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King Air eBO Supplemental Operational Data

14'3"

C9O-607·1

GENERAL SPECIFICATIONS

WEIGHTS

Gross WeightRamp WeightMaximum Landing WeightEmpty Weight (includes standard

equipment)

WING AREA AND LOADING

WingArcaWing Loading at gross weightPower Loading at gross weight

DIMENSIONS

WingSpanLengthHeight to top of fin

CABIN DIMENSIONS

LengthHeightWidthEntrance DoorForward Baggage Compartment WeightRear Baggage Compartment

Volume

FUEL AND OIL CAPACITY

Fuel Capacity in NaceUe TanksFuel Capacity in Wing TanksOil Capacity (each engine)

9650 pounds9705 pounds9168 pounds

5333 pounds

293.9 sq ft32.81bsJsq ft8.8Ibs/hp

50 ft 3 in35 ft 6 in14 ft 2 in

ISS in57in54 in27 in X 5I 1/2 in315 pounds (including avionics)

26.5 cu ft

122 gallons262 gallons3.5 gallons

King Air egO Supplemental Operational Data

INTENTIONAllY LEFT BLANK

King Ak COO Supplemental O\*'atlonal Otta

PROPULSION SYSTEMS

ENGINE

The PT6A·20 engine has a three stage axial, single stagecentrifugal compressor, driven by a single stage reactionturbine. The power turbine, another single-stage reactionturbine, drives the outpUt shaft. Both the compressorturbine and the power turbine are located in theapproximate center of the engine with their shaftsextending in opposite directions. Being a reverse flowengine, the ram air supply enters the lower portion of thenacelle and passes into the engine at the aft end throughprotective scr~ns. The air is then routed into thecompressor. After it is compressed, it is forced into theannular chamber, where it is mixed with fuel being sprayedin through 14 individually removable no2Zles mountedaround the gas generator case. An ignition unit and twoigniter plugs are used to start combustion. A pneumatic fuelcontrol schedules fuel flow to maintain the power set bythe gas generator power lever. After combustion, theexhaust leaves the power turbine and is routed through twoexhaust ports near the front of the engine. Propener It['P.edremains cOnstant at any selected propeller control leverposition through the action of a propeller governor, exceptin the beta range where the maximum propeller speed is<ontrolled by the hydraulic section of the propellergovernor.

The accessory drive at the aft end of the engine providespower to drive the fuel pump, fuel control unit, oil pump,starter/generator, and tachometer. At this point, the speedof the drive (N I) is the true speed of the compressor side ofthe engine, 37,500 rpm at lOO%NI.Maxirnum permissibleoperating limit of the engine is 38,100 rpm, which equalsI01.5%NI·

The N2 gear box forward of the power turbine providesgearing for the propeller, propeller tachometer, primarypropeller governor, overspeed governor and fuel toppinggovernor. Prior to gear reduction, the turbme speed on thepower side of the engine is 33,000 tpm at 2200 propellerrpm.

Propeller torque value is achieved by measurement of oilpressure created by the force from the propeller shaftdriving against a set of beveled gears. The beveled gear withpropeller force against it is drawn aft by the torque, whichin tum drives a piston aft, which compresses engine oil inthe torque cylinder. A torquemeter valve regulates theinput of engine oil into the torque cylinder to stabilize thepiston position. The pressure created in the torque cylinderis plumbed to the torquemeter to give a relative reading oftorque.

'Deceleration on thp. ground b: ~C':hip.vp.d by hringing thepropeller blades through the flat pitch Beta range into areversing pitch by utilizing the pitch change mechanism.The power levers must be retarded below idle by raisingthem over a detent. Reversing power is available in directproportion to the retarding of the levers.

1. Ensine Inlet2. Compressor3. Combustion Chamber4. Compressor Turbine

s. Pow ..... Turbine6. Exhaust7. Reduction Gear

"'-'00

King Air COO Supplemental Operational Data 9-7

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King Air C90 SUpplemental Operational Data 81

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King Air COO Supplemental Operational Data 9-9

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9-10 King Air C90 Supplemental Operational Deta 81

King AJr C90 Supplemental Operational Data

...o~z8

I

9-11

IGNITION

Each engine is started by a switch located on the leftsubpanel that is placarded: IGNITION & ENGINESTART·STARTER ONLY. When positioned in theIGNITION &. ENGINE START mode, each switchcompletes two separate circuits to the correspondingengine. One circuit activates the st2Tter, the other activatesengine ignition to start fuel bUrning and will signify theignition action by illuminating the appropriate amberIGNITION light in the annunciator panel. The starter is a250 ampere starter/generator. When engine power hasstabilized above idle speed (51% NI or above), the starterdrive action is stopped by placing the IGNITION &ENGINE START switch in the center (off) position.

AUTO IGNITION

The auto·ignition system provides automatic ignition toprevent engine loss due to combustion failure. This systemshould be used for icing flights and night flights above14,000 feet. To activate the system, move the switchesplacarded ENG AUTO IGNITION, located on the pilot'ssubpanel, from OFF to ARM. When the engine torque risesabove approximately 425 ft lbs, two green lights, locatedimmediately below the switches, will illuminate and remainlighted while the system is anned. If for any reason theengine torque falls below approximately 400 ft lbs, theigniter will automatically energize and the IGNITION ONlight on the annunciator panel will illuminate.Simultaneously. the respective Rl'Cen ARM lidlt willextinguish, giving the dual indication that the ignitionsystem is functioning.

FUEL CONTROL

The basic engine fuel system consists of an engine drivenpump, a fuel control unit, and fourteen fuel nozzles. Twoautomati~ fuel dump valvl'!~ arl'! provided to dtllin reridludfuel after engine shutdown. Engine gaS generator and powerturbine governors work with a temperature compensatingunit to supply information for the fuel control unit whichis located on the engine accessory case. This uriit ill ahydromechanical computing and metering device whichdetermines the proper fuel schedule for the engine toprovide the power required, as established by the positionof the power levers. Tlm is llccomplbhed by controlling thespeed of the compressor turbine. The acceleration fuelschedule of the fuel control unit compensate's, for variationsin compreS!jor inlet air temperature. Engine characteristicsvary with changes in inlet temperature and the accelerationfuel schedule must in tum be altered to prevent compressorstall and/or excessive turbine temperature.

PROPULSION SYSTEM CONTROLS

The propulsion system is operated by three sets of controls:the Power Levers, Propeller Levers and Condition Levers.The Power Levers and Condition Levers serve to controlengine power. The Propeller Levers are operatedconventionally and control constant speed propellersthrough the primary governor.

The Power Levers provide control of engine power fromidle through take-off power by operation of the gasgenerator (N 1) governor in the fuel control unit. IncreasingN1 rpm results in increased engine power. t

Each Propeller Lever operates a speeder spring inside theprimary governor to reposition the pilot valve, which resultsin an increase or decrease of propc:ller rpm. For propc:llerfeathering, each Propener Lever manually lifts the pilotvalve to a position which Causes complete dumping of highpressure oil. Detents at the rear of lever travel preventinadvertent movement into the feathering range. Normaloperating range is 1800 to 2200 rpm.

The Condition Lever has three positions, CUT.QFF, LOIDLE and HI IDLE. ThiS lever controls the idle cut-offfunction and controls idle speed between 51% and 70% N1'1

PROPELLER REVERSING ."

When the power levers are lifted over the IDLE detent, theyoverride the secondary low pitch stops and control enginepower through the Beta and Reverse range.

CAUTION

Propeller reversing on unimproved surfacesshould be accomplished carefully to preventpropeller erosion from reversed airflow and. industy conditions, to prevent obSCUring theoperator's vision.

Condition levers. when set at HI IDLE. keep the engine~

operating at 70% minimum idle speed for optimumreversing performance. Power levers should not be movedinto the reversing position when the engines are notrunning.

ENGINE INSTRUMENTATION

Bngine instruments, located above the I1vionics panel, aregrouped according to their function. On the left, the lITOnterstage Turbine Temperature) gages and torquemetersare used to set take-off power. Climb and cruise power arecahbliahcd with thc torquemetcrs and propellertachometers while observing lIT limits. Gas generator (N 1)operation is monitored on the gas generator tachometers.To the right are the fuel flow indicators, oil pressure and 00temperature gagea.

The lIT gages give an instantaneous and accurate reading ofengine temperature between the compressor drive andpower turbines. The temperature reading on this instrumentreflects the temperature of the gases corning in contact withthe turbine wheels.

Ine torquemeters give an indication in ft lbs of the powerbeing applied to the propeller. Proper observation andinterpretation of these gages provides an accurate indicationof engine perfonnance and condition.

9-12 King Air e90 Supplemental Operational Data B1

\ The propeller tachometer is read directly in revolutions perminute. The NI or gas generator tachometer is read inpercent of rpm, based on a figure of 37,500 rpm at 100%.Maximum gas generator speed is limited to 38,100 rpm orlO1.5%NI.

A propeller synchroscope, located to the left of the engineinstnJment srouping, operates to give an indication ofsynchroniZation of propellers. If the right propeller isoperating at a higher rpm than the left, the face of thesynchroscope, a black and white cross pattern, spins in aclockwise rotation. Left or' counterclockwise rotationindicates a higher rpm of the left propeller. This instrumentaids the pilot in obtaining complete synchronization of thepropellers.

PROPELLER SYNCHROPHASER

The propeller synchrophaser automatically matches theright "slave" propener rpm to that of the left "master"propeller and maintains the blades of one propeller at apredetermined relative position with the blades of the otherpropeller. To prevent the right propeller from losingexcessive rpm if the left ..propeller is foathered while thesynchrophaser is on, the synchrophaser is limited toapproximately 1: 30 rpm from the manual governof~tting.Normal governor operation is unchanged but the~nc;hrophaser will continuously monitor propeller rpm andreset the governor as reqUired. A magnetic pickup mountedin each propeller overspeed governor and adjacent to eachpropeller deice brush block transmits electric pulses to atransistorized control box installed behind the ~destal.

The control box converts any pulse rate differences intocorrection commands, which are transmitted to a steppingtype actuator motor mounted on the right engine cowlforward support ring. The motor then trinul the rightpropeller governor through a flexible shaft and trimmerassembly to exactly match the left propeller. The trimmer,installed between the governor control arm and the controlcable, screws in or out to adjust the governor while leavingthe control lever setting constant. A toggle switch installedon the left center section of the floatina: panel below theengine instruments turns the system on. With the switchoff, the actuator automatically runs to the center of itsrange of travel before stopping to assure that when nextturned on the control will function normally. To operatethe system, synchronize the-propener in the normal mannerand turn the synchrophaser on. The system is designed forin·flight operations and is placarded to be off for take-offand landings. Therefore, with the system on and the landinggear extended, a light on the annunciator panel, PROPSYNCH ON, will illuminate. •The right propeller rpm and phase will automatically beadjusted to correspond with the left. To change rpm, adjustboth propeller controls at the same time. This will keep theright governor setting within the limiting range of the leftpropeller. If the synduopba:;ef ~ un but ~ unable tu adjustthe right propeller to match the left, the actuator hasreached the end of its travel. To recenter, use the followingsteps:

a. Turn the mtch OFFb. Synchronize the propellers manuallyc. Tum the switch ON

ENGINE LUBRICATION

Engine oll, contained in an integral tank between the engineair intake and the accessory case, cools as well as lubricatesthe engine. A non-congealing external oil radiator keeps theengine oil temperature within the operating limits. Engineoil also operates the propeller pitch change mechanism andllie engine torquemeter system.

The lubrication system capacity per engine is 3.5 gallons, ofwhich 2.3 iallons is. contained in the nil hnk. The dipstickis attached to the. oil filler cap and is marked to measurefive quarts for the purpose of adding on. Approximately 5quarts are required to fill the lines and cooler, giving a totalsystem capacity of 14 qullrtll. The engine cannot becompletely drained; 1.5 quarts will remain in the engine.Recommended types and procedures for changing oil arelisted in the Servicing Sectlon.

MAGNETIC CHIP DETECTOR (IF INSTALLED)

A magnetic chip detector is installed in the DOse searboxdrain p1u, of each en,ine. When ferrous oil contamination isdetected, a red annunciator light (if installed) illuminates toalert the pilot to the coltditiuo, whk;h indkatcll rapid cpgincdeterioration and the probability ot imminent power loss.

ANNUNCIATOR SYSTEM

The annunciator system consists of an annunciator panelcentrally located in the glareshield, an annunciator paneldimming control, a press-tOotest switch, and a fault warninglight. The illumination of a green or amber annunciatorlight will not trigger the fault warning system. The dimmingcontrol is located adjacent to the press-tOotest switch andmay be used to increase or decrease the intensity of theannunciator indicator lights to the desired level.

In the event of a fault, a signal is directed to the respectivechannel in the annunciator panel and lamp intensity rises tothe highest level. If the fault requires the immediateattention of the pilot, the fault warning light will flash. Theflashing fault warning light may be extinguished by pressingthe face of the light to reset the circuit, and if the fault isnot, or cannot be, corrected, the indicator light in theannunciator panel win remain lighted at the lowestintensity selected OIl the dimming control. If an additionalfault occurs, the appropriate light in the annunciator panelwin illuminate. Lamp intensity will again increase to thehighest level of intensity until the circuit is r~t as before_If the additional fault requires the immediate attention ofthe pilot, the fault· warning light will once again beginflashing.

81 King Air COO Supplemental Operational Data 9-13

NOMENCLA TURE COLOR

LH BLEED AIR LINE RedFAILURE

LH OEN OUT Red

LH CHIP DETECT (If installed) Red

LH FUEL PRESSURE Red

I LH NO FUEL TRANSFER Red

LH FIRE Red

LH ION IND Amber

LH SECONDARY LOW RedPITCH STOP

FUEL CRQSSFEED Amber

NOSE BAGGAGE DOOR OPEN Red

LH AUTOFEATHER ARM Green

CABIN DOOR OPEN Red

PROP SYNCH ON Amber

INVERTER OUT Red

PROP REVERSE NOT AmberREADY

RH AUTOFEATHER ARM Green

SMOKE Red

RH SECONDARY LOW RedPITCH STOP

ALT WARN Amber

RH FIRB Red

RHIGNIND Amber

RH FUEL PRESSURE Red

• RH NO FUEL TRANSFER Red

RH UHN UUT Red

• RH CHIP DETECT (If insuilled) Red

RH BLEED AIR LINE RedFAILURE

ANNUNCIATOR PANEL

PROBABLE CAUSE FOR ILLUMINATlON

Melted or failed bleed air failure warning line.

Left generator off the line.

Contamination in left engine oil is detected.

Fuel pre:;~lICe tailllCe uu left ~ide. (C1Jc,;;k buollt pump)

Wing tank fuel exhausted or transfer pump failure

Fn in left engine nacelle.

Left ignition and start switch is in the ignition and start modeor the left auto-ignition is activated.

Left propeller is beyond the primary low pitch stop.

Crossfeed valve is open.

Baggage door not secure.

Autofeather anned with Power Levers advanced above 90% N 1pollilioo.

Cabin door open or not secure.

Synchrophaser turned on.

The inverter selected is inoperative.

Propeller leven are not in the high rpm, low pitch position.

Autofeather armed with Power Levers advanced above 90% N Jposition.

Presence of smoke in the nose compartment avionics section.

Right propeller is beyond the primary low pitch stop.

Cabin altitude exceeds 10,000 ft

Fi~ in riaht eneine nacelle.

Right ignition and start switch is in the ignition and start modeor the right auto-ignition is activated.

Fuel pressure failure on right side. (Check boost pump)

Wing tank fuel exhausted or transfer pump failure.

Right genc:ratUl" ut{ the line.

Contamination in ri&ht engine oil is detected.

Melted or failed bleed air failure warning line. (Rxceptfor low power settings)

9-14 King Air C90 Supplemental Operational Data 81

SPRINGSTOP

SCREENOIL COOLER

~'Oll

INERTIAL SEPARATOR SYSTEM

ENGINE ICE PROTECTION

An oil to fuel heat exchanger, located on the engineaccessory case, operates continuously and automatically toheat the fuel sufficiently to prevent freezing of any water inthe fuel.

Each fuel control's temperature compensating line isprotected against ice by electrically heated jackets. Power isl>upplied to each fuel CQntrol alr l1ne heater by twoswitches, placarded FUEL CONTROL HEAT, on the pilot'ssubpanel.

The engine air inlet lip boots are electrically heated toprevent the formation of ice and consequent distortion ofthe airflow. The boots are operated by the two switches onthe pilot's subpanel placarded: ENG LIP BOOT, LEFT ­RIGHT.

INERTIAL SEPARA TORS

An inertial separation system is bullt into each engine airinlet to prevent moisture particles from entering the engineinlet plenum under freezing conditions. This is done .byintroducing a sudden tum in the airstream to the engine,causing the moisture particles to continue on undeflectedbecause of their greater momentum and to be dischargedoverboard.

During normal operation, a movable vane is raised out of

the direct ram airstream. For cold weather (+ S"C or below)operation in vil>ible moil>ture, it :shuuld be lowered into theairstream. The anti·ice vanes are operated by individualT·handle. push-pull controh, located below the leftsubpanel. The controls are placarded: PULL FOR ENGINEICE FROTECTION . LEFT ENG • RIGHT ENG. Vaneposition during operation is indicated by the position of theT-handles, and by a slight decrease in torque with theengine ice protection controls extended. The vanes shouldbe either ruDy retracred or fully extended; there are nointermediate positions.

PROPELLER SYSTEM

PROPELLER CONTROLS

Conventional Propeller Levers contIol the standardpropeller installatlon. Full forward lever travel gives Jowpitch - high rpm, and fun aft travel (into the detent) movesthe propeller blades through high pitch - low rpm into thefeathered position.

STANDARD (NON-REVERSING) PROPELLER

The standard propeller installation includes constant speed,full feathering propellers controlled by engine oil throughsingle-acting, engine-driven propeller governors. Centrifugalcounterweights, assisted by a feathering spring, move theblades toward the low rpm (high pitch) position into thefeathered position. Oil pressure returns the propeller to the

King Air COO Supplemental Operational Data 9-15

high rpm (low pitch) mechanical stop po~tion. Thepropellers have no low rpm, high pitch stops; this allows thepropellers to feather after engine shutdown.

PROPELLER GOVERNORS

Three governors, one primary and two back-up, control the,propeller rpm. The primaI)' governor, mounted on top ofthe gear reduction housing, controls the propeller throughthe entire range. If the primary governor shouldmalfunction and request more than 2200 rpm, an overspeedgovernor cuts in at 2288 rpm and dumps oil from thepropeller to keep the rpm from exceeding approximately2288. A solenoid. actuated by the PROP GOV TESTswitch, is provided for resetting the overspeed governor toapproximately 1900 to 2100 rpm for test purposes.

If the propeller should stick or move too slowly duting atransient condition, the propeller governor might not act intime to prevent an overspeed condition. To provide for thiscontingency, the power turbine governor acts as a fueltopping governor. When the propeller rpm reaches 2332rpm, the fuel topping governor limits the fuel flow.reducing N1 rpm.

OPTIONAL REVERSING PROPELLER

The Hartzell propeller is of the full feathering, constantspeed, overcounter-weighted. reversing type controlled byengine oil through single acting. engine driven propellergovernors. The propeller is three bladed and is flangemounted to the engine shaft. Centrifugal counter-weights,assisted by a feathering spring. move the blades toward thelow rpm (high pitch) position and into the featheredposition. Governor boosted engine oil pressure moves thepropeller to the high rpm Oow pitch) hydraulic stop andreverse position. The propellers have no low rpm (menpitch) stops; this allows the blades to feather after engineshut-down.

PROPELLER GOVERNORS

Two governors. one primary and one back-Up, control thepropeller rpm. The primary governor, mounted on top ofthe gear reduction housing, contro13 the propeller throughits entire range. The Propeller Control Lever operates thepropeller by means of this governor. If the primarygovernor should malfunction and request more than 2200rpm. an ove~pced governor cuts in at 2288 rpm and dumpsoil from the propeller to keep the rpm from exceedingapproximately 2288. A solenoid, actuated by the PROPGOV TEST switch. is provided for resetting the overspeedgovernor to approximately J900 to 2100 rpm for testpurposes.

If the propeller should stick or move too slowly dUring atransient condition, the propeller governor might not act intime to prevent an overspeed condition. To provide for thiscontingency, the fuel topping governor limits the fuel flowwhen the propeller rpm reaches 2332, to reduce NI rPm.

During operation in the reverse range, the fuel toppinggovernor is reset to provide a speed ·slightly below selectedpropeller speed to prevent governor interaction.

PRIMARY AND SECONDARYLOW PITCH STOPS

Low pitch propeller position is determined by the PrimaryLow Pitch Stop which is a mechanical monitored hydraulic:stop. This mechanism, being hydraulic, allows the blades torotate beyond the low pitch position into reverse whenselected. Beta and reverse blade angles are provided byadjusting the low pitch stop, controlled by the PowerLevers in the reverse range. A back-up system, referred to asthe Secondary Low Pitch Stop. protects against propellerreversing in the event of malfunction of the primary lowpitch stop. The activation of this system also illuminatesthe red light on the annunciator panel placardedSECONDARY LOW PITCH STOP.

AUTOFEA THER SYSTEM

The automatic feathering system provides a means ofimmediately dumping oil from the propeller governor toenable the feathering spring to start the feathering action ofthe blades. Although the system is ARMED by a switch onthe sub-panel. the complete arming of the system occunwhen both Power Levers are advanced above the 90% N1position at which time both the right and left ARMEDlights illuminate indicating a fully armed system. Thesystem will remain inoperative as long as either power leveris retarded below the 90% N1 position. The system isdesigned for use during take-()ff and landing. Duringtake-off. should torquemeter oil pressure on either enginedrop below a preGc:ribed setting, the oil is dumped from thegovernor, the feathering spring starts the blades towardfeather and the autofeather system of the other engine isdisarmed. The disarming of the operating engine's propellersystem is further indicated when the armed light of thatengine goes out. The autofeather system may be checked asfollows:

1. Move the it,utofeit,ther illm 5witch to the TESTposition with the power levers set at idle. Check that thepropellers remain unfeathered and that theAUTOFEATHER ARM lights remain out.

2. With the switch still in the TEST position and theengine controls set to obtain 500 foot-pounds of torque,both AUTOFEATHER ARM lights should illuminate.

3. Slowly retard the left engine power lever and checkthat the right AUTOFEATHER ARM light extinguishes atapproximately 400 foot-pounds of torque. Continueretarding the left engine power lever and check that boththe left and right AUTOFEATHER ARM lights areextinguished and that left engine propeller starts to featherat approximately 200 foot-pounds of torque.

9·16 King Air e90 Supplemental Operational Data

NOTE

As the propeller blades rotate toward feather,the torque load will increase above switchsetting and the system will cycle during groundtest giving a flashing indication on the Armedlights.

4. Repeat the preceding check with the right engine.

5. Return the autofealher arm switch to the ARMposition.

FUEL SYSTEM

The fuel system consists of two separate systems connectedby a crossfeed system.

FIlf;>} for each engine is supplied from a narelle tank andfour interconnected wing tanks for a total of 192 gallons ofusable fuel for each side with all tanks full. The wing tankssupply the center section tank by gravity flow. The nacelletank draws its fuel supply from the center section tank. A I

I crossfeed system allows a total of 384 gallons to besupplied to either engine for single engine operation.

Each system hos two filler openings, one in the nacelle tankand one in the leading edge tank. To assure that the systemis properly fl1led, service the nacelle tank rust, then thewing tanks.

The system is Yented through a recessed ram scoop vent,coupled to a heated extended vent, located on theunderside of the wing adjacent to the nacelle. The externalYent is heated to preYent icing. The ram scoop acts as abackup Yent should the heated Yent become blocked.

BOOST PUMPS

The boost pumps, crossfeed and fIrewall vaJves receive theirpower from a dual power source. If the master switch isturned OFF, these systems will continue to operate fromthe battery bus. The boost pump and crossfeed switchesmust be shut off after each flight to prevent discharging thebattery.

FUEL TRANSFER PUMP

Automatic fuel transfer from the wing tanks to the nacelletanks begins when the TRANSFER PUMP sWitches aretw:ned on, unless the nacelle tanks are full. A TRANSFERTEST switch (placarded L and R) is provided to check theoperation of each pump when its tank is full.

The oaceDe tank will continue to fill until the fuel reaches theupper tlamifer llinit and a float switch turns the pump off. Asthe engine burns fuel from the nacelle tank, fuel from thewins tanks tranllfeMi lllllomatically inlo the na~ne tank eachtime its level drops approximately ten plIons.

When the 132 p.Uons are used from the wina tanks, a pres­sure sensing switch reacts to a pressure drop in the fuel

transfer line. After 30 seconds, the transfer pump shuts offand the annunciator panel illuminates, showing a NO FUELTRANSFER lisht. The NO FUEL TRANSFER lisht alsofunctions as an operation indicator for the transfer pump. Ifthe light comes on and the wing tank is not empty, thetransfer pump bas stopped traIlsferrina fuel into the nacelletank. Extinguisbinl the NO FUEL TRANSFER liPt isaccomplished by tumina the transfer switch OFF.

If tbe transfer pump fails to operate durina flight, pvityfeed will take over its work. When the na~ne tank leveldrops to approximately 3/8 full, the gravity feed port in thenacelle tank opens and gravity flow from the willa tankstarts. All win& fuel except 28 plions from each wina willtran!lfer dllrins gravity feed.

FUEL DRAINS

During each preflight, the fuel sumps on the tanks, pumpsand filters should be drained to check for fuelcontamination. There are four sump drains and one fUterdrain in each wing and are located as follows:

NUMBER DRAINS LOCATION

1 Leading Edge Tank Outboard of nacelleunderside of wing.

1 Firewall Fuel Pull ring located onFilter Drain firewall under cowling

cover, right side ofengine.

1 Boost Pump Bottom center ofnacelle forward ofwheel wen.

1 Transfer Pump Just outboard ofFilter Drain wing root, fwd of flap.

1 Cravity Feed Lin. Inside wheel well.

CROSSFEED

CAUTION

Operation with the fuel pressure light on is limit-ed CO 10 hours between engine pump overbauJand replacement. When operating with AviationGasoline, operation on suction lift is permitted Iup to 8,000 feet for a period not to exceed 10hours. Operation above 8,000 feet requiresboost or crossfecd.

The crossfeed system is controlled by a three positionswitch placarded: OPEN, CLOSED, and AUTO. The valvecan be manually opened or closed, but under normal flightconditions it is left in the AUTO position. In this position,

81 King Air C90 Supplemental Operational Oata 9-17

ep..(XI

NotELJ.S02 AND U.S29 AND A'TII HAVI A lUll CAPACITANCE GAGINGSTSTIM THAT (ONIAINS A SlNOU fun QUIlNTlty GAGI fOI IACHWING FUlL STSlIM. ''''s ClIlGI CAN II SWlTCHED TO Du,oNAn T~fAMOUN' OF FUll IN 'HI NACULl TANK 01 TNI IOTA. FUll IN IHInSlIM.

IUNSfUPU/IIP ANDDUIN

1011014'INGINI

cion flED VALVE

IIlANSFI. W.UNINOllOHT SlltllCH

INOINI DIIVI:=1 ~Fun PUMP

Full HIAUI

fNG!N' fullCONUOL UNif I c:Ja:ai:ls1

FUEL PllSSUIESlI,rCK

,«ING 'ANKS NACELLE TANKfun GAOl f~U OAOE

ON A'IC1lIlF! WIIHflOAT nPI fUEL GAGING

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fuel pressure switches are connected into the crossfeedcontrol circuit. These switches open the crossfeed valveautomatically if boost pump failure causes a drop in linepressure. This allows the remaining boost pump to supplyboth engines with pressure during emergency operations.

If a boost pump fails after take-off, the crossfeed may beclosed lIJ1d engine opclIltion continued on suction feed for alimited time. This type of operation is limited to 10 hoursof operation between any overhaul or replacement periodof the engine driven high pressure pump.

FIREWALL SHUT·OFF

The system incorporates two fIrewall shutoff valvesconttalled by tWO SWitches, one on each stde of the rueIsystem circuit breaker panel on the fuel control panel.These switches, respectively LEFT and RIGHT ateplacarded FUEL FIREWALL VALVE. OPEN· CLOSED.A red guard over each switch is an aid in preventingaccidental operation. Like the ])oo$t pumps, the firewallshutoff valves receive electrical power from the main busesand also the essential buses which are connected directly tothe battery.

Just forward of the firewall shutoff valve is the main fuelfilter. From the main fuel mter, the fuel is routed throughthe fuel flow indicator transmitter, and then through a fuelheater that utilizes heat from the engine oil to warm thefuel. The fuel is then routed to the fuel control unit.

FUEL GAGING SYSTEMS

FLOAT TYPE SYSTEM

The fuel panel for airplanes equipped with the float typefuel gaging systems utilizes four fuel quantity indicators;two for wing tank fuel and two for nacelle tank fuel. Theseindica tOll can be read in gallons or pounds.

CAPAClTANCE TYPE SYSTEM

On airplanes with capacitance fuel gaging systems, the fuelpanel utilizes only two fuel quantity indicators, one foreach side. A toggle switch, located between the two fuelquantity indicators. can be placed in the TOTAL positionto provide an indication of all fuel in the system, or in theNACELLE position to show fuel quantity in the nacelletanks only. These indicators rea~ in pounds of fuel.

ELECTRICAL SYSTEM

The King Air C90 is equipped with a 24 volt,. 45ampere·hour nickel-cadmium battery, located in the rightwing center section, which provides current for starting andessential loads. The battery is directly connected to thebattery emergency bus which supplies power for essentialloads such as boost pumps and firewall shutoff valves.Essential loads are also provided with a power source fromthe No.. I and No. 2 subpanel feeder buses. Diodes, which

are solid state electronic devices that permit current flow inone direction only, on each side of the essentialcomponents, prevent a failure of one of the circuits fromdisabling the other. Further protection of the batteryemergency bus is provided by a panel of fuses in theunderside of the right wing center section just forward ofthe battery .

A battery relay, controlled by a cockpit switch, connectsthe battery to the battery bus. Isolation diodes permit thebattery relay to be energized by external power orgeneriltors in the event the battelY charge ili in~ufficlent toactivate the relay. A normal system potential of 28.25 voltsmaintains the battery at full charge. An overvoltage relayopens the field circuit at 32 to 34 volts to provideovervoltage protection.

During engine starts, the battery bus is connected directlyto the starter/generator by the starter relay. Thestarter/generator drives the compressor section of theengine through accessory gearing. The starter/generatorinitially draws approximately 700 amperes and then dropsrapidly to about 300 amperes as the engine reaches 20% gasgenerator speed.

When operated as generators, the two starter/generatorspTovide II cllp::.hility of 250 ampeTel each at 28.25 volts.The generators are paralleled by utilizing the voltagedeveloped between the "D" terminal of the generator andground. This terminal of each generator is connected fromits respective voltage regulator to that of the oppo"tegenerator through the intervening voltage regulators. Theparalleling circuit also includes the overvoltage relays and aparalleling relay. The field power of the generator carryingthe higher current is reduced while that of the generatorcarrying the lower current is increased until the load oneach is equal. When one generator is on the line and theother is off the line at the same voltage, the voltage of theformer is depressed and that of the latter is lncreasedthrough the paralleling circuit until both generators are onthe line. Should an overvoltage condition occur, theparalleling circuit acts through the overvoltage relays tolower the trip yoltage on the ovcrvoltagc generator to takethe overvoltage unit off the line, leaving the other generatorto supply the entire load.

Each generator is connected to its respective bus (seeElectrical System Schematic) through reverse currentdiodes. Both sides of the system are tied together through325 ampere current limiters at the isolation limiter bus. Theright subpane} feeder bus and the left subpanel feeder busare tied together with diodes to protect the cirCUits in caseeither of the current limiters (fuses) blows. No provisionsare made for replacing the limiters in flight, but the systemis designed so that the loads can be supplied from theopposite buses. The condition of the current limiters can bechecked by reducing the electrical load to single generatorcapacity. turning off the left generator and depressing theloadmeter test button for the left engine. If a loadmeterreading is observed, the current limiter is still good. If noreading is observed, the limiter is bad. The check is thesame for the right-hand current limiter using the oppositecontrol switches.

King Air egO Supplemental Operational Data 9-19

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9·20

ELECTRICAL SYSTEM SCHEMATIC

King Air ceo Supplemental Operational Data

Each Gubpanel feeder GupplieG two dual bu3Cs through SOampere feeder circuit breakers and isolation diodes. Thus,both dual subpanel feeder buses can be powered by eithergenerator. The subpanel feeder also provides power,tluough a 50 ampere circuit breaker, to the essentialcomponents with isolation diodes for protection againstshorts. The essential components, therefore, are supplied bytwo sources, the battery emergency bus and the subpanelfeeder. This provides for a secondary source of power tosupply the essential components in the event of an openfuse from the essential bus. The essential bus fuses may bechecked before starting the engines by tuming on the boostpumps with the battery switch off and listening foroperation of the pump. In addition to supplying thesubpanel buses, each main bus directly feeds to a number oflarie loads. The division of the loads can be seen on theaccompanying diagram. Among these loads are the numberI and 2 inverters. The selector switch and its relay circuitryactivates one or the other inverter and connects it to theUS·volt, 400 cps, alternating current (AC) loads. The ACloads are divided into engine instrument and avionicssections, each supplied through a master fuse. The 26-voltAC engine instruments are supplied by an auto-transformerthruugh indicating fuSt:~t located on the right COCkpitside wall. A red button appears in the fuse cap if a fuseblows. Inverter warning circuitry is included to alert thepilot in case of an inverter failure or overload shutdown (byCircuit breakers or optional thermal limiters).

Voltloadmeters are located to the left of the pilot's controlwheel. These meters normally indicate DC generator load interms of a fraction of the maximum rated load with 1.0representing 100% load. A spring·loaded push button beloweach loadmeter may be depressed to give the subpanelfeeder voltage.

An external power socket and polarity protection circuitryare provided for use of auxiliary power units. A relay in theexternal power circuit will close only if the external sourcepolarity is correct. The battery switch should be on whenconnecting external power in order to absorb voltagetransients". Otherwise, the transients might damage themany solid state components in the airplane. For dartine.external power sources capable of up to 1000 amperes maybe used; greater capacity could damage the starter. Thebattery master switch and the generator switches arelocated on the pilot's lubpan.l under a gang bar forsimultaneous cutoff.

AIRFRAME

CABIN APPOINTMENTS

SEATING

The King Air C90 is adaptable to a wide variety of cabinarrangements. The pilot and copilot seats are mounted in aseparate forward compartment. They adjust horiZontallyand vertically with controls located under the seats. Thepilot and copilot chair armrests will raise and lower to theposition desired.

VilJious configuIatiulIs uf passenger chairs and the optionaltwo or four place couch installation may be installed on thecontinuous tracks mounted on the cabin floor. Allpassenger chairs are placarded on the hori1.ontal leg crossbrace as either FRONT FACING ONLY or FRONT ORAFT FACING. Only chairs placarded FRONT OR AFTFACING may be installed facing aft. The passenger chairsutilize movable armrests like those installed on the pilotand copilot seats. Passenger seats also have reclining backswhich can be adjusted to suit the individual passenger by alever on the side of the chair. Each chair can be equippedwith an adjustable headrest with a detent in the post forindication of the fully raised position. All aft facing chairbacks should be in the full upright position for take-off andlanding and the headrest should be in the fully raisedplsitinn_ Pa~~nger seahl may he moved fore and. Sift to !:Ilitleg room requirements of individual passengers by liftingthe horizontal release bar under the seat.

Aft of the passenger compartment and separated by asliding-door type partition are the toilet and baggagecompartments. The optional toilet is a sliding-drawerchemical type. The baggage compartment is located to theright of the toilet area. The ~ompartrnent hu a 26.5 (;ubi~

foot capacity and is eqUipped with an elastic webb forrestraining loose items. Any item stored in the baggagecompartment is easily accessible in flight.

SHOULDER HARNESS INSTALLATION

The shoulder harness installation is available for the pilotseats Only. The belt is in the "y" configuration with thesingle strap being contained in an inertia reel attached tothe back of the seat . The two straps are worn with onestrap over each shoulder and fastened by metal loops intothe seat belt buckle. The spring loading at the inertia reelkeeps the harness snug but wili allow normal movementrequired during flight operations. The inertia reel isdesigned with a locking device that will secure the harnessin the event of sudden forward movement or an impactaction.

NOSE BAGGAGE COMPARTMENT

On aircraft, serials U-S69 and after, a nose baggagecompartment with a swing-up hinged door provides extrastorage room for hawgP.. The entire compa.rtment i~

placarded for a maximum weight of 31S pounds whichincludes the weight of the avionics. A flush handle actuatesthree bayonet·type latching bolts on the forward, bottom,and aft edges of the door. A push·to.release button adjacentto the handle prevents opening the door without depressingthe button. A key lock latch secures the door when theaircraft is unattended. The latchlng bolt for the forwardedge of the door is positioned to actuate a switch; thuswhen the door is not secure a light will illuminate on theannunciator panel.

AfRSTAfR ENTRANCE DOOR

A swing·down door, hinged at the bottom, provides positivecabin security for flight and a convenient stairway for entry

King Air COO Supplemental Ol'8,ational Data 9-21

and exit. Two of the three steps are movable andautomatically fold flat against the door in the closedpo.~itinn. A plastic encased cablt provides support for thedoor in the open position, a handhold for passengers, and aconvenience for closing the door from the inside. Aninflatable rubber door seal around the cabin door extendsto positively seal the pre~ure vessel while the aircraft is inflight. Engine bleed air provides the source of pressure toinflate the door seal. A hydraulic damper permits the doorto lower gradually during opening.

Alocking device is operated by the handle in the center ofthe door. The inside and outside handles operatesimultaneously. When the handle is rotated per placardinstructions, two latches hook into the door frame at thetop and two lock bolts on each side of the door lock intothe frame on the sides. There are four sight openings on theinner facing of the door; one opening over each lockingbolt. A green stripe, pa1nted on the locking boll, aligns witha black pointer in the sight opening when the door is in alocked condition.

A button beside the door handle, both inside and outsidethe cabin, must be depressed before the handle can berotated to open the door. Making certain that the buttonpops out while closing the door will ensure inadvertentopening.

Another safety device is a small round window just abovethe second step which permits observation of thepressurization safety lock bellows. A placard adjacent tothe window instructs the operator to make certain thesafety lock arm is in position around the bellows shaft.Pmhing th", Ted hutton switch adjacent to the windowilluminates the mechanism inside the door. A safety chainon the door frame is provided to attach into a hook in thedoor while the door is closed. For security of the aircrafton the ground. the door can he locked with a key.

EMERGENCY EXIT

The emergency exit door is located at the third cabinwindow on the right side. A flush mounted handle on theinside can be pulled out to open the door. A hinge at thebottom allows the door to swing out and down foremergency exit.

FLIGHT CONTROLS

Conventional dual controls are provided, and nose steeringis accomplished by use of the individually adjustable rudderpedals.

Trim tabs on the rudder and left aileron are adjustable fromthe center pedestal through a cable system which drivesjackscrew.type actuators. Position indicators for each of thetrim tabs are integrated with their respective controls.

FLAPS

Flap operation is contTol1p.d by. a three-position switch. Aside·loaded detent permits APPROACH position (35%) tobe selected on' extension, and serves as an OFF position forangles between APPROACH and DOWN (100%). Flapposition in percent of travel is shown on an electricindicator at the top of the pedestal. Flap limit switches,mounted on the right inboard flap, stop the flaps at 0%,35% and 100%. A 20·ampere, push-pull circuit breakerprotects the flap motor circuit. To return the flaps to theAPPROACH position from the full down position, firstraise the flaps to less than 35%, then return the switch tothe APPROACH detent.

LANDING GEAR

A 28 volt split tleld motor, located on the forward side ofthe center section main spar, extends and retracts thelanding gear. The motor incorporates a dynamic brakingsystem, through the use of two motor windings, whichprevents overtrave( of the gear. Torque shafts drive themain gear actuators, and duplex chains drive the nose gearactuator. Spring-loaded friction clutches between the gearbox and the torque shafts protect the system in the eventof mechanical malfunction. A fifty ampere circuit breakerlocated on the pedestal circuit breaker panel protects thesystem from electrical overload.

The Beech air-oj} type shock struts are filled withcompressed air and hydraulic fluid. linkage from therudder pedals allows for nose wheel steering. When therudder (,.Qntro.l i~ augmp.nt",d by A mAin wheel brake. thenose wheel deflection can be considerably increased. As thenose wheel retracts, it is automatically centered and thesteering linkage becomes inoperative.

A safety switch on the right main strut opens the controlcircuit when the strut is compressed. The safety switch alsoactuates a solenoid-operated downlock hook, whichprevcnu the landing gear handle from bc:ing r~ed when tIleplane is on the ground. The hook automatically unlockswhen the plane leaves the ground, but can be manuallyoverridden by pressing down on the red button placardedDNLCKREL.

Visual indication of landing gear position is provided byindividual green GEAR DOWN indicator lights for eachlanding gear. Two r...d, GEAR UNLOCKED, paralld·wirc:rJlights are located in the control handle and may be checkedby pressing the HDL'LT TEST button to the' right of thecontrol handle. These lights illuminate to show that thegear is in transit or unlocked. They also illummate when thelanding gear warning hom is actuated.

When either or both Power Levers are retarded below anengine setting sufficient to maintain flight with the gear notdown and locked, a warning hom will sound intermittently.During operations with power retarded, the hom can bedeactivated as long as the flaps are UP, by pressing theHORN SILENCE button. The hom will remain silent until

9-22 King Air egO Supplemental Operational Data

PRESSUREBULKHEAD

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STATIC BUTTONS

PITOT - STATIC SYSTEM

either the flaps are lowered or the Power Leven areadvanced. then retarded again.

EMERGENCY LANDING GEAR EXTENSION

After an emergency landing gear extension has been made,the ratchet pump handle may be $towed out of the way byfirst releasing the cJutch release handle and then moving thepump handle to the floor. Leave the circuit breaker pulledand the landing gear handle down.

Emergency landing gear extension is provided through aseparate, manually powered. chain drive system. Makecertain that the landing gear handle is in the down positionand pull the landing gear relay circuit breaker beforemanually extending the gear. A clutch driven by the landinggear motor is disengaged by pulling up on the clutch releasehandle on the floor to lock it in that position. When theclutch ~ disengaged, the motor ili mechanically diilCngagedfrom the system and the emergency drive system is lockedin. When the emergency drive is locked in, the chain isdriven by a continuous action ratchet which is activated bypumping a handle adjacent to the clutch release handle. Donot continue pumping the ratchet handle after the GEARDOWN lights illuminate. Excessive pumping may damagethe gear drive mechanism and bind the clutch so that thehandle will not release it.

BRAKE SYSTEM

The dual hydraulic brakes are operated by depressing eitherthe pilot's or copilot's rudder pedals. A shuttle valveadjacent to each set of pedals permits changing brakingaction from one set of pedals to the other.

Dual parking valves, with a control on the pilot's subpanelplacarded PARKING BRAKE· PULL ON AND OPR BK·PUSH TO RELEASE. are installed adjacent to the rudderpedals between the master cyl1nl1ers or the pUoCS rudderpedals and the wheel brakes. After the pilot's brake pedalshave been depressed to build up pressure in the brake lines.both valves can be closed simultaneously by pulling out theparking brake handle on the left sUbpanel. This closes the

King Air egO Supplemental Operational Data 9-23

Ivalve to retain the pressure that was previously pumped intothe brake lines. The parking brake is released by depressingthe pedals to equalize pressure on the brake lines, and thenreleasing brakt"s by pushing the parking brake handle in.

PITOT AND STATIC SYSTEM

The pitot and static system provides a source of impact airand static air for the operation of flight instruments.

A heated pitot mast i5 located on the bottom side of theoutboard section of the left wing. An optional rightpitot mast is available for installation in the right wing.Tubing from the mast is plumbed into the cabin to theinstrument panel lor the instruments. A plumbing drain forthe pitot system is inside the leading edge of the centersection and is accessible through a hinged door. Open thedrain petcock to release moisture. The drain petcock mustbe closed after draining.

Switches for pitot heat are located on the pilot's subpanelin the "HEAT" group placarded PITOT - LEFT· RIGHT.Pitot heat should not be used on the ground except forbrief periods to check operation or thaw the pitot of ice orsnow.

The static system provides a source of static air to the flightinstruments through static air fittings on eacb side of the aftfuselage. An emergency static air line, which terminates justaft of the rear pressure bulkhead, provides a source of static I

air for the flight instruments in the event of source failurefrom the normal static air line. A control on the right sidepanel, placarded EMERGENCY STATIC AIR SOURCE,may be actuated to select either NORMAL or ALTER­NATE air source by a two position selector valve. The valveis secured in the NORMAL position by a sprin& clip. Altime-

Iter and airspeed correction grapbs are provided in the FAA~rfollnancc Section f~ opcratioD on either~ oremergency system.

There are two drain petcocks for draining the static air lineslocated below the right side panel and they are protectedby an access cover placarded STATIC AIR LINE DRAIN.These drain petcocks should be opened to release anytrapped moisture at each 100 hour inspection or moreoften if conditions warrant and must be closed afterdraining.

ENGINE BLEED AIR PNEUMATIC SYSTEM

High pressure engine compressor bleed air. regulated at 18psi, supplies pressure for the surface deice system and theautopilot. Vacuum for the flight instruments is derivedfrom a bleed air ejector. One engine can supply sufficientbleed air for all these systems.

During single engine operation, a check valve in each bleedair line from the engines prevents flow back through theline on the side of the inoperative engine. A pressure gageon the right side panel indi~i:ltes ail plCSSUrc available to the

deice distributor valve. An instrument air gage, locatedadjacent to the deice pressure gage, indicates vacuum in in.Hg prOVided by the bleed air ejector. This instrument ismarked with a wide green are for operation from sea levelto 15,000 feet, and a narrow green arc for operation from15,000 feet to 30,000 feet.

BLEED AIR WARNING SYSTEM

The bleed air lines from the engines to the cabin are sbieldedwith insulation to protect other eompon~nhfrom b"t. Hcatis also dissipated in the air-to-air beat exchanger in thecenter wing section. The bleed air lines are accompanied inclose proximity by plastic tubing from the engines to thecabin. One end of the tubing Is plugged orr and tile otller isconnected to a bleed air source in the cabin to supply the linewith pressure. Since the tubing i. vulnerable to beat, anyleak or failure of the bleed air line will melt the plastic to thepoint of failure. Upon release of pressure in the tubing, anormally open switch in the line, located under the copilot'sseat, will close, causing a circuit to be completed to therespective BLEED AIR UNE FAILURE light in the annun­ciator panel. When the indication of bleed air line failure isiUuminated in the annunciatort a possible rupture of thebleed air line i. indicated,

FLIGHT INSTRUMENTS

The flight instruments are arranged on the floatinginstrument panel in a standard lVC" grouping. Completepilot and copilot flight instrumentation is available,including dual navigation systems, one electric and onevacuum directional indicator, horizon, and tum and slipindicator.

LIGHTING

COCKPIT

An overhead light control panel, easily accessible to bothpilot and copilot, incorporates a breakdown of all lightingsystems in the COCkpit. Bach Ught group has its uwnrheostat switch placarded BRT - OFF. The master cockpitlight switcb controls the overhead and fuel control panellights, engine instrument lights, radio panel lights, subpaneland console lights, pilot and copilot instrument lights, andgyro instrument lights. The instrument indirect lights, inthe glareshield, and overbead map lights are individuallycontrolled by separate rheostat switches. A press·to-lightOAT gage light is in the lower left comer of the panel.

CABIN

A two position switch on the pilot's subpanel, placarded!NT _ OFF, controls the cahin lights. The switch to theright of the interior light switch activates the cabin NOSMOKING/FASTEN SEAT BELT signs and accompanyingchimes. This three position switch is placarded CABINSIGN - BOTH - OFF - FSB.

9·24 IKing Air COO Supplemental Operational Data 81

A threshold light at floor level to the left of the airstairdoor may be turned on and off with a two position switchadjacent to the light. If this light is not turned off, it willextinguish automatically when the door is closed.

When the interior light switch on the pilot's subpanel is on,individual reading lights along the top of the cabin may beturned on or off by the passengers with a push buttonswitch adjacent to each light.

EXTERIOR

Exterior light switches are located on the subpanel just leftof the pedestal. There are two switches placardedLANDING to control the nose gear landing lights, a switchplacarded TAXI, for the nose gear mounted taxi light, aswitch placarded BEACON, for the upper and lowerrotating beacons, and II switch placarded ICE, for the wingice light. A SWitch, placarded STROBE UGHTS, for theoptional wing tip and tail strobe lights, if installed, islocated in the $3J1le area on the subpanel.

STALL WARNINGI SAFE FLIGHT SYSTEM

The stall warning/saft rugnt system conslsts of a safe tllghtindicator mounted on the glareshield above the leftinstrument panel, a stall warning hom mounted forward ofthe right instrument panel, a stall warning light on theupper center ·of the instrument panel, a lift transducer onthe leading edge of the left wing, a lift transducer heaterelement, a circuit breaker, a transistor switch and relay. Theheater element is activated by a switch on the pilotssubpanel placarded STALL WARNING HEAT.

When aerodynamic pressure on the lift transducer vaneindicates that a stall is imminent, the transistor switch is

actuated to complete the circuit to the stall warning hom.

CAUTION

The heater element protects the lift transducerfrom ice, however, a buildup of ice on the wingmay disrupt the air flow and prevent the systemfrom accurately indicating an incipient stall.

The lift transducer also senses the angle of attack for thesafe flight indicator. This information is transmitted as arelative speed reading on the linear scale. The best approachspeed is indicated when the needle centers on the scale ofthe indicator. Maximum performance speeds such a5 lowerlanding speeds and takeoff with marginal airspeeds, areindicated with the needle near the "W" in "SLOW" on theleft end of the scale.

ENVIRONMENTAL SYSTEM

An environmental control section on ~e copilot's subpanelprovides for automatic or manual control of the system.This section, just to. the right of the landing gear control,contains all the major controls of the environmentalfunction: bleed air valve SWitches. a vent blower controlswitch, a manual temperature SWitch for control of the heatexchanger valves, an electric heat mode selector switch, acabin temperature level control, and the mode selectorswitch for selecting manual or automatic hp.ating or cooling.Bleed air valve switches of the two position, lever lock type.placarded BLEED AIR VALVES . OPEN - CWSED,actuate electric solenoids in the flow control units at theengines to bring warm, compressed air (bleed air) from thl!compressor section of the engine to the cabin. To the rightof the bleed air valve switches is the vent blower switchplacarded VENT BLOWER - HIGH· LO - AUTO. HIGHand LO po3itions regulate the blower to two :Jpeed$ formanual operation. In the AUTO position the fan will run atlow speed. but when the mode selector Switch is placed inthe OFF position. the blower will tum off. Just above thebleed air Switches is a spring loaded switch placardedMANUAL TEMP • INCR . DECR which controls the motordriven bypass valves downstream of the heat exchangers inthe wing center sections. In the automatic mode, themotors are driven to the proper degree of valve opemngautomatically as regulated by the controller. In the manualmode, the valve opening is controlled manually by movingthe switclt to INCR or DECR. and holding it in thatposition until the motor drives the valve to the desiredposition. To the right of the manual temp switch is theELEC HEAT switch with three positions: GRD MAX·NORM - OFF. This switch is solenoid held in GRD MAXposition when on the ground and will drop down to theNORM position at lift-off when the landing gear safetyswitch is opened. It provides for maximum electric heat forinitial warmup of the cabin. If all the electrical heatingelements are not desired for initial warmup as in the GRDMAX position, the switch may be placed in the NORMposition for warmup in which only four elements will beutilized. In this position the operation of the four heatingelements is automatic in conjunction with the cabinthermostat to supplement bleed air heating. The OFFposition turns off all electric heat and leaves cabin heatingto be provided by bleed air_

The CABIN TEMP· !NCR control adjacent to the electricheat switch provides regulation of the temperature level inthe automatic mode. Temperature tensing Unitll in thecabin, in conjunction with the control setting, initiates aheat or cool command to the temperature controller fordesired cabin environment. Adjacent to the cabintemperature controller is the mode selector placardedCABIN TEMP MODE. With the selector in the MAN HEATor MAN COOL position, regulation of the cabin isaccomplished manually with the MANUAL TEMP control.In the AUTO positiun there are two liCttingli, the CKPTsetting and the CABIN setting. The CKPT setting allows thepilot or copilot to regulate the temperature by setting theCABIN TEMP control. The CABIN setting allows the

King Air e90 Supplemental Operational Data 9·25

j------,I

WHEEL :WELL I

IIIIIIIIIIIIII

I IL ...J

ENGINEBLEEDAIR

ELECTRIC I-IEA TER

J/~:::[OH-FLOOR OUTLET

IJ~~,I ...A~IIR TO AIR HEATEXCHANGER

COCKPIT FLOORH~AT ounlH 1=:"""_~~;""'';;;;fiII,H1~-l

WINDSHielDDEFROSTER

FLOOR OUTLET

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III

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AIR CONDITIONeR

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ENGINEBLEEDAIR AMBIENl

AIR

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r-:::'l AMBIENT AIR UNPRESSURIZEDL.......J RECIRCULATED AIR PRESSURIZED

_ AIR CONDITIONER COOL AIR

_ BLEED AIR

j\3.{~t;q HEATED AIR.... --" PRESSURE BUlKI-lEAD

."....,,,ENVIRONMENTAL SYSTEM SCHEMATIC

9-2& King Air egO Supplemental Operational Data

passengers to select the destred temperature level by use ofa control located overhead in the forward cabin area.

FLOW CONTROL UNIT

A flow control unit forward of the firewall in each nacellecontrols the bleed air from the engine to make it usable forpressurization, heating, and ventilation. This unit is fullypneumatic except for an electric solenoid operated by thebleed air switches on the copilot's subpanel, a normallyopen electric &olenoid operated by the landing gear safetyswitch, and a pneumatic thermostat which opens and closeswith temperature variations. The unit receives bleed airfrom the engine into an ejector which draws ambient airinto the venturi of the nozzl•. Th. mix.d air i. th.n fore.dinto the bleed air line which goes through the heatexchanger in the wing center section before reaching thecabin.

A line from the bleed air ejector chamber to the normallyclosed electric solenoid is under pressure any time theengine Is In operation. When the bleed air valve controlsWItch on the copUot's subpanel Is moved to OPEN, theelectric solenoid valve opens, permitting air to pressurizethe line to the reference pressure regulator. Here the air isregulated to a constant value of less than the bleed airpressure supply. AU lines downstream from the regulatorare provided with orifices to slow the movement of thevalves and to allow the aneroid control to functionaccurately. The aneroid control restricts flow in the supplyline to it In order to back up pressure Into the ejeclor flowcontrol actuator. When the bellows In the ejector flowcontrol actuator is pressurized, it opens the ejector to allowmore bleed air Into the nozzle. Thus. the aneroid controlregulates bleed air flow.

The firewall shutoff valve In the bleed air lines is a springloaded. bellows operated valve that is. held in the openposition by pressure directly from the pressure regulator.When the electric solenoid is shut off, or when bleed airdiminishes on engine shutdown (In both cases the pressureto tho f"owoll shutoff volvo is cut off), tho firowoll volvocloses.

The ambient air flow is regulated by a normally openambient modulator valve upstream from the ejector. Thisvalve is normally open with no pressure on the system andis used to restrict the flow of ambient air to the ejectornozzle. When the aircraft is on the ground and the landinggear safety switch is open, a normally open electric solenoidcloses upstream from the pneumatic thermostat, buildingup pressure to close the ambient modulator valve. On theground, with bleed air at lower temperatures, no ambientatr Is allowed to enter the bleed air line. In flight, thesolenoid opens and pressure is allowed to bleed off throughthe pneumatic thermostat, creating a stabilized pressurecondition to the ambient modulator valve. As temperatureslower, the pneumatic thermostat begins to close, which inturn closes the ambient modulator valve, shutting off theflow of ambient air to the ejector. Thus, the pneumaticthermostat governs the temperature of the hot air available

to the cabin by regulating the amount of cool ambient airinto the warm bleed air.

PRESSURIZA TlON SYSTEM

Bleed air from the engine, as described in HEATING andCOOLING, is available to the cabin at a rate of 12 poundsper minute for the purpose of pressurization_ The flowcontrol unit of each engine, which mixes ambient air withthe bleed air, incorporates a solenoid actuated by thelanding gear safety switch. On take-off, a time delay relayactuates the solenoid at the left engine first, then thesolenoid at the right engine in a delayed sequence toprevent excessive pressure "bump" when activating thepressurization system. A pneumatically operated outflowvalve, located on the aft pre:S3U~ bulkhead, maintains theselected cabin altitude and rate of climb commanded by thecabin rate-of-climb and altitude controller ,on the pedestal.The outflow valve is equipped with a silencer cone for quietoperation. A safety valve adjacent to the outflow valve isconnected to the pressure dump switch on the pedestal andis wired through the landing gear safety switch. If either ofthese switches is open, or the VaCuum source or electricalpower 1$ lOSt, the safetY valve wUI close to atmosphere.

Before takeoff, the safety valve is open with equal pressurebetween the cabin and the outside air. The safety valvecloses on liftoff if the pressure switch on the pedestal belowthe power control levers is In the PRESS mode. As theaircraft climbs, the controller modulates the outflow valveand increases the cabin pressure until the maximum cabinpressure differential is reached. After this point the cabinaltitude begins to climb at approximately the same rate asthe aircraft. At the cabin altitude of 10,000 feet, a pressureswitch mounted on the pressure bullthead forward of theleft subpanel completes a circuit to illuminate anannunciator light, ALT WARN, to warn of operationrequiring oxygen.

Also incorporated into the outflow valve is a negativepressure relief diaphragm to prevent outside atmosphericpressure from exceeding cabin pressure.

COOLING

Bleed air that :is used during the cooling mode i3 pnssedthrough the heat exchanger in the wing center section. Anair Intake on the leading edge of the wing brings ram airinto the heat exchanger to cool the bleed air that is beingducted into the cabin. This ambient air, on leaving the heatexchanger, is dumped overboard through louvers on thebottom side of the wing. In the cooling mode, a bypassvalve downstream from the heat exchanger routes the bleedair through the heat exchanger. After the air enters thecabin, it is distributed through the ducling system andrecirculated. The air conditioner evaporator is mounted inthe lower part of the nose forward of the pressurebullthead. Cooling air is supplied to the air conditionercondenser by being drawn in through a louvered Intake inthe right side of the nose and exhausted out throughlouvers In the left side. The unit is electrically driven, has a

King Air Cgo Supplemental Operational Data 9-27

L. H. FIREWALL PLUG

NTI-ICE ELECTRICLOCKOUT RELAY

\BRVSH BLOCK

FIRE SEAL PLUG

\PROP HEATSWITCH

IELECTRIC PROPELLER DEICE SYSTEM

SLIP RING

Ct0403-101

rated capacity of 16,000 Btu. and uses a refrigerant gas.The circuit breaker that protects the air conditioner circuit,as well as the circuit for nonnal electric heat, is located onthe cockpit floor jU&t left of the pede&ta1. It is a large redbutton and is designed for foot operation.

HEATING

Bleed air from the engine, combined with ambient airthrough the pressurization and heating flow control unit inthe nacelle, is ducted into the cabin for heating andpressurization. While the aircraft is on the ground, asolenoid closes off the ambient air to provide only thewarm bleed air to the cabin. An integral electric heater witheight heating elements is provided to supplement theheating of the air within the cabin. The heat of the enginebleed air is usually enough to maintain a comfortable cabintemperature, however additional heat from the electricheater will, if necessary. supplement cabin heatautomatically in very cold weather.

There are two modes of heating, manual and automatic.Selection of manual heating imposes continuous operationin that mode with regulation provided through theMANUAL TEMP control. In the automatic mode, thetemperature may be regulated with the CABIN TEMPcontrol located on the copilot's subpanel. or with a controlon the left sidewall midway of the cabin placarded CABINHBAT CONTROL. Sell:l.:tiul! CIQ'T ur CABIN ill Llu:: AUTOposition of the mode selector activates the control functionin the cockpit or cabin respectively.

When the aircraft is airborne, the landing gear safety switchactuates the solenoid tltat opens a valve allowing ambientair to be injected into the bleed air. The flow of incomingambient air is controlled by the pneumatic thennostat,assuring that the pressurized air to the cabin is wannenough.

If desired, an external power unit may be used duringground operation to provide initial cabin heating with theelectric heater.

OXYGEN SYSTEM

The King Air C90 oxygen. system utilizes a 22,48 or 64.cubic foot cylinder installed aft of the aft pressurebulkhead. The oxygen system pressure regulator andcontrol valve are attached to the cylinder and activated by aremote push-pull knob located to the rear of the cockpitoverhead light control panel.

The system is of the constant now type, based on adequateflow for an altitude of 22,000 or 30,000 ftet, dependina: uponthe mask used. Each mask plua is equipped with its ownregulatinl orifice and is color coded either red (3.7 SLPM.approved up to 30,000 feet) or orange (2.7 SLPM, approvedup to 22,000 feet). The Oxygen Duration Charts in FAANORMAL PROCEDURES Section are based upon nowrates of either 2.7 or 3.7 standard liters per minute. The pilotand copilot oxygen masks are stowed under their seats andoxygen outlets are located on the forward cockpit sidewalls.Passenger's masks are stowed in the seat back pockets exceptin the couch installation, where they are stowed under theseats. The cabin outlets are located adjacent to the readingli2hts on the uPPer cabin sidewalls and are protected by adustcover. All masks are easily plugged in by pushing themask plug-in firmly into the cabin outlet and turning clock­wise approximately one quarter tum. Unplugging is accom·r1i<:hed hy rever~inll the motion.

ICE PROTECTION SYSTEMS

PROPELLER ELECTRIC DEICESYSTEM

Electrothermal deice boots, cemented to the propellerblades, remove ice from the propellers. Each boot,

9-28 King Air C90 Supplemental Operational Data 81

consisting of one outboard and one inboard heatingelement, receives its electrical power through a deice timer.The timer directs current to the propeller boots in a cycleof; first, the outboard halves followed by the inboard halveson one propeller, then the outboard halves and inboardhalves of the other propeller. Four intervals ofapproximately 30 seconds complete one cycle.

The propeller ammeter will indicate 14 to 18 amperes withminor fluctuations approximately every 30 seconds duringnormal operation. For deviations from the nonnalindications, and the procedures to be followed, see theFAA Approved Flight Manual.

WINDSHIELD ANT/·ICE

Windshield heat for the pilot and copilot windshields iscontrolled by a toggle switch on the pilot's subpanelplacarded WSHlD ANTI·ICE . BOTH - OFF • PlWT. Thecontrol circuit of this system is protected by a 1/2 amperefuse on a panel mounted on the forward pressure bulkhead.Power is used to heat the w1ndshiehl hellliug e1elllenbburied in the glass. The power circuit of this system isprotected by a 50 ampere circuit breaker located on thelower pedestal. A controller with a temperature sensing unitmaintains proper temperature at the windshield surface.

On aircraft with heavy electrical loads, an electric heatcrlockout is incorporated in the relay to assure antl·leeoperation iii the event of overload of the electrical system.This assures that the elements of the electric heater will beblocked from functioning in favor ofload requirements forthe windshield anti·ice.

Because of the close proximity of the magnetic standbycompass to the windshield, erratic operation of the compassmay be expected while windshield heat is being used.

SURFACE DEICE SYSTEM

The surface deice system removes ice accumulation fromthe leading edges of the wings and the vertical andhorizontAl stabilizers. Ice removal is accomplished byalternately inflating and deflating the deice boots. Pressureregulated bleed air from the engines supplies pressure toinflate the boots. A venturi ejector, operated by bleed air,creates vacuum to deflate the boou and hold them downwhile not in use. To assure operation of the system shouldone engine fail, a check valve is incorporated in the bleedair line from each engine to prevent loss of pressure throughthe compressor of the inoperative engine. Inflation anddeflation phases are controlled by a distributor valve. Athree position switch on the pilot's subpanel placardedDE-ICE CYCLE· SINGLE - OFF • MANUAL, controls thedeicing operation. The switch is spring loaded to return tothe OFF position from SINGLE Or MANUAL. When theSINGLE position is selected, the distributor valve opens toinflate the boots. After ~n inflation period of

approximately 7 seconds, a timer delay relay switches thedistributor to deflate the boots. When deflation iscomplete, the cycle is complete. If the switch is held in theMANUAL pOSition, the boots will inflate and remaminflated until the switch is released to return to OFF. Thenthe boots will deflate and remain in the vacuum hold downcondition until again actuated by the switch. Since verythin ice may cling to the boots during the removal attempt,the most effective deicing operation is achieved by allowinga buildup of approximately 1/2 to 1 inch of ice to formbefore activating the deice boots.

FIRE DETECTION SYSTEM

To provide immediate warning in the event of fire at theengine compartment, a fire detection system is installed.The system consists of three photoconductive cells in eachengine nacelle, a control amplifier under the center aislefloor aft of the main spar, two warning lights placarded LHFIRE· RH FIRE on the annunciator panel, a test switch onthe upper pedestal and a circuit breaker on the subpanelbelow the CUpilUl'li \;Vullol colulJUl. Fllul1e detcctoI1,sensitive to infrared rays, are positioned in the enginecompartments to receive direct and reflected rays, thusviewing the entire compartment with only three cells.Temperature level and rate of temperature rise are notfactors in the sensing method. The cell emits an electricalsignal proportional to the infrared intensity and ratio in theradiation striking the cell. To prevent stray light rays fromsignaling a false alarm, a relay in the control amplifier closesonly when the signal reaches a preset alarm level. When therelay closes, the appropriate warning light in theannunciator panel illuminates. When the fire has beenextinguished, the cell output voltage drops below the a1annlevel and the relay in the control amplifier opens. Nomanual resetting is required to reactivate the detectionsystem.

The test switch on the upper pedestal has four positions;OFF, 1, 2, and 3. The system may be tested any time onthe ground or in flight by rotating the switch from OFF toany of the positions to activate a corresponding set of flamedetectors in each nacelle. The annunciator warning lightsshould illuminate as the selector is rotated through each ofthe three positions. Failure of a Ught to illuminate in anyone position indicates trouble in that particular detectorcircuit.

SMOKE DETECTION SYSTEM

A smoke detector, with a constantly burning light and aphotOCondUCtive cell en",lUliCI1 ill a pcrroI"i\t~d C&3C, illlocated in the nose avionics compartment to warn of thepresence of smoke. Smoke particles entering the case reflectinfrared rays from the light into the cell, which transmits asignal to the smoke detector amplifier. The potential of thissignal is proportional to the density of the smoke. Wh;en thesignal strength is sufficient to close the relay In .theamplifier located aft of the main spar under the center wIe,

King Air C90 Supplemental Operational Data 9·29

9-30

c::::

ENOINEBLEED AIR

Bl..EEDAm.FWW CONTROLINBTALLATION--jj~~5!..-1

SURFACE DEICE SYSTEM

King Air COO Supplemental Operational Data

DEICE BOOT

PIlESSUItE OR VACUUM

PRESSURE LINES

VACUUM LINES

c

~.~

~o

ELECTROTHERMALHEATER

1--- PRESSURE GAGE

r-ff~J,.....~--- EXPLOSlVE SQUIB

~b~""'~,=~~i!J~~SMOKE AND FIRE

DETECTOR "";>-=­AMPLIFIERS

~ (]RHFIItE

~Ol~

FIRE EXTINGUISHER SCHEMATIC

King Air e90 Supplemental Operational Data 9-31

the red indicator light on the annunciator panel, placardedSMOKE, illuminates.

When the smoke detector is installed, tile fire detector testswitch will have an additional position, placarded SMOKE,available to check the smoke detection circuit. It is checkedin the same manner as the fue detection circuits except thatthe SMOKE annunciator light will illuminate Instea~ of meFIRE annunciator lights.

FIRE EXTINGUISHER SYSTEM

The system utilizes two cylinders charged with two and onehalf pounds of Bromotrifluoromethane as the extinguishingagent, preSSUrized with dry nitrogen to 450 psi at 70"F.Unes from the cylinders are routed to strategic pointsabout the engine to provide a network of spray tubes whichserve to diffuse the extinguishing agent. On earlier airplaneseach supply cylinder is encircled by an electrothermalheater for cold weather operation. When the temperaturedrops below 35"F, the heater thermostat actuates theheater.

The system may be activated by raising the transparentplastic cover over the press-type switch and depressing the

red plastic face of the switch placarded FIRE EXT - PUSHTO EXT. Switches for the respective engines are located onthe instrument panel just below the annunciator panel, andare wired in conjunction with the annunciator to provide anadditional warning to ensure activation of the properswitch. Each extinguWter gives only one shot to its engine.Do not attempt to restart the engine after the extinguisherhas been actuated.

WINDSHIELD WIPERS

The windshield wiper installation consists of a motor, armassembly, drive shafts and converters located forward of meinstrument panel. The system includes a control switch,located in the upper left comer of the overhead panel. Thesystem circuit breaker is located in the right subpanel. Thewindshield wipers may be operated for flight and groundoperations. Do not use on dry glass. The control knob,placarded PARK - SLOW - FAST, controls the wipers withtwo speeds for light or heavy precipitation. An intermediatepodtion between PARK and SLOW serves as the offposition. After the control is turned to PARK to bring thewipers to their most inboard position, spring loadingreturns the control to the off position.

9-32 King Air C90 Supplemental Operational Data

SECTION XSERVICING

TABLE OF CONTENTSIntroduction

Towing

Parking

Control Lock

Tie Down

Setvlclng

External Power

D.ttery

Landing Gear

Tires

Shock Struts

Brake System

Oil System

Cleaning and Inspecting the Oil Filter

Changing the Engine Oil

Fuel System

Fuel Handling Practices

Fuel Grades and Types

Filling the Tanks

Draining Fuel System

Engine Fuel Filters

Cleaning Firewall Filters

Cleaning Pt::~ Fuel PumV Filter

Instrument Vacuum Air

Sorvi.inS the O"yson System

Oxygen Components

Oxygen System Purging

Filling the Oxygen System

Oxygen Cylinder Retesting

Air Conditioning System

Checking the Refrigerant Level

Recharging the Refrigerant System

King Air C90 Supplemental Operational Data

10-3

10-3

10-3

10-3, mus. 10-3

10-4

10-4

10-4

10-4

10-4

10-4

10-4

10-5, mus. 10-5

10-5

10-5, mus. 10-5

10-6

10-6

10-6

10-7

10-7

10-7

10-8

10-8

10-8

10-8

lo.ll. 111,,<. 1ll.9

10-8

10-8

10-10

10-10

10-10

10-10

10-10

10-

TABLE OF CONTENTS (Continued)

Miscellaneous Maintenance . 10-11

10-2

Air Conditioner Air Filter Replacement

Aircraft Finish Care

Surface Deice Boot Cleaning

Cleaning Plastic Windows

Interior Care

Fuel Brand Names and Type Designations

Bulb Replacement Guide

Consumable Materials

Lubrication Chart

Servlcing Points

Servlcing Schedule

King Air C90 Supplemental Operetional Data

10-11

10-11

10-11

10-11

10-11

10-12

• 10-13·10-17

.10-18 • IQ.21

.10-22 - 10-29

• lo-:H

.10-32 - 10-34

B1

INTRODUCTION TO SERVICING

The purpOse of this section is to outline the requirements for maintaining the King Air C90 in acondition at least equal to that of itsoriginal manufacture_ This information sets the time frequency intervals in which the airplane should be taken to theBEECHCRAFf Parts and Service Outlet for periodic servicing and preventive maintenance.

The Federal Aviation Regulations place the responsibility for the maintenance of this airplane on the owner and operator. who$hould ensure that all maintenance i:s done by qualified mechanics in conformity with all airwocthim::::s:s requirements establishedfor this airplane.

All limits, procedures, safety practices. time limits, servicing and maintenance requirements contained in this manual areconsidered mandatory.

Authorized BEECHCRAFf Parts and Service Outlets will have recommended modification, service, and operating proceduresissued by both FAA and Beech Aircraft Corporation, designed to get maximum utility and safety from the airplane.

If a queslion should arise concerning the care of the King Air C90, it is important to include the airplane serial number in anycorrespondence. The serial number appears on the model designation placard auached to the aft frame of the airstair door.

WARNING

The BEECHCRAFT KinR Air C90 is a pressurized airplane. DrilIinR, modification. or anytype of work which creates a break in the pressure vessel, is considered the responsibility ofthe owner or facility performing the work. Obtaining approval of the work is, therefore,their responsibility.

GROUND HANDLING

TOWING

The tow bar connects to the upper torque knee fitting ofthe nose stmt. The airplane is steered with the tow barwhen movinS it by hand or an optional tow bar is availablefor towing the airplane with a tug. Although the tug willcontrol the steering of the airplane, someone should bepositioned in the pilot's seat to operate the brakes in caseof an emergency. Always ascertain that the control locksare removed before towing the airplane, as serious damagecan occur to the steering linkage if towed with a tug withthe milder locks installed. The nose gear strut has tumradiu3 warning marks to Worn the tug driv&t when ctructurelimits of the gear will be exceeded. Damage will occur tothe nose gear and linkage if the tum radius is exceeded.When ground handling the airplane, do not use theprupt;!1crs or control :surfaces as hand holds to push ormove the airplane.

PARKINGThe parking brakes can be set by pullingout the parking brakehandle and depressing the pilot's brake pedals. Do not at·tempt to lock the parking brake by applying force to theparking brake handle: it controls a valve only. and cannotapply pressure to the brake system. To release the brakes,depress pedals to equalize pressure on the brake lines, andthen push the parking brake handle in.

NOTE

CONTROL LOCK

The control lock, consisting of two pins and a clampconnected together by a chain7 holds the power quadrantcontrols in the closed position, and the elevator, aileron,and rudder in the neutral position. Install the clamp overthe power quadrant and the pins in the control column andrudder pedals. Due to the possibility of an attempt to taxior fly the airplane with the power quadrant clamp removedand the control surface lock pins installed, it is important

CONTROL LOCKS

all three locks be installed or removed at the same time,Do not set the parking brakes during low never leaving the power quadrant unlocked when any of thetemperatures when an accumulation of control surfaces are locked. The power quadrant clamp ismoistute may cause the brakes to freeze, or installed over the power quadrant levers to preventwhen they are hot from severe use. movement. The control lock pin is installed vertically from

81 King Air C90 Supplemental Operational Data 10-3

above, through pilot's control column assembly. The largestof the two pins is installed through the pilot's rudder pedalsto hold the rudders in neutral. A placard attached to thechain displays the proper installation procedure.

TIE DOWN

Three mooring eyes are provided, one on each wing and Oneon the tail. To moor the airplane, chock the wheels foreand aft, install the control lock and tie the airplane down atall three points. Avoid overtightening the rear line andpulling. the nose of the airplane up so far that wind willcreate lift on the wings. If extreme weather is anticipated, itis advisable to nose the airplane into the wind. Installcuginc .inl~t and exhaust (;OYcrs and pitot mASt coY~n whenmooring the aircraft.

To tie down your aircraft securely, use the following steps:

I. Chock the wheels fore and aft.2. Install the control locks.3. Tie each wing with a nylon line or chain through

its mooring eye.4. Tie the tail with a nylon line or chain through the

mooring eye in the ventral fm.

SERVICING

EXTERNAL POWER

The aircraft electrical system is protected against damagefrom an external po,,:er source with reversed polarity by arelay and diodes in the external power circuit. The externalpower receptacle is located just outboard of the nacelle inthe right center section. The receptacle is designed for astandard AN type plug. To supply power for ground checksor to assist in starting, a ground power source capable ofdelivering a continuous load of .300 amperes and up to1000 amperes for .1 second is required. Observe thefollowing precautions when using an external power source.

I. Use only an auxtllary power soorco that bnegatively grounded. If the polarity of the power source isunknown, determine the polarity with a voltmeter beforeconnecting the unit to the airplane.

2. Before connecting an external power unit, ensurethat a battery is installed in the aircraft and that the batteryswitch is ON. All other electrical and avionics equipmentshould be turned OFF to prevent damage from transientvoltage spikes.

3. If the unit does not have a standard AN plug,check the polarity and connect the positive lead from theexternal power unit to the center post and the negative leadto the front post of the airplane's external powerreceptacle. The small pin of the receptacle must be suppliedwith +24 VDC to close the external power relay thatprovides protection against damage by reversing polarity.

BATTERY

The 24 volt nickeJ.cadmium battery is highly valuedbecause it has the potential for years of reliable service;however, careful maintenance is reqOired to obtain thisservice. Nickel cadmium batteries are significantly differentfrom lead acid batteries. When service is required for yournickel cadmium battery, it is "recommended it be serviced atyour BEECHCRAFT Partsi·and Service Outlets.

LANDING GEAR

TIRES

The King Air C90 is equipped with 8.50 x 10, 8 ply,tubeless tires on the main gear wheels and a 6.50 x 10, 6ply, tubeless tire on the nose gear.

CAUTION

Tires that have picked up a fuel or oil filmshould be washed down as soon as possible witha detergent solution to prevent contaminationof the rubber.

Maintaining proper tire inflation will help to avoid damagefrom landing shock and contact with sharp stones and ruts,and will minimize tread wear. When inflating the tires,inspect them for cuts, cracks, breaks, and tread wear. Themain tires should be inflated between 52 and 58 psi and thenose tire between 50 and 55 psi.

SHOCK STRUTS

To check the fluid level in the landing gear shock absorbers,deflate the otNt by r.l.ating the air through the valve, thenremove the fdler valve adapter. The fluid level should be atthe bottom of the valve standpipe with the struts fullycompressed. If the level is low, add MIL·H·5606 hydraulicfluid to reach thc 3tnndpipe, work the strut slightly toeliminate any trapped air, then add more fluid as necessary.

WARNING

Release the air pressure entirely beforeremoving the valve adapter.

With the airplane empty except for fuel and oil, inflate thenose strut until the piston is extended 3 to 3·1/2 inches andthe main strut until the piston is extended 3 inches.

10-4 King Air COO Supplemental Operational Data

BRAKE SYSTEM

Brake system servicing is limited primarily to maintainingthe hydraulic fluid level in the reservoir mounted in theupper left corner of the nose radio compartment. A dipstick is provided for measuring the fluid level. When thereservoir is low on fluid, add a sufficient quantity ofMIL-H·5606 hydraulic flUid to fill the reservoir to the fullmark on dipstick. The only other requirement related toservicing involves the wheel brakes themselves. Brake liningadjustment is automatic, eliminating the need for periodic

-L AI---r't"-----r

Brake--~~~Clearance

0.038-0.032 Inch

adjustment of the brake clearance. Check brake wearperiodically to assure that dimension "An. in the BrakeWear illu~ration, doeli not reach z.ero. Whcm it reache~ zero,refer to the BEECHCRAFf Servicing and MaintenanceInstructions for King Air brakes and wheels.

OIL SYSTEM

Servicing the engine oil system primarily involvesmaintaining the engine oil at the proper level, inspectingand cleaning the fllter element, and changing the oil at theproper intervals. The falter element should be cleaned at 100hour intervals. The interval for changing the oil isdependent upon the aircraft utilization. For "typical"utilization (50 hours per month or less) change the oil each400 hours or 9 months, whichever occurs first. For "high"utilization (more than 50 hours per month) change the oileach 800 hours (1200 hours with 5 Centistoke oils) or 9months.

CAUTION

Do not mix different brands of oil when addingoil between oil changes, for different brands ofoil may be incompatible because of thedifferencp. in their chp.mical structure.

The oil tank is provided with an oil filler neck and quantitydipstick cap which protrude through the accessory gearcaseat the eleven o'clock position. The dipstick is marked inU.S. quarts and indicates the amount of oil required to fillthe tank. Access to the dipstick. cap is gained by openingthe aft engine cowl. Service the oil system with oj) as5pt:cified in the Cun:;umable MateIial:; Chait. Do not mix

the oil brands. Oil Tank capacity is 2.3 U.s. gallons with 5quarts measured on the dipstick. as usable, for addingpurposes. When a dry engine is first ~rviced it will requireapproximately 5 quarts in addition to tank capacity to fillthe lines and cooler, giving a total system capacity of 14quarts. The engine will trap approximately 1.5 quarts whichcannot be drained; therefore, when perfonning an oilchange, refill the system with 12 quarts and add additionaloil based on dipstick reading.

CAUTION

Spilled oil should be removed immediately toprevent possible tire contamination or damage.

CLEANING AND INSPECTING THE OILFILTER

The engine oil filter is located under the square cover plateat the three o'clock position of the compressor inlet caseand just behind the aft fire seal. The filter may be cleanedas follows:

1. Remove the four self·locking nuts and plainwashers securing the filter cover to the compressor inletcase. Remove the cover and withdraw the element from thefilter housing.

2. Agitate the element for five minutes in clean,unused solvent.

3. Dry the element with clean, filtered air or allow tostand until dry.

4. Visually inspect and repeat the cleaning process ifrequired. The fllter should be inspected at 100 hourintervals. Inspect the ruter element with a magnifying glass.If more than 510 of the visible pss:>ages ill blocked, theelement must be cleaned and inspected at an approvedoverhaul facility. If dents or broken wires are found in thefilter element screen. the filter element must be replaced.Each time the filter is removed for cleaning or inspection,the "0" ring seal inside the perforated flange must bereplaced.

OIL FILTER

King Air COO Supplemental Operational Data 10-5

CHANGING THE ENGINE OIL

CAUTION

When changing to a different brand of oil, ,completely drain the aircraft oil system asindicated in the procedure below. Remove theoil filter and immerse it in the brand of oil tobe used. Reinstall the oil filter and drain plugs.Fill the system to the proper level, and groundrun the engines for 20 minutes to thoroughlycirculate the new brand of oil throughout thesystem. Completely drain the aircraft oil systemand a~ain remove the oil filter and immerse it inthe new brand of oil. Refill the aircraft oilsystem as indicated below. This will thoroughlypurge the system of the old oil to preventchemical interaction between it and the newbrand.

1. To gain access to the oil drain plug, remove thefiberglass duct from around the oil cooler and remove themetal bypass duct immediately aft of the oil cooler.

.. 2. Unsafety and remove the drain plug from the oilcooler and drain the oil'into a container.

3. Remove the cotler pin from the oil plug retainingpin.

4. Position the oil drain funnel under the oil plug.5. Remove the drain plug retaining pin and pull the

drain plug from the engine. Allow all oil to drain from theengine.

6. Remove the forward engine cowling and unsafetyand remove the drain plug from the nose case. Refer toSECTION 4, of the Shop Manual for removal of the lowerforward cowling.

7. With all the drain plugs removed, motor the engineover with the starter only (no ignition) to permit thescavenge pumps to clear the engine.

CAUTION

Limit motoring to the time required toaccomplish the above because of the limitedlubrication available to the engine during thisoperation. To prevent damage to the fuelcontrol unit, leave the condition lever in IDLECUT-OFF while motoring the engine.

8. Install a new oil filter element as described inINSPECTING THE OIL FILTER.

9. Coat a new "0" ring seal with engine oil and installit on the engine drain plug.

10. Insert the drain plug into the engine and install theplug retaining pin. Make sure a new cotter pin is installed inthe drain plug retaining pin.

II. Reinstall and safety the nose case drain plug.Reinstall the forward cowlings.

12. Reinstall and safety the oil cooler drain plug.

CAUTION

Damage to the threads will result if the drainplug Is tightened to a torque exceeding IS to 20inch·pounds. Apply MIL·P·I7232, Type A,Class 2, anti'seize compound to the drain priorto reinstallation.

13. Fill the engine with the correct amount and typeof oil as specified in CONSUMABLE MATERIALSCHART.

14. Ground run engines for 20 minutes if changingbrands of oil or sufficiently long enough to distribute newoil and show possible leaks if only changing oil.

15. Check the en~ine for oil leaks.16. Refill the engine to the proper level.17. Reinstall the metal bypass duct immediately aft of

the oil cooler with the retaining screws and .reinstall thefiberglass duct around the oil cooler on the lower cowl.

FUEL SYSTEM

FUEL HANDLING PRACTICES

All hydrocarbon fuels contain some dissolved and somesuspended water. The quantity of water contained in thefuel depends on temperature and the type of fuel.Kerosene, with its higher aromatic content, tends to absorband suspend more water than aviation gasoline. Along withthe water, it will suspend rust, lint and other foreignmaterials longer. Given sufficient time, these suspendedcontaminants will settle to the bottom of the tank.However, the settling time for kerosene is five times that ofaviation gasoline. Due to this fact, jet fuels require goodfuel handling practices to assure that the King Air COO isserviced with clean fuel. If recommended groundprocedures are carefully followed, solid contaminants willsettle and free water can be reduced to 30 parts per million(ppm), a value that is currently accepted by the majorairlines. Since most suspended matter can be removed fromthe fuel by sufficient settling time and proper filtration,they are not a major problem. Dissolved water has beenfound to be the major fuel contamination problem. Itseffects are multiplied in aircraft operating primarily inhumid regions and warm climates.

Dissolved water cannot be filtered from the fuel bymicronic type filters, but can be released by lowering thefuel temperature, such as will occur in flight. For example,a kerosene fuel may contain 65 ppm (g ounces per 1000gallons) of dissolved waler at 80°F. When the fueltemperature is lowered to 15°F, only about 25 ppm willremain in solution. The difference of 40 ppm will have beenreleased as supercooled water droplets which need only apiece of solid contaminant or an impact shock to convertthem to ice crystals. Tests indicate that these water dropletswill not settle during flight lUld are pumped freely throughthe system. If they become ice crystals in the tank, theywill not settle since the specific gravity of ice isapproximately equal to that of kerosene. The 40 l'pm ofsuspended water seems like a very small quantity, but when

10-6 King Air COO Supplemental Operational Data

added to suspended water in the fuel at the time ofdelivery, is sufficient to ice a filter. While the critical fueltemperature range is from 0° to .20°F, which producessevere system icing, water droplets can freeze at anytemperature below 32°F.

Water in jet fuel also creates an enVironment favorable tothe growth of a microbiological "sludge" ill the settlementareas of the fuel ceUs. This sliJdge, plus other contaminantsin the fuel, can cause corrosion of metal parts in the fuelsystem as well as clogging the fuel mters. The King Air C90uses bladder type tuel ceUs. All metal parts (except theboost pumps and transfer pumps) are mounted above thesettlement areas. The possibility of filter clogging andcorrosi ve a t tacks on the fuel pumps exists ifcontaminated fuels are consistently used.

Since fuel temperature and settling time affect total watercontent and foreign matter SUsPension. contamination canbe minimized by keeping eqUipment clean, using adequateflltration equipment and careful water drainage procedures,storing the fuel in the coolest areas poSSible, and allowingadequate settling time. Underground storage isrecommended for fuels. Filtering the fuel each time it istransferred will minimize the quantity of suspendedcontaminants carried by the fuel.

The primary means of fuel contamination control by theowner/operator is careful handling. This applies not only tofuel supply, but to keeping the aircraft system clean. Thefollowing is a list of steps that may be taken to prevent andrecognize contamination problems.

1. Know your !lUpplier. It is impractical to assumethat fuel free from contaminants wUI always be available,but it is feasible to exercise precaution and be watchful forsigns of fuel contamination.

2. Assure, as much as possible, that the fuel obtainedhas been properly stored, flltered as it is pumped to thetruck, and again as it is pumped from the truck to theaircraft.

3. Perform filter inspections to determine if sludge ispresent.

4. Maintain good housekeeping by periodicallyflushing the fuel tank system. The frequency of flushingwill be determined by the climate and the presence ofsludge.

5. Since aviation gas is an alternate fuel, it should beused occasionally as a means to change fuel tankenvironment. thus destroying a possible microbiologicalgrowth pattern. The 150 hours maximum operation of anengine on aviation gas per a "Time Between Overhaul"should be observed.

_ 6. lIse only clean fuel servicing equipment.7. After refueling, allow a three hour settle period

whenever possible, then drain a small amount of fuel fromeach drain.

CAUTION

Jet fuel spilled in ramp areas should be removedimmediately to prevent tirc contamination and &ub­sequent tire damage.

FUEL GRADES AND TYPES

Jet A, Jet A·l, Jet B, and JP-S fuels may be mixed in anyratio. JP-l and aviation gasoline,· grades 80/87, 91/96,100/130 and 115/145, are alternate fuels and may bemixed in any ratio with the normal fuels when necessary.However, use of the lowest octane rating available issuggested due to its lower lead content. The use of avIationgasoline shan be limited to ISO hours operation during eachengine Time Between Overhaul (TBO) period.

Page 10-13 gives fuel refiner's brand name, along with thecorresponding designations established by the AmericanPetroleum Institute (API) and the American Society ofTesting Material (ASTM). The brand names are listed forready reference and are not specifICally recommended byBeech Aircraft Corporation. Any product conforming tothe recommended specification may be used.

FILLING THE TANKS

When filling the aircraft fuel tanks, always observe thefollowing:

I. Make sure the aircTaft is statically grounded to theservicing unit and to the ramp.

2. Service nacelle tanks of each side first. The nacelletank filler caps are located at the top of each nacelle. Themain faller cap& are loeated in the top of the wing, outboardof the nacelles.

NOTE

Servicing the nacelle tanks first prevents fueltransfer through the gravity feed interconnectlines from the tanks into the nacelle tanksduring fueling. If wing tanks are filled first, fuelwill transfer from them into the nacelle tankleaving the wing tanks only partially filled. Besure the nacelle tanks are completely full afterservicing the fuel system to assure properautomatic fuel transfer during flight operation.For a complete list of recommended fuels,check the Fuel Listings Chart.

3. Allow a three hour settle period whenever possible,then drain a small amount of fuel from each drain point.

DRAINING FUEL SYSTEM

Open each fuel drain daily to drain off any water or othercontamination collected in the low places. Along with thedrain on the firewall mounted fuel filter, there are fourother drains • the nacelle tank. fuel pump drain, centersection tank transfer pump drain, wheel well drain, and theinboard end of the wing leading edge tank drain. The fuelpump and tank drains are acces~ible fmm thp. IInder~ide ofthe airplane while the fuel mter drain is reached inside the

King Air Cgo Supplemental Operational Data 10-7

top cowl door.

CAUTION

The flIewall shutoff valve has to be electricallyopened to drain large quantities of fuel fromthe flIewall fuel filter drain.

ENGINE FUEL FILTERS

Cleaning Firewall Filters

Clean as follows at intervals of 100 operating hours:

a. Cut the lockwire securing the filter housingretaining nut and remove the nut.

b. Remove the fJJtcr hou~ing from the filter body.c. Remove the filter pack assembly (the packs need

not be removed from the center tube.)d. Inspect the filter pack for foreign material and

microbiological sludge.e. Plug the open ends of the center tube and wash the

unit in solvent.f. Install the filter pack assembly, filter housing, and

the mter hOUsing retaining nut. Safety the retaining nutwith lockwire.

CHANGING PESCO FUEL PUMP FILTER(EVERY 100 hours)

I. Unscrew and remove filter housing from fuelpump.

2. Remove mter element and discard.3. Before installing new filter element, unscrew inlet

screen cover and withdraw assembly.4. Remove long bolt, spring, washers and separate

screen from cover. Wash the screen with solvent and replacein reverse order of disassembly.

5. Tighten bolt and torque to 20-23 in. lb.6. Install two new preformed packings on screen

cover and assemble screen and cover assembly to pumpbody.

7. Tighten cover to compress the packing and obtainmetal·to·metal contact and then lockwire.

8. After cleaning and reinstalling screen, install'a newfuel pump outlet fJ.1ter. (Check for pressure of preformedpacking in internal diameter. The element musl be installedso that the preformed packing slides over the spigot in thepump body.)

9. Replace preformed packing on mter housing.10. Install mter housing and tighten to compress

preformed packing to obtain metal·to-metal contact.II. Lockwire square section of housing to hole on

nameplate boss. Check for leaks after engine ground checks.

INSTRUMENT VACUUM AIR

Vacuum for the flight instruments is obtained by operatingan ejector with bleed air from the engfnes. Duringoperation, the ejector draws air in through the instrumentfilter and the gyros. If the gyros are not using the totalvacuum pressure created by the ejector, a vacuum reliefregulator handles the remainder.

The instrument fIlter, located at the top of the radiocompartment, is of prime importance and should bereplaced every 500 hours, or more often if conditionswarrant (smokey, dusty conditions).

The vacuum relief rel!Ulator valve, located on the forwardpressure bulkhead in the bottom of the radio compartment,is protected by a foam sponge type filter which should becleaned in solvent at least every 100 hours. If vacuumpressure rises above a normal reading, clean the filter andrecheck vacuum pressure before attempting to adjust thevalve.

SFRVICING THE OXYGFN SYSTEM

OXYGEN COMPONENTS

Oxygen for high altitude flights is supplied by a cylinderlocated in the compartment immediately aft of the aftpressure bulkhead. An installation of a 22, a 48 or a 64cubic foot cylinder may be installed in the King Air. Theoxygen system is serviced by a filler valve accessible byremoving an access plate on the right side of the aftfuselage. The system has two pressure gages, one located onthe right side panel in the crew compartment for in·fIightuse and one adjacent to the filler valve for checking systempressure during fdling. A shut-off valve and regulator,located on the cylinder, controls the flow of oxygen to thecrew and passenger outlets. The shut-off valve is actuatedby a push·pull type control located aft of the overhead lightcontrol panel. The regulator is a constant flow type whichsupplies low pressure oxygen through system plumbing tothe nutlet~_

OXYGEN SYSTEM PURGING

Offensive odors may be removed from the oxygen systemby purging. The system should also be purged any timesystem pressure drops below 50 psi or a line in the system isopened. Purging is accomplished simply by connecting arecharging cart into the system and permitting oxygen toflow through the lines and outlets until any offensive odorshave been carried away. The following precautions shouldbe observed when purging or servicing the oxygen system.

a. Avoid any operation that would create sparks andkeep all burning cigarettes or fire away from the vicinity ofthe airplane when the outlets are in use.

b. Inspect the filler connection for cleanliness beforeattaching it to the mler valve.

c. Make sUre that your hands, tools, and clothing areclean, particularly of grease or oil stains, for thesecon Laminanb will ignite upon contact with pure oxygen.

1D-8 King Air C90 Supplemental Operational Data

_ HIGH PRESSURELINES

1\llt~'I~!r~~\~~\lli\1~~:RESSURE

AFT PRESSUREBULKHEAD

CYLINDER

o

,.--- PRESSURE REGULATORAND SHUTOFF VALVE

FILLER VALVE---tJli)iS~l;tIT-~

SUPPLY PRESSURE GAGE

CABIN OXYGEN OUTLETS:----UUl~1

PUSH-PULL CONTROL----HHtJ------I

SHUTOFF CONTROL---......H-----rT

PRESSURE GAGE----r-nu

COPILOT'S OXYGEN OUTLET ----ott:!:!

FORWARD PRESSURE BULKHEAD----r-----------j

PILOT'S OUTLET

OXYGEN SYSTEM SCHEMATIC

King Air Cgo Supplemental Operational Data 10-9

d. As a further precaution against fire, open and closeall oxygen valves slowly during filling.

FILLING THE OXYGEN SYSTEM

Pill the oxygen system slowly by adjusting the rechargingrate with the pressure regulating valve on the servicing cart,because the oxygen, under high pre5:sure. wi11 call~

excessive heating of the filler valve. Pill the cylinder (22.0cubic foot cylinder installation) to apressure of 18oot50psig at a temperature of 70 P. This pressure may beincrease"d an additional 3.5 psig: for each degree of increasein temperature; similarly, for each degree of drop intemperature, reduce the pressure for the cylinder by 3.Spsig. The oxygen system, after filling, will need to cool and5ta.bllize for a mort ~riod b~forc an A(,;curatc reading onthe gages can be obtained. The larger cylinder installations(49.2 cubic foot cylinder, and 6S.6 cubic foot cylinder)may be charged to a pressure of 18S0 tso psig at atemperature of 70oP. When the system is properly charged,disconnect the filler hose from the filler valve and replacethe protective cap on the mler valve.

OXYGEN CYLINDER RETESTING

Oxygen cylinders used in the airplane are of two types.Light weight cylinders, stamped "3HT' on the plate on theside, must be hydrostatically tested every three years andthe test date stamped on the cylinder. This bottle has aservice life of 4,380 pressurizations or fifteen years,whichever occurs fltSt, and then must be discarded. Regularweight cylinders, .stamped "3A", or "3AA", must behydrostatically tested every five years and stamped with theretest date. Service life on these cylinders Is not limited.

AIR CONDITIONING SYSTEM

Servicing the air conditioning system consists ofperiodically checking the refrigerant level and changing thesystem air filter.

CHECKING THE REFRIGERANT LEVEL

a. Connect an external power source of at least 300ampere rating to the airplane.

b. Place the CABIN TEMP MODE switch, located onthe copilot"s subpanel, to the MANUAL COOL posItionand aDow the system to operate for approximately twominutes.

c. With the system still operating, observe the sightgage window at the aft end of the receiver·dehydrator,mounted on the left side of the nose wheel well. If thewindow appears milky or bubbles can be seen, the systemmust be recharged.

RECHARGING THE REFRIGERANT SYSTEM

The refrigerant system in the airplane air conditioningsystem is essentially the same type system used inautomotive and home air conditioners and should beserviced by a qualified air conditioning service agency. Thefollowing procedure will enable the service agent to chargethe system.

NOTE

The refrigerant system is to be charged onlywith the approved refrigerant gas as listed in theConsumable Malerials.

a.· Connect a regulated 28 volt dc power source of atleast 300 ampere capacity to the aircraft external powerreceptacle.

.b. Turn all electrical equipment not needed for airconditioner operation and all of the radio equipment offwhile using external power.

c. Move the CABIN TEMP MODE switch toMANUAL COOL position. This will also automaticallyactivate the VENT BLOWER to the LOW position.

d. Cortncct 8 3Crvicc unit to the 3Cmcc cortncctions;located in the upper fwd end of the nose wheel weD.

If the air conditioner, Is being recharged after a normalamount of service, refrigerant may be added without acomplete check of the system, as some refrigerant will belost during normal.use. However, if the system has been inservice only a short period, or recently serviced, a completecheck of the system shuuld be made. Leak~ may bedetected by inspection with a halide torch. Visible oil leaksaround the compressor or any part of the system requirescorrecting the leak and a check of the oil level in thecompressor, before the system is recharged with refrigerant.Check the oil level as follows:

I. Crack the discharge valve on the service cartuntil the pressure on the suction line has dropped to fivepounds or less.

2. Unscrew the oil check plug located on the topof the compressor unit five fuD turns to relieve the pressurein the compressor crankcase.

3. Remove the oil check plug and a-ring, thenmeasure the oil level with the dipstick, (part No. 65·590019included in the loose tools and accessories). Make sure thedipstick is bottomed on the oil sump case and not on thecompressoJ crankshaft. (If the dipstick is not available, acopper wire may be used to measure the depth of oil in thecompressor swnp. The oil level should measure from 1 inc.hto 1-1/8 inch in the bottom of the sump.)

4. Add Suniso No. S or Texaco Capella "En untilthe oil level is up to the level prescribed above if thecomprc3wr is low on oit.

S. Replace the oil check plug and O·ring seal,being careful not to twist the O·ring, damage the plugthreads or the plug's seating surfaces. Do not overtightenthe plug if it leaks; instead, either replace the a-ring orclean or repair the plug's seating surface as reqUired to stopthe leak.

NOTE

If the refrigerant system Is being recharged afterreplacement of a unit. such as the compressoror other components in the system, evacuatethe entire system of the refrigerant gas with avacuum pump operating to the 125 micron

. pressure level.or below.

10-10 King Air Cgo Supplemental Operational Data

e. Charge the sYstem slowly with refrigerant until thecloudy condition and most of the bubbles in the sight glassdisappear. After filling to this point'an additional 8 to 12ounces of refrigerant should insure a fully charged system

Charge the system with 4 t.l pounds of refrigerant.Approximately 2 pounds of refrigerant may be charged intothe system before operation. The remaining 2 pounds canbe charged into the system while it iJ operating to completethe charging. This assures the system will give trouble·freeefficient operation.

f. Disconnect the service cart and check the systemfor proper operation in the cooling mode. Replace theaccess panel and equipment required for servicing.

AIR CONDITIONER AIR FIL TERREPLACEMENT

The air conditioner filter is a flexible, fiber·foam type, thatcovers the eYaporator coil rediator in the air conditionerplenum chamber. It is to be replaced each 300 hours ofoperation. It may be remoyed as follows:

a. Remove the access door in the nose wheel wellbeside the evaporator inlet and outlet line. Remove theevaporator plenum access door, located under the wheelwell access door, for access to the evaporator.

b. Pull the mter down and out of the retaining clipson the evaporator coil. Remove the mter carefully so as notto distort the small tubing in the area.

c. Fold the new filter so that it can be insertedthrough the access door. The mter must be carefullyinserted between the radiator and the tubing and securedwith the retaining clips at the upper rorners of the ftlterframe.

NOTE

Check that the flapper valv. door from thocabin inlet still has clearance to open betweenthe tubing of the evaporator that might havebeen disturbed by changing the mter.

d. Replace the access doors.

MISCELLANEOUS MAINTENANCEAIRCRAFT FINISH CARE

Urethane paint is used on the King Air C90. A fmish ofthis type is necessary because the turbine oil used in thePT6A·20 engines will damage enamel and laquer finishes.Besides forming a tougher protective film, it has a verylustrous sparkle. A good coat of wax will aid in protectingthe surface from the elements. Any good automotive polishor wax may be used on the King Air C90.

SURFACE DEICE BOOT CLEANING

The surfaces of the deice boots 'should be checked forindications of engine oil after servicing and at the end ofeach flight. Any oil spots that are found should be removedwith a non·detergent soap and water solution. Care should

be exercised during cleaning to avoid scrubbing the surfaceof the boots, as this will tend to remove the special coating.The deice boots are made of soft, flexible stock, which maybe damaged if gasoline hoses are dragged' over the surface ofthe boots or if ladden and platforms are rested againstthem.

CLEANING PLASTIC WINDOWS

The windshield and plastic windows should be kept cleanand waxed at all times. To prevent scratches and crazing,wash them carefully with plenty of soap and water, usingthe palm of the hand to feel and dislodge dirt and mild. Asoft cloth, chamois or sponge may be used, but only tocarry water to the surface. Rinse thoroughly, then dry witha clean, moist chamois. Rubbing the surface of the plasticwilh il \by cluth build.s up au cle",tlustitllk; dutrKC whichattracts dust particles In the air.

Remove oil and grease with a cloth moistened withkerosene. Never use gasoline, ben2lne, alcohol, acetone,carbon tetrachloride, fire extinguisher or anti·ice fluid,lacquer thinner or glass cleaner. These materials will softenthe plastiC and may cause it to craze.

Mter removing dirt and grease, if the surface is not badlyscratched, it should be waxed with a good grade ofcommercial wax. The wax will fdl in minor scratches andhelp prevent further scratching. Apply a thin, even coat ofwax and bring it to a high polish by rubbing lightly with aclean, dry, soft flannel cloth. Do not use a power buffer;the heat generated by the buffing pad may soften theplastic.

INTERIOR CARE

To remove dust and loose dirt from the upholstery,headliner, and carpet, clean the interior regularly with avacuum cleaner.

Blot up any spilled liquid promptly with cleansing tissue orrags. Do IIOt pat the spot; press the blotting material firmlyand hold it for several seconds. Continue blotting until nomore liquid ia takon up. Scrape off :rl:icky mo.torials with adull knife, then spot-elean the area.

Oily spots may be cleaned with household spot removersused spar ingly. Defore using any solventt read theinstructions on the container and test it on an obscure placeon the fabric to be cleaned. Never saturate the fabric with avolatile solvent, it may damage the padding and backingmaterials.

Soiled upholstery and carpet may be cleaned withfoam·type detergent, used according to the manufacturer'sinstructions. To minimize wetting the fabric, keep the foamas dry as poSSIble and remove it with a vacuum cleaner.

The plastic trim instrument panel and control knobs needonly be wiped with a damp cloth. Oil and grease on thecontrol wheel and control knobs can be removed with acloth moistened .....ith kerosene. Volatile solvents, such asmentioned in the article on care of plastic windows, shouldnever be used since they soften and craze the plastic.

King Air COO Supplemental Operational Data 10-11

FUEL BRAND AND TYPE DESIGNATIONS

PRODUCT NAME DESIGNA TION PRODUCT NAME DESIGNATION

AMERICAN OIL COMPANY RICHFIELD PETROLEUM COMPANYAmerican Jet Fuel Type A Jet A Richfield Turbine Fuel A Jet AAmerican Jet Fuel Type A-I Jet A-I Richfield Turbine Fuel A-I Jet ACI

ATLANTIC REFINING COMPANY SHELL OIL COMPANYArcojet-A Jet A AerosheU Turbine Fuel 640 Jet AArcojet-A-I Jet A-I Aeroshell Turbine Fuel 650 Jet A-IArcoj@t-8 Jet B Aeroshell Turbine Fuel JP-4 Jet B

BP TRADING COMPANY SINCLAIR OIL COMPANYBPA.T.K. Jet A-I Sinclair Supeliet Fuel Jet ABPA.T.G. Jet B Sinclair Supeliet Fuel Jet A-I

CALIFORNIA TEXAS COMPANY STANDARD OIL OF CALIFORNIACaltex Jet A-I Jet A·I Chevron TF·I Jet A·ICal lex Jel B Jet D Chevron JP-4 Jet B

CITIES SERVICE COMPANY STANDARD OIL OF KENTUCKYTU~bine Type A Jet A Standard JF A Jet A

Standard JF A-I Jet A-ICONTINENTAL OIL COMPANY Standard JF B Jet BConoco Jet-40 Jet AConoco Jet-50 Jet A STANDARD OIL OF OHIOConoco Jet-60 Jet A-I Jet A Kerosene Jet AConocoJP-4 Jet B Jet A-I Kerosene Jet A-I

GULF OIL COMPANY TEXACOGulf Jet A Jet A Texaco Avjet K-40 Jet AGulf Jet A-I Jet A-I Texaco Avjet K-58 Jet A-IGulf Jet B Jet B Texaco Avjet JP-4 Jet B

HUMBLE OIL COMPANY UNION OIL COMPANYEnco Turbo Fuel A Jet A 76 Turbine Fuel Jet A-IEnco Turbo Fuel I-A Jet A-I Union JP-4 Jet BEnco Turbo Fuel 4 Jet BEsso Turbo Fuel A Jet AEsso Turbo Fuel I-A Jet A-IEsso Turbo Fuel 4 Jet B

NOTEMOBIL OIL COMPANYMobil Jet A Jet A Jet A -Aviation Kerosene type fuel withMobile Jet A-I Jet A-I -4Q°F (-40°C) maximum Freeze Point.Mobile Jet B Jet B

Jet A-I - Aviation Kerosene type fuel withPHILLIPS PETROLEUM COMPANY _58°F (-50°C) maximum Freeze Point.Philjet A·50 Jet APhiljet JP-4 Jet B Jet B ~ Aviation wide-cut gasoline type

fuel similar to MIL-F-5624 grade JP-4, butPURE OIL COMPANY may have Freeze Point -6Q°F (50°C) insteadPurejet Turbine Fuel Type A Jet A of maximum -76·F (-60·C).Pure]et Turbine Fuel Type A-I Jet A-I

10-12 King Air C90 Supplemental Operational Data

BULB REPLACEMENT GU IDE

LOCATION

Aft Dome LightAirstair Door Threshold LightAisle LightAnnunciator Panel Fault Warning LightAnnunciator Panel LightB~ggage Compartment LightCabin door Pressure Luck LightCabin Door Warning LightCabin Interior Light (Fluorescent)Cabin Reading Light

Cockpit Overhead LightCompass LightDeice Pressure Gage LightEngine Anti·ice LightEngine Fire Extinguisher LightEngine Fire Warning LightEngine Igniter LightFlight Hour Meter LightFuel Crossfeed LightFuel Panel Circuit Board LighlGenerator Overvoltage LightInstrument Indirect LightInslrument Overhead T.ightInverter Warning LightLanding Gear Control Knob LightLanding Gear Warning LightLanding LightMap Light (Pilot's and Copilot's)Navigation Light .No Smoking and Fasten Seat Belt LightOutside Air Temperature LightOverhead Light Panel LightOxygen Quantity Indi~ator LightPedestal Edge LightPost LightPressure ControDer LightPropeller Synchroscope Indicator LightRotating Beacon Light (Upper)Rotating Beacon Light (Lower)Smoke Detector Warning LightStall Warning LightStop Watch LightSTrobe Light (i'lashlube)Subpanel Edge Light

rail Navigation LightTaxi LightWing Ice LightWing NaVigation Light

King Air C90 Supplemental Operational Data

BULB NUMBER

307354354

CMB682

327303

1864

3275113WW

303

303327327327327327327327327

DI58-1OQ-5T1327

1864317327327327

45941495

. A7512·24. 303R

334.3158·1OO-5Tl

327

DI58·200·5Tl327327327

40·0\03·15A7079B·24

327327327

(Grimes) 3(}()467·1DI58·IOO·5Tl

. 1683. 4587

A7079A24. A7512·24

10·13

BU LB REPLACEMENT GUIDE. (Continued)

ANNUNCIATOR PANEL LIGHTS

r•

1. Depress left side of indicator panelto rotate in direction shown

2. Pull bulb from rear of indicator panel

OVERHEAD MAP LIGHTS

2. Remove bulb from socketunder light filter panel

,)1. Remove light control panel by removing

recessed attaching screws

o

CABIN READING LIGHTS

1. 2. Remove bulb (romreflector assembly

C90-609·llSHEET 11

10-14 King Air COO Supplemental Operational Data

BULB REPLACEMENT GUIDE (ContinuedJ

INSTRUMENT eIGHTS

I

1. Pull light shield (1) from light assembly2. Remove lamp

INDICATOR LIGHTS

1

1. Unscrew cap assembly (1)2. Remove lamp

COMPASS LIGHT

2

1. SWing shield (1) up2. Remove lamp (2)

1. Unsc rew cap filter ass embly (2)2. Romove lamp

INDIRECT INSTRUMENT(GLARESHIELD) LIGHTS

1. Locate faulty bulb under glareshield2. Remove bulb by turning counter-clockwise

CONTROL WHEEL MAP LIGHT

1. Remove light deflector case (1)2. Rpmove bulb (2)

C9lHi09-21SHEET 21

King Air C90 Supplemental Operational Data 1G-15

BULB REPLACEMENT GUIDE (Continued)

LANDING LIGHTS

/.'",...

1. Remove retaining ring.

TAIL STROBE LIGHT

1 2 2

3

2. Remove old seated-beam unit and replace with new unit.

TAIL NAVIGATION LIGHT

1. Remove transparent shield.2. Remove four relaining screws and 111t

out strobe light assembly.3. Unplug 11ght assembly and replace with

new 11gbt usembly.

WING NAVIGATION LIGHT

~II---~

1

1. Remove transparent cover (1)and shield (2).

2. Remove bulb.

1. Remove retaining screws.2. Remove bulb and replace with new bulb.

WING STROBE LIGHT

1. Remove transparent shield •2. Remove four relainlng screws

and 111t out strobe lightassembly.

3. Unplug light assembly andreplace with new light assembly.

10.16 King Air C90 SuPPlemental Opsrational Data

BULB REPLACEMENT GUIDE (Continued)

TAXI LIGHT WING ICE LIGHT

2:----';1

1---~

1. Remove access door

2. remove bulb

King Air ego Supplemental Operational Data 1Q.17

COIIISUMABLE MATERIALS

MATERIAL

RecommendedEngine Fuet

Alternate (Limited to150 houn between ..choverhaul period)

Engine Oil

SPE~IFICATION

Jet A INATO F·30. F-341Jilt A-1 (JP-6, NATO F-42)Jet B JP-4. NATO F-401MIL·J.5624

8O/B791/96100/130116/145

PROOUCT

7.& l::ENTISTOKI; OILS

Em Extra Turbo 011 274

AoroM1ol1 760

Wakefield Castrol 98Castrol 99 U.K.

Esso Extra Turbo 011274

SlncialroS-l048 Imp<oved

Castrol 99 U.K.

Celtex Synthetic AircraftTurbine 011 36

Texaco Synthetic AircraftTurbine 011 36

BP Aero Turbine Oil 40

5 CENTISTOKE 01 LS

Monsanto Skylube 450

Chevron Jet Engine 0115

Esso Turbo 011 2380

Aeroshell Turbine 011600

Conrol206

Enco Turbo 011 2380

Sinclair Turbo S 011 Typo II

Stauffer Jet II

Caltex Seta 7388Caltex Sato 7730

Texeco 5ato 7388Texaco Sato 7730

VENDOR

Esso International Inc., 15 West 51 StreetNew York. New York 10019

~h.1l Oil Company, 60 Won 60th Stroot,New York, New Yqrk 10020

Castrol Inc.. 254 Doremus Ave.Newark, New Jersev 07105

Humbla 011 and Refining Co., Box 2180.Houston, Texas 77001

Sinclair Rellnlng Co.• 800 Filth Ave.•New York. New York 10017

Stauffer Chemical Co.• 299 Park Ave.•New York. New York 10017

California Texas Oil Corp.380 Madison Ave.•New York. New York 10017

Texaco Inc., 135 East 42nd St.,New York. New York 10017

BPe (North America Ltd.• 620 Filth Ave..New York. New York 10017

Monsanto Co Inc.. St Louis, Missouri

Chevron 011 Co., Western Division,Denver. Colorado 80202

Esso International Inc., 15 West 61 Street.New York. New York 10019

Shall 011 Compeny. 60 Wen 60th Street.New York. New York 10020

Castrol 011 Conad. Ltd.• P.O. BOl( ~.

New Toronto Postal Stetlon. Toronto,Ontario

Humble Oil and Relining Co.. Box 2180t'ouston, Texas 77001

Sinclair Refining Co., 600 Fifth Ave.,New York, New York 10017

Stauffer Chemical Co., 299 Park Ave.,New York. New York 10017

Califomla Texas Oil Corp.380 Madison Ave..New York. New York 10017

Texeeo Inc., 136 East 42nd 51••New York, New York 10017

10·18 King Air C90 Supplemental Operational Data

CONSUMABLE MATERIALS (Continued)

MATERIAL

Lubricating 011Special PreM:''''tlve

Lubricating 011Gennl PurposelLow Temperature

Lubricating 011

Lubricating Oil

Lubricating 011

Lubricating OilHeevy Outy

Lubricating G'88S8.General

SPECIFICATION

VV·L-800

MIL·L·7S70

MIL·L·l0324A

MIL·L·2104

MIL-G.7711

PRODUCT

Mobil. Jet Oil II

SP En.ri.t 51

Brayco 300

Royeo 308

Nox Ru.. 51S (Cod.R-62·203-1I

Caltex Low Temp 011

Sinclair AirQ"8ft Orbitlube

1692 Low T.mp 011

Marvel Mystery

Ae,.,"'eli No. 12

Trojan Gear Oil 6086M

Gear LubricantSZ9285

I LCO Lubricant GeerUniversel Sub Zero(S-5017)

Ace Lub K·24

RP 06~)(

Fonnula No. RP497AA

Phillips 66 HDS Motor(Grodll01

Super Lana! (Grad. 101

PED 3342 (Grod. 10)

Regal Starfak Premium 2

VENDOR

Mobil Oil Corporation150 East 42nd Street,New Vork. New Vork 10017

SPC (North Amerlcal Ltd.. 620 Fifth A....New York, New York 10017

Srey 011 Co.Los Angeles. C.lilornll 90063

Royal Lubri~ntJCo.Hanover, N...., Jersey

Oaubert Chemical Co.Chicago. Illinois 60638

Celt.x 011 Product1 Co.New Vork. New Vork

Sinclair Refining Co., 600 Fifth Ave.,New Vork. New Vork

T.xlOO.lnc..I35 Eest 4200 St••New York. New York

Marvel Oli Compony. Inc.331-337 N. Main St.,Port Ch....r. New Vork 10573

Shell 011 Co.. 50 W... 50th••New York. New York 10020

Cities Servtce 011 Co.New York. NIIM' York

Americen 011 Co..910 S. Michigan A....Chicago, Illinois 60680

Internatlonal Lubricant Corp.P. O. Box 5111S.New Orleans, Louisiana 70150

Ace-Lub Oil Co.3983 Pecilic Sou_rd.San MatlO, California 94403

Mobil 011 Corporation,Paulsboro, New Jersey 08066

Phillips P.troIeum Co.Slrtlesvill•• Oklehomo 74003

Sinclair Refining Company600 Fifth A.... New VORK. New Vork10020

SteOOard 011 01 Celifornle225 Bush Street, San FranciicO,Ceillornla 94120

Caltex 011 Products Co.New York, New York

PED-3040 Stendlrd 011 01 Calilomle225 Sush St.•Son Fronclsco, Callfornl. 94120

A.,.,shell Gr.... 6 Shell Oil Co.. 50 We" 50th..New Vork. New Vork 10020

Regel AfB2 Texaco, Inc., 135 East 4200.,New York, New York

King Air Cgo Supplemental Operational DI" 1()'19

CONSUMABLE MATERIALS IContinued)

MATERIAL

Lubricating Gr.seAircraft and Instruments,LOW'lIt High Temper­ature

Lubri<:"ting Gr""..,High Tempenlture

lubricating GreeseMolybdenum Disulfide

L.ubrlcatlng Grease

urease

Molybdenum Disulfide

L.ubrlcant

SPECIFICATION

MIL-G.23827

MI L-C-a1322

Mll-G-21164

M1L-G-4343

MIL-M-7866

MIL-L-8937

PRODUCT

Supermll Grease No. A72832

Royco 27A

Aeroshell 7 Grease

RR·28

Castroleese A1

Mobilgr""... 28

Castroleese MSA ICI

Electro-Molyl11

Everlube 21'-G MolyGrease

Royco 64C

AllfQmlltl OfOllae 17

Chevron AvIationGr.se44

Cosmolube 615

Tamplube No. 124

Royco 43

MolykolB !lOll ~el"lll

Molykote Z

Molykote Z

MoIV·Paul No.4

VENDOR

American Oil Company, 910 S. Michigan Ave••ChIC8QO. Illinois 60680

Royal Lubricants Co.• Rl'ltr Roed.HanOver. New Jersey 07936

Shell Oil Co•• 50 West 50th.•New York. New York 10020

Soc:ony Mobil Oil Co.. Inc.W...hingtnn. !:l.r:.

ClIStrol Oils Inc.Newark. New Jersey

Mobil 011 Cg.-po....tign. Sh~h.m Plds••Washington. D.C. 20005 .

Costrol Oil Inc.254-266 Doremus Avenue.Newitrk. New Jersey OI1Ub

ElectrOfllm, Inc.P.O. Box 3930, 7116 laurel Canyon Blvd.•Nonh Hollywood. Callfornie 91605

Everlube Corporation6940 Farmdale Ave.•North Hollywood. California 91605

Royal LubricantsRiver ROlId.Hanover. New Jersey 07936

ShllH 011 Cgmpany60 West 50th Street.New York. New York 10020

Standard 011 Company of California225 lIush Street.San Francisco. California 94120

E. f. Houghton and Co.303 West lehigh A'It..Philadelphia. Pannsylvania 19133

National Engineering Products Co.Wedlington Building.W.....lngton. D.C.

Royal lubricants CO. River Rd..Hanover. New Jersey 07936

Dow Cvmlrlll. 3. 3891"..... Auod.Midland. Michigan 48641

Haske! Engineering lit Supply Co.100 EIISt Graham Place,Burbank. Cantorni. 91502

Wllco Co.• 4425 Bandinl Blvd••Los Angeles. California 90023

K. S. Paul Product. Ltd.london. England

Electrofilm.lnc.. P.O. Box 1067116 L.......I Canyon BI..d_North Hollywood. California 91605

Alpha-Molykote Corporation6S Harvard Avenue.Stamford. (;onne~I"..t

10-20 King Air Cgo Supplemental Operational Oltl

CONSUMABLE MATERIALS (Continued)

MATERIAL SPECIFICATION PRODUCT VENDOR

Grease Mll-G·10924 Shell A and A Grease Shell Oil Co., 50 Wast 50th,New York. New York 10020

PED 3355 Standard 011 Co. of California226 Bush St•• San Francisco,Californil 94120

Cosmolube 506 E. F. Houghton and CompanyWest Lehigh Ave., Philadelphia.Penn. 19133

lubricant, Powdered Mll-G-6711 GP·38 Netlone' Carbon Co.Graphite New York. New York

Hydraulic Fluid MIL·H-6606 3126 Hydraulic 011 Humbla Refining Co., Boll 2180,IBrakes and Shock Houston. TaX81 77001Struts)

Al/I'OIhen Fluid 4 Shell 011 Co•• 60 West 50th,New York, New York 10020

peD 3337 Standerd 011 of California225 Bush St.,Sen Francisco. California 94120

011 lAir Conditioner Sunlso No.6 Virginia Chemical" Smelting Co.Compressor! West Norfolk, Virginia

Texaco Cape/Ie E Tex8(:O Inc., 135 east 42nd St.,1500 v1lC01lty) New York. New York

Air Conditioning Dlchlorodifluoro- Reeon Inc.Refrigerant methane Reeon 12 Wichita, Kensal

Gllnatron 12 AlIled C",,",icalSpecialty Chemical, Division.Morristown, New Jersey

Freon 12 DuPont Inc.Freon Prod...." Oi",.lon,Wilmington Delawlll'e 1989B

Solvent PD680 V.rsoI EPO Standard ElJIteI'n, Inc.15 West 51st St..New York, New Yorl< 10019

AntioSelze MIL-¥-16232Compound Type M, Class 2

Graa.. Stick Door-Ease American Grease Stick Company2651 Hoyt,Muskegon, Michigan 49443

Toilet 1,"lush San• .p.k No_ 2031 eel_Co.Type' CtllIIner Loyola Federal Building,

Easton. Maryland 21601

Metal Protector LPS No.3 LPS Research LaboratoriesL<>a Ange..... C.1I~nMo90026

SoaP SOlution, Ollygen MIL-L-25567System Leak Testing

Aviator', BfIlIIthlnll MlloO-27210Ollygen

AntHce AddItive MIL-L-27686 HI-Flo Prist Hoffman·Taft Inc.P.O. BOll 1246Springfield, MIPOurl

V~on lilted a. mHtlfI(J Fee/eref ,ntI Military Specif'lcafionl .re prollidlJd _ ","renc. only and .re not tpllClf1cally recommended by BHChAitr:raft COrpt;1rBt!orr. Any product conforming fa tlUl .pecific,tionl nvyM I4tId.

King Air COO Supplemental Operational Data

LUBRICATION CHART

INDEX NUMBER LOCATION LUBRICANT INTERVAL IN HRS.

I Control Rod Ends MIL-G·23827 100

1:CAUTION ICheck to ascertain that the rod ends rotate freely

REAR VIEW

CllC>e()4.I.

1()'22 King Air C90 Supplemental Operational Data

LUBRICATION CHART

INDEX NO. LOCATION LUBRICANT INTERVAL IN HRS.

ENGINE CONTROLS1 Linkage (All moving parts) MtL-G-21164 Grease As required for

proper operation

INDEX NO. LOCATION LUBRICANT INTERVAL IN HRS.

PROPELLER2 Propeller Hub (2 zerks per blade) MtL-G-23827 1003 Low Pitch Slop Rods (Reversing

100Propeller) Marvel Mystery 011

C9C><04-1'

King Air e90 Supplemental Operationsl Data 10-23

LUBRICATION CHART

INDEX NO. LOCATION LUBRICANT INTERVAL IN HRll.

AILERON CONTROL SYSTEMI Aileron Quadrant MIL-L-7870 Oil 2002 Aileron Bell Cranks MIL-L-7870 Oil 200

1Q.24 King Air COO Supplemental Operational Data

LUBRICATION CHART

INDEX NO. LOCATION LUBRICANT INTERVAL IN HRS.

LANDING GEAR RETRACT SYSTEM1 Retract Chains Mix MIL·G·6711 Graphite with

naphtha into a paste and applywith a bruah.· 100

2 Emergency Extension Mechanism VV-L-800 011 1003 Limit Switch SCrew and Nut MIx 45 grams Molykote

Z per pound of MtL-G­23827 grease. Wipe offall exceSS. 100

4 Shaft Bearings MtL-G-7711 Grease 50

• Also acceptable: "Petrochem Chain Life", Ashland ChemicalCo., P.O. Box 2260, Santa Fe Springs, Calif. 90670.

King Air COO Supplemental Operational Data 1().25

LUBRICATION CHART

INDEX NO. LOCATION LUBRICANT INTERVAL IN MRS.

RUDDER-ELEVATOR-AILERON

1 Rudder Trim Tab Tube MIL-L-1S10 011 100Z Rudder Trhn Tab Actuator MIL-G-Z3SZ1 Grea.e ZOO3 Rudder Trim Hinge Mix MIL-G-S111 Graphite with

naphtha Into a paste and applywith a brush. 100

4 Elevator Trim Tab Actuator (2) MIL-G-23827 Grease 2005 Elevator Trim Tab Control Tubes (4) MIL-L-1S10 011 1006 Elevator Trim Tab Hinges (2) Mix MIL-G-6111 Graphite

with naphtha Into a pasteand allilly with a brush. 100

1 Aileron Trim Tab Actuator (1) M1L-G-23S21 Grease 200

1ll-26 King Air COO Supplemental Operational Data

LUBRICATION CHART

INDEX NO. LOCATION LUBRICANT INTERVAL IN HRS.

NOSE LANDING GEAR1 Door Hinges and Retract Linkage MIL-L-7870 Oil 1002 Grease Fitt lngs MIL-v-7711 Grease 503 Wheel Bearings MIL-G-81322 Grease 1004 Nose Wheel Steering Mechanism MIL-G-7711 Grease 505 Retract Actuator Jackscrew MIL.o-21164 Grease 1000

*6 Hinge Bolts and Bushings LPS No. 3 Metal Protector 6 Months"7 Grease Fittings MIL-G-7711 Grease 100*8 Drag Leg Bolts and Bushings LPS·*3 Metal Protector 6 Months

*·9 Grease Fittings MlL-G-7'111 Grease 100**10 Drag Leg Stop Bolt Grealle MIL-G-7711 Graue 100

Fitting

NOTE

To lUbricate the center attachment bolt and buohinc of theBOle geu drag leg on LJ-li77 md alter and onearlier abcnft reworked to Service Instruction No.0516-200. replace the let ICNW in the bolt with the lubri­cation fiWnil Included in the 10DIe tooll and acceaone.of the aireraft, then reiIlItaIl the let .crew when lubricat­loll .. completed

Removed at LJ-237

,..------ NOTE -------,When lubricating the lower or upper Itrutblllhing. jack the note wheel lip and Ihakeand rotate the wheel w _...... ~ u..,lubricant penetrate. to the contacting .urfac.of the blllhing.

ITEM LOCATION LUBRICANT INTERVAL IN HRS.NUMBER

MAIN LANDI NG GEAR1 Grease Fittings (8) MIL-G-7711 Grease SO2 Wheel Bearings (4) MIL-G-81322 Grease 100J Retract (irease 1'"1mng8 (10) MIL-G-7711 Grease 504 Retract Actuator JacKscrew (2) MIL..Q-21164 Grease 10005 Door Hinges and Retract Linkage (12) MIL-L·7870 Oil 100

• Prior to 1_T_5'17 unless reworked to Service lnstroction No. 0516.200... LJ-577 and after or earlier aircraft reworked to Service Instroction No. 0516.200.

King Air COO Supplemental Operational Data 10-27

LUBRICATION CHART

INDEX NO. LOCATION LUBRICATION INTERVAL IN HRS•..

CONTROL' COLUMN1 Linkage MI L-L-7870 011 200

INDEX NO. LOCATION LUBRICATION INTERVAL IN HRS

RUDDER PEDALS AND BELLCRANKSZ pedal and Bellcrank Linkage Mn.-L,-7870 OIl 200

~.

1G-28 King Air COO Supplemental Operational Data

LUBRICATION CHART

INDEX NO.

1

LOCATION

EMERGENCY EXIT DOORDoor Mecban18m

LUBRICANT

MIL~M~7866

Molybd@num Disulfide

INTERVAL IN HRS.

500

INDEX NO. LOCATION LUBRICANT lNT~RVAL IN HR5.

2CABIN DOOR

LatclUng Mechanlsm MIL-L-7870 Oil 200

C80«)4-11

King Air ego Supplemental Operational Data 1G-29

10-30

rNTENY'ONALL Y LEFT BLANK

King Air COO Supplementa, Operational Data

King Air e90 Supplemental Operational Data

'"....Z-oa.C)Z-u>c.::Y.I

'"

10-31

~ SERVICING SCHEDULE9w

ITEM LOCATION SERVICE WITH INTERVAL INN

HOURSCHECK .

Engine Oil Level 15. 11 o'clock position of accessory See Engine Oil in Consumable Preflightgear-case Materials Chart.

Refrigerant Level 28. Sight gage window on left side of See Consumable Materials 100nose wheel well Chart

Pressurization Controller 2. Upper left comer of first bulkhead Clean all dirty parts except 200Air Filter behind instrument subpanel. .ftltercartridge with

solvent.Engine Oil Filter 22. 3 o'clock position of compressor Insp"..ct for foreign material. 100

inlet case.~ Battery 3. Right wing center section forward Check for clean dry battery SO noursj' of main spar• free of spillage or corrosion.~ Wing Attacn Bolts Each Wing Root Check For proper torque At first 100 hr

I..8 inspection and at

r first 100 hr'tI inspection after each'tI reinstallation ofiD

i the bolts.:::J

~0 CHANGEi;g. Engine Oil 15,20,21,23. Remove forward cowlings See Engine Oil in Consumable SO hr per month:::J to gain access to nose case drain. Materials Chart. Or less:IL

~Remove fiberglass duct and oil 400hrsor9

it cooler bypass duct to gain access months whicheverto engine drain plug, and oil OCcurs first.cooler drain plug. Refill at 11o'clock position on accessory Over 50 hours pergear-ease. month:

800 hours (1200CAUTION hOUlS using 5

Centistoke oils)Do not exceed torque of IS to or 9 months,20 inch-pounds when reinstalling whichever occursoil cooler drain plug. first.

CLEAN

Engine Corr.preSSOr 14. Access through cowling Turco 4217 As RequiredIII Engine Driven Fuel Pump 18. Right side of engine accessory Dry Compressed Air 100..

Screen section

lD Firewall Fuel Filter 19. For access to mter on each Clean with solvent and 100,.6 engine, remove fiberglass dUl;t . blow d.ty with ~mpressed air.

and oil cooter oypass duct.Suction Relief Valve 32. Mounted in nose compar1rnent on Clean with solvent and 100

Filter left side fwd. of pressure bulkhead. blow dry with compressed air.

Air c.:mdltioner Compressor 27. Access panel in left topside of nose Sunisa No.5 or Texal;o Capella Whenever system iscompartment. "tot Grade, 500 viscosity, oil rechar:!ed with

refrigerant. Recycleeach 100 hours or30 days whicheverOCCurS fIrst.

Brake Fluid Reservoir 26. Upper left comer ofprewre bulk- . MIL-H-5606 Hydraulic Fluid As Required.head in nose compartment.

Main Landing Gear Struts 17. Filler plug at top ofeach strut MIL-H-5606 tlydraulic Fluil 100 hours orof main landing gear. As Required.

'" Nose Landing Gear StlUt 29. Filler plug at top of nose gear MIL-H-S606 Hydraulic Fluid 100 hours ori' strut. As ReqUired.!: Oxygen Supply Cylinder 7. Acceu panel on right side of aft MIL-O-27110 Oxygen As Requited..

fuselage.8 Shimmy Dampener 30. Mounted at upper knee of nose MIL-H·5606 Hydraulic Fluid 100 hours orr landing gear. As ReqUired.:g Cabin Door Dampener 8. Mounted on aft side of cabin door. MIL-H-S606 Hydraulic Fluid As Required.;r3III:I

i.0~;l DRAINe.0:Il!!.. Firewall ruel Filter 19. Open and ~lose drain valve with rin!! Preflight

a on right side of fuewall.Boost Pumps II. Drain cocks on undetside of naceUe Preflii!ht

just forward of the wheel well.Wing Center Section 13. Drain cock 011 underside of wing center Preflight

Fuel Tank section adjacent to the fuselage.Wing Fuel Tank 10. Drain cock on underside of outboard Preflight

wingjust forward of the main spar.Outflow Valve Control 9. Access panel jn upholstcl)' at right )00

Line Drain lower aft comer ofcabin.Pitot Line Drain 16. Underside of leading edge of wing 100

center sectior; adjacent to fuselage.100 hours andStatic Line Drains 3. Access panel in upholstery under

subpanel besi~e copilot. after I!Xp03ure tovisible moisture,

~ in them or9tt on the ground.

~ITEM

REPLACE

LOCATION

SERVICING SCHEDULE (Continued)

SERVICE WITH INTERVAL INHOURS

Evaporator Filte)

InstnllnentAir Filter

31. Access panel in left side of nosewheel well. .

33, Instmmem filter mountedon uppet right comer of pressuJebulkhead in nose compartment.

300 .

F:very 500 hour,s, or·more often ifcon­ditions warrant.

I)­I;"

~UI

tj.[~

Ir

lD...

NOTES: 1. Emeracncy Locator l'ralumittera, RCcbaraeable Batteries: Recharae after one cumulative hour of use or after SO% of the usc!ful charae

life, .

b. Non-Recbar,eable Batteries: ll.cplace after one cumulative hour of Use or after 50% of the usefUl life. I