Basic Differences (KA C90ABGT and KA 200 - B200 - B200GT) Handout - R0.0

Copyright 2011 FlightSafety International FOR TRAINING PURPOSES ONLY
Revision 0.0
BASIC DIFFERENCES
King Air C90A/B/GT Series
and
King Air 200/B200/B200GT Series
Criptografia: Fred Mesquita
KING AIR C90/200 DIFFERENCES HANDOUT
1-2
Revision 0.0
FOR TRAINING PURPOSES ONLY
AIRCRAFT GENERAL
Aircraft Dimensions
Weight and Balance Limitations (LBS)
Aircraft Speed Limitations (KIAS)
LANDING GEAR WINGTIP TURNING

SERIES
TYPE
LENGTH WIDTH TAIL HEIGHT
RADIUS
Standard 15 0

200
HI Floatation
43 9 54 6
14 6
39 10
Standard 43 10 14 10

B200/B200GT
Hi Floatation 43 9
54 6
14 6
39 10
C90A/B/GT N/A 35 6 50 3 14 3 35 6
MAXIMUM BAGGAGE ZERO

SERIES
CONDITIONS
LBS
FUEL
RAMP TAKEOFF

LANDING
200/B200 w/o Fold-Up Seats 410
(Prior to BB-1091) w/Fold-Up Seats 370
10,400 12,590 12,500 12,500
B200/B200GT w/o Fold-Up Seats 550
(BB-1091 & After) w/Fold-Up Seats 510
11,000 12,590 12,500 12,500
Nose Avionics Bay 350
C90A Light
Baggage Compartment 350
No Limit 9,710 9,650 9,600
Nose Avionics Bay 350

C90A/B/GT
Baggage Compartment 350
No Limit 10,160 10,100 9,168
V
FE
V
LO
V
LO
V
FE

SERIES VMC
DN RETRACT
*TAP VA
EXTEND
VLE
APP
VMO MMO
200 86 146 163 170 181 181 181 200 259 .52 M
B200/B200GT 86 157 163 170 181 181 181 200 259 .52 M
C90A Light 90 148 163 161 153 182 182 184 226 .46 M
C90A/B/GT 80 148 163 161 169 182 182 184 226 .46 M
*TAP = Turbulent Air Penetration Speed
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1-3
ELECTRICAL SYSTEM
200/B200/B200GT Series
Sustained Generator Loads
Ground Operations 85%
Sea level to 31,000 feet altitude (FL310) 100%
Above 31,000 feet altitude (FL310) 88%
External Power
A caution light on the caution advisory annunciator panel labeled EXT PWR is provided to alert the
operator when a ground power plug is connected to the airplane.
General System Design
The King Air 200/B200 electrical system is designed with four dual fed buses that are tied to both
generator buses. The dual fed buses are protected from over current conditions by two devices: a
50 amp circuit breaker and a 60 amp current limiter. A 70 amp diode on either side of each dual fed
bus protects the system from reverse current from the dual fed bus back to the generator buses.
The system is tied together by an isolation bus that is protected by two 325 amp current limiters.
The King Air B200 Proline 21 and the King Air B200GT electrical system is almost identical to the
King Air B200 electrical system. In the Proline 21 and B200GT application the system does not
contain the inverters for avionics (as shown above). The only inverter in the system is for the galley,
electrical outlets in the cabin, and electric fushing toilet. The system has three avionics buses (as
shown above) and two sub-panel buses (not shown).
Figure 1. King Air B200 Electrical System
1-4
Revision 0.0
ELECTRICAL SYSTEM (Cont)
C90A/B/GT Series
Sustained Generator Loads
In-Flight limits with minimum 85% N
1
100%
Ground Operations at 70% N
1
85%
External Power
Whenever an external power plug is connected to the receptacle and the BAT switch is ON the yel-
low EXT PWR annunciator will illuminate, whether or not the external power unit is ON. If the EXT
PWR annunciator is fashing and the external power unit is connected then one of three conditions
exists: EXT PWR switch is OFF, EXT PWR voltage is below 24 Volts, or EXT PWR voltage is above
31 .5 Volts.
General System Design
The King Air C90A/B/GT electrical system is designed as a triple-fed system with one bus fed by
both generator buses and the battery. Additionally, it is protected by three 60 amp current limiters
and three reverse current diodes. The system is tied together by a system of bus ties which can
isolate a particular bus in the event of an over current scenario. The generator buses are also pro-
tected by two 250 amp current limiters for additional protection. During engine cross start, a cross
start relay limits the amount of current that is routed through the current limiter and the bus tie to
allow for the other generator bus to have additional protection.
Figure 2. King Air C90A/B/GT Electrical System
GEN TIES
MAN CLOSE
NORM
OPEN
BUS SENSE
RESET
TEST
HOT BATTERY BUS
275
H
E
D
TRIPLE-FED / BATTERY BUS
CENTER BUS LEFT GEN BUS RIGHT GEN BUS
H
E
D
275
250 250
2
7
5
H E D
BATTERY
BATT. BUS
TIE
LEFT GEN
BUS TIE
RIGHT GEN
BUS TIE
RCS LCS
RSR LSR
GEN
SW.
GPU
60
60
60
L GEN
CONTACTOR
GCU
GEN
SW.
R GEN
CONTACTOR
GCU
BATTERY CHARGE
L DC GEN
MAN TIES CLOSE
L GEN TIE OPEN R GEN TIE OPEN R DC GEN BAT TIE OPEN
K
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5
MASTER WARNING SYSTEM (200/B200/B200GT Series)
*Indicates Optional Equi9pment
KING AIR B200 (BB-1444 THRU BB-1842) KING AIR B200 (BB-854 THRU BB-870; BB-874 THRU BB-1443)
B200/B200GT AIRCRAFT (BB-1843 & AFTER; BY-1 & AFTER)
KING AIR 200 (BB-2 THRU BB-453) KING AIR 200 (BB-453 THRU BB-853; BB-871 THRU BB-873)
WARNING ANNUNCIATORS
1-6
Revision 0.0
L ENG FIRE
R ENG FIRE
RED Fire in the indicated engine compartment.
FIRE L ENG
FIRE R ENG
L FUEL PRESS
R FUEL PRESS
RED Fuel Pressure Failure on the indicated engine.
L OIL PRESS
R OIL PRESS
RED Low oil pressure on the indicated engine.
L CHIP DETECT
R CHIP DETECT
RED Contamination is detected in the indicated engine oil.
INST INV
INVERTER
RED The selected inverter is inoperative.
L GEN OVHT
R GEN OVHT
RED The temperature of the indicated generator is too high.
L BL AIR FAIL
R BL AIR FAIL
RED Melted or failed plastic in the bleed air failure warning line on the indicated side.
DOOR UNLOCKED
CABIN DOOR
RED Cabin/Cargo Door open or not secure.

AP TRIM FAIL
A/P TRIM FAIL
RED Improper trim or no trim from autopilot trim command.
AP DISC
A/P DISC RED Autopilot is disconnected.
A/P FAIL
ALT WARN RED Cabin altitude exceeds 12,500 feet.
MASTER WARNING SYSTEM (200/B200/B200GT Series) (Cont)
NOMENCLATURE COLOR CAUSE FOR ILLUMINATION
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7
*Indicates Optional Equipment
B200 (BB-1444 THRU BB-1842)
B200/B200GT (BB-1988 & AFTER; BY-1 & AFTER) B200 (BB-1843 THRU BB-1987)
B200 (BB-854 THRU BB-870; BB-874 THRU BB-1443)
200 (BB-2 THRU BB-453) 200 (BB-453 THRU BB-853; BB-871 THRU BB-873)
CAUTION/ADVISORY ANNUNCIATORS
1-8
Revision 0.0
L DC GEN/R DC GEN AMBER The indicated generator is offine.
L CHIP DETECT/R CHIP DETECT AMBER Contamination is detected in the indicated engine oil.
L ICE VANE/R ICE VANE
The indicated Engine Anti-Ice (Ice Vane) has malfunctioned due
L ENG ICE FAIL/R ENG ICE FAIL
AMBER

to not attaining proper position.
CABIN DOOR AMBER Cabin Door open or not secure.
L PITOT HEAT/R PITOT HEAT AMBER The pitot mast heat has failed or the switch is in the OFF position.
HYD FLUID LOW AMBER The hydraulic fuid level in the landing gear reservoir is low.
ELEC HEAT ON AMBER Electric Heat is ON (Keith Environmental System Only)

PROP SYNC ON AMBER
The prop synchrophaser is on with the landing gear extended
(Type I Only)
BATTERY CHARGE (CHG) AMBER Excessive charge rate on the battery.

RVS NOT READY AMBER
Propellers are not in the High RPM position with the landing gear
extended.
DUCT OVERTEMP AMBER Duct air is too hot.
EXT PWR AMBER External power plug is connected.

L AUTOFEATHER/R AUTOFEATHER GREEN
The Autofeather system is armed with the power levers advanced
above the 90% N
1
position.
L ENG ANTI-ICE/R ENG ANTI-ICE
L ICE VANE EXT/R ICE VANE EXT
GREEN The indicated Engine Anti-Ice (Ice Vane) is extended.
The indicated starter/ignition switch is in the engine/ignition
L IGNITION ON/R IGNITION ON GREEN or the indicated auto-ignition system is armed and the engine
torque is below 400 ft-lbs.
BRAKE DEICE ON GREEN The Brake Deice has been selected to ON.
L BL AIR OFF/R BL AIR OFF GREEN The indicated Bleed Air valve is closed.

ELEC TRIM OFF GREEN
The Electric Trim is de-energized by a trim disconnect switch on
the control yoke with the system power switch turned on.
LDG/TAXI LIGHT
LANDING LIGHT
GREEN Landing Lights on with the Landing Gear up.
AIR COND N
1
LOW GREEN The Right Engine N
1
is too low for air-conditioning.
PASS OXY ON
PASS OXYGEN ON
GREEN Oxygen is available to the passengers.
FUEL CROSSFEED GREEN Crossfeed has been selected.
CAUT LGND OFF GREEN The caution annunciator is turned OFF.
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1-9
MASTER WARNING SYSTEM (King Air C90A/B/GT Series)
KING AIR C90B/GT SERIES ANNUNCIATOR PANEL (LJ-1353 & AFTER)
KING AIR C90A/B SERIES ANNUNCIATOR PANEL (LJ-1063 THRU LJ-1352)
L GEN OUT
R GEN OUT
RED The indicated generator is offine.
L FUEL PRESS
R FUEL PRESS
RED Fuel Pressure Failure on the indicated engine; Check Boost Pump & Crossfeed.
L CHIP DETECT
R CHIP DETECT
RED Metal contamination in the indicated engine oil, probable engine shutdown.
L OIL PRESS
R OIL PRESS
RED Low oil pressure on the indicated engine.
L ENG FIRE
R ENG FIRE
RED Fire in the indicated engine compartment.
INVERTER RED The selected inverter is inoperative or both inverters are off.
A/P FAIL RED Autopilot is disconnected by switching other than the pilots disconnect button.
A/P TRIM FAIL
A/P TRIM
RED Improper trim or no trim from autopilot trim command.
Cabin altitude exceeds pre-set pressure altitude.
CABIN ALT HI RED LJ-1063 thru LJ-1352: 10,000 feet
LJ-1353 & After: 12,500 feet
CABIN DOOR RED Cabin Door open or not secure.
BAGGAGE DOOR RED **Prior to LJ-1531: Nose Baggage door is not secure.
1-10
Revision 0.0
MASTER WARNING SYSTEM (King Air C90A/B/GT SERIES) (Cont)
L DC GEN
R DC GEN
AMBER The indicated generator is offine.
L NO FUEL XFR
R NO FUEL XFR
AMBER The indicated wing tank is empty or the transfer pump has failed.
RVS NOT READY AMBER
The propeller levers are not in the High RPM position with the landing gear
extended.
L CHIP DETECT
R CHIP DETECT
AMBER Metal contamination in the indicated engine oil, probable engine shutdown.
L ENG ANTI-ICE FAIL
R ENG ANTI-ICE FAIL
AMBER The indicated engine anti-ice (ice vanes) is inoperative.
L PITOT HEAT
R PITOT HEAT
AMBER The pitot heat switches are in the OFF position or the pitot mast heat has failed.
L GEN TIE OPEN
R GEN TIE OPEN
AMBER The indicated generator bus is isolated from the center bus.
BAT TIE OPEN AMBER The battery is isolated from the generator busses and the center bus.

PITCH TRIM OFF AMBER
The Electric Trim is de-energized by a trim disconnect switch on the control yoke
with the system power switch turned on.
FUEL CROSSFEED AMBER The crossfeed valve is receiving power.
HYD FLUID LO AMBER The hydraulic fuid level in the reservoir is low.
EXT POWER AMBER An external power plug is connected to the aircraft.

BATTERY CHARGE AMBER
*Prior to LJ-1534: The charge rate on the battery exceeds 7 amps for
6 seconds.
L BL AIR OFF **LJ-1688, LJ-1689, LJ-1691 & After: The bleed air switches are in the OFF
R BL AIR OFF
AMBER
position.
L IGNITION ON The Ignition and Engine Start switch is in the ON position on the indicated
R IGNITION ON GREEN side or the Auto-Ignition system is armed and the indicated engine is below
400 ft-lbs.
L AUTOFEATHER The autofeather system is armed with the power levers advanced above the
R AUTOFEATHER GREEN 90% N
1
position or the switch is in the test position with more than 400 ft-lbs
of torque.
L ENG ANTI-ICE
R ENG ANTI-ICE
GREEN The indicated Engine Anti-Ice is extended.
MAN TIES CLOSED GREEN The generator bus ties have been manually closed.
LDG/TAXI LIGHT GREEN Landing Lights on with the Landing Gear UP.
Revision 0.0
1-11
FUEL SYSTEM
System Confguration and Capacities
Main tank holds 193 U.S. Gallons each (includes 57 Gallons in the nacelle tank) or a total of 386
U.S. Gallons for both sides. Auxiliary tank, located in the center wing, holds 79 U.S. Gallons each
or a total of 158 U.S. Gallons for both sides.
System Design and How Fuel is Used
Fuel in the auxiliary tank must be used frst before using fuel in the main tank. This happens auto-
matically without any action from the pilot when the system is working properly. If there is fuel in the
auxiliary tank and it is not being used frst, a yellow light on the fuel panel illuminates and the pilot
must put the AUX TRANSFER switch into the OVERRIDE position. The yellow light will extinguish if
the motive fow valve opens and the fuel is being used.
Fuel Limitations
Maximum Fuel Imbalance: 1,000 LBS
Crossfeed: Only when one engine is inoperative.
Figure 3. King Air 200/B200 Fuel System Schematic
LEGEND
FUEL
FUEL AT STRAINER OR FILTER
FUEL UNDER LOW PUMP PRESSURE
HIGH-PRESSURE FUEL
FUEL CROSSFEED
FUEL RETURN
GRAVITY FEED
FUEL VENT
FILLER
PROBES
SUCTION RELIEF VALVE
CHECK VALVE
FUEL FLOW TRANSMITTER
FUEL PRESSURE ANNUNCIATOR
F
L
L
F
AUXILIARY
WING LEADING EDGE
WING LEADING EDGE
INTEGRAL (WET WING) BOX
SECTION
BOX
SECTION
DRAIN
VALVE
VENT FLOAT VALVE
AIR INLET
DRAIN
RECESSED VENT
HEATED RAM VENT
FLAME ARRESTER
DRAIN
TRANSFER JET PUMP
STRAIN ER, DRAIN,
AND FUEL SWITCH
F
FUEL CONTROL UNIT
ENGINE FUEL MANIFOLD
PRESSURE TANK
FIREWALL FUEL FILTER
ENGINE-DRIVEN BOOST PUMP (LP)
DRAIN VALVE (FIREWALL)
FIREWALL SHUTOFF VALVE
STANDBY BOOST PUMP (30 PSI)
NACELLE TANK
VENT FLOAT VALVE
CROSSFEED VALVE (NC)
P3 BLEED AIR LINE
ENGINE FUEL PUMP (HP)
FUEL HEATER
AIR FILTER
TO ENGINE
FUEL FLOW TRANSMITTER AND INDICATOR
LEFT FUEL PRESSURE ANNUNCIATOR PRESSURE SWITCH
FUEL CONTROL PURGE VALVE
GRAVITY FLOW CHECK VALVE
STRAINER AND DEFUELING DRAIN VALVE
TRANSFER CONTROL MOTIVE FLOW VALVE (NC)
PRESSURE SWITCH FOR LEFT NO FUEL
TRANSFER LIGHT ON FUEL PANEL (6 PSI)
*BB 1401 & SUBSEQUENT LOCATED DOWNSTREAM OF FUEL CONTROL UNIT
**BB 1193 & SUBSEQUENT DRAIN RELOCATED TO OUTBOARD SIDE OF NACELLE
1-12
Revision 0.0
FUEL SYSTEM (Cont)
C90A/B/GT Series
System Confguration and Capacities
Main tank holds 193 U.S. Gallons each (includes 61 gallons in the nacelle tank) or a total of 386 U.S.
Gallons for both sides. There are no auxiliary tanks only a center wing tank on each side which is
part of the main tank system.
System Design and How Fuel is Used
Fuel in the main tank is transferred automatically to the nacelle tank by a transfer pump when the
TRANS PUMP switch is placed in the AUTO position. If the fuel is not being transferred because
the transfer pump failed, a yellow NO FUEL XFER light will illuminate on the respective side of the
annunciator panel or if the main fuel tank is empty the light will illuminate. If the switch (49 Gal) in
the nacelle fails to turn the transfer pump on, the fuel in the nacelle will go well below 300 lbs. and
the TRANS PUMP switch must be placed in the OVERRIDE position. If the transfer pump has failed,
188 lbs. or 28 U.S. Gallons of fuel will be unusable.
Fuel Limitations
Maximum Fuel Imbalance: 200 LBS
Crossfeed: Only when one engine is inoperative or electric boost pump failure.
Figure 4. King Air C90A/B/GT Fuel System Schematic
L
ENGINE DRIVEN
FUEL PUMP
FUEL PRESSURE
SWITCH
0
QUANTITY
LBS X 100
QUANTITY
INDICATOR
FUEL PRESSURE
ANNUNCIATOR
SUBMERGED BOOST
PUMP & DRAIN
TO ENGINE FUEL
OUTLET
NOZZLES
FUEL MANIFOLD
DUMP-VALVE
ENGINE FUEL
CONTROL UNIT
FUEL HEATER
FUEL FLOW
INDICATOR
FIREWALL
FUEL
FILTER
& DRAIN
FUEL CONTROL
UNIT PURGE
FILLER CAP
TO RIGHT
ENGINE
CROSSFEED VALVE
DRAIN
VALVE
FUEL TRANSFER
PUMP RESTRICTOR
TRANSFER
PUMP AND
DRAIN
TRANSFER WARNING
LIGHT SWITCH
WHEEL
WELL
HEATED VENT
RAM SCOOP VENT
UNDER BOOST PRESS
FUEL SUPPLY
FUEL RETURN
VENT
CROSSFEED
CHECK VALVE
FUEL TRANSFER
FUEL QUANTITY
TRANSMITTER
THERMAL RELIEF
BYPASS
FILLER CAP
SIPHON
BREAK LINE
FIREWALL
SHUTOFF VALVE
4
6 8
10
12
14
2
Revision 0.0
1-13
POWERPLANT
Engine Designations and General Limitations
Compressor Bleed Valve Operations
200/B200 Series Two compressor bleed valves
The low pressure valve closes and opens at approximately 65% N
1
The high pressure valve closes and opens at approximately 90% N
1
B200GT Series One compressor bleed valve
The compressor bleed valve closes and opens at approximately 85% N
1
C90A/B/GT Series One compressor bleed valve
The compressor bleed valve closes and opens at approximately 80% N
1
PROPELLERS
Normal Operating RPM
FIRE PROTECTION
On aircraft prior to BB-1439, BB-1444, the system consists of three photoconductive-cell fame detec-
tors for each engine. These are sensitive to infrared radiation and consequently can be activated by
sunlight in certain conditions. After BB-1444, the system consists of a temperature-sensing cable for
each engine which is flled with a gas that expands with heat in the nacelle. When the gas expands
enough to close a switch, the fre indication is displayed.
C90A/B/GT Series
The system consists of three photoconductive-cell fame detectors for each engine. These are sensitive
to infrared radiation and consequently can be activated by sunlight in certain conditions.
START MAX. CRUISE CLIMB MAX. CRUISE MAXIMUM CONTINUOUS
SERIES ENGINE SHP
ITT (C) TORQUE ITT (C) ITT (C) OIL PRESS. (psi) OIL TEMP. (C)
200 PT6A-41 850 1000 2230 725 750 105135 1099
B200 PT6A-42 850 1000 2230 770 800 100135 099
B200GT PT6A-52 850 1000 2230 800 820 90135 1099
C90A/B PT6A-21 550 1090 1315 695 695 80100 1099
C90GT PT6A-135A 550 1090 1520 805 805 85105 1099
SERIES ENGINE/PROPELLER MIN. IDLE TAKEOFF CLIMB CRUISE
200 PT6A-41 2000 1900 1900/1700
PT6A-42
3 Blade Propellers
2000 1900 1800/1700
PT6A-42
B200 4 Blade Propellers (McCauley)
1100 2000 1900 1800/1700
PT6A-42
4 Blade Propellers (Hartzell)
1180 2000 1900 1800/1700
B200GT PT6A-52 1180 2000 1800 1800/1700
C90A/B PT6A-21 1100 2200 2000 1900
C90GT PT6A-135A 1100 1900 1900 1900
1-14
Revision 0.0
PNEUMATIC SYSTEM
Bleed Air Valve Switches have three positions (see picture at right).
Pneumatic air on each engine can be turned off when the bleed air
switch on that engine is placed in the INSTR & ENVIR OFF position.
For the B200 Proline 21 (BB-1834, BB-1843 & After) and the B200GT,
(BY-1 & After) this position is called the PNEU & ENVIR OFF position
as no pneumatic air is utilized for the fight instruments.
There is a bleed-air warning system to alert the pilot when a pressurization line or pneumatic line rup-
tures, exhausting hot engine bleed air into the airframe. When the line ruptures and the temperature
reaches approximately 204F (95C), a plastic tube melts which results in the illumination of one or both
BL AIR FAIL warning lights. The bleed air switch on that engine must be placed in the INST & ENVIR
OFF (PNEU & ENVIR OFF) position.
Figure 5. King Air 200/B200/B200GT Bleed Air Warning System
UNREGULATED PNEUMATIC BLEED AIR
BLEED AIR WARNING LINE
LEGEND
ENVIRONMENTAL BLEED AIR
ENGINE P
3
BLEED-AIR
CONNECTOR
ENGINE P
3
BLEED-AIR
CONNECTOR
AMBIENT
AIR
AMBIENT
AIR
FIREWALL
FIREWALL
PLUGS
PLUGS
PLUG
MANIFOLD
(18 PSI REGULATOR)
BLEED-AIR
WARNING
SWITCHES
RH N.O. PNEUMATIC
AIR VALVE
ENVIRONMENTAL
MIXING PLENUM
FLOW CONTROL
VALVE
AIR-TO-AIR
HEAT EXHCHANGER
BLEED-AIR
BYPASS VALVE
BLEED-AIR
BYPASS VALVE
AIR INLET AIR INLET
REAR SPAR
LH N.O. PNEUMATIC
AIR VALVE
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1-15
PNEUMATIC SYSTEM (Cont)
200/B200/B200GT Series (Cont)
LEGEND
HIGH PRESSURE BLEED AIR
REGULATED BLEED AIR
VACUUM
TO
DEICE
BOOTS
EXHAUST
OVERBOARD
EJECTOR
VACUUM
REGULATOR
RIGHT BLEED-AIR WARNING SYSTEM
* PRIOR TO BB-1842 ONLY
RIGHT
P AIR
LEFT BLEED-AIR WARNING SYSTEM
LEFT
P AIR
AIRSTAIR
DOOR SEAL
LINE
LANDING GEAR
RESERVOIR
(HYDRAULIC
GEAR ONLY)
PNEUMATIC PRESSURE
GAGE
(IN COCKPIT)
PRESSURE
SWITCH
RIGHT
SQUAT
SWITCH
LEFT
SQUAT
SWITCH
CLOSED ON
GROUND
(NO)
CHECK VALVE CHECK VALVE
PNEUMATIC
AIR VALVE
(NO)
PNEUMATIC
AIR VALVE
(NO)
LEFT BRAKE
DEICE
VALVE
(NC)
RIGHT BRAKE
DEICE
VALVE
(NC)
18 PSI
PRESSURE
REGULATOR
DEICE
DISTRIBUTOR
VALVE
PRESSURIZATION
CONTROLLER,
OUTFLOW AND
SAFETY VALVES
* GYRO
INSTRUMENTS
* GYRO
SUCTION
(IN COCKPIT)
HOURS
FLIGHT
1/10
60 PSID
P SWITCH
RUDDER
BOOST
SYSTEM
VALVE
L SERVO
R SERVO
RUDDER BOOST
RUDDER BOOST
LEFT
NC
RIGHT
NC
15 PSI
REGULATOR
4 PSI
REGULATOR
Figure 6. King Air 200/B200/B200GT Pneumatic and Vacuum Systems Diagram
1-16
Revision 0.0
PNEUMATIC SYSTEM (Cont)
C90A/B/GT Series
Bleed Air Valve switches have two positions (see fgure at right). The
pneumatic air can not be turned off; therefore, no switch has to be
turned on to have pneumatic pressure. As long as an engine is run-
ning, there is pneumatic pressure.
Figure 7. King Air C90A/B/GT Pneumatic and Vacuum Systems Diagram
PRESSURE
SWITCH
PNEUMATIC PRESSURE
GAUGE (IN COCKPIT)
RIGHT
SQUAT
SWITCH
OPEN IN
FLIGHT
(N.C.)
TO DEICE
BOOTS
EJECTOR
LEFT SQUAT
SWITCH
LANDING GEAR
HYDRAULIC FILL CAN
CLOSED ON
GROUND (N.O.)
L SERVO
R SERVO
VALVE
L N.C.
R N.C.
CHECK VALVE CHECK VALVE
AIRSTAIR
DOOR SEAL
LINE
EMERGENCY
EXIT SEAL
LINE
50 PSID
P SWITCH
VACUUM
REGULATOR
GYRO SUCTION
(IN COCKPIT)
GYRO
INSTRUMENTS
PRESSURIZATION
CONTROLLER,
OUTFLOW & SAFETY
VALVES
HIGH PRESSURE BLEED AIR
REGULATED BLEED AIR
VACUUM
4 PSI
PRESSURE
REGULATOR
18 PSI
PRESSURE
REGULATOR
RUDDER BOOST
SYSTEM
13 PSI
REGULATOR
GYRO
SUCTION
INCHESOFMERCURY
3 6
5 4
30K
15K
PNEUMATIC
PRESSURE
PSI
0
10
20
DEICE
DISTRIBUTER
VALVE FLIGHT
HOURS 1/00
0 0 0 0 0
LEGEND
Revision 0.0
1-17
ICE AND RAIN PROTECTION
BRAKE DEICE
Aircraft with pneumatic brake deice systems have a BRAKE DEICE switch located in the far bottom
left ICE PROTECTION group. When selected ON, this system will continuously operate when the
landing gear is extended or for a maximum of 10 minutes when the landing gear is retracted.
ENGINE ANTI-ICE (ICE VANES)
Prior to BB-1444, the engine anti-ice (ice vanes) are normally controlled by ON/OFF switches lo-
cated on the pilots left subpanel which control electric actuators. Mechanical backup T-handles are
located below the pilots control yoke.
After BB-1444, the engine anti-ice (ice vanes) are normally controlled by an electric main actuator
as well as a electric standby actuator with ON/OFF switches as well as MAIN/STANDBY actuator
switches located on the pilots left subpanel.
PROPELLER DEICE
Systems applicable to serial numbers prior to BB-825, which was equipped with inner and outer
deice boots for each propeller blade. This system incorporated two switches: AUTO/OFF and IN-
NER/OUTER. The AUTO function performed a cycle of 30 seconds on the outer segment of the
right propeller, and then 30 seconds for the inner segment of the right propeller. This was followed
by the same sequence for the left propeller.
18 PSI
PRESSURE
REGULATOR
18 PSI
PNEUMATIC
PRESSURE
PNEU
RIGHT
P
3
AIR
PNEU
LEFT
P
3
AIR
LEFT
BRAKE
DEICE
MANIFOLD
RIGHT
BRAKE
DEICE
MANIFOLD
VDC
BRAKE
DEICE C/B
N.C. N.C.
BRAKE DEICE
N.C. VALVES
GEAR
UPLOCK
10
MIN
BRAKE DEICE
TIMER PCB
BRAKE
DEICE
DUAL FED
BUS NO.1
Figure 8. Brake Deice System
1-18
Revision 0.0
ICE AND RAIN PROTECTION (Cont)
200/B200/B200GT Series (Cont)
PROPELLER DEICE (Cont)
The system applicable to serial number BB-826 and after was equipped with single segment deice
boots. This system incorporated two switches: AUTO/OFF and MANUAL/OFF. The AUTO/OFF
switch, when in the AUTO position, initiates a timer which sequences the boots in 90 second inter-
vals from one propeller to the other and the amps are shown on the prop ammeter. If the timer fails,
the manual switch can be held in the MANUAL position to bypass the timer and ammeter.
STALL WARNING
The stall warning switch, when in the ON position, applies heat to both the mounting plate and the
vane. To prevent overheating, the current available to the stall warning vane is reduced when the
aircraft is on the ground.
C90A/B/GT Series
BRAKE DEICE
This system was not available on the C90A/B/GT Series.
ENGINE ANTI-ICE (ICE VANES)
Engine anti-ice (ice vanes) are normally controlled by an electric main actuator and an electric
standby actuator with ON/OFF switches. MAIN/STANDBY actuator switches are located on the
pilots left subpanel.
PROPELLER DEICE
The propeller ice protection only has an AUTO/OFF switch. This allows the deice boots to cycle in
90 second intervals between one propeller to the other.
STALL WARNING
The stall warning switch, in the ON position, applies heat to the mounting plate only. The battery
switch applies heat to the vane through the triple-fed bus. To prevent overheating, the current avail-
able to the stall warning vane is reduced when the aircraft is on the ground.
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1-19
AIR CONDITIONING
AIR CONDITIONING
The air conditioning compressor is belt driven and mounted on the right engine. An N
1
speed switch
will prevent the compressor from operating if N
1
is below 62%. A green AIR COND N
1
LOW an-
nunciator light illuminates if air conditioning is requested and N
1
is below 62%. The air conditioning
system has an evaporator in the nose compartment with an optional aft evaporator.
BLEED AIR HEATING
When heating, a DUCT OVERTEMP annunciator will illuminate if the duct, which directs air to the
cabin foor outlets, reaches a temperature of 300F (149C). If this occurs the CABIN/COCKPIT AIR
knob can be pushed in to allow more air fow to the cabin and the light should extinguish.
SUPPLEMENTAL HEAT
Prior to BB-1444: Radiant heat was used for supplemental heating of the cabin which can be oper-
ated on the ground or in the air. The radiant heating system should be used with the manual tem-
perature control mode only. When on the ground it is highly recommended to use auxiliary power.
BB-1444 and After: Electric heat was used for supplemental heating of the cabin before engine
start when used concurrently with an auxiliary power unit. The electric heat system will draw ap-
proximately 300 amps and is used for ground operation only. For aircraft serial numbers BB-1988
and after, BY-1 and after, the electric heat system will draw approximately 160 amps and is limited
to ground operations only.
C90A/B/GT Series
AIR CONDITIONING
The compressor for the air conditioning is mounted in the nose compartment and is belt driven by
an electric motor. Only one evaporator is installed in the nose compartment.
BLEED AIR HEATING
These aircraft do not have a DUCT OVERTEMP annunciator.
SUPPLEMENTAL HEAT
Electric heat can be used to warm the cabin before engine start concurrently with an auxiliary power
unit or with both generators operating. The electric heat system will draw approximately 284 amps
and has eight elements which are divided into two sets with four elements in each set. The ELEC
HEAT switch has three positions: GND MAXNORMOFF. If GND MAX is selected, while on the
ground, the switch is solenoid-held in position and automatically drops to the NORM position when
the landing gear safety switch is opened at liftoff. In the NORM position, only one set of the four
elements are used but will be locked out to prevent an overload during operation of the propeller
deice system or windshield heat.
1-20
Revision 0.0
PRESSURIZATION SYSTEM
On serial numbers prior to BB-854, the pressurization system is designed to provide a working pressure
differential of 6.0 0.1 psi which provides a cabin altitude of 11,700 feet at 35,000 feet (FL350).
From BB-854 and after, the pressurization system is designed to provide a working pressure differential
of 6.5 .1 psi which provides a cabin altitude of 10,400 feet at 35,000 feet (FL350).
C90A/B/GT Series
On this series of aircraft, the pressurization system is designed to provide a working pressure differential
of 5.0 .1 psi which provides a cabin altitude of 12,000 feet at 30,000 feet (FL300).
LANDING GEAR AND BRAKES
On aircraft with serial numbers prior to BB-1193 (except BB-1158 and BB-1167) had electric landing
gear not incorporating Beech Kit P/N 101-8018-1. The landing gear is held in the UP position by friction
in the jackscrew assembly. The main gear is held in the DOWN position by a notched hook and plate
attachment on the drag brace and the nose wheel by an over-center condition on the drag brace. The
maximum airspeed for manual extension is 130 KTS.
On aircraft with serial numbers of BB-1158, BB-1167, and BB-1193 and after had hydraulic landing
gear. The landing gear is held in the UP position by hydraulic pressure in the system. The main landing
gear is held in the DOWN position by mechanical down-lock mechanisms in the drag brace and the
nose wheel is held DOWN by a mechanical lock within the nose gear actuator.
C90A/B/GT Series
All aircraft serials had hydraulic landing gear. The landing gear is held in the UP position by hydraulic
pressure in the system. The main landing gear is held in the DOWN position by mechanical down-lock
mechanisms in the drag brace and the nose wheel is held DOWN by a mechanical lock within the nose
gear actuator.
FLIGHT CONTROLS
For aircraft serial numbers prior to BB-1444, these aircraft do not have follow up faps which do not
allow easy selection of the approach (40%) condition upon retracting faps. To retract the faps to the
APPROACH (40%) position from the DN (100%) position, the fap handle must be placed in the UP
position until the faps reach the desired position, then return the fap handle to APPROACH (40%)
position.
Aircraft serial numbers BB-1444 and after, have follow-up faps; therefore, only the UP, APPROACH (or
Take-Off), and DN positions are selectable. The approach selection is available on when extending or
retracting the faps.
All the 200/B200/B200GT serial number ranges have split fap protection between the inner and outer
panels of the faps on the same side.
Revision 0.0
1-21
FLIGHT CONTROLS (Cont)
C90A/B/GT Serials
The C90A aircraft do not have follow-up faps; therefore, the faps can be stopped anywhere between
the APPROACH and DOWN position. To retract the faps to the approach position from the full down
position, the fap handle must be placed in the full UP condition until the faps reach the desired posi-
tion, then return the fap handle to APPROACH position.
The C90B/GT aircraft have follow-up faps; therefore only the UP, APPROACH, and DN positions are
selectable. The approach selection is available when extending or retracting the faps.
OXYGEN SYSTEM
For aircraft serial numbers BB-2 through BB-54, the aircraft is equipped with a plug-in system for pas-
senger oxygen masks. This system is designed to supply adequate oxygen pressure up to an altitude
of 31,000 feet (FL310). For oxygen computations, each passenger mask is counted as one and each
crew mask is counted as two masks.
For aircraft serial numbers BB-55 and after, the aircraft is equipped with an automatic deployment
system for passenger oxygen masks. This system is designed to supply adequate oxygen pressure
up to an altitude of 31,000 feet (FL310) for the 200 serials and 35,000 feet (FL350) for B200 serials.
For oxygen computations, each passenger mask is counted as one and each crew mask is counted
as two.
C90A/B/GT Serials
For these aircraft, the oxygen system has a manual plug-in system, except for the crew which have
quick-donning masks connected to the oxygen supply lines, at all times. The oxygen system provides
an adequate fow up to an altitude of 30,000 feet (FL300). For oxygen computations, each passenger
mask is counted as one and each crew mask is counted as two masks.

Basic Differences (KA C90ABGT and KA 200 - B200 - B200GT) Handout - R0.0

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