PowerPlant

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION .................................................................................................................. 7-1
GENERAL .............................................................................................................................. 7-1
ENGINES................................................................................................................................ 7-3
General ............................................................................................................................ 7-3
Turboprop Engine Ratings .............................................................................................. 7-4
Engine Terms .................................................................................................................. 7-5
Free-Turbine Reverse-Flow Principle ............................................................................. 7-5
Engine Airflow ................................................................................................................ 7-6
Engine Stations................................................................................................................ 7-9
Engine Modular Concept................................................................................................. 7-9
Compressor Bleed Valve............................................................................................... 7-10
Igniters........................................................................................................................... 7-11
Accessory Section ........................................................................................................ 7-11
Lubrication System........................................................................................................ 7-13
Engine Fuel System....................................................................................................... 7-16
Fuel Control Unit........................................................................................................... 7-18
Fuel Pressure Indicators ................................................................................................ 7-19
Fuel Flow Indicators...................................................................................................... 7-20
Anti-icing Fuel Additive ............................................................................................... 7-20
Engine Power Control ................................................................................................... 7-20
ITT and Torquemeters................................................................................................... 7-20
FOR TRAINING PURPOSES ONLY 7-i

ITT Gage....................................................................................................................... 7-20
Torquemeter.................................................................................................................. 7-21
Gas Generator Tachometer (N1) ................................................................................... 7-22
Control Pedestal ............................................................................................................ 7-22

Engine Limitations........................................................................................................ 7-23
Starter Operating Time Limits ...................................................................................... 7-25
Data Collection Form.................................................................................................... 7-27
PROPELLERS ..................................................................................................................... 7-27
General.......................................................................................................................... 7-27
Propeller System ........................................................................................................... 7-28
McCauley and Hartzell Four-Blade Propellers............................................................. 7-28
Blade Angle .................................................................................................................. 7-28
Primary Governor ......................................................................................................... 7-28
Low Pitch Stop.............................................................................................................. 7-34
Beta and Reverse Control ............................................................................................. 7-36
Overspeed Governor ..................................................................................................... 7-38
Fuel Topping Governor ................................................................................................ 7-39
Power Levers ................................................................................................................ 7-39
Propeller Control Levers............................................................................................... 7-40
Autofeather System....................................................................................................... 7-41
Propeller Synchrophaser System .................................................................................. 7-41
Propeller Synchroscope ................................................................................................ 7-45
7-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
7-1 Powerplant Installation ............................................................................................ 7-2

7-2 Engine Installation ................................................................................................... 7-3
7-3 PT6A-21 Specifications........................................................................................... 7-4
7-4 Free Turbine............................................................................................................. 7-5
7-5 Engine Cutaway....................................................................................................... 7-6
7-6 Engine Stations ........................................................................................................ 7-6
7-7 Engine Orientation................................................................................................... 7-7
7-8 Engine Gas Flow...................................................................................................... 7-7
7-9 Power and Compressor Sections ............................................................................. 7-8
7-10 Engine Construction ................................................................................................ 7-8
7-11 Typical Engine Modular Construction .................................................................... 7-9
7-12 Compressor Bleed Valve ....................................................................................... 7-10
7-13 Engine Start and Ignition Switches........................................................................ 7-11
7-14 Typical PT6A Engine ............................................................................................ 7-12
7-15 Engine Lubrications Diagram................................................................................ 7-14
7-16 Engine Oil Dipstick ............................................................................................... 7-15
7-17 Magnetic Chip Detector......................................................................................... 7-16
7-18 Simplified Fuel System Diagram........................................................................... 7-17
7-19 Simplified Fuel Control System ............................................................................ 7-18
7-20 Fuel Pressure Annunciators ................................................................................... 7-19
7-21 Fuel Flow Indicator................................................................................................ 7-20
7-22 Control Levers ....................................................................................................... 7-21
7-23 Engine Instrument Markings ................................................................................. 7-21
FOR TRAINING PURPOSES ONLY 7-iii

7-24 Control Pedestal .................................................................................................... 7-22
7-25 Engine Limits Chart .............................................................................................. 7-24
7-26 Overtorque Limits Chart ....................................................................................... 7-25
7-27 Overtemperature Limits (Starting) ........................................................................ 7-25
7-28 Overtemperature Limits (Except Starting)............................................................ 7-26
7-29 View through Exhaust Duct .................................................................................. 7-26
7-30 In-Flight Engine Data Log .................................................................................... 7-27
7-31 Propellers............................................................................................................... 7-29
7-32 Propeller Tiedown Boot Installed ......................................................................... 7-30
7-33 Primary Governor Diagram................................................................................... 7-30
7-34 Blade Angle Diagram............................................................................................ 7-31
7-35 Propeller Onspeed Diagram .................................................................................. 7-33
7-36 Propeller Overspeed Diagram ............................................................................... 7-33
7-37 Propeller Underspeed Diagram ............................................................................. 7-34
7-38 Low Pitch Stop Diagram ....................................................................................... 7-35
7-39 Beta Range and Reverse Diagram......................................................................... 7-37
7-40 Overspeed Governor Diagram .............................................................................. 7-39
7-41 Power Levers......................................................................................................... 7-40
7-42 Propeller Control Levers ....................................................................................... 7-40
7-43 Autofeather System Diagram—Left Engine Failed and Feathering ..................... 7-42
7-44 Autofeather System Diagram—Armed................................................................. 7-43
7-45 Autofeather Test Diagram..................................................................................... 7-44
7-46 Propeller Synchrophaser ....................................................................................... 7-45
7-iv FOR TRAINING PURPOSES ONLY

CHAPTER 7
POWERPLANT
#1 DC
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INTRODUCTION
In-depth knowledge of the powerplants is essential to good power management by the pilot.
Knowing and operating within safe parameters of the powerplant and propeller system extends
engine life and ensures safety. This chapter describes the basic sections of the engine and its
operational limits and preflight checks.
In-depth knowledge of the propeller system is also essential to proper operation of the engine
power system. Operating within safe parameters of the powerplant and propeller systems
extends engine life and ensures safety. This chapter also describes the propeller system and its
operational limits and preflight checks.
GENERAL this section is to give the participants a sufficient

understanding of the engine so that they will be
The Engines section of this chapter presents a familiar with normal and emergency procedures.
description and discussion of the Pratt and Whitney The Propellers section of this chapter presents a
PT6A turboprop engines. The engines used on description and discussion of the propeller sys-
these airplanes will be described in sufficient detail tem. Location and use of propeller controls,
for flight crewmembers to understand normal oper- principle of operation, reversing, and feathering
ational practices and limitations. The purpose of are included.
FOR TRAINING PURPOSES ONLY 7-1

Figure 7-1 Powerplant Installation
7-2 FOR TRAINING PURPOSES ONLY

ENGINES The engines are equipped with conventional
three-blade (C90A) or four-blade (C90B), full-
feathering, reversing, variable-pitch propellers
GENERAL mounted on the output shaft of the engine reduc-
tion gearbox. The propeller pitch and speed are
The powerplants chosen by Beech designers for controlled by engine oil pressure through single-
the King Airs are Pratt and Whitney Series PT6A action, engine-driven propeller governors. The
free-turbine turboprop engines (Figures 7-1 and
7-2). The King Air C90A and C90B use propellers will feather automatically when the
PT6A-21 engines. The PT6A-21 engine is flat- engines are shut down on the ground, and will
rated to 550 shaft horsepower. unfeather when the engines are started.
Figure 7-2 Engine Installation

When reference is made to the right or left side of by propeller rpm and torque applied to turn the
the airplane or engine, it is always looking from propeller shaft. The hot exhaust gases also
the rear to the front. develop some kinetic energy as they leave the
engine, similar to a turbojet engine. This jet
thrust amounts to about 10% of the total engine
TURBOPROP ENGINE RATINGS power. ESHP is the term applied to total power
delivered, including the jet thrust. Turboprop
In turboprop engines, power is measured in engine specifications usually show both ESHP
Equivalent Shaft Horse Power (ESHP) and and SHP, along with limiting ambient tempera-
Shaft Horse Power (SHP). SHP is determined tures. The engine specifications in Figure 7-3
Figure 7-3 PT6A-21 Specifications

Primary Governor Diagram show the engine rat- Review and remember these terms. They will be
ings and temperatures. used often to describe PT6A engines.
ENGINE TERMS FREE-TURBINE REVERSE-

FLOW PRINCIPLE
To properly understand the operation of the
PT6A series engines, there are several basic The Pratt and Whitney PT6 family of engines
terms you should know: consists basically of free-turbine, reverse-flow
engines driving a propeller through planetary
● N1 or NG—Gas generator rpm is percent gearing (Figures 7-4, 7-5, 7-6, and 7-7). The
of turbine speed term “free-turbine” refers to the design of the
turbine sections of the engine. There are two
● N2 or Np—Propeller rpm turbine sections: one, called the compressor tur-
bine, which drives the engine compressor and
● accessories; and the other, consisting of a single
NF—Power turbine rpm (not indicated on power turbine, which drives the power section
engine instruments) and propeller. The power turbine section has no
●
physical connection to the compressor turbine
P3—Air pressure at station three (the at all. These turbines are mounted on separate
source of bleed air) shafts and are driven in opposite directions by
the gas flow across them. The term “reverse
● ITT or T5—Interstage Turbine Tempera- flow” refers to airflow through the engine. Inlet
ture in degrees of temperature at station 5 air enters the compressor at the aft end of the
Figure 7-4 Free Turbine

Figure 7-5 Engine Cutaway
Figure 7-6 Engine Stations
engine, moves forward through the combustion single centrifugal stage, assembled as an
section and the turbines, and is exhausted at the integral unit.
front of the engine.
A row of stator vanes, located between each
stage of compression, diffuses the air, raises its
ENGINE AIRFLOW static pressure, and directs it to the next stage of
compression. The compressed air passes through
Inlet air enters the engine through an annular ple- diffuser tubes, which turn the air through 90° in
num chamber, formed by the compressor inlet direction and convert velocity to static pressure.
case, where it is directed forward to the compres- The diffused air then passes through straighten-
sor (Figures 7-8, 7-9, and 7-10). The compressor ing vanes to the annulus surrounding the
consists of three axial stages combined with a combustion chamber liner.

Figure 7-7 Engine Orientation
Figure 7-8 Engine Gas Flow
The combustion chamber liner has varying size expanding gases are directed to the turbines. The
perforations which allow entry of compressor location of the liner eliminates the need for a
delivery air. Approximately 25% of the air mixes long shaft between the compressor and the com-
with fuel to support combustion. The remaining pressor turbine, thus reducing the overall length
75% centers the flame in the combustion cham- and weight of the engine.
ber and provides internal cooling for the engine.
As it enters the combustion area and mixes with During normal operation, fuel is injected into
fuel, the flow of air changes direction 180°. The the combustion chamber liner through 14 sim-
fuel/air mixture is ignited, and the resultant plex nozzles, which are supplied by a dual

Figure 7-9 Power and Compressor Sections
Figure 7-10 Engine Construction
manifold consisting of primary and secondary pass through the compressor turbine inlet guide
transfer tubes and adapters. During starting, the vanes to the single-stage compressor turbine.
fuel/air mixture is ignited by two spark igniters The guide vanes ensure that the expanding
which protrude into the liner. After starting, the gases impinge on the turbine blades at the cor-
igniters are turned off, since combustion is self- rect angle, with minimum loss of energy. The
sustaining. The resultant gases expand from the expanding gases are then directed forward to
liner, reverse direction in the exit duct zone, and drive the power turbine section.

The single-stage power turbine, consisting of an the compressor turbine and the power turbine at
inlet guide vane and turbine, drives the propeller Engine Station Number 5. This is called Inter-
shaft through a reduction gearbox. stage Turbine Temperature (ITT) or T5. Bleed air
is taken off the engine after the centrifugal com-
The compressor and power turbines are located in pressor stage and prior to entering the
the approximate center of the engine, with their combustion chamber. This air, commonly
respective shafts extending in opposite directions. referred to as P3 air, is used for cabin heat, pres-
This feature simplifies the installation and inspec- surization, and the pneumatic system.
tion procedures. The exhaust gas from the power
turbine is directed through an annular exhaust ple-
num to atmosphere through twin opposed exhaust ENGINE MODULAR CONCEPT
ports provided in the exhaust duct.
With the modular free-turbine design, the engine
is basically divided into two modules: a gas gen-
ENGINE STATIONS erator section and a power section (Figure 7-11).
The gas generator section includes the compres-
To identify points in the engine, it is common sor and the combustion section. Its job is to draw
practice to establish engine station numbers at air into the engine, add energy to it in the form of
various points (Figure 7-6). To refer to pressure burning fuel, and produce the gases necessary to
or temperature at a specific point in the engine drive the compressor and power turbines.
airflow path, the appropriate station number is
used, such as P3 for the Station 3 pressure or T5 The power section’s job is to convert the gas flow
for the gas temperature at Station 5. For instance, from the gas generator section into mechanical
temperature of the airflow is measured between action to drive the propeller. This is done through
Figure 7-11 Typical Engine Modular Construction

an integral planetary gearbox, which converts the The compressor bleed valve is a pneumatic pis-
high speed and low torque of the power turbine to ton which references the pressure differential
the low speed and high torque required at the between the axial and centrifugal stages. Look-
propeller. The reduction ratio from power turbine ing forward, the valve is located at the 6 o’clock
shaft rpm to propeller rpm is approximately 15:1. position. The function of this valve is to prevent
compressor stalls and surges in the low N1 rpm
range (75 to 80% N1).
COMPRESSOR BLEED VALVE
At low N1 rpm, the axial compressors produce At low N1 rpm, the valve is in the open position.
more compressed air than the centrifugal com- At takeoff and cruise N1 rpm, above approxi-
pressor can effectively handle (accept). A mately 80%, the bleed valve will be closed. If
compressor bleed valve compensates for this the compressor bleed valve sticks closed, a
excess airflow at low rpm by opening, to relieve compressor stall will result. If the valve sticks
this pressure. As compressor speed increases, open, the ITT would be noticably higher as the
the valve closes proportionally until, at 80% N1, power lever is advanced above 80% N1.
the valve is fully closed (Figure 7-12). This
pressure relief helps prevent compressor stall of
the centrifugal stage.
Figure 7-12 Compressor Bleed Valve

IGNITERS
The engine start switches are located on the
pilot’s left subpanel (Figure 7-13). This subpanel
contains the IGNITION AND ENGINE START
switches and ENG AUTO IGNITION switches.
The IGNITION AND ENGINE START switches
have three positions: ON, OFF, and STARTER
ONLY. The ON position is lever-locked and acti-
vates both the starter and igniters. The STARTER
ONLY position is a momentary hold-down posi-
tion of the spring-loaded-to-center OFF position.
It provides for motoring only to clear the engine
of unburned fuel. With the switch in this position,
there is no ignition.
The combustion chamber has two spark-type
igniters to provide positive ignition during
engine start. While the engine is equipped with
two igniters, it will start with only one. The
system is designed so that if one igniter is open
or shorted, the remaining igniter will continue
to function. Once the engine is started, the
igniters are de-energized, since the combustion
is self-sustaining.
The ignition system features an automatic
backup function for emergencies. This backup
system is called “autoignition.” The ENG AUTO
IGNITION switches should be moved to the
ARM position just prior to takeoff. If engine
torque falls below approximately 400 ft-lb, the
igniter will automatically energize, attempting to
restart the engine. The IGNITION ON annuncia-
tor will be illuminated.
Figure 7-13 Engine Start and Ignition
The spark ignition provides the engine with an Switches
ignition system capable of quick light-ups over a
wide temperature range. The system consists of
an airframe-mounted ignition exciter, two indi-
vidual high-tension cable assemblies, and two ACCESSORY SECTION
spark igniters. It is energized from the aircraft
nominal 28-VDC supply and will operate in the Most of the engine-driven accessories, except the
9- to 30-volt range. The igniter control box pro- propeller governors and propeller tach generator,
duces up to 3,500 volts. The ignition exciter is are mounted on the accessory gearbox located at
energized only during the engine starting the rear of the engine (Figure 7-14). The accesso-
sequence and emergencies to initiate combustion ries are driven from the compressor shaft through
in the combustion chamber. a coupling shaft.

Figure 7-14 Typical PT6A Engine

The lubricating and scavenge oil pumps are A placard inside the engine cover shows the
mounted inside the accessory gearbox, with the brand and type of oil used in that particular
exception of the two scavenge pumps which are engine. Although the preflight checklist calls for
externally mounted. checking the oil level, which is required, the best
time to check oil quantity is shortly after shut-
The starter-generator, high-pressure fuel down, since oil levels are most accurately
pump, N 1 tachometer generator, and other indicated at that time.
optional accessories are mounted on pads on
the rear of the accessory drive case. There are Oil level checks during preflight may require
seven such mounting pads, each with its own motoring the engine for a brief time for an accu-
different gear ratio. rate level reading. Each engine tends to seek its
own oil level. The pilot should monitor the oil
level to ensure proper operation.
LUBRICATION SYSTEM
As pressure oil leaves the tank, it passes through
The PT6A engine lubrication system has a dual the pressure and temperature-sensing bulbs
function (Figure 7-15). Its primary function is mounted on or near the rear accessory case. The
to cool and lubricate the engine bearings and oil then proceeds to the various bearing compart-
bushings. Its second function is to provide oil to ments and nose case through an external oil
the propeller governor and propeller reversing transfer line below the engine. Scavenge oil
control system. returns from the nose case and the bearing com-
partments to the gear-type oil scavenge pumps in
The main oil tank houses a gear-type engine- the accessory case through external oil transfer
driven pressure pump, oil pressure regulator, and lines, and through the external oil cooler below
the engine.
oil filter. The engine oil tank is an integral part of
the compressor inlet case and is located in front The oil cooler is thermostatically controlled to
of the accessory gearbox. maintain the desired oil temperature. Another
externally mounted unit, the oil-fuel heat
The oil tank is provided with a filler neck and exchanger, uses hot engine oil to heat fuel before
integral quantity dipstick housing. The cap and it enters the engine fuel system. When gas gener-
dipstick are secured to the filler neck, which a t o r s p e e d s a r e a b ov e 7 2 % N 1 , a n d o i l
passes through the gearbox housing and acces- temperatures are between 60 and 70º C, normal
sory diaphragm and into the tank. The markings oil pressure is between 80 and 100 psi.
on the dipstick indicate the number of U.S. quarts
of oil less than full (Figure 7-16).
Magnetic Chip Detector
The engine oil system has a total capacity of 3.5
U.S. gallons, including the 2.3-gallon oil tank. A magnetic chip detector is installed in the bot-
Maximum oil consumption is one quart every tom of each engine nose gearbox (Figure 7-17).
This detector will activate a yellow light on the
10 hours of operation. Normal oil consumption annunciator panel, L CHIP DETECT or R CHIP
may be as little as 1 quart per 50 hours of operation. DETECT, to alert the pilot of oil contamination.
The dipstick will indicate 1 to 2 1/2 quarts C90B aircraft, engine parameters should be mon-
below full when the oil level is normal. Do not itor ed f or abnor mal indications . If such
overfill. When adding oil between oil changes, indications are observed, appropriate check list
do not mix types or brands of oil due to the pos- action should be taken.
sibility of chemical incompatibility and loss of
lubricating qualities. C90A aircraft are equipped with red “CHIP
DETECT” annunciator panel lights. A steady
“CHIP

7-14
FOR TRAINING PURPOSES ONLY
Figure 7-15 Engine Lubrications Diagram
Figure 7-16 Engine Oil Dipstick

Figure 7-17 Magnetic Chip Detector
DETECT” light requires the engine be shut down cutoff valve, flow divider, and dual fuel mani-
to prevent serious internal damage. fold with 14 simplex nozzles.
When a CHIP DETECT annunciator light The PT6A-21 engine uses an electric low-pres-
comes on and stays on, timely action is sure boost pump to supply a 30-psi head pressure
required to prevent serious damage to the to the high-pressure engine-driven fuel pump.
internal engine components. The chip detector This head pressure prevents fuel cavitation at the
indicates the presence of ferrous particles in high-pressure pump. The fuel is also used for
the propeller gearbox. cooling and lubricating the pump. The oil-to-fuel
heat exchanger uses warm engine oil to maintain
a desired fuel temperature at the fuel pump inlet
ENGINE FUEL SYSTEM to prevent icing at the pump filter. This is done
with automatic temperature sensors and requires
The fuel control system for PT6A engines is no action by the pilot.
essentially a fuel governor that increases or
decreases fuel flow to the engine to maintain Fuel enters the engine fuel system through the
selected engine operating speeds. At first oil-to-fuel heat exchanger, and then flows into the
glance, the system may appear quite compli- high-pressure engine-driven fuel pump and on
cated. The engine fuel control system consists into the fuel control unit (FCU).
of the main components shown in the block dia-
gram (Figure 7-18). They are the electric low- The high-pressure fuel pump is an engine-driven
pressure boost pump, oil-to-fuel heat exchanger, gear-type pump with an inlet and outlet filter. Flow
high-pressure fuel pump, fuel control unit, fuel rates and pressures will vary with gas generator

Figure 7-18 Simplified Fuel System Diagram
(N1) rpm. Its primary purpose is to provide suffi- valve in the FCU remains closed during starting
cient pressure at the fuel nozzles for a proper spray until fuel pressure builds sufficiently to maintain
pattern during all modes of engine operation. The a proper spray pattern in the combustion cham-
high-pressure pump supplies fuel at approximately ber. About 80 psi is required to open the
800 psi to the fuel side of the FCU. minimum pressurizing valve. If the high pressure
fuel pump should fail, the valve would close, and
Two valves included in the FCU ensure consis- the engine would flame out.
tent and cool engine starts. When the ignition or
start system is energized, the purge valve is elec- The fuel cutoff valve is located downstream from
trically opened to clear the FCU of vapors and the minimum pressurizing valve in the FCU. This
bubbles. The excess fuel flows back to the nacelle valve is controlled by the condition lever, either
fuel tanks. The spill valve, referenced to atmo- open or closed. There is no intermediate position
spheric pressure, adjusts the fuel flow for cooler of this valve. For starting, fuel flows initially
high-altitude starts. through the flow divider to the 10 primary fuel
nozzles in the combustion chamber. As the
Between the FCU fuel valve and the engine com- engine accelerates through approximately 40%
bustion chamber, the minimum pressurizing N1, fuel pressure is sufficient to open the flow

divider to the 4 secondary fuel nozzles. At this but its primary purpose is to meter proper fuel
time all 14 nozzles are delivering atomized fuel amounts to the fuel nozzles in all modes of
to the combustion chamber. This progressive engine operation.
sequence of primary and secondary fuel nozzle
operation provides cooler starts. During engine FCU operation will be simplified and described
starting, there is a noticable increase in ITT when briefly here. For detailed description and opera-
the secondary fuel nozzles are activated. tion, refer to the Pratt & Whitney Maintenance
Manual which applies to this engine.
During engine shutdown, any fuel left in the mani-
fold is forced out through the fuel nozzles and into T h e c o n d i t i o n l eve r s e l e c t s i d l e s p e e d s
the combustion chamber by purge tank pressure. between LOW IDLE ( 51% to 58% N 1 ) to
As the fuel is burned, a momentary increase in N1 HIGH IDLE (70% N1), while the power lever
rpm may be observed. The entire operation is selects speeds between idle and maximum,
automatic and requires no input from the crew. 101.5% N1. These control levers influence the
N1 governor and control N1 speed. The gover-
nor uses pneumatic air (P3) pressure to control
Fuel Control Unit engine speed. The governor controls the air
The fuel control unit (Figure 7-19), which is pressure in the fuel control unit by varying the
referred to as the FCU, has multiple functions, P3 leak rate.
TO FUEL
TOPPING
GOVERNOR
TO GRAVITY
FEED LINE
POWER LEVER
PURGE VALVE CONDITION LEVER
FUEL
PURGE P3
MINIMUM
PRESSURIZING VALVE
MINIMUM
FLOW DIVIDER
FLOW
and DUMP VALVE
STOP
FUEL CUT-OFF
VALVE
ENGINE DRIVEN
FUEL PUMP
N1
GOVERNOR
FUEL SUPPLY
P3
INLET
Figure 7-19 Simplified Fuel Control System

The P3 air chamber and fuel chamber are sepa- Fuel Pressure Indicators
rated by a diaphragm, which has a needle valve
mounted on it which is called the metering valve. In the event of an electric boost pump failure, the
As the diaphragm is influenced by varying respective FUEL PRESS annunciator (Figure
air/fuel pressures, the metering valve is reposi- 7-20) will illuminate and the master warning
tioned to achieve the desired fuel flow. The N1 light will flash. The FUEL PRESS light illumi-
governor controls fuel flow by allowing some P3 nates when outlet pressure at the boost pump
pressure to be leaked off at varying rates, decreases below about 10 psi. If the crossfeed
depending on the desired fuel flow. switch is in the AUTO position, the automatic
In an underspeed condition, the N1 governor acts crossfeed feature will open the valve extinguish-
to increase P3 air pressure. This repositions the ing the annunciator.
metering valve, allowing more fuel to enter the
combustion chamber, increaseing N1. In the event of an engine-driven fuel pump (high-
pressure) failure, the engine will flame out.
In an overspeed condition, the N 1 governor
allows the P 3 pressure to be reduced in the
FCU, which repositions the metering valve CAUTION
reducing the fuel flow into the combustion
chamber, decreasing N1. Engine operation with the FUEL
PRESS light on is limited to ten
Should the P3 air pressure be lost, due to a mal- hours between overhaul or replace-
function, the metering valve will be positioned to ment of the engine-driven high-
the minimum flow stop. Minimum flow power pressure fuel pump.
would be approximately 48% N1 . The power
lever and condition lever would then have no
effect on engine speed.
L FUEL PRESS L OIL PRESS R OIL PRESS R FUEL PRESS
L DC GEN L NO FUEL XFR RVS NOT READY R CHIP DETECT R NO FUEL XFR R DC GEN
L IGNITION ON R IGNITION ON L AUTOFEATHER LDG/TAXI LIGHT
Figure 7-20 Fuel Pressure Annunciators

Fuel Flow Indicators Anti-icing additive conforming to Specification
MIL-1-27686 is the only approved fuel additive.
Fuel flow information is sensed by a transmitter
in the engine fuel supply line, between the boost
pump and the engine-driven high-pressure pump, ENGINE POWER CONTROL
and indicated on the fuel flow gage on the instru-
The propeller lever adjusts the propeller governor
ment panel (Figure 7-21). The gage indicates fuel
flow in pounds-per-hour units times 100. There- to the desired propeller speed (Figure 7-22). The
fore when the needle indicates 2 on the dial, fuel propeller will maintain the set speed by varying
flow is 200 pounds per hour. The fuel flow gages the blade angle. Torque is controlled by the
are DC-powered. power lever acting on the N1 governor. When the
power lever is advanced, the N1 governor causes
the FCU to increase fuel flow, resulting in an
increase in engine speed.
ITT AND TORQUEMETERS

Power management is relatively simple, with two
primary operating limitations. The engines are
temperature and torque limited. During operation
requiring maximum engine performance, engine
torque and ITT operating parameters are affected
by ambient temperature and altitude: at cold tem-
perature or low altitude, torque limits power; at
hot temperature or high altitude, ITT limits
power. Whichever limit is reached first, deter-
mines the power available.
Figure 7-21 Fuel Flow Indicator ITT GAGE

The ITT gage monitors the interstage turbine
temperature at station 5 (Figure 7-23). ITT is a
Anti-icing Fuel Additive prime limiting indicator of the amount of power
available from the engine under varying ambient
Engine oil is used to heat the fuel prior to enter- temperature and altitude conditions. The normal
ing the FCU. Since no temperature measurement operating range, indicated by the green arc on the
is available for the fuel at this point, it must be gage, is 400 to 695º C. These limits also apply to
assumed to be the same as the Outside Air Tem- maximum continuous power. The maximum
perature. The Minimum Oil Temperature chart is starting temperature of 1,090º C is indicated by
supplied for use as a guide in preflight planning, the dashed red line on the instrument, or a red
based on known or forecast operating conditions, diamond on LJ-1361, 1363 and after. This start-
to indicate operating temperatures where icing at
ing limit of 1,090º C is limited to two seconds.
the FCU could occur. If the plot should indicate
that oil temperature versus OAT is such that ice The ITT gages are self-energizing and do not
formation could occur during takeoff or in flight, require electrical power (LJ-1361, LJ-1363, and
anti-icing additive per MIL-1-27686 should be after are DC-powered). The engines will be dam-
mixed with the fuel at refueling to ensure safe aged if limiting temperatures indicated on the
operation. Refer to the King Air Maintenance ITT gage are exceeded.
Manual for procedures to follow when blending
anti-icing additive with the airplane fuel.

9 10
START
8 12
ITT
7
˚C X 100
6 2
5 4
0
16 TORQUE 0
14 2
12 FTLB X 100 4
10 6
8
.0 0
110 TURBINE 20
100
30
90 40
%RPM
80 50
Figure 7-22 Control Levers 70 60
TORQUEMETER Figure 7-23 Engine Instrument Markings

The torquemeter, which is marked in ft-lb, con-
stantly measures rotational force applied to the Torque is measured by a hydromechanical
propeller shaft (Figure 7-23). The maximum per- torquemeter in the first stage of the reduction
missible sustained torque is 1,315 ft-lb, the red gearcase. Rotational force on the first-stage ring
radial at the top of the green arc on the instru- gear allows oil pressure to change in the
ment. A transient torque limit of 1,500 ft-lb is torquemeter chamber. The difference between
time-limited to two seconds. Cruise torques vary the torquemeter chamber pressure and reduction
with altitude and temperature. gear internal pressure accurately indicates the

60
torque being produced at the propeller shaft.

.5
80 1 4
DOWN 2
The torque transmitter measures this torque and

E P C
L R O
10 E O N
V P D
UP A I
sends an AC signal to the instrument on the T T

5 IDLE O I
LIFTR O
N
UP T GD
FINE
instrument panel (DC signal on LJ-1361, LJ-

GO AROUND
R
I FUEL
GEAR
0 HORN
M CUTOFF
SILENCE FEATHER
LIFT
1363, and after). DN CAUTION

REVERSE
ONLY WITH
ENGINES
FRICTION
LOCK
UP
5 RUNNING FLAP
REVERSE
DN
FRICTION
10 LOCK
APPROACH
GAS GENERATOR LEFT
3
AILERON TAB
1 1
RIGHT
3
DOWN
RUDDER TAB
TACHOMETER (N1)
LEFT RIGHT
5
5
1 0 1
3
3
5
5
The N1 gas generator tachometer measures the
rotational speed of the compressor shaft, in per-
cent of rpm, based on 37,500 rpm at 100% POWER
EFIS
CMPST TEST
CABIN
PRESS
DUMP
P
R
RUDDER
BOOST
ELEV
TRIM
(Figure 7-23). The face of this instrument con-

E
S
S
TEST OFF
OFF NORMAL
+
NAV DATA TIMER DH COURSE
sists of two dials: a smaller dial labeled from 0 to

WX
HSI
ARC ARC
S/S TST
TTG ACT DE-PRESSURIZE CABIN
GSP ET
MAP MAP
PRE XFR WARNING BEFORE LANDING
PUSH PUSH
HDG CRS
CABIN 1000
9, and a larger dial labeled from 0 to 100. The

S CRS IR E CT
D
YNC SEL
ALT FT
1 2
0 14
3
12
TRIM HDG NAVARM DR APPRARM B/C VNAV 1/2 0
16
-1
4
YAWDIS ALT ALTARM VS GSARM IAS GA DSC CLM APDIS
smaller dial is calibrated in 1% increments, and
10
ACFT ALT
RATE 1000 FT CABIN
18
10
5
HDG NAV APPR B/C CLIMB
ALT
26
TEST 20
24 22
6
9
M M 7
ALT ALT SEL VS IAS DSC I
N
A
X
8
the larger dial in 10% increments. Between 30 YAW DIS AP

L R
SR
DN
and 100% on the larger dial, the increments are

YAW AP
ENG ENG
I/2Ø
UP
in gradations of 2%.
Figure 7-24 Control Pedestal
The N1 indicator is self-generating (LJ-1361, LJ-
1363, and after are DC-powered). The tachome- lifted over the IDLE detent and pulled back,
ter generator sensing unit, located in the engine they control engine power through the Beta and
accessory section, is geared down to supply N1 reverse ranges. A selectable ground fine (or
speed information to the instrument panel to indi- zero thrust) power lever gate position is pro-
cate the percent of N1 revolutions. vided on the C90B.
Maximum continuous gas generator speed is lim-
ited to 38,100 rpm, which is 101.5% on the N1 Condition Levers
indicator. A transient speed up to 102.6%, 38,500
rpm, is time-limited to 2 seconds, to provide a The condition levers have multiple positions:
buffer for surges during engine acceleration. FUEL CUTOFF and LO IDLE through HI IDLE
(Figure 7-22). At the FUEL CUTOFF position,
fuel flow to its respective engine is cut off.
CONTROL PEDESTAL
At LO IDLE, engine gas generator speed (N1)
The control pedestal extends between pilot and is a minimum of 51% on the C90A or 58% on
copilot (Figure 7-24). The three sets of control the C90B; at HI IDLE it is 70%. The levers can
levers are left to right: the power levers, propeller be set anywhere between LOW IDLE and
levers, and the condition levers. HIGH IDLE
Power Levers Propeller Levers

The power levers (Figure 7-22) control engine The propeller levers are conventional in setting
power, from idle to maximum power, by opera- the propeller rpm for takeoff, climb and cruise
tion of the N1 governor in the fuel control unit. (Figure 7-22). The normal governing range is
Increasing N1 rpm results in increased engine 1,800 to 2,200 rpm. This airplane is equipped
power. The power levers have three control with both manual and automatic propeller feath-
ranges: flight, Beta, and reverse. The bottom of ering systems. To feather a propeller manually,
the flight range is at IDLE. When the levers are pull the propeller lever back past the friction

detent into the red and white striped section of During engine start, temperature is the most criti-
the quadrant. To unfeather, push the lever for- cal limit. The ITT starting limit of 1,090º C,
ward of the detent into the governing range. The represented on the ITT gage by a dashed red line,
propellers go to feathered position when the is limited to two seconds. During any start, if the
engines shut down because of the loss of oil pres- indicator needle approaches the limit, the start
sure in the propeller dome. should be aborted before the needle passes the
dashed red line. For this reason, it is helpful dur-
ing starts to keep the condition lever out of the
Control Lever Operation LO IDLE detent so that the lever can be quickly
The engines are controlled from the cockpit by pulled back to FUEL CUTOFF.
using the propeller, power, and condition levers.
Both the power and condition levers are con- Monitor oil pressure and oil temperature. During
nected to the N1 governing section of the FCU. the start, oil pressure should come up to the mini-
Either lever will reset the FCU to maintain a new mum red line at 40 psi quickly, but should not
N1 rpm. For starting, the power levers are at the exceed the maximum at 100 psi. During normal
IDLE position, and the condition levers are operation the oil temperature and pressure gages
moved to the LO IDLE position to open the fuel should be in the green arc normal operating
cutoff valves and set the governor at LO IDLE. range. The green arc extends from 80 to 100 psi.
The condition levers are continuously variable
from LO IDLE to HI IDLE. This variable operat- Oil pressure between 40 and 80 psi is undesirable;
ing speed with power levers at IDLE enhances it should be tolerated only for completion of the
engine cooling by maintaining a steady airflow flight, and then only at a reduced power setting.
through the engines. With the condition levers at
LO IDLE, the power levers will select N1 rpm Oil pressure below 40 psi is unsafe; it requires
from LOW IDLE to 101.5%, the maximum for that either the engine be shut down or that a land-
takeoff. However, if the condition levers are at HI ing be made as soon as possible, using minimum
IDLE, the power levers can select N1 rpm only power required to sustain flight.
from 70 to 101.5%.
For increased service life of engine oil, an oil
Moving the power or condition levers most temperature between 74 and 80º C is recom-
directly affects N1 rpm. As the power or condi- mended. A minimum oil temperature of 55º C is
tion levers are advanced, ITT, torque, and fuel recommended for oil-to-fuel heater operation at
flow increases. These indicators are by-products takeoff power. Oil temperature limits are –40 and
of the N1 speed maintained by the FCU. With the +99º C. During extremely cold starts, oil pressure
power levers in a fixed position, N1 remains con- may reach 200 psi. Refer to the Engine Limits
stant even in a climb or descent. However, ITT, chart in the POH for minimum oil temperature
torque, and fuel flow will vary with altitude, operation limitations.
ambient air temperature, and propeller setting.
During ground operations, ITT temperatures are
critical. With the condition levers at LO IDLE,
ENGINE LIMITATIONS high ITT can be corrected by reducing the DC
generator and other N1 loads, then increasing the
Airplane and engine limits are described in the
“Limitations” section of the POH (Figure 7-25). N1 rpm by advancing the condition levers to HI
These limitations have been approved by the IDLE. The air conditioner, for example, draws a
Federal Aviation Administration, and must be heavy load on both engines, and may have to be
observed in the operation of the Beechcraft King temporarily turned off. At approximately 70% N1
Air C90A and C90B. The Engine Operating Lim- rpm, the HI IDLE condition lever position will
its chart gives the major operating limits. The normally reduce the ITT. At any N1 below 70%,
Power Plant Instrument Markings chart lists the there is an idle ITT restriction of 660º C maxi-
minimum, normal, and maximum limits. mum. If an ITT above 660º C is observed when

Figure 7-25 Engine Limits Chart
running N 1 below 70%, the generator load an allowable excursion duration of two sec-
should be reduced and the N1 speed increased onds. A momentary peak of 1,500 ft-lb and
before re-introducing a load on the engines. 825º C is allowed for torque and ITT respec-
tively during acceleration.
At N 1 speeds of 70% or more, the 660º C
restriction is removed, as airflow through the The Overtorque Limits Chart (Figure 7-26) shows
engine is sufficient. actions required if torque limits are exceeded
under all conditions. If the torque limits are
In the climb, torque will decrease and ITT may exceeded for more than a few minutes, the gear-
increase slightly. The cruise climb and recom- box can be damaged. The chart shows the specific
mended normal cruise ITT limit is not placarded limits and action required if they are exceeded.
on the indicator. At altitude, the Performance
Chart numbers may not be attainable due to alti- The Overtemperature Limits charts (Figures 7-27
tude and temperature variations. and 7-28) show the specific actions required if
ITT limits are exceeded during Starting Condi-
Transient limits provide buffers for surges dur- tions and All Conditions Except Starting. For
ing engine acceleration. Torque and ITT have area A (Figure 7-28 Overtemperature Limits

Figure 7-26 Overtorque Limits Chart
(Except Starting)), determine and correct the

cause of overtemperature. If it was during a start,
have the engine visually inspected through the
exhaust duct (Figure 7-29), then record the action
in the engine logbook.
Overtemperature in area B will require that a hot
section inspection be performed. During a hot
section inspection, the components forward of
the combustion chamber are examined and
replaced. Parts may be repaired or replaced as
necessary. In area C overtemperatures may
require that the engine be returned for overhaul.
Exceeding ITT limits in this area for more than a
few seconds may cause extensive engine damage.
STARTER OPERATING TIME

LIMITS
The engine starters are time-limited during the
starting cycle if for any reason multiple starts are
required in quick sequence. The starter is limited
to 40 seconds ON then 60 seconds OFF for cool-
ing before the next sequence of 40 seconds ON,
60 seconds OFF. After the third cycle of 40 sec-
onds ON, the starter must stay OFF for 30
Figure 7-27 Overtemperature Limits minutes. If these limits are not observed, over-
(Starting) heating may damage the starter.

Figure 7-28 Overtemperature Limits (Except Starting)
Trend Monitoring
During normal operations, gas turbine engines
are capable of producing rated power for
extended periods of time. Engine operating
parameters, such as output torque, interstage tur-
bine temperature, compressor speed, and fuel
flow for individual engines are predictable under
specific ambient conditions. On PT6A engines,
these predictable characteristics may be taken
advantage of by establishing and recording indi-
vidual engine performance parameters. These
parameters can then be compared periodically to
predicted values to provide day-to-day visual
confirmation of engine efficiency.
The Engine Condition Trend Monitoring System,
recommended by Pratt and Whitney, is a process of Figure 7-29 View through Exhaust Duct
periodically recording engine instrument readings
-

such as torque, interstage turbine temperature, com- Pressure altitude (ALT)............................. In feet
pressor speed, and fuel flow, correcting the readings
for altitude, outside air temperature, and airspeed, if Propeller speed (NP) ................................. In rpm
applicable, and then comparing them to a set of typ-
ical engine characteristics. Such comparisons Torque (TQ).................................. In foot-pounds
produce a set of deviations in interstage turbine
temperature, compressor speed, and fuel flow. Gas generator speed (NG or N1 ) ......In %NG or N1
Interturbine temperature (ITT)................... In º C

DATA COLLECTION FORM
Fuel Flow (FF) .......................................... In pph
The trend monitoring procedure used specifies
that flight data be recorded on each flight day,
every five flight hours, or other flight period. PROPELLERS
Select a flight with long established cruise, per-
ferably at a representative altitude and airspeed.
With engine power established and stabilized for GENERAL
a minimum of five minutes, record the following
data on a form similar to the in-flight engine data This section describes the propellers and the
log shown in (Figure 7-30): associated system. Location and use of propeller
controls, principle of operation, reversing, adn
Indicated airspeed (IAS) ....................... In knots feathering are included in this discussion.
Outside air temperature (OAT) .................. In º C
DATE OAT PRESS IAS PROP TORQUE N1 ITT FUEL DELTA* DELTA* DELTA* OIL OIL ELECT
(°) ALT (KTS) SPEED (FT/LBS) (%) FLOW NG ITT FF TEMP PRESS LOAD
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
Figure 7-30 In-Flight Engine Data Log

PROPELLER SYSTEM power. In the reverse range, the fuel topping gov-
ernor is reset to limit the propeller rpm to 95% of
This section on the operation and testing of the selected rpm.
propeller system on the Beechcraft King Air
C90A and C90B is directed at increasing the
pilot’s understanding of the theory of operation MCCAULEY AND HARTZELL
of a constant-speed, full-feathering, reversing FOUR-BLADE PROPELLERS
propeller, and helping him better understand the
propeller system checks conducted as outlined in The C90B is equipped with Hartzell on LJ-1542
the Before Takeoff (Runup) checklist in the and after (McCauley on C90B prior to LJ-1542),
Pilot’s Operating Handbook. 90-inch- diameter, four-blade, full-reversing,
dynamically balanced propellers. The main
Each engine is equipped with a conventional advantages of the four-blade propellers are that
three-blade (C90A) or four-blade (C90B), they have lower tip speeds (and thus generate less
full-feathering, constant-speed, counter- noise), create less airframe vibration, and provide
weighted, reversing, variable-pitch propeller generous propeller tip-to-ground clearance.
mounted on the output shaft of the reduction Dynamic vibration absorbers mounted inside the
gearbox (Figure 7-31). cockpit and cabin (a total of 26 absorbers) are
used in conjunction with the four-blade propel-
The propeller pitch is controlled by engine oil lers to reduce noise and vibration even more.
pressure boosted through a governor pump inte-
gral within the propeller governor. Centrifugal
counterweights and feathering springs move the BLADE ANGLE
propeller blades toward high pitch and into the Blade angle is the angle between the chord of the
feathered position. Without oil pressure to coun- propeller and the propeller’s plane of rotation.
teract the counterweights and feathering springs, Blade angle is different near the hub than it is
the propeller blades would move into feather. An near the tip, due to the normal twist which is
oil pump, which is part of the propeller governor, incorporated in a blade to increase its efficiency.
boosts engine oil pressure to move the propeller In the propellers used on the C90A and C90B
to low pitch and reverse. The propeller feathers King Air, the blade angle is measured at the
after engine shutdown. chord 30 inches out from the propeller’s center.
Propeller tiedown boots (Figure 7-32) are pro- This position is referred to as the “30-inch sta-
vided to prevent windmilling at zero oil pressure tion.” All blade angles given in this section are
when the airplane is parked. approximate (Figure 7-34).
Low pitch propeller position is determined by the PRIMARY GOVERNOR

primary low pitch stop, which is a mechanically
actuated hydraulic stop. Beta and reverse blade The primary governor (Figure 7-33) is needed to
angles are controlled by the power levers in the convert a variable-pitch propeller into a constant-
Beta and reverse range. speed propeller. It does this by changing blade
angle to maintain the propeller speed the operator
Two governors, a primary governor and a backup has selected. The primary governor can maintain
overspeed governor, control the propeller rpm. any selected propeller speed from approximately
The propeller control lever adjusts the governor’s 1,800 rpm to 2,200 rpm.
setting (1,800 to 2,200 rpm). The overspeed gov-
ernor will limit the propeller to 2,288 rpm should Suppose an airplane is in normal cruising flight
the primary governor malfunction. However, if with the propeller turning 1,900 rpm. If the pilot
the propeller exceeds 6% above the selected rpm trims the airplane down into a descent without
of the primary governor, usually the fuel topping changing power, the airspeed will increase. This
governor will limit the rpm by reducing engine decreases the angle of attack of the propeller

Figure 71-31 Propellers

Figure 7-32 Propeller Tiedown Boot
Installed
blades, causing less drag on the propeller, thus

beginning to increase its rpm. Since this propeller
has a variable-pitch capabilities and is equipped
with a governor set at 1,900 rpm, the governor
will sense this “overspeed” condition and
increases blade angle to a higher pitch. The
higher pitch increases the blade’s angle of attack,
slowing it back to 1,900 rpm, or “onspeed.”
Likewise, if the airplane moves from cruise to
climb airspeeds without a power change, the pro-
peller rpm tends to decrease, but the governor
responds to this “underspeed” condition by
decreasing blade angle to a lower pitch, and the
rpm returns to its original value. Thus the gover-
nor gives “constant-speed” characteristics to the
variable-pitch propeller.
Power changes, as well as airspeed changes,
cause the propeller to momentarily experi-
ence overspeed or underspeed conditions, but
again the governor reacts to maintain the
onspeed condition.
There are times, however, when the primary gov-
ernor is incapable of maintaining selected rpm.
For example, imagine an airplane approaching to
land with its governor set at 1,900 rpm. As power Figure 7-33 Primary Governor Diagram
and airspeed are both reduced, underspeed condi-
tions exist which cause the governor to decrease

Figure 7-34 Blade Angle Diagram

blade angle to restore the onspeed condition. If shaft. The flyweights act as a comparison to a
blade angle could decrease all the way, to 0º or desired reference speed of how fast the propeller is
reverse, the propeller would create so much drag turning. These flyweights are connected to a free-
on the airplane that the aircraft control would be floating pilot valve. The slower the flyweights are
dramatically reduced. The propeller, acting as a turning in relation to the desired reference speed,
large disc, would blank the airflow around the tail the lower the position of the pilot valve. If the pro-
surfaces, and a rapid nosedown pitch change peller and the flyweights turn faster, the additional
would result. centrifugal force makes the pilot valve rise inside
the governor. The pilot valve position determines
To prevent these unwanted aerobatics, some how much oil pressure is being sent to the propel-
device must be provided to stop the governor ler pitch mechanism. Here are a few examples.
from selecting blade angles that are too low for
safety. As the blade angle is decreased by the If a propeller rpm of 1,900 is selected and the
governor, eventually the low pitch stop is propeller is actually turning at 1,900, the fly-
reached, and now the blade angle becomes fixed weights are in their center or “onspeed”
and cannot continue to a lower pitch. The gover- condition (Figure 7-34). The pilot valve is in the
nor is therefore incapable of restoring the middle position. This maintains a constant oil
onspeed condition, and propeller rpm falls below pressure to the propeller pitch mechanism, which
the selected governor rpm setting. creates a constant pitch and a constant rpm.
PRIMARY GOVERNOR OPERATION If the airplane enters a descent, without any

change to the cockpit controls, there will be a
The propeller levers adjust the primary propeller tendency for the airspeed to increase and the
governor between 1,800 rpm and 2, 200 rpm. The propeller to turn faster (Figure 7-36). The fly-
primary propeller governor, mounted at the top of weights will, in turn, rotate faster. The additional
the engine reduction gearbox, has two functions: centrifugal force will make the pilot valve rise.
it can select any constant propeller rpm within Notice that oil can now escape via the pilot
the range of 1,800 to 2,200, and it can also valve. Lower oil pressure will result in a higher
feather the propeller. The primary propeller gov- pitch and a reduction of propeller rpm. The pro-
ernor adjusts propeller rpm by controlling the oil peller will then return to its original rpm setting.
supply to the propeller dome. The flyweights will then slow down, and the
pilot valve will return to the equilibrium position
An integral part of the primary propeller gover- to maintain the selected propeller rpm.
nor is the governor pump. This pump is driven by
the N2 shaft and raises the engine oil pressure If the airplane enters a climb without any change
from normal to approximately 375 psi. The in the cockpit controls, the airspeed will decrease
greater the oil pressure sent to the propeller and the propeller will tend to slow (Figure 7-37).
dome, the lower the propeller pitch. The oil pres- The flyweights in the propeller governor will
sure is always trying to maintain a low pitch; slow down, because of a loss in centrifugal force,
however, the feathering springs and centrifugal and the pilot valve will lower. This will allow
counterweights are trying to send the propeller more oil pressure to the propeller pitch mecha-
into the feathered position. Propeller control is a nism. High oil pressure will result in a lower
balancing act of opposing forces. A transfer pitch. This in turn will cause an increase in pro-
gland is located on the propeller shaft. This trans- peller rpm. The propeller will increase to its
fer gland allows the oil to enter and exit the original rpm setting, the flyweights will then
propeller dome area. Thus, the transfer gland is speed up, and the pilot valve will return to its
always replenishing the oils supply to the propel- equilibrium or “onspeed” position, such as
ler pitch mechanism with fresh warm oil. torque, interstage turbine temperature, compres-
sor speed, and fuel flow, correcting the held
The primary propeller governor uses a set of rotat- constant by changing the propeller blade angles.
ing flyweights that are geared to the propeller The cockpit propeller lever adjusts where the

Figure 7-35 Propeller Onspeed Diagram
Figure 7-36 Propeller Overspeed Diagram

Figure 7-37 Propeller Underspeed Diagram
equilibrium or “onspeed” condition will occur. On many types of airplanes, the low pitch stop
The pilot can select any constant propeller rpm is simply at the low pitch limit of travel, deter-
from 1,800 to 2,200 rpm. Normally 2,200 is used mined by the propeller’s construction. But with
for takeoff and 2,000 rpm for climb. Cruise rpm a reversing propeller, the extreme travel in the
is 1,900 rpm. low pitch direction is past 0º, into reverse or
negative blade angles (Figure 7-38). Conse-
quently, the low pitch stop on this propeller
LOW PITCH STOP must be designed in such a way that it can be
repositioned when reversing is desired.
It is easy for the pilot to determine when the pro-
peller blade angle is at the low pitch stop. The low pitch stop is created by mechanical link-
Assuming the propeller is not feathered or in the age sensing the blade angle. The linkage causes a
process of being feathered, whenever the propel- valve to close, which stops the flow of oil pres-
ler rpm is below the selected governor rpm, the sure coming into the propeller dome. Since this
propeller blade angle is at the low pitch stop. pressure causes low pitch and reversing, once it
is blocked, a low pitch stop has been created. The
This assumes that momentary periods of under- low pitch stop is commonly referred to as the
speed are not being considered. Rather, the “Beta” valve. Furthermore, the valve is spring-
propeller rpm is below and staying below the loaded to cause the propeller to feather in the
selected governor rpm. event of mechanical loss of Beta valve control.
For example, if the propeller control is set at The position of the low pitch stop is controlled
1,900 rpm but the propeller is turning at less from the cockpit by the power lever. Whenever
than 1,900 rpm, the blade angle is at the low the power lever is at IDLE or above, this stop is
pitch stop.

Figure 7-38 Low Pitch Stop Diagram
set at approximately 15º for the C90A or approx- approximately 15º for the C90A or approxi-
imately 12º for the C90B. But bringing the power mately 12º for the C90B are requested before the
lever aft of IDLE progressively repositions the propeller blades are on the low pitch stop, the slip
stop to lesser blade angles. ring will not move, and the reversing cable and
linkage may be damaged.
Before reversing can take place, the propeller
must be on the low pitch stop. As the propellers The region from 15º to –11º (C90A) or 12º to
reach approximately 15º for the C90A or approx- –10º (C90B) blade angle is referred to as the Beta
imately 12º for the C90B, the Beta valve is range. On the C90A, the range from 15º to –5º,
repositioned, creating the low pitch stop. The pri- the engine’s compressor speed (N1) remains at
mary governor is sensing an underspeed and is the value it had when the power lever was at
directing oil pressure into the propeller dome. IDLE (low idle to high idle) based on condition
The Beta valve is controlling oil flow into the pri- lever position. From –5º to –11º blade angle, the
mary governor, and is defining the low pitch stop N1 speed progressively increases to a maximum
through oil pressure. value at –11º blade angle of approximately 85%
+
_ 3%. This region, designated by red and white
When blade angles less than approximately 15º stripes on the power lever gate, is referred to as
for the C90A or approximately 12º for the C90B the “Beta Plus Power” range or Reverse, and
are requested, the linkage pulls the Beta valve ends at maximum reverse.
actuator, readjusting the propeller blade angle as
the Beta valve allows more oil into the propeller On the C90B, the Ground Fine range extends
dome. The slip ring moves with the prop dome from +12º to +3º, and the engine’s compressor
and will define the low pitch stop at a lower, or speed (N1) remains at the value it had when the
negative, blade angle. If blade angles less than power lever was at IDLE (low idle to high idle)

based on condition lever position. From +3º to BETA AND REVERSE
–10º blade angle, the N1 speed progressively CONTROL
increases to a maximum value at –10º blade
angle of approximately +85% +
_ 3%. The geometry of the power lever linkage through
the cam box is such that power lever increments
Low Pitch Stop Operation from idle to full forward thrust have no effect on
the position of the Beta valve. When the power
During non-reversing operations, the low pitch lever is moved from idle into the reverse range, it
stop prevents the propeller blades from reducing positions the Beta valve to direct governor oil
the airflow over the empennage of the aircraft. pressure to the propeller piston, decreasing blade
angle through zero into a negative range. The
The low pitch stop uses a mechanical linkage to travel of the propeller servo piston is fed back to
hydraulically control propeller blade angle. As the Beta valve to null its position and, in effect,
the propeller blades reduce angle through provide infinite negative blade angles all the way
approximately 20º of pitch, the flange mounted to maximum reverse. The opposite will occur
on the propeller dome contacts the nuts located when the power lever is moved from full reverse
on the rods mounted on the slip ring. The propel- to any forward position up to idle, therefore pro-
ler dome moves the slip ring forward, which in viding the pilot with manual blade angle control
turn activates the Beta valve, which controls oil for ground handling.
pressure into the propeller dome.
Riding in the slip ring is linkage which connects Beta and Reverse Control
the Beta valve with the slip ring, and the power Operation
levers via a cable. As the slip ring moves, the link-
age pivots about the end with the cable attached to When the blade angle reaches approximately 20º,
it, with the Beta valve in the middle. For reversing, the flange extending from the dome makes con-
the pilot repositions the linkage with the power tact with the Beta nuts (Figure 7-39). As the
levers, which resets the low pitch stop. propeller pitch angle continues to decrease, each
flange on the propeller dome pushes the nut and
When the Beta valve is controlling blade angle, the attached Beta rod forward. As the rod moves
oil pressure supplied from the governor oil pump forward, it pulls the slip ring forward. In turn, a
is supplying pressure through the Beta valve to Beta valve inside the governor is pulled into the
the propeller dome. The Beta valve modulates oil pressure cutoff position. The linkage is set to
the amount of pressure entering the propeller control the oil pressure supply to the dome when
dome, controlling the blade angle. The primary the blade angle reaches low pitch stop.
governor must be in the underspeed condition,
allowing all of the pressure flowing from the Beta If this system were fixed at the low pitch stop, the
valve into the propeller dome. If the underspeed propeller could not be reset throughout the Beta
condition did not exist when lower blade angles range. However, the low pitch stop can be
are requested, the Beta valve could not fully con- adjusted to allow access to the Beta and reverse
trol the propeller blade angle, and the slip ring range on the ground. The hydraulic low pitch
would not move without help from the propeller stop can be reset to allow the propeller to operate
blades. Since the propeller blades only contact in the Beta and reverse ranges while the aircraft
the slip ring when the blades are at the low pitch is on the ground and the engines are operating.
stop, the request for lower blade angles when the
propellers are not on the low pitch stop will result When the power levers are lifted up and over the
in damage to the control cable, as it cannot effect idle detent into the Beta range, the Beta valve is
these changes alone. repositioned. As the Beta arm moves back, the

Figure 7-39 Beta Range and Reverse Diagram

Beta valve is opened, re-establishing oil flow to Assuming the propeller is not feathered, when-
the propeller dome. This allows the propeller ever the propeller rpm is below the selected
blade to move to a flatter pitch. As the propeller governor setting, the propeller blade angle is at
blades move to a flatter pitch, the propeller the low pitch stop. The low pitch stop mechanism
dome and slip ring continue forward, eventually is created by linkage that references the actual
moving the Beta valve back into position to stop blade angle.
propeller blades. In summary, the position of
the low pitch stop is controlled by the power Moving the power lever within the Beta range on
levers. When the power levers are set at idle or the C90A or the ground fire range on the C90B
above, the stop is set at approximately 15º on adjusts propeller pitch. Moving the power levers
the C90A or approximately 12º on the C90B. within the reverse range adjusts propeller pitch
When the power levers are moved aft of idle, and N 1 , up to the maximum N1 in reverse of
however, the low pitch stop is repositioned to 88%. Attempting to pull the power levers in
lesser blade angles. reverse with the propellers in feather will cause
damage to the reversing linkage of the power
The propeller can be feathered by moving the lever. Also, pulling the power levers into the
propeller lever full aft past the detent into the reverse position on the ground with the engines
feather range. The feathering action raises the shut down will damage the reversing system.
pilot valve to the full up position. The oil pres-
sure is released from the propeller pitch
mechanism and the propeller feathers. In this OVERSPEED GOVERNOR
type of turbine engine, the propeller shaft and N1 The overspeed governor provides protection
shaft are not connected. Thus, the propeller can against excessive propeller speed in the event of
be feathered with the engine running at idle primary governor malfunction. Since the PT6’s
power. Without an autofeather system, in flight, propeller is driven by a free turbine (independent
the propeller will maintain rpm unless it is manu- of the engine’s), overspeed could occur if the pri-
ally feathered when the engine is shut down. mary governor were to fail.
There are situations where the propeller primary The operating point of the overspeed governor is
governor cannot maintain the selected propeller set at 2,288 rpm. If an overspeeding propeller’s
rpm, such as final approach where power and airspeed reached 2,288 rpm, the overspeed governor
speed are being reduced. With the progressive would control the oil pressure and pitch to pre-
reduction of power and airspeed on final, the pro- vent the rpm from continuing its rise. From a
peller and rotating counterweights will tend to go pilot’s point of view, a propeller tachometer sta-
to the underspeed condition. In the underspeed bilized at approximately 2,288 would indicate
condition the pilot valve will open, increasing oil failure of the primary governor and proper opera-
pressure to the dome, and the propeller pitch will tion of the overspeed governor. The overspeed
decrease as power and airspeed are reduced. governor can be reset to approximately 2,000
Since the reversible propeller is capable of rpm for test purposes.
decreasing past 0º into negative or reverse blade
angles, the low pitch stop prevents the blade Overspeed Governor Operation
angle from decreasing beyond a predetermined
value. When the propeller governor becomes If the primary propeller governor failed, an over-
incapable of maintaining the onspeed condition, speed condition could occur. However, several
the propeller rpm will fall below the selected safety devices in the systems come into play in the
governor rpm setting. event of a primary governor failure. A hydraulic

overspeed governor (Figure 7-40) is located on the propeller rpm. In reverse, the fuel topping gover-
left side of the propeller reduction gearbox. It has nor is reset to 95% of selected rpm to insure that
a set of flyweights and a pilot valve similar to the propeller will not reach the selected rpm. The
those of the primary governor. If a runaway pro- fuel topping governor will only prevent an over-
peller’s speed were to reach 2,288 rpm, the speed if the primary governor’s flyweight’s are
overspeed governor flyweights would make its still operational.
pilot valve rise. This would decrease the oil pres-
sure at the propeller dome. The blade angle would
increase as necessary to prevent the rpm from con-
POWER LEVERS
tinuing its rise. Testing of the overspeed governor The power levers (Figure 7-41) are located on the
at approximately 2,000 rpm is accomplished dur- power lever quadrant (first two levers on the left
ing runup by using the propeller governor test side) on the center pedestal. They are mechani-
switch on the pilot’s left subpanel. cally interconnected through a cam box to the fuel
control unit, the Beta valve and follow-up mech-
FUEL TOPPING GOVERNOR anism, and the fuel topping (NP) governor. The
power lever quadrant permits movement of the
The fuel topping governor can also control an power lever from idle to maximum thrust and in
overspeed condition and is set at 6% above the the Beta/reverse range from idle to maximum
primary governor’s selected speed. In an over- reverse. A gate in the power lever quadrant at the
speed condition, the fuel topping governor will IDLE position prevents inadvertent movement of
limit propeller rpm by decreasing pneumatic the lever into the Beta/reverse range. The pilot
pressure to the fuel control unit, reducing fuel must lift the power levers up and over this gate
flow and engine speed as means of controlling to select Beta or reverse. On the C90B, there
Figure 7-40 Overspeed Governor Diagram

ernor (NG) and a fuel flow that will produce and
maintain the selected N1 rpm. In the Beta or
GROUND FINE range, the power levers are used
to change the propeller blade angle, thus chang-
ing propeller thrust.
In the REVERSE range, the power lever:
● Selects a blade angle proportionate to the
aft travel of the lever
● Selects an N1 that will sustain the
selected reverse power
● Resets the fuel topping governor from its
normal setting of 106% to approximately
95% of the primary governor setting
Propeller Control Levers

Propeller rpm, within the primary governor range
of 1,800 to 2,200 rpm, is set by the position of the
propeller control levers (Figure 7-42). These
levers, one for each propeller, are located between
the power levers and the condition levers on the
center pedestal quadrant. The full forward position
sets the primary governor at 2,200 rpm. In the full
aft position at the feathering detent, the primary
governor is set at 1,750 rpm. Intermediate propel-
ler rpm positions can be selected by moving the
Figure 7-41 Power Levers
is a second gate labeled “GROUND FINE,” to

distinguish between GROUND FINE and
REVERSE.
The function of the power levers is to establish a Figure 7-42 Propeller Control Levers
gas generator rpm through the gas generator gov-

propeller levers to the corresponding position, to lever switches are bypassed to complete the
select the desired rpm as indicated on the propeller autofeather circuit (Figure 7-45).
tachometer. These tachometers read directly in
revolutions per minute.
PROPELLER
A detent at the low rpm position prevents inad- SYNCHROPHASER SYSTEM
vertent movement of the propeller lever into the
feather position, indicated by the red and white A Type II synchrophaser system is installed in
stripes across the lever slots in the quadrant. At the King Air C90A and C90B. The propeller syn-
the full feather position, the levers position the chrophaser automatically matches the rpm of the
governor pilot valve to dump oil pressure from two propellers and maintains the blades of one
the propeller hub, and allow the counterweights propeller at a predetermined relative position
and springs to position the propeller blades to the with the blades of the other propeller. The pur-
feather position. pose of the system is to reduce propeller beat and
cabin noise from unsynchronized propellers.
AUTOFEATHER SYSTEM
Synchrophaser Operation
The automatic feathering system provides a
means of immediately dumping oil pressure from The Type II synchrophaser system (Figure 7-46)
the propeller hub, thus enabling the feathering is an electronic system, certificated for takeoff
spring and counterweights to start the feathering and landing. It is not a master-slave system, and
action of the blades in the event of an engine fail- it functions to match the rpm of both propellers
ure (Figure 7-43). Although the system is armed and establish a blade phase relationship between
by a switch on the subpanel, placarded the left and right propellers to reduce cabin noise
“AUTOFEATHER” and “ARM–OFF–TEST,” the to a minimum.
completion of the arming phase occurs when
both power levers are advanced above 90% N1, at The system cannot reduce rpm of either propeller
which time both the right and left indicator lights below the datum selected by the propeller control
on the annunciator panel indicate a fully armed lever. Therefore, there is no indicating annuncia-
system (Figure 7-44). The annunciator panel tor light associated with the Type II system.
lights are green, placarded “L AUTOFEATHER”
and “R AUTOFEATHER.” The system will To prevent either propeller from losing excessive
remain inoperative as long as either power lever rpm if the other propeller is feathered while the
is retarded below 90% N1 position. The system is synchrophaser is on, the synchrophaser has a lim-
designed for use only during takeoff, climb, and ited range of authority from the manual governor
missed approach and should be turned off when setting. In no case will the rpm fall below that
establishing cruise. With the system armed, if selected by the propeller control lever. Normal
torquemeter oil pressure on either engine drops governor operation is unchanged, but the syn-
below a prescribed setting, the oil is dumped chrophaser will continuously monitor propeller
from the servo, the feathering spring starts the rpm and reset either governor as required. Propel-
blades toward feather, and the autofeather system ler rpm and position is sensed by a magnetic pick-
of the other engine is disarmed. Disarming of the up mounted adjacent to each propeller spinner
autofeather portion of the operative engine is fur- bulkhead. This magnetic pick-up will transmit
ther indicated when the annunciator indicator electrical pulses once per revolution to a control
light for that engine extinguishes. Autofeather box installed forward of the pedestal.
System Test
The control box converts any pulse rate differ-
The autofeather test is accomplished with the ences into correction commands, which are
power below 90% N1. Therefore, the autofeather transmitted to coils mounted close to the fly-
switch must be held to TEST so that the power weights of each primary governor. By varying

Figure 7-43 Autofeather System Diagram—Left Engine Failed and Feathering

Figure 7-44 Autofeather System Diagram—Armed

Figure 7-45 Autofeather Test Diagram

the coil voltage, the governor speed settings are will bring the speeds within the limited syn-
biased until the prop rpm’s exactly match. A tog- chrophaser range. If preferred, turn the
gle switch installed adjacent to the synchroscope synchrophaser switch off, resynchronize manu-
turns the system on. In the synchrophaser OFF ally, and turn the synchrophaser on.
position, the governors operate at the manual
speed settings selected by the pilot. To operate
the synchrophaser system, synchronize the pro- Propeller Synchroscope
pellers manually or establish a maximum of 20
rpm difference between the engines, then turn the A propeller synchroscope is located to the left of
synchrophaser on. The system may be on for the oil pressure/temperature indicators and gives
takeoff and landing. the status of propeller synchronization. The face
of the synchroscope has a black and white cross
To change rpm with the system on, adjust both pattern which can spin either left or right. If the
propeller controls at the same time. If the syn- right propeller rpm is greater than the left, the
chrophaser is on but does not adjust the prop face turns clockwise or right. With the left pro-
rpm to match, the system has reached the end of peller rpm greater than the right, the face turns
its range. Increasing the setting of the slow counterclockwise or left. No rotation of the face
prop, or reducing the setting of the fast prop, indicates that both propellers are synchronized.
Figure 7-46 Propeller Synchrophaser

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CHAPTER 7

FOR TRAINING PURPOSES ONLY 7-i

Control Pedestal ............................................................................................................ 7-22

7-ii FOR TRAINING PURPOSES ONLY

Figure Title Page

7-1 Powerplant Installation ............................................................................................ 7-2

FOR TRAINING PURPOSES ONLY 7-iii

7-iv FOR TRAINING PURPOSES ONLY

GENERAL this section is to give the participants a sufficient

FOR TRAINING PURPOSES ONLY 7-1

7-2 FOR TRAINING PURPOSES ONLY

Figure 7-2 Engine Installation

FOR TRAINING PURPOSES ONLY 7-3

Figure 7-3 PT6A-21 Specifications

7-4 FOR TRAINING PURPOSES ONLY

ENGINE TERMS FREE-TURBINE REVERSE-

Figure 7-4 Free Turbine

FOR TRAINING PURPOSES ONLY 7-5

Figure 7-6 Engine Stations

7-6 FOR TRAINING PURPOSES ONLY

Figure 7-8 Engine Gas Flow

FOR TRAINING PURPOSES ONLY 7-7

Figure 7-10 Engine Construction

7-8 FOR TRAINING PURPOSES ONLY

Figure 7-11 Typical Engine Modular Construction

FOR TRAINING PURPOSES ONLY 7-9

Figure 7-12 Compressor Bleed Valve

7-10 FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY 7-11

7-12 FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY 7-13

FOR TRAINING PURPOSES ONLY 7-15

7-16 FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY 7-17

PURGE VALVE CONDITION LEVER

Figure 7-19 Simplified Fuel Control System

7-18 FOR TRAINING PURPOSES ONLY

L FUEL PRESS L OIL PRESS R OIL PRESS R FUEL PRESS

L IGNITION ON R IGNITION ON L AUTOFEATHER LDG/TAXI LIGHT

Figure 7-20 Fuel Pressure Annunciators

FOR TRAINING PURPOSES ONLY 7-19

ITT AND TORQUEMETERS

Figure 7-21 Fuel Flow Indicator ITT GAGE

7-20 FOR TRAINING PURPOSES ONLY

TORQUEMETER Figure 7-23 Engine Instrument Markings

FOR TRAINING PURPOSES ONLY 7-21

torque being produced at the propeller shaft.

The torque transmitter measures this torque and

sends an AC signal to the instrument on the T T

instrument panel (DC signal on LJ-1361, LJ-

1363, and after). DN CAUTION

GAS GENERATOR LEFT

(Figure 7-23). The face of this instrument con-

NAV DATA TIMER DH COURSE