KING AIR DIFFERENCES

E90 COURSE 1

King Air E90 Differences Course This training program describes the differences between airframe, engines and systems of the King Air E90 and other King Air models. It covers serial numbers LW-1 through LW-347. A. B. C. D. E. F. G. H. I. J.

Aircraft Overview Electrical System Fuel System Engines Landing Gear & Brakes Flight Controls Environmental System Ice & Rain Fire Protection Oxygen System

KING AIR E90 DIFFERENCES COURSE INSTRUCTIONS This King Air E90 Differences Training Module is a self study course which requires a minimum score of 80% to pass the course. The training is subdivided by aircraft systems. Simply study the appropriate systems and successfully complete the quiz to get credit for differences training. This difference course is only valid when completed in conjunction with an approved King Air initial or recurrent course. The differences course is valid only for the duration of the approved initial or recurrent course. A training certificate will be emailed at the successful completion of the exam.

OVERVIEW BE-E90 SERIES Different Dimensions BE-B90

BE-C90

BE-E90

BE-F90

WING SPAN

50’3”

50’3”

50’3”

45’10”

LENGTH

35’6”

35’6”

35’6”

39’10”

HEIGHT

14’3”

14’3”

14’3”

15’2”

MAIN GEAR STANCE

12’9”

12’9”

12’9”

13’0”



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OVERVIEW -E90 CABIN

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Various con gurations of passenger seats and couches can be installed. The standard airplane seats two pilots and six passengers. All seats are equipped with seat belts and headrests. The aircraft is equipped with a chemical or electrically operated toilet that is normally installed in the aft baggage compartment. The forward facing unit is equipped with a hinged cushion cover turning the toilet into an additional passenger seat. The seat belt and shoulder harness for the toilet incorporates a single adjustable strap attached to the aft bulkhead. Relief tubes are located on the left cabin side wall forward of the toilet and in the cockpit under the pilot's seat. The 53.4 cubic foot aft cabin baggage compartment can be separated from the cabin by a partition or a folding curtain. It includes provisions for hanging bags as well and providing for up to 350 pounds of baggage storage. 5

ELECTRICAL DIFFERENCES •

The King Air 90 series are primarily DC powered airplanes.

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The B90 is a 28.25v dual fed bus system powered by two 200 amp starter generators.

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The C90 is a 28.25v dual fed bus system powered by two 250 amp starter generators.

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The C90-1 is a 28.25v dual fed bus system powered by two 250 amp starter generators.

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The C90A is a 28.25v triple fed bus system powered by two 250 amp starter generators.

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The E90 is a 28.25v dual fed bus system powered by two 250 amp starter generators.

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The F90 is a 28.25v triple fed bus system powered by two 250 amp starter generators.













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ELECTRICAL SYSTEM LIMITATIONS EXTERNAL POWER LIMITS: External power carts will be set to 28.0 - 28.4 volts and be capable of generating a minimum of 1000 amps momentarily and 300 amps continuously. 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.

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BATTERY The airplane is equipped with a 24-volt, 36-ampere-hour nickel- cadmium battery or a 24-volt, 42-ampere-hour capacity sealed lead-acid battery. Many King Air operators have elected to remove the NiCad battery and replace it with the 24 volt, 42 ampere-hour lead acid battery. Since lead acid batteries have a straight line voltage drop as the battery discharges, the aircraft manufacturer was concerned with high ITT temperatures during engine start. This concern has proven to be unfounded and the lower costs and ease of operation of lead acid batteries have outweighed any advantages of the NiCad batteries. Normally, converting a King Air from a NiCad battery to a lead - acid battery also involves removal or disconnection of the BATTERY CHARGE annunciator light. The battery is capable of starting the engines and can provide up to 30 minutes of back up power in the event of a dual generator failure.

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BATTERY Airplanes equipped with the NiCad battery have a battery charge light is installed on the annunciator panel. This light warns the pilot of an abnormally high battery charge rate. This condition can lead to a thermal runaway of the nickelcadmium battery. If this occurs, the pilot should follow the checklist procedure which will isolate the battery from the charging system before further battery damage occurs.

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E90 DC ELECTRICAL SYSTEM The Beech King Air E90 electrical system is a 28-volt DC split bus system with a negative ground. During normal operation, primary electrical power is supplied by two 30-volt, 250-ampere DC starter-generators. The secondary source of power is a 24-volt nickel-cadmium battery or a 24-volt lead-acid battery. Volt/load meters on the pilot's left sub- panel indicate the load on each generator. The generator buses are interconnected by two 325-ampere current limiters. The entire bus system operates as a single bus, with power being supplied by the battery and both generators. Each subpanel feeder supplies two dual buses through 50 ampere circuit breakers and isolation diodes. Thus, both dual subpanel feeder buses can be powered by either generator. The subpanel feeder also provides power, through a 50 ampere circuit breaker, to essential components. The essential components, therefore, are supplied by two sources, the battery emergency (hot) bus and the subpanel feeder.

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E90 DC ELECTRICAL SYSTEM

ELECTRICAL SYSTEM FAILURE A current limiter check is recommended before engine start and after generator failure on all E-90 aircraft. 11

E90 DC ELECTRICAL SYSTEM CURRENT LIMITER CHECK Battery Power — ON but no generators operating. Push Volt/Load-meter gauge buttons to display voltage. 1. Both should display battery voltage. The needles should be parallel. 2. If zero volts displayed, current limiter on the zero volts side has failed. Battery Power — ON with one generator operating Push Volt/Load-meter gauge buttons to display voltage. 1. Both should display generator voltage of 28V. The needles should be parallel. 2. If zero volts displayed, current limiter on the zero volts side has failed. 3. If only battery voltage is displayed, the opposite side current limiter has failed.

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E90 DC ELECTRICAL SYSTEM Direct current for the electrical system is supplied by the battery and two 28.25 -volt, 200-ampere starter-generators connected in parallel. These three power sources are controlled by the generator and battery switches which are located under the MASTER SWITCH gang bar on the pilot's outboard subpanel. The three switches are located under the MASTER SWITCH gang bar for simultaneous cut-off. While LJ-114 thru LJ-1062 are equipped with two-position on-off switches, the generator switches on airplanes prior to LJ-114 have a third (RESET) position for putting the generator back on the line after each engine start. The generator switch is spring-loaded to return from the RESET position to the ON position for generator operation. In order to turn the generator ON, the generator switch must be held upward in the reset position for one second. It is then released to the ON position.

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E90 DC ELECTRICAL SYSTEM

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DUAL FED ELECTRICAL SYSTEM

AC ELECTRICAL SYSTEM AC power is supplied by one of two inverters installed in the wing center section outboard of each engine nacelle. An inverter select switch, placarded INVERTER NO 1, OFF, INVERTER NO 2 is located on the pilot's subpanel.The AC meter is located on the copilots subpanel. The meter normally displays frequency. Pressing the button in the lower left hand corner of the gauge will display voltage. For normal operation, the 115v inverter output must be 107-120 volts at 390-410 Hertz.

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ANNUNCIATOR SYSTEM The illumination of a green or yellow annunciator light will not trigger the fault warning system, but a red annunciator will actuate the fault warning asher. The dimming control is located adjacent to the press-to-test switch and may be used to increase or decrease the intensity of the annunciator indicator lights to the desired level.

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E90 FUEL SYSTEM

The fuel system consists of two separate systems connected by a crossfeed line. The fuel systems for each engine is further divided into a main and auxiliary fuel system. The main system consists of a nacelle tank, a wing leading edge tank, two box section bladder tanks, and an integral (wet cell) tank, all interconnected to ow into the nacelle tank by gravity. This system of tanks is lled from the ller located near the wing tip and an aux tank ller cap located near the fuselage. Do not use the nacelle ller cap. fi

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E90 FUEL SYSTEM The auxiliary fuel system consists of a 41 gallon usable fuel center section tank with its own ller opening, and a fuel transfer system to transfer the fuel into a main fuel system when the auxiliary system is being used.

The two systems are vented through a recessed ram vent coupled to a protruding heated ram vent on the underside of the wing adjacent to the nacelle. One vent is recessed to prevent icing and the protruding vent is added as a backup and is heated to prevent icing.

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FUEL PUMPS The engine driven fuel pump is mounted on the accessory case along with the fuel control unit. The primary fuel boost pump is also engine driven and is mounted on a drive pad on the aft accessory section of the engine. An electrically driven standby fuel pump located in the bottom of each nacelle tank act as a backup pump should the primary fuel boost pump fail. For crossfeed operations, the electric standby boost pumps must be operational. The electrical power to operate the standby pumps is controlled by a lever lock toggle switch on the fuel control panel. In the event of a primary boost pump failure, the respective red FUEL PRESSURE light in the annunciator panel will illuminate. In the event of an high pressure engine driven fuel pump failure, the respective engine will shutdown.



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Auxiliary Transfer Jet Pump A transfer jet pump transfers fuel from the auxiliary tank sump to the nacelle tank. The transfer jet pumps are actuated by lever lock toggle switches on the fuel control panel which control a shutoff valve in the motive ow line. As long as either the primary boost pump or the standby boost pump is operative and there is fuel in the auxiliary tank, the transfer pump will feed into the nacelle tank. A light located on the fuel control panel, actuated by a oat switch in the sump of the auxiliary tank, will illuminate when the auxiliary system is empty.

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Auxiliary Transfer Jet Pump • The auxiliary fuel system will not feed into the main fuel system if there is a failure of both Boost Pumps or a failure of the motive flow shutoff valve. The AUX EMPTY light on the fuel panel is actuated by a float switch located in the sump of the auxiliary tank. The auxiliary transfer switch should be placed in the OFF position when the auxiliary transfer light illuminates. • The auxiliary tank transfer switches should not be turned on until after engine start, as insufficient fuel pressure to the engine may result during start procedures. 23

CROSSFEED

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Crossfeed is only to be conducted during single engine or boost pump failure operations. Each nacelle tank is connected to the opposite engine by a crossfeed line. Crossfeed operation is controlled by a two position crossfeed switch labeled OPEN, or CLOSED.

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The standby boost pump must be manually turned on and the AUX fuel transfer switch turned off before opening the crossfeed valve. 24

FUEL LIMITATIONS 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) 91/98 100LL Blue 100 Green (Formerly 100/130) 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 8,000 feet pressure altitude (FL 80) or below with boost pumps inoperative. 3. Crossfeed capability is required for climbs above 8,000 feet pressure altitude (FL 80). 4. Operation above 31,000 feet (FL 310) is prohibited. 25

FUEL MANAGEMENT LIMITATIONS 1. Do not take off if fuel quantity indicator is in yellow arc or if fuel quantity is less than 265 pounds in each wing system. 2. Operation on aviation gasoline is limited to 150 hours during any one engine overhaul period. 3. Operation is limited to 8000 feet when operating on aviation gasoline with boost pumps inoperative. 4. Both boost pumps must be operable prior to takeoff. 5. Operation with the FUEL PRESS Annunciator on is limited to 10 hours between main engine driven fuel pump overhaul or replacement period,

FUEL CROSSFEED Crossfeeding of fuel is permitted only when one engine is inoperative. 26

Engines Differences

The PT6 is a lightweight, free-turbine engine. It utilizes a three-stage axial compressor and a single stage centrifugal compressor. These compressors are driven by a single-stage reaction turbine. A reaction turbine, called the power turbine, drives the propeller shaft through a reduction gear box. The power turbine and the reaction turbine rotate independently of each other and there is no mechanical connection between the two. The E90 is equipped with the PT6-28 or PT6-135 engines. 27

PRESSURIZATION AND ENVIRONMENTAL SYSTEMS Cabin bleed air heating is accomplished by extracting bleed air from the compression stage (P3) of each engine and mixing it with ambient air in the ow control unit of each engine. A ow control unit mounted on the forward side of the rewall in each nacelle regulates the mixture of engine bleed air with ambient air from the cowling intake to produce a total air ow of 14 pounds per minute from both the right and left engine units. Bleed air comprises as much as ten pounds of the total air ow on cold days and as little as six pounds on hot days. The bleed air control valve is energized by a bleed air switch on the copilot's subpanel.

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PRESSURIZATION AND ENVIRONMENTAL DIFFERENCES During extremely low temperature or low power settings, additional heating is available from an electrical heater. The heater contains eight 1000 watt heating elements. In the ENVIRONMENTAL group on the copilots subpanel is the ELEC HEAT switch with three positions: GRD MAX – NORM - OFF. This switch is solenoid-held in GRD MAX position when on the ground and will drop down to the NORM position at liftoff when the landing gear safety switch is opened. The maximum output of the electrical heater is 27,300 BTU during ground operation with all 8 heater elements operating. Only four elements are available during ight for a total output of 13,650 BTU.

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OXYGEN DIFFERENCES The oxygen system utilizes a 22- 49- or 66-cubic foot volume cylinder. Oxygen ows from the cylinder through a pressure line to the system regulator and shutoff valve. The shutoff valve is actuated by a push-pull type control located overhead between the pilot's and copilot's seats. Normal storage of the pilots and copilots oxygen masks is in a container located under their seats. Oxygen outlets are located on the forward cockpit sidewalls or in the ceiling at the forward and aft ends of the cabin headliner. Normal storage of the passengers' masks is in the seatback pockets. 30

OXYGEN SYSTEM

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LANDING GEAR DIFFERENCES

The landing gear is operated by a split- eld series wound electric motor, mounted on the forward side of the center section main spar. The jackscrew in each actuator holds the main and nose gears in the retracted position. fi

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LANDING GEAR DIFFERENCES

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An alternate extension jack mounted between the pilot and copilot seats provides a means of landing gear extension in the event of a landing gear motor or electrical system malfunction. Manual landing gear extension is provided through a separate, chain drive system. To engage the system, pull the LDG GEAR RELAY circuit breaker, located to the left of the landing gear control handle on the pilot's right subpanel, and ensure that the landing gear control handle is in the DN position. Pull up on the alternate engage handle (located on the oor) and turn it clockwise until it stops. This will electrically disconnect the motor from the system and lock the alternate drive system to the gear box. With the alternate drive locked in, the chain is driven by a continuous-action ratchet, which is activated by pumping the alternate extension handle located adjacent to the alternate engage handle. As many as 50 full strokes may be required to fully extend the landing gear. Stop pumping when all three green gear-down annunciators are illuminated. Further movement of the handle could damage the drive mechanism. 33

HYDRAULIC BRAKE SYSTEM The dual hydraulic brakes are operated by depressing the toe portion of either rudder pedals. Shuttle valves permit braking by either pilot. If either the pilot's or the copilot's pedals are pumped repeatedly while continuous pressure is being applied to the other set of brake pedals, braking capability from the “continuous-pressure” side may be lost. Normal brake function can be restored by momentarily removing all pressure from the pedals on the “continuous-pressure” side.

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LIMITATIONS

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E-90 ANTI-ICE SYSTEMS

Electric Pneumatic

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ANTI-ICE DIFFERENCES

The inertial ice vanes are mechanically extended and retracted through a linkage system connected to T- handles located below the pilot's subpanel. Extending the ice vanes will cause an increase in ITT and a significant reduction in torque.



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ANTI-ICE DIFFERENCES The inlet lip around each air intake leading edge is electrically heated to prevent the formation of ice. The system should be turned on when icing conditions are anticipated in-flight. A relay locks out the heater when the aircraft is on the ground to prevent overheating.

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ANTI-ICE DIFFERENCES

ENGINE FUEL CONTROL HEAT

The compressor bleed air line to each engine fuel control unit is protected against icing by electrically heated jackets. Power is supplied to each fuel control air line jacket heater by two switches located on the pilot's right subpanel. The fuel control heat must be on regardless of the outside air temperature. 39

ANTI-ICE DIFFERENCES WINDSHIELD

Ice protection is provided by an electrically heating windshield, while air from the cabin heating systems provide windshield defogging capabilities. Normally, a constant temperature of approximately 95ºF is maintained by heating elements embedded in the windshield. However, operating in icing conditions below -24° C is not recommended. Windshield heat switches are located on the pilot's subpanel and are labeled: WSHLD ANTI-ICE. It has three positions: BOTH, OFF, and PILOT.

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ANTI-ICE SYSTEM

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FLIGHT CONTROLS Dual controls are provided for the pilot and copilot. The ailerons and elevators are operated by conventional push-pull control yokes interconnected by a Tcolumn. The ight controls are cableoperated conventional surfaces which require no power assistance for normal control by the pilot or copilot. All primary ight control surfaces are manually controlled through cable and bell-crank systems. Each system incorporates surface travel stops and linkage adjustments. The rudder pedals are interconnected by a linkage below the cockpit oor. The rudder pedal bellcranks are adjustable to two positions. The ailerons, elevators and rudder may be secured with control locks in the cockpit.

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Flaps are selectable to 3 positions: up, approach (35%), and down (100%). The airplane's ap tracks are not exposed when aps are retracted. This design eliminates exposed surfaces that could collect ice and potentially interfere with ap operation. Flap travel, from 0% to 100% (fully down) is registered in percentage on an electric ap indicator at the top of the pedestal forward of the power levers. The indicator is operated by a potentiometer driven by the right inboard ap.

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FLIGHT CONTROLS-FLAPS

FLIGHT CONTROLS-FLAPS

The aps, two panels on each wing, are driven by an electric motor through a gearbox mounted on the forward side of the rear spar. The motor incorporates a dynamic braking system which helps to prevent over-travel of the aps. The gearbox drives four exible drive shafts connected to a jackscrew actuator at each ap. The aps are operated by a sliding switch lever located just below the condition levers. fl

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FLIGHT CONTROLS-FLAPS Any of the three ap positions, UP, APPROACH or DOWN may be selected by moving the ap selector lever up or down to the selected switch position indicated on the pedestal. A side detent provides for quick selection of the APPROACH position (35% aps). From the UP position to the APPROACH position, the aps cannot be stopped at an intermediate point. Between the APPROACH position and DOWN, the aps may be stopped as desired by moving the handle to the DOWN position until the aps have moved to the desired position, then moving the ap handle back to APPROACH. The aps may also be raised to any position between DOWN and APPROACH by raising the handle to UP until the desired setting is reached, then returning the handle to APPROACH. The APPROACH detent acts as a stop for any position greater than 35%.

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EMERGENCY EQUIPMENT

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PUSH TO TEST





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