X-Plane 11

King Air C90B

Pilot’s Operating Manual
Author: Julian Lockwood (julian@x-plane.com)

Copyright: Laminar Research 2017

Disclaimer
The information contained in this document is for simulation use only, within the X-Plane flight simulator. This document is not
subject to revision, and has not been checked for accuracy. This document is intended for entertainment only, and may not to be
used in situations involving real-life aircraft, or real-life aviation.

Distribution
This document may be copied and distributed by Laminar Research customers and developers, for entertainment. It may also be
distributed with third-party content developed for X-Plane 11.

1
Contents
Background: The King Air Model 90 Series ................................................................................................... 4
C90 Specifications ..................................................................................................................................... 4
The X-Plane King Air C90B............................................................................................................................. 5
Views and Controls ....................................................................................................................................... 6
Creating “Quick Look” views ..................................................................................................................... 7
Operating the controls ............................................................................................................................ 10
Assigning peripheral devices ................................................................................................................... 12
A Tour of the Cockpit .................................................................................................................................. 14
Fuel Management Panel ......................................................................................................................... 14
Pilot’s Primary Instruments .................................................................................................................... 16
Engine Instrumentation .......................................................................................................................... 19
Avionics Panel ......................................................................................................................................... 21
Main switch panel and Landing Gear...................................................................................................... 24
Throttle Quadrant and Center Console .................................................................................................. 28
Copilot’s Primary Instruments ................................................................................................................ 31
Overhead Panel ....................................................................................................................................... 34
Overhead Rotary Controls .................................................................................................................. 35
Annunciator Panel................................................................................................................................... 36
EFIS Control Panel and Autopilot Operation............................................................................................... 41
EFIS Control Panel ................................................................................................................................... 41
Autopilot Operation ................................................................................................................................ 43
Flight Planning............................................................................................................................................. 47
Fuel Calculation ........................................................................................................................................... 48
Taxi Fuel .................................................................................................................................................. 48
Trip Fuel .................................................................................................................................................. 48
Contingency Fuel..................................................................................................................................... 49
Alternate Destination Fuel ...................................................................................................................... 49
Final Reserve Fuel ................................................................................................................................... 49
Additional Fuel ........................................................................................................................................ 49
Discretionary Fuel ................................................................................................................................... 49
Final Calculated Fuel Load ...................................................................................................................... 49
Weight & Balance........................................................................................................................................ 50

2
Check Lists ................................................................................................................................................... 55
Operational Speeds ..................................................................................................................................... 63

3
Background: The King Air Model 90 Series
The Beech Aircraft Corporation first conceived of the
King Air Model 90 series in 1961. At that time, the
aircraft was designated the Beechcraft Model 120,
and was derived from the company’s successful
“Queen Air” series (a twin engine piston powered light
aircraft produced from 1960 to 1978). The new King
Air was to be a “civil utility aircraft”, with military
variants also to be adopted by the US Army, the US
Navy, and other defense forces around the world.

Although based on the Queen Air, the new King Air

featured the introduction of Turbo Prop power,
utilizing two Pratt & Whitney PT6A engines. The PT6
is one of the most popular Turbo Prop engines in
history, known for extreme reliability that allows for a
mean time between overhaul (MTBO) of up to 9,000
hours. The original PT6A’s developed between 580
Photo Credit: Wikipedia and 920 shaft horsepower, although later variants
have considerably exceeded this.

Test flights began in May of 1963, and Beechcraft started taking orders the following month, with the first production aircraft
delivered on October 8th 1964. The model C90 was introduced in 1971, with an increased wingspan, upgraded PT6A-20A engines,
and a maximum take-off weight of 9,650 lb. (4,378 kg). A further derivative of the C90, designated C90B came in 1992, with
airframe improvements, four-bladed propellers, and propeller synchrophasing (to reduce cabin noise). The C90B featured Pratt &
Whitney PT6A-21 engines. To date, over 3,100 King Air aircraft (various variants) have sold. The aircraft remains in production.

C90 Specifications

Engine:

Model ----------------------------------------- 2 x Pratt & Whitney PT6A-21

Power ----------------------------------------- 550-shaft horsepower per engine
Propeller ----------------------------------------- Constant Speed

Fuel:

Capacity ----------------------------------------- 384 Gallons / 2,573 Lbs.

Recommended fuel ----------------------------------------- JP-4; JP-5; Jet A; Jet A-1; Jet B
Fuel Burn (average) ----------------------------------------- 280 Kg. per hour / 617 Lb. per hour

Weights and Capacities:

Max. Takeoff Weight ----------------------------------------- 9,650 Lb. / 4,377 Kg.

Max. Landing Weight ----------------------------------------- 9,168 Lb. / 4,159 Kg.
Standard Empty Weight ----------------------------------------- 5,765 Lb. / 2,615 Kg.
Max. Useful Load ----------------------------------------- 3,885 Lb. / 1,762 Kg.
Baggage Capacity ----------------------------------------- 350 Lb. / 159 Kg.

Performance:

Max. Operating Speed ----------------------------------------- 208 Knots

Stall Speed (Clean) ----------------------------------------- 89 Knots
Stall Speed (Landing Configuration) ----------------------------------------- 76 Knots
Best Climb Rate ----------------------------------------- 1,955 Feet Per Minute @ 9,650 Lb.
Wing Loading ----------------------------------------- 32.8 Lb. / Sq. Ft.
Power Loading ----------------------------------------- 8.8 Lb. / Hp.
Service Ceiling ----------------------------------------- 28,100 Ft. @ 9,650 Lb.

4
The X-Plane King Air C90B
Unlike other flight simulators, X-Plane
employs a technique called “blade element
theory. This technique uses the actual shape
of the aircraft (as modeled in the simulator),
and breaks down the forces on each part
separately. The force of the “air” acting on
each component of the model is individually
calculated, and combined, to produce
extremely realistic flight.

When you “fly” an airplane in X-Plane, there

are no artificial rules in place to govern how
the aircraft behaves. Your control inputs
move the control surfaces of the aircraft, and
these interact with the flow of air around it. As
such, you may consider that you are really
flying the aircraft.

Because of this technique, an aircraft must

be modeled with great accuracy in X-Plane,
in order that is behave like its real-life
counterpart.

This means the fuselage, wings and tail surfaces must be the right size and shape, the center of lift and center of gravity must be in
the right places, and the engine(s) must develop the right amount of power. In fact, there are a great many properties that must be
modeled correctly to achieve a high-fidelity flight model.

The Beechcraft King Air C90B in X-Plane has been modeled by our design team with a degree of accuracy that ensures its flight
characteristics are very like those of the real aircraft. However, despite this, some differences will be apparent, because even the
smallest factor plays into the ultimate behavior of the aircraft, both in real life, and in X-Plane. The systems modeling of this aircraft
involves some compromise too, because of the high degree of complexity present in the real aircraft. As such, simplified procedures
and checklists are provided later in this guide.

5
Views and Controls

The X-Plane King Air C90B features a detailed 3-D cockpit with a great many of the primary controls and systems modeled,
including: Flight controls (yoke, rudder pedals, throttles, prop levers, condition levers), electrical systems, navigation aids, radios,
autopilot, instrument and cabin lighting, fuel and environmental systems.

Hint:
To best view some of the switches
featured in this aircraft, it is helpful to hide
the pilot and co-pilot yokes. This can be
accomplished by selecting “Joystick and
Equipment” from the “Settings” menu, and
assigning a button, or key, to the
following:

Operation | Toggle Yoke Visibility

Use the assigned button, or key, to toggle

the yoke view as required. This will have
no effect on the yoke operation.

6
Creating “Quick Look” views

Before discussing the controls, we suggest that the pilot establish a series of “Quick Look” views that will be helpful later when
interacting with this particular aircraft. If you are not familiar with this technique, more information is available in the X-Plane Desktop
Manual.

The following “Quick Look” views are recommended for the King Air C90B, in a situation where the pilot is not using a Virtual Reality
(VR) headset, or a head tracking device. To some degree, these correspond (on the keyboard Number Pad) with their physical
locations in the cockpit, and are therefore logical and easy to recall later.

Auto Pilot

Pilot Switches

Throttle
Quadrant

7
Co Pilot Switches

Pilot’s Primary
Instrument Scan

Avionics Panel
Scan

CoPilot’s Primary
Instrument Panel
Scan

8
Pilot’s Left
Glance View

Overhead Panel

Pilot’s Right
Glance View

9
Operating the controls

This section covers the basics techniques for the operation of the controls that you will encounter in the cockpit of an X-Plane
aircraft. Control manipulators are consistent across all X-Plane 11 aircraft. However, the specific ILLUSTRATIONS in THIS chapter
may differ from YOUR aircraft.

Toggle and Rocker switches are operated with a

single click of the mouse. Place the mouse pointer
slightly above, or below, the center point of the
switch, depending on the direction you intend to
move it. A small white arrow is displayed to confirm
the intended direction. Click the mouse button to
complete the operation.

Levers are operated by assigning a peripheral

device to the necessary axes in X-Plane (throttle,
prop, mixture etc.). More information is available in
the X-Plane Desktop Manual.

Levers may also be operated by clicking and

dragging the mouse pointer.

Some rotary dials are operated by positioning the

mouse pointer on top of the control, and then a
click and drag to the right, or to the left. The same
can be accomplished using the mouse wheel - if
one is present on your device.

Other rotary controls require finer precision. When

the mouse pointer is positioned slightly to the left of
such a control, a counter-clockwise arrow appears.
This indicates that you are ready to rotate the
control counter-clockwise. Correspondingly, a
clockwise arrow indicates that you are ready to
rotate the control clockwise. After positioning the
mouse pointer, changing the frequency in the
desired direction is accomplished in two ways:

i) By rolling the mouse wheel

forwards, or backwards

ii) By clicking (dragging is not

supported here)

Radio and Navigation frequency rotary dials are

grouped together as “twin concentric knobs”. Here,
the larger rotary is used to tune the integer portion
of the frequency, and the smaller rotary is used to
tune the decimal portion. Each works
independently, using the same technique, as
described above.

10
 Push buttons are operated by pointing and clicking
with the mouse.

Guarded switches are used in situations where

accidental activation of the switch must be
prevented. To operate a guarded switch, the guard
must first be opened. Do this by positioning the
mouse pointer over the switch until the two vertical
white arrows are displayed. Click once. If the
switch is currently closed, it will open, and vice-
versa. After the guard has been opened, the switch
may be operated like a toggle and rocker switch
(see earlier in this section).

The Yoke / Stick / Joystick is operated by assigning

a peripheral device to the “roll” and “pitch” axes in
X-Plane. This is discussed in greater detail later in
the guide.

The Rudder Pedals are operated by assigning a

peripheral device to the “yaw” axis in X-Plane. If
your rudders also support toe braking, create
additional assignments to the “left toe brake” and
“right toe brake” axes in X-Plane. This is discussed
in greater detail later in the guide.

Note that you may also assign keys on your

keyboard, or buttons on your external peripheral to
move the rudder to the left or right, or to center the
rudder.

11
Assigning peripheral devices

This section of the manual deals with an “ideal” scenario, in terms of the assignment of external computer peripherals to operate the
X-Plane King Air C90B with the highest degree of realism. If you are missing some of these external peripherals, you may elect to
choose a different configuration that best suits your hardware.

The King Air C90B is

equipped with Yokes, for roll
and pitch control.

To simulate this, assign the

lateral axis of your yoke (or
joystick) to the “Roll”
command in X-Plane, and
the vertical axis to the
“Pitch” command.

More information is
available in the X-Plane
Desktop Manual.

The King Air C90B is

equipped with dual throttles
– which control the torque
(power) transmitted by the
left and right engines. The
throttles do not change the
propeller RPM, which is set
elsewhere, using the Prop
Levers.

To simulate the throttles for

a King Air, assign the
(black) throttle levers on
your quadrant to the
“Throttle 1” and “Throttle 2”
properties in X-Plane.

The King Air C90B is

equipped with constant
speed (and variable pitch)
propellers. The RPM for
each engine is controlled by
a “governor”, and the
desired RPM setting is
made using the Prop
Levers, which are part of the
aircraft’s throttle quadrant.
Once the RPM has been
set, this remains the same,
irrespective of the throttle
position.

To simulate this, assign the

(blue) prop levers on your
quadrant to the “Prop 1” and
“Prop 2” properties in X-
Plane.

12
 The King Air C90B is
equipped with “Condition”
levers. These control the
fuel flow to the engines
during idle, and have three
settings – “High Idle”, “Low
Idle” and “Fuel Cut Off”.

To simulate this, assign the

(red) mixture levers on your
quadrant to the “Mixture 1”
and “Mixture 2” properties in
X-Plane.
.

The King Air C90B has

conventional rudder
controls, actuated by the
rudder pedals.

The pedals activate the

rudder, which is part of the
tail assembly, and this
“yaws” the aircraft to the left
or right. The rudders keep
the aircraft straight during
takeoff and landing, and
also help make coordinated
turns.

To simulate this, assign the

yaw axis of your pedals
peripheral device (or a
joystick axis) to the “yaw”
property in X-Plane.

The King Air C90B has

conventional rudder toe-
braking, actuated by the tip
of the rudder pedals.

To simulate this, assign the

brake “toe-tipping” motion of
each individual pedal (or a
joystick axis) to the “left toe
brake” and “right toe brake”
property in X-Plane.

13
A Tour of the Cockpit
In this section of the manual, the cockpit will be broken down into distinct functional areas, and the controls that are featured in
those areas will be identified and described. This will assist in locating the necessary instruments and controls later, when working
through the aircraft check lists, and when flying the aircraft. Only controls that are operational within the X-Plane King Air C90B will
be presented here.

Fuel Management Panel

[Not modeled] The left transfer pump moves fuel from the
(lower) wing tanks to the (higher) nacelle tank, which
1 Left Transfer Pump Switch feeds the left engine. In Auto mode, this pump cycles on,
and off, automatically, depending on the fuel-level in the
left nacelle tank. In Override mode, the pump stays on.

[Not modeled] This switch is used to verify that fuel is

indeed transferring between the tanks. The switch works
2 Transfer Test Switch in conjunction with the NO FUEL XFR annunciator. When
this switch is set to Transfer Test, the annunciator will
illuminate if the transfer is not functioning correctly.

14
 [Not modeled] The right transfer pump moves fuel from the
(lower) wing tanks to the (higher) nacelle tank, which
3 Right Transfer Pump Switch feeds the right engine. In Auto mode, this pump cycles on,
and off, automatically, depending on the fuel-level in the
left nacelle tank. In Override mode, the pump stays on.

The right boost pump moves fuel from the nacelle tank to
the right engine before it starts. This switch should
4 Right Boost Pump Switch therefore be used during the start procedure, which is
covered later in the checklist section. An engine-driven
pump will perform this task once running.

[Not modeled] This switch controls the cross-feed valve. In

Auto mode, the cross-feed valve will open automatically in
the event of a boost pump failure, to ensure the affected
engine continues to receive fuel from the opposite-side
5 Cross Feed Switch
boost pump. During single engine operation, it may
become necessary to supply fuel to the operative engine
from the fuel system on the opposite side. In this
circumstance, the switch is set to Open.

Displays the fuel remaining, in all (right) tanks, or just the

6 Right Fuel Gauge (right) nacelle tanks, depending on the setting of the Fuel
Quantity switch.

[Not modeled] This switch toggles the fuel quantity gauges

between two modes – ‘Total’ and ‘Nacelle’. This causes
the gauges to display either the remaining fuel in all tanks,
7 Fuel Quantity Switch
or just the nacelle tanks respectively. The main tanks are
in the wings, and the nacelle tanks directly behind the
engines.

Displays the fuel remaining, in all (left) tanks, or just the

8 Left Fuel Gauge (left) nacelle tanks, depending on the setting of the Fuel
Quantity switch.

The left boost pump moves fuel from the nacelle tank to
the left engine before it starts. This switch should therefore
9 Left Boost Pump Switch be used during the start procedure, which is covered later
in the checklist section. An engine-driven pump will
perform this task once running.

15
Pilot’s Primary Instruments

This instrument displays the speed of the

Airspeed Indicator aircraft (in knots) relative to the air (and not
relative to the ground).

This is the top LCD panel in the Collins

Avionics cluster, and displays the attitude of
the aircraft relative to the horizon. This informs
Electronic Attitude Director the pilot whether the aircraft is flying straight,
Indicator (EADI) or turning, and whether the aircraft is climbing,
or descending. This information is crucial in
“instrument conditions” - when the outside
horizon is not visible.

16
 This is the bottom LCD panel in the cluster,
and shows the aircraft’s position and
(magnetic) heading. The display is presented
Electronic Horizontal
in a plan view, as if looking down at the aircraft
Situation Indicator (EHSI)
from directly above. If a flight plan has been
input into the GPS, this panel also displays the
aircraft’s position relative to the desired track.

This instrument informs the pilot of both the

rate of turn, and whether the aircraft is slipping
sideways during a turn.

The “L” (left) and “R” (right) indicators at the

four and six o-clock locations on the dial
Turn Coordinator correspond with a “two-minute turn”, which is
considered ideal when maneuvering an aircraft
in instrument conditions. When the wings of
the white aircraft in the center of the dial
intersect with these markings (during a turn), it
will take exactly 2 minutes for the aircraft to
make a 360 degree turn back to its original
course.

The floating ball is used to assist the pilot in

making a “coordinated turn”, so the aircraft
does not slip to the side, but instead follows
the desired course. If the ball moves to the
right, depress the right (rudder) pedal, until the
ball is centered again. Correspondingly, if the
ball moves to the left, depress the left (rudder)
pedal, until the ball is centered again. When
the ball is centered, the aircraft is making a
coordinated turn.

The altimeter displays the altitude above sea

level (not the altitude above the ground). This
model combines a digital and analog
presentation.

Altimeters use barometric pressure to

determine altitude. As such, they must be
Altimeter
calibrated at the start of the flight, and
periodically re-calibrated during the flight, to
account for the current local conditions. To
calibrate this instrument, the pilot must set the
published barometric pressure at his current
location. This setting is also displayed here,
both in millibars, and inches of mercury.

17
 This instrument supports four modes:

Current Time (GMT)

Current Time (Local)
Current Date
Elapsed Time
Chronometer
Cycling through each of these modes is
accomplished by clicking the “SELECT”
button.

Starting, stopping and re-setting the elapsed

time is accomplished by clicking the
“CONTROL” button.

This instrument displays a direct course to or

VOR / ADF (Automatic from a selected VOR (VHF Omnidirectional
Direction Finder) Range) receiver, or a selected NDB (Non-
Directional Beacon).

This panel contains combined rotary controls

that adjust the brightness of the EADI and
EHSI displays respectively. Rotate the inner
EADH/EHSI Brightness
control to the left or right, to reduce or increase
Control Panel.
the brightness of the EADI display. Rotate the
outer control to the left or right, to reduce or
increase the brightness of the EHSI display.

Propeller synchronization reduces the “beats”

generated by propellers turning at slightly
difference speeds, and in turn this increases
passenger comfort.
Propeller Synchronization
Indicator. When both propellers are turning, a stationary
disc indicates they are synchronized.

Set the toggle switch to the up (on) position to

activate the synchronization system.

The Variometer informs the pilot of the rate of

Variometer climb, or the rate of descent, in terms of
thousands of feet per minute.

18
Engine Instrumentation

The internal temperature of the left

and right engines, in Degrees Celsius
Inter-Stage Turbine x 100.
Temperature
The green band indicates the normal
operating range.

The rotational force transmitted from

the engine to the left and right
propellers in Feet Pounds x 100. This
is analogous to the power each
Torque
engine is delivering to the propellers.

The green band indicates the normal

operating range.

The RPM of the left and right

propellers - in revolutions per minute
x 100. RPM is set by the Prop Levers.
Propeller RPM
The green band indicates the normal
operating range.

19
 The RPM of the left and right turbine
engines themselves. This is different
to the RPM at the propellers, because
of the presence of a reduction
Turbine RPM
gearbox.

The green band indicates the normal

operating range.

The rate at which fuel is flowing from

Fuel Flow the fuel system into the left and right
engines.

The oil temperature and pressure in

the left and right engines, presented
in Degrees Celsius, and Pounds per
Oil Temperature and
Square Inch.
Pressure
The green bands indicate the normal
operating range.

20
Avionics Panel

The switches in these panels are used

to enable or disable audio from the
selected radio and navigation devices.
For example, if the Comm 1 switch is
set to ‘On’ and the Comm 2 switch is
set to ‘Off’, the pilot will hear only
audio from the Comm 1 radio.
Pilot and Co-Pilot Audio
Switching Panels
Audio from Comm devices will be in
the form of speech from ATC, and
audio from Navigation devices will be
in the form of Morse code. Each
navigation aid (VOR, NDB, ILS etc.)
has a Morse code identifier, to confirm
the frequency selection is correct.

The Altitude Pre-Select control is used

to pre-select the desired altitude for
the autopilot.

When engaged, and in control of the

Altitude Pre-Select aircraft altitude, the autopilot will
automatically level off at the pre-
selected altitude.

More on autopilot operations later in

this manual.

21
 This aircraft is equipped with two
communications radios (COMM 1 and
COMM 2).

COMM 1 and COMM 2 are used for

ATC voice communications, and are
identical in function, and either can be
COMM 1 and COMM 2
used at any time. The presence of two
Radios
COMM radios provides redundancy,
in case of failure of the other unit.

More on radio operations later in this

manual.

This aircraft is equipped with two

navigation radios (NAV 1 and NAV 2).

NAV 1 and NAV 2 are used together

with VOR, NDB and ILS ground radio-
based navigation aids.
NAV 1 and NAV 2 Radios
The presence of two NAV radios
provides redundancy, in case of
failure of the other unit.

More on radio operations later in this

manual.

The transponder works in conjunction

with ATC radar, to identify the aircraft
to controllers. When operating in
controlled airspace, each aircraft is
provided with a unique transponder
code to accomplish this.

Use the outer-rotary control to adjust

the transponder code up or down, in
Transponder units of 100.

Use the inner-rotary control to adjust

the transponder code up or down, in
units of 1.

Set the transponder to STBY when

setting and operating the transponder
on the ground, and ON when
airborne.

22
 The Automatic Direction Finder (ADF)
is a radio receiver that can be tuned to
any Non-Directional Beacon (NDB)
Automatic Direction Finder that is within range. It provides a
(ADF) direct course to or from the radio
source, which is displayed by the
needle on the VOR/ADF instrument
(see Pilot’s Primary Instruments).

The GNS 530 is Laminar Research’s

interpretation of the Garmin 530
series of GPS (Global Positioning
System) receivers.

This unit provides the pilot with the

ability to input a pre-determined flight
plan, which is then presented in ‘plan’
GNS 530
view on the display. The pilot may
elect to follow the course either
manually, or using the autopilot.

Instructions for operating the

Laminar Research GPS units can
be found in separate (dedicated)
manuals.

The GNS 430 is Laminar Research’s

interpretation of the Garmin 430
series of GPS (Global Positioning
System) receivers.

This unit provides the pilot with the

ability to input a pre-determined flight
plan, which is then presented in ‘plan’
view on the display. The pilot may
GNS 430
elect to follow the course either
manually, or using the autopilot.

Instructions for operating the

Laminar Research GPS units can
be found in separate (dedicated)
manuals.

23
Main switch panel and Landing Gear

This switch provides power to all electrical

Battery On/Off systems, except of those that are activated
Switch separately by the Avionics Master Switch, and
EFIS power switch.

This switch provides power to the avionics stack,

which comprises the following:

. EHSI
Avionics Master
. Comm and Nav radios
Power Switch
. Transponder
. ADF
. G530 GPS
. G430 GPS

24
 An inverter converts DC electrical current
generated by the engines into AC electrical current
required by some of avionics, and systems.

In this aircraft there are two inverters, to provide

Inverter Switch redundancy. Set the switch to the UP position to
activate the primary inverter, and the DOWN
position to activate the secondary inverter.

Note: The autopilot will not operate without an

inverter activated.

The Engine Auto Ignition system on the King Air is

comprised of a simple electrical relay that activates
the ignitors whenever torque is low (for example in
the event of an engine flame-out). This allows the
Engine Auto engines to be re-started in-flight, using just the
Ignition airflow that turns the propellers.
Switches
Engine Auto Ignition is not required during normal
flight, but may be left on for the duration if desired.

The generators are used to charge the aircraft

battery system when the engines are running. This
prevents the batteries from becoming exhausted
Generator while the Battery Switch is ‘On’.
Switches
GEN1 is driven by engine-1, and Gen 2 is driven
by engine-2.

The Engine Anti Ice system actuates anti-ice

vanes in the PT6 turbines, allowing super-cooled
water droplets over a certain mass to bypass the
engine intakes, which prevents the potential for
Engine Anti Ice
damage, or engine failure.
Switches
This system should be employed only in
circumstances where the temperature and
moisture of the outside air make icing possible.

These switches engage the ignition, and starter, to

power-up the engines.
Engine Start
Switches
Click and HOLD each switch, until the desired
engine is running.

25
 When this system is “Armed”, and the power
Auto Feather setting for the engines is sufficiently low there is no
Switch useful thrust, this system automatically changes
the propeller pitch to “Feathered”, to reduce drag.

Landing Lights
Switches

Taxi Light
Switch

Navigation
Lights Switch

Ice Light Switch

26
Recognition
Lights Switch

Beacon Switch

Strobes Switch

Tail Flood
Switch

The King Air C90B is equipped with retractable

landing gear, controlled by the Landing Gear
Lever. Retract the ‘gear’ shortly after takeoff, and
extend the ‘gear’ shortly before landing.

Landing Gear When the landing gear is extended correctly, three

Lever green indicator lights will illuminate.

In any aircraft, the landing gear should never be

extended if the airspeed exceeds the design
parameters. In the King Air C90B, this is indicated
by the white band on the airspeed indicator.

27
Throttle Quadrant and Center Console

The King Air C90B is equipped with dual

throttles – which control the torque (power)
transmitted by the left and right engines to the
Throttle Levers
propellers. The throttles do not change the
propeller RPM, which is set using the Prop
Levers.

The King Air C90B is equipped with constant

speed (and variable pitch) propellers. The RPM
for each engine is controlled by a “governor”,
Prop Levers and the desired RPM setting is made using the
Prop Levers, which are part of the aircraft’s
throttle quadrant. Once the RPM has been set,
this remains the same, irrespective of the
throttle position.

28
 The King Air C90B is equipped with “Condition”
levers. These control the fuel flow to the
engines during idle, and have three settings –
“High Idle”, “Low Idle” and “Fuel Cut Off”.
Condition Levers
These settings apply when taxiing the aircraft,
and at the conclusion of the flight, when the
fuel cutoff position is selected to stop the
engines.

The Flap Lever operates the wing flaps. Wing

flaps change the contour of the wing. When
extended, the flaps generate more lift, and
more drag, which is beneficial during the
takeoff and the landing phases of the flight.

The King Air C90B is equipped with flaps that

have three positions – “Up” (used during
Flap Lever normal flight), “Approach” (used during initial
approach to landing, and takeoff) and “Down”
(used during final approach to landing”).

In any aircraft, the landing flaps should never

be extended if the airspeed exceeds the design
parameters. In the King Air C90B, this is
indicated by the white band on the airspeed
indicator.

The ailerons are control surfaces on the wing

used to roll the aircraft to the left, or the right.
The roll action causes the aircraft to turn.

The Aileron Trim Wheel operates trim tabs that

Aileron Trim
are built into the ailerons. These control
Wheel
surfaces are used to relieve the pilot from
continuous manual input to the ailerons.

It is recommended the pilot assign an external

peripheral axis to this control if one is available.

The rudder is a control surface built into the tail

assembly, and is used to yaw the aircraft to the
left, or the right. The rudder is used to keep the
aircraft straight during takeoff and landing, and
also to make coordinated turns, and to counter
the effect of crosswinds.
Rudder Trim
The Rudder Trim Wheel operates a trim tab
that is built into the rudder. This control is used
to relieve the pilot from continuous manual
input to the rudder.

It is recommended the pilot assign an external

peripheral axis to this control if one is available.

29
 The elevator is a control surface built into the
tail assembly, and is used to pitch the aircraft
up or down. The elevator changes the angle of
attack of the wing, which initiates a climb or a
descent, or levels the aircraft from an existing
climb or descent. A change in pitch initiated by
the elevator is usually followed by a change in
power in order to maintain the desired attitude.

The Elevator Trim Wheel operates a trim tab

Elevator Trim that is built into the elevator. This control is
Wheel used to relieve the pilot from continuous
manual input to the elevator.

Elevator trim is also used to control the speed

of the aircraft. When there is a net upward trim,
the aircraft will fly more slowly. When there is a
net downward trim, the aircraft will fly more
quickly.

It is recommended the pilot assign an external

peripheral axis to this control if one is available.

30
Copilot’s Primary Instruments

This instrument displays the speed of the

Airspeed Indicator aircraft relative to the air (and not relative to
the ground).

This instrument displays the attitude of the

aircraft relative to the horizon. This informs the
pilot whether the aircraft is flying straight, or
turning, and whether the aircraft is climbing, or
descending. This information is crucial in
“instrument conditions” - when the outside
horizon is not visible.
Attitude Indicator (AI)
This instrument also features two course
deflection indicator (CDI) needles. When the
pilot selects an appropriate navigation aid (for
example an ILS), these needles display the
aircrafts position relative to the intended
course (too high, too low, to the left, or to the
right).

31
 This instrument informs the pilot of both the
rate of turn, and whether the aircraft is slipping
sideways during a turn.

The “L” (left) and “R” (right) indicators at the

four and six o-clock locations on the dial
correspond with a “two-minute turn”, which is
considered ideal when maneuvering an aircraft
in instrument conditions. When the wings of
the white aircraft in the center of the dial
Turn Coordinator intersect with these markings (during a turn), it
will take exactly 2 minutes for the aircraft to
make a 360 degree turn back to its original
course.

The floating ball is used to assist the pilot in

making a “coordinated turn”, so the aircraft
does not slip to the side, but instead follows
the desired course. If the ball moves to the
right, depress the right (rudder) pedal, until the
ball is centered again. Correspondingly, if the
ball moves to the left, depress the left (rudder)
pedal, until the ball is centered again. When
the ball is centered, the aircraft is making a
coordinated turn.

The altimeter displays the altitude above sea

level (not the altitude above the ground). This
model provides an analog-only presentation.

Altimeters use barometric pressure to

determine altitude. As such, they must be
Altimeter calibrated at the start of the flight, and
periodically re-calibrated during the flight, to
account for the current local conditions. To
calibrate this instrument, the pilot must set the
published barometric pressure at his current
location. This setting is also displayed here, in
inches of mercury.

This instrument supports four modes:

Current Time (GMT)

Current Time (Local)
Current Date
Elapsed Time
Chronometer
Cycling through each of these modes is
accomplished by clicking the “SELECT”
button.

Starting, stopping and re-setting the elapsed

time is accomplished by clicking the
“CONTROL” button.

32
 This instrument displays the aircraft heading
(according to the onboard directional
Directional Gyro and
gyroscopes), and a combined direct course to
combined VOR / ADF
or from a selected VOR (VHF Omnidirectional
(Automatic Direction Finder)
Range) receiver, or a selected NDB (Non-
Directional Beacon).

The Variometer informs the pilot of the rate of

Variometer climb, or the rate of descent, in terms of
thousands of feet per minute.

33
Overhead Panel

These instruments indicate the total

DC electrical load on the left and right
generators, as a percentage of the
DC Load (left and right maximum-rated load for each.
generators)
In the event of generator failure, the
DC Load indication is crucial for
minimizing battery depletion.

The King Air C90B has a single 24

volt battery, and duel 28 volt engine-
driven generators.

This instrument indicates the total

DC Volts voltage available at the electrical bus.

Normal values are 24 volts when the

generators are not running, and 26 to
28 volts when the generators are
running.

34
 AC power is provided by an inverter,
which converts Direct Current (DC) to
Alternating Current (AC). AC is
required by some of the electrical
equipment aboard the aircraft
AC Volts
(including the autopilot).

When the inverter is on, this

instrument indicates the available AC
voltage from the inverter.

Overhead Rotary Controls

Wipers Pilot Flight Lights Pilot Gyro Instrument Lights

This rotary control operates the This rotary control operates the This rotary control operates the
windshield wipers. Three positions may backlighting for the Analog backlighting for the electronic display
be selected, “Off”, “Slow” and “Fast”. instruments in the Pilot’s Primary panels (EADI and EHSI) in the Pilot’s
Instrument Panel. The intensity level is Primary Instrument Panel. The
continuously variable between a intensity level is continuously variable
setting of “Bright” and “Off”. between a setting of “Bright” and “Off”.

Engine Instrument Lights Avionics Panel Lights Overhead Sub Panel and Console
Lights
This rotary control operates the This rotary control operates the
backlighting for the engine instruments. backlighting for the instruments This rotary control operates the
The intensity level is continuously contained within the Avionics Panel. backlighting for the instruments, and
variable between a setting of “Bright” The intensity level is continuously rotary controls contained within the
and “Off”. variable between a setting of “Bright” Overhead Panel. The intensity level is
and “Off”. continuously variable between a
setting of “Bright” and “Off”.

Side Panel Lights Copilot Gyro Instrument Lights Copilot Flight Lights

This rotary control operates the This rotary control operates the This rotary control operates the
backlighting for the Fuel Management backlighting for the Copilot’s attitude backlighting for the Analog
(side) Panel. The intensity level is indicator (AI). The intensity level is instruments in the Copilot’s Primary
continuously variable between a setting continuously variable between a Instrument Panel. The intensity level is
of “Bright” and “Off”. setting of “Bright” and “Off”. continuously variable between a
setting of “Bright” and “Off”.

35
Annunciator Panel

This panel features a group of lights that indicate the status of the aircraft’s equipment or systems. Red indicators are warnings,
amber indicators are cautions, and green indicators present advisory information.

A test button is located immediately to the left of the annunciator panel. Depressing this button illuminates every light in the panel, to
confirm each one is working prior to the flight.

Severity: Warning
1 L FUEL PRESS
Left Fuel Pressure: Indicates a drop in fuel pressure to the left engine. This usually
occurs in the event of fuel starvation, a fuel leak, or the failure of a fuel pump.

Severity: Caution (not currently modeled)

Left No Fuel Transfer: The left transfer pump moves fuel from the (lower) wing tanks
2 L NO FUEL XFR
to the (higher) nacelle tank, which feeds the left engine. In the event of a pump
failure, this indicator will illuminate. A drop in fuel pressure to the left engine will
likely follow.

Severity: Warning

3 L OIL PRESS Left Oil Pressure: Indicates a drop in oil pressure in the left engine. This usually
occurs in the event of oil starvation, an oil leak, or a pump failure. A failure of the left
engine may follow.

36
 Severity: Caution
4 RVS NOT READY
Indicates the prop levers are not in the appropriate position (HIGH RPM) when the
landing gear is extended.

Severity: Warning

5 L ENG FIRE Left Engine Fire: Indicates a fire in the left engine. Fire detection is accomplished by
a combination of smoke detectors, and heat sensors, situated near the engine and
hydraulic systems.

Severity: Caution
6 L CHIP DETECT
Left Chip Detection: Indicates possible metal contamination in the left engine gear
reduction oil supply.

Severity: Caution
7 L ENG ICE FAIL
Left Engine Ice (protection) Failure: Indicates the left engine anti-ice vanes are
inoperative.

Severity: Caution
8 R ENG ICE FAIL
Right Engine Ice (protection) Failure: Indicates the right engine anti-ice vanes are
inoperative.

Severity: Warning

Indicates the currently selected inverter has failed. This aircraft has two inverters, to
9 INVERTER provide redundancy. In the event of a failure, the pilot may elect to switch to the
backup inverter. If both inverters fail, systems that rely on the presence of A/C
(alternating current) will no longer operate.

Severity: Warning
10 A/P FAIL
Autopilot Failure: Indicates the failure of the autopilot, requiring the pilot to fly the
remainder of the trip manually.

Severity: Advisory (not currently modeled)

11 MAN TIES CLOSE
Manual Ties Closed: Indicates generator bus ties have been manually closed.

Severity: Advisory
12 R ENG ANTI-ICE
Right Engine Anti-Ice: Indicates right engine anti ice vanes are in position for icing
conditions.

Severity: Advisory
13 L ENG ANTI-ICE
Left Engine Anti-Ice: Indicates left engine anti ice vanes are in position for icing
conditions.

37
 Severity: Advisory
14 R AUTOFEATHER
Right (prop) Auto-Feather: Indicates the auto-feather system is engaged, and the
right propeller is feathering.

Severity: Advisory
15 L AUTOFEATHER
Left (prop) Auto-Feather: Indicates the auto-feather system is engaged, and the left
propeller is feathering.

Severity: Advisory
16 R IGNITION ON
Right Ignition On: Indicates the right engine ignition/engine-start switch is in the ON
position.

Severity: Advisory
17 L IGNITION ON
Left Ignition On: Indicates the left engine ignition/engine-start switch is in the ON
position.

Severity: Caution

Left DC Generator: Indicates a failure of the left DC generator. The generators

18 L DC GEN
provide DC power to the electrical systems. A generator failure may compromise
the aircraft electrical system. Consider turning off non-vital systems to compensate
for this.

Severity: Warning

Autopilot Trim Failure: Indicates a failure in the autopilot trim command. When the
19 A/P TRIM FAIL
autopilot initiates a command to the elevator (to ascend or descend), it follows this
with a trim command, so continued pressure on the elevator is not required. Failure
of that (secondary) trim command causes this annunciator to illuminate.

Severity: Caution (not currently modeled)

20 BAT TIE OPEN
Battery Tie Open: Indicates the battery is isolated from the Generator buses. The
battery is therefore not being charged by the generator(s).

Severity: Warning
21 CABIN ALT HI
Cabin Altitude High: Indicates the cabin altitude (cabin-pressure) has exceeded
12,000 feet (with the potential for associated hypoxia).

Severity: Caution (not currently modeled)

22 R GEN TIE OPEN
Right Generator Tie Open: Indicates the right electrical bus is isolated from the
central electrical bus.

Severity: Warning
23 CABIN DOOR
Indicates the cabin door is not closed fully.

38
 Severity: Medium
24 PITCH TRIM OFF
Indicates the electrical trim switch (on the yoke) is set to the “OFF” position.

Severity: Warning (not currently modeled)

25 BAGGAGE DOOR
Indicates the baggage door is not closed fully.

Severity: Medium
26 R CHIP DETECT
Right Chip Detection: Indicates possible metal contamination in the right engine
gear reduction oil supply.

Severity: Warning

27 R ENGINE FIRE Right Engine Fire: Indicates a fire in the right engine. Fire detection is accomplished
by a combination of smoke detectors, and heat sensors, situated near the engine
and hydraulic systems.

Severity: Caution (not currently modeled)

Right No Fuel Transfer: The right transfer pump moves fuel from the (lower) wing
28 R NO FUEL XFR
tanks to the (higher) nacelle tank, which feeds the left engine. In the event of a
pump failure, this indicator will illuminate. A drop in fuel pressure to the left engine
will likely follow.

Severity: Warning

29 R OIL PRESS Right Oil Pressure: Indicates a drop in oil pressure in the right engine. This usually
occurs in the event of oil starvation, an oil leak, or a pump failure. A failure of the
right engine may follow.

Severity: Caution

Right DC Generator: Indicates a failure of the right DC generator. The generators

30 R DC GEN
provide DC power to the electrical systems. A generator failure may compromise
the aircraft electrical system. Consider turning off non-vital systems to compensate
for this.

Severity: Warning

31 R FUEL PRESS Right Fuel Pressure: Indicates a drop in fuel pressure to the right engine. This
usually occurs in the event of fuel starvation, a fuel leak, or the failure of a fuel
pump.

Severity: Advisory
32 LDG/TAXI LIGHT
Landing Light/Taxi Light: Indicates landing light(s) or taxi light ON with landing gear
in the UP position.

Severity: Caution
33 EXT POWER
External Power: Indicates external power connector is plugged-in.

Severity: Caution
34 BATTERY CHARGE
Indicates battery charge rate is too high. Damage to the battery may follow.

39
 Severity: Caution
35 HYD FLUID LO
Hydraulic Fluid Low: Indicates the hydraulic fluid in the power pack is low. This is an
electric motor that pressurizes the aircraft’s hydraulic system.

Severity: Caution (not currently modeled)

36 FUEL CROSSFEED
Indicates the fuel cross-feed valve is open. This connects the left and right fuel
system, and is usually used in the event of a single engine failure.

Severity: Caution (not currently modeled)

37 L GEN TIE OPEN
Left Generator Tie Open: Indicates the left electrical bus is isolated from the central
electrical bus.

40
EFIS Control Panel and Autopilot Operation

EFIS Control Panel

This section of the manual covers the operation of the EFIS Control Panel, which is modeled on a Collins variant. This panel
controls the Electronic Flight Instrumentation System (see EADI and EHSI in Pilot’s Primary Instruments).

EFIS POWER

This switch provides power to the EFIS

system, which is separate from the avionics
electrical bus. This switch must be in the ON
position for the EADI and EHSI to be
operational.

Display Format Rotary Control

Selects desired display mode for the EHSI:

MAP: Enroute format. Expanded compass

segment at top of the display, with aircraft
symbol located at bottom-center of the
display.

ARC: Approach or Sector format. Expanded

compass segment across the top of the
display, with aircraft symbol located at
bottom-center of the display.

HSI: Circular compass around perimeter of

display. Aircraft symbol located at center of
display.

WX Modes: Weather radar superimposed.

41
 NAV DATA (Outer) Rotary Control

Selects the desired data displayed in the

upper-right corner of the EHSI:

GSP: Ground Speed.

WND: Wind speed and direction (relative to

the aircraft heading).

TTG: Time To Go – estimated time

remaining to destination.

ET: Elapsed Time – since the start of the

flight.

Course (Outer) Rotary Control

Works in conjunction with the CRS SEL

(Course Selection button.

ACT: The CRS SEL button will cycle

through the available navigation sources
(GPS, VOR, etc.)

PRE: Not Modeled.

XFR: Not Modeled.

HDG (Inner) Rotary Control

Works in conjunction with the magenta EHSI

Heading Bug, to program the desired
heading when the Autopilot is in HDG mode.

HDG Synch Push Button

Sets the magenta EHSI Heading Bug to the

aircraft’s current heading.

CRS/Course (Inner) Rotary Control

Works in conjunction with the NAV1/VOR.

This controls the desired radial to be flown
to, or from, the VOR.

CRS Direct Push Button

When the COURSE Rotary is set to ACT,

the pilot may choose a Nav Source via the
CRS SEL button. Hold the CRS SEL button
for a few seconds until the Nav Source
displayed on the EHSI turns white. Click the
button to “cycle” through the Nav Sources.
Once you find the one you want, click and
hold the CRS SEL button down until the Nav
Source display turns green, at which point it
becomes the ACTIVE Nav Source.

42
Autopilot Operation

This section of the manual covers the operation of the autopilot provided with the X-Plane 11 King Air C90B, and may differ from
autopilot systems found in real aircraft.

AP ENG

This is a toggle button, used to engage and dis-

engage the autopilot system respectively.

When the autopilot is initially engaged, the pilot still

has full manual control of the aircraft, because no
autopilot mode has yet been selected.

YAW (Damper) ENG Mode

This is a toggle button, used to engage and dis-

engage the yaw damper system respectively.

A Yaw Damper reduces rolling and pitching

oscillations, and uses a computer system that
works in conjunction with a series of yaw-rate
sensors located on the aircraft.

HDG (Heading) Mode

This is a toggle button, used to engage and dis-

engage HEADING mode respectively.

When this mode is engaged, the autopilot will turn

the aircraft to the heading selected by the pilot. The
pilot may select the desired heading using the
“Heading Bug” – the magenta indicator on the
EHSI. The Heading Bug responds to the HDG
rotary on the EFIS Control Panel.

43
 ALT (Altitude) Mode

When this mode is engaged, the autopilot will level

the aircraft at the current altitude, and hold this.

At the same time, the altitude pre-select will

become set to the current altitude.

V/S (Vertical Speed) Mode

When this mode is engaged, the autopilot will

maintain the current rate of climb or descent. The
pilot is responsible for selecting a V/S that does not
exceed the performance capability of the aircraft,
otherwise the airspeed will be sacrificed by the
autopilot to maintain the selected vertical speed.

The Vertical Control can be used in this mode to

change the VS in 200ft/minute increments, either
UP, or DOWN.

ALT SEL + V/S Mode

Combining these modes directs the autopilot to

climb or descend at the current vertical speed until
the desired altitude pre-select is achieved, at which
time the aircraft will level off at that altitude.

44
 APPR (Approach) Mode

This mode is engaged to fly an ILS approach. The

autopilot will initially be in APPR (Approach) ARM
and GS (Glide-Slope) ARM modes, until the
localizer and glide-slope are captured respectively.

The pilot must select the appropriate ILS frequency

on the NAV 1 radio.

This mode may be combined with HDG (Heading)

mode, to accomplish an initial intercept of the ILS
localizer.

BC Mode

The BC (Back Course) mode is engaged to fly an

ILS localizer via the back course. GS (Glide-Slope)
mode is not available in these circumstances.

Many ILS systems use only a single localizer and

glideslope that services the same runway from
either direction. The runway may be approached
using the front course, or the back course. When
using the back course, the autopilot must be in the
appropriate mode, to react in the opposite way to
deviations from the localizer.

The pilot must select the appropriate ILS frequency

on the NAV 1 radio.

This mode may be combined with HDG (Heading)

mode, to accomplish an initial intercept of the ILS
localizer.

IAS Mode

IAS mode is used in conjunction with ALT SEL,

when climbing or descending. The autopilot will
capture and maintain the current airspeed (as a
priority over vertical speed), until the selected
altitude is reached.

The Vertical Control can be used in this mode to

change the IAS reference in 1 knot increments,
either UP, or DOWN.

45
 NAV (Navigation) Mode

If the Garmin G530 is currently in “GPS” mode,

selecting this autopilot mode will direct the aircraft
laterally, according to any flight plan currently
programmed into the GPS device.

If the Garmin G530 is in “VLOC” mode, selecting

this autopilot mode will direct the aircraft according
to any VOR radial that has been selected. The pilot
must select the appropriate ILS frequency on the
NAV 1 radio. The autopilot will initially be placed in
NAV ARM mode, until the radial has been
intercepted. This mode may be combined with
HDG (Heading) mode, to accomplish an initial
intercept of the VOR radial.

Turn Knob

When the autopilot is engaged, this rotary-control

commands the aircraft to maintain a fixed rate of
roll, to the left, or right.

The rate of roll is dependent on the deflection of

the control.

46
Flight Planning
Flight planning is the process of determining a route from origin to destination that considers fuel requirements, terrain avoidance,
Air Traffic Control, aircraft performance, airspace restrictions and notices to airmen (NOTAMS).

General information about flight plans is available on Wikipedia at http://en.wikipedia.org/wiki/Flight_planning

Flight plans can be generated by onboard computers if the aircraft is suitably equipped. If not, simulation pilots may elect to use an
online flight planner. A web search for the phrase “Flight Planner” will yield a great many options, many of which are free services.

A good online flight planner will utilize the origin and destination airports, together with the aircraft type and equipment, the weather
conditions, the chosen cruise altitude, known restrictions along the route, current NOTAMS, and other factors to generate a suitable
flight plan. The waypoints incorporated into the flight plan can be subsequently input into the aircraft’s Flight Management Computer
(FMS), or Global Positioning System (GPS). Some online flight planners provide the option to save the plan as an X-Plane
compatible file, with an ‘fms’ extension. A saved flight plan can be loaded into the GPS or Flight Management Computer unit
featured in the King Air C90B.

It is recommended the pilot generate a flight plan for the chosen route before using the GPS units.

Instructions for operating the Laminar Research GPS units can be found in separate (dedicated) manuals.

47
Fuel Calculation
ICAO regulations for commercial flights require an aircraft be fueled sufficiently to meet each of the following criteria:

Taxi Fuel

The estimated fuel required to taxi from the startup location to the active runway at the origin, plus the estimated fuel required to taxi
from the active runway to the shutdown location at the destination. This is dependent on the ground route that will be followed, and
the traffic at the airports in question. The pilot must use his or her judgement to determine the total taxi time. Once this has been
estimated, use the following lookup table to determine the amount of fuel required.

Taxi Fuel Table

Taxi Time (minutes) Fuel Flow (lbs. / hour) Fuel (lbs.)

10 210 35
20 210 70
30 210 105
40 210 140
50 210 175
60 210 210

Trip Fuel

The estimated fuel required to complete the in-flight portion of the trip. This will be a factor of the expected elapsed time for the
flight, which will be provided by your chosen online flight planner. Once this has been calculated, use the following lookup table to
determine the amount of fuel required.

Trip Fuel Table

Flight Time (minutes) Fuel Flow (lbs. / hour) Fuel (lbs.)

10 620 103
20 620 206
30 620 310
40 620 412
50 620 517
60 620 620
70 620 723
80 620 826
90 620 930
100 620 1032
110 620 1137
120 620 1240
130 620 1343
140 620 1446
150 620 1550
160 620 1652
170 620 1757
180 620 1860
190 620 1963
200 620 2066
210 620 2170
220 620 2272
230 620 2377

48
Contingency Fuel

Contingency fuel is carried to account for additional enroute fuel consumption caused by wind, routing changes, or airspace
restrictions. The minimum contingency fuel is the greater of the following:

5% of trip fuel

Or

5 minutes of flight time

To determine the contingency fuel, calculate 5% of the “Trip Fuel” (multiply by 0.05) and then compare this with the fuel required for
5 minutes of flight time, which is 52 lbs. (for the King Air C90B). Use whichever is the greater of these two values.

Alternate Destination Fuel

In the event a missed approach is required at the original destination, and a diversion occurs to the alternate, the elapsed time from
the original destination to the alternate must be accounted for. This can be most easily determined by creating a separate flight plan
the uses the original destination as the origin, and the alternate as the destination. Use the Trip Fuel Table to determine the
contingency fuel required for this amount of flight time.

Final Reserve Fuel

This provides for an additional 45 minutes of holding flight for aircraft powered by reciprocating engines (including the King Air
series), and 30 minutes for aircraft powered by jet engines. Use the Trip Fuel Table to determine the final reserve fuel required for
this amount of flight time.

Additional Fuel

This provides for the eventuality of an engine failure, or cabin pressurization loss, whereby the aircraft would consume more fuel
than expected due to the inefficiency of flight without all engines operating, or at a lower altitude. For the purposes of this guide, any
additional fuel added will be entirely determined by the pilot’s judgement.

Discretionary Fuel

As stated, this is at the discretion of the pilot, who must compare the additional safety margins vs the additional weight and cost of
the larger fuel load.

Final Calculated Fuel Load

Calculate the sum of the components described above, as follows:

Taxi Fuel + Trip Fuel + Contingency Fuel + Alternate Destination Fuel + Final Reserve Fuel + [Additional Fuel] + [Discretionary Fuel]

49
Weight & Balance
Proper weight and balance control is crucial to the safe operation of any aircraft. Two elements are vital in this process:

Total Weight

This must be no greater than the maximum allowed by the regulatory body that oversees the operation of the aircraft. In the United
States, this is the Federal Aviation Administration (FAA).

Determining the total weight for the X-Plane King Air C90B.

The total weight is the sum of the following components:

• Empty weight (7,000 lbs.)

• Fuel weight
• Payload weight

X-Plane will calculate this for you in the Weight & Balance page.

In this example, the total weight is 8,430 lbs., which is the sum of the empty weight (7,000), the fuel weight (620 lbs.) and the
payload weight (810 lbs.). The empty weight is pre-determined, and the fuel weight is determined by the fuel calculation discussed
earlier in this manual. The payload weight and location is entirely at your own discretion, and based on the fictitious scenario for the
flight in question.

Notice that the change in center of gravity has not be applied automatically. This must be calculated manually, and is discussed
next.

50
Center of Gravity (CG)

The point at which all weight of the aircraft is concentrated. This must be within the allowable range published for the aircraft in
question.

The CG is expressed as the number of inches aft of the designated datum line, which in the case of the King Air C90B is 83.5
inches forward of the center of the nose jack. This is slightly forward of the nose of the aircraft itself.

The actual center of gravity at the start of each individual flight is determined by the total “moment”. This is the combination of the
empty weight moment, the fuel moment, the passenger moment, and the baggage moment.

Empty Weight Moment

The Center of Gravity for the X-Plane C90B at an empty weight of 7,000 lbs. is defined (in Plane Maker) as 11.52 feet, which is 138
inches. Therefore, the empty weight moment is:

Empty Weight (7,000lbs) x Empty Craft CG (138) = 966,000 lbs.

Fuel Moment

Use the following table to calculate the moment for the fuel:

Fuel Moment Table

Fuel
Fuel weight (lbs.) Moment
(lbs.)
103 13,200
206 26,400
310 37,200
412 52,700
517 66,100
620 79,400
723 92,500
826 105,700
930 119,000
1032 132,100
1137 145,500
1240 158,700
1343 171,900
1446 185,100
1550 198,400
1652 211,500
1757 224,900
1860 238,100
1963 251,300
2066 264,400
2170 277,800
2272 290,800
2377 304,300

51
Payload Moment

Use the following table to calculate the moment for the payload:

Payload Moment Table

Passenger Passenger
Row 1 Row 2
Weight Crew Moment (lbs.)
Moment Moment
(lbs.) (lbs.)
80 10,300 12,600 15,000
90 11,500 14,100 16,900
100 12,800 15,700 18,800
110 14,100 17,300 20,700
120 15,400 19,000 22,600
130 16,600 20,500 24,400
140 17,900 22,100 26,300
150 19,200 23,700 28,200
160 20,500 25,300 30,100
170 21,800 26,900 32,000
180 23,000 28,400 33,800
190 24,300 30,000 35,700
200 25,600 31,600 37,600
210 26,900 33,200 39,400
220 28,200 34,800 41,400
230 29,400 36,300 43,200
240 30,700 37,900 45,100
250 32,000 39,500 47,000
260 33,300 41,100 48,900
270 34,600 42,700 50,800
280 35,800 44,200 52,600
290 37,100 45,800 54,500
300 38,400 47,400 56,400

Baggage Moment

Use the following table to calculate the moment for the baggage:

Baggage Moment Table

Baggage Moment Baggage Moment

Weight Front Compartment Rear Compartment
(lbs.) (lbs.)
10 700 2,750
20 1,400 5,500
30 2,100 8,250
40 2,800 11,000
50 3,500 13,750
60 4,200 16,500
70 4,900 19,250
80 5,600 22,000
90 6,300 24,750
100 7,000 27,500
110 7,700 30,250
120 8,400 33,000
130 9,100 35,750
140 9,800 38,500
150 10,500 41,250
170 11,900 46,750
190 13,500 52,250
210 14,700 57,750
230 16,100 63,250
250 17,500 68,750
270 18,900 74,250
300 21,000 82,500
325 22,750 89,375
350 24,500 96,250

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CG Calculation

The CG for the aircraft will be calculated with and without fuel. This ensures the fuel burn is considered. The fuel burn will cause the
CG to change during flight, and this must remain within acceptable limits always.

CG with fuel = Total Moment / Total Weight

CG without fuel = (Total Moment – Fuel Moment) / (Total Weight – Fuel Weight)

Example

Our flight comprises a pilot (200 lbs.) a co-pilot (160 lbs.), and single passenger in row-1 (220 lbs.), a single passenger in row-2 (150
lbs.), some baggage in the front compartment (20 lbs.) and some baggage in the rear compartment (60 lbs.). The total fuel on-board
is 620 lbs.

Calculation:

Empty Weight = 7,000. (Empty Moment = 966,000 lbs.)

Pilot Weight = 200 lbs. (Pilot Moment = 25,600 lbs.)

Co-Pilot Weight = 160 lbs. (Co-Pilot Moment = 20,500 lbs.)

Passenger-1 Weight = 220 lbs. (Passenger-1 Moment = 34,800 lbs.)

Passenger-2 Weight = 150 lbs. (Passenger-2 Moment = 28,200 lbs.)

Front Baggage Weight = 20 lbs. (Front Baggage Moment = 1,400 lbs.)

Rear Baggage Weight = 60 lbs. (Rear Baggage Moment = 16,500 lbs.)

Total Weight = Empty Weight (7,000 lbs.)

+ Fuel Weight (620 lbs.)

+ Pilot Weight (200 lbs.)

+ Co-Pilot Weight (160 lbs.)

+ Passenger-1 Weight (220 lbs.)

+ Passenger-2 Weight (150 lbs.)

+ Front Baggage Weight (20 lbs.)

+ Rear Baggage Weight (60 lbs.)

= 8,430 lbs.

Total Moment = Empty Weight Moment (966,000 lbs.)

+ Fuel Moment (79,400 lbs.)

+ Pilot Moment (25,600 lbs.)

+ Co-Pilot Moment (20,500 lbs.)

+ Passenger-1 Moment (34,800 lbs.)

+ Passenger-2 Moment (28,200 lbs.)

+ Front Baggage Moment (1,400 lbs.)

+ Rear Baggage Moment (16,500 lbs.)

= 1,172,400 lbs.

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CG (with fuel) = Total Moment (1,172,400 lbs.) / Total Weight (8,430 lbs.)

= 139 inches

CG (without fuel) = Total Moment – Fuel Moment (1,093,000 lbs.) / Total Weight – Fuel Weight (7,810)

= 140 inches

Determine if the CG range for the flight remains within the forward and aft limits, as defined for this aircraft in the Plane Maker tool.
These values are:

CG Forward Limit CG Aft Limit

138 inches 162 inches

Setting the CG in the Weight and Balance Page

As mentioned earlier, the Center of Gravity for the X-Plane C90B (empty) is 138 inches. In the example above, the CG at takeoff is
139 inches, which is + 1-inch relative to empty. Accordingly, you should adjust the CG slider to +1 inches in the Weight and Balance
Page.

54
Check Lists
The following check lists are designed with the convenience of the simulation pilot in mind, and customized to the X-Plane King Air
aircraft. These differ from those of the real aircraft.

Initial Cockpit Check

Landing Gear Lever – DOWN.

Parking Brake – ON (not modeled

in cockpit).

Battery Switch – ON.

Battery Voltage – CHECK (24+).

Landing Lights – ON.

Taxi Lights – ON.

Navigation Lights – ON.

Beacon – ON.

Strobes – ON.

Flaps – EXTENDED.

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Pre-Flight Exterior Inspection

A Pre-Flight Inspection should always precede flight in any aircraft. The purpose of this inspection is to ensure the aircraft is in a
state of readiness for the upcoming flight.

In X-Plane, a pre-flight inspection is not merely undertaken to simulate reality, but does in fact have real purpose, because the
control surfaces of the aircraft interact directly with the airflow over and around them, just as in real life. As such, correct movement
of all control surfaces is necessary for normal flight.

Check passenger door is closed.

(Note: The door is opened and closed from inside the main cabin using
a mouse point a click operation).

Hold roll axis at full deflection.

Visually check corresponding movement of ailerons.

Hold pitch axis at full deflection.

Visually check corresponding movement of elevators.

Hold yaw axis at full deflection.

Visually check corresponding movement of rudder.

56
Visually check flaps are extended.

Visually check strobe lights are operating.

Visually check beacon light is operating.

Visually check navigation lights are operating.

Visually check taxi light is operating.

57
Visually check landing lights are operating.

58
Before Starting Engines

Exterior Inspection – COMPLETED.

Power Levers - IDLE.

Propeller Levers – FULL FORWARD.

Condition Levers – CUT OFF.

All switches – OFF.

Battery Switch – ON.

Fuel Quantity – CHECK.

Engine Start

Inverter - ON.

Right Engine Auto Ignition Arm – ON.

Right Condition Lever – LOW IDLE.

Right Ignition and Engine Start Switch – ON

(hold until Engine is running).

Right Condition Lever – HIGH IDLE.

Right Engine Oil Pressure – CHECK.

Right Engine Turbine RPM – CHECK.

Right Generator – ON.

Right Condition Lever – LOW IDLE.

Left Engine Auto Ignition Arm – ON.

Left Condition Lever – LOW IDLE.

Left Ignition and Engine Start Switch – ON

(hold until Engine is running).

Left Condition Lever – HIGH IDLE.

Left Engine Oil Pressure – CHECK.

Left Engine Turbine RPM – CHECK.

Left Generator – ON.

Left Condition Lever – LOW IDLE.

59
Before Taxi

Flaps – RETRACTED.

Avionics Master Switch – ON.

EFIS Power – ON.

Lights – AS REQUIRED.

Radios – AS REQUIRED.

TRANSPONDER – ON AND SET.

Before Takeoff

Condition Levers – HIGH IDLE.

Elevator Trim – SET FOR TAKEOFF

(recommend 5 degrees nose up).

Flaps – SET TO APPROACH (One Notch).

Autopilot - OFF.

Takeoff

Brakes – ON.

Propeller Levers – CHECK FULL FORWARD.

Condition Levers – CHECK HIGH IDLE.

Brakes – OFF.

Throttles – TAKEOFF POWER.

Monitor ITT and Engine Torque.

Rotate at 90+ KNOTS.

Climb away at 100+ KNOTS.

60
Climb

Gear - UP.

Flaps – CHECK RETRACTED.

Climb Power – SET.

Propeller RPM - 2000.

Auto Feather - OFF.

Engine Instruments – MONITOR (within

maximum limits).

Landing & Taxi Lights – OFF.

Cruise

Cruise Power – SET.

Engine Instruments - CHECKED.

Fuel System - CHECKED.

Descent

Altimeters – SET.

Descent Power – SET.

Engine Instruments – CHECKED.

61
Before Landing

Auto Feather - ARM.

Flaps – AS REQUIRED.

Landing Gear – DOWN.

Landing Lights – ON.

Taxi Lights – AS REQUIRED.

Propeller Levers – FULL FORWARD.

Power – AS REQUIRED.

After Landing

Landing & Taxi Lights – AS REQUIRED.

Auto Feather – OFF.

Right Engine Auto Ignition Arm – OFF.

Left Engine Auto Ignition Arm – OFF.

Elevator Trim – ZERO.

Flaps – RETRACTED.

TRANSPONDER – OFF.

62
Operational Speeds
Minimum Single Engine Control 92 Knots
Single Engine Best Angle of Climb 101 Knots
Single Engine Best Rate of Climb 112 Knots
Two Engine Best Angle of Climb 101 Knots
Two Engine Best Rate of Climb 118 Knots
Turbulent Air Penetration Speed 169 Knots
Maximum Demonstrated Crosswind Speed 25 Knots
Cruise Climb Sea Level to 10,000 feet 140 Knots
Cruise Climb 10,000 to 20,000 feet 120 Knots
Cruise Climb 20,000 to 25,000 feet 110 Knots
Cruise Climb Above 25,000 feet 100 Knots

63