• Author / Uploaded
• the_gov

• Categories
• Inversor de energia
• Superficies de control de vuelo
• Timón
• Cabina
• Cambiar

Citation preview

KING AIR 350/350C (Model B300/B300C) PRO LINE 21 PILOT TRAINING MANUAL “The best safety device in any aircraft is a well-trained crew.”™

KING AIR 350/350C (Model B300/B300C) PRO LINE 21 PILOT TRAINING MANUAL REVISION 0.2

REVISION 0.2 FlightSafety International, Inc. Marine Air Terminal, LaGuardia Airport Flushing, New York 11371 (718) 565-4100 www.FlightSafety.com

F O R T R A I N I N G P U R P O S E S O N LY

NOTICE The material contained in this training manual is based on information obtained from the aircraft manufacturer’s Pilot Manuals and Maintenance Manuals. It is to be used for familiarization and training purposes only. At the time of printing it contained then-current information. In the event of conflict between data provided herein and that in publications issued by the manufacturer or the FAA, that of the manufacturer or the FAA shall take precedence. We at FlightSafety want you to have the best training possible. We welcome any suggestions you might have for improving this manual or any other aspect of our training program.

F O R T R A I N I N G P U R P O S E S O N LY

Courses for the King Air 300/350C are taught at the following FlightSafety Learning Center:

FlightSafety International Wichita Hawker Beechcraft Learning Center 9720 E. Central Avenue Wichita, KS 67206 Phone: (316) 612-5300 Toll-Free: (800) 488-3747 Fax: (316) 612-5399

Copyright © 2011 by FlightSafety International, Inc. All rights reserved. Printed in the United States of America.

INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES LIST OF EFFECTIVE PAGES Dates of issue for original and changed pages are: Revision............... 0 .............. August 2008 Revision............... .01 ......... October 2009 Revision............... 0.2 .........February 2011

THIS PUBLICATION CONSISTS OF THE FOLLOWING: Page No.

*Revision No.

Cover ...................................................... 0.2 i – vi ........................................................ 0.2 1-i – 1-vi.................................................. 0.2 1-1 – 1-32 ............................................... 0.2 2-i – 2-iv.................................................. 0.2 2-1 – 2-32 ............................................... 0.2 3-i – 3-iv.................................................. 0.2 3-1 – 3-8 ................................................. 0.2 4-i – 4-iv.................................................. 0.2 4-1 – 4-12 ............................................... 0.2 5-i – 5-iv.................................................. 0.2 5-1 – 5-26 ............................................... 0.2 6-i – 6-ii................................................... 0.2 7-i – 7-iv.................................................. 0.2 7-1 – 7-54 ............................................. 0.2 8-i – 8-iv ............................................... 0.2 8-1 – 8-10 ............................................... 0.2 9-i – 9-iv.................................................. 0.2 9-1 – 9-10 ............................................... 0.2 10-i – 10-iv.............................................. 0.2 10-1 – 10-26 ........................................... 0.2 11-i – 11-iv.............................................. 0.2 11-1 – 11-24 ........................................... 0.2 12-i – 12-iv.............................................. 0.2 12-1 – 12-18 ........................................... 0.2

Page No.

*Revision No.

13-i – 13-ii............................................... 0.2 14-i – 14-iv.............................................. 0.2 14-1 – 14-30 ........................................... 0.2 15-i – 15-iv.............................................. 0.2 15-1 – 15-10 ........................................... 0.2 16-i – 16-xii............................................. 0.2 16-1 – 16-122 ......................................... 0.2 16A-i – 16A-iv ......................................... 0.2 16A-1 – 16A-24 ...................................... 0.2 17-i – 17-iv.............................................. 0.2 17-1 – 17-12 ........................................... 0.2 18-i – 18-ii............................................... 0.2 19-i – 19-iv.............................................. 0.2 19-1 – 19-20 ........................................... 0.2 20-i – 20-iv.............................................. 0.2 20-1 – 20-10 ........................................... 0.2 21-i – 21-iv.............................................. 0.2 21-1 – 21-16 ........................................... 0.2 22-i – 22-iv.............................................. 0.2 22-1 – 22-8 ............................................. 0.2 WA-1 – WA-26........................................ 0.2 APPA-i – APPA-ii .................................... 0.2 APPA-1 – APPA-6................................... 0.2 APPB-1 – APPB-10 ............................... 0.2 ANN-1 – ANN-4 ..................................... 0.2

*Zero in this column indicates an original page.

CONTENTS Chapter 1

AIRCRAFT GENERAL

Chapter 2

ELECTRICAL POWER SYSTEMS

Chapter 3

LIGHTING

Chapter 4

MASTER WARNING SYSTEM

Chapter 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 16A

WIDE AREA AUGMENTATION SYSTEM (WAAS)

Chapter 17

OXYGEN

Chapter 18

MISCELLANEOUS SYSTEMS

Chapter 19

MANEUVERS AND PROCEDURES

Chapter 20

WEIGHT AND BALANCE

Chapter 21

FLIGHT PLANNING AND PERFORMANCE

Chapter 22

CREW RESOURCE MANAGEMENT

WALKAROUND APPENDIX A APPENDIX B ANNUNCIATOR PANELS

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 1 AIRCRAFT GENERAL CONTENTS Page INTRODUCTION ............................................................................................................... 1-1 GENERAL ........................................................................................................................... 1-2 Configuration................................................................................................................. 1-5 Specifications ................................................................................................................. 1-6 DOORS.................................................................................................................................. 1-8 Airstair Entrance........................................................................................................... 1-8 Emergency Exits ......................................................................................................... 1-10 Cargo Door.................................................................................................................. 1-11 350C Airstair Entrance .............................................................................................. 1-11 FLIGHT DECK ................................................................................................................ 1-12 Seats.............................................................................................................................. 1-12 Instruments/Controls.................................................................................................. 1-13 CABIN FEATURES ......................................................................................................... 1-20 Seats.............................................................................................................................. 1-20 Toilet............................................................................................................................. 1-20 AC Power..................................................................................................................... 1-21 BAGGAGE COMPARTMENT ...................................................................................... 1-21 CONTROL SURFACES................................................................................................... 1-22 GENERAL OPERATING INFORMATION............................................................... 1-23 Preflight Inspection..................................................................................................... 1-23 Tiedown and Securing ................................................................................................ 1-23

FOR TRAINING PURPOSES ONLY

1-i

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Taxiing .......................................................................................................................... 1-24 Servicing Data ............................................................................................................. 1-26 LIMITATIONS................................................................................................................... 1-26 Airspeed Limitations.................................................................................................. 1-26 Weight Limits .............................................................................................................. 1-26 Maximum Operating Limits ...................................................................................... 1-28 Maximum Outside Air Temperature Limits............................................................ 1-28 General Limitations.................................................................................................... 1-28 Cracked or Shattered Windshield............................................................................. 1-28 Crack in Side Window (Cockpit or Cabin) ............................................................. 1-29 Miscellaneous Airspeeds............................................................................................ 1-29 QUESTIONS ...................................................................................................................... 1-31

1-ii

FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS Figure

Title

Page

1-1

King Air 350........................................................................................................... 1-2

1-2

Dual Aft Strakes.................................................................................................... 1-3

1-3

King Air 350 General Arrangement ................................................................... 1-4

1-4

King Air 350 Cabin Seating Arrangement......................................................... 1-5

1-5

King Air 350 Dimensions ..................................................................................... 1-7

1-6

Airstair Door ......................................................................................................... 1-8

1-7

Door Lock .............................................................................................................. 1-8

1-8

Plunger-Out/Plunger-In ........................................................................................ 1-9

1-9

Visual Inspection Ports ......................................................................................... 1-9

1-10

Emergency Exit .................................................................................................. 1-10

1-11

Emergency Exit Placards ................................................................................... 1-10

1-12

Overhead Light Control Panel .......................................................................... 1-14

1-13

Glareshield ........................................................................................................... 1-14

1-14

Left Instrument Panel......................................................................................... 1-15

1-15

Right Instrument Panel ...................................................................................... 1-15

1-16

Center Instrument Panel .................................................................................... 1-16

1-17

Pilot Subpanels .................................................................................................... 1-17

1-18

Copilot Subpanels ............................................................................................... 1-17

1-19

Center Pedestal.................................................................................................... 1-18

1-20

Circuit Breaker Panel—Right Console ............................................................ 1-19

1-21

Fuel Control Panel—Left Console.................................................................... 1-19

1-22

Passenger Seats.................................................................................................... 1-20

1-23

Toilet Seat............................................................................................................. 1-20

FOR TRAINING PURPOSES ONLY

1-iii

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1-24

Flight Control Locks........................................................................................... 1-22

1-25

Preflight Inspection............................................................................................. 1-23

1-26

Tiedowns............................................................................................................... 1-24

1-27

Turn Radius and Danger Areas......................................................................... 1-25

1-28

Service Data......................................................................................................... 1-27

1-iv

FOR TRAINING PURPOSES ONLY

CHAPTER 1 AIRCRAFT GENERAL

INTRODUCTION This training manual provides a description of the major airframe and engine systems in the King Air 350 Pro Line 21 aircraft. Information on the cargo (350C) and extended range (350ER) models is also included. This manual is an instructional aid. Its material does not supersede, nor is it meant to substitute for, any of the manufacturer operating manuals. Changes in aircraft appearance or system operation are covered during academic training and subsequent revisions to this manual. This introductory chapter presents an overall view of the aircraft for familiarization. Information includes general specifications and limitations, cabin features, and general cockpit layout.

FOR TRAINING PURPOSES ONLY

1-1

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

GENERAL The King Air 350 is a high performance pressurized twin-engine turboprop (Figure1-1). The aircraft is equipped for day or night IFR conditions and flight into known icing conditions in and out of small airports within operating limits stated in the Pilot Operating Handbook. FL 381, 383 and subsequent aircraft have the Pro Line 21 avionics package. In late 2 0 0 7, t h e 3 5 0 E R w a s c e r t i f i e d . I t h a s additional nacelle fuel tanks, heavy-weight l a n d i n g g e a r, a n d a m a x i m u m t a ke o ff w e i g h t i n c r e a s e. Th e 3 5 0 E R h a s a n extended range of 2,30 0 nm (4,260 km) and eight hour endurance. The structure is an all aluminum low-wing monoplane with fully cantilevered wings

and a T-tail empennage. The wings are an efficient, high-aspect ratio design. The airfoil provides an excellent combination of low drag for cruise conditions and easy handling for low speed terminal or small airport operations. The NASA-designed winglets further improve performance. All Pro Line 21 aircraft also include dual aft strakes (Figure1-2). The wing/body vortices normally disrupt airflow under the aft fuselage. This creates drag. The strakes eliminate this separation by channeling the vortices and accelerating the air. They are, in effect, pushing the aircraft through the air. The dual strakes eliminate or raise yaw damper limits to increase dispatch reliability. They permit flight with the yaw damper off until 19,0 0 0 ft.

Figure 1-1. King Air 350 (Sheet 1 of 2)

1-2

FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The faired-oval nacelle on each side of the wing center section houses the engine and l a n d i n g g e a r. Th e n a c e l l e s m a x i m i z e propeller-to-ground clearance, minimize cabin noise, and provide a low drag installation of the powerplants on the wing. The pitot-type intakes and smaller frontal area of the exhaust stacks reduce drag to also boost performance. The distinctive T-tail provides improved aerodynamics, lighter control forces, and a w i d e r c e n t e r- o f - g ra v i t y ra n g e. M o d e l 350ER has an increased rudder area. The fuselage is a conventional monocoque structure with high strength aluminum alloys. The basic cross-sectional cabin is a favorable compromise between passenger comfort and efficient cruise performance. The squared-oval cabin allows passengers to sit comfortably. The floors are flat from side to side for passenger ease in entering and leaving the cabin (Figure 1-3).

Figure 1-2. Dual Aft Strakes

Figure 1-1. King Air 350 (Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY

1-3

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

12

11 10 7 3

9 8

13

6

5 4

2 14 15

1

3

5

16

6

19 23 21 20

24

18 22 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

17

Weather Radar Antenna Communications, Navigation and Radar Equipment Outboard Flap Section Ground Escape Hatch Inboard Flap Section Liquid Storage Cabinet Lavatory Privacy Curtain Belted Lavatory Pressurization Safety and Outflow Valves Oxygen Bottle Emergency Locator Transmitter Elevator Trim Tabs

13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24.

Rudder Trim Tab Baggage Area Airstair Door Aileron Trim Tab Box Section Fuel Tanks Leading Edge Fuel Tanks Auxiliary Fuel Tank Wing Ice Check Light Nacelle Fuel Tank PT6A Turboprop Engine Heated Pitot Mast Landing and Taxi Lights

Figure 1-3. King Air 350 General Arrangement

1-4

FOR TRAINING PURPOSES ONLY

CONFIGURATION The King Air 350 is certificated for up to 17 people (15 passengers and 2 crew), but normal corporate configuration is 9 to 11 (Figure 1-4).

In addition to the standard configurations, Beechcraft offers optional items that are available at additional cost and weight. Basic specifications are detailed below. Refer to the appropriate aircraft POH for detailed, up-to-date information.

Figure 1-4. King Air 350 Cabin Seating Arrangement

FOR TRAINING PURPOSES ONLY

1-5

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

SPECIFICATIONS Crew—FAA Certificated ........................ 1 • Except where otherwise prescribed by the appropriate operating re g u l a t i o n s, o n e p i l o t w i t h FA A approved passenger seating configurations of nine or less; or one pilot and one copilot for all other approved configurations. Occupancy—Max. FAA Cert. (with crew) ................................................ 17

Airstair Entrance Door Height (Min) ............................ 51.5 inches Cargo Door Width ...................... 49 inches Cargo Door Height .................... 52 inches Pressure Vessel Volume ................................ 443 cubic feet Potential Cargo area volume ................................ 303 cubic feet

Specific Loadings

Passengers— Normal Configuration .................... 9 to 11

Wing Loading: 48.4 pounds per square foot

Engines—P & W Turboprop, 1050 SHP ................................ 2 PT6A-60A

Power Loading: 7.14 pounds per shaft horsepower.

Propellers—4 Blade, Reversible.................................... 2 Hartzell

Figure 1-5 illustrates the King Air 350 dimensions.

Landing Gear—Retractable, Tricycle, Dual Main Wheels .... Hydraulic Wing Area .................................... 310 sq. ft.

Cabin and Entry Dimensions Cabin Width (Max) .................... 54 inches Cabin Length (Max between pressure bulkheads) .................... 24 feet, 10 inches Cabin Height (Max) .................. 57 inches Airstair Entrance Door Width (Min) .......................... 26.75 inches

1-6

FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 1-5. King Air 350 Dimensions

FOR TRAINING PURPOSES ONLY

1-7

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

DOORS AIRSTAIR ENTRANCE The cabin entry airstair door is on the left side of the fuselage, just aft of the wing (Figure 1-6). The swing-down door, hinged a t t h e b o tt o m , p ro v i d e s a c o nv e n i e n t stairway for entry and exit. Two of the four steps are movable and automatically fold flat against the door in the closed position. A self-storing platform that automatically folds down over the doorsill when the door opens provides a stepping platform for door seal protection. A plastic encased cable supports the door in the open position. It also provides a handhold and a m e a n s t o c l o s e t h e d o o r f ro m i n s i d e. Additional handhold cable is available as an option.

A hydraulic damper permits the door to lower gradually. Because excessive weight could damage the door attach fitting, no more than one person should be on the airstair door at a time. The door can be locked with a key for security on the ground.

Airstair Locking Mechanism Either one of two vertically staggered handles, one inside and one outside, lock the d o o r . Th e h a n d l e s a r e m e c h a n i c a l l y interconnected. When either is rotated per placard instructions, two bayonet pins on each side of the door and two hooks at the top engage the door frame to secure the door.

Opening the Door A button next to the door handle must be depressed before the handle can be rotated to open the door. As an additional safety measure, a differential pressures e n s i t i v e d i a p h ra g m i s i n t h e re l e a s e button mechanism.

Securing the Door To secure the airstair door inside, rotate the handle clockwise as far as it will go. The release button should pop out. The handle should be pointing down (Figure 1-7).

Figure 1-7. Door Lock Figure 1-6. Airstair Door

1-8

FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Attempt to rotate the handle counterclockwise without depressing the release button to check security. The handle should not move. Next lift the folded airstep just below the door handle. Ensure that the safety lock is in position around the diaphragm shaft when the handle is in the locked position. To observe this area, depress a red switch near the window. This illuminates a lamp inside the door (Figure 1-8). If the arm is properly positioned around the shaft, proceed to check indication in each of the visual inspection ports near each corner of the door. Ensure the green stripe on the latch bolt is aligned with the black pointer in the visual inspection port (Figure 1-9).

Figure 1-9. Visual Inspection Ports

To check the upper door hook engagement, view the hooks through two inspection openings in the headliner just above the fore and aft upper corners. To illuminate the h o o k e n g a g e m e n t a r e a s, d e p r e s s t h e CABIN DOOR HOOK, OBSV LT SW button between the two inspection openings in the headliner.

PLUNGER-OUT

WARNING Never attempt to unlock or check the security of the door in flight. If the CABIN DOOR annunciator illuminates in flight, or if the pilot has any reason to suspect the door may not be securely locked, instruct all occupants to remain seated with seatbelts fastened. Re d u c e c a b i n p re s s u re t o t h e lowest practical value (considering altitude first). After the aircraft has made a full-stop landing, a crewmember should check the security of the airstair door. Perform the “Cabin Door Annunciator Circuitry Check” in the POH Normal Procedures section prior to the first flight of the day. If any condition specified in this procedure is not met, DO NOT TAKE OFF.

PLUNGER-IN

Figure 1-8. Plunger-Out/Plunger-In

FOR TRAINING PURPOSES ONLY

1-9

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

EMERGENCY EXITS The emergency exits are on the left and right side of the fuselage at the forward ends of the passenger compartment (Figure 1-10). From inside, release the hatches with the EXIT-PULL pull-down handle. From the outside, a flush-mounted, pullout handle releases the hatches. The nonhinged, plugtype hatches can be removed completely from the frame into the cabin when the latches are released (Figure 1-11). The hatch can be locked so that it cannot be removed or opened from the outside. The hatch is locked when the lock lever inside is in the down or locked position.

When the aircraft is parked, lock the hatch for security. Prior to flight, the lock lever should be in the up or unlocked position to allow removal of the hatch from the outside in an emergency. Removal of the hatch from inside is possible at all times with the EXIT-PULL handle because it is not locked by the lock lever. An exit lock placard on the lock lever can be read when the lever is in the locked position.

EXIT-PULL

INSIDE EMERGENCY EXIT PUSH

1. PULL HANDLE 2. PUSH IN AFTER RELEASE

OUTSIDE

Figure 1-10. Emergency Exit

1-10

Figure 1-11. Emergency Exit Placards

FOR TRAINING PURPOSES ONLY

CARGO DOOR A large, swing-up cargo door is hinged at the top to provides access for loading large items. Two handles operate the door lock system. One is in the upper aft area of the door, and the other is in the lower forward area of the door. Two separate access covers must be opened to operate the two handles. There are no lock handles on the outside of the cargo door. It can be opened and closed only from inside the aircraft. To move the upper aft handle out of the locked position, depress the black release button in the handle. Then rotate the yellow handle upward as far as it will go. This movement transmits via cables to two hollow, crescent latches on the forward side and two on the aft side. The latches rotate to release latch posts in the cargo door frame. To move the lower lock handle out of the locked position (forward), lift the orange lock hook from the stud and rotate the handle aft as far as it will go. This movement transmits via linkage to four latch pins on the bottom of the cargo door. The pins move aft to disengage latch lugs at the bottom of the cargo door frame.

CAUTION After unlocking the bottom latch pins, close the forward lock handle access cover. If this cover is left open, it rotates on its hinge until a portion of it extends below the bottom of the cargo door when the cargo door is opened. When the cargo door is subsequently closed, the access cover breaks. To open the cargo door after it is unlocked, push out on the bottom of the door. After the cargo door is manually opened a few feet, gas springs raise the door to the fully open position.

To close the cargo door, pull it down and inboard. The gas springs resists the closing effort until the door is only open a few feet. Then, as the springs move over center, they begin applying a closing force to the door. An inflatable rubber seal around the perimeter of the cargo door seats against the door frame when closed. When the cabin is pressurized, air seeps into the rubber seal through small holes in the outboard side of the seal. The higher the cabin differential pressure, the more the seal inflates. This is a passive seal system and has no mechanical connection to a bleed air source.

WARNING Never attempt to unlock or check the security of the door in flight. If the door annunciator illuminates in flight, or if the pilot has any reason to suspect the door may not be securely locked, instruct all occupants to remain seated with seatbelts fastened. Re d u c e c a b i n p re s s u re t o t h e lowest practical value (considering altitude first). After the aircraft has made a full-stop landing, a crewmember should check the security of the airstair d o o r. Pe r f o r m t h e “ C i r c u i t r y Check” in the POH Normal Procedures section prior to the f i r s t f l i g h t o f t h e d a y. I f a n y condition specified in this procedure is not met, DO NOT TAKE OFF.

350C AIRSTAIR ENTRANCE The airstair door is built into the cargo door. It is hinged at the bottom and swings downward when opened. The stairway is built onto the inboard side. Two of the stairsteps fold flat against the door when it is closed. When the door is opened, a self-storing platform automatically folds down over the door sill to protect the rubber door seal.

FOR TRAINING PURPOSES ONLY

1-11

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

A hydraulic damper ensures the door swings down slowly when it opens. While the door is open, a plastic-encased cable that serves as a handrail supports the door. Additionally, this cable is used when closing the door from inside. A n i n f l a t a b l e r u b b e r s e a l a ro u n d t h e perimeter seats against the door frame as t h e d o o r i s c l o s e d . Wh e n t h e c a b i n i s pressurized, air seeps into the rubber seal through small holes in the outboard side of the seal. The higher the cabin differential pressure, the more the seal inflates. This is a passive-seal system with no mechanical connection to a bleed air source. The outside door handle can be locked with a k e y, f o r s e c u r i t y o f t h e a i r c r a f t o n the ground.

CAUTION Only one person should be on the airstair door stairway at any one time.

Locking Mechanism Rotating either outside or inside door handle locks the door. The handles move simultaneously. Three hollow, crescent latches on each side of the door rotate to capture or release latch posts in the cargo door to secure the airstair door. When l o c ke d , t h e a i r s t a i r d o o r b e c o m e s a n integral part of the cargo door. Whether unlocking the door from outside or inside, depress and hold the release button adjacent to the door handle before rotating the handle. Inside, rotate the handle counterc l o c k w i s e ; o u t s i d e, ro t a t e t h e h a n d l e clockwise. Unlocking the door is a two-hand operation requiring deliberate action.

1-12

The release button acts as a safety device to prevent accidental opening. As an additional safety measure, a differential-pressuresensitive diaphragm is in the release-button m e c h a n i s m . Th e o u t b o a rd s i d e o f t h e diaphragm is open to atmospheric pressure; the inboard side opens to cabin air pressure. As the cabin-to-atmospheric pressure differential increases, it becomes increasingly difficult to depress the release button because the diaphragm moves inboard when either the outboard or inside release button is depressed.

FLIGHT DECK SEATS The pilot and copilot sit side by side in individual chairs, separated by the control pedestal. The seats are adjustable fore, aft, and vertically with release levers beneath the seats. Depressing the release lever on the side of the seat adjusts the angle of the seat. A button on the lower inboard side of the seat back controls the firmness of the lower seat back for lumbar control. After adjusting the seat back to a comfortable position, move forward on the seat to remove all the weight from the seat back. Hold the button in until the support fully inflates. Release the button and lean back in the seat. If the support is too firm, hold the button in until the desired degree of firmness is obtained. Each seat has seat belts and inertia-type shoulder harnesses. The shoulder harness consists of a Ystrap mounted to an inertia reel in the lower seatback. One strap is w o r n o v e r e a c h s h o u l d e r . Th e s t r a p terminates with a fitting that inserts into a rotary buckle.

FOR TRAINING PURPOSES ONLY

Release the shoulder harness straps and inboard lap belt simultaneously by rotating the buckle release 1/8 of a turn in a clockwise direction. The armrests have angular adjustment and vertical stowing. To stow the armrest, release the lever on its forward end and rotate the armrest aft to the vertical position.

Sun Visors Each crewmember has a sun visor. If the visor is stowed, push straight back and allow the visor to rotate down. Move it along the track to desired place. Pivot it out near the windshield or window. Rotate knob clockwise to lock. To change positions, rotate knob counterclockwise to unlock. Then move to desired location and position; relock.

INSTRUMENTS/CONTROLS Due to conventional dual controls, the aircraft can be flown by either pilot. The controls and instruments are arranged for convenient single-pilot operation, or pilot and copilot crew. The instrument panel poster that accompanies this manual illustrates a typical cockpit a r r a n g e m e n t . Th e a n n u n c i a t o r p a n e l chapter at the end of this manual locates specific annunciators and control panels. Each system chapter describes in detail the controls and instruments appropriate to that system. Fi g u r e s 1- 1 2 t h r o u g h 1- 2 1 i l l u s t r a t e each section.

To stow the visor, rotate knob counterclockwise and then move it along the track to recessed area of headliner. Pivot the visor up and press forward until the catch retains the assembly.

FOR TRAINING PURPOSES ONLY

1-13

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 1-12. Overhead Light Control Panel

Figure 1-13. Glareshield

1-14

FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 1-14 . Left Instrument Panel

Figure 1-15. Right Instrument Panel

FOR TRAINING PURPOSES ONLY

1-15

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 1-16. Center Instrument Panel

1-16

FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 1-17. Pilot Subpanels

Figure 1-18. Copilot Subpanels

FOR TRAINING PURPOSES ONLY

1-17

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 1-19. Center Pedestal

1-18

FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 1-20. Circuit Breaker Panel—Right Console

Figure 1-21. Fuel Control Panel—Left Console

FOR TRAINING PURPOSES ONLY

1-19

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CABIN FEATURES SEATS Passenger seats are installed on continuous tracks mounted on the floor. A placard on the horizontal leg cross brace denotes each seat as FRONT or AFT FACING. All passenger seats have adjustable headrests and shoulder harnesses. The seats are adjustable fore and aft (7 inches [17.8 cm]) and laterally (2 1/2 inches [6.35 cm]). Seat backs may be adjusted for maximum comfort. Some seats may swivel through approximately 45º (Figure 1-22).

Figure 1-22. Passenger Seats

A two-position lever on the forward face of the inboard armrest and a button on the inboard side of the armrest adjust the seats. Moving the lever upward releases the seat for fore and aft and/or lateral movement. Release the lever to lock seat in desired position. Depressing the button adjusts the seatback. Release the button when the back is in the desired position. If no weight is applied to the seatback when the button is depressed, the seatback returns to the upright position. Before takeoff and landing, lateral tracking seats should be in the outboard position, all seatbacks positioned upright, and all headrests fully extended.

1-20

The inboard armrest on each seat can be stowed if desired. Lift the armrest to the full-up position to unlatch the mechanism. Lower the armrest to stow. To use the armrest, simply raise it to the fullup position. Then allow it to settle to the locked position. If the armrest does not lock in the up position, cycle it fully down and back to the up position to reset the locking mechanism.

Foyer Seat A hinged seat cushion on the top of the toilet forms an extra passenger seat when the toilet is not is use (Figure 1-23).

Figure 1-23. Toilet Seat

TOILET On B350 models, the side facing toilet in the foyer faces the airstair door. On B350C models, the forward facing toilet is in the baggage compartment. Raise the hinged lid to access the toilet. If a Monogram electrically flushing toilet is installed, the sliding knife valve should be open at all times except during servicing. Open the cabinet below the toilet to access the knife valve actuator handle.

FOR TRAINING PURPOSES ONLY

Relief Tubes A relief tube is in the seat shroud of the side facing toilet (B350) or on the baggage compartment wall forward of the toilet (B350C). An optional relief tube may also be installed in the cockpit and stowed under the pilot seat. A valve lever is on the side of the relief tube horn. When the tube is in use, the lever must be depressed at all times. The relief tubes are for use during flight only.

The inverter also shuts down for an output short circuit. Following a short circuit shutdown, the inverter can be manually reset by cycling the furnishing switch off and on.

Furnishing Switch A switch on the cockpit overhead panel controls the inverter. The two-position switch FURN ON/OFF is standard. An optional switch has the following positions: FURN COFFEE ON/FURN ON/OFF. The inverter operates when the switch is in FURN ON or FURN COFFEE ON position.

AC POWER The aircraft has four AC power outlets to provide 115 VAC for laptop computers. The outlets are on each side of the cabin beneath the cabin tables. Access by lifting the cover placarded 115 VAC. One 115-volt, 60-Hz inverter powers the outlets. The inverter is in the right center section wing just outboard of the nacelle. The left generator bus supplies 28 VDC for the inverter through the INVERTER circuit breaker in the DC Power distribution panel under the center aisle floor. A 115 VAC-5 AMP circuit breaker adjacent to the inverter protects its output. For normal operation, input current to the inverter can vary from approximately 0.5 amperes to approximately 20 amperes depending on the load. The inverter is capable of providing a continuous output of 4 amperes. The total electrical load connected to the four outlets must not exceed 4 amperes. Excess load may cause the inverter input circuit breaker to open.

BAGGAGE COMPARTMENT On Model 350, the entire aft-cabin area aft of the foyer may be used as a baggage compartment. A nylon web restrains loose items. O n M o d e l 3 5 0 C, a s e p a r a t e b a g g a g e compartment is aft of the passenger compartment. A partition separates it from the passenger area. The toilet is on the aft wall of the baggage compartment. A nylon web restrains items. Unless authorized by applicable Departmen of Transportation Regulations, do not carry hazardous material anywhere in the aircraft. D o n o t c a r r y c h i l d re n i n t h e b a g g a g e compartment unless secured in a seat. Secure baggage and other objects with webs to prevent shifting in turbulent air.

The inverter shuts down for input over voltage, under voltage and high internal temperature conditions. It automatically resets when the conditions are corrected.

FOR TRAINING PURPOSES ONLY

1-21

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CONTROL SURFACES The King Air 350 has conventional ailerons and rudder. A T-tail horizontal stabilizer and elevator mounted at the extreme top of the vertical stabilizer. Conventional dual controls in the flight deck operate the cablecontrol surfaces.

Any time the aircraft is parked overnight or in windy conditions, install the rudder g u s t p i n a n d c o n t ro l l o c k s t o p re v e n t damage to the control surfaces and hinges or the controls (Figure 1-24). Dual push rod actuators are installed on all pilot controlled trim tabs.

Figure 1-24. Flight Control Locks

1-22

FOR TRAINING PURPOSES ONLY

GENERAL OPERATING INFORMATION PREFLIGHT INSPECTION The preflight inspection procedure has been divided into five areas as shown in Figure 1-25. The inspection begins in the flight compartment, proceeds aft, then moves clockwise around the aircraft.

TIEDOWN AND SECURING When the aircraft is parked overnight o r d u r i n g h i g h w i n d s, i t s h o u l d b e securely moored with protective covers (Figure 1-26). Place wheel chocks fore and aft of the main gear wheels and nose wheel. Using the mooring points, tie the aircraft down with suitable chain or rope. Install the control surface lock. Ensure flaps are up.

Figure 1-25. Preflight Inspection

FOR TRAINING PURPOSES ONLY

1-23

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Secure the propellers to prevent windmilling. This aircraft has free-spinning propellers that could be hazardous if not restrained. Allowing engine gears and bearings to windmill without lubrication is not a good practice. Install the engine inlet cover if there is blowing dust or rain. Before towing the aircraft, release the parking brake (brake handle pushed in) just under the left corner of the subpanel. Remove the rudder gust lockpin from the pinhole in the pilot floorboard. Serious damage to the tires, brakes, and steering l i n k a g e c a n re s u l t i f t h e s e i t e m s a r e not released.

TAXIING The ground turning radii are predicated on the use of partial braking action and differential power. Locking the inside brake can cause tire or strut damage. If the wingtip clears obstacles when turning the aircraft, the tail also clears. Because of the propeller windstream, an area directly to the rear of the engines can be hazardous to persons or parked aircraft when taxiing, turning, and starting t h e e n g i n e s. Wh i l e t h e v e l o c i t i e s a n d temperatures cannot be accurately measured, exercise reasonable care to prevent incidents within these danger areas (Figure 1-27).

PARKING BRAKE

PROPELLER TIEDOWNS

Figure 1-26. Tiedowns

1-24

FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 1-27. Turn Radius and Danger Areas

FOR TRAINING PURPOSES ONLY

1-25

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

SERVICING DATA

Air Min Control Speed (V MCA )

The Handling, Servicing, and Maintenance section of the POH outlines requirements for maintaining the King Air 350 in a condition equal to its original manufacture. This information sets time intervals at which the aircraft should be taken to a Hawker/ Beechcraft Service Center for periodic servicing or preventive mainten a n c e. A l l l i m i t s, p r o c e d u r e s, s a f e t y practices, time limits, servicing, and maintenance requirements contained in the POH are mandatory. This section of the POH also includes a consumable materials chart that lists approved and recommended materials for servicing the aircraft. The servicing data diagram (Figure 1-28) lists and illustrates servicing points and materials required. This chart is for reference only and is always superseded by the POH information.

LIMITATIONS Model 350ER limitations are in parenthesis where applicable.

AIRSPEED LIMITATIONS Maneuvering Speed (V A) 184 (182) KIAS Max Flap Extension/Extended Speeds (V FE ):

Propeller Feathered/ Flaps Up ..................... 94 (10 1) KIAS Propeller Feathered/ Flaps Approach............ 93 (98) KIAS Maximum Operating Speed V MO ............................. 263 (245) KIAS M MO ....................................... 0.58 Mach

Airspeed Indicator Display Red line ............................................ V MCA Solid red bar ........ Impending stallspeed low speed cue DN (white) ...................... Maximum speed permissible with flaps extended beyond approach APP (white) .................. Maximum speed permissible with flaps in approach position Blue line .................................. One-engine inoperative best rate-of-climb speed Solid red bar at top .............. V MO marker

WEIGHT LIMITS Max Ramp Weight .. 15,10 0 (16,600) lbs Max Takeoff Weight 15,000 (16,500) lbs

Approach ............................... 202 KIAS

Max Landing Weight 15,000 (15,675) lbs

Full Down .............................. 158 KIAS

Max Zero Fuel Weight 12,500 (13,000) lbs

Maximum Landing Gear Extended Speed (V LE )................................. 184 (182) KIAS M a x La n d i n g G e a r O p e ra t i n g S p e e d s (V LO )

Max Weight in Baggage Compartment: .......... 550 lbs Max Weight in Wing Lockers ........ 300 lbs

Extension ................... 184 (182) KIAS Retraction .................. 166 (164) KIAS

1-26

FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 1-28. Service Data

FOR TRAINING PURPOSES ONLY

1-27

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

MAXIMUM OPERATING LIMITS Normal Operation ...................... 35,0 0 0 ft Yaw Damp System .... 5,000 or 19,0 0 0 ft (strakes) With Aviation Gasoline: Both Standby Pumps Operative 35,000 ft Either Standby Pump Inoperative ................................ Prohibited Climb without crossfeed capability........................................ 20,0 0 0 ft

MAXIMUM OUTSIDE AIR TEMPERATURE LIMITS Sea Level to 25,000 ft Pressure Altitude ...................... ISA +37 C Above 25,000 ft Pressure Altitude ...................... ISA +31 C

GENERAL LIMITATIONS Acrobatic maneuvers, including spins, are prohibited.

Th e f o l l o w i n g l i m i t a t i o n s a p p l y when continued flight is required with a cracked outer or inner ply of the windshield. • Flight limited to 25 flight hours • Crack(s) must not impair visibility • Crack(s) must not interfere with use of windshield wipers for flights requiring use of wipers • Wi n d s h i e l d a n t i - i c e m u s t b e operational for flights into icing conditions • Following placard must be installed in view of the pilot: MAXIMUM AIRPLANE ALTITUDE IS LIMITED TO 25,0 0 0 FEET. CABIN ∆P MUST BE MAINTAINED BETWEEN 2.0 AND 4.6 PSI DURING FLIGHT Windshields that have cracks in both the inner and outer plies must be replaced prior to the next flight unless a special flight permit is obtained from the local FAA Flight Standards District Office.

Seat back of each occupied aft-facing seat must be in the upright position and headrest fully extended for takeoff and landing. All cargo must be properly secured by an FAA-approved cargo restraint system. Cargo must be arranged to permit free access to all exits and emergency exits.

CRACKED OR SHATTERED WINDSHIELD Windshields with a shattered inner ply have numerous cracks that obstruct forward vision. Small particles or flakes of glass can break free of the windshield and interfere with the crew's vision. These windshields must be replaced prior to the next flight unless a special flight permit is obtained f ro m t h e l o c a l FA A F l i g h t S t a n d a rd s District Office.

1-28

FOR TRAINING PURPOSES ONLY

CRACK IN SIDE WINDOW (COCKPIT OR CABIN)

Airspeeds for Safe Operation 15,000 (16,500) Lbs

The following limitations apply when continued flight is required with a cracked outer or inner ply in any side window. These limitations do not apply to minor compression-type chips (clamshell) that may occur on the milled edge of cockpit side windows. Refer to the maintenance manual for the disposition of such chips.

Max Demonstrated Crosswind Component .................................... 20 KIAS

• Limited to 25 flight hours. • Flights must be conducted with cabin depressurized. • Following placard must be installed in clear view of the pilot:

Two-Engine Best Angle-of-Climb (V X ).................................... 125 (135) KIAS Two-Engine Best Rate-of-Climb (V Y ) .................................. 140 (135) KIAS Cruise Climb: • Sea Level to 10,0 0 0 feet 170 KIAS • 10,0 0 0 to 15,0 0 0 feet ...... 160 KIAS • 15,0 0 0 to 20,0 0 0 feet ...... 150 KIAS • 20,0 0 0 to 25,0 0 0 feet ...... 140 KIAS • 25,0 0 0 to 30,0 0 0 feet ...... 130 KIAS

PRESSURIZED FLIGHT IS PROHIBITED DUE TO A CRACKED SlDE WINDOW. CONDUCT FLIGHT WITH THE CABIN PRESSURE SWITCH IN THE DUMP POSITION

• 30,0 0 0 to 35,0 0 0 feet ...... 120 KIAS Turbulent Air Penetration ...... 170 KIAS Intentional One-Engine Inoperative Speed (V SSE ) .............................. 110 (135) KIAS

Overspeed Warning MISCELLANEOUS AIRSPEEDS Emergency Airspeeds 15,000 (16,500) lbs Model 350ER airspeeds are in parenthesis where applicable.

An overspeed warning horn sounds when the airspeed exceeds the barber pole by no more than 6 knots or .0 1 Mach, whichever is less. A test switch on the copilot left subpanel allows the pilot to test the overspeed warning prior to flight.

One-Engine-Inoperative Best Angle-ofClimb (V XSE ) .............................. 125 KIAS One-Engine-Inoperative Best Rate-ofClimb (V YSE ) .............................. 125 KIAS Air Minimum Control Speeds (V MCA ): Flaps Up .................................... 94 KIAS Flaps Approach ....................... 93 KIAS One-Engine-Inoperative Enroute Climb ............................................ 125 KIAS Emergency Descent .................. 184 KIAS Maximum Range Glide ............ 135 KIAS

FOR TRAINING PURPOSES ONLY

1-29

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

INTENTIONALLY LEFT BLANK

1-30

FOR TRAINING PURPOSES ONLY

QUESTIONS 1. Aircraft equipped with dual strakes require yaw damper operation above _________ feet: A. 13,000 B. 15,000 C. 19,000 D. 20,000

6. Single pilot operations require: A. The pilot to use a headset with a boom microphone. B. A flight attendant. C. Operations not to be conducted under 14 CFR Part 135. D. Operations only during Day VFR.

2. Lateral-tracking seats must be in the full _______ position for _______ A. Outboard; takeoff only. B. Inboard; landing. C. Inboard; takeoff and landing. D. Outboard; takeoff and landing.

7. With appropriate equipment, the kinds of operations allowed: A. Permit flight at night. B. Prohibit flight at night. C. Pe r m i t f l i g h t i n i c e d u r i n g d a y operations only. D. Prohibit flight in ICE during night operations.

3. Illumination of the red master warning annunciator [DOOR UNLOCKED] indicates: A. The emergency escape hatch is open or not secure. B. The airstair door is open or not secure. C. The emergency or airstair door is open or not secure. D. Both the emergency and airstair doors are open or not secure. 4. Th e m a x i m u m a l l o w e d o p e r a t i n g altitude limit is ________ feet. A. 30,000 B. 35,000 C. 37,000 D. 41,000 5. Th e m a x i m u m a l l o w e d o p e r a t i n g temperature limit above 25,000 feet is ISA + ______°C. A. 25 B. 27 C. 31 D. 37

8. Passenger briefing cards are required at one per seat for: A. All operations. B. 14 CFR Part 135 operations. C. 14 CFR Part 135 operations with out a flight attendant. D. Single pilot operations only. 9. V XSE is _______ KIAS. A. 84 B. 125 C. 135 D. 140 10. V MCA for Flaps Approach is ______ KIAS. A. 85 B. 93 C. 94 D. 140

FOR TRAINING PURPOSES ONLY

1-31

1 AIRCRAFT GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 2 ELECTRICAL POWER SYSTEMS

Page INTRODUCTION ............................................................................................................... 2-1 GENERAL ........................................................................................................................... 2-1 COMPONENTS ................................................................................................................... 2-2 Battery ............................................................................................................................ 2-2 Starter/Generators ........................................................................................................ 2-3 Ammeters....................................................................................................................... 2-5 CIRCUIT BREAKERS ...................................................................................................... 2-5 Buses ............................................................................................................................... 2-7 OPERATION ....................................................................................................................... 2-9 Protection ....................................................................................................................... 2-9 Starting ......................................................................................................................... 2-11 Normal Operation....................................................................................................... 2-13 EXTERNAL POWER ...................................................................................................... 2-16 EMERGENCY AND ABNORMAL INDICATIONS ................................................ 2-17 Battery .......................................................................................................................... 2-18 Circuit Breaker Tripped ............................................................................................. 2-19 Generators ................................................................................................................... 2-19 System Distribution Schematics................................................................................ 2-22 CIRCUIT BREAKER LISTING .................................................................................... 2-27 QUESTIONS ...................................................................................................................... 2-31

FOR TRAINING PURPOSES ONLY

2-i

2 ELECTRICAL POWER SYSTEMS

CONTENTS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ILLUSTRATIONS Title

Page

2-1

Basic Electrical Symbols....................................................................................... 2-2

2-2

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

2-3

Starter/Generator Installation ............................................................................. 2-3

2-4

Pilot Subpanel........................................................................................................ 2-4

2-5

Overhead Light Control and Meter Panel......................................................... 2-5

2-6

Left Circuit Breaker Panel................................................................................... 2-5

2-7

Copilot Sidewall Circuit Breaker Panel ............................................................. 2-6

2-8

King Air 350 Electrical System Component Location ..................................... 2-7

2-9

Electrical System ................................................................................................... 2-8

2-10

BAT Switch ON................................................................................................... 2-11

2-11

Right Engine Start .............................................................................................. 2-12

2-12

Cross Generator Start ........................................................................................ 2-13

2-13

Both Generators On........................................................................................... 2-14

2-14

Both Generators On — Generator Ties Open................................................ 2-15

2-15

External Power.................................................................................................... 2-16

2-16

BAT TIE OPEN.................................................................................................. 2-18

2-17

L/R GEN TIE OPEN......................................................................................... 2-19

2-18

L/R DC GEN Annunciators.............................................................................. 2-19

2-19

Dual Generator Failure...................................................................................... 2-21

2-20

Battery Off........................................................................................................... 2-22

2-21

Right Generator On ........................................................................................... 2-23

2-22

Bus Sense Test with Both Generator On......................................................... 2-24

2-23

Left Generator Bus Isolated ............................................................................. 2-25

FOR TRAINING PURPOSES ONLY

2-iii

2 ELECTRICAL POWER SYSTEMS

Figure

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

2-24

Center Bus Isolated ........................................................................................... 2-26

2-25

Triple-Fed Bus Isolated ..................................................................................... 2-27

TABLES 2 ELECTRICAL POWER SYSTEMS

Table

Title

Page

2-1

King Air 350 Load Management...................................................................... 2-20

2-2

Circuit Breakers.................................................................................................. 2-28

2-iv

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

2 ELECTRICAL POWER SYSTEMS

CHAPTER 2 ELECTRICAL POWER SYSTEMS

INTRODUCTION A thorough understanding of the aircraft electrical system eases pilot workload in normal operations and prepares him for any electrical malfunctions that may occur. This chapter describes the electrical system components and operations so the pilot can quickly locate switches and circuit breakers for appropriate corrective actions in abnormal and emergency situations.

GENERAL The electrical system is a 28-volt DC system with the negative lead of each power source grounded to the main aircraft structure. Tw o s t a r t e r- g e n e r a t o r s c o n n e c t e d i n parallel and a battery provide the direct current.

An external power receptacle is available for an external power unit to provide electricity while the aircraft is on the ground. Power from these sources is distributed to the individual electrical loads with a multibus system. Each power source electrically

FOR TRAINING PURPOSES ONLY

2-1

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

2 ELECTRICAL POWER SYSTEMS

connects to the distribution system through relays and line contactors. Bus tie relays and individual bus relays interconnect the buses.

COMPONENTS

The electrical system provides maximum protection against loss of electrical power if a ground fault (or short) occurs.

The battery for the King Air 350 is a 42ampere-hour sealed lead acid battery. It is in the right wing center section in an aircooled box (Figure 2-2).

BATTERY

The schematics in this chapter use basic electrical symbols to illustrate the system. (Figure 2-1) provides a key to those symbols. BATTERY

FUSE

CURRENT LIMITER (OR ISOLATION LIMITER) THIS ACTS AS A LARGE, SLOW-BLOW FUSE

DIODE THE DIODE ACTS AS A ONE-WAY "CHECK VALVE" FOR ELECTRICITY. (Triangle points in direction of power flow. Power cannot flow in opposite direction.)

CIRCUIT BREAKER

SWITCH - TYPE CIRCUIT BREAKER

The battery is used for engine starting and as a final redundant power source if both generators fail. To meet specified battery duration times, the battery charge current must be 10 amps or less prior to takeoff. Takeoff with a battery charge current above 10 amps is permitted at the discretion of the pilot.

RELAY OPEN

The BAT switch and BAT BUS switch on the pilot left subpanel control the battery. With both switches in OFF, the battery disconnects from all electrical loads.

RELAY CLOSED

BUS TIE & SENSOR

Figure 2-1. Basic Electrical Symbols

2-2

Figure 2-2. Battery Installation

BAT BUS Switch The BAT BUS switch controls a remote c o n t ro l c i rc u i t b re a ke r i n t h e battery compartment that functions as a battery bus contactor.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

When the switch is in the EMER OFF position, the remote control circuit breaker o p e n s t o i s o l a t e t h e b a tt e r y f ro m t h e battery bus.

BAT Switch When the BAT switch is in ON, it closes the battery relay to apply power to the triplefed bus. The battery bus tie closes to apply power to the center bus. In the OFF position, both the battery relay and the battery bus tie relay open to disconnect the battery from all buses except the battery bus.

STARTER/GENERATORS

units (Figure 2-3). The unit is used as a starter to drive the engine during engine start and as a engine-driven generator to provide electrical power. A series starter winding is used during starter operation; a shunt field winding is used during generator operation. The regulated output voltage of the generator is 28.25 (±0.25) volts with a maximum continuous load rating of 30 0 amperes. In addition to the starter/generators, the generator system consists of control switches, generator control units (GCU), line contactors and loadmeters.

Starter Function The center bus provides starter power through a starter relay. A three-position IGNITION AND ENGINE START switch for each engine on the pilot left subpanel controls the operations. Switch positions are ON-OFF-STARTER ONLY.

Th e t w o 2 8 - v o l t , 3 0 0 - a m p e re s t a r t e r / generators are dual-purpose, engine-driven

Figure 2-3. Starter/Generator Installation

FOR TRAINING PURPOSES ONLY

2-3

2 ELECTRICAL POWER SYSTEMS

When the switch is in the NORM position, battery power is applied to the battery bus. Because the battery bus powers such items a s e n t r y l i g h t s a n d c l o c k s, t h i s i s t h e normal position.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

2 ELECTRICAL POWER SYSTEMS

Actuating a switch to either the STARTER ONLY or ON position supplies a signal to the start relay and generator field sense relay. The start relay energizes the starter. The generator field sense relay disables the shunt field to prevent generator operation during the start cycle. The starter drives the compressor section of the engine through accessory gearing.

Generator Function The generating function is self-exciting and does not require battery power for o p e ra t i o n . I t u s e s g e n e ra t o r re s i d u a l voltage for initial generator buildup.

the GEN RESET position, the generator voltage builds up to 28 volts and the line contactor is open. When the generator switch is released to ON, the line contactor closes.

Generator Control Unit Tw o g e n e ra t o r c o n t ro l u n i t s ( G C U s ) control generator operation. The GCU below the center aisle floor makes constant v o l t a g e a va i l a b l e t o t h e b u s e s d u r i n g variations in engine speed and electrical load requirements. The GCUs provide the following functions: • Voltage regulation/line contactor control

GEN Switch The L GEN and R GEN switches in the pilot left subpanel are under the MASTER SWITCH gang bar (Figure 2-4). Switch positions are GEN RESET–ON–OFF.

• Overvoltage/overexcitation protection • Paralleling/load sharing • Reverse-current protection

Placing the switch momentarily in GEN RESET and then releasing to the ON position brings the generators on-line. In

• Cross-generator-start current limiting

Figure 2-4. Pilot Subpanel

2-4

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

AMMETERS Left and right loadmeters on the overhead meter panel display the load on each generator (Figure 2-5).

Voltage on each bus may also be monitored on the voltmeter with the VOLTMETER BUS SELECT switch adjacent to the voltmeter. Selector positions include EXT PWR, CTR , L GEN, R GEN, TPL FED, BAT. Move the selector switch to appropriate position and then read the voltage on the adjacent loadmeter.

CIRCUIT BREAKERS DC power is distributed to the various systems via circuit breakers that protect most of the components in the aircraft. Two of these circuit breaker panels are in the cockpit. Each of the circuit breakers has its amperage rating printed on it. The smaller breaker panel is to the left of the pilot below the fuel management panel (Figure 2-6). The larger circuit breaker panel is on the copilot sidewall (Figure 2-7).

Figure 2-5. Overhead Light Control and Meter Panel

Figure 2-6. Left Circuit Breaker Panel

FOR TRAINING PURPOSES ONLY

2-5

2 ELECTRICAL POWER SYSTEMS

Each of these protection features is discussed in detail in the Operation portion of this chapter.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

A color-coded ring around each circuit breaker indicates the bus to which the circuit breaker connects. The triple-fed bus and battery bus circuit breakers are colorcoded yellow; left generator bus circuit breakers are blue; right generator bus circuit breakers are green; and the standby bus circuit breakers are red. 2 ELECTRICAL POWER SYSTEMS

Circuit breaker switches on the pilot right subpanel protect components such as exterior lighting and ice protection e q u i p m e n t . Th e s e s w i t c h e s h a v e t h e amperage rating stamped on the end of the switch. A typical listings of all buses and circuit breakers is at the end of this chapter.

Procedures for handling tripped circuit breakers and other related electrical system warnings are in the Emergency and Abnormal Procedures section of the Pilot’s Operating Handbook. As a general rule if a nonessential circuit breaker trips in flight, do not reset it. Resetting a tripped breaker could cause further damage to the component or system. If an essential system circuit breaker such as an avionics breaker trips, let it cool and then reset it. If it fails to reset, do not attempt to reset it again. Take corrective action according to the procedures in the appropriate section of the POH.

Figure 2-7. Copilot Sidewall Circuit Breaker Panel

2-6

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

• Ba tt e r y b u s — Ba tt e r y t h ro u g h a remote control circuit breaker

BUSES Electrical loads are divided among the buses. Equipment on the buses is arranged so that all items with duplicate functions (such as right and left landing lights) connect to different buses (Figure 2-8).

• Left and right generator bus—Left and right generators

• Center bus—Both generator buses and battery

In normal operation, all buses are automatically tied into a single-loop system where all sources supply power through individual protective devices.

The generator buses connect to the center bus with the left and right bus tie relays. The battery connects through the battery bus tie, which closes when the BAT switch is in

Buses and main power sources are the following:

LEGEND ABBREVIATIONS USED L = LEFT R = RIGHT B = BATTERY BT = BUS TIE LC = LINE CONTACTOR SB = SUB BUS SR = STARTER RELAY BB = BATTERY BUS DFB = DUAL FED BUS

EPR = EXTERNAL POWER RELAY STR/GEN = STARTER GENERATOR GEN CONT = GENERATOR CONTROL EXT PWR = EXTERNAL POWER CTR BUS = CENTER BUS RG = RIGHT GENERATOR LG = LEFT GENERATOR RCCB = REMOTE CONTROL CIRCUIT BREAKER

STR/ GEN

STR/ GEN

L L C

L G B U S

R L C

L S R

L B T

DUAL FED BUS

L S B

CTR BUS

BATT BUS

R S R

TRIPLE FED BUS

R B T

R S B

R G B U S

EXT PWR

RCCB EPR B R

B B T

BBS BATTERY BS GEN GEN CONT CONT

Figure 2-8. King Air 350 Electrical System Component Location

FOR TRAINING PURPOSES ONLY

2-7

2 ELECTRICAL POWER SYSTEMS

• Triple-fed bus—Battery and both generators buses

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

comes on line. If the battery is the only power source on line, both generator bus ties open to isolate the left and right generator buses from the battery. Equipment that remains operational during battery only operations has a white ring around the control switch.

ON. The battery is then available for center bus loads or recharging (Figure 2-9).

GEN TIES Switch In the OPEN position, both the left and right bus tie relays open to isolate both generator buses from the center bus. The NORM position allows automatic closure of the left and right bus tie relays when either generator or external power LEFT STARTER RELAY

TO GENERATOR FIELD

BUS SENSE GEN TIES RESET MAN CLOSE SPRING LOADED TO CENTER

STARTER/ GENERATOR

TEST L DC GEN

LOAD METER

L GEN TIE OPEN

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER LEVER LOCK OUT OF CENTER

OPEN R GEN TIE OPEN

LEFT GENERATOR SWITCH

LEFT LINE CONTACTOR

TO GENERATOR FIELD

STARTER/ GENERATOR

R DC GEN

LOAD METER

BAT TIE OPEN

RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

MAN TIES CLOSE

GENERATOR CONTROL

GENERATOR CONTROL 275

275 250

H E D

LEFT GEN BUS

ESIS BATT 5

ESIS BATT BUS BAT BUS SWITCH NORMAL

60

250

H E D

CENTER BUS

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

EXT PWR RECEPTACLE

BAT BUS CONTROL .5A

EXT PWR RELAY

BATTERY BUS TIE

BAT BUS

RCCB FROM BAT BUS

DUAL-FED BUS 275

2 ELECTRICAL POWER SYSTEMS

Momentarily placing the MAN TIE switch in the MAN CLOSE position during battery operation closes both generator bus ties. The battery then powers the generator buses.

HED

BATTERY AMMETER BATT SWITCH

BATTERY

BATTERY RELAY

60

20A

TRIPLE FED BUS

Figure 2-9. Electrical System

2-8

FOR TRAINING PURPOSES ONLY

60

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

BUS SENSE Switch Bus current sensors sense current to each generator bus from the center bus and current to the center bus from the battery. If either generator bus sensor senses a high current condition, it opens the corresponding generator bus tie to isolate the bus. If the battery bus sensor senses a high battery discharge current, it opens the battery bus tie to isolate the battery. The battery bus sensor does not work during engine starts and landing gear operation. Th e BU S S E N S E s w i t c h o n t h e p i l o t subpanel resets and tests the sensors. The RESET position resets the bus current sensors if they have tripped because of a test or an actual high current condition. The momentary TEST position opens the bus current sensors for the generator bus ties and battery ties. The yellow caution L and R GEN TIE OPEN and BAT TIE OPEN annunciators illuminate.

The AVIONICS MASTER circuit breaker in the right circuit breaker panel provides the power to control the avionics relays. If the avionics buses become disconnected as a result of a control circuit fault, the AVIONICS MASTER circuit breaker can be pulled to restore power.

OPERATION Th e D C p o w e r d i s t r i b u t i o n s y s t e m i s commonly called a triple-fed system because most buses receive power from three sources. The triple-fed bus powers many systems. Th r e e s o u r c e s ( g e n e r a t o r b u s e s a n d battery) power the triple-fed bus. It only receives power; it does not transfer electricity from one part of a system to another. That is a function of the the center bus. Because of this arrangement, a backup power source is available to most of the aircraft electrical systems. In normal operation, all buses are automatically tied together so that the battery and two generators collectively supply power through individual protective devices.

PROTECTION

AVIONICS MASTER POWER Switch Th re e a v i o n i c s b u s e s a re e l e c t r i c a l l y connected to the main distribution system through avionics relays. The AVIONICS MASTER POWER switch on the pilot subpanel controls these relays. The ON position opens the control circuit so the relays are in their normally closed p o s i t i o n s. Th i s s u p p l i e s p o w e r t o t h e avionics buses. The OFF position applies control power to the relays to disconnect the avionics buses.

The bus tie system protects the electrical system from excessively high current flow. The abilities to isolate a bus and load shed are equally important protective features. The system automatically removes excess loads (generator buses) when the power source is reduced to battery only. When both generators fail, the generator bus ties open to shed generator bus loads. The battery continues to power the center, triple-fed, and battery buses. If necessary, use the GEN TIE switch to manually close the generator ties. This restores power to the generator buses.

FOR TRAINING PURPOSES ONLY

2-9

2 ELECTRICAL POWER SYSTEMS

The green advisory MAN TIES CLOSE annunciator illuminates to indicate the generator bus ties have been manually closed during battery operation.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

When load shedding occurs in flight, land as soon as practical unless the situation can be remedied and at least one generator brought back online. Refer to the Abnormal Indications discussion in this section and emergency procedures section of the POH for more details. 2 ELECTRICAL POWER SYSTEMS

GCU Protection Voltage Regulation/Line Contactor Control

detect which generator is producing excessive voltage output and attempting to a b s o r b a l l e l e c t r i c a l l o a d s. Th e G C U overexcitation circuit disconnects that generator from the electrical system. The overexcitation portion of the GCU activates if generator voltage increases without control, but does not reach an overvoltage condition. If the generator field reaches the limitation value, this circuitry removes the affected generator from the bus.

The generators are normally regulated to 28.25 (±.25) VDC. When the GEN switch i s h e l d i n R E S ET, g e n e ra t o r re s i d u a l voltage is applied through the GCU to the generator shunt field. This causes generator output voltage to rise.

Paralleling/Load Sharing

When the switch is released to ON, the 28volt regulator circuit takes over. It controls the generator shunt field to maintain a c o n s t a n t o u t p u t v o l t a g e. Th e v o l t a g e regulator circuit varies shunt field excitation to maintain a constant 28-volt output from the generator for all rated conditions of generator speed, load, and temperature.

The paralleling circuits sense the interpole winding voltages of both generators to provide an indication of the load. The voltage regulator circuits are then biased up or down as required to increase or decrease generator loads until both generators share the load equally. The GCUs balance loads to within 10%.

When the GEN switch is released to ON, the GCU enables the line contactor control circuit. The GCU compares generator output voltage with aircraft bus voltage. If output voltage is within 0.5 volts of bus voltage, the GCU closes the line contactor to connect the generator to the aircraft bus. It also closes both generator ties to connect the center bus and generator buses. The generator can now recharge the aircraft battery and power all aircraft electrical loads.

Reverse-Current Protection

When a generator fails or is turned off, the GCU opens the line contactor to isolate the inoperative generator from its bus.

Overvoltage/Overexcitation The GCU provides overvoltage protection to prevent excessive generator voltage to electrical equipment. If a generator output reaches the maximum allowable 32-volts, the overexcitation circuits of the GCU 2-10

The paralleling circuit averages the output of both generators to equalize load levels. This feature is operative when both generators are online.

When a generator becomes underexcited or cannot maintain bus voltage for some reason (i.e., low generator speed during engine shutdown), it begins to draw current (rev e rse curre nt) from the e lectrical system. The GCU senses reverse current by comparing generator output voltage to generator bus voltage. When bus voltage exceeds output voltage, the GCU opens the line contactor to protect the generator.

Cross-Generator Start Current Limiting Wh e n t h e I G N I T I O N A N D E N G I N E START switch on the second engine is activated to ON during a cross-generator start, a signal from the switch is applied to the GCU of the operating generator.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

STARTING

Th i s a c t i va t e s t h e c ro s s - s t a r t c u r re n t limiting circuit to limit output of the operating generator to no more than 400 amps. This protects the 250-amp current limiter on the operating generator side. When a starter is selected, the bus tie sensors are disabled to prevent them from opening their respective bus tie relays. When using STARTER ONLY to motor the engine, the same functions occur.

• Through the battery relay to the triple-fed bus • Through the battery bus tie relay to the center bus • To b o t h s t a r t e r re l a y s t o p e r m i t starting either engine

LEFT STARTER RELAY

TO GENERATOR FIELD

BUS SENSE GEN TIES RESET MAN CLOSE SPRING LOADED TO CENTER

STARTER/ GENERATOR

TEST L DC GEN

LOAD METER

LEVER LOCK OUT OF CENTER

OPEN

L GEN TIE OPEN

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER

R GEN TIE OPEN

STARTER/ GENERATOR

R DC GEN

LOAD METER

BAT TIE OPEN

LEFT GENERATOR SWITCH

LEFT LINE CONTACTOR

TO GENERATOR FIELD

RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

MAN TIES CLOSE

GENERATOR CONTROL

GENERATOR CONTROL 275

275 250

H E D

LEFT GEN BUS

5

ESIS BATT BUS BAT BUS SWITCH NORMAL

60

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

EXT PWR RECEPTACLE

BAT BUS CONTROL .5A

BAT BUS

EXT PWR RELAY

BATTERY BUS TIE

60

RCCB FROM BAT BUS

DUAL-FED BUS 275

ESIS BATT

250

H E D

CENTER BUS

HED

BATTERY AMMETER BATT SWITCH

BATTERY

BATTERY RELAY

60

20A

TRIPLE FED BUS

Figure 2-10. BAT Switch ON FOR TRAINING PURPOSES ONLY

2-11

2 ELECTRICAL POWER SYSTEMS

When BAT switch is turned to ON (Figure 2-10), the battery relay and battery bus tie re l a y s c l o s e. Ba tt e r y p o w e r i s ro u t e d as follows:

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Normally one engine is started on battery power alone; the second engine uses a cross-generator start (Figure 2-12).

Without generator or external power, neither generator bus is powered because the generator bus ties are normally open when only battery power is available.

LEFT STARTER RELAY

TO GENERATOR FIELD

BUS SENSE GEN TIES RESET MAN CLOSE SPRING LOADED TO CENTER

STARTER/ GENERATOR

TEST L DC GEN

LOAD METER

L GEN TIE OPEN

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER LEVER LOCK OUT OF CENTER

OPEN R GEN TIE OPEN

LEFT GENERATOR SWITCH

LEFT LINE CONTACTOR

TO GENERATOR FIELD

STARTER/ GENERATOR

R DC GEN

LOAD METER

BAT TIE OPEN

RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

MAN TIES CLOSE

GENERATOR CONTROL

GENERATOR CONTROL 275

275 250

H E D

LEFT GEN BUS

ESIS BATT 5

ESIS BATT BUS BAT BUS SWITCH NORMAL

60

250

H E D

CENTER BUS

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

EXT PWR RECEPTACLE

BAT BUS CONTROL .5A

BAT BUS

EXT PWR RELAY

BATTERY BUS TIE RCCB

FROM BAT BUS DUAL-FED BUS 275

2 ELECTRICAL POWER SYSTEMS

The operating GCU limits its generator output to no more than 40 0 amps during a cross-generator start. This ensures that the 250-amp current limiter on the operating generator side does not open due to transient surges.

The starter relay connects the battery to the starter/generator during engine starts. With one engine running and its generator online (Figure 2-11), the opposite engine can be started with power from the battery and operating generator channeled through the starter relay. This is called a crossgenerator start.

HED

BATTERY AMMETER BATT SWITCH

BATTERY

BATTERY RELAY

60

20A

TRIPLE FED BUS

Figure 2-11. Right Engine Start

2-12

FOR TRAINING PURPOSES ONLY

60

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

In addition, while a starter is selected, the bus tie sensors are disabled to prevent them from opening their respective bus tie relays.

NOTE Th e a b o v e l i m i t a t i o n i s o n l y applicable when the starter is driving the engine, not when the engine is driving the starter.

CAUTION

LEFT STARTER RELAY

TO GENERATOR FIELD

After either engine has been started and its generator switch has been moved to RESET, the GCU brings the generator up

BUS SENSE GEN TIES RESET MAN CLOSE SPRING LOADED TO CENTER

STARTER/ GENERATOR

TEST L DC GEN

LOAD METER

LEVER LOCK OUT OF CENTER

OPEN

L GEN TIE OPEN

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER

R GEN TIE OPEN

STARTER/ GENERATOR

R DC GEN

LOAD METER

BAT TIE OPEN

LEFT GENERATOR SWITCH

LEFT LINE CONTACTOR

TO GENERATOR FIELD

RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

MAN TIES CLOSE

GENERATOR CONTROL

GENERATOR CONTROL 275

275 250

H E D

LEFT GEN BUS

5

ESIS BATT BUS BAT BUS SWITCH NORMAL

60

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

EXT PWR RECEPTACLE

BAT BUS CONTROL .5A

BAT BUS

EXT PWR RELAY

BATTERY BUS TIE

60

RCCB FROM BAT BUS

DUAL-FED BUS 275

ESIS BATT

250

H E D

CENTER BUS

BATTERY AMMETER

HED

BATT SWITCH

BATTERY

BATTERY RELAY

60

20A

TRIPLE FED BUS

Figure 2-12. Cross Generator Start

FOR TRAINING PURPOSES ONLY

2-13

2 ELECTRICAL POWER SYSTEMS

NORMAL OPERATION

Do not exceed the starter motor operating time limits of 30 seconds ON, five minutes off, 30 seconds ON, five minutes off, 30 seconds ON, then 30 minutes off.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

center bus, electricity flows to the battery through the battery bus tie and to the left generator bus through the left generator bus tie and 250-amp current limiter. Power is also fed to the triple-fed bus from the right generator bus.

to normal system voltage. Releasing the spring-loaded GEN switch to the center ON position closes the generator line contactor. This powers the the generator bus and closes both generator ties automatically (the green MAN TIES CLOSED annunciator extinguishes if the generator ties have been manually closed). This action distributes power through the right 250-amp current limiter and generator bus tie relay to the center bus. From the LEFT STARTER RELAY

TO GENERATOR FIELD

BUS SENSE GEN TIES RESET MAN CLOSE SPRING LOADED TO CENTER

STARTER/ GENERATOR

TEST L DC GEN

LOAD METER

L GEN TIE OPEN

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER LEVER LOCK OUT OF CENTER

OPEN R GEN TIE OPEN

LEFT GENERATOR SWITCH

LEFT LINE CONTACTOR

TO GENERATOR FIELD

STARTER/ GENERATOR

R DC GEN

LOAD METER

BAT TIE OPEN

RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

MAN TIES CLOSE

GENERATOR CONTROL

GENERATOR CONTROL 275

275 250

H E D

LEFT GEN BUS

ESIS BATT 5

ESIS BATT BUS BAT BUS SWITCH NORMAL

60

250

H E D

CENTER BUS

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

EXT PWR RECEPTACLE

BAT BUS CONTROL .5A

BAT BUS

EXT PWR RELAY

BATTERY BUS TIE RCCB

FROM BAT BUS DUAL-FED BUS 275

2 ELECTRICAL POWER SYSTEMS

When both generators are operating, each generator directly feeds its own generator bus which, in turn, feeds the center bus, triple-fed bus, battery bus, and battery, if it is discharged (Figure 2-13).

HED

BATTERY AMMETER BATT SWITCH

BATTERY

BATTERY RELAY

60

20A

TRIPLE FED BUS

Figure 2-13. Both Generators On

2-14

FOR TRAINING PURPOSES ONLY

60

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

LEFT STARTER RELAY

TO GENERATOR FIELD

BUS SENSE GEN TIES RESET MAN CLOSE

TEST

STARTER/ GENERATOR L DC GEN

LOAD METER

STARTER/ GENERATOR

R GEN TIE OPEN

R DC GEN

LOAD METER

BAT TIE OPEN

LEFT GENERATOR SWITCH

LEFT LINE CONTACTOR

TO GENERATOR FIELD

LEVER LOCK OUT OF CENTER

OPEN

L GEN TIE OPEN

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER

SPRING LOADED TO CENTER

RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

MAN TIES CLOSE

GENERATOR CONTROL

GENERATOR CONTROL 275

275 250

H E D

LEFT GEN BUS

ESIS BATT 5

2 ELECTRICAL POWER SYSTEMS

(Figure 2-14) depicts the system with the generator ties open.

The center bus ties the generator bus and battery together. The triple-fed bus is powered (or fed) from the battery and each generator bus through 60-amp limiters and through diodes that provide fault isolation protection between the power sources.

ESIS BATT BUS BAT BUS SWITCH NORMAL

60

250

H E D

CENTER BUS

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

EXT PWR RECEPTACLE

BAT BUS CONTROL .5A

BAT BUS

EXT PWR RELAY BATTERY BUS TIE

60

RCCB

FROM BAT BUS 275

DUAL-FED BUS HED

BATTERY AMMETER BATT SWITCH

BATTERY

BATTERY RELAY

60

20A

TRIPLE FED BUS

Figure 2-14. Both Generators On - Generator Ties Open

FOR TRAINING PURPOSES ONLY

2-15

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

2-15). It is recommended that the battery be online (BAT switch in ON) whenever the external power is in use.

EXTERNAL POWER The external power receptacle under the right wing outboard of the nacelle facilitates connecting a 28 VDC external power unit to the aircraft electrical system. An EXT PWR control switch in the pilot left subpanel controls the external power relay. The external power relay closes when the switch is in the ON position (Figure LEFT STARTER RELAY

TO GENERATOR FIELD

BUS SENSE GEN TIES RESET MAN CLOSE SPRING LOADED TO CENTER

TEST

STARTER/ GENERATOR L DC GEN

LOAD METER

L GEN TIE OPEN

R GEN TIE OPEN

LEFT LINE CONTACTOR

TO GENERATOR FIELD

STARTER/ GENERATOR

R DC GEN

BAT TIE OPEN

LEFT GENERATOR SWITCH

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER LEVER LOCK OUT OF CENTER

OPEN

LOAD METER RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

EXT PWR

MAN TIES CLOSE

GENERATOR CONTROL

GENERATOR CONTROL 275

275 250

H E D

LEFT GEN BUS

ESIS BATT 5

ESIS BATT BUS BAT BUS SWITCH NORMAL

60

250

H E D

CENTER BUS

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

EXT PWR RECEPTACLE

BAT BUS CONTROL .5A

EXT PWR RELAY

BATTERY BUS TIE

BAT BUS

RCCB FROM BAT BUS

DUAL-FED BUS 275

2 ELECTRICAL POWER SYSTEMS

Before selecting the ON position of the EXT PWR switch, verify the external power voltage is within acceptable limits (28.0 – 28 4 volts). Turn the VOLTMETER BUS SELECT switch in the overhead panel to the EXT PWR position and read the voltage.

HED

BATTERY AMMETER BATT SWITCH

BATTERY

BATTERY RELAY

60

20A

TRIPLE FED BUS

Figure 2-15. External Power

2-16

FOR TRAINING PURPOSES ONLY

60

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The overvoltage protection circuit opens the external power relay to electrically disconnect the external power from the aircraft if an over voltage occurs. After an overvoltage disconnection occurs, turn the EXT PWR switch to off to reset the overvoltage circuit. The yellow caution EXT PWR annunciator illuminates to indicate the state of the external power. Steady illumination indicates that the external power is electrically connected and supplying power to the aircraft electrical system. A flashing EXT PWR annunciator indicates that an external power plug is connected to the aircraft, but the external power output voltage is low or the external power is electrically disconnected from the aircraft electrical system. Correct either condition to prevent depleting the battery. Observe the following precautions when using an external power source.

CAUTION Th e r e c o m m e n d e d m i n i m u m indicated battery voltage prior to connecting external power is 23 volts; however, never connect an e x t e r n a l p o w e r s o u rc e t o t h e aircraft unless a battery indicating a charge of at least 20 volts is in the aircraft. If the battery voltage is less than 2 0 v o l t s, t h e b a t t e r y m u s t b e re c h a rg e d o r re p l a c e d w i t h a battery indicating at least 20 volts before connecting external power. Use only an external power source fitted with an AN-type plug.

Voltage is required to energize the avionics master power relays to remove power from the avionics equipment. Therefore, never apply external power to the aircraft without first applying battery voltage. The battery may be damaged if exposed to voltages higher than 30 volts for extended periods of time. Refer to the Normal Procedures section of the POH for using external power.

EMERGENCY AND ABNORMAL INDICATIONS Electrical fires are covered in the Emergency Procedures section of the P i l o t ’s O p e ra t i n g H a n d b o o k ( P O H ) . Emergency and abnormal in-flight situations are described in the Emergency and Abnormal Procedures section of the POH. Generator and battery irregularities are described there under Electrical System Failures. G e n e ra t o r b u s a n d c e n t e r b u s f a u l t s / malfunctions are normally associated with illumination of the corresponding bus tie a n n u n c i a t o r s. A t r i p l e - f e d b u s f a u l t / malfunction does not have an associated b u s t i e i n d i c a t i o n . I n a l l c a s e s, a b u s problem should be investigated by referencing other bus indications, such as loss of related equipment, and by checking bus voltages with the VOLTMETER BUS SELECT and/or loadmeter indications. Complete bus loss is a highly unlikely situation. The multi-bus electrical system has protection devices that normally isolate a fault with minimum equipment loss.

FOR TRAINING PURPOSES ONLY

2-17

2 ELECTRICAL POWER SYSTEMS

Reverse polarity protection and overvoltage protection are provided. The reverse polarity protection circuit prevents the external power relay from closing if the external power polarity is different than the aircraft electrical system.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Battery malfunctions are extremely rare. There have been a few cases in aircraft with similar installations where malfunctions have occurred; however, the battery monitoring system has provided sufficient warning to the pilot for timely corrective action to be completed before the situation could deteriorate to a more serious condition. 2 ELECTRICAL POWER SYSTEMS

Th e re a re t w o re a s o n s f o r t h i s s a f e t y margin. First, battery malfunctions are historically slow to develop and can be identified early with the charge monitoring system. Second, sufficient cooling is provided to the battery in flight to diminish the likelihood of serious damage to the aircraft or its electrical system. Therefore, when identified early, a battery malfunction will not deteriorate into a serious condition as long as th e p i l o t complies with the proper procedures as outlined in the POH.

BATTERY BAT TIE OPEN Annunciator Illuminated If the BAT TIE OPEN annunciator is illuminated, the battery bus tie relay is open (Figure 2-16). This indicates a possible center bus fault/malfunction. Check the center bus for proper voltage indication.

If it is within normal limits (24 to 28 volts), attempt to reset the bus tie by momentarily actuating the BUS SENSE switch to RESET. If this is successful, a transient spike in the electrical system tripped the sensor and opened the battery tie relay. If this procedure was unsuccessful, there is a probable malfunction within the battery bus tie circuitry that cannot be reset at this time. If center bus voltage is 0, there is a possible center bus fault. Open the generator bus tie relays by moving the GEN TIES switch to OPEN. Check to ensure that both GEN TIE OPEN annunciators illuminate. Pull the LANDING GEAR RELAY circuit breaker on the pilot right subpanel.

WARNING If electrical power is applied to the landing gear hydraulic pump motor relay with the center bus shorted, damage may occur to the electrical system.

NOTE It will not be possible to charge the battery and the landing gear will have to be manually extended. With the center bus unpowered, turn the air conditioning system off prior to landing. Refer to the POH for procedural details.

CIRCUIT BREAKER TRIPPED Figure 2-16. BAT TIE OPEN

If one of the circuit breakers in the cockpit trip and it is a nonessential circuit, do not reset in flight. If it is an essential circuit, push to reset. If the circuit breaker trips again, do not reset. In this situation, a connected item may be inoperative.

2-18

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

L or R GEN TIE OPEN Annunciator Illuminated

L or R DC GEN Annunciator Illuminated (Generator Inoperative)

Illumination of a L or R GEN TIE OPEN annunciator indicates a left or right generator tie is open (Figure 2-17). This signals a possible generator bus fault/malfunction.

If the L or R DC GEN yellow caution annunciator (Figure 2-18) illuminates during flight, verify with the associated loadmeter. Then push the corresponding generator switch to RESET and after one second to ON.

Figure 2-17. L/R GEN TIE OPEN

Figure 2-18. L/R DC GEN Annunciators

Monitor the corresponding loadmeter. If it is less than 100 percent and a normal indication, move the BUS SENSE switch to RESET. If it is greater than 100 percent or an abnormal indication, turn the appropriate generator OFF and monitor the opposite loadmeter not to exceed 10 0 percent. If the generator bus tie relay does not reset, monitor the loadmeters.

If the generator does not reset, turn it off and rely on the other generator. Monitor the loadmeter so the load on the remaining generator does not exceed 100 percent. Tu r n o f f a l l n o n e s s e n t i a l e l e c t r i c a l equipment as necessary.

In this situation, the generator paralleling circuit is open. The generators, therefore, are not sharing the aircraft electrical loads equally and the loadmeters need not be within 10% of each other. Monitor the loadmeters to ensure that neither exceeds 100% total load. Refer to the POH for procedural details.

FOR TRAINING PURPOSES ONLY

2-19

2 ELECTRICAL POWER SYSTEMS

GENERATORS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Load Management for Dual Generator Failure

2 ELECTRICAL POWER SYSTEMS

The equipment listed in Table 2-1 remains operable after a dual generator failure (Figure 2-19). With only the equipment o p e ra t i n g l i s t e d a s c o n t i n u o u s i n t h e OPERATING TIME column, the battery duration is approximately 30 minutes (based upon a 50-amp load and a 75% battery capacity). Use of the equipment with prescribed operating times reduces battery duration by the approximate times listed. Multiple usage of this equipment is additive. Table 2-1. KING AIR 350 LOAD MANAGEMENT

Table 2-1. KING AIR 350 LOAD MANAGEMENT (Cont)

EQUIPMENT

OPERATING TIME (MIN)

REDUCTION IN MAIN BATTERY DURATION (MIN)

Annunciator Panel

As Required

-----

Instrument Indirect/ Emergency Lights

Continuous

-----

Cabin Lights

5

2

Ice Light

5

0.5

Continuous

----

Taxi Lights

1

0.5

Digital OAT

Continuous

----

Fuel Quantity Indicator

Continuous

----

5

1

Beacon Lights

OPERATING TIME (MIN)

REDUCTION IN MAIN BATTERY DURATION (MIN)

Air-driven Attitude Gyro

Continuous

----

Standby Attitude Gyro

Continuous

None*

Left Bleed Air Valve

Continuous

----

Inverter 1

Continuous

-----

Pressurization Control

Continuous

----

3

0.5 ----

Continuous

-----

Nav 1

Continuous

----

Cabin Temperature Control

Continuous

Pilot Audio

RMI 2

Continuous

----

Engine Ignition

0.5

0.1

Pilot Altimeter

Continuous

----

Surface Deice

6 cycles

0.1

Pilot ADI (Electromechanical)

Continuous

----

Left and Right Main Engine Anti-ice

Single Operation

0.1

Pilot EADI (EFIS)

Not Operational

----

Manual Prop Deice

3

3

Pilot HSI (Electromechanical)

Continuous

----

Windshield Wiper

1

0.1

Pilot EHSI (EFIS)

Not Operational

----

Left Pitot Heat

Continuous

----

Landing Gear

0.5

Continuous

----

Single Operation

EQUIPMENT

Comm 1 Xmit

Turn & Slip Indicator

Single Standby Fuel Pump

* Optional equipment. Powered by Auxiliary battery.

2-20

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

NOTE WARNING

Equipment that remains operable is designated with a WHITE C I RC L E a r o u n d t h e c o n t r o l switch. Attitude reference will depend upon the specific instrument panel equipment. Refer to t h e LOA D M A NAG E M E N T table to determine which attitude instruments will remain operable with a dual generator failure. BUS SENSE GEN TIES RESET MAN CLOSE SPRING LOADED TO CENTER

STARTER/ GENERATOR

TEST L DC GEN

LOAD METER

LEVER LOCK OUT OF CENTER

OPEN

L GEN TIE OPEN

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER

R GEN TIE OPEN

LOAD METER

BAT TIE OPEN

LEFT GENERATOR SWITCH

LEFT LINE CONTACTOR

TO GENERATOR FIELD

STARTER/ GENERATOR

R DC GEN

RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

MAN TIES CLOSE

GENERATOR CONTROL

GENERATOR CONTROL 275

275 250

H E D

LEFT GEN BUS

5

ESIS BATT BUS BAT BUS SWITCH NORMAL

60

250

H E D

CENTER BUS

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

EXT PWR RECEPTACLE

BAT BUS CONTROL .5A

BAT BUS

EXT PWR RELAY

BATTERY BUS TIE

60

RCCB FROM BAT BUS

DUAL-FED BUS 275

ESIS BATT

2 ELECTRICAL POWER SYSTEMS

LEFT STARTER RELAY

TO GENERATOR FIELD

Do not place the GEN TIES s w i t c h i n t h e M A N C LO S E position. This action reconnects the left and right generator bus l o a d s a n d s e v e re l y l i m i t s t h e battery duration.

HED

BATTERY AMMETER BATT SWITCH

BATTERY

BATTERY RELAY

60

20A

TRIPLE FED BUS

Figure 2-19. Dual Generator Failure

FOR TRAINING PURPOSES ONLY

2-21

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

• Figure 2-22: Bus Sense Test with Both Generators On

SYSTEM DISTRIBUTION SCHEMATICS

• Fi g u re 2 - 2 3 : L e f t G e n e ra t o r B u s Isolated

The following pages present a variety of electrical scenarios. These include the following:

• Figure 2-24: Center Bus Isolated • Figure 2-25: Triple-Fed Bus Isolated

• Figure 2-20: Battery Off

LEFT STARTER RELAY

TO GENERATOR FIELD

BUS SENSE GEN TIES RESET MAN CLOSE SPRING LOADED TO CENTER

STARTER/ GENERATOR

TEST L DC GEN

LOAD METER

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER LEVER LOCK OUT OF CENTER

OPEN

L GEN TIE OPEN

R GEN TIE OPEN

LEFT LINE CONTACTOR

TO GENERATOR FIELD

STARTER/ GENERATOR

R DC GEN

LOAD METER

BAT TIE OPEN

LEFT GENERATOR SWITCH

RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

MAN TIES CLOSE

GENERATOR CONTROL

GENERATOR CONTROL 275

275 250

H E D

LEFT GEN BUS

ESIS BATT 5

ESIS BATT BUS BAT BUS SWITCH NORMAL

60

250

H E D

CENTER BUS

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

EXT PWR RECEPTACLE

BAT BUS CONTROL .5A

EXT PWR RELAY

BATTERY BUS TIE

BAT BUS

RCCB FROM BAT BUS

DUAL-FED BUS 275

2 ELECTRICAL POWER SYSTEMS

• Figure 2-21: Right Generator On

HED

BATTERY AMMETER BATT SWITCH

BATTERY

BATTERY RELAY

60

20A

TRIPLE FED BUS

Figure 2-20. Battery Off

2-22

FOR TRAINING PURPOSES ONLY

60

LEFT STARTER RELAY

TO GENERATOR FIELD

SPRING LOADED TO CENTER

STARTER/ GENERATOR

BUS SENSE GEN TIES RESET MAN CLOSE

TEST L DC GEN

LOAD METER

LEVER LOCK OUT OF CENTER

OPEN R GEN TIE OPEN

L GEN TIE OPEN

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER

LOAD METER

BAT TIE OPEN

LEFT GENERATOR SWITCH

LEFT LINE CONTACTOR

250

H E D

5

ESIS BATT BUS BAT BUS SWITCH NORMAL

60

250

H E D

CENTER BUS

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

BAT BUS CONTROL .5A

BAT BUS

EXT PWR RELAY

BATTERY BUS TIE

EXT PWR RECEPTACLE 60

RCCB FROM BAT BUS

DUAL-FED BUS 275

ESIS BATT

GENERATOR CONTROL

275

275

LEFT GEN BUS

RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

MAN TIES CLOSE

GENERATOR CONTROL

TO GENERATOR FIELD

STARTER/ GENERATOR

R DC GEN

2 ELECTRICAL POWER SYSTEMS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

BATTERY AMMETER

HED

BATT SWITCH BATTERY

BATTERY RELAY

60

20A TRIPLE FED BUS

Figure 2-21. Right Generator On

FOR TRAINING PURPOSES ONLY

2-23

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

2 ELECTRICAL POWER SYSTEMS

LEFT STARTER RELAY

TO GENERATOR FIELD

SPRING LOADED TO CENTER

STARTER/ GENERATOR

BUS SENSE GEN TIES RESET MAN CLOSE

TEST L DC GEN

LOAD METER

LEVER LOCK OUT OF CENTER

OPEN R GEN TIE OPEN

L GEN TIE OPEN

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER

STARTER/ GENERATOR

R DC GEN

LOAD METER

BAT TIE OPEN

LEFT GENERATOR SWITCH

LEFT LINE CONTACTOR

GENERATOR CONTROL 250

ESIS BATT

5

BAT BUS SWITCH NORMAL

60

GENERATOR CONTROL

275 H E D

ESIS BATT BUS

RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

MAN TIES CLOSE

275

LEFT GEN BUS

TO GENERATOR FIELD

250

H E D

CENTER BUS

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

BAT BUS CONTROL .5A

BAT BUS

EXT PWR RELAY

BATTERY BUS TIE RCCB

FROM BAT BUS 275

DUAL-FED BUS BATTERY AMMETER

HED

BATT SWITCH BATTERY

BATTERY RELAY

60

20A TRIPLE FED BUS

Figure 2-22. Bus Sense Test with Both Generator On

2-24

FOR TRAINING PURPOSES ONLY

EXT PWR RECEPTACLE 60

LEFT STARTER RELAY

TO GENERATOR FIELD

SPRING LOADED TO CENTER

STARTER/ GENERATOR

BUS SENSE GEN TIES RESET MAN CLOSE

TEST L DC GEN

LOAD METER

LEVER LOCK OUT OF CENTER

OPEN R GEN TIE OPEN

L GEN TIE OPEN

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER

LOAD METER

BAT TIE OPEN

LEFT GENERATOR SWITCH

LEFT LINE CONTACTOR

GENERATOR CONTROL 250

5

MAN TIES CLOSE

H E D

ESIS BATT BUS BAT BUS SWITCH NORMAL

60

GENERATOR CONTROL

275

250

H E D

CENTER BUS

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

BAT BUS CONTROL .5A

BAT BUS

EXT PWR RELAY

BATTERY BUS TIE

EXT PWR RECEPTACLE 60

RCCB FROM BAT BUS

DUAL-FED BUS 275

ESIS BATT

RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

275

LEFT GEN BUS

TO GENERATOR FIELD

STARTER/ GENERATOR

R DC GEN

2 ELECTRICAL POWER SYSTEMS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

BATTERY AMMETER

HED

BATT SWITCH BATTERY

BATTERY RELAY

60

20A TRIPLE FED BUS

Figure 2-23. Left Generator Bus Isolated

FOR TRAINING PURPOSES ONLY

2-25

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

SPRING LOADED TO CENTER

STARTER/ GENERATOR

BUS SENSE GEN TIES RESET MAN CLOSE

TEST L DC GEN

LOAD METER

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER LEVER LOCK OUT OF CENTER

OPEN R GEN TIE OPEN

L GEN TIE OPEN

LEFT LINE CONTACTOR

LOAD METER

250

ESIS BATT

5

H E D

ESIS BATT BUS BAT BUS SWITCH NORMAL

60

GENERATOR CONTROL

275

275

LEFT GEN BUS

RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

MAN TIES CLOSE

GENERATOR CONTROL

TO GENERATOR FIELD

STARTER/ GENERATOR

R DC GEN

BAT TIE OPEN

LEFT GENERATOR SWITCH

250

H E D

CENTER BUS

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

BAT BUS CONTROL .5A

BAT BUS

EXT PWR RELAY

BATTERY BUS TIE RCCB

FROM BAT BUS DUAL-FED BUS 275

2 ELECTRICAL POWER SYSTEMS

LEFT STARTER RELAY

TO GENERATOR FIELD

BATTERY AMMETER

HED

BATT SWITCH BATTERY

BATTERY RELAY

60

20A TRIPLE FED BUS

Figure 2-24. Center Bus Isolated

2-26

FOR TRAINING PURPOSES ONLY

EXT PWR RECEPTACLE 60

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CIRCUIT BREAKER LISTING

LEFT STARTER RELAY

TO GENERATOR FIELD

SPRING LOADED TO CENTER

STARTER/ GENERATOR

BUS SENSE GEN TIES RESET MAN CLOSE

TEST L DC GEN

LOAD METER

LEVER LOCK OUT OF CENTER

OPEN R GEN TIE OPEN

L GEN TIE OPEN

LEFT STARTER RELAY

SPRING LOADED FROM MAN CLOSE TO CENTER

LOAD METER

BAT TIE OPEN

LEFT GENERATOR SWITCH

LEFT LINE CONTACTOR

250

H E D

5

ESIS BATT BUS BAT BUS SWITCH NORMAL

60

250

H E D

CENTER BUS

RIGHT GEN BUS RIGHT GENERATOR BUS TIE

BAT BUS CONTROL .5A

BAT BUS

EXT PWR RELAY

BATTERY BUS TIE

EXT PWR RECEPTACLE 60

RCCB FROM BAT BUS

DUAL-FED BUS 275

ESIS BATT

GENERATOR CONTROL

275

275

LEFT GEN BUS

RIGHT GENERATOR SWITCH

RIGHT LINE CONTACTOR

MAN TIES CLOSE

GENERATOR CONTROL

TO GENERATOR FIELD

STARTER/ GENERATOR

R DC GEN

2 ELECTRICAL POWER SYSTEMS

The Table 2-2 provides a handy reference of the buses and their circuit breakers.

BATTERY AMMETER

HED

BATT SWITCH BATTERY

BATTERY RELAY

60

20A TRIPLE FED BUS

Figure 2-25. Triple-Fed Bus Isolated

FOR TRAINING PURPOSES ONLY

2-27

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Table 2-2. CIRCUIT BREAKERS LEFT GENERATOR BUS AVIONICS

ENVIRONMENTAL

FURNISHINGS

Pilot Cntl Instr Lights

Pilot PFD Heater

Bleed Air Control, R

Cigar Lighter

Pilot PFD & DCP Lights

DBU

Blower,Cabin Fwd

Furnishings Master Control

Plt Flt Instr & Side Pnl Lights

Radiant Heat (Cargo Door)

Inverter (Cabin Outlets)

Tail Flood Lights

2 ELECTRICAL POWER SYSTEMS

ELECTRICAL Bus Tie Power

Refreshment Bar ESIS

LIGHTS

WEATHER

ESIS Battery Charge

FGP Lights

Engine Anti-Ice, Standby, L

ENGINES

Landing, L

Fuel Vent, L

Chip Detector, L

FLIGHT CONTROLS

MFD & RTU Lights

Pilot Wdshld Anti-Ice Contro

DCU 1

Flap Ind & Control

Nav Lights

Pilot Wdshld Anti-Ice Pwr

EDC 1

Flap Motor

No Smk, FSB, & Baggage

Prop Deice, Auto

ESIS BATTERY BUS ESIS Bus Control

ESIS Disp

ESIS Lights

HDG Snsr

CENTER BUS ELECTRICAL

Test Jack

LANDING GEAR

Bus Tie Control

ENVIRONMENTAL

Landing Gear Motor

Taxi Lights

Bus Tie Indicator

Condenser Blower

LIGHTS

WEATHER

Bus Tie Power

Elec Heat

Beacon Lights

Man Prop Deice, L & R

Ice Lights

RIGHT GENERATOR BUS AVIONICS

ENVIRONMENTAL

LIGHTS

WEATHER

EGPWS

Air Cond Clutch

CDU 1/CDU 2

Brake Deice (opt.)

MFD Heater

Blower, Cabin Aft

Copilot PFD & DCP Lts

Copilot Windshield Anti-Ice

ELECTRICAL

Blower,Cockpit

Copilot PFD & DCP Lts

Engine Anti-Ice, Stby, R

Bus Tie Power, R Gen

Copilot Flight Instr Lts

Fuel Vent, R

ENGINES

Landing, R

Pitot Heat, R

Chip Detector, R

FLIGHT CONTROLS

Pedestal Light Control

Stall Warn Heat

DCU 2

Pitch Trim

Reading Lights

Window Defog

EDC 2

Recognition Lights

Prop Gov Test

FURNISHINGS

Strobe Lights

Prop Sync

Toilet

Subpnl, Ovhd, Cons Lts

BATTERY BUS ELECTRICAL

Bat Relay

Gnd Com

Avionics

Bat Bus Cont

Gnd Heat

DUAL-FED BUS ENGINES Eng Fire Ext, L

2-28

Eng Fire Ext, R

LIGHTS Cabin Entry Lts

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Table 2-2. CIRCUIT BREAKERS (Cont) TRIPLE-FED BUS Gen Reset

FLIGHT INSTRUMENTS

WARNINGS/ANNUNCIATORS

ENGINES

Outside Air Temp

Annunciator Ind

Aural Warn

Autofeather

FUEL

Annunciator Power

Avionics Master

DCU 1 and 2 Secondary Aux Fuel XFR & Warn, L & R

Avionics Annunciator

Cabin Audio

Fire Detect, L & R

Crossfeed

Bleed Air Warning, L & R

* CCP

Ignitor Power, L & R

Firewall Valve, L & R

Ldg Gear Ind

DC Converter 2

Oil Press, L & R

Fuel Press Warn, L & R

Ldg Gear Warn

FGC 1 Servo

Start Control, L & R

Fuel Qty, L & R

Oil Press Warn, L & R

FGC 2 Servo

Torque Meter, L & R

Fuel Qty Warn, L & R

Stall Warn

IAPS, L & R

ENVIRONMENTAL

Stby Pump, L & R

MFD

Bleed Air Control, L

LANDING GEAR

WEATHER

Pilot Audio

Cabin Alt High

LDG Gear Control Control

Eng Anti-Ice, Main, L & R

Pilot Audio Control

Cabin Diff Press

2 ELECTRICAL POWER SYSTEMS

AVIONICS AHC 2 Secondary

Manual Prop Deice Cont

Voice Rcdr

Oxygen Control

LIGHTS

Pitot Heat, L

ELECTRICAL

Press Control

Cabin Lights

Surface Deice

Bus Tie Power

Temp Control

Instrument Indirect Lights

Wshd Wiper

LEFT GENERATOR AVIONICS BUS AVIONICS

* FSU

HF COM (opt.)

CDU 1

* FSU FAN

Radar

TEL

DIALER

GPS 1

SELCAL (opt.)

ENVIRONMENTAL

DME 1

HF ANT (opt.)

TCAS

Nose Equipment Cooling

TRIPLE-FED AVIONICS BUS AVIONICS

AHC 1 Secondary

ADC 1 AHC 1

DC Converter 1

Pilot PFD

ATC 1

NAV 1

RTU

COM 1

Pilot DCP

RIGHT GENERATOR AVIONICS BUS AVIONICS

Copilot Audio

GPS 2 (opt.)

ADC 2

Copilot Audio Control

NAV 2

AHC 2

Copilot DCP

Radio Altimeter

ATC 2

Copilot PFD

* XM WX (opt.)

CDU 2 (opt.)

Copilot PFD Heater

ENVIRONMENTAL

COM 2

* CMU (opt.)

Flight Instr Pnl Cooling

* COM 3 (opt.)

DME 2 (opt.)

IEC

* If Installed

FOR TRAINING PURPOSES ONLY

2-29

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

2 ELECTRICAL POWER SYSTEMS

INTENTIONALLY LEFT BLANK

2-30

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1. During a battery start, prior to selecting ON with the IGNITION AND ENGINE START switch and before starting the second engine, the DC percent loadmeter should read approximately _______ percent or less. A. 50 B. 55 C. 65 D. 75 2. The minimum battery voltage required for an external power start is _______ volts. A. 17 B. 18 C. 20 D. 23 3. Control switches which are operable during a dual generator failure are indicated by ______________ the switch. A. A white circle around B. Th e a b s e n c e o f a w h i t e c i r c l e around C. A number engraved on the tip of D. The absence of a number engraved on the tip of

5. The external power cart will be set to _______ volts and be capable of generating a minimum of 10 0 0 amps momentarily and 30 0 amps continuously. A. 20.0 – 20.4 B. 24.0 – 20.4 C. 28.0 – 28.4 D. 29.0 – 29.4 6. The maximum sustained generator load at 30,0 0 0 feet is _______ percent. A. 65 B. 70 C. 95 D. 10 0 7. The first immediate action item for a DUAL GENERATOR FAILURE is: A. Generators ....RESET, THEN ON B. ECS Mode .................................OFF C. Instrument Emergency Lights (if requied) ..................................ON D. Non-essential Equipment .....OFF

4. A generator bus tie will open automatically to protect the electrical system from a malfunction when excessive current is sensed on _____________________ bus. A. The center B. The off-side generator C. The same-side generator D. On either generator

FOR TRAINING PURPOSES ONLY

2-31

2 ELECTRICAL POWER SYSTEMS

QUESTIONS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 3 LIGHTING CONTENTS Page INTRODUCTION ............................................................................................................... 3-1 INTERNAL LIGHTING.................................................................................................... 3-1 Cockpit ........................................................................................................................... 3-1 Cabin Lighting ............................................................................................................... 3-2 EXTERIOR LIGHTING.................................................................................................... 3-4

Wing Ice Lights.............................................................................................................. 3-5 Anti-collision/Strobe Lights......................................................................................... 3-6 Navigation Lights .......................................................................................................... 3-6 Recognition Lights ........................................................................................................ 3-6 Floodlights...................................................................................................................... 3-6 QUESTIONS ........................................................................................................................ 3-7

FOR TRAINING PURPOSES ONLY

3-i

3 LIGHTING

Landing/Taxi Lights ...................................................................................................... 3-5

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ILLUSTRATIONS Figure

Title

Page

Cabin Light Control Panel ................................................................................... 3-2

3-2

Threshold Light Switch......................................................................................... 3-3

3-3

Baggage Compartment Light Switch.................................................................. 3-3

3-4

Exterior Lights Control........................................................................................ 3-4

3-5

Landing/Taxi Lights .............................................................................................. 3-5

3-6

Wing Ice Light ....................................................................................................... 3-5

3-7

Anti-Collision/Strobe Light ................................................................................. 3-6

3 LIGHTING

3-1

FOR TRAINING PURPOSES ONLY

3-iii

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

3 LIGHTING

CHAPTER 3 LIGHTING

INTRODUCTION The King Air 350 lighting system consists of cockpit-controlled interior and exterior lights. Interior lights are in the cockpit and passenger cabin. They also include entry and exit threshold lights and baggage area lights. Exterior lights consist of lights for navigation and identification. The aircraft is also equipped with emergency lights.

INTERNAL LIGHTING COCKPIT The overhead panel contains a functional arrangement of all lighting controls for the cockpit (Figure 3-1). The controls are easily accessible to the pilot and copilot. A master

switch turns all the lights on. Each light group then has its own BRT–OFF rheostat for individual adjustment.

FOR TRAINING PURPOSES ONLY

3-1

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

3 LIGHTING

Figure 3-1. Cabin Light Control Panel

The top row of rheostats are the PILOT and C O P I LOT F LO O D l i g h t s. Th e c e n t e r rheostat INSTR INDIRECT is for the center instrument panel.

Annunciator Adjustment

The next row of rheostats, left to right, include the following:

Emergency Lighting

• PILOT PNL • PILOT DISPLAYS • OVHD PED & SUBPANEL, INSTR

To the right of the top row is an adjustment pushbutton for the cockpit annunciators.

An INSTRUMENT EMERG LTS switch is to the right of the electrical gages at the base of the overhead panel. If the normal cockpit lighting is not working, this switch powers the lights from the dual-fed bus.

• SIDE PANEL • COPILOT DISPLAYS

CABIN LIGHTING

• COPILOT INSTR PANL

A three-position CABIN LIGHTS switch controls the indirect fluorescent cabin lights. The switch has three positions: BRIGHT-DIM-OFF.

The MASTER PANEL LIGHTS switch at the extreme left of the overhead panel controls all the cockpit lights.

3-2

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

A t w o - s e c t i o n ( + i n c re a s e / – d e c re a s e ) switch in the center of the cabin headliner midway between the exit signs can control light intensity.

Wh e n t h e a i r s t a i r d o o r i s c l o s e d a n d latched, all the lights controlled by this switch are extinguished. The dual-fed bus powers these lights.

If the CABIN LIGHTS switch is placed in either the BRIGHT or OFF position, the dim switch is overridden. When the CABIN LIGHTS master switch is on, passengers may turn the individual reading lights along the top of the cabin on or off with a switch in the sidewall tables.

Baggage Compartment Two reading lights in the headliner illuminate the aft compartment when the three-position BAGGAGE switch is placed in BAGGAGE. The switch is just inside the airstair door aft of the door frame (Figure 3-3). The INDIRECT position of this switch is operable only when the triple-fed bus is powered. The BAGGAGE position connects directly to the dual-fed bus.

3 LIGHTING

When the cockpit CABIN LIGHTS switch is moved from the OFF position to the DIM position, the cabin indirect lights illuminate in the full bright mode. Dim control is enabled. The intensity of the cabin indirect lights may then be changed by momentarily touching the appropriate section of the headliner switch.

Threshold Light A threshold light is forward of the airstair door at floor level. In addition, two aisle lights at floor level are on both sides of the spar cover. A switch adjacent to the threshold light turns these lights on and off (Figure 3-2). This switch also activates the exterior entry light under the left wing center section and the lights under each step on the airstair door.

Figure 3-2. Threshold Light Switch

Figure 3-3. Baggage Compartment Light Switch

FOR TRAINING PURPOSES ONLY

3-3

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Seat Belt-No Smoking Signs A switch to the right of the CABIN LIGHTS activates the no-smoking/fastenseat-belt signs in the cabin. Accompanying chimes also sound. The switch has three positions: NO SMK FSB–OFF–FSB. No smoking configurations have the same switch even though the NO SMK position is inoperative.

Exit Lights Two exit lights are in the center of the cabin headliner. One is in the forward cabin between the emergency exit; the second is in the aft cabin at the airstair door.

position, the light illuminates. It extinguishes when the switch is momentarily placed in the OFF-RESET position. An internal switch automatically activates the internal light source if rapid deceleration is sensed.

EXTERIOR LIGHTING The pilot right subpanel contains switches for the exterior lights (Figure 3-4). These include the following: • Left and right landing lights

3 LIGHTING

Each light has two light sources. During normal operation, the aircraft’s electrical systems power one light source. During abnormal conditions, internal batteries power the other source.

• Taxi light • Wing ice lights • Anti-collision/strobe lights • Navigation lights

A three-position rocker switch spring-loaded to the center OFF position controls the internal light source. When the switch is m o m e n t a r i l y p l a c e d i n t h e O N - T E ST

• Recognition lights • Flood lights

Figure 3-4. Exterior Lights Control

3-4

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

LANDING/TAXI LIGHTS

WING ICE LIGHTS

Two landing lights and one taxi light are on the nose landing gear (Figure 3-5).

Wing ice lights are on the outboard side of each nacelle (Figure 3-6). They illuminate the wing leading edges so the flight crew can determine ice buildup.

Th e LA N D I N G s w i t c h e s L E F T a n d RIGHT control these through 10-amp circuit breakers. The TAXI switch controls the 15-amp circuit breaker for the taxi light.

The ICE circuit-breaker switch on the pilot right sub-panel controls these lights.

3 LIGHTING

Use the wing ice lights as required during night flight to check for wing ice accumulation. Because these lights operate at a high temperature, do not use for prolonged periods while the aircraft is on the ground.

Figure 3-6. Wing Ice Light

Figure 3-5. Landing/Taxi Lights

FOR TRAINING PURPOSES ONLY

3-5

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ANTI-COLLISION/STROBE LIGHTS The standard anti-collision lights consist of an upper light in the upper empennage and a lower light on the bottom of the fuselage. The BEACON switch controls the 10-amp circuit breaker. An optional highintensity anti-collision light may be in each wing tip along with a flashtube and socket assembly in the tail. The pulsating strobe lights provide a means of recognition for the aircraft during night fights. The STROBE switch controls a 5amp circuit breaker.

3 LIGHTING

Each strobe has a separate power supply. The wing strobe light power source is just outboard of each nacelle near the wing leading edge. The wing tips incorporate the navigation, recognition, and strobe light systems (Figure 3-7).

NAVIGATION LIGHTS The navigation light consists of two red lights in the left wing tip, two green lights in the right wing tip, and a light in the aft end of the empennage. The NAV switch controls the 7.5 amp circuit breaker for these lights. If optional high intensity anti-collision lights are installed, the tail navigation light is a halogen lamp in the same assembly as the flash tube.

RECOGNITION LIGHTS The optional recognition lights are in each wing tip just forward and inboard of the strobe lights. They are focused to the front and outboard of the aircraft. The RECOG switch controls a 7.5 amp circuit breaker.

FLOODLIGHTS Tail floodlights are part of the horizontal stabilizers. They illuminate both sides of the vertical stabilizer. A flush-mounted floodlight forward of the flaps in the bottom of the left wing illuminates the area around the airstair door. This is for the convenience of the passengers at night.

Figure 3-7. Anti-Collision/Strobe Light

The separate power supply for the tail strobe light is within the tail fairing just forward of the tail strobe light. The power supply units are wired to operate the strobe lights wing tips and tail synchronously.

3-6

It is controlled by the threshold light switch just inside the door on the forward doorframe. It extinguishes automatically whenever the cabin door is closed and latched.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

QUESTIONS 1. Selecting the landing light switches on will illuminate both landing: A. Lights if the gear is extended. B. A n d t a x i l i g h t s i f t h e g e a r i s extended. C. Lights regardless of gear position. D. And taxi lights regardless of gear position.

3 LIGHTING

2. Both wing ice lights are required to be operable during flight during _______ operations. A. VFR night B. IFR day C. IFR night D. Icing conditions 3. The EXIT signs automatically illuminate during normal flight operations when: A. Battery power is lost. B. Generated power is lost. C. Rapid acceleration is sensed. D. Rapid deceleration is sensed.

FOR TRAINING PURPOSES ONLY

3-7

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 4 MASTER WARNING SYSTEM CONTENTS Page INTRODUCTION ............................................................................................................... 4-1 GENERAL ........................................................................................................................... 4-1 ANNUNCIATOR SYSTEM............................................................................................... 4-2 Master Warning and Warning Annunciators ............................................................. 4-3 Master Caution and Caution Annunciators .............................................................. 4-4 Advisory and Status Annunciators ..................................................................................... 4-4 Dimming......................................................................................................................... 4-4 Testing............................................................................................................................. 4-5 ANNUNCIATOR DESCRIPTIONS................................................................................ 4-6

4 MASTER WARNING SYSTEM

QUESTIONS ...................................................................................................................... 4-11

FOR TRAINING PURPOSES ONLY

4-i

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ILLUSTRATIONS Figure

Title

Page

4-1

Master Warning System........................................................................................ 4-2

4-2

Master Warning and Master Caution Flashers.................................................. 4-3

4-3

Warning Annunciators.......................................................................................... 4-3

4-4

Caution/Advisory/Status Annunciator Panel..................................................... 4-4

4-5

Annunciator Lamp Replacement........................................................................ 4-5

TABLES Table

Title

Page

King Air 350 Warning Annunciators .................................................................. 4-6

4-2

King Air 350 Caution Annunciators ................................................................... 4-7

4-3

King Air 350 Advisory Annunciators ................................................................. 4-9

4-4

King Air 350 Status Annunciators .................................................................... 4-10

4 MASTER WARNING SYSTEM

4-1

FOR TRAINING PURPOSES ONLY

4-iii

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

INTRODUCTION This chapter presents a description of the warning system on the King Air 350. The warning system includes flashing annunciators to alert the crew of a problem and a series of warning, caution, advisory, and status annunciators. The description of the annunciator panels includes an explanation for the illumination of each annunciator.

GENERAL Warning and caution annunciators are the first indication of trouble or malfunction in a system or component of the aircraft. Crewmembers should be completely f a m i l i a r w i t h t h e s e a n n u n c i a t o r s. Fo r

warning and caution annunciators, the crew should also know the action required to c o r re c t t h e p ro b l e m o r c o p e w i t h t h e situation until the problem can be corrected or a safe landing can be made.

FOR TRAINING PURPOSES ONLY

4-1

4 MASTER WARNING SYSTEM

CHAPTER 4 MASTER WARNING SYSTEM

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ANNUNCIATOR SYSTEM Th e a n n u n c i a t o r s y s t e m ( Fi g u re 4 - 1 ) consists of flashers, a red annunciator warning panel centrally located in the glareshield, and a caution/advisory/status annunciator panel on the center subpanel.

A red MASTER WARNING flasher is in the glareshield in front of the pilot. A second red flasher is in front of the copilot. A yellow MASTER CAUTION flasher is just inboard of the MASTER WARNING flasher on ea ch side of the cockpit.

MASTER WARNING AND CAUTION FLASHERS

WARNING ANNUNCIATORS

PRESS TO TEST

4 MASTER WARNING SYSTEM CAUTION/ADVISORY/STATUS ANNUNCIATORS

Figure 4-1. Master Warning System

4-2

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Whenever a fault condition covered by the annunciator system occurs, a signal illuminates the appropriate annunciator.

An illuminated lens in the warning annunciator panel remains on until the fault is corrected.

A PRESS TO TEST switch is immediately to the right of the warning annunciator panel.

Th e M AS T E R WA R N I N G f l a s h e r s, however, can be extinguished even if the fault is not corrected. Depress the face of either flasher to extinguish the light and reset the circuit. If an additional warning annunciator illuminates, the MASTER WARNING flashers re-activate.

MASTER WARNING AND WARNING ANNUNCIATORS If a fault requires the immediate attention and reaction of the pilot, both MASTER WARNING annunciators begin flashing (Figure 4-2). The appropriate annunciator in the warning annunciator panel also illuminates (Figure 4-3).

When a warning fault is corrected, the affected annunciator extinguishes. The flashers continue flashing until one of them is depressed.

4 MASTER WARNING SYSTEM

Figure 4-2. Master Warning and Master Caution Flashers

KING AIR 350

Figure 4-3. Warning Annunciators

FOR TRAINING PURPOSES ONLY

4-3

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

MASTER CAUTION AND CAUTION ANNUNCIATORS

These annunciators extinguish when the condition indicated by the illuminated lens changes.

If a fault requires the pilot’s attention but not his immediate reaction, the appropriate yellow caution annunciator illuminates (Figure 4-4). Both MASTER CAUTION annunciators also begin flashing.

The green advisory annunciators confirm that a pilot-initiated operation occurred (e.g., the tail deice has been turned on).

Depress the face of either flashing MASTER CAUTION to extinguish the light and reset the circuit. Subsequently, if any other caution annunciator illuminates, the MASTER CAUTION flashers are activated again. An illuminated caution annunciator remains on until the fault condition is corrected. One of the MASTER CAUTION annunciators must be depressed to extinguish the flashers.

ADVISORY AND STATUS ANNUNCIATORS The annunciator panel also contains green advisory and white status annunciators. There are no master flashers associated w i t h t h e g re e n o r w h i t e a n n u n c i a t o r s because they indicate functional situations that do not demand immediate attention or reaction.

Two green AUTOFEATHER annunciators adjacent to the torquemeters on the instrument panel function the same even though they are not on the caution/ advisory/status annunciator panel. The white status annunciators indicate a condition that can be normal or abnormal and may or may not have been initiated by the pilot (e.g., notice that the N 1 flow to the air conditioning system is too low).

DIMMING The red and yellow flashers, annunciator panels,firewall fuel valve pushbuttons, landing gear handle lights, and gear position lights have a BRIGHT and a DIM mode of variable intensity as sensed by a photoelectric cell.

4 MASTER WARNING SYSTEM

Figure 4-4. Caution/Advisory/Status Annunciator Panel

4-4

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The DIM mode is selected automatically whenever all of the following conditions are met: • Generator on line • Pilot or copilot overhead floodlights OFF • MASTER PANEL LIGHTS switch ON • Pilot flight lights ON • Ambient light level in the cockpit (as sensed by a photoelectric cell in the overhead light control panel) is below a preset value

TESTING Test the lamps in the annunciator system before every flight and any time the integrity of a lamp is in question. Depress the PRESS TO TEST button to the right of the warning annunciator panel i n t h e g l a r e s h i e l d . A l l t h e M AS T E R WARNING and MASTER CAUTION lamps should flash. In addition, all the annunciators on the warning annunciator panel and the caution/advisory/ status a n n u n c i a t o r p a n e l s h o u l d i l l u m i n a t e. Replace any lamp that fails to illuminate (Figure 4-5).

Unless all these conditions are met, the BRIGHT mode is selected automatically.

4 MASTER WARNING SYSTEM

The annunciators in the fire extinguisher pushbuttons do not have a DIM mode. A rheostat on the instrument panel dims the AUTOFEATHER annunciators.

Figure 4-5. Annunciator Lamp Replacement

FOR TRAINING PURPOSES ONLY

4-5

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Lamp Replacement To replace a lamp, depress the center of the annunciator with your finger. Release your finger. The lens pops out slightly. P u l l t h e a n n u n c i a t o r f ro m t h e p a n e l . Remove the lamp from the rear of the annunciator. Replace the failed bulb with a spare lamp from an unused annunciator.

ANNUNCIATOR DESCRIPTIONS Tables 4-1 through 4-4 list all the warning, caution, advisory, and status annunciators. The cause for illumination is included beside each annunciator.

Replace the annunciator. Depress until it locks in place.

Table 4-1. KING AIR 350 WARNING ANNUNCIATORS ANNUNCIATOR DOOR UNLOCKED

L FUEL PRES LO

4 MASTER WARNING SYSTEM

4-6

CAUSE FOR ILLUMINATION AIRSTAIR DOOR OR CARGO DOOR IS OPEN OR NOT SECURE

FUEL PRESSURE FAILURE ON THE LEFT SIDE

CABIN ALT HI

CABIN PRESSURE ALTITUDE EXCEEDS 1,200 FEET

CABIN DIFF HI

CABIN DIFFERENTIAL PRSSURE EXCEEDS 6.9 PSI

R FUEL PRES LO

FUEL PRESSURE FAILURE ON THE RIGHT SIDE

L OIL PRES LO

LOW OIL PRESSURE LEFT ENGINE

R OIL PRES LO

LOW OIL PRESSURE RIGHT ENGINE

L BLEED FAIL

MELTED OR FAILED PLASTIC LEFT BLEED-AIR FAILURE WARNING LINE

R BLEED FAIL

MELTED OR FAILED PLASTIC RIGHT BLEED-AIR FAILURE WARNING LINE

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Table 4-2. KING AIR 350 CAUTION ANNUNCIATORS

L DC GEN

CAUSE FOR ILLUMINATION LEFT GENERATOR IS OFF LINE

L GEN TIE OPEN

LEFT GENERATOR BUS IS ISOLATED FROM THE CENTER BUS

HYD FLUID LOW

HYDRAULIC FLUID IN THE POWER PACK IS LOW

RVS NOT READY

PROPELLER LEVERS ARE NOT IN THE HIGH-RPM, LOW-PITCH POSITION WITH THE LANDING GEAR EXTENDED

R GEN TIE OPEN

RIGHT GENERATOR BUS IS ISOLATED FROM THE CENTER BUS

R DC GEN

L CHIP DETECT L NO FUEL XFR

BAT TIE OPEN

DUCT OVERTEMP

RIGHT GENERATOR IS OFF LINE

METAL CONTAMINATION IN LEFT ENGINE OIL IS DETECTED

NO LEFT AUXILIARY FUEL TRANSFER

BATTERY IS ISOLATED FROM THE GENERATOR BUSES

DUCT AIR IS TOO HOT

R NO FUEL XFR

NO RIGHT AUXILIARY FUEL TRANSFER

R CHIP DETECT

METAL CONTAMINATION IN RIGHT ENGINE OIL IS DETECTED

L ENG ICE FAIL

LEFT ENGINE SELECTED ANTI-ICE SYSTEM IS INOPERATIVE

L FUEL QTY

ELEC HEAT ON

EXT PWR

R FUEL QTY

4 MASTER WARNING SYSTEM

ANNUNCIATOR

LEFT FUEL QUANTITY—LESS THAN 30 MINUTES REMAINING AT MAXIMUM CONTINUOUS POWER

UNCOMMANDED OPERATION OF ELECTRIC HEAT (FL-544 AND SUBSEQUENT)

EXTERNAL POWER CONNECTOR IS PLUGGED IN

RIGHT FUEL QUANTITY—LESS THAN 30 MINUTES REMAINING AT MAXIMUM CONTINUOUS POWER

FOR TRAINING PURPOSES ONLY

4-7

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Table 4-2. KING AIR 350 CAUTION ANNUNCIATORS (Cont) ANNUNCIATOR

CAUSE FOR ILLUMINATION

R ENG ICE FAIL

RIGHT ENGINE SELECTED ANTI-ICE SYSTEM IS INOPERATIVE

L BL AIR OFF

LEFT BLEED-AIR VALVE SWITCH IS NOT OPEN

AUTOFTHER OFF

AUTOFEATHER SWITCH IS NOT ARMED, AND LANDING GEAR IS EXTENDED

OXY NOT ARMED

OXYGEN ARMING HANDLE HAS NOT BEEN PULLED, OR SYSTEM FAILED TO CHARGE

RUD BOOST OFF

RUDDER BOOST SWITCH IS OFF

R BL AIR OFF

RIGHT BLEED-AIR VALVE SWITCH IS NOT OPEN

L PITOT HEAT

LEFT PITOT HEAT IS INOPERATVE OR SWITCH IS IN THE OFF POSITION

PROP GND SOL

R PITOT HEAT

ONE OR BOTH GROUND IDLE LOW-PITCH-STOP SOLENOIDS ARE POWERED BY 28 VOLTS RIGHT PITOT HEAT IS INOPERATVE OR SWITCH IS IN THE OFF POSITION

4 MASTER WARNING SYSTEM

4-8

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Table 4-3. KING AIR 350 ADVISORY ANNUNCIATORS ANNUNCIATOR L IGNITION ON

L ENG ANTI-ICE

FUEL CROSSFEED

CAUSE FOR ILLUMINATION LEFT IGNITION AND ENGINE START SWITCH IS ON, OR LEFT AUTOIGNITION SYSTEM IS ARMED WITH LEFT ENGINE TORQUE BELOW 17% LEFT ENGINE ANTI-ICE VANES ARE IN POSITION FOR ICING CONDITIONS

FUEL CROSSFEED IS SELECTED

R ENG ANTI-ICE

RIGHT ENGINE ANTI-ICE VANES ARE IN POSITION FOR ICING CONDITIONS

R IGNITION ON

RIGHT IGNITION AND ENGINE START SWITCH IS ON, OR LEFT AUTOIGNITION SYSTEM IS ARMED WITH LEFT ENGINE TORQUE BELOW 17%

L BK DEICE ON MAN TIES CLOSE

R BK DEICE ON

TAIL DEICE

WING SURFACE DEICE SYSTEM IS IN OPERATION

LEFT BRAKE DEICE SYSTEM IS IN OPERATION

MANUALLY CLOSED GENERATOR BUS TIES

RIGHT BRAKE DEICE SYSTEM IS IN OPERATION

HORIZONTAL STABILIZER SURFACE DEICE SYSTEM IS IN OPERATION

4 MASTER WARNING SYSTEM

WING DEICE

FOR TRAINING PURPOSES ONLY

4-9

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Table 4-4. KING AIR 350 STATUS ANNUNCIATORS ANNUNCIATOR L PROP PITCH

CAUSE FOR ILLUMINATION LEFT PROPELLER IS BELOW THE FLIGHT IDLE STOP

CABIN ALTITUDE

CABIN ALTITUDE EXCEEDS 10,000 FEET

LDG/TAXI LIGHT

LANDING LIGHTS OR THE TAXI LIGHT IS ON WITH THE LANDING GEAR UP

PASS OXYGEN ON

PASSENGER OXYGEN SYSTEM IS CHARGED

AIR COND N1 LOW

RIGHT ENGINE N1 IS TOO LOW FOR THE AIR-CONDITIONING LOAD

R PROP PITCH

RIGHT PROPELLER IS BELOW THE FLIGHT IDLE STOP

4 MASTER WARNING SYSTEM

4-10

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

QUESTIONS 1. The MASTER WARNING FLASHERS illuminate when ___________ annunciator illuminate(s). A. A red warning B. An amber caution C. A red warning or amber caution D. A red warning and amber caution 2. A r e d w a r n i n g a n n u n c i a t o r w i l l extinguish when: A. Th e M a s t e r Wa r n i n g f l a s h e r i s canceled. B. The fault is no longer sensed. C. A n e w f a u l t i s s e n s e d , c a u s i n g illumination of a new red warning annunciator. D. The appropriate checklist proce dure is accomplished.

FOR TRAINING PURPOSES ONLY

4 MASTER WARNING SYSTEM

3. Faults that illuminate the ______________ annunciators require immediate attention and reaction of the pilot. A. Red warning B. Amber caution C. Green advisory D. White status

4-11

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 5 FUEL SYSTEM CONTENTS INTRODUCTION ............................................................................................................... 5-1 GENERAL ........................................................................................................................... 5-1 FUEL STORAGE AND CAPACITY............................................................................... 5-2 Main Tank System ......................................................................................................... 5-2 Auxiliary Tank System .................................................................................................. 5-3 King Air 350ER Saddle Tank ...................................................................................... 5-4 Fuel Capacity ................................................................................................................. 5-4 Fuel Tank Vents ............................................................................................................. 5-4 FUEL COMPONENTS....................................................................................................... 5-6 Pumps ............................................................................................................................. 5-6 Firewall Fuel Valves ..................................................................................................... 5-8 CONTROLS AND INDICATIONS.................................................................................. 5-9 Fuel Quantity Indications .......................................................................................... 5-10 Fuel Pressure Indication............................................................................................. 5-12 Fuel System Operation ............................................................................................... 5-12 Normal Operation....................................................................................................... 5-12 Transfer......................................................................................................................... 5-13 Crossfeed...................................................................................................................... 5-16

PREFLIGHT AND SERVICING ................................................................................... 5-19 Drain System ............................................................................................................... 5-19 Fuel Handling Practices ............................................................................................. 5-20

FOR TRAINING PURPOSES ONLY

5-i

5 FUEL SYSTEM

Fuel Manifold Purge System...................................................................................... 5-18

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Fuel Types and Additives ........................................................................................... 5-21 Filling the Tanks .......................................................................................................... 5-22 Defueling the Aircraft ................................................................................................ 5-22 LIMITATIONS................................................................................................................... 5-23 QUESTIONS ...................................................................................................................... 5-25

5 FUEL SYSTEM

5-ii

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ILLUSTRATIONS Figure

Title

Page

5-1

Main Fuel Tank System......................................................................................... 5-2

5-2

Auxiliary Fuel Tank System.................................................................................. 5-3

5-3

350ER Saddle Tank ............................................................................................... 5-4

5-4

Fuel Vents ............................................................................................................... 5-5

5-5

Fuel System Schematic Diagram ......................................................................... 5-7

5-6

Firewall Fuel Valves............................................................................................... 5-8

5-7

Fuel Control Panels ............................................................................................... 5-9

5-8

Fuel Quantity Indication System....................................................................... 5-10

5-9

Auxiliary Fuel Transfer System—Operating .................................................... 5-13

5-10

Auxiliary Fuel Transfer System—Override ...................................................... 5-14

5-11

Auxiliary Fuel Transfer System—Empty .......................................................... 5-15

5-12

Crossfeed Schematic ........................................................................................... 5-17

5-13

Fuel Manifold Purge System Schematic ........................................................... 5-18

5-14

Fuel Drain Locations .......................................................................................... 5-19

5-15

Main and Auxiliary Filler Caps ......................................................................... 5-23

5-16

Saddle Tank Filler Cap ....................................................................................... 5-23

TABLE 5-1

Title

Page

Fuel Drain Locations .......................................................................................... 5-19 5 FUEL SYSTEM

Table

FOR TRAINING PURPOSES ONLY

5-iii

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 5 FUEL SYSTEM

INTRODUCTION A complete understanding of the fuel system is essential to competent and confident operation of the aircraft. Management of fuel and fuel system components is a major everyday concern of the pilot. This section presents a description of the fuel system components and operation including physical layout of fuel cells, vents, and drains. Specific procedures such as taking fuel samples are also presented. The chapter discussion also includes information on the King Air 350ER model with extended fuel capabilities.

The King Air 350 fuel system simplifies cockpit flight procedures and provides easy access for ground servicing. A crossfeed system connects the two wing main fuel systems. Each wing also has an auxiliary fuel tank.

The King Air 350ER has a supplemental fuel system that includes two extended range fuel tanks that increase fuel supply.

FOR TRAINING PURPOSES ONLY

5-1

5 FUEL SYSTEM

GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

FUEL STORAGE AND CAPACITY

Gravity feed lines connect all the cells to allow fuel to flow into the nacelle tank that pumps fuel directly to each engine.

MAIN TANK SYSTEM

The filler cap is near the wingtip by the l e a d i n g e d g e. A n a n t i s i p h o n v a l v e i s installed at each filler port to prevent the loss of fuel or collapse of fuel tank bladder if the filler cap is improperly installed.

The main fuel system in each wing consists of two wing leading edge bladder-type cells, two box-section bladder-type cells, one wet wing integral-type cell, and the nacelle tank (Figure 5-1).

A crossfeed line connects each nacelle tank to the engine on the opposite side. Fuel in either wing system is available to either engine during single-engine operation.

5 FUEL SYSTEM

Figure 5-1. Main Fuel Tank System

5-2

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

AUXILIARY TANK SYSTEM The auxiliary fuel system consists of a fuel tank on each side of the aircraft in the wing center section (Figure 5-2). Because the cells are lower than the nacelle tank, they cannot gravity feed into the nacelle tanks. A jet pump adjacent to the outlet strainer and drain transfers fuel to the nacelle tank. The auxiliary transfer system is automatic. If the auxiliary tank contains any usable fuel, the system transfers it. Auxiliary tank fuel is used first during normal operation for the King Air 350.

On the 350ER model, the auxiliary system begins operation after the fuel in the extended range tanks is depleted. If the tank has fuel but does not transfer because of some system discrepancy, a yellow caution NO FUEL XFR annunciator illuminates. An override switch backs up the automatic system. Each auxiliary tank has its own filler opening with an antisiphon valve.

5 FUEL SYSTEM

Figure 5-2. Auxiliary Fuel Tank System

FOR TRAINING PURPOSES ONLY

5-3

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

KING AIR 350ER SADDLE TANK

Vent Float Valve

A supplemental fuel tank is added to each side of the aircraft (Figure 5-3). The saddle tanks add 236 gallons to the aircraft for extended range capability.

The vent float valve in the integral fuel cell and the one in the top of the nacelle tank allow air to flow in either direction. However, when the fuel level rises up to the level of the vent float valve, the float rises with the fuel to seal the vent system at that point. This prevents fuel from flowing into the vent system.

Float Check Valve

Figure 5-3. 350ER Saddle Tank

FUEL CAPACITY The main system has a capacity of 380 gallons or 190 gallons on each side of usable fuel. The auxiliary system has 159 gallons or 79.5 gallons on each side. Total capacity for each side is 539 gallons. Approximately 2,546 pounds are available in the main system with about 1,273 pounds on each side. An estimated 1,065 pounds are available in the auxiliary system with about 533 pounds on each side. Total usable fuel is 539 gallons or 3,611 pounds.

King Air 350ER The ER model has an additional 236 gallons with the extended tanks for a total of 775 gallons or 5,192 pounds.

FUEL TANK VENTS 5 FUEL SYSTEM

The main and auxiliary fuel systems are vented through a recessed vent coupled to a heated ram vent on the underside of the wing adjacent to the nacelle (Figure 5-4). One vent is recessed to prevent icing. The other vent is heated to prevent icing.

5-4

The float check valve accomplishes the same job as the vent float valve. The float check valve looks like an ordinary check valve, but it is not installed in any tank or cell. It is in a short vent line between the recessed and heated ram vents and the auxiliary tank. When fuel is not present at the float check valve, the float is down to allow air to pass in either direction. When fuel is present, the float rises with the fuel and seals the check valve to prevent fuel flow through it.

Vent Lines Air is vented into or out of the auxiliary fuel cell through a line that extends from the recessed and heated ram vents through the float check valve to the auxiliary fuel cell. The wing cells are cross-vented with one another through a float-operated vent valve on the integral fuel cell. Air enters the wing cells through four passages. The first two are primary; the last two are applicable only in flight if the first two passages are plugged. • Line extending from heated ram vents through the leading edge of the wing to the vent float valve on the integral fuel cell • Line extending from the heated ram vents through the float check valve and then through the center of the wing to the vent float valve on the integral fuel cell

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

VENT FLOAT VALVE PRESSURE RELIEF VALVE

VENT FLOAT VALVE

RECESSED VENT AIR INLET

INTERGRAL FUEL CELL HEATED RAM VENT

FLOAT CHECK VALVE

FLAME ARRESTOR

Figure 5-4. Fuel Vents

• Line that bypasses the vent float valve altogether to extend from the air inlet on the underside of the wing near the tip through a tee and check valve to the integral fuel cell

Vent Operation Air vents into the nacelle tank through a vent float valve in the tip of the tank and/or through a tube next to the vent float valve.

Both the vent float valve and the tube next to it have a check valve downstream to prevent air or fuel from expanding out of the nacelle tank through these passages. Air flows to these passages and into the nacelle tank from the ram vents through the float check valve to a tee that is just prior to the auxiliary tank and then through a vent line that leads to the top of the nacelle tank. Another tee on top of the nacelle tank divides this line into the passages that lead to the vent float valve or to the tube next to the vent float valve. Air can escape from the nacelle tank through the vent float valve and then through the fuel return line leading to the auxiliary tank. From there air is vented overboard.

FOR TRAINING PURPOSES ONLY

5-5

5 FUEL SYSTEM

• Line extending from the air inlet on the underside of the wing near the tip through a check valve to the vent float valve on the integral fuel cell; this passage is primarily a siphon break that prevents siphoning of fuel from the auxiliary tank through the wing tip to the heated ram vents when the aircraft is shut down on the ground

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

When the aircraft is shut down on the ground and all tanks are full of fuel that is colder than the ambient air temperature, the fuel must expand overboard. Fuel expands from the wing cells through the gravity feed line to the nacelle tank. It then expands out the top of the nacelle tank through the fuel return tube, pressure relief valve, and fuel return line to the auxiliary tank. When fuel expands out of the auxiliary fuel tank to the float check valve, the float closes the check valve to prevent some of the excess fuel from being discharged through the vents. When the check valve closes, the auxiliary fuel expands through a line routed outboard from the check valve through the center of the wing to the wing tip. It then continues down the wing leading edge vent line to the recessed and heated ram vents and onto the ground. When the fuel has expanded fully, the siphon break prevents continued siphoning of fuel.

FUEL COMPONENTS Components to operate the fuel system include three pumps, a firewall shutoff valve, various switches and gauges (Figure 5-5).

PUMPS Engine-Drive Pumps The engine-driven high-pressure fuel pump mounts on the accessory case of each engine in conjunction with the fuel control unit. An internal 200-mesh strainer protects the pump against fuel contamination.

Primary Boost Pumps The primary fuel boost pump is also enginedriven. It mounts on a drive pad on the aft accessory section of each engine. The boost pump has an operating capacity of 1,250 pounds per hour at a pressure of 30 psi. Any time the gas generator (N 1 ) is turning, this pump operates to provide sufficient fuel to the engine-driven fuel pump for all conditions except operation with crossfeed or operation with aviation gasoline above 20,0 0 0 feet.

Standby Boost Pumps An electrically driven standby pump in the bottom of each nacelle tank backs up the boost pump. It also provides additional pressure required for fuel crossfeed from one side of the aircraft to the other. The boost pump or the standby boost pump is capable of supplying fuel to the enginedriven fuel pump at the minimum pressure requirements. L e v e l l o c k STA N D BY P U M P t o g g l e s switches on the fuel control panel to control electrical power to the standby pumps. The respective generator bus supplies the fuel subpanel circuit breakers. Two 10ampere circuit breakers below the fuel control panel protect the circuit. The triplefed bus is the other source of power to the standby pumps. A diode network prevents interaction between the two power sources. The engine can operate with the failure of one or both boost pumps; failure, however, of the engine-driven high-pressure fuel pump causes the engine to flame out.

5 FUEL SYSTEM

This pump along with the FCU regulates fuel flow to the fuel nozzles in the engine. The pump has an output pressure of up to a maximum of 1050 psi that varies with N 1 rpm and FCU operation.

5-6

FOR TRAINING PURPOSES ONLY

/

P3 AIR LINE FOR FUEL PURGE

ENGINE FUEL MANIFOLD FUEL CONTROL UNIT

FUEL FLOW TRANSMITTER AND INDICATOR

FOR TRAINING PURPOSES ONLY

P3 BLEED-AIR LINE ENGINE-DRIVEN HIGH PRESS FUEL PUMP

FUEL PURGE TANK FIREWALL FUEL FILTER

FUEL HEATER AIR FILTER FUEL CONTROL PURGE LINE LEFT FUEL PRESSURE ANNUNCIATOR PRESSURE SWITCH

DRAIN VALVE

ENGINE DRIVEN BOOST PUMP CHECK VALVE

FIREWALL SHUTOFF VALVE STANDBY BOOST PUMP NACELLE TANK 54 GALLONS

GRAVITY FLOW CHECK VALVE MOTIVE FLOW VALVE PRESSURE SWITCH FOR LEFT NO FUEL TRANSFER LIGHT ON CAUTION PANEL FUEL LOW LEVEL SENSOR WS 290.92

VENT FLOAT VALVE

DRAIN VALVE

L FUEL QTY

FUEL QUANTITY PROBE

PRESSURE RELIEF VALVE

FUEL QUANTITY PROBE

CROSSFEED VALVE WING LEADING EDGE 13 GALLONS

WING LEADING EDGE 40 GALLONS

25 GALLONS BOX SECTION

INTEGRAL (WET CELL) 35 GALLONS

25 GALLONS BOX SECTION

AIR INLET VENT FLOAT VALVE DRAIN

FUEL QUANTITY PROBE

RECESSED VENT HEATED RAM VENT

AUXILIARY

79.5 GALLONS FLOAT CHECK VALVE DRAIN VALVE FLAME ARRESTOR

5-7

Figure 5-5. Fuel System Schematic Diagram

5 FUEL SYSTEM

TRANSFER JET PUMP

STRAINER, DRAIN AND FUEL SWITCH

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

TO FLOW DIVIDER

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Jet Transfer Pumps

FIREWALL FUEL VALVES

A jet pump transfers fuel from the auxiliary cell to the nacelle tank.

The supply line from the nacelle tank is routed from the inboard side of the nacelle tank forward to the engine-driven boost pump through a normally open firewall shutoff valve in the fuel line immediately behind the engine firewall.

The pump in the sump of the auxiliary cell is mounted adjacent to the outlet strainer and drain. The fuel line that supplies the motive flow to the jet transfer pump is routed along the outboard side of the nacelle through the jet pump motive control valve just aft of the firewall.

King Air 350ER Additional Jet Pumps Each of the saddle supplementary tanks has a jet pump that transfers fuel from the tank to the nacelle tank. Fuel pressure from the engine-driven boost pump provides the motive flow to drive the jet pump.

Th e F / W VA LV E P U S H a n n u n c i a t o r switch on the instrument panel glareshield closes its respective firewall shutoff valve to shut off the flow of fuel to the engine ( Fi g u r e 5 - 6 ) . Th e l e g e n d i l l u m i n a t e s CLOSED to indicate the firewall valve is closed. When the valve is in the open position, the legend is extinguished. A flashing annunciator indicates the vale is not in the selected position. When either annunciator switch is d e p re s s e d , t h e re d E X T I N G U I S H E R PUSH annunciator in the corresponding fire extinguisher switch illuminates to indicate the fire extinguisher is armed.

Figure 5-6. Firewall Fuel Valves 5 FUEL SYSTEM

5-8

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CONTROLS AND INDICATIONS The fuel panel on the pilot side panel contains a fuel quantity gage for each engine, a placard stating the usable fuel, and the following switches (Figure 5-7): • Left and right STANDBY PUMP with ON–OFF postions to control the standby boost pumps

• AUX TRANSFER with OVERRIDEAU TO p o s i t i o n s t o c o n t ro l f u e l t ra n s f e r. Fo r t h e 3 5 0 E R , X F R OV E R R I D E w i t h AU X – AU TO – ER positions • C R O S S F E E D F LOW w i t h O N OFF positions • F U E L Q UA N T I T Y s w i t c h w i t h T E S T – M A I N – AU X I L I A RY positions Each of these switches is discussed in detail in the appropriate operation section.

5 FUEL SYSTEM

KING AIR 350

KING AIR 350ER

Figure 5-7. Fuel Control Panels

FOR TRAINING PURPOSES ONLY

5-9

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

FUEL QUANTITY INDICATIONS

Fuel Quantity Probes

The fuel quantity system is a capacitance gaging system with one quantity indicator per wing (Figure 5-8). A spring-loaded selector allows the pilot to individually check tank quantity.

Each side of the aircraft has an independent gaging system consisting of the following fuel quantity (capacitance) probes:

The system compensates for specific gravity and reads in pounds on a linear scale. An electronic circuit in the system processes the signals from the fuel quantity (capacitance) probes in the various fuel cells for an accurate readout by the fuel quantity indicators. A Density Variation of Aviation Fuel g r a p h i s i n t h e We i g h t a n d B a l a n c e Equipment List section of the POH to allow more accurate calculations of weights for all approved fuels.

• One in nacelle fuel cell • One in aft inboard fuel cell • Two in integral (wet wing) fuel cell • Two in inboard leading edge fuel cell • Two in center section fuel tank The fuel quantity probe is a variable capacitor composed of two concentric tubes. The tubes serve as fixed electrodes. The fuel in the space between the tubes acts as the dielectric of the fuel quantity probe.

NACELLE TANK INSTALLATION AUX FUEL

GRAVITY FEED FROM OUTBOARD MAIN TANKS

FUEL PROBE

FUEL LOW LEVEL SENSOR

STANDBY BOOST PUMP

OUTLET STRAINER CAPACITANCE PROBES FUEL LOW LEVEL SENSOR

5 FUEL SYSTEM

PROBES

Figure 5-8. Fuel Quantity Indication System

5-10

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Fu e l d e n s i t y a n d e l e c t r i c a l d i e l e c t r i c constant vary with respect to temperature, fuel type, and fuel batch. The capacitance gaging system senses and compensates for these variables. The capacitance of the probe varies with respect to the change in the dielectric that results from the ratio of fuel to air in the fuel cell. As the fuel level between the inner and outer tubes rises, air with a dielectric constant of one is replaced by fuel with a dielectric constant of approximately two, thus increasing the capacitance of the probe. This variation in the volume of fuel in the fuel cell produces a capacitance variation that is a linear function of that volume. This is converted to linear current that actuates the fuel quantity indicator.

King Air 350 ER Fuel Quantity Th e F U E L QUA N T I TY s w i t c h i n t h e 350ER is essentially the same except that the switch upper portion is for reading the quanlity of the ER tanks. A separate TEST switch is to the lower left of the panel. While transmitting on the HF system, deviations of ER fuel quanity may be observed throughout the usable HF frequency band (2 MHz to 30 MHz). The frequency at which the deviations are observed may vary, due to issues such as the actual fuel quantity in the ER fuel tank, the tuned frequency on which the HF system is transmitting, etc. The displayed ER fuel quantity valve returns to the correct value after the HF transmission ceases.

Fuel Quantity Gauges

The FUEL QUANITY switch is springloaded to the center position. The TEST position provides a test function of the L and R FUEL QTY fiber optic sensing circuitry and caution annunciators. When the FUEL QUANTITY switch is in the MAIN position, the 5-ampere QTY IND circuit breaker supplies power through the fuel quantity gage to the capacitance probes in the main fuel system tanks. When the switch is in the AUXILIARY position, the circuit breaker supplies power to ground through the coil of the gage switching relay. Power is then supplied through the fuel quantity gage to the c a p a c i t a n c e p ro b e s i n e a c h a u x i l i a r y fuel tank.

Low Fuel Quantity Indication Fiber optic sensors in both nacelle fuel tanks alert the pilot to a low fuel situation. When fuel quantity remaining in the main system is below approximately 30 0 pounds (45 gallons) or 30 minutes of fuel at maximum continuous power, the corresponding yellow caution L or R FUEL QTY annunciator illuminates. This also triggers the MASTER CAUTION flashes. A five- to seven-second delay is built into the annunciator circuit to reduce the likelihood of fuel sloshing that might cause transient indications. A holding circuit keeps the annunciator illuminated for three to five seconds once it does illuminate.

Testing the System Test the system by holding the FUEL QUANTITY switch in TEST. A simulated low quantity signal is sent to the fiber optic sensor in the nacelle tank; the L and R FUEL QTY annunciators illuminate after a five second delay.

FOR TRAINING PURPOSES ONLY

5-11

5 FUEL SYSTEM

When the FUEL QUANTITY selector switch is in the MAIN position, the fuel quantity gages indicate the amount of fuel remaining in the main tank. When the switch is in the AUXILIARY position, the gages indicate the fuel remaining in the auxiliary tank

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

When the switch is released, it springs back to center. The annunciators extinguish after approximately five seconds.

FUEL PRESSURE INDICATION The fuel pressure switch is directly above the firewall-mounted fuel filter and indicates fuel boost pressure. At 9 to 11 psig of decreasing pressure, the switch closes and actuates the red warning L or R FUEL PRESS annunciator in the warning annunciator panel. With low boost pressure indicated, switch on the electric standby boost pump unless a fuel leak is indicated.

CAUTION Operation with the FUEL PRESS light on is limited to 10 hours between overhaul or replacement of the engine-driven high pressure fuel pump. Should both boost pumps fail, suction lift operation may be employed; however, suction lift operation is restricted to 10 hours total time between h i g h p re s s u re p u m p o v e r h a u l periods. If the pump is operated on suction lift beyond the 10-hour limit, overhaul or replacement of the high-pressure pump is necessary. Windmilling time is not equivalent to operation of the engine at high power with respect to the effects of cavitation on fuel pump components. Consequently, windmilling time is not to be included in the 10-hour limit on engine operation without a boost pump. 5 FUEL SYSTEM

Th e re d F U E L P R E S S a n n u n c i a t o r extinguishes with 9 to 11 psig of increasing fuel pressure.

5-12

FUEL SYSTEM OPERATION Fuel flow from each wing outer main cell and auxiliary tank system is automatic without pilot action (see Figure 5-1). Fuel in the auxiliary tank is used first followed by the fuel in the main tanks. On the King Air 350ER, the fuel in the saddle tanks is used first followed by the fuel in the auxiliary tanks, and by fuel in the main tanks. The outer wing cells gravity-feed into the nacelle tank. The line extends from aft i n b o a rd w i n g c e l l , f o r w a rd a l o n g t h e outboard side of the nacelle tank, and aft of the firewall immediately under the motive flow valve. A gravity flow check valve in the end of the gravity feed line prevents any backflow of fuel into the outer wing cells.

NORMAL OPERATION The supply line from the nacelle tank is routed from the inboard side of the nacelle tank through a motorized firewall fuel valve immediately behind the engine firewall. From the firewall fuel valve, fuel is routed to the engine-driven boost pump and then to the main fuel filter on the lower center of the engine firewall. The filter has a bypass valve that permits fuel flow in case of plugging and a drain valve to drain the filter prior to each flight. A pressure switch mounted directly above the filter senses boost pump fuel pressure at the filter. From the main filter, fuel is routed through the fuel heater that uses heat from the engine oil to warm the fuel. The fuel is then routed to the high pressure pump and fuel control unit (FCU) that regulates fuel flow to the fuel nozzles. A fuel flow transmitter located adjacent to the FCU sends a signal to an electric DC powered fuel flow gage in the cockpit.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

TRANSFER

Transfer Operation

The jet pump transfers fuel from the sump of the auxiliary tank to the nacelle tanks. Fuel pressure from the engine-driven boost pump or the electrical standby boost pump provides the motive flow for the jet transfer pump.

The AUX TRANSFER lever-lock toggle switch on the fuel control panel actuates the jet transfer pumps. In the AUTO position, the automatic fuel tra nsfer module a pplie s power to the normally closed motive flow valve to open it (Figure 5-9). The module applies the power when the boost pump pressure switch senses fuel pressure and the float switch senses fuel in the auxiliary tank.

The fuel line that supplies the motive flow is routed along the outboard side of the nacelle through the motive flow valve just aft of the firewall to the jet pump. A check valve in the motive flow line immediately aft of the motive flow control valve prevents the engine from taking in air when the boost pump is not operating. AUX TRANSFER

AUX TRANSFER SWITCH OVERRIDE

AUTO

FLOAT SWITCH

MOTIVE FLOW PRESSURE SWITCH

L NO FUEL XFER LIGHT

NOT EMPTY 11± 2 SEC DELAY EMPTY

CROSSFEED ON

AUTOMATIC FUEL TRANSFER MODULE

IGNITION ON

(ON ONLY)

6.5 SEC DELAY JET TRANSFER PUMP

NC AUTO IGNITION

MOTIVE FLOW VALVE

BOOST PUMP PRESSURE SWITCH

TO NACELLE TANK

FROM AUX TANK SUMP PRESSURE WARNING

FROM BOOST PUMP

TO ENGINE

Figure 5-9. Auxiliary Fuel Transfer System—Operating

FOR TRAINING PURPOSES ONLY

5-13

5 FUEL SYSTEM

L FUEL PRESS LOW LIGHT

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

gizes the motive flow valve; the valve closes. The time delay prevents cycling of the motive flow valve because of sloshing fuel (Figure 5-10).

Once the motive flow valve opens, the jet transfer pump pumps fuel from the sump of the auxiliary fuel tank into the nacelle fuel cell for as long as there is fuel in the auxiliary tank and the engine-driven boost pump or electrical standby boost pump operate.

The OVERRIDE position of the AUX TRANSFER position bypasses the fuel transfer module to apply power directly to the motive flow valve.

A motive flow pressure actuates at 6 (±1) psi to confirm motive flow fuel pressure. The switch is in the fuel line between the motive flow valve and check valve.

Overflow Line Th e f u e l t ra n s f e r ra t e i s g re a t e r t h a n normal engine fuel consumption. As a result, an overflow return line is required. The overflow line is plumbed from the nacelle tank back to the auxiliary tank to provide a return for excess fuel.

When the auxiliary fuel is depleted, the float switch sends a signal after a six- to seven-second time delay to the automatic fuel transfer module. The module deenerAUX TRANSFER SWITCH

AUX TRANSFER

OVERRIDE

AUTO

FLOAT SWITCH

MOTIVE FLOW PRESSURE SWITCH

L NO FUEL XFER LIGHT

NOT EMPTY 11± 2 SEC DELAY EMPTY

CROSSFEED ON

X

AUTOMATIC FUEL TRANSFER MODULE

IGNITION ON

AUTO IGNITION

(ON ONLY)

6.5 SEC DELAY JET TRANSFER PUMP

NC MOTIVE FLOW VALVE

BOOST PUMP PRESSURE SWITCH

TO NACELLE TANK

FROM AUX TANK SUMP PRESSURE WARNING

L FUEL PRESS LOW LIGHT

5 FUEL SYSTEM

FROM BOOST PUMP

TO ENGINE

Figure 5-10. Auxiliary Fuel Transfer System—Override

5-14

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The overflow of fuel from the nacelle tank comes out of an overflow tube at the top of the nacelle tank. It then continues past a 11/2 psi pressure relief valve and into a fuel return line to the auxiliary tank.

The appropriate NO FUEL XFR annunciator illuminates when there is less than 6 (±1) psi of pressure and the float switch in the auxiliary tank does not sense an empty tank.

Abnormal Conditions

With fuel in the auxiliary tank, should this pressure switch not be actuated, the L or R NO FUEL XFR illuminates or remains illuminated to indicate that the motive flow v a l v e i s s t i l l c l o s e d . P l a c e t h e AU X TRANSFER switch in the OVERRIDE position (Figure 5-11).

NO FUEL XFR Annunciator Illumination of the yellow caution L or R NO FUEL XFR can signal several different conditions in the auxiliary fuel system transfer. The annunciator has an 11 second delay to prevent transients from t r i g g e r i n g b o t h i t a n d t h e M AS T E R CAUTION flashers.

AUX TRANSFER

AUX TRANSFER SWITCH OVERRIDE

AUTO

FLOAT SWITCH

MOTIVE FLOW PRESSURE SWITCH

L NO FUEL XFER LIGHT

NOT EMPTY 11± 2 SEC DELAY EMPTY

CROSSFEED ON

AUTOMATIC FUEL TRANSFER MODULE

IGNITION ON

(ON ONLY)

6.5 SEC DELAY JET TRANSFER PUMP

NC AUTO IGNITION

MOTIVE FLOW VALVE BOOST PUMP PRESSURE SWITCH

TO NACELLE TANK

FROM AUX TANK SUMP PRESSURE WARNING

FROM BOOST PUMP

TO ENGINE

Figure 5-11. Auxiliary Fuel Transfer System—Empty

FOR TRAINING PURPOSES ONLY

5-15

5 FUEL SYSTEM

L FUEL PRESS LOW LIGHT

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The auxiliary fuel system does not feed into the main fuel system if there is a failure of both boost pumps or a failure of the motive flow valve. This condition is visible on the auxiliary tank FUEL QUANTITY gage and with the illumination of the NO FUEL XFER annunciator. Any time the engine ignition circuit is powered through t h e AU T O I G N I T I O N o r S TA RT & IGNITION switch, the automatic fuel transfer module removes power from the motive flow valve. If the system is transferring fuel, the valve closes; the appropriate NO FUEL XFR annunciator illuminates. Selecting crossfeed also causes the fuel transfer module to interrupt electricity and close the motive flow valve. The appropriate NO FUEL XFER light also illuminates if there is fuel in the auxiliary tank.

power to a 30-second time-delay relay. This relay closes the extended range motive flow valve and opens the valves associated with the auxiliary fuel tank. Upon exhaustion of the extended range fuel tank and auxiliary fuel tank, a float switch in the auxiliary fuel tank sends a signal to close all valves associated with fuel transfer. Normal gravity transfer of the main wing fuel into the nacelle tanks begins. When the XFR OVERRIDE switch is in the AUTO position and the extended range fuel tank is empty, the automatic fuel transfer module along with additional relay logic simultaneously remove power and close the extended range motive flow valve. This prevents continued operation of the jet pump.

ER Switch Positions Low Boost Pressure If fuel boost pressure drops below 10 psi (FUEL PRESS annunciator illuminated), the automatic fuel transfer module removes power to close the motive flow valve. This prevents continued operation of the jet transfer pump. The jet transfer pump is not damaged by operating after the tank is dry, but extended operation with an empty auxiliary tank tends to draw unnecessary moist air into the main fuel system from the empty, vented auxiliary tanks.

King Air 350ER Transfer Operation

5 FUEL SYSTEM

During transfer of extended range fuel, the auxiliary tanks and nacelle tanks are maintained full. A check valve in the gravity feed line from the outboard wing prevents reverse fuel flow from the nacelle tank. When all usable fuel in the extended range tank is transferred, a float switch toward the aft end of the tank actuates and supplies

5-16

When the XFR OVERRIDE switch is in the ER position and the extended range fuel tank is empty, the XFR OVERRIDE switch must be manually positioned to the AU T O o r AU X p o s i t i o n . Th e AU T O position returns control to the automatic fuel transfer module; the AUX position commands fuel to be supplied from the auxiliary fuel tank. The extended range fuel system does not feed into the main fuel system if there is a failure of both boost pumps (engine-driven and electrical) or a failure of the extended range motive flow valve. The NO FUEL XFR annunciator illuminates for the same conditions as the auxiliary transfer system.

CROSSFEED A crossfeed line connects each nacelle tank to the engine on the opposite wing. The line is routed from the inboard side of the nacelle aft to the center wing section a n d a c ro s s t o t h e i n b o a rd s i d e o f t h e opposite nacelle.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

When the CROSSFEED switch on the fuel control panel is actuated, a 5-ampere circuit breaker on the fuel control panel supplies power to the solenoid that opens the crossfeed valve.

A valve connected into the line at the aft inboard corner of the left nacelle controls the crossfeed line (Figure 5-12). Crossfeed requires standby boost pump operation on the side from which crossfeed is desired. Its operation ensures an adequate flow of fuel to the receiving engine. It also maintains motive flow for the jet transfer pump on the supply side.

TO FLOW DEVIDER

The automatic fuel transfer module simultaneously energizes the standby pump on the side from which crossfeed is desired and deenergizes (closes) the motive flow valve on the side being crossfed.

LOW PRESSURE ENGINE-DRIVEN FUEL PUMP

TO FLOW DIVIDER

FIREWALL SHUTOFF VALVE MOTIVE FLOW VALVE

MOTIVE FLOW VALVE

STANDBY BOOST PUMP

FUEL CROSSFEED

5 FUEL SYSTEM

CROSSFEED VALVE

LOW FUEL QUANTITY PROBE

Figure 5-12. Crossfeed Schematic

FOR TRAINING PURPOSES ONLY

5-17

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Crossfeed does not transfer fuel from one cell to another; its primary function is to supply fuel from one side to the opposite engine during an engine-out condition. If the standby boost pumps on both sides are operating and the crossfeed valve is open, fuel is supplied to the engines in the normal manner because pressure on each side of the crossfeed valve is equal. When crossfeed is selected, the green advisory FUEL CROSSFEED annunciator illuminates indicating that the crossfeed valve has opened.

Precautions When performing crossfeed, be aware of the following precautions: • AUX TRANSFER switch must be in AUTO for the side receiving fuel. If the switch is in OVERRIDE, the motive flow valve remains open. In addition, incoming fuel would start filling the tanks through the auxiliary transfer line and could result in fuel being dumped overboard.

FUEL MANIFOLD PURGE SYSTEM Th i s a i r c r a f t i s e q u i p p e d w i t h a f u e l m a n i f o l d p u rg e s y s t e m t o e n s u re a n y residual fuel in the fuel manifold is consumed during engine shutdown (Figure 5-13). During engine operation, compressor discharge (P3 air) is routed through a filter and check valve to pressurize a small air tank on the engine truss mount. On engine shutdown, the pressure differential between the air tank and the fuel manifold causes air to be discharged from the air tank through a check valve and into the fuel manifold system. The air forces all residual fuel remaining in the fuel manifold o u t t h ro u g h t h e n o z z l e s a n d i n t o t h e combustion chamber. Th e f u e l f o r c e d i n t o t h e c o m b u s t i o n chamber is consumed, which in turn causes a momentary rise in engine speed.

• Both STANDBY PUMP switches should be in the OFF position. The crossfeed system automatically turns on the pump it needs to establish crossfeed. • If the firewall fuel valve was closed on t h e i n o p e ra t i v e e n g i n e d u r i n g shutdown, the FUEL PRESSURE annunciator remains illuminated, and any auxiliary fuel on that side is unusable due to lack of motive flow pressure.

5 FUEL SYSTEM

Figure 5-13. Fuel Manifold Purge System Schematic

5-18

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

PREFLIGHT AND SERVICING

Table 5-1. FUEL DRAIN LOCATIONS DRAINS

LOCATION

DRAIN SYSTEM

Flush fuel drain

During each preflight, the fuel drains on the tanks, lines, and filters should be drained to check for fuel contamination.

Gravity line drain

Outboard of nacelle underside of wing

Fuel drain

Outboard of nacelle underside of wing

The main and auxiliary fuel systems have five sump drains, a standby pump drain manifold, and a firewall filter drain in each wing. The drain valve for the firewall fuel filter is to the right of the filter at the firewall on the underside of the nacelle.

Strainer drain

Bottom of nacelle

Filter drain

Forward of wheel well

Inboard of fuel tank drain

Underside of wing by wing root

5 FUEL SYSTEM

Each wing has four tank drains, one line drain, and one filter drain (Figure 5-14). See Table 5-1.

Underside of wing forward of aileron

Figure 5-14. Fuel Drain Locations

FOR TRAINING PURPOSES ONLY

5-19

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The nacelle tank has two drains on the bottom of the nacelle forward of the wheel well. The inboard drain is for the standby boost pump and the outboard drain is for the nacelle fuel sump and strainer. Do not drain the standby pump drain on preflight.

FUEL HANDLING PRACTICES

The leading edge tank has a drain on the underside of the wing just outboard of the nacelle. The integral (wet wing) fuel tank has a sump drain approximately midway on the underside of the wing aft of the main spar. The drain for the auxiliary tank is at the wing root midway between the main and aft spars.

Kerosene, with its higher specific gravity, tends to absorb and suspend more water than aviation gasoline. Along with the water, it suspends rust, lint, and other foreign materials longer. Given sufficient time, these suspended contaminants settle to the bottom of the tank. The settling time for kerosene is five times that of aviation gasoline; therefore, jet fuels require good fuel handling practices to ensure the aircraft is serviced with clean fuel.

The gravity feed line from the wing tanks to the nacelle tank also has a drain line that extends aft along the outboard side of the main gear wheel well to a drain valve just aft of the wheel well. Because jet fuel and water are of similar densities, water does not settle out of jet fuel as easily as from aviation gasoline. For maximum water and fuel separation, the aircraft should sit perfectly still with no fuel being added for approximately four hours prior to draining the sumps. If there is a substantial amount of water in the fuel, however, water and fuel separation does occur soon after fueling or moving the aircraft. Although turbine engines are not as critical as reciprocating engines regarding water ingestion, remove water periodically to prevent formations of fungus and contamination-induced inaccuracies in the fuel gaging system. When draining the flush-mounted drains, do not turn the draining tool. Turning or twisting unseats the O-ring seal causing a leak. 5 FUEL SYSTEM

King Air 350ER Drains The extended range fuel tanks have one drain valve on the lower aft end of each fuel tank. Flapper valves inside each tank prevent the fuel from surging forward.

5-20

All hydrocarbon fuels contain some dissolved and some suspended water. The quantity of water in the fuel depends on temperature and type of fuel.

If recommended ground procedures are carefully followed, solid contaminants settle and free water can be reduced to 30 parts per million (ppm). This value is currently accepted by the major airlines. Since most suspended matter can be removed from the fuel by sufficient settling time and proper filtration, it is not a major problem. Dissolved water has been found to be the major fuel contamination problem. Its effects are multiplied in aircraft operating primarily in humid regions and warm climates. Dissolved water cannot be filtered from the fuel by micronic-type filters. It can be released by lowering the fuel temperature; this occurs in flight. For example, kerosene fuel may contain 65 ppm (8 ounces per 1,0 0 0 gallons) of dissolved water at 80°F. When the fuel temperature is lowered to 15°F, only about 25 ppm remain in solution. The difference of 40 ppm has been released as supercooled water droplets that need only a piece of solid contaminant or an impact shock to convert them to ice crystals. Tests indicate that these water droplets do not settle during flight; they pump freely

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

through the system. If they become ice crystals in the tank, they do not settle because the specific gravity of ice is approximately equal to that of kerosene. Forty ppm of suspended water seems like a very small quantity, but when added to suspended water in the fuel at the time of delivery, it is sufficient to ice a filter. While the critical fuel temperature range is from 0°F to –2°F, which produces severe system icing, water droplets can freeze at any temperature below 32°F.

3. Pe r f o r m f i l t e r i n s p e c t i o n s determine if sludge is present.

to

4. M a i n t a i n g o o d h o u s e k e e p i n g b y periodically flushing the fuel tank system. The frequency of flushing is determined by the climate and presence of sludge. 5. Aviation gas is an emergency fuel. O b s e r v e t h e 15 0 h o u r s m a x i m u m operation on aviation gasoline. 6. Use only clean fuel servicing equipment.

Although this aircraft uses bladder-type fuel cells in addition to an integral (wet wing) fuel cell in each wing and all metal parts (except the standby boost pumps and jet transfer pumps) are mounted above the settlement areas, the possibility of filter clogging and corrosive attacks on fuel pumps exists if contaminated fuels are consistently used. The primary means of fuel contamination control by the owner/operator is good housekeeping. This applies not only to fuel supply, but to keeping the aircraft system clean. The following is a list of steps to recognize and prevent contamination problems: 1. Know your supplier. It is impractical to assume fuel free from contaminants is always available. But it is feasible to exercise caution and be watchful for signs of fuel contamination. 2. Ensure as much as possible that the fuel obtained has been properly stored, that it is filtered as it is pumped to the truck, and again as it is pumped from the truck to the aircraft.

7. After refueling, allow a settle period of at least four hours whenever p o s s i b l e, a n d t h e n d r a i n a s m a l l amount of fuel from each drain.

CAUTION Re m o v e s p i l l e d f u e l f ro m t h e ramp area immediately to prevent the contaminated surface from causing tire damage. Even if the fuel does not contain water, there is still a possibility of fuel icing at very low temperatures.

FUEL TYPES AND ADDITIVES Jet A, Jet A-1, Jet B, JP-4,-5, and -8 fuels may be mixed in any ratio. Aviation Gasoline Grades 80/87, 91/96, 10 0 LL, 10 0/130 and 115/145 are emergency fuels and may be mixed in any ratio with the normal fuels when necessary. Use of the lowest octane rating available is suggested because of its lower lead content. The use of aviation gasoline shall be limited to 150 hours operation during each time between overhaul (TBO) period.

FOR TRAINING PURPOSES ONLY

5-21

5 FUEL SYSTEM

Water in jet fuel also creates an environment favorable to the growth of a microbiological sludge in the settlement areas of the fuel cells. This sludge, in addition to other contaminants in the fuel, can cause corrosion of metal parts in the fuel system as well as clog the fuel filters.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The Fuel Brands and Type Designations c h a r t i n t h e H a n d l i n g , S e r v i c e, a n d Maintenance section of the POH gives fuel refiner’s brand name along with the corresponding designations established by the American Petroleum Institute (API) a n d t h e A m e r i c a n S o c i e t y o f Te s t i n g Material (ASTM). The brand names are listed for ready reference and are not specifically recommended by the aircraft manufactuter. Any product conforming to the recommended specification may be used.

Anti-icing Fuel Additive Engine oil heats the fuel before it enters the FCU. Because no temperature measurement is available for the fuel at the nacelle tank, it must be assumed to be the same as the outside air temperature (OAT). If the OAT is below -45°C, ice formation could occur during takeoff or in flight. An anti-icing additive per MIL-I-27686 should be mixed with the fuel at refueling to ensure safe operation. Refer to the POH and manufacturer’s maintenance manual for procedures to follow when blending antiicing additive with the aircraft fuel.

When filling the aircraft fuel tanks, always observe the following: 1. E n s u r e t h e a i r c r a f t i s s t a t i c a l l y grounded to the servicing unit and to the ramp. 2. Service the main tanks on each side first. The main filler caps are in the outboard fuel cell on the leading edge of each wing near the wingtip. The auxiliary filler caps are on top of the center section, inboard of each nacelle (Figure 5-15); filler caps for the King Air 350 ER are on top of the saddle tank (Figure 5-16). 3. Allow a four-hour settling period w h e n e v e r p o s s i b l e. Th e n d ra i n a sufficient amount of fuel from each d ra i n p o i n t t o re m o v e w a t e r a n d contaminants.

DEFUELING THE AIRCRAFT As an integral part of the nacelle fuel tank, a defueling adapter aft of the standby pump contains a check valve to prevent fuel drainage when the plug is removed. Drain each wing fuel system as follows:

Fuel Biocide Additive Fuel biocide-fungicide BIOBOR JF in concentrations of 135 ppm or 270 ppm may be used in the fuel. BIOBOR JF may be used as the only fuel additive, or it may be used with the anti-icing additive conforming to MIL-I-27686 specification. Used together, the additives have no detrimental effect on the fuel system components.

5 FUEL SYSTEM

S e e t h e m a n u f a c t u r e r ’s m a i n t e n a n c e manual for concentrations to use and for procedures for adding BIOBOR JF to the aircraft fuel.

5-22

FILLING THE TANKS

1. Remove cover on the bottom of the nacelle to access the adapter plug. 2. Remove plug and screw the long end of an AN832-12 union into the adapter. The fuel begins draining as the union unseats the check valve. 3. The fuel may be gravity-drained or, to facilitate defueling, pumped out with the aid of a fuel truck. Refer to the manufacturer’s maintenance manual for more details.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

LIMITATIONS The limitations that pertain to the fuel system are briefly summarized below. Refer t o t h e P i l o t ’s O p e r a t i n g H a n d b o o k , Maintenance Manual, and other specific topics in this section for more details. 1. Operation with a fuel pressure light illuminated is limited to ten hours before overhaul or replacement of the engine-driven high-pressure fuel pump. 2. The King Air 30 0 maximum zero fuel weight is 11,50 0. The King Air 350 maximum zero fuel weight is 12,500.

Figure 5-15. Main and Auxiliary Filler Caps

3. Maximum operation with aviation g a s o l i n e i s l i m i t e d t o 15 0 h o u r s between engine overhauls. Use of aviation gasoline is limited to 150 hours due to lead deposits which form in the turbine section during aviation gas consumption and cause power degradation. Since the aviation gas will probably be mixed with jet fuel already in the tanks, it is important to record the number of gallons of aviation gas taken aboard. As a rough approximation, it is expected that the PT6A-60A will have an average fuel consumption of 55 gallons per hour per engine, therefore each time 55 gallons of aviation gasoline are added, one hour of the 150-hour limitation is being used for that engine. Consult t h e m a n u f a c t u r e r ’s m a i n t e n a n c e manual for more details.

5 FUEL SYSTEM

Figure 5-16. Saddle Tank Filler Cap

FOR TRAINING PURPOSES ONLY

5-23

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

4. If the tanks have been serviced with aviation gasoline, operation is prohibited if either standby boost pump is inoperative. The chart found in the Weight and Balance section of the Pilot’s Operating Handbook shows that the density of aviation gasoline is considerably less than that of jet fuel. B e c a u s e i t i s l e s s d e n s e, a v i a t i o n gasoline delivery is much more critical than jet fuel delivery. Aviation gasoline feeds well under pressure feed but does not feed well on suction feed, particularly at high altitudes. For this reason, two alternate means of pressure feed must be available for aviation gasoline at high altitude. These two means are the standby boost pump and crossfeed f ro m t h e o p p o s i t e s i d e. Th u s, a crossfeed capability is required for climbs above 20,0 0 0 feet pressure altitude.

9. M i n i m u m k n o w n o r f o r e c a s t a i r temperature for operation without fuel anti-icing additive is –45°C.

WARNING One operative standby fuel pump is required for takeoff when using recommended engine fuels, but in such a case, crossfeed of fuel will not be available from the side of the inoperative standby fuel pump.

5. When fueling the Super King Air 30 0 or 350, the main fuel tanks should be f u l l b e f o re a n y f u e l i s p u t i n t h e auxiliary tanks to reduce the structural bending moment in flight. 6. The Super King Air 300 and 350 have a maximum fuel imbalance of 30 0 pounds between wing fuel systems. 7. Takeoff is prohibited when the fuel quantity indicator needles are in the yellow arc or when there is less than 265 pounds of fuel in each main system. 8. Crossfeeding of fuel is permitted only when one engine is inoperative.

5 FUEL SYSTEM

5-24

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

QUESTIONS 1. I f a u x i l i a r y f u e l i s r e q u i r e d , t h e auxiliary tank _______ be filled _______ filling the main fuel tanks. A. May; after B. May; before C. Must; before D. Must; after 2. Illumination of the amber [L/R FUEL QTY] annunciator indicates less than 30 minutes of fuel remaining: A. In the appropriate auxiliary fuel tank. B. In the appropriate main fuel tank. C. At maximum continuous power. D. At maximum range power.

5. The approved military grade fuels are: A. JP-4, JP-5, and JP-8. B. 100LL and 115/145. C. Jet A and Jet A-1. D. Jet A and Jet B. 6. The maximum allowed lateral fuel imbalance is _______ lbs. A. 100 B. 300 C. 500 D. 700

3. Illumination of the red [L/R FUEL P R E S S LO ] w a r n i n g a n n u n c i a t o r during normal flight operations indicates: A. Insufficient pressure at the fuel pressure switch. B. D u r i n g a l l o p e r a t i o n s w i t h emergency fuel. C. C r o s s f e e d o p e r a t i o n i s n o t available. D. Powerplant failure is imminent.

FOR TRAINING PURPOSES ONLY

5 FUEL SYSTEM

4. According to the checklist, crossfeed is selected: A. When fuel transfer is required. B. O n l y d u r i n g s i n g l e e n g i n e operations. C. A n y t i m e a f u e l i m b a l a n c e i s exceeds a limitation during normal operations. D. When the auxiliary fuel is empty after being used.

5-25

6 AUXILIARY POWER SYSTEM

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The material normally covered in this chapter is not applicable to this aircraft.

FOR TRAINING PURPOSES ONLY

6-i

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 7 POWERPLANT CONTENTS INTRODUCTION ............................................................................................................... 7-1 GENERAL ........................................................................................................................... 7-1 Engine Ratings .............................................................................................................. 7-1 Engine Stations.............................................................................................................. 7-2 Engine Terms ................................................................................................................. 7-4 POWERPLANT ................................................................................................................... 7-4 General Principles......................................................................................................... 7-5 General Operation ........................................................................................................ 7-6 Engine Airflow .............................................................................................................. 7-8 Ignition System .............................................................................................................. 7-9 Accessory Section ....................................................................................................... 7-10 Lubrication System ..................................................................................................... 7-13 Engine Fuel System .................................................................................................... 7-16 Engine Power Control................................................................................................ 7-21 Engine Instruments .................................................................................................... 7-23 Engine Limitations ..................................................................................................... 7-25 PROPELLER .................................................................................................................... 7-28 Blade Angle ................................................................................................................. 7-31 Primary Governor....................................................................................................... 7-31 Overspeed Governor.................................................................................................. 7-44 Fuel Topping Governor .............................................................................................. 7-45

FOR TRAINING PURPOSES ONLY

7-i

7 POWERPLANT

Page

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Power Levers ............................................................................................................... 7-45 Propeller Control Levers ........................................................................................... 7-46 Propeller Feathering ................................................................................................... 7-46 Synchrophaser ............................................................................................................. 7-51 QUESTIONS ...................................................................................................................... 7-53 7 POWERPLANT

7-ii

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ILLUSTRATIONS Title

Page

7-1

PT6A-60A Specifications...................................................................................... 7-2

7-2

Engine Cutaway..................................................................................................... 7-3

7-3

PT6A-60A Powerplant Installation..................................................................... 7-4

7-4

Engine Modular Concept ..................................................................................... 7-5

7-5

Engine Gas Flow and Stations............................................................................. 7-7

7-6

Jet-Flap, Compressor Bleed Valve, and Swing Check Valve ............................ 7-9

7-7

Engine Start and Ignition Switches................................................................... 7-10

7-8

Typical PT6A Engine.......................................................................................... 7-11

7-9

Front and Rear Accessory Drive....................................................................... 7-12

7-10

Accessory Gearbox Geartrain ........................................................................... 7-12

7-11

Engine Lubrication Diagram............................................................................. 7-14

7-12

Magnetic Chip Detector..................................................................................... 7-13

7-13

Engine Oil Dipstick ............................................................................................ 7-15

7-14

Simplified Fuel System Diagram ....................................................................... 7-16

7-15

Simplified Fuel Control System......................................................................... 7-18

7-16

Fuel Pressure Annunciator................................................................................. 7-20

7-17

Fuel Flow Indicator............................................................................................. 7-20

7-18

Control Pedestal (Typical).................................................................................. 7-21

7-19

Control Levers..................................................................................................... 7-22

7-20

Engine Display .................................................................................................... 7-23

7-21

ITT Reading......................................................................................................... 7-24

7-22

Torquemeter......................................................................................................... 7-24

7-23

Gas Generator Tachometer................................................................................ 7-24

7-24

Engine Limits Chart ........................................................................................... 7-25

FOR TRAINING PURPOSES ONLY

7-iii

7 POWERPLANT

Figure

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

7 POWERPLANT

7-25

Overtorque Limits............................................................................................... 7-26

7-26

Overtemperature Limits..................................................................................... 7-27

7-27

In-Flight Engine Data Log................................................................................. 7-27

7-28

Hartzell Propeller................................................................................................ 7-29

7-29

Propeller System Complete................................................................................ 7-30

7-30

Propeller Blade Angle Diagram........................................................................ 7-31

7-31

Propeller Pitch Diagram..................................................................................... 7-32

7-32

Primary Governor ............................................................................................... 7-33

7-33

Complete Propeller System................................................................................ 7-33

7-34

Propeller Onspeed Diagram .............................................................................. 7-34

7-35

Propeller Overspeed Diagram........................................................................... 7-35

7-36

Propeller Underspeed Diagram ........................................................................ 7-35

7-37

Low Pitch Stop Diagram .................................................................................... 7-37

7-38

GROUND FINE Range and REVERSE Diagram ....................................... 7-38

7-39

Propeller Positioning—Flight Idle to Ground Low Pitch Stop ..................... 7-40

7-40

King Air 350 Ground Idle Stop Electrical Circuit .......................................... 7-43

7-41

Overspeed Governor Diagram.......................................................................... 7-44

7-42

Power Levers ...................................................................................................... 7-45

7-43

Propeller Control Levers.................................................................................... 7-46

7-44

Autofeather Diagram—Armed ......................................................................... 7-47

7-45

Autofeather Diagram—Test .............................................................................. 7-48

7-46

Autofeather Diagram—Left Engine Failure Armed ...................................... 7-49

7-47

Autofeather Test Diagram (Right Engine)—Low Power and Feathering... 7-49

7-48

Propeller Synchrophaser System ....................................................................... 7-51

7-iv

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

7 POWERPLANT

CHAPTER 7 POWERPLANT

INTRODUCTION In-depth knowledge of the powerplant and propeller systems is essential to good power management. Operating within the design parameters extends engine life and ensures safety. To better equip the pilot for effective power management, this chapter describes the basic components of the engines and propellers along with their limits. It also discusses details of engine operation so the pilot can familiarize himself with normal and abnormal conditions.

GENERAL ENGINE RATINGS In turboprop engines, power is measured in shaft horsepower (SHP) and equivalent shaft horsepower (ESHP). SHP is determined by propeller rpm and torque applied to turn the propeller shaft.

Power transmitted through the propeller shaft, however, is only a portion of the total thrust created by the engine. Hot exhaust gases exiting the engine also develop some kinetic energy similar to a turbojet engine. This additional thrust created by the exhaust amounts to about 10% of the total engine

FOR TRAINING PURPOSES ONLY

7-1

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

horsepower. ESHP is the term applied to the total horsepower delivered—including the exhaust thrust.

7 POWERPLANT

Turboprop engine specifications usually show both ESHP and SHP along with limiting ambient temperatures. (Figure 71) lists the engine rating and temperatures and (Figure 7-2) illustrates the various engine sections.

ENGINE STATIONS

at a specific point, the appropriate station number is used. For example, temperature of the airflow measured between the compressor and first stage power turbine at engine station number 5 is called T 5 , which is read in the cockpit as ITT. Engine bleed air after t h e c e n t r i f u g a l c o m p re s s o r s t a g e a n d prior to entering the combustion chamber i s r e f e r r e d t o a s P 3 a i r . Th i s a i r i s for cabin heat, pressurization, and the pneumatic system.

To identify points in the engine, station n u m b e r s a re e s t a b l i s h e d . To r e f e r t o pressure or temperature in the airflow path

Figure 7-1. PT6A-60A Specifications

7-2

FOR TRAINING PURPOSES ONLY

SINGLE-STAGE COMPRESSOR TURBINE

EXHAUST OUTLET COMPRESSOR SECTION POWER SECTION FOR TRAINING PURPOSES ONLY

INTAKE AIR

COMBUSTION SECTION

ENGINE AIR INLET

7-3

Figure 7-2. Engine Cutaway

7 POWERPLANT

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

TWO-STAGE POWER TURBINE

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

POWERPLANT

ENGINE TERMS Several basic terms aid in the general understanding of the PT6A series engines: • N 1 or N g —Gas generator rpm in percent of turbine speed

7 POWERPLANT

• N p —Propeller rpm • N 2 or N f —Power turbine rpm (not indicated on engine instruments) • P 2.5 —Air pressure between engine stations 2 and 3. Also referred to as axial stage air or compressor interstage air • P 3 —Air pressure at engine station 3; the source of bleed air used for some aircraft systems • ITT or T5—Interstage turbine temperature in degrees centigrade at engine station 5.

The powerplant for the King Air 350 is the Pratt and Whitney Canada PT6A-60A freeturbine-turboprop engine that drives a fourbladed propeller (Figures 7-3). The engine is flat-rated to 1,050 shaft horsepower. Th e p o w e r p l a n t s a r e e q u i p p e d w i t h conventional, four-blade, full-feathering, reversing, constant-speed propellers. The propellers mount on the output shaft of the engine reduction gearbox. Engine oil pressure controls the propeller pitch and speed through single-action, engine-driven propeller governors. The propellers feather automatically when the engines are shut down. They unfeather when the engines are started.

Figure 7-3. PT6A-60A Powerplant Installation

7-4

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The PT6A-60A engine consists basically of a free-turbine, reverse-flow engine that d r i v e s a p ro p e l l e r t h ro u g h p l a n e t a r y gearing. The term free-turbine refers to the turbine sections of the single-stage engine. There are two turbine sections: the compressor turbine drives the engine compressor and accessories and the dualpower turbine drives the power section and propeller. The power turbine section has no physical connection to the compressor turbine. The compressor and power turbines, mounted on separate shafts, are driven in opposite directions by the gas flow across them.

The term reverse flow refers to airflow through the engine. Inlet air enters the compressor at the aft end of the engine. It then moves forward through the combustion section and the turbines. Finally, it is exhausted at the front of the engine.

Engine Modular Concept An important feature of the PT6A-60A engine is its modular construction. The engine is basically divided into two modules: a gas generator section and a power section (Figure 7-4). The gas generator section includes the compressor and the combustion section. Its function is to draw air into the engine and add energy to it in the form of burning fuel to produce the gases necessary to drive the compressor and power turbines.

Figure 7-4. Engine Modular Concept

FOR TRAINING PURPOSES ONLY

7-5

7 POWERPLANT

GENERAL PRINCIPLES

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

7 POWERPLANT

The function of the power section is to convert the gas flow from the gas generator section into mechanical action to drive the propeller. An integral planetary gearbox converts the high speed and low torque of the power turbine to the low speed and high torque required at the propeller. The reduction ratio from power turbine shaft rpm (N f ) to propeller rpm (N p ) is approximately 17.6:1. The engine requires a minimum of maintenance. A hot section inspection (HSI) is u s u a l l y c a r r i e d o u t a t m i d - T B O. Th i s involves splitting the engine between the compressor and power turbines. Since it is not necessary to remove the engine from the aircraft to carry out the HSI, the inspection is both simple and fast. Th e m o d u l a r d e s i g n a l l o w s c o m p l e t e replacement of either the gas generator section or the combustion section independently of the other section. This permits easy maintenance, modular overhaul, and onwing HSI.

GENERAL OPERATION Another important feature of the PT6A60A engine is the reverse flow. Inlet air enters the rear of the engine through an annular plenum chamber formed by the compressor inlet case. The air is directed forward to the compressor. (Figure 7-5). The compressor consists of three axial stages combined with a single centrifugal stage. They are assembled as an integral unit on a common shaft. A row of stator vanes between each stage of compression diffuses the air, raises its static pressure, and then directs it to the next stage of compression. The compressed air passes through diffuser tubes that turn the air through 90° in direction and convert velocity to static pressure. The diffused air then passes through straightening vanes to the annulus surrounding the combustion chamber liner.

7-6

The flow of air changes direction 180° as it enters and mixes with fuel in the combustion chamber. The combustion chamber liner has varying size perforations that allow entry of compressor delivery air. Approximately 25% of the air mixes with fuel to support combustion. The remaining 75% enters the flame in the combustion chamber can and internally cools the engine. The fuel/air mixture is ignited. The resultant expanding gases are directed to the t u r b i n e s. Th e u n i q u e l o c a t i o n o f t h e combustion chamber liner using flow reversal eliminates the need for a long shaft between the compressor and the compressor turbine.This reduces the overall length and weight of the engine. For ease of starting, fuel is injected into the combustion chamber liner through 14 simplex nozzles arranged in two sets. A dual fuel manifold of primary and secondary transfer tubes and adapters supplies the fuel. Fo r s t a r t i n g o n l y, t w o s p a r k i g n i t e r s that protrude into the liner ignite the f u e l / a i r m i x t u r e. A f t e r s t a r t i n g , t h e igniters are turned off bcause combustion is self-sustaining. The resultant gases expand from the liner, reverse direction in the exit duct zone, and pass through the compressor turbine inlet guide vanes to the single-stage compressor drive turbine. The guide vanes ensure that the expanding gases impinge on the turbine blades at the correct angle with minimum loss of energy. The expanding gases are then directed forward to drive the power turbine section.

FOR TRAINING PURPOSES ONLY

7 POWERPLANT

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 7-5. Engine Gas Flow and Stations

FOR TRAINING PURPOSES ONLY

7-7

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The compressor turbine extracts approximately 60% of the energy from the combustion gases. The power turbines extract the remaining energy. The dual-stage power turbine consists of inlet guide vane and turbines that drive the propeller shaft through a reduction gearbox. 7 POWERPLANT

The compressor and power turbines are in the approximate center of the engine with their respective shafts extending in opposite directions. This feature simplifies the installation and inspection procedures.

If the compressor bleed valve remains closed at low N 1 speeds, compressor stalls would result as the engine attempts to accelerate to takeoff power. If the valve remains open at high N 1 speeds, ITT would be higher than normal and torque considerably lower than normal. This would reduce power output as the engine becomes temperature-limited at reduced torque. Therefore, at both low speeds and high speeds, proper compressor bleed valve operation is critical to normal engine operation.

The exhaust gas from the power turbines is directed through an annular exhaust plenum to the atmosphere through twin opposed exhaust ports provided in the exhaust duct.

Jet-Flap Intake System

ENGINE AIRFLOW

In this engine, it is incorporated in a jet flap system. A jet flap, or slot, is machined into one side of each hollow strut that secures the accessory section to the compressor section of the engine.

Compressor Bleed Valve The compressor bleed valve is a pneumatic piston that references the pressure differential between the axial and centrifugal stages. Looking forward, the valve is at the 3 o’clock position. The function of this valve is to prevent compressor stalls and surges in the N 1 rpm range. At low N 1 rpm, the compressor axial stages produce more compressed air than the centrifugal stage can use. To compensate for this excess airflow at low rpm, the open compressor bleed valve overboards or bleeds axial-stage air (P 2.5 ). This reduces back pressure on the axial stages (Figures 7-5 and 7-6). The pressure relief helps prevent compressor stall. At low N 1 rpm, the valve is open. At takeoff and cruise above approximately 90% N 1 rpm, the bleed valve is closed.

7-8

A unique feature of the PT6A-60A engine is its efficient utilization of P 2.5 air. In most other PT6A engines, it is ported overboard.

The jet flap intake system (Figure 7-6) functions as a variable inlet guide vane without variable geometry. Each hollow core provides a passageway for compressor interstage air (P 2.5 ) to exit through the narrow slot parallel to the engine centerline. The interstage air passing into the intake zone provides a swirl effect on inlet air entering the compressor. This pre-swirl effect improves low speed compressor characteristics. It also eliminates one of the compressor bleed valves found in most of the PT6A series engines.

Swing Check Valve A swing check valve is on the right side at the 3 o’clock position on the compressor bleed valve cover. It is a plate valve hinged at the upper edge and capable of pivoting through approximately 90°.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

IGNITION SYSTEM The combustion chamber has two sparktype igniters to provide positive ignition during engine start.

Wh e n t h e I G N I T I O N A N D E N G I N E START switch is moved to the ON position, these igniters activate. Although the engine is equipped with two igniters, it needs only one to start. The system is designed so that if one igniter is open or shorted, the remaining igniter continues to function. Because combustion is self-sustaining, the igniters may be turned off once the engines start. Move the IGNITION AND ENGINE START switch to the OFF position.

Figure 7-6. Jet-Flap, Compressor Bleed Valve, and Swing Check Valve

FOR TRAINING PURPOSES ONLY

7-9

7 POWERPLANT

The valve relieves excess P 2.5 pressure that can not be used by the jet flap system when the compressor bleed valve is open.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The spark ignition provides the engine with an ignition system capable of quick lightups over a wide temperature range.

Components and Controls

7 POWERPLANT

The system consists of an airframe-mounted ignition exciter, two individual high tension cable assemblies, and two spark igniters. It is energized from the aircraft nominal 28-volt DC supply. The system operates in the 9- to 30-volt range. The igniter control box produces up to 3,500 volts. Switches for start and ignition are are on the pilot left subpanel (Figure 7-7). The IGNITION AND ENGINE START switches have three positions: ON, OFF, and STARTER ONLY. The ON position activates both the starter and igniters. The STARTER ONLY position is a holddown position, spring- loaded to center (OFF). It only provides motoring to clear the engine of unburned fuel. With the switch in this position, there is no ignition.

The ignition system features an automatic b a c k u p f o r e m e r g e n c i e s. Th e AU TO IGNITION switches should be moved to the ARM position in turbulence, precipitation, and icing conditions. If engine torque falls below approximately 17% and auto-ignition is armed, the igniters automatically energize to attempt a start if an engine flames out. Th e g r e e n a d v i s o r y I G N I T I O N O N annunciators illuminate when the system is armed.

ACCESSORY SECTION All of the engine-driven accessories e x c e p t t h e p ro p e l l e r t a c h o m e t e r a n d propeller governors are mounted on the accessory gearbox. The accessory gearbox is at the rear of the engine (Figures 7-8). The compressor shaft (N 1 ) drives the accessories through a coupling shaft.

Figure 7-7. Engine Start and Ignition Switches

7-10

FOR TRAINING PURPOSES ONLY

7 POWERPLANT

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 7-8. Typical PT6A Engine

FOR TRAINING PURPOSES ONLY

7-11

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The lubricating and scavenge oil pumps are mounted inside the accessory gearbox. Two scavenge pumps are externally mounted.

The starter/generator, high-pressure fuel pump, Ng tachometer generator, and other optional accessories are mounted on pads on the rear of the accessory drive case. There are several such mounting pads, each with its own different gear ratio (Figures 7-9 and 7-10).

7 POWERPLANT

Figure 7-9. Front and Rear Accessory Drive

Figure 7-10. Accessory Gearbox Geartrain

7-12

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The oil cooler is thermostatically controlled to maintain the desired oil temperature. Another externally mounted unit, the oil-to-fuel heat exchanger, uses hot engine oil to heat fuel before it enters the engine fuel system. This prevents icing at the pump filter.

LUBRICATION SYSTEM The PT6A engine lubrication system has a dual function (Figure 7-11). Its primary function is to cool and lubricate the engine bearings and bushings. Its second function is to provide oil to the propeller governor and propeller reversing control system.

A magnetic chip detector is in the bottom of each engine nose gearbox (Figure 7-12). This detector activates a yellow caution L C H I P D ET E C T o r R C H I P D ET E C T annunciator on the annunciator panel to alert the pilot of possible oil contamination.

The main oil tank houses a gear- t y p e e n g i n e - d r i v e n p r e s s u r e p u m p, a n o i l pressure regulator, and an oil filter. The engine oil tank is an integral part of the compressor inlet case and is in front of the accessory gearbox. As oil is pumped from the tank, it passes through the pressure and temperature sensing bulbs mounted on or near the rear accessory case. The oil then proceeds to the various bearing compartments and nose case through an external oil transfer line below the engine.

Illumination of a CHIP DETECT annunciator indicates possible metal contamination in the engine oil supply. Although the annunciator indicates a possible or pending engine failure, illumination of a CHIP DETECT annunciator is not in itself cause for an engine to be shut down. Monitor engine parameters for abnormal indications.

Scavenge oil returns from the nose case and bearing compartments through the g e a r- t y p e o i l s c a v e n g e p u m p s i n t h e accessory case, through external oil transfer lines, and through the external oil cooler below the engine.

If parameters are abnormal, a precautionary shut down may be made at the pilot’s discretion. After illumination of a CHIP DETECT annunciator, determine cause of malfunction and correct prior to the next flight.

VALVE

MAGNETIC POLES

PREFORMED PACKING VALVE SEAT PREFORMED PACKING

ADAPTER ASSEMBLY

PREFORMED PACKINGS

INSULATION

ADAPTER RETAINING NUT

VALVE HOUSING

DETECTOR HOUSING

ELECTRICAL CONNECTOR

Figure 7-12. Magnetic Chip Detector

FOR TRAINING PURPOSES ONLY

7-13

7 POWERPLANT

Magnetic Chip Detector

Components and Operation

7-14

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Figure 7-11. Engine Lubrication Diagram

7 POWERPLANT

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The oil tank has a filler neck and integral quantity dipstick housing. The cap and dipstick are secured to the filler neck that passes through the gearbox housing and accessory diaphragm and into the tank. The markings on the dipstick indicate the number of U.S. quarts of oil less than full (Figure 7-13). The engine oil system has a total capacity of four U.S. gallons including the 2.5 gallon oil tank. Maximum oil consumption is one quart every10 hours of operation. Normal oil consumption may be as little as one quart per 50 hours of operation. Most PT6A engines normally seek an oil level of one to two quarts down on the dipstick with hot oil, and approximately one quart lower than that when oil is cold. Do not overfill.

When adding oil between oil changes, do not mix types or brands of oil due to the possibility of chemical incompatibility and loss of lubricating qualities. A placard inside the engine cover shows the brand and type of oil needed. Although the preflight checklist requires checking the oil level, the best time to check oil quantity is shortly after shutdown because oil levels are most accurately indicated at that time. Oil level checks during preflight may require motoring the engine for a brief period for an accurate level reading. When gas generator speeds are above 72% N 1 , normal oil pressure is between 90 and 135 psi.

Figure 7-13. Engine Oil Dipstick

FOR TRAINING PURPOSES ONLY

7-15

7 POWERPLANT

Servicing

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ENGINE FUEL SYSTEM

• High-pressure fuel pump

The fuel control system for PT6A-60A engines is a fuel governor that increases or decreases fuel flow to the engine to maintain selected engine operating speeds. The engine fuel control system consists of the main components shown in the block diagram (Figure 7-14).

• Fuel control unit

7 POWERPLANT

Components These components include the following: • Engine-driven boost pump

• Fuel flow transmitter • Minimum pressure flow valve • Flow divider • Dual fuel manifolds with 14 simplex nozzles The engine-driven boost pump operates when the gas generator shaft (N 1) is turning to provide sufficient fuel head pressure (approximately 30 psi) to the high-pressure pump. This prevents cavitations.

• Firewall fuel filter and pressure switch • Oil-to-fuel heat exchanger

Figure 7-14. Simplified Fuel System Diagram

7-16

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

After fuel passes through the oil-to-fuel heat exchanger, it flows into the highpressure, engine-driven fuel pump and on into the fuel control unit (FCU). The high-pressure fuel pump is an enginedriven, gear-type pump with an inlet and outlet filter. Flow rates and pressures vary with gas generator (N 1 ) rpm and FCU operation. The high-pressure pump supplies fuel up to a maximum pressure of 1,050 psi to the fuel-receiving side of the FCU. Its primary purpose is to provide sufficient pressure at the fuel nozzles for a good spray pattern in all modes of engine operation. A fuel-purge line positioned at the output side of the high-pressure fuel pump constantly directs a small amount of fuel back to the gravity-feed line between the wing and nacelle tanks. This ensure the FCU stays clear of vapors and bubbles. Also located in the FCU is the pump u n l o a d i n g va l v e. Th e c o n d i t i o n l e v e r controls this valve. It is either open to unload the pressure or closed. There is no intermediate position. The minimum pressurizing valve is located in conjunction with the flow divider. It blocks fuel flow during starts until fuel pressure builds sufficiently to maintain a proper spray pattern in the combustion chamber. About 100 psi is required to open t h e m i n i m u m p re s s u r i z i n g va l v e. Th e engine-driven high-pressure fuel pump maintains this required pressure. If the pump fails, the valve closes and the engine flames out.

For starting, fuel flows initially through the flow divider to the primary fuel spray nozzles in the combustion chamber. As the engine accelerates through approximately 35 to 40% N1, fuel pressure increases sufficiently to also supply the secondary fuel nozzles. At this time, all 14 nozzles are delivering atomized fuel to the combustion chamber. This progressive sequence of primary and secondary fuel nozzle operation provides cooler starts. During engine starts, there may be an increased acceleration in N 1 speed when the secondary fuel nozzles start delivering fuel.

Fuel Manifold Purge System A fuel manifold purge system disposes of residual fuel in the flow divider and fuel manifold after engine shutdown. It consists of a P 3 pressure tank with connections for P 3 air input at one end and a discharge to the flow divider at the other end. During normal engine operation, P 3 air enters the tank through a check valve to pressurize the tank. Fuel pressure against the discharge check valve prevents the air from escaping as long as the engine is running. As fuel pressure drops to zero during shutdown, P3 air escapes through the flow divider into the fuel manifold and nozzles. The airfow pushes any residual fuel into the combustion chamber where it is burned. As a result, the pilot may notice a one- to two-second delay in initial engine spool down after shutdown.

FOR TRAINING PURPOSES ONLY

7-17

7 POWERPLANT

The oil-to-fuel heat exchanger uses warm e n g i n e o i l t o m a i n t a i n a d e s i re d f u e l temperature at the fuel pump inlet.This prevents icing at the pump filter. It occurs automatically rquiring no pilot action.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

• Power lever that selects gas generator speed (N 1 ) between idle and maximum through the 3D cam, cam follower lever, and fuel valve

Fuel Control Unit The fuel control unit (FCU) has multiple functions. Its main purpose is to meter the proper fuel amount to the nozzles in all modes of engine operation.

• Flyweight governor that controls fuel flow to maintain selected speed

The fuel control consists of the following major components (Figure 7-15): 7 POWERPLANT

• Pneumatic bellows that control the acceleration schedule and act to reduce gas generator speed if a propeller overspeed occurs

• Condition lever that selects start, low idle, and high idle functions

FUEL CONDITION LEVER

ULTIMATE RELIEF VALVE

HIGH IDLE CAM PO PUMP UNLOADING VALVE

FUEL INLET (FROM OIL-TO-FUEL HEATER)

BYPASS REG VALVE

P2

74-MICRON FILTER

P1 FUEL VALVE FOLLOWER

BYPASS VALVE

PT

PO

3D CAM FOLLOWER

POWER LEVER

P1 PZ FILTER BYPASS VALVE

P3

P2

NG GOVERNOR

FUEL PUMP

MIN FLOW ADJ (P3) SENSOR BELLOWS ASSEMBLY

P3 FILTER

PY MINIMUM PRESSURIZING AND SHUTDOWN VALVE

P3 AIR

NF GOVERNOR

FUEL FLOW DIVIDER AND DUMP VALVE

LEGEND P1 UNMETERED PUMP DELIVERY FUEL P2 METERED FUEL P3 COMPRESSOR DISCHARGE AIR PO BYPASS FUEL PT FUEL SERVO PRESSURE PY GOVERNING AIR PRESSURE PZ INTERMEDIATE FUEL PRESSURE

Figure 7-15. Simplified Fuel Control System

7-18

10-MICRON FILTER

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

A minimum flow adjustment set to approximately 90 pounds/hour guarantees s u ff i c i e n t f u e l f l o w t o s u s t a i n e n g i n e operation at minimum power. The FCU is mounted on the rear flange of the fuel pump. A splined coupling between the pump and the FCU transmits a speed signal, proportional to gas generator shaft speed (N1), to the governing section in the FCU. The FCU determines the fuel schedule for the engine to provide power required by controlling gas generator speed. Engine power output is directly dependent upon gas generator speed (N 1 ), which is controlled by regulating the amount of fuel to the combustion section of the engine. Compressor discharge pressure (P 3 ) is sensed by the FCU is used to establish acceleration fuel flow limits. This fuel limiting function prevents overtemperature conditions in the engine during starting and acceleration.

FCU Operation A b r i e f, s i m p l i e d d i s c u s s i o n o f F C U operation follows. For detailed description and operation, refer to the Pratt & Whitney Maintenance Manual for this engine. The condition lever selects the LOW IDLE to HIGH IDLE N 1 speeds. The power lever selects speeds between idle and maximum, 104% N 1 and positions a 3D cam in the FCU. The cam, through a cam follower and lever, determines fuel flow corresponding to the selected N 1 speed. The gas generator (N 1 ) governor that c o n t ro l s e n g i n e s p e e d c o n t a i n s t w o flyweights mounted on an engine-driven

ballhead. The flyweight governor is the feedback element of the speed select system. It controls the on-speed condition by positioning the 3D cam in response to speed variations in the gas generator. As N 1 speed increases or decreases, the resulting flyweight action changes the 3D cam setting. This, in turn, changes the fuel flow valve setting to maintain the selected N 1 speed. The N 1 governor maintains these forces in balance continually so the axial position of the 3D cam always represents engine speed. The cam follower and arm transmit motion of the 3D cam to the fuel valve. As the 3D cam moves upward, fuel flow to the engine is increased and N 1 speed increases. Downward movement of the 3D cam decreases fuel flow and N 1 speed. The N 1 governor, in response to variations in power lever position, maintains N 1 speed. The governor adjusts fuel flow as required. Compressor discharge pressure (P 3 air) is a second input affecting the fuel flow valve position during acceleration or deceleration to maintain the selected speed condition of the gas generator. An increase in P 3 causes the fuel flow valve to increase f u e l f l o w i n re s p o n s e t o i n c re a s e d P 3 pressure until N 1 speed is stabilized. A decrease in P 3 causes the fuel flow valve to decrease fuel flow until N1 speed is stabilized at the lower selected value.

Overspeed Condition In an overspeed condition, increasing pressure by the governor flyweights moves the 3D cam downward. This results in decreased fuel flow from the fuel flow valve to the engine. A balance point is reached when the N1 speed is reduced to the selected speed, and the cam is stationary at the new speed position. Underspeed Condition In an underspeed condition, decreasing pressure by the governor flyweights moves the

FOR TRAINING PURPOSES ONLY

7-19

7 POWERPLANT

The FCU is calibrated for starting flow rates, acceleration, and maximum power. It compares gas generator speed (N 1) with the power lever setting and regulates fuel to the engine fuel nozzles. The FCU also senses compressor section discharge pressure, compares it to rpm, and establishes acceleration and deceleration fuel flow limits.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

3D cam upward. This results in increased fuel flow from the fuel flow valve to the engine until the system is in equilibrium again.

In the event of an engine-driven fuel pump (high pressure) failure, the engine flames because this high-pressure fuel is required to open the minimum pressurizing valve.

Fuel Pressure Indicators

7 POWERPLANT

If a primary engine-driven boost pump fails, the approrpiate red warning FUEL PRESS annunciator in the warning annunciator p a n e l i l l u m i n a t e s ( Fi g u re 7- 16 ) . Th e MASTER WARNING lights also flash.

Fuel Flow Indicator A transmitter in the engine fuel supply line between the FCU and the flow divider senses fuel flow information. This information displays on the multi-function display in the center of the instrume nt panel (Figure 7-17). The displays indicate fuel flow in pounds-per-hour units.

Figure 7-17. Fuel Flow Indicator

Fuel Additives

Figure 7-16. Fuel Pressure Annunciator

The FUEL PRESS annunciator illuminates when outlet pressure at the engine-driven boost pump decreases below 10 psi. Switching on the standby fuel boost pump should increase fuel pressure above 11 (±2) psi and extinguish the warning.

CAUTION Engine operation with the FUEL PRESS annunciator on is limited to 10 hours between overhaul or replacement of the engine-driven high-pressure fuel pump. Boost pump fuel pressure is needed to l u b r i c a t e, c o o l a n d p r e v e n t cavitations of the high pressure fuel pump.

7-20

Two fuel additives are approved for the King Air 350. An anti-icing additive conforming to specification MIL-I-27686 is required when flying into known forecast c o n d i t i o n s b e l o w – 4 5 ° C. I t s h o u l d b e blended in accordance with the procedures outlined in the POH. The fuel biocide Biobor JF is also approved for prevention of microorganism growth within fuel tanks and lines. It should be blended as outlined in the King Air Maintenance Manual.

ENGINE POWER CONTROL The power lever acting on the gas generator governor (N 1 ) controls torque. When the position of the power lever calls for more torque, the governor settings prevent the bleed-off of internal pressure and some of the P 3 air in the FCU. This moves the metering nozzle to allow the necessary fuel

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

flow into the spray nozzles to meet the power condition called for.

UP FLAPS

20 TAKEOFF AND APPROACH

60

The propeller lever adjusts the propeller governor to the desired propeller speed. The propeller maintains the set speed by varying the blade angle as more or less torque is applied.

80

1

2 CABIN CLIMB

4

THDS FT PER MIN

0 .5

6 1

2

4

40 35 30 25

100

0

T AL

0F

T

5

1 7

2

6

5

20

4

3

10

15

7 POWERPLANT

DOWN

.5

Power Management Power management is relatively simple with two primary operating limitations: temperature and torque. Engine torque and ITT operating parameters are affected by ambient temperature and altitude. During operation requiring maximum engine performance at cold temperature or low altitude, torque limits power. At hot temperature or high altitude, ITT limits power. Whichever reaches its limit first determines the power available.

Control Pedestal The control pedestal extends between pilot and copilot (Figure 7-18). The three sets of control levers are, left to right, the power levers, propeller rpm and feather levers, and the condition levers.

Power Levers The power levers control engine power from idle to takeoff power through the operation of the gas generator (N1) governor in the FCU. Increasing N 1 rpm results in increased engine power. Th e p o w e r l e v e r s h a v e t h re e c o n t ro l regions: forward thrust, ground fine, and reverse. When the levers are lifted over the IDLE gate and pulled back into the GROUND FINE range, they hold engine power at the selected idle speed and control propeller blade angle.

Figure 7-18. Control Pedestal (Typical)

FOR TRAINING PURPOSES ONLY

7-21

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

7 POWERPLANT

The GROUND FINE range is normally used for taxi. When the levers are lifted over the GROUND FINE gate into the REVERSE range, they control engine power and propeller blade angle.

Condition Levers

Propeller Levers

At LOW IDLE, engine gas generator speed (N 1 ) is a minimum of 62%; at HI IDLE it is 70%. The levers can be set between these two values for any proportional speed between 62% and 70% N 1 speed.

The propeller levers are conventional in setting the required rpms for takeoff and cruise positions (Figure 7-19). The normal governing range is 1,450 to 1,700 rpm. POWER LEVERS

PROPELLER LEVERS CONDITION LEVERS

The condition levers have three positions: F U E L C U TO F F, LOW I D L E , a n d H I IDLE (Figure 7-19). At FUEL CUTOFF position, fuel flow to the engines is cut off.

Control Lever Operation The propeller, power, and condition levers control the engines from the cockpit. Both the power and condition levers are connected to the N 1 governing section of the FCU. Either lever resets the FCU to maintain a new N 1 rpm. For starting, the power levers are at IDLE position. Once the condition levers are moved to LOW IDLE, the fuel cutoff valve allows fuel to flow to the nozzles. The N 1 g o v e r n o r i s s e t a t LOW I D L E . Th e condition levers are continuously variable from LOW IDLE at 62% to HI IDLE at 70% N 1 . This variable idle speed with power levers at IDLE enhances engine cooling by maintaining a steady airflow through the engines.

Figure 7-19. Control Levers

This aircraft is equipped with both manual and automatic propeller feathering systems. To feather a propeller manually, pull the propeller lever back past the friction detent into the red and white striped section of the quadrant. To unfeather, push the lever back into the governing range. The propellers go to the feathered position when the engines shut down because of the loss of oil pressure in the propeller hub.

7-22

With the condition levers at LOW IDLE, the power levers select N 1 rpm from 62% t o 1 0 4 % , t h e m a x i m u m f o r t a k e o f f. However, if the condition levers are at HI IDLE, the power levers can select N 1 rpm only from 70% to 104%. Moving either the power levers or the condition levers changes N 1 rpm. As the power or condition levers are advanced, ITT, torque and fuel flow increases. These indicators are by-products of the N 1 speed maintained by the FCU. With power levers in a fixed position, N 1 remains constant e v e n i n a c li mb o r d e s c e n t. Ho wever, I T T, t o r q u e a n d f u e l f l o w v a r y w i t h altitude, ambient air temperature, and propeller setting.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ENGINE INSTRUMENTS Figure 7-20 presents the engine display along with their operating limits.

TORQUE METER

400-820°C NORMAL OPERATING RANGE

0 TO 100% NORMAL OPERATING RANGE

820°C MAXIMUM CONTINUOUS LIMIT

100% MAXIMUM LIMIT

7 POWERPLANT

INTERSTAGE TURBINE TEMPERATURE GAGE

1000°C MAXIMUM STARTING ONLY LIMIT

PROPELLER TACHOMETER (NP SPEED) NO LIMITATIONS MARKINGS

1450-1700 RPM NORMAL OPERATING RANGE 1700 RPM MAXIMUM LIMIT

GAS GENERATOR TACHOMETER (N1 SPEED) 62-104% NORMAL OPERATING RANGE 104% MAXIMUM LIMIT

OIL TEMPERATURE SCALE 0-99°C NORMAL OPERATING RANGE 99-110°C CAUTION RANGE 110° MAXIMUM OIL TEMPERATURE LIMIT

OIL PRESURE SCALE 60 PSI MINIMUM LIMIT 60-90 PSI CAUTION RANGE 90-135 PSI NORMAL OPERATING RANGE 200 PSI MAXIMUM LIMIT

Figure 7-20. Engine Display

FOR TRAINING PURPOSES ONLY

7-23

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ITT Gage The ITT gage monitors the interstage turbine temperature at Station 5 (Figure 721). ITT is a prime limiting indicator of the amount of power available from the engine under varying ambient temperature and altitude conditions.

Torque is measured by a hydromechanical torquemeter in the first stage of the reduction gearcase. Rotational force on the first-stage ring gear compresses oil in the torquemeter chamber. The difference between the torquemeter chamber pressure a n d re d u c t i o n g e a r i n t e r n a l p re s s u re accurately indicates the torque being produced at the propeller shaft.

7 POWERPLANT

The torquemeter transmitter measures this torque and displays it on the center multifunction display. Figure 7-21. ITT Reading

Th e ITT readout is in the center of the engine display on the multifunction display. The normal operating range is 40 0°C to 820°C. These limits also apply to maximum continuous power.

Gas Generator Tachometer Th e g a s g e n e r a t o r ( N 1 ) t a c h o m e t e r measures rotational speed of the compressor shaft in percent rpm,based on 37,50 0 rpm at 10 0% (Figure 7-23). The N 1 indicator is self-generating.

The maximum starting-only temperature is 1,0 0 0°C .This starting limit is limited to five seconds. The engines can be damaged if limiting temperatures are exceeded. Figure 7-23. Gas Generator Tachometer

Torquemeter The torquemeter constantly measures rotational force applied to the propeller shaft (Figure 7-22). The maximum permissible sustained torque is 10 0%. Cruise torques vary with altitude and temperature.

The tachometer generator sensing unit in the engine accessory section supplies the information to the N 1 display to indicate the percent of N 1 revolutions. Maximum continuous gas generator speed is limited to 39,0 0 0 rpm, which is 104% on the N 1 indicator.

Figure 7-22. Torquemeter

7-24

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Aircraft and engine limits are described in the Limitations section of the POH (Figure 7-24). These limitations have been approved by the Federal Aviation Administration and must be observed in the operation of the King Air 350. OPERATING TORQUE MAXIMUM CONDITION % ITT (1) °C

The ENGINE OPERATING LIMITS chart g i v e s t h e m a j o r o p e ra t i n g l i m i t s. Th e P OW E R P LA N T I N ST RU M E N T MARKINGS chart lists the minimum, normal, and maximum limits. Figure 7-20 for a l i s t i n g o f t h e o p e ra t i n g ra n g e s f o r torque, ITT, propeller, gas generator, oil temperature and pressure. GAS GENERATOR RPM % N1

PROP RPM N2

OIL OIL PRESS TEMP PSI (2) °C (3) (4) 0 to 200 -40 (min)

STARTING

---

1000 (5)

---

---

IDLE

---

750 (6)

62 (min)

1050 (min)

60 (min)

TAKEOFF

100 (10)

820

104

1700 (9)

90 to 135 0 to 110

MAX CONT

100 (10)

820

104

1700 (9)

90 to 135 0 to 110

CRUISE CLIMB

(7) (10)

785

104

1700 (9)

90 to 135 0 to 110

MAX CRUISE

(7) (10)

820

104

1700 (9)

90 to 135 0 to 110

---

760

---

1650

90 to 135 0 to 99

156 (8)

850 (8)

104

1870 (8)

MAX REVERSE TRANSIENT

200

7 POWERPLANT

ENGINE LIMITATIONS

-40 to +110

0 to 110

FOOTNOTES: (1) Torque limit applies within range of 1000 - 1700 propeller rpm (N2). Below 1000 propeller rpm, torque is limited to 62%. (2) Normal oil pressure is 90 to 135 psi at gas generator speeds above 72%. With engine torque below 62%, minimum oil pressure is 60 psi at normal oil temperature (60 degrees to 70 degrees C). Oil pressures under 90 psi are undesirable. Under emergency conditions, to complete a flight, a lower oil pressure limit of 60 psi is permissible at a reduced power, not to exceed 62% torque. Oil pressures below 60 psi are unsafe and require that either the engine be shut down or a landing be made at the nearest suitable airport, using the minimum power required to sustain flight. Fluctuations of plus or minus 10 psi are acceptable. During extremely cold starts, oil pressure may reach 200 psi. In flight, oil pressures above 135 psi but not exceeding 200 psi are permitted only for the duration of the flight. (3) A minimum oil temperature of 55°C is recommended for fuel heater operation at take-off power. (4) Oil temperature limits are -40°C and +110°C. However, temperatures between 99°C and 110°C are limited to a maximum of 10 minutes. (5) This value is time limited to 5 seconds. (6) High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 rpm. (7) Cruise torque values vary with altitude and temperature. (8) These values are time limited to 20 seconds. (9) To account for power setting accuracy and steady state fluctuations, inadvertent propeller RPM excursions up to 1735 RPM are time limited to 7 minutes. (10) To account for power setting accuracy and steady state fluctuations, inadvertent torque excursions up to 102% is time limited to 7 minutes.

Figure 7-24. Engine Limits Chart FOR TRAINING PURPOSES ONLY

7-25

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

During engine start, temperature is the most critical limit. The ITT starting limit of 1,000°C is limited to five seconds. For this reason, it is helpful during starts to keep the condition lever out of the LOW IDLE detent so that the lever can be quickly pulled back to FUEL CUTOFF. 7 POWERPLANT

Monitor oil pressure and oil temperature. During the start, oil pressure should come up to the minimum 60 psi quickly, but should not exceed the maximum of 200 psi. During normal operation the oil temperature and pressure should be green, from 90 to 135 psi. Fluctuations of ± 10 psi are acceptable. Oil pressure between 60 and 90 psi is undesirable; it should be tolerated only for completion of the flight, and then only at a reduced power setting. Oil pressure below 60 psi is unsafe; it requires that either the engine be shut down or that a landing be made as soon as possible using minimum power required to sustain flight. A minimum oil temperature of 55°C is recommended for oil-to-fuel heater operation at takeoff power. Oil temperature limits are –40°C and +110°C during IDLE, and 0°C to +110°C during normal o p e r a t i o n s. H o w e v e r , t e m p e r a t u r e s between +99°C and +110°C are limited to a maximum of 10 minutes.

the IDLE limit of 750°C, the N 1 loads may be restored as desired as long as ITT stays below 750°C. During normal flight o p e r a t i o n s, t h e I T T s h o u l d n e v e r b e allowed to exceed the maximum continuous limit of 820°C . During the climb, torque decreases; ITT may increase slightly. The cruise climb ITT limit is not placarded. Torque, ITT, N 1 , and propeller limits are the same in maximum cruise as they are for takeoff; however, cruise torque values vary with altitude and temperature. Transient limits provide buffers for surges during engine acceleration. Torque and ITT have an allowable excursion duration of 20 seconds. A momentary peak of 156% and 850°C is allowed for torque and ITT respectively during acceleration. Th e OV E RT O R Q U E L I M I T S c h a r t (Figure 7-25) shows actions required if t o r q u e l i m i t s a re e x c e e d e d u n d e r a l l conditions. If the torque limits are exceeded for more than a few minutes, the gearbox can be damaged. The chart shows the specific limits and action required if they are exceeded.

During ground operations, ITT temperatures are critical. They can be controlled by the N 1 rpm, air conditioning, P3 use, and the generator load. With the condition levers at LO IDLE, high ITT can be corrected by reducing the generator and other N 1 loads, then increasing the N 1 rpm by advancing the condition levers. The air conditioner, for example, draws a heavy load on the r i g h t e n g i n e N 1. I t m a y h a v e t o b e temporarily turned off. At approximately 70% N 1 rpm, the HI IDLE condition lever position normally reduces the ITT. Once ITT is reduced below

7-26

Figure 7-25. Overtorque Limits

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The Generator Limits table in the POH s h o w s l i m i t s f o r g ro u n d o p e ra t i o n a t various N 1 rpms. Any time these limits are exceeded, the accessory load must be reduced or N 1 increased to the limits shown in the table. A generator load of 75% is maximum for ground operation at an N 1 of between 62% and 70%.

The overtemperature chart (Figure 7-26) shows the specific actions required if ITT limits are exceeded during starting conditions. For Area A, determine and correct the cause of overtemperature. If it is during a start, have the engine visually inspected through the exhaust duct, then record the action in the engine logbook (Figure 7-27).

7 POWERPLANT

The Inflight limits are 100% generator load from sea level to 34,000 feet. Above 34,000 feet, maximum sustained generator load limit is 95%. Maximum continuous and maximum cruise share the same generator limits, but due to N 1 loading, certain limits must not be exceeded as indicated in the Before Takeoff (Final Items) checklist in the POH.

Figure 7-26. Overtemperature Limits

Overtemperature in Area B requires that a hot section inspection be performed. During a hot section inspection, the combustion chamber and turbine areas and components are examined and replaced. Parts should be repaired or replaced as necessary.

Figure 7-27. In-Flight Engine Data Log

FOR TRAINING PURPOSES ONLY

7-27

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

In Area C, overtemperatures may require that the engine be returned for overhaul. Exceeding ITT limits in this area for more than a few seconds may cause extensive engine damage.

Starter Operating Temperature Limits 7 POWERPLANT

The engine starters are time-limited during the starting cycle if for any reason multiple starts are required in quick sequence. The starter is limited to 30 seconds ON then five minutes OFF for cooling before the next sequence of 30 seconds ON, five minutes OFF. After the third cycle of 30 seconds ON, the starter must stay OFF for 30 minutes. If these limits are not observed, overheating may damage the starter. The second starter cycle is used for clearing the engine of residual fuel.

Trend Monitoring During normal operations, gas turbine engines are capable of producing rated power for extended periods of time. Engine o p e ra t i n g p a ra m e t e r s, s u c h a s o u t p u t torque, interstage turbine temperature, compressor speed, and fuel flow for individual engines, are predictable under specific ambient conditions. O n P T 6 A e n g i n e s, t h e s e p r e d i c t a b l e characteristics may be taken advantage of by establishing and recording individual engine performance parameters. These parameters can then be compared periodically to predicted values to provide day-to-day visual confirmation of engine efficiency. The engine condition trend monitoring system recommended by Pratt & Whitney is a process of periodically recording engine instrument readings and then comparing them to a set of typical engine character-

7-28

istics. Such comparisons produce a set of deviations in ITT, compressor speed, and fuel flow. Readings that should be collected include the torque, ITT, compressor speed, and fuel flow. C o r r e c t t h e r e a d i n g s f o r a l t i t u d e, outside air temperature, and airspeed, if applicable.

Data Collection The trend monitoring procedure used specifies that flight data be recorded on each flying day, every five flight hours, or other flight period. Select a flight with long-established cruise, preferably at a representative altitude and airspeed. Wi t h e n g i n e p o w e r e s t a b l i s h e d a n d stabilized for a minimum of five minutes, record the following data on a form similar to this inflight engine data log (see Figure 7-27): • Indicated airspeed (IAS)—Knots • Outside air temperature (OAT)— Degrees Centigrade • Pressure altitude (ALT)—Feet • Propeller speed (N p )—RPM • Torque (T q )—Percentage • Gas generator speed (N g or N 1 )— Percent of gas generator speed • Interturbine temperature (ITT)— Degrees Centigrade • Fuel flow (WF)—Pounds per hour

PROPELLER This section on the description, operation, and testing of the propeller system should increase the pilot’s understanding of the propeller and system checks in the POH.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Oil pressure controls the propeller pitch t h ro u g h a re d u c t i o n g e a r b o x- d r i v e n propeller governor. An oil pump that is part of the propeller governor boosts engine oil pressure to move the propeller toward the low pitch (high rpm) position and into reverse (Figure 7-29). Without oil pressure to counteract the counterweights and feathering springs, the propeller blades would move into feather. Counter-weights and feathering springs move the propeller blades toward high pitch (low rpm) and into the feathered position. Because there are no high pitch stop locks, the propeller feathers after engine shutdown.

A mechanically actuated hydraulic stop determines low pitch propeller position. Power levers on the pedestal adjust the lower pitch stop position to control the GROUND FINE and REVERSE blade angles in the GROUND FINE and REVERSE range. Three governors that may control propeller rpm include the primary, overspeed, and fuel topping governors. The primary and overspeed governors use oil pressure to change propeller blade angle so that the propeller rpm is adjusted or limited. The fuel topping governor limits fuel to limit propeller rpm. The propeller control lever adjusts the p r i m a r y g o v e r n o r t h ro u g h i t s n o r m a l governing range of 1,450 to 1,70 0 rpm. If the primary governor malfunctions, the

Figure 7-28. Hartzell Propeller

FOR TRAINING PURPOSES ONLY

7-29

7 POWERPLANT

Each engine is equipped with a conventional four-blade, constant speed, fullf e a t h e r i n g , r e v e r s i n g p r o p e l l e r . Th e propeller is mounted on the output shaft of the reduction gearbox (Figure 7-28).

7 POWERPLANT

7-30 PUSH-PULL CONTROL REVERSING CAM

SPEEDER SPRING PILOT VALVE

FOR TRAINING PURPOSES ONLY

Py BETA VALVE

AIR BLEED LINK

MAXIMUM STOP

BETA ROD

MINIMUM GOVERNOR ADJ.

TO SUMP

FCU ARM TEST SOLENOID

HYDRAULIC LOW PITCH ADJ.

FEATHERING VALVE

OVERSPEED GOVERNOR

COUNTERWEIGHT TO SUMP

Figure 7-29. Propeller System Complete

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

RESET POST

overspeed governor prevents the propeller s p e e d f ro m e x c e e d i n g a p p ro x i m a t e l y 1,768 rpm.

in-corporated in a blade to increase its efficiency, blade angle is different near the hub than it is near the tip.

If the propeller blade angle cannot be changed by either the primary or overspeed governor, the fuel top p in g governor intervenes. The fuel topping governor attempts to limit the propeller rpm to 106% of selected propeller rpm when the power lever is in the forward thrust range. In the GROUND FINE and R E V E R S E r a n g e s, t h e f u e l t o p p i n g governor resets to approximately 95% of selected propeller rpm. This ensures that the primary governor remains in an underspeed condition while in the REVERSE range on the ground.

In the propellers, the cord 42 inches out f ro m t h e p ro p e l l e r ’s c e n t e r h a s b e e n selected as the position at which blade angle is measured. This position is referred to as the 42-inch station. All blade angles in this chapter are approximations based on the 42-inch station (Figure 7-30).

PRIMARY GOVERNOR

BLADE ANGLE

The primary governor mounted on top of the engine reduction gearbox converts a variable pitch propeller into a constant speed propeller. It does this by changing blade angle to maintain the propeller speed the operator has selected.

Blade angle is the angle between the chord of the propeller and the propeller’s plane of rotation. Because of the normal twist

The primary governor can maintain any selected propeller speed from 1,450 rpm to 1,700 rpm. BLADE ANGLES

79.5° (300) 79.3° (350) FEATHER

CRUISE 30°–45° –14° MAXIMUM REVERSE

+13° (300) FLIGHT LOW PITCH STOP +12° (350)

+1° (300) GROUND LOW PITCH STOP +2° (350)

–3° GROUND FINE (ZERO THRUST) 0°

Figure 7-30. Propeller Blade Angle Diagram

FOR TRAINING PURPOSES ONLY

7-31

7 POWERPLANT

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

If an aircraft is in normal cruising flight with the propeller turning at 1,50 0 rpm and the pilot trims the aircraft down into a descent without changing power, the airspeed increases. This decreases the angle of attack of the propeller blades and causes less drag on the propeller. Its rpm begins to increase. 7 POWERPLANT

If the propeller has variable pitch capabilities and is equipped with a governor set at 1,50 0 rpm, the governor senses this overspeed condition and increases blade angle to a higher pitch. The higher pitch i n c re a s e s t h e b l a d e’s a n g l e o f a tt a c k , slowing it back to 1,500 rpm or onspeed. This propeller control process occurs many times per second. Likewise, if the aircraft moves from cruise to climb airspeeds without a power change, the propeller rpm tends to decrease. The governor responds to this underspeed condition by decreasing blade angle to a lower pitch (Figure 7-31). Rpm returns to its original value. Thus, the governor gives constant speed c h a ra c t e r i s t i c s t o t h e va r i a b l e p i t c h propeller. Power changes, as well as airspeed changes, cause the propeller to momentarily experience overspeed or underspeed conditions. The governor reacts to maintain the onspeed condition. Because the actions of the governor are smooth, the pilot notices few, if any, of these minor adjustments.

Primary Governor Operation Th e p ro p e l l e r l e v e r s a d j u s t p r i m a r y propeller governor settings between 1,450 rpm and 1,700 rpm. The propeller governor can select any constant propeller rpm within the range of 1,450 to 1,700. The propeller governor adjusts propeller rpm by controlling the oil supply to the propeller hub mechanism (Figure 7-32). An integral part of the primary propeller governor is the governor pump. The N p shaft drives this pump that can raise engine

7-32

Figure 7-31. Propeller Pitch Diagram

oil pressure from its normal range to a maximum of 375 psi. The greater the oil pressure sent to the propeller dome, the lower the propeller pitch and the higher the propeller rpm. Oil pressure is always trying to maintain a low pitch. The feathering springs and counterweights, however, are trying to send the propeller to feather.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

A transfer gland surrounds the propeller shaft. This transfer gland allows the oil to enter and exit the propeller dome as the propeller pitch is adjusted (Figure 7-33). The primary propeller governor uses a set of rotating flyweights geared to the propeller shaft. The flyweights provide a

comparison between the desired reference speed (as requested by the propeller levers in the cockpit) and the actual speed the propeller is turning. These flyweights connect to a free-floating pilot valve. The slower the flyweights are turning in relation to the desired reference speed, the lower the position of the pilot valve. If the propeller and flyweights turn faster, the additional centrifugal force

Figure 7-32. Primary Governor

Figure 7-33. Complete Propeller System

FOR TRAINING PURPOSES ONLY

7-33

7 POWERPLANT

Propeller control is a balancing act of opposing forces.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

m a ke s t h e p i l o t va l v e r i s e i n s i d e t h e g o v e r n o r . Th e p i l o t v a l v e p o s i t i o n determines how much oil pressure is sent to the propeller dome (Figure 7-33).

Propeller Onspeed

7 POWERPLANT

If a propeller rpm of 1,500 is selected and the propeller is actually turning at 1,50 0, the flyweights are in their center or onspeed condition. The pilot valve is in the middle position (Figure 7-34). This maintains a constant oil pressure to the propeller dome to create a constant pitch and constant rpm.

Propeller Overspeed If the aircraft enters a descent or if engine power is increased without any change to the propeller levers, there is tendency for airspeed to increase and the propeller to turn faster. The flyweights, in turn, rotate faster. The additional centrifugal force makes the pilot valve rise. Notice that oil can now escape via the pilot valve (Figure 7-35).

Lower oil pressure results in a higher pitch and a reduction of propeller rpm. The propeller returns to its original rpm setting. The flyweights then slow down; the pilot valve returns to the middle position to maintain selected propeller rpm.

Propeller Underspeed If the aircraft enters a climb or if engine power is decreased without any change in the propeller controls, airspeed decreases. The propeller tends to slow down. The flyweights in the propeller governor also slow down due to a loss in centrifugal force. The pilot valve moves lower (Figure 7-36). This allows more oil pressure to the propeller dome. Higher oil pressure results in a lower pitch. This, in turn, causes an increase in propeller rpm. As the propeller increases to its original rpm setting, the flyweights speed up. The pilot valve returns to its middle or onspeed position.

Figure 7-34. Propeller Onspeed Diagram

7-34

FOR TRAINING PURPOSES ONLY

7 POWERPLANT

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 7-35. Propeller Overspeed Diagram

Figure 7-36. Propeller Underspeed Diagram

FOR TRAINING PURPOSES ONLY

7-35

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The flyweights and pilot valve are always making small adjustments so that the propeller rpm is held constant by changing the propeller blade angles.

7 POWERPLANT

The cockpit propeller lever adjusts when the onspeed condition occurs. The pilot can select any constant propeller rpm from 1,450 to 1,700 rpm, that is used for takeoff. Maximum range power and recommended cruise power use 1,500 rpm. If a failure in the governor control linkage occurs, an external spring on top of the governor moves the governor adjustment to 1,700 rpm propeller speed. If the blade angle could decrease all the way to 0° or reverse, the propeller would c re a t e s o m u c h d ra g, a i rc ra f t c o n t ro l w o u l d b e d r a m a t i c a l l y r e d u c e d . Th e propeller, acting as a large disc, would create excessive drag and blank the airflow around the wing and tail surfaces. To prevent undesirable flight characteristics, a mechanism stops the governor from selecting blade angles that are too low for safety. This mechanism provides for an adjustable low pitch stop.

oil pressure to the dome. Propeller pitch then decreases as power and airspeed are reduced.

NOTE Momentary periods of underspeed are not being considered. In this situation, propeller rpm is stabilized below selected governor rpm. Assuming the propeller is not feathered or in the process of being feathered when propeller rpm is below the selected governor rpm, the propeller blade angle is at the low pitch stop. If the aircraft is on the ground, it is called the ground low pitch stop. If the aircraft is in flight, it is called the flight low pitch stop. On many aircraft, the low pitch stop is simply the low pitch limit of travel determined by propeller construction. But with a reversing propeller, the extreme travel in the low pitch direction is past 0º into reverse or negative blade angles. The low pitch stop then can be moved or repositioned when reversing is desired.

Low Pitch Stop

A mechanical linkage senses blade angle and creates the low pitch stop. The linkage closes a valve that stops the flow of oil into the propeller dome. Because oil flow causes low pitch and reversing, a low pitch stop is created when it is blocked. The low pitch stop valve, commonly referred to as the beta valve, is quite positive in its mechanical operation. Furthermore, the valve is spring-loaded to cut off the flow of oil and dump it out of the propeller dome if valve control is lost because of linkage failure.

In situations such as final approach where power and airspeed are being reduced, the primary governor cannot maintain the selected propeller rpm. With the progressive reduction of power and airspeed on final, the propeller and rotating flyweights tend to go to the underspeed condition where the pilot valve drops and increases

The propeller dome is connected by four spring-loaded polished rods to the feedback ring behind the propeller (Figure 7-37). A carbon block riding in the feedback ring transfers the movement of the latter through the propeller reversing lever to the beta valve on the governor. The initial forward motion of the beta valve blocks off

A s t h e g o v e r n o r d e c re a s e s t h e b l a d e angle, the flight low pitch stop is eventually reached where blade angle becomes fixed and cannot continue to a lower pitch. The governor is, therefore, incapable of restoring the onspeed condition. Propeller rpm decreases below the selected primary governor rpm.

7-36

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The power lever controls the position of the low pitch stop. When the power lever is at IDLE or above, the flight low pitch stop is set at 12°. The ground low pitch stop is set at 2°. Bringing the power lever aft of IDLE progressively repositions the low pitch stop to smaller blade angles. The geometry of the power lever linkage through the cam box

means that power lever increments from IDLE to full forward thrust have no effect on the position of the beta valve. When the power lever is moved from IDLE into the GROUND FINE and REVERSE ranges, it pulls the reverse lever and the beta valve aft. The blade angle decreases because this action opens the beta valve to increase oil pressure to the propeller. As the blade angle decreases, the distance traveled by the propeller dome is fed back to the beta valve through the rods, ring, and reverse lever, which pulls the beta valve forward. This closes the valve and stops oil flow into t h e p r o p e l l e r d o m e. Th e b l a d e a n g l e stabilizes at the selected position. The opposite occurs when the power lever is moved forward to IDLE. The power lever pushes the reverse lever and beta valve fully forward to relieve oil pressure from the propeller dome. This increases blade

IDLE IDLE GATE ON GROUND

COUNTERWEIGHT FEATHER RETURN SPRINGS

CARBON BLOCK

+1° OR 2°

RING, ROD END

GROUND FINE

GROUND FINE GATE

GROUND FINE GATE

-3°

FEEDBACK RING

POLISHED ROD

REVERSE RETURN SPRING

LOW-PITCH STOP NUT

MAXIMUM REVERSE REVERSE

-14°

Figure 7-37. Low Pitch Stop Diagram

FOR TRAINING PURPOSES ONLY

7-37

7 POWERPLANT

the flow of oil to the propeller. Further motion forward dumps the oil from the propeller into the reduction gearbox sump. A mechanical stop limits the forward m o t i o n o f t h e b e t a v a l v e. Re a r w a r d movement of the beta valve does not affect normal propeller control. When the propeller is rotating at a speed slower than that selected, the governor pump provides oil pressure to the propeller dome. It also decreases the pitch of the propeller blades until forward motion on the feedback ring pulls the beta valve into a position that blocks supply of oil to the propeller. This prevents further pitch reduction.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

angle. As the blade angle increases, the distance traveled by the propeller dome is fed back to the beta valve through the rods, ring, and reverse lever. This pushes the beta valve aft until the port relieving oil pressure closes. The blade angle is now stabilized at the selected position.

GROUND FINE Range The region between the ground low pitch stop and –3° blade angle is the GROUND FINE range (Figure 7-38). In this range, t h e e n g i n e’ s c o m p r e s s o r s p e e d ( N 1 ) remains at the value it had when the power lever was at IDLE (62% to 70% based on condition lever position).

7 POWERPLANT

Figure 7-38. GROUND FINE Range and REVERSE Diagram

7-38

FOR TRAINING PURPOSES ONLY

To enter the GROUND FINE range, the power lever must be lifted beyond the I D L E g a t e a n d m o v e d a f t . Wi t h a f t movement of the power levers in GROUND FINE, blade angle moves progressively from the ground low pitch stop to –3° (GROUND FINE gate). When a power lever is lifted up and over the IDLE gate into the GROUND FINE range, it is pulling aft on the top of the reverse lever. As the reverse lever moves aft, the beta valve is pushed aft to reestablish oil flow to the propeller dome. This moves the propeller blade angle below the ground low pitch stop. As the propeller blade angle continues below the ground low pitch stop, the propeller dome and feedback ring continue forward. They eventually pull the beta valve forward to the oil cutoff position.

REVERSE Range The region between –3° and –14° blade angle is the REVERSE range. In this range, N 1 progressively increases to a maximum value of 87 ±1% while blade angle decreases. To enter the REVERSE range, the power lever must be lifted beyond the GROUND FINE gate and moved aft. With aft movement of the power levers to REVERSE, blade angle progressively decreases from –3° (GROUND FINE gate) to –14° (maximum reverse).

When a power lever is moved forward, away from or out of the GROUND FINE or REVERSE ranges toward IDLE, it pushes the reverse lever forward. This, in turn, pulls the beta valve fully forward. This opens a port so oil is dumped from the p ro p e l l e r d o m e t o t h e n o s e c a s e. Th e propeller blade angle then increases until the rods and ring moving aft with the propeller dome have pushed the reverse lever and the beta valve far enough aft to cut off the oil.

PROP PITCH Annunciators The white status L PROP PITCH and R PROP PITCH annunciators indicate propeller blade angle has decreased below the flight low pitch stop. The FAA requires these ammunciators to alert the pilot any time the propeller pitch changes more than 8° below the flight low pitch stop without any direct pilot action. The system uses a magnetic proximity sensor to sense the position of the feedback ring and, thereby, the position of the propeller dome and blade angle.

FOR TRAINING PURPOSES ONLY

7-39

7 POWERPLANT

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Low Pitch Stop Operation (Figure 7-39) illustrates the sequence of flight idle to ground stop low pitch stop.

7 POWERPLANT

As power levers are advanced above 68 to 70% N 1 , a microswitch on each power lever breaks the circuit to the respective ground low pitch stop solenoid. The blade angle changes from the ground low pitch stop of

IDLE

+2° to the flight low pitch stop of +12º. W h e n t h e b l a d e a n g l e c h a n g e s, t h e propeller rpm decreases momentarily because of the increased rotational drag. This helps prevent surging as power is added.

IDLE

OIL

IDLE

OIL

OIL

12°

12° 2°

FLIGHT IDLE

IN TRANSIT

AS AIRCRAFT DECREASES AIRSPEED, THE PROPELLER BLADE ANGLE DECREASES TO MAINTAIN PROPELLER GOVERNOR RPM AS THE BLADE ANGLE APPROACHES 13°, THE BETA VALVE IS PULLED INTO THE CUTOFF POSITION, CREATING A LOW PITCH STOP.

AS THE AIRCRAFT TOUCHES DOWN, A SQUAT SWITCH ACTUATED ELECTRICAL SOLENOID REPOSITIONS THE BETA LEVER AFT, MOVING THE BETA VALVE INTO THE OPEN POSITION. THIS ALLOWS OIL TO FLOW TO THE PROPELLER DOME.

2°

GROUND LOW PITCH STOP AS THE PROPELLER DOME MOVES FORWARD, THE BETA VALVE REPOSITIONS THE LOW PITCH STOP. OIL IS AGAIN TRAPPED IN THE PROPELLER DOME, EFFECTIVELY CREATING THE GROUND LOW PITCH STOP.

AS THE PROPELLER DOME FILLS WITH OIL, IT MOVES FORWARD, CARRYING THE BETA ROD AND LEVER ASSEMBLY, AND CONSEQUENTIALLY ROTATING THE PROPELLER BLADES TO A LOWER ANGLE.

Figure 7-39. Propeller Positioning—Flight Idle to Ground Low Pitch Stop (Sheet 1 of 3)

7-40

FOR TRAINING PURPOSES ONLY

WARNING

CAUTION

Do not lift the power levers at the IDLE gate in flight. Doing so will energize the ground low pitch stop solenoids and cause the blade angle, if the primary governor is in an under-speed condition (the indicated propeller rpm is less than that selected with the propeller control levers), to decrease from the flight low pitch stop to the ground low pitch stop. This will cause excessive drag and the aircraft will develop a high sink rate.

Attempting to pull the power levers into the GROUND FINE and REVERSE ranges with the propellers in feather will cause damage to the reversing linkage of the power lever. Also, pulling the power levers into GROUND F I N E a n d R E V E RS E o n t h e ground with the engines shut down will damage the reversing system.

GROUND IDLE

7 POWERPLANT

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

GROUND FINE OIL

OIL

2°

OIL

–3°

2°

–3°

GROUND LOW PITCH STOP

IN TRANSIT

GROUND FINE GATE

THE GROUND FINE IS A RANGE IN WHICH OPTIMUM AIRCRAFT CONTROL AND ENGINE PERFORMANCE ARE MAINTAINED DURING TAXI. ONCE THE AIRCRAFT IS ON THE GROUND, THE PILOT MOVES THE POWER LEVER AFT.

THIS MOVES THE BETA LEVER AFT AND REPOSITIONS THE BETA VALVE TO THE OPEN POSITION ALLOWING OIL TO FLOW TO THE PROPELLER DOME. AS THE PROPELLER DOME FILLS WITH OIL, IT MOVES FORWARD, CARRYING THE BETA ROD AND LEVER ASSEMBLY, FURTHER ROTATING THE PROPELLER BLADES TO A LOWER ANGLE.

THIS ACTION MOVES THE BETA VALVE TO THE CLOSED POSITION, TRAPPING OIL IN THE PROPELLER DOME, EFFECTIVELY CREATING A STOP AT ZERO THRUST OR GROUND FINE.

Figure 7-39. Propeller Positioning—Flight Idle to Ground Low Pitch Stop (Sheet 2 of 3)

FOR TRAINING PURPOSES ONLY

7-41

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

7 POWERPLANT

In flight, do not lift the power levers at the IDLE gate. Doing so energizes the ground low pitch stop solenoids (Figure 7-40). If the primary governor is in an underspeed condition, the blade angle decreases from the flight low pitch stop to the ground low pitch stop. This causes excessive drag, and the aircraft develops a high sink rate. Attempting to pull the power levers into t h e G R O U N D F I N E a n d R E V E RS E ranges with the propellers in feather causes damage to the reversing linkage of the power lever. Also, pulling the power levers into GROUND FINE and REVERSE on the ground with the engines shut down damages the reversing system.

When the propeller is not in feather during normal operation on the ground, maintain propeller rpm above 1,050 rpm. With the engine idling, operation with the propeller feathered is permissible because the speed is below the resonance rpm range. Avoid sustained operation in feather on the ground, however, because excessive heat may build up in the nacelle, nose avionics area, and fuselage. While on the ground, the minimum blade angle is approximately 2° at IDLE.

GROUND FINE

FULL REVERSE OIL

OIL

–3°

OIL

–14°

–14° –3°

GROUND FINE GATE

IN TRANSIT

FULL REVERSE

TO ENTER THE REVERSE RANGE FROM GROUND FINE, THE PILOT MUST LIFT UP ON THE POWER LEVER AND MOVE THE POWER LEVER AFT.

AGAIN, THIS MOVES THE BETA LEVER AFT, MOVING THE BETA VALVE TO THE OPEN POSITION, ALLOWING OIL TO FLOW TO THE PROPELLER DOME, MOVING IT FORWARD. AS THE PROPELLER DOME MOVES FORWARD, IT CARRIES THE BETA ROD AND LEVER ASSEMBLY, FURTHER ROTATING THE PROPELLER BLADES TO A NEGATIVE ANGLE.

THIS ACTION MOVES THE BETA VALVE TO THE CLOSED POSITION, TRAPPING OIL IN THE PROPELLER DOME, EFFECTIVELY CREATING A STOP FOR FULL REVERSE.

Figure 7-39. Propeller Positioning—Flight Idle to Ground Low Pitch Stop (Sheet 3 of 3)

7-42

FOR TRAINING PURPOSES ONLY

7 POWERPLANT

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 7-40. King Air 350 Ground Idle Stop Electrical Circuit

Th e r i g h t l a n d i n g g e a r s a f e t y s w i t c h n o r m a l l y c o n t ro l s t h e l o w p i t c h s t o p. During the landing flare at idle power, the propeller blade angle is at the flight low pitch stop. Upon touchdown the squat switch causes the propeller blade angle to immediately decrease to the ground low pitch stop. Decreasing to the ground low pitch stop occurs because the ground low pitch stop solenoid is energized after the primary governor is in an underspeed c o n d i t i o n . Th e s o l e n o i d p u l l s a s m a l l distance aft on the REVERSE lever. This,

in turn, pushes the beta valve aft to open. Oil pressure increases to the propeller dome. The propeller dome moves forward; the blade angle decreases. As the blade angle decreases, the propeller dome pulls the polished rods, feedback ring, REVERSE lever, and beta valve forward. When the blade angle reaches approximately 2°, the beta valve has been pulled far enough forward to cut off oil pressure to the dome to stabilize the blade angle at the ground low pitch stop.

FOR TRAINING PURPOSES ONLY

7-43

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

7 POWERPLANT

As a backup for the right squat, a switch in the power quadrant ensures the ground low pitch stop solenoids are activated when either or both power levers are lifted at the IDLE gate. The propeller blade angle remains at the ground low pitch stop until the power lever is moved aft of the IDLE gate. The PROP GOV TEST circuit breaker on the right circuit breaker panel protects the electric circuits of the ground low pitch stop solenoids. After the solenoids are energized, resistors reduce voltage to the g ro u n d l o w p i t c h s t o p s o l e n o i d f ro m approximately 28 volts to approximately 14 volts. This ensures that excess heat does not build up on the solenoids.

Propeller Resonance To avoid propeller resonance, maintain the propeller rpm above 1,050 or below 40 0 during ground operations. The most severe resonance is in the range of 850 to 900 rpm. It is especially severe with a quartering tail wind. Sustained operation in this rpm zone exposes the propeller to increased resonance and stress.

OVERSPEED GOVERNOR The overspeed governor (Figure 7-41) provides protection against excessive propeller speed if a primary governor malfunctions. Because the PT6 propeller is driven by a free turbine independent of the engine compressor, overspeed can occur rapidly, if a primary governor fails. The overspeed governor is on the left side of the propeller reduction gearbox.

Overspeed Governor Operation The overspeed governor is set at approximately 1,768 rpm. Its operation is very similar to that of the primary governor with two major differences: • Pilot cannot select a particular speed except when the overspeed governor is tested • Overspeed governor only reduces oil pressure to the propeller dome. Only the primary governor can increase oil pressure.

Figure 7-41. Overspeed Governor Diagram

7-44

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

From a pilot’s point of view, a propeller tachometer stabilized at approximately 1,768 indicates failure of the primary governor and proper operation of the overspeed governor.

When the power lever is in the GROUND FINE or REVERSE range, the value FTG attempts to limit propeller rpm to approximately 95% of selected propeller rpm. This ensures that the primary governor remains in an underspeed condition while in the REVERSE range on the ground.

POWER LEVERS The power levers (Figure 7-42) are on the power lever quadrant (first two levers on the left side) on the center pedestal. They are mechanically interconnected through a cam box to the fuel control unit, reverse lever, beta valve, and the fuel topping governor.

Pre-Takeoff Check For pre-takeoff check purposes, the set point of this governor can be rescheduled down to approximately 1,565 rpm with the GOV test switch on the pilot left subpanel.

FUEL TOPPING GOVERNOR The primary propeller governor contains a fuel topping governor (FTG) that helps protect against propeller overspeeding if the primary or overspeed governors have no effect on blade angle (e.g., a frozen propeller hub assembly). The FTG attempts to limit propeller speed by limiting the amount of fuel flowing to the fuel nozzles. It reduces the P 3 air p re s s u re i n t h e F C U. Th i s u l t i m a t e l y reduces the power applied to the propeller shaft and, hopefully, limits propeller rpm. When the power lever is in the forward thrust range, the value at which the FTG attempts to limits propeller rpm is approximately 106% of selected propeller rpm.

Figure 7-42. Power Levers

Th e p o w e r l e v e r q u a d r a n t p e r m i t s movement of the power lever in the forward thrust range from IDLE to maximum thrust and in the GROUND FINE or REVERSE range from IDLE to maximum reverse. Gates in the power lever quadrant at the IDLE and GROUND FINE positions prevent inadvertent movement of the lever into the GROUND FINE or REVERSE range. The pilot must lift the power levers up and over these gates to select the GROUND FINE or REVERSE range.

FOR TRAINING PURPOSES ONLY

7-45

7 POWERPLANT

If a propeller overspeeds up to the value of the overspeed governor, it is safe to assume the blade angle is too low for the amount of power applied to the propeller. It is also assumed that the reason for the low blade angle is too much oil pressure in the propeller dome. If a propeller speed reaches approximately 1,768 rpm, the overspeed governor’s flyweights rotate fast enough to overcome the preset speeder spring tension. The flyweights move out and, in turn, pull the overspeed governor pilot valve up. This allows oil pressure to be dumped from the propeller dome back to the case to increase propeller blade angle and slow the propeller down.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The function of the power levers in the forward thrust range is to select a gas generator rpm through the FCU. The FCU thens set a fuel flow that produces and maintains the selected N 1 rpm.

7 POWERPLANT

In the GROUND FINE range, the power lever is used to: (1) select a propeller blade angle proportionate to the aft travel of the lever, thus reducing residual propeller t h r u s t , a n d ( 2 ) re s e t t h e f u e l t o p p i n g governor from its normal 106 percent to approximately 95 % of selected propeller rpm. N1 rpm is not affected in the GROUND FINE range. In the REVERSE range, the power lever functions to (1) select a propeller blade angle proportionate to the aft travel of the lever, (2) select an N 1 that sustains the selected reverse power, and (3) reset the fuel topping governor from its normal 106 percent to approximately 95 percent of selected propeller rpm. Therefore, propeller rpm in the GROUND FINE or REVERSE range is a function of N 1 and power lever position. It may be limited by the FTG acting through the FCU t o l i m i t f u e l f l o w a n d , c o n s e q u e n t l y, propeller rpm in relation to power lever position.

PROPELLER CONTROL LEVERS Propeller rpm within the primary governor range of 1,450 to 1,700 rpm is set by the position of the propeller control levers (Figure 7-43). These levers, one for each engine, are between the power levers and the fuel cutoff levers on the center pedestal. The full forward position sets the primary governor at 1,700 rpm. In the full aft position forward of the feathering detent, the primary governor is set at 1,450 rpm. Intermediate propeller rpm positions can be selected by

7-46

Figure 7-43. Propeller Control Levers

moving the propeller levers to select the desired rpm as indicated on the propeller t a c h o m e t e r . Th e s e t a c h o m e t e r s r e a d directly in revolutions per minute. A detent at the low rpm position has red and white stripes across the lever slot to prevent inadvertent movement of the propeller lever into the FEATHER detent.

PROPELLER FEATHERING Move the propeller lever full aft into the feather detent to feather the propeller. This action opens the feathering dump valve. All oil pressure quickly drains from the propeller dome; the propeller feathers. In this type of turbine engine, the propeller shaft and N 1 shaft are not connected. Thus, the propeller can be feathered with the engine at idle power without damaging the engine or gearbox.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

At the feather position, the propeller lever positions the feathering dump valve to dump oil pressure from the propeller dome. This allows the counterweights and springs to position the propeller blades at the feather position.

Autofeather System

A n AU T O F E AT H E R s w i t c h o n t h e subpanel controls the system. When the switch is in the ARM position (Figure 7-44), the completion of the arming phase occurs when both power levers are advanced above 88% N 1 and both torque indications are above 17%. At this point, both the right and left green AUTOFEATHER annunciators indicate a fully armed system. When the switch is in the ARM position, the system is inoperative as long as either power lever is retarded below 88% N 1 position.

Autofeather Operation

The automatic feathering system provides a means of immediately dumping oil from t h e p ro p e l l e r d o m e. Th i s e n a b l e s t h e feathering spring and counterweights to feather the propeller blades if an engine fails.

Autofeather is required to be operable for all flights and armed for takeoff, climb, and a p p ro a c h . Wi t h t h e AU TO F E AT HER switch in the ARM position and starting with both power levers above 88% N 1 as well as both torque indications above 17%, the feathering springs and counterweights

Figure 7-44. Autofeather Diagram—Armed

FOR TRAINING PURPOSES ONLY

7-47

7 POWERPLANT

If the engine is shut down in cruise flight without the autofeather system armed, the propeller stays onspeed and in sync unless it is manually feathered or all oil pressure is lost.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

move the propeller blades for a particular engine toward feather. This occurs after the following occur:

7 POWERPLANT

• Torque manifold oil pressure for that engine dropped below the t o r q u e m e t e r v a l u e o f 17 % . Th i s disarms the opposite engine autofeather electrical circuit as evidenced by its AUTOFEATHER annunciator extinguishing. • Torque continues to drop below 10%. Th i s f e a t h e r s i t s p ro p e l l e r a n d i s evidenced by the extinguishing of its AUTOFEATHER annunciator. If the torque for the last operating engine drops below 17% or either power lever is retarded below 88% N 1 , the autofeather system is completely disarmed. When the AUTOFEATHER switch is in the TEST position (Figure 7-45), it works the same as above except:

• Power levers do not have to be above 88% N 1. However, both torque indications must start from above 17%, preferably 22%, because the TEST position on the switch bypasses both power lever switches. • When an engine failure is simulated with a power lever (Figure 7-46), the associated annunciator flashes off and on when the power lever is pulled to IDLE because there is still idle power.

Autofeather SystemTest Th e s y s t e m m a y b e t e s t e d a s f o l l o w s (Figure 7-47): 1. Power Levers—Approximately 22% torque; 22% torque is a power setting sufficient to simulate normal operation of both engines. 2. AUTOFEATHER Switch—Hold to TEST. This action completes a circuit bypassing the 88% autofeather arming switches inside the pedestal to allow

Figure 7-45. Autofeather Diagram—Test

7-48

FOR TRAINING PURPOSES ONLY

7 POWERPLANT

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 7-46. Autofeather Diagram—Left Engine Failure Armed

Figure 7-47. Autofeather Test Diagram (Right Engine)—Low Power and Feathering

FOR TRAINING PURPOSES ONLY

7-49

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

the test at power settings below the normal operating range. Both yellow c a u t i o n AU T O F E AT H E R O F F annunciators illuminate when switch moved to TEST.

7 POWERPLANT

3. Power Levers—Simulate engine-out situations by retarding each engine power lever individually. At approximately 17 % t o r q u e, the AUTOFEATHER OFF annunciator extinguishes for the engine not being re t a rd e d . Th i s c h e c k v e r i f i e s t h e autofeather system disarms itself on the operative engine. Continuing to retard power lever results in initiation of the feathering action at approximately 10% torque. At this time the propeller on the simulated inoperative engine tries to feather indicated by a blinking annunciator light and fluctuating torque. The AUTOFEATHER OFF annunciators cycle on and off with each fluctuation of torque as the propeller moves in and out of feather.

Then, with the condition levers in LOW IDLE, propeller feathering (manual, as compared to AUTOFEATHER) is checked. In this free-turbine engine, the propeller may be allowed to completely feather with the compressor operating at LOW IDLE with no engine damage sustained. Operation on the ground and in feather for extended periods of time may overheat the fuselage and possibly damage nosemounted avionics because hot exhaust gases are not being blown aft by the propeller’s air blast. Green AFX annunciators display in the ITT torque indicator for each engine on the MFD. Illumination of this annunciation indicates the respective system is armed and that the power lever is advanced above 90% N 1 .

4. Power Levers—Retard both to IDLE. Upon completion of Step 3 for each power lever, check that with both levers retarded while holding the AUTO-FEATHER switch to TEST neither propeller feathers. The loss of both AUTOFEATHER OFF annunciators verifies this disarming of both systems due to the intentional reduction of power. Upon completion of this test, arm the system for takeoff.

7-50

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The propeller synchrophaser (Figure 7-48) automatically matches the rpm of the two propellers. It also maintains the blades of one propeller at a predetermined relative position to the blades of the other propeller. It is not a designated masterslave system because it functions to match the rpm of the slower propeller to the faster propeller and establish a blade phase relationship between them. Its actions reduce propeller beat from unsynchronized propellers to minimize cabin noise.

The synchrophaser system is an electronic system certified for use during all flight operations including takeoff and landing. The synchrophaser has a limited range of authority in relation to the primary governor setting. The maximum increase possible is approximately 20 rpm. In no case does the rpm fall below that selected by the propeller control lever. Normal governor operation is unchanged; the synchrophaser simply monitors propeller rpm continuously and resets either governor as required.

RH PROP LH PROP

LH PRIMARY GOVERNOR

RPM AND PHASE

RH PRIMARY GOVERNOR

RPM AND PHASE

CONTROL BOX

ON

PROP SYNC

5A OFF

Figure 7-48. Propeller Synchrophaser System

FOR TRAINING PURPOSES ONLY

7-51

7 POWERPLANT

SYNCHROPHASER

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Components A magnetic pickup adjacent to each propeller spinner bulkhead senses propeller rpm and position. This magnetic pickup transmits electrical pulses once per revolution to a control box forward of the pedestal. 7 POWERPLANT

The control box converts any pulse rate differences into correction commands that w h e n t r a n s m i t t e d t o c o i l s, c l o s e t h e flyweights of each primary governor. By varying coil voltage, the governor speed settings are biased until the propeller rpms exactly match.

If the synchrophaser is on but does not adjust the propeller rpms to match, the system has reached the end of its range. Increase the setting of the slow propeller or reduce the setting of the fast propeller to bring the speeds within the limited synchrophaser range. If preferred, turn the synchrophaser switch off, resynchronize manually, and turn the synchrophaser on. In the synchrophaser off position, the governors operate at the manual speed settings selected by the pilot.

A PROP SYNC pushbutton above and to the left of the LDG GEAR CONTROL turns the system on. When depressed, the green ON legend illuminates.

Synchrophaser Operation To operate the synchrophaser system, synchronize the propellers manually or establish a maximum of 20 rpm difference between the propellers. First turn the synchrophaser on. The system may be on at all times unless a malfunction is indicated. To change rpm with the system on, adjust both propeller controls at the same time.

7-52

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1. The minimum N 1 required to select LOW IDLE on the condition lever during engine start is: A. 10%. B. 12% C. 14%. D. 16%. 2. Overfilling the oil may cause: A. Discharge until a satisfactory level is reached. B. Discharge until an unsatisfactory level is reached. C. Inconsistent propeller operation. D. Inconsistent propeller operation in reverse and ground fine operation. 3. If the compressor bleed valve fails to close as static take-off power is set, t o r q u e w i l l i n d i c a t e ________ t h a n normal and ITT will indicate _______ than normal. A. Lower; lower B. Higher; higher C. Higher; lower D. Lower; higher 4. The shaft horse power rating of 1,050 is a direct function of: A. Torque only. B. Propeller RPM only. C. Torque and Propeller RPM. D. Torque, RPM and exhaust thrust.

5. I g n i t i o n o p e ra t i o n o c c u r s d u r i n g engine start and during operations of _____________ or less when engine auto ignition is ____________. A. 17% torque; armed or off B. 17% torque; armed C. 70% N 1 ; armed or off D. 70% N 1 ; armed 6. The minimum oil temperature limit allowed for engine start is _____°C. A. –40 B. –30 C. –27 D. 0 7. The maximum allowed continuous ITT for takeoff is _______°C. A. 750 B. 820 C. 850 D. 1000 8. The minimum allowed oil pressure for idle is _______ PSI. A. 60 B. 70 C. 80 D. 100 9. Oil temperatures between 99°C and 110°C are limited to _______ minutes. A. Two B. Four C. Eight D. Ten

FOR TRAINING PURPOSES ONLY

7-53

7 POWERPLANT

QUESTIONS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

7 POWERPLANT

10. The maximum gas generator N 1 RPM limit for takeoff is: A. 100. B. 104. C. 106. D. 168.

14. The propeller governor is scheduled to control RPM between _______ RPM. A. 1050–1450 B. 1250–1450 C. 1450–1700 D. 1050–1700

11. The first immediate action item for an ENGINE FIRE OR FAILURE IN FLIGHT is affected engine: A. Prop Lever ...................FEATHER. B. Condition Lever ....................FUEL CUTOFF. C. Generator ..................................OFF. D. Starter Switch ..STARTER ONLY.

15. The autofeather system will feather the inoperative engine’s propeller when the opposite engine torque drops below: A. 89% N 1 . B. 69% N 1 . C. 17% torque. D. 10% torque.

12. The immediate action items for and E N G I N E FA I L U R E D U R I N G TAKEOFF (AT OR BELOW V 1 ) – TAKEOFF ABORTED are: A. Power Levers ....GROUND FINE. B. Brakes .........................MAXIMUM. C. Power Levers ....GROUND FINE, Brakes .........................MAXIMUM, ATC ....................................NOTIFY. D. Power Levers ....GROUND FINE, Brakes .........................MAXIMUM.

16. Th e f u e l t o p p i n g g o v e r n o r l i m i t s propeller RPM in flight to _______ percent of selected RPM. A. 96 B. 100 C. 104 D. 106

13. In order to select ground fine after landing, the pilot: A. Lifts the power lever and moves them aft to the first gate. B. Leaves the power lever at flight idle position and ground fine is automatically engaged. C. Lifts the propeller levers over the low RPM gate. D. Engages the ground fine switch on control yoke.

7-54

17. Th e o v e r s p e e d g o v e r n o r l i m i t s propeller RPM to a maximum of: A. 1700. B. 1768. C. 1800. D. 1876. 18. The maximum allowed continuous RPM for takeoff is _______ RPM. A. 1500 B. 1600 C. 1700 D. 1768

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 8 FIRE PROTECTION CONTENTS Page INTRODUCTION ............................................................................................................... 8-1 GENERAL ........................................................................................................................... 8-1 FIRE DETECTION ........................................................................................................... 8-2 Components ................................................................................................................... 8-2 Operation ....................................................................................................................... 8-3

Components ................................................................................................................... 8-5 Operation ....................................................................................................................... 8-6 Portable Extinguishers.................................................................................................. 8-7 QUESTIONS ........................................................................................................................ 8-9

FOR TRAINING PURPOSES ONLY

8-i

8 FIRE PROTECTION

FIRE EXTINGUISHING................................................................................................... 8-5

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ILLUSTRATIONS Figure

Title

Page

Engine Fire Detection System ............................................................................ 8-2

8-2

ENGINE FIRE Annunciators ........................................................................... 8-3

8-3

Engine Fire Detection System Simplified Schematic ....................................... 8-4

8-4

Fire-Extinguishing System ................................................................................... 8-5

8-5

EXTINGUISHER Annunciators ...................................................................... 8-6

8-6

Portable Fire-Extinguishers ................................................................................. 8-7

8 FIRE PROTECTION

8-1

FOR TRAINING PURPOSES ONLY

8-iii

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

8 FIRE PROTECTION

CHAPTER 8 FIRE PROTECTION

INTRODUCTION Fire detection and fire-extinguishing systems provide fire protection in both engine compartments. Detection is automatic, but the crew must manually activate the extinguishing system.

GENERAL Th e K i n g A i r 3 5 0 h a s a n e n g i n e f i r e detection system that automatically alerts the crew if an engine fire or overtemperature situation occurs.

The extinguishing system consists of a cylinder with extingushant for the engine exhaust area and the engine accessory area. For a fire in the cabin or cockpit, two portable fire extinguishers are available.

FOR TRAINING PURPOSES ONLY

8-1

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

FIRE DETECTION An engine fire detection system provides an immediate visual warning if a fire occurs in either engine compartment.

COMPONENTS Sensing Cable The main element of the system is a temperature sensor cable that loops continuously around the engine and terminates in the responder unit (Figure 8-1).

The cable consists of a hermetically sealed, corrosion-resistant, stainless-steel outer tube filled with an inert gas. The inner hydride core is filled with an active gas.

NOTE The fire sensor cable section in the plenum chamber area is two feet long and is not a fire or overheat zone. Activation temperature in this zone is approximately 90 0°F.

8 FIRE PROTECTION

Figure 8-1. Engine Fire Detection System

8-2

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Th e r e s p o n d e r u n i t i s i n t h e e n g i n e accessory area approximately at the 10 o’clock position. The responder contains two sets of contacts. The integrity switch contacts are for the continuity test functions of the fire d e t e c t i o n c i rc u i t r y. Th e a l a r m s w i t c h contacts complete the circuit to activate the fire warning system.

Detection Pushbuttons The fire lights are on the glareshield just below the warning annunciator panel. These guarded pushbuttons have split lenses (Figure 8-2).

L or R ENGINE FIRE) annunciator triggers the MASTER WARNING flasher. The lower lens (L or R FW VALVE PUSH) indicates position of the firewall fuel valve. When the battery switch is on, this annunciator can indicate three situations. • Annunciator extinguished—Firewall fuel valve open • Annunciator illuminated—Firewall fuel valve closed • Annunciator flashing—Firewall valve position does not agree with firewall fuel valve switch position

OPERATION For fire detection/protection purposes, critical areas around the engine have been divided into three zones; • Zone 1—The accessory compartment • Zone 2—The plenum chamber area • Zone 3—The engine exhaust area The fire detector is preset at the factory to activate the alarm when any of the following conditions occur: • Any one-foot section of tube heated to 80 0°F

Figure 8-2. ENGINE FIRE Annunciators

They serve the dual function of monitoring the firewall fuel valve position and providing a visual warning of an overtemperature condition in either engine area.

• Average temperature of entire tube reaches 360°F • Temperature in accessory compartment reaches 545°F • Temperature in hot section compartment reaches 540°F

The red top lens (L or R ENGINE FIRE illuminates when the fire detector tube senses an overtemperature condition. The

FOR TRAINING PURPOSES ONLY

8-3

8 FIRE PROTECTION

Responder Unit

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

If a fire or overtemperature occurs, the temperature around the sensor tube increases. The gases within the tube begin to expand. When pressure from the expanding gases reach a factory preset point, the contacts of the responder alarm switch close (Figure 8-3). S i g n a l s f ro m e a c h re s p o n d e r u n i t a re transmitted to a printed circuit board forward of the main spar underneath the center aisle floor. From the printed circuit board, the signal is routed to illuminate the appropriate red L or R ENGINE FIRE annunciator (Figure 8-3). The MASTER WARNING annunciators flash. A red annunciation of FIRE appears on the MFD in the appropriate engine’s TORQUE indicator. 8 FIRE PROTECTION

Fire Detection System Test

of the fire detection system. The switches have three positions: DET–OFF–EXT. When either switch is placed in the DET position, electrical current flows from a 5amp RIGHT or LEFT FIRE DET circuit breaker on the right CB panel. The current then flows through the engine fire detector circuitry to activate the red L or R ENG FIRE light. The MASTER WARNING annunciators also flash. In addition, a red annunciation of FIRE is visible on the MFD in the ITT/TORQUE indicator for the appropriate engine. If either annunciator fails to illuminate during the test for that side, a malfunction w i t h t h e s e n s o r t u b e, re s p o n d e r u n i t , annunciator, or electrical portion of the system is indicated. The malfunction must be corrected prior to flight.

Two ENG FIRE TEST toggle switches on the copilot left subpanel test the integrity

Figure 8-3. Engine Fire Detection System Simplified Schematic

8-4

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The gases within the tubes form a pressure barrier to keep the contacts of the responder integrity switch closed for the test.

FIRE EXTINGUISHING The aircraft contains a fire extinguishing system and two portable fire extinguishers.

A fire extinguisher supply container is mounted on brackets aft of the main spar in each wheel well of each main landing gear (Figure 8-4). Each cylinder is charged with 2.50 pounds of bromotrifluoromethane (CBrF3) pressurized to 450 to 475 psi at 72°F. The line from the container runs along the side of the nacelle and branches into eight spray tubes strategically located about the engine to diffuse the extinguishing agent.

8 FIRE PROTECTION

COMPONENTS

Extinguishing Cylinder

Figure 8-4. Fire-Extinguishing System

FOR TRAINING PURPOSES ONLY

8-5

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Four of the nozzles discharge into the e n g i n e e x h a u s t a r e a . Th e o t h e r f o u r discharge into the accessory area. Once activated, the entire supply of extinguishing agent is discharged for that side. Th e c y l i n d e r a l s o h a s a p y r o t e c h n i c cartridge that discharges the extinguishant.

Extinguisher Pushbuttons The EXTINGUISHER pushbuttons on the glareshield activate the system (Figure 8-5). This guarded pushbutton is safetied.

OPERATION Illumination of either of ENG FIRE annunciators and a red annunciation of F I R E i n t h e I T T / TO R QU E i n d i c a t o r indicate a fire or overheat condition in that particular engine. Lifting the plastic guard of the ENG FIRE switch and depressing the lens illuminates t h e F W VA LV E P U S H l e n s a n d t h e EXTIN-GUISHER PUSH annunciator. Illumination of the CLOSED annunciator indicates the firewall valve for that side is now closed. The extinguisher for that side is armed.

8 FIRE PROTECTION

To discharge the extinguisher, raise the guard of the EXTINGUISHER PUSH annunciator and depress the switch. This completely discharges the appropriate fire e x t i n g u i s h e r c y l i n d e r . Th e a m b e r DISCHARGED annunciator illuminates. The DISCHARGED annunciator remains illuminated regardless of battery switch p o s i t i o n u n t i l t h e e x p e n d e d cy l i n d e r is replaced. Figure 8-5. EXTINGUISHER Annunciators

A 5-amp RIGHT or LEFT ENG FIRE EXT circuit breaker on the FUEL SYSTEM CB panel powers the appropriate switch. The push-to-activate pushbuttons have two indicator lights: red EXTINGUISHER PUSH and amber DISCHARGED. The red EXTINGUISHER PUSH portion indicates an electrical circuit from the FW VA LV E C LO S E D p u s h b u t t o n i n t h e detection system to the extinguishing system is complete.

Fire Extinguisher System Test The ENG FIRE TEST toggle switches on the copilot left subpanel also test the functions of the fire extinguishing system. When either switch is placed in the EXT position, a circuit completes from the 5amp circuit breaker on the battery bus through the following: • EXT test switch • EXTINGUISHER PUSH annunciator • Cartridge on the container • Ground

The DISCHARGED portion indicates the pyrotechnic cartridge in the container has been discharged.

8-6

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Failure of either annunciator to illuminate on a particular side indicates a malfunction of the engine fire extinguisher system. The malfunction must be corrected prior to flight.

PORTABLE EXTINGUISHERS Two portable fire extinguishers are in the aircraft. One extinguisher is in the aft cabin on the lower side of the door frame. The other extinguisher is in the cockpit on the bottom of the co-pilot seat (Figure 8-6).

The bottles have hand-operated actuating valves. The portable extinguishers may be recharged at locally approved fire equipment service shops. Halon 1211 or bromochlorodifluoromethane is in a liquefied gas state while contained under pressure in the fire extinguisher. Upon release, the liquid quickly turns to a vapor that dissipates into the air and leaves no residue to clean up. As it changes from liquid to vapor, a rapid temperature drop to below freezing occurs. Do not direct the discharge at exposed skin or eyes. When used on fires of intense heat, decomposition of the Halon 1211 vapor may be accompanied by a sharp acrid odor. This odor warns the operator of excessive exposure to the products of combustion and to take evasive action.

Both extinguishers are mounted on red quick-release brackets.

WARNING

The portable extinguishers contain two pounds of 1211 extinguishing agent and 10 0 psi of nitrogen for pressurization. Halon 1211 is a chemical agent effective against combustible fires (Class A), f l a m m a b l e l i q u i d f i re s ( C l a s s B ) , a n d electrical fires (Class C). The smaller size extinguishers do not contain enough agent to qualify for a Class A rating.

Liquefied Halon 1211 can cause f r o s t b i t e. Av o i d c o n t a c t w i t h exposed skin or eyes. High concent ra t i o n s c a n p ro d u c e t o x i c b y products when applied to fire. Av o i d i n h a l a t i o n o f t h e b y products by evacuating and ventilating the area. Do not use in confined space with less than 311 cubic feet per extinguisher.

Figure 8-6. Portable Fire-Extinguishers

FOR TRAINING PURPOSES ONLY

8-7

8 FIRE PROTECTION

Illumination of the EXTINGUISHER PUSH annunciator indicates the cartridge circuit is in good order. The test also checks the cartridge sensor for that side. The DISCHARGED annunciator should also illuminate to indicate the sensor is in good order.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

8 FIRE PROTECTION

INTENTIONALLY LEFT BLANK

8-8

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

QUESTIONS 1, Engine fire detection and extinguishing is available when the battery bus switch is selected to _________ and the battery switch to __________. A. EMERG OFF; OFF B. EMERG OFF; ON C. NORM; OFF D. NORM; ON

8 FIRE PROTECTION

2. Engine fire extinguishing is available for the engine: A. Compartment. B. Compartment and wheel well. C. Compartment and wing locker (if installed). D. Compartment, wheel well, and wing locker (if installed). 3. With the hot battery bus powered, an engine fire extinguisher may be discharged: A. Anytime by depressing the fire extinguisher discharge switch. B. After arming the switch by depressing either firewall fuel valve shutoff switch. C. After arming the on-side switch and closing the firewall fuel valve. D. A f t e r d e p r e s s i n g t h e o n - s i d e firewall fuel valve switch. 4. Th e f i r s t i m m e d i a t e a c t i o n f o r E N V I R O N M E N TA L SYS T E M SMOKE OR FUMES is: A. Oxygen Mask(s) ......................DON B. Land ................................NEAREST SUITABLE AIRPORT C. Passenger Manual Drop Out .........................PULL ON D. Descend ...............AS REQUIRED

FOR TRAINING PURPOSES ONLY

8-9

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 9 PNEUMATICS CONTENTS Page INTRODUCTION ............................................................................................................... 9-1 GENERAL ........................................................................................................................... 9-1 Controls and Indications .............................................................................................. 9-2 OPERATION ....................................................................................................................... 9-3 Pneumatic....................................................................................................................... 9-3 Vacuum ........................................................................................................................... 9-5 SYSTEM USERS.................................................................................................................. 9-5 Engine Bleed-Air Warning System............................................................................. 9-5 Cabin Windows/Cockpit Side Window Defogging ................................................... 9-7 Hydraulic Fill Can Pressure ......................................................................................... 9-7

9 PNEUMATICS

QUESTIONS ........................................................................................................................ 9-9

FOR TRAINING PURPOSES ONLY

9-i

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ILLUSTRATIONS Figure

Title

Page

BLEED AIR VALVE Switches .......................................................................... 9-2

9-2

Pneumatic Pressure Gages ................................................................................... 9-3

9-3

Pneumatic System Diagram ................................................................................. 9-4

9-4

Bleed-Air Warning System Diagram .................................................................. 9-5

9-5

Bleed-Air Warning Plastic Tubing ...................................................................... 9-6

9-6

L/R BLEED FAIL Annunciator......................................................................... 9-6

9-7

Cabin Windows/Cockpit Side Windows Defogging.......................................... 9-7

9 PNEUMATICS

9-1

FOR TRAINING PURPOSES ONLY

9-iii

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 9 PNEUMATICS

The aircraft pneumatic and vacuum systems accomplish many small but important tasks. This chapter presents a description of those tasks along with bleed air sources, indications, and normal and abnormal operations.

GENERAL High-pressure P 3 bleed air from each engine compressor is routed through the normally-open, firewall-mounted shutoff valves into the fuselage. The bleed air then is regulated to 18 psi to supply pressure for the pneumatic system and provide a vacuum source. Vacuum is derived from a bleed air ejector.

The pneumatic system supports the following: • Flight hour meter • Brake deice (see Chapter 10) • Bleed air warning • Window defogging • Hydraulic fill can pressure

FOR TRAINING PURPOSES ONLY

9-1

9 PNEUMATICS

INTRODUCTION

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

In addition, pneumatic pressure creates a vacuum source for the air-driven gyros, pressurization control, and deflation of the deice boots.

pressurization and environmental functions (refer to Chapters 11 and 12 for details).

One engine normally can supply sufficient bleed air for all pneumatic and vacuum systems. During single-engine operation, a check valve in the bleed air line from each engine prevents pressure loss back through the supply line on the inoperative engine.

When the switches are in the OPEN position, both environmental flow control valves and pneumatic instrument air valves are open. When the switches are in the ENVIR OFF position, the environmental flow control valves close while the pneumatic instrument air valves remain open. In the PNEU & ENVIR OFF position, all valves are closed.

CONTROLS AND INDICATIONS

Gages

Switches

A pneumatic pressure gage on the copilot r i g h t s u b p a n e l i n d i c a t e s a i r p re s s u re available to the pneumatic manifold in pounds per square inch (Figure 9-2).

Two BLEED AIR VALVE switches (Figure 9-1) control bleed air entering the cabin for

9 PNEUMATICS

Figure 9-1. BLEED AIR VALVE Switches

9-2

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

To the left of the pressure gage is a suction gage calibrated in inches of mercury that indicates instrument vacuum. Below these two is the hour meter.

temperature of approximately 70 0°F. By the time it reaches the tee in the fuselage, heat transfer in the pneumatic plumbing cools the airflow to approximately 70° above ambient temperature. This regulated pneumatic air (Figure 9-3):

OPERATION

• Supplies pressure to inflate the surface deicers

PNEUMATIC P 3 bleed air at 90 to 120 psi pressure from both engines flows through pneumatic lines to a tee junction in the fuselage. Check valves prevent reverse flow during singleengine operation.

• Operates the flight hour meter and bleed air failure warning system

Downstream from the tee, the P 3 air passes through an 18 psi regulator. The regulator has a relief valve set to operate at 21 psi in case of failure.

Ordinarily, the pneumatic system pressure regulator under the right seat deck immediately forward of the main spar provides 18 ± 1 psi with the engine running at 70% to 80% N 1 . The pneumatic pressure gage allows the crew to monitor system pressure.

• Provides flow for vacuum ejector

9 PNEUMATICS

Bleed air extracted from the fourth stage of the engine compressor is at a maximum

• Provides pressure to the hydraulic system

Figure 9-2. Pneumatic Pressure Gages

FOR TRAINING PURPOSES ONLY

9-3

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

LEGEND

TO PNEUMATIC PRESSURE GAGE (IN COCKPIT)

HIGH PRESSURE BLEED AIR REGULATED BLEED AIR VACUUM

FLIGHT HOURS GAGE

RIGHT SQUAT SWITCH

DEICE DISTRIBUTOR VALVE

PRESSURE SWITCH

LANDING GEAR HYDRAULIC FILL CAN

EXHAUST OVERBOARD EJECTOR LEFT SQUAT SWITCH

AIRSTAIR DOOR SEAL LINE

TO DEICE BOOTS

CLOSED ON GROUND (NO) LEFT BLEED-AIR WARNING SYSTEM

VACUUM REGULATOR GYRO INSTRUMENTS (PRIOR TO PROLINE 21) PRESSURATION CONTROLLER, TO GYRO OUTFLOW AND SUCTION SAFETY VALVES (IN COCKPIT) RIGHT BLEED-AIR WARNING SYSTEM 18 PSI PRESSURE REGULATOR

9 PNEUMATICS

CABIN AND COCKPIT SIDE WINDOWS LEFT P3 AIR

CHECK VALVE

WINDOW DEFOGGING REGULATOR RIGHT P3 AIR

CHECK VALVE

PNEUMATIC AIR VALVE (NO)

PNEUMATIC AIR VALVE (NO)

RIGHT BRAKE DEICE VALVE (NC)

LEFT BRAKE DEICE VALVE (NC)

Figure 9-3. Pneumatic System Diagram

9-4

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

VACUUM Vacuum is obtained from pneumatic air passing through the vacuum ejector. The ejector is a pressure line that constricts to form a venturi. At the apex or point of lowest pressure, the vacuum line is attached. As P 3 air passes through the ejector, it draws air from the attached vacuum line to create suction for the vacuum system. The ejector is capable of supplying from 15 inches of mercury (in. Hg) vacuum at sea level to 6 in. Hg vacuum at 31,000 feet. Th e v a c u u m s y s t e m s u p p l i e s v a c u u m regulated 4.3 to 5.9 in. Hg for the deice boots, air-driven gyro instruments, and pressurization control system. Even with one engine running at 70% to 80% N 1, the vacuum gage normally reads approximately 5.9(+0,-0.2) in. Hg at sea level.

The vacuum line for the instruments is routed through a regulator that maintains sufficient vacuum for proper operation of the instruments. Th e v a c u u m r e g u l a t o r i s i n t h e n o s e compartment on the left side of the pressure b u l k h e a d . A f o a m f i l t e r f o r t h e va l v e provides a filtered and sheltered air source for the air-driven gyros.

SYSTEM USERS ENGINE BLEED-AIR WARNING SYSTEM Th e e n g i n e b l e e d - a i r w a r n i n g s y s t e m visually warns the crew of a rupture in the bleed air lines. This allows the crew to shut off the affected bleed air valves before heat from the escaping air damages the skin and structure adjacent to the break (Figure 9-4).

PLUGS

PRESSURE SWITCHES

AMBIENT AIR

ENVIRONMENTAL BLEED-AIR SHUTOFF VALVE

PNEUMATIC BLEED-AIR SHUTOFF VALVE

ENVIRONMENTAL BLEED-AIR SHUTOFF VALVE

ENGINE FIREWALL PLUGS

ENGINE P3 BLEED-AIR CONNECTOR AMBIENT AIR

ENGINE FIREWALL PLUGS

PNEUMATIC BLEED-AIR SHUTOFF VALVE

WHEEL WELL

WHEEL WELL

BLEED-AIR WARNING LINES ENVIRONMENTAL BLEED-AIR LINES

18 PSI PRESSURE REGULATOR

PNEUMATIC BLEED-AIR LINES

Figure 9-4. Bleed-Air Warning System Diagram

FOR TRAINING PURPOSES ONLY

9-5

9 PNEUMATICS

ENGINE P3 BLEED-AIR CONNECTOR

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

EVA Tubes Ethylene vinyl acetate (EVA) tubes are in c l o s e p ro x i m i t y t o t h e b l e e d a i r l i n e s (environmental and pneumatic) leading from the engines to the cabin. Pneumatic air at 18 psi tapped off from the pneumatic manifold pressurizes these tubes.

Pressure Switches The system has two pressure switches, one for each side, mounted under the cockpit f l o o r b o a rd . A r u p t u re d b l e e d a i r l i n e produces excessive heat on the tubing (Figure 9-5).

Figure 9-6. L/R BLEED FAIL Annunciator

Corrective Action When the indication of a bleed air failure becomes evident, turn off all bleed air for that side by placing the respective BLEED AIR VALVE switch in the PNEU & ENVIR O F F p o s i t i o n . Wi t h t h e s w i t c h i n t h i s position, both environmental and pneumatic shutoff valves close. This stops bleed air flow at the engine firewall. Next place the ECS switch in MAN HEAT position. Hold the TEMP switch in decrease position for 30 seconds. Then increase to maintain cabin/cockpit temperature. This action does not extinguish the BL AIR FAIL annunciator.

Figure 9-5. Bleed-Air Warning Plastic Tubing 9 PNEUMATICS

When the tubing melts, the air escapes and pressure inside the tubing decreases. When it drops below 2 psi, the normally-closed switch in the line closes to complete a circuit to the respective L BLEED FAIL and R BLEED FAIL annunciator in the warning panel (Figure 9-6).

9-6

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CABIN WINDOWS/COCKPIT SIDE WINDOW DEFOGGING Engine bleed air provides defogging for the cabin windows and cockpit side windows when one or both engines are running (Figure 9-7). Bleed air tubes direct bleed air directly onto the windows. The WINDOW DEFOG switch on the copilot subpanel controls this function. Refer to Chapter 10.

CAUTION Caution must be used when removing or installing the emergency exits to avoid damaging the bleed air lines. Make certain the bleed air lines are properly connected when installing the hatches. Air for the cockpit side windows is routed forward from the pressure regulator to the cockpit below the floorboard. At this point the line tees, running to the sides of the aircraft and up the sidewall to the windows. The warm dry air is then directed to the inside surface of the windows through a manifold in the window frame.

HYDRAULIC FILL CAN PRESSURE

A pressure regulator mounted under the floorboard regulates the bleed air pressure. From the regulator, the air flows to the right of center and forward where the air lines divide. At this point, part of the air flows to the sides of the aircraft and up the sidewall to just below the windows where it tees and runs fore and aft under the cabin windows.

Pneumatic air pressure is injected into the landing gear hydraulic fill can. It provides positive pressure to the reservoir to minimize vaporization of hydraulic fluid. It also provides positive feed to the hydraulic pump. Wh e n t h e e n g i n e s a re s h u t d o w n , t h e pneumatic pressure in the hydraulic fill bleeds off through a small orifice.

Beneath each cabin window there is another tee in the system that delivers the air to the inside surface of the exterior window through two tubes.

FOR TRAINING PURPOSES ONLY

9-7

9 PNEUMATICS

Figure 9-7. Cabin Windows/Cockpit Side Windows Defogging

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

INTENTIONALLY LEFT BLANK

9 PNEUMATICS

9-8

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

QUESTIONS 1. Regulated pneumatic air pressure is used to: A. Deice the brakes. B. Inflate the deice boots. C. Operate the air conditioner. D. Heat the aft cabin. 2. After selecting the bleed air valve to pneumatic and environmental off after illumination of a single [L or R BLEED FAIL] red master warning annunciator, the annunciator will: A. Extinguish. B. Remain illuminated. C. Extinguish provided the opposite system is functioning properly. D. Remain illuminated if the system continues to detect an overheat condition.

9 PNEUMATICS

3. Vacuum air is provided for: A. Door seal inflation. B. Flight hour meter operation. C. Cross bleed engine starts. D. Wing deice boot hold-down.

FOR TRAINING PURPOSES ONLY

9-9

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 10 ICE AND RAIN PROTECTION CONTENTS Page INTRODUCTION............................................................................................................. 10-1 GENERAL ......................................................................................................................... 10-1 Controls........................................................................................................................ 10-2 ENGINE PROTECTION................................................................................................. 10-4 Engine Air Inlet .......................................................................................................... 10-4 Inertial Separators ...................................................................................................... 10-5 Auto-Ignition System.................................................................................................. 10-7 SURFACE DEICE ............................................................................................................ 10-8 Components................................................................................................................. 10-8 Operation................................................................................................................... 10-10 BRAKE DEICE SYSTEM............................................................................................. 10-10 Components .............................................................................................................. 10-10 Operation................................................................................................................... 10-11 PROPELLER DEICE ................................................................................................... 10-12 Operation................................................................................................................... 10-13 WINDSHIELD ANTI-ICE ............................................................................................ 10-14 Components .............................................................................................................. 10-14

Windshield Wipers ................................................................................................... 10-18 WINDOW DEFOGGING ............................................................................................. 10-18 Cabin Windows ......................................................................................................... 10-18

FOR TRAINING PURPOSES ONLY

10-i

10 ICE AND RAIN PROTECTION

Operation................................................................................................................... 10-15

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Cockpit Side Windows ............................................................................................. 10-19 FUEL SYSTEM ANTI-ICE ........................................................................................... 10-19 Heated Vents ............................................................................................................. 10-20 Heat Exchanger ........................................................................................................ 10-20 ELECTRICAL HEATING ........................................................................................... 10-20 Pitot Heat .................................................................................................................. 10-20 Stall Warning Vane ................................................................................................... 10-21 PRECAUTIONS DURING ICING CONDITIONS ................................................. 10-22 Exterior Inspection................................................................................................... 10-22 Before Taxi................................................................................................................. 10-23 QUESTIONS.................................................................................................................... 10-25

10 ICE AND RAIN PROTECTION

10-ii

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ILLUSTRATIONS Figure

Title

Page

King Air 350 Anti-Icing and Deicing Components ........................................ 10-2

10-2

Ice and Rain Protection Controls ..................................................................... 10-3

10-3

Engine Inlet Lip Heat......................................................................................... 10-4

10-4

Inertial Separator ................................................................................................ 10-5

10-5

Ice Vane Controls ................................................................................................ 10-6

10-6

Caution Annunciators......................................................................................... 10-6

10-7

Auto-Ignition Switches ....................................................................................... 10-7

10-8

Surface Deice Boot Installation ........................................................................ 10-8

10-9

Surface Deice System Diagram ......................................................................... 10-9

10-10

Brake Deice ....................................................................................................... 10-10

10-11

Brake Deice Controls ....................................................................................... 10-11

10-12

Brake Deice Schematic (System On) ............................................................. 10-11

10-13

Propeller Deice Boots ...................................................................................... 10-12

10-14

Propeller Deice System .................................................................................... 10-13

10-15

Windshield Anti-Ice Switches.......................................................................... 10-15

10-16

Windshield Anti-Ice Diagram—Normal Heat .............................................. 10-16

10-17

Windshield Anti-Ice Diagram—High Heat ................................................... 10-17

10-18

Windshield Wiper.............................................................................................. 10-18

10-19

Fuel System Anti-Ice ........................................................................................ 10-19

10-20

Pitot Mast and Heat Controls ......................................................................... 10-20

10-21

Stall Warning Vane and Heat Control............................................................ 10-21 10 ICE AND RAIN PROTECTION

10-1

FOR TRAINING PURPOSES ONLY

10-iii

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 10 ICE AND RAIN PROTECTION

INTRODUCTION The King Air 350 is FAA approved for flight in known icing conditions when the required equipment is installed and operational. The Kinds of Operations Equipment List in the Limitations section of the Pilot’s Operating Handbook lists the necessary equipment. Flight in known icing conditions requires knowledge of conditions conducive to icing as well as knowledge of the aircraft anti-ice and deice systems that prevent excessive ice from forming. This chapter identifies these systems and controls.

GENERAL • Auto-Ignition

10 ICE AND RAIN PROTECTION

The aircraft has a variety of ice and rain protection systems for operation in inclement weather conditions. These include (Figure 10-1):

• Windshield Anti-Ice • Windshield Wipers

• Engine Inlet Lip Heat

• Side Window Defog

• Inertial Separators (Ice Vanes)

• Propeller Deice

FOR TRAINING PURPOSES ONLY

10-1

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

An oil-to-fuel heat exchanger warms the fuel prior to its entrance to the fuel control unit.

• Fuel System Anti-Ice • Pitot Heat • Stall Warning Heat • Surface Deice (Leading-Edge Boots) • Brake Deice (Optional) Engine bleed is available for the leading edge lip of the engine air inlet, wings, horizontal stabilizer, window defogging, and brake deice. Electrical heating elements protect the pitot masts, windshield, stall warning vane, and fuel vent. An inertial separation system with electric motors and actuators provide engine ice protection. Electrothermal boots on each blade protect the propellers against icing.

An auto-ignition system ensures positive engine ignition during turbulence or penetration into icing or percipitations conditions. And, finally, heavy-duty windshield wipers for both the pilot and copilot increase visibility during rainy flight conditions.

CONTROLS Crew controls for the ice protection features are on the pilot subpanel. These control panels include the following (Figure 10-2): • ENGINE ANTI-ICE • ICE PROTECTION

10 ICE AND RAIN PROTECTION

Figure 10-1. King Air 350 Anti-Icing and Deicing Components

10-2

FOR TRAINING PURPOSES ONLY

10 ICE AND RAIN PROTECTION

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 10-2. Ice and Rain Protection Controls

FOR TRAINING PURPOSES ONLY

10-3

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

• ENG AUTO IGNITION The control knob for the windshield wipers is on the overhead panel.

ENGINE PROTECTION ENGINE AIR INLET

A scoop in the left engine exhaust stack deflects a small portion of the hot exhaust gases downward into the hollow lip tube that encircles the air inlet. The gases are expelled into the right exhaust stack where they move out with the engine exhaust gases. No pilot action is necessary. Engine exhaust air flows through the inlet heat duct whenever the engine is running.

Hot exhaust gases prevent ice formation around the lips of both engine cowling air inlets (Figure 10-3).

10 ICE AND RAIN PROTECTION

Figure 10-3. Engine Inlet Lip Heat

10-4

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

INERTIAL SEPARATORS An inertial separation system in each engine air inlet prevents moisture from entering the inlet plenum during freezing conditions. The system consists of two electrically actuated movable vanes.

BYPASS DOOR FORWARD ICE VANE

OIL COOLER INLET

OIL COOLER BYPASS DUCT

Figure 10-4. Inertial Separator

10 ICE AND RAIN PROTECTION

INLET LIP ANTI-ICE

INDUCTION AIR

In normal operation, the vanes are positioned with the forward vane retracted (up) and the aft vane extended (down) to direct all incoming air into the engine air plenum (Figure 10-4).

FOR TRAINING PURPOSES ONLY

10-5

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Components An electrically operated linear actuator simultaneously positions the vanes for each engine through a linkage system. The actuator t ra v e l i s m a x i m u m i n t h e d i re c t i o n commanded; it has no intermediate positions.

primary motor actuators (Figure 10-5). The AC T UAT O R S s w i t c h e s b e l o w t h e m energize the primary (MAIN position) or secondary system (STANDBY position).

The actuator is a primary and secondary motor with a single actuator rod assembly. The primary motor normally drives the system. If a malfunction occurs in the p r i m a r y m o t o r, t h e s e c o n d a r y m o t o r p r o v i d e s p o w e r . Th e m o t o r s a r e interchangeable. The only difference is their power source. The triple-fed bus powers the primary motor while the corresponding generator bus powers the secondary motor.

CAUTION Should the actuator primary motor malfunction, the cause must b e d e t e r m i n e d a n d c o r re c t e d before the next flight.

Controls and Indicators The L and R ENG ANTI-ICE switches on the left outboard subpanel energize the

Figure 10-5. Ice Vane Controls

A position sense switch on each vane linkage illuminates the green advisory L or R ENG ANTI-ICE annunciator in the caution/ advisory annunciator panel when the ENGINE ANTI-ICE switches are in the ON position (Figure 10-6).

10 ICE AND RAIN PROTECTION

Figure 10-6. Caution Annunciators

10-6

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

When the ENGINE ANTI-ICE switches are activated, a second position sense s w i t c h o n e a c h f o r w a rd va n e l i n k a g e energizes a 30 to 40 second time delay circuit. If full vane extension is not attained in this time, the yellow caution L and/or R ENG ICE FAIL annunciator illuminates. This indicates a fault in the primary motor of the designated actuator. To complete vane extension and extinguish the yellow annunciator, place the appropriate ACTUATORS switch to STANDBY. When the ENGINE ANTI-ICE switches are in the OFF position, the actuators move in the opposite direction to return the vanes to non-icing position. The green annunciators extinguish.

AUTO-IGNITION SYSTEM The engine auto-ignition system provides electrical power to the igniters in the e v e n t o f a n e n g i n e p o w e r l o s s. Th e system must be armed during periods of turbulence and penetration of icing or precipitation conditions. The ENG AUTO IGN switches above the ENGINE ANTI-ICE switches control the system. In the ARM position, auto-ignition automatically attempts to reignite the engine if an engine flameout occurs (Figure 10-7).

Operation Extend the inertial separators (ice vanes) whenever there is visible moisture at ambient temperatures of +5°C or below. When the ice vanes are extended, the green ENGINE ANTI-ICE annunciators illuminate. Because the airflow into the engine is now restricted, there may be a decrease in torque and a slight increase in ITT. Expect a decrease in overall cruise performance with vanes extended. When the vane doors retract, the annunciators extinguish; ITT and torque is restored.

Limitation

Operation With the system armed, electrical power energizes the engine igniters if engine torque falls below approximately 17% for any reason. I f t h i s o c c u r s, t h e g r e e n a d v i s o r y IGNITION ON annunciator on the caution/advisory panel illuminates. During ground operations, ensure the switches are in the OFF position to prolong igniter life.

10 ICE AND RAIN PROTECTION

ENGINE ANTI-ICE shall be OFF for takeoff operations in ambient temperatures of and above +10°C.

Figure 10-7. Auto-Ignition Switches

FOR TRAINING PURPOSES ONLY

10-7

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

SURFACE DEICE

Control Switch

Pneumatic inflatable boots break off ice that collects on the leading edge of the wings and horizontal stabilizer (Figure 108). Alternately inflating and deflating the deice boots accomplishes the ice removal.

Figure 10-8. Surface Deice Boot Installation

Pneumatic system pressure inflates the boots; system vacuum deflates the boots and holds them down while not in use. A deice distributor valve controls the cycle.

COMPONENTS Deice Boots Each wing has an inboard and an outboard boot. The horizontal stabilizer has one boot on each of the left and right segments. The vertical stabilizer is not deiced because no adverse effects from icing were found during certification.

A three-position SURFACE DEICE toggle switch on the ICE PROTECTION panel actuates the deicer system (Figure 10-9). The switch is spring-loaded to return to the OFF position from either the MANUAL or SINGLE position. When the switch is pushed to the SINGLE position, one complete cycle of deicer operation automatically follows as the distributor valve opens to inflate the deicer boots. After an inflation period of approximately six seconds for the wings and four seconds for the horizontal stabilizer, a timer relay switches the distributor valve off (vacuum) for deflation of the boots. Total cycle time is approximately 10 seconds. When the switch is pushed to the MANUAL position, all the boots inflate. They hold in the inflated position as long as the switch is held in position. Upon release of the switch, the distributor valve returns to the OFF position. The deicer boots remain deflated until the switch is actuated again.

Pressure Switches/ Annunciators Two pressure sensing switches, one for each wing, monitor deice boot pressure. When both switches sense 14–15 psi wing deice boot pressure, the green advisory WING DEICE annunciator illuminates to signal boots are inflated. A third pressure switch senses tail deice boot pressure. It illuminates the green TAIL DEICE annunciator when it senses 14–15 psi tail deice boot pressure.

10 ICE AND RAIN PROTECTION

10-8

FOR TRAINING PURPOSES ONLY

10 ICE AND RAIN PROTECTION

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 10-9. Surface Deice System Diagram

FOR TRAINING PURPOSES ONLY

10-9

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

OPERATION

COMPONENTS

Wing ice lights aid the crew in detecting ice formation on the wing leading edge. The lights are on the outboard side of each engine nacelle. A 5-amp WING ICE circuit breaker switch on the pilot inboard subpanel controls the light.

A pneumatic line on the outboard side of each nacelle carries the engine P3 air to a shutoff valve.

Use the wing ice light to check accumulation. For most effective deicing operation, allow at least 1/2 inch, but no more than one inch, of ice to form before attempting ice removal. Very thin ice may crack and cling to the boots instead of shedding. Subsequent cyclings of the boots then have a tendency to build a shell of ice outside the contour of the inflated boot. This makes ice removal efforts ineffective. If ice is allowed to build to a depth greater than one inch, removal with the deice boots may be impossible.

The normally closed solenoid shutoff valve in each wheel well allows hot bleed air to enter the brake deice lines. An electrically powered module controls the shutoff valve. Th e m o d u l e i s u n d e r t h e c e n t e r a i s l e floorboard immediately aft of the partition between the cockpit and cabin. When the shutoff valves open, a signal illuminates the green advisory L and R BRAKE DEICE ON annunciators on the advisory panel. A distributor manifold attached to the brake piston and axle assembly directs the heated air through orifices around each r i n g o f t h e m a n i f o l d o n t o t h e b ra ke s (Figure 10-10).

Electrical Power The distributor valve requires electrical power to inflate the boots in either singlecycle or manual operation. If power is lost, vacuum holds them against the leading edge surfaces. Th e t r i p l e - f e d b u s p o w e r s t h e S U R F DEICE circuit breaker on the copilot CB sidepanel to supply electrical power.

BRAKE DEICE SYSTEM The brake deice system prevents ice and slush build-up between the wheels. This build-up freezes the brakes. The pneumatic system supplies bleed air from the compressor of each engine for brake deicing. 10 ICE AND RAIN PROTECTION

Figure 10-10. Brake Deice

10-10

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

When the switch is up, the right generator bus supplies power through a 5-ampere circuit breaker in the copilot sidepanel to the control module.

OPERATION The BRAKE DEICE lever switch on the pilot right subpanel controls the brake deice operation (Figure 10-11).

The module supplies current to open the shutoff valves so hot bleed air can enter the brake deice lines. The BRAKE DEICE ON annunciators illuminate. Fro m t h e s h u t o ff va l v e, t h e h o t a i r is plumbed through an insulated line down the back of the main gear strut to the distributor manifold. The hot P 3 air is directed on the brakes (Figure 10-12).

Figure 10-11. Brake Deice Controls

18-PSI PRESSURE REGULATOR “T” IN WHEEL WELL

PNEUMATIC LEFT P3 AIR

“T” IN WHEEL WELL

PNEUMATIC RIGHT P3 AIR

RIGHT BRAKE DEICE VALVE (N.C.)

LEFT BRAKE DEICE VALVE (N.C.)

TO BRAKE DEICE VALVES

BRAKE DEICE SWITCH ON

BRAKE DEICE CIRCUIT BREAKER 28 VDC

OFF

LEFT BRAKE DEICE MANIFOLD

10 MINUTE TIMER

10 ICE AND RAIN PROTECTION

RIGHT BRAKE DEICE MANIFOLD

UP NOT UP

LEFT MAIN GEAR UPLOCK SWITCH

Figure 10-12. Brake Deice Schematic (System On)

FOR TRAINING PURPOSES ONLY

10-11

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Wh e n t h e a i rc ra f t i s i n f l i g h t a n d t h e B R A K E D E I C E s w i t c h u p, a c i r c u i t completes through the left ma in g e a r uplock switch to a timing circuit in the control module. This timing circuit cycles the deice system off after 10 minutes of operation by closing the solenoid valves. This shuts off P 3 airflow to the brakes so adjacent components in the wheelwell are not damaged through overheating. The system cannot be activated again until the landing gear is cycled from the up and locked position.

Limitation Th e b ra ke d e i c e s y s t e m i s n o t t o b e c o n t i n u o u s l y o p e ra t e d a b o v e 15 ° C ambient temperature.

Figure 10-13. Propeller Deice Boots

PROPELLER DEICE

CAUTION

The propeller deice system includes the following components: an electrically heated boot for each propeller blade, slip rings, brush assemblies, timer, two on-off switches, and an ammeter.

Propeller deice must not be operated when the propellers are static or the slip rings around the propeller shaft will pit and burn, eventually becoming useless.

The heating elements in the deice boots reduce the adhesion of the ice (Figure 1013). The centrifugal force of the spinning propeller and blast of the airstream then removes the ice.

Th e P R O P s w i t c h e s a r e o n t h e I C E PROTECTION panel on the pilot right subpanel. The PROP ammeter is on the overhead panel. When the switch is on (up position), current flows through a timer and then through the brush assemblies to the slip ring where it is distributed to the individual propeller deice boots.

10 ICE AND RAIN PROTECTION

10-12

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

When the PROP-AUTO switch is turned on, the ammeter registers the amount of current (normally 26 to 32 amperes) passing through the system. If the current rises beyond normal limits, the circuit breaker switch shuts off power to the deicer timer (Figure 10-14).

Power to the deice boots is cycled in two 90-second phases. The first 90-second phase simultaneously heats all of the boots on one propeller. The second phase heats the boots on the other propeller. The deice t i m e r c o m p l e t e s o n e f u l l cy c l e e v e r y three minutes.

10 ICE AND RAIN PROTECTION

OPERATION

Figure 10-14. Propeller Deice System

FOR TRAINING PURPOSES ONLY

10-13

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

As the deice timer moves from one phase to the next, a slight momentary deflection of the propeller ammeter needle may occasionally be noted. Once the system is turned on for automatic operation, it cycles continuously. The heating sequences for the propeller deice boots are the sequences in evidence during normal operation. If power is turned off, however, the timer moves ahead to the start of the cycle on the next propeller. It may restart on either propeller.

COMPONENTS Windshields The windshields are composed of three physical layers. The inner layer is a thick panel of glass that acts as the structural member. The middle layer is a polyvinyl sheet that carries fine wire heating grids. The outer layer is a protective layer of glass bonded to the first two layers. The outside of the windshield is treated with a static discharge film called a NESA coating.

Heating Elements

Manual System A manual propeller deicer system is a back up to the automatic system. When the PROP-MANUAL override switch is activated, power is applied to all heating elements on both props. This momentary switch must be held in place until the ice has been dislodged from the propeller surface. Although the propeller ammeter does not indicate prop boot load in manual mode, the loadmeters do indicate approximately a 10% increase in load when the manual deicer system operates.

WINDSHIELD ANTI-ICE Th e p i l o t a n d c o p i l o t w i n d s h i e l d s each have independent controls and electrothermal circuits.

Electrical heating elements in the lamination of the windshields protect them against icing. The elements consist of transparent material (stannic oxide) with high electrical resistance. Th e re s i s t i v e m a t e r i a l i s a r ra n g e d t o p ro v i d e p r i m a r y h e a t e d s u r f a c e s a n d secondary heated surfaces. Each is also fitted with electrical connections for temperature sensing elements. The heating elements connect at terminal blocks in the corners of the glass to the wiring of the WSHLD ANTI-ICE control switches.

Temperature-Sensing Elements A temperature-sensing element embedded in each windshield and a temperature controller in each windshield circuit automatically control the windshield temperature. The temperature controllers attempt to maintain the temperature of the windshield between 90 and 110°F.

10 ICE AND RAIN PROTECTION

10-14

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

WSHLD ANTI-ICE Switches The WSHLD ANTI-ICE switches on the ICE PROTECTION panel include one for the PILOT windshield and one for the COPILOT windshield (Figure 10-15).

The primary areas are smaller areas that heat faster. Each switch must be lifted over a detent before it can be moved into the HIGH position. This lever-lock feature prevents inadvertent selection of the HIGH position when moving the switches from NORMAL to the OFF (center) position.

OPERATION When the NORMAL position is selected (Figure 10-16), an automatic temperature controller senses the windshield temperature. It then attempts to maintain it at approximately 90 to 110°F by energizing the power relay as necessary. In this mode, almost the entire windshield is heated. When HIGH is selected (Figure 10-17), the same temperature controller senses the windshield temperature and attempts to maintain it at 90 to 110°F. In this mode, however, the controller also energize a high heat relay switch to apply the electrical heat to a more concentrated and more essential viewing area of the windshield. In HIGH, only the outboard two-thirds of the windshield is heated. A 50-ampere circuit breaker in the power distribution panel under the center aisle floor protects the power circuit of each system. A 5-ampere circuit breaker on the copilot CB panel protects each windshield heater control circuit.

When both switches are in the NORMAL position, the secondary areas of the windshields are heated. When the switches are in the HIGH position, the primary areas are heated.

In addition, windshield heat may be used to help in defrosting and defogging. The electrical field created by the heating elements may cause erratic operation of the magnetic compass.

FOR TRAINING PURPOSES ONLY

10-15

10 ICE AND RAIN PROTECTION

Figure 10-15. Windshield Anti-Ice Switches

Windshield heat may be used at anytime and in any combination. It is best, however, to turn it on prior to entering icing conditions. This helps ensure the windshield is sufficiently warm to prevent ice formation.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 10-16. Windshield Anti-Ice Diagram—Normal Heat 10 ICE AND RAIN PROTECTION

10-16

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

10 ICE AND RAIN PROTECTION

Figure 10-17. Windshield Anti-Ice Diagram—High Heat

FOR TRAINING PURPOSES ONLY

10-17

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Control Switch

CAUTION In the event of windshield icing during sustained icing conditions, it may be necessary to reduce the a i r s p e e d i n o rd e r t o ke e p t h e windshield ice-free; 226 KIAS is the maximum speed for effective windshield anti-icing.

WINDSHIELD WIPERS Separate windshield wipers are mounted on the pilot and copilot windshields. Use wipers as required on the ground or in flight, but do not operate them on a dry windshield because they may scratch a protective electrostatic (NESA) coating on the outer layer of glass. A single electric motor operates a mechanism that drives the dual wipers. All components are forward of the instrument panel.

The WINDSHIELD WIPER knob on the overhead panel (Figure 10-18) controls the wipers. Settings include OFF, SLOW, FAST and PARK. The windshield wiper circuit breaker is on the copilot circuit breaker panel in the WEATHER group.

WINDOW DEFOGGING Engine bleed air provides cabin window and cockpit side window defogging whenever one or both engines are running. A pressure regulator under the floorboard regulates the bleed air pressure for window defog.

CABIN WINDOWS From the regulator, the bleed air flows to the right of center and forward until the air lines divide. At this point part of the air is routed to the sides of the aircraft and up the sidewall to just below the windows. Here it tees and runs fore and aft under the cabin windows.

10 ICE AND RAIN PROTECTION

Figure 10-18. Windshield Wiper

10-18

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Beneath each cabin window, another tee in the system delivers the bleed air through two tubes to the inside surface of the exterior windows.

CAUTION Caution must be used when removing or installing the emergency exits to avoid damaging the bleed air lines. Make certain the bleed air lines are properly connected when installing the hatches.

COCKPIT SIDE WINDOWS Air for the cockpit side windows is routed forward from the pressure regulator to the cockpit below the floorboard. At this point the line tees and runs to the side of the aircraft and up the sidewall to the windows. The warm dry air is now directed to the inside surface of the windows through a manifold in the window frame.

FUEL SYSTEM ANTI-ICE

10 ICE AND RAIN PROTECTION

Two anti-ice systems protect fuel flow through fuel lines to the engine (Figure 10-19). Without heat, moisture in the fuel could freeze. This would diminish or cut off fuel flow.

Figure 10-19. Fuel System Anti-Ice FOR TRAINING PURPOSES ONLY

10-19

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

HEATED VENTS Electrically heated vents in each wing prevent ice formation in the fuel vent system. The L and R FUEL VENT switches in the ICE PROTECTION group control the heat. The left and right generator buses power the system. Whenever ice is anticipated or encountered, turn the system on.

HEAT EXCHANGER An oil-to-fuel heat exchanger on the engine accessory section protects the fuel against ice. An engine oil line is next to the fuel line within the heat exchanger. Heat transfer occurs through conduction to melt ice particles that may have formed in the fuel. This operation is automatic whenever the engines are running.

Refer to the Fuel section of this manual for m o re d e t a i l s a b o u t f u e l h e a t a n d t h e Limitations section of the POH for temperature limitations concerning the oil-to-fuel heat exchanger.

ELECTRICAL HEATING PITOT HEAT Two pitot masts on the nose of the aircraft contain electric heating elements to ensure proper airspeed indication during icing conditions (Figure 10-20). Two PITOT LEFT-RIGHT circuit breaker switches on the pilot right subpanel control the heating elements. In the up position, the heating system is on; in the down position, the system is off. The triple-fed bus powers the left pitot heat; the right generator bus powers the right pitot heat.

10 ICE AND RAIN PROTECTION

Figure 10-20. Pitot Mast and Heat Controls

10-20

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Th e p i t o t h e a t s y s t e m s h o u l d n o t b e operated on the ground except for testing or for short intervals to remove snow or ice from the mast. Turn pitot heat on for takeoff. It can be left on in flight during icing conditions or whenever icing conditions are expected. If a gradual reduction in airspeed indication occurs during flight at altitude, there may be pitot icing. If turning pitot heat on restores airspeed, leave the system on. Many pilot use pitot heat as standard practice during all flights at high altitude and/or cold temperatures to prevent pitot icing.

Illumination of the amber L or R PITOT HEAT annunciator indicates switch is off or the pitot heat system is inoperative. Icing of a pitot probe could impact validity of aircraft instruments.

STALL WARNING VANE Electric heat elements for the stall warning vane and plate protect them against freezeup during icing conditions (Figure 10-21). A two-position STALL WARN switch on the ICE PROECTION panel activates the system. Up position is on; down position is off.

10 ICE AND RAIN PROTECTION

Operation

Figure 10-21. Stall Warning Vane and Heat Control

FOR TRAINING PURPOSES ONLY

10-21

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The right generator bus supplies power. A safety switch on the left landing gear limits face plate and stall vane current flow to approximately 14 volts to prevent overheating while the aircraft is on the ground. In flight, after the left strut extends, the full 2 8 -v o lt c u r re n t i s a p p l i e d to th e s t a l l warning face plate and stall vane.

Precautions Even though the heating elements protect the lift transducer vane and face plate from ice, a buildup of ice on the wing may change or disrupt airflow. This prevents the system from accurately indicating an imminent stall. Remember stall speed increases whenever ice accumulates on any aircraft.

PRECAUTIONS DURING ICING CONDITIONS An aircraft needs special care and inspection before operating in cold or potential icing weather. When the aircraft is at rest, always cover pitot masts. Once covers are removed, ensure both masts and drains are free of ice or water. If they are clogged, faulty readings may result. When the engine is not operating, install tie-downs for propellers to ensure against damage to internal engine components not lubricated. Spinning propellers can also be a source of danger to crew, passengers, and ground support personnel. Propeller blades in their tie-down position channel moisture down the blades past the propeller hub and off the lower blade more effectively than in other positions or when left spinning. 10 ICE AND RAIN PROTECTION

During particularly icy ground conditions, inspect the propeller hubs for ice and snow accumulation. Turn the propellers by hand in their normal rotation direction to ensure they are free prior to engine start.

10-22

EXTERIOR INSPECTION During the normal exterior inspection, pay special attention to areas where frost and ice may accumulate. It is not the thickness of frost that matters, it is the texture. Any slightly irregular surface can substantially decrease proper airflow over the wings and stabilizers. Do not underestimate the damaging effects of frost. Remove all frost from leading edges of the wings, stabilizers, and propellers before the aircraft is moved. The windshield, control surfaces, hinges, pitot masts, fuel tank caps, and vents should also be free of frost. Use deicing fluid when needed.

Fuel Checks Test fuel drains for free flow. Water in the fuel system has a tendency to condense more readily during winter months. If left unchecked, large amounts of moisture may accumulate in the fuel tanks. Moisture does not always settle at the bottom of the tank. O c c a s i o n a l l y a t h i n l a y e r o f f u el gets trapped under a large mass of water that may deceive the tester. Make sure to take a good-sized sample of fuel. Add only the correct amount of anti-icing additive to the fuel. A higher concentration of anti-icer does not ensure lower fuel freezing temperatures. It may actually hinder the aircraft’s performance. Consult the Normal Procedures section of the Pilot’s Operating Handbook to determine correct blend.

Brakes and Tires C h e c k t h e b ra ke s a n d t i re - t o - g ro u n d contact for lockup. Do not use any anti-ice solution containing oil-based lubricant on the brakes.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

I f t i re s a re f ro z e n t o t h e g ro u n d , u s e undiluted defrosting fluid or a ground heater to melt ice around tires. Move the aircraft as soon as the tires are free. Heat applied to tires should not exceed 160°F or 71°C.

BEFORE TAXI Brake deice may be turned on before taxi to help expel accumulated ice from the brake mechanisms. If brake deice is used, place the condition levers in HIGH IDLE. Keep flaps retracted to avoid throwing snow or slush into the flap mechanisms. This minimizes the possibility of damage to flap surfaces. When taxiing in extremely icy conditions, ensure the tires are rolling, not just sliding on the icy surface. Th e b r a k e d e i c e s y s t e m i s n o t t o b e c o n t i n u o u s l y o p e r a t e d a b o v e 15 º C ambient temperature.

10 ICE AND RAIN PROTECTION

Leave auto-ignition off until immediately before takeoff. This helps prolong the service life of the igniter units.

FOR TRAINING PURPOSES ONLY

10-23

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

INTENTIONALLY LEFT BLANK

10 ICE AND RAIN PROTECTION

10-24

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

QUESTIONS 1. During flight in visible moisture, or at night when flight from visible moister cannot be assured, engine anti-ice must be on at temperatures below _____°C. A. 0 B. 5 C. 10 D. 15 2. In the event of windshield icing, reduce speed to ______ knots or below. A. 140 B. 170 C. 184 D. 226 3. Operating the propeller deice in the _______ mode provides _______ timer operation. A. MANUAL; automatic B. MANUAL; manual C. AUTO; manual D. AUTO; automatic 4. The surface deice system removes ice build up on the leading edge(s) of the: A. Horizontal stabilizer. B. Vertical stabilizer. C. Wing and horizontal stabilizer. D. Wing and vertical stabilizer.

10 ICE AND RAIN PROTECTION

5. The minimum airspeed for sustained flight in icing conditions is _____ knots. A. 140 B. 160 C. 226 D. 263

FOR TRAINING PURPOSES ONLY

10-25

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 11 AIR CONDITIONING CONTENTS Page INTRODUCTION............................................................................................................. 11-1 GENERAL ......................................................................................................................... 11-1 FL-1, FL-4-492, FL-494-500............................................................................................... 11-4 Components................................................................................................................. 11-4 Operation ..................................................................................................................... 11-9 Heating....................................................................................................................... 11-10 Electric Heat ............................................................................................................. 11-11 Vent Blower Control ................................................................................................ 11-12 FL-493, FL-500, AND SUBSEQUENT........................................................................ 11-12 Components .............................................................................................................. 11-12 Compressor................................................................................................................ 11-13 Operation................................................................................................................... 11-20 LIMITATIONS................................................................................................................. 11-22 EMERGENCY/ABNORMAL ...................................................................................... 11-22 QUESTIONS.................................................................................................................... 11-23

FOR TRAINING PURPOSES ONLY

11-i

ILLUSTRATIONS Figure

Title

Page

11-1

Air Conditioning System (FL-1-492, FL-494-499)........................................... 11-2

11-2

Air Conditioning System (FL-493-500, and Subsequent) .............................. 11-3

11-3

Condenser and Receiver-Dryer Sight Gauge .................................................. 11-4

11-4

Air Conditioner Condenser Intake................................................................... 11-4

11-5

Floor and Ceiling Outlets................................................................................... 11-5

11-6

Cockpit Eyeball Outlets ..................................................................................... 11-5

11-7

Air Conditioning System Control Diagram ..................................................... 11-6

11-8

ENVIRONMENTAL Panel .............................................................................. 11-7

11-9

CABIN TEMP MODE Control Knob............................................................. 11-7

11-10

MANUAL TEMP INCR-DECR Switch ......................................................... 11-8

11-11

ELECT HEAT-OFF Switch............................................................................... 11-8

11-12

Annunciator Panel .............................................................................................. 11-9

11-13

PILOT AIR and COPILOT AIR Knobs....................................................... 11-11

11-14

Condenser and Receiver-Dryer Sight Gauge................................................ 11-13

11-15

Cockpit Eyeball Outlets................................................................................... 11-14

11-16

Supplemental Heat Vent.................................................................................. 11-14

11-17

Floor and Ceiling Outlets ................................................................................ 11-14

11-18

Air Conditioning System Control Diagram................................................... 11-15

11-19

ENVIRONMENTAL Panel ............................................................................ 11-16

11-20

Environmental System Control Knobs........................................................... 11-16

11-21

COCKPIT and CABIN BLOWER Control Knobs ..................................... 11-17

11-22

MAN TEMP INCR-DECR Switch ................................................................ 11-18

11-23

ENVIR BLEED AIR Switch .......................................................................... 11-18

11-24

Annunciator Panel ............................................................................................ 11-19

FOR TRAINING PURPOSES ONLY

11-iii

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 11 AIR CONDITIONING

INTRODUCTION This chapter describes the air conditioning system on the King Air 350 that provides cooling, heating, and unpressurized ventilation. Electric heat is also available. The air conditioning system can be operated in the heating mode or cooling mode with either automatic or manual mode control.

GENERAL Th e a i r c o n d i t i o n i n g s y s t e m p ro v i d e s cooling, heating, and unpressurized ventilation inside the aircraft (Figures 11-1 and 1 1- 2 ) . A i rc ra f t F L - 4 - 4 9 2 , F L - 5 0 0 a n d subsequent includes the new Keith ECS system. The dual zone system allows the cabin temperature to be controlled independently of the cockpit temperature.

A refrigerant gas, vapor-cycle refrigeration system provides cabin cooling. Bleed air from the compressor of each engine flows into the cabin for heating and for pressurization. A supplemental electric heating system is available.

FOR TRAINING PURPOSES ONLY

11-1

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

11 AIR CONDITIONING

11-2

ENVIRONMENTAL BLEED–AIR SHUTOFF VALVE AMBIENT AIR PNEUMATIC MODULATING VALVE THERMOSTAT

REFRIGERANT COMPRESSOR

CABIN AIR CONTROL RETURN AIR VALVE FWD EVAPORATOR FWD EVAPORATOR AIR FILTER

FOR TRAINING PURPOSES ONLY

VENT BLOWER FRESH AIR VALVE (CLOSED WHEN PRESSURIZED)

SIDE VIEW FWD

DETAIL A DOOR TO AFT FLOOR OUTLETS TO CEILING OUTLETS

FLOOR DUCT

AIR–CONDITIONED AIR FROM AFT EVAPORATOR

CEILING OUTLET

DOOR (COOLED AIR TO FLOOR OUTLETS) FLOOR OUTLET SAFETY/DUMP VALVE

NORMAL OUTFLOW VALVE

RAM–AIR SCOOP CONDENSER

CONDENSER BLOWER RECEIVER–DRYER

OUTLET AIR MIXING PLENUM WINDHSHIELD DEFROSTER (ON GLARESHIELD)

FWD PRESSURE BULKHEAD CREW HEAT DUCT ENVIRONMENTAL BLEED–AIR FLOW CONTROL UNIT INCLUDING MODULATING AND SHUTOFF VALVE

WINDSHIELD DEFROSTER CONTROL PILOT'S VENT AIR CONTROL INSTRUMENT PANEL

CEILING OUTLET

FLOOR CEILING OUTLET OUTLETS

FLOOR OUTLET

CEILING AFT PRESSURE BULKHEAD OUTLET

CABIN–HEAT CONTROL VALVE

ENVIRONMENTAL BLEED–AIR SHUTOFF VALVE

LEGEND HOT ENGINE BLEED AIR ENVIRONMENTAL BLEED AIR RECIRCULATED CABIN AIR (AIR CONDITIONED WHEN EVAPORATOR IS ON)

PNEUMATIC PNEUMATIC BLEED–AIR THERMOSTAT SHUTOFF AMBIENT AIR VALVE MODULATING VALVE

AIR INLET SCOOP

AIR–TO–AIR HEAT EXCHANGER

FIREWALL

Figure 11-1. Air Conditioning System (FL-1-492, FL-494-499)

AMBIENT AIR PRESSURE VESSEL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

RETURN AIR FILTER

ENVIRONMENTAL BLEED– AIR FLOW CONTROL UNIT INCLUDING MODULATING AND SHUTOFF VALVE FIREWALL AIR–TO–AIR HEAT EXCHANGER PNEUMATIC BLEED–AIR SHUTOFF VALVE AFT HEATER CABIN–HEAT AIR INLET CONTROL REFRIGERANT LINES VALVE AFT CEILING EVAPORATOR DUCT/FLOOR AIR FILTER DUCT DIVIDER DUCT AFT FORWARD OVERTEMP COPILOT'S EVAPORATOR SENSOR HEATER VENT AIR FLAP– CONTROL FLOOR COPILOT'S PER CEILING OUTLET CEILING CABIN AIR OUTLET VALVE OUTLET CONTROL CEILING VALVE OUTLET

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

11-3

Figure 11-2. Air Conditioning System (FL-493-500 and Subsequent)

11 AIR CONDITIONING

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

FL-1, FL-4-492, FL-494500

RECIEVERDRYER AND SIGHT GAUGE

COMPONENTS The environmental system has the following main components: • Belt-driven compressor (right engine) • Condenser blower • Evaporator • Aft evaporator • Forward vent blower

Figure 11-3. Condenser and ReceiverDryer Sight Gauge

• Mixing plenum • Floor outlet ducts • Ceiling eyeball outlets • Temperature-sensing device • Autotemperature controller • Flow control unit • Pilot/copilot outlets • Defroster • Air-to-air heat exchangers • Bleed air valves • Heating air outlets

Figure 11-4. Air Conditioner Condenser Intake

Compressor A belt-driven compressor on the right engine operates in either auto or manual cool modes. The compressor has built-in safety devices to prevent its operation in refrigerant over or underpressure conditions.

Condenser Blower The condenser sits slightly sideways in the nose crossover duct (Figure 11-3). Ram air passes through the condenser, then condenses, and cools the refrigerant gas passing through it into liquid form for use in cooling the cabin air (Figure 11-4). The condenser blower enhances airflow through the condenser for more efficient operation. 11-4

Forward Evaporator and Blower The cockpit blower motor recirculates cockpit air through the evaporator in the right side of the nose behind the crossover d u c t ( a l s o re f e r re d t o a s t h e f o r w a rd evaporator). Th e r e f r i g e r a n t f l o w s t h r o u g h t h e evaporator and absorbs heat from the recirculated cockpit air to cool the air passing through it.

FOR TRAINING PURPOSES ONLY

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Aft Evaporators and Blowers The aft evaporator and blower are under the floor in the rear of the cabin. The blower draws in cabin air and blows it across the evaporator to the aft floor and ceiling outlets. It operates at high speed only.

Mixing Plenum The mixing plenum is in the right side of the nosecone under the copilot floorboard and aft of the forward evaporator. Within the plenum bleed air mixes with recirculated cabin air, before it is routed back into the cabin.

Cabin Floor Outlet Ducts Th e f l o o r o u t l e t d u c t s a r e b e t w e e n the passenger seats along the aircraft floorboards where they contact the interior sidewall of the aircraft cabin (Figure 11-5). Pressurization air heated as required by the environmental system enters the cabin through these vents. Figure 11-5. Floor and Ceiling Outlets

Ceiling Eyeball Outlets Eyeball outlets in the headliner provide cool air to the crew and passengers (Figures 11-5 and 11-6). Each outlet can be adjusted to direct the airstream as desired. Twisting the nozzle adjusts air volume from full open to closed. As the nozzle is twisted, a damper opens or closes to regulate airflow. The cockpit has two eyeball outlets; the cabin has seven such outlets.

Figure 11-6. Cockpit Eyeball Outlets

FOR TRAINING PURPOSES ONLY

11-5

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Temperature-Sensing Device The cabin temperature sensor works with the CABIN TEMP MODE switch to achieve desired temperature (Figure 11-7). The sensor in the floor ducts monitors the bleed air temperature. If excessive temperature extreme is sensed, the sensor activates an annunciator in the cockpit.

Auto Temperature Controller

On the ground, these flow control units supply only bleed air to the environmental system.

Defrost System Two ducts provide warm air to the defroster below the windshields where they contact the top of the glareshield. The DEFROST AIR knob controls warm air flow through the ducts.

When the CABIN TEMP MODE switch is positioned to AUTO, the automatic temperature controller uses inputs from the cabin temperature sensor to adjust the system to maintain the desired temperature (Figure 11-7).

Air-to-Air Heat Exchangers

Flow Control Unit

Bleed Air Valves

In flight, flow control units on each engine firewall mix outside ambient air with bleed air to make bleed air temperature more manageable for the environmental system.

The bleed air valves are in the environmental flow control units on each engine firewall. These valves control bleed air flow into the aircraft and into the environmental, pressurization, and pneumatic systems (Figure 11-7).

An air-to-air heat exchanger is in the center section of each wing inboard of the engines. Bleed air passes through the air-to-air heat exchangers to reduce air temperature.

LH BYPASS VALVE MOTOR MANUAL TEMP INCR

MANUAL HEAT OR COOL

DECR

AIR TO AIR HEAT EXCHANGER

HEAT

COOL

HEAT LEFT ENGINE BLEED AIR

AUTO MANUAL COOL

TO CABIN

AUTO TEMP CONTROLLER

TO CABIN COOL AIR TO AIR HEAT EXCHANGER

TEMP SENSORS DUCT CABIN SELECTOR

RH BYPASS VALVE MOTOR

RIGHT ENGINE BLEED AIR AIR CONDITIONER LH BYPASS VALVE MOTOR SWITCH

Figure 11-7. Air Conditioning System Control Diagram

11-6

FOR TRAINING PURPOSES ONLY

Cockpit Heating Air Outlets

CABIN TEMP MODE Knob

Two ducts under the instrument panel deliver warm air to the pilot and copilot. The PILOT AIR knob and CO-PILOT AIR knob control the warm air flow through these ducts.

The CABIN TEMP MODE knob has four positions (Figure 11-9):

Controls and Indications

• OFF—Air delivery system completely shut off; no bleed air input to cockpit or cabin

The ENVIRONMENTAL panel on the copilot left subpanel provides automatic or manual control of the air conditioning system (Figure 11-8).

• AU T O — A i r c o n d i t i o n i n g a n d heating systems operate automatically to establish pilot-requested temperature

BLEED AIR VALVES Switches Tw o B L E E D A I R VA LV E S s w i t c h e s control the inflow of pressurization air and are used for cockpit and cabin climate c o n t r o l . Th e s w i t c h e s a r e o n t h e ENVIRONMENTAL panel on the copilot left subpanel (Figure 11-8).

• MAN COOL—Air conditioning system operates in response to manual input; air conditioner operates as long as system pressures are acceptable and right engine N1 speed above 62% • M A N H E AT — H e a t i n g s y s t e m operates in response to manual input

Each switch has three positions: • OPEN—Allows bleed air into cabin for pressurization and climate control • ENVIR OFF—Restricts bleed air from the respective side environmental flow control unit from entering pressurization and air conditioning systems (for maximum cooling on ground, place switches in ENVIR OFF position) • INSTR & ENVIR OFF—Respective bleed air valve closes completely to deny bleed air to pressurization, air conditioning and pneumatic systems

Figure 11-9. CABIN TEMP MODE Control Knob

Figure 11-8. ENVIRONMENTAL Panel

FOR TRAINING PURPOSES ONLY

11-7

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

MAN TEMP INCR-DECR Switch The MAN COOL or MAN HEAT position of the CABIN TEMP MODE switch allows manual adjustment of cockpit and cabin temperature. Momentarily positioning the MANUAL TEMP switch (Figure 11-10) to either INCR (increase) or DECR (decrease) repositions the bleed air valves to adjust cabin and cockpit temperature. When released, the switch returns to the OFF position.

Figure 11-11. ELECT HEAT-OFF Switch

AIR COND N1 LOW Annunciator Th e N 1 s p e e d s w i t c h ( e n g i n e s p e e d ) prevents compressor operation outside of established limitation parameters. The N 1 speed switch disengages the compressor clutch when engine speed is below 62% N 1 and air conditioning is requested. Figure 11-10. MANUAL TEMP INCR-DECR Switch

ELECT HEAT–OFF Switch The electric heat system is operated by a solenoid ELECT HEAT–OFF switch on the copilot left subpanel (Figure 11-11). The cabin can be warmed before engine start with the electric heat system running c o n c u r re n t l y w i t h a n a u x i l i a r y p o w e r unit.Use of the electric heat system is only permissible during ground operations. The system is squat switch protected from airborne operation.

If air conditioning is requested when the N 1 speed switch opens, the white AIR COND N 1 LOW annunciator illuminates (Figure 11-12).

DUCT OVERTEMP Annunciator If airflow in the ducts becomes too low, the amber DUCT OVERTEMP annunciator illuminates to indicate duct temperature has reached approximately 30 0°F (148°C) (Figure 11-12).

ELEC HEAT ON Annunciator Th e g re e n E L E C H E AT O N a d v i s o r y annunciator indicates the power relays are closed to apply power to the heating elements (Figure 11-12). Before blowers are selected OFF when electric heat is off, the ELEC HEAT ON annunciator must be extinguished to indicate power is removed from the heating elements.

11-8

FOR TRAINING PURPOSES ONLY

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 11-12. Annunciator Panel

L-R BL AIR OFF Annunciators Amber L-R BL AIR OFF annunciators illuminate whenever the respective BLEED AIR VALVES OPEN switch is in any position other than OPEN.

Airflow Control Knobs Four additional manual airflow push-pull knobs on the subpanels regulate cockpit and cabin comfort. When the cockpit door is closed and the cabin comfort level is satisfactory, each CABIN/COCKPIT AIR push-pull knob regulates airflow to the cockpit and cabin. When fully pulled out, each knob provides maximum airflow to the respective area. When fully pushed in, each knob provides minimum airflow.

OPERATION Automatic Mode Control The AUTO position on the CABIN TEMP MODE knob commands the automatic temperature control to modulate the bypass valves and activate the air conditioning compressor (see Figure 11-9).

For greater heating, bleed air bypasses the air-to-air heat exchangers in the wing center sections. For greater cooling, the bleed air passes through the air-to-air heat exchangers to reduce its temperature. In either case, the resulting bleed air mixes with recirculated cabin air that can be additionally cooled when the air conditioning compressor in the forward mixing plenum is in cooling mode.

Cooling The plumbing from the compressor on the right engine is routed through the right wing and then forward to the condenser coil, receiver-dryer, expansion valve, bypass valve, and forward evaporator, all of which are in the aircraft nose. The forward vent blower moves recirculated cabin air through the forward evaporator and into the mixing plenum, the floor-outlet ducts, and ceiling eyeball outlets. Approximately 75% of the recirculated air passes through the floor outlets while approximately 25% of the air bypasses the mixing plenum and flows through the ceiling outlets.

FOR TRAINING PURPOSES ONLY

11-9

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

With the system in AUTO, the forward vent blower normally runs at low speed. If the cooling mode is operating, refrigerant circulates through the forward evaporator to cool the output air. If either BLEED A I R VA LV E S s w i t c h i s p o s i t i o n e d t o OPEN, air entering the ceiling-outlet duct is cooler than air entering the floor outlets. The air discharges through the eyeball outlet in the cockpit and cabin (see Figures 11-5 and 11-6). Cool air also enters the floor-outlet duct. In order to provide cabin pressurization, however, warm bleed air also enters this duct any time either BLEED AIR VALVES switch is in the OPEN position. Therefore, pressurized air discharged from the floor outlets is always warmer than air discharged from the ceiling outlets no matter what temperature mode is used.

NOTE On aircraft with cargo doors, a lever on each floor outlet register (except forward facing register in baggage compartment) can be moved vertically to regulate airflow. A vane-axial blower in the nose section draws ambient air through the condenser to cool the refrigerant gas when the cooling mode is operating on the g ro u n d . Th i s b l o w e r s h u t s o ff automatically when gear is retracted. Th e r e c e i v e r- d r y e r a n d s i g h t g a u g e (glass) are in the upper portion of the condenser compartment. Remove the upper-compartment access panel on top of the nose section left of centerline to view these components. Th i s a c t i o n , h o w e v e r, i s n o t a n o r m a l preflight action.

11-10

If bubbles are seen through the sight glass (see Figure 11-3), then the refrigerant system is low on refrigerant gas. If, after adding more refrigerant gas, bubbles still appear in the sight glass, the system needs to be evacuated and recharged. A f t e va p o ra t o r s a n d b l o w e r s p ro v i d e additional cooling. The blowers recirculate cabin air across the evaporators and route it to the aft floor and ceiling outlets. Th e a f t e va p o ra t o r s i n c re a s e a i rc ra f t c o o l i n g c a p a c i t y f r o m 18 , 0 0 0 B T U (with the forward evaporator only) to 32,0 0 0 BTU. Refrigerant flows through the aft evaporator any time it flows through the forward evaporator. The additional cooling, however, is provided only when the aft blower is operating. During flights in warm air, such as short, low-altitude flights in the summer, all the cabin ceiling outlets must be fully open for maximum cooling.

HEATING Description Bleed air from the compressor of each engine flows into the cabin for heating and pressurization purposes. When the left landing gear safety switch is in the ground position, the ambient air valve in each flow control unit is closed. Therefore, only bleed air is delivered. When airborne, bleed air is mixed with outside ambient air from the ambient air valve in each flow control unit until a cold air temperature closes off the ambient flow. Then, only bleed air is delivered.

FOR TRAINING PURPOSES ONLY

Operation In the cockpit, adjust either pilot damper to provide additional air. The PILOT AIR and COPILOT AIR knobs control the dampers (Figure 11-13). Movement of these k n o b s a ff e c t s c o c k p i t t e m p e ra t u re b y adjusting air volume.

The DEFROST AIR knob controls a valve on the pilot/copilot heat duct that admits air to two ducts delivering warm air to the defroster vents below the windshields. The rest of the air in the bleed-air duct mixes with recirculated cabin air and flows a f t t h ro u g h t h e f l o o r- o u t l e t d u c t t h a t handles 75% of the total airflow. During high-altitude flights, cool-night flights, and flights in cold weather, the ceiling outlets must be closed for maximum cabin heating.

ELECTRIC HEAT Operation

Figure 11-13. PILOT AIR and COPILOT AIR Knobs

The CABIN/COCKPIT AIR knob on the copilot left subpanel controls air volume to the cabin (see Figure 11-8). This knob controls the cabin air control valve. When pulled out of its stop, a minimum amount of air passes through the valve to the cabin to increase the volume of air available to the pilot and copilot outlets and defroster. When the knob is pushed all the way in, the valve opens to allow air in the duct to be directed into the cabin floor outlets.

Positioning the ELECT HEAT switch to ON energizes the heating elements in the forward duct and aft evaporator plenum (see Figure 11-11). The green ELEC HEAT ON annunciator illuminates to indicate power is being applied to the heating elements (see Figure 11-12). The electric heat system draws approximately 300 amps. During electric heat operation, the forward and the aft blowers must be operating. B e f o r e t h e E L E C T H E AT s w i t c h i s positioned to OFF and the BLOWER knob is positioned to OFF, the green ELEC H E AT O N a n n u n c i a t o r m u s t b e extinguished. This indicates the heating elements have been sufficiently deenergized for safety.

FOR TRAINING PURPOSES ONLY

11-11

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

VENT BLOWER CONTROL Unpressurized Ventilation Fresh air is available during unpressurized flight with the CABIN PRESS switch in the DUMP position. This ambient (ram) air is obtained through the fresh air door and the ram-air scoop in the aircraft nose section (see Figure 11-4). This door is open only during unpressurized flight when the switch is in the DUMP position and there is 0 psi. This allows the forward blower to draw ram air into the cabin. This air is mixed with recirculated cabin air in the plenum chamber and then directed to both the floor registers and ceiling outlets. The CABIN AIR control knob regulates the air volume.

C a b i n t e m p e ra t u re va r i e s, t h e re f o re, according to the position of the cabin-heat control valves and whether or not the refrigerant system is working.

NOTE The air conditioner compressor does not operate unless the bypass valves are closed. To ensure that the valves are closed, select MAN COOL then hold the MANUAL TEMP switch in the DECR position for one minute.

FL-493, FL-500, AND SUBSEQUENT COMPONENTS

NOTE A flight conducted with the bleedair switches placed in any position other than OPEN also results in unpressurized flight, but the fresh air door is not open.

The environmental system has the following main components: • Belt-driven compressor (right engine) • Condenser blower • Evaporator

Manual Mode Control

• Aft evaporator

The MAN COOL or MAN HEAT position of the CABIN TEMP MODE control knob allows manual control of the cabin and cockpit temperature.

• Forward vent blower

Th e M A N UA L T E M P I N C R – D E C R switch returns to the center OFF position when released. When held in either position, it modulates the bypass valves in the bleed-air lines. Allow one minute (30 seconds per valve) for both valves to move fully open or fully closed.

• Ceiling eyeball outlets

Only one valve moves at a time to vary the amount of bleed air routed through the airt o - a i r h e a t e x c h a n g e r . Th i s c a u s e s a variance in bleed-air temperature. The bleed air mixes with recirculated cabin air in the mixing plenum and is then routed to the floor registers.

11-12

• Forward and aft mixing plenums • Floor outlet ducts • Temperature-sensing devices • Autotemperature controller • Flow control unit • Pilot/copilot outlets • Defroster • Air-to-air heat exchangers • Bleed air valves • Heating air outlets

FOR TRAINING PURPOSES ONLY

COMPRESSOR A belt-driven compressor on the right engine operates in either auto or manual cool modes. The compressor has built-in safety devices that prevent its operation in cases of refrigerant over- or underpressure conditions.

Condenser Blower

Forward Evaporator and Blower The forward evaporator blower motor recirculates cockpit air through the forward evaporator in the right side of the nose behind the crossover duct. The refrigerant flowing through the evaporator absorbs heat from the recirculated cockpit air, cooling the air passing through it.

Two condensers joined together in a V are in the nose crossover duct. Ram air flowing through the condenser condenses and cools the refrigerant gas passing through it into liquid for use in cooling the cabin air (Figure 11-14).

Aft Evaporators and Blowers

The condenser blower enhances airflow through the condenser for more efficient operation and runs in the auto or manual cool modes when the air conditioner is operating.

Th e r e f r i g e r a n t f l o w i n g t h r o u g h t h e evaporator tubing absorbs heat from the recirculated air cooling it before it returns to the cabin. The cooled air reenters the cabin through the aft floor and ceiling outlets. When the air conditioning system is off, the blowers provide recirculated cabin air for ventilation.

High speed fans blow recirculated cabin air through two evaporators under the floorboards in the center aft cabin behind the main spar.

FWD and AFT Mixing Plenums

RECIEVERDRYER AND SIGHT GAUGE

Bleed air coming into the aircraft is routed i n t o f o r w a rd a n d a f t m i x i n g p l e n u m s beneath the cabin floorboards. The mixing plenums combine bleed air with recirculated cabin air to reduce bleed air temperature for passenger comfort. The conditioned air is then routed into the cabin.

Figure 11-14. Condenser and ReceiverDryer Sight Gauge

FOR TRAINING PURPOSES ONLY

11-13

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Cockpit Heating Air Outlets

Cabin Floor Outlet Ducts

Heating air outlets are under the instrument panel and outboard of the pilot and copilot seats on the floor (Figure 11-15). The C O C K P I T B LOW E R c o n t r o l k n o b controls air flow volume to these outlets.

The floor outlet ducts are between the p a s s e n g e r s e a t s a l o n g t h e a i rc ra f t floorboards where they contact the interior sidewall of the aircraft cabin (Figure 11-17). Pressurization air heated as required by the environmental system enters the cabin through these vents.

Ceiling Eyeball Outlets Eyeball outlets in the headliner provide cool air to the crew and passengers (Figure 11-17).

Figure 11-15. Cockpit Eyeball Outlets

Each outlet can be adjusted to direct the airstream as desired. Twisting the nozzle adjusts air volume from full open to closed. As the nozzle is twisted, a damper opens or closes to regulate airflow. The cockpit has two eyeball outlets; the cabin has seven such outlets.

The supplemental electric heat system discharges warm air directly aft of the cockpit center pedestal through a single floor outlet (Figure 11-16).

Figure 11-16. Supplemental Heat Vent

Figure 11-17. Floor and Ceiling Outlets

11-14

FOR TRAINING PURPOSES ONLY

Temperature-Sensing Devices The cockpit and cabin temperature sensors work with the following to adjust the air to the desired temperatures (Figure 11-18):

Environmentally conditioned air flows constantly to the windshield defrost and glareshield outlets.

• Cockpit and cabin temperature control knobs

In AUTO mode, the air is regulated to a maximum temperature of 70°F (21°C). If more heat is required in colder environments, the temperature of the outlet air is allowed to increase to 105°F (41°C).

A sensor in the floor ducts monitors the bleed air temperature. If excessive temperature is sensed, the sensor activates an annunciator in the cockpit.

In MAN HEAT mode, the COCKIT TEMP knob controls glareshield and overhead temperatures. Airflow can be increased with the BLOWER knob.

Auto Temperature Controller

Flow Control Unit

With the ENVIRONMENT MODE switch p o s i t i o n e d t o AU T O, t h e a u t o m a t i c temperature controller uses inputs from cockpit and cabin temperature sensors to adjust the system and maintain the desired temperatures (Figure 11-18).

In flight, flow control units on each engine firewall mix outside ambient air with bleed air to make bleed air temperature more manageable for the environmental system.

• ENVIRONMENT MODE switch

On the ground, these flow control units supply only bleed air to the environmental system.

LH BYPASS VALVE MOTOR MANUAL TEMP INCR

MANUAL HEAT OR COOL

DECR

AIR TO AIR HEAT EXCHANGER

HEAT

COOL

HEAT LEFT BLEED AIR

AUTO MANUAL COOL

TO CABIN

AUTO TEMP CONTROLLER

TO CABIN COOL AIR TO AIR HEAT EXCHANGER

TEMP SENSORS DUCT CABIN SELECTOR

RH BYPASS VALVE MOTOR

RIGHT ENGINE BLEED AIR AIR CONDITIONER LH BYPASS VALVE MOTOR SWITCH

Figure 11-18. Air Conditioning System Control Diagram

FOR TRAINING PURPOSES ONLY

11-15

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Defrost System

BLEED AIR VALVES Switches

Two ducts provide warm air to the defroster below the windshields where they contact the top of the glareshield.

Tw o B L E E D A I R VA LV E S s w i t c h e s control the inflow of pressurization air for cockpit and cabin climate control (Figure 11-19). Each switch has three positions:

Air-to-Air Heat Exchangers An air-to-air heat exchanger is in the center section of each wing inboard of the engines. Bleed air passes through the air-to-air heat exchangers to reduce the air temperature.

Bleed Air Valves The bleed air valves are in the environmental flow control units on each engine firewall. The valves control bleed air flow into the aircraft and into the environmental, pressurization and pneumatic systems (Figure 11-19).

Controls And Indications

• OPEN—Allows bleed air into the cabin for pressurization and climate control • ENVIR OFF—Restricts bleed air from the respective side environmental flow control unit from entering the pressurization and air conditioning systems; for maximum cooling on the ground, place switches in ENVIR OFF position • PNEU & ENVIR OFF—Respective bleed air valve closes completely to deny bleed air to the pressurization, air conditioning and pneumatic systems.

The ENVIRONMENTAL panel on the copilot left subpanel provides automatic or manual control of the air conditioning system (Figure 11-19).

Figure 11-19. ENVIRONMENTAL Panel

11-16

FOR TRAINING PURPOSES ONLY

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Environmental Control Knob The environmental control system knob has five positions (Figure 11-20): • OFF—Air completely shut off; no bleed air input to cockpit or cabin • AU T O — A i r c o n d i t i o n i n g a n d heating systems operate automatically to establish pilot-requested temperature • MAN COOL—Air conditioning system operates in response to manual input from pilot; air conditioner operates as long as system pressures acceptable and right engine N 1 speed above 62% • M A N H E AT — B o t h c a b i n a n d cockpit floor heat servos opened fully; accomplish cockpit and cabin temperatures through MAN TEMP switch to either INCR or DECR • E L E C H E AT — D i r e c t s a i r o v e r resistive heater elements into the cabin; operative on the ground only.

Figure 11-21. COCKPIT and CABIN BLOWER Control Knobs

Rotate the COCKPIT TEMP control knob as required to adjust cockpit temperature. A temperature sensor in the cockpit, in conjunction with the temperature setting, initiates a heat or cool command to the temperature controller. Rotate the CABIN TEMP control knob to adjust cabin temperature. A temperature sensor behind the first set of passenger oxygen masks, in conjunction with the temperature setting, initiates a heat or cool command to the temperature controller.

COCKPIT/CABIN BLOWER Knobs The COCKPIT and CABIN BLOWER knobs control the forward and aft vent blower (Figure 11-21). Each knob has two positions: Figure 11-20. Environmental System Control Knobs

COCKPIT/CABIN TEMP Knobs The COCKPIT and CABIN TEMP control knobs regulate the temperature in the AUTO and manual positions (Figure 11-21).

• AU TO — B l o w e r o p e ra t e s a t l o w speed if environmental control system knob is in any position except OFF and cabin/cockpit temperature has reached the set point as selected b y t h e c re w. I f t h e c a b i n / c o ckpit temperature is significantly different than the desired temperature, the blowers automatically come on high and then slow as the temperature approaches the desired set point.

FOR TRAINING PURPOSES ONLY

11-17

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

• Out of AUTO—Allows pilot to set desired blower speed. Wh e n t h e V E N T B LOW E R s w i t c h i s positioned to AUTO and the environmental control system knob is positioned to OFF, the blower ceases operation.

MAN TEMP INCR-DECR Switch The MAN COOL or MAN HEAT position of the environmental control system knob allows manual adjustment of the cockpit and cabin temperature (Figure 11-22). Momentarily positioning the MAN TEMP switch to the INCR or DECR regulates bleed air temperature as it enters the aircraft; it does not affect the flow rate.

• AU T O — A l l o w s e n v i r o n m e n t a l system controller to select flow setting automatically to maintain cockpit temperature or cabin pressure requirements; recommended position for most operations. • LOW—Default setting except when system demands additional heating I f t h e e n v i ro n m e n t a l c o n t ro l k n o b i s positioned to MAN HEAT, the bleed flow defaults to NORMAL. If the flow is positioned to MAN COOL, the bleed flow defaults to LOW.

CAUTION Always monitor cabin pressuri z a t i o n re q u i re m e n t s w h e n i n MAN COOL. Manual adjustments to the ENVIR BLEED AIR flow setting may be required. For maximum engine performance and/or high altitude takeoff requirements, position the ENVIR BLEED AIR switch to LOW.

Figure 11-22. MAN TEMP INCR-DECR Switch

ENVIR BLEED AIR Switch The ENVIR BLEED AIR switch on the copilot left subpanel controls bleed air flow volume (Figure 11-23). The switch has three positions:

Figure 11-23. ENVIR BLEED AIR Switch

• NORMAL—For increased heating or pressurization airflow.; use during climb to ensure optimum pressurization at higher altitude

11-18

FOR TRAINING PURPOSES ONLY

AIR COND N1 LOW Annunciator

ELEC HEAT ON Annunciator

Th e N 1 s p e e d s w i t c h ( e n g i n e s p e e d ) prevents compressor operation outside of established limitation parameters. The white AIR COND N 1 LOW annunciator illuminates to indicate that the right engine speed is below 62% N 1 and air conditioning is requested (Figure 11-24).

DUCT OVERTEMP Annunciator If airflow in the ducts becomes too low, the amber DUCT OVERTEMP annunciator illuminates to indicate duct temperature has reached approximately 300°F (148°C) (Figure 11-24).

The amber ELEC HEAT ON annunciator indicates that the power relays are closed to apply power to the heating elements (Figure 11-24). Before blowers are selected OFF when electric heat is off, the ELEC HEAT ON annunciator must be extinguished to indicate power is removed from the heating elements.

BL AIR OFF L–R Annunciators Green BL AIR OFF L–R annunciators illuminate whenever the respective BLEED AIR VALVES OPEN switch is in any position other than OPEN.

ELEC HEAT Position The supplemental electric heat system is operated on the ground with the ELEC HEAT position on the ENVIRONMENTAL control system knob (see Figure 1120). The system is squat-switch protected from airborne operation.

Figure 11-24. Annunciator Panel

FOR TRAINING PURPOSES ONLY

11-19

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Protection controls prevent compressor operation if the following conditions occur:

OPERATION Automatic Mode Control

• Refrigerant pressure too high or low

The AUTO position of the ENVIRONMENTAL control knob allows the heating and air conditioning systems to operate automatically. The system adjusts bleed air temperature and blower speed and cycles the air conditioning compressor as necessary to maintain the selected temperature. The recommended setting on these knobs is the 12 o’clock (straight u p ) p o s i t i o n , w h i c h i s a p p ro x i m a t e l y 75°F (24°C).

• Right bleed air bypass valve reaches limit switch (indicates air conditioning not required because significant heat introduced into system)

If a different blower speed is desired, the respective COCKPIT or CABIN BLOWER k n o b c a n b e ro t a t e d f ro m t h e AU TO position to desired speed.

Cooling Plumbing from the compressor on the right engine is routed through the right wing and then forward to the condenser coil, receiver-dryer, expansion valve, bypass valve, and forward evaporator. All of these are in the nose of the aircraft. The forward vent blower moves recirculated cabin air through the forward evaporator, into the mixing boxes, into the cockpit distribution ducts, and then out the glareshield outlets and windshield defrost vents. The cabin blowers provide main cabin cooling by routing recirculated cabin air through two evaporators and into the cabin through the eyeball outlets in the cabin and cockpit headliner. When the system is commanded to provide little or no warmed air to the cabin, the majority of the warmer P3 air from the engines is routed to the aft of the cabin into the baggage compartment to avoid interference with the cooling process. The outflow valves quickly evacuate this warmer air overboard.

11-20

• Right engine speed below 62% N 1 ; w h i t e A I R C O N D N 1 LOW annunciator illuminates

Heating Bleed air from the compressor of each engine is deliv ered into the cabin for heating and pressurization purposes. When the left landing gear safety switch is in the ground position, the ambient air valve in each flow control unit is closed. Therefore, only bleed air is delivered. When airborne, bleed air is mixed with outside ambient air from the ambient air valve in each flow control unit until a cold air temperature closes off the ambient flow. Then, only bleed air is delivered. With the environmental control system k n o b i n AU T O, t h e t e m p e r a t u r e o f conditioned air is set to approximately 70°F (21°C). In colder temperature extremes where more heat is initially demanded, this is increased to approximately 105°F (41°C).

Electric Heat When the ELEC HEAT position is selected on the environmental control system knob, air is directed over several heater elements in a duct aft of the forward evaporator and into the cabin. (see Figure 11-20). Air is distributed through the electric heating duct by the cockpit blower that operates a u t o m a t i c a l l y w h e n t h e E L E C H E AT position is selected. The amber ELEC HEAT ON annunciator illuminates to advise the flight crew that power is being applied to the heating elements (see Figure 11-24). The electric heat system draws approximately 160 amps.

FOR TRAINING PURPOSES ONLY

Heated air enters the cabin via a single flood outlet directly aft of the cockpit pedestal.

CAUTION The electric heat must not b e o p e ra t e d w i t h t h e c a b i n d o o r closed or the pedestal floor outlet blocked.

Defrost A constant flow of environmentally conditioned air is provided to the windshield defrost and glareshield outlets. In the AUTO mode, the temperature of this air is approximately 70°F (21°C). In extremely cold conditions, this air is allowed to reach 105°F (41°C).

Vent Blower Control During electrical heat operation, the blower operates at maximum speed regardless of the COCKPIT BLOWER knob setting. This electrical heat system is a supplemental heating system for ground operation only. B e f o r e d e s e l e c t i n g t h e E L E C H E AT position, the amber ELEC HEAT ON annunciator must be extinguished. This indicates the heating elements have been sufficiently deenergized for safety. If the a n n u n c i a t o r re m a i n s i l l u m i n a t e d , t h e system is not functioning correctly. To maintain adequate airflow across the h e a t i n g e l e m e n t s, t h e E L E C H E AT p o s i t i o n m u s t b e re s e l e c t e d u n t i l t h e engines have been shut down. Maintenance is required prior to flight. A f t e r d e s e l e c t i n g t h e E L E C H E AT position, safety devices in the heater assembly may continue to temporarily operate the blower at low speed. This allows proper cooling of the heater elements to avoid overheating the duct.

NOTE If after deselecting the ELEC HEAT position and initial blower shutdown, residual element heat causes the duct temperature to c o n t i n u e t o r i s e, t h e b l o w e r automatically cycles to cool the e l e m e n t s re g a rd l e s s o f BAT T switch position.

Unpressurized Ventilation Fresh air is available during unpressurized flight with the CABIN PRESS switch in the DUMP position. This ambient (ram) air is obtained through the fresh air door and the ram-air scoop in the aircraft nose section (see Figure 11-4). There is no fresh air scoop on the new Keith ECS system for unpressurized flight. This door is open only during unpressurized flight when the switch is in the DUMP position and there is 0 psi. This allows the forward blower to draw ram air into the cabin. This air is mixed with recirculated cabin air in the plenum chamber and then directed to both the floor registers and ceiling outlets. The CABIN AIR control knob regulates the air volume. There are no longer CABIN AIR CONTROL KNOBS on the new system.

NOTE A flight conducted with the bleedair switches placed in any position other than OPEN also results in unpressurized flight, but the fresh air door is not open. There is no fresh air door.

Manual Mode Control With the environmental knob in MAN HEAT, control of the cabin and cockpit temperatures is accomplished through the MAN TEMP switch. Moving the switch to either INCR or DECR regulates the bleed air temperature as it enters the cabin; flow rate is unchanged.

FOR TRAINING PURPOSES ONLY

11-21

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Sw i t c h i n p u t o f t w o t o t h re e s e c o n d s duration is recommended with a full 60 s e c o n d s i n b e t w e e n t o a v o i d o v e r- o r undershooting desired temperature. The time it takes the bleed air temperature to respond to switch input is proportional to the time the MAN TEMP switch is actuated (requiring approximately 30 seconds to go f ro m f u l l d e c re a s e t o f u l l i n c re a s e o r vice versa).

CAUTION Switch actuation longer than 2–3 seconds and less than 60 seconds in duration can result in duct overheating and illumination of the amber DUCT OVERTEMP annunciator. The CABIN TEMP or COCKPIT TEMP knobs fully control the temperature of the air to the glareshield and defrost vents when either MAN HEAT or MAN COOL is selected.

LIMITATIONS For specific information on limitations procedures, refer to the FAA-approved Airplane Flight Manual (AFM).

EMERGENCY/ ABNORMAL For specific information on emergency/ a b n o r m a l p r o c e d u r e s, r e f e r t o t h e appropriate abbreviated checklists or the FAA-approved AFM.

11-22

FOR TRAINING PURPOSES ONLY

11 AIR CONDITIONING

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

QUESTIONS 1. The vapor-cycle refrigeration compressor is located: A. O n t h e r i g h t e n g i n e a c c e s s o r y section. B. O n t h e l e f t e n g i n e a c c e s s o r y section. C. In the baggage compartment. D. On the forward pressure bulkhead. 2. If the engine speed is too low for the air conditioning compressor to properly engage, the: A. W h i t e [ A I R C O N D N 1 LOW ] status annunciator illuminates. B. G r e e n [ A I R C O N D N 1 LOW ] advisory annunciator illuminates. C. Engine will automatically increase in speed to allow compressor operation. D. Compressor will engage and the white [AIR COND N1 LOW] status annunciator will illuminate. 3. Fo r m o re e ff i c i e n t c o o l i n g o n t h e ground, place the BLEED AIR VALVES switches to the __________ position. A. OPEN B. CLOSED C. ENVIR OFF D. PNEU & ENVIR OFF 4. In the MAN HEAT mode on the ECS, the pilot controls temperature with the: A. CABIN TEMP knob. B. COCKPIT TEMP knob. C. ENVIR BLEED AIR switch. D. MAN TEMP INCR DECR switch

FOR TRAINING PURPOSES ONLY

11-23

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 12 PRESSURIZATION CONTENTS INTRODUCTION ............................................................................................................. 12-1 GeNeRal.......................................................................................................................... 12-1 COMPONeNTS ................................................................................................................. 12-2 Flow Control Unit....................................................................................................... 12-2 CONTROlS aND INDICaTIONS ............................................................................... 12-5 Pressurization Controller ........................................................................................... 12-5 Switches ........................................................................................................................ 12-6 Gauges ......................................................................................................................... 12-7 annunciators ............................................................................................................... 12-7 OPeRaTION ..................................................................................................................... 12-8 Preflight Operation ..................................................................................................... 12-8 In-Flight Operation..................................................................................................... 12-8 Descent and landing Operation ............................................................................... 12-8 abnormal Operation .................................................................................................. 12-9 lIMITaTIONS ................................................................................................................... 12-9 Cabin Differential Pressure Gauge........................................................................... 12-9 PReSSURIZaTION PROFIleS ................................................................................. 12-10 MalFUNCTIONS aND TROUBleSHOOTING................................................... 12-15 QUeSTIONS.................................................................................................................... 12-17

FOR TRAINING PURPOSES ONLY

12-i

12 PRESSURIZATION

Page

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ILLUSTRATIONS Title

Page

12-1

Pressurization Controls ...................................................................................... 12-2

12-2

electronic Flow Control Unit............................................................................ 12-2

12-3

Outflow Valve ...................................................................................................... 12-3

12-4

Safety Valve ......................................................................................................... 12-4

12-5

Pressurization System Schematic ...................................................................... 12-5

12-6

BleeD aIR ValVeS Switches ...................................................................... 12-6

12-7

eNVIR BleeD aIR Switch ............................................................................ 12-6

12-8

CaBIN PReSS Switch ....................................................................................... 12-7

12-9

CaBIN alT Gauge............................................................................................ 12-7

12-10

annunciators ....................................................................................................... 12-7

12-11

Pressurization Controller Setting for landing ................................................ 12-9

12-12

Situation 1 .......................................................................................................... 12-10

12-13

Situation 2 .......................................................................................................... 12-11

12-14

Situation 3 .......................................................................................................... 12-12

12-15

Situation 4 .......................................................................................................... 12-13

12-16

Situation 5 .......................................................................................................... 12-14

TABLE Table 12-1

Title

Page

Descent and landing .......................................................................................... 12-8

FOR TRAINING PURPOSES ONLY

12-iii

12 PRESSURIZATION

Figure

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

12 PRESSURIZATION

CHAPTER 12 PRESSURIZATION

INTRODUCTION This chapter describes the pressurization system on the King air 350 aircraft. The pressurization system provides a normal working pressure differential of 6.5 ±0.1 psi for cabin pressure altitudes of 2,800 feet at 20,000 feet, 8,600 feet at 31,000 feet, and 10,380 feet at 35,0 0 0 feet. The pressurization inflow system also provides fresh air ventilation.

GENERAL Bleed air from each engine pressurizes the cabin and cockpit areas. Pressurization is regulated through a pressurization controller, monitored by a cabin altimeter/psid indicator, and a rate-of-climb

indicator. Pressurization can be dumped with the CaBIN PReSS DUMP switch. The system includes a flow control unit as well as a vacuum line drain and outflow and safety valves (Figure 12-1).

FOR TRAINING PURPOSES ONLY

12-1

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

TEST SQUAT SWITCH

PRESR NO. 1 DUAL-FED BUS

5A PRESS CONTROL

LEFT BLEED AIR VALVE

DUMP

12 PRESSURIZATION

PRESET SOLENOID (N.C.)

SAFETY VALVE OUTFLOW VALVE

PRESSURIZATION CONTROLLER

VAC/ PNEU MANIFOLD DUMP SOLENOID (N.C.)

OUTFLOW VALVE DRAIN

Figure 12-1. Pressurization Controls

COMPONENTS FLOW CONTROL UNIT an electronic flow control unit (FCU) in each engine nacelle controls the volume of the bleed air. It combines ambient air with the bleed air to provide a suitable air d e n s i t y f o r p r e s s u r i z a t i o n . Th e F C U controls the mass flow of both ambient and bleed air into the cabin (Figure 12-2). FIRESEAL

each unit consists of an ambient temperature sensor, an electronic controller, and an environmental air control valve assembly interconnected by a wire harness. The control valve assembly consists of the following: • Mass flow transducer • ambient flow motor and modulating valve • Check valve that prevents bleed air from escaping through ambient air intake

BLEED AIR FLOW TRANSDUCER

COCKPIT BLEED AIR VALVE SWITCH ELECTRONIC CONTROLLER

AMBIENT TEMPERATURE SENSOR

AMBIENT FLOW CONTROL MOTOR

SOLENOID (N.C.) ENVIRONMENTAL SHUTOFF VALVE (N.C.)

AMBIENT FLOW TRANSDUCER HP BLEED AIR (MASS FLOW SENSOR) CONTROL PRESSURE NO. 2 VENT AIR

AIR EJECTOR

CHECK VALVE ENGINE BLEED AIR

BLEED AIR (HIGH FLOW) BYPASS

Figure 12-2. Electronic Flow Control Unit

12-2

SQUAT SWITCH

BLEED AIR FLOW CONTROL MOTOR

AMBIENT AIR INLET

LEGEND

POWER

FOR TRAINING PURPOSES ONLY

TO DUCT DISTRIBUTION SYSTEM

• Bleed air flow transducer • Bleed air flow motor and modulating valve (including bypass line) • air ejector • Flow control solenoid valve • environmental shutoff valve When the FCU is energized after engine start up, the bleed air modulating valve closes. When it is fully closed, it actuates the bleed air shaft switch. This signals the electronic controller to open the solenoid valve to enable P3 bleed air to pressurize the environmental shutoff valve open. The bleed air shaft continues to open until the desired bleed-air flow rate to the cabin is reached. The bleed-air flow transducer s e n s e s t h e f l o w r a t e. Th e e l e c t r o n i c controller controls the input of the ambient temperature sensor.

as the aircraft enters a cooler environment, ambient airflow is gradually reduced. Bleedair flow gradually increases to maintain a constant inflow and to provide sufficient heat for the cabin. at approximately 0°C (32°F) ambient temperature, ambient airflow is completely closed off. The bleed air valve bypass section opens as necessary to allow more bleed air flow past the fixed flow passage of the air ejector. The FCUs regulate the rate of airflow to the pressure vessel. The bleed air portion is variable from approximately 5 to 14 pounds per minute (ppm) depending upon ambient temperature. On the ground, since ambient air is not available, cabin inflow is variable and limited by ambient temperature. In flight, ambient air provides the balance of the constant airflow volume of 12 to 14 ppm.

Fro m h e re, t h e a i r f o r p re s s u r i z a tion, cooling, and heating flows into the pressure vessel to create differential, and then out through the outflow valve (Figure 12-3) on the aft pressure bulkhead.

SCHRADER VALVE

MAXIMUM DIFFERENTIAL DIAPHRAGM TO CONTROLLER CONNECTION

PLUG UPPER (CONTROL) DIAPHRAGM NEGATIVE RELIEF DIAPHRAGM

STATIC AIR

LEGEND

REAR PRESSURE BULKHEAD

CONTROL PRESSURE NO. 2 VENT AIR CONTROL PRESSURE NO. 3

Figure 12-3. Outflow Valve FOR TRAINING PURPOSES ONLY

12-3

12 PRESSURIZATION

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

12 PRESSURIZATION

To the left of the outflow valve (looking forward) is a safety valve (Figure 12-4). This valve provides pressure relief if the outflow va l v e f a i l s, d e p re s s u r i z e s t h e a i rc ra f t whenever the CaBIN PReSS DUMP switch is in DUMP, and keeps the aircraft unpressurized while it is on the ground with the left landing gear safety switch compressed.

When the BleeD aIR ValVeS switches are positioned to OPeN, the air mixture (bleed air and ambient air) from the FCU enters the aircraft. When the aircraft is on the ground, only bleed air enters the cabin because the safety switch causes the FCU to close a valve that allows ambient air to mix with the bleed air.

a negative pressure relief function that prevents outside atmospheric pressure from exceeding cabin pressure by more than 0.1 psi during rapid descents with or without bleed air flow is also incorporated into both valves.

at liftoff, the safety valve closes and, except for cold temperatures, ambient air begins to enter the FCU, and then the pressure vessel. as the left FCU ambient air valve opens, in approximately 6 to 8 seconds, the right FCU ambient air valve opens. By increasing airflow volume gradually (left first, then right), excessive pressure bumps are avoided during takeoff.

SCHRADER VALVE

MAXIMUM DIFFERENTIAL DIAPHRAGM SAFETY VALVE DUMP SOLENOID

CABIN AIR UPPER CONTROL DIAPHRAGM

NEGATIVE RELIEF DIAPHRAGM

STATIC AIR

LEGEND CONTROL PRESSURE NO. 2 CONTROL PRESSURE NO. 3

Figure 12-4. Safety Valve

12-4

FOR TRAINING PURPOSES ONLY

REAR PRESSURE BULKHEAD

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

PRESSURIZATION CONTROLLER an adjustable cabin pressurization c o n t ro l l e r n e a r t h e t h ro tt l e q u a d ra n t modulates the outflow valve (Figure 12-5). a dual-scale dial in the center of the controller indicates the cabin pressure altitude on the outer scale (CaBIN alT) and maximum aircraft altitude on the inner

The RaTe control knob controls the rate at which cabin pressure altitude changes from the current value to the selected value. The selected rate of change can be from approximately 20 0 to 2,0 0 0 feet per minute (fpm).

STATIC

PLUG

LEGEND CABIN AIR VACUUM SOURCE STATIC AIR

OUTFLOW VALVE

CONTROL PRESSURE INTERNAL PRESSURE

350 ONLY ALTITUDE LIMIT CONTROLLER

FLOW CONTROL PRESSURE

MOISTURE ACCUMULATION DRAIN

ORIFICE

CABIN PRESET SOLENOID NO

FILTER

STATIC LG SAFETY SWITCH 350 ONLY

CONTROL SWITCH CABIN PRESSURE RESTRICTOR RATE

ALTITUDE

SAFETY VALVE

ORIFICE DUMP SOLENOID NC

ALTITUDE LIMIT CONTROLLER

VACUUM SOURCE FROM PNEUMATIC MANIFOLD

Figure 12-5. Pressurization System Schematic

FOR TRAINING PURPOSES ONLY

12-5

12 PRESSURIZATION

scale (aCFT alT) at which the aircraft can fly without causing the cabin pressure t o e x c e e d m a x i m u m d i ff e re n t i a l . Th e engines maintain a 6.5 ± 0.1 psi differential that provides a nominal cabin pressure altitude of 10,380 feet at an aircraft altitude of 35,0 0 0 feet.

CONTROLS AND INDICATIONS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

SWITCHES BLEED AIR VALVES Switches

12 PRESSURIZATION

The leFT–RIGHT BleeD aIR ValVeS switches are in the eNVIRONMeNTal group of the copilot subpanel (Figure 126). When either switch is positioned to eNVIR OFF or PNeU & eNVIR OFF, the environmental air valve is closed.

Figure 12-7. ENVIR BLEED AIR Switch

The aUTO position is the recommended position because it allows the environmental system controller to automatically s e l e c t t h e f l o w s e tt i n g b a s e d o n h e a t required to maintain temperature or cabin pressure requirements.

Figure 12-6. BLEED AIR VALVES Switches

When either switch is in OPeN, the air mixture flows through the environmental air valve toward the cabin.

ENVIR BLEED AIR Switch The eNVIR BleeD aIR switch on the copilot left subpanel controls the volume of bleed air (Figure 12-7). Th e lOW p o s i t i o n r e d u c e s b l e e d a i r extracted from the engines for environmental purposes to approximately half the normal amount. This position is normally used during operations in ambient temperatures above 10ºC to ensure takeoff power is available. For maximum engine performance and/or high altitude takeoff requirements, the switch should be in lOW. The NORMal position increases heating or increases pressurization airflow; it is usually selected during climb to ensure optimum performance of the system at higher altitudes.

12-6

In order for the aUTO position to function properly in response to the heating/cooling requirements, the environmental MODe c o n t r o l m u s t b e i n aU T O ( s e e a i r Conditioning chapter).

CAUTION always monitor cabin pressurization requirements if the environmental MODe switch is in MaN COOl because manual adjustm e n t s m a y b e re q u i re d t o the eNVIR BleeD aIR setting.

CABIN PRESS Switch The CaBIN PReSS switch left of the pressurization controller (Figure 12-8) has DUMP-PReSS-and TeST positions. The DUMP (forward lever locked) position opens the safety valve so the cabin can depressurize to approximately 13,500 feet. a b o v e t h a t a l t i t u d e, i t m a i n t a i n s t h e 13,500 feet.

FOR TRAINING PURPOSES ONLY

Figure 12-9. CABIN ALT Gauge

ANNUNCIATORS annunciators for the pressurization system are on the warning panel and the caution/advisory panel (Figure 12-10): • W h i t e C a B I N a lT I T U D e — Illuminates to indicate cabin altitude exceeds 10,0 0 0 feet Figure 12-8. CABIN PRESS Switch

The PReSS (center) position pressurizes the cabin in flight depending on the controller setting. It closes the safety valve so the controller can take command of the outflow valve. The TeST (aft) position holds the safety valve closed, bypassing the landing gear safety switch, to allow cabin pressurization tests on the ground.

• amber l-R Bl aIR OFF— Illuminates to indicates flow control unit closed • Red CaBIN alT HI—Illuminates to indicates cabin pressure altitude exceeds 12,0 0 0 feet • Red CaBIN DIFF HI—Illuminates to indicate cabin differential pressure exceeds 6.9 psi

GAUGES CABIN ALT Gauge The CaBIN alT gauge is on the right side of the control panel with the annunciator panel. It continuously monitors actual cabin pressure altitude (outer scale) and cabin differential (inner scale) (Figure 12-9).

CABIN CLIMB Gauge The CaBIN ClIMB (cabin vertical speed) gauge is left of the CaBIN alT indicator. It continuously monitors the rate at which cabin pressure altitude is changing in feet per minute.

Figure 12-10. Annunciators

FOR TRAINING PURPOSES ONLY

12-7

12 PRESSURIZATION

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

OPERATION

Table 12-1. DESCENT AND LANDING

PREFLIGHT OPERATION

12 PRESSURIZATION

Prior to takeoff, adjust the CaBIN alT selector knob until the aCFT alT (inner) scale on the dial reads an altitude of approximately 1,000 feet above the planned cruise pressure altitude or at least 500 feet above the takeoff field pressure altitude. adjust the RaTe control knob as desired. When the index mark is set at 12 o’clock position, the most comfortable rate of climb is maintained. Position the CaBIN PReSS DUMP switch to PReSS.

IN-FLIGHT OPERATION as the aircraft climbs, the cabin pressure altitude climbs at the selected rate of change until the cabin reaches the selected p r e s s u r e a l t i t u d e. Th e s y s t e m t h e n maintains cabin pressure altitude at the selected value. If the aircraft climbs to an altitude higher than the value indexed on the aCFT alT scale, the cabin-to-ambient pressure differential reaches the pressure relief settings of the outflow valve and the safety valve (6.5 psi cabin-to-ambient differential). The red CaBIN DIFF HI annunciator illuminates at 6.9 ±3 psi cabin-toambient differential pressure. If the flight plan requires an altitude change of 1,0 0 0 feet or more during cruise, the CaBIN alT dial must be readjusted.

DESCENT AND LANDING OPERATION During descent and in preparation for landing, set the CaBIN alT gauge to indicate a cabin altitude of approximately 50 0 feet above the landing field pressure altitude (Table 12-1). adjust the RaTe control knob as required to provide a comfortable cabin altitude rate of descent.

12-8

CLOSEST ADD TO ALTIMETER SETTING AIRPORT ELEVATION 28.00 28.10 28.20 28.30 28.40 28.50 28.60 28.70 28.80 28.90 29.00 29.10 29.20 29.30 29.40 29.50 29.60 29.70 29.80 29.90 30.00 30.10 30.20 30.30 30.40 30.50 30.60 30.70 30.80 30.90

+2,400 +2,300 +2,200 +2,100 +2,000 +1,900 +1,800 +1,700 +1,600 +1,500 +1,400 +1,300 +1,200 +1,100 +1,000 +900 +800 +700 +600 +500 +400 +300 +200 +100 –100 –200 –300 –400 –500

The aircraft rate of descent is controlled so the aircraft altitude does not catch up with the cabin pressure altitude until the cabin pressure altitude reaches the selected value and stabilizes. as the aircraft descends to and reaches the cabin pressure altitude, the outflow valve remains open. This keeps the vessel depressurized. as the aircraft continues to descend below the preselected cabin pressure altitude, the cabin remains depressurized and follows the aircraft rate of descent to touchdown.

FOR TRAINING PURPOSES ONLY

0

ABNORMAL OPERATION If cabin pressure altitude reaches a value of 10,000 feet, the white CaBIN alTITUDe annunciator illuminates. an aural warning also sounds. Depress the CaBIN alT WaRN SIleNCe button on the copilot sub-panel to cancel the warning tone. If cabin pressure altitude reaches a value of 12,0 0 0 feet, the red CaBIN alT HI annunciator illuminates. In addition, the MaSTeR WaRNING flashes illuminate and an aural warning sounds. at 12,50 0 feet, the oxygen masks drop. The aural warning can be cancelled, but the CaBIN alTITUDe and CaBIN alT HI annunciator remain illuminated as long as the cabin pressure altitude remains above their respective actuation altitudes.

the landing field pressure altitude (Figure 12-11), and the rate control selector should be adjusted as required to provide a comfortable rate of descent for the cabin. The airplane rate of descent should be controlled so that the airplane altitude does not catch up with the cabin pressure altitude until the cabin pressure altitude reaches the selected value and stabilizes. as the airplane descends to and reaches the c a b i n p re s s u re a l t i t u d e, t h e n e g a tivepressure relief function modulates the outflow and safety valves toward the full open position, thereby equalizing the difference between ambient and cabin pressures. When the airplane continues to descend b e l o w t h e p re s e l e c t e d c a b i n p re s s u re altitude, the cabin will be unpressurized and will follow the airplane rate of descent to touchdown.

LIMITATIONS CABIN DIFFERENTIAL PRESSURE GAUGE The cabin differential pressure gauge has the following limitation markings: • Green arc (normal operating range— 0 to 6.6 psi • Re d a r c ( u n a p p r o v e d o p e r a t i n g range)—6.6 psi to end of scale Maximum cabin pressure differential is 6.6 psi.

Descent During enroute descents and in preparation for landing, the CaBIN alT selector should be set as appropriate for the lower altitude. For enroute descents, set the aCFT alT to 500–1000 feet above the level-off flight altitude unless it results in a CaBIN alT less than destination field pressure altitude. On normal descents, the CaBIN alT should be set to indicate a cabin altitude of approximately 500 feet above

Figure 12-11. Pressurization Controller Setting for Landing

FOR TRAINING PURPOSES ONLY

12-9

12 PRESSURIZATION

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

PRESSURIZATION PROFILES The following pressurization situations are described in order to illustrate operation of the system using normal flight situations. In each case, the given conditions will be outlined on the profile diagram. 12 PRESSURIZATION

Situation 1 Climb from sea level to Fl310, then descend to a field pressure altitude of 1500 feet (Figure 12-12).

Conditions: • aircraft climbs at 20 0 0’/min to Fl20 0, then 10 0 0’/min to Fl310 • Cabin climbs at 50 0’/min • aircraft descends at 150 0’/min • Cabin descends at 50 0’/min Controller setup before takeoff—Prior to takeoff, set the inner dial (aCFT alT) on the pressurization controller to Fl315 (500 feet above cruise altitude) which will provide a 90 0 0-foot altitude on the outer dial (CaBIN alT). Set the rate knob between the twelve and one o’clock positions.

Figure 12-12. Situation 1

12-10

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

C o n t ro l l e r s e t u p f o r d e s c e n t — a s t h e aircraft starts to descend, set the outer dial ( Ca B I N a lT ) t o 2 0 0 0 f e e t p r e s s u r e altitude (50 0 feet above field pressure altitude). The rate knob should stay in the 12 to 1 o’clock position. Operation—as the aircraft descends to the field, which will take approximately 19 minutes, the cabin descends to 2000 feet, which takes approximately 14 minutes. as the aircraft passes 20 0 0 feet, the cabin descends unpressurized to 1500 feet with the aircraft.

Situation 2 Climb from sea level to Fl310, then descend to a field pressure altitude of 1500 feet (Figure 12-13).

Conditions: • aircraft climbs at 20 0 0’/min to Fl20 0, then 10 0 0’/min to Fl310 • Cabin climbs at 50 0’/min • aircraft descends at 150 0’/min • Cabin descends at 50 0’/min Controller setup—Same as Situation 1 except set aCFT alT dial to Fl310 (same as cruise altitude) which will put cabin at max. differential when aircraft gets to final a l t i t u d e. S e t i t a s i n S i t u a t i o n # 1 f o r the descent. Operation—everything is normal until the cabin gets to max. differential which then causes pressure bumps in the cabin. The condition normalizes on descent.

Remarks—all settings are normal and the system reacts properly.

Figure 12-13. Situation 2

FOR TRAINING PURPOSES ONLY

12-11

12 PRESSURIZATION

O p e r a t i o n — a s t h e a i rc ra f t c l i m b s t o Fl310, which will take approximately 21 minutes, the cabin climbs to 9000 feet in approximately 18 minutes, thus the cabin always stays “ahead” of the aircraft during t h e c l i m b. ( S t a y i n g a h e a d m e a n s t h a t maximum differential is never achieved since the cabin climb rate is sufficient to make the final altitude on its own.)

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Remarks—By not setting the pressurization controller properly, cabin pressure bumps are likely with resultant discomfort for passengers. The aCFT alT dial should be set to at least 50 0 feet above aircraft cruise altitude.

Situation 3 12 PRESSURIZATION

Climb from sea level to Fl310, then descend to a field pressure altitude of 1500 feet (Figure 12-14).

Conditions: • aircraft climbs at 20 0 0’/min to Fl200, then 1000’/min to Fl310 • Cabin climbs at 500’/min • aircraft descends at 1500’/min • Cabin descends at 500’/min

Controller setup—Same situation as 1 except set CaBIN alT dial to landing field p re s s u re a l t i t u d e p r i o r t o t a ke off. No readjustment required for descent. Operation—everything is normal until max. differential is reached as the aircraft passes approximately Fl190. as the aircraft continues to climb, the cabin climbs at a rate proportional to but less than the aircraft’s rate since it remains on max. differential. The cabin will be subject to pressure bumps while on max. differential. Once the aircraft starts to descend, the condition normalizes. Remarks—By setting the controller for landing prior to takeoff, a similar problem to that in Situation 2 occurred with resultant passenger discomfort.

Figure 12-14. Situation 3

12-12

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The aircraft was held to 5000 feet for 15 minutes during climb, then cleared to Fl310. The aircraft was given a segmented descent to Fl250 before given final descent for landing (Figure 12-15).

Conditions: • aircraft climbs at 2000’/min to 5000’, l e v e l s o f f f o r 15 m i n u t e s t h e n continues to Fl310. • Cabin climbs at 50 0’/min to 450 0’, levels off until reset, then climbs at 500’/min to 9000’. • aircraft descends at 1500’/min with a 10 min level off at Fl250 before continuing down for landing. • Cabin descends at 50 0’/min with a brief level off at 590 0’ until being reset for landing, then descends at 500’/min.

C o n t ro l l e r s e t u p b e f o re t a ke o f f — S e t CaBIN alT dial to 500 feet below (4500’) the aircraft intermediate level off altitude (5000 feet). This prevents the cabin altitude from catching up to the aircraft altitude during climb. When finally cleared to FL310—Set the aCFT alT dial to 50 0 feet above the assigned flight level as in Situation 1. When cleared down to FL250—Set the aCFT alT dial to 500 feet above the newly assigned flight level. When cleared for final descent—Set the CaBIN alT dial to 50 0 feet above field pressure altitude. Operation—as the aircraft climbs to 5000 feet, the cabin climbs to 450 0 feet, thereby maintaining a slight pressurization differential. When the aircraft climbs to Fl310, the controller is reset as in Situation 1 and the cabin will climb accordingly. When the

Figure 12-15. Situation 4

FOR TRAINING PURPOSES ONLY

12-13

12 PRESSURIZATION

Situation 4

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

aircraft starts to descend to Fl250, the cabin starts down and levels at approximately 590 0 feet. This allows the cabin pressurization to stay on the controller and not go to max. differential which avoids bumps as in Situation 2. Once commencing final descent, everything will proceed as normal in Situation 1. 12 PRESSURIZATION

Remarks—an alternate method in this situation is to set the rate knob to minimum until cleared to the final altitude or for final descent, at which time the rate knob is reset for normal situations as in Situation 1. One problem with this alternate method is that it disrupts the normal balance between the outflow and safety valves on takeoff and will result in a pressure bump shortly after takeoff. In addition, it is possible, although unlikely, that the cabin pressurization could still catch up to the aircraft. Using either method in this situation, forgetting to reset the controller will result in problems similar to those discussed in Situations 2 and 3.

Situation 5 Depart from an airport at a higher elevation (in this case 6000 feet), fly at an altitude of 16,0 0 0 feet, and land at a sea level airport 20 minutes later (Figure 12-16).

Conditions: • aircraft climbs at 2000’/min to 16,000’ • aircraft levels off for approx 5 min • Cabin climbs and descends at 50 0’/min Controller setting before takeoff—Set the CaBIN alT dial to 500 feet above takeoff field elevation (60 0 0 feet). Operation—Once the aircraft is stable in the climb and cabin altitude stabilizes at 650 0 feet, reset controller for landing, usually within a few minutes after takeoff. Controller setting in flight—Set the CaBIN alT dial to 50 0 feet above landing field pressure altitude.

Figure 12-16. Situation 5

12-14

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Remarks—It is important to set the cabin p re s s u r i z a t i o n c o n t ro l l e r f o r a c a b i n a l t i t u d e a b o v e t a ke o ff f i e l d p re s s u re altitude. If it is set lower, a pressure bump will be experienced shortly after liftoff since the balance between the outflow and safety valves will be disrupted. Once cabin pressurization is stabilized after takeoff, the controller may be reset for landing, provided cruise altitude does not exceed the altitude in the aCFT alT window. If it d o e s, n o r m a l c o n t r o l l e r p r o c e d u r e s described earlier apply.

MALFUNCTIONS AND TROUBLESHOOTING The pressurization system in the Super King air 300 and 350 is derived from the proven and highly reliable system used in other King airs. It is well engineered for safety, comfort, reliability and ease of operation. Pilot controls are simple and straight-forward and workload is minimal. The pilot has sufficient controls readily available to either regain control or minimize the effect of most problems. With loss of pressurization in flight, follow the procedures outlined in the emergency Procedures section of the POH. Once the situation in the aircraft has stabilized, and if extreme care and good judgement are utilized, other corrective action may be taken using the techniques and procedures discussed in this section as a guide. For crew and passenger safety, pressurization troubleshooting should be accom plished below an aircraft altitude of 10,000 feet MSl whenever possible. In addition,

only minimal troubleshooting should be attempted with passengers onboard. It should also be noted that as the cabin climbs past 12,500 feet pressure altitude, the passenger oxygen masks should deploy. If they do not, the passenger manual dropout handle should be pulled. See the Oxygen section of this workbook for more details about the oxygen system. Most pressurization malfunctions will show up shortly after takeoff. They will show three general symptoms: rapid pressurization toward maximum differential, lack of pressurization (i.e., the cabin climbs at the same rate as the aircraft), and cabin leakdown (i.e., the cabin leaks pressurization slowly—50 0 feet/minute at low-pressure differentials and faster at high-pressure differentials.) The first two symptoms are generally caused by controller, control system, or outflow/safety valve malfunctions. The third is normally caused by air inflow problems. air inflow problems could be caused by a malfunction within the flow control units. Since it is unusual for both flow control units to fail simultaneously, one probably failed earlier and went undetected. a second cause of air inflow problems on takeoff can be the BleeD aIR ValVe switches. They could have been left in the eNVIR OFF or PNeU & eNVIR OFF. If they are OPeN, an electrical failure to the switches would cause these normally closed valves to close (Figure 12 7). In this case, the pilot should check the bleed air control circuit breakers on the copilot’s circuitbreaker panel. If cabin altitude descends rapidly shortly after takeoff, it is caused by closed outflow and safety valves (Figures 12 8 and 12 9). The safety valve normally closes shortly after takeoff, but the outflow valve should modulate open as directed by controller pressure. The problem lies somewhere in the plumbing and/or components in the outflow system.

FOR TRAINING PURPOSES ONLY

12-15

12 PRESSURIZATION

Operation—The aircraft will continue to climb to altitude while the cabin starts to descend to 50 0  feet pressure altitude. aircraft levels at cruise, then descends for landing. By the time the aircraft is ready for landing, the cabin altitude is level at 50 0 feet (this assumes aircraft altitude vs. cabin altitude does not exceed 6.6 psid).

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Possible sources of this problem include: a stuck preset solenoid, a cracked pressurization controller, a diaphragm failure in the pressurization controller, an open moisture drain, disconnected or leaking plumbing, a cracked outflow valve, or a failed diaphragm in the outflow valve. 12 PRESSURIZATION

In this situation, the pilot should turn off both bleed air valves, which will stop the P3 bleed air inflow and depressurize the cabin at its leak rate. Once the cabin is stabilized, cycling the CaBIN PReSS switch to TeST may free a stuck preset solenoid. The moisture drain can be checked through its access panel on the lower right sidewall of the baggage compartment. any additional troubleshooting should be accomplished on the ground. Failure of the cabin to pressurize shortly after takeoff is indicative of inflow and/or outflow malfunctions. If the cabin altitude climbs with the airplane, it indicates an outflow problem caused by an open outflow and/or safety valve. The outflow valve may have prematurely opened due to the preset solenoid opening on the ground. In this situation, the controller prematurely thought the aircraft took off. Controller pressure will hold the outflow valve wide open until the aircraft “catches up” to the controller pressure. This may not occur until the aircraft climbs through the altitude in the CaBIN alT window on the pressurization controller. If this condition is suspected, the pilot can turn the rate knob full counterclockwise to the minimum position, which will minimize any additional change in controller pressure. an alternative action would be to select a lower cabin altitude with the selector; however, it is important to remember to reselect the proper setting once the cabin pressurizes normally.

12-16

If the safety valve remained open after takeoff, cabin altitude would climb together with the aircraft. This could be caused by: the CaBIN PReSS switch in DUMP, failure of the left main squat switch, failure of the dump solenoid, or a stuck safety valve (Figure 12-9). The pilot should first check to ensure the CaBIN PReSS switch is in PReSS (Figure 12-15). If it is already in PReSS, move the switch to TeST, which will override the squat switch which may have malfunctioned. If the cabin begins to pressurize, hold the switch in TeST until the cabin differential pressure exceeds 0.5 psid, then pull the PReSS CONTROl circuit breaker on the copilot’s circuit breaker panel. Normal pressurization control will be resumed, but the electrical dump functions will not be available. Wi t h t h e P R e S S C O N T R O l c i r c u i t breaker pulled out, the electrical functions related to cabin dump are deenergized. Therefore, pressurization dump with the CaBIN PReSS switch or upon landing touchdown will be disabled until the circuit breaker is reset. If the cabin does not pressurize with the CaBIN PReSS switch in TeST, then the problem is beyond the capability of inflight troubleshooting and must be repaired when the aircraft lands. Symptoms such as unusual or excessive pressure bumps on takeoff or any time the controller is reset indicate sticking outflow/safety valves, possibly due to buildup of tars and nicotine. The filters associated with this system may also be dirty. a symptom of dirty filters is a large difference (over 20 0 feet/minute) in the cabin climb vs. the cabin descent with the rate knob in the same position. These valves and filters should be checked at regular maintenance inspections; however, inspection intervals of these components may be shortened when unusual conditions (heavy smoking, dusty atmosphere) exist.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1. The CaBIN alT gauge indicates cabin _______ and cabin _______ altitude. a. Differential pressure; pressure B. Differential pressure; density C. Rate of climb; pressure D. Rate of climb; density 2. The cabin _______ pressurize on the ground by selecting the _______ position of the CaBIN PReSS switch. a. Will; DUMP B. Will; TeST C. Will not; DUMP D. Will not; RelIeF 3. Th e w h i t e [ C a B I N a lT I T U D e ] status annunciator illuminates when c a b i n p re s s u re a l t i t u d e i n d i c a t e s _______ feet. a. 10,000 B. 10,500 C. 12,000 D. 12,500

4. The red [CaBIN alT HI] warning annunciator illuminates when cabin pressure altitude exceeds _______ feet. a. 10,000 B. 10,500 C. 12,000 D. 12,500 5. Th e f i r s t i m m e d i a t e i t e m f o r PReSSURIZaTION lOSS is: a. Descend ...............aS ReQUIReD B. Bleed air Valves.......eNVIR OFF C. Mic Switch(es) .........................OXY D. Oxygen Mask(s) ......................DON 6.

The first immediate action item for the eMeRGeNCY DeSCeNT is: a. Power levers ..........................FUll FORWaRD B. Prop levers ....FUll FORWaRD C. Power levers ..........................IDle D. Prop levers ...................lOW RPM

FOR TRAINING PURPOSES ONLY

12-17

12 PRESSURIZATION

QUESTIONS

13 HYDRAULIC POWER SYSTEM

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

See Chapter 14, “Landing Gear and Brakes,” for information on the hydraulic power systems.

FOR TRAINING PURPOSES ONLY

13-i

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 14 LANDING GEAR AND BRAKES CONTENTS INTRODUCTION............................................................................................................. 14-1 GENERAL ......................................................................................................................... 14-1 LANDING GEAR DESCRIPTION .............................................................................. 14-2 Landing Gear Assemblies .......................................................................................... 14-2 Wheel Well Doors....................................................................................................... 14-4 Hydraulic Pack ............................................................................................................ 14-4 Controls and Indicators.............................................................................................. 14-7 Warning System......................................................................................................... 14-12 EXTENSION ................................................................................................................... 14-12 RETRACTION ................................................................................................................ 14-16 MANUAL OPERATION .............................................................................................. 14-19 Extension ................................................................................................................... 14-19

NOSEWHEEL STEERING .......................................................................................... 14-22 BRAKE SYSTEM ........................................................................................................... 14-23 Normal Use of Brakes.............................................................................................. 14-23 Parking Brake............................................................................................................ 14-25 LIMITATIONS................................................................................................................. 14-26 Gear Operating Limits............................................................................................. 14-26 SERVICING..................................................................................................................... 14-26 Shock Struts............................................................................................................... 14-26 Brake Service ............................................................................................................ 14-26

FOR TRAINING PURPOSES ONLY

14-i

14 LANDING GEAR AND BRAKES

Retraction .................................................................................................................. 14-21

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Hydraulic Service...................................................................................................... 14-27 Brake Wear Limits.................................................................................................... 14-27 QUESTIONS.................................................................................................................... 14-29

14 LANDING GEAR AND BRAKES

14-ii

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ILLUSTRATIONS Title

Page

14-1

Main Landing Gear Assembly........................................................................... 14-2

14-2

Nose Landing Gear Assembly ........................................................................... 14-2

14-3

Bulkhead for ER Model..................................................................................... 14-3

14-4

Wheel Well Mechanism ....................................................................................... 14-4

14-5

Hydraulic Pack..................................................................................................... 14-4

14-6

Hydraulic Landing Gear Plumbing Schematic................................................ 14-5

14-7

Hydraulic Fluid Low Caution Annunciator..................................................... 14-6

14-8

SENSOR TEST Button...................................................................................... 14-6

14-9

Safety Switches .................................................................................................... 14-7

14-10

Landing Gear Controls....................................................................................... 14-7

14-11

Gear Position Indicator ...................................................................................... 14-8

14-12

Landing Gear Position Indication—Gear Extended ...................................... 14-9

14-13

Landing Gear Position Indication—Gear in Transit..................................... 14-10

14-14

Landing Gear Position Indication—Gear Up ............................................... 14-11

14-15

Silence Buttons ................................................................................................. 14-12

14-16

Hydraulic Landing Gear Schematic ............................................................... 14-13

14-17

Landing Gear Extension Schematic ............................................................... 14-14

14-18

Landing Gear Extended Schematic................................................................ 14-15

14-19

Landing Gear Retraction Schematic .............................................................. 14-17

14-20

Landing Gear Retracted Schematic................................................................ 14-18

14-21

Landing Gear Alternate Extension Placard .................................................. 14-19

14-22

Landing Gear Circuit Breaker ........................................................................ 14-19

14-23

Hand Pump Extension ..................................................................................... 14-20

FOR TRAINING PURPOSES ONLY

14-iii

14 LANDING GEAR AND BRAKES

Figure

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

14-24

Maintenance Hand Pump Retraction............................................................. 14-21

14-25

Nosewheel Steering Mechanism ..................................................................... 14-22

14-26

Nosewheel Limits.............................................................................................. 14-23

14-27

Brake System Schematic .................................................................................. 14-24

14-28

Parking Brake .................................................................................................... 14-25

14-29

Brake Fluid Reservoir ...................................................................................... 14-26

14-30

Hydraulic Fluid Reservoir ............................................................................... 14-27

14-31

Brake Wear Diagram ........................................................................................ 14-27

TABLES Table

Title

Page

14-1

Landing Gear Warning Horn Operation........................................................ 14-12

14-2

King Air 350 Airspeeds .................................................................................... 14-26

14 LANDING GEAR AND BRAKES

14-iv

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 14 LANDING GEAR AND BRAKES

This chapter describes the landing gear and brake systems. A thorough understanding of these systems enables the crew to operate the brakes safely with minimum wear and handle any landing gear abnormal situations that may arise. Operating tips, inspection points, and servicing procedures are also included. Operation of the hydraulic system and nosewheel steering are also part of this chapter.

GENERAL The King Air 350 has a retractable tricycle landing gear system that includes an emergency manual extension pump. A hydraulic power pack powers the extension and retraction cycle.

The brake system with four hydraulically operated brake assemblies includes a brake deice system (refer to Chapter 10).

FOR TRAINING PURPOSES ONLY

14-1

14 LANDING GEAR AND BRAKES

INTRODUCTION

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

LANDING GEAR DESCRIPTION The landing gear system is a retractable, electrically powered, hydraulically actuated, tricycle gear system. When the gear is fully retracted, it is completely enclosed by the gear door assemblies. An alternate means of extension is a manuallyoperated hand pump.

LANDING GEAR ASSEMBLIES The main and nose landing gear assembly consists of a drag leg, shock strut, torque knee (scissors), actuator, wheels, and tires. In addition, the main gear assemblies house the brake assemblies (Figure 14-1). Figure 14-2. Nose Landing Gear Assembly

Shock Strut The air/oil shock struts are filled with both compressed air and hydraulic fluid. The air charge in the shock struts carries the aircraft weight.

14 LANDING GEAR AND BRAKES

At touchdown, the lower portion of each strut is forced into the upper cylinder. This action moves fluid through an orifice to further compress the air charge and absorbing landing shock. Orifice action also reduces bounce during landing.

Figure 14-1. Main Landing Gear Assembly

The nose gear includes the shimmy damper (Figure 14-2).

Drag Leg The upper end of the drag legs and two points on the shock strut assemblies attach to the aircraft structure. When the gear is extended, the drag braces become rigid.

14-2

At takeoff, the lower portion of the strut extends until an internal stop engages on the main gear. On the nose gear, the lower portion of the strut extends until the torque knee prevents further extension.

Torque Knee A torque knee connects the upper and lower portion of the shock strut. It allows strut compression and extension but resists rotational forces. This keeps the wheels aligned with the aircraft longitudinal axis.

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

On the nose gear assembly, the torque knee a l s o t ra n s m i t s s t e e r i n g m o t i o n t o t h e nosewheel and nosewheel shimmy motion to the shimmy damper.

Actuator One hydraulic actuator is on each landing gear. The actuators extend and retract the landing gear.

The nose landing gear wheel is equipped with a 22 x 6.75 x 10, 8-ply-rated tubeless tire. Each main landing gear wheel is equipped with a 19.5 x 6.75 x 8, 10-ply-rated, tubeless tire. On the King Air 350ER model, the main gear tires are 22 x 6.75 x 10, 10-ply rated tubeless. Check the Pilot’s Operating Handbook for correct tire pressure.

Shimmy Damper Wheels and Tires Each main landing gear and nose gear has a wheel. The main wheels are two forged aluminum 6.50 x 8 wheels. The nose gear has an aluminum 6.50 x 10 wheel.

Bulkhead On the King Air 350ER, a bulkhead has been added to the wheel well to prevent i c i n g o n t h e d ra g b ra c e s t r u t re l e a s e (Figure 14-3).

14 LANDING GEAR AND BRAKES

Each wheel consists of an inner and outer wheel half held together with bolts and nuts. The wheels are sealed against air leakage. The wheel rotates on tapered roller bearings.

The shimmy damper mounted on the right side of the nose gear strut is a balanced hydraulic cylinder. It bleeds fluid through an orifice to dampen the nosewheel shimmy.

Figure 14-3. Bulkhead for ER Model

FOR TRAINING PURPOSES ONLY

14-3

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

WHEEL WELL DOORS

HYDRAULIC PACK

The nose gear door and two sets of main gear doors are mechanically actuated by gear movement during extension and retraction.

A hydraulic power pack (Figure 14-5) in c o n j u n c t i o n w i t h h y d ra u l i c a c t u a t o r s extend and retract the nose and main landing gear assemblies. Each landing gear has one hydraulic actuator. The pack is in the middle of the left wing center section just forward of the main spar.

The doors are hinged at the sides and spring-loaded to the open position. As the landing gear is retracted, a roller on each side of the nose gear engages a cam assembly to draw the doors closed behind the gear (Figure 14-4). For extension, a reverse action occurs as the spring-loading takes effect. When the cam has left the roller, springs pull the linkage over-center to hold the doors open.

Figure 14-5. Hydraulic Pack

14 LANDING GEAR AND BRAKES CAN ASSEMBLY

ROLLERS

Figure 14-4. Wheel Well Mechanism

14-4

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

The power pack consists of a hydraulic pump with 28VDC motor, a two-section fluid reservoir, filter screens, gear selector valve, up selector solenoid, down selector solenoid, fluid level sensor, and an uplock pressure switch. The reservoir has a dipstick to provide a visual check of fluid level. Three hydraulic lines are routed to the nose and main gear actuators (Figure 14-6). One line is for normal extension and one is for r e t r a c t i o n . Th e s e o r i g i n a t e f r o m t h e power pack.

The power pack pump generates hydraulic fluid under pressure in the accumulator that acts on the piston faces of the actuators attached to the folding drag braces. Power for the pump motor is through the landing gear motor relay and a 60 ampere relay circuit breaker. Both are next to the pump motor in the middle of the left wing center section, just forward of the main spar. The 2-ampere circuit breaker for the landing gear control circuit (see next section) energizes the motor relay.

14 LANDING GEAR AND BRAKES

The third line is for manual extension. It originates from the hand pump.

The normal extension lines and manual extension lines connect to the upper end of each hydraulic actuator. The hydraulic lines for retraction are fitted to the lower ends of the actuators.

Figure 14-6. Hydraulic Landing Gear Plumbing Schematic

FOR TRAINING PURPOSES ONLY

14-5

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

If the pump motor fails to shut off after 13 to 15 seconds, a timer activates the logic relay to open the pump motor relay. This stops the motor, but it also shorts out the 2-ampere control circuit and trips the LANDING GEAR RELAY circuit breaker on the pilot right subpanel.

Hydraulic Fluid Level Indication System A y e l l o w c a u t i o n H Y D F L U I D LOW annunciator in the caution/advisory panel illuminates whenever hydraulic fluid level in the landing gear power pack reservoir is low (Figure 14-7). A fiber-optic sensing unit mounted on the motor end of the power pack provides the necessary switching circuitry to illuminate the low fluid light. Te s t t h e a n n u n c i a t o r a n d a s s o c i a t e d circuitry by pressing the HYD FLUID SENSOR TEST button on the pilot right subpanel (Figure 14-8). The test button sends a signal to the fiber-optic sensor in the reservoir that causes the sensor to sense a low fluid level.

Figure 14-8. SENSOR TEST Button

The sensor then sends a low fluid signal to the annunciator panel. A five-second delay can be expected before the annunciator light illuminates during the test. Release the button to extinguish the annunciator. Expect another five-second delay.

14 LANDING GEAR AND BRAKES

Figure 14-7. Hydraulic Fluid Low Caution Annunciator

14-6

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CONTROLS AND INDICATORS Safety Switches Safety switches (Figure 14-9) called “squat” switches are on the main gear torque knees. These switches open control circuits when the oleo strut is compressed to prevent gear retraction on the ground.

The handle must be pulled out of a detent before it can be moved from either the UP or DN position. When the LDG GEAR is moved to the UP position in flight, a control circuit completes to the gear up selector solenoid. This moves the gear selector valve so fluid

When the left squat switch senses the aircraft is on the ground, it opens the control circuit to the landing gear selector valve up solenoid to help prevent inadvertent retraction. When the right squat switch senses the aircraft is on the ground, it opens the control circuit to the landing gear selector valve up solenoid, the landing gear motor control relay, and the landing gear handle lock solenoid.

LDG GEAR CONTROL Handle Figure 14-10. Landing Gear Controls

4

1. Actuator Rod 2. Retaining Nut 3. Switch Arm 4. Locking Screw 5. Adjusting Screw LEFT MAIN

2 1 3

Landing Gear Selector Valve Up Solenoid Ambient Air Modulating Valves Preset Solenoid Dump Solenoid Door Seal Solenoid Stall Warning Heat Control RIGHT MAIN Landing Gear Selector Valve Up Solenoid Landing Gear Motor Control Relay Landing Gear Handle Lock Solenoid Ground Low Pitch Stop System Electric Heat Control Flight Hour Meter

5

Figure 14-9. Safety Switches

FOR TRAINING PURPOSES ONLY

14-7

14 LANDING GEAR AND BRAKES

The LDG GEAR CONTROL handle on t h e p i l o t r i g h t s u b p l a n e l c o n t ro l s t h e hydraulic power pack motor (Figure 14-10).

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

flows to the retraction side of the system. A control circuit is also completed to the pump motor relay to signal the pump motor (or hydraulic power pack) to operate. When the LDG GEAR control is moved to the DN position in flight, a control circuit completes to the gear down selector. The gear selector valve moves so fluid flows to the extension side. A control circuit also completes to signal the pump motor to operate. A 2 ampere circuit breaker on the pilot right subpanel protects the landing gear control circuit.

Control Lock The handle lock prevents the LDG GEAR CONTROL handle from being placed in the UP position when the aircraft is on the ground. It automatically unlocks when the aircraft leaves the ground because the right squat switch closes and completes a circuit through the solenoid that moves the lock. If a malfunction occurs in the solenoid or squat switch circuit, the DOWN LOCK REL button overrides the lock.

Position Indicators 14 LANDING GEAR AND BRAKES

An assembly of three lights in a single unit n e x t t o t h e L D G G E A R C O N T RO L indicate landing gear position (Figure 14-11). One light in each main segment (L and R) and two in the nose segment (NOSE) illuminate green to indicate gear is down and locked. Absence of illumination indicates gear is not down and locked.

Figure 14-11. Gear Position Indicator

Gear DOWN is indicated when all three green gear position indicators illuminate and the red lights in the handle extinguish. The red lights in the handle also illuminate when the landing gear warning horn is actuated. The landing gear in-transit light can indicate one or all of the following conditions: • La n d i n g g e a r h a n d l e u p a n d t h e aircraft on ground with weight on gear; warning horn also sounds • One or both power levers retarded below approximately 86 ±1% N 1 and one or more gear not down and locked; warning horn also sounds • Any one or all gear not in fully retracted or in down-and-locked position. • Warning horn has been silenced and does not operate. Figures 14-12 through 14-14 illustrate the various configurations.

In-Transit Light Two red indicator lights in the LDG GEAR CONTROL handle illuminate to indicate gear is in transit, unsafe, or unlocked. Gear up is indicated when the red lights go out and the gear is obviously retracted.

14-8

FOR TRAINING PURPOSES ONLY

14 LANDING GEAR AND BRAKES

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 14-12. Landing Gear Position Indication—Gear Extended

FOR TRAINING PURPOSES ONLY

14-9

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

14 LANDING GEAR AND BRAKES

Figure 14-13. Landing Gear Position Indication—Gear in Transit

14-10

FOR TRAINING PURPOSES ONLY

14 LANDING GEAR AND BRAKES

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 14-14. Landing Gear Position Indication—Gear Up

FOR TRAINING PURPOSES ONLY

14-11

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

With the FLAPS beyond the APPROACH position, the warning horn sounds and intransit lights illuminate regardless of power settings. The horn cannot be silenced.

Indicator Lights Check Check the green position indicator bulbs by depressing on the light housing. Check the red control handle lights by pressing HDL LT TEST button adjacent to the LDG GEAR CONTROL handle (see Figure 14-6). They may also be tested in conjunction with the gear warning horn with the STALL WARN TEST-OFF LDG GEAR WARN TEST switch on the copilot left subpanel.

Landing gear warning horn operational data is shown in Table 14-1.

Silencing Warning Horn

WARNING SYSTEM

Pressing the GEAR WARN SILENCE button adjacent to the LDG GEAR CONTROL handle (and/or the silence button on the left power lever) silences the horn (Figure 14-15).

The landing gear warning system warns the pilot of an unsafe condition within the landing gear system.

The warning horn rearms if power levers are sufficiently advanced.

If the LDG GEAR CONTROL handle is not in the DN position when the aircraft is on the ground, the landing gear warning horn sounds and the red gear-in-transit lights illuminate. Place the LDG GEAR handle DN to silence the horn and extinguish the handle light. The landing gear does not retract on the ground because the squat switches prevent activation of the gear selector valve and power pack motor.

Figure 14-15. Silence Buttons

EXTENSION

14 LANDING GEAR AND BRAKES

In flight, warning modes depend upon the position of the flaps. With the flaps in the UP or APPROACH position and either or both power levers retarded below approximately 86% N1, the warning horn sounds and the LDG GEAR CONTROL handle lights illuminate. The horn can be silenced.

The landing gear is electrically controlled and hydraulically actuated. Folding (drag) braces lock in place when gear is fully extended. An electrically actuated selector valve controls the flow of hydraulic fluid to the

Table 14-1. LANDING GEAR WARNING HORN OPERATION GEAR POSITION

14-12

FLAPS

POWER

HORN

SILENCE MODE

Not down

Up

Above 86% N1

No

N/A

Not down

Up

Below 86% N1

Yes

Silence button

Not down

Approach

Below 86% N1

Yes

Silence button

Not down

Beyond approach

Any

Yes

Lower gear

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

This action moves the gear selector valve so that fluid can flow to the extension side of the system. After approximately six seconds, the extension cycle is complete.

gear in the down position. In this position, the internal downlock mechanism in the nose gear actuator positions the actuator downlock switch to interrupt current to the nose gear part of the pump motor control circuit. A notched J-hook, lock link, and lock link guide attachments fitted to e a c h m a i n g e a r d ra g b ra c e p ro v i d e a positive downlock action for the main gear. A downlock switch on each J-hook assembly interrupts its part of the pump motor control circuit when the respective main gear is down and locked. The motor continues to run until all three landing gear are down and locked.

When the actuator pistons are positioned to fully extend the landing gear, an internal mechanical lock in the nose gear actuator and the nose gear drag brace lock the nose

Fi g u r e 14 - 18 i s a f t e r a n o r m a l g e a r extension. Electrical power flows from the 2-amp LDG GEAR CONTROL circuit breaker through the control switch and on

individual gear actuators (Figure 14-16). The selector valve receives electrical power through the LDG GEAR CONTROL handle.

14 LANDING GEAR AND BRAKES

Wh e n t h e L D G G E A R C O N T RO L i s moved to the DN position in flight, a c o n t ro l c i rc u i t c o m p l e t e s t o t h e g e a r selector valve down solenoid and energizes the pump motor. The top portion of Figure 14-17 depicts this electrical control circuit.

Figure 14-16. Hydraulic Landing Gear Schematic

FOR TRAINING PURPOSES ONLY

14-13

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

14 LANDING GEAR AND BRAKES

Figure 14-17. Landing Gear Extension Schematic

14-14

FOR TRAINING PURPOSES ONLY

14 LANDING GEAR AND BRAKES

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 14-18. Landing Gear Extended Schematic

FOR TRAINING PURPOSES ONLY

14-15

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

to the three downlock switches. Each gear is down and locked so these three switches a re o p e n . N o e l e c t r i c a l p o w e r p a s s e s through them. However, power is still provided to the hydraulic selector valve to hold it in the down position.

RETRACTION When the LDG GEAR control is moved to the UP position in flight, a control circuit completes to the gear selector valve up solenoid. This moves the gear selector valve so fluid can flow to the retraction side of the system. A control circuit also energizes the pump motor.

The pressure switch then closes periodically as pressure drops to approximately 2,375 psi (normal system pressure leakdown) to reenergize the pump and restore n e e d e d u p l o c k p r e s s u r e. P r e s s u r e i s maintained between approximately 2,375 to 2,775 psi to keep gear retracted. Figure 14-20 depicts the system after retraction with pressure being maintained. An accumulator in the left wing inboard of the nacelle is precharged to 80 0 psi to aid in maintaining system pressure when the gear is up.

The nose gear actuator unlocks and begins to retract the nose gear when 200 to 400 psi of hydraulic pressure is applied to the retract port of the nose gear actuator. The main gear begins to retract after the main gear actuators unlock the respective Jhooks on the main gear drag braces (Figure 14-19). After approximately six seconds, the retraction cycle is complete. Once the landing gear reaches full-up travel, each actuator physically bottoms out. 14 LANDING GEAR AND BRAKES

The pressure on the retract line builds rapidly until pressure reaches approximately 2,775 psi. The uplock pressure switch opens to break the power circuit to the pump motor; the hydraulic pump stops.

14-16

FOR TRAINING PURPOSES ONLY

14 LANDING GEAR AND BRAKES

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 14-19. Landing Gear Retraction Schematic

FOR TRAINING PURPOSES ONLY

14-17

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

14 LANDING GEAR AND BRAKES

Figure 14-20. Landing Gear Retracted Schematic

14-18

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

MANUAL OPERATION A h a n d - p u m p h a n d l e, p l a c a r d e d LA N D I N G G E A R A LT E R NAT E EXTENSION (Figure 14-21), is on the floor between the pilot seat and the pedestal. The pump under the floor below the handle is for emergency extension when normal extension of the gear is incomplete.

Figure 14-22. Landing Gear Circuit Breaker

Stow the pump handle back in the retaining clip when the gear is down and locked. Figure 14-23 illustrates a manual extension.

EXTENSION To engage the system, pull the LANDING GEAR RELAY circuit breaker (Figure 1422) below and to the left of the LDG GEAR CONTROL handle. Ensure the LDG GEAR CONTROL handle is in the DN position. Remove the pump handle from the securing clip. Pump the handle up and down until the green NOSE - L -R gear down indicator lights illuminate. Further resistance should be felt.

If for any reason the green GEAR DOWN lights do not illuminate (e.g., in case of an electrical system failure, or in the event an actuator is not locked down), continue pumping until sufficient resistance is felt to ensure that the gear is down and locked. Do not stow pump handle. The landing gear cannot be manually retracted in flight.

WARNING After an emergency landing gear extension has been made, do not move any landing gear controls or reset any switches or circuit breakers until the aircraft is on jacks. The failure may be in the gear-up circuitry or the hydraulic system and the gear might retract on the ground. The landing gear cannot be retracted manually.

FOR TRAINING PURPOSES ONLY

14-19

14 LANDING GEAR AND BRAKES

WARNING Figure 14-21. Landing Gear Alternate Extension Placard

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Refer to the Normal Procedures section of the POH for information pertaining to practice manual landing gear extensions.

P u s h t h e LA N D I N G G E A R R E LAY circuit breaker in and move the LDG G E A R C O N T RO L h a n d l e t o t h e U P position.

If the manual extension handle is properly stowed after a practice manual extension, the gear may be retracted hydraulically.

14 LANDING GEAR AND BRAKES

Figure 14-23. Hand Pump Extension

14-20

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

RETRACTION A service valve forward of the power pack assembly may be used in conjunction with the hand pump to raise the gear for maintenance purposes (Figure 14-24).

14 LANDING GEAR AND BRAKES

With the aircraft on jacks and an external electrical power source attached, unlatch

the hinged retainer and pull up on the red knob located on top of the service valve. The hand pump can then be used to raise the gear to the desired position. After the required maintenance has been performed, push the red knob down. Use the hand pump to lower the gear.

Figure 14-24. Maintenance Hand Pump Retraction

FOR TRAINING PURPOSES ONLY

14-21

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CAUTION If the red knob on the service valve is pushed down while the landing gear is retracted with electrical power on and the landing gear control handle DN, the landing gear will extend immediately. The service valve must be down for electrohydraulic action (up or down) and for manual extension of the landing gear.

NOSEWHEEL STEERING Direct linkage to the rudder pedals permits nosewheel steering when the nose gear is down (Figure 14-25).

One spring-loaded link in the system absorbs some of the force applied to the interconnected rudder pedals until the nosewheel is rolling. At this time, the resisting force is less; more pedal motion results in more nosewheel deflection. Because motion of the pedals is transmitted via cables and linkage to the rudder, rudder deflection occurs when force is applied to the rudder pedals. With the nose landing gear retracted, some of the force applied to the rudder pedals is absorbed by the springloaded link in the steering system. There is no motion at the nosewheel, but rudder deflection still occurs. Th e n o s e w h e e l upon retraction.

self-centering

When force on the rudder pedal is augmented by a main wheel braking action, the nosewheel deflection can be considerably increased.

14 LANDING GEAR AND BRAKES

Figure 14-25. Nosewheel Steering Mechanism

14-22

is

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Nosewheel steering provides 12° to the left and right of center. Castering provides an additional 36°, for a total possible deflection of 48° left and right (Figure 14-26).

Th i s a r ra n g e m e n t a l l o w s d i ff e re n t i a l braking for taxiing and maneuvering on the ground. The dual brakes are plumbed in series. The pilot master cylinders are plumbed through the copilot master cylinders. This allows either set of pedals to perform the braking action and eliminates need for shuttle valves. Neither set of brake pedals can override the other. Proper traction and braking control cannot be expected until the landing gear is carrying the full weight of the aircraft. Use extreme care when braking to prevent skidding. Braking should be smooth and even all the way to the end of ground roll.

BRAKE SYSTEM The King Air 350 uses a non-ass i s t e d hydraulic brake system (Figure 14-27). The main landing gear wheels are equipped with multi-disc dual hydraulic brakes. Toe pressure on the rudder pedals by either pilot actuates the brakes. Depression of either set of pedals compresses the piston rod in the master cylinder attached to each pedal. Hydraulic pressure that results from the piston movement is transmitted through flexible hoses and fixed aluminum tubing to the disc brake assemblies on the main landing gear. This pressure forces the brake pistons to press against the linings and discs of the brake assembly. Each rudder pedal is attached to its own master cylinder. The pilot and copilot right rudder pedals control the brake in the right main landing gear. Similarly, the left rudder pedals control braking in the left main gear.

NORMAL USE OF BRAKES The wheel brakes can be highly effective in stopping the aircraft when the situation requires. Normal operation, however, usually requires minimal brake use. The propellers are more effective than the brakes immediately after touchdown during the landing rollout. As the aircraft decelerates, the brakes become most effective. Since most landing situations are not runway length critical, a smooth, comfortable deceleration can be achieved with almost exclusive use of the propellers until passing approximately 40 knots ground speed. At that time, light wheel brake pressure provides sufficient deceleration for a comfortable transition to taxiing clear of the runway.

FOR TRAINING PURPOSES ONLY

14-23

14 LANDING GEAR AND BRAKES

Figure 14-26. Nosewheel Limits

Three automatic brake adjuster assemblies in each brake piston housing maintain the proper brake clearance and compensate for brake lining wear. The automatic brake a d j u s t e r s re d u c e b ra ke d ra g, t h e re b y allowing unhampered roll. They also tend to exhibit a softer pedal and a somewhat longer pedal stroke.

14 LANDING GEAR AND BRAKES

14-24 RESERVOIR

RESERVOIR

COPILOT'S MASTER CYLINDER

FOR TRAINING PURPOSES ONLY

LH PARK BRAKE

LH WHEEL CYLINDER

PILOT'S MASTER CYLINDERS

COPILOT'S MASTER CYLINDER

LH PARK BRAKE

RH PARK BRAKE

LH WHEEL CYLINDER

RH WHEEL CYLINDER

PARKING BRAKES SET

RH PARK BRAKE

RH WHEEL CYLINDER

LEFT BRAKE APPLIED

LEGEND FLUID UNDER PRESSURE SUPPLY FLUID STATIC FLUID

Figure 14-27. Brake System Schematic

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

PILOT'S MASTER CYLINDERS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CAUTION When runway length is critical during landing, maximum braking techniques should be employed. Consult the Performance section of the POH for requirements and landing distances.

Nosewheel steering can accomplish turning with an occasional assist by tapping on one brake to help initiate turns of shorter radius. When minimum radius turns are required, intermittent heavy pressure may be necessary on the inboard brake.

CAUTION Do not hold steady pressure on the inboard brake while turning. It may induce a twisting action on the strut, inflicting serious damage to the strut assembly.

PARKING BRAKE The parking brake uses the regular brakes and a set of valves. Dual parking brake valves are adjacent to the rudder pedals between the master cylinders of the copilot rudder pedals and the wheel brakes.

Figure 14-28. Parking Brake

NOTE When preparing to use the parking brake, ensure the aircraft has come to a complete stop. The parking brake valves should retain the p re s s u re p re v i o u s l y p u m p e d i n t o t h e system. To release the parking brake, depress the brake pedals on either pilot or copilot side to equalize the pressure on both sides of the valves. Simultaneously push the parking brake handle in to allow the parking brake valves to open. To avoid damage to the parking brake system, tires, and landing gear, release the parking brake and install wheel chocks if t h e a i r c r a f t i s t o b e l e f t u n a tt e n d e d . Ambient temperature changes can expand or contract the brake fluid to cause excessive brake pressure or brake release.

The control for the parking brake valves is on the lower left-hand corner of the pilot left subpanel (Figure 14-28). To set the parking brake, depress and hold the brake pedals to maintain pressure in the brake system. Then depress the button in the center of the parking brake control and pull out the control handle. This procedure closes both parking brake valves simultaneously.

FOR TRAINING PURPOSES ONLY

14-25

14 LANDING GEAR AND BRAKES

Speed can normally be controlled primarily with the the propellers in the GROUND FINE range during taxi. The brakes should be used when necessary for supplemental control.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

LIMITATIONS GEAR OPERATING LIMITS Landing gear cycles (one up/one down) are limited to one every five minutes for a total of six cycles followed by a 15 minute cool-down period. Airspeed limits for the landing gear are summarized in Table 14-2. Table 14-2. KING AIR 350 AIRSPEEDS AIRSPEED

KIAS

REMARKS

Maximum gear operating speed (VLO) Extension Retraction

184 166

Maximum gear extended speed (VLE)

184

Do not extend or retract the landing gear above these speeds. Do not exceed this speed with the landing gear extended.

Figure 14-29. Brake Fluid Reservoir

SERVICING SHOCK STRUTS 14 LANDING GEAR AND BRAKES

Shock struts should always be properly inflated. Do not over- or under-inflate, and never tow or taxi an aircraft when any strut is flat. Correct inflation is placarded on the main and nose struts or refer to the Maintenance Manual.

Brake system servicing is limited primarily to maintaining the hydraulic fluid level in the reservoir. A dipstick is provided for measuring the fluid level. When the reservoir is low on fluid, add a sufficient quantity of MIL-H-5606 hydraulic fluid to fill the reservoir to the full mark on the dipstick. Check all hydraulic connections for signs of seepage and correct if necessary.

BRAKE SERVICE B ra ke f l u i d i s s u p p l i e d t o t h e m a s t e r cylinders from a reservoir accessible through the nose avionics compartment door (Figure 14-29). The brake fluid reservoir is located on the upper corner of the left side of the nose avionics compartment.

14-26

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

HYDRAULIC SERVICE The hydraulic fill reservoir is just inboard of the left nacelle and forward of the front spar (Figure 14-30). It contains a cap and dipstick assembly to facilitate maintenance of the system fluid level.

A line plumbed to the upper portion of the fill reservoir is routed overboard to act as a vent.

BRAKE WEAR LIMITS To cheek the brakes for wear, measure the distance between the segmented carrier and lining assembly and the piston housing (Figure 14-31). When this distance (with the parking brake set) measures 0.200 inch or more, the brake is ready for a lining inspection per the manufacturer’s maintenance manual.

14 LANDING GEAR AND BRAKES

Figure 14-30. Hydraulic Fluid Reservoir

Figure 14-31. Brake Wear Diagram

FOR TRAINING PURPOSES ONLY

14-27

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

INTENTIONALLY LEFT BLANK

14 LANDING GEAR AND BRAKES

14-28

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

QUESTIONS 1. The landing gear handle is designed to work airborne: A. Weight off wheels. B. And on the ground. C. If the cabin is pressurized. D. And on the ground if the cabin is pressurized. 2. The green GEAR DOWN annunciators indicate the gear: A. Handle is in the DOWN position. B. Handle is in the UP position. C. Is down and locked. D. Is up and locked. 3. The LDG GEAR CONTROL red light illuminates when the gear position may be unsafe and: A. Can be dimmed. B. Can be extinguished. C. Can be dimmed if low level cabin ambient light is sensed. D. Cannot be dimmed.

14 LANDING GEAR AND BRAKES

4. The alternate landing gear extension system is available for gear: A. Retraction. B. Extension. C. Extension and retraction. D. Extension or retraction. 5. The maximum permitted landing gear extended speed is _______ KIAS. A. 158 B. 184 C. 194 D. 263

FOR TRAINING PURPOSES ONLY

14-29

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 15 FLIGHT CONTROLS CONTENTS Page INTRODUCTION............................................................................................................. 15-1 GENERAL ......................................................................................................................... 15-1 PRIMARY FLIGHT CONTROLS ................................................................................. 15-2 Trim Tabs...................................................................................................................... 15-2 Electric Elevator Trim ............................................................................................... 15-4 Yaw Damp/Rudder Boost System ............................................................................ 15-4 Stall Warning System.................................................................................................. 15-6 FLAP SYSTEM .................................................................................................................. 15-6 Components................................................................................................................. 15-6 Controls and Indicators.............................................................................................. 15-7 Operation ..................................................................................................................... 15-7 Abnormal Conditions................................................................................................. 15-7 LIMITATIONS................................................................................................................... 15-8 CONTROL LOCKS ......................................................................................................... 15-8 Removal ...................................................................................................................... 15-8 Installation .................................................................................................................. 15-8

15 FLIGHT CONTROLS

QUESTIONS ...................................................................................................................... 15-9

FOR TRAINING PURPOSES ONLY

15-i

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ILLUSTRATIONS Figure

Title

Page

Elevator and Rudder .......................................................................................... 15-2

15-2

Rudder Pedals...................................................................................................... 15-2

15-3

RUDDER TAB, AILERON TRIM, and ELEVATOR TRIM .................... 15-3

15-4

Electric Elevator Trim ........................................................................................ 15-4

15-5

Yaw Damp/Rudder Boost System..................................................................... 15-5

15-6

RUDDER BOOST Switch ................................................................................ 15-5

15-7

Flap System Components................................................................................... 15-6

15-8

FLAPS Lever ....................................................................................................... 15-7

15 FLIGHT CONTROLS

15-1

FOR TRAINING PURPOSES ONLY

15-iii

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 15 FLIGHT CONTROLS

INTRODUCTION The flight controls allow the pilot to control the aircraft about the three axes of pitch, roll, and yaw. The flap system helps provide optimum performance in takeoff, approach, and landing modes. This chapter discusses these flight controls.

All flight controls, with the exception of the flaps, are cable-operated conventional surfaces that require no power assistance for normal control by the crew. The flaps and electric elevator trim are e l e c t r i c a l l y p o w e re d . A n e l e c t r i c a l l y

powered rudder boost/yaw dampening system connects directly to the autopilot to aid the pilot during an engine-out condition. It functions automatically when activated as torquemeter oil pressure drops during an engine failure.

FOR TRAINING PURPOSES ONLY

15-1

15 FLIGHT CONTROLS

GENERAL

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

PRIMARY FLIGHT CONTROLS The primary flight controls are a threeaxes control system. The aileron surfaces on each wing provide lateral (roll) control. The elevator provides longitudinal (pitch) control. The rudder provides directional (yaw) control (Figure 15-1).

Figure 15-2. Rudder Pedals

TRIM TABS

Figure 15-1. Elevator and Rudder

All primary flight control surfaces are manually controlled through cable/bellcrank systems. Surface travel stops and linkage a d j u s t m e n t s a re i n e a c h s y s t e m . Du a l controls are available for either the pilot or the copilot. Conventional push-pull control wheels interconnected by a T shaped control column operate the ailerons and elevators. A linkage below the crew compartment floor interconnects the rudder pedals ( Fi g u re 15 - 2 ) . Ru d d e r b e l l c ra n k a r m s adjustable to two positions move the pedals approximately one inch forward or aft.

Tr i m t a b s a r e i n s t a l l e d o n t h e l e f t aileron, rudder and each elevator. The pilot manually controls the tabs through drum-cable systems that use dual jackscrew actuators. The dual actuators drive adjustable doubleend clevis rod assemblies capable of removing joint free play. Positive stops on the primary flight control surfaces limit their travel while traveling stops secured to the cables limit trim tab movement. All trim tab actuators are of a dual configuration to provide additional safety control of trim and tab free play. Tabs are positioned with controls on the pedestal (Figure 15-3). These include the RU D D E R TA B k n o b, t h e A I L E RO N TRIM knob, and the ELEVATOR TRIM wheel.Each knob also contains directional arrows as well as marked settings.

15 FLIGHT CONTROLS

Control locks in the cockpit secure the ailerons, elevators, and rudder when the aircraft is on the ground and out of service.

15-2

FOR TRAINING PURPOSES ONLY

15 FLIGHT CONTROLS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure 15-3. RUDDER TAB, AILERON TRIM, and ELEVATOR TRIM

FOR TRAINING PURPOSES ONLY

15-3

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ELECTRIC ELEVATOR TRIM The electric elevator trim system is installed in conjunction with the autopilot system. A dual-element thumb switch on the outboard handle of each control wheel (Figure 15-4) activates the electric motordriven elevator trim tabs. Both elements of the switch must be simultaneously moved forward to achieve a nose-down trim; aft for nose-up trim.

The manual trim control wheel interrupts and resets the electric trim system. Use it anytime the autopilot is off whether or not the electric trim system is in the operative mode. The PITCH TRIM circuit breaker in the FLIGHT group on the right CB panel protects the system.

YAW DAMP/RUDDER BOOST SYSTEM The yaw damp/rudder boost system aids the pilot in directional control associated with asymmetrical thrust in the event of an engine loss or large power difference (Figure 15-5).

Figure 15-4. Electric Elevator Trim

When the elements are released, they return to the center off position. The pilot switch overrides the copilot switch. A bi-level, pushbutton switch is inboard of the thumb switch on the outboard grip of each control wheel. The momentary-on, trim-disconnect switch disconnects the elevator trim system when either of these switches is depressed. Depressing either trim-disconnect switch to the first of the two levels disconnects the autopilot, yaw damp, and rudder boost systems. Depressing the switch to the second level disconnects the electric elevator trim system.

The yaw damp portion senses changes in heading (or yaw rate information) from the rate gyro and uses an electric servo to drive the rudder control cables. Heading changes due to turns are sensed using information from the attitude gyro to allow for turn coordination. On the 350 models, rudder boost senses e n g i n e t o r q u e f r o m b o t h e n g i n e s, a s measured by a torque transducer tapped off of the torque manifold. It is separate from the normal engine torque system. When the difference in these torques exceeds approximately 30%, rudder boost activation begins. An electric servo activates to deflect the rudder, assisting pilot effort. The servo contribution is proportional to the engine torque differential. The pilot trims the rudder.

15 FLIGHT CONTROLS

15-4

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

LEFT ENGINE TORQUE TRANSDUCER

RUDDER BOOST SWITCH

YAW RATE INFORMATION

YAW DAMP/ RUDDER BOOST COMPUTER

RIGHT ENGINE TORQUE TRANSDUCER

YAW DAMP SWITCH

RUDDER SERVO

LEGEND SYSTEM INPUTS SYSTEM CONTROLS RUDDER

SYSTEM OUTPUTS

KING AIR 350

Figure 15-5. Yaw Damp/Rudder Boost System

The RUDDER BOOST switch is on the pedestal (Figure 15-6). To enable the system, place the switch in RUDDER BOOST and the AP/YD DISC bar on the flight guidance panel up. The rudder boost system is disabled if the switch is in the OFF position. If the DISC TRIM/AP YD switch is depressed, the system is interrupted. A n a m b e r RU D B O O S T O F F o n t h e caution/ advisory/status annunciator panel indicates the switch is inoperative because the switch is in off or the trim disconnect switch on either yoke has been used.

15 FLIGHT CONTROLS

Figure 15-6. RUDDER BOOST Switch

FOR TRAINING PURPOSES ONLY

15-5

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

STALL WARNING SYSTEM

COMPONENTS

Angle of attack is sensed by aerodynamic pressure on the lift transducer vane on the left wing leading edge. When a stall is imminent, an aural stall warning sounds.

The flaps are two segments on each wing. An electric motor drives the flaps through a gearbox mounted on the forward side of the rear spar (Figure 15-7).

The system can be tested during peflight with the STALL WARN TEST switch on the copilot left subpanel. The switch is spring-loaded to the center OFF position. Hold the switch in the STALL WARN TEST position to activate the stall warning system.

The gearbox drives four flexible driveshafts that connect to jackscrew actuators at each flap segment.

FLAP SYSTEM

Protection

The aircraft has a four-segment, Fowlertype flap system. The flaps may be selected t o t h e U P, A P P R OAC H , o r D OW N position. They cannot be stopped at an intermediate point between these positions.

The motor incorporates a dynamic braking system. Two sets of motor windings help prevent overtravel of the flaps.

A 20-amp FLAP MOTOR circuit breaker on the right CB panel protects the flap m o t o r c i rc u i t . A 5 - a m p F LA P I N D & CONTROL circuit breaker protects the control circuit.

Whenever one of the three positions is selected, the flaps move to the selected position. A safety mechanism disconnects power to the electric flap motor if a malfunction occurs that could cause any flaps to be 3° to 6° out of phase with the other flaps.

FLAP ASYMMETRY SWITCHES

LIMIT SWITCHES FLAP INDICATOR TRANSDUCER

15 FLIGHT CONTROLS

20A L GEN BUS

Figure 15-7. Flap System Components

15-6

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CONTROLS AND INDICATORS A s l i d i n g F LA P S l e v e r i s j u s t b e l o w the condition levers on the pedestal (Figure 15-8).

• 89 KIAS (91 KIAS for 350ER)— Stalling speed (V S1 ) at maximum weight with flaps approach and idle power • 96 KIAS (99 KIAS for 350ER)— Stalling speed (V S1 ) at maximum weight with flaps up and idle power The white DN arrow marks maximum speed permissible with flaps extended beyond approach: 158 KIAS. The white APP arrow marks maximum speed permissible with flaps in approach position: 202 KIAS.

OPERATION Figure 15-8. FLAPS Lever

Lowering the flaps produces these results: • Attitude—Slight nose up

Flap deflection from 0% (up) to 10 0% (down) displays on an electric indicator on top of the pedestal below the caution/advisory annunciator panel. A potentiometer driven by the right inboard flap segment operates the indicator. The right inboard flap also drives the flap position limit switches.

Airspeed Indicator Display The solid red bar at the bottom of the airspeed scale on the display is the impending stall speed low speed cue (ISS LSC) marker. The top of the marker changes with flap position to reflect the following stall speed: • 81 KIAS (82 KIAS for 350ER)— Stalling speed (V S0 ) at maximum weight with flaps down and idle power

• Airspeed—Reduced • Stall speed—Lowered • Trim—Input required based on the amount of airspeed change

ABNORMAL CONDITIONS Landing Gear Warning System The landing gear warning system is affected by the position of the flaps. Anytime the flaps are in the approach position and the landing gear is not extended, a warning horn sounds until the gear is extended or the flaps retracted with the torque below 40% or 86% N 1 . The landing gear warning system warns the pilot the landing gear is not down and locked during specific flight regimes. The warning horn sounds continuously when the flaps are lowered beyond the APPROACH (40%) position regardless of the power lever setting until the landing gear is extended or the flaps retracted. Refer to Chapter 14 for details.

FOR TRAINING PURPOSES ONLY

15-7

15 FLIGHT CONTROLS

The control lever has a position detent TAKEOFF AND APPROACH to select 40% flaps for takeoff or approach. Full flap deflection, or 100%, is equal to approximately 35º of flap travel. Detents also are marked for UP and DOWN positions.

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Asymmetrical Flap Protection An asymmetrical flap switch system provides split-flap protection. The switch shuts off the flap motor for any out-ofphase condition of approximately 3° to 6° between the adjacent flap segments on each wing. The switch is spring-loaded to the normallyopen position, but it is rigged so that the roller cam holds the switch in its momentary (closed) position. This provides electrical continuity to the flap motor when the outboard and inboard flap segments on both sides are parallel and in phase with one another.

REMOVAL WARNING Before starting engines, remove control locks. 1. Remove rudder pin 2. Remove control column pin 3. Remove U-shaped power control clamp

Invalid Lever Input If the FLAPS lever input becomes invalid, a default ISS LSC marker displays. This is a checkerboard bar with a yellow bar on top. The junction of the checkerboard bar represents the flaps-down ISS LSC value. The top of the yellow bar represents the flaps-up ISS LSC value.

LIMITATIONS

WARNING Re m o v e c o n t ro l l o c k s b e f o re towing the aircraft. If towed with a tug while the rudder lock is intalled, serious damage to the steering linkage can result.

INSTALLATION

Do not extend flaps or operate with flaps extended above these speeds. Maximum flap extension/extended speeds (V FE ): • Approach—202 KIAS • Full down—158 KIAS

CONTROL LOCKS 15 FLIGHT CONTROLS

The control locks consist of a U-shaped clamp and two pins connected by a chain. The pins lock the primary flight controls. The U-shaped clamp fits around the engine power control levers and serves to warn the pilot not to start the engines with control locks installed.

15-8

It is important that the locks be installed o r re m o v e d t o g e t h e r t o p re c l u d e t h e possibility of an attempt to taxi or fly the aircraft with the power levers released and the pins still installed in the flight controls.

1. Position U-shaped clamp around engine power controls 2. Move control column as necessary to align holes in the control column 3. Insert the L-shaped pin attached to the middle of the chain; holes are aligned when control wheel is full forward and rotated approximately 15° to the left 4. Insert the L-shaped pin attached to the end of the chain through the hole provided in the floor aft of the rudder pedals; rudder pedals must be centered to align the hole in the rudder bellcrank with the hole in the floor 5. I n s e r t p i n u n t i l t h e f l a n g e r e s t s against the floor; this prevents any rudder movement

FOR TRAINING PURPOSES ONLY

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

QUESTIONS 4. The mechanical aileron trim is located _______ of the power quadrant on the _______ side. A. Aft; left B. Aft; right C. Forward; left D. Forward; right

2. Rudder boost aids the pilot in rudder deflection during engine failure operation by sensing: A. Yaw rate. B. Roll rate. C. Torque differential. D. Bleed air differential.

5. The maximum speed permissible with flaps in the approach position is _______ KIAS. A. 160 B. 174 C. 194 D. 202

3. Electric pitch trim is available when: A. Either trim switch is activated. B. Both trim switches are activated simultaneously. C. O p p o s i t e t r i m s w i t c h e s a r e activated. D. Indicated airspeed is greater than 140 knots.

6. Rudder boost: A. Is not required when operating at weights less than 12,500 lbs. B. Is off for takeoff and landing. C. Must be on for takeoff and cruise. D. Must be on and operational for t a k e o f f, c l i m b, a p p r o a c h a n d landing.

15 FLIGHT CONTROLS

1. Secondary flight controls surfaces are: A. Manually-controlled. B. Hydraulically-controlled. C. E l e c t r i c a l l y a n d h y d r a u l i c a l l y controlled. D. M a n u a l l y and electrically controlled.

FOR TRAINING PURPOSES ONLY

15-9

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

CHAPTER 16 AVIONICS INTRODUCTION ................................................................................................................... 16-1 FLIGHT INSTRUMENTS...................................................................................................... 16-1 Adaptive Flight Displays (AFD)..................................................................................... 16-2 Multifunction Display (MFD) ....................................................................................... 16-12 DISPLAY CONTROL PANELS (DCP) ............................................................................. 16-17 INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS) ....................................... 16-24 AIR DATA COMPUTERS (ADC)..................................................................................... 16-24 ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)................................ 16-25 REVERSIONARY OPERATIONS.................................................................................... 16-26 OUTSIDE AIR TEMPERATURE  .................................................................................... 16-31 STALL WARNING SYSTEM .............................................................................................. 16-33 FLIGHT GUIDANCE SYSTEM (FGS)............................................................................. 16-34 Flight Guidance Computers (FGC).............................................................................. 16-35 Flight Guidance Panel (FGP)  ....................................................................................... 16-35 Control Wheel Switches.................................................................................................. 16-43 CONTROL DISPLAY UNIT (CDU).................................................................................. 16-45 FLIGHT MANAGEMENT SYSTEM (FMS) .................................................................... 16-50 Vertical Navigation ......................................................................................................... 16-52 Global Positioning System (GPS) ................................................................................. 16-54 INTEGRATED FLIGHT INFORMATION SYSTEM (IFIS) ........................................ 16-56 Cursor Control Panel (CCP).......................................................................................... 16-58 COMMUNICATION/NAVIGATION SYSTEMS ............................................................ 16-71 Audio System................................................................................................................... 16-75

FOR TRAINING PURPOSES ONLY

16-i

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Radio Tuning Unit (RTU).............................................................................................. 16-78 CDU Tuning..................................................................................................................... 16-83 ELECTRONIC STANDBY INSTRUMENT SYSTEM (ESIS) ...................................... 16-88 WEATHER RADAR SYSTEM........................................................................................... 16-91 COCKPIT VOICE RECORDER (CVR)........................................................................... 16-96 EMERGENCY LOCATOR TRANSMITTER (ELT)...................................................... 16-96 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS).................. 16-97 Basic Ground Proximity Warning System (GPWS) .................................................... 16-97 Enhanced Ground Proximity Warning System (GPWS)............................................ 16-99 TRAFFIC COLLISION AND AVOIDANCE SYSTEM (TCAS I) ............................. 16-102 TRAFFIC COLLISION AND AVOIDANCE SYSTEM (TCAS II) (OPTIONAL).. 16-104 APPENDIX A – AVIONICS EQUIPMENT LOCATIONS ......................................... 16-111 APPENDIX B – FLIGHT GUIDANCE MODES.......................................................... 16-113 APPENDIX C – AVIONICS ACRONYMS..................................................................... 16-117 QUESTIONS ........................................................................................................................ 16-121

16-ii

FOR TRAINING PURPOSES ONLY

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

ILLUSTRATIONS Figure

Title

Page

16-1.

Adaptive Flight Displays (AFD)..................................................................... 16-2

16-2.

Primary Flight Display...................................................................................... 16-3

16-3.

Attitude Display ................................................................................................ 16-4

16-4.

Airspeed Display .............................................................................................. 16-4

16-5.

Trend Vector....................................................................................................... 16-4

16-6.

Low Speed Cue.................................................................................................. 16-5

16-7.

High Speed Cue................................................................................................. 16-5

16-8.

Airspeed Speed Bug ......................................................................................... 16-5

16-9.

Acceleration Display......................................................................................... 16-6

16-10.

Altimeter Display.............................................................................................. 16-6

16-11.

Altitude Negative .............................................................................................. 16-6

16-12.

Baro Switch ........................................................................................................ 16-7

16-13.

Vertical Speed Indicator (VSI)........................................................................ 16-7

16-14.

Altitude Preselect Bugs .................................................................................... 16-8

16-15.

Metric Altitude .................................................................................................. 16-8

16-16.

BARO ALT Switch ........................................................................................... 16-8

16-17.

Heading and Navigation Display  ................................................................... 16-9

16-18.

DME hold .......................................................................................................... 16-9

16-19.

PFD Compass Rose Format........................................................................... 16-10

16-20.

PFD Arc Format.............................................................................................. 16-10

16-21.

PFD Map Format ............................................................................................ 16-11

16-22.

Terrain and Radar Overlay Section .............................................................. 16-11

16-23.

PFD TCAS Message Area (Non-IFIS)......................................................... 16-11

FOR TRAINING PURPOSES ONLY

16-iii

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure

Title

Page

16-24.

PFD Lower Display Information .................................................................. 16-12

16-25.

Pilot's MFD Display ....................................................................................... 16-12

16-26.

Non-IFIS MFD Checklist............................................................................... 16-14

16-27.

MFD Upper Format (IFIS)............................................................................ 16-14

16-28.

MFD Plan Format ........................................................................................... 16-15

16-29.

MFD TCAS only ............................................................................................. 16-16

16-30.

TCAS  ............................................................................................................... 16-16

16-31.

MFD Lower Display Information................................................................. 16-17

16-32.

Display Control Panels ................................................................................... 16-17

16-33.

Display Control Panel (DCP)........................................................................ 16-18

16-34.

Barometric Setting with Yellow Underline .................................................. 16-18

16-35.

IN/hPa Switch .................................................................................................. 16-18

16-36.

Barometric Setting with STD ........................................................................ 16-19

16-37.

PFD REFS Menu Page 1 of 2 ........................................................................ 16-19

16-38.

PFD V-Speeds.................................................................................................. 16-20

16-39.

Radio Altitude Minimum............................................................................... 16-20

16-40.

Barometric Minimum ..................................................................................... 16-21

16-41.

Minimums Annunciator ................................................................................. 16-21

16-42.

PFD REFS Menu Page 2 of 2 ........................................................................ 16-21

16-43.

Metric Altitude ................................................................................................ 16-22

16-44.

Flight Director Formats.................................................................................. 16-22

16-45.

PFD NAV BRG Menu  .................................................................................. 16-23

16-46.

Bearing Pointer Information ......................................................................... 16-23

16-47.

IAPS ................................................................................................................. 16-24

16-iv

FOR TRAINING PURPOSES ONLY

Figure

Title

Page

16-48.

ADC ................................................................................................................. 16-25

16-49.

AHRS ............................................................................................................... 16-25

16-50.

Heading Slave and Slew ................................................................................. 16-26

16-51.

AFD Reversions ............................................................................................. 16-26

16-52.

Reversionary Modes ....................................................................................... 16-27

16-53.

ADC1 Failure  ................................................................................................. 16-28

16-54.

ADC Miscompares ......................................................................................... 16-28

16-55.

ADC Switch - ADC2 Selected....................................................................... 16-29

16-56.

AHRS1 Failure ................................................................................................ 16-29

16-57.

AHRS Miscompares ....................................................................................... 16-30

16-58.

Pitot Tubes........................................................................................................ 16-30

16-59.

Static Ports   ..................................................................................................... 16-30

16-60.

Alternate Static Source Selection ................................................................. 16-31

16-61.

System Integration .......................................................................................... 16-32

16-62.

OAT Gauge...................................................................................................... 16-33

16-63.

Rosemont Probe.............................................................................................. 16-33

16-64.

Transducer Vane .............................................................................................. 16-33

16-65.

Stall Warning Test Switch ............................................................................... 16-34

16-66.

Stall Warning Heat .......................................................................................... 16-34

16-67.

Flight Guidance Panel (FGP) ........................................................................ 16-35

16-68.

Flight Guidance System Display ................................................................... 16-35

16-69.

Flight Guidance Panel (FGP) ........................................................................ 16-36

16-70.

Flight Guidance Couple Arrow..................................................................... 16-36

16-71.

Independent Flight Director Operation....................................................... 16-36

FOR TRAINING PURPOSES ONLY

16-v

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure

Title

Page

16-72.

YD/AP Disconnect Bar.................................................................................. 16-37

16-73.

Heading Vector Line....................................................................................... 16-38

16-74.

Half Bank Mode.............................................................................................. 16-38

16-75.

APPR Mode Selection ................................................................................... 16-39

16-76.

Localizer Nav-to-Nav Capture ...................................................................... 16-40

16-77.

VNAV Glidepath (GP) Mode ....................................................................... 16-40

16-78.

Vertical Speed (VS) Mode ............................................................................. 16-41

16-79.

Flight Level Change (FLC) Mode ................................................................ 16-42

16-80.

Left Yoke.......................................................................................................... 16-43

16-81.

Pilot's PFD with SYNC .................................................................................. 16-44

16-82.

Go-Around Button ......................................................................................... 16-44

16-83.

PFD Go-Around (GA) Mode ....................................................................... 16-45

16-84.

Control Display Unit (CDU)......................................................................... 16-45

16-85.

Active Flight Plan Page .................................................................................. 16-47

16-86.

Active Legs Page ............................................................................................. 16-47

16-87.

Direct to Pages................................................................................................. 16-47

16-88.

Hold FPLN Mode ........................................................................................... 16-48

16-89.

MFD Menu Key (CDU)................................................................................. 16-49

16-90.

MFD Advance Key (CDU)............................................................................ 16-50

16-91.

MFD Text Page................................................................................................ 16-50

16-92.

Database Units ................................................................................................ 16-51

16-93.

Active Legs Page with VNAV Altitudes....................................................... 16-53

16-94.

VNAV Top of Descent.................................................................................... 16-54

16-95.

VNAV Modes .................................................................................................. 16-54

16-vi

FOR TRAINING PURPOSES ONLY

Figure

Title

Page

16-96.

GPS CONTROL ............................................................................................. 16-55

16-97.

PROGRESS .................................................................................................... 16-55

16-98.

IFIS Block Diagram........................................................................................ 16-57

16-99.

Ethernet Database Unit ................................................................................. 16-58

16-100.

USB Database Unit (DBU-5000)................................................................. 16-58

16-101.

MCDU Menu. ................................................................................................. 16-58

16-102.

IFIS Dataload Block Diagram....................................................................... 16-59

16-103.

CCP................................................................................................................... 16-60

16-104.

MFD Store Complete ..................................................................................... 16-60

16-105.

Geo-Politcal Overlay ...................................................................................... 16-60

16-106.

Airspace Overlay  ........................................................................................... 16-61

16-107.

Airways Overlay.............................................................................................. 16-61

16-108.

Database Effectivity (STAT Key) ................................................................. 16-62

16-109.

STAT Menu...................................................................................................... 16-62

16-110.

Chart Subscription (STAT Key).................................................................... 16-62

16-111.

MFD Chart Display ........................................................................................ 16-63

16-112.

MFD Chart Menu ........................................................................................... 16-63

16-113.

MFD Chart Approach Index ......................................................................... 16-64

16-114.

MFD Chart Zoom Box................................................................................... 16-64

16-115.

MFD Chart Geo-Reference Symbols ........................................................... 16-65

16-116.

MFD Chart Menu  .......................................................................................... 16-65

16-117.

MFD PLAN Map Weather Overlay ............................................................. 16-66

16-118.

MFD Dedicated Graphical Weather Format (XM Weather) .................... 16-66

16-119.

MFD XM Weather Menu .............................................................................. 16-67

FOR TRAINING PURPOSES ONLY

16-vii

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure

Title

Page

16-120.

MFD Metar Display ....................................................................................... 16-67

16-121.

Overlay Legends ............................................................................................. 16-68

16-122.

MFD Graphical Weather Time Stamps  ....................................................... 16-68

16-123.

MCDU Datalink Pages (Universal Weather) .............................................. 16-69

16-124.

Datalink Weather Selections (Universal Weather) ..................................... 16-70

16-125.

MFD_Plan Map Weather Overlay ................................................................ 16-70

16-126.

MFD Dedicated Graphical Weather Format(Universal Weather) ........... 16-71

16-127.

Universal Weather Menu ............................................................................... 16-71

16-128.

RTU / CDU TUNE Switch ............................................................................ 16-72

16-129.

Emergency Frequency Button ....................................................................... 16-72

16-130.

Antennas .......................................................................................................... 16-73

16-131.

RMT Tune Switch............................................................................................ 16-73

16-132.

PFD DME Displays ........................................................................................ 16-74

16-133.

DME Hold Selection and Images ................................................................. 16-74

16-134.

ATC Transponder Switch ............................................................................... 16-75

16-135.

Flight ID Selection ......................................................................................... 16-75

16-136.

Audio Panels .................................................................................................... 16-76

16-137.

Audio System Components............................................................................ 16-76

16-138.

Control Wheel (PTT) Switches...................................................................... 16-78

16-139.

Radio Tuning Unit (RTU).............................................................................. 16-79

16-140.

RTU in Preset Tuning Mode .......................................................................... 16-79

16-141.

RTU COMM Pages ........................................................................................ 16-80

16-142.

RTU  NAV Pages ............................................................................................ 16-80

16-143.

RTU ADF Pages ............................................................................................. 16-81

16-viii

FOR TRAINING PURPOSES ONLY

Figure

Title

Page

16-144.

RTU ATC Page ............................................................................................... 16-81

16-145.

RTU HF Pages ................................................................................................ 16-82

16-146.

RTU TCAS II Pages ....................................................................................... 16-83

16-147.

CDU Tune with TCAS I ................................................................................. 16-83

16-148.

CDU Frequency Data..................................................................................... 16-84

16-149.

CDU COMM Page ......................................................................................... 16-84

16-150.

CDU NAV Page .............................................................................................. 16-85

16-151.

CDU ATC Page............................................................................................... 16-85

16-152.

CDU ADF Page .............................................................................................. 16-86

16-153.

CDU TUNE With TCAS II............................................................................ 16-86

16-154.

MFD TCAS Display ....................................................................................... 16-87

16-155.

CDU TCAS II Control ................................................................................... 16-87

16-156.

CDU HF Control ............................................................................................ 16-87

16-157.

GND COMM Button ..................................................................................... 16-88

16-158.

Static Wicks...................................................................................................... 16-88

16-159.

ESIS Display ................................................................................................... 16-89

16-160.

ESIS Power Switch.......................................................................................... 16-89

16-161.

ESIS Menu....................................................................................................... 16-91

16-162.

PFD Radar Menu............................................................................................ 16-92

16-163.

Test Mode......................................................................................................... 16-92

16-164.

Radar Ground Map Mode ............................................................................. 16-92

16-165.

Radar Display with Path Attenuation Bar ................................................... 16-93

16-166.

Radar Display Turbulence Mode .................................................................. 16-93

16-167.

Turbulence Only Display ............................................................................... 16-94

FOR TRAINING PURPOSES ONLY

16-ix

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Figure

Title

Page

16-168.

Radar Gain Display ........................................................................................ 16-94

16-169.

Pilot's PFD with TGT..................................................................................... 16-94

16-170.

Radar Ground Clutter Supression ................................................................ 16-95

16-171.

Radar Tilt Display ........................................................................................... 16-96

16-172.

CVR Controllers ............................................................................................. 16-96

16-173.

ELT Manual Switch ........................................................................................ 16-97

16-174.

PFD GND PROX and PULL UP Annunciators ........................................ 16-97

16-175.

GPWS Failure Annunciators ......................................................................... 16-97

16-176.

EGPWS Buttons ............................................................................................. 16-99

16-177.

Terrain Display.............................................................................................. 16-100

16-178.

Terrain Fail and TERR Annunciators ........................................................ 16-101

16-179.

TCAS I TEST ................................................................................................ 16-102

16-180.

Operating Mode Button............................................................................... 16-103

16-181.

TCAS II Test.................................................................................................. 16-105

16-182.

Overview of Avionics Units ......................................................................... 16-111

16-x

FOR TRAINING PURPOSES ONLY

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

TABLES Table

Title

Page

16-1.

GPWS Cautions and Warnings...................................................................... 16-98

16-2.

EGPWS Buttons ............................................................................................. 16-99

16-3.

EPGWS Cautions and Warnings................................................................. 16-101

16-4.

TCAS Messages ............................................................................................ 16-106

16-5.

TCAS II Annunciators ................................................................................. 16-107

16-6.

TCAS II Traffic Advisory ............................................................................. 16-108

16-7.

TCAS II Resolution Advisories .................................................................. 16-109

16-8.

Flight Guidance Modes................................................................................ 16-113

FOR TRAINING PURPOSES ONLY

16-xi

CHAPTER 16 AVIONICS

INTRODUCTION The Super King Air B350 utilizes the Collins Pro Line 21 avionics system. The Pro Line 21 Avionics System is an integrated flight instrument, autopilot, and navigation system. All functions have been combined into a compact, highly reliable system designed for ease of operation, seamless communication between systems, and reduced pilot workload.

FLIGHT INSTRUMENTS ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) The  Electronic  Flight  Instrument  System (EFIS) consists of computers and data collectors that, when coupled with other subsystems, result in the display of flight, navigation, and engine  indicating  on  liquid  crystal  displays (LCD) – these are called Adaptive Flight Dis-

plays (AFD). Compared to conventional instrumentation, an EFIS system permits much more information to be presented to the pilot with  a  minimum  of  operating  complexity, maintenance, and weight.

FOR TRAINING PURPOSES ONLY

16-1

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

DOOR UNLOCKED CABIN ALT HI

CABIN DIFF HI

F/W VALVE PUSH CLOSED

L BLEED FAIL

R FUEL PRES LO

ES PR S

R OIL PRES LO

O T S E

R BLEED FAIL

ENG FIRE

EXTINGUISHER PUSH

F/W VALVE PUSH CLOSED

DISCHARGED

MASTER CAUTION

ESET R RESET O RE SS TTO RESS PPRESS

MASTER WARNING

PRESS PRES PR ESS TTO OR RESET ESET

SH

PPRESS RES E S TO TO RESET R SET RE

FD

CRS2

YD/AP DISC

CPL

PUSH

IR EC

T

T

AP

D

IA

D

UP

SY C N

MAC

YD

ALT A LT

PUSH

PUSH

S/

A LT ALT

1/2 BANK

H

PUSH

IR EC

APPR

HDG

SPEED

VNAV VNA AV

HDG

NAV N AV

CAN

CRS1

FLC

DOWN

PU

VS

EL

FD

C

ESET R RESET O RE RESSSS TTO RE PPRESS

Collins

Collins

516

AC ACC–.03 C –. 03

PA

329

TERM

3300

FMS

N

W

ATC1 AT TC1

051 05111

UTC

20:03

R RAT AT

1 °C

COM2

F

GS

0

TAS TAS

0

ON

ON OFF

LEFT

12 °C

ISA

TAXI TAXI

ICE

NAV NAV

RECOG

ACTUATORS ACTUAT TORS STANDBY ST ANDBY

ARM

PROP TEST GND IDLE STOP ST OP

GOV

PILOT BRAKE DEICE

HI

OFF

FUEL

MANUAL

LDG GEAR CONTROL

DN

VENT DOWN LOCK REL

LEFT

COPILOT COPI LOT

SURFACE SURF FACE DEICE SINGLE SINGLE

OFF TEST

EMER FREQ

ADC 2

NORM

1

RMT TUNE NORM

TUNE CDU

2

RTU

NORM

121.5 21.5

DG FREE

SLEW –

NORM

COM1

STALL STALL WARN WARN

BEACON

STROBE

L DC GEN L CHIP DETECT

PITOT PIT OT

LEFT

L NO FUEL XFR

L ENG ICE FAIL

L FUEL QTY

L BL AIR OFF

AUTOFTHER OFF

RIGHT LANDING GEAR

GEAR DOWN

TTAIL AIL FLOOD FLOO D

NOSE E

HD LLTT TEST

L

HYD FLUID LOW

RVS NOT READY

BAT TIE OPEN

DUCT OVERTEMP

ELEC HEAT ON

R GEN TIE OPEN

AT ATC C

OFF HYD FLUID SENSOR

L ENG ANTI-ICE

FUEL CROSSFEED

WING DEICE

L BK DEICE ON

MAN TIES CLOSE

L PROP PITCH

CABIN ALTITUDE

LDG/TAXI LIGHT

UP

RIGHT

RELAY RELA Y

TEST

FLAPS

20

1

T AKEOFF TAKEOFF AND APPROACH

60

DOWN

80

AUT O AUTO COMM

TE RR TERR RD RDRR

UTC

SPKR

TE RR TERR

R RAT AT

o

C

VOICE B VOICE O T H IDENT IDENT

COM2

.5

R NO FUEL XFR

BLOWER

TEMP

+

EXT PWR

R FUEL QTY

R ENG ICE FAIL

RUD BOOST OFF

R BL AIR OFF

R ENG ANTI-ICE

R IGNITION ON

PASS OXYGEN ON

4

CABIN CLIMB THDS FT PER MIN

0

6

.5

1

2

2

1

ADF

2

MKR

AUDIO AUDIO ALTN ALTN

IINPH NPH

NORM

4

TAIL DEICE R PROP PITCH

MAN TEMP INCR INCR

40 35 30 25

100 0F

0

T AL

OFF

7 5

20

3 4

MODE

IINCR NCR

ENVIR ENVIR BLEED AIR NORMAL

TEMP

ELEC HEAT HEAT

10

3456

PSI

0 VACUUM V ACUUM

PNEU & ENVIR ENVIR OFF

OFF

20 PNEUMATIC PNEUMA TIC PRESSURE

LDG GEAR WARN TEST WARN CABIN CABIN ALT ALT WARN WARN TEST SILENCE SILENCE

DECR

BLEED AIR VALVES VA ALVES LEFT OPEN RIGHT ENVIR ENVIR OFF

LOW

CABIN CABIN DIFF DIFF WARN WARN TEST

ENG FIRE TEST DET

OFF

0

50 80 ÛÛ) ) 100

500

FLIGHT HOURS 1/10

0 USE NO OIL

CABIN AIR

1000

1500 2000 PSI

OXYGEN SUPPL SUPPLY LY PRESSURE MADE IN USA

OFF

T

2

6

IINCR NCR COCKPI COCKPITT

BLOWER

5

1

OFF WINDOW WINDOW DEFOG

AUT O AUTO

35k

INCHES OF OF MERCUR MERCURY Y

MAN HEAT HEAT

AUT O AUTO

R PITOT HEAT

R BK DEICE ON AIR COND N1 LOW

5k 15k

+

MAN COOL

R CHIP DETECT

OXY NOT ARMED

2

2

DME

GND COM

NORM

ENVI RONMENTAL ENVIRONMENTAL

R DC GEN

PROP GND SOL

L PITOT HEAT L IGNITION ON

R

2 OFF

L GEN TIE OPEN

FORMAT FORMAT


F

TCAS OFF

< ET 01:42 COM1 121.800

ATC1 4336

RADAR ON UTC 14:41

RAT 15 oC

COM2

125.250

BRT DIM

Figure 16-2. Primary Flight Display

PFD provides secondary intensity control of the PFD. This PILOT DISPLAYS rheostat will control  three  displays  simultaneously;  the PFD, MFD and Control Display Unit (CDU) on the pedestal. This allows all three displays to  be  brightened  together.  The  Bright/Dim Rocker Switch will then allow each display to be fine tuned to make its brightness even with the surrounding displays.

Line Select Keys Four  line  select  keys  (LSK)  are  located  on each side of the AFD. These keys are used in conjunction  with  the  information  being

viewed on the AFD display. LSKs that are currently active are denoted by carets () displayed adjacent to the LSK.

Attitude Display The primary function of the PFD is to show airplane attitude. The PFD additionally shows the  following:  flight  director  steering  commands; flight guidance system status/mode annunciations; vertical/lateral deviation; marker beacon annunciations; and radio altitude.  A rectangular-shaped slip/skid indicator is located  at  the  base  of  the “sky-pointer”  bank

FOR TRAINING PURPOSES ONLY

16-3

16 AVIONICS

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

index. This is used like the fluid filled slip-skid indicator used in other aircraft (e.g., half of the rectangle to the right equals half ball to the right).  See Figure 16-3.

where each knot of airspeed increase or decrease will rollover to show the next digit. The tape and rolling drum will begin indicating as the airspeed is above 40 knots. 

Collins

140

HDG FMS

PTCH ALTS

1 4 000

140

80

4

20 60

700

TERM

600 60 6 540 20 1

10 400

0 24

251

HDG FMS

60

2 1

10

117 V2 110 VR 106 V1 ACC-.02

80

6935

2 4

30. 16I N

117 V2 110 VR 106 V1 ACC-.02

W

PTCH ALTS

1

TERM




50 < UPPER FORMAT


WX T +5 .7

TFC >

GS

0

TAS

FORMAT PPOS

25 TERR

SXW152 ( 6 9 3 5) KEGE /6935A

RLG /14000A SAT 15 oC

0

GS

TERR

RDR < WX T+5.7

TFC