super king air 200/b200 pilot training manual
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SUPER KING AIR 200/B200PILOT TRAINING MANUAL
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Raytheon Learning CenterFlightSafety International9720 East Central AvenueWichita, KS 67206-2595(316) 612-5300
(800) 488-3747
Long Beach Learning CenterFlightSafety InternationalLong Beach Municipal Airport4330 Donald Douglas DriveLong Beach, CA 90808(562) 938- 0100
(800) 487-7670
Atlanta Learning CenterFlightSafety International1010 Toffie TerraceAtlanta, GA 30354(678) 365-2700(800) 889-7916
Lakeland Learning CenterFlightSafety InternationalLakeland Airport2949 Airside Center Dr.Lakeland, FL 33811(863) 646 5037
Toledo Learning CenterFlightSafety InternationalToledo Express Airport11600 West Airport Services Rd.Swanton, OH 43558
(419) 865-0551(800) 497-4023
Houston Learning CenterFlightSafety InternationalWilliam P. Hobby Airport7525 Fauna at Airport Blvd.Houston, TX 77061
(713) 393-8100(800) 927-1521
Paris Learning CenterFlightSafety InternationalBP 25Zone dAviation dAffairesBuilding 404, Aeroport du Bourget
Le Bourget, CEDEXFRANCE+33 (1) 49-92-1919
Courses for the Super King Air 200 and other King Air products are taught at the followingFlightSafety Learning Centers:
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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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FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from theaircraft manufacturers pilot manuals and maintenance manuals. It is to be 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 FlightSafety want you to have the best training possible. We welcome anysuggestions you might have for improving this manual or any other aspect of our trainingprogram.
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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
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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
7. No. 2 Dual Fed Bus
8. No. 3 Dual Fed Bus
9. No. 4 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).
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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-
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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.
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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
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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.
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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.
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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-
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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 theground.
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
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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
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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
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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, giving support toboth sides of the door.
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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
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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
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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
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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
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Figure 1-32. Control Locks
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CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL............................................................................................................................... 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 ................................................................................................. 2-12
AC 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..................................................................................................... 2-8
2-13 Electrical Distribution .............................................................................................. 2-92-14 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
2-20 Inverters Control Circuit ........................................................................................ 2-16
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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, 830-853
871-873, 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 2ELECTRICAL POWER SYSTEMS
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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.
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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 GEN 1and 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
BATTERYCHARGEMONITOR
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
SUPER KING AIR 200/B200 PILOT TRAINING MANUAL
Figure 2-9. Ground Power Connector
ISOLATIONLIMITER
EXT POWERCONNECTOR
HOT BATTERYBUS
BATTERYRELAY
EXTERNALPOWERM
AIN
BATTERYBUS
ISOLATION
BUS
EXT POWERRELAY
BATTERY
SHUNT
BATTERYCHARGEMONITOR
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
SUPER KING AIR 200/B200 PILOT TRAINING MANUAL
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.
SUPER KING AIR 200/B200 PILOT TRAINING MANUAL
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
2-16
INVERTER NO 1
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FOR
TRAININGPURPOS
ES
ONLY
SUPE
RKING
AIR
200/B2
00PILOTTRAININGM
ANUAL
F
lightSafety
international
No.1 INVERTER ON LINE
AC VOLT/FREQ
METER
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 VACSELECT
RELAY
26 VACSELECT
RELAYL/H GEN
BUS
R/H GEN
BUS
115 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
NO. 1 & NO. 2 & COPILOT EHSI
NAV 1 REF SIGNAL FOR RMI
NO. 1 & NO. 2 & COPILOT EHSI
NAV 2 REF SIGNAL FOR RMI
NO. 1 & NO. 2 & COPILOT EHSI
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 2-20. 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
BATTERYCHARGEMONITOR
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 STANDBYFUEL PUMP
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
AVIONICS NO. 1POWER RELAY
MAIN
BATTERYBUS
ISOLAT
ION
BUS
LANDINGGEAR
MOTORLANDINGGEARRELAY
ISOLATION LIMITER
R GEN CONTROL
SHUNT
V LMETER
RIGHTSTARTERGEN
+
++
R GEN LINECONTACTOR
RIGHTSTARTRELAY
BATTERYCHARGEMONITOR
BATTERY
SHUNT
EXT POWERRELAY
EXTERNALPOWER
LEFTSTARTRELAY
EXT POWER CONNECTOR
ON
OFFBATTERYSWITCH
BATTERYRELAY
RIGHT GENERATOR BUS
TO INVERTERCONTROLSWITCH
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
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
NO. 2 INV 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 GEAR
POSITION 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 CONTROL
AND INDICATOR
FLAP MOTOR
LEFT MANUAL PROPDEICE
LEFT FIREWALL VALVE
LEFT STANDBYFUEL PUMP
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
LEFT BLEED AIRCONTROL
CABIN PRESSURECONTROL
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
AVIONICS MASTERCONTROL
PNEUMATIC SURFACEDEICE
STALL WARNINGSYSTEM
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AVIONICSBUS NO. 1
TO AVIONICSMASTERCONTROL CB
ON
LEFT GENCONTROL
LINECONTACTOR
SHUNT
ISOLATION LIMITER
EXT POWER CONNECTOR
OFF
AVIONICS NO. 1POWER RELAY
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
RIGHT STANDBYFUEL PUMP
REMOVED
FROM HOTBUS ONBB1098 ANDAFTER
LEFT STANDBYFUEL PUMP
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
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