ka350_350c_ptm.pdf

FlightSafety International, Inc.Marine Air Terminal, LaGuardia Airport

Flushing, New York 11371(718) 565-4100

www.FlightSafety.com

KING AIR350/350C

(Model B300/B300C)PRO LINE 21

PILOTTRAININGMANUAL

REVISION 0.2

The best safety device in any aircraft is a well-trained crew. REVISION 0.2

KING AIR 350/350C(Model B300/B300C)

PRO LINE 21PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY


NOTICE

The material contained in this training manual is based on informationobtained from the aircraft manufacturers Pilot Manuals andMaintenance Manuals. It is to be used for familiarization and trainingpurposes only.

At the time of printing it contained then-current information. In theevent of conflict between data provided herein and that in publicationsissued by the manufacturer or the FAA, that of the manufacturer or theFAA shall take precedence.

We at FlightSafety want you to have the best training possible. Wewelcome any suggestions you might have for improving this manual orany other aspect of our training program.

Courses for the King Air 300/350C are taught at the following FlightSafety LearningCenter:

FlightSafety InternationalWichita Hawker Beechcraft Learning Center9720 E. Central AvenueWichita, KS 67206Phone: (316) 612-5300Toll-Free: (800) 488-3747Fax: (316) 612-5399

Copyright 2011 by FlightSafety International, Inc. All rights reserved. Printed in the United States of America.

INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Revision............... 0 .............. August 2008Revision............... .01 ......... October 2009Revision............... 0.2 .........February 2011

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

*Zero in this column indicates an original page.

Page *RevisionNo. No.

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CONTENTS

Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS

Chapter 3 LIGHTING

Chapter 4 MASTER WARNING SYSTEM

Chapter 5 FUEL SYSTEM

Chapter 6 AUXILIARY POWER UNIT

Chapter 7 POWERPLANT

Chapter 8 FIRE PROTECTION

Chapter 9 PNEUMATICS

Chapter 10 ICE AND RAIN PROTECTION

Chapter 11 AIR CONDITIONING

Chapter 12 PRESSURIZATION

Chapter 13 HYDRAULIC POWER SYSTEMS

Chapter 14 LANDING GEAR AND BRAKES

Chapter 15 FLIGHT CONTROLS

Chapter 16 AVIONICS

Chapter 16A WIDE AREA AUGMENTATION SYSTEM (WAAS)

Chapter 17 OXYGEN

Chapter 18 MISCELLANEOUS SYSTEMS

Chapter 19 MANEUVERS AND PROCEDURES

Chapter 20 WEIGHT AND BALANCE

Chapter 21 FLIGHT PLANNING AND PERFORMANCE

Chapter 22 CREW RESOURCE MANAGEMENT

WALKAROUND

APPENDIX A

APPENDIX B

ANNUNCIATOR PANELS

1-i

CHAPTER 1AIRCRAFT GENERAL

CONTENTS

Page

INTRODUCTION............................................................................................................... 1-1

GENERAL ........................................................................................................................... 1-2

Configuration................................................................................................................. 1-5

Specifications ................................................................................................................. 1-6

DOORS.................................................................................................................................. 1-8

Airstair Entrance........................................................................................................... 1-8

Emergency Exits ......................................................................................................... 1-10

Cargo Door.................................................................................................................. 1-11

350C Airstair Entrance .............................................................................................. 1-11

FLIGHT DECK ................................................................................................................ 1-12

Seats.............................................................................................................................. 1-12

Instruments/Controls.................................................................................................. 1-13

CABIN FEATURES ......................................................................................................... 1-20

Seats.............................................................................................................................. 1-20

Toilet............................................................................................................................. 1-20

AC Power..................................................................................................................... 1-21

BAGGAGE COMPARTMENT ...................................................................................... 1-21

CONTROL SURFACES................................................................................................... 1-22

GENERAL OPERATING INFORMATION............................................................... 1-23

Preflight Inspection..................................................................................................... 1-23

Tiedown and Securing ................................................................................................ 1-23


KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

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Taxiing .......................................................................................................................... 1-24

Servicing Data ............................................................................................................. 1-26

LIMITATIONS................................................................................................................... 1-26

Airspeed Limitations.................................................................................................. 1-26

Weight Limits .............................................................................................................. 1-26

Maximum Operating Limits ...................................................................................... 1-28

Maximum Outside Air Temperature Limits............................................................ 1-28

General Limitations.................................................................................................... 1-28

Cracked or Shattered Windshield............................................................................. 1-28

Crack in Side Window (Cockpit or Cabin) ............................................................. 1-29

Miscellaneous Airspeeds............................................................................................ 1-29

QUESTIONS...................................................................................................................... 1-31


1-ii FOR TRAINING PURPOSES ONLY

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1-iii

ILLUSTRATIONS

Figure Title Page

1-1 King Air 350........................................................................................................... 1-2

1-2 Dual Aft Strakes.................................................................................................... 1-3

1-3 King Air 350 General Arrangement ................................................................... 1-4

1-4 King Air 350 Cabin Seating Arrangement......................................................... 1-5

1-5 King Air 350 Dimensions ..................................................................................... 1-7

1-6 Airstair Door ......................................................................................................... 1-8

1-7 Door Lock .............................................................................................................. 1-8

1-8 Plunger-Out/Plunger-In ........................................................................................ 1-9

1-9 Visual Inspection Ports ......................................................................................... 1-9

1-10 Emergency Exit .................................................................................................. 1-10

1-11 Emergency Exit Placards ................................................................................... 1-10

1-12 Overhead Light Control Panel .......................................................................... 1-14

1-13 Glareshield ........................................................................................................... 1-14

1-14 Left Instrument Panel......................................................................................... 1-15

1-15 Right Instrument Panel ...................................................................................... 1-15

1-16 Center Instrument Panel .................................................................................... 1-16

1-17 Pilot Subpanels .................................................................................................... 1-17

1-18 Copilot Subpanels ............................................................................................... 1-17

1-19 Center Pedestal.................................................................................................... 1-18

1-20 Circuit Breaker PanelRight Console ............................................................ 1-19

1-21 Fuel Control PanelLeft Console.................................................................... 1-19

1-22 Passenger Seats.................................................................................................... 1-20

1-23 Toilet Seat............................................................................................................. 1-20



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1-iv FOR TRAINING PURPOSES ONLY

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1-24 Flight Control Locks........................................................................................... 1-22

1-25 Preflight Inspection............................................................................................. 1-23

1-26 Tiedowns............................................................................................................... 1-24

1-27 Turn Radius and Danger Areas......................................................................... 1-25

1-28 Service Data......................................................................................................... 1-27


1-1FOR TRAINING PURPOSES ONLY

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INTRODUCTIONThis training manual provides a description of the major airframe and enginesystems in the King Air 350 Pro Line 21 aircraft. Information on the cargo (350C)and extended range (350ER) models is also included. This manual is an instruc-tional aid. Its material does not supersede, nor is it meant to substitute for, any ofthe manufacturer operating manuals. Changes in aircraft appearance or systemoperation are covered during academic training and subsequent revisions to this manual.

This introductory chapter presents an overall view of the aircraft for familiariza-tion. Information includes general specifications and limitations, cabin features,and general cockpit layout.

CHAPTER 1AIRCRAFT GENERAL

GENERALThe King Air 350 is a high performancepres sur i zed tw in -eng ine turboprop(Figure1-1). The aircraft is equipped forday or night IFR conditions and flight intoknown icing conditions in and out of smallairports within operating limits stated in thePilot Operating Handbook.

FL 381, 383 and subsequent aircraft havethe Pro Line 21 avionics package. In late20 07, the 350ER was cer t i f ied . I t hasadditional nacelle fuel tanks, heavy-weightlanding gear, and a maximum takeoffwe ight inc rease. The 350ER has anextended range of 2,300 nm (4,260 km)and eight hour endurance.

The structure is an all aluminum low-wingmonoplane with fully cantilevered wings

and a T-tail empennage. The wings are anefficient, high-aspect ratio design. Theairfoil provides an excellent combinationof low drag for cruise conditions and easyhandling for low speed terminal or smallairport operations. The NASA-designedwinglets further improve performance.

All Pro Line 21 aircraft also include dual aftstrakes (Figure1-2). The wing/body vorticesnormally disrupt airflow under the aftfuselage. This creates drag. The strakeseliminate this separation by channeling thevortices and accelerating the air. They are,in effect, pushing the aircraft through the air.

The dual strakes eliminate or raise yawdamper limits to increase dispatch reliabil-ity. They permit flight with the yaw damperoff until 19,000 ft.


1-2 FOR TRAINING PURPOSES ONLY

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Figure 1-1. King Air 350 (Sheet 1 of 2)



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The faired-oval nacelle on each side of thewing center section houses the engine andlanding gear. The nace l les maximizepropeller-to-ground clearance, minimizecabin noise, and provide a low drag instal-lation of the powerplants on the wing. Thepitot-type intakes and smaller frontal areaof the exhaust stacks reduce drag to alsoboost performance.

The distinctive T-tail provides improvedaerodynamics, lighter control forces, and awider center-of-gravi ty range. Model350ER has an increased rudder area.

The fuselage is a conventional monocoquestructure with high strength aluminumalloys. The basic cross-sectional cabin is afavorable compromise between passengercomfort and efficient cruise performance.The squared-oval cabin allows passengersto sit comfortably. The floors are flat fromside to side for passenger ease in enteringand leaving the cabin (Figure 1-3).

Figure 1-2. Dual Aft Strakes

Figure 1-1. King Air 350 (Sheet 2 of 2)



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24

23

1

6

22

21 20

19

18

17

163

15

14

5

13

12

1110

987

64

53

2

1. Weather Radar Antenna2. Communications, Navigation and Radar Equipment3. Outboard Flap Section4. Ground Escape Hatch5. Inboard Flap Section6. Liquid Storage Cabinet7. Lavatory Privacy Curtain8. Belted Lavatory9. Pressurization Safety and Outflow Valves10. Oxygen Bottle11. Emergency Locator Transmitter12. Elevator Trim Tabs

13. Rudder Trim Tab14. Baggage Area15. Airstair Door16. Aileron Trim Tab17. Box Section Fuel Tanks18. Leading Edge Fuel Tanks19. Auxiliary Fuel Tank20. Wing Ice Check Light21. Nacelle Fuel Tank22. PT6A Turboprop Engine23. Heated Pitot Mast24. Landing and Taxi Lights

Figure 1-3. King Air 350 General Arrangement



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CONFIGURATION The King Air 350 is certificated for up to 17people (15 passengers and 2 crew), butnormal corporate configuration is 9 to 11(Figure 1-4).

In addition to the standard configurations,Beechcraft offers optional items that areavailable at additional cost and weight.

Basic specifications are detailed below.Refer to the appropriate aircraft POH fordetailed, up-to-date information.

Figure 1-4. King Air 350 Cabin Seating Arrangement

SPECIFICATIONS CrewFAA Certificated ........................ 1

Except where otherwise prescribedby the appropr ia te opera t ing regulat ions, one pi lot wi th FAAapproved passenger seating config-ura t ions o f n ine or l e s s ; o r one pilot and one copilot for all otherapproved configurations.

OccupancyMax. FAA Cert. (with crew) ................................................ 17

PassengersNormal Configuration .................... 9 to 11

EnginesP & W Turboprop,1050 SHP ................................ 2 PT6A-60A

Propellers4 Blade, Reversible.................................... 2 Hartzell

Landing GearRetractable, Tricycle, Dual Main Wheels .... Hydraulic

Wing Area .................................... 310 sq. ft.

Cabin and Entry Dimensions Cabin Width (Max) .................... 54 inches

Cabin Length (Max between pressurebulkheads) .................... 24 feet, 10 inches

Cabin Height (Max) .................. 57 inches

Airstair Entrance Door Width (Min) .......................... 26.75 inches

Airstair Entrance Door Height (Min) ............................ 51.5 inches

Cargo Door Width ...................... 49 inches

Cargo Door Height .................... 52 inches

Pressure Vessel Volume ................................ 443 cubic feet

Potential Cargo area volume ................................ 303 cubic feet

Specific Loadings Wing Loading: 48.4 pounds per square foot

Power Loading: 7.14 pounds per shafthorsepower.

Figure 1-5 illustrates the King Air 350dimensions.



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Figure 1-5. King Air 350 Dimensions



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DOORS

AIRSTAIR ENTRANCE The cabin entry airstair door is on the leftside of the fuselage, just aft of the wing(Figure 1-6). The swing-down door, hingedat the bottom, provides a convenientstairway for entry and exit.

Two of the four steps are movable andautomatically fold flat against the door inthe closed position.

A self-storing platform that automaticallyfolds down over the doorsill when the dooropens provides a stepping platform fordoor seal protection. A plastic encasedcab le suppor t s the door in the openposition. It also provides a handhold and ameans to c lose the door f rom ins ide.Additional handhold cable is available asan option.

A hydraulic damper permits the door tolower gradually. Because excessive weightcould damage the door attach fitting, nomore than one person should be on theairstair door at a time.

The door can be locked with a key forsecurity on the ground.

Airstair Locking Mechanism Either one of two vertically staggeredhandles, one inside and one outside, lock thedoor. The handles are mechanica l lyinterconnected. When either is rotated perplacard instructions, two bayonet pins oneach side of the door and two hooks at thetop engage the door f rame to secure the door.

Opening the DoorA button next to the door handle must be depressed before the handle can berotated to open the door. As an additionalsafety measure, a differential pressure-sens i t ive d iaphragm is in the re lease button mechanism.

Securing the DoorTo secure the airstair door inside, rotate thehandle clockwise as far as it will go. Therelease button should pop out. The handleshould be pointing down (Figure 1-7).

Figure 1-7. Door Lock

Figure 1-6. Airstair Door



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Attempt to rotate the handle counter-clockwise without depressing the releasebutton to check security. The handle shouldnot move.

Next lift the folded airstep just below thedoor handle. Ensure that the safety lock isin position around the diaphragm shaft whenthe handle is in the locked position. Toobserve this area, depress a red switch nearthe window. This illuminates a lamp insidethe door (Figure 1-8).

If the arm is properly positioned around theshaft, proceed to check indication in each ofthe visual inspection ports near each cornerof the door. Ensure the green stripe on thelatch bolt is aligned with the black pointerin the visual inspection port (Figure 1-9).

To check the upper door hook engagement,view the hooks through two inspectionopenings in the headliner just above thefore and aft upper corners. To illuminate thehook engagement a reas, depres s theCABIN DOOR HOOK, OBSV LT SWbutton be tween the two inspec t ionopenings in the headliner.

Never attempt to unlock or checkthe security of the door in flight.If the CABIN DOOR annunciatorilluminates in flight, or if the pilothas any reason to suspect the doormay not be secure ly locked ,instruct all occupants to remainseated with seatbelts fastened.Reduce cabin pressure to thelowest practical value (consider-ing a l t i tude f i r s t ) . Af ter thea i rc ra f t has made a fu l l - s toplanding, a crewmember shouldcheck the security of the airstairdoor. Perform the Cabin DoorAnnunciator Circuitry Check inthe POH Normal Proceduressection prior to the first flight ofthe day. If any condition specifiedin this procedure is not met, DONOT TAKE OFF.

WARNING

Figure 1-9. Visual Inspection Ports

PLUNGER-OUT

PLUNGER-IN

Figure 1-8. Plunger-Out/Plunger-In



1 AIRCRAFT GENERAL

EMERGENCY EXITS The emergency exits are on the left and rightside of the fuselage at the forward ends ofthe passenger compartment (Figure 1-10).

From inside, release the hatches with theEXIT-PULL pull-down handle. From theoutside, a flush-mounted, pullout handlereleases the hatches. The nonhinged, plug-type hatches can be removed completely fromthe frame into the cabin when the latches arereleased (Figure 1-11).

The hatch can be locked so that it cannotbe removed or opened from the outside.The hatch is locked when the lock leverinside is in the down or locked position.

When the aircraft is parked, lock the hatchfor security. Prior to flight, the lock levershould be in the up or unlocked position toallow removal of the hatch from the outsidein an emergency.

Removal of the hatch from inside is possibleat all times with the EXIT-PULL handlebecause it is not locked by the lock lever. Anexit lock placard on the lock lever can beread when the lever is in the locked position.

PUSH

EMERGENCY EXIT

INSIDE

OUTSIDE

EXIT-PULL

1. PULL HANDLE2. PUSH IN AFTER RELEASE

Figure 1-11. Emergency Exit PlacardsFigure 1-10. Emergency Exit



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CARGO DOOR A large, swing-up cargo door is hinged at thetop to provides access for loading largeitems. Two handles operate the door locksystem. One is in the upper aft area of thedoor, and the other is in the lower forwardarea of the door. Two separate access coversmust be opened to operate the two handles.

There are no lock handles on the outsideof the cargo door. It can be opened andclosed only from inside the aircraft.

To move the upper aft handle out of thelocked position, depress the black releasebutton in the handle. Then rotate the yellowhandle upward as far as it will go. Thismovement transmits via cables to twohollow, crescent latches on the forward sideand two on the aft side. The latches rotateto release latch posts in the cargo door frame.

To move the lower lock handle out of thelocked position (forward), lift the orangelock hook from the stud and rotate thehandle aft as far as it will go. This movementtransmits via linkage to four latch pins onthe bottom of the cargo door. The pins moveaft to disengage latch lugs at the bottom ofthe cargo door frame.

After unlocking the bottom latchpins, close the forward lock handleaccess cover. If this cover is leftopen, it rotates on its hinge untila portion of it extends below thebottom of the cargo door whenthe cargo door is opened. Whenthe cargo door is subsequentlyclosed, the access cover breaks.

To open the cargo door after it is unlocked,push out on the bottom of the door. Afterthe cargo door is manually opened a fewfeet, gas springs raise the door to the fullyopen position.

To close the cargo door, pull it down andinboard. The gas springs resists the closingeffort until the door is only open a few feet.Then, as the springs move over center, theybegin applying a closing force to the door.

An inflatable rubber seal around the perime-ter of the cargo door seats against the doorframe when closed. When the cabin ispressurized, air seeps into the rubber sealthrough small holes in the outboard side ofthe seal. The higher the cabin differentialpressure, the more the seal inflates. This isa passive seal system and has no mechani-cal connection to a bleed air source.

Never attempt to unlock or checkthe security of the door in flight.If the door annunciator illumi-nates in flight, or if the pilot hasany reason to suspect the doormay not be secure ly locked ,instruct all occupants to remainseated with seatbelts fastened.Reduce cabin pressure to thelowest practical value (consider-ing a l t i tude f i r s t ) . Af ter thea i rcra f t has made a fu l l - s toplanding, a crewmember shouldcheck the security of the airstairdoor. Per form the Circu i t ryCheck in the POH NormalProcedures section prior to thef i r s t f l i gh t o f the day. I f anycond i t ion spec i f i ed in th i sprocedure is not met, DO NOTTAKE OFF.

350C AIRSTAIR ENTRANCEThe airstair door is built into the cargodoor. It is hinged at the bottom and swingsdownward when opened. The stairway isbuilt onto the inboard side.

Two of the stairsteps fold flat against thedoor when it is closed. When the door isopened, a self-storing platform automati-cally folds down over the door sill to protectthe rubber door seal.

WARNING

CAUTION



1 AIRCRAFT GENERAL

A hydraulic damper ensures the doorswings down slowly when it opens. Whilethe door is open, a plastic-encased cablethat serves as a handrail supports the door.Additionally, this cable is used when closingthe door from inside.

An inf latable rubber seal around theperimeter seats against the door frame asthe door is c losed. When the cabin ispressurized, air seeps into the rubber sealthrough small holes in the outboard side ofthe seal. The higher the cabin differentialpressure, the more the seal inflates. This isa passive-seal system with no mechanicalconnection to a bleed air source.

The outside door handle can be locked witha key, for secur i ty o f the a i rc ra f t on the ground.

Only one person should be onthe airstair door stairway at any one time.

Locking MechanismRotating either outside or inside doorhandle locks the door. The handles movesimultaneously. Three hollow, crescentlatches on each side of the door rotate tocapture or release latch posts in the cargodoor to secure the airstair door. Whenlocked, the a i rs ta i r door becomes anintegral part of the cargo door.

Whether unlocking the door from outside orinside, depress and hold the release buttonadjacent to the door handle before rotatingthe handle. Inside, rotate the handle counter-c lockwise ; outs ide, rotate the handleclockwise. Unlocking the door is a two-handoperation requiring deliberate action.

The release button acts as a safety device toprevent accidental opening. As an additionalsafety measure, a differential-pressure-sensitive diaphragm is in the release-buttonmechanism. The outboard s ide of thediaphragm is open to atmospheric pressure;the inboard side opens to cabin air pressure.

As the cabin-to-atmospheric pressuredifferential increases, it becomes increas-ingly difficult to depress the release buttonbecause the diaphragm moves inboardwhen either the outboard or inside releasebutton is depressed.

FLIGHT DECK

SEATSThe pilot and copilot sit side by side inindividual chairs, separated by the controlpedestal. The seats are adjustable fore, aft,and vertically with release levers beneath theseats. Depressing the release lever on theside of the seat adjusts the angle of the seat.

A button on the lower inboard side of theseat back controls the firmness of the lowerseat back for lumbar control. After adjust-ing the seat back to a comfortable position,move forward on the seat to remove all theweight from the seat back. Hold the buttonin until the support fully inflates. Releasethe button and lean back in the seat. If thesupport is too firm, hold the button in untilthe desired degree of firmness is obtained.

Each seat has seat belts and inertia-typeshoulder harnesses. The shoulder harnessconsists of a Ystrap mounted to an inertiareel in the lower seatback. One strap isworn over each shou lder . The s t rapterminates with a fitting that inserts into arotary buckle.

CAUTION

Release the shoulder harness straps andinboa rd l ap be l t s imu l t aneou s l y byrotating the buckle release 1/8 of a turnin a clockwise direction.

The armrests have angular adjustment andvertical stowing. To stow the armrest, releasethe lever on its forward end and rotate thearmrest aft to the vertical position.

Sun VisorsEach crewmember has a sun visor. If thevisor is stowed, push straight back andallow the visor to rotate down. Move italong the track to desired place. Pivot itout near the windshield or window. Rotateknob clockwise to lock.

To change positions, rotate knob counter-clockwise to unlock. Then move to desiredlocation and position; relock.

To stow the visor, rotate knob counter-clockwise and then move it along the trackto recessed area of headliner. Pivot the visorup and press forward until the catch retainsthe assembly.

INSTRUMENTS/CONTROLSDue to conventional dual controls, theaircraft can be flown by either pilot. Thecontrols and instruments are arranged forconvenient single-pilot operation, or pilotand copilot crew.

The instrument panel poster that accompa-nies this manual illustrates a typical cockpitarrangement . The annunc ia tor panelchapter at the end of this manual locatesspecific annunciators and control panels.

Each system chapter describes in detail thecontrols and instruments appropriate tothat system.

Figures 1-12 through 1-21 i l lu s t ra te each section.



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Figure 1-12. Overhead Light Control Panel

Figure 1-13. Glareshield



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Figure 1-14 . Left Instrument Panel

Figure 1-15. Right Instrument Panel



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Figure 1-16. Center Instrument Panel



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Figure 1-17. Pilot Subpanels

Figure 1-18. Copilot Subpanels



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Figure 1-19. Center Pedestal



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Figure 1-20. Circuit Breaker PanelRight Console

Figure 1-21. Fuel Control PanelLeft Console



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CABIN FEATURES

SEATSPassenger seats are installed on continuoustracks mounted on the floor. A placard onthe horizontal leg cross brace denotes eachseat as FRONT or AFT FACING.

Al l pas senger sea t s have ad jus tab leheadrests and shoulder harnesses. The seatsare adjustable fore and aft (7 inches [17.8cm]) and laterally (2 1/2 inches [6.35 cm]).Seat backs may be adjusted for maximumcomfort. Some seats may swivel throughapproximately 45 (Figure 1-22).

A two-position lever on the forward face ofthe inboard armrest and a button on theinboard side of the armrest adjust the seats.Moving the lever upward releases the seat forfore and aft and/or lateral movement. Releasethe lever to lock seat in desired position.

Depressing the button adjusts the seatback.Release the button when the back is in thedesired position. If no weight is applied tothe seatback when the button is depressed,the seatback returns to the upright position.

Before takeoff and landing, lateral trackingseats should be in the outboard position, allseatbacks posi t ioned upright , and al lheadrests fully extended.

The inboard armrest on each seat can bestowed if desired. Lift the armrest to thefull-up position to unlatch the mechanism.Lower the armrest to stow.

To use the armrest, simply raise it to the full-up position. Then allow it to settle to thelocked position.

If the armrest does not lock in the upposition, cycle it fully down and back to theup position to reset the locking mechanism.

Foyer SeatA hinged seat cushion on the top of thetoilet forms an extra passenger seat whenthe toilet is not is use (Figure 1-23).

TOILETOn B350 models, the side facing toilet in thefoyer faces the airstair door. On B350Cmodels, the forward facing toilet is in thebaggage compartment. Raise the hingedlid to access the toilet.

If a Monogram electrically flushing toiletis installed, the sliding knife valve shouldbe open at all times except during servic-ing. Open the cabinet below the toilet toaccess the knife valve actuator handle.

Figure 1-22. Passenger SeatsFigure 1-23. Toilet Seat

Relief TubesA relief tube is in the seat shroud of the sidefacing toilet (B350) or on the baggagecompartment wall forward of the toilet(B350C). An optional relief tube may alsobe installed in the cockpit and stowed underthe pilot seat.

A valve lever is on the side of the relief tubehorn. When the tube is in use, the levermust be depressed at all times.

The relief tubes are for use during flight only.

AC POWER The aircraft has four AC power outlets toprovide 115 VAC for laptop computers.The outlets are on each side of the cabinbeneath the cabin tables. Access by liftingthe cover placarded 115 VAC.

One 115-volt, 60-Hz inverter powers theoutlets. The inverter is in the right centersection wing just outboard of the nacelle.The left generator bus supplies 28 VDC forthe inverter through the INVERTER circuitbreaker in the DC Power distribution panelunder the center aisle floor. A 115 VAC-5AMP c i rcu i t breaker ad jacent to theinverter protects its output.

For normal operation, input current to theinverter can vary from approximately 0.5amperes to approximately 20 amperesdepending on the load. The inverter iscapable of providing a continuous outputof 4 amperes.

The total electrical load connected to thefour outlets must not exceed 4 amperes.Excess load may cause the inverter inputcircuit breaker to open.

The inverter shuts down for input overvoltage, under voltage and high internaltemperature conditions. It automaticallyresets when the conditions are corrected.

The inverter also shuts down for an outputshort circuit. Following a short circuitshutdown, the inverter can be manually resetby cycling the furnishing switch off and on.

Furnishing SwitchA switch on the cockpit overhead panelcontrols the inverter. The two-positionswitch FURN ON/OFF is standard. Anoptional switch has the following positions:FURN COFFEE ON/FURN ON/OFF. Theinverter operates when the switch is inFURN ON or FURN COFFEE ON position.

BAGGAGE COMPARTMENTOn Model 350, the entire aft-cabin area aftof the foyer may be used as a baggagecompartment . A ny lon web res t ra ins loose items.

On Model 350C, a separate baggagecompartment i s a f t o f the passengercompartment. A partition separates it fromthe passenger area. The toilet is on the aftwall of the baggage compartment. A nylonweb restrains items.

Unless authorized by applicable Departmenof Transportation Regulations, do not carryhazardous material anywhere in the aircraft.Do not carry chi ldren in the baggagecompartment unless secured in a seat.

Secure baggage and other objects with websto prevent shifting in turbulent air.



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CONTROL SURFACES The King Air 350 has conventional aileronsand rudder. A T-tail horizontal stabilizerand elevator mounted at the extreme topof the vertical stabilizer. Conventional dualcontrols in the flight deck operate the cable-control surfaces.

Any time the aircraft is parked overnightor in windy conditions, install the ruddergust pin and control locks to preventdamage to the control surfaces and hingesor the controls (Figure 1-24).

Dual push rod actuators are installed on allpilot controlled trim tabs.



1 AIRCRAFT GENERAL

Figure 1-24. Flight Control Locks

GENERAL OPERATING INFORMATION

PREFLIGHT INSPECTION The preflight inspection procedure has beendivided into five areas as shown in Figure1-25. The inspection begins in the flightcompartment, proceeds aft, then movesclockwise around the aircraft.

TIEDOWN AND SECURING When the aircraft is parked overnight or dur ing h igh w inds, i t shou ld be securely moored with protective covers(Figure 1-26).

Place wheel chocks fore and aft of the maingear wheels and nose wheel. Using themooring points, tie the aircraft down withsuitable chain or rope. Install the controlsurface lock. Ensure flaps are up.



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Figure 1-25. Preflight Inspection

Secure the prope l le r s to preventwindmilling. This aircraft has free-spinningpropellers that could be hazardous if notrestrained. Allowing engine gears andbearings to windmill without lubricationis not a good practice. Install the engineinlet cover if there is blowing dust or rain.

Before towing the aircraft, release theparking brake (brake handle pushed in) justunder the left corner of the subpanel.Remove the rudder gust lockpin from thepinhole in the pilot floorboard. Seriousdamage to the tires, brakes, and steeringl inkage can resu l t i f these i tems are not released.

TAXIING The ground turning radii are predicated onthe use of partial braking action and differ-ential power. Locking the inside brake cancause tire or strut damage.

If the wingtip clears obstacles when turningthe aircraft, the tail also clears.

Because of the propeller windstream, an area directly to the rear of the enginescan be hazardous to persons or parkedaircraft when taxiing, turning, and startingthe engines. While the veloci t ies andtempera tures cannot be accura te lymeasured, exercise reasonable care toprevent incidents within these danger areas(Figure 1-27).



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PARKING BRAKE

PROPELLER TIEDOWNS

Figure 1-26. Tiedowns



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Figure 1-27. Turn Radius and Danger Areas



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SERVICING DATA The Handling, Servicing, and Maintenancesection of the POH outlines requirementsfor maintaining the King Air 350 in acondition equal to its original manufac-ture. This information sets time intervals atwhich the aircraft should be taken to aHawker/ Beechcraft Service Center forperiodic servicing or preventive mainte-nance. Al l l imi t s, p rocedures, sa fe typractices, time limits, servicing, and mainte-nance requirements contained in the POHare mandatory.

This section of the POH also includes aconsumable materia ls chart that l i s tsapproved and recommended materials forservicing the aircraft. The servicing datadiagram (Figure 1-28) lists and illustratesservicing points and materials required.This chart is for reference only and is alwayssuperseded by the POH information.

LIMITATIONSModel 350ER limitations are in parenthe-sis where applicable.

AIRSPEED LIMITATIONSManeuvering Speed (VA) 184 (182) KIAS

Max Flap Extension/Extended Speeds(VFE):

Approach ............................... 202 KIAS

Full Down .............................. 158 KIAS

Maximum Landing Gear Extended Speed(VLE)................................. 184 (182) KIAS

Max Landing Gear Operat ing Speeds(VLO)

Extension ................... 184 (182) KIAS

Retraction .................. 166 (164) KIAS

Air Min Control Speed (VMCA)

Propeller Feathered/Flaps Up ..................... 94 (101) KIAS

Propeller Feathered/Flaps Approach............ 93 (98) KIAS

Maximum Operating Speed

VMO ............................. 263 (245) KIAS

MMO....................................... 0.58 Mach

Airspeed Indicator DisplayRed line ............................................ VMCASolid red bar ........ Impending stallspeed

low speed cue

DN (white) ...................... Maximum speedpermissible with flaps

extended beyond approach

APP (white) .................. Maximum speedpermissible with flapsin approach position

Blue line .................................. One-engine inoperative best rate-of-climb speed

Solid red bar at top .............. VMO marker

WEIGHT LIMITS Max Ramp Weight .. 15,100 (16,600) lbs

Max Takeoff Weight 15,000 (16,500) lbs

Max Landing Weight 15,000 (15,675) lbs

Max Zero Fuel Weight 12,500 (13,000) lbs

Max Weightin Baggage Compartment: .......... 550 lbs

Max Weight in Wing Lockers ........ 300 lbs



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Figure 1-28. Service Data

MAXIMUM OPERATING LIMITSNormal Operation ...................... 35,000 ft

Yaw Damp System .... 5,000 or 19,000 ft (strakes)

With Aviation Gasoline:

Both Standby Pumps Operative 35,000 ft

Either Standby PumpInoperative ................................ Prohibited

Climb without crossfeed capability........................................ 20,000 ft

MAXIMUM OUTSIDE AIRTEMPERATURE LIMITSSea Level to 25,000 ft Pressure Altitude ...................... ISA +37 C

Above 25,000 ft Pressure Altitude ...................... ISA +31 C

GENERAL LIMITATIONSAcrobatic maneuvers, including spins, areprohibited.

Seat back of each occupied aft-facing seatmust be in the upright position and headrestfully extended for takeoff and landing.

All cargo must be properly secured by anFAA-approved cargo restraint system.Cargo must be arranged to permit freeaccess to all exits and emergency exits.

CRACKED OR SHATTEREDWINDSHIELDWindshields with a shattered inner ply havenumerous cracks that obstruct forwardvision. Small particles or flakes of glass canbreak free of the windshield and interferewith the crew's vision. These windshieldsmust be replaced prior to the next flightunless a special flight permit is obtainedfrom the local FAA Fl ight StandardsDistrict Office.

The fol lowing l imitat ions apply whencontinued flight is required with a crackedouter or inner ply of the windshield.

Flight limited to 25 flight hours

Crack(s) must not impair visibility

Crack(s) must not interfere with useof windshield wipers for flights requir-ing use of wipers

Windsh ie ld ant i - i ce must beoperational for f l ights into ic ingconditions

Following placard must be installed inview of the pilot:

Windshields that have cracks in both theinner and outer plies must be replacedprior to the next flight unless a specialflight permit is obtained from the localFAA Flight Standards District Office.



1 AIRCRAFT GENERAL

MAXIMUM AIRPLANE ALTI-TUDE IS LIMITED TO 25,000FEET. CABIN P MUST BEMAINTAINED BETWEEN 2.0AND 4.6 PSI DURING FLIGHT



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CRACK IN SIDE WINDOW(COCKPIT OR CABIN)The fol lowing l imitations apply whencontinued flight is required with a crackedouter or inner ply in any side window.These limitations do not apply to minorcompression-type chips (clamshell) thatmay occur on the milled edge of cockpitside windows. Refer to the maintenancemanual for the disposition of such chips.

Limited to 25 flight hours.

Flights must be conducted with cabindepressurized.

Following placard must be installed inclear view of the pilot:

MISCELLANEOUS AIRSPEEDS

Emergency Airspeeds 15,000(16,500) lbsModel 350ER airspeeds are in parenthesiswhere applicable.

One-Engine-Inoperative Best Angle-of-Climb (VXSE) .............................. 125 KIAS

One-Engine-Inoperative Best Rate-of-Climb (VYSE) .............................. 125 KIAS

Air Minimum Control Speeds (VMCA):

Flaps Up .................................... 94 KIAS

Flaps Approach ....................... 93 KIAS

One-Engine-Inoperative EnrouteClimb ............................................ 125 KIAS

Emergency Descent .................. 184 KIAS

Maximum Range Glide ............ 135 KIAS

Airspeeds for Safe Operation15,000 (16,500) Lbs Max Demonstrated Crosswind Component .................................... 20 KIAS

Two-Engine Best Angle-of-Climb (VX).................................... 125 (135) KIAS

Two-Engine Best Rate-of-Climb (VY) .................................. 140 (135) KIAS

Cruise Climb:

Sea Level to 10,000 feet 170 KIAS

10,000 to 15,000 feet ...... 160 KIAS

15,000 to 20,000 feet ...... 150 KIAS

20,000 to 25,000 feet ...... 140 KIAS

25,000 to 30,000 feet ...... 130 KIAS

30,000 to 35,000 feet ...... 120 KIAS

Turbulent Air Penetration ...... 170 KIAS

Intentional One-Engine Inoperative Speed(VSSE) .............................. 110 (135) KIAS

Overspeed WarningAn overspeed warning horn sounds whenthe airspeed exceeds the barber pole by nomore than 6 knots or .01 Mach, whicheveris less. A test switch on the copilot leftsubpanel a l lows the p i lo t to tes t theoverspeed warning prior to flight.

PRESSURIZED FLIGHT ISPROHIBITED DUE TO ACRACKED SlDE WINDOW.CONDUCT FLIGHT WITH THECABIN PRESSURE SWITCH INTHE DUMP POSITION



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INTENTIONALLY LEFT BLANK

1. Aircraft equipped with dual strakesrequire yaw damper operation above_________ feet:A. 13,000B. 15,000C. 19,000D. 20,000

2. Lateral-tracking seats must be in thefull _______ position for _______A. Outboard; takeoff only.B. Inboard; landing.C. Inboard; takeoff and landing.D. Outboard; takeoff and landing.

3. Illumination of the red master warningannunciator [DOOR UNLOCKED]indicates:A. The emergency escape hatch isopen or not secure.

B. The airstair door is open or notsecure.

C. The emergency or airstair door isopen or not secure.

D. Both the emergency and airstairdoors are open or not secure.

4. The maximum a l lowed operat ingaltitude limit is ________ feet.A. 30,000B. 35,000C. 37,000D. 41,000

5. The maximum a l lowed operat ingtemperature limit above 25,000 feet isISA + ______C.A. 25B. 27C. 31D. 37

6. Single pilot operations require:A. The pilot to use a headset with aboom microphone.

B. A flight attendant.C. Operations not to be conductedunder 14 CFR Part 135.

D. Operations only during Day VFR.

7. With appropriate equipment, the kindsof operations allowed:A. Permit flight at night.B. Prohibit flight at night.C. Permit f l ight in ice during dayoperations only.

D. Prohibit flight in ICE during nightoperations.

8. Passenger briefing cards are requiredat one per seat for:A. All operations.B. 14 CFR Part 135 operations.C. 14 CFR Part 135 operations without a flight attendant.

D. Single pilot operations only.

9. VXSE is _______ KIAS.A. 84B. 125C. 135D. 140

10. VMCA for Flaps Approach is ______KIAS.A. 85B. 93C. 94D. 140



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CHAPTER 2ELECTRICAL POWER SYSTEMS

CONTENTS

Page

INTRODUCTION............................................................................................................... 2-1

GENERAL ........................................................................................................................... 2-1

COMPONENTS ................................................................................................................... 2-2

Battery ............................................................................................................................ 2-2

Starter/Generators ........................................................................................................ 2-3

Ammeters....................................................................................................................... 2-5

CIRCUIT BREAKERS ...................................................................................................... 2-5

Buses ............................................................................................................................... 2-7

OPERATION ....................................................................................................................... 2-9

Protection ....................................................................................................................... 2-9

Starting ......................................................................................................................... 2-11

Normal Operation....................................................................................................... 2-13

EXTERNAL POWER ...................................................................................................... 2-16

EMERGENCY AND ABNORMAL INDICATIONS ................................................ 2-17

Battery.......................................................................................................................... 2-18

Circuit Breaker Tripped ............................................................................................. 2-19

Generators ................................................................................................................... 2-19

System Distribution Schematics................................................................................ 2-22

CIRCUIT BREAKER LISTING .................................................................................... 2-27

QUESTIONS...................................................................................................................... 2-31

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ILLUSTRATIONS

Figure Title Page

2-1 Basic Electrical Symbols....................................................................................... 2-2

2-2 Battery Installation ............................................................................................... 2-2

2-3 Starter/Generator Installation ............................................................................. 2-3

2-4 Pilot Subpanel........................................................................................................ 2-4

2-5 Overhead Light Control and Meter Panel......................................................... 2-5

2-6 Left Circuit Breaker Panel................................................................................... 2-5

2-7 Copilot Sidewall Circuit Breaker Panel ............................................................. 2-6

2-8 King Air 350 Electrical System Component Location ..................................... 2-7

2-9 Electrical System ................................................................................................... 2-8

2-10 BAT Switch ON................................................................................................... 2-11

2-11 Right Engine Start .............................................................................................. 2-12

2-12 Cross Generator Start ........................................................................................ 2-13

2-13 Both Generators On........................................................................................... 2-14

2-14 Both Generators On Generator Ties Open................................................ 2-15

2-15 External Power.................................................................................................... 2-16

2-16 BAT TIE OPEN.................................................................................................. 2-18

2-17 L/R GEN TIE OPEN......................................................................................... 2-19

2-18 L/R DC GEN Annunciators.............................................................................. 2-19

2-19 Dual Generator Failure...................................................................................... 2-21

2-20 Battery Off........................................................................................................... 2-22

2-21 Right Generator On ........................................................................................... 2-23

2-22 Bus Sense Test with Both Generator On......................................................... 2-24

2-23 Left Generator Bus Isolated ............................................................................. 2-25


2-24 Center Bus Isolated ........................................................................................... 2-26

2-25 Triple-Fed Bus Isolated ..................................................................................... 2-27

TABLES

Table Title Page

2-1 King Air 350 Load Management...................................................................... 2-20

2-2 Circuit Breakers.................................................................................................. 2-28


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INTRODUCTIONA thorough understanding of the aircraft electrical system eases pilot workloadin normal operations and prepares him for any electrical malfunctions that mayoccur. This chapter describes the electrical system components and operations sothe pilot can quickly locate switches and circuit breakers for appropriate correc-tive actions in abnormal and emergency situations.

GENERALThe electrical system is a 28-volt DC systemwith the negative lead of each power sourcegrounded to the main aircraft structure.Two s tar ter-generators connected inparallel and a battery provide the directcurrent.

An external power receptacle is availablefor an external power unit to provideelectricity while the aircraft is on theground.

Power from these sources is distributed tothe individual electrical loads with a multi-bus system. Each power source electrically

CHAPTER 2ELECTRICAL POWER SYSTEMS

connects to the distribution system throughrelays and line contactors. Bus tie relaysand individual bus relays interconnect the buses.

The electrical system provides maximumprotection against loss of electrical powerif a ground fault (or short) occurs.

The schematics in this chapter use basicelectrical symbols to illustrate the system.(Figure 2-1) provides a key to those symbols.

COMPONENTS

BATTERYThe battery for the King Air 350 is a 42-ampere-hour sealed lead acid battery. It isin the right wing center section in an air-cooled box (Figure 2-2).

The battery is used for engine starting andas a final redundant power source if bothgenerators fail.

To meet specified battery duration times,the battery charge current must be 10 ampsor less prior to takeoff. Takeoff with abattery charge current above 10 amps ispermitted at the discretion of the pilot.

The BAT switch and BAT BUS switch onthe pilot left subpanel control the battery.With both switches in OFF, the batterydisconnects from all electrical loads.

BAT BUS SwitchThe BAT BUS switch controls a remotecontrol c ircuit breaker in the batterycompartment that functions as a batterybus contactor.



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BATTERY

FUSE

CURRENT LIMITER(OR ISOLATION LIMITER) THIS ACTSAS A LARGE, SLOW-BLOW FUSE

DIODETHE DIODE ACTS AS A ONE-WAY"CHECK VALVE" FOR ELECTRICITY.(Triangle points in direction of power flow. Power cannot flow in opposite direction.)

CIRCUIT BREAKER

SWITCH - TYPECIRCUIT BREAKER

BUS TIE &SENSOR

RELAY OPEN

RELAY CLOSED

Figure 2-1. Basic Electrical Symbols

Figure 2-2. Battery Installation

When the switch is in the NORM position,battery power is applied to the battery bus.Because the battery bus powers such itemsas entry l ights and c locks, th is i s the normal position.

When the switch is in the EMER OFFposition, the remote control circuit breakeropens to isolate the battery from thebattery bus.

BAT SwitchWhen the BAT switch is in ON, it closes thebattery relay to apply power to the triple-fed bus. The battery bus tie closes to applypower to the center bus.

In the OFF position, both the battery relayand the battery bus tie relay open to discon-nect the battery from all buses except thebattery bus.

STARTER/GENERATORS The two 28-volt , 30 0-ampere s tarter /generators are dual-purpose, engine-driven

units (Figure 2-3). The unit is used as astarter to drive the engine during enginestart and as a engine-driven generator toprovide electrical power. A series starterwinding is used during starter operation; ashunt field winding is used during genera-tor operation.

The regulated output voltage of the genera-tor is 28.25 (0.25) volts with a maximumcontinuous load rating of 300 amperes.

In addition to the starter/generators, thegenerator sys tem cons i s t s o f contro lswitches, generator control units (GCU),line contactors and loadmeters.

Starter FunctionThe center bus provides starter powerthrough a starter relay. A three-positionIGNITION AND ENGINE START switchfor each engine on the pilot left subpanelcontrols the operations. Switch positionsare ON-OFF-STARTER ONLY.



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Figure 2-3. Starter/Generator Installation

Actuating a switch to either the STARTERONLY or ON position supplies a signal tothe start relay and generator field senserelay. The start relay energizes the starter.The generator field sense relay disablesthe shunt f ie ld to prevent generatoroperation during the start cycle. The starterdrives the compressor section of the enginethrough accessory gearing.

Generator FunctionThe generating function is self-excitingand does not require battery power foroperat ion. I t uses generator res idualvoltage for initial generator buildup.

GEN SwitchThe L GEN and R GEN switches in thepilot left subpanel are under the MASTERSWITCH gang bar (Figure 2-4). Switchpositions are GEN RESETONOFF.

Placing the switch momentarily in GENRESET and then releasing to the ONposition brings the generators on-line. In

the GEN RESET position, the generatorvoltage builds up to 28 volts and the linecontactor is open. When the generatorswitch is released to ON, the line contac-tor closes.

Generator Control Unit Two generator control uni ts (GCUs)control generator operation. The GCUbelow the center aisle floor makes constantvoltage avai lable to the buses duringvariations in engine speed and electricalload requirements.

The GCUs provide the following functions:

Voltage regulation/line contactorcontrol

Overvoltage/overexcitation protec-tion

Paralleling/load sharing

Reverse-current protection

Cross-generator-start current limiting



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Figure 2-4. Pilot Subpanel

Each o f these protec t ion fea tures i sdiscussed in detail in the Operation portionof this chapter.

AMMETERSLeft and right loadmeters on the overheadmeter panel display the load on eachgenerator (Figure 2-5).

Voltage on each bus may also be monitoredon the voltmeter with the VOLTMETERBUS SELECT swi t ch ad jacent to the voltmeter. Selector positions includeEXT PWR, CTR , L GEN, R GEN, TPL FED, BAT.

Move the selector switch to appropriateposition and then read the voltage on theadjacent loadmeter.

CIRCUIT BREAKERSDC power is distributed to the varioussystems via circuit breakers that protectmost of the components in the aircraft.Two of these circuit breaker panels are inthe cockpit. Each of the circuit breakers hasits amperage rating printed on it.

The smaller breaker panel is to the left ofthe pilot below the fuel management panel(Figure 2-6). The larger circuit breaker panelis on the copilot sidewall (Figure 2-7).



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Figure 2-5. Overhead Light Controland Meter Panel

Figure 2-6. Left Circuit Breaker Panel

A color-coded ring around each circuitbreaker indicates the bus to which thecircuit breaker connects. The triple-fed busand battery bus circuit breakers are color-coded yellow; left generator bus circuitbreakers are blue; right generator buscircuit breakers are green; and the standbybus circuit breakers are red.

Circuit breaker switches on the pilot rightsubpanel protect components such asex ter ior l i gh t ing and i ce pro tec t ionequ ipment . These sw i t ches have theamperage rating stamped on the end of the switch.

A typical listings of all buses and circuitbreakers is at the end of this chapter.

Procedures for handling tripped circuitbreakers and other related electrical systemwarn ings a re in the Emergency andAbnormal Procedures section of the PilotsOperating Handbook.

As a general rule if a nonessential circuitbreaker trips in flight, do not reset it .Resetting a tripped breaker could causefur ther damage to the component or system.

If an essential system circuit breaker suchas an avionics breaker trips, let it cool andthen reset it. If it fails to reset, do notattempt to reset it again. Take correctiveaction according to the procedures in theappropriate section of the POH.



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Figure 2-7. Copilot Sidewall Circuit Breaker Panel



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BUSESElectrical loads are divided among thebuses. Equipment on the buses is arrangedso that all items with duplicate functions(such as right and left landing l ights)connect to different buses (Figure 2-8).

In normal operation, all buses are automat-ically tied into a single-loop system whereall sources supply power through individ-ual protective devices.

Buses and ma in power sources a re the following:

Battery busBattery through aremote control circuit breaker

Left and right generator busLeftand right generators

Triple-fed busBattery and bothgenerators buses

Center busBoth generator busesand battery

The generator buses connect to the centerbus with the left and right bus tie relays. Thebattery connects through the battery bustie, which closes when the BAT switch is in

LEGEND ABBREVIATIONS USEDL = LEFT EPR = EXTERNAL POWER RELAYR = RIGHT STR/GEN = STARTER GENERATORB = BATTERY GEN CONT = GENERATOR CONTROLBT = BUS TIE EXT PWR = EXTERNAL POWERLC = LINE CONTACTOR CTR BUS = CENTER BUSSB = SUB BUS RG = RIGHT GENERATORSR = STARTER RELAY LG = LEFT GENERATORBB = BATTERY BUS RCCB = REMOTE CONTROL CIRCUIT BREAKERDFB = DUAL FED BUS

RLC

LSR

RSB

RSR

LBT

EXTPWR

EPR

BATTERY

BR

STR/GEN

STR/GEN

RGBUS

LGBUS TRIPLEFED

BUS

GENCONT

GENCONT

BBS

BS

RCCB

CTRBUS

BATTBUS

DUALFEDBUS

BBT

RBT

LLC

LSB

Figure 2-8. King Air 350 Electrical System Component Location

ON. The battery is then available for centerbus loads or recharging (Figure 2-9).

GEN TIES SwitchIn the OPEN position, both the left andright bus tie relays open to isolate bothgenerator buses from the center bus.

The NORM position allows automaticclosure of the left and right bus tie relayswhen either generator or external power

comes on line. If the battery is the only powersource on line, both generator bus ties opento isolate the left and right generator busesfrom the battery. Equipment that remainsoperational during battery only operationshas a white ring around the control switch.

Momentarily placing the MAN TIE switchin the MAN CLOSE position during batteryoperation closes both generator bus ties. Thebattery then powers the generator buses.



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R DC GENR GEN TIEOPEN

BAT TIEOPEN

MAN TIESCLOSE

L GEN TIEOPENL DC GEN

BUS SENSERESET

TEST

GEN TIESMAN CLOSE

OPEN

SPRINGLOADEDTO CENTER

SPRING LOADEDFROM MAN CLOSE

TO CENTER

LEVER LOCKOUT OF CENTER

TOGENERATORFIELD

LEFTGENERATOR

SWITCH

GENERATORCONTROL

LOAD METER

LEFTLINECONTACTOR

STARTER/GENERATOR

LEFTSTARTER

RELAY

275

250LEFT GEN BUS

TOGENERATOR

FIELD

RIGHTGENERATORSWITCH

GENERATORCONTROL

LOAD METER

RIGHTLINE

CONTACTOR

STARTER/GENERATOR

LEFTSTARTERRELAY

275

250RIGHT GEN BUS

RIGHTGENERATORBUS TIE

BATTERYBUS TIE

HED

CENTER BUSHED

RCCB

60

BATTSWITCH

FROM BAT BUS

EXT PWRRECEPTACLE

EXT PWRRELAY

275

BATTERY

BATTERYRELAY

60

20A

TRIPLE FED BUS

BATTERYAMMETER

DUAL-FED BUS

ESIS BATT BUSESIS BATT

BAT BUS

BAT BUSCONTROL

.5ABAT BUSSWITCHNORMAL

60

5

HED

Figure 2-9. Electrical System

The green advisory MAN TIES CLOSEannunciator illuminates to indicate thegenerator bus ties have been manuallyclosed during battery operation.

BUS SENSE SwitchBus current sensors sense current to eachgenerator bus from the center bus andcurrent to the center bus from the battery.

If either generator bus sensor senses a highcurrent condition, it opens the correspon-ding generator bus tie to isolate the bus.If the battery bus sensor senses a highbattery discharge current, it opens thebattery bus tie to isolate the battery. Thebattery bus sensor does not work duringengine starts and landing gear operation.

The BUS SENSE swi tch on the p i lotsubpanel resets and tests the sensors.

The RESET position resets the bus currentsensors if they have tripped because of atest or an actual high current condition.

The momentary TEST position opens thebus current sensors for the generator busties and battery ties. The yellow caution Land R GEN TIE OPEN and BAT TIEOPEN annunciators illuminate.

AVIONICS MASTERPOWER SwitchThree avionics buses are e lectr ica l lyconnected to the main distribution systemthrough avionics relays. The AVIONICSMASTER POWER switch on the pilotsubpanel controls these relays.

The ON position opens the control circuitso the relays are in their normally closedposi t ions. This suppl ies power to theavionics buses.

The OFF position applies control power tothe relays to disconnect the avionics buses.

The AVIONICS MASTER circuit breakerin the right circuit breaker panel providesthe power to control the avionics relays.

If the avionics buses become disconnectedas a result of a control circuit fault, theAVIONICS MASTER circuit breaker canbe pulled to restore power.

OPERATIONThe DC power distr ibut ion system iscommonly ca l led a t r ip le - fed sys tembecause most buses receive power fromthree sources.

The triple-fed bus powers many systems.Three sources (genera tor buses andbattery) power the triple-fed bus. It onlyreceives power; it does not transfer electric-ity from one part of a system to another.That is a function of the the center bus.Because of this arrangement, a backuppower source is available to most of theaircraft electrical systems.

In normal operation, all buses are automat-ically tied together so that the battery andtwo generators collectively supply powerthrough individual protective devices.

PROTECTIONThe bus tie system protects the electricalsystem from excessively high current flow.The abilities to isolate a bus and load shedare equally important protective features.The system automatically removes excessloads (generator buses) when the powersource is reduced to battery only.

When both generators fail, the generatorbus ties open to shed generator bus loads.The battery continues to power the center,triple-fed, and battery buses. If necessary,use the GEN TIE switch to manually closethe generator ties. This restores power to thegenerator buses.



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When load shedding occurs in flight, landas soon as practical unless the situationcan be remedied and at least one genera-tor brought back online. Refer to theAbnormal Indications discussion in thissection and emergency procedures sectionof the POH for more details.

GCU ProtectionVoltage Regulation/Line ContactorControl The generators are normally regulated to28.25 (.25) VDC. When the GEN switchis held in RESET, generator res idualvoltage is applied through the GCU to thegenerator shunt field. This causes genera-tor output voltage to rise.

When the switch is released to ON, the 28-volt regulator circuit takes over. It controlsthe generator shunt field to maintain aconstant output vol tage. The vol tageregulator circuit varies shunt field excita-tion to maintain a constant 28-volt outputfrom the generator for all rated conditionsof generator speed, load, and temperature.

When the GEN switch is released to ON,the GCU enables the line contactor controlcircuit. The GCU compares generator outputvoltage with aircraft bus voltage. If outputvoltage is within 0.5 volts of bus voltage, theGCU closes the line contactor to connect thegenerator to the aircraft bus. It also closesboth generator ties to connect the centerbus and generator buses. The generator cannow recharge the aircraft battery and powerall aircraft electrical loads.

When a generator fails or is turned off, theGCU opens the line contactor to isolate theinoperative generator from its bus.

Overvoltage/OverexcitationThe GCU provides overvoltage protectionto prevent excessive generator voltage toelectrical equipment. If a generator outputreaches the maximum allowable 32-volts,the overexcitation circuits of the GCU

detec t which generator i s produc ingexcessive voltage output and attempting toabsorb a l l e lectr ica l loads. The GCUoverexcitation circuit disconnects thatgenerator from the electrical system.

The overexcitation portion of the GCUactivates if generator voltage increaseswithout control, but does not reach anovervoltage condition. If the generator fieldreaches the limitation value, this circuitryremoves the affected generator from the bus.

Paralleling/Load Sharing The paralleling circuit averages the outputof both generators to equalize load levels.This feature is operative when both genera-tors are online.

The paralleling circuits sense the interpolewinding voltages of both generators toprovide an indication of the load. Thevoltage regulator circuits are then biasedup or down as required to increase ordecrease generator loads until both genera-tors share the load equally. The GCUsbalance loads to within 10%.

Reverse-Current Protection When a generator becomes underexcitedor cannot maintain bus voltage for somereason (i.e., low generator speed duringengine shutdown), it begins to draw current(reverse current) from the electricalsystem. The GCU senses reverse current bycomparing generator output voltage togenerator bus voltage. When bus voltageexceeds output voltage, the GCU opensthe line contactor to protect the generator.

Cross-GeneratorStart Current Limiting When the IGNITION AND ENGINESTART switch on the second engine isactivated to ON during a cross-generatorstart, a signal from the switch is applied tothe GCU of the operating generator.

This act ivates the cross-start currentlimiting circuit to limit output of the operat-ing generator to no more than 400 amps.This protects the 250-amp current limiteron the operating generator side.

When a starter is selected, the bus tiesensors are disabled to prevent them fromopening their respective bus tie relays.When using STARTER ONLY to motorthe engine, the same functions occur.

STARTINGWhen BAT switch is turned to ON (Figure2-10), the battery relay and battery bus tierelays c lose. Battery power is routed as follows:

Through the battery relay to thetriple-fed bus

Through the battery bus tie relay tothe center bus

To both s tarter re lays to permitstarting either engine



2 ELECTR

ICAL POW

ERSYSTEM

S


BAT TIEOPEN

MAN TIESCLOSE


BUS SENSERESET

TEST

GEN TIESMAN CLOSE

OPEN



TO CENTER


TOGENERATORFIELD

LEFTGENERATOR

SWITCH

GENERATORCONTROL

LOAD METER

LEFTLINECONTACTOR

STARTER/GENERATOR

LEFTSTARTER

RELAY

275

250LEFT GEN BUS

TOGENERATOR

FIELD


GENERATORCONTROL

LOAD METER

RIGHTLINE

CONTACTOR

STARTER/GENERATOR

LEFTSTARTERRELAY

275

250RIGHT GEN BUS


BATTERYBUS TIE

HED

CENTER BUSHED

RCCB

60

BATTSWITCH

FROM BAT BUS

EXT PWRRECEPTACLE

EXT PWRRELAY

275

BATTERY

BATTERYRELAY

60

20A

TRIPLE FED BUS

BATTERYAMMETER

DUAL-FED BUS


BAT BUS

BAT BUSCONTROL


60

5

HED

Figure 2-10. BAT Switch ON

Without generator or external power,neither generator bus is powered becausethe generator bus ties are normally openwhen only battery power is available.

The starter relay connects the battery to thestarter/generator during engine starts. Withone engine running and its generator online(Figure 2-11), the opposite engine can bestarted with power from the battery andoperating generator channeled through the starter relay. This is called a cross-generator start.

Normally one engine is started on batterypower alone; the second engine uses across-generator start (Figure 2-12).

The operating GCU limits its generatoroutput to no more than 400 amps during across-generator start. This ensures that the250-amp current limiter on the operatinggenerator s ide does not open due totransient surges.



2 ELECTRICAL POWER

SYSTEMS


BAT TIEOPEN

MAN TIESCLOSE


BUS SENSERESET

TEST

GEN TIESMAN CLOSE

OPEN



TO CENTER


TOGENERATORFIELD

LEFTGENERATOR

SWITCH

GENERATORCONTROL

LOAD METER

LEFTLINECONTACTOR

STARTER/GENERATOR

LEFTSTARTER

RELAY

275

250LEFT GEN BUS

TOGENERATOR

FIELD


GENERATORCONTROL

LOAD METER

RIGHTLINE

CONTACTOR

STARTER/GENERATOR

LEFTSTARTERRELAY

275

250RIGHT GEN BUS


BATTERYBUS TIE

HED

CENTER BUSHED

RCCB

60

BATTSWITCH

FROM BAT BUS

EXT PWRRECEPTACLE

EXT PWRRELAY

275

BATTERY

BATTERYRELAY

60

20A

TRIPLE FED BUS

BATTERYAMMETER

DUAL-FED BUS


BAT BUS

BAT BUSCONTROL


60

5

HED

Figure 2-11. Right Engine Start



2 ELECTR

ICAL POW

ERSYSTEM

S

In addition, while a starter is selected, thebus tie sensors are disabled to prevent themfrom opening their respective bus tie relays.

Do not exceed the starter motoropera t ing t ime l imi t s o f 30seconds ON, five minutes off, 30seconds ON, five minutes off, 30seconds ON, then 30 minutes off.

NOTEThe above l imi tat ion i s onlyapplicable when the starter isdriving the engine, not when theengine is driving the starter.

NORMAL OPERATIONAfter either engine has been started and itsgenerator swi tch has been moved toRESET, the GCU brings the generator up

CAUTION


BAT TIEOPEN

MAN TIESCLOSE


BUS SENSERESET

TEST

GEN TIESMAN CLOSE

OPEN



TO CENTER


TOGENERATORFIELD

LEFTGENERATOR

SWITCH

GENERATORCONTROL

LOAD METER

LEFTLINECONTACTOR

STARTER/GENERATOR

LEFTSTARTER

RELAY

275

250LEFT GEN BUS

TOGENERATOR

FIELD


GENERATORCONTROL

LOAD METER

RIGHTLINE

CONTACTOR

STARTER/GENERATOR

LEFTSTARTERRELAY

275

250RIGHT GEN BUS


BATTERYBUS TIE

HED

HED

RCCB

60

BATTSWITCH

FROM BAT BUS

EXT PWRRECEPTACLE

EXT PWRRELAY

275

BATTERY

BATTERYRELAY

60

20A

TRIPLE FED BUS

BATTERYAMMETER

DUAL-FED BUS


BAT BUS

BAT BUSCONTROL


60

5

HED

CENTER BUS

Figure 2-12. Cross Generator Start



2 ELECTRICAL POWER

SYSTEMS

to normal system voltage. Releasing thespring-loaded GEN switch to the centerON position closes the generator l inecontactor. This powers the the generatorbus and closes both generator ties automat-ically (the green MAN TIES CLOSEDannunciator extinguishes if the generatorties have been manually closed).

This action distributes power through theright 250-amp current limiter and genera-tor bus tie relay to the center bus. From the

center bus, electricity flows to the batterythrough the battery bus tie and to the leftgenerator bus through the left generatorbus tie and 250-amp current limiter. Poweris also fed to the triple-fed bus from theright generator bus.

When both generators are operating, eachgenerator directly feeds its own generatorbus which, in turn, feeds the center bus,triple-fed bus, battery bus, and battery, ifit is discharged (Figure 2-13).


BAT TIEOPEN

MAN TIESCLOSE


BUS SENSERESET

TEST

GEN TIESMAN CLOSE

OPEN



TO CENTER


TOGENERATORFIELD

LEFTGENERATOR

SWITCH

LOAD METER

LEFTLINECONTACTOR

STARTER/GENERATOR

LEFTSTARTER

RELAY

275

250LEFT GEN BUS

TOGENERATOR

FIELD


LOAD METER

RIGHTLINE

CONTACTOR

STARTER/GENERATOR

LEFTSTARTERRELAY

275

250RIGHT GEN BUS


BATTERYBUS TIE

HED

CENTER BUSHED

RCCB

60

BATTSWITCH

FROM BAT BUS

EXT PWRRECEPTACLE

EXT PWRRELAY

275

BATTERY

BATTERYRELAY

60

20A

TRIPLE FED BUS

BATTERYAMMETER

DUAL-FED BUS


BAT BUS

BAT BUSCONTROL


60

5

HED

GENERATORCONTROL

GENERATORCONTROL

Figure 2-13. Both Generators On

The center bus ties the generator bus andbattery together. The triple-fed bus ispowered (or fed) from the battery and eachgenerator bus through 60-amp limiters andthrough diodes that provide fault isolationprotection between the power sources.

(Figure 2-14) depicts the system with thegenerator ties open.



2 ELECTR

ICAL POW

ERSYSTEM

S


BAT TIEOPEN

MAN TIESCLOSE


BUS SENSERESET

TEST

GEN TIESMAN CLOSE

OPEN



TO CENTER


TOGENERATORFIELD

LEFTGENERATOR

SWITCH

LOAD METER

LEFTLINECONTACTOR

STARTER/GENERATOR

LEFTSTARTER

RELAY

275

250LEFT GEN BUS

TOGENERATOR

FIELD


GENERATORCONTROL

LOAD METER

RIGHTLINE

CONTACTOR

STARTER/GENERATOR

LEFTSTARTERRELAY

275

250RIGHT GEN BUS


BATTERYBUS TIE

HED

CENTER BUSHED

RCCB

60

BATTSWITCH

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