King Air C90GT

Initial Pilot Course

Pre-Attendance
Study Guide

Copyright © 2002 FlightSafety International FOR TRAINING PURPOSES ONLY

February 2007 – Revision 1.3
 King Air C90GT Initial Pilot Course
Pre-Attendance Study Guide

TABLE OF CONTENTS

TABLE OF CONTENTS .................................................................................................. 2

INTRODUCTION............................................................................................................. 3
DOCUMENTATION REQUIREMENTS........................................................................... 4
COURSE ATTENDANCE PREREQUISITES.................................................................. 5
ATP REQUIREMENTS ................................................................................................... 5
C90GT EMERGENCY PROCEDURES (Memory Items) ................................................ 6
EXPANDED CHECKLISTS AND DETAILED SYSTEMS CHECKS (DSCs) ................. 11
C90GT OPERATING LIMITATIONS ............................................................................. 19
TRIPLE-FED ELECTRICAL SYSTEM........................................................................... 27
FUEL SYSTEM ............................................................................................................. 28
GRADING AND EVALUATION STANDARDS .............................................................. 30

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February 2007 – Revision 1.3 2
 King Air C90GT Initial Pilot Course
Pre-Attendance Study Guide

INTRODUCTION
We have sent this short study guide to you to assist in your preparation for attending the
King Air C90GT Initial Pilot Course with FlightSafety International in Wichita, Kansas.
Please review this guide prior to attending our course. We know that doing so will give
you a head start on learning some of the class material that you will be required to know
prior to completing your training.

In this guide you will find the following information:

Attendance Requirements
ATP Requirements (if required)
Emergency Procedures (Memory Items)
Expanded Procedures and Detailed Systems Checks (DSCs)
Selected Operating Limits
Initial Pilot Course Syllabus
Grading Standards

We look forward to having you as our guest for training and thank you for choosing
FlightSafety International for your King Air training needs.

Sincerely,

Wichita Hawker Beechcraft Learning Center

9720 E. Central Avenue
Wichita, KS 67206
(316) 612-5300
(800) 488-3747 (316) 612-5399 (fax)

Atlanta Learning Center

1010 Toffie Terrace
Atlanta, Georgia 30354
(678) 365-2700
(800) 889-7916FAX
(678) 365-2699

Houston Learning Center

William P. Hobby Airport
7525 Fauna Street at Airport Boulevard
Houston, Texas 77061
(713) 393-8100
(800) 927-1521FAX (713) 393-8111

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 King Air C90GT Initial Pilot CoursePre-Attendance Study Guide

Farnborough Training Center

Farnborough Airport
Farnborough, Hampshire
GU146XA United Kingdom
+44 (0) 1252 554 500
FAX +44(0) 1252 554 599

Lakeland Learning Center

Lakeland Airport
2949 Airside Center Drive
Lakeland, Florida 33811
(863) 646-5037
(800) 726-5037
FAX (863) 644-6211

Long Beach Learning Center

Long Beach Municipal Airport
4330 Donald Douglass Drive
Long Beach, California 90808
(562) 938-0100|
(800) 487-7670
FAX (562) 938-0110

Copyright © 2002 FlightSafety International FOR TRAINING PURPOSES ONLY

February 2007 – Revision 1.3
 King Air C90GT Initial Pilot Course
Pre-Attendance Study Guide

DOCUMENTATION REQUIREMENTS
Clients attending a King Air C90GT training course must provide a VALID PILOT
CERTIFICATE (with Instrument and Multi-Engine ratings) and MEDICAL
CERTIFICATE on the first day of training

NOTE:

Non-U.S. citizens seeking the issuance of an Airline Transport Pilot certificate

As of August, 2005 there are no United States Transportation Security Administration

(TSA) requirements that apply for the issuance of the U.S. ATP-MEL rating in the King
Air 90/200 program. There are, however, FAA requirements that must be fulfilled prior
to training/checking. Non-U.S. citizens seeking the issuance of an ATP-MEL rating
must first fill out a Verification of Authenticity of Foreign License, Rating, and Medical.
The form can be found at: http://registry.faa.gov/docs/verify61-75.pdf. Block 10 on the
form should state, WICHITA, KS since this is the local FSDO office that will be notified
upon approval.

After filling out the Verification form you should mail it to:

FAA’s Airmen Certification Branch

AFS-760, P.O. Box 25082
Oklahoma City, OK 73125

Or fax it to 405-954-4105.

If you have any questions or concerns regarding these requirements or any other
issues, please contact Customer Support at (800) 488-3747 or (316) 612-5300.

Copyright © 2002 FlightSafety International FOR TRAINING PURPOSES ONLY

February 2007 – Revision 1.3 4
 King Air C90GT Initial Pilot Course
Pre-Attendance Study Guide

COURSE ATTENDANCE PREREQUISITES

The prerequisites for attendance of the King Air C90GT Initial Pilot Training Course are:
¾ At least an FAA Private Pilot Certificate, or ICAO recognized equivalent
¾ Valid Instrument Rating
¾ Valid Multi-Engine Rating

ATP REQUIREMENTS

Pilots seeking an Airline Transport Pilot rating in a King Air C90B simulator can receive
100% of that checkride in the simulator provided they comply with the eligibility criteria
as specified in 14 CFR § 61.153 and provide documentation for the aeronautical
experience as specified in 14 CFR § 61.159.

Pilots will be required to provide the following documents prior to the ATP checkride:
¾ Original ATP knowledge test result form
¾ Logbook(s) to document required 14 CFR § 61.159 requirements
¾ All documents required for course attendance

§ 61.159 Eligibility Requirements:

¾ At least 1500 hours of total time as a pilot that includes at least:
o 500 hours of cross-country flight time
o 100 hours of night flight time
o 75 hours of instrument flight time, in actual or simulated instrument
conditions
ƒ A maximum of 50 hours of training in a flight simulator or flight training
device, as part of a § 142 approved training course, may be credited
toward the instrument flight time requirements
o 250 hours of flight time in an airplane as a pilot in command, or as second in
command performing the duties of pilot in command while under the
supervision of a pilot in command, which includes at least:
ƒ 100 hours of cross-country flight time
ƒ 25 hours of night flight time
ƒ Not more than 100 hours of the total aeronautical experience
requirements may be obtained in a flight simulator or flight training device
as part of a § 142 approved training course

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February 2007 – Revision 1.3 5
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C90GT EMERGENCY PROCEDURES (Memory Items)

EMERGENCY ENGINE SHUTDOWN

1. Condition Lever................................................................................. FUEL CUTOFF
2. Propeller Lever.......................................................................................... FEATHER
3. Fuel FW Shutoff Valve ................................................................................... CLOSE
4. Fire Extinguisher (if installed)
(if fire warning persists)........................................................................... ACTUATE

ENGINE FIRE ON GROUND

1. Condition Lever................................................................................ FUEL CUT OFF
2. Fuel FW Shutoff Valve ................................................................................ CLOSED

ENGINE FAILURE DURING TAKEOFF(AT OR BELOW V1) – TAKEOFF ABORTED

1. Power Levers..................................................................................... GROUND FINE
2. Brakes........................................................................................................MAXIMUM
(or as required to achieve stopping performance)
If Insufficient Runway Remains for Stopping:
3. Condition Levers ................................................................................ FUEL CUTOFF
4. Fuel FW Shutoff Valve .................................................................................... CLOSE
5. Master Switch ......................................................................... OFF (Gang Bar down)
6. Boost Pumps ........................................................................................................ OFF

ENGINE FAILURE DURING TAKEOFF(AT OR BELOW V1) – TAKEOFF

CONTINUED
1. V1 Speed..............................................................ROTATE TO APROXIMATELY 10°
2. Landing Gear(When positive climb established)................................................ UP
3. Propeller(Inoperative Engine) ................................................VERIFY FEATHERED
4. Power ................................................................................. MAXIMUM ALLOWABLE
5. Airspeed.................................. MAINTAIN V2 SPEED OR ABOVE UNTIL 400 FEET
THEN ACCELERATE TO 108 KNOTS
6. Flaps(At 400 feet & 108Knots – minimum).......................................................... UP

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February 2007 – Revision 1.3 6
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ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL AIRPEED (VMCA)

1. Power………………………………………………………………………………..REDUCE
2. Nose .......................................................... LOWER TO ACCELERATE ABOVE VMCA

ENGINE FLAMEOUT (2nd Engine)

1. Power Lever ......................................................................................................... IDLE
2. Propeller........................................................................................DO NOT FEATHER
3. Condition Lever ................................................................................. FUEL CUTOFF
4. Conduct Air Start Procedure in ABNORMNAL PROCEDURES.

BOOST PUMP AND AUTO CROSSFEED FAILURE

1. Crossfeed Switch .............................................................. VERIFY AUTO POSITION
If crossfeed switch is in auto and the FUEL PRESS annunciator remains
illuminated:
2. Crossfeed Switch .............................................................................................. OPEN
[FUEL PRESS] – EXTINGUISHED
[CROSSFEED] – ILLUMINATED

SMOKE AND FUME ELIMINATION

ELECTRICAL SMOKE OR FIRE
OR
ENVIRONMENTAL SYSTEM SMOKE OR FUMES
1. Oxygen Mask(s)................................................................................................... DON
2. Mask Selector Switch......................................................... EMERGENCY POSITION
3. Headset(s)......................................................... DON, OR AUDIO SPEAKER(S) - ON
4. Mic Switch(es) .................................................................................. OXYGEN MASK

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February 2007 – Revision 1.3 7
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CABIN DOOR UNLOCKED (CABIN DOOR Annunciator)

If the CABIN DOOR Annunciator Illuminates, or If an Unlocked Cabin Door is
Suspected:
1. All Occupants ......................SEATED WITH SEAT BELTS SECURELY FASTENED

EMERGENCY DESCENT
1. Power Levers ....................................................................................................... IDLE
2. Propeller Levers ........................................................................................ HIGH RPM
3. Flaps(184 knots maximum) ....................................................................APPROACH
4. Landing Gear(182 knots maximum)................................................................ DOWN
5. Airspeed................................................................................. 182 KNOTS MAXIMUM

GLIDE
1. Landing Gear .......................................................................................................... UP
2. Flaps........................................................................................................................ UP
3. Propellers............................................................................................... FEATHERED
4. Airspeed ...................................................................................................125 KNOTS
5. Glide Ratio……………………………………………1.8 NAUTICAL MILES FOR EACH
1,000 FEET OF ALTITUDE(decrease by 0.2 nautical miles
for each 10 knots of headwind)
6. ELT Switch.............................................................................................................. ON
(yellow XMT annunciator blinking)

INVERTER INOPERATIVE (INVERTER Annunciator)

1. Other Inverter ................................................................................................ SELECT

UNSCHEDULED ELECTRIC ELEVATOR TRIM

1. Control Wheel ......................................................................................HOLD FIRMLY
(be prepared to accept control wheel forces)
3. AP/TRIM Disconnect Switch..........................................................DEPRESS FULLY

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February 2007 – Revision 1.3 8
 King Air C90GT Initial Pilot Course
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UNSCHEDULED RUDDER BOOST ACTIVATION

1. Rudder Boost ....................................................................................................... OFF

USE OF OXYGEN
1. Oxygen Mask(s)................................................................................................... DON
2. Headset(s)........................................................ DON, OR AUDIO SPEAKER(S) – ON
3. Mic Switch(es) .................................................................................. OXYGEN MASK

HIGH DIFFERENTIAL PRESSURE

(Anytime the Differential Pressure goes into the Red Arc)
1. Cabin Altitude Controller................SELECT HIGHER CABIN ALTITUDE SETTING
If condition persists:
2. Bleed Air Valves ........................................................................................... CLOSED
3. Cabin Pressure Switch (after cabin is depressurized)...................................DUMP
4. Bleed Air Valves ................................................................................................ OPEN

LOSS OF PRESSURIZATION (CABIN ALT HI Annunciator)

1. Oxygen Mask(s)................................................................................................... DON
2. Headset(s)........................................................ DON, OR AUDIO SPEAKER(S) – ON
3. Mic Switch(es)…………………………………………………………….OXYGEN MASK
4. Descend……………………………………………………………………..AS REQUIRED

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February 2007 – Revision 1.3 9
 King Air C90GT Initial Pilot Course
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SPINS
If a Spin is Entered Inadvertently:
1. Control Column ........................................ FULL FORWARD, AILERONS NEUTRAL
2. Full Rudder ............................................................ OPPOSITE DIRECTION OF SPIN
3. Power Levers ....................................................................................................... IDLE
4. Rudder....................................................... NEUTRALIZE WHEN ROTATION STOPS
5. Execute a smooth pullout.

EMERGENCY EXIT
1. Emergency Release Hatch Cover .................................................................... OPEN
2. Release Button .................................................................................................. PUSH
3. If release button will not push, PULL hooks to override pressure lock and then
PUSH the release button.
4. PULL handle and PUSH out hatch.

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February 2007 – Revision 1.3 10
 King Air C90GT Initial Pilot Course
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EXPANDED CHECKLISTS AND DETAILED SYSTEMS CHECKS (DSCs)

The Expanded Checklists and Detailed Systems Checks (DSCs) are an integral part of
the BEFORE ENGINE START, BEFORE TAXI, and BEFORE TAKEOFF (RUNUP)
checklists. Learning, understanding, and memorizing these checks in a timely manner
greatly decreases the amount of time required to get the airplane ready for takeoff.
Doing so will allow for more simulator time to be devoted to flying.

FUEL PANEL CHECK (Before Engine Starting)

1. Circuit Breakers ............................................................................................. IN
2. Battery Switch...............................................................................................ON
3. Fuel FW Shutoff Valves.........................................................................CLOSE
4. Battery Switch.............................................................................................OFF
5. Crossfeed ....................................................................... OPEN, THEN CLOSE
(FUEL CROSSFEED) – ILLUMINATED WHEN OPEN
6. Boost Pumps .................................................. ON, LISTEN FOR OPERATION
7. Battery Switch...............................................................................................ON
(L FUEL PRESS) & (R FUEL PRESS) - ILLUMINATED
8. Fuel FW Shutoff Valves...........................................................................OPEN
(L FUEL PRESS) & (R FUEL PRESS) - EXTINGUISHED
9. Boost Pumps ..............................................................................................OFF
10. Fuel Quantity ........................................................................................ CHECK
11. Transfer Pumps(Full Nacelle Tanks) ........................................................TEST
a. Transfer Pumps.................................................................................. AUTO
b. Transfer Test Switch ................................................... LEFT, THEN RIGHT
[L NO FUEL XFER], then [R NO FUEL XFER] – BLINK
c. Transfer Pumps ....................................................................................OFF

If nacelle transfer tanks are not full, transfer pumps will begin operating when
AUTO is selected, and annunciators will not blink. Use following procedure.

12. Transfer Pumps(Partial Nacelle Tanks) ...................................................TEST

a. Transfer Pumps ................................................................. CONFIRM OFF
b. Transfer Test Switch ................................................ HOLD TO LEFT SIDE
c. Left Transfer Pump ...................................................... AUTO, THEN OFF
[L NO FUEL XFER] – BLINKS
d. Transfer Test Switch ..............................................HOLD TO RIGHT SIDE
e. Right Transfer Pump..................................................... AUTO, THEN OFF
[R NO FUEL XFER] – BLINKS
f. Transfer Test Switch .................................................................. RELEASE

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February 2007 – Revision 1.3 11
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ELECTRICAL SYSTEM CHECK (Before Taxi)

1. Gen Ties ..................................................................................................OPEN
[L GEN TIE OPEN] & [R GEN TIE OPEN] - illuminated
2. Voltmeter .................................................................................................Check
TPL FED............................................................................ 26.5 to 28.0 VOLTS
R GEN and L GEN ............................................................ 27.5 to 29.0 VOLTS
(within 1.0 volt of each other)
CTR ................................................................................. 23 VOLTS MINIMUM
3. Gen Ties ................................................................................................. NORM
[L GEN TIE OPEN] & [R GEN TIE OPEN] extinguished.
4. Bus Sense Switch..................................................MOMENTARILLY TO TEST
[L GEN TIE OPEN], [BAT TIE OPEN] & [R GEN TIE OPEN] illuminated.
5. Voltmeter (CTR) ................................................................................. 0 VOLTS
6. Bus Sense Switch...............................................MOMENTARILLY TO RESET
[L GEN TIE OPEN], [BAT TIE OPEN] & [R GEN TIE OPEN] extinguished.
7. Voltmeter (CTR) ................................................................ 27.5 to 29.0 VOLTS
8. Generator Load .................................................... PARALLELED WITHIN 10%
BOOST PUMP/AUTO CROSSFEED TEST (Before Takeoff – Runup)
1. Left Boost Pump .........................................................................................OFF
[L FUEL PRESS] – BLINK
[FUEL CROSSFEED] - ILLUMINATED
2. Left Boost Pump ...........................................................................................ON
3. Crossfeed ....................................................................... CLOSE, THEN AUTO
[FUEL CROSSFEED] - EXTINGUISHED
4. Right Boost Pump .......................................................................................OFF
[R FUEL PRESS] - BLINK
[FUEL CROSSFEED] - ILLUMINATED
5. Right Boost Pump.........................................................................................ON
6. Crossfeed ....................................................................... CLOSE, THEN AUTO
[FUEL CROSSFEED] - EXTINGUISHED

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February 2007 – Revision 1.3 12
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PRESSURIZATION (Before Takeoff – Runup)

1. Cabin Altitude Selector Knob .............................................................. ADJUST
SO THAT “CABIN ALT” DIAL INDICATES AN ALTITUDE
1000 FEET BELOW FIELD PRESSURE ALTITUDE
2. Rate Control Selector Knob ............. SET INDEX AT 12-O’CLOCK POSITION
3. Cabin Pressurization Switch ........................HOLD AT THE “TEST” POSTION
4. Cabin Climb Indicator...........CHECK FOR RATE OF DESCENT INDICATION
5. Cabin Pressurization Switch .............................................. RELEASE TO THE
“PRESS” POSITION WHEN
PRESSURIZING IS CONFIRMED
6. Cabin Altitude Selector Knob .............................................................. ADJUST
SO THAT THE INNER SCALE(ACFT ALT) INDICATES
PLANNED CRUISE ALTITUDE PLUS 1000 FEET.
(If this setting does not result in an outer scale(CABIN ALT)
indication of at least 500 feet above
take-off field pressure altitude, adjust as required.

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February 2007 – Revision 1.3 13
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COLLINS APS-65H AUTOPILOT (Before Takeoff – Runup)

1. Elevator Trim Switch ..................................................................CONFIRM ON
2. Pitch Trim Wheel............................................................ TAKEOFF POSITION
3. Autopilot .............................................................................................ENGAGE
[YAW], [A/P], & [ALT ARM] - ILLUMINATED.
4. Yaw Damp ........................................................................................... CHECK
a. Rudder Pedals....................................CHECK FOR ADDED RESISTANCE
5. Pilot’s Electric Elevator Trim Switch..................................................... CHECK
a. Actuate Trim Nose Down, then Nose Up, re-engaging the AP
Between tests.
b. Each actuation of trim will disengage the AP.
c. YD will remain engaged.
d. Autopilot Disconnect Tone will sound.
e. Yellow[DIS] will blink for ~5 seconds then extinguish along with
Green [AP].
6. Autopilot .............................................................................................ENGAGE
7. Repeat step 5 for Copilot’s Electric Elevator Trim switch.
8. Autopilot .............................................................................................ENGAGE
9. Copilot’s AP/TRIM Disconnect................................. PRESS TO FIRST LEVEL
a. Autopilot and Yaw Damper will disengage.
b. Yellow[DIS] will blink for ~5 seconds, then extinguish along with
Green[AP] and [YD].
c. Autopilot Disconnect Tone will sound.
10. Elevator ......................................................................................... CENTERED
11. Autopilot .............................................................................................ENGAGE
12. Control Wheel................................................ APPLY FORWARD PRESSURE
a. Pitch Trim Wheel will move in the nose down direction.
b. White[TRIM] will illuminate.
13. Control Wheel.............................................. APPLY REARWARD PRESSURE
a. Pitch Trim Wheel will move in the nose down direction.
b. White[TRIM] will illuminate.
14. Pilot’s AP/TRIM Disconnect............................. PRESS TO THE FIRST LEVEL
a. Autopilot and Yaw Damper will Disengage.
b. Yellow[DIS] will blink for ~5 seconds, then extinguish along with
Green [AP] and [YD].
c. Autopilot Disconnect Tone will sound.
15. Flight Controls .............................................MOVE THROUGH FULL TRAVEL
a. Verify there are no restrictions to free movement.

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February 2007 – Revision 1.3 14
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ELECTRIC PITCH TRIM (Before Takeoff – Runup)

1. Elevator Trim Switch...................................................................CONFIRM ON
2. Pilot’s and Copilot’s Trim Switch..................................... CHECK OPERATION
a. Move each dual-element switch fore and aft – Verify trim does not move.
1. If switch is activated for ~5 seconds, the red [TRIM] will illuminate
On the Autopilot Panel and the red [A/P TRIM FAIL] will illuminate
On the Master Warning Panel. (Outboard side of pilot’s dual switch
Will not illuminate annunciators.)
b. Move both dual-element switches fore and aft – Verify trim operates
Nose down and nose up.
c. Ensure pilot’s trim switch overrides copilot’s trim switch.
d. AP/Trim Disconnect ............................................PRESS TO 2nd LEVEL
[PITCH TRIM OFF] - ILLUMINATED

PRIMARY GOVERNORS/OVERSPEED GOVERNORS/RUDDER BOOST

(Before Takeoff – Runup)
1. Rudder Boost Control Switch ............................................... RUDDER BOOST
2. Prop Levers..................................................................................... HIGH RPM
3. Prop Gov Test Switch ......................................... HOLD TO PROP GOV TEST
Balance of test is performed on individual engines.
4. Left Power Lever...................................................... INCREASE UNTIL PROP
STABILIZES AT 1720 TO 1800 RPM
5. Left Prop Lever ...................... RETARD TO DETENT, THEN FUL FORWARD
[RVS NOT READY] illuminated as prop lever is retarded
Extinguished with prop lever full forward.
6. Gyro Suction and Pneumatic Pressure Gages.............................GREEN ARC
7. Left Power Lever....................... CONTINUE TO INCREASE UNTIL RUDDER
MOVEMENT IS NOTED (Observe ITT and Torque Limits).
8. Left Power Lever....................................................................................... IDLE
9. Repeat steps 4 through 8 on the right engine.
10. Prop Governor Test Switch .............................................................. RELEASE

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AUTOFEATHER (Before Takeoff – Runup)

1. Power Levers ................................................... ABOVE 500 FT-LBS TORQUE
2. Autofeather Switch.................................................................. HOLD TO TEST
[L AUTOFEATHER] & [R AUTOFEATHER] - Illuminated.
3. Power Levers ............................................................RETARD INDIVIDUALLY
then return to approximately 500 ft-lbs torque.
a. At Approximately 400 ft-lbs.............................. OPPOSITE ANNUNCIATOR
EXTINGUISHED
b. At Approximately 260 ft-lbs............................................... [AUTOFEATHER]
will cycle on and off with each fluctuation
of torque and the propeller will start to feather.
4. Power Levers.......................................................................BOTH RETARTED
[L AUTOFEATHER] & [R AUTOFEATHER] – EXTINGUISHED
(neither propeller feathers)

ENGINE ANTI-ICE (Before Takeoff – Runup)

1. Both ANTI-ICE ACTUATOR............................................................. STANDBY
2. Engine Anti-Ice...........................................................................................OFF
[L ENGINE ANTI-ICE], [R ENGINE ANTI-ICE] - EXTINGUISHED
3. Engine Anti-Ice Actuators ........................................................................ MAIN
4. Engine Anti-Ice.............................................................................................ON
[L ENGINE ANTI-ICE], [R ENGINE ANTI-ICE] - Illuminated.

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ICE PROTECTION (Before Takeoff – Runup)

a. Power Levers ....................................................................................... IDLE
b. Auto Ignition ......................................................................................... ARM
[L IGNITION ON], [R IGNITION ON] - ILLUMINATED
d. Power Levers ......................ADVANCE TO ABOVE 425 FT-LBS TORQUE
[L IGNITION ON], [R IGNITION ON] - EXTINGUISHED
f. Power Levers ....................................................................................... IDLE
[L IGNITION ON] & [R IGNITION ON] - ILLUMINATED
g. Auto Ignition ..........................................................................................OFF
[L IGNITION ON] & [R IGNITION ON] - EXTINGUISHED
2. Windshield Anti-ice.
a. Windshield Anti-Ice .................................................................................. HI
(observe increase on left and right loadmeters).
b. Windshield Anti-Ice ...................................................OFF, THEN NORMAL
(observe increase on left and right loadmeters).
c. Windshield Anti-Ice ...............................................................................OFF
3. Electrothermal Propeller Deice.
CAUTION
Do not operate propeller deice when the propellers are static

a. Prop Deice ..............................................................................................ON

b. Deice Ammeter .........................................................................18-24AMPS
(Monitor for 90 seconds to ensure automatic timer operation).
c. Prop Deice ............................................................................................OFF
4. Surface Deice System.
a. Pneumatic Pressure..........................................GREEN ARC (12 – 20 PSI)
b. Surface Deice Switch ............................................SINGLE AND RELEASE
1. Pneumatic Pressure Gage...............WILL DECREASE MOMENTARILY
2. Boots ......................... CHECK BOTH WING AND BOTH HORIZONTAL
STABILILZER BOOTS VISUALLY, IF POSSIBLE,
FOR INFLATION AND VACUUM HOLD DOWN
3. Wing boots will inflate in approximately 6 seconds, followed by
horizontal stabilizer boots.
c. Surface Deice Switch .................................................MANUAL AND HOLD
1. Pneumatic Pressure Gage ..............WILL DECREASE MOMENTARILY
2. Boots ......................... CHECK BOTH WING AND BOTH HORIZONTAL
STABILIZER BOOTS VISUALLY, IF POSSIBLE,
FOR INFLATION.
d. Surface Deice Switch .................................................................. RELEASE
1. Boots ................................... CHECK BOTH WING AND HORIZONTAL
STABILIZER BOOTS VISUALLY, IF POSSIBLE,

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FOR VACUUM HOLD DOWN

5. Pitot Heat.............................................................................................. CHECK
Observe slight increase in loadmeter.

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C90GT OPERATING LIMITATIONS

NOTE TO THE CLIENT: We at FlightSafety strongly recommend that you arrive for your
King Air C90GT initial course familiar with these limitations…in other words, you’d be
wise to memorize them, especially if you are taking an ATP or 14 CFR § 135 checkride!

AIRSPEED LIMITATIONS
VA - Maneuvering Speed ............................................................................... 169
VFE - Maximum Flap Extension/Extended Speed
Approach Position – 35% (White triangle).............................................. 184
Full Down Position – 100% (White arc).................................................. 148
VLO - Maximum Landing Gear Operating Speed
Extension ............................................................................................... 182
Retraction............................................................................................... 163
VLE - Maximum Landing Gear Extended Speed.............................................. 182
VMCA - Air Minimum Control Speed (Red line)(Flaps Up) .................................... 85
(Flaps Approach) .......................... 83
VMO/MMO - Maximum Operating Speed (Red & White hash-marked pointer)
226 or .46 Mach (whichever is less)

EMERGENCY AIRSPEEDS (10,100 LBS)

VXSE - One-Engine Inoperative Best Angle-of-Climb......................................... 100

VYSE - One-Engine-Inoperative Best Rate-of Climb (Blue line) ......................... 108
VMCA - Air Minimum Control Speed (Red line)(Flaps Up) .................................... 85
(Flaps Approach) .......................... 83
One-Engine-Inoperative Enroute Climb ........................................................... 108
Emergency Descent.......................................................................................... 182
Maximum Range Glide ..................................................................................... 125
Flaps Up Landing.............................................................................................. 115

POWER PLANT LIMITATIONS

NUMBER OF ENGINES .................................................................................. Two

ENGINE MANUFACTURER...................................Pratt & Whitney Canada Corp.
ENGINE MODEL NUMBER .....................................................................PT6A-21
POWER LEVERS - Do not lift power levers in flight. Lifting the power levers in
flight, or moving the power levers in flight below the flight idle position, could
result in a nose-down pitch and a descent rate leading to aircraft damage and
injury to personnel.

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C90GT ENGINE OPERATING LIMITATIONS

Operating TORQUE MAXIMUM GAS GENERATOR PROP OIL OIL

Condition SHP FT-LBS OBSERVED RPM N1 RPM PRESS. TEMP
(1) ITT ºC RPM % N2 PSI (2) ºC (3)
STARTING 1090 (4) -40 (MIN)
LOW IDLE 685 (5) - 1100 (min) 40 (MIN) -40 to 99
HIGH IDLE 72 (approx) 0 to 99
TAKEOFF
AND MAX 550 1520 805 38,100 101.5 1900 85 to 105 10 to 99
CONT.
CRUISE CLIMB
AND REC 538 1520 805 38,100 101.5 1900 85 to 105 0 to 99
(NORMAL) (6)(13)
CRUISE
MAX REVERSE (9) 805 88 1825 85 to 105 0 to 99

TRANSIENT 1626 (10) 880 (4) (8) 38,500 102.6 2090 - 104(11)

FOOTNOTES:
(1) Maximum permissible sustained torque is 1520 ft-lbs. Propeller speeds (N2) must be set so as not to exceed power limitation.
(2) When gas generator speeds are above 72% N1 and oil temperatures are between 60ºC and 70ºC, normal oil pressure is
between 85 and 105 psi.
Oil pressure between 40 and 85 psi is undesirable; it should be tolerated only for the completion of the flight, and then only at a
reduced power setting. Oil pressure below 40 psi is unsafe; it requires that either the engine be shut down, or that a landing be
made at the nearest suitable airport, using the minimum power required to sustain flight.
o o
(3) For increased service life of engine oil, an oil temperature of between 74 to 80 C is recommended. A minimum oil temperature
o
of 55 C is recommended for fuel heater operation at take-off power.
(4) These values are time-limited to two seconds.
(5) High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 RPM.
(6) Cruise torque values vary with altitude and temperature.
(7) Reverse power operation is limited to one minute.
(8) High generator loads at low N1 speeds may cause the ITT transient temperature limit to be exceeded. Observe generator load
limits.
(9) Stabilized propeller operation on the ground between 500 and 1100 rpm is prohibited. Operation in this range can generate
high propeller stresses, which can cause propeller damage and result in propeller failure and loss of control of the airplane.
The propeller may be operated when feathered at or below 500 rpm.
(10) This value is time-limited to 20 seconds.
(11) This value is time-limited to 10 minutes.
(12) To account for power setting accuracy and steady state fluctuations, inadvertent propeller excursions up to 1938 rpm are time
limited to 7 minutes.
(13) To account for power setting accuracy and steady state fluctuations, inadvertent torque excursions up to 1550 ft-lbs are time
limited to 7 minutes.

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EXTERNAL POWER LIMITS

External power carts will be set to 28.0 – 28.4 volts and be capable of generating a minimum
of 1000 amps momentarily and 300 amps continuously.

The In-Flight Limits are: 100% GENERATOR LOAD and a MINIMUM N1 of 85%.
During ground operation, observe the following limitations:
GENERATOR LOAD MINIMUM N1
0 to 50% 59%
50 to 80% 61%
80 to 85% 70%

STARTER LIMITS
Use of the starter is limited to 40 seconds ON, 60 seconds OFF, 40 seconds ON, 60
seconds OFF, 40 seconds ON, then 30 minutes OFF.

FUEL LIMITS
APPROVED ENGINE FUELS
COMMERCIAL GRADES
Jet A, Jet A-1, Jet B
MILITARY GRADES
JP-4, JP-5, JP-8

EMERGENCY ENGINE FUELS

COMMERCIAL AVIATION GASOLINE GRADES
80 Red (Formerly 80/87)
100LL Blue*
100 Green (Formerly 100/130)
* In some countries, this fuel is colored Green and designated “100L”.
MILITARY AVIATION GASOLINE GRADES
80/87 Red
100/130 Green
115/145 Purple

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LIMITATIONS ON THE USE OF AVIATION GASOLINE

1. Operation is limited to 150 hours between engine overhauls.
2. Operation is limited to 8,000 feet pressure altitude or below with boost pumps inoperative.
3. Crossfeed capability is required for climbs above 8,000 feet pressure altitude.

FUEL MANAGEMENT
USABLE FUEL (GALLONS X 6.7 = POUNDS)
Total Usable Fuel Quantity................................................................................ 384 gallons (2573 pounds)
Each Side................................................................................................. 192 gallons (1286.5 pounds)
1) Each Wing Tank ............................................................................... 132 gallons (884.5 pounds)
2) Each Nacelle Tank ................................................................................ 60 gallons (402 pounds)

FUEL IMBALANCE
Maximum allowable fuel imbalance between wing fuel systems is 200 pounds.

FUEL CROSSFEED
Crossfeeding of fuel of fuel is permitted only in the event of:
1. Electric boost pump failure, or
2. Engine Failure

FUEL GAGES IN THE YELLOW ARC

Do not take off if fuel quantity gages indicate in the yellow arc or indicate less than 265 pounds of fuel in
each wing system.

OPERATING WITH LOW FUEL PRESSURE

Operation of either engine with its corresponding fuel pressure annunciator (L FUEL PRESS or R FUEL
PRESS) illuminated is limited to 10 hours before overhaul or replacement of the engine-driven fuel pump.
Windmilling time need not be charged against this time limit.

BOOST PUMPS
Both boost pumps must be operational prior to takeoff.

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PROPELLER ROTATIONAL SPEED LIMITS

Transients.........................................................................................................................................2090 rpm
Reverse ............................................................................................................................................1825 rpm
Minimum Idle Speed ........................................................................................................................1100 rpm
Ground Operation Prohibited Range ................................................................................>500 to <1100 rpm

PROPELLER ROTATIONAL OVERSPEED LIMITS

The maximum propeller overspeed limit is 2090 rpm and may be used for all power settings during
emergency conditions. Sustained propeller overspeeds faster than 1900 rpm indicate failure of the
primary governor. Sustained propeller overspeeds faster than 1976 rpm indicate failure of both the
primary governor and the overspeed governor.

PROPELLER AUTOFEATHER
The propeller autofeather system must be operable for all flights and must be armed for takeoff, climb,
approach and landing.

WEIGHT LIMITS
Maximum Ramp Weight................................................................................................................. 10,160 lbs
Maximum Take-off Weight ............................................................................................................. 10,100 lbs
Maximum Landing Weight................................................................................................................ 9,600 lbs
Maximum Zero Fuel Weight ...................................................................................... No Structural Limitation
Maximum Rear Baggage Compartment Load .................................................................................... 350 lbs
Maximum Nose Avionics Compartment Load..................................................................................... 350 lbs

MINIMUM FLIGHT CREW

One pilot.

MAXIMUM OPERATING PRESSURE-ALTITUDE LIMIT

30,000 feet

MAXIMUM OUTSIDE AIR TEMPERATURE LIMITS

ISA +33ºC

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CABIN PRESSURIZATION LIMIT

Maximum Cabin Pressure Differential ................................................................................................. 5.1 psi

MAXIMUM OCCUUPANCY LIMIT

Thirteen (13) including crew

LANDING GEAR CYCLE LIMITS

Landing gear cycles (1 up – 1 down) are limited to one every 3 minutes for a total of 10 cycles followed by
a 15 minute cool down period.

ICING LIMITATIONS
Minimum Airspeed (KIAS) for Sustained Icing Flight...................................................................... 140 knots
Minimum Temperature for operation of Deicing Boots ...........................................................................-40°c
Sustained Flight in icing conditions with flaps extended is prohibited except for approach and landings.
ENGINE ANTI-ICE shall be ON for operation in ambient temperature of +5ºC when flight free of visible
moisture cannot be assured.

APPROVED AIRPLANE DEICING/ANTI-ICING FLUIDS

SAE AMS 1424 Type I
ISO 11075 Type I
SAE AMS 1428 Type II
ISO 11078 Type II
SAE AMS 1428 Type IV.

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LIMITATIONS WHEN ENCOUNTERING SEVERE ICING CONDITIONS (Required

By FAA AD 98-04-24)
WARNING
Severe icing may result from environmental conditions outside of those for which the airplane is certificated. Flight in freezing rain,
freezing drizzle, or mixed icing conditions (supercooled liquid water and ice crystals) may result in ice build-up on protected surfaces
exceeding the capability of the ice protection system, or may result in ice forming aft of the protected surfaces. This ice may not be
shed using the ice protection systems, and may seriously degrade the performance and controllability of the airplane.

1. During flight, severe icing conditions that exceed those for which the airplane is certificated shall be
determined by the following visual cues. If one or more of these visual cues exists, immediately
request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the
icing conditions.
a. Unusually extensive ice accreted on the airframe in areas not normally observed to collect
ice.
b. Accumulation of ice on the upper surface of the wing aft of the protected area.
c. Accumulation of ice on the engine nacelles and propeller spinner farther aft than normally
observed.
2. Since the autopilot, when installed and operating, may mask tactile cues that indicate adverse
changes in handling characteristics, use of the autopilot is prohibited when any of the visual cues
specified above exist or when unusual lateral trim requirements or autopilot trim warnings are
encountered while the airplane is in icing conditions.
3. All icing detection lights must be operative prior to flight into icing conditions at night. [NOTE: This
supersedes any relief provided by the Master Minimum Equipment List (MMEL).]

CRACKED OR SHATTERED WINDSHIELD

The following limitations apply when continued flight is required with a cracked outer or inner ply of the
windshield.
1. Continued flight with a cracked windshield is limited to 25 flight hours.
2. Windshields which have a shattered inner ply will have numerous cracks which will obstruct
forward vision and may produce small particles or flakes of glass that 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 from the local FAA Flight Standards Office.
3. Crack(s) must not impair visibility.
4. Crack(s) must not interfere with the use of windshield wipers for flights requiring the use of the
wipers.
5. Windshield Anti-ice must be operational for flights in icing conditions.
6. The following placard must be installed in plain view of the pilot:
MAXIMUM AIRPLANE ALTITUDE IS LIMITED TO 25,000 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.

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CRACK IN ANY SIDE WINDOW (COCKPIT OR CABIN)

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) which may
occur on the milled edge of cockpit side windows. Refer to the maintenance manual for the disposition of
such chips.
1. Continued flight is limited to 25 flight hours.
2. Flights must be conducted with the cabin depressurized. The following placard must be
installed in clear view of the pilot:
PRESSURIZED FLIGHT IS PROHIBITED DUE TO A CRACKED SIDE WINDOW.
CONDUCT FLIGHT WITH THE CABIN PRESSURE SWITCH IN THE DUMP POSITION

KINDS OF OPERATIONS
The Beech King Air C90A and C90B are approved for the following types of operations when the required
equipment, as shown in the KINDS OF OPERATIONS EQUPMENT LIST, is installed and operable.
1. VFR Day
2. VFR Night
3. IFR Day
4. IFR Night
5. Icing Conditions

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TRIPLE-FED ELECTRICAL SYSTEM

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FUEL SYSTEM

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KING AIR C90GT INITIAL PILOT COURSE SYLLABUS (Typical)

Day Ground School Simulator

Day 1 4 Hours Ground School Session 1
(Monday) Administration
1 Hour Brief
Facilities tour
Aircraft General 2 or 4 Hour Simulator
CRM
Avionics 30 Min. Debrief
Day 2 4 Hours Ground School Session 2
(Tuesday) Powerplant
1 Hour Brief
Weight & Balance / POH/AFM
Master Warning 2 or 4 Hour Simulator
Electrical System
30 Min. Debrief
Day 3 4 Hours Ground School Session 3
(Wednesday) Lighting
1 Hour Brief
Fuel
Propellers 2 or 4 Hour Simulator
30 Min. Debrief
Day 4 4 Hours Ground School Session 4
(Thursday) Pneumatics
1 Hour Brief
Environmentals
Pressurization 2 or 4 Hour Simulator
Oxygen
Ice and Rain Protection 30 Min. Debrief
Day 5 4 Hours Ground School Session 5
(Friday) Performance / Flight Planning
1 Hour Brief
Landing Gear & Brakes
Flight Controls 2 or 4 Hour Simulator
Fire Detection and Extinguishing
Aircraft General 30 Min. Debrief
Windshear
End of Course Exam and Critique
Factory Tour
Day 6 14 CFR § 135 or ATP
(Saturday) checkride (if applicable)
Day 7 Line Oriented Flight Training (if
(Sunday) required for 14 CFR § 135
operations)

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GRADING AND EVALUATION STANDARDS

(Applicable for ATP and 14 CFR § 135 Clients)
NOTE:
For § 91 clients, not accomplishing an ATP check, the appropriate PTS for the
level of certificate held would apply.

ATP or FlightSafety Proficiency Card (“ProCard”) Completion Standards: The pilot must
perform all procedures and maneuvers to the tolerances listed in the AIRLINE TRANSPORT
PILOT AND AIRCRAFT TYPE RATING Practical Test Standards for AIRPLANE (ATP PTS) to
successfully complete the course. For a ProCard to be issued to any pilot, the pilot must
consistently exceed the standards defined in the ATP PTS throughout the course.

1. Takeoff
a. Heading ± 5°
b. Airspeed ± 5 KIAS
2. Departure, Cruise, Holding, and Arrival
a. Altitude ± 100 feet
b. Heading ± 10°
c. Airspeed ± 10 KIAS
3. Steep Turns
a. Altitude ± 100 feet
b. Rollout Heading ± 10°
c. Bank Angle ± 5°
d. Airspeed ± 10 KIAS
4. Approach to Stall
a. Recognize Perceptible Stall or Stall Warning
b. Recover at First Indication of Stall
c. Strive for Minimum Altitude Loss
5. IFR Approaches (Prior to Final Approach)
a. Precision
(1) Altitude ± 100 feet
(2) Heading ± 5°
(3) Airspeed ± 10 KIAS
b. Nonprecision
(1) Altitude ± 100 feet
(2) Heading ± 5°
(3) Airspeed ± 10 KIAS

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Grading and Evaluation Standards (continued)

6. IFR Approaches (During Final Approach)

a. Precision Approach
(1) CDI ± ¼ Scale Deflection
(2) GS ± ¼ Scale Deflection
(3) Airspeed ± 5 KIAS
b. Nonprecision Approach
(1) CDI ± ¼ Scale Deflection
(2) RMI ± 5° Deviation
(3) Bearing Pointer ± 5° Deviation
(4) MDA +50, – 0 feet
(5) Airspeed ± 5 KIAS
c. Circling
(1) MDA + 100, – 0 feet
(2) Heading/Track ± 5°
(3) Airspeed ± 5 KIAS
(4) Bank Should not exceed 30°

7. Missed Approach
a. Altitude ± 100 feet
b. Heading ± 5°
c. Airspeed ± 5 KIAS

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