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King Air C90 A-B
King Air C90 A-B
international
COURSEWARE SUPPORTHURST 8900 Trinity Blvd. Hurst, Texas 76053 (817) 276-7500 FAX (817) 276-7501
Record of Revision No. .02 This is a revision of the King Air C90A/B Pilot Training Manual. A solid vertical line in the margin indicates the content of the adjacent text or figure has been changed. A vertical line adjacent to a blank space indicates material has been deleted. Any page affected by the revision is marked Revision .02 in the lower left or right corner. If a page has Revision .02 in the lower left or right corner and no vertical line in the margin, it is a page in which format only has been changed. The changes made in this revision will be further explained at the appropriate time in the training course.
FlightSafety
international
FlightSafety International, Inc. Marine Air Terminal, LaGuardia Airport Flushing, New York 11371 (718) 565-4100 www.ightsafety.com
Courses for the King Air C90A/B and other Beech aircraft are taught at the following FlightSafety learning centers: Wichita (Raytheon) Learning Center 9720 East Central Avenue Wichita, KS 67206 Phone: (316) 685-4949 Toll-Free: (800) 488-3747 Fax: (316) 685-2476 Lakeland Learning Center Lakeland Airport 2949 Airside Center Drive Lakeland, FL 33811 Phone: (941) 646-5037 Toll-Free: (800) 726-5037 Fax: (941) 644-6211 Atlanta Learning Center 1804 Hyannis Court Atlanta, GA 30337 Phone: (770) 991-6064 Toll-Free: (800) 889-7916 Fax: (770) 991-5959 Long Beach Learning Center Long Beach Municipal Airport 4330 Donald Douglas Drive Long Beach, CA 90808 Phone: (562) 938-0100 Toll-Free: (800) 487-7670 Fax: (562) 938-0110
Houston Learning Center William P Hobby Airport . 7525 Fauna Street Houston, TX 77061 Phone: (713) 644-1521 Toll-Free: (800) 927-1521 Fax: (713) 644-2118
Copyright 2002 by FlightSafety International, Inc. All rights reserved. Printed in the United States of America.
NOTICE
The material contained in this training manual is based on information obtained from the aircraft manufacturers Pilot Manuals and Maintenance Manuals. It is to be used for familiarization and training purposes only. At the time of printing it contained then-current information. In the event of conict between data provided herein and that in publications issued by the manufacturer or the FAA, that of the manufacturer or the FAA shall take precedence. We at FlightSafety want you to have the best training possible. We welcome any suggestions you might have for improving this manual or any other aspect of our training program.
CONTENTS
SYLLABUS Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10 Chapter 11 Chapter 12 Chapter 13 Chapter 14 Chapter 15 Chapter 16 Chapter 17 APPENDIX ANNUNCIATOR PANEL INSTRUMENT PANEL POSTER AIRCRAFT GENERAL ELECTRICAL POWER SYSTEMS LIGHTING MASTER WARNING SYSTEM FUEL SYSTEM AUXILIARY POWER UNIT POWERPLANT FIRE PROTECTION PNEUMATICS ICE AND RAIN PROTECTION AIR CONDITIONING PRESSURIZATION HYDRAULIC POWER SYSTEMS LANDING GEAR AND BRAKES FLIGHT CONTROLS AVIONICS MISCELLANEOUS SYSTEMS
1-i
ILLUSTRATIONS
Figure 1-1 1-2 1-3 1-4 1-5 1-6 1-7 1-8 1-9 1-10 1-11 1-12 1-13 1-14 1-15 1-16 1-17 1-18 1-19 1-20 1-21 1-22 1-23 Title Page
Beechcraft King Air C90A ...................................................................................... 1-7 General ArrangementC90A .................................................................................. 1-8 Three-View DiagramC90A .................................................................................. 1-9 General ArrangementC90B ................................................................................ 1-10 Three-View DiagramC90B................................................................................. 1-11 Engine Air Inlet ...................................................................................................... 1-12 Optional Cabin Seating........................................................................................... 1-12 King Air C90A Front Three-Quarter View (Engines Primary).............................. 1-15 King Air C90B in Flight ......................................................................................... 1-16 Entrance and Exit Provisions.................................................................................. 1-17 Dual Door Cables ................................................................................................... 1-18 Nose Compartment Door ........................................................................................ 1-19 Cabin Areas ............................................................................................................ 1-20 Cabin Seating Layout (Typical).............................................................................. 1-20 Flight Deck Layout ................................................................................................. 1-21 Control Wheels and Fuel Control Panel ................................................................. 1-22 Instrument Panels.................................................................................................... 1-23 Instrumentation ....................................................................................................... 1-24 Engine InstrumentsPrior to LJ-1361................................................................... 1-25 Engine InstrumentsLJ-1361, LJ-1363, and After ............................................... 1-26 Pedestal and Right Side Panel ................................................................................ 1-27 Pilots and Copilots Subpanels.............................................................................. 1-28 Annunciators........................................................................................................... 1-29
1-iii
1-24 1-25 1-26 1-27 1-28 1-29 1-30 1-31 1-32 1-33
Overhead Light Control Panel................................................................................ 1-30 Avionics Installation (C90A) ................................................................................. 1-31 Flight Control Surfaces .......................................................................................... 1-31 Flight Control Locks .............................................................................................. 1-32 Tiedowns ................................................................................................................ 1-32 Propeller Boots....................................................................................................... 1-33 Turning Radius....................................................................................................... 1-34 Danger Areas.......................................................................................................... 1-34 Servicing Data ........................................................................................................ 1-35 Exterior Inspection ................................................................................................. 1-36
1-iv
TABLES
Table 1-1 1-2 Title Page
1-v
INTRODUCTION
A good basic understanding of the airplane will help in studying the individual systems and their operation. This chapter provides basic and background information needed to learn the details of airplane operation and performance to be studied in other chapters.
GENERAL
This chapter of the training manual presents an overall view of the airplane. This includes external familiarization, cabin arrangements, and cockpit layout. In this chapter of the training manual you will nd diagrams and data describing the airplane in general and its systems that are not included in the Pilots Operating Handbook (POH). Reference material in this training manual is organized into 15 chapters (with two unused tabs) covering all airplane systems. Each chapter is complete and independent and can be referred to in any sequence. Following are brief descriptions of the subject matter in each chapter. All material is discrete to the Beechcraft King Air C90A and C90B.
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AIRPLANE SYSTEMS
GENERAL
The Systems Description section of the POH gives a brief description of all the systems incorporated in the King Air C90A and C90B. Additional description and details of these systems are included in separate chapters of this training manual. The POH information is updated as required and always supersedes any information in this training manual.
Fuel System
Chapter 5, Fuel System, presents a description and discussion of the fuel system. The physical layout of fuel cells are described. Correct use of the boost pumps, transfer pumps, crossfeed, and rewall shutoff valves are discussed. Locations and types of fuel drains and correct procedures for taking and inspecting fuel samples are detailed. This chapter includes a list of approved fuels and procedures for fuel servicing.
Powerplant
Chapter 7, Powerplant, presents a discussion of the Pratt and Whitney PT6A turboprop engines. Engine theory and operating limitations are described, and normal pilot procedures are detailed. Crewmembers must have sufcient knowledge of the PT6A series engines to understand all normal and emergency procedures. This chapter also describes the propeller system. Location and use of propeller controls, principle of operation, reversing, and feathering are discussed.
Fire Protection
Chapter 8, Fire Protection, describes the re warning and protection systems. Operation and testing information for the re detection and reextinguishing systems is included.
Lighting
Chapter 3, Lighting, discusses cockpit lighting, cabin lighting, and exterior lighting. All lights are identied and located. The location and use of controls for the lighting system are also included.
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Pneumatics
Chapter 9, Pneumatics, presents a discussion of pneumatic and vacuum systems. Sources and operation of pneumatic and vacuum air are described. Acceptable gage readings and normal and abnormal system indications are outlined.
This chapter also discusses the wheel brake system. Correct use of the brakes and parking brakes, along with brake system description, and what to look for when inspecting brakes are detailed.
Flight Controls
Chapter 15, Flight Controls, describes the foursegment Fowler-type ap system. System controls and limitations are considered, with reference to operation as outlined in the Pilots Operating Handbook. This chapter also describes the rudder boost system. This system is designed to reduce pilot effort if single-engine ight is encountered.
Avionics
Chapter 16, Avionics, describes the standard avionics installation for the King Air C90A and C90B. The avionics controls, along with the weather radar, are mounted on an isolation panel in the center of the instrument panel so that it is easily available to the pilot or copilot. Individual audio switches, across the top of the panel, control audio to the speakers or headphones for the pilot and copilot. There are separate sets of controls for pilot and copilot so that each can select audio from any nav or comm receiver. A glossary of avionics terminology is included in an Appendix at the back of this training manual. This chapter also presents a discussion of the dual pitot-static system, which is vital to airspeed indications in the airplane. The principle of operation, sources of static and pitot pressure, instruments that depend on the system, and the pilots alternate static air source are covered.
Air Conditioning
Chapter 11, Air Conditioning, presents a description of the air-conditioning, heating, and fresh air systems. Each subsystem discussion includes general description, principle of operation, controls, and emergency procedures.
Pressurization System
Chapter 12, Pressurization, presents a description of the pressurization system. The function of various major components, their physical location, and operation of the pressurization system controls are discussed. Where necessary, references are made to the environmental system as it affects pressurization.
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Miscellaneous Systems
Chapter 17, Miscellaneous Systems, presents a summary of the oxygen system and its components. General description, principle of operation, system controls, and emergency procedures are included. Use of the oxygen duration chart involves working simulated problems under various ight conditions. FAR requirements for crew and passenger oxygen needs are part of the discussion, as well as the types and availability of oxygen masks. Local servicing procedures referenced in the Pilots Operating Handbook are also included.
Dynamic propeller balancing to reduce propeller vibration and associated airframe vibration to improve comfort and reduce fatigue.
Hardwire installation on airplane to simplify in-eld dynamic propeller balancing. Canon plug for ChadwickHelmuth dynamic propeller balancing analyzer is located just aft of copilots seat on cockpit sidewall. Super King Air 350 follow-up type ap selector switch. Flaps follow position of ap selector with three positions: up, approach, and down. Super King Air 300/350 type approach chart holder on pilots and copilots control wheels (optional). Avionics compartment moisture barrier to prevent inltration of water into the avionics bay through the avionics bay access door. Improves avionics reliability and life. This same barrier is used on the B200 and 350. Digital outside air temperature system similar to Super King Air 300/350. Cockpit ashlight and ashlight holder mounted on control pedestal similar to Super King Air Model 350. Changed chip detect warning annunciation to caution annunciationalso changed chip detect procedures in Pilot Operating Handbook and checklist. New annunciator and checklist eliminate need for emergency shutdown of affected engine. Procedure now simply requires the pilot to monitor engine performance.
Signicantly reduced cabin sound and vibration levels. Four-blade dynamically balanced 90inch-diameter McCauley or Hartzell propellers. Includes: Improved low-friction hub to improve propeller synchrophasing. New streamlined, more aerodynamic propeller spinners. A gated ground ne power lever position which provides improved ground handling, as well as reduced accelerate-stop and landing distances. The ground ne position allows a atter propeller blade angle to be used for taxi and for deceleration during accelerate-stop and landing.
1-4
COMPLETELY REDESIGNED INTERIOR Incorporates 26 electronically tuned dynamic vibration absorbers mounted in strategic locations on specic fuselage frames. Provides 12 to 15 dB reduction in specic frequency ranges to signicantly reduce propellerinduced sound and vibration. New lightweight composite sound absorbing headliner, sidewall panels, and oorboards. New thermal and acoustic insulating materials in cockpit and cabin sidewalls (bagged insulation and Scotch damp). Window reveals covered with stretched wool headliner material. Indirect uorescent lighting behind window reveals now has bright and dim lighting intensities.
Redesigned and restyled cabin chairs. New chairs feature Super King Air 350 styling. The cushion on the seat backs were retailored and reshaped. The new shape allows the occupant to sit 1 1/2 inches further back in the seat. This offers a total of three inches of additional legroom between the seats in the club for greater passenger comfort. Combined seat redesign and relocation of aft partition increases legroom in club by a total of six inches. Standard C90B seat pitch is 59 inches. B200 seat pitch in club is 57 and C90A was 53 inches. New carpet installation covers all but seven inches of the seat tracks to allow for seat travel. Covered seat tracks provide greater comfort through reduced noise and cold that radiates from the exposed track. Cabin image is also improved. Seat belt chime and no smoking sign relocated and updated to Super King Air 350 type. Now located on forward and aft partitions, for better visibility. Standard no smoking conguration removes cigarette lighters and ashtrays. No smoking sign will remain illuminated during all operations. Ashtrays and cigarette lighters are packaged in a smoking option. Forward right side cabinet now includes, in addition to the hot beverage dispenser, a cold beverage dispenser. This unit has a serving light similar to the Super King Air refreshment centers.
Sidewall panels incorporate integral sidewall armrest and Super King Air 350 style tables. Integral sidewall armrests allow for greater comfort by offering greater seat width between armrests when seat is laterally tracked. New tables offer greater strength and improved operation. Adjustable set screws are provided to allow easy adjustment to ensure the table is level in the extended position. Redesigned side facing seat with partition. Redesign of the side facing seat allowed the vertical partition to be moved three inches further aft to provide an additional three inches of legroom for right side of the club.
1-5
A new cabinet (optional) has been designed for the aft right side of the cabin. This cabinet features the four liquor decanters and an insulated ice drawer. Forward sliding door partition is now standard. All cabinet drawer slides feature roller-bearing-type guides to improve operation of drawers. C90A slides were friction-type guides.
Signicant performance improvements substantially improve safety. Reduced VMCA now 80 KIAS was 90 KIAS. VMCA was reduced because the new four-blade propellers with reduced diameter produce lower thrust at high power settings and low speeds. Accelerate-stop distance reduced 9.7%. Now 3,650 feet, was 4,042 feet. (Sea level, standard day, no wind at maximum weight.) Accelerate-go distance reduced 18.8%. Now 3,650 feet over 35-foot obstacle, was 4,500 feet over 50-foot obstacle (sea level, standard day, no wind at maximum weight). Landing distance reduced 6.3%. Now 2,290 feet, was 2,443 feet (sea level, standard day, no wind at maximum weight).
Optional quick-disconnect second door cable allows for greater ease in loading baggage/cargo but retains second cable for strength. New stylized C90B logo under cockpit D-windows provides common image and styling with Super King Air 350. New updated and distinctive paint scheme to establish C90B as new and different from all previous King Airs.
New POH features Abnormal and Emergency Sections with bold-face action items. The POH has been revised to reect all the changes to the airplane, as well as to make the POH more consistent with the other King Air models.
1-6
The King Air design is a blend of a highly efcient airframe with proven current technology components, providing a reliable, economical, versatile, and cost-productive airplane. The structure is all-metal, low-wing monoplane. It has fully cantilevered wings and a conventional-tail empennage. The wings are an efcient, high-aspect ratio design. The airfoil section provides an excellent combination of low drag for cruise conditions, and easy handling for the low-speed terminal conditions or small airport operations.
1-7
1-8
1-9
1-10
1-11
A faired, oval, minimum frontal area nacelle is installed on each side of the wing center section to house both the engine and landing gear. The pitot type intakes (Figure 1-6) boost performance by reducing drag, and the exhaust stacks are shaped for smaller frontal area to reduce drag. The nacelles are designed and located to maximize propeller/ground clearance, minimize chain noise, and provide a low-drag installation of the powerplants on the wing.
Figure 1-7 Optional Cabin Seating Arrangement Figure 1-6 Engine Air Inlet
The fuselage is conventional monocoque structure using high-strength aluminum alloys. The basic cross-sectional shape of the cabin is a favorable compromise between passenger comfort and efcient cruise performance. The cabin prole is squared-oval, not round. Passengers can sit comfortably without leaning their heads to accommodate sloping walls. The oors are at from side to side for passenger ease in entering and leaving the cabin. The Beechcraft King Air C90A and C90B are certicated for up to 10 people (Figure 1-7). The most popular conguration provides comfortable seating for six passengers and a crew of two. Almost any arrangement is possible.
1-12
Table 1-1 SPECIFICATIONSC90A Model Designation - Passenger........................................................... C90A Minimum Crew ........................................................................................... 1 Occupants - Max. FAA Cert. (incl. crew)................................................. 13 Passengers - Normal Corp. Config. ............................................................ 6 Engines - P&W Turboprop ......................................................... 2 PT6A-21 Propellers - 3-Blade, Constant-speed, Full-feathering, Counter-weighted, Hydraulically-actuated .......................................................... 2 McCauley Landing Gear - Retractable, Tricycle............................................ Hydraulic Wing Area ................................................................................ 293.94 sq. ft. Maximum Certificated Weights LJ1138 and LJ1063-1137 Subsequent Certificated Weights and 1146 Except 1146 Maximum Ramp Weight ................ 9,710 pounds............... 10,160 pounds Maximum Take-off Weight ............ 9,650 pounds............... 10,100 pounds Maximum Landing Weight ..............9,168 pounds................. 9,600 pounds Maximum Zero Fuel Weight................................. No Structural Limitation Maximum Weight in Baggage Compartment: Rear Baggage Compartment .................................................. 350 pounds Nose Baggage Compartment (Baggage and Avionics)..................................................... 350 pounds Cabin and Entry Dimensions Cabin Width (Maximum)............................................................... 54 inches Cabin Length (Partition to Partition)........................................... 155 inches Cabin Length (Maximum between pressure bulkheads)............. 214 inches Cabin Height (Maximum) ............................................................. 57 inches Airstair Entrance Door Width (Minimum) .................................... 27 inches Airstair Entrance Door Height (Minimum)................................ 51.6 inches Sill Height (Maximum) ................................................................. 48 inches Pressurized Compartment Volume ...................................... 313.6 cubic feet Rear Baggage Compartment Volume................................ 53.5 cubic feet Nose Avionics/Baggage Compartment Volume.................... 16 cubic feet Specific Loadings LJ1138 and LJ1063-1137 Subsequent and 1146 Except 1146 Wing Loading............................. 32.8 pounds/Ft2........... 34.4 pounds/Ft2 Power Loading ........................... 8.8 pounds/H.P............. 9.2 pounds/H.P.
1-13
Model Designation - Passenger ........................................................... C90B Crew - FAA Certified.................................................................................. 1 Occupants - Max. FAA Cert. (incl. crew)................................................. 13 Passengers - Normal Corp. Config. ............................................................ 6 Engines - P&W Turboprop ......................................................... 2 PT6A-21 Propellers - 4-Blade, Constant-speed, Full-feathering, Counter-weighted, Hydraulically-actuated................................. 2 McCauley (full reversing) Hartzell after LJ 1542 Landing Gear - Retractable, Tricycle............................................ Hydraulic Wing Area ................................................................................ 293.94 sq. ft. Maximum Certificated Weights \Maximum Ramp Weight ..................................................... 10,160 pounds Maximum Take-off Weight ................................................... 10,100 pounds Maximum Landing Weight....................................................... 9,600 pounds Maximum Zero Fuel Weight................................. No Structural Limitation Maximum Weight in Baggage Compartment: Rear Baggage Compartment .................................................. 350 pounds Nose Baggage Compartment (Baggage and Avionics)..................................................... 350 pounds Cabin and Entry Dimensions Cabin Width (Maximum)............................................................... 54 inches Cabin Length (Partition to Partition)........................................... 155 inches Cabin Length (Maximum between pressure bulkheads)............. 214 inches Cabin Height (Maximum) ............................................................. 57 inches Airstair Entrance Door Width (Minimum) .................................... 27 inches Airstair Entrance Door Height (Minimum)................................ 51.6 inches Sill Height (Maximum) ................................................................. 48 inches Pressurized Compartment Volume ...................................... 313.6 cubic feet Rear Baggage Compartment Volume................................ 53.5 cubic feet Nose Avionics/Baggage Compartment Volume.................... 16 cubic feet Specific Loadings Wing Loading................................................... 32.8 pounds per square foot Power Loading.......................................... 8.8 pounds per shaft horsepower
1-14
Maximum ap extension/extended (VFE): Approach ....................................... 184 knots Down.............................................. 148 knots Stall (100% aps, power off) ................. 76 knots Air minimum control (VMCA) ............... 90 knots
Figure 1-8 King Air C90A Front Three-Quarter View (Engines Primary)
1-15
Maximum ap extension/extended (VFE): Approach....................................... 184 KIAS Down ............................................. 148 KIAS Stall (100% aps, power off)................. 78 KIAS (with four-blade propeller installed) Air minimum control (VMCA)............... 80 KIAS (with four-blade propeller installed)
1-16
Two of the four steps are movable and automatically fold at against the door in the closed position. A self-storing platform automatically folds down over the door sill when the door opens to provide a stepping platform for door seal protection.
1-17
A plastic-encased cable provides support for the door in the open position, a handhold for passengers, and a means of closing the door from inside the airplane. A hydraulic dampener permits the door to lower gradually during opening. It is important that not more than one person be on the airstair door at a time as excessive weights could cause structural damage to the door.
1-18
WARNING
Never attempt to unlock or check the security of the door in ight. If the CABIN DOOR annunciator illuminates in ight, or if the pilot has any reason to suspect that the door may not be securely locked, the cabin pressure should be reduced to zero differential, and all occupants instructed to remain seated with their seat belts fastened. After the airplane has made a full-stop landing, only a crewmember should check the security of the airstair door.
The baggage door is hinged at the top to allow the door to swing upward. A ush-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 security of the unattended airplane, the nose baggage compartment door features a key-lock latch.
EMERGENCY EXIT
The emergency exit door is located at the third cabin window on the right side of the fuselage (see Figure 1-10). A placard at the window gives instructions for access to the release mechanism. The door is released from the inside with two hooks, a trigger button, and a latch-release pullup handle. A placard on the emergency exit hatch release cover lists proper opening procedures. A pressure lock prevents the door from being opened when the cabin is pressurized. If pressurized, pulling the hooks overrides the pressure lock and allows the trigger button to be depressed. 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.
1-19
CABIN COMPARTMENTS
The pressurized cabin interior consists of the ight deck, passenger seating area, and an aft baggage area (Figure 1-13). The ight deck provides side-by-side seating for the pilot and copilot. Typically for corporate use, the cabin is arranged in a ve-passenger club seating and aisle-facing cabinet seat layout (Figure 1-14). A lavatory area is located in the aft compartment, with a padded seat which can be used as the sixth passenger seat. Aft of the cabin area is the baggage area. This pressurized area is capable of holding 53.5 cubic feet of luggage, cargo, or clothing (all accessible in ight). The location of the baggage area next to the airstair door makes loading and unloading easy. If an operation requires, some or all of the seats, wall partitions, and lavatory can be quickly removed to congure the airplane for cargo transport.
Figure 1-14 Cabin Seating Layout (Typical)
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FLIGHT DECK
The ight deck layout is a time-proven design that has optimized crew efciency and comfort (Figure 1-15). The pilot and copilot sit side-byside in individual chairs, separated by the control pedestal. The seats are adjustable fore and aft as well as vertically. Seat belts and inertia-type shoulder harnesses are provided for each seat.
The general layout of the ight deck shows the location of the instruments and controls. Conventional dual controls are installed so that the airplane can be own by either pilot (Figure 1-16). The controls and instruments are arranged for convenient single-pilot operation or for a pilot and copilot crew.
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1-22
The fuel control panel (Figure 1-16) is located on the left sidewall, next to the pilot. Fuel quantity gages and switches, rewall valve switches, and circuit breakers are located on this panel. The instrument panels (Figure 1-17) contain the ight instruments, engine instruments, and avionics panel. The airspeed indicator and other miscellaneous system gages which provide limitations markings are shown in Figure 1-18. The engine instruments (Figures 1-19 and 1-20) are mounted in a vertical double row next to the avionics panel. The avionics panel in the center contains the nav/comm controls and weather radar unit.
Extending aft from the center subpanel is the engine control quadrant and pedestal (Figure 1-21). Engine controls, ap control handle, rudder and aileron trim knobs, and pressurization controls are mounted on this pedestal. The ight director and autopilot systems are also installed here. On the right side panel next to the copilot is the main circuit-breaker panel (Figure 1-21), where the majority of the system circuit breakers are located. The static air selector handle is mounted just below the circuit-breaker panel. Just below the instrument panel are the pilots (left) and copilots (right) subpanels (Figure 1-22). Aircraft system controls, engine switches, master switches, and landing gear controls are located on these subpanels.
PRESS
R ENG ICE FAIL MASTER WARNING
PRESS TO RESET
MASTER CAUTION
PRESS TO RESET
TO TEST
R ENG ANTI-ICE
9
GPS APR
STALL WARNING
PRESS TO TEST
10
START
9 8
10
START
8 7 6
ITT
12
ITT
12
AUTO COMM COMM 1 2 NAV 1 2 MKR BCN 2 1 DME ADF COMM 1 2 NAV 1 2 MKR BCN 1 2 DME ADF AUTO COMM
ARM ACTV
C X 100
C X 100
2
OFF COMM 2 COMM 1 CABIN PILOT AUDIO OFF AUDIO SPKR AUDIO EMER VOICE B O T RANGE H PAGING PUSH ON/OFF GND COMM PWR INTPH VOICE B O T RANGE H COPILOT AUDIO OFF HOT INTPH AUDIO SPKR COMM 2 COMM 1 CABIN OFF
O M ALT I DH ALERT
5
COLLINS
ALT
100
9 8
FEET
1 1013
MILLBARS
260
FAST
40 60 80
AP YD
KNOTS
220 200
AIRSPEED
10
2 7 1, 6 0 0 ALT 5 29.92 3
IN MG
0
16 14 12
FTLB X 100
TORQUE
0 2 4
0
16 14 12
FTLB X 100
TORQUE
0 2 4 SIDETONE
L VO
OFF
NORM DME
VOL
VOL
260
OFF MKR BCN 1 & 2 OFF
L VO
40 60 80
10 20
KNOTS
9 0 8
10 10 mb
1015
100
FEET
1 2
IN Hg
220
INTPH SENS
AIRSPEED
ALT
AVIONICS BY
298
299
HI
1010
10
10
VOL
CHAN 2 ENCD ALTM 1
SET ALTITUDE
VO L
LO ANN PUSH BRT
SIDETONE
200
1005
10 20
ER
EC T
6
10
DH 200
4
Collins
COMM 1
25,0 00
PUSH IN
COMM 2
Collins
7 6
ENCODING
3
5
AIR
1
.5
X1000
2 3
0 25 5 24 PROP 23 10 22 13 21 14 20 15 19 18 17 16
0 25 5 24 PROP 23 10 22 13 21 14 20 15 19 18 17 16
DIM
XFR
ENCD ALTM 2
MEM
XFR
MEM
MEM
MEM
COLLINS
30
33
.5
Collins
ON OFF V
SQ OFF
COM
STO
OFF
HOLD
WXR-270
INT
ON
INSTANTANEOUS
30
33
COLLINS
25
200
OFF V
SQ OFF
COMM
STO
1
N
X 1000
2 3
L R
INSTANTANEOUS
DC
24
0
.5 VERTICAL SPEED
24
TEST
ACT
SBY
TEST
100
NAV
ACT
SLEW
MODE
24
NAV
DG
COLLINS
21
COLLINS
AUX TEST
EXT PWR
MIC NORMAL
INVERTER NO 1 O F F
OFF LEFT RIGHT LIGHTS LANDING TAXI ICE NAV RECOG LDG GEAR CONTROL LIGHTS BEACON STROBE BAR CABIN BRIGHT D I M LEFT RIGHT OFF ICE PROTECTION PROP FUEL VENT DOWN LOCK REL LEFT STALL WARN O F F MANUAL OFF LEFT OFF RIGHT RIGHT LANDING GEAR HYD FLUID SENSOR UP OFF GEAR DOWN DN NOSE HD LT TEST L R
COCKPIT VOICE RECORDER
OFF - RESET
OXYGEN MASK
OFF
NO 2 GEN RESET ON
ON
MASTER SWITCH
OFF GEN 2 BUS SENSE GEN TIES RESET MAIN CLOSE N O R M TEST OPEN AUTOFEATHER ARM OFF TEST
OFF
PILOT AIR
ACTUATORS STANDBY
IGNITION AND ENGINE START LEFT RIGHT ON OFF STARTER ONLY PARKING BRAKE
OFF
12
15
DEFROST AIR
EADI/EHSI DIM
12
GYRO -SLAYING+
30
33
90 80
%RPM
40 50
90 80
WX
XFR
%RPM
40 50
XFR
70 60
70 60
15
MAP
MEM MEM
NAV
G P S
6 5 FUEL FLOW 4 4 3
PPH X 100
STBY
GAIN
10
HDG +10
MEM MEM
MIN
10
ELAPSED TIME
6 5 FUEL FLOW
ON OFF V
HLD
NAV
STO
TGT MAX -10
ON OFF V
HLD
NAV
STO 1 NM 10
TILT
TEST
ACT
TEST
ACT
CH
SEL
COLLINS
PWR
CRS
PPH X 100
0
TRANSPONDER
Collins
315
GPS
ADF
Collins
OIL
120 80 40 0 200 150 100 50 0 120 80 40 0
OIL
200 150 100 50 0 ON STBY OFF V TEST PRE ALT IDENT
2
CRSR
ATC
PRESENT POS KBEC CLR 125.00 --- - - +FR REF: KICT - - - - ,- NM GRND 121.70 - - * - - : - - ' TWR 126.80 - - - * - - : - - ' CTAF 126.80 NAV 2 ENR-LEG APT+4
MSG ALT
PUSH ON
XFR
PULL SCAN
CLR
ENT
MEM
MEM
ANT OFF
ADF TONE V
ADF
STO
PSI
PSI
TEST
ACT
35K
ENVIRONMENTAL NO SMOKE & FSB O F F FSB BLEED AIR VALVES LEFT OPEN RIGHT CABIN TEMP MANUAL TEMP INCR VENT BLOWER HIGH LO DECR AUTO MAN COOL INCR MAN HEAT
OFF
TAIL FLOOD
TEST
ERASE
HEADSET
600 OHMS
COPILOT
CLOSED
HOURS 1/10
PITOT
PULL DECREASE
UP
RELAY TEST
FLAPS
20
APPROACH
.5
2 1CABIN CLIMB4
THDS FT PER MIN
0 35 30
1,0 00
FT
1 6 2 5 4 3
N O R M OFF
60 80 DOWN
0
.5
6 1 2 4
25
20
10
15
15
25
12
A D F
A D F
21
34.5NM
MSG
000
100
30
100
Collins
Collins
30
LIN
GSP
.0 0
110 TURBINE 20
.0 0
110 TURBINE 20
0
.5 VERTICAL SPEED
21
3
6
E
NAV 1
TST
50
NAV 2
20
3
DC
1
COURSE
15
3
6
GYRO -SLAYING+
SLEW
MODE
DG
COLLINS
15K
3 4 5 6
MIC NORMAL
10
PSI
0
OXYGEN MASK PNEUMATIC PRESSURE
20
COPILOT AIR
FLIGHT
PULL ON
USE NO OIL
PSI
OXYGEN
SUPPLY PRESSURE MADE IN USA
1-23
40 60 80 100
KNOTS
AIRSPEED
10
PSI
0
PNEUMATIC PRESSURE
20
15K 35K
4 5
GYRO SUCTION
INCHES OF MERCURY
10
20
PROP AMPS 0 30
4 2 0
6 8 FUEL 10 12 14
QTY
LBS X 100
0 35 30
6
1,0 00 F
1 2 5 4 3
25
20
10
15
UP
FLAPS
20
APPROACH
60 80 DOWN
1-24
1-25
1-26
TEST
ERASE
HEADSET
COCKPIT VOICE RECORDER 600 OHMS
UP
FLAPS
20
APPROACH
.5
2 1 CLIMB4 CABIN
THDS FT PER MIN
0 35 30
1,0 00
FT
1 6 2 5 4 3
60 80 DOWN
0
.5
6 1
P R O P
25
20
4
C O N D I T I O N
10
15
10
UP
5
E L E V A T O R T
GO AROUND FINE R
I GEAR HORN M 0
UP
IDLE LIFT GD
SILENCE
FEATHER
LIFT
FRICTION LOCK
FUEL CUTOFF
DN
5
CAUTION
REVERSE ONLY WITH ENGINES RUNNING
UP
REVERSE
FRICTION LOCK
FLAP
DN
10
LEFT APPROACH
AILERON TAB
RIGHT
DOWN
RUDDER TAB
LEFT RIGHT
EFIS POWER CMPST TEST CABIN PRESS DUMP RUDDER BOOST ELEV TRIM
5
1
0
TEST OFF
NAV DATA TTG GSP ET TIMER S/S ARC MAP HSI ARC MAP PRE
P R E S S
OFF
NORMAL
DH TST COURSE ACT XFR
+
WX
WARNING
CABIN ALT
0
10
PUSH
HDG SY NC
CRS SEL
PUSH
T
D
CRS IR E C
1
12
2
14
1000 FT
3
TRIM HDG NAVARM DR APPRARM B/C VNAV 1/2 0 YAWDIS ALT ALTARM VS GSARM IAS GA DSC CLM APDIS HDG NAV APPR B/C CLIMB
16
-1
10
RATE
TEST
M I N M A X
CABIN ALT
18
26
YAW DIS AP
L R
DN
UP
ALT
ALT SEL
VS
IAS
DSC
20
22
24
WARNINGS
WARN POWER STALL LEFT LEFT
5 71/2 5 71/2 5
ENGINES
LEFT LEFT AUTO
71/2 5 5
AVIONICS
AVIONICS
5
BAT
LANDING GEAR
WARN ANN
START CONTROL
IGNITOR POWER
MASTER
AVIONICS
25
COMM
71/2
NAV
2
COMPASS
3
BAT
71/2
IND
IND
RIGHT
RIGHT
RIGHT
RIGHT
TEST
NO 1
NO 1
NO 1
NO 1
FLIGHT
FLAP GEN 1
20
LIGHTS
ALT
1
FLAP
5
COPILOT
1
PLT FLT
71/2
AVIONICS
5
PROP
5
LEFT
5
LEFT
5
LEFT
71/2
NORMAL
71/2
AVIONICS
25
COMM
71/2
NAV
2
COMPASS
3
ALERT
& ENG
ANTIICE
CHIP DETR
COPLT
5
NO 2
NO 2
NO 2
XPNDR
3
DME
2
RMI
2
GPS
5
71/2
READING
RIGHT
RIGHT
RIGHT
STBY
NO 3
NO 1
NO 1
NO 1
ELECTRICAL
AVIONICS
5
GEN
5
IND
71/2
RADIO
2
RADAR
5
XPNDR
3
DME
RM 1
RADIO
PILOT
PILOT
TEMP
INDIRECT
FLOOD
ANN
RESET
NO 2
NO 2 DSPL PRCSR
71/2
NO 2
PHONE
ENVIRONMENTAL
LEFT BAT
5
WEATHER
ICE
5
TEMP
5
PRESS
5
TAXI
15
SURF
5
WSHLD
10 71/2 71/2
DSP
1
EADI
5
EHSI
5
CONTROL
DEICE
WIPER
FURNISHING
CIGAR
5
LEFT
15
LEFT
5
CONTROL
PILOT
NO 1
5
VOICE
2
CABIN
5
AURAL
1
PILOT
2
COPILOT
2
ADF
GEN 1
71/2
RIGHT
AUDIO
WARN AP
10
AUDIO AFCS
2
AUDIO EFIS
15
NO 2 ADF
2
GEN 2
15
71/2
RIGHT
RIGHT
NO 2
SERVO
NO 1
1-27
EXT PWR
MIC NORMAL
INVERTER NO 1 O F F
OFF OFF - RESET OXYGEN MASK OFF NO 2 GEN RESET ON OFF BAT GEN 1 BUS SENSE RESET N O R M TEST IGNITION AND ENGINE START LEFT ON OFF STARTER ONLY PARKING BRAKE OFF RIGHT OPEN AUTOFEATHER ARM OFF TEST OFF MANUAL PROP GOV TEST PULL ON PULL ON GEN 2 GEN TIES MAIN CLOSE ACTUATORS STANDBY OFF OFF PILOT AIR DEFROST AIR LEFT RIGHT UP GEAR DOWN DN DOWN LOCK REL LEFT STALL WARN O F F LEFT OFF RIGHT RIGHT LANDING GEAR HYD FLUID SENSOR NOSE HD LT TEST L R TAIL FLOOD LEFT ENGINE ANTI-ICE LEFT ON RIGHT LANDING RIGHT LIGHTS TAXI ICE NAV RECOG LDG GEAR CONTROL LIGHTS BEACON STROBE
ON
MASTER SWITCH
MAIN
COPILOT
PITOT
2 RELAY TEST
15K 35K
3 4 5 6
CABIN BAR BRIGHT D I M OFF OFF FSB BLEED AIR VALVES LEFT OPEN RIGHT CABIN TEMP CABIN TEMP MODE NO SMOKE & FSB O F F MANUAL TEMP INCR ENVIRONMENTAL VENT BLOWER HIGH LO DECR AUTO MAN COOL CABIN AIR COPILOT AIR INCR MAN HEAT OFF AUTO GYRO SUCTION
INCHES OF MERCURY
MIC NORMAL
10
PSI
0
PNEUMATIC PRESSURE OXYGEN MASK
20
FLIGHT
CLOSED
HOURS 1/10
PULL DECREASE
PULL ON
USE NO OIL
PSI
OXYGEN
SUPPLY PRESSURE MADE IN USA
1-28
The annunciator system (Figure 1-23) consists of an annunciator panel centrally located in the glareshield, an annunciator panel dimming control, a press-to-test switch, and a fault warning light. The annunciators are word-readout type. Whenever a condition covered by the annunciator system occurs, a signal is generated, and the appropriate annunciator is illuminated.
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 asher. After LJ-1353, a yellow light will trigger a MASTER CAUTION asher.
NOTE: CHIP DETECT - Lights red on the C90A DC GEN - Lights Red (Prior to LJ-1353 and after) NO FUEL XFR - Lights Red (Prior to LJ-1353) OIL PRESS - Optional prior to LJ-1353
1-29
In the overhead area, between the pilot and copilot, is the lighting control panel (Figure 1-24). The various rheostat controls for the ight deck and instrument lighting are mounted on this panel, convenient to both pilot and copilot. Also mounted on this panel are the windshield wiper control, the generator load and voltage gages, the deice amps gage, and the inverter monitoring gage. Certain operation limitations are also placarded on this panel.
The airplane is approved for single-pilot operation; however, a full set of copilots ight instruments are installed as standard equipment. Optionally available are Bendix/King Gold Crown and Silver Crown avionics packages. Two RNAV/LORAN systems are available as options: the Bendix/King KLN 88 (Figure 1-25) and the Foster LNS616B.
CONTROL SURFACES
The King Air C90A and C90B are equipped with conventional ailerons, elevators, and rudder (Figure 1-26). The control surfaces are pushrod- and cable-operated by conventional dual controls in the ight deck.
DO NOT OPERATE ON DRY GLASS WINDSHIELD WIPER OFF PARK SLOW OVERHEAD FLOOD OFF INSTRUMENT INDIRECT OFF
FAST
BRT
BRT OFF
BRT
BRT
BRT
BRT
BRT
BRT
OPERATION LIMITATIONS
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS. NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED THIS AIRPLANE APPROVED FOR VFR, IFR DAY & NIGHT OPERATION & IN ICING CONDITIONS.
CAUTION
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONER AND/OR ELECTRIC HEAT IS ON
20 0
40
60
80 100 0
20
40
60
80 100
10 DC VOLTS 0
20
10
20
380
390
FREQ 400
DC % LOAD
DC % LOAD
PROP AMPS 30
CTR GENERATOR LEFT RIGHT TPL FED BAT
110 100
120
30
AC VOLTS 130
OFF
EXT PWR
90
120
150 180
210
24
1-30
27
300
FO R 0 ST EE
33
6
30 2
330
30
Any time the airplane is parked overnight or in windy conditions, the rudder gust pin and control locks should be installed to prevent damage to the control surfaces and hinges or to the controls (Figure 1-27). Two items require particular attention: the parking brake handle mounted just under the left corner of the subpanel, and the rudder gust lock bar mounted between the pilots rudder pedals. Before towing the airplane, the parking brake must be released (brake handle pushed in), and the rudder gust lock bar must be removed from between the rudder pedals. Serious damage to the tires, brakes, and steering linkage can result if these items are not released.
1-31
1-32
This airplane has free spinning propellers that could be hazardous if not restrained. Windmilling gears and bearings without lubrication is not good practice. When there is blowing dust or rain, install the pitot mast cover, as well as the engine inlet and exhaust covers. Two items require particular attention: the parking brake handle mounted just under the left corner of the pilots subpanel and the rudder pedal gust lock. Before towing the airplane, the parking brake must be released (brake knob pushed in) and the rudder gust lock removed. Serious damage to tires, brakes, and steering linkage can result if these items are not released.
1-33
TAXIING
The ground turning radii are predicated on the use of partial braking action, differential power, and the nosewheel fully castored in the direction of the turn (Figure 1-30). Locking the inside brake can cause tire or strut damage. When turning the airplane, if the wingtip clears obstacles the tail will also. The turning radius for the wingtip is 35 feet 6 inches. While turning, the pilot should be aware of vertical stabilizer clearance, which is 14 feet 3 inches. When taxiing, turning, and starting the engines, there is an area directly to the rear of the engines where the propeller windstream can be hazardous to persons or parked airplanes (Figure 1-31). While the velocities and temperatures cannot be accurately measured, reasonable care should be t a ke n t o p r eve n t i n c i d e n t s w i t h i n t h e s e danger areas.
SERVICING DATA
The Handling, Servicing, and Maintenance section of the POH outlines to the Owner and Operator the requirements for maintaining the King Air C90A and C90B in a condition equal to that of its original manufacture. This information sets time intervals at which the airplane should be taken to a Beechcraft Aviation Center for periodic servicing or preventive maintenance. All limits, procedures, safety practices, time limits, servicing and maintenance requirements contained in the POH are mandatory. This section of the POH includes a Consumable Materials chart which lists approved and recommended materials for servicing the airplane (Figure 1-32). The Servicing Schedule and Lubrication Schedule lists and illustrates servicing points and materials required.
1-34
1-35
PRODUCT SUPPORT
Beech Aircraft has established service facilities throughout the world, which are fully equipped and professionally staffed to provide total support for the Super King Airs. These facilities are listed in the Beechcraft Quality Service Center Directory (USA) and the International Service Facility Directory, copies of which are provided to each new Beechcraft owner. To support this worldwide service organization, Beech Aircraft, through its Parts and Equipment Marketing Wholesalers and International Distributors, provides a computercontrolled parts service that assures rapid shipment of equipment on a 24-hour basis.
PREFLIGHT INSPECTION
The preight inspection procedure in the POH has been divided into ve areas, as shown in Figure 1-33. The inspection begins in the ight compartment, proceeds aft, then moves clockwise around the aircraft, discussing the left wing, landing gear, left engine and propeller, nose section, etc.
Exterior Inspection
1. Cockpit check 2. Left wing, landing gear, engine, nacelle and propeller 3. Nose section 4. Right wing, landing gear, engine, nacelle and propeller 5. Empennage and tail
1-36
Revision .02
2-i
ILLUSTRATIONS
Figure 2-1 2-2 2-3 2-4 2-5 2-6 2-6A 2-7 2-8 2-9 2-10 2-11 2-12 2-13 2-14 2-15 2-16 2-17 2-18 2-19 2-20 2-21 2-22 Title Page
Electrical System Component Locations................................................................. 2-2 Basic Electrical Symbols ......................................................................................... 2-3 Pilot and Copilot Subpanels..................................................................................... 2-4 Overhead Meter Panel .............................................................................................. 2-5 Electrical System Buses and Feeders (1 of 2) ......................................................... 2-6 Right Side and Fuel Management Circuit Breaker Panels ...................................... 2-9
Right Side and Fuel Management Circuit Breaker Panels............................................ 2-10 (LJ-1361, LJ-1363, and After)
Battery Installation................................................................................................. 2-12 Starter/Generator Installation................................................................................. 2-13 Simplified Inverter Schematic ............................................................................... 2-16 Inverter SchematicCondition 1 .......................................................................... 2-17 Inverter SchematicCondition 2 .......................................................................... 2-17 Inverter SchematicCondition 3 .......................................................................... 2-18 Avionics Master Power Schematic ........................................................................ 2-20 Power Distribution Schematic ............................................................................... 2-22 Power DistributionBattery OFF......................................................................... 2-23 Power DistributionBattery ON .......................................................................... 2-24 Power DistributionBattery ON (Generator Ties Manually Closed) .................. 2-25 Power DistributionRight Engine Start (Generator Ties Normal) ...................... 2-26 Power DistributionRight Generator ON ............................................................ 2-27 Power DistributionLeft Engine Cross-Start (Right Engine Running) ................ 2-28 Power DistributionBoth Generators ON............................................................ 2-29 Power DistributionBoth Generators ON (Generator Ties Open) ...................... 2-30
2-iii
Bus Sense TestBoth Generators ON ................................................................. 2-31 Both Generators FailedLoad Shedding ............................................................. 2-32 Right Generator Bus ShortBus Isolation........................................................... 2-33 Center Bus ShortBus Isolation .......................................................................... 2-34 Triple-Fed Bus ShortBus Isolation.................................................................... 2-35 Power DistributionExternal Power (External Power and Battery Switches ON)........................................................... 2-36
2-iv
G EN PL #1 IL O DC #1 EN G O RV M T SE TE #1 SYS HO TT BA T BA O
FF
ACEN G
INTRODUCTION
Familiarity with, and an understanding of, the airplane electrical system will ease pilot workload in normal operations in case of an electrical system or component failure. The pilot should be able to locate and identify switches and circuit breakers quickly, and should also be familiar with appropriate corrective actions in emergency situations.
GENERAL
The Electrical System section of the training manual presents a description and discussion of the airplane electrical system and components. The electrical system is discussed to the extent necessary for the pilot to cope with normal and emergency operations. The location and purpose of switches, indicators, and circuit breakers, along with DC and AC generation and distribution are described. This section also includes some of the limits of, and possible faults with, systems or components.
2-1
2-2
BATTERY
FUSE
CURRENT LIMITER (OR ISOLATION LIMITER) THIS ACTS AS A LARGE, SLOW TO OPEN FUSE
The battery is always connected to the hot battery bus (Figure 2-21). Both are located in the right wing center section. Operation of equipment on the hot battery bus does not depend on the position of the battery switch. The battery switch, on the pilots left subpanel, closes a battery bus tie and a battery relay which connect the battery to the rest of the electrical system. The generators are controlled by individual generator control panels which allow constant voltage to be presented to the buses during variations in engine speed and electrical load requirements. The load on each generator is indicated by left and right loadmeters located on the overhead meter panel (Figure 2-4). A normal system potential of 28.25 0.25 volts maintains the battery at full charge. This airplane utilizes a multi-bus system. The main buses are the left and right generator buses, center bus, triple-fed bus, and battery emergency bus. Switches in the cockpit which receive power from the center and triple-fed buses are identied by a white ring on the panel around the switch. Electrical loads are divided among the buses as noted on the Electrical System Buses and Feeders chart (Figure 2-5). 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. Circuit breakers on the same feeder or sub-bus are connected by white lines on the right circuit breaker panel face board (Figure 2-6). In normal operation, all buses are automatically tied into a single-loop system where all sources supply power through individual protective devices. The triple-fed bus is powered from the battery and both generator buses. The left and right generators supply power to their respective left and right generator buses. The center bus is fed by two generator buses and the battery, which automatically connects those components whenever the bus ties are closed. The power distribution schematics (Figures 2-14 through 2-28) show how buses are interconnected.
NORMALLY CLOSED
DIODE THE DIODE ACTS AS A ONE-WAY "CHECK VALVE" FOR ELECTRICITY. (Triangle points in direction of power flow. Power cannot flow in opposite direction.)
CIRCUIT BREAKER
NORMALLY OPEN
RELAY OPEN
RELAY CLOSED
This system is capable of supplying power to all subsystems necessary for normal operation of the airplane. The battery and generator switches on the pilots left subpanel are used to control power from the battery and generators into the airplane electrical system.
2-3
2-4
ON OFF
2-5
LEFT GENERATOR BUS (Gen No. 1) Flap Motor Flap Control & Indicator L Generator Bus (Bus Tie & Meter Indication) Flight Instrument Lights Avionics & Engine Instrument Lights Prop Synchrophaser (Opt) L Main Anti-ice (Ice Vane) L Chip Detector L Engine Fuel Control Heater R Bleed Air Control Cigarette Lighter L Landing Light L Fuel Vent Heat No. 2 Avionics Bus L Generator Control Panel (1) L Generator Field & Sense (1) L Generator Loadmeter Pilot Windshield Anti-ice (1) R Standby Anti-ice (Ice Vane) Vent Blower Rotating Beacon Lights Tail Flood Lights (Opt) R Firewall Valve R Fuel Boost Pump Crossfeed No. 1 Inverter Power Control (1) No. 1 Inverter Power Select (1) (Avionics)* Comm 2 ADF 1 Copilot Audio Autopilot Transponder 2 DME 2 VLF/OMEGA Weather Radar Paging Amplifier Check List (Radar) Data Nav VNAV EFIS
CENTER BUS AVIONICS ANNUNCIATOR GENERATOR RESET PNEUMATIC SURFACE DEICE WINDSHIELD WIPER TAXI LIGHT ICING LIGHT NO. 1 INVERTER POWER CONTROL NO. 2 INVERTER POWER CONTROL PROP DEICE POWER PROP DEICE CONTROL AIR CONDITIONER NORMAL HEAT (ELECTRIC) MAX HEAT (ELECTRIC) LANDING GEAR MOTOR (1) NO. 1 & NO. 2 INVERTER POWER
RIGHT GENERATOR BUS (Gen No. 2) Trim Tab (Opt) R Generator Bus (Bus Tie & Meter Indication) Overhead, Subpanel & Pedestal Lights Side Panel Lights Cabin Reading Lights & Sign Chime R Main Anti-ice (Ice Vane) R Chip Detector R Engine Fuel Control Heater Rudder Boost Electric Toilet (Opt) R Landing Light R Fuel Vent Heat No. 3 Avionics Bus R Generator Control Panel (1) R Generator Field & Sense (1) R Generator Loadmeter (1) Copilot Windshield Anti-ice (1) L Standby Anti-ice (Ice Vane) Furnishing - (Refreshment Bar) R Landing Lights Strobe Lights (Opt) R Pitot Heat Stall Warning Heat L Firewall Valve L Fuel Boost Pump Crossfeed No. 2 Inverter Power Control (1) No. 2 Inverter Power Select (1) (Avionics)* Nav 2 Glideslope 2 Transponder 1 DME 1 Compass 2 Flight Director 2 ADF 2 Marker Beacon 2 HF Radar Altimeter Radio Telephone RMI 1 Stereo Interphone Flight Path Advisory Air Data Encoder GPS Integrated Hazard Avoidance System Multifunction Display
2-6
Revision .01
TRIPLE-FED OR BATTERY BUS Landing Gear Warning Horn Annunciator Power Stall Warning System L Generator Overheat (CAA) L Starter Control L Ignitor Power Fire Detection L Fire Detection (CAA) L Oil Temperature & Oil Pressure L Oil Pressure Warning (CAA) Autofeather System (Opt) L Fuel Flow Indicator L Pitot Heat Landing Gear Control Pilot Turn & Slip Navigation Lights Pilot Encoder & Altimeter Avionics Master Control Instrument Indirect Lights Cabin Fluorescent Lights Triple-Fed Bus (Bus Tie & Meter Indication) L Firewall Fuel Valve L Boost Pump L Transfer Pump L Fuel Quantity Indicator L Fuel Pressure Warning Crossfeed Fuel Valve Landing Gear Position Indicator Annunciator Indicator R Generator Overheat (CAA) R Starter Control R Ignitor Power R Fire Detection (CAA) R Oil Temp & Oil Press R Oil Pressure Warning (CAA) Prop Governor Test R Fuel Flow Indicator L Bleed Air Control Cabin Pressure Loss (CAA) Bus Tie Control No. 1 Avionics Bus R Firewall Fuel Valve R Boost Pump R Fuel Quantity Indicator R Fuel Pressure Warning (Avionics)* Comm 1 Nav 1 Glideslope 1 Radio Relays Compass 1 Flight Director 1 Pilot Audio Marker Beacon 1 Servo Altimeter RNAV RMI 2
HOT BATTERY BUS L Engine Fire Extinguisher (1) R Engine Fire Extinguisher (1) RNAV Memory (1) (Ground Comm Power) Entrance & Aft Dome Lights (1) Stereo (1) Battery Relay Control (1) L Fuel Boost Pump (1) R Fuel Boost Pump (1) Fuel Crossfeed (1)
(1) The circuit breaker in this circuit is not accessible to the pilot in flight.
*Optional avionics busing. Check avionics circuit breaker panel or wiring diagram for specific busing configuration.
Voltage on each bus may be monitored on the voltmeter (located in the overhead panel) by selecting the desired bus using the VOLTMETER BUS SELECT switch, adjacent to the voltmeter. The electrical system provides maximum protection against loss of electrical power should a
ground fault occur. High current (Hall effect) sensors, bus tie relays and current limiters are provided to isolate a fault from its power source. The electrical system bus arrangement is designed to provide multiple power sources for all circuits.
2-7
DC POWER DISTRIBUTION
The DC power distribution system is commonly called a triple-fed system. In normal operation, all buses are automatically tied into a single loop system in which all sources collectively supply power through individual protective devices. Three in-ight DC power sources are available:
bus through 60-amp limiters and through diodes providing fault isolation protection between the power sources.
One 24-volt, 34-ampere-hour nickel-cadmium battery (or one 24-volt, 42-ampere hour, lead acid battery for LJ-1534 and later) Two 28-volt, generators 250-ampere starter/
When the battery switch is turned ON, the battery relay and the battery bus tie relays close (Figure 2-16). Battery power is routed through the battery relay to the triple-fed bus, and through the battery bus tie relay to the center bus and to both starter relays. Neither generator bus is powered since the generator bus ties are normally open, however, battery power is available to permit starting either engine. After either engine has been started and the generator switch has been moved to RESET, the generator control unit (GCU) will bring the generator up to voltage. Releasing the spring-loaded switch to the center ON position closes the generator line contactor, thereby powering the generator bus, and closing both generator ties automatically. This action distributes power through the 250-amp current limiters and the generator bus tie relays. Generator output will then be routed through the center bus to permit battery charging. In addition, the opposite generator bus and triple-fed bus will be powered by the generator, supplying 28-VDC power to the ve primary airplane buses (Figure 2-19) When both generators are operating, each generator directly feeds its respective generator bus. The generator buses, hot battery bus, and battery are tied together by the center bus. The triple-fed bus is powered by the battery and each generator
2-8
Figure 2-6 Right Side and Fuel Management Circuit Breaker Panels (LJ-1063 Thru LJ-1360, LJ-1362
2-9
Figure 2-6A Right Side and Fuel Management Circuit Breaker Panels (LJ-1361, LJ-1363 and After)
2-10
the Hall effect sensor (i.e. a bus fault), it can only be reset by momentarily activating the BUS SENSE switch on the pilots left subpanel to RESET. The Hall effect sensors are unidirectional. They only sense overcurrent in the direction of the arrow on the symbol. Two switches located on the pilots left subpanel control the bus tie system. One switch, placarded BUS SENSE - TEST - RESET, is spring loaded to the center (NORM) position. Momentarily activating it to TEST connects bus voltage to all three current sensor test circuits (Figure 2-23). This voltage simulates the condition resulting from a high current through each bus tie relay. The solid state switches of each sensor are thus activated to de-energize (open) their respective relays, thereby opening the bus tie relays and activating the annunciator readouts. Once activated, the test circuitry latches the bus ties open, preventing their automatic closing. Current sensor reaction time is approximately 0.010 seconds for the generator current sensors and 0.012 seconds for the battery current sensor. Once activated, the relays latch open, and reaction time for the system is limited to reaction time for the relays. Therefore, only momentary activation of the TEST switch is required. Prolonged activation of this switch will damage or destroy the sensor modules and should be avoided. Momentary activation of the switch to RESET powers the coil of the bus tie relays, unlatching the test circuits and, permitting the bus ties to energize (close). Voltage is transferred from the annunciator readouts to the coils, closing the bus tie relays. Since high-current sensing is latched out when the switch is in RESET, only momentary activation is desirable. This prevents accidental welding of the bus tie relay contacts and/or opening a 250-amp current limiter by a bus ground fault. The second switch on the pilots left subpanel controls the bus tie system and is placarded GEN TIES - MAN CLOSE - NORM - OPEN. This switch must be lifted (lever-lock) to move it from center to OPEN. This switch is spring loaded to MAN CLOSE.
Only the generator bus tie relays may be manually opened or closed with this switch. Manually closing the generator bus tie relays will connect the generator buses to the center bus and power to the entire system (Figure 2-17). Momentarily placing the switch in CLOSE applies bus voltage to the coil of the generator bus tie relays, completes a latching circuit, activates the MAN TIES CLOSE annunciator and closes the bus tie relays. The latching circuit is completed through the normally closed contacts of the control relay for the generator line contactors. A generator bus tie relay cannot be manually closed if a fault opened the tie; the BUS SENSE switch must be momentarily activated to RESET, which resets the tie. When the generator ties are closed, the GEN TIES switch can open the generator bus ties as certain normal/abnormal procedures may dictate. When the GEN TIES switch is positioned to OPEN, the ground is removed from the relay circuit which allows the relay to spring open.
BUS ISOLATION
Bus isolation is one of the features of the multibus electrical system. The two generator buses and the center bus are protected by high-current sensing (Hall effect) devices. In case of excessive current draw on one bus, the sensors will isolate the affected bus by opening its bus tie, allowing the other buses to continue operating as a system. During cross-generator engine starts, the high current sensors and current limiters are bypassed by cross-start relays to allow the required high current ow to pass from the power sources to the starter generator without causing the bus ties to open. Battery starts are routed through the battery bus tie, which is desensitized for starting. A 250-amp current limiter (slow to open fuse) is also located in the circuitry between the center bus and each of the generator buses. Since the Hall effect devices sense high current in only one direction, the current limiters provide protection in the opposite direction. If an overcurrent situation causes a current limiter to open, it also will cause bus isolation.
2-11
The current protection for the triple-fed bus is provided exclusively by 60-amp current limiters. Triple-fed bus isolation will occur only if all three of these limiters open. For typical examples of bus isolation, refer to Figures 2-25 (generator bus), 2-26 (center bus), and 2-27 (triple-fed bus).
is routed from the battery via the battery relay and battery bus tie, which are controlled by the BAT-ON-OFF switch on the pilots left subpanel.
LOAD SHEDDING
Load shedding is another highly benecial feature of the multi-bus electrical system. The electrical system will automatically remove excess loads (generator buses), when the power source is reduced to battery only. When both generators are off line, the generator bus ties open and the generator bus loads are shed (Figure 224). The battery will continue to power the center, triple-fed, and hot-battery buses. If necessary, power to the generator buses can be restored by closing the generator ties manually with the GEN TIES switch (Figure 2-17). When load shedding occurs in ight, land as soon as practical, unless the situation can be remedied and at least one generator brought back on-line.
WARNING
Closing the generator bus ties manually in flight with a loss of both generators will cause the battery to discharge at a faster rate. If it becomes necessary to close the generator ties in this situation, they should be opened as soon as possible since battery power should be conserved. Without an operable generator, the battery cannot be recharged in flight. Land as soon as practical.
The hot battery bus provides power directly to a few aircraft systems (Figure 2-15). These systems may be operated without turning the battery switch ON. Care should be taken, however, to insure that utilization of these systems is minimal when the generators are inoperative and/or the aircraft is secured to prevent excessive discharge of the battery. The lead acid battery box is not air cooled and does not include the charge monitor shunt, or the air-cooling thermostat. A battery charge monitor system (airplanes prior to LJ-1534) advises the pilot of battery charge rate. The system is disabled on aircraft that have been converted to a lead-acid battery. A charge of more than 7 amperes, for six or more seconds, will trigger the yellow BATTERY CHARGE annunciator, indicating excessive charge rate.
BATTERY
The nickel-cadmium (Ni-Cad) battery is located in the right wing center section in an air-cooled box (Figure 2-7). The battery relay, charge monitor shunt, and air-cooling thermostat are mounted in the battery compartment immediately forward of the battery. Power to the main electrical buses
2-12
The BATTERY CHARGE annunciator may occasionally illuminate for short intervals when heavy electrical draw items are cycled. For example, following a battery-powered engine start, the battery recharge current is very high and causes illumination of the BATTERY CHARGE annunciator, thus providing an automatic self-test of the battery monitor system. As the battery approaches a full charge and the charge current decreases to a satisfactory level. the annunciator will extinguish. This will normally occur within a few minutes after an engine start, but may require a longer time if the battery has a low state of charge, low charge voltage per cell (20-cell battery), or low battery temperature.
STARTER/GENERATORS
The starter/generators are dual-purpose, enginedriven units (Figure 2-8). The same unit is used as a starter to drive the engine during engine start and as a generator to provide electrical power when driven by the engine. A series starter winding is used during starter operation and a shunt eld winding is used during generator operation. The generator shunt eld winding is disabled when the series starter winding is activated by the start switch. The regulated output of the generator is 28.25 0.25 volts with a maximum continuous load of 250 amperes. In addition to the starter/generators, the generator system consists of control switches, generator control units (GCU), line contactors and loadmeters.
2-13
Starter power to each individual starter/generator is provided by the battery, or by the operating generator for cross-starts. The start cycle is controlled by a three-position switch, one for each engine, placarded: IGNITION AND ENGINE S TA RT - L E F T - R I G H T - O N - O F F STARTER ONLY, located on the pilots left subpanel (Figure 2-3). Selecting a start switch to either the STARTER only position or ON activates the starter and disables the respective generator. The starter drives the compressor section of the engine through the accessory gearbox. During engine starts, the battery is connected to the starter/generator by the starter relay. With one engine running and its generator on the line, the opposite engine can by started with power from the battery and operating generator through the starter relay and the cross-start relay. This is called a cross-start. Normally one engine is started on battery power alone, and the second engine is cross-started. During a cross generator start, (Figure 2-20) the operating generator control panel closes the cross-start relay, bypassing the generator bus, current limiter and bus tie relay. This assures the 250-amp current limiter will not open due to transient surges, since the generator would normally provide the current required for the start. In addition, while a starter is selected the bus tie sensors are disabled to prevent them from opening their respective bus tie relays.
DC Generation
The generator phase of operation is controlled by the generator switches, located in the pilots left subpanel, next to the BAT switch under the MASTER SWITCH gang bar (Figure 2-3). The switches provide OFF, ON, and RESET capabilities. The generating system is self-exciting and does not require electrical power from the aircraft electrical system for operation. Generator operation is controlled through two generator control units (GCU) mounted below the center aisle oor, that make constant voltage available to the buses during variations in engine speed and electrical load requirements. The generators are manually connected to the GCUs by GEN 1 and GEN 2 control switches located on the pilots left subpanel. The load on each generator is indicated by the respective left and right loadmeters located on the overhead panel (Figure 2-3). The generator control units are designed to control the generators and the load shared within 2.5 percent. The generator control units (GCU) provide the following functions:
Voltage regulation and line contactor control Overvoltage and overexcitation protection Paralleling/load sharing Reverse-current protection Cross-start relay activation
CAUTION
Do not exceed the starter motor operating time limits of 40 seconds ON, 1 minute off, 40 seconds ON, 1 minute off, 40 seconds ON, then 30 minutes off.
2-14
Paralleling/Load Sharing
The paralleling circuit averages the output of both generators to equalize load levels. The paralleling circuits of both GCUs become operative when both generators are on the line. The paralleling circuits sense the interpole winding voltages of both generators to provide an indication of the load on each generator. The voltage regulator circuits are then biased up or down as required to increase or decrease generator loads until both generators share the load equally. The GCUs are designed to balance loads to within 2.5 percent.
Reverse-Current Protection
Reverse-current protection is provided by the GCU. When a generator becomes underexcited or cannot maintain bus voltage, i.e., low generator speed during engine shutdown, it will begin to draw current (reverse current) from the aircraft electrical system. The GCU senses the reverse current by monitoring the generator interpole voltage and opens the line contactor to protect the generator.
2-15
AC POWER DISTRIBUTION
AC power for the avionics equipment and the AC-powered engine instruments is supplied by two inverters (Figure 2-9). Either one may be used at the pilots discretion through the inverter selector switch. Each inverter provides two levels of power: 115 volts, 400 Hz for the avionics equipment and 26 volts, 400 Hz for the applicable engine instruments, and some avionics. Output of the standard inverter is rated at 250 volt-amps. An optional inverter is rated at 300 volt-amps. The inverters are installed in the wing, immediately outboard of each nacelle. Inverter operation is controlled by the INVERTER NO. 1 - OFF NO. 2 select switch on the pilots left subpanel. Selection of either inverter actuates the inverter power relay installed nearby to supply it with DC power. An inverter select relay provides the necessary switching to permit the operating inverter to supply 26 VAC avionics and instrument power, and 115 VAC avionics and test jack power. The inverter select relay is energized when the num5 NO. 1 INV CONTROL
ber one inverter is selected. It is de-energized when the inverter switch selects either OFF or NO. 2. Dual sources of DC input power are provided for each inverter. The power select relay for each inverter is automatically selected to provide inverter power from the adjacent generator bus, or from the center bus if the generator bus is deenergized (Figures 2-10, 2-11, and 2-12). When battery power is applied to the center bus prior to engine start (Figure 2-16), inverter power is routed through a circuit breaker and the normally-closed contacts of an inverter power-select relay to the power relay of each inverter. When the generator buses are powered (Figure 2-21), voltage is also routed through a circuit breaker on the copilots circuit breaker panel to the coil of each inverter power-select relay, causing the inverter to be powered by its generator bus. During normal operation, an inverter bus select relay is energized and power is supplied from the generator bus. Should a fault occur that would interrupt power to that bus, the bus select relay
5 NO. 2 INV CONTROL
SEL SW
1 40
2 40
LH NO. 1 INV
115 26
10
10
115 26
RH NO. 2 INV
40
7.5 5 5
7.5
40
LH GEN BUS
RH GEN BUS
400 Hz
26 vac
400 Hz
INVERTER
ANN. IND. 5
TEST JACK
2-16
SEL SW
1 40
2 40
LH NO. 1 INV
115 26
10
10
115 26
RH NO. 2 INV
40
7.5 5 5
7.5
40
LH GEN BUS
RH GEN BUS
400 Hz
26 vac
400 Hz
INVERTER
ANN. IND. 5
TEST JACK
SEL SW
1 40
2 40
LH NO. 1 INV
115 26
10
10
115 26
RH NO. 2 INV
40
7.5 5 5
7.5
40
LH GEN BUS
RH GEN BUS
400 Hz
26 vac
400 Hz
INVERTER
ANN. IND. 5
TEST JACK
2-17
SEL SW
1 40
2 40
LH NO. 1 INV
115 26
10
10
115 26
RH NO. 2 INV
40
7.5 5 5
7.5
40
LH GEN BUS
RH GEN BUS
400 Hz
26 vac
400 Hz
INVERTER
ANN. IND. 5
TEST JACK
would de-energize and inverter input power would be taken from the center bus of the airplane, precluding the possibility of loss of an inverter due to failure of the generator bus. Inadequate inverter output power is indicated by the illumination of the INVERTER annunciator. This could happen due to loss of input power, or an inverter failure. Other indications of inverter loss would be erratic behavior, or loss of AC powered instruments (torque gage), or AC avionics. During inverter power up (after start and taxi) both inverters should be checked for the following:
When cycling inverters, check the AC volt/frequency meter drops to zero and the annunciator light comes on when the switch is in the center or OFF position
EXTERNAL POWER
The external power receptacle, under the right wing outboard of the nacelle, connects an external power unit to the electrical system when the airplane is parked. The power receptacle is designed for a standard three prong AN plug. When external power is connected, a relay in the external power sensor will close only if the polarity of the voltage being supplied to the external power receptacle is correct (Figure 2-28). Whenever an external power plug is connected to the receptacle and the BAT switch is ON, the yellow EXT PWR annunciator will illuminate, whether or not the external power unit is ON. If the EXT PWR annunciator is ashing and the external power unit is connected then one of
2-18
three conditions exists: EXT PWR Switch is OFF, EXT PWR voltage is low, or EXT PWR voltage is too high. External power voltage can be monitored any time, even before the EXT PWR switch on the pilots left subpanel is switched ON, by turning the VOLTMETER BUS SELECT switch in the overhead panel (Figure 2-3) to the EXT PWR position and reading the voltage on the voltmeter. A high-voltage sensor will lock out the external p ow e r r e l a y i f ex t e r n a l p ow e r i s a b ove 31 0.5 volts DC. When the EXT PWR - ON - OFF - RESET switch is switched ON, the external power relay closes. As external power enters the aircraft. the left and right generator bus tie relays close, permitting power to reach all buses. Consequently, the entire electrical system can be operated. Observe the following precautions when using an external power source:
Voltage is required to energize the avionics master power relays to remove the power from the avionics equipment. Therefore, never apply external power to the airplane without rst applying battery voltage. The battery may be damaged if exposed to voltages higher than 30 volts for extended periods of time. To preclude damage to the external power unit, disconnect external power from the airplane before applying generator power to the electrical buses. Refer to the Normal Procedures section of the POH for procedural details of using external power.
CAUTION
THE RECOMMENDED MINIMUM INDICATED BATTERY VOLTAGE PRIOR TO CONNECTING EXTERNA L P OW E R I S 2 3 VO LT S . HOWEVER, NEVER CONNECT AN EXTERNAL POWER SOURCE TO THE AIRPLANE UNLESS A BATTERY INDICATING A CHARGE OF AT LEAST 20 VOLTS IS IN THE AIRCRAFT. If the battery voltage is less than 20 volts, the battery must be recharged, or replaced with a battery indicating at least 20 volts, before connecting external power. Only use an external power source tted with an AN-type plug. The auxiliary power unit must be regulated at 28.25 volts DC and be capable of supplying at least 1000 amperes for at least 1 second (300 amperes maximum continuous) at a minimum of 16 volts DC during the start cycle.
CIRCUIT BREAKERS
Both AC and DC power are distributed to the various aircraft systems via two separate circuit breaker panels which protect most of the components in the airplane. The smaller one is located below the fuel management panel, to the left of the pilot (Figure 2-6). The large panel is located to the right of the copilots position. Each of the circuit breakers has its amperage rating printed on it.
2-19
The small circuit breaker panel, on the lower portion of the fuel panel, contains the circuit breakers for the fuel system. (On LJ-1361, LJ1363 and after, engine instrument circuit breakers are also included here.) (See Figure 2-6A) The large circuit breaker panel is located on the copilots side of the cockpit. This panel contains the breakers for the remaining electrical systems, which include engine-related systems, all avionics components, the environmental system, lights, annunciator warning systems, and other
systems. The circuit breakers for the electrical distribution system are also located on this panel. Procedures for tripped circuit breakers, and other related electrical system warnings, can be found in the Emergency section of the Pilots Operating Handbook. If a non-essential circuit breaker on either of the two circuit breaker panels trips while in flight, do not reset it. Resetting a tripped breaker can cause further damage to the component or system.
2-20
If an essential system circuit breaker trips, however, 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 Emergency section of your POH. If all the avionics equipment drops off-line but does not trip the circuit breaker, the trouble may be in the AVIONICS MASTER switch. The switch can be bypassed, and your radios returned to service, by pulling the AVIONICS MASTER circuit breaker on the copilots circuit breaker panel. The various power distribution congurations for the electrical system are as follow:
Power DistributionBoth Generators ON (Generator Ties Open) (Figure 2-22) Bus Sense TestBoth Generators ON (Figure 2-23) Both Generators FailedLoad Shedding (Figure 2-24) Right Generator Bus ShortBus Isolation (Figure 2-25) Center Bus ShortBus Isolation (Figure 2-26) Triple-Fed Bus ShortBus Isolation (Figure 2-27) Power DistributionExternal Power (External Power and Battery Switches ON) (Figure 2-28)
Power DistributionBattery OFF (Figure 2-15) Power DistributionBattery ON (Figure 2-16) Power DistributionBattery ON (Generator Ties Manually Closed) (Figure 2-17) Power DistributionRight Engine Start (Generator Ties Normal) (Figure 2-18) Power DistributionRight ON (Figure 2-19) Generator
Power DistributionLeft Engine Crossstart (Right Engine Running) (Figure 2-20) Power DistributionBoth Generators ON (Figure 2-21)
2-21
LSR
RSR
LCS
250
LEFT GEN BUS
H E D
60
GPU
60
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
2-22
GCU
GCU
LEFTGNBUS
CENTER BUS
H E D
275
275
275
250
RIGHT GEN BUS
GCU
S W.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
GEN SW.
LSR
RSR
LCS
GEN SW.
250
LEFT GEN BUS
GCU
H E D
60
GPU
60
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
GCU
LEFTGNBUS
CENTER BUS
H E D
275
275
275
250
RIGHT GEN BUS
GCU
2-23
S W.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
LSR
RSR
LCS
GEN SW.
250
LEFT GEN BUS
GCU
H E D
60
GPU
60
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
2-24
GCU
LEFTGNBUS
CENTER BUS
H E D
275
275
275
250
RIGHT GEN BUS
GCU
SW.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
LSR
RSR
LCS
GEN SW.
250
LEFT GEN BUS
GCU
H E D
60
GPU
60
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
GCU
LEFTGNBUS
CENTER BUS
H E D
275
275
275
250
RIGHT GEN BUS
GCU
2-25
S W.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
LSR
RSR
LCS
GEN SW.
250
LEFT GEN BUS
GCU
H E D
60
GPU
60
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
2-26
Revision .01
GCU
LEFTGNBUS
CENTER BUS
H E D
275
275
275
250
RIGHT GEN BUS
GCU
S W.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
LSR
RSR
LCS
GEN SW.
250
LEFT GEN BUS
GCU
H E D
60
GPU
60
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
GCU
LEFTGNBUS
CENTER BUS
H E D
275
275
275
250
RIGHT GEN BUS
GCU
2-27
S W.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
LSR
RSR
LCS
GEN SW.
250
LEFT GEN BUS
GCU
H E D
60
GPU
60
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
2-28
GCU
LEFTGNBUS
CENTER BUS
H E D
275
275
275
250
RIGHT GEN BUS
GCU
S W.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
LSR
RSR
LCS
GEN SW.
250
LEFT GEN BUS
GCU
H E D
60
GPU
60
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
GCU
LEFTGNBUS
CENTER BUS
H E D
275
275
275
250
RIGHT GEN BUS
GCU
2-29
SW.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
LSR
RSR
LCS
GEN SW.
250
LEFT GEN BUS
GCU
H E D
60
GPU
60
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
2-30
GCU
LEFTGNBUS
CENTER BUS
H E D
275
275
275
250
RIGHT GEN BUS
GCU
S W.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
LSR
RSR
LCS
250
LEFT GEN BUS
H E D
D
GCU
GCU
60
GPU
60
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
LEFTGNBUS
CENTER BUS
H E
275
275
275
250
RIGHT GEN BUS
GCU
2-31
SW.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
GEN SW.
LSR
RSR
LCS
250
LEFT GEN BUS
H E D
60
GPU
60
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
2-32
GCU
GCU
LEFTGNBUS
CENTER BUS
H E D
275
275
275
250
RIGHT GEN BUS
GCU
S W.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
GEN SW.
LSR
RSR
LCS
GEN SW.
250
LEFT GEN BUS
GCU
H E D
D
GCU
GPU
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
LEFTGNBUS
CENTER BUS
H E
275
275
275
250
RIGHT GEN BUS
GCU
2-33
S W.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
LSR
RSR
LCS
GEN SW.
250
LEFT GEN BUS
GCU
H E D
60
GPU
60
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
2-34
Revision .01
GCU
LEFTGNBUS
CENTER BUS
H E D
275
275
275
250
RIGHT GEN BUS
GCU
S W.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
LSR
RSR
LCS
250
LEFT GEN BUS
H E D
60
GPU
60
BATTERY
BATTERY CHARGE
BATTERY RELAY
60
L DC GEN
R DC GEN
GCU
GCU
LEFTGNBUS
CENTER BUS
H E D
275
275
275
250
RIGHT GEN BUS
GCU
2-35
S W.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
GEN SW.
LSR
RSR
LCS
GEN SW.
250
LEFT GEN BUS
GCU
H E D
60
GPU
60
BATTERY
BATTERY CHARGE
60
L DC GEN
R DC GEN
2-36
GCU
LEFTGNBUS
CENTER BUS
H E D
275
275
275
250
RIGHT GEN BUS
GCU
S W.
GEN
CONTAR LGEN
L GEN CONTACTOR
R GEN CONTACTOR
CHAPTER 3 LIGHTING
CONTENTS
Page INTRODUCTION .................................................................................................................. 3-1 DESCRIPTION....................................................................................................................... 3-1 Cockpit Lighting.............................................................................................................. 3-1 Cabin Lighting................................................................................................................. 3-2 Exterior Lighting ............................................................................................................. 3-4 Circuit Breakers............................................................................................................... 3-4
3-i
ILLUSTRATIONS
Figure 3-1 3-2 3-3 3-4 3-5 Title Page
Overhead Lighting Control Panel ............................................................................ 3-2 Cabin Lighting Controls .......................................................................................... 3-3 Threshold Light Switch ........................................................................................... 3-3 Exterior Light Controls............................................................................................ 3-4 Light System Circuit Breakers................................................................................. 3-5
3-iii
CHAPTER 3 LIGHTING
;; ;;; ;; ;;;
INTRODUCTION DESCRIPTION
The Lighting chapter of the training manual presents a description and discussion of the airplane lighting system and components. The locationand purpose of switches, indicators, lights, and circuit breakers are described.
;; ;;;;; ;; ;; EXIT
The aircraft lighting system consists of cockpit-controlled interior and exterior lights. Interior lights are in the cockpit and passenger cabin and consists of navigation lights, entry and exit threshold lights, and baggage area lights. Exterior lighting consists of navigation lights, rotating beacons, strobe lights, landing and taxi lights, ice lights, and recognition lights.
COCKPIT LIGHTING
An overhead light control panel, easily accessible to both pilot and copilot, incorporates a functional arrangement of all lighting systems in the cockpit (Figure 3-1). Each light group has its own rheostat switch placarded BRT - OFF.
3-1
The MASTER PANEL LIGHTS - ON/OFF switch is the master switch for: PILOT & COPILOT FLIGHT INSTR, PILOT & COPILOT GYRO INSTR, ENGINE INSTR, AVIONICS PANEL, OVHD, PED & SUBPANEL, and SIDE PANEL. The indirect instrument lighting and map (overhead) lights are controlled by rheostat switches mounted on the overhead panel.
controls the indirect uorescent cabin lights (Figure 3-2). A 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 NO SMK & FSB - OFF - FSB. A hot-wired threshold light is mounted on the left side of the entryway at oor level. Optional airstair door lights mounted under each step may be installed. These lights share the same controls; a slide type switch (Figure 3-3) mounted adjacent to the threshold light, and a microswitch mounted in the door lock. Whenever the slide switch is in the ON position and the door is open, the lights will come on.
CABIN LIGHTING
A three-position switch on the copilots left subpanel light control panel, placarded CABIN START/BRIGHT - DIM - OFF on the C90A and CABIN - BRIGHT - DIM - OFF on the C90B,
3-2
The lights will not go out if the door is simply latched, the door handle must be in the fully locked position. When the battery master switch is on, the individual reading lights along the top of the cabin may be turned on or off by the passengers with the pushbutton switch adjacent to each light. The light in the baggage compartment may be turned on or off by the adjacent push-button switch regardless of the position of the battery master switch. This baggage compartment light is connected to the hot battery buss.
To turn the lights OFF, either use the threshold light switch, or fully close and lock the cabin door. The microswitch in the door lock will turn off the lights when the threshold switch is left on.
3-3
EXTERIOR LIGHTING
Switches for the landing lights, taxi lights, wing ice lights, navigation lights, recognition lights, rotating beacons, and wingtip and tail ood lights are located on the pilots subpanel Figure 3-4. They are appropriately placarded as to their function. Tail oodlights, 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 pilots subpanel (Figure 3-2).
CIRCUIT BREAKERS
Lighting system circuit breakers are shown in Figure 3-5.
3-4
3-5
4-i
4-ii
ILLUSTRATIONS
Figure 4-1 4-2 4-3 4-4 Title Page
Annunciator System.................................................................................................. 4-2 Master Caution and Fault Warning Flashers ............................................................ 4-3 Warning, Caution, and Advisory Annunciators ....................................................... 4-4 Lamp Replacement ................................................................................................... 4-5
4-iii
TABLES
Table 4-1 4-2 4-3 Title Page
WARNING Annunciators ......................................................................................... 4-6 CAUTION Annunciators .......................................................................................... 4-7 ADVISORY Annunciators........................................................................................ 4-9
Revision .02
4-v
TEST
INTRODUCTION
Warning and caution indicators can be the rst indication of trouble or malfunction in some system or component of the airplane. Crewmembers should have complete familiarity with these indicators and the related action necessary to correct the problem or cope with the situation until a safe landing can be made. In the case of an on-ground indication, the problem should be corrected before ight.
GENERAL
This chapter presents a description and discussion of the warning, caution, and advisory annunciator panel. The annunciator panel is described in detail, including each annunciator, its purpose, and the associated cause for illumination.
4-1
4-2
ANNUNCIATOR SYSTEM
The annunciator system (Figure 4-1) consists of an annunciator panel centrally located in the glareshield, a PRESS-TO-TEST switch, and a FAULT WARNING asher (Figure 4-2). The red FAULT WARNING asher (and yellow MASTER CAUTION asher [LJ-1353 and after]) is located in the glareshield in front of the pilot, and the PRESS-TO-TEST switch is located immediately to the right of the annunciator panel. The annunciators are of the word-readout type. Whenever a fault condition covered by the annunciator system occurs, a signal is generated, and the appropriate annunciator is illuminated.
Whenever an annunciator-covered condition occurs that requires the pilots attention but not his immediate reaction, the appropriate yellow caution annunciator (Figure 4-3) in the annunciator panel illuminates (as well as the MASTER CAUTION asher on LJ-1353 and after). The annunciator panel also contains green advisory annunciators. There are no fault warning ashers associated with advisory annunciators. An illuminated caution annunciator on the annunciator panel will remain on until the fault condition is corrected, at which time it will extinguish. An annunciator can be extinguished only by correcting the condition indicated on the illuminated lens. The illumination of a green annunciator light will not trigger the fault warning system, but a red annunciator will actuate the FAULT WARNING asher. Yellow annunciators will actuate the yellow MASTER CAUTION asher..
4-3
L OIL PRESS L NO FUEL XFR RVS NOT READY L CHIP DETECT L ENG ICE FAIL R IGNITION ON L AUTOFEATHER R AUTOFEATHER L ENG ANTI-ICE
A/P FAIL
CABIN ALT HI
CABIN DOOR
R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE
NOTE: CHIP DETECT - Lights red on the C90A DC GEN - Lights Red (Prior to LJ-1353 and after) NO FUEL XFR - Lights Red (Prior to LJ-1353) OIL PRESS -Optional prior to LJ-1353
Any illuminated red lens in the annunciator panel will remain on until the fault is corrected. The FAULT WARNING asher can be extinguished by depressing the face of the FAULT WARNING asher, even if the fault is not corrected. In such a case, the FAULT WARNING asher will again
be activated if an additional warning annunciator illuminates. When a warning fault is corrected, the affected warning annunciator will extinguish, but the FAULT WARNING asher will continue ashing until it is depressed.
4-4
DIMMING
The warning, caution, and advisory annunciators feature both a bright and a dim mode of illumination intensity. The dim mode will be selected automatically whenever all of the following conditions are met:
A generator is on line.
Unless all these conditions are met, the bright mode will be selected automatically. The FAULT WARNING asher does not have a dim mode. A warning or caution annunciator will cause the dim mode to be bright.
4-5
L FUEL PRESS L OIL PRESS INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR BAGGAGE DOOR* R OIL PRESS R FUEL PRESS L ENG FIRE* R ENG FIRE*
* Optional equipment
Cabin altitude exceeds10,000 feet (12,500 feet on LJ-1353 and later) pressure altitude.
4-6
L DC GEN
L NO FUEL XFR
RVS NOT READY L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE PITCH TRIM OFF R CHIP DETECT
Propeller levers are not in the high rpm position with the landing gear extended. Metal contamination is detected in left engine oil, probable engine shutdown (red for C90A; yellow for C90B).
Charge rate on the battery exceeds 7 amps for 6 seconds (Airplanes prior to LJ-1534). Pitch trim deenergized by a trim disconnect switch on the control wheel with the system power switch on the pedestal turned on. Metal contamination is detected in right engine oil, probable engine shutdown (red for C90A; yellow for C90B).
4-7
NOMENCLATURE
CAUSE FOR ILLUMINATION Right wing tank is empty or transfer pump failed.
4-8
L IGNITION ON
R IGNITION ON
System is armed and right engine torque is below 400 ft-lb, or the right ignition and engine start switch is ON.
L AUTOFEATHER*
Left autofeather is armed with power levers advanced above 90% N1 position, or autofeather test switch is in test. Right autofeather is armed with power levers advanced above 90% N1 position, or autofeather test switch is in test.
R AUTOFEATHER*
L ENG ANTI-ICE
R ENG ANTI-ICE
*Optional Equipment
4-9
4-10
5-i
ILLUSTRATIONS
Figure 5-1 5-2 5-3 5-4 5-5 5-6 5-7 5-8 5-9 5-10 5-11 5-12 5-13 5-14 5-15 Title Page
Fuel System Schematic Diagram............................................................................. 5-3 Fuel Tank System .................................................................................................... 5-4 Fuel Transfer Pump Switch ..................................................................................... 5-6 Fuel Control Panel ................................................................................................... 5-6 Fuel Vent System..................................................................................................... 5-7 Fuel Flow Diagram .................................................................................................. 5-8 Firewall Shutoff Valve .......................................................................................... 5-10 Firewall Shutoff Valve Switches ........................................................................... 5-10 Crossfeed Schematic.............................................................................................. 5-11 Fuel Drain Purge System Schematic ..................................................................... 5-12 Fuel Quantity Indication System ........................................................................... 5-12 Fuel Probe.............................................................................................................. 5-13 Fuel Drains............................................................................................................. 5-14 Fuel Drain Locations ............................................................................................. 5-15 Fuel Temperature Graph........................................................................................ 5-16
5-iii
;;;
4 6 MAIN FUEL 8 LBS X 100 0 10
INTRODUCTION
A complete understanding of the fuel system is essential to competent and condent operation of the aircraft. Management of fuel and fuel system components is a major everyday concern of the pilot. This section gives the pilot the information he needs for safe, efcient fuel management.
DESCRIPTION
The Fuel System section of the training manual presents a description and discussion of the fuel system. The physical layout of the fuel cells and fuel system are described in this section. Correct use of the boost pumps, transfer pumps, crossfeed, and rewall shutoff valves are discussed. Fuel drains, their location, and type are described with correct procedure for taking and inspecting samples of fuel. Approved fuels and tank lling sequence are included.
FUEL SYSTEM
The Beechcraft King Air fuel system is designed to simplify ight procedures in the cockpit, and
5-1
provide easy access on the ground (Figure 5-1). There are two separate wing fuel systems, one for each engine, connected by a valve-controlled crossfeed system. Each fuel system consists of a nacelle tank and four interconnected wing tanks, electrical boost and transfer pumps and an electrically operated crossfeed valve. Total usable fuel capacity is 384 gallons. Three modes of operation are available, each of which is described briey. 1. Normal operationEach engine receives fuel from its corresponding fuel cells and boost pump. The boost pump is required to provide fuel under pressure to the engine driven high pressure pump. 2. Automatic crossfeed operationIn the event of a boost pump failure, 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 about 10 psi, and illuminates the low fuel pressure annunciator. The fuel pressure annunciator will then extinguish as pressure is restored by the boost pump on the opposite engine. 3. Suction feedThis 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 pump. Suction feed operation is obtained by moving the crossfeed valve control switch from the AUTO position to the CLOSED position. Vacuum created by the engine-driven fuel pump draws fuel from the nacelle fuel tank. Suction feed is limited to ten hours cumulative between enginedriven fuel pump overhauls.
nacelle tank (61 gallons). The total usable fuel capacity of each wing fuel system is 192 gallons. The outboard wing tanks supply the center section and nacelle tanks by gravity ow. 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 point of the center section tank. Fuel for each engine is pumped directly from its nacelle fuel tank by an electric boost pump. Each system has two ller cap openings; one in the top of the nacelle tank and one mid-wing in the leading edge tank. An anti-siphon valve is installed at each ller port to prevent the loss of fuel or collapse of fuel-tank bladder in the event the ller cap is improperly secured. There is a check valve between the nacelle tank and the wing tank. Fuel can ow only into the nacelle tank, not back into the wing tank. If a full fuel load is needed, ll the nacelle tank rst, then ll the wing tank. The heated fuel vent and the NASA integral ram scoop vent work together to prevent the bladders from collapsing as fuel is drawn out of them. Each nacelle tank is connected to the engine on the opposite side by a crossfeed line for singleengine or failed boost pump operation. Crossfeed operation is automatic depending on the boost pump selected in the feeding nacelle tank. This system makes it possible for fuel in either wing system to be available to either engine, or both engines simultaneously.
BOOST PUMPS
Each system has a submerged boost pump in the nacelle tank. This pump supplies a pressure of about 30 psi to the engine-driven fuel pump. The boost pumps are submerged, rotary, vane-type impeller pumps, and are electrically-driven. A 10-amp circuit breaker for each boost pump is located on the fuel panel. Two red FUEL PRESS annunciators are associated with the boost pumps. When illuminated, there is low fuel pressure on the side indicated. Check the boost pumps prior to ight.
5-2
5-3
With crossfeed in AUTO, a boost pump failure will be denoted by the momentary illumination of the FUEL PRESS annunciator and fault warning asher, then 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. Place the crossfeed switch in the OPEN position. The FUEL PRESS annunciator will then extinguish. In the event of a boost pump failure during any phase of ight, the system will begin to crossfeed automatically. If the boost pump fails , the crossfeed switch may be closed and the ight continued, relying on the engine-driven high pressure pump. In some instances the pilot may
elect to continue the ight with the remaining pump and the crossfeed system in operation.
CAUTION
Operation with the FUEL PRESS annunciator on is limited to 10 hours, after which the engine-driven high pressure pump must be overhauled or replaced. When operating with Aviation Gasoline base fuels, operation on the engine-driven high pressure pump alone is permitted up to 8,000 feet for a period not to exceed 10 hours. Operation above 8,000 feet requires boost or operation of crossfeed. The following Fuel Management Limitations, listed in the Limitations section of the C90A and C90B POH, pertain to fuel system boost pumps.
5-4
Both boost pumps must be operable prior to takeoff. Operation is limited to 8000 feet when operating on aviation gasoline with boost pumps inoperative. Operation with the FUEL PRESS annunciator on is limited to 10 hours between main enginedriven fuel pump overhaul or replacement.
The NO FUEL XFR annunciators will illuminate for the reasons mentioned: no pressure after 30 second time delay due to empty wing tanks or transfer pump failure. The NO FUEL XFR annunciator also functions as an operation indicator for the transfer pump during preight. A TRANSFER TEST switch (placarded ENGINE L and ENGINE R) is provided to verify the operation of each pump when its nacelle tank is full. Holding the Transfer Test switch in the test position (either L or R) will activate the transfer pump and pressure sensor. In the test mode, the 30-second delay is by-passed, resulting in immediate indications. The NO FUEL XFR annunciator will momentarily illuminate and the Fault Warning Flasher will also begin ashing. The NO FUEL XFR annunciator will extinguish when fuel pressure to the sensor reaches a minimum pressure of 2.5 psi. If the transfer pump is operating, use of the transfer test will not be possible. The fuel transfer system may be monitored by periodically checking the nacelle tank quantity against the total tank quantity. If the NO FUEL XFR does not illuminate and the transfer test indicates a working pump, the ow switches may be suspect. Using the transfer test will begin the ll-up cycle, however, fuel quantity in the nacelle will drop below the lower level without activating the transfer pump. Proceed by moving the transfer pump switch (Figure 5-3) to the OVERRIDE position. In this mode, the transfer pump will run continuously until the transfer pump switch is returned to the OFF position. When the nacelle tank becomes full, excess fuel will be returned to the center section wing tank through the vent line. Illumination of the NO FUEL XFR annunciator may indicate a normal or abnormal situation. During normal operation, when the fuel in the wing tanks is exhausted, the NO FUEL XFR annunciator indicates that the wing tanks are empty and the fuel transfer switch should be turned off.
Revision .01
5-5
4 2 0
6 8 FUEL 10 12 14
QTY
LBS X 100
LEFT
TRANS. PUMP OVERRIDE AUTO OFF BOOST PUMP ON OFF ENGINE TRANSFER TEST ENGINE TRANS. PUMP OVERRIDE AUTO OFF
4 2
OFF
6 8 FUEL 10 12 14
QTY
LBS X 100
4
SEE MANUAL FOR FUEL CAPACITY
2
MAIN TANK ONLY
6 8 FUEL 10 12 14
QTY
LBS X 100
BOOST PUMP ON
ENGINE
TRANSFER TEST
ENGINE
OFF
OFF
BOOST PUMP ON
4 2
OFF
6 8 FUEL 10 12 14
QTY
LBS X 100
4
SEE MANUAL FOR FUEL CAPACITY
2
MAIN TANK ONLY
6 8 FUEL 10 12 14
QTY
LBS X 100
BOOST PUMP ON
CLOSE
LEFT
NACELLE
RIGHT
BOOST PUMP 10
QTY IND 5
PRESS WARN 5
CROSS FEED 5
PRESS WARN 5
QTY IND 5
BOOST PUMP 10
LEFT
NACELLE
RIGHT
QTY IND 5
PRESS WARN 5
CROSS FEED 5
PRESS WARN 5
QTY IND 5
BOOST PUMP 10
5 PROP TACH 5
5 FUEL FLOW 5
5 OIL PRESS 5
5 OIL TEMP
5 5 5 PROP TACH 5 LEFT 5 TURBINE TACH 5 RIGHT 5 FUEL FLOW 5 5 OIL PRESS 5 5 OIL TEMP 5
ITT
TORQUE
5
ITT TORQUE
If the transfer pump fails to operate during ight, gravity feed will perform the transfer. When the nacelle tank level drops to approximately 150 pounds, or approximately 22 gallons, the gravity port in the nacelle tank opens and gravity ow from the wing tank starts. All wing fuel, except 28 gallons from the center section tank, will transfer during gravity feed.
(Figure 5-4). A toggle switch selector allows the pilot to check total system or just the nacelle tank quantity. The system has a total capacity of 387 gallons, and a maximum usable fuel quantity of 384 gallons. The fuel quantity gages and the engine fuel ow indicators read in pounds times 100. At 6.7 pounds per gallon, 2572.8 pounds of usable fuel are available in the system, 1286.4 pounds per side. There is no structural limitation for which a Maximum Zero Fuel Weight must be set.
FUEL CAPACITY
The fuel quantity system is a capacitance gaging system with one quantity indicator per wing
5-6
The line from the vent valve in the outboard wing panel fuel tank is routed forward along the leading edge of the wing, inboard to the nacelle, and aft through a check valve to the heated ram vent. Another line tees off from the heated vent line and extends to a recessed or ram scoop vent. The heated vent is described in the Anti-Ice Section of this manual. A suction relief valve is installed in the line from the oat-operated vent valve to the siphon break line.
5-7
ward to the engine-driven fuel pump through a motored rewall shutoff valve installed in the fuel line immediately behind the engine rewall. The rewall shutoff valve for each engine fuel system is actuated by its respective FW SHUTOFF VALVE switch on the pilots fuel control p a n e l . W h e n t h e F W S H U TO F F VA LV E switch is closed, its respective rewall shutoff valve closes to shut off the ow of fuel to the engine. From the rewall shutoff valve, fuel is routed to the fuel strainer lter and drain on the lower center of the engine rewall, the fuel pressure switch, the fuel ow indicator transmitter, the fuel heater, and then to the enginedriven fuel pump and engine fuel control unit. The 20 micron lter incorporates a bypass valve to permit fuel ow in case of plugging and a drain valve used to drain the lter prior to each ight. A pressure switch mounted directly above the lter senses boost pump fuel
5-8
pressure at the lter. At a pressure, about 10 psi, the switch closes and actuates the red FUEL PRESS light in the annunciator panel.
CAUTION
Operation with the FUEL PRESS light ON is limited to 10 hours between overhaul or replacement of the enginedriven fuel pump. Such operation is restricted to 10 hours at altitudes not to exceed 8000 feet when aviation gasoline is being used. Windmilling time is not equivalent to operation of the engine at high power with respect to the effects of cavitation on fuel pump components; consequently, windmilling time is not to be included in the 10-hour limit on engine operation without a boost pump. The red FUEL PRESS light will go out at about 10 psi of increasing fuel pressure. From the fuel strainer and lter, fuel is routed through the fuel ow transmitter mounted on the rewall, inboard of the pressure switch. Fuel from the transmitter is routed through the fuel heater, which utilizes heat from the engine oil to warm the fuel. The fuel is then routed to the fuel control unit that monitors the ow of fuel to the engine fuel nozzles. A heater boot is also installed on the governor control line of each engine. Each air line heater is protected by a 7.5 ampere, pushpull circuit breaker mounted in the circuit breaker panel beside the copilot. The heaters are controlled by switches installed on the pedestal and activated by the condition levers. The engine-driven fuel pump is mounted on the accessory case of the engine in conjunction with
the fuel control unit. This pump is protected against fuel contamination by an internal, 200mesh strainer. The primary fuel boost pump is an electrically-driven pump located in the bottom of each nacelle tank. The electrically-driven boost pump is capable of supplying fuel to the enginedriven fuel pump at the minimum pressure requirements of the engine manufacturer.
CAUTION
Should the boost pumps fail, suction feed operation may be employed; howev e r, s u c t i o n f e e d o p e r a t i o n i s restricted to 10 hours total time between fuel pump overhaul periods. If the engine-driven pump is operated on suction feed beyond the 10-hour limit, overhaul or replacement of the pump is necessary. The electrically-driven boost pump also provides the pressure required for the crossfeed of fuel from one side of the aircraft to the other. The electrical power with which the boost pumps are operated is controlled by lever-lock toggle switches on the fuel control panel. One source of power to the boost pumps is supplied from the triple-fed bus that supplies the circuit breakers. This circuit is protected by two 10-ampere circuit breakers located on the fuel panel. Power from this circuit is available only when the master switch is on. The other source of power to the boost pumps is directly from the battery through the battery emergency bus. During shutdown, both boost pump switches and crossfeed must be turned off to prevent discharge of the battery.
5-9
ENGINE
TRANSFER TEST
ENGINE
OFF
OFF
4 2
OFF
6 8 FUEL 10 12 14
QTY
LBS X 100
4
SEE MANUAL FOR FUEL CAPACITY
2
MAIN TANK ONLY
6 8 FUEL 10 12 14
QTY
LBS X 100
BOOST PUMP ON
LEFT
NACELLE
RIGHT
BOOST PUMP 10
QTY IND 5
PRESS WARN 5
CROSS FEED 5
PRESS WARN 5
QTY IND 5
BOOST PUMP 10
5 PROP TACH 5
5 FUEL FLOW 5
5 OIL PRESS 5
5 OIL TEMP 5
ITT
TORQUE
CROSSFEED OPERATION
Crossfeeding fuel is authorized only in the event of engine failure or electric boost pump failure. Each nacelle tank is connected to the engine in the opposite wing by a crossfeed line routed from the side of the nacelle, aft to the center section, and across to the side of the opposite nacelle. The crossfeed line is controlled by a valve (Figure 5-9). With the crossfeed valve OPEN, one system can supply fuel to the other engine. The system uses the electric boost pump in the nacelle tank. This pump supplies the pressure to transfer fuel as well as fuel boost to one or both engines. With one engine inoperative, the crossfeed system allows fuel from the inoperative side to be supplied to the operating engine.
5-10
The crossfeed system is controlled by a threeposition switch placarded: CROSSFEED OPEN, AUTO, and CLOSED. The valve can be manually opened or closed, but under normal ight conditions it is left in the AUTO position. In the AUTO position, the fuel pressure switches are connected into the crossfeed control circuit. In the event of a boost pump failure, causing a drop in fuel pressure, these switches open the crossfeed valve allowing the remaining boost pump to supply fuel to both engines. In the event of a boost pump failure during takeo ff , t h e s y s t e m w i l l b eg i n t o c r o s s f e e d automatically allowing the pilot to complete the takeoff without an increase in workload at a crucial time. After the takeoff is completed, or if the boost pump fails after takeoff, the crossfeed switch may be closed and the ight continued relying on the engine-driven high pressure pump without boosted pressure. In some instances, the
pilot may elect to continue the ight with the remaining boost pump and the crossfeed system in operation. When the crossfeed switch on the fuel control panel is actuated, power is drawn from a 5-ampere circuit breaker on the fuel control panel to the solenoid that opens the crossfeed valve. The crossfeed is also powered through the hot battery bus through a 5-amp fuse. When the crossfeed valve is receiving power, the yellow FUEL CROSSFEED light on the annunciator panel will illuminate. The crossfeed will not transfer fuel from one wing to another; its function is to supply fuel from one side to the opposite engine during a boost pump failure or an engine-out condition. If the boost pumps on both sides are operating and the crossfeed valve is open, fuel will be supplied to the engines in the normal manner because the pressure on each side of the crossfeed valve should be equal.
5-11
5-12
density variations. The left fuel quantity indicator, on the fuel control panel, indicates the amount of fuel remaining in the left-side fuel system tanks when the FUEL QUANTITY select switch is in the TOTAL (upper) position, and the amount of fuel remaining in the left-side nacelle fuel tank when the FUEL QUANTITY select switch is in the NACELLE (lower) position. The right fuel quantity indicator indicates the same information for the right-side fuel systems, depending upon the position of the FUEL QUANTITY switch. The gages are marked in pounds. The fuel quantity indicating system is a capacitance type that is compensated for specic gravity and reads in pounds on a linear scale. An electronic circuit in the system processes the signals from the fuel quantity (capacitance) probes (Figure 5-12) in the various fuel cells for an accurate readout by the fuel quantity indicators. A selector switch, located between the fuel quantity indicators in the fuel panel beside the pilot, may be set in either the TOTAL or NACELLE positions to determine whether the gages indicate the pounds of fuel in the nacelle and wing fuel cells of the fuel system, or the pounds of fuel in only the nacelle fuel cell.
5-13
FUEL DRAINS
During each preight, the fuel sumps on the tanks, pumps and lters or strainers should be drained to check for fuel contamination. There are four sump drains and one lter drain or strainer drain in each wing (Figures 5-13 and 5-14). The leading edge tank sump has a drain on the underside of the outboard wing just forward of the main spar. The ush drain valve for the rewall fuel strainer drain is accessible on the underside of the engine cowling. The boost pump sump drain is at the bottom center of the nacelle, just forward of the wheel well. The wheel well sump drain is inside the wheel well on the gravity feed line. The drain for the transfer pump sump is just outboard of the wing root, forward of the ap. When draining the ush-mounted drains, do not turn the draining tool. Turning or twisting of the draining tool will unseat the O-ring seal and cause a leak.
The ush valve attached to the base of the fuel strainer can be opened or closed with a coin, a screw driver, or a fuel drain tool making it possible to drain fuel from the fuel strainer for preight check. Since jet fuel and water are of similar densities, water does not settle out of jet fuel as easily as from aviation gasoline. For this reason, the airplane must sit perfectly still, with no fuel being added, for approximately three hours prior to draining the sumps if water is to be removed. Although turbine engines are not so critical as reciprocating engines regarding water ingestion, water should still be removed periodically to prevent formations of fungus and contamination induced inaccuracies in the fuel gaging system.
5-14
The King Air C90A and C90B require that both boost pumps must be operable prior to takeoff. All hydrocarbon fuels contain some dissolved and some suspended water. The quantity of water contained in the fuel depends on temperature and the type of fuel. Kerosene, with its higher aromatic content, tends to absorb and suspend more water than aviation gasoline. In addition to water, it will suspend rust, lint and other foreign materials longer. Given sufcient time, these suspended contaminants will settle to the bottom of the tank. The settling time for kerosene is ve times that of aviation gasoline; therefore, jet fuels require good fuel-handling practices to assure that the airplane is serviced with clean fuel. If recom-
mended ground procedures are carefully followed, solid contaminants will settle and free water can be reduced to 30 parts per million (ppm), a value that is currently accepted by the major airlines. Since most suspended matter can be removed from the fuel by sufcient settling time and proper ltration, it is not a major problem. Dissolved water has been found to be the major fuel contamination problem. Its effects are multiplied in aircraft operating primarily in humid regions and warm climates. Dissolved water cannot be ltered from the fuel by micronic-type lters, but can be released by lowering the fuel temperature, which will occur
5-15
in ight. For example, a kerosene fuel may contain 65 ppm (8 uid ounces per 1000 gallons) of dissolved water at 80 F. When the fuel temperature is lowered to 15 F, only about 25 ppm will remain in solution. The difference of 40 ppm will have been released as supercooled water droplets which need only a piece of solid contaminant or an impact shock to convert them to ice crystals. Tests indicate that these water droplets will not settle during ight and are pumped freely through the system. If they become ice crystals in the tank, they will not settle since the specic gravity of ice is approximately equal to that of kerosene. The 40 ppm of suspended water seems like a very small quantity, but when added to suspended water in the fuel at the time of delivery, it is sufcient to ice a lter. While the critical fuel temperature range is from 0 to 20 F, which produces severe system icing, water droplets can freeze at any temperature below 32 F. Even if the fuel does not contain water or you have drained the water out, there is still the possibility of fuel icing at very low tempera-
tures. The oil-to-fuel heat exchanger is used to heat the fuel prior to entering the fuel control unit. Since no temperature measurement is available for fuel prior to the heat exchanger, the temperature must be assumed to be the same as the outside air temperature. The graph in the Limitations section of the Pilots Operating Handbook is used as a guide in preight planning, based on known or forecast conditions, to determine operating temperatures where icing at the fuel control unit could occur. Enter the graph with the known or forecast Outside Air Temperature and plot vertically to the given pressure altitude. In this example (Figure 5-15), Outside Air Temperature equals minus thirty degrees Celsius and pressure altitude equals 5000 feet. Next, plot horizontally to determine the minimum oil temperature required to prevent icing. In this example, the minimum oil temperature required is 38 degrees Celsius. If the plot should indicate that oil temperature versus Outside Air Temperature is such that ice formation could occur during takeoff or in ight, antiicing additive must be mixed with the fuel.
5-16
The King Air maintains a constant oil temperature, however, this temperature varies from one aircraft to another. For most aircraft the oil temperature will be between 50 and 60 degrees Celsius. Compare the minimum oil temperature obtained from this graph with the oil temperature achieved by each particular airplane involved. When required, only anti-icing additive conforming to Specication MIL-I-27686 is approved. The anti-icing additive should be added during fueling. Water in jet fuel also creates an environment favorable to the growth of a microbiological sludge in the settlement areas of the fuel cells. This sludge, plus other contaminants in the fuel, can cause corrosion of metal parts in the fuel system as well as clogging of the fuel lters. Although this airplane uses bladder-type fuel cells, and all metal parts (except the boost pumps and transfer pumps) are mounted above the settlement areas, the possibility of lter clogging and corrosive attacks on fuel pumps exists if contaminated fuels are consistently used. Fuel biocide-fungicide BIOBORJF in concentrations noted in the POH may he used in the fuel. BIOBORJF may be used as the only fuel additive or it may be used with the anti-icing additive conforming to MIL-I-27686 specication. Used together, the additives have no detrimental effect on the fuel system components. The primary means of fuel contamination control by the owner/ operator is good housekeeping. This applies not only to fuel supply, but to keeping the aircraft system clean. The following is a list of steps that may be taken to recognize and prevent contamination problems. 1. Know your supplier. It is impractical to assume that fuel free from contaminants will always be available, but it is feasible to exercise caution and be watchful for signs of fuel contamination. 2. Assure, as much as possible, that the fuel obtained has been properly stored, that it is ltered as it is pumped to the truck, and again as it is pumped from the truck to the aircraft.
3. Perform lter inspections to determine if sludge is present. 4. Maintain good housekeeping by periodically ushing the fuel tanks and systems. The frequency of ushing will be determined by the climate and the presence of sludge. 5. Aviation gas is an emergency fuel. The 150 hours maximum operation on aviation gasoline per a Time Between Overhaul should be observed. 6. Use only clean fuel-servicing equipment. 7. After refueling, allow a settling period of at least four hours whenever possible, then drain a small amount of fuel from each drain.
CAUTION
Remove spilled fuel from the ramp area immediately to prevent the contaminated surface from causing tire damage. When fueling the King Air C90A or C90B, the nacelle fuel tanks should be lled rst before any fuel is put in the wing tank system to insure that the wing tanks are completely full.
5-17
Use of aviation gas is limited to 150 hours due to lead deposits which form on the turbine wheels during aviation gas consumption, and which cause power degradation. Since the aviation gas will probably be mixed with jet fuel already in the tanks, it is important to record the number of gallons of aviation gas taken aboard for each engine. Determine the average fuel consumption for each hour of operation. If, for example, an engine has an average fuel consumption of 40 gallons per hour, each time 40 gallons of aviation gasoline are added, one hour of the 150 hour limitation is being used. In other words, using the 40 gph consumption rate as an example, the engine is allowed 6000 gallons of aviation gasoline between overhauls. If the tanks have been serviced with aviation gas, ights are limited to 8,000 feet pressure altitude or below if either boost pump is inoperative. Because it is less dense, aviation gas delivery is much more critical than jet fuel delivery. Aviation gas feeds well under pressure feed but does not feed well on suction feed -particularly at high altitudes. For this reason, an alternate means of pressure feed must be available for aviation gas at high altitude. This alternate means is crossfeed from the opposite side. Thus, a crossfeed capability is required for climbs above 8,000 feet pressure altitude. These limitations are found in the Limitations section of your Pilots Operating Handbook. The POH lists two approved fuel additives for the King Air C90A and C90B. Any anti-icing additive conforming to Specication MIL-L-127686 is approved as is the fuel biocide-fungicide BIOBORJF. Each additive may be used as the only fuel additive or they may be used together. It has been determined that, used together, the additives have no detrimental effect on the fuel system components.
Additive concentrations and blending procedures are found in the King Air 90 Maintenance Manual. The FUEL BRANDS AND TYPE DESIGNATIONS chart in the Handling, Service & Maintenance section of the POH gives the fuel reners brand names, along with the corresponding designations established by the American Petroleum Institute (APT) and the American Society of Testing Material (ASTM). The brand names are listed for ready reference and are not specically recommended by Beech Aircraft Corporation. Any product conforming to the recommended specication may be used.
NOTE
Servicing the nacelle tanks rst prevents fuel transfer through the gravity feed interconnect lines from the wing tanks into the nacelle tanks during fueling. If wing tanks are lled rst, fuel will transfer from them into the nacelle tank leaving the wing tanks only partially lled. Be sure the nacelle tanks are completely full after servicing the fuel system to assure proper automatic fuel transfer during ight operation.
5-18
3. Allow a four-hour settling period whenever possible, then drain a small amount of fuel from each drain point. Check fuel at each drain point for contamination.
NOTE
The rewall shutoff valve has to be electrically opened to drain large quantities of fuel from the rewall fuellter drain. Fuel may be drained from the tanks by gravity ow through the center-section transfer-pump drains into suitable containers. Fuel may also by pumped out of the tanks utilizing an external pump and suction hoses inserted into the ller openings. For the fastest means of draining the system see the procedures in the Beechcraft King Air 90 Series Maintenance Manual.
5-19
The material normally covered in this chapter is not applicable to this airplane.
6-1
CHAPTER 7 POWERPLANT
CONTENTS
Page INTRODUCTION .................................................................................................................. 7-1 GENERAL .............................................................................................................................. 7-1 ENGINES................................................................................................................................ 7-3 General ............................................................................................................................ 7-3 Turboprop Engine Ratings .............................................................................................. 7-4 Engine Terms .................................................................................................................. 7-5 Free-Turbine Reverse-Flow Principle ............................................................................. 7-5 Engine Airflow ................................................................................................................ 7-6 Engine Stations................................................................................................................ 7-9 Engine Modular Concept................................................................................................. 7-9 Compressor Bleed Valve............................................................................................... 7-10 Igniters........................................................................................................................... 7-11 Accessory Section ........................................................................................................ 7-11 Lubrication System........................................................................................................ 7-13 Engine Fuel System....................................................................................................... 7-16 Fuel Control Unit........................................................................................................... 7-18 Fuel Pressure Indicators ................................................................................................ 7-19 Fuel Flow Indicators...................................................................................................... 7-20 Anti-icing Fuel Additive ............................................................................................... 7-20 Engine Power Control ................................................................................................... 7-20 ITT and Torquemeters................................................................................................... 7-20
7-i
ITT Gage....................................................................................................................... 7-20 Torquemeter.................................................................................................................. 7-21 Gas Generator Tachometer (N1) ................................................................................... 7-22 Control Pedestal ............................................................................................................ 7-22 Engine Limitations........................................................................................................ 7-23 Starter Operating Time Limits ...................................................................................... 7-25 Data Collection Form.................................................................................................... 7-27 PROPELLERS ..................................................................................................................... 7-27 General.......................................................................................................................... 7-27 Propeller System ........................................................................................................... 7-28 McCauley and Hartzell Four-Blade Propellers............................................................. 7-28 Blade Angle .................................................................................................................. 7-28 Primary Governor ......................................................................................................... 7-28 Low Pitch Stop.............................................................................................................. 7-34 Beta and Reverse Control ............................................................................................. 7-36 Overspeed Governor ..................................................................................................... 7-38 Fuel Topping Governor ................................................................................................ 7-39 Power Levers ................................................................................................................ 7-39 Propeller Control Levers............................................................................................... 7-40 Autofeather System....................................................................................................... 7-41 Propeller Synchrophaser System .................................................................................. 7-41 Propeller Synchroscope ................................................................................................ 7-45
7-ii
ILLUSTRATIONS
Figure 7-1 7-2 7-3 7-4 7-5 7-6 7-7 7-8 7-9 7-10 7-11 7-12 7-13 7-14 7-15 7-16 7-17 7-18 7-19 7-20 7-21 7-22 7-23 Title Page
Powerplant Installation ............................................................................................ 7-2 Engine Installation ................................................................................................... 7-3 PT6A-21 Specifications........................................................................................... 7-4 Free Turbine............................................................................................................. 7-5 Engine Cutaway....................................................................................................... 7-6 Engine Stations ........................................................................................................ 7-6 Engine Orientation................................................................................................... 7-7 Engine Gas Flow...................................................................................................... 7-7 Power and Compressor Sections ............................................................................. 7-8 Engine Construction ................................................................................................ 7-8 Typical Engine Modular Construction .................................................................... 7-9 Compressor Bleed Valve ....................................................................................... 7-10 Engine Start and Ignition Switches........................................................................ 7-11 Typical PT6A Engine ............................................................................................ 7-12 Engine Lubrications Diagram................................................................................ 7-14 Engine Oil Dipstick ............................................................................................... 7-15 Magnetic Chip Detector......................................................................................... 7-16 Simplified Fuel System Diagram........................................................................... 7-17 Simplified Fuel Control System ............................................................................ 7-18 Fuel Pressure Annunciators ................................................................................... 7-19 Fuel Flow Indicator................................................................................................ 7-20 Control Levers ....................................................................................................... 7-21 Engine Instrument Markings ................................................................................. 7-21
7-iii
7-24 7-25 7-26 7-27 7-28 7-29 7-30 7-31 7-32 7-33 7-34 7-35 7-36 7-37 7-38 7-39 7-40 7-41 7-42 7-43 7-44 7-45 7-46
Control Pedestal .................................................................................................... 7-22 Engine Limits Chart .............................................................................................. 7-24 Overtorque Limits Chart ....................................................................................... 7-25 Overtemperature Limits (Starting) ........................................................................ 7-25 Overtemperature Limits (Except Starting)............................................................ 7-26 View through Exhaust Duct .................................................................................. 7-26 In-Flight Engine Data Log .................................................................................... 7-27 Propellers............................................................................................................... 7-29 Propeller Tiedown Boot Installed ......................................................................... 7-30 Primary Governor Diagram................................................................................... 7-30 Blade Angle Diagram............................................................................................ 7-31 Propeller Onspeed Diagram .................................................................................. 7-33 Propeller Overspeed Diagram ............................................................................... 7-33 Propeller Underspeed Diagram ............................................................................. 7-34 Low Pitch Stop Diagram ....................................................................................... 7-35 Beta Range and Reverse Diagram......................................................................... 7-37 Overspeed Governor Diagram .............................................................................. 7-39 Power Levers......................................................................................................... 7-40 Propeller Control Levers ....................................................................................... 7-40 Autofeather System DiagramLeft Engine Failed and Feathering ..................... 7-42 Autofeather System DiagramArmed................................................................. 7-43 Autofeather Test Diagram..................................................................................... 7-44 Propeller Synchrophaser ....................................................................................... 7-45
7-iv
CHAPTER 7 POWERPLANT
#1 DC GEN
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INTRODUCTION
In-depth knowledge of the powerplants is essential to good power management by the pilot. Knowing and operating within safe parameters of the powerplant and propeller system extends engine life and ensures safety. This chapter describes the basic sections of the engine and its operational limits and preight checks. In-depth knowledge of the propeller system is also essential to proper operation of the engine power system. Operating within safe parameters of the powerplant and propeller systems extends engine life and ensures safety. This chapter also describes the propeller system and its operational limits and preight checks.
GENERAL
The Engines section of this chapter presents a description and discussion of the Pratt and Whitney PT6A turboprop engines. The engines used on these airplanes will be described in sufcient detail for ight crewmembers to understand normal operational practices and limitations. The purpose of
this section is to give the participants a sufcient understanding of the engine so that they will be familiar with normal and emergency procedures. The Propellers section of this chapter presents a description and discussion of the propeller system. Location and use of propeller controls, principle of operation, reversing, and feathering are included.
7-1
7-2
ENGINES
GENERAL
The powerplants chosen by Beech designers for the King Airs are Pratt and Whitney Series PT6A free-turbine turboprop engines (Figures 7-1 and 7-2). The King Air C90A and C90B use PT6A-21 engines. The PT6A-21 engine is atrated to 550 shaft horsepower.
The engines are equipped with conventional three-blade (C90A) or four-blade (C90B), fullfeathering, reversing, variable-pitch propellers mounted on the output shaft of the engine reduction gearbox. The propeller pitch and speed are controlled by engine oil pressure through singleaction, engine-driven propeller governors. The propellers will feather automatically when the engines are shut down on the ground, and will unfeather when the engines are started.
7-3
When reference is made to the right or left side of the airplane or engine, it is always looking from the rear to the front.
by propeller rpm and torque applied to turn the propeller shaft. The hot exhaust gases also develop some kinetic energy as they leave the engine, similar to a turbojet engine. This jet thrust amounts to about 10% of the total engine power. ESHP is the term applied to total power delivered, including the jet thrust. Turboprop engine specications usually show both ESHP and SHP, along with limiting ambient temperatures. The engine specications in Figure 7-3
7-4
Review and remember these terms. They will be used often to describe PT6A engines.
ENGINE TERMS
To properly understand the operation of the PT6A series engines, there are several basic terms you should know:
N1 or NGGas generator rpm is percent of turbine speed N2 or NpPropeller rpm NFPower turbine rpm (not indicated on engine instruments) P3Air pressure at station three (the source of bleed air) ITT or T5Interstage Turbine Temperature in degrees of temperature at station 5
7-5
engine, moves forward through the combustion section and the turbines, and is exhausted at the front of the engine.
single centrifugal stage, assembled as an integral unit. A row of stator vanes, located between each stage of compression, diffuses the air, raises its static pressure, and directs it to the next stage of compression. The compressed air passes through diffuser tubes, which turn the air through 90 in direction and convert velocity to static pressure. The diffused air then passes through straightening vanes to the annulus surrounding the combustion chamber liner.
ENGINE AIRFLOW
Inlet air enters the engine through an annular plenum chamber, formed by the compressor inlet case, where it is directed forward to the compressor (Figures 7-8, 7-9, and 7-10). The compressor consists of three axial stages combined with a
7-6
The combustion chamber liner has varying size perforations which allow entry of compressor delivery air. Approximately 25% of the air mixes with fuel to support combustion. The remaining 75% centers the ame in the combustion chamber and provides internal cooling for the engine. As it enters the combustion area and mixes with fuel, the ow of air changes direction 180. The fuel/air mixture is ignited, and the resultant
expanding gases are directed to the turbines. The location of the liner eliminates the need for a long shaft between the compressor and the compressor turbine, thus reducing the overall length and weight of the engine. During normal operation, fuel is injected into the combustion chamber liner through 14 simplex nozzles, which are supplied by a dual
7-7
manifold consisting of primary and secondary transfer tubes and adapters. During starting, the fuel/air mixture is ignited by two spark igniters which protrude into the liner. After starting, the igniters are turned off, since combustion is selfsustaining. The resultant gases expand from the liner, reverse direction in the exit duct zone, and
pass through the compressor turbine inlet guide vanes to the single-stage compressor turbine. The guide vanes ensure that the expanding gases impinge on the turbine blades at the correct angle, with minimum loss of energy. The expanding gases are then directed forward to drive the power turbine section.
7-8
The single-stage power turbine, consisting of an inlet guide vane and turbine, drives the propeller shaft through a reduction gearbox. The compressor and power turbines are located in the approximate center of the engine, with their respective shafts extending in opposite directions. This feature simplies the installation and inspection procedures. The exhaust gas from the power turbine is directed through an annular exhaust plenum to atmosphere through twin opposed exhaust ports provided in the exhaust duct.
the compressor turbine and the power turbine at Engine Station Number 5. This is called Interstage Turbine Temperature (ITT) or T5. Bleed air is taken off the engine after the centrifugal compressor stage and prior to entering the combustion chamber. This air, commonly referred to as P3 air, is used for cabin heat, pressurization, and the pneumatic system.
ENGINE STATIONS
To identify points in the engine, it is common practice to establish engine station numbers at various points (Figure 7-6). To refer to pressure or temperature at a specic point in the engine airow path, the appropriate station number is used, such as P3 for the Station 3 pressure or T5 for the gas temperature at Station 5. For instance, temperature of the airow is measured between
7-9
an integral planetary gearbox, which converts the high speed and low torque of the power turbine to the low speed and high torque required at the propeller. The reduction ratio from power turbine shaft rpm to propeller rpm is approximately 15:1.
The compressor bleed valve is a pneumatic piston which references the pressure differential between the axial and centrifugal stages. Looking forward, the valve is located at the 6 oclock position. The function of this valve is to prevent compressor stalls and surges in the low N1 rpm range (75 to 80% N1). At low N1 rpm, the valve is in the open position. At takeoff and cruise N1 rpm, above approximately 80%, the bleed valve will be closed. If the compressor bleed valve sticks closed, a compressor stall will result. If the valve sticks open, the ITT would be noticably higher as the power lever is advanced above 80% N1.
7-10
IGNITERS
The engine start switches are located on the pilots left subpanel (Figure 7-13). This subpanel contains the IGNITION AND ENGINE START switches and ENG AUTO IGNITION switches. The IGNITION AND ENGINE START switches have three positions: ON, OFF, and STARTER ONLY. The ON position is lever-locked and activates both the starter and igniters. The STARTER ONLY position is a momentary hold-down position of the spring-loaded-to-center OFF position. It provides for motoring only to clear the engine of unburned fuel. With the switch in this position, there is no ignition. The combustion chamber has two spark-type igniters to provide positive ignition during engine start. While the engine is equipped with two igniters, it will start with only one. The system is designed so that if one igniter is open or shorted, the remaining igniter will continue to function. Once the engine is started, the igniters are de-energized, since the combustion is self-sustaining. The ignition system features an automatic backup function for emergencies. This backup system is called autoignition. The ENG AUTO IGNITION switches should be moved to the ARM position just prior to takeoff. If engine torque falls below approximately 400 ft-lb, the igniter will automatically energize, attempting to restart the engine. The IGNITION ON annunciator will be illuminated. The spark ignition provides the engine with an ignition system capable of quick light-ups over a wide temperature range. The system consists of an airframe-mounted ignition exciter, two individual high-tension cable assemblies, and two spark igniters. It is energized from the aircraft nominal 28-VDC supply and will operate in the 9- to 30-volt range. The igniter control box produces up to 3,500 volts. The ignition exciter is energized only during the engine starting sequence and emergencies to initiate combustion in the combustion chamber.
Figure 7-13 Engine Start and Ignition Switches
ACCESSORY SECTION
Most of the engine-driven accessories, except the propeller governors and propeller tach generator, are mounted on the accessory gearbox located at the rear of the engine (Figure 7-14). The accessories are driven from the compressor shaft through a coupling shaft.
7-11
7-12
The lubricating and scavenge oil pumps are mounted inside the accessory gearbox, with the exception of the two scavenge pumps which are externally mounted. The starter-generator, high-pressure fuel pump, N 1 tachometer generator, and other optional accessories are mounted on pads on the rear of the accessory drive case. There are seven such mounting pads, each with its own different gear ratio.
A placard inside the engine cover shows the brand and type of oil used in that particular engine. Although the preight checklist calls for checking the oil level, which is required, the best time to check oil quantity is shortly after shutdown, since oil levels are most accurately indicated at that time. Oil level checks during preight may require motoring the engine for a brief time for an accurate level reading. Each engine tends to seek its own oil level. The pilot should monitor the oil level to ensure proper operation. As pressure oil leaves the tank, it passes through the pressure and temperature-sensing bulbs mounted on or near the rear accessory case. The oil then proceeds to the various bearing compartments and nose case through an external oil transfer line below the engine. Scavenge oil returns from the nose case and the bearing compartments to the gear-type oil scavenge pumps in the accessory case through external oil transfer lines, and through the external oil cooler below the engine. The oil cooler is thermostatically controlled to maintain the desired oil temperature. Another externally mounted unit, the oil-fuel heat exchanger, uses hot engine oil to heat fuel before it enters the engine fuel system. When gas genera t o r s p e e d s a r e a b ov e 7 2 % N 1 , a n d o i l temperatures are between 60 and 70 C, normal oil pressure is between 80 and 100 psi.
LUBRICATION SYSTEM
The PT6A engine lubrication system has a dual function (Figure 7-15). Its primary function is to cool and lubricate the engine bearings and bushings. Its second function is to provide oil to the propeller governor and propeller reversing control system. The main oil tank houses a gear-type enginedriven pressure pump, oil pressure regulator, and oil lter. The engine oil tank is an integral part of the compressor inlet case and is located in front of the accessory gearbox. The oil tank is provided with a ller neck and integral quantity dipstick housing. The cap and dipstick are secured to the ller neck, which passes through the gearbox housing and accessory diaphragm and into the tank. The markings on the dipstick indicate the number of U.S. quarts of oil less than full (Figure 7-16). The engine oil system has a total capacity of 3.5 U.S. gallons, including the 2.3-gallon oil tank. Maximum oil consumption is one quart every 10 hours of operation. Normal oil consumption may be as little as 1 quart per 50 hours of operation. The dipstick will indicate 1 to 2 1/2 quarts below full when the oil level is normal. Do not overll. When adding oil between oil changes, do not mix types or brands of oil due to the possibility of chemical incompatibility and loss of lubricating qualities.
7-13
7-14
FOR TRAINING PURPOSES ONLY
7-15
DETECT light requires the engine be shut down to prevent serious internal damage. When a CHIP DETECT annunciator light comes on and stays on, timely action is required to prevent serious damage to the internal engine components. The chip detector indicates the presence of ferrous particles in the propeller gearbox.
cutoff valve, ow divider, and dual fuel manifold with 14 simplex nozzles. The PT6A-21 engine uses an electric low-pressure boost pump to supply a 30-psi head pressure to the high-pressure engine-driven fuel pump. This head pressure prevents fuel cavitation at the high-pressure pump. The fuel is also used for cooling and lubricating the pump. The oil-to-fuel heat exchanger uses warm engine oil to maintain a desired fuel temperature at the fuel pump inlet to prevent icing at the pump lter. This is done with automatic temperature sensors and requires no action by the pilot. Fuel enters the engine fuel system through the oil-to-fuel heat exchanger, and then ows into the high-pressure engine-driven fuel pump and on into the fuel control unit (FCU). The high-pressure fuel pump is an engine-driven gear-type pump with an inlet and outlet lter. Flow rates and pressures will vary with gas generator
7-16
(N1) rpm. Its primary purpose is to provide sufcient pressure at the fuel nozzles for a proper spray pattern during all modes of engine operation. The high-pressure pump supplies fuel at approximately 800 psi to the fuel side of the FCU. Two valves included in the FCU ensure consistent and cool engine starts. When the ignition or start system is energized, the purge valve is electrically opened to clear the FCU of vapors and bubbles. The excess fuel ows back to the nacelle fuel tanks. The spill valve, referenced to atmospheric pressure, adjusts the fuel ow for cooler high-altitude starts. Between the FCU fuel valve and the engine combustion chamber, the minimum pressurizing
valve in the FCU remains closed during starting until fuel pressure builds sufciently to maintain a proper spray pattern in the combustion chamber. About 80 psi is required to open the minimum pressurizing valve. If the high pressure fuel pump should fail, the valve would close, and the engine would ame out. The fuel cutoff valve is located downstream from the minimum pressurizing valve in the FCU. This valve is controlled by the condition lever, either open or closed. There is no intermediate position of this valve. For starting, fuel ows initially through the ow divider to the 10 primary fuel nozzles in the combustion chamber. As the engine accelerates through approximately 40% N1, fuel pressure is sufcient to open the ow
7-17
divider to the 4 secondary fuel nozzles. At this time all 14 nozzles are delivering atomized fuel to the combustion chamber. This progressive sequence of primary and secondary fuel nozzle operation provides cooler starts. During engine starting, there is a noticable increase in ITT when the secondary fuel nozzles are activated. During engine shutdown, any fuel left in the manifold is forced out through the fuel nozzles and into the combustion chamber by purge tank pressure. As the fuel is burned, a momentary increase in N1 rpm may be observed. The entire operation is automatic and requires no input from the crew.
but its primary purpose is to meter proper fuel amounts to the fuel nozzles in all modes of engine operation. FCU operation will be simplied and described briey here. For detailed description and operation, refer to the Pratt & Whitney Maintenance Manual which applies to this engine. T h e c o n d i t i o n l eve r s e l e c t s i d l e s p e e d s between LOW IDLE ( 51% to 58% N 1 ) to HIGH IDLE (70% N1), while the power lever selects speeds between idle and maximum, 101.5% N1. These control levers inuence the N1 governor and control N1 speed. The governor uses pneumatic air (P3) pressure to control engine speed. The governor controls the air pressure in the fuel control unit by varying the P3 leak rate.
TO FUEL TOPPING GOVERNOR TO GRAVITY FEED LINE POWER LEVER CONDITION LEVER
PURGE VALVE
FUEL PURGE P3
MINIMUM PRESSURIZING VALVE MINIMUM FLOW STOP FUEL CUT-OFF VALVE ENGINE DRIVEN FUEL PUMP FLOW DIVIDER and DUMP VALVE
N1
GOVERNOR
FUEL SUPPLY
P3 INLET
7-18
The P3 air chamber and fuel chamber are separated by a diaphragm, which has a needle valve mounted on it which is called the metering valve. As the diaphragm is inuenced by varying air/fuel pressures, the metering valve is repositioned to achieve the desired fuel ow. The N1 governor controls fuel ow by allowing some P3 pressure to be leaked off at varying rates, depending on the desired fuel ow. In an underspeed condition, the N1 governor acts to increase P3 air pressure. This repositions the metering valve, allowing more fuel to enter the combustion chamber, increaseing N1. In an overspeed condition, the N 1 governor allows the P 3 pressure to be reduced in the FCU, which repositions the metering valve reducing the fuel ow into the combustion chamber, decreasing N1. Should the P3 air pressure be lost, due to a malfunction, the metering valve will be positioned to the minimum ow stop. Minimum ow power would be approximately 48% N1 . The power lever and condition lever would then have no effect on engine speed.
CAUTION
Engine operation with the FUEL PRESS light on is limited to ten hours between overhaul or replacement of the engine-driven highpressure fuel pump.
L OIL PRESS L NO FUEL XFR R IGNITION ON RVS NOT READY L AUTOFEATHER R CHIP DETECT LDG/TAXI LIGHT
7-19
Anti-icing additive conforming to Specication MIL-1-27686 is the only approved fuel additive.
ITT GAGE
The ITT gage monitors the interstage turbine temperature at station 5 (Figure 7-23). ITT is a prime limiting indicator of the amount of power available from the engine under varying ambient temperature and altitude conditions. The normal operating range, indicated by the green arc on the gage, is 400 to 695 C. These limits also apply to maximum continuous power. The maximum starting temperature of 1,090 C is indicated by the dashed red line on the instrument, or a red diamond on LJ-1361, 1363 and after. This starting limit of 1,090 C is limited to two seconds. The ITT gages are self-energizing and do not require electrical power (LJ-1361, LJ-1363, and after are DC-powered). The engines will be damaged if limiting temperatures indicated on the ITT gage are exceeded.
7-20
9 8 7 6
10
START
ITT
12
C X 100
0
16 14 12
FTLB X 100
TORQUE
0 2 4
10
.0 0
110 TURBINE 100 90 80
%RPM
20 30 40
70 60
50
TORQUEMETER
The torquemeter, which is marked in ft-lb, constantly measures rotational force applied to the propeller shaft (Figure 7-23). The maximum permissible sustained torque is 1,315 ft-lb, the red radial at the top of the green arc on the instrument. A transient torque limit of 1,500 ft-lb is time-limited to two seconds. Cruise torques vary with altitude and temperature.
Torque is measured by a hydromechanical torquemeter in the rst stage of the reduction gearcase. Rotational force on the rst-stage ring gear allows oil pressure to change in the torquemeter chamber. The difference between the torquemeter chamber pressure and reduction gear internal pressure accurately indicates the
7-21
torque being produced at the propeller shaft. The torque transmitter measures this torque and sends an AC signal to the instrument on the instrument panel (DC signal on LJ-1361, LJ1363, and after).
60 80 DOWN
.5
1
P R O P
4
C O N D I T I O N FUEL CUTOFF
10
UP
E L E V A T O R
SILENCE
FEATHER
FRICTION LOCK
LIFT
DN
5
CAUTION
REVERSE ONLY WITH ENGINES RUNNING
UP
REVERSE
FRICTION LOCK
FLAP
DN
10
APPROACH
AILERON TAB
LEFT RIGHT
DOWN
1
3
1
3
RUDDER TAB
LEFT RIGHT
EFIS POWER CMPST TEST CABIN PRESS DUMP RUDDER BOOST ELEV TRIM
5
1
3
TEST OFF
NAV DATA TTG GSP ET TIMER S/S ARC MAP HSI ARC MAP PRE
P R E S S
OFF
NORMAL
DH TST COURSE ACT XFR
+
WX
WARNING
CABIN ALT
0
10
PUSH
S
PUSH
CRS SEL
HDG YNC
CRS IR E CT
1
12
2
14
1000 FT
3
TRIM HDG NAVARM DR APPRARM B/C VNAV 1/2 0 YAWDIS ALT ALTARM VS GSARM IAS GA DSC CLM APDIS HDG NAV APPR B/C CLIMB
-1
10
YAW DIS AP
L R
DN
UP
lifted over the IDLE detent and pulled back, they control engine power through the Beta and reverse ranges. A selectable ground ne (or zero thrust) power lever gate position is provided on the C90B.
Condition Levers
The condition levers have multiple positions: FUEL CUTOFF and LO IDLE through HI IDLE (Figure 7-22). At the FUEL CUTOFF position, fuel ow to its respective engine is cut off. At LO IDLE, engine gas generator speed (N1) is a minimum of 51% on the C90A or 58% on the C90B; at HI IDLE it is 70%. The levers can be set anywhere between LOW IDLE and HIGH IDLE
CONTROL PEDESTAL
The control pedestal extends between pilot and copilot (Figure 7-24). The three sets of control levers are left to right: the power levers, propeller levers, and the condition levers.
Power Levers
The power levers (Figure 7-22) control engine power, from idle to maximum power, by operation of the N1 governor in the fuel control unit. Increasing N1 rpm results in increased engine power. The power levers have three control ranges: ight, Beta, and reverse. The bottom of the ight range is at IDLE. When the levers are
Propeller Levers
The propeller levers are conventional in setting the propeller rpm for takeoff, climb and cruise (Figure 7-22). The normal governing range is 1,800 to 2,200 rpm. This airplane is equipped with both manual and automatic propeller feathering systems. To feather a propeller manually, pull the propeller lever back past the friction
7-22
ALT
ALT SEL
VS
IAS
DSC
M I N
M A X
20
TEST
26
22
24
16
RATE
CABIN ALT
18
detent into the red and white striped section of the quadrant. To unfeather, push the lever forward of the detent into the governing range. The propellers go to feathered position when the engines shut down because of the loss of oil pressure in the propeller dome.
During engine start, temperature is the most critical limit. The ITT starting limit of 1,090 C, represented on the ITT gage by a dashed red line, is limited to two seconds. During any start, if the indicator needle approaches the limit, the start should be aborted before the needle passes the dashed red line. For this reason, it is helpful during starts to keep the condition lever out of the LO IDLE detent so that the lever can be quickly pulled back to FUEL CUTOFF. Monitor oil pressure and oil temperature. During the start, oil pressure should come up to the minimum red line at 40 psi quickly, but should not exceed the maximum at 100 psi. During normal operation the oil temperature and pressure gages should be in the green arc normal operating range. The green arc extends from 80 to 100 psi. Oil pressure between 40 and 80 psi is undesirable; it should be tolerated only for completion of the ight, 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 minimum power required to sustain ight. For increased service life of engine oil, an oil temperature between 74 and 80 C is recommended. A minimum oil temperature of 55 C is recommended for oil-to-fuel heater operation at takeoff power. Oil temperature limits are 40 and +99 C. During extremely cold starts, oil pressure may reach 200 psi. Refer to the Engine Limits chart in the POH for minimum oil temperature operation limitations. During ground operations, ITT temperatures are critical. With the condition levers at LO IDLE, high ITT can be corrected by reducing the DC generator and other N1 loads, then increasing the N1 rpm by advancing the condition levers to HI IDLE. The air conditioner, for example, draws a heavy load on both engines, and may have to be temporarily turned off. At approximately 70% N1 rpm, the HI IDLE condition lever position will normally reduce the ITT. At any N1 below 70%, there is an idle ITT restriction of 660 C maximum. If an ITT above 660 C is observed when
ENGINE LIMITATIONS
Airplane and engine limits are described in the Limitations section of the POH (Figure 7-25). These limitations have been approved by the Federal Aviation Administration, and must be observed in the operation of the Beechcraft King Air C90A and C90B. The Engine Operating Limits chart gives the major operating limits. The Power Plant Instrument Markings chart lists the minimum, normal, and maximum limits.
7-23
running N 1 below 70%, the generator load should be reduced and the N1 speed increased before re-introducing a load on the engines. At N 1 speeds of 70% or more, the 660 C restriction is removed, as airow through the engine is sufcient. In the climb, torque will decrease and ITT may increase slightly. The cruise climb and recommended normal cruise ITT limit is not placarded on the indicator. At altitude, the Performance Chart numbers may not be attainable due to altitude and temperature variations. Transient limits provide buffers for surges during engine acceleration. Torque and ITT have
an allowable excursion duration of two seconds. A momentary peak of 1,500 ft-lb and 825 C is allowed for torque and ITT respectively during acceleration. The Overtorque Limits Chart (Figure 7-26) shows actions required if torque limits are exceeded under all conditions. If the torque limits are exceeded for more than a few minutes, the gearbox can be damaged. The chart shows the specic limits and action required if they are exceeded. The Overtemperature Limits charts (Figures 7-27 and 7-28) show the specic actions required if ITT limits are exceeded during Starting Conditions and All Conditions Except Starting. For area A (Figure 7-28 Overtemperature Limits
7-24
(Except Starting)), determine and correct the cause of overtemperature. If it was during a start, have the engine visually inspected through the exhaust duct (Figure 7-29), then record the action in the engine logbook. Overtemperature in area B will require that a hot section inspection be performed. During a hot section inspection, the components forward of the combustion chamber are examined and replaced. Parts may be repaired or replaced as necessary. In area C overtemperatures may require that the engine be returned for overhaul. Exceeding ITT limits in this area for more than a few seconds may cause extensive engine damage.
7-25
Trend Monitoring
During normal operations, gas turbine engines are capable of producing rated power for extended periods of time. Engine operating parameters, such as output torque, interstage turbine temperature, compressor speed, and fuel ow for individual engines are predictable under specic ambient conditions. On PT6A engines, these predictable characteristics may be taken advantage of by establishing and recording individual engine performance parameters. These parameters can then be compared periodically to predicted values to provide day-to-day visual conrmation of engine efciency. The Engine Condition Trend Monitoring System, recommended by Pratt and Whitney, is a process of periodically recording engine instrument readings
-
7-26
such as torque, interstage turbine temperature, compressor speed, and fuel ow, correcting the readings for altitude, outside air temperature, and airspeed, if applicable, and then comparing them to a set of typical engine characteristics. Such comparisons produce a set of deviations in interstage turbine temperature, compressor speed, and fuel ow.
Pressure altitude (ALT)............................. In feet Propeller speed (NP) ................................. In rpm Torque (TQ).................................. In foot-pounds Gas generator speed (NG or N1 ) ......In %NG or N1 Interturbine temperature (ITT)................... In C Fuel Flow (FF) .......................................... In pph
PROPELLERS GENERAL
This section describes the propellers and the associated system. Location and use of propeller controls, principle of operation, reversing, adn feathering are included in this discussion.
DATE OAT PRESS IAS PROP () ALT (KTS) SPEED LEFT RIGHT LEFT RIGHT LEFT RIGHT LEFT RIGHT LEFT RIGHT LEFT RIGHT LEFT RIGHT LEFT RIGHT
FUEL DELTA* DELTA* DELTA* OIL OIL ELECT FLOW NG ITT FF TEMP PRESS LOAD
7-27
PROPELLER SYSTEM
This section on the operation and testing of the propeller system on the Beechcraft King Air C90A and C90B is directed at increasing the pilots understanding of the theory of operation of a constant-speed, full-feathering, reversing propeller, and helping him better understand the propeller system checks conducted as outlined in the Before Takeoff (Runup) checklist in the Pilots Operating Handbook. Each engine is equipped with a conventional three-blade (C90A) or four-blade (C90B), full-feathering, constant-speed, counterweighted, reversing, variable-pitch propeller mounted on the output shaft of the reduction gearbox (Figure 7-31). The propeller pitch is controlled by engine oil pressure boosted through a governor pump integral within the propeller governor. Centrifugal counterweights and feathering springs move the propeller blades toward high pitch and into the feathered position. Without oil pressure to counteract the counterweights and feathering springs, the propeller blades would move into feather. An oil pump, which is part of the propeller governor, boosts engine oil pressure to move the propeller to low pitch and reverse. The propeller feathers after engine shutdown. Propeller tiedown boots (Figure 7-32) are provided to prevent windmilling at zero oil pressure when the airplane is parked. Low pitch propeller position is determined by the primary low pitch stop, which is a mechanically actuated hydraulic stop. Beta and reverse blade angles are controlled by the power levers in the Beta and reverse range. Two governors, a primary governor and a backup overspeed governor, control the propeller rpm. The propeller control lever adjusts the governors setting (1,800 to 2,200 rpm). The overspeed governor will limit the propeller to 2,288 rpm should the primary governor malfunction. However, if the propeller exceeds 6% above the selected rpm of the primary governor, usually the fuel topping governor will limit the rpm by reducing engine
power. In the reverse range, the fuel topping governor is reset to limit the propeller rpm to 95% of selected rpm.
BLADE ANGLE
Blade angle is the angle between the chord of the propeller and the propellers plane of rotation. Blade angle is different near the hub than it is near the tip, due to the normal twist which is incorporated in a blade to increase its efciency. In the propellers used on the C90A and C90B King Air, the blade angle is measured at the chord 30 inches out from the propellers center. This position is referred to as the 30-inch station. All blade angles given in this section are approximate (Figure 7-34).
PRIMARY GOVERNOR
The primary governor (Figure 7-33) is needed to convert a variable-pitch propeller into a constantspeed propeller. It does this by changing blade angle to maintain the propeller speed the operator has selected. The primary governor can maintain any selected propeller speed from approximately 1,800 rpm to 2,200 rpm. Suppose an airplane is in normal cruising ight with the propeller turning 1,900 rpm. If the pilot trims the airplane down into a descent without changing power, the airspeed will increase. This decreases the angle of attack of the propeller
7-28
7-29
blades, causing less drag on the propeller, thus beginning to increase its rpm. Since this propeller has a variable-pitch capabilities and is equipped with a governor set at 1,900 rpm, the governor will sense this overspeed condition and increases blade angle to a higher pitch. The higher pitch increases the blades angle of attack, slowing it back to 1,900 rpm, or onspeed. Likewise, if the airplane moves 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 again the governor reacts to maintain the onspeed condition. There are times, however, when the primary governor is incapable of maintaining selected rpm. For example, imagine an airplane approaching to land with its governor set at 1,900 rpm. As power and airspeed are both reduced, underspeed conditions exist which cause the governor to decrease
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7-31
blade angle to restore the onspeed condition. If blade angle could decrease all the way, to 0 or reverse, the propeller would create so much drag on the airplane that the aircraft control would be dramatically reduced. The propeller, acting as a large disc, would blank the airow around the tail surfaces, and a rapid nosedown pitch change would result. To prevent these unwanted aerobatics, some device must be provided to stop the governor from selecting blade angles that are too low for safety. As the blade angle is decreased by the governor, eventually the low pitch stop is reached, and now the blade angle becomes xed 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.
shaft. The yweights act as a comparison to a desired reference speed of how fast the propeller is turning. These yweights are connected to a freeoating pilot valve. The slower the yweights are turning in relation to the desired reference speed, the lower the position of the pilot valve. If the propeller and the yweights turn faster, the additional centrifugal force makes the pilot valve rise inside the governor. The pilot valve position determines how much oil pressure is being sent to the propeller pitch mechanism. Here are a few examples. If a propeller rpm of 1,900 is selected and the propeller is actually turning at 1,900, the yweights are in their center or onspeed condition (Figure 7-34). The pilot valve is in the middle position. This maintains a constant oil pressure to the propeller pitch mechanism, which creates a constant pitch and a constant rpm. If the airplane enters a descent, without any change to the cockpit controls, there will be a tendency for the airspeed to increase and the propeller to turn faster (Figure 7-36). The yweights will, in turn, rotate faster. The additional centrifugal force will make the pilot valve rise. Notice that oil can now escape via the pilot valve. Lower oil pressure will result in a higher pitch and a reduction of propeller rpm. The propeller will then return to its original rpm setting. The yweights will then slow down, and the pilot valve will return to the equilibrium position to maintain the selected propeller rpm. If the airplane enters a climb without any change in the cockpit controls, the airspeed will decrease and the propeller will tend to slow (Figure 7-37). The yweights in the propeller governor will slow down, because of a loss in centrifugal force, and the pilot valve will lower. This will allow more oil pressure to the propeller pitch mechanism. High oil pressure will result in a lower pitch. This in turn will cause an increase in propeller rpm. The propeller will increase to its original rpm setting, the yweights will then speed up, and the pilot valve will return to its equilibrium or onspeed position, such as torque, interstage turbine temperature, compressor speed, and fuel ow, correcting the held constant by changing the propeller blade angles. The cockpit propeller lever adjusts where the
7-32
7-33
equilibrium or onspeed condition will occur. The pilot can select any constant propeller rpm from 1,800 to 2,200 rpm. Normally 2,200 is used for takeoff and 2,000 rpm for climb. Cruise rpm is 1,900 rpm.
On many types of airplanes, the low pitch stop is simply at the low pitch limit of travel, determined by the propellers construction. But with a reversing propeller, the extreme travel in the low pitch direction is past 0, into reverse or negative blade angles (Figure 7-38). Consequently, the low pitch stop on this propeller must be designed in such a way that it can be 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, which stops the ow of oil pressure coming into the propeller dome. Since this pressure causes low pitch and reversing, once it is blocked, a low pitch stop has been created. The low pitch stop is commonly referred to as the Beta valve. Furthermore, the valve is springloaded to cause the propeller to feather 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
7-34
set at approximately 15 for the C90A or approximately 12 for the C90B. But bringing the power lever aft of IDLE progressively repositions the stop to lesser blade angles. Before reversing can take place, the propeller must be on the low pitch stop. As the propellers reach approximately 15 for the C90A or approximately 12 for the C90B, the Beta valve is repositioned, creating the low pitch stop. The primary governor is sensing an underspeed and is directing oil pressure into the propeller dome. The Beta valve is controlling oil ow into the primary governor, and is dening the low pitch stop through oil pressure. When blade angles less than approximately 15 for the C90A or approximately 12 for the C90B are requested, the linkage pulls the Beta valve actuator, readjusting the propeller blade angle as the Beta valve allows more oil into the propeller dome. The slip ring moves with the prop dome and will dene the low pitch stop at a lower, or negative, blade angle. If blade angles less than
approximately 15 for the C90A or approximately 12 for the C90B are requested before the propeller blades are on the low pitch stop, the slip ring will not move, and the reversing cable and linkage may be damaged. The region from 15 to 11 (C90A) or 12 to 10 (C90B) blade angle is referred to as the Beta range. On the C90A, the range from 15 to 5, the engines compressor speed (N1) remains at the value it had when the power lever was at IDLE (low idle to high idle) based on condition lever position. From 5 to 11 blade angle, the N1 speed progressively increases to a maximum value at 11 blade angle of approximately 85% +3%. This region, designated by red and white _ stripes on the power lever gate, is referred to as the Beta Plus Power range or Reverse, and ends at maximum reverse. On the C90B, the Ground Fine range extends from +12 to +3, and the engines compressor speed (N1) remains at the value it had when the power lever was at IDLE (low idle to high idle)
7-35
based on condition lever position. From +3 to 10 blade angle, the N1 speed progressively increases to a maximum value at 10 blade angle of approximately +85% +3%. _
7-36
7-37
Beta valve is opened, re-establishing oil ow to the propeller dome. This allows the propeller blade to move to a atter pitch. As the propeller blades move to a atter pitch, the propeller dome and slip ring continue forward, eventually moving the Beta valve back into position to stop propeller blades. In summary, the position of the low pitch stop is controlled by the power levers. When the power levers are set at idle or above, the stop is set at approximately 15 on the C90A or approximately 12 on the C90B. When the power levers are moved aft of idle, however, the low pitch stop is repositioned to lesser blade angles. The propeller can be feathered by moving the propeller lever full aft past the detent into the feather range. The feathering action raises the pilot valve to the full up position. The oil pressure is released from the propeller pitch mechanism and the propeller feathers. In this type of turbine engine, the propeller shaft and N1 shaft are not connected. Thus, the propeller can be feathered with the engine running at idle power. Without an autofeather system, in ight, the propeller will maintain rpm unless it is manually feathered when the engine is shut down. There are situations where the propeller primary governor cannot maintain the selected propeller rpm, such as nal approach where power and airspeed are being reduced. With the progressive reduction of power and airspeed on nal, the propeller and rotating counterweights will tend to go to the underspeed condition. In the underspeed condition the pilot valve will open, increasing oil pressure to the dome, and the propeller pitch will decrease as power and airspeed are reduced. Since the reversible propeller is capable of decreasing past 0 into negative or reverse blade angles, the low pitch stop prevents the blade angle from decreasing beyond a predetermined value. When the propeller governor becomes incapable of maintaining the onspeed condition, the propeller rpm will fall below the selected governor rpm setting.
Assuming the propeller is not feathered, whenever the propeller rpm is below the selected governor setting, the propeller blade angle is at the low pitch stop. The low pitch stop mechanism is created by linkage that references the actual blade angle. Moving the power lever within the Beta range on the C90A or the ground re range on the C90B adjusts propeller pitch. Moving the power levers within the reverse range adjusts propeller pitch and N 1 , up to the maximum N1 in reverse of 88%. Attempting to pull the power levers in reverse with the propellers in feather will cause damage to the reversing linkage of the power lever. Also, pulling the power levers into the reverse position on the ground with the engines shut down will damage the reversing system.
OVERSPEED GOVERNOR
The overspeed governor provides protection against excessive propeller speed in the event of primary governor malfunction. Since the PT6s propeller is driven by a free turbine (independent of the engines), overspeed could occur if the primary governor were to fail. The operating point of the overspeed governor is set at 2,288 rpm. If an overspeeding propellers speed reached 2,288 rpm, the overspeed governor would control the oil pressure and pitch to prevent the rpm from continuing its rise. From a pilots point of view, a propeller tachometer stabilized at approximately 2,288 would indicate failure of the primary governor and proper operation of the overspeed governor. The overspeed governor can be reset to approximately 2,000 rpm for test purposes.
7-38
overspeed governor (Figure 7-40) is located on the left side of the propeller reduction gearbox. It has a set of yweights and a pilot valve similar to those of the primary governor. If a runaway propellers speed were to reach 2,288 rpm, the overspeed governor yweights would make its pilot valve rise. This would decrease the oil pressure at the propeller dome. The blade angle would increase as necessary to prevent the rpm from continuing its rise. Testing of the overspeed governor at approximately 2,000 rpm is accomplished during runup by using the propeller governor test switch on the pilots left subpanel.
propeller rpm. In reverse, the fuel topping governor is reset to 95% of selected rpm to insure that the propeller will not reach the selected rpm. The fuel topping governor will only prevent an overspeed if the primary governors yweights are still operational.
POWER LEVERS
The power levers (Figure 7-41) are located on the power lever quadrant (rst two levers on the left side) on the center pedestal. They are mechanically interconnected through a cam box to the fuel control unit, the Beta valve and follow-up mechanism, and the fuel topping (NP) governor. The power lever quadrant permits movement of the power lever from idle to maximum thrust and in the Beta/reverse range from idle to maximum reverse. A gate in the power lever quadrant at the IDLE position prevents inadvertent movement of the lever into the Beta/reverse range. The pilot must lift the power levers up and over this gate to select Beta or reverse. On the C90B, there
7-39
ernor (NG) and a fuel ow that will produce and maintain the selected N1 rpm. In the Beta or GROUND FINE range, the power levers are used to change the propeller blade angle, thus changing propeller thrust. In the REVERSE range, the power lever:
Selects a blade angle proportionate to the aft travel of the lever Selects an N1 that will sustain the selected reverse power Resets the fuel topping governor from its normal setting of 106% to approximately 95% of the primary governor setting
is a second gate labeled GROUND FINE, to distinguish between GROUND FINE and REVERSE. The function of the power levers is to establish a gas generator rpm through the gas generator govFigure 7-42 Propeller Control Levers
7-40
propeller levers to the corresponding position, to select the desired rpm as indicated on the propeller tachometer. These tachometers read directly in revolutions per minute. A detent at the low rpm position prevents inadvertent movement of the propeller lever into the feather position, indicated by the red and white stripes across the lever slots in the quadrant. At the full feather position, the levers position the governor pilot valve to dump oil pressure from the propeller hub, and allow the counterweights and springs to position the propeller blades to the feather position.
lever switches are bypassed to complete the autofeather circuit (Figure 7-45).
AUTOFEATHER SYSTEM
The automatic feathering system provides a means of immediately dumping oil pressure from the propeller hub, thus enabling the feathering spring and counterweights to start the feathering action of the blades in the event of an engine failure (Figure 7-43). Although the system is armed by a switch on the subpanel, placarded AUTOFEATHER and ARMOFFTEST, the completion of the arming phase occurs when both power levers are advanced above 90% N1, at which time both the right and left indicator lights on the annunciator panel indicate a fully armed system (Figure 7-44). The annunciator panel lights are green, 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, climb, and missed approach and should be turned off when establishing cruise. With the system armed, if torquemeter oil pressure on either engine drops below a prescribed setting, the oil is dumped from the servo, the feathering spring starts the blades toward feather, and the autofeather system of the other engine is disarmed. Disarming of the autofeather portion of the operative engine is further indicated when the annunciator indicator light for that engine extinguishes. Autofeather System Test The autofeather test is accomplished with the power below 90% N1. Therefore, the autofeather switch must be held to TEST so that the power
Synchrophaser Operation
The Type II synchrophaser system (Figure 7-46) is an electronic system, certicated for takeoff and landing. It is not a master-slave system, and it functions to match the rpm of both propellers and establish a blade phase relationship between the left and right propellers to reduce cabin noise to a minimum. The system cannot reduce rpm of either propeller below the datum selected by the propeller control lever. Therefore, there is no indicating annunciator light associated with the Type II system.
To prevent either propeller from losing excessive rpm if the other propeller is feathered while the synchrophaser is on, the synchrophaser has a limited range of authority from the manual governor setting. In no case will the rpm fall below that selected by the propeller control lever. Normal governor operation is unchanged, but the synchrophaser will continuously monitor propeller rpm and reset either governor as required. Propeller rpm and position is sensed by a magnetic pickup mounted adjacent to each propeller spinner bulkhead. This magnetic pick-up will transmit electrical pulses once per revolution to a control box installed forward of the pedestal.
The control box converts any pulse rate differences into correction commands, which are transmitted to coils mounted close to the yweights of each primary governor. By varying
7-41
7-42
7-43
7-44
the coil voltage, the governor speed settings are biased until the prop rpms exactly match. A toggle switch installed adjacent to the synchroscope turns the system on. In the synchrophaser OFF position, the governors operate at the manual speed settings selected by the pilot. To operate the synchrophaser system, synchronize the propellers manually or establish a maximum of 20 rpm difference between the engines, then turn the synchrophaser on. The system may be on for takeoff and landing. To change rpm with the system on, adjust both propeller controls at the same time. If the synchrophaser is on but does not adjust the prop rpm to match, the system has reached the end of its range. Increasing the setting of the slow prop, or reducing the setting of the fast prop,
will bring the speeds within the limited synchrophaser range. If preferred, turn the synchrophaser switch off, resynchronize manually, and turn the synchrophaser on.
Propeller Synchroscope
A propeller synchroscope is located to the left of the oil pressure/temperature indicators and gives the status of propeller synchronization. The face of the synchroscope has a black and white cross pattern which can spin either left or right. If the right propeller rpm is greater than the left, the face turns clockwise or right. With the left propeller rpm greater than the right, the face turns counterclockwise or left. No rotation of the face indicates that both propellers are synchronized.
7-45
8-i
8-ii
ILLUSTRATIONS
Figure 8-1 8-2 8-3 Title Page
Fire Detection System.............................................................................................. 8-3 Fire Extinguishing System....................................................................................... 8-4 Fire Extinguisher Cylinder Pressure Gage .............................................................. 8-5
8-iii
INTRODUCTION
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FIRE PULL
The aircraft re protection system consists of engine re detection and re extinguishing systems. Cockpit controls and indicators monitor and operate the system.
GENERAL
The re protection chapter of the training manual presents a description and discussion of the airplane re protection system and components. The location and purpose of switches and indicators are described. The detection system is operable whenever the generator buses are active. The system consists of the following: three photoconductive cells for each engine; a control amplier for each engine; two red warning lights on the warning annunciator panel, one placarded L ENG FIRE, the other R ENG FIRE; a test switch on the copilots left subpanel; and a circuit breaker placarded FIRE DET on the right side panel.
8-1
The six photoconductive-cell ame detectors are sensitive to infrared radiation. They are positioned in each engine compartment so as to receive both direct and reected infrared rays, thus monitoring the entire compartment with only three photocells. Temperature level and rate of temperature rise are not controlling factors in the sensing method. Conductivity through the photocell varies in direct proportion to the intensity of the infrared radiation striking the cell. As conductivity increases, the amount of current from the electrical system owing through the ame detector increases proportionally. To prevent stray light rays from signaling a false alarm, a relay in the control amplier closes only when the signal strength reaches a preset alarm level. When the relay closes, the appropriate left or right warning annunciators illuminate. When the re has been extinguished, the cell output voltage drops below the alarm level and the relay in the control amplier opens. No manual resetting is required to reactivate the re detection system.
the re-extinguisher activation switches. The system may be tested anytime, either on the ground or in ight. The TEST SWITCH should be placed in all three positions, in order to verify that the circuitry for all six re detectors is functional. Illumination failure of all the re detection system annunciators when the TEST SWITCH is in any one of the three ame-detector-test positions indicates a malfunction in one or both of the two detector circuits (one in each engine) being tested by that particular position of the TEST SWITCH.
8-2
8-3
8-4
lens. This is a one-shot system and will be completely expended upon activation. The amber D light will illuminate and remain illuminated, regardless of battery switch position, until the pyrotechnic cartridge has been replaced.
A gage, (Figure 8-3) calibrated in psi, is provided on each supply cylinder for determining the level of charge. The gages should be checked during preight. The cylinder and gages are located in the main wheel wells.
8-5
CHAPTER 9 PNEUMATICS
CONTENTS
Page INTRODUCTION .................................................................................................................. 9-1 DESCRIPTION....................................................................................................................... 9-1 ENGINE BLEED AIR PNEUMATIC SYSTEM ................................................................... 9-3 Pneumatic Air Source...................................................................................................... 9-3 Vacuum Air Source ......................................................................................................... 9-3 Cabin Door Seal .............................................................................................................. 9-4 SURFACE DEICE SYSTEM ................................................................................................. 9-4
9-i
ILLUSTRATIONS
Figure 9-1 9-2 9-3 9-4 9-5 9-6 Title Page
Pneumatic System Diagram..................................................................................... 9-2 Pneumatic Pressure Gage ........................................................................................ 9-3 Gyro Suction Gage .................................................................................................. 9-4 Surface Deice Boot Installation ............................................................................... 9-4 Surface Deice System Diagram ............................................................................... 9-5 Surface Deice Controls ............................................................................................ 9-6
9-iii
CHAPTER 9 PNEUMATICS
BLEED AIR CO
R AIR
15
20
LV VA E
INTRODUCTION
The pneumatic and vacuum systems are necessary for the operation of surface deicers, instrument air, production of vacuum, rudder boost, ight hourmeter, cabin door seal, pressurization controller, and pressurization outow and safety valves. Pilots need to know how the bleed air is distributed and controlled for these various uses. This section identies these systems and covers the pneumatic manifold and controls in detail.
DESCRIPTION
The Pneumatic and Vacuum Systems section of the training manual presents a description and discussion of pneumatic and vacuum systems. The sources for pneumatic air, vacuum, and acceptable gage readings are discussed.
9-1
PNEUMATIC PRESSURE GAUGE (IN COCKPIT) PRESSURE SWITCH RIGHT SQUAT SWITCH
10
PSI
20
PNEUMATIC PRESSURE
FLIGHT
HOURS 1/00
00000
TO DEICE BOOTS
LANDING GEAR HYDRAULIC FILL CAN AIRSTAIR DOOR SEAL LINE 4 PSI PRESSURE REGULATOR EMERGENCY EXIT SEAL LINE
EJECTOR
VACUUM REGULATOR
15K 30K
45
L N.C.
HIGH PRESSURE BLEED AIR REGULATED BLEED AIR VACUUM
L SERVO
VALVE
R SERVO
CHECK VALVE 18 PSI PRESSURE REGULATOR CHECK VALVE R N.C.
P SWITCH
50 PSID
9-2
Bleed air is extracted from the P3 tap of the engine at a temperature of approximately 450 F. It is cooled to approximately 70 above ambient temperature at the manifold in the fuselage due to heat transfer in the pneumatic plumbing. Ordinarily, the pressure regulator valve, which is under the right seat deck immediately forward of the main spar, will provide 18 +1 psi with the engine running at 70 to 80% N1 . The PNEUMATIC PRESSURE gage on the copilots right subpanel is provided to allow monitoring of the system pressure (Figure 9-2).
10
PSI
0
PNEUMATIC PRESSURE
20
9-3
The vacuum line for the instruments is routed through a suction relief valve that is designed to admit into the system the amount of air required to maintain sufcient vacuum for proper operation of the instruments. A GYRO SUCTION gage (Figure 9-3), which is calibrated in inches Hg and is on the copilots right subpanel, indicates instrument vacuum.
15K 35K
3 4 5 6
GYRO SUCTION
INCHES OF MERCURY
9-4
Each wing has a leading-edge boot. The horizontal section of the tail has boots on the left and right segments of the horizontal stabilizer and on the vertical stabilizer.
T h e s u r f a c e d e i c e s y s t e m r e m ov e s i c e accumulations from the leading edges of the wings and stabilizers. Ice is removed by alternately inating and deating the deice boots (Figure 9-5). Pressure-regulated bleed air from
9-5
the engines supplies pressure to inate the boots. A venturi ejector, operated by bleed air, creates a vacuum to deate the boots and hold them down while not in use. To assure operation of the system in the event of failure of one engine, a check valve is incorporated in the bleed-air line from each engine to prevent loss of pressure through the compressor of the inoperative engine. Ination and deation phases are controlled by a distributor valve. A three-position switch in the ICE PROTECTION group on the pilots subpanel, placarded SURFACE DEICE SINGLE OFF MANUAL, controls the deicing operation (Figure 9-6). The switch is spring-loaded to return to the OFF position from SINGLE or MANUAL. When the SINGLE position is selected, the distributor valve opens to inate the boots. After an ination period of approximately seven seconds, an elec-
tronic timer switches the distributor to deate the boots. When these boots have inated and deated, the cycle is complete. On LJ1138 and after, the wings and tail inate separately. The wings inate for six seconds then the tail inates for four seconds. When the switch is held in the MANUAL position, all the boots will inate simultaneously and remain inated until the switch is released. The switch will return to the OFF position when released. After the cycle, the boots will remain in the vacuum hold-down condition until again actuated by the switch. Electrical power to the boot system is required for the control valve to inate the boots in either single-cycle or manual operation. With a loss of this power, the vacuum will hold them tightly against the leading edge. A single circuit breaker on the copilots side panel, receiving power from the center bus, supplies the electrical operation of both boot systems. Should the timer fail in the inated position, the surface deice circuit breaker may be used as a manual control. Pull the circuit breaker out to deate the boots, and push in to inate them. Treat the circuit breaker as a manual control. 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. Subsequent cyclings of the boots will then have a tendency to build up a shell of ice outside the contour of the leading edge, thus making ice removal efforts ineffective.
STALL WARN
PITOT
LEFT OFF
WEATHER
SURF
5
WSHLD
10
DEICE
WIPER
9-6
10-i
ILLUSTRATIONS
Figure 10-1 10-2 10-3 10-4 10-5 10-6 10-7 10-8 10-9 10-10 10-11 10-12 10-13 10-14 10-15 10-16 10-17 10-18 10-19 Title Page
Ice and Rain Protection Required Equipment ....................................................... 10-2 Ice and Rain Protection Controls ........................................................................... 10-3 Pitot Mast and Heat Controls................................................................................. 10-4 Stall Warning Vane and Heat Control ................................................................... 10-5 Fuel System Anti-ice ............................................................................................. 10-6 Windshield Wipers ................................................................................................ 10-7 Windshield Installation.......................................................................................... 10-7 Windshield Anti-ice Diagram................................................................................ 10-8 Windshield Anti-ice Switches ............................................................................... 10-8 Windshield Anti-ice DiagramNormal Heat ....................................................... 10-9 Windshield Anti-ice DiagramHigh Heat ......................................................... 10-10 Engine Air Inlet Lip Heat .................................................................................... 10-10 Inertial Separator in Retract Position................................................................... 10-11 Inertial Separator in Extend Position ................................................................... 10-11 Ice Vane Controls ................................................................................................ 10-12 Caution and Advisory Annunciators ................................................................... 10-12 Engine Autoignition Switches ............................................................................. 10-13 Propeller Electric Deice System .......................................................................... 10-14 Wing Anti-ice Lights ........................................................................................... 10-14
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INTRODUCTION
Flight in known icing conditions requires knowledge of conditions conducive to icing, and of all anti-ice and deice systems available to prevent excessive ice from forming on the airplane. This section identies these systems with their controls and best usage.
GENERAL
This chapter presents a description and discussion of the airplane ice and rain protection systems. All of the anti-ice and deice systems in this airplane are described, showing location, controls, and how they are used. The purpose of this chapter is to acquaint the pilot with all the systems available for ight in icing or heavy rain conditions, along with their controls. Procedures in case of malfunction in any system are included. This also includes information concerning preight deicing and defrosting. The Beechcraft King Air C90A and C90B are FAA-approved for ight in known icing conditions when the required equipment is installed and operational (Figure 10-1). The Required Equipment for Various Conditions of Flight List, contained in the Limitations section of the Pilots Operating Handbook, lists the necessary equipment. The ice and rain protection controls are grouped on the pilots and copilots subpanels, except the windshield wiper control, which is overhead (Figure 10-2).
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10-2
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from the cabin heating systems prevents fogging, to ensure visibility during operation under icing conditions. Heavy-duty windshield wipers for both the pilot and copilot provide further visibility during rainy ight and ground conditions. Pneumatic deicer boots on the wings and on the vertical and horizontal stabilizers remove the formation of ice during ight. Regulated bleed-air pressure and vacuum are cycled to the pneumatic boots for the ination-deation cycle. The selector switch that controls the system permits automatic single-cycle operation or manual operation. Ice protection for the engine is provided by an inertial separation system utilizing an electrical actuator. Should the main electrical actuator motor fail, a standby actuator motor is provided. The leading-edge lip of the engine air inlet is continuously anti-iced by engine exhaust air. The propellers are protected against icing by electrothermal boots on each blade that automatically cycle to prevent the formation of ice. A heating element in both pitot masts prevents the pitot openings from becoming clogged with ice. The heating elements are connected to the airplane electrical system through two 5-ampere circuit-breaker switches.
Windshield anti-ice Surface deice (leading-edge boots) Inertial separators (ice vanes) Pitot heat Propeller deice Stall warning heat Fuel vent heat
The airplane is equipped with a variety of ice and rain protection systems that can be utilized during operation under inclement weather conditions. Electrical heating elements embedd e d i n t h e w i n d s h i e l d p r ov i d e a d e q u a t e protection against the formation of ice, while air
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PITOT HEAT
Two pitot masts located on the nose of the aircraft contain heating elements to protect against ice accumulation (Figure 10-3). The pitot masts are electrically heated to ensure proper airspeed is indicated during icing conditions. Pitot heat is controlled by two circuit-breaker switches located on the pilots right subpanel. The two switches placarded PITOT, one for the left mast and one for the right, are located next to the stall warning anti-ice switch. They are two-position switches, with down being OFF and up being ON. The pitot heat system should not be operated on the ground, except for testing or for short intervals to remove snow or ice from the mast. Pitot heat should be turned on for takeoff and can be left on in ight during icing conditions, or whenever icing conditions are expected. If during ight at altitude there is a gradual reduction in airspeed indication, there may be pitot icing. If turning on the pitot heat restores airspeed, leave the pitot heat on because icing conditions exist. With many pilots, it is standard practice to keep the pitot heat on during all ights at higher altitudes to prevent pitot icing.
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fuel vent heat is operated by left and right switches located in the ICE PROTECTION group on the pilots right subpanel. These switches should be turned on whenever ice is anticipated or encountered. A portion of the fuel control unit ice protection is provided by an oil-to-fuel heat exchanger, mounted on the engines accessory section. An engine oil line within the heat exchanger is
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located around the fuel line. Heat transfer occurs through conduction. This heat melts ice particles which may have formed in the fuel. This operation is automatic whenever the engines are running. Refer to the POH Limitations section for temperature limitations concerning the oil-tofuel heat exchanger. The pneumatic line, from the engine to the FCU and the pneumatic line from the FCU to the fuel topping governor, is protected by an electrically heated jacket. This heat is automatically applied when the condition levers move out of the fuel cutoff range. No other action is required.
WINDSHIELD ANTI-ICE
The pilots and copilots windshields each have independent controls and heating circuits. The control switch allows the pilot to select a high or a low intensity heat level. The windshields are composed of three physical layers (Figure 10-7). The inner layer is a thick panel of glass that acts as the structural member. The middle layer is a polyvinyl sheet which carries the ne wire heating grids. The outer layer is a protective layer of glass bonded to the rst two layers. The outside of the windshield is treated with a static discharge lm called a NESA coating.
WINDSHIELD WIPERS
Separate windshield wipers are mounted on the pilots and copilots windshield. The dual wipers are driven by a mechanism operated by a single electric motor, all located forward of the instrument panel. The windshield wiper control is located on the overhead light control panel (Figure 10-6). It provides the wiper mechanism with SLOW, FAST, and PARK positions. The wipers may be used either on the ground or in ight, as required. The wipers must not be operated on a dry windshield. The windshield wiper circuit breaker is on the copilots right-side circuit-breaker panel in the WEATHER group.
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The windshields are protected against icing by electrical heating elements (Figure 10-8). The heating elements are connected at terminal blocks in the corner of the glass to the wiring leading to the control switches mounted in the pilots right subpanel.
Each switch must be lifted over a detent before it can be moved into the HI position. This leverlock feature prevents inadvertent selection of the HI position when moving the switches from NORMAL to the OFF (center) position.
Figure 10-8 Windshield Anti-ice Diagram
A transparent material (usually stannic oxide) which has high electrical resistance is incorporated in the laminations of each windshield, pilots and copilots. Each windshield is also tted with electrical connections for the resistive material and for temperature-sensing elements. The resistive material is arranged so as to provide primary heated surfaces and secondary heated surfaces.
PILOT and COPILOT WSHLD ANTI-ICE switches in the ICE PROTECTION group on the pilots inboard subpanel are used to control windshield heat (Figure 10-9). They have positions labeled NORMAL, OFF, and HI. When the PILOT and COPILOT switches are in the NORMAL (up) position, the secondary areas of the windshields are heated. When the switches are in the HI (down) position, the primary areas are heated. The primary areas are smaller areas and are heated faster to the same temperatures as the NORMAL position.
Windshield temperature is controlled automatically by the use of a temperature-sensing element embedded in each windshield, and a temperature controller in each windshield circuit. The temperature controllers operate between 90 and 110 F to maintain the desired mean temperature of the windshield heating surfaces. When the low level of heating is selected, an automatic temperature controller senses the windshield and attempts to maintain it at approximately 90 to 110 F. It does so by energizing the low heat relay as necessary. In this mode, the entire windshield is heated (Figure 10-10). When the high level of heating is selected, the same temperature controller senses the windshield temperature and attempts to maintain it at 90 to 110 F. In this mode, however, the controller will energize the high heat relay switch, which applies the electrical heat to a more concentrated but more essential viewing area of the windshield. In high, approximately two-thirds of the windshield is heated at the outboard portion (Figure 10-11).
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The power circuit of each system is protected by 50-ampere current limiters located in the power distribution panel. Windshield heater control circuits are protected with 5-ampere circuit breakers located on a panel mounted on the forward pressure bulkhead (forward of the pilots left subpanel). Windshield heat may be used at any time and in any combination. Use of windshield heat, however, may cause erratic operation of the magnetic
CAUTION
In the event of windshield icing during sustained icing conditions, it may be necessary to reduce the airspeed in order to keep the windshield ice-free.
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At temperatures above +5 C, the ice vane and door should be in the retract position, as ice formation is unlikely. When in icing conditions with the ice vane in the extend position (Figure 10-14), the ice vane is positioned to create a venturi effect and introduces a sudden turn into the engine. At the same time the bypass door in the lower cowling at the aft end of the air duct is open.
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As the ice particles or water droplets enter the air inlet, the airstream with these particles is accelerated by the venturi effect. Due to their greater mass, and therefore greater momentum, the frozen moisture particles accelerate past the screen area and are discharged overboard through the bypass door. The airstream, however, makes the sudden turn free of ice particles and enters the engine through the inlet screen.
ACTUATORS switch has positions labeled STANDBY and MAIN. The actuators have dual motors to provide a redundant system. The ACTUATORS switch allows the selection of either the MAIN or STANDBY actuator motor. The main and standby actuators have different circuitry but share the same torque tube drive system. The vanes have only two positions; there are no intermediate positions. The system is monitored by L and R ENG ANTI-ICE (green) and L and R ENG ICE FAIL (yellow) annunciators (Figure 10-16). Illumination of the L and R ENG ANTIICE annunciators indicate that the system is actuated. Illumination of the L or R ENG ICE FAIL annunciator indicates that the system did not operate to the desired position. Immediate illumination of the L or R ENG ICE FAIL annunciator indicates loss of electrical power, whereas delayed illumination indicates an inoperative actuator. The yellow ENG ICE FAIL annunciator circuit compares the ANTI-ICE switch position to the microswitches checking ice vane open or closed. After a 35-second delay, the annunciator will illuminate if the switch position and microswitches do not agree. In addition, if the power source for the actuator system selected (MAIN or STANDBY) is removed, the ICE VANE FAIL light will illuminate immediately. In either event, the STANDBY actuator should be selected.
The ice vanes should be extended whenever there is visible moisture at +5 C. When the ice vanes are extended, the two green advisory annunciators will illuminate, and because the airow into the engine will be restricted, there will be a drop in torque and a slight increase in ITT. When the ice vanes and bypass doors are retracted, the annunciators will extinguish, torque will be restored, and ITT will decrease. The anti-ice vanes are controlled by switches located on the left subpanel. The LEFT and RIGHT ENGINE ANTI-ICE switches have positions labeled ON and OFF, while the
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NOTE
The heating sequences for the deicer boots noted in the following section are the sequences which are in evidence during normal operation. Power to the deicer boots is cycled in 90-second phases. The rst 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 slight momentary deection of the propeller ammeter needle may be noted. Propeller deice must not be operated when the propellers are static.
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soon as the tires are free. Heat applied to tires should not exceed 160 F or 71 C. Tiedowns for propellers should be installed to ensure against damage to internal engine components not lubricated when the engine is not operating. Spinning propellers can also be a source of danger to crew, passengers, and ground support personnel. Propeller blades held in their tiedown position channel moisture down the blades, past the propeller hub, and off the lower blade more effectively than in other positions or when left spinning. During particularly icy ground conditions, the propeller hubs should also be inspected for ice and snow accumulation. Pitot masts should always be covered while the airplane is resting. Once the covers are removed, make sure both masts and drains are free of ice or water. Faulty readings could be obtained if they are clogged. During extended periods of taxiing or ground holding, the autoignition system should be turned off until right before takeoff. This will help to prolong the service life of the igniter units. Snow, slush, or standing water on the runway degrade airplane performance whether landing or taking off. During takeoff, more runway is needed to achieve necessary takeoff speed, while landing roll is longer because of reduced braking effectiveness. Only the surface deicers are true deicers. The rest are really anti-icers and should be used to prevent the formation of ice, not melt ice already present. Accumulated ice on even the best-equipped airplane will degrade its performance and ruin at least the time and fuel calculations used for ight planning. A minimum speed of 140 KIAS is necessary to prevent ice formation on the underside of the wing, which cannot be adequately deiced. Due to distortion of the wing airfoil, stalling airspeeds should be expected to increase as ice accumulates on the airplane. For the same reason, stall warning devices are not accurate and should not be relied upon. Maintain a comfortable margin of airspeed above the normal stall airspeed when ice is on the airplane. In order to
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prevent ice accumulation on unprotected surfaces of the wing, maintain a minimum of 140 knots during operations in sustained icing conditions. In the event of windshield icing, it may be necessary to reduce airspeed. While in ight, the engine ice vanes must be extended and the appropriate annunciator lights monitored:
Before visible moisture is encountered at OAT +5 C and below At night when freedom from visible moisture is not assured and the OAT is +5 C or below
During ight in icing conditions, fuel vent heat, pitot heat, prop deice, windshield heat, and stall warning heat should all be ON.
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11-i
ILLUSTRATIONS
Figure 11-1 11-2 11-3 11-4 11-5 11-6 11-7 11-8 11-9 11-10 11-11 11-12 11-13 11-14 11-15 11-16 11-17 11-18 11-19 11-20 11-21 11-22 11-23 Title Page
Environmental System Schematic ......................................................................... 11-2 ENVIRONMENTAL Group Switches and Knobs................................................ 11-3 Air Control KnobsPilot Air ............................................................................... 11-4 Air Control KnobsDefrost Air ........................................................................... 11-4 Air Control KnobsCabin Air ............................................................................. 11-4 Air Control KnobsCopilot Air ........................................................................... 11-4 Ram-Air Scoop ...................................................................................................... 11-4 Glareshield Eyeball Outlets................................................................................ 11-5 Cabin Floor Outlets................................................................................................ 11-5 Fresh Air Source (Unpressurized Mode) ............................................................... 11-5 Cabin Eyeball Outlets ........................................................................................ 11-5 Cockpit Eyeball Outlets ..................................................................................... 11-6 Ambient and Bleed Air Flow Forward of Firewalls .............................................. 11-6 Air Conditioning System Control Diagram ........................................................... 11-7 Mixing Plenum ...................................................................................................... 11-8 Electric Heater ....................................................................................................... 11-9 Grid Heating Elements .......................................................................................... 11-9 ELEC HEAT Switch............................................................................................ 11-10 Cooling System Components in Nose ................................................................. 11-10 Receiver-Dryer Sight Gage.................................................................................. 11-11 CABIN TEMP MODE Selector Switch .............................................................. 11-12 CABIN TEMP Level Control .............................................................................. 11-12 MANUAL TEMP Switch .................................................................................... 11-13
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11-24 11-25
BLEED AIR VALVE Switches .......................................................................... 11-13 VENT BLOWER Switch .................................................................................... 11-13
11-iv
INTRODUCTION
Passenger comfort and safety is of prime importance. The task is to teach participants to operate the environmental systems effectively and within the systems limitations.
DESCRIPTION
The Environmental System section of the training manual presents a description and discussion of the air conditioning, bleed-air heating, and fresh air systems. Each system includes general description, principle of operation, controls, and emergency procedures.
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ENVIRONMENTAL SYSTEM
Environmental System refers to the devices which control the pressure vessels environment. Along with insuring the circulation of air, this system controls temperature by utilizing heating and cooling devices as needed. The environmental system consists of bleed-air pressurization, heating and cooling systems and their associated controls. The Beechcraft King Air series environmental system (Figure 11-1) uses turbine engine bleed air for cabin pressurization and cabin heating. The air conditioning system, driven by the electrical system, provides cool air to the airplane cabin.
The ENVIRONMENTAL control section on the copilots left subpanel (Figure 11-2) provides for automatic or manual control of the system. This section contains all the major controls of the environmental function:
Bleed-air valve switches Vent blower control switch Manual temperature switch for control of the bypass valves in the air-to-air heat exchangers Cabin-temperature-level control Cabin temperature mode selector switch for selecting automatic heating or cooling, manual heating or cooling Electric heat control switch
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Four additional manual controls (Figures 11-3 through 11-6) on the main instrument subpanels may be utilized for partial regulation of cockpit comfort when the cockpit partition curtain is closed and the cabin comfort level is satisfactory. They are: pilots air, defroster air, cabin air, and copilots air control knobs. The fully out position of all these controls will provide the maximum heating to the cockpit, and the fully in position will provide minimum heating to the cockpit.
Figure 11-5 Air Control KnobsCabin Air
Figure 11-3 Air Control KnobsPilot Air Figure 11-6 Air Control KnobsCopilot Air
The pressurization, heating, and air conditioning systems operate in conjunction with each other or as separate systems to maintain the desired cabin pressure altitude and cabin air temperature. Occupied compartments are pressurized, heated, or cooled through a common ducting arrangement. Ventilation can be obtained on demand during nonpressurized ight through a ram-air scoop on the left side of the nose (Figure 11-7).
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UNPRESSURIZED 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 cockpit through glareshield eyeball outlets (Figure 11-8) and the cabin through the oor registers (Figure 11-9). The volume of air from the oor registers is regulated by using the cabin air control knob located on the copilots subpanel.
air enters the evaporator plenum through the ramair door when the electromagnet releases. Recirculated cabin air forced into the evaporator plenum by a blower, mixes with ram air from outside, is ducted around the electric heater and mixing plenum and into the ceiling-outlet duct. Air ducted to each individual cabin (Figure 11-11) or cockpit (Figure 11-12) ceiling eyeball outlet can be directionally controlled by moving the eyeball in the socket. Volume is regulated by twisting the outlet to open or close the outlet.
The second source of fresh air, which is available during the unpressurized mode only, is ambient air obtained from a ram-air scoop (Figure 11-10) on the nose (left side) of the airplane. During pressurized operation, an electromagnet, in addition to cabin pressure, forces the ram-air apper door closed. During the unpressurized mode, ram
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bleed air extracted from the compressor section of each engine for pressurization purposes is hot. This heat is utilized to warm the cabin. Engine bleed air is ducted from the engine to the ow control unit mounted on the rewall. The bleed air from either engine will continue to provide adequate air for pressurization and heating, and for the deicer system and instruments, should one engine fail. The bleed air and ambient air from the cowling intake are mixed together by the ow control units, and are routed aft through the rewall along the inboard side of each nacelle, and inboard to the center section forward of the main spar. When the left landing gear safety switch is in the on-the-ground position, the ambient air valve (Figure 11-13) in each ow control unit is closed. Consequently, only bleed air is delivered to the environmental bleed-air duct when the airplane is on the ground. The exclusion of ambient air allows faster cabin warmup during cold weather operation. In ight, the ambient air valve is open when temperature is above -30F, and ambient air is mixed with the engine bleed air in the ow
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control unit. During warm weather ground operation, the engine bleed air into the cabin can be shut off by placing the bleed-air valve switches on the copilots subpanel to the CLOSED position. Closing the bleed-air valves prevents warm bleed air from entering the cabin area, maximizing the air conditioner operation. The heat in the air may either be retained for cabin heating or dissipated for cooling purposes as the air passes through the center section to the fuselage. If the environmental bleed-air mixture is too warm for cabin comfort, the cabin temperature control bypass valve (Figure 11-14) routes some or all of it through the air-to-air heat
exchanger in the wing center section. The position of the damper in the cabin temperature control bypass valve is determined by positioning of the controls in the ENVIRONMENTAL group on the copilots subpanel. An air intake on the leading edge of the inboard wing brings ram air into the heat exchanger to cool the bleed air. Depending upon the position of the cabin temperature control bypass valves, a greater or lesser volume of the bleed-air mixture will be routed through or around the heat exchanger. The temperature of the air owing through the heat exchanger is lowered as heat is transferred to cooling ns, which are in turn cooled by ram air-
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ow through the ns of the heat exchanger. After leaving the heat exchanger, the ram air is ducted overboard through louvers on the underside of the wing. The bleed air leaving both (left and right) cabin temperature control bypass valves is then ducted into a single mufer under the right oorboard forward of the main spar, which insures quiet operation of the environmental bleed-air system. The air mixture is then ducted from the mufer into the mixing plenum under the copilots oorboard. A partition divides the mixing plenum into two sections. One section supplies the oor-outlet duct, and the other supplies the ceiling outlet duct. Both sections receive recirculated cabin air from the vent blower. The air passes through the forward evaporator, so it will be cooled if the air conditioner is operating. Even in the event the vent blower becomes inoperative, some air will still be circulated, due to the duct design in the discharge side of the mixing plenum. The environmental bleed-air duct is routed into the oor-duct section of the mixing plenum, then curves back to discharge the environmental bleed air toward the aft end of the oor duct section of the mixing plenum. Forward of the discharge end of the environmental bleed-air duct (Figure 11-15), warm air is tapped off and ducted up through the top of the mixing plenum and is delivered to the pilot/copilot heat duct, which is below the instrument panel. An outlet at each end of this duct is provided to deliver warm air to the pilot and copilot. A mechanically controlled damper in each outlet permits the volume of airow to be regulated. The pilots damper is controlled by the PILOT AIR (see Figure 11-3) knob, on the pilots left subpanel, just outboard of the control column. The copilots damper is controlled by the COPILOT AIR (see Figure 11-6) knob, on the copilots right subpanel, just outboard of the control column. The DEFROST AIR control knob (see Figure 11-4) is on the pilots right subpanel, just inboard of the control column. This knob controls a valve at the for-
ward side of the pilot/copilot heat duct which admits air to two ducts that deliver the warm air to the defroster, just below the windshields in the top of the glareshield. An air plenum built into the glareshield feeds air to eyeball outlets on the left and right sides. Defrost air is the air source for the pilot and copilot glareshield eyeball outlets; thus, the use of the DEFROST AIR control knob also controls air to these eyeball outlets. The remainder of the air in the environmental bleed-air duct is discharged into the oor-outlet duct section of the mixing plenum and mixed with recirculated cabin air. This air mixture passes through the cabin air control valve. This valve is controlled by the CABIN AIR control knob (see Figure 11-5) on the copilots subpanel, just below and inboard of the control column. When this knob is pulled out to the stop, only a minimum amount of air will be permitted to pass through the valve, thereby increasing the amount of air available to the pilot and copilot outlets, and to the defroster. When this knob is pushed fully in, the valve is open and the air in the duct will be directed to the oor-outlet registers in the cabin.
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ELECTRIC HEAT
Additional heating is available from an electrical heater (Figure 11-16) containing eight heating elements rated at 1,000 watts each. The eight electrical heating elements (Figure 11-17) are divided into two sets with four elements in each set. One set provides heat for NORMAL HEAT operation and both sets combine for GROUND MAX HEAT operation. The maximum output is available during ground operation and only four elements are available during ight. 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 deicers or windshield heat The ELEC HEAT switch (Figure 11-18), in the ENVIRONMENTAL group in the copilots subpanel, has three positions: GND MAX NORM OFF. This switch is solenoid-held in GND MAX position on the ground and drops to
NORM position when the landing gear safety switch is opened at lift-off. It provides maximum electric heat for initial warmup of the cabin. If use of all electrical heating elements is not desired for initial warmup, as in the GND MAX position, the switch may be placed in the NORM position, using only four elements. In the NORM position the four heating elements automatically
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Belt-driven compressor, installed in the nose Condenser coil Condenser blower Evaporator Receiver-dryer Expansion valve Cabin heat control valve
supplement bleed-air heating, in conjunction with the cabin thermostat. The OFF position turns off all electric heat, leaving only bleed air to supply cabin heat.
It is routed (Figure 11-19) to the condenser coil, receiver-dryer, expansion valve, cabin heat control valve, and evaporator, which are all in the nose of the airplane. The rated output of the standard installation in the fuselage nose is 16,000 BTU. The evaporator utilizes a solenoid-operated, hotgas-cabin heat control valve to prevent icing. A 33 F thermal switch on the evaporator controls the valve solenoid.
COOLING SYSTEM
Cabin cooling is provided by a refrigerant-gas vapor-cycle refrigeration system consisting of:
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The vent blower blows recirculated cabin air through the evaporator, into the mixing plenum, and into both the oor-outlet and ceiling outlet ducts. If the cooling mode is operating, refrigerant will be circulating through the evaporator and the air leaving it will be cool. All the air entering the ceiling-outlet duct will be cool. This air is discharged through eyeball outlet nozzles in the cockpit and cabin. Each nozzle is movable, so that the airstream can be directed as desired. When the nozzle is twisted, a damper opens or closes to regulate airow volume. Cool air will enter the oor-outlet duct, but in order to provide cabin pressurization, warm environmental bleed air will also enter the ooroutlet duct anytime either BLEED AIR valve is OPEN. Therefore, pressurized air discharged from the oor registers will always be warmer than that discharged at the ceiling outlets, no matter what temperature mode is in use. A condenser blower in the nose section draws ambient air through the condenser when the air conditioner is operating. The receiver-dryer and sight gage (Figure 11-20) are in the upper portion of the nose wheel well.
ENVIRONMENTAL CONTROLS
The ENVIRONMENTAL control section on the copilots subpanel (see Figure 11-2) provides for automatic or manual control of the system. This section contains all the major controls of the environmental function:
Bleed-air valve switches Vent blower control switch Manual temperature switch for control of the bypass valves in the air-to-air heat exchangers Cabin-temperature-level control Cabin temperature mode selector switch, for selecting automatic heating or cooling, manual heating or cooling, or off Electric heat control switch
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Four additional manual controls on the main instrument subpanels may be utilized for partial regulation of cockpit comfort when the cockpit partition curtain is closed and the cabin comfort level is satisfactory. They are: pilots air, defroster air, cabin air, and copilots air control knobs. The fully out position of all these controls will provide the maximum heating to the cockpit, and the fully in position will provide maximum heating to the cabin. For warm ights, such as short, low-altitude ights in summer, all the cabin oor registers and ceiling outlets should be fully open for maximum cooling. For cold ights, such as high-altitude ights, night ights, and ights in cold weather, the ceiling outlets should all be closed and the oor outlets fully open for maximum heating in the cabin.
preventing unnecessary recycling of the airconditioning system. The CABIN TEMP INCR (Figure 11-22) control provides regulation of the temperature level in the automatic mode. A temperature-sensing unit in the cabin, in conjunction with the control setting, initiates a heat or cool command to the temperature controller, requesting the desired pressure-vessel environment.
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manually by momentarily holding the MANUAL TEMP switch (Figure 11-23) to either the INCR or DECR position as desired. When released, this switch will return to the center (no change) position. Moving this switch to the INCR or DECR position results in modulation of the bypass valves in the bleed-air lines. Allow approximately 30 seconds per valve (one minute total time) for the valves to move to the full heat or full cold position. Only one valve moves at a time. Movement of these valves varies the amount of bleed air routed through the air-to-air heat exchanger. Consequently, the temperature of the incoming bleed air will vary. This bleed air mixes with recirculated cabin air (which will be air conditioned if the refrigeration system is operating) in the mixing plenum, and is then ducted to the oor registers. As a result, the cabin temperature will vary according to the position of the bypass valves, whether or not the air conditioner is operating.
switch is in the OPEN position, the environmental ow control units are open. When the switch is in the CLOSED position, the environmental ow control unit is closed. For maximum cooling on the ground, turn the bleed-air valve switches to the CLOSED position.
When the CABIN TEMP MODE selector is in the MAN COOL position, the air-conditioning system will operate, provided the bypass valves are positioned full cool, until turned off, or the evaporator reaches 33 F when the thermal sensor turns air conditioning off.
BLEED-AIR CONTROL
Bleed air entering the cabin is controlled by the two switches (Figure 11-24) placarded BLEED AIR VALVES OPEN CLOSED. When the
Figure 11-25 Vent Blower Switch
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When the VENT BLOWER switch is in the AUTO position and the CABIN TEMP MODE selector switch is in the OFF position, the blower will not operate. Anytime the VENT BLOWER switch is in the LO position, the vent blower will operate at low speed, even if the CABIN TEMP MODE selector switch is OFF. Anytime the VENT BLOWER switch is in the HIGH position, the vent blower will operate at high speed, regardless of the position of the CABIN TEMP MODE selector switch (i.e., MAN COOL, MAN HEAT, OFF, or AUTO).
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CHAPTER 12 PRESSURIZATION
CONTENTS
Page INTRODUCTION ................................................................................................................ 12-1 DESCRIPTION..................................................................................................................... 12-1 PRESSURIZATION SYSTEM ............................................................................................ 12-3 AIR DELIVERY SYSTEM .................................................................................................. 12-4 CABIN PRESSURE CONTROL.......................................................................................... 12-8 PREFLIGHT CHECK......................................................................................................... 12-10 IN FLIGHT ......................................................................................................................... 12-10 DESCENT........................................................................................................................... 12-10 FLOW CONTROL UNIT ................................................................................................... 12-11
12-i
ILLUSTRATIONS
Figure 12-1 12-2 12-3 12-4 12-5 12-6 12-7 12-8 12-9 12-10 12-11 12-12 12-13 12-14 Title Page
Pressurization and Air Conditioning Distribution System .................................... 12-2 Cabin Altitude for Various Airplane Altitudes Graph........................................... 12-3 Bleed Air Valves Switches .................................................................................... 12-4 Cabin Air Outflow Valve....................................................................................... 12-5 Cabin Air Safety Valve.......................................................................................... 12-5 Pressurization Controls Schematic ........................................................................ 12-6 Bleed Air Control (Pressurization and Pneumatics) .............................................. 12-7 Pressurization Controller ....................................................................................... 12-8 Cabin Altimeter ..................................................................................................... 12-8 Cabin Climb Indicator ........................................................................................... 12-9 Cabin Pressure Switch ........................................................................................... 12-9 Environmental System Circuit Breakers ............................................................... 12-9 Pressurization Controller Setting for Landing ..................................................... 12-10 Flow Control Unit................................................................................................ 12-11
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CHAPTER 12 PRESSURIZATION
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INTRODUCTION
Pressurization is desirable in an airplane because it allows the altitude of the cabin to be lower than the altitude of the airplane, thus decreasing or eliminating the need for supplementary oxygen. In this section, the pilot learns how the system operates, is controlled, and how to handle malfunctions of the system.
DESCRIPTION
The Pressurization System section of the training manual presents a description of the pressurization system. The function of various major components, their physical location, and operation of the pressurization system controls are discussed. Where necessary, references are made to the environmental system as it affects pressurization.
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12-2
PRESSURIZATION SYSTEM
The pressurization system (Figure 12-1) is designed to provide a cabin environment with sufcient oxygen for normal breathing, regardless of the airplane altitude, up to its design ceiling. As the airplane altitude increases, the outside ambient air pressure decreases until, at approximately 12,500 feet, it cannot support normal respiration. The pressurization system maintains a proportionally lower inside cabin altitude. The pressure differential between the
inside cabin pressure and the outside ambient air pressure is measured in pounds per square inch. As the cabin altitude chart shows (Figure 12-2), whenever cabin altitude and airplane altitude are the same, no pressure differential exists. Whenever cabin pressure is the greater of the two, pressure differential is a positive number. If cabin pressure is less than that of the outside ambient air, pressure differential is a negative number. Maximum differential is dened as a measure of the highest positive differential pressure the airplane structure can safely withstand for an extended period of time.
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The King Air C9OA and C9OB, equipped with PT6A-21 engines maintain a 5.0 0.1 psi differential and provides a cabin pressure altitude of approximately 6,000 feet at an airplane altitude of 20,000 feet; and 12,000 feet at 30,000 feet. Although the King Airs pressure vessel is designed to withstand a maximum differential greater than 5.0 psi, the airplane structure is not designed to withstand a negative differential. The pressurization and environmental systems (Figure 12-1) operate in conjunction with each other or as separate systems to maintain the desired cabin pressure altitude and cabin air temperature. Occupied compartments are pressurized, heated, or cooled through a common ducting arrangement. Pressure vessel means that portion of the aircraft designed to withstand the pressure differential. In the King Air, the pressure vessel extends from a forward pressure bulkhead, between the cockpit and nose section to a rear pressure bulkhead, just aft of the cabin baggage compartment, with exterior skins making up the outer seal. Windows are round for maximum strength. All cables, wire bundles, and plumbing passing through the pressure vessel boundaries are sealed to reduce leaks.
held open and the air mixture ows through the valve to the ow control package. Electricity is required to keep the ow control solenoid open. If there were a complete electrical failure, the solenoid would fail to the closed position. No more bleed air would enter the pressure vessel and the cabin pressure would leak out.
The air entering the airplane ows through the environmental bleed air duct (Figure 12-1). The air from the environmental bleed air duct is mixed with recirculated cabin air (which may or may not be air conditioned) in the mixing plenum, ducted upward into the crew heat duct, then routed into the oor outlet duct. This pressurized air is then introduced into the cabin through the oor registers. This air may be recirculated through the air conditioning system. Finally the air ows out of the pressure vessel through the outow valve (Figure 12-4), located on the aft pressure bulkhead. A silencer on the outow and safety/dump valves (Figure 12-5) ensures quiet operation.
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12-5
The mixture from both ow control units is delive r e d t o t h e p r e s s u r e ve s s e l a t a r a t e o f approximately 14 pounds per minute, depending upon ambient temperature and pressure altitude. Pressure within the cabin and the rate of cabin pressure changes are regulated by pneumatic modulation of the outow valve (Figure 12-6), which controls the rate at which air can escape from the pressure vessel. A vacuum-operated safety valve is mounted adjacent to the outow valve on the aft pressure bulkhead. It is intended to serve three functions:
Allow depressurization of the pressure vessel whenever the cabin pressure switch is moved into the DUMP position Keep the pressure vessel unpressurized while the airplane is on the ground, with the left landing gear safety switch compressed
Provide pressure relief in the event of malfunction of the normal outow valve
A negative-pressure relief function is also incorporated into both the outow and the safety valves. This prevents outside atmospheric pressure from exceeding cabin pressure by more than 0.l psi during rapid descents, even if bleed-air inow ceases.
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When the BLEED AIR VALVE switches on the copilots left subpanel are OPEN (up), the air mixture from the ow control units enters the pressure vessel. While the airplane is on the ground, a left landing gear safety switch-actuated solenoid valve (Figure 12-7) in each ow control unit keeps the ambient air modulating valve closed, allowing only bleed air to be delivered
into the pressure vessel. At lift-off, the safety valve closes and the ambient air shutoff solenoid valve in the left ow control unit opens; approximately 6 seconds later, the solenoid in the right ow control unit opens. Consequently, by increasing the volume of airow into the pressure vessel in stages, excessive pressure bumps during takeoff are avoided.
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value is controlled by rotating the rate control selector knob. The rate of change selected may be from approximately 200 to approximately 2,000 feet per minute. Normal setting on the rate knob will be from 9 oclock to 12 oclock. The actual cabin pressure altitude (outer scale) and cabin differential (inner scale) is continuously indicated by the cabin altimeter (Figure 12-9), which is mounted in the right side of the
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panel that is located above the pedestal. Immediately to the left of the cabin altimeter is the cabin vertical speed (CABIN CLIMB) indicator (Figure 12-10), which continuously indicates the rate at which the cabin pressure altitude is changing.
ler, so that the cabin will pressurize. When the switch is held in the spring-loaded TEST (aft) position, the safety valve is held closed, bypassing the landing gear safety switch, to facilitate testing of the pressurization system on the ground. Circuit breakers for the system (Figure 12-12) are on the copilots side panel under the heading ENVIRONMENTAL.
The cabin pressure switch (Figure 12-11), to the left of the pressurization controller on the pedestal, is placarded CABIN PRESS DUMP PRESS TEST. When this switch is in the DUMP (forward lever locked) position, the safety valve is held open, so that the cabin will depressurize and/or remain unpressurized. When it is in the PRESS (center) position, the safety valve is normally closed in ight, and the outow valve is controlled by the pressurization control-
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PREFLIGHT CHECK
During runup, the pressurization system may be functionally checked using the cabin pressurization switch. With both bleed-air valves OPEN, adjust the cabin altitude selector knob so that the CABIN ALT dial indicates an altitude 500 feet BELOW eld pressure altitude. Rotate the rate control selector knob to place the index between the 9 and 12 oclock positions. Move both condit i o n l eve r s t o h i g h i d l e . H o l d t h e c a b i n pressurization switch to the TEST position and check the CABIN CLIMB indicator for a descent indication. Release the pressurization switch to the PRESS position when pressurizing is conrmed and move both condition levers to their original position. Prior to takeoff, the CABIN ALT selector knob should be adjusted so that the ACFT ALT scale on the indicator dial indicates an altitude approximately 500 feet above the planned cruise pressure altitude prior to takeoff. The rate control selector knob should be adjusted as desired; setting the index mark between the 9 and 12 oclock positions will provide the most comfortable cabin rate of climb. The cabin pressure switch should be checked to ensure that it is the PRESS position.
the pilot of operation requiring the use of oxygen. During cruise operation, if the ight plan calls for an altitude change of 1,000 feet or more, reselect the new altitude plus 500 feet on the CABIN ALT dial.
DESCENT
During descent and in preparation for landing, set the cabin altitude selector to indicate a cabin altitude of approximately 500 feet above the landing eld pressure altitude (Figure 12-13), and adjust the rate control selector as required to provide a comfortable cabin-altitude rate of descent. Control the airplane rate of descent so that the airplane altitude does not catch up with the cabin pressure altitude until the cabin pressure altitude reaches the selected value, which may happen before the airplane reaches the selected altitude. Then as the airplane descends to and reaches the cabin pressure altitude the negative pressure relief function opens the out-
IN FLIGHT
As the airplane climbs, the cabin pressure altitude climbs at the selected rate of change until the cabin reaches the selected pressure altitude. The system then maintains cabin pressure altitude at the selected value. If the airplane climbs to an altitude higher than the value indexed on the ACFT ALT scale of the dial on the face of the controller, the pressure differential will reach the pressure relief setting of the outow valve and safety valve. Either or both valves will then override the cabin pressurization controller in order to limit the pressure differential to the maximum pressure differential. If the cabin pressure altitude should reach a value of 10,000 feet (12,500 for LJ 1353 and later), a pressure-sensing switch will close. This causes the red ALTITUDE WARN annunciator light to illuminate, warning
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ow and safety valve poppets toward the fully open position, thereby equalizing the pressure inside and outside the pressure vessel. As the airplane continues to descend below the preselected cabin pressure altitude, the cabin will be unpressurized and will follow the airplane rate of descent to touchdown.
When the BLEED AIR switches on copilots left subpanel are OPEN a bleed-air shutoff electric solenoid valve on each ow control unit opens to allow the bleed air into the unit. The ow control unit will then adjust the ow of bleed air mixed with ambient air into the pressure vessel. Ambient air is allowed to enter the ow control unit through a normally-open modulating valve, and serves to add air mass and some cooling to the bleed air ow. The ambient air valve, associated with the temperature sensing device, is also controlled by the left landing gear safety switch. When the aircraft is on the ground, the valve is directed to shut off the ambient air source from the ow control valve. The exclusion of ambient air allows faster cabin warm-up during cold weather operation.
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After takeoff, the landing gear safety switch signals the ambient air modulating valves to open. They do so sequentially to prevent the simultaneous opening of the modulating valves and a sudden pressure surge into the cabin. The pneumostat (pneumatic thermostat) provides temperature input to the ow control unit, which modulates the amount of ambient air entering the ow unit for blending. Warmer outside air opens the modulating valve and allows more ambient air in for blending. Cold air closes the valve until it closes completely at a preset temperature. At this point, bleed air will be providing all air for pressurization. A check valve prevents air from leaking out the ambient air input.
An aneroid near the bleed air ejector ow control actuator inuences the amount of bleed air entering the ow control unit. The aneroid provides altitude sensing information to the ow control unit, and combined with the pneumostat, provides accurate bleed-air input into the pressure vessel. The quantity of bleed-air ow into the pressure vessel is inuenced directly by ambient temperature and ambient pressure.
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See Chapter 14, Landing Gear and Brakes, for information on the hydraulic power systems.
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14-i
ILLUSTRATIONS
Figure 14-1 14-2 14-3 14-4 14-5 14-6 14-7 14-8 14-9 14-10 14-11 14-12 14-13 14-14 14-15 14-16 14-17 14-18 14-19 14-20 14-21 14-22 Title Page
Main Gear Assembly ............................................................................................. 14-2 Nose Gear Assembly ............................................................................................. 14-2 Main Gear Door Mechanism ................................................................................. 14-3 Landing Gear Electrical Schematic ....................................................................... 14-4 Hydraulic Landing Gear Plumbing Schematic ...................................................... 14-5 Hydraulic Landing Gear Diagram ......................................................................... 14-6 Hydraulic Landing Gear Power Pack .................................................................... 14-7 Landing Gear Control Switch Handle ................................................................... 14-8 Hydraulic Fluid Low Indicator .............................................................................. 14-8 Safety Switch ......................................................................................................... 14-9 Gear Position Indicator .......................................................................................... 14-9 Gear Position IndicatorNo Illumination .......................................................... 14-10 Landing Gear Control Switch HandleRed In-Transit Indicators ..................... 14-10 Handle Light Test ................................................................................................ 14-10 Landing Gear Alternate Extension Placard ......................................................... 14-12 Landing Gear Relay Circuit Breaker ................................................................... 14-12 Landing Gear Retraction Schematic .................................................................... 14-14 Landing Gear Extension Schematic..................................................................... 14-15 Hand Pump Emergency Extension Schematic .................................................... 14-16 Landing Gear Maintenance Retraction Schematic .............................................. 14-18 Brake System Schematic ..................................................................................... 14-20 Parking Brake Schematic..................................................................................... 14-21
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14-23 14-24
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TABLES
Table 14-1 14-2 Title Page
Landing Gear Warning Horn Operation .............................................................. 14-11 Landing Gear Operating Limits........................................................................... 14-17
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INTRODUCTION
An understanding of the landing gear system will aid the pilot in proper handling of landing gear operation and emergency procedures. This chapter, in addition to describing the system, identies inspection points and abnormal conditions to be considered. This chapter also includes brakes, since an understanding of the brake system will help the pilot operate the brakes safely and with minimum wear. In addition to system description, operating and servicing procedures are covered.
GENERAL
This chapter presents a description and discussion of the landing gear system, landing gear controls, and limits. The indicator system and emergency landing gear extension are also described. This chapter also presents a description and discussion of the wheel brake system. Correct use of the brakes and parking brakes, brake system description, and what to look for when inspecting brakes are also detailed.
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ture. When the gear is extended, the drag braces are rigid components of the gear assemblies. The landing gear incorporates Beech air/oil shock struts that are lled with both compressed air and hydraulic uid. Airplane weight is borne by the air charge in the shock struts. At touchdown, the lower portion of each strut is forced into the upper cylinder; this moves uid through an orice, further compressing the air charge and thus absorbing landing shock. Orice action also reduces bounce during landing. At takeoff, the lower portion of the strut extends until an internal stop engages. A torque knee connects the upper and lower port i o n s o f t h e s h o c k s t r u t . I t a l l ow s s t r u t compression and extension but resists rotational forces, thereby keeping the wheels aligned with the longitudinal axis of the airplane. On the nose gear assembly, the torque knee also transmits
Operation
The upper end of the drag legs and two points on the shock struts are attached to the airplane struc-
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steering motion to the nosewheel, and nosewheel shimmy motion to the shimmy damper. The shimmy damper, mounted on the right side of the nose gear strut, is a balanced hydraulic cylinder that bleeds uid through an orice to dampen nosewheel shimmy.
The main gear doors are hinged at the sides and are connected to a landing-gear, door-actuator torque tube assembly (Figure 14-3) with two push-pull links. The torque tube assembly also contains an uplock roller support assembly which, when contacted by the uplock cam on the main gear shock cylinder, rotates the torque tube to pull the doors closed upon gear retraction, or push the doors open upon gear extension. Roller movement is transmitted through linkage to close the doors. During extension, roller action reverses cam movement to open the doors. When the cam has left the roller, springs pull the linkage over-center to hold the doors open.
STEERING
Direct linkage to the rudder pedals permits nosewheel steering when the nose gear is down. One spring-loaded link in the system absorbs some of the force applied to any of the interconnected rudder pedals until the nosewheel is rolling. At this time the resisting force is less, and more
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pedal motion results in more nosewheel deection. Since motion of the pedals is transmitted via cables and linkage to the rudder, rudder deection occurs when force is applied to the rudder pedals. With the nose landing gear retracted, some of the force applied to any of the rudder pedals is absorbed by the spring-loaded link in the steering system, so that there is no motion at the nosewheel but rudder deection still occurs. The nosewheel is self-centering upon retraction. When force on the rudder pedal is augmented by a main wheel braking action, the nosewheel deection can be considerably increased.
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Hydraulic pressure to the system is supplied by a hydraulic power pack (Figure 14-5). A hydraulic reservoir located in the left center wing section provides hydraulic uid to the power pack. The reservoir incorporates a dipstick to provide a visual check of uid level. An electrically actuated selector valve controls the ow of hydraulic uid to the individual gear actuators. The selector valve receives electrical power through the landing gear control switch. Accidental retraction of the landing gear is prevented through safety switches located on the main landing gears.
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level sensor, and an uplock pressure switch. For manual extension the system has a hand-leveroperated pump. The pump handle is located on the oor between the pilots seat and the pedestal. Three hydraulic lines (one for normal extension and one for retraction, routed from the power pack, and one for emergency extension routed from the hand pump) are routed to the nose and main gear actuators. The normal extension lines and the manual extension lines are connected to the upper end of each hydraulic actuator. The hydraulic lines for retraction are tted to the
lower ends of the actuators. Hydraulic uid under pressure (generated by the power pack pump and contained in the accumulator) acts on the piston faces of the actuators (which are attached to folding drag braces), resulting in the extension or retraction of the landing gear. When the actuator pistons are repositioned to fully extend the landing gear, an internal mechanical lock in the nose gear actuator and the over-center action of the nose gear drag leg assembly lock the nose gear in the down position. In this position, the internal locking mechanism in the nose gear actuator will actuate the actuator
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downlock switch to interrupt current to the pump motor. The motor will continue to run until all three landing gears are down and locked. A spring-loaded downlock assembly is tted to each main gear upper drag leg, providing positive downlock action for the main gear. In ight, with the LDG GEAR CONTROL in the DN position, as the landing gear moves to the fully down position, the downlock switches are actuated, and they cause the landing gear relay to interrupt current to the pump motor. When the red GEAR-IN-TRANSIT lights in the LDG
GEAR CONTROL switch handle extinguish, and the green NOSELR indicators illuminate, the landing gear is in the fully down-and-locked position. A solenoid mounted on the valve body end of the pump is energized when the LDG GEAR CONTROL is in the UP position and actuates the gear select valve, allowing system uid to ow to the retract side of the system. The gear select valve is spring-loaded in the down position and will move to the up position only when energized. The nose gear actuator will unlock when 200 to 400 psi of
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hydraulic pressure is applied to the retract port of the nose gear actuator. The landing gear will begin to retract after the nose gear actuator is unlocked. Hydraulic system pressure performs the uplock function, holding the landing gear in the retracted position. When the hydraulic pressure reaches approximately 1,850 psi, the uplock pressure switch will cause the landing gear relay to open and interrupt the current to the pump motor. The same pressure switch will cause the pump to actuate should the hydraulic pressure drop to approximately 1,600 psi. The landing gear control circuit is protected by a 2-ampere circuit breaker located on the pilots inboard subpanel. Power for the pump motor is supplied through the landing gear motor relay and a 60-ampere circuit breaker, both of which are located under the cabin oor in the wing center section. The motor relay is energized by current from the 2-ampere circuit breaker and the downlock switches.
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Control
The landing gear hydraulic power pack motor is controlled by the landing gear switch handle placarded LDG GEAR CONTROL with UP and DN positions, located on the pilots right subpanel (Figure 14-9). The switch handle must be pulled out of a detent before it can be moved from either the UP or DN position. Safety switches (Figure 14-10) called squat switches, on the main gear shock strut, open the control circuit when the oleo strut is compressed. The squat switches must close to actuate a solenoid, which moves a downlock hook on the LDG GEAR CONTROL switch to the released position. This mechanism prevents the LDG GEAR CONTROL switch handle from being placed in the UP position when the airplane is on the ground. The downlock hook automatically unlocks when the airplane leaves the ground.
DOWN LOCK REL button. The release button is located just left of the LDG GEAR CONTROL switch handle. The LDG GEAR CONTROL handle should never be moved out of the DN detent while the airplane is on the ground. If it is, the landing gear warning horn will sound intermittently, and the red gear-in-transit lights in the LDG GEAR CONTROL switch handle will illuminate (provided the MASTER SWITCH is ON), warning the pilot to return the handle to the DN position.
Position Indicators
Landing gear position is indicated by an assembly of three lights in a single unit located on the pilots right subpanel (Figure 14-11). The unit has a light transmitting cap that is marked as follows: NOSELR. Light bulbs in each segment, when illuminated, make the segment appear green and indicate that particular gear is down and locked. Absence of illumination may indicate an unsafe gear indication (Figure 14-12). The green position indicator lights may be checked by pushing on the light housing.
The downlock hook disengages when the airplane leaves the ground because the squat switches close and a circuit is completed through the solenoid that moves the hook. In the event of a malfunction of the downlock solenoid or the squat switch circuit, the downlock hook can be overridden by pressing downward on the red
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The red control handle lights may be checked by pressing HD LT TEST button (Figure 14-14) located adjacent to the LDG GEAR CONTROL switch handle.
Two red parallel-wired indicator lights, located in the LDG GEAR CONTROL switch handle, illuminate to show that the gear is in-transit (Figure 14-13) or unlocked. Gear UP is indicated when the red lights go out. The red lights in the handle also illuminate when the landing gear warning system is activated.
Each normally closed, up-position switch is located in the upper portion of its respective wheel well. When the gear is in the fully retracted position, each strut actuates its respective up-position switch to open the circuit from the in-transit light to ground. As soon as the gear moves from the fully retracted position, each strut actuates its respective up-position switch to illuminate the in-transit light by providing a path to ground through the down-position switch. The in-transit light goes out when the drag brace in each landing gear passes over-center to actuate its respective down-position switch to the momentary contacts. In this position, the switch opens the circuit to the in-transit light and completes a path to ground for the down-position lights. The down-position switch on each landing gear also functions as a warning switch for the system.
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The landing gear in-transit light will indicate one or all of the following conditions:
Landing gear handle is in the UP position, and the airplane is on the ground with weight on the landing gear. With aps up or approach and one or both power levers retarded below approximately 79 2% N1, one or more landing gears are not down and locked. Any landing gear is not in the fully retracted position. Flaps are beyond the APPROACH position (36% or more) with any gear not down, regardless of power lever position.
Thus, the function of the landing gear in-transit light is to indicate that the landing gear is in transit. The up indicator, down indicator, and warning horn systems are essentially independent systems. A malfunction in any one system will probably leave the other two systems unaffected.
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down), continue pumping until suf cient resistance is felt to ensure that the gear is down and locked. Do not stow pump handle. The landing gear cannot be manually retracted in ight.
-
WARNING
To engage the system, pull the LANDING GEAR RELAY circuit breaker (Figure 14-16), located below and to the left of the LDG GEAR CONTROL switch handle on the pilots subpanel, and ensure that the LDG GEAR CONTROL handle is in the DN position. Remove the pump handle from the securing clip, and pump the handle up and down until the green NOSELR gear-down indicator lights illuminate and further resistance is felt. Place the handle in the fully down position and secure in the retaining clip. After a manual landing gear extension has been made, do not move any landing gear controls or reset any switches or circuit breakers until the airplane is on jacks. After a practice manual extension of the landing gear, the gear may be retracted hydraulically by pushing the LANDING GEAR RELAY circuit breaker in and moving the LDG GEAR CONTROL handle to the UP position.
WARNING
If for any reason the green GEAR DOWN lights do not illuminate (e.g., in case of an electrical system failure or in the event an actuator is not locked
HYDRAULIC SCHEMATICS
The hydraulic gear schematics shown are for the gear extended, gear retracted, hand pump emergency extension, and gear maintenance retraction modes. Power is available to the contacts of the landing gear remote power relay.
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When the relay is open, power comes down from the 2-amp gear control circuit breaker to the landing gear control assembly switch and on to the three downlock switches. Each gear is down and locked, so these three switches are open and no circuit passes through them. This is the static condition of the system after a normal gear extension.
any one of the three actuator downlock switches, back through the landing gear control assembly, the service valve, and nally to the landing gear remote power relay. The power relay closes and provides a power circuit to the pump motor. The selector valve is not being powered at this time. Thus, uid under pump pressure is routed through the selector valve body in the appropriate direction to extend the landing gear. The gear comes down under uid pressure until each main gear downlock and the nose gear actuator downlock switches are depressed. When all three gears are down and locked, the control circuit to the pump motor is broken, and the pump stops. Notice that no pressure switches are involved. Consequently, there is no downlock pressure maintained. The mechanical downlocks on each main gear drag brace, and an internal mechanical lock in the nose gear actuator, prevent gear retraction.
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14-16
If an alternate landing gear extension becomes necessary, there is no limit to the amount of cycles the hydraulic gear may be pumped. During a complete or partial electrical failure, the gear down lights, in-transit lights, and gear warning horn may not be operating. A positive method of checking that the gear is down is through resistance when pumping the extension handle. When all three gears are extended, hydraulic pressure is built up until the pressure relief valve opens, relieving the pressure built up by the handle. This can be felt by the pilot as increased resistance while pumping, followed by a give as the relief valve opens.
the landing gear control handle is in the down position, the landing gear will extend immediately. A ll reservoir, located just inboard of the left nacelle and forward of the front spar, contains a cap and dipstick assembly to facilitate maintenance of the system uid level. A line plumbed to the upper portion of the ll reservoir is routed overboard to act as a vent.
TIRES
The nose landing gear wheel is equipped with a 6.50 x 10, 6-ply-rated, tubeless, rim-ination tire. Each main landing gear wheel is equipped with an 8.50 x 10, 8-ply-rated, tubeless, rim-ination tire. For increased service life, 10-ply-rated tires of the same size may be installed. Check the Pilots Operating Handbook for correct tire pressure.
SHOCK STRUTS
Shock struts should always be properly inated. Do not over- or under-inate, and never tow or taxi an aircraft when any strut is at. Correct ination is approximately 3 inches for the main strut and 3.0 to 3.5 inches for the nose strut.
CAUTION
If the red knob on the service valve is pushed down while the landing gear is retracted, the electrical power on, and
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14-18
PARKING BRAKE
The parking brake utilizes the regular brakes and a set of valves (Figure 14-22). Dual parking brake valves are installed adjacent to the rudder pedals between the master cylinders of the copilots rudder pedals and the wheel brakes. The two lever-type valves are located just aft of the ight compartment under the center aisle oorboard. A push-pull cable from the valve control levers runs to the pedestal, terminating with a knob. The control knob for the parking brake valves, placarded PARKING BRAKEPULL ON, is below the lower left corner of the pilots subpanel. To set the parking brake: depress the brake pedals to build up pressure in the brake system, then depress the button in the center of the parking brake control, and pull the control handle aft or ON. This procedure closes both parking brake valves simultaneously. The parking brake valves should retain the pressure previously pumped into the system. The parking brake can be released from either the pilots or copilots side when the brake pedals are depressed briey to equalize the pressure on both sides of the valves, and the PARKING BRAKE handle is pushed in to allow the parking brake valves to open. To avoid damage to the parking brake system, tires, and landing gear, the parking brake should be left off and wheel chocks or tiedowns installed if the airplane is to be left unattended, because the airplane may be moved by ground personnel in the pilots absence. Also, ambient temperature changes can expand or contract the brake uid, causing excessive brake pressure or brake release.
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14-20
14-21
BRAKE SERVICE
Brake uid is supplied to the master cylinders from a reservoir accessible through the nose avionics compartment door, prior to LJ-1531. On LJ-1531 and subsequent the door was replaced with an access panel (Figure 14-23). The brake uid reservoir is located on the upper corner of the left side of the nose avionics compartment. Brake system servicing is limited primarily to maintaining the hydraulic uid level in the reservoir. A dipstick is provided for measuring the uid level. When the reservoir is low on uid, add a sufcient quantity of MIL-H-5606 hydraulic uid to ll the reservoir to the full mark on the dipstick. Check all hydraulic landing gear connections for signs of seepage and correct if necessary. Do not check while the parking brake is deployed.
Standard brakes used on this airplane are equipped with automatic brake adjusters. The automatic brake adjusters reduce brake drag, thereby allowing unhampered roll. Airplanes with the automatic adjusters tend to exhibit a softer pedal and a somewhat longer pedal stroke.
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When possible, taxiing in deep snow or slush should be avoided. Under these conditions the snow and slush can be forced into the brake assemblies. Keep aps retracted during taxiing to avoid throwing snow or slush into the ap mechanisms and to minimize damage to ap surfaces.
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15-i
ILLUSTRATIONS
Figure 15-1 15-2 15-3 15-4 15-5 15-6 15-7 Title Page
Flap Control System .............................................................................................. 15-2 Flap Control Lever................................................................................................. 15-3 Flap Position Indicator........................................................................................... 15-3 Flap System Circuit Breaker.................................................................................. 15-3 Airspeed Indicator ................................................................................................. 15-4 Rudder Boost System Diagram ............................................................................. 15-5 Rudder Boost Switch ............................................................................................. 15-6
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2 0
1 0
INTRODUCTION
Familiarization with the ap system operation and limits is necessary to provide optimum performance in takeoff, approach, and landing modes. This chapter identies and describes ap action so the pilot will understand their operation, controls, and limits. A basic understanding of how the rudder boost system works, and its value in engine-out situations, will assist the pilot in making full use of its advantages. This chapter also presents familiarization with and operation of the rudder boost system.
DESCRIPTION
This chapter presents a description and discussion of ap system. The four-segment Fowlertype system, its controls and limits are considered with reference to operation as outlined in the Pilots Operating Handbook. The rudder boost system section of this chapter presents a description and discussion of the rudder boost system. This system is designed to reduce pilot effort in single-engine ight congurations.
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FLAPS SYSTEM
The aps, two panels on each wing, are driven by an electric motor through a gearbox mounted on the forward side of the rear spar (Figure 15-1). The motor incorporates a dynamic braking system through the use of two sets of motor windings. This system helps to prevent overtravel of the aps. The gearbox drives four exible driveshafts, each of which is connected to a jackscrew actuator at each ap.
The aps are operated by a sliding lever located just below the condition levers on the pedestal (Figure 15-2). Flap travel, from 0% (UP) to 100% (DOWN), is registered at 20, APPROACH, 40, 60, and 80 and DOWN in percentage of travel on an electric indicator on top of the pedestal (Figure 15-3). The ap control has a position detent provided for quick selection of 30% (15) aps for APPROACH. Full ap deection is approximately 43. The indicator is operated by a potentiometer driven by the right hand inboard
15-2
ap. Flap position limit switches are also driven by the RH inboard ap. The ap motor power circuit is protected by a 20-ampere circuit breaker placarded FLAP MOTOR, located on the right hand circuit breaker panel (Figure 15-4). A 5-ampere circuit breaker, placarded FLAP IND & CONTROL, for the ap control circuit is also located on this panel.
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NOTE
All illustration needles may not reect normal indications.
15-4
RUDDER BOOST
RUDDER
5
BOOST
CENTER BUS
N.C.
N.C.
15-5
The rudder boost system consists of pneumatic actuators in the empennage which provide the required rudder deection upon loss of an engine. A differential pressure switch, mounted on the pneumatic manifold, senses engine P3 pressures. Upon sensing a loss of P3 on one engine, this pressure switch will energize a solenoid to direct pneumatic manifold air to the appropriate actuator. During operation, a differential pressure switch senses bleed air pressure differences between the engines. If the bleed air pressure differential
exceeds about 50 psi differential pressure, a signal from the differential pressure switch to one of the lines to the rudder boost servos causes the solenoid valve to open, and one of the servos is actuated. The pressurized servo will then pull on one of the rudder cables. Tension springs in the connection between the servos and the rudder cables take up the slack in the rudder cable when one or the other of the servos is actuated. A drop in bleed air pressure from the left engine will actuate the appropriate servo and the right rudder pedal will move forward. A drop in bleed
15-6
air pressure from the right engine will cause the left rudder pedal to move forward. Pedal rigging causes the opposite pedal to move in the opposite direction. This system is intended to help compensate for asymmetrical thrust only. Appropriate trimming is to be done with the trim controls. The system is controlled by a toggle switch (Figure 15-7), placarded RUDDER BOOST - OFF, located on the pedestal below the aileron trim control knob. The switch is to be in RUDDER BOOST position before ight. The circuit is protected by the 5-ampere RUDDER BOOST circuit breaker on the right side panel.
A preight check of the system can be performed during the run-up by retarding the power on one engine to idle, and advancing power on the opposite engine until the power difference between the engines is great enough to close the switch that activates the rudder boost system. Movement of the appropriate rudder pedal (left engine idling, right rudder pedal moves forward) will be noted when the switch closes, indicating the system is functioning properly for low engine power on that side. Repeat the check with opposite power settings to check for movement of the opposite rudder pedal.
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CHAPTER 16 AVIONICS
CONTENTS
Page INTRODUCTION ................................................................................................................. 16-1 DESCRIPTION...................................................................................................................... 16-1 AVIONICS POWER DISTRIBUTION................................................................................. 16-3 KING SILVER CROWN II EQUIPMENT ........................................................................... 16-7 Audio Control System ................................................................................................... 16-7 Communications Transceiver System ........................................................................... 16-8 VOR/LOC/GS Receiver System ................................................................................... 16-8 DME System ................................................................................................................. 16-9 RNAV System............................................................................................................... 16-9 ADF System ................................................................................................................ 16-10 COLLINS PRO LINE II EQUIPMENT .............................................................................. 16-11 NAV System................................................................................................................ 16-11 DME System ............................................................................................................... 16-12 COMM System............................................................................................................ 16-13 ADF System ................................................................................................................ 16-15 Transponder System .................................................................................................... 16-15 DB-415 AUDIO SYSTEM .................................................................................................. 16-15 Normal Operation........................................................................................................ 16-17 EMERGENCY OPERATION .................................................................................... 16-17 SLAVED COMPASS SYSTEMS ....................................................................................... 16-18 KCS-55A, MCS-65, MCS-103, and C-14A-43 Systems ............................................ 16-18
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Collins PN-101 System............................................................................................... 16-22 PITOT-STATIC SYSTEM.................................................................................................. 16-23 Introduction................................................................................................................. 16-23 Description.................................................................................................................. 16-23 Pitot and Static System ............................................................................................... 16-23
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ILLUSTRATIONS
Figure 16-1 16-2 16-3 16-4 16-5 16-6 16-7 16-8 16-9 16-10 16-11 16-12 16-13 16-14 16-16 16-15 16-17 16-18 16-19 16-20 16-21 16-22 16-23 Title Page
Nav/Comm Control Panel...................................................................................... 16-2 Avionics Master Switch OFF ................................................................................ 16-3 Avionics Master Switch ON .................................................................................. 16-4 Alternate Avionics Bus Power............................................................................... 16-4 Avionics Buses ...................................................................................................... 16-5 Inverter Power Supply ........................................................................................... 16-6 King Audio Control System .................................................................................. 16-7 King Communications Transceiver ....................................................................... 16-8 King VOR/LOC/GS Receiver ............................................................................... 16-9 King DME System................................................................................................. 16-9 King ADF System................................................................................................ 16-10 Pro Line II NAV Control ..................................................................................... 16-12 Pro Line II DME Control..................................................................................... 16-13 Pro Line II Single DME Installation.................................................................... 16-13 Pro Line II COM Control .................................................................................... 16-14 Pro Line II Dual DME Installation ...................................................................... 16-14 Pro Line II ADF Control...................................................................................... 16-15 Pro Line II Transponder Control ......................................................................... 16-16 DB-415 Audio System Diagram.......................................................................... 16-16 DB-415 Audio Switch Panel ............................................................................... 16-17 DB-415 Normal Operation Schematic................................................................. 16-18 DB-415 Emergency Operation Schematic........................................................... 16-19 Slaved Compass System Block Diagram ............................................................ 16-20
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Compass System Connections ............................................................................ 16-21 Collins PN-101 Compass System ....................................................................... 16-22 Pitot and Static System Schematic ...................................................................... 16-23 Pitot-Static Normal-Alternate Air Source Valve ................................................ 16-24 Schematic Diagram of Pitot and Static System................................................... 16-25 Airspeed Calibration-Emergency System Graph ................................................ 16-26 Altimeter Correction-Emergency System Graph ................................................ 16-26 Ice Protection Switches ....................................................................................... 16-27
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CHAPTER 16 AVIONICS
INTRODUCTION
Avionics systems, as a vital part of the airplane, are becoming more sophisticated and complex. These systems lighten the pilot load, particularly during IFR operations. It is therefore important for the ight crew to understand how the various nav/comm systems function, and how to use them effectively. This section describes the standard avionics installation and how it operates.
DESCRIPTION
King Air avionics controls (Figure 16-1), along with the weather radar, are mounted on an isolation panel in the center of the instrument panel, easily accessible to the pilot or copilot. Individual audio switches, across the top of the panel, control audio to the speakers or headphones. The King Silver Crown II line of panel-mounted avionics equipment is installed on many King Airs. Although not all equipment types in the Silver Crown II line will be discussed here, all of the main units typically installed in a King Air will be addressed.
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16-2
The Collins Pro Line II remote-mounted avionics package is optionally available on the C90A and standard on the C90B, and is also described in this section.
however, some general rules of thumb which usually apply. For example:
Items numbered one (e.g., comm 1, nav 1, etc.) are fed by the number one avionics bus, which in turn is fed from the electrical system triple-fed bus. It is important to note that in the event of a dual generator failure, the items fed by the number one avionics bus would continue to operate for a limited period of time, being fed directly by the battery. Items numbered two (e.g., comm 2, nav 2, etc.) are fed by the number 2 avionics bus. The number two avionics bus is fed by the left generator bus. Additional avionics items which are not fed by the previous buses are fed by the number 3 avionics bus. The number 3 a v i o n i c s bu s i s f e d b y t h e r i g h t generator bus.
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16-4
During a normal engine starting sequence, when a generator is brought on line, both generator bus ties close. Therefore, assuming the avionics master switch is turned ON, all avionics systems will receive power from their respective buses under normal circumstances. Also, when running equipment checks on the ground with the external power switch ON and an APU connected, all three avionics buses will be powered. In these instances, the bus ties are automatically closed. However, assume the need to make a quick ground check of comm 2, prior to starting
engines, and without an APU connected. In this situation, manually close the bus ties with the appropriate switch located on the pilots outboard subpanel. As a general rule of thumb, an APU should be considered essential for running avionics equipment on the ground. For electronic ight instrument system (EFIS) equipped airplanes, the avionics equipment and one of the inverters require approximately fty amperes of current from the battery. This amount of current drain
16-5
would deplete the battery in a short period of time. Also, especially with EFIS equipment installed, it is desirable to have the avionics nose compartment doors removed to allow sufcient cross ventilation and cooling of the equipment. Particularly during practice sessions with the avionics equipment which exceed fteen minutes in duration.
AC power is available from either of two 400 Hz inverters. Under normal circumstances, the number one inverter is fed from the left generator bus and the number two inverter is fed from the right generator bus (Figure 16-6). However, in the event that the operating inverter loses power from its appropriate bus, the inverter automatically switches over to the center bus as its power source.
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marker beacon receiver with marker beacon lights. The microphone selector switch connects the microphone to each transmitter installed on the aircraft. On versions of the KMA 24 which do not have the capability of handling audio from a Number 2 ADF, the proper comm receiver audio switch may be automatically selected by simply pushing either the speaker or phone AUTO switch to the ON position and placing the microphone selector switch to the desired transmitter. Versions of the KMA 24 which have the capability of handling audio from a second ADF do not have the AUTO buttons and therefore the appropriate comm receiver must be manually selected each time the microphone selector switch is changed to a different transmitter.
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Each receiver may be connected to either the speaker and/or the phones by pushing the appropriate alternate action pushbutton switch to the in or ON position. The marker beacon receiver has a HIGH (button pushed in) and a LOW (button out) sensitivity position. The marker beacon lights may also be tested by pushing and holding the test button in. A built in photo cell automatically adjusts the lighting intensity depending on ambient lighting conditions.
the receiver squelch circuit, enabling the pilot to hear weaker stations. This might be an appropriate action when attempting to receive a weak transmitter from a distance, such as listening to an ATIS at a distant point. The left frequency display indicates the frequency to which the transceiver is actively tuned. The right display indicates the standby frequency. In order to transfer or swap the two frequencies, the pilot pushes the transfer button momentarily. (The frequency selector knob only changes the standby frequency.) Transmitter operation is annunciated by the illumination of the letter T located between the active and standby frequencies.
Pulling out on the volume control knob activates the Morse code identication circuit, thus allowing the ident to be heard through the audio system. There is no transmit annunciator on this system.
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DME SYSTEM
The remote-mounted KN 63 DME with the KDI 572 panel-mounted indicator operates in a straightforward manner. The indicator is capable of displaying DME distance, ground speed, and time to station simultaneously (Figure 16-10). The mode selector allows the unit to be channeled by either nav 1 or nav 2. Selecting the HLD (hold) position allows the DME to remain channeled to the previously selected frequency, and is annunciated by either H1 or H2 depending on
whether nav 1 or nav 2 was previously used. The mode selector also allows the DME to be turned off.
RNAV SYSTEM
For operational information on the KNS 81 system, refer to the appropriate ight manual supplement.
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ADF SYSTEM
The KR 87 ADF (Figure 16-11) has two basic modes of operation, ANT (antenna) and ADF. In the ANT mode, the bearing pointer in the RMI/ADF indicator will not point to the station but provides improved audio reception. The ADF mode is used for navigation purposes, allowing the bearing pointer to point to the station. The ADF mode is selected by pushing the alternate action pushbutton in, and the ANT mode is selected by allowing the same pushbutton to remain in the out position. The selected mode is annunciated on the left side of the ADF display. This unit incorporates a BFO (beat frequency oscillator) circuit which allows non-directional beacons to be identied which are not modulating the carrier with audio. These types of stations are sometimes used outside of the United States. The BFO circuit, when activated by pushing the
BFO pushbutton to the in position, generates a 1020 Hz tone which will be heard each time the NDB transmitter is turned on. This allows the Morse code to be identied in a normal fashion. As with the KY 196 comm and KN 53 nav, two frequencies may be displayed on the KR 87 ADF. The frequency on the left is always the frequency in use, however, the right display window is shared by several different functions. Like the comm and the nav, the right window may display the standby frequency. However, pushing the FLT/ET alternate action pushbutton changes the function of the right display window. When FLT is annunciated to the right of the right display window, the display is being used to display ight time. Initially, the ight timer begins operation when the unit is turned on. Then, during takeoff, the ight timer is reset to zero and begins counting again when the weight of the aircraft is off the landing gear squat switch. The
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ight timer continues to operate until the weight of the aircraft is once again on the landing gear squat switch, at which time the display is frozen, and will remain so until power is removed or the aircraft takes off again. Pushing the FLT/ET button again will switch the right window to display an elapsed time function. The elapsed timer may be reset to zero at any time by momentarily pushing the SET/RST (set/reset) button. Elapsed time will continue to accumulate until the SET/RST button is pushed again or power is removed. The elapsed timer also has a countdown mode of operation, which may be initiated by holding the SET/RST button in for approximately three seconds, or until the ET annunciator begins to ash. Now, the countdown time (in minutes and seconds) may be set into the right display by rotating the two concentric knobs which are normally used to change the frequency. Set the minutes with the large knob and the seconds with the small knob. In order to start the countdown cycle (as when passing the nal approach x) push the SET/RST button. Time remaining will now be continuously displayed until the timer reaches zero, at which time it will revert to a count up mode of operation and will now automatically display the elapsed time above and beyond that which was originally set in. Additionally, when the countdown mode switches to the count up mode, the right display window will ash for fteen seconds in order to alert the pilot to the fact that he has gone beyond the originally preset time. With both the ight and elapsed timer, the display will initially be read in minutes and seconds (up to 59 minutes and 59 seconds (59:59). After the rst hour, these timers will display hours and minutes. Pushing the FREQ (frequency transfer) button initially changes the right window back to the standby frequency display. Subsequent pushes of the FREQ button transfers the standby and in-use frequencies back and forth (ip-ops).
NAV SYSTEM
The VIR-32/CTL-32 nav system is comprised of a VOR/localizer receiver, a glide slope receiver, and a marker beacon receiver, all contained in one black box located in the nose avionics compartment. The nav receiver (Figure 16-12) may be tuned to the correct frequency in any one of three ways: 1. The ACTive frequency may be tuned directly by rst holding down the ACT push button for approximately three seconds. The lower (PREset) frequency display will be dashed out. The two concentric frequency select knobs will now directly channel the ACTive frequency. Features such as DME hold, preset channels, etc., are still operable in this situation.
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2. The PREset (standby) frequency may be initially selected and displayed in the lower frequency window. It may be necessary to cancel the direct tuning mode (described above) by again holding the ACT pushbutton for approximately three seconds. Once the PREset frequency is displayed in the lower window, it may be transferred up to the ACTive window by holding the XFR/MEM switch to the XFR position momentarily. 3. Up to four frequencies may be placed into the four channel slots of the memory. This is done by repeatedly pressing the XFR/MEM switch to the MEM position until the desired channel number appears in the upper (ACTive) window (e.g., CH-1). Now the frequency may be selected using the two concentric frequency select knobs and will be displayed in the lower (PREset) window. Once selected, the frequency may be stored by simply pressing the STOre button twice. Subsequent frequencies/channels maybe stored in a similar fashion.
Regardless of the frequency selection method used, when a new frequency is selected, the compare annunciator (labeled ACT) will ash once if, in fact, the VIR-32 receiver has properly tuned to the frequency displayed in the active window. If the compare annunciator continues to ash, a tuning fault is indicated. The test button should be pressed momentarily in order to display the fault and diagnostic code (see pilots guide for further details). DME hold may be selected by placing the mode selector switch in the HLD position. This topic will be further discussed under the topic of DME, to be covered later in this section.
DME SYSTEM
By using frequency scanning techniques, the DME-42 is capable of working with up to three DME stations simultaneously (Figure 16-13). It can display DME distance (NM), ground speed (GS), time to station (MIN), and station identi-
16-12
cation to any one of these stations; however, the DME stays locked onto all three stations. In a single DME-42 installation, the three frequencies or channels are connected to the nav 1 and nav 2 control heads (CTL-32s) (Figure 16-14). In a dual DME-42 installation, the number one DME-42 is only connected to the number one nav control head. Likewise, the number two DME-42 is only connected to the number two nav control head. In this conguration, each DME-42 is purposefully limited to displaying only two channels (Figure 16-15).
COMM SYSTEM
In most respects, the VHF-22 comm works just like the features previously explained on the VIR-32 navigation receiver (Figure 16-16). The primary differences are as follows:
There are six frequency memory positions instead of four. In place of the HLD annunciator, there is a TX (unit transmitting) annunciator. SQ OFF (squelch off) replaces HLD on the mode selector. Two short tones indicate a fault. Push the test button to display fault code. Continued turning of the small knob results in 50 kHz steps. When reversed one click, however, a 25 kHz step results.
16-13
CH 1 - NAV 1 ACTIVE 2 - NOT USED 3 - NAV 1 PRESET NAV 1 ACT PRE 1 2 3 DME 1 NAV 2 ACT PRE
1 2 3 DME 2
16-14
ADF SYSTEM
The ADF control head also works like the nav control head in many respects, however, the modes on the mode selector switch are appropriate to an ADF (Figure 16-17). Although the ADF utilizes one of the new Pro Line II control heads (CTL-62), the actual ADF unit is of an older generation and it does not display test codes.
TRANSPONDER SYSTEM
Like the ADF, the transponder unit is of an earlier generation has a new Pro Line II control head (CTL-92), and does not display test codes (Figure 16-18). The transponder control head can store one preselected code, such as 1200, ready for use at the push of the PRE button.
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16-16
NORMAL OPERATION
Under normal circumstances, the normal/emergency switch should remain in the NORM position (Figure 16-20). The following operating rules apply when in the normal mode of operation. Rules will only be listed for the pilots audio system; however, they apply equally to the copilots audio system.
The volume control on the microphone selector switch regulates the volume level for both the pilots speaker and the pilots headphones. The speaker switch turns the speaker ON and OFF. The headphones are operational at all times as long as they are plugged into their jack. The speaker and headphone audio channels are independent of each other and failure of one does not necessarily imply a failure of the other. To select any audio source (e.g., comm 1, ADF, etc.) turn ON the appropriate audio selector switch. The switch labeled VOICE-BOTHRANGE (Figure 16-21) works with the ADF and nav receivers. When in the VOICE position, the voice portion of the audio will be heard and not the Morse code station identication. When in the RANGE (ident) position, only the Morse code station identication will be heard, not the voice portion. When in the BOTH position, the voice and range portions of the audio will be heard. If the pilots audio system has failed entirely, the pilot may still listen to audio through the copilots speaker. If this is undesirable for any reason, or if both the pilots and copilots audio systems have failed, place the emergency/normal switch in the EMER position.
Figure 16-20 DB-415 Audio Switch Panel
EMERGENCY OPERATION
When in the emergency mode of operation, the following operating rules apply (Figure 16-22):
All audio sources (comm 1, nav 2, ADF, etc.) are connected directly to the headphones. To eliminate any specic audio source, turn down the volume control on that audio source (e.g., nav 1). This rule does not apply to comm 1 and comm 2. The volume control located on the microphone selector switch has no function in the emergency mode. If the emergency/normal switch should fall for any reason, the audio systems may still be placed into the emergency mode of operation by pulling the two circuit breakers labeled PLT AUDIO and COPLT AUDIO located directly beneath the avionics master circuit breaker, on the main circuit breaker panel.
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16-18
torque motor in the directional gyro and thus maintain the gyro rotor in alignment with magnetic north.
Flux sensor (also called a ux gate or ux valve)The function of this device is to sense the earths magnetic eld relative to the airplane and convert that information into an electrical signal which represents the airplanes magnetic heading. Slaving amplierThe magnetic heading signal from the ux sensor is too weak to be used directly; therefore, it is amplied (made larger or stronger) by the slaving amplier. The output signal is now strong enough to directly drive a
Directional gyroOnce the gyro rotor is aligned with magnetic north, it will have a natural tendency to stay there for a short period of time, due to a force called gyroscopic rigidity in space. This force will continue to keep the gyro mechanism in relatively good alignment as long as the gyro rotor continues to turn at its design speed. When the gyro drifts out of alignment (precesses) the condition will be sensed, and the magnetic heading reference information from the slaving amplier will
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COLLINS MC-65, MC-103, KING KCS 55A AND SPERRY C-14A-43 (AC POWERED)
FLUX SENSOR SENSES MAGNETIC HEADING AND CONVERTES IT TO AN ELECTRIC SIGNAL. MAGNETIC HEADING
MAGNETIC HEADING
FREE
SLAVE
TO AUTOPILOT
SLAVING METER
16-20
again drive the gyro rotor back into alignment with magnetic north, using the torque motor previously described.
accuracy of the compass system should be checked by cross referencing the heading information from the opposite system and/or the magnetic compass.
Horizontal situation indicator (HSI)The gyro heading information (which should be the same as magnetic heading) is sent to a compass card on the HSI to display the magnetic heading to the pilot. This heading information is then sent from the HSI to the compass card on the opposite radio magnetic indicator (RMI). In this way, gyro-stabilized, magnetic heading information is displayed in front of e a c h p i l o t f r o m t wo i n d e p e n d e n t sources, the pilots and the copilots compass systems (Figure 16-24). Slaving meterThe slaving meter compares the sensed magnetic heading at the ux sensor (system input) to the displaced magnetic heading at the HSI (system output). The difference, if any, is displayed on the slaving meter by displacement of the slaving needle from the center position (which indicates synchronization or zero error). It is normal for this needle to deviate occasionally due to precession, however, it should always come back to center. If it is displaced to one side for more than approximately one minute the gyro may be precessing excessively and/or the slaving system may not be doing its Job. In any case, the
SLAVE/FREE switchThis lever-locking switch is used to select either the slaved or the free mode of operation for the compass system. This switch should normally remain in the slaved mode of operation. In this mode, when power is initially applied to the system, it will automatically slave itself to the correct magnetic heading and remain there throughout the ight, correcting for precession as necessary. The free mode of operation is generally reserved for occasions when the slaved (automatic) mode of operation has failed and the pilot wishes to revert to a directional gyro mode of operation. This mode may also be used for ight in polar regions where extreme levels of magnetic variation exist. In this mode of operation, the ux sensor and the slaving amplier are disconnected from the rest of the system. The result is that the pilot now has a directional gyro (which will precess and must be corrected manually using the increase/decrease switch) which uses the HSI to display the heading information from the directional gyro.
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Increase/decrease switchThis is a toggle switch which is spring loaded to the center (OFF) position. The switch may be used when in the free mode of operation to manually change the directional gyro to the left or right, thus increasing or decreasing the displayed heading information. When in the slaved mode of operation, momentarily holding this switch in either position causes the system to reset itself to the fast-slave mode of operation, thereby correcting any displayed error at a rapid rate. This could be helpful if for any reason the gyro had tumbled or precessed excessively.
(D.C. POWERED)
FLUX SENSOR
SLAVING AMPLIFIER
DIRECTIONAL GYRO
H.S.I./R.M.I.
FAST SLAVE
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PITOT-STATIC SYSTEM
INTRODUCTION
Because the pitot-static system is vital to the safe operation of the airplane, the pilot must be familiar with the system, the instruments affected, and the alternate system for emergency use. This training unit identies and describes how the systems works, the instruments affected by it, and the use of the alternate static air source.
and the alternate static air source are covered in this section.
DESCRIPTION
The Pitot-Static section of the training manual presents a description and discussion of the pitotstatic system. The dual pitot-static system is vital to airspeed indications in the airplane. The principle of operation, sources of static and pitot pressure, instruments that depend on the system,
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the normal static air lines opens to the atmosphere through two static air ports-one on each side of the aft fuselage-four ports total. An alternate static airline is also provided for the pilots ight instruments. In the event of a failure of the pilots normal static air source (if for example, ice accumulations should obstruct the static air ports), the alternate source can be selected by lifting the red spring clip retainer off the PILOTS EMERGENCY STATIC AIR SOURCE valve handle, located on the right side panel (Figure 16-27), and moving the handle aft to the ALTERNATE position. This will connect the alternate static air line to the pilots ight instruments. The alternate line obtains static air just aft of the rear pressure bulkhead, from inside the unpressurized area of the fuselage. The pilots altimeter, vertical speed indicator, and airspeed indicator are connected to the pilots static air source. When the system is switched to the pilots alternate air source, the pilots altimeter and vertical airspeed indicator are affected, as well as the pilots airspeed indicator. With alter-
nate air, the pilots airspeed indicator and altimeter will read higher that actual, and the vertical speed indicator will show a momentary climb. The copilots airspeed indicator, altimeter, and vertical speed indicator are all on the copilots static air source and cannot be switched to the alternate source (Figure 16-28). Refer to the Airspeed Calibration-Emergency System, and the Altimeter Correction-Emergency System graphs in the Performance section of the Pilots Operation Handbook for operation when the alternate static air source is in use. A sample Airspeed Calibration-Emergency System graph from the Performance section of the POH is shown in (Figure 16-29). When the pilots system is switched to ALTERNATE, use this graph to determine the required Indicated Airspeed to maintain a desired Calibrated Airspeed. For example, with aps down, to maintain a Normal system IAS of 100 knots, an emergency system IAS of about 98 knots is required.
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A sample ALTIMETER CORRECTION-EMERGENCY SYSTEM graph is shown in (Figure 16-30). In this sample, to maintain an altitude of 3000 feet MSL at 120 KIAS it would be necessary to maintain an indicated altitude of 3045 feet MSL. The graph indicates the indicated altitude is 45 feet below actual altitude. When the alternate static air source is not needed, ensure that the PILOTS EMERGENCY STATIC AIR SOURCE valve handle is held in the forward (NORMAL) position by the spring clip retainer.
Three petcocks are provided to facilitate draining moisture from the static air lines. They are located behind an access cover below the circuit breakers on the right side panel. These are primarily intended for maintenance personnel and the drain valves should be opened to release any trapped moisture at each 100-hour inspection, and after exposure to visible moisture on the ground. They must be closed after draining. If the drains were to be opened in-ight, pressurized air form the cabin would rush into the static ports of the instruments, resulting in possible instrument damage.
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The pitot masts can be heated electrically for ight in icing conditions. The pitot heat switched are located in the lower right hand corner of the ICE PROTECTION control panel in the right hand pilots subpanel (Figure 16-31). It is customary, as a precautionary measure, to have the
pitot heat ON during ight at altitude when there is visible moisture and temperatures are near plus 5C. There is no restriction on use of pitot heat except not to use it excessively on the ground where there is no air ow around the masts.
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Filling the Oxygen System ........................................................................................... 17-9 King Air C90A and C90B Capacity ........................................................................... 17-10 Oxygen Cylinder Retesting......................................................................................... 17-10
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ILLUSTRATIONS
Figure 17-1 17-2 17-3 17-4 17-5 17-6 17-7 17-8 17-9 17-10 Title Page
Oxygen System SchematicTypical C90A ......................................................... 17-2 Plug-in Type Oxygen Mask................................................................................... 17-3 Oxygen Mask Donned ........................................................................................... 17-3 Crew Oxygen Mask ............................................................................................... 17-3 Oxygen Cylinder Installation................................................................................. 17-4 Oxygen System Control Handle ............................................................................ 17-4 Oxygen Pressure Gage........................................................................................... 17-4 Oxygen Fill Valve and Gage ................................................................................. 17-5 Percent of Usable Oxygen Capacity ...................................................................... 17-6 FAA Altitude Chamber.......................................................................................... 17-8
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TABLES
Table 17-1 17-2 Title Page
17-v
12 8 4 0 16
NO 1 FUEL TRANS NO 1 FUEL LOW BATT HOT
ANTI-ICE ON OIL BLOWER OFF ENG 1 CHIP NO 1 FUEL FILTER NO 1 BATT SYS
RESET TEST
INTRODUCTION
Pilot and passenger comfort and safety are of prime importance in operating this airplane. The task is to teach ight crewmembers to use the oxygen system safely and effectively, when required, within the requirements of applicable FARs.
DESCRIPTION
This chapter presents a description and discussion of the oxygen system. It includes general description, principle of operation, controls, and emergency procedures. Use of the oxygen duration chart involves working simulated problems under various ight conditions. FAR requirements for crew and passenger needs are part of the discussion, as well as the types and availability of oxygen masks. Local servicing procedures referenced in the Pilots Operating Handbook are also included.
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17-2
OXYGEN SYSTEM
Current FARs require that anytime an aircraft ies above 25,000 feet, oxygen must be immediately available to the crew and passengers. The King Air C90A and C90B systems comply with this requirement. The oxygen system (Figure 17-1) provides an adequate ow for an altitude of 30,000 feet. The masks and Oxygen Duration chart (Normal Procedures section of the POH) are based on 3.7 LPM-NTPD. The only exception is the diluterdemand crew mask when used in the 100% mode. For oxygen duration computation, each diluter-demand mask being used in the 100% mode is counted as two masks at 3.7 LPMNTPD each.
Figure 17-3 Oxygen Mask Donned
17-3
Passenger masks are kept in seatback pockets except in the couch installation, in which case they are stored under the couch. The cabin outlets are located at both the forward and aft ends of the cabin. All masks are easily plugged in by pushing the orice in rmly and turning clockwise approximately one-quarter turn. Unplugging is easily accomplished by reversing the motion. The oxygen supply cylinder is in the aft unpressurized area of the fuselage (Figure 17-5). The oxygen system pressure regulator and control valve are attached to the cylinder, and are activated by a remote push/pull knob located to the rear of the cockpit overhead light control panel (Figure 17-6). When this control is pushed in, no
oxygen supply is available anywhere in the airplane. When this control is pulled out, the oxygen system is charged with oxygen ready for use provided the oxygen supply cylinder is not empty. The oxygen supply pressure gage is located in the copilots right subpanel (Figure 17-7).
17-4
determined by the t of the oxygen mask. Make certain the masks t properly and are in good condition. The hose plug must be disconnected to stop the ow of oxygen. There are certain important considerations any time oxygen is in use. Do not use combustible products near oxygen. Common items such as chapstick, lipstick, womens makeup, or mustache wax could spontaneously ignite in the presence of oxygen. These items should be removed before using oxygen. No smoking should be allowed in the airplane when oxygen is in use.
PLUG-IN MASKS
The plug-in oxygen masks in the cabin (see 17-2) are designed to be adjustable to t the average person with minimum leakage of oxygen. To don the mask, t the nose and mouth piece over the face and adjust the elastic headband over the head to hold the mask rmly in place. Insert the tting in one of the oxygen outlets in the overhead cavity, push in rmly, and turn clockwise approximately one-quarter turn to lock it in place. If oxygen is available (the system is turned on and the oxygen cylinder charged), the red ow indicator will move and the green portion will come into view. The mixing bag will inate with breathing. Breath normally. System efciency is
17-5
OXYGEN DURATION
A preight requirement is to check the oxygen available, considering the number of crew and passengers, to assure that it is sufcient for descent to 12,500 feet, or until loss of pressure in the airplane can be corrected and cabin altitude pressure restored. Full oxygen system pressure is 1800 50 psi at 70 F for the 22 cubic feet cylinder, and 1850 50 psi for the larger cylinders. First, read the oxygen pressure gage and note the pressure. Determine from the OXYGEN AVAILABLE WITH PARTIALLY FULL BOTTLE graph the percent of usable capacity. To obtain the duration in minutes of the supply, obtain the duration for a full bottle from the Oxygen Duration table, considering the number of persons aboard. Multiply the full bottle duration by the percent of full bottle available to obtain the available oxygen duration in minutes. On the C9OA or C9OB airplane, oxygen duration is for a Puritan-Zep oxygen system which must use the red, color-coded, plug-in mask, rated at 3.7 standard liters per minute normal temperature pressure (SLPM NTPD) ow. Both aircraft are approved for altitudes up to 30,000 feet.
17-6
30,000 feet ............................................ 1 to 2 minutes 28,000 feet ......................................2-1.2 to 3 minutes 25,000 feet ............................................ 3 to 5 minutes 22,000 feet .......................................... 5 to 10 minutes 12 to 18,000 feet .......................... 30 minutes or more
PHYSIOLOGICAL TRAINING
WHAT IS IT?
Physiological training is a program directed toward understanding and surviving in the ight environment. It covers the problems of both high and low altitudes and recommends procedures to prevent or minimize the human factor errors which occur in ight.
17-7
prolonged period without some aid, either supplemental oxygen or a pressurized aircraft. Both oxygen equipment and pressurization are discussed. When humans are confronted with certain stressful situations, there is a tendency to breathe too rapidly. This topic (hyperventilation) and methods of control are discussed. Ear pain on descent and other problems with body gases and procedures to prevent or minimize gas problems are explained. Alcohol, tobacco, and drugs are also discussed as they apply to ying. Pilot vertigo is discussed and demonstrated so that the trainee will understand why a non-current instrument pilot should never attempt to y in clouds and other weather situations where visibility is reduced. Resident courses include an altitude chamber ight where the trainees experience individual symptoms of oxygen deciency as well as decompression. This ight will demonstrate that: 1. Proper oxygen equipment and its use will protect an individual from oxygen deciency. 2. An individual can experience and recognize symptoms that will be the same as those found in actual ight and therefore take the
17-8
necessary action to prevent loss of judgment and consciousness. 3. Decompression is not dangerous provided proper supervision is present, and proper a c t i o n s a r e p l a n n e d a n d t a ke n w h e n necessary.
trol located aft of the overhead light control panel in the cockpit. The regulator is a constant-ow type which supplies low-pressure oxygen through system plumbing to the outlets. The following precautions should be observed when purging or servicing the oxygen system: 1. Avoid any operation that could create sparks. Keep all burning cigarettes or re away from the vicinity of the airplane when the outlets are in use. 2. Inspect the ller connection for cleanliness before attaching it to the ller valve. 3. Make sure that your hands, tools, and clothing are clean, particularly of grease or oil stains. These contaminants are extremely dangerous in the vicinity of oxygen. 4. As a further precaution against re, open and close all oxygen valves slowly during lling.
WARNING
DO NOT USE MEDICAL OXYGEN. It contains moisture which can cause the oxygen valve to freeze. Fill the oxygen system slowly by adjusting the recharging rate with the pressure regulating valve on the servicing cart, because the oxygen, under high pressure, will cause excessive heating of the ller valve. Fill the cyli n d e r ( 2 2 - c u b i c - f o o t cy l i n d e r installation) to a pressure of 1,800 50 psi at a temperature of 70 F. This pressure may be increased an additional 3.5 psi for each degree of increase in temperature; similarly, for each degree of drop in temperature, reduce the pressure for the cylinder by
17-9
3.5 psi. The oxygen system, after lling, will need to cool and stabilize for a short period before an accurate reading on the gage can be obtained. The 49- or 66-cubic-foot cylinders may be charged to a pressure of 1,850 50 psi at a temperature of 70 F. When the system is properly charged, disconnect the ller hose from the ller valve and replace the protective cap on the ller valve.
17-10
APP-i
APP-1
VSSEIntentional one-engine-inoperative speed is a speed above both V MCA and stall speed, selected to provide a margin of lateral and directional control when one engine is suddenly rendered inoperative. Intentional failing of one engine below this speed is not recommended. VXBest angle-of-climb speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. V Y Best rate-of-climb speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time.
Pressure altitudeAltitude measured from standard sea level pressure (29.92 inches Hg) by a pressure (barometric) altimeter. It is the indicated pressure altitude corrected for position and instrument error. In this training manual, altimeter instrument errors are assumed to be zero. Position errors may be obtained from the altimeter correction graphs. Station pressureActual atmospheric pressure at eld elevation. Temperature compressibility effectsAn error in the indication of temperature caused by airow over the temperature probe. The error varies, depending on altitude and airspeed. WindThe wind velocities recorded as variables on the charts of this training manual are to be understood as the headwind or tailwind components of the reported winds.
METEOROLOGICAL
Altimeter settingBarometric pressure corrected to sea level. Indicated pressure altitudeThe number actually read from an altimeter when the barometric subscale has been set to 29.92 inches of mercury (1013.2 millibars). IOATIndicated outside air temperature is the temperature value read from an indicator. ISAInternational standard atmosphere in which:
POWER
Beta rangeThe range of propeller blade angle control from the primary low-pitch-stop blade angle setting to the full-reverse blade angle setting. Cruise climbCruise climb is the maximum power approved for normal climb. These powers are torque or temperature (ITT) limited. High idleHigh idle is obtained by placing the condition lever in the HIGH IDLE position. This limits the power operation to a minimum of 70% of N1 rpm. Low idleLow idle is obtained by placing the condition lever in the LOW IDLE position. This limits the power operation to a minimum of 51% of N1 rpm. Maximum continuous powerMaximum continuous power is the highest power rating not limited by time. Use of this rating is at the discretion of the pilot.
Air is a dry, perfect gas. Temperature at sea level is 59 Fahrenheit (15 Celsius). Pressure at sea level is 29.92 inches of mercury (1013.2 millibars). Temperature gradient from sea level to the altitude at which the temperature is 69.7 F (56.5 C), is 0.003566 F (0.00198 C) per foot, and is zero above the altitude.
OATOutside air temperature is the free air static temperature, obtained either from the temp e r a t u r e i n d i c a t o r ( I OAT ) a d j u s t e d f o r compressibility effects or from ground meteorological sources.
APP-2
Maximum cruise powerMaximum cruise power is the highest power rating for cruise and is not time-limited. ReverseReverse thrust is obtained by lifting the power levers and moving them into the Beta plus power range. SHPShaft horsepower. Minimum takeoff powerMinimum takeoff power is the minimum power which must be available for takeoff without exceeding the engine limitations. Takeoff powerTakeoff power is the maximum power rating. Use of this rating should be limited to normal takeoff operations and emergency situations.
in an increase or decrease in propeller rpm. Propeller feathering is the result of lever movement beyond the detents at the low rpm end of the lever travel. Propeller governorThe propeller governor senses changes in rpm and hydraulically changes propeller blade angle to compensate for the changes in rpm. Constant propeller rpm is thereby maintained at the selected rpm setting. TorquemeterThe torquemeter system indicates the shaft output torque. Differential pressure from the mechanism within the reduction gearcase causes a bellows and servo system to indicate torque on a meter. Instrument readout is in foot-pounds.
APP-3
above which no object nor any terrain protrudes. However, threshold lights may protrude above the plane if their height above the end of the runway is 26 inches or less and if they are located to each side of the runway. Climb gradientClimb gradient is the ratio of the change in height during a portion of a climb to the horizontal distance traversed in the same time interval. Demonstrated crosswindDemonstrated crosswind is the demonstrated crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certication; however, this is not considered a limitation. MEAMinimum enroute altitude. Net gradient of climbNet gradient of climb is the gradient of climb with the aps in the takeoff position and the landing gear retracted. Net indicates that the actual gradients of climb have been reduced by 8% to allow for turbulence and pilot technique. The net gradient of climb graphs are constructed so that the value(s) obtained using the airport pressure altitude and outside air temperature will be the average gradient from 35 feet above the runway up to 1,500 feet above the runway. Route segmentRoute segment is a part of a route. Each end of that part is identied by a:
Takeoff ight pathTakeoff ight path is the minimum gradient of climb required to clear obstacles in excess of 50 feet, measured horizontally from reference zero and vertically at the altitude above the runway. Reference zero is the point where the airplane has reached 50 feet above the runway, as determined from the accelerate-go graphs.
APP-4
Landing weightLanding weight is the weight of the airplane at landing touchdown. Leveling pointsLeveling points are those points which are used during the weighing process to level the airplane. Maximum weightMaximum weight is the greatest weight allowed by design, structural, performance, or other limitations. Maximum zero fuel weightAny weight above the value given must be loaded as fuel. MomentMoment is a measure of the rotational tendency of a weight, about a specied line, mathematically equal to the product of the weight and the arm. PayloadPayload is the weight of occupants, cargo, and baggage. PPHPounds per hour. Ramp weightRamp weight is the airplane weight at engine start, assuming all loading is completed. StationStation is the longitudinal distance from some point to the zero datum or zero fuselage station. Takeoff weightTakeoff weight is the weight of the airplane at liftoff from the runway. TareTare is the apparent weight of any items (wheel chocks, jack stands, etc.) used on the scales but which are not a part of the airplane weight. Unusable fuelUnusable fuel is the fuel remaining after consumption of usable fuel. Usable fuelUsable fuel is that portion of the total fuel which is available for consumption as determined in accordance with applicable regulatory standards. Useful loadUseful load is the difference between the airplane ramp weight and the basic empty weight.
Zero fuel weightZero fuel weight is the airplane ramp weight minus the weight of fuel on board.
AVIONICS
ADF modeA mode of automatic direction nder operation allowing the ADF needle to point to the station.
NOTE
In this mode of operation, on many receivers the audio delity is severely limited. Air data computerAn electronic system primarily designed to gather information for an autopilot ight director system with outputs relating to pitot and static data. Possible information from this system includes: pressure altitude, indicated airspeed, total air temperature, static air temperature, and other information related to autopilot operation. Altitude alert lightAn amber light associated with an altitude alerter system. This light will be illuminated prior to intercepting a preselected altitude, or if for any reason the aircraft strays beyond a preset limit from the selected altitude once the aircraft has intercepted the altitude. Altitude preselectorAn autopilot ight director subsystem that allows a pilot to preselect the altitude to which he desires to climb or descend. The controlling mechanism for an altitude preselect system is normally combined with the same device which controls the altitude alerter system. AmplierA basic type of electronic device that seeks to make an electrical signal greater in strength. A public address system, for instance, is a type of amplier. Amplifying devices are typically tubes or transistors. AnalogA type of electronic circuitry that is characterized by smooth, continuous operation rather than discrete steps, as would be observed with digitally operated equipment.
APP-5
Angle-of-attack (AOA) indicatorA supplemental ight instrumentation system that attempts to read out to the pilot the angle-of-attack or deck angle information. Several variations of this system are available. Angular deviationA means of showing displacement from a selected course either to or from a VOR station, TACAN, or NDB, showing displacement from the desired course in terms of angle. This is commonly used with the VOR system having a normal course width of 10 on each side of the course. AnnunciatorAn indicator light with a message. An annunciator makes an announcement as to the specic status of a system or subsystem. ANT (antenna) modeThis mode of ADF operation allows improved audio delity in order to listen to the music or voice programs of an AM broadcast station. However, the ADF needle operation is defeated in this mode of operation. Area navigation system (RNAV)A system of direct point-to-point navigation having four further subclassications:
AttenuationThe process of electrically reducing the size of a radio or audio signal (i.e., to turn down or make smaller.) Attitude director indicator (ADI) (ight director indicator)This instrument combines the basic functions of an attitude indicator with the steering commands received from the ight director system. Attitude indicator (articial horizon)A gyroscopically controlled instrument used to display the aircrafts pitch and roll attitude relative to the earths surface. The gyro used to display this information may be contained within the case of the displayed instrument, or it may receive its information from a remotely located attitude gyro. Audio ltersAn electronic means of removing a portion of the audio which the pilot does not desire to listen to. The pilot may choose to remove either the voice portion or the Morse code identier of a VOR or an ADF system. Audio selector switchesThe system of switches which allows one or several audio syst e m s t o b e p i p e d - i n t o t h e s p e a ke r o r headphones of an aircraft. Audio systemThe electronic system that serves as a switchboard and amplication system for the varied receivers that require the audio to be funneled to the speaker or headphones. Autopilot/ight director modes:
Course line computerA computer, util i z i n g i n f o r m a t i o n f r o m VO R a n d colocated DME stations, that allows the operator to change the location of the VOR station from its physical position to wherever the operator wants. OMEGA/VLF denition. systemSee related
Inertial navigation systemSee related denition. Loran systemOperationally similar to an OMEGA/VLF system.
Vertical modesVertical modes control changes in the pitch attitude of the aircraft using the elevator servo. Examples of vertical modes are: altitude hold, altitude preselect, indicated airspeed hold, and vertical speed hold. Lateral modesLateral modes control autopilot operation by controlling the aileron and rudder servos. Examples of lateral modes are: heading hold, navigation modes and submodes (e.g., en route nav tracking, approach, backcourse, etc.).
AsymptoticA design characteristic of an autopilot or ight director system. The function of this characteristic is to allow the autopilot to attempt to intercept a given course or altitude without overshooting. This is done by continuously reducing the intercept angle as the aircraft approaches the selected ground track or altitude.
APP-6
Autopilot/ight director submodeGenerally speaking, this concept represents two subclassications of operation within a given mode. Namely:
CarrierThat portion of the transmitted radio energy which carries the useful information (i.e., modulation). Compass system slavingThe process of automatically aligning the directional gyro in a compass system with the earths magnetic eld to display the aircrafts magnetic heading. When the compass system is initially powered, slaving occurs at a fast rate to quickly align the compass system with magnetic north. Once the fast-slaving rate is accomplished, the system automatically goes into a slow-slaving rate for continuous operation. It will correct for precession errors of the compass system up to a maximum error of about 3 per minute. ConcentricTwo or more knobs mounted on one common system of shafts having the same axis. For example, most frequency selector knobs used in all avionics systems employ concentric knobs in the interest of conserving panel space. Course deviation indicator (CDI)An indicator used with a VOR/localizer receiver that shows only left/right deviation and to/from information. This instrument has a knob called an OBS knob, meaning omni bearing selector, which allows the pilot to choose the course to or from a VOR station. Course knobThe name applied to the omni bearing selector on an HSI type of instrument. The course knob is attached to the resolver and a course pointer on the HSI indicator. Course widthDisplacement left or right of the desired course:
ArmThe process of activating a system or preparing it to operate at a future time. For instance, if you push the Nav button to track a specic radial from a VOR station, but the CDI needle is displaced fullscale to the left or right at the moment you push the Nav button, then the autopilot ight director system will initially be activated in the nav-arm mode while the aircraft continues to intercept the selected radial. CaptureA submode allowing the autopilot ight director system to track a specied lateral or vertical reference (e.g., altitude or glide slope as a vertical mode; VOR or localizer course as a lateral mode).
Avionics master circuit breakerThe circuit breaker that supplies power to the avionics master switch in Beechcraft factory-installed avionics packages on Baron, Bonanza, Duke, and King Air installations. This circuit breaker serves as a backup means of activating the avionics system should the avionics master switch fail for any reason. Avionics master switchA central on/off power switch for the entire avionics package in an aircraft. This switch conveniently allows the pilot to turn on the entire avionics package by turning on only one switch. Beat frequency oscillator (BFO)A device used on an ADF receiver that generates a tone allowing the pilot to identify the Morse code being transmitted by some nondirectional beacons.
AngularDegrees left or right of the desired course. Course width using the VOR system is 10 on each side of the desired course. LinearIn the en route mode most course line computer RNAVs have a course width of 5 nautical miles. In the approach mode most course line computer RNAVs have a course width of 1 1/4 nautical miles on each side of the centerline.
NOTE
This type of transmitter is not employed in the United States.
APP-7
Cross sidetoneSending sidetone audio across the cockpit from one side to the other; for example, this allows the pilot to hear what the copilot is saying on the transmitter. Cross sidetone may be heard through either the phones or the speaker. DigitalA type of electronic circuitry technology that operates in specic steps, as opposed to the smooth, sweeping type of operation employed in analog. Double-cue ight director system (cross pointer)A command presentation system using one vertical bar to indicate commanded roll-attitude instructions and one horizontal bar to indicate commanded pitch instructions. Electronic ight instrument system (EFIS)A type of ight instrumentation system employing cathode ray tubes (television screens) to display information. Emergency/normal switchIn the event of the failure of the audio system, this switch (when placed in the emergency position) allows audio from the aircraft receivers to be piped directly to the headphones. Fast erectA mode of operation whereby an attitude indicator may be quickly realigned with the earths horizon if for any reason the gyro has precessed or tumbled. Flux valve (ux gate)A component of a slaved compass system that senses the earths magnetic eld and converts this information into an electrical signal representing magnetic north. Free operationA mode of operation for a slaved compass system whereby the directional gyro is disconnected from the slaving system. Normally this would be used when the slaving system fails or for operation in the polar regions where the earths magnetic eld will not permit normal slaved operation. The concept here is that the directional gyro is free of its master, magnetic north. GainThe relative amount of amplication of a radio receiver. A gain control is commonly used
on a radar indicator to control the relative amount of amplication of the received radar echo. This allows the pilot to optimize the information displayed, especially when the radar is used for terrain mapping purposes. Go-around modeAn autopilot ight director mode intended to be used during a missed approach. This mode will command a pitch-up attitude appropriate for a climbout with an associated wings-level command. The autopilot may or may not remain engaged during the go-around mode, depending upon the type of autopilot installed in a specic aircraft. Gyro erectionThe process of an attitude gyro becoming aligned with the earths horizon or, viewed in another way, aligned with true vertical. This happens automatically when the system rst receives power. Half bankAn autopilot mode of operation whereby the bank angle is limited during turns in such a way that the aircraft will only bank approximately half as much as normal. This is designed to give the passengers the perception of a smoother ride with no steep banks. Heading bugAn adjustable marker used on a heading indicator to direct an autopilot and/or ight director system according to the magnetic heading the pilot desires to y. Also, this device may be used simply as a reminder to the pilot of what heading he is to y when not using the autopilot ight director system. Heading indicator (directional gyro)A gyroscopically controlled instrument used to display an aircrafts heading relative to magnetic north. The compass card of this indicator may be receiving the information which it displays from a remotely located gyro and an associated slaved compass system. HertzThe unit of measure used to describe the number of cycles of alternating current per second. Horizontal situation indicator (HSI)This instrument, alternately called a CDI by some manufacturers, displays heading information
APP-8
from a compass system, left/right and to/from information from a VOR/localizer receiver, and deviation above and below a glide slope from a glide-slope receiver. The pilots workload is reduced by integrating these displays onto one indicator. Inertial navigation systemThis system allows direct point-to-point navigation via a great circle route. This system is completely self-sufcient, utilizing a group of gyros and accelerometers to sense movement along the earths surface. Integrated autopilot/ight director systemA system utilizing both autopilot and ight direction information to respond to selected modes. InterrogationIn the secondary surveillance radar system the ground-based radar unit is said to interrogate the transponders of all aircraft ying within reception range of that radar. Once a transponder has been interrogated, it should reply to the ground radar unit by sending a brief transmission of radio energy. For general aviation aircraft a transponder may be interrogated in both modes. A mode supplies azimuth and distance information, and altitude information is provided through mode C. KeyingThe process of turning on the transmitter by means of the push-to-talk button located on the microphone or the control wheel. LatitudeThe angular displacement of a geographic location north or south of the equator. This is normally expressed in terms of degrees, minutes, and tenths of minutes. Linear deviationA means of showing lateral displacement from the desired navigational course calibrated in miles. Linear deviation allows for parallel course boundaries whether far away from or near a station. LongitudeThe angular displacement of a geographic location east or west of the prime meridian located in Greenwich, England. This is normally expressed in terms of degrees, minutes, and tenths of minutes.
Magnetic bearingThe direction of a nondirectional beacon (NDB) or VOR station relative to magnetic north. Meter movementAn application of an ammeter used in any instrumentation system to show deviation such as left/right, to/from, slaving indicator, etc. ModeOne of several operating conditions of a system. For instance, most airborne weather radars have both weather mapping and terrain mapping modes of operation. Mode AThat portion of the transponder reply which transmits azimuth and distance information for the radar controller. Mode CThe portion of a transponder reply containing the pressure altitude of an aircraft as provided by an encoding altimeter. ModulationThe addition of useful information to the carrier wave that is emitted from a transmitter; for example, talking into the microphone or the transmission of the Morse code identication from a VOR station. MutingThe silencing of incoming receiver audio while one is transmitting. Nonintegrated AP/FD systemTwo separate ight control systems, each using its own computer. Information coming from these two systems may or may not agree at any given time. OMEGA/VLF systemA world-wide navigation system that allows direct great circle ight from one point to another. This system utilizes U.S. Navy VLF communication transmitters and the OMEGA system of navigation. Parallax errorA problem that can cause inaccurate interpretations of an instrument reading. It is caused by the users viewing angle not being directly in line with the instrument.
Parallax error adjustmentAn adjustment of some single-cue ight director systems which allows the command bars to be adjusted up or down in order to nestle just above the aircraft symbol.
APP-9
Parked or stowed ADF needleThe process of placing the ADF needle at the 3 oclock relative bearing location to indicate that the ADF unit is in the antenna mode and that the needle is not operating. Radio magnetic indicator (RMI)The combined display of magnetic heading from a compass system and relative bearing to a nondirectional beacon or VOR, which results in displaying the product, called magnetic bearing, to or from the station. Range lterAn audio lter designed to remove the Morse code identication from a radio transmission. Actually, range is something of a misnomer as pilots know it todayyou should think of this as being an ident lter. Relative bearingThe direction of a nondirectional beacon relative to the longitudinal axis of the aircraft. RelayAn application of an electromagnet to perform switching duties. A relay may be used to switch large quantities of current. A multiple pole relay will allow a single pole switch to switch many circuits from a remote location. Remote mounted avionicsAvionic equipment which is not fully self-contained and mounted on the instrument panel. Typically, the black boxes for these systems are located in the forward avionics compartment, forward of the front pressure bulkhead, or aft of the rear pressure bulkhead. ResolverThe electronic device to which the course knob or OBS knob is attached. This device communicates the desired course, which the pilot selects, to the VOR receiver. Servo systemUsing an electric motor in any one of several applications to reduce pilot workload or allow automatic operation of some systems; for example: autopilot servos, electric elevator trim servos, servoed altimeters, compass systems, etc. SidetoneThe ability to hear oneself talk while transmitting. The sidetone may be heard through
either the headphones or the speaker. Additionally, sidetone may be considered as a means of verifying normal transmitter and receiver operation. If the receiver and transmitter are working properly, the sidetone will sound normal. If either the transmitter or receiver is malfunctioning, the sidetone will sound weak or garbled. Single-cue ight director system (V-bar system)A command display system using a pair of bars which work in unison to display the commanded attitude to the pilot. Slant/range correctionA means of correcting for the inherent error in raw slant/range data which will result in a true lateral distance from the aircraft to the DME station. Many of the more sophisticated RNAV computers provide slant/range correction. Slant/range distanceConventional, uncorrected DME distance to the station. Slaved compass systemA directional gyro system that is automatically synchronized to the magnetic heading of the aircraft. The concept of this system is that magnetic north is the master; therefore, the compass system is its slave. Slaved operationThe normal mode of a slaved compass system whereby the directional gyro automatically remains synchronized to magnetic north. This type of operation continually compensates for gyro precession and other compass system errors. The concept is that the compass system is a slave to magnetic north. Slaving amplierAn amplier which takes the weak signal representing magnetic north, coming from the ux valve, and boosts that signal to a usable level in order to drive the directional gyro to the proper magnetic heading. Slaving indicatorA meter used in some slaved compass systems that displays the difference between sensed magnetic heading and displayed magnetic heading. If the needle on this indicator is centered, there is no error between sensed and indicated magnetic heading. If the needle is off to the left or right, a small amount of error is indicated. Normal operation of the compass system
APP-10
causes the needle to sway to the left and right because of gyro precession and other factors. Soft rideA mode for an autopilot whereby the responsiveness of the autopilot to rough air is altered in such a way that the ride is perceived to be much smoother than it is. SquelchA silencing circuit employed in communication receivers that allows undesirable background noise to be omitted. Only a strong incoming signal from a transmitter will be heard. Transponder codeA specic four-digit code that may be selected by the pilot on his transponder to identify his specic aircraft.
system should be engaged soon after takeoff and under normal operations should remain engaged until just prior to landing.
NOTE
A common misconception is that this control changes the transponder reply frequency. The transponder always operates on the same frequency. Voice lterAn audio lter designed to remove t h e v o i c e p o r t i o n o f a r e c e iv e d r a d i o transmission. Voice terrain advisoriesVoice callouts of pertinent altitude-above-ground information. The information announced will be determined by the type of system installed. WaypointThe geographic location of navigational x used in area navigation. This may be used in either a VLF/OMEGA system or a VOR/DME system utilizing a course line computer. Waypoint addressThe radial and distance of a waypoint from a VORTAC. Waypoint coordinatesThe latitude and longitude of the waypoint used with a VLF/OMEGA system. Yaw damperA system connected to the rudder servo that seeks to dampen or reduce oscillations of the aircraft about the yaw axis. The yaw damper system signicantly reduces the level of motion sickness experienced by passengers. This
APP-11
ANNUNCIATORS
The Annunciators section presents a color representation of all the annunciator lights in the airplane. Please unfold to the right and leave open for ready reference as the annunciators are cited in the text.
ANN-1
ANN-3