KA C90A-B Manual PDF

March 17, 2016
Thank you for choosing Jet Aeronautical for your King Air Training. Jet Aeronautical
has built its reputation on providing solid instruction on all King Air Series Aircraft. I
don’t believe that you will find a finer training environment than provided right here at
our facility in San Diego.
Enclosed in this manual you will find a complete Jet Aeronautical Training Manual for
your course. Everything that will be covered in class can be found in this manual. A
quick read through course notes and memorization of emergency procedures and
limitations will make your classroom study much more enjoyable.
Additionally, you will find a CD enclosed that is interactive for the 200 series aircraft.
This CD will familiarize you with the cockpit, including systems review via the
annunciator panels.
Once again, thank you for the business and feel free to contact myself or any of our staff
with any comments, questions or concerns in regards to your training.
Thank you for the opportunity,
Steven W. Scates
President,
Jet Aeronautical LLC
[email protected]
www.jetaeronautical.com
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AIRCRAFT GENERAL
The King Air is a twin engine turboprop aircraft certified under 14 CFR Part 23
standards in the Normal Category. It is an all metal, low wing aircraft approved
for operation in day, night, VFR, IFR and known icing (supplemental section) as
defined by the FAA.
FUSELAGE
The fuselage of the King Air is a semi-monocoque design made out of aluminum
alloys. The fuselage is supported with the use of various frames, bulkheads and
stringers. The wings are supported by carry-through spars.
WINGS
Wings are aluminum-alloy, semi-monocoque type supported by carry-through

spars. The wings house the landing gear, fuel tanks, flight controls and engines.
There are numerous fuel cells in each wing. Forward cells are integral to the
structure and considered a wet wing, while the rear cells are bladder form. Ice
protection is provided by pneumatic boots on the inboard and outboard leading
edges of both wings and the horizontal stabilizer.
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NOSE SECTION
The nose section of the aircraft is separated from the cockpit by the forward
pressure bulkhead. This area is used for radar, avionics and air conditioning
components, and on some aircraft for baggage. This is also where the brake
reservoir can be serviced on the pilot’s side.
COCKPIT
The cockpit is separated from the passenger cabin by a sliding door.

Accommodations are made for two pilot stations, although the King Air is a single
pilot aircraft, allowing the right seat to be filled by a passenger, depending type of
operation being conducted (i.e. 14 CFR Parts 135 or 91.)
CABIN
The cabin section of the King Air C 90A/B is standard with club seating. This
configuration can be changed to accommodate various couch and seat positions.
In addition, a refreshment center can be located at the front left of the passenger
cabin.
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FOYER
The foyer is the area just aft of the passenger cabin and prior to the baggage
area. This area is separated from the passenger cabin by sliding doors and from
the baggage area by a net and or curtain. The foyer houses the toilet on the right
side and cabin door on the left. The toilet may or may not be used as a
passenger seat depending on seat belt location.
AFT CABIN
The aft cabin area is usually a baggage compartment that is separated from the
foyer by net and or curtain. This area has optional seats that fold down from the
side of the compartment that can accommodate one passenger each. Baggage
limit is 350 pounds.
PRESSURE VESSEL
The pressure vessel is located from just in front of the cockpit to the rear of the
aft cabin. The pressure vessel is supported on each end with pressure
bulkheads. Spaces forward of the cockpit and aft of the baggage compartment
are un-pressurized.
REAR ACCESS
Aft of the pressure bulkhead is where the oxygen system cylinder and ELT are
located along with various flight control cables, connectors, bellcranks and
pulleys. This area is accessible and serviceable only by maintenance.
MAIN CABIN DOOR

The main cabin door is located on the left rear of the aircraft. Three steps extend
when the door is opened. The door is hinged at the bottom and connected to a
cable on the forward side which is spring loaded to aid in closing the door. There
is also a hydraulic damper on the aft side which aids in opening the door.
Opening and closing the door is accomplished through the use of a handle on the
interior and exterior. This handle can not be moved until the adjacent button is
pushed. This button releases the door handle and senses differential pressure
as well. If the cabin were still pressurized the button would be hard or impossible
to depress.
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Note: There should only be one person at any given time standing on the
airstair. Load limit is 300 lbs.
EMERGENCY EXIT
An emergency exit located on the right side forward cabin area. This door is a
piano hinged door that hangs on the exterior side of the aircraft when open.
There may be a locking mechanism installed which would keep the aircraft
secure from the outside in the event the aircraft was to be in an unsecure
environment unattended. This lock must be un-locked prior to flight.
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ENGINE
The King Air C 90A/B is powered by two Pratt & Whitney PT6A-21 (550shp)
engines (Blackhawk 135 motors 750/550hp optional). The PT6A is a reverse
flow, turbo prop engine which incorporates a free turbine between the
compressor (N1) section and the propeller (N2) section. Different variants of this
engine date back to the 1960’s and range from 450 shp to 1300 shp on the
PT6A-68A.
AIR INTAKE
The air intake is located on the rear of the engine. Air is routed to the rear of the
engine compartment by an air intake in the forward engine nacelle. This air
enters the engine through a circular screen that encases the rear of the engine
section just in front of the accessory section of the engine. The air then enters
the compressor section of the motor.
COMPRESSOR SECTION
This section is comprised of a three stage axial compressor, followed by a single

stage centrifugal compressor. This section is used to compress incoming air for
the purpose of combustion, and to provide various services (P3 air) on the
aircraft, including pressurization, environmental air, de-ice boots and vacuum for
instrument and de-ice boots.
This section also houses the compressor bleed valves. These valves release
pressure between the axial compressors and the centrifugal compressor thus
avoiding compressor stalls. These valves are open at low N1 settings and close
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at approx. 90% N1. Failure of these valves at low power settings would result in
compressor stalls, while a failure to close at high power settings would cause a
loss in power and an increase in ITT.
COMBUSTION SECTION
The combustion section of the PT6A is an annular, reverse flow type which
provides for a smaller engine size and quieter operation. Inside the combustion
chamber are 14 fuel nozzles and two igniters.
TURBINE SECTION
The turbine section consists of two turbines. There is a single stage power
turbine that extracts energy to run the compressor section and the accessory
sections, located aft. The next turbine is a free turbine, with no direct connection
to the first stage power turbine. This turbine powers the propeller (N2) and its
accessories via the reduction gear box section, located in the forward section of
the engine.
EXHAUST SECTION
The exhaust section of the engine is located just aft of the reduction gear box
and propeller. The exhaust is routed through two circular exhaust stacks that exit
the cowling at the nine and three o’clock positions. Exhaust gasses are used to
heat the air-inlet of the engine cowling.
REDUCTION GEAR SECTION
The purpose of the reduction gear section is to reduce the turbine rpm down to a
reasonable figure to drive the propeller section of the motor. This is
accomplished through the use of a planetary gear drive which reduces turbine
rpm at a rate of 15:1. Also housed in this are the prop governors, torque meter
sensing and prop tach generator.
ACCESSORY DRIVE SECTION
The accessory drive section is housed on the aft portion of the engine and drives
various components including:
 Fuel pump/fuel control unit

 Oil pumps
 Starter/Generator
 N1 tach generator
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ENGINE LUBRICATION
Lubrication is provided by a dry sump oil system which is equipped with pressure
and temperature indicators, along with a relief valve in the case of filter stoppage.
Oil serves a number of different purposes on the PT6A:
 Cools
 Cleans
 Seals
 Lubricates
 Engine Health Indicator
OIL TANK
The oil tank is integral to the engine casing and found on the rear section of the
engine in between the compressor intake and the accessory section of the motor.
Capacity (system) 14.0 quarts

Capacity (tank) 9.0 quarts
Undrainable 1.5 quarts
Refill Capacity 12.5 quarts
Operating Range Full to 4.0 US quarts low
Note: Do not mix oil brands, as specified in Maintenance Manual
PUMPS
Through the use of one pressure element and four scavenge elements the
system provides lubrication for all bearings, accessory drive gears, reduction
gear case, propeller control system and torque limiting system.
OIL COOLER
An oil cooler is located under the engine in the air intake duct. This oil cooler is
controlled automatically through the use of a thermostatic switch. The pilot has
no direct control over the oil cooler.
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OIL PRESSURE & TEMPERATURE INDICATING
Both oil pressure and temperature readings are taken on the accessory section
of the engine and are indicated in the cockpit on one gauge that reads both
pressure and temperature. This gauge is 28 v DC.
CHIP INDICATION
A magnetic chip detector is found on the bottom of the reduction gear drive. This
detector consists of a plug with two poles that are separated. Any closure of this
separation will light an amber annunciator in the cockpit, alerting the pilot that
metal parts in the gear box could cause significant damage to the engine.
FUEL HEATER
Fuel lines are heated through an oil to fuel heater. The source of this hot oil is
the scavenge return from the accessory drive to the tank.
IGNITION
The ignition system in the aircraft is controlled in two different modes. There is
an Ignition and Engine Start switch and an Engine Auto Ignition switch. The
ignition system consists of one exciter box per engine with two ignitors. The
ignition and engine start switch is used to both start rotation of the motor and turn
on ignition by lifting the switch to the top position, or starter rotation only in the
bottom position. The second switch is the Engine Auto Ignition switch. This
switch has ARM and OFF modes. In the Arm mode, the ignition is activated by
sensing a torque drop below 400 foot-pounds. Above this limit, the ignition is
automatically turned off. This switch should be armed for all phases of flight,
including takeoff and landing and only turned off when clear of the runway after
landing.
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PROPELLER SYSTEM
The King Air C-90A/B is equipped with full feathering, Hartzell, four bladed
propeller system. Through the use of power, propeller and fuel cutoff levers the
propellers are controlled throughout the constant speed, feathering, beta and
reversing modes. Normal governing range is 1800-2200RPM.
FEATHERING
Feathering or coarse pitch is accomplished through the use of counter-weights

connected to each blade root and internal spring pressure in the propeller dome.
UNFEATHERING AND REVERSING
Unfeathering and reversing or fine pitch are accomplished through the use of
engine oil via a high pressure oil pump located in and integral to the primary
governor.
CONSTANT SPEED THEORY
Constant speed propellers operate in three different and distinct modes:
ONSPEED – Onspeed is the condition referred to when the speeder spring and
the flyweights found within the primary governor have equal forces.
OVERSPEED – Overspeed is the condition most likely to happen in the initial

stages of a descent, where the propeller starts to accelerate beyond the desired
rpm. When this is occurring, the flyweights have become out of balance with the
speeder spring forces. In this condition, the position of the counterweights will
allow oil to leave the prop dome by raising the pilot valve and try to establish a
balance between the speeder spring and the counterweights.
UNDERSPEED – Underspeed is the condition most likely to happen when a

climb is initiated or moving the power levers aft to the ground fine or reverse
mode while on the ground. At this point the propeller is rotating at less than
desired speed. This would be the case during landing and moving the power
levers to the reverse position. In this condition the speeder spring forces are
greater than the flyweights causing the governor’s pilot valve to move down and
allow more oil to enter the prop dome, driving the blades flat and then into the
negative range.
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Note: It is important to understand that the primary governor controls propeller
pitch while in the air via the prop levers. While on the ground the power levers
control propeller pitch via the beta valve.
PROPELLER GOVERNORS:
PRIMARY GOVERNOR
The primary governor controls the propeller from a range of 1800 - 2200 RPM.
The primary governor is what is manipulating the propeller pitch via the forces of
the speeder spring and the counter weights. The speeder spring and
counterweight forces move the pilot valve allowing more or less oil to enter the
propeller dome. This governor is located just aft of the propeller dome on the top
of the engine.
OVERSPEED GOVERNOR
The overspeed governor is preset to 2288 RPM. In the event that the primary
governor fails, the overspeed governor has a preset tension on the speeder
spring to allow oil to exit the prop dome and decrease prop RPM by increasing
pitch.
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FUEL TOPPING GOVERNOR
This governor is activated by a failure of the prop blades to react to normal inputs
via the prop levers (stuck blade, bird strike, etc). The FTG reduces fuel flow to
the engine by venting air pressure from the fuel control unit. This in turn reduces
the fuel flow. The FTG is preset to bring the prop RPM to 106% of the selected
RPM.
Note: The FTG utilizes the same flyweights and pilot valve mechanism of the
primary governor. In the event of a primary governor failure, the FTG would also
be disabled. This would leave the overspeed governor (2288 RPM) to take
control of the propeller.
BETA MODE
Beta (Ground Fine) mode serves as a way to reduce residual thrust on landing
roll out and during taxi. By moving the power levers aft into the ground fine and
reverse modes, the beta valve moves forward and allowing more oil into the prop
dome, thus driving the blades to flat pitch and on into reverse blade angles. The
beta and reverse modes are very limited in the amount of pitch change to the
propeller.
Note: Moving the power levers aft in flight to the ground fine mode and into
reverse is prohibited and may cause the aircraft to become uncontrollable.
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CONDITION LEVERS
The condition levers are on the right side of the center pedestal next to the
propeller levers. The condition levers are mechanically connected to the fuel
control unit. The condition levers have a Cutoff position as well as Low Idle and
High Idle. Cutoff will shut off fuel to the engine via the fuel control unit. In the
Low Idle position fuel is scheduled to the gas generator to maintain an N1 of
58%. In the High Idle position fuel is scheduled to the gas generator to maintain
an N1 of 70%.
PROPELLER LEVERS
The propeller levers are located in the center of the throttle quadrant between the
power and condition levers. The propeller levers control the propellers via the
primary governor. They are able to control the propeller through a range of 1800
– 2200 RPM. In addition to controlling the propellers through the primary
governor, they also allow the pilot to select the feather position, dumping oil from
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the prop dome and moving the prop blades to the feather position (coarse pitch
position).
Note: It is a recommended procedure to move the propeller levers to the feather

position during shutdown.
POWER LEVERS
The power levers are located on the left side of the center pedestal and control
the fuel control unit as a means control power setting inputs from the pilot.
Power levers also control the beta valve while on the ground with aft movement
of the power levers into the ground fine pitch and reverse modes of operation.
AUTOFEATHER
An autofeather system is standard equipment on the B200 and C90A/B/GT, while

it was an option on earlier model 90’s and 100’s. The autofeather system utilizes
a dump valve located on the overspeed governor to rapidly drain oil from the
prop hub and allow the springs and counterweights to force the propeller to the
feather position.
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Autofeather is armed via one switch on the lower left side instrument panel. This
switch has an ARM, OFF and TEST position. Moving the switch to the ARM
position allows the system to be armed by moving the throttles forward. By
moving the power levers forward to a position that equals at least 90% N1 the
switches will be closed, thus arming the torque switches. When both engines
reach 400 foot pounds of torque or greater, the opposite side autofeather system
is armed.
There are three conditions that must be met to fully arm the autofeather system:
1. Autofeather switch in the ARM position

2. Both power levers above 90% N1
3. Both engines developing more than 400 foot pounds of torque
AUTOFEATHER OPERATION
In the event of an engine failure, when the torque on the failing engine drops
below 400 foot pounds, the opposite engine’s autofeather circuit will be
disarmed. When the torque continues to drop and reaches 200 foot pounds of
torque or less, the dump valve located on the overspeed governor will activate
and allow oil to exit the prop dome, thus allowing the prop to go to the feather
position.
AUTOFEATHER TESTING ON THE GROUND
By holding the autofeather switch to the test position while on the ground and
with the condition levers in the low idle position, the 90 % N1 switches in the
throttle quadrant are bypassed allowing all three of the conditions to be met to
test the system without bring engine power up to 90 % N1.
Bring both throttles to approximately 500 foot pounds of torque while holding the
autofeather switch in the test position. Slowly bring a throttle lever back to idle.
As the throttle drops below 400 foot pounds of torque, the opposite side
autofeather will be disarmed. As torque continues to drop below 200 foot
pounds, the failing engine’s propeller will go into the feather position via
movement of the dump valve.
Note: It may not be possible to test the autofeather system with the condition
levers in the high idle position, as 200 foot pounds of torque could not be
achieved.
Note: It is important to test both the autofeather and the manual feathering
systems as they activate feathering of the propellers via a different valve (Pilot vs
Dump).
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PROPELLER SYNC
SYNCHROSCOPE
There is a white and black disk located on the lower right side of the pilot’s
instrument panel. This disk allows the pilot to sync the propellers manually by
stopping the rotation of the disk, as the disk rotates in the direction of the fast
propeller.
Type II Prop Sync
The type II system is an electronic system that can be left on for all flight
operations. While the previous type I prop sync system utilized a master (left)
and slave (right) prop that required the prop sync to be turned off for takeoff and
landing, the type II system installed on all C90A/B aircraft does away with this
limitation. After matching prop speeds to within 10 RPM of each other, the prop
sync may be turned on, and the system will automatically increase the speed of
the slower rotating prop while simultaneously decreasing the speed of the faster
propeller. The system will never reduce RPM to a lower level than set by the
prop lever.
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ENGINE INSTRUMENTATION
ITT (INTER-TURBINE TEMPERATURE)
ITT is displayed on the instrument panel in the top position among all of the
engine gauges. The ITT is derived from the T5 station in between the gas
generator turbine and the first power turbine. There are 8 thermocouples
situated around the turbine. These probes are connected in parallel to provide
an average reading to the pilot.
TORQUE METERS
Engine power is measured in foot pounds of torque and sent to a torque meter
gauge in the cockpit. The torque is measured within the planetary reduction gear
assembly. The first stage of this planetary gear can move both forward and aft
depending on torque reactions. This fore and aft movement is referenced by a
torque meter chamber and transmitted to the cockpit via an AC or DC signal.
PROPELLER RPM
Propeller RPM is measured at the prop hub and sent to a gauge in the cockpit.
Propeller RPM is considered N2.
ENGINE RPM (N1)

Engine RPM is referred to as N1 and is measuring the speed of the gas
generator in percent RPM.
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FIRE DETECTION AND SUPPRESSION
FIRE DETECTION (optional)
Fire detection is accomplished by three photo cells located in each engine

nacelle. The photocells sense infrared color present in fire. Once detected, a
signal is sent to the cockpit to illuminate a FIRE L ENG OR FIRE R ENG (L ENG
FIRE OR R ENG FIRE). This system is susceptible to false warnings on
occasion due to ambient lighting conditions such as sunrise and sunset, when
low sun angles strike the photo cells through light leaks in the cowling. The
infrared light of the sun may trigger a false warning. A change in bank or
heading of five degrees will usually alleviate any false warnings.
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FUEL SYSTEM
Engines are supplied fuel by left and right fuel systems that can be connected via
a cross-feed switch. Fuel capacity is 384 usable gallons. Each nacelle tank
holds 61 gallons, while the wing tank system holds 131 gallons.
NACELLE TANKS
The nacelle tanks are located aft of the engine nacelle and serve as a “hopper”
tank that all fuel going to the respective engine must go through (crossfeed is an
exception to this). In each nacelle tank there is an electric boost pump that is
controlled via the fuel panel. The boost pump is run prior to engine start until
after shutdown. This electric pump is the primary means to supply the high
pressure fuel pump a constant supply of fuel. Each nacelle carries 61 gallons of
fuel and has a filler cap on top of the nacelle. The nacelle tank is fed from the
inboard transfer tank via a transfer pump.
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INBOARD TRANSFER TANK
This tank is the inner most tank of the wing tank system. All fuel from the wing
tank system will naturally gravity feed into this tank. Once fuel has reached the
inboard transfer tank, it is pumped out via an electrically driven impeller pump,
labeled the transfer pump on the fuel panel. The transfer pump is turned on after
engine start and remains on until the wing tank system is empty or the transfer
pump becomes inoperative (identified by a no fuel transfer light with fuel
remaining). All fuel from this tank is transferred into the nacelle tank. In the
event that the transfer pump becomes inoperative, a no fuel transfer light will
illuminate on the annunciator panel. In this case, 28 gallons will be unusable, as
it is below the level of the nacelle tank.
Under certain circumstances, you may run the wing tank system dry and operate
on the nacelle fuel only. In this case, the no fuel transfer annunciators will
illuminate and the transfer pump should be turned off on the fuel panel. This will
also turn off the no fuel transfer lights.
CROSSFEED
Crossfeed can be selected manually or if in the auto position, it is activated with

the loss of fuel pressure on one side of the system. When crossfeeding, an
annunciator will illuminate. The crossfeed switch is located on the lower right
side of the fuel panel. This switch when put in the open position will simply open
the crossfeed valve, connecting the left and right side fuel systems. De-selection
of the boost pump on one side will allow fuel from the opposite side to supply fuel
to both engines. This switch is labeled “closed, auto & open”. Crossfeed is only
allowed during low fuel pressure scenarios and single engine operation.
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HIGH PRESSURE ENGINE DRIVEN FUEL PUMP/FUEL CONTROL UNIT
The high pressure engine driven boost pump is driven from the accessory gear
drive section of the engine and co-located with the fuel control unit. This pump
supplies the combustion chamber with high pressure fuel to sustain engine
operation through atomization. This pump is supplied fuel by the electric boost
pump in the nacelle tank. In the event of a lack of supply pressure from this
electric boost pump, the crossfeed system will open, allowing fuel pressure from
the opposite side electric boost pump. This is only the case if the crossfeed
switch is in the auto position. There is a ten hour limitation on the HP Engine
Driven Fuel pump with the “fuel pressure low” annunciator illuminated on the
respective side.
The fuel control unit takes various inputs to include P3 bleed air, ambient air,
condition and power lever positions. The FCU functions as a governor and
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regulates the amount of fuel going to the engine. The high pressure engine
driven fuel pump and the fuel control unit are considered one piece of equipment.
Note: A loss of the high pressure engine driven pump would cause an
immediate flame out and restart would not be possible.
FIREWALL SHUTOFF VALVES
The firewall shutoff valves are powered by triple fed bus. These valves are
controlled by guarded switches on the fuel control panel.
FIREWALL FUEL FILTER & DRAIN
There is a fuel filter and drain co-located between the low pressure engine driven
boost pump and the fuel heater. This filter has an integral bypass to allow fuel to
reach the engine in the event of a clogged filter. There is no indication of this
occurring in the cockpit.
FUEL HEATER
Fuel is heated via an oil to fuel heat exchanger. This action is thermostatically
controlled and will bypass the heating element in the event that the fuel reaches
90 degrees F.
FUEL PURGE SYSTEM
Aircraft with serial numbers subsequent to BB 666 are equipped with a fuel purge
system. This system depletes remaining fuel from the fuel supply prior to the
combustion chamber on engine shutdown. By allowing P3 bleed air to enter the
fuel line, remaining fuel is forced into the combustion chamber and burned during
shutdown. This is the reason for the brief acceleration of the engine during
shutdown.
FUEL INDICATING
There are a total of eight fuel capacitance measuring probes throughout the fuel
system on each side which send signals to the fuel control panel tank gauges.
Fuel gauges indicate total fuel unless the toggle switch located on the fuel panel
is moved to the Nacelle position, at which the gauges will read the amount of fuel
located in the nacelles only.
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ANTISIPHON VALVE
There is an antisiphon valve located at each filler point to avoid fuel loss due to
filler cap loss or improper securing of the cap.
FUEL VENTING SYSTEM
There are two vents for each wing tank. One is a recessed NACA vent to
prevent icing and the other is a protruding type vent which is electrically heated.
FUEL DRAINS
There are a total of 6 drains. Five are sump drains, one is a filter drain.
CROSSFEED
Crossfeed on the C90 King Airs is tied in with the Low Fuel Pressure indicating
system. The crossfeed switch has three positions: Closed, Auto, Open.
The crossfeed valve can be moved manually by selecting the Closed or Open
position.
The Auto position will allow the crossfeed valve to sequence open automatically
in the event of a boost pump failure on each side. Once low pressure is
detected, the crossfeed valve will open and allow boost pump pressure from the
opposite side to feed the High Pressure Engine Driven Pump on the side that
indicated low fuel pressure.
Crossfeed is to be used in the event of a low fuel pressure or engine out

operations only.
Note: See limitations section of AFM regarding fuel system limitations.
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ELECTRICAL
The King Air C90A/B has a 28 volt DC electrical system, with a battery, two
starter/generators and two static inverters (AC Power) supplying power to all
aircraft electrical systems. It is commonly referred to as a triple-fed bus electrical
system.
BATTERY
One 24 volt DC battery is housed in the upper wing root section of the right wing.
If equipped with a NiCad battery, a thermostatically controlled vent valve is

located on the underside of the wing allowing battery cooling. In addition, a
BATTERY CHG amber annunciator warns the pilot that the NiCad battery is
taking too much of a charge and may be in jeopardy of overheating or runaway
voltage. It is normal to see this indication following an engine start, but it should
extinguish prior to takeoff. In the event that illumination occurred during flight the
battery switch should be turned off and the pilot should refer to the checklist.
The gel cell lead acid battery will have an additional gauge on the overhead
panel to display battery charge or discharge rates. This gauge shows readings
from -60 amps - + 60 amps. The charge rate should be 0 to + 10 amps for
takeoff.
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BATTERY CONTROL
The battery switch is located on the lower left side of the pilot’s instrument panel
under the gang bar. The battery switch directly controls the battery relay, either
opening or closing it. The switch is an ON or OFF toggle.
STARTER/GENERATORS
Each engine has its own 30 vdc starter/generator which is rated @ 250 amps. It
is regulated to 28.25 volts with the use of a GCU (Generator Control Unit).
Note: Any of the three (battery, or either starter/generator alone) can supply the
entire aircraft with electrical power. The battery would obviously have a limited
life.
LIMITATIONS
250 AMPS
SEA LEVEL – 31,000’ – 100%

31,000 & ABOVE – 88 %
GROUND OPERATION – 85 %
STARTING LIMITS
40 SEC. ON – 60 SEC. OFF
40 SEC. ON – 60 SEC. OFF
40 SEC. ON – 30 MIN. OFF
GENERATOR CONTROL UNITS
GCU’s are the logic device to control each generator. Each GCU has its own
GEN LINE CONTACTOR (relay) that either connects or disconnects its generator
to its respective main bus. GCU’s do a number of things:
1. Voltage Regulation (28.25 + or - .25 volts)

2. Paralleling between generators
3. Reverse current protection
4. Feeder fault protection
GENERATOR COCKPIT INDICATIONS
Whenever a generator is off-line with power on the aircraft a L or R DC GEN

amber annunciator will illuminate.
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On the overhead panel, load meters display generator load in terms of
percentage of capacity. A voltmeter selector switch toggles between External
Power, Center Bus, R and L Generator Busses, and Triple Fed bus voltage.
GENERATOR COCKPIT CONTROLS
Generators are controlled by the pilot by two toggle switches located on the lower
left side of the pilot’s instrument panel. These switches are co-located with the
battery switch. Each generator control has OFF, RESET, and ON positions. To
reset a generator, the switch must be held in the reset position for at least one
second to avoid tripping the opposite generator.
GROUND POWER
The ground power receptacle is located just outside the right engine nacelle
under the forward portion of the wing. Ground power units are required to be
28vdc and have 1000 amp soft start capability. An amber EXT PWR annunciator
will illuminate with the physical contact of a GPU. A control switch on the pilot’s
left subpanel controls the external power relay switch. To close the relay, place
the EXT PWR – ON/OFF switch into the ON position.
Note: The battery switch should be turned on to avoid damage to the avionics.
Voltage is required to open the avionics relays, as they are normally closed with
no power on the aircraft.
Note: Battery must be at least 20 volts prior to plugging in Ground Power.
HOT BATTERY BUS ITEMS
L & R Fire Extinguishing Systems (no detection)

ENTRY LIGHTS
CLOCK LIGHT
EXT POWER SENSING
FUEL CROSSFEED VALVE
L/R FUEL BOOST PUMPS
ELECTRICAL SYSTEM OPERATION
The battery is connected to the five bus electrical system via a Battery Relay to
the Triple-fed bus and a Battery Bus Tie to the Center Bus. Both of these relays
are controlled by the battery switch. Additionally, the BBT can be opened
automatically by a high rate of dishcharge (battery only source of power). Power
is distributed from the Center bus through Left and Right Bus Ties. These ties
are controlled through HED’s (Hall Effects Devices). The HED’s will sense any
27
high currents and open the Bus Ties in an effort to protect its respective side of
the electrical system (Left and Right Generator Busses).
BUS TIES
On the pilots left sub-panel is where the Bus-Ties can be manually controlled and
tested. One switch labeled Bus Sense, when put in the test position will test the
ability of the sensors to open all bus ties. This will illuminate the respective bus
tie open annunciators. A reset position is also provided to close the bus ties after
testing. A Gen Ties switch is also located to the right with three positions. Norm
position is the default position in the middle, while the Open and Man Close
positions are toggled top and bottom to control the bus ties.
In the event of a generator failure, the entire aircraft can still be powered; given
the current limiters are intact. The current limiters are on either side of the
isolation bus and provide a means for electricity to power its opposite side
generator bus in the event of a generator off-line.
CURRENT LIMITERS
It is important to know the condition of current limiters. Current limiters are a

slow blow fuse that protects the generators from big amp loads. A blown current
limiter can be identified any time there is one generator online. In the event that
the current limiter on the same side as the in-op generator is blown, a 0 volt
indication would be seen on the overhead volt meter for the corresponding
generator. In the event that the opposite current limiter was blown the volt meter
would read 24 volts (battery voltage).
Note: It is important to test current limiters after engine start and on shutdown.
Current limiters are located in the floor board just aft of the cockpit and are
routinely easy to change. Some operators will carry extra current limiters, as
they can blow unexpectedly.
AC POWER SYSTEM
Power is supplied by two inverters which produce both 26 vac and 115 vac. 400
hertz is the normal operating power for each inverter. Inverters are located just
outboard of each engine nacelle in the underside of the wing. Each inverter has
a venting system on the bottom of the wing.
28
INDICATING
The AC system can be monitored on the overhead panel on a gauge that reads
both frequency and volts. Frequency is normally indicated while pushing a
button on the bottom of the gauge will display volts on the lower scale.
In the event of an inverter failure a red INST INV annunciator will illuminate. This
should alert the pilot to switch to the remaining inverter and monitor all flight
instruments in the cockpit to verify aircraft control.
LIMITATIONS
105 – 120 VAC
380 – 420 HERTZ
Required for safe operation of avionics equipment
29
LANDING GEAR AND BRAKES
Conventional tricycle landing gear are hydraulically actuated in the C90A/B. The
main gear and nose gear are both a straight shock strut type of gear, which
dampens landing forces by pushing the lower strut into the upper strut. All gear
doors are mechanically linked to the landing gear struts with the use of roller
wheels. The main gear will extend rearward, while the nose gear will extend
forward.
The landing gear are actuated by a hydraulic power pack that is electrically
powered. This power pack is located in the wing section between the fuselage
and the left engine nacelle. The power pack has a fill reservoir that can be
serviced in the wing area.
The main gear are held down and locked by a mechanical hook and plate
attachment, while the nose gear is held down by a mechanical lock on the nose
gear actuator and over-centering brace on the drag leg assembly. The gear are
held in the up position with the use of hydraulic pressure. Normal system
pressure is 1850 psi. When the pressure drops to approximately 1600 psi, the
pump will come on automatically and pressurize the system enough to hold the
gear in the up position.
Note:
There is a HYD FLUID SENSOR light just below and to the right of the gear
handle. This light will alert the pilot that the hydraulic reservoir is low and needs
to be serviced. This light can be tested by pushing it in.
CONTROL
Control of the landing gear is accomplished through the gear handle on the lower
pilot’s instrument panel. This handle has a J hook that engages via a circuit on
the right main gear while on the ground. This prevents inadvertent gear
retraction while on the ground. The gear handle has two red lights within that
illuminate whenever the gear is not in the retracted or extended position. There
is also three green lights to confirm that the gear is down and locked. This
handle has detents at both extreme positions. A DOWN LOCK REL button is
next to the gear handle in the event that the J Hook does not release after takeoff
and the gear must be retracted.
The red lights within the gear handle can be tested by pushing the HD LT TEST
button next to the gear control.
30
NOSEWHEEL TOWING AND STEERING
Tow limits on the nose gear are visible on the front of the gear. These limits
should be observed at all times. In the event that the aircraft is towed without
supervision, a preflight check of the rear of the strut can verify that no tow limits
have been exceeded. A soft metal bar is mounted such that if the tow limits were
exceeded it would break off or distort.
Ground steering is possible through the rudder pedals. A direct link via cables
and linkage from the rudder pedals to the top of the gear assembly allows 14
degrees left and 12 degrees right steering. These angles can be greatly
increased with the use of differential braking and power. Steering the nosewheel
while stationary is extremely hard. Forward motion is necessary to smoothly
control the aircraft direction.
31
EMERGENCY EXTENSION
In the event that the hydraulic power pack fails or an electrical failure on the
aircraft, the gear can still be lowered with the use of the alternate gear handle
located on the cockpit floorboard next to the throttle quadrant.
The landing gear relay CB must be pulled. Landing gear control should be down.
Pump handle until 3 green are visible. While pumping, do not lower the handle to
the stowed position as this will release hydraulic pressure. Once three green are
visible, stow handle. If three green are not visible, keep pumping until resistance
is felt.
GEAR WARNING
There is a gear warning horn that will sound when the power levers are
positioned such that level flight could not be achieved. The horn will sound in
addition to the illumination of the red lights in the handle. This horn can be
silenced with a button next to the gear handle. Although the horn will silence, the
red handle lights will remain illuminated. The gear horn will be reset once the
power levers have moved sufficiently forward again.
32
With the flap handle beyond the approach setting, the warning horn and handle
lights will alarm the pilot that the gear are not down and locked. This horn cannot
be silenced.
There is a Landing Gear Relay CB located adjacent to the gear handle. This
should be checked if any problems with the gear exist.
BRAKES
Both the pilot’s and co-pilot’s stations have their own set of brakes. Brakes are
actuated by applying pressure to the top of the rudder pedals. Each rudder pedal
has its own master cylinder located in the forward compartment. Differential
braking is necessary due to the independent master cylinders. A shuttle valve is
located between the two braking systems of the pilot and co-pilot. Whoever
pushes on the brakes first will move a shuttle valve. This will render the opposite
pilot’s brakes inoperable until brake pressure is released from both sides and the
shuttle valve is repositioned. The hydraulic brake reservoir is located on the
pilot’s side in the front compartment.
33
PARKING BRAKE
The parking brake is located on the pilot’s lower left sub-panel. This handle must
be pulled out while applying brake pressure. This traps brake pressure in the
line.
Note: Applying the parking brake after landing can cause damage to the system
if hot and high conditions exist.
SQUAT SWITCH ITEMS
LEFT GEAR
1. Safety Outflow Valve

2. Preset Solenoid
3. Dump Solenoid
4. Door seal solenoid
5. Ambient air modulating valves
6. Lift computer (stall warning)
7. Stall warning heat control
8. Landing gear solenoid (hydraulic gear)
RIGHT GEAR
1. Landing gear handle lock solenoid

2. Landing gear motor
3. Landing gear emergency control
4. Flight hour meter
FLIGHT CONTROLS
All flight controls on the King Air -90A/B are mechanical in nature. With the use
of cables, pulleys and pushrods, the ailerons, flaps, elevator and rudder are
controlled.
All trims are mechanically actuated, while electric elevator trim is an option.
34
CONTROL LOCKS
There are flight control

locks that consist of a U-
shaped clamp to surround
the throttle quadrant
levers, and two pins to lock
the control column and to
insert into a slot on the
pilot’s floorboard. This
control lock system will
lock all of the controls in
the neutral position and
eliminate any possibility of
starting the aircraft. All
controls must be in the
neutral position to engage
the locks, while the throttle quadrant levers must be equal positions.
Note: The control lock should be used in its entirety, as it is possible to lock any
one or two of the three functions. Locking the pins without the throttle quadrant
lock could lead to a takeoff with out knowing that the control locks were engaged.
Note: The rudder lock must be removed prior to towing the aircraft to avoid
damage to the steering system.
RUDDER BOOST
Rudder boost is a system to help pilots attain directional control in the event of an
engine failure. P3 bleed air is measured from each engine. If an engine were to
fail, the rudder boost system would recognize the failure as a drop in P3 pressure
and boost the opposite rudder to aid in directional control of the aircraft.
Rudder boost is armed by turning the RUDDER BOOST (center pedestal) switch
to the on position and having the BLEED AIR VALVES in OPEN or ENVIR OFF
position.
YAW DAMPING
A yaw damper is provided to aid in constant and smooth application of rudder

force. The yaw damper switch is located on the pedestal.
35
TRIMS
Trims for all control surfaces are actuated manually from the cockpit via cables.
The elevator has an optional electric trim motor that is located in the aft fuselage.
If so equipped, a ELEV TRIM switch will be located next to the rudder boost
switch and must be turned to the on position.
FLAPS
There are two flap sections on each wing which are driven electrically. One flap
motor is connected to the flaps via drive shafts and screw jacks. There are flap
limit switches located on the inboard right flap to signal the electric motor to stop
at the various positions. This is accomplished through the flap dynamic brake
relay.
Flap movement is displayed on a cockpit gauge center panel above the throttle
quadrant. The gauge shows flap position in relation to a %. Up, 20, takeoff and
approach, 60, 80 and down are displayed on the gauge.
Takeoff and Approach – 14 degrees

Down - 35 degrees
FLAP ASSYMETRY
The flap motor is automatically disconnected when any one flap is 3 – 6 degrees
out of alignment with the other. This is in relation to flaps on the same side.
There is no split flap protection from the left and right wing perspective.
STALL WARNING
A stall vane is located on the left outboard wing leading edge. This stall vane is
heated by a switch on the pilot’s lower left panel. The stall vane is connected to
a lift computer which takes input from the flaps and stall vane to alert the pilot
approx 5-15 kts prior to stall.
This system can be tested on the ground by selecting the STALL WARN TEST
on the co-pilot’s lower left panel. An audible horn should sound in the cockpit.
36
ICE AND RAIN PROTECTION
PITOT TUBES
There are two pitot tubes, one on either side of the nose of the aircraft. Both of
these pitot tubes are heated via a separate switch and heating element that is
controlled on the pilot’s lower right panel. This switch is a CB switch.
Note: Pitot heat should not be operated on the ground unless in ground icing
conditions. Prolonged ground heat can damage the heating elements.
STATIC PORTS
Static ports are located on the rear fuselage area on

either side of the aircraft. Each side will have two
ports, with the upper port serving the same side
instruments, while the bottom port will service the
opposite side instruments.
ALTERNATE AIR
There is an alternate static air toggle switch located on the co-pilot’s right panel
just below the circuit breaker panel. In the event that the main static lines were
to become clogged, this should be set to alternate. Refer to AFM for corrections.
Note: The static ports are not heated.
STALL VANE HEAT
Both the plate and the vane are heated. The CB switch to activate STALL VANE
HEAT is located on the pilot’s lower right panel. The heating of the stall vane
system is minimal on the ground, due to the left landing gear squat switch. In the
air, full heat is applied to the system.
37
FUEL VENT HEAT
The fuel vent located on the lower wing area that protrudes from the wing surface
is heated via a separate switch for the left and right sides. These switches are
also located on the pilot’s lower right panel. This switch should be turned on
during flight.
HOT FIVE
The PITOT (2), STALL VANE (1) and FUEL VENT HEAT (2) consist of the “Hot
Five” and should be turned on prior to takeoff and turned off after landing. These
are considered runway items.
SURFACE DE-ICE
Both the wings and the horizontal stabilizer are protected from ice accumulation
with the use of de-ice boots. These boots are inflated with P3 bleed air and held
to wings when not in use with vacuum pressure derived from P3 bleed air
through an ejector pump. Wing boots include the inner portion of the wing
between the engine nacelle and the fuselage, in addition to the outer section of
the wing.
38
De-ice boots are controlled by a switch on the pilot’s lower right panel labeled
SURFACE DEICE SINGLE, OFF, MANUAL. With ice accumulation present,
moving the switch up to SURFACE DEICE SINGLE will run one complete cycle
of the boots, both wing and tail. The wing boots will operate for approximately six
seconds, followed by the tail for four seconds. By pressing the switch to the
manual position, all boots inflate at the same time. This switch should not be
pressed for extended periods of time, as ice accumulation could occur during this
time.
Note: This switch is a toggle type switch that will always return to the OFF
position after being depressed.
Note: Beechcraft still recommends that .5 – 1.0 inches of ice be present before
inflating the boots. Remember that 1.0 inch of ice on the wing = more than 1.0
inch of ice on the tail, as the circumference of the tail is less than the wing, thus
building up ice at a faster rate.
Note: These boots should not be used when ambient temperatures are below
-40C.
39
Note: The FAA and NTSB have denounced ice bridging as a probability for
modern de-icing boots and now recommend that they be activated and cycled
immediately upon encountering icing conditions.1
WINDSHIELD HEAT
Both windshields are protected from ice accumulation by an electrical heating

element in each window. The heating element maintains a temperature of 95-
105 F. W/S Heat is controlled by separate switches on the pilot’s lower right
panel. There is a HI and LOW position. The only difference between HI and
LOW are the areas of windshield that are heated. In the Low position, a larger
portion of the windshield is heated, while the Hi position will only heat a smaller
area with more intensity.
Note: It may not be possible to keep ice from accumulating in very cold ambient
conditions.
Note: King Air windshields are notorious for failures. Once windshield heat is
activated in flight it should be left on until a lower and warmer environment is
reached. Turning the windshield heat off in cold conditions at altitude can cause
the windshield to break.
WINDSHIELD WIPERS
Windshield wipers are controlled on the overhead panel with a rotary switch.
This switch is labeled OFF, PARK, SLOW AND FAST. The windshield wipers
should not be used on a dry window as scratches can occur. Also, when the
windshield wipers are turned from slow or fast to the off position, they will stop in
the last position. It will be necessary to turn the switch to the park position to
stow the wipers on the bottom of the windshield.
1
According to FAA and NTSB, ice bridging was a concern with older de-icing boots which used lower
pressures and did not inflate as fast as modern boots. With the improvement in modern boots, ice bridging
has been virtually eliminated.
40
WING ICE LIGHTS
Ice lights are located on the outboard side of each engine nacelle and are
controlled on the pilot’s lower right panel. The switches are CB type. These
lights should not be activated on the ground for extended periods, as
discoloration and distortion of the lens may occur.
PROPELLER HEAT (DE-ICE/ANTI-ICE)
The propellers are heated with the use of electrical heating elements on each
blade root area. The heating elements are cemented in place. The electricity is
conducted by carbon brushes which ride on contact strips on the backing plate of
each propeller. There are two CB switches that control prop heat located on the
pilot’s lower right panel.
PROP HEAT INDICATION
There is one prop heat gauge on the overhead panel. This gauge will have a
green arc in the 18-24 amps. During heating element cycles, the gauge should
read in the green. A low indication may indicate a boot element failure.
AUTO MODE
In the automatic mode each propeller (left and right) are heated for 90 seconds.
This cycle will continue until the switch is moved from AUTO to OFF.
41
ENGINE ANTI-ICE
Each engine is equipped with an ice vane to deflect ice and water particles so as
to avoid the inlet screen of the engine. An inertial vane separator is installed in
each engine inlet. This system, when activated manually under the pilot’s yoke
will cause a venturi effect inside the engine inlet, by rising inside the inlet ducting,
opening the underside of the engine nacelle. Due to the venturi effect, the
heavier ice and water particles will exit the underside of the nacelle, while the air,
being lighter will climb into the inlet screen for the engine. The ice vanes are
normally closed during non-icing conditions, allowing air to enter the engine inlet
and oil cooler.
Note: A drop in torque and rise in ITT should be noticed when extending the ice
vanes.
Note: It may be advisable to extend ice vanes during taxi to avoid ingestion of
debris.
Note: A minimum airspeed of 140 KIAS must be maintained while flying in icing
conditions to avoid ice accumulation on the underside of the wing.
Note: Windshield heat, propeller heat and engine ice vanes should be activated
when ambient conditions are 5 degrees C or less and less than 1 mile visibility.
Note: Refer to limitations section for additional icing limitations.
42
PRESSURIZATION
Cabin pressurization is provided by P3 bleed air from the engines. This air is
routed through a flow control unit, then into the cabin. Both pressurization and
environmental air come from the P3 bleed air source. The cabin pressure is
adjusted by controlling the amount of air exiting the pressure vessel through the
outflow valves located on the aft pressure bulkhead.
OUTFLOW VALVES
There are two outflow valves located on the aft pressure bulkhead. One is a
normal valve, while the other is a safety valve. Outflow valves are normally held
shut with spring pressure to pressurize the cabin and held open with controlled
vacuum from the pressure controller. These valves will be set to release cabin
air pressure at a pre-determined psi. (I.e. 5.1 psi)
CONTROL
Control of the cabin pressure is achieved through the use of the cabin pressure
controller. The cabin pressure controller takes inputs from both ambient and P3
bleed air (vacuum), along with pilot inputs to send a controlled vacuum to the
outflow valves.
Prior to takeoff the cabin pressure controller should be set to cruise altitude plus
1000’. On descent the cabin pressure controller should be set to 500’ above field
elevation, so as to depressurize the cabin prior to touchdown.
There is a cabin rate knob on the pressure controller that controls the rate of
ascent or descent from 0 fpm – 1500 fpm (this can be monitored on the cabin
vsi).
BLEED AIR VALVES
On the co-pilot’s lower left panel, there are Left and Right switches labeled
OPEN and CLOSED.
INDICATION
The cabin pressurization can be monitored on the center panel just in front of the
throttle quadrant.
43
CABIN ALTIMETER
The cabin altimeter shows both cabin altitude on the outer scale and differential
pressure on the inner scale.
Note: Max differential pressure will be indicated on the gauge with a red line.
CABIN VSI
The rate of cabin ascent or descent can be monitored on the cabin VSI.
SYSTEM TEST & CABIN DUMP SWITCH
There is multi-function switch located on the center pedestal next to the cabin
pressure controller. By moving the switch to the dump position in-flight, raw
vacuum will bypass the cabin pressure controller and open the outflow valves.
On the ground, an elevation can be selected below current field elevation and the
switch moved to the test position. This will bypass the squat switch trigger and
allow the cabin to pressurize while still on the ground. By watching the cabin vsi
and cabin differential pressure gauge, the system operation can be verified.
Moving the switch back to the center position (PRESS) will release the cabin
pressure.
44
AIR CONDITIONING
Air conditioned air is supplied to the aircraft via a vapor-cycle refrigeration

system. The compressor is electrically powered and is located in the nose of the
aircraft, along with the condenser, receiver-dryer, and evaporator.
The system is controlled on the co-pilot’s lower left panel, while air routing
controls are located under each control yoke on the lower instrument panel.
45
CONTROLS
CABIN TEMP MODE
The cabin temp mode control is a rotary knob that has four positions:
OFF: Air conditioning off
AUTO: Air conditioning selected on or off via the cabin temp knob position.
MAN HEAT: Cabin air will be heated up by either partially or completely

bypassing the air to air heat exchanger.
MAN COOL: Cabin air will be a mixture of bleed air and air conditioning air and
will be routed through the air to air heat exchanger.
46
Note: There is a manual temp toggle switch labeled INCR and DECR. This
switch can be moved to modulate bypass valves for the air to air heat exchanger.
It takes approximately 1 minute to move both the left and right valves to their full
position. Each valve moves independently and takes approximately 30 seconds
for each valve to move full travel.
CABIN TEMP
This rotary knob can be rotated to adjust cabin temperature. This knob
accomplishes the same thing as the manual toggle switch, but is controlled by a
temperature sensor that is located in the overhead just behind the cockpit divider.
VENT BLOWER
The vent blower is located in the nose of the aircraft and is controlled with a
toggle switch labeled HI, LO and AUTO. In the auto mode the vent blower will
operate on a low setting provided the Cabin Temp mode switch is any setting
other than off.
With the cabin temp mode switch in the off position, Hi or Lo can be selected and
will provide the desired blower action.
ELECTRIC HEAT
Electric heating elements are placed in the blower ducts to provide for cabin
heating on the ground only. A GPU must be used to operate this system if used
for preheating the cabin. The vent blower must be turned on to use this system.
It is necessary to leave the blower on for a short period of time after turning the
electric heat off to disperse residual heat. The GRND MAX position can only be
used on the ground due to high electrical loads.
BLEED AIR CONTROL VALVES
For maximum cooling on the ground these valves should be in the ENVIR OFF
position, as to allow only air conditioned air to enter the cabin and not P3 bleed
air.
UNPRESSURIZED FLIGHT WITH VENTILATION
The aircraft can be flown unpressurized by placing the bleed air valves to any
position other than OPEN. This will stop any P3 bleed air from entering the
cabin. It is also necessary to have the CABIN DUMP switch in the DUMP
position. This action allows outside air to enter the cabin via a vent door in the
nose of the aircraft.
47
OXYGEN SYSTEM
The King Air C90 series is equipped with one oxygen bottle located behind the
aft pressure bulkhead. It is mounted on the rear bulkhead in a horizontal
position. This bottle could be any of the following sizes: 22, 49, 64, 76, 115 cu ft.
(Refer to supplemental section of AFM). This oxygen bottle serves both the crew
and the passengers. A cockpit pressure gauge shows bottle pressure on the co-
pilot’s lower right panel.
MASKS
The masks will be located on the cockpit divider just behind each of the crew.
These masks have two positions (normal, 100%) and are required to be in the
100% oxygen position for flight.
Note: The normal mode mixes cockpit air with oxygen. In the event that air
contamination is a factor these masks will have to be put in the 100% mode. The
emergency mode on the Puritan Bennett masks is pressure oxygen.
CONTROLS
PULL ON – SYS READY
48
This knob is connected to the oxygen bottle shutoff valve and must be pulled
prior to flight to arm the entire aircraft with oxygen.
Note: It is important to arm the oxygen system prior to flight, as this

cable/linkage could become frozen in flight and not be able to be activated.
INDICATION
There is an oxygen pressure gauge on the co-pilot’s lower right panel that shows
bottle pressure. In addition there is a red CABIN ALT HI annunciator that will
illuminate when the cabin altitude exceeds 12,500’.
49
17'3"
�------------------- ,--------50'3"--- -------
14'3"
C90-607-l
Normal
Take-Off and Departure
H
Enroute Climb
Checklist
Completed
G
At 500 ft AGL
1. Reduce power, set props for climb
2. Complete climb checklist
A
C
Before take-off E
checks and crew 1. Stabilize power
briefing - 2. Annunciators check At Vr – Rotate to
completed (Ignition/Auto Feather) 8° pitch
D F
B Positive Rate – Gear UP
1. Power set 80 KIAS instruments
2. Max power prior to
brake release is
optional
©2010 Jet Aeronautical, San Diego, CA, USA

Closed Traffic
F
G Downwind
1. Flaps Approach
Leaving Pattern altitude 2. Speed 140 KIAS
1. Gear Down - Before 3. Before Landing Checklist
Landing Checklist
H J
Landing Assured
1. Gear – Recheck DOWN K
After Touchdown
2. Flaps 100% 1. Props – Full FWD After Landing
2. Power – Beta/Reverse Flow check/Checklist
B
Takeoff Roll
1. Power set D
I 2. Max power prior to brake release – optional Climb
3. Annunciators – checked 1. Gear – UP
4. 80 KIAS – instruments – check 2. Props – Set (500 ft. AGL)
Threshold
5. Rotate
1. Cross threshold
at the approach
speed plus any
gust correction
E
Cross Wind
A C 1. Level off 1,500 ft AGL
Before take-off checks Positive rate 2. 140 KIAS
and crew briefing - Gear - UP
completed
Precision
Approach
C
Final Approach Fix Inbound
G 1. Glideslope Intercept
Landing 2. Gear Down
1. Brakes as necessary 3. Airspeed – Vyse (+20, -0)
2. Power – Beta/Reverse 4. Before Landing Checklist - Complete
F
E
Cross D
Threshold at At DH or minimums, if a landing cannot
Landing Assured
threshold be completed, execute missed approach
1. Gear – Recheck down
speed plus gust 2. Flaps 100% 1. F/D go-around mode
factor 2. Max allowable power
3. Yaw Damp - OFF
3. Flaps approach
4. Positive Rate – Gear up
5. Blue line (Vyse) – Flaps up
B 1. During or prior to completion of the procedure

A
or base turn, complete Approach Checklist
Complete Descent Checklist 2. Flaps Approach

D
At MAP, if a landing cannot be
completed, execute missed approach
Non-Precision
1. F/D go-around mode
2. Max allowable power
Approach
3. Flaps approach
F
Cross threshold at threshold speed 5. Blue line (Vyse) – Flaps up
plus gust correction
E
Landing Assured
1. Gear – Recheck DOWN
2. Flaps – 100%
3. Yaw Damp - OFF
C
1. Gear Down
2. Airspeed – Vyse (+20, -0)
3. Before Landing Checklist – Complete
4. Time Checked
A
B 1. During or prior to completion of the procedure
Complete descent checklist or base turn, complete Approach Checklist
2. Flaps Approach

E
At MAP, if a landing cannot be completed, execute Single-Engine

missed approach
1. F/D go-around mode
2. Max allowable power
Non-Precision
3. Flaps approach
Approach
G
Cross threshold at threshold speed 5. Blue line (Vyse) – Flaps up
plus the gust correction
As required on final approach

1. Flaps Approach
F Landing Assured: When it is certain there is no 2. Gear Down
possibility of a go-around 3. One-Engine inoperative
1. Gear – Recheck DOWN Checklist complete
2. Flaps – 100% (optional)
3. Retrim as necessary

1. Time checked (as applicable)
2. Propeller – Full Forward
3. Speed – Vyse (+10, -0)
B
During or prior to completion of the procedure or base
A
turn, complete Engine Inoperative Approach Checklist
Descent Checklist Complete

Raytheon Aircraft Beech Model C90A
SECTION ·11
LIMITATIONS
TABLE OF CONTENTS
SUBJECT PAGE
Airspeed Limitations ........ ........ ..... . .................... ......... ....... ... ... 2-3
Airspeed Indicator Markings . .............. ... . . . . ... . ......... . . . ................... . ..... 2-3
Power Plant Limitations .................. ........................ .. ... ... ...... .... .... ... 2-4
Number of Engines........ .. .............. .. ................... .............. . .... ..... 2-4
Engine Manufacturer ....................................... . · ... ..................... ... 2-4
Engine Model Number ............. .......................... . . ... ...... ..... . ........ .. 2-4
Power Levers .... .................................. ........ ... .. ......... ... . ......... 2-4
Engine Operating Limits ...................... ................... ....................... .. 2-4
External Power Limits................ . ....... . .. .................. ... ... ...... ....... ... 2-5
Generator Limits .. ................... . . ... ..... ........... ....... ... ... ... ... ... ....... 2-5
Starter Limits... ........ ... ................................. ... .. .... ........ ........... 2-5
Fuel Limits ........................... .......... ............ .. .. ... ........ ........... 2-5
Approved Engine Fuels ........ .... . . ...... ...... .......... ..... ............ ........... 2-5
Commercial Grades .................................... ... ....... ..... . ............ 2-5
Military Grades ...... ................ ..................... ..... ................ . ... 2-5
Emergency Engine Fuels . .... . ....................... ..... ..... . ...................... 2-5
Commercial Aviation Gasoline Grades.................................................. 2-5
Military Aviation Gasoline Grades .... ............ . ............. ... .................... 2-5
Limitations On The Use Of Aviation Gasoline . .. ................ ..... .................... 2-5
Approved Fuel Additives ................... ... ............. ... ..... ............... . .... 2-6
Anti-Icing Additive. ......... ....... ... .. ........... . ... .... .. ..................... .. 2-6
Fuel Biocide Additive ....... ............ ........................ ......... ... . ....... 2-6
Fuel Management...................... ..... ................... .. ........ ........ ... ... 2-7
Usable Fuel . ..... ............................ ........... ... ... . .......... .. ......... 2-7
Fuel Imbalance . ....... ............. ..... ........... . ....... ..... .............. .. ... . 2-7
Fuel Crossfeed .......................... ..... .............. ........ ...... ..... ...... 2-7
Fuel Gages In The Yellow Arc........................................................... 2-7
Operating With Low Fuel Pressure ......... ......... . ..... . ..... .. ....... . .... ........... 2-7
Boost Pumps ......................... . .. .............. .. ..... ...... ......... .... .... 2-7
Oil Specification .... . ........................ .................. ........... ...... .... .. . 2-7
Approved Engine Oils ................. .. .................. ........ ................. .. . 2-7
Number of Propellers ............ ....... ... .................. ... .. ................... ... 2-7
Propeller Manufacturer.......................................... .. ...... .. ............ .. 2-7
Propeller Hub and Blade Model Numbers ........................ ... ........................ 2-7
Propeller Diameter ........................... . . .... ....... .. . .. ................... .. ... 2-8
Propeller Blade Angles at 30-lnch Station ...... ..... ..................................... ... 2-8
Propeller Rotational Speed Limits .. ............... ........... ................ . . .......... . 2-8
Propeller Rotational Overspeed Limits ....... ............... ........ .. ...................... 2-8
Power Plant Instrument Markings........... .................. ............... .............. 2-8
Miscellaneous Instrument Markings ................................ .. ... ..... ............ ... 2-9
Fuel Quantity Indicators ......................... ........... .. ... ...................... . . 2-9
Cabin Differential Pressure Gage.................. .... . ...... ..... .. ........ ........... .. . 2-9
Pneumatic Pressure Gage ....... ... . ....... ..... ........... ....... ....... . ......... . . ... 2-9
Propeller Deice Ammeter ................... ................ ....... ...... .. .............. 2-9
Gyro Suction Gage ........ ..... ......... ....... ............. ..... ........ ......... .. .. . 2-9
Weight Limits .... ............... ........ ........ ........ ........ .. ........ ... .. ...... .. . 2-9
Center of Gravity Limits (Landing Gear Extended} ...... . .. ...... ..... .. ... ..... ....... . .... ... 2-9
Aft Limit. ... ............. ................................ .. ... .. ........ ........... ... 2-9
Forward Limits ........... ....... .............. ........... ..... .. ............ . . ..... ... 2-9
Datum ................................................................ ................ 2-9
Mean Aerodynamic Chord (MAC)........................................................... 2-9
Maneuver Limits . .. ... ..... ...... ........ .. ................ .. ... ... ....... ... . .. ..... ... 2-10
December, 2000 2-1

Beech Model C90A
Raytheon Aircraft
SECTION II
LIMITATIONS
TABLE OF CONTENTS (CONT'D)
SUBJECT PAGE
Flight Load Factor Limits (10,100 Pounds/ 4581 Kilograms) 2-10
Minimum Flight Crew ................................................................ .... 2-10
Maximum Operating Pressure-Altitude Limit................. . ...... ............ . ......... ... 2-1O
Maximum Outside Air Temperature Limit......................... ... .. ...... . ..... ......... . 2-10
Cabin Pressurization and Structural Limitation............... .. . ......... ............ ... . .... 2-10
Maximum Occupancy Limit .. . ..... . .......... . ......... . .... .. ... .. . ..... ... ....... ..... . 2-1O
Systems and Equipment List............................................................... 2-1O
Landing Gear Cycle Limits .. ...... . ......... ... ..... . .... ..... ..... . ... . .... . . ... ..... ... 2-1 O
Aft-Facing Seats.. ..... .... .. .. ....... . ............... . . . . .. . ... . .. . . . . ... ...... . ....... 2-1O
Icing Limitations . .......................... ........ . .... ..... .. .. ... ......... . .. ........ 2-10
Approved Airplane Deicing/Anti-Icing Fluids .................................................. 2-11
Limitations When Encountering Severe Icing Conditions
(Required By FAA AD 98-04-24)............................ ... ............. .. . ... ......... . 2-11
Cracked or Shattered Windshield ........................................................... 2-12
Crack In Any Side Window (Cockpit or Cabin)................................................. 2-12
Placards ... ...... . ............... . ...... ... . ............. ............ .. . .. . .... ..... .. . 2-13
Kinds of Operation Limits . .. ................ ..... . ............ ..... . ... ........ .. ... ..... .2-20
Kinds of Operations Equipment List... . ............. .......... .. ..... .... . ......... .. ..... . 2-20
2-2 December, 2000

Raytheon Aircraft Company Model C90A
Section II - Limitations
The limitations included in this section have been approved by the Federal Aviation Administration and they must be observed
in the operation of the Model C90A. I
AIRSPEED LIMITATIONS
SPEED KCAS KIAS REMARKS
Maximum Operating Speed Do not exceed this airspeed in any
operation.
VMO 226 226
MMo .46 Mach .46 Mach
Maneuvering Speed Do not make full or abrupt control
movements above this speed.
VA 169 169
Maximum Flap Extension Speed/Extended Do not extend flaps or operate with flaps
Speed extended above these speeds.
VFE 182 184

Approach 140 148
Down
Maximum Landing Gear Operating Speed Do not extend or retract the landing gear
above these speeds.
VLO
Extension 182 182
Retraction 164 163
Maximum Landing Gear Extended Speed Do not exceed this speed with the landing
gear extended.
VLE 182 182
Air Minimum Control Speed This is the lowest speed at which the
airplane is directionally controllable after
VMCA 82 80 sudden loss of engine when the remaining
engine is at take-off power.
AIRSPEED INDICATOR MARKINGS*
KCASVALUE KIASVALUE
MARKING SIGNIFICANCE
OR RANGE OR RANGE
Red Radial 82 80 Air Minimum Control Speed {VMcA).

White Arc 76 to 140 78 to 148 Full-flap Operating Range.
Wide White Arc 76 to 88 78 to 88 Lower Limit is the Stalling Speed {Vso) at
maximum weight with Flaps Down and idle
power.
Narrow White Arc 88 to 140 88 to 148 Lower Limit is the Stalling Speed {Vs) at
maximum weight with Flaps Up and idle
power. Upper Limit is the maximum speed
permissible with flaps extended beyond
Approach.
White Triangle 182 184 Maximum Speed with Approach Flaps.
Blue Radial 110 108 One Engine Inoperative Best Rate-of Climb
Speed.
Red and White Hash-marked Pointer 226 KCAS (226 KIAS) or value equal Maximum Speed for any operation.
to .46 Mach, whichever is Lower**
* The Airspeed Indicator is marked in IAS values.
**Airspeed is not to exceed the Red and White Hash-marked Pointer.
June,2003 2-3
Beech Model C90A
Section II - Limitations Raytheon Aircraft
POWER PLANT LIMITATIONS
NUMBER OF ENGINES
2
ENGINE MANUFACTURER
I Pratt & Whitney Canada Corp. (Longueuil, Quebec, Canada)
ENGINE MODEL NUMBER

PT6A-21
POWER LEVERS
I
Do not lift the power levers in flight. Lifting the power levers in flight, or moving the power levers in flight below
the flight idle position, could result in a nose-down pitch and a descent rate leading to aircraft damage and
injury to personnel.
ENGINE OPERATING LIMITS

The following limitations shall be observed. Each column presents limitations. The limits presented do not nec
essarily occur simultaneously. Refer to Pratt & Whitney Engine Maintenance Manual for specific actions
required if limits are exceeded.
TORQUE MAXIMUM GAS GENERATOR PROP OIL OIL
OPERATING FT-LBS OBSERVED RPM N1 RPM PRESS TEMP
SHP
CONDITION
(1) ITT°C RPM % N2 PSI (2) �C (3)
STARTING - - 1090 (4) - - - - -40 (min)

LOW IDLE - - 660 (5) - 58 (min) 1100 40 (min) -40 to 99
(min)
HIGH IDLE - - - - 70 (approx) - - 0 to 99
TAKEOFF AND MAX CONT 550 1315 695 38,100 101.5 2200 80 to 100 10 to 99
CRUISE CLIMB AND MAX 538 1315 695 38,100 101.5 2200 80 to 100 0 to 99
CRUISE (6)
MAX REVERSE (7) - - 695 - 88 2100 80 to 100 Oto 99
TRANSIENT - 1500 825 (4)(8) 38,500 102.6 2420 200 Oto 99
(4)
(1) Maximum pennissible sustained torque is 1315 ft-lbs. Propeller speeds (N2) must be set so as not to exceed power
limitation.
(2) When gas generator speeds are above 72% N1 and oil temperatures are between 60 °C and 70 ° C, nonnal oil
pressure is between 80 and 100 psi.
During extremely cold starts, oil pressure may reach 200 psi. Oil pressure between 40 and 80 psi is undesirable; it
should be tolerated only for the completion of the flight, and then only at a reduced power setting. Oil pressure below
40 psi is unsafe; it requires that either the engine be shut down, or that a landing be made at the nearest suitable
airport, using the minimum power required to sustain flight.
(3) For increased service life of engine oil, an oil temperature of between 74 ° to 80 ° C is recommended. A minimum oil
temperature of 55 ° C is recommended for fuel heater operation at take-off power.
(4) These values are time-limited to two seconds.
(5) High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 rpm.
(6) Cruise torque values vary with altitude and temperature.
(7) Reverse power operation is limited to one minute.
(8) High generator loads at low N1 speeds may cause the ITT transient temperature limit to be exceeded. Observe
generator load limits.
BT02994
2-4 December, 2000

Raylbeon Aircraft Company Section 2
Model C90A Limitations
EXTERNAL POWER LIMITS
External power carts will be set to 28.0 - 28.4 volts and be capable of generating a minimum of 1000amperes momentarily and
300 amps continuously.
GENERATOR LIMITS
The In-Flight Limits are: 100% GENERATOR LOAD and a MINIMUM N1 of 85%
During ground operation, observe the following limitations:
GENERATOR LOAD MINIMUM N1

Oto 50% 59%
50to 80% 61%
80to 85% 70%
STARTER LIMITS
Use of the starter is limited to 40 seconds ON, 60 seconds OFF, 40 seconds ON, 60 seconds OFF, 40 seconds ON, then 30
minutes OFF.
FUEL LIMITS
APPROVED ENGINE FUELS
COMMERCIAL GRADES
Jet A
Jet A-1
Jet B
MILITARY GRADES
JP- 4
JP- 5
JP- 8
EMERGENCY ENGINE FUELS

COMMERCIAL AVIATION GASOLINE GRADES
80 Red (Formerly 80/87)
100L L Blue*
100 Green (Formerly 100/130)
*In some countries, this fuel is colored Green and designated "100L".
MILITARY AVIATION GASOLINE GRADES

80/87 Red
100/130 Green
115/145 Purple
LIMITATIONS ON THE USE OF AVIATION GASOLINE

1. Operation is limited to 150 hours between engine overhauls.
2. Operation is limited to 8000 feet pressure altitude or below with boost pumps inoperative.
3. Crossfeed capability is required for climbs above 8000 feet pressure altitude.
July, 2005 2-5

Section 2 Raytheon Aircraft Company
Limitations Model C90A
APPROVED FUEL ADDITIVES
ANTI-ICING ADDITIVE
Engine oil is used to heat the fuel on entering the fuel control. Since no temperature measurement is available for the fuel at this
point, it must be assumed to be the same as the OAT. The graph below is used to determine the minimum oil temperature
required to maintain the fuel temperature above the freezing point of water, and thus prevent ice accumulations in the fuel control
unit. Enter the graph at the known or forecast OAT and determine the minimum oil temperature required for each phase of flight.
If the anticipated actual oil temperature is not equal to, or above this minimum temperature, anti-icing additive conforming to MIL-
I 1-27686 or MIL-1-85470 must be added to the fuel. Refer to Section 4, NORMAL PROCEDURES, for blending procedures.
70 /) I
I
r-... 'Rt,S I
........
.....r-,..
su.'Rf: I
t ...........
u 60 ...... '1( r-'Ir.u
or:
r-....._
......
�....
,....r-,..
2 ........... ......
..........
I G
;:::-
s' +-E:r:1
C--.r-,..
w .....
Cr: 50 ...........
.....
...........
..... ,....-...1
=i
f- ....,..... ......... I ""N.. ( ,__
< ..........
...........
r--...._
..........
..........
..........
...._ i'I I . o' I ,.....
oo
Cr: Q
w 40 ........... ........... 2o ......... r-,..._
Ooo ...... ........... ...... �...... .........

I'...._
Q_ i-......_
2 ,
..... J'o...:..',�r--.
w I'..._
............ ...........
f- ......
30 -..... 00 r-......
.._
..... ..........
...........0
......r-,..
_;
,-....,
......"- t-,... �r-...
0 .....,..... �..... ,......._ ..........
........... ...... �..... ..........
�...... ..... r-....._ ......
2 20 r-....._ .......... l'r-,..
.....
I'..._
=i �.....
2 .....r-,..
...... r-......._ ..........
H
z ........... ,.....r-,.. .......... ..........
!-----i 10 ........... .......... t-,... ......
2 I
0
-60 -5 0 -4 0 -3 0 -20 -10 10
LJOID
FUEL TEMPERATURE (OAT)tv ° C 980381AA
Prior to refueling, check with the fuel supplier to determine whether or not anti-icing additive has already been
f¢A�TION I
added to the fuel. If anti-icing additive is required, it must be properly blended with the fuel to avoid deterioration of
the fuel cell sealant. The additive concentration shall be a minimum of 0.10% and a maximum of 0.15% by volume.
To assure proper concentration by volume of fuel on board, blend only enough additive for the unblended fuel.
FUEL 8/0CIDE ADDITIVE

Fuel biocide-fungicide "BIOBOR JF" in concentrations of 135 ppm or 270 ppm may be used in the fuel. BIOBOR JF may be used
as the only fuel additive or it may be used with the anti-icing additive conforming to MIL-1-27686 or MIL-1-85470 specification.
Used together the additives have no detrimental effect on the fuel system components.
Refer to the King Air 90 Series Maintenance Manual and the latest revision of Pratt & Whitney Service Bulletin No. 1244 for
concentrations to use and for procedures, recommendations and limitations pertaining to the use of biocidal/fungicidal additives
in turbine fuels.
2-6 July, 2005

FUEL MANAGEMENT
USABLE FUEL
(GALLONS x 6. 7 = POUNDS)
• Total Usable Fuel Quantity .....................................384 gal. (1453 liters), 2573 lbs
• Each Side ............................................. 192 gal. (727 liters), 1286.5 lbs
1) Each Wing Tank System ................................ 131 gal. (496 liters), 877.5 lbs
2) Each Nacelle Tank .......................................61 gal. (231 liters), 409 lbs
FUEL IMBALANCE
I
Maximum allowable fuel imbalance between fuel systems is 200 pounds.
FUEL CROSSFEED
Crossfeeding of fuel is permitted only in the event of:
1. Electric Boost Pump Failure, or

2. Engine Failure
FUEL GAGES IN THE YELLOW ARC
Do not take off if fuel quantity gages indicate in the yellow arc or if fuel quantity is less than 265 pounds in each
wing system.
OPERATING WITH LOW FUEL PRESSURE
Operation of either engine with its corresponding fuel pressure annunciator (L FUEL PRESS or R FUEL
PRESS) illuminated is limited to 10 hours before overhaul or replacement of the engine-driven fuel pump.
Windmilling time need not be charged against this time limit.
BOOST PUMPS
Both boost pumps must be operational prior to takeoff.
OIL SPECIFICATION
Any oil called out by brand name in the latest revision of Pratt & Whitney Service Bulletin Number 1001 is
approved for use in the PT6A-21 engine.
APPROVED ENGINE OILS
7.5 Centistoke Turbine Engine Oils

5 Centistoke Turbine Engine Oils
NUMBER OF PROPELLERS
2
PROPELLER MANUFACTURER
McCauley Propeller (Vandalia, Ohio)
PROPELLER HUB AND BLADE MODEL NUMBERS

Two full-feathering, constant-speed, reversing, four-bladed propellers consisting of 94LMA-4 blades and
4HFR34C768 hubs.
March, 2002 2-7

Beech Model C90A
PROPELLER DIAMETER
Maximum Diameter ...............................................90 inches (228.5 centimeters)
Minimum Diameter.................................................89 inches (226 centimeters)
PROPELLER BLADE ANGLES AT 30-INCH STATION

Reverse: -10.0 ° ± 0.2 °
Feathered: 85.8 ° ± 0.2 °
PROPELLER ROTATIONAL SPEED LIMITS

Transients not exceeding 5 seconds ..................................................2420 rpm
Reverse ........................................................................2100 rpm
A ll other condftions................................................................2200 rpm
PROPELLER ROTATIONAL OVERSPEED LIMITS

The maximum propeller overspeed limit is 2420 rpm and is time-limited to five seconds. Sustained propeller
overspeeds faster than 2200 rpm indicate failure of the primary governor. Sustained propeller overspeeds
faster than 2288 rpm indicate failure of both the primary governor and the overspeed governor.
POWER PLANT INSTRUMENT MARKINGS
LJ-1353 THRU LJ-1360, LJ-1362
INSTRUMENT Red (Radial) Line Green Arc Red (Radial) Line

MINIMUM LIMIT NORMAL MAXIMUM LIMIT
OPERATING
INTERSTAGE TURBINE TEMPERATURE --- 400 ° to 695°c * 69s 0 c
TORQUEMETER --- --- 1315 ft-lbs
PROPELLER TACHOMETER --- 1800 to 2200 rpm 2200 rpm
G A S GENER ATOR TACHOMETER --- --- 101.5%
OIL TEMPER ATURE --- 10 ° to 99 °C ggoc
OIL PRESSURE 40 psi 80 to 100 psi 100 psi
* Starting Limit (Dashed Red Radial): 1090 °C
LJ-1361, LJ-1363 AND AFTER
INSTRUMENT Red {Radial) Line Yellow Arc Green Arc Red (Radial) Line
MINIMUM LIMIT CAUTION NORMAL MAXIMUM LIMIT
RANGE OPERATING
INTERSTAGE TURBINE --- --- 400 to 695 °C *695 °C
TEMPER ATURE
TORQUEMETER --- --- 0 to 1315 ft-lbs 1315 ft-lbs
PROPELLER T ACHOMETER --- --- 1100 to 2200 rpm 2200 rpm
G A S GENER ATOR --- --- 58 to 101.5% 101.5%
TACHOMETER
OIL TEMPERATURE --- --- 0 ° to 99 °C ggoc
OIL PRESSURE 40 psi 40 to 80 psi 80 to 100 psi ** 100 psi
* Starting Limit (Red Diamond): 1090 °C
** Transient (Red Diamond): 200 psi
2-8 December, 2000

Raytllean Aircraft Company Section 2
MISCELLANEOUS INSTRUMENT MARKINGS
FUEL QUANTITY INDICATORS
Yellow Arc (No-takeoff Range) ...................................................................Oto 265 lbs
CABIN DIFFERENTIAL PRESSURE GAGE

Green Arc (Approved Operating Range) ........................................................... Oto 5.0psi
Red Arc (Unapproved Operating Range) ............................................. above 5.0psi to end of scale
PNEUMATIC PRESSURE GAGE

Green Arc (Normal Operating Range) .............................................................12 to 2 0psi
Red Line (Maximum Operating Limit) .................................................................. 2 0psi
PROPELLER DEICE AMMETER

Green Arc (Operating Range)..................................................................18 to 24 amps
GYRO SUCTION GAGE

Narrow Green Arc (Normal from 35,000 to 15 ,000feet)............................................ 2.8 to 4.3in. Hg
Wide Green Arc (Normal from 15 ,000 feet to Sea Level) ........................................... 4.3 to 5.9 in. Hg
35K marked on the face of gage at ................................................................ 3.0in. Hg
15K marked on the face of gage at ................................................................ 4.3in. Hg
WEIGHT LIMITS
Maximum Ramp Weight .................................................................10,160 lbs (4608 kg)
Maximum Take-off Weight ...............................................................10,100lbs (4 581 kg)
Maximum Landing Weight ................................................................ 9600lbs (4 354 kg)
Maximum Zero Fuel Weight ....... ... ... .................. . ...................... ..... No Structural Limitation
Maximum Rear Baggage Compartment Load ...................................................
. 35 0lbs (15 9 kg)
Maximum Nose Avionics Compartment Load.................................................... 35 0 lbs (15 9 kg)
CENTER OF GRAVITY LIMITS (LANDING GEAR EXTENDED)

AFT LIMIT
160.0inches aft of datum at all weights.
FORWARD LIMITS
15 2.0inches aft of datum at 10,100lbs (4 581 kg)
15 0.7 inches aft of datum at 9600lbs (4 354 kg) I
144.7 inches aft of datum at 78 5 0lbs ( 3560kg) or less
DATUM
The reference datum is located 8 3.5 inches ( 212 centimeters) forward of the center of the nose jack point.
MEAN AERODYNAMIC CHORD (MAC)

The leading edge of the MAC is 135.9 inches ( 34 5.2 centimeters) aft of datum.
The MAC length is 7 5.9 inches (19 3 centimeters).
July, 2005 2-9

MANEUVER LIMITS
This is a normal category airplane.Acrobatic maneuvers,including spins,are prohibited.
FLIGHT LOAD FACTOR LIMITS {10,100 POUNDS/ 4581 KILOGRAMS)
FLAPS UP FLAPS DOWN

3.29 positive g's 2.00positive g's
1.33 negative g's 0.00g
MINIMUM FLIGHT CREW

One Pilot
MAXIMUM OPERATING PRESSURE-ALTITUDE LIMIT

3 0,000feet
MAXIMUM OUTSIDE AIR TEMPERATURE LIMIT

ISA+ 37° C
CABIN PRESSURIZATION AND STRUCTURAL LIMITATION

Maximum Cabin Differential Pressure..................................................................5.1 psi
Fuselage Pressure Vessel Structure ..................................... Inspections in Chapters 5 and 53- 1 0-00of
the King Air 90 Series Maintenance Manual
are required for continued airworthiness.
MAXIMUM OCCUPANCY LIMIT

13 including crew
SYSTEMS AND EQUIPMENT LIMITS

LANDING GEAR CYCLE LIMITS
Landing gear cycles ( 1 up - 1 down) are limited to one every 3 minutes for a total of 1 0cycles followed by a 15 minute cool down
period.
AFT-FACING SEATS
The seatback of each occupied aft-facing seat must be in the upright position and the headrest fully extended for takeoff and
landing.
ICING LIMITATIONS
Minimum Airspeed (KIAS) for Sustained Icing Flight ................................................... 140 knots
Minimum Temperature for Operation of Deicing Boots..................................................... -40° C
Temperature requiring Engine Anti-ice, if conditions free
of visible moisture cannot be assured ...........................................................+ 5 ° C or lower
Sustained flight in icing conditions with flaps extended is prohibited except for approach and landings.
2-10 July, 2005

Raytheon Aircraft
Beech Model C90A
Beech King Air@ C90B
Temporary Change
to the
Pilot's Operating Handbook
and
FAA Approved Airplane Flight Manual
P/N 90-590024-69TC3
PUBLICATION AFFECTED: Beech King Air C90B Pilot's Operating Handbook and FAA Approved
Airplane Flight Manual, P/N 90-590024-69, Dated May, 1999, or later
revision.
AIRPLANE SERIAL NUMBERS AFFECTED: LJ-1353 thru LJ-1537 and LJ-1540, except LJ-1367, LJ-1373, LJ-1377, LJ-
1384, LJ-1386, LJ-1389, LJ-1394, LJ-1397, LJ-1403, LJ-1411, LJ-1425, LJ-
1431, and LJ-1498
DESCRIPTION OF CHANGE: Limits the maximum rate-of-sink at touchdown to 500 feet per minute.
FILING INSTRUCTIONS: Insert this Temporary Change into the Beech King Air C90B Pilot's
Operating Handbook and FAA Approved Airplane Flight Manual following
page 2-1O (LIMITATIONS Section), and retain until rescinded or replaced.
LIMITATIONS
CABIN PRESSURIZATION AND STRUCTURAL LIMITATION
Maximum Rate-of-Sink at Touchdown ...................................................500 FEET PER MINUTE
Ray th on Aircraft Company

DOA CE-2
October 20, 1999 1 of 1

Raytheon Aircraft Company Section 2
APPROVED AIRPLANE DEICING/ANTI-ICING FLUIDS
SAE AMS 1424 Type I
ISO 11075 Type I
SAE AMS 1428 Type II
ISO 11078 Type II
SAE AMS 1428 Type IV I
LIMITATIONS WHEN ENCOUNTERING SEVERE ICING CONDITIONS

(Required By FAA AD 98-04-24)
!WARNING I
Severe icing may result from environmental conditions outside of those for which the airplane is certificated. Flight
in freezing rain, freezing drizzle, or mixed icing conditions (supercooled liquid water and ice crystals) may result in
ice build-up on protected surfaces exceeding the capability of the ice protection system, or may result in ice forming
aft of the protected surfaces. This ice may not be shed using the ice protection systems, and may seriously degrade
the performance and controllability of the airplane.
1. During flight, severe icing conditions that exceed those for which the airplane is certificated shall be determined by the
following visual cues. If one or more of these visual cues exists, immediately request priority handling from Air Traffic
Control to facilitate a route or an altitude change to exit the icing conditions.
a. Unusually extensive ice accumulation on the airframe and windshield in areas not normally observed to collect ice.
b. Accumulation of ice on the upper surface of the wing, aft of the protected area.
c. Accumulation of ice on the engine nacelles and propeller spinners farther aft than normally observed.
2. Since the autopilot, when installed and operating, may mask tactile cues that indicate adverse changes in handling
characteristics, use of the autopilot is prohibited when any of the visual cues specified above exist, or when unusual lateral
trim requirements or autopilot trim Warnings are encountered while the airplane is in icing conditions.
3. All wing icing inspection lights must be operative prior to flight into known or forecast icing conditions at night. [NOTE: This
supersedes any relief provided by the Master Minimum Equipment List (MMEL).]
July, 2005 2-11

CRACKED OR SHATTERED WINDSHIELD
The following limitations apply when continued flight is required with a cracked outer or inner ply of the windshield.
1. Continued flight with a cracked windshield is limited to 25 flight hours.
2. Windshields which have a shattered inner ply will have numerous cracks which will obstruct forward vision and may
produce small particles or flakes of glass that can break free of the windshield and interfere with the crew's vision. These
windshields must be replaced prior to the next flight unless a special flight permit is obtained from the local FAA Flight
Standards District Office.
3. Crack(s) must not impair visibility.
4. Crack(s) must not interfere with the use of windshield wipers for flights requiring the use of the wipers.
5. Windshield Anti-ice must be operational for flights in icing conditions.
6. The following placard must be installed in plain view of the pilot:
MAXIMUM AIRPLANE ALTITUDE IS LIMITED TO
25,000 FEET. CABIN ilP MUST BE MAINTAINED
BETWEEN 2.0 AND 4.6 PSI DURING FLIGHT
Windshields that have cracks in both the inner and outer plies must be replaced prior to the next flight unless a specials flight
permit is obtained from the local FAA Flight Standards District Office.
CRACK IN ANY SIDE WINDOW (COCKPIT OR CABIN)

The following limitations apply when continued flight is required with a crack in any side window. These limitations do not apply
to minor compression-type chips (Clamshell) which may occur on the milled edge of cockpit side windows. Refer to the
maintenance manual for the disposition of such chips.
1 . Continued flight is limited to 25 flight hours.
2. Flights must be conducted with the cabin depressurized. The following placard must be installed in clear view of the pilot.
PRESSURIZED FLIGHT IS PROHIBITED DUE TO A
CRACKED SIDE WINDOW. CONDUCT FLIGHT WITH
THE CABIN PRESSURE SWITCH IN THE DUMP POSITION.
2-12 July, 2005

PLACARDS
On Overhead Panel in Pilot's Compartment:
��-OPERATION LIMITATIONS��-
THis AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS MARKINGS AND MANUALS.
NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED.
THIS AIRPLANE APPROVED FOR VFR IFR DAY & NIGHT OPERATION & IN ICING CONDITIONS
CAUTION
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF.
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND
/OR AIR-CONDITIONER ANO/OR ELECTRIC HEAT IS ON.
C94L-.J02Cl897 C
On Left Sidepanel Below Fuel Panel (LJ-1353 thru LJ-1360, LJ-1362):
��-MAX AIRSPEEDS KNOTS��-

GEAR EXTENSION 182 APPROACH FLAP 184
GEAR RETRACT 163 FULL DOWN FLAP 148
GEAR EXTENDED 182 MANEUVERING 169
C93LJ02C023 I C
On Overhead Panel in Pilot's Compartment (LJ-1361, LJ-1363 and After):
��MAX��
AIRSPEED KNOTS
GEAR EXTENSION 182
GEAR RETRACT 163
GEAR EXTENDED 182
APPROACH FLAP 184

FULL DOWN FLAP 148
MANEUVERING 169
C94LJ02C I 080
Aft of Overhead Light Panel:
I I
OXYGEN
PULL-ON
L C93U02C0233
_J
C
December, 2000 2-13

Beech Model C90A
On Pilot's and Copilot's Window Sills:
WARNING
DO NOT SMOKE WHILE OXYGEN IS IN USE.
WITH DILUTER-DEMAND CREW MASK
FLOW STOPS WHEN BREATHING STOPS.
C9200605 C
On Pilot's Side Window Sill When Strobe Lights Are Installed:
TURN OFF STROBE LIGHTS WHEN TAXIING

IN VICINITY OF OTHER AIRCRAFT OR
DURING FLIGHT THROUGH FOG OR CLOUDS.
STD POSITION LIGHTS TO BE TURNED ON
FOR ALL NIGHT OPERATIONS.
C9200604 C
On Curved Pedestal Adjacent to Power L evers:
CAUTION
REVERSE
ONLY WITH
ENGINES
RUNNING
C9200607 C
On Pedestal Adjacent to Cabin Pressurization Controller:
WARNING - DEPRESSURIZE
CABIN BEFORE LANDING
C94LJ02Cl896 C
2-14 December, 2000

Raylheon Aircraft Beech Model C90A
On Floor Between Pilot's Seats:
LANDING
GEAR
ALTERNATE
I �::;H�:;: j
FROM SECURING
CLIP AND PUMP
2. AFTER ALL THREE
GREEN INDICATOR
LIGHTS ARE ILLUMINATED
ANO FURTHER RESISTANCE
IS FELT. SECURE
HANDLE IN
STOWED POSITION.
On Right Sidepanel:
0 PILOT'S STATIC 0
AIR SOURCE
NORMAL ALTERNATE
0
SEE FLIGHT MANUAL PERFORM -
ANCE SECTION FOR
0 INS TR CAL ERROR 0
C94LJ02Ct895 C
On Outside of Each Oxygen Access Door:
I I
OXYGEN PUSH
L _J
C93L002C0235 C
December, 2000 2-15

Beech Model C90A
On Inside Surface of Each Oxygen Access Door, When Optional Oxygen System is Installed:
�ARNING� DO NO�
I SMOKE WHILE OXYGEN I
IS IN USE
HOSE PLUG MUST BE
I ��DISCONNECTED
�TOP FLOW OF OXYGEN
C93LJ02COd 66 C
Adjacent to the Baggage Compartment Dome Light, When the Aft Air and Light Installation is Used:
IWARNI�
DO NOT SMOKE
I
WHILE OXYGEN
IS IN USE.PULL
CONNECTING
I
PLUG TO STOP
YGEN FLOW.
C93LJ02C0236 C
On Shoulder Harness Assemblies for All Cabin Chairs:
SHOULDER HARNESS MUST

BE WORN DURING T AKE
OFF AND LAND ING W I TH
SE AT IN OUTBD POSITION .
SEAT BACK UPRIGHT AND
HEADREST FULLY EXTENDED
C9200623 C
On Cup holders and Tables When Installed:
STOW BEFORE TAKE-OFF AND LANDING

C9200624 C
2-16 December, 2000

Located on Right Forward and Aft Partitions:
C9200614 C
On Emergency Exit Hatch Release Cover:
ERGENCY DOOR RELEASE

TION: DO NOT OPEN ESCAPE
--
HATCH WHEN CABIN IS
--�
L:
I
PRESSURIZED.
I
I I
EN COVER. PULL HOOKS TO

ERRIDE PRESSURE LOCK.
US� �TTON AND � �N:J
On Aft Wall of Baggage Compartment:
NOTICE
THIS COMPARTMENT CAN BE OCCUPIED
DURING TAKEOFF AND LANDING ONLY
IF EQUIPPED WITH A SEAT BELT
COMPARTMENT CAPACITY
TOTAL COMPARTMENT CAPACITY INCLUDING BAGGAGE AND/OR
PASSENGER AND/OR EQUIPMENT NOT TO EXCEED 350 LB
SEE WEIGHT AND BALANCE SECTION OF FLIGHT MANUAL FOR

LOADING INSTRUCTIONS
C93LJ02C0238 C
December, 2000 2-17

Beech Model C90A
On Left Hand Aft Compartment Sidewall:
I\ /
$
NOTICE
FASTEN SHOULDER
HARNESS AND
SEAT BELT
DURING TAKEOFF
AND LANDING
$
I/ '\
C93LJ02C0239 C
Inside Airstair Door Behind Handle:
CAUTION
DO NOT OPEN ODOR
WHEN CABIN IS
PRESSURIZED
DD NOT ATTEMPT TO CHECK SECURITY

OF CABIN DOOR BY MOVING DOOR
HANDLE UNLESS CABIN IS DEPRESSURIZED
ANO AIRCRAFT IS ON THE GROUND
l
PUSH BUTTON�
TURN HANDLE TO
OPEN DOOR
C9200593 C
Inside Airstair Door On Folding Step:
LIFT STEP TO
INSPECT DOOR
LOCK
C9200597 C
2-18 December, 2000

Inside Airstair Door Between Folding Steps:
0 WHEN HANDLE IS IN LDCKEDQ

POSITION-ARM SHOULD BE
AROUND PLUNGER AS SHOWN
0
C9200595 C
December, 2000 2-19

Model C90A Raytbeon Aircraft Company
KINDS OF OPERATION LIMITS

I The Model C90A is approved for the following types of operations when the required equipment, as shown in the KINDS OF
OPERATIONS EQUIPMENT LIST, is installed and operable.
VFR Day
VFR Night
IFR Day
IFR Night
Icing Conditions
KINDS OF OPERATIONS EQUIPMENT LIST

This airplane may be operated in day or night VFR, day or night IFR, and icing conditions when the required systems and
equipment are installed and operable.
The following equipment list identifies the systems and equipment upon which type certification for each kind of operation was
predicated. The systems and equipment listed must be installed and operable for the particular kind of operation indicated unless:
1. The airplane is approved to be operated in accordance with a current Minimum Equipment List (MEL) issued by the FAA.
Or:
2. An alternate procedure is provided in the Pilot's Operating Handbook and FAA Approved Flight Manual for the inoperative
state of the listed system or equipment and all limitations are complied with.
Numbers in the Kinds of Operations Equipment List refer to quantities required to be operative for the specified condition. The
list does not include all equipment that may be required by specific operating rules. It also does not include components obviously
required for the airplane to be airworthy such as wings, empennage, engines, etc.
2-20 June,2003
VFR DAY
VFR NIGHT
SYSTEM and/or EQUIPMENT IFR DAY
IFR NIGHT
ICING COND ITIONS
REMARKS and/or EXCEPTIONS
ELECTRICAL POWER
1. AC VolVFreq Meter 1 1 1 1 1
2. Battery 1 1 1 1 1
3. Battery Charge Monitor System and Annunciator 1 1 1 1 1 Airplanes Prior to LJ-1534
4. BAT TIE OPEN Annunciator 1 1 1 1 1
5. DC Generator 2 2 2 2 2
6. L & R DC GEN Annunciators 2 2 2 2 2
7. DC L oad Meter 2 2 2 2 2
8. DC Voltmeter and Select Switch 1 1 1 1 1 Airplanes Prior to LJ-1534
9. DC Voltmeter/Battery Ammeter and Select Switch 1 1 1 1 1 Airplanes LJ-1534 and After
10. GEN TIE OPEN Annunciator 2 2 2 2 2
11. Inverter 2 2 2 2 2
12. INVERT ER Annunciator 1 1 1 1 1
ENGINE INDICATIONS
1. ITT Indicator 2 2 2 2 2
2. Tachometer (Gas Generator) 2 2 2 2 2
3. Tachometer (Propeller) 2 2 2 2 2
4. Torque Indicator 2 2 2 2 2
ENGINE OIL
1. Chip Detector System Including L & R CHIP DET ECT 2 2 2 2 2
Annunciators
2. Oil Pressure Indicator 2 2 2 2 2
3. Oil Temperature Indicator 2 2 2 2 2
ENVIRONMENTAL
1. Bleed Air Shutoff/Flow Control Valve 2 2 2 2 2
2. L & R BL AIR OFF Annunciators 2 2 2 2 2 (LJ-1688, LJ-1689, LJ-1691 & After) I
3. CABIN ALT HI Annunciator (Cabin)
4. Cabin Rate of Climb Indicator 1 1 1 1 1
5. Outflow Valve 1 1 1 1 1
6. Pressurization Controller 1 1 1 1 1
7. Differential Pressure/Cabin Altitude Indicator 1 1 1 1 1
8. Safety Valve 1 1 1 1 1
FLIGHT CONTROLS
1. Flap Position Indicator 1 1 1 1 1
2. Flap System 1 1 1 1 1
3. Trim Tab Position Indicator (Rudder, Aileron, Elevator) 3 3 3 3 3
4. Stall Warning System 1 1 1 1 1
FUEL
1. Fuel Crossfeed System and FUEL CROSSFEED 1 1 1 1 1
Annunciator
2. Fuel Flow Indicator 2 2 2 2 2
3. L & R FUEL PRESS Annunciators 2 2 2 2 2
June,2003 2-21
Beech Model C90A
Section II - Limitations Raylheon Aircraft
VFR DAY
VFR NIGHT
S YSTEM and/or EQUIPMENT IFR DAY
IFR NIGHT
ICING CONDITIONS
4. Fuel Quantity Indicating System 2 2 2 2 2

5. Firewall Fuel Shutoff Valve 2 2 2 2 2
6. Electric Boost Pump 2 2 2 2 2
7. Electric Transfer Pump 2 2 2 2 2
8. L & R NO FUEL XFR Annunciators 2 2 2 2 2
ICE AND RAIN PROTECTION
1. Alternate Static Air System 0 0 1 1 1
2. Engine Auto-Ignition System and Annunciator 2 2 2 2 2
3. Engine Anti-Ice System and Annunciators 2 2 2 2 2
4. Heated Fuel Vent 0 0 2 2 2
5. Heated Windshield (Left) 0 0 0 0 1
6. Pitot Heat 0 0 2 2 2
7. Pneumatic Pressure Indicator 0 0 1 1 1
8. Stall Warning Heater 0 0 0 0 1
9. Surface Deicer System 0 0 0 0 1
10. Propeller Deicer System 0 0 0 0 1
11. Wing Ice Light (Left) 0 0 0 0 1
LANDING GEAR
1. Landing Gear Position Annunciators 3 3 3 3 3
2. Landing Gear Handle Light 1 1 1 1 1
3. Landing Gear Aural Warning 1 1 1 1 1
4. Landing Gear Hydraulic Power Pack 1 1 1 1 1
5. Emergency Extension Hand Pump 1 1 1 1 1
6. HYO FLUID LO Annunciator 1 1 1 1 1
LIGHTS
1. Cockpit and Instrument Lighting System 0 1 0 1 0
2. CABIN DOOR Annunciator 1 1 1 1 1
3. Landing Lights 0 1 0 1 0
4. Position Lights 0 3 0 3 0
5. Anticollision Lights System 0 1 0 1 0
I 6. BAGGAGE DOOR Annunciator

NAVIGATION INSTRUMENTS
1 1 1 1 1 Airplanes Prior to LJ-1531
1. Airspeed Indicator (Left) 1 1 1 1 1

2. Altimeter (Left) 1 1 1 1 1
3. Altimeter (Right) 1 1 1 1 1 LJ-1567 and After
4. Magnetic Compass 1 1 1 1 1
5. Outside Air Temperature 1 1 1 1 1
OXYGEN
1. Oxygen System 1 1 1 1 1
2-22 December, 2000

VFR DAY
VFR NIGHT
S YSTEM and/or EQUIPMENT IFR DAY
IFR NIGHT
ICING CONDITIONS
PROPELLER
1. Prop Ground Fine System 2 2 2 2 2
2. Prop Reversing System Including Annunciator 2 2 2 2 2
3. Prop Governor Test Switch 1 1 1 1 1
4. Prop Overspeed Governor 2 2 2 2 2
VACUUM SYSTEM
1. Instrument Air System 0 1 1 1 1
2. Gyro Suction Gage 0 1 1 1 1
December, 2000 2-23

Beech Model C90A
THIS PAGE INTENTIONALLY LEFT BLANK
2-24 December, 2000

Raytheon Aircraft Company Emergency Procedures
Model C90A
SECTION 3 I
EMERGENCY PROCEDURES
TABLE OF CONTENTS
SUBJECT PAGE
Emergency Airspeeds (10,100 Pounds/ 4581 Kilograms) ................................... 3-3

Engine Failure ...... ... ................... . ...................... ................... 3-3
Emergency Engine Shutdown ................................. ........................ 3-3
Engine Torque Increase - Unscheduled In Flight)
(Not Responsive To Power Lever Movement) ......................................... 3-3
Engine Fire In Flight [L ENG FIRE] or [R ENG FIRE] (if installed) ........................... 3-3
Engine Failure In Flight ............................................................ 3-3
Low Oil Pressure. ... ........................................... ............. ..... 3-3
Engine Fire on Ground [L ENG FIRE] or [R ENG FIRE] (if installed) ........................... 3-4
Engine Failure During Ground Roll ................ . .................................... 3-4
Engine Failure After Lift-Off (If Conditions Preclude An Immediate Landing) ..................... 3-4
Engine Failure In Flight Below Air Minimum Control Speed (VMcA) ............................ 3-5
2nd Engine Flameout .......... . .......................... ............. ............. 3-5
Oil Pressure Low [L OIL PRESS] or [R OIL PRESS] ...... .......... ..... .................. 3-5 I
Fuel System ........ .......................... ...... ........... ..................... 3-5
Boost Pump Failure [FUEL CROSSFEED] and [L FUEL PRESS] or [R FUEL PRESS]............. 3-5 I
Smoke and Fume Elimination .......................................................... 3-6
Windshield Electrical Fault ........................................................... 3-6
Electrical Smoke or Fire ...................................... ....................... 3-6
Environmental System Smoke or Fumes ................................................ 3-7
Cabin Door Unlocked [CABIN DOOR] ................................................... 3-7
Emergency Descent. . ................................................................ 3-7
Glide .............................................................................. 3-8
Electrical ......................................................................... .. 3-8
Inverter Inoperative [INVERTER] ..................................................... . 3-8
Flight Controls ................ ............. . ........................................ 3-8
Unscheduled Electric Elevator Trim ................ ...... ............................ .. 3-8
Unscheduled Rudder Boost Activation ............... ...................... ............ . 3-8
Environmental Systems ............. . ................................................ 3-9
Use of Oxygen. . ........................... ..... ............ ................. ...... 3-9
Pressurization Loss [CABIN ALT HI] .................................................... 3-9
High Differential Pressure ........ ............................. ...................... 3-10
Emergency Exit ........................................................ ...... . ..... 3-1 O
Spins ............................................................................. 3-10
July, 2005 3-1

Emergency Procedures
Model C90A Raytheon Aircraft Company
3-2 July, 2005

Model C90A Emergency Procedures
All airspeeds quoted in this section are indicated airspeeds (IAS) and assume zero instrument error.
Closed [BRACKETS] in this section denote annunciator(s). I
NOTE
Immediate action procedures are delineated by bold type with the remaining procedures following.
EMERGENCY AIRSPEEDS (10,100 POUNDS/ 4581 KILOGRAMS)

One-Engine-Inoperative Best Angle-Of-Climb Speed (VxsE) .......................................... 100 knots
One-Engine-Inoperative Best Rate-Of-Climb Speed (VvsE) .........................................•• 108 knots
Air Minimum Control Speed (VMcA) .••.....•.•....•..•..•••••...•..••.•...•...........•••......•..80 knots
One-Engine-Inoperative Enroute Climb ........................................................... 108 knots
Emergency Descent ........................................................................... 182 knots
Maximum Range Glide Speed ................................................................... 125 knots
ENGINE FAILURE
NOTE
To obtain best performance with one engine inoperative, the airplane must be banked 3 ° to 5 ° into the
operating engine while maintaining a constant heading.
EMERGENCY ENGINE SHUTDOWN

ENGINE TORQUE INCREASE - UNSCHEDULED IN FLIGHT
(Not Responsive To Power Lever Movement)
ENGINE FIRE IN FLIGHT[L ENG FIRE] or [A ENG FIRE] (if installed)
ENGINE FAILURE IN FLIGHT
LOW OIL PRESSURE

Affected Engine:
1. Condition Lever .................................................................... FUEL CUT-OFF
2. Propeller Lever ..........................................................................FEATHER
3. Fuel FW Shutoff Valve ......................................................................CLOSE
4. Fire Extinguisher (if installed)(if fire warning persists)......................................... ACTUATE I
5. Clean-up (inoperative engine):
a. Bleed Air Valve ....................................................................AS REQUIRED
b. Auto Ignition ................... . ....................... .............................. ..... OFF
c. Boost Pump ................. . .. ........................ ........... . ............ ........... OFF
d. Fuel Transfer Pump ........................................................................ OFF
e. Crossfeed .............................................................................. CLOSE
f. Generator ................................................................................ OFF
g. Autofeather ................................................................................ OFF
6. Electrical Load ...........................................................................MONITOR
July, 2005 3-3

Emergency Procedures Model C90A
I ENGINE FIRE ON GROUND [L ENG FIRE] OR [R ENG FIRE] (if installed)
Affected Engine:
1. Condition Lever .....................................................................FUEL CUT-OFF
2. Fuel FW Shutoff Valve.......................................................................CLOSE
3. Starter Switch ......................................................................STARTER ONLY
4. Boost Pump .................................................................................. OFF
5. Fuel Transfer Pump............................................................................ OFF
6. Crossfeed .................................................................................CLOSE
I 7. Fire Extinguisher (if installed) (if fire warning persists) ............................................ ACTUATE
[DJ - ILLUMINATED
The fire extinguisher is a single-shot system, with one cylinder for each engine.
ENGINE FAILURE DURING GROUND ROLL

1. Power Levers ...................................................................... GROUND FINE
2. Brakes ......................................MAXIMUM (or as required to achieve stopping performance)
If Insufficient Runway Remains for Stopping:
3. Condition Levers ..................................................................• FUEL CUT-OFF
4. Fuel FW Shutoff Valve ......................................................................CLOSE
5. Master Switch ................................................................ OFF (Gang Bar down}
6. Boost Pumps ..........................................................................•.... OFF
ENGINE FAILURE AFTER LIFT-OFF (IF CONDITIONS PRECLUDE AN IMMEDIATE LANDING)

1. Maximum Continuous Power .................................................................. SET
2. Airspeed ....................................................... MAINTAIN (Take-off Speed or above)
3. Landing Gear ................................................................................ UP
NOTE
I If the autofeather system is installed, do not retard the failed engine power lever until the autofeather
system has completely stopped propeller rotation. Retarding the power lever will deactivate the
autofeather circuit and prevent automatic feathering.
4. Propeller (inoperative engine) ......................FEATHER (or verify FEATHER if Autofeather is installed}
5. Airspeed (after obstacle clearance altitude is reached) ....................................... 108 KNOTS
6. Cleanup (inoperative engine):
a. Condition Lever ...................................................................FUEL CUT-OFF
b. Propeller Lever .......... . ..................................... . ....... ....... . ....... FEATHER
c. Bleed Air Valve ................................................................... AS REQUIRED
d. Auto Ignition ............................................................................... OFF
e. Fuel FW Shutoff Valve ............ .- ........................................................CLOSE
f. Boost Pump ............................................................................... OFF
g. Fuel Transfer Pump ......................................................................... OFF
h. Crossfeed ..............................................................................CLOSE
i. Generator ................................................................................ OFF
j. Autofeather ................................................................................ OFF
7. Electrical Load .......................................................................... MONITOR
3-4 July, 2005

ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL SPEED (VMcA}
1. Power. ......................... ...................................................... . . REDUCE
2. Nose ......................................................... LOWER TO ACCELERATE ABOVE VMcA
3. Power ..............................................................................AS REQUIRED
4. Engine ...................................................................................SECURE
(See Emergency Engine Shutdown)
2ND ENGINE FLAMEOUT

1. Power Lever ........................................................................... ..... IDLE
2. Propeller ...................................
. .................................... DO NOT FEATHER
3. Condition Lever .................................................................... FUEL CUT-OFF
4. Conduct Air Start Procedures in Section 3A, Abnormal Procedures. I
NOTE
The propeller will not unfeather without engine operating.
OIL PRESSURE LOW [L OIL PRESS] or [R OIL PRESS]

1. Oil Pressure ................................................................CONFIRM BELOW 40 PSI
If Confirmed:
2. Engine ...................................................................................SECURE
(See Emergency Engine Shutdown)
Or:
3. Land at the nearest suitable airport using the minimum power required to sustain flight.
FUEL SYSTEM
BOOST PUMP FAILURE [FUEL CROSSFEED] and [L FUEL PRESS] or [R FUEL PRESS] I
1. Crossfeed ............................. CYCLE TO DETERMINE ENGINE WITH INOPERATIVE BOOST PUMP
a. MOMENTARILY CLOSED - [FUEL PRESS] on the side of the failed boost pump will illuminate. I
then:
b. OPEN - [FUEL PRESS] extinguished I
2. Failed Boost Pump ..................... .................................... .... .... . .. . . . . ... . OFF
If continued flight with the crossfeed closed is required:
3. Crossfeed ............· ....................................................................CLOSED
(FUEL PRESS annunciator on the side of the failed boost pump will illuminate.)
4. Engine with Failed Boost Pump ......................................Monitor for excessive power fluctuations.
5. If excessive power fluctuations occur, one or more of the following actions may help:
a. Reduce power
b. Descend to a lower altitude
c. Wait for fuel to cool
6. Total time with the FUEL PRESS annunciator illuminated - 10 hours between overhauls of the engine-driven fuel pump.
If excessive power fluctuations continue:
7. Crossfeed ..................................................................................OPEN
8. Land at the nearest suitable airport
July, 2005 3-5

SMOKE AND FUME ELIMINATION
Attempt to identify the source of smoke or fumes. Smoke associated with electrical failures is usually gray or tan in color, and
irritating to the nose and eyes. Smoke produced by environmental system failures is generally white in color, and much less
irritating. If smoke is prevalent in the cabin, cabin oxygen masks should not be deployed unless the cabin altitude exceeds
15,000 feet, and then they should be used only until the cabin altitude is reduced to 15,000 feet or lower.
WINDSHIELD ELECTRICAL FAULT

The smell of an electrical overheat, or observing smoke and/or fire at the lower inboard corner of either windshield, adjacent to
the center post, may indicate an overheat condition in the electrical power terminal for the normal heat mode of the pilot's or
copilot's windshield heat.
1. WSHLD ANTI-ICE ............................................................................. OFF
If Smoke and/or Fire Does Not Cease:
2. Conduct ELECTRICAL SMOKE OR FIRE procedure.
If Smoke and/or Fire Ceases:
3. Continue flight with Windshield Anti-ice OFF if possible.
If Windshield Anti-ice is required:
4. If the source of the smell, smoke, or fire can be isolated to the pilot's or copilot's windshield, the opposite windshield
(without the overheat condition) may be operated in the NORMAL or HI windshield heat mode.
ELECTRICAL SMOKE OR FIRE

1. Oxygen
a. Oxygen System Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM ON
b. Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DON MASKS
jwARNINGI
Masks must be set to 100% at cabin altitudes above 20,000 feet. Duration tables are based on masks set
at normal below 20,000 feet.
2. Cabin Temp Mode ............................................................................. OFF
3. Vent Blower .................................................................................AUTO
4. Avionics Master ............................................................................... OFF
5. Nonessential Electrical Equipment ........... : .................................................... OFF
If Fire or Smoke Ceases:
6. Individually restore only essential avionics and electrical equipment previously switched off.
7. Isolate defective equipment.
!WARNINGI
Dissipation of smoke is not sufficient evidence that a fire has been extinguished. If it cannot be visually
confirmed that no fire exists, land at the nearest suitable airport.
8. Cabin Pressure ..............................................................................DUMP
I 9. Land .................................................................NEAREST SUITABLE AIRPORT
NOTE
Opening a storm window (after depressurizing) will facilitate smoke and fume removal.
3-6 July, 2005

ENVIRONMENTAL SYSTEM SMOKE OR FUMES

1. Oxygen
a. Oxygen System Control ............................................................ CONFIRM ON
b. Crew ............................................................................. DON MASKS
!WARNING I
Masks must be set to 100% at cabin altitudes above 20,000 feet.Duration tables are based on masks set
2. Cabin Temp Mode ............................................................................ OFF
3. Vent Blower ................................................................................... HI
4. Left Bleed Air Valve ........................................................................CLOSED
If Smoke Decreases:
5. Continue Operation with Left Bleed Air Closed. I
If Smoke Does Not Decrease:
6. Bleed Air Valves ..........................................................LEFT OPEN, RIGHT CLOSED
If Smoke Decreases:
7. Continue Operation with Right Bleed Air Closed.
NOTE
Each bleed air valve must remain closed long enough to allow time for smoke purging in order to
positively identify the smoke source.
CABIN DOOR UNLOCKED [CABIN DOOR] I

jwARNINGI
Do not attempt to check the security of the cabin door in flight. Remain as far from the door as possible
with seatbelts securely fastened.
If the [CABIN DOOR] Illuminates, or If an Unlocked Cabin Door Is Suspected: I
1. All Occupants ...................................... SEATED WITH SEAT BELTS SECURELY FASTENED
2. Cabin Sign .......................................................................NO SMOKE & FSB
I
3. Cabin Differential Pressure ......................................REDUCE TO LOWEST PRACTICAL VALUE
(zero preferred)
a. Descend and/or
b. Select higher cabin altitude setting
4. Oxygen .............................................................................AS REQUIRED
5. Land .................................................................NEAREST SUITABLE AIRPORT I
EMERGENCY DESCENT
NOTE
The following procedure assumes the structural integrity of the airplane.If structural failure or damage is
a possibility, limit speeds as much as possible and avoid high maneuvering loads.
1. Power Levers................................................................................IDLE
2. Propeller Levers ........................................................................ HIGH RPM
I
3. Flaps (184 knots maximum) ..............................................................APPROACH
4. Landing Gear (182 knots maximum) ........................................................... DOWN
5. Airspeed ..................................................................... 182 KNOTS MAXIMUM
July, 2005 3-7

GLIDE
1. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
jwARNINGI
Determine that procedures for re-starting first and second failed engines are ineffective before feathering
second engine propeller.
3. Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHERED
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 KNOTS
5. Glide Ratio............................................... , . 1.8 nautical miles for each 1000 feet of altitude.
Decrease by 0.2 nautical miles for each 10 knots of headwind.
ELECTRICAL
INVERTER INOPERATIVE [INVERTER]
1. Other inverter ............................................................................. SELECT
2. Voltage/Frequency ..........................................................................CHECK
(volts = 105 - 1 20, f = 380 - 480 )
FLIGHT CONTROLS
UNSCHEDULED ELECTRIC ELEVATOR TRIM
I (For Raytheon Aircraft Electric Trim System only. See Section 9, SUPPLEMENTS, for appropriate supplements which may
modify this procedure when an autopilot is installed.)
1. Maintain pitch control with elevator.
2. Control Wheel Trim Switch . . . . . . . . . . . . . . . . . . . . ATTEMPT TO TRIM IN OPPOSITE DIRECTION OF RUNAWAY
3. Elevator Trim Switch (Pedestal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. Manual Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRIM AS REQUIRED
f ¢AUTION I
DO NOT reactivate electric trim system until cause of malfunction has been determined.
UNSCHEDULED RUDDER BOOST ACTIVATION

Rudder boost operation without a large variation of power between the engines indicates a failure of the system.
1. Rudder Boost. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If Condition Persists:
2. Rudder Trim .............................................................................. ADJUST
3-8 July, 2005

ENVIRONMENTAL SYSTEMS
USE OF OXYGEN
!WARNING I
Beards and mustaches should be carefully trimmed so that they will not interfere with the proper sealing
of an oxygen mask.The fit of the oxygen mask around the beard or mustache should be checked on the
ground for proper sealing. Studies conducted by the military and the FAA conclude that oxygen masks
do not seal over beards and mustaches. Hats and "ear-muff' type headsets must be removed prior to
donning crew oxygen masks.Headsets and eyeglasses worn by crew members may interfere with quick
donning capabilities.
!WARNING I
The following table sets forth the average time of useful consciousness (TUC) (time from onset of
hypoxia until loss of effective performance) at various altitudes.Rapid decompressions can reduce these
times to 1/3 - 1/2 of their original value
CABIN PRESSURE
TUC
ALTITUDE
30,000 feet 1 - 2 minutes
12 - 18,000 feet 30 minutes or more
1. Oxygen System Control ............................................................... CONFIRM ON

2. Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DON MASKS
!WARNING I
Masks must be set to 100% at cabin altitudes above 20,000 feet.Duration tables are based on masks set
3. Passengers .. . . ....... . .. . . . . ..... . ........... . .............. REMOVE MASK FROM STOWAGE AREA.
INSERT MASK PLUG INTO NEAREST OUTLET.
CHECK OXYGEN FLOW INDICATOR.
PRESSURIZATION LOSS [CABIN ALT HI] I

1. Oxygen System Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM ON
2. Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DON MASKS
3. Passengers ....................................................REMOVE MASK FROM STOWAGE AREA
INSERT MASK PLUG INTO NEAREST OUTLET.
CHECK OXYGEN FLOW INDICATOR.
4. Descend as required.
NOTE
The highest recommended cabin altitude for sustained flight is 25,000 feet.
5. Oxygen Duration ..........................................................................CONFIRM
6. Range .....................................................DETERMINE FOR FINAL CRUISE ALTITUDE
July, 2005 3-9

HIGH DIFFERENTIAL PRESSURE

Anytime the Differential Pressure goes into the Red Arc:
1. Cabin Altitude Controller ................................... SELECT HIGHER CABIN ALTITUDE SETTING
If Condition Persists:
2. Bleed Air Valves ......................................................................... CLOSED
3. Cabin Pressure (after cabin is depressurized) ................................................... DUMP
4. Bleed Air Valves ............................................................................OPEN
EMERGENCY EXIT
The third cabin window on the right side is the EMERGENCY EXIT hatch.
f CAUTION:]
Do not open Emergency Exit Hatch when cabin is pressurized.
1. Emergency Release Hatch Cover ..............................................................OPEN
2. Release Button .............................................................................PUSH
3. If release button will not push, PULL hooks to override pressure lock and then PUSH the release button.
4. PULL handle and PUSH out hatch.
SPINS
Intentional spins are prohibited. If an unintentional spin is encountered, perform the following procedure IMMEDIATELY - THE
LONGER THE DELAY, THE MORE DIFFICULT RECOVERY WILL BECOME. Steps 1 through 3 should be done
AGGRESSIVELY and SIMULTANEOUSLY. The full forward position of the control column may be reduced slightly, if required,
to prevent the airplane from exceeding a 90° nose down (inverted) attitude.
1. Control Column ................................................FULL FORWARD, AILERONS NEUTRAL
2. Full Rudder...................................................... OPPOSITE THE DIRECTION OF SPIN
3. Power Levers ................................................................................IDLE
I 4. Rudder ....... � ...............................................NEUTRALIZE WHEN ROTATION STOPS
5. Execute a smooth pullout.
NOTE
The Federal Aviation Administration does not recommend the spin-testing of multi-engine airplanes. The
recovery technique presented above is based upon the best available information, but shall not be
construed as any assurance that the airplane can, in tact, be recovered from a spin. In accordance with
industry practice, no spin tests have been conducted on this airplane.
3-10 July, 2005

Raytheon Aircraft Company Abnormal Procedures
Model C90A
SECTION 3A I
ABNORMAL PROCEDURES
TABLE OF CONTENTS
SUBJECT PAGE
Air Start........................................................................... 3A-3

Starter Assist (Propeller Feathered or Windmilling} ....................................... 3A-3
No Starter Assist (Propeller Windmilling} ............................................... 3A-4
Landing ........................................................................... 3A-4
Flaps Up Landing .................................................................. 3A-4
One-Engine-Inoperative Landing ..................................................... 3A-5
One-Engine-Inoperative Go-Around ................................................... 3A-5
Systems .......................................................................... 3A-6
Engine Oil System................................................................. 3A-6
Low Oil Pressure Indication (40 - 80 psi; Yellow Arc}.................................... 3A-6
Chip Detect [L CHIP DETECT] or [R CHIP DETECT] ................................... 3A-6 I
Fuel System ..................................................................... 3A-6
Crossfeed (One-Engine-Inoperative Operation}........................................ 3A-6
To Discontinue Crossfeed ........................................................ 3A-6
Fuel Transfer Failure ............................................................ 3A-6
Failure of Nacelle Tank Switch .................................................. 3A-6
Failure of the Transfer Pump [NO FUEL XFR] ...................................... 3A-6 I
I
Electrical System.................................................................. 3A-7
Generator Inoperative [L DC GEN] or [R DC GEN] . ·. · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 3A-7
Battery Charge Rate [BATIERY CHARGE] (Airplanes Prior To LJ-1534}.................... 3A-7
Generator Tie Open [L GEN TIE OPEN] or [R GEN TIE OPEN] ........................... 3A-7
Both Generator Ties Open [L GEN TIE OPEN] and [R GEN TIE OPEN]..................... 3A-7
Battery Tie Open [BAT TIE OPEN] .................................................. 3A-8
Circuit Breaker Tripped........................................................... 3A-8
Avionics Master Power Switch Failure ................................................. 3A-8
Landing Gear System .............................................................. 3A-9
Hydraulic Fluid Low [HYO FLUID LO]................................................ 3A-9
Landing Gear Manual Extension ................................................... 3A-9
Ice Protection System ............................................................. 3A-1 O
Electrothermal Propeller Deice Ammeter ............................................ 3A-10
Static Air System................................................................. 3A-10
Pilot's Alternate Static Air Source.................................................. 3A-10
Cracked or Shattered Windshield..................................................... 3A-11
Crack in Any Side Window (Cockpit or Cabin) .......................................... 3A-11
Severe Icing Conditions
(Alternate Method Of Compliance With FAA AD 98-04-24) ............................... 3A-12
July, 2005 3A-1

Abnormal Procedures
3A-2 July, 2005

Raytheon Aircraft Company Section 3A
Model C90A Abnormal Procedures
AIR START
I CAUTION 1
The pilot should determine the reason for engine failure before attempting an air start.Do not attempt an
air start if N1 indicates zero.
STARTER ASSIST (PROPELLER FEATHERED OR WINDMILLING}
Above 20,000 feet, starts tend to be hotter. During engine acceleration to idle speed, it may become
necessary to move the condition lever periodically into FUEL CUT-OFF in order to avoid an over
temperature condition.
All electrical loads that are not consistent with flight conditions should be reduced.
1. Cabin Temp Mode .............................................................................OFF
2. Vent Blower................................................................................. AUTO
3. Radar ............................................................................STANDBY or OFF
4. Windshield Heat ...............................................................................OFF
5. Power Lever ................................................................................. IDLE
6. Condition Lever ...................................................................... FUEL CUT-OFF
7. Fuel Panel .................................................................................CHECK
a. Fuel FW Shutoff Valve ...................................................................... OPEN
b. Boost Pump .................................................................................ON
c. Transfer Pump ............................................................................ AUTO
d. Crossfeed ................................................................................ AUTO
8. Operative Engine ITT ................................................. 50 °C OR MORE BELOW RED LINE
(If conditions permit)
9. Engine Anti-ice ............................................................................... OFF
I
10. Generator (inoperative engine) ....................................................................OFF
11. Ignition and Engine Start ......................................................................ON (up)
L or R [IGNITION] - ILLUMINATED I
12. Condition Lever (N1 12% minimum) ...........................................................LOW IDLE
13. ITT and N1 ..............................................................MONITOR (1090 °C maximum)
14. Ignition and Engine Start (N1 above 51%) ...........................................................OFF
L or R [IGNITION] - EXTINGUISHED I
15. Generator ........................................................................ RESET, THEN ON
16. Propeller Lever .......................................................................AS REQUIRED
17. Power Lever .........................................................................AS REQUIRED
18. Bleed Air Valve .............................................................................. OPEN
19. Cabin Temp Mode ....................................................................AS REQUIRED
20. Electrical Equipment ...................................................................AS REQUIRED
July, 2005 3A-3

Abnormal Procedures Raytheon Aircraft Company
Section 3A Model C90A
NO STARTER ASSIST (PROPELLER WINDMILLING)
1. Power Lever .................................................................................IDLE
2. Propeller Lever .......................................................................... HIGH RPM
3. Condition Lever ......................................................................FUEL CUT-OFF
4. Fuel Panel .................................................................................CHECK
a. Fuel FW Shutoff Valve ......................................................................OPEN
b. Boost Pump .......................................... . ........................ ............. ON
c. Transfer Pump ............................................................................AUTO
d. Crossfeed ........................................................ ; ....................... AUTO
5. Engine Anti-ice .......................................... ...... ... . ................ ........ . .. OFF
6. Generator (inoperative engine) ........... . .................. ................. ................. ... OFF
7. Airspeed ......................................................................140 KNOTS MINIMUM
8. Altitude ....................................................................... BELOW 20,000 FEET
9. Auto Ignition ................................................................................. ARM
10. Condition Lever (N1 12% minimum) .................. . ...... .. .... . ........ ........... ....... LOW IDLE
11. ITI and N1 ...............................................................MONITOR (1090 °C maximum)
12. Power and Propeller Levers (after ITT has peaked) ...........................................AS REQUIRED
13. Generator ........................................................................RESET, THEN ON
14. Bleed Air Valve ..............................................................................OPEN
15. Electrical Equipment ...................................................................AS REQUIRED
LANDING
FLAPS UP LANDING
Landing distance and approach speed are increased with FLAPS UP.
1. Pressurization ..............................................................................CHECK
2. Cabin Sign ............................... . ................................. FSB or NO SMOKE & FSB
3. Autofeather (if installed).........................................................................ARM
4. Flaps ........................................................................................ UP
[�AUTION:]
Do not silence the landing gear warning horn, since the flap-actuated portion of the landing gear warning
system will not be actuated during a flaps-up landing.
5. Landing Gear ...............................................................................DOWN
6. Lights ............................................................................. AS REQUIRED
NOTE
Under low visibility conditions, landing and taxi lights should be left off due to light reflections.
7. Radar ............................................................................. AS REQUIRED
8. Surface Deice .................................................................CYCLE AS REQUIRED
NOTE
Prior to the landing approach, cycle the wing deice boots to shed as much residual ice as possible,
regardless of the amount of ice remaining on the boots.Stall speeds can be expected to increase if ice is
not shed from the deice boots.
If Residual Ice Remains on Wing Boots:
9. Approach Speed and Landing Distance .......................................................INCREASE
3A-4 July, 2005

NOTE
If crosswind landing is anticipated, determine Crosswind Component from Section V, PERFORMANCE.
Immediately prior to touchdown, lower upwind wing and align the fuselage with the runway.During roll
out, hold aileron control into the wind and maintain directional control with rudder and brakes. Use pro
peller reverse as desired.
When Landing Assured:
10. Approach Speed ... ....... ............................ .................. .. . ............ 115 KNOTS
(increase with residual ice)
11. Yaw Damp ...................................................._.............................. OFF
13. Prop Levers .......................................................................FULL FORWARD
I CAUTION: J
To ensure consistent reversing characteristics, the propeller levers must be in the HIGH RPM position.
After Touchdown:
14. Power Levers ........................................... LIFT AND SELECT GROUND FINE OR REVERSE
( as required)
15. Brakes .............................................................................AS REQUIRED
ONE-ENGINE-INOPERATIVE LANDING
When it is Certain that the Field can be Reached:
1. Flaps ................................................................................. APPROACH
2. Landing Gear ...............................................................................DOWN
3. Propeller Lever .......................................................................... HIGH RPM
4. Airspeed ...............................................................................110 KNOTS
When it is Certain there is No Possibility of a Go-around:
5. Flaps ......................................................................................DOWN
6. Airspeed ...............................................................................101 KNOTS
7. Execute Normal Landing.
NOTE
Single-engine reverse thrust may be used with caution after touchdown on smooth, dry, paved surfaces.
ONE-ENGINE-INOPERATIVE GO-AROUND
1. Power ...................................................................... MAXIMUM ALLOWABLE
2. Flaps ........................................................................................ UP
3. Landing Gear ..................................................................................UP
4. Airspeed ...............................................................................108 KNOTS
!WARNING I
Level flight might not be possible for certain combinations of weight, temperature, and altitude. In any
event DO NOT attempt a one-engine go-around after flaps have been fully extended.
July, 2005 3A-5

SYSTEMS
ENGINE OIL SYSTEM
LOW OIL PRESSURE IND/CATION (40 - 80 psi; Yellow Arc)
• Power ...... ....... .................................... Reduce to lowest practical value for duration of flight
I CHIP DETECT [L CHIP DETECT] or [R CHIP DETECT]

1. Engine Instruments ....................................................................... MONITOR
2. If Abnormal ..............................................SHUT DOWN ENGINE AT PILOT'S DISCRETION
3. Determine Cause of Annunciator Illumination Prior to the Next Flight.
FUEL SYSTEM
CROSSFEED (ONE-ENGINE-/NOPERATIVE OPERATION)
Use this procedure to transfer fuel from the tank on the side of the inoperative engine, to the operating engine.
1. Fuel Quantity .................... VERIFY ADEQUATE FUEL QUANTITY ON SIDE WITH INOPERATIVE ENGINE
2. Fuel Boost Pumps .............................................................................. ON
3. Transfer Pumps ..............................................................................AUTO
4. Crossfeed ..................................................................................OPEN
[FUEL CROSSFEED] - ILLUMINATED
5. Fuel Boost Pump (Operative Engine) .............................................................. OFF
6. [FUEL PRESS] (Operating Engine) ...................................................... EXTINGUISHED
TO DISCONTINUE CROSSFEED
1. Both Fuel Boost Pumps .......................................................................... ON
I 2. Crossfeed .................................................................................CLOSE
[FUEL CROSSFEED] - EXTINGUISHED
3. Fuel Boost Pump (inoperative engine) ............................................................. OFF
FUEL TRANSFER FAILURE

I FAILURE OF NACELLE TANK SWITCH
If the nacelle fuel quantity drops to approximately 150 pounds and the total fuel quantity is greater than 150 pounds, a failure of
the nacelle tank switch is indicated.Proceed as follows:
• Transfer Pump Switch .....................................................................OVERRIDE
(In this mode the transfer pump will run continuously until the transfer pump switch is returned to the OFF position. If the
nacelle tank becomes full, excess fuel will be returned to the center section wing tank through the vent line.)
I FAILURE OF THE TRANSFER PUMP [NO FUEL XFR]

If the NO FUEL XFR annunciator illuminates and the nacelle fuel quantity decreases to approximately 150 pounds, a failure of
the transfer pump is indicated.All wing tank fuel will gravity feed into the nacelle tank except for approximately 188 pounds.
• Reduce total fuel available for flight by 188 pounds (28 gallons/106 liters).
3A-6 July, 2005

Raylheon Aircraft Company Section 3A
ELECTRICAL SYSTEM
GENERATOR INOPERATIVE[L DC GEN] or[R DC GEN] I
1. Generator ........................................................................ RESET, THEN ON
If Generator Will Not Reset:
2. Generator .............................................................................. ......OFF
3. Operating Generator ......................................................DO NOT EXCEED 100% LOAD
BATTERY CHARGE RATE[BATTERY CHARGE] (Airplanes Prior To LJ-1534) I

Ground Operations:
Illumination of the [BATIERY CHARGE] indicates an above-normal charge current.
The [BATTERY CHARGE] should extinguish within 5 minutes after a battery start.
If the [BATTERY CHARGE] does not extinguish, or it re-illuminates, the battery charge current should be checked every 90 sec
onds using the procedures below until the [BATTERY CHARGE] extinguishes.
No decrease in charging current between checks indicates an unsatisfactory condition.Remove battery and check prior to flight.
Do not takeoff with the [BATTERY CHARGE] illuminated unless a decreasing charge current is confirmed.
1. Either Generator ........... ....... .............. ........................... ... ........ .. . ..... OFF
2. Voltmeter...........................................................VERIFY INDICATION O F 28 VOLTS
3. Battery........................................ OFF MOMENTARILY, NOTING DECREASE IN LOADMETER
4. Battery....................................................................................... ON
If Decrease in Loadmeter Exceeds 2.5%:
5. Battery............................ CONTINUE TO CHARGE, REPEATING STEPS 3 & 4 EVERY 90 SECONDS
6. [BATTERY CHARGE] ................ EXTINGUISHED WHEN DECREASE IN LOADMETER IS LESS THAN 2.5%.
I
In Flight:
In-flight illumination of the [BA TIERY CHARGE] indicates a possible battery malfunction. I
1. Battery.......................................................................................OFF
2. [BATTERY CHARGE] Extinguished .......................................... CONTINUE TO DESTINATION
3. [BATTERY CHARGE] Still Illuminated ...............................LAND AT NEAREST SUITABLE AIRPORT
GENERATOR TIE OPEN [L GEN TIE OPEN] or [R GEN TIE OPEN]

1. Appropriate Load Meter ....................................................................MONITOR
a. If Less Than 100% ...................................................BUS SENSE SWITCH TO RESET
b. If Greater Than 100%..........................................TURN APPROPRIATE GENERATOR OFF
(monitor opposite loadmeter; not to exceed 100%)
2. If Gen Tie Will Not Reset ......................................................MONITOR LOADMETERS
BOTH GENERATOR TIES OPEN [L GEN TIE OPEN] and [R GEN TIE OPEN] I
1. GEN TIES ............................................................................ MAN CLOSE
I
2. If Gen Ties Will Not Close ......................................................MONITOR LOADMETERS
a. Batter will not charge
b. Battery will be depleted by equipment on center bus
BATTERY TIE OPEN [BAT TIE OPEN]

1. Center Bus Voltage ........................................................................MONITOR
July, 2005 3A-7

If Center Bus Voltage is Normal (27.5 - 29.0 vdc):
2. BUS SENSE Switch ......................................................................... RESET
I [BAT TIE OPEN]- EXTINGUISHED
If Center Bus Voltage is Zero:
3. GEN TIES ..................................................................................OPEN
• Battery will not charge
• Systems powered by the center bus will not be operational
I • Landing gear will have to be manually extended
4. LANDING GEAR RELAY Circuit Breaker (Pilot's Subpanel)............................................ PULL
CIRCUIT BREAKER TRIPPED

1. Nonessential Circuit......................................................... DO NOT RESET IN FLIGHT
2. Essential Circuit
I a. Circuit Breaker (after allowing to cool for a minimum of 10 seconds) ..........................PUSH TO RESET
b. If Circuit Breaker Trips Again .........................................................DO NOT RESET
AVIONICS MASTER POWER SWITCH FAILURE

I If the Avionics Master Pwr Switch fails to operate in the ON position:
• Avionics Master circuit breaker ...................................................................PULL
NOTE
Turning on the Avionics Master Pwr switch removes power that holds the avionics relay open. If the
switch fails to the OFF position, pulling the Avionics Master circuit breaker will remove power to the relay
and should restore power to the avionics busses.
3A-8 July, 2005

LANDING GEAR SYSTEM

HYDRAULIC FLUID LOW[HYD FLUID LO] I
1. Landing Gear .......................................................ATIEMPT TO EXTEND NORMALLY
UPON ARRIVING AT DESTINATION
2. If Landing Gear Fails To Extend ..................................SEE LANDING GEAR MANUAL EXTENSION
LANDING GEAR MANUAL EXTENSION

If the Landing Gear Fails to Extend After Placing the Landing Gear Control Down, Perform the Following:
1. Landing Gear Relay Circuit Breaker (Pilot's right subpanel).............................................PULL
2. Landing Gear Control ...................................................................CONFIRM ON
3. Alternate Extension Handle ....................................................... UNSTOW AND PUMP
a. Pump handle up and down until the three green gear-down annunciators are illuminated.
b. While pumping, do not lower handle to the level of the securing clip as this will result in loss of pressure.
If All Three Green Gear-Down Annunciators are illuminated:
4. Alternate Extension Handle ....................................................................STOW
5. Landing Gear Controls .............................................................DO NOT ACTIVATE
a. The Landing Gear Control and the Landing Gear Relay Circuit Breaker MUST NOT BE ACTIVATED.
b. The landing gear should be considered UNSAFE until the airplane is on jacks and the system has been cycled and
checked.
If One or More Green Gear-Down Annunciators Do Not Illuminate For Any Reason and a Decision is Made to Land in This
Condition:
6. Alternate Extension Handle ....................................................... CONTINUE PUMPING
a. Continue to pump until maximum resistance is felt.
b. When pumping is complete, leave handle at the top of the stroke.DO NOT LOWER AND STOW.
Prior to Landing: I
7. Alternate Extension Handle .............................................................. PUMP AGAIN
a. Pump the handle again until maximum resistance is felt.
b. When pumping is complete, leave handle at the top of the stroke.DO NOT LOWER AND STOW.
After Landing: I
8. Alternate Extension Handle ...........................................PUMP WHEN CONDITIONS PERMIT
a. Pump the handle again, when conditions permit, to maintain hydraulic pressure until the gear can be mechanically
secured.
b. DO NOT STOW HANDLE.
c. DO NOT ACTIVATE THE LANDING GEAR CONTROL OR THE LANDING GEAR RELAY CIRCUIT BREAKER.
d. The landing gear should be considered UNLOCKED until the airplane is on jacks and the system has been cycled and
checked.
July, 2005 3A-9

ICE PROTECTION SYSTEM

ELECTROTHERMAL PROPELLER DEICE AMMETER
Operation in icing conditions with abnormal readings on the deice ammeter are not recommended and ice removal cannot be
assured.Normal Operation: 18 to 24 Amperes.
1. Zero Amps:
a. Prop Deice Switch .................................................................... CHECK ON
b. If OFF reposition to ON after 30 seconds.
c. If ON with zero amps, system is inoperative. Position switch to OFF .
. 2. Below 18 Amps:
a. Continue operation.
b. If propeller imbalance occurs, increase rpm briefly to aid in ice removal.
3. 24 to 28 Amps:
a. Continue operation.
b. If propeller imbalance occurs, increase rpm briefly to aid in ice removal.
4. Above 28 Amps:
a. Avoid icing conditions, since continued operation of the system cannot be assured.
b. Do not operate the system, except in emergencies.
c. Restrict time of operation to a minimum.
STATIC AIR SYSTEM

PILOT'S ALTERNATE STATIC AIR SOURCE
THE ALTERNATE STATIC AIR SOURCE SHOULD BE USED FOR CONDITIONS WHERE THE NORMAL STATIC SOURCE
HAS BEEN OBSTRUCTED. When the airplane has been exposed to moisture and/or icing conditions (especially on the
ground), the possibility of obstructed static ports should be considered. Partial obstructions will result in the rate of climb
indication being sluggish during a climb or descent. Verification of suspected obstruction is possible by switching to the
alternate system and noting a sudden sustained change in rate-of-climb indication. This may be accompanied by abnormal
indicated airspeed and altitude changes beyond normal calibrated differences.Whenever any obstruction exists in the Normal
Static Air System, or when the Alternate Static Air System is desired for use:
1. Pilot's Alternate Static Air Source (right side panel) ............................................ ALTERNATE
I 2. For Airspeed Calibration and Altimeter Correction, refer to Section 5, PERFORMANCE.
NOTE
Be certain the static air valve is in the NORMAL position when the alternate system is not needed.
3A-10 July, 2005

CRACKED OR SHATTERED WINDSHIELD
The following procedure should be used when one or more cracks occur in the inner or outer ply of the windshield. The
procedure is also applicable if the windshield shatters.This usually occurs in the inner ply and is characterized by a multitude of
cracks which will likely obstruct the crew members vision and may produce small particles or flakes of glass that can break free
of the windshield.
1. Altitude ....................................................MAINTAIN 25,000 FT OR LESS, IF POSSIBLE
2. Pressurization Controller ...................................................................... RESET
a. Cruise and Descent ................................................MAINTAIN A CABIN DIFFERENTIAL
PRESSURE OF 2.0 TO 4.6 PSI
(A cabin differential pressure of 4.6 psi will produce approximately
a 10,500-foot cabin altitude at an airplane altitude of 25,000 feet)
b. Before Landi_ng ....................................... DEPRESSURIZE CABIN PRIOR TO TOUCHDOWN
3. Other In-flight Considerations
a. Visibility through a shattered windshield may be sufficiently reduced to dictate flying the airplane from the opposite side
of the cockpit.
b. Precautions should be taken to prevent particles or flakes of glass from a shattered inner ply of the windshield from
interfering with the crew's vision.
c. A cracked outer windshield ply may damage operating windshield wipers.
d. Windshield heat may be inoperative in the area of the crack(s).
e. The structural integrity of the windshield will be maintained.
4. Postflight Considerations ................................................. SEE SECTION 2, LIMITATIONS I
CRACK IN ANY SIDE WINDOW (COCKPIT OR CABIN)
1. Altitude .................................................................... DESCEND IF REQUIRED
a. Descend to an altitude not requiring oxygen, if possible - or
b. Descend to at least 25,000 feet if passengers are on board.
2. Crew and Passengers ................'...............................DON OXYGEN MASKS, IF REQUIRED
3. Pressurization Controller..................................RESET AS REQUIRED TO DEPRESSURIZE CABIN
4. Cabin Pressure ..............................................................................DUMP
5. Postflight Considerations ................................................. SEE SECTION 2, LIMITATIONS I
July, 2005 3A-11

SEVERE ICING CONDITIONS
{Alternate Method of Compliance With FAA AD 98-04-24)
THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING:
• Visible rain at temperatures below O degrees Celsius ambient air temperature.
• Droplets that splash or splatter on impact at temperatures below O degrees Celsius ambient air temperature.
PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT:
These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient air temperature. While severe
icing may form at temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at temperatures around
freezing with visible moisture present. If the visual cues specified in the Limitations Section for identifying severe icing
conditions are observed, accomplish the following:
1. Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the severe
icing conditions in order to avoid extended exposure to flight conditions more severe than those for which the airplane has
been certificated.
2. Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.
3. Do not engage the autopilot.
4. If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot.
5. If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-of-attack.
6. Do not extend flaps when holding in icing conditions. Operation with flaps extended can result in a reduced wing angle-of
attack with the possibility of ice forming on the upper surface further aft on the wing than normal, possibly aft of the
protected area.
7. If the flaps are extended, do not retract them until the airframe is clear of ice.
8. Report these weather conditions to Air Traffic Control.
3A-12 July, 2005

Raytllean Aircraft Company Model C90A
SECTION 4 I
NORMAL PROCEDURES
TABLE OF CONTENTS
SUBJECT PAGE
Airspeeds For Safe Operation (10,100 Pounds/ 4581 Kilograms) ................................. 4-3
Procedures By Flight Phase. . ....... .... ............ . ... ... ..... .......... . . . .... . . . . ...... 4-3
Preflight Inspection .............................................................. - .. - - - - . 4-3
Cockpit..................... ... .................. ........... .................. . . .... 4-3
Left Wing ........................................................................... 4-4
I
Nose Section . . .............. ..................... ............ ....................... 4-4 I
Right Wing .................................................................. .. ...... 4-5
Fuselage (Right) ............. ..................... .. .. ......................... . ..... 4-5
Tail Section ......... ........ ..................... .................. ........... .. .... 4-5
Fuselage (Left) .............. ..................... ................................... 4-6
Before Engine Starting ........... .................................................. ...... 4-6
Engine Starting (Battery) ......... .................................................. .. .... 4-8
Engine Starting (External Power) ................................................... .. ...... 4-9
Hot Start or Hung Start ............................................................. - - . - - 4-1O
No Light Start .......... ....................................... .... . ....... ......... ... 4-10
Engine Clearing ................ ................................ .. ..... ........... ..... 4-1O
I
Before Taxi ........................................................................... 4-1O I
Taxi ................................................................................. 4-11
Before Takeoff (Runup) ................................................................. 4-12
Before Takeoff (Final Items) .............................................................. 4-14
On Takeoff Roll ........................................................................ 4-15
Takeoff .............................................................................. 4-15
Climb................................................................................ 4-15
Cruise ............................................................................... 4-16
Icing Conditions ... ... ... ....................... . . ........... ........................ 4-16
Descent.................................................... . .................. ....... 4-17
Before Landing ................. .................... ........... ................... ..... 4-18
Normal Landing ........... .......................................... . ................. 4-18
Maximum Reverse Thrust Landing. .......... . ................... ............... . .......... 4-19
Balked Landing......... ........ ................................. ...................... 4-19
After Landing ......................................................................... 4-19
Shutdown and Securing .......................... . .............. ................ . ....... 4-19
Other Normal Procedures.. .. . .. . ... .. . .................... . ..... ....... . .. . .. . .. . . . . .. . .. 4-21
Oxygen Duration.................................................. ..................... 4-21
Oxygen Duration with Full Bottle (100% Capacity) ................................... 4-22
Blending Anti-Icing Additive to Fuel . ............................... ... ..................... 4-22
Adding Biocide to Fuel ... ........ .. ... .......................... ..................... ... 4-22
Use of Jet B, JP-4 and Aviation Gasoline .................................................... 4-22
Nickel-Cadmium Battery Check (Ground Operation Only) (Airplanes Prior To LJ-1534) ................ 4-19
Cold Weather Procedures (Snow, Slush, Ice) ................................................ 4-22
Preflight Inspection ...................................... . . .................. ... ..... 4-22
Taxiing ............................................................................ 4-23
Before Takeoff ...................................................................... 4-23
Takeoff ............................................................................ 4-23
Landing ......................... .......................... ................ ........ 4-23
Shutdown And Securing ................. . ............................ ........ ........ 4-23
Icing Flight ................................................................... ........ 4-23
Simulating One-Engine-Inoperative (Zero Thrust) ..................................... ........ 4-24
Practice Demonstration of VMcA. ........................ .......... ................ ... ..... 4-24
Practice Landing Gear Manual Extension .... .............. ......................... ........ 4-24
Landing Gear Retraction After Practice Manual Extension ................. ............. ........ 4-25
Noise Characteristics .... ............................. .......... ................ ........ 4-25
July, 2005 4-1

Raylbean Aircraft Company
Section 4 Model C90A
Normal Procedures
THIS PAGE INTENTIONALLV LEFT BLANK
4-2 July, 2005

llayllleDn Aircraft Company Section 4
Model C90A Normal Procedures
AIRSPEEDS FOR SAFE OPERATION (10,100 POUNDS/ 4581 KILOGRAMS)

Maximum Demonstrated Crosswind Component ... ................. ........................... ... ... . . 25 knots
Takeoff Speeds (Flaps Up):
Rotation ............................... . . ....................................... .... ..... . . 97 knots
50-Ft......... ........................... . .............. ............. .............. ... ... . 104 knots
Two-Engine Best Angle-of-Climb Speed (Vx) .............................. . ............ . ..... ... ... . 101 knots
Two-Engine Best Rate-of-Climb Speed (Vy) ......................................................... 112 knots
Cruise Climb Speeds:
Sea Level to 10,000 feet ............ . ..... ............................................ ...... . 150 knots
10,000 to 20,000 feet. ...... .............. . ................................................. . 130 knots
20,000 to 25,000 feet..................... .......................... .................. ...... . 120 knots
25,000 to 30,000 feet. ................. ... .. ............. ........... ........................ . 11O knots
Maneuvering Speed ......................... .. ........................................ ...... . . . 169 knots
Turbulent Air Penetration ........................................................................ 161 knots
[ CAUTION:]
For turbulent air penetration, use an airspeed of 161 knots. Avoid over-action on power levers. Turn off autopilot
altitude hold. Keep wings level, maintain attitude and avoid use of trim. Do not chase airspeed and altitude.
Penetration should be at an altitude which provides adequate maneuvering margins when severe turbulence is
encountered.
Maximum Airspeed for Effective Windshield Anti-icing................................................. . 226 knots
Landing Final Approach (Flaps Down) at 9600 lbs/4354 kg. ........................................·.. .. . 101 knots
Balked Landing Climb Speed . ................. .............................................. .... . 101 knots
Intentional One-Engine-Inoperative Speed (VssE) ...................................................... 97 knots
Air Minimum Control Speed (VMcA) ........................................................... .... .. 80 knots
PROCEDURES BY FLIGHT PHASE
NOTE
Refer to all applicable Supplements for flight phase procedures and for optional equipment installed in the airplane.
PREFLIGHT INSPECTION
NOTE
After the first flight of each day, the Preflight Inspection may be omitted except for items marked with a"+" (Fuel
Tank Caps and Engine Oil Quantity/Filler Cap need not be checked unless system(s) were serviced.)
COCKPIT
1. Parking Brake ................................................................................SET
+ 2. Control Locks ................................................................. .......... . REMOVE
3. Elevator Trim ..................................................................... SET TO "O" UNITS
July, 2005 4-3

Section 4 Raylbean Aircraft Company
Normal Procedures Model C90A
f�AUTION]
The elevator trim system must not be forced past the limits which are indicated on the elevator trim indicator scale,
either manually, electrically, or by action of the autopilot.
I 4. Battery ...............................................................ON, CHECK 23 VOLTS MINIMUM

5. Fuel Quantity ..............................................................................CHECK
6. Battery ...................................................................................... OFF
7. Oxygen System Preflight Inspection ......................................................... COMPLETE
a. Passenger Oxygen Masks .............................................CHECK CONDITION AND STOW
(plug must be color-coded red)
b. Oxygen System Control .................................................................. PULL ON
c. Crew ........... DON MASKS, CHECK FIT AND OPERATION.SET MASKS AT 100% POSITION, THEN STOW
d. Oxygen Duration .................................................................... DETERMINE
(See OTHER PROCEDURES)
LEFT WING
1. Flaps .....................................................................................CHECK
2. Aileron and Tab ............................................................................CHECK
3. Wing Tip and Lights .........................................................................CHECK
4. Stall Warning ..............................................................................CHECK
5. Deice Boot ................................................................................CHECK
+ 6. Tie-down and Chocks ...............................................................•....... REMOVE
+ 7. Wing Fuel Tank ..................................................... CHECK QUANTITY; CAP SECURE
8. Outboard Wing Sump ........................................................ ... ............. DRAIN
9. Wheel Well Sump ........................................................................... DRAIN
+10. Landing Gear, Strut, Brake, Wheel Well, and Landing Gear Doors .....................................CHECK
11. Fire Extinguisher (if installed) ....................................................... CHECK PRESSURE
I FIRE EXTINGUISHER PRESSURE VS.TEMPERATURE
I
OF -40 -20 0 20 40 60 80 100 120
oc -40 -29 -18 -7 4 16 27 38 49
PSI 190 220 250 290 340 390 455 525 605
Range to to to to to to to to to
240 275 315 365 420 480 550 635 730
12. Boost Pump Sump .......................................................................... DRAIN

13. Prop .....................................................................................CHECK
14. Engine Air Intakes ..........................................................................CLEAR
+15. Engine Oil .......................................................... CHECK QUANTITY; CAP SECURE
16. Fuel Strainer (Firewall) ....................................................................... DRAIN
17. Cowling, Doors, and Panels ..................................................................SECURE
+18. Nacelle Fuel Tank ..............................................................CHECK; CAP SECURE
19. Heat Exchanger Inlet ........................................................................CLEAR
20. Transfer Pump Sump ........................................................................ DRAIN
21. Lower Antennas and Beacon ..................................................................CHECK
NOSE SECTION
I
1. OAT Probe ................................................................................CHECK
2. Brake Reservoir Vent ........................................................................CLEAR
3. Ram Air Inlet ...............................................................................CLEAR
4-4 July, 2005

Rayllleon Aircraft Company Section 4
4. Left Avionics Access Panel/Baggage Door ......................................................SECURE
5. Air Conditioner Condenser Exhaust Duct ..... .............. ................................ .. . .. CLEAR
6. Windshield and \/Vipers .......................................................................CHECK
7. Radome ..................................................................................CHECK
8. Pitot Masts ................................................................................ CLEAR
9. Landing and Taxi Lights ................................................................... ...CHECK
+10. Nose Gear (shimmy damper, stop block, torque knee, strut, tire)....................................... CHECK
+11. Chocks ................................................................................. REMOVE
12. Nose Gear Doors and Wheel Well ........................................................... ... CHECK
13. Air Conditioner Condenser Intake Duct .......................................................... CLEAR
14. Right Avionics Access Panel .................................................................SECURE
RIGHT WING
1. Transfer Pump Sump .........................................................................DRAIN
2. Heat Exchanger Inlet ........................................................................ CLEAR
+ 3. Nacelle Fuel Tank ............................................................. CHECK; CAP SECURE
4. Prop ..................................................................................... CHECK
5. Engine Air Intakes .......................................................................... CLEAR
+ 6. Engine Oil ..........................................................
· CHECK QUANTITY; CAP SECURE
7. Fuel Strainer (Firewall) ........................................................................DRAIN
8. Cowling, Doors, and Panels ................................................................ ..SECURE
9. Fire Extinguisher (if installed) ........................................................CHECK PRESSURE I
10. Boost Pump Sump ...........................................................................DRAIN
+ 11. Landing Gear, Strut, Brake, Wheel Well, and Landing Gear Doors ..................................... CHECK
12. Wheel Well Sump ...........................................................................DRAIN
13. Outboard Wing Sump ........................................................................DRAIN
+14. Wing Fuel Tank ......................................................CHECK QUANTITY; CAP SECURE
+15. Tie-down and Chocks ..................................................................... REMOVE
16. Deice Boot ................................................................................ CHECK
17. Wing Tip and Lights .......................................................................... CHECK
1· 8. Aileron ................................................................................... CHECK
19. Flaps ..................................................................................... CHECK
FUSELAGE (RIGHT)
1. Oxygen Door .............................................................................SECURE
2. Emergency Locator Transmitter (aft fuselage installations) ............................................. ARM I
3. Static Ports ................................................................................ CLEAR
4. Access Panels ............................................................................SECURE
TAIL SECTION
+ 1. Tie-down ........................................... . ... ... ........................... . . REMOVE
2. Deice Boots ............................................................................... CHECK
3. Control Surfaces and Tabs ................................................................... CHECK
4. Light(s) ................................................................................... CHECK
5. Top Antennas and Beacon ................................................................... CHECK
6. Elevator Trim Tab .................................................... VERIFY "O" (NEUTRAL) POSITION
July, 2005 4-5

Section 4 Raylbeon Aircraft Company
NOTE
The elevator trim tab "O" (neutral) position is determined by observing that the alignment marks on the elevator trim
tab push rods align with the alignment marks on the elevator when the elevator is resting against the downstops.
FUSELAGE (LEFT)
1. Access Panels ............................................................................SECURE
2. Static Ports ................................................................................CLEAR
NOTE
To obtain lighting for cabin entry, use the switch located next to cabin floor at left side of entry door.
BEFORE ENGINE STARTING

Items marked with an "*"maybe omitted at pilot's discretion after the first flight of each day.
1. Cabin Door .............................................................. LIFT STEP, CHECK LOCKED
(Check security by attempting to turn handle toward unlocked position without depressing release button. Handle should
not move.)
!WARNING I
Only a crew member or properly trained ground personnel should close and lock the cabin door.
2. Cabin and/or Cockpit Lighting:
I a. With Battery Switch OFF: PUSH INSTRUMENT EMERGENCY LIGHTS switch at the right end of the overhead light
control panel for partial indirect instrument lights.
b. With Battery Switch ON:
1) Indirect instrument lights are available using control on overhead light control panel.
2) Cabin lights are available using switch on copilot's left subpanel.
c. With Battery Switch ON and Bus Ties Switch MAN CLOSE - all cockpit lights and external lights are available.
* 3. Monogram Electric Toilet (if installed) ................................................KNIFE VALVE OPEN
4. Load and Baggage .........................................................................SECURE
5. Weight and CG .......................................................................... CHECKED
* 6. Emergency Exit ..........................................................................LATCHED
7. Seats and Tables ......................................................................POSITIONED
a. All Seats - Seatbacks Upright, Headrests fully extended
b. Lateral-tracking Seats - Outboard position
c. Tables - Stowed
8. Control Locks ............................................................................ REMOVE
9. Seat Belts and Shoulder Harnesses ......................................................... FASTENED
10. Parking Brake ........................................................................CONFIRM SET
11. Overhead Panel ............................................................................CHECK
* 12. Oxygen System Preflight Inspection ................................................ CONFIRM COMPLETE
13. Oxygen System Control ................................................................ CONFIRM ON
14. Right Side Panel Circuit Breakers ..............................................................CHECK
* 15. Alternate Static Air Source .................................................................. NORMAL
16. Copilot's Mic Switch ...................................................................AS REQUIRED
17. Cabin Temp Mode ............................................................................ OFF
18. Vent Blower ................................................................................ AUTO
19. Bleed Air Valves ............................................................................. OPEN
20. Condition Levers .................................................................... FUEL CUT-OFF
4-6 July, 2005

llaylllelln Aircraft Company Section 4
21. Prop Levers ............................................................................ HIGH RPM
22. Power Levers ........................................................................... ..... IDLE
23. EFIS Power Switches (if installed) ........................................................... ......OFF
24. Landing Gear Control ..................................................................... ....DOWN
25. Left Subpanel Switches ........................................................OFF, OR AS REQUIRED
26. Engine Anti-ice .. ...................................................................... . . . ......ON
f ¢A�TION:]
To minimize ingestion of ground debris, the engine anti-ice system should be ON for all ground operations.
27. Pilot's Mic Switch .....................................................................AS REQUIRED
28. EFIS Aux Power (if installed) ..................................................................CHECK
a. ON-OFF-TEST Switch .................................HOLD TO TEST FOR A MAXIMUM OF 5 SECONDS
(check for momentary illumination of green TEST annunciator)
b. ON-OFF-TEST Switch ............................................................RELEASE TO OFF
29. Fuel System ...............................................................................CHECK I
a. Circuit Breakers ..................................................................... .. . ..... . IN
b. Battery ............................................................................. . .......ON
c. Fuel FW Shutoff Valves ................................................................... CLOSE
d. Battery ....................................................................................OFF
e. Crossfeed ............................................................................... OPEN
[FUEL CROSSFEED] - ILLUMINATED, THEN CLOSE I
t. Boost Pumps ...............................................................ON (listen for operation)
g. Battery .....................................................................................ON
[L FUEL PRESS] and [R FUEL PRESS] - ILLUMINATED I
h. Firewall Fuel Valves ....................................................................... OPEN
[L FUEL PRESS] and [R FUEL PRESS] - EXTINGUISHED I
i. Fuel Quantity ............................................................................CHECK
j. Transfer Pumps ........................................................................... TEST
1) Transfer Pumps ......................................................................... AUTO
2) Transfer Test Switch ..........................................................LEFT, THEN RIGHT
[L NO FUEL XFER], then [R NO FUEL XFER] - BLINK
3) Transfer Pumps .......................................................................... OFF
If transfer pumps begin operating when AUTO is selected, annunciators will not blink.
Use the following procedure.
4) Transfer Test Switch ........................................................ HOLD TO LEFT SIDE
5) Left Transfer Pump ............................................................AUTO, THEN OFF
[L NO FUEL XFER] - BLINKS
6) Transfer Test Switch ....................................................... HOLD TO RIGHT SIDE
7) Right Transfer Pump ...........................................................AUTO, THEN OFF
[R NO FUEL XFER] - BLINKS
8) Transfer Test Switch ..................................................................RELEASE
30. Voltmeter:
a. BAT and CTR ...................................................................... 23 VOLTS MIN
b. TPL FED ......................................................................... 22 VOLTS MIN
c. LEFT & RIGHT GENERATOR, EXT PWA.....................................................0 VOLTS
* 31. Stall Warning Annunciator ............................................................ PRESS TO TEST
* 32. Annunciator Lights ............................................................................TEST
* 33. Fire Detectors (if installed) and Fire Extinguisher (if installed) ...........................................TEST I
July, 2005 4-7

Section 4 llayllleon Aircraft Company
* 34. Landing Gear Control Lights ....... .................................. . .......................... TEST
* 35. Gear Down Annunciators .....................................................................CHECK
* 36. Hyd Fluid Sensor.................... .................... .......................... ........... TEST
I [HYO FLUID LO] - ILLUMINATED
37. Beacon ...................................................................................... ON
I
(Beacon will not illuminate until a generator, or external
power is on line or BUS TIES are manually closed)
ENGINE STARTING (BATTERY)

1. Right Ignition and Engine Start ..................................................... ............. .. ON
I [R IGNITION ON] - ILLUMINATED
2. Right Condition Lever (12% N1 minimum)...................................................... LOW IDLE
3. Right ITT and N1 .........................................................MONITOR (1090 °C maximum)
f ¢AUjlON]
If no ITT rise is observed within 10 seconds after moving the Condition Lever to LOW IDLE, move the Condition
Lever to CUT-OFF and Start Switch to OFF. Allow 30 seconds for fuel to drain and starter to cool; then follow
ENGINE CLEARING procedures.If starting attempt is discontinued, the entire starting sequence must be repeated
after allowing the engine to come to a complete stop.
4. Right Oil Pressure ..........................................................................CHECK
5. Right Ignition and Engine Start (51% N1 or above)....................... . .............. .............. OFF
6. Right Condition Lever .....................................................................HIGH IDLE
7. Right Generator ...................................................................RESET, THEN ON
I [R DC GEN], [L GEN TIE OPEN], and [R GEN TIE OPEN] - EXTINGUISHED
8. Battery .................................................................................. CHARGE
I (until loadmeter reads approximately 50% or less)
NOTE
Airplanes Prior To LJ-1534:
I
The [BATTERY CHARGE] will illuminate approximately 6 seconds after generator is on the line.If the annunciator
does not extinguish within 5 minutes, refer to the BATTERY CHARGE RATE procedure in Section 3A, ABNORMAL
PROCEDURES.
9. Left Ignition and Engine Start ........ ......................... . ............................... .... ON
I [L IGNITION ON] - ILLUMINATED
10. Left Condition Lever (12% N1 minimum)....................................................... LOW IDLE
11. Left ITT and N1 ...........................................................MONITOR (1090 °C maximum)
12. Left Oil Pressure ............................................................................CHECK
13. Left Ignition and Engine Start (51% N1 or above) ..................................................... OFF
14. Right Condition Lever .......................................................... REDUCE TO LOW IDLE
15. Left and Right Prop RPM............................. . ..... .................... .... . ... 1100 MINIMUM
16. Voltmeter (L GEN)................................................................ 27.5 TO 29.0 VOLTS
17. Left Generator ..................................................................... RESET, then ON
I [L DC GEN]- EXTINGUISHED
18. Right Generator .................................................................... RESET, THEN ON
I [L GEN TIE OPEN] and [R GEN TIE OPEN]
remain extinguished with switch in the reset position)
19. Condition Levers .....................................................................AS REQUIRED
4-8 July, 2005

ENGINE STARTING (EXTERNAL POWER)
I�Auj1�N]
NEVER CONNECT AN EXTERNAL POWER SOURCE TO THE AIRPLANE UNLESS A BATIERY INDICATING
A CHARGE OF AT LEAST 20 VOLTS IS IN THE AIRPLANE.If the battery voltage is less than 20 volts, the battery
must be recharged, or replaced with a battery indicating at least 20 volts, before connecting external power. I
NOTE
When an external power source is used, it must be set to 28.0 to 28.4 volts and be capable of producing 1000 am
peres momentarily and 300 amperes continuously.The battery should be ON to absorb transients present in some
external power sources.An [EXT PWR] is provided to alert the crew when an external DC power plug is connected I
to the airplane.
1. Avionics Master............................................................................... OFF
2. Left and Right Generators ....................................................................... OFF
3. Battery ....................................................................................... ON
4. External Power Output Voltage ..................................................SET (28.0 - 28.4 VOL TS)
5. External Power ...................................................... OFF and CONNECT TO AIRPLANE
[EXT PWR] - ILLUMINATED I
6. External Power . ................. . ................ . ..................................... . ...... ON
7. Volt Meter (EXT PWR) ..............................................................28.0 - 28.4 VOLTS
8. EXT PWR Switch (if voltage is within acceptable limits) ................................................. ON
NOTE
Airplanes Prior To LJ-1534:
I
The [BATIERY CHARGE] will illuminate approximately 6 seconds after generator is on the line.If the annunciator
does not extinguish within 5 minutes, refer to the BATIERY CHARGE RATE procedure in Section 3A, ABNORMAL
PROCEDURES.
9. Prop Controls ......................................................................... FEATHERED
10. Right Ignition and Engine Start .................................................................... ON
[R IGNITION ON] - ILLUMINATED
11. Right Condition Lever (12% N1 minimum) ..................................................... LOW IDLE
12. Right ITI and N1 .........................................................MONITOR (1090 ° C maximum)
f �AUTION:]
If no ITI rise is observed within 10 seconds after moving the Condition Lever to LOW IDLE, move the Condition
Lever to CUT-OFF and IGNITION AND ENGINE START switch to OFF.Allow 30 seconds for fuel to drain and start
er to cool, then follow ENGINE CLEARING procedures. If starting attempt is discontinued, the entire starting se
quence must be repeated after allowing the engine to come to a complete stop.
13. Right Oil Pressure ..........................................................................CHECK
1 4. Right Ignition and Engine Start (51% N1 or above)..... ............................................... OFF
[L iGN.1i-ioN.ON.] ·_ .LLUM .NA
15. Left Ignition and Engine Start ............. · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · ·
16. Left Condition Lever (12% N1 minimum)....................................................... LOW IDLE

I I T
��
I
17. Left ITI and N1 ..........................................................MONITOR (1090 °C maximum)
18. Left Oil Pressure ...........................................................................CHECK
19. Left Ignition and Engine Start (51% N1 or above) ..................................................... OFF
20. EXT PWR Switch ............................................................................. OFF
21. External Power Source .................................................................. TURN OFF;
DISCONNECT FROM AIRPLANE; DOOR SECURE
22. [EXT PWR] ..................................................................VERIFY EXTINGUISHED I
July, 2005 4-9
23. Right Generator....................................................................RESET, THEN ON
I [R DC GEN], [L GEN TIE OPEN], and [R GEN TIE OPEN] - EXTINGUISHED
24. Voltmeter (L GEN) ................................................................27.5 TO 29.0VOL TS
2 5. Left Generator ....................................................................RESET, THEN ON
I [L DC GEN]- EXTINGUISHED
26. Right Generator ....................................................................RESET, THEN ON
I [L GEN TIE OPEN] and [R GEN TIE OPEN]
remain extinguished with switch in the reset position)
27. Prop Controls ......................................................................FULL FORWARD
28. Left and Right Prop RPM............................................................... 11 00 MINIMUM
HOT START OR HUNG START

If rate of ITI increase predicts an over-temperature occurrence, or if N1 ceases to accelerate in a normal manner:
1. Condition Lever ...................................................................... FUEL CUTOFF
2. Ignition and Engine Start ..............................................................STARTER ONLY
(tor remainder of starter time limit)
3. Ignition and Engine Start ........................................................................ OFF
4. Do not attempt another start until the cause of the hot start or hung start has been corrected.
NO LIGHT START
If no ITT rise is observed within 1 0 seconds after moving the Condition Lever to LOW IDLE:
1. Condition Lever ..... ........ ............. ......................... .. ... ......... .... . FUEL CUTOFF
3. Follow ENGINE CLEARING procedure.
ENGINE CLEARING
Use the following procedure to remove internally trapped fuel and vapor, or if there is evidence of a fire within the engine.
1. Condition Lever .............................................................CONFIRM FUEL CUTOFF
2. Starter ........................................COOL FOR 1 MINUTE AFTER PREVIOUS START ATIEMPT
3. Ignition and Engine Start .............................................................STARTER ONLY
(for a maximum of 4 0seconds)
5. Starter ....................................COOL FOR 1 MINUTE BEFORE ATTEMPTING ANOTHER START
BEFORE TAXI
1. Transfer Pumps ............................................................................. AUTO
2. Crossfeed .................................................................................. AUTO
3. Both Inverters ..............................................................................CHECK
I (volts= 1 05 - 12 0, freq= 38 0 - 42 0Hz, [INVERTER] illuminates with inverter off)
4. Inverter To Be Used ............................................................................ ON
5. Electrical System ............................................................................CHECK
a. GEN TIES ................................................................................OPEN
[L GEN TIE OPEN] and [R GEN TIE OPEN]- ILLUMINATED
b. Voltmeter ...............................................................................CHECK
1) TPL FED ..................................................................26.5 TO 28.0 VOLTS
2) R GEN and L GEN...........................................................27.5 TO 29.0VOL TS
(within 1.0volt of each other)
3) CTR ......................................................................23 VOLTS MINIMUM
4-10 July, 2005

llaytlleDn Aircraft Company Section 4
9. Flaps ....................................................................CHECK AND CONFIRM UP
10. Flight Controls .................... CHECK FREEDOM OF MOVEMENT AND PROPER DIRECTION OF TRAVEL
* 11. Engine Anti-ice .............................................................................CHECK
* 12. Overspeed Governors .........................................................................TEST
a. Rudder Boost Control Switch .......................................................RUDDER BOOST
b. Prop Levers .................................HIGH RPM (Balance of test is performed on. individual engines)
c. Prop Gov Test Switch .................................................... HOLD TO PROP GOV TEST
d. Power Lever .............................INCREASE UNTIL PROP IS STABILIZED AT 1940 TO 2060 RPM. I
CONTINUE TO INCREASE UNTIL RUDDER MOVEMENT
IS NOTED. (observe ITT and Torque Limits)
NOTE
Left rudder pedal will follow left POWER LEVER movement and right rudder pedal will follow right POWER LEVER
movement.
e. Power Lever .............................................................................. IDLE
f. Repeat steps d and e on the opposite engine.
g. Prop Gov Test Switch ...................................................................RELEASE
* 13. Primary Governors ........................................................... EXERCISE AT 1900 RPM
[RVS NOT READY] - ILLUMINATED as prop levers retarded) I
* 14. Gyro Suction and Pneumatic Pressure Gages .........................................CHECK at 1900 RPM
* 15. Autofeather (if installed) ......................................................................CHECK
a. Power Levers ................................................APPROXIMATELY 500 FT-LBS TORQUE
b. Autofeather Switch ................................................................ HOLD TO TEST
[L AUTOFEATHER] and [R AUTOFEATHER]- ILLUMINATED I
c. Power Levers .............................................................RETARD INDIVIDUALLY;
then return to approximately 500 ft-lbs torque
1) At approximately 400 ft-lbs ................................ OPPOSITE ANNUNCIATOR EXTINGUISHED
2) At approximately 260 ft-lbs .......................................................[AUTOFEATHER]
will cycle on and off with each fluctuation of torque and the propeller will start to feather. I
d. Power Levers ..................................................................BOTH RETARDED
[L AUTOFEATHER] & [R AUTOFEATHER]- EXTINGUISHED I
(neither propeller feathers)
16. Autofeather (if installed) ... . ... . ....................................................... . ... ..... ARM
17. Prop Feathering (manual) ........................................................... CHECK (LO IDLE)
18. Ice Protection Equipment (if required)............................................................CHECK
a. Auto Ignition ............................................................................CHECK
1) Power Levers ...........................................................................IDLE
2) Auto Ignition ................................ ARM [L IGNITION ON] & [R IGNITION ON] - ILLUMINATED I
3) Power Levers ............................................. ADVANCE ABOVE 425 FT-LBS TORQUE
I
[ 1 1 [ 1 1 1 1
4) Power Levers ....................................� .�� '.��- ��-] � .� .��'.� .�� -�� -��
N l
5) Auto Ignition · · · · : ... · . · · · · · · · · · · · · · · · · · · · · · '. ��:: :::
· · · · ·l :] � �A[::1:::-::: � ��::
[ l l ��
b. Engine Anti-Ice ......................................................... CHECK (system initially ON)
!WARNING I
Either the MAIN or STANDBY actuator must be operational on each engine before takeoff.
1) Engine Anti-Ice Actuators ..............................................................STANDBY
July, 2005 4-13

I 2) Engine Anti-Ice .......................................................................... OFF

[L ENG ANTI-ICE]and [R ENG ANTI-ICE]- EXTINGUISHED
3) Engine Anti-Ice Actuators ................................................................. MAIN
I 4) Engine Anti-Ice ........................................................................... ON

[L ENG ANTI-ICE]and [R ENG ANTI-ICE] - ILLUMINATED
c. Windshield Anti-Ice, Pilot's and Copilot's ..........................................CHECK INDIVIDUALLY
1) Windshield Anti-Ice .........................................................................HI
I (
observe increase on left and right loadmeters)
2) Windshield Anti-Ice .........................................................OFF, THEN NORMAL
I (observe increase on left and right loadmeters)
3) Windshield Anti-Ice ............................................ : .......................... OFF
d. Electrothf:rmal Propeller Deice ..............................................................CHECK
Do not operate propeller deice when the propellers are static.

1) Prop Deice .............................................................................. ON
2) Deice Ammeter .................................................................18 TO 24 AMPS
I (monitor for 90 seconds to ensure automatic timer operation)
3) Prop Deice ............................................................................. OFF
e. Surface Deice System .....................................................................CHECK
1) Condition Levers ....................................................................HIGH IDLE
2) Pneumatic Pressure .. ... ....................... ............... .......... GREEN ARC (12-20 PSI)
3) Surface Deice Switch ......................................................SINGLE AND RELEASE
a) Pneumatic Pressure Gage .......................................WILL DECREASE MOMENTARILY
b) Boots ...........................CHECK BOTH WING AND BOTH HORIZONTAL STABILIZER BOOTS
VISUALLY, IF POSSIBLE, FOR INFLATION AND VACUUM HOLD DOWN
c) Wing Boots will inflate in approximately 6 seconds, followed by horizontal stabilizer boots.
4) Surface Deice Switch.........................................................MANUAL AND HOLD
a) Pneumatic Pressure Gage .......................................WILL DECREASE MOMENTARILY
b) Boots ..................................CHECK BOTH WING AND BOTH HORIZONTAL STABILIZER
BOOTS VISUALLY, IF POSSIBLE, FOR INFLATION
5) Surface Deice Switch..................................................................RELEASE
•Boots ............................CHECK BOTH WING AND BOTH HORIZONTAL STABILIZER BOOTS
VISUALLY, IF POSSIBLE, FOR VACUUM HOLD DOWN
6) Condition Levers .................................................................... LOW IDLE
f. Pitot Heat ...............................................................................CHECK
(observe slight increase in loadmeter)
[�A�TION:]
Prolonged use of the pitot heat on the ground will damage the heating elements.
19. Fuel Quantity, Flight and Engine Instruments .....................................................CHECK
I 20. Takeoff Speeds .......................................................................... CONFIRM
BEFORE TAKEOFF (FINAL ITEMS)

1. Engine Auto Ignition .......... .................................... . .................. ARM (if required)
I [L IGNITION ON] and [R IGNITION ON]- ILLUMINATED
2. Engine Anti-ice .......................................................................AS REQUIRED
I [L ENG ANTI-ICE] and [R ENG ANTI-ICE] - ILLUMINATED, if on
3. Autofeather (if installed)..............................................................CONFIRM ARMED
4-14 July, 2005

llaylbeDII Aircraft Company Section 4
4. Prop Sync ...........................................................................AS REQUIRED
5. Exterior Lights .......................................................................AS REQUIRED
6. Ice Protection ........................................................................AS REQUIRED
a. Windshield Anti-ice ..........................................................NORMAUHI (if required)
b. Prop Deice ........................................................................ON (if required)
c. Left and Right Fuel Vent Heat ...................................................................ON
d. Stall Warning Heat ...........................................................................ON
e. Left and Right Pitot Heat .......................................................................ON
7. Transponder ..................................................................................ALT
8. Prop Levers ................................................ : ............. CONFIRM FULL FORWARD
9. Trim ...............................................................................CONFIRM SET
10. Flaps ..............................................................................CONFIRM SET
11. Bleed Air Valves .................................................................... CONFIRM OPEN
12. Interior Lights ........................................................................AS REQUIRED
13. Generator Load ............................................................................CHECK
14. Battery Ammeter (Airplanes LJ-1534 and After) ....................................................CHECK
(charge current 10 amps or less if required)
15. Annunciators ....................................................... EXTINGUISHED OR CONSIDERED
I
ON TAKEOFF ROLL
• [L AUTOFEATHER] and [R AUTOFEATHER] (if installed) ......................................... ILLUMINATED I
TAKEOFF
!WARNING I
I
Do not cycle deice boots during takeoff.
1. Refer to Section 5, PERFORMANCE for minimum take-off power, take-off speed, take-off distance and climb data.
2. Monitor ITT and engine torque.Increasing airspeed will cause torque and ITT to increase.
3. Rotating beacons, strobe lights, and tail flood lights should be switched off (at the pilot's discretion) when encountering
haze, fog, or clouds.
CLIMB
1. Landing Gear ..................................................................................UP
2. Climb Power ............................................ SET (Observe maximum ITT, torque, and N1 limits)
3. Prop RPM ............................................................2200 (MCP)/ 2000 (Cruise Climb) I
4. Prop Sync ....................................................................................ON
5. Windshield Anti-Ice ................................. .......... ........ .................. .. . NORMAL
I CAUTION:]
The practice of turning the windshield anti-ice on early in the flight is recommended if it is anticipated that it will be
required later in the flight after the windshield has been cold-soaked. Activating the windshield anti-ice after the
windshield has been cold-soaked may cause the windshield to crack.
6. Engine Instruments .......................................................................MONITOR
7. Cabin Sign ..........................................................................AS REQUIRED
8. Cabin Pressurization ........................................................................CHECK
July, 2005 4-15

Section 4 Rayllleen Aircraft Company
CRUISE
!WARNINGI
Do Not Lift Power Levers In Flight.
1. Cruise Power .............................................SET per CRUISE POWER TABLES or GRAPHS
2. Autofeather (if installed)......................................................................... OFF
3. Engine Instruments ...................................................................... MONITOR
I 4. Pressurization ........................................................................... MONITOR
(Reset if cruise altitude changes by 1000 feet or more.)
ICING CONDITIONS
!WARNINGI
Due to distortion of the wing airfoil, ice accumulations on the leading edges can cause a significant loss in rate of
climb and in speed performance, as well as increases in stall speed.Even after cycling the deicing boots, the ice
accumulation remaining on the boots and unprotected areas of the airplane can cause large performance losses.
For the same reason, the aural stall warning system may not be accurate and should not be relied upon.Maintain
a comfortable margin of airspeed above the normal stall airspeed.In order to minimize ice accumulation on unpro
tected surfaces of the wing, maintain a minimum of 140 knots during operations in sustained icing conditions. Prior
to a landing approach, cycle the deicing boots to shed any accumulated ice.
1. Engine Ice Protection
Before visible moisture is encountered at +5 °C and below, or:
At night when freedom from visible moisture is not assured at +5 °C and below.(Operation of strobe lights will sometimes show
ice crystals not normally visible.)
a. Engine Anti-ice ............................................................................. ON
[L ENG ANTI-ICE] & [R ENG ANTI-ICE] - ILLUMINATED
b. Engine Instruments .............................................DROP IN TORQUE AND INCREASE IN
ITT INDICATES PROPER OPERATION
NOTE
Illumination of the L and/or R [ENG ICE FAIL] indicates a failure of the selected Engine Anti-ice System.Immediate
illumination indicates loss of power to the actuator(s).Select the other actuator(s).
c. Power ............................................... RESET, IF DESIRED (observe engine limitations)
jwARNINGI
If in doubt, actuate the Engine Anti-ice System.Engine icing can occur even though no surface icing is present.If
freedom from visible moisture cannot be assured, engine ice protection should be activated. Visible moisture is
moisture in any form; clouds, ice crystals, snow, rain, sleet, hail or any combination of these.
2. Auto Ignition .................................................................................ARM
NOTE
Engine Auto Ignition must be armed for icing flight, precipitation, and operation during turbulence. To prevent pro
longed operation of the ignitors with the system armed, do not reduce power levers below 425 ft-lbs torque.
3. Electrothermal Prop Deice......................... .... ...................... ... ................ . . ON
a. The system may be operated continuously in flight, and will function automatically until the switch is turned off.
b. Prop RPM ............................................ MODULATE BRIEFLY TO RELIEVE PROPELLER
IMBALANCE DUE TO ICE.REPEAT AS NECESSARY.
4-16 July, 2005

Rayllleen Aircraft Company Section 4
f�AUTION]
If the deice ammeter does not indicate 18-24 amperes, or if the automatic timer fails to switch, refer to Section 3A,
ABNORMAL PROCEDURES.
4. Surface Deice
!WARNING I
All components of the surface deice system must be monitored during icing flight to ensure the system is functioning
normally.These components include:
Pneumatic Pressure Gage. The gage should indicate 12-20 psi before boots are activated. The pressure will mo
mentarily decrease when the boots are activated.
Gyro Suction Gage.The gage should indicate in the area of the green arc corresponding to the airplane altitude.
The vacuum will momentarily decrease when the boots are activated.
r
Pneumatic Boots. Visually monitor the boots, where possible, to ensure ice is being removed.
CAUTION
1
Operation of the surface deice system in ambient temperatures below -40 °C can cause permanent damage to the
deice boots.
When Ice Accumulates to 1/2 to 1 inch:
a. Surface Deice Switch ........................................................ SINGLE and RELEASE
b. Repeat as required.
If Single Position of the Surface Deice Switch Fails:
c. Surface Deice Switch ............................................ MANUAL AND HOLD FOR A MINIMUM
OF 6 SECONDS, THEN RELEASE
d. Repeat as required.
5. Windshield Anti-Ice .....................................................................NORMAUHI
NOTE
To ensure adequate windshield anti-icing protection, operation in icing conditions at or below ambient temperatures
of -24 °C is not recommended.In the event of windshield icing, reduce airspeed as required.
6. Fuel Vent Heat ....................................................................... CONFIRM ON
7. Pitot Heat ........................................................................... CONFIRM ON
8. Stall Warning Heat .................................................................... CONFIRM ON
9. Ice Lights ...........................................................................AS REQUIRED
10. Alternate Static Air Source .......... ................... REFER TO SECTION 3A, ABNORMAL PROCEDURES
DESCENT
1. Pressurization .................................................................................SET I
a. Cabin Altitude Selector Knob ..................................................................SET
per PRESSURIZATION CONTROLLER SETIING FOR LANDING graph, or so that
"CABIN ALT' DIAL INDICATES LANDING FIELD PRESSURE ALTITUDE PLUS 500 FEET
I
b. Rate Control Selector Knob ................ - - ..................... - ..... - · .... · · AS DESIRED
� ��
To prevent the ram air flapper door from opening, ensure the cabin Altitude Selector is properly set and airspeed
is reduced below approximately 180 KIAS in the landing pattern.
2. Altimeter .....................................................................................SET
3. Cabin Sign ..........................................................................AS REQUIRED
July, 2005 4-17

Section 4 RaylbeOR Aircraft Company
4. Windshield Anti-Ice ....................................................................AS REQUIRED
(well before descent into warm, moist air, to aid in defogging)
5. Power ..............................................................................AS REQUIRED
NOTE
Approximately 75% N1 is required to maintain the pressurization schedule during descent.
6. Recognition Lights ....................................................................AS REQUIRED
7. Seats and Tables ......................................................................POSITIONED
a. All Seats - Seatbacks Upright, H eadrests fully extended
b. Lateral-tracking Seats - Outboard position
c. Tables - Stowed
BEFORE LANDING
1. Approach Speed ............. ............................. ... ............... .... ......... CONFIRM
2. Pressurization ..............................................................................CHECK
3. Cabin Sign ................................................................. FSB or NO SMOKE & FSB
4. Autofeather (if installed) ........................................................................ARM
5. Flaps .................................................................................APPROACH
6. Landing Gear ..............................................................................DOWN
7. Lights ............................................................................. AS_REQUIRED
NOTE
Under some low visibility conditions, landing and taxi lights should be left off due to light reflections.
8. Radar ............................................................................. AS REQUIRED
9. Surface Deice .................................................................CYCLE AS REQUIRED
NOTE
Prior to the landing approach, cycle the wing deice boots to shed as much residual ice as possible, regardless of
the amount of ice remaining on the boots.Stall speeds can be expected to increase if ice is not shed from the deice
boots.
If Residual Ice Remains On Wing Boots:
10. Approach Speed and Landing Distance .......................................................INCREASE
NOTE
If crosswind landing is anticipated, determine the crosswind component from the Wind Components graph in Sec
tion 5, PERFORMANCE.Immediately prior to touchdown, lower up-wind wing and align the fuselage with the run
way.During rollout, hold aileron control into the wind and maintain directional control with rudder and brakes.
NORMAL LANDING
1. Flaps ..... ... .............. .. ...... . ...... . ...... ....... ..................... . .......... . . DOWN
2. Airspeed ...................................................... NORMAL LANDING APPROACH SPEED
3. Yaw Damp ................................................................................... OFF
5. Prop Levers ........................................................................FULL FORWARD
After Touchdown:
6. Power Levers ....................................................... LIFT AND SELECT GROUND FINE
4-18 July, 2005

Raytllean Aircraft Company Section 4
MAXIMUM REVERSE THRUST LANDING
1. Flaps ....................... ................................ ............ . .......... ... . .. DOWN
2. Airspeed .......................................................NORMAL LANDING APPROACH SPEED
3. Yaw Damp .................................................................................. OFF
4. Condition Levers ........................................................................ HIGH IDLE
6. Prop Levers .......................................................................FULL FORWARD
r�AUTION 1
To ensure consistent reversing characteristics, the Propeller Levers must be in the HIGH RPM position.
After Touchdown:
7. Power Levers ........................ LIFT AND SELECT GROUND FINE, THEN LIFT AND SELECT REVERSE
9. Condition Levers ........................................................................ LOW IDLE
r�AUTION 1
If possible, propellers should be moved out of reverse at approximately 40 knots to minimize propeller blade ero
sion.Care must be exercised when reversing on runways with loose sand, dust or snow on the surface.Flying grav
el will damage propeller blades, and dust or snow may impair the pilot's visibility.
BALKED LANDING
1. Power ............................................................................MAX ALLOWABLE
2. Airspeed ..................... . ......................... . ............................ .. 101 KNOTS
3. Flaps ........................................................................................UP
4. Landing Gear ..................................................................................UP
5. Airspeed (when clear of obstacles) ...................................................... NORMAL CLIMB
AFTER LANDING
1. Landing and Taxi Lights ................................................................AS REQUIRED
2. Engine Anti-ice ..... . ........ . ..................................................... ... ......... ON
r CA�TION:J
To minimize ingestion of ground debris, the engine anti-ice system should be ON for all ground operations.
3. Ice Protection ........................................................................AS REQUIRED
4. Transponder .............................................................................STANDBY
5. Radar ........................................................................... STANDBY or OFF
6. Electrical Load ....................................................................OBSERVE LIMITS
7. Trim ........................................................................................SET
8. Flaps ........................................................................................UP
9. Pressurization Differential ...................................................................VERIFY O I
SHUTDOWN AND SECURING
1. Parking Brake ................................................................................SET
2. Transfer Pumps .............................................................................. OFF
3. Crossfeed ................................................................................CLOSED
July, 2005 4-19

Section 4 Rayllleen Aircraft Company
4. EFIS Aux Power (if installed) .................................................................... OFF
5. EFIS Power (if installed) ........................................................................ OFF
6. Avionics Master ............................................................................... OFF
7. Inverter ..................................................................................... OFF
8. Autofeather (if installed) ........................................................................ OFF
9. Vent Blower ................................................................................AUTO
10. Cabin Mode Control ........................................................................... OFF
11. Subpanel Switches ............................................................. OFF or AS REQUIRED
12. Oxygen System Control ...................................................................PUSH OFF
13. Battery ................................................................................CHARGED
14. ITI ............................ STABILIZED AT MINIMUM OBTAINABLE TEMPERATURE FOR ONE MINUTE
f CAUTION 1
Monitor ITT during shutdown.If sustained combustion is observed, proceed immediately to the ENGINE CLEAR
ING procedure. During shutdown, ensure that the compressors decelerate freely. Do not close the Firewall Fuel
Shutoff Valve for normal engine shutdown.
15. Instrument Emergency Lights (if desired for a night shutdown) ........................................... ON
17. Condition Levers ....................................................................FUEL CUT OFF
18. Props ...............................................................................FEATHERED
NOTE
N1 decreasing below 15% indicates the starter relay is not engaged.
19. Boost Pumps (below 10% N1) .................................................................... OFF
20. Control Locks ....................................................................... AS REQUIRED
21. Parking Brake (if required)....................................................................... OFF
22. Battery and Generators ......................................................................... OFF
23. Overhead Panel Light Switches ......................................................... AS REQUIRED
24. Instrument Emergency Lights .................................................................... OFF
I CAUTION:]
The boost pumps, crossfeed, emergency lighting, and entry stair lighting are connected to the battery bus.Failure
to turn these switches OFF will discharge the battery.
25. External Covers, Tie Downs and Chocks ...........................................INSTALL AS REQUIRED
4-20 July, 2005

llayllleoll Aircraft Company Section 4
OTHER PROCEDURES
OXYGEN DURATION
NOTE
A bottle pressure of 1850 psig at 15 ° C is fully charged (100% capacity). Read duration directly from table.
1. Read the oxygen pressure from the gage.
2. Read the IOAT (with battery ON). (Assume IOAT to be equal to BOTILE TEMPERATURE).
3. Determine the percent of usable capacity from the following graph (e.g., 1100 psi at 0 ° C = 57%)
4. Compute the oxygen duration in minutes from the table by multiplying the duration by the percent of usable capacity. e.g.,
a. Pilot and copilot plus 4 passengers = 8 people using oxygen
NOTE
Pilot and copilot are each counted as 2 people with diluter demand masks set at 100% or NORMAL.
b. Cylinder Volume = 49 cu ft (1387 liters)
c. Duration with full bottle = 41 minutes
d. Duration with 57% capacity = .57 x 41 = 23 minutes
OXYGEN AVAILABLE WITH PARTIALLY FULL BOTTLE

<: �
\_, \,Cl
0
2500
'Qv 0 \
-- <o()
'\0-
0
0 �
'y-- \_':)ri
� 2000 �Q:- -7�
Q_
� /
�� ,,,r,r, �,,.�
w 1500
er:
'v
-:\_'\
<v �' ,I'
�, �'
� () �"' fl'�... _...
(j)
(j)
� ��
�� ""' .,,,,, _,,,,,,,.
"""'�� -...�'
�JI"'
w 1000 � 'fl""'
er: � J,-
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w
l'.) ,,. ,_....
...�
...
500 �
�.,.,,,,,,.
<(
l'.) JI"'"
0
0 25 50 75 I 00
PERCENT OF USABLE CAPACITY C9201982 C
July, 2005 4-21

Section 4
Normal Procedures
Rayllleon Aircraft Company
Model C90A
OXYGEN DURATION WITH FULL BOTTLE (100% CAPACITY)
c_;ylinder NUMBER Ut- PEOPLE USING *
Volume 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Cu F T DURATION IN MINUTES
22 151 75 50 37 30 25 21 18 16 15 13 12 11 10 10
I 49 334 167 111 83 66 55 47 41 37 33 30 27 25 23 22
66 454 227 151 113 90 75 64 56 50 45 41 37 34 32 30
* The pilot and copilot are each counted as 2 people. Chart durations are based on crew using a NORMAL setting for 20,000
feet cabin altitudes and below, and 100% settings for cabin altitudes above 20,000 feet.
'3LENDING ANTI-ICING ADDITIVE TO FUEL

The following procedures must be observed when blending anti-icing additive with the fuel.
1. The additive must conform to specification MIL-1-27686 or MIL-1-85470.
2. The concentration of the additive must be a minimum of 0.10% and a maximum of 0.15% by volume. Thus, a 20 oz. (591.5
ml) can of additive is sufficient for 105 to 155 gallons (398 to 586 liters) of fuel.
3. When blending the additive as the airplane is being refueled, use the following precautions:
a. Refuel at a rate of 30 to 45 gallons (114 to 170 liters) per minute. A rate of less than 30 GPM (114 LPM) may be used
when topping off the tanks.
b. Start additive flow after fuel flow starts, and stop before fuel flow stops.
c. Ensure additive is directed into the flowing fuel stream.
d. Do not allow concentrated additive to contact coated interior of fuel cells or airplane surfaces.
ADDING BIOCIDE TO FUEL

Refer to the King Air 90 Series Maintenance Manual and to the latest revision of the Pratt & Whitney Canada Service Bulletin No.
1244 for concentrations to use, and for procedures, recommendations and limitations pertaining to the use of Biocidal/Fungicidal
additives in turbine fuels.
USE OF JET B, JP-4 AND AVIATION GASOLINE

Fuel quantity indicators will not indicate correctly when using Jet 8, JP-4, or aviation gasoline due to the differences in their den
sity and dielectric constants. The indicated fuel quantity should be corrected using the factors shown below. These factors have
been generalized in some cases for simplicity, thus results should be considered as approximations.
• When using Jet B or JP-4, multiply the indicated fuel quantity by .96 to obtain the corrected fuel quantity.
• When using aviation gasoline, multiply the indicated fuel quantity by .94 to obtain the corrected fuel quantity.
COLD WEATHER PROCEDURES (SNOW, SLUSH, AND ICE)

PREFLIGHT INSPECTION
Verify that the tires are not frozen to the ramp, and that the brakes are free of ice contamination. Deicing or anti-icing solutions
may be used on the tires and brakes if they are frozen. Solutions which contain a lubricant, such as oil, must not be used as they
will decrease the effectiveness of the brakes.
In addition to the normal exterior preflight inspection, special attention should be given all vents, openings, static ports, control
surfaces, hinge points, the stall warning vane, and the wing, tail, and fuselage surfaces for accumulations of ice or snow. Removal
of these accumulations is necessary prior to takeoff. Airfoil contours may be altered by the ice and snow to the extent that their
lift qualities will be seriously impaired. Ice and snow on the fuselage can increase drag and weight. Frost that may form on the
wing fuel tank bottom skins need not be removed prior to flight. Frost that may accumulate on other portions of the wing, the tail
surfaces, or on any control surface, must be removed prior to flight.
Inspect the propeller blades and hubs for ice and snow. Unless engine inlet covers have been installed during snow or icing con
ditions, the propellers should be turned by hand in the direction of normal rotation to make sure they are free to rotate prior to
starting the engines.
4-22 July, 2005

llaylbeDD Aircraft Company Section·4
The removal of frozen deposits by chipping or scraping is not recommended. A soft brush, squeegee, or mop may be used to
clear snow that is not adhering to the surfaces. If use of deicing/anti-icing fluids are required to produce a clean airplane, special
attention must be given to ensure that the pitot masts, static ports, fuel vents, the stall warning vane, cockpit windows and the
area forward of the cockpit windows are free of the deicing/anti-icing solution. Both wings and both stabilizers must receive the
same complete treatment. The type and concentration of deicing/anti-icing solution being applied and the rate of precipitation will
affect the length of time the treatment will be effective. Refer to Chapter 12 of the King Air 90 Series Maintenance Manual and
Section 8 of this manual for additional information on deicing and anti-icing of airplanes on the ground. See Section 2, LIMITA- I
TIONS, for a list of approved fluids.
Complete the normal preflight procedures, including a check of the flight controls for complete freedom of movement.
After engine start, exercise the propellers through low- and high-pitch and into reverse range to flush any congealed oil through
the system.
TAXIING
Taxiing through deep snow or slush should be avoided when possible. Snow and slush can be forced into brake assemblies
which may cause the brakes to freeze during a prolonged hold on the ground or during the subsequent flight. Keep flaps retracted
during taxiing to avoid throwing snow or slush into flap mechanisms and to minimize damage to flap surfaces.
Glaze ice can be difficult to see. Therefore, taxi slowly and allow more clearance from objects when maneuvering the airplane.
BEFORE TAKEOFF
After completion of the normal Before Takeoff checklist, verify that the airplane is still free of frozen contaminants.
Ensure the runway is free from hazards such as snow drifts, glazed ice, and ruts.
!WARNING I
Ice, frost, or snow on top of deicing/anti-icing solutions must be considered as adhering to the airplane. Takeoff
should not be attempted.
If the OAT is +5° C or below and visible moisture will be encountered during the takeoff, engine anti-ice must be turned on.
TAKEOFF
Allow additional take-off distance when snow or slush is on the runway. Extra cycling of the landing gear when above 500 feet
AGL may help clear any contamination from the gear system.
When using FAA Approved SAE Type II or Type IV deicing/anti-icing fluids in the concentrated form, the control column force
required to rotate for takeoff may temporarily increase approximately 20 pounds. The cruise, descent, approach and landing
phases of flight are not affected by the use of these fluids.
LANDING
Braking and steering are less effective on slick runways. Also, hydroplaning may occur under wet runway conditions at higher
speeds. Use the rudder to maintain directional control until the tires make solid contact with the runway surface.
Selecting reverse thrust can effectively reduce stopping distances on slick runways; however, reverse thrust may cause snow or
moisture to be thrown forward, temporarily reducing visibility.
SHUTDOWN AND SECURING

Avoid setting the parking brake, if possible. This will help reduce the possibility of freezing the brakes. Proper chocking can be
used to prevent the airplane from rolling.
ICING FLIGHT
This airplane is approved for flight in icing conditions when the equipment listed in the KINDS OF OPERATIONS EQUIPMENT
LIST in Section 2 is installed and operational. This approval is based on tests conducted in natural and simulated icing conditions. I
These conditions do not include, nor were tests conducted in, all icing conditions that may be encountered (e.g., freezing rain,
freezing drizzle, mixed conditions, or conditions defined as severe). Such icing conditions have the potential of producing haz-
July, 2005 4-23

Section 4 Raytllea11 Aircraft Company
ardous ice accumulations, which: 1) exceed the capabilities of the airplane's ice protection equipment and/or 2)create unaccept
able airplane performance.Flight into icing conditions which lie outside those tested is not prohibited; however, pilots must be
prepared to divert the flight promptly if hazardous ice accumulations occur.
I Refer to Section 2 for limitations relating to icing flight, Section 3A for abnormal procedures associated with icing equipment m al
functions and procedures required for severe icing conditions.
SIMULATING ONE-ENGINE-INOPERATIVE (ZERO THRUST)

When establishing zero thrust operation, use the power setting listed below.By using this power setting to establish zero thrust,
one avoids the inherent delays of restarting a shut down engine and preserves almost instant power to counter any attendant
hazard.
!WARNING I
I IN-FLIGHT ENGINE CUTS BELOW VssE SPEED OF 97 KNOTS ARE PROHIBITED.
1. Prop .................................................................................. 1800 RPM
2. Power Lever ....................................................................SET 100 ft-lbs torque
NOTE
I This setting will approximate Zero Thrust at low altitudes using recommended One-Engine-Inoperative Climb
Speeds.The optional propeller autofeather system is disabled with a retarded power lever.
PRACTICE DEMONSTRATION OF VMcA

VMCA demonstration may be required for multi-engine pilot certification.The following procedure shall be used at a safe altitude
of at least 5000 feet above the ground in clear air only.
!WARNING I
I IN-FLIGHT ENGINE CUTS BELOW VssE SPEED OF 97 KNOTS ARE PROHIBITED.
1. Landing Gear ................................................................................. UP
2. Flaps ........................................................................................ UP
3. Airspeed ..................................................................... ABOVE 97 KTS (VssE)
4. Prop Levers .............................................................................HIGH RPM
5. Power Lever (simulated inoperative engine) ........................................................IDLE
6. Power Lever (other engine) ............................................................... MAX CONT
7. Airspeed ............................................. REDUCE APPROXIMATELY 1 KNOT PER SECOND
UNTIL EITHER VMcA OR STALL WARNING IS OBTAINED
I
NOTE
Use rudder to maintain directional control (heading) and ailerons to maintain 5 ° bank towards the operative engine
(lateral attitude).At the first sign of either VMCA or stall warning (which may be evidenced by: inability to maintain
heading or lateral attitude, aerodynamic stall buffet, or stall warning horn sound) immediately initiate recovery: re
duce power to idle on the operative engine and immediately lower the nose to regain VssE.
PRACTICE LANDING GEAR MANUAL EXTENSION

1. Airspeed .........................................................................Below 182 KNOTS
2. Landing Gear Relay Circuit Breaker (pilot's subpanel) ................................................ PULL
3. Landing Gear Control ........................................................................... DN
I
4. Alternate Extension Handle ................................PUMP UP AND DOWN UNTIL (L], [R] AND [NOSE]
ILLUMINATE AND FURTHER RESISTANCE IS FELT
5. Alternate Extension Handle .... ....................... . ...................................... . STOW
4-24 July, 2005

Rayllleoa Aircraft Company Section 4
LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION
After a practice manual extension of the landing gear, the gear may be retracted hydraulically as follows:
1. Alternate Extension Handle ........................................................ CONFIRM STOWED
2. Landing Gear Relay Circuit Breaker (pilot's subpanel) ........................................... .. PUSH IN
3. Landing Gear ..................................................................................UP
NOISE CHARACTERISTICS
Approach to and departure from an airport should be made so as to avoid prolonged flight at low altitude near noise-sensitive
areas.Avoidance of noise-sensitive areas, if practical, is preferable to overflight at relatively low altitudes.
For VFR operations over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas, pilots
should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level
may be consistent with the provisions of government regulations.
NOTE
The preceding recommended procedures do not apply where they would conflict with Air Traffic Control clearances
or instructions, or where, in the pilot's judgement, an altitude of less than 2000 feet is necessary to adequately ex
ercise his duty to see and avoid other airplanes.
Take-off noise level established in compliance with 14 CFR Part 36 is: 84.73 dB(A).
No determination has been made by the Federal Aviation Administration that the noise level of this airplane is, or should be, ac
ceptable or unacceptable for operation at, into, or out of any airport.
Take-off noise level established in compliance with ICAO Annex 16 is: 83.99dB(A).
July, 2005 4-25

Section 4 Rayllleoll Aircraft Company
4-26 July, 2005

SECTION V
PERFORMANCE
TABLE OF CONTENTS
SUBJECT PAGE
Introduction to Performance and Flight Planning ............................................... 5-3

Example ........... ............................................... ...... ...............5-3
Conditions.......... ............. ........................................ . ..............5-3
Pressure Altitude .... ............................... ....... ............... .. ..... ........5-4
Maximum Take-Off Weight ................................................................ .5-4
Take-Off Distance.... ............................... ............................. ........5-4
· Take-Off With One Engine Inoperative........................................................ 5-4
Maximum Weight.. ............. ............. .......... ........ .................. ..... 5-4
Accelerate-Go Distance............................ ................ .................... 5-5
Take-Off Climb Gradient - One Engine Inoperative........................................... 5-5
Climb, Cruise and Descent............................................ ........... ....... .. 5-6
ISA Conversion ........................... . .................................... .......5-6
Time, Fuel, and Distance to Cruise Climb .............................. ........ .......... .. 5-6
True Airspeed for Cruise ........................................... .................. .. 5-6
Maximum Cruise Power ...... ................. .......... ............................ .. 5-6
Fuel Flow. . ...... ........................................................ .... ....... 5-7
Time, Fuel, and Distance to Descend .................................... .. ............... 5-7
Time and Fuel Used at Maximum Cruise Power .... ......................................... 5-7
Determination of Total Time, Fuel and Distance Requirements .............·..................... 5-7
ReseNe Fuel .................. .............................................. . ........5-8
Total Fuel Requirements ................................................................ 5-8
Landing Weight. ............................................................... ..........5-8
Landing Distance ......................... ..... ..................... ... .......... ........5-8
Climb - Balked Landing.......... ................ ........ .............................. ....5-8
How To Use Graphs ................................................................ ......5-8
Airspeed Calibration - Normal System Graph................................................... 5-9
Altimeter Correction - Normal System Graph .................................................. 5-10
Airspeed Calibration - Emergency System Graph .............................................. 5-11
Altimeter Correction - Emergency System Graph............................................... 5-12
Indicated Outside Air Temperature Correction - ISA Graph ....................................... 5-13
ISA Conversion Graph ................... . .............................. .............. ...5-14
Fahrenheit to Celsius Temperature Conversion Graph .......................................... 5-15
Stall Speeds - Power Idle Graph ........................................................... 5-16
Cabin Altitude For Various Airplane Altitudes Graph ............................................ 5-17
Minimum Take-Off Power at 2200 RPM Graph ................................................ 5-18
Maximum Take-Off Weight To Achieve Positive One-Engine-Inoperative Climb at Lift-Off Graph .........5-19
Wind Components Graph ..................................... ................ . .......... .5-20
Take-Off Distance Graph ... . .......................... .. ... . ............................ .5-21
Accelerate-Stop Distance Graph ........................................................... 5-22
Accelerate-Go Distance Graph............................................................. 5-23
Take-Off Climb Gradient - One-Engine-Inoperative Graph ....................................... 5-24
Climb - Two Engine - Flaps Up Graph ....................................................... 5-25
Climb - One-Engine-Inoperative Graph ...................................................... 5-26
SeNice Ceiling - One-Engine-Inoperative Graph ............................................... 5-27
Time, Fuel, and Distance To Cruise Climb Graph .............................................. 5-28
Maximum Cruise Power at 1900 RPM - ISA -30 ° C Table ........................................ 5-29
Maximum Cruise Power at 1900 RPM - ISA -20 ° C Table ........................................ 5-30
Maximum Cruise Power at 1900 RPM - ISA -10 °c Table ........................................ 5-31
Maximum Cruise Power at 1900 RPM - ISA Table.............................................. 5-32
Maximum Cruise Power at 1900 RPM - ISA+10 ° c Table ........................................ 5-33
Maximum Cruise Power at 1900 RPM - ISA +20 ° c Table ........................................ 5-34
Maximum Cruise Power at 1900 RPM - ISA +30 ° C Table ........................................ 5-35
Maximum Cruise Power at 1900 RPM - ISA +37 ° C Table ........................................ 5-36
December, 2000 5-1

Beech Model C90A
aaytbeon Aircraft
SECTION V
PERFORMANCE
TABLE OF CONTENTS {CONT'D)
SUBJECT PAGE
Cruise Speeds at Maximum Cruise Power at 1900 RPM Graph ................................... 5-37
Maximum Cruise Power at 1900 RPM Graph ................................................. 5-38
Fuel Flow at Maximum Cruise Power at 1900 Graph ........................................... 5-39
Maximum Range Power at 1900 RPM - ISA -30 ° C Table ........................................ 5-40
Maximum Range Power at 1900 RPM - ISA -20 ° C Table ........................................ 5-41
Maximum Range Power at 1900 RPM - ISA -10 ° c Table ........................................ 5-42
Maximum Range Power at 1900 RPM - ISA Table ............................................. 5-43
Maximum Range Power at 1900 RPM - ISA+10 ° c Table........................................ 5-44
Maximum Range Power at 1900 RPM - ISA+20 ° C Table........................................ 5-45
Range Profile - Usable Fuel - 384 Gallons (1454 Liters) Graph ................................... 5-48
Endurance Profile - Usable Fuel - 384 Gallons (1454 Liters) Graph ................................ 5-49
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA -30 °C Table .......................... 5-50
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA -20 ° C Table .......................... 5-51
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA -10 °c Table .......................... 5-52
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA Table ............................... 5-53
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA + 10 ° C Table ......................... 5-54
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA +20 °C Table ......................... 5-55
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA+30 °C Table ......................... 5-56
One-Engine-lnop Maximum Cruise Power at 1900 RPM - ISA +37 ° C Table ......................... 5-57
Pressurization Controller Setting for Landing Graph . ..................... .. ... .............. . .. 5-58
Holding Time Graph... ................ . . .................. .......... ........ ... . ... ..... 5-59
Time, Fuel, and Distance to Descend Graph.................................................. 5-60
Climb - Balked Landing - Flaps Down Graph.................................................. 5-61
Landing Distance Without Propeller Reversing - Flaps Down Graph ............................... 5-62
Landing Distance With Propeller Reversing - Flaps Down Graph .................................. 5-63
5-2 December, 2000

Section V - Performance
Except as noted, all airspeeds quoted in this section are indicated airspeeds (/AS) and assume zero instrument
error.
INTRODUCTION TO PERFORMANCE AND FLIGHT PLANNING

The graphs and tables in this section present performance information for takeoff, climb, landing and flight
planning at various parameters of weight, power, altitude and temperature. All FAA approved performance
information is included within this section. Examples have been presented on all performance graphs. I
EXAMPLE
The following conditions, except where noted, are used for a proposed flight from Billings, Montana, to Denver,
Colorado. I
CONDITIONS
At Billings-Logan International (BIL):
Outside Air Temperature ..............................................................25 ° C

Field Elevation ..................................................................3649 feet1
Altimeter Setting ............................................................... 29.56 in. Hg
Wind .....................................................................020 ° at 13 knots
Runway 34 Length ................................................... 5585 feet (1702 meters)1
1 Source: Jeppesen Airport Diagram, MAY 16-86
Route of Trip: BIL-V19-CZI-V247-DGW-V547-CYS-V19-DEN
ROUTE SEGMENT DATA 2

ROUTE AVERAGE AVERAGE DISTANCE WIND AT OAT AT MEA OAT AT ALTIMETER
SEGMENT MAGNETIC MAGNETIC {NM) 17,000 FT 17,000 FT MEA SETTING
COURSE VARIATION DIR/KNOTS oc oc {IN. HG}
BIL-SHA 115° °
15 E 923 °
010 130 -10 8000 0 29.56
SHR-CZI 137 ° 14 °E 57 350°140 -10 9000 -4 29.60
CZI-DGW 133 ° 13°E 95 040°145 -10 8000 0 29.60
° °
DGW-CYS 140 13 E 47 040°145 -10 8000 0 29.60
169 ° °
12 E 46 °
040 145 -10 8000 0 29.60
CYS-DEN 172 ° 12°E 873 040°/45 -10 8000 0 29.60
PMG0023
2Source: Jeppesen Low Altitude Enroute Charts US (LO) 5, JUN 13-8 6, and US (LO) 7, JUN 6-86.
31ncludes distance between airport and VORTAC, per Jeppesen Airport Directory, JUL 11-86.
At Stapleton International (DEN):
Outside Air Temperature ..............................................................15 °C

Field Elevation . ........ .... . ............ . ... . ....................... .. . ....... .. 5333 feet4
Altimeter Setting ............................................................... 29.60 in. Hg
Wind ..................................................................... 270 ° at 10 knots
Runway 26L Length .................................................10,004 feet (3049 meters)4
4Jeppesen Airport Diagram, APR 5-85.
December, 2000 5-3

Beech Model C90A
Section V - Performance Raytheon Aircraft
PRESSURE ALTITUDE
To determine approximate pressure altitude at origin and destination airports, add 1000 feet to field elevation
for each 1.00 in. Hg that the reported altimeter setting value is below 29.92 in. Hg, and subtract 1000 feet for
each 1.00 in. Hg above 29.92 in. Hg. Always subtract the reported altimeter setting from 29.92 in. Hg. Then
multiply the answer by 1000 to find the difference in feet between field elevation and pressure altitude.
Pressure Altitude At BIL:
29.92 - 29.56 = 0.36

0.36 x 1000 feet = 360 feet
Field Elevation .... . .. ........ ........... ......... ............... .. ...... . . .. . ... 3606 feet
Pressure Altitude Correction ........................................................+ 360 feet
Field Pressure Altitude ............................................................ 3966 feet
Pressure Altitude At DEN:
29.92 - 29.60 = 0.32

0.32 x 1000 feet = 320 feet
Field Elevation .... ........ ................... ... ........... . ............. . . .. ... 5 3 3 3 feet
Pressure Altitude Correction ........................................................+ 320 feet
Field Pressure Altitude ......... ........... . ... ...................... ........... ... 5653 feet
MAXIMUM TAKE-OFF WEIGHT
I Refer to the graph for Maximum Take-off Weight To Achieve Positive One-Engine-Inoperative Climb at Lift-off.
Maximum allowable take-off weight= 10,100 lbs (4581 kg)
TAKE-OFF DISTANCE
NOTE
The remainder of this example assumes a take-off weight of 9650 lbs (4 377 kg).
Enter the graph for Take-off Distance at 25 ° C, 3966 feet pressure altitude, 9650 lbs (4 377 kg) and 1 O knots
headwind component:
Approximate Ground Roll ................................................26 30 feet (802 meters)

Total Distance Over a 50-Foot Obstacle ......................... : ......... 3507 feet (1069 meters)
Rotation Speed ..... , ........................................................... ..9 3 knots
Speed at 50-Feet Above Runway.................................................... 102 knots
I TAKE-OFF WITH ONE ENGINE INOPERATIVE

Information has been presented to determine the take-off weight, field requirements, and take-off flight path
assuming an engine failure occurs during the take-off procedure. The following illustrates the use of these
charts.
I MAXIMUM WEIGHT
Enter the Maximum Take-off Weight To Achieve Positive One-Engine-Inoperative Climb at Lift-off graph at
3966 feet and 25 ° C to determine the maximum weight at which the accelerate-go procedure should be
attempted:
Maximum Accelerate-Go Weight is ............... . ........ .... ... . ... ...... 10,100 lbs (4581 kg)
5-4 December, 2000

ACCELERATE-GO DISTANCE I
Enter the graph for Accelerate-Go Distance at 25° C, 3 966 feet pressure altitude, 9650lbs (4377 kg) and 10
knots headwind component:
Total Distance Over 35-Foot Obstacle .....................................596 9 feet (1819 meters)

Take-off Speed at Rotation ... . ................... ..... . . ..... .................. . ... 93 knots
Speed at 35-Feet Above Runway .................................................... 9 9 knots
TAKE-OFF CLIMB GRADIENT - ONE ENGINE /NOPERA TIVE I

°
Enter the graph for Take-off Climb Gradient - One-Engine-Inoperative at 25 C, 3 966 feet pressure altitude, and
9650lbs (4377 kg):
Climb Gradient .....................................................................2.92%

Climb Speed..... ................ . ... . .... . ......... . ........................ .... 9 9 knots
Calculation of horizontal distance required to clear an obstacle:
A 2.92% climb gradient is 2 9.2 feet of vertical height per 1000feet (3 05meters) of horizontal distance.
NOTE
The graphs for take-off climb gradient assume a zero wind condition. Climbing into a
headwind will result in higher angles of climb and hence better obstacle clearance capa
bilities.
Calculation of the horizontal distance to clear an obstacle 100feet above the runway surface.
Distance from 35feet to 100feet= 65feet

(100-35)(10007 2 9.2)= 2227 feet (67 9 meters)
Total Distance= 596 9 (1819) + 2227 (67 9)= 8196 feet (24 9 8 meters)
The results are illustrated below:
100 FT
ABOVE I ,
RUNW Y /'
I ,,',,"f
�, ,,
35 FT
ABOVE
RUNWAY ,,' 29.� FT
,
ENGINE ,,, I 000 FT
,, ( 305 Ml
FAILURE ,,,
HERE
--- -·-
,,'
_,,
----------------------- '-------
1--- ------1i---------10-----
[!] ACCELERATE-GO TAKE-OFF 5969 FEET ( 1819 METERS)

DISTANCE TO CLIMB FROM 35 FEET TO 100 FEET ABOVE RUNWAY 2227 FEET
(679 METERS) C93LJ05C059B
TAKE-OFF FLIGHT PROFILE
December, 2000 5-5

Beech Model C90A
I CLIMB, CRUISE AND DESCENT
NOTE
For example purposes, the differences between MSL altitudes and pressure altitudes
have been ignored in enroute calculations.
/SA CONVERSION
I Enter the ISA CONVERSION graph at the conditions indicated:
Pressure Altitude (approx)= 17,000 feet

OAT= -10° C
ISA Condition= ISA+ 9° C
TIME, FUEL, AND DISTANCE TO CRUISE CLIMB
Enter the graph for Time, Fuel, and Distance to Cruise Climb at 25° C and 3966 feet, and -10° C and 17,000
feet, with an initial weight of 9650 lbs (4377 kg).
Time to Climb (11 - 2)= 9 MIN

Fuel Used to Climb (118 - 23)= 95 LBS
Distance Traveled (30 - 5)= 25 NM
TRUE AIRSPEED FOR CRUISE
Enter the tables for Maximum Cruise Power at ISA and ISA+ 10° C. Respectively, read cruise speeds at 16,000
feet and 18,000 feet for 9500 lbs (4309 kg) and 8500 lbs (3856 kg) as follows:
CRUISE TRUE AIRSPEEDS- KTS

ALTITUDE FEET 9500 LBS / 4309 KG 8500 LBS / 3856 KG
ISA ISA+ 10 °C ISA ISA+ 10 °C
16,000 244 242 247 245
18,000 242 241 245 244
The estimated average cruise weight is approximately 9150 lbs (4150 kg).
Interpolate between these speeds for 17,000 feet, ISA+ 9° C, and 9150 lbs (4150 kg).
Cruise True Airspeed= 243 knots
MAXIMUM CRUISE POWER
Enter the graph for Maximum Cruise Power at ISA+ 9° C, and 17,000 feet pressure altitude:
Torque Setting Per Engine= 1160 ft-lbs

Indicated Outside Air Temperature= -4° C
5-6 December, 2000

FUEL FLOW
Enter the graph for Fuel Flow At Maximum Cruise Power at ISA+ 9° C (or indicated outside air temperature of
-4° C) and 17,000 feet pressure altitude:
Fuel Flow Per Engine= 276 lbs/hr

Total fuel Flow= 552 lbs/hr
NOTE
Torque setting and fuel flow can also be obtained from tables.
TIME, FUEL, AND DISTANCE TO DESCEND
Enter the graph for Time, Fuel, and Distance to Descend at 17,000 feet and at 5651 feet.
Time to Descend (11.3 - 3.8)= 7.5 MIN

Fuel to Descend (47.5 - 17.0)= 30.5 LBS
Distance to Descend (37.0 - 12.0) = 25 NM
TIME AND FUEL USED AT MAXIMUM CRUISE POWER
Time and fuel used were calculated at maximum cruise power as follows:
Time= Distance ...,.. Ground Speed

Fuel Used= (Time)(Total Fuel Flow)
Results are as follows:
ROUTE DISTA NCE ESTIM ATED GROUND TIME AT FUEL USED

(NM) SPEED (KNOTS) CRUISE ALTITUDE FOR CRUISE
(HRS:MIN) (LBS)
BIL-SHR 92- 25 = 67* 257 :15.6 144
SHR-CZI 57 280 :12.2 113
CZI-DGW 95 252 :22.6 208
DGW-CYS 47 257 :11.0 101
46 276 :10.0 92
CYS-DEN 87 - 25 = 62* 278 :13.4 123
PMG0024
* Distance to climb or descend subtracted from segment distance.
DETERMINATION OF TOTAL TIME, FUEL AND DISTANCE REQUIREMENTS
ITEM TIME FUEL DISTA NCE

(HRS:MIN) (POUNDS) (N A UTICAL MILES)
Start, Runup, Taxi, and Take- 0:00 60.0 0
off
Climb 0:09.0 95.0 25
Cruise 1:24.8 781.0 374
Descent 0:07.5 30.5 25
TOTAL 1:41.3 966.5 424
PMG0025
December, 2000 5-7

Beech Model C90A
RESERVE FUEL
Reserve Fuel is the amount required to fly at cruise altitude for 45 minutes at Maximum Range Power.This
example assumes the average cruise weight while using Reserve Fuel to be 8600lbs (3901kg).
Enter the MAXIMUM RANGE POWER at 1900RPM Tables for ISA+ 10°C and ISA to find the total fuel flow
for 17,000 feet at 8600lbs (3901kg):
ISA + 10°C . ....... . .. . ... . . . . . .......... .. . . ... ...... ......... . ........... .. . 354.1 lbs/hr
ISA ................ ......................................................... 347.7lbs/hr
Interpolate to find the total fuel flow at ISA + 9°C:
Total Fuel Flow= 353.46= 354lbs/hr

Reserve Fuel= 45minutes x 354 lbs/hr= 265.5lbs
TOTAL FUEL REQUIREMENTS
Calculated Fuel Usage+ Reserve Fuel= Total Fuel Requirement

966.5lbs + 265.5lbs= 1232 lbs
LANDING WEIGHT
The estimated landing weight is determined by subtracting the fuel required for the trip from the ramp weight.
Ramp Weight= 9710.0 lbs (4404 kg)

Fuel Required for Total Trip= 966.5lbs (438.4kg)
Landing Weight= 87 43.5lbs= 87 44 lbs (3965.6kg= 3966kg)
LANDING DISTANCE
Enter the Landing Distance Without Propeller Reversing - Flaps Down graph at 15°C, 5653feet pressure alti
tude, 8744 lbs (3966kg) and 10 knots headwind component.
Ground Roll= 1305feet (398meters)

Total Distance Over 50-foot Obstacle= 2356 feet (718meters)
CLIMB - BALKED LANDING
Enter the Climb - Balked Landing graph at 15°C, 6000feet, (see note on graph), and 8744 lbs (3966 kg):
Rate of Climb= 820ft/min

Climb Gradient= 7.3%
HOW TO USE GRAPHS

1. Indicated airspeeds (IAS) were obtained using the Airspeed Calibration-Normal System Graph.
2. The associated conditions define the specific conditions for which performance parameters have been
determined.They are not intended to be used as instructions; however, performance values determined
from charts can only be achieved if the specified conditions exist.
3. In addition to presenting the answer for a particular set of conditions, the example on a graph also pre
sents the order in which the various scales on the graph should be used. For instance, if the first item in
the examples is OAT, then enter the graph at the existing OAT.
4. The reference lines indicate where to begin following the guidelines.Always project to the reference line
first, then follow the guidelines to the next known item by maintaining the same PROPORTIONAL DIS
TANCE between the guideline above and guideline below the projected line. For instance, if the projected
line intersects the reference line in the ratio of 30% down / 70% up between the guidelines, then maintain
this same 30% / 70% relationship between the guidelines all the way to the next known item or answer.
5. The full amount of usable fuel is available for all approved flight conditions.
5-8 December, 2000

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0
INDICATED OUTSIDE AIR TEMPERATURE CORRECTION

STANDARD DAY (ISA)
NOTE: SUBTRACT LlT FROM INDICATED (GAGE) OATTO

OBTAIN TRUE OAT. 1iT ASSUMES A RECOVERY
FACTOR OF 0.7)
280
270
260
250
240
230
220
210
Ul
< 200
0
190
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170
160
150
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0
aTTEMPERATURE CORRECTION '\, c
3 4 5 6 7 8 12 9 10 11 13 14 15 18
December, 2000 5-13

Beech Model C90A
ISA CONVERSION
PRESSURE ALTITUDE vs OUTSIDE AIR TEMPERATURE
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TEMPERATURE - °C
5-14 December, 2000

C
CD
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30
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EXAMPLE: -0�
(1)
NOTES: 1. THE MAXIMUM ALTITUDE LOSS EXPERIENCED WHILE C')
WEIGHT .................. 7 400 LBS �
CONDUCTING ST ALLS IN ACCORDANCE WITH C.A.M. 0 (0
3tu
FLAPS .................. .. DOWN 0
3.120 WAS 850 FEET.
ANGLE OF BANK . ..... 20 ° :t>
2. A NORMAL STALL RECOVERY TECHNIQUE MAY BE ::I
0
USED. STALL SPEED .......... 74.2 KIAS (1)
CAS AND IAS ARE EQUAL

IAS - INDICATED AIRSPEED
CAS ·• CALIBRATED AIRSPEED
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CABIN ALTITUDE FOR VARIOUS

AIRPLANE ALTITUDES
EXAMPLE:
AIRPLANE ALTITUDE .••· ••••...••... 20,000 FT
. .v-'V·-
CABIN DIFFERENTIAL PRESSURE••••••• 4.0 PSI
CABIN ALTITUDE •.•.•••..••..••... 8500 FT
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7 1
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SL 5000 10,000 1 s.000 20.000 25.000 30.000 35,000
CABIN ALTITUDE ....., FEET
December, 2000 5-17

Beech Model C90A
MINIMUM TAKE-OFF POWER AT 2200 RPM

(70 KNOTS)
NOTE: EXAMPLE:
THE POWER (TORQUE) INDICATED IS THE MINIMUM VALUE FOR
OAT AT TAKE-OFF ............... 25 ° C
WHICH TAKE-OFF PERFORMANCE CAN BE OBTAINED.··
AIRPORT PRESSURE ALTITUDE ...3966 FT
EXCESS POWER WHICH CAN BE DEVELOPED WITHOUT
EXCEEDING ENGINE LIMITATIONS MAY BE UTILIZED. MINIMUM TAKE-OFF POWER...... 1105 FT-LBS
I I 1111 I II I I I Ill I I
I l IIJ I I II( I I Ill I I
TORQUE LIMIT: 1315 FT-LBS
1300
.. .. .. '- II. II. l
'
1
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MAXIMUM TAKE-OFF WEIGHT

TO ACHIEVE POSITIVE ONE-ENGINE-INOPERATIVE CLIMB AT LIFT-OFF
ASSOCIATED CONDITIONS: EXAMPLE:
-,,-:=.....�
POWER•.•......•..•...... TAKE-OFF PRESSURE ALTITUDE .•......... 3966 fT
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WEIGHT POUNDS
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WEIGHT ......., KILOGRAMS
December, 2000 5-19

Beech Model C90A
WIND COMPONENTS
f;XAMPLE: WIND SPEED... . ..•.................... 10 KNOTS
°
ANGLE BETWEEN WIND DIREC.TION AND FLIGHT PATH. 20
HEADWIND COMPONENT ....................... 9.5 KNOTS

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5-20 December, 2000

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CJ'1
I\) ASSOCIATED CONDITIONS:

POWEF'•..•. 1. TAKE-OFF POWER SET BEF'ORE
ACCELERATE-STOP .DISTANCE
WEIGHT "" POUNDS DECISION SPEED "" KTS
EXAM PL£:
C'D C'D
(/) CJ
(') C'D
='· (')
OAT .... .......•.......... ..
25'C 0 :::r
BRAKE RELEASE 10,100 97 FIELD PRESSURE ALTITUDE . ; .•.. 3966
. n :s:
::s
2. BOTH ENGINES TO GROUND 9000 87 TAKE-Off WEIGHT ••.......•.•. 9650 LBS <o
FLAPS ...•. UP
FINE AT DECISION SPEED
7850 80
HEADWIND COMPONENT .... .... . . 10 KTS
ACCELERATE-STOP DISTANCE .•.•• 407 4 FT
,, �
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BRAKING'.•. MAXIMUM WITHOUT SLIDING TIRES 7000 DECISION SPEED•.••.•....; .•. · · 93 KTS :::$. (0
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ct) i I I I I I I I I I I I I
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ct) POWER ...••••••• TAKE-Off POWER SET BEFORE TAKE-OFT SPEED .. KNOTS
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0 TOTAL DISTANCE OVER
0 7850 BO 93 35-FT OBSTACLL ...............5969 FT
0 7000 BO 9.3 TAKE-OFF' SPEED: AT ROTATION . . . .. . 93 KTS
NOTES: I. GROUND ROLL DISTANCE IS APPROXIIJATELY 607. AT 35 FT . •. . . . . 99 KTS
or THE TAKE-Off DISTANCE OVER 35-rT OBSTACLE.
2. DISTANCES ASSUME AN ENGINE FAILURE AT ROTATION
SPEED AHO PROPELLER IMMEDIATELY FETAHERED.
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-
WIND COMPONENT
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::,. 0 (1)
::::!: 0
ZERO WIND 0 ::r
ASSOCIATED CONDITIONS:
POWER ............••..... TAKE-Off
EXAMPLE:
OAT............. : •........ 25'C
::,<o�
WEIGHT "' POUNDS CLIMB SPEED "' KNOTS I Q.
FLAPS ...••.......•...... UP FIELD PRESSURE ALTITUDE ....• ; 3966 FT
LANDING GEAR •••• , ••••.•. , UP 10.100 100
WEIGHT , ...•.•......•....•. 9650 LBS '"tJ !l
INOPERATIVE PROP�LLER •..... ;[ATHERED 9000 97 CLIMB GRADIENT.............. 2.92 %
(1)
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0
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0 0
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3 OUTSIDE AIR TEMPERATURE ·c WEIGHT POUNDS
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3 CLIMB - TWO ENGINE - FLAPS UP
C" CLIMB SPEED: 112 KNOTS (ALL WEIGHTS)
CD
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I\.)
0
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0 LANDING GEAR .............. UP PRESSURE ALTITUDE ........ 9000 FT
WEIGHT ........................ 4264 KGS
RATE OF CLIMB .............. 1780 FPM

CLIMB GRADIENT ............ 12.7%
r 3500
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a, en cn
r, en
:!:. (')
CLIMB - ONE ENGINE INOPERATIVE
0 :r
ASSOCIATED CONDITIONS: EXAMPLE: :,<os:
POWER ................... MAXIMUM CONTINUOUS OAT...•..•....•...•. -4°C
FLAPS ...•.•...•...•...•• UP C.
PRESSURE ALTITUDE...•. 9000 F"T ,, �
LANDING . GEAR..••.•.•..... UP WEIGHT •...••...•..•. 9400 LBS
I
(1) 0
INOPERATIVE PROPELLER•...•• FEATHERED RATE-OF-CLIMB.••..... 319 FT/MIN ::l. c.o
0 0
CLIMB GRADIENT .•...... 2.4 % 3 )>
:,
(')
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� ... J.r+�·� 1200
z H-tt-Hi-+-+-++,++-!-+.+H-+.;.+-�-1-1-+�4-l
(.) I
� H-tt-HH-H+-t-t-t-+-H-+H-+-t+H-+.J.,q...1-++
11
1100
10
H-'r"+-+--!-+++++++..i..-l--1-4-io-l-l-��Q..
i+tJH·-l- H--FR±+-l+ffH-H-l+fHHJ{HtH+H-·H-H-�-!u..r.rr.r.urnrrt
It 1000
9
900
u tt i , 1 1 .u_w u tu
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! 1KJ 1rnnTTTl:P 7
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800
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' rLH-HJ 6
·+H-HHH-t-Hi-t·t·-ttrttr·-tttH+rtt·t-· ·
700
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600
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200
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18000 �; -:--� '-·- - - · --f'�·''" · -- ·- · "'� - '-· }- -- -- - '-f' -,T I --· ��-
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(1)
OUTSIDE AIR TEMPERATURE - WEIGHT - POUNDS
w
I\)
0
�""I
0
3500
0
4500 4000 3000
WEIGHT - KILOGRAMS
SERVICE CEILING ONE ENGINE INOPERATIVE

POWER ..•................MAXIMUM CONTINUOUS OAT ....•..••.•..•. .:..4•c
LANDING GEAR ...•.•..•..•. UP WEIGHT ............9400 LBS
INOPERATIVE PROPELLER ...... FEATHERED SERVICE CEILING •.... 13,642 FT
rLAPS •.............•.... UP
AIRSPEED •......•.........VysE
23,000 . ·!···:···,··· · ·t· ·

···· -·· ···· ···· -·· ..······· ···· -·· · ·· ···- ··· ····
L,.: � j : ! : NOTE: SERVICE CEILING IS THE MAXIMUM PRESSURE ALTITUDE �:·44=
··+--H-· - �+-+·· -+-· -t-.. ...:_ : !--· - -· ····-.... +·· - AT WHICH THE AIRPLANE IS CAPABLE OF CLIMBING -+++
22,000
·
�!:.
:::::.::=z,...:..i!·---�:! __ -��J....-'-+-+-.,..r+-_-1--+--1--1
::::::__==t:::=-t--l--+--+-+-----!--f-' . :.::>:: !
:;i= t 3:::.r=-===t _:i-1-1-�--+--l--!-�f-·�, 50 IT /MIN W I TH O N E PR OPEL LER FEATHERED.
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:jJi:
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21,000 , ·
20,000
�=t±�=t=�":
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19,000
! 1 I 1 I i --.. i '" "', 1 -.,.
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18,000 i I I I . i , ....._ ! i'- i"-. ;

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; , ; ; ; I ,
17,000
w
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w
16,000
:�:Iri�fT: �{!{J�:�±i'.itt::�:�:;11;
15,000
-+--++--_ _ J I ' I
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"2
i . ·i"'Ii ·� . : ' F- --�t:_�-�---i-
14,000
(��:;;
13,000
))· -:· · ·... . · ·t�1:: · · ;· · ·-· !-·-+--:-·· ·-· ·-·f·- :· - . . . . .
! I I f i •
> 12,000
11 .ooo
10,000
9000
8000
7000
6000
5000
-60 -50 -40 -30 -20 -10 0 10 20 30 40 50
OUTSIDE AIR TEMPERATURE oc
December, 2000 5-27

I
en
(t)
m
(t)
N 0
()0 (t)
=:n
TIME, FUEL, AND DISTANCE TO CRUISE CLIMB
s:
0 ';1'
:J
ASSOCIATED CONDITIONS: EXAMPLE: <o
ALTITUDE - FEET CLIMB SPEED - KNOTS I Q.
SL TO 10,000 150
�
PROPELLER SPEED.... 2000 RPM OAT AT TAKEOFF .................... 25 ° C
,:,
10,000 TO 20,000 130

(t)
POWER: OAT AT CRUISE ...................... - 10 ° C
0
ITT .................... 695 ° C 20,000 TO 25,000 120 AIRPORT PRESSURE ALTITUDE .... 3966 FT
=I. tO
0 0
OR TORQUE .......... 1315 FT-LBS 25,000 TO 30,000 110 CRUISE ALTITUDE .................... 17,0004FT 3 l>
INITIAL CLIMB WEIGHT .............. 9650 LBS (4377 KGS) D)
:J
TIME TO CLIMB ...................... ( 11 - 2) = 9 NM
0
FUEL TO CLIMB ...................... (118 - 23) = 95 LBS

(t)
PRESSURE DISTANGE TO CLIMB ................ (30 - 5) = 25 NM

ALTITUDE -
FEET
111
1r
1nf
LI
lP .
I!:
�--cf3',�
\,,<oe;, �·(I "!,'oi9,\' I :
30,0OOL ,_; �� .1<:i� � � ��,'t'

29,(JOO G �f'Tt
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281 ��
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1999
n �<o
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2$,900
22,,ppp
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16,.000
1�.• ��o
12,000
II OI
10
' 000
Ill
8000
6000
4000
2000
-.-n·s
L
- 80 - 70 - 60 - 50 - 40 - 30 - 20 - 10 0 10
OUTSIDE AIR TEMPERATURE - °C
20 30 40 50 60 0
I
LI I
10 20
lTIME TO CLIMB - MINUTES

I I I
30
I
40 50
�
0 100 200 300 400
FUEL TO CLIMB - POUNDS
C
W
(t)
n
(t) I I I I I I I I 11 I I 11 I I I I I' 11 1.1 11 I
0 10 20 30 40 50 60 70 80 90 100 120 140
3
C"
DISTANGE TO CLIMB - NAUTICAL MILES �
(t)
N
�""I
0
0
0
1900 RPM
ISA ·30°C
NOTE: IOAT, TORQUE, AND FUEL FLOW BASED ON 8500 LBS {3856 KGS)
PRESSURE TORQUE FUEL TOTAL AIRSPEED - KNOTS

ALTITUDE IOAT PER FLOW FUEL @9500 LBS @8500 LBS @7500 LBS
ENGINE PER ENG FLOW @4309 KGS @3856 KGS @3402 KGS
FEET DC OF FT-LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL -11 12 1315 335 670 218 207 220 208 221 209
2000 -15 5 1315 327 654 216 211 218 212 219 213
4000 -19 -2 1315 320 640 214 215 216 216 217 217
6000 -22 -8 1315 314 628 212 219 214 220 215 221
8000 -26 -15 1315 310 620 210 223 211 224 213 225
10,000 -30 -22 1315 308 616 208 227 209 229 211 230
12,000 -34 -29 1315 306 612 206 231 207 233 209 234
14,000 -38 -36 1315 305 610 204 236 205 238 207 239
16,000 -41 -42 1315 306 612 202 241 203 242 204 244
18,000 -45 -49 1209 282 564 193 237 195 240 196 242
20,000 -50 -58 1091 256 512 183 232 185 235 187 238
22,000 -54 -65 981 231 462 172 226 175 230 178 233
24,000 -58 - 72 882 209 418 162 219 165 224 168 228
26,000 -62 -80 786 188 376 150 211 155 217 158 222
28,000 -66 -87 698 168 336 137 200 144 209 149 216
29,000 -69 -92 655 159 318 130 193 138 204 143 212
BTO:t149
December, 2000 5-29

Beech Model C90A
1900 RPM
ISA ·20°C
NOTE: IOAT, TORQUE, AND FUEL FLOW BASED ON 8500 LBS (3856 KGS)

FEET oc Df FT-LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL -1 30 1315 337 674 217 209 218 210 219 211
2000 -5 23 1315 328 656 215 213 216 214 217 215
4000 -9 16 1315 322 644 213 217 214 218 215 220
6000 -12 10 1315 317 634 211 221 212 223 213 224
8000 -16 3 1315 313 626 209 226 210 227 211 228
10,000 -20 -4 1315 310 620 206 230 208 231 209 233
12,000 -24 -11 1315 309 618 204 234 206 236 207 237
14,000 -27 -17 1315 308 616 202 239 204 241 205 242
16,000 - 31 -24 1315 309 618 200 244 201 246 203 247
18,000 - 35 -31 1248 294 588 193 243 195 246 197 248
20,000 -39 -38 1127 266 532 183 238 186 241 188 244
22,000 -43 -45 1014 241 482 173 232 176 236 178 239
24,000 -48 -54 913 218 436 162 226 166 231 169 234
26,000 -52 -62 815 196 392 151 217 156 224 159 229
28,000 -56 -69 724 176 352 138 206 145 215 149 222
29,000 -58 -72 681 166 332 131 199 139 211 144 219
BT03150
5-30 December, 2000

1900 RPM
ISA ·10°C

FEET oc OF FT-LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL 9 48 1315 339 678 216 212 217 213 218 214
2000 5 41 1315 331 662 213 216 215 217 216 218
4000 2 36 1315 323 646 211 220 213 221 214 222
6000 -2 28 1315 317 634 209 224 210 225 212 227
8000 -6 21 1315 314 628 207 228 208 230 210 231
10,000 -10 14 1315 313 626 205 233 206 234 207 236
12,000 -13 9 1315 311 622 203 237 204 239 205 240
14,000 -17 1 1315 311 622 200 242 202 244 203 245
18,000 -21 -6 1315 311 622 198 247 200 249 201 250
18,000 -25 -13 1230 292 584 191 245 193 248 194 250
20,000 -29 -20 1149 273 546 183 243 185 246 187 249
22,000 -33 -27 1046 250 500 173 238 176 242 179 245
24,000 -37 -35 942 227 454 163 231 166 236 169 240
26,000 -42 -44 841 204 408 152 223 156 230 160 235
28,000 -46 -51 749 183 366 139 212 145 222 150 228
29,000 -48 -54 705 173 346 132 205 140 217 145 225
BT081!S1
December, 2000 5-31

Beech Model C90A
Section V - Performance Raylheon Aircraft
1900 RPM
ISA

FEET ·c •f FT-LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL 19 66 1315 342 684 214 214 215 215 216 216
2000 15 59 1315 334 668 212 218 213 219 214 220
4000 12 54 1315 326 652 210 222 211 224 212 225
6000 8 46 1315 321 642 208 227 209 228 210 229
8000 4 39 1315 316 632 206 231 207 233 208 234
10,000 0 32 1315 313 626 203 236 205 237 206 239
12,000 -3 27 1315 311 622 201 240 203 242 204 243
14,000 -7 19 1315 311 622 199 245 200 247 202 248
18,000 12 1246 296 592 192 244 194 247 196 249
18,000 -15 5 1164 278 556 185 242 187 245 189 248
20,000 -19 -2 1088 261 522 177 240 180 244 182 247
22,000 -23 -9 1014 245 490 170 238 173 242 175 245
24,000 27 -17 942 229 458 161 234 165 239 168 243
26,000 -31 - 24 862 211 422 152 228 156 235 160 240
28,000 -36 -33 773 190 380 140 218 146 22.7 150 234
29.()00 -38 -36 727 180 360 133 211 140 222 145 230
BT03152
5-32 December, 2000

1900 RPM
ISA +10°C

FEET DC Of FT-LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL 29 84 1315 346 692 213 216 214 218 215 219
2000 26 79 1315 338 676 211 221 212 222 213 223
4000 22 72 1315 331 662 209 225 210 226 211 227
6000 18 64 1315 324 648 206 229 208 231 209 232
8000 14 57 1315 319 638 204 234 206 235 207 237
10,000 11 52 1315 316 632 202 238 203 240 205 241
12,000 7 45 1315 313 626 200 243 201 245 202 246
14,000 3 37 1263 301 602 194 244 196 246 197 248
16,000 -1 30 1189 283 566 187 242 189 245 191 247
18,000 -5 23 1117 267 534 180 241 182 244 185 247
20,000 -9 16 1029 249 498 171 237 174 241 177 244
22,000 -13 9 958 233 466 164 234 167 239 170 243
24,000 -17 1 891 218 436 155 230 159 236 163 241
26,000 -21 -6 826 204 408 147 225 152 233 155 238
28,000 -26 -15 762 189 378 137 218 143 228 148 235
29,000 -28 -18 730 182 364 131 213 139 225 144 233
BT09159
December, 2000 5-33

Beech Model C90A
1900 RPM
ISA t20DC
NOTE: IOAT, TORQUE, ANO FUEL FLOW BASED ON 8500 LBS (3856 KGS)

FEET DC DF FT-LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL 39 102 1315 349 698 211 219 213 220 214 221
2000 36 97 1315 341 682 209 223 211 224 212 225
4000 32 90 1315 333 666 207 227 208 229 210 230
6000 28 82 1315 327 654 205 232 206 223 208 234
8000 24 75 1315 322 644 203 236 204 238 205 239
10.000 21 70 1315 318 636 200 241 202 242 203 244
12,000 17 63 1252 302 604 194 240 196 243 198 245
14,000 13 55 1180 285 570 187 240 189 242 191 244
16.000 9 48 1111 268 536 180 238 183 241 185 244
18,000 5 41 1043 252 504 173 237 176 240 178 243
20,000 1 34 979 237 474 166 235 169 239 172 242
22,000 -3 27 917 223 446 159 232 162 237 165 241
24,000 -7 19 845 208 416 150 226 154 233 158 238
26,000 -12 10 778 194 388 140 220 146 228 150 235
28,000 -16 3 718 180 360 130 211 137 223 142 231
29,000 -18 0 688 174 348 123 205 133 220 138 229
BTOS1!54
5-34 December, 2000

1900 RPM
ISA +30°C

ALTITUDE JOAT PER FLOW FUEL @9500 LBS @8500 LBS @7500 LBS
FEET DC Df FT-LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL 50 122 1315 352 704 210 221 211 222 212 223
2000 46 115 1315 343 686 208 225 209 227 210 228
4000 42 108 1315 335 670 206 229 207 231 208 232
6000 38 100 1315 328 656 204 234 205 235 206 237
8000 34 93 1303 320 640 200 237 202 239 203 241
10,000 30 86 1232 302 604 194 237 196 239 197 241
12,000 27 81 1163 285 570 187 236 189 239 191 241
14,000 23 73 1097 269 538 181 235 183 238 185 241
16,000 19 66 1034 254 508 174 234 176 237 179 240
18,000 15 59 971 239 478 167 232 170 236 172 239
20,000 10 50 912 225 450 159 229 163 234 166 238
22,000 6 43 853 211 422 152 226 156 232 159 237
24,000 2 36 797 198 396 144 221 149 229 153 235
26,000 -2 28 742 185 370 134 215 141 225 146 233
28,000 -6 21 682 172 344 122 203 132 219 138 228
29,000 -8 18 649 165 330 114 193 126 213 133 225
BTOS1!55
December, 2000 5-35

Beech Model C90A
1900 RPM
ISA +37°C
PRESSURE TORQUE FUEL TOTAL AI RSPEED - KNOTS

FEET oc Df FT-LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL 57 135 1315 363 706 209 222 211 224 212 225
2000 53 127 1315 344 688 207 227 208 228 210 229
4000 49 120 1315 336 672 205 231 206 233 207 234
6000 45 113 1296 326 652 201 234 203 236 204 237
8000 41 106 1238 309 618 196 234 197 236 199 238
10,000 37 99 1170 292 584 189 234 191 236 193 238
12,000 33 91 1104 275 550 182 233 185 236 186 238
14,000 29 84 1041 259 518 176 232 178 ·235 180 238
18,000 25 77 980 244 488 159 230 172 234 174 237
18,000 21 70 921 229 458 162 228 165 232 168 236
20,000 17 63 865 216 432 154 225 158 231 162 235
22,000 13 55 809 202 404 147 221 151 228 155 234
24,000 9 48 756 190 380 138 216 144 225 148 232
26,000 5 41 703 177 354 128 208 136 220 141 229
28,000 1 34 649 165 330 115 193 127 213 134 224
29,000 -1 30 621 159 318 103 176 121 208 129 222
BTOS1!56
5-36 December, 2000

CRUISE SPEEDS AT MAXIMUM CRUISE POWER
1900 RPM
I
WEIGHT: 8500 LBS/ (3856 KGS)
....
30,000
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TRUE AIRSPEED - KNOTS
December, 2000 5-37

Beech Model C90A
Section V - Performance Raylheon Aircraft
11900 RPM I
WEIGHT: 8500 LBS (3856 KGS)
1400 I I IIII I
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INDICATED OUTSIDE AIR TEMPERATURE
5-38 December, 2000

FUEL FLOW AT MAXIMUM CRUISE POWER

!1900 RPMI
360 l(!
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INDICATED OUTSIDE AIR TEMPERATURE - °C
December, 2000 5-39

Beech Model C90A
MAXIMUM RANGE POWER
1900 RPM
ISA ·30° C
WEIGHT 9500 LBS (4309 KGS) 8500 LBS (3856 KGS) 7500 LBS (3402 KGS)
PRESS TORQUE FUEL FUEL TORQUE FUEL FUEL rTORQUE FUEL FUEL
ALT IOAT PER FLOW FLOW TAS PER FLOW FLOW TAS PER FLOW FLOW TAS
ENGINE PER TOTAL ENGINE PER TOTAL ENGINE PER TOTAL
ENG ENG ENG
FEET oc Df FT-LBS LBS/HR LBS/Hl1 KNOTS FT-LBS LBS/HR LBS/H� KNOTS FT-LBS LBS/HR LBS/HFI KNOTS
SL -12 10 808 253 506 171 750 244 488 167 690 234 468 164
2000 -16 3 775 239 478 170 714 229 458 167 648 218 436 163
4000 -20 -4 738 224 448 170 671 213 426 165 601 201 402 161
6000 -24 -6 706 211 422 169 632 198 396 164 556 186 372 158
8000 -28 -18 691 201 402 170 614 188 376 165 531 174 348 158
10,000 -32 -26 681 193 386 172 607 181 362 167 525 167 334 160
12,000 -36 -33 674 186 372 174 601 174 348 169 520 160 320 162
14,000 -40 -40 662 179 358 176 587 166 332 170 509 152 304 163
16,000 -44 -47 650 172 344 1n 574 158 316 171 496 144 288 164
18,000 -48 -54 639 166 322 178 561 151 302 172 484 137 274 165
20,000 -52 -62 632 162 324 180 552 146 292 173 474 131 262 166
22,000 -56 -69 630 158 316 182 549 143 286 175 468 127 254 167
24,000 -60 -76 633 157 314 185 550 140 280 178 466 124 248 170
26,000 -63 -81 645 158 316 190 551 139 278 181 468 122 244 173
28,000 -67 -89 646 157 314 192 562 140 280 185 473 121 242 176
29,000 -69 -92 642 156 312 192 570 141 282 188 4n 121 242 178
BT03141
5-40 December, 2000

MAXIMUM RANGE POWER

1900 RPM
ISA ·2011 C
WEIGHT ... 9500 LBS (4309 KGS) 8500 LBS (3856 KGS) 7500 LBS (3402 KGS)
PRESS il'ORQUE FUEL FUEL TORQUE FUEL FUEL TORQUE FUEL FUEL
ENG ENG ENG
FEET ac aF FT-LBS LBS/HR LBS/H'1 KNOTS FT-LBS LBS/HR LBS/H� KNOTS FT-LBS LBS/HR LBS/HR KNOTS
SL -2 28 834 259 518 175 na 250 500 172 727 241 482 169
2000 -6 21 798 244 488 175 740 234 468 171" 687 226 452 168
4000 -10 14 780 233 466 176 716 223 446 172 656 213 426 168
6000 -14 7 758 222 444 177 691 211 422 173 629 201 402 168
8000 -18 0 737 211 422 178 668 200 400 173 603 189 378 168
10,000 -22 -8 717 202 404 179 642 189 378 173 571 177 354 167
12,000 -26 -15 708 194 388 181 628 181 362 174 555 168 336 168
14,000 -30 -22 700 188 376 183 621 174 348 176 544 161 322 170
16,000 -34 -29 670 181 362 185 614 168 336 179 537 155 310 172
18,000 -38 -36 680 175 350 186 606 162 324 181 530 149 298 174
20,000 -42 -44 672 170 340 188 597 157 314 182 520 143 286 175
22,000 -45 -49 662 166 332 189 588 152 304 184 512 138 276 177
24,000 -49 - 56 652 162 324 190 583 148 296 186 505 133 266 179
26,000 -53 -63 655 161 322 193 583 146 292 189 501 130 260 181
28,000 -57 -71 662 162 324 197 581 145 290 191 500 128 256 183
29,000 -59 -74 657 161 322 197 582 144 288 192 503 128 256 185
BT03142
December, 2000 5-41

Beech Model C90A
MAXIMUM RANGE POWER

1900 RPM
ISA ·10° C
WEIGHT .. 9500 LBS (4309 KGS) 8500 LBS (3856 KGS) 7500 LBS (3402 KGS)
PRESS rTORQUE 'FUEL FUEL JORQUE FUEL FUEL TORQ UE FUEL FUEL
ENGINE PER TOTAL ENGINE ·PER TOTAL ENGINE PER TOTAL
ENG ENG ENG
FEET oc DF FT-LBS LBS/HR LBS/HR KNOTS FT-LBS LBS/HR LBS/HF KNOTS FT-LBS LBS/HR LBS/Hl1 KNOTS
SL 8 46 796 255 510 173 738 245 490 170 686 236 472 167
2000 4 39 700 247 494 177 740 237 474 173 686· 228 456 170
4000 0 32 798 237 474 180 736 227 454 176 678 218 436 172
6000 -4 25 783 227 454 181 713 216 432 177 651 205 410 173
8000 -8 18 767 217 434 183 699 206 412 179 631 195 390 174
10,000 -12 10 749 209 418 184 682 198 396 180 613 186 372 175
12,000 -16 3 731 200 400 185 667 189 378 181 598 178 356 176
14,000 -20 -4 714 192 384 187 653 181 362 183 580 169 338 177
16,000 -24 -11 699 185 370 188 642 175 350 185 567 162 324 178
18,000 -27 -17 682 178 356 189 633 168 336 187 558 155 310 180
20,000 -31 -24 664 171 342 189 621 162 324 188 551 150 300 183
22,000 -35 -31 663 168 336 191 606 157 314 189 544 145 290 185
24,000 -39 -38 668 167 334 195 590 151 302 189 537 141 282 187
26,000 -43 -45 664 165 330 196 586 148 296 191 530 137 274 188
28,000 -47 -53 669 165 330 199 594 148 296 195 519 133 266 189
29,000 -49 -56 671 166 332 201 593 148 · 296 196 514 131 262 189
BT03143
5-42 December, 2000

MAXIMUM RANGE POWER

1900 RPM
ISA
WEIGHT ... 9500 LBS (4309 KGS) 8500 LBS (3856 KGS) 7500 LBS (3402 KGS)
PRESS il"ORQUE FUEL FUEL JORQUE FUEL FUEL TORQUE FUEL FUEL
ENG ENG ENG
FEET oc OF FT-LBS LBS/HR LBS/HR KNOTS FT·LSS LBS/HR LBS/H'1 KNOTS FT-LBS LBS/HR LBS/H'1 KNOTS
SL 18 64 810 260 520 176 726 246 492 171 660 235 470 166
2000 14 57 799 249 498 179 715 235 470 173 651 224 448 168
4000 10 50 791 239 478 181 712 226 452 176 648 215 430 171
6000 6 43 779 229 458 183 712 218 436 179 650 207 414 175
8000 2 36 761 218 436 184 706 209 418 181 647 199 398 178
10,000 -2 28 741 208 416 185 691 200 400 183 637 191 382 180
12,000 -6 21 723 199 398 186 671 190 380 184 616 181 362 180
14,000 -10 14 714 193 386 189 653 183 366 185 603 174 348 182
16,000 -13 9 711 189 378 191 638 176 352 186 588 167 334 ·1as
18,000 -17 1 706 183 366 194 625 169 338 187 572 159 318 185
20,000 -21 -6 696 178 356 195 620 164 328 190 560 153 306 186
22,000 -25 -13 674 171 342 195 617 160 320 193 547 147 294 187
24,000 -29 -20 663 168 336 195 612 156 312 195 534 142 284 188
26,000 -33 -27 675 169 338 200 600 152 304 195 524 137 274 189
28,000 -37 -35 675 169 338 202 592 150 300 196 526 135 270 192
29,000 -39 -38 682 170 340 204 600 151 302 199 529 135 270 194
BT03144
December, 2000 5-43

Beech Model C90A
MAXIMUM RANGE POWER
1900 RPM
ISA +10° C
WEIGHT .... 9500 LBS (4309 KGS) 8500 LBS (3856 KGS) 7500 LBS (3402 KGS)
PRESS rroRQUE FUEL FUEL TOR QUE FUEL FUEL TORQ UE FUEL FUEL
ENG ENG ENG
FEET oc OF FT-LBS LBS/HR LBS/HF! KNOTS FT-LBS LBS/HR LBS/HF1 KNOTS FT-LBS LBS/HR LBS/HF KNOTS
SL 28 82 793 259 518 177 732 249 498 173 676 239 478 170
2000 24 75 797 251 502 180 730 239 478 176 662· 228 456 171
4000 20 68 802 242 484 184 727 230 460 179 640 216 432 172
6000 16 61 800 234 468 187 724 221 442 182 635 207 414 175
8000 12 54 785 224 448 189 716 213 426 185 631 199 398 178
10,000 8 46 769 215 430 191 701 203 406 186 626 191 382 180
12,000 4 39 749 206 412 192 683 194 388 188 616 183 366 183
14,000 1 34 733 198 396 193 667 186 372 189 600 175 350 184
16,000 -3 27 717 190 380 194 654 179 358 191 584 167 334 185
18,000 -7 19 699 183 366 195 646 173 346 193 569 159 318 186
20,000 -11 12 684 178 356 195 633 168 336 194 566 156 312 189
22,000 -15 5 687 176 352 198 616 162 324 194 560 151 302 191
24,000 -19 -2 685 174 348 201 605 157 314 195 555 147 294 194
26,000 -23 -9 676 171 342 201 608 156 312 198 541 142 284 194
28,000 -27 -17 698 175 350 208 607 154 308 200 528 137 274 194
29,000 -29 -20 -- -- -- - 602 153 306 200 526 136 272 195
BT03145
5-44 December, 2000

MAXIMUM RANGE POWER

1900 RPM
ISA +200 C
WEIGHT .... 9500 LBS (4309 KGS) 8500 LBS (3856 KGS) 7500 LBS (3402 KGS)
PRESS TORQUE FUEL FUEL TORQUE FUEL FUEL iTORQUE FUEL FUEL
ENG ENG ENG
FEET oc OF FT-LBS LBS/HR LBS/HFl KNOTS FT-LBS LBS/HR LBS/H� KNOTS FT-LBS LBS/HR LBS/HFl KNOTS
SL 38 100 807 264 528 180 711 248 496 173 662 239 478 170
2000 34 93 796 253 506 182 708 238 476 176· 652 228 456 172
4000 30 86 790 243 486· 185 708 229 458 179 645 218 436 174
6000 26 79 782 234 468 187 713 222 444 183 645 210 420 178
8000 22 72 770 224 448 189 713 214 428 186 640 202 404 181
10,000 18 64 753 214 428 191 704 206 412 189 642 195 390 184
12,000 15 59 734 205 410 192 686 196 392 190 631 187 374 186
14,000 11 52 721 197 394 193 670 188 376 191 617 179 358 188
16,000 7 45 717 192 384 196 653 180 360 192 604 171 343 190
18,000 3 37 718 187 374 199 638 173 343 193 589 164 328 191
20,000 -1 30 711 183 366 201 628 167 334 195 574 157 314 192
22,000 -5 23 692 177 354 201 629 164 328 198 561 151 302 193
24,000 -9 16 678 174 348 201 626 162 324 200 547 146 292 194
26,000 -13 9 704 178 356 208 604 156 312 199 544 144 288 196
28,000 -17 1 -- - -- -- 613 157 314 203 545 142 284 200
29,000 -18 0 -- - - -- 625 160 320 207 539 140 280 200
BT03146
December, 2000 5-45

Beech Model C90A
MAXIMUM RANGE POWER

1900 RPM
ISA +30° C
WEIGHT ... 9500 LBS (4309 KGS) 8500 LBS {3856 KGS) 7500 LBS (3402 KGS)
PRESS TORQUE FUEL FUEL TORQUE FUEL FUEL TORQUE FUEL FUEL
ENG ENG ENG
FEET oc OF FT-LBS LBS/HR LBS/H� KNOTS FT-LBS LBS/HR LBS/HF1 KNOTS FT-LBS LBS/HR LBS/H'1 KNOTS
SL 48 118 803 265 530 181 730 252 504 176 667 241 482 172
2000 44 111 818 258 516 186 730 244 488 180 647 229 458 173
4000 40 104 823 250 590 190 730 235 470 183 627 218 436 174
6000 36 97 814 241 482 192 727 226 452 186 624 209 418 177
8000 32 90 797 230 460 194 721 218 436 189 625 202 404 181
10,000 29 84 783 221 442 196 706 208 416 191 628 195 390 184
12,000 25 77 767 212 424 198 690 199 398 192 621 187 374 187
14,000 21 70 749 204 408 199 677 191 382 194 607 179 358 189
16,000 17 63 727 195 390 199 669 185 370 196 592 171 342 190
18,000 13 55 706 187 374 199 662 178 356 199 578 164 328 191
20,000 9 48 688 180 360 199 649 172 344 200 570 158 316 193
22,000 5 41 688 178 356 201 631 166 332 200 572 154 308 197
24,000 1 34 708 180 360 208 613 160 320 199 568 150 300 200
26,000 -3 27 729 183 366 214 614 158 316 202 554 145 290 200
28,000 -6 21 -- -- -- -- 637 163 326 210 537 141 282 199
29,000 -- -- -- - - - - - -- - 535 140 280 200
BT03147
5-46 December, 2000

MAXIMUM RANGE POWER

1900 RPM
ISA +3r C
WEIGHT -+ 9500 LBS (4309 KGS) 8500 LBS (3856 KGS) 7500 LBS (3402 KGS)
PRESS TORQUE FUEL FUEL !TORQUE FUEL FUEL TORQUE FUEL FUEL
ENG ENG ENG
FEET oc IIF fT.. LBS LBS/HR LBS/H� KNOTS FT-LBS LBSAfR LBS/HF KNOTS FT-LBS LBS/HR LBS/H� KNOTS
SL 55 131 790 265 530 181 727 253 506 177 669 242 484 174
2000 51 124 793 256 512 185 720 243 486 180 654 231 462 175
4000 47 117 804 249 498 189 730 236 472 184 648 222 444 178
6000 43 109 807 241 482 193 736 229 458 188 645 214 428 181
8000 40 104 793 231 462 195 730 220 440 191 646 206 412 184
10,000 36 97 776 221 442 196 723 212 424 194 649 200 400 188
12,000 32 90 750 211 422 197 708 203 406 196 636 191 382 190
14,000 28 82 723 201 402 196 692 195 390 197 623 183 366 192
16,000 24 75 707 194 388 197 671 186 372 198 611 176 352 194
18,000 20 68 696 187 374 198 646 1n 354 197 600 169 338 196
20,000 16 61 704 185 370 202 626 170 340 197 592 163 326 198
22,000 12 54 715 184 368 207 617 165 330 198 576 156 312 199
24,000 8 46 -- - -- - 621 163 326 202 555 149 298 198
26,000 5 41 - - -- - 636 164 328 208 538 143 286 198
28,000 0 32 -- - -- -- - -- - -- 543 143 286 202
29,000 -2 28 - - -- -- - -- - -- 552 144 288 205
BT03148
December, 2000 5-47

CJ1 (J) 0:,
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RANGE PROFlLE · USABLE FUEL
C'D C'D
00 =:
0 C'D
0
384 GALLONS · (1454 LITERS)

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WEIGHT ............ 10,160 LBS {4608 KGS) BEFORE ENGINE START PRESSURE ALTITUDE ...... 17,000 FT
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FUEL ................ AVIATION KEROSENE POWER SETTING .......... MAXIMUM CRUISE POWER 0
FUEL DENSITY .... 6. 7 LBS/GAL (.803 KGS/LTR) C'D
RANGE ...................... 960 NM
NOTE: RANGE ALLOWS FOR TAXI AND RUNUP; INCLUDES

CRUISE CLIMB AND DESCENT; AND ALLOWS FOR
45 MINUTES RESERVE FUEL AT MAXIMUM RANGE
POWER.
30,000 . . . -211
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WEIGHT ............ 10,160 LBS (4608 KGS) BEFORE ENGINE START PRESSURE ALTITUDE ...... 17,000 FT
FUEL ................ AVIATION KEROSENE POWER SETTING .......... MAXIMUM CRUISE POWER
FUEL DENSITY .... 6 .7 LBS/GAL (.803 KGS/LTR)
ENDURANCE ................ 4.03 HRS
NOTE: ENDURANCE ALLOWS FOR TAXI AND RUNUP;
..
INCLUDES CRUISE CLIMB AND DESCENT; AND
ALLOWS FOR 45 MINUTES RESERVE FUEL AT
MAXIMUM RANGE POWER.
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Beech Model C90A
ONE-ENGINE-INOPERATIVE MAXIMUM CRUISE POWER

1900 RPM
ISA -30 ° C
NOTE; IOAT, TORQUE, AND FUEL FLOW BASED ON 8500 LBS (3856 KGS)
FUEL AIRSPEED KNOTS
TORQUE TOTAL
PRESSURE FLOW
IOAT PER FUEL @9500 LBS @8500 LBS @7500 LBS
ALTITUDE PER
ENGINE FLOW @4309 KGS @3856 KGS @3402 KGS
ENG
SL -13 9 1315 342 342 161 153 164 156 167 158
2000 -17 1 1315 334 334 159 155 162 158 165 161
4000 -21 -6 1315 328 328 157 158 160 161 163 163
6000 -24 -11 1315 322 322 155 160 158 163 161 166
8000 -28 -18 1315 318 318 153 162 156 166 159 169
10,000 -32 -26 1315 315 315 151 165 154 169 157 172
12,000 -36 -33 1315 314 314 148 167 152 171 155 175
14,000 -40 -40 1315 314 314 145 169 150 174 153 178
16,000 -44 -47 1195 287 287 134 161 141 169 145 174
18,000 -48 -54 1072 259 259 120 148 130 161 136 169
20,000 -53 -63 957 233 233 - - 117 150 127 162
22,000 -56 -69 869 212 212 - - - - 116 153
24,000 -61 -78 772 190 190 - - - - 100 137
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04159
5-50 December, 2000


1900 RPM
1SA-20° C
FUEL AIRSPEED KNOTS
TORQUE TOTAL
PRESSURE FLOW
ALTITUDE PER
ENG
SL -3 27 1315 344 344 160 154 163 157 165 160
2000 -7 19 1315 336 336 158 157 161 160 164 162
4000 -10 14 1315 330 330 156 159 159 162 162 165
6000 -14 7 1315 325 325 154 162 157 165 160 168
8000 -18 0 1315 321 321 151 164 155 168 158 171
10,000 -22 -8 1315 319 319 149 166 153 170 156 174
12,000 -26 -15 1315 318 318 146 168 150 173 154 177
14,000 -30 -22 1315 317 317 144 170 148 176 152 180
16,000 -34 -29 1233 298 298 135 165 141 173 146 178
18,000 -38 -36 1108 269 269 120 153 131 165 137 173
20,000 -42 -44 991 243 243 - - 118 155 127 166
22,000 -46 -51 900 221 221 - - - - 116 157
24,000 -51 -60 800 198 198 - - - - 101 142
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04160
December, 2000 5-51

Beech Model C90A
1900 RPM
ISA -10 ° C
FUEL AIRSPEED KNOTS
TORQUE TOTAL
PRESSURE FLOW
ALTITUDE PER
ENG
FEET oc OF Fr-LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL 7 45 1315 347 347 159 156 162 159 164 161
2000 3 37 1315 338 338 157 158 160 162 162 164
4000 0 32 1315 331 331 154 161 158 164 160 167
6000 -4 25 1315 326 326 152 163 156 167 159 170
8000 -8 18 1315 323 323 150 165 153 170 157 173
10,000 -12 10 1315 322 322 147 168 151 172 154 176
12,000 -16 3 1315 320 320 144 170 149 175 152 179
14,000 -20 -4 1315 315 315 140 170 146 177 150 181
16,000 -24 -11 1215 296 296 132 165 138 173 143 179
18,000 -28 -18 1132 277 277 120 156 130 168 136 176
20,000 -32 -26 1023 252 252 - - 119 159 128 170
22,000 -36 -33 930 230 230 - - - - 117 162
24,000 -41 -42 827 206 206 - - - - 102 146
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04161
5-52 December, 2000


1900 RPM
ISA
FUEL AIRSPEED KNOTS
TORQUE TOTAL
PRESSURE FLOW
ALTITUDE PER
ENG
SL 17 63 1315 351 351 157 157 161 161 163 163
2000 13 55 1315 343 343 155 160 158 163 161 166
4000 10 50 1315 335 335 153 162 156 166 159 169
6000 6 43 1315 329 329 151 164 154 169 157 172
8000 2 36 1315 325 325 148 167 152 171 155 175
10,000 -2 28 1315 322 322 145 169 150 174 153 178
12,000 -6 21 1315 320 320 143 171 147 176 151 181
14,000 -10 14 1238 303 303 134 166 141 174 145 179
16,000 -14 7 1152 284 284 124 159 133 169 138 176
18,000 -18 0 1072 265 265 107 142 124 164 131 173
20,000 -22 -8 994 247 247 - - 113 155 124 169
22,000 -26 -15 934 233 233 - - - - 115 162
24,000 -30 -22 845 212 212 - - - - 101 148
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04162
December, 2000 5-53

Beech Model C90A

1900 RPM
ISA +10 ° C
FUEL AIRSPEED KNOTS
TORQUE TOTAL
PRESSURE FLOW
ALTITUDE PER
ENG
FEET ac OF FT-LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL 27 81 1315 354 354 156 159 159 162 162 165
2000 24 75 1315 346 346 154 161 157 165 160 168
4000 20 68 1315 339 339 152 163 155 167 158 171
6000 16 61 1315 333 333 149 166 153 170 156 173
8000 12 54 1315 328 328 147 168 151 173 154 176
10,000 8 46 1315 324 324 144 170 148 175 152 179
12,000 4 39 1245 306 306 136 166 142 173 146 178
14,000 0 32 1171 289 289 128 161 135 170 140 177
16,000 -4 25 1099 272 272 116 150 127 166 134 174
18,000 -8 18 1028 255 255 - - 118 159 127 171
20,000 -13 9 934 237 237 - - 100 139 118 164
22,000 -16 3 881 223 223 - - - - 108 155
24,000 - - - - - - - - - - -
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04163
5-54 December, 2000


1900 RPM
ISA +20 ° C
FUEL AIRSPEED KNOTS
TORQUE TOTAL
PRESSURE FLOW
ALTITUDE PER
ENG
SL 37 99 1315 357 357 155 160 158 164 161 166
2000 34 93 1315 348 348 153 162 156 166 159 169
4000 30 86 1315 341 341 150 165 154 169 157 172
6000 26 79 1315 334 334 148 167 152 172 155 175
8000 22 72 1308 328 328 144 168 149 174 153 178
10,000 18 64 1233 309 309 137 165 142 171 147 176
12,000 14 57 1162 291 291 129 160 136 169 141 175
14,000 10 50 1093 274 274 118 151 128 165 134 172
16,000 6 43 1025 258 258 - - 120 159 128 169
18,000 1 34 956 241 241 - - 108 148 121 165
20,000 -2 28 905 228 228 - - - - · 112 159
22,000 -7 19 841 213 213 - - - - 100 147
24,000 - - - - - - - - - - -
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04164
December, 2000 5-55

Beech Model C90A
1900 RPM
ISA +30 ° C
FUEL AIRSPEED KNOTS
TORQUE TOTAL
PRESSURE FLOW
ALTITUDE PER
ENG
SL 48 118 1315 359 359 154 161 157 165 160 168
2000 44 111 1315 351 351 151 164 155 168 158 171
4000 40 104 1315 343 343 149 166 153 170 156 174
6000 36 97 1285 330 330 144 166 149 171 152 175
8000 32 90 1219 312 312 137 163 143 169 147 174
10,000 28 82 1148 294 294 129 158 136 167 141 172
12,000 24 75 1080 276 276 119 150 129 163 135 170
14,000 20 68 1015 260 260 - - 121 158 128 168
16,000 15 59 950 244 244 - - 110 148 121 164
18,000 12 54 901 230 230 - - - - 113 158
20,000 7 45 840 216 216 - - - - 103 148
22,000 - - - - - - - - - - -
24,000 - - - - - - - - - - -
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04165
5-56 December, 2000


1900 RPM
ISA +37 ° C
FUEL AIRSPEED KNOTS
TORQUE TOTAL
PRESSURE FLOW
ALTITUDE PER
ENG
SL 55 131 1315 361 361 153 162 156 166 159 169
2000 51 124 1304 350 350 149 164 153 168 157 171
4000 47 117 1264 335 335 145 163 149 168 153 172
6000 43 109 1215 319 319 139 161 144 168 148 172
8000 39 102 1156 302 302 131 158 138 166 143 171
10,000 35 95 1090 284 284 122 152 131 163 137 169
12,000 31 88 1025 267 267 108 138 123 158 130 167
14,000 26 79 962 251 251 - - 114 151 124 164
16,000 23 73 912 237 237 - - - - 116 159
18,000 18 64 853 222 222 - - - - 107 151
20,000 - - - - - - - - - - -
22,000 - - - - - - - - - - -
24,000 - - - - - - - - - - -
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
BT04166
December, 2000 5-57

Beech Model C90A
PRESSURIZATION CONTROLLER SE.TYING
FOR LANDING
EXAMPLE
ALTIMET.ER SETTING 29.60 IN. HG
LANDING FIELD ELEVATION 5330·FT
CABIN ALTITUDE SETTING 6100 FT
-· =---
--
11,000 I I ·F1£tol 1 , , ,
' I �-.:... - £1.. I I I I I
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ALTIMETER SETTING,_ IN. HG
5-58 December, 2000

C
Cl)
0
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3 HOLDING TIME
C"
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ASSOCIATED CONDITIONS: . EXAMPLES:
I\)
D PRESSURE
0
0 TORQUE SETTING 500 FT· LBS FUEL AVAILABLE FOR HOLDING . 800 LBS
0 PROPELLER SPEED 1900 RPM ALTITUDE . . . . . . 15,000 FT
EJ HOLDING TIME. . . . . . . .
REQUIRED HOLDING TfME . . .
HOLDING PRESSURE ALTITUDE
2.6 HRS (2 HRS· 36 MIN)
45 MIN (.75 HRS)
8000 FT
FUEL REQUIRED . . . . . . . 265 LBS
6.0 �-<.
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0 C.
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100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 3 -
D,) 0
CJ"I FUEL REQUIREMENT- POUNDS ::s (0
I
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(0 (1) )>
Beech Model C90A
Section V - Perlormance Raytheon Aircraft
TIME, FUEL, AND DISTANCE TO DESCEND
DESCENT SPEED: 169 KNOTS
ASSOCIATED CONDITrONS: EXAMPLE:
POWER . ............ AS REQUIRED TO INJTIAL ALTITUDE 17.000 FT
DESCEND AT FINAL ALTITUDE ... 5651 FT
1500 FT/MIN
l:ANDING GEAR .... UP TIME TO DESCEND .. ( 11.J - 3.8) = 7.5 MIN
FLAPS .. . .... . . . . . FUEL TO DESCEND ....... (47.5 - 17.0) = 30.5 LBS
UP DISTANCE TO DESCEND ... (37 - 12) = 25 NM
PROPELLER SPEED ... 1900 RPM
30,000 I 1 1 :_,J
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t +
TIME TO DESCEND MINUTES
0 20 40 60 80
t t
FUEL USED TO DESCEND POUNDS
0 10 20 30 40 50 60 70 80
DESCENT DISTANCE NAUTICAL MILES
5-60 December, 2000

C
CD
0
CD
CLIMB - BALKED LANDING -
3 CLIMB SPEED: 101 KNOTS (ALL WEIGHTS)
C"
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CD
N
0
0 POWER .................. TAKE-OFF OAT............................ 15 ° C
0
FLAPS .................... DOWN PRESSURE ALTITUDE ...... 6000 FT
LANDING GEAR ........ DOWN WEIGHT ...................... 87 44 LBS
NOTE: ENTER GRAPH AT PRESSURE ALTITUDE
FROM WHICH A GO-AROUND WOULD BE RATE OF CLIMB ............ 820 FT /MIN
EXECUTED. CLIMB GRADIENT .......... 7.3% -
22
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OUTSIDE AIR TEMPERATURE - °C WEIGHT - POUNDS .,, ::r
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WEIGHT - KILOGRAMS CD )>
en DJ
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LANDING DISTANCE WITHOUT PROPELLER REVERSING =!'. 0
ASSOCllTED CONDITIONS: 0 ';j'
POWER•••••••••• RETARDED TO MAINTAIN 600 FPM
ON FINAL APPROACH
WEIGHT ... POUNDS APPROACH SPEED "" KNOTS OAT ••••••••••••••••••••••• 15'C
FIELD PRESSURE ALTITU:C,E •••••• 5653 FT
:::s
<o
:s:
10,100 102 I Q.
FlAPS •••••••••• OOWN LANDING WEICHT ............. 87« LBS
LANDING GEAR •••• DOWN 9600 101 HEADWIND COMPONENT••••••••• 10 KTS "'D !.
RUNWAY ......... PAVED, l£VEL. DRY SURFACE 8000 101 GROUND ROU ............... 1305 FT (1) (')
POWER LMRS •••pROUNO RNE AFTER TOUCHDOWN TOTAL DISTANCE OVER � <.O
7000 101 0 0
BRAKING •••••••• MAXIMUM WITHOUT SLIDING TIRES
NOTE: OBSTACLE HEIGHT GUIDELINES ARE NOT APPLICABLE
50-FT OBSTACLE •••••••••••• 2356 FT 3
D>
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FOR INTERMEDIATE OBSTACLE HEIGHTS. :::s
l·H· ···H ... H·+·++I· ··+H··· ·H·· ···H ...... + ··· �� . .. .. ... . ...++ . . ·+·+·+-· !!+·-. . . -·. ·H+·....... ......
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C
Cl) - ,o -30 -20 -10 0 10 20 30 '° so 150 10,000 9000 8000 7000 0 10 20 30 0 50
0
(1) OUTSIDE .t.lR TEt.APER.t.TURE ...., "C WEIGHT ..., POUNDS WIND COt.APONENT OBSTACLE HEIGHT
"'
.... KNOTS "" F'EET
C" 111111111111
Cl) �
�� 4500 4000 3500 3000
WEIGHT ...., KILOGRAMS
0
0
0
C
CD
0
-
(1) LANDING DISTANCE WITH PROPELLER REVERSING
3 ASSOCIATED CONDITIONS:
C" POWER•••••••••• RCTAROEO TO MAINTAIN 600 FPM POUNDS APPROACH SPEED ... KNOTS
CD QAT•••••••••••••••••••••. 15-C
�
ON FINAL APPROACH FIELD PRESSURE ALTITUDE ••••••• 5653 FT
WEIGHT ...
�..,
"'0
0
Fl..APS •••••••••• DOWN
LANDING GEAR •••• DOWN
10,100
9600
102
101 LANDING WEIGHT ............. 87 LBS
HEADWIND COMPONENT ••••••••• 10 KTS
«
0 RUNWAY••••••••• PAVED, LEVEL, DRY SURFACE 8000
GROUND ROLL ............... 1189 FT
101
POWER LEVERS ••• REVERSE AFTER TOUCHDOWN 7000 TOTAL DISTANCE OVER
BRAklNG •••••••• MAXIMUM WITHOUT s·uolNG TIRES
101
SO-FT 0BSTACL£ ............ 2240 FT
f.11- ·: 1·= 'f -.- r_;iij:

NOTE: OBSTACLE HEIGHT GUIDELINES AR£ NOT APPLICABLE
FOR INTERMEDIATE 0BSTACL£ HEIGHTS.
y-nr1·r1·j: m
· ·
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Hit J.t·lJ·I1ITf · · ·t+ _· · · · · ·1 · · · ·+� · th. ·_ + · · · · ·

4000
[:�• �
w-...... I
tl :t:: I1m,r :r : n : : = :J:=i :: .: : : : :: : : :: : "!_. :n�lf_: :_i:�::: :.: . - ... .. -·:··· -·tt. "' " ...... ··r- ..
1200
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:
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1100
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3500
·i H +j+j+r1-rr i
_ _ _ _ ·· _ _ __ _ _ . _ _. _ tr TTt- 1000
:...:. :.·::. :..·=....: ji':"::..:.:.:f1: :......·: : :."':lt: -!"='

r........ .
................ "Tl " I...... : r-1
l ... I '
3000
900
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a::
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: :: =:::=: : =!::.}: : : 1: : : : : : : LL
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700
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2000
0
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- ...!llloi"i�-·- 500
,o:11oh?l'1T'til ;ri'f• 1:._. E···

1500
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0
:
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OUTSIDE: AIR TEMPERATURE - •c WEIGHT .... POUNDS WINO COMPONENT OBSTACLE HEIGHT (1)
-3 0
s:
-40 -20 -10 10 20 .30 40 60 10,000 9000 8000 7000 10
,..,. KNOTS ,.., FEET ::l. 0

111111111111 0 a.
.., (1)
3 -
WEIGHT ..... KILOGRAMS D> (")
-4500 -4000 3500 .3000
:::, c.o
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CJ1
(,.) (1) ):>
Beech Model C90A
5-64 December, 2000

SECTION 7 I
SYSTEMS DESCRIPTION
TABLE OF CONTENTS
SUBJECT PAGE
Airframe ........................................................................... 7-5

General Description..................... ............... ... . ......... . ............... 7 -5
Seating Arrangements............................................................... 7-5
Flight Controls ...................................................................... 7-5
Control Surtaces ................................................................... 7-5
Operating Mechanisms ............................·................... ............... 7-5
Manual Elevator Trim ............................................................... 7-5
Electric Elevator Trim (Optional) ....................................................... 7-5
Rudder Boost ...................................... . ............... ............... 7 -5
Instrument Panel .................................................................... 7-5
Typical Illustrations .................................................................. 7-6
Typical Instrument Panel (LJ-1353 thru LJ-1360, LJ-1362) .................................. 7-6
Typical Instrument Panel (LJ-1361, LJ-1363 and After) ..................................... 7-7
Pilot's and Copilot's Control Wheels (Typical) ............................................ 7-8
Overhead Light Control Panel (LJ-1353 thru LJ-1360, LJ-1362)............................... 7-9
Overhead Light Control Panel (LJ-1361, LJ-1363 thru LJ-1533).............................. 7-10
Overhead Light Control Panel (LJ-1534 and After)........................................ 7-11
Fuel Control Panel (LJ-1353 thru LJ-1360, LJ-1362) ....................................... 7-12
Fuel Control Panel (LJ-1361, LJ-1363 and After) ......................................... 7-13
Right Circuit Breaker Panel (Typical) (LJ-1353 thru LJ-1360, LJ-1362) ........................ 7-14
Right Circuit Breaker Panel (Typical) (LJ-1361, LJ-1363 and After) ........................... 7-15
Pedestal (Typical) ................................................................. 7-16
Annunciator System ................................................................ 7-17
Annunciator Panel Illustration ................. ..... .......................... ........ 7-18
Annunciator Panel - Nomenclature .................................................... 7-19
Flight Instruments .................................................................. 7-20
Electronic Pilot Altimeter (LJ-1567 and After) ............................................ 7-20
Altitude Alert Unit (LJ-1567 and After).................................................. 7-20
Ground Control .................................................................... 7-21
Wing Flaps ........................................................................ 7-21
Landing Gear ...................................................................... 7-21
Construction ..................................................................... 7-21
Hydraulic Extension and Retraction System ............................................. 7-21
Hydraulic Landing Gear Plumbing Schematic............................................ 7-22
Landing Gear Warning System ....................................................... 7-23
Landing Gear Manual Extension ...................................................... 7-24
Brake System ..... ·........ . ...................................................... 7-24
Tires ........................................................................... 7-24
Baggage Compartment .............................................................. 7-24
Aft Compartment ............... . .................................................. 7-24
Nose Compartment ................................................................ 7-25
Seats, Seatbelts, and Shoulder Harnesses .............................................. 7-25
Seats ........................................................................... 7-25
Cockpit .......................... .......................................... . .. 7-25
Cabin ........................................................................ 7-25
Toilet ........................................................................ 7-25
Seatbelts ........................................................................ 7-25
Shoulder Harnesses ............................................................... 7-26
Cockpit .................................................................... ... 7-26
Cabin ........................................................................ 7-26
Toilet ........................................................................ 7-26
July, 2005 7-1

I SECTION 7
SYSTEMS DESCRIPTION
TABLE OF CONTENTS (CONT'D)
SUBJECT PAGE
Doors, Windows and Exits . ........................................................... 7-26

Airstair Door Entrance ............................................................. 7-26
Emergency Exit ................................................................... 7-28
Interior Dividers ................................................................... 7-28
Cabin Exterior Windows............................................................. 7-28
Polarized Interior Windows .......................................................... 7-28
Shade Type Windows .............................................................. 7-28
Sun Visor Operation ............................................................... 7-28
Control Locks ...................................................................... 7-29
Power Plant ........................................................................ 7-29
Propulsion System Controls.......................................................... 7-30
Power Levers .................................................................. 7-30
Propeller Levers ................................................................ 7-30
Condition Levers ................................................................ 7-30
Propeller Ground Fine Operation ................................................... 7-30
Propeller Reversing ............................................................. 7-30
Friction Locks ..... . ................. . ...... ............... ..................... 7-30
Engine Instrumentation (LJ-1353 thru LJ-1360, LJ-1362) ................................... 7-31
Engine Instrumentation (LJ-1361, LJ-1363 and After)...................................... 7-32
Engine Lubrication System .......................................................... 7-33
Magnetic Chip Detector .......................................................... 7-33
Starting and Ignition System ......................................................... 7-33
Auto Ignition ................................................................... 7-34
Pitot Duct Air System............................................................... 7-34
Ice Protection .................................................................. 7-35
Pitot Cowling Engine Air Inlet.................................................... 7-35
Engine Anti-Ice System ........................................................ 7-35
Oil-to-Fuel Heat Exchanger ....................................................... 7-35
Fuel Control Heat ............................................................... 7-35
Fuel Control ...................................................................... 7-36
Fire Detection System (Optional)...................................................... 7-36
Fire Extinguisher System (Optional) ................................................... 7-37
Fire Detection/Fire Extinguisher System Schematic ....................................... 7-38
Propeller System ................................................................... 7-39
Low Pitch Stops...........•........................................................ 7-39
Propeller Governors................................................................ 7-39
Autofeather System (If Installed) ...................................................... 7-39
Propeller Synchrophaser ............................................................ 7-39
Fuel System ....................................................................... 7-40
Boost Pumps ..................................................................... 7-40
Fuel Transfer Pumps ............................................................... 7-40
Crossfeed ....................................................................... 7-40
Firewall Shutoff ................................................................... 7-41
Fuel Filter (Strainer)................................................................ 7-41
Fuel Drains ...................................................................... 7-41
Fuel Gaging System ............................................................... 7-41
Fuel System Schematic ............................................................. 7-42
Fuel Purge System ................................................................ 7-43
Use of Aviation Gasoline ............................................................ 7-43
7-2 July, 2005

Raytheon Aircraft Company ModelC90A
SECTION 7 I
SYSTEMS DESCRIPTION
TABLE OF CONTENTS
SUBJECT PAGE
Electrical System ................... . ........................ ....................... 7-43

Battery.................................. ......... ........ . ...................... 7-43
Generators ................................................ .. .. .................. 7-43
Bus Ties ............... ....................................... .................. 7-44 I
External Power ... .... ............................. .. ...... ................... .. .. 7 -44
External Power Unit Requirements ................................................. 7-44
Inverters ........................................................................ 7-44
Power Distribution Schematic .............. .......................................... 7-45
Avionics/Electrical Equipment Bus Connection ........................................... 7-46
Standby EFIS Power Supply ......................................................... 7-48
Lighting Systems ........................ . .......................................... 7 -48
Cockpit ................................................... ..................... . 7-48
Cabin ........................................................................... 7-48
Exterior ............. ........... . ........... .............. ....................... 7-49
Environmental System .. . ........................................................... 7-49
Pressurization System.............................................................. 7-49
Environmental System Schematic..................................................... 7-51
Flow Control Unit.................................................................. 7-52
Unpressurized Ventilation ........................................................... 7-53
Heating .................... ............. ........... ...... ....................... 7-53
Electric Heat . ... ......................... .................. ................... . .. 7-53
Cooling ........ ... .. .......................................... .... .............. 7-53
Environmental Controls ............................................................. 7-54
Heating Mode ....................... .................... . ...................... 7-54
Cooling Mode .................................................................. 7-54
Automatic Mode Control .......................................................... 7-54
Manual Mode Control ............................................................ 7-54
Bleed Air Control ............................................................... 7-54
Vent Blower Control ............................................................ 7- 55
Oxygen System ............................ ................. ....................... 7-55
Oxygen System Schematic ............................. ....... ...................... 7-56
Pitot and Static System Schematic .................................................... 7-57
Pitot and Static System .............................................................. 7-58
Pitot ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . · . . . . . . . . . . . . . . . . . . . . 7-58
Static .......... ..... .................. ..................... ..................... 7-58
Engine Bleed Air Pneumatic System ................................................... 7-58
Stall Warning System ............................................................... 7-58
Ice Protection System ........... . ................................................... 7-58
Windshield Anti-Ice ................................................................ 7-58
Propeller Deice System............... ...... ................. ...... ................ . 7-59
Surface Deice System .............................................................. 7-60
Pitot Mast Heat .. ... ................................. ............................ . 7-60
Stall Warning Anti-Ice .............................................................. 7-60
Fuel Heat ........................................................................ 7-60
Pneumatic Bleed Air System and Surface Deice System Schematic .......................... 7-61
Comfort Features ................................................................... 7-62
Toilet .......... ................... . ..... ................. ....................... 7-62
Relief Tubes ..................................................................... 7-62
Cabin Features ..................................................................... 7-62
Fire Extinguisher . .................................... ............................. 7-62
Storm Windows .................................................................. . 7-62
Windshield Wipers................................. ........... .. ................... 7-62
July, 2005 7-3

Section 7
Systems Description
Rayllleon Aircraft Company
Model C90A
7-4 July, 2005

Raytlleon Aircraft Company Section 7
Model C90A Systems Description
AIRFRAME rocker switch results in the opposite of the previous motions
with the airplane nose pitching up.
GENERAL DESCRIPTION
Overtravel is prevented by an electro-magnetic clutch
The King Air C908 is an all-metal, low-wing, twin-engine between the servo motor and the cable drum. The system is
turbo-propeller airplane with retractable landing gear. electrically protected by a circuit breaker on the sidewall
circuit breaker panel.
SEATING ARRANGEMENTS
When an autopilot is installed, refer to the appropriate
The King Air C908 is an 8-place airplane. The pilot and Autopilot Flight Manual Supplement for a description of the
copilot seats are mounted in a separate forward electric elevator trim system used with the autopilot.
compartment. The passenger compartment offers club
seating with aisle facing and lavatory seating. For additional RUDDER BOOST
I information, see "Cabin Arrangement Diagram", Section 6,
WEIGHT AND BALANCE/EQUIPMENT LIST. A rudder boost system is provided to aid in maintaining
directional control in the event of an engine failure or a large
variation of power between the engines. Incorporated into the
FLIGHT CONTROLS rudder control system are two pneumatic servos that can
augment the action of the rudder cables to help compensate
CONTROL SURFACES
for asymmetrical thrust.
The airplane is equipped with conventional ailerons,
During operation, a differential pressure switch senses bleed
elevators, and rudder; for roll, pitch, and yaw control.
air pressure differences between the engines. If the bleed air
pressure from one engine falls below a preset value, a signal
OPERATING MECHANISMS from the differential pressure switch to one of the two
The airplane is equipped with dual controls for the pilot and solenoid valves in the bleed air lines to the rudder boost
copilot. The ailerons and elevators are operated by control servos, causes the solenoid valve to open and one of the
wheels interconnected by a T-bar. The rudder pedals are servos is actuated. The pressurized servo will then pull on
interconnected by linkage below the floor. These systems are one of the rudder cables. Tension springs in the connection
connected to the control surfaces through push-rod and between the servos and the rudder cables take up the slack
cable-and-bellcrank systems. Rudder, elevator, and aileron in the rudder cable when one or the other of the servos is
trim are adjustable with controls mounted on the center actuated. A drop in bleed air pressure from the left engine will
pedestal. A position indicator for each of the trim tabs is actuate the appropriate servo and the right rudder pedal will
integrated with its respective control. move forward. A drop in bleed air pressure from the right
engine will cause the left rudder pedal to move forward. This
MANUAL ELEVATOR TRIM system is intended to help compensate for asymmetrical
thrust only. Appropriate trimming is to be accomplished by
Manual control of the elevator trim is accomplished with a using the trim controls.
handwheel located on the left side of the pedestal. It is a
conventional trim wheel which is rolled forward for nose down The system is controlled by a toggle switch, RUDDER
trim, and rolled aft for nose up trim. BOOST - OFF, located on the pedestal below the aileron trim
control knob. The switch is to be in RUDDER BOOST position
before flight. A preflight check of the system can be
ELECTRIC ELEVATOR TRIM (OPTIONAL) performed during run-up by retarding the power on one
The electric elevator trim system is composed of an electric engine to idle and advancing power on the opposite engine
servo motor and electro-magnetic ,clutch combination that until the power difference between the engines is great
drives a cable drum. The cable drum is wrapped with several enough to activate the rudder boost system. Movement of the
turns of the trim tab control cable; thus, drum rotation results appropriate rudder pedal indicates that the system is
in elevator trim tab movement. The electric elevator trim functioning. Repeat the check with opposite power settings
system is activated when a toggle switch on the pedestal and look for movement of the opposite rudder pedal.
(located below the aileron trim control knob) is placed in the
ELEV TRIM position, and is disengaged when the switch is
INSTRUMENT PANEL
placed in the OFF position.
Flight instruments are arranged in a group directly in front of
The electric elevator trim system is controlled by pitch trim
the pilot and the copilot. Complete pilot and copilot flight
rocker switches on the pilot's control wheel. NOSE DN at the
instrumentation is available, including dual navigation
top of the rocker switch, when depressed causes the elevator
systems, two course selectors, dual gyro horizons, and dual
trim servo to move the trim tab in an upward direction, which
turn and slip indicators.
allows the airflow to move the elevator in a downward
direction and the result is that the nose of the airplane is The operation and use of the instruments, lights, switches,
pitched in a downward direction. The control column is also and controls located on the instrument panel is explained
displaced in a forward direction due to the elevator control under the systems descriptions relating to the subject items.
cable connections. Depressing NOSE UP at the bottom of the
July, 2005 7-5

Section 7 Raylllean Aircraft Company
Systems Description Model C90A
TYPICAL ILLUSTRATIONS
?i!ll!l00(i] �;
r'i ,·,.
I I I I _,.
i i I \ l.,
\ \ \'
�@!II000@0.
C94LJ07Cl376
TYPICAL INSTRUMENT PANEL

(LJ-1353 THAU LJ-1360, LJ-1362)
7-6 July, 2005

Section VII - Systems Description
..,:
11
••
q
TYPICAL INSTRUMENT PANEL

{LJ-1361, LJ-1363 And After)
December, 2000 7-7

Beech Model C90A
Section VII - Systems Description Raytheon Aircraft
/
0
�echcraft
I
(1
I
SELECT
llfilJI
l__SET_J
PILOT'S CONTROL WHEEL
COPILOT'S CONTROL WHEEL

C94L--l07C0844
PILOT'S AND COPILOT'S CONTROL WHEELS (TYPICAL)
7-8 December, 2000

Section Vil - Systems Description
[ DO NOT OPERATE J
ON DRY GLASS
WINDSHIELD
WIPERS OVERHEAD INSTRUMENT
OFF FLOOD INDIRECT
�H�
OFF OFF
PA/ffi\OW
FAST
0
EJ
�
MASTER �BRT/ �BRT/

PANEL PILOT COPILOT COPILOT
LIGHTS FLIGHT ENGINE AVIONICS OVHD PED SIDE GYRO FLIGHT
ON INSTR INSTR PANEL !. SUBPANEL PANEL INSTR INSTR
OFF OFF OFF OFF OFF OFF OFF
OFF
�
�BRT/ @)@)@)@)@)@)
OPERATION LIMITATIONS
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS
NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED
THIS AIRPLANE APPROVED FOR VFR. !FR DAY i NIGHT OPERATION � IN ICING CONDITIONS.
CAUTION
STALL WARNING IS INOPERATIVE �/HEN MASTER SWITCH rs OFF. STANDBY COMPASS IS ERRATIC
WHEN IHNOSHIELD ANTI-ICE ANO/OR AIR CONDITIONER ANO/OR ELECTRIC HEAT IS ON.
INSTRUMENT
EMERG LIGHTS
VOLTMETER ON
BUS SELECT
EJ
,-GENERATOR --i
LEFT RIGHT
PL
CT ED
EX AT OFF
PWR
C94LJ07C0842
OVERHEAD LIGHT CONTROL PANEL

(LJ-1353 Thru LJ-1360, LJ-1362)
December, 2000 7-9

Beech Model C90A
[ DO NOT OPERATE J
ON DRY GLASS
MAX
WINDSHIELD AIRSPEED KNOTS
OFF FLOOD INDIRECT GEAR EXTENSION I 82
OFF OFF GEAR RETRACT I 63
PAR OW
GEAR EXTENDED
�
I 82
0
@)@)
FAST APPROACH FLAP
[]� i
I 84
� FULL DOWN FLAP I 48
MANEUVERING 169
MASTER
LIGHTS FLIGHT ENGINE AVIONICS OVHD PED SIDE GYRO FLIGHT
INSTR PANEL II. SUBPANEL PANEL INSTR INSTR
OFF OFF OFF OFF OFF OFF
OFF
�BRT ::'./ @)@)@)@)@)@)
ND ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED
THIS AIRPLANE APPROVED FOR VFR, IFR DAY I!, NIGHT OPERATION II. IN ICING CONDITIONS.
CAUTION
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI -ICE AND/OR AIR CONDITIONER
ANO/OR ELECTRIC HEAT IS ON.
INSTRUMENT
EMERG LIGHTS
VOLTMETER ON
BUS SELECT
[]
,--GENERATOR ---,
LEFT RIGHT
PL
CT FED
EX AT OFF
PWR
C94L.J07C 1297

(LJ-1361, LJ-1363 Thru LJ-1533)
7-10 December, 2000

[ 00 NOT OPERATE J
ON ORY GLASS
�MAX
WINDSHIELD AIRSPEEO KNOTS
OFF FLOOD INDIRECT GEAR EXTENSION
B
OFF OFF
182
PA OW GEAR RETRACT I b:l
GEAR EXTENDED
�
I 82
0
@)@)
FAST APPROACH FLAP 184
� FULL DOWN FLAP I 48
MAt-.EUVERING ! b9
MASTER
LIGHTS FLIGHT ENGINE AVIONICS OVHD PEO SIDE GYRO FLIGHT
ON I R INSTR PANEL I!. SUBPANEL PANEL INSTR INSTR
��; OFF OFF OFF OFF
OFF OFF
OFF
ffi
�BRT :'.'./
ffi ffi ffi ffi ffi ffi
�BRT:'.'./ �BRT :'.'./ �BRT :'.'./ �BRT :'.'./ �BRT :'.'./ �BRT :'.'./
NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED
THIS AIRPLANE APPROVED FOR VFR, IFR DAY I!. NIGHT OPERATION I!. IN ICING CONDITIONS.
CAUTION
e
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE ANO/OR AIR CONDITIONER
AND/OR ELECTRIC HEAT IS ON.
.)
· Bo
R
E�� is
VCL TMETER ON
BUS SELECT
r-GENERATOR ---,
LEFT RIGHT
-
PL
CT FED
EX AT OCF
PWR
L.JOOC
9B3255AA

(LJ-1534 and After)
December, 2000 7-11

Beech Model C90A
o
TRANSFER PUMP
ENGINE TRANSFER ENGINE TRANSFER PUMP
fJ
0�
AUTO AUTO
0 � 0
CFF OFF
BOOST PUMP BOOST PUMP
ON SEE MANUAL FOR ON
FUEL CAPACITY
OFF OFF
FUEL QUANTITY CROSSFEED
TOTAL
AUTO
LEFT � RIGHT
NACELLE �E
,,----... ,,----...
--
l
..-----
7 U
P MAX AIRSPEED KNOTS UPl:.N �
GEAR EXTENSION 182 APPROACH FLAP 184
�
� r GEAR RETRACT 163 FULL DOWN FLAP 148
CLOSE GEAR EXTENDED CLOSE
182 MANEUVERING 169
L FW R FW I�
�
SHUTOFF SHUTOFF
VALVE VALVE
FUEL SYSTEMS
FW BOOST TRANS QTY PRESS CROSS PRESS QTY TRANS BOOST FW
VALVE PUMP PUMP IND WARN FEED WARN IND PUMP PUMP VALVE
0 ® 0 0 0 0 0 0 0 ® 0
LEFT RIGHT
� A
C94LJ39Cl248
FUEL CONTROL PANEL

{LJ-1353 thru LJ-1360, LJ-1362)
7-12 December, 2000

TRANSFER PUMP ENGINE TRANSFER ENGINE

TRANSFER PUMP
OijE OijE
AUTO AUTO
0 � 0
[ff OFF
BOOST PUMP BOOST PUMP
ON SEE MANUAL FOR ON
FUEL CAPACITY
�
OFF OFF
FUEL QUANTITY CROSSFEED
TOTAL
AUTO
LEFT � RIGHT
NACELLE CL E
�
--
I/ OPEN
-
,---.
FIRE BOOST TRANS OTY PRESS CROSS PRESS OTY FIRE

TRANS BOOST WALL
,----..
--
OPEN'-\:
WALL
© ®©©©©©© ©®©
FIREWALL VALVE PUMP PUMP IND WARN FEED WARN IND PUMP PUMP VALVE
FIREWALL
SHUTCFF � � SHUTOFF
VALVE VALVE
CLOSED I CLOSED
� LEFT FUEL SYSTEM
"--------. RIGHT :: �
ENGINE INSTRUMENTS
©©©©©©©
LEFT
I
ITT
I I
TORQUE PROP
I I
TURBINE FUEL
I
OIL
I
OIL
©©©©©©©
TA CH T � CH FL i°W PRESS TEMP
I I 1 I
RIGHT
� A
C94L.J39Cl247
FUEL CONTROL PANEL

(LJ-1361, LJ-1363 and After)
December, 2000 7-13

Beech Model C90A
( AVIONICS
0
AV!ll'l!CS
B.ll
MASTER
9000
AVIONICS COMM NA'/ COMPASS
BAl
NO. I NO. I NO. I NO. I

@
NORMAL AVIONICS COMM NAV COMPASS
0
LEFT
GEN I
TO UE ��
<Gf9'600
METER EFIS
FANS
( )
GEN 2
STBY N0.3 NO. I

EB
0 000800
IND RADIO RADAR XPNOR AP AFCS EFIS
BAI
ALTM N0.2 SERVO AUX BAT

EB DSPL
00000
ADF DSP PRCSR EADI EHSI
BAT
PILOT
@
0000
VOICE AURAL PILOT COPILOT
GEN I
RCDR WARN AUDIO AUDIO
C94L.J07COB43
RIGHT CIRCUIT BREAKER PANEL (TYPICAL}

(LJ-1353 thru LJ-1360, LJ-1362)
7-14 December, 2000

BAT
MASTER
0000
AVIONICS COMM NAV COMPASS
BAl
NO. I NO. I NO. I NO. I

@
�" (;)i�Q�
NORMAL AVIONICS COMM NAV COMPASS
I A
EFIS
<© G5'0 00
FANS
DME RMI
GEN 2
0�00eoe
STBY N0.3 NO.I
EB
BAT
ALTM N0.2 SERVO AUX BAT

0 OSPL
00000
ADF DSP PRCSR EADI EHSI
BAl
-----PILOT----
0000
VOICE AURAL PILOT COPILOT
GEN I
RCDR WARN AUDIO AUDIO
C94LJ39B0607
RIGHT CIRCUIT BREAKER PANEL (TYPICAL}

(LJ-1361, LJ-1363 and After)
December, 2000 7-15

Beech Model C90A
UPPER PEDESTAL
PANEL COMPONENTS
COCKPIT VOICE RECORDER

{EFFECTIVITY: L�-1353,
LJ-1354, LJ-1357 AND AFTER)
EF15 POWER PILOl �IL�

� CENTER I
DSP1... PRCSR OSPL A?CSR
@N<lRH ®'°"'
CENTER CENTER
L LBO�SI'S
IAL.L ON NO.I
�
%SGI @l'LRH
LALL ON N0.2
LOWER
PANEL
C94L.J39B0605
PEDESTAL (TYPICAL)
7-16 December, 2000

llaylllean Aircraft Company Section 7
ANNUNCIATOR SYSTEM again. An illuminated caution annunciator on the warning/
caution/advisory annunciator panel will remain on until the
The annunciator system consists of a warning/caution/ fault condition is corrected, at which time it will extinguish.
advisory panel. The warning (red), caution (amber), and The MASTER CAUTION flasher will continue flashing until
advisory (green) annunciators are centrally located in the depressed.
glareshield. A red MASTER WARNING flasher, an amber
MASTER CAUTION flasher, and a PRESS TO TEST button The warning/caution/advisory annunciator panel also
are also part of the system. These are located immediately to contains the green advisory annunciators. There is no master
the left of the warning/caution/advisory annunciator panel. flasher associated with these annunciators, since they are
only advisory in nature, indicating functional situations which
The annunciators are of the word-readout type. Whenever a do not demand the immediate attention or reaction of the
fault condition covered by the annunciator system occurs, a pilot. An advisory annunciator can be extinguished only by
signal is generated and the appropriate annunciator is disengaging the condition/system indicated on the
illuminated. illuminated lens.
If the fault requires the immediate attention and reaction of The warning annunciators, caution annunciators, advisory
the pilot, the appropriate red warning annunciator in the panel annunciators, MASTER WARNING flasher, and MASTER
illuminates and the MASTER WARNING flasher begins CAUTION flasher feature both a "bright'' and a "dim" mode of
flashing. Any illuminated lens in the warning/caution/advisory illumination intensity. The "dim" mode will be selected
annunciator panel will remain on until the fault is corrected. automatically whenever all of the following conditions are
However, the MASTER WARNING flasher can be met: a generator is on the line; the OVERHEAD FLOOD
extinguished by depressing the face of the MASTER LIGHTS are OFF; the PILOT FLIGHT LIGHTS are ON; and
WARNING flasher, even if the fault is not corrected. In such the ambient light level in the cockpit (as sensed by a
a case, the MASTER WARNING flasher will again be photoelectric cell located in the overhead light control panel)
activated if an additional warning annunciator illuminates. is below a preset value. Unless all of these conditions are
When a warning fault is corrected, the affected warning met, the "bright" mode will be selected automatically.
annunciator will extinguish, but the MASTER WARNING
flasher will continue flashing until depressed. The lamps in the annunciator system should be tested before
every flight, and anytime the integrity of a lamp is in question.
Whenever an annunciator-covered fault occurs that requires Depressing the PRESS TO TEST button, located to the left of
the pilot's attention but not his immediate reaction, the the warning/caution/advisory annunciator panel in the
appropriate amber caution annunciator illuminates, and the glareshield, illuminates all the annunciator lights, MASTER
MASTER CAUTION flasher begins flashing. The MASTER WARNING flasher, and MASTER CAUTION flasher. Any
CAUTION flasher can be extinguished by depressing the lamp that fails to illuminate when tested should be replaced
face of the MASTER CAUTION flasher to reset the circuit. (refer to LAMP REPLACEMENT GUIDE in Section 8, I
Subsequently, when any additional caution annunciator HANDLING, SERVICING AND MAINTENANCE)
illuminates, the MASTER CAUTION flasher will be activated
July, 2005 7-17

Section 7 llayllleon Aircraft Company
GLARESHIELD
I I
L FUEL PRESS
11
L OIL PRESS IE L ENG FIRE
II -- II
-- II
INVERTER
II
A/P FAIL
11
A/P TRIM FAIL
I
I
L DC GEN
11 I II I
I
L NO FUEL XFR I RVS NOT READY L CHIP DETECT L ENG ICE FAIL R ENG ICE FAIL
II II
--
II
L GEN TIE OPEN
I
I
L IGNITION ON I I
R IGNITION ON
II
L AUTOFEATHER
I
I I
R AUTOFEATHER L ENG ANTI-ICE R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED
I II 'I 'I I
I I CABIN ALT HI 11 CABIN DOOR

II
**
�
E Drmll -- I� R ENG FIRE
11
R OIL PRESS
II
R FUEL PRESS
I
BAT TIE OPEN R GEN TIE OPEN PITCH TRIM OFF -- R CHIP DETECT R NO FUEL XFR R DC GEN
I II II 11 II 11
I HYD FLUID LO I l*BATIERY CHARGE' I EXT PWR

II
-- II
LDG/TAXI LIGHT I***L BL AIR OFF *** R BL AIR OFF
' II I
ANNUNCIATOR PANEL
* AIRPLANES PRIOR TO LJ-1 534
** AIRPLANES PRIOR TO LJ-1531
*** AIRPLANES LJ-1688, LJ-1689, LJ-1691 AND AFTER
I + OPTIONAL
LJ07C
031471AA
7-18 July, 2005

ANNUNCIATOR PANEL
NOMENCLATURE COLOR P ROBABLE CAUSE FOR ILLUMINATION
L FUEL PRESS Red Low fuel pressure on left side.
L OIL PRESS Red Low oil pressure in left engine.
*L ENG FIRE Red Fire in left engine compartment.
Red
Red
INVERTER Red The inverter selected is inoperative.
A/P FAIL Red Autopilot is disconnected.
A/P TRIM FAIL Red Improper trim or no trim from autopilot trim command.
CABIN ALT HI Red Cabin pressure altitude exceeds 12,500 feet.
CABIN DOOR
** BAGGAGE DOOR
Red
Red
Cabin door open or not secure.
Nose baggage door not secure.
I
Red
*R ENG FIRE Red Fire in right engine compartment.
R OIL PRESS Red Low oil pressure in right engine.
R FUEL PRESS Red Low fuel pressure on right side.
L DC GEN Amber Left generator off the line.
L NO FUEL XFR Amber Left wing tank empty or transfer pump failure.
RVS NOT READY Amber Propeller levers are not in the high rpm, low pitch position with the
landing gear extended.
L CHIP DETECT Amber Metal contamination in left engine oil is detected.
L ENG ICE FAIL Amber Left engine anti-ice vanes in transit or inoperative.
R ENG ICE FAIL Amber Right engine anti-ice vanes in transit or inoperative.
Amber
L GEN TIE OPEN Amber Left generator bus isolated from center bus.
BAT TIE OPEN Amber Battery isolated from generator buses.
R GEN TIE OPEN Amber Right generator bus isolated from center bus.
*PITCH TRIM OFF Amber Pitch trim de-energized by a trim disconnect switch on the control
wheel with the system power switch on the pedestal turned on.
Amber
R CHIP DETECT Amber Metal contamination in right engine oil is detected.
R NO FUEL XFR Amber Right wing tank empty or transfer pump failure.
R DC GEN Amber Right generator off the line.
L IGNITION ON Green System is armed and left engine torque is below 400 ft-lbs or left
ignition and engine start switch is ON.
R IGNITION ON Green System is armed and the right engine torque is below 400 ft-lbs or
right ignition and engine start switch is ON.
*Optional Equipment
** Airplanes Prior To LJ-1531 I
December, 2000 7-19

ANNUNCIATOR PANEL
NOMENCLAT URE COLOR PROBABLE CAUSE FOR ILLUMINATION
+ L AUTOFEATHER Green Left Autofeather armed with power levers advanced above 90% N 1 .
+ R AUTOFEATHER Green Right Autofeather armed with power levers advanced above 90% N1.
L ENG ANTI-ICE Green Left engine anti-ice vanes in position for icing conditions.
R ENG ANTI-ICE Green Right engine anti-ice vanes in position for icing conditions.
MAN TIES CLOSE Green Manually close generator bus ties.
FUEL CROSSFEED Amber Crossfeed valve is open.
HYO FLUID LO Amber Hydraulic fluid is low in the hydraulic fluid reservoir.
**BATTERY CHARGE Amber Excessive battery charge current.
EXT PWR Amber External power connector is plugged in.
Amber
LDGrrAXI LIGHT Green Landing lights or taxi light on with landing gear UP.
I ***L BL AIR OFF

***R BL AIR OFF
+ If Installed
Amber
Amber
The left bleed air valve switch is in the CLOSED position.
The right bleed air valve switch is in the CLOSED position.
** Airplanes Prior To LJ-1534

I *** Airplanes LJ-1688, LJ-1689, LJ-1691 and After
FLIGHT INSTRUMENTS ALTITUDE ALERT UNIT (LJ-1567 AND AFTER)
ELECTRONIC PILOT ALTIMETER (LJ-1567 AND The Altitude Alert Unit is a solid-state unit with liquid crystal
AFTER) display. The alert unit monitors the altitude displayed on the
Pilot Altimeter and compares that with the altitude set on the
The altimeter is a solid-state unit with liquid crystal display. alert unit. The desired altitude can be pre-selected in
Barometric corrected altitude is displayed by a digital read increments of 100 feet by a control located on the alert unit.
out, plus a dial pointer display graduated in 20- and 100-foot
increments. Barometric setting is displayed in both As the set altitude is approached on the outer limit (±1000 ft),
hectopascals and inches of mercury. visual warnings and a two-second audio begins. The visual
warnings remain on until the inner limit (±200 ft) of the set
With lighting control turned on, dimming is controlled by the altitude is reached. Visual warnings consist of amber ALT
PILOT FLIGHT INSTR rheostat. With lighting control turned ALERT annunciators located on the face of the alert unit and
off, dimming is controlled by a built-in light sensor. Power to above the copilot airspeed indicator, and an amber
the altimeter is provided from the battery bus through the right annunciator located on the upper left corner of the pilot
generator avionics bus. In the event of loss of power from the altimeter. Deviations outside the inner limit will reactivate
battery bus, lighting control is provided by the light sensor. both the two-second audio warning and the visual warnings.
An amber CODE flag, located in the upper part of the display, The visual warning will continue to operate until:
will be displayed with any fault that causes the altitude
encoder output to be invalid. A white FAIL message replaces • The airplane returns to within the inner limit (±200 ft) of the
the digital altitude when the altimeter self-test detects a fault. selected altitude.
This self-test is a Built In Test (BIT) that monitors several • The airplane reaches and departs from the outer limit
altimeter parameters. (±1000 ft) of the selected altitude.
• A new altitude is selected and set on the alert unit.
• The visual warning is cancelled by depressing the ALT
ALERT annunciator/switch on the face of the alert unit.
7-20 June, 2003

Raytlleon Aircraft Company Section 7
• With lighting control turned on, dimming is controlled by the Flap travel is registered in percent of travel on an electric
AVIONICS PANEL rheostat. With lighting control turned off, indicator on top of the pedestal just below the condition
dimming is controlled by a built-in light sensor. Power to the levers.
alert unit is provided from the #1 GEN bus via the avionics
The flap motor power circuit is protected by a 20-ampere flap
switch. In the event of loss of power from the #1 GEN bus,
motor circuit breaker placarded FLAP MOTOR, located on
lighting control is provided by the light sensor.
the right circuit breaker panel. A 5-ampere circuit breaker
A white FAIL message replaces the digital altitude when the (FLAP IND & CONTROL) for the control breaker is located on
alert unit self-test detects a fault. The Power-up Built In Test the right circuit breaker panel.
(PBIT) is initiated each time power is applied to the system
Lowering the flaps will produce these results:
and confirms correct functioning of the alert unit. A
Continuous Built In Test (CBIT) is initiated each time at the • Attitude - Nose Up
successful conclusion of PBIT that monitors several altimeter • Airspeed - Reduced
parameters until power is removed from the system.
· • Stall Speed - Lowered
• Trim - Nose-down Adjustment Required to Maintain
GROUND CONTROL
Nose gear steering is accomplished by use of the rudder LANDING GEAR
pedals. Linkage from the rudder pedals attached to an arm
near the top of the shock strut enables nose wheel steering CONSTRUCTION
when the nose gear is down. One spring-loaded link in the
The tricycle gear, when fully extended, is a braced semi
system absorbs some of the force applied to any of the
cantilevered type construction. The system utilizes folding
interconnected rudder pedals until the nose wheel is rolling,
braces called drag legs that lock in place when the gear is
at which time the resisting force is less and more pedal
fully extended. Oleo struts form the semi-cantilevered beams.
motion results in more nose wheel deflection. Since motion of
The Oleo Landing Gear Struts are attached to the airplane
the pedals is transmitted via cables and linkage to the rudder,
structure, in pinned joints. Knee braces are employed to
rudder deflection occurs when force is applied to any of the
prevent rotation between oleo piston and cylinder. The
rudder pedals. With the nose landing gear retracted, some of
forward oleo strut is fitted with a mechanism for nose wheel
the force applied to any of the rudder pedals is absorbed by
steering.
the spring-loaded link in the steering system so that there is
no motion at the nose wheel, but rudder deflection still occurs.
The nose wheel is self centering upon retraction. HYDRAULIC EXTENSION AND RETRACTION
SYSTEM
When force on the rudder pedals is augmented by a main
wheel braking action, the nose wheel deflection can be The nose and main landing gear assemblies are extended
considerably increased. and retracted by a hydraulic power pack in conjunction with
hydraulic cylinders. The hydraulic power pack is located
The minimum wing tip turning radius for taxi and ground
forward of the center section main spar. One hydraulic
handling is 35 feet, 6 inches (1082.04 centimeters). The nose
actuator is located at each landing gear. The power pack
wheel must be fully castored at the start of the turn to achieve
consists of: a hydraulic pump, a 28vdc motor, a two-section
the minimum turning radius. See "Ground Turning
fluid reservoir, filter screens, a gear selector valve and
I Clearance", Section 1, GENERAL.
solenoid, a fluid level sensor, and a gear-up pressure switch.
For manual extension, the system has a hand lever-operated
WING FLAPS pump. The pump handle is located on the floor, to the left of
the pedestal, in the pilot's compartment. Three hydraulic lines
Two flaps are installed on each wing. An electric motor and are routed to the nose and main gear actuators: one for
gearbox assembly mounted on the forward side of the rear normal extension and one for normal retraction are routed
spar, drives four flexible shafts which are connected to from the powerpack, and one for alternate extension is routed
jackscrews, one of which operates each flap. The motor from the hand pump. The normal extension lines and the
incorporates a dynamic braking system through the use of manual extension lines are connected to the upper end of
two sets of motor windings. This feature prevents overtravel each hydraulic actuator, while the hydraulic lines for
of the flaps. retraction are fitted to the lower ends of the actuators.
The flaps are operated by a sliding switch handle on the An internal mechanical lock in the nose gear actuator and the
pedestal just below the condition levers. Three detents over-center action of the nose gear drag leg assembly, lock
provide for quick selection of UP, APPROACH, and DOWN the nose gear in the down position. Notched hook, lock link
positions. The flaps cannot be stopped in an intermediate and lock link guide attachments fitted to each main gear up
position. per drag leg provide positive down-lock action for the main
gear.
July, 2005 7-21

Section 7 Raylbe1111 Aircraft Company
™
J0?%?«t
LANDING GEAR
EXTENSION LINE
- LANDING GEAR EMERGENCY

EXTENSION LINE
- LANDING GEAR
RETRACTION LINE
�[email protected].�if·.·iiM@�-·-\:::-�_1 HYDRAULIC FLUID

SUPPLY LINE
BLEED AIR/
---- VENT LINE NOSE LANDING GEAR
ACTUATOR
,I\ ,f\
L __ �
I I
I
HANO OPERATED
PUMP
SERVICE
VALVE
�--
1
I
LEFT MAIN LANDING
GEAR ACTUATOR
�-
--� I
RIGHT
MAIN
POWER LANDING
PACK GEAR
ACTUATOR
BLEED AIR MANIFOLD

C90A-603-538
HYDRAULIC LANDING GEAR PLUMBING SCHEMATIC
7-22 July, 2005

Electrical overload to the system is prevented through the the landing gear warning horn will sound intermittently and
use of a 60-ampere circuit breaker located under the cabin the red (landing gear in-transit) lights in the landing gear
floor in the wing center section. control handle will illuminate (provided the MASTER
SWITCH is ON), warning the pilot to return the handle to the
The landing gear hydraulic power pack motor is controlled by
ON position.
the use of the landing gear control handle located on the
pilot's right subpanel. The control handle must be pulled out Landing gear position is indicated by an assembly of three
of a detent before it can be moved from either the UP or the annunciators in a single unit which has a light transmitting cap
ON position. that is marked as follows:
Safety switches, called squat switches, on the main gear
torque knees open the control circuit when the oleo strut is NOSE
compressed. The squat switches must close to actuate a
solenoid which moves the down-lock hook on the landing L R
gear control handle to the released position. This mechanism
prevents the landing gear control handle from being placed in One light in each segment, when illuminated, makes the
the UP position when the airplane is on the ground. The segment appear green and indicates that particular gear is
down-lock hook disengages when the airplane leaves the down and locked. Absence of illumination with the landing
ground because the squat switches close and a circuit is gear control handle down indicates that the landing gear is
completed through the solenoid that moves the hook. In the not safe. Absence of illumination of the three green
event of a malfunction of the solenoid or the squat switch annunciators and the red in-transit lights with the landing gear
circuit, the down-lock hook can be overridden by pressing handle up indicate that the landing gear is up.
downward on the red DOWN LOCK REL button just left of the To check the landing gear annunciator, PRESS the face of
landing gear control handle. the annunciator.
In flight, with the landing gear control handle in the ON Two red, parallel-wired indicator lights located in the landing
position, as the landing gear moves to the full down position, gear control handle illuminate to show that the gear is in
the down-lock switches are actuated and they cause the transit or unlocked. The red lights in the handle also illuminate
landing gear relay to interrupt current to the pump motor. when the landing gear warning horn is actuated.
When the red in-transit lights in the landing gear control
handle extinguish and the green NOSE L R annunciators The red control handle lights may be checked by pressing the
illuminate, the landing gear is in the fully extended position. HDL LT TEST button located to the right of the landing gear
control handle.
A gear select solenoid located on the valve body of the pump
is energized when the landing gear control handle is in the UP
position and actuates the gear select valve, allowing system LANDING GEAR WARNING SYSTEM
fluid to flow to the up side of the system. The gear select valve The landing gear warning system is provided to warn the pilot
is spring loaded in the down position and will only move to the that the landing gear is not down and locked during specific
up position when energized. flight regimes. Various warning modes result, depending
Hydraulic system pressure holds the landing gear in the upon the position of the flaps.
retracted position. When the hydraulic pressure reaches With the flaps in UP or APPROACH position and either or
approximately 1850 psi, the gear-up pressure switch will both power levers retarded below a certain power level, the
cause the landing gear relay to open and interrupt the current warning horn will sound intermittently and the landing gear
to the pump motor. The same pressure switch will cause the control handle lights will illuminate. The horn can be silenced
pump to activate, should the hydraulic pressure drop to by pressing the GEAR WARN SILENCE button located on
approximately 1600 psi. the left power lever; the lights in the landing gear control
An annunciator, HYO FLUID LO, will illuminate whenever the handle cannot be cancelled. The landing gear warning
hydraulic fluid is low in the fluid reservoir. Functional check of system will be rearmed if the power lever(s) are advanced
the fluid level sensor may be made by the use of the HYO sufficiently.
FLUID LEVEL SENSOR- TEST switch located on the pilot's With the flaps beyond APPROACH position, the warning horn
right subpanel. and landing gear control handle lights will be activated
The landing gear control handle should never be moved out regardless of the power settings, and neither can be
of the ON detent while the airplane is on the ground. If it is, cancelled.
July, 2005 7-23

Section 7 Raylheea Aircraft Company
LANDING GEAR MANUAL EXTENSION
An alternate extension handle, placarded LANDING GEAR
f cAuj10N:]
ALTERNATE EXTENSION, is located on the floor on the The parking brake should be left off and wheel
pilot's side of the pedestal. To engage the system, pull the chocks installed if the airplane is to be left
LANDING GEAR RELAY circuit breaker, located to the left of unattended. Changes in temperature can
the landing gear control and ensure that the landing gear cause the brakes to release or to exert
control is in the ON position. Remove the alternate extension excessive pressure.
handle from the securing clip and pump up and down. While
pumping, do not lower the handle below the level of the TIRES
securing clip during the down stroke as this will allow
accumulated hydraulic pressure to bleed off. Continue the The airplane is normally equipped with 8.50 x 10, 8-ply rated,
pumping action until the three green gear-down annunciators tubeless; rim-inflated tires on each main gear. For increased
are illuminated, then stow the handle in the securing clip. If service life, 10-ply rated tires of the same size may be
one or more gear down annunciators do not illuminate, the installed.
alternate handle must not be stowed. Instead, leave it at the
The nose gear is equipped with a 6.50 x 10 6-ply rated
top of the up stroke. Continue to pump the handle when
tubeless tire.
conditions permit until the gear is mechanically secured after
landing. Refer to LANDING GEAR MANUAL EXTENSION in
I Section 3A, ABNORMAL PROCEDURES. If any of the BAGGAGE COMPARTMENT
following conditions exist, it is likely that an unsafe gear
indication is due to an unsafe gear and is not a false AFT COMPARTMENT
indication.
Compartment volume is 53.5 cubic feet (1514 cubic
1. The inoperative gear down annunciator illuminates decimeters) and webbing is installed across the
when tested. compartment.
2. The red light in the handle is illuminated. See "Cabin Arrangement Diagram", Section 6, WEIGHT AND I
3. The gear warning horn sounds when one or both power BALANCE/EQUIP LIST.
levers are retarded below a preset N1.
The aft baggage compartment is limited to 350 pounds (159
After a practice manual extension of the landing gear, the kilograms) for all combinations of baggage, passenger, or
gear may be retracted hydraulically. Refer to LANDING equipment.
I CA�TION:]
GEAR RETRACTION AFTER PRACTICE MANUAL EXTEN-
1 SION in Section 4, NORMAL PROCEDURES.
BRAKE SYSTEM Baggage and other objects should be

restrained to prevent shifting in turbulent air.
I
The dual hydraulic brakes are operated by depressing the toe
portion of either the pilot's or copilot's rudder pedals. The
series system plumbing enables braking by either the pilot or !WARNING
copilot. Unless authorized by applicable Department of
Dual parking brake valves are installed adjacent to the rudder Transportation Regulations, do not carry
pedals between the master cylinders of the pilot's rudder hazardous material anywhere in the airplane.
I
pedals and the wheel brakes. A control for the valves,
placarded PARKING BRAKE - PULL ON is located on the !WARNING
pilot's left subpanel. After the pilot's brake pedals have been
depressed to build up pressure in the brake lines, both valves Do not carry children in the baggage
can be closed simultaneously by pulling on the parking brake compartment unless they are in a seat.
handle. This retains the hydraulic pressure in the brake lines.
Any item stored in the aft baggage compartment is accessible
The parking brake is released by depressing the brake
in flight.
pedals briefly to equalize the hydraulic pressure on both
sides of the valves, then pushing in on the parking brake
handle to open the valve, releasing the hydraulic oil pressure.
7-24 July, 2005

NOSE COMPARTMENT (AIRPLANES PRIOR TO

LJ-1531)
!WARNING I
I The nose compartment has a 16-cubic-foot (452.1 cubic deci
meter) capacity. This compartment is limited to 350 pounds Before takeoff and landing, lateral t racking
I (159 kilograms) which includes the weight of any avionic seats should be in the outboard position, all
equipment that may be installed within the compartment. seatbacks positioned upright, and all headrests
fully extended.
Access to the nose compartment is through a door located on
the left side of the nose which is hinged at the top to allow the Some passenger chairs can be moved fore and aft, to suit
door to swing upward. The door is held in the open position legroom requirements of different passengers, by lifting a
by a brace mechanism that is attached to the lower forward horizontal release lever that extends laterally under the front
corner of the door. A flush-mounted door handle with a push of the adjustable seats. ("Front" is the direction opposite the
to-release button, activates three bayonet-type latching bolts seatback, regardless of whether the chair faces fore or aft.)
that, when engaged, will hold the door securely closed. When
not engaged, a switch at the forward latching bolt will close The seatbacks can be adjusted to any angle from fully upright
and the BAGGAGE DOOR annunciator will illuminate. In to fully reclining by depressing the release lever located on
addition, the door is equipped with a secondary safety latch the side of the seat at the front inboard corner. When the lever
to hold the door in a partially closed position in the event the is depressed and the passenger leans against the seatback,
primary latching bolt is not engaged. The push-to-release the seatback will slowly recline until the lever is released, or
button, adjacent to the door handle, will prevent the door from until the fully reclining position is attained. When no weight is
inadvertently opening. placed against the seatback, and the lever is depressed, the
seatback will rise until the lever is released, or until the fully
I The nose compartment features a key-lock for security when upright position is reached. The seatbacks of all occupied
the airplane is left unattended. seats must be upright for takeoff and landing.
The passenger chair seatback can also be folded flat over the
seat cushion, after rotating the lock lever located on the side
jwARNINGI of the seat at the back inboard corner.
DO NOT CARRY HAZARDOUS MATERIAL. The optional lateral-tracking passenger chairs incorporate a
T-handle release lever underneath the front inboard corner of
the seats. When this lever is lifted, the chairs can be adjusted
SEATS, SEATBELTS, AND SHOULDER
fore and aft, as well as laterally. The seatback adjustments
HARNESSES are the same as those on the standard passenger chairs.
When occupied, these seats must be in the outboard position
SEATS (e.g. against the cabin wall) for takeoff and landing.
COCKPIT Inboard armrests on passenger chairs can be folded flush

with the top of the seat cushions. The armrest can be lowered
The pilot and copilot seats are adjustable fore and aft, as well by lifting the flat, rectangular release plate located under the
as vertically. When the release lever under the front inboard front end of the armrest, then moving the armrest toward the
corner of the seat is lifted, the seat can be moved forward or front of the seat and downward. The armrest can be raised by
aft as required. When the release lever under the front out pulling the armrest upward and toward the seatback until it
board corner of the seat is lifted, vertical adjustments can be locks into place.
made. Armrests pivot at the aft end and can be raised when
required. TOILET
CABIN When a toilet is installed, a hinged seat cushion mounted on

top of the toilet forms an extra passenger seat.
Various configurations of passenger chairs may be installed
on the continuous tracks which are mounted on the cabin SEATBELTS
floor. All passenger chairs are placarded either FRONT FAC
ING ONLY or FRONT OR AFT FACING on the horizontal leg Every seat in the airplane is equipped with a seatbelt. All
cross brace. Only chairs placarded FRONT OR AFT FACING occupants must wear seatbelts during takeoff and landing.
may be installed facing aft. All forward facing chairs and aft
facing chairs are equipped with adjustable headrests.
March, 2002 7-25

Beech Model C90A
SHOULDER HARNESSES adjuster and pulling upward. The strap can be tightened by
pulling the loose end of the strap until the shoulder harness is
COCKPIT snug.
This shoulder harness installation is a "Y" configuration with

DOORS, WINDOWS, AND EXITS
the single strap being contained in an inertial reel attached to
the back of the seat. The two straps are worn with one strap
over each shoulder and fastened by metal loops into the seat AIRSTAIR DOOR ENTRANCE
belt. Spring loading at the inertial reel keeps the harness The airstair entrance door is hinged at the bottom. It swings
snug, but will allow normal movement required during flight out and down when opened. A stairway built into the inboard
operations. The inertial reel is designed with a locking device side of the door facilitates entry to and egress from the air
that will secure the harness in the event of sudden movement plane. Two of the stairsteps automatically fold flat against the
or an impact action. door when the door is closed. A hydraulic damper ensures
that the door will swing down slowly when it opens. While the
CABIN
door is open, it is supported by a plastic-encased cable which
The shoulder harness on passenger chairs consists of a sin also serves as a handrail. Additionally, this cable is utilized
I
gle strap. It is routed through the top of the seatback and ter when closing the door from inside the airplane. There is an
minates in a triangular metal fastener. The strap is worn diag inflatable rubber seal installed around the door. When weight
onally. It runs from the outboard shoulder to the inboard hip is off the landing gear, engine bleed air supplies pressure to
area, where it is secured by hooking the metal fastener inflate the door seal, which provides a positive pressure ves
around the securing stud on the male half of the seatbelt sel seal around the door. The door can be locked from the
buckle. outside with a key.
The shoulder harness strap coils and uncoils from an inertial

reel built into the passenger chair. Spring loading at the iner
tial reel keeps the shoulder harness snug, but allows consid
erable freedom of movement. However, the inertial reel incor Only one person at a time should be on the
porates a locking device that will secure the harness strap in airstair door.
the event of sudden movement. Side facing seats and
couches are not equipped with shoulder harnesses. If the The door locking mechanism is operated by rotating either
seat is equipped with a shoulder harness, it must be worn
during takeoff and landing.
the outside or the inside door handle, both of which move
simultaneously. Two latch bolts at each side of the door, and
two latch hooks at the top of the door, lock into the door frame
I
I
to secure the airstair door. Whether unlocking the door from
!WARNING the outside or the inside, the release button adjacent to the
I
door handle must be depressed before the handle can be
rotated (counterclockwise from inside the airplane, clockwise
Before takeoff and landing, lateral tracking from outside) to unlock the door. Consequently, unlocking the
seats should be in the outboard position, all door is a two-hand operation requiring deliberate action. The
seatbacks positioned upright, and all headrests release button acts as a safety device to help prevent acci
fully extended. dental opening of the door. As an additional safety measure,
a differential-pressure-sensitive diaphragm is incorporated
TOILET into the release-button mechanism. The outboard side of the
diaphragm is open to atmospheric air pressure, the inboard
Optional Installation
side to cabin air pressure. As the cabin-to-atmospheric air
The shoulder harness at the toilet seat location consists of a pressure differential increases, it becomes increasingly diffi
single strap which is anchored to the aft pressure bulkhead. cult to depress the release button because the diaphragm
Length of the shoulder harness can be adjusted. A short moves inboard opposing the action of the release button.
adjusting strap extends down from the adjuster, terminating This is true when either the outside or inside release button is
in a slotted bayonet blade fastener. A small, flexible adjusting depressed. Never attempt to unlock or even check the secu
tab is also attached to the lower edge of the adjuster. rity of the door in flight. If the pilot has any reason whatever
to suspect that the door may not be securely locked, the cabin
The shoulder strap is worn down across the left shoulder. It is should be depressurized (after first considering altitude), and
secured by sliding the male half of the seatbelt buckle all occupants instructed to remain seated with their seatbelts
through the slot in the bayonet blade of the shoulder harness fastened. After the airplane has made a full stop landing and
and into the female half of the seatbelt buckle. The shoulder the cabin has been depressurized, a crew member should
harness can be lengthened by grasping the tab on the check the security of the cabin door.
7-26 December, 2000

To close the door from outside the airplane, lift up the tree die counterclockwise without depressing the release button;
end of the airstair door and push it up against the door frame the handle should not move. Lift the folded stairstep which is
as far as possible. Then grasp the handle with one hand and just below the door handle to reveal a placard adjacent to the
rotate it clockwise as far as it will go. The door will then move round observation window. The placard advises the observer
into the closed position. Rotate the handle counterclockwise that the safety lock arm should be in position around the dia
as far as it will go. The release button should pop out, and the phragm shaft (plunger) when the handle is in the locked posi
handle should be pointing aft. Check the security of the door tion. The placard also presents a diagram showing how the
by attempting to rotate the handle clockwise without depress arm and shaft should be positioned. A red push-button switch
ing the release button; the handle should not move. near the window turns on a lamp inside the door, which illu
minates the area observable through the window. If the arm
To close the door from inside the airplane, grasp the handrail is properly positioned around the shaft, proceed to check the
cable and pull the airstair door up against the door frame. indication in each of the visual inspection ports, one of which
Then grasp the handle with one hand and rotate it counter is located near each corner of the door. The green stripe
clockwise as far as it will go, continuing to pull inward on the painted on the latch bolt should be aligned with the black
door. The door will then move into the closed position. Turn pointer in the visual inspection port. If any condition specified
the handle clockwise as far as it will go. The release button
should pop out, and the handle should be pointing down.
in this door-locking procedure is not met, do not take off. I
Check the security of the door by attempting to rotate the han-
AIRSTAIR DOOR LJU7C

990572AA
December, 2000 7-27

Beech Model C90A
EMERGENCY EXIT mits light regulation as desired. Rotation changes the relative
alignment between the polarizing films, thus providing any
The emergency exit is located at the third cabin window on degree of light transmission from full intensity to almost none.
the right side. A flush-mounted handle on the inside can be
I
pulled to open the door. A hinge at the bottom allows the
hatch to swing outward and downward for emergency exit.
I WARNING
INTERIOR DIVIDERS
Looking directly at the sun, even through polar
Optional sliding doors are provided between the cockpit and ized windows (at any degree of light transmis
cabin. These doors provide privacy, and prevent the spilling sion), could be hazardous to the eyes.
of light from one compartment to another. The doors are
closed by sliding the two partition-type door panels to the SHADE TYPE WINDOWS
center of the aisle, where they are held together by a mag
netic strip in the edge of each door. A dust panel, which is a single sheet of tinted acrylic plastic,
is mounted inboard of the cabin window pane in each window
A single stub partition on the right side and a folding curtain frame. An adjustable window shade is adjusted by squeezing
attached to the left cabin wall separate the cabin area from the two latch handles located on the lower center of the
the aft baggage area. This curtain operates in a curved track shade, and then positioning the shade as desired. Detents in
on the cabin ceiling with a sliding motion and attaches to the the shade tracks provide positive latching action at various
stub partition with "snap" fasteners. It is held in the open posi positions.
tion with straps attached to the cabin wall. This curtain pro
vides privacy when the airplane is equipped with a toilet and/
or relief tubes.
SUN VISOR OPERATION I
Operating Instructions:
CABIN EXTERIOR WINDOWS
1. To operate from stowed position:
Each cabin window pane is composed of a sheet of clear, a. Push straight back and pull down. Move along track
stretched acrylic plastic and is capable of withstanding the to desired position and pivot near windshield (or
cabin-to-atmospheric-air pressure differential. Each pane is window). Rotate knob clockwise to lock.
sealed into the window opening in the fuselage, and forms an
integral part of the pressure vessel. 2. To change position:
a. Rotate knob counterclockwise to unlock. Move to
POLARIZED INTERIOR WINDOWS desired position, then relock knob by turning clock
wise.
Two dust panes are mounted inboard of the cabin window
pane in each window frame. Each of these dust panes is 3. To stow:
composed of a film of polarizing material laminated between a. Rotate knob counterclockwise to unlock. Move
two sheets of acrylic plastic. The inboard dust pane rotates along track to aft end, pivot up against headliner to
freely in the window frame and has a protruding thumb knob allow catch to retain sun visor assembly. I
near the edge. Rotating the pane through an arc of 90 ° per-
7-28 December, 2000

CONTROL LOCKS INSTALL THE CONTROL LOCKS IN THE FOLLOWING

SEQUENCE (Sequence shown on the control lock plate):
The control locks are provided to prevent movement of the
controls while the airplane is parked. 1. Install lock assembly around levers on top of pedestal.
2. Lock wheel in forward position, rotated left.
The control locks consist of a U-shaped clip, instruction plate,
and two pins, all connected by a chain. 3. Pin right pedal, neutralize, lock pedals together.
Movement of the primary flight controls is prevented when the

lock pins are inserted. The control column pin fits through the
control column to hold the yoke in a nose down 15 ° left aileron
jwARNINGI
condition. A pin inserted into the holes in the rudder pedals
(see illustration) prevents movement of the rudder. Before starting engines, remove the locks,
reversing the above procedure.
Levers on the power quadrant are restrained when the U
shaped clip is placed in position. In addition, the clip on the
levers serves as a warning to the pilot not to start the engines
with the control locks installed. jwARNINGI
It is important that all the locks be installed and removed Remove the control locks before towing the air
together to preclude the possibility of attempting to taxi or fly plane, if towed while the rudder lock is installed,
the airplane with the engine control levers released, but with serious damage to the steering linkage can
the pins still installed in the flight controls. result.
0000
ICJI OO
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C94LJ07C I 906 C
CONTROL LOCK INSTALLATION
POWER PLANT directions. An ignition exciter and two ignitor plugs are used
to start combustion. A pneumatic fuel control schedules fuel
The Pratt & Whitney Canada PT6A-21 engines are rated at flow to maintain the power set by the power lever. Propeller
550 shaft horsepower and have three-stage axial and single speed remains constant at any selected propeller control
stage centrifugal compressors, driven by single-stage reac lever position through the action of the propeller governor,
tion turbines. The power turbine, another single-stage reac except in the beta range where the maximum propeller speed
tion turbine, drives the propeller shaft. Both the compressor is controlled by the hydraulic section of the propeller gover
turbine and the power turbine are located in the approximate nor.
center of the engine with their shafts extending in opposite
December, 2000 7-29

Beech Model C90A
The accessory drive at the aft end of the engine provides Ground fine operation is accomplished by a gate position for
power to drive the fuel pump, fuel control unit, oil pump, the power levers in the pedestal. The power levers must be
starter/generator, and tachometer. At this point, the speed of retarded below the IDLE gate by raising them over the gate
the drive (N1) is the true speed of the compressor side of the and retarding the levers to the GROUND FINE gate.
engine, 37,500 rpm at 100% N1. Maximum (continuous)
1
operating limit of the engine is 38,100 rpm, which equals
101.5%N1.
[¢AUTIO�
The reduction (N2) gearbox forward of the power turbine pro
Power levers should not be moved to the
vides gearing for the propeller and drives the propeller
GROUND FINE position when the engines are
tachometer transmitter, primary propeller governor, over
not running as this will cause damage to the
speed governor, and fuel topping governor. The turbine
system.
speed on the power side of the engine is 33,000 rpm. After
reduction, the propeller rpm is 2200.
PROPELLER REVERSING
PROPULSION SYSTEM CONTROLS When the power levers are lifted over the IDLE gate, they
control engine p ower through the GROUND FINE and
The propulsion system is operated by three sets of controls;
REVERSE ranges. To operate in the REVERSE range, the
the power levers, propeller levers, and condition levers. The
power levers must be raised over the GROUND FINE gate
power levers serve to control engine power. The condition
and moved aft to the REVERSE position.
r
levers control the flow of fuel at the fuel control outlet and
select fuel cutoff, low idle and high idle functions. The propel
ler levers control the constant speed propellers through the
primary governor. CAUTION 1
POWER LEVERS Propeller reversing on unimproved surfaces
should be accomplished carefully to prevent
The power levers provide control of engine power from idle propeller erosion from reversed airflow and, in
through take-off power by operation of the gas generator (N1) dusty or snowy conditions, to prevent obscuring
governor in the fuel control unit. Increasing N1 rpm results in the operator's vision.
increased engine power.
Condition levers, when set at HIGH IDLE, keep the engines
PROPELLER LEVERS operating at approximately 70% N1 for maximum reversing I
performance.
Each propeller lever operates a speeder spring inside the pri
I 1
mary governor to reposition the pilot valve, which results in an
increase or decrease of propeller rpm. For propeller feather
ing, each propeller lever lifts the pilot valve to a position which CAUTION
causes complete dumping of high pressure oil. Detents at the
rear of lever travel prevent inadvertent movement into the Power levers should not be moved into the
feathering range. Operating range is 1800 to 2200 rpm. reversing position when the engines are not
running as this will cause damage to the revers
CONDITION LEVERS ing system.
The condition levers have three positions: FUEL CUT-OFF, FRICTION LOCKS
LOW IDLE and HIGH IDLE. Each lever controls the idle cutoff
function of the fuel control unit and limits idle speed at 58% Four friction locks are located on the power quadrant of the
pedestal. There are individual locks for the two power levers,
I N1 for low idle, and approximately 70%N1 for high idle.
and one for each pair of propeller levers and condition levers.
PROPELLER GROUND FINE OPERATION When they are rotated counterclockwise, the propulsion sys
tem control levers can be moved freely. As the friction locks
Propeller ground fine is used to provide optimum deceleration are rotated clockwise, the control levers progressively
on the ground during landing and accelerate-stop by taking become more resistant to movement, so that they will not
advantage of the maximum available propeller drag. creep out of the position in which they are set.
7-30 December, 2000

1. Engine Inlet 5. Power Turbine

2. Compressor 6. Exhaust
3. Combustion Chamber 7. Reduction Gear
C90-241-2
4. Compressor Turbine
ENGINE CUTAWAY VIEW
ENGINE INSTRUMENTATION (LJ-1353 thru plunger and spring, differential pressure sensor and
LJ-1360, LJ-1362) servo transmitter combination, and servo indicator cali
brated to indicate ft-lbs. Power is supplied by either
Engine instruments, located on the left of the center portion inverter and circuit breakers are located on the right cir
of the instrument panel, are grouped according to their func cuit breaker panel.
tion. At the top, the ITT (Interstage Turbine Temperature)
• The N2 (propeller) tachometer is read directly in revolu
indicators and torquemeters are used to set take-off power.
tions per minute. These instruments are self-powered
Climb and cruise power are established with the torqueme
and no circuit breaker is provided.
ters and propeller tachometers while observing ITT limits.
Gas generator (N 1) operation is monitored by the gas gener • The N1 (gas generator) tachometer is read in percent of
ator tachometers. The lower grouping consists of the fuel flow rpm, based on a figure of 37,500 rpm at 100%. Maxi
indicators and the oil pressure/temperature indicators. mum continuous gas generator speed is limited to
38,100 rpm or 101.5% N1. These instruments are self
• The ITT indicators give a reading of engine gas temper powered and no circuit breaker is provided.
ature between the compressor turbine and the power
• The fuel flow indicators read fuel flow in pounds-per
turbines. These instruments are self-powered and no
hour. Power is supplied by the triple-fed bus. Circuit
circuit breaker is provided.
breakers for these instruments are located on the right
• The torquemeters give an indication in foot-pounds of circuit breaker panel.
the torque being applied to the propeller. Engine torque
• The oil temperature/oil pressure indicators display oil
at the propeller shaft is sensed by a transducer located
pressure (in Degrees Centigrade) and oil temperature
inside the first stage reduction gear housing. The trans
ducer is a hydromechanical torque measuring device. It (in PSI). Power is supplied by the triple fed bus. Circuit
consists of: a ring gear and case (helical splines breakers for these instruments are located on the right
circuit breaker panel.
between ring gear and case), cylinder, piston, valve
December, 2000 7-31

Beech Model C90A
Proper observation and interpretation of these instruments • The torquemeters provide an indication of ft-lbs of
provide an indication of engine performance and condition. torque being applied to the propeller. A pressure trans
ducer converts torque pressure into a de signal which is
A propeller synchroscope, located to the left of the oil pres measured by the indicator. A digital indication combined
sure/temperature indicators, gives an indication of synchroni with the pointer gives a resolution of 10 ft-lbs.
zation of the propellers. If the right propeller is operating at a
higher rpm than the left, the face of the synchr9scope, a black • The N2 (propeller) tachometers indicate the rpm of the
and white cross pattern, spins in a clockwise rotation. Left, or propeller by measuring the frequency of the prop
counterclockwise, rotation indicates a higher rpm of the left tachometer generator. A 2200 rpm indication is propor
propeller. This instrument aids the pilot in obtaining synchro tional to 4200 cycles per minute tach generator signal.
nization of propellers. • The N1 (gas generator) tachometers indicate a percent
age of the gas generator speed. A geared tachometer
ENGINE INSTRUMENTATION (LJ-1361, LJ-1363 generator outputs a 4200 cycle per minute signal at
and After) 100% to the indicator. A digital indication allows the tur
bine speed to be set within 1/10 of one percent.
Engine instruments, located on the left of the center portion
of the instrument panel, are grouped according to their func • The fuel flow indicators measure pulses from a turbine
tion. At the top, the ITI (Interstage Turbine Temperature) transmitter. Fuel density changes of Jet A are compen
indicators and torquemeters are used to set take-off power. sated for by measuring the temperature of the fuel at the
Climb and cruise power are established with the torqueme transmitter.
ters and propeller tachometers while observing ITI limits. • The oil temperature/oil pressure indicators display oil
Gas generator (N1) operation is monitored by the gas gener temperature (in Degrees Centigrade) and oil pressure
ator tachometers. The lower grouping consists of the fuel flow (in PSI). Oil temperature is measured by reading the
indicators and the oil pressure/temperature indicators. resistance of a temperature bulb mounted in the engine
block. Oil pressure is determined by the voltage output
These instruments all operate on 28vdc power supplied by of a pressure transducer.
the triple fed bus and are protected by circuit breakers
located on the fuel control panel. Proper observation and interpretation of these instruments
provide an indication of engine performance and condition.
• The ITI indicators provide an indication of gas temper
ature between the compressor turbine and the power A propeller synchroscope, located to the left of the oil pres
turbines by measuring the electromotive force of a sure/temperature indicators, gives an indication of synchroni
chromel-alumel thermocouple. zation of the propellers. If the right propeller is operating at a
higher rpm than the left, the face of the synchroscope, a black
and white cross pattern, spins in a clockwise rotation. Left, or
counterclockwise, rotation indicates a higher rpm of the left
propeller. This instrument aids the pilot in obtaining synchro
nization of propellers.
7-32 December, 2000

RayllleDn Aircraft Company Section 7
a a
--�'
- --- -
I
- - -L - -
-------
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.1,
' ',
�-1:.. '
"NACA" DUCT
F90/1-257-25
PITOT COWLING OIL COOLER
ENGINE LUBRICATION SYSTEM CHIP DETECT or R CHIP DETECT annunciator to alert the
pilot of possible metal contamination in the oil supply.
Engine oil, contained in an integral tank between the engine Illumination of a CHIP DETECT annunciator is not, in itself,
air intake and the accessory case, cools as well as lubricates cause for an engine to be shut down. Engine parameters
the engine. An oil radiator, located in an air duct that is below should be monitored for abnormal indications. If parameters
the pitot air duct for the engine and also a part of the lower are abnormal, a precautionary shutdown may be made at the
pitot cowling, keeps the engine oil temperature within operat pilot's discretion. After illumination of a CHIP DETECT
ing limits. Cooling air for the oil radiator enters a flush "NACA" annunciator, cause of the malfunction should be determined
type duct below the pitot air duct for the engine and passes and corrected prior to the next flight.
through the radiator in a path roughly parallel to the engine air
path. Engine oil also operates the propeller pitch change
mechanism and the engine torquemeter system. STARTING AND IGNITION SYSTEM
The lubrication system capacity per engine is 3.55 U.S. Each engine is started by a three-position switch located on
gallons (13.4 liters). The oil tank capacity is 2.3 gallons (8.7 the pilot's left subpanel placarded as IGNITION AND
liters) with 5 quarts (4.7 liters) measured on the dipstick for ENGINE START - LEFT - RIGHT - ON - OFF - STARTER
adding purposes. Approximately 5 quarts (4.7 liters) are ONLY. Each switch may be moved downward to the
required to fill the lines and oil radiator. Approximately 1.5 STARTER ONLY position to motor the engine for the purpose
quarts (1.4 liters) will remain in the engine oil system when of clearing it of fuel without the ignition circuit on. The switch
drained. is spring-loaded and will return to the center (OFF) position
when released. Moving the switch upward to the ON position
I Oil changing procedures are listed in the King Air 90 Series activates both the starter and ignition, and the appropriate
Maintenance Manual. IGNITION ON light on the annunciator panel will illuminate.
When engine speed has accelerated through 51 % N1 or
MAGNETIC CHIP DETECTOR above on starting, the starter drive action is stopped by
returning the switch to the center (OFF) position.
A magnetic chip detector is installed in the bottom of each
engine nose gearbox. This detector will activate the amber L
July, 2005 7-33

Section 7 Raylllean Aircraft Company
AUTO IGNITION air pressure rises, compressing the air inside the air duct. The
air then flows into an annular inlet air chamber located at the
The auto ignition system should be used for icing flights and aft end of the engine compartment. It then passes through a
provides automatic ignition to prevent propulsive power loss protective screen and into the primary compressor impeller,
due to combustion failure. To arm the system, move the ENG where it is further compressed. Then the air is forced through
AUTO IGNITION switches, located on the pilot's left a stator ring and successively through the second and third
subpanel, from OFF to ARM. If for any reason the engine axial-flow compressor stages. It is finally compressed in the
torque falls below approximately 400 ft-lbs, the igniter plug centrifugal flow compressor stage, then discharged into the
will be energized and the IGNITION ON annunciator will turbine plenum assembly. Air from the plenum enters the
illuminate. annular combustion chamber, and mixes with fuel that is
For extended ground operation, the system should be turned sprayed into the combustion chamber through 14 nozzles
o
. ff to prolong the life of the igniter plugs. mounted around the gas generator case. The air-fuel mixture
burns inside the combustion chamber, then the hot gases
expand forward out of the chamber and pass through the
PITOT DUCT AIR SYSTEM compressor turbine stage, the power turbine stage, and out
to the atmosphere through two exhaust ports located on each
The PT6A-21 is a reverse airflow engine. The compressor side of the nacelle near the front.
draws air into the engine through the pitot cowl air inlet at the
lower front of the engine nacelle. As airspeed increases, ram
EXHAUST GASES
FLOW DIRECTION
F90t1-&Xl·521
PITOT DUCT AIR
7-34 July, 2005

ICE PROTECTION located on the pilot's left subpanel. The switches are
placarded ENGINE ANTI-ICE - LEFT - RIGHT - ON - OFF -
PITOT COWLING ENGINE AIR INLET ACTUATORS - STANDBY - MAIN. Vane position during
The engine air inlets are heated with hot gases from the operation is indicated by a slight decrease in torque with
exhaust stacks to prevent the formation of ice and the switches ON. In addition, the actuators have dual motors to
consequent effect on the airflow. provide a redundant system. The ACTUATORS switch allows
the selection of either MAIN or STANDBY actuator motor.
ENGINE ANTI-ICE SYSTEM The vanes have only two positions, there are no intermediate
positions.
An inertial separation system is built into each engine air inlet
to prevent moisture particles from entering the engine inlet The system is monitored by Land R ENG ANTI-ICE (green)
plenum during icing conditions. This is done by a turn in the and L and R ENG ICE FAIL (amber) annunciators.
airstream to the engine, causing the moisture particles to Illumination of the Lor R ENG ANTI-ICE (green) annunciator
continue on, undeflec_ted, because of their greater momen indicates that the system is actuated. Illumination of the Lor
tum, and to be discharged overboard. R ENG ICE FAIL (amber) annunciator indicates that the
system did not operate to the desired position. Immediate
During normal operation, moveable vanes direct the total flow illumination of the Lor R ENG ICE FAIL(amber) annunciator
of air through the engine. For cold weather operation (41 ° F / indicates loss of electrical power, whereas delayed
+ 5 °C or below) in visible moisture, the vane positions are illumination indicates an inoperative actuator.
changed (see illustration) in order to initially remove the
moisture. The anti-ice vanes are controlled by switches
POSITION OF VANES AND AIR FLOW

FOR ICING CONDITIONS
AIR INLET
Oil COOLER INLET FIXED VANE OIL COOLER BYPASS AIR

FN/1..03�12
OIL COOLER BYPASS AIR PITOT COWLING INERTIAL SEPERATOR
PITOT COWLING INERTIAL SEPARATOR
OIL-TO-FUEL HEAT EXCHANGER FUEL CONTROL HEAT

An oil-to-fuel heat exchanger, located on the engine Each fuel control's compressor discharge air line is protected
accessory case, operates continuously and controls against ice by electrically heated jackets. Cams on the
temperature automatically to heat the fuel to prevent freezing CONDITION levers activate switches that control the electric
of any water in the fuel. Under extreme conditions additional power to the air line heaters. Fuel control heat is "ON" for all
I protection may be required as given in Section 2, flight operations when the condition levers are moved out of
LIMITATIONS. the fuel cutoff range.
July, 2005 7-35

Section 7 Raytbeon Aircraft Company
FUEL CONTROL Heat level and rate of heat rise are not the controlling factors
in the sensing method.
The engine fuel system consists of an engine-driven fuel
pump, a fuel control unit, a flow divider, two fuel manifolds, Conductivity through the photocell varies in direct proportion
fourteen fuel nozzles and two fuel drain valves. The fuel to the intensity of the infrared radiation striking the cell. As
pump/fuel control unit assembly is mounted on the engine conductivity increases, the amperage through the flame
accessory case and is shaft driven at a speed proportional to detector increases proportionally. To prevent stray light rays
that of the compressor turbine. from signaling a false alarm, a relay in the control amplifier
closes only when the signal strength reaches a preset alarm
System function depends upon the interaction of the fuel level. When the relay closes, the appropriate left or right
control unit governor and the propeller governor. The position warning annunciators illuminate. When the fire has been
of the fuel control unit metering valve is determined by extinguished, the cell output voltage drops below the alarm
differential pressures that vary proportionately with power level and the relay in the control amplifier opens. No manual
required (as sensed by the fuel control unit) and propeller resetting is required to reactivate the fire detection system.
rpm.
The test switch on the copilot's left subpanel, placarded
The flow divider directs fuel from the metering valve to the TEST SWITCH - FIRE DET & FIRE EXT, has six positions:
primary and secondary fuel manifolds (or primary manifold OFF - RIGHT EXT - LEFT EXT - 3 - 2 - 1. (If the optional
only, depending on engine power requirements) and thence engine fire extinguisher system is not installed, the switch will
to the fuel nozzles. The flow divider also incorporates a dump be placarded TEST SWITCH - FIRE DET, and the RIGHT
valve that automatically drains residual fuel from both EXT and LEFT EXT positions on the left side of the test
manifolds at engine shutdown. The fuel drain valves drain switch will not be installed.) The three test positions for the
fuel from the combustion chamber at engine shutdown and
after engine false starts. Constant fuel pressure is maintained fire detector system are located on the right side of the switch
by a fuel filter bypass valve and a pressure relief valve. (3 - 2 - 1 ). When the switch is rotated from OFF (down) to any
one of these three positions, the output voltage of the
corresponding flame detector in each engine compartment is
FIRE DETECTION SYSTEM (OPTIONAL) Increased to a level sufficient to cause the following to
The fire detection system is designed to provide immediate illuminate: The red pilot MASTER WARNING flasher; the L
warning in the event of fire in either engine compartment. The ENG FIRE and R ENG FIRE warning annunciators; and if the
system consists of the following: three photoconductive cells optional engine fire extinguisher system is installed, the red
for each engine; a control amplifier for each engine; two red lenses placarded L ENG FIRE - PUSH TO EXT and R ENG
warning annunciators, one L ENG FIRE and the other R ENG FIRE - PUSH TO EXT on the fire extinguisher activation
FIRE; a test switch on the copilot's left subpanel; and a circuit switches. The system may be tested anytime, either on the
breaker designated FIRE DET on the right side panel. The six ground or in flight. The TEST SWITCH should be placed in all
photoconductive cell flame detectors are sensitive to infrared positions in order to verify that the circuitry for all six fire
radiation. They are positioned in each engine compartment detectors is functional. If any annunciators fail to illuminate
so as to receive both direct and reflected infrared rays, thus when the TEST SWITCH is placed in any one of the three test
monitoring the entire compartment. positions, a malfunction is indicated in one or both of the two
detector circuits (one in each engine) being tested by that
particular position of the TEST SWITCH.
7-36 July, 2005

FIRE EXTINGUISHER SYSTEM (OPTIONAL) fire-extinguisher-activation switch on the glareshield. I

The optional engine-fire-extinguisher system incorporates a PRESSURE - TEMPERATURE RELATION
pyrotechnic cartridge inside the nacelle of each engine. CHART
When the activation valve is opened, the pressurized extin
guishing agent is discharged through a plumbing network TEMPERATURE PRESSURE RANGE
which terminates in strategically located spray nozzles. IN oF IN PSI
The fire extinguisher control switches used to activate the 120 605 to 730
system are located on the glareshield at each end of the 100 525 to 635
warning annunciator panel. Their power is derived from the 455 to 550
80
hot battery bus. Each push-to-actuate switch incorporates
three indicator lenses. The red lens, placarded L (or) R ENG 60 390 to 480
FIRE - PUSH TO EXT, warns of the presence of fire in the 40 340 to 420
engine compartment. The amber lens, placarded D, indicates 20 290 to 365
that the system has been discharged and the supply cylinder 0 250 to 315
is empty. The green lens, placarded OK, is provided only for
-20 220 to 275
the test function. To discharge the cartridge, raise the safety
wired clear plastic cover and press the face of the lens. This -40 190 to 240
is a one-shot system and will be completely expended upon
activation. The amber D light will illuminate and remain illumi A gage, calibrated in psi, is provided on each supply cylinder
nated, regardless of battery switch position, until the pyro to determine that the cylinders are properly charged. Each
technic cartridge has been replaced. gage should be checked during preflight. Using current ambi
ent air temperature, refer to the Pressure - Temperature
The fire-extinguisher system test functions incorporated in Relation Chart and find the corresponding acceptable pres
the TEST SWITCH - FIRE DET & FIRE EXT test the circuitry sure range for each supply cylinder.
of the fire extinguisher pyrotechnic cartridges. During pre
flight, the pilot should rotate the TEST SWITCH to each of the Do not attempt to restart the engine after the extinguisher has
two positions (RIGHT EXT and LEFT EXT) and verify the illu been actuated.
mination of the amber D light and the green OK light on each
December, 2000 7-37

Beech Model C90A
R ENG FIRE LENG FIRE R ENG FIRE
I
PUSH TO EXT -
> >
D OK
IETAILA
\
ANNUNCIATOR PANEL
CETAILB
N0.2
N0.3
FLAME
DETECTOR
PRESSURE GAGE
L ENG FIRE
I
PUSH TO EXT
IETAILE
D OK
NOTE
ELECTRICAL CABLES FROM FIRE
DETECTORS HAVE BEEN EXTINGUISHER
OMITTED. FLAME DETECTOR DETAILD BOTTLE
LOCATIONS SHOWN. DETAILC
LJ07C
990307AA
FIRE DETECTION/FIRE EXTINGUISHER SYSTEM SCHEMATIC
7-38 December, 2000

llaylbeoll Aircraft Company Section 7
PROPELLER SYSTEM AUTOFEATHER SYSTEM (IF INSTALLED)
Each engine is equipped with a McCauley four-blade, full The automatic feathering system provides a means of
feathering, constant-speed, counter-weighted, reversing, immediately dumping oil from the propeller servo to enable
the feathering spring and counterweights to rapidly feather
variable-pitch propeller mounted on the output shaft of the
the propeller in the event of an engine failure. The system is
reduction gearbox. The propeller pitch and speed are
armed using a switch on the pilot's subpanel placarded
controlled by engine oil pressure, through single-action,
AUTOFEATHER - ARM - OFF - TEST. With the switch in the
engine-driven propeller governors. Centrifugal
ARM position and both power levers above approximately
counterweights, assisted by a feathering spring, move the
90% N1, the green L and R AUTOFEATHER annunciators
blades toward the low rpm (high pitch) position and into the
located on the Caution/Advisory panel will illuminate
feathered position.
indicating the system is armed. If either power lever is not
Governor boosted engine oil pressure moves the propeller to above approximately 90% N1, the system will be disarmed
the high rpm (low pitch) hydraulic stop and reverse position. and neither annunciator will be illuminated. When the system
The propellers have no internal, low rpm (high pitch) stops; is armed and the torque on a failing engine drops below
this allows the blades to feather after engine shutdown. approximately 400 ft-lbs, the autofeather system of the
operative engine is disarmed causing its annunciator to
extinguish. When the torque on the failing engine drops
LOW PITCH STOPS below approximately 260 ft-lbs, the oil is dumped from the
Low pitch propeller position is determined by the Low Pitch servo, the feathering spring and counterweights feather the
Stop, which is a mechanical/hydraulic stop. This mechanism propeller, and the annunciator for the failed engine
allows the blades to rotate beyond the low pitch position into extinguishes.
ground fine and reverse, when selected during ground The system may be tested on the ground using the spring
operation. Beta and reverse blade angles are provided by loaded TEST position of the switch. With the switch in the
displacing the governor beta valve controlled by the power TEST position, the 90% N1 switches are disabled and the
lever in the ground fine and reverse ranges. system will arm with the power levers set at approximately
500 ft-lbs of torque. Retarding a single power lever will then
PROPELLER GOVERNORS simulate an engine failure and the resulting action of the
autofeather system can be checked as described in Section
Two governors, a constant-speed governor and an 4, NORMAL PROCEDURES. Since an engine is not actually I
overspeed governor, control the propeller rpm. The constant shut down during a test, the AUTOFEATHER annunciator for
speed governor, mounted on top of the gear reduction the engine being tested will cycle on and off as the torque
housing, controls the propeller through its entire range. The oscillates above and below the 260 ft-lb setting.
propeller control lever controls the propeller rpm by means of
this governor. If the constant-speed governor should PROPELLER SYNCHROPHASER
malfunction and the propeller exceeds 2200 rpm, an
overspeed governor cuts in at 2288 rpm, and dumps oil from The propeller synchrophaser system is an electronic system
the propeller mechanism. certified for all operations including takeoff and landing. The
system automatically matches the RPM of both propellers
A solenoid, actuated by a switch located on the pilot's left and positions the propellers at a preset phase relationship in
subpanel and placarded PROP GOV TEST - OFF, is order to reduce cabin noise.
provided for resetting the overspeed governor to
I approximately 1940 to 2060 rpm for test purposes. Before engaging the system, manually set the RPM of each
engine to within 1 O RPM of each other. When the prop sync
If the propeller sticks or moves too slowly during a transient switch is turned on, engagement will automatically occur
condition, causing the propeller governor to act too slowly to when the relative phase angle of the propellers is within 30°
prevent an overspeed condition, the power turbine governor, of the preset angle. When the system engages, both
contained within the constant-speed governor housing, acts propeller speeds are increased by one-half the holding range
as a fuel topping governor. When the propeller reaches 2420 of the system. To maintain synchronization, the system
rpm, the fuel topping governor limits the fuel flow to the gas increases the RPM of the slower propeller and
generator, reducing N1 rpm, which in tum prevents the simultaneously reduces the RPM of the faster propeller. The
propeller rpm from exceeding approximately 2420 rpm. system will never reduce RPM below that selected by the
During operation in the reverse range, the fuel topping propeller control lever.
governor is reset to approximately 95% propeller rpm before To change RPM with the system ON, adjust both propeller
the propeller reaches a negative pitch angle. This ensures controls by the same amount. If the synchrophaser is ON but
that the engine power is limited to maintain a propeller rpm does not maintain synchronization, the system has reached
somewhat less than that of the constant-speed governor the end of its range. Increasing the setting of the slow
setting. The constant-speed governor therefore will always propeller, or reducing the setting of the fast propeller, will
sense an underspeed condition and direct oil pressure to the bring speeds within the limited synchrophaser range. If
propeller servo piston to permit propeller operation in beta preferred, the synchrophaser switch may be turned OFF, the
and reverse ranges. propellers re-synchronized manually, and the synchrophaser
turned back ON.
July, 2005 7-39

FUEL SYSTEM fuel transfer line. After 30 seconds, the transfer pump shuts
off and the NO FUEL XFR annunciator illuminates. The NO
The fuel system consists of two separate systems connected
FUEL XFR annunciator also functions as an operation
by a crossfeed system.
indicator for the transfer pump. Extinguishing the NO FUEL
Fuel for each engine is supplied from a nacelle tank and four XFR annunciator requires that the transfer pump switch be
interconnected wing tanks for a total of 192 gallons (727 placed in the OFF position.
liters) of usable fuel for each side with all tanks full. The
The OVERRIDE positions of the transfer pump switches may
outboard wing tanks supply the center section wing tank by
be used in the event that either or both nacelle tanks' float
gravity flow. The nacelle tank draws its fuel supply from the
switches fail to function. When in the OVERRIDE position,
center section tank. Since the center section tank is lower
the transfer pumps run continuously. If the nacelle tanks
than the other wing tanks and the nacelle tank, the fuel is
become full, the excess will be returned to the wing center
transferred to the nacelle tank by the fuel transfer pump in the
section tanks through the fuel vent lines.
low spot of the center section tank.
If the transfer pump fails to operate during flight, gravity feed
Each system has two filler openings, one in the nacelle tank,
will perform the transfer. When the nacelle tank level drops to
and one in the leading edge tank. To assure that the system
approximately 150 pounds, or approximately 22 gallons (83.3
is properly filled, service the nacelle tank first, then the wing
liters), the gravity port in the nacelle tank opens and gravity
tanks.
flow from the wing tank starts. All wing fuel, except
A crossfeed valve in the left fuel system makes it possible to approximately 188 pounds, (28 gallons, 106 liters) from each
connect the two systems. With the crossfeed valve OPEN, wing, will transfer during gravity feed.
one system can supply fuel to the other. Each system has a
submerged boost pump in the nacelle tank and this pump CROSSFEED
supplies the motive force to transfer fuel as well as fuel boost
to one or both engines. With one engine inoperative, the Crossfeeding fuel is authorized only in the event of engine
crossfeed system allows fuel from the inoperative side to be failure or electric boost pump failure.
supplied to the operating engine.
The crossfeed system is controlled by a three-position switch
The fuel system is vented through a recessed ram air scoop placarded CROSSFEED - OPEN - AUTO and CLOSE. The
vent, coupled to a heated external vent, located on the valve can be manually opened or closed, but under normal
underside of the wing, adjacent to the nacelle. The external flight conditions it is left in the AUTO position. In the AUTO
vent is heated to prevent icing. One vent acts as a backup for position, the fuel pressure switches are connected into the
the other, should one or the other become blocked. crossfeed control circuit. In the event of a boost pump failure,
causing a drop in fuel pressure, these switches open the
crossfeed valve allowing the remaining boost pump to supply
BOOST PUMPS
fuel to both engines.
The boost pumps are submerged, rotary, vane-type impeller
In the event of a boost pump failure during takeoff, the system
pumps, and are electrically driven. One pump is located in
will begin to crossfeed automatically allowing the pilot to
each nacelle tank.
complete the takeoff without an increase in work load at a
crucial time. After the takeoff is completed, or if the boost
FUEL TRANSFER PUMPS pump fails aft.er takeoff, the crossfeed switch may be closed
and the flight continued, relying on the engine-driven high
Submerged, electrically driven, impeller pumps, located at
pressure pump. In some instances, the pilot may elect to
the low spots in the wing center section tanks, provide the
continue the flight with the remaining boost pump and the
motive force for fuel transfer from wing tanks to nacelle tanks.
crossfeed system in operation.
Fuel is transferred automatically when the TRANSFER
PUMP - OVERRIDE - AUTO - OFF switches are placed in
AUTO, unless the nacelle tanks are full. A TRANSFER TEST [�AUTION:]
switch is provided to verify the operation of each pump when
its corresponding nacelle tank is full. Operation with the FUEL PRESS annunciator
on is limited to 10 hours, after which the engine
The nacelle tank will fill until the fuel reaches the upper driven high pressure pump must be overhauled
transfer limit and a float switch turns the transfer pump off. As or replaced. When operating with Aviation
the engines burn fuel from the nacelle tanks (60-gallon/227- Gasoline base fuels, operation on the engine
liters capacity each tank), fuel from the wing center section driven high pressure pump alone is permitted
tanks is transferred into the nacelle tanks each time the up to 8000 feet for a period not to exceed 10
nacelle tank levels drop approximately ten gallons (37.9 hours. Operation above 8000 feet requires
liters). boost or crossfeed.
When 130 gallons (492 liters) of fuel (each side) are used The crossfeed system may be used in the case of an engine
from the wing tanks (131 gallons/496 liters usable each side), failure to allow the operating engine to draw fuel from the
a pressure sensing switch reacts to a pressure drop in the tanks on the opposite side of the airplane, if necessary.
7-40 July, 2005

llayllleon Aircraft Company Section 7
I Refer to Section 3A, ABNORMAL PROCEDURES, FUEL DRAINS
"CROSSFEED", for detailed steps in carrying out these
procedures. During each preflight, the fuel sumps on the tanks, pumps
and filters (strainers) should be drained to check for fuel
contamination. There are four sump drains and one filter
FIREWALL SHUTOFF (strainer) drain in each wing, located as follows:
The system incorporates two firewall shutoff (fuel) valves
controlled by two switches, one on each side of the fuel FUEL DRAINS
system circuit breaker panel, located on the fuel control
panel. These switches, respectively L and R, are placarded
NUMBER DRAINS LOCATION
FW SHUTOFF VALVE - OPEN - CLOSE. A red guard over
each switch is an aid in preventing accidental operation. Like 1 Leading Edge On underside of outboard
the boost pumps, the firewall shutoff valves receive electrical Tank Sump wing, just forward of main
power from the triple fed bus. spar
1 Firewall Fuel Flush drain valve is
FUEL FIL TEA (STRAINER) Filter (Strainer) accessible on underside of
The fuel filter is on the forward side of the firewall. From the Drain engine cowling
fuel filter, the fuel flows through the fuel flow indicator 1 Boost Pump Bottom center of nacelle,
transmitter, through the fuel heater that utilizes heat from the Sump forward wheel well
engine oil to warm the fuel, through the engine-driven fuel
pump, and then to the fuel control unit. From the fuel control 1 Transfer Pump Just outboard of wing root,
unit, the fuel is directed through the dual fuel manifolds to the Sump Drain forward of flap
fuel outlet nozzles and into the annular combustion chamber. 1 Wheel Well Inside wheel well on
Sump gravity feed line
Fuel pressure is monitored through the use of a fuel pressure
switch located at a port on each fuel filter. This switch
activates the L FUEL PRESS or R FUEL PRESS annunciator FUEL GAGING SYSTEM
on the glareshield annunciator panel. When the fuel pressure
falls below a preset pressure, the pressure switch is activated The airplane is equipped with a capacitance type fuel quantity
and the annunciator is illuminated. indication system. A maximum indication error of 3% full
scale may be encountered in the system. The system is
A red button on the top of the fuel filter is a contamination designed for the use of Jet A, Jet A 1, JP-5 and JP-8 aviation
indicator. Fuel pressure differential of 1.0 to 1.4 psi, due to kerosene, and compensates for changes in fuel density due
contamination, will cause the red button to pop up. This is an to temperature changes. If other fuels are used, the system
I
indication that the filter needs servicing. Cleaning the filter will not indicate correctly. See OTHER PROCEDURES in
should be accomplished as soon as practicable after the Section 4, NORMAL PROCEDURES for instructions when
button has popped up, whether or not the regular servicing using Jet B, JP-4, or aviation gasoline.
interval has been reached.
The fuel panel utilizes a fuel quantity indicator for each side
Blockage of the fuel filter will cause fuel to bypass the filter and fuel quantity is read directly in pounds. A toggle switch,
and flow to the engine. Internal passages and relief valves in located between the two fuel quantity indicators, can be
the fuel filter allow this. placed in TOTAL position to provide an indication on all fuel
A valve (attached to the base of the fuel filter by a short length in the system, or in the NACELLE position to indicate the
of tubing) is accessible under the engine cowling (near the quantity of fuel in the nacelle tanks only. The NACELLE
firewall location). This valve can be opened or closed with a position is provided in order to verify nacelle fuel quantity
coin, a screw driver, or a fuel drain tool, so that fuel can be during operations with the NO FUEL XFR annunciator
drained from the fuel filter for pref light check. illuminated where it is desirable to monitor gravity feed from
wing tanks.
July, 2005 7-41

Section 7
Systems Description
llaylllean Aircraft Company
Model C90A
(PJ) BLEED AIR LINE
FUEL EXPANSION SPACE ENGINE FUEL MANIFOLD
FILTER
FILLER CAP
LOCATION
FUEL DRAIN PURGE SYSTEM
FUEL MANIFOLD
NEGATIVE PRESSURE DUMP-VALVE __,_____.i;;;;;;;i
RELIEF VALVE (AIR) ENGINE FUEL
CONTROL UNIT
OPEN TO ATMOSPHERIC
PRESSURE
VIEW A-A FUELPRESSURE--------l'i)� ,.�........,.-�

ANNUNCIATOR�
SUBMERGED BOOST
PUMP & DRAIN
FIREWAU SHUTOFF VALVE
FILLER CAP
TO RIGHT
ENGINE
=AIR
FUEL TRANSFER
%Z'ZZZ'2%Z'ZZ UNDER BOOST PRESS PUMP RESTRICTOR
·· · · · · .....·. ·.· · FUEL SUPPLY TRANSFER WARNING TRANSFER

LIGHT SWITCH PUMP AND
� FUEL RETURN DRAIN
r-�--��Nol"E��---�
�VENT
RIGHT SYSTEM IS IDENTICAL TO LEFT SYSTEM EXCEPl
...... CROSSFEED �--��-NOTE��-��-. THAT THE LATTER CONTAINS THE CROSSFEED VALVE. n
=E3== CHECK VALVE A FUEL CAPACITANCE GAGING SYSTEM UTILIZES A SINGLE

SHOULD ALSO BE NOTED THAT THE PURGE VALVE ANC
FUEL LINE ARE LOCATED ON TliE INBOARD SIDE OF THE
FUEL QUANTITY GAGE FOR EACH WING FUEL SYSTEM. THIS NACELLE ANO THAT THERE IS A THERMAL RELIEF VALVE
a1a1a FUEL TRANSFER GAGE CAN BE SWITCHED TO DESIGNATE THE AMOUNT OF ANO i.lNE FROM THE CROSSFEEO LINE IN THE RIGHT FUEi.
FUEL IN THE NACEUE TANK OR THE TOTAL FUEL IN Tl-iE SYSTEM.
• • • - I CRAIN LINE SYSTEM
·vALVE HAS t«lLES FOR FLOW OUT AT REDUCED RATE
':� \1l�!:?::l l � �:
ONLY 28 OF ,, GALLON WILL NOT GRAVITY FEED TC
TY NACELLE.
��
FUEL SYSTEM SCHEMATIC C90/1-603-535

001
7-42 July, 2005

llayllleon Aircraft Company Section 7
FUEL PURGE SYSTEM senses battery current and illuminates the BATIERY
CHARGE annunciator whenever a high charge rate exists.
Engine compressor discharge air (P3 air) pressurizes a purge The BATIERY CHARGE annunciator illuminates after an
tank. On engine shutdown, the fuel manifold pressure sub engine start and should extinguish within 5 minutes. If the
sides, allowing the engine fuel manifold poppet valve to open. BATIERY CHARGE annunciator remains illuminated for
The purge tank pressure then forces fuel out of the engine more than 5 minutes during ground operations, the battery
fuel manifold lines through the fuel nozzles and into the com charge current can be monitored using the procedures found
I
bustion chamber. As the fuel is burned, a momentary surge in the OTHER PROCEDURES portion of Section 4. If the
in gas generator rpm (N1) should be observed. The entire op annunciator illuminates in flight, the procedures found in
eration is automatic and requires no input from the crew. Section 3A, under BATIERY CHARGE RATE should be
On engine start-up, fuel manifold pressure closes the fuel followed.
manifold poppet valve allowing P3 air to pressurize the purge On airplanes LJ-1534 and after, the battery voltage and
tank. current can be monitored with the voltmeter and battery
I
ammeter located in the overhead instrument panel. A battery
USE OF AVIATION GASOLINE ammeter reading of 10 amps or less prior to takeoff indicates
the battery is approaching a full charge.
If aviation gasoline is used as an alternate or emergency fuel,
the hours of operation on gasoline must be calculated to
avoid exceeding the maximum of 150 hours of operation on GENERATORS
gasoline between overhauls. Since the gasoline is being There are two engine-driven, 250-amp starter-generators
mixed with regular fuel, record the number of gallons taken installed on the airplane. Individual control switches are
aboard for each engine. Determine the average fuel provided in the pilot's subpanel and are placarded GEN 1 and
consumption for each hour of operation. If one engine has an GEN 2 - OFF/ON/GEN RESET. The generators are self
average fuel consumption of 40 gallons (151.4 liters) per excited and do not require battery power for operation. To
hour, for example, it is allowed 6000 gallons (22,712.4 liters) bring a generator on line, the generator switch should be
of aviation gasoline between overhauls or 12,000 gallons momentarily placed in the GEN RESET position, then
(45,424.8 liters) between overhauls for both engines. released to ON. In the GEN RESET position, the generator
voltage builds up to 28 volts and the line contactor is open.
ELECTRICAL SYSTEM When the generator switch is released to ON, the line
contactor is allowed to close.
The electrical system of the King Air C90B is a 28-volt direct
current (vdc) negative ground system. The power sources Generator control units provide voltage regulation, differential
include one battery and two generators. Power from these voltage, reverse current protection, paralleling, cross-start
sources is distributed to the individual electrical loads with a current limiting, and overvoltage protection control for the
multi-bus system as depicted in the Power Distribution generators. The voltage regulation circuit controls the
Schematic. The distribution system consists of a hot battery generator to maintain a constant 28-volt output. The
bus, left generator bus, right generator bus, center bus, and differential voltage circuit compares the generator output and
a triple-fed bus. The power sources are connected to the the center bus voltages then closes the line contactor if the
distribution system through line contactors and relays. A generator is within acceptable limits of the center bus voltage.
voltmeter in the overhead instrument panel is provided to
Reverse current protection circuitry opens the line contactor
monitor battery, external power and individual bus voltages.
and disconnects the generator if a reverse current condition
occurs. If the condition corrects itself, the line contactor will
BATTERY re-close automatically.
The battery is a 34-ampere-hour, air-cooled, 20-cell nickel The paralleling circuit provides load equalization between
cadmium battery (airplanes prior to LJ-1534) or a 42-ampere both generators. The cross-start current limiting circuit limits
hour, sealed, lead-acid battery (airplanes LJ-1534 and after). the generator output during engine cross-start operation.
The battery is controlled by a battery switch located in the
pilot's outboard subpanel and placarded BAT-OFF/ON. The The overvoltage protection circuit senses the generator
battery switch controls the battery relay and the battery bus output voltage and de-excites the generator and opens the
tie. When the battery switch is in the ON position, the battery line contactor if an overvoltage occurs. If the generator is
relay closes to apply power to the triple-fed bus and the disconnected for overvoltage, it will be necessary to select
battery bus tie closes to apply power to the center bus. In the GEN RESET, then ON to reset the generator.
OFF position, the battery relay and the battery bus tie open to
L DC GEN and R DC GEN annunciators are provided.
disconnect the battery from all buses except the hot battery
Illumination of the L or R DC GEN annunciator indicates that
bus.
the line contactor is open and the generator is off line.
On airplanes prior to LJ-1534, the battery voltage can be Loadmeters in the overhead instrument panel indicate the
monitored with the voltmeter located in the overhead load applied to each generator as a percent of generator
instrument panel. A battery monitor circuit continuously rating.
July, 2005 7-43

Section 7 Raylbean Aircraft Company
BUS TIES overhead instrument panel should be used to verify that the
external power voltage is within acceptable limits.
The generator buses are connected to the center bus with the
left and right bus tie relays. A three-position generator bus tie Reverse polarity protection and overvoltage protection are
control switch is located in the pilot's subpanel. It is placarded provided. The reverse polarity protection circuit prevents the
GEN TIES - OPEN/NORM/MAN CLOSE. The OPEN position external power relay from closing if the external power
causes both the left and right bus tie relays to open and polarity is different than the airplane electrical system. The
isolate the generator buses from the center bus. The NORM overvoltage protection circuit opens the external power relay
position allows the automatic closure of the left and right bus to electrically disconnect the external power from the airplane
tie relays when either generator or the external power comes if an overvoltage occurs. After an overvoltage disconnect
on line. If the battery is the only source on line, both generator occurs, it is necessary to turn off the external power control
bus ties open to isolate the left and right generator bus loads switch to rest the overvoltage.
from the battery. In addition, the normal and max electric
The EXT PWR caution annunciator is provided to indicate the
head and air conditioner are also disabled. Equipment, which
state of the external power. Continuous illumination of the
remains operational during only operation, is identified with a
EXT PWR annunciator indicates that external power is
white ring around the control switch. Momentarily selecting
electrically connected and supplying power to the airplane
the MAN CLOSE position during battery operation closes
electrical system. A flashing EXT PWR annunciator indicates
both generator bus ties to power the generator buses from
that an external power plug is connected to the airplane, but
the battery. However, this will severely limit the battery
the external power output voltage is low or the external power
duration.
is electrically disconnected from the airplane electrical
The battery buys tie connects the battery to the center bus. system. Either condition should be corrected to prevent
The battery switch closes the battery bus tie when the battery depleting the battery.
switch is in the ON position, making the battery available for
center bus loads or for recharging.
EXTERNAL POWER UNIT REQUIREMENTS
Bus current sensors are installed which sense current to each
For ground operation, 28.2 ±.2 VDC electrical power may be
generator bus from the center bus and to the center bus from
supplied to the airplane from external power. The external
the battery. If either generator bus sensor detects a high
power unit should be capable of producing 1000 amps for 5
current condition, it opens the corresponding bus tie to isolate
seconds, 500 amperes for 2 minutes and 300 amps
the bus from the rest of the system. If the battery bus sensor
continuously.
detects a high battery discharge current, it opens the battery
bus tie to isolate the battery. The battery bus sensor· is
defeated during engine starts and landing gear operation. f�AUTION:1
The bus current sensors are controlled with the three position
bus sense control switch placarded BUS SENSE - TEST/ Do not exceed 350 amperes continuous power.
NORM/RESET. Momentarily selecting the TEST position Any current in excess of 1000 amperes may
tests the bus current sensors causing the generator bus ties overtorque the drive shaft of the starter
and battery tie to open. Momentarily selecting the RESET generator or produce heat sufficient to shorten
position will reset the bus current sensors if they have been the life of the unit.
tripped either as a result of a test or an actual high current
condition. INVERTERS
L GEN TIE OPEN, R GEN TIE OPEN, and BAT TIE OPEN Two solid-state inverters are installed, The inverters convert
annunciators are provided to indicate the positions of the bus de input power to single-phase 400 Hz ac at 115 volts and 26
ties. Illumination of these annunciators indicate that the volts. The inverters are connected to the center bus during
corresponding bus tie is open. The MAN TIES CLOSE battery operation. The No. 1 inverter transfers to the left
annunciator indicates that the generator bus ties have been generator bus and the No. 2 inverter transfers to the right
manually closed during battery operation and generator bus generator bus when one or both generators is on line.
loads are applied to the battery.
The inverters are controlled by a single switch in the pilot's
outboard subpanel placarded INVERTER - N0.1/0FF/NO. 2.
EXTERNAL POWER Only one inverter can be selected at a time. Either inverter
can provide power to all ac loads.
The external power receptacle, located under the right wing
outboard of the nacelle, is provided to facilitate connecting a The 115-vac output of the operating inverter can be
28 vdc external power unit to the airplane electrical system. A monitored with the volt/frequency meter in the overhead
control switch, placarded EXT PWR - ON/OFF - RESET is instrument panel. The volt/frequency meter normally
located in the pilot's left subpanel and controls the external indicates frequency but voltage can be selected by
power relay. The external power relay will close when the depressing the button in the lower left corner of the meter.
switch is in the ON position. It is recommended that the Illumination of the INVERTER annunciator indicates that the
battery be on line whenever the external power is in use. selected inverter is inoperative.
Before selecting EXT PWR - ON, the airplane voltmeter in the
7-44 July, 2005

Systems Description
Model C90A
TO TO
tGENERATOR GENERATOR t
FIELD FIELD
LOAI LOAD METER
LEFT RIGHT
GENERATOR GENERATOR
SWITCH SWITCH
LJOOC
051121AA.AI
July, 2005 7-45

Section7 Raylbean Aircraft Company
I AVIONICS/ELECTR_ICAL EQUIPMENT BUS CONNECTION

LEFT GENERATOR BUS
AVIONICS FUEL
Avionics No. 2 Bus R Boost Pump
DSP R Firewall Valve
DSPLPRCRP R Fuel Pressure Warning
EADI R Fuel Quantity Indicator
EFIS Fans Normal R Transfer Pump
EHSI FURNISHINGS
ELECTRICAL Cigar Lighter
Inverter No. 1 LIGHTS
ENGINE Avionics & Engine Instrument Lights
L Chip Detector Flashing Beacon
L Main Engine Anti-Ice Flight Instrument Lights
R Stby Engine Anti-Ice Control L Landing Light
ENVIRONMENTAL Tail Flood Lights (Opt)
R Bleed Air Control PROPELLERS
Vent Blower Propeller Balance
FLIGHT CONTROL Propeller Sync
Flap Control Indicator WEATHER
Flap Motor L Fuel Control Heat
L Fuel Vent Heat
Pilot Windshield Heat
RIGHT GENERATOR BUS

AVIONICS FUEL
Avionics No. 3 Bus Crossfeed Valve
Copilot Audio L Boost Pump
EFIS Fan STBY L Firewall Valve
ELECTRICAL L Fuel Pressure Warning
Inverter No. 2 L Fuel Quantity Indicator
R Generator Bus L Transfer Pump
ENGINE FURNISHINGS
R Engine Chip Detector Furnishings Master Control
R Main Engine Anti-ice Electric Toilet (Opt)
L Stby Engine Anti-Ice Control LIGHTS
FLIGHT CONTROL R Landing Light
Elevator Trim Recognition Lights (Opt)
Rudder Boost Side Panel Lights
FLIGHT INSTRUMENTS Strobe Lights (Opt)
Copilot Turn & Slip Subpanel, Overhead & Console Lights
WARNING/ANNUNCIATORS
NO SMOKE & FSB Signs
WEATHER
Copilot Windshield Heat
R Pitot Heat
Stall Warning Heat
7-46 July, 2005

Rayllleo11 Aircraft Company Section 7
CENTER BUS
AVIONICS LANDING GEAR
Inverter No. 1 Landing Gear
Inverter No. 2 PROPELLERS
ELECTRICAL Propeller Deice
Generator Reset WARNING/ANNUNCIATORS
ENVIRONMENTAL Avionics Annunciation
Air Conditioner Motor WEATHER
Maximum Electric Heat Surface Deice
Normal Electric Heat Windshield Wiper
LIGHTS
Taxi Light
Ice Light
TRIPLE-FED BUS
AVIONICS FLIGHT INSTRUMENTS
Avionics Master Power Outside Air Temp
Avionics No. 1 Bus Pilot Encoding Altimeter
ELECTRICAL Pilot Turn & Slip
Bus Tie Control LANDING GEAR
ENGINE Landing Gear Control
Autoteather (Opt) LIGHTS
Fire Detector (Opt) Cabin Floor Lights
L Igniter Power Instruments Indirect Lights
L Start Control Navigation Lights
A lgnitor Power PROPELLERS
A Starter Control Propeller Governor Test
ENGINE INSTRUMENTS WARNING/ANNUNCIATORS
L Engine Fuel Flow Annunciator Indicator
L Engine Oil Pressure Annunciator Power
L Engine Temperature L Oil Pressure Warning
R Engine Oil Flow Landing Gear Position Indicator
A Engine Oil Pressure Landing Gear Warning Horn
A Engine Oil Temperature R Oil Pressure Warning
ENVIRONMENTAL Stall Warning
Cabin Air Temp WEATHER
Cabin Pressure Control L Pitot Heat
L Bleed Air Control
HOT BATTERY BUS

AVIONICS FUEL
RNAV Memory Fuel Crossfeed Valve
ELECTRICAL L Fuel Boost Pump
Battery Relay Power R Fuel Boost Pump
Battery Voltmeter FURNISHINGS
ENGINE MOD (Stereo)
L Engine Fire Extinguisher (Opt) LIGHTS
A Engine Fire Extinguisher (Opt) Entry Light
July, 2005 7-47

LEFT GENERATOR AVIONICS BUS No. 2 RIGHT GENERATOR AVIONICS BUS No. 3
ADF1 Air Data
AFCS Compass2
AP Servo DME1
Comm2 GPS
DME2 Hazard Avoid
Radar MFD
Radio Altimeter Nav2
Radio Phone RMI 1
RMl2 Transponder 1
1ransponder2
I
TRIPLE-FED AVIONICS BUS No. 1
Comm1
Compass 1
Nav1
STANDBY EFIS POWER SUPPLY The EFIS auxiliary battery is continually charged by the No. 2
Avionics Bus.
A standby EFIS power supply system is provided to prevent
the pilot's EFIS displays from blanking during flight conditions A beeping warning horn is provided to alert the pilot that the
where voltage to the system may drop momentarily below28 standby battery is supplying power to the pilot's displays. This
VDC. Such conditions may include gear operations and horn will activate in conjunction with the illumination of the
airstarts. The system consists of an EFIS auxiliary battery AUX ON annunciator. The horn may be silenced by pressing
located in the aft fuselage avionics compartment, an EFIS the HORN SILENCE button. The horn and the annunciator
AUX POWER control panel located on the pilot's instrument wilt activate during shutdown if the avionics switch is turned
panel, a 15-amp circuit breaker, placarded EFIS AUX BAT, off before the auxiliary battery is turned off.
located on the right circuit breaker panel, and a relay The standby EFIS power supply is intended for only short
activated by the left squat switch which inhibits the ability of periods of use such as during the momentary drops in
the standby battery to power the pilot's EFIS on the ground. operating voltage. It should not be relied upon to maintain
The EFIS AUX PANEL contains an ON-OFF-TEST switch, a operation of the EFIS if the normal power supply should fail.
HORN SILENCE button, and a cluster of annunciators which
provide the following information to the pilot.
LIGHTING SYSTEMS
AUX ARM Illuminates when the standby battery is
(Green) selected on, the avionics switch is on, and the COCKPIT
pilot's EFIS displays are being powered by
An overhead light control panel, accessible to both pilot and
the Left Generator Bus through the No. 2
copilot, incorporates a functional arrangement of all lighting
Avionics Bus.
systems. Each light group has its own rheostat switch
AUX ON Illuminates when voltage to the pilot's EFIS placarded BRT - OFF. The MASTER PANEL LIGHTS - ON
(Amber) has dropped below 18 VDC and operating OFF switch is the master switch for: Pilot & Copilot Flight
power has switched to the standby battery Instrument Lights, Pilot & Copilot Gyro Instrument Lights,
power supply. A beeping warning horn will Engine Instrument Lights, Avionic Panel Lights, Overhead,
sound in conjunction with this annunciator. Pedestal & Subpanel Lights, and Side Panel Lights. The
instrument indirect lights in the glareshield and overhead map
AUX TEST Illuminates when the ON-OFF-TEST switch is
lights are individually controlled by separate rheostat
(Green) held to the TEST position. The test switch
switches.
should not be held longer than 5 seconds,
and released as soon as the AUX TEST
annunciator illuminates. The annunciator may CABIN
illuminate only momentarily, or as long as the
A threshold light is located forward of the airstair door at floor
switch is held to the TEST position. Either
level. A switch adjacent to the threshold light is for switching
situation indicates the auxiliary battery has a
this light on and off. When the airstair door is closed, the
sufficient charge. Refer to BEFORE ENGINE
threshold light will extinguish.
STARTING in Section 4, NORMAL
PROCEDURES.
7-48 July, 2005

RaylllellD Aircraft Company Section 7
When the battery switch is ON, the individual reading lights floorboard, forward of the main spar, which ensures quiet
along the top of the cabin may be switched on or off by the operation of the environmental bleed air system. The air
passengers with a push-button switch adjacent to each light. mixture is then ducted from the muffler into the mixing
plenum.
The baggage area light is controlled with a push-button
switch adjacent to the light in the aft compartment headliner. The mixing plenum receives recirculated cabin air from the
vent blower in addition to the air mixture from the bleed air
A three-position light switch located in the CABIN group of the
system. The mixing plenum is also a distribution point. Air
copilot's left subpanel and placarded BRIGHT - DIM - OFF
from the mixing plenum is ducted upward into the crew heat
controls the cold cathode cabin lights. This lighting group als�
duct. A valve on the forward side of the crew heat duct allows
incorporates. a three-position light switch placarded NO
air to be tapped off for delivery to the windshield defroster
SMOKE & FSB - OFF - FSB which controls the seat belt/no
when the DEFROST AIR - PULL ON knob on the pilot's right
smoking signs and attendant chimes.
subpanel is pulled out. Air from the environmental bleed air
du<?t is mixed with recirculated cabin air in the mixing plenum,
EXTERIOR then routed into the floor outlet duct. This pressurized air is
then introduced into the cabin through the floor registers.
Switches for the landing lights, taxi lights, wing ice lights,
Finally, the air flows out of the pressure vessel through the
navigation lights, rotating beacons, and if installed,
outflow valve, located on the aft pressure bulkhead. A
recognition, wing tip and tail strobe lights, are located on the
silencer on the outflow and safety valves ensures quiet
pilot's right subpanel. They are appropriately identified as to
operation.
their function.
The mixture from both flow control units is delivered to the
Tail floodlights, if installed, are incorporated into the
pr�ssure vessel at a rate of approximately 14 pounds per
horizontal stabilizers and are intended to illuminate both
minute, depending upon outside air temperature and
sides of the vertical stabilizer. A switch for these lights,
pressure altitude. Pressure within the cabin and the rate of
placarded LIGHTS - TAIL FLOOD - OFF, is located on the
cabin pressure changes are regulated by pneumatic
pilot's right subpanel.
modulation of the outflow valve, which controls the rate at
which air can escape from the pressure vessel.
ENVIRONMENTAL SYSTEM A vacuum operated safety valve is mounted adjacent to the
outflow valve on the aft pressure bulkhead. It is intended to
The environmental system consists of the bleed air
serve three functions: to provide pressure relief in the event
pressurization, heating and cooling systems, and their
of a malfunction of the outflow valve; to allow depressuriza
associated controls.
tion of the pressure vessel whenever the cabin pressure
switch is moved into the DUMP position; and to keep the
PRESSURIZATION SYSTEM pressure vessel unpressurized while the airplane is on the
ground with the left landing gear safety switch compressed. A
The pressurization system is designed to provide a normal
working pressure differential of 5.0 ± .1 psi, which will provide negative pressure relief function is also incorporated into both
the outflow and the safety valves. This prevents outside at
cabin pressure altitudes of approximately 6000 feet at an
mospheric pressure from exceeding cabin pressure by more
airplane altitude of 20,000 feet, and 12,000 feet at 30,000
feet. The controller range is limited to 10,000 feet cabin than 0.1 psi during rapid descents, even if bleed air inflow
ceases.
altitude.
When the BLEED AIR VALVE switches on the copilot's left
Bleed air from the compressor section of each engine is
subpanel are OPEN (up), the air mixture from the flow control
utilized to pressurize the pressure vessel. A flow control unit
units enters the pressure vessel. While the airplane is on the
in the nacelle of each engine controls the pressure of the
ground, a left landing gear safety-switch-actuated solenoid
bleed air and mixes ambient air with it in order to provide an
valve in each flow control unit keeps the ambient air intake
air mixture suitable for the pressurization function. The
port closed, allowing only bleed air to be delivered into the
mixture flows to the environmental bleed air shutoff valve
pressure vessel. At lift-off, the safety valve closes and the
which is controlled by a switch placarded BLEED AIR
ambient air shutoff solenoid valve in the left flow control unit
VALVES - LEFT - RIGHT - OPEN - CLOSED in the
opens; approximately 6 seconds later, the solenoid in the
ENVIRONMENTAL controls group on the copilot's left
right flow control unit opens. Consequently, by increasing the
inboard subpanel. When this switch is in the OPEN position,
volume of airflow into the pressure vessel in stages,
the air mixture flows through the valve and to the air-to-air _
excessive pressure bumps during takeoff are avoided.
heat exchanger. Depending upon the position of the bypass
valves, a greater or lesser volume of the air mixture will be An adjustable cabin pressurization controller is mounted in
routed through or around the heat exchanger. The the pedestal. It commands modulation of the outflow valve. A
temperature of the air flowing through the heat exchanger is dual-scale indicator dial is mounted in the center of the
lowered as heat is transferred to cooling fins, which are in turn pressurization controller. The outer scale (CABIN ALT)
cooled by ram airflow through the fins of the heat exchanger. indicates the cabin pressure altitude which the pressurization
The air leaving both (left and right) bypass valves is then �o�troller is set to maintain. The inner scale (ACFT ALT)
ducted into a single muffler, located under the right indicates the maximum pressure altitude at which the
July, 2005 7-49

Section 7 Rayllleon Aircraft Company
airplane can fly without causing the cabin pressure altitude to 12 o'clock position will provide the most comfortable cabin
climb above the value selected on the outer scale (CABIN rate of climb. Check the cabin pressure switch to ensure that
ALT) of the dial. The indicated value on each scale is read it is in the PRESS position. As the airplane climbs, the cabin
opposite the index mark at the forward (top) position of the pressure altitude climbs at the selected rate of change until
dial. Both scales rotate together when the cabin altitude the cabin reaches the selected pressure altitude. The system
selector knob (CABIN ALT) is turned. The maximum cabin then maintains cabin pressure altitude at the selected value.
pressure altitude is selected by turning the cabin altitude If the airplane climbs to an altitude higher than the value
selector knob until the desired setting on the CABIN ALT dial indexed on the ACFT ALT scale of the dial on the face of the
is aligned with the index mark. The maximum cabin altitude controller, the cabin-to-atmospheric pressure differential will
selected may be anywhere from -1000 to +10,000 feet. The reach the pressure relief setting of the outflow valve and
rate at which the cabin pressure altitude changes from the safety valve. Either or both valves will then release cabin
current value to the selected value is controlled by rotating pressure overriding the cabin pressurization controller in
the rate control selector knob. The rate of change selected order to limit the cabin-to-atmospheric pressure differential to
may be from approximately 200 to approximately 2000 feet 5.0 ± .1 psi. If the cabin pressure altitude should reach a value
per minute. of approximately 12,500 feet, a pressure sensing switch
mounted on the forward pressure bulkhead will close. This
The actual cabin pressure altitude is continuously indicated
causes the CABIN ALT HI annunciator to illuminate, warning
by the cabin altimeter, which is mounted in the right side of
the pilot of operation requiring the use of oxygen. During
the panel that is located above the pedestal. Immediately to
cruise operation, if the flight plan calls tor an altitude change
the left of the cabin altimeter is the cabin vertical speed
of 1,000 feet or more, reselect the new altitude plus 1000 feet
(CABIN CLIMB) indicator, which continuously indicates the
on the GABIN ALT dial.
rate at which the cabin pressure altitude is changing.
During descent and in preparation for landing, set the cabin
The cabin pressure switch, located to the left of the
altitude selector to indicate a cabin altitude of approximately
pressurization controller on the pedestal, is placarded CABIN
500 feet above the landing field pressure altitude, and adjust
PRESS - DUMP - PRESS - TEST. When this switch is in the
the rate control selector as required, to provide a comfortable
DUMP (forward) position, the safety valve is held open so the
cabin-altitude rate of descent. Control the airplane rate of
cabin will depressurize and/or remain unpressurized. When it
descent so that the airplane altitude does not catch up with
is in the PRESS (center) position, the safety valve is normally
the cabin pressure altitude until the cabin pressure altitude
closed, with the outflow valve controlled by the pressurization
reaches the selected value and stabilizes. Then, as the
controller, so the cabin will pressurize. When the switch is
airplane descends to and reaches the cabin pressure
held in the spring-loaded TEST (aft} position, the safety valve
altitude, the negative pressure relief function modulates the
is held closed, bypassing the landing gear safety switch, to
outflow and safety valve poppets toward the fully open
facilitate testing of the pressurization system on the ground.
position, thereby equalizing the pressure inside and outside
Adjust the cabin altitude selector knob so the ACFT ALT
of the pressure vessel. As the airplane continues to descend
scale on the indicator dial indicates an altitude approximately
below the preselected cabin pressure altitude, the cabin will
1000 feet above the planned cruise pressure altitude, and the
be unpressurized and will follow the airplane rate of descent
CABIN ALT scale indicates an altitude at least 500 feet above
to touchdown.
the take-off field pressure altitude, prior to takeoff. Adjust the
rate control selector as desired; setting the index mark at the
7-50 July, 2005

aa,tbeDII Aircraft Company Section 7
COMPRESSOR AND MOTOR
ENGINE PNEUMATIC
BLEED THERMOSTAT
AIR
AMBIENT AIR
SHUTOFF
VALVE
AMBIENT AIR
MODULATING
VALVE
AIR TO AIR
HEAT EXCHANGER
AIR TO --4--+-----Hl-r/1..�
AIR HEAT
EXCHANGER
-MAIN SPAR
I
!WHEEL!
I
WELL
LH LANDING
GEAR SAFETY
SWITCH I I
I I
L_.J L_.J
AMBIENT AIR SHUTOFF
ELECTRONIC TIME DELAY
AMBIENT AIR UNPRESSURIZED

RECIRCULATED AIR PRESSURIZED
- AIR CONDITIONED COOL AIR

DRAIN VALVE AT
�---- LOW POINT IN
OUTFLOW VALVE LINE
- BLEED AIR
HEATED AIR
l;:'}�}1}.?,�'. ,j
1 SOLENOID Sf:IUTOFF VALVE
PRESSURE VESSEL
PRESSURE
BULKHEAD
W07C
050462AA.AI
ENVIRONMENTAL SYSTEM SCHEMATIC
July, 2005 7-51

PNEUMO STAT
PNEUMATIC
(THERMOSTAT )
PRESSUllE
REGULATOR
I·
'I
t I
N.O.
SOLENOlD
VALVE I•I
r-- •. ------ � I
L----------....l
N.C.
FIREWALL
SHU TOH
VALVE
� AMIEINT
� FLOW
A100-603-3A
BLEED AIR FLOW CONTROL UNIT
FLOW CONTROL UNIT fireseal forward of the firewall. The bimetallic sensing discs of
the thermostat are inserted into the cowling intake. These
A flow control unit mounted on the forward side of the firewall discs sense outside air temperature and regulate the size of
in each nacelle controls the bleed air from the engine for use the thermostat orifices. Warm air will open the orifice; cold air
in pressurization, heating and ventilation. will restrict it until, at 30 ° F (-1 ° C), the orifice will completely
Each flow control unit consists of an ejector, an integral bleed close. When the variable orifice is closed, the pressure
air modulating valve, firewall shutoff valve, ambient air buildup will cause the modulating valve to close off the
modulating valve, and a check valve. The flow of bleed air outside air source. A solenoid valve located in the line to the
through the flow control unit is controlled as a function of pneumatic thermostat is controlled by the left landing gear
atmospheric pressure and temperature. Ambient air safety switch. When the airplane is on the ground, the
(surrounding air at atmospheric pressure) flow is controlled solenoid valve is closed, thereby directing the pressure to the
as a function of temperature only. When the BLEED AIR modulating valve, causing it to shut off the outside air source.
VALVE switches on the pilot's right subpanel are OPEN, a The exclusion of outside air allows faster cabin warmup
solenoid valve on each flow control unit opens to allow the during cold weather operation. A time delay relay is
bleed air into the unit. As the bleed air enters the flow control electrically connected to the solenoid valves to allow the left
unit, it passes through a filter before going to the reference valve to operate approximately 6 seconds before the right
pressure regulator. The regulator will reduce the pressure to valve. This precludes the simultaneous opening of the shutoff
a constant value ( 18 to 20 psi). This reference pressure is valves, which would result in a sudden pressure surge into
then directed to the various components within the flow the cabin. A check valve, located downstream from the
control unit that regulate the output to the cabin. One modulating valve, prevents the loss of bleed air through the
reference pressure line is routed to the firewall shutoff valve ambient air intake. At the same time, the above operations
located downstream of the ejector. An orifice is placed in the have been taking place in the control unit, reference pressure
line immediately before the shutoff valve to provide a is directed to the ejector flow control actuator. This actuator is
controlled opening rate. At the same time, the reference connected to another variable orifice of the pneumatic
pressure is directed to the ambient air modulating valve thermostat and a variable orifice controlled by an isobaric
located upstream of the ejector. A pneumatic thermostat with aneroid. The thermostat orifice is restricted by decreasing
a variable orifice is connected to the modulating valve. The ambient temperature, and the isobaric aneroid orifice is
pneumatic thermostat is located on the lower aft side of the restricted by decreasing ambient pressure. The restriction of
7-52 July, 2005

llaylbeon Aircraft Company Section 7
either orifice will cause a pressure buildup on the ejector flow determined by positioning of the controls in the
control actuator, permitting more bleed air to enter the ENVIRONMENTAL group on the copilot's left subpanel. An
ejector. Increasing ambient temperature and pressure or an air intake on the leading edge of the inboard wing brings ram
increase in one or the other would cause a decrease in bleed air into the heat exchanger to cool the bleed air. After leaving
air entering the ejector. the heat exchanger, the ram air is ducted overboard through
louvers on the underside of the wing.
UNPRESSURIZED VENTILATION After the bleed air passes through or around the air-to-air
heat exchanger, it is ducted to the mixing plenum. Mixed air
Fresh air ventilation is provided by two sources. One source
(recirculated cabin air and air from the environmental bleed
is the bleed air heating which is available during pressurized
air system) from the plenum is delivered to the pilot/copilot
and unpressurized flight. The second source of fresh air,
heat duct, which is located below the instrument panel. An
which is available during the unpressurized flight only, is
outlet at each end of this duct is provided to deliver warm air
outside air obtained from a ram air scoop on the left side of
to the pilot and copilot. A mechanically controlled damper in
the nose. The ram air enters the evaporator plenum through
each outlet permits the volume of airflow to be regulated. The
a flapper door. The flapper door is forced open by ram air
pilot's damper is controlled by the PILOT AIR - PULL ON
during unpressurized flight when the air speed is above
knob, located on the pilot's left subpanel. The copilot's
approximately 180 KIAS. Below approximately 180 KIAS, the
damper is controlled by the COPILOT AIR - PULL ON knob,
door is held closed by an electromagnet, preventing the fresh
located on the copilot's right subpanel. A defroster knob on
air from entering the cabin. If the Cabin Pressurization switch
the pilot's right subpanel controls a valve at the forward side
is placed to the DUMP position, power is removed from the
of the pilot/copilot heat duct which admits air to two ducts that
electromagnet allowing the flapper door to open at all
deliver the warm air to the defroster, located just below the
airspeeds. During pressurized flight the flapper door is held
windshields in the top of the glareshield. In addition, eyeball
closed by cabin pressure.
outlets in the glareshield, one on the left side and one on the
right side, can be adjusted to deliver air flow from the
NOTE defroster duct. Most of the mixed air from the plenum is
As cabin 8P approaches zero during a descent, ducted aft through the floor outlet duct.
the flapper door may be forced open by ram air
at airspeeds above approximately 180 KIAS,
causing a rapid depressurization of the remain ELECTRIC HEAT
ing cabin 8P and an increase in air noise. This In the ENVIRONMENTAL group on the copilot's subpanel is
opening of the flapper door can be prevented the ELEC HEAT switch with three positions: GAD MAX -
by ensuring that the cabin Altitude Selector is NORM - OFF. This switch is solenoid-held in GAD MAX
properly set to 500 feet above the landing pres position when on the ground and will drop down t o the NORM
sure altitude and maintaining speeds below 180 position at lift-off when the landing gear safety switch is
KIAS in the landing pattern. opened. It provides for maximum electric heat for initial
If ram air enters the evaporator plenum through the flapper warmup of the cabin. If all of the electrical heating elements
door, it is mixed with cabin air, (which is forced into the evap are not desired for initial warmup, as in the GAD MAX
orator plenum by the vent blower), and then ducted around position, the switch may be placed in the NORM position for
the electric heater and mixing plenum and into the ceiling out warm-up, in which only four elements will be utilized. In this
let duct. position, the operation of the four heating elements is
automatic in conjunction with the cabin thermostat to
supplement bleed air heating. The OFF position turns off all
HEATING electric heat and leaves cabin heating to be provided by bleed
When air is compressed, its temperature is increased. air.
Therefore, the bleed air extracted from the compressor
section of each engine for pressurization purposes is hot. COOLING
This heat is utilized to warm the cabin.
Bleed air that is used during the cooling mode is passed
When the left landing gear safety switch is in the on-the through the heat exchanger in the wing center section. An air
ground position, the ambient air valve in each flow control unit intake on the leading edge of the wing brings ram air into the
is closed. Consequently only bleed air is delivered to the heat exchanger to cool the bleed air that is being ducted into
environmental bleed air duct when the airplane is on the the cabin, and the ram air, upon leaving the heat exchanger,
ground. In flight, the ambient air valve is open, and outside air flows overboard through louvers on the bottom side of the
is mixed with the engine bleed air in the flow control unit. This wing. After the air enters the cabin, it is distributed through the
environmental bleed air mixture is then routed into the cabin. ducting system and is recirculated through the air conditioner.
If the environmental bleed air mixture is too warm for cabin The air conditioner evaporator is mounted in the lower part of
comfort, the bypass valve routes some or all of it through the the nose forward of the pressure bulkhead. Cooling air for the
air-to-air heat exchanger, located in the wing center section. air conditioner condenser is drawn in through a louvered
The position of the damper in the cabin heat control valve is
July, 2005 7-53

intake in the right side of the nose and exhausted out through setting, the automatic temperature control modulates the
louvers in the left side. bypass valves to allow heated air to bypass the air-to-air heat
exchangers in the wing center sections. The warm bleed air
The air conditioner unit is electrically driven, has a rated
is mixed with recirculated cabin air (which may or may not be
capacity of 16,000 Btu, and uses a refrigerant gas.
air conditioned) in the forward mixing plenum.
When the automatic control drives the environmental system
ENVIRONMENTAL CONTROLS
from a heating mode to a cooling mode, the cabin heat control
The ENVIRONMENTAL controls section on the copilot's left valves close. When the left bypass valve is opened to
subpanel provides for automatic or manual control of the approximately the 30 ° position, the refrigeration system will
system. This section contains all of the major controls of the turn off.
environmental function: bleed air valve switches; a vent
The CABIN TEMP - INCR control provides regulation of the
blower control switch; a manual temperature switch for
temperature level in the automatic mode. A temperature
control of the cabin temperature control valves in the air-to-air
sensing unit in the cabin, in conjunction with the control
heat exchangers; a cabin-temperature level control; and the
setting, initiates a heat or cool command to the temperature
cabin temp mode selector switch, for selecting automatic
controller, for the desired pressure vessel environment.
heating or cooling, manual heating or cooling, or off. Four
additional manual controls on the main instrument subpanel
may be utilized for partial regulation of cockpit comfort when NOTE
the partition curtain is closed and the cabin comfort level is When the CABIN TEMP MODE selector is
satisfactory. They are pilot's air, defroster air, and copilot's air turned to OFF, the bypass valves will remain in
control knobs and eyeball outlets in the glareshield. their present position, possibly allowing heat to
enter the airplane.
HEATING MODE
MANUAL MODE CONTROL
IF THE COCKPIT IS TOO COLD:
When the CABIN TEMP MODE selector is in the MAN HEAT
• PILOT AIR, COPILOT AIR knobs - PULL ON, and or MAN COOL position, regulation of the cabin temperature
DEFROST AIR knob - PULLED F�LLY OUT, or as is accomplished manually by momentarily holding the
required. MANUAL TEMP switch to either the INCR or DECR position
• Glareshield Eyeball Outlets - OPEN as desired. When released, this switch will return to the
IF THE COCKPIT IS TOO HOT: center (no change) position. Moving this switch to the INCR
or DECR position, results in modulation of the cabin heat
• PILOT AIR, COPILOT AIR knobs - PUSH OFF, and control (bypass) valves in the bleed air lines. Allow
DEFROST AIR knob PUSHED FULLY IN, or as required. approximately 30 seconds per valve (1 minute total time) for
• Glareshield Eyeball Outlets - CLOSED the valves to move to the fully open or fully closed position.
Only one valve at a time moves. Movement of these valves
COOLING MODE varies the amount of bleed air routed through the air-to-air
heat exchanger. Consequently, the temperature of the
IF THE COCKPIT IS TOO COLD:
incoming bleed air will vary. This bleed air mixes with
• PILOT AIR, COPILOT AIR knobs - PUSH OFF, and recirculated cabin air (which will be air conditioned if the
DEFROST AIR knob - PUSHED FULLY IN, or as required. refrigeration system is operating) in the mixing plenum, and
• Glareshield Eyeball Outlets - CLOSED is then ducted to the floor registers. As a result, the cabin
temperature will vary according to the position of the cabin
• Cockpit Overhead Eyeball Outlets - CLOSED, or as
heat control valves, whether or not the air conditioner is
required.
operating.
IF THE COCKPIT IS TOO HOT:
The air conditioner compressor will operate continuously
• PILOT AIR and COPILOT AIR knobs - PULL ON, or as when MAN COOL is selected if the OAT is 50 °F or above.
required.
• DEFROST AIR knob - PULL ON, or as required. BLEED AIR CONTROL
• Glareshield Eyeball Outlets - OPEN
Bleed air valve switches are located on the copilot's left
• Cockpit Overhead Eyeball Outlets - OPEN, or as required. subpanel. When the switches are placed in the OPEN
position, environmental bleed air is available to pressurize
AUTOMATIC MODE CONTROL the airplane. On serials LJ-1688, LJ-1689, and LJ-1691 and
after, amber annunciators placarded L BL AIR OFF and R BL
When the CABIN TEMP MODE selector switch on the AIR OFF will illuminate to indicate that the respective bleed
copilot's left subpanel is in the AUTO position, the heating air valve switch is in the CLOSED position. The annunciators
and air conditioning systems operate automatically. When indicate only switch position and not the position of the
the temperature in the cabin has reached the selected respective bleed air valve.
7-54 July, 2005

llaylllean Aircraft Company Section 7
VENT BLOWER CONTROL The system is of the constant-flow type, based on adequate
flow for a cabin altitude of 30,000 feet. Each passenger mask
The vent blower is controlled by a switch in the is equipped with its own regulating orifice and must have a
ENVIRONMENTAL group placarded as VENT BLOWER - HI red color-coded plug. The Oxygen Duration Chart in Section
- LO - AUTO. When this switch is in the AUTO position, the 4, NORMAL PROCEDURES, is based on the flow rate of 3.7 I
vent blower will operate at low speed if the CABIN TEMP liters per minute.
MODE selector switch is in any position other than OFF (i.e.,
MAN COOL, MAN HEAT, or AUTO). Oxygen outlets are located on the forward cockpit sidewalls.
Diluter demand quick-donning oxygen masks are connected
When the VENT BLOWER switch is in the AUTO position and to the oxygen supply at all times when these masks are
the CABIN TEMP MODE selector switch is in the OFF installed. When the diluter demand masks are not in use, one
position, the blower will not operate. Anytime the VENT hangs from a bracket (on the stub partition) behind the pilot's
BLOWER switch is in the LO position, the vent blower will head and one hangs from a bracket behind the copilot's head.
operate at low speed, even if the CABIN TEMP MODE
selector switch is OFF. Anytime the VENT BLOWER switch Provision for normal storage of the passengers' masks has
is in the HI position, the vent blower will operate at high been made in the seatback pockets.
speed, regardless of the position of the CABIN TEMP MODE
The cabin oxygen outlets are located in covered cavities in
selector switch (i.e., MAN COOL, MAN HEAT, OFF or
the forward and aft ends of the cabin headliner. In another
AUTO).
variation of the optional oxygen system, the aft compartment
(baggage-toilet compartment) is equipped with an oxygen
OXYGEN SYSTEM outlet in the headliner. An oxygen mask for this installation is
to be found stowed in a pocket on the lower left sidewall.
The oxygen system utilizes a 22-, 49-, or a 66-cubic-foot
All constant-flow masks are connected by pushing the orifice
(623-, 1388-, or 1870-liter) volume cylinder installed aft of the
in firmly and turning clockwise approximately one-quarter
aft pressure bulkhead. The oxygen system pressure
turn. When oxygen flows to the mask, the oxygen flow
regulator and control valve are attached to the cylinder and
indicator will change from red to green. Disconnect is
are activated by a remote push-pull knob located to the rear
accomplished by reversing the motion.
of the cockpit overhead light control panel.
July, 2005 7-55

Section 7
Systems Description
Raytheon Aircraft Company
Model C90A
FORWARD PRESSURE
BULKHEAD\\
CREW MASKS
""*-- PRESSURE GAGE
\\�-iri---CREW MASKS
t'E:===i��===�rr-
OUTLET FOR COPILOT
DILUTER DEMAND
MASK INSTALLATION
0
CABIN OUTLETS
�
0
CONSTANT FLOW PASSENGER
MASKS ARE STORED IN PUSH-PULL
SEAT-BACK POCKETS 1----+-ilrr-- CONTRO L.
0
NOTICE: AVIATORS BREA
THING OXYGEN KEEP FILL
AREA CLEAN. ORY & FREE
FROM OIL
PRESSURIZED TO
_:E.PSI@ 14.7 PSt & 70° F
OUTLET. AFT COMPARTMENT

* 1800 WHEN 22 CU FT CYUN·
DER IS USED. 1850 WHEN
{OPTIONAL) 49 or 66 CU FT CYLINDER
1$USEO
II
�
LOW PRESSURE LINES
B HIGH PRESSURE LINES
AFT PRESSURE
BULKHEAD
CYLINDER ......___,.,.-..., .,..�� --ALLER VAU/E
PRESSURE REGULATOR
ANO SHUTOFF VALVE --- SUPPLY PRESSURE GAGE
OXYGEN SYSTEM SCHEMATIC
7-56
July, 2005
(POSITIONED ABOVE S1)

S, 's2
NOSE
SKIN
ALTIMETER VERTICAL
SPEED
COPILOTS PRESSURE
AIRSPEED SIDE BULKHEAD
INDICATOR
VERTICAL
SPEED
PILOTS STATIC AJR SOURCE
PITOT TUBE VALVE (VALVE POSITION
MOUNTED ON "NORMAL")
FORWARD NOSE ALTIMETER
s\_ STATIC BUTTON
AJRSPEED TYPICAL \.
INDICATOR
AFT FUSELAGE SKJN \.
'
PILOTS SIDE S2 .,.s,
(POSITIONED ABOVE S2)
SCHEMATIC DIAGRAM OF PITOT AND ST A TIC SYSTEM
�
PILOTS STATIC AIR
COPILOTS AIRSP�!:D iNOICATOR
PILOTS AIRSPEED INDICATOR
_J-�,._'17'"-----PILOTS ALTERNATE
STATIC AIR
PILOTS STATIC
AIR SOURCE CONTROL
VALVE (VALVE IN "NORMAL"
POSITION)
(t) PI�'�IC G)
NORMAL ALlERNATE
�
NOTE: ALTI METERS ANO
VERTICAL INOICATORS OMITTED S£e Fl.IGHT MAN.JAL PERR:fflt-
FROM nus VIEW FOR CLARITY (£) �Scfill� e
LJ07C
991233AA
PITOT AND STATIC SYSTEM SCHEMATIC
July, 2005 7-57

PITOT AND STATIC SYSTEM ENGINE BLEED AIR PNEUMATIC SYSTEM
PITOT High-pressure bleed air from each engine compressor
section, regulated at 18 psi, supplies pressure for the surface
The pitot heads are the sources of impact air for the operation deice system and vacuum source. Vacuum for the flight
of the flight instruments. instruments is derived from a bleed air ejector. One engine
A heated pitot mast is located on each side of the lower can supply sufficient bleed air for all these systems.
portion of the nose. Tubing from the left pitot mast is During operations with one engine inoperative, a check valve
connected to the pilot's airspeed indicator, and tubing from in the bleed air line from each engine prevents flow back
the right pitot mast is connected to the copilot's airspeed through the line on the side of the inoperative engine.
indicator. The switch for PITOT - LEFT - RIGHT - OFF is
located in the ICE PROTECTION group on the pilot's right A pressure gage calibrated in inches of mercury, located on
subpanel. the pilot's right subpanel indicates instrument vacuum
(GYRO SUCTION). To the right of the gyro suction gage,
NOTE another pressure gage (DEICE PRESSURE), calibrated in
pounds per square inch, indicates air pressure available to
Install pitot covers when the airplane is not in
the deice distributor valve.
use.
STATIC STALL WARNING SYSTEM

The normal static system has two separate sources of static The stall warning system consists of a lift transducer vane on
air; one for the pilot's flight instruments, and one for the the leading edge of the left wing, a stall warning horn
copilot's. Each of the normal static air lines opens to the mounted forward of the right instrument panel, a stall warning
atmosphere through two static air ports; one on each side of light on the upper center of the instrument panel, a lift
the aft fuselage; four ports total. transducer heater element, a circuit breaker, and a transistor
switch. The stall warning light is a PRESS TO TEST light.
An alternate static air line is also provided for the pilot's flight
instruments. In the event of a failure of the pilot's normal static The heater element is activated by a circuit breaker switch on
air source (e.g., if ice accumulations should obstruct the static the pilot's right subpanel placarded STALL WARN - OFF in
air ports), the alternate source can be selected by lifting the the ICE PROTECTION group.
spring-clip retainer off the PILOT'S EMERGENCY STATIC
Aerodynamic forces acting on the lift transducer vane change
AIR SOURCE valve handle, located on the right side panel,
when a stall is imminent and the vane moves. When the vane
and moving the handle aft to the ALTERNATE position. This
moves, the transistor switch is actuated to complete the
will connect the alternate static air line to the pilot's flight
circuit to the stall warning horn and light; the horn sounds and
instruments. The alternate line is open to the unpressurized
the light is illuminated.
area just aft of the rear pressure bulkhead. When the
alternate static air source is not needed, ensure that the
PILOT'S EMERGENCY STATIC AIR SOURCE valve handle
is held in the forward (NORMAL) position by the spring-clip
I WARNING I
retainer. The heater element protects the lift transducer
from ice, however, a buildup of ice on the wing
I WARNING I may disrupt the air flow and prevent the system
from accurately indicating an incipient stall.
The pilot's airspeed and altimeter indications
change when the alternate static air source is in ICE PROTECTION SYSTEM
use. Refer to the Airspeed Calibration -
Alternate System, and the Altimeter Correction WINDSHIELD ANTI-ICE
I - Alternate System graphs in Section 5,
PERFORMANCE, for operation when the A transparent material (usually Stannic Oxide) which has
alternate static air source is in use. high electrical resistance is incorporated in the laminations of
each windshield, pilot's and copilot's. Each windshield is also
There are three drain petcocks for draining the static air lines fitted with electrical connections for the resistive material and
located below the side panel on the right sidewall behind an for temperature sensing elements. The resistive material is
access cover. These drain petcocks should be opened to arranged so as to provide primary heated surfaces (266 sq
release any trapped moisture at each inspection interval or in./1766 sq cm, each windshield) and secondary heated
after exposure to visible moisture on the ground, and must be surfaces (an additional 95 sq in./613 sq cm each windshield
closed after draining. for a total heated surface of 361 sq in./2379 sq cm for each
windshield).
7-58 July, 2005

Switches in the ICE PROTECTION group on the pilot's right
subpanel, placarded, WSHLD ANTI-ICE - NORMAL - OFF - NOTE
HI - PILOT - COPILOT, are used to control windshield heat. Erratic operation of the magnetic compass may
When the switches, PILOT'S and COPILOT'S, are in the occur while windshield heat is being used.
NORMAL (up) position, the secondary areas of the
windshields are heated. When the switches are in the HI PROPELLER DEICE SYSTEM
(down) position, the primary areas are heated. The primary
areas are smaller areas and are heated to higher The electric deice system for the propeller includes:
temperatures. Each switch must be lifted over a detent before electrically heated deicer boots, slip ring and brush block
it can be moved to HI position. This lever-lock feature assemblies, automatic timer, ammeter, and a circuit-breaker
prevents inadvertent selection of the HI position when moving switch located on the pilot's right subpanel.
the switches from the NORMAL to the OFF (center) position. When activated by the circuit-breaker switch in the ICE
Windshield temperature is controlled automatically by the use PROTECTION group on the pilot's right subpanel, placarded
of a temperature sensing element embedded in each PROP - OFF, the automatic timer directs current to the single
windshield and a temperature controller in each windshield element propeller boot on each blade in sequence as follows:
circuit. The temperature controllers operate between 90° F 90 seconds to all boots on one propeller, then 90 seconds to
and 110°F (32 °C and 43° C) to maintain the desired mean all boots on the other propeller. The timer completes one
temperature of the windshield heating surfaces. cycle in approximately 3 minutes. Loss of one heating
element circuit on one side does not require that the entire
The power circuit of each system is protected by 50-ampere system be switched off.
current limiters located in the power distribution panel.
Windshield heater control circuits are protected with 5- During normal operation, the propeller ammeter, located in
ampere circuit breakers located on a panel mounted on the the overhead light control panel, will indicate a range of 18 to
forward pressure bulkhead (forward of the pilot's left 24 amperes. For deviations from normal indications, and
subpanel). procedures to be followed, refer to Section 3A, ABNORMAL I
PROCEDURES.
SLIP RING
BRUSH '--41.....--BRUSH
BLOCK BLOCK
•
---t--+---• z:E AMMET_ER
_ __
(OVERHEAD PANEL)
PROP DEICE TIMER,
n
SHUNT AND LOCKOUT
RELAY
C90A-603-523
PROPELLER DEICE SCHEMATIC
July, 2005 7-59

SURFACE DEICE SYSTEM PITOT MAST HEAT
. I¢AUT10N 1 Heating elements are installed in the pitot masts located on

the nose. Each heating element is controlled by an individual
circuit-breaker switch in the ICE PROTECTION group on the
Operation of the surface deice system in pilot's right subpanel, placarded PITOT - LEFT - RIGHT -
ambient temperatures below -40 ° F (-40 °C) can OFF.
cause permanent damage to the deice boots.
It is not advisable to operate the pitot heat system on the
The surface deice system removes ice accumulations from ground except for testing or for short intervals of time to
the leading edges of the wings and vertical and horizontal remove ice or snow from the mast.
stabilizers. Ice removal is accomplished by inflating and
deflating the deice boots. Pressure-regulated bleed air from
the engines supplies pressure to inflate the boots. A bleed air STALL WARNING ANTI-ICE
venturi ejector produces an air pressure at less than The stall warning lift transducer is equipped with anti-icing
atmospheric air pressure to deflate the boots and hold them capability on both the mounting plate and the vane. The heat
down while not in use. To assure proper operation of the is controlled by a switch located in the ICE PROTECTION
system in the event of failure of one engine, a check valve is group on the pilot's right subpanel placarded STALL WARN
incorporated in the bleed air line from each engine to prevent OFF. The level of heat is minimal for ground operation, but is
loss of pressure through the compressor of the inoperative automatically increased for flight operation through the left
engine. Inflation and deflation phases are controlled by a landing gear safety switch.
distributor valve.
A three-position switch in the ICE PROTECTION group on
the pilot's right subpanel, placarded SURFACE DEICE -
!WARNING I
SINGLE - OFF - MANUAL, controls the deicing operation. The heating elements protect the lift transducer
The switch is spring-loaded to return to the OFF position from vane and face plate from ice. However, a
SINGLE or MANUAL. When the SINGLE position is selected, buildup of ice on the wing may change or
the distributor valve opens to inflate the wing boots. After an disrupt the airflow and prevent the system from
inflation period of approximately 6 seconds, an electronic accurately indicating an imminent stall.
timer switches the distributor to deflate the wing boots, and a Remember that the stall speed increases
4-second inflation begins in the empennage boots. When whenever ice accumulates on any airplane.
these boots have inflated and deflated, the cycle is complete.
When the switch is held in the MANUAL position, all of the FUEL HEAT
boots will inflate simultaneously and remain inflated until the
An oil-to-fuel heat exchanger, located on the engine
switch is released. The switch will return to the OFF position
accessory case, operates continuously to heat the fuel
when released. After the cycle, the boots will remain in the sufficiently to prevent ice from collecting in the fuel control
hold-down condition until again actuated by the switch. unit.
For most effective deicing operation, allow at least 1/2 to 1
Each pneumatic fuel control line is protected against ice by an
inch (1.3 to 2.5 centimeters) of ice to form before attempting
electrically heated jacket. Power is supplied to each fuel
ice removal. Very thin ice may crack and cling to the boots
control air line jacket heater by two switches actuated by
instead of shedding. Subsequent cyclings of the boots will
moving the condition levers in the pedestal out of the fuel
then have a tendency to build up a shell of ice outside the
cutoff range. Fuel control heat is automatically switched on
contour of the leading edge, thus making ice removal efforts
for all flight operations.
ineffective.
7-60 July, 2005

TO PRESSURIZATION CONTROL SYSTEM

VACUUM REGULATOR VALVE
TO INSTRUMENT AIR PLUMBING
DEICE CONTROL SWITCH
INSTRUMENT SUBPANEL
PNEUMATIC GAGE
ENGINE BLEED AIR DEICE CIRCUIT BREAKER
FIRESEAL
BLEED AIR FLOW

DEICE BOOT CONTROL INSTALLATION
\ OEICE B00
FIREWALL FIREWALL 7
\
TO PNEUMATIC GAGE
ML FRONT
S�R-- -----
� D�IC� TIME DELAY FROM BLEED AIR--t��r�
(ELECTRONIC) SOURCE(LH)
TO LH DEICE-�c::;,,
AIRPLANE WING BOOT
DETAIL A
..___ PRESSURE OR VACUUM TO DOOR AND ESCAPE
HATCH PRESSURE SEALS.
- PRESSURE LINES TO STABILIZER AND
RUDDER DEICE BOOT
-VACUUM LINES TO RH DEICE WING BOOT
FROM BLEED AIR SOURCE (RH)
C90Ml03-S10
PNEUMATIC BLEED AIR SYSTEM AND SURFACE DEICE SYSTEM SCHEMATIC
July, 2005 7-61

COMFORT FEATURES NOTE
TOILET The relief tubes are intended for use during
flight only.
An optional toilet may be installed in the left side of the aft
baggage area facing forward. It has an upholstered seat
cushion, a fixed seatback and shoulder harness, so that it can CABIN FEATURES
serve as an additional passenger seat. When used as a toilet,
it can be closed off from the cabin by closing a folding curtain FIRE EXTINGUISHER
to meet the stub partition. The curtain is held to the partition A portable fire extinguisher is installed on the floor on the left
with a button-type snap fastener. A hinged seat cushion must side of the airplane forward of the airstair entrance door, just
be raised to gain access to the toilet and a toilet tissue aft of the rearmost seat. Other optional fire extinguishers may
dispenser is built into the toilet cabinet on the top, forward, left also be installed beneath the pilot's and/or copilot's chairs.
i;,ide. Flushing will continue as long as the "flushing" switch is
depressed. A partly or fully discharged fire extinguisher should be
replaced immediately after use.
The toilet is a self-contained unit that requires only a 28vdc
source from the airplane to power the pump motor for flushing
and water circulation. A quick-release mechanism on the STORM WINDOWS
flushing line and quick-release fasteners, holding the tank in There are two storm windows in the cockpit, one for the pilot
place, under the bowl, enables quick removal of the tank and one for the copilot. They swing inward to open and are
assembly for servicing and cleaning. A sliding knife-valve secured in the closed position by rotating a handle on the aft
assembly on the tank assembly can be closed to seal the tank edge. These windows are normally closed for all flight
tor removal. This valve should be open when the toilet is to be operations.
used. The position (whether open or closed) of the knife valve
can be seen through the toilet bowl from above. Access to the
toilet tank and to the knife-valve (pull to open push to close) WINDSHIELD WIPERS
handle is through the access door on the lower front of the The dual windshield wiper installation consists of an electric
toilet cabinet. motor, arm and wiper assemblies, flexible drive assemblies,
and converters, all located forward of the instrument panel.
RELIEF TUBES The system also includes a control switch located on the
overhead light control panel (upper left comer) and a circuit
An optional relief tube is located in the cabin sidewall just breaker located on the right sidewall circuit breaker panel.
forward of the toilet when installed. In another optional Rotary motion, imparted by the motor, is transmitted by the
installation, a relief tube may also be installed in the cockpit, flexible drives to the converters that convert the rotary motion
and stowed under the pilot or copilot chair. The hose on the to an oscillating sweeping action at the wiper arms. The
cockpit relief tube is of sufficient length to permit use by either switch control is placarded WINDSHIELD WIPERS - PARK -
pilot or copilot. OFF - SLOW - FAST, and a note, DO NOT OPERATE ON
A valve lever on the side of the relief tube horn opens the tube DRY GLASS.
to the atmosphere. This valve lever must be depressed at all After the control is turned to PARK, to bring the wiper arms to
times while the relief tube is in use, and it should be held their most inboard position, spring-loading returns the control
depressed for a few seconds after use, to ensure that no to the OFF position.
moisture remains in the tube. Moisture remaining in the tube
could freeze and block the tube, preventing subsequent use Windshield wipers may be used during either ground or flight
during the flight. operations.
7-62 July, 2005

B90 C90 C90A C90GT E90 F90
Engine PT‐6‐20 PT6A‐21 PT6A‐21 PT6A‐135A PT6A‐28 PT6A‐135
Shaft Horse Power 550 550 550 550 550 750
Fuel
Total Usable 384 gal/2573 lbs 384 gal/2573 lbs 384 gal/2573 lbs 384 gal/2573 lbs 470 gal/3176 lbs 470 gal/3176 lbs
Main (Nacelle) 122 gal/814 lbs 122 gal/814 lbs 122 gal/814 lbs 122 gal/814 lbs 388 gal/2626 lbs 388 gal/2626 lbs
Wing (Aux) 262 gal, 1748 lbs 262 gal, 1748 lbs 262 gal, 1748 lbs 262 gal, 1748 lbs 82 gal/547 lbs 82 gal/547 lbs
Max Imbalance 200 lbs 200 lbs
Differential Pressure 4.7 psi 4.7 psi 5.1 psi 5.1 psi 4.7 psi 5.1 psi
Weight
Max Ramp Wt.
M R Wt 9,650 lbs
9 650 lb 9,705 lbs
9 705 lb 10,160 lbs
10 160 lb 10,160 lbs
10 160 lb 10,160 lbs
10 160 lb 11,030 lbs
11 030 lb
Max Takeoff Wt. 9,650 lbs 9,650 lbs 10,100 lbs 10,100 lbs 10,100 lbs 10,950 lbs
Max Landing Wt. 9,168 lbs 9,168 lbs 9,600 lbs 9,600 lbs 9,700 lbs 10,950 lbs
Max Zero Fuel Wt. N/A N/A N/A N/A N/A 9,600 lbs
Max Baggage Wt. Aft N/A 350 lbs 350 lbs 350 lbs 350 lbs 403 lbs
w/fold up seats
Max Baggage Wt. Nose 350 lbs 350 lbs 350 lbs
Max Operational Alt. 30,000 ft 30,000 ft 30,000 ft 30,000 ft 31,000 ft 31,000 ft
Min Temp. for de‐ice boots ‐40˚C ‐ 40˚C ‐40˚C ‐40˚C ‐40˚C ‐40˚C

Min. Airspeed in icing 140 KIAS 140 KIAS 140 KIAS 140 KIAS
Airspeeds
Max Operating Speed 208 KIAS 208 KIAS 226 KIAS (.46 Mach) 226 KIAS (.46 Mach) 226 KIAS (.46 Mach) 253 KIAS (.48 Mach)
Max Gear Extend Speed 156 KIAS 156 KIAS 182 KIAS 182 KIAS 156 KIAS 184 KIAS
Max Gear Retraction Speed 130 KIAS 129 KIAS 163 KIAS 163 KIAS 146 or 130 KIAS 166 KIAS
Max Maneuvering Speed 169 KIAS 169 KIAS 169 KIAS 169 KIAS 175 KIAS 171 KIAS
Jet Aeronautical LLC ● 1950 Cordell Court #103 ● El Cajon, CA 92020619‐562‐1950 ● 877‐FAN‐JET5www.jetaeronautical.com
B100 200 B200/250GT 300 B300 Notes:
Engine TPE 331‐6‐252B PT6A‐41 PT6A‐42/52 PT6A‐60A PT6A‐60A
Shaft Horse Power 715 850 850 1050 1050
Fuel
Total Usable 470 gal/3176 lbs 544 gal/3645 lbs 544 gal/3645 lbs 539 gal/3611 lbs 539 gal/3611 lbs
Main (Nacelle) 388 gal/2626 lbs 386 gal/2586 lbs 386 gal/2586 lbs 380 gal/2546 lbs 380 gal/2546 lbs
Wing (Aux) 82 gal/547 lbs 158 gal/1059 lbs 158 gal/1059 lbs 159 gal/1066 lbs 159 gal/1066 lbs
Max Imbalance 1000 lbs 1000 lbs 300 lbs 300 lbs
Differential Pressure 4.7 psi 6.1 psi 6.6 psi 6.6 psi 6.6 psi
Weight
Max Ramp Wt.
M R Wt 11,875 lbs
11 875 lb 12,590 lbs
12 590 lb 12,590 lbs
12 590 lb 14,100 lbs
14 100 lb 15,100 lbs
15 100 lb
Max Takeoff Wt. 11,800 lbs 12,500 lbs 12,500 lbs 14,000 lbs 15,000 lbs
Max Landing Wt. 11,210 lbs 12,500 lbs 12,500 lbs 14,000 lbs 15,000 lbs
Max Zero Fuel Wt. 9,600 lbs 10,400 11,000 lbs 11,500 lbs 12,500 lbs
Max Baggage Wt. Aft 410 lbs 410 lbs 550 lbs 550 lbs 550 lbs
w/fold up seats 510 lbs 510 lbs 510 lbs
Max Baggage Wt. Nose N/A N/A
Max Operational Alt. 31,000 ft 35,000 ft 35,000 ft 35,000 ft 35,000 ft
Min Temp. for de‐ice boots ‐40˚C ‐40˚C ‐40˚C ‐40˚C ‐40˚C

Min. Airspeed in icing 140 KIAS 140 KIAS 140 KIAS 140 KIAS 140 KIAS
Airspeeds
Max Operating Speed 223 KIAS 259 KIAS (.52 Mach) 259 KIAS 259 KIAS (.58 Mach) 263 KIAS (.58 Mach)
Max Gear Extend Speed 153 KIAS 181 KIAS 181 KIAS 181 KIAS 184 KIAS
Max Gear Retraction Speed 153 KIAS 163 KIAS 163 KIAS 163 KIAS 166 KIAS
Max Maneuvering Speed 167 KIAS 181 KIAS 181 KIAS 181 KIAS 184 KIAS
Jet Aeronautical LLC ● 1950 Cordell Court #103 ● El Cajon, CA 92020619‐562‐1950 ● 877‐FAN‐JET5www.jetaeronautical.com
KING AIR C90ASPECIFICATIONS &LIMITATIONS
***Always Consult the Aircraft Specific FAA Approved Flight Manual***
TAKEOFF / LANDING
CAPACITIES Max. Ambient Temp..………………………………………………ISA +37°C
Oil Tank………………………………………………14.0 Quarts per engine Landing Gear Cycle Limits
Usable Oil……………………………………………12.5 Quarts per Engine One cycle per every 3 minutes for a total of 10 cycles
Operating Range………………….…….………………..9.5 – 12.5 Quarts followed by a 15 minute cool down.
Fuel (Max Usable)………...........................2573 lbs (384 Gallons) GENERATOR AND STARTERLIMITS
ENGINES Starter……….…….……..………………….3 x 40 sec. starts per 30 Min
Type……………………………………………………………………….…PT6A‐21 Minimum of 60 Sec. off between Starts
Manufacturer……………Pratt & Whitney Aircraft of Canada, Ltd After 3 starts the starter must be off for 30 Min
Shaft HP……………………………………………………………….……550 SHP Generator Max sustained load
Max Torque.… 30,000 ft…………………………..…………….…………60% to 85%
1600‐2000 RPM…………………………..………..1315 FT‐LBS 25,000 ft……………………………………………………58% to 80%
Below 1600 RPM……………………………………1315 FT‐LBS Ground Operation…………………………………….51% to 63%
Max Prop RPM (N2) FUEL
Forward……………………………………………………2200 RPM Approved Fuels:
Reverse…………………………………………………….2100 RPM Commercial Grade: Jet A, Jet A‐1, Jet B
WEIGHTS Military Grade: JP‐4, JP‐5, JP‐8
Max Ramp…………………………….…………………………...….10,160 lbs. Emergency Fuels:
Max Takeoff………………………..…………………………………10,100 lbs. Commercial Grade: 80, 100LL, 100
Max Landing……………………..………………………………..…..9,600 lbs. Military Grade: 80/87, 100/130,115/145
Max Zero Fuel*……………….………………………………….No limitation *Use of Emergency Fuel (AVGAS):
Max of 150 Hours Between Overhaul
CENTER OF GRAVITY Standby Pump Inop. Limit……………….8,000ft pressure alt.
Forward Limit: Crossfeed Capability Required Above 8,000 ft
10,1000lbs……………..…………………..…..152.0 in. Aft of Datum Maximum Fuel Imbalance………………………….200lbs either side
9,600 lbs.……………………………….…………150.7 in. Aft of Datum Min Fuel for Takeoff……………………………….…….265 lbs. per tank
7,850 lbs or less………………………………..144.7 in. Aft of Datum Approved Deicing/Anti‐Icing Fluids: MIL‐I‐27686
Aft Limit: Concentration Min: 0.06%, Max:0.15%
All Weights……………………………………….160.0 in. Aft of Datum Approved Fuel Biocide Additive: BIOBOR JF
AIRSPEEDS Concentration Min: 135 ppm Max: 270 ppm
Max Operating Speed (VMO)……………………226 KIAS/.46 Mach Operation with L/R FUEL PRESSURE Annunciator
Maneuvering Speed (VA)……….………………………………...169 KIAS illuminated before overhaul…………….…………………………10 hrs
Flaps 35% (T.O. & APPR.)………………………………………..…184 KIAS ICING
Flaps 100% (LAND)……………………………………………………148KIAS Ice Boot Min. Operation Temp……………………………………….‐40°C
Landing Gear Operating Speed (VLO)… Min. Airspeed for Sustained Icing Flight……………………140 KIAS
Vx…….………………………………………………………………. 101 KIAS Ice Vane Required Temp………….....…………………+5°C and below
Vy….…………………………………………………………………. 112 KIAS Maximum Ice Vane Extended Temp……………………………...+15°C
Vxse……………………………………………………………….… 100 KIAS
Vyse…………………………………………………………….…… 108 KIAS
Retraction……………………………………………………….…163 KIAS
Extension…………………………………………………………..182 KIAS
Landing Gear Extended Speed (VLE)…………………………182 KIAS
Min. Control Speed Airborne (VMCA)…………………………80 KIAS
Stall Speed Clean (Vs)…………………………………………….…..88 KIAS
Stall Speed Dirty (Vso)………………………………………….….…78 KIAS
ALTITUDE
Max. Operating Altitude……………………………………….….30,000 Ft
MANEUVER LOAD FACTOR
Flaps Retracted…………………………………..………‐1.33 to +3.29 G’s
Flaps Extended…………………………………………………...0 to +2.0 G’s

©2008 Jet Aeronautical San Diego, CA, USA

GYRO SUCTION
Low/High Sea Level‐15000 ft…………….………2.8 and 4.3 in. Hg
Low / High 15,000‐35,000 ft…..……………….…4.3 and 5.9 in. Hg
Normal Sea Level‐15,000 ft.…………….……..……4.3 to 5.9 in. Hg
Normal 15,000‐35,000 ft…………………………..…2.8 to 4.3 in. Hg

CABIN PRESSURE DIFFERENTIAL
Max…………………………………………………………………………..5.0PSI
Normal………………………………………………………………….0.0 to 5.0

ENGINE OIL TEMP
Max……………………………………………………………………………...99°C
Normal……………………………………….……………………….10 to 99°C

ENGINE OIL PRESSURE
Min………………………………………………………………….…………40 PSI
Low……………………………………………………………………40 to 80 PSI
Normal……………………………………………………..……..80 to 100 PSI
High………………………………………………………………………….100 PSI

GAS GENERATOR RPM (N1)
Max………..………………………………………………………………..101.5%

ENGINE INTER TURBINE TEMPERATURE (ITT)
Max Starting……………………………………………………………..1090°C
Max Operational…………………………………………………………695°C
Normal………………………………………………..…………..400 to 695°C

PROPELLER RPM (N2)
Normal……………………………………………….…..1800 to 2200 RPM
Max…………………………………………………………………..…2200 RPM

TORQUE METER
Normal…………………………………………….………………0‐1315ft‐lbs
Max…………………………………………………………………….1315ft‐lbs

PNEUMATIC GAGE
Normal………………………………………………………………….12‐20 PSI
Max………………………………………..………………………………….20 PSI

PROP DEICE AMMETER
Normal…………………………………………………..………….18‐24 amps
©2008 Jet Aeronautical San Diego, CA, USA

Instructor Notes / Equipment Effectivity
ITEM A90 B90 C90 C90A E90 F90 F90-1 100 A100 B100 200 300
Auto Feather NA O O O O O O O O NA O S
Fire Detection O O O O O S S S S S S S
Fire Extinguishing O O O O O O O O O O O S
High Flotation Gear NA NA NA NA NA O O O O O O NA
Super Spar* NA NA NA NA NA S S NA NA NA S NA
Multi Element Spar NA NA NA SN NA NA SN NA NA NA SN S
Hydraulic Gear* NA NA NA S NA NA SN NA NA NA SN S
5-Bus Electrical NA NA NA S NA S S NA NA NA NA S
T-Tail NA NA NA NA NA S S NA NA NA S S
Split-Flap Protection NA NA NA NA NA NA NA NA NA NA S S
Maximum AP 4.6 4.6 4.6/5.0 5 4.6 5 5 4.6 4.6 4.6 6.0/6.5 6.5
Grid Heat NA NA S S S S S S S S SN S
Electrical A/C S S S S S S S S S S NA NA
RH-Eng.A/C NA NA NA NA NA NA NA NA NA NA S S
Gear Handle on RH S S S NA S NA NA S S NA NA NA
Gear Handle on LH NA NA NA S NA S S NA NA S S S
Pedestal CB's S S S NA S NA NA S S S NA NA
Electrical Ice Vanes SN NA NA S NA NA S NA NA NA SN S
"Automated" Fuel NA NA NA NA NA S S NA NA NA S S
Rudder Boost NA NA NA S NA S S NA NA NA S S
LEGEND
S=Standard
O=Option
SN=Serial#Change
NA=Not Available
*Retrofitable
King Air Gear Switch Functions
90 A&B90 C90 C90A E90 F90 F90-1 100&A100 B100 200s 300s
Landing Gear Handle Latch NA RSS RSS RSS RSS RSS RSS RSS RSS RSS RSS
Electromech Gear Retraction Safety RSS RSS RSS NA RSS RSS RSS RSS RSS RSS NA
Hydraulic Gear Retraction Safety NA N N 2SS NA NA 2SS NA NA 2SS 2SS
Hydraulic Gear Down Shutoff NA N N 3DL NA NA 3DL NA NA 3DL 3DL
Cabin Pressure LSS LSS LSS LSS LSS LSS LSS LSS LSS LSS LSS
Ambient Air Shutoff NA N LSS LSS LSS LSS LSS LSS LSS LSS LSS
Flight Hourmeter Shutoff RSS RSS RSS RSS RSS LSS LSS RSS RSS RSS RSS
Prop Sync (Type I) On Annunciator NA RUL RUL NA RUL RUL N RUL RUL RUL NA
Ground Max Heat latching Solenoid NA NA LSS RSS LSS LSS LSS LSS LSS NA RSS
Grd Max/Norm Lockout NA N LUL LUL LUL LUL LUL LUL LUL NA NA
Lip Boot Heat Lockout RSS RSS RSS NA RSS 2SS NA 2SS NA NA NA
FLPS Elimination NA NA NA NA NA LSS NA RSS NA NA RSS
Low Pitch Annunciator Elimination NA NA NA NA NA RSS NA LSS NA NA NA
Brake Deice Control (auto shutoff) NA NA NA NA NA NUL NUL LUL NA LUL LUL
Landing Light Advisory Annunciator NA NA NA NUL NA NUL NUL NA NA NUL NUL
Condenser Blower Shutoff NA NA NA NA NA NA NA NA NA NDL NDL
Stall Warning System Lockout NA NA NA NA NA LSS LSS NA NA LSS LSS
Stall Warning Heat Reduction NA NA NA LSS NA LSS LSS NA NA LSS LSS
T.O. Out-of-Trim Warning NA NA NA NA NA NA NA RSS RSS NA NA
Series Battery Lockout (B100 only) NA NA NA NA NA NA NA NA 2SS NA NA
Starter Lockout (B100 only) NA NA NA NA NA NA NA NA 2SS NA NA
LSS/RSS/2SS=Left,Right,or Both Safety (Squat) Switches

LUL/RUL=Left or Right Uplock Switch
NDL=Nose Down Lock Switch
3DL=Left
I:\All King Air Info\King Air Notebook\Final KA Notebook\Roger's Course Booklets\Appendix\[13. King Air Gear and Right Downlock Switches plus Nose Gear Actuator Internal Switch
Switch.xls]Sheet1
The mission was to be a five‐day, six‐city, business trip. Sitting left seat of the F90 King Air was the
plane’s owner, an above average pilot with experience in pressurized twin‐engine aircraft but with
minimal experience in the King Air. I was sitting right seat as the CFI‐Mentor pilot helping the owner
transition into his recently purchased King Air. There were no other passengers on this leg.
We departed Van Nuys on a Mid‐May afternoon in clear skies headed for Omaha, Nebraska. IFR
conditions were expected once we got to the Las Vegas area and there were numerous small
thunderstorms that we expected to deviate around once we got to the Denver area and eastward. We
promptly climbed to FL250 and the autopilot was flying in smooth air. As we were east of Las Vegas we
entered the clouds and experienced continuous light turbulence.
About 2.5 hours into the flight over the Rocky Mountains in the Aspen area we were beginning to think
about the thunderstorms ahead and strategizing on how we were going to navigate to the destination.
At this time we were in solid clouds with an outside air temperature about negative 18 degrees Celsius
with no icing observed on the wings or windshield. The owner had his head down looking at the
datalink weather that was being displayed on his portable Garmin handheld. I was occupied looking at
the weather ahead on the radar display on the MFD. The owner, out of the corner of his eyes, noticed
some activity on the pilot side instruments and pointed out the altimeter. It was displaying a very rapid
descent! At that time, we did not notice any sensations of an attitude change. We had no feeling on the
seat‐of‐our‐pants that anything was wrong. My thoughts quickly went to some kind of instrument
problem as a result of pitot‐static icing. In the next few seconds I was scanning the pilot’s instruments
and observed that the attitude indicator was showing straight‐and‐level. A few seconds later we both
noticed an increasing airspeed indicator. The next 5‐10 seconds we somewhat froze and must have
looked like ”deer as they look into headlights” as we tried to assess what was wrong. About that time,
we heard an audio alert and had a red annunciator flashing on the glare shield and later realized that it
was the autopilot disconnecting. I noticed that the second attitude indicator on my side (Co‐pilot
instruments) was showing a 90 degree bank which was totally in disagreement with the pilot side
attitude indicator. I looked backed to my airspeed indicator and saw that our speed was just starting to
exceed red‐line. I yelled to the owner to pull the power back. The altimeter was unwinding very quickly,
yet the pilot‐side attiude indicator still showed straight‐and‐level. I noticed that VSI indicator was
pegged at max, showing over a 3,000 foot per minute descent! My senses and brain were on “overload”
as so many things were happening over such a short period of time. It now was setting in that we were
in an unusual attitude and I realized we were in a very serious situation.
With the autopilot now off, the owner was attempting to control the plane but was having difficulty,
partly because he was flying partial panel looking at his instruments while trying to view the attitude
indicator on the copilot side. The view he had on the copilot side attitude indicator was at such an
angle, he could not even tell where the “blue sky” was on the indicator. After another few seconds, I
yelled to the owner “my plane” and took the yoke and was going to try and get the plane right‐side‐up
using the co‐pilot side attitude indicator. At that moment, my attitude indicator was showing a greater
than a 90 degree bank, while also descending. For the next 20‐30 seconds, I fixated on my attitude
indicator, with the power at flight‐idle, and was able bring the plane back to wings‐level and arrested
the descent. In my mind, I knew we had lost altitude and pitched the nose up thinking we needed to get
back up to a safe altitude. However I was so fixated on the recovery, with my adrenaline off‐the‐charts,
I failed to add power back in . The owner yelled out “airspeed” and I looked over to see the airspeed
indicator rapidly decreasing in the range of 70 knots. The owner quickly added full power and our
airspeed started increasing. About that time, were started to see some breaks in the IFR conditions as
we exited the side of clouds.
Up until this point, we had not communicated to ATC, nor had they communicate to us. So far, less than
two minutes or so had transpired since the event began. Now in clear skies and realizing that we had
survived, we advised ATC that we had a failed attitude indicator and were operating on partial panel.
However, confusion still existed in my mind since we were now on a south‐west heading. As it turned
out, we had made almost a 180 degree turn during the event. We also saw that our altitude was about
20,000msl. We decided that we needed to stay in the clear and get on the ground as soon as possible.
We climbed back up to FL 250, turned eastward while we zigged and zagged to stay in the clear as we
diverted to Centennial airport in Denver and landed. During the unusual attitude and the subsequent
recovery, we never pulled excessive G‐forces and there was no damage done to the aircraft.

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Thank you for the opportunity,

Wings are aluminum-alloy, semi-monocoque type supported by carry-through

The cockpit is separated from the passenger cabin by a sliding door.

MAIN CABIN DOOR

This section is comprised of a three stage axial compressor, followed by a single

REDUCTION GEAR SECTION

ACCESSORY DRIVE SECTION

 Fuel pump/fuel control unit

Capacity (system) 14.0 quarts

Note: Do not mix oil brands, as specified in Maintenance Manual

Feathering or coarse pitch is accomplished through the use of counter-weights

UNFEATHERING AND REVERSING

CONSTANT SPEED THEORY

Constant speed propellers operate in three different and distinct modes:

OVERSPEED – Overspeed is the condition most likely to happen in the initial

UNDERSPEED – Underspeed is the condition most likely to happen when a

Note: It is a recommended procedure to move the propeller levers to the feather

An autofeather system is standard equipment on the B200 and C90A/B/GT, while

1. Autofeather switch in the ARM position

AUTOFEATHER TESTING ON THE GROUND

Type II Prop Sync

ITT (INTER-TURBINE TEMPERATURE)

ENGINE RPM (N1)

FIRE DETECTION (optional)

Fire detection is accomplished by three photo cells located in each engine

Crossfeed can be selected manually or if in the auto position, it is activated with

FIREWALL SHUTOFF VALVES

FIREWALL FUEL FILTER & DRAIN

FUEL PURGE SYSTEM

FUEL VENTING SYSTEM

Crossfeed is to be used in the event of a low fuel pressure or engine out

Note: See limitations section of AFM regarding fuel system limitations.

If equipped with a NiCad battery, a thermostatically controlled vent valve is

SEA LEVEL – 31,000’ – 100%

GENERATOR CONTROL UNITS

1. Voltage Regulation (28.25 + or - .25 volts)

GENERATOR COCKPIT INDICATIONS

Whenever a generator is off-line with power on the aircraft a L or R DC GEN

GENERATOR COCKPIT CONTROLS

HOT BATTERY BUS ITEMS

L & R Fire Extinguishing Systems (no detection)

ELECTRICAL SYSTEM OPERATION

It is important to know the condition of current limiters. Current limiters are a

Required for safe operation of avionics equipment

SQUAT SWITCH ITEMS

1. Safety Outflow Valve

1. Landing gear handle lock solenoid

There are flight control

A yaw damper is provided to aid in constant and smooth application of rudder

Takeoff and Approach – 14 degrees

Static ports are located on the rear fuselage area on

Note: The static ports are not heated.

STALL VANE HEAT

Both windshields are protected from ice accumulation by an electrical heating

PROPELLER HEAT (DE-ICE/ANTI-ICE)

PROP HEAT INDICATION

Note: Refer to limitations section for additional icing limitations.

BLEED AIR VALVES