B80 Poh

BE ECH
eet cra ta
ueen Air B80
PILOT'S OPERATING MANUAL
This book is inc9mplete without a current FAA Flight Manual, P/N 50--590211-1, consisting of
FAA Data, FAA Revision Log, FAA Limitations, FAA Normal Procedures, FAA Emergency
Procedures, FAA Performance, and FAA Flight Manual Supplements.
P/N 50-590211-3 PUBLISHED BY PARTS AND SERVICE OPERATIONS

Supersedes: BEECH AIRCRAFT CORPORATION WICHITA, KANSAS
-
67201
50-590157-3
50-590157-5 Issued: October 5, 1972
Listed below are the pages required for this publication, with effectivity current through the revision and/or reissue code shown on the lower right hand corner of
this page, and.on the title page. Each page is followed by an entry that denotes whether the page is still as originally issued or is a part of some later revision or re-
issue.
LIST OF EFFECTIVE PAGES

Always destroy superseded pages when you insert revised pages.
Original . . . . . . . . . . . . . . October 5, 1972
Title .······---.··-
..........Original
"A" - - · · - - - - - - - - - - - - . . . . . . . . . Original
athroughg . · · · - - - · · · - - . . . . . . . . . . . Original
FAA Title Page . . . . . . . . . . . . . See FAA Flight Manual Log of Revisions
i through ii . . . - - . . . . . . . . . See FAA Flight Manual Log of Revisions
FAA Log of Revisions . . . . . . . . . . . See FAA Flight Manual Log of Revisions
Sections I through IV . . . . . . . . . . . See FAA Flight Manual Log of Revisions
Section V . . . . . . . . . . .See FAA Flight Manual Supplements Log of Revisions
6-1through6-6 -----··..............Original
7-1 through 7-19 · - · - · · - - . . . - . . . . . . Original
8-1 through 8-11 - - - - - - - - . . . . . . . . . . . . . Original
9-1 through 9-20 - - - - - - - - - - - . . . . . . . . . . Original
10-1 through 10-24 . . . . - · - - - - - · · · · - - . . . . Original
NOTE: The asterisk denotes pages in the current revision.
Basic publications are assigned a part number which appears on the title page with the date of the issue. Subsequent revisions are identified by the addition of a
revision code after the part number. A; after a part number denotes the first revision to the basic publication, A2 the second, etc. Occasionally,it is necessary to
completely reissue and reprint a publication for the purpose of obsoleting a previous issue and outstanding revisions thereto. As these replacement reissues are
made, the code will also change to the next successive letter of the alphabet at each issue. For example, B for the first reissue, C for the second reissue, etc.
When ordering a handbook, give the basic number, and the reissue code when applicable, if a complete up-to<late publication is desired. Should only revision
pages be required, give the basic number and revision code for the particular set of revision pages you desire.
A
THANK YOU . . . .
for displaying your confidence in us by selecting a BEECHCRAFT airplane. Our design engineers,
assemblers and inspectors have utilized their skills and years of experience to ensure that your new
BEECHCRAFT Queen Air B80 meets the high standards of quality and performance for which
BEECHCRAFTairplanes have become famous throughout the world.
IMPORTANT NOTICE
This manual should be read carefully in order that you may become familiar with the
operation of your Queen Air B80. Suggestions and recommendations have been made
within it to help you obtain maximum performance without sacrificing economy.
Furthermore, you should also be familiar with and operate your new BEECHCRAFT in
accordance with the Federal Aviation Administration Approved Flight Manual and/or the
FAA Approved Placards which are located in your BEECHCRAFT.
As a further reminder, you should also be familiar with the applicable Federal Aviation
Regulations concerning operation and maintenance of the airplane and FAR Part 91
General Operating and Flight Rules. Likewise your aircraft must be operated and
maintained in accordance with FAA Airworthiness Directives which may be issued against
your BEECHCRAFT.
The operation, care and maintenance of your airplane after it is delivered to you is your
responsibility. However, your authorized BEECHCRAFT Parts and Service Outlet will
have all recommended modification, service and operating procedures issued by both
FAA and Beech, designed to get maximum utility and safety from your airplane.
USE OF THE MANUAL
A current manual is an informative manual. Every effort will be made by Beech Aircraft Corporation to
incorporate the latest information available so that you may always have a current BEECHCRAFT Queen
Aír B80 Pilot's Operating Manual. The following information will inform you of the divisions of the book
and the proper manner of updating the revision records and amending the content of the book as the
material becomes available to you.
SECTIONS OF THE MANUAL
For your convenience, this manual has been arranged with quick-reference tabs, each imprinted with the
title of the section which it sets off. You will notice that the manual has been divided into two parts
separated by a full-page index tab. The portion ahead of this tab comprises the FAA Approved Airplane
Flight Manual, including the appropriate FAA Approved Airplane Flight Manual Supplements. The balance
of the manual is Beech Aircraft Corporation supplied Supplemental Operational Data which, combined
with the Airplane Flight Manual, comprises the Pilot's Operating Manual.
PILOT'S OPERATING MANUAL REVISION RECORD
Immediately across from this page you will observe a List of Effective Pages or the "A" Page, as it is
normally called. Take a moment, now, to examine this page. You will see that a complete listing of all pages
is presented along with the current status of the material contained, i.e., Original, Revised or described in
another section. Also, in the lower right corner of the blocked portion is a box containing a capital letter
which denotes reissue of the manual. It will be advanced one letter, alphabetically, per reissue. A reissue of
the manual or the revision of any portion that does not require another revision log, will be received with a
new "A" Page to replace the previous one.
Queen Air B80 Pilot's Operating Manual a

FAA APPROVED AIRPLANE FLIGHT MANUAL REVIS/ON RECORD
Note the reference to the FAA Airplane Flight Manual Log of Revisions which is located under the tab of
that name in the first part of the manual. This page is used for description of all material covered under the
FAA Approved portion except the Airplane Flight Manual Supplements. When a revision of any
information contained in this portion of the manual is made, a new Log of Revisions sheet will be issued for
insertion immediately ahead of all previously issued Log of Revisions sheets. All Log of Revisions pages
must be retained in the manual to provide a current record of material status until a reissue of the manual is
made at which time all pages are removed. Looking at this page, you will notice that under the column
labeled Revision Number, there will be a letter indicating the current issue, followed by a number indicating
the numerical revisions. The revised pages will be listed along with the description. As noted at the bottom
of this page, each revised portion of the pages issued will have a black border indicating the portion
changed. All revised pages listed in the new Log of Revisions are to be removed and replaced with the
current page.
A/RPLANE FLIGHT MANUAL SUPPLEMENTS REVISION RECORD
Looking further to the last section before the full-page divider tab, you will find the FAA Approved
Airplane Flight Manual Supplements headed by a Log of Revisions page. Bere you will find a listing of the
FAA Approved Supplemental Equipment available for installation on the BEECHCRAFT QueenAir B80.
When new supplements are received the new "Log" sheet will replace the previous one, since it contains a
listing of all previous approvals, plus the new approval. The supplemental material will be added to the
grouping in accordance with the descriptive listing.
NOTE
In an effort to provide you with as complete coverage as possible, applicable to any

configuration of the BEECHCRAFT Queen Air B80, optional equipment has been
included in the scope of these manuals. Because of the versatility of the appointments
and arrangements of the aircraft, the equipment described or depicted herein may not be
designated as optional equipment in every case. Through variations provided by custom
designing, the illustrations in this manual will not be typical of every airplane.
b Queen Air B80 Pilot's Operating Manual

ABBREVIATIONSAND TERMINOLOGIES
The following Abbreviations and Terminologies have been listed for your convenience and ready
interpretation whére used within this manual. Whenever possible, they have been categorized for ready
reference.
AIRSPEED TERMINOLOGY
lAS Indicated airspeed is the speed of an aircraft as shown on its pitot static airspeed indicator.
CAS Calibrated Airspeed is indicated airspeed of an aircraft, corrected for position and
instrument error.
TAS True Airspeed is actual or exact airspeed. Indicated airspeed corrected for temperature and
pressure.
GS Ground Speed, through not an airspeed, is directly calculable from True Airspeed if the true
wind speed and direction are known.
M Mach Number is the ratio of true airspeed to the speed of sound.
Vmc Minimum Control Speed The minimum flight speed at which the airplane is controllable
-
5°
with a maximum of bank when one engine suddenly becomes inoperative and the
remaining engine is operating at takeoff power.
Va Manuevering Speed The maximum speed at which application of full available aerodynamic
-
control will not overstress the airplane.
Vg Design flap speed is the highest speed permissible at which wing flaps may be actuated.
Vfe Maximum "flap extended speed" is the highest speed permissible with wing flaps in a
prescribed extended position.
Vc The design cruising speed.
V Maximum landing gear operating speed is the maximum speed at which the landing gear can
be safely extended or retracted.
V The stalling speed or the minimum steady flight speed at which the airplane is controllable.
Vso The stalling speed or the minimum steady flight speed in the landing configuration.
V The best angle of climb speed.
Vy The best rate of climb speed.
METEOROLOGICAL TERMINOLOGY
Pressure Altitude Altitude measured from standard sea-level pressure (29.92 in. Hg) by a
pressure or barometric altimeter.
Indicated Pressure The number actually read from an altimeter when, and only when, the
barometric scale (Kollsman Window) has been set to 29.92 inches of
mercury (1013 millibars).
Station Pressure Actual atmospheric pressure at field elevation.
Queen Air B80 Pilot's Operating Manual c

OAT Outside Air Temperature The free air static temperature, obtained either
-
from ground meteorological sources or Trok inflight temperature

indications, adjusted for instrument error and compressibility effects.
Wind The wind velocities recorded as variables on the charts of this manual are to
be understood as the headwind or tailwind components of the actual winds
at 50 feet above runway surface (tower winds).
ISA International Standard Atmosphere in which

(1) The air is a dry perfect gas:
(2) The temperature at sea level is 59 degrees Fahrenheit;
(3) The pressure at sea level is 29.92 inches Hg.;
(4) The temperature gradient from sea level to the altitude at which the
temperature is 69.7 degrees Fahrenheit is
- -0.003566
Fahrenheit per foot
and zero above that altitude.
ICAO International Civil Aviation Organization
POWER TERMINOLOGY
Maximum Cruise Is the highest power rating for normal use and is not time limited.
Power
Maximum Continuous Is the highest power rating not limited by time. Use of this rating should be
limited to emergency situations.
Take-off Power Is the maximum power rating and is limited to a maximum of 5 minutes
operation. Use of this rating should be limited to Normal Take-off
Operations and Emergency situations.
Cruise Climb Is the maximum power approved for normal climb. These powers are
temperature limited.
Critical Altitude Is that altitude for a given rpm where the desired manifold pressure can no
longer be maintained.
CONTROL AND INSTRUMENT TERIVIINOLOGY

Throttle ControE Is the lever used to control the forced introduction or injection of fuel or of
a fuel-air mixture into the intake passages of an engine or into the
combustion chambers by means of a pressure differential other than that
caused by the induction airflow in the engine.
Propeller Control This lever requests the control to maintain rpm at a selected value and, in
the maximum decrease rpm position, feathers the propellers.
Mixture Control This lever, in the idle cut-off position, stops the flow of fuel to the control
outlet and in the intermediate to the full rich position regulates the fuel air
mixture.
Propeller Governor This governor will maintain the selected speed requested by the propeller
control lever.
Manifold Pressure Gage An instrument that measures the pressure in the intake manifold of an
engine, measured from zero, and expressed in inches of mercury (in. Hg).
Tachometer An instrument that indicates the rotation of the propeller in revolutions per
minute (rpm).
d Queen Air B80 Pilot's Operating Manual

Supercharger A gear driven compressor that forces more air or fuel-air mixture into an
internal combustion reciprocating engine than the engine would induct
under the prevailing atmospheric pressures.
CHART AND GRAPH TERMINOLOGY
Climb Gradient The demonstrated ratio of the change in height during a portion of a climb,
to the horizontal distance traversed in the same time interval.
Best Rate of Climb The best rate-of-climb speed is the airspeed which deliversthe greatest gain
in altitude in the shortest possible time with gear and flaps up.
Best Angle of Climb The best angle-of-climb speed is the airspeed which deliversthe greatest gain
of altitude in the shortest possible horizontal distance with gear and flaps
up.
Demonstrated The demonstrated crosswind velocity is the velocity of the crosswind

Crosswind component for which adequate control of the airplane during takeoff and
landing was actually demonstrated during certification tests. The value
shown is not considered to be limiting.
Accelerate-stop The distance required to accelerate an airplane to a specified speed and,

Distance assuming failure of an engine at the instant that speed is attained, to bring
the.airplane to a stop.
Maximum Take-off The gross weight of the aircraft at lift-off from runway.
Weight
Landing Weight The weight of the aircraft at landing touch-down.
Maximum Ramp Weight The gross weight of the aircraft before engine start. Included is the take-off
weight plus a fuel allowance for start, run-up and take-off ground roll to
lift-off.
MEA Minimum enroute IFR altitude.
Route Segment A part of a route. Each end of that part is identified by:
(1) a geographical location; or
(2) a point at which a definite radio fix can be established.
Queen Air B80 Pilot's Operating Manual e

INTENTIONALLY LEFT BLANK
f Queen Air B80 Pilot's Operating Manual

DIVISION TABULAR INDEX
FAA DATA
FAA AIRPLANE FLIGHT MANUAL . . . . . . . . . . . . . .
50-590211-1
TABLEOFCONTENTS ....................i-li
FAA REVISION LOG
FAA LIMITATIONS
SECTIONI ......................1-1-1-8
FAA NORMAL PROCEDURES

SECTIONII ......................2-1-2-11
FAA EMERGENCY PROCEDURES

SECTIONIll .....................3-1-3-6
FAA PERFORMANCE
SECTION IV
TABLEOFCONTENTS ....................4-1
GRAPHS ......................4-2-4-16
FAA AIRPLANE FLIGHT MANUAL SUPPLEMENTS

SECTIONV ......................5-1
LOG OF REVISIONS
SUPPLEMENTAL OPERATIONAL DATA
PERFORMANCE
SECTION VI
GRAPHS ......................6-3-6-6
CRUISE CONTROL
SECTION Vil
INTRODUCTION ......................7-3
GRAPHSANDTABLES ..................7-5-7-19
WEIGHT AND BALANCE

SECTION VIII
WEIGHT&BALANCEDATA . . . . . . . . . . . . . . . .
.8-3-8-11
SYSTEMS
SECTION IX
SYSTEMDESCRIPTION ..................9-4-9-20
SERVICING
SECTION X
TABLEOFCONTENTS ...................10-1
SERVICINGDESCRIPTIONANDCHARTS . . . . . . . . . . .
.10-3-10-24
Queen Air B80 Pilot's Operating Manual 9

FAA APPROVED
Airplane
Flig ht
Manual
BEECH
eecacra ta
ueen Air 65- B80 NOTE:
THE FAA APPROVED FLIGHT MANUAL MUST BE
KEPT WITHIN REACH OF THE PILOT DURING ALL
FLIGHT OPERATIONS
Mfr's Serial No.
Registration No.
FAA Approved by
CHESTER A. REMBLE E
f BEECH AIRCRAFT C RPORATION
DOA CE-2
Date of Approval October 5, 1972

50-590211-1
Supersedes: 50-590157-1, 50-590157-7,
FAA Approved, based on CAR 3, Normal Category Part No. 50-590157-9, 50-590157-11
TABLEOF CONTENTS
FAA REVISION LOG
SECTION I, LIMITATIONS
ENGINELIMITS .......
..............1-1
GENERATORLIMITS(LD-352&AFTER) . . . . . . . . . . . . . .
.1-1
FUEL ........ .
..............1-1
PROPELLERS . . . . . . . . . . . . . . . . . . . . .
.1-1
INSTRUMENTMARKINGS . . . . . . . . . . . . . . . . . .
.1-2
AIRSPEED LIMITATIONS . . . . . . . . . . . . . . . .
.1-3
MANEUVERS . . . . . . . . . . . . . . . . . . . . . .
.1-3
FLIGHTLOADFACTORS . . . . . . . . . . . . . . . . . .
.1-3
MAXIMUMWEIGHT ......
..............1-3
CENTEROFGRAVITYLIMITS..................1-3
AFTFACINGCHAIRS ...
................1-3
PLACARDS . . . . . . . . . . . . . . . . . . . . . .
1-4,1-8
SECTION II, NORMAL PROCEDURES
PREFLIGHTINSPECTION ...................2-1
BEFORESTARTING .....................2-3
ENGINESTARTING .......
.............2-4
HOTSTARTS . . . . . . . . . . . . . . . . . . . . .
.2-4
FLOODEDENGINE . . . . . . . . . . . . . . . . . . .
.2-4
AFTER STARTING AND TAXI . . . . . . . . . . . . . . . .

.2-4
BEFORETAKE-OFF . . . . . . . . . . . . . . . . . . . .
.2-5
TAKE-OFF ..........
.............2-5
CLIMB .................
.......2-6
CRUISE ..........
..............2-6
LEANING (FUEL FLOW INDICATOR) . . . . . . . . . . . . . . .

.2-6
LEANING(USINGEGT) ......
.............2-6
OPERATIONALSPEEDS....................2-7
BEFORELANDING .....................2-7
BALKEDLANDING .....
..............2-7
SHUTDOWN .... .....

............2-7
USING EXTERNAL POWER . . . . . . . . . . . . . . . . .

.2-8
ICING .........................2-8
EMERGENCY STATIC AIR SOURCE . . . . . . . . . . . . . .

.2-8
SURFACEDEICESYSTEM ..................2-8
ELECTROTHERMAL PROPELLER DEICE . . . . . . . . . . . . .

.2-9
PROPELLER AND WINDSHIELD ANTI-lCE SYSTEM

(FLUIDFLOW) ....................2-9
LEFTPITOTHEATANDHEATEDSTALLWARNING . . . . . . . .
..2-9
RIGHT PITOT HEAT, FUEL VENT HEATERS, AND

CABIN AIR INLET ANTI-ICE BOOTS . . . . . . . . . . . . .
2-10
OXYGENSYSTEM . . . . . . . . . . . . . . . . . . . .
2-10
PREFLIGHT .....................2-10
INFLIGHT......................2-10
AFTERUSING ....................2-10
ALTITUDE COMPENSATING SYSTEM DURATION . . . . . . . . . .

2-11
CONTINUOUS FLOW SYSTEM DURATION . . . . . . . . . . . .
2-11
NICKEL-CADMIUM BATTERY CONDITION CHECK . . . . . . . . . ,
2-12 |
FAA Approved
Revised: June 21, 1973 Queen Air 65 -
880 Airplane Flight Manual i
TABLE OF CONTENTS (CONT'D
SECTION 111,EMERGENCY PROCEDURES
SINGLE-ENGINE OPERATION . . . . . . . . . . . . . . . . .
.3-1
SINGLE-ENGINE BEST RATE-OF-CLIMB SPEED . . . . . . . . . . .

.3-1
SINGLE-ENGINE BEST ANGLE-OF-CLIMB SPEED . . . . . . . . . .

.3-1
MINIMUM SINGLE-ENGINE CONTROL SPEED . . . . . . . . . . .

.3-1
DETERMINING INOPERATIVE ENGINE . . . . . . . . . . . . . .

.3-1
ENGINEFlREONGROUND ...................3-2
ENGINE FAILURE DURING GROUND ROLL . . . . . . . . . . . . .

.3-2
ENGINE FAILURE AFTER LIFT-OFF . . . . . . . . . . . . . . .

.3-2
ENGINE FIRE IN FLIGHT . . . . . . . . . . . . . . . . .

.3-3
EMERGENCYDESCENT ....................3-3
SINGLE-ENGINE LANDING . . . . . . . . . . . . . . . . .
.3-3
SINGLE-ENGINE GO-AROUND . . . . . . . . . . . . . . . .
.3-3
LANDING GEAR MANUAL EXTENSION . . . . . . . . . . . . . .

.3-4
GEAR-UPLANDING .....................3-4
EMERGENCYEXIT .....................3-4
AIRSTART........................3-5
LANDING GEAR RETRACTION AFTER PRACTICE MANUAL
I
EXTENSION ......................3-5
STARTING ALTERNATORS IN FLIGHT WITH A DEAD

BATTERY .......................3-5
CROSSFEED .......................3-6
EMERGENCY STATIC AIR SOURCE . . . . . . . . . . . . . . .

.3-6
SIMULATING SINGLE-ENGINE ZERO THRUST . . . . . . . . . . . .

.3-7
SPINS .........................3-7
SECTION IV, PERFORMANCE
SECTION V, FAA FLIGHT MANUAL SUPPLEMENTS . . . . . . . . . . . .

.5-1
FLIGHT MANUAL SUPPLEMENTS . . . . . . . . . . . . . Log of Revisions
FAA Approved
¡¡ Queen Air 65 -
B80 Airplane Flight Manual Revised: May 30, 1975
BE EC
LOG OF REVISIONS
Queen Air 65-880 Airplane Flight Manual, P/N 50-590211-1
Revision Revised Description of Revision

Number Pages
A-3 Title Remove One Superseded Part Number
A-3 ii Revise Table of Contents
A-3 1-1 Correct Serialization on Fuel Table
A-3 1-2 Correct S.L Part Number
A-3 1-7 Add Placard for Emergency Exit Hatch Release Cover
A-3 1-8 Rearrange Material
A-3 2-4 Revise After Starting and Taxi Procedures
A-3 2-7 Revise Before Landing Procedures
A-3 2-10 Change Oxygen Information
A-3 2-11 Change Oxygen Information
A-3 3-5 Rearrange Material
A-3 3-6 Clarify Crossfeed Procedures and Rearrange Material
A-3 3-7 Clarify Simulating Single Engine Zero Thrust Procedures

and Add Spin Recovery Information
bleske
(/ Beech Aircraft Corp ation
DOA CE-2
A black bar on a revised page shows the current change
FAA Approved
Revised: May 30, 1975 Log of Revisions
EEC
LOG OF REVISIONS
Queen Air 65-B80 Airplane Flight Manual, P/N 50-590211-1

Number Pages
A-2 1-2 Correcting Instrument Pressure Markings
Rembles
.
Beech Aircraft Co ration

DOA CE-2
FAA Approved
Revised: March 1, 1974 Log of Revisions
BEECH
LOG OF REVISIONS
Queen Air 65-B80 Airplane Flight Manual, P/N 50-590211-1

-
Number Pages
A1 i Add Battery Condition Check to Table of Contents
A-1 2-6 Add Battery Check to Cruise
A-1 2-7 Add Battery Check to Shutdown
A-1 2-12 Add Battery Condition Check
C ester A. Rembleske
Beech Aircraft Cor ration
DOA CE-2
FAA Approved
June 21, 1973
Revised: Log of Revisions
BE ECH
LOG OF REVISIONS
Queen Air 65 -
B80 Airplane Flight Manual, P/N 50-5902 1-1
Revision Revised
Description of Revision FAA Approved & Date
Number Pages
A Title Original
A i and li Original
A 1-1
through Original
1-8
A 2-1
through Original
2-11
A 3-1
through Original
3-6
A 4-1
through Original
Chester A. Rembleske
Beech Aircraft Corporation
DOA CE-2
FAA Approved
Issued: October 5, 1972 Log of Revisions
SECTIONI
LIMITATIONS
A// airspeeds quoted in this section are Calibrated Airspeeds (CAS).
This airplane is approved for VFR Day and Night, IFR Day and Night, and Icing Conditions as defined
herein.
Observance of the limitations listed in Section I is mandatory.
ENGINE
The following limitations are to be observed in the operation of this airplane equipped with two Lycoming
IGS0-540-A1A or IGSO-540-A1D engines.
MAX/MUM POWER
Take-Off (limit, 5 minutes) . . . . . . . . . . . . . . . 380 hp at 3400 rpm
Continuous Operation . . . . . . . . . . . . . . . . 360 hp at 3200 rpm
GENERATOR L/M/TS (LD-352 and after)

Maximum in flight rating, 150 amperes (1.0 load). Maximum ground rating, 100 amperes (.6load) at 1300
rpm.
FUEL
100/130 (Green) grade aviation gasoline, minimum.
STANDARD SYSTEM OPTIONAL SYSTEM

Capacity Usable Capacity Usable
LD 270 through LD279 216 gal 214 gal 266 gal 264 gal
LD 280 through LD 467 219 gal 214 gal 269 gal 264 gal
LD 270 through LD 467
which have complied with SI 0539-281 214 gal 200 gal 268 gal 254 gal
LD 468 and after 214 gal 200 gal 268 gal 254 gal
LD-280 and after (after compliance with S./. 0539-281)
Do not take off if fuel quantity gages indicate in yellow are or with less than 25 gallons (standard fuel
system) or 32 gallons (optional fuel system) of fuel in each wing system.
LD-270 through LD-279 fafter compliance with S.l. 0539-281)
Do not take off if INBOARD fuel quantity gages indicate in yellow are or with less than 15 gallons of fuel
in each INBOARD tank.
LD-270 through LD-279
Use INBD tanks for Take-Off and Landing.
Use OUTBD tanks for Level Flight only.
PROPELLERS
Two Hartzell full-feathering, constant speed, three-blade propellers with Model 10151-8R or 10151B-;8R
86.5° 18°
blades and HC-B3Z30-2B hubs. Blade angle range measured at 30 in. station: high, to 87.5°;1ow
18.5°.
to Propeller diameter, 93 inches.
FAA Approved
Revised: May 30, 1975 Queen Air 65 -
B80 Airplane Flight Manual 1-1
INSTRUMENT MARKINGS
Oil Temperature
100°F (38°C)
Caution (Yellow Radial) . . . . . . . . . . . . . . . .
235°F (38°
.
100°
Normal (Green Arc) . . . to to 113°C)
235°F (113°C)
. . . . . . . . . .
Maximum (Red Radial) . . . . . . . . . . . . . . . .
Oil Pressure
Minimum (Red Radial) . . . . . . . . . . . . . . . . . 25 psi .
Normal Range (Green Arc) . . . . . . . . . . . . . . . 55 to 85 psi

Maximum(RedRadial)....... ............85psi
'
Fuel Pressure
Minimum (Red Radial) . . . . . . . . . . . . . . . .17 psi .
Normal (Green Arc) . . . . . . . . . . . . . . . . 20 to 28 psi

Maximum (Red Radial) . . . . . . . . . . . . . . 35 psi
.
Cylinder Head Temperature

250° 450°F (121°
Normal Operating Range (Green Arc) . . . . . . to to 232°C)
475°F (246°C)
. . .
Maximum (Red Radial) . . . . . . . . . . . . . .
Induction Air Temperature

165°F (74°C)
Maximum (Red Radial) . . . . . . . . . . . . .
Tachometer
Engine Warm-Up . . . . . . . . . . . . 1000 to 1500 rpm
Normal Operation (Green Arc) . . . . . . . . . . . . . . 2400 to 3200 rpm
Caution Area (Yellow Arc) . . . . . . . . . . . . . 3200 to 3400 rpm
Maximum (Red Radial) . . . . . . . . . . . . . . . . . 3400 rpm
. .
NOTE
Propeller feathering system is actuated at approximately 2325 rpm.
Manifold Pressure
Normal Operating Range (Green Arc) . . . . . . . . . . . . 14 to 45 in. Hg
Caution Range (Yellow Arc) . . . . . . . . . . . . 45 to 47 in. Hg
Maximum Sea Level (Red Radial) . . . . . . . . . . . . 47 in. Hg .
Instrument Pressure (LD-362 through LD-446)

Caution (Yellow Arc) . . . . . . . . . . . . . . 2.5 to 3.5 in. Hg
Normal (Green Arc) . . . . . . . . . . . . . 3.5 to 5.5 in. Hg
Caution (Yellow Arc) . . . . . . . . . . . . . . . 5.5 to 6.5 in. Hg
Instrument Pressure (LD-447 and after)

Normal (Green Arc) . . . . . . . . . . . . . . 4.3 to 5.9 in. Hg
Instrument Suction (LD-270 through LD-361)

Red Radial . . . . . . . . . . . . . - -
4.50 in. Hg
YellowArc ..... .
...........
4.50to5.8in.Hg
Green Arc . . . . . . . . . . . . . . . -
5.8 to 6.5 in. Hg
RedRadial ..... .. .......-·-6.5in.Hg
Deice Pressure
Minimum (Red Radial) . . . . . . . . . . . . . . . . 9 psi
.
Normal Operating (Green Arc) . . . . . . . . . . . . .9 psi to 20 psi

Maximum (Red Radial) . . . . . . . . . . . . . . . 20 psi
.
Fuel Quantity Indicator (LD 280 and after)

No Take-off (Yellow Arc) (after compliance with S.I. 0539-281) . . . . . .
E to 1/4 full
INBOARD Fuel Quantity Indicator (LD270 through LD279)

| No Take-off (Yellow Arc) (after compliance with S.I. 0539-281) . . . . . . . E to 3/8 full
FAA Approved
1-2 Queen Air 65 -
AIRSPEED LIMITATIONS
Never Exceed (Glide or Dive, Smooth Air)(Red Radial) . . . . . . . . . 270 mph/234 kts
Caution Range (Yellow Arc) . . . . . . . . . . . . 205 to 270 mph/178 to 235 kts
Normal Operating Range (Green Arc) . . . . . . . . . . 99 to 205 mphj86 to 178 kts
Flap Extension Range (White Arc) . . . . . . . . . . . 82 to 150 mph/71 to 130i kts
Maximum Landing Gear Operating Speed

Extension ....................180mph/156kts
Retraction . . . . . . . . . . . . . . . . . . . . 150 mph/130 kts
Maximum Landing Gear Extended Speed . . . . . . . . . . . . . 180 mph/156 kts
Maximum Design Maneuvering Speed . . . . . . . . . . . . . . 195 mph/169 kts
Maximum Structural Cruising Speed . . . . . . . . . . . . . . 205 mph/178 kts
Turbulent Air Penetration Speed . . . . . . . . . . . . . . . 195 mph/169 kts
MANEUVERS
This is a normal category aircraft. Acrobatic maneuvers, including spins, are prohibited.
Slips are limited to a maximum of one ball width on turn coordinator.
FLIGHT LOAD FACTORS
At the design gross weight of 8800 lbs: Maneuver -

positive, 3.70 G, negative, 1.60 G. Gust positive, 2.97 -
G; negative .97G.
CAUTION
Use controls with caution above 195 mph (169 knots) and with extreme
caution above 205 mph (178 knots):
MAXIMUM WEIGHT
Maximum Take-Off Weight . . . . . . . . . . . . . . . . . . . 8800 lbs

MaximumLandingWeight ...................88001bs
CENTER OF GRAVITY LIMITS (Landing Gear Extended)
Forward Limit: 147.6 inches aft of datum to 7750 lbs with straight line variation to 150.7 inches at 8800
lbs.
Aft Limit: 160.4 inches aft of datum at all weights.
AFT FACING CHAIRS
Only aft facing seats (placarded as such on the leg crossmember) are authorized in the aft facing position.
The headrest and seat back of the aft facing seat must be in the fully raised position for take-off and
landing.
FAA Approved
Issued: October 5, 1972 Queen Air 65 -
PLACARDS
On Overhead Panel in Cockpit:
AIRSPEED LIMITATIONS
FLAPEXTENSION(APPROACH).... 200 MPH (174 KNOTS)
FLAPEXTENSION (DOWN) 150 ........ MPH (130 KNOTS)
MAX GEAR EXTENDED(NOR).....180 MPH (156 KNOTS)
MAX GEAR RETRACT .............150 MPH (130 KNOTS)
MIN SINGLE ENGINE CONTROL...100 MPH (87 KNOTS)
MAXIMUM MANEUVERING........195 MPH (169 KNOTS)
THIS AIRPLANE MUST BE OPERATED AS A

NORMAL CATEGORY AIRPLANE IN COM-
PLIANCE WITH THE OPERATING LIMITA-
TIONS STATEDIN THE FORM OF PLACARDS,
MARKINGS, AND MANUALS.
NO ACROBATIC MANEUVERS INCLUDING
SPINSAPPROVED.
NOTE: This airplane ¡s approved for flight into known "light to moderate"icing conditions when
the following equipment is installed and operable: Emergency Static Air Source, Surface
Deice System, Propeller Deice or Anti-ice System, Pitot Heat, Heated Stall Warning,
Windshield Deice or Anti-ice, Alternate Induction Air, and External Antenna mest
capable of withstanding ice loads. The above equipment must be installed at the Beech
Aircraft Corporation factory or must be installed as Beech Aircraft Corporation approved
kits.
On Fuel Selector Panel:
USE 100-130 OR NEXT HIGHER GRADE FUELONLY.

(LD-280 and after)
After co pliance
with S.I. 0539-281
FAA Approved
1-4 Queen Air 65 -
B80 Airplane Flight Manual issued: October 5, 1972
PLACARDS (Continued)
(LD-270 through LD-279)
sou
°°° """ After compliance
with S.I. 0539-281 °""
CRossFEED CRossFEED
ELEDEC AEloN F6LEDO RNAEON

CRos CROS
UNELECT ESEL ECTP
LEFTENooFF
2 OR a
OFFRIGHTENG LEFTENGOFF
2 UR EL 09
OFFRIGWTENS
vaLVETocROSSFEED VALVETOCROSSFEED

SE INBD TANKS FOR TAKE-OFF AND LANDING

SE OUTBD TANKS FOR LEVELFLIGHTONLY

On Floor Between lot and Copilot:
LANDING GEAR
EMERGENCY EXTENSION
1. PULL UP HANDLE AND *
TURN CLOCKWISE TO LOCK
2. REMOVE LEVER FROM
SECURING CLIP AND PUMP
On Overhead Pane in Cockpit:

(Procedure to be used for fire in flight)
EMERGENCY
ENG. SHUT-DOWN PROCEDURES
1. MIXTURE CONT-IDLE CUT-OFF
2. FUEL SELECTOR-OFF
3. OIL SHUT-OFF HDL-UP & LKD
4.PROP CONTROL-FEATHRED
5. THROTTLE-FULLY OPEN
6. BOTH BOOST PUMPS-OFF
7. MAGNETO SWITCH-OFF
& ALTNTR/GEN SW1TCH-OFF
FAA Approved
issued: October 5, 1972 Oueen Air 65 -
880 Airplane Flight Manual 1-5
On /nside of Cockpit Door:
KICKHERE
FOR
EMERGENCY
EVACUATION
On Oxygen Escutcheon in Cabin and on VVindowSills in Pilot's Compartment:
ÑNOTNLNO
WARNING WHILEOXYGEN
E
DO NOT SMOKE WHILE OXYGEN IS IN USE OR IS IN USE. PULL

HOSE PLUG MUST BE PULLED OUT TO CONNECTING
STOP FLOW OF OXYGEN PLUG TO STOP
OXYGEN FLOW
Adjacent to the Emergency Static Air Valve:
WARNING
SEE FLIGHT NORM.
MANUAL EMER OFF
PROCEDURES
FOR INST
EMERGENCY
CAL ERROR STATIC AIR
SOURCE
Above the Curtain at the Emergency Exit Door:
EMERGENCY
EX IT
O O
PULL CURTAIN FOR
ACCESS TO HANDLE
FAA Approved
1-6 Oueen Air 65 -
B80 Airplane Flight Manual Issued: October 5, 1972
On Emergency Exit Hatch Release Cover (Prior to On Emergency Exit Hatch Release Cover (Prior to LD-495
LD-495): and After Compliance With S.I. 0715-108):
EMERGENCY
EMERGENCY DOOR
DOOR RELEASE
RELE A SE OPEN COVER
PUSH BUTTON
OPEN COVER AND
PUSH BUTTON PULL HANDLE
AND
PULL HANDLE
CAUTION:
DO NOT OPEN ESCAPE
HATCH IN FLIGHT
On Emergency Exit Hatch Release Cover (LD-495and after):
EMERGENCY DOOR RELEASE
CAUTION: DO NOT OPEN ESCAPE

HATCH IN FLIGHT
OPEN COVER,PUSH BUTTON AND
PULL HANDLE
On Aft Facing Chairs:
AFT FACING CHAIR MUST BE IN OR

EXTREME FORWARD POSITION AND
RECLINED AGAINST PARTITION
DURING TAKEOFF AND LANDING. ALL AFT FACING SEATS MUST HAVE
FRONT SEATS ONLY MAY BE FACED BACK UPRIGHT AND HEADREST FULLY
AFT. RAISED DURING TAKEOFF AND LANDING
On Side Window Sill:
FRONT SEATS ONLY MAY BE FACED AFT
FAA Approved
Revised: May 30, 1975 Queen Air 65-880 Airplane Flight Manual 1-7
Inside Aft Closure Bulkhead on Airplanes with Extended Baggage Area:
NOTICE
THIS COMPARTMENT CAN BE OCCUPIED
DURING TAKEOFF AND LANDING ONLY
IF EQUIPPED WITH A SEAT BELT
COMPARTMENT CAPACITY
TOTAL COMPT CAP. (INCLUDING BAGGAGE AND/OR PASS.
AND/OR EQUIP.) NOT TO EXCEED 450 LB
1. AFT COMPT (FULL PARTITION TO PARTIAL PARTITION) MAX 350 LB*
2. EXTENDED AFT COMPT (PARTIAL PARTITION TO AFT BLKHD) MAX 250 LB
*WHEN AFT COMPT IS LOADED MAX(350 LB), EXTENDED
AFT COMPT IS LIMITED TO 100 LB
SEE WEIGHT AND BALANCE SECTION OF FLIGHT MANUAL
FOR LOADING INSTRUCTIONS
Inside Aft Closure Bulkhead on Airplanes Without Extended Baggage Area:
NOTICE
THIS COMPARTMENT CAN BE OCCUPIED
DURING TAKEOFF AND LANDING ONLY
IF EQUIPPED WITH A SEAT BELT
COMPARTMENT CAPACITY
TOTAL COMPARTMENT CAPACITY(INCLUDINGBAGGAGE AND/OR
PASSENGER AND/OR EQUIPMENT) NOT TO EXCEED350 LB
SEE WEIGHT AND B NEG CNSTORNUC

AAND F FLIGHT MANUAL FOR
FAA Approved
1-8 Queen Air 65-B80 Airplane Flight Manual Revised: May 30, 1975
SECTIONII
NORMAL PROCEDURES
Airspeeds quoted in this section are Indicated Aírspeeds (/AS).
The procedures in this section have been established for sea level, standard day, gross weight conditions
using average piloting techniques with the airplane and engines in good condition.
Consult the Graphs in the Performance Section for variations in altitude, temperature and weight.
2 6
9 7
BB0-604-1
8
PREFLIGHT INSPECTION
1. Cockpit Check
a. Control Locks REMOVE and STOW

-
b. Parking Brake SET-
c. All Switches OPF

-
d. Landing Gear Handle DOWN -
e. Battery Switch ON -
f. Fuel Indicators CHECK QUANTITY

-
g. Battery Switch OFF -
h. Trim Tabs (3) ZERO

-
FAA Approved
issued: October 5, 1972 Queen Air 65 -
2. Left Wing, Trailing Edge
a. Wing Root Fuel Sump DRAIN -
b. Fuel Vent CHECK FOR OBSTRUCTION

-
c. Flaps CHECK GENERAL CONDITION

-
d. Aileron CHECK CONDITIONAND FREEDOM OF MOVEMENT, TAB NEUTRAL

-
3. Left Wing Leading Edge
a. Position Light CHECK -
b. Deicer Boot CHECK -
c. Stall Warning Vane CHECK FREEDOM OF MOVEMENT -
d. Pitot REMOVE COVER, EXAMINE FOR OBSTRUCTIONS

-
e. Tie Down, Chocks REMOVE -
f. Fuel CHECK QUANTITY; Cap(s) SECURE

- -
g. Fuel Sumps DRAIN -
(1) Outboard of engine nacelle

(2) Forward inboard wheel well bulkhead
h. Wheel WellDoors, Tire, Brake Line and Shock Strut CHECK -
i. Propeller EXAMINE FOR NICKS, SECURITY AND OIL LEAKS

-
j. Engine Air Intakes EXAMINE FOR OBSTRUCTIONS -
k. Engine Cowling CHECK SECURITY -
l. Engine Oil CHECK QUANTITY; Cap and Door SECURE

- -
m. Anti-ice Fluid CHECK LEVEL -
4. Nose Section
a. Oxygen CHECK -
b. Wheel Well Doors, Tire and Shock Strut CHECK -
c. Baggage Section CHECK LOADING; Door SECURE - -
d. Ram Air Inlet CLEAR -
5. Right Wing, Leading Edge
a. Engine Cowling CHECK SECURITY -
b. Propeller EXAMINE FOR NICKS, SECURITY AND OIL LEAKS

-
c. Engine Air Intakes EXAMINE FOR OBSTRUCTIONS -
d. Engine Oil CHECK QUANTITY; Cap and Door SECURE

- -
e. Fuel Sumps DRAIN -
(1) Outboard of engine nacelle

(2) Forward inboard wheel well bulkhead
f. Wheel Well Doors, Tire, Brake Line and Shock Strut CHECK -
g. Fuel CHECK QUANTITY; Cap(s) SECURE

- -
h. Tie Down, Chocks REMOVE -
i. Pitot (if installed) REMOVE COVER, EXAMINE FOR OBSTRUCTIONS -
j. Deice Boot CHECK -
k. Position Light CHECK -
FAA Approved
2-2 Queen Air 65 -
6. Right Wing, Trailing Edge
a. Aileron CHECKCONDITIONAND FREEDOM OF MOVEMENT; TAB NEUTRAL

-
b. Flaps -
CHECK GENERAL CONDITION
c. Fuel Vent -
CHECK
d. Wing Root Fuel Sump DRAIN -
7. Fuselage, Right Side
a. Baggage CHECK; Door

- -
SECURE
b. Static Port -
CLEAR OF OBSTRUCTIONS
c. Antennas CHECK -
d. Emergency Locater Transmitter -

ARMED
8. Ernpennage
a. Control Surfaces and Tabs CHECK GENERAL CONDITION, ATTACHMENT; TABS NEUTRAL -
WITH CONTROL NEUTRAL

b. Tie Down REMOVE -
c. Rotating Beacons -
CHECK
9. Fuselage, Left Side
a. Static Port -
CLEAR OF OBSTRUCTIONS
BEFORE STARTING
1. Cabin Door -
SECURE
2. Emergency Exit -
SECURE
3. Seat and Rudder Pedals ADJUSTED -
4. Flight Controls -
FREEDOM OF MOVEMENT AND PROPER RESPONSE
5. Flap Control -
UP
6. Landing Gear Handle -
DOWN
7. Engine Alternate Air Controls -
PUSH IN (Induction Air Selector Switch -
RAM, LD-270 through
LD-327 only)
8. Oil Shutoff Valve Handles CHECK DOWN AND LOCKED -
9. Circuit Breakers -
IN
10. Fuel Selectors -
ON (LD-280 and after); INBOARD (LD-270 through LD-279)
FAA Approved
ENGINE STARTING
1. Propeller LOW PITCH -
2. Mixture IDLE CUT-OFF

-
3. Battery and Generator/Alternator Switches ON (If external power is to be used, Generator/Alternator

-
Switches OFF) -
4. Press-to-test Lights CHECK OPERATION -
5. Cabin or Aft Baggage Door Warning Light OFF -
6. Fuel Boost Pumps ON (LD-280 and after); INBOARD (LD-270 through LD-279)
-
7. Throttle 1000 RPM POSITION (approximately 1/2 inch open)

-
8. Magneto/Start/Prime Switch: PRIME 3 to 7 seconds (depending on ambient temperature). Hold to

START. (If engine fails to start after 3 or 4 blades, PRIME while continuing to crank.)
9. When engine starts, switch to BOTH. Prime while smoothly advancing the mixture to RICH
10. Prime RELEASE after one or two seconds
-
11. Throttle 1000 to 1500 RPM

-
12. Oil Pressure 25 PSI WITHIN 30 SECONDS

-
13. External Power (if used) DISCONNECT -
14. Generator/Alternator Switch ON -
15. Using the same procedure, start and warm up other engine
HOT STARTS
1. Throttle 1300 to 1500 RPM POSITION (approximately

-
1 inch open)
2. Magneto-Starter-Prime Switch HOLD TO START -
NOTE
Do not prime unless the engine has not started after 6 blades have passed.
FLOODED ENGINE
1. Mixture Control IDLE CUT-OFF -
2. Throttle 1/2 OPEN-
3. Magneto-Starter-Prime Switch HOLD TO START -
4. When engine starts, switch to BOTH. Retard the throttle, prime as necessary and
smoothly advance the mixture to RICH
5. Prime RELEASE after one or two seconds.
AFTER STARTING AND TAXI
1. Induction Air Selector Switch AUTO (LD-270 through LD-327) -
2. Volt|Loadmeter Button DEPRESS (indication should be approximately

-
28.75 volts)
3. Fuel Boost Pumps OFF; CHECK FUEL PRESSURE, then ON -
4. Seat Belt, No Smoking Sign ON -
Seat Belts and Shoulder Harnesses SECURE
I
5. -
6. Avionics ON, AS REQUIRED

-
7. Exterior Lights AS REQUIRED -
8. Brakes CHECK
-
FAA Approved
2-4 Queen Air 65 -
BEFORE TAKE-OFF
l. Parking Brake SET -
2. Engine Warm-Up 1000 to 1500 RPM -
3. Fuel System CHECK each side individually-
(LD-280 and after)

a. Boost Pump ON -
b. Fuel Selector Valve CROSSFEED -
c. Fuel Pressure CHECK -
d. Fuel Selector Valve RETURN TO ON POSITION -

a. Boost Pump OUTBOARD -
b. Fuel Selector OUTBOARD -
c. Fuel Selector CROSSFEED -
d. Fuel Selector INBOARD -
e. Boost Pump INBOARD -
4. Instruments SET; NORMAL INDICATION-
5. Flaps CHECK OPERATION then UP

-
6. Trim SET FOR TAKE-OFF (Green Band)

-
7. Throttle 2600 rpm

-
8. Propeller EXERCISE to approximately 2400 rpm, return to full forward. (In cold
-
weather, cycle the propellers several times)

9. Magnetos CHECK (125 rpm maximum drop). (Avoid operation on one magneto for
-
more than 5 to 10 seconds)

10. Throttle 1500 rpm
-
11. Propeller FEATHER CHECK TO 900 RPM

-
12. Engine Alternate Air Control PULL OUT; note drop in manifold pressure, then PUSH -
IN
13. Ice Protection -
AS REQUIRED
TAKE-OFF
Take-Off Power 47 in. Hg 3400 RPM (sea level)

. . . . . . . . . . .
Reduce manifold pressure 1 in. Hg for each 3000 foot increase in altitude above sea level
1. Flaps CHECK UP -
2. Power SET TAKE-OFF POWER -
3. Airspeed ACCELERATE to appropriate take-off speed (Maintain until clear of all

-
obstacles)
4. Landing Gear RETRACT when positively airborne -
FAA Approved
BB0 Airplane Flight Manual 2-5
CLIMB
Cruise Climb Power . . . . . . . . . . . . 37.5 in. Hg, 3000 RPM
Reduce manifold pressure approximately 1 in. Hg for each 4000 foot increase in altitude above sea level.
1. Power SET (Use Cruise Climb Graph, CRUISE CONTROL Section)

-
2. Seat Belt No Smoking Sign AS REQUIRED

- -
440°F.
3. Mixtures: LEAN when cylinder head temperatures are less than Use the fuel flow indicator to
lean according to the rich limit curve of FUEL FLOW vs HORSEPOWER graph Cruise Control Section.
(85% Power 270 pounds/hour/engine)
-
4. Fuel Boost. Pumps OFF (If fuel flow fluctuates or fuel pressure drops, turn fuel boost pumps ON)
-
CRUISE
1. Power SET AS DESIRED (Use Horsepower Calculator or Tables)

-
2. Fuel Flow LEAN TO RECOMMENDED FUEL FLOW AS REQUIRED (Cylinder head temperatures
-
435°F
or less)
3. Battery Condition CHECK (Refer to page 2-12)
-
LEAN/NG (Fuel Flow Indicator)

1. Use fuel flow indicator to lean according to the recommended cruise lean curve of FUEL FLOW vs
HORSEPOWER graph, or as shown on the CRUISE POWER SETTINGS tables. Do not lean below this
20° 30°F.
curve. Cylinder head temperatures will rise approximately to
NOTE
For maximum engine life, it is recommended that cylinder head temperature

435°F.
for cruise operation to be less than
2. If engine is leaned too much, it will become rough. The mixture should then be richened from 5 to 10
pounds per hour.
LEAN/NG USING EXHAUST GAS TEMPERATURE

-
(EGT)
NOTE
Use of EGT indicators for leaning purposes is restricted to power settings of

65% or below.
1. Lean to peak EGT.

25° 50°
2. Adjust mixture control to give to on the rich side of EGT.
NOTE
25° 50°
It is permissable to lean to peak EGT or to on the lean side of EGT.
This will result in a fuel flow reduction of 10 to 14 pounds/hour/engine with
some speed loss. However, this operation may cause engine roughness and
poor propeller synchronization. This procedure is not recommended if
400°F.
cylinder head temperature exceeds
FAA Approved
2-6 Queen Air 65 -
B80 Airplane Flight Manual Revised: June 21, 1973
OPERATIONAL SPEEDS
Minimum Single-Engine Control . . . . . . . . . . . . 98 mph/85 kts
Single Engine Best Angle of Climb . . . . . . . . . . . .110 mph/96 kts
Single Engine Best Rate of Climb . . . . . . . . . . . . .114 mph/99 kts
Two Engine Best Angle of Climb . . . . . . . . . . . .104 mph/90 kts
Two Engine Best Rate of Climb . . . . . . . . . . . 128 mph/111 kts
Cruise Climb . . . . . . . . . . . 173 mph/150 kts
BEFORE LANDING
1. Seat Belt No Smoking Sign ON - -
2. Seat Belts and Shoulder Harnesses SECURE -
3. Fuel Boost Pump ON (LD-280 and after); INBOARD (LD-270 through LD-279)
-
4. Mixture FULL RICH -
5. Flaps APPROACH (Maximum Extension Speed 200 mph/174 kts)

-
6. Landing Gear DOWN(Maximum Extension Speed 180 mph/156 kts)

-
7. Propellers 2750 RPM -
CAUTION
High rpm (3000 or above) with low power settings (15 inches or below) can
impose severe loads on the engine crankshaft counter-weights.
8. Flaps DOWN (Maximum Extension Speed 150 mph/130 kts)

-
9. Airspeed ESTABLISH LANDING APPROACH SPEED

-
10. Propeller -
LOW PITCH
BALKED LANDING
1. Power SET TAKE-OFF POWER

-
2. Airspeed ESTABLISH BALKED LANDING CLIMB SPEED (When clear of obstacles

- -
ESTABLISH
110 mph/96 kts)
3. Flaps UP -
4. Landing Gear UP -
SHUTDOWN
1. Parking Brake SET -
2. Flaps UP
-
3. Trim Tabs (3) ZERO -
4. Fuel Boost Pumps OFF -
5. Avionics and Electrical Equipment OFF -
6. Throttles 1300 RPM (LD-352 and after); 1000 RPM (LD-270 through LD-351)
-
7. Battery CHECK CONDITION and CHARGE (Refer to page 2-12)

-
8. Mixture Controls IDLE CUT-OFF -
9. Magneto/Start/Prime Switch OFF when engines stop -
10. Master (Gang Bar) Switch OFF. If airplane is to be parked for an extended period of time, install
-
wheel chocks and release the parking brake as greatly varying ambient temperatures may build
excessive pressures on the hydraulic system
11. Control Locks INSTALL -
12. Tie Down INSTALL -
FAA Approved
Revised: May 30, 1975 Queen Air 65 -
USING EXTERNAL POWER
1. Battery switch ON-
2. Generator/Alternator switches, and electrical and avionics equipment -
OFF
3. Connect external power unit
4. Set the output of the unit at 27.0 to 28.5 volts
5. Auxiliary power unit ON -
6. Start right engine first (use normal start procedures)

7. After engine has been started, turn auxiliary power unit OFF
8. Generator/Alternator Switches ON -
9. Disconnect external power before starting left engine
ICING FLIGHT
Only airplanes equipped with approved Emergency Static Air Source, Surface Deice System, Propeller
Deice or Anti-ice System, Pitot Heat, Heated Stall Warning, Windshield Deice or Anti-ice, Alternate
Induction Air, and External Antenna Mast capable of withstanding ice loads are approved for flight into
"light to moderate" icing conditions. Stalling airspeeds should be expected to increase due to the distortion
of the wing airfoil when ice has accumulated on the airplane. For the same reason, stall warning devices are
not accurate and should not be relied upon. With ice on the airplane maintain a comfortable margin of
airspeed above the normal stall airspeed.
1. EMERGENCY STATIC A/R SOURCE
Should ice or other foreign matter obstruct the static air ports on the fuselage, close the pilot's storm
window and turn the Emergency Static Air Source control knob (red) approximately 9 turns counter
clockwise to the stop to place the emergency system in operation. The control is located on the right
side panel. Refer to the Emergency Procedures section for recognition of a partially or fully obstructed
system and procedure for operation.
2. SURFACE DE/CE SYSTEM
a. BEFORE TAKE-OFF
(1) Power 2000 RPM

-
(2) De-ice Cycle Switch AUTO (UP) -
(3) Pneumatic Pressure 9 to 20 PSI (while boots are inflating)

-
(4) Wing Boots CHECK VISUALLY FOR INFLATION AND HOLD DOWN
-
b. IN FLIGHT
When ice accumulates 1/2 to 1 inch

(1) De-ice Cycle Switch AUTO (UP) -
(2) Pneumatic Pressure 9 to 20 PSI while boots are inflating (complete cycle and dump period is
-
60 seconds)
(3) De-ice Cycle Switch SINGLE (DOWN) (boots inflate 5 to 6 seconds and go to hold down)
-
CAUTION
Rapid cycles in succession or cycling before at least 1/2 inch of ice has
accumulated may cause the ice to grow outside the contour of the inflated
boots and prevent ice removal.
Stall speeds are increased 5 mph in all configurations with surface de-ice
system operating.
NOTE
Either engine will supply sufficient vacuum and pressure for deice operation.
FAA Approved
2-8 Queen Air 65 -
3. ELECTROTHERMAL PROPELLER DE/CE
CAUTION
Do not operate the propeller deice when the propellers are static.
a. BEFORE TAKE-OFF
(1) Propeller Deice Switch ON -
(2) Propeller Deice Ammeter CHECK (14 to 18 amps)

-
(3) To check the automatic timer, watch the propeller deice ammeter closely for at least two
minutes. A small momentary needle deflection approximately every 30 seconds shows that the
timer is switching and indicates normal system operation.
b. IN FLIGHT
(1) Propeller Deice Switch ON. The system may be operated continuously in flight and will
-
function automatically until the switch is turned OFF

(2) Relieve propeller imbalance due to ice by increasing rpm briefly and returning to the desired
setting. Repeat as necessary
CAUTION
If the propeller deice ammeter indicates abnormal reading, refer to the

Emergency Procedures contained in the Airplane Flight Manual Supplement.
4. PROPELLER AND WINDSHIELD ANTI-/CE SYSTEM (FLUID FLOW)
CAUTION
This anti-ice system is designed to PREVENT the formation of ice. Always
turn the system ON before entering icing conditions.
a. PREFLIGHT
(1) Check quantity in reservoir

(2) Check slinger ring and lines for obstmetions
(3) Check propeller boots for damage
b. IN FLIGHT
(1) Prop Anti-ice Rheostat Switch AS REQUIRED -
(2) Windshield Anti-ice Switch CYCLE AS REQUIRED

-
(3) QuantityGage MONITOR

-
CAUTION
System endurance is approximately 1.7 hrs at NORMAL or 35 minutes at

maximum with a full reservoir.
5. LEFT P/TOT HEAT AND HEATED STALL WARNING
a. Left Pitot Heat Switch -

ON when visible moisture is observed
6. R/GHT P/TOT HEAT, FUEL VENT HEATERS AND CABIN A/R INLETANTI-lCE BOOTS
a. Auxiliary Anti-ice Switch -
ON when visible moisture is observed.
FAA Approved
October 5, 1972
Issued: Queen Air 65 -
OXYGEN SYSTEM
WARNING
NO SMOKINGwhen using oxygen.
PREFLIGHT
1. Check oxygen pressure gage for pressure reading
2. Determine percent of full system
3. Multiply oxygen duration in minutes by percent of full system
EXAMPLE:
People 5
Gage Pressure 1500 psig coo:
Percent Capacity (from chart) 80%

isoo
Cylinder Capacity (full) 48 cu ft
ALTITUDE COMPENSATING SYSTEM

Altitude (planned flight) 15,000 feet
Duration (full cylinder) 96 minutes
Duration (80% full) 76 minutes
CONTINUOUS FLOW SYSTEM

Flow Rate of Mask (red plug-in) 3.7 sipm
Duration (full cylinder) 66 minutes
Duration (80% full) 52 minutes a 25 to 75 100
% CAPACITY
IN FLIGHT
The use of oxygen is recommended to be in accordance with current FAR operating rules.
1. Oxygen Shut-off Valve OPEN slowly.

-
2. Mask Insert fitting, don mask and adjust mask for proper fit.
-
3. Oxygen Flow Indicator -

CHECK that the red plunger lifts from its seat when the hose is inserted into
the oxygen coupling.
AFTER USING
1. Discontinue use by unplugging mask from outlet.
2. Control Valve CLOSED

-
FAA Approved
2-10 Queen Air 65 -
ALTITUDE COMPENSATING SYSTEM DURATION
(LD-438 and after)
DURATIO1NS,0NOMINUTES
AT THE FOLOLOWINGALTITUODES
Persons 12,000 30,000

Using
CYLUSDERVOLUMENCuFt
22 48 64 22 48 64 22 48 64 22 48 64 22 48 64
1 276 600 798 220 498 660 186 414 546 162 360 480 144 324 432
2 138 300 396 114 246 330 90 204 270 78 180 240 72 162 216
3 90 198 264 72 162 222 60 138 180 54 120 156 48 108 144
4 66 150 198 54 120 162 42 102 132 36 90 120 36 78 108
5 54 120 156 42 96 132 36 78 108 30 72 96 24 60 84
6 42 96 132 38 78 108 31 66 90 24 60 78 24 54 72
7 36 84 114 33 72 90 27 54 78 23 52 66 21 46 60
8 34 72 96 28 60 78 23 48 66 20 45 60 18 40 54
9 30 66 84 25 54 72 20 42 60 18 40 53 16 36 48
10 27 60 78 22 48 66 18 36 54 16 36 48 15 32 43
11 25 54 72 21 45 60 16 35 49 14 33 43 13 29 39
12 21 46 60 18 40 54 15 34 46 14 30 41 13 28 37
13 19 42 57 17 37 50 14 32 43 13 28 38 11 26 34
CONTINUOUS FLOW SYSTEM DURATION

(LD-270through LD-437)
Oxygen duration is computed for Purítan-Zep oxygen masks which regulate the flow rate
to 2.7 Standard Liters Per Mínute (SLPM). These masks, identifíed by an orange color
coded plug-in, are approved for altitudes up to 22,000 feet
Cyl Vol PERSONSUSING

CuFt 1 2 3 4 5 6 7 8 9 10 11 12 13
DURATION IN MINUTES
22 204 102 66 48 36 30 29 25 22 20 18 17 16
48 462 228 150 114 90 72 66 57 51 46 42 38 35
B4 600 300 198 150 120 96 84 72 66 60 54 50 46
OXYGEN DURATION
Oxygen duration is computed for Puritan-Zep oxygen masks which regulate the flow rate
to 3,7 Standard Liters Per Minute (SLPM). These masks, identífled by a red co/or coded
plug-in, are approved for altitudes up to 30,000 feet.
CylVol PERSONSUSING
CuFt 1 2 3 4 5 6 7 8 9 10 11 12 13
DURATION IN MINUTES
22 150 72 48 36 30 24 21 18 16 15 13 12 11
48 336 168 108 84 66 54 48 42 37 33 30 27 25
64 438 216 144 108 84 72 60 54 48 43 39 36 33
FAAApproved
Revised: May 30, 1975 Queen Air 65-B80 Airplane Flight Manual 2-11
NICKEL-CADMIUM BATTERY CONDITION CHECK
It is recommended that one of the following battery condition checks be accomplished for each flight and
an engine shut down check be accomplished each week:
DURING CRUISE FLIGHT
1. Battery Switch OFF (Momentarily)

-
2. Loadmeter NOTE CHANGE (Both loadmeters on, either loadmeter may be used)
-
NOTE
The change in loadmeter indication is the battery charge current and should
be less than (no perceivable needle movement) on the 13 AH battery or
.025
.050 (only perceivable needle movement) on the 39 AH battery. If the result

of the test is not satisfactory, turn the Battery Switch OFF and proceed to
-
destination. (The battery switch should be turned on for landing in order to

avoid electrical spikes caused by power fluctuations.) A Shutdown Battery
Condition Check should be made after landing. If the battery indicates
unsatisfactory, it should be removed and checked by a qualified
Nickel-Cadmium Battery shop.
DURING ENGINE SHUTDOWN

1. One Alternator/Generator OFF -
2. Engine Speed (Engine with Alternator/Generator On) 1500 RPM (Voltmeter indicating approximately
-
28 volts)
3. After loadmeter needle stabilizes, momentarily turn the battery switch off and note change in meter
indication.
NOTE
be (no perceivable needle movement) on the 13 AH battery or
.025 .050
(only perceivable needle movement) on the 39 AH battery. If the result of

the first test is not satisfactory, allow the battery to charge repeating the test
each 90 seconds. If the results are not satisfactory within 3 minutes, the
battery should be removed and checked by a qualified Nickel-Cadmium
Battery Shop.
FAA Approved
2-12 Queen Air 65-B80 Airplane Flight Manual Revised: June 21, 1973
SECTIONIII
EMERGENCY PROCEDURES
All airspeeds quoted in this section are indicated airspeeds (IAS)
The following information is presented to enable you to form, in advance, a definite plan of action for
coping with the most probable emergency situations which could occur. Where practicable, the emergencies
requiring immediate corrective action are treated in check list form for easy reference and familiarization.
Other situations, in which more time is usually permitted to decide on and execute a plan of action, are
discussed at some length. In order to supply one safe speed for each type of emergency situation the
airspeeds presented are derived at 8800 lbs and 5000 ft.
SINGLE-ENGINE OPERATION
Two major factors govern single-engine operation; airspeed and lateral/directional control. The airplane can
be safely maneuvered or trimmed for normal hands-off operation and sustained in this configuration by the
operative engine AS LONG AS SUFFICIENT AIRSPEEDIS MAINTAINED.
SINGLE-ENGINE BEST RATE-OF-CL/MB SPEED, 114 MPH/99 KTS
The single-engine best rate-of-climb speed is the airspeed which delivers the greatest gain in altitude in the
shortest possible time with gear up, flaps up, and inoperative propeller feathered.
S/NGLE-ENGINE BEST ANGLE-OF-CL/MB SPEED, 110 MPH/96 KTS
The single-engine best angle-of-climb speed is the airspeed which deliversthe greatest gain in altitude in the
shortest possible horizontal distance with gear up, flaps up, and inoperative propeller feathered.
MIN/MUM SINGLE-ENGINE CONTROL SPEED, 98 MPH/85 KTS
The minimum single-engine control speed is the airspeed below which the airplane cannot be controlled
laterally and directionally in flight with one engine operating at take-off power and the other engine with
its propeller windmilling.
DETERMINING INOPERATIVE ENGINE

The following checks will help determine which engine has failed.
1. DEAD FOOT DEAD ENGINE, The rudder pressure required to maintain directional control will be
-
on the side of the good engine.
2. THROTTLE. Partially retard the throttle for the engine that is believed to be inoperative; there should
be no change in conttol pressures or in the sound of the engine if the correct throttle has been selected.
AT LOW ALTITUDE AND AIRSPEED THIS CHECK MUST BE ACCOMPLISHEDWITH EXTREME
CAUTION.
Do not attempt to determine the inoperative engine by means of the tachometer or the manifold pressure.
These indicators often indicate near normal readings.
FAA Approved
Issued: October 5, 1972 Oueen Air 65 -
BSOAirplane Flight Manual 3-1
ENGINE FIRE ON GROUND
2. Continue to crank.affected engine

3. Fuel Selector valves OFF -
4. Master (Gang Bar) Switch OFF -
5. Extinguish with fire extinguisher
ENGINE FAILURE DURING GROUND ROLL
1. Throttle CLOSED
-
2. Braking MAXIMUM
-
3. Fuel Selector Valves OFF -
NOTE
Braking effectivity is improved if the brakes are not locked.
ENGINE FAILURE AFTER LIFT-OFF
The most important aspect of engine failure is the necessity to maintain lateral and directional control, and
to achieve and maintain normal take-off airspeed or above. The following procedures provide for minimum
diversion of attention while flying the airplane.
NOTE
If airspeed is below 98 mph/85 kts reduce power on operative engine as

required to maintain lateral and directional control.
1. Landing Gear and Flaps UP -
2. Throttle (inoperative engine) CLOSE -
3. Propeller (inoperative engine) FEATHER -
4. Power (operative engine) AS REQUIRED -
5. Airspeed AT OR ABOVE NORMAL TAKE-OFF SPEED

-
After positive control of the airplane is established:
6. Secure inoperative engine:
a. Mixture IDLE CUT-OFF

-
b. Fuel Selector OFF -
c. Fuel Boost Pump OFF -
d. Magneto/Start/Prime Switch OFF -
e. Generator/Alternator Switch OFF -
f. Oil Shut-Off Handle UP AND LOCKED -
7. Electrical Load -
MONITOR (Maximum load of 1.0 on remaining engine)
FAA Approved
3-2 Queen Air 65 -
ENGINE FIRE IN FLIGHT
Shut down the affected engine according to the following procedum and land immediately.
1. Mixture IDLE CUT-OFF -
2. Fuel Selector Valve OFF -
3. Oil Shut-off Handle UP AND LOCKED -
4. Propeller FEATHERED -
5. Throttle FULL OPEN -
6. Fuel Boost Pump CHECKED OFF -
7. Magneto/Start/Prime Switch OFF -
8. Generator/Alternator Switch OFF -
EMERGENCY DESCENT
1. Propeller Controls 2600 RPM -
2. Throttles CLOSED -
3. Airspeed 150 MPH/130 KTS -
4. Landing Gear DOWN -
5. Flaps -
DOWN
SINGLE-ENGINE LANDING
On final approach and when it is certain that the field can be mached:
1. Landing Gear DOWN -
2. Flaps APPROACH
-
3. Airspeed NORMALLANDING APPROACH SPEED

4. Power AS REQUIRED to maintain 800 ft/min rate of descent
-
When it is certain there is no possiblity of go-around:
5. Flaps -
DOWN
6. Execute Normal Landing
SINGLE ENGINE GO-AROUND
WARNING
Level flight might not be possible for certain combinations of weight,

temperature and altitude. In any event, DO NOT attempt a single engine
go-around after flaps have been fully extended.
1. Power MAXIMUM ALLOWABLE

-
2. Flaps UP -
3. Ianding Gear UP -
4. Airspeed AT OR ABOVE TAKE-OFF SPEED -
FAA Approved
LANDING GEAR MANUAL EXTENSION
1. Airspeed BELOW180 MPH/156 KTS (Lower airspeeds make landing gear extension easier)
-
2. Landing Gear Relay Circuit Breaker (subpanel) PULL -
3. Landing Gear Position Handle DOWN -
50°
4. Emergency Engage Handle PULL UP AND TURN
-
CLOCKWISE
5. Emergency Extension Handle PUMP UP AND DOWN UNTIL THREE GREEN LIGHTS ARE
-
ACQUIRED (approximately 50 cycles), then STOW
CAUTION
Do not continue operation after a gear-down indication appears or if

resistance is felt. Further movement of the handle could damage the drive
mechanism and prevent subsequent electrical gear retraction. THE LANDING
GEAR CANNOT BE RETRACTED MANUALLY.
WARNING
After landing do not move any landing gear controls or reset any switches or
circuit breakers until aircraft is on jacks as failure may have been in the gear
up circuit and gear might retract on ground.
GEAR UP LANDING
The main landing gear wheels protrude from the wheel well in the gear-up configuration and will roll when
the aircraft is landed with the gear retracted. The center of gravity, with the gear retracted is aft of the main
wheels. The brakes are effective in the gear up position and may be used after touch-down.
Make a normal approach and when the landing spot is assured:
1. Throttle(s) CLOSED
-
2. Mixture(s) IDLE CUT-OFF

-
3. Fuel Selector Valves OFF

-
5. Keep wings level during touch-down

6. Evacuate airplane as soon as it stops
EMERGENCY EXIT
The emergency exit door is located at the right rear cab¡n window with the handle behind the curtain.
1. Open the cover

2. Push the release button
3. Pull handle and push out the door
FAA Approved
3-4 Queen Air 65 -
AIR START
CAUTION
The pilot should determine the reason for the engine failure before
attempting an air start.
For the engine to be started:
1. Oil Shutoff Handle DOWNand LOCKED -
2. Mixture IDLE CUT-OFF

-
3. Fuel Selector Valve ON (LD-280 and after); INBOARD, (LD-270 through LD-279)
-
4. Fuel Boost Pump ON (LD-280 and after); INBOARD (LD-270 through LD-279)
-
5. Magneto/Start/Prime Switch ON -
6. Throttle NORMAL START POSITION (1/2 inch open)

-
7. Propeller
a. WITHOUTUNFEATHERING ACCUMULATORS:
(1) Propeller Control MOVE FORWARD OF THE FEATHERING DETENT TO
-
MID-RANGE
(2) Magneto/Start/Prime Switch -
ROTATE AND HOLD TO START
b. WITH UNFEATHERING ACCUMULATORS:

(1) Propeller Control FORWARD OF FEATHERING DETENT UNTIL ENGINE
-
ATTAINS 600 RPM; THEN BACK TO DETENT

(2) Oil Pressure STABILIZED -
NOTE
If propeller does not unfeather or the engine does not turn, return the
propeller control to the feather position and secure the engine.
8. Mixture FULL RICH AT 1000 RPM

-
9. Throttle AS NECESSARY TO PREVENT OVERSPEED; warm up at 15 inches Hg manifold pressure

-
10. Oil Pressure, Oil and Cylinder Head Temperatures NORMAL INDICATION -
11. Power AS REQUIRED

-
LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION
After a practice manual extension of the landing gear, the gear may be retracted electrically, as follows:
50°
1. Emergency Engage Handle ROTATE COUNTERCLOCKWISEAND PUSH DOWN
-
2. Emergency Extension STOW -
3. Landing Gear Relay Circuit Breaker (subpanel) PUSH IN -
4. Landing Gear Handle UP -
STARTING ALTERNATORS IN FLIGHT WITH A DEAD BATTERY
If the alternators are inadvertently left off before take-off and the electrical load discharges the battery
below the point needed to excite the alternators, the following procedure will bring the alternators back in
service:
1. All Electrical Systems And Avionics OFF -
2. Battery Master Switch(es) OFF -
3. Wait approximately two minutes for the battery to recharge itself

4. Turn on one alternator switch
5. Battery Master Switch(es) ON, -
6. Second Alternator Switch ON -
As soon as the alternator starts charging, turn on the other alternator and electrical systems and avionics as
required.
FAA Approved
CROSSFEED (SINGLE ENGINE OPERATION)
(LD-280 and after)
Left engíne inoperative and fuel being supplied from left side.
1. Left Fuel Selector Valve OFF -
2. Left Fuel Boost Pump ON

-
3. Right Fuel Selector Valve CROSSFEED -
4. Left Fuel Boost Pump ON or OFF as required

-
Right engine inoperative and fuel being supplied from right side,
1. Right Fuel Selector Valve OFF -
2. Right Fuel Boost Pump ON -
3. Left Fuel Selector Valve CROSSFEED-
4. Right Fuel Boost Pump ON or OFF as required

-
Left engine inoperative and fuel being supplied from left side.
1. Left Fuel Selector Valve INBD or OUTBD

-
2. Left Fuel Boost Pump INBD or OUTBD

-
3. Right Fuel Selector Valve CROSSFEED -
4. Left Fuel Boost Pump INBD, OUTBD or OFF as required

-
Right engine inoperative and fuel being supplied from right side.
1. Right Fuel Selector Valve INBD or OUTBD

-
2. Right Fuel Boost Pump INBD or OUTBD

-
3. Left Fuel Selector Valve CROSSFEED-
4. Right Fuel Boost Pump INBD, OUTBD, or OFF as required

-
CAUTION
Continuous operation of Boost Pump may be required during conditions of

high engine power, high ambient temperature or high altitude.
EMERGENCY STATIC AIR SOURCE
The EMERGENCY STATIC AIR SOURCE SHOULD BE USED FOR CONDITIONS WHERE THE
NORMAL STATIC SOURCE HAS BEEN OBSTRUCTED. When the aircraft has been exposed to moisture
and/or icing conditions (especially on the ground), the possibility of obstructed static ports should be
considered. Partial obstructions will result in the rate of climb indication being sluggish during a climb or
descent. Verification of suspected obstruction is possible by switching to the emergency system and noting
a sudden sustained change in rate of climb. This may be accompanied by abnormal indicated airspeed and
altitude changes beyond normal calibration differences.
Whenever any obstruction exists in the Normal Static Air System or the system is desired for use:
1. Emergency Static Air Source Valve (red knob) ROTATE COUNTER CLOCKWISE
-
APPROXIMATELY 9 TURNS TO STOP.

2. For Airspeed Calibration and Altimeter Correction, refer to FAA Performance Section.
CAUTION
Be certain the emergency static air valve is in the NORMAL position when
system is not needed.
FAA Approved
3-6 Queen Air 65-B80 Airplane Flight Manual Revised: May 30, 1975
SIMULATING SINGLE ENGINE ZERO THRUST
When establishing zero thrust operation, use the power setting listed below. By using this power setting to
establish zero thrust, you avoid the inherent difficulties of restarting a shut down engine and preserve
almost instant power to counter any attendant hazard.
The following procedures should be accomplished by alternating small reductions of propeller and then
throttle, until the desired setting has been reached.
1. Propeller Lever RETARD TO FEATHER DETENT

-
2. Throttle Lever SET 16 in. Hg MANIFOLD PRESSURE

-
NOTE
This setting will approximate Zero Thrust at low altitudes using

recommended Single-Engine Climb speeds.
SPINS
//a spin is entered inadvertently:
Immediately move the control column full forward, apply full rudder opposite to the direction of the spin
and reduce power on both engines to idle. These three actions should be done as near simultaneously as
possible; then con.tinue to hold this control position until rotation stops and then neutralize all controls and
execute a smooth pullout. Ailerons should be neutral during recovery.
NOTE
Federal Aviation Administration Regulations do not require spin

demonstration of airplanes of this weight; therefore, no spin tests have been
conducted. The recovery technique is based on the best available information.
FAA Approved
SECTIONIV
FAA PERFORMANCE
All airspeeds quoted in this section are Indicated Airspeeds (IAS).
The performance data in this section have been established by flight tests and engineering calculations.
Flight tests were conducted under normal operating conditions using average piloting techniques with the
airplane and engines in good condition. In using the following data, allowance for actual conditions must be
made.
TABLEOF CONTENTS
Airspeed Calibration -
Normal System . . . . . . . . . . . . . . . . .
.4-2
Airspeed Calibration -
Emergency System . . . . . . . . . . . . . . . .
.4-3
Altimeter Correction -
Normal System . . . . . . . . . . . . . . . . .
.4-4
Altimeter Correction -
Emergency System . . . . . . . . . . . . . . . .
.4-5
WindComponents .......................4-6
Temperature Conversion . . . . . . . . . . . . . . . . . . . .
.4-7
Limiting Manifold Pressure . . . . . . . . . . . . . . . . . . . .

.4-8
NormalTake-off ........................4-9
Two-EngineClimb ......................4-10
Two Engine Best Rate of Climb-Speeds . . . . . . . . . . . . . . . .

4-11
Single-EngineClimb ......................4-12
Single-Engine Best Rate-of-Climb Speeds . . . . . . . . . . . . . . . .

4-13
BalkedLandingClimb .....................4-14
NormalLanding .......................4-15
StallSpeeds ........................4-16
FAA Approved
-
AIRSPEED CALIBRATION NORMAL SYSTEM
NOTE: INDICATED AIRSPEED ASSUMES 2.ERO INSTRUMENT ERROR
200 200
-
-
- -- -
GEAR UP FLAPG UP
-- -
GEAR DOWN FLAPS DOWN
--
-
180- 180
- -- - -- - --
-
160- 160
-- - -- - - - --
140-- -
140
120- -- - -- - --
120
100- -- -- - -- -- --
100
80- -- - - -
x 80
6) 80 100 120 140 160 180 200 60 80 100 120 1 0

- -
IAS INDICATED AIRSPEED~KNOTS IAS INDICATED AIRSPEED~KNOTS
B80-601-22
-
i > AIRSPEEDCALIBRATION EMERGENCYSYSTEM
og
NOTE: INDICATED AIRSPEED ASSUMES ZERO INSTRUMENT ERROR
co
. . 200
200
-
--
GI AR UP-FLAPS UP - GEAR DCWN-FLAPS DOWN

- -- - ---
- -
180 180
- -- -
- --
160 B 160
120 120
100 100
80 80
60- 60
60 80 100 120 140 160 180 200 60 80 100 120 140
- AIRSPEED~KNOTS - AIRSPEED~KNOTS
IAS INDICATED IAS INDICATED
B80-601-21
ALTIMETERCORRECTION -
NORMAL SYSTEM
1GO
140
I¯
120 -
100
80 - --
60
40
20
EAR UP -
FI PS
0 --
-20
00
20
-40
GEAR D0WN -
FLAPS D0WN
-60
8¿
100
- --
-80
-100
-120
80 100 120 140 160 180 200
IAS -
INDICATED AIRSPEED~KNOTS B80 601-20
FAA Approved
4-4 Queen Air 65 -
ALTIMETER CORRECTION -
EMERGENCY SYSTEM
80-
60-
40-
20-
GEAR UP -
FLAPS UP
-20--
-100--
GEAR DOWN'- FLAPS DOWN

-120--
83 100 120 140 160 180 2(0
IAS -
INDICATED AIR SPEED~KNOTS
B80 601-19
FAA Approved

WIND COMPONENTS
Demonstrated Crosswind is 17 kts
EXAMPLF;
WIND SPEED 10 KTS
FLI 3HT ANGLE BETWEEN WIND
PATH DIRECTION AND FLIGHT
PATH 20o
60
-
--
.
HEADWIND COMPONENT 9.5 KTS
O ¯ ¯ 100 CROSSWIND COMP3NENT 3.5 KTS
so- -- - -
¯¯ 30o
40
40- ---
I-
30 --
60o
O - - - --
20 -
- -
70
T 10 00
'o
-90o
O -
-10
- -
100°-
110o 1 50o
1100 -
16C° 140c 130° 120°

1EO
i
0 10 20 30 40 50 63
CROSSWIND COMPONENT ~KNOTS sTo-eol-1
FAA Approved
4-6 Queen Air 65 -

I_ g
I
I
\ -
1
I
8
|
o
z -
:
O
z
Oo
FAA Approved
LIMITING MANIFOLD PRESSURE
TAKE-OFF AND CLIMB
* Standard Day (ISA) Critical Altitude

48
47
46
400
45
44 3200 pp
360
43 (
O
42 Og
41
40
39
38
37
3000 pp
36 306
Cay
CLA
35
34
33
1 I
l I L
I I I
32
SL 2000 4000 6000 8000 10000 12000 14000

PRESSURE ALTlTUDE ~
FEET B80-601-20
FAA Approved
4-8 Queen Air 65 -

BEECHCRAFT QUEEN AIR 65, A65, A65-8200,
70, 65-80, 65-A80, 65-A80-8800, 65-880 AND 65-88
LANDPLANES
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT
for
MANUAL LANDING GEAR EXTENSION PROCEDURES
GENERAL
The information in this supplement is FAA-approved material and must be attached to the FAA Approved
Airplane Flight Manual and be carried in the airplane at all times and be kept within reach of the pilot during
all flight operations.
The information in this supplement supersedes or adds to the basic FAA Approved Airplane Flight Manual
only as set forth within this document. Users of the manual are advised always to refer to the supplement for
possibly superseding information and placarding applicable to operation of the airplane.
LIMITATIONS -
No Change.
LANDING GEAR
LAND/NG GEAR EMERGENCY EXTENSION
1. Airspeed -
Below 156 Knots IAS

2. Landing Gear Relay Circuit Breaker PULL
-
3. Landing Gear Handle DOWN

-
4. Emergency Engage Handle LIFT AND TURN CLOCKWISE TO THE STOP TO ENGAGE.
-
5. Extension Lever PUMP up and down until the 3 green GEAR DOWN lights illuminate.
-
WARNING
If for any reason the green GEAR DOWN lights do not illuminate (e.g. in case
of an electrical failure), continue pumping until resistance prohibits further
movement of the handle.
CAUTION
Stop pumping when the 3 green GEAR DOWN lights illuminate. Further
movement of the handle could bind the drive mechanism and prevent
subsequent electrical gear retraction.
FAA Approved
Issued: June 8, 1979
P/N 50-590211-35 1 of 2
WARNING
After an emergency landing gear extension has been made, do not stow pump
handle, move any landing gear controls, or reset any switches or circuit
breakers until the airplane is on jacks, since the failure may have been in the
gear-up circuit, and the gear might retract on the ground. The landing gear
cannot be retracted manually.
NORMAL PROCEDURES -
No Change.
PERFORMANCE -
No Change.
Approved:
pg W. H. Schultz
DOA CE-2
FAA Approved
Issued: June 8,1979
2 of 2 P/N 50-590211-35
1 2 3
200 GIAL.220 GIAL.254 GukL.
GALLONSWEIGHT SYSTEM SYSTEM SYSTEM
NOMENT/100
55 330 574 574 574

60 360 626 626 626
65 390 679 679 679
70 420 731 731 731
75 450 783 783 783
80 480 834 834 834
85 510 882 884 882
90 540 930 933 931
95 570 978 983 980
100 600 1026 1032 1028
105 630 1074 1082 1077
110 660 1122 1131 1125
115 690 1170 1181 1174
120 720 1218 1230 1223
125 750 1266 1280 1271
130 780 1314 1329 1320
135 810 1362 1379 1368
140 840 1410 1428 1417
145 870 1458 1478 1466
150 900 1506 1527 1514
155 930 1554 1577 1563
160 960 1602 1626 1611
165 990 1650 1676 1660
170 1020 1698 1725 1709
175 1050 1746 1775 1757
180 1080 1794 1824 1806
185 1110 1842 1874 1854
190 1140 1890 1923 1903
195 1170 1938 1973 1952
200 1200 1986 2022 2000
205 1230 2072 2049
210 1260 2121 2097
215 1290 2171 2146
220 1320 2220 2195
225 1350 2243
230 1380 2292
235 1410 2340
240 1440 2389
245 1470 2438
250 1500 2486
254 1524 2525
Approved:
2> VV.H.Schult2
DOA CE-2
Feu4Approved
Issued:I;ebruary,1979
5 of 5
P/N131522
Models A65, A65-8200 (LC-240 thru LC-335), 70 (LB-1 thru LB-35), and 65-B80 (LD-280 thru LD-467,
except LD-459) with 107 gallon wing fuel systems:
Adjacent to fuel filler cap:
FUEL
USE 100/130 GRADE FUEL OR HIGHER ONLY
CAPACITY 107 US GALLONS (642 LB) 100
GALLONS (600 LB) USABLE
WITH WINGS LEVEL
CAUTION
DO NOT INSERT FUEL NOZZLE
MORE THAN 3" INTO TANK
On Low Fuel Warning On Fuel Selector

Light: m' Panel: 100
EMERGENCY PROCEDURES -
No change
NORMAL PROCEDURES -
No change
PERFORMANCE -
No change
WEIGHT AND BALANCE
The existing weight and balance information for each airplane modified by installation of the Airborne Fuel
Boost Pump (Kit No. 80 9009) must be adjusted to compensate for the increase in the amount of unusable
fuel. These weight and balance changes should be accomplished as described in the following procedures.
NOTE
The owner or operator is responsible to maintain compliance with FAR

23.25/CAR 3.74.
1. Certificated Empty Weight and Moment.
a. Within the existing airplane weight and balance information, locate the weight and moment for the
unusable fuel.
b. Subtract the weight and moment for the unusable fuel from the airplane's certificated empty weight
and moment.
c. Add the new unusable fuel weight and moment values in the following chart to the airplane weight
and moment resulting from step b. This will give the new certificated empty weight and moment for the
airplane.
FAA Approved
Issued: February, 1979
PIN131522 3 of 5
WEIGHT ARM MOMENT
(Lbs.) (Ins.) (Lbs./Ins.)
96 168 16128
2. Basic Empty Weight and Moment. The following explanation is made only for those airplane
ownerloperators who wish to utilize the Basic Empty Weight concept.
a. Within the existing weight and balance information, locate the airplane empty weight and moment.
(Make certain this data is for a dry airplane that is without unusable oil and unusable fuel. Papers prepared
by Beech Aircraft Corporation will show this as Corrected Empty Weight.)
b. Add to this (dry) empty weight and moment, the values for engine oil weight and moment and
unusable fuel weight and moment from the following chart:
WEIGHT ARM MOMENT

(Lbs.) (Ins.) (Lbs./Ins.)
Engine Oil 81 131 10611
Unusable Fuel 96 168 16128
c. The basic empty weight resulting from step b is to be used for all loading
calculations without adding in a value for usable engine oil.
3. Useful Load Weight and Moment Page Fuel Tables. The increase in unusable fuel
-
brings about a decrease in the usable fuel quantity. Use the portion of the fuel table below
which is applicable to the affected airplane.
NOTE
The original usable fuel system quantity designations were as follows:
1. 214 gallons.
2. 230 gallons.
3. 264 gallons.
Useful Load Weights and Moments applicable to the usable fuel systems on the airplanes modified by Kit
No. 80-9009:
1 2 3
200 GAL. 220 GAL, 254 GAL.
GALLONS WEIGHT SYSTEM SYSTEM SYSTEM
MOMENT/100
5 30 52 52 52
10 60 104 104 104
15 90 157 157 157
20 120 209 209 209
25 150 261 261 261
30 180 313 313 313
35 210 365 365 365
40 240 418 418 418
45 270 470 470 470
50 300 522 522 522
FAA Approved
4 of 5 P/N 131522
BEECHCRAFT LANDPLANES
65 (LC-230 thru LC-239), A65, A65-8200, 70,

65-B80 and 65-88 (LP-28 only)
FAA Approved Airplane Flight Manual Supplement
for the
AIRBORNE FUEL BOOST PUMP INSTALLATION
GENERAL
The information in this supplement is FAA Approved material and must be attached to the FAA Approved
Airplane Flight Manual when Beech Kit No. 80-9009 (Airborne Fuel Boost Pump) and Beech Kit No. 80-2001
or 80-2004 (Placards for Modified Usable Fuel Values) are installed in the airplane in accordance with Beech
approved data. The information in this supplement supersedes or adds to the basic Airplane Flight Manual
only as set forth below.
The Airborne fuel boost pump is provided as an interchangeable replacement for the factory installed boost
pump, meeting or exceeding the specifications for fuel management as required in the original installation.
This pump can be installed in either the left wing fuel system, the right wing fuel system, or both. At the time
of installation, new fuel quantity placards which reflect updated usable fuel values must be installed on
BOTH left and right fuel systems.
LIMITATIONS
INSTRUMENT MARK/NGS
Fuel Quantity Indicator: Yellow arc from empty to ¼ full: Do not take off.
PLACARDS
Models 65 (LC-230 thru LC-239), A65, and A65-8200 (LC-240 thru LC-335) with 92 gallon wing fuel
systems:
Adjacent to fuel filler cap:
FUEL
WITH WINGS LEVEL
CAUTION
On Low Fuel Warning On Fuel Selector

Light: w Panel: 85
L. -J L
FAA Approved
P/N 131522 1 of 5
Models 65 (LC-230 thru LC-239), A65 and A65-8200 (LC-240 thru LC-335) with 117 gallon wing fuel
systems:
Adjacent to fue/ fi//er cap:
FUEL
WITH WINGS LEVEL
CAUTION
On Low Fuel Warning r

On Fue/ Se/ector r-
, ,
Light: iq Pane/: 110
L J L_ A
Models 65 (LC-230 thru LC-239), A65, A65-8200 (LC-240 thru LC-335), 70 (LB-1 thru LB-35), 65-B80 (LD-
280 thru LD-467, except LD-459), and 65-88 (LP-28 only) with 134 gallon wing fuel systems:
Adjacent to fuel fi//er cap:
FUEL
WITH WINGS LEVEL
CAUTION
On Low Fue/ Warning On Fuel Se/ector

Light: i9 Pane/: 12 7
FAA Approved
2 of 5 PIN 131522
50, B50, C50, D50, D50A, D50B, D50C, D50E, E50, F50, G50, H50, J50,
65, A65, A65-8200, 65-80, 65-A80, 65-A80-8800, 65-B80, 65-88, and 70
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
for the
BEECH CONTINUOUS SENSING FIRE DETECTION SYSTEM
GENERAL
The information in this supplement is FAA approved material and must be carried in the airplane at all times
and be kept within reach of the pilot during all flight operations. This continuous-sensing-type fire detection
system is FAA approved when installed in accordance with Kit 80-9010.
This document supersedes and adds to the FAA Approved Airplane Flight Manual where covered in the items
contained herein.
LIMITATIONS
1. Flight will not be initiated with any malfunction of either the right or left fire detection systems.
EMERGENCY
ILLUMINATIONOF FIRE DETECT LIGHT (ON GROUND)
2. Continue to crank affected engine

3. Fuel Selector Valves OFF -
4. Generator/Alternator Switches OFF -
5. Master Switch OFF -
6. Extinguish with fire extinguisher
ILLUMINATIONOF FIRE DETECT LIGHT (IN FLIGHT)
Shut down the affected engine according to the following procedures and land immediately.
1. Mixture IDLE CUT OFF

-
2. Fuel Selector Valve OFF -
3. Oil Shut-off Handle (if applicable) OFF -
4. Propeller FEATHERED -
5. Throttle FULL OPEN

-
6. Fuel Boost Pumps CHECKED OFF -
7. Magneto/Start Switch OFF -
8. Generator/Alternator Switch OFF -
NORMAL PROCEDURES
PREFLIGHT
In addition to the presently specified preflight procedures, accomplish the following:
1. Depress the fire detect indicator lens for integrity check of the system. Indicator lights should
illuminate.
PERFORMANCE -
No Change
WEIGHT AND BALANCE -

No Change
FAA Approved
P/N 50-590211-33 1 of 2
SYSTEMS DESCRIPTION
The Beech continuous sensing fire detection system consists of two press-to-test indicator lights and two
sensor/responders. The indicator lights are mounted on the pilot's instrument panel and willilluminate any time
the temperatures in the proximity of the sensor exceed a predetermined level. The sensor element is a sealed
tube which contains a core material capable of releasing a large volume of gas when a set triggertemperature
is exceeded. When the gas pressure in the sensor exceeds the preset limit, a snap-action pressure switch in
the responder closes and 28 VDC is applied directly to the indicator lights. This core outgassing is completely
reversible and will clear when the temperature is reduced, causing the indicator lights to extinguish.
HANDLING,SERVICINGAND MAINTENANCE
The sensor must·be replaced any time it is subjected to direct flame. Failure to pass preflight self-test may be
caused by a burned out light bulb, a ruptured sensor tube, inoperative pressure switch or faulty electric
circuitry.
Approved:
DOA CE-2
FAA Approved
2 of 2 P/N 50-590211-33
50, B50, C50, D50, D50A, D50B, D50C, D50E, E50, F50, G50, H50, J50, 65, A65,
A65-8200, 65-80, 65-A80, 65-A80-8800, 65-B80, 65-88, and 70
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
for
INSPECTION OF ENGINE COMPARTMENT AND WHEEL WELL

FLAMMABLE FLUID LINES AND FITTINGS
GENERAL
The information in this supplement is FAA approved material and must be carried in the airplane at all times
and be kept within reach of the pilot during all flight operations.
This document supersedes and adds to the FAA Approved Airplane Flight Manual where covered in the items
contained herein.
LIMITATIONS No Change
-
EMERGENCY PROCEDURES -
No Change
NORMAL PROCEDURES
PREFLIGHT
In addition to the presently specified preflight procedures, prior to the first flight of each day, accomplish the
following:
1. Start both engines and operate at 1500 rpm. After the oil pressure stabilizes, shut down the engines using
the mixture control.
2. Open the cowl doors on both sides of the engines and check all engine compartment flammable fluid
lines and fittings for indication of leakage. Check the wheel wells for these same conditions using a flashfight or
supplemental light as necessary to provide adequate illumination of the area.
3. Correct any leaks detected and secure cowl doors.
PERFORMANCE -
No Change
SYSTEMS DESCRIPTION -
No Change
Approved:
pg Chester A. Rembleske
/ Beech Aircraft Corporation
DOA CE-2
FAA Approved
Issued: May 29, 1978
P/N 50-590211-31 1 of 1
BEECHCRAFT QUEEN AIR LANDPLANES
(See Airplane Eligibility Below)
AIRPLANE FLIGHT MANUAL SUPPLEMENT

for the
ENGINE FIRE DETECTOR SYSTEM (KIT 80-9007-1)

and/or
ENGINE FIRE EXTINGUISHER SYSTEM (KIT 80-9008-1)
The information in this document is FAA approved material which, together with the basic Airplane Flight Manual is
applicable and must be attached to the basic manual when the airplane is modified by the installation in accordance with
Beech FAA Approved Kit Drawings 80-9007-1 and/or 80-9008-1.
The information in this supplement supersedes or adds to that of the basic Airplane Flight Manual.
NORMAL PROCEDURES
PREFLIGHT
LEFTWING
1. Fire Extinguisher Pressure CHECK -
2. Discharge indicator Disc CHECK INTACT

-
R/GHT WlNG
1. Fire Extinguisher Pressure CHECK -
2. Discharge Indicator Disc CHECK INTACT

-
BEFORE STARTING ENGINES

1. Fire Detector Switch -
TEST position (check for illumination) then return to OPERATE position.
ENGINE FIRE ON GROUND OR IN FLIGHT

Affected Engine:
1. Engine Fire Extinguisher ACTUATE (if required)
-
KIT 80-9007-1 KIT 80-9008-1

ELIGIBILITY BLOCK FIRE DETECTOR
-
ELIGlBILITY BLOCK FIRE EXTINGUISHER

-
MODELS DOA CE-2 APPROVAL MODELS D E-2 APPROVAL

ELIGlBLE DATE ELIGlBLE DATE
65 65-80
A65 65-A80 /N/ Ñ
A65-8200 65-A80-8800
65-80 /Ä $ f 65-B80
t
65-A80 1
65-A80-8800 i Approved:
65-B80
605-88
hes er Rembles 4
.
/ Beech Aircraft Co oration

DOA CE-2
FAA Approved
Date: November 29, 1974
P/N 131297 1 of 1
BEECHCRAFT GUEEN AIRS 65-B80 & 65-88 LANDPLANES
for the
NICKEL-CADMIUM BATTERY CHARGE CURRENT DETECTOR
The information in this supplement is FAA Approved material, which, along with the basic FAA Approved
Airplane Flight Manual, is applicable to the operation of the airplane when equipped with the
Nickel-Cadmlum Battery Charge Current Detector, P/N 100-364285, approved by Letter ACE-210, dated
September 25, 1973, FAA Central Region Engineering and Manufacturing Branch, Wichita, Kansas and Ë
installed in accordance with Beech FAA Approved Drawings or by Kit 100-3009-1 or 100-3009-7.
The Battery Charge Current Detector consists of a circuit which illuminates an amber light on the
instrument panel whenever the battery charge current is in above normal. The system is designed for a
continuous.monitor of the battery condition.
The purpose of the Battery Charge Current Detector is to inform the pilot of battery charge currents which
may damage the battery. The system senses all battery current and provides a visual indication of above
normal charge current. Following a battery engine start, the battery recharge current is very high and causes
the illumination of the BATTERY CHARGE light, thus providing an automatic self test of the detector and
the battery. As the battery approaches a full charge and the charge current decreases to a satisfactory
amount, the light will extinguish. This will normally occur within a few minutes after an engine start, but
may require a longer time, if the battery has a low state of charge, low charge voltage per cell (20 cells
battery), or low battery temperature.
The light may occasionally reappear for short intervals when heavy loads switch off, or engine speeds are
varied near generator cut-in speed. High battery temperatures or high charge voltage per cell will result in a
high overcharge current which will eventually damage the battery and lead to thermal runaway.
Illumination of the BATTERY CHARGE light in flight alerts the pilot that conditions exist that may
eventually damage the battery. The battery should be turned off to prevent battery damage. The following
procedures outline the actions to be taken in the event the BATTERY CHARGE light illuminates.
NORMAL PROCEDURES
BEFORE STARTING ENGINES
1. Caution Light (BATTERY CHARGE) -

PRESS TO TEST for illumination
DURING ENGINE START

Provided sufficient energy is used from the battery during the first engine start, the amber caution
light, placarded BATTERY CHARGE, will illuminate approximately 6 seconds after the generator
is on the line. This indicates a charge current above normal. The light should extinguish within 5
minutes. Failure to do so indicates a partially discharged battery. Continue to charge the battery.
Make a check each 90 seconds using the During Engine Shutdown procedure outlined below until
the charge current fails to decrease and the light extinguishes. Failure of the light to extinguish
indicates an unsatisfactory condition. The battery should be removed and checked by a qualified
Nickel-Cadmium Battery shop.
FAA Approved
Date: October 1, 1973
P/N 50-590211-25 1 of 2
/Ñ FLIGHT
If the amber caution light, placarded BATTERY CHARGE, illuminates in flight, turn the Battery
Switch OFF. The caution light should extinguish and the flight may proceed to destination. Failure
of the light to extinguish with the battery switch off indicates a battery system or a charge current
detector system malfunction. The aircraft should be landed as soon as practicable. (The battery
switch should be turned on for landing in order to avoid electrical transients caused by power
fluctuations.) A battery condition check as outlined below, should be made after landing. If the
battery indicates unsatishetoÑ, it should be removed and checked by a qualified Nickel-Cadmium
Battery shop.
DURING ENGINE SHUTDOWN
Battery -
CONDITION AND CHARGE (If the BATTERY CHARGE light is extinguished, the
battery is charged and the condition is good. If the light is illuminated and fails to extinguish
within 3 minutes of charging, perform the following check:)
1. One Alternator/Generator OFF

-
2. Engine Speed (Engine with Alternator/Generator ON) 1500 RPM (Voltmeter indicating
-
approximately 28 volts)
3. After loadmeter needle stabilizes, momentarily turn the battery switch off and note change in
meter indication.
NOTE
be .025(no perceivable needle movement) on the 13 AH battery or .050
(only preceivable needle movement) on the 39 AH battery. If the result of

the first test is not satisfactory, within 3 minutes, the battery should be
removed and checked by a qualified Nicpke dmium Battery S
DOA CE-2
FAA Approved
2 of 2 P/N 50-590211-25
BEECHCRAFT GUEEN AIR 65-B80 LANDPLANE
for the
KING KNC-610 AREA NAVIGATION SYSTEM
The information in this document is FAA Approved material which must be attached to the basic FAA
Approved Airplane Flight Manual when the airplane is modified by the installation of the King KNC-610
Area Navigation System.
LIMITATIONS
1. This system may not be used as a primary system under IFR conditions except on approved approach
procedures, approved area navigation airways and random area navigation routes when approved by Air
Traffic Control.
2. This system can only be used with colocated facilities (VOR and DME signals originate from same
geographical location).
NORMAL PROCEDURES
1. VHF NAV -ON

2. DME -ON
3. Mode Selector SELECT VOR/DME, RNAV, or APPR
-
4. NAV Frequency SET -
5. DME Frequency SET -
6. Waypoint Bearing SET WAYPOINT RADIAL FROM VORTAC

-
7. Waypoint Distance SET WAYPOINT DISTANCE FROM VORTAC

-
8. OBS Controb- DESIRED MAGNETIC COURSE

9. Self-Test ACTUATE (must have VOR reception)
-
CAUTION
DME may unlock due to loss of signal with certain combinations of distance
from station, altitude, and angle of bank.
1. VOR or Distance flag appears while in RNAV mode:
a. Selected Frequency -
CHECK FOR CORRECT FREQUENCY.
b. VOR or Distance Flag Intermittent or Lost UTILIZE
-
OTHER NAV EQUIPMENT AS
REQUIRED.
2. VOR or Distance flag appears while in APPR mode:
a. If flag appears while on an approach, execute published missed approach and utilize other
approved facility.
Chester A. Remblesk
V
DOA CE-2
FAA Approved
Date: March 21, 1975
P/N 50-590211-21
2. Electrothermal Propeller Deice
a. PROP DE-ICE Switch -

ON
NOTE
Systems may be operated continuously in flight, Relieve propeller imbalance

by increasing rpm. If PROP AMPS reads above 18 amperes or below 4
amperes refer to Airplane Flight Manual Supplement.
3. Left Pitot Heat and Heated Stall Warning
a. May be turned on before take-off. System may be operated continuously in flight. Check
HEAT ON when encountering visible moisture.
CAUTION
Prolonged use of Pitot Heat on the ground will damage the heating elements.
4. Heated Windshield
a. Windshield Anti-ice Switch -

AS REQUIRED (Heat should be applied before ice forms.)
CAUTION
The electrically heated windshield may be turned off for a 15 second period
to allow the pilot to take a reading on the standby compass for the purpose
of resetting the directional gyro.
Ground use of windshield heat is limited to 10 minutes.
S. Propeller and Windshield Anti-ice System (Fluid Flow)
a. Prop Anti-ice Re-start Switch -
AS REQUIRED
b. Windshield Anti-ice Switch -

CYCLE AS REQUIRED
c. QuantityGage -
MONITOR
APPROVED:
DOA CE-2
FAA Approved
P/N 50-590211-19 3 of 3
BEECHCRAFTQUEEN AIR 65-B80 LANDPLANE
for
FLIGHT IN KNOWN ICING CONDITIONS
The information in this document is FAA approved material which together with the FAA Approved
Airplane Flight Manual must be in the airplane during all flight operations when the aircraft has been
certified as properly equipped for flight into known icing conditions. The equipment listed must be
installed at the Beech Aircraft Corporation factory or must be installed as Beech Aircraft Corporation
approved kits.
I. LIMITATIONS
1. Aircraft must be equipped with the following items and all equipment listed must be operable:
a. Wing and Empennage Continuous Pressure Operated Surface Deice System.

b. Electrothermal Propeller Deice System or Fluid Flow Propeller Deicer System.
c. Fuel Vent Heaters.
d. Heated Stall Warning.
e. Pitot Heat
f. Left WindshieldHeat or Fluid Flow WindshieldAnti-Ice System.
g. Antenna Mast capable of withstanding ice loads.
h. FAA Approved Airplane Flight Manual (P/N 50-590211-1 with latest Revision)
i. FAA Approved Airplane Flight Manual Supplement; Electrothermal Propeller Deice System,
P/N 50-590211-7, dated October 5, 1972 or later.
2. Stall speed is increased 4 KIAS in all configurations with surface deice equipment installed.
CAUTION
Stalling airspeeds should be expected to increase when ice has accumulated
on the airplane due to the distortion of the wing airfoil. For the same reason,
stall warning devices may not be accurate and should not be relied upon.
Maintain a comfortable margin of airspeed above the normal stall airspeed
with ice on the airplane.
II. PROCEDURES
BEFORE TAKE-OFF
I. Surface Deice System -

CHECK
a. Power -
2000 RPM
b. Deice Cycle Switch AUTO (UP)
-
c. Pneumatic Pressure 15 to 18 PSI

-
d. Wing Boots CHECK VISUALLY FOR INFLATION AND HOLD DOWN

-
FAA Approved
P/N 502590211-19 1 of 3
2. Electrothermal Propeller Deice CHECK -
a. PROP DE-ICE Switch -

ON
b. PROP AMP Indicator -

CHECK, 14 to 18 AMPERES 7 to 12 AMPERES
c. Automatic Timer CHECK PROPELLER AMMETER FOR 2 MINUTES (needle

-
deflection every 30 seconds indicates normal operation)
3. Pitot Heat and Heated Stall Warning
a. Left Pitot Heat Switch ON (Operation of Pitot Heat and Heating of the transducer vane
-
can be checked by feel)
NOTE
Switches may be left on throughout flight. Prolonged operation on the

ground could damage the Pitot Heat System.
4. Windshield Heat CHECK -
a. Windshield Anti-ice Switch ON (Note deflection on Loadmeter.)

-
b. Windshield CHECK (feel for warming)

-
NOTE
Switch may be left on for flight operation.
5. Windshield and Propeller Anti-ice System (Fluid Flow)
a. Check quantity in reservoir
b. Check slinger ring and vents for obstruction
c. Check propeller boots for damage
IN FLIGHT
1. Surface Deice System.
When ice accumulates 1/2 to 1 inch:
a. Deice Cycle Switch AUTO (UP)

-
b. Pneumatic Pressure Gage CHECK 9 to 20 PSI (While system is on pressure cycle)

-
(Complete cycle and dump period is approximately 60 seconds.
CAUTION
Cycling before at least 1/2 inch of ice has accumulated may cause the ice to
grow outside the contour of the inflated boots and prevent ice removal.
NOTE
Either engine will supply sufficient vacuum and pressure for deice operation.
FAA Approved
2 of 3 P/N 50-590211-19
for the
CARGO POD
This document supersedes the 65-B80 approval portion of P/N 130791.
This document is to be attached to the FAA Approved Flight Manual when the airplane is equipped with a
cargo pod per Kit 80-4013.
I. LIMITATIONS
Placards:
Adjacent to pod loading door: MAXIMUMBAGGAGE LOADING 300 LBS.
III. PERFORMANCE
The cargo pod installation decreases the climb performance listed in the basic FAA Airplane Flight
Manual by 15 feet per minute. Takeoff, landing and stall speed performance is unchanged.
APPROVED:
f/ Beech Aircraft Corporation
DOA CE-2
FAA Approved
P/N 50-590211-17 1 of 1
BEECHCRAFTGUEEN AIR 65-B80 LANDPLANE
for the
BEECHCRAFT AIR CONDITIONER

This document is to be attached to the FAA Approved Airplane Flight Manual when the airplane is
equipped with a Beechcraft Air Conditioner.
LIMITATIONS
1. An auxiliary power unit is recommended for operation of the air conditioner. However, the air
conditioner may be operated on the aircraft's electrical system provided the following precautions
are observed:
a. The aircraft must be equipped with 100 amp or greater, generators or alternator-rectifiers.
b. Both engines must be operating at minimum rpm required to produce sufficient electrical
current for operation of the electrical system. This is to be established with voltage indicators
showing a reading of 27 to 28 volts.
c. Observe engine cooling limits (cylinder head temperature) during operation.
d. To reduce generator overheating and probable failure during ground operation all equipment
such as ADF, standby communications, omni's, pitot heat, landing lights, radar, etc., must be
off. The use of only one communication system is recommended during aircraft ground
holding periods, while the air conditioner is on.
e. The use of the air conditioner in flight is acceptable only if the electrical load is monitored so
that the generator capacity is not exceeded.
APPROVED:
y Beech Aircraft Corporation
DOA CE-2
FAA Approved
P/N 50-590211-15 1 of 1
for the
CARGO DOOR
cargo door.
LIMITATIONS:
1. Cargo loading placard must be instaued on the cargo door below the door window on the inside
and in plain view of au persons loading aircraft.
2. Cargo density must not exceed 200 lb. per square foot with a maximum compartment capacity of
3000 lb.
3. Cargo must be adequately restrained by minimum of one tie down attachment aft and one tie
down forward for each 200 lb. of cargo.
4. Aft tie down must not have angle with floor greater than 45 degrees when tie down is snug.
5. A clear path of ingress and egress from the pilot's compartment to the cabin door and/or
emergency exit must be maintained.
APPROVED:
DOA CE-2
FAA Approved
P/N 50-590211-13 1 of 1

for the
FLIGHT WITH CABIN DOOR REMOVED

This document is to be attached to the FAA Approved Flight Manual when the airplane is equipped and
placarded for flight with the cabin entrance door removed.
The aircraft may be flown with the cabin door removed for the purpose of intentional egress from the cabin
of properly equipped personnel or other objects of material or equipment, provided the aircraft is operated
in accordance with the applicable Federal Aviation Regulations and the following limitations.
LIMITATIONS:
1. Maximum speed: No additional limitations.
2. An FAA approved safety belt installation must be provided and worn by each occupant.
3. All occupants must wear parachutes when conducting intentional parachute jumpingoperations.
4. Smoking is not permitted with the door removed.
5. When operations other than intentional parachute jumping are conducted, a suitable guard rail or
equivalent safety device must be provided for the doorway.
6. All loose articles must be tied down or stowed.
7. Parachutists' static lines must be kept free of pilots' controls and control surfaces.
8. Operations are limited to VFR conditions.
9. Operation of this aircraft for any other purpose than for which it is certificated, with a door
removed, is prohibited.
10. The following placard must be placed on the panel above windshield (L.H. side) in full view of the
pilot:
"For flight with cabin door removed, see aircraft operating limitations with door removed."
11. A copy of these limitations must be carried in the aircraft when flight operations are conducted
with the door removed.
15°.
12. Maximum yaw angle 10°; maximum bank angle
13. These operating limitations are a part of the airworthiness certificate.
APPROVED:
hester A. Rembleske
DOA CE-2
FAA Approved
P/N 50-590211-11 1 of 1
BEECHCRAFT QUEEN AIR 65-B80 LANDPLANE
for the
SIMPLIFIED INDUCTION SYSTEM

simplified induction system kit, (Kit No. 80-9006 for models with Bendix type fuel injection systems.)
A. NORMAL PROCEDURES
1. Induction System Icing.
CAUTION
Prior to entering fog, clouds, snow or other forms of visible moisture with
OAT below 40°F,
(5°C).
a. Apply full induction air heat. (Power settings of 55% or 65%, with mixture leaned to peak
cylinder head temperatures, produce the maximum heat and should be used when icing is
expected.)
b. If engine roughness occurs when attempting to return to normal operation after clearing the
icing condition, return immediately to full alternate air and remain until landing.
APPROVED:
S Beech Aircraft Corporation
DOA CE-2
FAA Approved
P/N 50-590211-9 1 of 1
for the
ELECTROTHERMAL PROPELLER DEICE SYSTEM
This document supersedes the 65-B80 approval portion of P/N 130235 and P/N 130351.
The information in this document if FAA approved material which together with the FAA Approved
Airplane Flight Manual must be in the airplane during all flight operations when equipped with an
.
Electrothermal Propeller Deice System installed in accordance with Beech Aircraft Corporation FAA
approved data.
I. LIMITATIONS
1. Airplanes equipped with only the Electrothermal Propeller Deice System are not approved for
flight in known icing conditions. (Refer to Airplane Flight Manual Supplement, FLIGHT IN
KNOWN ICING CONDITIONS,P/N 60-590001-17).
2. Propeller Deice should not be operated when propellers are static.
II. PROCEDURES (Procedures outlined for safety of flight when icing is inadvertently
encountered).
1. BEFORE TAKE-OFF
a. Propeller Deice Switch ON.

-
b. Deice Ammeter -
14 to 18 AMPERES.
c. To check the automatic timer, watch the deice ammeter closely for at least two minutes. A
small momentary needle deflection approximately every 30 seconds shows that the timer is
switching and indicates normal system operation.
d. Propeller Deice Switch OFF. -
2. IN FLIGHT
a. Propeller Deice Switch ON. The system may be operated continuously

-
in flight and will
function automatically until the switch is turned off.
b. Relieve propeller imbalance due to ice by increasing rpm briefly and returning to the desired
setting. Repeat as necessary.
III. EMERGENCY PROCEDURES
An abnormal reading on the Propeller Deice Ammeter indicates need for the following action:
1. Zero Amps.
Check prop deice circuit breaker. If the circuit breaker has tripped, a wait of approximately 30
seconds is necessary before resetting. If ammeter reads 0 and the circuit breaker has not tripped or
if the ammeter still reads 0 after the circuit breaker has been reset, turn the switch off and consider
the prop deice system inoperative.
FAA Approved
P/N 50:590211-7 1 of 2
2. Zero to 14 Amps.
If the prop deice system ammeter occasionally or regularly indicates less than 14 amps, operation
of the prop deice system can continue unless serious propeller imbalance results from irregular ice
throw-offs.
3. 18 to 23 Amps.
If the prop deice system ammeter occasionally or regularly indicates 18 to 23 amps, operation of
the prop deice system can continue unless serious imbalance results from irregular ice throw-offs.
4. More than 23 Amps.
If the prop deice system ammeter occasionally or regularly indicates more than 23 amps, the
system should not be operated unless the need for prop deicing is urgent.
APPROVED:
U Beech Aircraft Corporation
DOA CE-2
FAA Approved
2 of 2 P/N 50-590211-7
c. Altitude Control Operation.
The altitude control may be erigaged by pressing the ON portion of the altitude switch. It
is automatically disengaged whenever a pitch signal is applied through the Pitch Control
wheel, or directly by pressing the OFF portion of the altitude switch. The aircraft will
hold the pressure altitude existing at the time the switch is depressed. For best operation,
engage the altitude control in level flight. On aircraft equipped with Four Switch Rocker
Type Flight Controller, and if the altitude switch is engaged in a normal climb or dive, the
aircraft will level off slightly beyond the selected altitude. When the altitude switch is
disengaged, the aircraft will assume the climb or dive attitude existing at the time that the
altitude switch was depressed. On aircraft equipped with Four Switch Push Button
Solenoid Held Type Flight Controller, the ALT button may be engaged in any pitch
attitude. If aircraft is not level, the Altitude Control Function will level the aircraft and
return it to the altitude existing when the ALT button was pressed. Releasing the button
will not initiate the climb or dive attitude which existed prior to ALT engage.
d. ILS Coupler Operation.
The ILS coupler receives information from the radio ILS receivers to home-in on the
localizer and glide path. The proper ILS frequency must be tuned in and the OFF
warning flags must be down before using the ILS coupler. Let down, orientation, and
70°
procedure turn (approach at or less to the beam heading) may be performed with the
autopilot. Engage the altitude switch when the authorized altitude for the procedure turn
is reached. Engage the ILS switch after the ILS localizer needle is one-half of full scale
and moving toward center. Airspeed during localizer intercept shall not exceed 140 MPH.
The aircraft will then automatically bracket the beam. When the aircraft intercepts the
glide path, the altitude switch will automatically disengage and the glide coupler will
provide the proper pitch control to hold the aircraft on the glide path. Airspeed during
the descent is controlled by the throttles. In case of a missed approach, disengagethe ILS
coupler by moving the Turn Control out of the detent, or by pressing the OFF portion of
the ILS switch.
NOTE
In the event the glide path of the ILS system is inoperative, or a glide path
receiver is not included in the aircraft's radio equipment, intercept the
localizer at least four (4) miles outside of the outer marker. Fly the altitude
and glide path with the Pitch Control wheel.
B. Emergency Procedures.
1. Maximum altitude losses during malfunction tests were:
CONFIGURATION ALTITUDE LOSS
Cruise 180 ft.

Approach/lLS Coupler 50 ft.
FAA Approved
P/N 50-590211-5 3 of 4
2. Overpower forces at the pilot's controls are as follows:
CONTROL OVERPOWER FORCE
Aileron 15 lbs.
Elevator 24 lbs.
Rudder 50 lbs.
3. Failure of either or both of the pneumatic pumps is indicated by red button indicators in
the instrument pressure gage.
NOTE
Both pneumatic pumps supply a common pressure manifold. Neither

instruments nor autopilot is affected by failure of one pump.
CAUTION
In case of engine failure during an ILS approach, disengagethe autopilot and

maintain ILS heading and glide path.
Approved:
F Beech Aircraft Corporation
DOA CE-2
FAA Approved
4 of 4 P/N 50-590211-5
for the
BEECHCRAFT H-14 AUTOPILOT

This document supersedes the 65-B80 approval portion of P/N 65-001027-27 and P/N 65-001027-31.
This document is to be attached to the FAA Approved Flight Manual when the airplane is equipped with
the BEECHCRAFT H-14 Autopilot, alone or in combination with Altitude Hold, ILS Coupler, or
Automatic Trim.
I. OPERATING LIMITATIONS
A. Disengage autopilot before take-off.
B. Do not use autopilot under 100 feet above terrain.
C. In case of engine failure during an ILS approach, disengage autopilot.

70°
D. Approach localizer at an angle of or less with the approach coupler operating.
E. Do not use NAV function during VOR or AREA NAV approaches.
II. OPERATING PROCEDURES
A. Normal Operating Procedures.
1. Starting.
The autopilot may be turned on anytime after the aircraft engines have been started. Since the
equipment is transistorized, no warm-up time is required. However, make certain that the
gyros are erect and stable prior to engaging the system. Electrical power to the autopilot can
be interrupted by pulling the autopilot circuit breaker.
2. Preflight Check
a. Check to see that the gyro pressure supply is indicating within the green arc. Make sure that
both gyros are erect and stable.
b. Move the Turn Control to the right. The aileron control wheel should move to the right to
full autopilot deflection. This is somewhat less than full aileron.
c. Turn the Turn Control to the left of center. The control wheel should move an equal
amount to the left side. Intermediate positions of the ailerons are difficult to obtain, as there is
no balancing signal on the servos or control surfaces.
d. Disengage the autopilot and re-engage with the elevator control column in the center of
travel. Hold a slight back pressure to counteract the weight of the elevator. Rotate the
autopilot Pitch Control wheel forward. The control column should move forward. The auto
trim system should cause the manual trim wheel to rotate in a down direction (same direction
of rotation as the autopilot pitch control wheel).
e. Engage the Altitude Switch by pushing it in. It should remain in. Move the pitch control
wheel. The altitude switch should pop out.
FAA Approved
P/N 50-590211-5 1 of 4
f. When an ILS frequency can be received, engage the ILS (with the Altitude Switch on, the
Tum Control in the detent position, and the D.G. uncaged). The altitude switch may drop out,
depending on the glide slope signal strength. The aileron control will move in the direction of
the ILS needle. Move the Tum Control out of the detent; the ILS switch should drop to the
OFF position.
g. With the Turn Control in the detent position, and the directional gyro uncaged, turn the
aircraft to the left (smaller heading). The aileron control wheel should move to the right.
Tuming the airplane to the right of the engaged heading should cause the aileron control wheel
to move to the left. This check is usually performed while taxiing.
h. Disengage the autopilot. All controls should be free through full travel. Reset manual trim
for take-off position.
CAUTION
After disengagingautopilot, recheck aircraft pitch trim prior to take-off.
3. In-Flight Operation.
The autopilot may be engaged at the pilot's discretion any time after take-off. First, manually
trim the airplane with the elevator trim system. (This is not critical and manual trimming may
be done on all axes while the autopilot is engaged). Center the pitch trim indicator with the
pitch control. (On aircraft equipped with the Four Switch Push Button Solenoid Held Type
Flight Controller, this function is automatic.) Place the turn control in the center detent
position. Press the autopilot engage switch in. The switch should remain engaged. Disengage
the autopilot by pressing the off portion of the switch. If the autopilot is engaged with the
Turn Control out of detent, the aircraft will assume a bank angle proportional to the position
of the Turn Control.
a. Maneuvering In Flight.
18°
With the autopilot engaged, the aircraft may be maneuvered through ± of pitch with the
30°
Pitch Control wheel and left and right bank angles with the Turn Control (on aircraft
22°
equipped with the Four Switch Rocker Type Flight Controller) or through ± of pitch
30°
with the Pitch Control wheel and left and right bank angles with the Turn Control (on
aircraft equipped with the Four Switch Push Button Solenoid Held type Flight Controller).
The rudder is automatically coordinated during all turns, and rudder dampening is included
anytime the autopilot is engaged. There is no minimum airspeed restriction for operation of
the autopilot. Gear and flap operation plus change of airspeed may be performed normally
with the autopilot engaged. If automatic pitch trim is not included in the system, manually
retrim the elevator for flight condition changes by centering the pitch trim indicator. Trim the
direction opposite the needle indication. The rudder axis may be trimmed to center the ball at
anytime during autopilot operation.
b. Heading Operation.
The autopilot is electrically connected to the directional gyro for heading control whenever
this gyro is engaged and the Turn Control is in the center (detent) position. The heading
control is automatically disengaged when the Turn Control is used to bank the aircraft and
automatically re-engages three (3) seconds after the Turn Control is returned to the center
(detent) position.
FAA Approved
2 of 4 P/N 50-590211-5
Airplane Flight Manual Supplements
LOG OF REVISIONS
BEECHCRAFT Queen Air 65-B80 Airplane Flight Manual, P/N 50-590211-1
Revision
Part Number Applicable Supplement Date
Number
50-590211-5 BEECHCRAFT H14 Autopilot October 5, 1972
50-590211-7 Electrothermal Propeller Deice System October 5, 1972
50-590211-9 Simplified Induction System October 5, 1972
50-590211-11 Flight with Cabin Door Removed October 5, 1972
50-590211-13 Cargo Door October 5, 1972
50-590211-15 BEECHCRAFT Air Conditioner October 5, 1972
50-590211-17 Cargo Pod October 5, 1972
50-590211-19 Flight in Known Icing Conditions October 5, 1972
1 50-590211-21 Area Navigation System, King KNC-610 March 21, 1975
2 50-590211-25 Nickel-Cadmium Battery Charge

Current Detector October 1, 1973
131297 Engine Fire Detector System (Kit 80-9007-1)

and/or Engine Fire Extinguisher System
(Kit 80-9008-1) November 29, 1974
50-590211-31 Inspection of Engine Compartment and Wheel

Well Flammable Fluid Lines and Fittings May 29, 1978
50-590211-33 Beech Continuous Sensing Fire Detection

System June 8, 1978
131522 Airborne Fuel Boost Pump

Installation February, 1979
50-590211-35 Manual Landing Gear Extension Procedures June 8, 1979
A black bar on a revised page shows the current change.
FAA Approved
Revised: June 8, 1979
SECTIONV
FAA
AIRPLANE FLIGHT MANUAL
SUPPLEMENTS
FAA Approved
Issued: October 5, 1972 Oueen Air 65 -
FAA Approved
5-2 Queen Air 65 -

i, NORMAL LANDING
ASSOCIATED CONDITIONS: EXAMPLE:
31°C
o POWER AS REQUIRED TO MAINTAIN OAT
800 FT/MIN DESCENT ON WEIGHT IAS APPROACH SPEED PRESSURE ALTITUDE 2000 FT
g' APPROACH POUNDS (ASSUMES ZERO INST. ERROR) WEIGHT 7500 LBS
" FLAPS 100% WIND COMPONENT 10 KNOTS
,01
MPH KNOTS
GEAR DOWN
TOTAL LANDING DISTANCE
o RUNWAY PAVED, LEVEL, DRY SURFACE 8800 110 96 OVER 50 FT. OBSTACLE 2230 FT
APPROACH 8500 108 94 1405 FT
GROUND ROLL (63% OF 2230)
SPEED IAS AS TABULATED 8000 105 91 IAS APPROACH SPEED 101 MPH
BRAKING MAXIMUM 7500 101 88 88 KNOTS
7000 98 85
NOTE: GROUND ROLL IS APPROX. 63% OF
TOTALLANDING DISTANCE OVER 50 FT OBSTACLE. -
4500
4000 M
3500
3000
2500
60
2000
1500 <
-30 -20 -10 -10

-40 8500 10 20 30
0 10 20 30 40 50 7000 7500 8000 0
OUTSIDE AIR TEMPERATURE -°C WEIGHT-POUNDS WIND COMPONENT-KNOTS
STALLSPEEDS
EXAMPLE: NO. POWER CONFIGURATION
WEIGHT 8500 LBS GEAR FLAPS
POWER ON
OFF UP UP
GEAR UP
ON UP UP
FLAPS UP
OFF DOWN 100%
ANGLE OF BANK 30 DEG
ON DOWN 100%
STALL SPEED 84 KCAS
DURING STALL RECOVERY ,-1
IS APPROXIMATELY 1000 T. -N
100
¯ ri
- -
--
90
¯ Ei m
I [-I
60
i i
50
7000 7500 8000 8500 0 10 20 30 (0 E0 60

880-601-11 WEIGHT~POUNDS ANGLE OF BANK~DEGREES
SINGLE ENGINE BEST RATE-OF-CLIMB SPEEDS
STANDARD DAY (ISA)
POWER MAXIMUM CONTINUOUS PRESSURE ALTITUDE 4000 FT

GEAR UP WEIGHT 8500 LBS
FLAPS UP
INOPERATIVE BE ST RATE-OF-C LIMB
PROPELLER FEATHERED SPEED 98 KIAS
NOTE: IAS ASSUMES ZERO
INSTRUlvÏENT ERROR,
30000
25000
V
MC
20000
15000
SL
80 90 100 110 120 130 140
BEST RATE-OF-CLIMB SPEED ~

KNOTS IAS
B80-601-14
FAA Approved
BALKEDLANDING CLIMB
ASSOCIATED CONDITIONS: SPEED~KNOTS EXAMPLE:
CLIMB
POWER TAKE-OFF WEIGHT OAT 31°C
100°/o CAS IAS ( ASSUMES ZERO
FLAPS POUNDS PRESSURE ALTITUDE 2000 FT
INST. ERROR)
GEAR DOWN WEIGHT 7500 LBS
CLIMB SPEED IAS AS TABULATED 8800 87 89 RATE-OF-CLIMB 880 FT/MIN
8500 86 88
8000 85 87 CLIMB SPEED 84 KCAS
7500 84 86 86 KIAS
7000 82 84
2000
1500
0
0
00 1000
500
<>
-500
-60 -50 -40 -30 -10

-20
0 10 20 30 40 7000 7500 8000 8500
OUTSIDE AIR TEMPERATURE ~°C WEIGHT~POUNDS 380-601-13
TWO ENGINE BEST RATE-OF-CLIMB SPEEDS
STANDARD DAY (ISA)

POWER MAXIMUM CONTINUOUS PRESSURE ALTITUDE 4000 FT
FLAPS UP
BEST RATE-OF-CLIMB
NOTE: IAS ASSUMES ZERO SPEED 110 KIAS
INSTRUMENT ERROR,
30000
25000
20000 -- - - -
15000 -
10000
5000 - -
SL - -
80 90 100 110 120 130 1 0
BEST RATE-OF-CLIMB SPEED ~KNOTS IAS 880-601-16
FAA Approved

SINGLE ENGINE CLIMB
ASSOCIATED CONDITIONS: EXAMPLE
POWER MAXIMUM CONTINUOUS OAT
17°C
APPROXIMATE
FLAPS UP CONFIGURATION PRESSURE ALTITUDE 4000 FT
RATE -OF-CLIMB LOSS
CLIMB SPEED REFER TO SINGLE ENGINE BEST GEAR DOWN 200 FT/MIN RATE-OF-CLIMB
RATE-OF-CLIMB SPEEDS GRAPH 160 FT/MIN
PROP WINDMILLING 200 FT/MIN
INOPERATIVE
PROPELLER FEATHERED
¯ÙUÙ
-
800
400
300 $
200
-100
E. -200
-300
o >
-60 -50 -40 -30 -20 -10
0 10 20 30 40 7000 7500 8000 8500
OUTSIDE AIR TEMPERATURE ~°C WEIGHT -POUNDS B80-601-15
i>' NORMAL TAKE-OFF
O ASSOCIATED CONDITIONS: EXAMPLE:
IAS TAKE-OFF SPEED 31°C
POWER TAKE-OFF POWER SET OAT
BEFORE BRAKE RELEASE WEIGHT ( ASSUME ZERO INST. ERROR) PRESSURE ALTITUDE 2000 FT
FLAPS Up POUNDS TAKE-OFF WEIGHT 8500 LBS
MPH KNOTS
GEAR RETRACTED AFTER LIFT-OFF WIND COMPONENT 10 KNOTS
RUNWAY PAVED, LEVEL, DRY SURFACE 8800 108 94
TAKE-OFF 8500 106 92 TOTAL TAKE-OFF DISTANCE
8000 104 90 OVER 50 FT OBSTACLE 2740 FT
SPEED IAS AS TABULATED
7500 100 87 GROUND ROLL (79% OF 2740) 2165 FT
NOTE: GROUND ROLL IS APPROX. 79% 7000 98 85 IAS TAKE-OFF SPEED 106 MPH
OF TOTAL TAKE-OFF DISTANCE 92 KNOTS
OVER 50 FT OBSTACLE.
7000
6000
-
5000
4000
o
1000
-10
-60 -40 -30 -10
40 -20 30 50 7000 7500 8000 8500 0 10 20 30
0 10 20 40
OUTSIDE AIR TEMPERATURE ~°C WEIGHT ~POUNDS WIND COMPONENT ~ KNOTS

TWO-ENGINE CLIMB
POWER MAXMUM CONTINUOUS OAT 17°C
FLAPS UP PRESSURE ALTITUDE 4000 FT
CLNB RATE-OF-CLIMB 1225 FT/MIN
SPEED REFER TO TWO ENGINE BEST
RATE-OF-CLIMB SPEEDS GRAPH
2500
2000
1500
0 1000
0
soo
-40
-70 -60 -50 -30 -20 -10
0 10 20 30 40 7000 7500 8000 8500

B80-601-17
OUTSIDE AIR TEMPERATURE ~°C WEIGHT~POUNDS
SECTIONVI
PERFORMANCE
TABLEOF CONTENTS
DistancetoAcceleratetoDecisionSpeedandStop . . . . . . . . . . . . .
.6-3
SingleEngineTake-off ......................6-4
ObstacleTake-off .......................6-5
ObstacleLanding .......................6-6
Queen Air B80 Supplemental Data 6-1

6-2 Queen Air 880 Supplemental Data

DISTANCE TO ACCELERATETO DECISION SPEEDAND STOP
POWER 1. TAKE-OFF POWER IAS DECISION SPEED 31°C
WEIGHT OAT
SET BEFORE BRAKE (ASSUMES ZERO
PRESSURE ALTITUDE 2000 FT
RELEASE POUNDS INSTRUMENT ERROR) TAKE-OFF WEIGHT 8500 LBS
2. ENGINES IDLE AT MPH KNOTS WIND COMPONENT 10 KNOTS
DECISION SPEED
FLAPS UP 8800 108 94 ACCELERATE AND
GEAR DOWN 8500 106 92 STOP DISTANCE 4100 FT
BRAKING MAXIMUM 8000 104 90 IAS DECISION SPEED 106 MPH
RUNWAY PAVED, LEVEL, 7500 100 87 92 KNOTS
DRY SURFACE 7000 98 85
-
8000
6000.
5000
3000
2000
1000
-4 -30 -20 -10
-10
0 0 10 20 30 40 50 7000 7500 8000 8500 0 10 20 30
~°C ~
OUTSIDE AIR TEMPERATURE WEIGHT POUNDS WIND COMPONENT ~KNOTS
B80-601-10
ASSOCIATED CONDITIONS: SINGLE ENGINE TAKE-OFF EXAMPLE:
POWER TAKE-OFF POWER SET BEFORE 31°C
OAT
BRAKE RELEASE PRESSURE ALTITUDE 2000 FT
IAS TAKE-OFF SPEED
FLAPS UP TAKE-OFF WEIGHT 8500 LBS
WEIGHT (ASSUME ZERO INSTRUMENT ERROR)
GEAR RETRACTED AFTER LIFT-OFF WIND COMPONENT 10 KNOTS
POUNDS
RUNWAY PAVED, LEVEL, DRY SURFACE MPH KNOTS
TAKE-OFF TOTAL DISTANCE OVER
8800 108 94 50 FT OBSTACLE 5050 FT
SPEED IAS AS TABULATED
8500 106 92 IAS TAKE-OFF SPEED 106 MPH
NOTE: 1. DISTANCES ASSUME AN ENGINE 8000 104 90 92 KTS
FAILURE AT LIFT-OFF AND 7500 100 87
PROPELLER IMMEDIATELY FEATHERED. 7000 98 85
2. GROUND ROLL IS SAME AS FOR
NORMAL TAKE-OFF
6000
4000
3000
1000
-40 -30 -20 -10 -10
0 10 20 30 40 50 7000 7500 8000 8500 0 10 20 30
OUTSIDE AIR TEMPERATURE ~°C WEIGHT~POUNDS WIND COMPONENT~KNOTS 880-601-10

OBSTACLETAKE-OFF
POWER TAKE-OFF POWER SET IAS TAKE-OFF SPEED 31°C
BEFORE BRAKE RELEASE WEIGHT (ASSUME ZERO INSTRUMENT ERROR) PRESSURE ALTITUDE 2000 FT
FLAPS 65% POUNDS TAKE-OFF WEIGHT 8500 LBS
GEAR RETRACTED AFTER MPH KNOTS
WIND COMPONENT 10 KNOTS
LIFT-OFF
RUNWAY PAVED, LEVEL,DRY SURFACE 8800 87 76 TOTAL TAKE-OFF DISTANCE
TAKE-OFF 8500 85 74 OVER 50 FT OBSTACLE 1900 FT
SPEED IAS AS TABULATED 8000 83 72 GROUND ROLL (76% OF 1900) 1444 FT
7500 79 69 IAS TAKE-OFF SPEED 85 MPH
NOTE: GROUND ROLL IS APPROXIMATELY
7000 77 67 74 KNOTS
76% OF TOTAL TAKE-OFF DISTANCE
OVER 50 FT OBSTACLE
4000 8
WARNING
The speeds utilized in portions of this procedure are below
power-off stall speeds and minimum single-engine control speed. 3500
In the event of engine failure, the airplane will roll and yaw
uncontrollably. Recovery may not be possible before striking the
ground. Your airframe insurance may be invalidated by taking off
from fields shorter than "Normal Take-Off distance." 3000
2500
2000
1500
1000
-50 -10
- -40 -30 -20 -10
10 0 10 20 30 40 50 7000 7500 8000 8500 0 10 20 30
~°C ~
OUTSIDE AIR TEMPERATURE WEIGHT POUNDS WIND COMPONENT~KNOTS
oi
¿n OBSTACLE LANDING
POWER 31°C
AS REQUIRED TO MAINTAIN IAS APPROACH SPEED OAT
800 FT/MIN DESCENT ON WEIGHT PRESSURE ALTITUDE 2000 FT
(ASSUMES ZERO INSTRUMENT ERROR)
APPROACH POUNDS LANDING WEIGHT 7500 LBS
FLAPS 100% MPH KNOTS WIND COMPONENT 10 KNOTS
GEAR DOWN 8800 97 84 TOTAL LANDING DISTANCE
RUNWAY PAVED, LEVEL, DRY SURFACE 8500 94 82 OVER 50 FT OBSTACLE 2000 FT
APPROACH 8000 90 79 GROUND ROLL (58% OF 2000) 1160 FT
SPEED IAS AS TABULATED 7500 89 77 IAS APPROACil SPEED 89 MPH
BRAKING MAXIMUM 7000 85 74 77 KNOTS
NOTE: GROUND ROLL IS APPROX. 58% OF
-- -
TOTAL LANDING DISTANCE OVER 4500

50 FT OBSTACLE.
WARNING
Obstacle landing is not a recommended procedure, as 2 4000

it utilizes speeds at or below minimum control speed.
Engine failure during an approach utilizing high
power settings and speeds below Vmc will cause
excessive yaw and recovery may not be possible 3500
before striking the ground.
3000
2500
1500
1000
-*0 -30 -20 -10
-10
0 10 20 30 40 50 7000 7500 8000 8500 0 10 20 30
OUTSIDE AIR TEMPERATURE ~°C WEIGHT ~POUNDS WIND COMPONENT ~KNOTS

B80-601-8
SECTIONVII
CRUISE CONTROL
TABLEOF CONTENTS
Introduction .........................7-3
ISAConversion ........................7-5
Cruise Climb, Time, Fuel and Distance . . . . . . . . . . . . . . . . .

.7-6
CruiseOperation........................7-7
Fuel Flow vs Brake Horsepower . . . . . . . . . . . . . . . . . .

.7-8
ManifoldPressurevsRPM .....................7-9
Cruise Power Setting (70% Maximum Continuous Power) . . . . . . . . . . .

7-10

7-11

7-12

7-13
SpecificRange .......................7-14
Range (70% Maximum Continuous Power) . . . . . . . . . . . . . . .

7-15

7-16

7-17

7-18
Outside Air Temperature Correction . . . . . . . . . . . . . . . . . .

7-19
Queen Air 880 Supplemental Data 7-1

7-2 Queen Air B80 Supplemental Data

INTRODUCTION TO CRUISE CONTROL
The graphs and tables in this section present performance information for flight planning at various
parameters of power, altitude and temperature. Graphs or tables are included for Cruise Climb, and Cruise
at various power settings.
NOTE
For maximum engine life, it is recommended that cylinder head temperature

for continuous cruise operation at and below 70% rated power be held to
435°F
or less.
Calculations for flight time, block speed and fuel requirements for a proposed flight are detailed below.
CONDITIONS
Billings Field Elevation . . . . . . . . . . . . . . . . . . . 3606 ft
Route of Trip:
BIL V19 CZ1 V247 - - - -
DGW Vl9E - -
CYS V19 - -
DEN
Weather Conditions IFR for Cruise Altitude of 11,000 feet.
Route Magnetic Distance MEA Wind at MAG. OAT at OAT at Altimeter

Segment Heading NM Feet 11,000 ft VAR. 11,000 MEA Setting
feet °C
oC
BIL-SHR 114° 88 8000 010/30 16°E -5
0 29.56
SHR CZ1 -
136o 57 9000 350/40 15°E -5 -4
29.60
CZ1 -
DGW 131° 95 8000 040/45 15°E -5
0 29.60
DGW CYS -
138° 47 8000 040/45 14°E -5
0 29.60
169° 46 8000 040/45 14°E -5
0 29.60
CYS DEN -
166° 81 8000 040/45 14°E -5
0 29.60
REFERENCE: Enroute Low Altitude Charts L-8 and L-9
Enter the graph for ISA conversion, page 7-5, at the condition indicated:
Enroute: Pressure Altitude (Approx.) =

11,000 feet
OAT =
-5°C
2°C
ISA Condition =
ISA +
Enter the graph for Cruise Climb, page 7-6, at 3606 and 11,000 feet, 8800 pounds:
Time to Climb .
=
14 4 -
=
10 min
Fuel Used to Climb =
120 40 - =
80 lbs
Distance Traveled =
38 11- =
27 NM
Enter Cruise Power Settings table for 65% Maximum Continuous Power, page 7-10 at 11,000 feet. Read
20°C.
Cruise data at ISA and ISA +

ISA ISA + 20°C
Engine Speed RPM -
2600 2600
Manifold Pressure Setting in. Hg -
30.9 31.7
Fuel Flow per Engine lbs/hr -
112 112
Cruise True Airspeed knots -
182 186
2°C
At ISA + and 11,000 feet:
Engine Speed =
2600 rpm
Manifold Pressure Setting =
31.0 in. Hg
Fuel Flow per Engine =
112 lbs/hr
Cruise True Airspeed =
182 knots
Time and fuel used were calculated at 65% Maximum Continuous Power as follows:
Time =
Distance
Ground Speed
Fuel Used =
(Time) (Total Fuel Flow)
Results are as follows:
Route Distance Estimated Time At Fuel

Ground Cruise Used For
Speed Altitude Cruise
NM Knots Hrs: : Min Lbs
BIL-SHR 61* 19 70
196 0 :
SHR -
CZI 57 219 0 : 16 58
CZI -
DGW 95 187 0 : 30 114
DGW CYS -
47 193 0 : 15 55
46 215 0 : 13 48
CYS-DEN 81 213 0 : 33 85
*Distance to Climb -
subtracted from Segment Distance.
DETERMINATION OF FLIGHT TIME

BLOCK SPEED AND FUEL REQUIREMENTS
Time Fuel Distance
Item Hrs: : Mins Pounds Nautical Miles
Start, Runup, Taxi and

Takeoff acceleration 0 : 00 55 0
Climb O : 10 80 27
Cruise 1 : 56 430 387
Total 2 : 06 565 414
Total Flight Time: 2 Hour, 06 Minutes
Block Speed: 414 NM -

2:06 =
197 knots

ISA CONVERSION
PRESSURE ALTITUDE VS OUTSIDE AIR TEMPERATURE
soooo-
\- 25000 -
LU .
20000- -
0.
15000 -- - - -
10000
5000-
-E] -70 -60 -50 -40

-30 -20 -10
0 +10 +20 +30 +40 +50 +63
TEMPERATURE ~ °C STD-601-13

CRUISE CLIMB
ASSOCIATED CONDITIONS: TIME, FUEL,AND DISTANCE
ENGINE SPEED 3000 RPM STANDARD DAY (ISA)
MANIFOLD PRESSURE 37.5 IN.HG AT SL,
REDUCE 1.0 IN.HG FOR
EACH 4000 FT ABOVE SL¡
FULL THROTTLE ABOVE
CRITICAL ALTITUDE
CLIMB SPEED 150 KNOTS(172 MPH) IAS
20000
18000
16000
.g m 14000
9 12000
10000
8000
6000
4000
2000
SL
0 20 40 0 100 200 0 50 100
TIME TO CLIMB~MIN FUEL USED ~POUNDS DISTANCE ~NAUTICAL MILES
I ' ' '
I I I I I l''''I''I'I'''I
O 10 20 30 40 0 50 100 B80-601-7
~ ~
FUEL USED GALLONS DISTANCE STATUTE MILES
CRUISEOPERATION
STANDARD DAY (ISA)
WEIGHT 8000 LBS
24000
23000-
22000-
- NO° % ENGINE BPH PER
21000- POWER SPEED RPM ENGINE
40 2400 144
20000-
45 2400 162
19000 50 2400 180
18000- 55 2500 198
60 2600 216
ivooo-
65 2600 234
16000-
70 2750 252
isooo- 100 3200 360
- - -
% POWER CAN BE ATTAINED
1 Y INCRE S
12000- -
11000-
10000- - - -
9000-
8000- - ---- --- - ---
7000-
6000- - - - -
5000- - -- - - -
4000- -
3000- - -- --
2000- -- -- - - - -- -
1000-
1 0 130 1 0 150 160 170 180 190 200 210 220 230 2 0
TRUE AIRSPEED~KNOTS
140 150 160 170 180 190 200 210 220 230 240 250 260 270
TRUE AIRSPEED~MPH 380-601-6

FUELFLOW vs BRAKE HORSEPOWER
loo%
320
300-
85%
PÈ1L CENT OF MAXIMUM
CONTIN JOUS POWER
280-- - -- - --
360- - --
75% --
70%
240-
S%
220 - -
200-
- 55%
180-
I i
160-
140-
120-
100-
so-
I
i L I
60-
5n 103 150 200 250 300 350 400 450 5(0 553
BRAKE HORSEPOWER PER ENGINE 280-601-5

MANIFOLD PRESSURE Vs RPM
CRUISE POWER SETTINGS
43 .
42 . .
41
NON-OPERATING AREA
40
39
36
35
O 34
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2400 2500 2600 2700 2800 2900 3000

ENGINE SPEED ~RPM
B80-601-25

CRUISEPOWER SETTINGS
70% MAXIMUM CONTINUOUS POWER OR FULLTHROTTLE
ISA -36°F (-20°C) STANDARD DAY (ISA) ISA +31oF (+20oC)
PRESS ENGINE MAN. FUEL FLOW ENGINE MAN. FUEL FLOW ENGINE MAN FUEL FLOW
ALT. OAT SPEED PRESS PER ENGINE TAS OAT SPEED PRESS PER ENGINE TAS OAT SPEED PRESS PER ENGINE TAS
FEET °F °C RPM MPH °F °C RPM IN HG PPH GPH KTS MPH °F °C RPM IN HG PPH GPH KTS MPH
IN HG PPH GPH KTS
=::::::==: ::=:== ==== ===:=m= ===== ==:::::=: m:==::=: ::::=:=:= -=:::::ms
-5
SL 23 2750 32.8 128.0 21.3 165 190 59 15 2750 33.9 128.0 21.3 169 195 95 35 2750 34.6 128.0 21.3 173 199
-7
1000 19 2750 32.6 128.0 21.3 167 192 55 13 2750 33.6 128.0 21.3 171 197 91 33 2750 34.4 128.0 21.3 174 200
-9
2000 16 2750 32.4 128.0 21.3 169 194 52 11 2750 33.3 128.0 21.3 173 199 88 31 2750 34.2 128.0 21.3 176 202
-11
3000 12 2750 32.2 128.0 21.3 170 196 48 9 2750 33.1 128.0 21.3 175 201 84 29 2750 34.0 128.0 21.3 177 204
-13
4000 9 2750 32.0 128.0 21.3 171 197 45 7 2750 32.8 128.0 21.3 176 203 81 27 2750 33.8 128.0 21.3 179 206
-15
5000 5 2750 31.8 128.0 21.3 173 199 41 5 2750 32.6 128.0 21.3 177 204 77 25 2750 33.6 128.0 21.3 182 209
-17
6000 2 2750 31.6 128.0 21.3 175 201 38 3 2750 32.4 128.0 21.3 179 206 74 23 2750 33.3 128.0 21.3 183 211
-2 -19
7000 2750 31.3 128.0 21.3 176 203 34 1 2750 32.2 128.0 21.3 181 208 70 21 2750 33.1 128.0 21.3 185 213
-21 -1
8000 5 2750 31.1 128.0 21.3 178 205 31 2750 32.0 128.0 21.3 182 210 67 19 2750 32.9 128.0 21.3 187 215
-9 -23 -3
9000 2750 30.8 128.0 21.3 180 207 27 2750 31.8 128.0 21.3 184 212 63 17 2750 32.6 128.0 21.3 189 217
-13 -5
-25
10,000 2750 30.6 128.0 21.3 182 209 23 2750 31.6 128.0 21.3 186 214 59 15 2750 32.4 128.0 21.3 190 219
-16 -27 -7
11,000 2750 30.4 128.0 21.3 183 211 20 2750 31.4 128.0 21.3 188 216 56 13 2750 32.2 128.0 21.3 192 221
20 16 128.0 52 128.0
-23 -31
13,000 2750 30.0 128.0 21.3 187 215 13 11 2750 31.0 128.0 21.3 191 220 49 9 2750 31.8 128.0 21.3 196 225
-27 -33 -13

2750 29.8 128.0 21.3 189 217 9 2750 30.8 128.0 21.3 193 222 45 7 2750 31.5 127.0 21.1 197 227
-30 -35 -15

15,000 2750 29.6 128.0 21.3 190 219 6 2750 30.4 126.0 21.0 203 234 42 5 2750 30.5 116.0 19.4 199 229
NOTES: 1. FULL THROTTLE MANIFOLD PRESSURE SETTINGS ARE APPROXIMATE

2. ACTUAL BRAKE HORSEPOWER FOR FULL THROTTLE CONDITIONS MAY BE DETERMINED BY ENTERING THE GRAPH OF FUEL FLOW VS BRAKE
HORSEPOWER AT THE APPROPRIATE FUEL FLOW
65% MAXIMUM CONTINUOUS POWER OR FULL THROTTLE
ISA -36°F (-20°C) STANDARD DAY (ISA) ISA +33°F (+20°C)
GPLKTS MPH
SL 23 5 2600 32.6 112.0 18.7 161 185 59 15 2600 33.6 112.0 18.7 164 189 95 35 2600 34.4 112.0 18.7 168 193
1000 19 7 2600 32.3 112.0 18.7 163 187 55 13 2600 33.3 112.0 18.7 166 191 91 33 2600 34.1 112.0 18.7 169 195 .
2000 16 9 2600 32.1 112.0 18.7 164 189 52 11 2600 33.0 112.0 18.7 168 193 88 31 2600 33.9 112.0 18.7 171 197
-11
3000 12 2600 31.8 112.0 18.7 165 190 48 9 2600 32.7 112.0 18.7 169 195 84 29 2600 33.6 112.0 18.7 173 199
4000 9 13 2600 31.6 112.0 18.7 167 192 45 7 2600 32.4 112.0 18.7 171 197 81 27 2600 33.3 112.0 18.7 175 201
ce
= -15
5000 5 2600 31.4 112.0 18.7 169 194 41 5 2600 32.2 112.0 18.7 172 198 77 25 2600 33.0 112.0 18.7 176 203
-17
6000 2 2600 31.1 112.0 18.7 170 196 38 3 2600 32.0 112.0 18.7 174 200 74 23 2600 32.8 112.0 18.7 178 205
-2 -19
7000 2600 30.8 112.0 18.7 172 198 34 1 2600 31.8 112.0 18.7 176 202 70 21 2600 32.5 112.0 18.7 180 207
-5 -21 -1
8000 2600 30.6 112.0 18.7 173 199 31 2600 31.6 112.0 18.7 177 204 67 19 2600 32.3 112.0 18.7 181 209
-9 -23 -3
m 9000 2600 30.4 112.0 18.7 175 201 27 2600 31.4 112.0 18.7 179 206 63 17 2600 32.1 112.0 18.7 183 211
-13 -25 -5
10,000 2600 30.2 112.0 18.7 176 203 23 2600 31.2 112.0 18.7 181 208 59 15 2600 31.9 112.0 18. 84 212
-16 -27 -7
11,000 2600 30.0 112.0 18.7 178 205 20 2600 30.9 112.0 18.7 182 210 56 13 2600 31.7 112.0 18.7 186 214
-20 -29 -9
12,000 2600 29.8 112.0 18.7 179 206 16 2600 30.6 112.0 18.7 184 212 52 11 2600 31.5 112.0 18.7 188 216
-23 -31 -11

13,000 2600 29.6 112.0 18.7 181 208 13 2600 30.3 112.0 18.7 186 214 49 9 2600 31.2 110 0 18.3 189 218
-
_2600
14g00 33 29A 11 18 18 210 9 13 2600 188 216 45 7 2600 30.0 105.0 5 191 20
-30 -35
-15
15,000 2600 29.2 112.0 18.7 184 212 6 2600 29.0 105.0 17.5 189 218 42 5 2600 28.9 100.0 16.7 193 222

ISA -36°F (-20°C) STANDARD DAY (ISA) ISA +36oF (+20oC)
FEET °F °C RPM IN HG PPH GPH KTS MPH °F °C RPM IN HG PPH GPH KTS MPH °F C RPM IN HG PPH GPH KTS MPH
-5
SL 23 2500 29.4 90.0 15.0 151 174 59 15 2500 30.1 90.0 15.0 154 177 95 35 2500 31.0 90.0 15.0 157 181
-7
1000 19 2500 29.2 90.0 15.0 152 175 55 13 2500 29.9 90.0 15.0 156 179 91 33 2500 30.7 90.0 15.0 159 183
-9
2000 16 2500 29.0 90.0 15.0 154 177 52 11 2500 29.7 90.0 15.0 157 181 88 31 2500 30.5 90.0 15.0 160 184
-11
3000 12 2500 28.8 90.0 15.0 155 178 48 9 2500 29.5 90.0 15.0 158 182 84 29 2500 30.2 90.0 15.0 162 186
-13
4000 9 2500 28.5 90.0 15.0 156 180 45 7 2500 29.3 90.0 15.0 160 184 81 27 2500 30.2 90.0 15.0 163 188
-15
5000 5 2500 28.3 90.0 15.0 158 182 41 5 2500 29.1 90.0 15.0 161 185 77 25 2500 29.8 90.0 15.0 164 189
-17
6000 2 2500 28.1 90.0 15.0 159 183 38 3 2500 28.9 90.0 15.0 163 187 74 23 2500 29.6 90.0 15.0 166 191
-2 -19
7000 2500 27.9 90.0 15.0 161 185 34 1 2500 28.7 90.0 15.0 164 189 70 21 2500 29.4 90.0 15.0 168 193
-5 -21 -1
8000 2500 27.7 90.0 15.0 162 186 31 2500 28.5 90.0 15.0 165 190 67 19 2500 29.2 90.0 15.0 169 194
-9 -23 -3
9000 2500 27.5 90.0 15.0 163 188 27 2500 28.3 90.0 15.0 167 192 63 17 2500 29.0 90.0 15.0 170 196
-13 -25 -5
10,000 2500 27.3 90.0 15.0 164 189 23 2500 28.1 90.0 15.0 169 194 59 15 2500 28.8 90.0 15.0 171 197
-16 -27 -7
11,000 2500 27.1 90.0 15.0 166 191 20 2500 27.9 90.0 15.0 170 195 56 13 2500 28.6 90.0 15.0 173 199
-20 -29 -9
12,000 2500 26.9 90.0 15.0 168 193 16 2500 27.7 90.0 15.0 171 197 52 11 2500 28.4 90.0 15.0 175 201
L.Joo- 23..._31_2500_ gi_90.0____15,0 169 194 13 11 250L 215 90 1_5 173 199 49 9 2500 28.2 90.0 15.0 176 203
-13
27 33 2500 26.5 90.0 15.0 170 196 9 2500 27.3 90.0 15.0 174 200 45 7 2500 28.0 90.0 15.0 177 204
-30 -35 -15

15,000 2500 26.3 90.0 15.0 172 198 6 2500 27.1 90.0 15.0 176 202 42 5 2500 27.8 90.0 15.0 179 206

ISA -36°F (-20°C) STANDARD DAY (ISA) ISA +33°F (+20°C)
FEET °F °C RPM IN HG PPH °F °C MPH °F RPM GPH KTS MPH

GPH KTS MPH RPM IN HG PPH GPH KTS C IN HG PPH
-5
SL 23 2400 26.0 77.0 12.8 139 160 59 15 2400 26.7 77.0 12.8 142 163 95 35 2400 27.4 77.0 12.8 145 167
-7
1000 19 2400 25.8 77.0 12.8 140 161 55 13 2400 26.5 77.0 12.8 143 164 91 33 2400 27.2 77.0 12.8 146 168
e
. 2000 16 9 2400 26.5 77.0 12.8 141 11 144 2400 12.8 147 169
162 52 2400 26.3 77.0 12.8 166 88 31 26.9 77.0
3000 12 -11 2400 25.4 77.0 12.8 142 163 48 9 2400 26.1 77.0 12.8 145 167 84 29 2400 26.7 77.0 12.8 148 170
-13
4000 9 2400 25.2 77.0 12.8 143 165 45 7 2400 25.9 77.0 12.8 146 168 81 27 2400 26.5 77.0 12.8 149 172
-15
5000 5 2400 25.0 77.0 12.8 144 166 41 5 2400 25.7 77.0 12.8 148 170 77 25 2400 26.3 77.0 12.8 150 173
6000 2 -17 2400 24.8 77.0 12.8 145 167 38 3 2400 25.5 77.0 12.8 149 171 74 23 2400 26.1 77.0 12.8 151 174
m
-2
-19
2 7000 2400 24.6 77.0 12.8 147 169 34 1 2400 25.3 77.0 12.8 150 172 70 21 2400 25.9 77.0 12.8 153 176
-5 -21 -1
8000 2400 24.4 77.0 12.8 148 170 31 2400 25.1 77.0 12.8 151 174 67 19 2400 25.7 77.0 12.8 154 177
-9 -23 -3
9000 2400 24.2 77.0 12.8 149 171 27 2400 24.9 77.0 12.8 152 175 63 17 2400 25.5 77.0 12.8 155 178
-13 -25 -5
10,000 2400 24.0 77.0 12.8 150 173 23 2400 24.7 77.0 12.8 154 177 59 15 2400 25.3 77.0 12.8 156 180
-16 -27 -7
11,000 2400 23.9 77.0 12.8 151 174 20 2400 24.5 77.0 12.8 155 178 56 13 2400 25.1 77.0 12.8 157 181
-20 -29 -9
12,000 2400 23.7 77.0 12.8 153 176 16 2400 24.3 77.0 12.8 156 179 52 11 2400 25.0 77.0 12.8 158 182
-23 -31 -11

13,000 2400 23.5 77.0 12.8 154 177 13 2400 24.1 77.0 12.8 157 181 49 9 2400 24.9 77.0 12.8 159 183
-27 -33 -13

14,000 2400 23.3 77.0 12.8 156 179 9 2400 24.0 77.0 12.8 158 182 45 7 2400 24.8 77.0 12.8 160 184
-30 -35
-15
15,000 2400 23.1 77.0 12.8 156 180 6 2400 23.9 77.0 12.8 160 184 42 5 2400 24.6 77.0 12.8 161 185
NOTES: 1. FULL THROTTLE ivlANIFOLD PRESSURE SETTINGS ARE APPROXIMATE

SPECIFIC RANGE
STANDARD DAY (ISA)
WEIGHT 8000 LBS
- ~% (BHP)-FUEL
8 POWER FLOW ~LBS/HR/ENG
40% (144)-68
45%(162)-76-
7- 50% (180)-83
55% (198)-90
60% (216)-100
6- 65% (234)-112
-
70% (252)-128
FULL THROTTLE
3-
(0 100 120 140 160 180 200 220 240

TRUE AIRSPEED ~KNOTS
Illil lililsliÏilil
100 120 140 160 180 200 220 240 260 2Š0
880-601-4
TRUE AIRSPEED ~MPE
RANGE-70% MAXIMUM CONTINUOUS POWER
ASSOCIATED CONDITIONS: NOTE: RANGE INCLUDES START, TAXI, TAKE-OFF, CLIMB AND
TEMPERATURE STANDARD DAY (lSA) 45 MINUTES RESERVE FUEL AT 45% MAXIMUM
TAKE-OFF WEIGHT 8800 LBS CONTINUOUS POWER
FUEL FLOW 128 LBS/HR/ENG (21.4 QAL/HR/ENG) -- -- ALTITUDE FOR SINGLE ENGINE
CLIMB POWER REFER TO CRUISE CLIMB GRAPH RATE-OF-CLIMB OF 50 FT/MIN
FUEL DENSITY 6.0 LBS/GAL
TRUE AIRSPEED ~
MPH (KTS)
12000 218(189)
10000 214 (186)
LU
LU
LL
8000 210 (183)
i¯
6000 207 (180)
4000 203 (176)
2000 199 (173)
195 170)
S.L.
0 200 400 600 800 1000 1200 1400 1600

RANGE ~
STATUTE MILES
I lilllllllllli
O 200 400 600 800 1000 1200 1400
RANGE ~
NAUTICAL MILES 880-601-3
Queen Air BSOSupplemental Data 7-15

ASSOCIATED CONDITIONS: NOTE: RANGE INCLUDES START, TAXI, TAKE-OFF, CLIMB, AND
TEMPERATURE STANDARD DAY (ISA) 45 MINUTES RESERVE FUEL AT 45% MAXIMUM
FUEL FLOW 111 LBS/HR/ENG (18.5 GAL/HR/ENG) -- --
ALTITUDE FOR SINGLE ENGINE
TRUEAIRSPEED ~
M21H7(I S
14000 · ·
12000 213 (185)
10000-- 208 (181)

I-
uJ
UJ
LL
Q
]
I-
8000- 204 (177)
6000-- 200 (174)
4000- 195 (171)
2000 - 193 (167
S.L.- 189 164)
n 200 400 600 800 1000 1200 1400 1630

RANGE ~STATUTE MILES.
\\ ljl|\ lillI|
0 200 400 600 800 1000 1200 1400
B80-601-2
RANGE ~
NAUTICAL MILES

ASSOCIATED CONDITIONS: NOTE: RANGE INCLUDES START, TAXI, TAKE-OFF, CLIMB, AND
TEMPERATURE STANDARD DAY (ISA) 45 MINUTES RESERVE FUEL AT 45% MAXIMUM
FUEL FLOW 91 LBS/HR/ENG (15.1 GAL/HR/ENG) -- - ALTITUDE FOR SINGLE ENGINE
RUE AIRSPEED ~
MPH (KTS)
14000 201 (175)
12000 --- - - -
197 ( 71)
10000 - - - - -
193 (168)
w
LL
8000 190 (165)
= 6000 -1
--- --a - ---o - 187 (162)
4000 184 (160)
2000 -
181 (157)
178(155)
S.L. --- - -
0 200 400 600 800 1000 1200 1400 1600

RANGE ~ STATUTE MILES
\ Illllllllllll
0 200 400 600 800 1000 1200 1400
880-601-23
RANGE ~ NAUTICAL MILES

RANGE-45% MAXIMUNi CONTINUOUS POWER
ASSOCIATED CONDITIONS: NOTE: RANGE INCLUDESSTART, TAXI, TAKE-OFF, CLIMB AND

TEMPERATURE STANDARD DAY (ISA) 45 MINUTESRESERVE FUEL AT 45% MAXIMUM
FUEL FLOW 75 LBS/HR/ENG (12.6 GAL/HR/ENG} - --
ALTITUDE FOR SINGLE ENGINE

TRUE AIRSPEED ~
MPH (KTS)
14000 ,- - - - - - - -
101 {1GO)
12000 - - - - 179 (1 56)
10000- --- 176 (153)
LU
LU
LL
LU
O .
] 8000-- ---
174 (151)
-I
a- 4000- --
171 (149)
6000- 169 (147)
2000- 166 (144)
163 (142)
S.L.-
) 200 400 600 800 1000 1200 1400 1600

RANGE ~STATUTE MILES
O 200 400 600 800 1000 1200 1400

RANGE ~ NAUTICAL MILES 880-601-1

OUTSIDE AIR TEMPERATURECORRECTION
EUBTRACT At FROM INDICA ED OAT TO O ikiN I RUE OAT
(INDit:ATED DAT IS RAMAIR TEM ERATURE ASSUMINGA RECOVERY FACTOR OF 1.)
240--
PRESft RE ALTITUDE ---
-SL 5,030 13,0)0FI -
220- --
15,0X FT
200 - - - -
0,03() F
180- -- -- -
Lu 160 - -
-
-
LU
140 - - - - - -
120 - - -
100-
80-
60- -- - -
( 1234567891011121314
At TEMPERATURE CORRECTION C s ro-so1-12

SECTIONVIII
WEIGHT AND BALANCE
TABLEOF CONTENTS
Aircraft Basic Empty Weight and Balance Form . . . . . . . . . . . . . .

.8-3
Weight and Balance Loading Form . . . . . . . . . . . . . . . . . .

.8-4
Loadinginstructions ......................8-4
ComputingProcedure ......................8-4
DimensionalData .......................8-5
Weightlnstructions .......................8-5
Useful Load Data (Standard and Club) . . . . . . . . . . . . . . . . .

.8-6
Useful Load Data (Couch and Airline) . . . . . . . . . . . . . . . . .

.8-7
Useful Load Weights and Moments
Fuel
LD-270throughLD-279 ...................84
LD-280andafter .....................84
Occupants ........................8-9
B80 Airline Version Only . . . . . . . . . . . . . . . . . .

.8-9
B80 Seating Other than Airline Version . . . . . . . . . . . . . .

.8-9
Baggage and Cargo . . . . . . . . . . . . . . . . . . . . .

8-10
Baggage .......................8-10
Cabinet and Closet Contents . . . . . . . . . . . . . . . . .

8-10
Gross Weight Moments Limits . . . . . . . . . . . . . . . . . . .

8-11
Equipment List


Seechcraft.
QueenAir B80
AIRCRAFT BASIC EMPTY WEIGHT AND BALANCE
DATE: SERIAL NO:
REGISTRATION NO:
PREPARED BY:
STRUT POSITION NOSE MAIN JACK POINT LOCATION

EXTENDED 29.4 176.2 FORWARD 83.5
COMPRESSED 30.7 178.3 AFT 195.5
REACTION SCALE
WHEEL JACK POINTS
-
READING TARE NET WEIGHT ARM MOMENT
LEFT MAIN
RIGHT MAIN
SUB TOTAL
NOSE
TOTAL (AS WEIGHED)

SPACE BELOW PROVIDED FOR ADDITIONS AND SUBTRACTIONS TO IS WEIGHED CONDITION
EMPTY WEIGHT
ENGINE OIL 81 131 10611

UNUSABLE FUEL 96 168 16128
BASIC EMPTY WEIGHT

Ocechcraft.
QueenAir B30
WEIGHT AND BALANCE LOADING FORM
SERIAL NO: REGISTRATION NO: DATE:
PAYLOAD COMPUTATIONS R
E ITEM WEIGHT MOM/100
ITEM F
PASSENGERS (OR CARGO) WEIGHT MOM/100 1 BASIC EMPTY WEIGHT
2 CREW
NO. LOCATION (ROW, F.S., ETC)
3 CREW'S BAGGAGE
4 EXTRA EQUIPMENT
5 OPERATING WEIGHT
6 TAKE-OFF FUEL
7 AIRPLANE WT.-TOTAL
8 PAYLOAD -
TOTAL
BAGGAGE 9 TAKEOFF CONDITION
CABINET CONTENTS 10 LESS FUEL
TOTAL PAYLOAD 11 LANDING CONDITION
LOADING INSTRUCTIONS
It is the responsibility of the airplane operator to insure that the airplane is properly loaded. At the time of delivery, Beech
Aircraft Corporation provides the necessary weight and balance data for the operator to compute individual loadings. All
subsequent changes in weight and balance are the responsibility of the airplane owner and/or operator.
The Basic Empty Weight and Moment of the Airplane at the time of delivery is shown on the Aircraft Empty Weight and
Balance Form. Useful load items which may be loaded into the Airplane are shown on the Useful Load Weights and Moments
Tables. The Minimum and Maximum Moments approved by the FAA are shown on the Gross Weight Moment Limits Graph.
These Moments correspond to the forward and aft Center of Gravity flight limits for a particular weight. All Moments are
divided by 100 to simplify computations.
COMPUTING PROCEDURE
1. Record the Basic Empty Weight and Moment from the Aircraft Empty Weight and Balance Form (or from the latest
superseding form). The moment must be divided by 100 to correspond to Useful Load Moments.
2. Record the weight and corresponding moment of each item to be carried.
3. Total the weight column and moment column. The total weight must not exceed the maximum allowable gross weight
and the total moment must be within the minimum and maximum moments shown on the Gross Weight Moment Limits
Graph.
4. Determine the weight and corresponding moment of fuel to be burned by subtracting the amount on board on landing
from the amount on board at take-off.
5. Subtract the weight and moment of fuel to be burned from the take-off weight and moment. The landing moment must
be within the minimum and maximum moments shown on Gross Weight Moment Limits Graph for that weight. If the
total moment is less than the minimum moment allowed, useful load items must be shifted aft or forward load items
reduced. If the total moment is greater than the maximum mpment allowed, useful load items must be shifted forward or
aft load items reduced. If the quantity or location of load items is changed, the calculations must be revised and the
moments rechecked.

DIMENSIONAL DATA
426"
REFERENCE 135.9" 75.9" --
DATUM LEMAC MAC

F.S. 0.0 MOLD LINE
MAIN SPAR----
F.S. 160.0
WITH CARGO
DOOR
LEVELING POINTS
147.5" REAR JACK POINT

MOLD LINE REAR
SPAR F.S.195.5
FRONT JACK
POINT F.S. 83.5
WEIGHING INSTRUCTIONS
Periodic weighing of the QueenAir B80 may be necessary to keep the Basic Empty Weight current. Frequency of weighing is
to be determined by the operator. All changes to the airplane affecting weight and balance are the responsibility of the
aircraft operator.
1. Aircraft may be weighed on wheels or jack points. Jack point locations are on the forward fuselage station 83.5 and on
the wing center section rear spar fuselage station 195.5. Wheel reaction locations must be measured as described in
Paragaph 6, below.
2. Fuel should be drained preparatory to weighing. Tanks are drained from the regular drain ports with the airplane in static
ground attitude. When tanks are drained, 6 pounds of undrainable fuel remains in the aircraft at an arm of 153 inches.
The remainder of the unusable fuel to be added to a drained system is 90 pounds at fuselage station 169. When the
aircraft is weighed with full fuel, the fuel specific weight (pounds/gallon) should be determined by using a hydrometer.
Full usable fuel of200gallons has a center of gravity at fuselage station 165.5. Full usable fuel of 248 gallons has a center
of gravity at fuselage station 165.8. Full usable fuel of 254 gallons has a center of gravity at fuselage station 165.7.
3. Engine oil must be at the full level in each tank. Total engine oil aboard when tanks are full is 81 pounds at an arm of
131 inches.
4. Installed equipment is checked against the aircraft equipment list or superseding forms. All equipment must be in its
proper place during weighing.
5. Aircraft is placed on scales in a level attitude. Levelingscrews are located on the fuselage entrance door frame. Levelingis
accomplished with a plumb bob. Jack pad leveling may require the nose gear shock to be secured in the static position to
prevent its extension. Wheel weighings can be leveled by varying the amounts of air in shocks and tires.
6. Measurement of the reaction locations for a wheel weighing is made using the nose jackingpoint for a reference. Using a
steel measuring tape, measurements are taken from the reference (a plumb bob hung from the center of the nose jacking
point) to the axle center line of the nose gear and then from the nose gear axle center line to the main wheel axle center
line. The main wheel axle center line is best located by stretching a string across from one main wheel to the other. All
measurements are to be taken in a plane level with the floor and parallel to the fuselage center line. The locations of the
wheel reactions will be approximately at an arm of 178 inches for main wheels and 30 inches for the nose wheel.
7. The Basic Empty Weight and Moment/100 are determined from the scale readings. Items weighed which are not part of
the empty airplanes are subtracted, e.g., usable fuel. Unusable fuel and engine oil are added if not already in the airplane.
8. Weighing should always be performed in an enclosed area which is free of air currents. The scales used should be properly
calibrated and certified.

m
ch
NOSEBAGGAGE NOSEBAGGAGE
F.S. 70 F.S. 70
.L .L _L _L
CREW CREW
F.S. 129 F.S. 129
--
o
C
PASS.
F.S. 168 PASS.
F.S. 174
PASS. PASS.
2 F.S. 209
F.S. 212
JUMP SEAT
FS2S43
FS25 «
AFTBAGGAGE AFTBAGGAGE
LAV. PASS. F.S. 275 F.S. 275
F.S. 290
OPT. EXTENDED OPT. EXTENDED

AFT BAGGAGE AFT BAGGAGE
F.S. 309 F.S. 309
NOSE BAGGAGE
NOSE BAGGAGE F.S.70
F.S. 70
1 _L 1 J.
CREW
CREW
F.S. 129
F.S. 124
D
- -
ROW I
-
F.S. 159
F.S. 158
F.S. 167
F.S. 178
ROW II F.S. 186
F.S. 188 2
F.S. 198
F.S. 206
ROW III 2
¯ig F.S. 217
F.S. 218
-- --- --
F. S. 225
ROW IV
F.S. 248
ROW V AFT BAGGAGE

F.S. 279 LAV. PASS. F.S. 275
---¿ ---
F.S. 290
AFT BAGGAGE OPT. EXTENDED

œ F.S.309 AFT BAGGAGE
F.S. 309
USEFULLOAD WEIGHTS & MOMENTS
FUEL
LD-280 and after L->-270 through LD-279
STANDARD OPTIONAL
200 GAL, 254GAL. MAIN AUXILIARY AUXILIARY
GALLONS WEIGHT SYSTEM SYSTEM GALLONS WEIGHT H-ARM 174 H-ARM 160 H-ARM 162
MOME MT/100 MOMENT/100
5 30 52 52 5 30 52 48 49
10 60 104 104 10 60 104 96 97
15 90 157 157 15 90 157 144 146
20 120 209 209 20 120 209 192 194
25 150 261 261 25 150 261 240 243
30 180 313 313 30 180 313 288 292
35 210 365 365 35 210 365 336 340
40 240 418 418 40 240 418 384 389
45 270 470 470 45 270 470 432 437
50 300 522 522 50 300 522 480 486
55 330 574 574 55 330 574 528 535
60 360 626 626 60 360 626 576 583
65 390 679 679 65 390 679 624 632
70 420 731 731 70 420 731 672 680
75 450 783 783 75 450 783 720 729
80 480 834 834 78 468 814
85 510 882 882 80 480 768 778
90 540 930 931 85 510 816 826
95 570 978 980 90 540 864 875
100 600 1026 1028 95 570 912 923
105 630 1074 1077 100 600 960 972
110 660 1122 1125 105 630 1008 1021
115 690 1170 1174 110 660 1056 1069
120 720 1218 1223 115 690 1104 1118
125 750 1266 1271 120 720 1152 1166
130 780 1314 1320 122 732 1171
135 810 1362 1368 125 750 1215
140 840 1410 1417 130 780 1264
145 870 1458 1466 135 810 1312
150 900 1506 1514 140 840 1361
155 930 1554 1563 145 870 1409
160 960 1602 1611 150 900 1458
165 990 1650 1660 155 930 1507
170 1020 1698 1709 160 960 1555
175 1050 1746 1757 165 990 1604
180 1080 1794 1806 170 1020 1652
185 1110 1842 1854
190 1140 1890 1903
195 1170 1938 1952
200 1200 1986 2000
205 1230 2049
210 1260 2097
215 1290 2146
220 1320 2195
225 1350 2243 ()IL.
230 1380 2292
235 1410 2340 MOMENT
240 1440 2389 GALLONS WEIGHT 100
245 1470 2438
250 1500 2486 8 60 83
254 1524 2525

USEFUL LOAD WEIGHTS & MOMENTS
OCCUPANTS
A/RLINE VERSION ONLY

PILOT OR AIRLINER SEATING
CO-PILOT CHAIR PASSENGER
WEIGHT F.S. 124 F.S. 158 F.S. 188 F.S. 218 F.S. 248 F.S. 279
MOMENT/100
80 99 126 150 174 198 223

90 112 142 169 196 223 251
100 124 158 188 218 248 279
110 136 174 207 240 273 307
120 149 190 226 262 298 335
130 161 205 244 283 322 363
140 174 221 263 305 347 391
150 186 237 282 327 372 419
160 198 253 301 349 397 446
170 211 269 320 371 422 474
180 223 284 338 392 446 502
190 236 300 357 414 471 530
200 248 316 376 436 496 558
SEATING OTHER THAN AIRLINE VERSION
PILOT OR SEATING -
FWD. FACING CLUB SEATING JUMP LAV.
CO-PILOT CHAIR PASSENGER CHAIR PASSENGER SEAT PASS.
WEIGHT F.S. 129 F.S. 174 F.S. 209 F.S. 243 F.S. 168 F.S. 212 F.S. 241 F.S. 245 F.S. 290
nãOndENT/100
80 103 139 167 194 134 170 193 196 232

90 116 157 188 219 151 191 217 221 261
100 129 174 209 243 168 212 241 245 290
110 142 191 230 267 185 233 265 270 319
120 155 209 251 292 202 254 289 294 348
130 168 226 272 316 218 276 313 319 377
140 181 244 293 340 235 297 337 343 406
150 194 261 314 365 252 318 362 368 435
160 206 278 334 389 269 339 386 392 464
170 219 296 355 413 286 360 410 417 493
180 232 313 376 437 302 382 434 441 522
190 245 331 397 462 319 403 458 466 551
200 258 348 418 486 336 424 482 490 580
FOUR-PLACECOUCH
FORWARD POSITION AFT POSITION
WEIGHT F.S. 159 F.S. 178 F.S. 198 F.S. 217 F.S. 167 F.S. 186 F.S. 206 F.S. 225
MOMENT/100
80 127 142 158 174 134 149 165 180

90 143 160 178 195 150 167 185 203
100 159 178 198 217 167 186 206 225
110 175 196 218 239 184 205 227 248
120 191 214 238 260 200 223 247 270
130 207 231 257 282 217 242 268 293
140 223 249 277 304 234 260 288 315
150 239 267 297 326 251 279 309 338
160 254 285 317 347 267 298 330 360
170 270 303 337 369 284 316 350 383
180 286 320 356 391 301 335 371 405
190 302 338 376 412 317 353 391 428
200 318 356 396 434 334 372 412 450

USEFULLOAD WEIGHTS & MOMENTS
BAGGAGE AND CARGO
BAGGAGE
NOSE AFT COMPI RTMENT

COMPT. W/TOILET W/O TOILET OPT. EXTENDED
WEIGHT UPPERSHELF LOWERSHELF OR
(FLOOR) AFT -
AIRLINER CARGO POD
F.S. 70 F.S. 275 F.S. 275 F.S. 275 F.S. 309 F.S. 155
AAOMENT/100
10 7 28 28 28 31 16
20 14 55 55 55 62 31
30 21 83 83 83 93 46
40 28 110 110 110 124 62
50 35 138 138 138 155 78
60 42 165 165 165 185 93
70 49 193 193 193 216 108
80 56 220 220 220 247 124
90 63 248 248 248 278 140
100 70 275 275 275 309 155
110 77 303 303 303 340 170
120 84 330 330 330 371 186
130 91 358 358 358 402 202
140 98 385 385 385 433 217
150 105 413 413 413 464 232
160 112 440 440 494 248
170 119 468 468 525 264
180 126 495 495 556 279
190 133 523 523 587 294
200 140 550 550 618 310
210 147 578 649 326
220 154 605 680 341
230 161 633 711 356
240 168 660 742 372
250 175 688 773 388
260 182 715 403
270 189 743 418
280 196 770 434
290 203 798 450
300 210 825 465
310 217 853
320 224 880
330 231 908
340 238 935
350 245 . 963
CABINET AND CLOSET CONTENTS
FWD. CABIN AFT CABIN

WEIGHT F.S. 152 F.S. 244 F.S. 250 F.S. 260
MOnãENT/100
5 8 12 13 13
10 15 24 25 26
15 23 37 38 39
20 30 49 50 52
25 38 61 63 65
30 46 73 75 78
35 53 85 88 91
40 61 98 100 104
45 68 110 113 117
50 76 122 125 130

Se e ch craft
QUEEN AIR 65 -
B80
GROSS WEIGHT MOMENT LIMITS
13200 13400 13600 13800 14000
150.7 160.4
1 0
EDO
11 460000
2 100
12200
F200
0
900 0
0n0
111146
7300
11200
1 0800 1300
0
0
064000
7200 m
10200
8200
00
8
E00
100
147.6 160.4
CENTER OF GRAVITY ~
INCHES AFT OF DATUM
THE ABOVE MOMENT LIMITS ARE BASED ON THE FOLLOWING WEIGHT AND
CENTER OF GRAVITY LIMIT DATA (LANDING GEAR DOWN)
WEIGHT CONDITION FORWARD CG LIMIT AFT CG LIMIT
8800 LBS (MAXIMUM TAKE-OFF 150.7 160.4

& LANDING ALL CONDITIONS)
-
7750 LBS OR LESS 147. 6 160. 4

880-ß01-24

Seecherafto
EQUIPMENT LIST
AIRCRAFT SERIAL NO.
3ATE REGISTRATION NO
I.D. DESCRIPTION WEIGHT ARM

SECTIONIX
SYSTEMS
TABLEOF CONTENTS
ThreeView .........................9-4
GeneralSpecifications ......................9-5
POWERPLANT ........................9-7
General Specifications . . . . . . . . . . . . . . . . . . . .
.9-7
Propellers .........................9-7
PowerPlantControls......................9-7
Throttle, Propeller, and Mixture . . . . . . . . . . . . . . . . .

.9-7
Switches ........................9-7
Typical Instrument Panel . . . . . . . . . . . . . . . . . . 9-8, 9-9

InductionAir . . . . . . . . . . . . . . . . . . . . . . .
9-10
LD-328andafter . . . . . . . . . . . . . . . . . . . . .
9-10
LD-270throughLD-327 . . . . . . . . . . . . . . . . . . .
9-10
Enginelnstruments . . . . . . . . . . . . . . . . . . . . .
9-10
OilSystem . . . . . . . . . . . . . . . . . . . . . . .
9-10
FuelSystem . . . . . . . . . . . . . . . . . . . . . . .
9-10
Fuel Tanks . . . . . . . . . . . . . . . . . . . . . .
9-10
LD-280andafter ..................
.9-10
LD-270throughLD-279 . . . . . . . . . . . . . . . . . .
9-10
Fuel System Schematic . . . . . . . . . . . . . . . . . .

9-11
LD-280andafter ....................9-11
LD-270throughLD-279 ..................9-12
FuelControlPanel ....................9-13
LD-280andafter ....................9-13
LD-270throughLD-279 ..................9-13
Fuel Management (LD-270 through LD-279) . . . . . . . . . . . . .

9-13
FuelSelectorValves ....................9-13
Emergency Fuel Crossfeed . . . . . . . . . . . . . . . . . .

9-13
LD-280andafter ...................,9-13
LD-270throughLD-279 ..................9-13
ElectricalSystem .....................,9-13
Power Distribution Schematic . . . . . . . . . . . . . . . . .

9-14
Starting Alternators in Flight with a Dead Battery

(LD-270throughLD-351) .................9-15

TABLE OF CONTENTS (Continued)
AIRFRAME
Cabininterior ......................9-15
FlightControls ......................9-15
ControlColumns ......................9-15
RudderPedals ......................9-16
TrimTAbs .......................9-16
WingFlaps .......................9-16
LandingGear .......................9-16
PositionSwitch .....................9-16
PositionIndicators ....................9-16
WarningHorn ......................9-16
Nose Wheel Steering . . . . . . . . . . . . . . . . . . . .

9-17
Brakes ........................9-17
SafetySwitch ......................9-17
PressureSystem (LD-362 and after) . . . . . . . . . . . . . . . . .

9-17
Vacuum System (LD-270 through LD-361) . . . . . . . . . . . . . .

9-17
Flight Instruments . . . . . . . . . . . . . . . . . . . . .
9-17
Lighting ........................9-17
Heating and Ventilating System . . . . . . . . . . . . . . . . . .

9-17
SystemDescription ....................9-17
HeaterControls .....................9-18
VentilatingControls ....................9-18
Cold Weather Operation . . . . . . . . . . . . . . . . . . . .

9-18
OilHandling ......................9-18
Propellers .......................9-18
Taxiing .......................9-18
Engine lce Protection . . . . . . . . . . . . . . . . . . . .

9-19
Fluid Flow Anti-Ice System . . . . . . . . . . . . . . . . . . .

9-19
Propeller Electrothermal Deice . . . . . . . . . . . . . . . . . .

9-19
HeatedWindshield .....................9-19
Surface Deice System . . . . . . . . . . . . . . . . . . . .

9-19
AuxiliarylceProtection ....................9-20
AlternateStaticAir .....................9-20
Stall Warning Indicator . . . . . . . . . . . . . . . . . . . .

9-20
OxygenSystem ......................9-20

Oueen Air B80 Supplemental Data 9-3

35'6"
i
LD-377
& after
17 2 11/16"
50' 3"
7' 9"
i i
°
o
-10.6"
12' 9.,
880-607-1
THREE VIEW

GENERAL SPECIFICATIONS
WEIGHTS
GrossWeight .....................88001bs
Empty Weight (including standard equipment,

unusable fuel and oil) . . . . . . . . . . . . . . . . . .
50601lbs
Weight available for passengers, baggage, fuel,
oil and optional equipment . . . . . . . . . . . . . . . 3740 lbs
WING AREA AND LOADINGS

WingArea ..................... 293.9sqft
Wing Loading at gross weight . . . . . . . . . . . . . . . . 29.9 lbs/sq.ft
Power Loading at gross weight . . . . . . . . . . . . . . . . 12.2 lbs/hp
DIMENSIONS
WingSpan ......................50ft3in.
Length .......................35ft6in.
Heighttotopoffin .......... .........14ft8in.
INTERIOR DIMENSIONS
Pilot Compartment Length . . . . . . . . . . . . . . . . . . . 59 in.

Length (with standard aft lavatory installation) . . . . . . . . . . . . 155 in.
Length (with extended baggage compartment) . . . . . . . . . . . . 176 in.
Width . . . . . . . . . . . . . . . . . . . . . . . .54in.
Height . . . . . . . . . . . . . . . . . . . . . . . .57in.
EntranceDoor . . . . . . . . . . . . . . . . . . 27in.x513/4in.
CargoDoor ................... 54in.x513/4in.
Baggage Compartment Volume (without aft lavatory installation) . . . . . .53.5 cu . ft
Baggage Compartment Volume (with aft lavatory installation) . . . . . . .26.5 cu . ft
Nose Compartment Volume . . . . . . . . . . . . . . . 24 cu. ft
Extended Aft Baggage Volume (Optional) . . . . . . . . . . . . 17.1 cu. ft
FUEL AND OIL CAPACITY
LD-280 and after

Standard System . . . . . . . . . . . . . . . . 219 gallon capacity
Optional System . . . . . . . . . . . . . . . . 269 gallon capacity

Standard System
Outboard Wing Tanks . . . . . . . . . . . . . . 128 gallon capacity
Inboard Wing Tank . . . . . . . . . . . . . . 88 gallon capacity
Optional System
Outboard Wing Tanks . . . . . . . . . . . . . . 178 gallon capacity
Inboard Wing Tank . . . . . . . . . . . . . . 88 gallon capacity
Oil Capacity (Total) . . . . . . . . . . . . . . . . 8 gals


SYSTEMS
The BEECHCRAFT Queen Air B80 is a six to eleven place,

low-wing, twin-engine monoplane with retractable tricycle
landing gear. The all metal, semi-monocoque airframe is
designed for maximum strength and is fabricated of
aluminum, magnesium and alloy steel.
POWER PLANTS center of the console, the propeller controls are placarded
PROP, PUSH LOW PITCH, and FEATHER. A red band at
GENERAL SPECIFICATIONS the lower end of the quadrant indicates the feather
position. At the right of the console, the placard marked
The QueenAir is powered by two, 6-cylinder, Lycoming, MIXTURE and PUSH RICH identifies the mixture controls.
supercharged, IGSO-540 Series, horizontally opposed
engines, equipped with Bendix fuel injection. These engines
are rated at 380 hp at 3400 rpm for take-off and 360 hp at
3200 rpm for maximum continuous operation. The engines SWITCHES
are supercharged by single-stage, single-speed, centrifugal
blowers. The power plants utilize a two stage augmenter Direct cranking, 24-volt starters are energized during the
exhaust system to assure adequate cooling in all power starting. The starter circuit is closed when the unitized
ranges, and to provide additional thrust while eliminating starter, primer, and magneto switch is actuated. This triple
the need for cowl flaps. The Bendix fuel injection system function unit provides control over the starter, primer, and
injects fuel into the supercharger blower, reducing the ignition in a single switch for each engine. Each switch is
possibility of induction system icing from fuel vaporization placarded OFF, R. L. BOTH, START, PUSH TO PRIME.
and includes manual mixture control, fuel flowmeter, and The push to prime feature of this switch may be actuated in
aumaticL altitRudeand temperature compensators. ei
The engines are equipped with two Hartzell, all-metal, full

feathering, constant speed, three-bladed propellers.
Centrifugal force from the propeller blade counter weights,
assisted by a feathering spring, moves the blades to high
pitch. Engine oil, under governor boosted pressure, moves
the blades to low pitch. A spring in each propeller hub
moves the blades to the feathered position when the
propeller control lever on the pedestal is pulled to the
feathered position. Flyweight latches on each propeller
spinner bulkhead prevent the propellers from feathermg on
the ground after the engines have been stopped. A
single-action, engine-driven propeller governor
automatically maintains engine rpm.
POWER PLANT CONTROLS
THROTTLE, PROPELLER, AND MIXTURE
Throttle, propeller, and mixture levers are grouped at the MAGNETO START SWITCH
top of the control console. Their knobs are shaped to
government standard configurations so they can be Spring loading automatically returns the switch to the
identified by touch. Controllable friction locks are located BOTH magneto position at the completion of the starting
on each side of the pedestal, and may be tightened to cycle.
prevent creeping after power settings have been established.
A safety switch is installed on the nose baggage door which
The throttle controls are located at the left of the console. prevents engagement of the left starter when the baggage
They are placarded THROTTLE, PUSH OPEN. In the door is not secure.

e

soos
ELEVATOR
N
O
N
AILERON
ON TA TAB
"L.DER
N E
WiNG
LEFT RUDDER TAB RIGHT

/ \
||¯I
li il
PEDESTAL
fo
INDUCTION AIR FUEL SYSTEM
LD-328 and AFTER
FUEL TANKS
Two push-pull controls are located under the subpanel to
either side of the control pedestal. The normal or forward
position of the control provides FILTERED RAM AIR. To The standard fuel tank installation consist of a 40-gallon
obtain UNFILTERED HEATED ALTERNATE AIR the tank in the leading edge, a 24-gallon tank aft of the spar
control is pulled aft. HEATED ALTERNATE AIR is taken and a 44-gallon tank inboard of the nacelle. An optional
from the exhaust heater muff on the left side of the engine. 25-gallon tank outboard of the nacelle can be added. On
Avoid operation with ALTERNATE AIR except for system LD-280 and after all tanks in each wing are interconnected
checks or when required for flight into icing conditions. for a capacity of 219 gallons in the standard configuration
or a capacity of 269 gallons in the optional configuration.
LD-270 through LDJ27 On LD-270 through LD-279, each wing is divided into an
inboard system with a 44 gallon capacity and a standard
Three sources of induction air are available to the intake outboard system with a 64 gallon capacity, or an optional
sy stem: ram, filtered and heated alternate air. The outboard system with a 89 gallon capacity. The fuel system
three-position switch on the center subpanel, placarded is two independent systems (four on LD-270 through
RAM, AUTO, and FILTER, selects either ram or filtered LD-279) provided with a crossfeed. Fuel pressure, measured
air. In flight, ram air provides better engine operation, but at the fuel control unit is indicated on the engine
.
on the ground or where dusty conditions are likely to exist, instruments.

filtered air should be selected. In the AUTO position, the
source selection is determined by the landing gear position
switch. When the gear handle is in the DOWN position, LD-280 AND AFTER
filtered air is selected, ram air is selected when the handle is
in the UP position. Each wing fuel system consists of one inboard and two
(three optional) outboard fuel tanks, a submerged electric
Two push-pull controls for heated alternate air are located fuel boost pump, a manual fuel selector valve, a fuel
under the subpanel on either side of the control pedestal. strainer, and an engine-driven pump. All the fuel tanks of
The controls may be pulled out to select heated air when each system are filled through a common opening and feed
induction system icing occurs. Heated alternate air is taken a single line. The tanks are interconnected and transmit
from thè exhaust heater muff on the left side of the engine. their common level to a single indicator. A submerged fuel
boost pump is located in each inboard tank. Fuel selector
valves and strainers are located in each wheel well. Return
fuel is routed from each engine respectively to the tanks on
ENGINE INSTRUMENTS its side.
Engine instruments, consisting of a manifold pressure Fuel management, including emergency crossfeed, is
indicator, tachometer, two engine indicator units, and a controlled by the fuel selector valve handles on the fuel
cylinder head temperature indicator, are grouped at the top control panel to the left of the pilot. This panel also
center of the instrument panel. The engine indicator units contains the fuel quantity indicators, low fuel warning
contain fuel pressure, oil pressure, and oil temperature for lights, and fuel boost pump switches.
their respective engines. A fuel flow meter is located just
above the subpanel on the left side of the control console,
LD-270 THROUGH LD-279
and an induction air temperature indicator is installed in
the center of the subpanel.
Each wing fuel system consists of one inboard and two
(three optional) outboard fuel tanks, two submerged
OIL SYSTEM electric boost pumps, a manual fuel selector valve, a fuel
strainer, and an engine-driven pump. The outboard fuel
A dry sump, full pressure oil system, supplied from a tanks of each system are interconnected, feed a single line,
four-gallon tank behind the fire wall in each nacelle, are filled through a common opening and transmit their
lubricates the engines. This system incorporates common level to a single indicator. The inboard fuel tanks
engine-driven circulating pumps, scavenger pumps, oil of each system are filled independently and transmit their
coolers, shutoff control valves and appropriate plumbing levels to separate indicators. A submerged fuel boost pump
for each engine. The system is fully automatic, controlled and sump drains are located in each inboard tank and in
by thermostatic and pressure relief bypass valves in the oil each 24-gallon outboard tank. The other outboard tanks
coolers. Manual shutoff valve controls located just forward also incorporate sump drains. Fuel selector valves and
and to either side of the control pedestal are provided, strainers are located in each wheel well. Return fuel is
should it become necessary to secure the lubrication system routed through the fuel selector valve to the tank from
for an engine in the event of fire, malfunction or failure. which fuel is being drawn.
9-10 Oueen Air B80 Supplemental Data

PUSH
TO CYLINDERS TO PRIME TO CYLINDERS
TO MANIFOLD TO MANIFOLD
PRIMER SOLENOID ENGINE PRIMER SOLENOID
(ON FIREWALL) pHERUCSHANRGG (ON FIREWALL)
INJECTION NOZ2LE
-
AIR BLEED LINE , AIR BLEED LINE

e FUEL FLOW
ENGINE GAGE MODULATOR ENGINE GAGE
UNIT UNIT
FUEL FLOW
TRANSMITTER
INJECTION INJECTION
REGULATOR FUEL FLOW REGULATOR
GAGE
FUEL PUMP FUEL PUMP

HEATER
ON FIREWALL FIREWALL ON
ACROSS CROSS MOFF

OFF*
N FEED FEED
LEFI RIGHT
40 GAL _ 40 GAL
BOOST PUMP
SWITCHES
25GAL 24GAL 24GAL 25GAL
4· ,AL 44 GAL
CHECK
VALVE / 1 CHECK
VALVE
o
Individual capacities shown are nominal.

Total capacities and usable fuel are listed in the Limitations section.
LOW PRESS.TO FLOW GAGE PRESSURE GAGE BOOST PUMP LOW FUEL LEVEL INDICATOR
HlGH PRESS.TO FLOW GAGE FUEL STRAINER VENT LINES « ELECTRICAL CONNECTION
INJECTOR SERVO PRESS CROSS FEED FUEL PRIME
----
MECHANICAL CONNECTION
NORMAL FUEL FLOW FUEL QUANTITY TRANSMITTER

880-603-2
(LD -280
and af ter)
FUEL SYSTEM SCHEMATIC
Oueen Air B80 Supplemental Data 9-11

O O
TO CYLINDERS PUSH
TO PRIME TO CYLINDERS
TO MANIFOLD TO MANIFOLD
PRIMER SOLENOID ENGINE PRIMER SOLENOlD
(ON FIREWALL) SUPERCHARGER (ON FIREWALL)
HOUSING N
INJECTION NOZZLE
AIR BLEED LINE AIR BLEED LINE
FUEL FLOW !!
MOÒULATOR
ENGINE GAGE ENGINE GAGE
UNIT FUEL FLOW UNIT
TRANSMITTER
INJECTION INJECTION
REGULATOR FUEL FLOW REGULATOR
GAGE
FUELPUMP FUELPUMP
HEATER
INBD FIREWALL FIREWALL INBD
OUTBD k (CROSS CROss 4 OUTBD

OFFN FEED FE
OFF
FUEL SELECTOR VALVE FUEL SELECTOR VALVE
CHECK VALVE CHECK VALVE
LE I RIGH
40 GAL 40 GAL
* ' BOOST PUMP ,
SWITCHES
* •
25 GAL 24 24 25 GAL
GAL GAL
.... . . 44 GAL 44 GAL , -
CHECK CHECK
VALVE VALVE
Individual capacities shown are nominal.
Total capacities and usable fuel are listed in the Limitations section.
LOW PRESS. TO FLOW GAGE PRESSURE GAGE
HIGH PRESS. TO FLOW GAGE FUEL STRAINER BOOST PUMP
INJECTOR SERVO PRESS CROSS FEED FUEL VENT LINES y ELECTRICAL CONNECTION
NORMAL FUEL FLOW CROSS FEED PRIME ---

MECHANICAL CONNECTION
RETURN LINES 880403-1

FUEL SYSTEM SCHEMATIC

FUEL CONTROL PANEL desired while normal cruising operations are performed.
However, since take-offs and landings will be performed
using the inboard fuel tanks only, a sufficient reserve for a
LD-280 and after safe landing must be maintained. If the length of a flight
will allow enough fuel for this reserve, the inboard tanks
Each fuel tank, with the exception of the optional may be used while establishing cruise configuration. Other-
25-gallon outboard tank, is equipped with a float-type wise, switch to the outboard fuel tanks when cruising
transmitter unit. These units transmit the collective fuel altitude has been reached.
quantity for each wing to the fuel indicator for that wing.
/ o-- N FUEL SELECTOR VALVES
Three-position (LD-280 and after), four-position (LD-270

LEFT TANK
FUE OST
BlGHT TANK
through LD-279) selector valve handles determine the tanks
F
LEFT RIGHT
nuAt
ffOm Which fuel is to be drawn. When a fuel selector is

soass - aoost suse shifted to any new position, a definite detent can be felt
°" "" "" °"
when the selector is properly aligned. If the selector does
not seat, the flow of fuel may be restricted or interrupted,
oN CROSSFEED ON
causing engine stoppage. After shifting a fuel selector valve
°,, OFF
handle, note fuel pressure to assure that the engine is

drawing sufficient fuel from the new supply.
NOTE
One fuel indicator and a warning light indicate fuel
quantity for each side of the system. When the total fuel On Serials LD-270 through LD-279, take-offs
quantity for either side has diminished to approximately 19 and landings will only be made using the
gallons, the appropriate red warning light on the fuel inboard tanks.
control panel will glow.
LD-270 through LD-279 EMERGENCY FUEL CROSSFEED

Fuel quantity is measured by a float type transmitter unit LD-280 and after
in each fuel tank. These units transmit fuel level signals to
the indicators on the fuel control panel. The outboard These serials are equipped with a simplified fuel control
panel. The procedure for emergency crossfeed operation is
as follows: Turn the selector of the feeding side to the OFF
position and tum the fuel boost pump for that side ON.
Turn the opposite selector to the CROSSFEED position.
The procedure for crossfeed operation is described on the

fuel control panel and simply stated is as follows: Select the
desired side (L or R) and the desired tank (inboard or
outboard) to be fed from. Turn the selector to that desired
tank and turn the fuel boost pump ON for that tank. Turn
the opposite selector to the CROSSFEED position.
tanks in each wing transmit a collective reading to one ELECTRICAL SYSTEM

indicator, while the inboard tank transmits its single reading
to another. The Queen Air's 28-volt electrical system consists of a
single 24-volt nickel cadmium battery located in the nose
section; two 28-volt, 125-ampere engine driven
FUEL MANAGEMENT (LD-270 through LD-279) alternator-rectifiers (two 28-volt, 150-ampere engine driven
generators on LD-352 and after) are connected in parallel
to the main bus system, two overvoltage relays with
The fuel selector valves may be positioned to use fuel as warning lights, and two volt-load meters. The two volt-load

BATTERY
o ERRNAL
TCEHRY
sv THRESHOLD LIGHT
L°
TER S A TER
RELAY RELAY RIGHTSTARTER
LEFTSTARTER
--
TTERY
L E
E
RRENT RRENT RIGHTGENERATOR
LEFTGENERATOR
RIGHT LOADMETER
LEFT LOADMETER
BBO6036
POWER DISTRIBUTION SCHEMATIC

meters, located on the extreme left of the subpanel, below the point needed to excite the altemators.
normally indicate respective generator/alternator capacity Procedures for starting altemators in flight with a dead
output; however, when the spring loaded push button battery are outlined in the EMERGENCY PROCEDURE
switch is pressed, bus voltage is indicated. section.
Battery and generator/alternator power can be cut off

simultaneously by a gang bar, marked MASTER SWITCH,
extending across the switches. In the ON position, AIRFRAME
electricity flows from the battery through the master
switches to the bus.
CABIN INTERIOR
When starting the engines, have both generator/alternator
switches tumed OFF. After the engine starts, tum the Three cabin interior arrangements are available for the
generator/altemator switch for that engine ON. Then start QueenAir B80. The standard interior configuration consists
the other engine using the same procedure. of five forward facing chairs and an aft baggage
compartment. The standard executive version consists of
Two generator/altemator waming lights are installed below four executive lounge chairs or two executive lounge chairs
the ignition switches. If an overvoltage relay disconnects a with a four-place divan plus a toilet and fore and aft cabin
generator or a alternator ceases to function, the respective dividers. The airliner version consists of seven commuter
warning light illuminates. This warns the pilot to monitor and two folding passenger chairs with an extended aft
his current consumption since the electrical sources are baggage compartment. To suit individual desires, reclining
then limited to the other generator or alternator and the seats are track mounted to slide fore and aft. To slide the
battery. If an overvoltage warning light comes on in flight, seats, pull up the latch release bar under the forward edge
turn off the affected generator/alternator, then on again. If of the seat. Make sure the latch locks when the bar is
the overvoltage condition does not recur, continue the use released. Depressing a thumb lever on the aisle side of the
of the generator/alternator. If the overvoltage condition seat will allow the seat back to recline. The seats can be
should persist, switch off the affected generator/alternator. easily removed to convert the cabin area for carg;o loading.
If both warning lights should illuminate indicating that Refer to the B80 Shop Manual for detailed seat .removal
both generators/alternator are off the line, recycle the procedure.

generator/alternator switches individually to find out which
is the affected generator/alternator. At the rear of the cabin, the standard Queen Air provides
more than 53 cubic feet of baggage space, with a weight
Placards indicate the particular circuit controlled by the capacity of 350 pounds. All luggage stored in this area is
individual circuit breakers on the subpanel. The circuit readily accessible in flight.
breakers are of the push to reset or pull then push to reset
type. The circuit breakers switches are reset by moving the Over each passenger seat is an overhead panel which
switch to the OFF position then to ON. The landing gear contains a directional fresh air vent and reading light. Both
motor circuit breaker and the generator circuit breaker, the vent and the light are mounted in ball-and-socket joints
located on the floor to the right of the pilot's seat, cannot and may be swiveled in any direction. In addition, the
be pulled to open the circuit. ventilator nozzle rotates to control air flow. Counter-
clockwise rotation opens to increase air flow; clockwise
Circuit breakers for optional avionics installations are rotation decreases air flow.
installed on the bottom of the control pedestal. All circuit
breakers for avionics are push to reset or pull then push to
reset type.
FLIGHT CONTROLS
Before shutting.down the engines, it should be ascertained
that sufficient battery voltage will be available for the next The primary flight control surfaces are operated through
start. With ALTERNATORS installed, operate engines at push-pull rods and conventional closed-circuit cable
1000 rpm and read volt/load meters. If total load (on both systems, terminating at bell cranks. The preformed, carbon
meters) is more than with all electrical equipment OFF,
.2 steel cables run over phenolic pulleys with sealed ball
continue to run the engines at 1000 rpm until the load total bearings which ordinarily need no lubrication to ensure
falls below With GENERATORS installed, 1300 rpm
.2.
friction-free action and long life,
must be maintained until the load is indicated. This
.2
procedure will leave the battery adequately charged.
STARTING ALTERNATORS IN FLIGHT WITH CONTROL COLUMNS

A DEAD BATTERY (LD-270 through LD-351)
Duplicate sets of flight controls are provided in the cockpit,
If the alternators are inadvertantly left off before take-off permitting complete control of the aircraft from either the
and the electrical load of the landing gear retraction along pilot or copilot seat. Dual control columns operate the
with the normal electrical equipment dischargesthe battery elevators and ailerons.

RUDDER PEDALS switch located to the right of center on the subpanel
(placarded UP and DOWN). A 50-ampere push-to-reset
Rudder operation, nose wheel steering, and individual main circuit breaker on the floor beside the pilots seat protects
wheel braking are controlled by the rudder pedals. A spring the system from electrical overloads.
loaded adjustment lever on each pedal enables the
individual pilot to adjust the rudder pedals fore and aft.
POS/T/ON IND/CATORS
TRIM TABS
The position of the landing gear is indicated by twin
The rudder, elevator and left aileron trim tabs are triangles of indicator lights and an unsafe condition warning
adjustable from the center pedestal through closed circuit horn system. These lights are located to the right of the
cable systems which drive actuator jackscrews.Position landing gear switch on the subpanel. The three upper lights
indicators for each of the trim tabs are located near their
respective controls. The elevator tabs incorporate anti-servo
mechanisms; as the control surface is displaced from the
neutral position, the tab moves in the same direction,
inecreasing theheffaeceive control surface area and the force
O
WING FLAPS
Flap motor operation is controlled by a three-position

switch (UP, APPROACH, and DOWN) in the subpanel
center. The flap position indicator located to the right of .
the switch indicates flap position in percent of travel. Flap

limit switches, mounted on the right inboard flap, limit flap
travel within the specified range in both the APPROACH
and DOWN positions. A 20-ampere push-pull circuit
breaker on the right subpanel protects the flap motor
circuit in case of overload during normal operation.
When the flap switch is pushed down to the APPROACH

(15°)
detent, the flaps extend to the 50% approach flap
position and stop. For the remainder of the flap extension, are red for up, and the three lower lights are green for
the APPROACH position acts as an OFF position. down. All lights are out during gear transit, and the waming
Retuming the switch to the APPROACH position stops the horn will blow any time all gears are not down and locked
flaps in place. To regain APPROACH position flaps from when either throttle is retarded. Each indicator light is of
the full down position, first raise the flaps to less than 50% the press-to-test type, and the condition of the bulb may be
and then retum the switch to the APPROACH detent. checked by pushing in on the housing.
LANDING GEAR SYSTEM WARNING HORN
The Queen Air's landing gear incorporates Beech air-oil

type shock struts that are filled with both compressed air The up indicator, down indicator, and warning hom
and hydraulic fluid. Their correct inflation should be systems are completely independent systems. A
checked before each flight. EVEN BRIEF TAXIING WITH malfunction in any one system will probably leave the
A DEFLATED STRUT CAN CAUSE SEVERE DAMAGE. other two systems unaffected. When the throttle is retarded
below a manifold pressure sufficient to maintain safe flight
The landing gear is operated by a 28-volt DC motor. To with any one gear not down and locked, the circuit is
prevent over-travel of the gear, the motor also acts as a closed and the warning hom sounds to inform the pilot that
dynamic brake. one or more of the three landing gears is not down and
locked.
If a doubt exists as to the safety of your landing gear, a

POS/T/ON SWITCH fly-by for tower observation is recommended. Refer to
EMERGENCY PROCEDURE section for manual extension
The landing gear motor is controlled by the gear position procedure.
9-16 Queen Air BSO Supplemental Data

NOSE WHEEL STEERING incorporates check valves to seal off a pump during
single-engine operation or pump failure. A suction relief
Direct linkage to the rudder pedals allows the nose wheel to valve on the inlet side of each pump keeps pressure within
14° 12°
be turned through to the left of center and to the the normal operating range.
right. When rudder control is augmented by brake, the nose
48°
wheel can be deflected up to to either side of center. Air for the vacuum driven instruments is drawn through air
Spring mechanisms in the linkage dampen the transmission filters which are mounted behind the instrument panel.
of excessive shock loads to the rudder pedals. When These filters protect the precision parts of the instruments.
retracted, the nose wheel is automatically centered and the Proper and regular cleaning of the filters, especially after
steering linkage becomes inoperative. operating in dusty conditions, is essential to the accurate
functioning of the vacuum driven instruments.
BRAKES A suction gage, mounted on the subpanel, indicates the

amount of suction in the vacuum system in inches of
The single-disc hydraulic brakes of the main gear mercury. If a partial loss in vacuum pressure is experienced,
incorporate three pressure cylinders which respond to fluid failure of one pump may be indicated. Pump operation
pressure from the master cylinders. Toe pressure on either should be checked by noting suction pressure with each
set of rudder pedals actuates the system. Dual parking engine running individually. See Vacuum System, Section
brake valves, between the master cylinders and the brakes, I LIMITATIONS, for proper gage readings.
are actuated by pulling the parking brake handle, which is
located on the extreme left subpanel. To set the parking
brakes, pull the brake handle out and apply pressure to the FLIGHT INSTRUMENTS
toe brakes. The parking brakes are released by pushing the
brake handle fully in. To prevent rolling after release of the The flight instruments are located on the floating panel
parking brakes hold toe pressure on the rudder pedals. directly in front of the pilot's seat. Standard flight
instrumentation includes attitude and directional gyros,
The multiple disc BEECHCRAFT King Air brakes are airspeed, altimeter, and vertical speed, electric turn and
offered as optional equipment. bank and a clock. A magnetic compass is mounted above
the instrument panel and an outside air temperature gage is
installed above the windshield.
SAFETY SWITCH
Impact and atmospheric air pressure for the airspeed
To prevent accidental gear retraction on the ground, a indicator, altimeters and vertical speed indicator are
safety switch on the right main strut breaks the control supplied by standard pitot and static air systems. To ensure
circuit whenever the strut is compressed. Never rely on the proper operation of the systems and consequently the
safety switch to keep the gear down while taxiing or on instruments, drain the systems regularly and keep static
landing or take-off roll. Always check the position of the ports and pitot heads free of obstruction.
landing gear handle.
LIGHTING
PRESSURE SYSTEM The internal lighting system consists of several lighting

(LD-362 and after) networks. Among the components of these networks are:
the cabin door warning light, mounted on the instrument
The Queen Air pneumatic pressure system supplies filtered panel, which is lighted whenever the cabin door is
air to operate the gyro pressure instruments, deicers, and unlocked; passenger controlled reading lights which are
autopilot if installed. Air pressure is derived from two integrated into the cabin cold air outlet panels overhead;
engine driven dry air pumps. Filtered air from the pump is cockpit controlled cabin dome lights and passenger caution
passed aft through pressure regulators mounted on the signs, actuated by, toggle switches on the right subpanel;
wheelwell forward bulkhead. The regulators reduce the air cockpit lights including map, subpanel, fuel control panel,
pressure from the pumps to a preset level and then pass it flight and engine instrument lights, all of which are
on through a pair of filters to a pressure manifold located controlled by rheostats in the overhead light control panel.
on the RH side of the aircraft, under the cabin floorboard,
aft of the front spar. From the pressure manifold the air is
then distributed forward through a regulator to the
instrument panel. HEATING AND VENTILATING SYSTEM
SYSTE/V/ DESCRIPTION
VACUUM SYSTEM
(LD-270 through LD-361) Ram air enters an aperture on the right side of the nose.It
is then divided by the cold air plenum, where part passes
Each engine is equipped with a vacuum pump to provide into the heating system, and part flows to cold air outlets in
vacuum for gyro instrument operation. The system the cockpit and cabin.

In flight with the blower in the ON position, ram air 6. For windshield defrosting, pull the DEFROST AIR
supplies pressure for the combustion heater, but when the control. If maximum defrost air is needed, pull the CABIN
landing gear is extended, a blower maintains duct airflow. AIR control. This will increase back pressure at the system
head and boost the air volume at the defroster nozzles.
In flight or for ground operation the blower switch must be
in the ON position for the heater to function. Fuel is VENT/LAT/NG CONTROLS
supplied to the heater by the left engine or by the fuel
boost pump if that engine isn't running. The pilot and copilot have separate fresh air controls,
located at the extreme lower left and right of the subpanel.
These controls are placarded VENT AIR-PUSH ON. For
HEATER CONTROLS cooling on the ground, turn the HEATER CONTROL
switch OFF and the HEATER BLOWER switch to the ON
The heater controls are located on the subpanel below the position. This action cuts the heater out of the system and
copilot's control column. The main switch, placarded HTR the blower draws cool air from the intake.
CONT & BLOWER, acts as a master switch for the heater
controls and activates the system blower when the landing Fresh air for the cabin is ducted to individually controlled,
gear is extended. The mode selector switch is a ceilingmountedventilatornozzles.
three-position switch, placarded MAN-OFF-AUTO.In the
manual position, this switch bypasses the cockpit and cabin
heat controls and uses an automatic 200°F duct thermal COLD WEATHER OPERATION
switch. In the automatic position, either one of two
temperature control rehostats may be selected by use of the
switch placarded CABIN-COCKPIT. The rheostat thus O/L HANDLING
selected automatically monitors and controls the selected
temperature. Under very cold conditions (+ 10°F or below) preheat the
engines prior to a start. Particular attention should be
The two rheostats are identical, and are placarded INCR applied to the oil cooler, reservoir and associated plumbing
HEAT. One is grouped with the heater controls and the to insure proper preheat, since congealed oil in these areas
other is located in the cabin ceiling. will prevent proper lubrication. A start with oil at low
temperatures may indicate normal pressure immediately
As an overtemperature safeguard, a normally open after the start, but then may decrease when residual oil in
thermoswitch closes if the duct temperature reaches 300°F, the engine is pumped back with the congealed oil in the
blowing a fuse which renders the heater inoperative. MAKE reservoir. If an engine heater capable of heating the
CERTAIN THAT ANY MALFUNCTION CAUSING THE reservoir and cooler is not available, the oil should be
OVERHEAT FUSE TO BLOWIS CORRECTED BEFORE drained while the engines are hot and stored in a warm area
ATTEMPTINGTO OPERATE THE HEATER AGAIN. until before the next flight.
To operate the Heater: PROPEL L ERS
1. Left engine fuel must be turned on, and either the left When normal operating temperatures and pressures have
engine or the left boost pump must be running to supply been established, cycle the propellers several times to flush
fuel to the heater. cold oil from the hub and replace it with warm engine oil.
Do not use the engine alternate air system to hasten engine
2. Move the HTR CONT & BLOWER switch to the ON warm up. The warm air supplied by this system by-passes
position. the filters and therefore might introduce foreign material
into the induction system.
3. Select operational mode; either MAN or AUTO. The
heater will not function with this switch in the OFF In addition, the propellers should be cycled periodically in
position. flight to flush the cold oil from the hubs.
4. If the AUTO position is chosen in Step 3, select the TAXIING

controlling thermostat; either CABIN or COCKPIT. Set the
thermostat for the desired heat. The heater is now set up Avoid taxiing through water puddles or accumulations of
for normal operation, providing thermostatic temperature slush, etc. Water splashed on the wings and fuselage will
regulation. freeze, increasing drag and decreasing lift. Also, if water has
been splashed on the landing gear down locks in taxiing,
5. If manual heat control is desired, or required by a there is a possibility that the water will freeze on the locks
malfunction in the AUTO system, move the switch to the after retraction of the gear, preventing them from engaging
MAN position. This removes the sensing elements from the when the gear is lowered. If the hooks do not engage, an
control system, allowing continuous combustion in the unsafe condition will be indicated by the triple light
heater. Temperature within the aircraft is then maintained indicators. If this should occur, cycle the gear until a
by manipulating the heater control switch. down-and-locked condition is indicated.

ENGINE ICE PROTECTION held in the ON position; when released the switch returns
to the OFF position. The propeller anti-ice switch is a
Induction system icing may occur when flying through rheostat type, placarded OFF, INCR and NORM. When
5°C (+41°F) or
visible moisture at + below. To minimize operated in the NORM position, the system has a duration
the possibility of icing, always apply FULL ALTERNATE of 1.7 hours. When the selector is at maximum, system
AIR before entering these conditions. (LD-270 through endurance is limited to approximately 35 minutes.
LD-327 -
Select FILTERED AIR before application of
ALTERNATE AIR to shut off ram air and make the
alternate air control easier to operate.) PROPELLER ELECTROTHERMAL DEICE
ALTERNATE AIR POWER CORRECTION Electrothermal deice boots cemented to the propeller
4.0
blades remove ice frori the propellers. Each boot,
2.s consisting of one outboard and one inboard heating
a.o
element, receives its electric power through a deice timer.
2 s The timer directs current to the propeller boots in a cycle

of first the outboard halves followed by the inboard halves
on one propeller, then the outboard halves and inboard
halves of the other propeller. Four intervals of about 30
seconds complete one cycle. When ice formation shows up
on the propeller blades or when ice is expected, move the
PROP DEICE switch, located on the left subpanel, to the
ON position to start the timer cycle. The propeller ammeter
INDUCTION AIR TEMPERATURERISE -
*F Will indicate between 14 and 18 amperes, with minor
fluctuations about every 30 seconds during normal
operation. The fluctuations show that the timer is switching
properly. If the ammeter readings are above or below
Possible indications of impact icing may be a decrease in normal limits, watch closely for propeller imbalance and
manifold pressure, or engine roughness. When either of refer to the operating procedures contained in the
these conditions occur in visible moisture, apply full EMERGENCY PROCEDURES section.
alternate air immediately. Continue using full alternate air
until you are assured that all ice has been removed and you
are well clear of icing conditions. If returning to HEATED WINDSHIELD
ram/filtered air causes engine roughness, due to melting
snow or ice remaining in the air scoop, return immediately Electrically heated windshields are controlled by a
to full alternate air. Application of alternate air will three-position switch located on the left subpanel. In the
necessitate changing your power setting in order to center position, the WINDSHIELD ANTI-ICE switch turns
maintain the desired horsepower. windshield heating elements OFF.
Ûse the following procedure in making the power setting When the toggle is pushed up to the BOTH position, heat is
change. applied to both the pilot's and copilot's windshield.
Switching the toggle down to the PILOT position heats
1. Observe manifold pressure and induction air only the pilot's windshield.
temperature before application of full alternate air.
2. After application of full alternate air, increase manifold CA UTION

pressure to the original setting or to full throttle,
whichever is reached first. When the heated windshield system is in
operation, the standby compass becomes
3. If additional manifold pressure is available, add erratic.
manifold pressure as indicated on the Alternate Air
Power Correction graph.
SURFACE DEICE SYSTEM

FLUID FLOW ANTI-ICE SYSTEM
Deice boots cemented to the leading edges of the wings and
The windshield and propeller blades may be protected from the tail surfaces are operated by engine-driven pump
ice formation by the application of anti-ice fluid. The two pressure. Compressed air, after passing through the pressure
systems are pump driven and have a common 3-gallon regulator, and vacuum, from the suction side of the pump,
supply tank, located at the left wing root. The windshield go to the distributor valves (pressure only LD-362 and
anti-ice switch is a momentary on-off switch. Anti-ice fluid after). When the deice system is not in operation, the
will be applied to the windshield as long as the switch is distributor valves apply vacuum to the boots to deflate and

hold the boots flat against the surface. Then, when the OXYGEN SYSTEM
deice system is operated, the distributor valves change from
vacuum to pressure and the boots inflate. After the cycle is
completed, the valves return to vacuum hold down. WARNING
A three-position switch, with a center OFF position, a Proper safety measures must be employed when
momentary down SINGLE position, and an up AUTO using oxygen, or a serious fire hazard will be
position controls the system. When switched to the created. NO SMOKINGPERMITTED.
SINGLE position, the deice boots automatically inflate for
a period of five to six seconds, then deflate and return to
vacuum hold-down. In the AUTO position, the boots are DESCRIPTION
cycled in consecutive order, followed by a dump period.
The complete cycle takes 60 seconds and will continue The recommended masks are provided with the system. The
automatically until the switch is turned off. masks are designed for ease of adjustment to fit the average
person comfortably, with minimum leakage of oxygen.
Deice boots are intended to remove ice after it has
accumulated rather than prevent its formation. If the rate CA UTION
of ice accumulation is slow, best results are obtained by
leaving the deicing system off until 1/2 to 1 inch of ice Make certain the masks fit properly since 90%
accumulates. Never apply several SINGLE pulses in rapid of the system efficiency is determined by the
succession, since this may cause the ice to grow outside the fit of the oxygen mask.
contour of the inflated boots and prevent ice removal.
Properly fitted masks are considered adequate for
Wing ice lights, used to check for ice accumulation during continuous use to 30,000 feet.
night operation, are located on the outboard side of each
nacelle. The light switch is on the left electrical subpanel. The oxygen cylinder is located at the aft end of the forward
baggage compartment. The system is available with four,
five, or six outlets and with a 22, 48, or 64 cu ft oxygen
AUXILIARY ICE PROTECTION bottle. The supply of oxygen to the system is controlled by
a shut-off valve on the subpanel. A pressure gage indicates
Both the left pitot head element and the stall warning heat the supply of oxygen available (1850 psi is normal pressure
element are turned ON by moving the LH PITOT HEAT for a full supply in the bottle). A low pressure gage
switch to the ON position. The AUX ANTI-ICE switch indicates oxygen flow for a corresponding altitude.
controls both the heat fuel vents, the right pitot heat, and
the cabin air inlet anti-ice boot. An alternate compensating regulator on LD-438 and after
will provide a varying flow of oxygen with altitude. Flow is
varied automatically from 0.5 liters per minute at 5,000
ALTERNATE STATIC AIR feet to 3.5 liters per minute at 30,000 feet.
The Queen Air is equipped with an alternate static air 1. Place the system in operation by slowly opening the
source designed to supply alternate static pressure to the shutoff valve (the shutoff valve on the oxygen cylinder
instruments should the fuselage static ports become must also be open).
obstructed. An indication that the normal static source has
become restricted, such as an erratic or abnormal CAUTION
instrument readings, rotate the control knob on the right
side panel to the ON position. Consult the graphs in The shutoff valves of all high pressure oxygen
Section IV FAA PERFORMANCE for Airspeed Calibration systems should be opened slowly to prevent
and Altimeter Correction. possibility of damage.
2. Select mask and hose. All masks provide the same flow
to both pilot and passengers. Check for proper fit of mask
STALL WARNING INDICATOR and adjust if necessary. Proper fit is important at high
altitudes.
The stall warning indicator, triggered by a sensing vane on
the leading edge of the left wing, actuates a warning 3. Plug in oxygen mask and check for oxygen flow by
indicator and flashes a light on the instrument panel. The noting that the bag expands or by checking the flow
warning signal will be irregular and intermittent as a stall is indicator in the hose.
approached, but will become steady as the aircraft nears a
complete stall. At first warning, there will still be ample 4. Discontinue use by unplugging outlets. Closing the
time to correct flight attitude. The system will operate in control valve on the subpanel is also necessary to ensure
all configurations and weights. complete oxygen flow stoppage.
9-20 Queen Air B80 Supplementaf Data

SECTIONX
SERVICING
TABLEOF CONTENTS
INTRODUCTION .....
................10-3
GROUNDHANDLING .......
.............10-3
Towing ........................10-3
ControlLocks ......................10-3
Tie-Down........................10-4
SERVICING........................10-4
ExternalPower ......................10-4
Battery .........
..............10-4
Magnetos . . . . . . . . . . . . . . . . . . . . . . . .
10-4
Propellers . . . . . . . . . . . . . . . . . . . . . . . .
10-4
Propeller Unfeathering Accumulators . . . . . . . . . . . . . . .
10-5
LandingGear . . . . . . . . . . . . . . . . . . . . . . .
10-5
Jacking . . . . . . . . . . . . . . . . . . . . . . .
10-5
ShockStruts . . . . . . . . . . . . . . . . . . . . . .
10-5
Brakes . . . . . . . . . . . . . . . . . . . . . . . .
10-5
Tires . . . . . . . . . . . . . . . . . . . . . . . .
10-5
OilSystem ................
......10-5
OilViscosityChart ....................10-6
FuelSystem .......................10-6
LD-280andafter.....................10-6
LD-270throughLD-279 .........
.........10-6
Pressure System (LD-362 and after) . . . . . . . . . . . . . . . .

10-7
Vacuum System (LD-270 through LD-361) . . . . . . . . . . . . . .
10-7
HeatingSystem .........
............10-7
Heater Fuel Filter Element Cleaning . . . . . . . . . . . . . . . .

10-7
OxygenSystem ....
.................10-7
Anti-Ice System Fluid Flow . . . . . . . . . . . . . . . . . . .

10-8
CLEANING ...........
............10-8
ExteriorCleaning . . . . . . . . . . . . . . . . . . . . .
10-8
InteriorCleaning . . . . . . . . . . . . . . . . . . . . . .
10-8
Cleaning Plexiglas Windows . . . . . . . . . . . . . . . . . . .
10-8
Deice Boot Cleaning . . . . . . . . . . . . . . . . . . . .
10-8
RECOMMENDED SERVICING SCHEDULE . . . . . . . . . . . . . . .

10-10
Lubrication Diagrams . . . . . . . . . . . . . . . . . . .
10-12
Lubrication Points . . . . . . . . . . . . . . . . .
10-12 - 10-18
Consumable Materials . . . . . . . . . . . . . . . . . . . .
10-19
ApprovedEngineOils ....................10-22
Lamp Replacement Guide . . . . . . . . . . . . . . . . .

10-24


INTRODUCTION TO SERVICING
In the event that a question arises concerning the care of your QueenAir
B80, it is important that you include the aircraft serial number in any
correspondence with Beech Aircraft Corporation. The serial number may be
found on the Manufacturer's Identification Plaque located on the fuselage
under the left horizontal stabilizer or on the aft frame of the cabin entrance
door.
GROUND HANDUNG surfaces or pull down on the horizontal stabilizer to raise

the nose wheel off the ground.
TOWING
Your BEECHCRAFT QueenAir has a tow bar that clamps CONTROL LOCKS
to the extension of the upper torque knee pin on the nose
gear sturt. An optional tow bar assembly is available to use Control locks, consisting of three pins connected together
when towing the airplane with a tug. Although steering is with a chain, hold the flight controls in the neutral position
automatic when towing the aircraft by the nose gear, have and the throttles closed. Always install the pins in the
someone in the cockpit to operate the brakes in case of an following sequence:
emergency.
I I
CAUTION
The nose wheel steering linkage will be

seriously damaged if the airplane is towed with
Elevator-Aileron
Rudder
To prevent taxiing or take-off with the pins installed,

ALWAYS remove them in the reverse order; i.e. Rudder
first, Elevator-Aileron next, and Throttles last.
When installing the control locks, insert the throttle locking

pin through the control pedestal to hold the throttles
closed, the elevator-aileron pin through the pilot's control
column assembly, and the rudder pin (the largest of the
three pins) through the pilot's rudder pedals.
If you use a tug to tow the airplane, never exceed the For added convenience and safety, the control lock
towing limits marked on the nose gear casting. When assembly chain has a placard attached to it reminding you
spotting the airplane, don't push on the propeller or control of the proper sequence.

TIE-DOWN -20°F
section, operates in a temperature range of to +
165°F.
It will accept a charge anywhere in this range.
The best protection for your airplane when left outside is
to follow proper tie-down procedures. To tie down your Nickel cadmium batteries are significantly different from
airplane securely, use the following steps. lead acid batteries. When service is required for your nickel
cadmium battery, it is recommended it be serviced at your
1. Chock the wheels fore and aft. authorized BEECHCRAFT Parts and Service Outlet.
2. Install the control locks.
3. Tie each wing with a rope or chain through its mooring MAGNETOS
eye.
Ordinarily, the magnetos will require only occasional
4. Tie the tail with a rope or chain through the tail adjustment, lubrication, and breaker point replacement.
mooring eye. This work shouÏd be done by your Beechcraft Sales and
Service outlet.
NOTE
Never tighten the tie-down lines so tight that

the shock struts compress or the nose wheel CAUTION
raises. If the rear line is too tight, the nose will
rise and the angle of attack increased to the A special breaker grounding spring on the 1200
point that high winds will produce lift. series magnetos shorts the primary lead at all
times when the magneto switch terminal is
disconnected at the magneto. However, in the
SERVICING interest of safety, it is recommended that the
spark plug leads be disconnected or the cable
EXTERNAL POWER outlet plate removed from the rear of the
magneto during maintenance operations.
Located in the outboard side of the left nacelle, the
external power receptacle accepts a standard AN type plug
to supply power for ground checks, air conditioner PROPELLERS
operation, or starting assist.
Since propellers will pick up loose pieces of rock or debris
If the unit does not have a standard AN plug, check the from the ramp and runway, the blades should be checked
polarity and connect the positive lead from the external periodically for damage. Minor nicks in the leading edge of
power unit in the center post and the negative lead to the blades should be filed out and all edges rounded, since
front post of the airplane's external power receptacle. The cracks sometimes start from such defects. Use fine emery
smallest of the three pins is a locating guide pin. cloth for finishing the depressions. Your daily inspection
should include examination of blades and spinner for visible
damage or cracks and inspection for grease or oil leakage.
CAUTION
At engine overhaul, a complete disassembly and inspection
A negative ground auxiliary power source is of the propeller is recommended, with appropriate
required. If the polarity of the power source is replacement and refinishing of parts.
unknown, turn all switches OFF. Then, with
the auxiliary power source connected and Proper adjustment of the governors and propellers will
operating, depress the voltmeter button; the produce the following:
indication should be positive.
Static rpm 3350 ± 50 @45 in. Hg M.P. (Std. Day)
-
1/2° +0°
On aircraft serials LD-317 and after, the electrical system is Low Pitch 18 @ 30-inch station
-1/2°
87° ± 1/2°
protected against damage from an external power unit with Full Feather -
@ 30-inch station
reversed polarity by the external power relay. If the Low rpm (High Pitch) 2400 -
polarity of the external power unit is reversed the reverse Feathering rpm 2325 -
polarity protection circuit will not close, thus preventing

the current flow to the aircraft. In operating situations, some variations from these rpm
figures may be experienced due to wind loads, altitude, and
BATTERY other aerodynamic variables. Consistent variation, however,
would indicate the need for maintenance checks conducted
The 24 volt, nickel-cadmium battery, located in the nose under standard conditions.

PROPELLER UNFE A THER / NG performed. For more detailed servicing of the wheels and
ACCUMULA TOR brakes refer to the BEECHCRAFT King Air Shop Manual.
To ensure proper operation, the propeller unfeathering Segmented Carrier . 300 Worn Brake
accumulator should be checked periodically for correct and Lining .......
pressure. To check the air pressure, position the propeller '·
controls for high rpm to exhaust the oil from the

accumulators. Maintain the pressure at 100 ± 5 psi. The
accumulators are located on the outboard side of each Piston Housing
firewall. Direction of
Movement
LANDING GEAR Adjuksted
.019
JA CKING . 016 Clearance
A three-point jack-pad system has been provided in the BRAKE ADJUSTER

Queen Air. The two aft pads are located on the center
section rear spar inboard of each nacelle. The forward jack
pad is located near the aft edge of the nose wheel well, to T/RES
the left of the fuselage center line. Jack points have been
provided on each landing gear so that the wheels can be When servicing sidewall inflating tubeless tires, use the
raised individually for changing tires or making minor brake following procedure:
repairs. 1. Lubricate the end of the inflation needle by
pressing it against the glycerine-saturated pad in the case.
SHOCK STRUT
2. Lubricate the guide hole of the colored valve with
To check the hydraulic fluid level in the air-oil shóck strut, the needle.
first release the air pressure through the filter valve- 3. Insert the lubricated end of the inflation needle
into the guide hole of the colored valve with a rotary
WARNING motion.
NOTE
Never attempt to remove the filler plug until all
air pressure is released.
Be sure that the valve opening is well lubricated
before inserting the needle. The needle should
Remove the filler valve and bring the fluid level up to the
never be inserted dry. DO NOT FORCE THE
bottom of the gage tube with MIL-H-5606 hydraulic fluid.
NEEDLE. If it doesn't enter easily, relubricate.
Replace the filler plug.
Inflate the main strut to 3 inches.
4. Inflate the tire using a standard air chuck.
Inflate the nose strut to 3 to 3.5 inches.
The airplane should be empty, except for oil and fuel when Nose Gear Tire 40 to 45 psi.
-
inflating the struts. Main Gear Tire 46 to 50 psi.

-
BRAKES OIL SYSTEM

Brake lining adjustment is automatic, eliminating the need
for periodic take-up adjustment of the brake clearance. To To service the 4 gallon oil tank located in the top of each
check brake wear, apply brake pressure, push in on the nacelle, open the quick release access door on the top of
lining wear indicator, and if the end of the indicator is flush the nacelle and remove the filler cap. A dip stick attached
with the face of the lining wear indicator bushing, a to the filler cap indicates the oil level in the tank. Under
complete set of new lining should be installed. normal operating conditions the oil level should be
maintained at the maximum level of 3.5 gallons.
Check the hydraulic fluid level in the brake reservoir
regularly and, when low, fill with MIL-H-5606 hydraulic Change the oil every 100 hours under normal conditions,
fluid to within one inch of the top. using only the oil recommended in the Oil Viscosity Chart
below. Oil grades listed in the Oil Viscosity Chart are
recommendations only, and vary with individual
HEA VY DUTY TYPE BRAKES
circumstances.
Each wheel brake is equipped with (3) automatic brake Clean the oil filter every 50 hours and at every oil change.
clearance adjusters that maintain running brake clearance. To clean the filter, unscrew the filter cover and remove the
These are adjusted when new brakes or new linings are filter assembly from the oil pump. Next, remove the disc
assembled and require no adjustment while installed on the retainer nut and disassemble the filter disc. Clean the filter
airplane. Wear of the brake linings can be checked by dises with solvent, Federal Spec. PD680, check them for
measuring the distance between the carrier lining and the damage, and note the amount and kínd of solid material
piston housing (see illustration). Wheneverthis distance is trapped by the filter. Reassemble and install the filter discs
greater than .30 inch, a brake -inspection should be in the pump. Tighten the filter to finger tightness in the
Queen Air BSO Supplemental Data 10-5

O/L VISCOS/TY CHART
Average Ambient MIL-L-6082B Ashless Dispersant

Air Temperature Grade MIL-L-22851
60°F SAE 40 or SAE 50

Above SAE 50
30° 90°F SAE 40

to SAE 40
0° 70°F SAE 40 or SAE 30
to SAE 30
10°F SAE 20 SAE 30
Below
A.D. Ashless Dispersant
filter chamber, then torque it to 40-50 inch-pounds. Do not On LD-270 through LD-279 service the inboard tank
over-torque the body; deformation may result, changing the through the filler neck in the upper center section of each
flow characteristics of the filter. Install the filter cover with wing and the outboard wing tanks through a single filler
a new gasket, tightening it to 100-200 inch-pounds torque. neck in the upper outboard section of each wing.
Until recently, Lycoming has approved only straight In both cases, use only fuels recommended in Consumable
mineral base aviation grade, nondetergent oil. Some Materials. Ground the refueling hose to one of the
aviation additive type oils, including the ashless dispersant airplane's grounding jacks before beginning to transfer fuel.
types, are now recommended. When a change to an additive Secure the filler cap immediately after servicing each tank.
type oil is made, the following recommendations should be
observed. Drain condensed water from the main and wing tanks at the
drain points.
CAUTION
Under no circumstances should such materials NOTE

as
" top cylinder lubricates," "dopes," or
"carbon removers" be used. These products Never leave the fuel tanks completely dry or
may cause damage to the engine, and their the cell inner liners may dry out and crack
presence in an engine will void the owner's permitting fuel to diffuse through the walls of
warranty. The use of automobile lubricants is the cell after refueling. If the cell is left empty
also grounds for rejection of any warranty for a week or more, spray the inner liner with a
claims. Any lubricating oil, either straight light coat of engine oil.
mineral or compounded, must conform with
Lycoming Specification No. 301E.
At least every 50 hours, inspect and clean the fuel selector
A new or recently overhauled engine may operate on valve strainer in each wheel well with either acetone or
straight mineral oil up to the first 50 hours until normal oil methylethylketone.
consumption is obtained. When changing from straight
mineral oil to dispersant oil, do not mix the oils. After five
operating hours, drain the crankcase and check the oil filter .
CAUTION
for evidence of sludge or plugging. If the filter shows signs
of plugging, change the oil after each ten operating hours Do not permit acetone or methylethylketone
until sludge conditions improve, after which normal oil to contact rubber "O" rings or gaskets, these
drain periods may resume. substances cause rubber to expand.
An all climate synthetic aircraft engine lubricant, Anderol

456H, is approved by Lycoming. Owners desiring detailed At each 100-hour inspection remove the fuel strainer from
information concerning the use of Anderol 456H should the injector regulator assembly and clean in acetone or
consult Lycoming Service Letter No. L147. Anderol 456H methylethylketone. The strainer is located opposite the
must be used in accordance with the provisions specified in regulator assembly fuel inlet. After reinstalling the strainer,
this service Letter, check for leaks. Any fuel lines or fittings disconnected for
maintenance purposes should be capped.
FUEL SYSTEM
Clean the servo fuel line filter every 300 hours or more
On LD-280 both the outboard and inboard wing
and after, frequently as conditions wairant. Remove the cone shaped
tanks of each side of the system may be serviced through filter and wash in PD680 solvent, methylethylketone, or
the filler neck in the upper outboard section of each wing. acetone.
10-6 Oueen Air BSO Supplemental Data

PRESSURE SYSTEM (LD-362 and After) The second set of points will then be effective. The vibrator
and igniters are incorporated in a single sealed unit which
plugs into the rear of the ignition coil. Access to the
The pressure system incorporates four filters (a pump vibrator and ignition is through the right radio
intake and an in-line filter for each side of the system). The compartment door and requires the removal of the
pump intake foam rubber section screen filter should be outboard radio compartment floor panel.
washed with soap and water every 100 hours of normal
operation. If the aircraft is operated in dusty conditions the Fuel pressure to the heater, drawn from the left engine
filters should be cleaned more often. The in-line filter is pump, is controlled by a fuel pressure regulator mounted
located between the pressure regulator and the instruments. on the left side of the nose wheel well. The heater fuel line
This filter should be changed every 500 hours of operation. is equipped with a solenoid valve in the nose wheel well and
a second solenoid valve in the left engine compartment. The
two valves prevent any seepage of fuel from the line into
the heater when the heater is not operating.
VACUUM SYSTEM (LD-270 through LD-361) Three heat sensing elements are wired into the automatic
heat control system to set up a Wheatstone Bridge
arratigement. Comprising this bridge system are the outside
Servicing the vacuum system involves keeping the air sensing element, located on the rear face of the forward
instrument air cleaners, oil separators, and suction relief plenum assembly; the heater discharge sensing element,
valves clean. A maximum of two vacuum driven gyro mounted in the hot air exit duct of the rear plenum
instruments is connected to each instrument air cleaner. chamber; and the cabin air sensing element, positioned in a
The air cleaner, a sealed disposable unit, should be replaced panel overhead, just aft of the cockpit entry.
every 500 hours.
A temperature limit switch in the rear plenum hot air duct
200°F.
Remove and clean the vacuum system's oil separator cycles the system off when temperatures reach The
located on the forward side of the engine firewall near the system is further guarded by a thermoswitch that opens the
top, every 100 hours, To remove the separator, disconnect system's electrical circuits by blowing a 5-ampere fuse,
300°F.
the inlet, exhaust, and oil return lines and remove the bolts should temperatures reach
securing the separator to its mounting bracket. Plug the
outlets and fill the separator with solvent, PD680. Allow it
to soak, sloshing occasionally, and then drain. Dry with low HEA TER FUEL FIL TER ELEMENT CLEAN/NG
pressure air blast and then reinstall.
1. Remove the large square access plate located on
The suction relief valve, located on the lower aft side of the the lower side of the left wing center section just inboard of
engine firewall, acts as a vacuum regulator. Frequency of the nacelle. The filter is located forward of the spar.
cleaning the valves varies with the airplane operating
conditions. Often, when the suction relief valves appear to 2. Cut the lockwire from the filter bowl and body.
need adjusting to lower the vacuum, cleaning the screen will
correct the problem without adjusting the entire system. 3. Remove the filter bowl and element.
Remove the valve for cleaning by disconnecting the lines 4. Clean the element with solvent, Specification
from the valve and removing the retaining nuts. Clean the PD680 or equivalent, and blow dry with compressed air.
valve with solvent, PD680, dry with compressed air, and
reinstall. For vacuum system adjustment procedures, check 5. Reinstall the element and bowl. Safety the bowl
the QueenAir Shop Manual. with lockwire.
6. Reinstall the removed access plate.
HEATING SYSTEM
OXYGEN SYSTEM
The heater ignition unit is equipped with two sets of igniter
points that are controlled by the auto-manual switch. One
set of points is connected into the circuit when the aircraft Your Queen Air can be equipped with an oxygen system
is delivered. This set is on continuously when the switch is that is supplied by one of three cylinders. The available
positioned on MAN or AUTO. After 1000 hours of aircraft cylinder capacities are: 22 cubic feet, 48 cubic feet, and 64
operation, the heater igniter circuit should be modified as cubic feet. The cylinders are mounted either on the rear
noted in the wiring diagram section of the QueenAir Shop face of the aft cabin bulkhead, or under the nose baggage
Manual.

compartment floor. The regulator automatically reduces before washing or waxing.
the system pressure of 1800 psi to a suitable working
pressure at the outlets. The airplane should be washed with a mild soap and water.
Loose dirt should be flushed away first with clean water.
The filler valve for the forward system is on the aft Harsh, abrasive or alkaline soaps or detergents which could
bulkhead of the nose compartment and is accessible for cause corrosion or make scratches should never be used.
servicing by opening the right nose compartment door. The
aft system is serviced through its filler valve, located to the
left on the rear cabin bulkhead. To charge the oxygen CAUTION
system, remove the protective cap from the filler valve and
attach the fitting from an oxygen recharging cart. Do not apply wax or polish for a paint cure
period of 90 days after delivery. Waxes and
polishes seal the paint from the air and prevent
CAUTION curing. For uncured painted surfaces, wash only
with cold or lukewarm (never hot) water and a
Inspect the filler connection for cleanliness mild nondetergent soap. Any rubbing of the
before attaching it to the filler valve. Be sure painted surface should be done gently and held
that your hands, tools, and clothing are very to a minimum to avoid scratching the paint
clean and free from grease and oil, since these film.
contaminants will ignite when in contact with
pure oxygen under pressure.
Soft cleaning cloths or a chamois should be used to prevent
scratches when cleaning and polishing. Any good grade
Open the cylinder supply valve on the airplane and fill the automobile wax may be used to preserve painted surfaces.
system slowly by adjusting the recharge rate with the
pressure regulating valve on the cart. When the pressure To remove stubborn oil and grease, use soft cloth
gage on the cylinder reads 1800 psi, close the pressure dampened with naphtha, then rewax and polish.
regulating valve and replace the protective cap on the filler
valve.
INTERIOR CLEANING
ANTI-ICE SYSTEM FLUID FLOW
The seats, rugs, upholstery panels, and headlining should be
The purpose of the anti-ice system is to prevent the vacuum cleaned frequently to remove as much surface dust
formation of ice on the propeller blades during flight. The and dirt as possible.
prevention of icing is accomplished by wetting the blades
with isopropyl alcohol anti-ice fluid. The system consists of Commercial foam type cleaners or shampoos can be used to
a supply tank, pump, filter, quantity transmitter and clean rugs, fabrics, or upholstery. However, be sure to
indicator, check valves, slinger rings, circuit breaker, control follow the cleaner manufacturer's instructions.
rheostat and anti-ice boots.
The anti-ice tank is located in the left wing, inboard of the

nacelle, just forward of the main spar. The tank has a CLEANING PLEXIGLASS WINDOWS
capacity of 3 U.S. gallons of anti-ice fluid (See Consumable
Materials). Access to the tank filler cap is through an access Since the plexiglass in the windows can be easily scratched,
door in the upper wing skin. Check the fluid level and refill extreme care should be used in cleaning it. Never wipe the
if necessary before each cold weather flight. The tank windows when dry. First, flush the surface with clean water
should be drained and flushed twice a year. or a mild soap solution, then rub lightly with a grit-free soft
cloth, sponge, or chamois. Use trisodium phosphate
completely dissolved in water to remove oil and grease film.
To remove stubborn grease and oil deposits, use hectane,
CLEANING naphtha, or methanol. Rinse with clean water and avoid
prolonged rubbing.
EXTERIOR CLEANING NOTE
Prior to cleaning the exterior, cover the wheels, making Do not use gasoline, benzine, acetone, carbon
certain the brake dises are covered; attach pitot covers tetrachloride, fire extinguisher fluid, deicing
securely. Install plugs in, or mask off, all other openings. Be fluid, or lacquer thinners on plexiglass
particularly careful to mask off both static air buttons windows. They soften and craze the surface.

DEICE BOOT CLEANING the surface of the boots as this will tend to remove the
special graphite surfacing. Also remember when servicing
Check the surfaces of the deice boots for indication of the airplane that the deice boots are made of soft, flexible
engine oil after servicing and at the end of each flight. stock which may be damaged if gasoline hoses are dragged
Remove any oil spots with a non-detergent soap and water over the surface of the boots or if ladders and platforms are
solution. Exercise care during cleaning to avoid scrubbing rested against them.

o
RECOMMENDED SERVICING SCHEDULE
LOCATION MATERIALS
INT ERVAL ITEM (Letters refer to Lubrication (Number refers to item on
Points Diagram) Consumable Materials)
Preflight Engine oil level (Check) Top of each nacelle (2)
Fuel tank drains (2 drains) Outboard section, each wing

Fuel strainer drains (2 drains) LD-280 and after, inboard wing section.
(4 drains) LD-270 through LD-279, inboard and
outboard wing section
Fuel selector valve strainers Wheel wells
Fuel tanks (service) Each wing, outboard section LD-280 and after (1)
Each wing, outboard and inboard LD-270
through LD-279
Every 50 Hrs. Firewall fuel filter (clean) Wheel wells (13)

Oil screen (clean) Lower left side of engine (13)
Lube Landing gear retract system
shaft bearings Under floorboards, center section (K) (6)
Lube nose wheel steering mechanism Nose wheel well (L) (6)
Lube main landing gear grease
fittings (8 zerks) Main wheel wells (M) (6)
-n
Lube main landing gear retract
grease fittings (10 zerks) Main wheel wells (M) (6)
Every 100 Hrs. Fuel strainers (2 strainers) LD-280 and after, wing center section. (13)
c (4 strainers) LD-270 through LD-279, inboard
-
and outboard wing section (13)
Suction relief valve filter
(clean) Top right side of nacelle (13)
Pitot static lines (drain) Center section of wing leading edge
Propeller unfeathering
accumulator (check) Forward side of each firewall, outboard 100 lbs pressure
Drain Engine oil Each wheel well (2)
Landing gear struts Top of each strut (11)
Lubricate propeller hub Front of each engine (B) (7)
Lubricate rudder trim tab tube Rudder (E) (4)
Lubricate rudder trim hinge Rudder (E) (10)
Lubricate elevator trim tab
control tube Inboard side of elevators (F) (4)
Lubricate elevator trim tab
hinges (one each elevator) Aft edge of elevator (F) (10)
Lubricate landing gear retract chains Nose wheel well and under floorboards (K) (10)
100 Hrs.
(Cont'd) Lubricate landing gear manual
extension mechanism Under floorboard (K) (3)
Lubricate landing gear limit
switch screw and nut In cabin under floorboards (K) Mix 45 grams of
Molykote Z/Ib
of Mil-G-10924
grease
Lubricate landing gear door
hinges and retract linkage Wheel wells (L) (M) (4)
Lubricate landing gear wheel
bearings Landing gears (L) (M) (8)
Lubricate emergency exit door
mechanism Emergency exit door (N) (15)
Every 200 Hrs. Lubricate trim tab controls Cockpit (A) (4)
Lubricate control column linkage Cockpit (C) (4)
Lubricate rudder pedals and bellcrank Cockpit (D) (4)
Lubricate rudder trim tab actuator Rudder (E) (7)
Lubricate elevator trim tab actuators Elevators (F) (7)
Lubricate aileron trim tab actuators Each wing forward of the aileron (G) (7)
Lubricate alleron control quadrant Cabin, under floorboards (H) (4)
Lubricate aileron control bell cranks At ailerons, outer wing (I) (4)
Lubricate cabin door latching mechanism Cabin door (0) (4)
very 50D Hrs c t ak te Wheel wel Hastings IJ4-7
Every 1000 Hrs. Lubricate flap actuator 90o drives

drive shafts, and flap gear box In cabin under floorboards, and center wing (9) (7)
sections (J)
Lube Landing gear retract actuator
jackscrews Wheel wells (L) (M) (6)
As Required Service oxygen reservoir Nose compartment, right side (17)

Brake fluid reservoir Nose compartment, right side (11)
Static line drains Access panel in upholstery (after exposure to

under subpanel beside copilot visible moisture
in the air or on the
ground)
LUBRICATION DIAGRAMS
E
A K Hi N F
D B M i i
LUBRICATIONPOINTS
INDEX NO. LOCATION LUBRICANT INTERVAL IN HRS.
8 ENGINE CONTROLS
Linkage (All moving parts) MIL-G-21164 As required for
proper operation
PROPELLER MIL-G-25537 100

- Propeller Hub MIL-G-10924
TRIM TABS
- Controls
MIL-L-7870 200
DETAIL A DETAIL B
B80-604-5A
LUBRICATION POINTS
INDEX NO. LOCATION LUBRICATION INTERVAL IN HRS.
CONTROL COLUMN
Linkage MIL-L-7870 200
DETAIL C
DETAIL D
RUDDER PEDALS AND BELLCRANK
Pedal and Bellcrank Linkage MIL-L-7870 200
B80-604-5B

LUBRICATION POINTS
RUDDER-ELEVATOR-AILERON I
Rudder Trim Tab Tube MIL-L-7870 100
g Rudder Trim Tab Actuator MIL-G-10924 Ž00

Rudder Trim Hinge Mix MIL-G-6711 Graphite with 100
naphtha into a paste and apply
with a brush.
Elevator Trim Tab Actuator MIL-G-10924 200
Elevator Trim Tab Control Tubes MIL-L-7870 100
Elevator Trim Tab Hinges Mix MIL-G-6711 Graphite 100
with naphtha into a paste
and apply with a brush.
DETAIL E
DETAIL F
DETAIL G
INDEX NO, LOCATION LUBRICANT INTERVAL IN HRS.
Aileron Trim Tab Actuator MIL-G-10924 200
B80-604-5C

LUBRICATION POINTS
AILERON CONTROL SYSTEM
Aileron Quadrant MIL-L-7870 200

Alleron Bell Cranks MIL-L-7870 200
DETAIL H
DETAIL I
B
E
DETAIL J
E BH - -
FLAP CONTROL SYSTEM

Screw Jack MIL-O-6068 Oil As required
- Flap Actuator 90° Drives MI L-G-21164 1000
g Flap Actuator Drive Shafts MI L-G-10924A

MIL-G-10924A
1000
Flap Gear Bo× 1000
B80-604-SD

LUBRICATION POINTS
LANDING GEAR RETRACT SYSTEM
Retract Chains Mix MIL-G-6711 Graphite with

naphtha into a paste and apply
with a brush.
or
100
PETROCHEM CHAIN LIFE
Lubrication
DETAIL K
Manual Extension Mechanism VV-L-800 100

Limit Switch Screw and Nut Mix 45 grams Molykote 100
Z per pound of MIL-G-
10924 grease. Wipe off
all excess.
Shaft Bearings MIL-G-7711 50
BBO-604-5E
LUBRICATION POINTS
NOSE LANDING GEAR

Door Hinges and Retract Linkage MIL-L-7870 100
g Grease Fittings MIL-G-7711 100
g Wheel Bearings MIL-G-3545 or MIL-G-81322 100
g Nose Wheel Steering Mechanism

Jackscrew
MIL-G-7711
MIL-G-21164
50
1000
Retract Actuator
DETAIL L
NOTE
When lubricating the lower or upper strut bushing,

jack the nose wheel up and shake and rotate the
wheel to assure that the lubricant penetrates the
contacting surfaces of the bushing.
DETAIL M
BSO-604-5F
MAIN LANDING GEAR

Grease Fittings MIL-G-7711 50
g Wheel Bearings MIL-G-3545 or MIL-G-81322 100
g Retract Grease Fittings MIL-G-7711 50
g Retract Actuator Jackscrew MIL-G-21164

MIL-L-7870
1000
Door Hinges and Retract Linkage 100

LUBRICATION POINTS
EMERGENCY EXIT
Door Mechanism Molybdenum Disulfide 100
MIL-M-7866
DETAIL N
DETAIL O
CABIN DOOR
Latching Mechanism MIL-L-7870 200
BBO-604-5C
CONSUMABLE MATERALS
The vendor products appearing in this table have been selected at random to help field personnel determine products
conforming to the military specifications in this publication. The brand names are listed for ready reference and are not
specifically recommended by Beech Aircraft Corporation. Any product which conforms to the referenced specification may
be used.
ITEM MATERIAL SPECIFICATIONS VENDOR PRODUCTS
1. Fuel, Engine 100/130 (Green) Octane, if not

available, use 115/145 (Purple)
2. Oil, Engine MIL-L-6082B

MI L-L-22851
3. Lubricating Oil (Special VV-L-800 Gulflite Oil No. 7,

Preservatives) Gulf Oil Corp.
Pittsburg, Pennsylvania
4. Lubricating Oil (general MIL-G-7870 Esso Aviation

purpose low temperature) Instrument Oil, Esso Std. Oil Co.
15 West 51st Street
New York, New York
Gulflite Oil 6, Gulf Oil Corp.

P.O. Box 1166
Pittsburgh 30, Pennsylvania
5. Lubricating Oil, Aircraft MIL-L-6082 Conoco Aero Oil No. 1065

Reciprocating (Piston) Continental Oil Co.,
Engine Ponca City, Oklahoma
Phillips 66 Aviation
Engine Oil, Grade 1065,
Phillips Petroleum Co.,
Bartlesville, Oklahoma
Skelflite No. 100, Skelly

Oil Co., El Dorado, Kansas
Avrey 10V1100, Socony Mobil

Oil Co., Inc., 150 East 42nd
Street, New York, N.Y. 10017
Or any approved aircraft

engine oil(gradedat 1100
or 1065).
6. Lubricating Grease MIL-G-7711 Regal AFB 2, Texaco inc.,

(General Purpose) 135 East 42nd Street, New
York 17, N.Y.
Aeroshell Grease No. 6,

Shell Oil Co., 50 West 50th
Street, New York 20, N.Y.
22442, International
Lubricants Co., New Orleans, La.

CONSUMABLE MATERIALS Continued
7. Lubricating Grease MIL-G-10924 Supermit Grease No. A72832,

(Aircraft and Instruments, MIL-G-25537 American Oil Co., 910 South
Low and High Temperature) Michigan Avenue, Chicago, Ill.
Royco 27A, Royal Lubricants

Co., River Road, Hanover, N.J.
Aeroshell Grease 7, Shell

Oil Co., 50 West 50th. St.
New York 20, N.Y.
8. Lubricating Grease MIL-G-3545 or Mobil Grease 28, Mobil Oil

(High Temp.) MIL-G-81322 Corp. Shoreham Bldg.
Washington D.C. 20005

Oil Co., 50 West 50th St.,
New York 20, N.Y.
9. Lubricating Grease, MIL-G-21164 TG-4727, Texaco, Inc.

Graphite 135 E.42nd St.
New York 17, New York

Oil Co., 50 West 50th Street
New York, N.Y.
10. Graphite, Lubricating MIL-G-6711 or GP-38, National Carbon Co.

"Petrochem Chain Life" New York, N.Y.
Ashland Chemical Co.,

P.O. Box 2260 Santa Fe
Springs, California 90670
11. Hydraulic Fluid MIL-H-5606 Brayco 756D, Bray Oil Co.,

3344 Medford Street,
Los Angeles 63, California
PED 3565, Standard Oil Co.,

of California, 225 Bush
Street, San Francisco 20,
California
12. Anti-Ice Fluid TT-I-735 Sherwood & Co., Wichita, Kansas
13. Solvent PD680
14. Soap Solution, Oxygen MIL-L-25567

System, Leak-Testing
15. Lubricant, Molybdenum MIL-M-7866 Molykote Z, Wilco Inc.

Disulfide Wichita, Kansas
Molykote Z, Standard Oil of

Kentucky
Molykote Z, Hasket Seals

Glendale, California

CONSUMABLE MATERIALS (Continued)
15. (Continued) Molykote Z, Alpha Molykote

Corp. Stanford, Conn.
Moly-Pauf Number 4, K.S.

Paul Products Ltd.
London, England
16. Oxygen Thread Compound MIL-T-5542 No. 15, Rector Well Equipment
Anti-Seige and Sealing, Co., Houston, Texas
Oxygen Systems
Dag 217, Acheson Colloies

Co., Port Huron, Michigan
Key Abso-Lute, Type B,

Key Co., East St. Louis,
lilinois
17. Aviator's Breathing Oxygen MIL-O-27210
18. Naphtha TT-N-95
19. Methyl Ethyl Ketone MIL-M-13999
20. Thread Locking Compound Stud Loc, Loctite Corp.

Newington, Conn.
21. Mix 45 Grams of Item 15

Per Pound of item 7
22. Lubricating Oil, Gear MIL-L-10324A Trojan Gear Oil 6086M

or MIL-L-6086 Cities Service Oil Co.,
Grade M New York, New York
Aeroshell Fluid 5M,

Shell Oil Co., 50 West
50th Street, New York, N.Y.
L-1195, Sinclair
Refining Co., 600 Fifth
Avenue, New York, N.Y.
NOTES
1. If 100/130 (Green) octane fuel is not available, 115/145 (Purple) octane fuel may be used as an alternate. Never use
91/96 octane fuel.
2. Mix item 10 with naphtha and apply with a brush.
3. Precautions should be taken when using MIL-G-23827 and MIL-G-7711, since these greases contain chemicals harmful to
painted surfaces.
4. Flap track rollers (pre-lubed sealed bearings). Pressure lubricate at 1000 hour inspection using MIL-G-23827 lubricating
grease.

APPROVED ENGINE OILS
COMPANY BRANDIDENTIFICATION
Delta Petroleum Company Incorporated *Global

. . . . . . . . . . . . . . Concentrate A
Enjay Chemical Company *Paranox 160

. . . . . . . . . . . . . . . . . . . . and 165
Mobil Oil Corporation . . . . . . . . . . . . . . . . . . . . . RT-451, RM-173E, RM-180E
Shell Oil Company *Shell Concentrate A

. . . . . . . . . . . . . . . . . . . . . Code 60068
*Aeroshell W120
*Aeroshell W80
Texaco incorporated . . . . . . . . . . . . . . . . . . . .
*TX-6309
*Aircraft Engine Oil Premium AD120
*Aircraft Engine Oil Premium AD80
American Oil and Supply Company *PQ Aviation

. . . . . . . . . . . . . . . Lubricant 753
*Chevron
Chevron Oil Company . . . . . . . . . . . . . . . . . . . . Aero Oil Grade 120
*Esso Aviation Oil E-120

Humble Oil and Refining Company . . . . . . . . . . . . . . .
*Enco Aviation Oil E-120

*Esso Aviation Oil A-100
*Enco Aviation
Oil A-100
*Esso Aviation
Oil E-80
*Enco Aviation Oil E-80
*Chevron Aero Oil Grade 120

Standard Oil Company of California . . . . . . . . . . . . . . .
Castrol Oils, Incorporated . . . . . . . . . . . .

***Castrolaero 113, Grade 1065
. . . . . .
***Castrolaero 117, Grade 1100
Champlin Oil and Refining Company . . . . . . . . . . . . . . .

***Grade 1065
***Grade 1100
***Chevron
Chevron Oil Company . . . . . . . . . . . . . . . . . . . Aviation Oil 65
***Grade
1100
Continental Oil Company . . . . . . .

***Conoco Aero Oil 1065
. . . . . . . . . . .
***Conoco
Aero Oil 1100
***Avrex 101/1065
Mobil Oil Corporation . . . . . . . . . . . . . . . . . . .
***Avrex 101/1100
Phillips Petroleum Company . . . . . . . . . . . . . . . . .

***Phillips 66 Aviation
Engine Oil, Grade 1065
***Philips 66 Aviation
Engine Oil Grade 1100

APPROVED ENGINE OILS (Continued)
COMPANY BRAND IDENTIFICATION
Shell Oil Company ***AEROSHELL Oil 65

***AEROSHELL Oil 100
*Ashless
Dispersant Oils
***Straight Mineral Oils
The vendor products appearing in this table have been selected at random to help field
' personnel determine products conforming to the specifications in this publication. The
brand names are listed for ready reference and are not specifically recommended by Beech
Aircraft Corporation. Any product which conforms to the referenced specification may be
used.
Queen Air BSO Supplemental Data 10-23

LAMP REPLACEMENTGUIDE
Location Number
AftDomeLight ....................... 303
Beacon, Rotating . . . . . . . . . . . . . . . . . . . . G7740, 1939
CabinCourtesy .......................1495
CabinDoorWarning ...................... 327
CabinReading .......................1495
CabinSign ........................ 327
CockpitDome .......................1524
CockpitRed ........................ 307
Compass ......................... 327
FuelControlPanel ...................... 327
FuelLowLevelWarning .................... 327
Instrument Overhead . . . . . . . . . . . . . . . . . . . . . 307
InstrumentPost ....................... 327
Landing .........................4596
LandingGearPosition ..................... 327
Map ..........................1524
Map(ControlColumn) .....................1495
Navigation,Wing.......................A4174
Navigation, Tail . . . . . . . . . . . . . . . . . . . . .
A2064-1683
Nose,Taxi ........................4587
Outside Air Temperature . . . . . . . . . . . . . . . . . . . . 334
OxygenOuantity ...................... 327
StallWarning........................ 313
Threshold ........................ 313
Wing,Ice ....................... A7796A24

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BE ECH

P/N 50-590211-3 PUBLISHED BY PARTS AND SERVICE OPERATIONS

LIST OF EFFECTIVE PAGES

Original . . . . . . . . . . . . . . October 5, 1972

FAA Title Page . . . . . . . . . . . . . See FAA Flight Manual Log of Revisions

i through ii . . . - - . . . . . . . . . See FAA Flight Manual Log of Revisions

FAA Log of Revisions . . . . . . . . . . . See FAA Flight Manual Log of Revisions

Sections I through IV . . . . . . . . . . . See FAA Flight Manual Log of Revisions

Section V . . . . . . . . . . .See FAA Flight Manual Supplements Log of Revisions

7-1 through 7-19 · - · - · · - - . . . - . . . . . . Original

8-1 through 8-11 - - - - - - - - . . . . . . . . . . . . . Original

9-1 through 9-20 - - - - - - - - - - - . . . . . . . . . . Original

10-1 through 10-24 . . . . - · - - - - - · · · · - - . . . . Original

NOTE: The asterisk denotes pages in the current revision.

USE OF THE MANUAL

SECTIONS OF THE MANUAL

PILOT'S OPERATING MANUAL REVISION RECORD

Queen Air B80 Pilot's Operating Manual a

A/RPLANE FLIGHT MANUAL SUPPLEMENTS REVISION RECORD

In an effort to provide you with as complete coverage as possible, applicable to any

b Queen Air B80 Pilot's Operating Manual

M Mach Number is the ratio of true airspeed to the speed of sound.

control will not overstress the airplane.

Vc The design cruising speed.

V The best angle of climb speed.

Vy The best rate of climb speed.

Station Pressure Actual atmospheric pressure at field elevation.

Queen Air B80 Pilot's Operating Manual c

from ground meteorological sources or Trok inflight temperature

ISA International Standard Atmosphere in which

ICAO International Civil Aviation Organization

CONTROL AND INSTRUMENT TERIVIINOLOGY

d Queen Air B80 Pilot's Operating Manual

CHART AND GRAPH TERMINOLOGY

Demonstrated The demonstrated crosswind velocity is the velocity of the crosswind

Accelerate-stop The distance required to accelerate an airplane to a specified speed and,

Landing Weight The weight of the aircraft at landing touch-down.

MEA Minimum enroute IFR altitude.

Queen Air B80 Pilot's Operating Manual e

f Queen Air B80 Pilot's Operating Manual

FAA REVISION LOG

FAA NORMAL PROCEDURES

FAA EMERGENCY PROCEDURES

FAA AIRPLANE FLIGHT MANUAL SUPPLEMENTS

SUPPLEMENTAL OPERATIONAL DATA

WEIGHT AND BALANCE

Queen Air B80 Pilot's Operating Manual 9

Mfr's Serial No.

Date of Approval October 5, 1972

FAA REVISION LOG

SECTION II, NORMAL PROCEDURES

AFTER STARTING AND TAXI . . . . . . . . . . . . . . . .

LEANING (FUEL FLOW INDICATOR) . . . . . . . . . . . . . . .

SHUTDOWN .... .....

USING EXTERNAL POWER . . . . . . . . . . . . . . . . .

EMERGENCY STATIC AIR SOURCE . . . . . . . . . . . . . .

ELECTROTHERMAL PROPELLER DEICE . . . . . . . . . . . . .

PROPELLER AND WINDSHIELD ANTI-lCE SYSTEM

RIGHT PITOT HEAT, FUEL VENT HEATERS, AND

ALTITUDE COMPENSATING SYSTEM DURATION . . . . . . . . . .

SECTION 111,EMERGENCY PROCEDURES

SINGLE-ENGINE BEST RATE-OF-CLIMB SPEED . . . . . . . . . . .

SINGLE-ENGINE BEST ANGLE-OF-CLIMB SPEED . . . . . . . . . .