pitch, to prevent the RPM from continuing its rise. A propeller tachometer that stabilized
at approximately 2288 RPM would indicate failure of the primary governor and proper operation of the
overspeed governor. A test switch will reset this point of the overspeed governor down to approximately
2000 RPM for a preflight check.
FUEL TOPPING GOVERNOR

If the propeller sticks or moves too slowly during a transient condition causing the propeller governor to
act too slowly to prevent an overspeed condition, the power turbine governor, contained within the
constant speed governor housing, acts as a fuel topping governor. If the propeller overspeeds the fuel-
topping governor will vent air pressure from the Fuel Control Unit reducing fuel flow to the engine. The
FTG will reduce fuel flow when the propeller overspeed reaches approximately 106% of the selected
propeller rpm. Since the FTG uses the same flyweights and pilot valve mechanism as the primary
governor, the fuel-topping governor will not be operational if the primary governor fails. In this case,
prop overspeed will be controlled by the backup overspeed governor. During operation in the reverse
range, the fuel topping governor is reset to approximately 95% propeller rpm before the propeller reaches
a negative pitch angle. This ensures that the engine power is limited to maintain a propeller rpm
somewhat less than that of the constant speed governor setting. The constant speed governor therefore
will always sense an underspeed condition and direct oil pressure to the propeller servo piston to permit
operation in Beta and reverse ranges.
PROPELLER FEATHERING
The propellers installed on the King Air are full feathering props. Using normal oil pressure, the
propellers can be feathered manually, or with the autofeather system. By placing the propeller control
lever aft into the feathered detent, the pilot valve is mechanically lifted and dumps oil from the propeller
dome into the reduction gearbox. This loss of oil pressure allows the centrifugal flyweights and feathering
springs to rapidly drive the propeller to feather. If the pilot fails to feather the propellers during shutdown,

the oil pressure will decreases and the centrifugal force of the counterweights and springs will eventually
feather the propeller. However, this is not the recommended procedure.
AUTOFEATHER
The automatic feathering system provides a means of immediately dumping oil from the propeller servo
to enable the feathering spring and counterweights to start the feathering action of the blades in the event
of an engine failure. Although the system is armed by a switch on the subpanel, placarded
AUTOFEATHER - ARM - OFF - TEST, the completion of the arming phase does not occur until both
power levers are advanced above 90% N1 at which time both the right and left indicator lights on the
caution/advisory annunciator panel indicate a fully armed system. The annunciator panel lights are green,
and placarded: L AUTOFEATHER and R AUTOFEATHER. The system will remain inoperative as long
as either power lever is retarded below 90% N1 position. The system is designed for use only during
takeoff and landing and should be turned off when establishing cruise climb. If an engine fails while the
system is armed and engine torque begins to drop off below 400 footpounds, a switch on the failed engine
opens and disarms the autofeather system for the opposite engine. Disarming of the autofeather portion of
the operative engine is further indicated when the annunciator indicator light for that engine extinguishes.
If the torque on the failed engine continues to drop below approximately 200 ft-lbs, the oil is dumped
from the servo and the feathering spring rapidly starts the blades toward the feather position.
PROPELLER BETA AND REVERSING

When the power lever controls are lifted for placement in the reverse range, the power levers actuate the
Beta valve to direct governor pressure to the propeller piston, decreasing blade angle through zero and
into a negative range. The travel of the propeller servo piston is fed back to the Beta valve to null its
position and, in effect, provide many negative blade angles all the way to full reverse. The opposite will
occur when the power lever is moved from full reverse to any forward position up to idle, therefore
providing the pilot with manual blade angle control for ground handling. As a precaution against
overtorquing the engines or developing asymmetrical thrust, an RVS NOT READY light is located in the
pedestal annunciator panel. Power to the warning light switches is supplied through the landing gear
control switch when the landing gear is in the DOWN position. When both propeller levers are in the high
rpm position, the switches are open and the warning light is out. When either propeller lever is moved
from the high rpm position, its respective warning switch closes to illuminate the RVS NOT READY
light in the pedestal annunciator panel. The prop levers must be in the high RPM position to ensure
constant reversing characteristics.

PILOT TIP:
Propellers should be moved out of reverse by 40 knots to minimize blade erosion.
PROPELLER SYNCHROPHASER
The Type I propeller synchrophaser automatically matches the right slave propeller and maintains the
blades of one propeller at a predetermined position relative to the blades of the other propeller. To prevent
the right propeller from losing excessive rpm if the left propeller is feathered while the synchrophaser is
on, the synchrophaser is limited to approximately ±30 rpm from the manual prop control setting. Normal
governor operation is unchanged but the synchrophaser will continuously monitor propeller rpm and reset
the governor as required. A magnetic pickup mounted in each propeller overspeed governor transmits
electric pulses to a transistorized control box. The control box converts any pulse rate differences into
correction commands, which are transmitted to an actuator motor. The motor then trims the right
propeller governor through a flexible shaft to exactly match the left propeller. A toggle switch, installed
on the instrument panel, turns the system on. With the switch off, the actuator automatically runs to the
center of its range of travel before stopping to assure that when next turned on the control will function
normally.

To operate the system, synchronize the propeller in the normal manner and turn the synchrophaser on.
The right propeller rpm and phase will automatically be adjusted to correspond with the left. To change
rpm, adjust both propeller controls at the same time. This will keep the right governor setting within the
limiting range of the left propeller. If the synchrophaser is on but is unable to adjust the right propeller to
match the left, the actuator has reached the end of its travel. Turn the synchrophaser switch off (allowing
the actuator to run to the center of its range and the right propeller to be governed by the propeller lever),
synchronize the propellers manually and turn the synchrophaser switch on.
The Type II propeller synchrophaser system automatically matches the rpm of both propellers as a result
of maintaining a specific phase relationship between the blades of the left and right propellers. The
control box senses pulses which are generated by pickups mounted at identical locations on both engines.
Ferrous metal targets, mounted on the propeller spinner bulkheads, provide the pulse reference for the
pickups. Adjusting the RPM’s of the propellers is accomplished by the control box with correction
commands to each propeller governor. The governor servo can increase but never decrease the speed set
by the propeller control lever. The rpm of one propeller will follow the changes in rpm of the other
propeller over the predetermined holding range of the governor. (Approximately 25 rpm) This limited
holding range prevents either propeller from losing more than a limited rpm if the rpm of the other
propeller is manually reduced, such as in power changes or propeller feathering, while the synchrophaser
is on. The synchrophaser system is controlled through a toggle switch placarded PROP SYNCH-ON-
OFF. To operate the system, synchronize the propellers in the normal manner and turn the synchrophaser
on. To change rpm, adjust both propellers at the same time. This will keep the setting within the holding
range of the system. If the synchrophaser is on, but will not synchronize propellers, the propeller speeds
are not within the limits required for the system to assume control. Turn the synchrophaser off,
synchronize the propellers manually, and then turn the synchrophaser on.
PROPELLER CARE
Avoid operating the airplane on loose stones or gravel surfaces which can be disturbed by propeller blast
during a full power takeoff. This type operation can damage the propeller blades and may produce fatigue
cracks which can result in blade failure. When taking off on a loose surface, minimize blade damage by
allowing the airplane to start the takeoff roll before applying full power. Always remove nicks, gouges
and scratches on the propeller leading or trailing edges or on the blade surfaces. Even a small nick is
detrimental, especially if it is located in the outer 18 inches of the propeller diameter. This is the blade
area subject to the highest vibration and stress.

PILOT TIP
Do not move the airplane by pulling or pushing on the propellers.
LIMITATIONS
Propeller Rotational Speed Limits
Transients not exceeding 5 seconds-2420 rpm
Reverse-1900 rpm
All other conditions- 2200 rpm
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
over-speeds faster than 2288 rpm indicate failure of both the primary governor and the secondary
governor, and such overspeeds are unapproved.
PROPELLER EMERGENCY PROCEDURES

Primary Governor Failure PROPELLER 2,288 RPM
1. Power Lever ADJUST AS NECESSARY
2. Prop Sync OFF
Propeller Blade Angle Stuck (FIXED PITCH PROP)
CAUTION
DO NOT CONDUCT EMERGENCY ENGINE SHUTDOWN.
1. Airspeed and Power ADJUST TO MAINTAIN POSITIVE THRUST

2. Propeller Lever (Affected Engine) FULL FORWARD

Failure of Secondary (Electrical) Low-Pitch Stop (if installed)

With a combination of both low airspeed (below 110 knots) and low power (below 400 ft-lb) if either
SECONDARY 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.
At airspeeds above 110 knots and/or power settings above 400 ft-lb, if either SECONDARY LOW
PITCH STOP WARNING light illuminates in flight and the respective propeller begins feathering:
1. Power Lever (Affected Side) REDUCE AS REQUIRED (TO KEEP TORQUE WITHIN
LIMITS)
2. PROP GOV-IDLE STOP Circuit Breaker (Copilot’s Right Subpanel) PULL Warning light should
extinguish, and propeller speed should increase to governor setting.
3. Power Lever (Affected Side) RETURN TO DESIRED POWER.
WARNING
IF THE SECONDARY LOW-PITCH STOP SYSTEM IS INSTALLED IN THE AIRPLANE, ANY
MALFUNCTION OF THE SYSTEM MUST BE REPAIRED BEFORE THE NEXT FLIGHT.
PROPELLER ABNORMAL PROCEDURES

Propeller will not manually feather
1. Autofeather Switch HOLD IN TEST
PROPELLER EXPANDED PROCEDURES

Overspeed Governor/Vacuum and Pneumatic Check
1. Propeller Levers FULL FORWARD
2. Propeller Test Switch HOLD TO TEST
3. Left Power Lever 2000 RPM
4. Left Overspeed Governor/Vacuum and Pneumatic CHECK (2000 ± 40) VAC 4.3-5.9 PNEU 12-
20
5. Left Power Lever IDLE

6. Right Power Lever 20000 RPM
7. Right Overspeed Governor/Vacuum and Pneumatic CHECK (2000 ± 40) VAC 4.3-5.9 PNEU 12-
20
8. Propeller Test Switch RELEASED
Autofeather Test
1. Power Levers 500 ft-lb torque.
2. Autofeather Switch Hold to test position.
3. Power Levers Retard individually.
A. 400 ft.-lb Opposite annunciator extinguished.
B. 200ft.-lb Autofeather annunciator light will cycle on and off.
4. Power Levers Both idle.
5. Autofeather Switch Armed.
Propeller Synchrophaser System Check

The synchrophaser system may be checked as follows:
1. Position control switch to OFF position.
2. Synchronize the engines manually.
3. Position control switch to ON position.
4. If a change in rpm setting is desired, move both propeller governor control levers together.
5. If synchronization is not maintained with the switch on, indicating the system has reached the end
of its travel, turn switch off and repeat procedures above. With the switch in the OFF position, the
system is reset. The rpm range of the synchrophaser may be checked in cruise by slowly moving
only one propeller control toward high rpm and then toward low rpm until propellers are no
longer synchronized. Note the range of rpm over which the engines remain synchronized. This is
the limited range provided for safety and is the maximum speed adjustment range beyond which
the engine cannot be adjusted by the synchrophaser.

PROPELLER SYSTEM
QUESTIONS
1. The primary propeller governor has a governing range of _____ RPM to _____ RPM.
2. The overspeed governor is set to______ RPM.
3. T or F: The prop control levers should be full forward prior to selecting reverse.
4. The overspeed governor is reset to what RPM for testing? ______________
5. T or F: Moving the propeller lever into reverse without the engine running will damage the reversing
linkage.
6. With the auto feather system armed during an engine failure, the propeller of the failed engine will
feather at _____ lbs of torque.
7. If the actual propeller RPM is lower than the selected RPM, what speed condition is the prop
governor in?
A. Underspeed
B. On Speed
C. Overspeed
8. When will the prop reverse not ready annunciator light illuminate?
_______________________________________________________________________
_______________________________________________________________________.
9. The type I synchronizer/synchrophaser system maintains both props at the same RPM by adjusting
RPM of the:
A. RIGHT PROP
B. LEFT PROP
10. When using maximum reverse power at HI IDLE and full increase RPM, you would expect a
maximum propeller RPM of:
A. 2000RPM
B. 1900RPM
C. 2420RPM
D. 2288RPM

CHAPTER 7
PRESSURIZATION AND
ENVIRONMENTAL SYSTEMS
OBJECTIVES
1. Identify the components in the pressurization system.
2. Explain the operation of the pressurization system.
3. Recognize pressurization system emergencies.
4. Identify the components in the environmental system.
5. Explain the operation of the heating and air conditioning system.
6. Explain the operation of the emergency oxygen system.
INTRODUCTION
This chapter describes the operation of the pressurization and environmental systems of the C-90.
Pressurization allows the altitude of the cabin to be lower than the altitude of the aircraft without the need
for supplemental oxygen. Whenever cabin altitude and aircraft altitude are identical, there is no pressure
differential. Pressure differential is measured in “pounds per square inch differential” (psid). This is the
difference between inside cabin pressure, and outside ambient pressure. Whenever the inside cabin
pressure is the greater than the outside ambient pressure, then the differential is a positive number. If
cabin pressure is less than ambient pressure, then the differential is a negative number. So at 5.1 psid the
cabin can be at sea level with the aircraft at approximately 11,000 feet. With the cabin at 12,000 feet, the
aircraft can climb to nearly 30,000 feet before maximum differential is reached. Although the King Air’s
pressure vessel is designed to withstand a normal maximum differential of 5.1 psid, the minimum
allowable differential is 0. This means the aircraft structure cannot withstand a negative differential. If
atmospheric pressure exceeds cabin pressure, a “negative pressure” relief diaphragm in the outflow valve
opens to allow atmospheric pressure to relieve cabin negative pressure. “Pressure vessel” is that part of
the aircraft cabin designed to withstand the pressure differential. In the King Air, the pressure vessel

extends from the forward pressure bulkhead located between the cockpit and nose section to a rear
pressure bulkhead located just aft of the cabin baggage compartment. The aircraft’s exterior skin makes
up the outer seal. Windows are of round design for maximum strength. All cables, wire bundles, and
plumbing passing through the pressure vessel boundaries are sealed to reduce leaks. “Environmental
system” refers to the devices which control the pressure vessel’s environment. Along with ensuring a
circulation of air, this system controls temperature by utilizing heating and cooling devices as needed.
HEATING, COOLING AND PRESSURIZATION -

DESCRIPTION AND OPERATION
Cabin bleed air heating is accomplished by extracting bleed air from the compression stage (P3) of each
engine and mixing it with ambient air in the flow control unit of each engine. A flow control unit
mounted on the forward side of the firewall in each nacelle regulates the mixture of engine bleed air with
ambient air from the cowling intake to produce a total airflow of 14 pounds per minute from both the

right and left engine units. Bleed air comprises as much as ten pounds of the total airflow on cold days
and as little as six pounds on hot days. The bleed air control valve is energized by a bleed air switch on
the copilot’s subpanel. The ambient air control solenoid valve is energized closed on the ground by a
landing gear safety switch on the left main landing gear to provide only warm bleed air to the cabin.
When the airplane lifts off the ground, the landing gear safety switch de-energizes and immediately opens
the left ambient air control valve. Approximately six seconds later the right ambient air control solenoid
valve opens. Air is ducted into the cabin through or around the air-to-air heat exchangers in the wing
center section leading edges. Control of the air bypassing the air to air heat exchanger or being routed
through the heat exchangers is accomplished by regulating the position of the bleed air bypass valves.
These can be adjusted either manually or automatically by using the appropriate switch on the copilot’s
subpanel. At the juncture of the bleed air lines under the cabin floor on the right side of the fuselage, a
check valve is installed to prevent the loss of pressure should either engine fail. The bleed air line is
routed forward along the right side of the fuselage to a mixing plenum just forward of the copilot’s rudder
pedals. Here the bleed air is mixed with recirculated cabin air. The bleed air lines from the engine
compartment to the mixing plenum are wrapped with insulation and aluminum tape to reduce heat loss to
a minimum. The air from the mixing plenum is routed through ducts behind the instrument panel to
outlets on each side of the cockpit and to the defroster outlets for the windshield. A valve to each outlet
and in the defroster duct controls the flow of heated air into the cockpit. These valves are regulated by
push-pull controls on the subpanel. Low pressure ducting extends aft from the mixing plenum and
distributes the conditioned air through the floor and overhead outlets on each side of the cabin. A butterfly
valve located in the heated air duct is controlled by the CABIN AIR control knob on the copilot’s sub-
panel. When this knob is pulled out, only a minimum amount of warm air is permitted to pass through the
valve to the cabin floor outlets, thereby increasing the amount of warm air available to the pilot and
copilot heat outlets and to the defroster. At cruise power, the heating capacity of the system is sufficient to
maintain a comfortable cabin temperature at ambient temperatures of -45°F.
Heating Temperature Control – Description and Operation

The temperature control system consists of a cabin
temperature mode selector switch, a manual temperature
switch, a temperature control box, a cabin temperature
sensor, and two heat exchanger bypass valves. The cabin
temperature mode switch has four positions; MANUAL
HEAT, MANUAL COOL, OFF and AUTO. The
evaporator has a two-speed fan for air distribution, which
is controlled by a three position VENT BLOWER switch

on the subpanel. Positions on the VENT BLOWER switch are: AUTO, LOW and HIGH. The fan will
operate in low speed when the mode switch is positioned to AUTO, MANUAL HEAT or MANUAL
COOL.
Automatic Operation
When the AUTO mode is selected, the heating and air-conditioning system is automatically controlled
through the temperature control box. A signal from the temperature control box is transmitted to the bleed
air bypass valves in the wing center section. Here the engine bleed air is regulated by the bypass valves to
control the amount of bleed air bypassing the air-to-air heat exchangers. When a signal from the
temperature control box drives both bleed air bypass valves to the maximum cool position, the refrigerant
compressor clutch and condenser blower will energize. The clutch and fan will remain energized until the
left valve rotates back past the 30° position. At this position, the micro switch on the valve operates to de-
energize the clutch fan. A thermal switch is wired into the AUTO mode circuit to prevent the clutch and
condenser blower from being energized until the ambient temperature is above 50°F, even though a cool
signal is sent from the temperature control box.
MANUAL HEAT OPERATION

When the cabin temperature mode switch is in
the MANUAL HEAT position, the temperature is
controlled by selecting the position of the bypass
valves with the momentary increase/decrease
(MANUAL TEMP) control switch. When the
MANUAL TEMP selector is switched to INCR,
the left bypass valve is driven open to allow the
engine bleed air/ambient air mixture to be routed
around the heat exchanger for increased cabin
heating. The switch must be held in the INCR
position to actuate the bypass valves because the valves will stop moving when the MANUAL TEMP
switch is released. If sufficient heating is not obtained by full actuation of the left bypass valve, an
integral limit switch in the valve will close and the right bypass valve will begin to move. Allow
approximately 30 seconds for each valve to drive to the full open or full closed position. When the
airplane is on the ground, the ambient air shutoff valves are closed by actuation of the landing gear safety
switch. This exclusion of ambient air permits all of the heat from the engine bleed air to be used for cabin
heating. When the airplane lifts off the ground, the safety switch opens the circuit to the left ambient air

valve. In order to prevent a pressure surge in the cabin, the right valve will open a few seconds after the
left valve through a time delay circuit.
ELECTRIC HEAT
During extremely low temperature or low power settings,
additional heating is available from an electrical heater
containing eight heating elements rated at 1,000 watts each. In
the ENVIRONMENTAL group on the copilots subpanel is the
ELEC HEAT switch with three positions: GRD MAX –
NORM - OFF. This switch is solenoid-held in GRD MAX
position when on the ground and will drop down to the NORM
position at lift-off when the landing gear safety switch is
opened. The maximum output of the electrical heater is 27,300
BTU during ground operation with all heater elements
operating. Only four elements are available during flight for a
total output of 13,650 BTU. The OFF position turns off all electric heat and leaves cabin heating to be
provided by bleed air. The airplane electrical system is protected against an overload by a lockout circuit
that prevents use of the electrical heater during operation of the propeller heat, engine air inlet heat, or
windshield heat. A differential pressure switch mounted adjacent to the vent blower senses blower
operation to prevent use of the electrical heater unless the blower is also operating.
FRESH AIR VENTILATION

Fresh-air ventilation is provided from two
sources. One source, which is available
during both the pressurized and the
unpressurized mode, is the bleed air
heating system. This air mixes with
recirculated cabin air and enters the cabin
through the floor registers. The volume of
air from the floor registers is regulated by
using the CABIN AIR control knob located
on the copilot’s subpanel. The second
source of fresh air, which is available
during the unpressurized mode only, is outside air obtained from a ram air scoop on the nose (left side).

The ram air enters the evaporator plenum through a flapper door. The flapper door is open during the
unpressurized mode. (In the pressurized mode the flapper door is held closed by a solenoid lock.) Cabin
air forced into the evaporator plenum by a blower mixes with ram air from outside and is ducted around
the electric heater and mixing plenum and into the ceiling outlet duct. Air ducted to each individual
ceiling eyeball outlet can be directionally controlled by moving the eyeball in the socket. Volume is
regulated by twisting the outlet to open or closed.
COOLING - DESCRIPTION AND OPERATION

The King Air C 90 air-conditioning system is similar to a
home or automotive system. The unit is electrically driven,
has a rated capacity of 16,000 Btu, and uses a refrigerant
gas. The air-conditioner system consists of five major
components. They are the evaporator, condenser, expansion
valve, compressor, and the receiver-dryer. During operation,
the compressor, driven by a 31/3 HP electric motor,
compresses the refrigerant to a high pressure, high
temperature gas. This gas then goes to the condenser where cooling air is drawn in through a louvered
intake in the right side of the nose and exhausted out through louvers in the left side by a fan on the pulley
end of the compressor motor. This removes heat from the gas and condenses it to a liquid. The liquid is
then stored in the receiver-dryer until it is needed. The refrigerant flows to the expansion valve as a liquid.
Here it is metered to the evaporator at a rate that will allow all of the liquid to evaporate and return to the
compressor at a reduced pressure. The heat required for this evaporation is absorbed from the air passing
over the evaporator cooling fins.
AIR CONDITIONING TEMPERATURE CONTROL -

The temperature control system consists of a cabin temperature mode switch, a manual temperature
selector switch, a temperature control box, a cabin temperature sensor, a duct temperature sensor, two
heat exchanger bypass valves and electrical relays. The cabin temperature mode switch has four positions;
MANUAL HEAT, MANUAL COOL, OFF and AUTO. The forward evaporator has a two-speed blower
for air distribution, which is controlled by a three position VENT BLOWER switch on the subpanel.
Positions on the VENT BLOWER switch are: AUTO, LOW and HIGH. The low speed will come on
when the mode switch is turned on to AUTO, MANUAL HEAT or MANUAL COOL.

PILOT TIP
To keep the air conditioner in working order, it should be operated at least 10
minutes every month. This prevents the compressor seals from drying out.
Automatic Operation
When the cabin temperature mode switch is in the AUTO position, the output signal from the temperature
control box drives both bleed air bypass valves. As the left bypass valve passes through the 30° position,
its externally mounted micro switch actuates and energizes the air conditioner compressor and condenser
blower. The compressor and fan will operate until the left valve rotates back past the 30° position towards
closed. When the AUTO mode is selected, the heating and air-conditioning system is automatically
controlled through the temperature control box. A signal from the temperature control box is transmitted
to the bleed air bypass valves in the wing center section. Here the engine bleed air is regulated by the
bypass valves to control the amount of bleed air bypassing the air-to-air heat exchangers. When a signal
from the temperature control box drives both bleed air bypass valves to the maximum cool position, the
air conditioning compressor and condenser blower will energize. A thermal switch is wired into the
AUTO mode circuit to prevent the clutch and condenser blower from being energized until the ambient
temperature is above 50°F, even though a cool signal is sent from the temperature control box. Protection
from refrigerant overpressure or underpressure is provided by a circuit which incorporates high and low
pressure switches.
Manual Cool Operation

With the cabin temperature mode switch in the MANUAL COOL position, the air conditioning
compressor and condenser fan are energized through a time delay circuit. The time delay circuit prevents
the compressor clutch from being energized until 10 seconds after being de-energized to allow the
refrigerant pressure in the compressor to equalize so the compressor will not be turned on under high
loads. Cabin temperature is controlled by actuation of the heat exchanger bypass valves through the
MANUAL TEMP switch. The rotation of the valves will stop at the position at which the MANUAL
TEMP switch is released. The bypass valves must be fully closed for maximum cooling.

PILOT TIP
The air conditioner will not operate in manual unless the temperature switch is
held in the decrease position for 1 minute.
PRESSURIZATION - DESCRIPTION AND

OPERATION
The air used for cabin pressurization is obtained by bleeding air from the compressor stage P3 of each
engine. A flow control units is mounted on the forward side of each nacelle firewall. These units mix
ambient air with bleed air in order to control total air flow used for pressurization. Bleed air also supplies
pressure to operate the air driven instruments, the door seal, rudder boost and the surface deice system.
The bleed air and ambient air from the cowling intake are mixed together by the flow control units to
produce a maximum total flow of 14 pounds per minute. Bleed air comprises as much as 10 pounds of air
flow on cold days and as little as 6 pounds on hot days. The bleed air lines from the engine compartment
to this mixing plenum are wrapped with insulation and aluminum tape to reduce the loss to a minimum.
Flow Control Unit
Each flow control unit consists of an ejector and an integral bleed air modulating valve, firewall shutoff
valve, and a check valve that prevents the bleed air from escaping through the ambient air intake. The
flow of bleed air through the flow control unit is controlled as a function of atmospheric pressure and

temperature. Ambient air flow is controlled as a function of temperature only. When the bleed air valve
switches on the co-pilot’s left subpanel are turned on, a bleed air shutoff electric solenoid valve on each
flow control unit opens to allow the bleed air into the unit. As the bleed air enters the flow control unit, it
passes through a filter before going to the reference pressure regulator. The regulator will reduce the
pressure to a constant value of 18 to 20 psi. This reference pressure is then directed to the various
components within the flow control unit that regulate the output to the cabin. One reference pressure line
is routed to the firewall shutoff valve located downstream of the ejector. A restrictor is placed in the line
immediately before the shutoff valve to provide a controlled opening rate. At the same time, the reference
pressure is directed to the ambient air modulating valve located upstream of the ejector and to the ejector
flow control actuator. A pneumatic thermostat with a variable orifice is connected to the modulating
valve. This pneumostat is located on the lower aft side of the fireseal forward of the firewall. The
bimetallic sensing discs of the thermostat are inserted into the cowling intake. These discs sense ambient
temperature and regulate the size of the thermostat orifices. Warm air will open the orifice and cold will
restrict it until, at -30ºF, the orifice will be completely closed. When the variable orifice is closed, the
pressure buildup will cause the modulating valve to close off the ambient air source. An electric solenoid
valve located in the line to the pneumatic thermostat is wired to the LH landing gear safety switch. When
the airplane is on the ground, the solenoid valve is closed, thereby directing the pressure to the
modulating valve, causing it to shut off the ambient air source. The exclusion of ambient air allows faster
cabin warm-up during cold- weather operation. An electric circuit containing a time delay relay is wired
to the solenoid valves to allow the LH valve to operate 2 to 3 seconds before the RH valve. This precludes
the simultaneous opening of the shutoff valves and a sudden pressure surge into the cabin.
Outflow and Safety Valves

Since air is delivered to the pressure vessel at a
relatively constant rate of flow, the Pressurization
Control System controls only the outflow of air from
the pressure vessel to achieve control of the pressure
differential. The outflow of pressurized cabin air is
controlled by the outflow valve and safety valve
utilizing a cabin pressure controller. The outflow and
safety valves sense atmospheric pressure through
vents that protrude through the aft pressure bulkhead.
The outflow and safety valves are installed in a
recessed area on the aft pressure bulkhead.

Excess cabin pressure is vented into the access area

immediately aft of the valves. The outflow valve is used for
three purposes. First, it meters the outflow of cabin air in
response to vacuum control forces from the controller.
Second, it contains a preadjusted relief valve set to ensure
that the cabin does not exceed 5.1 psid. Third, it incorporates
a negative pressure differential relief diaphragm which
prevents the pressure differential from being negative. The
safety valve also performs three functions. First, it is the “Dump Valve” which opens completely to
relieve all pressure differential whenever the Pressure Control Switch is positioned in “Dump,” or when
the switch is in “Press” and the left landing gear safety switch is closed due to the weight of the aircraft
compressing the gear strut. Second, it contains a preadjusted relief valve set to ensure that differential
pressure does not exceed 5.1 psid. This provides protection against over-pressurization, should the
outflow valve stick or be misadjusted. Last, like the outflow valve, it contains a negative pressure
differential relief diaphragm. The pressurization controller, mounted in the cockpit pedestal, adjusts the
opening of the outflow valve in order to regulate the outflow of air through the valve. It does this by
varying the amount of vacuum applied to the outflow valve. The face of the Controller contains two
knobs. The left one is the rate knob and the right one is the altitude knob. With the rate knob, the pilot can
select a desired cabin rate of climb and descent, from a minimum of approximately 50 fpm to a maximum
of 2,000 fpm. With the altitude knob, the pilot can select a desired cabin pressure altitude, from 1,000 feet
below sea level to 10,000 feet MSL. On the ground, the left landing gear safety switch closes to apply
power to a normally open solenoid, which in turn closes to block off the source of vacuum to the
controller. With no vacuum applied, the outflow valve moves to its spring-loaded, closed position. At
liftoff the cabin will immediately begin to pressurize at the rate preset on the controller. Vacuum pressure
for the pressure controller is controlled by the vacuum regulator that also regulates instrument vacuum.
When the airplane is on the ground with the squat switch compressed, the cabin pressure control switch
can be set to the TEST position to de-energize the preset and safety solenoids and allow the pressure
control system to function as though the airplane were in flight. The cabin pressure control switch
mounted on the cockpit pedestal, contains three positions. The aft position is labeled “Test,” the center
position is “Press” (for “pressure”), and forward is “Dump.” Normally, it is left in the center position. The
switch must be lifted over a detent to go to the Dump position. When released from the Test position, it
will return back to the center, due to spring force. Outside air can enter the cabin anytime the cabin
pressure differential is zero and the cabin pressure control switch to set to DUMP. Ambient air is then
allowed to flow into the fresh air inlet, and into the forward evaporator plenum.

Cabin pressure altitude and the cabin-to-atmosphere pressure differential are indicated on the differential
pressure indicator. The pressure differential is expressed in psig and the pressure altitude is expressed in
thousands of feet. The climb rate indicator allows monitoring of the rate of change of cabin
pressurization. If cabin pressure altitude exceeds 10,000 ft, the cabin altitude warning pressure switch
closes and the warning annunciator light labeled ALT WARN will illuminate.
Oxygen System
Oxygen for flight at high altitudes is
supplied by a cylinder mounted behind the
aft cabin bulkhead. The cylinder is filled by
a valve accessible through an access door on
the right side of the fuselage. The system
has two pressure gages, one located on the
right side panel in the cockpit for in-flight
use and one adjacent to the filler valve for
checking the pressure of the system during
filling. The oxygen system utilizes a 22-, 49-
, or 66-cubic foot volume cylinder. Oxygen
flows from the cylinder through a pressure line of copper tubing routed along the right side of the fuselage
to the system regulator and shutoff valve. The shutoff valve is actuated by a push-pull type control located
overhead between the pilot’s and copilot’s seats. The regulator is a constant-flow type which supplies low
pressure oxygen though aluminum plumbing to the outlets and provide an adequate oxygen flow up to a
cabin altitude of 30,000 feet. Each mask plug is equipped with its own regulating orifice. Normal storage of
the pilots and copilots oxygen masks is in a container located under their seats. Oxygen outlets are located
on the forward cockpit sidewalls. Normal storage of the passengers’ masks is in the seat-back pockets. The

cabin oxygen outlets are located in the ceiling at the forward and aft ends of the cabin headliner. All masks
are easily connected in by pushing the orifice in firmly and turning clockwise approximately one quarter
turn. Disconnecting is easily accomplished by reversing the motion.
PILOT TIP
The oxygen bottle is fully charged when it reads 1800 psi when the cu ft cylinder is used
or 1850psi when 49 or 66 cu ft cylinder is used. Fill the oxygen system slowly by
adjusting the recharging rate with the pressure regulating valve on the servicing cart
because high pressure oxygen will cause excessive heating of the filler valve.
PRESSURIZATION LIMITATIONS
Cabin Differential Pressure Gage
Green Arc (Approved Operating Range) 0 to 5.0 psi
Red Arc (Unapproved Operating Range) 5.0 psi to end of scale
EMERGENCY ENVIRONMENTAL SYSTEM

PROCEDURES
Use of Oxygen
WARNING
THE FOLLOWING TABLE SETS FORTH THE AVERAGE TIME OF USEFUL
CONSCIOUSNESS (TUC) (TIME FROM ONSET OF HYPOXIA UNTIL LOSS OF EFFECTIVE
PERFORMANCE) AT VARIOUS ALTITUDES.
Cabin Pressure Altitude :: TUC

35,000 feet: 1/2 - 1 minute
30,000 feet: 1 - 2 minutes
25,000 feet: 3 to 5 minutes
22,000 feet: 5 to 10 minutes
12 - 18,000 feet: 30 minutes or more

Loss of Pressurization
In the event of pressurization loss at high altitude, don oxygen masks and descend as necessary.
High Differential Pressure (Cabin Differential Pressure Exceeds 5.1 PSI)

Anytime the differential pressure goes into the Red Arc:
1. Bleed Air Valves – OPEN
2. Oxygen (Crew and Passengers) - AS REQUIRED
3. Descend - AS REQUIRED
PILOT TIP
The oxygen pressure provided to the passengers is not adequate for sustained
flight at cabin altitudes above 25,000 feet.
Smoke and Fume Elimination

Attempt to identify the source of smoke or fumes. Smoke associated with electrical failures is usually
gray or tan in color, and irritating to the nose and eyes. Smoke produced by environmental system failures
is generally white in color, and much less irritating to the nose and eyes. If smoke is prevalent in the
cabin, cabin oxygen masks should not be used.
Electrical Smoke or Fire

1. Oxygen
a. Oxygen System Ready - PULL ON (Verify)
b. Crew (Diluter Demand Masks) - DON MASKS
(100% position)
c. Mic Selector - OXYGEN MASK
d. Audio Speaker - ON
3. Vent Blower – AUTO
4. Avionics Master - OFF
5. Nonessential Electrical Equipment - OFF

If Fire or Smoke Ceases:
a. Individually restore avionics and equipment previously turned off.

b. Isolate defective equipment.
WARNING
DISSIPATION OF SMOKE IS NOT SUFFICIENT EVIDENCE THAT A FIRE HAS BEEN
EXTINGUISHED. IF IT CANNOT BE VISUALLY CONFIRMED THAT NO FIRE EXISTS,
LAND AT THE NEAREST SUITABLE AIRPORT.
If Smoke Persists or if Extinguishing of Fire is Not Confirmed:
c. Cabin Pressure – DUMP

d. Land at the nearest suitable airport.
NOTE
Opening a storm window (after depressurizing) will facilitate smoke and fume removal.
Environmental System Smoke or Fumes

1. Oxygen
a. Oxygen Control Handle - PULL ON (Verify)
b. Crew - DON MASKS (100% position)
3. Vent Blower - HI
4. Left Bleed Air Valve – CLOSED
If Smoke Decreases:
5. Continue operation with left bleed air off.
If Smoke Does Not Decrease:
6. Left Bleed Air Valve - OPEN
7. Right Bleed Air Valve - CLOSED
8. If smoke decreases, continue operation with right bleed air off.

NOTE
Each bleed air valve must remain closed long enough to allow time for smoke purging to positively
identify the smoke source.
Emergency Descent
2. Propeller Levers - FULL FORWARD
3. Flaps - APPROACH
4. Landing Gear - DN
5. Airspeed - 156 KNOTS MAXIMUM
ABNORMAL ENVIRONMENTAL PROCEDURES

Illumination of Cabin Door Warning Annunciator
WARNING
DO NOT ATTEMPT TO CHECK THE SECURITY OF THE CABIN DOOR. REMAIN AS FAR
FROM THE DOOR AS POSSIBLE WITH SEAT BELTS SECURELY FASTENED UNTIL THE
AIRPLANE HAS LANDED.
IF THE CABIN DOOR WARNING ANNUNCIATOR ILLUMINATES, DEPRESSURIZE CABIN

(CONSIDER ALTITUDE FIRST) BY ACTIVATING CABIN PRESSURIZATION DUMP
SWITCH ON PEDESTAL.
DO NOT ATTEMPT TO CHECK CABIN DOOR FOR SECURITY UNTIL CABIN IS

DEPRESSURIZED AND THE AIRPLANE IS ON THE GROUND.
CHECK SECURITY OF CABIN DOOR (ON THE GROUND) BY LIFTING CABIN DOOR STEP
AND CHECKING POSITION OF ARM AND PLUNGER. IF UNLOCKED POSITION OF ARM
IS INDICATED, TURN DOOR HANDLE TOWARD LOCKED POSITION UNTIL ARM AND
PLUNGER ARE IN POSITION.
Cracked Windshield
5. If it is positively determined that the crack is on the outer panel, no action is required.

CAUTION
WINDSHIELD WIPERS MAY BE DAMAGED IF USED ON CRACKED OUTER PANEL.
HEATING
ELEMENTS MAY BE INOPERATIVE IN AREA OF CRACK.
If it is determined that the crack is on the inner panel, descend or reset the pressurization controller to
achieve 3 psi or less differential pressure within ten minutes. Visibility through the windshield may be
significantly impaired.
ENVIRONMENTAL SYSTEM EXPANDED

PROCEDURES
Pressurization Test
1. Bleed Air valves – Open
2. Condition Levers – High Idle
3. Cabin Altitude Selector Knob - 1000 feet below field pressure altitude
4. Rate Control selector Knob - Set index at 12-o’clock position
5. Cabin Pressurization Switch -Test position
6. Cabin VSI - CHECK FOR RATE OF DESCENT INDICATION
7. Cabin Pressurization Switch – Released
8. Cabin Altitude Selector Knob - Planned cruise altitude plus 1000 feet
9. Condition Levers – As required

ENVIRONMENTAL SYSTEM
QUESTIONS
1. When does the vent blower operate?
______________________________________________________________________________
2. When is the cabin temperature rheostat functional?

______________________________________________________________________________
3. When is the manual temperature switch functional?

______________________________________________________________________________
4. Name the 3 functions of the outflow valve?

______________________________________________________________________________
and ___________________________________________________________________________
______________________________________________________________________________
5. What is the function of the by-pass valves located in the wing root?
______________________________________________________________________________
______________________________________________________________________________
6. How long should the Manual Temp Switch be held in the Decrease position to operate the air
Conditioner?
______________________________________________________________________________
7. What is the normal allowable max differential pressure for the Model C 90?
______________________________________________________________________________
8. Upon lift-off, the cabin fails to pressurize. List some of the possible reasons.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
9. The airplane entry door must be in the _____________ position for flight.
10. What action should the pilot take if the outer pane of the windshield cracked?
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

11. The ALT WARNING annunciator light illuminates at:
A. 10,000 ft
B. 12,000 ft
C. 12,500 ft
D. 14,500 ft
12. List the memory items for Emergency Descent:

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
13. What is the UTC at 25,000 feet? ____________________________________________________
14. What will cause the electric heat to go from Ground Max to Normal automatically?
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
15. T or F: With the cabin at 10,000 feet, the aircraft can climb to nearly 35,000 feet before maximum
differential is reached.
16. What position should the condition levers be in for a pressurization test? High or Low?
17. What position should the Vent Blower switch be in for Electrical smoke?
______________________________________________________________________________
What position should it be in for Environmental Smoke?
______________________________________________________________________________

CHAPTER 8
LANDING GEAR, TIRES, AND BRAKE

SYSTEM
OBJECTIVES
With the use of this training manual the pilot will be able to:
1. Identify the major components which make up the landing gear system.
2. Identify those systems using hydraulic power.
3. Identify those systems using electrical power.
4. Identify the major components of the brake system.
5. Know the airspeed limitations of the landing gear system.
6. Identify various types of unsafe gear indications and utilize the appropriate emergency checklist
for each indication.
GENERAL
The King Air C-90 utilizes a
mechanical landing gear system. The
system is controlled by a handle
placarded LDG GEAR CONTROL -
UP - DN on the right subpanel. The
landing gear control handle must be
pulled out of a detent before it can be
moved from either the UP or the DN
position. Visual indication of landing
gear position is provided by individual
green GEAR DOWN lights. The lights
can be checked by depressing the lamp.
A red light in the landing gear control handle indicates when the gear is in transit. Gear up is indicated
when the red light goes out. This red light also comes on with the warning horn anytime all gears are not

down and locked when the power levers are retarded to less than 79% N1. The bulb may be checked by a
press-to-test switch mounted adjacent to the landing gear control handle. The landing gear in-transit light
will indicate one or all of the following conditions:
a. Landing gear handle is in the “up” position and the airplane is on the ground with weight on the
landing gear.
b. One or both power levers retarded below approximately 79% N1 and one or more landing gears
not down and locked. Warning horn will sound.
c. Any one or all landing gears not fully retracted or in the down and locked position.
d. Warning horn has been silenced and will not operate.
The function of the landing gear in-transit light is to indicate that the landing gear is in transit or the
position of the landing gear does not match that of the handle. It also indicates that the landing gear
warning horn has been silenced and not rearmed. The light will remain on when the horn is silenced. The
up indicator, down indicator and warning horn systems are completely independent systems. A
malfunction in any one system will leave the other two systems unaffected.
GROUND HANDLING TOWING

Always ensure that the control
locks are removed before
towing the airplane. Serious
damage to the steering linkage
can result if the airplane is
towed while the control locks
are installed. Do not tow the
airplane with a flat shock strut.
Even brief towing or taxiing
with a deflated strut can cause
severe damage. The nose gear
strut has turn limit warning
marks to warn the tug driver
when turning limits of the gear will be exceeded. Damage will occur to the nose gear and linkage if the
turn limit is exceeded. A nose gear steering stop block is installed to warn the pilot if tow limits have been
exceeded. The maximum nose wheel turning angle is 48° left and right.

PILOT TIP
Do not push or pull the airplane using the propellers or control surfaces.
PARKING
The parking brake may be set by pulling outward on the parking brake control, located on the extreme left
side, below the pilot’s subpanel, and depressing the toe portion of the pilot’s rudder pedals. The parking
control closes dual valves in the brake lines that trap the hydraulic pressure applied to the brakes and
prevents pressure loss through the master cylinders. To release the parking brake, depress the pilot’s
brake pedals to equalize the pressure on both sides of the parking brake valves and push the parking brake
control fully in. The tow bar connects to the upper torque knee fitting of the nose strut. The airplane is
steered with the tow bar when moving the airplane by hand, or an optional tow bar is available for towing
the airplane with a tug. Although the tug will control the steering of the airplane, someone should be
positioned in the pilot’s seat to operate the brakes in case of an emergency.
NOSE LANDING GEAR

Using differential power and brakes, the
nose gear can be pivoted to its maximum
angle of 50 degrees to the right or left of
center, allowing the airplane to be turned
within a 35’6” wing tip radius. Upon
retraction, the nose landing gear assembly
is fully enclosed in the wheel well. The
gear door mechanism is a mechanical
design that does not require sequencing
valves. Three high intensity lights are
mounted on the nose gear assembly. The dual landing lights on the nose gear provide coverage of light for
landing at night. The single taxi light is aimed down to illuminate the ramp area ahead of airplane during
ground operations. These lights will remain illuminated with the gear up until the switch is placed in the
off position. An air-oil type shock strut on the nose wheel is filled with compressed air and hydraulic fluid
to absorb landing shocks and decrease any bouncing tendencies. A shimmy damper is mounted on the
right side of the nose gear strut. This hydraulic cylinder dampens any nose wheel shimmy during take off

and landing. A linkage connected to the rudder pedals permits nose wheel steering when the nose gear is
down. Since motion of the pedals is transmitted via cables and linkage to the rudder, rudder deflection
occurs when force is applied to any of the rudder pedals. With the nose landing gear retracted, some of
the force applied to any of the rudder pedals is absorbed by a spring-loaded link in the steering system so
that there is no movement at the nose wheel, but rudder deflection still occurs. The nose wheel is self
centering upon retraction.
PILOT TIP
The landing and taxi lights remain on after the gear has been retracted.
DESCRIPTION AND OPERATION - LANDING GEAR

The landing gear is operated by a split-field series wound motor, mounted on the forward side of the
center section main spar. One field is used to drive the motor in each direction. To prevent over-travel of
the gear, a dynamic brake relay simultaneously breaks the power circuit to the motor and makes a
complete circuit through the armature and the unused field winding. The motor then acts as a generator
and the resultant electrical load on the armature stops the gear almost instantly. The main gear actuators
are driven by torque shafts that carry torque from the gear box. The nose gear actuator is driven by
Duplex chain that attaches to a
sprocket on the gearbox torque
shaft. A spring loaded friction
clutch between the gear box
and the torque shaft protects
the motor in the event of
mechanical malfunction. The
main gears are held in the
down-lock position by a hook
and lock plate arrangement on
each main gear drag brace. The
nose gear is held in the down-
lock position by the slight over
center positioning of the nose
gear drag brace. The drag brace

is locked in position by the actuator. The jackscrew in each actuator holds the main and nose gears in the
retracted position.
An alternate extension jack mounted between the pilot and copilot seats provides a means of landing gear
extension in the event of a landing gear motor or electrical system malfunction. Manual landing gear
extension is provided through a separate, chaindrive system. To engage the system, pull the LDG GEAR
RELAY circuit breaker, located to the left of the landing gear control handle on the pilot’s right subpanel,
and ensure that the landing gear control handle is in the DN position. Pull up on the alternate engage
handle (located on the floor) and turn it clockwise until it stops. This will electrically disconnect the
motor from the system and lock the alternate drive system to the gear box. With the alternate drive locked
in, the chain is driven by a continuous-action ratchet, which is activated by pumping the alternate
extension handle located adjacent to the alternate engage handle. As many as 50 full strokes may be
required to fully extend the landing gear. Stop pumping when all three green gear-down annunciators are
illuminated. Further movement of the handle could damage the drive mechanism and prevent subsequent
electrical gear retraction.
PILOT TIP
If any of the following conditions exist, is likely that an unsafe gear indication
is due to an unsafe gear and is not a false indication.
1. The inoperative gear down annunciator illuminates when tested.
2. The red light in the handle is illuminated.
3. The gear warning horn sounds when one or both power levers are retarded below a preset N1.
After a practice manual extension of the landing gear, the gear may be retracted electrically. The landing
gear control lever on the copilot’s subpanel controls the landing gear. A safety switch on the right main
gear torque knee opens the control circuit when the strut is compressed. The safety switch also activates a
solenoid-operated down-lock hook on the landing gear control handle located on the pilot’s right
subpanel. This mechanism prevents the landing gear control handle from being raised when the airplane is
on the ground. The hook automatically unlocks when the airplane leaves the ground. In the event of a
malfunction of the down-lock solenoid, the down lock can be released by pressing downward on the red
down-lock release button. The release button is located just left of the landing gear handle. The landing
gear control handle should never be moved out of the DN detent while the airplane is on the ground.
Moving the gear handle out of the DN position while the aircraft is on the ground will cause the landing
gear warning horn to sound intermittently and the red gear-in-transit lights in the landing gear control

handle to illuminate (provided the MASTER SWITCH is ON). To prevent accidental retraction of the
landing gear while the airplane is on the ground, a safety switch mounted on each of the main gears cuts
power to the control circuit when the shocks are compressed.
CAUTION
NEVER RELY ON THE SAFETY SWITCH TO KEEP THE GEAR DOWN. THE LANDING
GEAR CONTROL SWITCH MUST BE IN THE DOWN POSITION.
LANDING GEAR WARNING SYSTEM

The landing gear warning system is provided to warn the pilot that the landing gear is not down and
locked during specific flight regimes. Various warning modes result, depending upon the position of the
flaps. With the flaps in the UP or APPROACH position and either or both power levers retarded below
approximately 80% N1, the warning horn will sound intermittently and the landing gear control handle
lights will illuminate. The horn can be silenced by pressing the WARN HORN silence button adjacent to
the landing gear control handle.
The lights in the landing gear control handle cannot be canceled. The landing gear warning system will be
rearmed if the power levers are advanced sufficiently. With the flaps beyond the APPROACH position,
the warning horn and landing gear control handle lights will be activated regardless of the power settings,
and cannot be canceled.
TIRES
The airplane utilizes a pair of 8.5 x 10, 8 ply tubeless, rim-inflation tires on each main gear assembly. For
increased service life, 10-ply-rated tires of the same size may be installed. A 6.5 x 10, 6-plyrated tire is
installed on the nose gear.
PILOT TIP
Tires that have picked up a film of fuel, hydraulic fluid, or oil should be
washed down as soon as possible, in order to prevent deterioration of the rubber.
Maintaining proper tire inflation pressures will help prolong tire service life. Check tires frequently to
maintain pressures within recommended limits, and maintain equal pressures on both tires of each dual-

wheel installation. Proper inflation pressures will help avoid damage from landing shocks, contact with
sharp stones and ruts, and will minimize tread wear. When inflating the tires, inspect them for cuts,
cracks, breaks, and tread wear. Inflate the main wheel tires between 52-58 psi. The nose wheel tires
should be inflated to between 50 and 55psi.
PILOT TIP
The aircraft manufacturer does not recommend using recapped tires on the airplane.
HYDRAULIC BRAKE SYSTEM

The dual hydraulic brakes are operated by depressing the toe portion of either the pilot’s or copilot’s
rudder pedals. Shuttle valves permit braking by either pilot or copilot. If either the pilot’s or the copilot’s
pedals are pumped repeatedly while continuous pressure is being applied to the other set of brake pedals,
braking capability from the “continuous-pressure” side may be lost. Normal brake function can be
restored by momentarily removing all pressure from the pedals on the “continuous-pressure” side. Dual
parking-brake valves are installed adjacent to the rudder pedals between the master cylinders of the pilot’s
rudder pedals and the wheel brakes. A control for the valves, placarded PARKING BRAKE - PULL ON
is located on the pilot’s left subpanel. After the pilot’s brake pedals have been depressed to build up
hydraulic pressure in the brake lines, both valves can be closed simultaneously by pulling ON the parking
brake handle. This retains the hydraulic pressure in the brake lines. The parking brake is released by
depressing the pedals briefly to equalize the hydraulic pressure on both sides of the valve, then pushing in
on the parking brake handle to open the valve, releasing the hydraulic oil pressure. Brake system
servicing is limited to maintaining the hydraulic fluid level in the reservoir mounted on the bulkhead in
the upper left corner of the nose avionics compartment. A dipstick is provided for measuring the fluid
level. When the reservoir is low on fluid, add sufficient quantity of approved hydraulic fluid (MIL-H-
5606) to fill the reservoir to the full mark on dipstick.

Brake Wear Allowance

The only other requirement related to
servicing involves the wheel brakes
themselves. Brake lining adjustment
is automatic, eliminating the need for
periodic adjustment of the brake
clearance. Check brake wear
periodically to assure that dimension
“A”, in the Brake Wear illustration,
does not reach zero. When it reaches
zero, you should contact your
mechanic.
PILOT TIP
The parking brake should be left off and wheel chocks installed if the airplane is to be left
unattended. Changes in the ambient temperature can cause the brakes to release or to
exert excessive pressures.
SHOCK STRUTS
With the airplane empty except for fuel and oil, the nose strut should be extended 3 to 3-1/2
inches and the main strut should be extended 3 inches.
PILOT TIP
Do not fill shock struts with oxygen.

LANDING GEAR LIMITATIONS

Maximum Landing Gear 156E 156E
Do not extend or retract landing gear above the speeds given.
Operating Speed 130R 129R
Maximum Landing Gear

156 156 Do not exceed this speed with landing gear extended.
Extended Speed
EMERGENCY LANDING GEAR SYSTEM

PROCEDURES
ABNORMAL LANDING GEAR PROCEDURES

Landing Gear Manual Extension
If the landing gear fails to extend after placing the Landing Gear Control Handle down, perform the
following:
1. Airspeed - ESTABLISH 120 KNOTS
2. Landing Gear Circuit Breaker (copilot’s subpanel) – PULL
3. Landing Gear Handle – DN
4. Alternate Engage Handle - LIFT AND TURN CLOCKWISE TO THE STOP TO ENGAGE.
5. Alternate Extension Handle - PUMP UP AND DOWN UNTIL THE THREE GREEN GEAR-
DOWN LIGHTS ARE ILLUMINATED. ADDITIONAL PUMPING WHEN ALL THREE
LIGHTS ARE ILLUMINATED COULD DAMAGE THE DRIVE MECHANISM AND
PREVENT SUBSEQUENT ELECTRICAL GEAR RETRACTION.
If all three green gear-down annunciators are illuminated:
6. Alternate Extension Handle - DO NOT STOW (Proceed to step 8.) If one or more green gear-
down annunciators do not illuminate for any reason and a decision is made to land in this
condition

7. Alternate Extension Handle - CONTINUE PUMPING UNTIL MAXIMUM RESISTANCE IS

FELT, EVEN THOUGH THIS MAY DAMAGE THE DRIVE MECHANISM.
8. Landing Gear Controls - DO NOT ACTIVATE (The Landing Gear Control and the Landing Gear
Relay Circuit Breaker must not be activated. The landing gear should be considered UNSAFE
until the system is cycled and checked with the airplane on jacks.)
LANDING GEAR EXPANDED PROCEDURES

Landing Gear Retraction After Practice Manual Extension
After a practice manual extension of the landing gear, the gear may be retracted electrically as follows:
1. Emergency Engage Handle ROTATE COUNTERCLOCKWISE AND PUSH DOWN
2. Extension Lever STOW
3. Landing Gear Circuit Breaker (Copilot’s Subpanel) PUSH IN Landing Gear UP

LANDING GEAR SYSTEM
QUESTIONS
1. The maximum speed for alternate gear extension with the manual system is:
A. 120 K
B. 130 K
C. 140 K
D. 115 K
2. What is the tire pressure for the mains? _________________________
For the nose gear tire? _____________________
3. If the pilot is applying continuous brake pressure and the copilot pumps the brakes, what may
happen?
A. The pilot’s brakes may lose effectiveness.
B. The co-pilot’s brakes will fail.
C. The pilot who applied brakes first has priority.
D. The pilot who applies the most force to the brake pedals has priority.
4. T or F: Brake wear can be checked during preflight.
5. Where is the brake fluid reservoir located?
______________________________________________________________________________
6. When is the landing gear horn silence button disabled?
______________________________________________________________________________
7. If manually extending the landing gear, when would you stop pumping? Why?
_________________________________________________________________________________
8. Where is the landing gear relay control circuit breaker located?
_________________________________________________________________________________
___________________________________________________________________________
9. The red light in the gear handle will illuminate when:
A. The gear is not down and locked.
B. The landing gear is not up and locked.
C. The landing gear is in transit.
D. All of the above.

10. The gear warning horn will sound when the gear is not down and:
A. Either power lever is reduced to a certain setting.

B. The wing flaps are extended beyond the approach setting.
C. The hydraulic system pressure falls below 1,500 psi.
D. Both a and b.
11. The emergency landing gear extension system utilizes:
A. A hand crank located behind the pilot’s seat.

B. A hand pump and release mechanism located in the cockpit.
C. A nitrogen blow-down bottle.
D. A mechanical drop-down release.
12. T or F: Once the gear has extended manually, it can be retracted normally.
13. Airspeeds for the landing gear:
A. Maximum gear extended speed ____ KCAS.

B. Maximum gear extension speed ____ KCAS.
C. Maximum gear retraction speed ____ KCAS.
14. Is the parking brakes hydraulic or mechanical?

_________________________________________________________________________________

CHAPTER 9
PNEUMATIC AND VACUUM SYSTEM
OBJECTIVES
1. State the air source for pneumatic operation.
2. State the vacuum source.
3. State acceptable pneumatic and vacuum gauge readings
4. Describe pilot action to activate the surface deice system.
DESCRIPTION
The PNEUMATIC and VACUUM SYSTEMS training section of the workbook present a description and
discussion of pneumatic and vacuum systems. The sources for pneumatic air, and vacuum along with
acceptable gauge readings are discussed.
PNEUMATIC - DESCRIPTION AND OPERATION

Air temperature of approximately 650°F (depending on the power setting and ambient air temperature) is
bled from each engine compressor at a flow rate sufficient to produce the 18 psi of pressure required to
operate the door seal, deice boots, the bleed air warning system (if installed), the hour meter and on some
models, the emergency exit door seal. The bleed air for these systems comes off the compressor bleed air
line at each engine. This bleed air is routed aft from the engine to a firewall shutoff valve, through a check
valve and on to a pressure regulator valve. The pressure regulator valve is located adjacent to the check
valves under the RH seat deck immediately forward of the rear spar. The loss of heat in the pneumatic
plumbing will reduce the temperature of the bleed air from a maximum temperature of 650°F to
approximately 70°F above ambient air temperature by the time it reaches the pressure regulator valve.
The regulator valve is set at approximately 18 psi of pressure and incorporates a safety valve that will
limit pressure to approximately 21 psi by venting excess pressure overboard. From the pressure regulator
valve, lines are routed to the various aircraft systems that utilize pneumatic pressure. A pressure gauge

calibrated in pounds per square inch indicates air pressure available to operate the various systems. On
airplanes LJ 1 through LJ 1062 the pressure gauge is located on the right side panel next to the vacuum
suction gauge. On airplane LJ 1063 and higher the gauges are located on the copilot subpanel.
VACUUM SYSTEM - DESCRIPTION AND OPERATION

The vacuum system furnishes vacuum to operate the surface deice system, the copilot’s gyro instruments,
the air-operated turn and slip indicator, the vacuum (gyro suction) gage, and the cabin pressurization
control system . The vacuum is produced by an ejector that is operated by the pneumatic system using
bleed air from the engines. To produce the vacuum, pneumatic air is passed through the ejector venturi
which draws air from the vacuum system regulator valve, the instrument air filter, the cabin pressure
controller and the cabin safety outflow valve. Each of these components has filtered inlets that must be
cleaned or replaced at a scheduled time. The vacuum is regulated by a vacuum regulator valve that admits
into the system the amount of air required to maintain sufficient vacuum (5.9 in. Hg.) for proper operation
of the vacuum-operated systems and components. The surface deicer system uses vacuum to deflate the
deicer boots after being inflated by pneumatic pressure.

The cabin pressurization control system uses vacuum to operate the controller and outflow valves. The
vacuum ports of the flight instruments are plumbed to a vacuum manifold which is located to the right of
the airplane centerline and aft of the pressure bulkhead. The instrument air inlet ports are plumbed to the
air intake manifold that is connected to the instrument air filter. The port on the end of each manifold is
plumbed to the vacuum (gyro suction) gage. The second port of each manifold is plumbed to the turn and
slip indicator. When an electric turn and bank indicator is installed, these ports are capped. The third port
of each manifold is plumbed to the directional gyro indicator. The fourth port of each manifold is
plumbed to the gyro horizon indicator.
PILOT TIP
The instrument filter is located at the top of the avionics compartment and should be
replaced every 500 hours.
ENGINE BLEED-AIR-WARNING SYSTEM

The bleed air warning systems installed on aircraft LJ – 502 to LJ – 639.

This system provides the pilot with a visual warning of a rupture in a bleed-air or pneumatic line. The
warning provides sufficient time to shutdown the bleedair firewall-shutoff valve on the affected side
before the heat from the rupture has time to damage the structure, skin or adjacent components. The
bleed-air lines from the engine to the cabin are shielded with oven insulation and foil tape to retain the
bleed-air heat in the system and to protect nearby components. The bleed-air and pneumatic lines aft of
the firewalls and through the nacelles, center section, and fuselage are accompanied in close proximity by
the bleed-airKing warning tubes. When the heat from a ruptured bleed-air or pneumatic line comes into
contact with a warning line, the warning line will melt and burst at approximately 204° F, releasing 17 to
22 psi of internal pressure and triggering the applicable pressure switch. The two switches and associated
tubing are pressurized by air tapped off the deice manifold. When the pressure at the switch drops to 1 to
2 psi, the switch closes and illuminates the appropriate red BL AIR FAIL warning annunciator in the
warning annunciator panel. The bleed-airwarning lines maintain a clearance of one to four inches between
the warning tubes and pneumatic lines.
ENGINE BLEED-AIR-WARNING SYSTEM -

This system provides a visual warning of a rupture in a bleed-air or pneumatic line. The warning provides
sufficient time to shutdown the bleed-air firewall shutoff valve on the affected side before the heat from the
rupture has time to damage the structure, skin or adjacent components. The bleed-air lines from the engine
to the cabin are shielded with oven insulation and foil tape to retain the bleed-air heat in the system and to
protect nearby components. The bleed-air and pneumatic lines that run through the nacelles, center section,
and fuselage are accompanied in close proximity by the bleed-air warning tubes. When the heat from a
ruptured bleed-air or pneumatic line comes into contact with the plastic warning line, the warning line will
melt and burst (at approximately 204° F), releasing 17 to 22 psi of internal pressure and triggering the
applicable pressure switch. When the pressure at the switch drops to 1 to 2 psi, the switch closes and
illuminates the appropriate red BL AIR FAIL warning annunciator in the warning annunciator panel. The
two pressure switches are mounted beside the pedestal under the copilot’s floorboard. One switch monitors
the warning system for the LH side of the airplane and the other switch monitors the system for the RH side
of the airplane. The two switches and associated tubing are pressurized by air tapped off the deice manifold.
The bleed-air warning lines have a clearance of one to four inches between the warning tubes and pneumatic
lines. If the pilot detects a bleed air leak, the applicable bleed air valve switch should be placed in the off
position. The pilot should monitor the engine instruments for a possible increase in torque and a decrease in
ITT this may indicate that the leak has been isolated. If the engine instruments do not recover, the leak may
be in the pneumatic line requiring an engine shutdown.

DOOR SEAL SYSTEM

The cabin entrance door and emergency exit on the C- 90 utilize air from the pneumatic system to inflate
the door seals after takeoff. Unregulated bleed air is tapped from the left engine manifold and directed to
the door seal on aircraft serial number LJ – 502 to LJ – 586. On LJ 587 through LJ – 764 and air tapped
from the 18 PSI regulator and is used to inflate the door seal. On LJ – 765 and later models, a 4 – PSI
regulator is used to inflate the door seal.
FLIGHT HOUR RECORDER

The Hobbs meter is located on the copilot’s rights
subpanel. In order for it to operate, pneumatic air must
be supplied along with DC power through the flap
control circuit breaker. In addition, the right landing gear
squat switch must be in the extended position.
PNEUMATIC LIMITATIONS
Pneumatic Gage
Green Arc (Normal Operating Range) 12 to 20 psi
Red Line (Maximum Operating Limit) 20 psi
Gyro Suction Gage

Narrow Green Arc (Normal from 35,000 to 15,000 feet) 2.8 to 4.3 in. Hg
Wide Green Arc (Normal from 15,000 feet to Sea Level) 4.3 to 5.9 in. Hg
35K marked on face of gage at 3.0 in. Hg
15K marked on face of gage at 4.3 in. Hg
PNEUMATIC SYSTEM EMERGENCY PROCEDURES


Bleed Air Line Failure (L or R BL AIR FAIL Annunciator)

Warning annunciators should be monitored during engine start procedure. Either engine will extinguish
both annunciators upon starting. Illumination of a warning annunciator in flight indicates a possible
rupture of a bleed air line aft of the engine firewall.
1. Bleed Air Valve (affected engine) - INSTR & ENVIR OFF position
2. Engine Instruments - MONITOR
NOTE
The bleed air warning annunciator will not extinguish after closing the Bleed Air Valve.
PNEUMATIC SYSTEM ABNORMAL PROCEDURES

None.
PNEUMATIC SYSTEM EXPANDED PROCEDURES

Vacuum/Pneumatic Pressure Check (2000 RPM)
1. Left Bleed-Air Switch OFF
2. Pneumatic/Vacuum Gage PNEU 12-20/VAC 4.3-5.9 psi
3. Right Bleed-Air Switch OFF
4. Pneumatic/Vacuum Gage ZERO
5. Bleed-Air Warning Lights ILLUMINATED
6. Left Bleed-Air Switch OPEN
7. Pneumatic/Vacuum Gage PNEU 12-20/ VAC 4.3-5.9 psi
8. Bleed-Air Warning Lights EXTINGUISH
9. Right Bleed-Air Switch OPEN

PNEUMATIC AND VACUUM SYSTEM
QUESTIONS
1. What is the purpose of the Bleed Air Failure warning lights?
_________________________________________________________________________________
_________________________________________________________________________________
________________________________________________________________________
2. What is the procedure if a Bleed Air Failure light illuminates in flight?

_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_____________________________________________________________________
3. T or F: The Bleed Air Failure light will remain illuminated after closing the bleed air switch.
4. How is the vacuum source created?

_________________________________________________________________________________
___________________________________________________________________________
5. The cabin pressurization control system uses _________ to operate the controller and outflow valves.
6. The Bleed air warning line will melt and burst at approximately:
A. 204ºC
B. 204ºF
C. 300ºF
D. 250ºC
7. Normal gyro suction is ______ psi.
8. Normal pneumatic pressure is ______ psi.
9. The following engine instruments may confirm a bleed air leak:
A. Increase Torque and increase N1
B. Increase in RPM and ITT
C. Increase in ITT and decrease in RPM
D. Decrease in torque and increase in ITT

CHAPTER 10
ANTI-ICING SYSTEM
OBJECTIVES
1. Describe anti-icing systems.
2. Understand conditions requiring the use of anti-icing systems.
3. Explain operation of all anti-icing systems.
4. Describe means of verifying correct operation.
5. Describe use of alternate anti-icing systems.
DESCRIPTION
The ANTI-ICING SYSTEMS section of this workbook presents a description and discussion of the
airplane anti-icing systems. All of the antiice and deice systems in this airplane are described in detail,
showing location, controls, and how they are used. The purpose of this training unit is to acquaint the
pilot with all the systems available for flight in icing or heavy rain conditions, and their controls.
Procedures in case of malfunction in any system are included. This also includes information concerning
preflight deicing and defrosting. Flight in known icing conditions requires knowledge of conditions
conducive to icing and of all systems available to prevent excessive ice from forming on the airplane.
ICE AND RAIN PROTECTION - DESCRIPTION AND

OPERATION
The airplane is equipped with a variety of ice and rain protection systems that can be utilized during
inclement weather conditions.

Airfoil
The pneumatic deice boots on the wings and tail remove
ice formed during flight. Regulated bleed air pressure and
vacuum are cycled to the pneumatic boots for the
inflation-deflation cycle. The selector switch that controls
the system permits automatic single-cycle operation or
manual operation. The deice system is operated with bleed
air pressure obtained from the engine compressors. This
air is routed through a regulator valve that is set to
maintain the pressure required to inflate the deice boots on
the leading edge of each wing and the horizontal and
vertical stabilizer. To assure operation of the system
Wing
should one engine fail, a check valve is incorporated in the
bleed line from each engine to prevent the escape of air pressure into the chamber of the inoperative
compressor. The bleed air from the engine is also routed through ejectors that employ the venturi effect to
produce vacuum for deflation of the deice boots and operation of certain flight instruments. The inflation
and deflation phases of operation are controlled by means of distributor valves.
The deice system is actuated by a three-way toggle switch on the LH subpanel. This switch is spring-loaded
to return to the OFF position from either the MANUAL or SINGLE position. When the switch is pushed to
the SINGLE position, one complete cycle of deicer operation automatically follows as the valves open to
inflate the deice boots. After an inflation period of approximately seven seconds, a timer switches the valve
to the VACUUM, position and deflates the boots. When the switch is pushed to the MANUAL position, the
boots will inflate and will stay inflated positions as long as the switch is held in the manual position. Upon
release of the switch, the distributor valves return to the
VACUUM position and the deice boots remain deflated
until the switch is actuated again.
For most effective deicing operation, allow at least 1/2

inch of ice to form before attempting ice removal. Very
thin ice may crack and cling to the boots instead of
shedding. Maintain a minimum speed of 140 KNOTS
during sustained icing conditions to prevent ice
accumulation on unprotected services of the wing. The Tail Boots
boots should never be inflated for takeoff or landing.

Ice inspection lights are mounted on the outside of each engine nacelle and illuminate the leading edge of
the wing. They are controlled by a single switch labeled ICE located on the pilot’s right sub-panel.
PILOT TIP
The ice lights operate at a very high temperature. Do not operate for extended periods of
time while on the ground.
Deice Boot – Protective Coating

Age Master No. 1 and Icex coating are both products of the B.F. Goodrich Company. Age Master No. 1 is
a liquid coating that protects rubber products from weathering and ozone and extends the life of the boots.
Icex coating is a silicone-based coating specifically compounded to lower the strength of ice adhesion on
the surface of the deicer boots. Icex will not damage the rubber boots and offers additional protection
from the harmful elements of the atmosphere.
Age Master No.1 Application

Age Master No. 1 is a protective coating which chemically bonds with the rubber in the deicer boot and
helps resist the deteriorating effects of ozone, sunlight, weather, oxidation and pollution. The coating
should be applied as instructed on the label of the container. For continued protection of the boot surface,
the coating should be applied every 150 hours. Two treatments per year should be adequate.
Icex Application
Icex coating is a silicone-based material that lowers the strength of ice adhesion on the surface of the
deicer boots. When properly applied, Icex provides a smooth, polished film that evens out microscopic
irregularities on the rubber surface. Ice formations have less chance to cling and are removed faster and
cleaner when the boots are operated. Icex should be applied as instructed on the label of the container.

INERTIAL ICE SEPARATION SYSTEM
An inertial ice separation system is installed in each engine air inlet to prevent moisture particles from
entering the engine inlet during icing conditions. When icing conditions are encountered, a movable
inertial ice vane is lowered into the inlet airstream to induce an abrupt turn in the airflow before entering
the engine inlet screen. The heavy ice-laden air is then discharged overboard through an opening in the
lower cowling at the aft end of the air duct. The inertial ice vanes are extended and retracted
simultaneously through a linkage system connected to T – handles located below the pilot’s subpanel.
Extending the ice vanes results in a rise in ITT and a significant reduction in torque.
PILOT TIP
Icing conditions occur even though you are not getting surface ice. When in visible
moisture at temperatures of +5ºC or colder, extend the ice vanes. The engine ice vanes
should be extended for all ground operations to help prevent FOD. Always maintain oil
temperature within limits.
AIR INTAKE ANTI-ICE LIP

The lip around each air intake leading edge is heated electrically to prevent the formation of ice during
inclement weather. This system should be turned any time icing conditions are anticipated in-flight.
Power is supplied to the heating element on the left engine by the left main bus and on the right engine by
the right main bus. On the ground the engine air intake boots will overheat if there is insufficient airflow.
For this reason a relay locks out the lip heater when the aircraft is on the ground.

ENGINE FUEL CONTROL HEAT

The compressor bleed air line to each engine fuel control unit is protected against icing by electrically
heated jackets. Power is supplied to each fuel control air line jacket heater by two switches located on the
pilot’s right subpanel. These heating elements are powered from subpanel bus number one for the right
fuel control heat and subpanel bus number two for the left fuel control heat. The fuel control heat must be
on regardless of the outside air temperature.
WINDOWS AND WINDSHIELDS
Electrical heating elements embedded in the windshield provide adequate protection against the formation
of ice while air from the cabin heating systems prevents fogging to ensure visibility during operation
under icing conditions. Normally a constant temperature of approximately 95ºF is maintained. However,
at very low outside air temperatures and high airspeeds, the system may not be able to maintain an ice
free windshield. To ensure adequate windshield antiicing protection, operation in icing conditions below -
24° C is not recommended. Windshield heat switches are located on the pilot’s subpanel (inboard) and are
placarded: WSHLD ANTI-ICE. It has three positions: BOTH, OFF, and PILOT.
PILOT TIP
Erratic operation of the magnetic compass may occur while windshield heat is being used.
Objects viewed through the windshield will be distorted when the windshield heat is on.

PROPELLER DEICING
The propellers are protected against icing by electrothermal boots that automatically cycle to prevent the
formation of ice on each blade. The propeller electric deice system includes: an electrically heated boot
for each propeller blade, a timer, an on-off switch and an ammeter. When the switch is turned on the
ammeter registers 14 to 18 amperes of current to the prop boots. The current flows from the timer through
the brush assemblies to the slip rings, where it is distributed to the individual propeller deicer boots.
Heat produced by the heating elements in the deicer boots reduces the adhesion of the ice. The ice is then
removed by the centrifugal effect of the propeller and the blast of the airstream. Power to the deice boot
heating elements is cycled in a continuous programmed sequence.
Airplane serial number LJ-953 and prior, are equipped with dual heating element deice boots. One
element is for deicing the inner portion of the propeller blade and the other element deices the outer
portion of the deicer blade. Power is cycled by the deicer timer to these heating elements in the following
sequence: RH outboard, RH inboard, LH outboard and LH inboard. Each sequence has 30- second
duration and completes a full cycle every two minutes.
NOTE
The heating sequences for the deicer boots noted in the previous section are for normal operation.
However, since the timer does not return to any given point when the power is turned off, it may restart at
any sequence point.

Airplane serials LJ-954 and after are equipped with improved single heating element deicer boots. Power
to these deice boots is cycled in 90-second phases. The first 90-second phase heats all the deicer boots on
the RH propeller. The second phase heats all the deicer boots on the LH propeller. The deicer timer
completes one full cycle every three minutes. As the deicer timer moves from one phase to the next, a
momentary deflection of the propeller ammeter needle may be noted.
With the propeller heat switch on, the prop amp gauge located on the pilot’s left subpanel, should indicate
current flow. Normal current flow is indicated by green arc showing between 14 to 18 amps. If the current
rises beyond 20 amps, the system should be turned off. Loss of one heating element does not mean entire
system must be turned off, although ice may build up on one blade.
PILOT TIP
Operating the propeller heat with the engines off will damage the heating elements.
PITOT HEAT
A heating element in the pitot mast prevents the pitot opening from becoming clogged with ice. The
heating element is controlled by a switch placarded PITOT, LEFT and RIGHT located on the left inboard
subpanel. It is not recommended to operate the pitot heat while on the ground except to test the system or
to remove ice and snow from the mast.
STALL WARNING VANE HEAT

The lift transducer is equipped with anti-icing capability on both the mounting plate and the vane. The
heat is controlled by a switch in the ice group located on the pilot’s right sub-panel identified: STALL
WARN. The level of heat is minimal for ground operation, but is automatically increased for flight
operation through the left landing gear safety switch.
PILOT TIP
Prolonged use of the stall warning and pitot heat on the ground will damage the heating
elements.

WARNING
THE HEATING ELEMENTS PROTECT THE LIFT TRANSDUCER VANE AND FACE PLATE
FROM ICE. HOWEVER, A BUILDUP OF ICE ON THE WING MAY CHANGE OR DISRUPT
THE AIRFLOW AND PREVENT THE SYSTEM FROM ACCURATELY INDICATING AN
IMMINENT STALL. REMEMBER THAT THE STALL SPEED INCREASES WHENEVER ICE
ACCUMULATES ON ANY AIRPLANE.
FUEL VENTS
The fuel system is vented through a recessed vent coupled to a static vent on the underside of the wing
adjacent to the nacelle. One vent (NACA) is recessed to prevent icing. The second vent is heated to
prevent icing and serves as a backup should the NACA vent become plugged.
FUEL HEAT
An oil-to-fuel heat exchanger, located on the engine accessory case, operates continuously and
automatically to heat the fuel sufficiently to prevent ice from collecting in the fuel control unit. Fuel heat
is automatic and requires no action by the pilot.
ICING LIMITATIONS
Minimum Ambient Temperature for Operation of Deicing 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.
ICE VANES, LEFT and RIGHT, shall be extended for operations 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.
EMERGENCY ICING SYSTEM PROCEDURES

None.

ABNORMAL ICING SYSTEM PROCEDURES
Electrothermal Propeller Deice

Abnormal Readings on Deice Ammeter. (Normal Operation: 14 to 18 amps)
1. Zero Amps:
A. a Prop Deice - CHECK ON
B. If OFF, reposition to ON after 30 seconds.
C. If in ON position with zero amps reading, system is inoperative: position the switch to OFF.
2. Below 14 amps:
A. Continue operation.
B. If propeller imbalance occurs, increase rpm briefly to aid in ice removal.
3. Over 18 amps:
A. If the Prop Deice circuit breaker switch does not trip, continue operation.
B. If propeller imbalance occurs, increase rpm briefly to aid in ice removal.
C. If the Prop Deice Control circuit breaker or the Left or Right Prop Deice circuit breaker trips,
avoid icing conditions.
ENGINE ICE VANES CHECK

1. Power Levers 1,800 RPM
2. Ice Vane Handles PULL
3. Torque Drop CHECKED
4. Ice Vane Handles AS REQUIRED

ANTI-ICING SYSTEM
QUESTIONS
1. Windshield heat:
A. Affects the compass

B. Is used all the time
C. Is prohibited when outside air temperature is 30ºF or colder
D. Will shattered a cold soaked windshield.
2. Use the inertial separators whenever the temperature is _________ and _____________ is present.
3. T or F: Use of flaps in icing condition is prohibited.
4. Minimum speed for flight in icing conditions is _______K.
5. T or F: The wing and tail boots sequence at the same time in the CYCLE.
6. The engine inlet lips are heated by:
A. Bleed air from the P3 section of the engine

B. Exhaust gases
C. Electrothermal boots
D. NACA design prevents icing of the inlets.
7. The deice boots should not be cycled if the outside air temperature is below:
A. -50ºC
B. -40ºC
C. -40ºF
D. -30ºC
8. T or F: Continuous use of the pitot on the ground is recommended:
9. If the boots are manually inflated for more than 10 seconds:
A. The boots may develop rips and tears

B. The boots will automatically deflate
C. Ice may form on the expanded boot and not be removable
D. Add drag to the wing
10. Define icing conditions.
_________________________________________________________________________________
_________________________________________________________________________________
________________________________________________________________________

11. Should the inertial separators ever be used on the ground?

_________________________________________________________________________________
___________________________________________________________________________
12. Describe the working principle of the inertial separators (“ice vanes”).
_________________________________________________________________________________
___________________________________________________________________________
13. How would you know if the inertial separators have actually lowered?
_________________________________________________________________________________
_________________________________________________________________________________
________________________________________________________________________
14. T or F: Damage will occur if windshield heat is used on the ground?
15. What caution should be considered regarding the use windshield heat?
_________________________________________________________________________________
___________________________________________________________________________
16. Under what conditions could the stall warning-system be inaccurate?

_________________________________________________________________________________
___________________________________________________________________________
17. How can you determine that the propeller deice timer is working correctly?
_________________________________________________________________________________
_________________________________________________________________________________
________________________________________________________________________

CHAPTER 11
FLIGHT CONTROLS
OBJECTIVES
After completion of this section of the workbook, the student should be able to:
1. Explain the operation of the primary flight controls.

2. Describe the location and operation of the trim tabs and controls.
3. Explain the use of the control locks.
4. Explain the operation of the flaps.
5. Describe the stall warning system.
FLIGHT CONTROLS
Dual controls are provided for the pilot and
copilot. The ailerons and elevators are operated
by conventional push-pull control yokes
interconnected by a Tcolumn. The flight
controls are cable-operated conventional
surfaces which require no power assistance for
normal control by the pilot or copilot. All
primary flight control surfaces are manually
controlled through cable and bellcrank
systems. Each system incorporates surface
travel stops and linkage adjustments. The rudder pedals are interconnected by a linkage below the cockpit
floor. The rudder pedal bellcranks are adjustable to two positions. The ailerons, elevators and rudder may
be secured with control locks in the cockpit.
PILOT TIP
Do not push or pull the aircraft by the propellers or control surfaces.

ELEVATOR TRIM
Manual control of the elevator trim is
accomplished by utilizing a trim wheel
located on the left side of the throttle
pedestal. The electric elevator-trim system
is controlled by an Elevator - On - Off
switch located on the pedestal. It
incorporates a dual-element thumb switch Pedestal Trim Switch
on each control wheel, a trim disconnect
switch on each control wheel, and a Pitch Trim circuit breaker on the right side panel. The Elevator Trim
switch must be on for the system to operate.
Both elements of either dual element thumb switch must be simultaneously pushed forward to achieve
nose-down trim and moved aft for nose-up trim. When the trim switch is released, it returns to the center
(Off) position. Any activation of the trim system by the copilot’s trim switch can be overridden by the
pilot’s trim switch. A before take-off check of both dual element thumb switches should be made by
moving each of the four switch elements individually. One switch element should not activate the system.
A two level, push-button, momentary-on, trim disconnect switch is located inboard of the trim switch on
the outboard grip of each control wheel. The electric elevator-trim system can be disconnected by
depressing either of these switches.
If the autopilot is engaged, depressing either trim-disconnect switch to the first of the two levels
disconnects the autopilot and the yaw damp system.

Depressing the switch to the second level disconnects the autopilot, the yaw damp system, and the electric
elevator-trim system. A green annunciator on the caution/advisory annunciator panel placarded ELEC
TRIM OFF, alerts the pilot whenever the system has been disabled with a trim-disconnect switch and the
Elevator Trim switch is on. The system can be reset by recycling the Elevator Trim switch on the
pedestal. The manual-trim control wheel can be used to change the trim anytime, whether or not the
electric trim system is in the operative mode.
PILOT TIP
Do not allow the trim system to move pass the limits on the elevator trim indicator
either manually, electrically or by the autopilot.
CONTROL LOCKS
The control locks are provided to prevent movement of the controls while the airplane is parked. The
control lock consists of a U-shaped clamp and two pins connected by a chain. The pins lock the primary
flight controls and the U-shaped clamp fits around the engine power control levers and serves to warn the
pilot not to start the engine with the control locks installed. It is important that the locks be installed or
removed together to preclude the possibility of an attempt to taxi or fly the airplane with the power levers
released and the pins still installed in the flight controls.
GROUND MOORING/TOWING
Three tie-down eyes are provided, one on each wing and another on the tail. To secure the airplane, chock
all the wheels fore and aft and tie the airplane down utilizing all three tie-down points.
CAUTION
REMOVE THE CONTROL LOCKS BEFORE TOWING THE AIRPLANE. IF TOWED WITH A
TUG WHILE RUDDER LOCK IS IN PLACE, SERIOUS DAMAGE TO THE STEERING
LINKAGE MAY OCCUR.
With the tow bar is connected to the nose strut, the airplane can be steered with the nose wheel when
moving it by hand or with a tug. When moving the airplane, do not push on the propeller or control
surfaces.

CAUTION
NEVER TOW OR TAXI THE AIRPLANE WITH A FLAT STRUT. EVEN BRIEF TOWING OR
TAXING IN THIS CONDITION WILL RESULT IN SEVERE DAMAGE. NEVER EXCEED
THE TURNING LIMITS MARKED ON THE NOSE GEAR STRUT DURING GROUND
HANDLING. IF THE TURN LIMITATION IS EXCEEDED DURING GROUND HANDLING,
DAMAGE TO THE STEERING LINKAGE AND NOSE STRUT WILL OCCUR.
WING FLAPS
The C-90’s operational speed limit for flaps provides for easy traffic pattern transition. Flaps are
selectable to 3 positions: up, approach (35%), and down (100%). The airplane’s flap tracks are not
exposed when flaps are retracted. This design eliminates exposed surfaces that could collect ice and
potentially interfere with flap operation. The flaps, two panels on each wing, are driven by an electric
motor through a gearbox mounted on the forward side of the rear spar. The motor incorporates a dynamic
braking system which helps to prevent overtravel of the flaps. The gearbox drives four flexible drive
shafts connected to a jackscrew actuator at each flap. The flaps are operated by a sliding switch lever
located just below the condition levers. Flap travel, from 0% to 100% (fully down) is registered in
percentage on an electric flap indicator at the top of the pedestal forward of the power levers. The
indicator is operated by a potentiometer driven by the right inboard flap. Any of the three flap positions,
UP, APPROACH or DOWN may be selected by moving the flap selector lever up or down to the selected
switch position indicated on the pedestal. A side detent provides for quick selection of the APPROACH
position (35% flaps). From the UP position to the APPROACH position, the flaps cannot be stopped at an
intermediate point. Between the APPROACH position and DOWN, the flaps may be stopped as desired
by moving the handle to the DOWN position until the flaps have moved to the desired position, then
moving the flap handle back to APPROACH. The flaps may also be raised to any position between
DOWN and APPROACH by raising the handle to UP until the desired setting is reached, then returning
the handle to APPROACH. The APPROACH detent acts as a stop for any position greater than 35%.
Moving the flap handle out of the UP position renders the landing gear warning horn silence function
inoperative. With the flap handle out of the UP position, the landing gear warning horn can be silenced
only by lowering the landing gear or advancing the power levers. A second approach position switch will
cause the warning horn to sound continuously when the flaps are lowered beyond the approach position
until the landing gear is extended, regardless of the power lever setting.

YAW DAMPER
The Yaw Damp system is designed to provide the pilot with help in maintaining directional control and
increase ride comfort. The system is normally incorporated in the autopilot, but can be operated
separately. The yaw damper must be disengaged during takeoff and landing. Operating instruction can be
found in Flight Manual Supplement.
STALL WARNING SYSTEM

The stall warning system senses angle of attack through a
transducer vane mounted on the leading edge of the left wing.
When the lift transducer vane determines that a stall is
imminent, the switch completes a circuit to a warning horn
and illuminates a red warning light. The horn sounds and the
light illuminates at 7 to 9 knots about the stall. The system has
a heater that can be selected by the pilot prior to entering icing
conditions.
FLIGHT CONTROL LIMITATIONS

Maneuver Limits
The BEECHCRAFT King Air C-90’s are Normal Category Airplanes. Acrobatic maneuvers, including
spins, are prohibited.
FLIGHT LOAD FACTOR LIMITS

FLAPS UP FLAPS DOWN
3.70 positive g’s 2.00 positive g’s
1.68 negative g’s
FLIGHT CONTROL EMERGENCY PROCEDURES


Flight Controls
Unscheduled Electric Elevator Trim

1. Maintain pitch control with elevator
2. Control wheel trim switch – attempt to trim in opposite direction of run away
3. Elevator tab control switch – off
4. Manual trim – retrim as required
CAUTION
DO NOT REACTIVATE ELECTRIC TRIM SYSTEM UNTIL CAUSE OF MALFUNCTION
HAS BEEN DETERMINED.
Spins
If the spin is entered inadvertently:
Immediately move the control column full forward, apply full rudder opposite to the direction of the spin,
and reduce power on both engines to idle. These three actions should be done as nearly simultaneously as
possible; then continue to hold this control position until rotation stops and then neutralize all controls
and execute a smooth pullout. Ailerons should be neutral during recovery.
FLIGHT CONTROL ABNORMAL PROCEDURES

Flaps Up Landing
Refer to the POH PERFORMANCE Section, for Flaps Up Landing Distance and Approach Speed.
1. Approach Speed – CONFIRM
2. Autofeather (if installed) – ARM
3. Pressurization – CHECK
4. Cabin Sign - NO SMOKE & FSB
5. Flaps – UP

CAUTION
DO NOT SILENCE THE LANDING GEAR WARNING HORN, SINCE THE FLAP ACTUATED
PORTION OF THE LANDING GEAR WARNING SYSTEM WILL NOT BE ACTUATED
DURING A FLAP UP LANDING.
6. Landing Gear – DN
7. Lights AS REQUIRED
8. Under low visibility conditions, landing and taxi lights should be left off due to light reflections.
9. Radar - AS REQUIRED
10. Surface Deice - CYCLE (as required)
NOTE
If crosswind landing is anticipated, determine Crosswind Component from the PERFORMANCE section
of the POH. Immediately prior to touchdown, lower upwind wing and align the fuselage with the runway.
During rollout, hold aileron control into the wind and maintain directional control with rudder and brakes.
Use propeller reverse as desired.
When Landing Assured:
11. Approach Speed – ESTABLISHED
12. Yaw Damp – OFF
13. Propeller Levers - FULL FORWARD
After Touchdown:
15. Power Levers - LIFT AND SELECT REVERSE
16. Brakes - AS REQUIRED
FLIGHT CONTROL EXPANDED PROCEDURES

Electric Elevator Trim
1. Verify that the ELEV TRIM switch is on.

2. Check operation of the dual-element thumb switches.
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.

FLIGHT CONTROLS
QUESTIONS
1. List the maximum flap air speeds:
KCAS ______
Approach Flaps ______
Full Flaps _______
2. Explain how to select 60% flaps.
_________________________________________________________________________________
___________________________________________________________________________
3. In what speed range could you not select intermediate flaps?
_________________________________________________________________________________
___________________________________________________________________________
4. Where is the circuit breaker located for the flap motor?
_________________________________________________________________________________
___________________________________________________________________________
5. Refer to the emergency procedures. List the procedures for the no flap landing.
_________________________________________________________________________________
___________________________________________________________________________
6. Is any one of the four flap segments different than the others?
_________________________________________________________________________________
___________________________________________________________________________
7. Where is the aileron trim tab located?
______________________________________________________________________________
8. Where is the electric trim switch located?
______________________________________________________________________________
9. T or F: The flaps have no asymmetrical protection.
10. T or F: The yaw damper must be operational for flight.
11. The wing flaps are:
A. Electric
B. Hydraulic
C. Electrically actuated/hydraulically operated.
12. T or F: The King Air C-90 is a Normal Category airplane.

CHAPTER 12
PITOT STATIC SYSTEM
OBJECTIVES
After completing this section of the work book, the student will be able to:
1. Identify the major components of the pitot static system.
2. Describe how the pilot and copilot instruments receive pitot and static pressure.
3. Be able to drain the pitot static system.
4. Describe the alternate static source.
PITOT AND STATIC PRESSURE SYSTEM

The pitot and static pressure system provides a
source of impact pressure and static air for
operation of selected flight instruments. The pitot
portion of the system is comprised of the pitot
mast mounted on each lower side of the nose, the
wiring connecting the heating element of the
mast into the electrical system and the tubing
between the mast and the airspeed indicators.
The impact pressure entering the masts is transmitted to the dual airspeed indicators mounted on the
instrument panel through separate tubing routed along each upper side of the nose compartment. Since the
pitot mast is the lowest point in each line from the airspeed indicators, the resultant natural drainage
eliminates the need for drain valves. Two circuit breaker switches on the left inboard subpanel control the
heating elements that prevent the pitot openings in the mast from becoming clogged with ice. The static
portion of the system includes two static ports on each side of the fuselage aft of the aft pressure
bulkhead. Lines connect the static ports to the instruments in the crew compartment and an alternate line
supplies static air for the pilot’s instruments should the fuselage static ports become obstructed. The static
lines are routed from the static ports to the top center of the fuselage and immediately over to the right
side of the fuselage. They are then routed forward along the fuselage beneath the windows to the rate-of-

climb indicator, altimeter and airspeed indicator at the instrument panel. The static line drain valves are
located behind the access door located in the lower right flight compartment wall adjacent to the
instrument panel. The static lines should be drained any time the aircraft has been exposed to rain, either
on the ground or during flight. Should abnormal or erratic instrument readings indicate that the normal
static source is restricted; the alternate air source may be utilized. This alternate system supplies static air
from the interior of the aft fuselage. The alternate static air line is routed through the aft pressure
bulkhead forward along the right side of the fuselage to the static air selector valve. This selector valve is
located below the copilot’s circuit breaker panel adjacent to the instrument panel. The static air selector
valve is held in the normal position by a clip. The alternate air source is selected by raising the clip and
moving the toggle from NORMAL to ALTERNATE. The pilot’s instruments then function on the
alternate air source.
OUTSIDE AIR TEMPERATURE

The outside air temperature indicator is installed in the pilot’s overhead panel or the pilot’s left sidewall
panel. The indicator dial is on the inside of the compartment with the stem of the instrument protruding
through the skin of the airplane. The instrument is hermetically sealed against dust and moisture.
The instrument consists of a bimetal element which is attached to the staff and pointer. A hollow stainless
steel stem encloses the element. A sunshield is installed over the stem for protection.

PITOT STATIC LIMITATIONS

None.
PITOT STATIC SYSTEM EMERGENCY PROCEDURES

None.
PITOT STATIC SYSTEM ABNORMAL PROCEDURES

Pilot’s Alternate Static Air Source THE PILOT’S ALTERNATE STATIC AIR SOURCE SHOULD BE
USED FOR CONDITIONS WHERE THE NORMAL STATIC SOURCE HAS BEEN OBSTRUCTED.
When the airplane has been exposed to moisture and/or icing conditions (especially on the ground), the
possibility of obstructed static ports should be considered. Partial obstructions will result in the rate of
climb indication being sluggish during a climb or descent. Verification of suspected obstruction is
possible by switching to the alternate system and noting a sudden sustained change in rate of climb. This
may be accompanied by abnormal indicated airspeed and altitude changes beyond normal calibrated
differences.
Whenever any obstruction exists in the Normal Static Air System, or when the Alternate Static Air
System is desired for use:
A. Pilot’s Static Air Source (right side panel) – ALTERNATE
B. For Airspeed Calibration and Altimeter Correction, refer to the PERFORMANCE section of the
POH.
NOTE
Be certain the static air valve is in the NORMAL position when the alternate system is not needed.

PITOT STATIC SYSTEM
QUESTIONS
1. What are the restrictions against the use of pilot heat?
_________________________________________________________________________________
___________________________________________________________________________
2. Describe how L & R pitot masts provide separate pitot pressure to pilot and co-pilot airspeed
indicators.
_________________________________________________________________________________
___________________________________________________________________________
3. Where is the location of the emergency (alternate) static source?

_________________________________________________________________________________
___________________________________________________________________________
4. Does this source provide alternate static pressure to pilot and co-pilot or pilot only?
_________________________________________________________________________________
___________________________________________________________________________
5. When should the static air line drain petcocks be drained? Why?
_________________________________________________________________________________
___________________________________________________________________________
6. Why would you not drain them in normal flight after leaving a heavy rainstorm?
_________________________________________________________________________________
___________________________________________________________________________

CHAPTER 13
OXYGEN SYSTEM
OBJECTIVES
With the use of this training manual the pilot will be able to:
1. Identify the major components which make up the oxygen system.
2. Explain the emergency procedures regarding the use of oxygen.
3. Be familiar with the time of useful consciousness at varying altitudes.
OXYGEN SYSTEM - DESCRIPTION AND OPERATION

Oxygen for flight at high altitudes is supplied by a cylinder mounted behind the aft cabin bulkhead. The
cylinder is filled by a valve accessible through an access door located on the right side of the fuselage.
The system has two pressure gauges. One is located on the right
side panel in the cockpit for in-flight use and the other is located by
the filler valve. A push/pull handle (PULL ON), located aft of the
overhead light. This handle operates a cable which opens and
closes the shut-off valve located at the oxygen supply bottle in the
aft, unpressurized area of the fuselage. When this handle is pushed
in, no oxygen supply is available anywhere in the airplane. It
should be pulled out prior to engine starting to ensure that
oxygen will be immediately available anytime it is needed.
When this handle is pulled out, the primary oxygen supply
line is charged with oxygen, provided the oxygen supply
bottle is not empty (Check the oxygen supply pressure gage on
the right subpanel and verify that sufficient oxygen is
available for the flight). The oxygen supply line delivers
oxygen to the two crew oxygen outlets in the cockpit and to the passenger oxygen system.

This system provides a constant oxygen flow and is adequate up to a cabin altitude of 30,000 feet. The
pilot’s oxygen masks are normally stowed underneath their seats. The oxygen outlets are located on the
forward cockpit sidewalls. The passenger’s oxygen masks are located in the seatback pockets. All masks
are connected to the oxygen system by pushing the plug into the oxygen outlet firmly and turning
clockwise approximately 1/4 turn. The passenger oxygen outlets are located in the ceiling at the forward
and aft and of the cabin.
Oxygen Cylinders
The oxygen system uses steel oxygen cylinders that are
available in four sizes. The standard system utilizes the
22-cubic-foot cylinder and some optional systems use the
49 or 66 cubic-foot cylinder. The oxygen cylinder should
be filled to a pressure of 1800 psi at a temperature of
70°F. To prevent overheating the oxygen system should
be filled slowly. Oxygen cylinders used in the airplane
are of two types. Light weight cylinders, stamped “3HT”
on the plate on the side, must be hydrostatically tested
every three years and the test date stamped on the cylinder. This bottle has a service life of 4,380
pressurizations or 24 years, whichever occurs first, and then must be discarded. Regular weight cylinders,
stamped “3A” or “3AA”, must be hydrostatically tested every five years and stamped with the retest date.
Service life on these cylinders is not limited.
PILOT TIP
Offensive odors may be removed from the oxygen system by purging.
This should be accomplished anytime the system pressure drops below 50psi.
OXYGEN LIMITATIONS
Filling the Oxygen System
When filling the oxygen system, only use Aviator’s Breathing Oxygen, MIL-0-27210.

WARNING
DO NOT USE MEDICAL OR INDUSTRIAL OXYGEN. IT CONTAINS MOISTURE WHICH
CAN CAUSE THE OXYGEN VALVE TO FREEZE.
OXYGEN EMERGENCY PROCEDURES

Use of Oxygen
WARNING
THE FOLLOWING TABLE SETS FORTH THE AVERAGE TIME OF USEFUL
CONSCIOUSNESS (TUC) (TIME FROM ONSET OF HYPOXIA UNTIL LOSS OF EFFECTIVE
PERFORMANCE) AT VARIOUS ALTITUDES.
Cabin Pressure Altitude TUC
35,000 feet 1/2 - 1 minute

30,000 feet 1 - 2 minutes
25,000 feet 3 to 5 minutes
22,000 feet 5 to 10 minutes
12 - 18,000 feet 30 minutes or more
1. Oxygen Control Handle - PULL ON (verify)
2. Crew - PLUG IN- DON MASKS
3. Passengers - PLUG IN- DON MASKS
4. Oxygen Duration - CONFIRM
OXYGEN ABNORMAL PROCEDURES

None.

OXYGEN SYSTEM
QUESTIONS
1. Why is it unnecessary to remove the oxygen filler valve access plate to check oxygen system
pressure?
_________________________________________________________________________________
___________________________________________________________________________
2. What is the normal system pressure for a full bottle?

_________________________________________________________________________________
___________________________________________________________________________
3. List some precautions to observe during oxygen filling.

_________________________________________________________________________________
___________________________________________________________________________
4. Assuming a well-maintained oxygen system, what must the crew do to obtain oxygen? What must
passengers do to obtain oxygen?
_________________________________________________________________________________
___________________________________________________________________________
5. What is the average TUC at 25,000 feet?

_________________________________________________________________________________
6. T or F: It is acceptable to use medical oxygen if aviator’s breathing oxygen is not available.
7. T or F: At 10,000 feet cabin altitude the passenger masks drop automatically.
8. Where is the oxygen refill valve?

_________________________________________________________________________________
___________________________________________________________________________
9. Where is the oxygen bottle?

_________________________________________________________________________________
___________________________________________________________________________

KING AIR C-90

PROFILES AND POWER SETTINGS














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King Air C90 Work Book

Published by Executive Flight Training LLC. Beaufort, SC

INTRODUCTION TO THE KING AIR C90

Locate and Describe:

Entry Door/Emergency Exit

Baggage Area Avionics Area

Cabin Section Fuselage

Wing Section Lights

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HISTORY OF THE KING AIR C-90

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Aft Baggage Compartment

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Storage and Dispensing Cabinetry

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To close the door from outside the airplane:

3. Rotate the handle counterclockwise as far as it will go.

To close the door from inside the airplane:

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Polarized Interior Windows

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Wing Center Section

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C-90 ENGINE VARIANTS

PT6A-21: LJ 668, 669, 671-691LJ 692 and subsequent.

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SPEED KCAS KIAS REMARKS

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SPEED KCAS KIAS REMARKS

AIRSPEED INDICATOR MARKINGS**

MARKING KCAS VALUE OR KIAS VALUE OR SIGNIFICANCE

Red Line 208 208 Maximum Operating Limit

White Arc 74 to 130 76 to 137 Full Flap Operating Range

Green Arc 89 to 208 89 to 208 Normal Operating Range

The Airspeed Indicator is marked in CAS Values.

Maximum Take-off Weight: 9650 pounds

Maximum Landing Weight: 9168 pounds

Maximum Zero Fuel Weight: No Structural Limit

Maximum Weight in Rear Baggage Compartment: 350 pounds

Maximum Weight in Nose Baggage Compartment: 350 pounds

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CENTER OF GRAVITY LIMITS

FORWARD LIMITS: 153.2 inches aft of datum at 9650 lbs.

151.4 inches aft of datum at 9168 lbs.

144.7 inches aft of datum at 7400 lbs or less.

MAC length is 75.9 inches.

FLIGHT LOAD FACTOR LIMITS (9650 POUNDS)

Flaps Down: 2.00 positive G’s

MINIMUM FLIGHT CREW: One Pilot

MAXIMUM OCCUPANCY: Ten People

Illumination of Cabin Door Warning Annunciator

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1. Emergency Release Hatch Cover - OPEN

PULL handle and PUSH out hatch.