basic differences (ka c90abgt and ka 200_b200_b200gt) handout_r0.0

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLYRevision 0.0

BASIC DIFFERENCESKing Air C90A/B/GT Series

and King Air 200/B200/B200GT Series

Criptografia: Fred Mesquita


KING AIR C90/200 DIFFERENCES HANDOUT

1-2 Revision 0.0FOR TRAINING PURPOSES ONLY

AIRCRAFT GENERAlAircraft Dimensions

Weight and Balance limitations (lBS)

Aircraft Speed limitations (KIAS)

LANDING GEAR WINGTIP TURNING SERIES TYPE LENGTH WIDTH TAIL HEIGHT RADIUS

Standard 15’ 0”

200

HI Floatation 43’ 9” 54’ 6”

14’ 6” 39’ 10”

Standard 43’ 10” 14’ 10”

B200/B200GT

Hi Floatation 43’ 9” 54’ 6”

14’ 6” 39’ 10”

C90A/B/GT N/A 35’ 6” 50’ 3” 14’ 3” 35’ 6”

MAXIMUM BAGGAGE ZERO SERIES CONDITIONS LBS FUEL RAMP TAKEOFF LANDING

200/B200 w/o Fold-Up Seats 410

(Prior to BB-1091) w/Fold-Up Seats 370 10,400 12,590 12,500 12,500

B200/B200GT w/o Fold-Up Seats 550

(BB-1091 & After) w/Fold-Up Seats 510 11,000 12,590 12,500 12,500

Nose Avionics Bay 350 C90A Light

Baggage Compartment 350 No Limit 9,710 9,650 9,600

Nose Avionics Bay 350

C90A/B/GT

Baggage Compartment 350 No Limit 10,160 10,100 9,168

VFE VLO VLO VFE SERIES VMC DN RETRACT *TAP VA EXTEND VLE APP VMO MMO

200 86 146 163 170 181 181 181 200 259 .52 M

B200/B200GT 86 157 163 170 181 181 181 200 259 .52 M

C90A Light 90 148 163 161 153 182 182 184 226 .46 M

C90A/B/GT 80 148 163 161 169 182 182 184 226 .46 M

*TAP = Turbulent Air Penetration Speed




Revision 0.0 FOR TRAINING PURPOSES ONLY 1-3

ElECTRICAl SySTEm200/B200/B200GT Series

Sustained Generator loadsGround Operations — 85%Sea level to 31,000 feet altitude (FL310) — 100%Above 31,000 feet altitude (FL310) —88%

External PowerA caution light on the caution advisory annunciator panel labeled EXT PWR is provided to alert the operator when a ground power plug is connected to the airplane.

General System DesignThe King Air 200/B200 electrical system is designed with four dual fed buses that are tied to both generator buses. The dual fed buses are protected from over current conditions by two devices: a 50 amp circuit breaker and a 60 amp current limiter. A 70 amp diode on either side of each dual fed bus protects the system from reverse current from the dual fed bus back to the generator buses. The system is tied together by an isolation bus that is protected by two 325 amp current limiters.

The King Air B200 Proline 21 and the King Air B200GT electrical system is almost identical to the King Air B200 electrical system. In the Proline 21 and B200GT application the system does not contain the inverters for avionics (as shown above). The only inverter in the system is for the galley, electrical outlets in the cabin, and electric flushing toilet. The system has three avionics buses (as shown above) and two sub-panel buses (not shown).

Figure 1. King Air B200 Electrical System





ElECTRICAl SySTEm (Cont)C90A/B/GT Series

Sustained Generator loadsIn-Flight limits with minimum 85% N1 — 100%Ground Operations at 70% N1 — 85%

External PowerWhenever an external power plug is connected to the receptacle and the BAT switch is ON the yel-low EXT PWR annunciator will illuminate, whether or not the external power unit is ON. If the EXT PWR annunciator is flashing and the external power unit is connected then one of three conditions exists: EXT PWR switch is OFF, EXT PWR voltage is below 24 Volts, or EXT PWR voltage is above 31 ± .5 Volts.

General System DesignThe King Air C90A/B/GT electrical system is designed as a triple-fed system with one bus fed by both generator buses and the battery. Additionally, it is protected by three 60 amp current limiters and three reverse current diodes. The system is tied together by a system of bus ties which can isolate a particular bus in the event of an over current scenario. The generator buses are also pro-tected by two 250 amp current limiters for additional protection. During engine cross start, a cross start relay limits the amount of current that is routed through the current limiter and the bus tie to allow for the other generator bus to have additional protection.

Figure 2. King Air C90A/B/GT Electrical System

GEN TIESMAN CLOSE

NORM

OPEN

BUS SENSERESET

TEST

HOT BATTERY BUS

275

HE

D

TRIPLE-FED / BATTERY BUS

CENTER BUSLEFT GEN BUS RIGHT GEN BUSH

ED

275250 250

275

H E D

BATTERY

BATT. BUSTIE

LEFT GENBUS TIE

RIGHT GENBUS TIE

RCS LCS

RSRLSR

GENSW.

GPU 60

60

60

L GENCONTACTOR

GCU

GENSW.

R GENCONTACTOR

GCU

BATTERY CHARGE

L DC GEN

MAN TIES CLOSE

L GEN TIE OPEN R GEN TIE OPEN R DC GENBAT TIE OPEN



KIN

G A

IR C

90/200 DIFFE

RE

NC

ES

HA

ND

OU

T

Revision 0.0

FOR

TRA

ININ

G P

UR

PO

SE

S O

NLY

1-5

mASTER WARNING SySTEm (200/B200/B200GT Series)*Indicates Optional Equi9pment

KING AIR B200 (BB-1444 THRU BB-1842)KING AIR B200 (BB-854 THRU BB-870; BB-874 THRU BB-1443)

B200/B200GT AIRCRAFT (BB-1843 & AFTER; BY-1 & AFTER)

KING AIR 200 (BB-2 THRU BB-453) KING AIR 200 (BB-453 THRU BB-853; BB-871 THRU BB-873)

WARNING ANNUNCIATORS





l ENG FIRE R ENG FIRE

RED Fire in the indicated engine compartment. FIRE l ENG FIRE R ENG

l FUEl PRESS R FUEl PRESS

RED Fuel Pressure Failure on the indicated engine.

l OIl PRESS R OIl PRESS

RED Low oil pressure on the indicated engine.

l CHIP DETECT R CHIP DETECT

RED Contamination is detected in the indicated engine oil.

INST INV INVERTER

RED The selected inverter is inoperative.

l GEN OVHT R GEN OVHT

RED The temperature of the indicated generator is too high.

l Bl AIR FAIl R Bl AIR FAIl

RED Melted or failed plastic in the bleed air failure warning line on the indicated side.

DOOR UNlOCKED CABIN DOOR

RED Cabin/Cargo Door open or not secure.

AP TRIm FAIl A/P TRIm FAIl

RED Improper trim or no trim from autopilot trim command.

AP DISC A/P DISC RED Autopilot is disconnected. A/P FAIl

AlT WARN RED Cabin altitude exceeds 12,500 feet.

mASTER WARNING SySTEm (200/B200/B200GT Series) (Cont)

WARNING ANNUNCIATORS NOmENClATURE COlOR CAUSE FOR IllUmINATION



KIN

G A

IR C

90/200 DIFFE

RE

NC

ES

HA

ND

OU

T

Revision 0.0

FOR

TRA

ININ

G P

UR

PO

SE

S O

NLY

1-7

mASTER WARNING SySTEm (200/B200/B200GT Series) (Cont)*Indicates Optional Equipment

B200 (BB-1444 THRU BB-1842)

B200/B200GT (BB-1988 & AFTER; BY-1 & AFTER)B200 (BB-1843 THRU BB-1987)

B200 (BB-854 THRU BB-870; BB-874 THRU BB-1443)

200 (BB-2 THRU BB-453) 200 (BB-453 THRU BB-853; BB-871 THRU BB-873)

CAUTION/ADVISORY ANNUNCIATORS





CAUTION/ADVISORy ANNUNCIATORS NOmENClATURE COlOR CAUSE FOR IllUmINATION

l DC GEN/R DC GEN AmBER The indicated generator is offline.

l CHIP DETECT/R CHIP DETECT AmBER Contamination is detected in the indicated engine oil.

l ICE VANE/R ICE VANE The indicated Engine Anti-Ice (Ice Vane) has malfunctioned due

l ENG ICE FAIl/R ENG ICE FAIl AmBER to not attaining proper position.

CABIN DOOR AmBER Cabin Door open or not secure.

l PITOT HEAT/R PITOT HEAT AmBER The pitot mast heat has failed or the switch is in the OFF position.

HyD FlUID lOW AmBER The hydraulic fluid level in the landing gear reservoir is low.

ElEC HEAT ON AmBER Electric Heat is ON (Keith Environmental System Only)

PROP SyNC ON AmBER The prop synchrophaser is on with the landing gear extended (Type I Only)

BATTERy CHARGE (CHG) AmBER Excessive charge rate on the battery.

RVS NOT READy AmBER Propellers are not in the High RPM position with the landing gear extended.

DUCT OVERTEmP AmBER Duct air is too hot.

EXT PWR AmBER External power plug is connected.

l AUTOFEATHER/R AUTOFEATHER GREEN The Autofeather system is armed with the power levers advanced above the 90% N1 position.

l ENG ANTI-ICE/R ENG ANTI-ICE

l ICE VANE EXT/R ICE VANE EXT GREEN The indicated Engine Anti-Ice (Ice Vane) is extended.

The indicated starter/ignition switch is in the engine/ignition l IGNITION ON/R IGNITION ON GREEN or the indicated auto-ignition system is armed and the engine

torque is below 400 ft-lbs.

BRAKE DEICE ON GREEN The Brake Deice has been selected to ON.

l Bl AIR OFF/R Bl AIR OFF GREEN The indicated Bleed Air valve is closed.

ElEC TRIm OFF GREEN The Electric Trim is de-energized by a trim disconnect switch on the control yoke with the system power switch turned on.

lDG/TAXI lIGHT

lANDING lIGHT GREEN Landing Lights on with the Landing Gear up.

AIR COND N1 lOW GREEN The Right Engine N1 is too low for air-conditioning.

PASS OXy ON

PASS OXyGEN ON GREEN Oxygen is available to the passengers.

FUEl CROSSFEED GREEN Crossfeed has been selected.

CAUT lGND OFF GREEN The caution annunciator is turned OFF.

mASTER WARNING SySTEm (200/B200/B200GT Series) (Cont)





mASTER WARNING SySTEm (King Air C90A/B/GT Series) *Indicates Optional Equipment

KING AIR C90B/GT SERIES ANNUNCIATOR PANEL (LJ-1353 & AFTER)

KING AIR C90A/B SERIES ANNUNCIATOR PANEL (LJ-1063 THRU LJ-1352)

WARNING ANNUNCIATORS NOmENClATURE COlOR CAUSE FOR IllUmINATION

l GEN OUT R GEN OUT RED The indicated generator is offline.

l FUEl PRESS R FUEl PRESS RED Fuel Pressure Failure on the indicated engine; Check Boost Pump & Crossfeed.

l CHIP DETECT R CHIP DETECT RED Metal contamination in the indicated engine oil, probable engine shutdown.

l OIl PRESS R OIl PRESS RED Low oil pressure on the indicated engine.

l ENG FIRE R ENG FIRE RED Fire in the indicated engine compartment.

INVERTER RED The selected inverter is inoperative or both inverters are off.

A/P FAIl RED Autopilot is disconnected by switching other than the pilot’s disconnect button.

A/P TRIm FAIl A/P TRIm RED Improper trim or no trim from autopilot trim command.

Cabin altitude exceeds pre-set pressure altitude. CABIN AlT HI RED LJ-1063 thru LJ-1352: 10,000 feet LJ-1353 & After: 12,500 feet

CABIN DOOR RED Cabin Door open or not secure.

BAGGAGE DOOR RED **Prior to LJ-1531: Nose Baggage door is not secure.





mASTER WARNING SySTEm (King Air C90A/B/GT SerieS) (Cont) *Indicates Optional Equipment

CAUTION/ADVISORy ANNUNCIATORS NOmENClATURE COlOR CAUSE FOR IllUmINATION

l DC GEN R DC GEN AmBER The indicated generator is offline.

l NO FUEl XFR R NO FUEl XFR AmBER The indicated wing tank is empty or the transfer pump has failed.

RVS NOT READy AmBER The propeller levers are not in the High RPM position with the landing gear extended.

l CHIP DETECT R CHIP DETECT AmBER Metal contamination in the indicated engine oil, probable engine shutdown.

l ENG ANTI-ICE FAIl R ENG ANTI-ICE FAIl AmBER The indicated engine anti-ice (ice vanes) is inoperative.

l PITOT HEAT R PITOT HEAT AmBER The pitot heat switches are in the OFF position or the pitot mast heat has failed.

l GEN TIE OPEN R GEN TIE OPEN AmBER The indicated generator bus is isolated from the center bus.

BAT TIE OPEN AmBER The battery is isolated from the generator busses and the center bus.

PITCH TRIm OFF AmBER The Electric Trim is de-energized by a trim disconnect switch on the control yoke with the system power switch turned on.

FUEl CROSSFEED AmBER The crossfeed valve is receiving power.

HyD FlUID lO AmBER The hydraulic fluid level in the reservoir is low.

EXT POWER AmBER An external power plug is connected to the aircraft.

BATTERy CHARGE AmBER *Prior to LJ-1534: The charge rate on the battery exceeds 7 amps for 6 seconds.

l Bl AIR OFF **LJ-1688, LJ-1689, LJ-1691 & After: The bleed air switches are in the OFF R Bl AIR OFF AmBER position.

l IGNITION ON The Ignition and Engine Start switch is in the ON position on the indicated R IGNITION ON GREEN side or the Auto-Ignition system is armed and the indicated engine is below

400 ft-lbs.

l AUTOFEATHER The autofeather system is armed with the power levers advanced above the R AUTOFEATHER GREEN 90% N1 position or the switch is in the test position with more than 400 ft-lbs

of torque.

l ENG ANTI-ICE R ENG ANTI-ICE GREEN The indicated Engine Anti-Ice is extended.

mAN TIES ClOSED GREEN The generator bus ties have been manually closed.

lDG/TAXI lIGHT GREEN Landing Lights on with the Landing Gear UP.





FUEl SySTEm200/B200/B200GT Series

System Configuration and CapacitiesMain tank holds 193 U.S. Gallons each (includes 57 Gallons in the nacelle tank) or a total of 386 U.S. Gallons for both sides. Auxiliary tank, located in the center wing, holds 79 U.S. Gallons each or a total of 158 U.S. Gallons for both sides.

System Design and How Fuel is UsedFuel in the auxiliary tank must be used first before using fuel in the main tank. This happens auto-matically without any action from the pilot when the system is working properly. If there is fuel in the auxiliary tank and it is not being used first, a yellow light on the fuel panel illuminates and the pilot must put the AUX TRANSFER switch into the OVERRIDE position. The yellow light will extinguish if the motive flow valve opens and the fuel is being used.

Fuel limitationsMaximum Fuel Imbalance: 1,000 LBSCrossfeed: Only when one engine is inoperative.

Figure 3. King Air 200/B200 Fuel System Schematic

LEGENDFUELFUEL AT STRAINER OR FILTERFUEL UNDER LOW PUMP PRESSUREHIGH-PRESSURE FUELFUEL CROSSFEEDFUEL RETURNGRAVITY FEEDFUEL VENT

FILLERPROBESSUCTION RELIEF VALVECHECK VALVEFUEL FLOW TRANSMITTERFUEL PRESSURE ANNUNCIATOR

F

L

L

F AUXILIARY

WING LEADING EDGE

WING LEADING EDGE

INTEGRAL (WET WING) BOXSECTION

BOXSECTION

DRAINVALVE

VENT FLOAT VALVE

AIR INLET

DRAIN

RECESSED VENT

HEATED RAM VENT

FLAME ARRESTER

DRAIN

TRANSFER JET PUMP

STRAIN ER, DRAIN,AND FUEL SWITCHF

FUEL CONTROL UNIT

ENGINE FUEL MANIFOLD

PRESSURE TANK

FIREWALL FUEL FILTER

ENGINE-DRIVEN BOOST PUMP (LP)

DRAIN VALVE (FIREWALL)

FIREWALL SHUTOFF VALVE

STANDBY BOOST PUMP (30 PSI)

NACELLE TANKVENT FLOAT VALVE

CROSSFEED VALVE (NC)

P3 BLEED AIR LINE

ENGINE FUEL PUMP (HP)

FUEL HEATER

AIR FILTER

TO ENGINEFUEL FLOW TRANSMITTER AND INDICATOR

LEFT FUEL PRESSURE ANNUNCIATOR PRESSURE SWITCHFUEL CONTROL PURGE VALVEGRAVITY FLOW CHECK VALVE

STRAINER AND DEFUELING DRAIN VALVE

TRANSFER CONTROL MOTIVE FLOW VALVE (NC)

PRESSURE SWITCH FOR LEFT NO FUELTRANSFER LIGHT ON FUEL PANEL (6 PSI)

*BB 1401 & SUBSEQUENT LOCATED DOWNSTREAM OF FUEL CONTROL UNIT**BB 1193 & SUBSEQUENT DRAIN RELOCATED TO OUTBOARD SIDE OF NACELLE





FUEl SySTEm (Cont)C90A/B/GT Series

System Configuration and CapacitiesMain tank holds 193 U.S. Gallons each (includes 61 gallons in the nacelle tank) or a total of 386 U.S. Gallons for both sides. There are no auxiliary tanks only a center wing tank on each side which is part of the main tank system.

System Design and How Fuel is UsedFuel in the main tank is transferred automatically to the nacelle tank by a transfer pump when the TRANS PUMP switch is placed in the AUTO position. If the fuel is not being transferred because the transfer pump failed, a yellow NO FUEL XFER light will illuminate on the respective side of the annunciator panel or if the main fuel tank is empty the light will illuminate. If the switch (49 Gal) in the nacelle fails to turn the transfer pump on, the fuel in the nacelle will go well below 300 lbs. and the TRANS PUMP switch must be placed in the OVERRIDE position. If the transfer pump has failed, 188 lbs. or 28 U.S. Gallons of fuel will be unusable.

Fuel limitationsMaximum Fuel Imbalance: 200 LBSCrossfeed: Only when one engine is inoperative or electric boost pump failure.

Figure 4. King Air C90A/B/GT Fuel System Schematic

L

ENGINE DRIVENFUEL PUMP

FUEL PRESSURESWITCH

�

0

QUANTITYLBS X 100

QUANTITYINDICATOR

FUEL PRESSUREANNUNCIATOR

SUBMERGED BOOSTPUMP & DRAIN

TO ENGINE FUELOUTLET

NOZZLES

FUEL MANIFOLDDUMP-VALVEENGINE FUELCONTROL UNIT

FUEL HEATER

FUEL FLOWINDICATOR

FIREWALLFUELFILTER& DRAIN

FUEL CONTROLUNIT PURGE

FILLER CAP

TO RIGHTENGINE

CROSSFEED VALVEDRAINVALVE

FUEL TRANSFERPUMP RESTRICTOR

TRANSFERPUMP AND

DRAIN

TRANSFER WARNINGLIGHT SWITCH

WHEELWELLHEATED VENT

RAM SCOOP VENT

UNDER BOOST PRESS

FUEL SUPPLY

FUEL RETURN

VENT

CROSSFEED

CHECK VALVE

FUEL TRANSFER

FUEL QUANTITYTRANSMITTER

THERMAL RELIEFBYPASS

FILLER CAPSIPHON

BREAK LINE

FIREWALLSHUTOFF VALVE

46 8

10

12

14

2





POWERPlANTEngine Designations and General limitations

Compressor Bleed Valve Operations200/B200 Series Two compressor bleed valves The low pressure valve closes and opens at approximately 65% N1 The high pressure valve closes and opens at approximately 90% N1

B200GT Series One compressor bleed valve The compressor bleed valve closes and opens at approximately 85% N1

C90A/B/GT Series One compressor bleed valve The compressor bleed valve closes and opens at approximately 80% N1

PROPEllERSNormal Operating RPm

FIRE PROTECTION200/B200/B200GT Series

On aircraft prior to BB-1439, BB-1444, the system consists of three photoconductive-cell flame detec-tors for each engine. These are sensitive to infrared radiation and consequently can be activated by sunlight in certain conditions. After BB-1444, the system consists of a temperature-sensing cable for each engine which is filled with a gas that expands with heat in the nacelle. When the gas expands enough to close a switch, the fire indication is displayed.

C90A/B/GT SeriesThe system consists of three photoconductive-cell flame detectors for each engine. These are sensitive to infrared radiation and consequently can be activated by sunlight in certain conditions.

START MAX. CRUISE CLIMB MAX. CRUISE MAXIMUM CONTINUOUS SERIES ENGINE SHP ITT (°C) TORQUE ITT (°C) ITT (°C) OIL PRESS. (psi) OIL TEMP. (°C)

200 PT6A-41 850 1000 2230 725 750 105–135 10–99

B200 PT6A-42 850 1000 2230 770 800 100–135 0–99

B200GT PT6A-52 850 1000 2230 800 820 90–135 10–99

C90A/B PT6A-21 550 1090 1315 695 695 80–100 10–99

C90GT PT6A-135A 550 1090 1520 805 805 85–105 10–99

SERIES ENGINE/PROPELLER MIN. IDLE TAKEOFF CLIMB CRUISE

200 PT6A-41 — 2000 1900 1900/1700

PT6A-42 3 Blade Propellers

— 2000 1900 1800/1700

PT6A-42 B200 4 Blade Propellers (McCauley)

1100 2000 1900 1800/1700

PT6A-42 4 Blade Propellers (Hartzell)

1180 2000 1900 1800/1700

B200GT PT6A-52 1180 2000 1800 1800/1700

C90A/B PT6A-21 1100 2200 2000 1900

C90GT PT6A-135A 1100 1900 1900 1900





PNEUmATIC SySTEm200/B200/B200GT Series

Bleed Air Valve Switches have three positions (see picture at right). Pneumatic air on each engine can be turned off when the bleed air switch on that engine is placed in the INSTR & ENVIR OFF position. For the B200 Proline 21 (BB-1834, BB-1843 & After) and the B200GT, (BY-1 & After) this position is called the PNEU & ENVIR OFF position as no pneumatic air is utilized for the flight instruments.

There is a bleed-air warning system to alert the pilot when a pressurization line or pneumatic line rup-tures, exhausting hot engine bleed air into the airframe. When the line ruptures and the temperature reaches approximately 204°F (95°C), a plastic tube melts which results in the illumination of one or both BL AIR FAIL warning lights. The bleed air switch on that engine must be placed in the INST & ENVIR OFF (PNEU & ENVIR OFF) position.

Figure 5. King Air 200/B200/B200GT Bleed Air Warning System

UNREGULATED PNEUMATIC BLEED AIR

BLEED AIR WARNING LINE

LEGEND

ENVIRONMENTAL BLEED AIR

ENGINE P3BLEED-AIR

CONNECTOR

ENGINE P3BLEED-AIR

CONNECTOR

AMBIENTAIR

AMBIENTAIR

FIREWALLFIREWALL

PLUGS

PLUGS

PLUG

MANIFOLD(18 PSI REGULATOR)

BLEED-AIR WARNINGSWITCHES

RH N.O. PNEUMATICAIR VALVE

ENVIRONMENTALMIXING PLENUM

FLOW CONTROLVALVE

AIR-TO-AIRHEAT EXHCHANGER

BLEED-AIRBYPASS VALVE

BLEED-AIRBYPASS VALVE

AIR INLET AIR INLET

REAR SPAR

LH N.O. PNEUMATICAIR VALVE





PNEUmATIC SySTEm (Cont)200/B200/B200GT Series (Cont)

LEGENDHIGH PRESSURE BLEED AIR

REGULATED BLEED AIR

VACUUM

TODEICEBOOTS

EXHAUSTOVERBOARDEJECTOR

VACUUMREGULATOR

RIGHT BLEED-AIR WARNING SYSTEM

* PRIOR TO BB-1842 ONLY

RIGHTP AIR

LEFT BLEED-AIR WARNING SYSTEM

LEFTP AIR

AIRSTAIRDOOR SEAL

LINE

LANDING GEARRESERVOIR

(HYDRAULIC GEAR ONLY)

PNEUMATIC PRESSUREGAGE

(IN COCKPIT)

PRESSURESWITCHRIGHT

SQUATSWITCH

LEFTSQUAT

SWITCH

CLOSED ONGROUND

(NO)

CHECK VALVECHECK VALVE

PNEUMATICAIR VALVE

(NO)

PNEUMATICAIR VALVE

(NO)

LEFT BRAKEDEICEVALVE(NC)

RIGHT BRAKEDEICEVALVE(NC)

18 PSIPRESSURE

REGULATOR

DEICEDISTRIBUTOR

VALVE

PRESSURIZATIONCONTROLLER,

OUTFLOW AND SAFETY VALVES

* GYROINSTRUMENTS

* GYROSUCTION

(IN COCKPIT)

HOURS

FLIGHT

1/10

60 PSID

P SWITCH

RUDDERBOOSTSYSTEM

VALVEL SERVO

R SERVO

RUDDER BOOST RUDDER BOOST

LEFT NC

RIGHT NC

15 PSIREGULATOR

4 PSIREGULATOR

Figure 6. King Air 200/B200/B200GT Pneumatic and Vacuum Systems Diagram





PNEUmATIC SySTEm (Cont)C90A/B/GT Series

Bleed Air Valve switches have two positions (see figure at right). The pneumatic air can not be turned off; therefore, no switch has to be turned on to have pneumatic pressure. As long as an engine is run-ning, there is pneumatic pressure.

Figure 7. King Air C90A/B/GT Pneumatic and Vacuum Systems Diagram

PRESSURESWITCH

PNEUMATIC PRESSUREGAUGE (IN COCKPIT)

RIGHTSQUATSWITCH

OPEN INFLIGHT(N.C.)

TO DEICEBOOTS

EJECTOR

LEFT SQUATSWITCH

LANDING GEARHYDRAULIC FILL CAN

CLOSED ONGROUND (N.O.)

L SERVO

R SERVO

VALVE

L N.C.

R N.C.CHECK VALVE CHECK VALVE

AIRSTAIRDOOR SEAL

LINE

EMERGENCYEXIT SEAL

LINE

50 PSID

P SWITCH

VACUUMREGULATOR

GYRO SUCTION(IN COCKPIT)

GYROINSTRUMENTS

PRESSURIZATIONCONTROLLER,

OUTFLOW & SAFETYVALVES

HIGH PRESSURE BLEED AIR

REGULATED BLEED AIR

VACUUM

4 PSIPRESSURE

REGULATOR

18 PSIPRESSURE

REGULATOR

RUDDER BOOSTSYSTEM

13 PSIREGULATOR

GYROSUCTION

INCHES OF MERCURY

3 65430K

15K

PNEUMATICPRESSURE

PSI

0

10

20

DEICEDISTRIBUTER

VALVEFLIGHTHOURS 1/00

0 0 0 0 0

LEGEND





ICE AND RAIN PROTECTION200/B200/B200GT Series

BRAKE DEICEAircraft with pneumatic brake deice systems have a BRAKE DEICE switch located in the far bottom left ICE PROTECTION group. When selected ON, this system will continuously operate when the landing gear is extended or for a maximum of 10 minutes when the landing gear is retracted.

ENGINE ANTI-ICE (ICE VANES)Prior to BB-1444, the engine anti-ice (ice vanes) are normally controlled by ON/OFF switches lo-cated on the pilot’s left subpanel which control electric actuators. Mechanical backup T-handles are located below the pilot’s control yoke.

After BB-1444, the engine anti-ice (ice vanes) are normally controlled by an electric main actuator as well as a electric standby actuator with ON/OFF switches as well as mAIN/STANDBy actuator switches located on the pilot’s left subpanel.

PROPEllER DEICESystems applicable to serial numbers prior to BB-825, which was equipped with inner and outer deice boots for each propeller blade. This system incorporated two switches: AUTO/OFF and IN-NER/OUTER. The AUTO function performed a cycle of 30 seconds on the outer segment of the right propeller, and then 30 seconds for the inner segment of the right propeller. This was followed by the same sequence for the left propeller.

18 PSIPRESSURE

REGULATOR

18 PSI

PNEUMATICPRESSURE

PNEURIGHTP3AIR

PNEULEFT

P3AIR

LEFTBRAKEDEICE

MANIFOLD

RIGHTBRAKEDEICEMANIFOLD

VDC

BRAKEDEICE C/B

N.C.N.C.

BRAKE DEICEN.C. VALVES

GEARUPLOCK

10MIN

BRAKE DEICETIMER PCB

BRAKEDEICE

DUAL FEDBUS NO.1

Figure 8. Brake Deice System





ICE AND RAIN PROTECTION (Cont)200/B200/B200GT Series (Cont)

PROPEllER DEICE (Cont) The system applicable to serial number BB-826 and after was equipped with single segment deice boots. This system incorporated two switches: AUTO/OFF and mANUAl/OFF. The AUTO/OFF switch, when in the AUTO position, initiates a timer which sequences the boots in 90 second inter-vals from one propeller to the other and the amps are shown on the prop ammeter. If the timer fails, the manual switch can be held in the mANUAl position to bypass the timer and ammeter.

STAll WARNINGThe stall warning switch, when in the ON position, applies heat to both the mounting plate and the vane. To prevent overheating, the current available to the stall warning vane is reduced when the aircraft is on the ground.

C90A/B/GT SeriesBRAKE DEICE

This system was not available on the C90A/B/GT Series.

ENGINE ANTI-ICE (ICE VANES)Engine anti-ice (ice vanes) are normally controlled by an electric main actuator and an electric standby actuator with ON/OFF switches. mAIN/STANDBy actuator switches are located on the pilot’s left subpanel.

PROPEllER DEICEThe propeller ice protection only has an AUTO/OFF switch. This allows the deice boots to cycle in 90 second intervals between one propeller to the other.

STAll WARNINGThe stall warning switch, in the ON position, applies heat to the mounting plate only. The battery switch applies heat to the vane through the triple-fed bus. To prevent overheating, the current avail-able to the stall warning vane is reduced when the aircraft is on the ground.





AIR CONDITIONING200/B200/B200GT Series

AIR CONDITIONINGThe air conditioning compressor is belt driven and mounted on the right engine. An N1 speed switch will prevent the compressor from operating if N1 is below 62%. A green AIR COND N1 LOW an-nunciator light illuminates if air conditioning is requested and N1 is below 62%. The air conditioning system has an evaporator in the nose compartment with an optional aft evaporator.

BlEED AIR HEATINGWhen heating, a DUCT OVERTEmP annunciator will illuminate if the duct, which directs air to the cabin floor outlets, reaches a temperature of 300°F (149°C). If this occurs the CABIN/COCKPIT AIR knob can be pushed in to allow more air flow to the cabin and the light should extinguish.

SUPPlEmENTAl HEATPrior to BB-1444: Radiant heat was used for supplemental heating of the cabin which can be oper-ated on the ground or in the air. The radiant heating system should be used with the manual tem-perature control mode only. When on the ground it is highly recommended to use auxiliary power.

BB-1444 and After: Electric heat was used for supplemental heating of the cabin before engine start when used concurrently with an auxiliary power unit. The electric heat system will draw ap-proximately 300 amps and is used for ground operation only. For aircraft serial numbers BB-1988 and after, BY-1 and after, the electric heat system will draw approximately 160 amps and is limited to ground operations only.

C90A/B/GT SeriesAIR CONDITIONING

The compressor for the air conditioning is mounted in the nose compartment and is belt driven by an electric motor. Only one evaporator is installed in the nose compartment.

BlEED AIR HEATINGThese aircraft do not have a DUCT OVERTEMP annunciator.

SUPPlEmENTAl HEATElectric heat can be used to warm the cabin before engine start concurrently with an auxiliary power unit or with both generators operating. The electric heat system will draw approximately 284 amps and has eight elements which are divided into two sets with four elements in each set. The ELEC HEAT switch has three positions: GND MAX–NORM–OFF. If GND MAX is selected, while on the ground, the switch is solenoid-held in position and automatically drops to the NORM position when the landing gear safety switch is opened at liftoff. In the NORM position, only one set of the four elements are used but will be locked out to prevent an overload during operation of the propeller deice system or windshield heat.





PRESSURIzATION SySTEm200/B200/B200GT Series

On serial numbers prior to BB-854, the pressurization system is designed to provide a working pressure differential of 6.0 ± 0.1 psi which provides a cabin altitude of 11,700 feet at 35,000 feet (FL350).

From BB-854 and after, the pressurization system is designed to provide a working pressure differential of 6.5 ± .1 psi which provides a cabin altitude of 10,400 feet at 35,000 feet (FL350).

C90A/B/GT SeriesOn this series of aircraft, the pressurization system is designed to provide a working pressure differential of 5.0 ± .1 psi which provides a cabin altitude of 12,000 feet at 30,000 feet (FL300).

lANDING GEAR AND BRAKES200/B200/B200GT Series

On aircraft with serial numbers prior to BB-1193 (except BB-1158 and BB-1167) had electric landing gear not incorporating Beech Kit P/N 101-8018-1. The landing gear is held in the UP position by friction in the jackscrew assembly. The main gear is held in the DOWN position by a notched hook and plate attachment on the drag brace and the nose wheel by an over-center condition on the drag brace. The maximum airspeed for manual extension is 130 KTS.

On aircraft with serial numbers of BB-1158, BB-1167, and BB-1193 and after had hydraulic landing gear. The landing gear is held in the UP position by hydraulic pressure in the system. The main landing gear is held in the DOWN position by mechanical down-lock mechanisms in the drag brace and the nose wheel is held DOWN by a mechanical lock within the nose gear actuator.

C90A/B/GT SeriesAll aircraft serials had hydraulic landing gear. The landing gear is held in the UP position by hydraulic pressure in the system. The main landing gear is held in the DOWN position by mechanical down-lock mechanisms in the drag brace and the nose wheel is held DOWN by a mechanical lock within the nose gear actuator.

FlIGHT CONTROlS200/B200/B200GT Series

For aircraft serial numbers prior to BB-1444, these aircraft do not have follow up flaps which do not allow easy selection of the approach (40%) condition upon retracting flaps. To retract the flaps to the APPROACH (40%) position from the DN (100%) position, the flap handle must be placed in the UP position until the flaps reach the desired position, then return the flap handle to APPROACH (40%) position.

Aircraft serial numbers BB-1444 and after, have follow-up flaps; therefore, only the UP, APPROACH (or Take-Off), and DN positions are selectable. The approach selection is available on when extending or retracting the flaps.

All the 200/B200/B200GT serial number ranges have split flap protection between the inner and outer panels of the flaps on the same side.





FlIGHT CONTROlS (Cont)C90A/B/GT Serials

The C90A aircraft do not have follow-up flaps; therefore, the flaps can be stopped anywhere between the APPROACH and DOWN position. To retract the flaps to the approach position from the full down position, the flap handle must be placed in the full UP condition until the flaps reach the desired posi-tion, then return the flap handle to APPROACH position.

The C90B/GT aircraft have follow-up flaps; therefore only the UP, APPROACH, and DN positions are selectable. The approach selection is available when extending or retracting the flaps.

OXyGEN SySTEm200/B200/B200GT Series

For aircraft serial numbers BB-2 through BB-54, the aircraft is equipped with a plug-in system for pas-senger oxygen masks. This system is designed to supply adequate oxygen pressure up to an altitude of 31,000 feet (FL310). For oxygen computations, each passenger mask is counted as one and each crew mask is counted as two masks.

For aircraft serial numbers BB-55 and after, the aircraft is equipped with an automatic deployment system for passenger oxygen masks. This system is designed to supply adequate oxygen pressure up to an altitude of 31,000 feet (FL310) for the 200 serials and 35,000 feet (FL350) for B200 serials. For oxygen computations, each passenger mask is counted as one and each crew mask is counted as two.

C90A/B/GT SerialsFor these aircraft, the oxygen system has a manual plug-in system, except for the crew which have quick-donning masks connected to the oxygen supply lines, at all times. The oxygen system provides an adequate flow up to an altitude of 30,000 feet (FL300). For oxygen computations, each passenger mask is counted as one and each crew mask is counted as two masks.



basic differences (ka c90abgt and ka 200_b200_b200gt) handout_r0.0

Documents

king air b200 proline

generator buses

avionics buses

fred mesquitacriptografia

dual fed buses

electrical outlets

training purposes onlyrevision

current conditions