Poh A90 PDF

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Dynamic Aviation Group, Inc.

Box 7 Bridgewater VA 22812
PILOTS OPERATING MANUAL

FOR THE
BEECHCRAFT KING AIR
65-A90-1 & 65-A90-4
ELIGIBLE FOR 10,200 LBS
MAXIMUM TAKE-0FF WEIGHT
(See Section III for applicable serial numbers)
Mfrs Serial No.

Registration No.
This book is incomplete w/o a current FAA Approved Flight Manual,

P/N FM-1002-FAA
Original: February 24, 1999
65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

P/N FM-1002
INTENTIONALLY LEFT BLANK
II

P/N FM-1002
TABLE OF CONTENTS
SECTION I - GENERAL SPECIFICATIONS
ALPHABETICAL INDEX ....................................................................................................................... X
LOG OF REVISIONS..............................................................................................................................XIII
CONTROL PAGE.................................................................................................................................. XV
GENERAL SPECIFICATIONS .............................................................................................................. 1-1
AIRFRAME DIMENSIONS (DIAGRAM) ............................................................................................. 1-3
GENERAL INFORMATION................................................................................................................... 1-4
WEIGHTS .............................................................................................................................................. 1-4
WING AREA AND LOADING ............................................................................................................. 1-4
DIMENSIONS........................................................................................................................................ 1-4
CABIN DIMENSIONS .......................................................................................................................... 1-4
FUEL AND OIL CAPACITY................................................................................................................. 1-4
INTRODUCTION ..................................................................................................................................... 1-5
USE OF THE MANUAL ........................................................................................................................ 1-5
DIVISIONS OF THE MANUAL............................................................................................................ 1-5
PILOTS OPERATING MANUAL REVISION RECORD.................................................................... 1-6
FAA APPROVED AIRPLANE FLIGHT MANUAL REVISION RECORD......................................... 1-6
AIRPLANE FLIGHT MANUAL SUPPLEMENTS REVISION RECORD........................................... 1-6
ABBREVIATIONS AND TERMINOLOGIES ...................................................................................... 1-7
GENERAL AIRSPEED.......................................................................................................................... 1-7
METEOROLGICAL .............................................................................................................................. 1-8
POWER .................................................................................................................................................. 1-8
CONTROL AND INSTRUMENT TERMINOLOGY............................................................................ 1-9
AIRPLANE PERFORMANCE AND FLIGHT PLANNING ............................................................... 1-10
WEIGHT AND BALANCE TERMINOLOGY.................................................................................... 1-10
SECTION II - SYSTEMS DESCRIPTIONS

SYSTEMS DESCRIPTIONS.................................................................................................................... 2-1
PROPULSION SYSTEM ......................................................................................................................... 2-3
ENGINE ................................................................................................................................................. 2-3
IGNITION .......................................................................................................................................... 2-3
AUTO-IGNITION .............................................................................................................................. 2-3
ENGINE CUTAWAY (DIAGRAM)..................................................................................................... 2-3
FUEL CONTROL............................................................................................................................... 2-4
PROPULSION SYSTEM CONTROLS ................................................................................................. 2-4
PROPELLER REVERSING................................................................................................................ 2-4
ENGINE INSTRUMENTATION........................................................................................................... 2-4
ANNUNCIATOR SYSTEM .................................................................................................................. 2-5
ENGINE LUBRICATION...................................................................................................................... 2-5
MAGNETIC CHIP DETECTOR............................................................................................................ 2-5
ENGINE ICE PROTECTION................................................................................................................. 2-5

P/N FM-1002
III
INERTIAL SEPARATORS.................................................................................................................. 2-5

INERTIAL SEPARATOR (DIAGRAM) .............................................................................................. 2-5
INSTRUMENT PANEL DIAGRAM (TYPICAL) ................................................................................. 2-6
PROPELLERS (REVERSING).............................................................................................................. 2-8
PROPELLER CONTROLS................................................................................................................. 2-8
PROPELLERS ................................................................................................................................... 2-8
PROPELLER GOVERNORS.............................................................................................................. 2-8
PRIMARY AND SECONDARY LOW PITCH STOPS ........................................................................ 2-8
AUTOFEATHER SYSTEM................................................................................................................. 2-8
FUEL SYSTEM...................................................................................................................................... 2-9
ENGINE DRIVEN BOOST PUMPS................................................................................................... 2-9
ELECTRIC AUXILIARY FUEL PUMPS ........................................................................................... 2-9
FUEL MANAGEMENT PANEL......................................................................................................... 2-9
FUEL MANAGEMENT PANEL (DIAGRAM) ................................................................................. 2-10
FUEL TRANSFER ........................................................................................................................... 2-10
FUEL SYSTEM SCHEMATIC (DIAGRAM) .................................................................................... 2-11
FUEL CROSSFEED ........................................................................................................................ 2-12
FUEL GAUGING SYSTEM ............................................................................................................. 2-12
FIREWALL SHUT-OFF................................................................................................................... 2-12
FUEL DRAINS................................................................................................................................. 2-12
FUEL VENTS................................................................................................................................... 2-12
THERMAL EXPANSION ................................................................................................................. 2-12
ELECTRICAL SYSTEM ..................................................................................................................... 2-13
GENERAL DESCRIPTION.............................................................................................................. 2-13
ELECTRICAL SYSTEM DIAGRAM................................................................................................. 2-14
INVERTER SYSTEM........................................................................................................................ 2-16
AIRCRAFT.............................................................................................................................................. 2-16
FLIGHT CONTROLS .......................................................................................................................... 2-16
FLAPS .................................................................................................................................................. 2-16
LANDING GEAR ................................................................................................................................ 2-17
BRAKE SYSTEM ................................................................................................................................ 2-17
COCKPIT LIGHTING ......................................................................................................................... 2-17
PITOT AND STATIC SYSTEM .......................................................................................................... 2-18
PITOT AND STATIC SYSTEM (DIAGRAM) ................................................................................... 2-18
FLIGHT INSTRUMENTS ................................................................................................................... 2-18
STALL WARNING.............................................................................................................................. 2-18
BLEED AIR AND VACUUM SYSTEMS ........................................................................................... 2-19
BLEED AIR AND VACUUM SYSTEM (DIAGRAM) ....................................................................... 2-19
AIR CONDITIONING (IF INSTALLED) ................................................................................................ 2-19
HEATING AND VENTILATION........................................................................................................ 2-20
DEFROSTING SYSTEM..................................................................................................................... 2-21
OXYGEN SYSTEM (OPTIONAL)...................................................................................................... 2-21
ICE PROTECTION SYSTEMS ........................................................................................................... 2-24
SURFACE DE-ICING SYSTEM (OPTIONAL) ................................................................................ 2-24
SURFACE DE-ICE SYSTEM (DIAGRAM)...................................................................................... 2-24
ELECTRIC PROPELLER DE-ICE SYSTEM (DIAGRAM).............................................................. 2-25
PROPELLER ELECTROTHERMAL DE-ICER SYSTEM................................................................ 2-25
FUEL SYSTEM ANTI-ICING........................................................................................................... 2-26
PITOT AND STALL WARNING HEAT SYSTEM............................................................................. 2-26
WINDSHIELD ELECTROTHERMAL ANTI-ICING SYSTEMS (OPTIONAL) ................................ 2-26
ENGINE AIR INLET ELECTROTHERMAL BOOTS....................................................................... 2-26
INERTIAL SEPARATOR SYSTEM................................................................................................... 2-26
IV

P/N FM-1002
ALTERNATE STATIC AIR SOURCE............................................................................................... 2-27

AUTOIGNITION SYSTEM............................................................................................................... 2-27
WINDSHIELD WIPERS...................................................................................................................... 2-27
ENGINE FIRE DETECTION SYSTEM .............................................................................................. 2-27
SECTION III - LIMITATIONS

LIMITATIONS ......................................................................................................................................... 3-1
ENGINE LIMITS ................................................................................................................................... 3-3
GENERATOR LOAD VS MINIMUM N1.............................................................................................. 3-4
TEMPERATURE LIMITS ..................................................................................................................... 3-4
MINIMUM OIL TEMPERATURE REQUIRED FOR FLIGHT............................................................ 3-4
FUEL ...................................................................................................................................................... 3-5
FUEL CAPACITY .............................................................................................................................. 3-5
OIL ......................................................................................................................................................... 3-5
STARTERS ............................................................................................................................................ 3-5
MAGNETIC CHIP DETECTOR SYSTEM ........................................................................................... 3-5
POWER LEVERS .................................................................................................................................. 3-5
PROPELLERS (REVERSING INSTALLATION) ................................................................................ 3-6
INSTRUMENT MARKINGS................................................................................................................. 3-6
KNOTS (REFER TO PAGE 1-7)............................................................................ 3-6
AIRSPEED LIMITS
ALTITUDE LIMITATION .................................................................................................................... 3-6
MANEUVERS ....................................................................................................................................... 3-6
FLIGHT LOAD FACTORS ................................................................................................................... 3-6
MAXIMUM WEIGHT ........................................................................................................................... 3-7
CENTER OF GRAVITY LIMITS (LANDING GEAR EXTENDED) ................................................... 3-7
MINIMUM FLIGHT CREW .................................................................................................................. 3-7
MAXIMUM OCCUPANCY LIMITS .................................................................................................... 3-7
CARGO .................................................................................................................................................. 3-7
AFT FACING SEATS ............................................................................................................................ 3-7
FLIGHT WITH CABIN ENTRANCE REMOVED ............................................................................... 3-7
FLIGHT INTO KNOWN ICING CONDITIONS................................................................................... 3-7
PLACARDS ........................................................................................................................................... 3-8
SECTION IV - NORMAL PROCEDURES

NORMAL PROCEDURES ...................................................................................................................... 4-1
INITIAL COCKPIT CHECK ................................................................................................................. 4-3
PREFLIGHT........................................................................................................................................... 4-4
LEFT WING....................................................................................................................................... 4-4
NOSE SECTION ................................................................................................................................ 4-4
RIGHT WING .................................................................................................................................... 4-4
TAIL SECTION .................................................................................................................................. 4-5
BEFORE STARTING THE ENGINES .................................................................................................. 4-5
ENGINE START .................................................................................................................................... 4-6
ENGINE CLEARING PROCEDURE .................................................................................................... 4-7
AFTER STARTING AND TAXI ........................................................................................................... 4-7
BEFORE TAKE-OFF............................................................................................................................. 4-7
TAKE-OFF............................................................................................................................................. 4-9
CLIMB ................................................................................................................................................... 4-9
CRUISE.................................................................................................................................................. 4-9
OPERATIONAL SPEEDS KNOTS (REFER TO PAGE 1-7) ................................................................ 4-10
DESCENT ............................................................................................................................................ 4-10
LANDING ............................................................................................................................................ 4-10

P/N FM-1002
MAXIMUM REVERSE THRUST LANDING .................................................................................... 4-10

AFTER LANDING............................................................................................................................... 4-11
ENGINE SHUTDOWN AND SECURING.......................................................................................... 4-11
NIGHT OR INSTRUMENT FLIGHT (BEFORE TAKE-OFF)............................................................ 4-12
ICING FLIGHT .................................................................................................................................... 4-12
LIMITATIONS ................................................................................................................................. 4-12
THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT
ICING .............................................................................................................................................. 4-12
PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT ....................................... 4-12
CHECK ALL SYSTEMS BEFORE TAKE-OFF WHEN ICING FLIGHT IS ANTICIPATED .......... 4-13
BLENDING ANTI-ICING ADDITIVE TO FUEL............................................................................... 4-15
CABIN ENVIRONMENTAL CONTROL ........................................................................................... 4-15
ILLUMINATION OF "CABIN HEAT OUT" ANNUNCIATOR........................................................ 4-15
DEFROSTER AIR ............................................................................................................................ 4-15
FRESH AIR VENTILATION ............................................................................................................ 4-16
OXYGEN SYSTEM............................................................................................................................. 4-16
NICKEL-CADMIUM BATTERY CONDITION CHECK .................................................................. 4-16
DURING ENGINE START (Using Loadmeter) ............................................................................... 4-16
IN FLIGHT ...................................................................................................................................... 4-17
DURING ENGINE SHUTDOWN .................................................................................................... 4-17
SECTION V - EMERGENCY PROCEDURES

EMERGENCY PROCEDURES .............................................................................................................. 5-1
SINGLE-ENGINE PROCEDURES ....................................................................................................... 5-3
ENGINE FAILURE DURING TAKE-OFF ........................................................................................ 5-3
ENGINE FAILURE OR FIRE (FLIGHT) .......................................................................................... 5-4
ENGINE FLAME-OUT (SECOND ENGINE).................................................................................... 5-4
ENGINE FAILURE IN FLIGHT/ILLUMINATION OF MAGNETIC CHIP DETECTOR LIGHT
(AMBER ANNUNCIATOR)................................................................................................................. 5-4
ENGINE FIRE (GROUND) ................................................................................................................... 5-4
SINGLE-ENGINE GO-AROUND ......................................................................................................... 5-5
AIR START............................................................................................................................................ 5-5
STARTER ASSIST .............................................................................................................................. 5-5
WINDMILLING ENGINE AND PROPELLER (NO STARTER ASSIST) ........................................... 5-6
CROSSFEED.......................................................................................................................................... 5-6
TO DISCONTINUE CROSSFEED .................................................................................................... 5-6
ENGINE DRIVEN LOW PRESSURE BOOST PUMP FAILURE ........................................................ 5-6
ELECTRICAL SYSTEM FAILURE...................................................................................................... 5-6
GENERATOR INOPERATIVE (GEN OUT annunciator light on)..................................................... 5-6
EXCESSIVE LOADMETER INDICATION (OVER 1.0) .................................................................... 5-7
CIRCUIT BREAKER TRIPPED......................................................................................................... 5-7
DUAL BUS FEEDER CIRCUIT BREAKER TRIPPED ..................................................................... 5-7
INVERTER INOPERATIVE ............................................................................................................... 5-7
ELECTRICAL SMOKE OR FIRE ......................................................................................................... 5-7
ELECTROTHERMAL PROPELLER DEICE ....................................................................................... 5-7
LANDING GEAR MANUAL EXTENSION (EMERGENCY) ............................................................. 5-8
LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION.............................. 5-8
EMERGENCY ALTERNATE STATIC AIR SOURCE ........................................................................ 5-8
EMERGENCY DESCENT PROCEDURE ............................................................................................ 5-9
EMERGENCY EXIT.............................................................................................................................. 5-9
FAILURE OF SECONDARY (ELECTRICAL) LOW PITCH STOP .................................................... 5-9
SPINS ................................................................................................................................................... 5-10
VI

P/N FM-1002
ILLUMINATION OF CABIN DOOR WARNING LIGHT ................................................................. 5-10
SECTION VI - FAA PERFORMANCE

FAA APPROVED PERFORMANCE ..................................................................................................... 6-1
AIRSPEED CALIBRATION STANDARD SYSTEM........................................................................ 6-3
AIRSPEED CALIBRATION ALTERNATE SYSTEM ..................................................................... 6-4
ALTIMETER CORRECTION NORMAL SYSTEM .......................................................................... 6-5
ALTIMETER CORRECTION ALTERNATE SYSTEM .................................................................... 6-6
MAXIMUM TAKE-OFF WEIGHT PERMITTED BY ENROUTE CLIMB REQUIREMENT............ 6-7
POWER AVAILABLE FOR TAKE-OFF .............................................................................................. 6-8
NORMAL TAKE-OFF DISTANCE ...................................................................................................... 6-9
TWIN ENGINE CLIMB....................................................................................................................... 6-10
TWIN ENGINE BEST RATE-OF-CLIMB SPEED ............................................................................. 6-11
SINGLE ENGINE CLIMB ................................................................................................................... 6-12
SINGLE ENGINE BEST RATE-OF-CLIMB SPEED.......................................................................... 6-13
BALKED LANDING CLIMB.............................................................................................................. 6-14
NORMAL LANDING APPROACH SPEED ....................................................................................... 6-15
NORMAL LANDING DISTANCE WITHOUT REVERSE................................................................ 6-16
STALL SPEEDS KCAS .................................................................................................................... 6-17
SECTION VII - FIELD LENGTH

FIELD LENGTH....................................................................................................................................... 7-1
ACCELERATE AND STOP DISTANCE .............................................................................................. 7-3
SINGLE ENGINE TAKE-OFF DISTANCE .......................................................................................... 7-4
SECTION VIII - CRUISE CONTROL
CRUISE CONTROL................................................................................................................................. 8-1

INTRODUCTION TO CRUISE CONTROL.......................................................................................... 8-3
TWIN ENGINE CRUISE CLIMB.......................................................................................................... 8-6
RANGE - MAXIMUM CRUISE POWER ............................................................................................. 8-8
MAXIMUM CRUISE POWER ISA-30C ............................................................................................. 8-9
MAXIMUM CRUISE POWER ISA-20C ........................................................................................... 8-10
MAXIMUM CRUISE POWER ISA-10C ........................................................................................... 8-11
MAXIMUM CRUISE POWER ISA..................................................................................................... 8-12
MAXIMUM CRUISE POWER ISA+10C .......................................................................................... 8-13
RANGE - MAXIMUM RANGE POWER............................................................................................ 8-17
MAXIMUM RANGE POWER ISA-30C............................................................................................ 8-18
MAXIMUM RANGE POWER ISA ..................................................................................................... 8-21
MAXIMUM RANGE POWER ISA+10C........................................................................................... 8-22

P/N FM-1002
VII

ENDURANCE TIME ........................................................................................................................... 8-26
DESCENT ............................................................................................................................................ 8-27
WIND COMPONENTS........................................................................................................................ 8-28
ISA CONVERSION ............................................................................................................................. 8-29
TEMPERATURE CORRECTION ....................................................................................................... 8-30
FUEL DENSITY TEMPERATURE VARIATION.............................................................................. 8-31
SECTION IX WEIGHT AND BALANCE

WEIGHT AND BALANCE...................................................................................................................... 9-1
WEIGHT AND BALANCE REPORT ................................................................................................... 9-3
WEIGHT AND BALANCE LOADING FORM..................................................................................... 9-4
LOADING INSTRUCTIONS................................................................................................................. 9-4
SEATING CONFIGURATION.............................................................................................................. 9-6
PASSENGER CONFIGURATION........................................................................................................ 9-7
BAGGAGE............................................................................................................................................. 9-7
AIRLINE SEATING CONFIGURATION ............................................................................................. 9-8
NOSE BAGGAGE ................................................................................................................................. 9-8
CARGO LOADING ............................................................................................................................... 9-9
CABIN CARGO ..................................................................................................................................... 9-9
USABLE FUEL, WEIGHTS & MOMENTS........................................................................................ 9-10
GROSS WEIGHT MOMENT LIMITS ................................................................................................ 9-11
AIRCRAFT EQUIPMENT LIST .......................................................................................... APPENDIX A
AVIONICS EQUIPMENT LIST ........................................................................................... APPENDIX B
SECTION X - SERVICING
SERVICING ............................................................................................................................................ 10-1
INTRODUCTION TO SERVICING..................................................................................................... 10-3
GROUND HANDLING .......................................................................................................................... 10-3
TOWING .............................................................................................................................................. 10-3
PARKING ............................................................................................................................................ 10-3
CONTROL LOCKS ............................................................................................................................. 10-3
CONTROL LOCKS (DIAGRAM)..................................................................................................... 10-3
TIE-DOWN .......................................................................................................................................... 10-4
AIRCRAFT SERVICING ...................................................................................................................... 10-4
EXTERNAL POWER .......................................................................................................................... 10-4
BATTERY............................................................................................................................................ 10-4
LANDING GEAR ................................................................................................................................ 10-4
TIRES............................................................................................................................................... 10-4
SHOCK STRUTS.............................................................................................................................. 10-5
BRAKE SYSTEM.............................................................................................................................. 10-5
BRAKE WEAR (DIAGRAM) ............................................................................................................ 10-5
OIL SYSTEM ....................................................................................................................................... 10-5
CLEANING AND INSPECTING THE OIL FILTER........................................................................ 10-6
OIL FILTER (DIAGRAM)................................................................................................................ 10-6
CHANGING THE ENGINE OIL...................................................................................................... 10-6
FUEL SYSTEM.................................................................................................................................... 10-7
FUEL HANDLING PRACTICES ..................................................................................................... 10-7
FUEL GRADES AND TYPES .......................................................................................................... 10-8
VIII

P/N FM-1002
FILLING THE TANKS..................................................................................................................... 10-8

DRAINING FUEL SYSTEM............................................................................................................. 10-8
ENGINE FUEL FILTERS ................................................................................................................ 10-9
CHANGING PESCO FUEL PUMP FILTER (EVERY 100 hours) .................................................. 10-9
INSTRUMENT VACUUM AIR .......................................................................................................... 10-9
SERVICING THE OXYGEN SYSTEM .............................................................................................. 10-9
MISCELLANEOUS MAINTENANCE ............................................................................................. 10-10
AIRCRAFT FINISH CARE............................................................................................................. 10-10
SURFACE DEICE BOOT CLEANING ............................................................................................. 10-10
CLEANING PLASTIC WINDOWS .................................................................................................. 10-11
INTERIOR CARE .............................................................................................................................. 10-11
HEATER FUEL FILTER ELEMENT CLEANING ........................................................................... 10-11
FUEL BRAND AND TYPE DESIGNATIONS ................................................................................. 10-12
APPROVED LUBRICATION OILS FOR THE PT6A-20 ENGINE.................................................. 10-13
LAMP REPLACEMENT CHART ..................................................................................................... 10-14
CONSUMABLE MATERIALS CHART ........................................................................................... 10-15
LUBRICATION CHART................................................................................................................... 10-16
SHEET 1 ........................................................................................................................................ 10-16
SHEET 2 ........................................................................................................................................ 10-17
SHEET 3 ........................................................................................................................................ 10-18
SHEET 4 ........................................................................................................................................ 10-19
SHEET 5 ........................................................................................................................................ 10-20
SHEET 6 ........................................................................................................................................ 10-21
SECTION XI - SUPPLEMENTS
SUPPLEMENTS ..................................................................................................................................... 11-1
LOG OF REVISIONS............................................................................................................................. 11-3

P/N FM-1002
IX
ALPHABETICAL INDEX
D
A
Airplane Dimensions ................................................. 1-4
Airplane Finish Care.............................................. 10-10
Annunciator Panel ..................................................... 2-5
Anti-Ice
Engine................................................................ 2-26
Windshield ......................................................... 2-26
Approach Flap ......................................................... 2-16
Approved Fuels ..................................................... 10-12
Auto-ignition ............................................................. 2-3
Automatic Transfer, Fuel......................................... 2-10
Autopilot
(See Flight Manual Support)
B
Battery, Servicing .................................................... 10-4
Bleed Air and Vacuum Systems .............................. 2-19
Diagram.............................................................. 2-19
Boot Cleaning, Deicer ........................................... 10-10
Brake
Servicing ............................................................ 10-5
System................................................................ 2-18
Parking ............................................................... 10-3
C
Cabin
Dimensions........................................................... 1-4
Capacity
Fuel.......................................................1-4, 3-5, 10-7
Oil.........................................................1-4, 2-5, 10-5
Chart, Consumable Materials ................................ 10-16
Chip Detector, Magnetic............................................ 2-5
Cleaning
Deicer Boot ...................................................... 10-10
Plastic Windows............................................... 10-11
Consumable Materials Chart ................................. 10-16
Control
Console................................................................. 2-6
Locks.................................................................. 10-3
Controls Propulsion System ...................................... 2-4
Deicer Boot Cleaning...............................................10-10

Deicing
Fuel Vents ............................................................2-26
Pitot ......................................................................2-26
Propeller Electrothermal.......................................2-25
System, Surface ....................................................2-24
Dimensions, Interior and Exterior................................1-4
E
Electrical System ............................................. 2-13, 2-14
Electrothermal Deicer, Propeller ...............................2-26
Emergency
Procedures, FAA Approved ...................................5-3
Engine
Auto-ignition ..........................................................2-3
Oil Changing ........................................................10-6
Exercising, Propeller....................................................4-8
External Power Source...............................................10-4
F
FAA Approved Data
Emergency Procedures ...........................................5-3
Limitations..............................................................3-3
Normal Procedures .................................................4-3
Performance............................................................6-3
Field Length Graphs ............................................ 7-3, 7-5
Filter
Changing, Fuel .....................................................10-7
Changing, Oil .......................................................10-5
Element Cleaning, Heater Fuel...........................10-11
Finish Care, Aircraft ................................................10-10
Flaps...........................................................................2-16
Flight
Controls ................................................................2-16
Instruments ................................................... 2-6, 2-18
Manual Supplements ............................................11-3
Fuel ..............................................................................3-5
Capacity ................................................ 1-4, 3-5, 10-7
Filter Changing........................................... 10-6, 10-9
Filter Element Cleaning, Heater .........................10-11
Fuel System .................................................................2-9
Diagram................................................................2-11
Servicing...............................................................10-7
Vents Heating .......................................................2-12

P/N FM-1002
Normal Procedures, FAA Approved........................ 4-3

Graphs
Cruise Control ........................................................8-3
FAA Approved Performance..................................6-1
Field Length ...........................................................7-1
Gravity Feed, Fuel .....................................................2-12
Ground Handling .......................................................10-3
H
Heading Operation, Autopilot
(See Flight Manual Supplement)
Heated
Fuel Vents ............................................................2-12
Pitot Tube .............................................................2-26
Windshield ...........................................................2-26
Heater Fuel Filter Element Cleaning .......................10-11
Heater Operation........................................................2-20
Hydraulic
Reservoir Servicing ..............................................10-5
I
Ice Protection......................................................2-5, 2-24
ILS Coupler Operation, Autopilot
Indicator, Stall Warning ............................................2-18
Inertial Separators........................................................2-5
Inflight Operation, Autopilot
Instruments and Control Console .......................2-6, 2-18
Instruments Engine ......................................................2-4
L
Landing
Gear......................................................................2-18
Gear Servicing......................................................10-4
Lighting, Cockpit.......................................................2-18
Limitations, FAA Approved........................................3-3
Locks, Control ...........................................................10-3
Lubrication System......................................................2-5
M
Magnetic Chip Detector...............................................2-5
Mooring and Tie Down .............................................10-4
O
Oil
Approved ........................................................ 10-14
Capacity..............................................1-4, 2-5, 10-5
Changing, Engine ............................................. 10-6
Filter Changing................................................. 10-6
System Servicing.............................................. 10-5
Operation
Autopilot
Engine................................................................. 2-3
Fuel Control Heat ............................................. 2-12
Fuel System ........................................................ 2-9
Heated Windshield ........................................... 2-26
Heater ............................................................... 2-20
Pitot Heat.......................................................... 2-26
Surface Deicing ................................................ 2-24
Windshield Wiper............................................. 2-27
Oxygen
System .............................................................. 2-21
System Operation ............................................. 2-21
System Servicing.............................................. 10-9
P
Parking................................................................... 10-3
Performance, FAA Approved .................................. 6-1
Pitot and Static System .......................................... 2-18
Diagram............................................................ 2-18
Pitot Heat ............................................................... 2-26
Plastic Windows, Cleaning .................................. 10-11
Power Plant
Ice Protection.................................................... 2-26
Power Source, External.......................................... 10-4
Preflight Operation, Autopilot
Procedures
Emergency.......................................................... 5-3
Normal................................................................ 4-3
Propeller................................................................... 2-8
Electrothermal Deicer....................................... 2-25
Exercising........................................................... 4-8
Reversing............................................................ 2-8
Propulsion System
Controls .............................................................. 2-4
Engine................................................................. 2-3
Fuel Control........................................................ 2-4
Ignition ............................................................... 2-3

P/N FM-1002
XI
T
S
Servicing.................................................................. 10-3
Battery................................................................ 10-4
Brakes................................................................. 10-5
Consumable Materials Chart ............................ 10-16
External Power ................................................... 10-4
Fuel System........................................................ 10-7
Hydraulic Reservoir ........................................... 10-5
Landing Gear...................................................... 10-4
Lubrication Chart ............................................. 10-17
Oil Filter ............................................................. 10-6
Oil System.......................................................... 10-5
Oxygen System .................................................. 10-9
Shock Strut ......................................................... 10-5
Surface Deicer ................................................. 10-10
Tires ................................................................... 10-4
Vacuum System ................................................. 10-9
Shock Strut Servicing .............................................. 10-5
Stall Warning........................................................... 2-18
Static System, Pitot ................................................. 2-18
Supplements, Flight Manual.................................... 11-1
Surface Deicing
System................................................................ 2-24
Vacuum Servicing .............................................. 10-9
System
Bleed Air and Vacuum....................................... 2-19
Brake .................................................................. 2-17
Electrical ............................................................ 2-13
Fuel....................................................................... 2-9
Lubrication ........................................................... 2-5
Oxygen ............................................................... 2-21
Pitot and Static ................................................... 2-18
Propulsion ............................................................ 2-4
Surface Deicing.................................................. 2-25
Vacuum .............................................................. 2-19
XII
Temperature
Control, Heating .................................................2-20
Tie-Down.................................................................10-4
Tires, Servicing........................................................10-4
Towing.....................................................................10-3
V
Vacuum Servicing......................................................10-9
Vacuum System, Bleed Air........................................2-19
W
Warning Indicator, Stall.............................................2-18
Windows, Cleaning Plastic ......................................10-11
Windshield Anti-Ice...................................................2-26
Windshield Wiper ......................................................2-27
Wing Area and Loading...............................................1-4

P/N FM-1002

Box 7 Bridgewater VA 22812
Beechcraft King Air
Model 65-A90-1 & -4
Eligible for 10,200 Lbs.
LOG OF REVISIONS
Revision
Number
Original
Date
Feb 24 99
Revised
Pages
ALL
Description of Revision
A black bar on a revised page shows the current changes

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Sections III thru VI consist of the FAA Approved
Manual and are listed in the FAA Aircraft Manual
Section VII Field Length
Section VIII Cruise Control
Section IX Weight and Balance
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P/N FM-1002

Section IX Aircraft Equipment List (Appendix A)
Section IX Avionics Equipment List (Appendix B)
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section X Servicing
Section XI FAA Airplane Flight Manual Supplement
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XVII
SECTION I
GENERAL SPECIFICATIONS
TABLE OF CONTENTS
GENERAL SPECIFICATIONS ................................................................................................................. 1

AIRFRAME DIMENSIONS (DIAGRAM) ................................................................................................ 3
GENERAL INFORMATION...................................................................................................................... 4
WEIGHTS ................................................................................................................................................. 4
WING AREA AND LOADING ................................................................................................................ 4
DIMENSIONS........................................................................................................................................... 4
CABIN DIMENSIONS ............................................................................................................................. 4
FUEL AND OIL CAPACITY.................................................................................................................... 4
INTRODUCTION ........................................................................................................................................ 5
USE OF THE MANUAL ........................................................................................................................... 5
DIVISIONS OF THE MANUAL............................................................................................................... 5
PILOTS OPERATING MANUAL REVISION RECORD....................................................................... 6
FAA APPROVED AIRPLANE FLIGHT MANUAL REVISION RECORD............................................ 6
AIRPLANE FLIGHT MANUAL SUPPLEMENTS REVISION RECORD.............................................. 6
ABBREVIATIONS AND TERMINOLOGIES ......................................................................................... 7
GENERAL AIRSPEED............................................................................................................................. 7
METEOROLGICAL ................................................................................................................................. 8
POWER ..................................................................................................................................................... 8
CONTROL AND INSTRUMENT TERMINOLOGY............................................................................... 9
AIRPLANE PERFORMANCE AND FLIGHT PLANNING .................................................................. 10
WEIGHT AND BALANCE TERMINOLOGY....................................................................................... 10

P/N FM-1002
1-1
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P/N FM-1002
AIRFRAME DIMENSIONS (DIAGRAM)

P/N FM-1002
1-3
SECTION I
GENERAL INFORMATION
WEIGHTS
Gross Weight
Maximum Landing Weight
Typical Empty Weight
(includes standard equipment)
10,200 lbs.
9,700 lbs.
5,685 lbs.
WING AREA AND LOADING

Wing Area
Wing Loading at gross weight
Power Loading at gross weight
293.9 sq. ft.

34.7 lbs./sq. ft.
9.3 lbs./hp.
DIMENSIONS
Wing Span
Length
Height to top of fin
50 ft. 2.94 in.

35 ft. 6
in.
14 ft. 2.5 in.
CABIN DIMENSIONS
Length
Height
Width
Entrance Door
Cargo Door (Including Entrance Door)
155 in.
57 in.
55 in.
27 in. wide x 51.5 in. high
53.5 in. wide x 51.5 in. high
FUEL AND OIL CAPACITY

Fuel Capacity in Nacelle Tanks
Fuel Capacity in Wing Tanks
Oil Capacity (each engine)
1-4
114 gallons
256 gallons
3.5 gallons

P/N FM-1002
SECTION I
INTRODUCTION
This handbook should be read carefully by the owner and the operator in order to become familiar with the
operation of the airplane. Suggestions and recommendations have been made within it to aid in obtaining
maximum performance without sacrificing economy. Be familiar with, and operate the airplane in
accordance with, the Pilots Operating Handbook and FAA Approved Flight Manual, and/or placards
which are located in the airplane.
As a further reminder, the owner and operator of the airplane should also be familiar with the Federal
Aviation Regulations applicable to the operation and maintenance of the airplane, and FAR Part 91,
General Operating and Flight Rules. Further, the airplane must be operated and maintained in accordance
with FAA Airworthiness Directives which may be issued against it.
The Federal Aviation Regulations place the responsibility for the maintenance of this airplane on the owner
and the operator, who should ensure that all maintenance is done by qualified mechanics in conformity with
all airworthiness requirements established for this airplane.
All limits, procedures, safety practices, time limits, servicing, and maintenance requirements contained in
this handbook are considered mandatory for the continued airworthiness of this airplane in a condition
equal to that of its original manufacture.
USE OF THE MANUAL

A current manual is an informative manual. Every effort will be made by Dynamic Aviation Group, Inc. to
incorporate the latest information available so that you may always have a current BEECHCRAFT King
Air 65-A90-1 & -4 Pilots Operating Manual. The following information will inform you of the divisions of
the book and the proper manner of updating the revision records and amending the content of the book as
the material becomes available to you.
DIVISIONS OF THE MANUAL

The Pilots Operating Manual is divided into two basic parts: the FAA Approved portion which includes
the FAA Approved Airplane Flight Manual and Supplements (each page being identified as such with the
FAA approved date), and the Pilot's Operating Manual that is not FAA Approved, which includes the
remainder of the manual. The FAA Approved sections of the manual are distinguished from the nonapproved sections with divider tabs marked FAA Approved preceding the title of the section.
The FAA Approved Airplane Flight Manual bears its own part number and is a complete manual in itself.
The Pilots Operating Manual bears a separate part number and is incomplete without the FAA Approved
Flight Manual.

P/N FM-1002
1-5
PILOTS OPERATING MANUAL REVISION RECORD

The Pilots Operating Manual Log of Revisions pages are used for description of all revisions to the
Pilots Operating Manual. When a revision is made, a new Log of Revisions sheet will be issued. This
must be inserted immediately ahead of all previously issued Log of Revisions sheets. All Log of
Revisions pages must be retained in the manual to provide a current record of revision status. As noted at
the bottom of the page, each revised portion of the pages issued will have a black vertical bar indicating the
current change. All revised pages listed in the new Log of Revisions are to be removed and replaced with
the current page. The Control Page will also be changed to reflect the current status of the Pilots Operating
Manual.
FAA APPROVED AIRPLANE FLIGHT MANUAL REVISION RECORD

The FAA Approved Airplane Flight Manual FAA Log of Revisions pages are used for description of all
Revisions to the FAA Approved portion of the Flight Manual, except the Airplane Flight Manual
Supplements. When a FAA Approved Revision is made, a new FAA Log of Revisions sheet will be
issued. This must be inserted immediately ahead of all previously issued FAA Log of Revisions sheets.
All FAA Log of Revisions pages must be retained in the manual to provide a current record of revision
status. As noted at the bottom of the page, each revised portion of the pages issued will have a black
vertical bar indicating the current change. All revised pages listed in the new FAA Log of Revisions are
to be removed and replaced with the current page. The Control Page will also be changed to reflect the
current status of the FAA Approved Airplane Flight Manual.
AIRPLANE FLIGHT MANUAL SUPPLEMENTS REVISION RECORD

The Supplemental Operational Data section contains the FAA Approved Airplane Flight Manual
Supplements and a Log of Revisions page. This is a listing of FAA Approved Supplemental Equipment
available for installation on the BEECHCRAFT King Air 65-A90-1 & -4.
NOTE
Revisions for this manual shall be requested from
Box 7
Bridgewater, VA 22812
1-6

P/N FM-1002
ABBREVIATIONS AND TERMINOLOGIES

GENERAL AIRSPEED
CAS
Calibrated Airspeed is the indicated speed of an airplane corrected for position and
instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere sea
level.
KCAS
Calibrated Airspeed expressed in knots.
GS
Ground Speed is the speed of an airplane relative to the ground.
IAS
Indicated Airspeed is the speed of an airplane as shown on the airspeed indicator when
corrected for instrument error.
KIAS
Indicated Airspeed expressed in knots.
TAS
True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS
corrected for altitude, temperature and compressibility.
VA
Maneuvering Speed is the maximum speed at which application of full available

aerodynamic control will not overstress the airplane.
VF
Design Flap Speed is the highest speed permissible at which wing flaps may be actuated.
VFE
Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a
prescribed extended position.
VLE
Maximum Landing Gear Extended Speed is the maximum speed permissible with the
landing gear extended.
VLO
Maximum Landing Gear Operating Speed is the maximum speed at which the landing
gear can be extended or retracted.
VMCA
The Air Minimum Control Speed is the minimum flight speed at which the airplane is
directionally controllable as determined in accordance with Federal Aviation Regulations.
VSSE
The Safe One-Engine Inoperative Speed is a speed above both VMCA and stall speed
selected to provide a reasonable margin of lateral and directional control when one
engine is suddenly rendered inoperative. Intentional failing of one engine below this
speed is not recommended.
VS
Stalling Speed or the minimum steady flight speed at which the airplane is controllable.

P/N FM-1002
1-7
VSO
Stalling Speed or the minimum steady flight speed at which the airplane is controllable in
the landing configuration.
VS1
Stalling speed or the minimum steady flight speed obtained in a specific configuration.
VX
Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in
the shortest possible horizontal distance.
VY
Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in
the shortest possible time.
VMO
Maximum Operating Speed is the speed limit that may not be deliberately exceeded in
normal flight operations.
METEOROLGICAL
Altimeter Setting
Barometric Pressure corrected to sea level.
ISA
International Standard Atmosphere in which:

(1) The air is a dry perfect gas;
(2) The temperature at sea level is 15o Celsius (59o Fahrenheit);
(3) The pressure at sea level is 29.92 inches of mercury (1013.2 millibars);
(4) The temperature gradient from sea level to the altitude at which the
temperature is 56.5oC (-69.7oF) is 0.00198oC (-0.003566oF) per foot and
zero above that altitude.
OAT
Outside Air Temperature is the free air static temperature, obtained either from
the temperature indicator (IOAT) adjusted for compressibility effects, or from
ground meteorological sources.
Indicated
Pressure
Altitude
The number actually read from an altimeter when the barometric subscale has
been set to 29.92 inches of mercury (1013.2 millibars).
Pressure
Altitude
Altitude measured from standard sea level pressure (29.92 in. Hg) by a pressure
(barometric) altimeter. It is the indicated pressure altitude corrected for position
and instrument error. In this manual, altimeter instrument errors are assumed to
be zero. Position errors may be obtained from the Altimeter Correction graph.
Station
Pressure
Actual atmospheric pressure at field elevation.
Wind
The wind velocities recorded as variables on the charts of this manual are to be
understood as the headwind or tailwind components of the reported winds.
POWER
Beta Range
The region of the Power Lever control which is aft of the Idle Stop and forward
of reversing range where blade pitch angle can be changed without a change of
gas generator rpm.
Cruise Climb
Is the maximum power approved for normal climb. These powers are torque or
temperature (ITT ) limited.
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P/N FM-1002
High Idle
Obtained by placing the Condition Lever in the High Idle position. This limits
the power operation to a minimum of 70% on N1 rpm.
Low Idle
Obtained by placing the Condition Lever in the Low Idle position. This limits
the power operation to a minimum of 52% of N1 rpm.
Maximum
Continuous
Power
Is the highest power rating not limited by time. Use of this rating is intended for
emergency situations at the discretion of the pilot.
Maximum Cruise
Power
Is the highest power rating for cruise that is not time limited.
Reverse
Reverse thrust is obtained by lifting the Power Levers and moving them aft of
the Beta range.
SHP
Shaft Horsepower
Take-off Power
Is the maximum power rating and is limited to a maximum of 5 minutes

operation. Use of this rating should be limited to normal take-off operations and
emergency situations
CONTROL AND INSTRUMENT TERMINOLOGY

Condition Lever
(Fuel Shut-off
Lever)
The fuel shut-off lever actuates a valve in the fuel control unit which controls
the flow of fuel at the fuel control outlet and regulates the idle range from Low
to High idle.
ITT (Interstage
Turbine
Temperature
Eight probes wired in parallel indicate the temperature between the compressor
and power turbines.
N1 Tachometer
(Gas Generator
RPM)
The tachometer registers the rpm of the gas generator with 100% representing a
gas generator speed of 37,500 rpm.
Power Lever (Gas

Generator N1
RPM)
This lever serves to modulate engine power from full reverse thrust to take-off.
The position for idle represents the lowest recommended level of power for
flight operation.
Propeller Control
Lever N2 RPM)
This lever requests the control to maintain rpm at a selected value and, in the
maximum decrease rpm position, feathers the propeller.
Propeller Governor
This governor will maintain the selected speed requested by the propeller
control lever, except on reverse selection where the power lever interconnection
to the integral pneumatic area of the governor will select a lower speed. The
pneumatic area during normal selection will act as an overspeed limiter.
Torquemeter
The torquemeter system determines the shaft output torque. Torque values are
obtained by tapping into two outlets on the reduction gear case and recording the
differential pressure from the outlets. The relationship between torquemeter
pressure and propeller shaft power is shown in LIMITATIONS Section III.
Instrument readout is in foot-pounds.

P/N FM-1002
1-9
AIRPLANE PERFORMANCE AND FLIGHT PLANNING

Climb Gradient
The ratio of the change in height during a portion of a climb, to the horizontal
distance traversed in the same time interval.
Demonstrated
Crosswind
The maximum 90o crosswind component for which adequate control of the
airplane during takeoff and landing was actually demonstrated during
certification tests. This value is considered limiting.
ICAO
International Civil Aviation Organization.
Accelerate-Stop
Distance
The distance required to accelerate an airplane to a specified speed and

assuming failure of an engine at the instant that speed is attained, to bring the
airplane to a stop.
Accelerate-Go
Distance
The distance required to accelerate an airplane to a specified speed and,

assuming failure of an engine at the instant that speed is attained, continue
takeoff on the remaining engine to a height of 50 feet.
WEIGHT AND BALANCE TERMINOLOGY

Approved Loading
Envelope
Those combinations of airplane weight and center of gravity which define the
limits beyond which loading is not approved.
Arm
The distance from the center of gravity of an object to a line about which
moments are to be computed.
Basic Empty Weight
The weight of an empty airplane including full engine oil and unusable fuel.
This equals empty weight plus the weight of unusable fuel, and the weight of all
the engine oil required to fill the lines and tanks. Basic empty weight is the basic
configuration from which loading data is determined.
Center of Gravity
A point at which the weight of an object may be considered concentrated for

weight and balance purposes.
CG Limits
The extreme center of gravity locations within which the airplane must be
operated at a given weight.
Reference Datum
A vertical plane perpendicular to the airplane longitudinal axis from which fore
and aft (usually aft) measurements are made for weight and balance purposes.
Empty Weight
The weight of an empty airplane before any oil or fuel has been added. This
includes all permanently installed equipment, fixed ballast, full hydraulic fluid,
full chemical toilet fluid, and all other operating fluids, full, except that the
engines, tanks, and lines do not contain any engine oil or fuel.
Engine Oil
That portion of the engine oil that can be drained from the engine.
Jack Point
Points on the airplane identified by the manufacturer as suitable for supporting

the airplane for weighing or other purposes.
Landing Weight
The weight of the airplane at landing touchdown.
Leveling Points
Those points which are used during the weighing process to level the airplane.
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P/N FM-1002
Maximum Weight
The largest weight allowed by design, structural, performance or other

limitations.
Moment
A measure of the rotational tendency of a weight, about a specified line,

mathematically equal to the product of the weight and the arm.
Payload
Weight of occupants, cargo and baggage.
PPH
Pounds Per Hour
Ramp Weight
The weight of the airplane before engine start. Included is the take-off weight
plus a fuel allowance for start, taxi, run-up, and take-off ground roll to liftoff.
Station
The longitudinal distance from some point to the zero datum or zero fuselage
station.
Take-off Weight
The weight of the airplane at lift-off from the runway.
Tare
The apparent weight which may be indicated by a scales before any load is
applied.
Unusable Fuel
The fuel remaining after consumption of usable fuel.
Usable Fuel
That portion of the total fuel which is available for consumption as determined
in accordance with applicable regulatory standards.
Useful Load
The difference between the airplane ramp weight and the basic empty weight.
Zero Fuel Weight
The airplane ramp weight minus the weight of fuel on board.

P/N FM-1002
1 - 11
SECTION II
SYSTEMS DESCRIPTIONS
TABLE OF CONTENTS
SYSTEMS DESCRIPTIONS......................................................................................................................................1
PROPULSION SYSTEM ...........................................................................................................................................3
ENGINE ....................................................................................................................................................................3
IGNITION..............................................................................................................................................................3
AUTO-IGNITION ..................................................................................................................................................3
ENGINE CUTAWAY (DIAGRAM) ........................................................................................................................3
FUEL CONTROL ..................................................................................................................................................4
PROPULSION SYSTEM CONTROLS ....................................................................................................................4
PROPELLER REVERSING ...................................................................................................................................4
ENGINE INSTRUMENTATION .............................................................................................................................4
ANNUNCIATOR SYSTEM .....................................................................................................................................5
ENGINE LUBRICATION ........................................................................................................................................5
MAGNETIC CHIP DETECTOR...............................................................................................................................5
ENGINE ICE PROTECTION ...................................................................................................................................5
INERTIAL SEPARATORS .....................................................................................................................................5
INERTIAL SEPARATOR (DIAGRAM) ..................................................................................................................5
INSTRUMENT PANEL DIAGRAM (TYPICAL)....................................................................................................6
PROPELLERS (REVERSING).................................................................................................................................8
PROPELLER CONTROLS ....................................................................................................................................8
PROPELLERS .......................................................................................................................................................8
PROPELLER GOVERNORS .................................................................................................................................8
PRIMARY AND SECONDARY LOW PITCH STOPS............................................................................................8
AUTOFEATHER SYSTEM ....................................................................................................................................8
FUEL SYSTEM.........................................................................................................................................................9
ENGINE DRIVEN BOOST PUMPS ......................................................................................................................9
ELECTRIC AUXILIARY FUEL PUMPS ...............................................................................................................9
FUEL MANAGEMENT PANEL ............................................................................................................................9
FUEL MANAGEMENT PANEL (DIAGRAM).....................................................................................................10
FUEL TRANSFER ...............................................................................................................................................10
FUEL SYSTEM SCHEMATIC (DIAGRAM)........................................................................................................11
FUEL CROSSFEED ............................................................................................................................................12
FUEL GAUGING SYSTEM .................................................................................................................................12
FIREWALL SHUT-OFF ......................................................................................................................................12
FUEL DRAINS ....................................................................................................................................................12
FUEL VENTS ......................................................................................................................................................12
THERMAL EXPANSION.....................................................................................................................................12
ELECTRICAL SYSTEM ........................................................................................................................................13
GENERAL DESCRIPTION .................................................................................................................................13
ELECTRICAL SYSTEM DIAGRAM ....................................................................................................................14
INVERTER SYSTEM............................................................................................................................................16
AIRCRAFT ................................................................................................................................................................16
FLIGHT CONTROLS .............................................................................................................................................16
FLAPS .....................................................................................................................................................................16
LANDING GEAR ...................................................................................................................................................17
BRAKE SYSTEM ...................................................................................................................................................17

P/N FM-1002
2-1
COCKPIT LIGHTING ............................................................................................................................................17

PITOT AND STATIC SYSTEM .............................................................................................................................18
PITOT AND STATIC SYSTEM (DIAGRAM).......................................................................................................18
FLIGHT INSTRUMENTS ......................................................................................................................................18
STALL WARNING.................................................................................................................................................18
BLEED AIR AND VACUUM SYSTEMS ..............................................................................................................19
BLEED AIR AND VACUUM SYSTEM (DIAGRAM) ..........................................................................................19
AIR CONDITIONING (IF INSTALLED) ...................................................................................................................19
HEATING AND VENTILATION ..........................................................................................................................20
DEFROSTING SYSTEM........................................................................................................................................21
OXYGEN SYSTEM (OPTIONAL) ........................................................................................................................21
ICE PROTECTION SYSTEMS ..............................................................................................................................24
SURFACE DE-ICING SYSTEM (OPTIONAL)....................................................................................................24
SURFACE DE-ICE SYSTEM (DIAGRAM) .........................................................................................................24
ELECTRIC PROPELLER DE-ICE SYSTEM (DIAGRAM) .................................................................................25
PROPELLER ELECTROTHERMAL DE-ICER SYSTEM ..................................................................................25
FUEL SYSTEM ANTI-ICING ..............................................................................................................................26
PITOT AND STALL WARNING HEAT SYSTEM ................................................................................................26
WINDSHIELD ELECTROTHERMAL ANTI-ICING SYSTEMS (OPTIONAL) ...................................................26
ENGINE AIR INLET ELECTROTHERMAL BOOTS ..........................................................................................26
INERTIAL SEPARATOR SYSTEM ......................................................................................................................26
ALTERNATE STATIC AIR SOURCE ..................................................................................................................27
AUTOIGNITION SYSTEM ..................................................................................................................................27
WINDSHIELD WIPERS.........................................................................................................................................27
ENGINE FIRE DETECTION SYSTEM .................................................................................................................27
2-2

P/N FM-1002
SECTION II
SYSTEMS DESCRIPTIONS
PROPULSION SYSTEM
ENGINE
The PT6A-20 is a reverse-flow, free-turbine engine.
Air enters through an intake screen and passes into a
three-stage axial and a single-stage centrifugal
compressor driven by a single-stage reaction turbine.
Another single-stage reaction turbine counterrotating with the first, drives the propeller through a
two-stage reduction gear. Fuel is sprayed into the
annular combustion chamber by fourteen individual
removable fuel nozzles mounted around the gas
generator case. A low voltage ignition unit and coil
igniter plugs are used to start combustion. A
hydropneumatic fuel control schedules fuel flow to
maintain the power set by the gas generator Power
Lever. The accessory section and integral oil tank are
located on the aft end of the gas generator.
IGNITION
The Starter-Ignition switch for each engine has three
positions. In the IGNITION AND ENGINE START
position, power is supplied to the ignition and starter
systems, and a light on the annunciator panel
illuminates, showing ignition operation. When not in

use, the switch is returned to the STOP position. In
the spring-loaded STARTER ONLY position, power
is supplied to the starter only, for the purpose of
motoring the gas generator.
AUTO-IGNITION
The auto-ignition system serves as a sentinel to
prevent an engine loss due to combustion failure. The
auto-ignition system must be ARMED for icing
flights, flights at night above 14,000 feet, and at or
below 5oC in visible moisture. The system is placed
in operation by moving the auto-ignition switches,
located on the pilots left subpanel, to the ARMED
position. Two (green) ARMED lights, located
immediately below the switches, will illuminate
when the engine torque is above 425 ft. lbs. and will
remain illuminated during flight. If for any reason the
engine torque falls below 400 ft. lbs., the igniter will
automatically energize and the IGNITION ON light
on the annunciator panel will illuminate.
Simultaneously, the respective green ARM light will
extinguish, giving a dual indication that the ignition
system is functioning.
ENGINE CUTAWAY (DIAGRAM)

P/N FM-1002
2-3
Lever can select N1 rpm from approximately 70%

up to take-off power.
FUEL CONTROL
The fuel control system consists of a single,
engine-driven, sandwich-type pump, a fuel control
unit, and a common fuel manifold fourteen fuel
nozzles. Gas generator and power turbine
governors, working in conjunction with a
temperature compensation unit, supply continuous
information to the fuel control unit. An automatic
fuel dump valve and two drain valves are provided
to ensure drainage of residual fuel after engine
shutdown.
An electric heating element around the P-3 line
going to the fuel control is turned on by switches
on the pilots sub-panel labeled Fuel Control
Heat. These are operated any time the engine is
running to keep moisture out of the P-3 line.
PROPULSION SYSTEM CONTROLS

The propulsion system is operated by three sets of
controls: Power Levers, Propeller Levers, and
Condition Levers. The Power Levers and
Condition Levers work in conjunction with the
fuel control unit on the engine accessory case to
control engine power. The Propeller Levers are
operated conventionally, and control constantspeed propellers through the primary governor.
The Power Levers provide control of engine
power from idle through take-off power. This is
accomplished by operating the N1 speed governor
in the fuel control unit. Increasing N1 rpm results
in increased engine power.
Each Propeller Lever operates a speeder spring
inside the primary governor to reposition the pilot
valve, which results in an increase or decrease of
propeller rpm. For propeller feathering, each
Propeller Lever manually lifts the pilot valve to a
position that causes a complete dumping of high
pressure oil. Detents at the rear lever travel
prevent inadvertent movement into the feathering
range. Normal operating range is 1800 through
2200 rpm.
The Condition Lever has three positions: CUTOFF, LOW IDLE, and HIGH IDLE. This lever
controls the idle cut-off function of the fuel
control unit and resets the Power Lever idle stop to
provide 50% minimum N1 rpm in the LOW IDLE
position and 70% minimum N1 rpm in the HIGH
IDLE position.
PROPELLER REVERSING
When the power levers are lifted over the IDLE
detent, they override the secondary low pitch stops
and control engine power through the Beta and
Reverse range.
CAUTION
Propeller reversing on unimproved surfaces
should be accomplished carefully to
prevent propeller erosion from reversed
airflow and, in dusty conditions, to prevent
obscuring the operators vision.
Condition levers, when set at HI IDLE, keep the
engines operating at 70% minimum idle speed for
optimum reversing performance. Power levers
should not be moved into the reversing position
when the engines are not running.
.
ENGINE INSTRUMENTATION
Engine instruments are located in the center of the
instrument panel. They are: ITT gages, Torque
Indicators, Propeller PRM (N2), Gas Generator
Tachometers (N1), Fuel Flow Gages, Oil Pressure
& Oil Temperature Indicators.
The I.T.T. (Interstage Turbine Temperature) gages
give an instantaneous and accurate reading of
engine temperature at the T5 location. This
location actually corresponds to an area in the duct
between the power and compressor drive turbines.
The temperature reading on this instrument
reflects the temperature of the gases coming in
contact with the turbine wheels.
The torquemeters give an indication of the power
being applied to the propeller. Proper observation
and interpretation of these gages provides an
accurate indication of engine performance
condition.
The propeller tachometer is read directly in
revolutions per minute. The N1 or gas generator
tachometer is read in percent of rpm, based on a
figure of 37,500 rpm at 100%. Maximum gas
generator speed is limited to 38,100 rpm or
101.5% N1.
With the Condition Lever at LOW IDLE, the

Power Lever can select N1 rpm from idle to takeoff power. In the HIGH IDLE position, the Power
2-4

P/N FM-1002
ANNUNCIATOR SYSTEM
Two annunciator panels are installed. One is a
WARNING panel with red fault identification
lights, and the other is a CAUTION panel with
amber and green identification lights. The
WARNING panel is mounted in the center of the
glare shield above the instrument panel and the
CAUTION panel is located in the top center of the
instrument panel. Illumination of a red warning
light signifies the existence of a hazardous
condition requiring immediate corrective action.
An amber caution light signifies a condition other
than hazardous requiring pilot attention. In frontal
view both panels present rows of small opaque
rectangular indicator lights. The words on each
indicator identify the monitored function,
situation, or fault condition but cannot be read
until the light is illuminated.
ENGINE LUBRICATION
The lubrication system capacity per engine is 3.5
gallons of which 1.5 gallons are usable. The oil
level is indicated by a dipstick attached to the oil
filler cap. Recommended oils are listed in Section
X, SERVICING.
Engine oil, contained in an integral tank between
the engine air intake and the accessory case, cools,
as well as lubricates the engine. A non-congealing
external oil radiator keeps the engine oil
temperature within the operating limits. Part of the
engine oil operates the propeller and the engine
torquemeter system.
MAGNETIC CHIP DETECTOR

A magnetic chip detector is installed in the nose
gearbox drain plug of each engine. When ferrous
oil contamination is detected, an amber
annunciator light illuminates to alert the pilot to
the condition, which indicates rapid engine
deterioration and the probability of imminent
power loss.
ENGINE ICE PROTECTION

An oil to fuel heat exchanger, located on the
engine accessory case, operates continuously and
automatically to heat the fuel sufficiently to
prevent freezing of any water in the fuel. Each fuel
controls pneumatic line is protected against ice by
electrically heated jackets. Two switches on the
lower right of the pilots subpanel, placarded
LEFT and RIGHT FUEL CONTROL HEAT,
control the systems separately. Fuel Control Heat
should always be turned ON after the engines are
started. The engine air inlet lip boots are
electrically heated to prevent the formation of ice
and consequent distortion of inlet air flow. The
boots are operated by two switches on the left
center subpanel, placarded: LEFT and RIGHT
ENG. LIP BOOT, and will not operate on the
ground since they are powered through the landing
gear squat switch.
INERTIAL SEPARATORS
An inertial separation system is built into each
engine air inlet to prevent moisture particles under
freezing conditions from entering the engine inlet
plenum. This is done by introducing a sudden turn
in the airstream to the engine, causing the moisture
particles to continue on undeflected because of
their greater momentum and to be discharged
overboard.
During nrmal operation, a moveable vane is raised
out of the direct ram airstream. For cold weather
(+5C or below) operation in visible moisture, it
should be lowered into the airstream. The anti-ice
vanes are operated by individual T-handle pushpull controls, located below the left-hand
subpanel. Vane position during operation is
indicated by the position of the T-handles and by a
slight decrease in torque with the Engine Ice
Protection Controls extended. The vanes should
be either fully retracted or fully extended. There
are no intermediate positions.
INERTIAL SEPARATOR (DIAGRAM)

P/N FM-1002
2-5
INSTRUMENT PANEL DIAGRAM (TYPICAL)
NOTE
See Flight Manual Supplement
for details on Auto-Pilot and
Flight Director System.
2-6

P/N FM-1002
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
Pilots Gyrocompass Control

Turn-And-Slip Indicators
Pilots RMI Indicator
Propeller Autofeather Arm Lights
Vertical Gyro Fast Erect Switch
Pilots Airspeed Indicator
Flight Director Attitude-Indicator
Autopilot Annunciator (See Flight Manual Supplement)
Pilots Master Warning And Caution Lights
Pilots Barometric Altimeter (Encoder)
Torquemeters
Interstage Turbine Temperature Gages
Propeller Tachometers
Annunciator Panel Caution
Annunciator Panel Warning
Turbine Tachometers (N1)
Fuel Flow Gages
Oil Temperature Gages
Oil Pressure Gages
Autopilot Altitude Select
GPS/NAV Transfer/Annunciator
Vertical Speed Indicator
Pilots HSI/DME Indicator (KDI-553A)
Fire Detection System Test Switch
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
Wing Flap Position Indicator

Landing Gear Down Position Indicator Lights
Deicing Pressure Gage
Condition Levers
Friction Lock Knobs
Wing Flap Selector
Rudder Tab Control And Position Indicator
Aileron Tab Control And Position Indicator
Elevator Tab Control Wheel And Position Indicator
Propeller Levers
Power Levers
Suction Gage
Copilots Airspeed Indicator
Copilots Master Warning And Caution Lights
Copilots Attitude Indicator
Copilots Altimeter
Emergency Static Air Source Control
Turn-And-Slip Indicators
Vertical Speed Indicator
Copilots Gyrocompass Control
Copilots HSI (KI525A)
Copilots DME
Copilots RMI Indicator
Radar Altimeter Indicator

P/N FM-1002
2-7
PROPELLERS (REVERSING)
PROPELLER CONTROLS
Conventional Propeller Levers control the
standard propeller installation. Full forward lever
travel gives low pitch high rpm, and full aft
travel (into the detent) moves the propeller blades
through high pitch low rpm into the feathered
position.
PROPELLERS
This installation includes constant speed, full
feathering, reversing propellers controlled by
engine oil through single-acting, engine-driven
propeller governors. Centrifugal counterweights,
assisted by a feathering spring, move the blades
toward the low rpm (high pitch) position and into
the feathered position. Oil pressure moves the
propeller to the high rpm (low pitch) hydraulic
stop and reverse positions. The propellers have no
low rpm (high pitch) stops; this allows the
propellers to feather after engine shutdown.
Low pitch propeller position is determined by a
mechanically
monitored
hydraulic
stop,
corresponding to the fixed low pitch mechanical
stop used with non-reversing propellers. This stop
must be hydraulic rather than mechanical to allow
the blades to rotate beyond low pitch position into
reverse. Beta and reverse blade angles are
provided by adjusting the low pitch stop,
controlled by the Power Levers in the reverse
range. A back-up system referred to as the
Secondary Low Pitch Stop, protects against
propeller reversing in the event of failure of the
normal low pitch stop.
PROPELLER GOVERNORS
Three governors, one primary and two back-up,
control the propeller rpm. The primary governor,
mounted on top of the gear reduction housing,
controls the propeller through its entire range. The
Propeller Lever operates the propeller by means of
this governor. If the primary governor should
malfunction and request more than 2200 rpm, an
overspeed governor cuts in at 2288 rpm and
dumps oil from the propeller to keep the rpm from
exceeding approximately 2288. A solenoid,
actuated by the PROP GOV TEST switch, is
provided for resetting the overspeed governor to
approximately 1900 to 2100 rpm for test purposes.
2-8
If the propeller should stick or move too slowly

during a transient condition, the propeller
governor might not act in time to prevent an
overspeed condition. To provide for this
contingency, the power turbine governor acts as a
fuel topping governor. When the propeller rpm
reaches 2332, the fuel topping governor limits the
fuel flow into the engine, reducing N1 rpm and in
turn preventing the propeller rpm from exceeding
approximately 2332. During operation in the
reverse range, the fuel topping governor is reset to
provide a maximum of 2040, to prevent
overspeeding in this mode of operation.
PRIMARY AND SECONDARY LOW

PITCH STOPS
Low pitch propeller position is determined by the
Primary Low Pitch Stop which is a mechanically
monitored hydraulic stop. This mechanism, being
hydraulic, allows the blades to rotate beyond the
low pitch position into reverse when selected.
Beta and reverse blade angles are provided by
adjusting the low pitch stop, controlled by the
Power Levers in the reverse range. A back-up
system, referred to as the Secondary Low Pitch
Stop, protects against propeller reversing in the
event of malfunction of the primary low pitch
stop.
The activation of this system also
illuminates the amber light on the annunciator
panel placarded SECONDARY LOW PITCH
STOP. This indicates that the propeller has gone
beyond the Primary Low Pitch Stop and the
Secondary Low Pitch Stop has stopped it.
AUTOFEATHER SYSTEM
The automatic feathering system provides a means
of immediately dumping oil from the propeller
governor to enable the feathering spring to start
the feathering action of the blades. Although the
system is ARMED by a switch on the sub-panel,
the complete arming of the system occurs when
both Power Levers are advanced above the 90%
N1 position . The system is designed for use
during take-off and landing. During take-off,
should torquemeter oil pressure on either engine
drop below a prescribed setting, the oil is dumped
from the governor, the feathering spring starts the
blades toward feather and the autofeather system
of the other engine is disarmed. The disarming of
the operating engines propeller system is further
indicated when the armed light of that engine goes
out.

P/N FM-1002
The autofeather system may be checked as

follows:
1.
2.
3.
Move the autofeather arm switch to the TEST

position with the power levers set at idle.
Check that the propellers remain unfeathered
and that the AUTOFEATHER ARM lights
remain out.
With the switch still in the TEST position and
the engine controls set to obtain 500 ft. lbs. of
torque, both AUTOFEATHER ARM lights
should illuminate.
Slowly retard the left engine power lever and
check that the right AUTOFEATHER ARM
light extinguishes at approximately 400 ft. lbs.
of torque. Continue retarding the left engine
power lever and check that both the left and
right AUTOFEATHER ARM lights are
extinguished and that left engine propeller
starts to feather at approximately 200 ft. lbs.
of torque.
NOTE
As the propeller blades rotate toward
feather, the torque load will increase
above switch setting and the system will
cycle during ground test giving a
flashing indication on the Armed lights.
4.
5.
Repeat the preceding check with the right

engine.
Return the autofeather arm switch to the ARM
position.
FUEL SYSTEM
The engine fuel supply system consists of two
identical systems sharing a common fuel
management panel and fuel crossfeed manifold.
Each fuel system consists of four interconnected
wing tanks, a nacelle tank, an engine-driven boost
pump mounted on each engine, an auxiliary fuel
pump located within the nacelle tank, a fuel
transfer pump located within the inboard wing
tank, a fuel heater (engine oil-to-fuel heat
exchanger unit), a tank vent system, a tank vent
heating system and interconnecting wiring and
plumbing.
ENGINE DRIVEN BOOST PUMPS

A gear-driven boost pump, mounted on each
engine supplies fuel under pressure to the inlet of
the engine-driven primary high-pressure pump.
Either the engine-driven boost pump or auxiliary

fuel pump is capable of supplying sufficient
pressure to the engine-driven primary highpressure pump and thus maintain normal engine
operation.
CAUTION
Engine operation using only the enginedriven primary (high-pressure) fuel pump
without auxiliary fuel pump or enginedriven boost pump fuel pressure is limited
to 10 cumulative hours. This condition is
indicated by either R or L FUEL FAIL
lights.
ELECTRIC AUXILIARY FUEL PUMPS

A submerged, electrically-operated auxiliary fuel
pump, located within each nacelle tank, serves as a
backup unit for the engine-driven boost pump. The
auxiliary pumps are switched off during normal
system operations, except for takeoff, landing or
crossfeed. An auxiliary fuel pump must be
operated during crossfeed to pump fuel from one
system to the other engine.
FUEL MANAGEMENT PANEL

The fuel management panel is located on the
cockpit sidewall, of the left side of the pilot. It
contains the fuel gages, fuel quantity switch,
auxiliary fuel pump switches, transfer pump
switches, transfer test switch, crossfeed valve
switch, firewall shutoff valve switches, and nine
circuit breakers protecting the fuel system.
Two switches, placarded AUX PUMP ON and
OFF, located on the fuel management panel
control a submerged fuel pump located in the
corresponding nacelle tank. During normal aircraft
operation both switches are OFF (except during
takeoff, landing or crossfeed) so long as the
engine-driven boost pumps function. The loss of
fuel pressure, due to failure of an engine driven
boost pump will initiate two flashing MASTER
CAUTION lights on the instrument panel and will
illuminate the amber L FUEL FAIL or R FUEL
FAIL on the caution annunciator panel. Turning
ON the AUX FUEL PUMP will extinguish the
FUEL FAIL lights.
The MASTER CAUTION lights must be manually
turned off.

P/N FM-1002
2-9
FUEL MANAGEMENT PANEL (DIAGRAM)
1.
2.
3.
4.
5.
6.
Left auxiliary fuel pump switch

Left fuel quality gage
L or R fuel transfer pump operational test switch
Fuel crossfeed valve switch
Right fuel quantity gage
Right auxiliary fuel pump switch
FUEL TRANSFER
Two switches on the fuel management panel
placarded TRANSFER PUMP, ON and OFF control
arming of the fuel transfer pumps in the normal
mode. During normal operation both switches are on,
which allows the pump to be automatically turned off
and on by a quantity sensor located in each nacelle
tank. As the engine burns fuel from the main tank,
fuel from the wing tanks transfers automatically into
the main tank each time its level drops approximately
ten gallons. If either transfer pump fails to operate
when switched ON and triggered to function by its
quantity sensor, the fault condition is indicated by
flashing MASTER CAUTION lights on the
instrument panel and a steadily illuminated amber
FUEL XFR lights on the caution annunciator panel.
2-10
7.
8.
9.
10.
11.
12.
Right fuel transfer pump switch

Fuel quantity switch
Left fuel transfer pump switch
Switch position guard
Fuel firewall valve switches
Fuel circuit breaker panel
A switch, placarded TRANSFER TEST on the fuel

management panel provides a means of checking the
operation of either fuel transfer system. This switch
is a three-position toggle type, spring-loaded to the
OFF (center) position. When positioned to either L
(left) or R (right) the switch applies power to the
selected transfer pump by bypassing the normal
automatic circuit. If the nacelle tank is full, the
selected transfer pump will be energized
momentarily, which is enough to establish the
operating status of that transfer system, indicated by
the momentary flash of amber L FUEL XFR or R
FUEL XFR indicator light on the caution annunciator
panel.
When all usable fuel has been transferred from a
wing tank system, a sensing switch detects the
pressure drop in the fuel transfer line. After 30

P/N FM-1002
FUEL SYSTEM SCHEMATIC (DIAGRAM)

P/N FM-1002
2-11
seconds the affected transfer pump is shut off. This

will illuminate the flashing MASTER CAUTION
lights and the appropriate amber L or R FUEL XFR
indicator light on the caution annunciator panel.
be severely damaged (while cavitating), if the

firewall valve is closed before the condition
lever is moved to the FUEL CUTOFF
position.
If the transfer pump fails to operate during flight,

gravity feed will take over its work. When the main
tank level drops to approximately 3/8 full, the gravity
feed port in the main tank opens and gravity flow
from the wing tank starts. All wing fuel except 28
gallons from each wing will transfer during gravity
feed. Whenever the left main tank supply drops to
10 gallons or less, fuel flow to the combustion heater
shuts off.
Two guarded switches, placarded FIREWALL

SHUTOFF VALVE on the fuel management panel,
are provided to give the pilot electrical fuel shutoff
capability at each engine firewall. Each switch is a
two-position unit controlling the corresponding
firewall shutoff valve. OPEN position opens the
firewall shutoff valve admitting fuel to the engine. In
the CLOSED position fuel flow to the affected
engine is cut off, thereby isolating the fuel supply
from the engine, although the isolated fuel may be
supplied to the opposite engine by crossfeed. A
hinged red-colored metal guard engages each firewall
valve switch toggle when the switch is in the OPEN
position. This guard prevents inadvertent movement
of the switch to the CLOSED position. The guard
must be manually disengaged from the switch toggle
to move the switch to the CLOSED position.
FUEL CROSSFEED
The fuel crossfeed valve is controlled by a twoposition switch located on the fuel management
panel, placarded OPEN, and CLOSED. Under
normal flight conditions, the switch is left in the
CLOSED position. Crossfeed operation is indicated
by the illumination of the amber FUEL
CROSSFEED indicator light on the caution
annunciator panel when the switch is placed in the
OPEN position.
Illumination of the amber FUEL CROSS-FEED
indicator light on the caution annunciator panel
indicates that the electrically operated crossfeed
valve is open.
FUEL GAUGING SYSTEM

The total fuel quantity in the left or right system or
left or right nacelle tank is measured by a capacitance
type fuel gauging system. Two fuel gauges, one for
left and one for the right fuel system, read fuel
quantity in pounds.
A switch on the Fuel Management Panel placard
FUEL QUANTITY, TOTAL, NACELLE, controls
the fuel gauging system. When in the TOTAL
position the fuel gauges read the total fuel quantity in
the left and right fuel system. When in the
NACELLE position the fuel gauges read the fuel
quantity in the left and right Nacelle tanks only.
FIREWALL SHUT-OFF
CAUTION
Do not use the fuel firewall shutoff valve to
shut down an engine, except in an emergency.
The engine-driven high-pressure fuel pump
obtains essential lubrication from fuel flow.
When an engine is operating, this pump may
2-12
FUEL DRAINS
The fuel system tanks and interconnecting lines may
be drained of moisture condensate and sediment by
means of 10 drains located at the system low points
on the nacelle tanks, wing tanks and at the inertial
separator air bypass duct.
FUEL VENTS
The system is vented through a recessed ram scoop
vent, coupled to a heated extended vent, located on
the underside of the wing adjacent to the nacelle.
The external vent is heated to prevent icing. The ram
scoop acts as a backup vent should the heated vent
become blocked. A third vent is located adjacent to
the wing tie down.
All three vents are
interconnected. The nacelle tanks have an additional
independent vent coming from the filler neck to vent
the system in the event the normal vent system would
become plugged.
THERMAL EXPANSION
Volume expansion in the fuel system is relieved by a
thermal pressure relief valve. Normally, thermal
expansion occurs only during hot weather while the
aircraft is static on the ground.

P/N FM-1002
ELECTRICAL SYSTEM
GENERAL DESCRIPTION
This aircraft employs both direct current (DC) and
alternating current (AC) electrical power. The DC
electrical supply forms the basic power system
energizing most aircraft circuits. Electrical power is
used to start the engines, to power the landing gear
and flap motors, and to operate the transfer and
auxiliary fuel pumps, heater blower, ventilation
blower, lights and electronic equipment. AC power is
obtained from DC power through inverters. The three
sources of DC power consist of one 24-volt battery
and two 250-ampere starter-generators. DC power
may be applied to the aircraft through an external
power receptacle on the right nacelle. The startergenerators are controlled by generator controls units
which provide voltage regulation, generator
paralleling, reverse current control, over volt
protection, and ground fault protection. When a
generator is not operating, reverse current protection
is automatically provided. The output of each
generator is connected to its respective generator bus
(see Electrical System Diagram). The generator buses
are tied together and to a battery bus through 325
ampere current limiters (fuses). These limiters protect
each generator and the battery from a short circuit on
the other generator bus. Since such a short would
preclude returning the bus to service, no provisions
are made for replacing the limiters in flight.
However, the system is designed so that most loads
can be supplied from the remaining main bus. The
condition of the limiters can be checked by observing
operation of the inverters with the battery switch on
and generators off. If both inverters operate, both
current limiters are good.
Each main bus supplies two subpanel buses, and an
avionics bus through 50-ampere feeder circuit
breakers and isolation diodes, thus, these buses can
be powered by either generator. The number one
feeder breakers also supply power for two fuel panel
buses through individual isolation diodes. In addition
to supplying the subpanel buses, each generator bus
directly feeds a number of large loads. The division
of the loads can be seen on the accompanying
diagram. Among these loads are the number 1 and 2
inverters. The selector switch and its relay circuitry
activates one or the other inverter and connects it to
the 115 volt and 26 volt, 400 cps,alternating current
(AC) loads. The AC loads are divided into engine
instrument and avionics as needed.
One Nickel-Cadmium battery (standard) or one

Lead-Acid battery (optional, installation as per STC
#1017SO) furnishes DC power when the engines are
not operating. This is a 24-volt battery located in the
right wing center section and accessible through a
panel on the top of the wing. DC power is produced
by two engine-driven 28-volt, 250 ampere starter
generators. Controls and indicators associated with
the DC supply system are located on the left subpanel
and consists of a single battery switch, two generator
switches, a single MASTER SWITCH and two voltloadmeters.
A switch, placarded BAT is located on the left
subpanel under the MASTER SWITCH. The BAT
switch controls DC power to the aircraft bus system
through the battery relay. Isolation diodes permit the
battery relay to be energized by external power or
generators in the event that the battery charge is
insufficient to activate the relay. When the MASTER
SWITCH is placed down, the BAT switch is forced
OFF.
Two switches placarded GEN 1 and GEN 2 are
located on the left subpanel under the MASTER
SWITCH. The toggle switches control electrical
power from the designated generator to paralleling
circuits and the bus distribution system. Switch
positions RESET, ON and OFF are placarded on the
MASTER SWITCH. RESET is up (spring-loaded
back to ON), ON is center, and OFF is down. When
a generator is removed from the aircraft electrical
system, due either to an electrical fault or from
placing the GEN switch in the OFF position, the
affected unit cannot have its output restored to
aircraft use until the GEN switch is moved to
RESET, then ON.
All electrical current may be shut off using the
MASTER SWITCH bar that extends above the
battery and generator switches. The MASTER
SWITCH bar is raised when a battery or generator
switch is turned on. Placed down, the bar forces each
switch to the OFF position.
Volt-load meters are located to the left of the pilots
control wheel. The meters normally indicate DC
generator load in terms of a fraction of the maximum
rated load. Thus, full scale is 1.0 (or 100%) load.
When a spring-loaded push button switch is
depressed, the meter reads main bus voltage.
The Battery Charge Current Detector consists of a
circuit which illuminates an amber light on the
annunicator panel whenever the battery charge
current is above normal (7-amperes for 6 seconds or

P/N FM-1002
2-13
ELECTRICAL SYSTEM DIAGRAM
2-14

P/N FM-1002
AVIONICS BUS (Copilots Circuit Breaker Panel & Right Subpanel)

PILOT RMI
COPILOT RMI
AVIONICS COOLING FAN
PILOT CLOCK
COPILOT CLOCK
VHF COM 1
VHF COM 2/GPS
TRANSPONDER #1
TRANSPONDER #2
ALTITUDE ENCODER #1
ALTITUDE ENCODER #2
PILOT AUDIO
COPILOT AUDIO
ADF
WEATHER RADAR
MARKER BEACON
VHF NAV #1
VHF NAV #2
NAV/GPS TRANSFER/ANNUNCIATOR
GPASS
DME
RADAR ALT
ALTITUDE ALERT
PILOT COMPASS SYSTEM
COPILOT COMPASS SYSTEM
AUTO PILOT
AVIONICS MASTER
FUEL PANEL BUSES NO. 1 & NO. 2 (Fuel Control Panel)

L FIREWALL SHUTOFF
L AUXILIARY PUMP
L TRANSFER PUMP
L FUEL QTY INDICATOR

FUEL CROSSFEED
R TRANSFER PUMP
R AUXILIARY PUMP
R FIREWALL SHUTOFF
R FUEL QTY INDICATOR
SUBPANEL BUS NO. 1 (Left & Right Subpanels)

TAXI LIGHT
NAV LIGHTS
STALL WARNING HEAT
PITOT HEAT
L FUEL CONTROL HEAT
ELECTROTHERMAL LIP BOOT
L FUEL VENT HEAT
LANDING GEAR CONTROL
SURFACE DE-ICE
ENG INST LIGHTS
FLIGHT INST LIGHTS
CABIN LIGHTS
FIRE DETECTOR
WINDSHIELD WIPER
STALL WARNING HORN
L START CONTROL
LANDING GEAR WARN HORN
LANDING GEAR INDICATOR
ANNUNCIATOR PANEL
PLT WSHLD ANTI-ICE
PLT WSHLD ANTI-ICE CONT
SUBPANEL BUS NO. 2 (Left & Right Subpanels)

BEACON LIGHTS
WING ICE LIGHTS
R FUEL CONTROL HEAT
PROP DE-ICE
R ELECTROTHERMAL LIP BOOT
R FUEL VENT/BATTERY VENT HEAT
INSTR INDIRECT LIGHTS
SUBPANEL & PEDESTAL LIGHTS

OVERHEAD & FUEL LIGHTS
PROP GOV IDLE STOP
PILOTS TURN & SLIP IND
WING FLAP INDICATOR
OIL TEMP INDICATOR
R STARTER CONTROL
PROP AUTOFEATHER
CHIP DETECTOR
COPILOT WSHLD ANTI-ICE
COPILOT WSHLD ANTI-ICE CONT
CIRCUIT BREAKER PANEL BUS NO. 1 (Copilots Circuit Breaker Panel)

FLAP MOTOR
LH LDG LIGHT
LH LIP ANTI-ICE
LH IGNITOR
TEMP CONT
COMB AIR BLOWER
CIRCUIT BREAKER PANEL BUS NO. 2 (Copilots Circuit Breaker Panel)

LANDING GEAR MOTOR
AIR CONDITIONER FAN
FWD VENT BLOWERS

RH IGNITER
RH LIP ANTI-ICE
RH LDG LIGHT
BATTERY BUS
AIR CONDITIONER POWER
CLOCK POWER

P/N FM-1002
BATTERY POWER RELAY
2-15
longer). The system is designed to continuously

monitor battery condition.
The purpose of the Battery Charge Current Detector
is to inform the pilot of battery charge currents which
may damage the battery if it is allowed to continue
too long. The system senses all battery current and
provides a visual indication of above normal charge
current. This system is required to be installed and
functional when the Nickel-Cadmium battery is
installed and is optional when the Lead-Acid battery
is installed. Following a battery engine start, the
battery recharge current is very high and causes the
illumination of the BATTERY CHARGE light, thus
providing an automatic self test of the detector and
the battery. As the battery approaches a full charge
and the charge current decreases to a satisfactory
amount, the light will extinguish. This will normally
occur within a few minutes (5 minutes or less) after
an engine start, but may require a longer time, if the
battery has a low state of charge, low charge voltage
per cell, or low battery temperature. With the
optional lead acid battery installed the recharge time
may extend to 15 minutes.
The light may occasionally reappear for short
intervals when heavy loads switch on, or engine
speeds are varied near generator cut-in speed. High
battery temperature or high charge voltage per cell
will result in a high overcharge current which will
eventually damage the battery and lead to thermal
runaway. Illumination of the BATTERY CHARGE
light in flight alerts the pilot that conditions may exist
that may eventually damage the battery. The battery
should be turned off to prevent battery damage.
Two annunciator panel fault lights inform the pilot
when either generator is not delivering current to the
aircraft DC bus system. These lights are placarded L
GEN OUT and R GEN OUT. Flashing MASTER
WARNING lights and illumination of either fault
light indicates that either the identified generator has
failed or voltage is insufficient to keep it connected
to the power distribution system.
An external power receptacle and polarity protection
circuitry are included. A relay in the external power
circuit will close only if the external source polarity is
correct. The battery switch should be ON when
maintainingexternal power in order to absorb voltage
transients. Otherwise, the transients might damage the
many solid state components in the airplane. For
starting, external power sources capable of up to 1000
amperes may be used; greater capacity might damage
the starter. A generator/GPU anti-parelling relay does
not allow either generator to come on line while power
is being provided by the GPU. A Generator/GPU anti-
2-16
parelling switch (Guarded ON) is provided in the right

wheel well so that when a battery cart only is used to
do multiple starts during maintenance, the aircraft
generator can be used to recharge the battery cart. This
switch should normally be left in the ON, guarded
position.
INVERTER SYSTEM
AC power for the aircraft is supplied by two singlephase solid state inverters, rated at 750 volt-amperes
each. Selection of these inverters is accomplished by
inverters selector switches on the pilots subpanel.
Two flashing MASTER CAUTION lights and the
illumination of an annunciator caution light AC
FAIL, indicate an inverter failure.
AIRCRAFT
FLIGHT CONTROLS
Conventional dual controls are provided, and nose
steering is accomplished by use of the individually
adjustable rudder pedals.
Trim tabs on the rudder, elevator and left aileron are
adjustable from the center pedestal through closed
circuit cable systems which drive jackscrew-type
actuators. Position indicators for each of the trim tabs
are integrated with their respective controls. The
elevator trim tab incorporates an anti-servo
mechanism that moves the tab opposite to the
direction of movement of the elevator. This is to
lighten the control forces.
FLAPS
Flap operation is controlled by a three-position
switch. A side-loaded detent permits APPROACH
position (35%) to be selected on extension, and
serves as an OFF position of angles between
APPROACH and DOWN (100%). Flap position in
percent of travel is shown on an electric indicator at

P/N FM-1002
the top of the pedestal. Flap limit switches, mounted

on the right inboard flap stops the flaps at 0%, 35%
and 100%. To return the flaps to the APPROACH
position from the full down position, first raise the
flaps to less than 35%, then return the switch to the
APPROACH detent.
overridden by pressing down on the red button

placarded DN LCK REL. The right safety switch also
disables the Lip-Boots when the aircraft is on the
ground. The left safety switch turns the heater ground
blower off when the aircraft is airborn.
Visual indication of landing gear position is provided
by individual, green, press-to-test GEAR DOWN
indicator lights for each landing gear.
LANDING GEAR
The landing gear is retracted and extended by a 28volt split field motor, which is located on the forward
side of the main center section spar. To prevent overtravel of the gear, the motor also acts as a dynamic
brake. Cross-shafts drive the main gear and doublerow chains drive the nose gear through conventional
jack-screw actuators. Spring-loaded friction clutches
between the gearbox and the torque shafts protect the
system in the event of mechanical malfunction and a
50-ampere, push-to-reset circuit breaker beside the
pilots seat protects the system from electrical overloads. The landing gear incorporates air-oil type
shock struts, filled with both compressed air and
hydraulic fluid. Direct linkage from the rudder pedals
turns the nose wheel 14o to the left of center and 10o
to the right. When the rudder control is augmented by
the brake, the nose wheel can be deflected up to 48o
to either side of center. As the nose wheel retracts, it
is automatically centered and the steering linkage
becomes inoperative.
Two red, GEAR UNLOCKED, parallel-wired lights

are located in the control handle and may be checked
by pressing the HDL LT TEST button to the right of
the control handle. These lights illuminate to show
that the gear is in transit or unlocked, but they also
illuminate when the landing gear warning horn is
actuated.
When either or both Power Levers are retarded below
approximately 80% N1 the warning horn will sound
intermittently and the landing gear control handle
will illuminate. During operations with power
retarded, the horn can be deactivated as long as the
flaps are UP, by pressing the WARN HORN
SILENCE button. The horn will remain silent until
either the flaps are lowered or the Power Levers are
advanced, then retarded again.
BRAKE SYSTEM
The multiple disc hydraulic brakes on the main gear
use nine pressure pistons per brake which respond to
fluid pressure from the master cylinders. Toe
pressure on either set of rudder pedals actuates the
system. Dual parking brake valves are located
between the master cylinders and the brakes. After
the pilots brake pedals have been depressed to build
up pressure in the brake lines, both valves can be
closed simultaneously by pulling out the parking
brake handle on the left subpanel. This closes the
valve to retain the pressure that was previously
pumped into the brake lines. To facilitate releasing
the parking brake, depress the brake pedals to
equalize pressure on both sides of the valve, then
push in the parking brake control handle.
COCKPIT LIGHTING
A safety switch on the right main strut opens the

control circuit when the strut is compressed. The
safety switch also actuates a solenoid-operated
downlock hook, which prevents the landing gear
handle from being raised when the plane is on the
ground. The hook automatically unlocks when the
plane leaves the ground, but can be manually
The overhead light control panel incorporates a

breakdown of all lighting systems in the cockpit.
Separate rheostats are provided for the integrated
flight system, the pilots flight control panel, the copilots flight panel, the engine instrument section, the
radio panel, the instrument panel floodlights, the
overhead cockpit lights, the subpanel, pedestal, fuel
and copilots side panel lights.

P/N FM-1002
2-17
PITOT AND STATIC SYSTEM

The pitot and static system supplies static
pressure to two airspeed indicators, two
altimeters, two vertical velocity indicators, an
auto-pilot air data computer, and ram air to the
airspeed indicators. This system consists of a
single pitot tube attached to the underside of the
left wing leading edge, static air pressure ports in
the aircrafts exterior skin on each side of the aft
fuselage, and associated system plumbing. The
Pitot head is protected from ice formation by
internal electric heating elements.
WARNING
Do not operate more than 15 minutes
on the ground.
A valve control lever at the upper right corner of
the instrument panel permits the selection of an
alternate static air pressure source. It is placarded
EMERGENCY STATIC AIR SOURCE,
position (NORMAL). The normal operating
position (NORMAL) supplies static air pressure
from the external pressure ports on the aft
fuselage. When required, static pressure may be
obtained from the alternate source by releasing
the lever guard spring and repositioning the lever
to the ALTERNATE position.
PITOT AND STATIC SYSTEM (DIAGRAM)
FLIGHT INSTRUMENTS
The flight instruments are arranged on the
floating instrument panel in a standard T
grouping. Complete pilot and co-pilot flight
instrumentation is installed, including dual
Horizontal Situation Indicators (HSI), and dual
RMI indicators. A Flight Director Indicator (ADI)
is installed on the pilots side, and a Vacuum
Artificial Horizon on the co-pilots side. One
electric turn & bank indicator is installed on the
pilots side and one vacuum turn and bank
indicator is installed on the co-pilots side.
STALL WARNING
Approach to a stall is indicated by a steady tone
of a warning horn located behind the right
subpanel.
2-18
A small metal vane located on the left wing

leading edge, is moved by a change in airflow
over the leading edge of the wing. Movement of
the vane as the aircraft approaches a stall
condition actuates a switch that completes a DC
electrical circuit to the stall warning horn. Since
the vane is affected by the same aerodynamic
forces that result in the stall, the system
functions regardless of the type of stall or
configuration of landing gear and wing flaps, the
only variation in performance being the margin
of airspeed at which the warning occurs. To
prevent ice formations on the stall warning vane
an electrically operated heating element is
installed.

P/N FM-1002
BLEED AIR AND VACUUM

SYSTEMS
High pressure engine compressor bleed air,
regulated at 16 psi, supplies the pressure used to
operate the vacuum system ejector and the
surface de-icer boots. One engine can supply
enough bleed air for all these systems. Check
valves, in both the bleed air lines and the
pressure regulator, prevent back flow through
the system during single engine operation. The
airplanes vacuum supply comes from the bleed

air operated venturi type pressure/vacuum
ejector. Vacuum from the ejector passes through
the suction relief valve that maintains vacuum
within the operating limits. Vacuum is then
directed to the vacuum gyro flight instruments,
and the single centrally located distributor valve
to hold the de-icer boots against the leading edge
when the boots are not in use. A suction gage on
the top of the instrument panel shows the amount
of suction in the vacuum system in inches of
mercury.
BLEED AIR AND VACUUM SYSTEM (DIAGRAM)
AIR CONDITIONING (If Installed)

The Air Conditioning System consists of two
major subassemblies, one compressor-condenser
module and one evaporator module assembly.
The system operates on the closed vapor cycle
principle using R-12 refrigerant and is
electrically driven from the aircraft's 28 VDC
electrical system. Thus, the system may be
operated in flight or on the ground using an
electrical ground power unit.
The Air
Conditioning system is designed to deliver
16,500 BTUH cooling capacity to the cabin at
outside aircraft conditions of 95F. Cabin
temperature control is normally obtained by
controlling the evaporator fan using a Hi/Lo
selector switch located on the air conditioning
control panel. The evaporator fan may be
operated independently of the Air Conditioning

System to provide additional air circulation.
When operating the air conditioner on the
ground, both engines must be running at 60 %
N1 or a ground power unit must be connected to
the external power plug. This power unit must
be capable of delivering 300 amperes
continuously and 1000 amperes for 1 second.
Any mode may be operated during take-off.
Minimum engine speeds for various electrical
loads are listed in the LIMITATIONS SECTION
of the FAA Approved Flight Manual.
During single engine flight operation, you may
operate the air conditioner as desired provided
the maximum generator load of 1.0 is not
exceeded.

P/N FM-1002
2-19
HEATING AND VENTILATION
main gear turns the ventilation blower circuits

off.
The heating and ventilation system operates

utilizing fresh air from outside the aircraft. On
the ground, the outside air enters the system cold
air plenum through the ventilation louvers in the
left door of the nose avionics compartment. Two
ventilation air blowers operate only while the
aircraft is on the ground, forcing air from the
nose
Fresh air is ducted directly from the fresh air

plenum to individual outlets in the cockpit and
cabin positioned in the ceiling above the seats.
Airflow volume is controlled by each outlet. The
direction of airflow is controlled by moving the
outlet in it spherical socket.
Stale air is exhausted from the aircraft through
an exhaust plenum in the cabin ceiling. The
ceiling exhaust has no controls and routes cabin
stale air to two exterior exit air ducts located on
each side of the aft upper fuselage.
avionics compartment into the cold air plenum.

A third ventilation air blower, located in the nose
avionics compartment, circulates compartment
air around the flight management computer.
When the aircraft becomes airborne, a switch on
the left main landing gear strut turns the blowers
off. Part of the ram air bypasses the heater and is
ducted to the nose avionics compartment, and to
the cold air outlets in both the cockpit and cabin.
The remainder of the air is ducted into the
heater. After the air is heated, it is ducted to
three warm air outlets in the cabin, and to the
two warm air and defroster outlets in the cockpit.
The cockpits warm air outlets are just above
each set of rudder pedals. The cabin warm air
outlets are located at floor level. Stale air is
vented through the exhaust air plenum installed
in the cabin ceiling.
While on the ground, the forward vent blowers
can be operated manually by the VENT
BLOWER switch or automatically by the
avionics
compartment
thermostat
when
compartment temperature exceeds 49o C. The
vent blowers will stop when the aircraft becomes
airborne and the safety switch opens. A switch
placarded VENT BLWR, on the right subpanel,
controls activation of the blowers for the
ventilation system. VENT BLWR position
activates the ventilation blowers for cooling air
when the aircraft is on the ground. When the
aircraft becomes airborne, a switch on the left
2-20
Push-pull type air inlet controls, placarded

VENT AIR - PUSH ON, are located below the
left and right subpanels and are manually
adjustable to regulate cockpit ventilation. When
pushed in, either control will cause outside air to
flow from outlets above the respective rudder
pedals. As a control is pulled out, there is a
corresponding decrease in the amount of airflow.
A push-pull type control placarded CABIN AIR
PULL DECREASE, located on the right
subpanel, manually controls ventilation of the
cabin. Airflow is at maximum when the control
is pushed in. As the control is pulled out there is
a corresponding decrease in the amount of
airflow.
The heater is a combustion unit that uses the
same fuel as the engines. The heater is located in
the nose of the aircraft below the nose avionics
compartment. The combustion blower operates
whenever the heater control switch is in AUTO
or MANUAL positions.
A heater fuel pump in the left wing outboard of
the fuselage, forward of the main wing spar,
operates whenever the heater control switch is
ON. Fuel for the heater is obtained from the left
nacelle tank. The cabin heater will continue to
operate until all fuel is consumed from the left
nacelle tank.
A switch placarded HTR MAN, OFF and
AUTO, located on the right subpanel controls
heater operation. Either mode, AUTO or MAN,
will activate the combustion air blower,
ventilation blower (if the aircraft is on the
ground), and heater fuel pump, open the fuel
solenoid valve, and deliver power to the heater
fuel-line heater and igniter unit for combustion.

P/N FM-1002
After this switch is placed at AUTO or MAN, if

temperature within the hot air plenum does not
reach 52o C within a time-delay period, a
CABIN HEAT OUT light will illuminate on the
annunciator panel. AUTO position of the heater
control switch activates the heating system and
couples it with a temperature-regulation circuit
which maintains the cockpit and cabin
temperature between 18o C and 29o C, as
established by the temperature control
thermostat. MAN position activates the heating
system, but cuts out the temperature-regulation
circuit allowing the heater to operate
continuously until limit switches within the hot
air plenum shut down the heater at either 107oC
or 149oC. Following normal heater shutdown, by
the heater control switch, a heater-actuated
switch sustains combustion blower operation to
purge the combustion chamber. When chamber
temperature is dropped to 52o C, the switch
opens to shut off the blower.
OXYGEN SYSTEM (OPTIONAL)

(TO BE DEVELOPED)
INTENTIONALLY LEFT
BLANK
DEFROSTING SYSTEM
The defrosting system is an integral part of the
heating and ventilation system. The system
consists of two warm air outlets connected by
ducts to the heating system. One outlet is just
below the pilots windshield and the other is
below the copilots windshield. A push-pull
control, placarded DEFROST AIR, on the right
subpanel, manually controls airflow to the
windshield. When pulled out, defrosting air is
ducted to the windshield. As the control is
pushed in, there is a corresponding decrease in
airflow.
Normal Operation
1. VENT blower operation Check.
2. CABIN TEMP control As required.
3. CABIN AIR, VENT AIR, and DEFROST
AIR controls As required.
Cabin Heater Out, light
The light will illuminate when the heater is on
and is inoperative. (See Section IV for Normal
Procedures.)
Emergency Operation.
If the automatic temperature control should fail
to operate, the temperature (of defrost air and
cabin air) may be controlled manually by
manipulating the HTR control switch between
the OFF and MAN positions.

P/N FM-1002
2-21
2-22

P/N FM-1002

P/N FM-1002
2-23
ICE PROTECTION SYSTEMS

SURFACE DE-ICING SYSTEM
(OPTIONAL)
Ice accumulation is removed from each outboard
wing leading edge, both horizontal stabilizers,
and the vertical stabilizer by the flexing of deicer boots which are pneumatically actuated.
Engine bleed air, from the engine compressor, is
used to supply air pressure to inflate the de-icer
boots, and to supply vacuum, through the ejector
system, for boot hold-down. A pressure
regulator protects the system from over inflation.
When
the system is not in operation, a distributor valve

applies vacuum to the boots, for boot hold-down.
When a solenoid in the distributor valve is
energized by the pneumatic de-icer timer, or
when the surface DE-ICE CYCLE switch is
positioned to MNL (manual), a servo valve
changes the inlet to the boots from vacuum to
pressure which allows the boots to inflate. When
the solenoid valve is deenergized, the airflow
through the valve is cutoff. The air then
discharges out of the boots through an integral
check valve until the pressure reaches
approximately 1 inch Hg., at which time the
boots are ported to vacuum and the remaining air
is evacuated. The boots are again held down by
vacuum.
SURFACE DE-ICE SYSTEM (DIAGRAM)
2-24

P/N FM-1002
Either engine is capable of providing sufficient

bleed air for all requirements of the surface deicer system. Check valves in the bleed air and
vacuum lines prevent backflow through the
system during single-engine operation. Bleed air
passes through a 16 PSI regulator and then
enters the de-icer and vacuum systems. Vacuum
pressure is created by the ejector and is
proportional to pneumatic pressure supplied by
the de-icer pressure regulator valve. Regulated
pressure is indicated on a gage, placarded DEICING PRESS, located on the control pedestal.
The operation of the surface de-icer system is
controlled by a three-position switch located on
the left subpanel. This switch operates the
surface de-icer.
De-icer boots are intended to remove ice after it
has formed, rather than prevent its formation.
For the most effective deicing operation, allow at
least inch of ice on the surface boots to
accumulate before attempting ice removal. Very
thin ice may crack and cling to the boots instead

of shedding.
NOTE
Never cycle the system rapidly, since this
may cause the ice to accumulate outside
the contour of the inflated boots and
prevent ice removal.
Normal operation of the surface de-ice system is
accomplished by use of a three-position switch
located on the left subpanel, placarded DE-ICE
CYCLE SGL, and MNL. When either the DEICE switch is moved to the SGL position, the deicer boots automatically inflate for seven to eight
seconds, then deflate and return to the vacuum
hold-down position. When switched to the MNL
position, all boots inflate and stay inflated while
the switch is held in this mode. When released
from the manual position, the boots deflate and
the toggle returns to the center OFF position.
The manual position is for use in case of timer
failure. In either switch position, the boots
cannot be over-inflated.
ELECTRIC PROPELLER DE-ICE SYSTEM (DIAGRAM)
PROPELLER ELECTROTHERMAL DEICER SYSTEM

Electrothermal de-icer boots are cemented to each
propeller blade to prevent ice formation or to
remove ice from the propellers. Each thermal boot
consists of one outboard and one inboard heating
element, and receives electrical power from the
de-icer timer. This timer sends current to all
propeller thermal boots and prevents the de-icer
from overheating by limiting the time each
element is energized. Four intervals of
approximately 30 seconds each complete one
cycle. Current consumption is monitored by a

PROP DE-ICER AMPS ammeter on the left
subpanel.
Operation of the propeller deicing system is
controlled by the
propeller
heat switch,
placarded PROP which controls two inboard and
outboard heating elements in each propeller boot.
When ice formation becomes visible on the
aircraft, or when ice is expected, place this switch
in the HEAT position. The timer will then

P/N FM-1002
2-25
cycle power to the heating elements. The timer

successively delivers current to the outer heaters
on one propeller, the inner heaters on the same
propeller, the outer heaters on the opposite
propeller and the inner heaters on the same
propeller. The timer energizes each of these four
phases in turn for about 30 seconds, and then
repeats the cycle as long as the control switch is
on. When the timer shuts off, it advances one
cycle. Each cycle is 30 seconds in duration, which
makes a complete cycle lasting two minutes.
When the timer switches from one phase to the
next, the ammeter will register a momentary
deflection. These fluctuations inform the pilot that
the timer is switching properly.
WINDSHIELD ELECTROTHERMAL
ANTI-ICING SYSTEMS (OPTIONAL)
Both pilot and copilot windshields are provided
with an electrothermal anti-ice system. Each
windshield is part of an independent
electrothermal anti-ice system. Each system is
comprised of the windshield assembly with
heating wires sandwiched between glass panels, a
temperature sensor attached to the glass, an
electrothermal controller, a relay switch and a
control switch. Two ON-OFF switches, placarded
WINDSHIELD ANTI-ICE , PILOT COPILOT, are located on the left subpanel. Each
switch controls one electrothermal windshield
system.
FUEL SYSTEM ANTI-ICING

An oil-to-fuel heat exchanger located on each
engine accessory case operates continuously and
automatically to heat the fuel sufficiently to
prevent freezing of any water in the fuel line. One
external fuel vent on each wing serves both the
nacelle and the wing tanks. They are protected
against icing by externally attached electric heat
elements which are controlled by the 5-ampere
circuit breaker switch placarded HEAT-FUEL
VENTS-LEFT, and 7.5-ampere circuit breaker
switch placarded HEAT-FUEL VENTS-RIGHT.
CAUTION
To prevent overheat damage to electrically
heated anti-ice jackets, FUEL VENT
HEAT SWITCHES should not be turned
ON unless cooling air will soon pass over
the jackets.
PITOT AND STALL WARNING HEAT

SYSTEM
The pitot tube and the stall warning vane have
electrical heating elements to prevent icing. Each
heating element is controlled by a 5-ampere;
circuit-breaker type switch, located on the left
subpanel placarded STALL WARN HEAT and
LH PITOT, HEAT.
CAUTION
Pitot or stall warning heat should not be
used for more than 15 minutes while the
aircraft is on the ground. Overheating may
damage the heating elements.
2-26
Each electrothermal windshield is activated by

placing the corresponding WINDSHIELD ANTIICE switch to ON position. If glass temperature is
below 43o C, the electrothermal controller will
actuate a relay switch applying power to the
heating wires sandwiched within the glass. A
windshield will warm to a maximum of 43oC and
then will cycle off. A windshield will recycle ON
again when the glass temperature drops 2.5o C
below cutoff.
ENGINE AIR INLET

ELECTROTHERMAL BOOTS
The engine air inlet lip boots are electrically
heated to prevent the formation of ice and
consequent distortion of the airflow. The boots
are operated by the two 5 AMPERE CIRCUIT
BREAKER switches on the pilots subpanel
placarded: ENG LIP BOOT, LEFT-RIGHT. The
circuit is connected through the left landing gear
safety switch and is therefore operable only
during flight. The circuit is protected by two 25ampere circuit breakers, placarded LP ANTI-ICE
LH-RH, located on the copilots circuit breaker
panel. During flight, when icing conditions are
anticipated, position both ENG LIP BOOT heat
switches ON (up). Continue use as required and
shut off when icing conditions are no longer
present or anticipated.
INERTIAL SEPARATOR SYSTEM

An inertial separation system is built into each
engine air inlet to prevent moisture particles
from entering the engine inlet plenum under
freezing conditions. This is done by introducing a
sudden turn in the airstream to the engine, causing
the moisture particles to continue on undeflected
because
of
their
greater
momentum

P/N FM-1002
and to be discharged overboard. During normal

operation, a movable vane is raised out of the
direct ram airstream. For cold weather (+5o C or
below) operation in visible moisture, it should be
lowered into the airstream. The anti-ice vanes are
operated by individual T-handle push-pull
controls located below the left subpanel. The
controls are placarded: LEFT ENG ICE VANE
PULL TO EXT, PUSH TO RET and RIGHT
ENG ICE VANE PULL TO EXT, PUSH TO
RET. Vane positions during operation are
indicated by the position of the T-handles, and by
a slight decrease in torque with the engine ice
protection controls extended. The vanes should be
either fully retracted or fully extended, there are
no intermediate positions.
ALTERNATE STATIC AIR SOURCE

A valve control lever at the upper right corner of
the instrument panel permits the selection of an
alternate static air pressure source. It is placarded
EMERGENCY STATIC AIR SOURCE, position
(NORMAL). The normal operating position
(NORMAL) supplies static air pressure from the
external pressure ports on the aft fuselage. When
required, static pressure may be obtained from the
alternate source by releasing the lever guard
spring and repositioning the lever to the
ALTERNATE position.
AUTOIGNITION SYSTEM
return to the OFF position when released after

being turned to PARK.
CAUTION
Do Not operate on dry windshield.
ENGINE FIRE DETECTION

SYSTEM
A flame surveillance system is installed on each
engine to detect external engine fire and provide
alarm to the pilot. Both nacelles are monitored,
each having a control amplifier and three infrared
detectors. Electrical wiring connects all sensors
and control amplifiers to DC power and to the
cockpit audio and visual alarm units. In each
nacelle, one detector monitors the forward
nacelle, a second monitors the upper accessory
area, and a third monitors the lower accessory
area.
1.
2.
If armed, the autoignition system automatically

provides combustion re-ignition of either engine
should accidental flameout occur. The system is
not essential to normal engine operation, but is
used to reduce the possibility of power loss due to
icing or other conditions. Each engine has a
separate autoignition control switch, a green
PRESS-TO-TEST light, and an amber indicator
light on the annunicator panel.
Two switches placarded ENG AUTOIGNITION,
Left and RIGHT, with positions ARM and OFF,
are located on the left subpanel. ARM position
initiates a readiness mode for the autoignition
system of the corresponding engine. OFF position
disarms the system.
3.
WINDSHIELD WIPERS
4.
The electric windshield wipers are controlled by a

SLOW-FAST switch on the overhead panel.
When turning off the windshield wipers, turn the
switch to either the OFF or PARK position. The
OFF position stops the blades in place while the
PARK position returns the blades to the center
post position. The switch is spring loaded to
Fire emits an infrared radiation that will be

sensed by the detector that monitors the area
of origin. Radiation exposure activates the
relay circuit of a control amplifier that causes
signal power to be sent to cockpit alarms. An
activated surveillance system will return to
the standby state after the fire is out. The
system includes a functional test switch and
has circuit protection through the FIRE
DETECTOR circuit breaker.
Warning of internal nacelle fire is provided
as follows: A warning horn sounds in the
cockpit; simultaneously the red MASTER
WARNING lights on the instrument panel
start flashing. These alarms are accompanied
by the continuous illumination on the
annunciator panel of a red FIRE L ENG or
FIRE R ENG annunicator light. Fire detector
circuits are protected by a single 3-ampere
circuit breaker, placarded FIRE DETECTOR,
located on the right subpanel.
An erroneous indication of engine fire may
be encountered if an engine cowling is not
closed properly, or if the aircraft is headed
toward a strong external light source. In this
circumstance, close the cowling and/or
change the aircraft heading away from the
light source.
One rotary switch placarded TEST SWITCH
FIRE DETECTION OFF 1,2,3, on the
control pedestal, is provided to test the engine
fire detection system. Before checkout,
battery power must be on and the

P/N FM-1002
2-27
FIRE DETECTOR circuit breaker must be

in. Switch position 1, checks the area
forward of the air intake of each nacelle,
including circuits to the cockpit alarm and
indication devices. Switch position 2, checks
the circuits for the upper accessory
compartment of each nacelle. Switch position
3, checks the circuits for the lower
2-28
accessory compartment of each nacelle. Each

numbered switch position will initiate the
cockpit alarm and indications previously
described.
NOTE
Turn switch in counter-clockwise
direction only.

P/N FM-1002
65-A90-1 & -4 Pilot's Operating Manual 10,200 LBS

P/N FM-1002-FAA
FAA Approved
TABLE OF CONTENTS
SECTION III - LIMITATIONS
LIMITATIONS ......................................................................................................................................... 3-1
ENGINE LIMITS .................................................................................................................................. 3-3
GENERATOR LOAD VS MINIMUM N1 ............................................................................................ 3-4
TEMPERATURE LIMITS .................................................................................................................... 3-4
MINIMUM OIL TEMPERATURE REQUIRED FOR FLIGHT .......................................................... 3-4
FUEL...................................................................................................................................................... 3-5
FUEL CAPACITY ........................................................................................................................... 3-5
OIL......................................................................................................................................................... 3-5
STARTERS............................................................................................................................................ 3-5
MAGNETIC CHIP DETECTOR SYSTEM .......................................................................................... 3-5
POWER LEVERS.................................................................................................................................. 3-5
PROPELLERS (REVERSING INSTALLATION) ............................................................................... 3-6
INSTRUMENT MARKINGS................................................................................................................ 3-6
AIRSPEED LIMITS
KNOTS (REFER TO PAGE 1-7) ................................................................. 3-6
ALTITUDE LIMITATION ................................................................................................................... 3-6
MANEUVERS....................................................................................................................................... 3-6
FLIGHT LOAD FACTORS .................................................................................................................. 3-6
MAXIMUM WEIGHT .......................................................................................................................... 3-7
CENTER OF GRAVITY LIMITS (LANDING GEAR EXTENDED) ................................................. 3-7
MINIMUM FLIGHT CREW ................................................................................................................. 3-7
MAXIMUM OCCUPANCY LIMITS ................................................................................................... 3-7
CARGO.................................................................................................................................................. 3-7
AFT FACING SEATS ........................................................................................................................... 3-7
FLIGHT WITH CABIN ENTRANCE REMOVED.............................................................................. 3-7
FLIGHT INTO KNOWN ICING CONDITIONS ................................................................................. 3-7
PLACARDS........................................................................................................................................... 3-8
SECTION IV - NORMAL PROCEDURES

NORMAL PROCEDURES ...................................................................................................................... 4-1
INITIAL COCKPIT CHECK ................................................................................................................ 4-3
PREFLIGHT .......................................................................................................................................... 4-4
LEFT WING.................................................................................................................................... 4-4
NOSE SECTION ............................................................................................................................. 4-4
RIGHT WING ................................................................................................................................. 4-4
TAIL SECTION ............................................................................................................................... 4-5
BEFORE STARTING THE ENGINES ................................................................................................. 4-5
ENGINE START ................................................................................................................................... 4-6
ENGINE CLEARING PROCEDURE ................................................................................................... 4-7
AFTER STARTING AND TAXI .......................................................................................................... 4-7
BEFORE TAKE-OFF ............................................................................................................................ 4-7
TAKE-OFF ............................................................................................................................................ 4-9
CLIMB................................................................................................................................................... 4-9
CRUISE ................................................................................................................................................. 4-9
OPERATIONAL SPEEDS (KNOTS) REFER TO PAGE 1-7)....................................................... 4-10
DESCENT............................................................................................................................................ 4-10
LANDING ........................................................................................................................................... 4-10
FAA Approved

P/N FM-1002-FAA
MAXIMUM REVERSE THRUST LANDING................................................................................... 4-10

AFTER LANDING.............................................................................................................................. 4-11
ENGINE SHUTDOWN AND SECURING......................................................................................... 4-11
NIGHT OR INSTRUMENT FLIGHT (BEFORE TAKE-OFF).......................................................... 4-12
ICING FLIGHT ................................................................................................................................... 4-12
LIMITATIONS .............................................................................................................................. 4-12
ICING ........................................................................................................................................... 4-12
PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT .................................... 4-12
CHECK ALL SYSTEMS BEFORE TAKE-OFF WHEN ICING FLIGHT IS ANTICIPATED ....... 4-13
BLENDING ANTI-ICING ADDITIVE TO FUEL ............................................................................. 4-15
CABIN ENVIRONMENTAL CONTROL .......................................................................................... 4-15
ILLUMINATION OF "CABIN HEAT OUT" ANNUNCIATOR ..................................................... 4-15
DEFROSTER AIR ......................................................................................................................... 4-15
FRESH AIR VENTILATION ......................................................................................................... 4-16
OXYGEN SYSTEM ............................................................................................................................ 4-16
NICKEL-CADMIUM BATTERY CONDITION CHECK ................................................................. 4-16
DURING ENGINE START (Using Loadmeter) ............................................................................ 4-16
IN FLIGHT ................................................................................................................................... 4-17
DURING ENGINE SHUTDOWN ................................................................................................. 4-17
SECTION V - EMERGENCY PROCEDURES

EMERGENCY PROCEDURES .............................................................................................................. 5-1
SINGLE-ENGINE PROCEDURES ...................................................................................................... 5-3
ENGINE FAILURE DURING TAKE-OFF ..................................................................................... 5-3
ENGINE FAILURE OR FIRE (FLIGHT)........................................................................................ 5-4
ENGINE FLAME-OUT (SECOND ENGINE)................................................................................. 5-4
.........ENGINE FAILURE IN FLIGHT/ILLUMINATION OF MAGNETIC CHIP DETECTOR LIGHT
(AMBER ANNUNCIATOR)................................................................................................................. 5-4
ENGINE FIRE (GROUND) .................................................................................................................. 5-4
SINGLE-ENGINE GO-AROUND ........................................................................................................ 5-5
AIR START ........................................................................................................................................... 5-5
STARTER ASSIST ........................................................................................................................... 5-5
WINDMILLING ENGINE AND PROPELLER (NO STARTER ASSIST) ........................................ 5-6
CROSSFEED ......................................................................................................................................... 5-6
TO DISCONTINUE CROSSFEED ................................................................................................. 5-6
ENGINE DRIVEN LOW PRESSURE BOOST PUMP FAILURE....................................................... 5-6
ELECTRICAL SYSTEM FAILURE..................................................................................................... 5-6
GENERATOR INOPERATIVE (GEN OUT annunciator light on).................................................. 5-6
EXCESSIVE LOADMETER INDICATION (OVER 1.0) ................................................................. 5-7
CIRCUIT BREAKER TRIPPED...................................................................................................... 5-7
DUAL BUS FEEDER CIRCUIT BREAKER TRIPPED .................................................................. 5-7
INVERTER INOPERATIVE ............................................................................................................ 5-7
ELECTRICAL SMOKE OR FIRE ........................................................................................................ 5-7
ELECTROTHERMAL PROPELLER DEICE ...................................................................................... 5-7
LANDING GEAR MANUAL EXTENSION (EMERGENCY)............................................................ 5-8
LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION ............................ 5-8
EMERGENCY ALTERNATE STATIC AIR SOURCE ....................................................................... 5-8
EMERGENCY DESCENT PROCEDURE ........................................................................................... 5-9
EMERGENCY EXIT............................................................................................................................. 5-9

P/N FM-1002-FAA
FAA Approved
FAILURE OF SECONDARY (ELECTRICAL) LOW PITCH STOP .................................................. 5-9

SPINS................................................................................................................................................... 5-10
ILLUMINATION OF CABIN DOOR WARNING LIGHT................................................................ 5-10
SECTION VI - FAA PERFORMANCE

FAA APPROVED PERFORMANCE ..................................................................................................... 6-1
AIRSPEED CALIBRATION STANDARD SYSTEM ...................................................................... 6-3
AIRSPEED CALIBRATION ALTERNATE SYSTEM..................................................................... 6-4
ALTIMETER CORRECTION NORMAL SYSTEM......................................................................... 6-5
ALTIMETER CORRECTION ALTERNATE SYSTEM................................................................... 6-6
MAXIMUM TAKE-OFF WEIGHT PERMITTED BY ENROUTE CLIMB REQUIREMENT.......... 6-7
POWER AVAILABLE FOR TAKE-OFF ............................................................................................. 6-8
NORMAL TAKE-OFF DISTANCE ..................................................................................................... 6-9
TWIN ENGINE CLIMB...................................................................................................................... 6-10
TWIN ENGINE BEST RATE-OF-CLIMB SPEED............................................................................ 6-11
SINGLE ENGINE CLIMB .................................................................................................................. 6-12
SINGLE ENGINE BEST RATE-OF-CLIMB SPEED ........................................................................ 6-13
BALKED LANDING CLIMB............................................................................................................. 6-14
NORMAL LANDING APPROACH SPEED...................................................................................... 6-15
NORMAL LANDING DISTANCE WITHOUT REVERSE .............................................................. 6-16
STALL SPEEDS KCAS ................................................................................................................... 6-17
FAA Approved

P/N FM-1002-FAA

P/N FM-1002-FAA
FAA Approved

P/N FM-1002-FAA
FAA Approved
CONTROL PAGE
FAA APPROVED SECTIONS III VI
BEECHCRAFT 65-A90-1 & -4
ELIGIBLE FOR 10,200 LBS.
TITLE
FAA Data Title Page
FAA Data Intentionally Left Blank
FAA Data Table of Contents
FAA Data Intentionally Left Blank
FAA Data FAA Log of Revisions
FAA Date Intentionally Left Blank
FAA Data Control Page
FAA Data Control Page
Section III Limitations
Section IV Normal Operating Procedures
Section V Emergency Procedures
FAA Approved
PAGE
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REVISION
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65-A90-1 & -4 Pilot's Operating Manual 10,200 lbs

P/N FM-1002-FAA
REVISION DATE
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
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Section VI Performance
10
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6-2
6-3
6-4
6-5
6-6
6-7
6-8
6-9
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P/N FM-1002-FAA
February 24, 1999

February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
February 24, 1999
FAA Approved
SECTION III
FAA Approved
LIMITATIONS
TABLE OF CONTENTS
LIMITATIONS ............................................................................................................................................ 1
ENGINE LIMITS ...................................................................................................................................... 3
GENERATOR LOAD VS MINIMUM N1................................................................................................. 4
TEMPERATURE LIMITS ........................................................................................................................ 4
MINIMUM OIL TEMPERATURE REQUIRED FOR FLIGHT............................................................... 4
FUEL ......................................................................................................................................................... 5
FUEL CAPACITY ................................................................................................................................. 5
OIL ............................................................................................................................................................ 5
STARTERS ............................................................................................................................................... 5
MAGNETIC CHIP DETECTOR SYSTEM .............................................................................................. 5
POWER LEVERS ..................................................................................................................................... 5
PROPELLERS (REVERSING INSTALLATION) ................................................................................... 6
INSTRUMENT MARKINGS.................................................................................................................... 6
KNOTS (REFER TO PAGE 1-7) ............................................................................ 6
AIRSPEED LIMITS
ALTITUDE LIMITATION ....................................................................................................................... 6
MANEUVERS .......................................................................................................................................... 6
FLIGHT LOAD FACTORS ...................................................................................................................... 6
MAXIMUM WEIGHT .............................................................................................................................. 7
CENTER OF GRAVITY LIMITS (LANDING GEAR EXTENDED) ...................................................... 7
MINIMUM FLIGHT CREW ..................................................................................................................... 7
MAXIMUM OCCUPANCY LIMITS ....................................................................................................... 7
CARGO ..................................................................................................................................................... 7
AFT FACING SEATS ............................................................................................................................... 7
FLIGHT WITH CABIN ENTRANCE REMOVED .................................................................................. 7
FLIGHT INTO KNOWN ICING CONDITIONS...................................................................................... 7
PLACARDS .............................................................................................................................................. 8
FAA Approved

P/N FM-1002-FAA
3-1
3-2

P/N FM-1022-FAA
FAA Approved
SECTION III
LIMITATIONS
All airspeeds quoted in this section are calibrated airspeeds (KCAS)
This Pilots Operating Manual is applicable only to the following serial numbered airplanes when modified
with Beech Kit 91-5002-1:
LM-101, LM-107 through LM-111, LM-115, LM-125, LM-127 through LM129, LM132, LM133,
LM136, through LM138, LU-2, LU-5, LU-6, LU-9 through LU-13 and LU-15.
These aircraft must be equipped with wingtip ballast as specified on Drawing 91-5001 in order to operate at
10,200 lbs Maximum Gross Takeoff Weight.
The airplane is approved for VFR day and night, IFR day and night, passenger or cargo, and in known icing
conditions as defined herein.
Observance of the limitations in Section III is mandatory.
ENGINE LIMITS
The following limitations are to be observed in the operation of this airplane equipped with United Aircraft
of Canada, Ltd. PT6A-20 engines. Each column is a separate limitation. The limits presented do not
necessarily occur simultaneously.
OPERATING LIMITS
MAXIMUM GAS GEN PROPELLER
OBSERVED
RPM N1
RPM N2
(5) %
RPM
ITT0C
750
101.5
2200
OPERATING
CONDITION
SHP
TORQUE
FT LB
TAKE-OFF (6)
(5 minute limit)
MAX. CONT. (6)
(Emergency Use Only)
550
1315
550
1315
750
101.5
MAX. CLIMB
538
1315
725
MAX. CRUISE
495
1315
HI-IDLE (1)
LO-IDLE (2)
OIL
PRESS.
PSIG (3)
65 - 85
OIL
TEMP.
C
10 to 99
2200
65 - 85
10 to 99
2200
65 - 85
0 to 99
705
2200
65 - 85
0 to 99
0 to 99
685 (7)
40(MIN)
-40 to 99
STARTING
1090 (4)
-40 (MIN)
ACCELERATION (9)
1500 (4)
850 (4)
102.6 (4)
2420 (4)
0 to 99
MAX. REVERSE (8)
750 (8)
88
2100
65 85
0 to 99
PROP FEATHER
525
(1)
(2)
(3)
At approximately 70% (N1).

At 51% (N1) minimum.
Normal oil pressure is 65-85 psig. At throttle settings above 28,000 rpm (75%) N1 oil pressures
between 40 and 65 psig are undesirable, and should be tolerated only for the completion of the flight,
preferably at reduced throttle setting. Oil pressures below normal should be reported as an engine
discrepancy, and should be corrected before next take-off. Oil pressures below 40 psig are unsafe,
and require that either the engine be shut down or a landing be made as soon as possible, using the
minimum power required to sustain flight.
FAA Approved

P/N FM-1002-FAA
3-3
(4)
(5)
(6)
(7)
(8)
(9)
This value is time-limited to two seconds.

For every 10C below 30oC ambient temperature, reduce maximum allowable N1 by 2.2%.
This rating corresponds to 550 shp up to 21oC ambient temperature, sea level, static conditions.
High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 speed.
This operation is time limited to 1 minute. Do not select reverse while airborne.
High generator loads at low N1 speeds may cause the ITT acceleration temperature limit to be
exceeded. This does not apply during engine start.
GENERATOR LOAD VS MINIMUM N1

GENERATOR LOAD
MINIMUM GAS GENERATOR RPM
0 to .5 Load
.5 to .75 Load
.75 to 90 Load
.90 to 1.0 Load
49%
53%
59%
63%
TEMPERATURE LIMITS
Aircraft shall not be operated when take-off ambient temperature exceeds ISA + 37C.
MINIMUM OIL TEMPERATURE REQUIRED FOR FLIGHT

Engine oil is used to heat the fuel on entering the fuel control. Since no temperature measurement is
available for the fuel at this point, it must be assumed to be the same as the OAT. The graph below is
supplied for use as a guide in preflight planning, based on known or forecast operating conditions, to allow
the operator to become aware of operating temperatures where icing at the fuel control could occur. If the
plot should indicate that oil temperatures versus OAT are such that ice formation could occur during takeoff or in flight, anti-icing additive per MIL-I-27686 should be mixed within the fuel at refueling to insure
safe operation.
3-4

P/N FM-1022-FAA
FAA Approved
CAUTION
Anti-icing additive must be properly blended with the fuel to avoid deterioration of the fuel cell.
The additive concentration by volume shall be minimum of .060% and a maximum of .15%.
Approved procedure for adding anti-icing concentrate is contained in Section IV (BLENDING
ANTI-ICING ADDITIVE TO FUEL).
JP4 fuel per MIL-T05624 has anti-icing additive per MIL-I-27686 blended in the fuel at the
refinery and no further treatment is necessary. Some fuel suppliers blend anti-icing additive in
their storage tanks. Prior to refueling, check with the fuel supplier to determine if fuel has been
blended to assure proper concentration by volume of fuel on board.
FUEL
Jet A, Jet A-1, Jet B, JP-1, JP-4, JP-5 and JP-8 conforming to PWA S.B. No. 1244R16 or later rev. or
ASTM Spec. D1644, may be mixed in any ratio.
Emergency use of Aviation Gasoline, grades 80/87, 91/96, 100LL, 100/130, and 115/145, are limited to
150 hours of use during any one engine overhaul period. Whenever Aviation Gasoline is being used above
8000 feet the AUXILIARY PUMPS must be operated.
It is not necessary to purge the unused fuel from the system when changing fuel types.
Operation with the Auxiliary Fuel Pump Fail light on is limited to 10 hours between main engine driven
fuel pump overhaul or replacement period.
FUEL CAPACITY
Total of 370 gallons usable, 114 gallons usable in two nacelle tanks of 57 gallons each and 256 gallons
usable in the remaining wing tanks.
OIL
Synthetic type conforming with PWC S.B. No. 1001R21 or later revision. (Check consumable Material,
Section X, SERVICING.)
STARTERS
Use is time limited to 40 seconds on, 60 seconds off, 40 seconds on, 60 seconds off, 40 seconds on, then 30
minutes off.
MAGNETIC CHIP DETECTOR SYSTEM

1.
2.
Upon illumination of magnetic chip detector annunciator light, affected engine must be shut down and
secured if speed and altitude permit.
Do not take off if magnetic chip detector annunciator light illuminates. Engine must be shut down.
POWER LEVERS
(ADDITIONAL LIMITATIONS REQUIRED BY FAA AD 97-25-03)
Do not lift the power levers in flight. Lifting the power levers in flight, or moving the power levers in
flight below the flight idle position, could result in a nose-down pitch and descent rate leading to aircraft
damage and injury to personnel.
FAA Approved

P/N FM-1002-FAA
3-5
PROPELLERS (REVERSING INSTALLATION)

Two full-feathering constant speed, reversing, three-bladed propellers are equipped with T10173E-8 blades
and HC-B3TN-3 or HC-B3TN-3B hubs. Blade angles are measured at the 30-in. station: Feathered 87,
Reverse -11. Set flight idle stop to obtain 600 + 60 ft. lbs. Torque at 2000 rpm (prop) at S.L., standard day
conditions.
INSTRUMENT MARKINGS
Interstage Turbine Temperature: Red Radial 750C.
Gas Generator Tachometer (N1): Red Radial, 101.5% RPM.
Torquemeter: Red Radial, 1315 ft-lbs.
Propeller Tachometer: Green Arc, 1800 RPM to 2200 RPM; Red Radial 2200 RPM.
Oil Pressure: Red Radial, 40 psi; Green Arc, 65 psi to 85 psi.
Oil Temperature: Yellow Arc, 0oC to 10oC; Green Arc, 10C to 99; Red Radial, 0C and 99oC.
Vacuum (Suction): 30,000 ft to 15,000 ft: (Narrow Green Arc) 3.0 in. Hg to 4.3 in. Hg
15,000 ft to Sea Level: (Wide Green Arc) 4.3 in Hg to 5.9 in. Hg.
Pneumatic Gage: Green Arc, 12 psi to 20 psi; Red Radial, 20 psi.
Propeller Deicer Ammeter: Green Arc, 14 amperes to 18 amperes.
AIRSPEED LIMITS
KNOTS (Refer to page 1-7)
Maximum Operating Speed (Red Radial)

Normal Operating Range (Green Arc)
Full Flap Operating Range (White Arc)
Maximum Flap Extension Speed:
Approach Position - 35%
Full Down Flap Position - 100%
Maximum Gear Extended Speed
Maximum Gear Operating Speed
Extension
Retraction
Maximum Design Maneuvering Speed
Maximum Demonstrated Crosswind
208
93 to 208
75 to 130
174
130
156
156
130
169
25
ALTITUDE LIMITATION
Altitude limitation
Altitude limit for air starts
30,000 feet
27,000 feet
MANEUVERS
This is normal category aircraft. Acrobatic maneuvers, including spins, are prohibited.
FLIGHT LOAD FACTORS

At design gross weight, 10,200 lbs.; Maneuver, Flaps Up Positive 3.30G; Negative 1.68G
Flaps Down Positive 2.0G; Negative 0.0G.
NOTE
Use controls with caution above 169 knots.
3-6

P/N FM-1022-FAA
FAA Approved
MAXIMUM WEIGHT
Maximum take-off weight varies with airport altitude and ambient temperature. The maximum allowable
take-off weight must not exceed the limit taken from the Maximum Take-Off Weight graph on Page 6-7
and never exceed 10,200 pounds.
Maximum landing weight is 9,700 pounds for all conditions.
Maximum zero fuel weight: NO LIMITATION.
CENTER OF GRAVITY LIMITS (LANDING GEAR EXTENDED)

AFT Limit:
Forward Limit:
At 10,200 lbs., 159.2 inches AFT of datum; at 9650 lbs. or less, 160.4 inches AFT of
datum with straight line variation between these points.
At 10,200 lbs., 152.3 inches AFT of datum; at 7,850 lbs. or less, 144.7 inches AFT of
datum, with straight line variation between these points.
MINIMUM FLIGHT CREW

FAR Part 91 Operations ...................................................................................................................One Pilot
FAR Part 135 Operations
VFR or IFR cargo only................................................................................................................One Pilot
IFR ......................................................Two Pilots, or One Pilot with an Approved Three-axis Autopilot
MAXIMUM OCCUPANCY LIMITS

FAR Part 91 Operations.................................................................................................................Twelve (12)
FAR Part 135 Operations.................................................................................Nine (9) Passengers Plus Crew
CARGO
When hauling cargo, maintain crew access to the cabin door or emergency exit. This access would not be
required if the optional left hand crew access door is installed in the cockpit.
AFT FACING SEATS

Front seats only may be faced aft. Seats with placards must have seat backs installed as placarded when
faced aft.
FLIGHT WITH CABIN ENTRANCE REMOVED

See Flight Manual Supplement for details.
FLIGHT INTO KNOWN ICING CONDITIONS

1. Aircraft must be equipped with the following items and all equipment listed must be operable:
a.
b.
c.
d.
e.
f.
g.
Wing and Empennage Surface Deice System

Goodrich Electrothermal Propeller Deice System
Fuel Vent Heaters
Heated Stall Warning
Heated Pitot
Heated Windshield (Left Only)
Engine Air Inlet Electrothermal Boots
FAA Approved

P/N FM-1002-FAA
3-7
h.
i.
j.
Inertial Separator System

Alternate Static Air Source
Auto Ignition
The above equipment must be installed at the Beech Aircraft Corporation factory or must be
installed as Beech Aircraft Corporation Approved Kits.
(ADDITIONAL ICING LIMITATIONS REQUIRED BY FAA AD 98-04-24)
WARNING
Severe icing may result from environmental conditions outside of those for which the
airplane is certificated. Flight in freezing rain, freezing drizzle, or mixed icing conditions
(supercooled liquid water and ice crystals) may result in ice build-up on protected
surfaces exceeding the capability of the ice protection system, or may result in ice
forming aft of the protected surfaces. This ice may not be shed using the ice protection
systems, and may seriously degrade the performance and controllability of the airplane.
1.
During flight, severe icing conditions that exceed those for which the airplane is
certificated shall be determined by the following visual cues. If one or more of these
visual cues exists, immediately request priority handling from Air Traffic Control to
facilitate a route or an altitude change to exit the icing conditions.
a. Unusually extensive ice accumulation on the airframe and windshield in areas not
normally observed to collect ice.
b. Accumulation of ice on the upper surface of the wing, aft of the protected area.
c. Accumulation of ice on the engine nacelles and propeller spinners farther aft than
normally observed.
2. Since the autopilot, when installed and operating, may mask tactile cues that indicate
adverse changes in handling characteristics, use of the autopilot is prohibited when
any of the visual cues specified above exist, or when unusual lateral trim
requirements or autopilot trim warnings are encountered while the airplane is in icing
conditions.
3. All wing icing inspection lights must be operative prior to flight into known or
forecast icing conditions at night.
[NOTE: This supersedes any relief provided by the Master Minimum Equipment List
(MMEL).]
PLACARDS
On floor between pilot and co-pilot: LANDING GEAR EMERGENCY EXTENSION, 1. PULL UP
HANDLE AND TURN CLOCKWISE TO LOCK. 2. REMOVE LEVER FROM SECURING CLIP AND
PUMP.
By oxygen outlet in overhead consoles WARNING DO NOT SMOKE WHILE OXYGEN IS IN USE.
PULL CONNECTING PLUG TO STOP OXYGEN FLOW.
On cockpit overhead panel: THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY
AIRPLANE IN COMPLIANCE WITH THE OPERATIONS LIMITATIONS STATED IN THE FORM
OF PLACARDS, MARKINGS, AND MANUALS. NO ACROBATIC MANEUVERS INCLUDING
SPINS ARE APPROVED.
On cockpit overhead Panel: AIRSPEED LIMITATIONS. FLAP EXTENSION (APPROACH)174
KNOTS, FLAP EXTENSION (FULL DOWN) 130 KNOTS, MAX. GEAR EXTENSION 156 KNOTS,
MIN. SINGLE ENGINE CONTROL 92 KNOTS, MAXIMUM MANEUVERING 169 KNOTS.
MAXIMUM GEAR RETRACTION 130 KNOTS."
3-8

P/N FM-1022-FAA
FAA Approved
On cockpit overhead panel: CAUTION, STANDBY COMPASS ERRATIC WHEN WINDSHIELD

ANTI-ICE IS IN OPERATION.
Adjacent to the emergency static air valve: EMERGENCY STATIC AIR SOURCE and ALTERNATE
- NORMAL and WARNING - SEE FAA FLIGHT MANUAL EMERGENCY PROCEDURE FOR
INSTR CAL ERROR.
Above the curtain at the emergency exit door (If curtain installed): EMERGENCY EXIT, PULL
CURTAIN FOR ACCESS TO HANDLE.
On pedestal edge: REVERSE ONLY WITH ENGINES RUNNING.
Forward side of cockpit door (If installed): NO SMOKING and FASTEN SAFETY BELT DURING
TAKE-OFF AND LANDING.
On forward cabin windowsills (If in passenger configuration): AFT FACING CHAIR MUST BE IN
EXTREME FORWARD POSITION AND RECLINED AGAINST PARTITION DURING TAKE-OFF
AND LANDING. FRONT SEATS ONLY MAY BE FACED AFT.
Forward side of cockpit door (If installed): KICK HERE FOR EMERGENCY EXIT
Aft side of rear partition (If installed): NO SMOKING
Annunciator Panel: "L CHIP DETECTOR," "R CHIP DETECTOR," "CABIN HEATER OUT," and
"BATTERY CHARGE."
Adjacent to Cabin Door Handle: "CAUTION, DO NOT ATTEMPT TO CHECK SECURITY OF CABIN
DOOR BY MOVING DOOR HANDLE UNLESS AIRCRAFT IS ON THE GROUND."
FAA Approved

P/N FM-1002-FAA
3-9
Beech Model 65-A90, B90, C90, C90A, E90, F90, 200,
Page 1 of 7
Airworthiness Directive
Federal Register Information

Header Information
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
Amendment 39-5599; AD 87-04-24
Airworthiness Directives; Beech Model 65-A90, B90, C90, C90A, E90, F90, 200, B200, 200C, B200C,
200CT, B200CT, 200T, B200T, 300, 1900, 1900C, H90, A200, A200C, A200CT, B200C, 65-A90-1,
65-A90-2, 65-A90-3 and 65-A90-4 Series Airplanes
PDF Copy (If Available):
Preamble Information
AGENCY: Federal Aviation Administration, DOT
DATES: Effective April 14, 1987.
Regulatory Information
87-04-24 BEECH AIRCRAFT CORPORATION: Amendment 39-5599. Applies to the following
Beech airplanes certificated in any category.
MODEL
SERIAL NUMBERS S/N
REFERENCE SERVICE
INSTRUCTION NO.
65-A90, B90,
LJ-114 thru LJ-1139;
Beechcraft Mandatory
C90, C90A;
Service Instruction
E90;
F90;
200, B200;
Page 2 of 7
LW-1 thru LW-347;

No. 2028, Rev. III,
LA-2 thru LA-236
revised February 1987
BB-2; BB-6 thru BB-1211;
BB-1213 thru BB-1253;
BB-1255 thru BB-1261;
BB-1263 thru BB-1267;
200C, B200C;
BL-1 thru BL-112 and
BL-124 thru BL-127;
200CT, B200CT;
BN-1 thru BN-4;
200T, B200T
BT-1 thru BT-31;
300
FA-1 thru FA-38 and
FA-40 thru FA-50
1900
UA-1 thru UA-3
1900C
UB-1 thru UB-62
H90 (T-44A)
LL-1 thru LL-18,
Beech T-44A Service
LL-20 thru LL-31,
Instructions No.
LL-33 thru LL-40,
T-44A-0058, Rev. 1
LL-42 thru LL-48, and
LL-50 thru LL-61
A200 (C-12A)
BD-1 thru BD-30;
Beech C-12 Service
A200 (C-12C)
BC-1 thru BC-75;
Instructions No.
A200CT (C-12D)
BP-1, BP-22, BP-24 thru BP-39; C-12-0103, Rev. 1
BP-40 and BP-45;
A200CT (RC-12D)
GR-1 thru GR-13;
A200CT (RC-12G)
FC-1 thru FC-3;
A200CT (FWC-12D)
BP-7 thru BP-11;
A200C (UC-12B)
BJ-1 thru BJ-66
A200CT (C-12D)
BP-46 thru BP-51;
Beech C-12 Service
A200CT (C-12F)
BP-52 thru BP-63;
Instructions No.
B200C (C-12F)
BL-73 thru BL-112 and
C-12-0112
BL-118 thru BL-123;
65-A90-1 (U-21A)
LM-1 thru LM-63,
Beech U-21 Service
LM-65, LM-67 thru LLM-69,
Instruction No.
LM-71 thru LM-107,
U-21-0002, Rev. 1
and LM-112 thru LM-124;
65-A90-1 (JU-21A)
LM-64, LM-66, LM-70;
65-A90-1 (U-21G)
LM-125 thru LM-141;
5-A90-1 (RU-21A)
LM-108 thru LM-111;
6 65-A90-2 (RU-21B)
LS-1 thru LS-3;
65-A90-3 (RU-21C)
LT-1 and LT-2;
65-A90-4 (RU-21H)
LU-1 thru LU-16
Compliance: Required as indicated after the effective date of this AD, unless previously accomplished.
Page 3 of 7
To preclude malfunction of the elevator trim cable system, accomplish the following:
(a) Within the next 10 hours time-in-service, perform the following:
(1) For Models 65-A90, B90, C90, C90A airplanes (S/N LJ-114 thru LJ-1110), and Model E90 airplanes
(S/N LW-1 thru LW-347), which have complied with AD 86-20- 03, paragraph (b), and for Models
C90A airplanes (S/N LJ-1111 thru LJ-1139), which have a redesigned elevator trim cable system
installed at the Beech factory without moisture protection; modify the elevator trim system in
accordance with Part IV of Beechcraft Service Bulletin No. 2028, Rev. III, dated February 1987.
(2) For Models F90 airplanes (S/N LA-2 and LA-235); Models 200 and B200 airplanes (S/N BB-2, BB6 thru BB-1211 and BB-1213 thru BB-1217); and for Models 200C and B200C airplanes (S/N BL-1
thru BL-112 and BL-124); and for Models 200CT and B200CT airplanes (S/N BN-1 thru BN-4); and for
Models 200T and B200T airplanes (S/N BT-1 thru BT-30), which have complied with AD 86-20-03,
paragraph (b), and for Models F90 airplane (S/N LA-236); and for Models 200 and B200 airplanes (S/N
BB-1218 thru BB-1253, BB-1255 thru BB-1261, BB-1263 thru BB-1267); and for Models B200C
airplanes (S/N BL-125 thru BL-127); and for Models B200T airplane (S/N BT-31), which have a
redesigned elevator trim cable system installed at the Beech factory without moisture protection; modify
the elevator trim system in accordance with Part V of Beechcraft Service Bulletin No. 2028, Rev. III,
dated February 1987.
(3) For Models 1900 airplanes (S/N UA-1 thru UA-3) and for Models 1900C airplanes (S/N UB-1 thru
UB-44), which have complied with AD 86-20-03, paragraph (b), and for Models 1900C airplanes (S/N
UB-45 thru UB-62), which have a redesigned elevator trim cable system installed at the Beech factory
without moisture protection; modify the elevator trim system in accordance with Part VI of Beechcraft
Service Bulletin No. 2028, Rev. III, dated February 1987.
(b) For those airplanes that have not been modified in accordance with paragraph (b) of AD 86-20-03,
within the next 25 hours time-in-service, accomplish the following:
(1) Check the operation of the elevator trim system and mark the elevator trim indicator scale in
accordance with Part I or Part II of Beech Service Bulletin No. 2028, Rev. III, dated February 1987.
(2) For Models 65-A90, B90, C90, C90A, and E90 airplanes, mark the elevator trim tab push rods in
accordance with Part I or Part II of Beech Service Bulletin No. 2028, Rev. III, dated February 1987.
NOTE: The following airplanes have been previously marked by the manufacturer per paragraphs (a)(1)
and (a)(2) of AD 86-20-03: Models C90A (S/N LJ-1077 thru LJ-1110), F90 (S/N LA-223 thru LA-235),
B200 (S/N BB-1193 thru BB-1217), B200C (S/N BL-72 thru BL-112 and BL-124), 300 (S/N FA-1 thru
FA-38 and FA-40 thru FA-50), 1900 (S/N UA-1 thru UA-3), and 1900C (S/N UB-9 thru UB-44).
(3) Place the Elevator Trim System Preflight Check Procedure, shown in Attachment 1 of this AD, in
the Limitations Section of the FAA Approved Flight Manual for the Models 65-A90, B90, C90, E90,
and 200T/200CT airplanes; and the Limitations Section of the Pilot's Operating Handbook and the FAA
Approved Airplane Flight Manual for the Models C90, C90A, F90, 200/200C, B200/B200C, B200T,
B200CT, 300, and 1900/1900C airplanes.
(c) Prior to May 15, 1987, modify the elevator trim system on all airplanes which have not complied
with the requirements of paragraph (a) of this AD, in accordance with Part III of Beechcraft Service
Bulletin No. 2028, Rev. III, dated February 1987.
Page 4 of 7
(d) Compliance with paragraph (b) of this AD is no longer necessary after the modification required in
paragraph (c) of this AD is accomplished.
(e) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be
accomplished.
(f) An equivalent means of compliance with this AD may be used, if approved by the Manager, Wichita
Aircraft Certification Office, 1801 Airport Road, Room 100, Mid- Continent Airport, Wichita, Kansas
67209; Telephone (316) 946-4400.
All persons affected by this directive may obtain copies of the document(s) referred to herein upon
request to Beechcraft Aero and Aviation Centers or Beech Aircraft Corporation, Commercial Service
Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine copies of the document(s)
referred to herein at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas
City, Missouri 64106.
This AD supersedes AD 86-20-03, Amendment 39-5413.
This amendment becomes effective on April 14, 1987, to all persons except those to whom it has already
been made effective by priority letter from the FAA dated February 23, 1987, and is identified as AD
87-04-24.
ATTACHMENT 1 - 87-04-24
OPERATING LIMITATION:
The Elevator Trim System Preflight check procedure, as defined below, must be conducted prior to each
flight.
To verify that the elevator trim cable is not fouled or disengaged from the cable drum, the following
Elevator Trim System Preflight Check is required prior to each flight of the Beech Model 65-A90, B90,
C90, C90A, E90, F90, 200, B200, 200C, B200C, 200CT, B200CT, 200T, B200T, 300, 1900 and 1900C
airplanes:
COCKPIT
1. Control Locks - REMOVE
2. Elevator Trim:
a. All airplanes except 1900/1900C - SET TO "O" UNITS
b. 1900/1900C airplanes - SET TWO UNITS NOSE UP CAUTION
The elevator trim system must not be forced past the limits which are indicated on the elevator trim
indicator scale either manually, electrically (except Model 300) or by action of the autopilot (except
Model 300).
TAIL SECTION
1. Elevator Trim Tab
Page 5 of 7
a. VERIFY "O" (NEUTRAL) POSITION

2. On Model 65-A90, B90, C90, C90A and E90 airplanes, the elevator trim tab "O" (neutral) position is
determined by observing that the alignment marks on the elevator trim tab pushrods align with the
alignment marks on the elevator (See Figure 1 or 2 below), when the elevator is resting against the
downstops.
3. On Model F90, 200 Series, 300 and 1900/1900C airplanes, the elevator trim tab "O" (neutral) position
is determined by observing that the trailing edge of the elevator trim tab aligns with the trailing edge of
the elevator, when the elevator, when the elevator is resting against the downstops.
WARNING
The above Preflight Inspection check MUST be repeated prior to take-off if the elevator trim is allowed
to reach limit travel at any time prior to take-off as a result of MANUAL, ELECTRICAL (except Model
300) OR AUTOPILOT (except Model 300) OPERATION of the trim system.
Page 6 of 7
Footer Information
Comments
Page 7 of 7
Raytheon Aircraft Company 65, 90, 99, 100, 200, 300,
Page 1 of 4

Header Information
14 CFR Part 39 [62 FR 63836 NO. 232 12/03/97]
Docket No. 97-CE-20-AD; Amendment 39-10226; AD 97-25-03
RIN 2120-AA64
Airworthiness Directives; Raytheon Aircraft Company 65, 90, 99, 100, 200, 300, 1900, and 2000 Series
Airplanes
ACTION: Final rule
SUMMARY: This amendment adopts a new airworthiness directive (AD) that applies to all Raytheon
Aircraft Company (Raytheon) 65, 90, 99, 100, 200, 300, 1900, and 2000 series airplanes. This AD
requires amending the Limitations Section of the airplane flight manual (AFM) to prohibit lifting or
positioning the power levers below the flight idle stop while the airplane is in flight. This AFM
amendment will include a statement of consequences if the limitation is not followed. This AD results
from numerous incidents and five documented accidents involving airplanes equipped with turboprop
engines where the propeller beta was improperly utilized during flight. The actions specified by this AD
are intended to prevent nose down pitch and a descent rate leading to aircraft damage and injury to
personnel caused by the power levers being positioned below the flight idle stop or the power levers
being lifted while the airplane is in flight.
EFFECTIVE DATE: January 21, 1998.
ADDRESSES: Information related to this AD may be examined at the Federal Aviation Administration
(FAA), Central Region, Office of the Regional Counsel, Attention: Rules Docket No. 97-CE-20-AD,
Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106.
FOR FURTHER INFORMATION CONTACT: William Schinstock, Aerospace Engineer, Wichita
Aircraft Certification Office, FAA, 1801 Airport Road, Wichita, Kansas 67209; telephone (316) 9464162; facsimile (316) 946-4407.
Page 2 of 4
SUPPLEMENTARY INFORMATION:
Events Leading to the Issuance of This AD
A proposal to amend part 39 of the Federal Aviation Regulations (14 CFR part 39) to include an AD that
would apply to the following was published in the Federal Register as a notice of proposed rulemaking
(NPRM) on July 2, 1997 (62 FR 35704):
Raytheon Models 65-90, 65-A90, 65-A90-1, 65-A90-3, 65-A90-4, B90, C90, C90(SE), C90A, C90B,
E90, F90, H90, 99, 99A, A99, A99A, B99, C99, 100, A100, A100A, A100C, B100, 200, 200C, 200CT,
200T, A200, A200C, A200CT, B200, B200C, B200T, B200CT, 300, B300, B300C, 1900, 1900C,
1900D, and 2000 airplanes.
The NPRM proposed to require amending the Limitations Section of the AFM to prohibit lifting or
positioning the power levers below the flight idle stop while the airplane is in flight, including a
statement of consequences if the limitation is not followed. This AFM amendment shall consist of the
following language:
"Do not lift the power levers in flight. Lifting the power levers in flight or moving the power levers in
flight below the flight idle position could result in nose down pitch and a descent rate leading to aircraft
damage and injury to personnel."
The NPRM was the result of numerous incidents and five documented accidents involving airplanes
equipped with turboprop engines where the propeller beta was improperly utilized during flight.
Interested persons have been afforded an opportunity to participate in the making of this amendment. No
comments were received on the proposed rule or the FAA's determination of the cost to the public.
The FAA's Determination
After careful review of all available information related to the subject presented above, the FAA has
determined that air safety and the public interest require the adoption of the rule as proposed except for
minor editorial corrections. The FAA has determined that these minor corrections will not change the
meaning of the AD and will not add any additional burden upon the public than was already proposed.
Compliance Time of This AD
The FAA has determined that the compliance time of this AD should be specified in calendar time
instead of hours time-in-service. While the condition addressed by this AD is unsafe while the airplane
is in flight, the condition is not a result of repetitive airplane operation; the potential of the unsafe
condition occurring is the same on the first flight as it is for subsequent flights. The compliance time of
"30 days after the effective date of this AD" will not inadvertently ground airplanes and would assure
that all owners/operators of the affected airplanes accomplish this AD in a reasonable time period.
Cost Impact
The FAA estimates that 3,093 airplanes in the U.S. registry will be affected by this AD, that it will take
approximately 1 workhour per airplane to incorporate the required AFM amendment, and that the
average labor rate is approximately $60 an hour. Since an owner/operator who holds at least a private
pilot's certificate can accomplish this AD, as authorized by sections 43.7 and 43.9 of the Federal
Aviation Regulations (14 CFR 43.7 and 43.9), the only cost impact upon the public is the time it will
take the affected airplane owner/operators to amend the AFM or POH.
Regulatory Impact
The regulations adopted herein will not have substantial direct effects on the States, on the relationship
between the national government and the States, or on the distribution of power and responsibilities
Page 3 of 4
among the various levels of government. Therefore, in accordance with Executive Order 12612, it is
determined that this final rule does not have sufficient federalism implications to warrant the preparation
of a Federalism Assessment.
For the reasons discussed above, I certify that this action (1) is not a "significant regulatory action"
under Executive Order 12866; (2) is not a "significant rule" under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and (3) will not have a significant economic impact,
positive or negative, on a substantial number of small entities under the criteria of the Regulatory
Flexibility Act. A copy of the final evaluation prepared for this action is contained in the Rules Docket.
A copy of it may be obtained by contacting the Rules Docket at the location provided under the caption
"ADDRESSES".
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation
Administration amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows:
PART 39 - AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 USC 106(g), 40113, 44701.
39.13 [Amended]
2. Section 39.13 is amended by adding a new airworthiness directive (AD) to read as follows:
97-25-03 RAYTHEON AIRCRAFT COMPANY (formerly Beech Aircraft Corporation): Amendment
39-10226; Docket No. 97-CE-20-AD.
Applicability: Models 65-90, 65-A90, 65-A90-1, 65-A90-3, 65-A90-4, B90, C90, C90(SE), C90A,
C90B, E90, F90, H90, 99, 99A, A99, A99A, B99, C99, 100, A100, A100A, A100C, B100, 200, 200C,
200CT, 200T, A200, A200C, A200CT, B200, B200C, B200T, B200CT, 300, B300, B300C, 1900,
1900C, 1900D, and 2000 airplanes, all serial numbers, certificated in any category.
NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless
of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD.
For airplanes that have been modified, altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an alternative method of compliance in
accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the
modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe
condition has not been eliminated, the request should include specific proposed actions to address it.
Compliance: Required within the next 30 days after the effective date of this AD, unless already
accomplished.
To prevent nose down pitch and a descent rate leading to aircraft damage and injury to personnel caused
by the power levers being positioned below the flight idle stop or the power levers being lifted while the
airplane is in flight, accomplish the following:
Page 4 of 4
(a) Amend the Limitations Section of the airplane flight manual (AFM) by inserting the following
language:
"Do not lift the power levers in flight. Lifting the power levers in flight or moving the
power levers in flight below the flight idle position could result in nose down pitch and a
descent rate leading to aircraft damage and injury to personnel."
(b) This action may be accomplished by incorporating a copy of this AD into the Limitations Section of
the AFM.
(c) Amending the AFM, as required by this AD, may be performed by the owner/operator holding at
least a private pilot certificate as authorized by section 43.7 of the Federal Aviation Regulations (14
CFR 43.7), and must be entered into the aircraft records showing compliance with this AD in
accordance with section 43.9 of the Federal Aviation Regulations (14 CFR 43.9).
(d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal
Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the
requirements of this AD can be accomplished.
(e) An alternative method of compliance or adjustment of the compliance time that provides an
equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office
(ACO), FAA, 1801 Airport Road, Wichita, Kansas. The request shall be forwarded through an
appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager,
Wichita ACO.
NOTE 2: Information concerning the existence of approved alternative methods of compliance with this
AD, if any, may be obtained from the Wichita ACO.
(f) Information related to this AD may be examined at the FAA, Central Region, Office of the Regional
Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106.
(g) This amendment (39-10226) becomes effective on January 21, 1998.
Footer Information
Comments
Raytheon Aircraft Company Models E55, E55A, 58, 58A,
Page 1 of 10

Header Information
14 CFR Part 39 [63 FR 7656 No. 31 02/17/98]
Docket No. 97-CE-58-AD; Amendment 39-10336; AD 98-04-24
RIN 2120-AA64
Airworthiness Directives; Raytheon Aircraft Company Models E55, E55A, 58, 58A, 58P, 58PA, 58TC,
58TCA Airplanes, and 60, 65-B80, 65-B90, 90, F90, 100, 300, and B300 Series Airplanes
ACTION: Final rule
SUMMARY: This amendment adopts a new airworthiness directive (AD) that applies to Raytheon
Aircraft Company Models E55, E55A, 58, 58A, 58P, 58PA, 58TC, 58TCA airplanes, and 60, 65-B80,
65-B90, 90, F90, 100, 300, and B300 series airplanes. This action requires revising the FAA-approved
Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing
conditions (as determined by certain visual cues), limit or prohibit the use of various flight control
devices while in severe icing conditions, and provide the flight crew with recognition cues for, and
procedures for exiting from, severe icing conditions. This AD is prompted by the results of a review of
the requirements for certification of these airplanes in icing conditions, new information on the icing
environment, and icing data provided currently to the flight crew. The actions specified by this AD are
intended to minimize the potential hazards associated with operating these airplanes in severe icing
conditions by providing more clearly defined procedures and limitations associated with such conditions
DATES: Effective March 13, 1998.
ADDRESSES: This information may be examined at the Federal Aviation Administration (FAA),
Central Region, Office of the Regional Counsel, Attention: Rules Docket No. 97-CE-58-AD, Room
1558, 601 E. 12th Street, Kansas City, Missouri 64106.
FOR FURTHER INFORMATION CONTACT: Mr. John P. Dow, Sr., Aerospace Engineer, Small
Airplane Directorate, Aircraft Certification Service, 1201 Walnut, suite 900, Kansas City, Missouri
Page 2 of 10
64106, telephone (816) 426-6932, facsimile (816) 426-2169.

SUPPLEMENTARY INFORMATION:
Events Leading to the Issuance of This AD
A proposal to amend part 39 of the Federal Aviation Regulations (14 CFR part 39) to include an AD that
would apply to Raytheon Aircraft Company Models E55, E55A, 58, 58A, 58P, 58PA, 58TC, 58TCA
Airplanes and 60, 65-B80, 65-B90, 90, F90, 100, 300, and B300 series airplanes was published in the
Federal Register on September 16, 1997 (62 FR 48517). The action proposed to require revising the
Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to specify procedures that
would:
z require flight crews to immediately request priority handling from Air Traffic Control to exit severe
icing conditions (as determined by certain visual cues);
z prohibit flight in severe icing conditions (as determined by certain visual cues);
z prohibit use of the autopilot when ice is formed aft of the protected surfaces of the wing, or when an
unusual lateral trim condition exists; and
z require that all icing wing inspection lights be operative prior to flight into known or forecast icing
conditions at night.
That action also proposed to require revising the Normal Procedures Section of the FAA-approved AFM
to specify procedures that would:
z limit the use of the flaps and prohibit the use of the autopilot when ice is observed forming aft of the
protected surfaces of the wing, or if unusual lateral trim requirements or autopilot trim warnings are
encountered; and
z provide the flight crew with recognition cues for, and procedures for exiting from, severe icing
conditions.
Comments
Interested persons have been afforded an opportunity to participate in the making of this amendment.
Due consideration has been given to the following comments received.
In addition to the proposed rule described previously, in September 1997, the FAA issued 24 other
similar proposals that address the subject unsafe condition on various airplane models (see below for a
listing of all 24 proposed rules). These 24 proposals also were published in the Federal Register on
September 16, 1997. This final rule contains the FAA's responses to all public comments received for
each of these proposed rules.
Docket Number
Manufacturer/Airplane Model
Federal Register
Citation
97-CE-49-AD
62 FR 48520
Aerospace Technologies of Australia
Models N22B and N24A
97-CE-50-AD
62 FR 48513
Harbin Aircraft Mfg. Corporation
Model Y12 IV
97-CE-51-AD
62 FR 48524
Partenavia Costruzioni Aeronauticas, S.p.A.
Models P68, AP68TP 300, AP68TP 600
97-CE-52-AD
62 FR 48502
Industrie Aeronautiche Meccaniche Rinaldo
Piaggio S.p.A.
Model P-180
97-CE-53-AD
62 FR 48499
Pilatus Aircraft Ltd.
Models PC-12 and PC-12/45
Page 3 of 10
97-CE-54-AD
Pilatus Britten-Norman Ltd.

Models BN-2A, BN-2B, and BN-2T
97-CE-55-AD
62 FR 48506
SOCATA - Groupe Aerospatiale
Model TBM-700
62 FR 48481
Aerostar Aircraft Corporation
Models PA-60-600, -601, -601P, -602P, and -700P
62 FR 48549
Twin Commander Aircraft Corporation
Models 500, -500-A, -500-B, -500-S, -500-U, -520,
-560,
-560-A, -560-E, -560-F, -680, -680-E, -680FL(P), 680T, -680V, -680W, -681, -685, -690, -690A, 690B, -690C, -690D, -695, -695A, -695B, and 720
62 FR 48517
Raytheon Aircraft Company
Models E55, E55A, 58, 58A, 58P, 58PA, 58TC,
58TCA, 60 series, 65-B80 series, 65-B90 series, 90
series, F90 series, 100 series, 300 series, and B300
series
62 FR 48531
Raytheon Aircraft Company
Model 2000
62 FR 48542
The New Piper Aircraft Corporation
Models PA-46-310P and PA-46-350P
62 FR 48546
The New Piper Aircraft Corporation
Models PA-23, PA-23-160, PA-23-235, PA-23250, PA-E23-250, PA-30, PA-39, PA-40, PA-31,
PA-31-300, PA-31-325, PA-31-350, PA-34-200,
PA-34-200T, PA-34-220T, PA-42, PA-42-720,
PA-42-1000
62 FR 48535
Cessna Aircraft Company
Models P210N, T210N, P210R, and 337 series
62 FR 48528
Models T303, 310R, T310R, 335, 340A, 402B,
402C, 404, F406, 414, 414A, 421B, 421C, 425, and
441
62 FR 48510
SIAI-Marchetti S.r.I. (Augusta)
Models SF600 and SF600A
62 FR 48560
Models 500, 501, 550, 551, and 560 series
62 FR 48556
Sabreliner Corporation
Models 40, 60, 70, and 80 series
62 FR 48563
Gulfstream Aerospace
Model G-159 series
62 FR 48553
McDonnell Douglas
Models DC-3 and DC-4 series
62 FR 48567
Mitsubishi Heavy Industries
Model YS-11 and YS-11A series
97-CE-56-AD
97-CE-57-AD
97-CE-58-AD
97-CE-59-AD
97-CE-60-AD
97-CE-61-AD
97-CE-62-AD
97-CE-63-AD
97-CE-64-AD
97-NM-170-AD
97-NM-171-AD
97-NM-172-AD
97-NM-173-AD
97-NM-174-AD
62 FR 48538
Page 4 of 10
97-NM-175-AD
Frakes Aviation
Model G-73 (Mallard) and G-73T series
62 FR 48577
97-NM-176-AD
Fairchild
Models F27 and FH227 series
Lockheed
L-14 and L-18 series airplanes
62 FR 48570
97-NM-177-AD
62 FR 48574
Comment 1. Unsubstantiated Unsafe Condition for This Model

One commenter suggests that the AD's were developed in response to a suspected contributing factor of
an accident involving an airplane type unrelated to the airplanes specified in the proposal. The
commenter states that these proposals do not justify that an unsafe condition exists or could develop in a
product of the same type design. Therefore, the commenter asserts that the proposal does not meet the
criteria for the issuance of an AD as specified 14 CFR part 39 (Airworthiness Directives) of the Federal
Aviation Regulations.
The FAA does not concur. As stated in the Notice of Proposed Rulemaking (NPRM), the FAA has
identified an unsafe condition associated with operating the airplane in severe icing conditions. As stated
in the preamble to the proposal, the FAA has not required that airplanes be shown to be capable of
operating safely in icing conditions outside the certification envelope specified in Appendix C of part 25
of the Federal Aviation Regulations (14 CFR part 25). This means that any time an airplane is flown in
icing conditions for which it is not certificated, there is a potential for an unsafe condition to exist or
develop and the flight crew must take steps to exit those conditions expeditiously. Further, the FAA has
determined that flight crews are not currently provided with adequate information necessary to
determine when an airplane is operating in icing conditions for which it is not certificated or what action
to take when such conditions are encountered. The absence of this information presents an unsafe
condition because without that information, a pilot may remain in potentially hazardous icing
conditions. This AD addresses the unsafe condition by requiring AFM revisions that provide the flight
crews with visual cues to determine when icing conditions have been encountered for which the airplane
is not certificated, and by providing procedures to safely exit those conditions.
Further, in the preamble of the proposed rule, the FAA discussed the investigation of roll control
anomalies to explain that this investigation was not a complete certification program. The testing was
designed to examine only the roll handling characteristics of the airplane in certain droplets the size of
freezing drizzle. The testing was not a certification test to approve the airplane for flight into freezing
drizzle. The results of the tests were not used to determine if this AD is necessary, but rather to
determine if design changes were needed to prevent a catastrophic roll upset. The roll control testing and
the AD are two unrelated actions.
Additionally, in the preamble of the proposed rule, the FAA acknowledged that the flight crew of any
airplane that is certificated for flight in icing conditions may not have adequate information concerning
flight in icing conditions outside the icing envelope. However, in 1996, the FAA found that the specified
unsafe condition must be addressed as a higher priority on airplanes equipped with pneumatic deicing
boots and unpowered roll control systems. These airplanes were addressed first because the flight crew
of an airplane having an unpowered roll control system must rely solely on physical strength to
counteract roll control anomalies, whereas a roll control anomaly that occurs on an airplane having a
powered roll control system need not be offset directly by the flight crew. The FAA also placed a
priority on airplanes that are used in regularly scheduled passenger service. The FAA has previously
issued AD's to address those airplanes. Since the issuance of those AD's, the FAA has determined that
similar AD's should be issued for similarly equipped airplanes that are not used in regularly scheduled
passenger service.
Page 5 of 10
Comment 2. AD is Inappropriate to Address Improper Operation of the Airplane

One commenter requests that the proposed AD be withdrawn because an unsafe condition does not exist
within the airplane. Rather, the commenter asserts that the unsafe condition is the improper operation of
the airplane. The commenter further asserts that issuance of an AD is an inappropriate method to address
improper operation of the airplane.
The FAA does not concur. The FAA has determined that an unsafe condition does exist as explained in
the proposed notice and discussed previously. As specifically addressed in Amendment 39-106 of part
39 of the Federal Aviation Regulations (14 CFR part 39), the responsibilities placed on the FAA statute
(49 U.S.C. 40101, formerly the Federal Aviation Act) justify allowing AD's to be issued for unsafe
conditions however and wherever found, regardless of whether the unsafe condition results from
maintenance, design defect, or any other reason.
This same commenter considers part 91 (rather than part 39) of the Federal Aviation Regulations (14
CFR part 91) the appropriate regulation to address the problems of icing encounters outside of the limits
for which the airplane is certificated. Therefore, the commenter requests that the FAA withdraw the
proposal.
The FAA does not concur. Service experience demonstrates that flight in icing conditions that is outside
the icing certification envelope does occur. Apart from the visual cues provided in these final rules, there
is no existing method provided to the flight crews to identify when the airplane is in a condition that
exceeds the icing certification envelope. Because this lack of awareness may create an unsafe condition,
the FAA has determined that it is appropriate to issue an AD to require a revision of the AFM to provide
this information.
One commenter asserts that while it is prudent to advise and routinely remind the pilots about the
hazards associated with flight into known or forecast icing conditions, the commenter is opposed to the
use of an AD to accomplish that function. The commenter states that pilots' initial and bi-annual flight
checks are the appropriate vehicles for advising the pilots of such hazards, and that such information
should be integrated into the training syllabus for all pilot training.
The FAA does not concur that substituting advisory material and mandatory training for issuance of an
AD is appropriate. The FAA acknowledges that, in addition to the issuance of an AD, information
specified in the revision to the AFM should be integrated into the pilot training syllabus. However, the
development and use of such advisory materials and training alone are not adequate to address the
unsafe condition. The only method of ensuring that certain information is available to the pilot is
through incorporation of the information into the Limitations Section of the AFM. The appropriate
vehicle for requiring such a revision of the AFM is issuance of an AD. No change is necessary to the
final rule.
Comment 3. Inadequate Visual Cues
One commenter provides qualified support for the AD. The commenter notes that the recent proposals
are identical to the AD's issued about a year ago. Although the commenter supports the intent of the
AD's as being appropriate and necessary, the commenter states that it is unfortunate that the flight crew
is burdened with recognizing icing conditions with visual cues that are inadequate to determine certain
icing conditions. The commenter points out that, for instance, side window icing (a very specific visual
cue) was determined to be a valid visual cue during a series of icing tanker tests on a specific airplane;
however, later testing of other models of turboprop airplanes revealed that side window icing was
invalid as a visual cue for identifying icing conditions outside the scope of Appendix C.
Page 6 of 10
The FAA does not concur with the commenter's request to provide more specific visual cues. The FAA
finds that the value of visual cues has been substantiated during in-service experience. Additionally, the
FAA finds that the combined use of the generic cues provided and the effect of the final rules in
increasing the awareness of pilots concerning the hazard of operating outside of the certification icing
envelope will provide an acceptable level of safety. Although all of the cues may not be exhibited on a
particular model, the FAA considers that at least some of the cues will be exhibited on all of the models
affected by this AD. For example, some airplanes may not have side window cues in freezing drizzle,
but would exhibit other cues (such as accumulation of ice aft of the protected area) under those
conditions. For these reasons, the FAA considers that no changes regarding visual cues are necessary in
the final rule. However, for those operators that elect to identify airplane-specific visual cues, the FAA
would consider a request for approval of an alternative method of compliance, in accordance with the
provisions of this AD.
Comment 4. Request for Research and Use of Wing-Mounted Ice Detectors
One commenter requests that wing-mounted ice detectors, which provide real-time icing severity
information (or immediate feedback) to flight crews, continue to be researched and used throughout the
fleet. The FAA infers from this commenter's request that the commenter asks that installation of these
ice detectors be mandated by the FAA.
While the FAA supports the development of such ice detectors, the FAA does not concur that
installation of these ice detectors should be required at this time. Visual cues are adequate to provide an
acceptable level of safety; therefore, mandatory installation of ice detector systems, in this case, is not
necessary to address the unsafe condition. Nevertheless, because such systems may improve the current
level of safety, the FAA has officially tasked the Aviation Rulemaking Advisory Committee (ARAC) to
develop a recommendation concerning ice detection. Once the ARAC has submitted its
recommendation, the FAA may consider further rulemaking action to require installation of such
equipment.
Comment 5. Particular Types of Icing
This same commenter also requests that additional information be included in paragraph (a) of the AD
that would specify particular types of icing or particular accretions that result from operating in freezing
precipitation. The commenter asserts that this information is of significant value to the flightcrew.
The FAA does not concur with the commenter's suggestion to specify types of icing or accretion. The
FAA has determined that supercooled large droplets (SLD) can result in rime ice, mixed (intermediate)
ice, and ice with glaze or clear appearance. Therefore, the FAA finds that no type of icing can be
excluded from consideration during operations in freezing precipitation, and considers it unnecessary to
cite those types of icing in the AD.
The FAA's Determination
After careful review of all available information related to the subject presented above, the FAA has
determined that air safety and the public interest require the adoption of the rule as proposed except for
minor editorial corrections. The FAA has determined that these minor corrections will not change the
meaning of the AD and will not add any additional burden upon the public than was already proposed.
Cost Impact
The FAA estimates that 2,140 airplanes in the U.S. registry will be affected by this AD, that it will take
approximately 1 workhour per airplane to accomplish this action, and that the average labor rate is
approximately $60 an hour. Since an owner/operator who holds at least a private pilot's certificate as
authorized by sections 43.7 and 43.9 of the Federal Aviation Regulations (14 CFR 43.7 and 43.9) can
accomplish this action, the only cost impact upon the public is the time it will take the affected airplane
Page 7 of 10
owners/operators to incorporate this AFM revision.

The cost impact figure discussed above is based on assumptions that no operator has yet accomplished
any of this requirements of this AD action, and that no operator will accomplish those actions in the
future if this AD were not adopted.
In addition, the FAA recognizes that this action may impose operational costs. However, these costs are
incalculable because the frequency of occurrence of the specified conditions and the associated
additional flight time cannot be determined. Nevertheless, because of the severity of the unsafe
condition, the FAA has determined that continued operational safety necessitates the imposition of the
costs. Regulatory Impact
The regulations adopted herein will not have substantial direct effects on the States, on the relationship
between the national government and the States, or on the distribution of power and responsibilities
among the various levels of government. Therefore, in accordance with Executive Order 12612, it is
determined that this final rule does not have sufficient federalism implications to warrant the preparation
of a Federalism Assessment.
For the reasons discussed above, I certify that this action (1) is not a "significant regulatory action"
under Executive Order 12866; (2) is not a "significant rule" under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and (3) will not have a significant economic impact,
positive or negative, on a substantial number of small entities under the criteria of the Regulatory
Flexibility Act. A copy of the final evaluation prepared for this action is contained in the Rules Docket.
A copy of it may be obtained by contacting the Rules Docket at the location provided under the caption
"ADDRESSES".
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation
Administration amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows:
PART 39 - AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 USC 106(g), 40113, 44701.
39.13 [Amended]
2. Section 39.13 is amended by adding a new airworthiness directive (AD) to read as follows:
98-04-24 RAYTHEON AIRCRAFT COMPANY: Amendment 39-10336; Docket No. 97-CE-58-AD.
Applicability: Models E55, E55A, 58, 58A, 58P, 58PA, 58TC, and 58TCA Airplanes and 60, 65-B80,
65-B90, 90, F90, 100, 300, and B300 series airplanes (all serial numbers), certificated in any category.
NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless
of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD.
For airplanes that have been modified, altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an alternative method of compliance in
accordance with paragraph (d) of this AD. The request should include an assessment of the effect of the
Page 8 of 10
modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe
condition has not been eliminated, the request should include specific proposed actions to address it.
Compliance: Required as indicated, unless already accomplished.
To minimize the potential hazards associated with operating the airplane in severe icing conditions by
providing more clearly defined procedures and limitations associated with such conditions, accomplish
the following:
(a) Within 30 days after the effective date of this AD, accomplish the requirements of paragraphs (a)(1)
and (a)(2) of this AD.
NOTE 2: Operators should initiate action to notify and ensure that flight crewmembers are apprised of
this change.
(1) Revise the FAA-approved Airplane Flight Manual (AFM) by incorporating the following into the
Limitations Section of the AFM. This may be accomplished by inserting a copy of this AD in the AFM.
"WARNING
Severe icing may result from environmental conditions outside of those for which the
airplane is certificated. Flight in freezing rain, freezing drizzle, or mixed icing conditions
(supercooled liquid water and ice crystals) may result in ice build-up on protected surfaces
exceeding the capability of the ice protection system, or may result in ice forming aft of the
protected surfaces. This ice may not be shed using the ice protection systems, and may
seriously degrade the performance and controllability of the airplane.
During flight, severe icing conditions that exceed those for which the airplane is certificated
shall be determined by the following visual cues. If one or more of these visual cues exists,
immediately request priority handling from Air Traffic Control to facilitate a route or an
altitude change to exit the icing conditions.
- Unusually extensive ice accumulation on the airframe and windshield in areas not normally observed
to collect ice.
- Accumulation of ice on the upper surface of the wing, aft of the protected area.
- Accumulation of ice on the engine nacelles and propeller spinners farther aft than normally observed.
z
Since the autopilot, when installed and operating, may mask tactile cues that indicate
adverse changes in handling characteristics, use of the autopilot is prohibited when any of
the visual cues specified above exist, or when unusual lateral trim requirements or autopilot
trim warnings are encountered while the airplane is in icing conditions.
All wing icing inspection lights must be operative prior to flight into known or forecast
icing conditions at night. [NOTE: This supersedes any relief provided by the Master
Minimum Equipment List (MMEL).]"
(2) Revise the FAA-approved AFM by incorporating the following into the Normal Procedures Section
of the AFM. This may be accomplished by inserting a copy of this AD in the AFM.
"THE FOLLOWING WEATHER CONDITIONS
MAY BE CONDUCIVE TO SEVERE
IN-FLIGHT ICING:
z
z
Page 9 of 10
Visible rain at temperatures below 0 degrees Celsius ambient air temperature.

Droplets that splash or splatter on impact at temperatures below 0 degrees Celsius ambient
air temperature.
PROCEDURES FOR EXITING
THE SEVERE ICING ENVIRONMENT:
z
z
z
z
z
z
These procedures are applicable to all flight phases from takeoff to landing. Monitor the
ambient air temperature. While severe icing may form at temperatures as cold as -18
degrees Celsius, increased vigilance is warranted at temperatures around freezing with
visible moisture present. If the visual cues specified in the Limitations Section of the AFM
for identifying severe icing conditions are observed, accomplish the following:
Immediately request priority handling from Air Traffic Control to facilitate a route or an
altitude change to exit the severe icing conditions in order to avoid extended exposure to
flight conditions more severe than those for which the airplane has been certificated.
Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.
Do not engage the autopilot.
If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot.
If an unusual roll response or uncommanded roll control movement is observed, reduce the
angle-of-attack.
Do not extend flaps when holding in icing conditions. Operation with flaps extended can
result in a reduced wing angle-of-attack, with the possibility of ice forming on the upper
surface further aft on the wing than normal, possibly aft of the protected area.
If the flaps are extended, do not retract them until the airframe is clear of ice.
Report these weather conditions to Air Traffic Control."
(b) Incorporating the AFM revisions, as required by this AD, may be performed by the owner/operator
holding at least a private pilot certificate as authorized by section 43.7 of the Federal Aviation
Regulations (14 CFR 43.7), and must be entered into the aircraft records showing compliance with this
AD in accordance with section 43.9 of the Federal Aviation Regulations (14 CFR 43.9).
(c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal
Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the
requirements of this AD can be accomplished.
(d) An alternative method of compliance or adjustment of the compliance time that provides an
equivalent level of safety may be approved by the Manager, Small Airplane Directorate, FAA, 1201
Walnut, suite 900, Kansas City, Missouri 64106. The request shall be forwarded through an appropriate
FAA Maintenance Inspector, who may add comments and then send it to the Manager, Small Airplane
Directorate.
NOTE 3: Information concerning the existence of approved alternative methods of compliance with this
AD, if any, may be obtained from the Small Airplane Directorate.
(e) All persons affected by this directive may examine information related to this AD at the FAA,
Central Region, Office of the Regional Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri
64106
(f) This amendment (39-10336) becomes effective on March 13, 1998.
Footer Information
Comments
Page 10 of 10
SECTION IV
FAA Approved
NORMAL PROCEDURES
TABLE OF CONTENTS
NORMAL PROCEDURES ......................................................................................................................... 1
INITIAL COCKPIT CHECK .................................................................................................................... 3
PREFLIGHT.............................................................................................................................................. 4
LEFT WING.......................................................................................................................................... 4
NOSE SECTION ................................................................................................................................... 4
RIGHT WING ....................................................................................................................................... 4
TAIL SECTION ..................................................................................................................................... 5
BEFORE STARTING THE ENGINES ..................................................................................................... 5
ENGINE START ....................................................................................................................................... 6
ENGINE CLEARING PROCEDURE ....................................................................................................... 7
AFTER STARTING AND TAXI .............................................................................................................. 7
BEFORE TAKE-OFF................................................................................................................................ 7
TAKE-OFF................................................................................................................................................ 9
CLIMB ...................................................................................................................................................... 9
CRUISE..................................................................................................................................................... 9
KNOTS (REFER TO SECTION I)............................................................... 10
OPERATIONAL SPEEDS
DESCENT ............................................................................................................................................... 10
LANDING ............................................................................................................................................... 10
MAXIMUM REVERSE THRUST LANDING ....................................................................................... 10
AFTER LANDING.................................................................................................................................. 11
ENGINE SHUTDOWN AND SECURING............................................................................................. 11
NIGHT OR INSTRUMENT FLIGHT (BEFORE TAKE-OFF)............................................................... 12
ICING FLIGHT ....................................................................................................................................... 12
LIMITATIONS .................................................................................................................................... 12
ICING ................................................................................................................................................. 12
PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT .......................................... 12
CHECK ALL SYSTEMS BEFORE TAKE-OFF WHEN ICING FLIGHT IS ANTICIPATED ............. 13
BLENDING ANTI-ICING ADDITIVE TO FUEL.................................................................................. 15
CABIN ENVIRONMENTAL CONTROL .............................................................................................. 15
ILLUMINATION OF "CABIN HEAT OUT" ANNUNCIATOR........................................................... 15
DEFROSTER AIR ............................................................................................................................... 15
FRESH AIR VENTILATION ............................................................................................................... 16
OXYGEN SYSTEM................................................................................................................................ 16
NICKEL-CADMIUM BATTERY CONDITION CHECK ..................................................................... 16
DURING ENGINE START (Using Loadmeter) .................................................................................. 16
IN FLIGHT ......................................................................................................................................... 17
DURING ENGINE SHUTDOWN ....................................................................................................... 17
FAA Approved

P/N FM-1002-FAA
4-1
4-2

P/N FM-1002-FAA
FAA Approved
SECTION IV
NORMAL OPERATING PROCEDURES
INITIAL COCKPIT CHECK

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
All Switches - OFF

Landing Gear Handle - DOWN
Flap Handle - Up
Circuit Breakers - IN
Parking Brake - SET
Flight Controls - LOCKS REMOVED
Trim Tabs (3)-CHECKED, SET TO ZERO
Battery Switch - ON
Battery Voltage Check
Fuel Quantity CHECKED
Battery Switch - OFF
FAA Approved

P/N FM-1002-FAA
4-3
PREFLIGHT
LEFT WING
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
General Condition CHECKED

Flaps CHECK
Aileron and Tab CHECK
Lights CHECK
Stall Warning CHECK
De-ice Boots CHECK
Pitot Cover REMOVE
Tie-Down and Chocks REMOVE
Wing Fuel Tank CHECK
Leading Edge Tank Sump DRAIN
Wheel Well Sump DRAIN
Landing Gear, Strut, Brake, and Wheel Well CHECK
Auxiliary Fuel Pump Sump DRAIN
Firewall Fuel Filter DRAIN
Propeller CHECK
Engine Air and Oil Cooler Intakes CLEAR: Inertial Separator Vane RETRACTED
Engine Air Inlet Boot CHECK
Engine Oil CHECK QUANTITY, CHECK CAP SECURE
Cowling, Doors, and Panels CHECK
Nacelle Fuel Tank CHECK
Transfer Pump Sump DRAIN
Lower Antennas and Beacon CHECK
NOSE SECTION
1.
2.
3.
4.
Ram Air Inlet - CLEAR

Access Panels SECURE
Heater Duct - CLEAR
Nose Gear, Strut, and Wheel Well - CHECK
RIGHT WING
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
4-4
Transfer Pump Sump DRAIN

Nacelle Fuel Tank CHECK
Propeller CHECK
Engine air and Oil Cooler Intakes CLEAR: Inertial Separator Vane RETRACTED
Engine Air Inlet Boot CHECK
Engine Oil CHECK QUANTITY, CHECK CAP SECURE
Cowling, Doors, and Panels CHECK
Auxiliary Fuel Pump Sump DRAIN
Firewall Fuel Filter DRAIN
Wheel Well Sump DRAIN
Landing Gear, Strut, Brake, and Wheel Well CHECK
Leading Edge Tank Sump DRAIN
Wing Fuel Tank CHECK
Tie-Down and Chocks REMOVE
De-ice Boot CHECK
Lights CHECK
Aileron CHECK
Flaps CHECK
General Condition CHECK

P/N FM-1002-FAA
FAA Approved
TAIL SECTION
1.
2.
3.
4.
5.
6.
7.
8.
9.
Static Port CLEAR

Access Panels SECURE
Tie-Down REMOVE
De-ice Boots CHECK
Control Surfaces and Tabs CHECK
Light CHECK
Top Antennas and Beacon CHECK
Static Port CLEAR
Air Conditioner Duct CLEAR (If installed)
NOTE
(Required by FAA AD 87-04-24)
Verify the elevator trim tab 0 neutral position is determined by
observing that the alignment marks on the elevator trim tab pushrods
align with the alignment marks on the elevator when the elevator is
resting against the down stops.
BEFORE STARTING THE ENGINES

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
Exterior Inspection - COMPLETED

Cabin Door - LOCKED
Baggage SECURE; Weight and C.G. - CHECKED
Emergency Exit - LATCHED
Control Locks - REMOVED
Seat Belts and Shoulder Harnesses FASTENED
Brakes SET
Landing Gear Handle DOWN
Oxygen System CHECK PRESSURE AND MASKS
Emergency Static Air Valve CLOSED
Power Levers IDLE
Propeller Controls FULL FORWARD
Condition Levers CUT-OFF
Air Conditioner OFF (If installed)
Switches OFF (or as required)
Circuit Breakers CHECK
Battery Switch ON
Fuel Panel - CHECK
a.
Fuel Firewall Valves CLOSED
b.
Crossfeed - OPEN (Check FUEL CROSSFEED light on), then CLOSED
c.
Auxiliary Fuel Pumps ON (listen for operation), then OFF
d.
Fuel Firewall Valves OPEN (Check left and right fuel pressure lights off)
19. Fuel Quantity CHECK
20. Transfer Pumps - ON (Listen for operation), then OFF. If either or both pumps fail to operate,
press the Transfer Test Switch and monitor the NO FUEL TRANSFER light.
a.
b.
FAA Approved
CAUTION
If battery voltage indicates less than 20 volts, battery must be
recharged, or replaced with a battery indicating a charge of at
least 20 volts, before using auxiliary power.
When an auxiliary power source is used, it must be of the
negatively grounded type. If the polarity of the source is
unknown, turn all switches OFF. Connect the auxiliary power
source and observe the airplane voltmeter for proper indication
(28 volts).

P/N FM-1002-FAA
4-5
c.
d.
The battery switch must be ON when starting engines with

auxiliary power and generators should be OFF until auxiliary
power has been disconnected.
After second engine has been started, disconnect the auxiliary
power source and secure the access door.
21. Annunciator Panel and Warning Lights CHECK

22. Chip Detectors - Not Illuminated
ENGINE START
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Inverter ON (1 or 2)
Right Auxiliary Fuel Pump - ON
Right Ignition and Engine Start Switch ON
Right Condition Lever - LOW-IDLE (after N1 rpm stabilizes for 5 seconds, 12% minimum)
ITT and N1 - MONITOR (1090C maximum)
Right Ignition and Engine Start Switch OFF (at 50% N1, or above)
Right Engine - ADJUST N1 to a minimum of 15% above IDLE or to the HI IDLE position
Right Generator RESET, then, ON (BATTERY CONDITION CHECK Refer to BATTERY
CONDITION CHECK)
Right Auxiliary Fuel Pump OFF, Pressure Stable
Right Engine Oil Pressure CHECK (Right Propeller unfeathered indicates oil pressure)
Left Auxiliary Fuel Pump - ON
Left Ignition and Engine Start Switch On
Left Condition Lever LOW IDLE (after N1 rpm stabilizes for 5 seconds: 12% minimum)
ITT and N1 MONITOR (1090oC maximum)
Left Ignition and Engine Start Switch OFF ( at 50% N1, or above)
Left Generator RESET THEN ON
Left Auxiliary Fuel Pump OFF, Pressure Stable
Right and Left oil pressure and fuel pressure CHECK by gage pressure.
Right N1 REDUCE TO LOW IDLE
Caution Light (BATTERY CHARGE) - ON (approximately 6 seconds after generator is on the
line)
NOTE
(Nickel Cadmium Battery Installed)
Light indicates a charge current above normal. The light should
extinguish within 5 minutes following a normal engine start. Failure to
do so indicates a partially discharged battery. Continue to charge the
battery. Make a check each 90 seconds using the During Engine
Shutdown procedure outlined below, until the charge current fails to
decrease and the light extinguishes. Failure of the light to extinguish
indicates an unsatisfactory condition. The battery should be removed
and checked by a qualified Nickel-Cadmium Battery shop.
NOTE
When the standard Nickel-Cadmium battery is installed, the Battery
Charge Current Detector System is required to be installed and
functioning to meet the requirements of FAA AD 72-19-04. If the
optional Lead-Acid battery is installed as per STC# SA1017SO, the
Battery Charge Current Detector System is optional but if installed will
function the same as with the Nickel-Cadmium Battery, except the
recharge time may extend to 15 minutes.
4-6

P/N FM-1002-FAA
FAA Approved
CAUTION
If NO ITT rise is observed within 10 seconds after moving the
Condition Lever to LOW IDLE, move the Condition Lever to cut-off
and the starter switch to OFF. Allow a 30-second delay to drain fuel,
then motor the engine by placing the starter switch in the STARTER
ONLY position.
If, for any reason, a starting attempt is discontinued, the entire starting
sequence must be repeated after allowing the engine to come to a
complete stop.
ENGINE CLEARING PROCEDURE

1.
2.
3.
4.
Condition Lever - CUT-OFF

Ignition and Engine Start Switch - OFF
Battery Switch - ON
Ignition and Engine Start Switch - STARTER ONLY for 40 seconds.
CAUTION
Observe the starter limits of 40 seconds ON, 60 seconds OFF, 40 seconds
ON, 60 seconds OFF, 40 seconds ON, then 30 minutes OFF.
5.
Ignition and Engine Start Switch - OFF
AFTER STARTING AND TAXI

1.
2.
3.
4.
5.
6.
7.
8.
Avionics Master ON
Fuel Control Heat (2) ON
Fire Detect TEST (Rotate counter-clockwise only)
Cabin Sign - ON (If Installed)
Lights AS REQUIRED
Transfer Pumps ON
Flight Instruments
Brakes - CHECKED
CAUTION
If either chip detector light illuminated during runup, do not take off.
Shut down the engine, investigate the cause, and initiate necessary
repairs.
NOTE
For taxi speed control, reversing propellers may be used in the Beta
Range. Beta range is defined as the control range between the idle stop
and the point at which N1 rpm begins to increase for reverse power. In
this range only blade angle is changed. This mode of control will
minimize propeller blade erosion.
BEFORE TAKE-OFF
1.
2.
3.
4.
*5.
*6.
Loadmeters and Generators CHECK

Electric Elevator Trim ON & CHECK
Trim Tabs (3) SET
Flaps CHECKED AND SET
Autopilot CHECK, then OFF
Autofeather CHECK
FAA Approved

P/N FM-1002-FAA
4-7
a.
b.
c.
d.
e.
f.
Condition Levers - LOW IDLE

Autofeather Switch TEST (Neither Arm Light ON)
Power Levers - APPROXIMATELY 500 FT-LB TORQUE
Autofeather Switch - TEST (Hold - Both "Arm" Lights On)
Power Levers - RETARD INDIVIDUALLY:
i. At Approximately 400 Ft-Lb - OPPOSITE LIGHT OUT
ii. At Approximately 200 Ft-Lb - BOTH LIGHTS OUT (Propeller Starts to Feather)
Power Levers - BOTH RETARDED (Both Lights Out; Neither Propeller Feathers)
*7. Overspeed governors TEST:

a.
Propeller Control FULL INCREASE RPM
b.
Power Levers BELOW 1900 RPM
c.
Overspeed Governor Test Switch ON (Hold)
d.
Power Levers INCREASE (CHECK GOVERNING 1900 2100 RPM)
NOTE
Observe maximum ITT and torque limits.
e.
Overspeed Governor Test Switches RELEASE (RPM should increase)
*8. Primary Governors (all propellers) CHECK (exercise at 1900 rpm)
*9. Engine Ice Vane Controls PULL check torque drop. PUSH regain original torque.
*10. Secondary Low Pitch Stops TEST:
a. Condition Levers HIGH IDLE
b. Power Levers IDLE (Read propeller rpm)
c. Prop Test Switches Hold SECONDARY IDLE STOP TEST switch to test position
d. Power Levers ALIGN AFT EDGE WITH TOP OF BETA RANGE MARKS
e. LH/RH Secondary Low Pitch Lights CHECK ON
f. RPM CHECK STABILIZED AT 210 + 40 ABOVE RPM IN STEP b
g. Prop Test Switch RELEASE
h. RPM CHECK (MUST INCREASE ABOVE STEP f)
i. Power Levers IDLE
NOTE
Cancel lights in annunciator panel by actuating the SECONDARY
IDLE STOP TEST Switch if they should remain illuminated.
CAUTION
Do not force Power Levers into the FULL REVERSE position with the
Secondary Low Pitch Stop test switches ON.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
Instrument Vacuum and De-ice Pressure CHECK (HI IDLE)

Propeller Feather (Manual) CHECKED (LOW IDLE)
Propeller Control FULL FORWARD
Radios and Radar CHECKED AND TUNED
Engine Instruments CHECKED
Flight Instruments CHECKED (at 60 - 70% N1)
Flight Controls FREE and FULL
Auxiliary Fuel Pumps ON
Auto-Feather Switch ARM
Ice Protection AS REQUIRED
Lights AS REQUIRED
Transponder ON
Auto-Ignition ON
Annunciator Panel - CHECKED
*May be omitted for quick turn-around at pilots discretion.

4-8

P/N FM-1002-FAA
FAA Approved
TAKE-OFF
Monitor ITT and engine torque.

Check autofeather armed light ON at 90% N1.
Increasing airspeed will cause torque and ITT to increase.
Accelerate to 92 knots before rotating, and then to 101 knots before climb.
Apply brakes then retract the landing gear before reaching 130 knots.
WARNING
If a chip detector light illuminates during takeoff, return to the field for
investigation of the cause and initiate corrective action.
CLIMB
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Gear Up UP
Flaps CHECK UP
Climb Power SET (Observe maximum ITT, torque, and N1 rpm limits)
Propeller RPM 2000
Auto Feather OFF
Auxiliary Fuel Pumps - OFF
Engine Instruments MONITOR
Landing and Taxi Lights OFF
Fuel Caps - CHECKED
Cabin Sign - AS REQUIRED
CRUISE
WARNING
Do not lift Power Levers in flight.
1.
2.
3.
Cruise Power SET (1900 rpm)

Engine Instruments CHECKED
Fuel System CHECKED
WARNING
Any illumination (or flicker) of either chip detector light requires
immediate shutdown of the affected engine. See EMERGENCY
PROCEDURES, Section V for engine shutdown. After securing the
engine, proceed to the nearest facility for investigation and necessary
corrective action prior to further flight.
CAUTION
The illumination of the amber caution light, placarded BATTERY
CHARGE, in flight indicates a possible malfunction of the battery.
Turn the Battery Switch - OFF. The caution light should extinguish
and the flight may proceed to destination. Failure of the light to
extinguish with the battery switch off indicates a battery system or a
charge current detector system malfunction. The aircraft should be
landed at the first suitable airport. (The battery switch should be turned
on for landing in order to avoid electrical transients caused by power
fluctuations.) A During Engine Shutdown Battery Condition Check as
outlined below, should be made after landing. If the battery indicates
unsatisfactory, it should be removed and checked by a qualified NickelCadmium Battery shop.
FAA Approved

P/N FM-1002-FAA
4-9
OPERATIONAL SPEEDS
KNOTS (Refer to Section I)
Minimum Single Engine Control
92
Single Engine Best Angle of Climb (SL)
101
Single Engine Best Rate of Climb (SL)
112
Two Engine Best Angle of Climb (SL)
101
Two Engine Best Rate of Climb (SL)
118
Turbulent Air Penetration Speed
169
Maximum Demonstrated Crosswind
25
Cruise Climb
SL 10,000 feet
10,000 20,000 feet
20,000 25,000 feet
Above 25,000 feet
140
120
110
100
DESCENT
1.
2.
3.
Altimeters - SET
Cabin Sign - AS REQUIRED
Windshield Anti-Ice AS REQUIRED (Turn ON well before descent into warm, moist air, to
aid in defogging.)
LANDING
CAUTION
If either of the SECONDARY LOW PITCH STOP warning light has
become illuminated in flight, DO NOT attempt propeller reversal upon
landing.
NOTE
Under low visibility conditions, landing and taxi lights should be left
off due to light reflection.
1.
2.
3.
4.
5.
6.
7.
8.
Cabin Sign ON
Autofeather Switch ARM
Flaps AS REQUIRED
Landing Gear DOWN
Landing and Taxi Lights AS REQUIRED
Propeller Levers HIGH RPM AFTER TOUCHDOWN
Power Levers BETA RANGE AND REVERSE AS REQUIRED AFTER TOUCHDOWN
MAXIMUM REVERSE THRUST LANDING

CAUTION
To insure proper reversing characteristics, the Propeller Controls must
be in FULL INCREASE RPM position prior to reverse operation.
4 - 10

P/N FM-1002-FAA
FAA Approved
1.
2.
3.
4.
Condition Levers HIGH IDLE

Propeller Controls FULL INCREASE RPM
Power Levers LIFT AND REVERSE AFTER TOUCHDOWN
Condition levers LOW IDLE
CAUTION
If possible, propellers should be moved out of reverse at approximately
40 knots, to minimize propeller blade erosion. Care must be exercised
when reversing on runways with loose sand or dust on the surface.
Flying gravel will damage propeller blades and dust may impair the
pilots forward visibility at low aircraft speeds.
AFTER LANDING
1.
2.
3.
4.
5.
6.
7.
8.
9.
Landing and Taxi Light AS REQUIRED

Autofeather OFF
Auxiliary Fuel Pump OFF
Auto-Ignition OFF
Ice Protection OFF
Electrical Load REDUCE
Trim - SET
Flaps UP
Transponder - OFF
ENGINE SHUTDOWN AND SECURING

1.
2.
3.
4.
5.
6.
7.
8.
Parking Brake SET

Transfer Pumps OFF
Avionics Master OFF
Inverter OFF
Heater and Vent Blower - OFF
Subpanel and Avionics Switches Off
Overhead Panel Switches OFF
Battery CHARGED; Perform NICKEL-CADMIUM BATTERY CONDITION
CHECK (Refer this section)
9. ITT BELOW 610oC FOR ONE MINUTE
10. Generators OFF
11. Condition Levers CUT OFF
12. Propellers FEATHERED
CAUTION
Monitor ITT during shutdown. If sustained combustion is observed,
proceed immediately to the ENGINE CLEARING procedure in this
section. During shutdown, ensure that the compressor decelerates freely.
Do not close the Fuel Firewall Shutoff Valve for normal engine
shutdown.
13. Battery and Generator Switches OFF
14. Control Locks, Pitot Cover, Tie-Down, and Chocks AS REQUIRED
FAA Approved

P/N FM-1002-FAA
4 - 11
NIGHT OR INSTRUMENT FLIGHT (BEFORE TAKE-OFF)

1.
2.
3.
4.
5.
6.
Internal Lights CHECK and ON (As required)

External Lights CHECK and ON ( As required)
Flight Instruments CHECK
Voltage and Loadmeters CHECK
Auto-Ignition CHECK and ON
Icing Equipment CHECK and ON (As required)
ICING FLIGHT
LIMITATIONS
See Section III "FLIGHT INTO KNOWN ICING CONDITIONS", for equipment required, and
ADDITIONAL ICING LIMITATIONS REQUIRED BY FAA AD 98-04-24.
THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE INFLIGHT ICING

1.
2.
Visible rain at temperatures below 0C ambient air temperature.

Droplets that splash or splatter on impact at temperatures below 0C ambient air temperature.
PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT

These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient air
temperature. While severe icing may form at temperatures as cold as -18C, increased vigilance is
warranted at temperatures around freezing with visible moisture present. If the visual cues specified in the
Limitations Section of the AFM for identifying severe icing conditions are observed, accomplish the
following:
1. Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude
change to exit the severe icing conditions in order to avoid extended exposure to flight conditions more
severe than those for which the airplane has been certificated.
2. Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.
3. Do not engage the autopilot.
4. If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot.
5. If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-ofattack.
6. Do not extend flaps when holding in icing conditions. Operation with flaps extended can result in a
reduced wing angle-of-attack, with the possibility of ice forming on the upper surface further aft on the
wing than normal, possibly aft of the protected area.
7. If the flaps are extended, do not retract them until the airframe is clear of ice.
8. Report these weather conditions to Air Traffic Control.
4 - 12

P/N FM-1002-FAA
FAA Approved
CAUTION
Stalling airspeeds should be expected to increase when ice has
accumulated on the airplane due to the distortion of the wing airfoil.
For the same reason, stall warning devices are not accurate and should
not be relied upon. Keep a comfortable margin of airspeed above the
normal stall airspeed with ice on the airplane. Maintain a minimum of
140 knots during sustained icing conditions to prevent ice accumulation
on unprotected surfaces of the wing. To ensure adequate windshield
anti-icing protection, operation in icing conditions at or below ambient
temperatures of 24oC is not recommended.
CHECK ALL SYSTEMS BEFORE TAKE-OFF WHEN ICING FLIGHT IS

ANTICIPATED
1.
Surface Deicing System

a.
Preflight: Check boots for damage and cleanliness
b.
Before take-off: De-ice Switch SINGLE (up) (HIGH IDLE)
(1) Check pneumatic gage.
(2) Check the boots visually for inflation and hold down.
c.
In-Flight: (When ice accumulates to 1 inch) De-icer switch SINGLE Repeat as
required.
NOTE
Either engine will supply sufficient vacuum and pressure for de-icer
operation.
2.
Engine Anti-Ice
a.
Preflight: Check inertial separator vanes retracted
b. Before take-off: 800 ft/lbs. Torque or above
(1) Engine ice protection controls
(a) Extend (pull) CHECK for torque drop indicating vane extension
(b) Retract (push) CHECK for torque increase to previous reading indicating
vane retraction.
c.
In flight:
(1) Before visible moisture is encountered at +5oC and below; or
(2) At night when freedom from visible moisture is not assured at +5oC and below (if in
doubt, extend the inertial separator vanes)
(a) Engine ice protection PULL
(b) Check proper operation by noting torque drop
(c) Regain torque by increasing power levers if desired (observe ITT limits)
CAUTION
If in doubt, extend the vanes. Engine icing can occur even though no
surface icing is present. If freedom from visible moisture +5oC or
below can not be assured, engine ice protection should be activated.
Visible moisture is moisture in any form: clouds, ice crystals, snow,
rain, sleet, hail, or any combination of these.
4.
Engine Air Inlet:

a. In Flight
(1) Engine Lip Boot Switches ON (before ice forms, check load meter increase)
FAA Approved

P/N FM-1002-FAA
4 - 13
5.
Engine Auto-Ignition
a. Before take-off
(1) Power Levers IDLE
(2) Auto Ignition Switches ARM
(3) Annunciator Panel IGNITION ON
(4) LH/RH Power Levers ADVANCE TO ABOVE 425 FOOT-POUNDS TORQUE
(5) Auto Ignition ARM lights CHECK ON LH/RH (IGNITION ON Annunciator
LH/RH OFF)
b. In flight
(1) Auto-Ignition ARM
NOTE
Engine Auto-Ignition must be ARMED during flight in visable
moisture below +5oC and flights at night above 14,000 feet. To prevent
prolonged operation of the igniters during descent, when Auto-Ignition
is armed, do not reduce power below 425 ft. lbs. torque.
6.
Electrothermal Propeller De-icer

CAUTION
Do not operate the propeller de-icers without the propeller running.
a.
b.
Before take-off
(1) Propeller De-icer Switch ON
(2) Propeller De-icer Ammeter CHECK; 14 TO 18 AMPERES
(3) To check the automatic timer, watch the propeller ammeter closely for at least two
minutes. A small momentary needle deflection approximately every 30 seconds shows
that the timer is switching and indicates normal system operation.
In Flight
(1) Propeller De-icer Switch - ON. The system may be operated continuously in flight and
will function automatically until the switch is turned OFF.
(2) Relieve propeller unbalance due to ice by increasing rpm briefly and returning to the
desired setting.
Repeat as necessary.
CAUTION
If the propeller ammeter reads above 18 amperes or below 14 amperes,
refer to the EMERGENCY PROCEDURES section.
7.
Pitot Heat ON
CAUTION
Prolonged use of Pitot Heat on the ground will damage the heating
elements.
Windshield Switch AS REQUIRED (heat should be applied before ice forms, below +5oC in
visible moisture)
9. Fuel Vent Heat ON
10. Emergency Static Air Source refer to EMERGENCY PROCEDURES section.
8.
4 - 14

P/N FM-1002-FAA
FAA Approved
BLENDING ANTI-ICING ADDITIVE TO FUEL

The following procedure will be used when blending anti-icing additive, complying with MIL-I 27686, as
the aircraft is being refueled through wing fillers.
1. Using Hi-Flo Prist blender (Model PHF-204), remove cap containing tube and clip assembly.
2. Attach pistol grip on collar.
3. Press tube into bottom.
4. Clip tube end to fuel nozzle.
5. Pull trigger firmly to assure full flow and lock in place
6. Start flow of additive when refueling begins. (Refueling should be at 30 gal/min minimum, 60
gal/min maximum. A rate of less than 30 gal/min may be used when topping off tanks.)
CAUTION
Assure that the additive is directed into the flowing fuel stream and that
additive flow is started AFTER fuel flow starts and is stopped
BEFORE fuel flow stops. Do not allow concentrated additive to contact
coated interior of fuel cells or airplane painted surfaces. Use not less
than 20 fl. oz. of additive per 260 gallons of fuel or more than 20 fl. oz.
of additive per 104 gallons of fuel.
CABIN ENVIRONMENTAL CONTROL

1.
2.
Heater Switch AS REQUIRED

Vent Blower Switch AS REQUIRED
NOTE
During operation in AUTO or MANUAL HEAT, the ventilation
blower operates in the LOW position. For increased air circulation, turn
the Blower Switch to HIGH.
3.
Temperature Control AS REQUIRED (Minor adjustment can be made with the cabin
temperature rheostat located in the cabin ceiling).
Cabin Air Control AS REQUIRED to divert cabin air flow to the cockpit.
4.
ILLUMINATION OF "CABIN HEAT OUT" ANNUNCIATOR

1.
2.
Mode Switch - OFF (Allow at least 5 minutes for fuel to purge from the heater)
Mode Switch - Select MAN HEAT
NOTE
If CABIN HEAT OUT light extinguishes, continue operation and have
heater inspected for cause of temporary cessation of operation. If the
annunciator does not extinguish, a second attempt to reset may be
attempted using the above steps. If heater fails to reset properly, leave
Mode Switch off and investigate for failure prior to next usage of
heater.
DEFROSTER AIR
1.
2.
Windshield defroster air control (right side of subpanel) ON (pull).

Pilot and Co-Pilot ventilation air control - OFF (Pull at each lower corner of the subpanel).
FAA Approved

P/N FM-1002-FAA
4 - 15
FRESH AIR VENTILATION

Cabin and Cockpit - Open the individual Eyeball air outlets above each seat and adjust as needed.
OXYGEN SYSTEM
(To be developed)
NICKEL-CADMIUM BATTERY CONDITION CHECK

DURING ENGINE START (USING LOADMETER)
1.
2.
3.
4.
Start one engine with the battery.

Generator ON (RESET, then ON, if equipped with 3-position switch)
Voltmeter INDICATING 28 VOLTS
After the loadmeter stabilizes, momentarily turn the Battery Switch OFF, noting the change in
meter indication.
NOTE
Failure to obtain a change value of below .025 within 5 minutes
indicates a partially discharged battery. Continue to charge the battery,
repeating the above check every 90 seconds until the charge current
decreases below .025. No decrease of charging current between checks
indicates an unsatisfactory condition. The battery should be removed
and checked by a qualified nickel-cadmium battery shop.
4 - 16

P/N FM-1002-FAA
FAA Approved
IN FLIGHT
In-flight illumination of the BATTERY CHARGE annunciator light indicates a possible battery
malfunction. The battery condition can be checked in flight using the following procedure:
1.
2.
Battery Switch OFF (momentarily)

Loadmeter NOTE CHANGE
NOTE
If the change value exceeds .025, turn the battery switch OFF and
proceed to destination. In order to avoid electrical transients caused by
power fluctuations, the battery switch should be ON for landing.
3. BATTERY CHARGE Annunciator - EXTINGUISHED

NOTE
If the BATTERY CHARGE annunciator does not extinguish when the
battery control switch is placed in the OFF position, land as soon as
practicable.
DURING ENGINE SHUTDOWN

Battery - CONDITION AND CHARGE (If the BATTERY CHARGE light is extinguished, the battery is
charged and the condition is good. If the light is illuminated and fails to extinguish within 3 minutes of
charging, perform the following check:)
1.
2.
3.
One Generator OFF

Volt Meter INDICATING 28 VOLTS
After the load meter stabilizes, momentarily turn the Battery Switch OFF, noting the change in
meter indication.
NOTE
The change in load meter indications is the battery charge current and
should be no more than .025 (only perceivable needle movement). If
the result of this check is not satisfactory, perform the check again after
3 minutes charging time. If the result is still unsatisfactory the battery
should be removed and checked by a qualified Nickel-Cadmium
Battery shop.
FOOTNOTE:
The change in loadmeter indication (i.e., the amount of needle deflection) is directly
proportional to the battery charging current. A change value of .025 is indicated by very
little needle movement, since full-scale deflection represents a relative load value of 1.0.
FAA Approved

P/N FM-1002-FAA
4 - 17
SECTION V
FAA Approved
EMERGENCY PROCEDURES
TABLE OF CONTENTS
EMERGENCY PROCEDURES ................................................................................................................. 1
SINGLE-ENGINE PROCEDURES .......................................................................................................... 3
ENGINE FAILURE DURING TAKE-OFF ........................................................................................... 3
ENGINE FAILURE OR FIRE (FLIGHT) ............................................................................................. 4
ENGINE FLAME-OUT (SECOND ENGINE)....................................................................................... 4
ENGINE FAILURE IN FLIGHT/ILLUMINATION OF MAGNETIC CHIP DETECTOR LIGHT
(AMBER ANNUNCIATOR) .................................................................................................................... 4
ENGINE FIRE (GROUND) ...................................................................................................................... 4
SINGLE-ENGINE GO-AROUND ............................................................................................................ 5
AIR START............................................................................................................................................... 5
STARTER ASSIST ................................................................................................................................. 5
WINDMILLING ENGINE AND PROPELLER (NO STARTER ASSIST) .............................................. 6
CROSSFEED............................................................................................................................................. 6
TO DISCONTINUE CROSSFEED ....................................................................................................... 6
ENGINE DRIVEN LOW PRESSURE BOOST PUMP FAILURE ........................................................... 6
ELECTRICAL SYSTEM FAILURE......................................................................................................... 6
GENERATOR INOPERATIVE (GEN OUT annunciator light on)........................................................ 6
EXCESSIVE LOADMETER INDICATION (OVER 1.0) ....................................................................... 7
CIRCUIT BREAKER TRIPPED............................................................................................................ 7
DUAL BUS FEEDER CIRCUIT BREAKER TRIPPED ........................................................................ 7
INVERTER INOPERATIVE .................................................................................................................. 7
ELECTRICAL SMOKE OR FIRE ............................................................................................................ 7
ELECTROTHERMAL PROPELLER DE-ICE ......................................................................................... 7
LANDING GEAR MANUAL EXTENSION (EMERGENCY) ................................................................ 8
LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION................................. 8
EMERGENCY ALTERNATE STATIC AIR SOURCE ........................................................................... 8
EMERGENCY DESCENT PROCEDURE ............................................................................................... 9
EMERGENCY EXIT................................................................................................................................. 9
FAILURE OF SECONDARY (ELECTRICAL) LOW PITCH STOP ....................................................... 9
SPINS ...................................................................................................................................................... 10
ILLUMINATION OF CABIN DOOR WARNING LIGHT .................................................................... 10
FAA Approved

P/N FM-1002-FAA
5-1
5-2

P/N FM-1002-FAA
FAA Approved
SECTION V
EMERGENCY PROCEDURES
All airspeeds quoted in this section are (KCAS)
SINGLE-ENGINE PROCEDURES
Detecting Dead Engine
1.
2.
Check for a drop in ITT and torque.

Dead foot.... Dead Engine. The rudder pressure required to maintain directional control will be
on the side of the good engine.
NOTE
Minimum Control Velocity: 92 KCAS
ENGINE FAILURE DURING TAKE-OFF

1.
Below take-off speed (98 knots)

a. Power IDLE
b. Brakes AS REQUIRED
If insufficient runway remains for stopping:
c. Condition Levers - CUT-OFF
d. Firewall Valves CLOSED
e. Electrical Power OFF (Gang Bar Down)
2.
If aircraft is airborne, and conditions preclude an immediate landing:

a. Power MAXIMUM ALLOWABLE
b. Propeller RPM FULL INCREASE
c. Airspeed NORMAL TAKE-OFF SPEED OR ABOVE
d. Landing Gear - UP
e. Power Lever (Inoperative engine) IDLE
CAUTION
If the autofeather system is being used, do not retard the failed engine
power lever until the autofeather system has completely stopped
propeller rotation. To do so will deactivate the autofeather circuit and
prevent automatic feathering.
f.
g.
Propeller (inoperative engine) FEATHER

Clean-Up (Inoperative Engine)
(1) Condition Lever CUT-OFF
(2) Auto-Ignition OFF
(3) Fuel Firewall Valve CLOSED
(4) Auxiliary Fuel Pump OFF
(5) Fuel Transfer Pump OFF
(6) Crossfeed CLOSED
(7) Generator OFF
(8) Fuel Control Heat OFF
(9) Electrical Load Monitor
(10) Auto Feather Off
FAA Approved

P/N FM-1002-FAA
5-3
ENGINE FAILURE OR FIRE (FLIGHT)

Affected Engine:
1.
2.
3.
4.
5.
Power Lever IDLE

Condition Lever CUT-OFF
Propeller FEATHER
Fuel Firewall Valve CLOSED
Clean-Up (Inoperative Engine):
a. Auto-Ignition Off
b. Auxiliary Fuel Pump - OFF
c. Fuel Transfer Pump OFF
d. Crossfeed CLOSED
e. Generator OFF
f. Fuel Control Heat OFF
g. Electrical Load Monitor
h. Auto Feather OFF
ENGINE FLAME-OUT (SECOND ENGINE)

1.
2.
3.
4.
Power Lever IDLE

Propeller DO NOT FEATHER
Conduct Air Start Procedures
NOTE
The Propeller will not unfeather without engine operating.
ENGINE FAILURE IN FLIGHT/ILLUMINATION OF MAGNETIC CHIP

DETECTOR LIGHT (AMBER ANNUNCIATOR)
1.
2.
3.
A/P DISENGAGE
Power AS REQUIRED
Flap/Gear CHECK UP
Affected Engine:
1.
2.
3.
4.
5.
6.
7.
Power Lever - IDLE

Propeller - FEATHER
Condition Lever - CUT OFF
Fuel Firewall Valve - CLOSED
Engine Auto Ignition - OFF
Generator - OFF
Electrical Load - MONITOR
ENGINE FIRE (GROUND)

Affected Engine:
1.
2.
3.
4.
5.
6.
7.
5-4
Condition Lever CUT OFF

Fuel Firewall Valve CLOSED
Ignition and Engine Start Switch STARTER ONLY
Auxiliary Fuel Pump OFF
Fuel Transfer Pump OFF
Crossfeed CONFIRM CLOSED
Passengers - EVACUATE
P/N FM-1002-FAA
FAA Approved
SINGLE-ENGINE GO-AROUND
1.
2.
3.
4.
Power MAXIMUM ALLOWABLE

Flaps UP
Landing Gear UP
Airspeed RETRIM FOR SINGLE ENGINE BEST RATE OF CLIMB (112 KCAS)
AIR START
STARTER ASSIST
CAUTION
The pilot should determine the reason for engine failure before
attempting an air start.
Above 20,000 feet, starts tend to be hotter. During engine acceleration
to idle speed, it may become necessary to periodically move the
condition lever into CUT-OFF in order to avoid overtemp.
Do not attempt an air start above 27,000 feet.
All electrical loads that are not consistent with flight condition should
be reduced.
1.
2.
3.
Cabin Heater and Vent Blower - OFF

Radar STANDBY
Windshield Heat OFF
NOTE
It is recommended that the existing generator load be checked for a .85,
OR LOWER, indication for optimum starting result.
4.
5.
6.
Power Lever IDLE

Fuel Panel CHECK
a. Firewall Shut-Off Valve OPEN
b. Auxiliary Fuel Pump ON
NOTE
If condition permits, retard operative engine ITT to 7000C or less to
reduce the possibility of exceeding ITT limit.
7.
8.
9.
10.
11.
12.
13.
14.
Ignition and Engine Start Switch ON (up); Check ignition light ON

Condition Lever LOW IDLE, 8 seconds after start switch ON
Ignition and Engine Start Switch OFF, (N1 above 50%)
Generator ON
Propeller AS REQUIRED
Power Lever AS REQUIRED
Fuel Control Heat ON
Electrical Equipment AS REQUIRED
FAA Approved

P/N FM-1002-FAA
5-5
WINDMILLING ENGINE AND PROPELLER (NO STARTER ASSIST)

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
Cabin Heater and Vent Blower OFF

Radar STANDBY
Windshield Heat OFF
Power Lever IDLE
Propeller Lever 2200 RPM
Firewall Shut-Off Valve - OPEN
Generator (Inoperative Engine) Off
Airspeed 140 knots IAS, minimum
Altitude BELOW 20,000 FEET
Auto-Ignition Switch ARM
Condition Lever LOW IDLE (8 seconds after auto-ignition ARM)
Power and Propeller Levers AS REQUIRED (after ITT has peaked)
Generator RESET THEN ON
Auto Ignition Switch OFF
Fuel Control Heat ON
Electrical Equipment AS REQUIRED
CROSSFEED
1.
2.
3.
4.
5.
Firewall Valve (if engine is inoperative) CLOSED

Transfer Pumps ON
Crossfeed OPEN (Check indicator light)
Auxiliary Fuel Pump (operative engine tank) OFF (Check fuel pressure)
TO DISCONTINUE CROSSFEED
1.
2.
3.
Both Auxiliary Fuel Pumps ON

Crossfeed Switch CLOSED
Auxiliary Fuel Pumps - OFF (one at time, check fuel pressure)
ENGINE DRIVEN LOW PRESSURE BOOST PUMP FAILURE

1.
Auxiliary Fuel Pump - ON

NOTE
Continue flight and monitor fuel pressure.
ELECTRICAL SYSTEM FAILURE

GENERATOR INOPERATIVE (GEN OUT annunciator light on)
1.
Generator Switch RESET, then ON

NOTE
Check generator control circuit breakers.
5-6

P/N FM-1002-FAA
FAA Approved
If generator will not reset:

1. Generator Switch OFF
2. Operating Generator DO NOT EXCEED 1.0 LOAD
EXCESSIVE LOADMETER INDICATION (OVER 1.0)

1.
2.
Battery Switch OFF (Monitor Loadmeter)

Non-Essential Loads Off
CIRCUIT BREAKER TRIPPED

1.
2.
Non-Essential Circuit DO NOT RESET IN FLIGHT

Essential Circuit:
a. Circuit Breaker PUSH TO RESET
b. If Circuit Breaker trips again DO NOT RESET
DUAL BUS FEEDER CIRCUIT BREAKER TRIPPED

1.
2.
A short is indicated DO NOT RESET IN FLIGHT

Depending on which circuit breaker is tripped, the following items may become
inoperative:
a.
Fuel Quantity Indicators
b.
Fuel Transfer Pumps
INVERTER INOPERATIVE
1.
Select the other inverter.
ELECTRICAL SMOKE OR FIRE

Action to be taken must consider existing conditions and equipment installed:
1.
2.
Battery and Generator Switches OFF (Gang Bar Down)

Oxygen AS REQUIRED
CAUTION
Electrical gyro flight instruments will become inoperative
3.
4.
All Switches OFF

Essential Equipment ON (as required)
ELECTROTHERMAL PROPELLER DE-ICE

Abnormal readings on Propeller De-icer Ammeter: (Normal Operation: 14 to 18 amps)
1.
2.
3.
Zero Amps:
a.
Switch Breaker CHECK
b.
If OFF, reposition to ON after 30 seconds
c.
If ON with zero amps, system is inoperative. Position switch OFF.
Zero to 14 Amps:
a.
Continue operation
b.
If propeller imbalance occurs, increase rpm briefly to aid in ice removal
18 to 23 Amps:
a.
Continue operation
FAA Approved

P/N FM-1002-FAA
5-7
4.
b.
If propeller imbalance occurs, increase rpm briefly to aid in ice removal
More than 23 Amps:
a.
Avoid icing condition, since continued operation of the system cannot be assured
b.
Do not operate the system, except in emergencies
c.
Restrict time of operation to a minimum
LANDING GEAR MANUAL EXTENSION (EMERGENCY)

1.
2.
3.
4.
5.
6.
Airspeed ESTABLISH 120 KNOTS, CAS

Landing Gear Relay Circuit Breaker - PULL
Landing Gear Handle - DOWN
Extension Lever - UNSTOW
Emergency Engage Handle - LIFT AND TURN CLOCKWISE TO THE STOP TO ENGAGE.
Extension Lever PUMP, up and down until 3 green lights are acquired.
WARNING
If for any reason the green GEAR DOWN lights do not illuminate (e.g.
in case of an electrical failure), continue pumping until resistance
prohibits further movement of the handle.
CAUTION
Stop pumping when the 3 green GEAR DOWN lights illuminate.
Further movement of the handle could bind the drive mechanism and
prevent subsequent electrical gear retraction.
WARNING
After an emergency landing gear extension has been made, do not stow
pump handle, move any landing gear controls, or reset any switches or
circuit breakers until the airplane is on jacks, since the failure may have
been in the gear-up circuit, and the gear might retract on the ground.
The landing gear cannot be retracted manually.
LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION

After a practice manual extension of the landing gear, the gear may be retracted electrically as
follows:
1.
2.
3.
4.
Clutch Handle ROTATE CONTERCLOCKWISE AND PUSH DOWN

Extension Lever STOW
Landing Gear Relay Circuit Breaker PUSH IN
Landing Gear Handle UP (Airspeed below 130 kts)
EMERGENCY ALTERNATE STATIC AIR SOURCE

THE EMERGENCY STATIC AIR SOURCE SHOULD BE USED FOR CONDITIONS WHERE THE
NORMAL STATIC SOURCE HAS BEEN OBSTRUCTED. When airplane has been exposed to moisture
and/or icing conditions (especially on the ground), the possibility of obstructed static ports should be
considered. Partial obstructions will result in the rate of climb indication being sluggish during a climb or
descent. Verification of suspected obstruction is possible by switching to the emergency system and noting
a sudden sustained change in rate of climb. This may be accomplished by abnormal indicated airspeed and
altitude changes beyond normal calibration differences.
5-8

P/N FM-1002-FAA
FAA Approved
Whenever any obstruction exists in the Normal Static Air System or the system is desired for use:
1.
2.
Emergency Static Air Valve - OPEN (right side panel)

Correct airspeed and altimeter indications using the Emergency System correction graphs in
FAA PERFORMANCE Section.
NOTE
Be certain the emergency static air valve is fully closed when not
needed.
EMERGENCY DESCENT PROCEDURE

1.
2.
3.
4.
5.
Power Levers IDLE

Propeller Controls FULL INCREASE RPM
Wing Flaps APPROACH (174 Knots or less)
Landing Gear EXTEND (156 Knots or less)
Airspeed 156 KNOTS, MAXIMUM
EMERGENCY EXIT
1.
2.
The emergency exit door is located in the third right cabin window with the handle behind the
curtain.
a.
Open cover
b.
Push release button
c.
Pull handle and push out door
The emergency exit overhead is located in the upper cockpit with handle behind hatch cover.
a.
Pull cover down
b.
Pull handle down
c.
Push door out
FAILURE OF SECONDARY (ELECTRICAL) LOW PITCH STOP

With a combination of low airspeed (below 110 kts.) and low power (below 400 ft. lbs.), if either
Secondary Low Pitch Stop Warning light illuminates in flight, DO NOT pull the PROP GOV IDLE
STOP circuit breaker, and DO NOT attempt reversing upon landing.
At airspeeds above 110 kts. and/or power setting above 400 ft. lbs., if either Secondary Low Pitch Stop
Warning light illuminates in flight, AND the respective propeller begins feathering:
1. Power Lever (affected side) REDUCE AS REQUIRED (to keep torque within limits)
2. PROP GOV IDLE STOP Circuit Breaker (co-pilots right subpanel) PULL (warning
light should extinguish and propeller speed should increase to governor setting)
3. Power Lever (affected side) RETURN TO DESIRED POWER
WARNING
Any malfunction of the Secondary Low Pitch Stop System must be
repaired before the next flight.
FAA Approved

P/N FM-1002-FAA
5-9
SPINS
If a spin is entered inadvertently:
Immediately move the control column full forward, apply full rudder opposite to the direction of the spin
and reduce power on both engines to idle. These three actions should be done as near simultaneously as
possible; then continue to hold this control position until rotation stops and then neutralize all controls and
execute a smooth pullout. Ailerons should be neutral during recovery.
NOTE
Federal Aviation Administration Regulations do no require spin
demonstration of airplanes of this weight; therefore, no spin tests have
been conducted. The recovery technique is based on the best available
information.
ILLUMINATION OF CABIN DOOR WARNING LIGHT

WARNING
If the cabin door is not completely latched, any movement of the door
handle toward the unlocked position may cause rapid and complete
unlatching and opening of the door.
1.
2.
Do not attempt to check the cabin door for security until the airplane is on the ground.
After landing, check the security of the cabin door:
a. Open the door, then close it again.
b. Check to ensure that the handle is in the locked position (rotated fully clockwise, as viewed from
the inside of the cabin), and that the cabin door warning light is extinguished.
5 - 10

P/N FM-1002-FAA
FAA Approved
SECTION VI
FAA APPROVED PERFORMANCE
TABLE OF CONTENTS
FAA APPROVED PERFORMANCE ........................................................................................................ 1
AIRSPEED CALIBRATION STANDARD SYSTEM........................................................................... 3
AIRSPEED CALIBRATION ALTERNATE SYSTEM ......................................................................... 4
ALTIMETER CORRECTION NORMAL SYSTEM ............................................................................. 5
ALTIMETER CORRECTION ALTERNATE SYSTEM ....................................................................... 6
MAXIMUM TAKE-OFF WEIGHT PERMITTED BY ENROUTE CLIMB REQUIREMENT............... 7
POWER AVAILABLE FOR TAKE-OFF ................................................................................................. 8
NORMAL TAKE-OFF DISTANCE ......................................................................................................... 9
TWIN ENGINE CLIMB.......................................................................................................................... 10
TWIN ENGINE BEST RATE-OF-CLIMB SPEED ................................................................................ 11
SINGLE ENGINE CLIMB ...................................................................................................................... 12
SINGLE ENGINE BEST RATE-OF-CLIMB SPEED............................................................................. 13
BALKED LANDING CLIMB................................................................................................................. 14
NORMAL LANDING APPROACH SPEED .......................................................................................... 15
NORMAL LANDING DISTANCE WITHOUT REVERSE................................................................... 16
STALL SPEEDS KCAS ....................................................................................................................... 17
FAA Approved

P/N FM-1002-FAA
6-1
6-2

P/N FM-1002-FAA
FAA Approved
AIRSPEED CALIBRATION STANDARD SYSTEM

Note: Indicated airspeed assumes zero instrument error.
220
200
180
AIRSPEED - KCAS
160
PS
A
FL
UP
-G
140
S
AP
L
F
120
100
S
AP
L
F
W
DO
O
D
0%
10
%
35
R
EA
-G
R
EA
G
-
R
EA
W
DO
80
60
80
100
120
140
160
FLAPS UP AIRSPEED - KIAS
180
200
220
60
80
100
120
140
FLAPS DOWN 35% AIRSPEED - KIAS
160
180
200
40
60
80
100
120
140
160
180
FAA Approved

P/N FM-1002-FAA
6-3
AIRSPEED CALIBRATION ALTERNATE SYSTEM

Note: Indicated airspeed assumes zero instrument error.
220
SE
D
-G
EA
R
U
P
200
-A
LL
IN
D
O
C
LO
180
AP
S
FL
AIRSPEED - KCAS
U
P
160
140
S
AP
L
F
120
100
60
80
OW
RM
O
L
L
ST N
T OW
-A
F
E D
0%
- L AR
10
%
E
N
0
W
10 - G
O
N
D
OW
PS
D
A
S
FL
AP
L
F
W
80
D
IN
ED
S
O
CL
100
120
-G
R
EA
DO
OW
D
IN
140
P
U
T
EF
L
-
O
ST
M
R
O
D
IN
N
PE
-G
R
EA
P
U
EN
P
O
160
180
200
220
160
180
200
FLAPS UP AIRSPEED - KIAS
60
6-4
80
100
120
140

P/N FM-1002-FAA
FAA Approved
ALTIMETER CORRECTION NORMAL SYSTEM

220
210
MAX OPERATING SPEED

PRES
200
SURE
190
INDICATED ALTITUDE = 12,000 FT

INDICATED AIRSPEED = 143 KT
PRESSURE ALTITUDE = 12,000 FT
FLAPS SETTING = 0%
AIRSPEED - KIAS
SL
150
140
130
MAX FLAP SPEED

10
120
R
SU
ES
PR SL
FLAPS 100%
110
D
TU
TI
AL
ENTER INDICATED AIRSPEED HERE

MOVE RIGHT TO PRESSURE ALTITUDE
FOR FLAP SETTING
MOVE DOWN READ ALTITUDE
CORRECTION = 40 FT
CORRECTED ALTITUDE =
(INDICATED + CORRECTION) =
12,040 FT
FLAPS 0%
160
10
METHOD
170
FT
- 1000
UDE
ALTIT
20
180
EXAMPLE
E
-1
0
00
100
FT
90
80
70
60
-250
FAA Approved
-200
-150
-100
-50
0
CORRECTION TO BE ADDED - FT

P/N FM-1002-FAA
50
6-5
100
ALTIMETER CORRECTION ALTERNATE SYSTEM

220
MAX OPERATING SPEED

S .L
.
10
, 00
0.
20
,0
AL
00
TI
TU
3
DE 0,00
-F 0
EE
T.
210
200
EXAMPLE
190

ALL WINDOWS CLOSED
CA
TE
D
160
DI
150
IN

MOVE RIGHT TO PRESSURE
ALTITUDE
CORRECTION = 105 FT
12,105 FT
170
AIRSPEED - KCAS
METHOD
180
140
MAX FLAP SPEED
130
120
110
100
ALL WINDOWS CLOSED
90
80
-200 -100
0 100 200 300 400 500 600 700 800

220
MAX OPERATING SPEED
210
200
KNOWN
00
, 00
10
,0
.
S .L
170
160
,0
00
150
30

MOVE RIGHT TO PRESSURE
ALTITUDE
CORRECTION = 430 FT
12,430 FT
180
20
METHOD
190
AIRSPEED - KCAS

LEFT STORM WINDOW OPEN
IN
DI
D
TE
A
C
T
TI
AL
E
UD
E
-F
.
ET
140
MAX FLAP SPEED
130
120
110
100
LEFT STORM WINDOW OPEN
90
80
0
6-6
100 200 300 400 500 600 700 800 900 1000110012001300140015001600

P/N FM-1002-FAA
FAA Approved
MAXIMUM TAKE-OFF WEIGHT PERMITTED BY ENROUTE

CLIMB REQUIREMENT
STRUCTURAL LIMIT 10,200 LB
10200
IR
QU
RE
B N
IM IO
CL DIT
NE ON
GI C
EN DAY
LE T
NG HO
SI R
FO
CONDITIONS:
1. MAXIMUM CONTINUOUS POWER
2. FLAPS AND GEAR UP
3. INOPERATIVE PROPELLER FEATHERED
4. BEST RATE-OF-CLIMB SPEED
EXAMPLE:
For a pressure altitude of 6000 feet and
a temperature of 33 deg C, the maximum
take-off weight permitted is 9290 pounds.
9800
9400
T
EN
ENGINE OIL COOLING LIMIT ISA + 37 C
GROSS WEIGHT - LBS
EM
9000
8600
8200
7800
REFERENCE LINE
PRESSURE ALTITUDE - FT
8000
7400
6000
4000
Max. Op.
Temp.
2000
0
0
10
20
30
40
50
60
TEMPERATURE - C
FAA Approved

P/N FM-1002-FAA
6-7
POWER AVAILABLE FOR TAKE-OFF

PROP SPEED = 2200 RPM
AIRSPEED = 0 KNOTS
-70
METHOD
ENTER FAT
HERE
MOVE RIGHT TO
PRESSURE
ALTITUDE =
4307 FT
100
0F
T
22
20
ES
SU
-20
-10
MA
XI
MU
M
20
30
OP
ER
AT
IN
G
50
60
400
500
ITS
16
12
14
10
4
2
40
MOVE DOWN,
READ
TORQUE
AVAILABLE
PER ENGINE =
1159 FT-LB
18
0
10
RE LI
M
25 24
RE
-30
PR
PRESSURE
ALTITUDE =
4307 FT
FREE AIR TEMPERATURE -oC
FAT = 12
DEGREES C
ALT
ITU
D
-40
EXAMPLE
PERA
TU
E-
-50
OPER
ATIN
G TEM
600
700
.
S.L
TE
MP
ER
AT
UR
EL
IM
IT
S
800
900
1000
1100
1200
TORQUE AVAILABLE PER ENGINE - FT-LB
NOTE:
TORQUE INCREASES APPROXIMATELY 15 FT-LB FROM ZERO TO 70 KNOTS.
6-8

P/N FM-1002-FAA
FAA Approved
1300
MAX TORQUE LIMITS
MINI
MUM
-60
FAA Approved
o
C
-20
ISA
o
C
-30
ISA

P/N FM-1002-FAA
o
0C
ISA+1
ISA
o
C
-10
ISA
-20
20
o
TEMPERATURE - C
ITU
DE
40
EE
5500
60
6500
8500
GROSS WEIGHT - LBS
7500
9500
TA
ILW
IND
10500 -10
MAXIMUM TAKE-OFF
WEIGHT 10,200 LBS
REFERENCE
LINE
10
20
WIND COMPONENT - KTS
HEA
DWIN
REFERENCE
LINE
-40
SURE
o
0C
ISA+2
PRES
S.L. AIRPORT
o
0C
ISA+3
T
AL
o
C
ISA+37
0
800
6000
4000
2000
10000
-F
ASSOCIATED CONDITIONS:
Power
Take-Off Power
Flaps
Up
Landing Gear
Down. Retracted immediately
after becoming airborne.
Runway
Paved, level, dry surface.
Procedure
Accelerate with both engines at take-off power
to 101 knots (CAS), take off, retract landing
gear and climb out at 101 knots (CAS).
EXAMPLE:
For an airport pressure altitude of 2000 feet, a temperature of
21 deg C (ISA+10C), a gross weight of 7400 pounds, and a 10
knot headwind, the normal take-off distance is 1625 feet.
REFERENCE LINE
NORMAL TAKE-OFF DISTANCE
30
800
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000
4200
4400
4600
4800
5000
5200
TOTAL TAKE-OFF DISTANCE OVER 50 OBSTACLE - FT
REFERENCE LINE
6-9
TOTAL TAKE-OFF DISTANCE OVER 50' OBSTACLE - FT
-80
-20
-30
40
00
00
16
00
20

P/N FM-1002-FAA
00
0
24
00
12
20
80
6000
60
REFERENCE LINE
TEMPERATURE - C
-20
5
+3 37
+
-40
0
+2
SL
DEG (C)
6500
7000
7500
TWIN ENGINE CLIMB
-60
-10
TEMPERATURE = 10 DEG. C,
PRESSURE ALTITUDE = 8000 FT,
GROSS WEIGHT OF 8400 LBS.,
RATE
CLIMB
= FT/MIN
1500 FT/MIN
RATE
OFOF
CLIMB
= 1500
I SA
ES
+10
PR
RE
SU
E
UD
TIT
AL
T
(F
REFERENCE LINE
6 - 10
REFERENCE LINE
EXAMPLE:
8500
9000
9500
10000
3. BEST RATE-OF-CLIMB SPEED
MAXIMUM CONTINUOUS POWER

FLAPS AND GEAR UP
2. FLAPS AND GEAR
UP
BEST RATE-OF-CLIMB
SPEED
WEIGHT - LBS
8000
1.
2.
3.
CONDITIONS:
-500
10500
500
1000
1500
2000
2500
3000
3500
4000
RATE OF CLIMB FT/MIN
0
00
0
0
FAA Approved
RATE OF CLIMB - FT/MIN
TWIN ENGINE BEST RATE-OF-CLIMB SPEED

GEAR AND FLAPS UP
32000
28000
1 0 , 20 0
24000
HT
WEIG
ROSS
LBS G
96 5 0
90 0 0
80 0 0
70 0 0
6 00 0
20000
16000
12000
8000
4000
0
96
100
104
108
112
116
120
AIRSPEED - KCAS
FAA Approved

P/N FM-1002-FAA
6 - 11
-60

P/N FM-1002-FAA
0
00
16
+3
+37 5
o
0
00
14
60
6000
REFERENCE LINE
FAA Approved
+20
+10
TEMPERATURE - C
40
0
00
0
10
00
12
20
00
60
00
80
00
40
ISA
-20
REFERENCE LINE
6 - 12
SL 0
0
20
-20
-40
)
FT
E(
D
U
TIT
AL
E
UR
SS
E
PR
-10
-30
DEG (C)
6500
7000
7500
SINGLE ENGINE CLIMB
REFERENCE LINE
8500
9000
9500
10000
200
400
600
800
1000
1200
1400
1600
-200
10500

FLAPS AND GEAR UP
INOPERATIVE PROPELLER FEATHERED
BEST RATE-OF-CLIMB SPEED
WEIGHT - LBS
8000
1.
2.
3.
4.
CONDITIONS

RATE OF CLIMB - FT/MIN
SINGLE ENGINE BEST RATE-OF-CLIMB SPEED

GEAR AND FLAPS UP
16000
14000
12000
1 0, 20
0 LBS
965 0
90 00
800 0
7000
6 00 0
T
EIGH
SW
GROS
10000
8000
6000
4000
2000
0
92
96
100
104
108
112
116
AIRSPEED - KCAS
FAA Approved

P/N FM-1002-FAA
6 - 13
-80
E
UR
SS
20

P/N FM-1002-FAA
0
00
00
24
16
TEMPERATURE - C
T)
(F
00
12
20
40
TI
AL
DE
TU
5
+3 37
+
0
80
-20
0
+2
40
-40
0
+1
E
PR
6000
60
L.
-30
-60
-10
-20
6500
7000
7500
BALKED LANDING CLIMB
S.
DEG (C)
I SA
6 - 14
REFERENCE LINE
REFERENCE LINE
EXAMPLE
TEMPERATURE = 10 DEG. C,
PRESSURE ALTITUDE = 8000 FT,
RATE
OFCLIMB
CLIMB
= 860
FT/MIN
RATE OF
= 860
FT/MIN
8500
9000
9500
10000

FLAPS DOWN 100%
LANDING GEAR DOWN
4. CLIMB
SPEED 92
KNOTS CAS
CLIMB SPEED
92 KNOTS
CAS
WEIGHT - LBS
8000
1.
2.
3.
4.
CONDITIONS
-500
10500
500
1000
1500
2000
2500
3000
00
0
0
00
FAA Approved
NORMAL LANDING APPROACH SPEED
CONDITIONS
1. FLAPS DOWN 100%
2. GEAR DOWN
3. POWER RETARDED MAINTAIN
800 FT/MIN DESCENT
MAXIMUM LANDING WEIGHT 9700
110
105
APPROACH SPEED - KCAS
100
95
90
85
80
6000
6500
7000
7500
8000
8500
9000
9500
10000
WEIGHT - LBS
FAA Approved

P/N FM-1002-FAA
6 - 15
20
0
+1

P/N FM-1002-FAA
o
0
+2
40
REFERENCE LINE
6000
60
7
+3
5
+3
0
-1
-2
TEMPERATURE - C
IS
(DEG C)
6500
7000
7500
WEIGHT - LBS
8000
8500
9000
9500
1.
2.
3.
4.
5.
1000
30
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
FLAPS DOWN 100%

GEAR DOWN
PAVED LEVEL DRY SURFACE RUNWAY
50 OBSTACLE
APPROACH SPEED INDICATED ON
APPROACH SPEED PLOT
10000
-5
0
5
10
15
20
25
TAIL HEAD
-20
REFERENCE LINE
0
800
6000
40 00
2000 L.
S.
AIR
S SU
PRE
T
R
PO
- FT
UDE
LTIT
A
E
REFERENCE LINE
-40
Retarded to maintain
an 800 ft/min descent.
100%
Down
See Normal Landing Approach
Speed graph.
Maximum
50-foot
The normal landing distance for 7000 pounds at an

airport altitude of 4000 feet, an air temperature of
o
o
17 C (ISA + 10 C) and a 15 knot headwind, is
1950 feet.
EXAMPLE:
Runway
Braking
Obstacle
Flaps
Landing Gear
Approach Speed
Power
NORMAL LANDING DISTANCE WITHOUT REVERSE
REFERENCE LINE
CONDITIONS:
TOTAL LANDING DISTANCE WITHOUT REVERSE - FT
6 - 16
TOTAL LANDING DISTANCE WITHOUT REVERSE - FT
0
-3
FAA Approved
STALL SPEEDS KCAS

POWER OFF
EXAMPLE
10500
WEIGHT =
9650 LB
10000
FLAP SETTING
= UP
METHOD
UP
DO
WN
FL
AP
S
9000
FLA
PS
WEIGHT - LBS
BANK ANGLE =
30 DEGREES
9500
8500
ENTER
WEIGHT HERE
8000
MOVE RIGHT
TO FLAP
SETTING
7500
MOVE DOWN
TO BANK
ANGLE, READ
STALL SPEED
= 98 KT
7000
130
120
AIRSPEED - KCAS
110
E
GL
N
A
K
60
AN
-D
EG
100
45
30
90
15
0
80
70
60
FAA Approved

P/N FM-1002-FAA
6 - 17
SECTION VII
FIELD LENGTH
TABLE OF CONTENTS
FIELD LENGTH.......................................................................................................................................... 1
ACCELERATE AND STOP DISTANCE ................................................................................................. 3
SINGLE ENGINE TAKE-OFF DISTANCE ............................................................................................. 4

P/N FM-1002
7-1
7-2

P/N FM-1002

o
C
ISA+37
o
0C
ISA+3
o
0C
ISA+2
o
0C
ISA+1
ISA
o
C
-10
I SA
o
C
-20
ISA
o
C
-30
I SA

P/N FM-1002
-20
7-3
20
o
TEMPERATURE - C
40
60
6000
8000
9000
GROSS WEIGHT - LBS
7000
NOTE: INCREASE THE DISTANCE

OBTAINED FROM THIS CHART
BY 12.5 PERCENT, BUT NOT
MORE THAN 645 FEET.
EXAMPLE:
The accelerate and stop distance for 8500
pounds at an airport altitude of 2000 feet, an
o
o
air temperature of 21 C (ISA+10 C) and a
reported 10-knot headwind is 3440 feet.
10000
-10
10,200 LBS
MAXIMUM
TAKE-OFF
WEIGHT
TA
IL
W
IN
D
REFERENCE LINE
-40
00
100
0
800
E
UD
6000
TIT
L
A
0
400
E
SUR
2000
RES
P
.
T
.L
R
S AIRPO
REFERENCE LINE
T
EE
-F
Power
Take-Off Power (to 101 knots CAS)
Flaps
Up
Landing Gear
Down
Braking
Maximum (after engine shutdown)
Runway
Paved, level, dry surface
Procedure
Apply take-off power to both engines
while holding brakes. Release brakes
and accelerate. After engine failure
at 101 knots (CAS), abandon the takeoff by closing throttles of both
engines and immediately
applying maximum braking.
REFERENCE LINE
FOR ABANDON TAKE-OFF SPEED OF 101 KNOTS CAS
ACCELERATE AND STOP DISTANCE

REFERENCE LINE
10
20
HEAD
WIND
30
1000
1500
2000
2500
3000
3500
4000
4500
5000
5500
6000
6500
7000
7500
8000
8500
9000
9500
10000
DISTANCE TO ACCELERATE TO 101 KNOTS CAS AND STOP - FT

DISTANCE TO ACCELERATE TO 101 KNOTS CAS AND STOP - FT
7-4

P/N FM-1002
Take-off power
Up
Down during ground operation;
Retraction initiated immediately after becoming airborne.
Paved, level, dry surface
Apply take-off power to both engines while holding brakes, release brakes, accelerate to 101
knots (CAS). Graph assumes engine failure at 101 knots (CAS). After engine failure, continue
take-off, feather propeller on inoperative engine, retract landing gear after airborne and climb out
at 101 knots (CAS).
POWER
FLAPS
LANDING GEAR
RUNWAY
PROCEDURE
SINGLE ENGINE TAKE-OFF DISTANCE
C
+10
ISA

P/N FM-1002
ISA
10
AIS
o C
0
-2
A
IS
o C
30
AIS
TEMPERATURE - C
20
40
60
6000
REFERENCE LINE
o
7C
ISA+3
RE
o
30 C
ISA+
SSU
8000
9000
GROSS WEIGHT - LBS
7000
-20
C
20
PRE
10,000 -10
-10
10000
10,200 LB
MAXIMUM TAILW
IN D
TAKE-OFF
WEIGHT
-40
+
ISA
AIR P O R T
DE
EE
AT IS
A+1 o
0 C
0
+3
ISA
T
AL
-F
OR
ATE
OF C
LIMB
00
100
0
800
60 0 0
4000
2 00 0 .
S .L
ZE R
NOTE:
Off-loading is recommended if gross
weight exceeds temperature limits
for single engine zero rate of climb
with landing gear down.
20
A+
IS
ITU
Power
Take-Off Power.
Flaps
Up.
Landing Gear Down during ground operation;
retraction initiated immediately
after becoming airborne.
Runway
Procedure
Apply take-off power to both engines
while holding brakes, release brakes,
accelerate to 101 knots (CAS). Graph
assumes engine failure at 101 knots (CAS).
After engine failure, continue take-off,
feather propeller on inoperative engine,
retract landing gear after airborne and
climb out at 101 knots (CAS).
SPEED AT ENGINE FAILURE = 101 KNOTS CAS
REFERENCE LINE
10
IN D
20
H E AD W
EXAMPLE:
For an airport at 2000 feet, a tempero
o
ature of 31 C (ISA+20 C), a take-off
weight of 7400 pounds, and a 10 knot
headwind, the total take-off distance
over a 50 foot obstacle is 2910 feet.
REVERENCE LINE
REFERENCE LINE
SINGLE ENGINE TAKE-OFF DISTANCE
30
1000
1500
2000
2500
3000
3500
4000
4500
5000
5500
6000
6500
7000
7500
8000
8500
9000
9500
10000
TOTAL TAKE-OFF DISTANCE OVER 50 OBSTACLE - FT
7-5
TOTAL TAKE-OFF DISTANCE OVER 50' OBSTACLE - FT
SECTION VIII
CRUISE CONTROL
TABLE OF CONTENTS
CRUISE CONTROL.................................................................................................................................... 1
INTRODUCTION TO CRUISE CONTROL............................................................................................. 3
TWIN ENGINE CRUISE CLIMB............................................................................................................. 6
RANGE - MAXIMUM CRUISE POWER ................................................................................................ 8
MAXIMUM CRUISE POWER ISA-30C ................................................................................................ 9
MAXIMUM CRUISE POWER ISA-20C .............................................................................................. 10
MAXIMUM CRUISE POWER ISA-10C .............................................................................................. 11
MAXIMUM CRUISE POWER ISA........................................................................................................ 12
MAXIMUM CRUISE POWER ISA+10C ............................................................................................. 13
RANGE - MAXIMUM RANGE POWER............................................................................................... 17
MAXIMUM RANGE POWER ISA-30C............................................................................................... 18
MAXIMUM RANGE POWER ISA ........................................................................................................ 21
MAXIMUM RANGE POWER ISA+10C.............................................................................................. 22
ENDURANCE TIME .............................................................................................................................. 26
DESCENT ............................................................................................................................................... 27
WIND COMPONENTS........................................................................................................................... 28
ISA CONVERSION ................................................................................................................................ 29
TEMPERATURE CORRECTION .......................................................................................................... 30
FUEL DENSITY TEMPERATURE VARIATION................................................................................. 31

P/N FM-1002
8-1
8-2

P/N FM-1002
SECTION VIII
INTRODUCTION TO CRUISE CONTROL
The graphs and tables on pages 8-7 through 8-27, present performance for flight planning at various power,
weight, altitude and temperature conditions. Cruise information is tabulated for maximum cruise and
maximum range powers, for altitudes from sea level to 28,000 feet. Graphs of range distance at maximum
cruise and maximum range powers and endurance time at maximum endurance power, are presented for
standard conditions on pages 8-8, 8-17 and 8-26. Graphs of cruise climb and descent time, fuel and range,
are presented on pages 8-7 and 8-27 respectively.
EXAMPLE:
Estimating flight time, block speed and fuel required, using tabulated and graphic cruise data.
CONDITIONS:
Distance
Cruise Altitude
Assumed OAT
Ramp Weight
Take-Off
Take-Off Airport Altitude
Landing Airport Altitude
800 Nautical Miles

16000 Feet
-7oC (ISA+10oC)
9705 Pounds
9640 Pounds
2000 Feet
3000 Feet
Enter the Twin Engine Cruise Climb Graph, page 8-7, at 16000 feet and 2000 feet at 9650 pounds and
apply the temperature correction for ISA+10oC, to obtain the following:
Time to climb from sea level to 16000 feet = 24 Minutes
Time to climb from sea level to 2000 feet = 2 Minutes
Time to climb from 2000 feet to 16000 feet = 22 Minutes
Fuel used during climb from sea level to 16000 feet = 217 Pounds
Fuel used during climb from sea level to 2000 feet = 21 Pounds
Fuel used during climb from 2000 feet to 16000 feet = 196 Pounds
Distance traveled during climb, sea level to 16000 feet = 75 N.M.
Distance traveled during climb, sea level to 2000 feet = 5 N.M.
Distance traveled during climb, 2000 feet to 16000 feet = 70 N.M.
Enter the maximum Cruise Power tabulation (ISA +10oC), Page 8-13 at 16000 feet.
Reading across to the right:

1.
2.
3.
Indicated outside air temperature (I.O.A.T.)

Engine torque at 1900 rpm in pound-feet
Fuel flow in pounds per hour
4.
5.
True airspeed (TAS) at 9000 pounds

True airspeed (TAS) at 8000 pounds
= -1oC, 31oF
= 901, Left and Right
= 234, Left
= 226, Right
= 460, Total
= 215 Knots
= 218 Knots

P/N FM-1002
8-3
NOTE 1:
Indicated OAT is corrected by the temperature correction on page 8-30, in determining true
outside air temperature (TOAT).
NOTE 2:
Cruise speed increases 1 knot for each 333 pounds of fuel consumed.
Enter the Descent graph, Page 8-27, at 16000 and 300 feet at 169 knots to obtain the following:
Time to descend from 16000 feet to sea level
Time to descend from 3000 feet to sea level
Time to descend from 16000 feet to 3000 feet
= 16 Minutes
= 3 Minutes
= 13 Minutes
Fuel used during descent, 16000 feet to sea level

Fuel used during descent, 3000 feet to sea level
Fuel used during descent, 16000 feet to 3000 feet
= 78 Pounds
= 16 Pounds
= 62 Pounds
Distance traveled during descent, 16000 feet to sea level

Distance traveled during descent, 3000 feet to sea level
Distance traveled during descent, 16000 feet to 3000 feet
= 50 N.M.
= 9 N.M.
= 41 N.M.
Distance traveled at cruise altitude = 800-41-70 = 689 N.M.

True airspeed at cruise altitude = 216 Knots
Time at cruise altitude = 689 div. by 216 = 3 Hours, 11 Minutes
Fuel used during cruise (3.19 Hours) (460) = 1467 Pounds
Determine flight time and block speed:
SEGMENT
Start, Taxi Run-up,
Take-Off Acceleration
Climb
Descent
Cruise
TOTAL
TIME
FUEL
DISTANCE
:00
:22
:14
3:11
3:47
55
196
62
1467
1780
0
70
41
689
800
Allowance for 45 minute fuel reserve = (.75 Hours) (460) = 345 Pounds.
Total fuel, including reserve = 2125 Pounds
Flight Time = 3 Hours, 47 Minutes
Block Speed = 211 Knots
8-4

P/N FM-1002

P/N FM-1002
8-5
8-6

P/N FM-1002
Original:
Fuel allowance for start, taxi, run-up, take-off and acceleration

to 140 knots CAS is 55 pounds. (Not included in fuel used to
climb).
Time to start, taxi run-up, take-off and accelerate to 140 knots

CAS not included in chart climb time.
For temperatures below standard atmospheric conditions (SA),

use data presented standard (ISA) day.
2.
3.
Torque 1315 lb-ft

RPM 2000
ITT 725oC
Engine Limits:
1.
NOTES:
SL 10000 FT
10000 20000 FT
20000 25000 FT
ABOVE 25000 FT
Cruise Climb Speed:
Time to Climb
18.5 min.
Fuel used in Climb 160 lbs.
Horizontal Distance 61 N.M.
Traveled During
Climb
For an initial climb weight of 9000 pounds, an altitude at the

end of climb of 16000 feet and air temperature of 7oC
(ISA+10oC), the:
EXAMPLE:
140 KCAS
120 KCAS
110 KCAS
100 KCAS
TWIN ENGINE CRUISE CLIMB
ALTITUDE - FT
ALTITUDE - FT

P/N FM-1002
TEMPERATURE - C
Original:
TEMPERATURE - C
8-7
10
20
10
20
30
40
50
TIME TO CLIMB - MINUTES
60
ISA+40
ISA+30
ISA+30
ISA+40
ISA+20
ISA+ 20
ISA+20
200
100
200
FUEL USED TO CLIMB - LBS
100
300
300
ISA+ 40
ISA+ 30
ISA+20
ISA+ 10
ISA+10
60
ISA+10
50
ISA0
40
10000
0
ISA
30
10000
ISA0
10000
10,200 LBS
9,650
9,000
8,000
7,000
TAKE-OFF WEIGHT
20000
20000
20000
10,200 LBS
9,650
9,000
8,000
7,000
TAKE-OFF WEIGHT
30000
30000
30000
TWIN ENGINE CRUISE CLIMB
100
50
100
DIST. TRAVELED
TO CLIMB - NAUTICAL MILES
50
150
150
10,200 LBS
9,650
9,000
8,000
7,000
TAKE-OFF WEIGHT
RANGE - MAXIMUM CRUISE POWER

STANDARD DAY
STANDARD DAY
ASS0CIATED CONDITIONS
1. Range plus 45 minute reserve.
2. Does not include distance to climb to altitude.
3. Fuel: Aviation kerosene.
4. Fuel: Density: 6.7 lb/gal.
EXAMPLE:
At 20,000 feet with average mission weight of
8000 pounds and 2050 pounds fuel the maximum
cruise power range is: 875 nautical miles.
60
00
EI
10 GH
,2 T
00 - P
UN
DS
30000
G
RO
SS
25000
20000
15000
10000
5000
0
REFERENCE LINE
384
2500
350
FUEL - LBS
250
1500
200
150
1000
100
500
50
0
0
100
200
300
400
500
600
700
800
900
1000 1100 1200 1300 1400 1500 1600 1700 1800
DISTANCE - NAUTICAL MILES
8-8

P/N FM-1002
Original:
FUEL - GALLONS
300
2000

P/N FM-1002
8-9
-10
-13
-17
-21
-25
-29
-32
-36
-40
-44
-49
-53
-57
-62
-66
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
SL
(FEET)
ALTITUDE
PRESSURE
-87
-79
-71
-63
-55
-48
-40
-33
-26
-19
-13
-6
14
IOAT
632
711
798
892
992
1098
1201
1291
1315
1315
1315
1315
1315
1315
1315
LB-FT
TORQUE
158
176
196
217
239
263
285
305
311
314
318
322
328
335
343
LEFT
FLOW
158
176
196
217
239
263
285
305
311
314
318
322
328
335
343
RIGHT
LB/HR
FUEL
316
352
392
434
478
526
570
610
622
628
636
644
656
670
686
TOTAL
124
136
149
160
171
181
189
196
198
202
204
206
207
207
206
CAS
181
192
203
211
218
223
226
227
223
220
216
212
207
201
195
TAS
10,000 LBS
132
141
152
163
173
182
190
197
199
202
205
207
208
208
208
CAS
194
201
209
216
222
226
229
229
225
222
218
214
209
203
197
TAS
9000 LBS
AIRSPEED
MAXIMUM CRUISE POWER ISA-30C

1900 RPM
135
147
156
166
174
183
190
198
202
204
206
208
208
208
208
CAS
199
208
214
220
224
227
229
231
228
224
219
215
209
203
197
TAS
8000 LBS
- KNOTS
141
150
158
167
174
184
192
200
203
205
208
208
208
208
208
CAS
207
213
217
222
224
228
231
233
230
225
221
215
209
203
197
TAS
7000 LBS
8 - 10

P/N FM-1002
-7
-11
-15
-18
-22
-26
-30
-34
-38
-43
-47
-52
-56
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
-3
2000
4000
SL
(FEET)
ALTITUDE
PRESSURE
-69
-61
-53
-45
-37
-30
-22
-15
-8
-1
13
19
26
33
IOAT
647
728
815
908
992
1067
1139
1209
1280
1315
1315
1315
1315
1315
1315
LB-FT
TORQUE
162
180
200
220
239
256
272
288
304
314
317
321
327
334
342
LEFT
FLOW
162
180
200
220
239
256
272
288
304
314
317
321
327
334
342
RIGHT
LB/HR
FUEL
324
360
400
440
478
512
544
576
608
628
634
642
654
668
684
TOTAL
123
136
149
161
170
178
184
191
196
199
203
205
207
207
207
CAS
184
196
207
216
221
224
225
226
225
222
219
215
211
205
199
TAS
10,000 LBS
132
141
152
163
171
178
185
192
197
200
203
206
208
208
208
CAS
198
205
214
221
225
227
228
228
227
224
221
217
213
207
201
TAS
9000 LBS
AIRSPEED

1900 RPM
135
147
156
165
173
180
185
191
198
202
205
207
208
208
208
CAS
204
213
219
225
227
229
228
228
229
227
222
218
213
207
201
TAS
8000 LBS
- KNOTS
141
150
158
167
173
180
187
193
200
204
206
208
208
208
208
CAS
212
218
222
227
228
230
230
230
231
228
224
219
213
207
201
TAS
7000 LBS

P/N FM-1002
8 - 11
-1
-5
-8
-12
-16
-20
-24
-29
-33
-37
-41
-46
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
2000
4000
11
SL
(FEET)
ALTITUDE
PRESSURE
-50
-42
-35
-27
-19
-12
-5
10
17
24
31
38
44
51
IOAT
662
736
808
869
933
998
1066
1130
1192
1257
1315
1315
1315
1315
1315
LB-FT
TORQUE
165
181
198
212
227
242
257
272
287
302
317
321
327
334
341
LEFT
FLOW
165
181
198
212
227
242
257
272
287
302
317
321
327
334
341
RIGHT
LB/HR
FUEL
330
362
396
424
454
484
514
544
574
604
634
642
654
668
682
TOTAL
124
135
146
156
163
171
178
185
190
195
200
203
205
206
206
CAS
189
199
208
214
217
220
222
223
223
222
221
217
213
208
202
TAS
10,000 LBS
132
140
150
159
165
173
179
185
191
196
201
204
207
208
208
CAS
203
209
215
220
222
224
225
226
225
224
223
219
215
210
204
TAS
9000 LBS
AIRSPEED

1900 RPM
135
146
154
161
168
174
180
185
191
198
203
205
208
208
208
CAS
209
217
221
224
225
226
227
226
225
226
225
221
216
210
204
TAS
8000 LBS
- KNOTS
141
149
156
163
169
174
181
187
193
199
205
207
208
208
208
CAS
217
222
225
226
227
226
227
228
227
227
226
222
217
210
204
TAS
7000 LBS
8 - 12

P/N FM-1002
-3
-7
-11
-15
-19
-23
-27
12000
14000
16000
18000
20000
22000
24000
-36
10000
28000
8000
-31
6000
26000
13
17
2000
4000
21
SL
(FEET)
ALTITUDE
PRESSURE
-32
-24
-17
-9
-2
13
20
27
35
41
49
56
63
69
IOAT
647
699
753
813
871
930
985
1040
1093
1152
1204
1261
1307
1315
1315
LB-FT
TORQUE
161
174
186
200
214
228
242
255
268
283
297
311
325
333
341
LEFT
FLOW
161
174
186
200
214
228
242
255
268
283
297
311
325
333
341
RIGHT
LB/HR
FUEL
322
348
372
400
428
456
484
510
536
566
594
622
650
666
682
TOTAL
120
129
138
148
157
164
171
177
182
188
194
197
203
206
206
CAS
187
194
201
208
213
216
217
218
218
218
218
215
215
212
206
TAS
10,000 LBS
129
136
143
151
160
166
173
178
184
190
195
198
205
208
208
CAS
203
206
210
215
218
220
221
221
221
221
220
217
217
214
208
TAS
9000 LBS
AIRSPEED
MAXIMUM CRUISE POWER ISA

1900 RPM
132
140
148
155
162
168
174
180
185
189
196
201
206
208
208
CAS
209
213
218
220
222
223
223
223
222
220
221
220
219
214
208
TAS
8000 LBS
- KNOTS
138
144
151
157
164
170
174
180
186
192
197
203
208
208
208
CAS
217
219
222
223
225
225
223
223
223
223
222
222
220
214
208
TAS
7000 LBS

P/N FM-1002
8 - 13
23
19
15
11
-1
-5
-9
-13
-17
-22
-26
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
27
2000
4000
31
SL
(FEET)
ALTITUDE
PRESSURE
-14
-7
16
23
31
38
45
52
59
66
73
80
87
IOAT
604
650
698
748
800
851
901
949
995
1046
1094
1138
1177
1213
1239
LB-FT
TORQUE
153
164
176
188
201
213
226
238
250
264
277
290
303
316
328
LEFT
FLOW
153
164
176
188
201
213
226
238
250
264
277
290
303
316
328
RIGHT
LB/HR
FUEL
306
328
352
376
402
426
452
476
500
528
554
580
606
632
656
TOTAL
---
121
130
139
147
156
162
169
175
180
185
191
195
197
202
CAS
---
187
194
199
204
210
211
212
213
212
212
212
210
206
205
TAS
10,000 LBS
124
130
137
144
151
159
165
171
176
182
187
192
196
198
203
CAS
200
202
205
208
211
215
215
216
216
215
215
214
212
208
207
TAS
9000 LBS
AIRSPEED
MAXIMUM CRUISE POWER ISA+10C

1900 RPM
127
134
141
149
155
162
167
173
178
183
186
192
197
201
205
CAS
204
207
211
215
217
218
218
218
217
217
214
214
213
211
209
TAS
8000 LBS
- KNOTS
131
139
145
152
157
163
169
173
177
184
189
194
198
203
207
CAS
211
216
217
219
220
220
220
219
217
218
217
216
214
213
210
TAS
7000 LBS
8 - 14

P/N FM-1002
33
29
25
21
17
13
-4
-8
-12
-16
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
36
2000
4000
40
SL
(FEET)
ALTITUDE
PRESSURE
11
18
26
33
41
48
55
62
69
77
84
91
98
104
IOAT
555
594
635
680
725
772
815
858
899
945
986
1022
1047
1066
1079
LB-FT
TORQUE
143
153
164
175
187
199
211
222
234
247
259
271
282
293
303
LEFT
FLOW
143
153
164
175
187
199
211
222
234
247
259
271
282
293
303
RIGHT
LB/HR
FUEL
286
306
328
350
374
398
422
444
468
494
518
542
564
586
606
TOTAL
---
---
121
129
137
146
153
159
165
172
177
182
185
189
191
CAS
---
---
183
189
194
199
203
204
205
207
206
205
203
201
198
TAS
10,000 LBS
119
124
130
136
143
150
157
163
168
174
179
183
187
191
193
CAS
195
197
198
200
203
206
209
209
209
210
209
208
206
203
200
TAS
9000 LBS
AIRSPEED

1900 RPM
121
127
133
140
148
154
160
165
170
175
180
184
186
190
194
CAS
198
201
203
207
211
212
212
212
212
211
210
209
205
203
201
TAS
8000 LBS
- KNOTS
124
131
139
145
151
156
162
167
171
175
181
185
189
192
195
CAS
204
208
212
213
215
215
215
214
213
211
211
210
208
205
202
TAS
7000 LBS

P/N FM-1002
8 - 15
50
46
42
38
34
30
26
22
18
14
10
-2
-6
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
SL
(FEET)
ALTITUDE
PRESSURE
21
28
35
43
50
58
65
72
80
87
94
101
108
115
122
IOAT
504
538
574
612
652
693
735
771
803
839
870
897
914
930
943
LB-FT
TORQUE
134
143
153
164
175
186
198
208
218
230
241
251
261
271
281
LEFT
FLOW
134
143
153
164
175
186
198
208
218
230
241
251
261
271
281
RIGHT
LB/HR
FUEL
268
286
306
328
350
372
396
416
436
460
482
502
522
542
562
TOTAL
---
---
---
119
127
135
142
150
156
161
167
171
175
177
180
CAS
---
---
---
178
183
188
192
195
197
197
198
197
195
192
189
TAS
10,000 LBS
114
118
123
129
134
141
147
154
159
164
169
174
177
180
183
CAS
191
191
192
193
195
197
199
201
202
201
201
200
197
195
192
TAS
9000 LBS
AIRSPEED

1900 RPM
115
120
126
132
138
146
152
157
162
167
171
175
178
181
184
CAS
193
194
196
198
201
204
205
205
205
204
203
202
199
196
193
TAS
8000 LBS
- KNOTS
118
123
130
137
143
149
154
159
164
168
172
174
178
182
185
CAS
197
199
202
206
207
209
209
208
207
206
204
201
199
197
194
TAS
7000 LBS
8 - 16

P/N FM-1002
52
48
44
40
36
32
28
24
20
16
12
4000
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
56
2000
28000
60
SL
(FEET)
ALTITUDE
PRESSURE
38
46
53
60
68
75
82
89
97
104
111
118
125
132
139
IOAT
452
483
516
550
584
618
649
678
704
732
758
782
799
811
821
LB-FT
TORQUE
134
144
154
164
174
184
193
202
212
222
232
241
251
260
254
LEFT
FLOW
134
144
154
164
174
184
193
202
212
222
232
241
251
260
254
RIGHT
LB/HR
FUEL
268
288
308
328
348
368
386
404
424
444
464
482
502
520
508
TOTAL
---
---
---
---
117
124
128
135
140
147
153
156
161
165
167
CAS
---
---
---
---
172
175
179
182
183
185
187
186
185
184
181
TAS
10,000 LBS
109
113
117
122
127
132
137
143
148
153
159
163
166
170
173
CAS
186
186
186
187
188
188
189
190
190
191
192
190
189
187
184
TAS
9000 LBS
AIRSPEED

1900 RPM
109
114
119
124
130
136
142
148
152
157
161
165
168
171
174
CAS
187
187
188
190
192
194
195
197
196
195
195
193
191
188
186
TAS
8000 LBS
- KNOTS
111
116
122
128
135
141
146
150
155
159
163
167
170
172
174
CAS
189
191
193
196
199
201
201
200
199
198
197
195
192
190
186
TAS
7000 LBS
RANGE - MAXIMUM RANGE POWER

STANDARD DAY
STANDARD DAY
1. Range plus 45 minute reserve.
2. Does not include distance to climb to altitude.
25000
00
70
800
0
9 00
96 50
GRO
SS W
EIGH
T-L
10,20
B
0
30000
EXAMPLE:
At 20,000 feet with average mission weight of
8000 pounds and 2000 pounds fuel the maximum
range is 1038 nautical miles.
60
00
20000
15000
10000
5000
0
REFERENCE LINE
384
2500
350
FUEL - LBS
250
1500
200
150
1000
100
500
50
0
0
100
200
300
400
500
600
700
800
900
1000 1100 1200 1300 1400 1500 1600 1700 1800
DISTANCE - NAUTICAL MILES

P/N FM-1002
8 - 17
FUEL - GALLONS
300
2000
8 - 18

P/N FM-1002
-23
-27
-31
-35
-39
-43
-47
-50
-54
-58
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
-66
-20
4000
28000
-16
2000
-62
-12
S.L.
26000
-86
-79
-72
-66
-59
-52
-45
-38
-31
-24
-17
-10
-3
11
I.O.A.T.
FEET
Pressure
Altitude
---
711
735
725
720
721
718
708
705
695
733
740
748
769
786
FT-LB
TORQUE
PER
ENGINE
---
176
185
185
187
191
194
196
201
210
218
226
235
247
259
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
136
142
143
145
149
151
152
153
158
161
164
166
171
174
KNOTS
CAS
---
634
638
630
630
623
621
616
618
606
639
646
657
672
687
FT-LB
TORQUE
PER
ENGINE
---
159
161
161
164
165
168
171
176
183
190
197
206
216
226
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
133
137
138
141
143
145
147
149
153
156
159
162
166
169
KNOTS
CAS
564
560
556
558
556
543
538
542
548
561
570
580
596
606
616
FT-LB
TORQUE
PER
ENGINE
142
143
145
147
150
150
153
158
163
171
178
185
195
204
214
LB/HR
FUEL
FLOW
PER ENG
8000 LBS
MAXIMUM RANGE POWER ISA-30C

1900 RPM
129
130
132
135
137
137
139
142
145
148
151
154
158
161
164
KNOTS
CAS
482
484
486
476
468
464
468
474
482
494
507
515
527
543
557
FT-LB
TORQUE
PER
ENGINE
126
128
131
132
134
136
140
145
151
159
167
174
183
194
204
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
123
125
128
129
130
131
134
137
140
143
146
149
152
156
159
KNOTS
CAS

P/N FM-1002
8 - 19
-17
-21
-25
-29
-33
-36
-40
-44
-48
-52
-56
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
-9
4000
8000
-6
2000
-13
-2
S.L.
6000
-68
-61
-54
-48
-41
-34
-27
-20
-13
-6
15
22
29
I.O.A.T.
FEET
Pressure
Altitude
---
727
746
734
730
723
717
715
712
730
745
745
754
774
794
FT-LB
TORQUE
PER
ENGINE
---
180
189
189
191
192
195
200
203
212
221
228
237
250
261
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
135
141
143
145
147
149
151
152
156
161
162
165
170
173
KNOTS
CAS
---
640
648
638
634
629
624
622
624
640
650
654
662
676
694
FT-LB
TORQUE
PER
ENGINE
---
162
164
164
166
167
170
174
178
186
193
200
208
218
228
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
132
136
138
140
142
144
146
148
152
156
158
161
165
168
KNOTS
CAS
568
568
561
558
555
550
550
552
558
570
579
588
600
614
624
FT-LB
TORQUE
PER
ENGINE
145
145
146
148
150
153
156
161
166
174
181
188
198
207
217
LB/HR
FUEL
FLOW
PER ENG
8000 LBS

1900 RPM
127
129
131
133
135
137
139
141
144
148
151
154
157
160
163
KNOTS
CAS
488
488
488
488
484
476
478
482
490
502
516
524
532
546
563
FT-LB
TORQUE
PER
ENGINE
127
129
132
135
137
139
143
148
153
161
170
177
186
195
206
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
122
124
127
129
130
132
134
136
139
143
146
149
152
155
158
KNOTS
CAS
8 - 20

P/N FM-1002
-3
-7
-11
-15
-19
-23
-26
-30
-34
-38
-42
-45
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
2000
S.L.
4000
-50
-43
-36
-29
-23
-16
-9
-2
12
19
26
33
40
47
I.O.A.T.
FEET
Pressure
Altitude
---
730
755
743
735
738
736
745
737
742
751
761
756
759
771
FT-LB
TORQUE
PER
ENGINE
---
186
191
191
193
197
200
207
211
217
225
234
239
248
258
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
133
140
141
143
147
149
153
154
157
160
164
164
166
169
KNOTS
CAS
---
647
660
650
643
642
640
644
642
647
655
660
664
671
682
FT-LB
TORQUE
PER
ENGINE
---
165
167
167
169
171
174
179
184
189
196
203
210
219
228
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
131
136
137
139
142
144
147
149
152
155
158
160
163
166
KNOTS
CAS
577
578
570
570
564
564
560
561
566
576
582
587
600
618
631
FT-LB
TORQUE
PER
ENGINE
148
149
149
151
153
156
160
164
170
177
183
190
199
209
219
LB/HR
FUEL
FLOW
PER ENG
8000 LBS

1900 RPM
126
129
130
133
135
137
139
141
144
147
150
152
156
160
163
KNOTS
CAS
496
494
491
490
486
482
485
490
496
504
516
529
538
551
573
FT-LB
TORQUE
PER
ENGINE
130
131
133
136
139
141
146
151
156
164
171
180
188
198
209
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
121
124
126
128
129
131
133
136
139
142
145
148
151
154
158
KNOTS
CAS

P/N FM-1002
8 - 21
18
15
11
-1
-5
-9
-12
-16
-20
-24
-28
-31
-35
S.L.
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
-32
-25
-18
-11
-4
10
17
23
30
37
44
51
58
65
I.O.A.T.
FEET
Pressure
Altitude
---
---
---
762
745
738
748
756
752
757
758
760
763
773
773
FT-LB
TORQUE
PER
ENGINE
---
---
---
197
197
199
204
210
216
221
228
235
243
253
262
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
---
---
142
143
145
148
152
153
157
159
162
163
167
168
KNOTS
CAS
---
664
662
662
652
646
655
658
659
660
661
663
670
675
679
FT-LB
TORQUE
PER
ENGINE
---
170
170
171
172
174
179
183
189
193
199
205
213
221
230
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
131
134
137
139
141
144
147
149
152
154
157
159
162
164
KNOTS
CAS
579
589
579
573
576
579
582
583
582
586
588
592
600
608
610
FT-LB
TORQUE
PER
ENGINE
MAXIMUM RANGE POWER ISA

1900 RPM
150
152
152
153
157
161
165
170
174
180
186
192
201
209
217
LB/HR
FUEL
FLOW
PER ENG
8000 LBS
124
129
130
132
135
137
140
142
145
147
149
152
155
157
160
KNOTS
CAS
506
502
500
500
505
506
501
500
502
510
516
526
542
552
559
FT-LB
TORQUE
PER
ENGINE
133
134
136
139
143
147
150
155
160
166
173
181
190
199
208
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
121
123
125
128
131
133
134
136
138
141
144
147
151
153
156
KNOTS
CAS
8 - 22

P/N FM-1002
28
25
21
17
13
-2
-6
-10
-14
-18
-21
-25
S.L.
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
-13
-6
14
21
28
35
42
49
55
62
69
76
83
I.O.A.T.
FEET
Pressure
Altitude
---
---
698
748
761
744
730
742
769
761
766
773
770
768
771
FT-LB
TORQUE
PER
ENGINE
---
---
176
188
201
201
202
210
219
224
232
240
246
254
263
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
---
130
139
143
144
144
148
154
155
159
161
163
165
168
KNOTS
CAS
---
---
674
666
661
651
648
654
670
667
668
674
672
670
673
FT-LB
TORQUE
PER
ENGINE
---
---
175
175
175
176
179
185
191
196
202
209
215
222
230
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
---
134
136
138
140
142
145
149
151
154
156
158
160
163
KNOTS
CAS
601
589
588
579
574
579
593
590
588
593
596
597
596
597
602
FT-LB
TORQUE
PER
ENGINE
156
154
155
156
158
162
168
172
177
183
189
195
202
209
217
LB/HR
FUEL
FLOW
PER ENG
8000 LBS
MAXIMUM RANGE POWER ISA+10C

1900 RPM
126
127
130
131
133
136
140
142
144
147
149
151
153
155
158
KNOTS
CAS
515
506
501
507
516
515
515
515
515
518
523
530
530
529
535
FT-LB
TORQUE
PER
ENGINE
136
136
138
142
146
150
154
159
163
169
176
183
190
196
205
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
121
122
124
127
131
133
135
137
139
141
144
146
148
150
152
KNOTS
CAS

P/N FM-1002
8 - 23
27
23
19
15
12
-4
-7
-11
-15
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
35
2000
31
39
S.L.
4000
12
19
25
32
39
46
53
60
67
74
80
87
94
101
I.O.A.T.
FEET
Pressure
Altitude
---
---
---
---
725
760
743
725
732
760
773
773
777
779
786
FT-LB
TORQUE
PER
ENGINE
---
---
---
---
187
207
208
208
214
226
235
242
250
259
269
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
---
---
---
137
144
145
145
148
154
158
160
163
165
168
KNOTS
CAS
---
---
---
---
670
660
650
644
650
666
674
674
678
680
686
FT-LB
TORQUE
PER
ENGINE
---
---
---
---
180
180
182
185
190
198
205
211
218
226
235
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
---
---
---
138
139
141
143
146
150
153
155
158
160
163
KNOTS
CAS
---
---
596
586
578
572
576
594
598
597
597
597
602
608
616
FT-LB
TORQUE
PER
ENGINE
---
---
159
160
160
163
168
175
180
185
191
197
204
213
222
LB/HR
FUEL
FLOW
PER ENG
8000 LBS

1900 RPM
---
---
129
131
132
134
137
141
144
146
148
150
153
155
158
KNOTS
CAS
519
512
494
500
508
524
522
520
524
521
520
519
524
530
536
FT-LB
TORQUE
PER
ENGINE
139
139
140
142
147
153
157
161
166
171
177
182
190
198
207
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
120
122
123
125
128
133
134
136
139
140
142
144
146
149
152
KNOTS
CAS
8 - 24

P/N FM-1002
37
33
29
25
22
18
14
10
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
37
44
50
57
64
71
78
85
92
99
106
---
---
---
---
735
752
728
723
746
768
777
777
---
41
4000
112
779
28000
45
2000
119
FT-LB
---
49
S.L.
TORQUE
PER
ENGINE
26000
I.O.A.T.
FEET
Pressure
Altitude
---
---
---
---
---
---
198
219
217
221
231
243
252
260
269
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
---
---
---
---
---
142
147
147
148
153
158
162
164
166
KNOTS
CAS
---
---
---
---
---
---
664
654
642
642
658
674
678
678
680
FT-LB
TORQUE
PER
ENGINE
---
---
---
---
---
---
188
190
191
196
204
213
220
227
235
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
---
---
---
---
---
141
142
144
146
150
154
157
159
161
KNOTS
CAS
---
---
---
---
588
578
568
568
580
594
602
605
604
606
609
FT-LB
TORQUE
PER
ENGINE
---
---
---
---
165
166
168
173
179
186
193
200
206
214
222
LB/HR
FUEL
FLOW
PER ENG
8000 LBS

1900 RPM
---
---
---
---
132
133
134
137
141
144
147
150
152
154
156
KNOTS
CAS
---
---
512
504
496
500
514
522
522
523
528
536
538
542
545
FT-LB
TORQUE
PER
ENGINE
---
---
144
145
146
151
157
163
168
173
179
187
194
202
210
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
---
---
123
124
126
128
132
135
138
140
142
145
147
149
151
KNOTS
CAS

P/N FM-1002
8 - 25
39
35
32
28
24
20
17
10000
12000
14000
16000
18000
20000
22000
62
69
75
82
89
96
103
110
---
---
---
---
---
704
732
729
742
---
43
8000
117
759
28000
47
6000
124
782
---
51
4000
131
784
26000
55
2000
138
FT-LB
---
59
S.L.
TORQUE
PER
ENGINE
24000
I.O.A.T.
FEET
Pressure
Altitude
---
---
---
---
---
---
---
---
212
222
232
240
252
265
273
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
---
---
---
---
---
---
---
140
147
150
154
158
164
165
KNOTS
CAS
---
---
---
---
---
---
---
---
651
641
643
655
666
678
684
FT-LB
TORQUE
PER
ENGINE
---
---
---
---
---
---
---
---
197
200
205
212
221
230
238
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
---
---
---
---
---
---
---
143
145
147
151
154
158
160
KNOTS
CAS
---
---
---
---
---
591
578
567
562
570
585
594
596
601
610
FT-LB
TORQUE
PER
ENGINE
---
---
---
---
---
172
173
175
178
185
193
200
207
215
224
LB/HR
FUEL
FLOW
PER ENG
8000 LBS

1900 RPM
---
---
---
---
---
134
135
136
137
140
144
148
150
152
155
KNOTS
CAS
---
---
---
517
505
493
488
498
512
520
520
522
527
537
553
FT-LB
TORQUE
PER
ENGINE
---
---
---
150
151
152
155
161
168
174
180
186
194
203
213
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
---
---
---
125
126
126
128
131
135
138
140
142
145
148
151
KNOTS
CAS
ENDURANCE TIME
MAXIMUM ENDURANCE POWER
EXAMPLE:
For a pressure altitude of 8000 feet, an
average mission weight of 8000 pounds
and 1000 pounds fuel, the maximum
endurance time is: 2 hours 45 minutes,
at 105 knots CAS.
STANDARD DAY
1. Endurance plus 45 minute reserve.
30000
6000
7000
9000
9650
8000
20000
10,200
GROSS WEIGHT - LB
25000
MAXIMUM
ENDURANCE SPEED
AVERAGE CALIBRATED
WEIGHT AIRSPEED
-POUNDS
-KNOTS
10,200
119
9650
116
9000
112
8000
105
7000
99
6000
92
15000
10000
5000
0
REFERENCE LINE
384
2500
350
FUEL - LBS
250
1500
200
150
1000
FUEL - GALLONS
300
2000
100
500
50
0
00:00
01:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
MAXIMUM ENDURANCE TIME - HOURS:MINUTES
8 - 26

P/N FM-1002
ALTITUDE - FT
0
30
5000
5000
5
10
15
20
25
TIME TO DESCEND - MINUTES
10000
10000
15000
20000
25000
30000
MAINTAIN POWER REQUIRED TO DESCEND AT 1000 FT/MIN
20
8O
R
16
9K
N
OT
S
(CA
S)
15000
20000
25000
30000
NO
TS
(
CA
S)
50
100
150
FUEL USED DURING DESCENT - LBS
16
9K

P/N FM-1002
200
5000
10000
15000
20000
25000
30000
AS)
50
100
DIST. TRAVELED DURING
DESCENT - NAUTICAL MILES
16
9
K
NOT
S (C
DESCENT
20
8
(C
AS
)
OT
S
KN
AS)
NO
TS
(C
208
K
8 - 27
ALTITUDE - FT
150
WIND COMPONENTS
o
80
60
70
50
60
55
o
40
PA
TH
50
FL
IG
H
30
20
o
10
o
0
AN
45
TI
O
N
EC
W
IN
IR
35
ET
W
EE
30
G
LE
25
AN
WIND VELOCITY - KTS
40
20
15
10
5
0
0
10
15
20
25
30
35
40
WIND COMPONENT PARALLEL TO FLIGHT PATH - KTS
8 - 28

P/N FM-1002
ISA CONVERSION
PRESSURE ALTITUDE VS OUTSIDE AIR TEMPERATURE
35000
30000
25000
20000
15000
10000
30
0C
+4
ISA
20
0C
+3
ISA
10
0C
+2
ISA
0C
+1
ISA
ISA
C
-10
ISA
-20
ISA
-20
C
-30
ISA
-30
5000
0
-80
-70
-60
-50
-40
-10
0
o
TEMPERATURE - C

P/N FM-1002
40
50
60
8 - 29
TEMPERATURE CORRECTION
TRUE OAT = INDICATED OAT - T
12
11
TEMPERATURE CORRECTION, T - C
9
8
ES
SU
RE
AL
25 TIT
,00 UD
0
E20
FE
,00
ET
0
15
,00
0
10
,00
0
5,
00
0
S.
L.
10
PR
6
5
4
3
2
1
0
40
8 - 30
60
80
100
120
140
160
AIRSPEED - KCAS
180
200

P/N FM-1002
220
240
FUEL DENSITY TEMPERATURE VARIATION

OF AVERAGE AVIATION FUELS
7.4
7.3
7.2
AVIA
TIO
N
7.1
7.0
6.9
K ER
OSE
N
E
JET
A
SPECIFIC WEIGHT - LBS/U.S. GAL.
6.8
6.7
JET
B
6.6
& JE
T A1
(JP4)
6.5
6.4
6.3
6.2
AVI
ATI
ON
GAS
OLE
NE
6.1
6.0
5.9
5.8
5.7
5.6
5.5
5.4
5.3
5.2
5.1
5.0
-50
-40
-30
-20
-10
10
o
TEMPERATURE - C
20

P/N FM-1002
30
40
50
8 - 31
SECTION IX
WEIGHT AND BALANCE
TABLE OF CONTENTS
WEIGHT AND BALANCE ......................................................................................................................................................1

WEIGHT AND BALANCE REPORT....................................................................................................................................3
WEIGHT AND BALANCE LOADING FORM.....................................................................................................................4
LOADING INSTRUCTIONS.................................................................................................................................................4
SEATING CONFIGURATION ..............................................................................................................................................6
PASSENGER CONFIGURATION ........................................................................................................................................6
BAGGAGE.............................................................................................................................................................................7
AIRLINE SEATING CONFIGURATION .............................................................................................................................8
NOSE BAGGAGE..................................................................................................................................................................8
CARGO LOADING................................................................................................................................................................9
CABIN CARGO .....................................................................................................................................................................9
USABLE FUEL, WEIGHTS & MOMENTS ........................................................................................................................10
GROSS WEIGHT MOMENT LIMITS.................................................................................................................................11
AIRCRAFT EQUIPMENT LIST..................................................................................................................... APPENDIX A
AVIONICS EQUIPMENT LIST...................................................................................................................... APPENDIX B

P/N FM-1002
9-1
9-2

P/N FM-1002
Original:February 24, 1999
DYNAMIC AVIATION GROUP, INC.

Box 7, Bridgewater VA 22812
WEIGHT AND BALANCE REPORT

SERIAL NO:
DATE: ______________
_______________________
REGISTRATION NO: _______________________

PREPARED BY:
STRUT POSITION
_______________________
NOSE
MAIN
EXTENDED
29.4
176.2
FORWARD
83.5
COMPRESSED
30.7
178.3
AFT
195.5
REACTION
WHEEL-JACK POINTS
SCALE
READING
JACK POINT LOCATION
TARE
NET WEIGHT
ARM
MOMENT
LEFT MAIN
RIGHT MAIN
SUB-TOTAL
NOSE
TOTAL (as weighed)
SPACE BELOW PROVIDED FOR ADDITIONAL AND SUBTRACTIONS TO AS WEIGHED CONDITION
Remove
EMPTY WEIGHT (Without Seats)

USEFUL LOAD
Add
EMPTY WEIGHT (With Seats)

USEFUL LOAD
Prepared by
A&P

P/N FM-1002
9-3
WEIGHT AND BALANCE LOADING FORM

SERIAL NO:
REGISTRATION NO:
DATE:
PAYLOAD COMPUTATIONS
ITEM
WEIGHT
MOM/100
ITEM
PASSENGERS (OR CARGO)
WEIGHT
NO.
LOCATION (ROW, F.S., etc)
MOM/100
BASIC EMPTY WEIGHT

CREW (NO.)
CREWS BAGGAGE
EXTRA EQUIPMENT
BASIC OPERATING EQUIPMENT
(BOW)
TAKE-OFF FUEL __________Gal.
AIRPLANE WT. - TOTAL
PAYLOAD TOTAL
BAGGAGE
CABINENT CONTENTS
TOTAL PAYLOAD
TAKEOFF CONDITION
LESS FUEL
__________Gal.
LANDING CONDITION
LOADING INSTRUCTIONS
It is the responsibility of the airplane operator to insure that the airplane is properly loaded. At the time of certification,
the necessary weight and balance data was provided for the operator to compute individual loadings with minimum
effort. All subsequent changes in weight and balance are the responsibility of the airplane owner/operator.
The Basic Empty Weight and Moment of the Airplane at the time of certification is shown on the Aircraft empty Weight
and Balance Form. Useful Load items which may be loaded into the Airplane are shown on the Useful Load Weights
and Moments Tables. The Minimum and Maximum Moments approved by the FAA are shown on the Gross Weight
Moment Limits Graph. These Moments correspond to the forward and aft Center of Gravity flight limits for a particular
weight. All Moments are divided by 100 to simplify computations.
COMPUTING PROCEDURE
1.
Record the Basic Empty Weight and Moment from the Aircraft Empty Weight and Balance Form (or from the
latest superseding form). The moment must be divided by 100 to correspond to Useful Load Moments.
2.
Record the weight and corresponding moment of each item to be carried.
3.
Total the weight column and moment column. The total weight must not exceed the maximum allowable gross
weight and the total moment must be within the minimum and maximum moments shown on the gross Weight
Moment Limits Graph.
4.
Determine the weight and corresponding moment of fuel to be burned by subtracting the amount on board on
landing from the amount on board at take-off.
9-4

P/N FM-1002
5.
Subtract the weight and moment of fuel to be burned from the take-off weight and moment. The landing moment
must be within the minimum and maximum moments shown on Gross Weight Moment Limits Graph for that
weight. If the total moment is less than the minimum moment allowed, useful load items must be shifted aft or
forward load items reduced. If the total moment is greater than the maximum moment allowed, useful load items
must be shifted forward or aft load items reduced. If the quantity or location of load items is changed, the
calculations must be revised and the moments rechecked.

P/N FM-1002
9-5
SEATING CONFIGURATION
PASSENGER CONFIGURATION
9-6

P/N FM-1002
WEIGHT & MOMENTS

PILOT or
CO-PILOT
F.S. 129
FWD. FACING SEATING
AFT
COMP.
PASSENGER SEAT
PASSENGER SEAT
F.S. 174
F.S. 209
F.S. 243
WEIGHT
80
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
350
360
370
380
390
400
CLUB SEATING
F.S. 279
F.S. 168
F.S. 212
JUMP
SEAT
F.S. 245
134
151
168
185
202
218
235
252
269
286
302
319
336
353
370
386
403
420
437
454
470
487
504
521
538
554
571
588
605
622
638
655
672
170
191
212
233
254
276
297
318
339
360
382
403
424
445
466
488
509
530
551
572
594
615
636
657
678
700
721
742
763
784
806
827
848
196
221
245
270
294
319
343
368
392
417
441
466
490
514
539
564
588
613
637
662
686
711
735
760
784
809
833
858
882
907
931
956
980
PASSENGER SEAT
MOMENT/100
103
116
129
142
155
168
181
194
206
219
232
245
258
271
284
297
310
323
335
348
361
374
387
400
413
426
439
452
464
477
490
503
516
139
157
174
191
209
226
244
261
278
296
313
331
348
365
383
400
418
435
452
470
487
505
522
540
557
574
592
609
626
644
661
679
696
167
188
209
230
251
272
293
314
334
355
376
397
418
439
460
481
502
523
543
564
585
606
627
648
669
690
711
732
752
773
794
815
836
194
219
243
267
292
316
340
365
389
413
437
462
486
510
535
559
583
608
632
656
680
705
729
753
778
802
826
851
875
899
923
948
972
223
251
279
307
335
363
391
419
446
474
502
530
558
586
614
642
670
698
725
753
781
809
837
865
893
921
949
977
1004
1032
1060
1088
1116
BAGGAGE
WEIGHT
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
F.S. 70
F.S. 275
MOMENT/100
7
14
21
28
35
42
49
56
63
70
77
84
91
98
105
112
119
126
28
55
83
110
138
165
193
220
248
275
303
330
358
385
413
440
468
495
WEIGHT
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
350
F.S. 70
F.S. 275
MOMENT/100
133
140
147
154
161
168
175
182
189
196
203
210
217
224
231
238
245

P/N FM-1002
523
550
578
605
633
660
688
715
743
770
798
825
853
880
908
935
963
9-7
WEIGHT & MOMENTS

AIRLINE SEATING CONFIGURATION
PILOT OR
CO-PILOT
AIRLINE SEATING
-HIGH DENSITY-
F.S. 129
F.S. 158
ROW I
103
116
129
142
155
168
181
194
206
219
232
245
258
271
284
297
310
323
335
348
361
374
387
400
413
426
439
452
464
477
490
503
516
126
142
158
174
190
205
221
237
253
269
284
300
316
332
348
363
379
395
411
427
442
458
474
490
506
521
537
553
569
585
600
616
632
WEIGHT
CHAIR PASSENGER
F.S. 188
F.S. 218
ROW II
ROW III
AFT
COMP.
F.S. 248
ROW IV
F.S. 279
ROW V
198
223
248
273
298
322
347
372
397
422
446
471
496
521
546
570
595
620
645
670
694
719
744
768
794
818
843
868
893
918
942
967
992
223
251
279
307
335
363
391
419
446
474
502
530
558
586
614
642
670
698
725
753
781
809
837
865
893
921
949
977
1004
1032
1060
1088
1116
MOMENT/100
80
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
350
360
370
380
390
400
150
169
188
207
226
244
263
282
301
320
338
357
376
394
414
432
451
470
489
508
526
545
564
583
602
620
639
658
677
696
714
733
752
174
196
218
240
262
283
305
327
349
371
392
414
436
458
480
501
523
545
567
589
610
632
654
676
698
719
741
763
785
807
828
850
872
NOSE BAGGAGE
9-8
WEIGHT
F.S. 70
MOMENT/100
WEIGHT
F.S. 70
MOMENT/100
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
7
14
21
28
35
42
49
56
63
70
77
84
91
98
105
112
119
126
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
350
133
140
147
154
161
168
175
182
189
196
203
210
217
224
231
238
245

P/N FM-1002
WEIGHT & MOMENTS

CARGO LOADING
CABIN CARGO
WEIGHT
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375
400
425
450
475
500
525
550
575
600
625
650
675
700
725
750
775
800
825
850
875
900
925
950
975
1000
A
H-ARM 152
B
H-ARM 168
38
76
114
152
190
228
266
304
342
380
418
456
494
532
570
608
646
684
342
760
42
84
126
168
210
252
294
336
378
420
462
504
546
588
630
672
714
756
798
840
882
924
966
1008
1050
1092
1134
1176
1218
1260
1302
1344
1386
1428
1470
1512
1554
1596
1638
1680
CABIN COMPARTMENT
C
D
H-ARM 186
H-ARM 206
MOMENT/100
47
52
93
103
140
155
186
206
233
258
279
309
326
361
372
412
419
464
465
515
512
567
558
618
605
670
651
721
698
773
744
824
791
876
837
927
884
979
930
1030
977
1082
1023
1133
1070
1185
1116
1236
1163
1288
1209
1339
1256
1391
1302
1442
1349
1494
1395
1545
1442
1597
1488
1648
1535
1700
1581
1751
1628
1803
1674
1854
1721
1906
1767
1957
1814
2009
1860
2060
E
H-ARM 226
F
H-ARM 245
57
113
170
226
283
339
396
452
509
565
622
678
735
791
848
904
961
1017
1074
1130
61
123
184
245
306
368
429
490
551
613
674
735
796
858
919
980

P/N FM-1002
9-9
9 - 10
5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
125
130
135
140
145
150
155
160
165
170
175
180
185
GAL.S
6.0 LB/GAL
WEIGHT MOMENT
100
30
39
60
77
90
114
120
152
150
189
180
227
210
265
240
303
270
342
300
381
330
422
360
462
390
502
420
543
450
582
480
623
510
663
540
702
570
743
600
785
630
827
660
872
690
918
720
965
750
1019
780
1070
810
1121
840
1173
870
1224
900
1274
930
1325
960
1373
990
1424
1020
1472
1050
1523
1080
1572
1110
1624
6.5 LB/GAL
WEIGHT MOMENT
100
33
42
65
83
98
124
130
165
163
205
195
246
228
287
260
328
293
370
325
413
358
457
390
500
423
544
455
588
488
631
520
675
553
718
585
761
618
805
650
850
683
896
715
945
748
995
780
1046
813
1104
845
1159
878
1214
910
1271
943
1326
975
1380
1008
1436
1040
1488
1073
1543
1105
1595
1138
1650
1170
1703
1203
1759
6.70 LB/GAL
WEIGHT MOMENT
100
34
44
67
86
101
128
134
170
168
212
201
253
235
296
268
338
302
381
335
426
367
471
402
516
436
561
469
606
503
651
536
696
570
740
603
785
637
830
670
876
704
923
737
974
771
1026
804
1078
838
1138
871
1195
905
1251
938
1310
972
1367
1005
1422
1039
1479
1072
1534
1106
1590
1139
1644
1173
1700
1206
1755
1240
1813
190
195
200
205
210
215
220
225
230
235
240
245
250
255
260
265
270
275
280
285
290
295
300
305
310
315
320
325
330
335
340
345
350
355
360
365
370
GAL.S
6.0 LB/GAL
WEIGHT MOMENT
100
1140
1674
1170
1730
1200
1783
1230
1836
1260
1887
1290
1940
1320
1993
1350
2044
1380
2094
1410
2142
1440
2188
1470
2232
1500
2279
1530
2323
1560
2369
1590
2416
1620
2465
1650
2514
1680
2562
1710
2611
1740
2664
1770
2715
1800
2768
1830
2820
1860
2870
1890
2920
1920
2969
1950
3022
1980
3074
2010
3114
2040
3172
2070
3219
2100
3262
2130
3305
2160
3352
2190
3398
2220
3444
USABLE FUEL, WEIGHTS & MOMENTS

6.5 LB/GAL
WEIGHT MOMENT
100
1235
1814
1268
1874
1300
1932
1333
1989
1365
2044
1398
2102
1430
2159
1463
2215
1495
2269
1528
2321
1560
2371
1593
2418
1625
2469
1658
2517
1690
2567
1723
2618
1755
2671
1788
2724
1820
2776
1853
2829
1885
2886
1918
2942
1950
2999
1983
3055
2015
3109
2048
3264
2080
3217
2113
3274
2145
3330
2178
3384
2210
3437
2243
3488
2275
3534
2308
3581
2340
3631
2373
3681
2405
3731
6.70 LB/GAL
WEIGHT MOMENT
100
1273
1869
1307
1931
1340
1991
1374
2051
1407
2107
1441
2167
1474
2225
1508
2283
1541
2339
1575
2392
1608
2444
1642
2492
1675
2544
1709
2594
1742
2646
1776
2699
1809
2753
1843
2808
1876
2861
1910
2917
1943
2975
1977
3032
2010
3091
2044
3149
2077
3205
2111
3261
2144
3316
2178
3374
2211
3433
2245
3488
2278
3542
2312
3594
2345
3643
2379
3691
2412
3742
2446
3794
2479
3846
WEIGHT & MOMENTS

P/N FM-1002
GROSS WEIGHT MOMENT LIMITS
CENTER OF GRAVITY INCHES AFT OF

ENVELOPE BASED ON THE FOLLOWING WEIGHT AND CENTER OF GRAVITY LIMIT DATA
(LANDING GEAR DOWN)
WEIGHT CONDITION
10200 POUNDS (MAXIMUM TAKE-OFF)
9700 POUNDS (MAXIMUM LANDING)
7850 POUNDS OR LESS
9650 POUNDS
FORWARD CG LIMIT
ARM
MOM/100
152.3
15535
150.6
14608
144.7
11359
150.4
14514

P/N FM-1002
AFT CG LIMIT
ARM
MOM/100
159.2
16238
160.2
15539
160.4
12591
160.4
15479
9 - 11
9 - 12

P/N FM-1002
BEECHCRAFT KING AIR 65-A90-1 and -4

AIRCRAFT EQUIPMENT LIST (Appendix A)
AIRCRAFT SERIAL NO.
_________
REGISTRATION NO. _________
STATUS OF EQUIPMENT: X = Installed in Airplane
DATE
0 = Not Installed in Airplane
ITEM
WEIGHT
ARM
2. Full Feathering, Three-Bladed, Reversing Propeller System
(a)
Two Hartzell HC-B3TN-3 or HC-B3TN-3B Hubs With Hartzell

T10173E-8 Aluminum Alloy Blades and Hartzell C-3065 Spinner
125
49.0
(b)
Two Primary Propeller Governors, Woodward 210599 With Auto

Feathering
3 ea.
59.0
(c)
Two Overspeed Propeller Governors, Woodward 201588 With Auto

Feathering
3 ea.
59.0
101. Fuel Pumps (Electric)
(a)
Two Transfer Pumps, Beech 50-389094-3 or 50-921697-3 or Globe

25140-164A143
2 ea.
185.0
(b)
Two Main Boost Pumps, Beech 50-380177-9 or 90-920028-11
3 ea.
122.0
11.5 ea.
102.0
31 ea.
109.0
102. Oil Radiators
(a)
Two Engine Oil Radiators, Harrison 8536068
104. Starter-Generators
(a)
Two Starter-Generators, Lear 23048
201. Main Wheel Assemblies
(a)
Two Multiple Disk Brake Assemblies, Beech 50-300010-119
22 ea.
178.0
(b)
Two 7.50 X 10 Type III Wheel Assemblies, Beech 50-300010-133
16 ea.
178.0
202. Main Wheel Tires
(a)
Two 8.50 X 10 (8-Ply) Rim Inflation, Tubeless Tires
24 ea.
178.0
(b)
Two 8.50 X 10 (8-Ply) Tires With Regular Tubes
25 ea.
178.0
65-A90-1 and -4 Pilot's Operating Manual 10,200 LBS

P/N FM-1002
Page 1 of 6

AIRCRAFT SERIAL NO.
_________
DATE
ITEM
WEIGHT
ARM
32.0
203. Nose Wheel Assembly
(a)
One 6.50 X 10 Type III Wheel Assembly, Beech 50-300011-41
204. Nose Wheel Tire
(a)
One 6.50 X 10 (6-Ply) Rim Inflation, Tubeless Tire
17
32.0
(b)
One 6.50 X 10 (6-Ply) Tire with regular tube
18
32.0
301. Generators (See Item 104)
302. Battery
(a)
One 24-Volt Lead Acid Battery, 6381E
80
147.0
(b)
One 24-Volt Nickel Cadmium Battery, Marathon MA-5
80
147.0
.5 ea
156.0
2.4
60.0
303. Landing Lights
(a)
Four Sealed Beam Lamps, General Electric 4596
(b)
Pulselite Control Unit - Precise 2400-25-4-4
304. Anti-Collision Lights
(a)
Rotating Beacon (Belly) - Whelen 01-0770029-31
175.0
(b)
Rotating Beacon (Tail) - Whelen 01-0770029-31
407.0
2.8 ea.
108.0
305. Voltage Regulators
(c)
Two Generator Control Boxes - Lear 51509-002 R

P/N FM-1002
Page 2 of 6

AIRCRAFT SERIAL NO.
_________
DATE
ITEM
WEIGHT
ARM
401. Approved Flight Manual
(a)
9650 Pound Gross Weight FAA Approved Flight Manual
402. Cabin Heater System
(a)
One Combustion Heater, Janitrol C10D40
23
72.0
(b)
One Blower Vane Axial Fan, M4861H-1A
44.0
(c)
One Heater Combustion Vane Axial Fan, 500702-2873
51.0
(d)
One Heater Fuel Pump, 3026A or 73C65 or 99-381002-3
157.0
(e)
One Heater Igniter Unit, 11C30
74.0
403. Cabin Air Conditioning System
(a)
Evaporator Assembly (Evaporator and Blower)
13
303.0
(b)
Condenser Assembly (Condenser, Compressor, Reciever/dryer, & Fan)
46
308.0
405. Oxygen System (Optional)
(a)
One Oxygen Regulator -63 CU. FT.- SCOTT 8883 (Optional)
(b)
One Oxygen Cylinder - 63 CU. FT.- (Optional)
27
72.0
(c)
274.5
(d)
27
279.0
(e)
27
296.5

P/N FM-1002
Page 3 of 6

AIRCRAFT SERIAL NO.
_________
DATE
ITEM
WEIGHT
ARM
28 ea.
131.0
2 ea.
54.0
406. Seats
(a)
Two Cockpit Seats, 50-534390-47 and -48 or Later P/N
501. Propeller
(a)
Six Electro-Thermal Boots, Goodrich 4E1188-3 or 4E1188-4
(b)
Two Slip Ring Assemblies, Goodrich 4E1454 or 4E1555
(c)
Two Brush Block Assemblies, Goodrich 4E1387 or 4E1311
(d)
One Electronic Timer, Goodrich 3E1150 or 3E1150-3
180.0
502. Wing and Empennage
(a)
One LH Wing Boot, Goodrich 23S-2014-11-1
146.0
(b)
One RH Wing Boot, Goodrich 23S-2014-11-2
146.0
(c)
Two Horizontal Stabilizer Boots, Goodrich 23S-2014-9-1
3 ea.
347.0
(d)
One Vertical Stabilizer Boot, Goodrich 23S-2014-10-1
380.0
(e)
One LH Outboard Wing Boot, Beech 50-380139-5
148.0
(f)
One RH Outboard Wing Boot, Beech 50-380139-6
148.0
(g)
One Regulator Valve, Bendix 38E59-4A
191.0
(h)
One Distribution Valve, Bendix 1532-3A
179.0

P/N FM-1002
Page 4 of 6

AIRCRAFT SERIAL NO.
_________
DATE
ITEM
WEIGHT
ARM
(i)
Two Check Valves, Dukes 3210-00-1
(j)
One Suction Relief Valve, Airborne Mech. 133A13
164.0
(k)
One Ejector, Bendix 19E17-6
184.0
12
108.0
503. Windshield
(a)
Two Electro-Thermal Windshields, Beech 50-420069-1 and -2
504. Engine and Engine Accessories
(a)
Two Engine Air Inlet Electro-Thermal Boots, Beech 50-389028
(b)
Two Electrically Heated Fuel Tank Outlets, Electrofilm EE-366 R & L
150.0
505. Miscellaneous
(a)
One Electrically Heated Pitot Tube, AN5812-1
601. Emergency Static Air Valve
(a) One Emergency Static Air Valve, Beech 50-324280

Special Equipment
(a)
RH Front Cabin Seat
23
168.0
(b)
LH Front Cabin Seat
23
168.0
(c)
RH Middle Seat
23
210.0
(d)
LH Middle Seat
23
210.0

P/N FM-1002
Page 5 of 6

AIRCRAFT SERIAL NO.
_________
DATE
ITEM
WEIGHT
ARM
(e)
RH Rear Seat
23
243.0
(f)
RH Front Cabin Partition
14
158.0
(g)
LH Front Cabin Partition
158.0
(h)
RH Aft Cabin Partition
251.0
(i)
Fire Extinguisher (Under Co-Pilot Seat), H&R RT A1200
3.5
131.0

P/N FM-1002
Page 6 of 6

AVIONICS EQUIMENT LIST (Appendix B)
SERIAL
REGISTRATION
DATE
INSTALLED
AVIONICS
WEIGHT
ARM
KMT 112 Mag. Azimuth Transmitter (Pilot)
0.3
364.0
KA 51A Slave Accy. (Pilot)
0.3
104.0
KA 51B Slave Accy. (Pilot)
0.3
104.0
KSG 105 Directional Gyro
4.3
78.0
KMT 112 Mag. Azimuth Transmitter (Co-Pilot)
0.3
368.0
KA 51A Slave Accy. (Copilot)
0.3
104.0
KA 51B Slave Accy. (Copilot)
0.3
104.0
KG 102A Directional Gyro
4.8
66.1
101.4
2.9
101.4
KDI 573 DME Indicator
0.8
103.0
KDA 692 RMI/ADF Adapter
1.9
53.0
KTU 709 DME Tacan
5.2
77.5
KN 72 VOR/LOC Converter
1.3
53.0
KY 196 Comm. (#1)
3.2
100.8
KY 196 Comm. (#2)
3.2
100.8
KNS 81T Area Nav
100.0
KN 53 Nav
100.1
KMA 24H
1.7
102.3
KMA 24H
1.7
102.3
KR 87 ADF
3.2
100.1
KR 21 Marker
0.6
102.0
KNI 582 RMI (Pilot)
101.7
KNI 582 RMI (Copilot)
101.7
0.7
102.5
KA 44 ADF Antenna
182.0
KA 60 DME Antenna
0.3
173.0
37R-2U Comm #1 Antenna
3.1
221.0
DMC-70-1 Comm. #2 Antenna (Straight)
0.7
130.1
DMC-70-1 Comm. #2 Antenna (Bent)
0.7
136.0
#1 COMPASS SYSTEM
#2 COMPASS SYSTEM
KI 525A HSI
200-5 Directional Gyro
NAV-COMM SYSTEMS
MD 41-448 GPS Annunciation Control Unit

P/N FM-1002
page 1 of 3

SERIAL
REGISTRATION
DATE
AVIONICS
INSTALLED
WEIGHT
ARM
Balance Loop Nav Antenna
4.5
385.0
Rams Horn Nav Antenna
3.6
163.0
208.1
KI 250 Radar Altimeter
0.9
102.2
KA 131 Radar Altimeter Antenna
0.9
209.5
KA 26 Marker Antenna
0.5
118.0
KA 22 Glideslope Antenna
0.25
27.0
GNC-300XL GPS/Comm.
2.4
102.0
GA-56 GPS Antenna
0.3
150.0
SPA-400 Intercom
0.3
102.8
KA-39 Voltage Converter (Used With GNC-300XL)
1.2
83.0
KI 204 VOR Indicator
1.7
101.7
KSA 372 Yaw Servo
4.8
345.3
KSM 375 Servo Mount, Yaw
2.2
345.3
Yaw Bracket
2.5
345.3
KSA 372 Roll Servo
4.8
187.2
KMS 375 Servo Mount, Roll
2.2
187.2
Roll Bracket
1.8
187.2
KS 270 Pitch Servo
2.2
328.7
KM 275 Servo Mount, Pitch
328.7
Pitch/Trim Bracket
328.7
2.2
333.1
KM 275 Servo Mount, Pitch Tirm
333.1
Pitch/Trim Bracket
333.1
KVG 350 Gyro
6.8
70.5
KAS 297 Altitude Selector
1.2
102.1
KA 141 A/P Monitor
69.5
KCI 310 FCI
101.3
KPI 553A PNI
4.4
101.2
KAP 315 Annunciator Panel
1.4
104.1
KC 290 Mode Controller
0.5
122.5
KC 291 Yaw Controller
0.1
122.5
NAV-COMM SYSTEMS (Cont.)
KRA 10 Radar Altimeter R/T
FLIGHT DIRECTOR / AUTO PILOT SYSTEM
KS 272 Pitch Trim Servo

P/N FM-1002
page 2 of 3

SERIAL
REGISTRATION
DATE
AVIONICS
INSTALLED
WEIGHT
ARM
KCP299 A/P Computer
4.9
72.5
KDC 298 Air Data Computer
1.7
73.5
KA 136 Trim Monitor
0.5
68.5
KRG 331 Rate Gyro
0.5
175.0
IP 1376 Weather Radar Indicator
11
100.0
RT 1352 Weather Radar R/T
15
55.0
AS 3451 Weather Radar Antenna
25.0
KT 76A Transponder (#1 System)
3.1
100.5
KT 76A Transponder (#2 System)
3.1
100.5
KA 60 XPDR Antenna
0.3
115.0
KA 60 XPDR Antenna
0.3
101.0
SSD120 Encoder (#1 System)
0.8
72.0
SSD120 Encoder (#2 System)
0.8
67.5
102.6
VA 100
3.2
62.0
KDA 688 Dual Super Flag Adapter
0.75
59.7
KMT 112 Bracket
0.4
366.0
Avionics Shelf
2.4
70.6
PC 17A Inverter
15
171.0
PC 17A Inverter
15
171.0
KG 258 Gyro
3.1
101.6
N.A.T. NPX 138N VHF/FM Tranceiver
3.1
135.0
N.A.T. NPX 138N VHF/FM Tranceiver
3.1
137.0
N.A.T. AMS 43 Audio Panel
139.0
N.A.T. AMS 43 Audio Panel
141.0
Comm Ant. CI 171-1 VHF/FM Antenna
0.8
160.0
0.8
206.0
0.8
250.0
FLIGHT DIRECTOR / AUTO PILOT SYSTEM (Cont.)
RADAR
TRANSPONDER
KEA 346 Encode Altimeter

MISCELLANEOUS

P/N FM-1002
page 3 of 3
SECTION X
SERVICING
TABLE OF CONTENTS
SERVICING ................................................................................................................................................. 1
INTRODUCTION TO SERVICING.......................................................................................................... 3
GROUND HANDLING ............................................................................................................................... 3
TOWING.................................................................................................................................................... 3
PARKING .................................................................................................................................................. 3
CONTROL LOCKS ................................................................................................................................... 3
CONTROL LOCKS (DIAGRAM) ........................................................................................................... 3
TIE-DOWN................................................................................................................................................ 4
AIRCRAFT SERVICING ........................................................................................................................... 4
EXTERNAL POWER ................................................................................................................................ 4
BATTERY ................................................................................................................................................. 4
LANDING GEAR ...................................................................................................................................... 4
TIRES ..................................................................................................................................................... 4
SHOCK STRUTS .................................................................................................................................... 5
BRAKE SYSTEM .................................................................................................................................... 5
BRAKE WEAR (DIAGRAM)................................................................................................................... 5
OIL SYSTEM............................................................................................................................................. 5
CLEANING AND INSPECTING THE OIL FILTER .............................................................................. 6
OIL FILTER (DIAGRAM) ...................................................................................................................... 6
CHANGING THE ENGINE OIL ............................................................................................................ 6
FUEL SYSTEM ......................................................................................................................................... 7
FUEL HANDLING PRACTICES ........................................................................................................... 7
FUEL GRADES AND TYPES................................................................................................................. 8
FILLING THE TANKS ........................................................................................................................... 8
DRAINING FUEL SYSTEM ................................................................................................................... 8
ENGINE FUEL FILTERS....................................................................................................................... 9
CHANGING PESCO FUEL PUMP FILTER (EVERY 100 hours) ........................................................ 9
INSTRUMENT VACUUM AIR ................................................................................................................ 9
SERVICING THE OXYGEN SYSTEM .................................................................................................... 9
MISCELLANEOUS MAINTENANCE................................................................................................... 10
AIRCRAFT FINISH CARE ................................................................................................................... 10
SURFACE DEICE BOOT CLEANING................................................................................................... 10
CLEANING PLASTIC WINDOWS ........................................................................................................ 10
INTERIOR CARE.................................................................................................................................... 11
HEATER FUEL FILTER ELEMENT CLEANING................................................................................. 11
FUEL BRANDS AND TYPE DESIGNATIONS..................................................................................... 12
APPROVED LUBRICATION OILS FOR THE PT6A-20 ENGINE ....................................................... 13
LAMP REPLACEMENT CHART........................................................................................................... 14
CONSUMABLE MATERIALS CHART................................................................................................. 15
LUBRICATION CHART......................................................................................................................... 16
SHEET 1 ............................................................................................................................................... 16

P/N FM-1002
10 - 1
SHEET 2 ............................................................................................................................................... 17
SHEET 3 ............................................................................................................................................... 18
SHEET 4 ............................................................................................................................................... 19
SHEET 5 ............................................................................................................................................... 20
SHEET 6 ............................................................................................................................................... 21
10-2

P/N FM-1002
SECTION X
SERVICING
INTRODUCTION TO
SERVICING
The purpose of this section is to outline the
requirements for maintaining the 65-A90-1 & -4
in a condition at least equal to that of its original
manufacture. This information sets the time
frequency intervals in which the airplane should
be taken to the Parts and Service Outlet for
periodic servicing or preventive maintenance.
The Federal Aviation Regulations place the
responsibility for the maintenance of this
airplane on the owner and operator, who should
ensure that all maintenance is done by qualified
mechanics in conformity with all airworthiness
requirements established for this airplane.
All limits, procedures, safety practices, time
limits, servicing and maintenance requirements
contained in this manual are considered
mandatory.
GROUND HANDLING
TOWING
The tow bar connects to the upper torque knee
fitting of the nose strut. The airplane is steered
with the tow bar when moving the airplane by
hand or an optional tow bar is available for
towing the airplane with a tug. Although the tug
will control the steering of the airplane, someone
should be positioned in the pilots seat to operate
the brakes in case of an emergency. Always
ascertain that the control locks are removed
before towing the airplane as serious damage can
occur to the steering linkage if towed with a tug
with the rudder locks installed. The nose gear
strut has turn radius warning marks to warn the
tug driver when structure limits of the gear will
be exceeded. Damage will occur to the nose gear
and linkage if the turn radius is exceeded. When
ground handling the airplane, do not use the
propellers or control surfaces as hand holds, to
push or move the airplane.
PARKING
The parking brakes can be set by pulling out the
parking brake handle and depressing the pilots
brake pedals. Do not attempt to lock the parking
brake by applying force to the parking brake
handle; it controls a valve only, and cannot apply
pressure to the brake system. To release the
brakes, depress pedals to equalize pressure on
the brake lines, and then push the parking brake
handle in.
NOTE
Do not set the parking brakes during low
temperatures when an accumulation of
moisture may cause the brakes to freeze,
or when they are hot from severe use.
CONTROL LOCKS
The control lock, consisting of two pins and a Ushaped clamp connected together by a chain,
holds the power quadrant controls, and the
elevator, aileron, and rudder in the neutral
position. Install the clamp over the power
quadrant and the pins in the control column and
rudder pedals. Due to the possibility of an
attempt to taxi or fly the airplane with the power
quadrant clamp removed and the control surface
lock pins installed, it is important that all three
locks be installed or removed at the same time,
never leaving the power quadrant unlocked
when
CONTROL LOCKS (DIAGRAM)

P/N FM-1002
10 - 3
any of the control surfaces are locked. The

power quadrant clamp is installed over the
power quadrant levers to prevent movement.
The control lock pin is installed vertically from
above, through pilots control column assembly.
The largest of the two pins is installed through
the pilots rudder pedals to hold the rudders in
neutral. A placard attached to the chain displays
the proper installation procedure.
TIE-DOWN
Three mooring eyes are provided, one on each
wing and one on the tail. To moor the airplane,
chock the wheels fore and aft, install the control
lock and tie the airplane down at all three points.
Avoid over tightening the rear line and pulling
the nose of the airplane up so far that wind will
create lift on the wings. If extreme weather is
anticipated, it is advisable to nose the airplane
into the wind. Install engine inlet and exhaust
covers and pitot mast covers when mooring the
aircraft.
To tie down your aircraft securely, use the
following steps:
1.
2.
3.
4.
Chock the wheels fore and aft.

Install the control locks.
Tie each wing with a nylon line or chain
through its mooring eye.
Tie the tail with a nylon line or chain
through the mooring eye in the ventral fin.
AIRCRAFT SERVICING
EXTERNAL POWER
The aircraft electrical system is protected against
damage from an external power source with
reversed polarity by a relay and diodes in the
external power circuit. The external power
receptacle is located just outboard of the nacelle
in the right center section. The receptacle is
designed for a standard AN type plug. To supply
power for ground checks or to assist in starting,
a ground power source capable of delivering a
continuous load of 300 amperes and up to 1000
amperes for .1 second is required. Observe the
following precautions when using an external
power source.
1.
10-4
2.
3.
Before connecting an external power unit,

ensure that a battery is installed in the
aircraft and that the battery switch is ON.
All other electrical and avionics equipment
should be turned OFF to prevent damage
from transient voltage spikes.
If the unit does not have a standard AN
plug, check the polarity and connect the
positive lead from the external power unit to
the center post and the negative lead to the
front post of the airplanes external power
receptacle. The small pin of the receptacle
must be supplied with +24 VDC to close the
external power relay that provides
protection against damage by reversing
polarity.
BATTERY
The 24-volt Nickel-Cadmium battery or optional
Lead-Acid battery will provide years of reliable
service; however, careful maintenance is
required to obtain this service. Nickel cadmium
batteries are significantly different from lead
acid batteries. When service is required, it is
recommended it be serviced by qualified
personnel.
LANDING GEAR
TIRES
The 65-A90-1 & -4, approved at 10,200 lbs., is
equipped with 8.50 x 10, 10 ply, tubeless tires on
the main gear wheels and a 6.50 x 10, 6 ply,
tubeless tire on the nose gear.
CAUTION
Tires that have picked up a fuel or oil
film should be washed down as soon as
possible with a detergent solution to
prevent contamination of the rubber.
Maintaining proper tire inflation will help to
avoid damage from landing shock and contact
with sharp stones and ruts, and will minimize
tread wear. When inflating the tires, inspect them
for cuts, cracks, breaks, and tread wear. The main
tires should be inflated between 52 and 60 psi and
the nose tire between 50 and 55 psi.
Use only an auxiliary power source that is

negatively grounded. If the polarity of the
power source is unknown, determine the
polarity with a voltmeter before connecting
the unit to the airplane.
P/N FM-1002
SHOCK STRUTS
OIL SYSTEM
To check the fluid level in the landing gear

shock absorbers, deflate the strut by releasing the
air through the valve, then remove the filler
valve adapter. The fluid level should be at the
bottom of the valve standpipe with the struts
fully compressed. If the level is low, add MILH-5606 hydraulic fluid to reach the standpipe,
work the strut slightly to eliminate any trapped
air, then add more fluid as necessary.
Servicing the engine oil system primarily

involves maintaining the engine oil at the proper
level, inspecting and cleaning the filter element,
and changing the oil at the proper intervals. The
filter element should be cleaned at 200-hour
intervals. The interval for changing the oil is
dependent upon the aircraft utilization. For
typical utilization (50 hours per month or less)
change the oil each 400 hours or 9 months,
whichever occurs first. For high utilization
(more than 50 hours per month), change the oil
each 800 hours (1200 hours with 5 Centistoke
oils) or 9 months.
WARNING
Release the air pressure entirely
before removing the valve adapter.
With the airplane empty except for fuel and oil,
inflate the nose strut with dry air or nitrogen
until the piston is extended 3 to 3-1/2 inches and
the main strut until the piston is extended 3
inches.
BRAKE SYSTEM
Brake system servicing is limited primarily to
maintaining the hydraulic fluid level in the
reservoir mounted in the upper right corner of
the nose radio compartment. A dip stick is
provided for measuring the fluid level. When
the reservoir is low on fluid, add a sufficient
quantity of MIL-H-5606 hydraulic fluid to fill
the reservoir to the full mark on dipstick. The
BRAKE WEAR (DIAGRAM)
only other requirement related to servicing

involves the wheel brakes themselves. Brake
lining adjustment is automatic, eliminating the
need for periodic adjustment of the brake
clearance. With the parking brake set, check
brake wear periodically to assure that dimension
A in the Brake Wear illustration does not
reach zero. When it reaches zero, refer to the
BEECHCRAFT Servicing and Maintenance
Instructions for King Air brakes and wheels.
CAUTION
Do not mix different brands of oil when
adding oil between oil changes, for
different brands of oil may be
incompatible because of the difference in
their chemical structure.
The oil tank is provided with an oil filler neck
and quantity dipstick cap which protrude
through the accessory gearcase at the eleven
oclock position. The dipstick is marked in U.S.
quarts and indicates the amount of oil required to
fill the tank. Access to the dipstick cap is gained
by opening the aft engine cowl. Service the oil
system with oil as specified in the Consumable
Materials Chart. Do not mix the oil brands. Oil
Tank capacity is 2.3 U.S. gallons with 5 quarts
measured on the dipstick as usable, for adding
purposes. When a dry engine is first serviced it
will require approximately 5 quarts in addition to
tank capactiy to fill the lines and cooler, giving a
total system capacity of 14 quarts. The engine
will trap approximately 1.5 quarts which cannot
be drained; therefore, when performing an oil
change, refill the system with 12 quarts and add
additional oil based on the dipstick reading.
CAUTION
Spilled oil should be removed
immediately to prevent possible tire
contamination or damage.
CAUTION
Ensure oil cap is properly in place: Loss
of oil due to improperly installed caps has
required engine shutdowns more than any
other reason.

P/N FM-1002
10 - 5
brand of oil throughout the system.

Completely drain the aircraft oil system
and again remove the oil filter and
immerse it in the new brand of oil.
Refill the aircraft oil system as
indicated below. This will thoroughly
purge the system of the oil to prevent
chemical interaction between it and the
new brand.
CLEANING AND INSPECTING THE

OIL FILTER
The engine oil filter is located under the square
cover plate at the three oclock position of the
compressor inlet case and just behind the aft fire
seal. The filter may be cleaned as follows:
1. Remove the four self-locking nuts and
plain washers securing the filter cover to
the compressor inlet case. Remove the
cover and withdraw the element from the
filter housing.
2. Agitate the element for five minute in clean,
unused solvent.
3. Dry the element with clean filtered air or
allow to stand until dry.
4. Visually inspect and repeat the cleaning
process if required. The filter should be
inspected at 100-hour intervals. Inspect the
filter element with a magnifying glass. If
more than 5% of the visible passages is
blocked, the element must be cleaned and
inspected at an approved overhaul facility.
If dents or broken wires are found in the
filter element screen, the filter element must
be replaced. Each time the filter is removed
for cleaning or inspection, the O ring seal
inside the perforated flange must be
replaced.
1.
2.
3.
4.
5.
6.
7.
OIL FILTER (DIAGRAM)
To gain access to the oil drain plug, remove

the fiberglass duct from around the oil
cooler and remove the metal bypass duct
immediately aft of the oil cooler.
Unsafety and remove the drain plug from
the oil cooler and drain the oil into a
container.
Remove the cotter pin from the oil plug
retaining pin.
Position the oil drain funnel under the oil
plug.
Remove the drain plug retaining pin and
pull the drain plug from the engine. Allow
all oil to drain from the engine.
Remove the forward engine cowling and
unsafety and remove the drain plug from
the nose case. Refer to Section 4 of the
Shop Manual for removal of the lower
forward cowling.
With all the drain plugs removed, motor the
engine over with the starter only (no
ignition) to permit the scavenge pumps to
clear the engine.
CAUTION
Limit motoring to the time required to
accomplish the above because of the
limited lubrication available to the
engine during this operation. To
prevent damage to the fuel control unit,
leave the condition lever in IDLE CUTOFF while motoring the engine.
8.
CHANGING THE ENGINE OIL

CAUTION
When changing to a different brand of
oil, completely drain the aircraft oil
system as indicated in the procedure
below. Remove the oil filter and
immerse it in the brand of oil to be
used. Reinstall the oil filter and drain
plugs. Fill the system to the proper
level, and ground run the engines for 20
minutes to thoroughly circulate the new
10-6
Install a new, or serviced oil filter element

as described in INSPECTING THE OIL
FILTER.
9. Coat a new O ring seal with engine oil
and install it on the engine drain plug.
10. Insert the drain plug into the engine and
install the plug retaining pin. Make sure a
new cotter pin is installed in the drain plug
retaining pin.
11. Reinstall and safety the nose case drain
plug. Reinstall the forward cowlings.
12. Reinstall and safety the oil cooler drain
plug.
CAUTION

P/N FM-1002
Damage to the threads will result if the

drain plug is tightened to a torque
exceeding 15 to 20 inch-pounds. Apply
MIL-P-17232, Type A, Class 2, antiseize compound to the drain plug prior
to reinstallation.
13. Fill the engine with the correct amount and
type of oil as specified in CONSUMABLE
MATERIALS CHART.
14. Motor the engine over, with the starter only
long enough to get an oil pressure reading.
CAUTION
Do not exceed the starter motor
operating time limits (See Limitations
Section).
15. Check the engine for oil leaks.
16. Refill the engine to the proper level.
17. Reinstall the metal bypass duct immediately
aft of the oil cooler with the retaining
screws and reinstall the fiberglass duct
around the oil cooler on the lower cowl.
FUEL SYSTEM
FUEL HANDLING PRACTICES
All hydrocarbon fuels contain some dissolved
and some suspended water. The quantity of
water contained in the fuel depends on
temperature and the type of fuel. Kerosene, with
its higher aromatic content, tends to absorb and
suspend more water than aviation gasoline.
Along with the water, it will suspend rust, lint
and other foreign materials longer. Given
sufficient time, these suspended contaminants
will settle to the bottom of the tank. However,
the settling time for kerosene is five times that of
aviation gasoline. Due to this fact, jet fuels
require good fuel handling practices to assure
that the 65-A90-1 & -4 is serviced with clean
fuel. If recommended ground procedures are
carefully followed, solid contaminants will settle
and free water can be reduced to 30 parts per
million (ppm), a value that is currently accepted
by the major airlines. Since most suspended
matter can be removed from the fuel by
sufficient settling time and proper filtration, they
are not a major problem. Dissolved water has
been found to be the major fuel contamination
problem. Its effects are multiplied in aircraft
operating primarily in humid regions and warm
climates.
Dissolved water cannot be filtered from the fuel
by micronic type filters, but can be released by
lowering the fuel temperature, such as will occur
in flight. For example, a kerosene fuel may

contain 65 ppm (8 ounces per 1000 gallons) of
dissolved water at 80F.
When the fuel
temperature is lowered to 15F, only about 25
ppm will remain in solution. The difference of
40 ppm will have been released as super cooled
water droplets which need only a piece of solid
contaminant or an impact shock to convert them
to ice crystals. Tests indicate that these water
droplets will not settle during flight and are
pumped freely through the system. If they
become ice crystals in the tank, they will not
settle since the specific gravity of ice is
approximately equal to that of kerosene. The 40
ppm of suspended water seems like a very small
quantity, but when added to suspended water in
the fuel at the time of deliver, is sufficient to ice
a filter. While the critical fuel temperature range
is from 0 to -20F, which produces severe
system icing, water droplets can freeze at any
temperature below 32 F.
Water in jet fuel also creates an environment
favorable to the growth of a microbiological
sludge in the settlement areas of the fuel cells.
This sludge, plus other contaminants in the fuel,
can cause corrosion of metal parts in the fuel
system as well as clogging the fuel filters. The
65-A90-1 & -4 use bladder type fuel cells. All
metal parts (except the boost pumps and transfer
pumps) are mounted above the settlement areas.
The possibility of filter clogging and corrosive
attacks on the fuel pumps exists if contaminated
fuels are consistently used. See Maintenance
Manual for prevention and treatment of
microbiological growth.
Since fuel temperature and settling time affect
total water content and foreign matter suspension,
contamination can be minimized by keeping
equipment clean, using adequate filtration
equipment and careful water drainage procedures,
storing the fuel in the coolest areas possible, and
allowing adequate settling time. Underground
storage is recommended for fuels. Filtering the
fuel each time it is transferred will minimize the
quantity of suspended contaminants carried by the
fuel.
The primary means of fuel contamination control
by the owner/operator is careful handling. This
applies not only to fuel supply, but to keeping the
aircraft system clean. The following is a list
of steps that may be taken to prevent and
recognize contamination problems.

P/N FM-1002
10 - 7
1.
2.
3.
4.
5.
6.
7.
Know your supplier. It is impractical to

assume that fuel free from contaminants will
always be available, but it is feasible to
exercise precaution and be watchful for
signs of fuel contamination.
Assure, as much as possible, that the fuel
obtained has been properly stored, filtered
as it is pumped to the truck, and again as it
is pumped from the truck to the aircraft.
Perform filter inspections to determine if
sludge is present.
Maintain good housekeeping by periodically
flushing the fuel tank system.
The
frequency of flushing will be determined by
the climate and the presence of sludge.
Since aviation gas is an alternate fuel, it
should be used occasionally as a means to
change fuel tank environment, thus
destroying a possible microbiological
growth pattern. The 150 hours maximum
operation of an engine on aviation gas per a
Time Between Overhaul must be
observed.
Use only clean fuel servicing equipment.
After refueling, allow a three hour settle
period whenever possible, then drain a small
amount of fuel from each drain.
reference and are not specifically recommended

by Beech Aircraft Corporation. Any product
conforming to the recommended specification
may be used.
FILLING THE TANKS

When filling the aircraft fuel tanks, always
observe the following:
1.
2.
NOTE
Servicing the nacelle tanks first prevents
fuel transfer through the gravity feed
interconnect lines from the tanks into the
nacelle tanks during fueling. If wing
tanks are filled first, fuel will transfer
from them into the nacelle tank leaving
the wing tanks only partially filled. Be
sure that nacelle tanks are completely
full after servicing the fuel system to
assure proper automatic fuel transfer
during flight operation. For a complete
list of recommended fuels, check the
Fuel Listings Chart.
CAUTION
Jet fuel spilled in ramp areas should be
removed immediately to prevent tire
contamination and subsequent tire
damage.
3.
FUEL GRADES AND TYPES

Jet A, Jet A-1, Jet B, JP-1, JP-4, JP-5, and JP-8
conforming to PWA S. B. No. 1244R16 or later
rev. or ASTM Spec. D1644, may be mixed in
any ratio.
Emergency use of Aviation Gasoline, grades
80/87, 91/96, 100LL, 100/130, and 115/145 are
limited to 150 hours of use during any one
engine overhaul period. Whenever Aviation
Gasoline is being used above 8000 feet the
AUXILIARY PUMP must be operated.
It is not necessary to purge the unused fuel from
the system when changing fuel types.
FUEL BRANDS AND TYPE DESIGNATION
table give the fuel refiners' brand names, along
with the corresponding designations established
by the American Petroleum Institute (API) and
the American Society of Testing Material
(ASTM). The brand names are listed for ready
10-8
Make sure the aircraft is statically grounded

to the servicing unit and to the ramp.
Service nacelle tanks of each side first. The
nacelle tank filler caps are located at the top
of each nacelle. The main filler caps are
located in the top of the wing, outboard of
the nacelles.
Allow three-hour settle period whenever

possible, then drain a small amount of fuel
from each drain point.
DRAINING FUEL SYSTEM

Open each fuel drain daily to drain off any water
or other contamination collected in the low
places. Along with the drain on the firewall
mounted fuel filter, there are four other drains
the nacelle tank fuel pump drain, center section
tank transfer pump drain, wheel well drain, and
the inboard end of the wing leading edge tank
drain. The fuel pump and tank drains are
accessible from the underside of the airplane
while the fuel filter drain is reached inside the
top cowl door.
CAUTION
The firewall shutoff valve has to be
electrically opened to drain large
quantities of fuel from the firewall fuel
filter drain.

P/N FM-1002
ENGINE FUEL FILTERS

Cleaning Firewall Filters
Clean as follows at intervals of 100 operating
hours:
1.
2.
3.
4.
5.
6.
Cut the lockwire securing the filter housing

retaining nut and remove the nut.
Remove the filter housing from the filter
body.
Remove the filter pack assembly (the packs
need not be removed from the center tube).
Inspect the filter pack for foreign material
and microbiological sludge.
Plug the open ends of the center tube and
wash the unit in solvent.
Install the filter pack assembly, filter
housing, and the filter housing retaining nut.
Safety the retaining nut with lockwire.
CHANGING PESCO FUEL PUMP

FILTER (EVERY 100 hours)
1.
Unscrew and remove filter housing from

fuel pump.
2. Remove filter element and discard.
3. Before installing new filter element,
unscrew inlet screen cover and withdraw
assembly.
4. Wash the screen with solvent. Contaminants
will be on inside of screen.
5. Tighten bolt and torque 20-23 in. lb.
6. Install two new preformed packings on
screen cover and assemble screen and cover
assembly to pump body.
7. Tighten over to compress the packing and
obtain metal-to-metal contact and then
lockwire.
8. After cleaning and reinstalling screen, install
a new fuel pump outlet filter. (Check for
pressure of preformed packing in internal
diameter. The element must be installed so
that the preformed packing slides over the
spigot in the pump body.)
9. Replace preformed packing on filter
housing.
10. Install filter housing and tighten to compress
preformed packing to obtain metal-to-metal
contact.
11. Lockwire square section of housing to hole
on nameplate boss. Check for leaks after
engine ground checks.
Vacuum for the flight instruments is obtained by

operating an ejector with bleed air from the
engines. During operation, the ejector draws air
in through the instrument filter and the gyros. If
the gyros are not using the total vacuum pressure
created by the ejector, a vacuum relief regulator
handles the remainder.
The instrument filter, located at the top of the
radio compartment, is of prime importance and
should be replaced every 500 hours, or more
often if conditions warrant (smoky, dusty
conditions).
The vacuum relief regulator valve, located on the
forward pressure bulkhead in the bottom of the
radio compartment, is protected by a foam
sponge type filter that should be cleaned in
solvent at least every 100 hours. If vacuum
pressure rises above a normal reading, clean the
filter and recheck vacuum pressure before
attempting to adjust the valve.
SERVICING THE OXYGEN

SYSTEM
(To be developed)
INTENTIONALLY LEFT
BLANK
INSTRUMENT VACUUM AIR

P/N FM-1002
10 - 9
INTENTIONALLY LEFT
BLANK
INTENTIONALLY LEFT
BLANK
MISCELLANEOUS
MAINTENANCE
AIRCRAFT FINISH CARE
Urethane paint is used on the 65-A90-1 & -4. A
finish of this type is necessary because the
turbine oil used in the PT6A-20 engines will
damage enamel and lacquer finishes. Besides
forming a tougher protective film, it has a very
lustrous sparkle. A good coat of wax will aid in
protecting the surface from the elements. Any
good automotive polish or wax may be used on
the 65-A90-1 & -4.
SURFACE DEICE BOOT

CLEANING
The surfaces of the deice boots should be
checked for indications of engine oil after
servicing and at the end of each flight. Any oil
spots that are found should be removed with a
non-detergent soap and water solution. Care
should be exercised during cleaning to avoid
scrubbing the surface of the boots, as this will
tend to remove the special coating. The deice
boots are made of soft, flexible stock, which may
be damaged if gasoline hoses are dragged over
the surface of the boots or if ladders and
platforms are rested against them.
CLEANING PLASTIC WINDOWS

The windshield and plastic windows should be
kept clean and waxed at all times. To prevent
scratches and crazing, wash them carefully with
plenty of soap and water, using the palm of the
hand to feel and dislodge dirt and mud. A soft
10-10

P/N FM-1002
cloth, chamois or sponge may be used, but only

to carry water to the surface. Rinse thoroughly,
then dry with a clean, moist chamois. Rubbing
the surface of the plastic with a dry cloth builds
up an electrostatic charge, which attracts dust
particles in the air.
Remove oil and grease with a cloth moistened
with kerosene. Never use gasoline, benzine,
alcohol, acetone, carbon tetrachloride, fire
extinguisher or anti-ice fluid, lacquer thinner or
glass cleaner. These materials will soften the
plastic and may cause it to craze.
After removing dirt and grease, if the surface is
not badly scratched, it should be waxed with a
good grade of commercial wax. The wax will fill
in minor scratches and help prevent further
scratching. Apply a thin, even coat of wax and
bring it to a high polish by rubbing lightly with a
clean, dry, soft flannel cloth. Do not use a power
buffer; the heat generated by the buffing pad
may soften the plastic.
Oily spots may be cleaned with household spot

removers used sparingly. Before using any
solvent, read the instructions on the container
and test it on an obscure place on the fabric to be
cleaned. Never saturate the fabric with a volatile
solvent, it may damage the padding and backing
materials.
Solid upholstery and carpet may be cleaned with
foam-type detergent, used according to the
manufacturers instructions. To minimize
wetting the fabric, keep the foam as dry as
possible and remove it with a vacuum cleaner.
The plastic trim instrument panel and control
knobs need only be wiped with a damp cloth. Oil
and grease on the control wheel and control
knobs can be removed with a cloth moistened
with kerosene. Volatile solvents, such as
mentioned in the article on care of plastic
windows, should never be used since they soften
and craze the plastic.
INTERIOR CARE
HEATER FUEL FILTER ELEMENT

CLEANING
To remove dust and loose dirt from the

upholstery, headliner, and carpet, clean the
interior regularly with a vacuum cleaner.
The heater fuel filter is located at the upper front

of the left wheel well.
1.
Blot up any spilled liquid promptly with

cleansing tissue or rags. Do not pat the spot;
press the blotting material firmly and hold it for
several seconds. Continue blotting until no more
liquid is taken up. Scrape off sticky materials
with a dull knife, then spot-clean the area.
2.
3.
4.
5.
6.
Turn heater fuel off at valve preceeding

filter.
Cut the lockwire from the filter bowl and
body.
Remove the filter bowl and element.
Clean the element with solvent,
Specification PD-680 or equivalent, and
blow dry with compressed air.
Reinstall the element and bowl. Safety the
bowl with lockwire.
Turn on heater fuel valve

P/N FM-1002
10 - 11
FUEL BRANDS AND TYPE DESIGNATIONS

Product Name
Designation
Product Name
Designation
AMERICAN OIL CO.

American Jet Fuel Type A
American Jet Fuel Type A-1
Jet A
Jet A-1
RICHMOND PETROLEUM CO.

Richfield Turbine Fuel A
Richfield Turbine Fuel A-1
Jet A
Jet A-1
ATLANTIC REFINING CO.

Arcojet-A
Arcojet-A-1
Arcojet-B
Jet A
Jet A-1
Jet B
SHELL OIL CO.

Aeroshell Turbine Fuel 640
Aeroshell Turbine Fuel 650
Aeroshell Turbine Fuel JP-4
Jet A
Jet A-1
Jet B
BP TRADING CO.
BP A.T.K.
BP A.T.G
Jet A-1
Jet B
SINCLAIR OIL CO.

Sinclair Superjet Fuel
Sinclair Superjet Fuel
Jet A
Jet A-1
Jet A-1
Jet B
STANDARD OIL OF
CALIFORNIA
Chevron TF-1
Chevron JP-4
Jet A-1
Jet B
STANDARD OIL OF
KENTUCKY
Standard JF A
Standard JF A-1
Standard JF B
Jet A
Jet A-1
Jet B
CALIFORNIA TEXAS CO.

Caltex Jet A-1
Caltex Jet B
CITIES SERVICE CO.
Turbine Type A
Jet A
CONTINENTAL OIL CO.

Conoco Jet-40
Conoco Jet-50
Conoco Jet-60
Conoco JP-4
Jet A
Jet A
Jet A-1
Jet B
STANDARD OIL OF OHIO

Jet A Kerosene
Jet A-1 Kerosene
Jet A
Jet A-1
EXXON OIL CO.

Exxon Turbo Fuel A
Exxon Turbo Fuel A-1
Exxon Turbo Fuel 4
Jet A
Jet A-1
Jet B
TEXACO
Texaco Avjet K-40
Texaco Avjet K-58
Texaco Avjet JP-4
Jet A
Jet A-1
Jet B
GULF OIL CO.

Gulf Jet A
Gulf Jet A-1
Gulf Jet B
Jet A
Jet A-1
Jet B
UNION OIL CO.

76 Turbine Fuel
Union JP-4
Jet A-1
Jet B
MOBIL OIL CO
Mobil Jet A
Mobil Jet A-1
Mobil Jet B
Jet A
Jet A-1
Jet B
Jet A-1 Aviation Kerosene type fuel with

-50oC (-58oF) Freeze Point.
PHILLIPS PETROLEUM CO.

Philjet A-50
Philjet JP-4
Jet A
Jet B
PURE OIL CO.

Purejet Turbine Fuel Type A
Purejet Turbine Fuel Type A-1
Jet A
Jet A-1
10-12
NOTE
Jet A Aviation Kerosene type fuel with
-40oC (-40oF) Freeze Point.
Jet B Aviation wide cut gasoline type

fuel similar to MIL-T-5624 grade JP-4 , but
may have a Freeze Point of 51oC (-60oF)
instead of 60oC (-76oF) Freeze Point
of JP-4.

P/N FM-1002
APPROVED LUBRICATION OILS FOR THE PT6A-20 ENGINE

USA (Vendor)
Esso International Inc.
Canada (Vender)
Imperial Oil Ltd.
NAME OF OIL
**Esso Aviation Turbo Oil 35
**Esso Turbo Oil 35
**Esso Turbo Oil 274
*Esso Turbo Oil 2380
Shell Oil Company
Shell Canada, Ltd.
**Aeroshell 750
Castrol Inc.
Castrol Oil Canada Ltd.
**Wakefield Castrol 98
Humble Oil Refining Co.
**Enco Turbo Oil 35

**Enco Extra Turbo Oil 274
*Enco Turbo Oil 2380
Sinclair Refining Co.
**Turbo-S-1408 Improved
*Sinclair Turbo S Oil Type II
Texaco Inc.
Texaco Canada Ltd.
**Texaco Turbine Oil 35

*Texaco Sato 7388
B.P. (North America Ltd.
B.P. (Canada) Ltd.
**Aero Turbine Oil 40
California Texaco Oil Corp.
**Caltex Synthetic Aircraft

**Turbine Oil 35
*Caltex Sato 7388
Stauffer Chemical Co.
**Castrol 98 U.K.
Mobil Oil Corp.
*Mobil Jet Oil 11
*Approved lubricating oils-PWA 521 (5 centistoke)

**Approved lubricating oils-CPWA 202 (7.5 centistoke)
CAUTION
All PT6 engines are currently factory tested with 7.5 centistoke oil (**). If it is desired to operate on 5
centistoke oil (*) the engine must be flushed in accordance with the applicable Engine Maintenance
Manual. Do not mix different brands of oil when adding oil between oil changes for different brands of oil
may be incompatible because of the difference in their chemical structure.

P/N FM-1002
10 - 13
LAMP REPLACEMENT CHART

Aft Dome Light
307
Aisle Lights
1864
Cockpit Overhead Lights
303
Compass Light
327
Deice Press. Gage Light
327
Edge Lights
D158-100-5T
Engine Instrument Lights
327
Flight Instrument Lights
327
Free Air Temp Light
327
Fuel Crossfeed Light
327
Glareshield Lights
1864
Instrument and Gyro Lights
327
Navigation Lights (Wing)
A7512-24
Navigation Lights (Tail)
AN3158-4
Oxygen Quantity Light
327
Reading Light
1495
Rotating Beacon (When installed)
G7740
Strobe Beacon (HRCFA)
A469B
Suction Gage Light
327
Table Light
307
Taxi Light
4587
Landing Gear Position Lights
327
Threshold Light
313
Wing Ice Light
A7079A24
Generator Out Light
327
Engine Anti-Ice Light
327
Secondary Flight Idle Light
327
Fuel Boost Pump Fail Light
327
Fuel Control Heat Light
327
Fire Warn Light
327
Smoke Warn Light
327
Annunciator Lights
327
10-14

P/N FM-1002
CONSUMABLE MATERIALS CHART

ITEM
1.
MATERIAL
ENGINE FUEL
(Recommended)
See FUEL BRANDS AND TYPE DESIGNATIONS Table
EMERGENCY ENGINE FUEL

NOTE: Always select the available fuel having the lowest octane
number. Use of Aviation Gasoline is limited to 150 hours per
engine between overhauls. See LIMITATIONS Section for
additional limitations on the use of Aviation Gasoline.
SPECIFICATIONS
Commercial Grades: Jet A, JET A-1, JET B

Military Grades: JP-4, JP-5, JP-8
Aviation Gasoline Grades: 80 (80/87) (Red),
91/98 (Obsolete), 100 (Green) (Formerly 100/130),
100LL (Blue)* 115/145 (Purple)
*In some foreign countries, Grade 100LL (Blue) is
colored Green and is designated 100L.
2.
Engine Oil
See the Lubrication Oil list,

Page 10-13, for the approved oils
3.
Lubricating Oil (Special Preservative)
VV-L-800
4.
Lubricating Oil (General Purpose, Low Temperature)
MIL-L7870
5.
Lubricating Grease (General Purpose)
MIL-G-7711
6.
Lubricating Grease (Aircraft and Instruments, Low and

High Temperature)
MIL-G-23827
7.
Lubricating Grease (High Temperature)
MIL-L-3545
8.
Lubricating Grease, Graphite
MIL-G-21164
9.
Lubricant, Powdered Graphite
Mix 45 grams of item 12A with each pound

of 6.
10.
Hydraulic Fluid (Brakes and Shock Struts)
MIL-H-5606
11.
Lubricating Oil
MIL-O-6086 (Grade M) or MIL-L-10324
12.
Solvent
Federal Specification, P-D-680
12A.
Molybdenum Disuflide
MIL-M-7866
13.
Lubrication Grease
MIL-G-21164 or Mix 30 grams of Type Z

Molykote (Alpha Molykote Corporation,
Stanford, Conn.) per pound of MIL-G23827 for landing gear actuator threads.
14.
Soap Solution, Oxygen System Leak Testing
MIL-L-25567
15.
Aviators Breathing Oxygen
MIL-O-27210
16.
Lubricant, Powdered Graphite
MIL-G- 6711
1.
2.
Mix item 16 with naphtha and apply with a brush.

Take precautions when using MIL-G-23827, MIL-G-7711, and engine oil
(MIL-L-7808), since these lubricants contain chemicals harmful to painted
surfaces.

P/N FM-1002
10 - 15
LUBRICATION CHART
SHEET 1
10-16

P/N FM-1002
SHEET 2
TABLE OF LUBRICANTS
LUBRICATION
SYMBOL
F-001
G-353
G-354
SPECIFICATION
TYPE OF LUBRICANT
DC550R
MIL-G-21164
MIL-G-23827
G-395
MIL-G-81322
GS-01
*MIL-G-7866
AND
TT-N-95
MIL-M-7866
AND
TT-N-95
**LPS3
MIL-L-7870
TRANSDUCER FLUID (SILICONE).

GREASE, MOLYBDENUM DISULFIDE.
GREASE, AIRCRAFT AND INSTRUMENT, GEAR
AND ACTUATOR SCREW.
GREASE, AIRCRAFT, GENERAL PURPOSE, WIDE
TEMPERATURE RANGE.
HAND MIX MOLYBDENUM DISULFIDE WITH
GREASE.
GS-02
L-001
0-001
MIX MOLYBDENUM DISULFIDE WITH

NAPHTHA
LUBRICANT.
LUBRICATING OIL, GENERAL PURPOSE, LOW
TEMPERATURE.
0-155
MIL-L-6086
LUBRICATING OIL, GEAR, PETROLEUM BASE.
0-190
VV-L-800
LUBRICATING OIL, GENERAL PURPOSE
S-740
MIL-M-7866
MOLYBDENUM DISULFIDE, TECHNICAL
LUBRICATING GRADE.
*MIX 45 GRAMS S-740 WITH 1 POUND G-354.
**LPS RESEARCH LABORATORY, 1954 COTNER, LOS ANGELES, CALIFORNIA 90025.
NOMENCLATURE KEY
27. Elevator trim tab rod ends
1. Wheel bearings
28. Trim tab hinge
2. Landing gear grease fittings
29. Elevator hinge bearings
3. Landing gear door hinges and retract linkage
30. Rudder trim tab push rod end
4. Landing gear retract actuator jackscrew
31. Rudder trim tab actuator
5. Actuator support bearings
32. Rudder trim tab hinge
6. Landing gear retract actuator jackscrew
33. Door release mechanism
7. Steering idler arms
34. Aileron trim tab actuator
35. Aileron bellcrank
9. Nose wheel steering mechanism
10. Rudder pedals and bellcrank
37. Wheel bearings
11. Control column linkage
38. Landing gear retract grease fittings
12. Trim tab controls
39. Landing gear door hinges and retract mechanism
13. Engine controls
40. Propeller hub
14. Emergency landing gear retract mechanism
41. Lower pitch stop rod
15. Nose gear retract chain
42. Distributor valve
16. Landing gear retract clutch
43. Nose lower drag leg (DU) bushings
17. Landing gear motor spline and spur drive gears
44. Nose landing gear support (DU) bushings
18. Landing gear clutch fingers
45. Cockpit emergency entrance/exit hatch release
19. Landing gear retract shaft bearings
mechanism
20. Landing gear retract limit switch slide
46. Aileron trim tab actuating rod ends and trim
21. Aileron bellcrank
hinge
22. Flap actuator screw and piston
47. Aileron forward and aft push-pull rod end
22A. Flap actuator bearings
bearings
23. Flap motor and reduction gear
48. Control rods ends
24. Flap actuator 900 drive
25. Emergency exit door mechanism
49. Camplates and pins
26. Elevator trim tab actuator
50. Generator drive shaft spline

P/N FM-1002
10 - 17
SHEET 3
10-18

P/N FM-1002
SHEET 4

P/N FM-1002
10 - 19
SHEET 5
10-20

P/N FM-1002
SHEET 6

P/N FM-1002
10 - 21
SECTION XI
FAA AIRPLANE FLIGHT MANUAL
SUPPLEMENTS
TABLE OF CONTENTS
SUPPLEMENTS .......................................................................................................................................... 1
LOG OF REVISIONS.................................................................................................................................. 3
FAA Approved

P/N FM-1002-FAA
11 - 1
11 - 2

P/N FM-1002-FAA
FAA Approved
Airplane Flight Manual Supplements

LOG OF REVISIONS
King Air 65-A90-1 & -4
FAA Approved Airplane Flight Manual,
P/N FM-1002-FAA
FAA Supplement must be in the airplane for flight operation when subject equipment is installed.
Part Number
Subject
Revision
Date
Number
NOTE: Supplements applicable to equipment other than that installed may, at the discretion of the owner
operator, be removed from the manual.
FAA Approved

P/N FM-1002-FAA
11 - 3

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PILOTS OPERATING MANUAL

Mfrs Serial No.

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Original: February 24, 1999

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65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

Original: February 24, 1999

SECTION II - SYSTEMS DESCRIPTIONS

65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

INERTIAL SEPARATORS.................................................................................................................. 2-5

65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

Original: February 24, 1999

ALTERNATE STATIC AIR SOURCE............................................................................................... 2-27

SECTION III - LIMITATIONS

SECTION IV - NORMAL PROCEDURES

65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

MAXIMUM REVERSE THRUST LANDING .................................................................................... 4-10

SECTION V - EMERGENCY PROCEDURES

65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

Original: February 24, 1999

ILLUMINATION OF CABIN DOOR WARNING LIGHT ................................................................. 5-10

SECTION VI - FAA PERFORMANCE

SECTION VII - FIELD LENGTH

SECTION VIII - CRUISE CONTROL

CRUISE CONTROL................................................................................................................................. 8-1

65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

MAXIMUM RANGE POWER ISA+40C........................................................................................... 8-25

SECTION IX WEIGHT AND BALANCE

65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

Original: February 24, 1999

FILLING THE TANKS..................................................................................................................... 10-8

Original: February 24, 1999

65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

Deicer Boot Cleaning...............................................10-10

65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

Original: February 24, 1999

Normal Procedures, FAA Approved........................ 4-3

65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

Original: February 24, 1999

Dynamic Aviation Group, Inc.

Eligible for 10,200 Lbs.

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Original: February 24, 1999

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65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

Original: February 24, 1999

Original: February 24, 1999

February 24, 1999

65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

Section II Systems Descriptions

February 24, 1999

February 24, 1999

65-A90-1 & -4 Pilots Operating Manual 10,200 LBS

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Section IX Weight and Balance

Original: February 24, 1999