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Reference Manual
A/B/C/E90
C90A
B200 F90
100/A100
200/B200
Ground Training Notes
Beechcraft King Air B100
King Air B100 Reference Manual
Contents
King Air B100
Table of Contents
Notice To Users.................................................................................. 1
Beechcraft King Air Initial Training.................................................. 2
Ground School Curriculum................................................................ 2
Course Critique.................................................................................. 5
Aircraft General................................................................................. 7
Annunciators....................................................................................11
BE-1 thru BE-91.........................................................................11
BE-92 and after..........................................................................12
Propeller Annunciators..............................................................13
Annunciator Review...................................................................15
Garrett TPE331-6-252B Turboprop Engine....................................17
General Information...................................................................18
Engine Stations..........................................................................20
Engine Instruments...................................................................20
Power Formula...........................................................................21
Bleed Air Uses............................................................................21
Lubrication System....................................................................22
Oil-To-Fuel Heat Exchanger.......................................................23
Propeller Start Locks.................................................................23
Torque Sensing System.............................................................24
Negative Torque Sensing (NTS) System...................................25
ITT Indicating System................................................................26
Fuel Control Unit (FCU).............................................................26
Propeller Governor.....................................................................28
B100 Engine Glossary...............................................................29
TPE331 Propeller / Engine Control System............................32
B100 Engine Control Connections...........................................33
B100 Engine Controls...............................................................35
Notice To Users
This book of Ground Training Notes is for your use during this
training course, and it can provide worthwhile reference materi-
al throughout your King Air flying career. Please feel free to add
your own notes and comments to any section of the book and
to delete any material which does not apply to your particular
model. By so doing, you may customize this manual so that it is
most useful for you.
Flap System
A. System description
B. Normal operation
C. Abnormalities and emergencies
Landing Gear System
A. Position indication and warning systems
B. System description and operation
C. Manual extension
D. Nose wheel steering
Wheel Brakes System
Electrical System
A. System specifications and definitions
B. Suppliers of power
1) Battery (NiCad characteristics)
2) Generators
3) External power
C. Users of power
1) Main (generator) buses and current (isolation) limiters
2) Subpanel and other buses
3) The 5-bus system (if applicable)
D. Normal operation
E. Abnormal/emergency operation, including effects of
blown current limiters
F. AC power; inverter operation
G. Avionics master power circuit
Fuel System
A. System specifications, definitions, and limitations
B. Cockpit controls and gauges
C. System layout-tanks, vents, drains
D. Normal fuel flow to engine
E. Crossfeed operation
F. Fuel transfer operation
G. Normal and emergency procedures
Pitot-Static System
Ice Protection Systems
A. Anti-icing equipment-description and operation
1) Engine auto-ignition
2) Engine inertial separators
3) Engine inlet heat
4) Windshield heat
5) Propeller heat
6) Pitot heat
7) Fuel vent heat
8) Stall warning heat
9) Fuel control heat
10) Fuel heat
B. Deicing equipment-wing and empennage surface
deice boots
Oxygen System
Environmental System
A. Cockpit and cabin controls
B. System layout and airflow
C. Heating and cooling components---combustion or
electric heater, Freon air conditioning, bleed air by-
pass valves
D. Automatic system operation
E. Manual system operation
F. Normal and emergency procedures
Course Critique
What topics in this course were covered too deeply, or took too
much time?
A. The instructor?
C. Handout materials?
D. Physical classroom?
Please add any other comments you would like to make in the
space below or on the reverse side.
Aircraft General
• Dual main landing gear wheels and tires with High Flotation
Gear (HFG) optional
• Electric heater
• Dual main landing gear wheels and tires with High Flotation
Gear (HFG) optional
The 200-series has been the King Air "best seller" model. All
branches of the U.S. Armed Forces use various versions of It
under the designation C-12.
• Dual main landing gear wheels and tires, with a size be-
tween the 200's Standard and HFG versions
Annunciators
The Fault Warning light will begin flashing whenever any RED
annunciator illuminates, to call the pilot's attention to the fault. It
will remain illuminated and flashing until it is "Pressed to Reset."
The Fault Warning light will begin flashing whenever any RED
annunciator illuminates, to call the pilot's attention to the fault. It
will remain illuminated and flashing until it is "Pressed to Reset."
Propeller Annunciators
The "Prop Reverse Not Ready" light illuminates when the land-
ing gear handle is placed in the down position if either of the
propeller levers is not in the full forward (high RPM, low pitch)
position. This serves as a reminder to place the propeller con-
trols forward before using Beta or Reverse.
The "Prop Sync On" light (installed only with the Type 1, elec-
tromechanical system) illuminates when the propeller synchro-
phaser switch is on and the right main landing gear is not up.
This serves as a reminder to turn prop sync off for takeoffs and
landings. (The later, Type II electronic system may remain on.)
Annunciator Review
2. You notice that the "Reverse Not Ready" and "Prop Sync
On" (if applicable) annunciators are on in cruise. Some-
thing's wrong. What is it?
After the air enters the inlet - sometimes called the "smile" -
located on the lower front of the engine, it is compressed by
a two-stage compressor and routed to an annular combustion
chamber.
• tation 1
S Engine inlet (ambient air surrounding the aircraft)
• Station 2 Compressor inlet (just ahead of the compressor)
• Station 3 Combustion chamber inlet, or compressor outlet
• Station 4 Turbine inlet, or combustion chamber outlet
• Station 5 Engine exhaust
Engine Instruments
Instrument Unit of Measure Power Source
Power Formula
Power is the rate of energy use. The power required to drive
any rotating shaft may be calculated by this formula:
Lubrication System
The best time to check engine oil level is soon after shutdown,
although usually a check made with a cold engine will yield
similar results. The unfeathering pump picks up oil from the
oil tank, boosts it to a high pressure value, and sends it to the
propeller where there is normal seepage back into the engine
gearbox. If the engine is not turning, no scavenge pumps are
operating to return this oil to the tank. Thus, the oil tank will
show an erroneously low reading after unfeather pump usage.
In extreme cases, the tank can be pumped dry. Vigorous pro-
peller rotation by hand can operate the scavenge pumps suf-
ficiently to return the oil to the tank.
Let us explain.
In flight, this sends the blade angle toward feather, reducing
drag tremendously. As the blade angle streamlines with the
relative wind, little negative torque remains and the NTS system
stops dumping oil. As the propeller governor attempts to return
the propeller to the selected speed, it causes blade angle to
decrease until the windmilling propeller again exceeds the 20
HP negative torque threshold and NTS begins another cycle.
Consequently, this is not an automatic feathering system but
is instead an effective automatic drag-reduction system. In an
emergency, the pilot need not rush so quickly to feather that a
mistake is likely. Instead, he can take his time so that feathering
can be accomplished without hurrying.
The Fuel Control Unit contains three major elements with which
pilots should be familiar. First, the Main Fuel Valve (MFV) in-
creases or decreases the fuel flow to the engine, primarily in re-
sponse to movement of the Power Lever when it is in the Flight
mode...positioned forward of Flight Idle. The actual metering of
the fuel flow is accomplished by regulating P3 air pressure in
the FCU. Compressor inlet conditions, as sensed by a "P2T2"
sensor, also affect fuel flow values to the engine. If this sen-
sor becomes blocked with ice - very unlikely! - very little power
change will occur even when the power lever is positioned from
flight idle to maximum. The fuel flow may appear to be “stuck"
at about 260 pph. Activation of engine inlet heat should cure
the abnormality within approximately three minutes.
More often than not, however, the speed lever is all the
way aft when the engine is operating on the ground. This
sets the USG at about 65% speed. As soon as the power
lever moves from Ground Idle toward Flight Idle, the Main
Fuel Valve sends in extra fuel which "overwhelms" the USG,
causing engine speed to increase. Similarly, when the
power lever is moved behind Ground Idle into reverse, the
USG reset function should cause its setting to be automati-
cally increased to help prevent engine bog-down.
If the coupling which drives the FCU should ever break, the re-
sult will be an unexpected increase in fuel flow to the maximum
attainable value...causing a big overtorque/overtemp if the
propeller is off of the start locks, or a big speed runaway/over-
temp if the propeller is still on the locks. Always be prepared
to terminate fuel flow with the Stop switch or the Fuel Cutoff &
Feather lever, especially during starting.
Beta Follow-Up
The minimum blade angle which can be
achieved in the Flight mode increases as the
power lever is advanced forward of Flight Idle.
Thus the Beta range of blade angles expands
as the Flight Idle low pitch stop "follows-up" the
power lever position. Because of this, the power
lever should not be retarded while in the process
of identifying a failed engine, since windmilling
drag may increase.
Flight Mode
Engine operational mode in which the propeller
governor selects blade angle to control engine
speed and fuel flow is established by the Power
Lever’s position. Also known as “Prop Governing
Mode.”
Fixed-Shaft Engine
A type of turboprop engine wherein all moving
components - the gas generator section, the
gearbox, and the propeller - are mechanically
connected or fixed together and rotate at the
same time.
Ground Mode
Engine operational mode in which propeller pitch
is hydro-mechanically controlled from the cockpit
Power Lever. Also known as Beta Mode.
Overspeed Governor
The flyweight operated fuel metering device,
housed in the fuel control unit, that reduces fuel
flow as required to prevent engine speed from
exceeding approximately 104%.
Power Lever
Cockpit lever used to change propeller pitch dur-
ing Ground mode and to select fuel flow during
Flight mode.
Propeller Governor
The device which regulates the speed of the
propeller/engine combination by increasing or
decreasing the propeller pitch through a pitch-
change mechanism in the propeller hub.
Speed Lever
Cockpit lever used to adjust the Prop Governor
and the Underspeed Governor.
Speed Switch #1
The electronic switch that activates at 10% RPM
to energize the ignition system and to electrically
open the fuel shutoff valve.
Speed Switch #2
The electronic switch that activates at 50% RPM
to remove power from the starter motor or un-
feathering pump, the ignition system, the oil vent
valve, and the fuel anti-ice lockout valve.
Start Lock
Mechanical latching device on each propeller
blade used to maintain the propeller near flat
pitch (2.5°) during engine starting. Start locks
prevent the propeller from feathering when prop
oil pressure is lost at shutdown. No feathering
can occur when the start locks are engaged.
Torque
A force that produces a twisting effect.
Underspeed Governor
The flyweight operated fuel metering device,
housed in the fuel control unit, that establishes
engine speed during Ground mode of engine
operation.
The upper line, referenced to the blade angles on the left side
of the plot, shows the propeller’s low pitch stop setting, as
controlled by the Prop Pitch Control. This is the minimum angle
which the propeller governor may select. When enough power
and/or airspeed are applied to make the propeller reach and
maintain governing speed, then the actual blade angle is above
this minimum value. The lower line, referenced to the right side
of the plot, shows typical fuel flows which are selected by the
Main Fuel Valve or the Underspeed Governor, both parts of the
Fuel Control Unit.
SERIES
Batteries are connected in series to the starter
relays only, which should receive approximately
48 volts. The aircraft buses only see the voltage
of the left battery, approximately 24 volts.
NORMAL
Batteries are connected in parallel. Bus voltage
should be approximately 24 Volts.
AIR
The unfeathering pump activates to bring the
propeller blades out of feather. Relative wind
spins the propeller/engine. Speed switches are
armed to function at 10% and 50% RPM, thereby
providing fuel and ignition as required.
GROUND
The starter motor activates, spinning the engine.
Speed switches are armed to function at 10%
and 50% RPM, thereby providing fuel and igni-
tion as required.
CRANK
The starter motor activates, spinning the engine.
Speed switches do not function.
To release the props off the start locks, lift the power levers at
the ground idle position and pull them slightly into reverse until
you observe a rise in ITT, Torque, and/or Fuel Flow. The change
in engine indications implies that blade angle and engine load
are changing, thus the locks have been released.
Crank Cycle
Flight Mode
Ground Mode
Feathering
When the Fuel Cutoff & Feather lever is pulled aft, the Fuel
Shutoff Valve is closed and then the Feather Valve is manually
opened. Prop oil is dumped to the engine, allowing springs and
counterweights to send the blade angle to feather.
With the propeller feathered and the engine not rotating, the
pump inside the Propeller Governor is not turning. No prop oil
pressure exists until the Unfeather Pump operates. When the
Unfeather Pump operates - triggered either by its own switch,
the NTS Test switch, or by the initiation of an automatic Air Start
cycle - pressurized oil is available at the Prop Pitch Control,
where it may be sent to the propeller to bring the blades out of
feather. To guarantee that the Start Locks will be set on the
ground, the power lever should be positioned aft of Ground
Idle into Maximum Reverse, causing the Prop Pitch Control to
request the most negative blade angle. When prop oil pressure
is above 125 psi with the Unfeather Pump operating, the NTS
annunciator should illuminate.
The following limitations are to be observed in the operation of this airplane when equipped
with two Garrett AiResearch TPE 331-6-252B engines. Each column is a separate limitation.
The limits do not necessarily occur simultaneously.
13. Fifteen minutes after you taxi in and shutdown, you must
start again. The ITT shows 375°C. How should you initi-
ate this start?
14. What steps could have been taken to decrease the likeli-
hood of the high ITT noted in the previous question?
16. When should the Prime (or SPR) function not be used?
17. The ITT has passed 1050°C and is on its way to the
1149°C redline during a ground start. Your first action
should be to...
18. The longest period of time that the ignition system may
be operated continually is...
Cruise Control
1. If you always start the right engine first, how can you
verify that the left engine is supplying pneumatic pres-
sure?
5. The air which spins the air-driven gyros comes from IN-
SIDE/OUTSIDE the pressurized cockpit/cabin area.
Miscellaneous Systems
Flaps System
Both the position transmitter for the cockpit indicator and the
limit switches {which "tell" the motor to stop automatically at Up,
Approach, or Down) are located forward of the right inboard
flap segment. They can be seen only when the flaps are ex-
tended.
4. Stall speed with idle power, flaps up, zero bank angle,
and 9,000 pounds weight is knots calibrated
airspeed and knots indicated airspeed. If these
values are multiplied by 1.3, the respective answers are
and . Which one
is the proper "over the fence" landing speed?
5. T/F The flaps are extending through 70% when you repo-
sition the flap handle from Down to Approach. The flaps
should stop and stay at 70%.
6. You move the flap handle to the Down position, but when
the flaps stop running you notice that the flap indica-
tor reads 103% - your estimate - and that the flap motor
circuit breaker has tripped out.
B. Can you retract the flaps to 90% within the next few
minutes? If so, how would you do it?
Direct linkage from the rudder pedals to the nose wheel al-
lows it to be turned 14° to the left and 12° to the right of center.
When rudder pedal control is augmented by a wheel brake,
the nose wheel deflection can be increased to 48° either side
of center through the action provided by a spring mechanism
called the shock link. 48° is the actual steering limit and is dis-
played by means of red markings on the nose gear assembly.
A tug operator must take care not to exceed this limit, since
doing so will cause damage to the system. The shock link also
dampens the transmission of excessive shock loads to the rud-
der pedals. When retracted, the nose wheel is automatically
centered and the steering linkage becomes inoperative.
Caution: Never tow the airplane while the rudder control lock is
installed. It may damage the steering mechanism.
Wheel Brakes
Be certain that both pilot's agree upon who is doing the brak-
ing. If both pilots apply pressure simultaneously, one pilot may
end up controlling the left brake while the other pilot controls
the right brake!
Mains = psig
Nose = psig
Mains = inches
Nose = inches
5. How can the pilot in the right seat set the parking brake?
When you read the term voltage mentally replace it with pres-
sure. For example, water doesn't flow through a faucet unless
there is a pressure difference across the faucet: more pres-
sure in the pipe than in the sink. Likewise, electrons don't flow
through a Nav light unless there is a voltage difference across
it: more voltage at the input wire than at the output wire, or
ground wire.
Let's see how this can work. Consider the following couple of
sentences: "Within limits, the aircraft's generators maintain a
constant output voltage of 28.25 ± 0.25 volts, even while gen-
erator speed and electrical load are varied. However, If the
generator is asked to supply a load in excess of 250 amps, it is
unable to maintain proper voltage."
Now see if this makes more sense: "Within limits, the factory's
pumps maintain a constant output pressure of 60 ± 5 psi, even
while pump speed and water demand are varied. However, if
the pump is asked to supply a demand In excess of 5000 gph,
it is unable to maintain proper pressure."
Before the battery switch is turned on, only the Hot Battery Bus has battery voltage applied to
it, coming from the left battery. Expressed in simpler terms, it 'feels' battery voltage.
The B100 contains a "Dual Battery Start Control Panel," a rather complicated device which al-
lows the batteries to be combined in either a parallel or series manner. Rarely used, the series
set-up allows twice as much voltage to be available (about 48 volts), but at the starter relays
only. While the Battery Select switch is in "Series”, the other airplane components feel the volt-
age from the left battery only.
While the Battery Select switch is in "Normal" the parallel set-up is activated, and the output
from the batteries is at normal battery voltage but with twice the capacity. That is, instead of
having a single battery which can provide 34 amps for one hour (a 34 amp-hr capacity), we
now have a combination of two batteries which has a 68 amp-hr capacity. In the presenta-
tion of the B100 electrical system presented here, we will be using the normal, parallel, set-up
exclusively.
When the battery switch is turned on, the Battery Relay (BR) closes, allowing battery voltage
to be present on all other buses as well as the Hot Battery Bus.
The Right Start Relay (RSR) closes when the right starter circuit
is activated, allowing battery voltage to be applied to the right
starter/generator. Current flows from the battery to the starter,
initially with a surge in excess of 1300 amps, tapering off as the
starter spins the engine up past 10% speed and exhaust gases
begin to drive the turbine.
The starter circuit takes priority over the generator circuit: the
generator cannot operate until the starter circuit is off, which
should happen automatically at 50% speed.
The right loadmeter will display high load (current) as the bat-
teries recharge, and the "BATTERY CHARGE" annunciators will
illuminate after their six-second delays, while each battery re-
ceives greater than 7 amps of charge current.
The choice of which engine to start first is not critical, and there
are as many good reasons for alternating starts as there are for
always starting the right engine first. When starting with an EPU,
we recommend starting the left engine first so that the ground
crewman near the EPU receptacle spends less time in close
proximity to an operating engine
Normal Operation
The tripped CB‘s and the loss of various electrical items will be
an obvious indication that the bus has been isolated. These
CB's should not be reset in flight.
Now the short is on the Right Fuel Panel Bus. The rush of elec-
trons from the sources of power to the short will cause bus iso-
lation to occur by overheating and tripping only one subpanel
bus feeder CB, "LH #2". The diode to the right of the Left Loop
prevents the other subpanel feeder CB, "LH #1", from overload-
ing (Yes, it is surprising that a short on the Right Fuel Panel Bus
will trip a CB labeled "LH" - surprising but true.)
Since the really important fuel panel components are also being
powered from the Hot Battery Bus, no major component has
been lost, and there is no need to reset this CB until safely on
the ground with maintenance personnel available.
The left loadmeter will show full load as the left generator con-
tinues to feed into the short, since there is no automatic protec-
tion against generator overload (Overvoltage protection, yes.
Overload protection, excessive current protection, no.) When
the crew notices the pegged out loadmeter, they should turn off
the affected generator.
Now the left generator has been turned off, and the shorted bus
is fully isolated. If the crew were to allow the generator to con-
tinue overloading for some time, the unit would likely overheat
and cause its own eventual failure.
This action will guarantee that neither the electric heater nor the
air conditioner - both very high-load items - can operate, and
also will terminate the 15 to 20 amp draw of the blower. Other
high-load items include windshield heat and prop heat.
If the current limiter and the generator on the same side fail,
then immediately all components on that side's main bus be-
come inoperative, including that side's fuel panel bus.
Notes:
1. The single inverter selector switch contains two separate
poles internally. It selects No. 1 inverter in the top posi-
tion (as shown), neither in the center (Off) position, and
No. 2 inverter in the bottom position.
Electrical Symbols
Many of the circuit breakers located within the cockpit, where they are accessible to the pilot in flight, are simple and obvious
in their labeling and operation. For example, when the "Prop Sync" CB is pulled by someone or trips open automatically, the
propeller synchrophaser system stops operating. Some breakers, on the other hand, serve multiple and often obscure func-
tions. If one of these breakers should trip in flight more than one result will occur. Although the breaker served Its purpose
by opening and thereby preventing excessive temperature rise (caused by excessive current flow in some circuits) not only
is that circuit protected but any other circuits connected to that particular breaker are also without power and disabled. The
listing presented here will provide help in knowing what to expect if certain CB's trip.
Electrical Review
4. You had started the right engine first, and you observe
that the loadmeters show a marked difference just af-
ter starting, with the left generator carrying much more
load than the right. (That is, the "generator paralleling"
is poor.) This may indicate that
.
To troubleshoot this malfunction, describe what you
would do.
Fuel Capacities
Need to add 800 pounds to the left main tank? Then order 120
gallons. You are burning 500 pounds per hour in cruise today?
That’s 75 gph. You shut down with 400 pounds remaining on
each side and you told the FBO to "fill the mains?" Then you
should see about 270 gallons on the fuel bill. (2,600 pounds
for full mains, minus the 800 pounds remaining, equals 1,800
pounds to add. 1,800 pounds equates to 270 gallons.)
1. Do not put any fuel into the auxiliary tanks unless the
main tanks are full.
Do not put any fuel into the auxiliary tanks unless the main tanks
are full.
This limitation is presented to reduce the bending stress
that the wing experiences when subjected to major loads in
flight.
This is just common sense. If you don’t have this much fuel
remaining upon landing, you may be getting close to being
in violation of the FAR which requires a VFR day reserve
of thirty minutes. For many years now, all Beech airplanes
have contained a yellow arc at the bottom of the fuel quan-
tity gauges. For all models of King Airs, the arc extends
from 265 pounds to zero. It is a very rough approximation
of thirty minutes of flight at higher power settings and lower
altitudes. It has nothing to do with "unporting" of the fuel
pickup point while maneuvering. As we said, it is common
sense.
But back in the ’70s, a Travel Air Model 95) was not so
fortunate, and all on board died in the crash which fol-
lowed after simultaneous fuel starvation of both engines.
The wreckage was found to have fuel on one side only and
Beech was found liable in a law suit which resulted from
this tragedy. Ever since, almost all twin-engine Beechcrafts
have contained this limitation.
The gasoline does not harm the tank. Instead, this limitation
is based on the concern that there may be no successful
way of transferring the fuel out of the tank.
Due to the dihedral of the wing, all fuel from the five tanks in the
outboard wing will flow into the nacelle tank. Thus the system
acts as one large tank, with the high point near the wing tip
where the filler cap is located and the low point at the bottom
of the nacelle tank, where the Standby pump and fuel pickup
point are located.
The fuel vent system serves two purposes. First, it allows air to
enter the tanks to keep positive pressure applied on the fuel, so
that a vacuum will not be created as the engine consumes fuel.
Second, it provides a path for fuel to escape if the tanks are
overfilled or if they build up excessive pressure due to thermal
expansion.
Figure 2: Fuel vent locations. The two main vents are just in-
board of the nacelle, a small vacuum relief vent is in the wing
tip, and the siphon break vent is behind the wheel well.
Beneath the wing just inboard of the main wheel well are two
openings into and out of the fuel vent system. One of these
is an opening which is recessed into the wing skin in such a
manner that its blockage with ice is unlikely. The other opening
is at the end of a short pipe, and it is angled to receive ram air
pressure into the vent as the airplane flies. Since this pipe is
a likely ice collector, it is wrapped with a wire heating element
protected inside a rubber sheath The appropriate (left or right)
Fuel Vent Heat switch in the cockpit sends current to the heat-
ing element.
Both of these openings feed air to the same vent lines, so that
if either one is open all the tanks (main and auxiliary) should
receive positive pressure. However, the design of the lines
and an associated check valve direct any fuel which must vent
overboard to flow only through the heated pipe vent so that
it will drop free and clear of the wing structure and pose less
hazard of fire or explosion.
Figure 3: Nacelle vent details. Air from the aux tank vents into
the nacelle tank, and fuel expanding from the nacelle - due to
thermal expansion or due to the pressure build-up which oc-
curs while transferring - returns to the aux tank.
Since the top of the nacelle tank is slightly lower than the top
of the wing tip, when pressure builds up in the main tank the
pressure felt against the top of the nacelle tank will be slightly
greater than that felt at the wing tip. Therefore, fuel will be more
likely to push through a pressure relief valve located at the
nacelle top and find a path to flow into the aux tank. More often
than not, the aux tank would not be full, so this expanding fuel
could be received there, stored, and transferred back into the
main tank when the engine is running...never wasted overboard
onto the ramp.
Only if the auxiliary tank were full should expanding fuel vent
onto the ramp through the heated fuel vent.
Each side’s fuel system contains six drains for a total of twelve.
These are:
With the exception of drain #6, all drains are of the same type...
flush mounted drains which contain a center button which must
be pushed open with a tool to allow the drain to function. Beech
provided a cylindrical metal tube-open at one end and with
the proper fitting to engage the button on the other end - in the
loose equipment package which was delivered with the air-
plane. The tool’s part number is 101-590020-1. There is a great
likelihood that it has been lost over the years. You may order
a new one from any Beech dealer, or instead use any one of a
number of readily available fuel drain tubes you will find on the
typical FBO’s sales counter.
With Beech’s tool you will need a bucket or jar to collect the fuel
samples. With the other kinds also, it is best to have a bucket
handy in which to dump the fuel after you have viewed it for
contamination. When you have drained all twelve locations you
will have quite a lot of fuel collected. Be a good guy (or gal)
and find where the FBO collects old fuel and dump it there, not
on the ramp or in the first storm drain you find.
How often to drain the sumps? Ask five different King Air pilots
and you will get five different answers. Yes, many pilots are
very casual about fuel drains and some go for months without
ever checking them. But we know of one instance in which an
engine failure was traced to a fuel filter clogged with too much
dirt that had accumulated in undrained tanks.
First, by doing the drains more often, there will be less par-
ticles of dirt to lodge in the drain and cause it to seep.
Second, make sure you are hitting the drain activating but-
ton squarely. Don’t let it tip or twist while open or it probably
will stick.
Two fuel additives are approved - Prist and Biobor JF. Prist is
the well-known anti-icing additive which also provides a biocid-
al action which helps to kill any growth of microbiological slime
which can thrive in the fuel-water interface in the tanks.
Fuel is drawn out of the nacelle portion of the main tank by the
suction provided by the low-pressure (boost pump) element
of the engine-driven fuel pump. The fuel flows through (1) the
open firewall shutoff valve, (2) the firewall fuel filter, and (3) the
fuel flow transmitter on its way to the pump. As it leaves the
boost pump element - under a typical pressure of about 30
psi - it then proceeds through another filter before it reaches
the high-pressure element of the same pump, where it is dis-
charged at pressures which can approach 1,000 psi. From
there it goes to the Fuel Control Unit (FCU), where it is metered
and sent past the fuel shutoff valve (the one operated by the
Engine Start/Stop switch as well as by the Fuel Cutoff and
Feather Lever) on its way to the Flow Divider, which sequences
the primary and secondary fuel manifolds during start, and the
manifolds in turn feed the appropriate fuel nozzles.
Crossfeed
To crossfeed fuel from the left main tank to the right engine,
three actions should occur.
The transfer of fuel from the aux to the main tank is accom-
plished by moving the aux transfer switch up to the On position.
Figure 5: Fuel transfer system. The Aux Empty light on the fuel
panel will illuminate when the tank is empty only if the aux trans-
fer switch is on.
When the aux transfer switch is on, power is sent to the motive
flow valve to energize it to the open position. Fuel is now per-
mitted to flow to the jet transfer pump, "motivating" it to perform
by creating a suction at the jet pump’s throat. The standby
pump must be on to provide the “shove" for the motive flow.
Suppose that a rag fell into the aux tank filler cap and got
sucked into the jet pump’s pick-up port. In that event, no
fuel would be transferred through the clogged pump even
though the Motive Flow valve were open. The only sure way
of knowing that transfer is taking place is to monitor the fuel
quantity gauges over a period of time...if the aux tank is
going down and the main tank is staying full then transfer
definitely is taking place.
Normal Procedures
Abnormal Procedures
8. Your right engine is shut down in flight, and the left fuel
quantity is getting low. List the steps for the appropriate
crossfeed situation.
The pilot and static system provides a source of impact air and
static air for the operation of flight instruments.
A heated pilot mast is located on each side of the lower portion
of the nose. Tubing from each mast is plumbed into the cabin
to the instrument panel for the instruments.
A dual static system provides two sources of static air to the
flight instruments through two static air fittings on each side of
the aft fuselage. Each static source has a fitting on each side.
An alternate static air line, which terminates just aft of the rear
pressure bulkhead, provides a source of static air for the pilot's
instruments in the event of source failure from the pilot's static
air line. A control on the right side panel, placarded PILOT'S
STATIC AIR SOURCE, may be actuated to select either NOR-
MAL or ALTERNATE air source by a two position selector valve.
The valve is secured in the NORMAL position by a spring clip.
There are three drain petcocks for draining the static air lines
located below the circuit breaker panel on the right sidewall.
These are protected by an access cover placarded STATIC
AIR LINE DRAIN. These drain petcocks should be opened
to release any trapped moisture at each 100-hour inspection
or more often if conditions warrant, and must be closed after
draining.
Pressurization System
Introduction
The air from each flow control unit is routed aft through the
firewall, along the inboard side of each nacelle, and inboard
to the wing center section forward of the main spar. The heat
of compression in the air may be retained for cabin heating
or dissipated for cooling purposes. If the air is to be cooled,
it is routed through an air-to-air heat exchanger (sometimes
termed an "intercooler") that absorbs heat by passing the hot
air through a radiator kept cool by outside air supplied from an
opening in the wing's leading edge. If cooling is not desired, a
bypass valve, sometimes known as a cabin heat control valve,
located adjacent to the heat exchanger, allows the hot air to be
routed through a bypass line which misses the heat exchanger
and proceeds into the air ducts to heat the cabin.
At the juncture of the bleed air lines under the cabin floor on
the right side of the fuselage, two flapper valves are installed
to prevent the loss of air due to backwards flow through a
shutdown engine. The bleed air line from the junction is routed
forward along the right side of the fuselage to a plenum just
beneath the copilot's rudder pedals under the cockpit floor. The
bleed air lines from the engine compartment to this plenum are
wrapped with insulation and aluminum tape to reduce heat loss
to a minimum. It is from this plenum that air is distributed to the
various cabin and cockpit outlets, most of which can be regu-
lated through the use of push-pull controls in the cockpit.
When the left or right Bleed Air Valve switch on the copilot's left
subpanel is placed in the bottom "Closed" position (or center,
Envir Off position, for those airplanes equipped with three-posi-
tion switches) electric power is removed from a normally closed
solenoid valve, causing bleed air flow to be terminated. In other
words, loss of electric power will result in loss of pressurization,
because of the lack of inflow combined with the cabin's leak
rate.
The face of the controller contains two knobs - the left one is the
rate knob and the right one is the altitude knob. With the altitude
knob, the pilot can select a desired cabin pressure altitude,
from 1,000 feet below sea level to 10,000 feet above sea level.
It is this altitude which the controller will attempt to maintain in
the cabin. Whenever cabin altitude agrees with the selected
altitude, the rate knob has no effect. But when the cabin is in
the process of achieving a new selected cabin altitude, the rate
knob determines how fast it will climb or descend. The mini-
mum rate of change can be as little as 50 fpm while the maxi-
mum rate typically exceeds 2,000 fpm.
Although not obvious, the benefit that the pilot derives from the
preset solenoid is that he can preset a desired cabin altitude
before takeoff, even though that altitude may be well above the
takeoff fields elevation. After things have stabilized following
takeoff, the cabin will be climbing to the selected altitude at the
selected rate.
The outflow valve, located near the bottom of the rear pressure
bulkhead, is used for three purposes. First, it meters the outflow
of cabin air in response to vacuum control forces from the pres-
surization controller, acting in conjunction with pressure forces
due to the existing cabin altitude. Second, it contains a pread-
justed relief valve set to ensure that pressure differential does
not exceed the maximum (4.6 or 5.0 psid). Third, it incorporates
a negative relief diaphragm which, as the name implies, pre-
vents the pressure differential from being negative. (That is, the
cabin altitude cannot be higher than the airplane.) The outflow
valve is spring-loaded to the closed position, and requires
some type of pneumatic (air pressure) differential across it to
open.
Refer to pages 148 and 149 for diagrams of the control system.
Prior to turning the battery on, all solenoids are relaxed and the
outflow and safety valves are spring-loaded closed. When the
battery is turned on, electricity flows through the Pressure Con-
trol circuit breaker to these components: (1) the preset sole-
noid, a normally-open valve, now energized closed, associated
with the controller; (2) the dump solenoid, a normally-closed
valve, now energized open, associated with the safety valve; (3)
the ram air door electromagnet, now energized to help draw the
ram air door closed and keep it there unless the crew dumps
the pressurization in flight; and finally (4) the door seal solenoid,
operating a normally-open valve, now energized closed, which
is on all F90's and F90-1's, and on other models with serial
numbers after LJ-765, LW-272, B-241, and BE-39. (Operating
tip: To prevent possible heat damage or deterioration to these
solenoids, consider tripping the "PRESS CONT" circuit breaker
whenever ground power is applied for a long time while trouble-
shooting some other system, perhaps an avionics malfunction.
Also, by tripping the "TEMP CONT" CB, the ambient air shutoff
valve solenoids on the bleed air flow control units are relaxed.
Just remember to check and reset all breakers before taxiing!)
Now, after the descent rate has stabilized, experiment with the
rate knob, to confirm that you can vary the rate of descent.
Procedure
1. Establish level cruise flight at maximum pressure differ-
ential (DP), using normal cruise power setting, between
15,000 and 18,000 feet. (To do this, simply set the con-
trollers cabin altitude for sea level or lower and climb
until the cabin begins to climb also.)
2. Record:
A. Aircraft pressure altitude: feet
B. Indicated cabin altitude: feet
C. Indicated differential pressure (DP): psid
D. Indicated cabin rate-of-climb: fpm (should
be 0)
E. Engine speed: / %(L/R)
6. Turn the bleed air switch back on. Wait until there is
indication that the flowpak has reopened successfully
(such as a momentary cabin descent surge, louder air-
flow noise, rise in ITT, or reduction in torque), and until all
parameters return to their initial values. Sometimes, this
takes a very long time (10 minutes or more), and occa-
sionally a flow pak won't reopen at all during this flight. In
that case, terminate the check until another flight can be
made.
10. Turn the bleed air switches back on; the test is complete.
Pressurization Review
4. You turn off the left environmental bleed air switch while
cruising in flight at maximum DP. You see no change in
cabin altitude, rate of climb, DP, or engine instruments.
This can indicate one of two things. What?
Oxygen System
Environmental System
The Vent Blower Switch has three positions - HIGH, LO, and
AUTO. The blower meter has two speeds. Low or high speed
may be selected by placing the switch in the appropriate posi-
tion. In the AUTO position, the blower operates whenever the
mode switch is not off, but will cease operation when the mode
switch is off. When operating in this automatic manner, the
speed is usually low, but later models are designed so that the
blower goes into high speed whenever the electric heater oper-
ates. High speed is useful for more rapid heating or cooling
due to extra air circulation, but it is noisier than low speed and
probably increases the rate of motor wear.
The bypass valves receive power only when the mode switch is
not OFF. In AUTO, the automatic temperature control unit sends
electric power to the valves, and in MAN HEAT or MAN COOL,
the Manual Temp Switch is the power source.
The Start Control circuit breaker, if blown, will prevent the com-
pressor motor from starting. If the air conditioning system fails
to operate when you are away from your service facility you
may wish to check this CB and reset it if it is tripped - once.
When MAN HEAT is selected with the mode switch, the normal
heater grids are "asked" to operate continually, regardless of
bleed air temperature. Now, the Manual Temp switch becomes
active and can be used. Holding this switch up to INCR ads
as a heat command to the bypass valves. Holding the switch
down to DECR acts as a cool command. Bleed air temperature
can be regulated on a trial-and-error basis. Knowing that one
minute of travel will position the valves to the full-fiat or full-cold
positions, you may wish to begin with 10 to 20 seconds of use.
Operating Tips
On a hot day, the operator can (1) use High blower, (2) close
bleed air valve switches while on the ground, and (3) open all
overhead air outlets to allow increased flow through the air con-
ditioner.
Performance
IFR Procedures
Avionics
Blank Paper
Examination
Preface
Operating Tips
With the battery switch off, practice the proper starting proce-
dure thoroughly until the steps are easy for you. It takes some
coordination and practice for the fingers of the left hand to do
their tasks well.
Here are a few points to consider:
1. If practical, park facing into the wind for starting. Allow-
ing the wind to blow into the inlet and not the exhaust
improves airflow and reduces ITT. If unable to park fac-
ing the wind, putting the flaps down will help keep the
start cool by partially blocking the wind from blowing up
the exhaust pipe.
2. Remember the 300°C ITT residual temperature start-
ing limit. If the ITT is above 300° before start, place the
Start Select switch in the Crank position before initiating
the start. (That is, before moving the Engine Start/Stop
switch to Start). The ITT will rapidly fall as the starter
spins the engine and once the speed reaches about
15% move the Start Select switch from Crank to Ground
and proceed with normal start monitoring.
3. Move only one Engine Start/Stop switch from the Stop
(bottom) position to the Run (center) position before the
first engine’s start. Why? Because by "unlocking" only
one Engine Start/Stop switch before starting, accidental
activation of both starters at the same time becomes
impossible.
Since this "lever lock" switch must be pulled over a de-
tent to move out of the Stop position - a two-finger opera-
tion - it becomes difficult when one finger is already de-
voted to holding up the NTS Test switch. Thus, it must be
done before the start. If a start ever needs to be aborted,
moving the switch to Stop is proper procedure. This ac-
tion should terminate the start sequence and close the
fuel shutoff valve. Be aware, however, that electric power
is required to close the fuel shutoff valve with this switch.
So? Well, if ever both left and right starters are operat-
ing simultaneously (because someone unlocked both
switches before start and accidentally hit both switches
by mistake...yes , it has happened!) battery voltage may
be lowered so severely that terminating the start with
this switch becomes impossible! As stated above, if you
unlock only one Engine Start/Stop switch at a time, ac-
cidental activation of both starters at the same time won’t
occur.
Begin this check at 6000' MSL. Configure the airplane for land-
ing...gear down, speed levers fully forward, flaps down. Trim
the aircraft for 100 - 105 KIAS, and reduce power levers to flight
idle.
Record the descent rate and the fuel flow that you observe,
then add power and return to normal configuration.
At VR, rotate the nose to a +10° pitch attitude and, when posi-
tively airborne, retract the landing gear and turn off the landing
and taxi lights (since they are on the nose gear strut). Delay-
ing gear retraction is justifiable in some cases. For example,
perhaps there is a lot of runway ahead and you can still easily
land, so you are delaying the decision point.
Or, perhaps you are leaving the gear down to let brakes cool or
to blow off slush.
Brakes
+7° is a good cruise climb pitch attitude for most weights. Us-
ing this constant "deck angle," speed will decrease with altitude
and will closely match the cruise climb speed schedule shown
in the Operating Handbook (150 KIAS to 10,000', 140 KIAS to
20,000', etc.) It allows a respectable rate of climb while still
giving satisfactory forward view over the glareshield. The Go-
Around setting on the Flight Director (if installed) is set to a give
a +7° pitch command and can be selected as a helpful aid.
100% RPM climbs are very acceptable. They yield better climb
performance and lower ITT's, at the expense of a very small
increase in noise level. Especially on hot days, consider climb-
ing at 98 - 100% RPM.
FIRST RULE OF THUMB: when setting cruise power, use the lower
of 850°C, or 300 pounds per hour per engine fuel flow.
1 700 lbs
2 1200 "
3 1700 "
4 2200 "
4+48 2600 "
(full main tanks, 388 gallons
@ 6.7 lb/gal)
5 2700 "
5+54 3149 "
(full main tanks and auxiliary tanks,
470 gallons @ 6.7 lb/gal)
On the flight plan form, we usually cannot go wrong by listing
240 knots as our true airspeed and 4+30 as our duration when
the main tanks are full, 6+00 when all tanks are full.
Slow Flight
Stalls
When 100 knots is reached, move the flap switch fully up to ini-
tiate flap retraction and start a steady rotation to +10° pitch atti-
tude. The positive rotation prevents altitude loss as the flaps re-
tract, and the slow retraction speed of the flaps combined with
a proper pitch attitude of +10° prevent approach to a second-
ary stall. Only when the descent is arrested and a positive rate
of climb is confirmed should the gear handle be placed in the
Up position to start gear retraction. (If there were an easy, quick
way to select Approach flaps from Full flaps, then we would
recommend going to that setting after power had been added,
retracting gear when a positive rate of climb were established,
then completing flap retraction alter VYSE were reached. Since
it is not a single-step operation to retract flaps to the Approach
setting, we recommend waiting until VS1 is reached, then going
all the way up with the flap handle.)
Steep Turns
Steep turns are normally practiced with 45° bank at 160 KIAS.
This maneuver improves your instrument scan skill and gets
you familiar with the B100 in this non-routine attitude. When you
feel good doing steep banks, regular banks become very easy.
In the steep turn, altitude should be held within 100 feet, bank
angle maintained within 5°, and the roll-out completed within
10° of the desired heading.
When entering and departing from the turn, at about the 30°
bank point, change torque 75 to 100 ft-lbs. The higher power
will compensate nicely for the increased drag and will hold the
speed close to 160 kts. Strive to keep the bank constant and
adjust pitch to hold the altitude. For some attitude indicators
installed in B100s there is no bank mark at the 45° point, so you
must use the position halfway between the 30° and 60° bank
marks.
Also, feel what your body is telling you. As the bank exceeds
30°, you need to start feeling some slight G-force hitting the
seat of your pants. The force is quite pronounced as the turn
becomes fully developed. Once you are aware of this feel, you
may notice the lack of the G-force a little before the altimeter
and vertical velocity indicator show that you have started to
descend.
When the Engine Inlet heat switches are turned on in flight, ITT
will rise momentarily then drop to a lower value than originally
set. If desired, the power levers may then be advanced to re-
gain the original ITT. There is a trap waiting here for you. Name-
ly, when you leave icing conditions and turn the switches off,
ITT will eventually creep well above your original setting unless
power levers are retarded. Therefore, monitor ITT carefully and
reduce power enough to leave a comfortable margin below the
cruise ITT setting when turning off Engine Inlet heat. Remember
that +5° is the maximum value at which Engine Inlet heat may
be used. Leaving it on too long when in warm air may lead to
compressor rub in the engine!
Descent Planning
Suppose, thanks to the wind and traffic situation, that you are
in a position to make an uninterrupted straight-in descent to the
landing runway. Is it possible to slow from VMO to landing speed
and change the aircraft configuration from clean to dirty without
deviating from the glide path? Indeed it is! Here's how.
What is the best way to depart when you have a runway surface
covered with snow, slush, gravel, or rocks? Of course, it would
be nice to avoid this situation entirely, but that is not always
realistic in the real world of corporate flying.
In most cases, use Approach flaps for takeoff from the short
field. Even though flaps hurt both your rate and angle of climb,
they lower stall speed enough to allow lift-off and initial climb
at a lower speed. This will help you over a close-in obstacle by
permitting the climb to begin closer to the start of the takeoff
roll. Perhaps a simplified diagram will help explain:
Use all of the available runway area as you taxi into position.
Use all of the available runway area as you taxi into position.
Line up with the nosewheel straight and the nose pointed slight-
ly to the right. Torque effect will make the airplane want to turn
left as brakes are released. Full power prior to brake release
will usually yield shorter distances. Based on the condition of
the runway's lineup point and on the runway length available,
decide how much power to apply before releasing the brakes.
Rotate at V1 and pitch up to the standard +10° attitude. Holding
this attitude will cause the airspeed to be about 130 - 140 knots
passing through 400 - 500 feet AGL...well above the B100’s
takeoff safety speed, V2. If you have one unbelievably large ob-
stacle ahead and you need to climb more steeply, 15° - 20° of
pitch will be required to hold 106 knots with two engines oper-
ating at full power. Is this steep climb fun? You bet! Is it fright-
ening for most passengers? You bet! Is it challenging for the
pilot if an engine quits during the maneuver? You bet! For these
reasons, usually the old, "dull," +10° attitude is still the best, and
will get you safely over all reasonable obstacles.
No Flap Landings
Lacking the drag of full flaps, the airplane will tend to float more
when in ground effect. If the pilot attempts to land smoothly and
to hold the airplane off with back pressure on the control wheel,
literally thousands of feet of runway can be wasted prior to
touchdown. There is a time for smooth touchdowns, certainly,
but this is not one of them. Fly a stabilized approach, crossing
the 50' threshold point at 1.3 VS1 (about 10 knots faster than
normal) with power at Idle, and use just the slightest touch of
elevators to give a very slight arresting of the sink rate prior to
touchdown. Let the airplane land firmly, lower the nosewheel
and establish directional control with it. Now use Beta or Re-
verse and brakes as appropriate for the runway. (Just because
the runway may be long, do not wait for the last few thousand
feet before trying the brakes. What if they malfunction and are
not working?)
Fuel Venting
IFR Procedures
One airspeed and one airplane configuration will not cover all
of the possible variations that can arise during initial approach
maneuvering. However, it is certainly helpful to have one
speed/configuration combination in mind when we are flying
a complicated procedure requiring lots of attention to detail.
Likewise, even when VFR, being able to fall back on a familiar
speed and configuration frees our time and attention for the
critical tasks of outside scanning and cockpit monitoring.
When free to select our own speed for initial approach maneu-
vering, we recommend 160 knots indicated airspeed, in clean
configuration (flaps and gear up).
Why not extend Approach flaps at this time? Why keep the
airplane clean?
If the approach minimums are less than 500 feet Height Above
Touchdown (HAT), then almost certainly the runway of intended
landing is sufficiently long to allow a safe landing with flaps
at Approach. Therefore, if still in instrument conditions at 500
feet HAT, decide to land with Approach flaps and refer to your
Flight Review speed placard to adjust the VREF accordingly.
(Rule-of-thumb: add 5 knots.)
Non-precision approaches
One basic power setting will not suffice for these approaches
as it does for an ILS. Instead, two basic powers will be needed:
a lower one during the descending segments and a higher one
during the level segments. Arriving at Minimum Descent Alti-
tude (MDA) too late is a common problem. To be "continuously
in a position from which a descent to a landing on the intended
runway can be made at a normal rate of descent using normal
maneuvers" (FAR 91.175) requires reaching MDA in a timely
manner. Planning the descent so as to reach MDA right at the
Missed Approach Point (MAP) will not do - you will be too high
over the end of the runway.
Sounds like a horror movie's title, doesn't it? "Be careful, or the
wrath of Mara will get you!" Actually, these two contrived words
serve as a memory aid when giving an approach briefing.
The technique presented here is one idea for use during ap-
proach briefings. There are certainly other ways to conduct a
briefing and if you have a method that works well for you, stick
with it. However, if you are a little shaky when it comes to this
phase of flying then these suggestions should prove helpful.
W: WEATHER
If you already have received the current weather, what is it?
How will it affect the choice of approaches and the likeli-
hood of a missed approach? If you have not yet received
the weather, how will you get it? ATIS? FSS? Tower?
R: RADIOS
How are you planning to tune and set all installed avion-
ics equipment so that it can be useful and least confusing?
Proceed through all the aids in a logical sequence, such as:
Nav 1, Nav 2, DME, ADF, Radio Altimeter, Marker Beacon,
RNAV, RMI needles. In each case, consider the frequency
or setting and, if able at the time, go ahead and set it or
tune it. Make note of radios that may need to be changed
during the approach or during the missed approach.
A: ALTITUDES
Consider the airport elevation, the DH or MDA, the cross-
ing altitude at the FAF, the minimum altitudes on terminal
routes, and the MSA's.
T: TIMES
What is the time to the MAP (Missed Approach Point) and
where does the timing start? Also, has an EFC (Expect Fur-
ther Clearance) time been given?
H: HEADINGS
Expected vectors, terminal routes which may be flown, the
procedure turn, the inbound course to the FAF, the out-
bound course from the FAF - these are the types of direc-
tions considered here.
R: REMARKS
What are the special notes, cautions, and remarks on the
approach plate, and how do they affect your operation?
For example, do minimums change if an altimeter setting
at another location is used? Is the approach authorized at
night? Can you proceed straight-in from a holding pattern
at the FAF, or must you make a procedure turn? Is circling
not available in a certain segment from the airport?
A: AIRPORT
Now look at the airport diagram. Which runway should you
ask for or plan to circle to, if not already assigned? Is the
runway long enough? What lighting for that runway is avail-
able, and how do you turn it on? Where will you plan to
park and, based on that, should you plan to make an early
turnoff or let the airplane roll to the runway end?
W = WEATHER
R = RADIOS
A = ALTITUDES
T = TIMES
H = HEADINGS
MA = MISSED APPROACH
R = REMARKS
A = AIRPORT
Keep in mind that not all portions of this briefing format may be
applicable in every case. Use good judgment in deciding what
can be omitted. We suggest that the only items that must be
memorized are (1) DH (or MDA and its corresponding MAP),
(2) initial missed approach direction, and (3) any critical pecu-
liarities of the approach. Remember that the number one prior-
ity should continue to be FLYING THE AIRPLANE. When things
are busy, the approach briefing can certainly be delayed and
possibly shortened.
Power Settings
TAKEOFF DATA
PA ft OAT °C
T.O. WEIGHT lbs WIND kts
T.O. TORQUE ft-lbs FLAPS %
V1 kts V2 kts VYSE kts
Accel-Stop: REQD '; AVAIL '
Accel-Go: REQD '; AVAIL '
VREF kts
T.O. Takeoff.
Accel-Stop
Accelerate-Stop Distance, the distance required
to accelerate to V1 with two engines, then stop. Be
sure to examine the associated conditions listed on
the flight manual's chart. If you use a V1 higher than
Beech's figure, then the accelerate-stop distance is
increased. To determine a reasonable distance with
a higher V1, the following rule-of-thumb may be used:
"For each 1% increase in V1, increase
Accelerate-Stop Distance by 2%."
For example, suppose the original distance was
3,500' while using a V1 of 95 knots. If we increase V1
by 10 knots, to 105, we have increased it by 10.5%
(10/95). Thus, the distance should increase 21%
(10.5% X 2) to become 4,237' (3,500 X - 1.21).
Accel-Go
Accelerate—Go Distance, the distance required to
accelerate to V1 with two engines, lose an engine,
and then continue the takeoff such that V2 is reached
at 35' or 50' above the runway ·elevation. (See the
associated conditions on the appropriate chart.) In-
creasing V1 so that it is closer to V2 will decrease this
distance.
Additional Comments:
Example:
For a given set of conditions (OAT, Pressure Altitude, Takeoff
Weight, and Wind) you consult your Pilot's Operating Handbook
and determine that the accelerate-stop distance required is
3,800 feet yet accelerate-go distance required is 6,000 feet, not
a reasonable balance if an obstacle exists at 5,500 feet. This
type of situation lends itself to an increase in V1. To be conser-
vative, enter the table above at the next higher accelerate-stop
number: 4,000 feet. If the runway (and overrun or stopway)
distance is 5,000 feet, then the table indicates that you could
satisfactorily abort from V1+10 knots, but not from V1+15 knots.
Takeoff Data
Engine Failure
SPEED
LEVERS Both speed levers fully forward to provide maximum
propeller efficiency and all available power on the
good engine. This will also reduce ITT noticeably and
allow later "fine-tuning" to a higher power, if needed.
IDENTIFY
"Dead foot, dead engine"...the good old traditional
method. This check is easier with the yaw damper
and autopilot off. If the autopilot and/or yaw damper
is on, you will definitely want to read the engine in-
struments carefully.
VERIFY Scan the engine instruments for low ITT, torque, and
engine speed readings. If you’ve experienced a
flame-out, they’ll all be low. Do not retard the power
lever for the suspected inoperative engine since its
Beta Follow-up function may allow windmilling drag
to increase.
FEATHER
Pull the failed engine’s Fuel Cutoff & Feather lever
around the hook and fully aft.
When the airplane is past 1,000 feet AGL and your heart rate is
back to normal, let the autopilot fly while you get the checklist
out and complete the clean-up items for the dead engine.
The Specific Range (SR) being achieved for any particular flight
condition can be easily calculated if the aircraft has ground
speed (GS) and fuel flow (FF) displays. Namely,
SR = GS + FF
SR = (TAS ± WIND) + FF
When specific range has been calculated, the total range avail-
able for a certain amount of fuel can be quickly calculated:
Example:
A King Air B10 is at 16,000 feet, in no wind conditions. The
ground speed is 260 knots and the total fuel flow is 610 pph.
Later, the same airplane climbs to 24,000 feet and discovers
a ground speed of 250 knots and a fuel flow of 480 pph. Com-
pare the fuel efficiencies in these two cases.
Exercises:
1. Which case will take you farther, A or B?
Emergency Procedures*
Caution: Determine the cause of the hot start and allow the
starter motor to cool for at least 60 seconds before proceeding
with another start attempt. Repeat the start procedure from the
very beginning. Remember to place the Fuel Cutoff/Feather
Lever forward, verify that the propeller is on the start locks, and
reposition the Start Select switch to "Ground".
1. Power Levers....................................................REVERSE
2. Brakes.............................. MAXIMUM, or as required for
stopping distance
If insufficient runway remains for stopping:
3. Engine Start/Stop Switches...................................STOP
4. Battery and Generator Switches............................. OFF
5. Fuel Firewall Valves.......................................... CLOSED
6. Standby Pumps......................................................... OFF
(Usually gray or tan in color, and irritating to the nose and eyes.)
(Usually white in color, not very irritating to the nose and eyes.)
1.
Cabin Temp Mode..................................................... OFF
2.
Vent Blower.............................................................. HIGH
3.
Lett Bleed Air Valve.......................................ENVIR OFF
4.
Oxygen..................................................... AS REQUIRED
a. Oxygen Supply Control Handle....................... PULL
b. Crew and Passengers......................... PLUG IN AND
DON OXYGEN MASKS
5. a. If Smoke Decreases:
1) Continue operation with left bleed air off.
b. If Smoke does not Decrease:
1) Left Bleed Air Valve - OPEN
2) Flight Bleed Air Valve - ENVIR OFF
3) If smoke decreases, continue operation with right
bleed air off.
The pilot should deviate to the nearest suitable airport while the
copilot and/or passengers attempt to extinguish the fire using
the fire extinguishers and/or available liquids (such as water,
coffee, etc.). Oxygen may be helpful in diluting the effects of
the smoke.
Loss of Pressurization
1. Oxygen.....................................................AS REQUIRED
2. Descent..................................................... AS REQUIRED
Emergency Descent
1. Oxygen..................................................... AS REQUIRED
2. Power Levers...............................................FLIGHT IDLE
3. Speed Levers....................................... FULL FORWARD
4. Flaps ..................................... APPROACH (179 kts max)
5. Landing Gear.................................. DOWN (153 kts max)
6. Airspeed................................................................153 kts
Glide
1. Propellers.................................................... FEATHERED
2. Flaps ............................................................................ UP
3. Landing Gear................................................................ UP
4. Airspeed............................ 150 kts (less 7 kts/1,000 lbs)
Spin Recovery
Abormal Procedures
Airstart
Flaps Up Landing
Single-Engine Landing
Single-Engine Go-Around
Oil pressure values below the green arc (above FL 230: below
50 psig) but above the red radial are undesirable; they should
be tolerated only tor the completion of the flight, and then only
at a reduced power setting not exceeding 900 ft-lbs. Oil pres-
sure values below 40 psi are unsafe; they require an INTEN-
TIONAL INFLIGHT SHUTDOWN (see page 264) or a landing as
soon as possible, using the minimum power required to sustain
flight.
Use the flap switch to position the operative flap segments with
the inoperative one, and adjust landing speed accordingly. If
unable, use aileron trim as necessary and add a minimum of 10
knots to the appropriate landing speed.
Cracked Windshield
(Usually white in color, not very irritating to the nose and eyes)
The four subpanel feeder CB‘s (LH #1, RH #1, LH #2, and RH
#2) are located on the pedestal circuit breaker panel. Any of
these should not be reset in flight.
If both breakers for a subpanel bus trip, the bus is lost. Consult
the electrical system schematic to determine or verify the inop-
erative components, and plan the remaining flight accordingly.
Monitor the affected side's torque and ITT gauges while turning
the bleed air valve switch to the INST & ENVIR OFF (bottom)
position. An increase of more than 40 ft-lbs of torque or a de-
crease of more than 20°C is unusual, and helps to verify that a
significant bleed air leak has occurred. Complete the flight with
the bleed air switch off, regardless of the changes observed.
Caution: Stop pumping just when the third green light illumi-
nates. Additional pumping could damage the drive mechanism
and prevent subsequent gear retraction. However. . .
Warning: If for any reason the green gear down lights do not
illuminate, continue pumping until sufficient resistance is felt
to ensure that the gear is down and locked, even though this
procedure may damage the drive mechanism.
Warning: Once the gear is down, do not stow the pump handle
or reset the circuit breaker or move the gear handle until the
airplane is safely supported on jacks.
Readings outside the green arc may indicate lack of heat or un-
even heat on a particular propeller blade. If propeller vibration
occurs, increase RPM in an attempt to improve ice removal.
Inability to Pressurize
This condition indicates that both the outflow and safety valves
are fully closed until maximum DP is reached: probably a lack
of suction to the outflow valve. Land as soon as practicable. ln
order to land unpressurized, move both Bleed Air Valve switch-
es to the ENVIR OFF (center) position and allow the airplane's
normal leak rate to reduce the pressurization. This may take in
excess of 20 minutes.
Crew Coordination
Suggested Procedures
Starting engines: The pilot sitting in the left seat should always
start the engines. During starting, quite often the other crew
member is still assisting passengers and giving them a safety
and comfort briefing. So the start, more often than not, is done
with only one crew-member present in the cockpit. For this rea-
son, both the "Before Starting Engines" and the "Engine Start-
ing" checklists must be known well enough by the left seat pilot
that he can perform them correctly and easily. A pilot should be
assigned the left seat only after he has been thoroughly trained
in starting procedures, and has been found competent in that
area. In light of the foregoing, crew coordination in the cockpit
actually begins at the "After Starting" checklist.
PF PNF
Pilot Flying Pilot Not Flying
PF PNF
Pilot Flying Pilot Not Flying
PF PNF
Pilot Flying Pilot Not Flying
"Before Landing
Checklist" Standard response.
AT FAF or Procedure
Turn, inbound: "Target
speed is knots."
NOTES:
1. During the approach the PNF advises "Approach Lights
in sight" and/or "Runway in sight," as appropriate, only
when clear visual contact is established, and unlikely to
be lost prior to touchdown. If this call(s) is made prior
to the 500' call, then the 500' call becomes a VMC one,
made at 500' height above airport (HAA). VMC calls may
not increase ground awareness significantly, but, if not
done routinely, IMC calls will likely be forgotten.
2. We believe that it is good practice to have landing flaps
set early enough so that at least the last 500' before
touchdown is flown in the landing configuration, with
the speed close to VREF (1.3 x VSO) + 10. However, we
note that for autopilot certification testing Beech flies
approaches with Approach flaps at 130 knots, and we
agree strongly with this configuration, autopilot coupled
or not, while still in the clouds. Using a setting greater
than Approach while still in IMC is rarely if ever a good
idea. Therefore, if still in instrument conditions during a
straight-in ILS approach when the 500' call is received,
the PF should plan on landing with Approach flaps and
announce his intentions to the PNF. (Of course, if the air-
plane becomes visual within the next couple of hundred
feet, he could at that time call for 100% flaps, if desired.)
If still on instruments at
minimums, PF says
"Missed Approach," adds
power and proceeds with
appropriate calls.
("Flaps Up," etc.)
1. Monitors instruments:
Attitude, heading, power,
speed and climb/sink rate.
2. Responds to PF`s calls.
3. Returns to "After
Takeoff" checklist,
when time allows.
PF PNF
Pilot Flying Pilot Not Flying
After the flight is over and the aircraft is secured, a frank and
open discussion between the pilots - a critique of all aspects
of the flight and the crew interactions, bringing out the good,
the bad, even the mediocre - puts the finishing touches on
the important skill of crew coordination and cockpit resource
management. Being proficient in this area of piloting skill is as
important as being able to execute a flawless ILS approach
or to handle an unexpected engine failure with aplomb, and it
requires the same dedication and effort.