UE Systems

Covering All The

Major Systems Of The
Beech 1900D Airliner

Dan Boedigheimer, Ph.D.

The information provided in this manual is intended to be used to
become familiar with the operating systems of the Beech 1900D airliner.
This manual is not intended to be used in place of any operating
manuals, checklists, or other documentation provided for the Beech
1900D airliner. Information contained in this book has been obtained by
Aviation Solutions from sources believed to be reliable; however, neither
Aviation Solutions nor its authors guarantee the accuracy or
completeness of any information published herein, and neither Aviation
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shall be responsible for any errors, omissions, or damages, including
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This work is published with the understanding that Aviation Solutions and
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Copyright © 2002-2014 Aviation Solutions. All rights reserved. Printed in

the United States of America. No part of this publication may be used,
reproduced, or distributed in any form or by any means, or stored in a
database or retrieval system, without the prior permission of the
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Dan Boedigheimer
Aviation Solutions
16575 Dancing Wolf Way
Colorado Springs, CO 80908

ISBN 978-0-9724205-3-2

Trademarks
Beech is a trademark of Raytheon, Inc. Other product names mentioned
in this manual may be trademarks or registered trademarks of their
respective companies and are hereby acknowledged.
 Table of Contents
Foreword .................................................................................................. 7
1900 Airliner ............................................................................................. 9
Nose Section ......................................................................................... 9
Cockpit ................................................................................................. 10
Passenger Cabin ................................................................................. 10
Airstair Door ......................................................................................... 11
Wings ................................................................................................... 12
Baggage Compartment ....................................................................... 13
Empennage and Aft Fuselage ............................................................. 13
Emergency Exits .................................................................................. 14
Airspeed Limitations ............................................................................ 15
Airspeed Indicator ................................................................................ 16
Weight Limitations ............................................................................... 16
Maneuver Limitations .......................................................................... 17
Load Factor Limitations ....................................................................... 17
Flight Crew Limitation .......................................................................... 17
Pressure Altitude Limitations ............................................................... 17
Outside Air Temperature Limitations ................................................... 17
Engines .................................................................................................. 19
General Engine .................................................................................... 19
Defining Engine Locations ................................................................... 20
Engine Sections ................................................................................... 21
Engine Controls ................................................................................... 25
Engine Instruments .............................................................................. 27
Engine Operating Limitations .............................................................. 29
Engine Oil System ............................................................................... 31
Fuel Control Unit .................................................................................. 31
Engine Start ......................................................................................... 32
Auto Ignition ......................................................................................... 33
Annunciators ......................................................................................... 35
Warning Annunciator ........................................................................... 35
Caution Annunciator ............................................................................ 36
Advisory Annunciator ........................................................................... 36
Annunciator Power Source .................................................................. 36
Testing and Dimming ........................................................................... 37
Fire Detection System ......................................................................... 37
Warning Annunciator Display .............................................................. 39
Caution/Advisory Annunciator Display ................................................ 40

UE Systems 4
 Table of Contents
Flight Controls ....................................................................................... 43
Primary Flight Controls ........................................................................ 43
Secondary Flight Controls ................................................................... 44
Autopilot ............................................................................................... 46
Propellers ............................................................................................... 49
Propeller Blade Angle .......................................................................... 49
Propeller Governors ............................................................................ 50
Propeller Governor Test ...................................................................... 53
Power Levers ....................................................................................... 53
Propeller Levers .................................................................................. 54
Autofeather .......................................................................................... 54
Propeller Synchrophaser and Synchroscope ...................................... 56
Electrical System .................................................................................. 59
Definitions ............................................................................................ 59
NiCad Battery ...................................................................................... 60
Starter/Generator ................................................................................. 62
Electrical Distribution ........................................................................... 64
Buses ................................................................................................... 64
External Power .................................................................................... 66
AC Electrical System ........................................................................... 66
Limitations............................................................................................ 67
Landing Gear and Brakes..................................................................... 71
Landing Gear Components ................................................................. 71
Nose Gear ........................................................................................... 72
Main Gear ............................................................................................ 73
Landing Gear Handle .......................................................................... 73
Hydraulic Extension and Retraction .................................................... 73
Position Indicators ............................................................................... 74
Warning Horn....................................................................................... 75
Manual Extension ................................................................................ 75
Brakes.................................................................................................. 76
Anti-skid ............................................................................................... 77
Power Steering .................................................................................... 77
Environmental ....................................................................................... 81
Bleed Air .............................................................................................. 81
Bleed Air Valve Switches ..................................................................... 82
Pressurization ...................................................................................... 82
Temperature Control ........................................................................... 85
Temperature and Pressure Limits ....................................................... 88
UE Systems 5
Table of Contents
Test Functions ..................................................................................... 88
Unpressurized Ventilation.................................................................... 89
Ventilation Blower ................................................................................ 89
Pneumatic and Vacuum ...................................................................... 89
Fuel ......................................................................................................... 95
Fuel Tanks ........................................................................................... 95
Fuel Movement .................................................................................... 96
Cavitation ............................................................................................. 98
Auxiliary Tank ...................................................................................... 98
Fuel Cross Transfer ............................................................................. 99
Fuel Vents.......................................................................................... 100
Fuel Drains ........................................................................................ 100
Fuel Quantity Indicators ..................................................................... 101
Use of Aviation Gasoline ................................................................... 101
Low Fuel Warning System................................................................. 102
Limitations.......................................................................................... 102
Ice Protection....................................................................................... 105
Anti-Ice Systems ................................................................................ 105
De-ice Systems ................................................................................. 110
Radar ................................................................................................. 114
Avionics ............................................................................................... 115
Audio Panel ....................................................................................... 115
TCAS ................................................................................................. 118
GPWS ................................................................................................ 121
Cabin Briefer ...................................................................................... 129
Electronic Flight Instrumentation System (EFIS) ............................ 131
EADI .................................................................................................. 131
EHSI .................................................................................................. 138
Reversionary Panel ........................................................................... 145
EFIS Auxiliary Power ......................................................................... 146
Governors ............................................................................................ 147
Definitions ............................................................................................ 151
Abbreviations ...................................................................................... 157
Efficiency ............................................................................................. 161
Index ..................................................................................................... 163

6 UE Systems
01
Foreword

Foreword
This training manual was designed to be used in conjunction with turbine
transition training in a turboprop flight training device. It is based on the
Beech 1900D airliner. Regardless if you actually ever fly a Beech 1900
airliner, this course and training manual provides the foundation you
need to take a type-specific turboprop ground school.
To best prepare yourself for a type-specific aircraft ground school, you
must become familiar with the terminology associated with turbine
aircraft. The specific data and limitations in this training manual for the
1900 are important to know for the simulator portion of your training, but
long term memorization is not as important as learning the fundamentals
of what makes up each system. Although the design of each system
varies from aircraft to aircraft, the basic components and operating
principles remain the same.
The back of this manual contains an appendix of definitions and
abbreviations for your reference.
A special thank you to Matt Harrington, ATP Beech 1900; Paul
Skjeveland, ATP Beech 1900 check airman; and my wife, Jodie, for help
with editing the manual.
Thank you for your purchase of this manual. I am sure you will find it as
helpful in your transition to turbine aircraft as I found my first turbine
transition training class.

Fly Safe,
Dan Boedigheimer, Ph.D.
ATP, CFI AMEI, Aircrew Program Designee

UE Systems 7
Foreword

Notes

8 UE Systems
02 1900 Airliner

The Beech 1900 Airliner is a twin turboprop certified to carry up to 19

passengers. Sitting over 14 feet tall and 57 feet long with a wing span
exceeding 57 feet, it is the largest in the generation of King Airs.
There have been five different models of the 1900; the A, B, two versions
of the C (one civilian, one military), and the D. Civilian models are
identified as series UA, UB, UC, and UE. Series UD is the military
version of the UC model. Manufacturing began on the A model in August
1980. At that time, there were no procedures to certify a 19 passenger
aircraft, so it was certified under special FAR part 41C. Today, aircraft of
that size (including the D model) are certified under FAR parts 23 and
25. FAR part 41C was a short-term fix to differentiate the newly created
small passenger carrying turboprop from the light twin (FAR part 23).
FAR part 25 requires more performance and safety features to be built
into an aircraft than does FAR part 41C or part 23.
There were only six A models and 74 B models made, and by March
1991 when C model production ceased, there were 174 of those. There
also were six additional C models made to military specifications.
Production of the D model began in January 1989 with FAA certification
in 1991.

Nose Section
The nose section houses the hydraulic brake
fluid reservoir, vacuum system inlet, weather
radar, and various electrical and avionics
equipment. This area was designed in earlier
1900 models to be an additional baggage
compartment, but most operators used the
space to store the avionics and optional
equipment like TCAS (Traffic Collision

UE Systems 9
1900 Airliner
Avoidance System) and GPWS (Ground Proximity Warning System),
which leaves no room for baggage. In the D model, this area is strictly
reserved for avionics equipment.

Cockpit
The 1900 is certified for single pilot operations; however, when operating
under FAR part 135 or 121, a second pilot is required when there are ten
or more seats installed.
The cockpit includes the six standard flight
instruments on both the left and right side of the
instrument panel. The engine instruments are
between the flight instruments. Electronic flight
instrumentation system (EFIS) displays replace
the standard attitude indicators and HSIs on
both sides. The EFIS display for the HSI on the
right side is shown in the picture to the right.
In addition to the instrument panel, the overhead panel, pedestal, and
side panels contain controls. The overhead panel has switches for lights
along with some electrical system gauges. The pedestal includes the
autopilot controls, pressurization controls, and an autobrief system for
passenger briefings. The left side panel is for the fuel controls and
gauges. The right side panel is circuit breakers.
Options installed in some airplanes include TCAS, GPWS,
and GPS.
Separating the cockpit from the passenger cabin, there
can be a simple curtain or doors that extend out from
panels located behind each seat in the cockpit. Since
there is no emergency exit located in the cockpit, there
can be no type of reinforced lockable cockpit door.

Passenger Cabin
The most noticeable difference between earlier models of
the 1900 and the D model is a 71” stand up cabin. The
fuselage looks much taller than earlier models.
The passenger cabin can be designed to carry only cargo,
only passengers, or a combination of both. For passenger-
carrying airline purposes, there are 19 seats and a coat
closet located in the cabin. There are nine rows of seats;
the first eight rows have one seat on each side of the aisle,
and the ninth row has three seats together in a couch
10 UE Systems
 1900 Airliner
formation. The seats are labeled as row 1 to 9 (front to back) and seats
A, B, and C. A is on the left side while looking forward. The only seat
labeled B is the middle seat in the back row. The coat closet is across
from the entry door. It allows for a total of 250 pounds of passenger or
crew carryon baggage, including up to 100 pounds on a coat rack for
hanging clothes.
There are sixteen windows
in the passenger cabin,
eight on each side. Each
window is made of polyvinyl
butral (PVB) laminated with
acrylic plastic. The aircraft
may be installed with a light
polarizing unit or window
shades. If installed with a light polarizing unit, a knob on the window
varies the amount of shading, from clear to dark. If the windows are left
in the polarized (shaded dark) position over time, the sun will deteriorate
the polarization, causing a smoky film to burn into the window.
Each passenger seat has individually controlled air outlets, reading
lights, and emergency oxygen masks. The air outlets and emergency
oxygen masks are located on the cabin sidewall, and the reading lights
are on the cabin ceiling. Also on the cabin ceiling is another set of lights
that are controllable from the cockpit.

Airstair Door
The entry door doubles as a five-step stairway
to the aircraft. A hydraulic damper on the door
slows the rate of opening. A plastic covered
cable is used to form a hand rail and support the
door in the open position. The bottom of the
door is attached to the fuselage with a piano-
type hinge. Four rotating camlock latches on
each side of the door frame fit into posts in the
fuselage and hold the door shut.
A pneumatic seal installed in the rim of the door
is inflated by engine bleed air to form a pressure
seal against the fuselage for flight. This system
is activated by a landing gear safety switch
when weight is off the landing gear.

UE Systems 11
1900 Airliner
You open the entry door by pressing the safety release button and lifting
the aluminum handle upward. The door swings out and down to form the
airstair.
To close the door from the inside, pull up on the support cable and hold
the door in place while moving the handle down. From the outside, push
up on the bottom of the door and hold the door in place while moving the
handle clockwise to the horizontal position. When the cabin door is
closed and locked, a red [CABIN DOOR] annunciator light extinguishes.
Prior to takeoff, verify the security of the door with the following checks:
1 Handle – Attempt to move the handle without pressing the safety
button. There should be no movement.
2 Window – Check the observation window below the handle. The
safety lock arm should be around the diaphragm shaft. Illuminate
the area by pressing the red push button switch located by the
window.
3 Cams – Check the eight observation ports located on each side
of the door. The orange stripes on the camlock latches should be
aligned with the black arrows.
4 Button – You should be able to freely press the safety button in
and out.
5 Annunciator – The cockpit red [CABIN DOOR] annunciator
should be extinguished.
Besides the safety release button, the cabin door is equipped with
additional safety features. To prevent inadvertent opening of the door in
flight, a pressure differential diaphragm is incorporated in the safety
release button. One side of the diaphragm senses cabin pressure and
the other side senses ambient air. As the differential pressure increases,
the force required to press the button is also increased.

Wings
The wings are assembled in three sections, one center and two outboard
wing assemblies. The center section provides the support for the engine
nacelles and the outboard assemblies.
Fuel is stored in each wing. To increase the amount of fuel that can be
carried, a one piece wing spar was placed through all three wing
sections. The wing turning radius is 41’ 2” and the tail is 39’ 1”. This can
make it seem like if the wing can clear an object so will the tail, but in the
past, this misconception has led to the wing going under an object and
the tail hitting it.

12 UE Systems
 1900 Airliner
Baggage Compartment
The baggage compartment is separated from
the passenger cabin by a latching partition.
Webbing is provided to isolate baggage
between two compartments. A total of 1630
pounds can be carried in the baggage
compartment; up to 1000 pounds in the forward
section and 630 in the aft section. The cargo
door measures 62”x 52”. When the cargo door
is closed and locked, a red [CARGO DOOR] annunciator light
extinguishes in the cockpit.

Empennage and Aft Fuselage

The aerodynamic enhancements added from the early King Air include a
T-tail, stabilons, tailets, and vortex generators. The T-tail includes the
vertical and horizontal stabilizer, rudder,
tailets, and elevator with attached trim tabs.
Because the T-tail is not disturbed by prop
wash or down wash from the wings, it flies in
undisturbed air. The advantages of this are
lightened control forces, less metal fatigue,
fewer pitch changes from a change in flaps or
power settings, and a larger center of gravity
range. The T-tail has enough airflow to become effective at 65 knots.
De—ice boots are located on the leading edge of the horizontal
stabilizer.
The small horizontal surfaces
located below the T-tail and aft of
the baggage door are stabilons.
They are an additional wing for
the aircraft and produce lift. The
stabilons allow for greater pitch
stability, let the aircraft climb in a
stalled condition, and aid in
recovery from deep stalls.
The tailets, also part of the T-tail,
are the two vertical fins that extend down from the horizontal stabilizer.
They aid in the directional stability at slow speeds and lower the Vmc
speed. The leading edges of the tailets are equipped with de-ice boots.

UE Systems 13
1900 Airliner
There are two types of
vortex generators on
the 1900. One type is
located on the leading
edge of the flaps, which
are only visible when
the flaps are extended.
They add energy to the
boundary layer and
keep the air closer to the wing for a longer period of time, which reduces
the stall speed. The other type of vortex generator lowers interference
drag at the point where the wing attaches to the fuselage. It is a 4” x 10”
x 1/8” thick piece of metal attached to the fuselage just forward of the
wing.
Located on the aft bottom
of the fuselage are
strakes that aid in
directional stability and
help dampen any yaw
movements of the tail
section.
There are winglets
installed on the end of
each wing. Winglets utilize
the slipstream of air on
the end of the wing to produce additional lift.

Emergency Exits
There are three emergency exit doors; two are located on the right side
and one on the left of the passenger cabin. Each emergency exit has a
gray stripe around it so it may be identified from the outside. The doors
are opened from the outside by a
pull-out type handle located in the
upper center of the door. Doors are
identified from inside the aircraft as
seats 4C, 6A, and 6C and are
released from the inside by a pull-
down handle. To use the emergency
exit, pull the flush mounted handle
and pull the plug-type door into the
cabin. This emergency exit is not
connected to the door warning circuit,

14 UE Systems
 1900 Airliner
so always make sure it is secure before flight. Do not try to open an
emergency exit while the aircraft is pressurized.
For security when the aircraft is parked, the emergency exit doors can be
locked so that they cannot be opened from the outside. The emergency
exits can be locked to prevent entry into or exit from the aircraft by
putting a locking pin in the hole next to the release handle.

Airspeed Limitations
Speed KIAS Remarks
Maneuvering Do not make full or abrupt
VA (16,950 LBS) 178 control movements above
this speed.
Flap Extension VFE Do not extend flaps or
Flaps 17° 188 operate with flaps in
143 prescribed position above
Flaps 35° (UE 1-78)
these speeds.
(UE 79 and after) 154
Landing Gear Operating Do not extend or retract the
VLO landing gear above this
Extension 180 speed.
Retraction 180
Maximum Landing Gear Do not exceed this speed
Extended with the landing gear
VLE 180 extended.

Minimum Control Lowest airspeed the

Airspeed VMCA airplane is directionally
Flaps Up 92 controllable when the critical
Flaps 17° engine is inoperative
92

Maximum Operating Maximum speed for any

Speed operation
VMO to 13,200 ft 248
VMO 13,200 to 25,000 ft 248-195

UE Systems 15
1900 Airliner

Airspeed Indicator

Marking KIAS Significance

Lower Limit of 84 VSO at 16,950 with flaps 35° and
White Arc idle power
White Arc 84 to 143 Full-flap operating range
(UE 1 – 78)
White Arc 84 to 154 Full-flap operating range
(UE 79 and
after)
Red and White 248 Maximum speed for any operation
Hash marked sea level to 13,200 feet
Pointer
Red and White 248 to 195 Maximum speed for any operation
Hash marked 13,200 feet to 25,000 feet (0.48
Pointer Mach)

Weight Limitations
Maximum Ramp Weight ........................................................... 17,230 LBS
Maximum Takeoff Weight ........................................................ 17,120 LBS
Maximum Landing Weight ........................................................ 16,765 LBS
Maximum Zero Fuel Weight ..................................................... 15,165 LBS

16 UE Systems
 1900 Airliner
Maneuver Limitations
This is a normal category airplane. Acrobatic maneuvers, including spins,
are prohibited.

Load Factor Limitations

With Flaps up:
3.0 G-Positive
1.2 G-Negative
With Flaps 17° or Flaps 35°:
2.0 G-Positive
0.0 G-Negative

Flight Crew Limitation

Minimum Flight Crew is one pilot unless the operation requires a copilot.
(Part 135 and 121 require a copilot for operations with over 10 seats.)

Pressure Altitude Limitations

Normal ........................................................................................ 25,000 FT
Operation with Aviation Gasoline ............................................... 18,000 FT

Outside Air Temperature Limitations

Sea Level to 25,000 FT Pressure Altitude ............................... ISA + 37° C

UE Systems 17
1900 Airliner

Notes

18 UE Systems
03 Engines
In 1961, Pratt and Whitney of Canada first certified the popular PT6A line
of engines. Over 40,000 of the power plants have been delivered
worldwide, accumulating more than 275 million flight hours with an
inflight shutdown rate of one per 333,333 hours. The Beechcraft 1900D
airliner is powered by one of these models, the PT6A-67D.
PT6A-67D is an acronym defining the engine as follows:
• PT = Propeller Turbine
• 6 = 6th Propeller Turbine Design by Pratt and Whitney
• A = Advanced
• 67D = Model number

General Engine
The engine can be defined by its major properties. The PT6A-67D can
be defined as:
• Reverse flow
• Free turbine
• Flat rated to 1279 shaft horsepower (shp)
Reverse flow indicates the direction of airflow through the engine. Air
enters the engine through an inlet behind the propeller and flows to the
rear of the engine. It then reverses course and flows forward to the front
of the engine before it reverses again and comes out through the
exhaust stacks.
The free turbine refers to the two major sections of the engine, the gas
generator and power turbine sections, which rotate freely, having no
physical connection between them.
Flat rated is the same as “D” rated. The engine is actually able to put out
more horsepower than it is rated for. At sea level and standard
temperature, the engine power is limited so that as you climb or the
temperatures get warmer than standard you can still achieve the “full”
power the engine is rated for. Flat rating the engine also increases
engine longevity.
The PT6A-67D engine is flat rated at takeoff for 1279 shaft horsepower.
SHP is a measurement of propeller rpm and the torque applied to turn
the propeller shaft. Another rating for a turboprop engine is equivalent
UE Systems 19
Engines
shaft horsepower (ESHP). ESHP equals SHP plus the extra thrust
produced by exhaust leaving the engine (approximately an additional
10% thrust). The PT6A-67D is rated at takeoff for 1353 ESHP.

Engine exhaust stack on the PT6A-67D

Defining Engine Locations

Engine locations, called stations, are defined by using numbers. In the
PT6A-67D, there are seven stations numbered 1-7. Engine station
number 1 is in the aft section of the engine, and the numbers increase as
you move forward. The numbers refer to specific pressure or
temperature points in the engine. For example, bleed air off the engine is
called P3 air. This refers to where the air comes from—engine station
number 3. The P stands for pressure, a T for temperature. Engine station
number 5 is located further forward (specifically between the compressor
and first stage power turbine). The T5 station is the place Interstage
Turbine Temperature (ITT) is taken.

20 UE Systems
 Engines
Engine Sections
The engine can be broken down into five sections:
• Gas Generator
• Combustion
• Power
• Accessory Gearbox
• Reduction Gearbox

Gas Generator
There are two major rotating shafts in the PT6A engine, the gas
generator and the power shaft. The gas generator shaft has five
compressors on it. It is called a free turbine that rotates counter-
clockwise and is used to compress air to 12 times its original pressure.
The speed of rotation of the gas generator shaft is displayed in the
cockpit on the N1 gauge as a percentage of maximum rpm.
Air enters the engine through
the air inlet located on the
lower front of each engine
nacelle (photo on right). Due
to the reverse flow design, the
air flows from the inlet to the
aft portion of the engine and
through an abifricated plenum
(wire mesh screen).
The air then flows through five
compressors; four axial flow and one centrifugal flow. An axial flow
compressor compresses air in a straight line. Between each compressor
is a row of stator vanes. Stator
vanes are fixed position metal
one-inch long plates attached
to the inside of the engine
casing. The stator vanes raise
the air’s static pressure and
direct it to the next stage of
compression. The centrifugal
flow compressor is the last in
the line and compresses the
air and changes the airflow at
a 90 degree angle. Instead of
another row of stator vanes after the centrifugal flow compressor, the air
UE Systems 21
Engines
flows through diffuser tubes which direct the airflow another 90 degrees
and toward the burner can.
All five of the compressors rotate on one shaft. In technical terms, it is
called a four stage axial flow, single stage centrifugal flow compressor
driven by a single stage reaction turbine. Each axial flow compressor has
its own engine station number. They are numbered 1 through 4. The
centrifugal flow compressor does not have its own number. It is located
between engine station number 4 and 5. Station 5 is the split between
the gas generator and the power shaft.
Axial flow compressors are most efficient at low power settings.
Centrifugal flow compressors are most efficient at high power settings.
Because of the efficiency of the axial flow compressors at low power
settings, too much air is compressed and sent toward the centrifugal flow
compressor. To alleviate this pressure, air is routed from the fourth stage
of compression to a compressor bleed valve at the P2.5 section of the
engine to protect from having a compressor stall. If you think of each
vane on a compressor blade like an airplane wing, a compressor stall is
when the airflow over the vane (wing) is disrupted and no longer
producing compression (lift). The compressor bleed air valve is fully
open, allowing excess pressure to escape between 0-70% N1. The valve
begins to close at 70% and is fully closed at 90% of maximum N1. At
90% N1 the centrifugal flow compressor is now more efficient than the
axial flow compressor, and a compressor stall caused by the difference
in efficiencies is no longer a concern. The excess air vented through the
bleed air valve, when open, is routed back to the first stage of
compression.

Combustion
The combustion section is where the compressed air meets up with fuel
and a spark. This is all done in a burner can (technical name is an
annular combustion chamber). The burner can is the shape of a donut,
about as wide as the engine and 3 inches thick. The air enters the burner
can through hundreds of pin-sized holes. Fuel is sent via a dual fuel
manifold into the burner can through 14 duplex fuel nozzles (each with a
primary and secondary port) located in a ring around the outside of the
burner can. During engine start, fuel is delivered through the primary
ports of the nozzles until the secondary nozzles are activated at an N1 of
40% to 45%. Secondary fuel nozzle operation can be noted by a
momentary surge in fuel flow, ITT, and rapid N1 acceleration.
Only approximately 25% of the air from the compressor section mixes
with fuel to support combustion. The mixture is ignited by two spark type

22 UE Systems
 Engines
igniters (located at the 4 and 9 o’clock positions). If one of the igniters
fails, the second is powerful enough to operate the entire system.
Temperature in the burner can at cruise power settings generally runs up
to 720° C with a limitation on start not to exceed 1000° C. There are not
many metals that can withstand that type of heat, especially when you
consider you are trying to conserve weight. That is where the remaining
75% of the air that does not support combustion comes in.
Consider this example. Imagine putting a candle in an empty coffee can.
The flame from the candle needs oxygen to burn, so if the lid were put on
the coffee can the flame would extinguish. If a hole was put in the side of
the coffee can and the lid placed on it, the candle would still burn but the
flame would angle toward the hole, its only source of oxygen. This
creates a hot spot next to the hole in the can. Over time that area of the
can will deteriorate faster than the rest of the can due to the heat. Now
imagine putting hundreds of small pin sized holes all around the can.
Where would the flame burn now? Yes, right in the center of the can,
without creating any hot spots.
The burner can in the engine is the same as the coffee can in the
example. It has hundreds of small pin-sized holes where air flows into it.
The 75% of the air that does not support combustion is used to center
the flame and keep the 700° C temperatures away from the metal
exterior of the burner can. So what sounded like inefficiency is actually
put to good use, allowing lighter weight materials to be used in the
engine construction.
The igniters are used during engine start to ignite the fuel air mixture.
Once the engine starts running, it is self-sustaining. The igniters are
turned off after the start sequence and the engine continues to run
normally. It is standard procedure, though, to manually turn the igniters
on in turbulence or heavy precipitation to prevent a flame out from shock
or water making it into the burner can.
The rapidly expanding air (coming from the controlled explosion of fuel in
the burner can) flows through guide vanes which direct the air to the
compressor turbine (CT wheel) located on the gas generator shaft.
Approximately 60% of the energy from combustion gases is used by the
compressor turbine to turn the axial and centrifugal flow compressors.

Power Section
The balance of the energy of the combustion gases that is not used by
the compressor turbine to turn the gas generator shaft is used by two
power turbines. The power turbines are attached to the power shaft,

UE Systems 23
Engines
which drives the reduction gearbox, which in turn drives the propeller.
The power turbine rotates clockwise, which is opposite of the gas
generator section that rotates counter-clockwise. No moving parts are
connected between the two sections. This is why they call it a free
turbine design. The reason for the counter-rotating shafts is to reduce
engine vibration and noise and to counteract torque.
The fact that only 40% of the energy of the air coming out of the
combustion chamber is used to turn the propeller is not an inefficiency.
The remaining 60% of the energy is used by the gas generator shaft to
create a self-sustaining cycle to keep the engine running. When the
engine is being started, there is little airflow going through it. As 60% of
the energy of this airflow gets used by the compressor turbine it begins
to turn the five compressors on the gas generator shaft faster. As the five
compressors start turning faster, they compress more air. As more air
gets compressed, the compressor turbine uses more energy to turn the
five compressors even faster. The cycle continues and continues, so the
more air the compressor turbine uses, the more air the compressors
have to compress.
To control the cycle of compressing air to maintain the engine speed you
want, the power levers meter fuel to the burner can through the use of a
governor. The fuel flow governor has many of the same properties of a
basic propeller governor. (See appendix A for a review of governor
operation.) If the gas generator section starts to run faster than you have
selected with the power lever, the pilot valve raises, decreasing the fuel
flow to the burner can. Less fuel = less combustion = slower gas
generator speed; therefore, what appeared to be major inefficiencies with
the engine really are important parts of their operation. The only real
inefficiency the engine has is it loses 3.6% of its energy having the
reverse flow design and the engine split at the T5 station. The reverse
flow design does decrease the overall engine size and weight, and the
engine split reduces maintenance costs; so it is a tradeoff.

Accessory Gearbox
Much like the alternator on your car is run by a belt driven by the engine,
the PT6A engine uses engine power to run the generators and other
accessories. Attached at the aft end of the gas generator shaft is a series
of reduction gearboxes, called the accessory gearbox, that powers each
accessory item on the engine. The accessory gearbox runs the following
items:
• Starter/generator
• Exciter box (powers the Igniters)

24 UE Systems
 Engines
• Fuel control unit
• Two engine-driven fuel boost pumps (one rated at 45 psi the
other rated from 800-1000 psi)
• Lubricating oil pump
• Four scavenge oil pumps
• Air conditioner compressor (right engine only)
• N1 (compressor turbine speed) tachometer
Also located in the accessory section are the oil to fuel heat exchanger
and oil dipstick.

Reduction Gearbox
The reduction gearbox takes high speed, low torque energy and converts
it to low speed, high torque energy for the propeller. It gears down the
power turbine at a 17.6:1 ratio. When the propeller is rotating at 1700
rpm, the power section is rotating at 29,920 rpm. In addition to turning
the propeller, the reduction gearbox drives the N2 (propeller speed)
tachometer, the primary propeller governor, overspeed governor, and
fuel topping governor.

Engine Controls

UE Systems 25
Engines
Power Levers
The power levers are much like the throttles in any piston airplane. As
the power levers are pushed forward from the idle position the engine
speeds up. In the PT6A engine, this is accomplished by using an N1
governor (works on the same principal as a propeller governor) in the
fuel control unit to regulate fuel to the burner can. In addition to
controlling power from idle to maximum (called the “flight” range) the
power levers are also used to control beta and reverse range. With the
power levers at the idle stop, you can lift them over a detent and control
power in the beta range. In beta range, the power levers control propeller
blade angle only, not engine power. The beta range is used for taxi to
reduce the need for braking. The bottom of the beta range is called
ground fine. When the power levers reach ground fine, there is a second
detent you can lift them over, which brings the power levers into the
reverse range. In reverse, the power levers control both blade angle and
engine power for reverse thrust. Do not move power levers into the
reverse range when the engines are not running because this stretches
the cable.

Propeller Levers
If the power levers control the propeller in the beta and reverse range,
why are there propeller levers? The propeller levers control the pitch of
the propeller while the power levers are in the flight range and can also
be used to feather a propeller. There is also a taxi detent position,
located forward of the feather position. The propellers should be in the
taxi detent position for all ground operations. Each propeller lever moves
a pilot valve inside a primary governor, allowing oil flow to increase or
decrease propeller rpm.
Normal Propeller rpm range is 950-1250 rpm for ground taxi and 1395-
1700 rpm normal operation. Operation between 400-950 rpm and 1250-
1395 rpm on the ground is not allowed.

Condition Levers
The condition levers are like a mixture control in that when brought back
into the cutoff position they will stop fuel flow to the engine. Unlike a
mixture control, the condition levers are used to set the idle stop for the
engine. In the low idle position, N1 is 65%; in the high idle position, N1 is
71%. The high idle speed provides more engine power for taxi without
having to move the power levers. It also gives you increased generator
power for high electrical loads during ground operations.

26 UE Systems
 Engines
Engine Instruments
In addition to having engine instruments monitoring propeller rpm, oil
pressure and temperature turboprop engines also have gauges to
monitor Interstage Turbine Temperature (ITT), torque, and gas generator
rpm (N1). The engine gauges have markings to indicate some of the
limitations associated with each parameter, but not all of them. At the
end of the engine instruments section is a chart showing all the
limitations for each operating condition; start, idle, takeoff, max
continuous, cruise climb and max cruise, max reverse, and transient.
ITT and torque meters are the two primary engine gauges that limit the
amount of power that is available. They are both affected by temperature
and altitude. In cold temperature or low altitudes, torque limits maximum
power. When the ambient temperature is hot or when operating at high
altitude, ITT limits maximum power. Which condition reaches its limit first
determines the maximum amount of power available.

ITT Gauge
Interstage Turbine Temperature (ITT) is one of
the two engine parameters that limit the
maximum power available. When outside
temperatures are warm or when operating at
higher altitudes, ITT becomes the limiting
factor for engine power. The ITT gauge is self-
generated (no electrical power to run) and
monitors interstage turbine temperature. The
temperature is indicated in degrees Celsius.
The green arc is between 400° C and 780° C
with a yellow caution arc between 780° C and 800° C and a red line at
800° C. A dashed red radial at 1000° C indicates the maximum limit for
engine start. The temperature is measured by 8 or 10 probes wired in
parallel that are located around the engine station 5. There is a 28 volt
DC power back up for this gauge. Beginning with airplanes serial number
UE-93 and after, the gauge’s primary power
source is from a 28 volt DC electrical signal
from the thermocouple probes.

Torque Meter
The torque meter is the second of the two
engine parameters that limit maximum
amount of power available. When outside
temperatures are cool and when operating at

UE Systems 27
Engines
lower altitudes, torque becomes the limiting factor. The torque meter is
powered by a 26 volt AC motor and indicates engine torque, in foot
pounds, by measuring rotational force applied to the propeller shaft. It
has a green arc from 0 to 3750 foot pounds and a yellow arc from 3750
to 3950. Operation in the yellow arc is limited to 5 minutes. At low power
settings there is not enough oil pressure to hold the servo piston steady,
so there will be fluctuations in the gauge until there is enough pressure to
get an accurate indication. In airplanes with serial number UE-93 and
after, the torque meter is powered by a 28 volt AC motor.

Propeller Tachometer
The propeller tachometer indicates the
propeller rpm. It is powered by 28 volt DC
from the triple fed bus and takes input from
the N2 tach generator located at the two
o’clock position on the reduction gearbox.
There are two green arcs, the first at 950-
1250 rpm and the second at 1395-1700 rpm.
There are also two red arcs, one from 400-
950 rpm and the second from 1250-1395 rpm.
Operation in the red arc is prohibited on the
ground.

Gas Generator (N1) Tachometer

The gas generator (N1) tachometer is powered from a 28 volt DC signal
from the N1 tach generator on the accessory section of the engine and
measures rotational speed of the compressor
shaft, in percent rpm, based on 37,468 rpm as
100 percent. The instrument has a green arc
from 65% to 104% with a red line at 104% that
indicates the maximum speed of 39,000 rpm.
The reason you can achieve over 100% top
speed is because of the technological
improvements that have been designed into the
late model PT6A engines. The original PT6A
engine has a maximum gas generator speed of 100%. Instead of re-
certifying a new engine, Pratt and Whitney decided to increase the
maximum percentage. The display combines a digital read-out with the
analog gauge.

28 UE Systems
 Engines
Fuel Flow Gauge
The fuel flow gauge is 28 volt DC powered and indicates fuel flow to the
engine calibrated in hundreds of pounds per hour. There are no limitation
markings on this instrument.

Oil Pressure and Oil Temperature Gauge

The oil pressure and temperature gauge is 28
volt DC powered. Oil pressure is indicated on the
right side. A red line at 60 psi indicates the
minimum pressure, yellow arc from 60 to 90 psi
is the caution range, green arc from 90 psi to
135 psi indicates normal operating range, and a
second red line at 200 psi indicates maximum
pressure. On airplanes serial number UE-93 and
after, the oil pressure gauge has the second red
line at 135 psi to note maximum operating range and a red diamond at
200 psi to indicate maximum pressure.
Oil temperature is indicated on the left side in degrees Celsius. A green
arc from 10° C to 105° C is the normal operating range, yellow arc from
105° to 110° C is the caution range, and a red line at 110° C is the
maximum temperature.

Engine Operating Limitations

Torque Max
Operating FT-LBS Observed
Condition SHP (1) ITT°C N1 % RPM
Starting --- --- 1000 (5) --- ---
Idle --- --- 750 22,500 65 (min)
Takeoff (8) 1279 3950 800 39,000 104
Max. Cont 1214 3750 780 39,000 104
Cruise Climb and
Max. Cruise 1106 3750 (6) 760 39,000 104
Max. Reverse 900 --- 760 --- ---
Transient --- 5000 (7) 870 (7) 39,000 104

UE Systems 29
Engines

Prop Oil Oil

Operating RPM Pressure Temp.
Condition N2 PSI (2) °C (3) (4)
Starting --- 0 - 200 -40 (min.)
Idle 950 (min) 60 (min) -40 to 110
Takeoff (9) 1700 90 to 135 10 to 110
Max. Cont 1700 90 to 135 10 to 105
Cruise Climb and
Max. Cruise 1700 90 - 135 10 to 105
Max. Reverse 1650 90 - 135 10 to 105
Transient 1870 (7) 40 - 200 -40 to 110

Footnotes:
1 Torque limit applies within the range of 1000-1700 propeller rpm
(N2). Below 1000 rpm, torque is limited to 2000 ft-lbs.
2 When gas generator speeds are above 27,000 rpm (72% N1)
normal oil pressure is 90 to 135 psi. With engine torque below
3000 ft-lbs, minimum oil pressure is 85 psig at normal oil
temperature (60 to 70° C). Oil pressure under 90 psi is
undesirable; it should be tolerated only for the completion of the
flight, and then only at a reduced power setting not exceeding
2000 ft-lbs torque. Oil pressure below 60 psi is unsafe; it requires
that either the engine be shut down or that a landing be made at
the nearest suitable airport, using minimum power required to
sustain flight. Fluctuations of plus or minus 10 psi are
acceptable.
3 A minimum oil temperature of 55° C is recommended for fuel
heater operation at takeoff power.
4 Oil temperature limits are -40° C to 105° C; however,
temperatures of up to 110° C are permitted for a maximum time
of 10 minutes.
5 These values are time limited to 5 seconds.
6 Cruise torque values vary with altitude and temperature.
7 These values are time limited to 20 seconds.
8 Takeoff power is time limited to 5 minutes.

30 UE Systems
 Engines
Engine Oil System
The engine oil system is a 3.9 U.S. gallons system with 2.3 gallons in the
oil tank. Engine oil cools and lubricates the engine and is also used to
regulate the pitch of the propeller in the propeller governor and the
engine torque sensing system.
Normal oil pressure is 90 to 135 psi. Should the system detect oil
pressure below 60 psi, a [L or R OIL PRESS] annunciator illuminates in
the cockpit. Consult the emergency procedures section of your checklist,
but normally if the oil pressure gauge confirms the low pressure it
recommends shutting down the engine or operating that engine at the
minimum power setting and landing at the nearest suitable airport.
The maximum oil consumption is one quart per ten hours. The dipstick
indicates the top 5 quarts in the system, and turbine engines tend to run
at a normal level of one to two quarts low. If oil is added over that set
level the engine blows it overboard on the first flight.
The oil cooler is located below the engine air inlet and is used to keep
engine oil temperature at 71° C. The flow of oil through the cooler is
controlled by a thermostatically operated valve. There is a bypass valve
to ensure oil flow if the cooler becomes clogged.
Part of the preflight checklist is to check the oil; however, the most
accurate time to check the oil is within 10 minutes after engine shutdown.
To increase the accuracy of the preflight check, you can motor the
engine without starting it before checking the oil.

Fuel Control Unit

The fuel control unit sets engine power by regulating fuel flow to the
burner can. It takes input from the power and condition levers, current
gas generator speed, and propeller rpm.
There is a fuel governor in the fuel control unit that operates like a
propeller governor but governs fuel instead of oil. The speed of the gas
generator shaft (N1) runs the flyweights inside the governor. The speeder
spring, which provides the tension to the flyweights, is controlled by the
power and condition levers. For a more detailed discussion of a governor
see Appendix A.
If the engine is running slower than selected by the power levers
(flyweights are rotating in) more fuel is sent to the burner can which
creates a larger controlled explosion. As airflow increases over the
compressor turbine, it turns the gas generator section faster, which
compresses more air, and in turn runs the power turbine faster. If the

UE Systems 31
Engines
engine is running faster than selected (or the power levers are pulled
back) the fuel control unit sends less fuel to the engine to slow it down.
If there is an overspeed of the power turbine (N2), the propeller governor
sends a message to the fuel control unit, which will reduce fuel to the
burner can to slow the power turbine.

Engine Start
Either 23 volts of battery power or the IGNITION AND
use of external power with at least 20 ENGINE START
volts of battery power is needed to start LEFT
ON
RIGHT
an engine. The IGNITION AND ENGINE
START switches are located on the OFF
pilot’s left subpanel. They are three- STARTER ONLY
position switches with the center being
OFF, up ON, and down STARTER
ONLY.
When the IGNITION AND ENGINE START switch is placed up in the ON
position, the starter/generator, standby fuel pump, and igniter plugs are
energized. When held in the lower STARTER ONLY position, only the
starter/generator is energized. The starter is limited to 20 seconds on, 30
seconds off; 20 seconds on, 60 seconds off; 20 seconds on, 5 minutes
off.
When ready to start, place the start switch to the L IGNITION ON
UP position. The green [IGNITION ON] annunciator
illuminates, and the fuel pressure light extinguishes. When N1 stabilizes
above 12%, bring the condition lever out of cutoff to low idle. The ITT
should begin to rise within 10 seconds (usually rises in about 2 seconds).
Monitor the N1 and ITT gauge, which should not exceed the dashed red
line 1000° C. Once engine speed is above 50% N1 check oil pressure,
and if everything is looking satisfactory, bring the condition lever to high
idle to help recharge the battery faster. Turn the start switch OFF and
hold the generator switch to reset for approximately one second to turn
the starter into a generator.
If the engine doesn’t start (no rise in ITT) within 10 seconds of bringing
the condition lever to cutoff, move and hold the start switch to starter only
for 10 seconds to purge the engine of any residual fuel and help it to
cool. The starter then must be allowed to cool for 30 seconds before a
restart. If the starter is used to motor the engine without the intention to
start it there is a limitation on the starter of 20 seconds on, 5 minutes off.

32 UE Systems
 Engines
Hung Start
A hung start can occur when there is a problem with the fuel nozzles. If
the primary fuel nozzles kick in but are not working properly, there can
be a non-centered flame which causes a rapidly rising ITT. Another
situation that may cause this is if the secondary fuel nozzles do not kick
in. In these first two cases, ITT will rise rapidly and the engine will rotate
at a low N1 (40-45%). A third situation that can cause a hung start is if no
fuel gets introduced. The indication of this happening is N1 will stabilize
around 15% (the maximum starter speed). In any of these cases, bring
the condition lever to cutoff before the ITT reaches 1000° C or after 10
seconds, whichever comes first, then hold the start switch to STARTER
ONLY for 10 seconds. Do not try another start. Consult maintenance.

Hot Start
A hot start occurs when there is a rapidly rising ITT but N1 will not hang
up at 40-45% N1. This could be caused by a weak battery or starter. If
this happens, bring the condition lever to cutoff before the ITT reaches
1000° C and hold the start switch to STARTER ONLY for 10 seconds.
Consult maintenance.

Auto Ignition
In addition to engine start, the engine igniters
ENG AUTO IGNITION
can be used to help prevent an engine flame
out caused by icing, precipitation, or ARM
turbulence. The auto ignition system turns on
OFF
the igniters when engine torque falls below RIGHT
LEFT
700 to 750 foot pounds. A green [L or R
IGNITION ON] annunciator illuminates when
the igniters have been armed and are receiving power.
The 1900 is the only version of the King Air where auto ignition does not
need to be turned on for landing. The reason for this is the PT6A-67
engine has four stages of axial compression while the other King Air’s
engines only have three. This extra stage of compression ensures there
will be enough airflow at low power settings so the engine will not flame
out when the power is at idle.

UE Systems 33
Engines
34 UE Systems
04 Annunciators
Virtually all major systems and components in the airplane are
monitored, and if a failure is sensed, it illuminates an annunciator light in
the cockpit to advise the pilot of a fault or a reminder that a certain
condition exists. There are three types of annunciators; warning, caution,
and advisory. Warning annunciator lights are red and are clustered
together in the center of the glareshield. Caution lights are yellow,
advisory lights either green or white, and both types are clustered
together in the center of the lower panel just above the pedestal.
There is an illustration of the annunciator display panels in the back of
this chapter. The reason for the illumination of each annunciator is noted
below each illustration. You can find the memory or checklist item
associated with each annunciator in the airplane flight manual.

Warning Annunciator
A warning annunciator requires immediate action from memory by the
pilot. For example, low engine oil pressure sets off a warning
annunciator. When a warning annunciator illuminates, it sets off a
flashing red light called a master warning flasher. There are two master
warning flashers; one in front of the pilot and the other
in front of the co-pilot on the glareshield. The purpose
of the master flasher is to gain the pilot’s attention. After
the master warning flasher has gained your attention,
look at the annunciator panel to see which annunciator
set it off. After noting which annunciator is illuminated,
you should cancel the master warning flasher by
pressing the face of the light. There are two benefits to canceling the
flasher. One is to stop it from distracting you from dealing with the
problem. The second is to reset it so if another warning annunciator
illuminates, it will regain your attention that another problem exists.
Pressing the master warning flasher will not do anything to the
illuminated warning annunciator. That remains illuminated until the
problem is corrected.
Looking at the warning annunciator display in the back of the chapter,
you will notice there are 25 red warning annunciators and only 17 with
wording on them. One of the reasons for this is so the bulbs behind the
annunciators without wording can be used as temporary replacements if
a bulb behind an annunciator with wording were to burn out. Each

UE Systems 35
Annunciators
warning annunciator is illuminated by two bulbs for additional protection
against annunciators not illuminating when a fault is sensed.

Caution Annunciator
A caution annunciator requires consulting with a checklist to deal with the
problem. A caution annunciator covers a component that is not quite as
critical as a warning annunciator. For example, a generator failing
causes a caution annunciator to illuminate. When a
caution annunciator illuminates, it sets off a yellow
master caution flasher. The master caution flashers
are located next to the master warning flashers on the
glareshield. The same principal applies from the
warning annunciator in dealing with the master caution
flasher. After noting which caution annunciator is
illuminated, cancel the master caution flasher by pressing the face of the
light. The caution and advisory annunciator panel is located in the center
of the lower portion of the instrument panel.

Advisory Annunciator
The advisory annunciator lights indicate that a system is operating under
certain conditions. They tell you if something is on or off. For example,
when fuel is transferring, an advisory annunciator illuminates to remind
you of the situation. There are no checklist procedures to complete with
advisory items since they are just advising the pilot of a condition. There
are no flashers associated with advisory items to gain the pilots attention.
There is no significance between the white or green advisory
annunciators other than they are different colors.

Annunciator Power Source

Underneath the cabin floor is a series of printed circuit boards (PCB) that
contain all the circuitry that illuminates each annunciator. The following
annunciators are powered by the ANN POWER and ANN IND circuit
breakers located on the right circuit breaker panel.
WARNING ANNUNCIATORS:
CABIN ALT HI, CAB DIF HI, L & R OIL PRES LO, L & R ENVIR FAIL, L
& R AC BUS, CABIN DOOR, CARGO DOOR
CAUTION ANNUNCIATORS:
STALL HEAT, BATTERY CHARGE, PROP GND SOL, L & R FW
VALVE, L & R COL TANK LOW, L & R ENG ICE FAIL, L & R BK DI

36 UE Systems
 Annunciators
OVHT, HYD FLUID LOW, ANTI SKID FAIL, L & R PITOT HEAT, XFR
VALVE FAIL, PWR STEER FAIL, MAN STEER FAIL, AUTOFTHER
OFF, L & R ENVIR OFF, FUEL TRANSFER
Illumination of the ANN PWR SOURCE annunciator indicates a partial or
complete loss of power to one or more of the above annunciators.

Testing and Dimming

To test the annunciator lights, a press-to-test switch is
located to the right of the warning annunciators on the
glareshield. When the switch is pressed, all of the
annunciators illuminate.
The annunciator display can be dimmed for nighttime
operation. The following five things will cause the
annunciators to automatically dim:
• A generator is online
• Overhead flood light is off
• Pilot’s instrument lights are on
• Ambient light sensor (located on overhead panel) senses light
below a preset value
• Master light switch is on
There are two types of annunciators that will not dim at night due to their
importance in getting the attention of the pilots: the master warning
flashers and the engine fire annunciators.

Fire Detection System

A fire detection system monitors the engine compartment for excessive
heat that would indicate an engine fire. A fire cable that forms a
continuous loop around the engine is connected to a control amplifier
that controls the fire detection system.

Fire Cable and Control Amplifier

The fire cable is made up of a center conductor enclosed by a dielectric
(temperature sensitive) circuit surrounded by a stainless steel outer
coating for protection. The cable measures average resistance in Ohms
along its entire length. As temperature increases, resistance decreases.
The control amplifier reads the resistance value of the cable,
compensates for outside air temperature, and illuminates the fire
annunciator when resistance drops below a preset value.

UE Systems 37
Annunciators
If the continuous cable loop breaks, it still decreases in resistance with
an increase in temperature, allowing the control amplifier to sense a fire.
Because the length of the cable decreases with a break, it will take hotter
temperatures to decrease the resistance for the control amplifier to
detect a fire. The control amplifier has a time delay set into it to prevent
false fire warnings due to a short in the system.
The fire loop is continuously monitored. If a fault occurs, a yellow [L or R
FIRE LOOP] annunciator illuminates, indicating that the fire detector
circuit may not function properly.

Fire Detection Annunciator

When the control amplifier senses a fire,
the respective L or R firewall fuel valves
illuminate with red lights and the master
warning annunciators flash. The firewall fuel valves, labeled FIRE PULL,
are clear T-shaped handles located in the center of the instrument panel.
The fire extinguisher switch is the control for the
extinguishing system. The switches are located on
either side of the warning annunciator display on
the glareshield. The annunciator switch is guarded
by a clear plastic overlay to prevent inadvertent
bumping of the switch. The wording on the switch
was changed in aircraft serial number 93. The
switch has three different annunciator sections;
the upper half, lower right, and lower left. The
upper half, placarded either L or R ENG FIRE
PUSH TO EXT (UE 1 to UE 92 and is red) or
EXTINGUISHER PUSH (UE 93 and after and is
yellow), illuminates once the T-handle has been
pulled, indicating the fire bottle is armed. The
lower right section of the annunciator, placarded OK, is green and is
used when testing the system. The lower left, placarded D (UE 1 to UE
92) or DISCH (UE 93 and after), is yellow and illuminates anytime the
extinguishing agent has been discharged.

Fire Extinguishing
A fire bottle containing 2.1 pounds of Halon
pressurized to 360 psi (at 70° F) is located in
each main gear wheel well. There is an
explosive squib (like a 22 caliber bullet) that
puts a hole in the base of the fire bottle to

38 UE Systems
 Annunciators
release the Halon. Once released, Halon is distributed through two tubes
to the exhaust and accessory sections of the engine. Once activated, the
entire supply of Halon is released. There is a gauge on each fire bottle to
check the charge level prior to flight. Once discharged, the D or DISCH
light illuminates indicating the bottle is now empty or discharged.

Fire Detection and Extinguisher Test

The switches to test the fire extinguishing and detection system are on
the copilot’s side lower panel. There are four separate switches to test
the extinguishing and detection system on both the left and right engines.
The extinguishing test switches are spring loaded to the middle OFF
position with two test positions, up for test A and down for test B. The
two test positions test the dual circuitry leading to the explosive squib in
the fire bottles. When selecting test A, the yellow D or DISC and green
OK light should illuminate on the fire detection annunciator. When
selecting test B, only the green OK light should illuminate.
The fire detection test is also a three position
switch spring loaded to the middle OFF
position. When holding the right or left switch
up to the LOOP position, the appropriate L or R
FIRE LOOP caution annunciator and master
caution flasher should illuminate, indicating the
fire cable that loops around the engine is in
good condition. When either switch is held
down to the AMP position, the red light in the
FIRE PULL handle should illuminate to indicate
the circuitry in the control amplifier is working
properly.

Warning Annunciator Display

L or R FUEL PRES LO ........... Fuel pressure less than 10 psi.

UE Systems 39
Annunciators
L or R OIL PRES LO .............. Oil pressure below 60 psi.
L or R BL AIR FAIL ................ EVA tubing has detected a rupture in the
bleed air line or system is off.
CABIN ALT HI ........................ Cabin altitude exceeds 10,000 feet.
L or R ENVIR FAIL ................. Bleed air overtemp (500° F) or
overpressure (44 psi) in environmental
system.
L or R AC BUS ....................... AC bus has inoperative inverter.
A/P TRIM FAIL ....................... Out of trim or no trim command with
autopilot on.
LAVATORY SMOKE .............. Smoke in lavatory.
CABIN DOOR......................... Cabin entry door is open or not locked.
CARGO DOOR ...................... Cargo door is open or not locked.
ARM EMER LITES ................. Emergency light controls disarmed.
CAB DIFF HI .......................... Cabin pressure differential exceeds 5.25
psi.
A/P FAIL ................................. A failure has occurred in the autopilot
computer.

Caution/Advisory Annunciator Display

Yellow Caution Annunciators

L or R DC GEN....................... Generator is off line.
L or R FW VALVE .................. Fuel valve has not reached selected
position.
L or R ENG ICE FAIL ............. Ice vane has not reached selected
position.
L or R FIRE LOOP ................. Engine fire detection sense loop is open.

40 UE Systems
 Annunciators
L or R NO AUX XFR .............. No fuel transfer from auxiliary to main
tank.
L or R FUEL QTY ................... Less than 324 pounds of usable fuel
remaining.
L or R COL TANK LOW ......... Less than 53 pounds of usable fuel
remaining.
L or R BK DI OVHT ................ EVA tubing has sensed bleed air leak in
brake de-ice line.
L or R PITOT HEAT ............... Pitot tube not receiving enough power to
prevent icing.
AUTOFEATHER OFF ............ Autofeather system is off and landing gear
is extended.
YD RB FAIL ............................ A failure has occurred in the selected
YD/RB computer. Annunciator on
airplanes without an autopilot.
STALL HEAT .......................... Stall warning system not receiving enough
power to prevent icing.
L or R GEN TIE OPEN ........... Generator bus is isolated from center bus.
HYD FLUID LOW ................... Landing gear hydraulic fluid level is low.
XFR VALVE FAIL ................... Fuel transfer valve in transit for more than
2 seconds.
BATTERY CHARGE .............. Excessive charge rate on battery.
BAT TIE OPEN....................... Battery is isolated from generator bus.
ANTI SKID FAIL ..................... Hydraulic pressure low or electrical failure
in anti-skid system.
PWR STEER FAIL ................. Hydraulic pressure low or electrical failure
in power steering system.
PITCH TRIM OFF .................. Pitch trim was selected off with the switch
on the yoke and switch on the pedestal is
still on.
ANN PWR SOURCE .............. Power loss to some annunciator lights.
MAN STEER FAIL .................. Power steering did not disconnect with the
switch off.
AFX DISABLE ........................ System has disarmed autofeather on side
opposite of engine failure.
RUD BOOST OFF .................. Rudder boost system is turned off.

Green Advisory Annunciators

INBD WG DEICE ................... Air pressure in inboard wing de-ice boots
is adequate.
UE Systems 41
Annunciators
L or R AUTOFEATHER .......... Autofeather is armed.
L or R ENG ANTI-ICE ............ Ice vane is extended.
L or R IGNITION ON .............. Igniters are selected on and powered.
L or R BK DEICE ON ............. Brake de-ice is energized.
TAIL DEICE ............................ Air pressure in tail de-ice boots is
adequate.
PWR STEER ENGA ............... Power steering operational.
MAN TIES CLOSE ................. Generator bus ties have been manually
closed.
OUTBD WG DEICE ............... Air pressure in outboard wing de-ice boots
is adequate.

White Advisory Annunciators

L or R ENVIR OFF ................. Bleed air valve is in the environmental off
position.
RDR PWR ON ........................ Radar is on during ground operations.
FUEL TRANSFER .................. Fuel transfer valve is open.
TAXI LIGHT ............................ Taxi light is on and landing gear is
retracted.
PROP GND SOL .................... Ground: One or both ground idle stop
solenoids is in the flight idle position.
Flight: One or both ground idle stop
solenoids is in the ground idle position.
EXTERNAL POWER .............. External power is connected to aircraft.

42 UE Systems
05 Flight Controls
There are two types of flight controls, primary and secondary. The
primary flight controls consist of the ailerons, elevator, and rudder.
Secondary flight controls are trim tabs, flaps, and a yaw damp system.

Primary Flight Controls

The primary flight controls, moved by push-pull rods, conventional cable
systems, and bell cranks, are used to control the aircraft along the
longitudinal, lateral, and vertical axis.

Ailerons and Elevator

The ailerons and elevator are
controlled by the pilot’s and copilot’s
yoke in the cockpit. The yokes are
interconnected by a T-bar and chain
assembly located behind the
instrument panel. The ailerons are
moved by cables routed through
pulleys and bell cranks to adjustable
push-pull rods attached to the
ailerons. The elevator is also moved
by cables routed through pulleys and
bell cranks, but is connected by a torque tube.

Rudder
The rudder pedals are connected to the nose wheel by a direct linkage.
The pedals are also connected to the rudder assembly in the tail by a
bell crank and cables. As the gear is retracted, the nose gear
straightener roller automatically straightens the wheel and disconnects
the nose wheel steering link from the rudder pedals. The nose wheel can
be turned 14° left or 12° right of center, using the rudder pedals. Sharper
turns, up to 48° left or right of center, require brake pressure and
differential power. The minimum wing tip turning radius using partial
braking action and differential power is 41 feet 2 inches. This causes
excessive wear on the tires and should be used sparingly.

UE Systems 43
Flight Controls
Secondary Flight Controls
Secondary flight controls are used to assist the primary flight controls to
move the aircraft along the longitudinal, lateral, and vertical axis. They
also may be used to control the aircraft if a primary flight control were to
become jammed.

Trim Tabs
Movable trim tabs are located on the elevator, rudder, and left aileron.
The elevator trim can be controlled electrically, and all of the trim tabs
can be manually controlled. The trim tabs are all moved by a push-pull
rod attached to a jack screw and drum assembly.
The electric pitch trim is controlled by
thumb switches on the pilot’s and copilot’s
yoke. The pilot’s thumb switch overrides
the copilot’s. An on/off switch for the
electric trim is located on the pedestal and
labeled ELEV TRIM. There is also a trim
disconnect switch located on the yoke. It is
a red, two-level push button type switch. The first level is
used to disconnect the yaw damper and autopilot and
interrupt the rudder boost. When pressed to the second
level, the electric elevator trim is disconnected. If the trim
disconnect switch has been pressed and the on/off switch
on the pedestal is on (“ELEV TRIM”) the [PITCH TRIM
OFF] annunciator illuminates. To reset the electric trim,
cycle the switch “OFF” then to “ELEV TRIM.”
Prior to landing, the yaw damp system must be turned off.
This is usually done with the red switch on the yoke (first
level turns off yaw damp and autopilot). Because it is a
two-level switch (like an auto focus camera) it is easy to
press the switch all the way and accidentally disconnect
the electric pitch trim.
The 1900 is usually landed with almost full aft trim, so if this
happens and you don’t notice the [PITCH TRIM OFF]
annunciator, the aircraft will not be trimmed properly for
landing.
As a backup to the electric trim, there is a manual pitch trim
wheel located just to the left of the power levers. It also
serves as the indicator to where the pitch trim is at. Most

44 UE Systems
 Flight Controls
captains learn to keep their leg lightly resting on the wheel to serve as
the first indication of a runaway electric trim.

Flaps
There are two flaps installed on
each wing; one on the center
section and one on the outer wing
panel. The flaps are of fowler
design, and individual jackscrew
assemblies located on each flap
are electrically powered from the
left generator bus. There are three pre-select positions; up (0°),
approach (17°), and down (35°). Limit switches located on the right
inboard flap track will stop flap movement at these settings when
selected. The airspeed limit for extension of the
flaps to 17° is 188 KIAS. For extension of flaps
beyond 17°, airspeed must be less than 143 KIAS
for aircraft with serial numbers UE 1 to 78 and less
than 154 KIAS for aircraft with serial numbers UE
79 and after.
For intermediate settings beyond the 17° position,
set the switch to the “35°“ position until the desired
flap setting is reached, then set the switch back to the “17°“ position to
stop flap travel. If the flaps are at an intermediate position between “17°“
and “35°“ and you want to retract the flaps, you must move the flap lever
to the “0°“ position. When the flaps are selected beyond 17° with the
landing gear not down and locked, the landing gear warning horn sounds
continuously. Unlike when the warning horn sounds when power levers
are retarded, you cannot cancel the horn (unless the landing gear is
down and locked) when the flaps are extended beyond 17°.
A safety mechanism stops power to the flap motor and stops flap
movement when a flap is 3° to 6° out of sync with the other flap on the
same side. The flap position indicator is operated by a potentiometer in
the right inboard flap.
Lowering the flaps in flight results in a nose up pitching moment that
requires retrimming of the aircraft. Additional affects include reduced
airspeed for a specific power setting and a reduced stalling speed.

UE Systems 45
Flight Controls
Yaw Damp
The yaw damp system keeps the tail from swinging side
to side. The yaw damp senses changes in heading from
the compass system. When the system senses the
need, the corresponding rudder boost solenoid is
opened, allowing regulated bleed air at 10 psi to
reposition the appropriate rudder servo providing yaw
dampening. Yaw damp can be used at any altitude. The
system should be off for takeoff and landing. A YD
annunciator illuminates on each EADI when the system is turned on.

Rudder Boost
The rudder boost is used to help a pilot maintain
coordination during an engine failure. The rudder boost
computer monitors the torque on both engines. When
approximately a 1200 foot pound split occurs between
the two engines, rudder boost servos apply rudder
pressure to the operative engine side. The greater the
torque differential, the more the rudder deflection. You
can deactivate the rudder boost with a switch on the
center pedestal or by depressing and holding the pilot
or copilot yoke switch to the first level. When the rudder boost is turned
off, a yellow [RUD BOOST OFF] annunciator illuminates.
The yaw control test checks the circuitry of the rudder boost and yaw
damp annunciator lights. When the switch is held to the “YAW
CONTROL TEST” position, the yellow [RUD BOOST OFF] and [YD RB
FAIL] annunciators illuminate.

Autopilot
The autopilot can control
the aircraft along the
vertical, lateral, and
longitudinal axis. To
engage the autopilot, push
the A/P ENG button on the
pedestal.
The mode control panel on the cockpit panel controls the autopilot. It can
be set to follow the heading bug, track a course in the nav mode, follow a
localizer and glide slope in the approach mode, or track a localizer with
reverse sensing on a back course. It will also climb or descend at a
selected vertical speed, indicated airspeed, or via a selected pitch.
46 UE Systems
 Flight Controls
There are two warning
annunciators associated with
the autopilot. The [A/P FAIL]
annunciator alerts you to a
failure in the autopilot
computer. The [A/P TRIM
FAIL] annunciator alerts you
that the autopilot is not
supplying a trim command to the aircraft or the aircraft is out of trim.
Once the aircraft reaches a limit of out of trim with the autopilot on, the
autopilot will automatically turn off in an out of trim condition.

UE Systems 47
Flight Controls

Notes

48 UE Systems
06
8

Propellers

The propellers on the 1900 are four-bladed, composite, constant-speed,

full-feathering, and fully reversible. The composite propeller is made up
of a honeycomb mesh with titanium leading edges. The thin titanium
outer shell prevents blade erosion from rock chips. Only the paint will
chip away. The propeller maintains a constant diameter of 110 inches.
The propeller maintains a constant speed through the use of a primary
propeller governor. There are two backup governors, one of which is also
used to govern propeller rpm while on the ground. Like most constant
speed propellers, rpm is maintained with oil pressure being routed to and
from the propeller hub moving a piston to adjust the pitch of the
propeller. The only additional component this propeller governor has
over one you would find in a piston airplane is a movable low pitch stop,
which allows it to have negative blade angles to help slow the aircraft on
the ground.

Propeller Blade Angle

The blade angle is measured 42 inches from the propeller hub. This is
referred to as the 42 inch station and is denoted on the propeller by a
thin yellow line. Blade angles vary from 79° in the feathered position

UE Systems 49
Propellers
to -14.5° in maximum reverse. The reason the blade does not go to 90°
in feather is because this would cause the blade to produce lift and
cause induced drag, which would take away from the single engine
performance of the aircraft. With the blade only going to 79°, it does
create slightly more parasite drag due to an increase in exposed surface
area, but not as much as the induced drag would cause if the blade went
to 90°. The cruise blade angle is normally between 30° and 45°. There is
one moveable low pitch stop; flight idle at 12.7°, ground idle at 4.9°,
ground fine at -5.9°, and maximum reverse at -14.5°.

Propeller Governors
There are three propeller governors; primary, fuel topping, and
overspeed. They are sequential in operation, meaning that only one is
working to maintain propeller rpm at a time, and if the primary fails there
is one to back it up. If the backup fails, there is a backup to that one also.
The primary governor maintains propeller speed from 1200 to 1700 rpm.
The fuel topping governor maintains propeller rpm on the ground at 96%
of what you have selected with the propeller lever in the cockpit; and in
the air, in the event of a primary governor failure, to 106% of selected
propeller rpm. The overspeed governor is set to maintain the rpm in the
event of a primary governor failure to 1802 rpm (106% of maximum). A
schematic of the propeller governor system is located in the back of this
chapter. For a detailed discussion of how a propeller governor works,
see Appendix A.

Primary Governor
The primary governor is located on top of the engine near the propeller
hub. For all normal air operations, it maintains prop rpm to what you
have selected in the cockpit. Normal cruise prop setting is 1550 rpm. The
propeller governor maintains an oil pressure of 750 psi to create
instantaneous blade angle changes.
The only difference between a basic propeller governor and the primary
propeller governor is a movable low pitch stop. A propeller governor with
a fixed low pitch stop will act the same as one with a movable low pitch
stop while in the air. For example, when coming in to land and the
airspeed decreases to the final approach speed, propeller rpm begins to
decrease below what you have selected. This is not because you are not
producing enough oil pressure to maintain propeller rpm, it is because
you are at the low pitch stop. If there were no low pitch stop, the
propeller blade angle would continue to decrease to negative values as
the primary governor continues to send oil into the hub in an attempt to

50 UE Systems
 Propellers
maintain rpm. This would cause airflow in the opposite direction through
the propellers, dramatically decreasing aircraft performance. When the
propellers reach the low pitch stop, the blade angle becomes fixed, and
the primary governor can no longer maintain the selected rpm. You can
tell when the propellers are on the low pitch stop because the propeller
rpm drops below what you have selected in the cockpit.

Movable Low Pitch Stop

On a basic propeller governor, the low pitch stop is built into the propeller
construction. In the 1900, it needs to be movable so you can select
negative blade angles on the ground to help slow the airplane. This is
done through a beta valve (see diagram in back of chapter). The beta
valve cuts off oil pressure to the primary governor, so no matter how far
the pilot valve lowers (opening the valve for oil to go to the propeller)
there will be no oil available.
The propeller hub moves along a set of four rails as the blade angle
changes. When the blade angle reaches approximately 18°, it reaches
the point on the rails where it begins to move the reverse lever that is
connected to the beta valve. When the blade angle reaches 12.7°, the
beta valve has moved to completely cut off oil to the primary governor.
On the diagram, note where the reverse lever is pivoted. As the collar
moves to the right along the slip ring, the beta valve also moves to the
right, cutting off oil to the primary governor.
There are three times when the beta valve gets repositioned so oil
pressure is allowed to go back to the primary governor. This, in a sense,
resets the low pitch stop. One time is when the aircraft lands and the
right main squat switch activates an electrical solenoid, moving the beta
valve to allow the propeller blade angle to move to 4.9°. The other two
times are when the power levers are moved over the detents into ground
fine and reverse. This resets the location of the low pitch stop by moving
the rails that the propeller hub moves on so that new blade angles will
make the beta valve move.
There are micro switches in the power levers that will override the squat
switch to move the blade angle from 12.7° to 4.9°. Be careful not to lift up
on the power levers in flight when they are at idle, or the blade angle will
decrease and cause a loss in performance.
If a failure occurs in the low pitch stop, a [PROP GND SOL] annunciator
will illuminate. The annunciator illuminates on the ground it means one or
both of the low pitch stop solenoids are in the flight mode. If the
annunciator illuminates inflight it means one or both of the low pitch stop

UE Systems 51
Propellers
solenoids are in the ground mode. If the failure occurs in flight the pitch
of the propeller will decrease to the ground idol stop.

Note: The propeller will maintain the selected rpm even after an engine
failure. The windmilling engine circulates enough oil to continue
to run the primary governor; therefore, you must feather the
propeller after an engine failure to avoid this condition.

Overspeed Governor
The overspeed governor protects the propeller system in the event of a
primary governor failure. How it works is identical to the primary
governor, with the exception that the speeder spring is not connected to
the propeller levers. It has a predetermined tension, so the only time it
raises the pilot valve is when the propeller reaches 106% of maximum,
or 1802 rpm. This dumps oil pressure and increases the blade angle to
maintain the 1802 rpm.

Fuel Topping Governor

The fuel topping governor also protects the propeller system in the event
of a primary governor failure. In addition, it governs the propeller system
at 96% of selected rpm while on the ground and is set to take over in the
air at 106% of selected rpm. The rpm is controlled on the ground at 96%
so that you will not get maximum rpm while the propeller blade angles
are in reverse. As long as the propellers are set to anything below full
rpm (1700), the fuel topping governor takes over before the overspeed
governor to maintain rpm in the event of a primary governor failure. The
fuel topping governor controls propeller rpm through the engine fuel
control unit. If propeller speed exceeds the limits, fuel flow is reduced to
the engine to keep the propellers on speed.
If the propeller levers are not full forward and the primary governor fails
in flight, it will look like there has been an engine failure. The fuel topping
governor takes over and will significantly reduce the amount of fuel to the
engine to maintain propeller rpm. If you have what looks like an engine
failure, be sure to bring the propeller levers full forward to reset the fuel
topping governor and restore the proper amount of fuel to the engine in
case it was a primary governor failure. With the propeller levers full
forward a primary governor failure can then be noted by rpm’s stabilizing
at 1802 rpm.

Note: After touchdown, the non-flying pilot should bring the propeller
levers full forward to assure maximum reverse thrust is available.
You can do this on short final, but it makes noise that may

52 UE Systems
 Propellers
disturb the passengers. It is advised that you bring the propeller
levers full forward on short final to help slow the aircraft if you are
making a no flap landing.

Propeller Governor Test

The preflight checklist calls for the propeller
system to be tested before the first flight of the
day during the run up. During the overspeed
and low pitch tests, the propeller levers must be
full forward. To test the overspeed governor,
hold the switch (shown at the right), located on
the pilot’s lower left subpanel, to the
“OVERSPEED” position while increasing power.
During the test, the overspeed governor is reset to approximately 1535 to
1595 rpm from its normal 1802 rpm. Propeller rpm should stabilize
between 1535 and 1595 while the power levers are increased.
To test the low pitch solenoid, set the power levers to achieve 1500 rpm
on the propellers. Hold the prop test switch to “LOW PITCH” and both
propeller rpm should drop approximately 250 rpm.
Another pre-takeoff test for the propeller system is to manually feather
the propellers like you do in any piston aircraft with a constant speed
propeller. You are just checking to make sure the propellers will feather.
Although fresh oil circulates into the propeller hub each time you
manually feather the propeller, that is not a reason for the check because
a transfer gland in this system constantly cycles fresh warm oil into the
propeller hub.

Power Levers
The power lever settings are broken down into
three sections; the alpha, beta, and reverse
range. The alpha range adjusts the fuel flow to
the engine through the fuel control unit to set
the engine speed you have selected. The alpha
range is selected by the power levers from the
idle stop to full forward.
In the beta range, the power levers control the
beta valve to reduce propeller blade angle
without having an effect on gas generator
speed. The beta range is selected by lifting up

UE Systems 53
Propellers
on the power levers when they are at the alpha range idle stop and
moving them aft.
In the reverse range, the power levers adjust the blade angle of the
propeller, engine speed for reverse power, and reset the fuel topping
governor from its airborne 106% to the ground setting of 96%. The
reverse range is selected by lifting up and moving the power levers aft
when they are at the back stop of the beta range.

Propeller Levers
The propeller control levers in the cockpit adjust
the propeller rpm from 1200 to 1700. There is a
detent at the low rpm end to prevent inadvertent
movement of the propeller into feather. When
the propeller levers are moved past this detent
into feather, the pilot valve in the governor is
held in the full up position allowing all the oil to
flow from the hub to the engine oil sump. Since
the propeller shaft and the gas generator shaft
are not connected, the propeller can be
feathered while the engine is running. This
should only be done when the engine is at idle
to prevent excessive loads on the propeller
gearbox.

Autofeather
The propeller system is equipped with an
autofeathering control used to automatically
feather the propeller in the event of an engine
failure. The benefits of the system, versus the
pilot having to manually feather it, is for speed of
feathering and determination of which engine
failed. The system should be armed during
takeoff, climb, descent, and landing. The switch to arm the system is
located on the pilot’s lower left subpanel. The switch alone will not arm
the system. To arm the system, the switch must be set to “ARM”, and
both power levers need to be advanced to a position that equals above
approximately 90% N1 which will cause the torque to increase above the
high pressure torque sensor of 1000 foot pounds to arm the system.
There is a micro switch in the power lever quadrant which must be
passed and due to rigging, may require a slightly different power setting.
When the system is armed, four green annunciators illuminate and one
yellow annunciator extinguishes. Two green [L and R AUTOFEATHER]
54 UE Systems
 Propellers
annunciators are located on the caution/advisory panel, and two green
[AFX] annunciators are located next to the torque gauges.
Should there be a loss of torque on an engine indicating
failure, the system will first disarm the opposite autofeather
when engine torque drops below 750 foot pounds. Once
the opposite autofeather is disarmed, the yellow [AFX
DISABLE] (autofeather disabled) annunciator illuminates
and the green [AUTOFEATHER] and [AFX] extinguishes. When torque
drops below 350 foot pounds, the propeller automatically feathers. An
autofeather solenoid opens and creates a path of least resistance for oil
to flow to the engine oil sump. The counterweights and spring push the
oil out of the dome as the propellers feather.
If the autofeather switch is off and the landing gear extended, a caution
[AUTOFEATHER OFF] annunciator illuminates reminding you to arm the
autofeather if appropriate.

Autofeather Test
To test the system, both power levers should be at 1000 foot pounds of
torque and the autofeather switch placed to “TEST”. With the system in
the test mode, the power levers do not need to be advanced above 90%
N1. Bring one of the power levers to idle, and as
engine torque drops below 525 foot pounds, the
opposite autofeather will disarm itself. When
engine torque drops below 350 foot pounds, the
propeller begins to feather. When the propeller
feathers and the engine is still operating at idle
speed, engine torque increases due to
increased propeller blade angle. There is a 320-350 foot pound torque
limit for the autofeather test. As the engine torque increases during the
feather process, it exceeds the 320-350 foot pound limit, and the
propeller begins to come out of feather. As it comes out of feather,
propeller blade angle reduces, causing reduced engine torque. When
engine torque falls below 350 foot pounds, the autofeather system again
feathers the propeller. This cycle continues as long as the autofeather
switch is held to the “TEST” position.
During the test, both autofeather annunciators should illuminate when
the switch is placed in the “TEST” position. As power is reduced on one
engine, the opposite annunciator should extinguish at approximately 750
foot pounds, and both annunciators should extinguish at approximately
500 foot pounds. During the test, the autofeather annunciator cycles on
and off with the fluctuations in torque. You should also hear the propeller

UE Systems 55
Propellers
cycle in and out of feather during the process. Also, if both power levers
are reduced simultaneously, both annunciators should extinguish and
neither propeller should feather.
During the autofeather test, the [AFX DISABLE] annunciator illuminates,
showing the pilot that the system has disengaged from the operating
engine.

Propeller Synchrophaser and Synchroscope

A synchrophaser and synchroscope work to match propeller rpm to
reduce the whining noise that occurs when the propellers are out of sync.
The synchrophaser determines the
speed of each propeller and matches
the rpm of the slower propeller to the
rpm of the faster one within 25 rpm
through the use of a control box
connected to each primary governor.
The switch to turn on the synchrophaser
is located to the left of the oil pressure and temperature gauges.
Because the synchrophaser operates in a limited range, you must
manually move the propeller levers to get within the 25 rpm range to
automatically sync them. To help you manually sync the propellers, there
is a synchroscope installed.
The synchroscope is a black and white cross-pattern dial that spins in
the direction of the faster propeller. If the dial is spinning to the right, the
right propeller lever is spinning faster than the left; so either move the
right propeller lever back or bring the left propeller lever forward.

56 UE Systems
 Propellers
UE Systems 57
Propellers

Notes

58 UE Systems
07
8

Electrical System
The electrical system is a 28.25 ± .25 volt direct current (DC) system. DC
electrical power is provided by a 23 or 36 ampere-hour, 24 volt Nickel
Cadmium (NiCad) battery, and two 300 ampere, 28 volt
starter/generators. During normal operation, the starter/generators
supply power to all DC buses and charge the battery. Alternating Current
(AC) is supplied by two 400 Hz inverters supplying both 26 and 115
volts.

Definitions
Bus ............................... A distribution point for
electricity. During normal
operations buses are tied
together for redundancy and to help dissipate
heat. There are 6 buses in the electrical system;
L and R generator bus, L and R Center bus,
triple fed bus, and hot battery bus.
Current Limiter............... (Also known as a Slow Blow Fuse or
a Jiffy Pop Fuse) A type of fuse used
to isolate part of the system during a
malfunction. When it senses a
specific amount of heat it will blow (like a fuse
would) not allowing current to flow through it.
Unlike a fuse, though, it senses a specific
amount of heat, not current, to make it blow.
Diode ............................. A one-way valve that prevents electricity
from flowing in both directions. It produces
resistance in the line and uses one volt of
electricity.
HED ............................... Hall Effect Device or High
Energy Dissipater. They
sense overexcitation (too
many amps) in one direction
and open a bus tie to isolate
a part of the system during a
malfunction. They can also
sense a specific amount of voltage to limit when
it will close. This saves battery power by

UE Systems 59
Electrical System
preventing the generator buses from being
connected to the battery before a generator
comes on line.
Line Contactor ............... A bridge in the electrical
system that can control
whether current flows
through it or not. It takes
electrical power to operate it.
If electrical power is taken away it will fail to the
open position. There are three types of line
contactors; Relays, Switches, and Ties.
Relay ............................. An automatic device that reacts to a current or
voltage change by activating a switch in an
electric circuit. It is a type of line contactor. In the
airplane, we have unlimited control over opening
or closing the circuit with a switch in the cockpit.
(eg. START RELAY - start switch)
Tie ................................. The same as a relay but the aircraft electrical
system has control over a tie to close and open
it during normal operations. It is used to isolate
part of the system during a malfunction. (eg.
GENERATOR BUS TIE)
Switch ............................ The same as a relay but we have
limited control over a switch in the
electrical system. It can open automatically (due
to an overvoltage situation) or manually (with a
switch in the cockpit), but it must be closed
manually. (eg. GENERATOR SWITCH,
BATTERY SWITCH)
NiCad ............................ Nickel Cadmium Battery. Used in most
turbine powered aircraft instead of a
lead acid battery.

NiCad Battery
A 23 (or optional 36) ampere-hour, 24 volt, air cooled, NiCad battery is
located in the right wing root between the fuselage and the right engine
nacelle. The 23 ampere-hour means that a brand new, fully charged
battery can deliver one ampere of current for 23 hours without being
recharged. It also should be able to deliver 23 amperes for one hour or
any combination of amperes and hours that add up to 23. For example, it

60 UE Systems
 Electrical System
can put out 11.5 amps for two hours. This rating system can help
determine how long the battery should last if both generators fail.
The battery switch is located
on the pilot’s left subpanel. MASTER SWITCH
ON GEN
When turned on, battery RESET

power is connected to the

OFF
left and right center bus and
BATT L GEN R GEN
the triple fed bus. This is
done when the battery
switch uses power from the battery to close the battery bus tie and
battery relay. See the electrical system diagram at the end of this
chapter.
The initial cost of a NiCad battery is several times higher than the cost of
a lead-acid battery. Even so, NiCad batteries are preferred over lead-
acid batteries for many reasons. In addition to low maintenance costs
and long service life, they also have a short recharge time, excellent
reliability, good starting capabilities, and can maintain a full capacity of
charge for a longer period of time before it discharges. One
disadvantage is that it develops a memory for the amount of charge
usually used and begins to think that amount of charge is its full capacity.
To compensate for that, the battery needs to be deep cycled. All of the
charge is taken out of the battery, which is then recharged slowly, to
prevent it from keeping this memory. Another disadvantage of a NiCad
battery is thermal runaway. This happens when there is damage to the
gas barrier between the different cells inside the battery due to
overcharging at a high rate under high temperatures. In a thermal
runaway the battery temperature continues to rise until the battery melts
down and disintegrates.

Battery Charge Current Detector

When the battery is recharged from the aircraft electrical system at a rate
above 7 amps in 6 seconds, a yellow [BATTERY CHARGE] light on the
annunciator panel illuminates. This is considered a normal indication
after a battery start of an engine. The annunciator should last no more
than 5 minutes. If it does, turn the battery off and consult maintenance.
Battery overheating also causes the [BATTERY CHARGE] light to
illuminate due to increased battery charge current. If the annunciator
illuminates in flight, the battery switch should be turned off to prevent a
thermal runaway.

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Electrical System
Battery Charge Current Check
Battery charge current is checked by turning one generator switch off.
Selecting the battery switch off should not change the loadmeter reading
by more than .025 (approximately 7 amps) and should cause the
[BATTERY CHARGE] annunciator light to extinguish. A change greater
than .025 indicates an overcharge. The battery charge current check
should be done only on the ground.

Starter/Generator
The starter/generator is located on
the accessory section of each engine. 40 60 40 60
20 80 20 80
When the starter/generator is
DC % LOAD DC % LOAD
receiving power from the center bus, 0 100 0 100
it turns into a starter for the engine.
To turn it into a generator, the shaft to
the accessory section of the engine
must spool up beyond 52% N1.
Each generator is capable of producing a continuous current of 300
amperes at 28 volts. Two volt/loadmeters, located on the overhead
panel, indicate generator output.
The generator switches are
two, three-position switches MASTER SWITCH
ON GEN
on the pilot’s left subpanel. RESET

The switch can be placed in

OFF
the lower “OFF” or middle
BATT L GEN R GEN
“ON” position. The switch is
spring loaded from the upper
“GEN RESET” position to “ON.” When held in the reset position for more
than one second, the generator turns on. Another time you would use the
reset position is to turn the generator on if it is dropped off line due to an
over voltage situation. Anytime a generator is not online, a yellow [L or R
DC GEN] annunciator illuminates.
Separate from the generator switches are
two three-position starter switches located
on the pilot’s left subpanel. When placed in
the “ON” position (up), the starter motors the
gas generator shaft, turns the igniters on,
and energizes the standby electric boost
pump. When held down in the “STARTER

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 Electrical System
ONLY” position, the starter drives the gas generator shaft and leaves the
igniters and fuel pump off. When released, the switch returns to the
center “OFF” position.
Initially, the starter draws 1100 amperes, which drops to about 300
amperes as turbine speed reaches 20%. During a cross generator start,
the generator control unit limits the operating generator to approximately
400 amps and de-energizes the 325 amp bus ties so the extra current is
allowed to flow from the opposite generator through the center buses to
the starter. The remaining 700 amps (1100 initially required for starter
minus 400 which the generator produces) comes from the battery.
Following are the operating time limits for the starter:
• 20 seconds on, 30 seconds off
• 20 seconds on, 60 seconds off
• 20 seconds on, 5 minutes off
See the limitations section at the end of this chapter for details on the
starter limits for different scenarios.
Two generator control units, the “brains” of the electrical system, are
installed to provide the following:
• Voltage regulation (28.25 ± .25 volts) at all engine speeds,
temperatures, and loads. During a cross start, it also energizes
extra coils to produce the additional current that a start requires.
• Line contactor control to connect the generator to the electrical
buses. It also senses 28 volts to close the left and right generator
bus ties.
• Over voltage and over excitation protection over 32 volts.
• Paralleling/load sharing within 10% when load exceeds 25%.
• Reverse current protection – if one generator falls below 28 volts
it becomes a parasite to the system by drawing current from the
other generator. If this happens, the generator control unit will
take the under excited (reverse current) generator off line by
opening the line contactor.
• Cross start current limiting which de-energizes the HED during a
start.
L GEN R GEN
DC CTR TPL

Generator Output Indication 30 60

+
BUS
EXT
BUS
BATT
BATT PWR

There are three gauges used to see generator 20

VOLT AMP
0

output: two load meters measured in 10 60

-

percentage of load and a voltmeter that VOLT SELECT

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Electrical System
monitors voltages on all buses by using the volt select switch.

Electrical Distribution
The electrical distribution system is considered a triple-fed system, which
indicates most buses are fed from three sources; battery and both
generators. Distribution of electrical power is
arranged so components with complementary
functions, such as the number 1 inverter and its
control circuit, are on the same bus. Components
with duplicate functions, such as left and right
pitot heat, are on different buses. White rings around switches indicate
that they are fed by either the center or triple-fed buses in addition to
another bus for redundancy.

Buses
When the battery switch is turned on, power goes only to the center and
triple-fed bus through a battery relay and bus tie. Power does not reach
the generator buses because the battery only produces 24 volts and the
generator bus ties will not close without 28 volts. This helps the battery to
not deplete its energy so fast before you get a generator on line.
When the start switch is turned on, it closes the starter relay to connect
the starter/generator to the center bus. As long as the center bus is
receiving power from either the battery or external power, the
starter/generator will begin to motor the gas generator shaft in the engine
to initiate start sequence. After engine start, with the generator switch on,
generator current is allowed to flow through the generator control unit
and the volt/loadmeter to its respective generator bus. With the generator
producing 28 volts and the battery producing only 24 volts, power from
the generator buses is distributed throughout the system, and the battery
is allowed to charge. The generator buses are connected to the center
bus through 325 amp HEDs.
The triple fed bus receives power from three sources—both generator
buses and the battery bus. To protect the electrical system in case of an
electrical short on an item connected to the triple fed bus, there are 60
amp current limiters on each of the feeder lines. Should a current limiter
sense over 60 amps through it, it pops and does not allow any more
current to flow through it. There is no way to reset a current limiter from
the cockpit. Once blown, maintenance must replace it. Each of the
feeder lines to the triple fed bus also have a diode on it so power cannot
flow through the triple fed bus to any other bus.

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 Electrical System
Bus Tie
In addition to isolating the generator buses from the rest of the electrical
system when just the battery is on, the generator bus ties are also used
to protect the system in case of a fault in one of the generator buses. If a
short were to occur in the flap motor, (it is only powered by the left
generator bus) it would try to draw all current toward the short. When
over 325 amps in .010 seconds flows through the HED, it opens the left
generator bus tie to isolate the short. A yellow [L or R GEN TIE OPEN]
illuminates once the generator bus tie opens.
The bus tie system is controlled in the cockpit by two switches located on
the pilot’s lower left subpanel. To access a piece of equipment on the left
or right generator bus with just the battery on, use
the GEN TIES switch to manually close the GEN TIES
generator bus ties so power can reach the generator MAN CLOSE
N
buses. During a dual generator failure, you can use O
this switch to access the flap motor. The switch R
should also be used to open the bus ties after the M OPEN
flaps are at their desired position so battery power is
not depleted as quickly. With the bus ties closed, a
fully charged battery only lasts 8 to 10 minutes compared to 30 to 35
minutes when the bus ties are open. To alert you when the generator
bus ties have been manually closed, quickly depleting battery power, a
green [MAN TIES CLOSE] annunciator illuminates.
The other switch used to control the bus tie system is the
BUS SENSE
BUS SENSE switch. This switch is normally used during
RESET
the run up before the first flight of the day. When the
switch is placed to the test position, current is sent to all
three of the HEDs, opening all of the bus ties. The [L and
R GEN TIE OPEN] and [BATT TIE OPEN] annunciators TEST
illuminate indicating that all three bus ties are open. The
switch also has a reset position. This function allows you to reset the
HEDs in the event that a bus tie opened.

Hot Battery Bus

The components on the hot battery bus are powered regardless of the
position of the battery switch. During normal operation, the hot battery
bus is powered by the battery and both the left and right generators. The
following items are connected to the hot battery bus:
• L and R engine fire extinguisher
• L and R firewall fuel shutoff valve

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Electrical System
• External power over-voltage sensor and annunciator
• Door entry lights
• Cargo compartment lights
• Cockpit emergency lights
• Control wheel clock
• Right hand pitot heater
• Cabin loading lights

Note: If these items are left on, even with the battery switch in the
“OFF” position, battery power can be depleted.

External Power
An external power source may be
connected to the aircraft electrical
system to conserve battery power
while starting the engines or when
testing electrical equipment on the
ground. The external power
receptacle is located on the back side
of the left engine nacelle. The power
unit should be capable of delivering at least 1000 amperes during engine
start, and a continuous load of 300 amperes at 28.0 to 28.4 volts. Before
connecting an external power unit, turn the battery on and the
generators, electrical systems, and avionics off to avoid damage due to
electrical surges. When an external power source is connected to the
aircraft, a white [EXTERNAL POWER] annunciator light illuminates.
Another time the annunciator may illuminate is in flight when moisture in
the receptacle causes a false indication.

Note: The aircraft battery must indicate a charge of at least 20 volts

before connecting external power.

AC Electrical System
Inverters
Inverters, located in the engine nacelles, convert DC power to AC power
for aircraft systems. Although the items that use AC power can vary from
airplane to airplane, here is a list of items that are normally powered by
AC power in the 1900D:
• Radar

66 UE Systems
 Electrical System
• Flight Data Recorder
• Attitude Indicators
• Nav 1 and 2
• RMI 1 and 2
• Engine Torque Meters (UE-93 and before)
The generator buses provide power to their AC BUS
respective inverters. If a generator bus fails, LEFT ON RIGHT
the center bus acts as a secondary source of O
F
power for the inverter. If one inverter fails, F
items normally powered from the inverter can TRANSFER
be powered by the opposite inverter by
selecting transfer on the respective AC Bus switch.
The inverters are rated at 400Hz, and 115 volts for avionics components,
26 volts for engine instruments. Inverter failure warning is provided by a
red [L or R AC BUS] annunciator to alert the pilot that the respective AC
bus has an inoperative inverter.
If both generators fail, certain items that are AC powered automatically
lose power. This is done by having these items connected to an AC shed
bus. When a dual generator failure happens, all the items on the AC
shed bus lose power.

Volt/Frequency Meter
The volt/frequency meter, located on the
FREQ
overhead panel, indicates the frequency of 390
400
410
the AC power being supplied to the avionics LH
INV
380 420

equipment. When the button on the lower left 110 120

AC VOLTS 130
100
side of the meter is pressed, the AC voltage PUSH
FOR VOLTS

being supplied to the avionics equipment is RH

indicated. INV

Limitations
Generator Limits
Maximum sustained generator load limit is as follows:

Generator Load % Minimum Gas Generator RPM (% N1)

0 to 75 65 Low idle
75 to 100 72 High idle

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Electrical System
Starter Limits
If ignition occurs within 20 seconds of any start attempt, there is no limit
on the time the starter is engaged for that start.
For restarts following a normal start: 3 minute cool down, beginning
when the starter is turned off.
For an aborted start (no ignition) followed by an attempted restart: Starter
is limited to 20 seconds on (aborted start), 30 seconds off; 20 seconds
on (second attempt), 60 seconds off; 20 seconds on (third start attempt),
5 minutes off.
For continuous motoring without attempting to start the engine: Starter is
limited to 20 seconds on, 5 minutes off. Repeat as required.

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UE Systems 69
Electrical System

Notes

70 UE Systems
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8

Landing Gear and Brakes

The components that make up the nose gear and both main gear are a
shock strut, torque knee, trunion, drag brace, actuator, rollers, and
actuator cams. A control handle in the cockpit controls the gear
electrically, and an independent hydraulic system actuates it. Gear
position is indicated by six position lights—4 green and two red.
A warning horn alerts the pilot if the gear is not down and locked and the
aircraft is in the landing configuration. In case the primary hydraulic
system fails, a manual system provides for backup gear extension.

Landing Gear Components

The shock strut is an air-oil type strut. The weight of the
airplane rests on the compressed air in the strut. As
weight is placed on the airplane, the lower portion of the
strut moves into the upper portion, forcing the hydraulic
fluid to increase the air pressure to cushion the weight.
Normal extension of the main struts are 5.12 to 5.6 inches
and the nose strut 5.25 to 5.75 inches, which means on
the ground you should be able to see a little over 5 inches
of the silver part of the strut. The upper portion of the strut
is encased in a trunion, a triangular shaped metal piece connected to the
aircraft structure.

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Landing Gear and Brakes
The torque knee connects the trunion to the wheel
shaft. It allows the shock strut to move up and
down while resisting rotational forces, which
keeps the wheels aligned with the longitudinal axis
of the airplane.
The actuator is like a piston that uses hydraulic
fluid to move the drag brace to extend or retract
the landing gear. An internal locking mechanism in
the actuator holds the gear in the down and
locked position. The drag
brace is the rigid component
of the gear. The upper end is
connected to the aircraft
structure and the lower end
to the trunion. The drag brace is hinged in the
middle so when the actuator moves it to a 2°
overcenter position, it locks the gear in the down
position.
The rollers are like metal screws attached to the
base of the trunion. As the gear retracts, the rollers
fit into actuating cams that move the gear doors
closed. As the gear is extended, they roll out of the
actuating cams and open the gear doors.

Nose Gear
The nose gear retracts aft into the wheel well. As the
nose wheel retracts, a straightener roller centers the
nose wheel and disconnects it
from the rudder pedals. Along
with the over-center positioning of
the drag brace, a mechanical
hook holds the nose wheel in the
down and locked position. The
tire is a tubeless 10-ply tire
pressurized to 60 psi (+5/-0 psi).
Mounted above the nose gear is a taxi light. It is
controlled in the cockpit from the overhead panel
exterior light section. If the gear is retracted and the taxi
light switch is left on, a white [TAXI LIGHT] annunciator illuminates.

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Main Gear
The main landing gear retracts forward into the nacelle wheel wells.
Each main gear has two tires and a brake assembly. The main gear tires
are tubeless 10-ply pressurized to 97 psi (+5/-0 psi). The maximum true
speed across the ground for the tires is 190 mph, which can become a
concern at high elevation airports when true speeds are higher than
indicated airspeeds.

Landing Gear Handle

The landing gear handle is located on the right
side of the pilot’s subpanel. The gear handle must
be pulled out of a detent to move it from the “UP”
or “DOWN” position. There is a safety switch on
the right main gear to prevent accidental gear
retraction while on the ground. When there is
weight on the safety switch, the landing gear
control circuit is opened and a mechanical latch
hook is activated to hold the gear handle down. If
the safety switch does not accurately sense the
aircraft in flight, you can manually release this
hook by pushing on the red DOWN LOCK REL button located to the left
of the control handle.

Hydraulic Extension and Retraction

There are three hydraulic lines that are used for gear extension and
retraction. Two are for extension (one for normal operations and the
second for manual gear extension) and one for retraction. Engine bleed
air is plumbed into the hydraulic reservoir to prevent landing gear pump
cavitation.
When the landing gear handle is placed in the “UP” position, electrical
power is supplied to the gear selector valve and the hydraulic pump
motor. The gear selector valve routes hydraulic fluid to the retract side of
the actuators. 375 psi of hydraulic pressure to the actuators is necessary
before the landing gear will unlock and retract. Hydraulic fluid contained
in the extend side of the system returns to the reservoir through the
normal extend plumbing. The landing gear motor is protected with a 60
amp circuit breaker that is not accessible in the cockpit. A 2 amp circuit
breaker is located next to the gear handle, which protects the control
circuit to the pump motor.

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Landing Gear and Brakes
When the gear is up, the gear doors cover the top braces of the main
gear while the lower portion of the wheels remain exposed in the airflow.
The landing gear is held in the “UP” position by hydraulic pressure. An
accumulator precharged to 800 psi takes the pressure bumps out of the
system and assists in holding the gear up. When 2775 psi is reached, a
pressure switch shuts off power to the pump motor. The same pressure
switch activates the pump motor if hydraulic pressure drops below
approximately 2320 psi. During gear retraction or extension, the motor
will shut off if it operates more than 16 ± .5 seconds.
Placing the landing gear handle “DN” causes the gear to extend by
energizing the pump motor that provides hydraulic fluid to the extend
side of the landing gear actuators. The hydraulic fluid contained in the
retract side of the system flows through the normal retract plumbing and
into the hydraulic reservoir. When the actuators are fully extended, a ball
is placed in the grooved portion of the gear actuator, and when the drag
brace moves into the over-center locking position, it makes contact with
a micro switch that satisfies the light requirement and tells the pump to
shut off.
If the hydraulic fluid drops below a preset value in the landing gear
reservoir, a caution [HYD FLUID LOW] annunciator illuminates in the
cockpit. There should be enough hydraulic fluid left to extend the gear
normally, but the hydraulic fluid level should be visually checked after
arriving at your next destination. The dipstick for the reservoir is located
on the left wing between the engine nacelle and fuselage.
The maximum number of consecutive gear cycles is three, allowing 2
minutes between cycles. Allow 5 minutes between each additional
landing gear cycle.

Position Indicators
Six landing gear position lights, four green and two red,
indicate the position of the landing gear. The four green
lights illuminate whenever the landing gear is down and
locked (one light each for the LH and RH and two for
the nose). There are two micro switches in each gear
that must be satisfied to illuminate the green light. One
switch is satisfied when the actuator locks the gear in
place and the other is when the drag brace reaches
the overcenter position. The green lights get their
power from the triple fed bus, so if for some reason
this is not receiving power, the lights will not illuminate.
You can test the green lights by pressing the

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 Landing Gear and Brakes
annunciator test switch located to the right of the warning annunciators.
A special tool is required to remove and change the landing gear bulbs
with other annunciator bulbs.
The two red lights inside the clear landing gear control
handle illuminate to indicate the gear is in transit or
when either of the micro switches does not agree with
the landing gear handle position. All of the lights are
extinguished when the landing gear is up and locked.
You can test the red lights in the gear handle by
pressing the “HDL LT TEST” button next to the gear
handle.

Warning Horn
As a safety reminder, there are two micro switches that
cause a warning horn to sound if either or both power
levers are reduced below approximately 84% to 86% N1
or 1/3 quadrant travel with the landing gear not down and
locked. This condition also illuminates the red lights in
the landing gear handle. The horn also sounds when the
flaps are extended beyond the 17° position with the gear
up. With the flaps up or in the 17° position, you can silence the horn by
pressing the button placarded WARN HORN SILENCE located to the
right of the landing gear handle.

Manual Extension
You can manually extend the landing gear by using the emergency pump
handle located to the right of the pilot’s seat. To execute manual
extension, the landing gear control handle must be in the down position,
the LANDING GEAR RELAY circuit breaker located to the right of the
gear control handle must be pulled, and airspeed must be below 180
knots. Due to gravity and the weight of the gear, it will fall within one inch
of fully extended.
Removing the emergency pump handle from its spring clip and pumping
up and down draws hydraulic fluid from the secondary reservoir, through
the emergency extend plumbing, to the extend side of the actuator. The
hydraulic fluid in the retract side of the actuator will flow through the
normal retract plumbing into the primary reservoir. It takes approximately
80 strokes to get the gear locked down. If the electrical system is
operative, use the gear position lights to check the landing gear for full
down. When the gear down lights illuminate, stop pumping and stow the
handle.

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Landing Gear and Brakes
If for some reason the gear does not indicate down and locked, continue
pumping until sufficient resistance is felt to be sure that the gear is down
and locked. Because the emergency pump handle is located next to the
captain’s seat, it would be advisable to let the copilot land while the
captain continues to pump hydraulic fluid into the system until the aircraft
is safely up on jacks. To prevent gear retraction on the ground after
emergency extension, do not move any landing gear controls or reset
any switches or circuit breakers until the malfunction has been
determined and corrected.
If any of the following conditions exist, it is likely that an unsafe gear
indication is due to an unsafe gear and is not a false indication.
• The inoperative gear down annunciator illuminates when tested.
• The red light in the handle is illuminated.
• The gear warning horn sounds when one or both power levers
are retarded below a preset N1.

Brakes
Both main gear are equipped with dual multi-disc hydraulic brakes. Each
toe pedal has its own master cylinder to send hydraulic pressure to the
brake assembly. Either pilot can apply pressure to help stop the aircraft.
Hydraulic fluid for the brakes is stored in a container in the right side
avionics nose compartment. This fluid is routed in a series through the
pilots master cylinders.
The parking brake handle is located in the center
pedestal. There are two parking brake check valves
that trap hydraulic pressure in the lines to the brakes.
Each side has its own valves, and setting the parking
brake closes both valves. To set the parking brake,
pump the brake pedals to increase pressure in the
brake line and pull up on the parking brake handle.
The parking brake is a temporary means of holding the aircraft’s position
until you move or until chocks are placed around the tires. The brake
lines are not protected from thermal expansion. Brakes normally reach
their maximum temperature about 15 minutes after landing. If you set the
parking brake and the brakes continue to heat up, the fluid expands and,
if trapped by the parking brake, can cause damage and make it difficult
to release the parking brake.

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 Landing Gear and Brakes
Anti-skid
The brakes are protected with an anti-skid system that
is turned on with a switch on the pedestal. The anti-skid
control box monitors wheel speed, and as one wheel
approaches a skid, it releases hydraulic pressure to
maintain the wheels at maximum effectiveness while
preventing them from locking up.
The [ANTI SKID FAIL] annunciator alerts you if the
system has failed and anti-skid protection is not available.
Since the anti-skid system regulates hydraulic pressure to brakes during
maximum braking conditions, traditional differential braking for steering is
not available. You can maintain directional control with nose wheel
steering, or you can reduce the pedal force on the opposite toe brake as
the direction you want the airplane to go.

Power Steering
Power steering is an optional accessory on the
1900. It is electrically controlled and hydraulically
actuated. The hydraulic actuator, located above
the nose gear strut, uses fluid from the brake
reservoir.
There are two modes it can operate in—park and
taxi. In the taxi mode, the nose wheel can turn ±
15° of center and in the park mode much tighter turns are possible at ±
55°. When turned on with the switch on the pedestal, “POWER ON”, a
green [PWR STEER ENGA] annunciator illuminates, indicating the
system is operating.
Switching between PARK and TAXI should only be done while at a stop
moving slowly. Immediate movement of the nose wheel occurs if the
rudder pedals are not centered.
The system is not meant to be used for the takeoff roll. The system
automatically turns off and defaults to the taxi mode once the power
levers are moved above 89 to 91% N1. If you attempt to turn the power
steering off with the switch and the system does not disengage, a yellow
[MAN STEER FAIL] annunciator illuminates. This indicates that the nose
wheel has not returned to the caster mode and the nose wheel will
remain where it was when the system failed. Steering will only be
possible with the power steering on. A yellow [PWR STEER FAIL]
annunciator illuminates when hydraulic pressure is low or there is an

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Landing Gear and Brakes
electrical failure in the power steering system. If there is an electrical
failure the system will turn off. If there is a hydraulic failure the system
will operate sluggishly.

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UE Systems 79
Landing Gear and Brakes
Notes

80 UE Systems
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8

Environmental

The first officer is considered the environmental specialist because

he/she operates the temperature control and pressurization systems.
The environmental system includes temperature control, pressurization,
and pneumatic and vacuum systems. Bleed air is used to power the
entire environmental system. The environmental diagram included in the
back of this chapter can be broken down into two main sections. The
lower half of the diagram is the temperature control and pressurization.
The upper half is the pneumatic and vacuum part of the environmental
system.

Bleed Air
Bleed air (P3) is the force behind the whole environmental system and is
taken from the compressor section of each engine. At a takeoff power
setting, bleed air comes off the engine at a temperature of 800° F and is
routed to the following five locations:
• Brake de-ice (described in detail in the ice protection chapter)
• Fuel control unit (part of the fuel system—not shown on the
diagram)
• P3 purge tank (art of the fuel system—not shown on the diagram)
• Precooler heat exchange
• Bypass valve
From the engine, bleed air flows through a precooler heat exchanger,
then flows to both portions of the environmental system (pressurization,
temperature control and pneumatic, vacuum). For pressurization and
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Environmental
temperature control, the precooler air mixes with the bleed air that does
not get cooled from the bypass valve to get a temperature of 450° ± 25°
F. The mixed air for the temperature control and pressurization is
regulated to 38 ± 2 psi. The air from the precooler that goes to the
pneumatic and vacuum part of the environmental system is regulated to
18 psi.

Bleed Air Valve Switches

Two bleed air valve switches located on the
copilot’s left subpanel control bleed air flow. With
the bleed air valves open, all environmental
systems are receiving bleed air. With both
switches in the “ENVIR OFF” position, only the
pneumatic and vacuum systems (upper portion of
the diagram) are receiving bleed air. When the
bleed air switch is placed in the “ENVIR OFF”
position, a white [L or R ENVIR OFF] annunciator illuminates.
With both switches in the “INST & ENVIR OFF” position, nothing is
receiving bleed air. The switches are powered open from the electrical
system. If there was a complete electrical failure, the bleed air valves
would close and the cabin pressure would slowly leak down.

Pressurization
The pressurization system takes ambient air and increases its pressure
to eliminate the need for supplemental oxygen. This creates a positive
pressure from the inside of the cabin pushing outward. The aircraft is not
designed to withstand negative pressure from the outside in. Only the
cabin needs to be pressurized for pilot and passenger comfort. The
wings, tail, and nose cone do not need to be pressurized. For this
reason, there is a “Pressure Vessel” that extends from in front of the
cockpit to just aft of the baggage compartment that is pressurized. There
are wires and cables that pass through the pressure vessel to
unpressurized parts of the airplane that cannot be completely sealed;
therefore, there is continuously a slow leak of air out of the pressure
vessel. The leak is minimized with rubber seals that inflate with bleed air
around the doors.
Engine bleed air that passes through the temperature control (lower half
of the diagram) is used to pressurize the airplane. The bleed air provides
a maximum pressure differential of 5.1 ± .1 psi between the pressure
vessel and the outside air. This pressure differential provides a sea level
cabin pressure altitude up to approximately 11,000 feet and an

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approximate 9000 foot cabin altitude with the aircraft at 25,000 feet. At
altitudes between 11,000 and 25,000 feet, the cabin altitude varies
between sea level and 9000 feet.
To alert the pilots if the cabin pressurizes too much, a [CABIN DIFF HI]
annunciator illuminates when the cabin pressure differential exceeds
5.25 psi.

Pressurization Controller
The cabin pressurization controller controls
the pressurization of the cabin and the rate of
pressure changes. An adjustable dual scale
indicator dial is used to select the desired
cabin pressure altitude. The outer scale
indicates the cabin pressure altitude, and the
inner scale indicates the maximum altitude
the airplane can climb to without exceeding
the maximum pressure differential.
Rotating the knob in the center of the controller sets both scales. The
rate of cabin pressure change is adjusted with the small knob to the
lower left of the dial. It is adjustable between approximately 200 and
2000 feet per minute (fpm).

Pressurization Indication

Actual cabin altitude and pressure differential are constantly indicated by

a cabin altimeter located on a panel forward of the control pedestal. The
large needle indicates the cabin altitude in thousands of feet, and the
small needle indicates the pressure differential between the pressure
vessel and ambient air. Cabin vertical speed is displayed to the left of the
cabin altimeter and functions much like the aircraft’s vertical speed
indicator, but it indicates cabin rate of climb and descent rather than the
aircraft’s rate of climb and descent.

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Cabin Differential Pressure Limitations
Approved Operating Range (Green Arc) 0 to 5.1 psi
Unapproved Operating Range (Red Arc) above 5.1 psi

Outflow Valve
Air is always flowing into the cabin at a rate of between 8 and 16 pounds
per minute, depending on pressure altitude and temperature. There are
two vacuum-operated outflow valves to vent the excess air that the
pressurization system does not need. The outflow valve controls cabin
pressure and rate of cabin pressure change by regulating the amount of
air allowed to escape from the aircraft. The outflow valves are located in
the rear of the pressure vessel (in the baggage compartment) and air is
vented overboard to prevent moisture from accumulating in the baggage
compartment. A landing gear safety switch triggers maximum vacuum to
the outflow valves, pulling them full open when the aircraft is on the
ground to prevent the aircraft from being pressurized on the ground. If
the cabin was pressurized and the airstair door was opened, it would
explode open, injuring the operator and damaging the aircraft. Negative
pressure relief comes from the design of the spring in the outflow valve.
If the pressure outside the cabin is higher than that of the inside
pressure, the air pushes the valves open.

Poppet Valve
A part of the outflow valve is called a poppet valve, which provides
maximum positive pressure differential relief. The poppet valve lets air
escape from the cabin when pressure exceeds 5.1 psi. There are two
static ports located on the aft pressure bulkhead that compare cabin air
to outside air to determine the pressure differential. The static ports are
plumbed to the poppet valve, and when the outside pressure reaches the
preset differential, the high pressure inside the cabin pushes against the
outflow valve toward the low pressure causing the outflow valve to open
and allow the high pressure out.

Cabin Pressure Switch

A cabin pressure switch allows the pilot to fly
pressurized or unpressurized and test the system.
When the switch is set in the center “PRESS” position,
the cabin pressurization controller adjusts the outflow
valve, allowing the cabin to pressurize. When the switch
is placed forward in the “DUMP” position, maximum
vacuum is applied to the outflow valve, allowing the

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cabin to depressurize and/or remain unpressurized. In the “TEST”
position, the landing gear safety switch is bypassed, holding the outflow
valve in the closed position, which permits testing of the pressurization
system during ground operation. To test on the ground, place the bleed
air valve switches in the “OPEN” position, set the cabin altitude selector
to 1000 feet below the field pressure altitude, and with the cabin rate
control knob set at the 12 o’clock position, hold the CABIN PRESS
switch to the “TEST” position. The cabin vertical speed indicator should
then indicate a decent. It may take up to one minute before a descent is
indicated.

Operation
Prior to takeoff, set the aircraft altitude selector to 1000 feet above the
planned cruise altitude to prevent the pressurization system from
experiencing bumps, which are fluctuations in cabin pressure that cause
your ears to pop. They are caused when the aircraft’s altitude exceeds
the altitude set on the pressurization controller. The extra 1000 feet gives
you a margin to work with in case you experience turbulence that upsets
your altitude or if the pressurization controller is out of adjustment. Also,
set the rate knob to the 12 o’clock position, which gives an approximate
500 fpm rate of climb or descent.
If you change to a new cruise altitude in flight, reset the cabin altitude
knob to 1000 feet above your new altitude. Prior to descent, you should
set the selector to 500 feet above the field pressure altitude to ensure
that the aircraft is landed unpressurized. If the aircraft is landed
pressurized, the outflow valve opens and equalizes the pressure at a
rate of 6000 fpm which could cause damage to your ears.

Altitude Warning
A pressure sensing switch, located on the forward pressure bulkhead,
causes a [CABIN ALT HI] annunciator to illuminate if the cabin altitude
exceeds 10,000 feet.

Temperature Control
In addition to pressurization, the environmental system also heats and
cools cabin air and provides fresh air ventilation. Automatic and manual
controls for heating and cooling are located on the copilot’s left subpanel.
The lower half of the diagram in the back of this chapter displays the
heating and cooling function of the environmental system. Engine bleed
air is cooled to 450° ± 25° F and regulated to 38 ± 2 psi by mixing air that
is either sent through a precooler or directly to the environmental system.
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The air is mixed by the movement of two valves opening or closing to get
the proper temperature of 450°.
Then the air flows to two places to further regulate the temperature—
through an air cycle machine (ACM) or through the ACM bypass valve.
For maximum heating, the ACM bypass valve is completely open,
allowing the bleed air to flow through an ejector, which partially cools the
air, and then into the cabin through the floor vents. For maximum
cooling, the air passes through the air cycle machine, which cools it to
15° below the ambient temperature. For temperatures in-between, the
airflow is regulated between going through the ACM and the bypass
valve so they mix to get the appropriate temperature.
The ACM uses the air that passes through it to power itself and
incorporates two heat exchangers along with compressing and
expanding the air to cool it. Once the air enters the ACM, it flows through
the first stage heat exchanger. The air then flows through a compressor
that increases the pressure and temperature. The second stage heat
exchanger further removes excess heat before the air flows through an
expansion turbine, which reduces the pressure and temperature while
providing the force necessary to operate the ACM compressor. A final
ejector expands and further cools the air before it enters the cabin
through the floor vents.
Part of the ACM is a vapor cycle machine (VCM) that can further cool the
air to 25° below ambient temperature. The VCM is a Freon air
conditioner. When the air cycle machine is at maximum cooling and the
ACM bypass valve is fully closed, the VCM is turned on. The VCM is
powered from the right engine accessory gearbox.
Two systems are incorporated to keep the VCM compressor operation
within limits. If Freon pressure limits are exceeded (high or low), limit
switches interrupt power to the compressor clutch and the condenser
blower. Also, if the ambient air temperature is below 45 ± 5° F, the VCM
will not operate. Air from the VCM enters the cabin through the eyeball
outlets next to each seat. If the VCM is not on, recirculated air from the
cabin flows through an evaporator then back into the cabin through the
eyeball outlets.
When the cabin air cools below what you have selected, the ACM
bypass valve begins to open. When the ACM bypass valve is completely
open it sends a signal to the VCM to turn off.

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Controlling Temperature From The Cockpit
The cabin temperature is controlled by a rotary
type switch placarded OFF/AUTO/P TEST/T
TEST/MAN COOL/MAN. You can control the
temperature automatically or manually. In the
auto mode, the cabin temp dial is rotated
between cold and hot, and the system regulates
the ACM bypass valve to maintain the selected
temperature. One thing to note is that there is
always some air that will go through the ACM and then mix with the
hotter air before entering the cabin.
In the manual mode, there is a
switch that can be held up in the
“INCREASE” or down in the
“DECREASE” position to regulate
temperature. As you hold the
switch in the increase or decrease
position, you are actually moving
the ACM bypass valve. Changes
in power affect the amount of air
flowing through the system;
therefore, if temperature is being regulated in the manual mode, to
maintain a specific temperature you must adjust the valves every time
there is a change in power setting.
The bleed air ACM bypass valve moves independently with the left
operating first to increase heat and the right moving first to decrease
heat. Each valve takes 30 seconds to move from open to close with 1
minute required to fully open or close the system; therefore, while
operating in either auto or manual mode, there is a time delay before you
feel a temperature change.
In manual cool mode, the ACM limit switch is
bypassed and the VCM runs regardless of the
ACM bypass valve position, as long as the
ambient temperature is above 45° F and the
right engine is running. It is not recommended
to continuously operate in MAN COOL mode
since it may cause ice formation in the ACM.

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Push-pull knobs provide additional control of
the environmental system. On the pilot’s side,
there are knobs that increase or decrease the
amount of airflow to the pilot and windshield
defrost. The copilot has knobs that control
airflow to the copilot and passenger cabin.
When the pilot and copilot air knobs are pulled
out, the maximum amount of airflow is allowed into the cockpit. With the
cabin air knob pulled out, airflow to the cabin is minimized. The further
the defrost air knob is pulled out, more air is directed to the cockpit
windshields. If all the knobs are pulled out, there is maximum airflow to
the cockpit; with all knobs in, there is maximum airflow to the cabin.

Temperature and Pressure Limits

The warning [L or R ENVIR FAIL] annunciator illuminates when either
the temperature or pressure sensor indicate that 500 ± 25° F or 44 psi
has been exceeded. When this happens, the environmental shut off
valve, precooler bypass, and through valve automatically close and the
advisory [L or R ENVIR OFF] annunciator illuminates. The memory
procedure is to bring the bleed air valve switch to the “ENVIR OFF”
position then back “OPEN.” If the warning environmental fail annunciator
does not illuminate again when you bring the switch to open, you know
that it was just a transient surge of air that set off either the temperature
or pressure sensor.

Test Functions
You can test the over temperature and over
pressure protection circuits in the “P TEST” and
“T TEST” positions of the mode controller,
respectively.
The P TEST tests an over pressure condition. It
is usually only done by maintenance. Power must
be above 80% N1 for at least 30 to 45 seconds.
The [L and R ENVIR FAIL] and [L and R ENVIR OFF] annunciators
should illuminate, indicating the system was shutdown.
The T TEST tests an over temperature condition. This test is normally
done by the pilots before the first flight of the day. The [L and R ENVIR
FAIL] and [L and R ENVIR OFF] annunciators should illuminate
immediately after you select the T TEST.

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Unpressurized Ventilation
A ram air scoop, located on the forward right nose
section, supplies outside air to the cabin. To allow
the air to flow into the cabin, you must pull open
the vent air knob located on the copilot’s left
subpanel. The ram air system is designed to
provide ambient air into the aircraft while unpressurized. To remain
unpressurized, the cabin pressure switch must be in the dump position.
A spring holds the valve open when the aircraft is
unpressurized. During pressurized operation, cabin
pressure holds the valve closed along with a solenoid
connected to the pressurization dump switch. While the
aircraft is unpressurized, you can still operate with the
bleed air valves open to supplement the ambient air, or
they can be off to use ambient air only. The ram air
enters the cabin through the floor vents and is
recirculated through the eyeball outlets.

Ventilation Blower
The ventilation blower, located in the lower nose section forward of the
copilot’s rudder pedals, recirculates the cabin air by drawing it forward
and forcing it through the air conditioner evaporator into
the mixing plenum. The mixing plenum is divided into
two sections; one supplies conditioned air to the
overhead ducts and side wall eyeball outlets and the
other supplies heated air to the floor vents. The switch
that controls the ventilation blower is located on the
copilot’s left subpanel with other environmental controls.
With the switch you can select the “HI,” “OFF,” or “AUTO” position. When
you place the switch in the “AUTO” position, the vent blower runs as long
as the mode controller is on anything but off. In the high (HI) position, it
runs at that speed regardless of the mode controller position. For normal
operations, leave the switch in the “HI” position to allows airflow through
the cabin even when the mode controller is turned off for takeoff.

Pneumatic and Vacuum

The upper portion of the diagram at the end of this
chapter shows the pneumatic and vacuum systems.
Bleed air is supplied at a pressure of 90 to 150 psi
from both engines and is regulated down to 18 ± 1
psi. With only one engine running, there is sufficient

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pressure to operate all the pneumatic and vacuum systems. There is a
check valve that does not allow reverse airflow from one engine to go to
the pneumatic and vacuum systems then leak out the opposite engine
valve. There is a 21 psi relief valve that protects the system from
overpressure. The pneumatic pressure gauge should read 18 psi during
normal operation (green arc 17-20 psi).

Pneumatic
Pneumatic pressure is used for the following 5 items:
• Bleed air warning
• Landing gear hydraulic fill can
• Surface de-ice
• Pressure switch for the Hobbs meter
• Venturi to run the vacuum system
In addition to the bleed air being regulated to 18 psi for the pneumatic
system, it is also cooled to 70° F above outside air temperature. Unlike
the pressurization system, the instrument air valve is spring loaded to the
open position. If all electrical power is lost, the valve remains open and
the pneumatic systems operate normally. Only one engine bleed air
supply is required to fully operate the entire pneumatic system.
During the engine start process, you don’t want to allow any of the air in
the engine to escape, to allow maximum air cooling in the burner can. To
prevent from air coming out of the engine during start and entering the
pneumatic and other systems, all of the bleed air lines have a 4 psi
restrictor on them. This keeps air in the engine until pressure is built up
that ensures sufficient air is available for cooling. Once there is over 4 psi
of pressure in the line, airflow is allowed to the pneumatic system.
If a bleed air line were to rupture, it has the potential to damage adjacent
aircraft wiring, tubing, or the aircraft skin because of the heat associated
with engine bleed air. For bleed air line rupture warning, plastic ethylene
vinyl acetate (EVA) tubing is wrapped around all the bleed air lines and is
pressurized to 18 psi from the pneumatic system. In the event of a bleed
air line rupture, the hot air would melt the plastic EVA tubing, causing the
pressure in the EVA line to decrease below 1 psi, which illuminates a [L
or R BL AIR FAIL] annunciator light. This is an indication to the pilot to
immediately shut off the associated bleed air valve. The annunciator
remains illuminated even with the bleed air valve off because the
ruptured tubing is no longer able to remain pressurized to 18 psi. The
only way to repair this is to replace the tubing.

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The landing gear hydraulic fill can is pressurized to prevent pump
cavitation (keeps bubbles out of hydraulic fluid and increases pump life).
The Hobbs meter only runs when in the air (sensed by the left landing
gear squat switch), the flap circuit breaker is in, and when the pressure
switch is satisfied.
Pneumatic pressure is also used to inflate the rubber de-ice boots on the
wing and tail for surface de-ice protection. The vacuum section of this
chapter and ice protection chapter goes into more detail on how the
pneumatic pressure is used operate the surface de-ice system.

Vacuum
The power for the vacuum system is provided by pneumatic pressure
running through a venturi and creating a low pressure vacuum in the
center of it. Vacuum pressure is used by the de-ice boots, pressurization
controller, and gyro instruments.
The de-ice distributor valve is the brains of the surface de-ice. It uses
vacuum pressure to hold the de-ice boots to the leading edge. Also,
when selected by the pilot, it runs the surface de-ice through a cycle of
using pneumatic pressure to inflate the boot to break the ice off, and then
uses vacuum pressure to bring the de-ice boot back in and hold it to the
leading edge.
The vacuum regulator is used to supply the correct
amount of suction as needed by the pressurization
system (pressurization controller, outflow and safety
valves) and the gyro instruments (attitude indicator
and DG). The gyro suction gauge takes its reading
just prior to the vacuum regulator [narrow green arc
(normal operating range 15,000 - 30,000 feet) 3.0 to
4.3 inches Hg, green arc (normal operating range sea level - 15,000 feet)
4.3 to 5.9 inches Hg].

Oxygen
In case of a cabin decompression or
smoke in the cockpit, there are oxygen
masks in the cockpit for both the pilot
and co-pilot. One of four different
types of oxygen makes may be
installed in your aircraft; Scott-Eros,
Puritan Bennett – Sweep On 2000, Scott-893, or the Scott-359 mask.
The masks are stored behind the overhead light control panel and
oxygen will flow to the mask once they are donned.

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Each passenger seat has an oxygen mask installed. The passenger
oxygen system is equipped with an altitude compensated regulator which
varies pressure to the passenger oxygen makes depending on cabin
altitude.
The oxygen system uses two 77 cubic foot cylinders mounted on either
side of the nose under the floor of the nose compartment. There are two
pressure gauges on the copilot’s right subpanel.
A gauge on the right side instrument panel indicates
the oxygen pressure going to the passenger masks.
The oxygen cylinders are actuated by a push-pull
control knob located on the lower left corner of the
pilots left subpanel. When this control is pulled out
oxygen will flow to the passenger mask container
assembly. For oxygen to flow to the mask a lanyard valve pin must be
pulled out which happens when a passenger pulls the masks down from
the outboard side of the cabin above each window.

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Notes

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10 Fuel

665.4 gallons (4484 pounds @ 6.74 pounds/gallon) of usable fuel is

stored in the wings. In intermediate cruise at international standard
atmosphere (ISA) conditions, fuel burn is approximately 800 pounds per
hour at 15,000 feet; therefore, with one hour of reserve, the 1900 can fly
about four and ½ hours if filled to capacity.

Fuel Tanks
Each wing can hold 240.5 gallons in the main tanks and 92.2 gallons in
the auxiliary tanks. The main tanks are located from the engine nacelle
outward to the wing tip. The auxiliary tanks are located on the opposite
side of the engine nacelle inward to the fuselage.
The collector tank is part of the main tank system immediately outboard
of nacelle and is the distribution point for fuel going to the engine. This
tank is submerged inside the main tank in the wing. The collector tank is
used to provide air free fuel to the engine. Since the collector tank is
where fuel is drawn from to go to the engine, to ensure it is always full
the collector tank receives fuel six different ways:
• jet transfer pump #1
• jet transfer pump #2
• main tank gravity feed through a series of flapper doors
• fuel pump in the auxiliary tank

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• cross transfer line
• spillage from the main tank
There are two filler caps on each wing, one located between the engine
nacelle and the fuselage for the auxiliary tank and the other outboard the
nacelle for the main tank. All filler ports have anti-siphon devices to
prevent a loss of fuel if the fuel cap is not properly secured.

Fuel Movement
Follow along with the fuel system diagram at the back of this chapter as
it is referenced to describe fuel movement from the tanks to the engine.
Fuel is moved using three boost pumps and three jet pumps. A boost
pump can either be electrically powered or engine driven. Jet pumps do
not require electrical power to operate. A jet pump is a fuel line that is
narrower in the middle than at the ends, and due to Bernoulli’s principle,
this creates a low pressure (vacuum) in the center of the line due to the
increase in fuel velocity. Two fuel lines are attached in the middle where
the vacuum is created. Each line draws fuel from either the main tank or
collector tank and delivers it through the jet pump to the fuel manifold.
Jet pumps require a minimum amount of fuel movement through them to
create enough vacuum to operate efficiently. To ensure this minimum
flow through the main tank jet pump, the fuel system has a motive flow
line. Motive flow is just fuel running under pressure that returns to the
fuel tanks through the main tank jet pump. To get the whole system
going, there is a standby electric boost pump that gets powered during
the start process that begins the flow through the fuel lines and back
through the motive flow line to get the jet pump operating. Once sufficient
flow is achieved and the engine is at idle speed, the standby boost pump
turns off and the jet pump provides fuel to the engine driven boost
pumps.
There are three jet pumps:
• Forward transfer jet pump
• Aft transfer jet pump
• Main tank jet pump
The manifold, located in the collector tank, is where the three jet pumps
route fuel to. The manifold is much like a jet pump in that when fuel from
the motive flow line runs through the manifold, it creates the suction
pressure to move fuel through the forward and aft transfer jet pumps.
From the manifold, fuel is routed through two fuel shut off valves, a fuel
filter and drain, then to an engine-driven boost pump. The engine-driven

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boost pump (45 psi) increases the pressure of the fuel and provides fuel
to two places, to the main tank jet pump through the motive flow fuel line
and to the engine-driven high pressure boost pump.
After passing through the oil to fuel heat exchanger, the engine-driven
high pressure boost pump (850 psi) gives the fuel the necessary
pressure to reach the engine. If this fuel pump fails, so does the engine.
In the upper left corner of the fuel system diagram, there is a minimum
pressure flow valve. This valve is set to 100 psi. When the pressure
drops below 100 psi, this valve closes and fuel cannot reach the engine.
Besides the 850 psi boost pump, the only other fuel pumps are 45 psi
and 11 psi. Neither of these can boost the pressure enough to open the
minimum pressure flow valve and send fuel to the engine.
Excess fuel that the fuel control unit does not need to operate the engine
at the requested engine speed is returned to the fuel tank through the
purge line. The purge line draws the excess fuel from the fuel line after
the engine-driven high pressure boost pump.
The fuel control unit distributes the proper amount of fuel to set the
engine speed. It takes input from the power and condition lever setting,
N1, and the fuel topping governor. The fuel topping governor monitors N2
and decreases the amount of fuel to the engine to control propeller rpm
in certain cases when the primary propeller governor fails. For more
information on propeller governors, see the Propellers chapter, starting
on page 49. Bypassing the fuel control unit is a minimum flow adjustment
valve. This ensures a fuel flow of 90 pounds per hour (idle power)
regardless of what the fuel control unit does.
Next in sequence after the fuel control unit is the fuel shut off valve,
which is controlled by the condition lever in the cockpit. This is one of
three fuel shut off valves, two which the pilot has control over. The other
shut off valve the pilot has control over is the firewall fuel shut off valve
(T-handle in the cockpit located above the center pedestal on the
instrument panel). In addition to shutting off fuel, the T-handle (labeled
“FIRE PULL”) also arms the fire bottle on that
engine. The only shut off valve the pilot does
not have control over is the maintenance fuel
shut off valve. The maintenance and firewall fuel shut off valves are
located between the fuel manifold and the 45 psi engine-driven boost
pump. If the firewall fuel valve hasn’t reached its position, a yellow [L or
R FW VALVE] annunciator illuminates in the cockpit.
The fuel flow gauge is between the condition lever fuel shut off valve and
the minimum pressure flow valve. In sequence after the minimum
pressure flow valve is the flow divider, which evenly distributes fuel

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between the primary and secondary fuel nozzles. The P3 purge tank
uses P3 air from the engine to burn off excess fuel in the fuel nozzles and
the fuel line to the engine after shutdown. The purge tank is pressurized
to 100 psi, and when fuel pressure drops below 100 psi the purge tank
blows hot P3 air through the fuel nozzles and the engine. As a result, a
momentary surge in N1 should be observed after engine shutdown as the
residual fuel is burned. The hot bleed air going through the combustion
chamber causes white smoke to come out of the exhaust stacks when
the bleed air meets the colder ambient air. This keeps the fuel lines free
of fuel for two reasons: so it does not drip onto the ground and create
environmental damage and to help prevent fuel from being ignited too
early in the start process and create a hot start..

Cavitation
Although the 850 psi high pressure boost pump delivers sufficient
pressure by itself to run the engine, the high pressure creates cavitation
around the pump. Cavitation occurs when a fluid in motion at a high
pressure creates vapor pockets of air that form and collapse, which can
cause damage to the pump. The 45 psi boost pump helps the fuel flow
through the high pressure boost pump to prevent cavitation. If the 45 psi
boost pump fails, there is a standby electric boost pump rated at 11 ± 2
psi to prevent cavitation. This pump is located in the collector tank and
pushes fuel through the manifold. There is a switch on the fuel control
panel to turn the standby fuel pump on.
Failure of the 45 psi boost pump is sensed by a 10 psi switch and
indicated in the cockpit by a red [L or R FUEL PRES LO] annunciator.

Auxiliary Tank
Each auxiliary tank holds 92.2 gallons (618 pounds) of
fuel. Fuel is moved from the auxiliary tank to the
collector tank through the use of an auxiliary fuel
pump. The control for the pump is on the fuel control
panel. With the switch in the auto position, the pump
will run until one of three conditions is met:
• Float switch, like one in a toilet bowl, senses
an empty tank. When the auxiliary tank is empty, the float switch
comes to rest at the bottom of the tank, causing a switch to turn
off the pump motor.
• 10 psi low pressure switch located on the motive flow line. If
there is less than 10 psi of fuel pressure sensed in the line, the
low pressure switch turns the pump off.

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• Thermal cut-out switch on the pump. Cold fuel is used to cool the
pump motor. If there is no fuel left to pump when the pump is on,
the motor overheats, causing it to turn off.
If the auxiliary fuel pump fails, the fuel in the auxiliary tank is
inaccessible; therefore, standard operation of the auxiliary tanks is to
burn all the fuel in them first in case the auxiliary fuel pump fails. Make
sure the fuel reserve requirements can be met if this occurs. When the
auxiliary pump fails or the tank is empty, a 5 psi low pressure switch
located in the transfer line between the collector and the auxiliary tank
advises the pilot by illuminating the yellow [L or R NO AUX XFR]
annunciator. If the switch is in the “Auto” position, the [L or R NO AUX
XFR] annunciator will not illuminate.
The on position of the auxiliary fuel pump switch can be used when the
auto feature has turned the pump off and there is still fuel in the auxiliary
tank. If one of the auto features has failed but the pump is still operating
normally, this may allow access to the fuel in the auxiliary tank.

Fuel Cross Transfer

The maximum fuel imbalance between tanks is 200 lbs. Fuel from one
wing can supply the opposite engine through a cross transfer system that
transfers fuel from one wing
to the other at a rate of 480
pounds of fuel per hour. The
cross transfer valve is
located in the left fuel tank,
and fuel can be moved in
either direction through the use of the left or right 11 ± 2 standby boost
pump. The cross transfer control switch is located on the upper fuel
control panel. When the crossfeed switch is placed in the left or right
position, one system can supply fuel to the other system. For example,
when the switch is placed in the left position the right standby boost
pump automatically turns on and the cross transfer valve opens, moving
fuel from the right collector tank to the left collector tank. To cross
transfer fuel, use the following procedure:
1 Standby Pumps – OFF
2 Transfer Flow Switch – LEFT or RIGHT (as required); Check
FUEL TRANSFER annunciator – ILLUMINATED
3 Fuel Balance – MONITOR
4 Transfer Flow Switch – OFF (centered) to discontinue fuel
transfer.

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A white [FUEL TRANSFER] annunciator light illuminates during cross
transfer operation. Make sure both standby boost pump switches are in
the off position before cross transfer. If the standby boost pump on the
receiving side was turned on, both standby boost pumps would oppose
each other, preventing cross transfer. In the event of an inoperative
electric boost pump, cross transfer can only be accomplished from the
side of the operative pump. If the transfer valve fails, a yellow [XFR
VALVE FAIL] annunciator illuminates.

Fuel Vents
There are three fuel vents;
a heated ram vent, a flush
vent, and a recessed ram
vent (see photo to right and
fuel system diagram in
back of chapter). The heat
to the ram vent is
controlled by a switch in
the cockpit. The design of the recessed ram vent makes it resistant to
icing over. The flush vent and heated ram vent provide a slight positive
pressure inside the wing. Fuel is first vented from the main tank to the
auxiliary tank to relieve overpressure from thermal expansion or when
low power settings cause the motive flow line to return fuel and the main
tank is already full. If the auxiliary tank is also
full, pressure from expanding fuel is
automatically vented from the tank through the
heated ram vent overboard. There is a flame
arrestor on the flush vent and also on the
recessed ram vent line to prevent a flame from
entering the fuel system from static electricity or a lightning strike.

Fuel Drains
To check for fuel contamination, there are 5 drains on the underside of
each wing. Normal preflight fuel draining procedures generally remove
most excess water from the fuel tanks. Because jet fuel and water are of
similar densities, it takes approximately three hours for any water to
settle to the drains after the aircraft is moved or refueled. Water can
cause the fuel gauges to read inaccurately. The suspended water also
facilitates the growth of microbiological sludge in settlement areas of the
fuel system, which can cause corrosion of metal components and
clogging of filters. To help prevent this, most operators use ethylene
glycol monomethyl ether (EGME).Better known as “Prist,” it absorbs

100 UE Systems
 Fuel
dissolved water in the fuel and lowers the freezing temperature of the
fuel.

Fuel Quantity Indicators

The fuel quantity in each wing is measured by
capacitance type probes which transmit the
pounds of fuel to gauges located on the fuel
control panel in the cockpit. The capacitance-
type system compensates for changes in fuel
temperature and fuel type to provide an accurate
indication of fuel quantity (within 3%).
A two-position switch, placarded FUEL QTY -
MAIN/AUX, is located in the lower right side of the fuel
control panel. In the main position, the gauges indicate the
quantity of fuel in the main and collector tanks in each
wing. In the auxiliary position, only the amount of fuel in the
auxiliary tank is indicated.
There is also a visual fuel quantity sensor system for use
when the normal system is inoperative. There
are two sight probes on the underside of each
wing. When the probes are submerged in fuel,
they are solid black in color, and when not
submerged, they are red with a black dot.
When the outboard probe is red, it indicates
that there is less than 1150 pounds of fuel in
that tank. When the inboard probe is red, it
indicates that there is less than 745 pounds of
fuel in that tank.

Note: A quick way to convert jet fuel pounds to gallons is to take the
number of pounds of fuel you need, drop the last number
(convert 1000 pounds to 100 units) then multiply by 1.5. This is
approximately the number of gallons you need.

Use of Aviation Gasoline

You can use aviation gasoline as an emergency fuel; however, time
between engine overhaul is greatly reduced. Each engine is allowed only
150 hours of operation on aviation gasoline before engine overhaul. If a
partial mixture of jet fuel and aviation gasoline is used, the operation time
is computed proportional to the mixture. For example, 50% aviation
gasoline x 3 hours flight time = 1.5 hours aviation gasoline use. Because

UE Systems 101
Fuel
aviation gas is less dense than jet fuel, operation on aviation gas is
prohibited above 18,000 feet or with standby pumps inoperative. Aviation
gas feeds well under pressure but cannot suction feed as well. The
standby fuel pumps provide an alternate means to pressure feed the
system. The standby pumps must also be on for takeoff and landing.

Low Fuel Warning System

There are two low fuel warning annunciators. When there is less than
324 pounds of fuel in the main tanks, a [L or R FUEL QTY] annunciator
illuminates. If the fuel in the collector tank drops below 53 pounds, a [L or
R COL TANK LOW] annunciator illuminates. The low level sensors are
located on the forward side of the tank. Acceleration on takeoff or a climb
may result in a low fuel indication prematurely.

Limitations
Approved Engine Fuels
Jet A, Jet A-1, JP-5, JP-8 (JP fuels are military grades)
Jet B, JP-4 (operation is prohibited above 8000 feet if either standby
pump is inoperative)

Emergency Engine Fuels

80 Red, 80/87 Red, 91/96, 100 Green, 100/130 Green, 100LL Blue,
115/145 Purple

Fuel Gauges In The Yellow Arc

Do not take off if fuel quantity gauges indicate in yellow arc or indicate
less than 363 pounds of fuel in each wing system.

Operating With Low Fuel Pressure

Operation of either engine with its corresponding fuel pressure
annunciator [L or R FUEL PRES LO] 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.

102 UE Systems
 Fuel
UE Systems 103
Fuel

Notes

104 UE Systems
11 Ice Protection
There are two types of ice protection: anti-ice and de-ice. Anti-icing
equipment is designed to prevent the formation of ice and should be
used prior to entering icing conditions. The 1900 has heated windshields,
fuel vents, a stall warning system, pitot tubes, alternate static ports, an
engine air intake lip heat, and an oil-to-fuel heat exchanger. There are
also air inlet ice vanes and auto ignition that should be used prior to
entering icing conditions.
De-icing equipment removes ice that is already present. For de-icing the
1900 has de-ice boots, propeller heat, and brake heat.
The main panel for ice protection switches (shown below on right) is
located on the pilot’s right subpanel. The remaining ice protection
switches are located on the pilots left subpanel (shown below on the left).

Anti-Ice Systems
Windshield Heat
Both the pilot’s and copilot’s windshields are heated to prevent icing and
make them more pliable in case of a bird strike. Windshield heat is
designed for continuous in-flight use in any weather condition and should
be turned on prior to every takeoff. Windshield heat also aids in
preventing frost and fogging due to rapid descents from cooler higher

UE Systems 105
Ice Protection
altitudes into warm, moist air. The windshield heat may cause distortion
in vision, which is more noticeable at night.
The outer layer of the windshield is coated with a
non-electrostatic application (NESA) film to bleed
off static electricity. The windshield heat switch
can be in one of three positions: normal, high, or
off. With the switch in the “NORMAL” position,
the windshield is heated to a surface temperature
to 90° F to 110° F. When the switch is on “HIGH”,
extra electrical current is used to concentrate the heat (up to the same
temperature as in normal mode) to a smaller area (2/3) of the windshield.

Note: If frost or ice begins to accumulate on the windshield with the

heat on, you may need to reduce airspeed to prevent further
accumulation.

Note: Operation of windshield heat causes erratic operation of the

magnetic compass because it creates a magnetic field around
the compass. Windshield heat should be turned off for a period
of 15 seconds to allow stabilization of the compass before
reading.

Fuel Vent Heat

Heated ram vents are leather textured, one-
inch electrically heated tubes located on the
underside of each wing by the tip. Fuel vents
allow pressure to equalize in the fuel tanks
when fuel is used or can allow excess fuel
pressure to vent overboard. The fuel vent heat
ensures the vent does not ice over.

Stall Warning Heat

The stall warning transducer vane and plate,
located on the leading edge of the left wing,
are electrically heated to prevent icing. If stall
warning heat is left on during ground
operations, it only receives 1/2 of the electrical
power, which prevents it from overheating.
In icing conditions, stall speeds increase due to
the disruption of airflow over the wing, which
causes stall warning devices to lose their

106 UE Systems
 Ice Protection
accuracy. Any accumulation of ice around the stall
warning vane reduces the accuracy in the stall warning
system, even if the vane itself is clear of ice. For these
reasons, the manufacturer recommends maintaining a
minimum speed of 160 knots until a speed decrease is
necessary for landing. When slowing for landing, make
sure to leave yourself a safe margin over VREF to
compensate for inaccuracies in stall warning systems.
If the system fails or is turned off, a yellow [STALL HEAT] annunciator
illuminates.

Pitot Heat
Each pitot tube senses ram air for the
airspeed indicator and contains a static port
to send data to the static instruments. Each
pitot tube can be electrically heated to
ensure accurate pitot and static information
while in icing conditions. The left pitot tube
provides input to the left airspeed and static
instruments, and the right pitot tube to the right airspeed and static
instruments. During normal operations, the pitot heat is turned on prior to
takeoff and left on for the entire flight, regardless of the weather
conditions. The pitot heat switches should be off (down) during ground
operations, except for testing or for short intervals of time to remove ice
or snow from the tube. The left pitot tube heat is powered by two sources
in the electrical system for redundancy.
If the system fails or is turned off, a yellow [L or R PITOT HEAT]
annunciator illuminates.

Alternate Static
There are four static ports, two in each pitot tube and one
located on each side of the airplane below the cockpit
side windows on the lower portion of the fuselage. The
static ports in the pitot tubes are the primary ones used
for normal operations and are heated anytime the pitot
heat is on. The static ports on the fuselage are anti-ice by
design but they also may be heated to ensure they
remain clear of ice. During normal operations, the
alternate static heat is turned on prior to takeoff and left on for the entire
flight, regardless of the weather conditions.

UE Systems 107
Ice Protection
If the primary static port becomes iced over or
plugged, you can select the alternate static
source with a switch (shown at the right) on
the lower cockpit side walls. There are two
alternate static sources, one for the pilot side
and one for the copilot side instruments. If you
use alternate static, the altimeter reads slightly
higher and the airspeed slightly faster than
actual.

Air Inlet Lip Heat

Each engine air inlet lip is
continuously heated through
the use of exhaust air. Hot
air, routed from a scoop in
the engine’s left side
exhaust stack, passes
through each air inlet lip and
is exhausted through the
right side exhaust stack.
Since this is done
automatically, there is no
switch to turn on.

Air Inlet Ice Vanes

Engine ice vanes are a small piece of metal installed in the engine air
inlet to help prevent the induction of rain or ice. They also help prevent
foreign object damage (FOD) to the compressor turbine by keeping
gravel and other loose items from being ingested by the engine. Located
just aft of the engine air inlet, air inlet ice vanes deflect rain, ice, and
foreign objects down and away from the engine plenum.

Note: Air inlet ice vanes are commonly referred to as inertial

separators, boards, torque suppressors, engine anti-ice, vanes,
or actuators.

There are four switches on the pilot’s left subpanel for the ice vanes. The
top two are to extend or retract the left or right ice vane, and the bottom
two are used to select which motor is used to power the movement.
There are two actuator motors for each ice vane, one main and one
standby. The ice vanes can either be extended or retracted and cannot
be moved to intermediate positions.

108 UE Systems
 Ice Protection
When the top switch is placed to the extend
“ON” position, the selected motor lowers
the ice vane and opens a bypass door. The
ice vane extends into the incoming airflow
and, due to the venturi effect, the speed of
the air increases and prevents heavier
particles (like rain, ice, or gravel) from
making the turn at the end of the ice vane
and being digested by the engine. Because
some of the air exits the engine with the
heavier particles through the bypass door,
you will experience a slight loss of torque
when the ice vanes are extended. You can
regain this torque by advancing the power levers, which increases fuel
burn and ITT. Illumination of the green [L or R ENG ANTI-ICE] lights
indicates that the vanes are extended.
You should extend the ice vanes when in visible moisture (rain, snow,
ice, clouds, etc.) at or below +5° C. They also should be extended for all
ground operations (provided engine temperature limitations are not
exceeded) to prevent FOD to the engine. When flying, the ice vanes
should be retracted at +15° C and above to provide sufficient engine oil
cooling.
Illumination of a yellow [L or R ENG ICE FAIL] light indicates that the ice
vane has not reached its selected position. There are two different
conditions that can illuminate the annunciator. First, if the position of the
switch does not agree with the micro switch in the ice vane within 30
seconds, it illuminates. Second, if the motor that you have selected is
inoperative, the annunciator illuminates immediately. If this annunciator
is illuminated, you should select the other actuator.

Oil-to-Fuel Heat Exchangers

Oil-to-fuel heat exchangers are located on the accessory section of the
engine. They use engine oil at operating temperature (71° C) to heat the
fuel, which prevents thickening in cold temperatures and keeps any
water in the fuel from freezing. Under certain flight conditions, the engine
oil-to-fuel heater may not be sufficient to prevent ice in the fuel. Using the
fuel additive Prist lowers the fuel’s freezing temperature and can help
prevent ice from forming.

UE Systems 109
Ice Protection
Auto Ignition
The igniters can be used to help prevent
an engine flame out caused when ice or
water reaches the burner can. When
armed, the auto ignition system turns the
igniters on when engine torque falls
below 700 to 750 foot pounds.

Windshield Wipers
Windshield wipers are installed
on both the pilot’s and copilot’s
windshields for snow and rain
removal. They are usually only
used during taxiing, approach,
and landing because once a
sufficient amount of airspeed is
developed, airflow keeps the windshields free of rain or snow. There is
one electric motor that runs both wipers. The
switch for the wipers is located on the overhead
panel. When the switch is held in the spring
loaded “PARK” position, the wiper blades are
stowed at the center post in a vertical position.

Note: To protect the NESA coating, do not

operate wipers on dry glass.

De-ice Systems
Ice Detection
Wing ice lights, located on the
outboard side of the engine
nacelles, provide nighttime
illumination of the wings’
outboard leading edges to
check for ice accumulation.

The switch for the ice light

(shown to the right) is located on the overhead
panel.

110 UE Systems
 Ice Protection
Surface De-ice
The surface de-
ice system
removes ice
accumulation
on the leading
edges of the
wings,
stabilons,
tailets, and
horizontal
stabilizers. De-ice boots are attached to the leading edges by cement.
They are electrically controlled and use engine bleed air to pneumatically
operate rubber de-ice boots. The de-ice boot is a fabric reinforced rubber
sheet containing built-in inflation tubes.
To dislodge ice from the leading edges, bleed air is sent
to the boots to make them inflate and crack the ice. To
deflate and hold the boots on the leading edges, the bleed
air passes through an ejector, creating a vacuum to hold
them flat against the leading edge.
The system is controlled by a three-position switch that is
spring-loaded to the center off position. Actuation of the
switch to the “SINGLE” position triggers a system timer
that sends bleed air to inflate the outboard wing
boots. After approximately six seconds, the timer
closes the distributor valve and vacuum is applied to
deflate the boots. The timer then opens the distributor
valve and sends regulated bleed air to inflate the
inboard wing, stabilons, tailets, and horizontal
stabilizer boots for approximately six seconds. The
inflation cycle occurs only once each time the switch
is activated. Selecting the “MANUAL” position bypasses the timer, and all
the boots inflate and remain inflated until the switch is released and
returns to the center off position. The switch should be held to the
“MANUAL” position until the three green advisory annunciator
illuminates.
A pneumatic pressure gauge should fluctuate each
time bleed air is sent to the wings, and the gyro
suction gauge should fluctuate each time bleed air is
used to create the vacuum to deflate the boots. The
gauges are located in the copilot’s right subpanel.

UE Systems 111
Ice Protection
To properly judge the amount of ice build-up on the wings, look at the
end of the wing where there is a diffuser for the strobe lights. There is a
hole that sits 2 inches from the leading edge to look through to see if the
position lights are working. When ice begins to block the hole, it’s time to
pop the boots.
Be wary of captains who pop boots prior to a copilot greasing on a
landing. This disrupts the airflow over the wing at slow speeds making a
greaser turn into a hard landing.
Green advisory lights [INBD WG DEICE], [OUTBD WG DEICE], [TAIL
DEICE] indicate when the outboard, inboard, and tail boots are inflated.

Note: Permanent damage to the de-ice boots can occur if they are
operated in temperatures below -40° F.

Propeller De-ice
Propeller de-ice boots, bonded to the leading edges of
the propeller blades, are designed to electrically heat
the boot to melt ice and allow the centrifugal force of
the heated water to melt ice on the remainder of the
blade. It is normally used as anti-ice and turned on
prior to entering icing conditions.
Each de-ice boot has one heater. Automatic de-icing
is accomplished by heating all the elements on the
right and then the left propeller, for 90 seconds each,
in a sequence controlled by a timer. In the automatic
mode the loadmeter should increase 05%. On UE-262
and after the automatic mode of the propeller deice
on each engine is inhibited by the respective oil
pressure switch. If the oil pressure is low enough to
cause the [OIL PRES LO] annunciator to illuminate,
the automatic mode of the propeller deice system
will be inoperative on that engine. In such cases, the
manual mode will still be operational.
As a backup to the automatic de-ice system, a
manual system is installed. Manual de-icing is
accomplished by holding the switch to the
“MANUAL” position for approximately 90
seconds until the ice is dislodged. This switch
overrides the system timer and heats all the
elements on both propellers simultaneously.

112 UE Systems
 Ice Protection
Proper operation of the manual system is indicated by an increase of
approximately 10% on the loadmeters.
If the de-ice boot does not remove ice evenly, a propeller imbalance may
occur. This imbalance can be relieved by varying the prop RPM;
increase RPM briefly and return to desired setting, repeating if
necessary.

Note: To prevent system damage, operate the propeller de-ice system

only when the engines are running.

With the propeller de-icing system “ON”, the

prop de-ice ammeter needle should be within
the green arc (32-38 amps) for normal
operation.

Note: For aircraft with a kit installed, the

green arc is between 26-32 amps.

If the ammeter reads 0 amps when the system

is turned on, the prop de-ice is inoperative and
cannot be used. An ammeter reading less than 32 amperes indicates
that one or more of the boots is not functioning properly. If propeller de-
ice is used under this condition, you can expect an uneven buildup of ice
which causes undesirable vibration.

Note: While the heated water is dislodging ice from the remainder of
the propeller blade, ice chunks may hit the fuselage, causing
passenger alarm. Inform passengers of this possibility when in
icing conditions.

Brake De-ice
Brake de-ice is installed on the main wheels to prevent ice
and slush from building up between the wheels and freezing
the brakes. Unregulated bleed air from the engine P3 valve
is used to provide brake de-icing. Placing the switch in the
on (up) position directs the bleed air to the brake assembly.
If the switch is left on after takeoff and gear retraction, the
gear uplock switch activates a timer that closes the solenoid valve in
approximately 10 minutes, preventing heat damage to landing gear. To
reactivate brake de-ice after it automatically turns off, extend the landing
gear and cycle the brake de-ice switch to off and then to on. A green [L
or R BK DEICE ON] annunciator light illuminates when the system is on.

UE Systems 113
Ice Protection
The bleed air lines to the brakes are enclosed in a low pressure (18 psi)
tubing called ethylene vinyl acetate. If the bleed air line ruptures, the hot
bleed air (400° F) will melt the outer tubing, causing the pressure to drop
below 1.5 psi. This causes a [L or R BK DI OVHT] annunciator to
illuminate. When a brake de-ice overheat annunciator is illuminated, you
must turn off the brake de-ice system.

Radar
Weather radar is installed and is displayed on
the EHSI EFIS display located just below the
attitude indicator. It displays the current heading
and 30° each direction of center.
The control panel for the radar is located on the
pedestal. The range can be adjusted from 10
miles out to 300 miles, although with the 12 inch
antenna installed in the nose cone it cannot
detect much precipitation beyond 150 miles. The gain is used to adjust
the sensitivity of how much precipitation is needed to display a return on
the EHSI. The tilt is used to move the radar antenna up and down to help
you determine how high a storm is.
A white [RDR PWR ON]
annunciator illuminates when
the radar is on while the
aircraft is on the ground. If the
radar is on it can cause
radiation exposure to someone
who stands in front of the nose
cone of the aircraft.

114 UE Systems
12 Avionics
Avionics installed in the 1900D include the Communication and
Navigation Radios, EFIS system, TCAS, GPWS, radar, cabin briefer, and
cockpit voice recorder. All of the items are powered on
with the avionics master switch located on the pilot’s
lower left subpanel. Because of the high electrical draw
of the avionics equipment and the surge of electrical
power through the system during an engine start, the
avionics master switch is normally left off until the
generators are online after the engines are started. If you
must power on the avionics on the ground without a generator online,
use a ground power unit (GPU) to conserve battery power.
The avionics master switch makes it
convenient to turn all these items off with
one switch. If the switch fails, power can be
supplied to the avionics equipment by
pulling the 5 amp “AVIONICS MASTER”
circuit breaker in the upper right corner of
the circuit breaker panel. It takes electrical
power through the avionics master switch to turn the equipment off.

Audio Panel

The audio panel is in the center of the instrument panel. The left side
controls the pilot side audio and the right side controls the copilot audio.

Audio Source
Along the top of the
panel, there are 9
switches on both the
pilot side and copilot
side that control which
audio source comes through the headsets or cockpit speaker. Placing a
UE Systems 115
Avionics
switch in the up position turns that audio source on. Audio sources that
are selected on always come through the headset as long as a headset
is plugged into the jack. To get audio to come over the
pilot or copilot cockpit speaker, you must turn on the
appropriate “AUDIO SPKR” switch. With the cockpit
speaker off, all audio, with the exception of aural warning
tones, is inhibited. On 1900D models with serial number
UE-262 and after, all cockpit audio, including aural
warning tones, are inhibited from the speaker with the
speaker switch off.

Transmit Selector
The large rotary knobs on the lower left and right of
the audio panel control what the pilot or copilot
transmit on when pressing the push to talk switch
(COMM 1, 2, or PA). When selecting COMM 1 or 2 to
transmit, the corresponding receiver is automatically
selected on.

Volume Knobs
There are a total of 8 volume knobs; one for the cockpit speaker and
headphones for both the pilot and copilot, two for DME identification, one
for marker beacon identification, and one for the PA volume in the cabin.

Nav Ident
The VOICE/BOTH/RANGE switch controls which portion
of the NAV or ADF identification you hear when the ADF
or NAV 1 or 2 audio source is selected on. In the VOICE
position, the voice portion of the audio is heard but not the
Morse code identification. In the RANGE position, only the
Morse code identification is heard. In the BOTH position, the voice and
range are heard.

116 UE Systems
 Avionics
Hot Interphone
The hot interphone switch is below the pilot side
VOICE/BOTH/RANGE switch. This switch is normally left on
and allows for direct communication between crewmembers
when headsets are on. With the switch off, each pilot must
press the interphone switch on the left side of the yoke to
break the squelch to communicate through the headsets.

Encoding Altimeter Selector

The encoding altimeter selector switch (ENCD ALTM
1/ALTM 2) controls whether the pilot (ALTM 1) or copilot
(ALTM 2) encoding altimeter sends altitude information to
the TCAS, GPWS, and GPS.

Ground Comm Power

The GND COMM PWR button is in the center of the audio
panel. Normally, the battery and avionics master switch
need to be on to turn on the com radios. To conserve
battery power if you just need to pick up ATIS or a
clearance, you can push the GND COMM PWR button to
turn on COMM 1 when the battery switch is off.

Marker Beacon
The volume and sensitivity switch for the marker
beacons is below the GND COMM PWR button. The
switch and dial control both the pilot and copilot audio
simultaneously.

Standby Horizon Power

A standby horizon power system is installed as
a backup to the pilot’s EADI. The auxiliary
battery, located in the nose avionics
compartment, is powerful enough to operate
standby horizon for a minimum of 30 minutes.
The control panel for the auxiliary power is on
the audio panel. With the standby horizon
power switch on, the avionics master switch
on, and the standby horizon being powered by
the right generator bus, the green AUX ARM annunciator illuminates. If
voltage to the standby horizon drops below 18 volts, the yellow AUX ON

UE Systems 117
Avionics
annunciator illuminates along with a steady warning horn. You can
silence the horn by pressing the horn silence button next to the standby
horizon power switch. The horn sounds and the AUX ON annunciator
illuminates during shutdown if the avionics master switch is turned off
before the standby horizon power switch is turned off.
To test the auxiliary battery, hold the
standby horizon power switch to the test
position until the AUX TEST annunciator
illuminates. If the AUX TEST annunciator
does not illuminate, even momentarily,
within 5 seconds of holding the switch to the test position, consult with
maintenance.
With the standby horizon power switch on, the auxiliary battery is not
connected to the standby gyro until the left squat switch senses the
aircraft in the air. This prevents the auxiliary battery from powering the
standby gyro while on the ground. The auxiliary battery is continuously
charged by the right generator bus.

Dim Function
The ANN PUSH BRT rotary push button dial dims the lights
on the avionics for nighttime operations. When the knob is
pulled out, the lights dim. Turning the dial changes the
intensity of the avionics lights.

Transponder Override
The transponder is wired through the ground squat switch,
so even if the transponder is turned on it will not operate
while on the ground. The transponder can operate on the
ground when the XPNDR NORMAL/OVERRIDE switch is in
the OVERRIDE position.

TCAS
Traffic Collision Avoidance System (TCAS) is an optional piece of
avionics equipment that has been developed to enhance the safety of
flight. TCAS scans the area around the aircraft for other transponder
equipped aircraft and displays the traffic on a dedicated display in the
cockpit.
When TCAS is installed, it is usually the BFGoodrich model TCAS791.
This model is TCAS I system. Current technology in TCAS has led to the
development of TCAS II. That technology has not become cost effective

118 UE Systems
 Avionics
enough for many regional, business, and general aviation aircraft. The
biggest difference between the systems is the TCAS I does not require a
mode S transponder and does not issue resolution advisories (i.e. climb,
descend, or monitor vertical speed) after traffic alerts. The TCAS can
only track other aircraft that have an operating transponder.
Following is a general review of the
technology for information only.
Refer to the AFM and BFGoodrich’s
Pilot Guide for the TCAS for
specific and more detailed
information. Access BFGoodrich’s
web site (www.goodrich.com) to
download the Pilot’s Guide for the
TCAS.
The TCAS791 display is located in
the lower middle portion of the
instrument panel and can track up
to 35 aircraft at once, with a
maximum of 8 being displayed. It
displays the 8 targets that are most threatening. The TCAS can detect
traffic within 35 miles and +/- 10,000 feet of your aircraft’s current
altitude.
To turn the TCAS on, turn the DIM/OFF button clockwise to an intensity
that you can see the display. The system turns on into standby mode.
Pressing the RNG button turns the unit on to start displaying traffic. The
TCAS system automatically switches to standby mode 24 seconds after
landing is detected by the left main gear squat switch.

TA Alert
The traffic is displayed as one of four symbols. An aircraft target that is
displayed as a round yellow circle is considered a traffic advisory (TA). A
TA is issued along with an audio “Traffic, Traffic” alert. If the other aircraft
has a mode C transponder, their altitude is displayed relative (+ or – in
hundreds of feet; i.e. +02 means the other aircraft is detected 200 feet
above your altitude) to your aircraft’s altitude. If the aircraft is climbing or
descending greater than 500 feet/minute, an arrow displays to the right
of the target display to indicate the climb or descent.
When traffic is considered a TA depends on aircraft altitude. When the
radio altimeter senses the aircraft below 2,000 feet AGL, a TA displays
when an aircraft is within 15 (nonaltitude reporting traffic) to 20 (with
altitude reporting) seconds of a possible collision or within .2 nm and +/-

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600 feet. When above 2000 feet AGL, the parameters increase to within
20 to 30 seconds or .55 nm and +/- 800 feet. The target remains a yellow
circle for a minimum of 8 seconds or as long as it is inside the
parameters listed above. The audio “Traffic, Traffic” alert mutes when
below 400 feet AGL to minimize distraction to the pilots during takeoff
and landing. In UE-262 and after, this and all other audio alerts are only
heard through the headsets unless the AUDIO SPKR switch is on.
If a TA is detected but the aircraft is outside the range selected on the
display, a yellow semi-circle shows at the edge of the display according
to the aircraft’s bearing with the altitude readout (if available).
If a bearing is not detected by the omni directional antenna for another
aircraft but meets the TA criteria, a “TA 1.0 +05” annunciator illuminates
below the aircraft symbol. The digits after the TA are the distance and
relative altitude (if altitude reporting) to your aircraft.

PA Alert and Other Traffic Symbol

An aircraft target that is not a TA but is within 4 nm and +/- 1200 feet
displays as a solid white diamond and is called a proximity advisory (PA).
Non-altitude reporting traffic is considered to be at your altitude. An open
white triangle is used to display all other traffic targets.

Altitude Range
The TCAS unit can display three different altitude ranges. In the normal
mode, aircraft within +/- 2700 feet of your current aircraft altitude are
displayed. In the Look Up above mode, aircraft detected from 2700 feet
below to 9000 feet above your aircraft altitude are displayed. Similarly, in
the Look Down below mode, aircraft detected from 2700 feet above to
9000 feet below your aircraft are displayed. To select different the
modes, press the TEST button (while in the air or on the ground with the
TCAS not in standby) below the TCAS display to rotate through the
different (NRM, ABV, and BLW) modes. The current mode is
annunciated in the lower right of the TCAS display.
At the bottom of the display, your aircraft’s current altitude is
annunciated. If the altitude displayed is not within +/- 250 feet of the
altitude on your barometric altimeter, consult maintenance.

Distance Range
In the air, the TCAS can display a ring of up to 20 nautical miles around
the aircraft to display traffic. There are three settings for the range of the
display while in the air: 5, 10, or 20 nm. Pressing the RNG button on the

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bottom of the display rotates through the available ranges. The range
selected is annunciated in the upper right corner of the display. In the 5
nm range, the inner ring represents 2 nm with the outer ring 5 nm. In the
10 and 20 nm ranges there are three rings: inner, middle, and outer. In
the 10 nm range, the rings represent 2, 5, and 10 nm. In the 20 nm
range, the rings represent 5, 10, and 20 nm. On the ground, only the 5
and 10 nm ranges may be selected. Also only while on the ground,
pressing the RNG button while the TCAS is in the standby mode turns
the TCAS on in the 10 nm range with the ABV display.

TCAS Test
The TCAS system can be tested while
on the ground and in the standby mode.
Pressing the test button initiates the
units self-test. A successful test is
annunciated by a test screen similar to
the one shown to the right and an audio
“TCAS test passed.” If the self-test
detects a problem, the display has large
text across the center of the screen
“TCAS FAILED” with an audio alert
“TCAS test failed.”

GPWS
GPWS was designed to reduce the accident rate associated with
Controlled Flight Into Terrain (CFIT). It provides audio and visual alerts to
the crew when the airplane penetrates a predetermined envelope above
the terrain.
Ground Proximity Warning System (GPWS) is a brand of Terrain
Awareness and Warning System (TAWS) that is designed to help
prevent CFIT accidents. Having GPWS installed is estimated to
decrease the chances of being involved in a CFIT accident by one third.
The GPWS takes inputs from the radio altimeter, copilots pitot static
system, glideslope, flap handle, autopilot, and landing gear and applies
alerting algorithms to alert the flight crew through annunciators and aural
alerts when the preset parameters are exceeded.
There are two types of TAWS that are typically installed in the 1900D:
The Honeywell Mark VI GPWS or a Honeywell EGPWS. Following is a
general review of the technology for information only. Refer to the
supplement section of the AFM and Honeywell’s Pilot Guide for the
model of GPWS and EGPWS installed for specific and more detailed

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information. You can order pilot guides for the different model GPWS’ at
www.honeywell.com.

Mark VI GPWS
The GPWS has 6 modes of operation.

Mode 1
When the GPWS senses an excessive descent rate in relation to the
aircraft’s height above the ground, an aural “SINK RATE” alert sounds. If
the aircraft continues the excessive descent rate, the aural “SINK RATE”
alert sounds again and could be followed by a “PULL UP” alert repeated
continuously as the aircraft enters the warning envelope. Sink rate is
monitored when below 2500 feet AGL. The specific descent rate that
sets the GPWS off gets more sensitive as the aircraft approaches the
ground.

Mode 2
When the terrain rises rapidly underneath the aircraft, like when flying
low over a ridge, the GPWS sounds an aural “TERRAIN, TERRAIN”
alert. The “TERRAIN, TERRAIN” call is followed by “PULL UP” sounding
continuously if the closure rate increases into the warning envelope. The
GPWS monitors the closure rate of the radio altimeter when below 2000
feet AGL. For climb out, cruise, and initial approach (flaps not in landing
position) the larger alert and warning envelope provides for additional
protection. With flaps in the landing position and for the first 60 seconds
after departure, the envelope is desensitized to reduce nuisance alerts.

Mode 3
If the aircraft descends after takeoff or a missed approach, the GPWS
sounds an aural “DON’T SINK” command every 3 seconds. The aural
alert also sounds any time you begin a go around after descending
below 170 feet AGL and the gear or flaps are not in the landing
configuration. The amount of altitude loss that triggers the alert depends
on the aircraft’s height above ground. The alert does not sound above
925 feet AGL.

Mode 4
Mode 4a is active in cruise flight with the gear up. If the gear is not down
and locked and the aircraft descends below 500 feet AGL with airspeed
below 178 knots, a “TOO LOW GEAR” warning sounds. This mode also
protects the aircraft from flying into terrain when the aircraft is not

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descending excessively (mode 1) or terrain is not raising rapidly (mode
2). When below 750 feet AGL and above 178 knots with the gear up, the
GPWS sounds an aural “TOO LOW TERRAIN” warning.
Mode 4b is active in cruise and approach with the gear
down and flaps not in the landing configuration. Below
170 feet AGL and less than 150 knots with the gear
down and the flaps up, the GPWS sounds an aural
“TOO LOW FLAPS” warning. If the flaps are
inoperative, there is a “GPWS FLAP OVRD” push
button that resets the parameters of the GPWS (modes
1, 2, 3, and 4) to the flaps down settings even if the flaps are up. When
the switch is pressed, the background of the annunciator illuminates
blue. Mode 4b also protects for terrain clearance like mode 4a does. If
above 150 knots up to a maximum of 750 feet AGL with the gear down
and flaps not in the landing configuration, an aural “TOO LOW
TERRAIN” warning sounds when the aircraft is flown into the protection
envelope.
Mode 4c is for protection during takeoff or missed approach with the gear
and flaps up while below 2400 feet AGL when the closure rate is less
than the mode 2 alert. This mode takes into account an averaged radio
altitude to determine a minimum terrain clearance altitude that sounds an
aural “TOO LOW TERRAIN” warning if the aircraft is flown into this
envelope.

Mode 5
The below glideslope mode of the GPWS becomes
active if an ILS frequency is being received on NAV 1,
the localizer is within 2 dots of center, the gear is down,
and the airplane is below 1000 feet AGL. With the
glideslope mode active and when the aircraft is flown
1.3 dots or more below the glideslope, the GPWS
sounds an aural “GLIDESLOPE” warning. If the aircraft
is flown more than 2 dots below glideslope when below
300 feet AGL, the alert gets louder. When an aural
glideslope alert is issued, the “BELOW G/S P/CANCEL”
annunciator illuminates. If pressed, either prior to
descending below the glideslope or after the GPWS has issued the alert,
the aural alerts are cancelled. The press to cancel button only functions
when the pilot’s glideslope is not flagged, the gear is down, and the
aircraft is below 2000 feet AGL. When the mode is cancelled, a “G/S
CANCLD” annunciator illuminates below the pilot side VSI on the
instrument panel.

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Once you press the switch, you cannot reset it by pressing the switch
again. The system resets itself automatically when any of the following
occur:
• The aircraft descends below 30 feet AGL.
• The #1 Nav is changed to a VOR frequency then cycled back to
receive an ILS frequency.
• The aircraft climbs above 2000 feet AGL.

Mode 6
The GPWS makes advisory callouts to provide additional situational
awareness for the pilots. When the radio altimeter senses the aircraft
500 feet AGL, the GPWS announces a “FIVE HUNDRED” aural call out.
When a decision height is set into the EADI and the radio altimeter
senses the aircraft has reached that altitude, the GPWS announces a
“MINIMUMS, MINIMUMS” aural callout.
An optional feature of mode 6 is a bank angle monitor. Above 210 feet
AGL, if bank angle exceeds 50° the GPWS sounds an aural “BANK
ANGLE, BANK ANGLE” alert. From 10 feet AGL to 210 feet AGL the
bank angle that sets the aural alert off varies between 15° and 50°. If the
autopilot is on, the 210 feet AGL upper bank angle call out limit is
lowered to 156 feet AGL.

Pilot Action
GPWS alerts that include a “PULL UP” command require the pilot to
immediately and positively pull up, set power to maximum rated thrust,
and climb at the best angle of climb until the warning ceases.
All other GPWS aural alerts recommend the pilot to initiate corrective
action to remove the cause of the warning.

Preflight Test
To test the GPWS, press and hold the “GPWS P/TEST”
button on the instrument panel. A successful test is
indicated by hearing the aural alerts “GLIDESLOPE,
PULL UP, PULL UP, PULL UP”.

Failures
If there is a fault sensed in the GPWS system, a “GPWS
INOP” annunciator illuminates on the instrument panel.

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EGPWS
The Enhanced Ground Proximity Warning System (EGPWS) is the more
technologically advanced model of TAWS over the GPWS. The major
enhancement is the ability to use an internal GPS to compare the aircraft
position to an internal terrain database that provides for more accurate
and timely alerts. Having the EGPWS is estimated to decrease the
chance of having a CFIT accident to one in 30 million (10 times less than
with a GPWS). The EGPWS has all the features of the GPWS plus the
following additional features:
• Internal GPS with terrain database
• Warning mode enhancements
• Terrain mapping
• Windshear detection

Internal GPS with Terrain Database

Having the internal GPS and terrain database has reduced the amount of
non-genuine GPWS alerts and increased the lead time some warnings
are issued. Knowing the aircraft’s present position, altitude, and ground
speed and comparing that to a digitized topographical map allows for a
more accurate interpretation of a potential CFIT situation.
The EGPWS terrain database contains the following data:
• Obstacles over 100 feet AGL within the terrain database
coverage area.
• Airport runway data for all runways over 2000 feet.
• Terrain data of different degrees of resolution.
There are two modes of the EGPWS associated with the terrain
database. Mode TA is terrain and obstacle awareness and mode TCF is
the terrain clearance floor.

Terrain and Obstacle Awareness

The TA mode monitors the aircraft’s terrain and obstacle clearance and
looks ahead of the aircraft for potential conflicts. Beginning at ¼ mile and
extending out 3 degrees laterally, the TA mode projects down, forward,
then up from the aircraft to scan for conflicts. The first alert issued if the
aircraft is flown into the safety envelope (typically 40 to 60 seconds
ahead of the conflict) is an aural “CAUTION TERRAIN” or “CAUTION
OBSTACLE” alert along with a yellow [GPWS] annunciator. If the aircraft
continues to fly closer to the terrain or obstacle (typically 30 seconds
ahead of the conflict) the aural alert changes to “TERRAIN, TERRAIN,
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PULL UP, PULL UP” or “OBSTACLE, OBSTACLE, PULL UP, PULL UP”
and a red [PULL-UP] annunciator illuminates.

Terrain Clearance Floor

The TCF mode creates a terrain clearance floor around
an airport. It alerts the pilots of a descent below the floor
regardless of the aircraft configuration. The floor is
determined based on current aircraft location, nearest
runway, and AGL altitude. If the aircraft is flown below the
TCF, an aural “TOO LOW TERRAIN” alert sounds along
with the yellow [GPWS] annunciator. If the aircraft continues into the
TCF, the aural alert changes to “TERRAIN, TERRAIN, PULL-UP” with
the red [PULL-UP] annunciator.

Runway Field Clearance Floor

A Runway Field Clearance Floor (RFCF) has been incorporated into the
EGPWS to improve terrain clearance protection around airports like
Telluride, CO, where the runway is significantly higher than the
surrounding terrain (up on a plateau). Based on aircraft position and
height above the airport’s runway, the RFCF issues an aural “TOO LOW
TERRAIN” alert when descending below a normal approach altitude
even though the aircraft is sufficiently above the terrain right below the
aircraft.

Runway Database
As an aircraft with the gear and flaps down approaches a runway in the
airport’s database, the EGPWS thinks you are landing and increases the
parameters to reduce non genuine alerts. Most CFIT accidents occur
near an airport, so the degree of resolution for terrain is enhanced in the
airport area.
If an airport is not in the EGPWS database, the system
thinks the aircraft is descending into a CFIT scenario,
which creates numerous aural and visual alerts even
though the aircraft may be safely descending for landing.
Pressing the [TERR INHIBIT] button suppresses the
EGPWS terrain alerts. Push the [TERR INHIBIT] button
within 15 miles of the arrival airport that is not in the system’s database
or if the GPS is degraded or inoperative. Pushing the [TERR INHIBIT]
button does not affect the basic GPWS modes 1-6.
If the enhanced terrain features of the EGPWS fails, [TERR INOP]
illuminates on the instrument panel.

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Terrain Alerting and Display
An optional feature of the EGPWS is the Terrain Alerting and Display
(TAD), which is a graphic display of the surrounding terrain on the EHSI
screen. It displays terrain that is either above or up to 2000 feet below
the aircraft according to the following table:

Terrain/Obstacle Location Display

Sets off a “PULL UP” warning Solid Red
Sets off a caution alert Solid Yellow
2000 feet above aircraft 50% red fill
1000 to 2000 feet above aircraft 50% yellow fill
500 feet below to 1000 feet above 25% yellow fill
aircraft
500 to 1000 feet below aircraft 50% green fill
1000 to 2000 feet below aircraft 16% green fill
More than 2000 feet below aircraft or No display
within 400 feet of nearest runway
elevation

The TAD feature cannot be on at the same time the weather radar is on.
The TAD also has a popup display that works whenever there is a terrain
alert from the EGPWS. When the terrain alert occurs, the terrain display
automatically shows on the EHSI, overriding the weather radar display.
The TAD feature is meant for situational awareness only and not to be
used for navigational purposes. Not all the NOAA terrain data the
EGPWS uses as a database is completely accurate.
A software upgrade to the optional TAD display is a feature that displays
terrain peaks. This feature is independent of aircraft altitude and displays
the digital elevation height of the highest and lowest displayed terrain.
The peaks of high relative altitude display as shades of green even if
they are more than 2000 feet below the aircraft. It also represents sea
level water in blue.

Geometric altitude
Geometric altitude is a GPS derived altitude designed to eliminate or
reduce altimetry errors from temperature extremes, nonstandard
pressures, and crew not setting the altimeter correctly. Having the
EGPWS use the geometric altitude enhances the terrain display and
alerts.

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Windshear
Mode 7, an optional addition to the enhanced feature of the EGPWS, is a
windshear function. The windshear mode becomes active below 1500
feet AGL during takeoff and approach. There is a caution and warning
feature, both with visual and aural annunciators.
When the EGPWS senses a decreasing headwind,
increasing tailwind, or severe vertical downdrafts an
aural “WINDSHEAR, WINDSHEAR, WINDSHEAR” alert
sounds and a red [W/S WARN] annunciator illuminates.
When the EGPWS senses an increasing headwind,
decreasing tailwind, or severe vertical updrafts an aural “CAUTION
WINDSHEAR” alert sounds and a yellow [W/S CAUTION] annunciator
illuminates.
If a failure occurs in the windshear detection function, a “WSHR INOP”
annunciator illuminates on the instrument panel.

Preflight Test
Pressing the GPWS P/TEST button initiates a self-test of
the EGPWS. When the button is pressed, the system
checks for any configuration errors. If an error is
detected, an aural annunciation of the error sounds (i.e.
TERRAIN INOP). If no configuration errors are detected,
the system continues the self-test with the following indications (may
differ due to optional features installed, see AFM for appropriate test
procedures for aircraft specific installations):
• GPWS INOP and TERR INOP annunciators illuminate.
• GPWS FLAP OVRD annunciator momentarily illuminates.
• BELOW G/S annunciator momentarily illuminates while aural
GLIDESLOPE announced over speaker or headset.
• G/S CANCEL annunciator momentarily illuminates.
• PULL UP annunciator momentarily illuminates while aural PULL
UP and TERRAIN, TERRAIN, PULL UP announced over
speaker or headset.
• Terrain test pattern is displayed on EHSI.
• GPWS INOP and TERR INOP annunciators extinguish.
• Any inoperative features detected issues an aural annunciation
(i.e. GLIDESLOPE INOP).

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Cabin Briefer
The cabin briefer allows for
the crew, at the press of a
button, to play a prerecorded
briefing for the passengers
allowing the crew to focus
their attention on other tasks. Think of it as an autopilot for passenger
briefings. Turning the rotary dial on the left to the appropriate mode and
pressing the green button on the right side of the panel starts the
briefing. Pressing the green button again stops the briefing.

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Notes

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13 Electronic Flight
Instrumentation System
(EFIS)
The 1900D incorporates a 4 tube EFIS display. The traditional attitude
indicator and HSI on both the pilot and copilot side has been replaced
with 4 inch by 4 inch EADI and EHSI color CRT displays. The advantage
of the EFIS display is additional information, such as weather radar,
decision height, waypoints, and status messages, can be displayed with
attitude and navigation information. The system incorporates all the
information in a central scan and allows the pilot to select or deselect
information depending on the segment of flight (i.e. enroute or
approach).
The EFIS power control panel
is located on the pedestal.
Four switches turn on the pilot
and copilot side EADI, EHSI,
display select panel (DSP),
and display processor units
(DPU). The switches shown to
the right are the modified
version of the EFIS power
control panel. Aircraft not updated with the kit have push button power
switches instead of the lever locked toggle switches.

EADI
The Electronic Attitude Director
Indicator (EADI) incorporates familiar
attitude information with both lateral
and vertical flight path deviation
information. In addition, the display
includes the following features:
• Aircraft Symbol and Command
Bar
• Glide Slope Information
• Lateral Deviation Information

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• Inclinometer
• Radio Altimeter
• Decision Height Annunciation
• Marker Beacon Display
• Flight Control Mode Annunciation
• Autopilot/Yaw Damper Engage Status
• Vertical Sync Status
• Trim Status
• Comparator Warnings
• Warning Annunciators

Aircraft Symbol and Command Bar

The aircraft symbol is a stationary
representation of the aircraft. The
display behind the symbol moves to
show pitch and roll.
When the flight director is being
used, command bars display
vertical and roll commands to direct
the flight path to what mode the
flight director has been selected to
control (i.e. altitude hold, nav, or maintain a glide slope). The command
bars will move up and down to command a climb or descent, and turn left
or right to command a bank to maintain the desired flight path. Flying the
aircraft symbol directly below the command bars and keeping it there
ensures the selected flight path is maintained.

Glide Slope Information

Like an HSI, the right side of the EADI has a glide slope display. Each
triangle represents ½ degree deviation. When a localizer back course is
sensed, the glide slope scale is removed from the display and a “B/C”
annunciator illuminates in its place.

Lateral Deviation Information

A scale and box along the bottom of
the EADI displays deviations from a
selected lateral navigation path. There
are two diamonds on either side of a
vertical line center index. The yellow

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lateral deviation box can display a VOR, Localizer, Loran, or GPS
course.

Inclinometer
There is not a turn and bank indicator in the 1900D. To indicate a
coordinated turn, an inclinometer is installed on the lower front of the
EADI. The inclinometer is a weighted ball in a curved liquid-filled tube.

Radio Altimeter
The radio altimeter sends radio
waves down from the aircraft
and senses the time it takes for a
wave to bounce back from the
ground to the sensor and
correlates that to height above
the ground. Once within 2500
feet of the ground, the radio altimeter altitude displays in the lower right
corner of the EADI. The radio altimeter displays changes in 50-foot
increments above 1000 feet and 10-foot increments below 1000 feet.
The drawing above shows a radio altimeter height of 840 feet above the
ground.

Decision Height Annunciation

The decision height on an approach can be displayed on the EADI by
setting the appropriate height above touchdown with the “DH SET”
button on the display select panel on the pedestal.

The maximum decision height that can be set is 999 feet. The decision
height digits flash when the aircraft is between DH + 50 feet and the
selected DH. When the radio altimeter senses the aircraft has reached
the decision height a yellow “DH” annunciator flashes for 5 seconds then
becomes steady. When the radio altimeter senses the aircraft below 6
feet AGL, the annunciator automatically turns off and remains off until

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100 feet above DH upon a missed approach or the next departure if the
DH altitude is still set.

Marker Beacon Display

Marker beacon passage is
annunciated in the upper right side of
the EADI with a yellow box and OM for
the outer marker, MM for the middle
marker, and a hollow white box for an
inner marker. All of the marker beacon
annunciators flash when they are displayed.

Flight Control Mode Annunciation

The active or armed lateral and vertical
Flight Control System (FCS) mode is
displayed at the top of the EADI. An
FCS mode is armed when selected on
the flight director control panel and
becomes active when the flight director
captures the course. In addition to the display at the top of the EADI,
annunciators on the top of the flight director control panel display which
mode has been selected.
The lateral FCS modes are displayed in a single line on the left side of
the EADI. The vertical FCS modes are shown in two lines on the right
side of the instrument. The active FCS modes are displayed in green
with the armed modes in white. When a new mode becomes active, it
flashes for 5 seconds before coming steady.
The different lateral modes
that can be displayed are
GA (Go Around), LOC
(Localizer), VOR, HDG
(Heading), TEST, or blank
if no lateral mode is
selected. The different
vertical modes that can be
displayed are GA, GS (Glide Slope), ALTS (Altitude Preselect Track),
ALT ARM (Altitude Preselect Arm), ALT (Altitude), VS (Vertical Speed
Hold Mode), IAS (Indicated Airspeed Hold Mode), CLM (Climb Mode),
DSC (Descend Mode), or blank if no vertical mode is selected.

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Autopilot/Yaw Damper Engage Status
When the autopilot is engaged, an AP/L (Autopilot Left) or AP/R
(Autopilot Right) annunciator illuminates in the upper left side of the
EADI. The L or R indicates which flight director control panel will operate
the mode the autopilot is in. When the yaw damper is engaged, a YD
annunciator illuminates one line below the autopilot engage annunciator.
When the autopilot is turned off by a pilot, the autopilot annunciator turns
yellow and flashes for 5 seconds then turns white and remains steady. If
a fault disengages the autopilot, the annunciator turns yellow and flashes
until the pilot acknowledges it has turned off by pushing the disconnect
button. When the pilot turns off the yaw damper the YD annunciator
blanks. If a fault disengages the yaw damper, the annunciator turns
yellow and flashes until the pilot acknowledges it has turned off, at which
time the annunciator blanks.

Vertical Sync Status

With the flight director in the pitch
(CLM or DSC) or vertical speed (VS)
mode and the SYNC button pressed
on the yoke, the flight director moves
to match the current pitch or
feet/minute of the aircraft. When the
pitch sync is activated a yellow “SYNC” annunciator momentarily
illuminates and overrides the trim message on the side (pilot or copilot)
the sync button was pressed.

Trim Status
When the autopilot is on and the
aileron, elevator, or rudder trim is
mistrimmed, a yellow boxed
annunciator flashes, alerting the pilot to
the condition. A yellow boxed “A”
indicates the aileron is mistrimmed, “E”
indicates elevator trim, and “R” indicates rudder trim. The annunciator
flashes for 5 seconds then goes steady when the mistrim occurs, with
the annunciation going blank once back in trim. If the out of trim condition
gets excessive, the autopilot automatically disengages while in the out of
trim condition.

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Comparator Warnings
Each EADI compares pitch and roll
data with the cross side EADI.
When pitch or roll errors exceed 3
to 6 degrees, a boxed “PIT” or
“ROL” annunciator illuminates and
a “COMPARE – PUSH TO RESET”
annunciator flashes on the
instrument panel. Pushing the compare reset annunciator attempts to
reset the system. If the annunciators remain off after reset, the system is
working normally again. If the system still
detects an error, the annunciator on the
EADI remains illuminated and the
annunciator on the instrument panel
comes on again, but does not flash.

Warning Annunciators
There are 8 warning annunciators that illuminate when the EADI senses
a failure within the unit or the data being provided to the unit. Each of the
warning annunciators are red.
The attitude (ATT) annunciator indicates a failure of the attitude sensor.
When the failure occurs, the pitch and roll scale, roll pointer, sky/ground
display, and command bars disappear. The ATT annunciator flashes for
10 seconds then becomes steady.
The display processor unit (DPU)
annunciator illuminates when the DPU
fails. The nonflashing DPU annunciator
displays in large letters across the center
of the EADI. If the annunciator remains
illuminated for more than 5 seconds, the
entire EADI display blanks except for the
DPU annunciator.
The glide slope (GS) annunciator
illuminates and the glide slope scale and
pointer disappear when a localizer frequency is selected and glide slope
information is not being received or there is a failure in EADI glide slope
display. The annunciator does not flash and remains illuminated until a
glide slope is received or a VOR frequency is tuned in the nav radio.
When a failure in the radio altimeter is detected, a radio altimeter (RA)
annunciator illuminates on the EADI. The annunciator flashes for 10

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seconds then becomes steady. The DH set and DH annunciator display
are also removed from view with a failure in the radio altimeter.
If a failure in the display select panel (DSP) occurs, the red annunciator
illuminates in the lower right corner, replacing the DH set display. The
annunciator flashes for 10 seconds then becomes steady. The lateral
and vertical flight control mode annunciators along the top of the EADI
disappear from view. The DH operates in the mode that was selected
prior to the failure.
If the EADI detects no data or invalid data on the selected localizer
(LOC), GPS, or VOR, the lateral deviation scale and pointer are removed
from view and the appropriate lateral deviation fail annunciator
illuminates above where the lateral deviation scale is usually displayed.
Each EADI compares data with each other and provides the comparator
warnings when data differs. When the cross side data flow fails, a red
“XDTA” annunciator flashes for 10 seconds then becomes steady in the
lower left of the EADI.
If a failure occurs in the flight director system, the command bars
disappear and an “FD” annunciator flashes for 10 seconds then becomes
steady to the lower left of the aircraft display.

EFIS Test Button

On the EFIS power control panel, there are two EFIS test buttons, one
for the pilot side and one for the copilot side. When the pilot side EFIS
test button is pressed, the EADI should indicate 10° of additional pitch up
and right roll, and 20° right heading change on the EHSI. A red “TEST”
annunciator illuminates on the EADI. The comparator logic should also
annunciate the ATT (EADI) and HDG (ESHI) comparator warning
messages. When the copilot test button is pressed, the EADI should
indicate 10° of additional pitch down and left roll, and 20° left heading
change on the EHSI. The annunciators on the copilot side should be the
same as described for the pilot side.
If either EFIS test buttons are held for longer than 4 seconds, the EFIS
tubes blank and all the warning annunciators associated with the EADI
and EHSI illuminate.

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Electronic Flight Instrumentation System (EFIS)
EHSI
The EHSI can display data in
three different formats: HSI (full
compass rose), ARC (approach
or sector), and MAP (enroute or
map). These different formats
are selected with the EHSI
format switch on the display
select panel shown here to the
right.

HSI Format
In the HSI format, a full compass rose
is displayed similar to that of a
conventional HSI. The EHSI adds
additional situational awareness. It
can display up to four courses on the
same display, time to station, and
ground speed.

Course Display
There are four courses that can be
displayed on the EHSI. The active
course is the green solid single bar
course arrow. When the course switch on the display select panel is
placed in the ACT position, the CRS SEL button to the left of the course
switch scrolls through the different navigation course options. Repeatedly
pressing and releasing the CRS SEL button steps through the available
navigation sensors (VOR/LOC1, GPS, VOR/LOC2, LRN). The navigation
sensor types are displayed on the left side of the EHSI (called the sensor
annunciator). Within 5 seconds of the desired navigation sensor being
displayed, press and hold the CRS SEL button for at least ½ second to
select that sensor as the active course arrow. If the CRS SEL button is
held down for over ½ second before momentarily pressing and releasing
it, the active course arrow automatically reverts to the on side VOR.
The secondary (preset) course is shown by the double blue dashed line
course arrow on the EHSI. When the course switch on the display select
panel is placed in the PRE position, the CRS SEL button scrolls through
the navigation sensors for the preset course. The preset course sensor
types are displayed below the active course annunciator on the left side
of the EADI. The display on the EHSI shows whether the ACT or PRE

138 UE Systems
 Electronic Flight Instrumentation System (EFIS)
course is selected with the switch by a round circle to the right of
selected course sensor annunciation.
When the DME hold feature is used, an “H” annunciator illuminates
below the selected course annunciator on the left side of the EADI.
When the display select panel
course switch is moved to the
course transfer (XFR)
position, the preset course
data is moved to the active
course. The active course
moves to the preset position,
but the preset course arrow
disappears. Setting the
course switch to PRE and holding the CRS SEL button down for over ½
second can manually turn on the preset course arrow. The course switch
is spring loaded to return to the ACT position after selecting XFR.
The two other courses that can be displayed on the EHSI are bearing
pointers. Bearing pointers are like an RMI or ADF needle. The head of
the needle points to the direct course to the station at all times. To turn
on a bearing pointer, push the single or double arrow button just to the
left of the CRS SEL button on the display select panel. Repeatedly
pressing the bearing buttons steps through the navigation sensors that
can be represented with the bearing pointer (VOR or ADF). Bearing
pointer sensor selections are annunciated in the lower left of the EHSI for
5 seconds after a bearing pointer selection change. After 5 seconds they
are removed from view. To turn off a bearing pointer, push and hold the
respective bearing pointer button for over ½ second.
If the bearing pointer is on and a VOR is the sensor with a localizer
frequency tuned, the bearing pointer automatically turns off.

Nav Data Display

Use the Nav Data button on the display select panel to select which
display is shown in the upper right of the EHSI. The display can show
groundspeed (GSP), time-to-go (TTG), or elapsed time (ET).
The elapsed time initializes at 00:00 on power up. It can be used to count
up or count down. When pushing the TIMER SET S/S button, the timer
starts to count up. The second press stops the timer and third resets it to
zero. To have the counter count down, set the desired time to start from
by rotating the TIMER SET knob. To start the count down, press the
TIMER SET S/S button. After starting the timer, the groundspeed or

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Electronic Flight Instrumentation System (EFIS)
time-to-go displays may be selected without disturbing the elapsed time
count.

ARC Format
The arc format is a zoomed in view of
the HSI format. It displays a 60
degree compass segment at the top
of the display and the aircraft symbol
in the bottom center. Most of the
annunciators and features are the
same as when the EHSI is in the HSI
format. The exceptions are explained
below.
If the heading bug is moved to a
heading not displayed in the 60
degree arc shown on the top of the
EHSI, the heading cursor disappears and is replaced by a digital readout
located in the upper right or left side of the display (shown as 029 in the
display above). The digital readout display is on the side that is closest to
the selected heading. A pink line extends out from the center of the
aircraft symbol to the edge of the display at the selected heading angle.
One of the nicest features of the ARC format is that navaids can be
displayed in the background of the display. Whatever is selected in the
secondary (preset) course (VOR1, VOR2, LRN, or GPS) displays as a
graphic in the background of the EHSI with the fix or navaid identifier.
There is no course line or deviation bar displayed for the preset course in
the ARC format. Bearing pointers can be displayed as they are in the
HSI format.
The to/from arrow is replaced with the annunciator “TO” or “FR” below
and to the right of the aircraft display on the ESHI.
Use the ring (RNG) knob on the display select panel to select how many
miles are depicted on the
EHSI. The dashed line
running through the middle of
the arc format EHSI is the
half range arc. The number
of miles that are depicted by
the half range arc is
annunciated below the right
side of the arc. Turn the
RNG knob to select ranges of 5, 10, 25, 50, 100, 200, 300, and 600 nm.

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 Electronic Flight Instrumentation System (EFIS)
ARC/WX Format
Another feature of the ARC format is the ability to display weather radar.
To add the weather radar display, turn the format switch on the display
select panel to the ARC/WX position.
When the weather radar is displayed on the EHSI, the range is controlled
on the weather radar panel
rather than the RNG knob. The
ranges that can be selected with
weather radar displayed are 10,
25, 50, 100, or 300 nm.
Use the MODE control switch on
the weather radar control panel
on the pedestal to select the
different operating modes of the
weather radar. The mode selected is annunciated on the left side of the
half range arc on the EHSI. The OFF mode turns the weather radar off.
Selecting the STBY mode starts the radar on a 60 second warm-up.
The TEST mode initiates a self-test of the radar system. Set the range to
the 25 nm setting and a rainbow pattern of colored arcs display. The
inner arc should be green and the arcs proceeding outward should be
yellow, alternating red and magenta, yellow, and a green outer arc.
The weather (WX) mode turns on the weather detection of the radar.
When precipitation is sensed, it is displayed on the EHSI in green,
yellow, red, and magenta. The green represents the least intense
precipitation, yellow the second level of precipitation intensity, red the
third level, and magenta for the most intense precipitation. The black
background indicates areas where precipitation is not detected. In the
WX mode, automatic cyclic contour is turned on. When storm cells are
detected, the red color is alternated with black to produce a slow flash to
create emphasis.
The normal (NORM) mode also turns on the radar. It operates the same
as the WX mode with the exception that the automatic cyclic contour
feature is disabled.
The MAP mode uses the weather radar in a terrain mapping mode. The
radar sends out radio waves and detects how many of these radio waves
are sent back to the aircraft. The level of reflectivity is displayed as the
different colors as explained above. The radar is not able to differentiate
between precipitation and ground returns caused by terrain. The
uniformity of the returns, tilt angle, and aircraft attitude and altitude can
all be clues to the pilot whether it is precipitation or terrain that the radar
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Electronic Flight Instrumentation System (EFIS)
is detecting. In the MAP mode, the automatic cyclic contour is disabled.
Radar returns in the MAP mode are presented in cyan, yellow, or
magenta (least to most reflective).
The GAIN control switch manually controls the gain of the radar. When
set to maximum (MAX), the radar displays returns that exceed the Z1
reflectivity level (less than 20 dBz/less than .03 in/hr precipitation). As the
gain is turned down towards minimum (MIN) the sensitivity of the radar is
decreased so radar returns display as less intense.
The TILT control adjusts the pitch attitude of the radar antenna. It can be
turned to adjust the antenna from +15 degrees to –15 degrees. As
altitude and aircraft attitude is changed, you may need to adjust the tilt to
detect precipitation or ground returns.
There are three buttons labeled TGT, HLD, and STB between the mode
and range knobs. The target (TGT) button activates the target alert
feature. If the radar detects a return signal between 50 and 150 miles
and +/- 15 degrees of current heading, a boxed “T” annunciator flashes
in the upper right of the EHSI when in the ARC or HSI format. The
annunciator is meant to alert the pilot to the possibility of significant
weather ahead.
The hold (HLD) button freezes the radar display until the button is
pressed again. This allows for detailed analysis of returns while the
display is not updated. When the hold feature is used, it is annunciated
on the EHSI to the left of the half arc display. The WX annunciator
alternates with the HOLD annunciator.
The stabilization (STB) button turns on the radar antenna stabilization.
This is normally left in the pushed in (on) position.

Map Format
The MAP format of the EHSI is very
similar to the ARC format. It displays
a 60 degree compass segment at the
top of the display and the aircraft
symbol in the bottom center. Most of
the annunciators and features are the
same as when the EHSI is in the
ARC format. The exceptions are
explained below.
The course lines with the arrow and
to/from annunciator have been
removed in the MAP mode. The

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 Electronic Flight Instrumentation System (EFIS)
active course (VOR1 MKT in the display above) is displayed on the map
with two green lines extending from it. When the active course is a VOR,
an octagon shaped symbol is displayed on the map with respect to range
and azimuth to the aircraft symbol. The selected course line displayed on
the map is controlled by the course (CRS) knob on the display select
panel. The solid green line indicates the course to the fix, and the
dashed line is the course from the fix.
If a localizer frequency is selected or the DME hold feature is used, the
VOR symbol, identifier, and course line are removed from the map. The
sensor annunciator indicates “LOC” when the localizer frequency is
selected. When DME hold is used, a yellow “H” annunciator displays to
the right of the distance digits in the upper left of the EHSI, replacing the
“nm” annunciator.
When the active course is a long range navigation (LNAV) sensor (GPS
or Loran), multiple fixes can be displayed on the map. The fixes in the
route programmed into the LNAV are displayed on the map with a solid
line connecting each fix. Fixes are displayed as an open white cross,
Tacans or VORTACs are displayed with the VORTAC symbol seen on a
IFR or VFR chart, and airports are displayed as generic runway layout
symbol.
The preset course display is similar to the active course display with the
exception that the course line is blue instead of green. If the DME hold
feature is used with the preset course the “H” annunciator displays below
the sensor annunciator. A yellow “D” annunciator below the preset
sensor annunciator indicates the DME has failed.

MAP/WX Format
The MAP/WX format adds weather radar to the map display. The
features and operation of the weather radar are the same as when in the
ARC/WX format explained above, with the exception that the target alert
(TGT button and the yellow boxed “T” annunciator) feature is removed
from the MAP format.

EHSI Warning Flags

There are 10 warning annunciators that can illuminate when the EHSI
senses a failure within the unit or the data being provided to the unit.
If the navaid is not receiving DME or distance information from the
LNAV, the distance digits and “nm” annunciator are replaced with a
green dashed line. If there is a failure in the EHSI of reading the data, the

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Electronic Flight Instrumentation System (EFIS)
dashed line disappears. Similar to the distance information, a dashed
line replaces invalid ground speeds or time-to-go digits.
When there is a failure in the heading system or a discrepancy between
the pilot and copilot side heading indications, a red boxed “HDG”
annunciator illuminates in the upper left of the EHSI. The HDG
annunciator flashes for 10 seconds
then becomes steady.
The display processor unit (DPU)
annunciator illuminates when the
DPU fails. The nonflashing DPU
annunciator displays in large letters
across the center of the EADI. If the
annunciator remains illuminated for
more than 5 seconds, the EADI
display blanks, except for the DPU
annunciator.
The glide slope (GS) annunciator illuminates, and the glide slope scale
and pointer disappear when a localizer frequency is selected and glide
slope information is not being received or there is a failure in EHSI glide
slope display. The annunciator does not flash and remains illuminated
until a glide slope is received or a VOR frequency is tuned in the nav
radio.
If a failure in the display select panel (DSP) occurs, the red annunciator
illuminates in the lower right corner. The annunciator flashes for 10
seconds then becomes steady. The EHSI continues to operate in the
mode it was prior to the DSP failure.
Each EHSI compares data with each other and provides the comparator
warnings when data differs. When the cross side data flow fails, a red
“XDTA” annunciator flashes for 10 seconds then becomes steady in the
lower left of the EADI. Any display driven by the cross data is also
flagged.
If a bearing pointer sensor fails or the navaid is not received, the sensor
annunciator becomes red and boxed. The bearing pointer on the EHSI
also disappears.
If a navigation sensor failure is detected or the navaid is not received, the
active or preset course sensor annunciator becomes boxed and red. The
deviation bar is centered and the to/from display is removed from view. If
in the MAP or ARC mode, the navaid symbol and connecting lines are
removed from view.

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 Electronic Flight Instrumentation System (EFIS)
Reversionary Panel
The reversionary panel for the EFIS system is located on the pedestal.
The reversionary panel allows the pilot to select backup inputs to the
EFIS system or display a composite of both the EADI and EHSI
information on one tube. The reversionary panel is slightly different for
aircraft not equipped with an autopilot.
The AP/L AP/R switch transfers the autopilot from the pilot side (AP/L) to
the copilot side (AP/R). When transferred, the flight director panel on the
copilot side controls which mode the autopilot controls the aircraft in.
The ADC TEST button
tests the air data computer
for proper operation. If any
faults are sensed, the
appropriate annunciator
illuminates on the EFIS
system.
The PLT CMPST or
COPLT CMPST switches display a composite of both the EADI and
EHSI information on both of the tubes on that side. This could be used if
one of the tubes failed.
The DSP PLT/NORM/COPLT switch is usually in the NORM center
position, which will have the pilot and copilot use their own display select
panel (DSP) to control the EFIS system. If the switch is placed in the
DSP PLT position, the format the pilot selects on the DSP on the left side
controls the EFIS system on both sides. When the switch is in the
COPLT position, the right DSP controls the display on both sides.
The DR XFR PLT/NORM/COPLT switch is also in the NORM position for
normal operations. When placed in the PLT or COPLT position, the EFIS
uses the drive unit from the side selected to run the EFIS on both sides.
The bottom row of switches controls the attitude (ATT) and heading
(HDG) systems. In the normal (NORM) mode, each side’s EFIS system
uses its own attitude and heading systems. When placed in ALL ON NO.
1 or 2, both side EFIS systems use a single side attitude or heading
information.

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Electronic Flight Instrumentation System (EFIS)
EFIS Auxiliary Power
An EFIS auxiliary power system is installed to
prevent the EFIS system from losing power
during an airstart. It is not meant to power the
EFIS system should the aircraft lose electrical
power. The auxiliary battery is only powerful
enough to operate the EFIS system for a short
period of time, like when a drop in voltage
occurs during an airstart. The auxiliary battery
is located in the nose avionics compartment.
The control panel for the auxiliary power is on the lower left of the
instrument panel. With the EFIS aux power switch on, the avionics
master switch on, and the EFIS display being powered by the left
generator bus, the green AUX ARM annunciator illuminates. If voltage to
the EFIS displays drops below 18 volts, the yellow AUX ON annunciator
illuminates along with a beeping warning horn. Silence the horn by
pressing the horn silence button next to the EFIS Aux Power switch. The
horn beeps and the AUX ON annunciator illuminates during shutdown if
the avionics master switch is turned off before the EFIS aux power
switch is turned off.
To test the auxiliary battery, hold the EFIS aux power switch to the test
position until the AUX TEST annunciator illuminates. If the AUX TEST
annunciator does not illuminate (even momentarily) within 5 seconds of
holding the switch to the test position, consult with maintenance.
With the EFIS aux power switch on, the auxiliary battery is not connected
to the EFIS system until the left squat switch senses the aircraft in the
air. This prevents the auxiliary battery from powering the EFIS system
while on the ground. The auxiliary battery is continuously charged by the
left generator bus.

146 UE Systems
 A Governors
Governors can be used to maintain constant speed in propellers and
engines as well as provide metered amounts of fuel to the engine. Most
governors are of similar design using flyweights, speeder springs, and a
pilot valve. This section discusses oil pressure to decrease pitch
constant speed, fully feathering propeller governor; yet its principles can
apply to many governor operations in any aircraft.
Constant speed is the ability to set a propeller to a specific rpm and to
maintain that while airspeed and power may vary. Rpm is controlled by
varying the pitch of the propeller blades. As propeller blade angle is
reduced, the torque required to turn the propeller is also reduced
because of the reduced airflow the blade has to displace. If everything
else remains constant, the rpm of the propeller increases. If the propeller
blade angle is increased, the required torque increases and the blade will
slow down; therefore, by varying the blade angle or pitch of the propeller,
you can control the rpm.
The pitch of the propeller blades is controlled hydraulically by engine oil.
The oil is pumped into the propeller hub on the forward side of a piston,
which is attached to the propeller blades. As oil pressure increases, the
piston moves aft, rotating the propeller blades to a reduced pitch.
To oppose the force of oil (trying to increase the pitch of the propeller
blades) there are counterweights and a large spring. The aerodynamic
twisting force of the propeller also opposes the force of oil but works
independent of the governor.
On the opposite side of the piston there is a large spring that opposes oil
pressure. Counterweights are rectangular weights attached to the base
of the propeller blades. They are mounted at about a 45° angle to the
blade. As the blade rotates around, centrifugal force tries to pull the
counterweights into the plane of rotation. This attempts to increase the
pitch of the propeller. The aerodynamic twisting force of the blade is
based on the fact that it is shaped like a wing and wants to rotate into the
relative wind. Normal cruise blade angle is 30° to 45°. As wind hits the
bottom of the blade (wing) the force is to decrease the blade angle of the
propeller. When the opposing forces are equal, oil flow to the propeller
stops, causing the piston to stop.
Pitch is increased by moving oil out of the propeller hub. When oil
pressure decreases in the hub, the piston moves forward and the

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Governors
propeller blades move toward high pitch (feather). The piston moves
forward until opposing forces are equal. If all the oil flows out of the
propeller, the piston moves all the way forward and the propellers
feather. This happens when the propeller lever in the cockpit is moved to
the feather position or if all oil pressure is lost.
The propeller governor is geared by and mounted on the engine. The
power from the engine runs an oil gear pump and a set of flyweights. The
gear pump boosts oil pressure to 750 psi to provide quick and positive
response by the propeller. The rotational speed of the flyweight
assembly varies directly with engine speed. The flyweights are L-shaped
and show response to two forces: engine speed and a speeder spring.
As the engine speeds up, so do the flyweights. As the flyweights speed
up, centrifugal force tends to spin them outward and upward. Opposing
this force is a speeder spring. The spring can increase or decrease the
tension on the base of the flyweights. As tension increases, it takes a
greater force to spin the flyweights upward and outward.
The flyweights are connected to a pilot valve. As the flyweights move
upward and outward, the pilot valve raises. When the flyweights slow
down or tension gets increased and they move inward and down, the
pilot valve lowers. The pilot valve, depending on its position, directs the
flow of oil either to or from the propeller hub. As the pilot valve raises, oil
is allowed to flow from the propeller hub back to the engine sump. As the
pilot valve lowers, oil is sent from the gear pump to the propeller hub.
The propeller lever in the cockpit is connected to the speeder spring in
the governor. When the propeller lever is pulled back, requesting a
slower propeller rpm, the compression on the speeder spring reduces,
allowing the flyweights to spin upward and outward more easily. The pilot
valve also raises more easily, allowing oil to flow from the propeller hub
back to the engine oil sump. This increases the pitch of the propeller,
which slows the blades.
When the propeller lever in the cockpit is set and everything remains
constant, you have an on-speed condition. The speeder spring and
engine speed are set, all forces are equal, and oil is not flowing to or
from the propeller hub. If you begin a descent and the airspeed starts to
increase, the propellers momentarily start to speed up. The governor
senses this overspeed condition because the engine speeds up. This
causes the flyweights to spin outward and upward due to the additional
speed and centrifugal force, which raises the pilot valve, allowing oil to
flow from the propeller hub back to the engine sump. Oil pressure
decreases and blade angle increases, which puts the propellers back on
speed. The scenario above happens in a fraction of a second.

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 Governors
If speed is reduced in a descent, the propellers start to slow due to the
reduced airflow. The primary governor senses the underspeed condition
by a slowing of engine speed. This slows the flyweights moving them
inward and downward, which lowers the pilot valve moving oil to the
propeller hub. As oil pressure increases, blade angle decreases,
returning the propellers to an on-speed condition.

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Governors

Notes

150 UE Systems
 B Definitions
Abifricated Plenum ........ Wire mesh screen that air passes through to
keep FOD out of the engine.
ACM Bypass.................. By positioning a valve through the temperature
dial, airflow bypasses the ACM so the air does
not get cooled.
Advisory Annunciator .... Green or white light in the cockpit telling the pilot
the status of an item (on or off).
Aft Blower ...................... Fan used to increase the airflow to the rear of
the cabin.
Annunciator ................... Light in the cockpit advising the crew of the
status of an item.
Anti-ice .......................... Equipment designed to prevent the formation of
ice on the aircraft.
Aux Transfer Switches .. Allows fuel to be transferred from the auxiliary
tanks to the main tank.
Axial Flow ...................... Airflow that is directed in a straight line.
Beta ............................... Propeller blade angle range (from +7° to -3°)
that produces less thrust than idle. Used in taxi
to reduce speed without the use of brakes, it can
be reached by having the power levers at idle
and lifting them up over the detent.
Bleed Air Valve .............. Valve used to control airflow from the engine
used in the environmental system.
Burner Can .................... The location in the engine where compressed
air, fuel and a spark meet to create a controlled
explosion.
Bus ................................ Distribution point for electricity.
Caution Annunciator ...... Yellow light in the cockpit that indicates a
malfunction where there is a checklist procedure
that needs to be accomplished.

UE Systems 151
Definitions
Cavitation ...................... High pressure fluid in motion that forms vapor
pockets of air around the source of pressure
causing a loss of efficiency.
Centrifugal Flow ............ Airflow that is directed at a 90° angle from where
it entered.
Challenge/Response ..... The recommended procedure to use a checklist
in a multi-pilot crew. The non-flying pilot reads
the item on the checklist and the flying pilot
makes the response.
Compressor Stall ........... A back flow of air. Causes a non-laminar flow
over the turbine blades causing them to stall
(like a wing would). It makes a loud banging
sound.
Condition Lever ............. Sets idle speed of the engine and is a fuel
shutoff valve.
Critical Phase of Flight .. Portions of a flight that require undivided pilot
attention including taxi, takeoff, departure climb,
approach and landing.
CT Wheel ...................... Another name for the compressor turbine. It
absorbs 60% of the energy coming from the
burner can to power the gas generator section of
the engine.
Current Limiter............... A fuse that senses a specific amount of heat to
blow, not allowing current to flow through it. It is
a way for the electrical system to isolate part of
the system during a malfunction.
Datum ............................ The point where all weights are measured from
for weight and balance purposes.
De-ice ............................ Equipment designed to remove ice from the
aircraft after it has already formed.
Diffuser Tube ................. Like a stator vane but they direct airflow in a
specific direction rather than in the most efficient
direction. Used for getting airflow to encompass
the burner can.
Diode ............................. One way valve for electricity. Allows current to
flow only in one direction.

152 UE Systems
 Definitions
Drag Brace .................... The rigid component of the gear when it is down.
It is a two piece metal bar that is hinged in the
middle and locks in the overcenter position.
EFIS .............................. Electronic Flight Instrumentation System. Flight
and performance information is displayed on
cathode-ray tubes or flat-panel liquid-crystal
display.
Ejector ........................... Air control unit that cools the temperature of the
air passing through it.
Ejector Bypass .............. By positioning a valve through the temperature
dial, airflow bypasses both the ACM and ejector
to provide the cabin with the warmest air
possible.
EVA Tubing ................... Plastic type of tubing wrapped around all bleed
air lines. It will illuminate a warning annunciator
in the cockpit if melted by a bleed air line
rupture.
Firewall Fuel Valves ...... Fuel shutoff valves that are located in the wing.
Flyweights ..................... L-shaped weights connected to a rotating shaft.
As the shaft speeds up, the flyweights rotate
upward and outward.
Gas Generator............... The aft section of the engine that is used to
compress air.
Hot Battery Bus ............. Electrical bus that is connected directly to the
battery. Those items receive power whether the
battery switch is on or off.
Hot Start ........................ Malfunction during the start process that causes
ITT to raise rapidly beyond its limitations.
Hung Start ..................... Malfunction of the secondary fuel nozzles that
cause N1 to hang at 36 to 39% during the start
process.
Ice Vane ........................ Metal plate that extends downward in the engine
air inlet to deflect ice and other particles heavier
than air from being digested by the engine.
Inverter .......................... Turns DC power from the battery or generators
into AC power.

UE Systems 153
Definitions
Line Contractor .............. Bridge in the electrical system that allows
current from the generators to be connected to
the rest of the electrical system.
Master Caution Flasher . Yellow light in the cockpit that flashes anytime a
caution annunciator illuminates.
Master Warning Flasher Red light in the cockpit that flashes anytime a
warning annunciator illuminates.
Mode Controller ............. Dial on the copilot’s left subpanel used to control
cabin temperature.
P3 Purge Tank .............. Tank of pressurized air that releases itself into
the fuel lines in the engine when fuel pressure
drops below 100 psi. This burns off residual fuel
in the engine when shut down.
Power Turbine ............... Turbine used to create thrust. In a turboprop
they are directly linked to the propellers.
Pressure Vessel ............ The part of the aircraft that is pressurized by
engine bleed air.
Radiant Heat ................. Electrical heater to help heat the cabin on cold
days.
Red Light Item ............... Any malfunction that causes a red annunciator
to illuminate in the cockpit.
Reduction Gear Box ...... Takes high speed, low energy torque from a
rotating shaft and turns it into a low speed, high
energy torque.
Relay ............................. Automatic device that reacts to a current or
voltage change by activating a switch in an
electric circuit.
Reverse ......................... The lowest range of the power levers. Produces
a negative blade angle on the propellers and
increases engine speed to get reverse thrust
from the propellers.
Scavenge Oil Pump ...... Pump used to return oil to the engine oil sump.
Speeder Spring ............. Sets tension on the flyweights in a governor.
Stabilons ........................ Horizontal flight surface located below the T-tail.
It acts as an additional wing producing greater
pitch stability.

154 UE Systems
 Definitions
Standby Pumps ............. Backup fuel boost pump used for fuel cross
transfer and in the event of an engine driven
boost pump failure.
Stator Vane ................... Series of metal pieces that direct airflow from
one stage of compression to the next in the most
efficient manner so energy loss is at a minimum.
Switch ............................ We have limited control over a switch in the
electrical system. It can open automatically or
manually, but it must be closed manually.
Tailets ............................ Vertical fins that extend downward from the
horizontal stabilizer. They aid in directional
stability.
T-Handle........................ Fuel shutoff valve located on the instrument
panel. It is a clear handle shaped like a T.
Ties ................................ The aircraft electrical system has control over a
tie to close and open it during normal
operations.
Torque Meter ................. Reads engine speed in foot/lbs.
Turbine .......................... Fan-shaped blades set in a circular pattern.
Vent Blower ................... Fan used to direct airflow into the cabin.
Vortex Generators ......... Direct airflow to decrease drag or to keep a
laminar flow over the wing.
Warning Annunciator ..... Red light in the cockpit noting a malfunction that
needs immediate attention by memory by the
pilot.

UE Systems 155
Definitions

Notes

156 UE Systems
 C Abbreviations
AC ................................. Alternating Current
ACM .............................. Air Cycle Machine
AFM ............................... Airplane Flight Manual
AFX ............................... Autofeather
ALT ................................ Altitude
ANN ............................... Annunciator
A/P ................................. Autopilot
AUX ............................... Auxiliary
BAT ............................... Battery
BK .................................. Brake
BL .................................. Bleed (air)
COL ............................... Collector
CT .................................. Compressor Turbine
DC ................................. Direct Current
DI ................................... De-ice
DIFF .............................. Differential
EFIS .............................. Electronic Flight Instrumentation System
EMER ............................ Emergency
ENG ............................... Engine
ENGA ............................ Engage
ENVIR ........................... Environmental
EVA ............................... Ethylene Vinyl Acetate
FOD ............................... Foreign Object Damage
FP .................................. Flying Pilot
FW ................................. Firewall
GEN ............................... Generator

UE Systems 157
Abbreviations
HED .............................. Hall Effect Device
HI ................................... High
INBD .............................. Inboard
ITT ................................. Interstage Turbine Temperature
KIAS .............................. Knots Indicated Airspeed
L .................................... Left
LO .................................. Low
MAN .............................. Manual
MMO ................................ Maximum Mach Operating speed
N1................................... Gas generator speed in percent of maximum
N2................................... Propeller rpm
NFP ............................... Non-Flying Pilot
NiCad ............................ Nickel Cadmium Battery
OUTBD .......................... Outboard
OVHT ............................ Overheat
P2.5 ................................. Engine station 2.5
P3 air .............................. Bleed air taken from engine station 3
POH ............................... Pilots operating handbook
PT6 ................................ Pratt and Whitney’s sixth generation of
turboprop engines
PWR .............................. Power
QTY ............................... Quantity
R .................................... Right
RB ................................. Rudder Boost
RDR ............................... Radar
RUD ............................... Rudder
T5 ................................... Engine station 5
V1 ................................... Takeoff decision speed
V2 ................................... Takeoff safety speed

158 UE Systems
 Abbreviations
VCM .............................. Vapor Cycle Machine
VLE ................................. Landing gear extended speed
VLO ................................. Landing gear operation speed
Vmc ................................. Minimum Control speed
VMO ................................ Maximum operating speed in knots
VR .................................. Rotation speed
VREF ............................... Reference speed for landing
WG ................................ Wing
XFR ............................... Transfer
YD ................................. Yaw Damp

UE Systems 159
Abbreviations

Notes

160 UE Systems
 D Efficiency
In the Engines chapter, you learned that only 25% of the compressed air
supports the combustion in the engine. 60% of that 25% is used to power
the gas generator section of the engine, which leaves only 40% of that
25% (10% overall) of air to turn the propeller. On the surface, using only
25% of the available air sounds inefficient. What happened to the other
75% of the air?
The ITT is measured inside the burner can where the 25% of the air
mixes with fuel to create combustion. ITT in cruise generally runs up to
720° Celsius with a limitation on start to go up to 1000° C. There are not
many metals that can withstand that type of heat, especially when you
consider trying to conserve weight. That is where the 75% of the air that
does not support combustion comes in.
Let’s review this example from the Engines chapter. Imagine putting a
candle in an empty coffee can. The flame from the candle needs oxygen
to burn, so if the lid were put on the coffee can, the flame would
extinguish. If a hole was put in the side of the coffee can and the lid
placed on it, the candle would still burn but the flame would angle toward
the hole. This creates a hot spot next to the hole in the can. Over time
that area of the can will deteriorate faster than the rest of the can due to
the heat. Now imagine putting small pin sized holes on every side of the
can. Where would the flame burn now? Yes, right in the center of the
can, without creating any hot spots.
The burner can in the engine is the same as the coffee can in the
example. It has hundreds of small pin-sized holes where air flows into it.
The 75% of the air that does not support combustion is used to center
the flame and keep the 700° C temperatures away from the metal
exterior of the burner can. So what sounded like inefficiency is actually
put to good use, allowing lighter weight materials to be used in the
engine construction.
The fact that only 40% of the energy of the air coming out of the
combustion chamber is used to turn the propeller is not an inefficiency
either. The remaining 60% of the energy is used to create a self-
sustaining cycle to keep the engine running. The CT wheel that absorbs
the 60% of the energy is connected to the same shaft as the five
compressors. When the engine is being started, there is little airflow
going through it. As 60% of the energy of this airflow gets used by the
CT, it begins to turn the five compressors faster. As the five compressors

UE Systems 161
Efficiency
start turning faster, they compress more air. As more air gets
compressed, the CT uses the more energy to turn the five compressors
even faster. The cycle continues and continues, so the more air the CT
uses the more air the compressors have to compress.
To control the cycle of compressing air to maintain the engine speed you
want, the power levers meter fuel to the burner can through the use of a
governor. The fuel flow governor has many of the same properties as a
basic propeller governor. (See appendix A for a review of governor
operation.) If the gas generator section starts to run faster than you have
selected with the power lever, the pilot valve raises, decreasing the fuel
flow to the burner can. Less fuel = less combustion = slower gas
generator speed.
As you can see, what appeared to be major inefficiencies with the engine
really are important parts of their operation. The only real inefficiency the
engine has is it loses 3.6% of its energy having the reverse flow design
and the engine split at the T5 station. The reverse flow design does
decrease the overall engine size and weight, and the engine split
reduces maintenance costs; so it is a trade off.

162 UE Systems
 I Index
alpha range · 53
A alternate static · 107–8
altimeter, alternate static affect
on · 108
abifricated plenum · 151 altitude, warning annunciator ·
accessory gearbox · 24–25 85
actuator · 71, 75, See also air ampere-hour · 60
inlet ice vanes amplifier, control · 37–38
drag brace · 72 annunciator
actuator cam · 71 AUTOFEATHER · 55, 56
actuator motor, ice vanes · 108 BATT TIE OPEN · 65
advisory annunciator BATTERY CHARGE · 61, 62
defined · 151 CABIN ALT HI · 85
lights · 35 CABIN DIF HI · 83
aft blower · 151 COL TANK LOW · 102
aft fuselage · 13–14 defined · 151
aileron · 43 de-ice, D-model · 112
air cycle machine · 86 EADI · 136
bypass valve · 87 EHSI · 143
air cycle machine bypass · 151 ELEC TRIM OFF · 44
air inlet ice vanes · 108–9 ENGINE ICE FAIL · 109
annunciator · 109 ENVIR FAIL · 88
extension of · 109 ENVIR OFF · 88
retraction of · 109 EXT POWER · 66
switches for · 108–9 FUEL PRESS LO · 98
air inlet lip heat · 108 FUEL QTY · 102
airflow through gas generator · FUEL TRANSFER · 100
21–23 HYD FLUID LOW · 74
airspeed INVERTER · 67
alternate static affect on · 108 L and R ENVIR FAIL · 88
indicator · 16 L and R ENVIR OFF · 88
landing gear, manual L or R BLEED AIR FAILURE ·
extension · 75 90
limitations · 15 L or R GEN TIE OPEN · 65
airstair door · 11–12 NO AUX XFR · 99
opening · 12 anti-ice · 105
pressure seal · 11 anti-ice systems · 151, See also
safety features of · 12 individual systems
security checklist · 12 air inlet ice vanes · 108–9

UE Systems 163
Index
air inlet lip heat · 108 emergency exits · 14–15
alternate static · 107–8 empennage · 13–14
auto ignition · 33 nose section · 9–10
fuel vent heat · 106 overview · 9
oil-to-fuel heat exchangers · passenger cabin · 10–11
109 wings · 12
pitot heat · 107 beta · 151
stall warning heat · 106–7 beta range · 54
windshield heat · 105–6 beta valve · 51–52
windshield wipers · 110 blade angle, propeller · 49–50
audio panel · 115 bleed air
auto ignition · 33 environmental system · 81–82
autofeather failure annunciator · 90
annunciator · 56 pneumatic pressure · 90
test · 55–56 pressure differential · 82
torque limit · 55 temperature control · 86
aux transfer switches · 151 valve switches · 82
auxiliary fuel tank, capacity · 98 bleed air valve · 151
aviation gasoline, use of · 101–2 boards · See air inlet ice vanes
avionics master switch · 115 boost pump · 97, 98
axial flow · 151 boot, de-ice · 111
axial flow compressor · 21–22 brake de-ice, bleed air · 81
bumps · 85
burner can · 23, 22–23, 31, 23
B defined · 151
bus
baggage compartment · 13 defined · 59, 151
battery hot battery · 65–66
charge current schematic symbol · 59
check · 62 tie, switch · 65
detector · 61 bypass valve
NiCad air cycle machine · 87
advantages · 61 bleed air · 81
disadvantages of · 61
overview · 60–61
switch for · 61 C
Beech 1900 Airliner
aft fuselage · 13–14 cabin
airstair door · 11–12 pressurization
baggage compartment · 13 bumps · 85
electrical system · See also controller · 83
electrical system switch · 84–85
overview · 59 temperature control · 85–86

164 UE Systems
 Index
switch · 87 D
cabin briefer · 129
cable, fire, specifications · 37
D model
caution annunciator
airstair door, opening · 12
defined · 151
de-ice annunciators · 112
lights · 35
datum · 152
caution master flasher,
de-ice · 105, 152
canceling · 36
brake, bleed air · 81
cavitation · 98, 152
de-ice annunciators, D-model ·
centrifugal flow · 152
112
centrifugal flow compressor ·
de-ice boot · 111
21–22
on T-tail · 13
challenge/response method ·
propeller · 112
152
de-ice systems · See also
checklist, airstair door security ·
individual system names
12
ice detection · 110
cockpit
propeller de-ice · 112–13
overview · 10
detector, battery charge current
temperature control · 87–88
· 61
components, of landing gear ·
diffuser tube · 152
71–72
diode
compressor centrifugal flow ·
defined · 59, 152
21–22
schematic symbol · 59
compressor stall · 152
distribution, electrical system ·
compressor turbine · 23
64
compressor, axial flow · 21–22
door
condition lever
airstair
defined · 152
opening · 12
fuel shut off valve · 97
overview · 11–12
constant speed governor · 147
pressure seal · 11
continuous cable loop · 38
safety features of · 12
control amplifier · 37–38
security checklist · 12
controller, pressurization,
emergency exits · 14–15
operation of · 85
emergency exits, opening · 14
controls, engine power levers ·
drag brace · 71, 153
26
drag, parasite · 50
critical phase of flight · 152
drains, fuel · 100–101
cross transfer, fuel · 99–100
procedure for · 99
CT wheel · 152
current limiter · 152
E
defined · 59
schematic symbol · 59 EADI · 131
aircraft symbol · 132
UE Systems 165
Index
autopilot/yaw damp engage terrain clearance floor · 126
status · 135 terrain database · 125
command bar · 132 terrain peaks · 127
comparator warnings · 136 terrain terrain pull up · 125,
decision height · 133 126
flight control mode · 134 too low terrain · 126
glide slope · 132 windshear · 128
inclinometer · 133 EHSI · 138
lateral deviation · 132 active course · 138, 142
marker beacon · 134 arc format · 140
radio altimeter · 133 arc/wx format · 141
test · 137 bearing pointer · 139
trim status · 135 course display · 138
vertical sync · 135 display select panel · 139
warning annunciators · 136 dme hold · 139
EFIS · 131, 153, See EADI, See groundspeed · 139
EHSI HSI format · 138
auxilary power · 146 map format · 142
display select panel · 139 map/wx format · 143
EADI · 131 nav data · 139
power control panel · 131 preset course · 138
reversionary panel · 145 radar · 141, 143
test · 137 range · 140, 141
EGME · See prist reversionary panel · 145
EGPWS · 125, See GPWS secondary course · 138
caution obstacle · 125 test · 137
caution terrain · 125 time to go · 139
display table · 127 timer · 139
features · 125 warning flags · 143
geometric altitude · 127 ejector · 153
mode 7 · 128 ejector bypass · 153
obstacle obstacle pull up · electric pitch trim · 44
125 electrical system
preflight test · 128 bus
runway database · 126 defined · 59
runway field clearance floor · schematic symbol · 59
126 current limiter
TAD · 127 defined · 59
tcf · 126 schematic symbol · 59
terr inhibit · 126 diagram of · 61
terrain alerting and display · diode
127 defined · 59
terrain and obstacles · 125 schematic symbol · 59

166 UE Systems
 Index
distribution · 64 hot · 33
external power · 66 stations · 20
HED engine anti-ice · See air inlet ice
defined · 60 vanes
schematic symbol · 60 engine controls, power levers ·
inverters · 66–67 26
line contactor engine fire
defined · 60 extinguishing · 38
schematic symbol · 60 engine fire, extinguishing · 38
NiCad battery environmental specialist · 81
defined · 60 environmental system · See
schematic symbol · 60 also individual systems
overview · 59 bleed air · 81–82
relay · 60 pressure differential · 82
starter/generator · 62–63 limits · 88
switch overview · 81
defined · 60 pneumatic pressure · 90–91
schematic symbol · 60 pressurization · 82–83
tie · 60 cabin pressure switch · 84–
elevator · 43 85
emergency exit outflow valve · 84
opening · 14 poppet valve · 84
overview · 14–15 temperature control · 85–86
empennage · 13–14 cockpit · 87–88
engine testing of · 88
flat rated · 19 unpressurized ventilation · 89
free turbine · 19 equivalent shaft horsepower
instruments (ESHP) · 20
fuel flow gauge · 29 ESHI
gas generator tachometer · preset course · 143
28 secondary course · 143
ITT gauge · 27 ethylene glycol monomethyl
oil pressure gauge · 29 ether · See prist
oil temperature gauge · 29 EVA tubing · 153
propeller tachometer · 28 extension, landing gear, manual
torque meter · 27–28 · 75–76
torque meter, ITT · 27 external power · 66
reverse flow · 19 extinguish
sections engine fire · 38
accessory gearbox · 24–25 extinguish, engine fire · 38
gas generator · 21–23
reduction gearbox · 25
start · 32–33

UE Systems 167
Index

F firewall · 97
maintenance · 97
storage · 12
fire
tank · 95–96
engine
auxiliary · 95
extinguish · 38
main · 95
extinguishing · 38
maximum imbalance
fire cable specifications · 37
between · 99
fire detection annunciator · 37,
topping governor · 97
38
fuel control unit · 31–32
testing · 39
fuel flow gauge · 29
fire detection system
fuel nozzle, hung start · 33
continuous cable loop · 38
fuel topping governor · 52–53
control amplifier · 37–38
propeller speed maintained by
fire cable, specifications · 37
· 50
fire extinguisher switch, testing ·
fuel vent heat · 106
39
fuse
fire loop · 38
jiffy pop · See current limiter
firewall fuel shut off valve · 97
slow blow · See current limiter
firewall fuel valves · 153
fuselage, aft · 13–14
flap motor · 65
flaps · 45
pre-select positions · 45 G
flat rated · 19
flight controls
gas generator
overview · 43
combustion section · 22–23
primary, aileron · 43
compressors in · 21–23
secondary
defined · 153
flaps · 45
overview · 21–23
trim tabs · 44–45
gas generator tachometer · 28
yaw damp · 45–46
gasoline, aviation, use of · 101–
flyweights · 153
2
free turbine · 19
gauge
fuel
gyro suction · 111
boost pump · 97, 98
pneumatic pressure · 111
cross transfer of · 99–100
gear
cross transfer procedure for ·
landing · 71
99
handle · 73
drains · 100–101
main · 73
movement of · 96–98
nose · 72
prevention of ice in · 106
generator
quantity indicator · 101
bus tie, switch for · 65
shut off valve · 97
control unit, purposes of · 63
condition lever · 97

168 UE Systems
 Index
limitations · 67 high energy dissipater · See
switch for · 62 HED
governor · See also individual horizontal stabilizer de-ice · 111
governor names hot battery bus · 153
fuel topping · 52–53, 97 hot start · 33, 153
overspeed · 52 hung start · 33, 153
primary · 50–52 hydraulic
propeller · 50 landing gear extension · 73–
GPWS · 121, See EGPWS 74
bank angle · 124 landing gear retraction · 73–
dont sink · 122 74
flap override · 123
glideslope · 123
glideslope cancel · 123 I
minimums · 124
mode 1 · 122 ice accumulation, prevention of ·
mode 2 · 122 106
mode 3 · 122 ice detection · 110
mode 4 · 122 ice protection
mode 5 · 123 types of · 105, See also
mode 6 · 124 individual types
pilot action · 124 anti-ice · 105
preflight test · 124 de-ice · 105
pull up · 122, 124 ice vane
sink rate · 122 air inlet · 108–9
terrain terrain · 122 defined · 153
too low flaps · 123 ignition, auto · 33
too low gear · 122 inertial separators · See air inlet
too low terrain · 122, 123 ice vanes
ground comm power · 117 interstage turbine temperature ·
gyro suction gauge · 111 20
inverter
defined · 153
H overview · 66–67
ITT · 23, 27, 161
hall effect device · See HED ITT gauge · 27
handle, landing gear · 73
“DOWN” position · 74
“UP” position · 74 J
HED
defined · 60 jiffy pop fuse · See current
schematic symbol · 60 limiter

UE Systems 169
Index

L maintenance, fuel shut off valve

· 97
master caution flasher
landing gear
canceling · 36
annunciator, HYD FLUID
defined · 154
LOW · 74
master warning flasher · 35–36
components of · 71–72
defined · 154
handle · 73
mixing plenum · 89
“DOWN” position · 74
mode controller · 154
“UP” position · 74
hydraulic
extension · 73–74 N
retraction · 73–74
hydraulic fill can · 91
NESA · See non-electrostatic
main gear · 73
manual extension of · 75–76 application
nose gear · 72 NiCad battery
advantages of · 61
overview · 71
defined · 60
position indicators · 74–75
disadvantages of · 61
power levers for, warning
overview · 60–61
horn · 75
warning horn · 75 schematic symbol · 60
lever switch for · 61
Nickel Cadium Battery · See
power · 26
NiCad battery
propeller · 54
noise, cabin, reducing · 56
light polarizing · 11
non-electrostatic application ·
lights, wing ice detection · 110
limitations 106, 110
airspeed · 15 nose gear · 72
nose section · 9–10
airspeed indicator · 16
generator · 67
line contactor
defined · 60, 154
O
schematic symbol · 60
low pitch stop · 50 oil cooler · 31
propeller governors · 50–51 oil pressure gauge · 29
low pitch, testing · 53 oil temperature gauge · 29
oil-to-fuel heat exchangers · 109
outflow valve · 84
M overspeed governor · 52
propeller speed maintained by
magnetic compass, windshield · 50
heat affect on · 106 testing · 53
oxygen mask
main gear · 73
170 UE Systems
 Index
in cockpit · 10 primary flight controls
in passenger cabin · 11 aileron · 43
elevator · 43
primary governor · 50–52
P backup for · 52
beta valve · 51–52
P test · 88 propeller speed maintained by
P3 · See bleed air · 50
P3 air · 20 prist · 100, 109
P3 purge tank · 154 propeller
parasite drag · 50 blade angle · 49–50
passenger cabin low pitch stop · 50
emergency exits · 14–15 overview · 49
emergency exits, opening · 14 pre-takeoff tests
overview · 10–11 low pitch · 53
pitot heat · 107 overspeed governor · 53
plenum, mixing · 89 primary governor · 53
pneumatic pressure · 90–91 propeller de-ice · 112–13
pneumatic pressure gauge · 111 manual · 112
poppet valve · 84 propeller de-ice boot · 112
position indicators, landing gear propeller governor, test · 53
· 74–75 propeller governors · See also
power levers · 26 individual governor names
alpha range · 53 low pitch stop · 50–51
beta range · 26, 54 overview · 50
idle range · 26 primary · 50–52
landing gear, warning horn · propeller hub · 51
75 propeller levers · 54
regions · 26 propeller range · 26
reverse range · 26, 54 propeller tachometer · 28
power turbine · 154 pump
pressure boost · 98
pneumatic · 90–91 pump, boost · 97
pressure vessel · 82, 84 purge tank · 98
defined · 154
pressurization · 82–83
altitude warning · 85 R
bumps · 85
cabin pressure switch · 84–85 radar, EHSI · 141
controller, operation of · 85 radiant heat · 154
limits · 88 ram air scoop · 89
outflow valve · 84 ram vent · 106
poppet valve · 84 red light item · 154

UE Systems 171
Index
reduction gear box stall warning transducer vane ·
defined · 154 106
overview · 25 standby horizon · 117
relay · See also line contactor standby pumps · 155
defined · 60, 154 start
reverse · 154 hot · 33
reverse flow engine · 19 hung · 33
reverse range · 54 starter switch · 32
reversionary panel · 145 limitations · 32
roller · 71 starter, operating time limits · 63
actuator cam · 72 starter/generator · 62–63
rudder boost, · 46 static ports · 107–8
stator vane · 155
surface de-ice, switch for · 111
S switch · See also line contactor
bleed air valve · 82
scavenge oil pump · 154 bus tie · 65
schematic symbol cabin pressure · 84–85
bus · 59 defined · 60, 155
current limiter · 59 generator · 62
diode · 59 NiCad battery · 61
HED · 60 schematic symbol · 60
line contactor · 60 temperature control · 87
NiCad battery · 60 synchronizer · 56
switch · 60 synchrophaser · 56
secondary flight controls synchroscope · 56
flaps · 45
trim tabs · 44–45
yaw damp · 45–46 T
shaft horsepower (SHP) · 19
shock strut · 71 T test · 88
slow blow fuse · See current tailets · 155
limiter tank
speeder spring · 154 fuel · 95–96
squat switch · 51 auxiliary · 95
stabilons main · 95
defined · 154 maximum imbalance
de-ice · 111 between · 99
overview · 13 purge · 98
stall warning heat · 106–7 TAWS · 121
stall warning transducer plate · TCAS · 118
106 altitude range · 120
distance range · 120

172 UE Systems
 Index
PA alert · 120 U
TA alert · 119
test · 121
unpressurized ventilation · 89
temperature control · 85–86
bleed air · 86
cockpit · 87–88
limits · 88
V
manual · 87
test valve
autofeather · 55–56 air cycle machine bypass · 87
annunciator · 56 fuel shut off · 97
torque limit · 55 condition lever · 97
environmental system · 88 firewall · 97
low pitch · 53 maintenance · 97
overspeed governor · 53 outflow · 84
propeller governor · 53 poppet · 84
T-handle · 155 vanes · See air inlet ice vanes
thermal runaway · 61 vapor cycle machine · 86
tie · See also line contactor VCM · See vapor cycle machine
bus vent blower · 155
switch for · 65 ventilation, unpressurized · 89
defined · 60 vortex generators
ties · 155 defined · 155
torque knee · 71, 72 overview · 14
torque limit during autofeather
test · 55
torque meter · 27–28 W
defined · 155
torque suppressors · See air warning annunciator · 35–36
inlet ice vanes defined · 155
transfer fuel · 99–100 fire detection · 37
procedure for · 99 lights · 35
trim tabs · 44–45 warning horn, landing gear · 75
trim, electric pitch · 44 warning master flasher · 35–36
trunion · 71 windows
T-tail, overview · 13 light polarizing · 11
turbine · 155 overview · 11
turning radius, minimum, wing windshield
tip · 43 ice accumulation on,
prevention of · 106
windshield heat · 105–6
magnetic compass · 106
switch · 106
windshield wipers · 110
UE Systems 173
Index
non-electrostatic application · Y
110
wing de-ice · 111
yaw damp · 44, 45–46
wing ice lights · 110
wing tip, minimum turning radius
· 43
wings, overview · 12

174 UE Systems