Beruflich Dokumente
Kultur Dokumente
SYLLABUS
Chapter 1 AIRCRAFT GENERAL
Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
Chapter 18 WEIGHT AND BALANCE/PERFORMANCE
GENERAL PILOT INFORMATION
APPENDIX
WALKAROUND
ANNUNCIATOR PANEL
INSTRUMENT PANEL POSTER
v
FOR TRAINING ONLY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s )OLJKW2SHUDWLRQ 0anuals and 0aintenance 0anuals. It is to
be used forfamiliarization and training purposes only.
iii
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
AIRPLANE SYSTEMS........................................................................................................... 1-2
Electrical Power System .................................................................................................. 1-2
Lighting............................................................................................................................ 1-4
Master Warning System ................................................................................................... 1-5
Fuel System...................................................................................................................... 1-5
Powerplants...................................................................................................................... 1-6
Fire Protection.................................................................................................................. 1-8
Bleed-Air System............................................................................................................. 1-8
Ice and Rain Protection .................................................................................................... 1-8
Air Conditioning and Heating.......................................................................................... 1-9
Pressurization................................................................................................................. 1-10
Landing Gear and Brakes............................................................................................... 1-11
Flight Controls ............................................................................................................... 1-13
Pitot and Static Systems................................................................................................. 1-13
Oxygen System .............................................................................................................. 1-15
AIRPLANE STRUCTURES................................................................................................. 1-16
General........................................................................................................................... 1-16
Fuselage ......................................................................................................................... 1-19
Doors.............................................................................................................................. 1-20
TABLES
Table Title Page
1-1 Cabin Altitudes....................................................................................................... 1-10
INTRODUCTION
This pilot training manual covers all systems on the Super King Air 200 and B200. Chapter
1 provides a general overview of the systems and the structural makeup of the airplane.
Throughout this manual there are boxed warnings, cautions, and notes. As indicated in
the Aircraft Flight Manual, they are defined as follows: Warnings—Operating proce-
dures, techniques, etc., which could result in personal injury or loss of life if not care-
fully followed; Cautions—Operating procedures, techniques, etc., which could result
in damage to equipment if not carefully followed; Note—An operating procedure, tech-
nique, etc., which is considered essential to emphasize.
GENERAL
The Super King Air 200 and B200 are all metal Both airplanes are certificated for flight as
airplanes employing a fully cantilevered, low- Normal Category Aircraft. By carrying required
wing design. There are twin Pratt and Whitney operational equipment, they may be used dur-
turboprop engines, and a T-tail empennage. ing VFR, IFR, and in known icing conditions.
General
Distribution
The airplane electrical system is a 28-VDC
system, which receives power from a 24-volt, Some major DC buses are as follows
42-ampere hour lead acid gel cell battery (Figure 1-1):
(34/36-ampere hour nickel-cadmium battery
prior to BB-1632), two 250-ampere starter- 1. Hot Battery Bus
generators, or through an external power 2. Main Battery Bus
socket.
3. Left Generator Bus
DC power is supplied to one of the two oper- 4. Right Generator Bus
ating inverters, which provide 400-hertz, 115-
volt and 26-volt AC power for various avionics 5. Isolation Bus
HOT BUS
BATT
SWITCH
ON OFF
BATTERY
BATT
RELAY
S
H
U
N
T
L/H STARTER/ R/H STARTER/
GENERATOR GENERATOR
L/H R/H
GEN LINE START START GEN LINE
CONTACTOR RELAY RELAY CONTACTOR
GCU GCU
FAST
MASTER
PANEL OVERHEAD
LIGHTS PILOT ENGINE AVIONICS SUB PANEL SIDE COPILOT GYRO COPILOT
ON FLIGHT INSTRUMENT PANEL & CONSOLE PANEL INSTRUMENT FLIGHT
LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS
BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF
OPERATION LIMITATIONS
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
OFF 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 AND IN ICING CONDITIONS
CAUTION
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONING IS ON
330
3 N 33
300
30
0
27
COMPASS CORRECTION
0 CALIBRATE WITH
0
6
90 RADIO ON 24
0
120 21
150 180
Bleed-Air Warning
The pressurization and pneumatic bleed-air
lines have follower plastic tubing containing
“regulated (18 psi)” bleed-air. If a bleed-air
line ruptures, the released heat will melt the
accompanying plastic tube and the loss of
pressure will cause the respective red L or R Figure 1-10. Ice Protection Switches—
Pilot’s Subpanel
Warning System
During flight, a warning horn and red lights
in the landing gear handle warn the crew of im-
proper landing gear position relative to flap
and/or power lever position. They also acti-
vate when the gear handle is up while on the
ground.
TRIM TABS
RUDDER
AILERON
TRIM TAB
GROUND ADJUSTABLE TAB
FLAPS
FLAPS
TRIM TAB
AILERON
Figure 1-17. Trim Tab Controls and Figure 1-18. Flap Control Lever
Indicators
WARNING
OXYGEN SYSTEM
General
The airplane’s oxygen system is based on an ad-
equate flow for the altitude to which the airplane
is certificated: 31,000 feet or 35,000 feet.
Figure 1-21. Pilot’s Static Air Source
Valve Handle
15' 0"
18' 5"
54' 6"
17' 2"
29.60" (3)
14' 11.5" (1) 29.85" (4)
14' 11.4" (2)
14.50"(1), (3)
14.04"(2), (3)
14.75"(1), (4)
14.29"(2), (4)
WING AREA
303.0 SQUARE FEET
CONFIGURATIONS:
(1) STANDARD LANDING GEAR
(2) HIGH FLOTATION LANDING GEAR
(3) HARTZELL PROPELLER
(4) MCCAULEY PROPELLER
18' 5"
54' 6"
17' 2"
The empennage is composed of a vertical sta- Couches, if installed, are not adjustable.
bilizer with a high T-tail horizontal stabilizer.
The cabin is separated from the foyer by an-
other sliding door to provide privacy for the
FUSELAGE toilet, which is located in the foyer. When the
The nose section is an unpressurized equipment toilet is not in use, seat cushions convert the
storage area, separated from the cockpit area position to another passenger seat.
by the forward pressure bulkhead (Figure 1-
25). The aft cabin area may have one or two op-
tional folding seats installed. When these seats
The cockpit is separated from the cabin by a are not needed, they may be folded against the
sliding door for privacy and to prevent light cabin sidewall, and the entire aft cabin area
spilling between compartments. A typical in- may be utilized for baggage storage.
strument panel is shown in Figure 1-26.
CREW
Items stowed in this area are easily accessi- BB-1444, except 1439) may be installed along
ble in flight. An optional curtain can be closed the other side of the steps, giving support to
to separate the aft cabin from the foyer. A both sides of the door.
latching compartment door may be installed
in place of the curtain.
DOORS
Cabin Door
The cabin door is located on the left side of
the fuselage, in the foyer area. The cabin door
is hinged at the bottom, and swings out and
down when opened (Figure 1-27). A hydraulic
damper ensures a slow opening.
Emergency Exit
The emergency exit window, placarded EXIT-
PULL (Figure 1-31) is located at the forward
right side of the passenger compartment. It
can be released from the inside by using a
pull-down handle, or from the exterior (if it
is unlocked) by a flush-mounted, pull-out
handle (Figure 1-31). It is a plug-type exit,
which is removed completely from the frame
and taken into the cabin. The exit can be
Figure 1-30. Latch Bolt locked from the inside, but can be opened
from the inside even when it is locked. For
BB-415 and after, the locking mechanism is
Cargo Door (200C and B200C) activated by pulling out a handle below the
A large, swing-up cargo door, hinged at the top, door release handle (Figure 1-31). Prior air-
provides access for loading and unloading craft and BL-1 and after have a key next to
large cargo. The airstair door is an integral part the door release handle that can lock/unlock
of the cargo door and should be closed and the door. This key cannot be removed when
latched when the cargo door is opened. the door is locked.
The cargo door latches can be operated only This door must be unlocked prior to takeoff for
by the use of two handles, both located inside exterior opening in case of emergency.
the airplane. The handle in the upper part of
the door controls the rotating latches in the for- CABIN WINDOWS
ward and aft sides, while the handle in the
lower, forward part of the door actuates four Each cabin windowpane is composed of a
pin-lug latches along the bottom of the door. sheet of polyvinyl butyral between two trans-
parent sheets of acrylic plastic. It is stressed
Once the latches are retracted, initial pres- to withstand the cabin pressure differential.
sure must be exerted outward to start the open- There are two types of windowpanes available:
ing action. After the sequence begins, gas polarized and shade type.
springs will open the door the rest of the way.
The door is counterbalanced, and will stay
open. The gas springs will resist the effort to
close the door, and that pressure must be over-
CONTROL LOCKS
WARNING
The flight and engine controls are mechani-
Do not look directly at the sun, even cally locked by a U-shaped clamp and two pins
through polarized windows, because within the cockpit, as seen in Figure 1-32. The
eye damage could result. pins lock the primary flight controls and the U-
shaped clamp fits around the engine control
levers. A pin is inserted through the control
CAUTION column to lock the ailerons and elevator. A sec-
ond pin is inserted through a hole in the floor,
When the airplane is to be parked in which locks the rudder bellcrank. All locks
areas exposed to intensive sunlight, must be installed and removed together to pre-
the polarized windows should be ro- clude taxiing or flying with the engine control
tated to the clear position to prevent levers released but the flight controls locked.
deterioration of the polarized mate-
rial. Sufficient ultraviolet protection
is provided to prevent fading of the
upholstery.
WARNING
CAUTION
Remove the control locks before tow-
ing the airplane. If towed with a tug
while the rudder lock is installed,
serious damage to the steering link-
age can result.
2-17 Typical Avionics Bus Distribution (EFIS Equipped Aircraft) ............................... 2-14
2-21 Electrical System—Super King Air B200 (BB-1484, 1486 and Subsequent;
BW-1 and Subsequent)........................................................................................... 2-17
2-22 Electrical System—Super King Air B200 (BB-1449, 1458-1462, 1464-1485,
Except 1484; BL-139, 140).................................................................................... 2-18
2-23 Electrical System—Super King Air B200 (BB-1439, 1444-1448, 1450-1457) .... 2-19
2-iii
2-24 Electrical System—Super King Air B200 (BB-734, 793, 829, 854-870,
874-891, 894, 896-911, 913-1438, 1440-1443, BL 37-138).................................. 2-20
2-25 Electrical System—Super King Air 200 (B-2, 6-733, 735-792, 794-828, 830-853
871-873, 892, 893, 895, 912, BL-1-36) ................................................................. 2-21
TABLES
Table Title Page
2-1 Limitations—Ground Operations........................................................................... 2-22
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#1 IL
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#1 EN
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INTRODUCTION
The primary electrical system on the airplane is a 28-VDC generator system. It is used
for inverter input and, through the distribution system, for powering the electronic
equipment and landing gear. The DC system consists of generation, distribution, stor-
age, control, and monitoring of DC power. The AC system consists of the inverters, power
distribution, control, and monitoring of AC power.
A section on specific limitations, a circuit-breaker table, and a series of questions con-
clude this chapter.
GENERAL
The DC power is supplied by a 24-volt battery Each component of the electrical power system
and by two 30-volt, regulated to 28.25 ± .25 is capable of supplying power to all systems that
volts, 250-ampere starter-generators. Either are necessary for normal operation of the air-
one of two inverters supplies AC power for en- plane; however, the battery, if it is the only
gine instruments and for avionics (Figure 2-1). source of power, does have a limited life.
BATTERY
INVERTER
PRINTED
CIRCUIT BOARDS
STARTER–GENERATOR
For BB-1632 and subsequent, a single, 24-volt, For aircraft BB-1632 and subsequent, the bat-
42 ampere-hour sealed lead acid gel cell battery tery ammeter (Figure 2-4) provides a direct
is located in the right wing center section for- reading of the charge or discharge rate of the
ward of the main spar. Prior to BB-1632, a sin- battery (–60 amps to +60 amps). The charge
gle 24-volt, 34/36 ampere-hour nickel-cadmium rate should be 0 to +10 amperes for take-off.
(NiCad) battery is installed. This NiCad battery
requires air cooling through a thermostatically On aircraft prior to BB-1632 with a NiCad
controlled valve installed in the ram air tube ad- battery, a battery charge current detector is
jacent to the battery drain (Figure 2-2). installed. This senses an increase in normal
current flow and causes an amber BATTERY
A hot battery bus (Figure 2-3) is provided for CHG caution annunciator to illuminate
operation of essential equipment and the cabin (Figure 2-5), alerting the flight crew that the
threshold light circuit when the battery and b a t t e r y c h a rg e c u r r e n t i s a b o v e n o r m a l .
I M H
S A O
O I T
L N
A B
T B A
I A BATTERY T
O T RELAY T
N T E
E R
B R Y
U Y BATTERY
S B
B U
U S S
S
H
TO
BATTERY U BATTERY
SWITCH CHARGE
N SENSOR
Following a battery-powered engine start, the allel provide normal DC power (Figure 2-6).
battery recharge current is very high and causes Either one of the generators can supply the en-
illumination of the BATTERY CHG annunci- tire electrical load.
ator, thus providing an automatic self test of
the detector and the battery. As the battery
approaches a full charge and the charge cur-
NOTE
rent decreases to a satisfactory level, the an- Optional 300-ampere starter-gener-
nunciator will extinguish. This will normally ators are available and installed on
occur within a few minutes after an engine some airplanes.
start, but it may require a longer time if the bat-
tery has a low state of charge initially before
engine start, or if it is exposed to low or high Starter power to each starter-generator is pro-
temperatures. In flight this alerts the pilot that vided from the main battery bus through a
conditions may exist that could eventually starter relay. The start cycle is controlled by
damage the battery. If the BATTERY CHG a three-position switch for each engine la-
annunciator illuminates, the pilot should turn beled IGNITION AND ENGINE START.
the battery switch to OFF. If the annunciator When placed to the ON (up) position, the
remains on after the BAT switch is moved to switch becomes mechanically locked and must
the OFF position during the check, a mal- be pulled out to reposition. When held to the
function is indicated in either the battery sys- down position, labeled STARTER ONLY, the
tem or charge current detector, in which case associated engine will motor, but ignition will
the airplane should be landed as soon as prac- not occur. When released, the spring-loaded
ticable. This system is designed for continu- switch will move to the center position, which
ous monitoring of the battery condition. is labeled OFF.
GENERATORS
Two 30-volt, regulated to 28.25 ± .25 volts,
250-ampere starter-generators connected in par-
NOTE
Prior to BB-364, the battery switch
Figure 2-7. Generator Switches does not have to be on to apply
ground power (Figure 2-10).
Figure 2-8 shows that power to the bus system
from the generators is protected by Generator For starting, an external power source capa-
Control Units (GCU). For BB-88 and after, the ble of supplying up to 1,000 amperes (300
GCU operates a line contactor relay to protect amperes maximum continuous) should be
the generator. Prior to BB-88, reverse-current used. A caution light on the caution advisory
protection is provided by a unit in line with the annunciator panel labeled EXT PWR is pro-
generator output. vided to alert the operator when a ground
The generators are controlled by individual power plug is connected to the airplane. Some
generator control units, which maintain a earlier airplanes used a switch to sense power
constant voltage during variations in engine plug connection, and later airplanes incorpo-
speed and electrical load requirements. The rated an electronic circuit utilizing the small
voltage regulating circuit will automatically pin of the plug (Figure 2-10).
connect or disconnect a generator’s output to
the bus. The load on each generator is indi-
cated by the respective left and right volt-
LEFT REVERSE
STARTER CURRENT LEFT
GEN PROTECTION STARTER
SHUNT SHUNT GEN
L GEN LINE
ISOLATION LIMITER CONTACTOR ISOLATION LIMITER
LEFT
START
RELAY
HOT
MAIN BATTERY BUS
BATTERY
LEFT BUS
START
RELAY
HOT
BATTERY
BUS
SHUNT
BATTERY
BATTERY
CHARGE
MONITOR
ISOLATION BUS
ISOLATION BUS
BATTERY
BATTERY RELAY
BATTERY RELAY
BATTERY
BATTERY
RELAY OFF
BATTERY
SWITCH BATTERY
SHUNT
SWITCH BATTERY
CHARGE
MONITOR
RIGHT RIGHT
START START
RELAY RELAY
ISOLATION
LIMITER ISOLATION LIMITER
SHUNT SHUNT
RIGHT RIGHT
STARTER REVERSE
CURRENT STARTER
GEN PROTECTION GEN
R GEN LINE
CONTACTOR
RIGHT GEN CONTROL
SENSOR
MAIN BATTERY BUS
MAIN BATTERY BUS
EXT POWER
ISOLATION BUS
ISOLATION BUS
EXTERNAL
POWER
EXT POWER
RELAY
EXT POWER EXT POWER
RELAY RELAY
SHUNT
BATTERY
BATTERY BATTERY BATTERY
RELAY BATTERY RELAY BATTERY CHARGE
RELAY RELAY MONITOR
BATTERY BATTERY
SWITCH BATTERY SWITCH BATTERY ON
BATTERY
SHUNT
SHUNT
EXTERNAL POWER
RELAY
BATTERY
PLUG ENGAGED RELAY OFF
SENSOR
BATTERY
TO ANNUNCIATOR SWITCH
ADVISORY LIGHT BATTERY
BATTERY
CHARGE CHARGE
MONITOR MONITOR
L DC GEN R DC GEN
CAUTION
The battery may be damaged if ex-
posed to voltages higher than 30 volts % LOAD % LOAD
for more than two minutes. 0
20
40 60
80
100 0
20
40 60
80
100
10 20 10 20
PUSH PUSH
0 DC VOLTS 30 0 DC VOLTS 30
FOR VOLTS FOR VOLTS
HOT BUS
BATT
SWITCH
ON OFF
BATTERY
BATT
RELAY
S
H
U
N
T
L/H STARTER/ R/H STARTER/
GENERATOR GENERATOR
L/H R/H
GEN LINE START START GEN LINE
CONTACTOR RELAY RELAY CONTACTOR
GCU GCU
50 25 5 5 5 5 50 5 5 5 5 5 5 5
COLLINS
5 10 5 5 5 5 5 5 5 10 5
OFF
PARKING BRAKE
FIRE STANDBY AUX QTY PRESS CROSS PRESS QTY AUX STANDBY FIRE
WALL PUMP TRANS IND WARN FEED WARN IND TRANS PUMP WALL
VALVE FER FER VALVE
CLOSED CLOSED
LEFT RIGHT
FIREWALL FIREWALL
SHUTOFF VALVE SHUTOFF VALVE
50 50 50 50 5 20 20 20 5 5 5 5 5 5
5 5 5 5 5 71/2 71/2 2 5 5
5 5 5 5 71/2 71/2 1 2 5 2
FEATHER RIGHT RIGHT RIGHT RIGHT RIGHT WARN AUDIO AUDIO AUDIO
LIGHTS WARNINGS WEATHER
AVIONICS NO SMK AVIONICS PLT FLT STALL LEFT WARN POWER LEFT SURF BRAKE AVIONICS COMM NAV COMPASS
ANN FSB & & ENG SIDE PNL WARN BLEED DEICE DEICE NO 1 NO 1 NO 1 NO 1
CABIN INSTR LANDING ANN FUEL
AIR
SUB PNL GEAR VENT EFIS
WARN
READING INSTR OVHD & COPLT FLT WSHLD AVIONICS COMM NAV COMPASS AUX
5 5 5 / 5 3 5 5 10 50 50 71/2 5 71/2 2 2
5 5 5 | 5 10 50 50 71/2 5 1 4 2
CONTROL RIGHT COPLT ENCD ALTM BOOST RIGHT NO 2 RIGHT CONTR DSPL NO 1
FURNISHING
MASTER CIGAR XPNDR DME NORMAL AP FCS
10 5 3 2 71/2 10 2
71/2 2 2 3 2 5 3 2 71/2 2 5
ENGINES AVIONICS
PROP LEFT FIRE LEFT LEFT LEFT LEFT LEFT LEFT LEFT AVIONICS
5 5 5 5 5 71/2 5 5 5 5 5
5 5 5 5 71/2 5 5 5 5 10 5 2 5
FEATHER RIGHT RIGHT RIGHT RIGHT RIGHT RIGHT RIGHT RIGHT WARN AUDIO AUDIO AUDIO
5 5 5 5 5 3 5 1 5 10 50 50 71/2 5 71/2
5 5 5 5 5 5 10 50 50 71/2 5 1
FURNISHING
MASTER CIGAR AP FCS EHSI HDG
10 5 3 2 10 2
3 2 2
ALTM
5 5 5 5 71/2 5 5 2 5 5
5 5 5 71/2 5 5 2 5 10 5 2 5
FEATHER RIGHT RIGHT RIGHT RIGHT RIGHT RIGHT RIGHT WARN AUDIO AUDIO AUDIO
5 5 5 5 3 5 1 5 10 50 50 71/2 5 71/2
5 5 5 5 5 10 50 50 71/2 5 1
FURNISHING
MASTER CIGAR AP FCS EHSI HDG
10 5 3 2 10 2
3 2 2
ALTM
5A
NUMBER 1 OFF
DUAL FED BUS
LEFT RIGHT
GENERATOR GENERATOR
BUS BUS
40A 40A
30A 30A
NUMBER 1 NUMBER 2
AVIONICS AVIONICS
BUS BUS
ADF NO 1
AVIONICS
BUS NO 1
RELAY RMI NO 2
XPNDR NO 1
L/H
GENERATOR DME NO 1
BUS*
AVIONICS EFIS FANS NORMAL
BUS NO 1
DTU
AVIONICS
MASTER STEREO
SWITCH
ON FMS
AVIONICS
MASTER
RADIO ALTM
OFF
PITCH TRIM AP SERVO
AVIONICS ANN
CABIN AUDIO
CVR
COPILOT AUDIO
AURAL WARN
ISOLATION BUS
RIGHT MULTI FCTN PRCSR
& BATTERY BUS* PILOT AUDIO
PILOT EHSI
ALT ALERT
ELEK DSP
LEFT MULTI FCTN PRCSR
NAVNO 2
NO 1 DUAL FED
ELECTRICAL
BUS* COMPASS NO 2
ADF NO 2
AVIONICS
BUS NO 2
R/H RADAR
GENERATOR
BUS*
MULTI FCTN DSPL
RMI NO 1
XPNDR NO 2
DME NO 2
DISTRIBUTION
The inverter system described here is the stan-
dard installation. The circuit diagram in ATA
chapter format 24-20 of the Wiring Diagram
Manual provides a circuit routing of the DC
and AC power for the standard airplane in-
strumentation. Due to the wide variety of cus-
tomer-requested avionics options installed in
the airplane, the avionics diagrams are sup-
plied with each airplane to provide the avion-
ics portion of the AC power system. These
wiring diagrams will show any modifications,
Figure 2-19. Volt-Frequency Meter which have been made to the standard instal-
lation (Figures 2-21 through 2-25).
Inverter operation is controlled by an IN-
VERTER select switch (Figure 2-20) on the
pilot’s left subpanel. Selection of either in- OPERATION
verter activates the inverter power relay and Turn the INVERTER select switch to either in-
supplies inverter input power. Only one in- verter position, note that the INVERTER
verter operates at a time. (INST INV on 200 models) warning light ex-
tinguishes, and then monitor the VOLT-FREQ
In the event the inverter fails, a red INVERTER meter.
(INST INV on 200 models) light on the warn-
ing annunciator panel will illuminate.
INVERTER NO 1
115 VAC
BUS 1A
115 VAC 10A VG POWER & REF TO
OTHER SYSTEMS
1A
115 VAC RADAR REF FROM VG
26 VAC 5A
SELECT
FOR STABILIZATION
RELAY
AC COMMON AC COM
DUAL FED NO. 2 BUS BUS AC POWER
RETURNS
28VDC 5A SYSTEMS
ANN IND FROM
DC GROUND
FOR TRAINING PURPOSES ONLY
INVERTER
WARNING 5A
DC POWER RELAY
26 VAC 1A
BUS AP REF FROM VG
50A
1A
LIMITER 26 VAC
POWER AP YAW RATE GYRO POWER
RELAY SELECT
No. 1 RELAY
L/H GEN INVERTER
CONTROL NO 1 1A
BUS COMPASS 2 REF TO RMI
5A OFF NO. 1 & MPU
*
INVERTER
R/H GEN NO 2 SELECT 2A
BUS SWITCH ADF 1 REF SIGNAL FOR RMI
5A INVERTER NO. 1 & NO. 2 & COPILOT EHSI
*
AC VOLT/FREQ 1A
28 VDC POWER METER
DC POWER NAV 1 REF SIGNAL FOR RMI
NO. 1 & NO. 2 & COPILOT EHSI
DC GROUND 115 VAC POWER
1A
26 VAC POWER NAV 2 REF SIGNAL FOR RMI
NO. 1 & NO. 2 & COPILOT EHSI
GROUND
1A
115 VAC 10A FMS FOR HDG & AUTOPILOT
1A
26 VAC 5A COMPASS 1 REF TO DPU,
MPU, & UNSIK
AC COMMON
AVIONICS JUNCTION BOX
NOTE: * BB-2-1448, 1450-1457, 1463: NO. 1 INVERTER CONTROL POWERS BY DUAL FED BUS NO. 1 (NOT GEN BUS)
NO. 2 INVERTER CONTROL POWERS BY DUAL FED BUS NO. 2 (NOT GEN BUS)
– +
STARTER
ALT ALERT GEN
(FLIGHT) SHUNT
LEFT GEN LINE
CONTACTOR
RIGHT BLEED AIR LEFT BLEED AIR ISOLATION LIMITER
CONTROL (ENVIRONMENTAL) CONTROL (ENVIRONMENTAL)
ISOLATION BUS
RIGHT BLEED AIR
OIL PRESS
R PITOT HEAT
STALL WARNING HEAT SUBPANELS LANDING
GEAR
LANDING MOTOR
TO GEAR
INVERTER RELAY
CONTROL
SWITCH
Figure 2-21. Electrical System—Super King Air B200 (BB-1484, 1486 and Subsequent;
BW-1 and Subsequent)
AVIONICS BUS NO. 3
ON
FWD ELECTRIC HEAT AVIONICS TO AVIONICS
CONDENSER BLOWER BUS NO. 1 MASTER CONTROL CB
PILOT'S WINDSHIELD OFF
ANTI-ICE AVIONICS NO. 1
POWER RELAY
LEFT GENERATOR BUS
TO INVERTER
CONTROL
SWITCH
RIGHT AUX FUEL QTY LEFT AUX FUEL QTY RUDDER BOOST PITCH TRIM
WARNING & TRANSFER WARNING & TRANSFER CONTROL
INVERTER
NO. 1
RIGHT FUEL QUANTITY LEFT FUEL QUANTITY CPILOT ILS INDICATOR PILOT ILS INDICATOR
115 VAC
26 VAC
RELAY
NO. 1 DUAL FED BUS
NO. 2 DUAL FED BUS
TO INVERTER
ISOLATION BUS
NO. 4 DUAL FED BUS
26 VAC
Figure 2-22. Electrical System—Super King Air B200 (BB-1449, 1458-1462, 1464-1485,
Except 1484; BL-139, 140)
RIGHT FIREWALL VALVE LEFT FIREWALL VALVE NO. 2 INV CONTROL NO. 1 INV CONTROL
RIGHT AUX FUEL QTY LEFT AUX FUEL QTY RUDDER BOOST PITCH TRIM
WARNING & TRANSFER WARNING & TRANSFER CONTROL
INVERTER
NO. 1
RIGHT FUEL QUANTITY LEFT FUEL QUANTITY CPILOT ILS INDICATOR PILOT ILS INDICATOR
115 VAC
26 VAC
RELAY
ISOLATION BUS
NO. 4 DUAL FED BUS
26 VAC
Figure 2-23. Electrical System—Super King Air B200 (BB-1439, 1444-1448, 1450-1457)
LOAD
NO. 1 METER
LEFT GEN
CONTROL
LINE
CONTACTOR
CIGARETTE LIGHTER
26 VAC INV LEFT
NO. 1 LEFT GEN CONTROL – + STARTER
115VAC FURNISHINGS MASTER GEN
CONTROL SHUNT
NO. 1 INVERTER
RELAY BLUE RIGHT GENERATOR CONTROL
PANEL TEST CONTROL
JACK ISOLATION LIMITER
PITCH TRIM
NO. 2 INVERTER
INV CONTROL PILOT'S TURN AND
WARN SLIP
RELAY RUDDER BOOST LEFT
CONTROL START THIS LINE OF
ENCODER ALTIMETER FUSES CHANGE
VOLTS (OPT) RELAY
FREQ. TO 5A CIRCUIT
METER BREAKERS ON
YAW DAMPER BB1098 AND
COPILOT TURN AND EXT POWER CONNECTOR
HOT BATTERY AFTER
AVIONICS
SLIP + + – BUS
LEFT BLEED AIR
CONTROL R ENG FIRE EXT
RIGHT BLEED AIR
CONTROL BATTERY
CABIN PRESSURE
CONTROL SW
L ENG FIRE EXT
CABIN TEMP CONTROL CIRCUITED
AUTOMATIC OXY INTO
CABIN PRESSURE CONTROL EXTERNAL
POWER RIGHT FIREWALL
26 VAC
LOSS (OPT)
115 VAC
ISOLATION BUS
RIGHT FUEL VENT HEAT
METER
ANNUNCIATOR RIGHT STANDBY
NO. 4 DUAL FED BUS
STALL WARNING
FLOURESCENT LIGHTS SYSTEM
AND ORD WARNING
ENTRY LTS &
OVERHEAD AND SIDE CLOCK LT &
(OVHD) SUBPANEL AND PANEL LIGHTS EXT PWR
CONSOLE LIGHTS SENSE
INSTRUMENT
INDIRECT LIGHTS
AVIONICS & ENGINE
INSTRUMENT LTS
FLIGHT & GYRO RNAV MEMORY
FUEL INSTRUMENT LIGHTS (OPT)
CROSSFEED
CABIN READING LIGHTS TAIL FLOOD LIGHT
(OPT)
RIGHT FUEL STEREO (OPT)
PRESSURE AUTOFEATHER
WARNING PROP
SYNCHROPHASER
RIGHT CHIP DETECTOR
RIGHT FUEL LEFT CHIP DETECTOR
QUANTITY RIGHT GEN OVERHEAT BATTERY
(OPT)
LEFT FIREWALL LEFT GEN OVERHEAT
RIGHT AUX FUEL VALVE
QUANTITY FIRE DETECTION
WARNING AND LEFT STANDBY R ICE VANE CONT BATTERY SW
TRANSFER FUEL PUMP L ICE VANE CONT
SHUNT
NO. 3 DUAL FED BUS
BATTERY
RIGHT STANDBY RIGHT ENGINE FUEL LEFT ENGINE FUEL CHARGE
FUEL PUMP LEFT AUX FUEL CONTROL HEAT CONT HEAT SENSOR
QUANTITY
WARNING AND RIGHT OIL LEFT OIL
RIGHT FIREWALL TRANSFER TEMPERATURE TEMPERATURE
VALVE INDICATOR
LEFT FUEL RIGHT OIL PRESSURE LEFT OIL PRESSURE
QUANTITY WARN (OPT) WARNING (OPT)
AVIONICS NO. 2
RIGHT GEN BUS POWER RELAY
COPILOT'S VENT
WINDSHIELD ANTI-ICE BLOWER POWER
Figure 2-24. Electrical System—Super King Air B200 (BB-734, 793, 829, 854-870, 874-891,
894, 896-911, 913-1438, 1440-1443, BL 37-138)
ANNUNCIATOR
INDICATOR POWER
115 VAC
RIGHT FIREWALL
*R FUEL FLOW SHUT OFF VALVE
LANDING GEAR
LANDING GEAR WARNING HORN
RIGHT TORQUE POSITION INDICATOR SMALL LEFT FIREWALL
METER PIN SHUT OFF VALVE
RIGHT BLEED LEFT BLEED
AIR WARNING AIR WARNING
THRESHOLD LT
LEFT TORQUE STALL WARNING
METER CABIN FASTEN SEAT SYSTEM
NO. 4 DUAL FED BUS
LEFT STANDBY
NO. 3 DUAL FED BUS
ISOLATION BUS
SUBPANEL AND
INSTRUMENT
NO 2 DUAL FED BUS
BB 364
SHUNT
TRANSFER LEFT AUX FUEL BATTERY
QUANTITY BATTERY SW
RIGHT ENGINE HEAT FIRE DETECTION CHARGE
WARNING AND FUEL CONTROL SENSOR
TRANSFER
RIGHT STANDBY LEFT ICE VANE
FUEL PUMP RIGHT OIL TEMP
INDICATOR EXTERNAL
LEFT ENGINE FUEL POWER PLUG TO ANNUNCIATOR
LEFT FUEL CONTROL HEAT ENGAGED ADVISORY LIGHT
RIGHT FIREWALL PRESSURE RIGHT OIL PRESSURE
VALVE WARNING INDICATOR LEFT OIL TEMP
INDICATOR
STALL WARNING LEFT OIL PRESSURE
INV HEAT
NO. 2 INDICATOR
Figure 2-25. Electrical System—Super King Air 200 (BB-2, 6-733, 735-792, 794-828,
830-853, 871-873, 892, 893, 895, 912, BL-1-36)
GENERAL............................................................................................................................... 3-1
-i
-iii
EXIT
INTRODUCTION
The instruments are illuminated either internally or with post-type lights. General cabin
lighting consists of overhead fluorescent lights and individual passenger reading lights.
A passenger FASTEN SEAT BELT–NO SMOKING sign is provided. Both the airstair
and baggage area are illuminated. Exterior lights consist of landing, taxi, ice inspection,
navigation, recognition, beacon, strobe, and lights for the area around the airstair door.
Optional lighting is available to illuminate the vertical tail fin.
GENERAL
An overhead light control panel in the cock- engine instrument lights, radio panel lights,
pit contains controls for instrument panel and both subpanels and the console lights, pilot and
cockpit lighting (Figure 33-1). Each light group copilot instrument lights, and gyro instrument
has an individual rheostat switch labeled lights. Separate rheostat switches individu-
BRT–OFF. The MASTER PANEL LIGHTS ally control the instrument indirect lighting and
switch controls power to the overhead light the overhead floodlights.
control panel lights, fuel control panel lights,
FAST
MASTER
PANEL OVERHEAD
LIGHTS PILOT ENGINE AVIONICS SUB PANEL SIDE COPILOT GYRO COPILOT
ON FLIGHT INSTRUMENT PANEL & CONSOLE PANEL INSTRUMENT FLIGHT
LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS
BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF
OPERATION LIMITATIONS
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
OFF 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 AND IN ICING CONDITIONS
CAUTION
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONING IS ON
330
3 N 33
300
30
0
27
COMPASS CORRECTION
0 CALIBRATE WITH
0
6
90 RADIO ON 24
0
120 21
150 180
A switch on the copilot’s left subpanel labeled Figure 3-2. Copilot’s Left Subpanel
BRIGHT–DIM–OFF (prior to BB-1444, ex-
cluding 1439, it is labeled START/BRIGHT–
DIM–OFF) (Figure 33-2) controls the fluores- SMOKE & FSB–FSB–OFF. It controls the NO
cent overhead cabin lights. To the right of the SMOKING–FASTEN SEAT BELT sign and
interior light switch is a switch labeled NO the accompanying chimes.
Figure 33-11. Passenger Warning Sign Figure 33-13. Threshold, Aisle, and
Baggage Lights
STROBE LIGHTS
A strobe light is installed in each wingtip and
also in the tip of the tail cone. Control for
these lights is incorporated into a switch on the
right of the pilot’s right subpanel and is labeled
STROBE.
Figure 33-14. Landing and Taxi Lights
TAIL FLOODLIGHTS
Floodlights, which may be installed on the
TAXI LIGHT underside of the horizontal stabilizer, light
the identification on the vertical stabilizer.
The single, sealed-beam taxi light is mounted Control is with a switch labeled TAIL FLOOD-
on the nose gear just below the landing lights. LIGHT located on the overhead panel, or on
The control circuit-breaker switch is on the the pilot’s right subpanel.
pilot’s right subpanel and is labeled TAXI.
INTRODUCTION ...................................................................................................................$-1
GENERAL...............................................................................................................................$-1
Dim...................................................................................................................................$-3
Test ..................................................................................................................................$-3
GLARESHIELD FLASHERS.................................................................................................$-3
Master Warning Flashers..................................................................................................$-3
Master Caution Flashers...................................................................................................$-3
WARNING ANNUNCIATOR PANEL (RED) .......................................................................$-4
General .............................................................................................................................$-4
Illumination Causes—200................................................................................................$-5
Illumination Causes—B200.............................................................................................$-5
CAUTION-ADVISORY ANNUNCIATOR PANEL (AMBER/GREEN)..............................$7
General .............................................................................................................................$-7
CAUTION Switch (200 Models Only)............................................................................$-7
Illumination Causes—200................................................................................................$-9
Illumination Causes—B200...........................................................................................$-10
QUESTIONS.........................................................................................................................$-12
$-iii
FOR TRAINING PURPOSES ONLY
TABLES
Table Title Page
$2 Illumination Causes—B200 Aircraft (Prior to BB-1444, Except 1439) ................ $6
$v
FOR TRAINING PURPOSES ONLY
CHAPTER 33A
MASTER WARNING SYSTEM
TEST
INTRODUCTION
The master warning system consists of a warning annunciator panel with red readouts cen-
trally located in the glareshield, a caution-advisory annunciator panel with amber and green
readouts located on the center subpanel, and two flasher lights in front of each pilot on the
glareshield (one labeled MASTER WARNING (red) and the other MASTER CAUTION
(amber). Adjacent to the warning annunciator panel on the glareshield is a PRESS TO TEST
switch, which is used to illuminate the annunciator lights and flashers (Figure 33A-1).
GENERAL
The annunciators are word-readout types. 1979 have 12 legends on the warning panel and
When a fault condition covered by the an- 30 legends on the caution-advisory panel.
nunciator system occurs, a signal is gener- Super King Air 200 models built in 1979 and
ated and the appropriate annunciator is after have 16 warning legends and 36 cau-
illuminated. This action, in turn, illuminates tion-advisory legends. The B200 airplanes
either the WARNING or CAUTION flasher. have 20 legends on the warning panel and 36
Super King Air 200 airplanes built before legends on the caution-advisory panel.
PRIOR TO BB-453
* OPTIONAL EQUIPMENT
* Optional equipment
*Optional Equipment
* Optional Equipment
* Optional Equipment
† Not required when Type II synchrophaser is used
* Optional Equipment
1. How are the MASTER CAUTION flash- 4. When will a red annunciator light
ers dimmed? extinguish?
A. By using the BRT DIM switch A. When the indicated fault is cleared
B. With the overhead control rheostats B. W h e n t h e M A S T E R WA R N I N G
C. Automatically relative to cockpit light flasher is pressed
intensity C. When the RESET button is depressed
D. With the CAUTION switch on the D. When the TEST button is depressed
copilot’s subpanel
5. To illuminate the CAUT LGND OFF light
2. How can the annunciator lights be tested? on 200 models, what action must be
A. By depressing each light legend taken?
B. By moving the CAUTION switch to A. Move the CAUTION switch to ON
ON B. Depress the PRESS TO TEST button
C. With the APPROACH PLATE rheo- C. Move the CAUTION switch to OFF
stat D. Depress a MASTER CAUTION flasher
D. With the PRESS TO TEST switch
TABLES
Table Title Page
5-1 Drain Locations...................................................................................................... 5-14
4 6
MAIN
FUEL
2 8
LBS X 100
0 10
INTRODUCTION
The airplane fuel system consists of two separate wing fuel systems connected with a
common crossfeed line and solenoid-operated crossfeed valve. Each wing system is fur-
ther divided into a main and an auxiliary system. The main system employs a total of
386 gallons of usable fuel; the auxiliary system, 158 gallons. At 6.7 pounds per gallon,
these totals convert to 2,586 pounds in the main system and 1,058 pounds in the auxil-
iary system. Total usable fuel is 544 gallons, or 3,644 pounds.
GENERAL
Each main fuel system is fueled through a each wing consists of a rubber bladder-type
filler opening on top of each wing at the outer tank mounted in each wing center section
wingtip. Fuel flows by gravity to the nacelle from which auxiliary fuel is transferred by a
tank. Each auxiliary fuel system is fueled jet pump to the nacelle tank in the main fuel
through its own filler port. An antisiphon system. Although the main fuel system is fu-
valve at each filler point prevents fuel loss eled first, the fuel in the auxiliary tank is nor-
should the filler cap be improperly secured or mally exhausted before the fuel in the main
lost in flight. The auxiliary fuel system in fuel system is automatically selected.
FUEL VENT
LEFT FUEL PRESSURE ANNUNCIATOR PRESSURE SWITCH ENGINE-DRIVEN BOOST PUMP (LP)
F FILLER FUEL CONTROL PURGE VALVE DRAIN VALVE (FIREWALL)
PROBES GRAVITY FLOW CHECK VALVE FIREWALL SHUTOFF VALVE
SUCTION RELIEF VALVE STRAINER AND DEFUELING DRAIN VALVE
STANDBY BOOST PUMP (30 PSI)
CHECK VALVE TRANSFER CONTROL MOTIVE FLOW VALVE (NC)
FUEL FLOW TRANSMITTER PRESSURE SWITCH FOR LEFT NO FUEL NACELLE TANK
L FUEL PRESSURE ANNUNCIATOR TRANSFER LIGHT ON FUEL PANEL (6 PSI) VENT FLOAT VALVE
RECESSED VENT
AIR INLET HEATED RAM VENT DRAIN**
DRAIN
Figure 5-1. Fuel System Schematic for the Super King Air 200 and B200 (BB-666 and Subsequent)
5-4
FLAME ARRESTER
FUEL VENT FUEL CONTROL
PURGE VALVE ENGINE-DRIVEN
F FILLER BOOST PUMP (LP, 30 PSI)
TRANSFER CONTROL
PROBES MOTIVE FLOW VALVE (NC) FIREWALL SHUTOFF VALVE
SUCTION RELIEF VALVE GRAVITY FLOW CHECK VALVE DRAIN VALVE FIREWALL
CHECK VALVE PRESSURE SWITCH STANDBY BOOST PUMP (30 PSI)
FUEL FLOW TRANSMITTER (6 PSI) NACELLE TANK
L FUEL PRESSURE ANNUNCIATOR
VENT FLOAT VALVE
AUXILIARY
BOX SECTION
RECESSED VENT DRAIN
TRANSFER JET PUMP
HEATED RAM VENT
AIR INLET
DRAIN AIR INLET (PRIOR TO SI 1021)
FLAME ARRESTER
Figure 5-2. Fuel System Schematic for the Super King Air 200 (Prior to BB-666)
NACELLE
TANK
(57
GALLONS)
Figure 5-3. Fuel Tank/Cell Capacities (Super King Air 200 and B200)
Each auxiliary fuel system is equipped with for engine starting. At the end of this time, the
its own filler port and antisiphon valve. motive flow valve opens automatically and
fuel transfer begins. The pilot should monitor
While the auxiliary fuel system is being used, the NO TRANSFER lights on the fuel panel
fuel is transferred from the auxiliary tank to to ensure that they are extinguished 30 to 50
the nacelle tank by a jet transfer pump, which seconds after engine start. The pilot should also
is mounted adjacent to the outlet strainer and monitor the auxiliary fuel level during the be-
drain in the auxiliary fuel cell. ginning of the flight to ensure that the trans-
fer of fuel is taking place.
A swing check valve in the gravity feed line
prevents reverse flow into the outboard tanks Fuel pressure supplied by either the engine-
when the auxiliary transfer system is in use. driven boost pump or the electric standby boost
When auxiliary fuel is exhausted, normal grav- pump (normally 25 to 30 psi) will open a fuel
ity flow from the outboard tanks to the nacelle pressure-sensing switch and extinguish the
tanks begins. red FUEL PRESS warning light (Figure 5-4).
A minimum pressure of 10 ± 1 psi is required
to extinguish the light. This same FUEL PRESS
AUXILIARY FUEL TRANSFER switch will also send a signal to the auxiliary
SYSTEM fuel transfer printed circuit board indicating
that motive flow is available for fuel transfer.
When auxiliary fuel is available, this system If there is fuel in the auxiliary tank, this cir-
automatically transfers fuel from the auxiliary cuit board will open the motive flow valve
tank to the nacelle tank. No pilot action is in- within 30 to 50 seconds. With the motive flow
volved. The jet transfer pump in the auxiliary valve now open, fuel is permitted to flow
tank operates on the venturi principle using the through the auxiliary transfer line. If the fuel
fuel and boost pump for motive flow. The en- pressure in this auxiliary transfer line is at
gine-driven or electric low-pressure boost least 4 to 6 psi, a normally-closed pressure
pump routes fuel through the normally-closed switch will open and extinguish the amber NO
motive flow valve, the jet pump, and into the TRANSFER light on the fuel panel. When the
nacelle tank. Fuel moving through the jet pump auxiliary tank empties, a float switch in the aux-
venturi creates suction in the jet pump which iliary tank transmits a signal to close the mo-
draws fuel from the auxiliary tank. tive flow valve. This normally occurs after a
30- to 60-second time delay, to prevent cy-
During engine start, a 30- to 50-second time cling of the motive flow valve due to sloshing
delay is built into the automatic transfer sys- fuel. This will not illuminate the NO TRANS-
tem to allow all the fuel pressure to be used
FER light because there is no more fuel left to On SN BB-2 through BB-31, selecting the
transfer. OVERRIDE position of the switch takes power
from the NO TRANSFER light, causing it to
If the motive flow valve or its associated cir- extinguish. Even though the light is extin-
cuitry should fail, it will go to the normally- guished, the valve may or may not open. The
closed position. Loss of motive flow pressure auxiliary fuel level must be monitored to en-
with fuel remaining in the auxiliary tank will sure that it is decreasing.
illuminate the amber NO TRANSFER light
on the applicable side of the fuel control panel. The amber NO TRANSFER lights installed on
The motive flow valve may be manually en- airplanes prior to SN BB-516 illuminate and
ergized to the open position by placing the stay bright. On SN BB-516 and subsequent,
AUXILIARY TRANSFER switch, normally in they are dimmed through the airplane’s auto-
the AUTO position, to the OVERRIDE posi- matic dimming system.
tion (Figure 5-5). This procedure will bypass
the automatic feature in the auxiliary transfer FIREWALL SHUTOFF VALVE
system and send DC power directly to the mo-
tive flow valve. The fuel system incorporates two in-line motor-
driven firewall shutoff valves, one on each side.
On BB-32 and subsequent airplanes and on ear- Each is controlled by a corresponding (guarded)
lier models complying with Service Bulletin switch near the circuit breakers on the fuel con-
0703-286, power bypasses the AUXILIARY trol panel (Figure 5-5). The switches are plac-
TRANSFER switch and the amber NO TRANS- arded LEFT and RIGHT FIREWALL SHUTOFF
FER light will not extinguish unless the motive VALVE, OPEN, and CLOSED. A red guard
flow valve has opened (Figure 5-6). (guarded open) over each switch prevents in-
advertent activation to the closed position.
AUX TRANSFER
OVERRIDE
6 8 6 8 AUX TRANSFER
OVERRIDE
FUEL QUANTITY
4 FUEL MAIN 4 FUEL
10 10
+
AUTO 2 12 2 12 AUTO
MAIN TANK
ONLY
AUXILIARY MAIN TANK
ONLY
COLLINS
NO QTY 14 QTY 14 NO
0 LBS X 100 0 LBS X 100
SEE MANUAL FOR
FUEL CAPACITY
TRANSFER TRANSFER
LEFT RIGHT
5 10 5 5 5 5 5 5 5 10 5
OFF
PARKING BRAKE
FIRE STANDBY AUX QTY PRESS CROSS PRESS QTY AUX STANDBY FIRE
WALL PUMP TRANS IND WARN FEED WARN IND TRANS PUMP WALL
VALVE FER FER VALVE
CLOSED CLOSED
LEFT RIGHT
FIREWALL FIREWALL
SHUTOFF VALVE SHUTOFF VALVE
50 50 50 50 5 25 25 20 5 5 5 5 5 5
AUX TRANSFER
OVERRIDE
6 8 6 8 AUX TRANSFER
OVERRIDE
4 FUEL 10 SEE MANUAL FOR 4 FUEL 10
FUEL CAPACITY
AUTO 2 12 2 12 AUTO
MAIN TANK MAIN TANK
ONLY ONLY
NO QTY 14 QTY 14 NO
0 LBS X 100 FUEL QUANTITY 0 LBS X 100
MAIN
+
COLLINS
TRANSFER TRANSFER
LEFT AUXILIARY RIGHT
LEFT
50 25 20 5 5 5 50
5 5 5 5 5 5 5
BUS PROP MOTOR CONTROL IGNITOR START BUS
FEEDERS DEICE POWER CONTROL FEEDERS PROP TURBINE FUEL OIL OIL
PROP PROP ITT TORQUE
DEICE TACH TACH FLOW PRESS TEMP
50 25 5 5 5 5 50 5 5 5 5 5 5 5
CB
AUTO EMPTY
AUX
TRANSFER
PCB
JET TRANSFER
N.C. PUMP
FROM CB
CROSSFEED
SWITCH BOOST PUMP FROM TO
PRESSURE AUX TANK NACELLE TANK
SWITCH
L FUEL PRESS LO
TO FROM ENGINE
ENGINE DRIVEN BOOST
PUMP
The firewall shutoff valves, like the standby In case of a low-pressure engine-driven boost
boost pumps, are powered by the No. 3 (left) and pump failure, the L or R red FUEL PRESS light
No. 4 (right) dual-fed buses. The firewall shut- illuminates on the warning annunciator panel
off valves are also powered from the hot battery (Figure 5-4). The light illuminates when pres-
bus. Therefore, they can be operated regardless sure decreases below 10 ± 1 psi. Activation of
of battery-switch position. When these valves the standby boost pump on the side of the fail-
are closed, fuel is cut off from the engine. ure will increase the pressure and extinguish
the light.
ENGINE-DRIVEN BOOST PUMP
The low-pressure, engine-driven boost pump CAUTION
is mounted on a drive pad on the aft accessory
section of the engine. The boost pump deliv- Engine operation with the fuel pres-
ers low-pressure fuel to the engine high-pres- sure light on is limited to 10 hours be-
sure fuel pump, thus preventing cavitation. fore overhaul or replacement of the
The boost pump is protected against contam- high-pressure main engine fuel pump.
ination by a strainer, and has an operating ca-
pacity of 1,250 pph at a pressure of 25 to 30
psi. Since it is engine driven, the pump oper- When using aviation gas in climbs above
ates any time the gas generator (N 1 ) is turn- 20,000 feet, the first indication of insufficient
ing and provides sufficient fuel to the fuel pressure will be an intermittent flicker of
high-pressure pump for all flight conditions. the red FUEL PRESS lights. Fuel flow and
An exception exists with aviation gasoline torque may also indicate wide fluctuation.
where flight above 20,000 feet altitude re- These conditions may be eliminated by acti-
quires both standby boost pumps to be oper- vation of the standby pumps.
ational and crossfeed to be operational.
FROM
DUMP P3 AIR
VALVE
POPPET
VALVE
FIRESEAL
PURGE
LINE
CHECK CHECK
VALVE VALVE
PURGE TANK
FILTER
TO
PNEUMATICS
TO
FLOW
LEGEND PACKAGE
BOOST PUMP PRESSURE * PRIOR TO BB-1401, FUEL FLOW
TRANSMITTER IS UPSTREAM OF
FUEL HEATER
HIGH-PRESSURE FUEL
ENGINE BLEED AIR
FIREWALL
MOTIVE FLOW SHUTOFF VALVE
VALVE
STANDBY BOOST PUMP MOTIVE FLOW
VALVE
CROSSFEED
VALVE FIREWALL
SHUTOFF
VALVE
1. The green FUEL CROSSFEED annun- Illumination of the green FUEL CROSSFEED
ciator will illuminate (Figure 5-10). light on the caution/advisory panel indicates
crossfeed has been selected, not that the cross-
2. The CROSSFEED valve will open. feed valve has moved. The Before Engine
Starting checklist contains a crossfeed test to
3. The standby boost pump on the delivery
ensure operation of this valve. During this test,
side will be turned on.
the pilot should ensure that both red FUEL
4. The motive flow valve on the receiving PRESSure lights extinguish once the CROSS-
side will close, stopping auxiliary tank FEED switch is moved LEFT or RIGHT, in-
fuel transfer. dicating the valve has opened.
DRAINS LOCATION
Figure 5-11. Fuel Temperature (OAT) Versus Minimum Oil Temperature Graph
ZERO-FUEL WEIGHT
The maximum zero-fuel weight of the Super
King Air 200 is 10,400 pounds. The maxi-
mum zero-fuel weight of the B200 is 11,000
pounds.
#1 DC
GEN
INTRODUCTION
This chapter deals with the powerplant of the Super King Air 200. All values, such as for
pressures, temperatures, rpm, and power are used for illustrative meanings only. Actual
values must be determined from the appropriate sections of the approved flight manual.
Information in this chapter must not be construed as being equal to or superseding any
information issued by or on behalf of the various manufacturers or the Federal Aviation
Administration.
OVERVIEW
The Super King Air 200 (Figure 7-1) is pow- incorporate full feathering and full reversing
ered by two wing-mounted, turboprop en- capabilities in addition to ground fine/Beta
gines, manufactured by Pratt and Whitney mode control for ground operation. On the
Aircraft of Canada Limited, a Division of ground, the propeller is feathered when the en-
United Technologies. The engines drive three- gine is shut down and unfeathered when the
or four-blade, constant-speed propellers which engine is restarted.
TACHOMETER-
GENERATOR
(NG)
OIL SCAVENGE
PUMPS AND
FUEL BOOST PUMP
AFT
PROPELLER
GOVERNOR
TACHOMETER- PROPELLER
GENERATOR OVERSPEED
(NF) GOVERNOR
FRONT
Figure 7-2. PT6A Engine
AMBIENT PRESSURE
CONTROL PRESSURE
FINAL
ORIFICE
PRIMARY
ORIFICE
PISTON DAMPER
(SPRING LOAD)
DELIVERY
AIR PASSAGE
SLEEVE
P3
P2.5
2
ULE
MOD
COMPRESSOR SECTION
POWER SECTION
OIL TANK
The oil tank forms an integral part of the en- Figure 7-6. Oil Pressure/Temperature
gine, located between the aft end of the com- Gages
pressor air inlet and the forward end of the
accessory gearbox. Engine Oil Temperature
A filler and dipstick are located at the 11 Oil temperature is sensed by a resistance bulb
o’clock position on the accessory case. The oil and transmitted to the same combination pres-
tank is vented to a centrifugal breather to pro- sure/temperature gage (Figure 7-6) on the en-
vide for air-oil separation. gine instrument panel. The power supply for
the gage is from the DC power system.
PUMPS
Chip Detection
The oil pumps consist of one pressure ele-
ment and four scavenge elements. The pres- For BB-1439, 1444 and subsequent, the cau-
sure pump supplies lubrication pressure to the tion annunciator panel contains two amber
bearings and the accessory system drive gears. lights marked L CHIP DETECT and R CHIP
In addition, the pressure pump supplies oil to DETECT (Figure 7-7). Prior to BB-1444, ex-
the propeller control system, the torquemeter cept 1439, these are red lights on the warning
system, reduction gears and the torque limiter. annunciator panel. They are operated by a
magnetic chip detector located at the bottom
of each reduction gearbox.
OIL COOLER
When either light illuminates, it indicates that
An oil radiator is located inside the lower na- ferrous metal particles in the oil have been at-
celle for oil cooling. The oil cooling system tracted to the chip detector magnets.
is fully automatic and uses a thermal sensor
to control the position of a door that regulates
the flow of air through the oil cooler.
FROM COOLER
DIVERTER
VALVE
OIL FILTER AND
OIL
FOR TRAINING PURPOSES ONLY
CHECK VALVE
TANK
FUEL
HEATER
OIL SUPPLY
TO PROPELLER BYPASS VALVE
OVERPRESSURE
RELIEF VALVE SCAVENGE
PUMP
TORQUEMETER PRESSURE
PRESSURE REGULATING TANK
TORQUEMETER VALVE DRAIN BYPASS
CHIP (INDICATOR) & TORQUE LIMITER VALVE
DETECTOR
LEGEND
* OPTION
PRESSURE OIL
PROPELLER SUPPLY OIL
SCAVENGE OIL
BREATHER AIR
TORQUEMETER PRESSURE
TO PURGE LINE
FUEL
TANK
COCKPIT
GAGE
ENGINE *
OIL-TO-FUEL DRIVEN FUEL
HEAT FUEL PUMP CONTROL FUEL FLOW
EXCHANGER (HIGH UNIT TRANSMITTER
PRESSURE)
FOR TRAINING PURPOSES ONLY
P3 AIR
P3 AIR
TRANSDUCER FUEL PRESS
P3 PURGE** FLOW
TANK DIVIDER
ENGINE POWER
DRIVEN AND FUEL
BOOST CONDITION TOPPING NP
PUMP LEVERS GOVERNOR
N1
FIREWALL
FUEL FILTER
AND
MANUAL
SHUT-OFF
VALVE
* PRIOR TO BB-1401, FUEL FLOW TRANSMITTER
LOCATED UPSTREAM OF OIL-TO-FUEL HEAT EXCHANGER
N2
AIR FUEL
N1
Figure 7-13. Engine Start and Ignition Figure 7-14. Engine Autoignition Switches
Switches
IGNITER PLUGS
IGN EXCITER
TORQUE SW
CLOSE
400 FT-LBS
IGN ON
ON
AUTO ARM OFF
IGNITION OFF STARTER ONLY
IGNITION
AND
ENGINE STARTER
L IGNITER POWER
DC POWER
4-BLADE PROPELLER
FEATHERING CONTROL
Feathering is a function of counterweights at- Speed (rpm) control is a function of the pro-
tached to each blade root and spring forces in peller governor. This unit is engine-driven
the propeller cylinder. and operates on the principle of balancing two
opposing forces, both of which are variables.
These forces are speeder spring force and fly-
UNFEATHERING AND weight force.
REVERSING
Unfeathering and reversing functions are done Speeder Spring Force
by hydraulic (engine oil) pressure developed
by a high-pressure oil pump, which is an in- Speeder spring force is a function of, and var-
tegral part of the propeller primary governor. ied by, the position of the propeller control
lever.
The Hartzell or McCauley propeller installed
in the Super King Air operates in two modes:
the propeller-governing constant-speed mode, Flyweight Force
and the ground fine/Beta-reverse propeller Flyweight force is a function of, and varied by,
blade angle control mode. propeller rpm through a reduction gear section.
OVERSPEED CONTROL
The normal rpm control range of the primary Figure 7-17. PROP GOV TEST Switch
governor is from 1,600 rpm to 2,000 rpm; the
latter is 100% rpm. Operating Principles
If the primary governor fails to limit rpm to With the engine running and the propeller
2,000, a second (overspeed) governor, driven by control lever full forward, moving the gov-
the reduction gearbox, operates in parallel with ernor test switch to TEST will open a solenoid
the primary governor. This is called the over- valve and admit primary governor pump pres-
speed governor. The overspeed governor has a sure to a hydraulic reset valve on the over-
preset speeder spring tension which limits pro- speed governor. Movement of the reset valve
peller rpm to the preset limit of 2,120 rpm (prior will raise the pilot valve, simulating an over-
to BB-1444, except 1439; 2,080 rpm), which is speed, and allow governor pump pressure to
106% (prior to BB-1444, except 1439; 104%) drain to the reduction gearcase through the
of the primary governor maximum setting. If the pilot valve of the overspeed governor. If the
propeller blades stick or move too slowly fail- power lever is advanced, the rpm should sta-
ing to limit rpm, a fuel topping section of the bilize at the TEST reset value of the overspeed
primary governor will limit rpm to 106% of the governor, which is between 1,830 and 1,910
propeller rpm selected by the propeller control rpm (Figure 7-18).
PROPELLER LEVER
SPEEDER
FLYWEIGHT SPRING TEST SPEEDER
SOLENOID SPRING
FLYWEIGHT
GOVERNOR
PUMP
RESTRICTOR
CONSTANT PROPELLER
OVERSPEED FINE PITCH
SPEED
PROPELLER GOVERNOR
GOVERNOR
RELIEF
VALVE
ENGINE OIL
SUPPLY
TRANSFER
GLAND
BETA TO
TO VALVE CASE
CASE
AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
BETA TO
VALVE CASE
TO
CASE AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
BETA TO
VALVE CASE
TO
CASE AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
CONDITION
LEVERS
PROPELLER
LEVERS
POWER
LEVERS
CONDITION
LEVERS
PROPELLER
LEVERS
FX LO HI
PROP
LEVER
REV IDLE LO HI
OIL POWER/REVERSE HYDRAULIC
LEVER OVERSPEED
GOVERNOR
POWER
LEVER
2,080 RPM
GOVERNOR
NORMAL
PUMP
PRIMARY PROP GOVERNOR
1,600 - 2,000 RPM PILOT APPROXIMATELY
VALVE 1870 RPM IN TEST
MODE
TO
BETA CASE
TO VALVE NC DRAIN
CASE DRAIN
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Torque Limiter
200 Engine torque is automatically limited to a
Figure 7-26. ITT Gages
preset value by a torque limiter that is supplied
with a torque pressure signal from the
torquemeter.
but it can move a limited amount in axial di-
rection because of helical splines. Therefore,
At a predetermined torque pressure of 2,368
the first-stage ring gear is a reaction member
to 2,447 foot-pounds, the torque limiter will
that reacts to an increase or decrease of applied
bleed off and change the pneumatic servo pres-
torque by moving aft as engine torque is in-
sures in the fuel control unit. This action re-
creased and moving forward as engine torque
duces metered fuel flow and, consequently, gas
is decreased. This axial motion of the ring
generator power to the preset limit of the
gear is balanced by oil pressure in a metered
torque limiter. The system is designed only to
chamber called a torquemeter chamber.
protect the nose gearbox and reduction gear-
ing from excessive torque. It will not prevent
The pressure in the torquemeter chamber is
a pilot from exceeding the certified maximum
sensed by a transmitter and sent to a gage
torque of 2,230 foot-pounds.
SYNCHROSCOPE
A synchroscope (Figure 7-30) with black and
white cross patterns is located on the lower right
corner of the pilot’s instrument panel to aid in
manual propeller synchronization. The disc will
rotate in the direction of the higher rpm engine.
The disc will stop rotating when the engines
are synchronized. Input signals to the synchro-
PRIOR TO BB-1486, EXCEPT 1484
scope are from the propeller tachgenerators.
Figure 7-28. Propeller RPM Gages
PROPELLER SPINNER
PROP SYNC
OFF
SYNCHROSCOPE
DC BUS
MASTER SLAVE
SYNC M
ACTUATOR
RPM MONOPOLE RPM
MONOPOLE
SYNC
CONTROLLER
LDG GR
UP
SYNC ON
DOWN
SYNCHROSCOPE
DC BUS
Figure 7-33. Propeller Synchroscope Also, if the engine is shut down on the ground
and Switch (Type I) using the condition lever, the oil pressure de-
creases and the centrifugal force of the coun-
terweights plus the springs will eventually
feather the propeller. However, this is not a rec-
ommended procedure. The prop should be
feathered with the prop control lever.
AUTOFEATHERING
An autofeather system is available in the
event of engine failure. This system will
Figure 7-34. Sync Light rapidly feather the affected propeller by
opening a solenoid valve on the overspeed
from monopoles on each propeller overspeed governor and will dump propeller control
governor. These signals represent propeller oil. The counterweights and springs will
rpm. The pulse rate difference of the signals rapidly feather the propeller.
is corrected to a command signal, which is
transmitted to an actuator on the right engine
primary governor housing. The actuator, in Control
turn, trims the right propeller governor to Autofeather is controlled by a single switch
match its rpm to the left (master) propeller. (Figure 7-35) for both propellers. The switch
This adjustment does not affect the position is marked ARM, OFF, and TEST.
of the propeller control lever. When turned off,
the stepping motor or actuator will run to a neu-
tral position. Arming
Turning the switch to the ARM position ap-
plies power to a microswitch in each power
PROPELLER lever quadrant. The switches will close when
the power levers are advanced to a position that
FEATHERING should produce approximately 90% N 1 rpm.
LEFT NC
POWER
LEVER
SWITCH
DUMP
VALVE
C/B ARM
L AUTOFEATHER
AUTOFEATHER AUTOFEATHER
OFF LIGHTS
TEST
R AUTOFEATHER
NC
RIGHT
POWER
LEVER
SWITCH
* CLOSED AT DUMP
HIGH N1 VALVE
400
TORQUE 200
SWITCH
ARMING TORQUE
RELAY SWITCH
LEFT NC
POWER
LEVER
SWITCH
DUMP
VALVE
C/B ARM
L AUTOFEATHER
NC
RIGHT
POWER
LEVER
SWITCH
* CLOSED AT DUMP
HIGH N1 VALVE
400
TORQUE 200
SWITCH
TORQUE
SWITCH
Figure 7-38. Autofeather Test Schematic (Left Power Lever Below 200 ft-lb;
Right Power Lever Above 400 ft-lb)
UNFEATHERING LIMITATIONS
With the prop levers set full forward, pro- (POWERPLANT)
peller unfeathering occurs automatically with
oil pressure as the engine is started and the
blade angle will decrease to the datum set by GENERAL
the Beta/reverse mechanism (approximately The limitations contained in Section II of the
18°). As there are no unfeathering pumps in- Pilot’s Operating Handbook and FAA-ap-
stalled in the King Air 200, the engine must proved Flight Manual must be observed in
be operating to unfeather the propeller. the operation of the Super King Air.
FOOTNOTES:
1. Torque limit applies within range of 1,600-2,000 propeller rpm (N 2 ). Below 1,600 propeller rpm torque is limited to 1,100 ft-lbs.
2. When gas generator speeds are above 27,000 rpm (72% N 1 ) and oil temperatures are between 60°C and 71°C, normal oil pres-
sures are: 105 to 135 psi below 21,000 feet; 85 to 135 psi at 21,000 feet and above.
During extremely cold starts, oil pressure may reach 200 psi. Oil pressure between 60 and 85 psi is undesirable; it should be tolerated only for
the completion of the flight, and then only at a reduced power setting not exceeding 1,100 ft-lbs torque. Oil pressure below 60 psi is unsafe; it
requires that either the engine be shut down, or that a landing be made at the nearest suitable airport, using the minimum power required to
sustain flight. Fluctuations of ± 10 psi are acceptable.
3. A minimum oil temperature of 55°C is recommended for fuel heater operation at takeoff power.
4. Oil temperature limits are -40°C and 99°C. However, temperatures of up to 104°C are permitted for a maximum time of 10 minutes.
6. High ITT at ground idle may be corrected by reducing accessory load or increasing N 1 rpm.
7. At approximately 70% N 1 .
13. 1,100 rpm for McCauley Propeller, 1,180 rpm for Hartzell Propeller.
INTERSTAGE TURBINE
TEMPERATURE (ITT) * --- --- 400°C to 800°C 800°C
TORQUEMETER --- --- 0 to 2,230 ft-lb 2,230 ft-lb
PROPELLER
TACHOMETER (N2) --- --- *** 2,000 rpm
GAS GENERATOR
TACHOMETER (N1) --- --- 61 to 101.5% 101.5%
OIL TEMPERATURE --- --- 0°C to 99°C 99°C
OIL PRESSURE ** 60 psi 60 to 100 psi 85 psi to 135 psi 135 psi
INTERSTAGE TURBINE
TEMPERATURE (ITT) * --- --- 400°C to 800°C 800°C
TORQUEMETER --- --- 400 ft-lb to 2,230 ft-lb 2,230 ft-lb
PROPELLER
TACHOMETER (N2) --- --- 1,600 rpm to 2,000 rpm 2,000 rpm
GAS GENERATOR
TACHOMETER (N1) --- --- --- 101.5%
OIL TEMPERATURE --- --- 10°C to 99°C 99°C
OIL PRESSURE ** 60 psi --- 100 psi to 135 psi 200 psi
PT6A-41 ENGINE
RED LINE YELLOW ARC GREEN ARC RED LINE
INSTRUMENT MINIMUM CAUTION NORMAL MAXIMUM
LIMIT RANGE OPERATING LIMIT
INTERSTAGE TURBINE
TEMPERATURE (ITT) * --- --- 400°C to 750°C 750°C
TORQUEMETER --- --- 400 to 2,230 ft-lb 2,230 ft-lb
TABLES
Table Title Page
8-1 Temperature vs. Pressure Data ................................................................................. 8-6
FIRE
WARN
FIRE PULL
INTRODUCTION
The two engines each have independently operating fire-detection systems. A temper-
ature-sensing cable or three flame detectors per engine (operating through an amplifier)
turn on the appropriate warning light. Separate fire-extinguishing systems are available
as an option. Crew activation is required to release the extinguishing chemical agent into
the nacelle with the fire.
FIRE DETECTION
GENERAL
On BB-1439, BB-1444 and after, the system Prior to BB-1444 except BB-1439, three pho-
consists of a temperature-sensing cable for toconductive detectors per engine each feed
each engine; two red warning annunciators, L one control amplifier to activate the appro-
ENG FIRE and R ENG FIRE; a test switch on priate annunciator. The left amplifier controls
the copilot’s left subpanel and a circuit breaker a red warning light labeled FIRE L ENG; the
labeled FIRE DET on the right side panel (No. right amplifier controls a red warning light la-
1 dual fed bus) (Figure 8-1). beled FIRE R ENG (Figure 8-2). The detec-
MASTER MASTER
D OK D OK
MASTER MASTER
WARNING CAUTION CAUTION WARNING
PRESS TO RESET PRESS TO RESET PRESS TO RESET PRESS TO RESET
DETAIL A
L L
EXT DET
R R FIRE SENSOR
ELEMENT
OFF
TEST SWITCH
ENG FIRE SYS PRINTED
CIRCUIT
DETAIL B CARDS
(WITH FIRE
EXTINGUISHER)
A
L B
DET
R
C
OFF
TEST SWITCH
ENG FIRE SYS
DETAIL B
(WITHOUT FIRE FIRE SENSOR
EXTINGUISHER) ELEMENT
SENSOR RESPONDER
SIMPLIFIED CIRCUIT RESPONDER ALARM
SWITCH (N.O.)
A
28 VDC SENSOR ELEMENT
SENSOR ELEMENT
TEST SWITCH SENSOR
B RESPONDER
C
ISOLATOR
D
INTEGRITY SWITCH
N.C. — HELD CLOSED BY
LEFT OR RIGHT NORMAL SENSOR PRESSURE
ENGINE FIRE
DETAIL C
Figure 8-1. Fire Detection System—BB-1439, 1444 and After
TO
BRT
TEST
MASTER MASTER
D OK D OK
MASTER MASTER
WARNING CAUTION CAUTION WARNING
PRESS TO RESET PRESS TO RESET PRESS TO RESET PRESS TO RESET
MASTER MASTER
D OK D OK
MASTER MASTER
WARNING CAUTION CAUTION WARNING
PRESS TO RESET PRESS TO RESET PRESS TO RESET PRESS TO RESET
DETAIL A
FIRE DETECTORS
CONTROL
L 3 AMPLIFIERS
EXT
R
2
FIRE DETECTORS
DET
1
OFF
TEST SWITCH
ENG FIRE SYS
DETAIL B
(WITH FIRE
EXTINGUISHER)
MASTER MASTER
D OK D OK
MASTER MASTER
WARNING CAUTION CAUTION WARNING
PRESS TO RESET PRESS TO RESET PRESS TO RESET PRESS TO RESET
DETAIL A
C
B C
L MONITOR
MODULE
R MONITOR
MODULE
FIRE EXTINGUISHER
SUPPLY CYLINDER
L L
EXT DET
R R
EXPLOSIVE
SQUIB
OFF
TEST SWITCH
ENG FIRE SYS
DETAIL B PRESSURE
GAGE
(WITH FIRE
EXTINGUISHER)
DETAIL C
Figure 8-3. Fire-Extinguishing System
TEMPERATURES -40°/-40° -29°/-20° -18°/0° -6°/20° 4°/40° 16°/60° 27°/80° 38°/100° 48°/120°
°C/°F
PSI MINIMUM 190 220 250 290 340 390 455 525 605
to to to to to to to to to
PSI MAXIMUM 240 275 315 365 420 480 550 635 730
NOTE: PRESSURES ARE EXTRACTED FROM THE BEST AVAILABLE INFORMATION AND SHOULD ONLY BE USED AS A GUIDE.
Each engine has its own self-contained extin- For BB-1439, 1444 and subsequent, when the
guishing system, which can be used only once switch is placed in the DET L or DET R po-
between recharging. This system cannot be used sition, the illumination of the corresponding
to extinguish a fire in the opposite engine. ENG FIRE light assures the integrity of the
cable and continuity of the electrical wiring.
PORTABLE FIRE
EXTINGUISHERS
There are two portable fire extinguishers in-
side the airplane. One is in the cabin, the other
is in the cockpit. One is normally installed on
the floor on the left side of the airplane for-
ward of the airstair entrance door, just aft of
the rearmost seat; the other is underneath the
copilot’s seat (Figure 8-5).
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
The Super King Air utilizes an engine bleed-air pneumatic system to provide bleed air
for the door system (door seal line), the ice protection systems (surface deice), the
bleed-air warning system, the rudder boost, the hourmeter, and the brake deice system.
Also, pneumatic air that is exhausted overboard via a venturi creates a negative pres-
sure that is used by the vacuum system.
GENERAL
SYSTEM DESCRIPTION AND
LOCATION
Pneumatic and Vacuum
Systems
High-pressure bleed air regulated to 18 psi, and the vacuum source (Figure 9-1). Vacuum
supplies pressure for the surface deice system for the flight instruments, pressurization con-
LEFT VACUUM
SQUAT REGULATOR
SWITCH GYRO
AIRSTAIR INSTRUMENTS
DOOR SEAL 4 PSI
LINE REGULATOR PRESSURATION
CONTROLLER,
CLOSED ON OUTFLOW AND GYRO
GROUND SAFETY VALVES SUCTION
(NO) (IN COCKPIT)
15 PSI LEFT
REGULATOR NC
RUDDER L SERVO
BOOST VALVE
SYSTEM R SERVO
RIGHT
NC
PNEUMATIC
AIR VALVE
(NO) CHECK VALVE CHECK VALVE
LEFT RIGHT
P AIR P AIR
P SWITCH PNEUMATIC
AIR VALVE
60 PSID (NO)
RUDDER BOOST RUDDER BOOST
AMBIENT AMBIENT
BLEED-AIR
AIR AIR
WARNING
SWITCHES
FLOW CONTROL
VALVE
FIREWALL
FIREWALL
LH N.O. PNEUMATIC RH N.O. PNEUMATIC
AIR VALVE AIR INLET AIR INLET AIR VALVE
AIR-TO-AIR
PLUGS HEAT EXHCHANGER PLUG
BLEED-AIR BLEED-AIR
BYPASS VALVE BYPASS VALVE
REAR SPAR
MANIFOLD
LEGEND (18 PSI REGULATOR)
UNREGULATED PNEUMATIC BLEED AIR
REGULATED PNEUMATIC BLEED AIR
BLEED AIR WARNING LINE
ENVIRONMENTAL BLEED AIR
VACUUM
EJECTOR
AIR SOURCE—LH
BLEED AIR WARNING
LH ENGINE
BLEED AIR INLET
AIR SOURCE—RH
BLEED AIR WARNING
MANIFOLD RH ENGINE
BLEED AIR
PRESSURE REGULATOR
INLET
NOTE
The bleed-air warning annunciator
will not extinguish after closing the
bleed-air valves. When the bleed-air
control switch is in the OPEN posi-
tion, it requires DC power to open the
flow control unit shutoff valve. When
the switch is in the INST & ENVIR
OFF position, it requires DC power
to close the pneumatic instrument
air valve. Both positions receive their
power from the bleed-air control CB.
OPEN
BLEED AIR VALVES LH FLOW
OPEN NC CONTROL
L BL AIR OFF
ENVIRO SHUTOFF
ENVIR
OFF OFF
LH
INSTR & ENVIR OFF PNEUMATIC AND PNEUMATIC
NO BLEED AIR
ENVIRO OFF
SHUTOFF
NC CONTROL
R BL AIR OFF SHUTOFF
ENVIR ENVIRO
OFF OFF
RH
INSTR & ENVIR OFF PNEUMATIC
PNEUMATIC AND NO
ENVIRO OFF BLEED AIR
SHUTOFF
CABIN RH GEAR SAFETY SWITCH
DUAL PRESS TEST UP RAM AIR
FED DUMP
BUS NO. 1 NO DOOR
PRESS DN SOLENOID
P
R DUMP
E TIME
S 6-8 SEC DELAY CABIN
S PCB NO PRESET
SOLENOID
TEST
RH AMBIENT
AIR SHUTOFF CABIN
NO PRESSURE
VALVE NC
CABIN AIR TEMP UP SAFETY
DUAL VALVE
FED
BUS NO. 2 5A LH AMBIENT
LH GEAR
SAFETY
DN NO AIR SHUTOFF DOOR
VALVE NO SEAL
SWITCH
SOLENOID
0
seal (Figure 9-9) after the airplane lifts off. 100
Bleed air is tapped off the manifold down- HOURS 1/10
LIMITATIONS
The pneumatic system limitations are as follows:
2. Where does the negative pressure for the 6. What lights illuminate when there is a
vacuum system originate? failure in the pneumatic system?
A. 18 psi regulator A. Either L BL AIR FAIL or R BL AIR
B. Pneumatic bleed-air venturi FAIL only
C. Refrigerant compressor B. Either L BL AIR FAIL or R BL AIR
D. Safety/dump valve FAIL or both
C. BLEED AIR FAIL
D. R FAIL or L FAIL
3. Approximately what temperature will
cause the plastic pneumatic tubing of the
bleed-air warning system to fail? 7. What is the maximum operating pressure
A. 306°F limit of the pneumatic system?
B. 406°F A. 12-20 psi
C. 260°F B. 18 psi
D. 204°F C. 6 psi
D. 20 psi
4. A bleed-air leak could result in a
decrease in “__________” and an in- 8. From sea level to 15,000 feet MSL, what
crease in “__________” is the normal vacuum range of the vacuum
A. Engine torque, N 1 system?
B. Engine rpm, ITT A. 3.0-4.3 in. Hg
C. Engine temperature, N 1 B. 3.0-4.3 psi
D. Engine torque, ITT C. 4.3-5.9 in. Hg
D. 4.3-5.9 psi
INTRODUCTION
Ice, rain, and fogging can adversely affect a flight. Several systems have been included
on the Super King Air to protect those surfaces susceptible to the effects of weather.
Three sources of energy are used to prevent or to break up ice formations on the airplane’s
surfaces: engine bleed-air (pneumatics), electrical power, and engine exhaust.
GENERAL
Surfaces kept ice-free by engine bleed-air Surfaces kept ice- and/or water-free by elec-
(pneumatics) are: trical energy are:
• Wing and horizontal stabilizer leading • Propellers
edge surfaces (inflatable boots) • Both pitot tubes
• Brakes • The stall warning vane
• Both windshield panes
• Fuel vents
WINDSHIELD WIPERS
OFF
PARK SLOW DO NOT OPERATE
ON DRY GLASS
OVERHEAD
FLOOD
LIGHTS
INSTRUMENT
INDIRECT
LIGHTS
WINDSHIELD WIPERS
BRT OFF BRT OFF
OFF
PARK SLOW
FAST FAST
MASTER
PANEL OVERHEAD
LIGHTS PILOT ENGINE AVIONICS SUB PANEL SIDE COPILOT GYRO COPILOT
ON FLIGHT INSTRUMENT PANEL & CONSOLE PANEL INSTRUMENT FLIGHT
LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS
BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF
OPERATION LIMITATIONS
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
OFF
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 AND IN ICING CONDITIONS
CAUTION
ST EE
FO R 0
330
3 N 33
300
30
0
27
COMPASS CORRECTION
0 CALIBRATE WITH
0
6
90 RADIO ON 24
0
120 21
150 180
COLLINS
PUL
L
IN
OFF OFF
LEFT RIGHT OFF
ICE PROTECTION
ACTUATOR WSHLD ANTI-ICE PROP
STANDBY NORMAL AUTO MANUAL FUEL VENT
O
F
F 10 20
MAIN HI
PILOT COPILOT OFF LEFT RIGHT
SURFACE 0 PROP AMPS 30
BRAKE DEICE STALL
DEICE SINGLE WARN PITOT
O
F
F
OFF
PARKING BRAKE
20 15
ENGINE ANTI-ICE
10 20
LEFT RIGHT
ON
0 PROP AMPS 30
OFF
ACTUATOR
STANDBY
MAIN
ICE PROTECTION
WSHLD ANTI-ICE PROP
NORMAL AUTO MANUAL FUEL VENT
O
F
F
HI
PILOT COPILOT OFF LEFT RIGHT
SURFACE
BRAKE DEICE STALL LANDING
DEICE SINGLE WARN PITOT GEAR
O
F 2
F
WINDSHIELD WIPERS
OFF
BRT
FLOOD
LIGHTS
OFF BRT
INDIRECT
LIGHTS
OFF
PARK SLOW
PARK SLOW
FAST
MASTER
PANEL OVERHEAD
LIGHTS PILOT ENGINE AVIONICS SUB PANEL SIDE COPILOT GYRO COPILOT
FLIGHT INSTRUMENT PANEL & CONSOLE PANEL INSTRUMENT FLIGHT
FAST
ON
LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS
BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF
% LOAD
40 60
20 80
0 100 OPERATION LIMITATIONS
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
OFF
THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS
10 20 NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED
PUSH THIS AIRPLANE APPROVED FOR VFR, IFR, & DAY & NIGHT OPERATION AND IN ICING CONDITIONS
0 DC VOLTS 30 CAUTION
FOR VOLTS
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONING IS ON
330
3 N 33
300
30
0
27
COMPASS CORRECTION
0 CALIBRATE WITH
0
6
90 RADIO ON 24
0
120 21
150 180
COLLINS
PUL
L
IN
OFF
LEFT RIGHT OFF
ACTUATOR
STANDBY
MAIN
OFF
PARKING BRAKE
10 20
ICE PROTECTION
WSHLD ANTI-ICE PROP
ICE VANE NORMAL AUTO INNER FUEL VENT 0 PROP AMPS 30
EXTEND O
F
F
HI
RETRACT PILOT COPILOT OFF OUTER LEFT RIGHT
LEFT RIGHT
DEICE
AUTOFEATHER BRAKE CYCLE STALL
ARM SINGLE WARN PITOT
O
OFF F
F
This switch is spring-loaded to the center OFF Each engine supplies a common bleed-air
position. When approximately one-half to one manifold. To ensure the operation of the sys-
inch of ice has accumulated, the switch should tem if one engine is inoperative, a check valve
VACUUM REGULATOR
ENGINE P3 ENGINE P3
BLEED AIR BLEED AIR
SOURCE SOURCE
BRAKE DEICE
VALVE BRAKE DEICE
VALVE
ICE PROTECTION
WSHLD ANTI-ICE PROP
NORMAL AUTO MANUAL FUEL VENT PNEUMATIC
O
F
CONTROL
F ASSEMBLY
HI
PILOT COPILOT OFF OFF LEFT RIGHT
BRAKE
SURFACE
DEICE STALL
LEGEND
DEICE SINGLE WARN PITOT
O
PRESSURE
F
F
DEICE BOOT VACUUM
MANUAL LEFT RIGHT
OFF
PRESSURE OR VACUUM
Figure 10-4. Wing and Horizontal Stabilizer Deice Boots System Control
PNEUMATIC
PRESSURE
18 PSI
PNEU PRESSURE PNEU
LEFT REGULATOR RIGHT
P3 P3
AIR AIR
FOR TRAINING PURPOSES ONLY
N.C. N.C.
BRAKE DEICE
N.C. VALVES
BRAKE
DEICE C/B
10
LEFT MIN RIGHT
BRAKE BRAKE
DEICE BRAKE DEICE DEICE
MANIFOLD TIMER PCB MANIFOLD
10-7
OVERTEMP
SENSOR OVERTEMP
SENSOR
95° TO 105°
CB TEMPERATURE TEMPERATURE CB
CONTROLLER CONTROLLER
CB CB
ICE PROTECTION
WSHLD ANTI-ICE PROP
NORMAL AUTO MANUAL FUEL VENT
O
F
F
HI
PILOT COPILOT OFF LEFT RIGHT
SURFACE
BRAKE DEICE STALL
DEICE SINGLE WARN PITOT
O
F
F
ICE PROTECTION
WSHLD ANTI-ICE PROP
NORMAL AUTO INNER FUEL VENT
O COLLINS
F
F
HI
PILOT COPILOT OFF OUTER LEFT RIGHT
DEICE
BRAKE CYCLE STALL
DEICE SINGLE WARN PITOT
O
F
F
ICE PROTECTION
WSHLD ANTI-ICE PROP
NORMAL
O
AUTO MANUAL FUEL VENT
10 20 10 20
F
F
PILOT
HI
COPILOT OFF LEFT RIGHT 0 PROP AMPS 30 0 PROP AMPS 30
DEICE
BRAKE CYCLE STALL
DEICE SINGLE WARN PITOT
O
F
F
HEAT CONTROLS
20 1CABIN CLIMB4 40
PSI
0
5
FLAPS TAKEOFF
AND
.5 THDS FT PER MIN
35 1
7
APPROACH
0 6 30 6 3
2
60 .5 5 4 10
4 25
DOWN
80 1 2 20 15
ENG AUTO
IGNITION
ARM
OFF
LEFT RIGHT
ICE PROTECTION
ACTUATOR WSHLD ANTI-ICE PROP
STANDBY NORMAL AUTO MANUAL FUEL VENT
O
F
F
MAIN HI
PILOT COPILOT OFF LEFT RIGHT
PULL PULL
AUTOFEATHER PROP GOV ON ON DEICE
TEST BRAKE CYCLE STALL
ARM DEICE SINGLE WARN PITOT LANDING
GEAR
O
OFF F 2
F
OFF
Figure 10-11. Powerplant Intake Ice Protection (BB-1439, 1444 and Subsequent)
20 1CABIN CLIMB4 40
PSI
0
5
FLAPS TAKEOFF
AND
.5 THDS FT PER MIN
35 1
7
APPROACH
0 6 30 6 3
2
60 .5 5 4 10
4 25
DOWN
80 1 2 20 15
ARM
LEFT
OFF
RIGHT
ICE VANE
CONTROLS
ICE VANE LIGHTS
LANDING TAXI ICE NAV RECOG
EXTEND
O
F
F
ICE VANE
MANUAL DEICE MANUAL LEFT RIGHT
OFF LEFT RIGHT OFF
ENG ENG
PULL
OFF
MECHANICAL BACKUP
T-HANDLES
Figure 10-12. Powerplant Intake Ice Protection (Prior to BB-1444, Except BB-1439)
Figure 10-13. Engine Intake Inertial Vane Positions and Bypass Door
WINDSHIELD WIPERS
DO NOT OPERATE
ON DRY GLASS
OVERHEAD
FLOOD
INSTRUMENT
INDIRECT
FAST WINDSHIELD WIPERS
LIGHTS LIGHTS
BRT OFF BRT OFF
OFF
FAST
MASTER
OVERHEAD
CAUTION
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONING IS ON
It provides the wiper mechanism with two Beechcraft Beechcraft Beechcraft Beechcraft
330
3 N 33
300
30
0
27
COMPASS CORRECTION
0 CALIBRATE WITH
0
6
90 RADIO ON 24
0
120 21
required. The wipers must not be operated on Figure 10-14. Windshield Wiper Control
a dry windshield.
In flight, the boots should be cycled once Prior to BB-1444, except 1439, once the ice
every time the ice accumulation is approxi- vanes have been actuated manually, do not at-
mately one-half to one inch thick. tempt to retract or extend them electrically
until they have been reset, as this may cause
Should either engine fail in flight, there is suf- damage to the system.
ficient air for the entire deice operation (ex-
cept for the hot brake operation). Should the During flight in icing conditions, fuel vent
automatic cycling of the boots fail, the MAN- heat, pitot heat, prop deice, windshield heat,
UAL position should be used for inflation. and stall warning heat should all be on.
While in flight, the engine ice vanes must be The wing ice lights should be used as re-
extended and the appropriate annunciator quired in night flight to check for wing ice
lights monitored: accumulation.
• 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.
CAUTION
Windshield wipers may be damaged
if used on a cracked outer panel.
2. If wing and horizontal stabilizer boots 6. If there is a loss of electrical power to the
were inflated with only a thin coating of timer of wing and horizontal stabilizer
ice on them: boots while they are inflated:
A. T h e s y s t e m w o u l d w o r k m o s t A. The boots will neither inflate nor
efficiently. deflate.
B. The ice would only crack and may B. The boots will stay inflated.
not break loose. C. T h e b o o t s w i l l c o l l a p s e u n d e r
C. The ice would only begin to melt and vacuum.
then refreeze. D. The boots deflate very slowly.
D. The cracking ice might rupture the
boot.
7. If the BRAKE DEICE switch in the
anti-ice group is selected to the ON
3. When the deice boots are automatically position, and the lower annunciator
cycled, the timer sequence is as follows: panel light BRAKE DEICE ON is illu-
A. Wi n g s a n d h o r i z o n t a l s t a b i l i z e r minated, the:
simultaneously, 10 seconds. A. B r a k e m a n i f o l d s a r e m o s t l i k e l y
B. Inboard boots on wings, six seconds receiving hot bleed air.
outboard and horizontal stabilizer, B. B r a k e m a n i f o l d s a r e d e f i n i t e l y
four seconds. receiving hot bleed air.
C. Wings and tail, six seconds expanded, C. Brake manifolds are at operating
four seconds contracted. temperature.
D. Wing, six seconds; horizontal stabi- D. Brake manifolds are receiving an
lizers, four seconds. adequate supply of bleed air.
4. If the boots are held inflated too long 8. After the wheels have retracted into the
they: wheel wells:
A. May form the foundation for a new A. Brake deice cannot be running at all.
unremovable layer of ice. B. Brake deice cannot run more than 10
B. May overheat and deform. minutes without extending gear again.
C. May develop a puncture. C. Brake deice cannot run unless it was
D. Add dangerous drag. first turned on prior to retraction.
D. Brake deice heat is inoperable be-
cause it may eventually cause a fire.
19. Just prior to brake release with the OAT 23. Prior to BB-1444, except 1439, the man-
+5°C or less and visible moisture encoun- ual control of the ice vanes:
tered, what action should the pilot take? A. May be used interchangeably with the
A. The inertial separator ice vanes should electromechanical controls.
be extended immediately. B. Must be used exclusively throughout
B. The inertial separator ice vanes should the flight after manual control has
be extended just after liftoff is been used once.
achieved. C. Cannot be used unless there has been
C. The inertial separator ice vanes should a failure of the electromechanical
be extended only after 500 feet is system.
reached. D. Is entirely independent of the elec-
D. The inertial separate ice vane should tromechanical system.
be extended only after maximum en-
gine takeoff power has been achieved.
INTRODUCTION
The Super King Air’s air-conditioning system (Figures 11-1 and 11-2) provides the
crew and passengers with cooling, heating and unpressurized ventilation. In addition to
the heating afforded by the air-conditioning system, electric heat (radiant heat prior to
BB-1444, except 1439) is available as an option. The air-conditioning system may be
operated in the heating mode and the cooling mode either under automatic mode con-
trol or manual mode control.
CEILING OUTLET
DOOR (COOLED AIR TO
FLOOR OUTLET FLOOR OUTLETS)
LEGEND FLOOR
OUTLET
HOT ENGINE BLEED AIR
SIDE
ENVIRONMENTAL BLEED AIR VIEW DETAIL A
FWD DOOR
RECIRCULATED CABIN AIR
(AIR CONDITIONED WHEN TO AFT FLOOR
EVAPORATOR IS ON) FLOOR DUCT OUTLETS
TO CEILING
AMBIENT AIR CEILING OUTLETS
OUTLET
PRESSURE VESSEL
AIR-CONDITIONED AIR
FROM AFT EVAPORATOR
AFT PRESSURE
BULKHEAD SAFETY/DUMP VALVE
* NOTE
FORWARD AND AFT HEATER
FOR BB-1439, 1444 AND AFTER
NORMAL OUTFLOW VALVE
Figure 11-1. Super King Air Air-Conditioning System, BB-1180 and After
(With Aft Evaporator)
CEILING OUTLET
DOOR (COOLED AIR TO
FLOOR OUTLETS)
FLOOR OUTLET
LEGEND FLOOR
OUTLET
HOT ENGINE BLEED AIR
SIDE
ENVIRONMENTAL BLEED AIR VIEW DETAIL A
FWD DOOR
RECIRCULATED CABIN AIR
(AIR CONDITIONED WHEN TO AFT FLOOR
EVAPORATOR IS ON) FLOOR DUCT OUTLETS
TO CEILING
AMBIENT AIR CEILING OUTLETS
OUTLET
PRESSURE VESSEL
AIR-CONDITIONED AIR
FROM AFT EVAPORATOR
AFT PRESSURE
BULKHEAD SAFETY/DUMP VALVE
Figure 11-2. Super King Air Air-Conditioning System Prior to BB-1180 (With Aft Evaporator)
RECEIVER-
DRYER AND
SIGHT GAGE
NOTE
On the Super King Air 200, prior to BB
310 and all cargo door airplanes, a
lever on each floor outlet register (ex-
cept the forward facing register in the
baggage compartment) can be moved
vertically to regulate the airflow. On Figure 11-6. Receiver-Dryer Sight Gage
BB 310, 343 and all subsequent pas-
senger door models, this feature has An optional aft evaporator and blower is
been deleted. A vane-axial blower in available for additional cooling. It is located
the nose section draws ambient air below the center aisle cabin floor behind the
through the condenser to cool the re- rear spar. The additional unit increases the
frigerant gas when the cooling mode airplane’s cooling capacity from 18,000 Btu
is operating. On Serial Nos. BB-345 (with the forward evaporator only) to 32,000
and subsequent and BL-1 and subse- Btu. Refrigerant flows through the aft evap-
quent (and any earlier serials that have orator any time it flows through the forward
complied with Beechcraft Service evaporator; however, the additional cooling
Instructions No. 0968 by the instal- is provided only when the aft blower is op-
lation of Kit Number 101-5035-1 S or erating, recirculating cabin air through the
101-5035-3 S), this blower shuts off aft evaporator, and routing it to the aft floor
when the gear is retracted. and ceiling outlets.
The receiver-dryer and sight gage (glass) are
located high in the condenser compartment.
ENVIRONMENTAL OFF
LIGHTS
MANUAL VENT INCR MAIN AUTO
LANDING TAXI ICE NAV TEMP BLOWER HEAT
INCR HIGH
LO
PILOT DEFROST DECR AUTO MAIN
AIR AIR LEFT RIGHT OFF COOL CABIN COPILOT
AIR AIR
ICE PROTECTION
WSHLD ANTI-ICE PROP CABIN TEMP MODE
NORMAL AUTO MANUAL BLEED AIR VALVES
OPEN
O RIGHT CABIN TEMP
F
F
ENVR
HI OFF
PILOT COPILOT OFF LEFT
PULL PULL L L
SURFACE INSTR & ENVIR OFF PULL PULL
ON ON EXT DET
BRAKE DEICE STALL DECR ON
DEICE SINGLE WARN PITOT AFT R R
BLOWER ELEC
ON HEAT
O
ICE F
EMERGENCY F OFF
EXTENSION TEST SWITCH
LEFT MANUAL LEFT RIGHT ENG FIRE SYS
OFF
ENG OFF
OFF OFF
OFF
PILOT AIR KNOB DEFROST AIR KNOB CABIN AIR KNOB COPILOT AIR KNOB
AUTO TEMP
MANUAL CONTROLLER TO CABIN
COOL COOL
AIR TO AIR
HEAT
EXCHANGER
RH BYPASS
TEMP VALVE MOTOR
SENSORS
DUCT
CABIN
SELECTOR RIGHT ENGINE
BLEED AIR
AIR CONDITIONER
LH BYPASS
VALVE MOTOR
SWITCH
2. How much of the recirculated air passes 7. What is the source of fresh air during un-
through the ceiling outlet ducts? pressurized flight with the PRESS switch
A. 75% in the DUMP position?
B. 50% A. Ram air
C. 25% B. Ram air, bleed-air heating system
D. 60% C. Refrigerant air, ram air
D. Refrigerant air, bleed-air heating
system
3. How is the airstream adjusted on the “eye-
ball” outlets?
A. By twisting the nozzle 8. Prior to BB-1444, except 1439 when
should the radiant heating system be used?
B. By pushing in the nozzle
C. By moving a sliding lever A. With the manual temperature control
mode
D. B y p o s i t i o n i n g V E N T B L O W E R
switch to LO B. When the automatic temperature con-
trol mode is used
C. Only when airborne
4. What is the airplane’s cooling capacity D. Whenever the aft blower is off
with the aft evaporator, without the aft
evaporator?
A. 1,800 BTU, 18,000 BTU 9. What adjustment is made if the cockpit
temperature is too hot when the plane is
B. 3,200 BTU, 32,000 BTU
being heated?
C. 1,800 BTU, 9,000 BTU
A. PILOT AIR, COPILOT AIR, DE-
D. 32,000 BTU, 18,000 BTU
FROST AIR, and CABIN AIR knobs
fully pushed in or as required
5. What control is adjusted if the bleed-air B. PILOT AIR, COPILOT AIR, and DE-
mixture is too warm for the crew? FROST AIR knobs fully pulled out
A. CREW AIR knob C. Cockpit overhead “eyeball” outlets
B. CABIN AIR knob closed
C. VENT BLOWER switch D. CABIN AIR knob pushed in at small
increments
D. PILOT AIR or COPILOT AIR knob
TABLES
Table Title Page
12-1 Pressurization Controller Setting for Landing ....................................................... 12-9
INTRODUCTION
On Super King Air 200s, BB-2 through BB-194, the pressurization system is designed
to provide a normal working pressure differential of 6.0 ± 0.1 psi, which provides cabin
pressure altitudes of approximately 3,900 feet at an altitude of 20,000 feet, 9,900 feet
at 31,000 feet, and 11,700 feet at 35,000 feet. The normal working pressure differential
for Super King Air 200s, Serial Nos. BB-195 up to the B200, is 6.1 psi.
On Super King Air B200 airplanes, the pressurization system is designed to provide a
normal working pressure differential of 6.5 ± 0.1 psi, which provides cabin pressure al-
titudes of approximately 2,800 feet at 20,000 feet, 8,600 feet at 31,000 feet, and 10,400
feet at 35,000 feet.
GENERAL
Pressurization is regulated through a pres- nents are mounted near the throttle quad-
surization controller, monitored by a cabin rant. Additional components are a vacuum
altimeter/psid indicator, and a rate-of-climb line drain and the outflow and safety valves
indicator. Pressurization can be dumped by (Figure 12-1).
a CABIN PRESSure switch. These compo-
OUT-
FLOW
VALVE
MOISTURE
ACCUMULATION
FLOW CONTROL DRAIN
PRESSURE
CABIN PRESET
SOLENOID STATIC
FILTER NO LG
SAFETY
SWITCH
SAFETY
VALVE
CONTROL SWITCH
CABIN PRESSURE
DUMP SOLENOID
RESTRICTOR NC
LEGEND
CABIN AIR
VACUUM SOURCE
STATIC AIR
CONTROL PRESSURE
INTERNAL PRESSURE
AMBIENT TO DUCT
FLOW AIR DISTRIBUTION
TRANSDUCER EJECTOR SYSTEM
(MASS FLOW SENSOR)
PNEUMOSTAT
(PNEUMATIC
PRESSURE THERMOSTAT)
REGULATOR
TO LH L.G.
BYPASS SAFETY
VALVE AMBIENT SWITCH
SENSE
ANEROID
N.O.
SOLENOID VALVE
TO BYPASS
CABIN VALVE
N.C. EJECTOR
SOLENOID FLOW
AIR TO CONTROL
AIR HEAT ACTUATOR
EXCHANGER
N.O.
TO OPEN
AMBIENT
FLOW
EJECTOR CHECK
VALVE
BLEED
AIR FLOW
Figure 12-3. Pneumatic Flow Control Unit (Prior to BB-1180, Prior to BL-71)
TO CONTROLLER
CONNECTION
PLUG
UPPER
(CONTROL)
DIAPHRAGM
NEGATIVE
RELIEF
DIAPHRAGM
REAR
PRESSURE
STATIC AIR
BULKHEAD
SCHRADER
VALVE MAXIMUM
DIFFERENTIAL
DIAPHRAGM
CABIN
AIR
UPPER DIAPHRAGM
NEGATIVE RELIEF
DIAPHRAGM
REAR
STATIC AIR PRESSURE
BULKHEAD
Prior to takeoff, the cabin altitude selector knob DESCENT AND LANDING
is adjusted until the ACFT ALT (inner) scale
on the indicator dial reads an altitude approx- OPERATION
imately 500 feet or 1,000 feet above the planned During descent and in preparation for land-
cruise pressure altitude. The RATE control ing, the cabin altitude selector is set to in-
knob is adjusted as desired. When the index dicate a cabin altitude of approximately 500
mark is set between the 9 o’clock and 12 o’clock feet above the landing field pressure alti-
positions, the most comfortable rate of climb tude (Table 12-1). Also, the RATE control
is maintained. The CABIN PRESSure switch knob is adjusted as required to provide a
is placed in the PRESSure position. comfortable cabin altitude rate of descent.
The airplane rate of descent is controlled so
IN-FLIGHT OPERATION the airplane altitude does not catch up with
the cabin pressure altitude until the cabin
As the airplane climbs, the cabin pressure alti- pressure altitude reaches the selected value
tude climbs at the selected rate of change until and stabilizes. As the airplane descends to
the cabin reaches the selected pressure altitude. and reaches the cabin pressure altitude, the
outflow valve remains open, keeping the
The system then maintains cabin pressure al- vessel depressurized. As the airplane con-
titude at the selected value. If the airplane tinues to descend below the preselected cabin
climbs to an altitude higher than the value in- pressure altitude, the cabin remains depres-
dexed on the ACFT ALT scale on the pressure surized and follows the airplane rate of de-
controller, the cabin-to-ambient pressure dif- scent to touchdown.
INTRODUCTION
The tricycle landing gear on the Super King Air 200 is actuated either by an electric motor
or an electrically-driven hydraulic pump. The gear is controlled with a landing gear con-
trol switch handle on the pilot’s right subpanel. On the electrically-actuated gear, motor
torque is mechanically transmitted for gear extension and retraction. On the hydraulic
gear, three hydraulic actuators provide motive power for gear operation.
Individual gear position lights provide gear position indication and two red lights in the
gear control handle. In addition, a warning horn sounds if all three gears are not down and
locked when flap position and/or power lever settings are in the landing configuration.
The hydraulic wheel brake system is pressurized by master cylinders actuated by the pilot’s
or copilot’s rudder pedals. Optional bleed-air deicing of the brakes is provided for cold
weather operation.
Nosewheel steering is mechanical, actuated by the rudder pedals. Braking and differ-
ential thrust can be used to supplement steering.
Operation
The upper end of the drag braces and two
points on the shock struts are attached to the
airplane structure. When the gear is extended,
DRAG
the drag braces are rigid components of the BRACE
gear assemblies.
PIVOT
SHIMMY
Airplane weight is borne by the air charge in the POINT
DAMPER
shock struts. At touchdown, the lower portion
of each strut is forced into the upper cylinder; ROLLER
(NOSEWHEEL
this moves fluid through an orifice, further com- DOOR)
pressing the air charge and thus absorbing land- TORQUE
KNEE
ing shock.
SHOCK
A torque knee connects the upper and lower STRUT
portions of the shock struts. It allows strut com-
pression 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 trans-
mits steering motion to the nosewheel, and Figure 14-1. Nose Gear Assembly
nosewheel shimmy motion to the shimmy
damper.
PIVOT
POINT
SHOCK
STRUT
BRAKE
ASSEMBLY
The landing gear is controlled by the LDG Figure 14-4. Main Gear Door (High
GEAR CONT switch handle on the pilot’s Flotation Gear)
right subpanel. Gear position is indicated by
P
ES TE
TEST S TO
P
R TE
P
LANDING ES
S TO
TE ES
S TO
GEAR
INDICATORS 5
WARN HORN
RED
LIGHT
CAP
SWITCH
HANDLE
DOWN GREEN
LOCK POSITION
RELEASE LDG GEAR CONTROL
LIGHTS
UP
DN DIM
DOWN
LOCK REL
HD LT R
P
ES TE
TEST S TO
DIM DIM
R
P
R TE
P
LANDING ES
S TO
TE ES
S TO
GEAR
WARN HORN
2
RELAY
SILENCE
DOWN
LOCK REL
HD LT R
WARNING SYSTEM
P
ES TE
TEST S TO
DIM DIM
R
The landing gear warning system consists of
P
R TE
P
LANDING ES
S TO
TE ES
S TO
Figure 14-7. Nose Gear Not Fully Extended Super King Air 200, BB-2
through BB-452
When the gear up cycle begins, the handle
will illuminate and the three green position With the flaps in the UP position and either or
lights go out. The handle remains illuminated both power levers retarded below a certain
until all gear are fully retracted, then goes out power level, the landing gear switch handle
(Figure 14-8). will illuminate. Also, the warning horn will
sound intermittently (on Serial Nos. BB-324
If any gear fails to retract completely, the red through BB-452, but only if the airspeed is
lights in the handle remain on (Figure 14-9). below 140 knots). The horn can be silenced by
pressing the WARN HORN SILENCE button
Pushing on the individual light or the light adjacent to the switch handle; the lights in the
housing tests the green position indicator lights. switch handle cannot be cancelled. The land-
Test the handle illumination lights by pressing ing gear warning system will be rearmed if the
the HDL LT TEST switch (Figure 14-9). power lever(s) are advanced sufficiently.
UP UP
DN DIM DN DIM
DOWN DOWN
LOCK REL LOCK REL HD LT
HD LT R R
P
P
ES TE ES TE
TEST S TO
TEST S TO
R R
P
P
R TE R TE
P
P
LANDING ES
S TO
TE ES
S TO LANDING ES
S TO
TE ES
S TO
GEAR GEAR
RELAY RELAY
SILENCE SILENCE
Figure 14-8. Normal Indications, Gear Up Figure 14-9. One or More Gear Not
Fully Retracted
A
GEAR BOX
CROSS-SHAFT
MOTO
OTO
OR
OR
LANDING GEAR
MANUAL EXTENSION SYSTEM
DETAIL A
RESERVOIR
UPLOCK PRESSURE
SWITCH
FROM
LEGEND HAND
PUMP
GEAR EXTEND PRESSURE
GEAR RETRACT PRESSURE
HAND PUMP PRESSURE
TO RETRACT SIDE
SUCTION OF SYSTEM
RETURN
SERVICE VALVE
OVERBOARD
BLEED AIR
VENT
ACCUMULATOR
CHECK
VALVE
FILL RESERVOIR
MAIN GEAR MAIN GEAR
ACTUATOR ACTUATOR
SERVICE
VALVE
POWER PACK
ASSEMBLY
BLEED AIR
REGULATOR
NOSE
GEAR
ACTUATOR HYDRAULIC
POWER
PACK
PLUMBING NETWORK
FROM POWER PACK
LH MAIN GEAR
HAND PUMP ACTUATOR
SHIMMY
PIVOT At takeoff, the lower portion of the strut ex-
POINT
DAMPER tends until an internal stop engages.
ROLLER A torque knee connects the upper and lower
(NOSEWHEEL
DOOR)
portion of the shock struts. It allows strut com-
TORQUE pression and extension but resists rotational
KNEE
forces, thereby keeping the wheels aligned
SHOCK with the longitudinal axis of the airplane. On
STRUT the nose gear assembly, the torque knee also
transmits steering motion to the nosewheel,
and nosewheel shimmy motion to the shimmy
damper.
INLET
PORT
BALL
LOCK
LOCK
COLLAR
ACTUATOR
DOWNLOCK
SWITCH
(UNLOCKED)
LOCK
SPRING
UNLOCKED
PISTON
INLET
PORT
BALL
LOCK
LOCK ACTUATOR
COLLAR DOWNLOCK
SWITCH
(LOCKED)
LOCK
SPRING
LOCKED
Figure 14-15. Internal Nose Gear Lock
CONTROLS
The LDG GEAR CONT switch handle on the
pilot’s right subpanel controls the landing
gear. Gear position is indicated by three green
gear position lights adjacent to the switch han-
dle, and two red lights to illuminate the han-
dle (Figure 14-19).
RED
LIGHT UP
CAP
GEAR TAIL
DOWN FLOOD
DN
DOWN NOSE
LOCK REL HD LT
L R
DOWN TEST
LOCK OFF
RELEASE
LANDING HYD FLUID
GEAR SENSOR
RELAY TEST
OFF
Landing gear position is indicated by an as-
sembly of three green lights in a single unit to LANDING
GEAR
HYD FLUID
SENSOR
the right of the LDG GEAR CONT switch
2
handle. Two red parallel-wired lights in the
handle illuminate to indicate that the gear is RELAY TEST
unlocked or in transit.
LIGHTS
BEACON STROBE
UP LDG GEAR CONTROL
GEAR TAIL
DOWN FLOOD
DN UP
DOWN NOSE
LOCK REL GEAR TAIL
HD LT DOWN
TEST L R FLOOD
DN
OFF DOWN NOSE
LOCK REL
HD LT
L R
LANDING HYD FLUID TEST
GEAR SENSOR
OFF
RELAY TEST
2
LIGHTS
UP Warning System
GEAR
DOWN
TAIL
FLOOD The landing gear warning system consists of
DOWN
DN
NOSE
the red lights that illuminate the LDG GEAR
LOCK REL HD LT
L R
CONT switch handle and a warning horn that
TEST
sounds when the gear is not down and locked
OFF
during certain flight regimes.
LANDING HYD FLUID
GEAR SENSOR
With the flaps in the UP or APPROACH po-
2 sition and either or both power levers retarded
RELAY TEST
below approximately 85% N 1 , the warning
horn will sound intermittently and the switch
Figure 14-22. Normal Indications, Gear Up handle lights will illuminate. The horn can be
silenced by pressing the WARN HORN SI-
LENCE button; the lights in the switch han-
If any gear fails to retract completely, the han- dle cannot be cancelled. The warning system
dle continues to be illuminated (Figure 14-23). will be rearmed if the power lever(s) are ad-
vanced sufficiently. With the flaps beyond the
Pushing on the light capsule tests the green po- APPROACH position, the warning horn and
sition indicator lights. Test the handle illu- the switch handle lights will be activated re-
mination by pressing the HDL LT TEST switch gardless of the power settings, and neither
(Figure 14-23). can be cancelled.
LEGEND
ELECTRIC POWER REGULATED ENGNE AUXILIARY RETURN
BLEED AIR (18 TO 20 PSI) VENT PORT PORT (PLUGGED)
PRESSURE FLUID POWER PACK ASSEMBLY
CHECK VALVE
RETURN FLUID FILL
RESERVOIR
ORIFICE PRIMARY
5A RETURN
RESERVOIR
OVERBOARD FILTER
NOTE:
VENT
28 VDC
THE INTERNAL SHUTTLE VALVE IS 60A
SPRING LOADED TO A POSITION WHICH PUMP
1 SYSTEM
ALLOWS FLUID IN THE ACTUATOR MOTOR PUMP MOTOR PUMP
TO FLOW OUT THE NORMAL FILL RELIEF
RELAY
EXTENDED PORT. PORT VALVE
FOR TRAINING PURPOSES ONLY
FILTER
PRESSURE SWITCH CIRCUIT OPENS ON RELIEF PUMP
2
INCREASING PRESSURE AT 2,275 ± 55 PSIG VALVE CHECK
AND CLOSES ON DECREASING PRESSURE AT VALVE
A DIFFERENTIAL OF 300–400 PSIG. HAND AUXILIARY
SECONDARY SELECTOR VALVE
PUMP PRESSURE
RESERVOIR
SUCTION PORT
PORT DOWN UP (PLUGGED)
SOLENOID SOLENOID
GEAR
HAND PUMP HAND DOWN
IN OUT PUMP PORT
CURRENT SERVICE LOGIC HAND DUMP
LIMITING VALVE PRESSURE
TIME DELAY RELAY PUMP VALVE
RESISTOR SWITCHES PRESSURE CHECK FILTER
PRESSURE
PORT SWITCH VALVE
2 VENT VALVE
2
RIGHT SAFETY
SWITCH
RIGHT GEAR UP
UP PORT
MAIN
ACCUMULATOR
28 VDC
2A SERVICE
NOSE VALVE
ACT
DOWN
CONTROL LEFT
SWITCH MAIN
LEFT SAFETY
DOWNLOCK LEFT MAIN NOSE RIGHT MAIN
SWITCHES 1 1 1
SWITCHES ACTUATOR ACTUATOR ACTUATOR
FILTER
FLUID PRESSURE FROM RELIEF PUMP
2 CHECK
PUMP UNLOCKS VALVE. VALVE
VALVE
HAND SELECTOR VALVE AUXILIARY
SECONDARY
PUMP PRESSURE
RESERVOIR
SUCTION PORT
PORT DOWN UP SOLENOID (PLUGGED)
SOLENOID
GEAR
HAND PUMP HAND DOWN
PUMP PORT
CURRENT IN OUT
SERVICE DUMP
LIMITING LOGIC HAND
VALVE TIME DELAY VALVE PRESSURE
RESISTOR RELAY PUMP PRESSURE FILTER
SWITCHES CHECK
PRESSURE SWITCH VALVE VENT VALVE
PORT 2 2
RIGHT SAFETY
SWITCH
RIGHT GEAR UP
UP PORT
MAIN
ACCUMULATOR
28 VDC
2A SERVICE
NOSE VALVE
ACT
DOWN
CONTROL LEFT
SWITCH MAIN
LEGEND
AUXILIARY RETURN
HAND PUMP PRESSURE FLUID REGULATED ENGINE VENT PORT PORT (PLUGGED)
BLEED AIR (18 TO 20 PSI) POWER PACK ASSEMBLY
RETURN FLUID CHECK VALVE
FILL SYSTEM
RELAY PORT PUMP RELIEF
NOTES: VALVE
FILTER PUMP
PRESSURE FLUID FROM HAND PUMP RELIEF CHECK
1 SHUTTLES INTERNAL SHUTTLE VALVE VALVE
VALVE TO ALLOW FLUID TO FLOW HAND
INTO ACTUATOR. SECONDARY SELECTOR VALVE AUXILIARY
PUMP RESERVOIR PRESSURE
SUCTION
2 HAND PUMP PRESSURE PORT
PORT SOLENOID DOWN UP
FLUID UNSEATS VALVE. SOLENOID (PLUGGED)
GEAR
HAND DOWN
HAND PUMP PUMP SUPPORT
IN OUT
CURRENT SERVICE DUMP
LOGIC HAND PRESSURE
LIMITING VALVE TIME DELAY VALVE
RELAY PUMP PRESSURE CHECK FILTER
RESISTOR SWITCHES
PRESSURE SWITCH VALVE
PORT 2 VENT VALVE
2
RIGHT SAFETY
SWITCH
GEAR UP
RIGHT
UP PORT
MAIN
ACCUMULATOR
28 VDC
2A SERVICE
NOSE VALVE
ACT
DOWN
CONTROL LEFT
SWITCH MAIN
LEFT SAFETY
DOWNLOCK LEFT MAIN NOSE RIGHT MAIN
SWITCHES 1 1 1
SWITCHES ACTUATOR ACTUATOR ACTUATOR
Since motion of the rudder pedals is trans- On some airplanes the PARKING BRAKE
mitted by cables and linkage to the rudder, handle is located on the pilot’s right subpanel,
deflection of the rudder occurs when force is below the LDG GEAR CONT switch handle.
applied to any of the pedals. With the nose- On these airplanes, either the pilot or the copi-
wheel stationary on the ground or with the lot can set the parking brakes.
self-centering nose gear retracted, rudder pedal
movement compresses a spring-loaded link
in the system but it is not sufficient to steer the CARE AND HANDLING IN
nosewheel. If the nosewheel is on the ground COLD WEATHER
and rolling, less force is required for steering;
therefore, pedal deflection results in steering Preflight
the nosewheel. Check the brakes and the tire-to-ground con-
tact for freeze lockup. Anti-ice solutions may
be used on the brakes and tires if freezeup oc-
BRAKE SYSTEM curs. No anti-ice solution, which contains a lu-
bricant, such as oil, should be used on the
brakes. It will decrease the effectiveness of the
OPERATION brake friction areas.
Either the pilot or copilot can apply the brakes.
Toe pressure applied to either set of rudder Taxiing
pedals actuates two master cylinders to gen-
erate braking pressure (Figures 14-27, 14- When possible, taxiing in deep snow or slush
28, and 14-29). should be avoided. Under these conditions the
RESERVOIR
PILOT’S COPILOT’S
MASTER MASTER
CYLINDER CYLINDER
PARKING BRAKE
Figure 14-27. Brake System Schematic (Serial Nos. BB-666 and Subsequent)
snow and slush can be forced into the brake Left Gear Safety Switch
assemblies. Keep flaps retracted during taxi-
ing to avoid throwing snow and slush into the • Safety valve
flap mechanism and to minimize damage to • Preset solenoid
flap surfaces.
• Dump solenoid
• Door seal solenoid
CAUTION
• Ambient air modulating valves
Do not taxi with a flat shock strut. • Lift computer (stall warning)
• Stall warning heat control
MAIN GEAR SAFETY • Landing gear solenoid (hydraulic gear)
SWITCHES
The main gear safety switches control some
landing gear functions in addition to func-
tions in other systems, as follows.
PILOT’S
MASTER PARKING BRAKE
CYLINDER
COPILOT’S
MASTER
CYLINDER
SHUTTLE
VALVE
SHUTTLE
VALVE
PARK PARK
VALVE VALVE
Figure 14-28. Brake System Schematic (Serial Nos. BB-453 through BB-665)
LIMITATIONS
AIRSPEED LIMITATIONS
Maximum Landing Gear Operating Speed
V LO
• Do not extend landing gear above 182
KCAS/181 KIAS.
• Do not retract landing gear above 164
KCAS/163 KIAS.
20 20
10 10
G
5 5 S
5 5
10
20
L
O
C
INTRODUCTION
The Super King Air is equipped with manually-actuated primary flight controls, oper-
ated through cables, bellcranks, and pushrods. The ailerons and rudder are conven-
tional; the horizontal stabilizer and elevators are mounted at the extreme top of the vertical
stabilizer, conforming to the T-tail configuration. A pneumatic rudder boost system as-
sists in directional control in the event of engine failure or a difference in engine bleed
air pressure.
All surfaces are manually trimmed from the cockpit; however, optional elevator elec-
tric trim is available. Two trailing-edge flaps on each wing are actuated by an electric
motor driving flexible drive shafts through a gearbox. A safety mechanism provides split
flap protection. A stall warning system provides aural warning of an imminent stall.
GENERAL
The flight controls consist of ailerons, ele- trim tabs (the right aileron has a ground ad-
vators, rudder, and flaps. Excluding flaps justable trim tab) (Figure 15-1).
and the right aileron, all surfaces incorporate
TRIM TABS
RUDDER
AILERON
TRIM TAB
GROUND ADJUSTABLE TAB
FLAPS
FLAPS
TRIM TAB
AILERON
YAW
OPERATION
Yaw control around the vertical axis is main-
tained by the rudder, which extends along the
entire aft edge of the vertical stabilizer. It is
actuated, through cables and bellcranks, by ei-
ther set of mechanically-connected rudder
pedals. Rudder travel is approximately 15°
either side of neutral, and is limited by ad-
justable stops. Yaw damping and rudder boost
are also activated through the rudder.
RUDDER BOOST
A rudder boost system is provided as an aid
in maintaining directional control in the event
of engine failure or a large variation of power
between the engines. Two pneumatic boost
Figure 15-2. Flight Control Locks
servos are incorporated into the rudder cable
system to provide force for rudder boosting,
ROLL when required.
OPERATION Operation
Roll control around the longitudinal axis is The rudder boost system is armed by placing
maintained by conventional ailerons mounted the RUDDER BOOST switch to the ON posi-
on the trailing edge of each wing, outboard of tion, and both the left and right BLEED AIR
the flaps. Rotation of either interconnected VALVE switches in either the OPEN or ENVIR
control wheel on the control column mech- OFF positions (Figure 15-3).
anically positions the ailerons. Aileron travel
is approximately 25° up and 17° down, lim- A differential pressure switch in the system
ited by adjustable stops. (commonly referred to as the Delta P
switch) senses bleed-air pressure from each
engine. If a substantial pressure differen-
tial exists (60 ± 5 psi), a circuit is completed
PITCH to open a solenoid operated valve that di-
rects regulated bleed-air pressure to the
OPERATION applicable rudder boost servo, boosting the
rudder to compensate for asymmetrical
Pitch control around the lateral axis is provided thrust (Figure 15-4). Placing either of the
by elevators attached to the aft edge of the hor- BLEED AIR VALVE switches to the INSTR
izontal stabilizer. Since the control columns & ENVIR OFF position will cause the sys-
are linked together, fore-or-aft movement of tem to disengage.
either column transmits motion through cables,
FOR TRAINING PURPOSES ONLY 15-3
COLLINS
PUL
L
IN
OFF
LEFT RIGHT OFF
ACTUATOR
STANDBY
MAIN
OFF
PARKING BRAKE
ENVR
OFF
P P P I
I O R T
T W O I
E
C R P O
H N
LOW
T IDLE IDLE
R LIFT
I
M GD
DN FINE
UP
LIFT
HDG
YAW
ALT
COLLINS
YAW
L R
DN
SR
YAW AP
ENG ENG
I/20
UP
CABIN
PRESS
DUMP
P
RUDDER
BOOST
ELEV
TRIM
CABIN
R
E
S
PRESS RUDDER ELEV
BOOST TRIM
S
TEST OFF OFF
DUMP
TEST ERASE
P
R
COCKPIT VOICE RECORDER
HEADSET
600 OHMS E
S
Collins
S
TEST OFF OFF
DEPRESSURIZE CABIN
WARNING BEFORE LANDING
CABIN 1000
ALT FT
PNEUMATIC
PRESSURE
RUDDER
BOOST
VDC
DUAL FED NO. 2
OFF
LEFT RIGHT
RUDDER RUDDER
SERVO SERVO
N.C. N.C.
Operation
HDG NAV APPR B/C CLIMB
On all airplanes, a yaw damping system is
provided. It can be activated with a switch ALT ALT SEL VS IAS DSC
located on the pedestal or autopilot panel
(Figure 15-3 and Figure 15-5). On some in- YAW COLLINS
autopilot engagement. SR
DN
YAW AP
ENG ENG
The system is required to be operational above I/20
UP
17,000 feet.
P P P I
I O R T
T W O I
E
C R P O
H N
LOW
T IDLE IDLE
R LIFT
I
M GD
DN FINE
UP
LIFT
ELEVATOR
TRIM WHEEL
ELEVATOR TAB
AILERON CONTROL SWITCH
TRIM WHEEL
CABIN
PRESS RUDDER ELEV
DUMP BOOST TRIM
P
R
CABIN
PRESS RUDDER ELEV
E
RUDDER
DUMP BOOST TRIM
P
R
E
S
S
TEST
S
OFF OFF
S
TEST OFF OFF
TRIM WHEEL TEST ERASE
DEPRESSURIZE CABIN
COCKPIT VOICE RECORDER
HEADSET
600 OHMS
WARNING BEFORE LANDING
Collins
CABIN 1000
ALT FT
5 5 3 5 5
BATTERY CHARGE EXT
ALERT ALTM TRIM AIR
TURN & AIR DATA TEMP
SLIP
COPLT RUDDER
ELEC TRIM OFF AIR COND
5 1 5
TRIM
P NO DISCONNECT
SE
ELEVATOR TRIM SWITCH I DN SWITCH
T
C
H T
R
I
CABIN NO
SE
M
UP
PRESS RUDDER ELEV
DUMP BOOST TRIM
P
R
E
S
S
TEST OFF OFF
FLAP MOTOR
C/B
DUAL FED
BUS NO. 3 UP
FLAP CONTROL 20
C/B FLAPS
POSITION TAKEOFF
AND
TRANSMITTER APPROACH
60
RH
80
SPLIT DOWN
FUSES OR FLAP
CAM SWITCHES PROTECTION POSITION
LH INDICATOR
LIMIT SWITCHES
UP
FLAP
DYNAMIC
APP BRAKE
FLAP RELAY
UP
H DOWN
ROAC
APP N
DOW
FLAP
STALL MOTOR
WARNING
BIAS
RELAYS
LIFT
COMPUTER
60
80
DOWN
50 25 5 5 5 5 50 5 5 5 5 5 5 5
5 10 5 5 5 5 5 5 5 10 5
50 50 50 50 5 25 25 20 5 5 5 5 5 5
BB-1439, BB-1444 THROUGH BB-1485, EXCEPT BB-1463 AND BB-1484; BL-139 AND BL-140
INTRODUCTION
The Super King Air utilizes an avionics package which consists of, but is not limited
to, the navigation system, the weather radar system, the autoflight system, the stall
warning system, and the communication system.
COLLINS PROLINE II
AUDIO SYSTEM
General
The audio system consists of an audio control The audio control panel provides control over
panel, two flight compartment speakers with both transmission and reception of all com-
jacks for pilot and copilot headphones and munication and navigation equipment installed
microphones, dual audio amplifiers, a pas- in the airplane. ON–OFF switches, source se-
senger speaker amplifier, and an aural warn- lector switches and volume controls are pro-
ing tone generator. vided for pilot and copilot control of each
individual audio system (Figure 16-1).
AUTO COMM NAV MKR BCN DME COMM NAV MKR BCN DME AUTO
COMM 1 2 1 2 1 2 1 2 ADF 1 2 1 2 1 2 1 2 ADF COMM
PILOT
FOR TRAINING PURPOSES ONLY
SPEAKER OFF PILOT AUDIO OFF COPILOT AUDIO OFF OFF COPILOT
SWITCH AUDIO AUDIO PUSH HOT AUDIO COMM 2
SPEAKER
COMM 2
SPKR EMER VOICE B PAGING ON/OFF INTPH VOICE B INTPH SPKR
COMM 1 CABIN
SWITCH
COMM 1 CABIN O O
T T
VOL GND VOL
H COMM H
VO L OFF NORM RANGE RANGE OFF OFF VO L
PWR
DME MKR BCN
1 2 1 & 2
COPILOT
AVIONICS BY BEECHCRAFT MASTER
PILOT HI
VO VOLUME
MASTER SIDE- INTPH
VOL VOL
SIDE- INTPH
CONTROL
VOLUME TONE SENS L TONE SENS
LO
ENCD
CONTROL ALTM ANN COPILOTS
1 PUSH BRT
MICROPHONE
SELECTOR
DI SWITCH
2 M
PILOTS
MICROPHONE
SELECTOR PILOT
SWITCH INTERPHONE COPILOT
THRESHOLD POT DME VOLUME INTERPHONE SIDETONE
CONTROLS VOLUME HOT INTERPHONE VOLUME POT
PILOT PILOT NAV/ADF COPILOT
CONTROL ON/OFF SWITCH
SIDETONE *AUDIO AMPS VOICE/MORSE INTERPHONE
VOLUME POT BYPASS SWITCH FILTER SWITCH THRESHOLD POT
COPILOT NAV/ADF MARKER BEACON
VOICE/MORSE VOLUME CONTROL
*WHEN IN EMER POSITION THE FOLLOWING FILTER SWITCH
AUDIO ONLY BYPASSES THE AMP AND ALL
ARE MIXED TOGETHER: PASSENGER
COMM 1, COMM,2 SIDETONE 1, SIDETONE 2, ADDRESS MARKER BEACON
AND AURAL WARNING INPUTS
VOLUME SENSE SWITCH
CONTROL
ACTIVE COMM
FREQUENCY
COMPARE
DISPLAY
ANNUNCIATOR
TRANSFER/
MEMORY
PRESET COMM
SWITCH
FREQUENCY
DISPLAY
TRANSMIT
ANNUNCIATOR
MEMORY
ANNUNCIATOR
FREQUENCY
SELECT
POWER AND KNOBS (2)
MODE SELECT
SWITCH
DIAGNOSTIC
ANNUNCIATOR
DIAGNOSTIC
CODE
HLD The HLD annunciator indicates the DME is in DME hold. In this mode it is
normally tuned to the frequency displayed in the active window at the time
of selection. After selecting hold, the upper window displays the NAV
frequency and the lower window displays the DME hold frequency. Tuning
of the active frequency can take place during this time. When completed,
the unit will always revert back to display of the DME hold frequency in the
lower window.
VOLUME CONTROL The volume control is concentric with the power and mode switch. It
controls only the NAV receiver volume.
POWER AND MODE SWITCH The NAV control power and mode switch contains three detented
positions. The positions are: OFF–ON–HLD.
The HLD position allows the NAV frequency to be changed but holds the
DME to the current active NAV frequency.
LIGHT SENSOR The built-in light sensor automatically controls the display brightness. The
ANN PUSH BRT control knob/push button can be used to override the
automatic dim controls and force the display to go to full bright.
XFR/MEM SWITCH This switch is a three-position, spring-loaded toggle switch. When moved to
the XFR position, the preset frequency is transferred up to the active
display and the NAV/DME retunes. The previously active frequency
becomes the new preset frequency and is displayed in the lower window.
When this switch is moved to the MEM position, one of the four stacked
memory frequencies is loaded into the preset display. Successive pushes
cycle the four-memory frequencies through the display (...2, 3, 4, 1, 2, 3....).
FREQUENCY SELECT KNOBS Two concentric knobs select the preset or active frequency displays. The
larger knob changes the two digits to the left of the decimal point in 1-MHz
steps. The smaller knob changes the two digits to the right of the decimal
point in 0.05-MHz steps. Frequencies roll over at the upper and lower
limits. The two frequency select knobs are independent of each other such
that the upper and lower limit rollover of the 0.1-MHz digit will not cause
the 1.0-MHz digit to change.
ACTIVE VOR/LOC
COMPARE FREQUENCY
ANNUNCIATOR DISPLAY
PRESET VOR/LOC
FREQUENCY
DISPLAY
TRANSFER
/MEMORY
SWITCH
MEMORY
ANNUNCIATOR DME HOLD
V ANNUNCIATOR
POWER AND FREQUENCY
MODE SELECT SELECT
SWITCH KNOBS (2)
VOL VOL
ENCD
ALTM
1
DISPLAY
GROUND SPEED
DISTANCE DISPLAY TIME TO STATION
STATION IDENT
X8
18.8.8. 8
1 2 3
X8
X8X
WPT NM HLD KT MIN ID
DISPLAY
ANNUNCIATORS
DISTANCE
LABEL
LIGHT SENSOR
18.8.8. 8
1 2 3
X8X8
X8X
WPT NM HLD KT MIN ID
CH SEL PWR
COLLINS
CHANNEL
SWITCH
POWER
(1, 2, 3)
SWITCH
SELECTOR SWITCH
(KT, MIN, OR ID)
CONTROL/INDICATOR FUNCTION/DESCRIPTION
NUMERIC DISPLAY The numeric display presents the NM (distance) and diagnostic code.
ALPHANUMERIC DISPLAY The alphanumeric display presents the KT (velocity), MIN (time-to-station), ID
(2-, 3-, or 4-letter station identifier), and diagnostic identifier.
POWER (PWR) SWITCH The latching push-on/push-off PWR switch controls the power applied to the
IND-42.
MODE SELECTOR (SEL) SWITCH The non latching pushbutton SEL switch selects the information to be displayed
ALPHANUMERIC in the display. (When power is initially applied, NM (distance) is shown in the
numeric display and ID (DME station identifier) is shown in the alphanumeric
display.) Pressing the SEL switch will sequentially select KT (velocity), MIN
(time-to-station), and ID (2-, 3-, or 4-letter station identifier).
KT, MIN, and ID are shown in the alphanumeric display and NM (distance) is
continuously shown in the numeric display, provided the DME is locked on a
signal.
CHANNEL (CH) SWITCH The momentary pushbutton CH switch sequentially selects the information from
(IND-42A ONLY) the next DME channel and lights the appropriate channel annunciator 1, 2, or 3.
The copilot’s IND-42C will always power up on channel 2
ANNUNCIATORS The annunciators provide an indication of which DME channel is selected,
system operational information, and units of measure. The following list
describes the annunciators.
ANNUNCIATOR DESCRIPTION
will show the DME identifier (2-, 3-, or 4-let- A HOLD function is provided on the NAV power
ter identifier). This information can be altered and mode switch (Figure 16-4) and allows se-
to show the ID, KT (velocity) and MIN (time- lection of a different NAV frequency without
to/from station) through repeated pushes of the changing DME stations (e.g., flying with an
SEL button (Figure 16-5 and Table 16-3). ILS frequency tuned in the active selection but
CH
DME 2
1 - NAV 1 ACTIVE CH
2 - NOT USED 1 - NOT USED
3 - NAV 1 PRESET 2 - NAV 2 ACTIVE
NAV 1 NAV 2
ACT ACT 3 - NAV 3 PRESET
1 2 3 DME 2
PRE PRE
1 2 3 DME 1
NOTE
Marker Beacon Self-Test
If the 10-second self test expires be-
The marker beacon assembly is tested auto- fore reaching this point, select TST
matically when the TEST button on the CTL- again and continue with the test.
32 is pushed and either a VOR or localizer
frequency is selected. For No. 1 NAV receiver
proper operation of the marker beacon as- If there are any detected faults in the system on
sembly is indicated by all three-marker an- the IND-42A/C a diagnostic code will appear
nunciators on the EADI cycling through in in place of the AOK display (Figure 16-7). The
order. For No. 2 NAV receiver the indication EFIS display will only show dashes for a fault.
will be the three marker annunciators flick-
ering at 30Hz. In addition, a tone will also be The diagnostic routines are intended as an ex-
present in the marker beacon audio output. tension of the self-test capability. The opera-
tor should first observe the deviation indicators
and associated flags for the proper self-test re-
DME Self Test sponses. If an out-of-limit condition exists,
• Turn power on to the DME, NAV, and then the problem may be verified in more de-
EFIS systems. tail by the diagnostics.
• Ensure that VOR or LOC is selected as For the first two or three seconds immediately
the NAV source on the HSI. after the TEST button on the CTL-32 is pushed,
• On the CTL-32, select ON. Use the fre- a two-digit diagnostic code may be displayed
quency select knobs and select the fre- in the lower window based on the conditions ex-
quency for any DME or VORTAC station isting immediately before the TEST button was
that is within range. pushed. Four dashes will be displayed along
FLAG
ANNUNCIATOR
2
DIAGNOSTIC
CODE
TRANSFER/
PRESET ADF MEMORY
FREQUENCY SWITCH
DISPLAY
FREQUENCY
MEMORY
SELECT
ANNUNCIATOR
KNOBS (2)
POWER AND
MODE SELECT
ACTIVE TUNE
SWITCH
BUTTON
(ACTIVE TUNING/
NAV VOLUME PRESET TUNING)
CONTROL
LIGHT TEST MEMORY
SENSOR BUTTON STORE
BUTTON
CONTROL/INDICATOR FUNCTION/DESCRIPTION
ACTIVE FREQUENCY DISPLAY The active frequency; the frequency to which the ADF-60A is tuned. In self-test
mode and if an out-of-tolerance condition is detected, the word “dIAG” is
displayed in the upper window while the diagnostic code is displayed in the
lower window.
PRESET FREQUENCY The preset frequency is displayed in the lower window. In self-test mode and if
DISPLAY an out-of-tolerance condition is detected, the diagnostic code is displayed in
the lower window.
COMPARE ANNUNCIATOR ACT momentarily illuminates when frequencies are being changed. If the ACT
annunciator continues flashing, the receiver is not tuned to the displayed
active frequency.
ANNUNCIATORS
The ADF control contains a MEM (memory) annunciator. The MEM
annunciator illuminates whenever a frequency is displayed in the lower window
VOLUME CONTROL The volume control, is concentric with the power and mode switch and
controls ADF audio volume.
LIGHT SENSOR The built-in light sensor automatically controls the display brightness. The ann
push brt control knob/push button can be used to override the automatic dim
controls and force the display to go to full bright.
POWER AND MODE SWITCH The power and mode switch contains four detented positions.
OFF The OFF position interrupts system power ( Turns the ADF off). Selecting ANT,
ADF, or TONE applies power to the ADF system and establishes the system
mode of operation.
ANT In ANT mode, the ADF receiver functions as an aural receiver, providing only
an aural output of the received signal
TONE TONE mode provides a 1000-Hz aural output tone when a keyed CW signal is
being received.
XFR/MEM SWITCH This switch is a 3-position, spring-loaded toggle switch. When moved to the
XFR position, the preset frequency is transferred up to the active display and
the ADF-60 retunes. The previously active frequency becomes the new preset
frequency and is displayed in the lower window. When this switch is moved to
the MEM position, one of the four stacked memory frequencies is loaded into
the preset display. Successive pushes to the MEM position cycles the four
memory frequencies through the display (...2, 3, 4, 1, 2, 3....). The frequency
that was in the preset window is:
CONTROL/INDICATOR FUNCTION/DESCRIPTION
TUNING Normally, tuning is accomplished by entering a frequency into the preset
window and then either storing that frequency in memory (STO) or entering it
into the active window (XFR) to tune the receiver. An alternate method is to
press the ACT button for at least 2 seconds (this gives direct tuning access to
the upper window) and insert the desired frequency directly into the active
window.
FREQUENCY SELECT KNOBS Two concentric knobs control the preset or active frequency displays. The
larger knob changes the 1000’s and 100’s kHz digits. The smaller knob
changes the 10’s, units, and tenths kHz digits. Each detent of the larger knob
changes the frequency in 100-kHz steps. Each detent of the smaller knob
changes the frequency in 1-kHz steps with the exception that the first two
detent positions following a change in rotational direction will cause a 0.5-kHz
change. Rapid rotation of the smaller knob will cause frequency changes
greater than 1 kHz as a function of the rate of rotation. Frequencies roll over
at the upper and lower limits. The two frequency select switches are
independent of each other such that the upper and lower limit rollover of the
10-kHz digit will not cause the 100-kHz digit to change.
ACT BUTTON
Push the ACT button for approximately 2 seconds to directly change the
active display window with the frequency select knob. The bottom window
will display dashes. Push the ACT button a second time for about 2 seconds
to return the control to the normal 2-display tune/preset mode of operation.
The active tuning feature is not affected by power removal. If active tuning is
selected (one push of the ACT button) and power is removed from the
control, active tuning will still be enabled the next time power is reapplied to
the control.
STO BUTTON The STO button allows up to four preset frequencies to be selected and
entered into the control’s nonvolatile memory. To store a frequency, simply
toggle the MEM switch until the upper window displays the desired channel
number (CH 1 through CH 4), rotate the frequency select knobs until the
lower window displays the frequency to be stored, and press the STO button
twice within 5 seconds. After approximately 5 seconds, the control will return
to the normal 2-display tune/preset mode of operation.
TEST BUTTON Push the TEST button to initiate the radio self-test routine. Self-test is active
only while the TEST button is pushed. The display modulate in intensity while
the TEST button is pushed.
DIAGNOSTIC
ANNUNCIATOR
DIAGNOSTIC
CODE
ENCODING
ALTIMETER
SOURCE SELECT
SWITCH
COMPARE
ANNUNCIATOR
NO. 1 OR NO. 2
SELECT SWITCH
ACTIVE CODE
DISPLAY
IDENT TRANSPONDER REPLY
DISPLAY ANNUNCIATOR
(DISPLAYED WHEN
IDENT BUTTON USED) CODE
SELECT
POWER AND KNOBS (2)
MODE SELECT
SWITCH PRESET
TEST IDENT
LIGHT BUTTON
BUTTON BUTTON
SENSOR
CONTROL OR
FUNCTION/DESCRIPTION
DISPLAY
The ATC code (code with which the active transponder replies) and diagnostic
UPPER DISPLAY WINDOW messages are displayed in the upper display window. During normal operation, the
CTL-92 has only a single display (the transponder code) shown in the upper window.
The lower display window is normally blank. It is active only during self test. If a
LOWER DISPLAY WINDOW fail/warn condition is detected, dIAG will be displayed. Press the TEST button to
view the diagnostic code.
ACT momentarily illuminates when codes are being changed. If ACT flashes, the
COMPARE ANNUNCIATOR
actual reply code is not identical to the code shown in the active code display.
The ON position deletes the altitude code and is normally used when requested by ATC.
1/2 SWITCH The 1/2 switch selects which of two transponders is active.
The built-in light sensor automatically controls the display brightness. The ANN
LIGHT SENSOR PUSH BRT control knob/push button can be used to override the automatic dim
controls and force the display to go to full bright.
Two concentric knobs control the active code display. The larger knob changes the
two more significant digits, and the smaller knob changes the two less significant
digits. The less significant digit is incremented or decremented for each detent of
the smaller knob if the knob is slowly turned. Rapid rotation of either knob will cause
CODE SELECT KNOBS changes proportional to the rate of rotation. Rollover of the less significant digits will
occur at 0 and 7, and will cause the more significant digits to be incremented or
decremented. The left two digits and the right two digits are independent of each
other. The various codes used for normal operation are listed in the Aeronautical
Information Manual. Codes 7600 or 7700 are selected for in-flight emergency
operation and will be annunciated by the codes flashing in the active code display
for a couple of seconds before transmission begins.
Push and hold the PRE button while turning the code select knobs to select a
PRE BUTTON preset code for storage. The preset code will be stored in nonvolatile memory and
can be recalled by momentarily pressing the PRE button again.
The IDENT button causes the transponder to transmit a special identification
IDENT BUTTON pattern that is displayed on the ground controller’s radar scope. This button should
be pushed only when you are requested to “squawk ident” by the ground controller.
CONTROL OR
FUNCTION/DESCRIPTION
DISPLAY
TEST BUTTON Push theTEST button to initiate the radio self-test routine. In dual version units, the
1/2 switch determines which transponder responds to the test command.
ENCODING ALIMETER This switch selects which altimeter, the pilot’s (ALTM1) or copilot’s (ALTM2), will
SELECT SWITCH provide encoding altimeter information to the transponders.
SELF-TEST DISPLAY
During self test, the active code display intensity will modulate from minimum to
maximum. If the transponder is functioning properly and an altitude encoder is
NO FAILURE connected to the CTL-92 and operating, AL will be displayed in the upper window
and the altitude in thousands of feet in100-foot increments will be displayed in the
lower window.
If an out-of-tolerance condition is detected, the upper window shows the word
FAILURE
DIAG while the lower window shows a two-character diagnostic code.
ALTITUDE DIAGNOSTIC
ANNUNCIATOR ANNUNCIATOR
CURRENT AIRCRAFT
ALTITUDE IN 100FT DIAGNOSTIC
INCREMENTS CODE
DIAGNOSTIC
ANNUNCIATOR
ELT ANTENNA
(RIGHT SIDE OF FIN)
COMM No. 1 ANTENNA
GPS ANTENNA
VOR/LOC ANTENNA
(LEFT & RIGHT SIDE)
16-21
PILOT'S STATIC AIR
COPILOT'S STATIC AIR TO PILOT'S
PILOT'S AIRSPEED INSTRUMENTS
PRESSURE BULKHEAD
INDICATOR
COPILOT'S AIRSPEED
INDICATOR
TO COPILOT'S
INSTRUMENTS
PILOT'S ALTERNATE
STATIC AIR
PILOT'S STATIC AIR
SOURCE CONTROL VALVE
(VALVE IN "NORMAL" POSITION)
COPILOT'S PITOT PILOT'S STATIC AIR
COPILOT'S STATIC AIR
A
PILOT'S ALTERNATE
STATIC AIR
TO COPILOT'S INSTRUMENTS
TO PILOT'S INSTRUMENTS PILOT'S STATIC
AIR SOURCE
PILOT'S PITOT NORMAL ALTERNATE
DRAIN
ADS-65
AUTOPILOT
AIR ASI
DATA DRAIN DRAIN
SENSOR ALTERNATE
STATIC
ALTERNATE PORT
IVSI STATIC PNEUMATIC
SELECTOR PRESSURE
VALVE
PPI
APC-65
AUTOPILOT CABIN
COMPUTER ALT PRESSURE
CDPI
ALT
LEGEND MANIFOLD MANIFOLD
PILOT'S PITOT
ALT = ALTIMETER
COPILOTS PITOT DRAIN IVSI = INSTANTANEOUS VERTICAL SPEED
PILOTS STATIC ADC-85 INDICATOR
IVSI ASI = AIRSPEED INDICATOR
COPILOTS STATIC AIR DATA
COMPUTER PPI = PNEUMATIC PRESSURE INDICATOR
ALTERNATE STATIC CDPI = CABIN DIFFERENTIAL PRESSURE
ELECTRIC SIGNAL INDICATOR
ASI
HDG
YAW
ALT
COLLINS
YAW
L R
Figure 16-20. Stall Warning
DN
YAW AP
SR Transducer Vane
ENG ENG
I/20
UP The system has preflight test capability through
the use of the STALL WARN TEST switch
(Figure 16-21) on the copilot’s left subpanel.
This switch, held in the TEST position, raises
Figure 16-19. YAW Damp Switch the transducer vane, which actuates the warn-
ing horn for preflight test purposes.
STALL WARNING In the ICE group located on the pilot’s right
SYSTEM subpanel, a STALL WARN switch (Figure
16-22) controls electrical heating of the trans-
ducer vane and mounting plate.
WARNING
NARROW WHITE ARC 102 to 144 99 to 146 Lower limit is the stalling speed (VS) at
†102 to 155 †99 to 157 maximum weight with Flaps Up (0%) and
idle power. Upper limit is the maximum
speed permissible with flaps extended
beyond approach (more than 40%).
BLUE LINE (ALL AIRPLANES) 122 121 One engine-inoperative best rate of
climb speed.
TABLES
Table Title Page
17-1 Average Time of Useful Consciousness................................................................. 17-5
17-2 Oxygen Duration—200 and B200 ......................................................................... 17-9
INTRODUCTION
The miscellaneous systems include the oxygen system, toilet, and the relief tubes.
OXYGEN SYSTEMS
The Super King Air has two oxygen systems SLPM (Standard Liters Per Minute). The di-
available: luter-demand crew mask is the only excep-
tion when used in the 100% mode. For
1) A plug-in system for SNs BB-2 through computation purposes, each diluter-demand
BB-54, and crew mask being used in the 100% mode counts
as two masks at 3.7 SLPM.
2) An automatic deployment system for SNs
BB-55 and subsequent, including the B200 On the Super King Air B200, the oxygen sys-
(Figures 17-1 and 17-2). tems are based on an adequate flow for an al-
titude of 35,000 feet. The duration chart and
On the Super King Air 200, these systems are masks are based on a flow rate of 3.9 LPM-
based on an adequate flow for an altitude of NTPD (Liters Per Minute-Normal Temperature
31,000 feet. The Oxygen Duration Chart in the Pressure Differential). The diluter demand
Flight Manual and the masks are based on 3.7 crew masks are an exception also, and com-
D A
CONSOLE DILUTER DEMAND
PULL ON SYSTEM CREW MASK
READY CONTROL
PASSENGER MANUAL
OVERRIDE HANDLE
CABLE
B
DETAIL D DETAIL A
PASSENGER MANUAL
OVERRIDE SHUTOFF
VALVE
SOLENOID
OFF
OXYGEN ON
PRESSURE GAGE FILL VALVE
DETAIL C
BAROMETRIC
PRESSURE CONTROL
PASSENGER 2 MASK OUTLET SWITCH CABLE
(TYPICAL 5 PLACES)
DETAIL B
OPTIONAL OXYGEN MASK OXYGEN PRESSURE
CONTAINER, LINES AND SENSE SWITCH
OUTLET FOR FOLD-UP SEATS
PASSENGER SINGLE MASK OUTLET
AFT PRESSURE BULKHEAD FIRST AID OXYGEN MASK STOWED
IN MANUALLY OPERATED BOX
HIGH PRESSURE OVERBOARD RELIEF
LEGEND
HIGH PRESSURE LINE
C
LOW PRESSURE LINE PRESSURE REGULATOR
AND SHUTOFF VALVE
CONTROL CABLE
FLEXIBLE HOSE
A ON
IN
LEGEND OUT
OFF
HIGH PRESSURE LINE
LOW PRESSURE LINE
CONTROL CABLE
BAROMETRIC
FLEXIBLE HOSE PRESSURE DETAIL A
SWITCH
EN
OXYG HARGE
PREC
OXYGEN PRESSURE
FILL VALVE
GAGE
DETAIL B
OPTIONAL OXYGEN MASK
CONTAINER, LINES AND OXYGEN PRESSURE
OUTLET FOR FOLD-UP SEATS SENSE SWITCH
B NOTE:
BB-55-309, 311–342, 344–382,
384–414, 417 AND 419 HAVE ONLY
PRESSURE REGULATOR THREE PASSENGER MASK
AND SHUTOFF VALVE OUTLETS WITH THREE
LATERALLY-PLACED MASKS
APIECE. (PRIOR TO BB-55, IT IS
THE SAME WITH THE OPTIONAL
AUTODEPLOYMENT SYSTEM.)
WARNING
12,000-18,000 feet ............. 30 minutes or more Figure 17-5. O2 Mask Selector (Prior to
BB-1444, Except 1439)
OXYGEN DURATION—200
CYLINDER NUMBER OF PEOPLE USING
VOLUME 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
CU FT DURATION IN MINUTES
22 150 72 48 36 30 24 21 18 16 15 13 12 11 10 *
49 336 168 108 84 66 54 48 42 37 33 30 27 25 24 22
64 438 216 144 108 84 72 60 54 48 43 39 36 33 31 28
76 552 261 173 130 104 87 74 66 57 52 47 43 40 37 34
115 792 396 264 198 158 132 113 99 88 79 72 66 60 56 52
OXYGEN DURATION—B200
CYLINDER NUMBER OF PEOPLE USING
VOLUME 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
CU FT DURATION IN MINUTES
22 143 71 47 35 28 23 20 17 15 14 13 11 11 10 * * *
49 320 160 106 80 64 53 45 40 35 32 29 26 24 22 21 20 18
66 431 215 143 107 86 71 61 53 47 43 39 35 33 30 28 26 25
76 496 248 165 124 99 82 70 62 55 49 45 41 38 35 33 31 29
115 751 375 250 187 150 125 107 93 83 75 68 62 57 53 50 46 44
NOTE
The relief tubes are for use during
flight only.
3. When do the crew diluter-demand, quick- 7. When selected to the 100% mode, the
donning masks deliver oxygen? number of crew masks in use should be
A. At all times for computing oxygen duration.
B. Upon exhalation A. Counted once
C. Upon inhalation B. Tripled
D. When the hose is plugged-in C. Halved
D. Doubled
4. Why must the PULL ON–SYS READY
handle be pulled out, prior to flight, arm- 8. When should the sliding-knife valve on
ing the system? a Monogram toilet be open?
A. I n c a s e o f o x y g e n b o t t l e l i n k a g e A. At all times except when actually ser-
freeze-up vicing the unit
B. To prevent oxygen mask icing B. At all times including when servicing
C. To prevent fill valve freeze-up the unit
D. To deenergize the barometric pres- C. Only when servicing the unit
sure switch D. Only when in actual use
CARGO
FUEL
INTRODUCTION
It is the responsibility of the airplane operator to ensure the airplane is properly loaded.
At the time of delivery, the manufacturer provides the necessary weight and balance data
to compute individual loading. All subsequent changes in airplane weight and balance
are the responsibility of the airplane owner and/or operator. Weight and balance com-
putation and considerations are covered in the first portions of this chapter.
Information in this chapter begins with a list of symbols, abbreviations, and terminol-
ogy. The weight and balance covers loading a typical airplane and uses data to complete
a typical computation. Additional information is provided in the airplane flight manual.
The Zero-Fuel Condition is the total of weights Fuel to destination is computed during the
and moments/100 in REF lines 1 through 5. performance functions of flight planning.
This weight must not exceed 10,400 pounds This fuel figure is used in REF line 11 to com-
in the 200, and must not exceed 11,000 pounds pute the Landing Condition. The moment/100
in the B200. for fuel to destination is computed by sub-
tracting the moment/100 for the fuel re-
Fuel is added by first referring to the Density maining (at landing) from the fuel
Variation of Aviation Fuel chart (Figure 18-6) moment/100 used for fuel loading. Use
to determine the fuel density (Note: For aircraft Figure 18-7 for this computation.
flight manual purposes 1kg/L = 8.345 lb/gal).
Then the weight and moment of the fuel loaded Landing Condition is computed by subtract-
is determined from the Useful Load Weights and ing the fuel to be used from Takeoff Condition.
Moments Useful Fuel chart (Figure 18-7). The moment/100 for Landing Condition should
be checked using Figure 18-8 to verify that it
The total weight and moment/100 for Ramp is within limits.
Condition is the sum of Zero-Fuel condition
plus the Fuel Loading. The fuel weight and mo-
ment/100 for start, taxi, and takeoff is listed
at the bottom of the form. The total weight for PERFORMANCE
Takeoff Condition must not exceed 12,500
pounds. The computed Takeoff Condition mo- The material for performance computation
ment/100 should be checked to be within lim- training for the Super King Air begins on the
its. (Figures 18-8 and 18-9.) When using the following page.
Moment Limits vs. Weight Graph, move hor-
izontally with the weight of the airplane to the The material in the Performance section of
point where it meets the airplane’s moment/100 this manual is not copyrighted by FlightSafety
which is presented diagonally. The point where International, Inc. Because of the critical na-
the two meet shows the center of gravity in ture of this data, the material has been repro-
inches aft of the datum. d u c e d d i r e c t l y f r o m t h e m a n u f a c t u r e r ’s
publication.
FLIGHT MANEUVERS
AND PROFILES
TAKEOFF
Crosswind Takeoff Obstacle Clearance Takeoff
Follow procedures for normal takeoff except: Follow procedures for normal takeoff except:
• Hold aileron into wind. • Maintain V 2 until clear of obstacle.
• Maintain runway heading with rudder
until rotation then crab to hold center line.
FLIGHT PROFILES
Instrument Takeoff
Follow procedures for normal takeoff except: Specific flight profiles are graphically de-
picted on the following pages.
• Transition to flight instruments at or be-
fore 100 feet AGL.
CRUISE
CLIMB-OUT
1. ACCELERATE TO
CRUISE SPEED 1. ACCELERATE TO
2. SET CRUISE POWER 160 KIAS
3. COMPLETE CRUISE 2. LANDING/TAXI
CHECKLIST LIGHTS — OUT
3. COMPLETE CLIMB
CHECKLIST
TAKEOFF
1. ROTATE AT V1 TO
APPROX 7˚ NOSE UP
2. ESTABLISH POSITIVE
RATE OF CLIMB
3. LANDING GEAR — UP
VYSE OR ABOVE
TAKEOFF ROLL
1. RECHECK TORQUE/ITT 1. FLAPS — UP
2. ANNUNCIATORS — CHECK 2. YAW DAMPER — ON
3. CLIMB POWER — SET
IN POSITION
1. HOLD BRAKES
2. PROPS — 2,000 RPM
(ON GOVERNORS)
3. RELEASE BRAKES
4. SET TORQUE
BEFORE TAKEOFF
1. CHECKLIST — COMPLETE
2. RECHECK V1 AND V2
CLIMB
1. VYSE (BLUE LINE)
2. FLAPS — UP
V2
1. CHECK MAX POWER
2. AIRSPEED AT V2
3. VERIFY PROP FEATHERED
TAKEOFF
1. ROTATE AT V1 TO
APPROX 7˚ NOSE UP
2. ESTABLISH POSITIVE
RATE OF CLIMB
ENGINE LOSS
3. LANDING GEAR — UP
1. MAINTAIN RUNWAY HEADING
CLEAR OF RUNWAY
1. COMPLETE AFTER
LANDING CHECKLIST
BEFORE TAKEOFF
1. FOLLOW NORMAL TAKEOFF NOTE:
PROCEDURES UNTIL INITIATING
ABORT AT OR BELOW V1 IF REJECTED TAKEOFF IS DUE TO REASONS
OTHER THAN ONE ENGINE POWER LOSS,
REVERSE IS MOST EFFECTIVE AT HIGH SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOW SPEEDS.
INITIAL ENTRY
1. AIRSPEED — 180 KNOTS
2. TORQUE — APPROX 1,000-1,200 LBS
3. HEADING BUG — SET
4. FD — OFF
5. CHECK ADI PITCH REFERENCE
1. TORQUE — 200 LBS 1. SIMULTANEOUSLY ADVANCE THE POWER 1. LEVEL OFF AT NEW
2. PROPELLERS — 1,700 RPM LEVERS TOWARD MAX TORQUE, REDUCE ALTITUDE AND INITIAL HEADING
3. MAINTAIN INITIAL HEADING THE PITCH ATTITUDE AS NECESSARY TO 2. RESET POWER AS REQUIRED
4. MAINTAIN INITIAL ALTITUDE STOP THE STALL WARNING, AND ROLL
5. PITCH ATTITUDE PRIOR TO HORN THE WINGS LEVEL
OR BUFFET MAY REACH 10˚-15˚, 2. ESTABLISH POSITIVE RATE OF CLIMB
DEPENDING ON TECHNIQUE
6. HORN WILL SOUND APPROX
10 KTS ABOVE BUFFET
HORN V2
OR BUFFET
1. TORQUE — 200 LBS 1. REDUCE THE PITCH ATTITUDE AS 1. LEVEL OFF AT NEW
2. PROPELLERS — 2,000 RPM NECESSARY TO STOP THE STALL ALTITUDE AND INITIAL HEADING
3. MAINTAIN INTITIAL HEADING WARNING, AND ROLL THE WINGS LEVEL 2. RESET POWER AS REQUIRED
4. MAINTAIN INTITIAL ALTITUDE 2. ESTABLISH POSITIVE RATE OF CLIMB
5. FLAPS — APPROACH 3. FLAPS — UP, AT OR ABOVE VYSE (BLUE LINE)
(BELOW TRIANGLE)
6. AT 110 KIAS OR LESS,
SIMULTANEOUSLY SET THE
TORQUE TO 1,100 LBS
(SIMULATED 100% TORQUE),
ESTABLISH A BANK ANGLE
OF 20˚ (NO MORE THAN 30˚), AND
RAISE THE NOSE AND CLIMB
7. STUDENT MAY BE REQUIRED TO
PERFORM THIS MANEUVER
WHILE MAINTAINING 15˚ - 30˚
ANGLE OF BANK OR WHILE
MAINTAINING A HEADING
8. CLEAR AREA IN DIRECTION
OF TURN
9. DECREASE SPEED APPROX
1 KT PER SECOND
10. PITCH ATTITUDE PRIOR TO
HORN OR BUFFET MAY
REACH 15˚ - 25˚, DEPENDING
ON TECHNIQUE
HORN V2
OR BUFFET
1. TORQUE — 200 LBS 1. SIMULTANEOUSLY ADVANCE THE POWER 1. LEVEL OFF AT NEW
2. PROPELLERS — 1,700 RPM LEVERS TOWARD MAX TORQUE, PROPELLER ALTITUDE AND INITIAL HEADING
3. MAINTAIN INTITIAL HEADING LEVERS FULL FORWARD, REDUCE THE PITCH 2. RESET POWER AS REQUIRED
4. MAINTAIN INTITIAL ALTITUDE ATTITUDE AS NECESSARY TO STOP THE
5. FLAPS — APPROACH STALL WARNING, AND ROLL THE WINGS LEVEL
(BELOW TRIANGLE) 2. ESTABLISH POSITIVE RATE OF CLIMB
6. GEAR — DOWN (BELOW VLE) 3. FLAPS — UP, AT OR ABOVE 100 KIAS
7. FLAPS — DOWN 100% 4. GEAR — UP
(BELOW TOP OF WHITE ARC)
8. PITCH ATTITUDE PRIOR TO
HORN OR BUFFET MAY
REACH 10˚ - 15˚, DEPENDING
ON TECHNIQUE
9. HORN WILL SOUND APPROX
10 KTS ABOVE BUFFET
HORN V2
OR BUFFET
20° NOSEDOWN
VLE — APPROXIMATELY
14° NOSEDOWN
LEVEL OFF
1. OXYGEN SYSTEM — VERIFY 1. INITIAL PITCH ATTITUDE — 20° 1. APPROXIMATELY 500 FEET
ARMED NOSEDOWN BEFORE LEVEL-OFF ALTITUDE,
SMOOTHLY REDUCE RATE OF
2. CREW MASK — ON 2. PRIOR TO VLE, REDUCE PITCH DESCENT
ATTITUDE TO APPROXIMATELY 14°
3. MIC SWITCH — OXYGEN MASK NOSEDOWN 2. FLAPS — UP
POSITION
3. MAXIMUM IAS SHOULD BE VLE 3. GEAR — UP (BELOW VLO
4. SPEAKER (AS REQUIRED) RETRACTION)
4. ADVISE ATC
5. PASSENGER OXYGEN (AS 4. ADD POWER AS REQUIRED
REQUIRED) 5. RESET ALTIMETER AND ALTITUDE
ALERTER TO LEVEL-OFF 5. MIC SWITCH — NORMAL
6. POWER LEVERS — IDLE ALTITUDE POSITION
NOTE: NOTE:
IF INITIAL INDICATED AIRSPEED IS DESCENT FROM 35,000 TO 12,500
ABOVE VLE, MAINTAIN THE INITIAL FEET REQUIRES APPROXIMATELY
ALTITUDE UNTIL THE IAS IS AT OR SIX MINUTES
BELOW VLE.
70°
110°
70°
110°
INITIAL
1. SLOW TO HOLDING AIRSPEED — 160
KIAS* WITHIN 3 MINUTES OF FIX
2. TORQUE — APPROX 800-1,000 LBS
THRESHOLD
1. GEAR — RECHECK
DOWN
2. AIRSPEED — VREF
3. POWER — IDLE
ARRIVAL
1. TORQUE — APPROX 800 LBS
2. 150 - 175 KIAS (TYPICAL)
3. START BEFORE LANDING
CHECKLIST
LANDING
1. PROPS — FULL FORWARD
2. BETA OR REVERSE
3. BRAKES — AS NECESSARY
DOWNWIND
1. FLAPS — APPROACH
2. 130 - 140 KIAS
THRESHOLD
1. GEAR — RECHECK
DOWN
2. AIRSPEED — VREF
3. POWER — IDLE
ARRIVAL
1. TORQUE — APPROX 1,600 LBS
2. 150 - 175 KIAS (TYPICAL)
3. START ONE-ENGINE-INOPERATIVE
APPROACH AND LANDING CHECKLIST LANDING
1. BETA OR REVERSE —
AS NECESSARY
2. BRAKES — AS NECESSARY
DOWNWIND
1. FLAPS — APPROACH
2. 130 - 140 KIAS
DH-MISSED APPROACH MM
1. POWER — MAX
2. PITCH — 7˚ - 8˚ NOSE UP (FD-GA)
3. FLAPS — UP
4. GEAR — UP ARRIVAL
5. COMPLETE MISSED APPROACH 1. TORQUE — APPROX
PROCEDURE 800 LBS
2. 150 - 175 KIAS (TYPICAL)
3. FD — AS DESIRED
4. START BEFORE
DH LANDING CHECKLIST
APPROACH INBOUND
1. FLAPS — APPROACH
2. 130 - 140 KIAS
LANDING THRESHOLD
1. PROPS — FULL FORWARD 1. GEAR — RECHECK DOWN
2. BETA OR REVERSE 2. AIRSPEED — VREF
3. BRAKES — AS NECESSARY 3. POWER — IDLE
CAUTION CAUTION
ARRIVAL
1. TORQUE — APPROX 800 LBS
2. 150 - 175 KIAS (TYPICAL)
3. FD — AS DESIRED
4. START BEFORE LANDING
CHECKLIST
STATION PASSAGE
1. START TIMING
MAP-MISSED APPROACH 2. SET ALTITUDE ALERTER
1. POWER — MAX
2. PITCH — 7˚ - 8˚ NOSE UP (FD-GA)
3. FLAPS — UP
INTERCEPT FINAL APPROACH
4. GEAR — UP
5. COMPLETE MISSED APPROACH 1. COURSE INBOUND
PROCEDURE MAP
MDA
CAUTION CAUTION
THRESHOLD
MDA
1. GEAR — RECHECK DOWN
MAP
2. AIRSPEED — VREF
3. POWER — IDLE
FINAL
1. 130 - 140 KIAS (VYSE MIN)
WHEN LANDING ASSURED:
MINIMUM DESCENT ALTITUDE (MDA) 2. FLAPS — DOWN
1 NM 3. TRANSITION TO VREF
1. LEVEL OFF AT MDA AT LEAST 1 4. YAW DAMPER — OFF
MILE PRIOR TO MAP, IF POSSIBLE
2. TORQUE — 1,100 - 1,300 LBS
3. 130 - 140 KIAS (VYSE MIN)
4. MANEUVER WITHIN VISIBILITY
CRITERIA
5. MAINTAIN MDA
BASE
1. COMMENCE DESCENT FROM
A POINT WHERE A NORMAL
LANDING CAN BE MADE
CAUTION CAUTION
SINGLE-ENGINE APPROACH
WINDSHEAR
AND LANDING
GENERAL
Follow normal approach and landing proce-
dures except: The best windshear procedure is avoidance.
Recognize the indications of potential wind-
• Complete the one-engine-inoperative shear and then:
approach and landing checklist.
AVOID AVOID AVOID
• The target torque settings are approxi-
mately doubled. The key to recovery from windshear is to fly
• Smoothly push the propeller lever full the aircraft so it is capable of a climb gradient
forward (2,000 rpm) prior to the IAF or greater than the windshear-induced loss of per-
downwind. formance. Normally, the standard wind/gust
correction factor 1/2 gust will provide a suf-
• Maintain the airspeed at least 10 knots ficient margin of climb performance. If a shear
above V REF until landing assured. is encountered that jeopardizes safety, initiate
• Cautiously use reverse, if necessary. a rejected landing procedure. If the sink rate
is arrested, continue with the procedure for
• If performance is limited when accom- microbursts.
plishing a circling approach, circle with
the flaps positioned for approach and
the gear up until it is certain the field can
be reached with the gear down.
NOTE
The positive rate of climb should be
verified on at least two (2) instru-
ments. Leave the gear down until
you have this climb indication, as it
will absorb some energy on impact
should the microburst exceed your
capability to climb.
WARNING
2+2=5
GROUP (SYNERGY)
S/A
IT'S UP TO YOU!
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links in the Error Chain
OPERATIONAL
8. AMBIGUITY
9. UNRESOLVED DISCREPANCIES
10. PREOCCUPATION OR DISTRACTION
11. CONFUSION OR EMPTY FEELING
12.
PARTICIPATION
LOW HIGH
COMMAND — Designated by Organization
— Cannot be Shared
LEADERSHIP — Shared Among Crewmembers
— Focuses on "What's Right," not "Who's Right"
OPERATIONAL THINK:
NEED SEND RECEIVE GOAL • Solicit and give
feedback
• Listen carefully
• Focus on behavior,
not people
• Maintain focus on
the goal
• Verify operational
outcome is achieved
FEEDBACK
111
110
106
3
112
11 6 116
9 10 5 1 114
8 4 113
7 2 115
29
30
44 24 25
17
45
12
54
50 13
16 14
15
31 27 18
21 26 23 20 22
49 43 28
46 47 48 19
62 63 64 51 52 51 32 33 34
56 36
68 38
58 59 69 70 57 42 39 41 37 40 35
29. NACELLE COOLING RAM AIR INLETS—CLEAR 32. ENGINE COMPARTMENT DOOR (INBOARD)—SECURE,
BLEED VALVE EXHAUST CLEAR
33. TOP COWLING LOCKS (INBOARD)—SECURE
34. EXHAUST STACK (INBOARD)—CHECK FOR CRACKS
30. PROPELLER—CHECK FOR NICKS, DEICE BOOT 35. GENERATOR COOLING INLET—CLEAR
SECURE
37. HYDRAULIC GEAR SERVICE DOOR—SECURE 40. HYDRAULIC LANDING GEAR VENT LINES—CLEAR
38. HEAT EXCHANGER (INLET & OUTLET)—CLEAR 41. AUXILIARY FUEL TANK SUMP—DRAIN
46. NOSE GEAR, DOORS, STRUT, TIRE—CHECKED 50. LANDING AND TAXI LIGHTS—CHECK
47. CHOCK—REMOVED
80. RAM SCOOP FUEL VENT AND HEATED FUEL VENT— 91. AILERON, FLAPS—CHECKED
CLEAR 92. BRAKES—CHECK
81. GRAVITY LINE DRAIN—DRAIN 93. BRAKE DEICE (IF INSTALLED)—CHECK
82. INVERTER COOLING LOUVERS—CLEAR 94. OIL BREATHER VENT—CLEAR
83. WING LEADING EDGE TANK SUMP—DRAIN
84. ICE LIGHT—CHECK
85. OUTBOARD DEICE BOOTS—CHECKED
86. TIEDOWN—REMOVE
87. FLUSH OUTBOARD DRAIN—DRAIN
88. MAIN FUEL TANK CAP—SECURE
89. NAVIGATION, RECOGNITION, STROBE LIGHT—
CHECKED
97. VENTRAL FIN DRAIN HOLES—CLEAR 101. OXYGEN SERVICE ACCESS DOOR—SECURE
98. TIEDOWN—REMOVE 102. RIGHT STATIC PORTS—CLEAR
99. LOWER AFT CABIN ACCESS DOOR—SECURE 103. ELT AFT ARMING SWITCH (PRIOR TO BB-1510)—
ARMED
105. VENTRAL FIN, STATIC WICK (1)—CHECKED 108. ELEVATOR, ELEVATOR TAB, STATIC WICKS (3 EACH
SIDE)—CHECKED
109. POSITION LIGHT—CHECK
110. TAIL FLOODLIGHTS (LEFT AND RIGHT IF
INSTALLED)—CHECKED
106. RUDDER, STATIC WICKS (4)—CHECKED 111. HORIZONTAL STABILIZER, DEICE BOOTS (TAIL)—
CHECKED
106
107
105 100 97 98 99 96 94 93 92 91 95 91
88 85 90 84 71 72 73
89
87 86 80 79 82 83 76 77 81 78 75 74
GND
WARNING ANNUNCIATOR PANEL—200 AIRCRAFT COMM
PWR
AUX
DRIVE ALT R ENG FIRE
ALERT PUSH TO EXT
D OK
0 M ALT
L ENG FIRE
PUSH TO EXT
L ENG FIRE
L FUEL PRESS
INVERTER DOOR UNLOCKED ALT WARN
L OIL PRESS L GEN OVHT A/P TRIM FAIL R GEN OVHT R OIL PRESS
TO
TES
T
R ENG FIRE
PUSH TO EXT
I DH ALERT
D OK D OK
MASTER MASTER MASTER MASTER
WARNING CAUTION CAUTION WARNING
PRESS TO RESET PRESS TO RESET PRESS TO RESET PRESS TO RESET
START START
12 12
EFIS 9 9
ITT ITT
6 5 6 5
COLLINS
OFF PILOT AUDIO OFF COPILOT AUDIO OFF OFF
G/S
100 ALT 2 9. 9 2 ENCD
ANN
200 AIR 6 4 G/S
P/TEST P/CANCEL 220 A
COMM 1
ALTM
1
ALT
ALERT 3,0 00 PUSH BRT COMM 2 180 160 140 BEECHCRAFT 5 P/TEST P/CANCEL
TEST 5 BA
PUL
120
L
200 RO Collins CANCEL Collins
DIM
PU100
* OPTIONAL EQUIPMENT
SH
180 160 140 10 IN
0 0
2
23 5 23 5 XFR COLLINS
XFR
22 PROP 22 PROP
L R 0 21 21
10 10
DH 500 MEM MEM MEM MEM
20 20 DME2 CRS 1 2 TCAS
TCAS 1 2 TCAS 13 13 COLLINS
OFF
19 RPM X 100
14 19 RPM X 100
14 SQ COM SQ COM 9.3 359 OFF
18 15 18 15 ON OFF PWR INT ON OFF 0 3 .5 4
.5 4 17 16 17 16 STO OFF N MAG1
134 00 STO N 3
OFF
115
OFF 33
6
33 VERT SPEED
6
VERT SPEED V V
DC 0 3 NAV L R
30
COLLINS RDR
33 TEST TEST 0 6
9
0 6
30
E
ACT ACT
27
X1000 FPM
30
NAV A A
12
X1000 FPM D D
12
0 0 F F
NAV 1 NAV 2 .5 4
24
.5 4 110 TURBINE 110 TURBINE 150 300
15
27
A A DIST ET 20 20 RMT
12
24
D Collins Collins 18 15
D 21
100 100 DC
F F
N 3 00:00 1 2 1 2
24
S
-SLAVING+
GYRO 15 21
%RPM 40 %RPM 40 XFR PGE XFR
33
21 18 80 80 A/B R
A/B R NAV NAV
6
60 60
COLLINS
GSP VOR2
SLEW MODE ñññ
EMG VOR VRS 199
30
MEM MEM MEM MEM
L
E
NAV NAV
DG COLLINS
O FMS 1
NAV NAV
W
6 6
12
COLLINS
OFF STO DATA OFF STO
1 5 5
15 FUEL FLOW FUEL FLOW V V 2 NM ID
24
SLEW MODE
4 4 TEST RCL SKP CLR TEST 1
EFIS 21 S ACT ACT x 00 CH SEL PWR
GPWS BELOW
TRIP OTHER CTR SUPL
100 150 100 150 MSG A LT B CLR ENT TEST
Collins
60 100 60 100 ATC ADF
ON ALT ADFTONE
ENG AUTO PROP SYN STBY IDENT ANT STO
MIC AVIONICS INVERTER 20 50 20 50 OFF
IGNITION ON 0 0 OFF
NORMAL MASTER PWR NO 1
ARM -20 0 -20 0
O o
C PSI
o
C PSI TEST TEST 15K
F OFF ACT
PRE K
F 35
G/S
MIC 10
OFF AVIONIC S B Y B EE CHC R AFT
3 4
5 NORMAL
OXYGEN OFF LEFT RIGHT 6 PSI
MASK
NO 2 CABIN ENVIRONMENTAL OFF
ENGINE ANTI-ICE LIGHTS LIGHTS 0 20
GEN BEACON STROBE FURN START/ NO SMOKE MANUAL VENT INCR MAIN AUTO GYRO PNEUMATIC
LEFT RIGHT LANDING TAXI ICE NAV RECOG L DC GEN HYD FLUID LOWRVS NOT READY R DC GEN ON & FSB TEMP BLOWER HEAT SUCTION PRESSURE
RESET BRIGHT
ON LDG GEAR CONTROL C
ON MASTER SWITCH O INCR HIGH
INCHES OF MERCURY OXYGEN
L CHIP DETECT PROP SYNC ONDUCT OVERTEMP R CHIP DETECT FO D O MASK
F F I F LO Beechcraft Beechcraft
E F M F
P/TEST P/CANCEL
ON
OFF PILOT DEFROST L ENG ICE FAIL BATTERY CHARGE EXT PWR R ENG ICE FAIL DECR AUTO MAIN
LEFT RIGHT OFF UP E
AIR AIR COOL CABIN COPILOT
OFF OFF OFF OFF FSB AIR AIR
BATT GEN 1 GEN 2 ICE PROTECTION GEAR L AUTO FEATHER ELEC TRIM OFFAIR COND N1 LOW R AUTO FEATHER
WSHLD ANTI-ICE PROP TAIL CABIN TEMP MODE
ACTUATOR DOWN FLOOD
STANDBY NORMAL AUTO MANUAL FUEL VENT BLEED AIR VALVES
DN L ENG ANTI-ICEBRAKE DEICE ONLDG/TAXI LIGHT PASS OXY ON ELEC HEAT ON R ENG ANTI-ICE OPEN
O NOSE LEFT RIGHT CABIN TEMP
F DOWN 1000
F LOCK REL HD LT L IGNITION ON L BL AIR OFF FUEL CROSSFEED R BL AIR OFF R IGNITION ON 10 20 50 80
500 1500
STARTER ONLY TEST OFF LEFT MANUAL LEFT RIGHT RELAY TEST 20 1CABIN CLIMB4 40
PSI
0
5 TEST SWITCH
ENG FIRE SYS
ENG
OFF FLAPS TAKEOFF
AND
.5 THDS FT PER MIN
35 1 OFF
PARKING BRAKE 7 OFF OFF
OFF
APPROACH
0 6 30 6 3
2
PARKING BRAKE 60 .5 5 4 10
4 25
DOWN
80 1 2 20 15
NOSE
L R
*OPTIONAL EQUIPMENT
PRESS
L FUEL PRESS R FUEL PRESS
L OIL PRESS L GEN OVHT A/P TRIM FAIL R GEN OVHT R OIL PRESS TO T
TES
L ENG FIRE L BL AIR FAIL A/P FAIL R BL AIR FAIL R ENG FIRE
PUSH TO EXT PUSH TO EXT
D OK D OK
MASTER MASTER MASTER MASTER
WARNING CAUTION CAUTION WARNING
PRESS TO RESET PRESS TO RESET PRESS TO RESET PRESS TO RESET
START START
12 12
EFIS 9 9
ITT ITT
6 5 6 5
COLLINS
OFF PILOT AUDIO OFF COPILOT AUDIO OFF OFF
G/S
100 ALT 2 9. 9 2 ENCD
ANN
200 AIR 6 4 G/S
P/TEST P/CANCEL 220 A
COMM 1
ALTM
1
ALT
ALERT 3,0 00 PUSH BRT COMM 2 180 160 140 BEECHCRAFT 5 P/TEST P/CANCEL
TEST 5 BA
PUL
120
L
200 RO Collins CANCEL Collins
DIM
PU100
SH
180 160 140 10 IN
0 0
2
23 5 23 5 XFR COLLINS
XFR
22 PROP 22 PROP
L R 0 21 21
10 10
DH 500 MEM MEM MEM MEM
20 20 DME2 CRS 1 2 TCAS
TCAS 1 2 TCAS 13 13 COLLINS
OFF
19 RPM X 100
14 19 RPM X 100
14 SQ COM SQ COM 9.3 359 OFF
18 15 18 15 ON OFF PWR INT ON OFF 0 3 .5 4
.5 4 17 16 17 16 STO OFF N MAG1
134 00 STO N 3
OFF
115
OFF 33
6
33 VERT SPEED
6
VERT SPEED V V
DC 0 3 NAV L R
30
COLLINS RDR
33 TEST TEST 0 6
9
0 6
30
E
ACT ACT
27
X1000 FPM
30
NAV A A
12
X1000 FPM D D
12
0 0 F F
NAV 1 NAV 2 .5 4
24
.5 4 110 TURBINE 110 TURBINE 150 300
15
27
A A DIST ET 20 20 RMT
12
24
D Collins Collins 18 15
D 21
100 100 DC
F F
N 3 00:00 1 2 1 2
24
S
-SLAVING+
GYRO 15 21
%RPM 40 %RPM 40 XFR PGE XFR
33
21 18 80 80 A/B R
A/B R NAV NAV
6
60 60
COLLINS
GSP VOR2
SLEW MODE ñññ
EMG VOR VRS 199
30
MEM MEM MEM MEM
L
E
NAV NAV
DG COLLINS
O FMS 1
NAV NAV
C ON HLD ON HLD DH
9.3 ICT -SLAYING
GYRO
+
W
6 6
12
COLLINS
OFF STO DATA OFF STO
1 5 5
FUEL FLOW FUEL FLOW V V 2 NM ID
24
15 SLEW MODE
4 4 TEST RCL SKP CLR TEST 1
EFIS 21 S ACT ACT x 00 CH SEL PWR
STARTER ONLY TEST OFF LEFT MANUAL LEFT RIGHT RELAY TEST 20 1CABIN CLIMB4 40
PSI
0
5 TEST SWITCH
ENG FIRE SYS
ENG
OFF FLAPS TAKEOFF
AND
.5 THDS FT PER MIN
35 1 OFF
PARKING BRAKE 7 OFF OFF
OFF
APPROACH
0 6 30 6 3
2
PARKING BRAKE 60 .5 5 4 10
4 25
DOWN
80 1 2 20 15
*Optional Equipment