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CONTENTS

SYLLABUS

Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS

Chapter 3 LIGHTING

Chapter 4 MASTER WARNING SYSTEMChapter 5 FUEL SYSTEM

Chapter 6 AUXILIARY POWER UNIT

Chapter 7 POWERPLANT

Chapter 8 FIRE PROTECTION

Chapter 9 PNEUMATICS

Chapter 10 ICE AND RAIN PROTECTION

Chapter 11 AIR CONDITIONING

Chapter 12 PRESSURIZATION

Chapter 13 HYDRAULIC POWER SYSTEMS

Chapter 14 LANDING GEAR AND BRAKES

Chapter 15 FLIGHT CONTROLS

Chapter 16 AVIONICS

Chapter 17 MISCELLANEOUS SYSTEMS

Chapter 18 WEIGHT AND BALANCE/PERFORMANCE

GENERAL PILOT INFORMATION

APPENDIX

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NOTICE

The material contained in this training manual is based on information obtained from theaircraft manufacturers )OLJKW2SHUDWLRQ 0anuals and 0aintenance 0anuals. It is tobe used forfamiliarization and training purposes only.

At the time of printing it contained then-current information. In the event of conflictbetween data provided herein and that in publications issued by the manufacturer or theFAA, that of the manufacturer or the FAA shall take precedence.

We at $LUFUDIW7UDLQLQJ&HQWHU want you to have the best training possible. Wewelcome anysuggestions you might have for improving this manual or any other aspectof our trainingprogram.

FOR TRAINING ONLY

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CHAPTER 1AIRCRAFT GENERAL

CONTENTS

Page

INTRODUCTION ................................................................................................................... 1-1

GENERAL............................................................................................................................... 1-1

AIRPLANE SYSTEMS........................................................................................................... 1-2

Electrical Power System .................................................................................................. 1-2

Lighting............................................................................................................................ 1-4

Master Warning System................................................................................................... 1-5

Fuel System...................................................................................................................... 1-5

Powerplants...................................................................................................................... 1-6

Fire Protection.................................................................................................................. 1-8

Bleed-Air System............................................................................................................. 1-8

Ice and Rain Protection .................................................................................................... 1-8

Air Conditioning and Heating.......................................................................................... 1-9

Pressurization................................................................................................................. 1-10

Landing Gear and Brakes............................................................................................... 1-11

Flight Controls ............................................................................................................... 1-13

Pitot and Static Systems................................................................................................. 1-13

Oxygen System.............................................................................................................. 1-15

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Cabin Windows.............................................................................................................. 1-22Control Locks ................................................................................................................ 1-23

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ILLUSTRATIONSFigure Title Page

1-1 Simplified Electrical System.................................................................................... 1-2

1-2 Electrical Panel......................................................................................................... 1-3

1-3 External Power Socket ............................................................................................. 1-3

1-4 Overhead Light Control Panel (BB-1632 and After) ............................................... 1-4

1-5 Cabin Lights Control Switch (BB-1439, 1444 and After) ....................................... 1-4

1-6 Exterior Lights Control Switches ............................................................................. 1-5

1-7 Fuel Control Panels .................................................................................................. 1-6

1-8 Engine Control Levers.............................................................................................. 1-71-9 Bleed-Air Valve Control........................................................................................... 1-8

1-10 Ice Protection SwitchesPilots Subpanel .............................................................. 1-8

1-11 Windshield Wiper Control Switch............................................................................ 1-9

1-12 Cabin Pressurization Controller ............................................................................. 1-11

1-13 Landing Gear Control Panel................................................................................... 1-12

1-14 Manual Extension Controls.................................................................................... 1-12

1-15 Parking Brake Handle ............................................................................................ 1-13

1-16 Flight Control Surfaces .......................................................................................... 1-14

1-17 Trim Tab Controls and Indicators .......................................................................... 1-14

1-18 Flap Control Lever ................................................................................................. 1-14

1-19 Pitot Tubes.............................................................................................................. 1-15

1-20 Static Ports ............................................................................................................. 1-15

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1-24 Airplane Dimensions (Prior to BB-1444, except 1439)......................................... 1-18

1-25 Fuselage Stations and Compartments .................................................................... 1-19

1-26 Cockpit Layout (Typical) ....................................................................................... 1-20

1-27 Cabin Door............................................................................................................. 1-20

1-28 Door Handles ......................................................................................................... 1-21

1-29 Placard and Inspection Port.................................................................................... 1-21

1-30 Latch Bolt............................................................................................................... 1-22

1-31 Emergency Exit Release Handles .......................................................................... 1-23

1-32 Control Locks......................................................................................................... 1-24

TABLES

Table Title Page

1-1 Cabin Altitudes....................................................................................................... 1-10

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INTRODUCTION

This pilot training manual covers all systems on the Super King Air 200 and B200. Chapter1 provides a general overview of the systems and the structural makeup of the airplane.Throughout this manual there are boxed warnings, cautions, and notes. As indicated intheAircraft Fl ight Manual , they are defined as follows: WarningsOperating proce-dures, techniques, etc., which could result in personal injury or loss of life if not care-fully followed; CautionsOperating procedures, techniques, etc. , which could resultin damage to equipment if not carefully followed; NoteAn operating procedure, tech-nique, etc., which is considered essential to emphasize.

CHAPTER 1AIRCRAFT GENERAL

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AIRPLANE SYSTEMSELECTRICAL POWER SYSTEM

GeneralThe airplane electrical system is a 28-VDCsystem, which receives power from a 24-volt,42-ampere hour lead acid gel cell battery

(34/36-ampere hour nickel-cadmium batteryprior to BB-1632), two 250-ampere starter-generators, or through an external powersocket.

DC power is supplied to one of the two oper-ating inverters, which provide 400-hertz, 115-volt and 26-volt AC power for various avionics

equipment. (For BB-2 through BB-1483 the26-volt AC also powers the torquemeters.Prior to BB-225 the fuel flow meters are also26-volt AC powered.)

DistributionS o m e m a j o r D C b u s e s a r e a s f o l l o w s(Figure 1-1):

1. Hot Battery Bus

2. Main Battery Bus

3. Left Generator Bus

4. Right Generator Bus

5. Isolation Bus

STARTRELAY

G C U

VOLT / LOADMETER

R/HGEN LINECONTACTOR

R/H STARTER/GENERATOR

VOLT / LOADMETER

G C U

L/HGEN LINE

CONTACTOR

L/H STARTER/GENERATOR

STARTRELAY

ISOLATION BUS

MAIN BATT BUSAVIO

AVIO

HOT BUS

SHUNT

BATTRELAY

BATTERY

OFF

BATTSWITCH

ON

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6. No. 1 Dual Fed Bus




10. The avionics buses

A hot battery bus is powered by the battery,regardless of the posi tion of the BAT switch.

This bus supplies the engine fire extinguish-ers, firewall shutoff valves, entry and cargol i g h t s , c l o c k s , m o d i f i c a t i o n s , g r o u n dCOMMunications, RNAV memory to olderavionics, and standby boost pumps prior to BB-1096. It also powers the battery relay which,in turn, allows power through to the main bat-tery bus, provided that the battery switch is ON(Figure 1-2).

The generators are controlled by GEN 1 and

GEN 2 switches, located under the same gangbar as the BAT switch. Early King Air air-planes do not have the GEN RESET position.Some airplanes have the reset function, butthey are not placarded. When reset is incor-porated (BB-88 and after), the switch mustbe held in GEN RESET for a minimum of one

The four dual-fed buses are powered by eithergenerator bus through a 60-amp limiter, a 70-amp diode, and a 50-amp circuit breaker. Thosefour buses supply most of the DC-poweredequipment.

The inverters are powered directly from thegenerator buses and are controlled by the IN-VERTER selector switch (Figure 1-2).

External PowerAn external power socket is located on theunderside of the right wing, outboard of theengine nacelle (Figure 1-3). The airplane willaccept DC power from a ground power unit(GPU) provided the polarity is correct, and theGPU voltage is below 32 volts. The BAT

switch must be positioned to ON in airplanesBB-364 and subsequent. Prior to BB-364, theGPU can energize the airplane without thebattery switch on and there is no overvoltageprotection (i.e., more than 32 volts).

Figure 1-2. Electrical Panel

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LIGHTINGInteriorAn overhead light control panel (Figure 1-4)controls all the cockpit and instrument lights.

Cabin lighting is controlled by an interior lightswitch on the copilots subpanel, labeledBRIGHTDIMOFF. (Prior to BB-1444, except

1439, it is labeled START/BRIGHTDIMOFF)(Figure 1-5). This switch controls the cabin over-head fluorescent lights. Also, individual readinglights at each passenger station can be turned onor off by individual switches adjacent to the lights.

The CABIN SIGN switch is adjacent to the in-terior light switch.

A baggage area light switch is located just in-side the airstair door.

A single switch located just forward of theairstair door at floor level, controls the thresh-

MAX GEAR EXTENSION 181 KNOTS

AIRSPEEDS (IAS)

OPERATION LIMITATIONSTHIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH

THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALSNO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED

THIS AIRPLANE APPROVED FOR VFR, IFR, & DAY & NIGHT OPERATION AND IN ICING CONDITIONS

CAUTION

STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFFSTANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONING IS ON

DO NOT OPERATE

ON DRY GLASS

WINDSHIELD WIPERS

OFF

PARK SLOW

FAST

OFF

MASTER

PANEL

LIGHTS

ON

OVERHEAD

FLOODLIGHTS

OFFBRT

INSTRUMENT

INDIRECTLIGHTS

OFFBRT

AVIONICS

PANEL

LIGHTS

OFFBRT

ENGINE

INSTRUMENT

LIGHTS

OFFBRT

PILOT

FLIGHT

LIGHTS

OFFBRT

OVERHEAD

SUB PANEL

& CONSOLE

LIGHTS

OFFBRT

SIDE

PANEL

LIGHTS

OFFBRT

COPILOT GYRO

INSTRUMENT

LIGHTS

OFFBRT

COPILOT

FLIGHT

LIGHTS

OFFBRT

40 608020

% LOAD40 60

8020

% LOAD400 410390

FREQ0

8020 0

Figure 1-5. Cabin Lights Control Switch(BB-1439, 1444 and After)

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old light, an aisle light, understep lighting, and

the exterior entry light. These three lights turnoff automatically when the airstair door isclosed and the handle is in the LOCK position.

The control switches for exterior lights arelocated on the pilots right subpanel, as seenin Figure 1-6.

MASTER WARNING SYSTEM

GeneralThe flight crew receives automatic indicationof system operation through the annunciatorsystem. There are two annunciator panels lo-cated on the instrument panel. There are alsotwo master warning and two master cautionflashers.

Annunciator SystemThe warning annunciator panel is located in thecenter glareshield. It contains red indicators,

each of which represents a fault requiring thepilots immediate attention and action. At thesame time, red MASTER WARNING flasherson the glareshield directly in front of eachpilot begin flashing. The MASTER WARNINGflashers can be extinguished by depressing ei-h f h li h Th d li h h

A caution/advisory annunciator panel is lo-

cated on the center subpanel (amber indicatorsfor cautions and green for advisory). An ambercaution illumination requires the pilots im-mediate attention to a fault but does not requireimmediate reaction. There are also two amberMASTER CAUTION f l asher s on theglareshield, just inboard of the red MASTERWARNING flashers. These operate the sameway as the MASTER WARNING flasher.

Two additional caution lights are on the fuelpanel which do not illuminate the MASTERCAUTION flasher.

The green advisory lights indicate functionalconditions, not faults; no master advisoryflashers are associated with the advisory lights.

FUEL SYSTEM

GeneralThe airplane fuel system consists of two sep-arate tank systems, one for each engine, con-nected by a common crossfeed line. Each ofthe tank systems is further divided into a main

and an auxiliary system.

Each main system consists of a nacelle tank,two wing leading-edge tanks, two box sec-tion bladder tanks, and an integral wing tank,all of which gravity feed into the nacelle tanks.The filler for this family of tanks is located ontop of the wing, near the wingtip.

The auxiliary fuel system consists of an aux-iliary tank, located in the wing inboard of theengine nacelle. It is filled separately throughan overwing filler, and employs an automaticfuel transfer system to supply the fuel to themain system.

Figure 1-6. Exterior Lights ControlSwitches

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Each engine drives a high-pressure fuel pump

and a low-pressure boost pump. In addition,an electrically-driven low-pressure standbyboost pump is in the bottom of each nacelletank. The standby boost pump serves threefunctions:

1. To serve as backup for the engine-drivenfuel boost pump.

2. To pump aviation gasoline when flyingabove 20,000 feet.

3. To p u mp f u e l d u r in g c ro s s f e edo p e r a t i o n .

If the electric standby boost pump fails, cross-feed will not be possible from that side.

If aviation gasoline is used, a limitation of

150 hours of operation per engine before over-hauls must be observed.

There are two firewall shutoff valves, eachcontrolled by a red switch guarded to theOPEN position on the fuel control panel(Figure 1-7).

The fuel quantity is measured by a capaci-

tance system, which reads out in pounds on theleft and right fuel gages (Figure 1-7). A switch

between the gages allows the pilot to monitor

MAIN or AUXILIARY fuel levels.

POWERPLANTS

GeneralThe Super King Air is powered by two Prattand Whitney turbopropeller PT6A engines,

each rated at 850 SHP. They each have a three-stage, axial-flow, single-stage centrifugal flowcompressor (rpm indicated as N1) which isdriven by a single-stage reaction turbine. Thepower turbine is a two-stage reaction turbinecounter rotating with the compressor turbine.A pneumatic fuel control schedules fuel flow.Propeller speed remains constant within thegoverning range for any given propeller con-

trol lever position.

An accessory gearbox, mounted at the rear ofthe engine, drives the fuel pumps, fuel control,oil pump, refrigerant compressor (right en-gine), starter-generator, and the N1 tachome-ter transmitter.

Engine instruments are grouped at the left

center of the instrument panel.

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Engine ControlsThere are three sets of controls on the pedestal(Figure 1-8):

1. Power levers provide control of enginepower from FULL REVERSE throughTAKEOFF power. Increasing N1 rpmresults in increased engine power.

2. Propeller levers operate springs to repo-sition the primary governor pilot valve,effecting an increase or decrease in pro-peller rpm.

3. Condition levers have three positions:

FUEL CUTOFF

LOW IDLE

HIGH IDLE

Ground Fine (Beta)/ReversingWhen the power levers are lifted aft over theIDLE detent, they control the blade angle of thepropellers in Ground Fine (Beta) mode. This pro-vides a near zero thrust setting. For BB-1439,1444 and subsequent, to select reverse the power

levers need to be lifted over a second gate. Prior

to BB-1444 except 1439, reverse can be se-lected by continuing to move the power leversaft of the beta position into a red- and white-la-beled zone on the power quadrant.

Propeller reversing on unimprovedsurfaces should be accomplished

carefully to prevent propeller ero-sion from reversed airflow and industy or snowy conditions to preventobscured vision.

Condition levers, when set to HIGH IDLE,keep the engine operating at a minimum of70% N1 for quicker reversing response due to

less spool up time.

Power levers should not be movedover either gate when the engines arenot running, or with engines runningand the propeller feathered, becausethe reversing system will be damaged.

CAUTION

CAUTION

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FIRE PROTECTION

There are two fire-detection systems. On BB-1439, 1444 and subsequent the system consistsof a temperature sensing cable for each engine.Prior to BB-1444, except 1439, the systemuses three detectors incorporated into eachengine nacelle. Each system has red warningannunciator readouts and a test function. Theoptional engine fire-extinguisher system adds

an extinguisher cylinder within each engine na-celle. When the system is installed, glareshieldcontrol switches and additional positions onthe test switch are added (one for each extin-guisher cartridge). There are two portable fireextinguishers installed: one under the copilotsseat, and the other near the entrance door.

BLEED-AIR SYSTEMGeneralEach engine compressor supplies bleed airfor the pressurization and pneumatic systems.The bleed air used for pressurization is routedfrom the engine to a flow control unit then intothe pressure vessel. This same air is condi-tioned for environmental use.

The bleed air used for the pneumatic systemis tapped off prior to the flow control unit andis routed through a shutoff valve to a regula-tor. This pneumatic air is then used for surfacedeice, rudder boost, door seal, bleed-air warn-ing system, the flight hour meter, brake deice(if installed) and the landing gear hydraulic

reservoir ( if installed). Through the use of aventuri, vacuum suction is developed for flightinstruments, pressurization controller opera-tion and deice boots. One engine can supplysufficient bleed air for all associated systems.

Bleed Air Warning

BLEED AIR FAIL light on the warning an-

nunciator panel to illuminate. When bleed-air failure is indicated, the appropriate BLEEDAIR VALVE switch, on the copilots subpanelshould be placed to the INSTRument andENVIRonment OFF position (Figure 1-9).

ICE AND RAIN PROTECTION

Ice ProtectionIce protection is accomplished either pneu-matically or electrically. Pneumatic ice pro-tection uses engine bleed air for surfacedeicing of wing and horizontal stabilizer lead-ing edges , and ho t b rakes , i f i n s t a l l ed .Electrical heating elements are used for wind-

shield heating, fuel vent heat, propeller deic-ing, pitot mast heat, and stall warning vane heat(Figure 1-10).

The engine uses two types of anti-ice protection.To protect the air inlet, some of the hot engineexhaust gases are scooped up and directed intothe air inlet lip. To protect the engine, ice vanes

Figure 1-9. Bleed-Air Valve Control

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are used which are moved into the airstream.

These cause a slight deflection in the enteringairflow, introducing a turn in the airstream. Theaccelerated moisture particles continue on to thedischarge port, rather than entering the engine.On BB-1439, 1444 and subsequent a secondelectric actuator is employed as a backup. Priorto BB-1444 except 1439, if the electric ice vanecontrols do not work, mechanical extensionhandles may be used. Operation of the vanes are

displayed either by green L or R ENG ANTI-ICE advisory lights (normal operation) or byamber L or R ENG ICE FAIL caution lights, in-dicating a possible malfunction. (Prior to BB-1444 except 1439, these annunciators are labeledL or R ICE VANE EXT and L or R ICE VANE,respectively.)

An optional brake deice system allows a flow

of hot bleed air to the brakes. If installed, op-eration is controlled by a switch on the ICEpanel (Figure 1-10) and indicated by a greenBRAKE DEICE ON advisory annunciatorlight.

Rain ProtectionThere are dual, two-speed, electric windshieldwipers, controlled by a switch on the overheadlight control panel. The PARK position on thecontrol switch sets the wipers to the inboardposition (Figure 1-11).

AIR CONDITIONING ANDHEATING

GeneralCabin air conditioning is provided by a re-frigerant-gas-vapor cycle refrigeration sys-tem. The compressor is mounted on the rightengine accessory pad. The refrigerant is routedto the airplane nose where the condenser coil,receiver-dryer, expansion and bypass valves,and evaporator are located.

The compressor is deenergized any time theengine speed is below 62% N1. An attempt touse air conditioning when N1 is below theabove values, will result in illumination ofthe green AIR COND N1 LOW advisory lighton the annunciator panel. High or low refrig-erant pressure switches will also trip the sys-tem and illuminate the reset switch light in thenose gear wheel well. (Prior to BB 729, itopens a fuse or a circuit breaker in the rightwing area next to the hot battery bus).

The forward vent blower sends recirculatedcabin air through the evaporator for air-con-ditioning output. The output from the ceilingoutlets will always be cool. Cool a ir also en-ters the floor-level duct, but is mixed withwarm environmental bleed air if either BLEEDAIR valve is open. Therefore, the lower duct,discharging pressurized air, will always bewarmer than the overhead eyeball ducts.

An optional aft evaporator and blower may beinstalled. Refrigerant will flow through bothevaporators as long as the system is operating,but additional cooling for the aft outlets willoccur only when the aft blower is operating.

DO NOT OPERATE

ON DRY GLASS

WINDSHIELD WIPERS

OFF

PARK SLOW

FAST

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The cabin is heated by engine compressed

bleed air. After the airplane is airborne, am-bient air valves open and allow ambient ai r tomix with the bleed air for increased density.Pilot and copilot volume of air is controllableby respective air knobs on each subpanel. ACABIN AIR knob varies the volume of air di-rected into the cockpit or into the cabin flowducting. A DEFROST AIR control knob di-rects warm air to the windshield.

Unpressurized VentilationVentilation is provided through the bleed-airsystem during either pressurized or unpres-surized flight. Fresh air can also be providedby ram air but only during unpressurized flight.

Electric Heating (BB-1439, 1444and Subsequent)An optional electric heating system is avail-able for ground operation only. A ground powerunit must be used prior to engine starting orgenerator power after engine starting in orderto use electric heating system. It is for groundoperation only and is used in conjunction with

either manual heat or automatic temperaturecontrol mode. A green advisory light on the an-nunciator panel is provided to indicate poweris being supplied to the unit. Both the ventblower and aft blower must be operating whenusing the electric heater.

Radiant Heating (Prior to BB-1444, Except 1439)An optional radiant heating system is an over-head heated panel system, which can be pow-ered by a ground power unit for cabin heatingprior to engine start, or it can use airplanepower to supplement the heating system inflight. It should be used only in conjunctionwith the manual temperature control mode.

PRESSURIZATION

GeneralThe pressurization system is designed to pro-vide a normal working pressure differential(psid) when flying at altitude. Table 1-1 presentsthe pressure differentials on the 200 and B200.

Bleed air from the engine compressor sectionis used to supply airplane pressurization.Engine bleed is mixed with ambient air toform a suitable mixture. The flow control unitand BLEED AIR VALVE switches, as seen inFigure 1-9, control the mixture. If this switchis positioned to ENVIRonmental OFF or

INSTrument and ENVIRonmental OFF, thebleed-air valve will be closed. When posi-tioned to OPEN, air is routed through a heatexchanger and then into a mixing plenum. Itmixes with recirculated air, is routed to the out-let ducts, and is introduced into the cabin.

FLIGHT ALTITUDE CABIN ALTITUDE

ALTITUDES ARE IN FEET

200 (6.0 0.1 psid) B200 (6.5 0.1 psid)

Table 1-1. CABIN ALTITUDES

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The outflow valve, located on the aft pres-

sure bulkhead, controls the amount of pres-surized air in the airplane. The pressure andrate of cabin pressure changes are controlledby vacuum-operated modulation of the outflowvalve.

Also, a vacuum-operated safety valve ismounted adjacent to the outflow valve. Itserves four purposes:

1. To provide positive pressure relief ifthe outflow valve malfunctions.

2. To allow depressurizat ion when thepressure switch is moved to the DUMPposition.

3. To maintain an unpressurized state whileon the ground with the left landing gear

safety switch compressed.

4. To prevent negative differential.

When the BLEED AIR switches are OPEN, airused for pressurization enters the airplane,with or without ambient air, depending on theposition of the landing gear safety switch (onthe ground, no ambient flow), and temperature.For pneumatic flow packs (prior to BB-1180),

the use of ambient air is also dependent on am-bient pressure.

An adjustable cabin pressurization controlleris located on the pedestal (Figure 1-12).

The CABIN ALT selector knob can be used to

select a desired cabin pressure altitude be-tween -1,000 feet and 15,000 feet. The se-lected pressure altitude will be reflected on theouter scale of the indicator. The inner scaleshows the highest ambient pressure altitudethat the airplane can fly in order to maintainthe selected CABIN ALT. A rate control se-lector knob, placarded RATEMINMAX canselect between 200 and 2,000 feet per minute

of change of cabin altitude. These controlsdirect the action of the outflow valve.

The CABIN PRESSDUMPTEST switch islocated next to the cabin pressurization con-troller. When selected to DUMP, the safetyvalve opens, relieving all accumulated cabinpressure. In TEST, the valve is closed, by-passing the left landing gear safety switch for

a ground pressurization test.

LANDING GEAR AND BRAKES

GeneralThe retractable tricycle landing gear is ex-tended or retracted by a 28-volt motor andgearbox or by an electrically-driven hydraulicpump (airplane Serial Nos. BB-1193 and sub-sequent). The LDG GEAR CONTROL HAN-DLE on the pilots right subpanel controls thesystem. A solenoid-operated lock preventsthe handle from being raised when the air-plane is on the ground. This can be bypassedby the red DOWN LOCK REL button just tothe left of the control handle.

Individual gear position is indicated by threegreen lights adjacent to the handle. The gear han-dle contains two red lights, which illuminatewhen the gear is in transit or not properly locked.Two versions of the control panel are found inFigure 1-13. On airplanes with the hydrauli-

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Manual Extension (HydraulicGear)Manual extension of the gear on these air-planes requires pulling the LANDING GEARRELAY circuit breaker and placing the land-ing gear switch handle in the DN position. Ahydraulic hand pump, located on the floor be-tween the pilots right foot and pedestal (Figure1-14), is then operated until three green gear

position indicator lights are observed.

Manual Extension (ElectricGear)The landing gear can be manually extended bypulling the LANDING GEAR RELAY circuitbreaker and placing the landing gear switch

handle in the DN position. Pulling up andturning the emergency engage handle (Figure1-14) positions an emergency drive gear tothe gearbox. A continuous-action ratchet isthen pumped to lower the gear. The system maybe reverted to electrical operation by reposi-

PRIOR TO BB-453 (SUBSEQUENT MODELSHAD THE GEAR DOWN INDICATORLIGHTS IN A CUBE ARRANGEMENT)

BB-1439, 1444 AND AFTER

Figure 1-13. Landing Gear Control Panel

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tioning both handles on the floor and resetting

the circuit breaker.

Warning SystemDuring flight, a warning horn and red lightsin the landing gear handle warn the crew of im-proper landing gear position relative to flapand/or power lever position. They also acti-vate when the gear handle is up while on the

ground.

Nosewheel SteeringThe rudder pedals control nosewheel steeringwhile the gear is down. Both the nosewheelsteering and rudder deflection receive inputsfrom rudder pedal motion, but in varying pro-portions depending on the speed that thewheels are rolling. When the wheel brakesare applied during rudder pedal deflection,there is even greater steering effect. Duringnose gear retraction, it is mechanically self-centered and receives no further rudder pedalsteering force.

Brake SystemDual hydraulic brakes are operated by de-pressing either the pilots or copilots toe por-tion of the rudder pedals. Both sets of pedalsoperate the brakes. Prior to BB-666, the ini-tial pressure from a set of pedals will positiona shuttle valve in the braking system. Brakeoperation from the opposite side can then onlybe accomplished by moving the shuttle valve.

A parking brake (Figure 1-15) can be actuatedto lock the pressure within the brake lines.The airplane may be designed to permit park-ing brake operation either in conjunction withpilot brake pressure only, or with pressurefrom either set of brakes

cal stabilizer. Interconnected conventionalcontrol columns within the cockpit controlthe ailerons and elevators. Rudder pedals arealso connected so that either the pilot or copi-

lot can operate the rudder. There are dual flapson each wing. Rudder, elevator, and ailerontrim are adjustable with controls mounted onthe center pedestal. The flight control sur-faces are illustrated in Figure 1-16.

OperationThe flight controls are cable operated and re-

quire no power assistance. Flaps and optionalelectric elevator trim are electrically driven.A pneumatic rudder boost system assists in di-rectional control when one engine has failed.

Rudder, elevator, and aileron trims are ad-justable with controls on the center pedestal.Elevator trim is manual or optionally electri-cal. There is a position indicator on each

pedestal tab control (Figure 1-17).

A lever on the control pedestal (Figure 1-18)controls the two flaps installed on each wing.A wing flap percentage indicator is locatedon the pedestal next to the cabin climb ratei di t

Figure 1-15. Parking Brake Handle

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ELEVATORS

TRIM TABS

RUDDER

TRIM TAB

AILERON

TRIM TAB

FLAPS

FLAPS

GROUND ADJUSTABLE TAB

AILERON

Figure 1-16. Flight Control Surfaces

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Pitot SystemA heated pitot tube is located on each s ide ofthe lower portion of the nose. The pilots air-speed indicator uses input from the left pitotmast, while the copilots input is from theright mast (Figure 1-19).

Static SystemThe normal static system provides separateinput for pilot and copilot instruments. Eachhas a port on each side of the aft fuselage,which is not heated (Figure 1-20).

If the pilots static system is plugged, an al-ternate air tube obtains static air from insidethe unpressurized rear fuselage. This systemis selected by moving the PILOTS STATICAIR SOURCE valve handle, located on theright side panel, to the ALTERNATE position(Figure 1-21).

The pilots airspeed, vertical speed,and altimeter indications change whenthe alternate static air source is in use.

Super King Air B200The masks and oxygen duration chart are basedon a flow rate of 3.9 liters per minute (LPM-NTPD) per mask. When using the diluter-de-mand crew mask in the 100% mode, each maskcounts as two masks at 3.9 LPM-NTPD.

Super King Air 200The masks and oxygen duration charts are basedupon 3.7 standard liters per minute (SLPM) permask. The only exception is the diluter-demandcrew mask when used in the 100% mode. Whencomputing oxygen duration, each diluter-de-mand mask used in the 100% mode, is countedas two masks at 3.7 SLPM.

WARNING

Figure 1-19. Pitot Tubes

Figure 1-20. Static Ports

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Manual Plug-in SystemEarly Super King Air 200s employ a constant-flow, plug-in system. All masks for crew andpassengers are stored in the seat area and areremoved and plugged into available recepta-cles as needed.

Autodeployment System

When the autodeployment system is installedfor the passengers, the crew normally has di-luter-demand masks, which are one-hand,quick-donning masks.

Oxygen supply is controlled by a push-pullhandle, placarded PULL ON-SYStem READYand is located on the left side of the pedestal(Figure 1-22). (Prior to BB-1444, except 1439

they are overhead in the cockpit Figure 1-22). When pushed in, no oxygen is availableanywhere in the airplane. It should be pulledout prior to engine start to ensure availableoxygen when needed. The primary oxygensystem delivers oxygen to the two crew masks,to the first-aid outlet in the toilet area, and tothe passenger oxygen system shutoff valve.

The passenger system is the constant-flow type.If the oxygen system line has been charged(oxygen in the supply bottle and SYStemREADY handle pulled) when the cabin altitudeexceeds approximately 12,500 feet, the oxy-gen pressure will automatically open the maskstorage doors and allow the passenger masks todrop out. Oxygen will flow to the mask when a

further pull on the lanyard by the passenger

pulls the pin out of the valve. A green PASSOXYGEN ON light on the advisory annuncia-tor panel will indicate that the passenger maskshave dropped out of the overhead.

If the oxygen supply line is charged, oxygenis available at the first-aid station. The covermust be opened and the valve turned on.

In the event that oxygen pressure fails to openthe passenger oxygen shutoff valve automat-ically, the pilot has a PASSENGER MAN-UAL OVERRIDE handle on the right side ofthe pedestal (prior to BB-1444, except 1439,it is next to the SYStem READY handle on theoverhead panel). It will open the valve man-ually, and all other operations will be the sameas in the automatic mode.

AIRPLANESTRUCTURES

GENERAL

The Super King Air is 43 feet 9 inches long

from the nose to the aft most point of the hor-izontal stabilizer (Figures 1-23 and 1-24). Theairplane sections consist of the:

Fuselage

Wings

Empennage

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43' 10" (1)43' 9" (2)

15' 0"

14' 11.5" (1)

14' 11.4" (2)17.25" (1), (3)16.79" (2), (3)16.75" (1), (4)16.29" (2), (4)

93.0" DIA (3)94.0" DIA (4)

32.1" (3)31.6" (4)

CONFIGURATION:(1) STANDARD LANDING GEAR(2) HIGH FLOTATION LANDING GEAR

(3) HARTZELL PROPELLER(4) McCAULEY PROPELLER

18' 5"

WING AREA: 303.0 SQUARE FEET

54' 6"

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43' 10" (1)43' 9" (2)

29.60" (3)29.85" (4)

WING AREA303.0 SQUARE FEET

18' 5"

54' 6"

98.5" DIA (3)98" DIA (4)

CONFIGURATIONS:

(1) STANDARD LANDING GEAR

(2) HIGH FLOTATION LANDING GEAR

(3) HARTZELL PROPELLER

(4) MCCAULEY PROPELLER

14' 11.5" (1)14' 11.4" (2)

14.50"(1), (3)14.04"(2), (3)14.75"(1), (4)14.29"(2), (4)

14' 10" (1)14' 6" (2)

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The fuselage is composed of the:

Nose section

Cockpit

Cabin

Foyer and aft cabin

Aft fuselage

The wing is built as a center section and twooutboard wing assemblies.

The empennage is composed of a vertical sta-bilizer with a high T-tail horizontal stabilizer.

FUSELAGE

The nose section is an unpressurized equipmentstorage area, separated from the cockpit areaby the forward pressure bulkhead (Figure 1-25).

The cockpit is separated from the cabin by asliding door for privacy and to prevent lightspilling between compartments. A typical in-strument panel is shown in Figure 1-26.

Various configurations of passenger chairsand couches may be installed. All passengerchairs are placarded FRONT FACING ONLYor FRONT OR AFT FACING. Only chairs somarked may be installed facing aft. All aft-fac-ing chairs and al l forward-facing chairs

equipped with shoulder harnesses have ad-

justable headrests.

Before takeoff and landing, the head-rest should be adjusted as required toprovide support for the head and neckwhen the passenger leans against the

seatback.

Couches, if installed, are not adjustable.

The cabin is separated from the foyer by an-other sliding door to provide privacy for thetoilet, which is located in the foyer. When thetoilet is not in use, seat cushions convert the

position to another passenger seat.

The aft cabin area may have one or two op-tional folding seats installed. When these seatsare not needed, they may be folded against thecabin sidewall, and the entire aft cabin areamay be utilized for baggage storage.

Webs should secure baggage andother objects in order to prevent shift-ing in turbulent air.

CAUTION

CAUTION

AFT

CABIN

FOYERCABINCOCKPIT

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Items stowed in this area are easily accessi-ble in flight. An optional curtain can be closedto separate the aft cabin from the foyer. Alatching compartment door may be installedin place of the curtain.

DOORS

Cabin DoorThe cabin door is located on the left side ofthe fuselage, in the foyer area. The cabin dooris hinged at the bottom, and swings out andd h d (Fi 1 27) A h d li

BB-1444, except 1439) may be installed alongthe other side of the steps, giv ing support toboth sides of the door.

Figure 1-26. Cockpit Layout (Typical)

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Only one person at a time should beon the door stairway.

The plastic handrail is utilized when closingthe door from the inside. The door is closedagainst an inflatable rubber seal around theopening. When the weight of the airplane isoff the landing gear, pneumatic air is used toinflate the door seal through a 4-psi regulator.

The door-locking mechanism can be operatedby either the outside or inside door handle,which rotates simultaneously. A release but-ton (Figure 1-28) is adjacent to each handle andmust be held depressed before the handle canbe rotated. The handle system necessitates atwo-hand operation, thereby ensuring a de-liberate action. The release button also in-corporates a pressure-sensing diaphragm, sothat if there is a pressure differential betweenthe inside and outside, the pressure on the re-lease button must be proportionally increasedto prevent inadvertently opening the doorwhile pressurized.

Never attempt to check or unlock the door inflight. If the CABIN DOOR light is on (amberin the 200, red in the B200), or if the pilot sus-pects door security, direct all occupants to re-main seated with seatbelts secured, descend asnecessary, and depressurize the airplane. Afterthe airplane has landed and stopped, and the

cabin has been depressurized, a crewmember

can then check the door security.

When closing the door from inside the air-plane, pull up on the handrail until the airstairdoor reaches the door frame. Rotate the doorhandle up as far as possible, pulling inward onthe door. The door should seal; then rotate thehandle down to lock the door (Figure 1-28).Positive locking may be checked by attempt-

ing to rotate the handle without depressingthe release button. It should not move. A plac-ard is located beneath the folded step justbelow the door handle. The placard showshow to check the locks in the inspection portwindows near each corner of the door (Figure1-29). A green stripe painted on each of thefour latch bolts should be aligned with its re-spective black pointer (Figure 1-30).

CAUTION

Figure 1-29. Placard and Inspection Port

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Cargo Door (200C and B200C)A large, swing-up cargo door, hinged at the top,provides access for loading and unloadinglarge cargo. The airstair door is an integral partof the cargo door and should be closed andlatched when the cargo door is opened.

The cargo door latches can be operated onlyby the use of two handles, both located insidethe airplane. The handle in the upper part ofthe door controls the rotating latches in the for-ward and aft sides, while the handle in thelower, forward part of the door actuates fourpin-lug latches along the bottom of the door.

Once the latches are retracted initial pres-

come manually, until the door is almost closed.

When the door is almost closed, the gas springovercenter mechanism will redirect springpressure toward the closed position, assist-ing the latching cycle.

The door closes against a rubber seal, to main-tain the pressure vessel integrity. The seal isnot inflated by pneumatic bleed air, but ratherallows cabin-pressurized air to seep into holes

on the inside. This allows for greater sea lingwhen there is a high pressure differential.

Emergency ExitThe emergency exit window, placarded EXIT-PULL (Figure 1-31) is located at the forwardright side of the passenger compartment. Itcan be released from the inside by using a

pull-down handle, or from the exterior (if itis unlocked) by a flush-mounted, pull-outhandle (Figure 1-31). It is a plug-type exit,which is removed completely from the frameand taken into the cabin. The exit can belocked from the inside, but can be openedfrom the inside even when it is locked. ForBB-415 and after, the locking mechanism isactivated by pulling out a handle below the

door release handle (Figure 1-31). Prior air-craft and BL-1 and after have a key next tothe door release handle that can lock/unlockthe door. This key cannot be removed whenthe door is locked.

This door must be unlocked prior to takeoff forexterior opening in case of emergency.

CABIN WINDOWS

Each cabin windowpane is composed of asheet of polyvinyl butyral between two trans-parent sheets of acrylic plastic. It is stressedto withstand the cabin pressure differential

Figure 1-30. Latch Bolt

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Polarized TypeTwo dust panes are inboard of the cabin win-dow each composed of polarized film. Theinboard pane may be rotated to permit lightregulation.

Do not look directly at the sun , eventhrough polarized windows, becauseeye damage could result.

When the airplane is to be parked inareas exposed to intensive sunlight,the polarized windows should be ro-

Shade TypeA single sheet of tinted acrylic plastic servesas a dust pane. The shade is mounted in the win-dow frame, inboard of the cabin window dustpane. It can be moved along detents in a track.

CONTROL LOCKS

The flight and engine controls are mechani-cally locked by a U-shaped clamp and two pinswithin the cockpit, as seen in Figure 1-32. Thepins lock the primary flight controls and the U-

shaped clamp fits around the engine controllevers. A pin is inserted through the controlcolumn to lock the ailerons and elevator. A sec-ond pin is inserted through a hole in the floor,which locks the rudder bellcrank. All locksmust be installed and removed together to pre-l d ii fl i i h h i l

CAUTION

WARNING

Figure 1-31. Emergency Exit Release Handles

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Before starting engines, remove thelocks.

Remove the control locks before tow-

ing the airplane. If towed with a tugwhile the rudder lock is installed,serious damage to the steering link-age can result.

CAUTION

WARNING

Figure 1-32. Control Locks

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CHAPTER

ELECTRICAL POWER SYSTEMS

CONTENTS

Page

INTRODUCTION ................................................................................................................... 2-1GENERAL............................................................................................................................... 2-1

DC POWER............................................................................................................................. 2-2

Battery.............................................................................................................................. 2-2

Generators ........................................................................................................................ 2-4

Ground Power .................................................................................................................. 2-5

Controls and Indicators .................................................................................................... 2-8

Distribution ...................................................................................................................... 2-8

Operation ....................................................................................................................... 2-10

Avionics Master Switch ................................................................................................. 2-12AC Power Inverters ....................................................................................................... 2-12

Controls and Indicators.................................................................................................. 2-12

Distribution .................................................................................................................... 2-15

Operation ....................................................................................................................... 2-15

LIMITATIONS ...................................................................................................................... 2-22

Generator Limits (250 Amperes)................................................................................... 2-22

Starters ........................................................................................................................... 2-22

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ILLUSTRATIONS

Figure Title Page

2-1 Electrical Component Location................................................................................ 2-2

2-2 Battery Cooling (Nickel Cadium) ............................................................................ 2-3

2-3 Battery Control Circuit............................................................................................. 2-3

2-4 Volt-Loadmeters-Battery Ammeter .......................................................................... 2-4

2-5 BATTERY CHG Annunciator.................................................................................. 2-4

2-6 Generator .................................................................................................................. 2-4

2-7 Generator Switches................................................................................................... 2-5

2-8 Generator Control Circuit......................................................................................... 2-6

2-9 Ground Power Connector......................................................................................... 2-7

2-10 External Power Circuit ............................................................................................. 2-7

2-11 MASTER SWITCHES............................................................................................. 2-8

2

-12 Lights and Meters..................................................................................................... 2

-82-13 Electrical Distribution .............................................................................................. 2-9

2-14 Circuit-Breaker PanelsPilots ............................................................................. 2-10

2-15 Circuit-Breaker PanelsCopilots......................................................................... 2-11

2-16 Avionic Power Distribution.................................................................................... 2-13

2-17 Typical Avionics Bus Distribution (EFIS Equipped Aircraft) ............................... 2-14

2-18 Inverters.................................................................................................................. 2-15

2 19 Volt Frequency Meter 2 15

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2-24 Electrical SystemSuper King Air B200 (BB-734, 793, 829, 854-870,

874-891, 894, 896-911, 913-1438, 1440-1443, BL 37-138).................................. 2-202-25 Electrical SystemSuper King Air 200 (B-2, 6-733, 735-792, 794-828, 830-853871-873, 892, 893, 895, 912, BL-1-36) ................................................................. 2-21

TABLESTable Title Page

2-1 LimitationsGround Operations........................................................................... 2-22

2-2 Fuel Control Circuit-Breaker Panel ....................................................................... 2-23

2-3 Right Side Circuit-Breaker Panel........................................................................... 2-24

2-4 Pilots Right Subpanel Circuit-Breaker Switches .................................................. 2-28

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INTRODUCTION

The primary electrical system on the airplane is a 28-VDC generator system. It is usedfor inverter input and, through the distribution system, for powering the electronicequipment and landing gear. The DC system consists of generation, distribution, stor-age, control, and monitoring of DC power. The AC system consists of the inverters, power

distribution, control, and monitor ing of AC power.

A section on specific limitations, a circui t-breaker table, and a series of questions con-clude this chapter.

#1SER

VO

SYSTEM

BATT

HOT

BATOFF

AC

GEN

#1DC

GEN

#1ENG

OIL

PL

CHAPTER 2

ELECTRICAL POWER SYSTEMS

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DC POWER

BATTERYFor BB-1632 and subsequent, a single, 24-volt,42 ampere-hour sealed lead acid gel cell batteryis located in the right wing center section for-ward of the main spar. Prior to BB-1632, a sin-

l 24 l 34/36 h i k l d i

generators are not on. Power to the main busfrom the battery is routed via the battery relay,which is controlled by the BAT ONOFF

switch on the pilots left subpanel.

For aircraft BB-1632 and subsequent, the bat-tery ammeter (Figure 2-4) provides a directreading of the charge or discharge rate of thebattery (60 amps to +60 amps). The charge

h ld b 0 10 f k ff

STARTERGENERATOR

INVERTER

INVERTER

BATTERY

EXTERNALPOWER

CONNECTORSTARTER

GENERATOR

PRINTEDCIRCUIT BOARDS

Figure 2-1. Electrical Component Location

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Figure 2-2. Battery Cooling (Nickel Cadium)

I

SOLATION

BUS

M

AIN

BATTERY

B

US

BATTERYRELAY

BATTERYSWITCH

H

OT

BATTERY

BU

S

BATTERY

S

H

U

N

T

TOBATTERYCHARGESENSOR

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Following a battery-powered engine start, thebattery recharge current is very high and causesillumination of the BATTERY CHG annunci-ator, thus providing an automatic self test ofthe detector and the battery. As the batteryapproaches a full charge and the charge cur-rent decreases to a satisfactory level, the an-nunciator will extinguish. This will normallyoccur within a few minutes after an enginestart, but it may require a longer time if the bat-tery has a low state of charge initially beforeengine start, or if it is exposed to low or hightemperatures. In flight this alerts the pilot thatconditions may exist that could eventuallydamage the battery. If the BATTERY CHGannunciator illuminates, the pilot should turnthe battery switch to OFF. If the annunciatorremains on after the BAT switch is moved tothe OFF position during the check, a mal-function is indicated in either the battery sys-tem or charge current detector, in which casethe airplane should be landed as soon as prac-ticable. This system is designed for continu-ous monitoring of the battery condition.

GENERATORS

Two 30-volt, regulated to 28.25 .25 volts,250-ampere starter-generators connected in par-

allel provide normal DC power (Figure 2-6).Either one of the generators can supply the en-tire electrical load.

NOTE

Optional 300-ampere starter-gener-ators are available and installed onsome airplanes.

Starter power to each starter-generator is pro-vided from the main battery bus through astarter relay. The start cycle is controlled bya three-position switch for each engine la-beled IGNITION AND ENGINE START.

When placed to the ON (up) position, theswitch becomes mechanically locked and mustbe pulled out to reposition. When held to thedown pos ition, labeled STARTER ONLY, theassociated engine will motor, but ignition willnot occur. When released, the spring-loadedswitch will move to the center position, whichis labeled OFF.

40 608020

0 3010 20

0

PUSH

FORVOLTS

100

DC VOLTS

% LOAD

Beechcraft

40 608020

0 3010 20

0

PUSH

FORVOLTS

100

DC VOLTS

% LOAD

Beechcraft

400 410420380

390

100 130110 120

PUSH

FORVOLTS

AC VOLTS

FREQ

Beechcraft

-60

0

+60BATT AMPS

Figure 2-4. Volt-Loadmeters-Battery Ammeter

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During an engine start, the starter-generator,

drives the compressor section of the enginethrough the accessory gearing. The starter-generator, in the start mode, could initiallydraw approximately 1,100 amperes, and thendrop rapidly to about 300 amperes as the en-gine reaches 20% N1. When the engine reachesapproximately 35%, it drives the starter. Afterthe condition lever is set to high idle (ap-proximately 70%), the generator can be turned

on.

The generator operation is controlled by indi-vidual generator switches located on the pilotsleft subpanel under the MASTER SWITCHgang bar with the BAT switch. As shown inFigure 2-7, the switches are labeled GEN1and GEN 2. In order to turn the generator on,the control switch must be held upward in the

GEN RESET position (Figure 2

-7) for a min-imum of one second, then released to the ONposit ion. (Prior to BB-88, the generator switches do not have the reset position.)

Figure 2-8 shows that power to the bus systemfrom the generators is protected by Generator

Control Units (GCU). For BB-88 and after, theGCU operates a line contactor relay to protectthe generator. Prior to BB-88, reverse-currentprotection is provided by a unit in line with thegenerator output.

The generators are controlled by individual

loadmeter (Figure 2-8) on the overhead panel

which reads in percent of the generatorsmaximum continuous capacity. Normally,this value is 250 amps; therefore, a loadme-ter reading of .5, or 50%, is equal to 125amps of generator output.

NOTE

The generators will drop off the line

if underexcitation, overexcitation,overvoltage, or undervoltage condi-tions exist.

GROUND POWER

For ground operation, a ground power recep-tacle, located under the right wing outboardof the nacelle, is provided for connecting aground power unit (Figure 2-9). A relay inthe external power circuit will close only if:

1. The ground power source polarity iscorrect.

2. The BAT SWITCH is on.

3. The GPU voltage is not greater than 32volts (BB-364 and subsequent).

NOTE

Prior to BB-364, the battery switchdoes not have to be on to applyground power (Figure 2-10).

For starting, an external power source capa-

ble of supplying up to 1,000 amperes (300amperes maximum continuous) should beused. A caution light on the caution advisoryannunciator panel labeled EXT PWR is pro-vided to alert the operator when a groundpower plug is connected to the airplane. Some

li i l d i h

Figure 2-7. Generator Switches

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ISOLATION

BUS

MAIN

BATTERYBUS

VOLTLOAD

METER

SHUNT

ISOLATION LIMITER

ISOLATIONLIMITER

RIGHTSTARTRELAY

BATTERYSWITCH

L GEN LINECONTACTOR

HOTBATTERY

BUS

LEFT GEN CONTROL

LEFTSTARTER

GEN

RIGHT GEN BUS

VOLTLOAD

METER

SHUNT

RIGHT GEN CONTROL

RIGHTSTARTER

GEN

R GEN LINECONTACTOR

OFF

BATTERY RELAY

BATTERYRELAY

SHUNT

BATTERYCHARGEMONITOR

BATTERY

LEFTSTARTRELAY

ISOLATION

BUS

MAIN

BATTERYBUS

BATTERY

LEFT GEN CONTROL

VOLTLOAD

METER

SHUNT

ISOLATION LIMITER

LEFTSTARTER

GEN

VOLTLOAD

METER

SHUNT

ISOLATION LIMITER

RIGHTSTARTRELAY


BATTERYSWITCH

LEFTSTARTRELAY

HOTBATTERY

BUS

BATTERYRELAY

SHUNT

LEFT GEN BUS

REVERSECURRENT

PROTECTION

RIGHT GEN CONTROL

RIGHTSTARTER

GEN

REVERSECURRENT

PROTECTION

RIGHT GEN BUS

LEFT GEN BUS

BATTERY RELAY

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Never connect an external powersource to the airplane unless a batteryindicating a charge of at least 20 voltsis in the airplane. If the battery volt-age is less than 20 volts, the battery

must be recharged, or replaced with

a battery indicating at least 20 volts,before connecting ground power.

Observe the following precautions when usinga ground power source:

1. Use only a ground power source that isnegatively grounded. If polarity of thepower source is unknown, determine

the polarity with a voltmeter before con-necting the unit to the airplane.

2. Before connecting a ground power unit,turn off the avionics master power switchand the generator switches, and turn thebattery switch on.

Voltage is required to energize theavionics master power relays to re-move the power from the avionicsequipment. Therefore, never applyground power to the airplane without

CAUTIONCAUTION

Figure 2-9. Ground Power Connector

ISOLATIONLIMITER

EXT POWERCONNECTOR

HOT BATTERYBUS

BATTERYRELAY

EXTERNALPOWERM

AIN

BATTERYBUS

ISOLATION

BUS

EXT POWERRELAY

BATTERY

SHUNT


OFF

ON

BATTERYRELAY

ISOLATIONLIMITER

EXT POWERCONNECTOR

HOT BATTERYBUS

EXT POWERRELAY

MAIN

BATTERYBUS

ISOLATION

BUS

BATTERYRELAY

BATTERYSWITCH

BATTERYRELAY

BATTERY

EXTERNAL POWERPLUG ENGAGED

SENSOR

SHUNT

EXT POWERSENSEISOLATIONLIMITER

EXT POWERCONNECTOR

HOT BATTERYBUS

EXT POWERRELAY

MAIN

BATTERYBUS

ISOLATION

BUS

BATTERYRELAY

BATTERYSWITCH

BATTERYRELAY

BATTERY

EXTERNAL POWERPLUG ENGAGED

SENSOR

SHUNT

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first applying battery voltage. If the

battery is removed from the airplaneor if the battery switch is to be placedin the OFF position, turn each indi-vidua l radio and other avionicsequipment off.

3. After the external power plug is con-nected and power is applied, leave thebattery on during the entire ground

power operation to protect transistor-ized equipment against transient volt-age spikes.

The battery may be damaged if ex-posed to voltages higher than 30 voltsfor more than two minutes.

Only use a ground power source fitted with anAN2552-type plug. If uncertain of the polar-ity, check it with a voltmeter to ensure that itis a negative-ground plug. Connect the posi-tive lead to the larger center post of the re-ceptacle, and connect the negative-groundlead to the remaining large post. The small post

is the polarizing pin; it must have a positivevoltage applied to it in order for the externalpower relay to close.

CONTROLS AND INDICATORS

Electrical control switches are convenientlylocated on the pilots left subpanel (Figure 2-

11). The battery switch and the two generatorswitches are positioned under a hinged flap la-beled MASTER SWITCH, commonly referredto as the gang bar. When this flap is depressed,the battery and both generators are switched off.

El i l i di i i h h

For NiCad batteries, in the event of an exces-sive battery charge rate, the amber BATTERYCHG light comes on.

The generator loadmeters indicate generatoramperage in percent of 250 amps per genera-tor and the associated meter button must bepressed to indicate bus voltage.

DISTRIBUTIONThe battery is connected to a hot battery bus(Figure 2-13) which powers threshold lights,the fire extinguishing system, firewall shut-off valves, the battery relay, ground com-

i i ili DC b (if i ll d)

CAUTION

Figure 2-11. MASTER SWITCHES

L DC GEN R DC GEN

40 608020

0 3010 20

0

PUSH

FOR VOLTS

100

DC VOLTS

% LOAD

Beechcraft

40 608020

0 3010 20

0

PUSH

FOR VOLTS

100

DC VOLTS

% LOAD

Beechcraft

Figure 2-12. Lights and Meters

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isolation limiters (current limiters), connects

the left and right generator buses together.

When the battery, generators, or GPU are pro-viding power, the isolation bus, L generatorbus, and R generator bus function as one unit,as long as both current limiters are not open.There are four subbuses fed by both the left andright generator buses. They are labeled No. 1through No. 4 DUAL FED BUS. Each subbus

is fed from either side through a 60-ampere cur-

rent limiter, a 70-ampere reverse current diode,

and a 50-ampere circuit breaker which is ac-cessible to the crew. There are eight of these 50-amp feeder breakers. Four are located on thecopilots side panel for the No. 1 and No. 2 sub-buses, and on the fuel panel circuit breaker busfor the No. 3 and No. 4 subbuses. Of those itemswith paired circuits such as the left and rightlanding lights, the distribution will be such thatthe left circuit is on the No. 1 or No. 3 dual fed

bus and the right is on the No. 2 or No. 4.

DUAL FED SUB-BUS #1

DUAL FED SUB-BUS #2

STARTRELAY

G C U

VOLT / LOADMETER

R/HGEN LINECONTACTOR

R/H STARTER/GENERATOR

325A325AL/H

GE

VOLT / LOADMETER

G C U

L/HGEN LINE

CONTACTOR

L/H STARTER/GENERATOR

STARTRELAY

ISOLATION BUS

MAIN BATT BUSAVIONICS

#1

R/H

GE

AVIONICS

#2

HOT BUS

SHUNT

BATTRELAY

BATTERY

OFF

BATTSWITCH

ON

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AVIONICS MASTERPOWER CB

AVIONICS MASTERPOWER SWITCH

5A

NUMBER 1DUAL FED BUS

ON

OFF

RIGHTGENERATOR

BUS

40A

30A

NUMBER 2NUMBER 1

30A

40A

LEFTGENERATOR

BUS

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AVIONICSMASTER

RIGHT MULTI FCTN PRCSR

COMM NO 1

NAVNO 1

COMPASS NO 1

ADF NO 1

RMI NO 2

XPNDR NO 1

DME NO 1

EFIS FANS NORMAL

DTU

STEREO

FMS

RADIO ALTM

AP SERVO

FCS POWERPILOT TURN & SLIP

PILOT ALTM & AIR DATA

PITCH TRIM

OUTSIDE AIR TEMP

CVR

AURAL WARN

PILOT AUDIO

ALT ALERT

LEFT MULTI FCTN PRCSR

PILOT EADI

DSPL PRCSR

COPLT TURN & SLIP

COPLT ENCD ALTM

CABIN AUDIO

COPILOT AUDIO

PILOT EHSI

ELEK DSP

COMM NO 2

NAVNO 2

COMPASS NO 2

EFIS AUX BAT

ADF NO 2

RADAR

MULTI FCTN DSPL

RMI NO 1

XPNDR NO 2

DME NO 2

EFIS FANS STBY

OFF

ON

AVIONICSMASTERSWITCH

LIMITER

40A

30A

AVIONICSNO 1

AVIONICSBUS NO 1RELAY

AVIONICSBUS NO 1

AVIONICSBUS NO 2

ISOLATION BUS& BATTERY BUS*

R/HGENERATORBUS*

NO 1 DUAL FEDELECTRICALBUS*

NO 2 DUAL FEDELECTRICALBUS*

L/HGENERATORBUS*

AVIONICS ANN

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Inverter operation is controlled by an IN-VERTER select switch (Figure 2-20) on thepilots left subpanel. Selection of either in-verter activates the inverter power relay andsupplies inverter input power. Only one in-

t t t ti

DISTRIBUTION

The inverter system described here is the s tan-dard installation. The circuit diagram in ATAchapter format 24-20 of the Wiring DiagramManual provides a circuit routing of the DCand AC power for the standard airplane in-strumentation. Due to the wide variety of cus-tomer-requested avionics options installed inthe airplane, the avionics diagrams are sup-plied with each airplane to provide the avion-ics portion of the AC power system. Thesewiring diagrams will show any modifications,which have been made to the standard instal-lation (Figures 2-21 through 2-25).

OPERATION

Turn the INVERTER select switch to either in-verter position, note that the INVERTER

Figure 2-18. Inverters

Figure 2-19. Volt-Frequency Meter

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FORTRAININGPUR

POSES

ONLY

No.1 INVERTER ON LINE

AC VOLT/FREQMETER

POWERRELAY

LIMITER

LIMITERPOWER

RELAY

DC GROUND

DC GROUND

DC POWER

DC POWER

115 VAC

115 VAC

26 VAC

26 VAC

AC COMMON

AC COMMON

5A

NO 1

OFF

NO 2INVERTERSELECTSWITCH

5A

115 VACSELECTRELAY

26 VACSELECTRELAY

L/H GEN

BUS

R/H GEN

BUS

INVERTER NO 1115 VACBUS

AC COMBUS

26 VACBUS

5A

5A

AC TESTJACK(BLUE)

AC POWERRETURNS

FROM

SYSTEMS

1A

1A

1A

2A

1A

2A

1A

1A

1A

1A

50A

50A

1A

1A

B200 AC Power System

5A

ANN IND

AVIONICS JUNCTION BOX

INVERTER No 2

No. 2 INVERTERCONTROL

No. 1INVERTERCONTROL

28VDC

5A

10A

10A

5A

INVERTERSELECTRELAY

INVERTERWARNING

RELAY

VG POWER & REF TO

OTHER SYSTEMS

RADAR REF FROM VG

FOR STABILIZATION

AP REF FROM VG

AP YAW RATE GYRO POWER

COMPASS 2 REF TO RMI

NO. 1 & MPU

ADF 1 REF SIGNAL FOR RMI

NO. 1 & NO. 2 & COPILOT EHSI

COMPASS 1 REF TO RMI NO. 2

ADF 2 REF SIGNAL FOR RMI


NAV 1 REF SIGNAL FOR RMI


NAV 2 REF SIGNAL FOR RMI


FMS FOR HDG & AUTOPILOT

COMPASS 1 REF TO DPU,

MPU, & UNSIK

NOTE: * BB-2-1448, 1450-1457, 1463: NO. 1 INVERTER CONTROL POWERS BY DUAL FED BUS NO. 1 (NOT GEN BUS)

NO. 2 INVERTER CONTROL POWERS BY DUAL FED BUS NO. 2 (NOT GEN BUS)

DUAL FED NO. 2 BUS

*

*

LEGEND

28 VDC POWER

115 VAC POWER

26 VAC POWER

GROUND

Figure-20. Inverters Control Circuit

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FUEL CROSSFEED

RIGHT FIREWALL VALVE

RIGHT STANDBYFUEL PUMP

RIGHT AUX FUEL QTYWARNING & TRANSFER

RIGHT FUEL QUANTITY

RIGHT FUELPRESSURE WARNING

NAV MEMORY

HOT BATTERYBUS

ENTRY LT. CLOCK LT.& EXT POWER SENSE

BATTERY RELAY

L ENG FIRE EXT

R ENG FIRE EXT

MOD

RIGHT FIREWALLSHUTOFF VALVE

LEFT FIREWALLSHUTOFF VALVE

AVIONICSBUS NO. 1 TO AVIONICSMASTER CONTROL CB

AVIONICS NO. 1POWER RELAY

MAIN

BATTE

RYBUS

ISOLATIONBUS

LANDINGGEAR

MOTORLANDINGGEARRELAY

ISOLATION LIMITER

R GEN CONTROL

SHUNT

V LMETER

RIGHTSTARTERGEN

+

++

R GEN LINECONTACTOR

RIGHTSTARTRELAY


BATTERY

SHUNT

EXT POWERRELAY

EXTERNALPOWER

LEFTSTARTRELAY

EXT POWER CONNECTOR

ON

OFFBATTERYSWITCH

BATTERYRELAY

TO INVERTERCONTROL

BLUETESTJACK

INVERTERWARNRELAY

VOLTFREQ

METER

TO INVERTERSELECT SWITCH

LEFT GENERATOR BUS

26 VAC

115VAC

26 VAC

26VA

CB

US

TO AVIONICS

TO AVIONICS

115VAC

NO.2DUALFEDB

US

NO.3DUALFED

BUS

NO.4DUALFED

BU

S

26VA

C

115VA

C

26VAC

115VAC

NO.1DUALFEDB

US

INVERTERNO. 2

RIGHT START CONTROL

RIGHT IGNITOR POWER

PROPELLER GOVERNOR

MANUAL PROP DEICECONTROL

RIGHT MANUAL PROPDEICE

INVERTERNO. 1

AVIONICS BUS NO. 3

FWD ELECTRIC HEAT

PILOT'S WINDSHIELDANTI-ICE

CONDENSER BLOWER

ON

OFF

TO INVERTERCONTROLSWITCH

SHUNT

ISOLATIONLIMITER

LEFT GEN LINECONTACTOR

L. GEN CONTROL

V LMETER

+ LEFTSTARTERGEN

LEFT TORQUE METER

RIGHT TORQUE METER

YAW RATE

LEFT START CONTROL

RIGHT GEN CONTROL

CIGAR LIGHTER

RUDDER BOOSTCONTROL

CPILOT ILS INDICATOR

RIGHT BLEED AIRCONTROL

CABIN TEMPERATURECONTROL

CABIN READINGLIGHTS

AVIONIC & ENGINEINSTRUMENT LIGHTS

OVHD. SUBPANEL ANDCONSOLE LIGHTS

CABIN LIGHTS &ORDINANCE

R BLEED AIRWARNING

LANDING GEARPOSITION IND

ANNUNCIATORINDICATOR

R FUEL VENT HEAT

WINDSHIELD WIPER

R FUEL FLOWINDICATOR

R OIL PRESSUREINDICATOR

R OIL TEMPINDICATOR

R ENGINE FUELCONTROL HEAT

R ICE VANE CONTROL

R ICE VANE EMER

AUTOFEATHER

R CHIP DETECTOR

FURNISHINGS MASTERCONTROL

STALL WARNING HEAT

TAXI LIGHT

ICE LIGHTS

NAVIGATION LIGHT

RECOGNITION LIGHT

L PILOT HEAT

LANDING GEARCONTROL

R LANDING LIGHT

LEFT IGNITOR POWER

FLAP CONTROLAND INDICATOR

FLAP MOTOR

LEFT MANUAL PROPDEICE

LEFT FIREWALL VALVE

LEFT STANDBYFUEL PUMP

LEFT AUX FUEL QTYWARNING & TRANSFER

LEFT FUEL QUANTITY

LEFT FUELPRESSURE WARNING

LEFT GEN CONTROL

OUTSIDE AIR TEMP

PITCH TRIM

PILOT ILS INDICATOR

LEFT BLEED AIRCONTROL

CABIN PRESSURECONTROL

AUTOMATIC OXYGENCONTROL

CPILOT FLT INSTRLIGHTS

INSTRUMENT INDIRECTLIGHTS

PILOT FLT INSTRSIDE PANEL

OVHD FLOOD LIGHTS

L BLEED AIRWARNING

LANDING GEARWARNING HORN

ANNUNCIATOR POWER

L FUEL VENT HEAT

BRAKE DEICE

L FUEL FLOWINDICATOR

L OIL PRESSUREINDICATOR

L OIL TEMPINDICATOR

L ENGINE FUELCONTROL HEAT

L ICE VANE CONTROL

L ICE VANE EMER

FIRE DETECTION

L CHIP DETECTOR

PROP SYNCHROPHSERPROP BALANCE

BEACON LIGHTS

STROBE LIGHTS

TAIL FLOOD LIGHTS

PROP AUTOMATIC HEAT

L PILOT HEAT

L LANDING LIGHT

YAW DAMPER

AVIONICS MASTERCONTROL

PNEUMATIC SURFACEDEICE

STALL WARNINGSYSTEM

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FUEL CROSSFEED

RIGHT FIREWALL VALVE


RIGHT AUX FUEL QTYWARNING & TRANSFER

RIGHT FUEL QUANTITY

RIGHT FUEL

PRESSURE WARNING

NAV MEMORY

HOT BATTERYBUS

ENTRY LT. CLOCK LT.& EXT POWER SENSE

BATTERY RELAY

L ENG FIRE EXT

R ENG FIRE EXT

MOD

RIGHT FIREWALLSHUTOFF VALVE

LEFT FIREWALL

SHUTOFF VALVE

AVIONICS

BUS NO. 1

TO AVIONICS

MASTER CONTROL CB


MAIN

BATTERYBUS

ISOLAT

ION

BUS

LANDINGGEAR

MOTORLANDINGGEARRELAY

ISOLATION LIMITER

R GEN CONTROL

SHUNT

V LMETER

RIGHTSTARTERGEN

+

++

R GEN LINECONTACTOR

RIGHTSTARTRELAY


BATTERY

SHUNT

EXT POWERRELAY

EXTERNALPOWER

LEFTSTARTRELAY

EXT POWER CONNECTOR

ON

OFFBATTERYSWITCH

BATTERYRELAY

RIGHT GENERATOR BUS


BLUETEST

JACKINVERTER

WARNRELAY

VOLTFREQ

METER

TO INVERTERSELECT SWITCH

LEFT GENERATOR BUS

26 VAC

115VAC

26 VAC

26VACB

US

TO AVIONICS

TO AVIONICS

115VAC

NO.2DUAL

FED

BUS

NO.3DUA

LFED

BUS

NO.4DUALFED

BUS

26VAC

11

5VAC

26VAC

115VAC

NO.1DUALFEDBUS

INVERTERNO. 2

RIGHT START CONTROL

RIGHT IGNITOR POWER

PROPELLER GOVERNOR

MANUAL PROP DEICECONTROL

RIGHT MANUAL PROPDEICE

INVERTERNO. 1

FWD ELECTRIC HEAT

PILOT'S WINDSHIELDANTI-ICE

CONDENSER BLOWER

ON

OFF

AVIONICS BUS NO. 3


SHUNT

ISOLATIONLIMITER

LEFT GEN LINECONTACTOR

L. GEN CONTROL

V LMETER

+ LEFTSTARTERGEN

LEFT TORQUE METER

RIGHT TORQUE METER

YAW RATE

LEFT START CONTROL

RIGHT GEN CONTROL

NO. 2 INV CONTROL

CIGAR LIGHTER

RUDDER BOOSTCONTROL

CPILOT ILS INDICATOR



CABIN READINGLIGHTS

AVIONIC & ENGINEINSTRUMENT LIGHTS

OVHD. SUBPANEL ANDCONSOLE LIGHTS

CABIN LIGHTS &ORDINANCE

R BLEED AIRWARNING

LANDING GEAR

POSITION IND


R FUEL VENT HEAT

WINDSHIELD WIPER

R FUEL FLOWINDICATOR

R OIL PRESSUREINDICATOR

R OIL TEMPINDICATOR

R ENGINE FUELCONTROL HEAT

R ICE VANE CONTROL

R ICE VANE EMER

AUTOFEATHER

R CHIP DETECTOR


STALL WARNING HEAT

TAXI LIGHT

ICE LIGHTS

NAVIGATION LIGHT

RECOGNITION LIGHT

L PILOT HEAT

LANDING GEARCONTROL

R LANDING LIGHT

LEFT IGNITOR POWER

FLAP CONTROL

AND INDICATOR

FLAP MOTOR

LEFT MANUAL PROPDEICE

LEFT FIREWALL VALVE


LEFT AUX FUEL QTYWARNING & TRANSFER

LEFT FUEL QUANTITY

LEFT FUEL

PRESSURE WARNING

LEFT GEN CONTROL

NO. 1 INV CONTROL

OUTSIDE AIR TEMP

PITCH TRIM

PILOT ILS INDICATOR



AUTOMATIC OXYGENCONTROL

CPILOT FLT INSTRLIGHTS

INSTRUMENT INDIRECTLIGHTS

PILOT FLT INSTRSIDE PANEL

OVHD FLOOD LIGHTS

L BLEED AIRWARNING

LANDING GEAR

WARNING HORN

ANNUNCIATOR POWER

L FUEL VENT HEAT

BRAKE DEICE

L FUEL FLOWINDICATOR

L OIL PRESSUREINDICATOR

L OIL TEMPINDICATOR

L ENGINE FUELCONTROL HEAT

L ICE VANE CONTROL

L ICE VANE EMER

FIRE DETECTION

L CHIP DETECTOR

PROP SYNCHROPHSERPROP BALANCE

BEACON LIGHTS

STROBE LIGHTS

TAIL FLOOD LIGHTS

PROP AUTOMATIC HEAT

L PILOT HEAT

L LANDING LIGHT

YAW DAMPER



STALL WARNINGSYSTEM

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AVIONICSBUS NO. 1

TO AVIONICSMASTERCONTROL CB

ON

LEFT GENCONTROL

LINECONTACTOR

SHUNT

ISOLATION LIMITER

EXT POWER CONNECTOR

OFF


LEFTSTARTER

GEN

RIGHTSTARTER

GEN

LEFTSTARTRELAY

HOT BATTERYBUS

BATTERYSW

CIRCUITEDINTOEXTERNALPOWERRELAY

EXT POWER RELAY

BATTERYRELAY

MAIN

BATTERYBUS

ISOLATIONBUS

BATTERY SW

ENTRY LTS &CLOCK LT &EXT PWRSENSE

RNAV MEMORY(OPT)

STEREO (OPT)

L ENG FIRE EXT

RIGHT FIREWALLSHUT OFF VALVE

LEFT FIREWALLSHUT OFF VALVE


REMOVED

FROM HOTBUS ONBB1098 ANDAFTER


R ENG FIRE EXT

THIS LINE OFFUSES CHANGETO 5A CIRCUITBREAKERS ONBB1098 ANDAFTER

BATTERY

SHUNT

BATTERYCHARGESENSOR

VOLTLOAD

METER

VOLTLOAD

METER

SHUNT

RIGHT GENCONTROL

RIGHTSTARTRELAY

ISOLATION LIMITER

LINECONTACTOR

AVIONICSBUS NO 2

TO INVCONTROLDUAL FEDBUS NO. 2

AVIONICS NO. 3POWER RELAY(OPTIONAL)

AVIONICSBUS NO 3

BLUETESTJACK

TO INVCONTROLDUALFED BUSNO. 1

LEFT GEN BUS

RELAYPANEL

INVNO. 1

INVWARN

RELAY

26 VAC

115VAC

VOLTSFREQ.METER

NO2

DUALFED

BUS

NO.3DUALFED

BUS

NO.4DUALFE

DBUS

26

VAC

115VAC

NO1

DUALFED

BUS

SUBPANELS

LEFT LANDING LIGHT

LEFT PITOT HEAT

PROP AUTOMATICHEAT SWITCH

TAIL FLOOD LIGHTSSWITCH (OPT)

INVNO. 2

AVIONICS

AVIONICS

- +

LEFT GEN CONTROL

LEFT RADIANT HEAT

PILOT'SWINDSHIELDANTI-ICE

CONDENSER

BLOWER

NO. 1 INVERTERCONTROL

PITCH TRIM

CIGARETTE LIGHTER


RIGHT GENERATORCONTROL


RUDDER BOOSTCONTROL

COPILOT TURN ANDSLIP


CABIN TEMP CONTROL

CABIN PRESSURELOSS (OPT)

PILOT'S TURN ANDSLIP

ENCODER ALTIMETER(OPT)

YAW DAMPER



AUTOMATIC OXYCONTROL

BRAKE DEICE (OPT)

WINDSHIELD WIPER

LEFT TORQUEMETER

RIGHT TORQUEMETER

YAWRATE

FUELCROSSFEED

RIGHT FUELPRESSUREWARNING

RIGHT FUELQUANTITY

RIGHT AUX FUELQUANTITYWARNING ANDTRANSFER


RIGHT FIREWALLVALVE

LEFT FIREWALLVALVE


LEFT AUX FUELQUANTITYWARNING ANDTRANSFER

LEFT FUELQUANTITY

LEFT FUELPRESS WARN

LEFT STARTCONTROL

LEFT IGNITORPOWER

FLAP CONTROLAND INDICATOR

FLAP MOTOR

LEFT MANUALPROP DEICE

RIGHT STARTERCONTROL

RIGHT IGNITORPOWER

PROPELLERGOVERNOR

RIGHT MANUALPROP DEICE

MANUAL PROPDEICE CONTROL

RIGHT FUEL VENT HEAT


LANDING GEARPOSITION IND

RIGHT BLEED AIRWARNING

FLOURESCENT LIGHTSAND ORD WARNING

(OVHD) SUBPANEL ANDCONSOLE LIGHTS

AVIONICS & ENGINEINSTRUMENT LTS

CABIN READING LIGHTS

AUTOFEATHER

RIGHT CHIP DETECTOR

RIGHT GEN OVERHEAT(OPT)

R ICE VANE CONT

RIGHT OIL PRESSUREWARN (OPT)

RIGHT OILTEMPERATUREINDICATOR

RIGHT OIL PRESSUREINDICATOR

RIGHT FUEL FLOWINDICATOR

STALL WARNING HEAT

RIGHT PITOT HEAT

LANDING GEAR CONTROL

RECOGNITION LIGHT

NAV LIGHT SWITCH

ICE LIGHTS

TAXI LIGHT SWITCH

RIGHT LANDING LIGHTSWITCH

RIGHT ENGINE FUELCONTROL HEAT

LEFT FUEL VENT HEAT

ANNUNCIATORPOWER


LEFT BLEED AIRWARNING

STALL WARNINGSYSTEM

OVERHEAD AND SIDEPANEL LIGHTS

INSTRUMENTINDIRECT LIGHTS

FLIGHT & GYROINSTRUMENT LIGHTS

TAIL FLOOD LIGHT(OPT)

PROPSYNCHROPHASER

LEFT CHIP DETECTOR

LEFT GEN OVERHEAT

FIRE DETECTION

L ICE VANE CONT

LEFT ENGINE FUELCONT HEAT

LEFT OILTEMPERATURE

LEFT OIL PRESSUREWARNING (OPT)

LEFT OIL PRESSURE

LEFT FUEL FLOW


BEACON LIGHTSSWITCH

STROBE LIGHTSSWITCH


+ +

+

+

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AVIONICSBUS NO. 1

TO AVIONICSMASTERCONTROL CB

ON

LEFT GENCONTROL

REVERSECURRENTPROTECTION

SHUNT

ISOLATION LIMITER

EXT POWER CONNECTOR

OFF



LEFTSTARTER

GEN

RIGHTSTARTER

GEN

LEFTSTARTRELAY

HOT BATTERY

BUS

SMALLPIN

EXT POWER RELAY

BATTERYRELAY

MAIN

BATTERYBUS

ISOLATION

BUS

BATTERY SW

LEFT FIRE EXT

THRESHOLD LT

RIGHT FIREWALLSHUT OFF VALVE

LEFT FIREWALLSHUT OFF VALVE



RIGHT FIRE EXT

BATTERY

BATTERYCHARGESENSOR

VOLTLOAD

METER

VOLTLOAD

METER

SHUNT REVERSECURRENTPROTECTION

RIGHT GENCONTROL

RIGHTSTARTRELAY

ISOLATION LIMITER

TO ANNUNCIATORADVISORY LIGHT

EXTERNAL

POWER PLUGENGAGED

BB 364AND SUBSEQUENT

AVIONICSBUS NO 2

COPILOT'SWINDSHIELD ANTI-ICE

RIGHT RADIANTHEAT

RIGHT GEN BUS

TO INVCONTROL

NO. 2 DUAL FEDBUS

VENTBLOWER POWER

AFT EVAPORATORBLOWER POWER


AVIONICSBUS NO 3

LEFT FUELQUANTITY

RIGHT FUELQUANTITY

*L FUEL FLOW

LEFT TORQUE

METER

RIGHT TORQUEMETER

*R FUEL FLOW

INVWARNRELAY

BLUETESTJACK

TO INVCONTROLNO. 1 DUALFED BUS

LEFT GEN BUS

INVSELECT

RELAY

INVNO. 1

26 VAC115VAC

FUELCROSSFEED

RIGHT FUELPRESSUREWARNING

RIGHT AUX FUELQUANTITYWARNING ANDTRANSFER


RIGHT FIREWALLVALVE

LEFT FIREWALLVALVE


LEFT AUX FUELQUANTITYWARNING ANDTRANSFER

LEFT FUELPRESSUREWARNING

LEFT STARTERCONTROL

LEFT IGNITORPOWER

FLAP CONTROL& INDICATOR

FLAP MOTOR

LEFT MANUALPROP DEICE

**L FUEL FLOW

NO2

DUALFED

BUS

NO.3DUALFED

BUS

NO.4DUALFED

BUS

26VAC

115VAC

RIGHT STARTERCONTROL

RIGHT IGNITORPOWER

PROPELLERGOVERNOR

RIGHT MANUALPROP DEICE

MANUAL PROPDEICE CONTROL

NO1

DUALFED

BUS

SUB

PANELS

FUEL DRAINCOLLECTOR PUMPS

LEFT GENCONTROL

NO 1 INVERTERCONTROL

TRIM TAB

PILOT'S TURN ANDSLIP INDICATOR

OPTIONALALTIMETER

PNEUMATICSURFACE DE-ICE

LEFT FUELVENT HEATER

ANNUNCIATORPOWER


LEFT BLEEDAIR WARNING

STALL WARNINGSYSTEM

OVERHEAD ANDSIDE PANEL LIGHTS

INSTRUMENTINDIRECT LIGHT

FLIGHTINSTRUMENT LIGHT

LOGO LIGHT


LEFT BLEEDAIR CONTROL

PROPSYNCHROPHASER

FIRE DETECTION

LEFT ICE VANE

LEFT ENGINE FUELCONTROL HEAT

LEFT OIL TEMPINDICATOR

LEFT OIL PRESSUREINDICATOR

AVIONICSMASTER CONTROL

STROBE LIGHTS

BEACONLIGHTS SW

PROP DEICEAUTO HEAT SW

LEFT PITOTHEAT SW

LEFT LANDINGLIGHT SW

RIGHT GENCONTROL


RUDDER BOOSTSYSTEM

VACUUM DAMPERSYSTEM

COPILOT'S TURN &SLIP INDICATOR

WINDSHIELD WIPER

RIGHT FUELVENT HEATER


LANDING GEARPOSITION INDICATOR

RIGHT BLEEDAIR WARNING

CABIN FASTEN SEATBELT & NO SMOKINGSIGN AND CHIMES

SUBPANEL ANDCONSOLE LIGHTS

RADIO & ENGINEINSTRUMENT LIGHTS


RIGHT BLEEDAIR CONTROL

RIGHT ENGINE HEATFUEL CONTROL

RIGHT OIL TEMPINDICATOR

RIGHT OIL PRESSUREINDICATOR

STALL WARNINGHEAT

RIGHT PITOTHEAT SW

LANDING GEARCONTROL

NAV LIGHT SW

ICE LIGHT SW

TAXI LIGHT SW

RIGHT LANDINGLIGHT SW

AUTOFEATHER

CHIP DETECTOR

RIGHT ICE VANE

**R FUEL FLOW

INVNO. 2

AVIONICS

AVIONICS

LEFT RADIANTHEAT

PILOT'SWINDSHIELDANTI-ICE

CONDENSERBLOWER

SHUNT

OPTIONALEQUIPMENT

***

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LIMITATIONS

GENERATOR LIMITS (250AMPERES)

Maximum sustai

Documents

Beech 200 PTM