BE-99 Pre-Ground School

Briefing

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Ameriflight LLC
This document is provided as a centralized location for information concerning
the Beech 99 Airliner. This information was obtained from but does not supersede or
replace the BE99 Pilot Operating Handbook, the Ameriflight BE99 training manual, the
Ameriflight Operations Specifications, and the BE99 SOP. The illustrations and
explanations are simplified to aid in understanding the complex systems of this airplane.
The information is presented for both B and C model 99s, and where appropriate,
side by side comparison between the two is made. Most limitations listed are Ameriflight
limits. Pilot candidates are expected to familiarize themselves with the systems contained
within this brief so they will be prepared for ground school. For most pilot candidates, a
thorough read through two to three times should be sufficient. However, for those who
struggle with mechanical understanding, it might take more. For most pilot candidates,
this will be an initial turbine experience; the pilot must understand that a higher
expectation exists for turbine operators. With thorough study of this brief, the pilot
candidate will help lay the building blocks so that the maximum learning potential is
achieved during ground school.

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 Table of contents
AIRFRAME: PAGE
Airspeed limitations --------------------------------------------------- 4
Weight limitations ----------------------------------------------------- 5
General performance summary--------------------------------------- 7
Required charts and AFM data -------------------------------------- 8
Fuel system ------------------------------------------------------------13
Electrical system ------------------------------------------------------20
Stabilizer trim system ------------------------------------------------27
Flap system ------------------------------------------------------------28
Landing gear system -------------------------------------------------29
Brakes / Anti-skid ----------------------------------------------------34
Fire detection/extinguisher system ---------------------------------36
Annunciators ----------------------------------------------------------37
Ice/rain protection ----------------------------------------------------39
Pneumatic -------------------------------------------------------------39

ENGINES:
Torque/Temperature limitations ------------------------------------42
Fuel, misc. limitations -----------------------------------------------43
General -----------------------------------------------------------------44
Compressors bleed valve operation --------------------------------47
Engine performance monitors --------------------------------------50
Planetary reduction gears --------------------------------------------52
Fuel control unit ------------------------------------------------------53
Fuel topping governor -----------------------------------------------53
Primary/over speed governors --------------------------------------56
Propeller operation ---------------------------------------------------59
Auto ignition ----------------------------------------------------------60
Auto feather system --------------------------------------------------61

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AIRFRAME

Airspeed limitations:

The airspeeds listed with an * under the AMF column are AMF policy speeds. These
are conservative when compared to the speeds listed in the BE99 POH.

Speed in knots B99 C99 AMF

Vr 100 100 *
Vx 101 92
Vxse 86 93
Vmca (red radial) 85 91
Vyse 120 121
Vy 120 121
Vfe (0-30 deg) 170 170 *
Vfe (> 30 deg) 140 140 *
Vle 150 150 *
Vlo (up) 130 130 *
Va (Gross wt)* 169 165
Vg 98 108
Vmo 200 200 *
Vww 150 150 *
Vne 224 226
Maximum crosswind 25 25

*Va decreases approximately 7kts per 1,000lbs under MGTOW

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Weight limitations:

Weight B99 C99

Empty wt ~6000lbs ~6000lbs

Zero fuel wt NA NA
Max ramp wt 10955 11380
Max takeoff/landing wt 10900 11300

Zone A 600lbs 600lbs

Zone B 800lbs 800lbs
Zone C 1300lbs 1300lbs
Zone D/E 1530lbs 1530lbs
Zone F 560lbs 560lbs
Zone G 100lbs 100lbs
Center load (Zone B-D/E) 2650lbs 2650lbs

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These load planners suggest a method of cargo distribution which, when followed, will normally
result in the aircraft being within required CG limits. While not all payloads will lend themselves to
the suggested distribution, pilots will find these guides useful in formulating a load plan under
most conditions. Use of these guides does not ensure the aircraft to be within CG limits; pilots
are responsible for determining the best way to load cargo, so as to ensure the aircraft remains
within CG limits throughout the entire loading/unloading process as well as the flight to include
take off and landing.

General performance summary:

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The BE99 aircraft:
Operates as a normal category airplane (3.25G pos, 1.3G neg).
Maximum altitude: 18000 ft (per AMF policy).
Maximum fuel capacity: 2466 lbs (368 gal).
Maximum nacelle: 375 lbs
st
Fuel Burn 1 hour: 600 lbs/hr
Fuel Burn 2nd hour: 500 lbs/hr.
Cruise true airspeed: 215 kts.

Provides the approximate performance as listed:

Type B model C model

Endurance no reserve (full fuel) 4.4 hrs 4.4 hrs
Endurance no reserve (1600 lb std) 2.9 hrs 2.9 hrs
Range no reserve (full fuel) 902 nm 902 nm
Range no reserve (1600 lb std) 595 nm 595 nm
Load capacity (full fuel + 200 lb pilot + bags) 2300 lbs 2700 lbs
Load capacity (1600 lbs fuel + 200 lb pilot + bags) 3100 lbs 3500 lbs

Operational notes:
Use of Avgas limited to:
150 hours per engine overhaul,
B model maximum altitude using avgas is 8000 ft.,
C model maximum altitude using avgas is 18000 ft with either
engine driven low pressure pump inoperative.

Misc. notes; hidden switches:

Power levers: Left only; > 90% position trim out of range
Both; > 90% position auto feather system armed
Both; < 80% N1.... Gear warning
Prop levers: Both; less than full (high RPM) setting, Reverse not ready
Condition levers Out of cutoff PY & P3 heat activated, EPA pump enabled

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Takeoff, Landing, and Accelerate-stop distance charts:

These charts are derived from the performance charts found in the POH and the BE99
training manual. They provide ball park figures only, and are intended to give you a
general idea concerning the accel/stop, takeoff, and landing performance for these
airplanes.

Where this data was obtained:

The left section of the appropriate POH chart was used to convert pressure altitude to
density altitude, followed by adjustments for gross weight in the center section, and
obstacle clearance in the right section. For the takeoff and landing graphs, the more
conservative 50 ft obstacle clearance data was used. Density altitudes in 2,000 ft
increments from sea level to 10,000 ft were used.

Using these charts:

When using these charts, determine and use density altitude (since thats the altitude
where the airplane thinks its at). Find the density altitude along the bottom X axis
line. Move up to the airplanes weight (interpolate the space between the min and max
wt. lines for your GW). Read the runway length needed along the left Y axis line.
Graphs are drawn for 8000 lbs and GW for the B and C model airplanes.
These charts assume a flat, dry, hard surfaced runway, no wind, and 50 ft
obstacle clearance.

Density altitude can be determined via this simple formula;

DALT = PALT + ((deg C now - std deg C for this alt)/8.5) * 1000)

Example: the temp at RDM is 32 deg C, the PALT is 3000 ft.

(std temp at 3000 ft is 9 deg C)

DALT = 3000 + ((32 9)/8.5) * 1000) = about 5700 ft

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Fuel system:
Simplified fuel system schematics are provided for both B and C model airplanes to
illustrate the fuel flow through each system and the differences between the two models.

B model:
Low pressure pumps:
There are two (2) low pressure fuel pumps per engine on the B model. The
primary and secondary electric low pressure fuel pumps provide pressurized fuel
to the engine driven high pressure pump at 45psi (this prevents cavitation and
damage to the high pressure pump).The switches for these are located on the
Captains sub-panel, left side.

In addition, it also provides fuel pressure to the jet jump which is used to draw
fuel from the wing root tank and refill the nacelle tank via low pressure suction.

* Maximum operation with a low fuel pressure light illuminated is 10 hours per
high pressure pump overhaul. Consult the MEL.

High pressure pump:

There is one (1) high pressure fuel pump per engine on the B model. The high
pressure pump provides fuel to the Fuel Control Unit (FCU) at 850psi at
maximum power setting. A high pressure pump failure will yield an engine
failure.

Fuel cross feed:

This is not a normal operation and you will need to consult the abnormal checklist
Cross feeding of fuel is accomplished by:
1. Turning on the primary and secondary fuel pumps on the source side
2. Turning the cross feed switch: ON. (Located on the fuel control panel, center
console)
3. Turn both fuel pumps on the receiving side: OFF
A One way (check) valve prevents the transfer of fuel to the NAC tank on the
receiving side.

The white xfeed annunciator will be illuminated. This indicates the cross feed
valve is not fully closed.

Misc:
A manual shutoff valve is located inside the main wheel well that allows
maintenance personnel to isolate the fuel filter for changing. Be sure to check for
proper position of this valve during preflight.

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C model:
Low pressure pumps:
There are two low pressure fuel pumps on the C-model, one (1) engine driven low
pressure fuel pump and one (1) electric low pressure fuel pump.

The engine and electrical driven low pressure fuel pumps provide pressurized fuel
to the engine driven high pressure fuel pump at 45psi. (this prevents cavitation
and damage to the high pressure pump). The switch for the electric fuel pump is
located on the Fuel Control Panel (FCP)

In addition, it also provides motive flow (fuel pressure) to the jet pump which is
used to draw fuel from the wing root tank and refill the nacelle tank via low
pressure suction.

High pressure pump:

There is one (1) high pressure fuel pump per engine on the B model. The high
pressure pump provides fuel to the Fuel Control Unit (FCU) at 850psi at
maximum power settings. A high pressure pump failure will yield an engine
failure.

Fuel cross feed:

This is not a normal operation and you will need to consult the abnormal checklist
Cross feed fuel by activating the Cross Feed toggle switch on the fuel control
panel to either left or right as needed. This switch activates (3) things:
1. Opens the cross feed valve.
2. Activates the electric standby pump on the source side. (Regardless of switch
position)
3. Electrically closes the motive flow valve on the receiving side to prevent
fuel transfer to the receiving side NAC tank.

The green and the receiving side yellow

annunciators on the caution/advisory annunciator panel will be illuminated.

Misc. fuel system notes (B & C model)

Fuel imbalances:
There is no published fuel imbalance allowance for the BE99. However, it is not
advisable to exceed 500lbs difference.

Minimum fuel for takeoff:

285 lbs (43 gallons) per side. 570 lbs total

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Low pressure fuel (pressure below 9 psi):
If low pressure fuel can not be provided to the engine driven high pressure fuel pump,
(L/R FUEL PRESS), then the jet pump (venturi), will not provide fuel from the wing root
tank to the NAC tank, except via gravity feed. 28 gallons (188 lbs) will not gravity feed
to the NAC tank and will become unusable.

NAC NOT FULL:

The L/R NAC NOT FULL light will illuminate once the float sensor, senses the fuel level
in the NAC tank has dropped to 54 gallons (362 lbs) or less.

Takeoff with the NAC NOT FULL annunciator(s) illuminated is authorized per AMF
policy. Ensure you have the appropriate amount of fuel on board plus reserve, by
verifying the fuel quantity on the fuel totalizer in the total position.

The NAC NOT FULL annunciators are de-activated with the fuel quantity selector in the
NAC position. The NAC NOT FULL annunciator should extinguish once fuel has been
replenished to the nacelle tank. This is accomplished by the venturi pump pulling fuel
from the wing root tank through low pressure suction.

The fuel level on the fuel quantity gauge with the fuel totalizer in the TOTAL position
will indicate 28 gallons (188 lbs) higher in reference to zero (0) fuel. As a result, you will
have the L/R NAC NOT FULL annunciator illuminate with a fuel quantity of 550lbs.

The NAC not full annunciators are de-activated with the fuel quantity selector switch in
the NAC position.

Note: low fuel pressure, (and if C model, no motive flow annunciators) will be on.

Fuel/oil heat exchanger:

The fuel/oil heat exchanger heats the fuel before entry into the fuel control unit to prevent
clogging by ice crystals as well as cool the oil in the return line.

*Ameriflight does not use any additives.

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EPA can:
During engine shutdown, excess fuel from the starting flow controller (B model) Flow
divider (C model) is sent to a small holding tank: EPA can.
A float switch activates the electrical EPA fuel pump when the fuel level in the EPA can
reaches 3 QT, the EPA pump returns residual fuel to the NAC tank when the EPA can is
full.

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Fuel spilling on the tarmac at engine shutdown is an indication that this pump is
inoperative. It takes 3 shutdowns to fill the EPA from completely empty to full (3qt)

Power is provided to this system whenever the master switch is ON and condition levers
are out of cutoff.

Firewall Fuel Shut-Off Valve: T-Handle

Pulling the Firewall Fuel Shutoff Valve (T-handle), Electrically closes the firewall
shutoff valve and arms the fire extinguisher (if installed). They are powered by the Hot
Battery Bus.

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Electrical system:
The electrical system in the BE99 operates as a 24v negative ground DC system.
There are also two (2) 115V and 26VAC Inverters, 400HZ AC power sources that
provide AC power to the Captains AI and HSI, and to the torque meters. Also see misc.
notes for the B model.

Battery:
Location: Inside the right wing stub
Output: 24v, 40amp hr. battery lead acid
Cooling: air-cooled thermostatically controlled intake valve

Starter/Generators:
As generators; * 28v, 200amp (B model), 250amp (C model)
maximum continuous output capability each at 1.0%
* The minimum N1 for generator online operation is 60%N1.
Initial generator loads on the engine below 60% N1 can
produce over-temp ITT conditions.
* Capable of producing up to 1000 amps of current for a
short period of time during starts
* Paralleling occurs at .14 load.
If a generator goes offline with the system load
below .14, dont attempt to reset it. Engine speeds
above 60%N1 or loads exceeding .14 will reset the
offline generator automatically.
* Over-voltage conditions exceeding 32.5v will cause the
over-voltage system to take the generator offline by
opening the reverse current relay.

As starters: * These starters draw approx. 1000 amps of power during the
first moments of start, decreasing to below 250 amps as
the engine N1 speed increases to above 10%.
* Do not attempt to start an engine if the battery voltage is;
below 21.5v for and external GPU start, or
below 23.5v for a battery start.

* The starter usage must not exceed the following;

40 sec on, 60 sec off, 40 sec on, 60 sec off, 40 sec on, 30 min off.

* The starter switch:

Energizes the appropriate starter relay.
Activates the appropriate engine ignition system.
Activates the purge valve (B models only)
De-activates the ground fault trip system (B models only).

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325A current limiters:
These are placed between the battery bus and the left and right generator busses for short
circuit protection.

External power:
Requirements: * The maximum GPU output must not exceed 1000 amps to
avoid damage to the starter.
* Be sure that the MASTER switch is on and the generators
are off before any GPU is connected to the airplane to
avoid damage to sensitive electronics.

Note: The avionics relay defaults to the energized

position. The relay is held open when the avionics master switch
is set to the off position, when the master switch is on. There
for, GPU power will not damage the avionics.

Annunciators: * B model; ext power door is open.

* C model; external power cable is connected, below 32v and
receiving proper polarity.

Additional notes for the B model system:

The B model airplane electrical system includes a battery ground fault protection
circuit and a bus feeder fault detection system.

This system is de-activated when an engine start switch is set to the ignition/start
position, or external power is connected to the airplane.

The Battery ground fault circuit detects differences in current flow between the
positive and negative cables connected to the battery. If a short circuit occurs in the
cabling between the battery and the battery bus (under the center isle floor), the battery
relay and ground fault relay both open to remove the cable from the circuit, stopping the
short circuit.
This circuit can be reset by momentarily pressing the bat feeder fault reset annunciator on
the circuit breaker panel.

This system also protects the generators by detecting differences in current flow between
the generator ground and output cables. If a short circuit occurs, the system will take the
generator offline by opening the reverse current relay.

The bus feeder fault detection circuit activates the bus feeder fault light on the circuit
breaker panel whenever a 60A circuit breaker connected to one of the dual fed buss
blows.

AC inverter: Turns D.C to A.C power when the inverter is powered. Powers Torque, oil
pressure and fuel pressure for the B model and only the torque gauge for the C model.

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B Model sub-panel and dual fed bus connections:

Dual fed bus 1 Dual fed bus 2

Rt nac not full Windshield anti-ice control
Fire detector (if inst) Lft nac not full
Fire extinguisher (if inst) Lft firewall shutoff
Rt firewall shutoff Lft ignition
Rt ignition Lft starter control
Rt starter control Lft fuel pressure
Crossfeed Annunciator panel
Rt fuel pressure Lft oil temp
Rt oil temp. Inverter warn
Turn and slip Lft oil press. warn
Landing gear horn Bar
Flap and stab position Stall warn
Rt gen fault Landing gear lights
# 2 Inverter =============>>>AC Bus <<<======== # 1 Inverter
Battery chg indicator L/R oil press. Prop test low pitch
Landing gear position L/R torque meter Autofeather
Windshield de-ice control L/R fuel flow Lft gen fault
Prop de-ice control L/R fuel qty. Landing gear control
Windshield wiper Captains AI Flap selector
Cabin lights Captains HSI Co-pilot turn and slip
Rt fuel control heater Avionics master
Surface de-ice Nav lights
Rt inlet control Rt inlet power
Nose steering disengage Misc cockpit lights
Rt oil pressure warn Lft inlet power
Lft inlet control
Lft fuel control heater
Trim in motion ind.
T/O out of trim warn
Hobbs meter

Sub-Panel bus 1 Sub-Panel bus 2

Rt landing light Lft landing light
Ice light Taxi light
Rt pitot heat Beacon light
Rt primary boost pump Lft pitot heat
Lft secondary pump Lft primary pump
Prop anti-ice Rt secondary pump
Stall warn heat Strobe lights

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C Model electrical bus connections:

Dual fed bus 1 Dual fed bus 2 Dual fed bus 3 Dual fed bus 4
L gen control R gen control L firewall valve R firewall valve
#1 inv control #2 inv control L stby pump R stby pump
Pilots turn/slip Stab trim ind L fuel xfer warn R fuel xfer warn
Out of trim warn Nose steering L fuel qty R fuel qty
Trim in motion Cabin temp control L fuel press warn R fuel press warn
Main stab trim R bleed air control Fuel xfeed Man prop de-ice
L bleed air control Avionics lights Prop governor R man prop de-ice
Flight inst lights Engine inst lights L man prop de-ice R ignition power
Indirect inst lights Sub-panel lights L ignition power R starter control
Side panel lights Pedestal lights L starter control Flap control & ind
Overhead lights R bleed air warn Flap motor
Nav lights Landing gear pos ind
Stall warn Annunciator ind
L bleed air warn Windshield wiper
Ldg gear warn horn R fuel flow
Annunciator power R oil temp
Inverter warn R oil press
Windshield de-ice cntrl R oil press warn
Surface de-ice R lip de-ice control
Avionics master R fuel control heat
L fuel flow R control cable heat
L oil temp R fire ext
L oil press R chip det
L oil press warn Autofeather
L lip de-ice control Strobe lights
L fuel control heat Landing gear control
L control cable heat R pitot heat
Fire det Ice lights
L chip det Taxi light
Man prop de-ice R landing light
L pitot heat Co-pilots windshield de-ice
Stall warn heat
L landing light
Rotating beacon

Hot bus AC bus (from operating inverter)

Dome lights L/R torque meters
Fwd baggage light Inverter warn relay
Clock Horizon gyro
Ext DC sensor Directional gyro
volt/freq meter

Battery switch

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Whats the difference in a generator and an alternator?

The key difference between an alternator and generator is how the current is created. In
other words what is fixed and what spins.

Moving a wire through a magnetic field, causes a small amount of current to be

generated, this current is read as voltage. This voltage causes the current to flow.

Generators create electricity by moving a wire armature within a fixed magnetic field.
You can alter how much electricity is generated by altering either the speed at which the
armature rotates or by altering the strength of the magnetic field. This is achieved by the
wire windings on the stator magnet (see picture below)

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Stabilizer trim system:

The variable incidence horizontal stabilizer is controlled via an electric dual pitch trim
system.

The main and standby pitch trim on-off switches are located on the center pedestal.

The main trim is operated via the dual pitch trim thumb switches on each control yoke.
The standby pitch trim is operated via dual pitch trim switches on the center pedestal.

Both main and standby trim:

* Both dual switches must be pressed in the same direction to get trim movement.
* Trim in motion is indicated by the audio meep sounds over the speaker
and headset. These are independent of the radios and will operate with the
radios off.
* On the ground with the trim out of the green arc range, advancing the LEFT
power lever past approx. 90% will sound the trim out of range warning horn.
* In flight, the trim out of range warning system is de-activated.
(squat switch on the right side main landing gear)
* The trim motors are located at each end of the same shaft, so set one
trim on-off switch to off before setting the other to on.

ALL trim system components must be functional for flight!

(This includes the trim out of range warning horn, and meep generator).

The main trim:

Operates 3X faster than the standby trim.
Is equipped with trim rel buttons next to the switches on the yoke for
trim release.

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Flap system:

The Beech 99 Airliner flap system is made up of three-segment Fowler-type flaps.

The flaps, two on each wing , are driven by an electric motor through a gearbox mounted
on the forward side of the rear spar. The motor incorporates a dynamic braking system
through the use of two sets of motor windings, which helps to prevent over travel of the
flaps. The gearbox drives four flexible driven shafts connected to jackscrews at each flap.
There is no safety mechanism that protects against flap asymmetry.

The flaps are operated by, sliding the flap control lever located just below the condition
levers on the pedestal. Flap travel from 0 (Up) to 35 (Down), is registered on the flap
position indicator. The flap position indicator has a detent to select flaps 30% (10). The
indicator is operated by a potentiometer driven by the right inboard flap. The right
inboard flap also drives the flap position limit switches.

The flap motor is protected by a 20-ampere circuit breaker, placarded FLAP MOTOR,
located on the left side circuit breaker panel on the C model and on the right side circuit
breaker panel on the B model. A 5-ampere circuit breaker, placarded FLAP CONTROL,
for the flap control circuit is also located on this panel.

When the flap handle is placed beyond the 30% position with the landing gear in the up
position, the landing gear warning horn will sound continuously regardless of power
lever position. The horn cannot be silenced with the landing gear warning horn silence
button. Selecting flaps 30% or less will silence the gear horn.

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Landing gear system:
Each landing gear assembly and nose consists of a shock strut, wheel and tire, and brake
assembly. A shimmy damper is mounted on the right side of the nose gear assembly on
all aircraft. Brake assemblies are located on the main gear.

The nose gear door is hinged at the front and is connected to the nose gear brace with two
links. When the landing gear is retracted the door is pulled closed, and when the door
extended is pushed open.

The retractable tricycle landing gear is electrically controlled by a 28v DC power supply
and hydraulically actuated. The individual landing gear actuators incorporate internal
mechanical down locks to hold the gear in the fully extended position. The landing gear
is held in the retracted position by hydraulic pressure (1850psi)

Hydraulic pressure is supplied by a hydraulic power pack located inboard of the left
nacelle in the left wing root.

Electrically actuated control vales route flow of hydraulic fluid to the individual gear
actuators. These actuators control valves are directly related to the landing gear handle
position.

To prevent accidental landing gear retraction, a safety switch (squat switch) on the right
main landing gear interrupts power to the landing gear motor when weight is on wheels.
The safety squat switch also provides power to a solenoid-operated latch (J-hook), which
secures the landing gear handle in the down position while the aircraft is on the ground.
Should this solenoid fail to retract after weight off wheels, there is a down lock release
switch located just to the left of the gear handle. The pilot may manually retract the J-
hook.

Landing Gear Extension and Retraction

The landing gear is extended and retracted by a hydraulic power pack in conjunction with
hydraulic actuators located at each landing gear. The hydraulic power pack consists of:
1. Hydraulicpump
2. 28VDCmotor,
3. Twosectionfluidreservoir,
4. Filterscreens,
5. Fourwaygearselectorvalve
6. Upanddownselectorsolenoid(gearhandle)
7. Fluidlevelsensor
8. Retractpressureswitch(1800psi)

The landing gear can also be extended manually with a handle-operated pump

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When the actuator pistons have fully extended the landing gear, internal mechanical locks
in all three actuators secure the gear in the down position. The internal locking
mechanisms energize the actuator down lock switches, interrupting electrical current to
the hydraulic pump motor. The pump motor will continue to operate until all three
landing gear are down and locked.

When the red gear-in-transit lights in the LDG GEAR CONTROL handle are
extinguished, and all three green GEAR DOWN, NOSE-L-R indicators are illuminated,
the landing gear is in the fully down and locked position.

Moving the landing gear control handle up energizes a solenoid mounted on the power
pack. As the solenoid is powered, the gear selector valve is actuated, allowing hydraulic
fluid to flow to the retract side of the actuators. The actuators unlock when 200 to 400 psi
of hydraulic pressure is applied to the retract port of the actuators. The gear selector valve
is energized in either the up or the down position of the landing gear control handle.

Hydraulic system pressure holds the landing gear in the retracted position. When
hydraulic pressure reaches 1850 psi the retract pressure switch will cause the landing gear
relay to open, interrupting electrical current to the pump motor. The same pressure switch
will actuate the pump motor if the hydraulic pressure drops below 1800psi.

After takeoff:
The safety (squat) switches close which enables the gear up part of the
circuit and electrically retracts the J hook from the gear handle selector.

Selecting gear up:

* Applies power to the hydraulic pump motor via the pressure switch, Z1, and
the time delay circuit, causing it to operate.
* Power is also applied to the up/dn selector via Z2 to cause hydraulic
pressure to be applied to the gear actuators to drive the gear up.

At gear up:
* The pressure in the hydraulic system increases to 1850 psi, which opens
the pressure switch and shuts off the hydraulic pump motor.

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 Should pressure in the hydraulic line decrease below 1800 psi, the hydraulic
pressure switch will reactivate the hydraulic motor and depressurize the line to
1850 psi

Selecting gear down:

* Applies power to the hydraulic pump motor via the down lock switches,
and the time delay circuit, causing it to operate.
* Removes power from the up/dn selector causing hydraulic pressure to
be applied to the gear actuators to drive the gear down.
* As each landing gear actuator reaches its down and locked position, its
down lock switch opens.
* When all three down lock switches open, the hydraulic pump motor shuts off
and the red gear unsafe light extinguishes.

Safety (squat) switch functions:

Left gnd flight Right gnd flight
Left cowl lip heat off enabled Right cowl lip heat off enabled
Nose wheel steering enabled disabled Gear up circuit disabled enabled
Hobbs meter off on J hook set retracted
Takeoff stab trim warn enabled disabled

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Landing gear Notes:
On older BE99s, its not uncommon to see the in transit light flicker on occasion as
the pressure bleeds down enough for the pressure switch to close and momentarily
activate the hydraulic pump motor.

The red in transit light in the gear handle will be illuminated:

* While the gear is in transit.
* Whenever the gear is not down and locked (3 green) and either (or both)
power levers are reduced to < approx. 80%N1 or less.

The audible gear unsafe horn will sound:

* Whenever the gear is not down and locked (3 green) and either (or both)
power levers are reduced to approx. 80%N1 or less.
* With the flaps set beyond the 30% detent, the horn cant be silenced until
the gear is down and locked (3 green).

Testing the red in transit, and green gear down lights:

Press the HDL LT TEST button next to the gear handle.
On the C model, lightly press the square gear down light housing.

Alternate gear down and locked verification:

1. Check for NO warning horn with flaps beyond 30%.
2. Check for NO warning horn with both power levers set below 80% N1.
3. Ensure no RED in transit light in the gear handle exists.

C model: Pressing the HYD FLUID SENSOR TEST button will illuminate the Hyd
Fluid Low annunciator after 4 seconds.

Emergency gear extension is done by:

Reading the RED EMERGENCY CHECKLIST:
* setting the airspeed to 120 kts.
* Pulling the landing gear control circuit breaker near the gear handle.
* Setting the gear handle to the gear down position.
* Removing the manual pump handle from the stowing clip and
pumping the gear down until resistance is felt and the gear down
lights all illuminate.
Note: If the emergency gear handle is not secured before gear retraction, the gear may not
retract due to an open center hydraulic system.

Nose wheel Steering:

A small motor disengages the nose wheel steering after takeoff. The nose wheel steering
mechanism is deferrable if it fails. If so, make sure the brakes work well, theyll be
needed to assist with steering. (Check the DMR record in the maintenance log).

High floatation main gear:

Look for main gear doors cut to half the normal length, and bigger tires.

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 33
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Brakes:
The brakes are standard manual hydraulic type.

Normal Usage:

There is a shuttle valve between the left and right pilot and copilot rudder pedals. Either
the pilot or the co-pilot must activate the brakes. Activating the brakes at the same time
may center the shuttle valves leaving the brakes ineffective (not applied as desired).

Apply the brakes carefully (especially on rainy surfaces) to avoid locking up the wheels
and damaging tires. The outside tire on the inside of the turn is most susceptible to
skidding damage

Parking brake usage:

The parking brake is applied by applying brakes and pulling the park brake handle on the
left side of the Captains sub-panel. This closes a valve in each brake line and traps the
brake pressure there.

Dont leave the parking brake applied for extended periods of time (especially if its
going warm up during the day). The hydraulic fluid trapped under pressure may expand
enough to cause a leak either at the brake caliper on the wheel, or in the park brake valve
under the floorboard.

Dont use the parking brake if the ambient air temperature is below freezing. The brakes
may freeze to the disc rotor.

There is no antiskid protection on these brakes.

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 Fire detection/extinguisher system:
Fire detection:
Both B and C model airplanes are equipped with 3 infra-red fire detectors in each
engine compartment. When a fire is detected, the associated engine T handle red light
illuminates to indicate a fire.

These detectors can be checked at any time by rotating the TEST SWITCH-FIRE DET
from off to positions 1,2,3. When set to these positions, both T handle lights should
illuminate.

Fire extinguisher:
The fire extinguisher system consists of pressurized halon tanks equipped with explosive
discharge squibs for each engine. When activated, the halon is discharged through tubes
to strategic positions (near the engine inlet screen) to extinguish the fire.

This system is an option that is installed on most (if not all) C model BE99s and a few
B models as well.

The tank pressure can be checked by looking at the gauges on the tanks which are located
in each main gear wheel well. They should read in a range from 300psi to 500psi
depending upon ambient temperature.

The test switch is labeled TEST SWITCH FIRE DET & FIRE EXT. Extinguisher
status annunciators are located between the T handles and the upper annunciator panel.
If the T handles are pulled during the system test, The red L or R eng fire push to ext
lights will illuminate along with the red T handle lights when the detectors are checked.
Rotating the test switch to the ext left or ext right position will light the appropriate
yellow D and green OK lights in the extinguisher status annunciators.

Discharging the extinguisher:

1. Pull the burning engines T handle out which shuts off the fuel at the firewall
and arms the extinguisher system for that engine.
2. Lift the plastic protective cover over the status annunciator.
3. Press the status annunciator to discharge the Halon into the engine compartment.
Note: The battery master switch doesnt need to be on to do this!

After an extinguisher is discharged, the yellow D (discharge) lamp in the status

annunciator will be lighted and cant be turned off until maintenance resets the system.

verify a fire detection visually, and via the engine performance gauges before activating a
fire extinguisher. A little sunlight through a crack somewhere or precipitation getting on
a detector may produce false fire detections.

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Annunciators:
The annunciators list describes in simple detail what an annunciator means, and what to
do about it (initially) on the ground or in the air.
These tables assume that the annunciator listed comes on unexpectedly during the
indicated phase of flight. The red master warn light will flash until pressed when any red
annunciator lights. C models: The yellow master caution light will flash until pressed
when any yellow annunciator lights.

B model:
Annunciator Color What it Corrective Corrective Urgency
indicates action: on the action: in the
ground air
L/R oil pressure Red Oil pressure Check list Check list Abort item on take
gauge < 40 psi off
L/R chip det. Red Metal in gear Check list Check list Abort item on take
reduction case off
oil return line
Inverter Red Inverter failed Memory Item & Memory Item & Abort item on take
Check list Check list off
Cabin/bag door Red Cabin, bag, or Dont takeoff! Check list Abort item on take
pod door not off
secure
External Power Red External power N/A N/A N/A
door open
L/R fuel pressure Yellow Fuel pressure <9 Check list Check list N/A
psi
L/R generator Yellow Generator off Check for <.14 Check list Abort item on take
line load, or starter off
engaged.
L/R nac not full Yellow Fuel 54 gal or Ensure adequate N/A Monitor
less in nac tank fuel supply
before taking off
L/R ignition White Ignition/start Auto Ignition or N/A N/A
ON, or auto starter off
ignition armed,
TQ < 400 lbs
Do not reverse White Prop levers not N/A Normal with Do not reverse
full forward gear down and
with gear down. props < 2200
RPM.
Fuel cross feed White Cross feed valve N/A N/A Monitor
not fully closed
Auto feather Amber Autofeather N/A N/A N/A
armed fisheye lights system is armed
on panel

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C model:
Annunciator Color What it Corrective Corrective Urgency
indicates action: on the action: in the
ground air
L/R oil pressure Red Oil pressure Dont takeoff Checklist Abort item on take
gauge < 40 psi off
Cabin door, Red Respective door Dont takeoff Checklist Abort item on take
baggage door, not closed off
pod door
Inverter Red Inverter failed Memory Item & Memory Item & Abort Item on take
Check list Checklist off
L/R chip det. Red Metal in gear Dont takeoff Check list Abort item on take
reduction case off
oil return line
L/R bleed air fail Red Break in bleed Dont takeoff Checklist Abort item on take
air line off
L/R generator Yellow Generator off Check for <.14 Check for <.14 Monitor
line load, or starter load, or starter
engaged. engaged.
Hyd fluid low Yellow Hyd fluid low in Dont takeoff Monitor. Gear N/A
gear reservoir. may not extend
normally
External Power Yellow External power N/A Monitor
connected
L/R nac not full Yellow Fuel 54 gal or Ensure adequate N/A Monitor
less in nac tank fuel supply
before taking off
L/R no motive Yellow No motive flow N/A N/A N/A
flow to jet pump
Reverse not ready Yellow Prop levers not N/A N/A N/A
full forward
with gear down.
L/R fuel pressure Yellow Fuel pressure <9 Check list Check list N/A
psi
Auto feather Green Autofeather N/A N/A N/A
armed system is armed

L/R ignition on Green Ignition/start Shut off starter Shut off starter, Check generator
ON, or auto or verify engine output amps.
ignition armed, auto restart.
TQ < 400 lbs
L/R bl air off Green Bleed air is set N/A N/A N/A
to enviro off
Fuel cross feed Green Cross feed valve N/A N/A Monitor
not fully closed

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Ice/rain protection
The BE99 is equipped with de-ice and anti-ice systems that allow it to be operated in
light to moderate icing conditions. For this document, these systems are divided into
engine systems and airframe systems.

Engine ice/rain protection systems:

Oil/fuel heat exchanger:

Transfers heat from the engine oil to the fuel before it enters the fuel control unit.
This avoids clogging small jets/orifices in the fuel control unit with ice crystals
suspended in the fuel. If severe enough, this ice could cause engine failure.
During cold weather operations, check the table in the POH for the minimum oil
temperature needed for takeoff.

Engine air inlet (cowl lip heat):

These are operated via switches in the cockpit and are active in flight only
(squat switches). Setting a switch to the test position causes the
prop/inlet amps gauge to read the electrical current flow into the boot.
NOTE: Cant be tested on the ground.

Anti-ice vanes (inertial separators):

T handles below the Captains control yoke operate the ice vanes. These
vanes (moveable panels) increase the deflection angle of the air entering the
engine reducing the amount of contamination ingested by the engine.
They should be used in flight whenever heavy precipitation or icing
conditions are encountered.
They should be used during takeoff or landing if there is heavy rain, slush,
or water on the runway.
The ice vanes are either full on or full off.
Use of the ice vanes causes a torque drop of about 100 lbs.
Company policy: Use the ice vanes whenever the temp is below 5deg C,
and visible moisture is encountered.

Auto-ignition
The auto-ignition system, when armed will automatically operate the
engine ignition whenever the torque falls below 400 ft/lbs.
This system should be used for takeoff or landing any time there is heavy rain,
or slush on the runway that could cause an engine flameout, or in flight
whenever turbulence penetration, heavy rain, or icing conditions are encountered.
Important: Auto-ignition must be used during icing conditions.

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Fuel control line heat:
Operates whenever the condition levers are out of cutoff position.
Electrically heats the PY and P3 lines.

Airframe ice/rain protection systems:

Prop de-ice:
Electrically operated system that heats boots on the prop blades to
remove/prevent ice buildup on the prop blades.

The B99 operates on a repeating cycle that heats the outboard, then inboard boots
on the left and right props for 30 seconds each for a 2 minutes total cycle.

The C99 heats the entire prop for 90 seconds and completes a full sequence every
3 minutes. Dont operate these on the ground except for testing.

Surface de-ice:
De-ice boots are located on the wings and tail feathers to remove ice from
the leading edges.
These are inflated via pneumatic air pressure, and are deflated via the
vacuum system (both derived from engine bleed air P3)

On hot days, the boots may sag just a little while the engines are shut down.

The auto/manual switch;

Auto: Inflates the boots for approx. 7 seconds, then deflates them.
Manual: Boots stay inflated until the switch is released.

It is best to let the ice build up roughly 1 before using the de-ice boot to
avoid bridging during subsequent use of this system.

Pitot heat anti-ice:

Electrically heated from their respective sub panel bus.

Stall warn anti-ice:

The vane in the stall warning system is heated any time the master switch is on.
The face-plate is heated via the stall warning heat switch (used any time
the airplane is in flight).

Windshield anti-ice:
This system heats the windshield to avoid ice buildup on the glass.
On the B model, one switch applies heat to the windshields as follows;

Both (up)-off (centered)-left only (down).

On the C model, there is one switch for each windshield, with settings

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 for normal (up), off (centered), and high (down).

NOTE: The low position may be used on the ground for short periods of time (30 sec.)
high position on the ground are prohibited.

Windshield wipers:
Used in the conventional way to remove rain from the windshield. Usually
used during taxi operations in rainy weather. Can be used in flight below 150 KIAS.

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 ENGINES

Torque/temperature limitations:
The B model BE99 is equipped with two PT6A-27/28 engines rated at 680 SHP each.
Note: The PT6A-27 and PT6A-28 are interchangeable.
The C model BE99 is equipped with two PT6A-36 engines rated at 715 SHP each.

The torque limitations for both type engines:

Limitation (ft/lbs) PT6A-27/28 PT6A-36

Idle (approx.) 100-150 100-150
Auto-feather active 200 200
Auto-ignition active 400 400
Auto-feather disarmed on opposite engine 400 400
Cruise 1100 1100
Climb 1400 1400
Max takeoff power 1628 1707

The interstage turbine temperature (ITT) limitations for both engines are divided into
start limits and run limits as follows:

Start limits: PT6A-27/28 PT6A-36

Normal Start (approx. peak) 650 650
Normal idle limits 660 685
Possible hot start (rapid rise through): 800 800
Required log book entry 925 925
Max. (engine failure limit: 2 seconds) 1090 1090

Run limits:
Cruise 695 725
Climb 695 750
Max power setting 725 805

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Fuel consumption (per engine):

Condition Fuel consumption (lbs/hr)

Startup 100-125 (for engines with 7 primary and 7 secondary fuel nozzles)
125-150 (for engines with 10 primary and 4 secondary fuel nozzles)
Max power 400-450 (at max torque and 2200 prop RPM)
Climb 300-350 (at 1400 tq, 1900 prop RPM)
Cruise 250-275 (at 1100tq, 1900 Prop RPM)

Fuel limitations:

These engines can operate on Jet A, Jet A1, Jet B, JP4, JP5, and avgas 80/87 through
115/145.
Ameriflight does not use Prist in any of our BE99s. Maintenance from time to time will
mix an anti-microbial agent in with the fuel at specified intervals.

Operation using avgas is limited to:

150 hours per engine overhaul.
8000 ft in the B model airplane
18000 ft in the C model airplane with either engine driven boost pump inoperative.

Misc. limitations:

Maximum temperature operation:

B model ISA+34 deg C
C model ISA+37 deg C

Minimum temperature operation:

See POH for minimum oil temperature graph

Operation with a low fuel pressure annunciator light on: 10 hours per high pressure fuel
pump overhaul.

Maximum generator load limits:

In flight: 1.0
On ground 0.8

Maximum N1 engine RPM: 38100 (101.5%)

Maximum N2 RPM: 33000 (prop at 2200 RPM)

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General operation:
The PT6 turboprop power plant is a free-turbine, reverse flow engine. The Engine utilizes
two independent turbine sections; one Compressor Turbine (N1), which drives the
compressor section as well as the accessory gear box. The second, known as the power
turbine (N2), drives the output shaft through a reduction gearbox. The Engine is self
sufficient about 50% N1 since its gas generator driven oil system provides lubrication for
all areas of the engine including pressure for the torque meter and power for propeller
pitch control.

Inlet air (P1 & T1) enters the rear of the engine through annular plenum chamber forced
by the compressor inlet case where it is directed forward to the compressor. The
compressor consists of three axial stages combined with a single centrifugal stage
assembled as an integral unit. The rotating compressor blades and impeller add energy to
the air passing through them by increasing its velocity.

A row of stator vanes located between each stage of compressor rotor blades diffuses the
air, converting velocity into pressure, and directs it at the proper angle to the next stage of
compression. From the tips of the centrifugal impeller, the air passes through diffuser
tubes (diffuser vanes in older model engines), which turn the air through 90 degrees in
direction and also convert velocity to pressure. The diffuser air then passes through
straightening vanes to the annulus surrounding the combustion chamber liner.

The combustion chamber liner consists of an annular weldment having perforations of

various sizes that allow entry of compressor delivery air. Fuel is supplied by a dual
manifold consisting of primary and secondary adapters. The fuel/air mixture is ignited
with two igniters which protrude into the liner.

The resultant hot gases expand from the liner and exit through the compressor turbine
inlet guide vanes to the single- stage compressor turbine (N1) . The guide vanes ensure
that the expanding gases impinge on the turbine blades at the correct angle, with
minimum loss of energy. (2/3 of all power created is used to power the N1 compressor
section and accessory gear box.) The expanding gases continue forward to drive the
power turbine section (N2), which in turn drives the prop shaft through a two-stage
planetary reduction gearbox. The power turbine utilizes the remaining 1/3 of engine
power. The exhaust gas is expelled overboard through the exhaust ducts. This exhaust gas
plus the power shaft horse power (SHP) gives you equivalent shaft horsepower (ESHP).

Air enters through the inlet below the engine near the propeller, and travels aft past the
inertial dampers (ice vanes). Its then routed upward through a debris protection screen
and into the engine inlet. The air travels forward through 3 axial flow compressors, one
centrifugal flow compressor, an array of diffuser tubes (to straighten the airflow), and
enters the annular combustion chamber. 14 fuel nozzles (primary + secondary) mix fuel
with the compressed air. The fuel/air mixture is ignited by 2 igniters during startup, and

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becomes self sustained during normal engine operation. After combustion the hot gases
pass through the N1 reaction turbine, past the ITT thermocouples, through the N2
reaction turbine, and overboard through the exhaust stacks near the front of the engine.

The N1 reaction turbine rotates CCW with respect to the pilot and provides power to the
compressor and all the accessories at the aft end of the engine. Its maximum operation
speed should not exceed 38100 RPM.
The N1 turbine is commonly referred to as the gas turbine or Ng since it turns the gas
generator section of the engine. 2/3 of the total engine power (approx.1400hp) is
provided to the compressors and accessories by this turbine.

The N2 reaction turbine rotates CW with respect to the pilot and provides power to the
reduction gearbox. Its maximum operation speed should not exceed 33000 RPM.
The N2 turbine is commonly referred to as the power turbine or Np since it supplies
power to the propeller through the reduction gear box.

A fuel control unit meters fuel to the engine to maintain engine output power as set by the
power levers in the cockpit.

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Compressors bleed valve operation:
P2.5 air is the pressurized air right between the axial and centrifugal flow compressors.
P3 air is the pressurized air just downstream from the centrifugal compressor.
When the engine is operating at less that approx. 85% N1, the axial compressors are
supplying more air than the centrifugal compressor can accept, P2.5 air pressure is
greater than P3 air pressure. A bleed valve is used to remove some of the P2.5 air so as
to avoid axial compressor stalls.

In general:
Below approx. 85% N1, P2.5 > P3, and the compressor bleed valve is open.
(Area D on the graph is where P2.5 > P3.)
Above approx. 85% N1, P3 > P2.5, and the compressor bleed valve is closed

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If the valve sticks closed below 85% N1
The axial flow compressors may momentarily stall causing loud banging
sounds as the airflow through the engine is interrupted.
If the valve sticks open above 85% N1
Too much pressurized air is removed from the compressor section of the
engine which may become travel limited (full power setting
wont result in full torque).

Accessory Gearbox

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Engine performance monitors

Inter-stage turbine temperature ITT:

Self powered,
The inter-stage turbine temperature system utilizes 9 chromelalumel dissimilar metal
thermocouple probes. Eight of these are placed between the N1 and N2 turbines, and the
ninth (a trim probe) is mounted near the compressor inlet to adjust for ambient
temperature. These thermocouple probes generate electrical voltage potential across their
terminals when heated. The gauge in the cockpit simply measures the voltage, and is
calibrated to read in deg C.

Notes:
All probes are connected in parallel.
If a probe shorts out, the entire circuit is shorted out and the gauge reads 0.
If a probe opens up, the total voltage will be lower and the gauge will incorrectly read a
lower temperature.

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Torque meter:
AC electric powered (all models)
The first stage planetary gear reduction set is equipped with helical gear teeth on the
outside of the ring gear. As rotational torque is applied to the sun gear, it is transferred to
the ring gear via the planetary gears. Changes in torque cause the ring gear to slide fore
or aft from the centered position in the gear case. An oil pressure regulation system
applies oil pressure to the ring gear to keep it centered. This pressure is directly
proportional to the torque applied to the ring gear, and is read by the torque meter in the
cockpit. (The meter is really just an oil pressure gauge calibrated to read in torque).

Propeller tachometer:
Self powered
A small tach. generator produces a voltage proportional to the prop RPM. This voltage is
read by the Prop RPM gauge which displays the propeller RPM directly.

Turbine tachometer:
Self powered
A small tach generator produces a voltage proportional to the NG (N1) Gas generator
turbine RPM. This voltage is read by the turbine tach. gauge which displays the gas
generator RPM as a percentage of the maximum allowable RPM.

Fuel flow:
AC electric powered (B model), DC electric powered (C model)
Whether AC or DC, flow transmitters in the fuel system produce a voltage proportional
to the fuel flow rate entering the high pressure pump and sends it to the gauge. The
gauge is calibrated to display the flow rate in lbs per hour.

Oil temperature/pressure:
AC electric powered (B model), DC electric powered (C model)
Whether AC or DC, a temperature sensing probe (thermocouple) is connected to the oil
temp gauge, and a pressure transducer is connected to the oil pressure gauge.
Note: The red oil pressure annunciator lights if the gauge reads out of the green arc,
thus calling your attention to the gauge.

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Notes: Planetary reduction gears

The NP (N2) turbine rotation speed of 33000 RPM is reduced to 2200 RPM at the prop (a
15:1 ratio) via a double set of planetary reduction gears in the gear case. Planetary
reduction gears work like this;

The input shaft is connected to the sun gear and rotates in direction A.
The planetary gears are caged between the sun gear and the ring gear and travel around
the inside of the ring gear in direction B.
The planetary gears are mounted to a carrier plate connected to the output shaft.
The output shaft rotates in direction C.
The gear reduction ratio for each set of planetary reduction gears is the ratio of sun gear
teeth to the ring gear teeth.

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Fuel control unit and fuel topping governor
The pneumatic fuel control unit receives its inputs from 3 different sources;
* Power selection input from you via the power lever in the cockpit.
* Engine speed input via the accessory case (centrifugal fly ball assy) .
* Pressure input from the P3 section of the engine via pressure tubes
(P3 air is sampled just downstream from the centrifugal compressor).
Px and Py air are derived from P3 air via calibrated orifice restrictions.
* Px and Py are applied to a bellows assy. which controls the fuel metering valve.

Some basic rules about the pressure system which involves Px and Py air.
Ambient air pressure is referred to as zero for this discussion.
The operating condition of the engine is reflected in the Px air pressure.
Engine power output is controlled by manipulating Py air pressure.
Px air pressure follows Py air pressure.
The difference between Px and Py pressure determines engine acceleration speed.
When Px and Py are near equal and stable, the engine Ng (N1) RPM is stable.

Engine start: (refer to the graph on page 35, and the illustration on page 36)
With N1 RPM stabilized above 12%+ ,the condition lever is moved to low idle providing
fuel to the starting flow control (B model), or flow divider (C model).
The fuel metering valve is at the minimum fuel stop.
A: O5 valve (PX) is open, O6 and O8 valves (PY) are closed.
P3 begins to increase, PX remains at zero, PY begins to increase.
Fuel is injected via primary nozzles below 35% N1, and all nozzles above 35%.
B: The fly balls begin to swing out, pushing up on table A causing O5 to begin
to close, but doesnt yet push up on table B. PX begins to increase.
The fuel metering valve opens quickly, causing the engine to accelerate rapidly.
C: As the engine accelerates, the fly balls continue to swing out, table B begins
to move, opening O6, slowing the PY pressure increase.
The difference between PX and PY gets reduced, causing the fuel metering valve
to open more slowly. The engine continues to accelerate but at a slower rate.
D: PX and PY converge, causing the fuel metering valve to stabilize the engine
at 50% N1.
E: Pushing the power lever up to increase engine output power.
The power lever link presses down on the speeder spring at the top of the
fly ball assy, O6 gets closed and O5 gets opened.
PY air begins to increase, PY is temporarily lowered, thus PY is greater
than PX again.
The PX to PY difference causes the fuel metering valve to open further
causing the engine to accelerate.
As the engine accelerates the fly balls overcome the speeder spring pressure
and begin to close O5 and open O6. PX and PY again stabilize.
The engine reaches the new power setting and stabilizes at the new N1 setting.

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Fuel topping governor
If the Primary and Over speed governors were to fail, an uncontrolled propeller over
speed condition could result. The Fuel Topping Governor is part of the Primary
Governor and is set to operate when the propeller speed exceeds 6% above the primary
governor setting.

As the Prop RPM exceeds 6% above the primary governor setting, the Fuel Topping
Governor fly balls swing out pressing up on table C which causes the O8 valve to begin
to open. As the O8 valve opens, PY is reduced. This causes the fuel control unit to begin
closing the fuel metering valve reducing the fuel supply to the engine. This reduces the
engine power output so as to avoid a prop over speed condition.

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Primary and Over speed governors:
The general mechanical linkage between the engine controls in the cockpit and the engine
are as follows;

Condition Lever: This linkage is connected directly to the fuel control unit and is used
to set the base idle fuel setting to cutoff, low idle (50% N1), or high idle (70% N1).

Prop Control: This linkage is connected directly to the primary governor and controls
the propeller RPM via pitch control during normal engine operation. Normal operation
refers to power lever set forward of the flight idle gate setting.

Power Lever: This linkage is connected directly to the beta cam assy. The beta cam
assy. is connected to the fuel topping governor and beta arm via the wire rope, and to the
fuel control unit.

General Operation: (Refer to the illustration on page 38);

Power lever Fuel control Wire rope Reverse reset Beta arm
setting unit linkage link
Normal: fwd of Moves to set No No movement, No movement
flight idle gate engine power movement fuel topping
output gov. set to
operate at
primary gov.
setting +6%
B: Beta No movement; Moves with Resets fuel Moves with
C: ground fine engine idles at power lever topping gov. to power lever;
condition lever primary gov. moves beta arm
setting (50% setting -4%. causing +beta
or 70%) valve to control
position of prop
via beta follow-
up ring
Reverse Moves to set Moves with Resets fuel Moves with
engine power power lever topping gov. to power lever;
to maximum primary gov. moves beta arm
setting 4%. causing +beta
valve to control
position of prop
via beta follow-
up ring

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Specific governor and propeller Operation:
Refer to the illustration on page 40;

During normal operation:

The wire rope remains stationary, the beta valve remains open, and the Over speed
governor remains closed.
The prop control is used to set the prop RPM. For this discussion, assume the prop is set
for cruise at 1900 RPM.
If the RPM gets reduced (initiating a climb), the primary governor fly balls move inward,
and the valve moves in direction B forcing more oil into the prop hub. This moves the
blades toward a higher RPM (low pitch) setting. 1900 RPM is restored..
If the RPM increases (initiating a descent), the primary governor fly balls move outward,
and the valve moves in direction A which releases oil from the prop hub. This moves
the blades toward a lower RPM (high pitch) setting. 1900 RPM is restored.
If the primary governor were to fail, the over speed governor fly balls move outward, and
its valve moves in direction C. This releases oil from the prop hub, and moves the
blades toward a lower RPM (high pitch) setting. The over speed governor is set to
operate at 2288 RPM (2200 + 4%).

During beta operation (B model), ground fine (C model):

The power lever is used to adjust the prop angle rather than the prop control.
1. The engine power remains at the condition lever setting (50% or 70%)
2. The beta arm moves in the rev direction when the power lever is moved back.
3. The beta valve opens, forcing oil through the open primary governor and into the
prop hub moving it forward in the high RPM/rev direction.
4. This moves beta follow-up ring forward carrying the beta arm and beta valve
forward as well.
5. The beta valve closes and the prop pitch stabilizes in the beta/ground fine range.

During reverse operation:

1. The reverse reset link resets the fuel topping governor from +6% to -4% of the
primary governor setting.
2. All other functions are the same as beta/ground fine except that the engine power
output is fuel topped at around 80%N1 which insures that the primary governor
operation is never on speed.
3. The movement of the beta arm causes the prop blades to move past the beta/ground
fine range and into the reverse pitch range (-11 deg max).
Note: The props must be set to full forward to avoid any possibility of an on speed
condition in the primary governor. If the props arent full forward, an on speed
primary governor defeats the beta valve function. With the gear down, the yellow
reverse not ready annunciator will be lit.

Note: NEVER shut the engine down with the power lever aft of the flight idle stop. If
you do, the lowering oil pressure allows the prop to feather, the beta follow-up ring
moves back, bottoms out the beta valve, and damages the wire rope linkage, or beta cam
assy. (which is pulled aft during beta/ground fine and reverse operations).

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Auto ignition system:
This system when armed will automatically operate the ignition system whenever the
engine torque falls below 400 lbs. torque.

B model:
When armed and the torque is above 400 lbs.; The green auto ignition lights near the
switches will be lighted.
If an engine torque falls below 400 lbs.; The associated ignition circuit operates, the
green auto ignition armed light goes out, and the associated white IGITION light
illuminates.
C model:
When armed and the torque is above 400 torque; ignition is off, no lights
If an engine torque falls below 400 torque; The associated ignition circuit operates, and
the green IGNITION ON annunciator lights.

If the ignition circuit is in operation for more than 5 minutes, write up a squawk in the
maintenance log.

Auto feather system: (see illustration on next page)

(Illustration #1: normal operation, Illustration #2: configuration with left engine failed)

This system provides a means for feathering a prop automatically if the torque falls below
200 lbs. Without this system, a wind milling prop causes VMCA to increase to approx
130 kts.

This system is armed when the AUTOFEATHER-ARM-OFF-TEST switch is set to

ARM and the power levers are both advanced beyond the 90% position.

To test the system, hold the ARM-OFF-TEST switch in the spring loaded TEST position.
This allows testing of the 400lb and 200 lb torque switch functions without using high
power settings.

When armed;
B model: The amber fisheye lights are illuminated on the instrument panel.
C model: The green auto feather armed annunciators are illuminated.

If an engine begins to fail and its torque falls below 400 lbs., the auto feather circuit for
the opposite engine is disarmed and its associated annunciator light goes out.

If the failing engines torque falls below 200 lbs. the auto feather circuit opens a solenoid
in the oil line to the prop releasing the oil pressure which causes a rapid feathering of that
prop. Feathering occurs in approx. 2 seconds!
Note: Dont reduce any power lever if an auto feather occurs. This will disarm the
auto feather circuit. If the feathering prop is still turning, it will un-feather!

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