Beech 1900 Airliner Maintenance Training Manual V.I

INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:
Second Edition ..... ........... 0 .... January 2007
Revision ....................... 01 ............ July 2007
NOTE:
For printing purposes, revision numbers in footers occur at the bottom of every page
that has changed in any way (grammatical or typographical revisions, reflow of pages,
and other changes that do not necessarily affect the meaning of the manual).
Page
No.
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FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer's Airplane Flight Manual , Pilot Manual and Maintenance Manuals. It
is to be used for familiarization and training purposes on ly.
At the time of printing it contained then-current information. In the event of conflict
between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible . We welcome any
suggestions you might have for improving this manual or any other aspect of our training
program .
Courses for the Beech 1900 and other Beech aircraft are taught at the following FlightSafety
learning center:
FlightSafety Learning Center
Hawker Beechcraft Maintenance Learning Center
9525 East Central Avenue
Wichita , Kansas 67206
(316) 612-5400
(800) 808-0976
FAX (316) 612-5449
Copyright 2007 by Fli ghtSa fety Intern ati ona l, Inc.

All rights reserved.
Prinled in the U nited
Siaies of Ameri ca.
CONTENTS
VOLUME 1
Chapter Title
ATA
Number
INTRODUCTION
ATA lOa
AIRCRAFT GENERAL
AIR CONDITIONING
AVIONICS
5-12
21
22, 23, 34
ELECTRICAL POWER
24
EQUIPMENT AND FURNISHINGS
25
FIRE PROTECTION
26
FLIGHT CONTROLS
27
FUEL
28
HYDRAULIC POWER
29
ICE AND RAIN PROTECTION
30
INDICATING AND RECORDING SYSTEMS
31
Flight~~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAINING MANUAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
as installed in the Beech 1900 airliner. This information is intended as an instructional
aid only: it does not supersede, nor is it meant to substitute for any of the manufacturer's
maintenance or operating manuals. This material has been prepared from the basic design data, and all subsequent changes in airplane appearance or system operation will
be covered during academic training and subsequent revisions to this manual.
The first chapter of this manual, "ATA 100," is an introduction to the Air Transport Associatio n format for aircraft maintenance manuals. It is intended to describe simply the
basic format for all ATA laO Maintenance Manual chapters and also to explain where
variations may exist from one manufacturer to another.
Each chapter following "ATA I 00" of this book has listed on the divider tab the ATA chapter(s)
in cluded , such as "24 Electrical." In some cases it was appropriate , for training purposes, to include more than one ATA chapter in one chapter of this book, such as Chapters 4 through 12 in
"Aircraft General." The tab marked ''Aircraft General 4-12" indicates that applicable ATA 100
Mail/renance Manua! Chapters 4 through 12 are covered in that chapter. Any chapter not included
in the manufacturer's Main/enance Manua! for that particular airplane is not included in that
chap ter of this training manual.
1-1
Flight~ty.
BEECH 1900 AIRLINER M A INTENANCE TRAINING MANUAL
The goa l of this course is to provide the very

best training possib le for the clients in our
maintenance initial program . So that th e re is
no uncertainty about wh at is expec ted of the
c lient, th e following basic objectives are presented for this course.
Locate major component s without reference to documentation and other components with the aid of documentation.
Given the Maint enan.ce Man.ual , c lass notes,

and this training manual (as specified by the
FlightSafety instructor) , the client will be able
to pass a written examination upon completion
of this course to the grading level prescribed
by the FlightSafety Director of Training. The
maintenance technician will be able to :
Perform maintenance preflight and postflight inspections.
Outline the ATA 100 system ofmaintenance documentation , including the

major chapter headings and symbology.
The FlightSafety instructor will modify the

stated overall objective conditions and criteria to satisfy selected performance requirements, when appropriate. The performance
levels specified will not vary from those di rected by the FlightSafety Director of Training.
Describe the meaning and application of

each piece of manufacturer's maintenance documen tation and use the documentation in practical app lications.
Describe the operation of all major systems in the normal and variou s abnormal
operating modes.
Perform selected normal and emergency

cockpit procedures as required for engine start/run - up , APU start, battery
check , airplane taxiing, etc . (requires
use of a simulator).
Outline the recommended maintenance

schedule and applicable opt ions.
1-2
Flight~ty.
ATA 100
INTRODUCTION
The purpose of this chapter is to describe the arra ngement, numbering system, and special features of the Air Transport Association form at for aircraft maintenance manual s.
To take advantage of all the material presen ted in an ATA 100 manual , the maintenance
techn ician must become thoroughly familiar with the outline and contents presented for
any given airplane.
GENERAL
The Beech 1900 Maintenance Manual , ILlus trated Parts Catalo g, and Wiring Diagram
Manual are prepared in accordance with the
Air Transport Association Specification No.
100 for Manufacturer's technical data.
Th ese manuals have been prepared to assist

maintenan ce personnel in servici ng and main taining Beech ai rplan es. They provide the necessary information required to enable the
mechanic to service, inspect, troubleshoot, re move, and replace components or repair systems.
21
CHAPTER/SECTION NUMBERING
SECOND ELEMENT
FIRST ELEMENT
------,1 I
-----'IT'l-IIiRD ELEMENT
21-20-01
lr
CHAPTER \SYSTEM) _ _ _--'I

AIR COND TIONING
L I- - - -
SUBJECT (UN IT)

BLOWER
SECTION (SUBSYSTEM)
DISTRIBUTION
EXAMPLES:
21-20-00
COVERAGE
WHEN CHAPTER (SYSTEM) ELEMENT
NUMBER IS FOLLOWED BY ZEROS IN
SECTION AND SUBJECT ELEMENTS.
INFORMATION IS APPLICABLE TO THE
ENTIRE SYSTEM.
21-60-00
WHEN CHAPTER (SYSTEM) ELEMENT

NUMBER IS FOLLOWED BY ZEROS IN
SUBJECT ELEMENT. INFORMATION IS
APPLICABLE TO SUBSYSTEM AS A WHOLE.
SYSTEM _ _ _ _-IT
AIR CONDITIONING
SUBSYSTEM _ _ _ _ _--'T
TEMPERATURE CONTROL
SUB-SUBSYSTEM
21-61-00
DUAL TEMPERATURE _ _ _ _ _----'T
CONTROL
UNIT
21-61-05
DUAL TEMPERATURE _ _ _ _ _ _----'T
CONTROL VALVE
THIS DIGIT REPRESENTS A SUBSUBSYSTEM: INFORMATION IS

APPLICABLE TO SUB-SUBSYSTEM AS
AWHOLE.
INFORMATION IS APPLICABLE TO
SPECIFIC UNIT (COMPONENT) OF
SUB-SUBSYSTEM
Figure 2-1. ATA 100 Numbering
2-2
Flight...~ty.
Information beyond the scope of these man uals may be found in the Beech Overhaul
Manual, Structural Repair Manual, "Tool
and Equipment List" or Component Maintenance Manuals.
Technical publications available from the manufacturer of the various components and systems which are not covered in the Maintenance
Manual must be utilized as required for maintenance of those components and systems.
These manuals have been designed for
aerofiche presentation. To facilitate the use of
the manual for aerofiche , fichelframe numbers have been added to the various tables of
contents and alphabetical and numerical indexes as applicable. Refer to the header of the
applicable fiche for location of various indexing information .
MAINTENANCE MANUAL
TEMPORARY REVISION
Additional information which becomes available may be provided by temporary revision .
This service is used to provide, without delay,
new information which will assist in main taining safe flight/ground operations. Tempo rary revisions are numbered consecutively
within the ATA chapter assignment and page
numbering, utilizing the three-element number which matches the manual (Figure 2-1).
Temporary revisions are normally incorporated into the manual at the next regularly
scheduled revision.
REGULAR REVISION
Pages to be removed or inserted in the ma nual are controlled by the effectivity page.
Pages are listed in sequence by the three-element number (chapter/section/subject) and
then by page number. When two pages display
the same three-element number and page number, the page displaying the most recent Date
of Page Issue shall be inserted in the manual.
The date column on the corresponding chapter effectivity page verifies the active page.
REVISION BARS
Additions, deletions, or revisions to text in an
existing section are identified by a revision bar
in the left margin of the page adjacent to
the change.
When technical changes cause unchanged text
to appear on a different pagels), a revision
bar is placed in the margin opposite the page
number of all affected pages, provided no
other revision bar appears on the page. These
pages are updated to the current regular revi sion date.
When extensive technical changes are made to
text in an existing section that requires complete retype of the copy, revision bars appear
full length of the tex t.
LIST OF EFFECTIVE PAGES

A list of effective pages is provided with each
manual chapter. All pages in the chapter are
listed in sequence with the most recent revision date for each page. A revised list of effective pages is provided for each chapter with
every regular manual revision.
FOR TRAIN ING PURPOSES ONLY
2-3
Flight!!!!;!ty.
DIVISION OF SUBJECT
MATTER
Th e 1900 Maintenance Manual is divided into
four major sections:
Aircraft General
Airframe Systems
Structure
Powerplant
Depend ing on the manufacturer, some maintenance manuals may be broken down into
more major sections , if required, Each major
sect ion is, in turn , separated into chapters,
wi th each chapter having its own effectivity
page and table of contents , Only the app li cable chapters are included in any particular airplane 's maintenance manual.
STANDARD NUMBERING
SYSTEM
The numbering system identifies and segregates subject matter by chapter (system), sec tion (s ubsystem) , and subject (unit). The
sys tem is a conventio nal dash number breakdown, and each number is composed of three
elements consisting of two digits each. When
referred to as a unit , the three- e lemen t num ber (c hapter/sec tion /s ubject) is called the
" chapter/section" number. The chapter/section number is located on the lower right corner of each page with the page number and date.
Figure 2-1 illu strates the numbering system.
2-4
NOTES
SERVICE BULLETIN
COMMUNIQUE INFORMATION
Structural repair manual
In addition to the maintenance manual, manufacturers also issue Service Bulletins to identify areas where safety may become
compromised, areas of improvement to enhance convenience or extend the life of specific parts etc.
Service bulletins
Beech Aircraft Corporation issues two types of

Service Bulletins: mandatory and optional.
Mandatory would naturally be a safety related
item while optional would be done at the customer' s discretion. Some optional bulletins are
given greater emphasis by being recommended
by Beech. The compliance section of the bulletin will describe the appropriate emphasis.
Pratt and Whitn ey publications

Communiques
ORDERING BEECH
PUBLICATIONS
See Beech Service Bulletin number 2001 for
ordering and subscription information.
NOTES
Communiques are also issued on a random

basis to provide information of a general nature.
GENERAL
The 1900 airliners are identifie d as:
MODEL
SERIAL NUMBER
1900
UA -2 and UA -3
1900C
UB-I-UB-74
1900C
UC- I-UC -174
1900C (CI2J)
UD-I-UD-6
1900D
UE- l
1900 MAINTENANCE
PUBLICATIONS
The following publications will be used in, or
be available for reference during training:
1900 Maintenance Manuals
Wire diagram manual
Parts catalog
Component maintenance manual
2-5
Flight~tY.
AFT BAGGAGE/CARGO COMPA RTMENT

(AFT SECTION)
FORWARD CABIN
BAGGAGE COMPARTMENT
AFT BAGGAGE/CARGO COMPARTMENT

(FORWARD SECTION)
l..J.U
~.J!I'=I'Ld"onon
AFT PARTITION
BAGGAGE WEB
Figure 2-2. UE Cabin Arrangements
2-6
Flight~ty.
Upgrad ed Collins RMl36 (30)
1900 AIRCRAFT
DI FFERENCES
New Tone Generator

Airspeed Warning Switch
MODEL COMPARISONS
1900D
1900C
Maximum Ramp ............ 17 ,060
16 ,710
Maximum Takeoff.. ....... 16,950
16 ,600
Maximum Landing .... .... 16, 100
16,100
Maximum Zero Fuel .... . 15 ,000
14,000
In creased Weights
Useful Load (maximum) 6,893 .
6,899
Pay load With Full Fuel... 2,424
2,430
MODEL DIFFERENCES BY ATA

CODE-UE VERSUS UB/C
ATA-21 Air Conditioning
Maximum pressure differential raised
to 5.0 (4.8) Revised pressure regulators,
ducting, outflow valves, and precooler
control val ves
ATA-24 Electrical
Current sensors for pitot and stall warn ing heat
Dual AC buses (one)
Power for the fuel shutoff valve , fire extinguisher, and attitude gyros separated
for rotor burst protection
ATA-25 Equipment and

Furnishings
New interior design
ATA-26 Fire Protection

Changes in firewall and nacelle
ATA-27 Flight Controls

Larger rudder
Larger elevator tab
Dual pushrod tab actuators
Control cables rerouted for rotor burst
protection
ATA-22 Autopilot
Optional Collins APS -65 (Sperry APZ2000 or S PI -4000)
ATA-23 Communications
Three position flaps (4)
ATA-28 Fuel
Cockpit Voice Recorder-standard

(optional)
Outboard vent system redesigned to accommodate new wing tip
Flight Data Recorder-standard

(optional)
Refer to page 28-14 for additional

differences.
Upgraded Collins-ADF 462 (ADF 60)

Upgraded Collins Radio Altimeter
55 (50)
Radar power annunciator added
Upgraded Collins Transponder TDR 94
(TDR 90)
ATA-30 Ice and Rain Protection

Larger propeller deice boots
Additional deice boot coverage on wing
and tail
Deic e boot sen sing and annunciation
2-7
Flight~~ty'
MAIN TANK
Figure 2-3. UE General Arrangement
2-8
1.
WEATHER RADAR ANTENNA
11.
AILERON TRIM TAB
2.
COMMUNICATION, NAVIGATION, AND

RADAR EQUIPMENT
12.
AILERON
13.
INTEGRAL WET WING
EMERGENCY EXIT DOORS (DOOR ON
14.
LEADING-EDGE WING TANKS
LEFT OF FUSELAGE NOT VISIBLE)
15.
BOX SECTION TANKS
16.
CENTER WING TANKS
3.
4.
5.
6.
7.
8.
9.
10.
CARGO DOOR
ELEVATOR T RIM TABS
17.
PT6A-65B TURBOPROP ENGINE
TAl LETS
18.
4-BLADED HARTZELL PROPELLER
STABILONS
CARGO DOOR PULLDOWN HANDLE
19.
FORWARD AIRSTAIR DOOR
20.
TAX I LIGHT
INBOARD FLAP SECTION

OUTBOARD FLAP SECTION
Figure 2-4. UAIB General Arrangement
2-9
FlightSafety.
.rtemalla oal
FORWARD
ENTRY DOOR
EXITS
Figure 2-5. Emergency Exits
2-10
Flight~ty.
ATA-61 Propellers
ATA-31 Instruments
o
New airspeed indicator markings

Revised overhead , annunciation , and
electroluminescent panels
New Hartzell propellers and spinners
ATA-71-80 Engines
PT6A-67D engines 1,279 SHP
(PT6A -65B, 1,100 S HP)
ATA-32 Landing Gear

o
Rerouted hydraulic lines for rotor burst

protection
ATA-33 Lights
o
Relocated strobe and position lights
Dual position lights (single)
ATA-35 Oxygen
o
Composite oxygen bottle (steel) ALt)""L/\-';'~
Crew mask with added microphones
Relocated passenger masks overhead
Increased overspeed governor control

to maximum of 1,802 RPM (1 ,768 )
New engine truss
New autofeather an nunciation
New exhaust stacks
NOTES
is-
CAI2...9cN (jCiI3U2 -
ATA-51-57 Structures
o
Wing spar reinforced, larger span,

winglets, and improved fatigue life
Taller airstair, cargo door, and emergency exits
Closure assist on airstair door
Interior 71" (51")
Revised tai1cone , nacelle, tailets ,

dorsal fi n
Added ventral fins
Larger cabin windows
Vortex generators added to ou tboard flaps
Removed vortex generators on wing in board area
Removed wing fences
2-11
Flight~tY.
PILOT'S SUBPANEL
COPILOT'S SUBPANEL
Figure 2-6.
2-12
UE Subpanels
Flight~ty.
SERIES UAiUB
Figure 2-7. UC Subpanels
2-13
Flight~~ty.
Figure 2-8. Line Servicing Data (Sheet 1 of 2)
2-14
Flight~ty.
CD
FUEL TANK FILLER CAPS

(TYPICAL LEFT AND RI GHT)
(NO AUX TANKS ON UB MODELS)
APPROVED FUEL GRADES AND ADDITIVES
RECOMMEND ED EN GINE FUELS
COMMERCIAL GRADES:
JET A
JET A-1
JET B
MILITARY GRADES:
JP-4
JP-5
JP-8
EMERGEN CY ENGINE FUELS
COMMERCIAL AVIATION GASOLINE GRADES:
80 RED (FORMERLY 80/87)
100LL BLUE'
100 GREEN (FORM ERLY 100/130)
115/145 (PURPLE)
MILITARY AVIAT ION GASOLIN E GRADES:
80187 RED
100/130 GREEN
115/145 PURPLE
HYDRAULIC FLUID RESERVOIR (BRAKE)
SPECIFICATION MILH-5606 , 1 US PINT
(SEE MAINTENANCE MANUAL)
BATTERY
24 VO LT, 23-AMPERE HOUR OR OPTIONAL
34-APHERE HOUR NICKEL CADMIUM
FIRE EXTINGUISH ERS (HAN D TYPE) HALON 1301
OXYGEN SUPPLY CYLINDERS (2)

OXYGEN SPECIFICATION: MIL0-2721O
AVIATORS BREATHING OXYGEN: 76.5 CU. FT. EACH
ENGINE FIRE EXTINGUISH ER (TYPICAL LEFT

AND RIGHT)
EXTINGU ISHING AGENT: MILE-52031
2.1 POUNDS HALON 1301 , 360 PSI (D RY
NITROGEN CHARG E)
TIRE PRESSURE
(FULL FUEL, NO PASSENGERS, NO BAGGAGE)
MAINS 97 +5-0 ON GROUND (UE)
MAINS 93 +5 -0 ON JACKS (UE)
NOSE 60 +5 -0 (UE)
MAINS 95 PSI ON GROUND (UB/C)
MAINS 91 PSI ON JACKS (UB/C)
NOSE 60 PSI
REFER TO PRATT & WHITNEY SERVICE BULLETIN

14001 FOR PT6A-67D OR 13001 FOR PT6A-65B FOR
SPECIFIED OIL SERVICING DATA
DC EXTERNAL POWER RECEPTACLE (24 VOLT)
MAIN HYDRAULIC FLUID RESERVIORFOR LANDING GEAR

SPECIFICATION MILH-5606, 3 U.S. PINTS
(SEE MAINTENANCE MANUAL)
Figure 2-8, Line Servicing Data (Sheet 2 of 2)
2-15
Flight~~ty.
SYSTEM OPERATIONAL
DIFFERENCES
1900C Engine
T.O ...................... ........... 3,400 fool -Ib torque
1900D Engine
T.O ................................. 3,950 foot -lb torque
Maximum
Continuous Torque .... ........ .................... 3,750
Maximum
Continuous Torque ...... ..................... ..... 3,400
Low Idle .......................... ............. ....... 58-61 %
High Idle .............................................. 70 1 %
Low Idle .............................................. 68 1 %

T.O. ITT ........................................... ..... 820 C
0
High Idle ........ .. ....................... ... ...... .... 71 1 %
1900C Propeller
T.O. ITT .. ...... .. ............................... ... .... 800 0 C
Hub Number. ........................... HC-B4MP-3A
1900D Propeller
Blade Number ....... ...... ....... .......... .. MI0877K
Hub Number ............. ... .............. HC-E4A-3A
1900C Blade Angles
Blade Number.. ........... .......... ........ ... EI0950K
Feather ............... .. ............ ..................... 80 .5'
1900D Blade Angles
Flight Idle .................................................. 13 0
Feather.. ................ ..... .................. ......... 79 .5

Ground Idle ..................................... ..... .... .... 7'
Flight Idle ............ ............................ 12.7 .1
Reverse ......... ........ ...................... ... ...... 14 .S'

Ground Idle ........................................ 4.9 .5
1900C Operating Limits

Reverse .............. ............. ................. 14.5 .5
None
1900D Operating Limits

Ground Limits ..... ... ... ...... .... ..... 400-950 rpm
1250- 1395 rpm
2-16
Flight~ty.
BEECH 190 0 AIRLINER MAINTENANCE TRAINING MANUAL
CHAPTER 5-12
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ......................................... .. ................................ .... ..................... ..... .......... 5-1
TIME LIMTTSIMISCELLANEOUS CHECKS .................... ....................... ............. ...... ........ 5-2
Description ................................................................... .. ... ........... .............................. ,..... 5-2
Continuous Inspection Program ............. ........ .... .................. ..... ... .... ........ ....... ................. 5-3
DIMENSIONS AN D AREAS............. ... .... ...... .. .... ..... ........ .... ...... .... ........ .......... .................... 6-1
Description....................... ........... ..................................................................................... 6-3
Airplane Stations ......................... ..................................................................................... 6-5
Airplane Zones ............................................... ..... .................... .. ................ ... ............. ... ... . 6-9
Airplane Access Panels.......... ..... .. ......... .. ...... ...... ...... ..... ............ ..... ................... .... ....... 6-13
LIFTING AND SHORING ........ .... ... .... ....... ........... ......... ... .... ................................................ 7-1
Description ............. ...... ... ..... ...................... .... ...... .......... .. ....................... ....... .... ....... ...... . 73
Hoisting......... .......... .... ......... ........... ... ... ..... ............ .. ... ........... ....... .... ... .... ........................ 7-3
Jacking .................................................................. .......... .......... .... .................... .. ............. 75
LEVELING AND WEIGHING ........................................................................... .................... 81
Leveling ... .. ...:......................... .. ................. ... .. ........... ................. .... ............ .......... .. ..... ..... 83
Weighing .... ............ ... ........ .. ...... .... .......... .... ... ...... .. ....... ....... .......... ... ................... ......... ... 85
TOWING AND TAXIING...................................................................................................... 91
Description.......................... ............................................................................................. 9-3
Operation ............... .......... ................................................ ........... .... ...... ......... .. ................. 9-5
Turning Radius .................................................. ............. .................................................. 97
5-i
Flight~..!!i~t~
PARKING AND MOORING ..................... .. .... .. .... ..... ... ..... ......... ..... ...... ........... .... ...... ......... 10Description ....... .... ...... .... ... .... .... ....... ...... .... ... ... .................................. ............. .... .. .... ... .. 10Parki ng ..... ..... ... ...... .... ... ..... ..... ... ..... .... ...... ...... ... .. ..... ..... ........... ...... .. ............... .... .......... 10Storage. ..... ..... ..... ..... .... ........ ..... ...... ....... ........ ..... ....... ........ .................. .... ..... ....... ...... .... 10Mooring ........... .... ........ ........ ............ ............ ...... ........ .. ..... ...... ..... ...... .......................... 10-1
PLACARDS AND MARKINGS ..... .. ............ ... ...... ................... ............. ............. .................. 11Description .. ...... .... .. ... ................................................. ......... .......................... .. .............. 11SERVICING .... .... ........ .... .. .. ..... .................. .......................... ...... .... .... .... .... ...... .......... ........... 12Description.. .. ...... ........ ... .... .. .... ...... ... .. ..... ................ ...... ............. ........ ........ ... ..... ........... 12Scheduled Servicing ............ .... .... ....... .. ......... ............ .......... .. ..... ...... .. ............. .... ..... .... . 12-
5-jj
Flight!!!~ty.
ILLUSTRATIONS
Figure
Title
Page
6-1
Airplane Dimensions ... ... ... ... ..... .... ... ................. .... .... .... ... ............ .................. .......... 6-2
6-2
Fuselage Stations Diagram ... ....................... ..... ... .. ...... ........... .................................. 6-4
6-3
Airplane Areas .... .... .. ......... ..... ..... ............... ............ .. .. ........... ..... .... ............. ..... ..... ... 6-6
6-4
Airplane Reference Stations .. ...... ....... ..... ... .. ... ...... ...... ... ...... ...... ..... .. ........ .... ... .. ...... 6-7
6-5
Fuselage Zones Diagram. .... .. ..... .. .... ............. ....... .............. ........ .... ... ....................... 6-8
6-6
Wing Zones Diagram .. ... ..................... .. .. .. ..... .. ..... ............. .. ..... .. .. ..... ... ... ... .. .. .... ... 6-11
6-7
Airplane Access Panel Numbering ....... ..... ..... .... .... ....... ........... ....... .. ...... .... .......... 6-12
7-1
Airplane Hoisting Sling and Lifting Jack ....................... ... ........... .. ... ... ............ .. ... .. 7-2
7-2
Nose Gear Jacking Point ......... .... ......... .. .... ......... ....... .................................. .......... .. 7-4
7-3
Main Gear Jacking Point .... .... ........................ ......... ... ... ..................................... .. .... 7-6
7-4
Tail Stand Location...... ... ..... .. ... ... ...... .................................................. .... ................ 7-7
8-1
Leveling the Airplane ......... ..... ........... ......... ....... .... ........ ... ....... .. .. ............. ...... ......... 8-2
8-2
Dimensional Data ........ .. ......... ... .......... ... .... ... .. ... ...................................................... 8-4
9-1
Tow Bars .. ......... .... .. ........... .. ..................................................................................... 9-2
9-2
Towing the Airplane................................. .. ......... .. ... .. .......... ......... .. ...... .. .. ...... ........ . 9-4
9-3
Airplane Ground Turning Clearance .......... ....... .......................... ....... ...... ....... ......... 9-6
10-1
Gust Control Surface Lock Assembly ....... .. ............................... .. ........... .. ...... ...... 10-2
10-2
Landing Gear Downlocks .............................................. ........................ .. .............. 10-4
10-3
Protective Covers .... .................. ........ ........... ........ .. ......... .... ....... .......... ...... ............ 10-6
10-4
Ground Points. ...... ..... ..... .. ............... .... ......................... .. ..... ...... ...... .......... ... ......... 10-8
10-5
Mooring the Airplane... ........... ...... ................ ......... ........ ....... ....... ................. ....... 10-14
10-6
Main Landing Gear Shock Strut Limiters.. ........ .. .. ............... .. .. ............ ....... ....... 10-16
12-1
Lubrication of Threads.... ... .. ... .................... .. .... ...................... ....... .. .... ...... ............ 12-9
5-iii
Flight~1!!.~ty,
12-2
Nacelle Engine Controls and Inertial Anti-Ice Lubrication ...... .. .......... .. ......... .... 12-1 0
12-3
Flight Compartment Engine Controls and Propeller Lubrication .............. .. .. ..... 12-1 2
12-4
Nose Landing Gear Lubrication ......................... .. ........... ....... .. .................... .. ..... 12-1 4
12-5
Main Landing Gear Lubrication ........................... .... .......... .. ......... .. .................... 12-1 6
12-6
Flight Compartment and Elevator Controls Lubrication.. .......... ........... .............. 12-1 8
12-7
Rudder Control System Lubrication .......... .. .......... .... ... ... .................................... 12-20
12-8
Flap and Aileron Control System Lubrication .. .. .. ... ........................................... 12-22
12-9
Avionics Compartment Door Lubrication ................... .. ......... .. ....... ................ ... . 12-24
12-10
Cabin Airstair Lubrication ..................... ... .............. .......................... ................... 12-26
12-11
Cargo Door Lubrication ........... ... .. ... .. ... ............................. ............................... .. . 12-28
TABLES
Table
Title
Page
5-1
Continuous Inspection Schedule Example .. .. ......... ...... .............. ................... .. ........ . 5-8
6-1
Major zones ..................................................................................... .. ...... .... ............. 6-9
12-1
Thread Lubricants Chart ..... .... ....... .......... ......... ................ .. .... ........................... .... 12-8
5-iv
Flight~~ty.
CHAPTER 5-12
AIRCRAFT GENERAL
INTRODUCTION
This chapter presents information pertaining to Chapters 5 through II of the Beech 1900
Airliner Aircraft Maintenance Manual (AMM). It is meant to be an overview or guide to
the type of information found in these chapters and not a specific source. References
for this chapter and further specific information can be found in Chapter 5-"Time
Li mits/Mi scellaneous Checks," Chapter 6- "Dimensions and Areas," Chapter 7"Lift ing and Shoring," Chapter 8- "Leve1ing and Weighing," Chapter 9-"Towing and
Taxiing," Chapter lO-"Parking and Mooring," and Chapter ll - "Placards and Markings"
of the AMM.
FOR TRAINING PURPOSES ON LY
5-1
Flight~1!!~t~
TIME L1MITSI
MISCELLANEOUS
CHECKS
DESCRIPTION
Factory Aircraft Comprehensive Tracking
System (FACTS) program is the factory computerized maintenance-tracking and forecasting system for the Model 1900D airliner. The
FACTS program for the Model] 900D airliner
adheres to the guidelines established in the
AMM. Any variation to the inspection program mu st be approved in writing by the FAA
Flight Standards District Office (FSDO) or
Airworthiness Authority. The FACTS program
meet s the requirements of both 14 CFR Part
91 and 14 CFR Part 135.
The inspection program in the AMM and within

the maintenance-tracking system is ba sed on
numbers of flight hours, cycles of operation,
or calendar time. The basis for calendar-timelimited inspections is the date on the ORIGINAL STANDARD AIRWORTHINESS
CERTIFICATE, FAA Form No. 8100-2, that is
issued with a new airplane. Additionally,
Hawker Beechcraft Aircraft Company recom mends that operators record the number of cycles experienced on individual components
for purposes of complying with in spections
based on cycle count. Hobbs meter time or airplane log sheets can be used for determining
when inspections and maintenance based on
flight hours is due. However, the method chosen for recording flight hours should remain
constant throughout the life of the airplane.
NOTE
A flight cycle is defined as: Engine
s tart-up and increase to full or partial power (as required during a normal flight), one landing gear
retraction and extension and a compl e te shutdown .
5-2
The times in this inspection program hav

been establi s hed only as a guideline to givi
the owner/operator a benchmark from whicl
to begin the program. The se rvice history 0
fleet experience of a particular operatio l
may indicate that departure from the time
in this chapter would be advantageous
However, if changes to a previously approve,
program are desired , they must be subm itte
to the FSDO for approval. Accomplish all i
spections listed in this chapter with referenc
to the AMM and the appropriate supp lie
maintenance publications. Maintenance i
formation on most of the major component
of the airplane is co ntained in the Compolle
Maintellance Manual (CMM).
WARNING
When an airplane has experienced

abnormal landing gear procedures of
any type, as a safety precaution, place
the airplane on jacks prior to performing any inspection or maintenance. Ensure that all three landing
gear are down and locked prior to removing the airplane from the jacks.
I CAUTION I
Jacking of an airplane for the purpose of landing gear operation, inspection, servicing, or maintenance
should be accomplished within an
enclosed building or hangar. In the
interest of safety, should it become
necessary to jack the airplane in
the open, wind velocity in any direction and terrain variations must
be compensated for prior to jacking
the airplane.
Inspection Program
The Model 1900 Airliner inspection progra
and the computerized maintenance-track! D
system enables an owner/operator to accomplis
in spections and maintenance on an on-golD
basis in accordance with 14 CFR Part 91.409

(f) (3). A complete inspection cycle is 1,200
hours or 24 months. The mspectlOn cycle IS
divided into six detailed inspections and each
in spection cycle is done at 200 hours with each
consecutive detaIled mspectlon 200 hours after
the previous inspection. The detailed inspection s provide a thorough inspection of specific
components and systems and occur at 200-hour
intervals.
Time-Limited Inspections
This section lists items that are subject to a
thorou gh inspection based on flight hours, cycles of operation, or calendar ti me. These timelimited inspections do not meet the criteria
establi shed for more detailed and frequent inspections listed in the Continuous Inspection
Program section. The first time-limited inspection of an item must be accomplished not later
than th e period stated in this section unless
prior experience indicates otherwise. Record
any discrepancies noted and corrective action
taken during these time-limited inspections in
the appropriate airplane records.
Requi rements added to the time-limited in specti ons, time -limited major maintenance
schedule, or the Continuous Inspection
Program need not be complied with immediately. Unless otherwise directed by relevant
Com munique or Service Bulletin accomplish
these new requirements at their next scheduled
interval based on the published revision date
or the airplane time/cycles on that date.
For example , a new inspection requirement
added to the second 200-hour-interval delailed
in spec tion need not be accomplished until the
next scheduled second 200-hour-interval detailed inspection. A new requirement added to
the time-limited inspections that specifies a 12month Inspection interval may be introduced
uSIng a reasonable phase in schedule.
Revision .01
Time-Limited Major
Maintenance
The section under this heading is a major
maintenance schedule. This schedule lists
components of the Model 1900 Airliner that
require periodic major maintenance.
Accomplish the first major maintenance of
an item no later than the period stated in this
section unless prior experience indicates
otherwise. The components listed may re quire complete replacement or major repair
based on numbers of flight hours , cycles of
operation, or calendar time applicable to the
particular component. If more frequent
checks or servicing of one or more of these
components are necessary , these additional
requirements will be listed in the Continuous
Inspection Program.
Unscheduled Maintenance
Checks
This section is assembled in chart form to
allow a technician to perform checks for damage after operating the aircraft in conditions
that could require unscheduled maintenance .
Specific conditions, such as lightning strikes,
turbu lent air penetration and hard landings
etc., are included. Inspection instructions are
included for each of the conditions listed.
CONTINUOUS INSPECTION
PROGRAM
The Hawker Beechcraft-recommended
Continuous Inspection Program provides a
means of inspecting and maintaining the aircraft on a 50- and 200-hour basis . Routine inspections and servicing are conducted every 50
hours of operation. A detailed inspection of specific areas and systems of the aircraft is conducted every 200 hours for a period of 1,200
hours. Work sheets are provided at the end of
the routine and each detailed inspection to
record discrepancies and corrective actions
taken. At the end of each I ,200-hour cycle,
the owner/operator will have performed a complete inspection of the entire airplane. Although
the times of routine and detailed inspections
5-3
Flight?..!tfi!ty.
may be altered, accomplish each item as stated

in the Continuous Inspection Program. A de talled preamble to this section is included and
should be read and understood before begin nIng the ContInuous Inspection Program .
The owner or operator is ultimately responsi bl e for maintaining the airplane in an airworthy condition, including compliance with all
applicable Airworthiness Directives as spec IfIed In TItle 14 of the Code of Federal
Regulations (CFR) Part 39, or as specified by
the dIrectIves of the national aviation authorities. Select only qualified personnel to maintain the airplane and ensure that the airframe
and powerplant mechanic inspecting the airplane has access to all necessary manuals and
serviceinformation as well as to an approved
lllspectlOn gUlde.
It is further the responsibility of the owner

or operator to ensure that the airplane is in spec ted in conformity with the requirements
covered in 14 CFR P artes) 91.409 (f) (3) ,
121.367,125.247 or 135.419 of the Code of
Federal Regulations or as specified by the directIves of the national aviation authorities.
These CFR Parts cover the requirements con cerning approved airplane inspection pro grams. Hawker Beechcraft Aircraft Company
has prepared this Continuous Inspection
Program to assist the owner or operator in
meeting the foregoing responsibilities.
It is the responsibility of the owner or operator

to obtain specific FAA (or national aviation au thority) approval for the Continuous Inspection
Program the owner or operator adopts.
NOTE
When warranted by service experi ence or engineering recommenda tions, an approved maintenance
program , including the inspection in tervals , may be changed at any time
with prior notification and approval of
the local FAA FSDO or as required by
the national aviation authority.
5-4
Hawker Beechcraft Airc raft Co mpany publIshes recommended inspection requirements

and maintenance schedules for the airframe
of your airplane. Remember that main tenance
requirements and schedules for some supplier
furnIshed components , such as engines , propellers , avionics, cabin heaters , and other airplane equipment, are separately stated in thei r
respective supplier maintenance manuals . Have
your maintenance perso.n nel review the equipment lllstalled on your alfplane and ensure th at
c.urrent, up-to-date supplier main tenance publIcatIOns and manuals are available and all required maintenance is scheduled and
performed.
This Continuous Inspection Program enab les
the owner/operator to inspect and mainta in
the airplane on a continuous basis . Included
in the program are a Routine Inspection and
six Detailed Inspections. A sequence of co nducting the program along with suggested
Ilmes are dIscussed later. The times and sequence are recommendations and may be altered to suit a particular operation. Wh il e
this program may be used as an outline, detailed information of the many systems and
components in the airplane are in the various chapters of the AMM and the pertin ent
supplier publications. It is also recommen ded
that reference be made to the applicab le
mallltenance handbooks, service inst ructions, applicable FAA (or national aviation
authority) Regulations, Publications, and
supplIer's specifications for torgue val ues ,
clearances , settings, tolerances , and other
requirements.
This program is not intended to be all-inclusive,
for no such program can replace the good judg ement of a certified airframe and powerplant me
chanic in the performance of his duties.
Flight~ty.
NOTE
In addition to the inspections prescribed by this schedule , the altl1neter instrumen t and static system, and
all ATC transpo n ders MUST be
tested and inspected at 24-month Intervals or anytime the system is
opened in compli~~ce with the re quirements specIfIed III 14 CFR
Part(s) 91.41 I and 91.413 or as spec ified by the directives of the national
aviation authority. Information con tained herein is applicab le to all
Model 1900 Airliner except where
differences are indicated by serial
number effectivity.
Special Conditions Cautionary

Notice
Extremely high-utilization airplanes and/or airplanes operated in extreme climates may n.eed
more frequent inspec tions for wear, corrOSIOn,
and lubrication. Under these conditions, the
item s listed in this program should be accompli shed as outli ned until the owner/operator can
establish his own inspection periods based on
experience or another program that has had
prior approval. Engine power and performance
run s should be tailored to each operation to
achieve reliable, cost-effective maintenance.
Depending on the maintenance performed and
components replaced, a Ground Performance
Check may be required in lieu of the normal
In spection Run. Refer to the app licable maintenance procedures.
Purpose and Use

Th e Hawker Beechcraft Aircraft Company
recommended Continuous Inspection Program
i s provided to maintain the Model 1900
Airliner that are utilized by owners and operat ors on a continuous basis. Should the
owner/operator elect to use the Hawker
Beechcraft Aircraft Company recommended
program, the complete program mus t be accomplished at least one time every 24 calendar months.
Revision .01
The complete inspection program [or each

airplane is divided into several parts consisting of a Routine Inspection of the airplane
every 50 hours of service time and a Detal led
Inspection of a portion of the airplane every
200 hours of service time, thus providing a
complete inspection of the airp lane every
1, 200 hours. The 200-hour interval between
performance of the procedures herei n should
NEVER be exceeded by more than 10%,
which can be used only if this additional
time is required to reach a place where the
inspect ion can be satisfactorily accomplished. However, any extensio n of a 200hour interva l must be subtracted from the
following 200-hour interval, with no time
extension permitted. Th i s method provides
greater avail ability of the airplane during
normal operating hours withou t sacnflclng
the qua lity desired during maintenance and
inspectio n periods.
Definitions
The terminology pertaining to the inspection
procedures and their use as explained in the
AMM ar e i n accordance with the Code of
Federal Regulations, Parts 1,43 and 91, issued
by the Federal Aviation Adm inistration. These
terms are defined as follows:
Continuous inspeclion- A continuous inspection is a continuing airworthiness inspectio n

of an airplane and its various components and
systems at scheduled inter va ls in accordance
with procedures p rescri b ed by the
Admin i stra to r o f the Federal Aviatio n
Administration.
Delailed inspection- De tai led inspection consists of a thorough examination of the appliances, the airp l ane and components and
systems with such disassembly as necessary.
PUghttime-Flight time is the total time from
the moment the airplane first moves under its
own power for the purpose of flight until the
moment it comes to rest at the next point of
landing (block-to -block time).
5-5
Flight~ty.
Maintenan ce- Inspection, overhaul, repair,

preservations, and the replacement of parts, but
excludes preventive maintenance.
Pilot in cOlllmand-Pilot re sponsible for the
operation and safety of the airplane du ri ng
the time defined as flight time.
Continuous Inspecti on Wo rk Sheet_

Used in conjunc tion with each of the
inspection fo rms to provide a list of all
discrepanc ies found during the inspection and their corrective action.
Preventive lIlaintenance-Simple or minor

preservative operations and the replacement
of small standard parts not involving complex
assem bly operati ons.
In -Flight Work Sheet- Copies of this

Work Sheet are to be kept in the airplane
and are used by the pilot in command to
list any di screpancy that occurs during
a flight. When the flight is completed,
this form is forwarded to the maintenance shop for proper di spo sition.
Routine inspec tion- V isual examination or

check of the appliances , the airplane , and its
components and systems insofar as is practi cable without disassembly.
lfthe Continuous Inspection Program is discontinued , writ ten noti fication must be sent to the
local FAA FSDO or as specified by the national
aviation authority.
Time in service- Time from the moment the

airplane leaves the ground until it touches the
ground at the end of the flight. Used in comp u ti ng maintenance and in spec t i on ti me
records .
Forms and Records

The forms and records used with the
Continuous Inspection Program cons ist of:
Routine Inspection Work Sheet-Lists

the airplane components that are to be
checked at each 50-flight-hour interval
of service time. At each 200-Hour
Interval Inspec tion, th is form is complete d in addition to the 200-Hour
Interval Detailed Inspection form .
Inspection Procedures
Routine Inspections (50-Hour
Intervals)
Conduct a routine inspection of the airplane
each 50 hours of time the airplane is in service.
This inspection consists mainly of a visual inspection of the maj or components of the airplane
so that the general condition of the engine and
propeller can be checked. This inspection may
be conducted by persons qualifi ed to do preventative maintenance. Refer to Chapter 5-20-OJ of
the AMM for complete instructions for conducting routine inspection.
200-Hour Interval Detailed Inspectio/1

Form-Six separate and individual 200Hour Interval Detailed Inspection forms
are used with the Continuous Inspection
Program. Each form covers only one portion of the airplane and is designated as
1st, 2nd, 3rd, 4th , 5th or 6th 200-Hour
Interval Detailed Inspections. Completion
of the 6th of t he 200 -Hour Interval
Detailed Inspection provides a complete
airworthiness inspection of the airplane.
o
5-6
Flight~~ty.
Detailed Inspections (200-Hour

Intervals)
until corrected, and will also be reflected on

the Shop Status and Scheduling Board.
Si x separate Individual Detailed Inspections

of the airplane are requlfed to accomplish one
complete inspection. Only a porti?n of the
airplane components or systems are 1nspected
at each 200-hour interval . thus accomplishing
a complete inspection of the airplane once
every 1,200 hours of t1me 1n servIce. Items requiring attention at periods of less than 1,200
hou rs are duplicated on the appropriate
Detailed Inspection form. These inspections
are to be conducted by a properly qualified mechanic or someone under their supervision.
Comple te instructions for conducting the 1st
through 6th Detailed Inspections are contained
in Chapters 5-20 -02, 5-20-03, 5-20-04, 5-2005 , 5-20-06 and 5-20-07 of the AMM.
Discrepancies that occur during a flight are en tered on the In-Flight Work Sheet by the pilot
in command or other responsible person. At the
end of the flight , this work sheet is then submitted to the responsible person in the
Transportation Maintenance Department or
local equivalent.
Discrepancies
Discrepancies found on the airplane during an
inspection is listed on the Continuous Inspection
Work Sheet. Two lines are provided on the work
sheet for each item. The discrepancy is entered
on the top line of the entry space, and the corrective action taken is noted on the bottom lin e.
If more than one line is required to state the discrepancy, as many entry spaces as are necessary
may be used. Use the same method for corrective action explanations that require more than
one line. Each separate entry on the sheet is
num bered in the ITEM block I, 2, 3, 4, etc. As
many work sheets as necessary are used to list
all discrepancies with the entry numbers in the
ITEM block continuing in sequence on each of
the additi onal pages. All discrepancies listed
must be corrected before the work sheet is routed
to th e airplane file .
Di screpancies that affect the airworthiness of
the airplane require the necessary corrective
action to be accomplished before the airplane
is return ed to service.
Di screpancies that do not affect the airworthine ss of the airplane may, at the discretion of
the maintenance crew chief, be carried over to
the next inspection period. All discrepancies
thus carried over are retained in the Shop File
Away-From-Station
Requirements
Away-From-Station Inspection
If the airplane is to be away from the home lo-
cation at the time an inspection is due, the

pilot in command of the flight takes with him
all forms that are required for the inspection
and a copy of the AMM. The detailed inspection can be conducted or supervised by one of
the following:
A certified airframe repair station.
An appropriately rated certified mechanic with inspection authorization.
The results of the inspection are noted on the
proper forms , which are then brought back to
the home location. The pilot is responsible
for all inspection forms and work sheet entries
with signature and identification of the inspectors and/or mechanics.
Away-From-Station Discrepancies
Discrepancies affecting the airworthiness of
the airplane, when the airplane is away from
the local station, are corrected by one of the
following:
A certificated airframe repair station
An appropriately rated certified mechanic
The discrepancy and the corrective action
taken is to be listed on the In-Flight Work
Sheet. The pilot is responsible for all work
sheet entries with signature and identification of the mechanics and/or inspectors.
5-7
Flight~ty'
"""""
Table 5-1.
Access Panels,
CONTINUOUS INSPECTION SCHEDULE EXAMPLE
RTN
1st
2nd
3rd
4th
5th
X
Security and
Attachment
Accessories,
Engine
Actuator, Main
Gear
Actuator, Nose
Gear
Aileron and Tab
Aileron Quadrant
Air Cycle
Machine, Fog
Nozzle, and Filter
Air Cycle
Machine Oil
Change
5-8
6th
Flight~ty.
NOTES
c ontinuous Inspection
Schedule
The Continuous Inspection Schedule Charl in
Table 5-1 lists the major components of the airplane that require periodic inspections. For
maintenance ltems refer to the AMM.
5-9
Flight!!f~ty.
CHAPTER 6
DIMENSIONS AND AREAS
6-1
Flight~ty.
1 - - - - - - - - , - - 5 7 FT 11.17IN _ _ _ _ _ _ _ _- i
(1765.7 eM)
26.74 IN~""F~='j:f=;""
9 FT 21N
(67.9 eM)
(279.4 eM)
\
1225 IN
(31.1 eM)
17FT21N
(523 .2 eM)
6.12FT
(15.5 eM)
171N (43.2 eM)
18 FT 5.8 IN
(563.4 eM)
1 - - - - - - - - - - 5 7 FT1 0 IN _ _ _ _ _ _ _~~~~_.,
(1 762.8 eM)
WL
100.00
13.82 IN (35.1 eM)

1---23 FT 9.35 IN
(724 .8 eM)
Figure 6-1.
6-2
GROUND LINE
WL 39.05
Airplane Dimensions
Flight~tY.
NOTES
DESCRIPTION
This chapter describes:
Major dimen s ions of the airplane
(Figure 6-1)
Major stations of the fuselage, wing,
nacelle , horizontal stabilizer, and vertical stabilizer
Airplane zones
Airplane access panels
6-3
Flight~ty,
534.00
430.75
400.75
370.75
340.75
132~r71
: ~ ff~
WL
160.08
WL
100.00
WL
318 .25
310.75
303.25
280.75
250.75
2207
01
pi 10
1_
22.3 ,04
1
L9: ~ ~ ~!~
"d
~W~L;;;----+"~+f+~U1=l=+"'~~W
==H+:H_1 -lr---t-'+-H-++-H~TV ----'
~~
\!
131.94
75.00
660.64
605.84
588.10
605 .95 CANTED
570 .107
588. 10 CANTED
14.20
30.00
47.50
557.50
57.50
70 .75
84.00
100.50
107.00
116.00
134.00
150.60
177.35
228.25
243.25
258.25
273.25
288.00
531 .00
509.50
482.75
456.00
438.25
423.25
408.25
393.25
378 .25
363.25
348.25
327.63
0> FWD PRESSURE BU LKHEAD
D> PASSENGER FLOOR WL 84.90

D> FLIGHT COMPARTMENT FLOOR WL 87.00
[ AFT PRESSURE BULKHEAD

Figure 6-2.
6-4
<a
570.107 CANTED
Il>
Fuselage Stations Diagram
!~:h~r\:
/
Flight~fi!ty.
AI RPLANE STATIONS
To facilitate the location of various assemblies, components, areas, and structural members of th e airplane , reference points are
mea sured in inches along three axes, When a
specific component, assembly or structure is
located by reference points, it can be easily
foun d by measuring from known points on the
airplane.
The station diagrams in Figures 6-2, 6-3, and
6-4 illustrate the position of reference poi nts
on the airplane . The following reference points
are used in this manual:
CENTERLINE (CL)- A vertical plane
dividing the airplane, nacelles , and engines in half longitudinally.
FUSELAGE STATION (FS)-A length
measurement along a perpendicular to
the centerline of the airplane (Figure 62). FS 0.00 is located 14.20 inches forward of the nose radome.
CANTED FUSELAGE STATION

(CFS)-A lofted line located at an
angle to the fuselage station. The CFS
loca tion is determined by the fuselage
station located at the intersection of
the canted station and WL 13 1. 94.
WING STATION (WS)- A width measurement left or right of and parallel to
the centerline of the airplane . Wing station 0.00 is on BL 0.00 at WL 78.25. The
wing stations are perpendicular to the
wing reference plane (WRP) , which inclines outboard at 6 from the horizon tal plane at WS 0.00.
VERTICAL STABILIZER STATION
(VSS)-A vertical measurement paral lel with the WL.
RUDDER STATION (RS)-A line perpendicular to the rudder hinge line.
NOTES
WATERLINE (WL)-A vertical meas urement from a horizontal plane located

below the bottom of the fuselage. WL
0.00 is located 75.00 inches below the
fuselage bottom.
BUTTOCK LINE (BL)-A width measurement left or right of and parallel to
the centerline. R (right) or L (left) is
added to ind icate the direction from the
centerline (LBL or RBL). BL 0.00 is
the centerline of the airplane.
HORIZONTAL STABILIZER STATION (HSS)-A width measurement
left or right of and parallel to the cen terline of the horizontal stabilizer. HSS
0.00 is the centerline of the horizontal
stabi li zer.
CANTED STABILIZER STATION
(CSS)-A line perpendicular to the rear
spar at the intersection of the same nu merical value on the vertical stabilizer
station (VSS).
6-5
Flight~ty,
~j
RIGHT FORWARD
EMERGENCY EXIT
f "-'\
P l ~ I-
""W,~ \
lZ'------'
LE FT AILERON
AILERON TRIM TAB
(LEFT SIDE ONLY)
lZft"""=====,,./
t
I
LEFT FLAPS
LEFT AFT
EMERGE~~i
LEFT ELEVATOR
~'\
~
RIGHT AFT
'\
RIGHT WING
RIGHT AILERON
RIGHT FLAPS
EMERGENCY EXIT
W~ I
LEFT STABILON \ ) )
"---'
\
LEFT HORIZONTAL
STABILIZER \
RIGHT NACELLE
RIGHT STABILON
RIGHT HORIZONTAL
STABILIZER
LEFT ELEVATOR
TRIM TAB
RIGHT ELEVATOR
TRIM TAB
VERTICAL
STABILIZER
AIRSTAIR DOOR
"RADOME
\~Qlill-::--=--=---:fCll-::-:::-::I~=r=::::::::Z-/.~l--O"
\-
1- ~S.O!
0~~~
_ ---=~ 0 0 ~-\
AVIONICS
COMPARTMENT
DOOR
\ \
TAIL CONE
VENTRAL FIN
CARGO DOOR
Figure 6-3. Airplane Areas
6-6
RUDDER TRIM TAB
BEECH 1900 AIRLINER MAINTENANCE TR A INING MANUAL
RIGHT BUnOCK LINES ARE

MEASURED OUTBOARD ALONG
THIS AX IS STARTING
AT THE AIRPLANE CENTER LI NE
LEFT BunOCK LINES ARE

MEASURED OUTBOARD ALONG
THIS AXIS STARTING
AT THE AIRPLANE CENTERLINE
CENTER LINE
OF AIRPLANE
1---
FS 14.20
FS 00.00
WATERLINES ARE MEASURED VERTICALLY

ALONG THIS AXIS STARTING AT A POINT
75.00 INCHES BELOW THE BOnOM
OF THE FUSELAGE
FUSELAGE STATIONS ARE MEASURED

AFT ALONG THIS AXIS STARTING
AT A POINT 14.20 INCHES FORWARD
O F THE NOSE RADOME
Figure 6-4. Airplane Reference Stations
6-7
Flight!!tfi!ty,
FS 100
FS 111
~
->-
FS 84.0
FS 121
FS 122
FS 133
FS 131
FS 143
FS 132
FS 145.00
FS 175.60
--FS273.5
FS 163
FS 290.5
FS 161
FS 730
FS 162 I
-rl---
FS 740
FS 328.00
ZONE
100: INCLUDES RADOME AND
THE AREA BELOW THE FLOOR
FS 30.00 TO FS 557.5
INCLUSIVE
100:
110:
120:
130:
140:
150:
160:
170:
180:
RADOME FORWARD OF FS 30.00

FS 30.00 TO FS 84.00
FS 84.00 TO FS 145.00
FS 145.00 TO FS 175.60
FS 175.60 TO FS 205.60
FS 205.60 TO FS 252.00
FS 252.00 TO FS 328.00
FS 328.00 TO FS 451 .00
FS451 .00TOFS557.5
FS 173
FS 171
FS 172
f-J'-t-'-+-------- FS 451.00
h - + t - i k - - - - - - - - FS 557.5
ZONE
700:
710:
730:
740:
GEAR DOORS AND WHEEL WELLS

NOSE LANDING GEAR
LEFT MAIN LANDING GEAR
RIGHT MAIN LANDING GEAR
Figure 6-5.
6-8
Fuselage Zones Diagram (Sheet 1 of 2)
In some instances , the zone number is encl os ed

within parenthe ses ( ). The parentheses indi cate that the zone is on the right side of the fu selage , wing , nacelle , or th e stabilizer.
AIRPLANE ZONES
In order to simplify th e location of airplane
componen ts, aid in maintenance planning , and
provide a simple way of identifying access
doors and panels , the airplane has been di vided into easily identifiabl e areas referred to
as zone s (Figures 6-5 and 6-6).
NOTES
These zones follow a logical arrangement with

boundaries generally defined by major structural components of the airplane (i.e., bulkheads , wing spars , ribs , major partitions , cabin
floorboards , control surface boundaries, etc).
Zone identification is provided by a three-digit
number that adheres to a standardized major
zone description (Table 6- 1) . The numbering sequence within these major zones, in most instance s, conforms to the following order:
Front to back
Left to right (within the fuselage)
Bottom to top
Inboard to outboard (pertaining to the
wing) .
Table 6-1,
ZONE
MAJOR ZONES
DESCRIPTION
100
Lower half of fuselage (radome, side nose avionics compartments, compartments under the
lower nose she lf, area below the flight compartment floor, cabin floor, and cabin seat decks to
the aft pressure bulkhead).
200
Upper h'alf of fuselage (compartments above the lower nose shelf, area above the flight
compartment floor, cabin floor, and cabin seat decks to the aft pressure bulkhead including
the baggage compartment) .
300
Empennage
400
Engine compartments , spinners, and propellers
500
Left wing
600
Right wing
700
Landing gear, wheel wells and wheel well doors
800
Doors and emergency exits
6-9
Flight~~ty,
ZONE 300; EMPENNAGE
( )=
311 (312);
320;
331;
332;
333;
340;
350;
360;
RIGHT SIDE
FUSELAGE AFT OF FS 557.5
DORSAL FIN
VERTICAL STABILIZER
FORWARD OF HORIZONTAL STABILIZER MAIN SPAR
AFT OF HORIZONTA L STABILIZER MAIN SPAR
RUDDER
HORIZONTAL STABILIZER
ELEVATORS
FS
271
(272)
FS
482.75
FS
30.0
211
(212)
840
(841)
820
811
(812)
221
250
(222)
850
261
(262)
830
240
231
(232)
ZONE 200; ABOVE FLOOR FS 30.0
ZONE 800: DOOR
TO FS 557.5 INCLUS IVE

( ) = RIGHT SIDE
211 (212); FS 30 .0TO FS 84.0
221 (222); FS 84.0 TO FS 94.0
231 (232); FS94.0 TO FS 107.0
240: SEE AMM
250; SEE AMM
261 (262); FS 143.0 TO FS 482.75
( ) =
811 (812);
820;
830;
840 (841) ;
850;
RIGHT SIDE
AVIONICS COMPARTMENT
FORWARD CABIN DOOR
FO RWARD EMERGENCY EXIT
AFT EMERGENCY EX IT
CARGO DOOR
BELOWWL 115
271 (272); FS 143.0 TO FS 482.75
ABOVE WL 115
281 (282); FS 482.75 TO FS 557 .7
Figure 6-5.
6-10
Fuselage Zones Diagram (Sheet 2 of 2)
332
333
Flight~~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAININ G M ANU A L
WS
147.74
WS
FS
147.74
290 .5
fi--,---'Jr-- FS 84.0
WS
WS
291.735
291 .735
WS
WS
194.829
194.829
WS
WS
124.616
124.616
o
541
550
542
543
532
5 11
641
512
642
643
632
650
ZONE 400: POWERPLANT

(COWLI NG FWD OF FIREWALL)
410: LEFT ENGINE
420: RIGHT ENGINE
ZONE 500 AND 600: WINGS
510
520
530
540
550
( ) = RIGHT SIDE
500: LEFT WI NG
600, RI GHT WING
610): FU SELAGE TO WS 124.616
620): NACELLE AFT O F FIR EWALL
630): WS 124. 616 TOWS 194.829
640): WS 194.829 TO WS 291 .735
650): WING TIP (OUTBOARD OF WS 291.735)
Figure 6-6.
Wing Zones Diagram
6-11
Flight~ty,
BEECH 1900 AIRLINER MAINTENANCE TRAIN ING MANUAL
541 AB
Tf
ZONE NUMBER - - - - - - - - '
' - - - - - - - LOCATOR
---------i
PRIMARY IDENTIFIER
PANEL 541AB IS ON THE BOTTOM SURFACE OF THE LH WING IN

AIRPLANE ZONE 541 .
Figure 6-7.
6-12
Airplane Access Panel Numbering
T
TC
B
BC
L
R
Z
BL
BR
TL
TR
-TOP
_ TOP CENTER
-BOTTOM
- BOTTOM CENTER
- LEFT
- RIGHT
- INTERNAL
- BOTTOM LEFT
- BOTTOM RIGHT
- TOP LEFT
- TOP RIGHT
Flight!!~ty.
AIRPLANE ACCESS PANELS
NOTES
Various panels are located throughout the airplane to allow e ntry into enclosed areas for
maintenance and servicing purposes. These
consist of:
Access panels
Floorboard panels
Service doors
Fairings
Each access panel is located and indexed with
an identifying number. When the identifying
number is e nc losed in parentheses 0, the panel
is on the right side of the fuselage , wing, nacelle, or the stabilizer.
The identifying number is composed of two
parts (Figure 6-7 ):
Three-dig it airplane zone number designating the smallest zone in the panel
One -to-t hree letter suffix
The first letter, the primary identifier, in the
suffix id ent ifi es the panels in seq uence (i .e.,
inboard to outboard, front to rear, bottom to
top), starting with A within each zone. The second and third letter, the locator, locates the panels in relation to the airplane (i.e., top, bottom ,
left, right, etc.). Panel s on the boundary between two airpl ane zones are identified by the
zone from which they are removed. Areas such
as the landing gear wheel wel ls, wing leading
edges, nose radome , etc. are identified by the
zone number only since each of these areas is
a zone in itself. For removal and installation
of the individual panels, refer to the AMM.
6-13
Flight~ty.
CHAPTER 7
LIFTING AND SHORING
7-1
Flight~~ty
~~""----- FS 392.25
PLACE AFT
STRAP HERE
FS 164.25
PLACE FWD
STRAP HERE
PICK UP POINT TO
CONNECTING
CORRESPOND WITH
LINK \ / FS 264.00
II~~
~."rr
CABLE
BAR
STRAP
AIRPLANE HOISTING SLING
JACK
(10,000 POUND CAPACITY)
Figure 7-1. Airplane Hoisting Sling and Lifting Jack
7-2
Flight!!!.~ty.
NOTE
DESCRIPTION
WARNING
When an airplane has experienced abnormal landing gear procedures of

any type , as a safety precaution, place
the airplane onjacks prior to performing any inspection or maintenance.
Ensure that all three landing gears are
down and locked prior to removing the
airplane from the jacks.
CAUTION
If it is necessary to hoist the air-
plane with one or both engines removed, use a sling under the tail of
the airplane.
A hoisting sling assembly (Figure 7- 1) is available from Hawker Beechcraft Aircraft
Company. This sling assembly is designed to
lift a 1O,OOO-pound airplane, the approximate
empty weight of the 1900 airliner.
NOTES
Accomplish jacking of an airplane

for the purpose of landing gear operation , inspection, servicing, or maintenance within an enclosed building
or hangar. Tn the interest of safety, if
it becomes necessary to jack the airplane in the open, wind velocity in any
direction and terrain variations must
be compensated for prior to jacking
th e airplane.
Rapid depletion of the standby battery occurs
if the EFlS switches are selected ON when the
airplane is on jacks.
NOTE
It is recommended to disconnect the
standby electronic flight instrument
system (EFIS) battery prior to maintenance requiring the airplane to be
put on jacks.
HOISTING
The airplane may be hoisted for maintenance
or parts replacement. An overhead crane capable of 20 feet of vertical lift is required to
lift th e aircraft 4 feet from the ground, allowIng fo r 1 foot of vertical stretch in the nylon
webbing.
7-3
Flight~ty'
BEECH 1900 AIRLINER MAINTENANCE TRAINING M ANUAL
o
JACK
EXTEN SION
~I-----
FOLLOWER NUT
T"'rr=;=\l- - - - JACK
JACK LEGS
I\A-- - - - JACK PUMP
----R.......<..d,fl
Figure 7-2.
7-4
Nose Gear Jacking Point
JACK HAN DLE
Flight~ty.
NOTES
JACKING
Each of the three jacks used to lift the airplane should have a lifting capacity of at least
JO ,OOO -pounds (see Figure 7-1).
WARNING
Never jack the airplane in an unshel tered area where winds in excess of
35 knots can be encountered.
Thi s airplane is provided with three jacking
points (Figures 7-2, 7-3 , and 7-4). The forward
point is on the left side of the wheel well open in g near the aft end of the nose wheel doors.
The aft points are on the rear spar just inboard
of each nacelle fairing. All three points are easil y identified by the placards entitled, JACK
PAD . The areas around the jack pads are unobstructed to facilitate the use of jacks.
7-5
Flight~ty.
:n.; rJC; 2; 1
2; 0
W~c{frl-p.,
11
Kt\)'. .6AS
oJ::.-
CHAPTER 8
LEVELING AND WEIGHING
8-1
Flight~ty'
FS
177.35
UPPER PHILLIPS
HEAD SCREW
lJI! )I
r-l
LOWER PHILLIPS
--_:0__________l~l~n
A'if---!
1
,
!I
I / HEAD SCREW
FS
14.20
PLUMB BOB
----------:GJr
CAN FILLED WITH

LIGHT ENGINE OIL
THUMBSCREW
___.i!:F
CORD
t.J
~~\
PLUMB BOB
SUPPORT ASSEMBLY
CORDTO
PLUMB BOB
+---- PLUMB BOB
Figure 8-1 . Leveling the Airplane
8-2
Flight~ty.
NOTES
LEVELING
The airplane can be leveled by using a precision level, a plumb bob, and plumb bob support assembly (Figure 8- 1), The plumb bob
support assembly attaches to the upper fuselage skin just aft of the cabin door frame. A
Phillips-head screw in the fuselage skin (immediately aft of the lower end of the cabin
door) marks the plumb bob target.
8-3
Flight~~ty.
FS 0.0
FS 14.2
1--------------693.97IN---------------J
1-+----...,272.11 IN LEMAC----i--i69.43IN MAC

WHEEL WEIGHTING REF.
POINT FS 95.89
000
185.70 IN
GROU ND LINE
LEVELI NG
SCREWS
WL 39.05
i-----285.36IN-----i
FS 30.13
FS
315.49
AFT JACK POINT
FS326.10
1.
2.
3.
4.
LEVELING SCREWS ARE AFT OF FORWARD DOOR SILL (FS 179.96)

FORWARD JACKING POINT IS AT FORWARD PRESSURE BULKHEAD AND LBL 16.0 (FS 83.5)
AFT JACKING POINTS ARE ON THE WING REAR SPAR AT LBL 57.0 & RBL 57.0 (FS 326.1)
INCLINATION SHOWN ASSUMES STATIC STRUT POSITION WITH TIRE ROLLING RADI I OF
9.1 IN (MAIN) AND 8.1 IN (NOSE).
5. DISTANCE SHOWN BETWEEN GEAR CONTACT POINT IS MEASURED PARALLEL TO AN AIRCRAFT
WATER LINE AND ASSUMES STATIC STRUT POSITION (AS DO THE GEAR FUSELAGE STATIONS)
6. WHEEL WEIGHING REFERENCE POINT IS AT AFT END OF NOSE WHEEL WELL ON AIRCRAFT
CENTERLINE (FS 95.89)
7. LEMAC IS THE PERPENDICULAR DISTANCE FROM THE REFERENCE DATUM PLA NE TO THE WING
MEAN AERODYNAMIC CHORD (MAC).
Figure 8-2.
8-4
Dimensional Data
Flight~ty.
WEIGHING
NOTES
Peri od ic weighing of the ai rplane may be required to keep the basic empty weight current. Frequency of weighing i s t o be
determined by the operator. All change s to
the airplane affecting the weighing and/orbal ance are the responsibility of the airplane op erator. A dimensional data illustratio n is shown
in Figure 8-2.
NOTE
Each new airplane is delivered with
a basic empty weight and center of
gravity (CGl , and equipment list, all
pertinent to that specific airplane. It
is the responsibility of the owner to
ensure that changes in equipment are
reflected in a new weight and balance and in an addendum to the equipment list. There are many ways of
doing this; it is suggested that a run ning tally of equipment changes and
their effect on basic empty weight
and CG is a suitable means for meeting both requirements.
NOTE
It is recommended that duplicate
copies of the Basic Empty Weight
and Balance sheet and the Equipment
List be made and kept in an alternate
location in the event the original
handbook is misplaced.
8-5
Flight~ty.
BEECH 1900 AIRLINER MAIN T ENANCE TRAINING MANUAL
CHAPTER 9
TOWING AND TAXIING
9-1
Flight~ty,
BEECH 1900 AIRLINER MAINTENANCE TRA INING MANUAL
DETAIL A
TRACTOR TOW BAR
DETAIL B
MANUAL TOW BAR
Figure 9-1.
9-2
Tow Bars
NOTES
DESCRIPTION
The procedures in this chapter may be us e d
when the airplane must be moved to perform
required maintenance procedures.
I CAUTION I
Never use the manual tow bar with
a tow vehicle (Figure 9- 1).
9-3
Flight~ty,
I
Figure 9-2.
9-4
Towing the Airplane
TOW
TURN LIMITS
\
REACHED WHEN
RED LINES ALIGN
DO NOT EXCEED
CAUTION. DO NOT
TOW WITH RUDDER
LOCKED INSTALLED
Flight~~ty.
NOTES
OPERATION
Witb tbe tow ba r connected to the towing lugs
on the upper torgue knee fitting of the nose
strut, the airplane can be steered with the nose
wheel when moving it by hand or with a tug .
Although steering is automatic when the ai rplane is being towed by the nose strut , someone should ride in the pilot seat to operate the
brakes in the event of an emergency. Do not
tow the airplane with rudder locks installed,
except on airplanes equipped with power steering, as severe damage to the steering linkage
can result. When using a tug, observe turn
limits marked on the nose gear strut to prevent
damage to nose gear (Figure 9-2). When spot tin g the airplane , do not push on the propeller
or control surfaces.
I CAUTION I
Never exceed tbe turning limits
marked on the nose gear strut during
ground handling. The nose gear
steering stop block is designed to
withstand tbe loads normally im posed through steeri ng from the
cockpit, not to prevent turn limitations from being exceeded during
towing . It is possible to overcome the
stop during ground handling and
damage the steering linkage and nose
strut. Tfthe steering stop limitations
are exceeded inspect tbe nose gear
steering stop lugs for cracks, bending , or distortion.
I CAUTION I
Never tow or taxi with a deflated
strut. Even brief towing or taxiing
with a deflated strut may cause se vere damage.
FOR TRAINING PURPOS ES ONLY
9-5
Flight~tY.
41' 2"
RADIUS
RADIUS
RADIUS
RADIUS
RAD IUS
FOR INSIDE GEAR __________________________________________ . 3 FEET 61NCHES (1.07

FOR NOSE WHEEL ________ _____ ____ ____________ __ __________ 26 FEET 8 INCHES (8.13
FOR OUTSIDE GEAR _______________________________________ _ 20 FEET 8 INCHES (6 .30
FORWINGTIP _____________________________________________ 41 FEET 2 INCHES (12.55
FOR HORIZONTAL STABILIZER TIP ____ _____________________ . 39 FEET 1 INCHES (11.91
Figure 9-3_ Airplane Ground Turning Clearance
9-6
M)
M)
M)
M)
M)
Flight~ty.
BEECH 1900 AIRLINER M AINTENANCE TRAININ G MANUAL
NOTES
TURNING RADIUS
Turni ng radii data is prov ided in Figure 9- 3.
Turnin g radii are predicated on the use of partial brak ing action and differenti al power and
th e nose gear tu rn ed fu ll trave l in th e direction
of the turn .
FOR TRAININ G PURPOSES ONLY
9-7
Flight~~ty.
CHAPTER 10
PARKING AND MOORING
10-1
Flight!!!~tY.
SPECIAL TOOLS
GUST CONTROL SUR FACE
LOCK ASSEMBLY
Figure 10-1. Gust Control Surface Lock Assembly
10-2
FlightSafety.
_~1iOnaJ
DESCRIPTION
WARNING
The procedures in this Chapter may be used

to park and secure the airplane for any length
of time with minimum deterioration of the
systems and components.
PARKING
Before starting the engines or touring the airplane , remove the control
locks. If the airplane is towed with
the rudder lock installed, serious
damage to the steering linkage can
result.
Parking Brakes
The brakes can be set for parking by depressing the pilot brake pedals and pulling out the
parki ng brake control. Do not attempt to lock
the parking brake by applying force to the
parking brake handle ; it controls a valve only
and cannot apply pressure to the brake system.
To release the brakes, depress the brake pedals and push the parking brake control in.
NOTES
NOTE
Do not set the parking brake when
the brakes are hot from severe use or
when an accumulation of moisture
may cause the brakes to freeze.
Gust Control Locks

The gust control lock (Figure 10- 1) consists
of a U-shaped clamp and two pins connected
by a chain. The pins lock the primary flight
controls and the V-shaped clamp fits around
the engine power control levers and serves to
warn the pilot not to start the engines with the
control locks installed. It is important that the
locks be installed or removed together to prevent the possibi lity of an attempt to taxi or fly
the airplane with the power levers released
and the pins still installed in the flight controls.
10-3
Flight~ty.
H/16 INCHES
!
RADIUS
ilT
{fr
q;-L.. ~4
i
~
,
UPPER
DRAG
BRACE
INSTALL MAIN GEAR
DOWN LOCK ASSY ON DRAG
LEG ASSY AS SHOWN
/
LOWER
DRAG
BRACE
DETAIL B
MANUAL LANDING
GEAR DOWNLOCKS
DETAIL E
DETAIL D
NOSE LANDING
GEAR DOWN LOCK
MAIN LANDING
GEAR DOWN LOCK
Figure 10-2. Landing Gear Downlocks
10-4
-.L
HARDWOOD SHOCK
STRUT COLLAR
MATERIAL: HARDWOOD
THICKNESS: 3/4 INCH MIN
INSTALL DOWNLOCK
ASSY ON ACTUATOR
ROD AS SHOWN
DETAIL C
1/2 INCH
MINIMUM
Landing Gear Downlocks
NOTES
Landing gear downlocks (Figure 10-2) manually lock the main landing gear and the nose
landing gear in the down position while the airplane is on the ground . Install the downlocks
for safety reasons to prevent inadvertent retraction of the landing gear while the airplane is
parked.
The nose gear downlock is a channel that is installed over the nose gear hydraulic actuator
rod and secured with a safety pin.
The main gear downlocks are installed on the
forward side of the mai n gear drag brace and
secured in place with a safety pin installed
through the lower hole of the upper drag brace
and the downlock.
10-5
Flight~~ty.
PROTECTIVE COVERS FOR THE PROPELLERS

IT IS RECOMMENDED THAT THE
PROPELLERS BE RESTRAINED BY
PROTECTIVE COVERS IF THE
AIRPLANE IS STORED OUTSIDE OF A
HANGAR FOR A PROLONGED PERIOD
OF TIME . THE RESTRAINT PREVENTS
DAMAGE TO THE ENGINE REDUCTION
GEARING CAUSED BY WINDMILLING .
CONDENSER INLET COVER
DETAIL D
DETAIL A
, . : . - - - - - PITOT TUBE COVERS
ENGINE INLET COVER
( ~ I~
I
;
I
'"
DETAIL C
DETAIL B
Figure 10-3.
10-6
Protective Covers
FlightSafety.
"'omatlonal
NOTES
Engine Cold Weather

Precautions
Frozen precipitation may be blown into the ex haust stacks if windy conditions exist and particularly if the airplane is parked downwind
without covers installed. Ice ingestion, coupled
with residual engine heat following engine shutdown, may allow water to seep by gravity flow
into the compressor section and refreeze as the
engine cools down and becomes cold soaked in
subfreezing temperatures.
In cold weather conditions, park the airplane
into the wind if possible and install exhaus t
stack covers (Fig ure 10-3).
10-7
Flight~ty.
GROUND HERE
cJ
~
o
GROUND HERE
0 0 0
\
GROUND HERE (TYPICAL LH/RH)
Figure 10-4. Ground Points
10-8
Flight~ty.
BEECH 1900 AIRLINER MA INTENANCE TRAINING MANUAL
Ground Points
Preservation Procedure
Refer to Figure 10-4 for ground poin ts.
Engines Inactive 0 to 7 Days
STORAGE
Description
The following procedures protect the airplane
while it is scheduled to be inactive for periods of time. Consi der these procedures to be
the minimum necessary to protect the airplane. Each operator should take whatever additional steps to protect the airplane they
consider necessary. These procedures are not
intended to be accomplished on airplanes that
are not flown because of extensive mainte nance activities or for reasons other than scheduled periods of inactivity, however the operator
may choose to accomplish any or all of these
procedures at their discretion.
Engine Preservation and

Depreservation
Preservation of engines in service depends on
the period of inactivity and whether or not the
engine may be rotated during the inactive period. An engine is considered inac tive when
it has not been operated either on the grou nd,
or in flight for a minimu m of 10 minutes after
the engine temperature has stabilized. The expected period of inactivity sho uld be established and reference made to the Engine
Preservation Procedures found in the Pratt &
Whitney Engine Maintenance Manual.
1. If the engine was operated in a saltladened environ ment, do a compressor

and turbine desalination wash as descr ibed in the Engine Maintenance
Manual.
2. Th e engine may remain inactive with no
preservation protection provided the engine is sheltered, humidity is not excessively h i gh and there is not extreme
temperature changes that may produce
con densation. Once the above require ments are satisfied, install the exhaust
covers.
Engines Inactive 8 to 28 Days

1. Perform the 0 to 7 day preservation pro ced ures and place desiccan t bags and hu midity indicators on wooden racks in
engine exhaust duc t only. Seal off all engi ne openings and ma ke sure exhaust
covers have sui table windows to monitor
humidity indicators.
2. Check relative humidi ty every 2 weeks
if the engine is stored outside, an d every
28 days if engine is stored inside. Relative
humidity sho uld be maintained at 40%.
If the indicator turns pi nk, replace the
desiccant bags and indicator.
Record the preservation practices completed in th e engine log book and on

tags fastened to the eng ine .
For an engine inactive in a severe envi ronment such as extreme temperature
changes, high humidity, dusty, polluted
or salt-ladened at mosphere, it is recom mended that th e engine be preserved to
the next higher schedule or the engine
started and run for a min im u m of 10
minutes more frequently.
10-9
Flight~ty.
Engines Inactive for 29 to 90 Days

1. Perform a compressor performance recover/desalination wash and turbine
rinse, wash the eng ine externally and
then perform bo th the 0 to 7 and 8 to 28
day preservation procedures. Examine
all engine external protective coating,
and touch -up/repair as necessary.
NOTE
For complete starting instruct ions
and limitations refer to the FAA-approved Airc raft Flight Manual
(AFM). For a complete descrip ti on
and operation of the starter-generator system refer to Chapter 24"Electrical Power System" or the
appropriale vendor publi cation.
2, Lubricate all linkages.

3. Disconnect the fuel inlet to the oil -to-fuel
heater and connec t a suitable oi l supply
link to the oi l-to-fu el heater fuel inl et.
Blank off the disconnected fuel supply
lin e and disconnect the fuel line at th e
flow divider inlet to prevent pres ervation oi l from entering the fuel manifold.
Loo se n the line as required to permit
drainage into a suita bl e container.
4. Supply preservation oil (PWC05 -077) at
5 to 25 psi at least 16C (60 F).
I CAUTION I
Under no circumstances permit th e
pre servative oi l 10 enter the e ngine
where it may come into contact with
th e thermocouple prob e assembly .
Oil contami natio n oflhe probes may
cause a complete failure of the thermocoupl e system.
I CAUTION I
Observe starter mOlor operating limits when performi ng the following
procedures .
5. With the ignition sys tem OFF, fue l con dition lever to GROUND IDLE and power
control lever to TAKE-OFF, carry out
the normal mo toring run un til all preservative oil is displaced. During the motoring run , move the power contro l lever
from TA KE-OFF to GROUND IDLE and
back 10 TAKE-OFF and fuel con dition
lever from GROUND IDLE to OFF and
back to GROUND IDLE to displace fuel
from the sys tem.
6. After the motoring run has been completed, check to see if preservative oil is
coming from the open fuel line. If not, repeat motoring cycle unti l preservative
oil flow s from the opened fuel lin e.
7. Return power control lever to GROUND
IDLE and the fuel condition lever to CUTOFF and reconnect the fuel supply to the
oil -to-fu el heater and the fuel line to the
fuel divider inlet.
8. Install caps, covers, and plugs as necessary to prevent entry of foreign material
and accumulation of moisture.
For continuous motoring without engine start , the use of the starter is limited to:
UE-20 seconds ON,S minutes OFF
UA, UB, and UC- 30 seconds ON,
10 minutes OFF
10-10
Flight~i!i~ty.
Engines Inactive for Periods Exceeding

90 Days
1. Pe rform all preservation procedures
while obse r ving starter li mitations as
required.
2 . Clos e the fuel firewall shutoff and motor
engine with the starter until oil pressure
and NG are indicated. D isengage th e
starter.
3. Drain engine oil in accordance with the
applicable Engine Maintenance Manual.
4. With drains open, motor the engine to permit scavenge pumps to clear the engine, indicated when a steady stream of oil from
the engine oil drains stops. To prevent potential damage to rotating engine components due to limited lubrication, limit
rotation to the shortest possible ti me to
accomplish the oil draining procedure .
5. Remove the oil filter element and allow
to drain.
6 . Let oil drain to a slow drip, approxi mately one drip per half hour, then install
the oil filter and close the drains.
7. Remove covers from accessory drive pads
as necessary and spray the exposed surfaces and gear shafts with engine oil and
reins tall cover plates.
8. Coat all external flanges , bolts, and studs

with compound (PWC09-003) . In particular, pay special attention to the red uction gear box and compressor in let case
flanges.
9. Install caps, covers, and plugs as nece ssary to prevent entry of foreign materia l
and accumulation of moisture .
10. Tag the oil filler cap with the date of
preservation and enter the date and type
of preservation in the engine log book.
11. Install a humidity indica tor in the air
inlet and exhaust ducts and cover with
a suitable air- tight moisture barrier.
Provide inspection windows at each
area to permit inspection of the humidity indicators.
NOTE
Carry out inspection of a preserved
un it every 2 weeks if the aircraft is
stored outside, or every 30 days if the
aircraft is stored inside. If re lative
humidity is less than 40% or Jess as
indicated by the humidity indicator,
no further action is required. If indicated humidity is grcater than 40% ,
desiccant bags must be replaced or
reacti vated.
Engines Inactive for Periods Exceeding

One Year
I CAUTION I
Compound must not be applied to any
bolt threads used to retain accessories .
These threads must be coated with
regular engine oil as required during
normal tightening procedures. Under
no circumstances is the compound to
be used in or permitted to enter any
area where it could contaminate the
engine lubrication system.
I. Perform all the above procedures .
2. Remove the engine and store in engi ne

storage contai ner.
10-11
Flight~ty.
Preservation of Power
Section/Power Section Module
1. Preservation is done as part of th e engine
5. With the ignition OFF, place power controllever to TAKE-OFF and fu el condition lever to GROUND IDLE.
I CAUTION I
preservation before removal of the power

sec ti on or power sec ti on mo dule.
2. Install caps, covers , and pl ug as applica -
ble to prevent entry of foreign material

and moisture accumulation.
Depreservation Procedure
o to 7 Days of Inactivity
No depreservation required
8 to 28 Days of Inactivity
I. Remove covers from inlet and exhaust
openings and moisture barriers.

2. Make sure al\ engine openings are cle ar
and unobstructed.
3. Remove desiccant bags and racks as applicable.
6. Perform a normal 20 second (UE) , or 30

second (UA,UB, UC) motoring run , during which time move the power co ntrol
lever to GROUND IDLE and return to
TAKE-OFF, fuel cond ition lever to OFF
and return to GROUND IDLE un til clean
fue l flows from the discharge line at the
flow divider.
7. Connect the fuel inlet line at the flow di-
vider, tighten al\ coupling nuts to 90 to

100 in/lbs and lockwire.
8. Return power control lever to GROUND
IDLE and fuel condition lever to CUTOFF.
91 Days and Over
29 to 90 Days of Inactivity
I. Perform a 8 to 28 day s de preservation
procedure.
I. Perform an 8 to 28 days depreserva tion

procedure:
a. Examine al\ external cases for corrosion, and protec tive coating for wear.
Repair as necessary.
2. Fill engine oi l tank.
I CAUTION I
Under no circumsta nces permit the
preservative oi I to enter th e engine
where it may come into con tact with
the thermocouple probe assemb ly.
Oil contami nation of the probes may
cause complete failure of the temperature indicating sys tem.
3. Disconnect the fuel line at the flow divi der inlet to permit drainage into a su itab le conta in er.
4. Connect the aircraft fuel supply to the
englne.
10-12
Observe s tarter motor operati ng

l imits.
b. Remove compressor inlet screen, and

examine case and visible flanges for
corrosion. If corros ion is found , examine in ternals of accessory gear box
and reduction gear box with a
borescope. If corrosion exceeds limits,
send the engi ne to an approved overhaul facility.
c . Slowly rotate the propeller by hand
and check for stiffn ess , audible scraping, binding, or r ubb i ng (refer to the
Unscheduled Inspection of the applicable Engine Maintenance Manual).
d. Perform a 29 to 90 days depreserva tion procedure.

2. Start the engine and perform the following checks:
Preop erational check
Storage and Shipping

The following information is necessary for
storage, preservation, and depreservation of an
engine, power section/power section module,
or gas generator module.
Prestar! check
Shipping Container
Dry motori ng run
The shipping container for either engine or

module as applicable is constructed of fiberboard, and comprises a wooden skid base to
which is fastened a metal cradle. A fibe rboard
inner and outer sleeve form the sides of the
container along wi th the cover. Plywood sheeting provides additional support to the container sides and cover. The base, plywood
supports, cradle, and associated hardware are
reusable; the fiberboard sleeve and cover are
disposable. The container is intended for shipment in a closed conveyance on the North
American continent, or overseas shipment by
air and is not intended for shipment by sea. To
avoid possible bearing damage such as
brinelling, use of a shipping container/skid
equipped with shock mounts is required for all
tran sportation.
Wet motoring run

Shutdown check s
Post-shutdown checks
FeU checks
Gro und power checks
NOTE
During motoring, chec k fo r stiffness, audible scraping binding and/or
rubbing of the rotating components
within the engine.
3. After engine run, and completion of all
checks, examine all drain valves for oil.
If oil is found se nd the engine to an ap proved overhaul facili ty.
4. Examine all fuel fi lters and clean or replace as necessary
S. Exami ne the oil filter, reduction gear box
oil strainer, and reduct ion gear box chip

detector. If contam ination is found, and
the engine has no previous contamination
history, send engine to an approved overhaul facility. O t her wise refer to the
Engine Maintenance Manual.
The fiberboard container is weather resistant

only and should not be exposed to climatic conditions for more than 7 days and must not be
used for outdoor storage. It also offers protection against corrosion for a period of up to 6
months , provided that the container is correctly sealed and sheltered indoors in a relatively dry area and the humidity indicator is
monitored every 15 days.
10-13
Flight~ty.
NOSE WHEEL
MOORING POINT
WING MOORING
POINT
DETAIL A
(NOSE & MAIN)
TAIL MOORING
POINT ---j;---;--~$;}....
DETAIL B
(WING & TAIL)
00000000
Figure 10-5. Mooring the Airplane
1n_14
Flight~~ty.
MOORING
NOTES
Three mooring eyes are provided, one on each

outer main wing spar and one on the rear fuselage between the ventral fins (Figure 10-5). To
moor the airplane, chock the wheels fore and aft,
install the control lock and tail stand assembly.
Tie the airplane down at all three mooring eye
points and the landing gear torque knees on the
nose and main gear. Avoid overtightening the
rear line and pulling the nose of the airplane up
so far that wind creates lift on the wings. If extreme weather is anticipated, it is advisable to
nose the airplane into the wind. When mooring
the airplane, install the engine inlet and exhaust
covers, pitot tube covers, air conditioning intake
scoop plug, propeller restraints, and the optional nose and main landing gear shock strut
limiters (Figure 10-6).
10-15
Flight~ty.
1------
NOSE LANDING GEAR

STRUT LIMITER
DETAIL E
DETAIL C
[Q]ooo
TAIL STAND
ASSEMBLY
---+
t ~" ~""'" "'"

~
STRUT LIMITER
DETAIL B
DETAIL D
Figure 10-6. Main Landing Gear Shock Strut Limiters
10-16
DETAIL A
Flight!!i~ty.
CHAPTER 11
PLACARDS AND MARKINGS
11-1
Flight~ty.
NOTES
DESCRIPTION
Model Designation Placard
The model designation placard is on the externa l fuselage (left side), below the stabilon.
The placard identifies the airplane by its mode l
and serial number. Shou ld a question arise
concerning the care of the airplane, it is important to include the airplane serial number
in any correspondence to Hawker Beechcraft
Aircraft Company.
Exterior Placards and Markings

The exterior placards and markings, with their
locations indicated are shown in the AMM.
NOTE
Any time an airplane is repainted or
touched up, inspect all placards and
markings to ensure they are not covered with paint, are legible , and are
securely attached.
Interior Placards and Limitation

Markings
All required interior placards and limitation
markings are listed in the AFM.
11-2
Revision .01
Flight~~ty.
CHAPTER 12
SERVICING
12-1
Flight~~ty.
DESCRIPTION
Scheduled Servicing
Servici ng information contained in this chapter is limited to the types of servicing that are
general in nature to the overall airplane.
Servicing procedures required for installation
of specific components of the airplane are
covered in the chapter applicable to the com ponent. Servicing required during overhaul
of the components is covered in the Model
1900 Airliller Component Maintenance
Manual.
Chapter 12-20-00 of the AMM contains information concerning lubrication of compone nts
and cleaning of the airplane ex teri or and interior parts. These servicing procedures are normally performed according to time schedules.
WARNING
When an airplane has experienced

ab normal landing gear procedures
of any type, as a safe ty precaution,
place the airplane on jacks prior to
performing any inspection or maintenance. Ensure that all three landing gear are down and locked prior
to removing the airplane from jacks.
I CAUTION I
NOTE
Refer to Chapter 12-00-00 of the
AMM for further details on lubrication and products.
Lubrication necessary for the performance of
maintenance procedures, such as packing of
bearings in gearboxes, is covered in the Model
1900 Airliner Component Maintenance
Manual . Servicing, such as lubrication of
spline drives or lubrication required for installation, is covered in the chapter applicable to
the sys tem or component being serviced.
Unscheduled servicing
Accomplish jacking of an airplane

for th e purpose of landing gear operation, inspection, servicing, or
maintenance within an enclosed
building or hangar. In the interest of
safety, if it becomes necessary to
jack the airplane in the open, wind
velocity in any direction and terrain
varia tions must be compensated for
prior to jacking th e airplane.
Chapter 12-30-00 of the AMM contains information for unscheduled servicing, su ch as the
removal of ice and snow.
Servicing Time Limits

Time limits for parts or components tha t must
be serviced accord ing to a specific time schedule are found in Chapter 5-00-00 of the A MM.
Replenishing the Systems

Chapter 12-10-00 of th e Aircraft Mailllenance
Manual (AMM) covers information pertinent
to the replenishi ng of fuel, oi I, hydrau I ic fluid,
tire pressures, etc.
12-2
Flight~!~ty.
SCHEDULED SERVICING
Engine External Washing
Procedures
I CAUTION I
Never wash an engine while it is running or hot. After the engine has been
shut down, allow it to cool for at
least I hour prior to washing.
Electrical components and plugs on
the engine and in the engine compartment should be covered/protected
during the engine wash. Use dry shop
air to dry all components after washing. Do not allow water into the engine air inlet or the exhaust. Do not
direct high -pressure water or sol vent directly into mechanical parts
having air vent holes, such as the
fuel control units .
Salt Water Contamination

Tfthe exterior surface of the engine is contaminated with salt, wash it thoroughly with water
prior to the nex t flight of the airplane.
Demineralized water is not required for this
purpose. At no time should an engine be left
in a contaminated (salted) condition for any
extended period of time, such as overnight.
Fire Extinguisher Agent

Contamination
In the event of engine contamination by fire
extinguishing agents, refer to the latest revi sion of PT6A - 67D Engine Maintenance
Manual PIN 3038336 or subsequent.
CAUTION
If the engine inhal es a fire extinguishing compound , it must be cleaned,
removed, and disassembled for a thorough internal cleaning. Ifthe engine
fire extinguisher is di scharged , the
engine baffling prevents entry of the
extinguishing compound into the engine ; thus only an external engine
washing is required. Most incidences
of fire extinguisher compound inges tion are the result of ground personnel using an external extinguisher
during engine operation.
Cleaning Airplane Exteriors

Prior to washing , attach the pitot cover securely, and plug or mask off all other openings.
Be particularly careful to mask off all static
air ports before washing or waxing. Use special care to avoid washing away grease from
any lubricated area. Prior to cleaning, cover
such areas as wheels, brakes , etc., and relubri cate after cleaning as necessary. Always be sure
all maskings and coverings are removed before returning the airplane to serv ice.
Environmental Fallout (Acid Rain)

In certain areas of the country where chemical s may be present in the atmosphere, avoid
outside storage when conditions exist where
moisture may collect on painted surfaces.
Acids that remain in standing water can stain
the paint topcoat and cause permanent damage to the finish . Flush off residual moisture
with clean tap water and dry the surface. At this
time, waxing the surface can provide protection from acid rain damage .
12-3
Waxing Airplane Finishes
CAUTION
A good coat of wax protects the airplane fi nish from sun rays and protects the surface
against oxidation. Use a high quality automotive or airplane wax. Do not use a wax containing silicone because silicone materials are
difficult to remove from surfaces.
When washing the windshield, do

not use water from a bucket or pail.
Sand, dirt particles, or other debris
may collect in the standing water
and cause scratches in the plastic.
Surface Deicer Boots
Use the palm of the hand to feel and dislo dge

dirt and mud. A soft cloth, chamois, or sponge
may be used only for the purpose of carrying
water to the surface of the wi ndow. After washing , rinse the window thoroughly ~ith running
water and dry It wIth a clean, mOIst chamois.
Do not rub the plastic window with a dry cloth
because this causes an electrostatic charge'
which attracts dust.
'
Check the surfaces of the deicer boots for indications of engine oil after servicing and at
the end of each flight. Remove any oil spots
that are found with a nondetergent soap and
water solution. Care should be taken when
cleaning to avoid scrubbing the boots because
the conductive coating (A56B) must not be removed from the boot surface. The boots are
made of soft, flexible stock that can be damaged if fuel hoses are dragged over the surface
of the boots or if ladders or platforms are
rested against them.
Remove oil and grease with a cloth moistened

with kerosene, aliphatic naptha , or hexane.
Rinse the window with clear water.
Landing Gear
I CAUTION I
Wash the landing gear (nose and main) with

low -pressure water and mild detergent as soon
as is practical following operation on salty or
muddy runways. Using low-pressure air, blow
off all water before flight or storage of the
airplane.
Never use gasoline, benzene, alcohol, acetone, carbon tetrachloride,

fire extinguisher, anti-ice fluid, lacquer thinner, or glass cleaner with a
base of these materials, for such materials softens the plastic and may
cause crazing. Aliphatic naptha and
similar solvents are highly flammable and extreme care must be exercised when using these chemicals.
Placard Replacement
Ascertain that all placards are in place and
legib le whenever the airplane has been repainted or touched up after repairs. Replace
any placards that have been inadvertently defaced after such repainting or repairs.
Plastic Windows
Keep the plastic windows clean and waxed at
all times. To prevent scratches and crazing,
wash the windows carefully with plenty of
soap and running water.
12-4
If it is desirable to use a commercial cleaner

to clean the plastic windows, use only cleaners that are approved by Hawker Beechcraft
Aircraft Company. There are several cleaners
available commercially that state that they are
approved for use on acrylic surfaces. However,
it has been discovered that some of these cleaners cause acrylic plastic to craze.
Revision .01
Flight!!.~ty.
After washing plastic windows with soap and

water, apply a good grade of commercial wax.
The wax fills in minor scratches and helps prevent further scratches. Apply a thin , even coat
of wax and bring it to a high polish by rubbing
lightly with a clean, dry, soft flannel cloth.
Never use a power buffer, as the heat generated
by the buffing pad may soften the plastic.
NOTES
If the windows were cleaned with one of the

commercial cleaners mentioned previously,
it is not be necessary to apply wax . Each of
these cleaners contains wax , as well as cleaning agents.
Windshields
Glass windshields with antistatic coating
should be cleaned as follows :
Wash excessive dirt and other substances
from the glass with clean water.
Clean the windshield with mild soap
and water or with a 50/50 solution of isopropyl alcohol and water. Wipe the glass
surface in a straight rubbing motion with
a soft cloth or sponge. Never use any
abrasive materials or any strong acids or
bases to clean the glass.
Rinse the glass thoroughly and dry, but
do not apply wax.
NOTE
It is equally essential that the wind-
shield wipers be thoroughly cleaned .

Operating the wipers when they are
dirty is a common source of scratches
on the windshield. Do not attempt to
polish out such nicks or scratches in
the glass surface.
12-5
Flight~ty.
Cleaning Airplane Interiors

Vacuum the seats , rug, upholstery panels, a nd
headlining frequently to remove as much surface du st as possible.
Experience has shown that commercial, foam type cleaners, or shampoos can be used to
condition the surfaces of rugs, carpets, and upholstered materials. A solution of the cleaner
can be prepared by mixing a small amount in
a bucket of water and beating the solution
until a heavy foam forms.
Apply the foam uniformly with a brush over
the s urface to be cleaned , then remove the
s ud s with a vacuum cleaner or by wiping the
surface with a brush or cloth. Because there
is very little moisture in thi s foam , wetting of
the fabric or retention of moisture in the warp
does not occur. Unlacquered metal fittings
and furnishings within the airplanes can be
cleaned using most commercial metal polish es. Use a soft, clean rag for application; then
polish to a brilliant gloss with a dry cloth.
Protect the finish with a good grade of wax.
Clean the fabric uphol stery manually as

fo llows:
Remove the uphol stery from the airplane.
Use a stiff-bristled brush and brush the
upholstery along the weave. (A nylonbristled fingernail brush can be used.)
Vacuum the entire surface to remove
any salt residue or dirt stains.
Apply dry cleaning solvent sparingly
on a lint-free cloth and clean stain s as
required.
Allow th e upholstery to completely dry.
Treat the uphol stery with a fire retardant.
Install the uphol stery
Upholstery
The mo st effective method of cleaning uphol ste ry is directly dependent on the type of up hol stery invol ved. For in stance, a fabric type
of upholstery that has been flame -proofed
should never be treated by the application of
cleaners with a water base. The reason for this
is that the flame retardant on the fabric is
water so luble and will be diluted to a point
where the fire-resistant quality is rendered
use le ss. Also, the natural capillary action of
the water in the fabric will cause the sa lts of
the flame-retardant chemicals to rise to the surface resulting in unsightly faded spots.
NOTE
Clean wool and wool-blended upholstery fabrics by dry-cleaning ONLY.
After five dry cleanings, have the uphol stery treated with a fire retardant
at a service company or spray the fab ric with a fire retardant or equivalent.
12-6
NOTES
Flight~~ty.
Clean leather upholstery with a nonabrasive ,

chemically neutral, nonreactive, emulsion type cleaner such as saddle soap . Apply it over
the dirty surface using a sponge or soft cloth
(use a gentle, wiping motion ; do not scrub ).
Do not allow the cleaner to stand and wipe it
off before it drys. Treat the leather after cleaning with wax or a leather conditioner.
Interior Cabin Trim

Using soap and water, wash the plastic interior trim . Scrubbing with a brush and detergent soap usually provides adequate cleansing;
however, alcohol may be used to remove con taminants that are soluble in alcohol.
Gaskets and Seals

When lubricating gaskets and a-ring seals ,
use the fluid type of the system utili zing the
gaske ts and seals.
Control Cables and Cable Pressure

Seals
Clean the pressure seals and the control cables
for the length of travel through the pres sure
seals with cleaning solvent. Fill the seal with
lubricant and lubricate the cleaned area of the
cable and one inch beyond with grease . On all
the remaining length of cable, apply corrosionpreventive compound with a brush. Wipe off
excess with a clean cloth.
I CAUTION I
To prevent damage to the plastic interior trim, never use methyl ethyl
ketone, naptha , mufti , stoddard solvent , gasoline, lacquer thinner, or
other types of pain! cleaners as cleaning agents.
NOTES
Lubrication
Sealed Bearings
Sealed bearings are prepacked with grease
and require no periodic lubrication. Sealed
bearings are replaced when normal airplane inspection procedures indicate that the bearing
is no longer operate satisfactorily. The lubrication of sealed bearings must not be attempted
unless facilities are available for removing
and replacing seals. When sealed bearings are
cleaned and lubricated, the work must be done
in strict compliance with applicable bearing
maintenance directives.
Spline Drives
The 1900 engines have we! spline lubrication
and lubrication of the splines is not required
when installing an accessory. The air conditioning compressor end of the quill shaft requires 1ubfi cati on.
12-7
Flight~ty.
Table 12-1. THREAD LUBRICANTS CHART

TYPE OF LINE
TYPE THREAD
ITEM , CHART 2, 12-00-00
1. Pressurization Control
Tapered
36, MIL-T-27730
Straight
None
2. Hydraulic -Brake, Power

Steering, Landing Gear
8, MIL -H -5606 or
34 , Loctite 545
3. Fuel and Fuel Pressure
Alum, Brass, Steel
32, VV -P-236
4. Oil and Oil Pressure
Alum, Brass , Steel
32, VV -P- 236
5. Oxygen
Tapered
36, MIL-T-27730 Size 1 Tefl on Tape
Straight
None
Tapered
33 , Loctite PST 592
Straight
None
6. Pitot and Static Lines
36, MIL-T-27730
7 . Vacuum
28 , Suniso No.5 or Capella WF
8. Refrigerant, Freon
12-8
9. Deicer
33, Loctite PST 592
10. Fire Extinguisher
33 , Loctite PST 592
11. Bleed Air (750 Max)
CRES
26, Molykote M -77
12. Bleed Air
Aluminum
33, Loctite PST 592
-100
Flight~ty.
Lubrication of Threads
NOTES
Lubricate all plumbing fillings on external

lines and the threads on the oil pressure and
torque pressure transmitters with the proper
lubricant as specified in Table 12- 1.
When applying lubricants , observe the following rules:
Clean the threads before applying the luQricant (Figure 12- 1).
Use only thin coats of the selected thread
lubricant.
Apply lubricant to the male threads only.
On straight-thread fittings, lubricate the
first three threads.
On tapered-thread fittings, do not lubricate the first two threads. Apply the
lubricant to the next three threads only.
Never allow lubricant to enter fittings or
flare areas.
Lubricate engine fittings only with the
fluid transported in the lines, such as
engine oil. Do not lubricate air lines.
LUBRICATE
TAPERED
PIPE THREADS
LUBRICATE
LUBRICATE
STRAIGHT THREADS
DO NOT LUBRICATE
FEMALE THREADS
NEVER ALLOW
LUBRICANT
TO CONTACT
THESE SURFACES
Figure 12-1. Lubrication of Threads
12-9
FlightSafety.
..
CAUTION
CHECK TO ASCERTAIN THAT
TH E RID ENDS ROTATE FREELY
;,@~
AIR-CONDITIONER
COMPR ESSOR
QUILL SHAFT
DETAIL B
-~~.,-....>.:O,--
CAM PLATE
AND PINS
_ _::o. CAM PLATE

AND PINS
I
I
~-
I,
- '"
-----=;~--I
------
HINGE POINT
BUSHINGS
.
I
-~
-DETAIL A
WARNING
DETAIL D
DO NOT LUBRICATE ENGINE CONTROL

CABLE UNDER ANY CIRCUMSTANCES.
THESE CABLES ARE LUBRICATED BY THE
MANUFACTURER IN ACCOR DANCE
WITH THEIR SPECIFICATION . THE
MANUFACTURER RECOMMENDS THAT NO
FURTHER LUBRICATION BE APPLIED
Figure 12-2. Nacelle Engine Controls and Inertial Anti-Ice Lubrication
12-10
Nacelle Engine Controls and

Inertial Anti-Ice Lubrication
NOTES
Lubricate each area with the following at intervals called out in Chapter 12 of the AMM
(F igure 12-2).
I. Cam plate and pins-Grease, aircraft and
instrument Mil -G-23827 Super Mil
Grease No. A 72832 or Lubriplate 130AA
2. Hinge point bushings-Lubriplate
130AA
3. Air-co nditioner compressor quill shaftMolykote M-77
12-11
WARNING
DO NOT LUBRICATE ENGINE CONTROL
CABLE UNDER ANY CIRCUMSTANCES.
THESE CABLES ARE LUBR ICATED BY THE
MANUFACTURER IN ACCORDANCE
WITH THEIR SPECIFICATION. THE
MANU FACTURER RECOMMENDS THAT NO
FURTHER LUBRICATION BE APPLIED
ENGINE CONTROL
LEVERS AND PUSH
PU LL TUBES
DETAIL B
PROPELLER
r-~---',.
HUB
PROPELLER HUB
GREASE FiniNG
(NOTE 3)
PROPELLER HUB
GREASE FiniNG
(NOTE 2)
DETAILC
NOTE 1:
LUBRICATE PROPELLER HUBS
DETAIL A
AS INSTRUCTED IN CHAPTER
61 -1 0-00 OF THE AMM.
NOTE 2:
LH FITTING (ON CYLINDER
HALF) GREASE INPUT
NOTE 3:
RH FITTING (ON ENGINE HALF)

REMOVE TO VENT
Figure 12-3.
12-12
Flight Compartment Engine Controls and Propeller Lubrication
Flight~~ty.
Flight Compartment Engine

Controls and Propeller
Lubrication
NOTES
Refer to Figure 12-3.

I. Engine control levers and push pull
tubes-Grea se, Molybdenum Disulfide
Aeroshell 17
2. Propeller hub grease fitting s- Grease,
Propeller Hub Lubricant Aero she1l6 (approved for temperatures to - 40 F) or
equivalent as placarded on blade from
overhaul facility.
12-13
Flight!!L~ty.
GREASE
FITTINGS
STEERING
BELLCRANK
GREASE FITTING
UPPER AND
LOWER NOSE
GEAR STRUT
BEARING
(NOTE)
DISCONNECT
CAM
GREASE
FITTINGS
(USE ALEMITE
Z-737 NOZZLE)
~~~~-=_
UPPER AND
LOWER NOSE
GEAR STRUT
BEARING
(NOTE)
DETAIL A
NOTE:
WHEN LUBRICATING THE LOWER OR UPPER BEARING ON
THE NOSE STRUT (ITEM 4) , TURN THE WHEEL FROM SIDE
GREASE
FITTINGS
..
--===1~~~~~:::".
TO SIDE WHILE INJECTING GREASE. THIS WILL ASSURE

COMPLETE LUBRICATION COVERAGE OF THE BEAR INGS.
THERE ARE TWO LUBRICATION FITTINGS ON BOTH THE
UPPER AND THE LOWER BEARINGS.
STEERING
BELLCRANK
GREASE FITTING
c.....;.,;.-++-_
WHEEL
BEARINGS
-~ ~"~
~
...... ~
<>
~-- ~
DETAIL A
WITH OPTIONAL
POWER STEERING
Figure 12-4. Nose Landing Gear Lubrication
12-14
Flight!!!.~ty.
Nose Gear Lubrication
NOTES

1. Wheel b e aring s - Mobilux IP No.2
(Above - 20 F)
2. Door hinges and retract linkageLubricant, general purpose , low temp
MIL-L-7870 or W-L-800 (Brayco 300)
3. Grease fittings-Grease, aircraft and instrument MIL-G-23827 Super Mil grease
No. A 72832 or grease, wide temperature
range , MTL-G-81322 Mobilgrease 28
4. Upper and lower nose gear strut bearing-Use only grease MTL-G-21l64,
Aeroshell 17
5. Steering bellcrank grease fitting Grease, aircraft and instrument MIL-G23827 Super Mil grease No. A 72832 or
grease, wide temperature range, MIL-G81322 Mobilgrease 28
6. Steering disconnect cam- Grease, aircraft and instrument MIL-G-23827 Super
Mil grease No. A 72832, LubriplateAero,
or Lubriplatel30AA. USE SPARINGLY
12-15
Flight~ty.
GREASE
FITIINGS
GREASE
FITIINGS
DOOR HINGES
AND LINKAGE
BEARINGS
GREASE
FITIINGS
(NOTE)
GREASE
FITIINGS
NOTE:
USE ALEMITE
Z737 NOZZLE
DOOR HINGES
AND LINKAGE
BEARINGS
DOOR
RETRACT
CAM
WHEEL
BEARINGS
DOOR HINGES
AND LINKAGE BEARINGS
Figure 12-5.
12-16
GREASE
FITIINGS
(NOTE)
Main Landing Gear Lubrication
Flight!'!~ty.
Main Landing Gear Lubrication
NOTES

I. Wheel bearings - Mobilux IP No . 2
(above -20F)
2. Grease fittings - Aircraft and instrument
MIL-G-23827 Super Mil grease No.
A 72832 or Grease, wide temperature
range, MIL-G -81322 Mobilgrease 28
3. Door hinge s and linkage bearings Lubricant, general purpo se, low te mp
MIL -L-7870 or W-L-800 (Brayco 300)
4. Door retract cam- Grease, aircraft and
instrument MIL-G-23827 Super Mil
grease No. A 72832, Lubriplate Aero, or
Lubriplate 130AA. USE SPARINGLY
12-17
Flight~ty.
DETAIL A
DETAIL F
ELEVATOR
TRIM TAB
CHA IN
DETAIL B
ELEVATOR TRIM
TAB ACTUATOR
GREAS E FITIINGS
DETAIL E
~
- ',
CONTROL
CABLES
RUDDER
PEDALS
DETAIL D
Figure 12-6.
12-18
CABLE
PRESSURE
SEALS
Flight Compartment and Elevator Controls Lubrication
Flight~ty.
Flight Compartment and

Elevator Control System
Lubrication
NOTES
Flight Compartment
I. Chai n- Cleaning sol vent, PD-680 Type
Ill; Oil Lubricant, Mineral Oil SAE-30W,

or Lubricant Preservative W-L-800
(Brayco 300) and wipe off excess.
2. Rudder pedals-Lubricant, general purpose, low temp MIL-L-7870 orW-L-800
(Brayco 300)

3. Elevator trim tab hinge - W-L - 800
(Brayco 300) or LPS-2
4. Elevator trim tab actuator grease fittings:
UE - l thru UE-257: MIL-G-23827
Super Mil Grease No. A 72832
UE - 258 and after with PIN 129 526033 -7/-9 trim actuators installedDow Corning #33 Light (Pink grease)
5. Control cables and cable pressure sealsClean and lubricate as directed in Chapter
12 of the AMM
6. Elevator trim tab chain-Clean with cloth
dampened in PD -680, Type III solvent,
apply Oil Lubricant, Mineral Oil SAE30W, or Lubricant Preservative W-L-800
(Brayco 300) and wipe off excess
12-19
Flight~~ty.
BEECH 1900 AIRLINER MAINTENAN C E TRAINING MANUAL
,7
DETAIL A
CONTROL CABLES
AND CABLE
PRESSURE SEALS
RUDDER TRIM
TAB ACTUATOR
GREASE
FITTINGS
DETAIL B
RUDD ER TRIM
TAB CHAIN
DETAIL C
Figure 12-7.
12-20
Rudder Control System Lubrication
Flight~ty.
Rudder Control System

Lubrication
NOTES

I. Rudder trim tab actuator grease fittings:
UE-I through UE-257-MIL-G-23827
Super Mil Grease No. A 72832
UE-258 and after with PIN 129526034-7 rudder trim actuators installed-Dow Corning #33 Light (Pink
grease)
120ftheAMM
3. Rudder trim tab chain-Cl ean with cloth

dampened in PD-680, Type III so lvent ,
apply Oil Lubricant, Mineral Oil SAE30W, or Lubricant Preservative W-L-800
(Brayco 300) and wipe off excess
12-21
BEECH 1900 AIRLINER MAINTENA NC E TR A ININ G MA N UAL
CONT ROL
CABL ES
FLAP MOTOR GEARBOX
~-'--~_~__
- ________
~
CA BLE
PRES SU RE
~
SEALS
_~
------'~'-It.~~1
DETAI L F
DETAI L A
'""___ i
L
FLAP ASYMMETRY
SWITCH HUB ASSEMBLY
(MODIFIED BY KIT 129-5046)
FLAP ASYMMETRY
SWITCH HUB ASSEM BLY
FLAP
TR ACKS
FLAP TRACKS
DETAIL B
FLAP
TRACKS
DETAIL E
TRIM TAB
ACTUATOR
GREASE FITTINGS
DETAIL C
DETAIL D
Figure 12-8. Flap and Aileron Control System Lubrication
12-22
Flap and Aileron Control

System Lubrication
Refer to Figure 12-8 .
I CAUTION I
Aileron Control System

12 o f the AMM
6 . Trim tab actuator grease fittings:
Do not mix MIL-G - 81322 grease

with dark tan MIL-G- I 0924 or
SA826-3242 grease.
Flaps
I . Flap motor gearbox-Pack gearbox with
MIL -G 10924 or MIL -G-8 I 322 grease
(Mobilgrease 28) to .3 inch from cover.
UE- I thru UE-257 : MIL-G-238 27

Sup er Mil Grease No . A 72832,
UE-258 and after with PIN 129526032-15 aileron trim actuator in stalled- Dow Corning #33 Light (Pink
grease)
7. Aileron trim tab hinge-W- L -800
(Brayco 300) or LPS-2
2. Flap limit switch link-Lubricant, general purpose , low temp MIL-L-7870 or

W-L-800 (Brayco 300)
NOTES
3. Flap tracks-Grease MIL-G -23827 Super

Mil grease No . A 72832, or Lubriplate
Aero, or Lubriplate No. 130AA Grease
4. Flap asymmetry switch hub assemblyGrease MIL-G-23827 Super Mil grease
No. A 72832 or Mobilgrease 28
4A. Flap asymmetry switch hub assembly
(Modified by kit l29 -5046)-Grease
MIL-G - 23827 Super Mil Grease No.
A 72832 or Mobilgrease 28
12-23
Flight~~ty.
DOOR HINGE
t,.
IJ
l='
r \\ \\
\\\
\
\\
\ \
\ \
GAS SPRING
END FITTINGS
\ \
't4
\I
\I
\1
\I
DETAIL A
Figure 12-9. Avionics Compartment Door Lubrication
12-24
Flight~ty.
Avionics Compartment Door

Lubrication
NOTES

I. Gas spring end fittings-Disassemble
joint and lubricate sparingly with MILG-23827 Super Mil Grease No. A72832
2. Door hinge-Apply lubricant W-L-800
(Brayco 300) or LPS-2 and wipe off excess
12-25
Flight~~ty.
DOOR HINGE
CAM SURFACE
OF PRESSURE LOCK
PUSH ROD,
CLEVIS AND PINS,
OUTSIDE HANDLE,
HOOK, AND COUPLIN G
DETAIL A
DETAIL D
PIN
GUIDES
PIN
GUIDES
~o
~
~r- ""I
,/,
~ \~\
~
C
,0
DETAIL C
======ti'
II
II I
FiniNG
PUSH ROD
CLEVIS AND PINS:
OUTSIDE HANDLE,
HOOK, AND COUPLING
J>
'
CAM
HOUSING
GREASE
PUSH ROD,
CLEVIS AND PINS,
OUTSIDE HANDLE,
HOOK, AND COUPLING
DETAIL B
EMERGENCY EXIT DOOR (3 PLACES)
Figure 12-10, Cabin Airstair Lubrication
12-26
Flight~ty.
Cabin Airstair Lubrication
NOTES

1. Door hinge- Lubricant W-L-800 (Brayco
300) or LPS-2
2. Cam housin g grease fitting - MIL-G23827 Super Mil Grease No . A72832
(eight places)
3. Cam surface of pressure lock- MIL-G23827 Super Mil Grease No. A 72832
(eigh t places )
4. Cam lip-Door ease lubricant (eight
places)
5. Door handle-Lubricate the door handle grease zerk with Aeroshell 17 or MILG-23827 Super Mi I Grease No. A 72832
Emergency Door Exit

6. Pin guides- Aeroshelll7 or Molykote
G-n, or grease D5917GP sparingly
7. Pushrod, clevis and pins, outside handle, hook, and coupling-Apply lubri cant MTL-L-7870 s paringly (four places
per door)
12-27
FlightSafety.
""'""""'"
DOOR HINGE
GAS SPRING
END FITIINGS
\'-2;:77;-':::::'.,.
GAS SPRING
END FITIINGS
"T"'----
PUSH ROD PIN

AND BUSHING
LU BRICATE THE LIPS

(6 PLACES)
DETAILC
DETAIL A
DOOR CAM
LOCKS
Figure 12-11. Cargo Door Lubrication
12-28
GAS S P R IN G
END FITIINGS
Flight~~ty.
Cargo Door Lubrication

Refer to Figure 12- 11 .
I CAUTION I
Disassemble Index No.1 joint only
when the cargo door is fully open
and stabilizer is in place.
I. Gas spring end fittings-Disassemble
the joint and lubricate sparingly with
MIL-G - 23827 Super Mil Grea se No .
A 72832
2. Door cam locks-Wipe clean and lubri cate the lip of the cam lock with Door
Ease (do not apply to the face of the cam)
3. Pushrod pin and bushing-Apply lubricant MIL-L-7870 or W-L-800 (Brayco
300)
4. Latch pin and latch plate-Wipe clean
and lubricate the pin and the hole in the
latch plate with Door Ease
5. Door hinge- W-L -800 (Bra yeo 300) or
LPS-2
6. Door handle- Aeroshell 17 or MIL-G23827 Super Mi I Grease No. A 72832
12-29
Flight9f~ty.
CHAPTER 20
STANDARD PRACTICE AIRFRAME
CONTENTS
Page
INTRODUCTION ... .................. ........... ................................................................................. 20-1

ELECTROSTATIC DISCHARGE SENSITIVITy ................................................... .. .......... 20-2
Removal and Installation of ESDS Equipment ............................................................. 20-2
Handling ESDS Components ......... .. ....................................................... .... .................. 20-2
Controlling Static Charge Buildup .... .............................. ............... ............... .......... ...... 20-3
Permanent Static-Control Workstation ... ........... ... .... ................................ ......... ............ 20-4
Portable Static-Control Workstation .. .......... ......... .. ... ... ... ............. .. .. ...... ........ ............... 20-5
Humidity and Dust Effects On ESDS Components .. ...... .. ......... .. ............... .................. 20-6
Packaging of ESDS Components .................................................................................. 20-6
Marking of ESDS Components ...................... .......... ....... .. .... ..... ........ ........... .. ..... .. .. ..... 20-7
Storage and Transit of ESDS Components ................................................................... 20-7
20-i
CHAPTER 20
STANDARD PRACTICE AIRFRAME
INTRODUCTION
This chapter describes the standard maintenance practices used in maintaining the airplane in
an airworthy condition. The information in this chapter is applicable during main tenance in sev eral chapters of the Aircraji Maintenance Manual (AMM). Maintenance procedures in a particular chapter supersede the general information in this chapter.
20-1
Flight~~ty.
WARNING
Any maintenance requiring the dis connection and reconnection of

flight control cables, plumbing, electrical connectors, or wiring requires
identification of each side of the
component being disconnected to
facilitate correct reassembly. At or
prior to disassembly, components
shou ld be color coded , tagged, or
properly identified in a way that it
can be obvious how to correctly recon nect the components.
After reconnection of any component , remove all identification tag s.
Check all associated systems for correct function prior to returning the
airplane to serv ice.
ELECTROSTATIC
DISCHARGE
SENSITIVITY
REMOVAL AND INSTALLATION
OF ESDS EQUIPMENT
Observe the following procedures when removing or installing electro static discharge
sens itivity (ESDS) equipment.
Some circuit board assembli es are

protected by plastic covers. These
covers can store an e l ectrostatic
charge. Use a static control worksta tion to neutrali ze any electrostatic
charge on the covers before touching
a printed circuit board. Store the covers a safe distance from the work area.
1. When using test equipment, discharge
all test leads to the ground prior to connection to the ESDS circuit under test.
2. Use a portable static control workstation
when removing ESDS circuit boards from
card cages and enclosures at the airplane.
3. Place removed ESDS equipment on the
static dissipati ve surface of the works tation before opening the static shielding
contai ner holding the replacement ESDS
equipment.
4. Just prior to engaging a cable connector
with its mating receptacle, touch the con nector shell to the receptacle she ll to
neutralize any electrostat ic charge on the
connector or the installer's body.
5. Maintain protective coverings on stored
ESDS equipment.
HANDLING ESDS
COMPONENTS
I CAUTION I
Tools with plastic or insulated handles should not be used around ESDS
devices. These tools can carry a static
charge that does not readily dis charge during the grounding process.
In su lated tools should be u sed only
during power-on testing of aircraft
syste ms to prevent e lectrical s hock
to maintenance personnel performing the tes ts.
202
CAUTION
All personnel handling ESDS components and

equ ipmen t should receive instruction in the
proper handling of such items. Observe the fol lowing handling rules to prevent damage to
ESDS components and equipment.
1. Keep ESDS components and equipment inside ESD protective packaging unti l
opened at a static control workstation .
Flight,'l!!~ty.
2. Before unsealing ESD protective packages, place the packages on the work surface of a static control workstation .
3. Do not use pressure air nozzles to remove dust from ESDS printed circuit
boards. Rapid movement of air, com bined with airborne dust particles, can
create an electrostatic charge that will destroy ESDS components.
4. Always wear a grounding wrist strap when
opening any ESD protective package.
5 Avoid touching circuit components or
connector pins when handling ESDS
components or equipment.
6. Never place any ESDS component, before
or after assembly, on a nonconductive
surface or in a container not specificaIly
designed for storage of ESDS devices.
7. Protect ESDS components and equip ment with protective containers, conductive caps, and/or pin-shorting devices.
8. Store and transport ESDS components
and equipment in ESD protective containers. Seal all protective containers with an
ESD warning label prior to shipment.
9. Place all loose E SDS components and
equipment into ESD protective containers BEFORE removing a grounding
wrist strap.
10. Keep the workstation free of any material not required to accomplish the as signed task.
II. Follow established ESD protection rules
and procedures.
12. Always use a static control workstation,
either permanent or portable, when re moving ESDS components and equip ment from protective packaging.
13 . Use only grounded, electrically isolated ,

and temperature controlled soldering
irons that have been rated for use with
ESDS components and equipment. Use
only hand tools that have conductive or
static dissipative handles or grips. Test
equipment, such as scopes and meters ,
must be rated for use around ESDS components and equipment.
14. Avoid exposing ESDS components and
equipment to large electromagnetic or
electrostatic fields such as transformers
or transmitting antennas.
CONTROLLING STATIC
CHARGE BUILDUP
Four basic techniques are employed in ESD
control:
I. MINIMIZE THE CHARGE B UILDUP-
Minimize electrostatic charge buildup

by using conductive or static dissipative
flooring and static -dissipative work surfaces. Wear leather shoes, cOllon socks,
and a grounding ankle strap to dissipate
body charge buildup. Wear cotton clothing instead of wool or synthetics. Use
an ionized air blower to dissipate charges
from nonconductive items.
2. DRAIN OFF THE CHARGE TO
GROUND-The human body is a good
electrical conductor and for that reason
electrostatic charges on the body can be
dissipated by skin contact with a grounding device such as a wrist or ankle strap.
Always wear a grounding wrist strap
when opening ESD containers or handling exposed ESDS components and
equipment.
3. NEUTRALIZE THE CHARGE Nonconductors, such as polystyrene coffee cu p s, plastic bags , and some
electrostatic charge on a nonconduc tor as
long as the ionized air blower puts out
both positive and negative ions.
20-3
Flight~~ty.
4. MINIMIZE THE EFFECTS OF ELECTROSTATIC FIELDS-The immediate

envi ronment surrounding ESDS components and equipment must be free of electrostatic fields or must have suitable static
shielding to minimize induced effects
from electrostatic field s.
PERMANENT STATIC
CONTROL WORKSTATION
A static control workstation provides for staticfree handling ofESDS components and equipment by diverting, to ground, electrostatic
c harges on conductive objects.
I CAUTION I
Never wear a grounding wrist strap
over clothing. The strap mu st be in
contact with the wearer 's skin to adequately dissipate any electrostatic
charge. Under certain conditions ,
personnel using a grounding wrist
strap may need to use a lotion-type
skin moisture enhancer to provide a
low -resistance connection between
the wrist and the wrist strap.
CONDUCTIVE FLOORING-Conduct_
Ive floonn g IS used when additional Control ofESD is required. To maintain total
control over ESD, use conductive chairs
a grounding heel strap, and cond u cti v~
shoes. Conductive flooring in ESD control areas must be free of all wax or other
nonconductive coatings .
HARD GROUND CONNECTIO N_
Grounding of the static control wo rkstation is accomplished through one or more
copper ground rods driven into moist earth
to a depth sufficient to provide a low resistance path fro m the workstation to
ground. All workstation connections to
ground are made through a one megohm
resistor to protect workstation person nel
from electrical shock hazards by li miting
current flow to ground.
NOTE
Check building grounds to ensure
that there is no current looping fro m
other nearby grounds.
NOTE
Ensure that the source of current is
external and not static .
A permanent static control workstation consists of the following items:

GROUNDING WRIST STRAP- Each
person that handles ESDS components
and equipment must wear a grounding
wrist strap to dissipate bodily electro static charges . The wrist strap must fit
firm against the skin and release quickly
in case of an emergency. The wrist strap
incorporates a I-megohm current-Ii miting resistor, in series with the ground
cord, to protect the wearer from electri cal shock hazards .
STATIC-DISSIPATIVE WORK SURFACE-Conductive mats on the work
bench surface are de signed to remove
electrostatic charges from conductive
items placed on the mat.
20-4
IONIZED AIR BLOWER-The ionized

air blower provides a constant flow of
positive and negative ions over the workstation surface to neutralize electrostatic
charges on nonconductive materials in
the air flow path. The use of an ionized
air blower, in combination with a static
control workstation, provides additional
protection for ESDS components and
equipment. Since it is not always possible to eliminate all static charge accumulators (Styrofoam, plastic, etc.) from a
work area, the ionized airbloweris used
to provide additional protection by flooding the work area with balanced negative/positive ionized air. Static charge
accumulators should always be kept away
from static -free areas , but inadvertent
static is difficult to control , especially
when developed by such common items
as clothing, footwear, combs, and pens.
An ionized air blower will help control
some of this inadvertent buildup.
STATIC DISSIPATIVE SEATINGChairs used at ESD protected workstations must be conductive, and if padded,
must be covered with static dissipative
material.
CONDUCTIVE CONTAINERS- ESDS
devices must be transported in approved
containers to prevent ESD damage.
These special containers are made of
metal or special conductive plast ic .
Before static -sensitive components and
equipment are removed from a static
control workstation, they must be packaged in containers that provide at least
as much protection as that provided by
the workstation. Conductive boxes, kit
trays, and similar types of approved con tainers provide complete ESD protection
to ESDS components and equipment
while in transit.
GROUNDING HEEL STRAP-A

grounding heel strap can provide additional ESD protection. The heel strap
makes contact with the wearer's skin at the
ankle, and extends to the bottom of
footwear to make contact with a conduc tive mat or conductive flooring. The
grounding heel strap can be used in combination with a grounding wrist strap to
provide maximum ESD protection.
ANTISTATIC/CONDUCTIVE
CLOTHING-Many types of clothing
generate electrostatic charges. To remove some of this buildup, workstation
personnel should wear outer garments
that help dissipate electrostatic
charges. Cotton ranks among the best
fabrics for antistatic protection. Do
not wear synthetic or wool fabrics
around ESDS devices , as these fabrics
retain electrostatic charges.
PORTABLE STATIC-CONTROL
WORKSTATION
A portable static control workstation provides
for static -free handling ofESDS components
and equipment during maintenance operations
at the airplane. The typical portable workstation is available as a field service kit that is
used to dissipate electrostatic charges before
the charges can damage ESDS components
and equipment.
A typical portable static control workstation
consists of the following items:
GROUNDING WRIST STRAP- Each
person who handles ESDS components
and equipment must wear a grounding
wrist strap to dissipate bodily electrostatic charges. The wrist strap must fit
firm against the skin and should release
qu ickly in case of emergency. The wrist
strap incorporates a I-megohm currentlimiting resistor, in series with the
ground cord , to protect the wearer from
electrical shock hazards .
20-5
Flight~ty.
STATIC-DISSIPATIVE WORK SURFACE-A conductive mat is an integral

part of the portable workstation, and is
designed to remove electrostatic charges
from conductive items when those items
contact the mat.
HARD GROUND CONNECTIONGround the portable workstation to the
airframe or to a common ground as
shown . All portable workstation connections to ground are made through 1megohm current-limit in g resistors to
protect maintenance personnel from
electrical shock hazards.
HUMIDITY AND DUST EFFECTS
ON ESDSCOMPONENTS
Humidity is a factor in the control ofESD . The
lower the humidity, the greater the chance of
damage to ESDS components and equipment.
Humidity at the worksta ti on shou ld be maintained between 30 and 65 percent.
Repair of ESDS circuit boards, including replacement of ESDS components should be
performed in a dust-free environment.
PACKAGING OF ESDS
COMPONENTS
All ESDS components and equipment require special ESD protective packaging. Seal
all ESDS packages with an appropriate cautionary label.
I CAUTION I
Do not use clips or staples when sealing any ESDS package. Do not use
carbon-filled, conduc ti ve bags.
Remove ESDS compo nents and
equipment from protective, staticshielded containers on ly at a staticcontrol work stati on after attaching
a grounding wrist strap and verifying that ESD producing items are
not on the static-di ss ipative work
s urface.
20-6
ESD protec tive packagi ng requirements, unless otherwise defined by specification, shall
conform to the follo wing:
Cla ss I-Package in multi-layer conductive type bags consisting of an inner
and outer lay er of anti static (surface resistivity of 109 to 1014 ohms per square
inch ) or static dissipative (s urface resistivity of lOS to 109 ohms per squ are
inch) material with a middle layer of
conductive material (s urface re sistivity
of 10 ohms or less).
Class 2- Package in a static dis sipative
mate rial possessing a surface resisti vity
of 105 to 109 ohms per square inch.
Materials specified for Class I may also
be used.
Class 3-Package in an antistatic material possessing a surface resistivity of
109 to 1014 ohms per square inch.
Place all ESDS devices in approved sta ti c

shielding containers before packing in shipper's normal exterior containers. Use antis tatic cushioning or fill materials. Do not use
static generating materials , such as polyethylene, Styrofoam, or paper.
Antistatic packaging is generally pink or
blue in color. The material differs from common plastic in that an antistatic compound
is incorporated into the material during the
manufacturing process. This type of packaging DOES NOT provide static shielding, and
is generally used to pack age instruction
sheets, data sheets, and other non-ESDS materials prior to introduction into a sta tic-free
environment. All non -ESDS items , that are
to enter an ESD workstation, require repackaging in antistatic material s.
Conductive staticshielding packaging differs
from antistatic packaging, in that it has the
ability to shield the devices, con tained within
from external static charges. Conductive staticshielding packaging is avail ab le in the form
of bags and rigid containers.
MARKING OF ESDS
COMPONENTS
STORAGE AND TRANSIT OF

ESDS COMPONENTS
I CAUTION
All ESDS components and equipment should

be marked appropriately with an ESDS symbol.
NOTE
ESDS symbols (circle with arrows
pointing into the circle from equidistant positions or a hand inside of a
triangle with an angling bar across
the triangle) are yellow on a black
background or black on a yellow
background.
Mark unit containers with the ESDS caution
label on the outside of the package. Mark exterior containers with an ESD caution label.
Apply marks directly to each ESDS printed
circuit board, assembly cover, equipment
enclosure, or access door that would expose
ESDS devices if removed. Mark appropriately using decal transfer, stencil, silk screen,
or any other method meeting permanent leg ibility requirements. Display ESDS symbols
in a prominent package location to alert all
personnel to the presence of ESDS devices
and equipment. The ESDS symbol shoul d be
at least 114" in diameter. ESDS symbols that
are attached to circuit boards should con trast with the circuit board base color.
Enclosures that contain ESDS circuit boards
should be identified by bright orange paint
on the outer face of the enclosure.
Never use ordinary plastic con tainers or packing materials when transporting ESDS components or
equipment.
When preparing ESDS devices for shipment,
ensure all assemblies and equipment have
been protected against
ESD through appropriate handling at static controlled workstations.
ESDS packages, which have been properly
enclosed in protective packages, require proper
storage and transfer in conductive static-dis sipative, or static -free containers. Shipping
information and other instructions, accompanying ESD-protected packages, shall be con tained in anti-static materials. ESDS
components, that are received in damaged or
opened packing containers , are not acceptable, and should be returned for repLacement.
20-7
Flight~~ty.
BEECH 1900 AIRLINER M A INTEN A NCE T R AINING MANUAL
CHAPTER 21
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION .................... ............ ............... .... ..................... ....................... ................. . 21 -1

ENVIRONM ENTAL SYSTEMS...... .. .................................................................................. 21-1
Environmental Bleed Air and Control ........................................................................... 21 -3
Temperature Controller.... .................. ..................................................... ....................... 21-7
Air Cycle Machi ne....................................................................................................... 21-21
Vapor Cycle System................................................................. ........... .. ....................... 21 -29
Pressurization System.................................................................................................. 21-39
Unpressurized Ventilation ............................................................ ....... ................ ....... .. 21-43
QUESTIONS .... ... .... ............. ... .................. ................................ .... ....... ... ..... .... .... ...... ......... 21-47
21-i
Flight~ty.
ILLUSTRATIONS
Figure
Title
Page
21-1
Bleed-Air System Schematic ............................................................. .......... .. .... .... 21-2
21-2
Bleed-Air System Annunciators .... ... .. .... .... ....... .. ... ... .................... ......... .. ............. 21-3
21-3
Environmental System Schematic ..... ....... ..... ..... ..... .. .. .. ... ............ ... .. ..... ... .......... .. . 21-4
21-4
Temperature Controller .... ...... .... .............. ....... ..... .. .... .... ... .... ... ...... .. ... .... .. ..... .... .... 21-6
21-5
Precooler and Valves ........ ....... ....... ... ................. ... ...... ......... ... ...... ... .............. ... .. ... 21-8
21-6
Precooler Valves-Condition I
(Bleed Air OFF, Engine Not Running) ..... .. ...... ... ... ... .. ... ........ .. .. .... ........... .... .. ...... 21-9
21-7
Precooler Valves-Condition 2
(Bleed Air OFF, Engine Running) ......... .. ......... .. ......... ......... ... .. ..... ... ... .......... ....... 21-9
21-8
(Bleed Air ON , Temperature Sensed>450F) ....................................... ......... ...... 21-10
21-9
(Bleed Air ON , Temperature Sensed<450F) .. ........ .. ......... ........ ... ..... ...... .. ......... 21-10
21-10
Environmental Circuit-UE
(Condition I-Bleed-Air Valves OPEN) ............................................................. 21-11
21-11
Environmental Circuit- UE
(Condition 2-0verpressure Fault) ........ .... ..... ....... ..................... ........ .. ..... ... ... ... 21-12
21-12
(Condition 3-0vertemperature Fault) ...... .. ..... .... .. ...... .... ..... ........ ...................... 21-13
21-13
(Condition 4- 0verpressure TEST) .... .. .. ..... ..... .. ........ .. .. ...... ......... ... .............. .... 21-14
21-14
Environmental CircuitUC-39/46-174 (OFF) .... ... ......... ... .. ..... ........... ..... .... ...... .. ....... ............ ............. .. ... 21-15
21-15
Environmental CircuitUNB/C-I-38, 40-45 (OFF) ....... ...... ..................... ..... ............. ..... ....... ........... ... . 21-16
21-16
Environmental CircuitUA/B/C-I-38, 40-45 (ON) ... ... ............ ... .... ............. .. ....... .. .................................. 21-17
21-17
Pressurization ControlUC-39/46 and Subsequent ................................................................................... 21-18
21-iii
FlightSafety.
"'''''''''''"''
21-18
Refrigeration Package ... ....................................................................... ................ 21-19
21-19
Air Cycle Machine Simplified-UB/C ........... ...... .. ... ............ .. ............................ 21-20
21-20
Air Cycle Machine Modes

of Operation-UB/C .. .......................................... ........... .. ............. ... ................... 21-22
21-21
Distribution System ............... .... ........... ....................... ... ... ...... ..... .. .... .............. .. . 21-23
21-22
Vent Blowers-UE (Auto/Auto) ....... ... ... ................... ... .. ........ .. .... ... ... ..... ............ 21-25
21-23
Vent Blowers-UB/C (Auto/Auto) ... .... ................ ...... .. ..... ....... ... ........ ... ..... .. ...... 21 -26
21-24
Vent Blowers-UE (Manual/High) .. .. ... .. ... ... .. ...... ...... .. .. ... ..... .. .. .. ...... ... .. .... .. ... ... 21-27
21-25
Vent Blowers-UB/C (Manual/High) ................... ......... .. ......... .. ..... .. .. .... ....... ... . 21-28
21-26
Vapor Cycle System ...... .. ...... .... ... .. .............. ..... ................. ... ....... .. ........... ... ... .... . 21-29
21-27
Vapor Cycle SchematicUE (Clutch Engaged) .... ...... ............. .. .. ... ......... .. .. ............................................ .... 21-30
21-28
Vapor Cycle SchematicUB/C (Clutch Engaged) .............. ... ........ ...... ....... .... ..... .. .... .... .. ................. .... ... ... . 21-31
21-29
Vapor Cycle SchematicUE (Low Pressure) ..... ......................... .. ......... ......... ... ............... ... ... ......... ............ 21-32
21-30
Vapor Cycle SchematicUB/C (Low Pressure) .... ............... ......... ...... ........ .... .......... .... ... ... ........ ... .. ... .. ....... 21-33
21-31
Temperature ControlUE (AUTO, Cool) ........ .. .... ............ ..... ................ .............. .. ....... ......... .... .. .... ....... 21-34
21-32
Temperature ControlUB/C (AUTO, Cool) ..... ..... ..... ..... ... ... ..... ......... ............................. ..... ... ... .. .. ..... .. . 21-35
21-33
Temperature ControlUE (MANUAL, Heat) ...... .......... .. .... .. ..... .. ..... ........ ... ...... ................... .................. 21-36
21-34
Temperature ControlUB/C (MANUAL, Heat) ........ ... ... ........ ...... .. ..................... ......... ............. .. ....... ... . 21-37
21-35
Pressurization Control Diagram-All. ... .. .. ... ... ...... .. ............ .... ... .... ... ..... ....... ...... 21-38
21-36
Pressurization SchematicAll (Infli ght, PRESS) ......................................... .... .... .. ........ .. .... .. ........................ 21-39
21-37
Pressurization SchematicAll (Infli ght, DUMP) ......... .... .. .... ...... ... ... .. .......... .. ... ..... ...... .. .. .... ...... .................. 21-40
21-iv
Flight~..s.t~ty.
21-38
Pressurizati on Schematic- All (TEST) ... ... ... .. ............... .. .... ...... ... .. ..... ..... .......... 21-41
21-39
Pressurizati on Waming Circuit-UE .. ... ... ....... .. .. .... .... ...... ...... ...... .............. ........ 21-42
21-40
Pressurizati on Warning Circuit-UB/C ...... .. ... .... .. .. ..... ........ .... .... ...... ......... .... .. .. 21-43
21-41
Cabin Pressure Controll er Diagram .. ........ ...... .... .. .... ...... ..... .. ........................... ... 21-44
21-42
Outtl ow Valve Diagram .. .. ....... ...... ... ..... .. ... ... ... .. .. ........ ... .... .. ........ ...... .... ... ...... ... 21-45
21-43
Pneumati c Relay Diagram ... ... .... .. ..... .. .... ... ... ... .. ............. ... ..... .... .......... ..... .. ..... .. 21-46
21-v
FlightSafety.
.1tUi,.IkA ...
BEECH 1 900 AIRLIN ER MAINTENANCE TRA INING MANUAL
CHAPTER 21
AIR CONDITIONING
INTRODUCTION
This chapter provides a description of two se parate but interrelated systems and is presented in three sections. The first section presents information regarding air distribution within the cabin and how it is controlled and serves as a basis for the descriptions
contained in the second and third sections, Air Conditioning and Pressurization. As each
section is corrected, emphasis is given to components and their operation. Within the
Air Conditioning section is coverage of the Hamilton Standard system. References for
this chapter and further specific information can be found in Chapter 36, "Pneumatics; "
Chapter 21, "Air Conditioning;" Chapter 5, "Time Limits/Maintenance Checks;" and Chapter 12, "Servicing," of the Maintenance Manual.
ENVIRONMENTAL
SYSTEMS
The 1900 uses engine bleed air for the environmental sys tem s which consists of press urization , and cabin temperature co ntrol.
Engi ne bleed air is also used to provide the mo-
tive force to operate the air cycle machin e

CAC M ) which is the primary source of cabin
coo ling . A vapor cyc le syste m augments the
ACM when additional cooling is req uired .
21-1
FlightSafety.
.......BEECH 1900 AIRLINER MAINTENANCE TRAINING MANUAL
21
21
UE ~LY
UB/C ONLY'-..
r,i=='0~~~7~==="~=====i~~'9:=~
~ 19 19 ~__ :
;~--li
~I~r ) :
15
11
8(
7
44' p~>i =
18
Aef-1
401".51
11
" 7 0N UC-39. 46. AND SUBSEQUENT

7
O R MODIF IED BY SB 2257
10
20
'"
12
13
14
14
'i3
1. ENGINE COMPRESSOR
2. OR IFICE
3. PRECOO LER
4. INSTR AIR SHUTOFF
5. P RECOOLER BYPASS VALVE
6. PRE COOLER TH ROUGH VALVE
7. OVERTEMP SE NSOR
8. PR ESS REGULATOR
9. ORIFICE
10. SURGE TANK
11. OVERPRESS SWITCH
12. VENTURI
( ) 8
9 E
12
13. OR IFICE
14. CHECK VALVE
15. VENTURI
16. ACM BYPASS VALVE
17. EJECTOR BYPASS VALVE
18. AIR CYC LE MACHINE
19. MUFFLER
20. EJECTOR
21. CH ECK VALVE
22. INSTR AIR PRESS REGULATOR
23 . VENTURI (VACUUM)
Figure 21 -1. Bleed-Air System Schematic
21-2
10
FO R TRAINI NG PURPOS ES ONLY
FlightSafety.
'.tel lilllIoI"
ENVIRONMENTAL BLEED AIR

AND CONTROL
NOTES
The ENVIRONMENTAL control section on

the cop il ot ' s left subpane l provides for both
manual and auto matic contro l of the system.
Engine bleed air is coo led , regul ated , and controlled by three main va lves. The valve s, precooler bypass , precooler through, and the
press ure regulator and shutoff va lve a re con trolled through the bleed-air va lve s wi tches .
L OIL PRES LO
CABIN DOOR
LAC BUS
AlPTRIM FAI L
CARGO DOOR
I ARM EMER UTES
R OIL PRES LO
RAC BUS
AlP FAIL
UE MODEL
L FUEL PRESS
R FUEL PR ESS
L OIL PRESS
R OIL PRESS
A/PTRIM FAIL
UB AND UC MODELS
Figure 21-2. Bleed-Air System Annunciators
21-3
FlightSafety.
..
LEGEND
BLEED-AIR SYSTEM
VAPO R CYCLE SYSTEM
PRESSURIZATION CONTROL
NOTE:
UC 39, 46, AND SUBSE~UENT, AND
THOSE MODIFIED BY SB2257 HAVE
AN ADDIT IONAL OVERTEMP AND
OVERPRESSUR E SWITCH LOCATED
JUST PRIOR TO TH E ACM INLET.
AIR CYCLE SYSTEM
NOTE:
UE MODELS DO NOT HAVE
AN EJECTOR BYPASS VALVE.
CABIN PRESSURE ml"TOnl

FORWARD PRESSURE OUI_KH lt AU
VOLUME TANK
AIR VALVE DEACTIVATE RELAYS

FORWARD EVAPORATOR OLI)WI,H.
FOI,WI'RD EVAPORATOR
EJECTOR
AIR DUCT
TEMPERATURE SE"S"'G
EJECTOR
COMPREo'SOR
THEoRMIOSTATllC EXPANSION VALVE

BYPASS THERMOSWITCH
BYPASS SOLENOID
AMBIENT LIMIT SWITCH
TANK
PRESSURE DRIVE LINE
VALVE
CONTROL LINE
1.~Y~~~3,~~~E0~T~~HROUGH
TEMPERATURE em"'Q,",
TEMP ERATURE COI,TROLL
_ -'E"PERI':TU"E CONTROLLER
.... CIVE'''EMPERI'TUiRE SENSOR

'oLel, u,"HAEGULATOR
OVERPRESSURE ~WIT"'"/
CHECK VALVE TEE
(FINAL SHUTOFF VALVE )
A~~~~:~~:I
VAPOR CYCLE COMPRESSOR
'~~E~~~~~~~:B:~LOWEA
SWITCH
'I
OVERTEMPER~A;T~U~R;:E)~;~~::;:::; I
CABIN TEMPERATURE
S~~,:,:,I'~E,~~~;,:/
LOW-PRESSURE
LOW-PRESSURE CUTOUT
I
STATIC PORTS
OUTFLOW VALVES :::"",::=::::::!:---=~\
CABIN PRESSURE DUMP VENTS
' niERMOST'iTIIICEXPANSION VALVE

'T<" "'C~AT"'QCSENSING TUBE
BYPASS THERMOSWITCH
'",,-uUMCONTROL LINE
I PORTS
PRESSURE BULKHEAD
Figure 21-3. Environmental System Schematic
21-4
Flight~ty.
The engine air coo ling is automatically controlled to provide 4500F air to the pressure regulator. The precool e r valves and pres s ure
regulator will be powered whenever th e bleedair valve switch is in the OPEN pos ition for
each respective engine. When the sw itch is selected to ENY1R OFF, they will be depowered OPEN to provide air for the air supp li ed
flight instruments. In the INSTR and ENYIR
OFF position all the valves will be closed in cluding the instrum ent air valve which will be
powered closed.
NOTES
21-5
FlightSafety.
Intematiollal
I
,
~G(1l})a~
BALL
VALVE
o
ARM _
QUARTZ ___.
ROD
Figure 21-4. Temperature Controller
21-6
Flight~ty.
BEECH 1900 AIRLINER M AI NTENANC E T RAINING MANUAL
TEMPERATURE CONTROLLER
NOTES
The temperature sensor assembly is designed to

control the precooler valves to maintain 450F
25 up to the pressure regulator. At temperatures below 450F, the spring-loaded ball is
pressed against the valve seat, maintaining full
servo pressure within the actuators of the valves.
As the temperature of the air flowing over the
sensor approaches the 450 F set point, the body
expands while the quartz rod remains at a relative fixed length. This pivot action of the arm
removes the spring force holding the ba ll against
the seat and allows the servo air within the actuators to vent. This closes the bypass valve and
opens the through valve; this then modulates the
mixing temperatures between the limits of the
set point.
As air temperature across the sensor drops
below the set point, the sensor body contracts ,
driving the quartz rod against the arm. This
action forces the ball against the seat, causing full servo pressure to the valve actuators .
21 7
Flight~~ty.
BEECH 1900 AIRLINER MAINTENAN C E TRA I N I NG MANUAL
VIEWB
PRECOOLER THROUGH
VALVE
COL
::-....,,=--.
VAL-ViS
PRECOOLER
BYPASS VALVE
rt cJT
........
TEMPERATURE
CONTROLLER
"..--;~
INSTRUMENT AIR
PRECOOLER
VIEW A
Figure 21 -5. Precooler and Valves
21-8
FO R TRAINING PU RPOSES ONLY
VA L ve:c-
ONJOFF SOLENOID
(NORMALLY CLOSED)
HIGH PRESSURE
REGULATION SOLENOID
FROM
PRECOOLER
OVERPRESS URE
AIR
LINE
SERVO AIR LINE
ON/OFF
SOLENOID
(NORMALLY
OPEN)
FILTER
TO AIR CYCLE MACHINE

AND EJECTOR TUBE
QUARTZ
LEFT BLEED AIR SHOWN

ENGINE
COMPRESSOR
, IN UC 39, UC46 AND SUBSEQUENT

OR INSTALLED BY KIT MODIFICATION
Figure 21-6. Precooler Valves-Condition 1 (Bleed Air OFF, Engine Not Running)
ONIOFF SOLENOID
(NORMALLY CLOSED)
HIGH PRESSURE
REGULATION
I
FROM
PRECOOLER
OVERPRESSURE SWITCH
PRESSURE REGULATORI
SHUTOFF VALVE
SURGE TANK
LINE
SERVO AlA LI NE
FILTERS
FILTER
TO AIR CYCLE MACHINE
AND EJECTOR TUBE
SOLENOID
(NORMALLY
OPEN)
QUARTZ ROD

IN UC39, UC46 AND SUBSEQUENT
OR INSTALLED BY KIT MODIFICATION
Figure 21-7. Precooler Valves-Condition 2 (Bleed Air OFF, Engine Running)
FOR TRAI NING PU RPOSES ON LY
21 -9
Flight~ty.
ON/OFF SOLENOID
(NORMALLY CLOSED)
HIGH PRESSURE
REGULATIO N SOLENOID
FROM
PR ECOOLER
OVER PRESSURE
PRESSURE REGULATOR!
SHUTOFF VALVE
SURGE TANK
AIR
LINE
SERVO AIR LINE

SOLENOID
(NOR MALLY
OPEN)
FILTERS
FILTER
TO AIR CYCLE MACH INE
AND EJECTOR TUBE
QUARTZ ROD

FROM ENGINE
COMPRESSOR
IN UC-39, UC46 AND SUB SEQUENT

OR INSTALLED BY KIT MODIFICAT ION
Figure 21-8. Precooler Valves-Condition 3 (Bleed Air ON, Temperature Sensed >450F)
ON/OFF SOLENOID
(NORMALLY CLOSED)
HIGH PRESSU RE
REG ULATION SOLENO ID
TEMPERATURE
CONTROLLER
PRECOOLER
THROUGH
FROM
PRECOOLER
OVERPRESSURE SW ITCH
PRESSUR E REG ULATOR/
SHUTOFF VALVE
AIR
SERVO AIR LINE

FILTERS
FILTER
TO AIR CYCLE MACH INE
AND EJECTOR TUBE
ON/OFF
SOLENOID
(NORMALLY
OPE N)
QUARTZ

IN UC-39, UC46 AND SUBSEQUENT
OR IN STALLED BY KIT MODIFICAT ION
ENGINE
COMPRESSOR
Figure 21-9. Precooler Valves-Condition 4 (Bleed Air ON , Temperature Sensed <450' F)
21-10
I ~~
~ I~
<
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--",
21-11
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en
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o
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Flight~~ty.
21-12
'L'
%.
I "i=:~_
1-_~FJ--+l-----11-~~...j i.
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15
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~
f!
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a.
E
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21-13
FlightSafety.
..
'W
::J
.4
:::I
iii
~.
p ,
'F-+ i,.---'1'....
1---< ,
I,
c::
Q)
E
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e
.~
w
....,
....
('oj
!!!
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u::
21-14
"
"'127F~ LT
I ANNUN
.--
l~
'" .,
DETECT PWB
I'!,
,
"
' V'...wJ~~
,I
"
"
L ....- -.LU
--~ "
--
J:J
--i
J:J
=
'" "
)AIR
" "'"
:!::
z
z
"
SWITC~"
Ul
"'"
""'" ""
HEFT
@:I
: I
,~"'"
TEMP SENSOR
0>; r,;
",
SJl ~ N::M
KI
r4~
l' ,..
,..,.,,
,
!..
r--t.
S WEHEST
"
"
i
O\IERPRESSURE
SWITCH
"q--, ' I-~

,
~~
..
AllVlSORY
'Kh-
SHEET2
~~
H ~'",,,.,,
'"
TH~
VALVE
-"'TEST
[!>
,
"'''l\IE
CO~PARTMENT
RIGHT
TEST
OVER PRE~
TEST
rr
~
-7
TO KIIB
SHEET2
""
I{
IT
CR19
t(u.
~
, -
~
~,
..
REO ft
"317 BLEED.o.IR CONmot MOO\JlE
[!>
'8\1.~ ~
SHEET 2
CLOSE Aru PS I
~ P,"ESSU~ FNJll
[):>
TE~RATU,"E FNJll
!(SS
-"'""
"" k
,~
A311
,
,
,,
::a
;::
"'.
,I
BLEED AIR CONTROl
::a
!:
--i.
GREE~ ~
...
--""'1
j'" .
[l>
SliEET2
0
0
~~!'.:;52
OYERTEMP
DETE CTOR
..z
-...
II)
r '!
'"
SHEET 2
E-l84 ACM t+E.o.TER
E243 BLEED ..,IF!
m
m
n
~~:Ir-
A213ENiJINE
"
III
EJ02 CNJTION NlO

ADVISORY LEGEND
,,~ ~"".: l->- "
,,,.,,
t.fFTEfrMAOff j
LEFT BLEED AIR

PAESS REG "NO
510 ""'LVI::
C.0.6IN
TE IAP
MODE
lO t - - - 1
.1.
LEFTENVIRFAll l
r-"
WARN ING LEGEND
[101
,,
,,
,,
,---
J:J
oZ
SHEET 2
TEMP SEN S~
""0
Ul
V,t.LV[ (LEFT)
T 531$-1
A'~
[In PNEUMATIC
""0
C
."':'. ,J"-"""""
~
SlO3LEFI
1
OVRPAESSURE
Gl
L... ,
1 $115
1ENVIROFF
[NVIR
Cf'F
'" -p-'l1
"
~~118
: OPEN
A'.' ANNUNPWFIPCB
BLEED ...IRVALVES OI'EN
"Tl
-'""
1-
""O~[ 1
z
--i
m
z
z
()
m
--i
J:J
z
z
Gl
~ULE
;::
z
c
Figure 21-14. Environmental Circuit-UC-39/46-174 (OFF)
U1
AIR CONDITIONING
."
I~~
':<
Flight~ty.
r
~---~t~~N:r~~~~~~~~~~~~Jn
~,~t'!t~TROL ~6~~IR ~~RVS[
FHUTO:
:r,
~I:L R PNEUMATIc; tlLEl:::u
.v-
"", VALVE
\()I
... I
F,
r-- lRA
~_
BL AIR:
O,FF
CLOS ED
OPEN
C
F
38
OFF
R BLEED
AIR CONTROL
SWITCH
r- :
AJ
~_
=-
~_
;--
=-
R PRECOOLER - R PRECOOLEA
THROUGH VALVE BYPASS VALVE
hL
~t====~::::===+============~W1_~
LUF- ~ ~
=--
' PSIG
R BLEED-AIR PRESSURE
CONTROL SWITCH
-=- "L,JP"'R"'E~C"'O"'O~LE"'R'"
Lor37\---+'1
:L.- 45 ,
'---- - -+---,
EJECTOR H EATER
K5 ~ ;
A12 L1- 4~
L 8 LEED
ON
bA_
'R_C_O_N_T_R_O_L_9-!'
7.5A
/'
TO l BLEED-AIR
RELAY
IV\ VALVE
_'Q' CLOS ED
CONTROL
SWITCH
...----J
& I
r 18
;p OFF
TO L PNEUMATIC
t~ BLEED-AIR
OFF SHUTOFF VALVE
L 11
'
:
~-"""'""
,...-- 12
-=L ENVIR FAIL
R BLEED-AIR
OVERTEMP
SENSOR
1~ 1
15
L BLEED-AIR
DEACTIVATE RELAY
'
R ENVIR FAIL
1---<:>.-"'-
6i
L BLEED-AIR
OVER PRESSURE
SWITCH
CABIN TEMP
CONTROL
AUTO
4
5A
L BLEED-AIR
OVERTEMP SENSOR
0
14
_Q
18 1
MAN
0
44
C"A"B""NrSWITCH
Ti EMPERATURE
L~~~~~~~~~~~~~~~~~~~~~~~~~~;;~~~~~~..:=.I-rMODE
Figure 21-15. Environmental Circuit--UAIB/C-1-38, 40-45 (OFF)
21-16
o
~ 0
O~ 4~ .~~
1~~__ 1L _ ---.!5~ _4~E~T
\7 ~
11:
K2
A 121
, ,J:'" 16
-
L BLEED-AIR
PRESSURE REGU LATOR
SHUTOFF VALVE
>-,
10~
ENVIR
~.bt;::==j---I
_
~
L--B'"L'E"EnO_"'A"IR,--l'"
OVERTEMPERATURE
DETECTOR
Ir->----ltG
r+-<
:;~~~=Jn
~-+--~I~;
~
I
,
, _ _ _ _ _ _ _ _+_+-IC-_-l' 4f-::==::;~
.. :
47PSIG
AK"2'
BYPASS VALVE
~r
B
LBLAIROFF
<:-<>O
-P-E-N--1 ~ f---+'==="-'-------------------~
r,,~ ~ 1
BL PRECOOLER
__
dJ
R BLE ED-AIR
QVERPRESS SWITCH
>- A ~
"*
"
R BLEED-AIR
DEACTIVATE RELAY
THROUGH VALVE
Iv -
,x=- B ~
;~ 41
I...AJJ
2
3
l,?-4
~ 38
r!
PSIG
. .,
~
- A ~
4
44
EJECTOR HEATER
..
FOR TRAININ G PURPOS ES ON LY
T
0
48
FlightSafety.
,ota.6I1u Ml
I ON
7.5A
R BLEED
....~ yAlVE
CLOSED
<,
OPE N
WB
B -~FF
PSIG
:O ENVIR
R BLEED
A PRECOOLER A PRECOOLER
AlA CONTROL
SWITCH
-=-
J
J
[ :~ [ :~
OFF
B
4
TO A PNEUMATIC BLEED
AIR SHUTOFF
THROUGH VALVE
9
6
R BLEEDAIR
DEACTIVATE RE LAY
A BLEED-A IR PRESSU RE
CONTROL SWITCH
~
K5
A1 20
4
44
42
r - A[ 3
-I
~
41
37
-=EJECTOR HEATER
l BLEED
7.SA
38
PSIG
TO L BLEED-AlA
CONTROL
SHUTOFF VALVE
OFF
L ENVIR FAIL
13
,,7~
~
,,
15
I -
BYPASS VALVE
14
10
c: 1811 ~
TO l PNEUMATIC
BLEEDAIR
>--
SHUTOFF VALVE
12
'6
a
R BLEED-AI R
OVERTEMP
SENSOR
L:::L
r--
,l,
-61
~
3
A ENVI R FAIL
L BLEED-AIR
OVERPRESSURE
SWITCH
CABIN T EMP
CONTROL
~
L~.AIR
lJJ ~~2 1
lBlEED-AIR
~
..... :
DEACTIVATE RELAY
-:!:-
5
14
1
1
3
2
4
Bl PRECOOLEA
r - 13
17
:r-
E--,
P RESSURE REGULATOR
~.
~ OFF
-=L BL AIR OFF
B
A
C
F
L BLEED-AIR
R BLEED-AI R
/ ' : O ENVIR
SWITCH
-F
ON
OVERPAESS SWITCH
A lA CONTROL
....~ yALVE
8-
~ A [3
I~3 I
RELAY
L PRECOOLER
T HROUGH VA LVE
EJECTOR HEATER
-f"""" B
43 ~
,, CLOSED
-Co, OPE N
C5
~ ~fi
J~ 7
L ~:21
BYPASS VALVE
LUF- ~ Ff
~
,,
VALVE
~ OFF
A IR CONTROL
AC
--i
OVERTEM P SENSOR
16
15
5A
__
14
BLEED-AIR
OVE RTE M PERATURE
DETECTOR
'~
81
18
4~
OFF
__
46
AUTO
.~,
P
i _ TE1T
MAN
0
44
0
48
CABI N TEMPERATURE
MODE SWITCH
Figure 21-16. Environmental Circuit-UAIB/C-1-38, 40-45 (ON)
21-17
FlightSafety.
hi"""""",,
cQ):
:::I
c-
Q)
U)
.c
:::I
C/)
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a;'"
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,
u
e-c:
--
c:
~
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";:
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U)
!!!
[L
,...:
,
~
~
<'II
!!!
:::I
C)
u::
21-18
FLEXURE
SUPPORT
SPACER
COOLING AIR EXHAUST

PLENUM CLAMP
ACM INLET DUCT COUPLING
BLEED-AIR INLET DUCT
SECONDACM
BYPASS MUFFLER
/,
/'><"" .~~\~~~~~~~
COUPLING / " " - '---'
WATER COLLECTOR
/'"
FIRSTACM/
BYPASS MUFFLER
FOG NOZZLE
WATER HOSE
WATER
COLLECTOR
DRAIN TUBE
COUPLING
Figure 21-18. Refrigeration Package
21-19
9NIN0l111lN03 11111
--0I
-
....
I\)
I\)
-- --
- -----------------, ,-------------------,
r
.... ,
:
PRIMARY
:
I
WATE R
COLLECTOR
\.. _-- ---.. .
./
! COM PRESSOR
HEAT
EXC HAN ~E R ~_J......L_ _:::;::-:~,-*
III
COO LIN G
TURB INE
EJECTO R
-n
:IJ
-I
:IJ
RECI RCULATION AIR
0
0
,.
:D
r-
Z
Gl
"':;::
:D
""tl
C
:IJ
CABIN
""tl
o
(J)
AIR EXTRACTION FAN
:>
-I
(J)
oz
'<
"'"'
...co:z:
()
'J '----'
z
z
:>
EJECTOR/
BYPASS
0
ACM BYPASS
NOTE:
UE MODELS DO NOT
HAVE AN EJECTOR
BYPASS VALVE
____~~
:IJ
:>
z
z
.
'--
-~ r=:
-I
SECONDARY
HEAT
EXCHANGER
38 PSIG ANDT450 F
Gl
~ \ I~~----------~----------------------------__
0-
--
- - . ___ . - . __ .""- - -
--
:;::
:>
:>
r
Figure 2119_ Air Cycle Machine Simplified-UB/C
-_'T1.
(Q
it
I~....
':<
Flight~ty.
AIR CYCLE MACHINE

The air cycle machine (ACM) consists essentially of a bearing supported shaft on which are
mounted a cooling turbine rotor, air compressor rotor, and a ram air fan rotor.
5. The speed of the rotors and amount of

the coo lin g air available is determined
by the supply of engine bleed air.
6. The coo lin g fan rOlor induces ambient
air flow across the heal exchangers to aid
in the cool i ng process.
The turbine, compressor, and fan rotor are

made of aluminum. The turbine housing which
is the principle structural member of the ACM
is an aluminum cast in g.
A bearing group consists of the rotor shaft,
bearing sleeve, two contact bearings and two
face seals. The three ACM rotors are mounted
on a common shaft An oil film is created between the bearing sleeve and the turbine housing which provides hydraulic dampening. This
permits the rotating components to operate at
or near critical shaft speeds without undue
loading of the contact bearings.
The contact ball bearings are lubricated by
two oil wicks preloaded radially against the
rotor shaft. Oil is supplied to the wick from
an oil sump attached to the turbine housing.
Operation is as follows:
I. Bleed air enters the ACM through the
first stage (pri mary) heat exchanger
where excess heat is removed.
2. Bleed air then enters the ACM compressor where it is compressed to a
higher pressure and hotter temperature.
3.Compressed bleed air then passes
through the second-stage (secondary)
heat exchanger where the excess heat if
compression is removed.
4. The coo led air returns to the turbine section where both temperature and pressure are lowered by expansion across
the turbine nozzle. This process drives
the turbine, compressor, and fan rotors
and results in very co ld discharge of air
which can then be mixed with luke warm
bypass air to create conditioned air.
21-21
FlightSafety.
..BEECH 1900 AIRLINER MAINTENANCE TRAINING MANUAL
MAXIMUM HEATING
LEGEND
HOT BLEED AIR
MODIF IED HOT BLEED AIR
[J
COLD AIR
MODIFIED COLD AIR

MIXED HOT/COLD
AIR
CABIN
~
EJECTOR
BYPASS
E:XHAUEiT AIR
(N/ AUE )
MAXIMUM CDOLING
LEGEND
HOT BLEED AIR
MODIFIED HOT BLEED AIR
D
D
COLD AIR
MODIFIED COLD AIR
AIR
MIXED HOT/COLD
CABIN
~
EXHAUST AIR
BYPASS
HOT/COLD MODULATED
LEGEND
HOT BLEED AlA
MODIFIED HOT BLEED AIR
o
D
COLD AIR
MODIFIED COLD AlA
CABIN
MIXED HOT/COLD
~
EJECTOR
BYPASS
(N/A UE)
Figure 21-20. Air Cycle Machine Modes of Operation-UB/C
21-22
CONDITIONED AI R
FLAPPER VALVE
RIGHT SIDEWALL
PLENUM
CONDITIONED
BLEED-AIR
FLOOR OUTLETS
(6 PLACES)
PASSENGER
COOL AIR
OUTLETS (18)
RAM-AIR DOOR
SOLENOID VALVE (E103)
RAM-AIR
II
SIDEWALL
PLENUM
In
In
..
RAM-AIR MANUAL'
SH UTOFF VALVE
(II
"T1
0
0
:IJ
--I
FROM
AIR CYCLE
MACHINE
:IJ
:!:
z
Z
Gl
"D
:IJ
"D
I>
:II
RECIRCULATING
EJECTOR
WITH HEATER (E184)
FLI GHT COMPARTME NT

COOL AIR OUTLETS
(fJ
AFT VENT
BLOWER
(B112)
FORWARD EVAPORATOR
DETAIL A
(fJ
oz
AFT EVAPORATOR
DETAIL B
(4 PLACES)
I'"
In
:II
:;::
--I
()
CONDITIONED
BLEED-AIR
PILOT'S OUTLET
--I
:IJ
\~L-JL-
LEGEND
WINDSHIELD
DEFROST DUCT
AIR CYCLE AIR DISTRIBUTION
VAPOR CYCLE AIR DISTRIBUTION
COND ITIONED
BLEED-AIR
FLOOR OUTLET
...
I\)
UE MODELS
I\)
'"
Figure 21-21 . Distribution System (Sheet 1 of 2)
AIR CONDITIONING
RAM-A IR INLET
z
z
Gl
:;::
z
c
r-
"T1
=:
I~
":<
Flight~ty.
WINDSHIELD
DEFROST DUCT
PILOTS OUTLET
YVALVE
CONDITIONED
BLEED-AIR
PILOTS OUTLET
MANUAL SHUTOFF VALVE
FLIGHT
COMPARTMENT
COOL AIR
OUTLETS
RAM-AIR DOOR
SOLENOID VALVE
~~~~~~~----- DEFROSTDUCTS
CONDITIO NED
BLEED-AIR
FLOOR OUTLET
NP=::::,,___
CONDITION ED
BLEED-AIR
FLOOR OUTLETS
DUCT TEMP SENSOR
FORWARD VENT BLOWER
CONDITIONED
BLEED-AIR
FLAPPER VALVE
FROM EJECTOR BYPASS LINE

EJECTOR TUBE
FROM AIR CYCLE MACHINE
_----y--.....
AIR VENT BLOWER
CONDITIONED BLEED-AIR
FLOOR OUTLETS
LEGEND
AIR CYCLE DISTRIBUTION
VAPOR CYCLE AIR DISTRIBUTION
DUCTS INSTALLED
ON MODEL 1900
RAM-AIR INLET
UB/C MODELS
Figure 21-21 . Distribution System (Sheet 2 of 2)
21-24
FOR TRAINI NG PURPOS ES ONLY
BEECH 1900 AIRLINER MAINTENANCE TRAINI NG MANUAL
F102
LO
28
30A
A184W2
-rI
I
I
CR186
HI
W1
COM
CB7
VENT
BLOWER
CONTROL
CR335
HI
.,FWD BLOWER
(B106)
K203
S4
BLOWERS
SWITCH
LOW'
OFF"
K204
AUTO
CR334
CABIN
TEMP
MODE
(S6)
/0 ___
0
o
\
CR102
P (HI PRESS) TEST
&..--0-
.,I
I
I
HI
-'-
AUTO
F 104
'OFF
MAN
COM
K143
T (HI TEMP) TEST
LO
30A
A185W2
AFT BLOWER
(B112)
UE-1 THROUGH UE-6

" UE-1 THROUG H UE-6WITH KIT NUMBER 129-5000 INSTALLED
AND UE-7 AND AFTER
Figure 21-22. Vent Blowers- UE (Auto/Auto)
21-25
..-
FlightSafety.
0
0
S198D
?
I
I
I
I
0
0
S198B
OVER TEMP
=:J
OVER PRESS
TEST-BLEED AIR CONTROL MODULE
CABIN TEMP CONTROL BOX

HEAT/COOl COMMAND RELAY
MAN TEMP SWITCH
lO
F102
--;-
30A
,: "'-----0
A184A1W 1
W228
TEMP
CONTROL
HI
P---.--OCOM
S198A
K203
FWD BLOWER
HI
W220
5A
VENT
BLOWER
CONTROL
S205
BLOWERS
lOW
t------+
AUTO
K204
~ l J
S198C
0/ ~
BLEED AIR PRESSURE
o
o
T (H I TEMP) TE8T
0
8198
CABIN
TEMP
MODE
K143
REG/SHUTOFFVAlVE
F104
HI
30A
lO
A185A1W1
P(HIPRE88)TE8T
0""-
6---.., -
AUTO
....... OFF
MAN
Figure 21-23. Vent Blowers- UB/C (Auto/Auto)
21-26
I>-. . --COM
FOR TRAI NING PURPOS ES ONLY
AFT BLOWER
F102
CBl
VENT
BLOWER
CONTROL
r\ 0~5
rI
iLX
123 24
(gJ4K141
'-
I
I
.~
CR335
K2031
L:I
M
84 :
BLOWERS
SWITCH:
...CDZ
-,..
~
21
fA
III
K204
AUTO
lJ
C
III
III
0
0
LOW'
OFF"
G)
III
()
FWD BLOWER
(B106)
'0
JJ
-;
JJ
l>
Z
Z
CR186
I
~I I
."
6 LO
30A
A184W2
W1 elJ'
Il.i
.. III
28
JJ
lJ
21
s::
CR334
l>
0
(f)
m
(f)
CABIN
TEMP
MODE
(S6)
!:(
Vi
1
T (HI TEMP) TEST
1
1 1
P(HIPRESS)TEST
1 0
0/
1
\
l
i
oO-AUTO
'OFF
MAN
....
6 COM
Z
-;
m
CR102
, I I)
F104
'd tf
A')
I !
r--w ~
HI
()
LO
30A
A185W2
l>
Z
AFT BLOWER
(B112)
-;
JJ
l>
Z
Z
G)
s::
UE-1 THROUGH UE-6

UE-1 THROUGH UE-6 WITH KIT NO. 129-5000 INSTALLED
AND UE-l AND SUBSEQUENT
....,
I\)
Figure 21-24. Vent Blowers-UE (Manual/High)
I\)
-oJ
AIR CONDITIONING
l>
Z
C
l>
r
"T1
=
CO
I~
r+
'!C:
o
o
S 198D
o
o
I
S198B
"
~
o
OVER TEMP
:=J
TEST-BLEED AIR CONTROL MODULE
OVER PRESS
CABIN TEMP CONTROL BOX
HEAT/COOL COMMAN D RE LAY
MAN TEMP SW ITC H
LO
F102
30A
HI
A184A1W1
W228
T EMP
CONT ROL
P-"'--O COM
K203
'"
FWD BLOWER
HI
W220
+.
SA
,0
VENT
BLOWER
CONTROL
S205
BLOWERS
: LOW ~--------~
,,
,,
,.
AUTO
K204
~ L
L..;
0/
S 198C
BLEED-AIR PR ESSU RE
T (HI TE MP) TEST
S198
CABIN
TE MP
MODE
b--....-- COM
REG/SH UT O FF VALVE
o
o
K143
F1 04
HI
30A
L-______- LO
A185A 1W1
P( HIPRESS)TEST
0/
00-
AUTO
....... OFF
MAN
Figure 21-25, Vent Blowers-UB/C (Manual/High)
21 -28
FOR TRAINING PU RPOSES ONLY
AFT BLOWER
FlightSafety.
Ua,MItIoid
VAPOR CYCLE SYSTEM
air is then prov id ed to th e cabin distribution

sys tem where the cycle is repeated.
The 1900 contains a vapor cyc le system with the

co mpresso r dri ve n from the right e ngi ne accessory gearbox. The con de nser used to re move the
heat collected by the he ated vapors is mount ed
in the ri ght forw ard cente r win g area. The evaporato rs are mounted und er the forward and aft
ce nt er a is le floorboards. T hey are lIsed to abso rb the heat from the air that is drawn across
them from the ve nt blowers. The resultant coo led
In orde r for the sys tem to operate, th e o uts id e

air temperature (OAT), NG speed, ACM va lve
position and/or switch position must be wit hin
the design limits of t he particular m ode l main tained. The syste m also contai n s underpressure a nd ove rpress ure sw it ches w hich
a re used as safe ty devices in the event of system malfunctions.
LEGEND
PRESSURE
/ ' RELIEF VALVE
HIGH PRESSURE
LOW PRESSURE
SUCTION GUAGE
COMPRESSOR
'"
S
DISCHARGE GUAGE
rcT' 1
'U
SIGHT GLASS
OVERPRESSURE
SWITCH
CONDENSER
1
~
RECEiVERDRYER
BLOWER
HOT GAS BYPASS VALVE

OP ENS AT 33
- Cr.L=OS=E=S=A=T=45=0~====V=AL=V=E~~n-~
--J
FILTER
TEMPERATURE ......
SENSING TUBE ____
;-
CLOSES AT
~"rr==~J
/'
HOT GAS BYPASS VALVE

OPENS AT 33
EQUALIZER
E
LIN
EXP NSION
A
,'"
UNDERPRESSURE
SWITCH
III
f
=
"';"" [~3:
FORWARD
HOT GAS
EVAPORATOR THERMOSWITCH
45i:::
If' "'--. EXPANSION VALVE
I / ~EMPERATURE
V SENSING TUBE
h<lA BLOWER
-~
~~ _Jl
FILTER
HOT GAS
AFT
THERMOSWITCH EVAPORATOR
Figure 21-26. Vapor Cycle System
21-29
Flight~ty.
14 1
~ 13
a'
c..
40~
tblLJ~
2 ~
--- ..........
LIMIT SWITCH
(OAT) (S259)
28 VDC IN
28 VDC QUT
17
,
OFFO
044
43
MAN COOL
1B -\ TACHOMETER
GENERATOR
30
2B
(10 SEC TO)
41
048
r3
REMOTE RESET
40
I---
RIGHT LAN~
GEAR ON LK
SW (A10B)
(10 SEC TO)

OVER PRESSURE
...
27
UNDER PRESSURE
37
SENSE
(2BVDC IN)
26 h
ABOV~
~
2.5:t .5
PSI)
A165 PANEL ASSY-
~
AIRCOND
~
CLUTCH
(CR3)
PSI)
AIR CONO COM OVER
PRESS SWITCH (S260)
2
1
ELECTRIC EQUIP
NACE LLE R
A
7.5
AIR CONDITION
CLUTCH (CBB)
PRESS SWITCH (S1)
(E16)
I-I--
"~
.......
-it" (CR340)
2
FWD EVAP HOT GAS

BYPASS VALVE (E232)
HOT
't- (CR341)
AFT EVAP HOT GAS
Figure 21-27. Vapor Cycle Schematic- UE (Clutch Engaged)
FOR TRAI NING PU RPOS ES ONLY
:YPASS
.......
HOT
G~~
SENSE SWITCH
(S257)
BYPASS VALVE (E233)
21-30
(CR3)
PRESS SWITCH (S1)
AIR COND RESET LOW
PRESS SWITCH (S256)
BELOW
390 10
. t"
ro
3
2
1
Q.J..QJ
AIR eDND COM LOW
(CLOSE: ~
: ~0A'
I(CB 11) CONDENSER
I BLOWER MOTOR
POWER
K3 RELAY CONDENSER
BLOWER MOTOR POWER
N1 SPEED SENSE
PCB (A130)
t~
~ .A
AIR COND RESET HIGH
(CLOSED
'---'
Ji5
36
SENS E
19
~}EAT
1B
CON DENSER BLOWER

MOTO R (B10B)
(2BVDC IN)
28VDC OUT
(COOL COMMAND)
17
t--
(G~
23
..1'
J1
'-
UGHT IN
REMOTE LOCKOUT
UNDER PRESSURE
LIGHT IN
28VDC OUT
I~ ~ ~ -r
=---
I---
35
5
7
TO ACM BYPASS VALVE ~

(E159) FIG 1 21-60-00
21
(2BVDC IN)
COOL
CABIN TEMPERATURE
MODE SWITCH (S6)
28VDC OUT
(COOL COMMAND)
REMOTE LOCKOUT
OVER PRESSURE
3
4
COOL
0 47
J1
TACH GEN IN
,111
-r II
,---
18
o"'--l
45 1 l
COOL COMMAND
G~t~YPASS
SENSE SWITCH
S258
FlightSafety.
".ta,.IIeA ..
BEECH 1900 AIRLINER MAINTENANCE TRAIN I NG MANUAL
COOL P M BYPASS VALVE
LOW AMBIENT TEMP

LIMIT SWITCH
~---------------Q I
COOL COMMAND
28 VDC IN
I - - -- - - - - - - O"l..,
1-------------------,
AIRCOND N,
LOW ANNUNCIATOR
N, LOW LIGHT
HEAT
1------'
CABIN TEMP
0DE SWITCH
EJECTOR
BYPASS VALVE
Lt5
HEAT-COOL
-:-
COMMAND RELAY
CONDENSER BLOWER
BLOWER LIMITER
1-- - - - - -= "'-'=-=='-'--<1
RIGHT LANDING GEAR ----<1
DOWN LOCKSW
TACHGEN ~--------------------~
GND
CLUTCH POWER
AIR CONDITION CLUTCH
CONDENSER
BLOWER
MOTOR
RELAY
1---------,
HOT GAS
THERMOSWITCH
N, SPEED SENSOR PCB

TACHOMETERGENERATOR
COMPRESSOR
OVERPRESSURE
SWITCH
FWD EVAP
HOT GAS
BYPASS VALVE
HOT GAS
THERMOSWITCH
L______ J
THERMAL RELAY
60----'
AFT EVAP
HOT GAS
BYPASS VALVE
COMPRESSOR
UNDERPRESSURE
~\AlJT('1-A
Figure 21-28. Vapor Cycle Schematic- UB/C (Clutch Engaged)
21-31
Flight~~ty.
0eL
~ 13 i, 11
,,
,
r-'-...40 LIMIT SWITCH

(OAT) (S259)
0
OFFO45'I
I
044
43
MAN COOL
~
-I
COOL COMMAND
17
TACH GEN IN
18
28 VDC IN
28VDC OUT
(10 SECTD)
30
28
28VDC OUT
(COOL COMMAND)
REMOTE RESET
(28 VDC IN)
REMOTE LOCKOUT
OVER PRESSURE
LIGHT IN
REMOTE LOCKOUT
UNDER PRESSURE
LIGHT IN
28 VDC OUT
(10 SEC TD)
OVER PRESSURE
SENSE
(28VDC IN)
28VDCOUT
(COOL COMMAND)
21
40
35
UNDER PRESSURE
SENSE
(28 VDC IN)
(CLOSE:~
ABOVE
2 .5:t: .5
PSI)
BELOW
390
..
10
PSI)
AIR COND COM OVER

PRESS SWITCH (S260)
,---
0-"'--1
'---
5
7
1
047
r-
048
h.....
CABIN TEMPERATURE
MODE SWITCH (S6)
,--
TO(:~5~)D~I~~1"ci VALV~
RIGHT LAN~
GEAR DN LK
SW (A108)
1--'--'
RS
36
19
37
"=
~AIRCOND
I ~~
CLUTCH
(E16)
I J(CR3)
3
2
1
----..,
~ ~
I
60A
i(CB11) CONDENSER
I BLOWER MOTDR
POIIER
K3 RELAY CONDENSER
BLOWER MOTOR POWER
A 165 PANEL ASSY
ELECTRIC EQUIP
NACELLE R
7.5
AI R CONDITION
CLUTCH (CB8)
AIR COND RESET LOW

PRESS SWITCH (S1)
FWD EVAP HOT GAS

BYPASS VALVE (E232)
HOT
:YPASS
SENSE SWITCH
(S257)
-:-
.....
.~~
C~ (CR341)
AFT EVAP HOT GAS

BYPASS VALVE (E233)
~i
C~ (CR340)
Figure 21-29. Vapor Cycle Schematic-UE (Low Pressure)
21-32
HEAT
):
.J
-b
~ [. (CR3)
AIR COND RESET HIGH

PRESS SWITCH ,S1)
2
1
18
BLOWER
MOTOR (B103)
'--
...
-c
17
27
26
COOL
J1
(GS180)
23
~--<
4
COOL
TACHOMETER
GENERATOR
AIR COND COM LOW

PRESS SWITCH (S256)
(CLOSE:~
18
-'"
~1:~~!;fo~ENSE
i
~
~LJ
14 :
HOT GAS BYPASS

SENSE SWITCH
(S258)
BEECH 1900 AIRLINER MAINTENANCE T R AINI NG MANUAL
COOL~
LP-- A~M
LOW AMBIENT TEMP

LIMIT SWITCH
BYPASS VALVE
9r--------------'l 1
o I
28VDC IN 1---- - - - - - - - - - - - - - - - ,
COOLCOMMAND I-----------~~
HEAT
N, LOW LIGHT
1-------'
CABIN TEMP
ODESWtTCH
EJECTOR
BYPASS VALVE
HEATCOOL
-:-
COMMAND RELAY
, I
CONDENSER BLOWER I - - - - --
BLOWER LIMITER
--'-:..:.......::......::..-=---<l
RIGHT LANDING GEAR _ _ _--<I

DOWN LOCKSW
CONDENSER
TACH GEN
GND
CLUTCH POWER
1----------...
AIR CONDITION CLUTCH
BLOWER
MOTOR
RELAY
1----- - - - - ,
HOT GAS
THEAMQSWITCH
Nl speED SENSOR PCB

TACHOMETER-
GENERATOR
COM PRESSOR
OVERPRESSURE
SWITCH
FWD EVAP
HOT GAS
BYPASS VALVE
r- ------
r-----q.-~-
I
I
HOT GAS
THEAMOSWITCH
Il ___ ____ 1
THERMAL RELAY
AFT EVAP
HOT GAS
BYPASS VALVE
COM PRESSOR
UND ERPRESSURE
SWITCH
Figure 21 -30. Vapor Cycle Schematic-UB/C (Low Pressure)
21-33
Flight~ty.
I-
~
~
B
C
11
--'
12
r-
CABIN TEMP SELECTOR (R1)
AIR TEMPERATURE
SENSOR (RT104)
'00t 5W
IB
C
\,1
::::::t- ~IGHT
10
13
2
14
CONTROL
CABIN AIR
15
1
4
3
TE MPERATURE
INDICATOR (A224M1)
"-
f--
28VDC
AUTO
HEAT
COOL
CABI N TEMPERATUR E
CONTROLLER (E160)
,-
BLEED AIR
QV ERTEMPERATURE
~ :"","",DETECTOR (E243)
-:!:-
CB83 ~
CAB IN TEMP
CONTROL
-f
INCREASE
B
D
MS2452327
MAN UAL TEMP

(S5) CONTROL SWITCH
I
J2
}6:
13
0---- 4
11
'-
1:l'-
10
BLEED AIR CONTROL

MODULE (A317)
FIGURE 1
2 1-10-00
,7 .SA
AIR CONDITION
"'-- / -
LI
CABIN TEMPERATURE
MODE SWITCH (S6)
f j COO
'"';'~
CR133
7
5
1.0
HEAT
1
~
HEAT-COOL
COMMAND
RELAY (K205)
TO PIN20F
40' LIMIT SWITCH (S259)
} SEE FIGURE 2, 21-52-00
Figure 21-31. Temperature Control-UE (AUTO, Cool)
21-34
48
MAN 43
COOL
CLUTCH
I
I
I AUTO
45 1
47
OFF O I
0
44
MAN O
ACM BYPASS VALVE

(E159)
17
~:
DECREASE ~
A
C
~I
FOR TRAININ G PURPOS ES ON LY
Flight~~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAININ G MANUAL
,--
r4t
4
B
C
11
1-1
r---
A IR DUCT TEMPERATURE
SENSE ELEMENT
I---B
C
10
13
2
14
28VDC
15
1
4
3
CABIN AIR
TEMPERATURE
INDICATOR
IlL
9
10; 0
't
E ==r ~IGHT
F
CONTROL
r---
12
CABIN TEMP SELECTOR
COOL
"-
BLEED AIR
CABIN TEMPERATURE
CONTROL BOX
QVERTEMPERATURE
DETECTOR
?l
AUTO
HEAT
,--
g 5A
CABIN TEMP
l
CONTROL
-!-
INCREASE
MANUAL TEMP
B
D
CONTROL SWITCH
A
C
-r
15
'-
I
I
I
I
I
I
I
I
DECREASE
~I
~
~
ACM BYPASS VALVE
COOL
17
VAPOR CYCLE
~ LOWAM8IENT
~ f-l OVERTEMP DETECTOR
AIR CONDITION
CLUTCH
LIMIT SWITCH
HEAT
o !I
35
I
I
I
I
I
~
45
OFF 0
!
I
I
38
0
,[-
AUTO
47
Op
44
MAN
I
TEST
48 0
BLEED AIR
PRESSUR E
REGULATORS
HEAT.COOL
COMMAND
RELAY
..;,-
:\
A
C
~ CLOSE
B ~ OPEN
D
CABIN TEMPERATURE
MODE SWITCH
"-
EJECTOR BYPASS
VALVE
Figure 21-32. Temperature Control-UB/C (AUTO, Cool)
FOR TR AINI NG PURPOS ES ONLY
21-35
Flight~ty.
..
--.
r-
B
C
11
'-'
D
----'
12
CABIN TEMP SELECTOR (R1)
AIR TEMPERATURE
SENSOR (RT104)
'00Q5W
B
C
:::::t
E
F
A
--'
ZIGHT
CONTROL
10
13
2
14
't
28VDC
AUTO
HEAT
COOL
15
1
4
3
CABIN AIR
TEMPERATURE
INDICATOR (A224M1)
CABIN TEMPERATURE
CONTROLLER (E160)
BLEED AI R
OVERTEMPERATURE
51( ~ DETECTOR (E243)
r-
CB83 ~
-!;-
CABIN TEMP
CONTROL
INCREASE
I
I
J2
r-d' i
14
I
I
r-
17
11
0-
BLEED AIR CONTROL
ll'-
10
MODULE (A317)
FIGURE 1
21-10-00
"'--
44
rr
e:5
r7 .SA
V-
AIR CONDITION
CLUTCH
COOL
1'0-
~(
HEAT
'HEAT-COOL
COMMAND
RELAY (K205)
48
-j.
,
CABIN TEMPERATURE
MODE SWITCH (56)
TO PIN 2 OF
40 0 LIMIT SWITCH (5259)
} SEE FIGURE 2, 21-52-00
Figure 21-33. Temperature Control- UE (MANUAL, Heat)
21-36
OPEN
ACM BYPASS VALVE

(E159)
7
5
MAN 43
COOL
'-
I
I
IAUTO
45 1 0
47
OFF O I
0
MAN
B
D
A ~ CLOSE
r- C
CB8
13<;> :
-~
M524523-27
MANUAL TEMP
(55) CONTROL SWITCH
DECREASE l -
1\
FOR TRAI NING PURPOS ES ON LY
FlightSafety.
.1t&i .
tIoildl
F~~~FV~~~XlF~____B_L_E_ED=rA_IRtP~R_E_S_S_U_R_E
____
-=LE~FT~STATIC~P~O~R~T~S____--,
RAMAIR DOOR
SOLENOID LATCH
CABIN RATE SELECTOR

~=-
(:A""N ALTITUDE SELECTOR
!!~mS':l_CABIN PRESSURE CONTROLLER
OUTFLOW
VALVE
~'-A"'NAIR SENSE PORT
RIGHT
STATIC
PORTS
~_- CliEC; K VALVE
CABIN AIR
I TERWITH
ORIFICE
DIAPHRAGM
TEST
G:>
METERING VALVE
NUMBER 1
b~~~~:j~~
VUL.ulVloTANK
~"j~JOFIMALLY
OPEN)
DUMP
SOLENOID
(NORMALLY III8Nl
clc:.Sf
CABIN AIR
FILTER WITH
OR IFICE
VAL.,oIJ ~M
PORT
NUMBER 2
MANIFOLD
PNEUMATIC RELAY
LEGEND
VOLUME TANK PRESSURE
OUTFLOW VALVE CONTROL
VACUUM
M'I'{Jij'fFf
VI'CL'UM
UM REGULATOR
f1'-
REFER TO THE ELECTRICAL SCHEMATIC FOR
[..Y' OPERATION OF THE SOLENOID VALVES
Figure 21-35. Pressurization Control Diagram-All
21-38
FOR TRAININ G PURPOS ES ONLY
OUTFLOW
VALVE
Flight~~ty.
PRESSURIZATION SYSTEM
va lve is ope n; in th e INST & ENV IR OFF posi ti o n, bo th are clo sed.
The pressurization sys te m is designed to provide a press ure differen ti a l of 5.0 . I (UE), OR
4.8 . 1 (UA/ B/C) . Bleed air from the co mpressor sec tion of each eng ine is precooled,
and no rmall y mi xed w ith air cycle machine air
to prov id e th e condi ti oned air th at is used for
both temperature co ntro l and pressurization.
Th e cabi n pressure co ntrol system cons ists of

two o utfl ow/safety va lves which are vented
overboard to preclude moisture bui ld -up in
the empe nna ge . The system a lso contains a
pressurization con tro ll er.
Bleed air en tering the cabin is co ntro ll ed by the

sw it c hes placard ed " BLEED AIR VALVES,
OPEN, LEFT, RIGHT, ENV IR OFF, INST &
ENV IR OFF." When the swi tch is in the OPEN
position, the environmental flow contro l unit
and the pneumatic instrument air va lve are
open. Wh e n the sw itch is in the ENVIR OFF
position, the environmental flow co ntro l unit
is c losed a nd the pneumatic in strument a ir
The pressurization co ntro ll er, mo unted in the

pedestal, controls modulat ion of th e outflow
va lves. The ou te r sca le (CAB I N ALT) of the
dual-scale indi cato r dial indi cates th e cabin
pressure a ltitude which the con tro ller is set to
maint ain. T he inner scale (ACFT ALT)indicates the maximum ambient press ure altitude
at which the airplane can fly without causing
th e cabin pressure altitude to excee d the va lu e
se le cted on the o uter sca le of the dial.
TEST
UP
..i
...
DOWN
LEFT LANDING
GEAR SQUAT
SWITCH (A 107)
PRESS
I ~ *"
...
CRI1 6
DUMP
I ,"""
CABIN PRESSURE
DUMP SWITCH
(SI18)
RAM AIR DOOR
S OLENOID VALVE
(EI03)
CABIN
PRESSURE
CONTROL
~
NC
CRlt8
-!-
CR22t
~
5A
(CB84)
1:
-!-
CABIN PRESSURE
DUMP VALVE (E t 05)
~
NO
CABIN PRESSURE
PRESET VALVE (Et04)
Figure 21-36. Pressurization Schematic-All (Inflight, PRESS)
21-39
FlightSafety.
~""""
TEST
UP
"
.Q..J..
DOWN
LEFT LANDING
GEAR SQUAT
SWITCH (A 107)
PRESS
DUMP
-!-
CR116
RAM AIR DOOR
S OLENOID VALVE
(E103)
CABIN
PRESSURE
CONTROL
*"
~
NC
CABIN PRESSURE
DUMP VALVE (E1 05)
...
CR118
I'
CABIN PRESSURE
DUMP SWITCH
(S118)
CR221
B:o-SA
(CB84)
NO
CABIN PRESSURE
PRESET VALVE (E104)
Figure 21-37. Pressurization Schematic-All (Inflight, DUMP)
21-40
Flight~ty.
The rate co ntrol se le ctor knob is placarded

" RATE-MIN- MAX." The rate at w hich the
cabin pressure al ti tude c hanges is controlled
by rotating the rate control se lector knob. The
rate of cha nge selected may be from a mini mum of approximate ly 200 feet to a maxi mum of approximate ly 2,000 feet per mi nute .
The actua l cabin pre ss ure altitude is continuous ly indi ca ted by the ca bin a l timeter.
Mounted next to th e cabin altimeter is cabin
vertical speed (CA BIN CLIMB) indicator, it
co ntinuou s ly indicates th e rate at which the
ca bin pressure a ltitude is changing.
The cabin pressure sw itch , loca ted on the

pedestal is placarded "CA BIN CLIMB, DUMP,
TEST." Normal operation is with the switch
in the PRESS position. [n the PRESS position ,
after take off the preset and dump sol enoid s
wil l go to their normal unpowered pos ition s.
When thi s sw itch is in the DUMP position the
cab in wi ll depressuri ze. When se lecting TEST
the preset an d dump valves will go to their norma l infli ght position and the ai rcraft will pre ssur ize on the ground as long as the co ntroll er
is se le cted to a press ure a ltitude less than the
field co nditions.
TEST
UP 0 1
Ire
: ~
DOWN
I
I
I
I
I
I
I
I
I
LEFT LANDING
GEAR SQUAT
SWITCH (A 107)
PRESS
I
~
DUMP
i-
CRl16
I'
CABIN PRESSURE
DUMP SWITCH
(Sl18)
RAM AIR DOOR
S OLENOID VALVE
(E103)
CABIN
PRESSURE
CONTROL
CRl18
NC
CABIN PRESSURE
DUMP VALVE (E105)
CR221
~
5A
(CB84)
1:
~
NO
CABIN PRESSURE
PRESET VALVE (E104)
Figure 21-38. Pressurization Schematic-All (TEST)
21-41
Flight~~ty.
CABIN ALl HI
I CAB DIFF HI
NC~
I
I
NO
CLOSES AT 10,000
+0 -500 FEET
ALTITUDE INCREASING
OPENS BEFORE 8500
FEET ON DECREASING
CABIN ALTITUDE
S117 CABIN ALTITUDE
WARNING SWITCH
7.5
CB2
ANN PWR
7.5
CB17
ANNIND
29
28
A146 R CIRCUIT
BREAKER PANEL
A127 PWB
MODULE
26
l'r
,--
27
3~
A141 PCB
MODULE
A126 PWB
MODULE
I--
41
~
CLOSES AT 5.25 .15

PSID INCREASING
DIFFERENTIAL
S122 SWITCHCABIN DIFFERENTIAL
PRESSURE
Figure 21-39. Pressurization Warning Circuit-UE
21-42
Flight~~ty.
UNPRESSURIZED VENTILATION
NOTES
Ambient air can be supplied to the cabin

through the floor vents when the airplane is depressurized. This is accomplished by going
to DUMP (this releases a solenoid held vent
door) and then manually opening a vent valve
located in the nose ram air duct. The manual
butterfly valve is controlled by a lever under
the copilot's left subpanel labeled "VENT
AIR - PULL ON."
ICABIN ALTITUDE I
:"0I
I
(]
CABIN ALTITUDE
WARNING SWITCH
SWITCH CLOSES AT
12,500 +0/-500
Figure 21-40, Pressurization Warning Circuit-UB/C
21-43
FlightSafety.
""'""""'"'
AUXILIARY VOLUME
TANK CONNECTION
PNEUMATIC
RELAYN ALVE
CONNECTION
REGULATED
VACUUM
CONNECTION
AIRCRAFT{
ELECTRICAL
SYSTEM
THIRD
ELEMENT
SECOND
ELEMENT {
-~~!!:=:;~
CABIN PRESSURE
RATE PRESSURE
REFERENCE PRESSURE
REGULATED VACUUM
CABIN AIR
FILTER ORIFICE
REFERENCE PRESSURE
METERING VALVE
METERING VALVE
FOLLOWER SPRING --~~t::::-:;::'~!l..!!
RATE SPRING
o
e
e
o
RATE DIAPHRAGM
;;=:""::;:'-fijJ
RATE CONTROL VALVE
~~~~~_-- SEALING DIAPHRAGM
CHECK VALVE --;c;
ABSOLUTEBEI_LO'W~; ---~~~~
FIRST
ELEMENT
RATE CONTROL VALVE

POSITION ACTUATOR
LIGHT BLOCK
CABIN ALTITUDE _ _ _ _ __
SELECTOR KNOB
FACE VIEW OF CONTROLLER
Figure 21-41. Cabin Pressure Controller Diagram
21-44
FlightSafety.
.".... _tlui'"
LEGEND
D
D
D
CABIN AIR PRESSURE

TRUE STATIC ATMOSPHERE
OUTFLOW VALVE CONTROL
Figure 21-42. Outflow Valve Diagram
21-45
Flight~ty.
BEECH 1900 AIRLINER MAINTENA NC E TRAI N I NG M ANUAL
o
e
o
o
CABIN PRESSURE
REFERENCE PRESSURE
REGULATED VACUUM
OUTFLOW VALVE CONTROL PRESSURE
CONTRO L
PORT
CABIN AIR INLET

CONNECTION
WITH OR IFICE
OUTFLOW
VALVE
PORT
METERING VALVE
FOLLOW-UP SPRING
METERING
VALVE
METERI NG
VALVE SEAT
Figure 21 -43. Pneumatic Relay Diagram
21-46
FOR TRAINING PU RPOS ES ONLY
Flight~ty.
QUESTIONS
1.
Which of the following is true with the

bleed-air valve switches in the OPEN
position and the engines running1
A. Both pressure regulators and the instrument air SOVs are open.
B. The pressure regulators are open and
the instrument air SOVs are closed.
C. The through valve and bypass valve
are both open.
D. The through valve and bypass valve
are both closed.
2.
With no electrical power or pneumatic

pressure on the aircraft, what are the
positions of the through valve and bypass valve 1
A. Both val ves are open.
B. Both valves are closed.
C. The through valve is open and the
by pass is closed.
D. The through valve is closed and the
bypass is open.
3.
Automatic operation of the bleed-air

system should provide air to the ACM
at a temperature of 450~ "I;
,and
a pressure of 33 -+ :?
.
5.
An overpressure or temperature condition in the bleed-air system causes

which of the following to occur'?
A. The through valve, bypass valve, and
instrument air SOY all lose power.
B. The pressure regulators , bypass
valve, and through valve lose power,
and instrument air SOY closes.
C. The pressure regulators, bypass valve,
and through valve lose power and the
instrument air SOY remains open.
D . The through valve opens, bypass
valve closes , and the pressure regulators and instrument air SOY
are depowered.
6.
On UB/C models, the pressure regula tor is readjusted to a pressure of 3[704}

to permit system testing.
Hca{-t. 0 .le1( ' ll,C psi IIi, j),,,,,,dL'f
1'0
f".t....,.,5~
7.
When a new air-conditioning compressor is installed, it should be serviced

with approximately
ounces
of compressor oil.
8.
The air-conditioning (;ompressor will

shut off automatically when:
'K. The ACM bypass va lve closes fully.
B. The ejector bypass valve opens fully.
C. The ACM bypass starts to open.
D. The ACM bypass valve opens fully.
9.
The vacuum regulator for the

j2fessurization system is located
?rLC'T .If\ll-n, cd
~\.j dole. f\.~ ' I
4. The three mai n rotating parts of the ACM

are refe.rred to as eo<l'n PlZ-56iOl\ ,
o;>..<.pctr,,,
Go" Tf"O'C....I.,.....-P,4>.l.
. -0 r~ .
l.'Jv Y;2 6>1 'I::'"~
d\S
' an d
7 o ,,,,, i2. .l
21-47
..... ~ .,.;..........; .:~
Flight~~ty.
10 . T he pa rt th at is co nsid e red a ga in dev ice

to direc t ly affec t the outfl ow/s afety
val ve operation is th e:
A. Pneumatic re la y
B. Pre ss uri zation con troller
e. Al titude pre ss ure reg ul ator
D . Vacuum regulator
11 . How o ften is the vacuum regul a tor filte r
c leaned ? ""2-(.'0 l.J ev,;)s _
12 . T he ca bin le ak rate sh o uld not exceed :

A. 1,200 fpm
B. 1,600 fpm
c. 2,000 fpm
D. 2,400 fpm
14 . Au tomati c te mp era ture co ntro l re li es

upon info rm a ti o n fr om :
A. Th e te mperature co ntrol rheos tat
B. A duct te mperature senso r
C. A cabin te mpe rature se nso r
D . All th e abo ve
15. A left ove rtemp erature co nditi on in the

bleed -air supply line should illuminate:
A. The left ENYIR FAIL annunci ator
B. Th e left E NYIR OFF annun c iator
C. Either A or B
D . Both A and B
13 . On engine start , if the bl eed-air switches are

in the INST and ENYIR OFF pos ition, what
h app ens when ENYIR OFF is selected ?
A . Th e outflow/sa fety valv es c los e
and the bleed-air pres s ure regula tor closes.
B. Th e ou tflow/sa fety valv es o pe n and
th e in strum e nt air SOY valve s open .
e. T he outflow/s afety val ves do not
move; they remai n open .
D . The in strument air SaYs will be
powered open so that th e o utfl ow/
safe ty val ves can open .
21-48
Flight~ty.
CHAPTER 22/23/34
AVIONICS
CONTENTS
Page
INTRODUCTION ... .. .... .... ..... ........ ....... ...... .... ... ........... ... ........ .. .. ...... .... ... .... ... .... ... .. .... .... ... . 22-1
INSTALLED AVIONICS ... ...... ... .......... .. ..... ..... ..... ............... .. ......... ....... ... .... ............ ... ........ 22-1
Standard Equipment .. .. .... ... .. .......... ..... .. ...... .... ..... ..... .. ......... .. ......... ....... ..... .... ..... ... .. ..... 22-1
Optional Equipment .... ... .......................... ............ ..... .. .. ............... ... .. .... .. .. ...... .... .. .. ... .... 22-3
AVIONICS POWER DISTRIBUTION ... .... .. .. ... .... .. ... ... .... .. .. ... ... .. ...... .. ...... ... ......... ..... ..... 22-19
PITOT STATIC SySTEM .... .. .... ......... .. ....... .. ......... .. ......... .. ......... .. .... .. .... .. ... ... ......... .... .. ... 22-23
PlTOT STATIC lNSTRUMENTS .. ... .... ....... ... ......................................... .. .......... .. ... .. ... ..... 22-27
Airspeed Indicators ........ ...... .. ... ..... ... .. .. ... ...... ......... ... .... ..... .. .... ... ..... .... ... .. ..... .. .. ... .. ... 22-27
Instantaneous Vertical Speed Indicators .... .. .. .... ...... .. ..... .. ... .. ........ ... .. .. ............. .......... 22-27
Copilot's Encoding Altimeter ....... ... ........ ... .. ... .... .... ..... .... ... .. ..... ... ... .... ... ... ..... .. .... .. ... . 22-27
570-24929-412 Encodin g Alti meter ....... .. ........ .. ......... .. ..... .. .... .. ....... .... ...... ... ........ .. ... 22-27
Meggitt Encodin g Altimeter .... .. ............................................. ................. ... ... .. ... .. .... ... 22-27
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) ... .. ............... .......................... 22-31
General ...................... ...... .......... ....... .... .... .. ....... ... ... ...... .. ............ ... .......... .... ...... .. ........ 22-31
System Overview ... ............. .... ... .... ... ... ..... ...... .... .. ....... .. .. .... ... ... .... ..... ... ...................... 22-31
EFIS COOLING FANS ...................... ...... ..... ....... ..... ............... .... ... ..... ..... .. .......... .. ... .. ....... 22-33
PS-835C EMERGENCY POWER SUPPLy ........ ... .. ................ ..... ...... ....... ... ... .. .... .... ...... 22-39
General .. ... .... ... ... ....... ......... ... ..... .. .. .... .... .. ..... ........ .. ..... .................... ... .. .... ..... .... .......... 22-39
Power Input ........ .. ... ........ .. .... ..... ... ... .. ......... ......... .... ... .. .. .... .... ....... ...... .. ... ..... .............. 22-39
Battery Heating ..... ..................... .... ....... .... ... ......... .... .. .. .. ..... ... ..... ....... ...... ..... ...... ... ..... 22-39
Over-Temperature Protection .... .. .... ..... .... ... .... ...... .... ... ......... ...... .. .. ... .... .... ... ...... ... ..... 22-39
22-i
Flight~~ty.
Battery Voltage-Level Detection .. ..... ...... ... ............. ......... ............... ........... ............. .... 22-39
Battery Testing ............................. .......... ................. ... ....... .... ..... ............. ...... ..... .......... 22-39
EFTS Power System Operation .......................... .......................................................... 22-41
STANDBY ELECTRIC GYRO HORIZON SYSTEM ............................................ ...... .... 22-47
General............................... .. .................. ................................ ................... ......... .... ..... . 22-47
Electrical Power..................................................... ................ .... ....... ... .. ...... ... ......... .... 22-47
Controls .............................................. ............................... .. .. ...... .................. .............. 22-47
Gyro Horizon ............................................ .. ... .. .. .................................. ........................ 22-47
AUTOPILOT FLIGHT DIRECTOR/YAW DAMPER SySTEM ....................................... 22-51
General ................................................... ..... ...... .... .... ........ .... .. ................ ........... ... ....... 22-51
APS-65 Autopilot System .................................................... ... ... ...... ...................... ..... 22-51
FYDS-65 Flight Guidance Yaw/Damper System .................................. .. ......... .. ......... 22-53
Yaw Damper System ....................................................... ...................................... ...... 22-53
Autopilot, Flight Guidance, and Flight Guidance/Yaw Damper Computers ............... 22-53
APP-65A Autopilot Panel ........................................................................................... 22-53
FCP-65 Flight Control Panel ............................................................................... .... .... 22-54
SVO-65 Servo/SMT-65 Servo Mount................. ........... ..... ................. ...... .... ........... ... 22-54
332D-ll T Vertical Reference ...................................................................................... 22-54
ADS-65 Air Data Sensor................................ .............................. ....... ........... ............. 22-54
Altitude Preselector/Alerter and Air Data Computers ................................................. 22-54
SSS-65 Slip/Skid Sensor............. ................... ..................... .......... ............. .. .... .. ...... ... 22-55
NAC-80 Normal Accelerometer ................ .. .................................................... .......... .. 22-55
YRS-65 Yaw Rate Sensor ............................................... ..... ...... .... .............................. 22-55
EFTS System Display Processor Unit ..................... ............... ... ................................... 22-55
22-ii
Flight~~ty.
AUTOPILOT SYSTEM EXTERNAL SWITCHES ... ........... ... .. .. ..... .... ............. .............. .. 22-55
Control Wheel Disengage Switches ................... ...... ............................................... .... 22-55
Pitch Sync and CWS Switches ........................... ... ...... .. .............................................. 22-55
Go-Around Mode Switches (GA) ....................... ............................. ........................ .... 22-56
Trim Switches ........................... .. ...... ... ... ......................... ................. ............... .. ...... ... . 22-56
Autopilot System External Annunciators ................................. ... .............. .. .. .............. 22-59
RUDDER BOOST SySTEM ...................... .. ... .. ............ .. ...................... ............................. 22-61
General .... ...... ... .. ......................................... ........ ....... ................. ....................... .... ...... 22-61
Operation ... .. ................... ........................ .... ... .......... ...................... ... ................. ....... ... 22-61
ELECTRIC ELEVATOR TRIM SYSTEM ......................................... .. .............................. 22-63
VHF-22A VHF COMM TRANSCEIVER .................................................... .. .................. 22-65
General..... ................ ............ ... ........ ... ... ... .. ..... ................................ ... .......................... 22-65
AUDIO SYSTEM ............... ........ ......... .... .... .. ......... .. ... .. .......................... ... ........................ 22-67
General ......... ...................... ............... ........................ ... ............. ..... .. ............................ 22-67
COCKPIT VOICE RECORDER (CVR) ........ ...................... ... .. ............. .................. .. ........ 22-69
General........ ...... .. .. ..................... .. .. ......... ....... ...... ..... .... .. ..... ............. .............. ... ........ .. 22-69
Components ................ ...... ........ ...... .... .... .................. .... ........ ... .. .... ...... ... ..... ...... ....... ... 22-69
Self Test ............................. .............................. ...... ..... ................. .... ..... ...... ..... ..... ....... 22-73
FLIGHT DATA RECORDER (FOR) ................................................................................. 22-75
General. .............................. ....... .............. ....... ........ .. ......... ... .. .. ....... .. ... ... .... ..... ... .... ..... 22-75
Components .... .................. ..... ... ...... .... ............................................... .. ............. ... ........ 22-75
EMERGENCY LOCATOR TRANSMITTER (ELT) ........... ............. ........... ............ .......... 22-79
General ...................... .. .......... .. ..... .. .......... ...... .... .... ...... .. .. .. ..... .. ........ ... ....... ..... .... ........ 22-79
Signal Flows ...... ... ...... ....... .. .. ... .... .. .... ....... .... ....... ... ..... ........ ... ... .... .... ... ...... ...... ... .... .. . 22-83
Maintenance Considerations ......................... .. ............................................. ....... ..... .... 22-83
22-iii
Flight~ty.
BEECH 1900 AIRLINER MA INT EN A NCE TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
22-1
Av ionics Units Location ............ .. ..... .... ........... ........ ..... ......... .. ... ......... ................. .. 22-4
22-2
Avionics Units Location Left Avionics Bay .. .... .. .. .. .. ... ...... ..... .. .................... .. ...... 22-7
22-3
Avi onics Units Location Ri ght Avionics Bay ...... ...... ... .. .. .. .. .... .... .. .... .. ......... .. .... .. 22-8
22-4
Pedestal Layout .. ...... .. .. ..... ..... ... .. .. ... ........ ... ....... .... .... ....... .... ...... .. ................. ........ 22-9
22-5
Control Wheel Switches ........... .. .. ......... .. .. .. ....... .. ... ...... .. .... .. .... .. ......... .. .. ........ ... 22-10
22-6
Antenna Locat ions .. .. ................ .. ...... ... ........ ....... .. ......... .. .. ........................ .......... 22-11
22-7
Av ionics Strut Switch Interface .......................... .. .............. .. .... .. .... .. ........ ......... .. 22-12
22-8
Avi oni c DC Power Buses .............. ................ .... ....... ...... .. ....... .. .. ........ .. .... ... .. .. .. .. 22-18
22-9
Avioni cs Relays - UBIC .. .... .. ...... .. ..... .. .. .... .. ... ........ ... .... .. .. ................ ... ..... .... .... .. 22-20
22-10
Avionics Re lays-Simplified (UB/C) ...... ........... ... .. .. .. .. ... .. .. ...... .......... .. ............. .. 22-21
22-11
Pitot and Static System ...... .. ........ .... .. .. ...................... .. .. ...... .. ... .... ... .... .... ...... .... .. 22-22
22-12
Pitot Static System Schematic Flight Director Installation .... .. .. .. .... .... ..... .... ...... . 22-24
22-13
Pitot Static System Schemati c Autopi lot In stallati on .. .......... ........ .. .. .. .... .. .. ........ 22-25
22-14
Airspeed Indicator ...... .... ... ....................... ..... .. ......... .... ....... .. .... ...... ...... .. ... .......... 22-26
22-15
In stantaneous Vertical Speed Pointer ......... .. .. .. ...... ....... .. .... .. ..... .... ........ .. ........... . 22-26
22-16
Meggitt Encoding Altimeter .... .. .... ................... ........ .... .. .. ..... .. .. .. .. ...... .. ..... .. ... .. .. 22-26
22-17
Airspeed Warning and Copilot Encoding Altimeter .. .. ..... ... ........ ........ .. .... .. .... .. .. 22-28
22-18
EFIS System and Interface EFIS-84 (4 Tube) .. .. .. .. ............... .. ...... .... ........... ....... 22-30
22-19
EFIS Display Cooling Blower Installati on ........ ....... .. ..... .. .... ...... ... .... ... ... .. ........ . 22-32
22-20
EFIS Cooling Fans System .. .. ..... .. .... ................. .. .............. .... .. .. .. .... .... .. .. ....... .. ... 22-34
22-21
Avionic s Junction Box .. .. ... ... .. ....... .. .. ...... ... ... .... .. .. ..... .. ... ........ ......... ... .. .. ... ....... .. 22-36
22-22
PS-835C Emergency Power Supply (Internal Wirin g Schemat ic) ....... .. .. ..... .. ..... 22-38
22-23
PS-835C Emergency Power Supply (Ex ternal View) ........ ...... ...... .. .. ...... ..... .... ... 22-38
22-v
Flight~ty.
22-24
EFlS AUX Power Panel Controls .................. ..... ..... ... .. ..... ....... .... .. .. ...... ......... ... . 22-40
22-25
EFlS Power System (Condition I).... .. .... ...... .. .... .. .. .............. .. .. ............ .. .. .. ......... 22-42
22-26
EFlS Power System (Condi tion 3)............ .. ........ .. ........ .. ...... .. .. ................ .... ....... 22-44
22-27
Standby Horizon System Control sIDispl ays ................ .. ........ .... .. ............ .. " .. ".... 22-46
22-28
Standby Horizon Power System .. .. ...... .. ............ " .... " .. .... ................ .. .. .. .... .. ...... " 22-48
22-29
Dual APS-65H Au topi lot System ........ .. ........ .. .. ...................... .. ........ .. " .... .... .. .... 22-50
22-30
Dual FYD-65H Flight Director/Yaw Damper System .................... .. .......... .. ....... 22-52
22-31
AutopilotlFlight Director Annunciators ........ ..... ..... .... .. .... ......... ........ .. ........ ... ... .. 22-58
22-32
Rudder Boost System .... ......... .. ...... ........... ............................ .... .... .......... ... ..... .. .. . 22-60
22-33
Elevator Trim System with APS-65 Autopilot (No. I Computer Interface) .. .. .. .. 22-62
22-34
VHF-22 Comrn Radio Controls/Displays ........ .. .... ". .... .. .. .. ...... ..... .. ...... .. ............ 22-65
22-35
Pilot's Audio Controls .. .......... ..... .... ............ ..... .. ... .. ..... .. ..... .. .... .... ..... ..... ...... ....... 22-66
22-36
AlOOS Cockpi t Voice Recorder Components/Location .......... " .......................... 22-68
22-37
FA2100 Cockpit Voice Recorder Components/Locations ................................... 22-70
22-38
Cockpit Voice Recorder Control Panel .... .. ........ ..... .. ......................... .. ................ 22-72
22-39
Flight Data Recorder Installation...... .. ...... ......... ... ...... .... ... .. ............ .. ..... .. ...... .. ... 22-74
22-40
FD R Prop Beta Switches .. .. ........ " ...... .. ........ ... .. ..................... .. .... .............. " .. ..... 22-76
22-41
FD R Flap Position Switches.............. ..................... ..... .. .. .. ...... ........... .. .. .. ... .. ...... 22-76
22-42
Emergency Location Transmitter Installation"...... .. ................ .. ....... .. ..... .. .......... 22-78
22-43
Emergency Locator Transmitter Artex ....... .. ................... .. ... .. .. .. .. .......... .. " .... .. .. . 22-80
22-44
ELT!Battery Pack Exploded View .................. .. .. .. .. .. ........ ".......... .. .......... .. ........ . 22-82
22-vi
Flight~~ty.
TABLES
Table
Title
Page
22-1
Avionics Acronyms Glossary .. .. ... ......... .. .. ...... ... .. ... ......... ...... ... ... ..... ...... ..... .. ...... 22-13
22-2
CTL-22 COMM Con trol, Co ntrol s and Indications ....... ......... ... ................. ... ..... 22-64
22-vii
Flight~ty.
CHAPTER 22/23/34
AVIONICS
INTRODUCTION
This chapter presents the avionics systems installed in the 19000 aircraft as standard
installation systems and also optional equipment. All the systems covered are factory
installed systems . Also covered in this chapter is the avionic units location in the aircraft. Antenna location is also covered. An avionic acronyms glossary covering the
acronyms that can be found used in the 19000 aircraft is included.
INSTALLED AVIONICS
STANDARD EQUIPMENT
The 1900D Aircraft comes equipped with the
following Avionics Systems as Standard
Equipment:
Pilot's EADI Electronic Attitude

Director Indicator 4x4" Color CRT
Display
Dual Collins EFTS-84 System Electronic Flight

Instrument System, which includes:
Pilot ' s EHSI Electronic Horizontal

Situation Indicator 4x4" Color CRT
Display
Dual DPU-84 Display Processors

Dual DSP-84 Display Select Panel
Copilot's EADI Electronic Attitude

Director Indicator 4x4" Color CRT
Disp lay
FO R TRAINING PURPOSES ONLY
22-1
Flight~ty.
BEECH 1 900 AIRLIN E R MAINTENANCE TRAINING MANUAL
Copilot's EHSI Electronic Horizontal

Situation Indicator 4x4" Color CRT
Display
EFIS Standby Power System PS-835C
Emergency Power Supply
Dual Flight Director/ Yaw Damper FYDS-65
Systems, which includes:
Dual Collins FYD-65H Flight
Director/ Yaw Damper Computer
Dual Collins 332-IIT Vertical Gyros
Dual Collins ADS-65 Air Data Sensors
Dual Collins FCP-65 Flight Control
Panel s
RMI- Dual Collins RMI-36 ' s with VOR-I/
ADF on Single Needle and VOR-2/ADF on
Double Needle:
No. I RMJ Card from No.2 MCS-65
No.2 RMT Card from No. I MCS-65
Compass Systems-Dual MCS-65 Digital
Compass Systems:
No.1 System provides Heading to No. I
EFTS and No.2 RM [
No.2 System provides Heading to No.
2 EFlS and No. I RMI
COMM I- Collins VHF-22 A Transceiver with
CTL 22 Control and Antenna
COMM 2-Collins VHF-22A Transceiver with
CTL-22 Control and Ante nna
NAV I-Collins VIR-32 VOR/LOC/GLS/
MKR Receiver with CTL -3 2 Control and
Antenna (Course indicator is part of No.1 EFIS)
DME-Dual Collins DME-42 s with Antennas.

DME information di s played on EFIS-84
Systems
Radar Altimeter-Collin s ALT-55B with
Readout in EADJ-84s and Dual Antenna s
Pilot ' s Encoding Altimeter- Allied Signal
KEA -346 with KAS -297 A Altitude Alerter
Copilot's Encoding Altimeter - Meggitt
28004-0 1-02
Audio System- Dual Audio Sy s te m with
Independent Microphone Selection and
Receiver Selection ; Voice Activated
Interphone between pilot and copilot; ground
COMM switch tied to No. I COMM , pilot/
copilot audio ; cabin paging selection
CVR-L3 Communicat ions AIOOS Cockpit
Voice Recorder with CVR Control Unit , Area
Microphone Impact Switch and Underwater
Locator Beacon
GPWS Ground Proximity Warning Sy stemSundstrand Mark VI
Weather Radar- Collin s WXR-840 , Color
Radar with Control and Antenna; displayed on
pilot 's and copilot's EHSJ
GPS - Global Positioning System Allied
Signal KLN -90B GPS IFR Certified Enroute
and Non-Precision Approach (BRNAV approved)
Standby Gyro Horizon- J.E.T. 2-lnch Standby
Horizon Indicator with PS-835C Emergency
Power Supply
NAV 2-Collins VIR-32 VOR /LOC/GLS /

MKR Receiver with CTL-32 Control and
Antenna (Course indicator is pan of No.2 EFTS)
Flight Data Recorder- Fairchild F 1000 Series

Flight Data Recording System with Reco rder,
Impact Switch and Accelerometers and
Underwater Locator Beacon
ADF- Collins ADF-462 with CTL-62 Control

and Antenna
ELT-Artex I 10-4 ELT with Remote Flight

Deck Switch
ATC Transponders- Dual Collins TDR-94's

with Single CTL-92 Control and Dual
Antennas
Inv e rters - Dual KGS SPC - 1O (P) 250VA

Inverters with Failure Lights
22-2
Flight~ty.
BEECH 1900 AIRLINER MAIN T EN A NCE TRA INING MANUAL
OPTIONAL EQUIPMENT
NOTES
The following optional equipment may be

installed:
Dual Autopilot APS-65H System s, which
i ncl ud e s:
Dual Collins APC-65 Flight Director/
Yaw Damper Computer
Dual Collins 332-11 T Vertical Gyros
Dual Collins ADS-65 Air Data Sensors
Dual Collin s FCP-65 Flight Control
Panels
Collins APP-65A Autopilot Panel
Collins ADS-85 Air Data System,
which includes:
ADC-85 Air Data Computer
ALI-80A Encoding Altimeter
PRE-80C Altitude Alerter
B.F. Goodrich TCAS 791 (TCAS I)
High Frequency Communication s-Allied
Signal KHF-950 H.F. System
ADF (No.2 System)-Collins ADF- 462
Receiver with Control and Antenna
Weather Radar- Collins TWR-850 Turbulence
Weather Radar System
Refer to Figures 22- I through 22-6 for avionics locations. Figure 22 -7 shows the avionics
strut switch interface. Refer to Table 22-1 for
the 1900D Avionics Acronyms Glossary.
22-3
Flight~ty.
TOP SHELF
LOWER FORWARD SHELF \
!: ;
51@
SHEL~ ~
MIDDLE
WEATHER RADAR
_ _---.J
BOTIOM SHELF
VERTICAL ACCELEROMETER
(LOCATED UNDER
THROTILE OUADRANT)
..,
"
' ..
GPWS COMPUTER
(LOCATED UNDER
BAGGAGE BY FLOOR)
... .
..'
I""
DO
~ (LOCATED UNDER BAGGAGE BAY FLOOR)
-r----
ELEVATOR TRIM SERVO

(LOCATED UNDER FLOOR)
~~
~ I
FLIGHT DAT RECORDER~

RUDDER
SKID SLIP SENSOR

LO
TCAS COMPUTER
FDR IMPACT SWITCH
FORWARD PRESSURE
BULKHEAD
VIEW A
AIR DATA MODULE

(LOCATED UNDER

RAD ALTTRANSCEIVER ALT-55
CVR IMPACT SWITCH

COCKPIT VOICE RECORDER
SERVO~
7~~
NO. 1 FLUX VALVE
NO.2 FLUX VALVE
Figure 22-1. Avionics Units Location (Sheet 1 of 3)
22-4
tJO
FlightSafety.
. ,Ia . elioiiill
~TA
COMPUTER
xl
AVIONICS JUNCTION 80
r----KA.90
I
- - -- _ ...
(BOnOM)
No.2DME-42
(TOP)
No.2 DG8-65
No. 1
AVIONICS
332D-l 1T
RELAY
RACK
VERTICAL
GYRO
- -- ,
NO. 2 ADF-462
SYSTEM GYRO
VERTICAL
GYRO
U
r
COMPASS
No. 2
332011 T
No.10GS-65
COMPASS
SYSTEM GYRO
U
r
- --
r-
No, 1 AOF-462
L-~~ - - - - - - -'
'- - - - - - - - ---Y-:
/
VRS65
YAW RATE SENSOR
MIDDLE SHELF
ANNUNCIATOR
POWER SUPPLY
FORWARD
No.2 FYD-65
(TOP)
WITHOUT AUTOPILOT
VORILOC GLS MKR
\~-----L COUPLEAS
WITH
AUTOPILOT
____________________-,r-__________r-____-r__\ _______
No.2 APC-65
(TOP)
No.2 YIR-32
(TOP)
NO.2TDR94
(TOP)
No.2 DPU-84
DISPLAY PROCESSOR UNIT
No. 1 DPU-54
DISPLAY PROCESSOA UNIT
No.1 DME-42
BOTTOM SHELF
FORWARD
FOR TR AINING PU RPOSES ONLY
22-5
Flight~~ty.
r-
PS-835C
STANDBY
GYRO HORIZON
BATTERY PACK
No.1
ADS-65
No.2
ADS-65
---r--.L
-\- r-\-
AUTOPILOT
TRANSFER
RELAYS
r-
AVIONICS PC B
BOARD RACK
L--
LOWER FORWARD SHELF
FORWARD
DB437
PILOT
AUDIO
AMP
DB437
oPILO
AUDIO
AMP
I \
DB207
PASSENGER
SPEAKER
AMPLIFIER
DB605
AURAL
WARNING
TONE
GENERATOR
FORWARD
TOP SHELF
22-6
PS-835C
EFIS STANDBY
POWER BATTERY
PACK
NO. 1 COMPASS
SYSTEMDGS-65
No.2 DME
DME-42
No.2 COMPASS
SYSTEMDGS-65
AIR DATA
COMUTER
ADC-B5
ID
m
m
No. 1 ADF
ADF-462
..
()
:z:
.."
::rJ
-;
::rJ
~
No. 2 AUTOPILOT
COMPUTER
APC-65H
"1J
C
::rJ
:III
NO.1 AUTOPILOT
COMPUTER
APC-65H
"1J
oz
:III
No.2 PS-B35C BATTERY

PACK EFIS STAN DBY
POWER
o(fJ
(fJ
-,.
I'"
Z
Z
G)
CD
0
0
;;::
-;
NO.1 DME
DME-42
z
z
()
m
-;
::rJ
z
z
G)
;;::
NO.2 DISP LAY

PROCESSOR
UNIT DPU-B4
No.1 TRANSPONDER
TDR-94
No.2 TRANSPONDER
TDR-94
I\)
I\)
....,
Figure 22-2. Avionics Units Location Left Avion ics Bay
::!!
-.
(C
I~....
":<
AVIONICS
S:lINOIAIf
I\)
I\)
0:>
AVION ICS RELAY

RACKS
AV IONICS JUNCTION
BOX
No.2 PS-835C BATTERY

PACK STANDBY HORIZON
III
No.2 NAV
RECEE IVER
VIR-32
m
m
()
:z:
...
III
0
0
-n
o:0
-i
:0
Z
Z
::a
-zm
I>
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UNIT KA-90
r-
G)
::a
-U
C
:0
-U
o
(fJ
s::
No.1 NAV
RECEIVER
VIR-32
-i
(fJ
o
z
'<
()
m
-i
:0
Z
Z
G)
s::
No.2VHF
TRANSCEIVER
VHF-22A
No.1 DISPLAY
PROCESSOR
UNIT DPU-84
Figure 22-3. Avionics Units Location Right Avionics Bay
z
c
"=
CO
~~
i~
':C
AIR DATA COMPUTER

SWITCH
EFIS REVERSIONARY
SELECT PANEL
EFIS POWER
CONTROL PANEL
NO.1 DISPLAY
CONTROL PANEL " "
DSPB4
"T1
JJ
-l
JJ
l>
Z
Z
Q
!UYeAl.
ALLONH02
..
'"
.
'"
ItI,YII.I.U
m...
~
/'
..
ALLON"'02
~
","'",
"
III
No.2 DISPLAY
.,/ CONTROL PANEL
DSPB4
In
In
..
Z
CD
0
0
WEATHER RADAR
CONTROL PANEL
WXRB5O
AUTOPILOT CONTROL
PANEL APP65A
I>
:D
CABIN BRIEFER CONTROL

PANEL HUCABl
rZ
In
"1l
:D
JJ
s:
"1l
0
(f)
m
(f)
l>
Z
-l
FLIGHT CONTROL
AND POWER STEERING
PANEL
l>
Z
()
RUDDER BOOST __________

YAW CONTROL
TEST SWITCH
-"....
ELECTRIC TR IM /
SWITCH
,~,
,_.
II~'"~
t
COCKPIT VOICE RECORDER
/ CONTROL PANEL
s:
H~
l>
Z
eoev<T\OC RECQRDEA
l>
YAW DAMPER /
ENGAGE SWITCH
(NO AP SYSTEMS ONLY)
I\)
I\)
'"
-l
JJ
l>
Z
Z
Q
"T1
cD'
~~
I~
r+
Figure 22-4, Pedestal Layout
':<
AVIONICS
INTERPHONE
SWITCH
-
_ _ MAP LIGHT
SWITCH
TRIM SWITCH
(SPLIT SWITCH)
AUTOPILOTIYAW DAM PER
DISENGAGE SWITCH (FIRST LEVEL)
ELECTRIC TRIM DISABLE
SWITCH (SECOND LEVEL)
PILOT' S CO NTROL WHEEL SW ITCH

(VIEW LOOK IN G FORWARD)
MICROPHONE
KEY SWITCH
ATC IDENT
SWITCH
PILOT'S CONTROL WHEEL SWITCH

(VIEW LOOKIN G AFT)
GO AROUND
TRIM SWITCH
(SPLIT SWI TCH)
MAP LIGHT
SWITCH
AUTOP ILOTIYAW DAMPER

,,[)ISI'NC;A(;E SWITCH (FIRST LEVEL)
ELECTRIC TR IM DISABLE
SWITCH (SECOND LEVEL)
COPILOT' S CONTROL WHEEL SWITCH

(VIEW LOOKING FORWARD )
INTERPHONE
SWITCH
MICROPHONE
SWITCH
ATC IDENT
SWITCH
CO PILOT' S CONTROL WHEEL SWITCH

(VIEW LOOK IN G AFT)
Figure 22-5. Control Wheel Switches
22-10
III
TeAS DIRECTIONAL ANTENNA

COMM No. 1 ANTENNA
WEATHER RADAR ANTENNA
(INS IDE NOSE CONE)
z
z
G)
-0
C
cJ
~OQ
..
ELT ANTENNA
(RIGHT SIDE OF FIN) ~
o
:rJ
...,
n
:z:
GPS ANTENNA
"Tl
:rJ
"'"'
VORILOC ANTENNA
(LEFT & RIGHT SIDE)
000
:rJ
-0
10
0
0
-,..
JIo
:II
"'
:II
:;::
...,z
oen
RADIO ALTIMETER ANTENNA
en
OME No. 1 ANTENNA
RADIO ALTIMETER ANTENNA
oz
~
GUDE$LOPE ANTENNA
(INSIDE NOSE CONE)
TRANSPONDER ANTENNAS
No.1 RIGHT
No.2 LEFT
z
z
TeAS OMNI - DIRECTIONAL ANTENNA
(")
...,
COMM No.2 ANTENNA
:rJ
AOF ANTENNA
z
z
OME NO. 2 ANTENNA
G)
MARKER BEACON ANTENNA
:;::
z
c
;-
I\)
I\)
......
,
Figure 22-6. Antenna Locations
(Q
a:
I~m.
':(
AVIONICS
S:JINOIAIf
I\)
I\)
....,
A024
I\)
,, TO AIR DATA COMPUTER ADC-8S
CR4
AU~~-"
_ GND
-n
BATTERYBUS
C829
::0
~
Z
Z
Gl
"U
C
::0
"U
(fJ
SA
AVION ICS
MASTER
'<
.
...CR3
; AIR
...
-'_
STRUT
SWITCH
RELAY
ON ANN RELAY
ONDER MODES INHIBIT RELAY
R
OWER ON RELAY COIL
OWER OFF RELAY COIL

DATA RECORDER SYSTEM
IT COMPUTER
IT COMPUTER
~;-...,
GRN
...
CO
0
0
JIo
:II
rZ
s:
;..
ETER
ER CUTOUT PCB
(UE-161 thru UE-261 without KIT 129-3004)
SWITCH
n
:z:
:II
K013
JT
III
1'/1
1'/1
1'/1
AUTOPILOT PCB
A024
.... S AIR
4
(fJ
oz
1~
..:c..
---1
::0
~ ~
,
,,
,
,,
~~ -~-
Z
---1
m
Z
;..
Z
()
m
---1
::0
;..
Z
........ 11 AlA
10
~ 12GRN
z
Gl
TO COCKPIT VO ICE RECORDER UNIT
s:
;..
RIGHT STRUT
SWITCH
;..
TO CVR CONTROL UNIT
Figure 22-7. Avionics Strut Switch Interface
::!!
-,
CC
;r
I~...
':<
Flight~ty.
Table 22-1. AVIONICS ACRONYMS GLOSSARY

1/20
Half Bank
ACT
Active
ADC
Air Data Computer
ADF
Automatic Direction Finder
ADM
Air Data Module (GPWS System)
ADS-65
Air Data Sensor (Au topilot System)
ADS85
Air Data System
AH
Arti fi cial H orizon
AI
Attitude tndi cator
ALI
Altimeter (Collins)
AlT
Altimeter
AlT-55B
Radio Altimeter (Collins)
AP
Autopilot
APC
Autopilot Computer
APP
Autopilot Panel
APPR
Approach
APS
Autopilot System
ARINC
Aeronautical Radio Incorporated
ASI
Air Speed Indicator
ATT
Attitude
BIC
Back Course
CCU
Control and Compensation Unit (Compass System)
ClM
Climb
COMM
Communications (V HF Radio)
CRS
Course
CSD B
Commercial Standard Data Bus
CTl
Control (Collins Radio Systems)
CVR
Cockpit Voice Reco rd er
22-13
Flight~ty.
Table 22-1. AVIONICS ACRONYMS GLOSSARY (Cont)

CWS
Control Wheel Steering
DFDR
Digital Flight Data Recorder
DG
Directional Gyro
DGS
Directional Gyro System (Compass System)
DH
Decision Height
DIAG
Diagnostic
DIS
Disengage
DME
Distance Measuring Equipment
DPG
Differential Pressure Gage
DPS
Differential Pressure Switch
DPU
Display Processor Unit
DR
Dead Reckoning
DSC
Descend
DSP
Display Select Panel
DV
Drain Valve
EADI
Electronic Attitude Director Indicator
EFD
Electronic Flight Display
EHSI
Electronic Horizontal Situation Indicator
ELT
Emergency Locator transmitter
ET
Elapsed Time
Fep
Flight Control panel
FCS
Flight Control System
FD
Flight Director
FOR
Flight Data Recorder
FDU
Flux Detector Unit (Compass System)
FYD
Fl ight Guidance Yaw Damper Computer
FYDS
Flight Guidance Yaw Damper System
GIS
Glideslope
22-14
Flight,~~ty.

GA
Go Around
GPS
Global Positioning System
GPWS
Ground Proximity Warning System
GS
Glideslope
GSP
Ground Speed
HOG
Heading
HF
High Frequency (Radio)
HLD
Hold
lAS
Indicated Airspeed
INTPH
Interphone (Audio Between Pilots)
IVS I
In stantaneous Ver tical Speed Indicato r
KAS
King Altitude Alerter
KEA
King Encoding Altimeter
KHF
King HF System
LCD
Liquid Crystal Display
LIN
Linear Deviation
LOC
Loca lizer
MAAS
Maximum Allowable Airspeed Indi calor
MB
Marker Beacon
MEM
Memory
MIC
Microphone
MM
Middle Marker
MSG
Message (GPS)
NAC
Normal Accelerometer (Vertical) (Autopilo t)
NAV
Navigation (Radio Re ceiver)
NM
Nau tical Mile
OAT
Outside Air Temperature
OM
Outer marker
22-15
FlightSafety.
............
BEECH 1900 AI R LINER MAINTENANCE TRAINING MANUAL

P
Pitot Pressure
PA
Passenger Address
PH
Phone (Headphones, Headsets)
PPI
Pneumatic Pressure Ind icato r
PRE
Alt itu de Alerter Preselector (Collins)
PRE
Preset
RA
Radio Altitude
RAD ALT
Radio Altitude
RMI
Radio Magnetic Indicator
RNG
Range
RS 323
Recommended Standard (PC computer Data Bus)
RS 422
Recommended Standard (PC computer Data Bus)
RTA
Weather Radar Receiver/ Transmitter/Antenna
Static Pressure
S1
Pilot's Static Pressure
S2
Copilot's Static Pressure
SMT
Servo Mount (Autopilot)
SR
Soft Ride
SSFDR
Solid State Flight Data Recorder
SSS
Skid Slip Sensor (Autopilot)
STB
Stabilization
STO
Store
SVO
Servo (Autopilot)
TCAS
Traffic Alert Collision Avoidance System
TCAS 1
Baseline TCAS System. Provides Warnings Only
TDR
Transponder (Collins)
TGT
Target
TP
Test Point
22-16
Flight~ty.
Table 22-1. AVIONICS ACRONYMS GLOSSARY (Cant)

TTG
Time To Go
TURB
Turbulence
TWR
Turbulence Weather Radar
TX
Transmit
ULB
Underwater Locating Beacon
VG
Verticat Gyro
VIR
Navigation Receiver VOR, LOC, GS , MB (Collins)
VOR
VHF O mni directional Radio Range
VS
Vertical Speed
WXP
Weather Radar Con trol Panel
WXR
Weather radar
XDTA
Cross side Data
XF R
Transfer
YO
Yaw Dam per
YRS
Yaw Rat e Se nsor (Au topil ot)
22-17
S31NOIAV
I\)
I\)
.....,
CD
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_._._ -_._ ._._._ ._-_.

Al84F151
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AVION ICS L
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LDEN
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RMI No.2
PLT OS?
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XPNDR No 2
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ADF No.2
BUS
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CB PANEL
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RADIO A LTM
AURAL WARN
OV RSPD SENSOR
RMINo 1
PA & COPlT PHONE
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AV IONICS R
STBY AUX BAT
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. _. _ . _ . _ . _ . _ . _ . _ .
'NOTE
BUSES SHOWN AS
BROKEN ONLY SHOW
AVIONICS RELAT ED ITEMS
CD
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Figure 22-8. Avionic DC Power Buses
."
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....
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Flight~ty.
BEECH 1900 AIRLINER M A INTENANCE T R AINING MANUAL
AVIONICS POWER
DISTRIBUTION
NOTES
The design of the 1900 avionics power distribution system al lows for all the avionics
equipment to be turned on or off with just the
avionics master switch if desired. This switch
is somewhat un ique; with the avionics master
switch in the OFF position and the battery
switch ON, the avionics relay(s) are energized. When energized they prevent power
from being applied to the individual avionics
equipment. In addition to turning the battery
switch ON prior to applying external power,
the avionics master switch shou ld a lso be
checked to ensure that it is in the OFF position. This will then prevent any possible spiking of the avionics equipment when connecting
external power. As you can see from Figures
22 -8, 22-9 and 22-10, the 1900 has three
avionics buses. Power for the avionics re lay(s)
must go through the avionics master switch in
the OFF position. A failure of the avionics
master sw it ch can be overco m e by simply
opening the avionics master circuit breaker.
That wou ld remove power from the avionics
relay(s), and all ow power to be app lied to the
selected equipment.
22-1 9
FlightSafety.
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-_OJ
24-S1-01 [- P150A10 ~P1 51A10
2SA
CB171
AVIONICS
BUS NO.2
0-.: .......
P166C22~ K137
CR166
AVIONICS
BUS NO. 2
POWER RELA Y
...s::P1 70A22N
A --_oJ
24-S1-02 [-P1 55A10 ~ P156A10
0-.: .......
P166B2t!
CR163
...s:: P169A22N
2SA
CB172
AVIONICS
BUS NO.3
K138
RELAYAVIONICS
BUS NO.3
ON
--+
2
-P 166A22 +---~_~_____
1 OFF
S 178 SWITCHAVIONICS
MASTER POWER
..I...a:r---]
P16SA22
24-54
SA
CB169
AVION ICS
MASTER
CONTROL
A221 PANEL ASSYSUBPANEL, L OUTBOARD
24 -52 [- P160A 1 0 ~P1 61A10
0-.: .......K136
CR16S, f
...s:: P168A22N.3c
RELAYAVIONICS
BUS NO. 1
---]
25A
CB170
AVIONICS
BUS NO. 1
A 146 PANEL ASSYCIRCUIT BREAKER, R
Figure 22-9. Avionics Relays - UB/C
22-20
Flight~~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAIN I NG MANUAL
BATIERY BUS
(TRIPLE FED)
~~==~~
)
AVIONICS
MASTER
POWERCB
______ ________
AVIONICS MASTER
POWER SWITCH
~~
~~O ON
OFF
LEFT
GENERATOR
BUS
BATIERY
BUS
(TRIPLE FED)
RIGHT
GENERATOR
BUS
30A
30A
30A
.,.
.,.
.,.
NUMBER 2
AVIONICS
BUS
NUMBER 1
AVIONICS
BUS
NUMBER 3
AVIONICS
BUS
Figure 22-10. Avionics Relays-Simplified (UB/C)
FOR TRAINI NG PURPOSES ONLY
22-21
.-
FlightSafety.
SlllTlC
SELECTOR
SWITCHES
COPILOT'S
P I TnT_'~T'
ALTERNATE
SlATIC SOURCE
PILOT'S PITOT-STATIC TUBE
Figure 22-11. Pitot and Static System
22-22
FlightSafety.
..."""""""
PITOT STATIC SYSTEM

The pitot and static air pressure system (Figure
22-11) provides a source of impact air pres sure and static air for operation of the i nstruments , the flight data recorder , air data
computer, and air data sensors. The pitot portIon of the system utilizes the pitot/static
masts, located on each side of the upper fuselage nose. The impact air pressure entering the
masts IS transmllted through separate tubi ng
to the two airspeed indicators , the air data
computer and the air data sensors. The flight
data recorder mounted in the cargo compartment receives pitot pressure from only the
copilot ' s pilot/static ma s t. The pi tot/static
mast is the lowest point in each line from the
instrument panel and provides drainage for
that portIon of the system. The test port valves
drain the plumbing forward of the F.S. 84.00
bulkhead. Drain valves in the skin of the fuse lage near F.S. 468.25 provide drainage for th e
f"ght data recorder pitot/static plumbincr. Two
circuit breaker swi tche s on the left inboa~d subpanel control the heating e lements that prevent
the openings in the pi tot/static masts from becoming clogged with ice which would cause
the indicators to register erroneous readings.
The static portion of the system in c ludes the
pitot/static masts, located on each side of the
upper fuselage nose and the a lternate static
ports on the lower sides of the fuselage at F.S.
120.00 and W.L. 83.00 . Static air from the
pitot/static masts is routed through separate
tub1l1g to the pilot's and copilot ' s instantaneous vertical speed indicator, encod in g altImeter, and airspeed indicator on the
i~strument panel, to the air data computer and
aIr data sensors in the avionics compartment
and to the flight data recorder in the cargo
compartment. The non-autopilot equipped aircraft do not have the ADC-85 air data computer
Insta lled and have a direct static connection
to the pilot ' s altimeter. Autopilot equ ipped
aIrcraft have the ADC-85 air data computer ins talled which electrically drives the pilot' s
a ltimeter. Copi lot s tatic air is al so routed to
the pneumatic pressure indicator located on the
copilot's subpanel. The cabin differential pres-
sure indicator, lo cated above and forward of

the contro l pedestal , and the cabin pressure differential switch, located under the instrument
panel , receive static pressure from the alternate static source. Should abnormal or erratic
instrument readings indicate that the normal
static source is restri c ted , the alte rnate static
air source is used. Alte rnate static air is routed
from these static ports through tubing to the
pilot and copilot alternate static air selector
valves. The a lternate static air selector valves
are located on the pilot ' s and copilot 's side walls below and aft of the instrument panel.
When the alternate air source is required, the
toggle switch is moved from the NORMAL to
the ALTERNATE AND DRAIN position on the
pi lot' s or copi lot ' s a Iternate static ai r selector
valve. The need for drain valves in the flight
compartment area is eliminated since the alternate static ports are located in the lowest
point in each line from the instrument panel.
A drain va lve in the s tatic line for the flight
data recorder is in stalled in the airp lane skin
Just aft of FS. 468.25. A circuit breaker switch
located next to the pi tot/static mast switches
contro ls heating elements that prevent the alternate static ports from freezing over.
Static air pressure ports installed on both sides
of the fuselage at FS. 535.50 provide static air
pressure to the cabin pressurization outflow
val ves.
Refer to Figure 22-12 for the pitot static system schematic flight director installation and
Figure 22-13 for the autopilot installation.
22-23
FlightSafety.
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MAST
PilOT
PilOT
S2 F=========~~?=====~~~======~~=========================#==~ S1
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9
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MANIFOLD
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PILOT ALTERNATE STATIC

AIR SELECTOR VALVE
PPI
I )S
PILOT/
ALTERNATE
STATIC
PORT
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COPILOT ALTERNATE STATIC /
AIR SELECTOR VALVE
'"j:'= d 1
r--. S
~
FS. 120.00
FS. 156.00
COPILOT/
LEGEND
PILOT PITOT
D
D
COPILOT PITOT
ALTERNATE
STATIC
PORT
S = STATIC PRESSURE
PILOT STATIC
P", PilOT PRESSURE
COPILOT STATIC
82 = STATIC PRESSURE
ALTERNATE STATIC
ASI = AIR SPEED INDICATOR
______
ELECTRICAL SIGNAL
ALl = ALTIMETER
IVSI = INSTANT VERTICAL SPEED INDICATOR
DPG = OIFFERENTIAL PRESSURE GAGE
PPI = PNEUMAT IC PRESSURE INDICATOR
DPS = D IFFERENTIAL PRESSURE SWITCH
TP = TEST POINT
DV = DRAIN VALVE
ADS", AIR DATA SENSOR
FOR = FLIGHT DATA RECORDER
ADC = AIR DATA COMPUTER
FYD = FLIGHT GUIDANCE/YAW DAMPER COMPUTER
GPWS = GROUND PROXIMITY WARNING SYSTEM
ADM = AIR DATA MODULE
DV
-
FS.468.25
DV
FDA
Figure 22-12. Pitot Static System Schematic Flight Director Installation
22-24
I
r
FS.351.00
---------------------------------------------------- ~S.42 . 75
PS
- - - - - - - - - - -
~
~
~
~
; ADC -85
- - - - - - - - - - - - - - - - - - - - - -F. $ . 84 .00
PILOT'S
COPILOT'S
. / PITOT STATIC
F.S.57.50
PilOT STATIC
MAST
MAST
PITOT
PITOT
P ~----""
S2 F=========~~~====~,~~==~==~~=========================#==~ S1
51
I==St=A=J=IC~r=====:=~======~" ~===*====~~=====================1r==1r=~S=teAT='C~ 52
MANIFOLD
ASI
ALT
PILOT ALTERNATE STATIC
AIR SELECTOR VALVE
S.,.._ ...
COPILOT ALTERNATE STATIC /
- FS. 120.00
AIR SELECTOR VALVE
PILor/
COPILor/
ALTERNATE
STATIC
LEGEND
PILOT PITOT
D COPILOT PITOT
PORT
S "" STATIC PRESSURE
STATIC
PORT
PILOT STATIC
=PilOT PRESSURE
COPILOT STATIC
ASI = AIR SPEED INDICATOR
ALl = ALTIMETER
ALTERNATE
- FS. 156.00
ALTERNATE STATIC
--.. ELECTRICAL S IGNAL

IVSI = INSTANT VERTICAL SPEED INDICATOR
DPG == DIFFERENTIAL PRESSURE GAGE
PPJ = PNEUMATIC PRESSURE INDICATOR
OPS == DIFFERENTIAL PRESSURE SWITCH
TP == TEST POINT
DV == DRAIN VALVE
ADS,=, AIR DATA SENSOR
FDA'=' FLIGHT DATA RECORDER
ADC =- AIR DATA COMPUTER
FYD ,=, FLIGHT GUIDANCENAW DAMPER COMPUTER
GPWS '=' GROUND PROXIMITY WARNING SYSTEM
ADM == AIR DATA MODULE
- FS. 468.25
F.S.351 .00
Figure 22-13. Pitot Static System Schematic Autopilot Installation
22-25
Flight~~ty.
INDICATED
AIRSPEED
POINTER
MAXIMUM
ALLOWABLE
AIRSPEED
POINTER
AIRSPEED
SCALE
Figure 22-14. Airspeed Indicator
VERTICAL
SPEED
POINTER
VERTICAL
SPEED
SCALE
ZERO ADJUSTMENT
SCREW
Figure 22-15. Instantaneous Vertical Speed Pointer
ALTITUDE DISPLAY
BAROMETRIC
DISPLAY MILLIBARS
BAROMETRIC
DISPLAY IN.HG
ALTITUDE
POINTER
BAROMETRIC
CORRECTION
KNOB
Figure 2216. Meggitt Encoding Altimeter
22-26
Flight~~ty.
BEECH 1900 AIRLINER M AI NTENANCE TR AINING MANUAL
PITOT STATIC
INSTRUMENTS
dimmer circuits forface lighting. The pointer

can be manually adjusted to zero with a screwdriver. The indicator is front mounted with
screws to the instrument panel.
AIRSPEED INDICATORS
The pilot's and copilot's airspeed indicator
shows the airspeed of the airplane continuously
in knots per hour (Figure 22-14). The instrument has two pointers, one showing the airplane's indicated airspeed (lAS) and the other
showing the maximum allowable airspeed
(MAAS). The range of indication is 40 to 300
knots. Movable airspeed reference markers
("bugs") are installed on the bezel allowing reference airspeeds to be set.
The airspeed indicator is front mounted with
screws and receives impact air pressure and
static air pressure [or operation. The indicator requires lighting power from the light dimmer circuits for the face light and in the case
of the pilot'S airspeed indicator 28VDC for the
overspeed warning circuit.
The pilot's airspeed indicator has an overspeed warning switch that sounds a warning
tone through the aud io system when the pitot
air pressure exceeds the maximum speed for
a given altitude and the lAS pointer has overlapped the MAAS pointer. When the overspeed warning trips the indicator outputs
28VDC to the aural warning tone generator to
produce the overspeed warning tone. The overspeed warning circuit can be checked by holding "up" on the test switch located on the
copilot's inboard subpanelto trip the internal
overs peed circuit.
INSTANTANEOUS VERTICAL
SPEED INDICATOR
There are two instan taneous vertical speed
ind icators (Figure 22- 15), one pi lot and one
copilot that ind icates instantaneously the vertical ve locity up and down of the airplane .
The indicator requires static air pressure for
operation and lighting power from the light
COPILOT'S ENCODING
ALTIMETER
An encoding altimeter is installed on the copi lot's instrument panel. The altimeter provides
the copilot with baro-corrected altitude read ing and encoded altitude signals to a transponder. The instrument requires static air pressure
and 28 VDC for operation. Two different altimeters can be found installed , the 570-24929412 Encoding altimeter on SIN UE-J thru
UE-305 , UE-307thru UE-309, and the Meggitt
Encoding Altimeter on SIN UE-306 and UE309 and after.
570-24929-412 ENCODING
ALTIMETER
The 570-24929-412 encoding altimeter is a
standard mechanical direct reading instrument. The indicator requires static pressure for
its operation , 28 VDC power for the encoder
operation and lighting power from the light
dimmer circuits.
MEGGITT ENCODING
ALTIMETER
The altimeter is a solid-state unit with liquid
crystal disp lay (Figure 22-16). Barometric
corrected altitude is displayed by a digital
readout, plus a dial pointer display graduated
in 20- and 100-foot increments. Barometric
setting is displayed in both hecto-pascals and
inches of mercury. The indicator requires static
pressure for its operation and 28VDC for it's
interna l circuit operation. Lighting power is
a lso provided from the light dimmer circuits.
The altimeter is front mounted and secured by
a c lamp to the instrument panel.
22-27
S31NOlfllf
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BATTERYBUS
B90
POWER
---{I LIGHTING
LIGHTING GROUND
28VDC IN
TE ST
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SA I--------------~----------~~
OVERSPEED SENSOR
OVERSPEED SWITCH OUT
01
II--
OVERSPEED
WARN TEST
SWITCH
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OVERSPEED TEST SWITCH IN
SWITCH GROUND
POWER GROUND
PILO~
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lA
AURAL WARN
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2BVDC POWER
DTS ENCODING
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AURAL WARNING TONE

GENERATOR DB 605
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ENCODER OUTPUT
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ENCODER
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CO PILOTS ENCODING ALTIMETER
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Figure 22-17. Airspeed Warning and Copilot Encoding Altimeter
!l
_.
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I~....
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Flight~ty.
Power to the altimeter is provided from the

right generator bus and to provide backup
power for the altimeter it is connected to the
standby gyro horizon emergency power supply when the standby horizon power switch is
on. The AUXiliary battery provides a minimum
of 30 minutes power (Figure 22 - 17).
NOTES
The copilot instrument light rheostat controls

lighting control operation of the indicator
dimming with the lighting control switch on.
With lighting contro l turned off, a built in
light sensor controls dimming. In the event of
loss of power from the right generator bus, the
light sensor provides lighting control.
An amber CODE flag , located in the upper
part of the display, will be displayed with any
fault that causes the altitude encoder output to
be invalid. A white FAIL message replaces
the digital a ltitude when the altimeter selftest detects a fault. This self-test is a continuous built in test (BIT) that monitors several
alti meter parameters.
22-29
S:lINOII\\f
I\)
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(.0)
No.1
SYSTEM
INPUTS
No , SYSTEM INPUTS ARE
NO 1 vEAnCAL GYRO
No 1 COMPASS
AIR DATA COMPUTER
No \ NAV
No \ OME
No IIIOF
RAD ALl
GPS
NO.2
SYSTEM
No.2
APC-65H
NO.1
APC-65H
INPUTS
~
~
i
~
No.2 SYSTEM INPUTS A.FIE

No,l EFtS
TESTSW
r----"~
NOT
NOT
ENGAGED
O~
No 2 COMPASS
eL.,___---.
':' AJ,. MJENGIIGE

ENGAGED
AELAV
M>ENGAGE .:..'" ':'
RELAY
NO 2 VERTICAL GYRO
No.2 EFIS
TESTSW
ENGAGED
ENGAGED
AlA DATA CO MPUTER

No 2 NAV
No 2 DMf
No 2AOF
III
RAO ALI
GPS
III
III
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No.2
EFD '" ELECTRONIC FLIGHT DISPLAY

EHSI", ELECTRONIC HEADING SITUATION INDICATOR
EAD I '" ELECTRONI C ATTITUDE DISPLAY INDICATOR
DPU '" DISPLAY PROCESSO R UN IT
OSP = DISPLAY SELECT PANEL
APC '" WEATHER RADAR CONTROL PAN EL
GPS "GLOBAL POSITIONING SYSTEM

RTA "WEATHER RADAR RECE1VEMRANSM1TTERfANTENNA
Figure 22-18. EFIS System and Interface EFIS-84 (4 Tube)
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.lt8Ii.lioi ....
BEECH 1900 AIRLINER M AI NT E N A NC E TRA INING MAN UAL
ELECTRONIC FLIGHT
INSTRUMENT SYSTEM
(EFIS)
The EFIS-84 system , in turn, uses these inputs

to display V-bar or crosspointer steering com mands and other navigat ional data for fl ight
control purposes as well as information of an
advisory nature.
GENERAL
Extensive monitoring and comparator circuits

provide warning flags and other types of data
flagg ing techniques to indicate possible equipment malfunctions.
The airplane is equipped with a Collins EFIS84 (4- Tube) electronic flight instrument system. In this system, attitude and navigat ion
infnrmation are displayed on color CRTs which
serves the function of electronic attitude director indicator (EAOT) and electronic horizontal situation indicator (EHSI). Each pilot
has an EADI and an EHSI.
Additional information, such as weather radar,
NAVAIO/ waypo int locations, flight control
system (FCS) mode annunciation, autopilot/yaw damper engage s tatus, comparator
warnings, decision height, and diagnostic messages may also be displayed.
The system gives a pilot the capab ility to display information avai lable in the area of his
central scan, by all owing the pi lot to select or
deselect information depending on the regime
of flight, and by providing the pi lot a means
of easily see ing the interre lationships of dynamically changing flight data.
The EFIS-84 e lectronic flight instrument system uses input data from the following sources:
Vertical gyro
Compass system
VORllocalizer/g lideslope
Distance measuring system
Automatic direction finding system
Rad io altimeter
SYSTEM OVERVIEW
The Collins 4-Tube EFTS-84 electronic flight
instrument system (FIS) (Figure 22-IS) consists of four panel-mounted EFO-S4 electronic
flight displays, two pedestal-mounted DSP-84
display select panels, two remote-mounted
OPU-84 display processor units , one pedestalmounted EFIS power control panel, one
pedestal-mounted EFTS reversionary select
panel and two panel-mounted EFIS dimming
control panels. The weather radar system IS
used with the EFIS-84, to display detectable
weather on the EHSls.
The No.1 OPU receives information from the
No. I systems (on side systems) and No.2
OPU receives information from the No.2 systems (on side systems) for disp lay on their
respective screens. The cross side data buses
allow data from the cross side systems to be
displayed, i.e. No.2 Nav data on the pilot's displays, and allow operation of the comparator
system for p itch, roll , and headll1g.
The autopi lot computers send and receive information from their on side OPU only.
The EFIS test switch inputs a ground into the
OPU for a system confidence test. If the autop il ot system is installed, EFIS test is inhibited if the autopilot is engaged.
Flight control system

GPS navigation system
Wea ther radar system
22-31
Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE TRA INI NG MANUA L
1 . COOLI NG FAN
2. NUT, WAS HER
3. SCREW, WAS HER
4. MOUNT
5. SCR EW
6. WASH ER
7. NUT
8. TUBING CONNECTORS
A
1.
4.
DETAIL
Figure 22-19. EFIS Display Cooling Blower Installation
22-32
FO R TRAINI NG PURPOSES ONLY
Flight~~ty.
BEECH 1900 AIRLINER M AI NTEN A NCE TRAINING MANUA L
EFIS COOLING FANS
NOTES
The EFIS-84 system requires fan forced cooling to lower the operating temperature of the
display processor unit s (DPU) and the electronic flight displays (EFD). To satisfy this requirement a series of cooling fans are installed
in the 1900D aircraft.
The DPUs are cooled by rack-mounted fans
blowing air into a plenum on the bottom of the
mounting rack. T he air is then directed up
through cooling hol es in the plenum and
through the DPU to exhaust out through the top
and sides of the DPU.
An exhaust fan is also located in the nose
avionics bay to exhaust warn air from the nose
avionics bay into the nose wheel well.
The EFDs contain internal cooling fans and are
also supplied with cooling air from a sing le
cooling b lower located on the left side of the
cockpit sidewall up under the instrument panel
(Figure 22-19). A series of hoses are connected to the cool i ng fan ou tlet to di rect air at
the individual EFDs .
22-33
S:lINOIA"
I\)
I\)
Coo)
""
No.1
DPU RACK
01
L:J-
S003
'-!.VI~
-, -, _._.-, _._._.-, _._._.-, _._. -, -, _._._.

S005
-n
I QQL i
:0
~
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Z
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5F009
AMP ,i
POWER FROM
No.2 DPU
SWITCH WHEN ON
C
:0
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(fl
(fl
oz
---j
POWER FROM
No.1 DPU
SWITCH WHEN ON
, :
'}D
,
:
,
:
3 AMP
F006
-=-
LOCATED ON THE
_ SOTTOM OFTHE
NOSE AV IONICS- AVIONICS SAY
SAY EXHAUST
FAN
K001
I>
:III
r-
3 AMP
FUSE
F008
1 AMP
Z
'-,-----,---I
:t>
LOCATED
ON PILOT
LEFT SIDEWALL
RELAY
I ,
, I
---j
:t>
(')
"'----'S::::O;o04'---.L.,
I~
NO.2
DPU RACK
..L
:III
;;:
-=-
EFIS FAN
DC SELECT
...::z:
SLOW SLOW
5 AMP
m
m
n
ID
0
0
T ~~:J
FILTER
o:0
No. 1 MOUNT
DPU FAN
III
r::-l
L:JI--
m
---j
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r
Figure 22-20. EFIS Cooling Fans System
::!!
-,
to
::::T'
en
Ia!.
~
'l<
FlightSafety.
' ,bail",tlOillll
BEECH 1900 AIRLINER M AI NT ENANC E TRAINING MANUAL
The EFIS fans are all 28VDC powered from

the DPU circuit breakers via the EFIS power
switches when selected on (Figure 22-20).
The pilot's display processor circuit breaker
normally powers the fans by the energized
DC select relay or if this power source fails the
copilot's display processor circuit breaker,
power is used, via the relaxed contacts of the
DC select relay.
NOTES
22-35
FlightSafety.
.Itto,.IioiMl
AVIONICS JUNCTION BOX
SPARE FUSES
I::"I~
.,<'
P,l"
J "
,",,'
"'"
p.O",5
~
ii'tl
.'
"
"
"
i~
"
"
""
illi
t~ tift
ear.
Ju tJC
ill!
"'"
,.,-'
F001
FD SELECT
SWITCH FUSE
F003
YAW RATE
SENSOR FUSE
Figure 22-21. Avionics Junction Box
22-36
,,0'" ~ ~tt~
.,<'
,.,-'
FOOS
F009
~gti
'fIOtJ
No.2 DPU
RACK FAN
FUSE
NOSE BAY
EXHAUSTFAN
FUSE
.,<'
Flight~!~ty.
BEECH 1900 AIRLINER M AINTENAN C E TR A INING M A N UA L
Fuses located on the avionics junction box

(Figure 22-21) protect the fans' circuits. The
display blower also has a I-amp slow blow in line fuse in its ' circui t located near the blower.
This fuse protects the fan motor from overheating in the event of motor seizure . The 3amp fast-acting fuse wi ll not blow with normal
motor startup current, al lowing the motor to
temporarily overheat and protecting the display blower in the event of a motor seizure.
FOR T RAINI NG PU RPOSES ON LY
NOTES
22-37
Flight...C!!~ty.
,<r'-';:;t-~-----,---1 11
BATTERY OUTPUT
ESTSW
-=
! --
HEAllNG
-j 10
BATTERY CHARGE
RESISTOR
EUECTFONIC
TESTASSY
BATTERY
CELLS
X 12
REMOTE TEST ENABLE SW

(VOLTAGE IN TO ENABLE TEST)
TEST VALID GRN (GROUND ) WHEN

BATTERY VOLTAGE ABOVE 24 VOLTS
12
GROUND
AND
INDICAlDR
UEDSPCB
20A
FUSE
~I---J 7
GROUND
'ONLY ONE SW & LED ASSV SHOWN . THERE ARE
t2INTOTAl. ONE FOR EACH BATIEAY CELL
Figure 22-22. PS-835C Emergency Power Supply (Internal Wiring Schematic)
11
12
00 0
00 "
00 00 '
00 00
,,
CHARGING ~21VOC
o
o
25VDC
24VOC
0 20VOC
BATIERY VOlTAGE
TEST
~~~OOON
HEATER
Figure 22-23. PS-835C Emergency Power Supply (External View)
22-38
Flight~~ty.
BEECH 1900 AI RLINER M AI NTEN A NC E TRA INING M A N UAL
PS-835C EMERGENCY
POWER SU PPLY
GENERAL
The PS-835C emergency power supply (Figure
22-22) is used to provide power for the standby
EFIS power system and the standby electric
gyro horizon system. This section covers the
operational capabilities of the model PS-835C
emergency power supply.
The model PS-835C, emergency power supply (Figure 22-23) contains sealed lead-acid
batteries having a rating of2.5 ampere-hours
capacity at the IO-hour rate. The PS-835C
consists of a chassis, two circuit card assemblies (CCAs), and assorted hardware.
The majority of the components installed in
the PS-835C operate only during te st functions. The main exceptions to this are the
battery heating system, and the over 55 C
warning system. The test functions should
be performed with no charging power being
supplied to the unit.
POWER INPUT
The aircraft 28YDC charging power is connected to the emergency power supply through
J 1- 10. The input is diode isolated from the
internal batteries and circuits in the event of
a short circuit or low input from the aircraft
main DC bus.
BATTERY HEATING
The etched foil heating resistor, built into the
battery CCA, provides varied amounts of heat
to the different battery cells. (This heating element also functions as a test load during the
time the power supply is being tested aboard
the aircraft.)
minate showing that the heater is operating.

The LED will stay illuminated if the temperature is less than 55 C , or until the TEST
switch is released.
OVER-TEMPERATURE
PROTECTION
When the temperature of the power supply
exceeds +55 C , a thermal resistor imbedded
within the battery CCA will cause the OYER
55 C LED to illuminate, and turn off the heating circuitry, thereby preventing heating resistor operation. The heating circuit will
remain inoperable unti Ithe temperature of the
thermal resistor drops low enough to again
permit heater operation.
BATTERY VOLTAG E LEVEL

DETECTION
Four battery voltage level LEOs are on the
front panel of the supply. These indicate the
state of charge of the power supply, and level
of vo ltage available from the supply while
under a 7 .5-ohm load. The LEOs operate during the TEST mode, or when the supply is
being charged.
The power supply is considered fully charged
when the 24Y LED illuminates during self-test,
and to be fully discharged when the 20Y LED
is extinguished.
BATTERY TESTING
Depressing the remote or unit test switch on
the front panel, bypasses the thermostatic heat
control system, and applies the battery voltage to the internal battery heater. While in the
TEST mode, the batteries are placed under an
approximate three amp load. The voltage level
detection system analyzes the battery voltage
level at this time and will cause the appropriate battery voltage LEDs to light.
When 28Ydc charging power is applied to J I10 and the unit temperature is 19 C (66 F) or
less, or the TEST switch on the front panel is
depressed , the HEATER ON LED will illu -
22-39
S3INOJI\\I
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o
""
SYSTEM
WARNING
INDICATION
CONTROL
SWITCH
III
1ft
1ft
"T1
..,
JJ
JJ
z
z
HORN
SILENCE
BUTTON
AUX ARM ANNUNCIATOR

ILLUMINATES WHEN CONTROL
SWITCH SELECTED TO THE ON
POSITION AND THE LEFT GEN
AVIONICS BUS IS POWERED
AUX ON ANNUNCIATOR
POSITION AND THE LEFT GEN
AVIONICS BUS HAS LOST POWER
A BLEEPING WARNING HORN
WILL SOUND WITH THIS
ANNUNCIATOR
""0
C
JJ
""0
o(fJ
n
:z:
...
(II
o
o
:II
I'"
1ft
:II
;;::
..,m
(fJ
oz
C(
()
..,
AUX TEST ANNUNCIATOR

WHEN THE CONTROL SWITCH IS HELD IN THE
TEST POSITION WITHOUT MAIN AIRCRAFT
ELECTRICAL POWER ON AND THE AUX
POWER SUPPLY VOLTAGE IS ABOVE 24 VDC
THEE TEST ANNUNCIATOR WILL ILLUMINATE.
THIS ANNUNCIATOR MAY ONLY FLASH
DURING THE TEST OR STAY ON, IN BOTH
CASES THIS INDICATES A SATISFACTORY
BATTERY CHARGE
JJ
z
z
Q
;;::
z
c
Figure 22-24. EFIS AUX Power Panel Controls
:!!
cC'
~~
I~
....
':<
BEECH 1900 AIRLINER M A INTENANCE TRAI NING MAN UAL
NOTE
If unit TEST switch (S I) or a remote
test sw itch is depre ssed at a battery
ambient temperature of 55 or
greater, the un it internal heater will
not turn on to provide a test load for
the unit battery. Thi s is not an ideal
condition for battery level tests but
the results should be considered
valid .
If a remote test is being performed, the remote

battery voltage level lamp will illuminate provided the loaded battery voltage level is greater
than 24VDC.
The CELL TEST LEDs function as go/no go
indicators of the PS-835 lead acid cells. In
the event of low output capacity these LEDs
wi ll indicate which cell or cells have failed.
The brightness of the LEOs may vary and does
not indicate ce ll condition.
EFIS POWER SYSTEM

OPERATION
The EFTS power system provides e lectrical
power to operate all the EFIS components that
require 28VOC for their operation. To backup
the pilot's EFIS system a standby battery
power system is also installed.
The pilot's EFTS system is powered from the
left generator bus while the copilot's EFTS
system is powered from the right generator bus.
Power for the pilot ' s and copilot ' s EFIS system components are controlled by EFrS power
switches; two for the pilot's system, and two
for the copilot's system.
One switch for each system is labeled OSPL
PRCSR provides power to the DPU , the crossside OPU transfer relays , the EFIS coo ling
fan system and external OPU transfer relays.
The other s witch for each system is labeled

EADT / EHSI and provide s power to the low
voltage power supplies located in each DPU ,
one for the EADI and one for the EHSJ. ThIS
power is a lso provided to the EADT and EHSI
power monitor input to shut down the high
voltage power when power is removed. The
low voltage power supplies in the OPU provide all the operating voltages to the EADI and
EHSI.
Power for each DSP come from the triple fed
avionics bus for the pilot's DSP and the right
generator avionics bus for the copilot's DSP.
For full normal EFTS sy stem operation the
generator buses must be powered , the EFIS
power switches on, and the avionics master
switch on to power a ll the EFTS components.
The pilots EFTS system a lso has the standby
power system that can be switched in to supply a second power source through isolation
diodes to the pilot's EFIS system components
(Figure 22-24).
The standby battery is a PS-835C emergency
power supply that wi ll supply 24VDC from its
internal battery or 28VOC from the charging
power source wh ile the unit is being charged.
This power is routed individually to each of
the pilot's EFIS components through protection fuses and an EFIS standby power relay.
This relay is a bi stable relay, meaning it will
remain in the state the contacts where in when
power was removed.
The PS-835C is charged from the left generator avionics bus. This charging power is also
used to operate the EFrS power warning system and power the EFIS standby re lay. The
ground to operate the relay is switched by the
left squat switch to enable the standby power
system to be connected to the pi lot's EFIS
system only whi le the aircraft is in flight.
22-41
Flight~~ty.
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22-42
"
Flight~ty.
The fol lowing is a series of operational situations for the EFIS power system.
NOTES
Condition 1
EFIS AUX Power Test
When the EFIS AUX power sw itch is held in
the test position, PS-835C battery power is
switched inro the test enab le input (rest circui ts
in PS-835C) to place the PS-835C into test
mode. The battery is p laced under load and the
battery vo ltage measured. If the battery voltage is above 24VDC a ground is prov id ed
from the PS-835C test circuits to the AUX
TEST annunciator. This annunciator is a lso
supplied with battery power and will light at
th is time indicating satisfacto ry battery vo ltage (F igure 22-25) .
22-43
S31NOIAIf
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& :TTRY
SA
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a
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PR(:SR
-=-
or- J
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I :.
SQNALERT
LSIO
PS.835 EMRG BAT

& POWER SUPPLY
8I\TIERYCHiIJIG
.,~
r- ___
I
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: _
LGEN AVIONlCSI!US
QI;
. SA
EFIS ...... X
e.&.r
..- ;
POWER
" " MAIN BUS AND STANDBY BATTERY
oWI
POWER
POWER
SUPPLY VOLTAGE +'-25, +/-11 VOLTS
GROUND
DI
~----
~m""
e1SI
NG. 1
..~:::~
,~,-~~.........r.,=
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No 1 OSP84
~ ~;~FANS
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OSPL
COPLT
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,-' - - "- ;.
SA.
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.'
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EfO"",
DPU64
'
I
POWER MONITOR
N o,"
No2
'
'""
I I ~~
OPUPOWER
I ::::::~
VOLTAGE
I ,~'o'OLTAGE
Figure 22-26. EFIS Power System (Condition 3)
POWER I ..
1~---"
I
l~~
J--..-r;;:;::~-
__
I_l~I ~;:;-~'~'~";;;~'L______
CONDITION 3: AIRCRAFT IN FLIG HT MA IN POWER ON AN D EF IS AUX POWER ON
,.
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POWER IN
DR IVE X-fER RELAY
Qf' ''
0
0
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.... .
L- L..
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I-~""""""""""""""":-------"-;;:;:;:;:;~
SWITCH
"COPLl E.ODI
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TOH'S'ANS
....- RElAYS
TOOPVTRANsPA_
m
m
TO DPU TRANSFER
[ -
LSQUAT (OlIN
~r06PLP~
l.ir:
STANDBY BATTERY POWER
MAIN BUS POWER
.....
LEGEND
GE~!lUS
,~
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S~TH'
GROUND
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7.5 NIIP
TEST VAUO GAN
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L_~==============tt~TESTEN
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-f
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POWERMONIl'OI'I
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EFIS ......
No. 1
No 1
oPu
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RElAY
.~,
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OFF
S067
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; - -
1lI'2
f---
EHSI
611
"I.ro\OI
_ .....-J
SWITCH ON
PILOT
EADI
....
DIIoIMIOO
EFIS
AUK
POWEA
~
l GEN 80S
~
..
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...
POWER IN
EHSI
No....
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Flight~ty.
Condition 2
NOTES
Condition 2 is referred to In the Avionics

course.
Condition 3
Aircraft in flight, main power is on and EF IS
AUX power o n.
When the a ircraft becomes airborne the left
stru t switch goes to air mode , switc hin g the
EFIS standby power relay to the air mode. Tn
the air mode the EFTS s tandby power relay
switc hes the PS -835C battery into the power
supp ly circu its for the pilot's EFIS system components via isolation diodes (Fig ure 22-26).
22-45
S:lINOIAV
I\)
I\)
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'
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--, ---- -l
Ih_'
'
,._
~QQ"'~ e-~" 9""~QQQ~
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1.
..
AUX ARM ANNUNCIATOR

POSITION AND THE RIGHT GEN
AVION ICS BUS IS POWERED
AUD IO PANEL
HORN
SILENCE
BUTTON
AUX ON ANNUNCIATOR
SWITCH SELEC TED TO THE ON
POSITION AND THE RIGH T GEN
AVIONICS BUS HAS LOST POWER
A STEADY WARNING HORN W ILL
SOUND WITH THIS ANNUNCIATOR
AUX TEST ANNUNCIATOR

WHEN THE CONTROL SWITCH IS
HELD IN THE TEST POS ITION

WITHOUT MAIN AIRCRAFT
ELECTRICAL POWER ON AND THE
AUX POWER SUPPLY VOLTAGE IS
ABOVE 24 vae THE TEST
ANNUNCIATOR W ILL ILLUM INATE.
THIS ANNUNCIATOR MAY ONLY
"Tl
oJl
--i
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;,:
Z
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SYSTEM
POWER
CONTROL
SWITCH
FLASH DUR ING THE TEST OR STAY

ON , IN BOTH CASES TH IS INDICATES
SATISFACTORY BATIERY CHARGE
STANDBY HO RIZON CONTROL PANEL
ROLL
SCALE
PITCH
LADDER
SCALE
C
Jl
lJ
m
m
n
..
:z:
CD
0
0
I>
:II
I"
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oen
III
:II
s:
;..
POWER OFF/GYRO
CAGED FLAG
AIRCRAFT
SYMBOL
en
oz
Z
--i
z
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;..
'<
GYRO CAGING
PITCH TRIM
~ REFERENCE
~
ADJUST KNOB
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;..
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s:
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z
;..
TWO INCH STANDBY ELECTRIC GYRO HORIZON
Figure 22-27. Standby Horizon System Controls/Displays
'T1
~ (J)
I~
':C
Flight~~ty.
BEECH 1900 AIRLINER M AI NTEN A NC E TRAINI NG MANU AL
STANDBY ELECTRIC
GYRO HORIZON
SYSTEM
GENERAL
A standby e lectric gyro horizon system is provided as a back-up to the pilot's EADI. The
system consists ofa two inch standby horizon,
a PS-835C emergency power supp ly located
in the right side of the nose avionics compartment, two circuit breakers located on the
right circuit breaker panel labeled STB Y
HRZN AUX BAT and STBY HRZN IND, and
a STBY HORIZ PWR control panel located on
the center avionics panel.
ELECTRICAL POWER
Electrical power for the standby gy ro horizon and charg ing power for the PS-835C battery is provided from the right generator bus
through the rig ht generator av ionics bus to
the PS-835C emergency power supply charging input whic h co ntinual ly charges the PS-835
battery. Chargi ng power is also fed through
an interna l diode to the PS-835C power output and then to the standby gyro hor izon via
the standby horizon power switch. The PS835C battery is charged continua ll y when the
avionics mas ter is on and the right ge nerator
bus is powered and provides a mini mum of 30
minutes of standby gyro operation in the event
power is los t from the right generator avionic s bus. Refer to the EFIS section of this manua l for more i nformation on the PS-835C
emergency power supply. If the Meggitt altimeter is installed this system also provides
backup power for its operation if electrical
power is lost.
CONTROLS
The standby horizon control panel (figure 2227) contains an ON-OFF-TEST switch , a
HORN SILENCE button, and a cluster annunciator assemb ly, which provides the follo wing information.
AUX ARM (G reen)-I l luminates when the

ON-OFF-TEST switc h is selected ON, the
av ionics switch is on, and the standby gyro
horizon is being powered by the right generator bus via the charging input to the PS-835C
emergency power supply which is also providing the PS-835C battery charging power.
AUX ON (Amber)-Illuminates when the
ON-OfF- TEST switch is selected ON, the
electricallcharging power to PS-835C emergency power supply ha s failed and standby
gyro horizon operating power has switched
to the PS-835C battery power s upply. A steady
warning tone will sound in conjunction with
this annunciator.
AUX TEST (Green)-Illuminates when the
ON-OFF- TEST switch is held to the TEST position. The test should be carried out with
e lectrical power off so as to check the PS835C battery charge without the charging
power input. The test switch should not be
held longer than five seconds, and released as
soon as the AUX TEST annunc iator illuminates. The annunciator may ill uminate o nly
momen tari ly, or as long as the switch is held
to the TEST position . Eit her situation indicates
the auxi liary battery has a sufficient charge
(Battery voltage above 24 VDC) .
If the standby gyro auxiliary battery is not
turned off prior to turning the avionics switch
off, the warning tone and AUX ON annunciator wi ll be activated.
GYRO HORIZON
The standby gyro horizon is an electrically operated gyroscope assembly, which displays
the attitude of the aircraft (Figure 22-27).
The gyroscope assemb ly contains a gyroscope,
w hich is insta ll ed in 2 gimbal s . One gimbal
(the pitch gimbal) is in the pitch ax is of the aircraft. The other gimbal (the roll gimbal) is in
the roll axis of the aircraft. The gyroscope is
electrica ll y operated and turns at hig h speed.
The gyroscope is stable in the vertical axi s
when it gets to its speed of operation (erects).
22-47
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AIRCRAFT POWER
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The position of the gyroscope assemb ly (in re lation to the longitudinal axis and lateral axi s
of the aircraft) gives the aircraft pitch and roll.
The pitch display attaches to the gyro assembly and g ives the indication of the pitch of the
aircraft. The pitch displays moves in relation
to a horizontal aircraft symbo l at the center of
the display to give the pitch. A roll pointer
moves clockwise (or counterc lockwi se) in relation to graduations around the edge of the display (the roll index) to give the roll.
The face of the pitch is blue for the indication
of a climb and brown for the indication of a
dive The aircraft symbol is set horizontally in
the center of the display The aircraft symbo l,
together with the pitch display, shows the attitude of the aircraft in relation to the earth ' s
horizon.
The power warning (OFF) flag is on the left

s ide of the display. The OFF flag is out of
view w hen the unit has electrical power and
operates satisfactorily. The OFF flag is in
view when:
The electrical power to the unit
off, or
IS
The internal electrical power is unsatisfactory, or

The gyroscope assembly is in the caged
position, or
The speed that the gyroscope turn s is
too low.
Refer to Figure 22 - 28 for an electrical
schematic of the standby horizon system.
The GYRO CAGING knob (the knob) is at the

bottom right corner of the unit. The knob locks
(cages) the gyroscope assembly in a set position. The set position gives a vertical datum to
the gyroscope assembly, which quickly aligns
the gyroscope. Th e knob is a lso used to adjust
the aircraft symbol vertical position.
To cage the gy roscope assembly: pull the knob
out to its fully extended position turn the knob
clockwise and then release the knob into the
detent position
To release the gyroscope assembly from the
caged position: pull the knob out of the detent
position turn the knob counterclockwise continue to hold the knob and let it go back s low ly
to the inner position.
22-49
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...uTOPILOT
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Flight~ty.
BEECH 1900 AIRLINER MA INT E N AN C E T RAI NING MANU AL
AUTOPILOT FLIG HT
DIRECTORNAW
DAMPER SYSTEM
NOTES
GENERAL
Either a dual APS-65H autopi lot system or a
dual FYDS-65 flight guidance/yaw damper
system is installed in the 1900D aircraft. Both
systems provide a flight director system, a
yaw damper system, and a rudder boost system. The autopilot system has the added features of full three-axis autopilot with the
addition of the aileron elevator, e levator trim
servos , and associated controls. The fo ll owing sections describe the function of the autopilot , and flight guidance/yaw damper
systems and the various equipment used in
the systems .
APS-65 AUTOPILOT SYSTEM

The basic APS-65 au topilot system is a 3axis, digital autopi lot with automatic elevator
trim and rudder boost. T he APS-65 uses a central computer un it (APC-65H) to process input
data from various aircraft sensors and cockpi t controls to provide steering commands for
display on the EADI and servo commands for
maneuvering the aircraft (Figure 22-29). The
autopilot computer is programmed for a specific aircraft with a configuration module
(A 12) which is visible through the top cover
of the computer. The last three digits of the part
number of the configuration module determine the final status of the computer.
22-51
Flight~ty.
BEECH 1900 AIRLINER MA I NTENA N CE TRAINING MANUAL
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BEECH 1900 AIRL I NER M AI NTE NANC E TRA INING MANU A L
FYDS-65 FLIGHT
GUIDANCENAW DAMPER
SYSTEM
The FYOS-65 flight guidance/yaw damper
sys tem is same as the autopilot system but
with no aileron servo, e levator servo, or elevator trim servo and the associated servo drive
cards in the computer (Figure 22-30). Also, the
autopilot control panel is not installed and
some of the vertical flight director mode s are
not available. The rudder servo and rudder
se rvo drive card remain s to provide the yaw
damper and rudder boo st operation.
YAW DAMPER SYSTEM

The yaw damper system is part of the FYDS65H flight guidance/yaw damper system on
those aircraft without an autopilo t, and is part
of the APS-65H autopilot computer on those
aircraft with an autopilot. The system is designed to dampen out the yawing motion of the
aircraft in flight.
The yaw damp portion of these systems senses
changes in headings through the YRS -65 yaw
rate se nsor and the roll signals from the vertical gyro, which are se nt to the selected FYO 65 or the APC-65H computer. The computer
outputs drive signals to the rudder servo in the
aft fuselage section. The rudder servo in turn
operates the rudder control cables, movi ng
the rudder in th e appropriate direction to stabilize the yaw axi s of the airplane. The yaw
damper is engaged by the use of the YO on the
autopilot control pane l in the autopilot
equipped aircraft and by the use of a yaw
damper engage switch on the pedestal in non autopilot equ ipped aircraft.
AUTOPILOT, FLIGHT
GUIDANCE, AND FLIGHT
GUIDANCENAW DAMPER
COMPUTERS
The APC-65H autopi lot, and FYO-65 flight
g uidance/yaw damper co mputers are remotemounted, short , dwarf, ATR units . Th e re are
two computers installed in th e 19000 Th e

APC-65H autop ilot computer contains four
flight guidance circuit cards , four servo cards ,
a configuration module , a power supply card,
and two interconnect cards. The FYO-65 flIght
gu idance/yaw damper computer contains all
of the circuit cards used in the autopilot computer, except the elevator, elevator trim, and
ai leron servo cards. The yaw servo/rudder
boost card is installed to provide the yaw
damper/rudde r boost functions. The autopilot
and flight guidance/yaw
damper computers conta in a flight guidance
(command) microproce sso r and a yaw
rate/EFIS bu s microprocessor. The autopilot
computer a lso contains four servo micropro cessors , one on each servo card, to control
each of the three axis and elevator trim . The
command microprocessor in each computer receives and processes the information provided
by the various sensors and cockpi t controls
within the system to generate the pitch and roll
steering commands sent to the EAOT and the
pi tch and roll servo cards . The command mi croprocessor also maintain s overa ll control
and integrity of the system by continuously
monitoring the various sensor validity signa ls
and in itiating a system self-test each time the
system is turned on. The command microprocessor in an autopilot or yaw damper system also initiates a system self-test each time
the autopilot or yaw damper is engaged and
provides redundant servo rate and torque limiting independent of the se rvo microproce ssors. The computers are located in the left
side of the nose avion ics bay.
APP-65A AUTOPILOT PANEL

Autopilot Installation Only
The APP-65A is a standard Ozus-mounted
co ntro l panel that provide the as soc iated autopilot controls and annunciators. The autopi lot panel contains the AP and YAW engage
buttons, the soft-ride and half-bank mode select buttons, a vertical control (trim) rocker
switch, and a turn knob. An annunciator strip
at the top of the panel provides a continuous
22-53
FlightSafety.
.1tei ....
00i ..
indication of system operation and status.

Annunciated messages are color coded green
for active , amber or white for status, and red
for failure. The autopilot panel is located in
the pedestal.
FCP~5FLIGHTCONTROL
PANEL
There are two FCP-65 flight control panels in stalled in the 19000 . The FCP-65 is a standard
Ozus-mounted control panel that provides the
mode select buttons, self-test button, and system annunciators for both the autopilot and
flight guidance systems. Se lected modes and
system status is indicated on an annunciator
strip at the top of the unit. Annunciated mes sages are color coded green for active, amber
or wh ite for status and arm , and red for failure. Serial data transfer is used between the
flight control panel and the system computer
to reduce the number of wires required in the
system interconnect. The flight control panels are loca ted on the instrument panel above
each EAOI.
SVO-65 SERVO/SMT-65 SERVO

MOUNT
All 19000 aircraft have a rudder servo installed The autopilot installation a lso includes
an aileron servo, an elevator servo, and an elevator trim servo. The servo and servo mount
provide a precise drive mechanism for positioning the aircraft primary and elevator trim
control surfaces. The servo consists of a OC
motor, gear train , and engage clutch. The servo
mount consists of an override safety slip clutch
and a capstan for connecti ng the servo to the
aircraft control surface. The servo can be easily removed from the servo mo unt for main tenance witho ut disturbing the aircraft rigging.
There are low torque and hig h torque servos
and servo mounts installed on the 19000 aircraft. The different torque servos use different dowel pin locations on the servo to the
servo mounting flange , and different clutch pin
connections to prevent the incorrect torque
servo from bei ng installed to the incorrect
22-54
servo mount and/or loca tion. The servo mount

sli p c lutch torque is set individually to suit each
control surface load. The rudder and elevator
servos are in stalled in the tai l section of the
aircraft. The aileron servo is located under
the center section cabi n floor and the elevator trim servo is located under the left side of
the cabin floor.
332D-11T VERTICAL
REFERENCE
The vertical reference gyro provides 3-wire
synchro pitch and roll attitude data to the autopilot or flight guidance computer, and to
the EFlS system OPU. There are two vertical
gyros installed in the center of the middle
shelf of the no se avionics bay.
ADS-65 AIR DATA SENSOR

The air data sensor contains four solid-state
pressure sensors (two absolute and two differential) to provide dual pressure altitude
and dual indicated airspeed signals to the autopi lot computer. One set of signals is generated from the pilot 's pitot static system and the
other set of signals is generated from the copilot 's pitot static system. The air data sensor
also generates one VS and one VS error s ignal. T hese signals are used for the ALT, lAS,
and VS hold modes as well as for gain and
torque programming of the servo command
signals throughout the flight regime. The air
data sensor is a remote mounted unit that is
connected to both the pilot's and copilot's
pi tot and static air systems. There are two air
data sensors instal led in the nose avionics bay
forward section each powered from 12VOC
from its respective autopilot computer.
ALTITUDE PRESELECTORI
ALERTER AND AIR DATA
COMPUTER
The altitude PRE-SOC preselector/alerter and
AOC-85 air data computer provides a means
to prese lect a desired or alert altitude when
using the ALT SEL mode of operation. The
Aight~!~ty.
BEECH 1900 AIRLINER M A IN TENA NCE TRA INING M A NU A L
output signal from the altitude preselector via

the ADC is an error signal that is proportional
to the difference between the actual aircraft a ltitude and the preselected altitude. This error
signal is used by the autopilot computer to
guide the aircraft to and capture the preselected altitude
SSS-65 SLIP/SKID SENSOR

The slip/skid sensor provides a signal that is
proportional to any side-slip or skid in the
yaw axis. Th e output from this sensor im proves turn coordination and engine-out performance. The skid slip sensor consists of
curved tube with electrolyte liquid in it to
sense the lateral movement of the aircraft
much like the skid slip indicator on the EADI.
The sk id slip sensor is located directly below
the power lever quadrant and is powered by
28VDC.
NAC-80 NORMAL
ACCELEROMETER
The normal (vertica l) acce lerometer provides
a vertical accelerometer signal that is used by
the autopi lot computer to enhance damping of
the vertical modes (ALT and VS). The normal
accelerometer is loca ted directly below the
power lever quadrant and is powered by
12VDC from the autopilot computer.
YRS-65 YAW RATE SENSOR

The yaw rate sensor is used to provide a yaw
rate signal to the computer for operation of the
rudder servo to provide yaw damping. The
yaw rate sensor is a 26VAC powered rate gyro
sensing the yawing motion of the aircraft. The
yaw rate sensor is located on the lower forward
shelf in the nose avionics bay.
EFIS SYSTEM DISPLAY

PROCESSOR UNIT
The EF1S system DPU-84 provides the heading error signals and the course datum sig nals as set on the EHSI to the autopilot
computer. The DPU also provides the lateral

deviation and vertical deviation to the autopilot computer. The EFTS DPU receives deviation information from the nav receiver as
digital data and converts the data to analog signals.
The DPU receives the pitch and roll steering
commands from the flight director section of
the autopilot computer for display on the
EADT. The autopilot computer a lso sends
mode selection digital data to the DPU so that
flight director modes and autopilot status can
be displayed on the EADI.
AUTOPILOT SYSTEM
EXTERNAL SWITCHES
CONTROL WHEEL DISENGAGE
SWITCHES
A two level disengage switch labeled DISC
TRIM/AP YD is located on each control wheel
to provide a convenient means to disengage
both the autopilot and the yaw damper when
pressed to the first level. Pressing the switch
to the second level will lock out the electric
trim. Operation of the disengage switch causes
all autopilot servos to disengage and all selected vertical modes to drop if no lateral
modes are selected. The vertical modes can be
re-selected after the autopilot has disengaged
and a lateral mode has been selected. Any selected lateral and vertical modes are retained
and can be used in the flight director mode.
PITCH SYNC AND CWS

SWITCHES
The pitch synchronization and control wheel
steering button, located on each control wheel,
is used to manually maneuver the aircraft without completely disengaging the autopilot when
the autop ilot is engaged or to sync the command bars to the current aircraft attitude with
flight director only selected.
22-55
FlightSafety.
Ua ,.,1;0"..1
BEECH 1900 AIRLINER MA INT E NANCE T R A IN ING MANUAL
When the autopilot is engaged depressing the

Pitch Sync & CWS button disengages the
ai leron and elevator servos. The aircraft can
be maneuvered to any desired atti tude while
the Pitch Sync & CWS button is depressed.
When the Pitch Sync & CWS button is released, the aileron and elevator servos reengage, the computer synchronizes to the new
attitude, and control is returned to the previously selected modes. During the time the button is pressed the AP DIS annunciator will
flash. Return to the se l ected modes is restrained to prevent any rapid maneuvers when
the aircraft attitude varies from that commanded by the autopilot.
With the ALT, lAS , or VS flight director modes
of operation selected depressing the Pitch
Sync and CWS button and manual ly maneuvering the aircraft to a new reference altitude,
airspeed, or vertical speed will cause the flight
director command bars to sync to the new air
data reference when the button is released.
When in p itch, depress and ho ld the Pitch
Sync and CWS button, then manually maneuver the aircraft to a new pitch attitude and
release the button . This wil l cause the command bars to sync to the new pitch reference.
GO-AROUND MODE
SWITCHES (GA)
Go- Around mode is activated by pushing the
Go-Around switch on the left power lever or
the copi lot's con trol wheel. GA mode may be
selected whenever a lateral mode is selected
on the controlling FCP-6S.
When GA mode is activated by either switch,
the selected autopi lot will disengage, the autopi lot disconnec t aural warning sounds, and
both flight directors command a wings-level,
10 nose-up attitude. Autopilot engagement,
the CWS/Pitch SYNC button, or another mode
selection cancels GA mode .
22-56
TRIM SWITCHES
(Autopilot installation only)
The split trim switches on each control wheel
are used to operate the electric trim system,
which forms part of the autopi lot installation.
For more information on the trim sw itch operation refer to the electric elevator trim system in this chapter.
Autopilot Select Switch or Yaw

Damper Select Switch
The switch labeled AP/L AP/R or YD/L YD/R
located on the pedestal is used to select the
computer that will be used to drive the servos
in all modes of operation;autopilot, yaw
damper, rudder boost, and electric trim.
Yaw Damper Engage Switch

This switch is installed in the flight directorl
yaw damper equipped aircraft only. The switch
is located on the pedestal and can be two different types depending on aircraft SIN. UE-278
and later aircraft and those earlier aircraft
modified with Kit 129-3008 have toggle type
switch while UE-277 and earlier aircraft have
a push-button annunciator type switch labeled
YDENG.
To activate the yaw damper system the pedestal
mounted YAW DAMP switch must be pushed
forward (depressed for annunciator type
switch) and held until the sel f-test is complete and the yaw damper system is engaged
(YD ENG annunciator lights in annunciator
type switch) . The yaw damper may be disengaged by momentarily pressing the DISC
TRIM/AP YD switch on either of the control
wheels to the first level , or by pushing the
YAW DAMP switch forward on the pedestal
console (depressed for annunciator type
sw itch).
Flight~ty.
Rudder Boost and Yaw Control

Test Switch
NOTES
The rudder boost and yaw co ntrol test sw itch

is used to arm the rudder boost system when
selected to that position and used to carry out
the yaw contro l test when selected to that position. The switch is located on the pedestal.
The yaw contro l test switch is used to check
the functional integrity of the yaw damper
system.
The yaw control test is carried out by engaging the yaw damper and confirming the yaw
damper is engaged by checking for the YD annunciator on both EADls. T he YAW annunciator is illuminated on both the flight control
pane l and the autopilot panel (if installed).
Also check th at rudder pedals have added resistance with the rudder servo engaged. Move
the swi tch to yaw control test position and
check that the yaw damper has di sengaged as
indicated by all above annunciators turning off
and the rudd er pedals movement freeing.
To check the operation of the other computer
yaw damper cha nnel the autopilot se lect switc h
is used to se le ct it.
22-57
FlightSafety.
..BEECH 1900 AIRLINER MAINTENANCE TRAINING MANUAL
AUTO PILOT TRIM FA IL

ANNUNCIATOR
(AP INSTALL ON LY)
AUTO PILOT COMPUTE R

FAIL ANNUNCIATOR
(AP INSTALL ONLY)
ANNUNCIATOR WARN ING PANEL

NOTE:
THIS ANNUNCIATOR INDICATES THAT THE ELECTIRIC
TRIM IS NOT RESPONDING TO COMMANDS FROM THE AP
COMPUTER . THE AUTOPILOT WILL NOT TRIP OFFLINE WITH
THE TRIM FAIL WARNING BUT THE PILOT IS ALERTED TO
THE FACT THAT ELEVATOR COULD BE OUT OF TRIM AND THE
ELEVATOR SERVO IS HOLDING A LARGE STATIC LOAD.
PITCH TRIM
OFF ANNUNCIATOR
RUDDER BOOST
OFF ANNUN CIATOR
YAW DAMPER
RUDDER BOOST
FAIL ANNUNCIATOR
FYD INSTALL O NLY )
AN NUNCIATOR CAUTION/ADVISORY PANEL
Figure 22-31. Autopilot/Flight Director Annunciators
22-58
Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAI N ING MANUAL
AUTOPILOT SYSTEM
EXTERNAL ANNUNCIATORS
NOTES
T he autop ilot or flight directo rlyaw dampe r in sta ll ation inc ludes the fo llowi ng annun c iators (Figure 22 -3 1) :
Autopilot installation only

Al P FA IL- Autopi lot co mputer or mo nitored
input fai lu re
A lP TR IM FA IL- Detected fai lure in th e trim

channe l
PITC HTR IMOFF- Elec tri c elevato r trim se lected off
Flight DirectorNaw Damper

installation only
Y D / R B FA IL- Yaw d a mp e rlr udd e r boo s t
comp uter or moni tored input fa ilure
All installations
RUD B OOSTOFF- R udder boo s t sys tem
turned off
FOR TRAINING PURPOS ES ON LY
22-59
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TORQUE
PRESSURE
R TORQUE SIGNAL
L TORQUE SIGNAL
APC-65H
CO PILOTS CONTROL
WHEEL DISENG SW
FO
APC-65H
28VDC
:P
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m
No.1 CO M PUTER SERVO D RIVE
a.
NO.2 COMPUTER SERVO DRIVE & ENGAGE SIGNALS
EN GAGE SIG NALS
AUTOPILOT
TRANSFER
SWITCH
.m
RUDDER SERVO
Figure 22-32. Rudder Boost System
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Flight~ty.
NOTES
RUDDER BOOST
SYSTEM
GENERAL
The rudder boost system (Figure 22-32) senses
eng in e torque from both engines throu g h
torque transmitters located on the forward
right side of each engine. The torque transmitter output signal is sent to the se lected
APC -6 5H or FYD -65 computer. The autopilot computer contro ls the operation of the rudder boost system. The rudder boost mode is
independent of the autopilot and yaw engage
functions and is ful ly automatic, when armed.
Thi s mode takes precedence over yaw damper
operations whenever the computer detects a
need for rudder boost and provide s either right
or left. When difference s in engine torque between the eng in es exceeds a pre se t level , th e
autopilot computer activates the rudder servo
in the aft fu se lage section which deflects the
rudder. This operation assis ts pilot effort in
controlling the aircraft yawing. Servo contribution is proportional to engine torque differential. Trimming of the rudder must be
accomplished manually by the pilot.
OPERATION
Activation of the rudder boost system is
through a switch in the pedestal extension,
placarded RUDDER BOOST- OFF- YAW
CONTROL TEST. Switching to the RUDDER
BOOST position arms the system. The rudder
boost system is disabled if the RUDDER
BOOST switch is OFF and is interrupted when
the DISC TRIM-AP YO switc h on the contro l
wheel is depressed to the fir st level.
A yellow caution an nun ciator, RUD BOOST
OFF is provided on the cautio n/advisory annunciator panel to indicate when the rudder
boost control switch is in a po s ition other th a n
RUDDER BOOST (on).
22-61
Flight~~ty.
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22-62
Flight~ty.
ELECTRIC ELEVATOR
TRIM SYSTEM
NOTES
On aircraft with th e autopilot system (Figure

22-33) installed the electric elevator trim is
part orthe autopilot system with external controls to allow the pilot to operate the trim system The electric elevator trim operates in two
mode s of operation automatic and manual
electric elevator trim .
Manual trim operation is controlled by the
trim sw itches located on eac h control wheel.
The trim switches are a three -pos ition
(UP-OFF-DN) split rocker sw itch. Actuating
the trim switch applies a ground through one
half of the switch and 28VDC through the
other half to the autopilot computer. If the inputs to the computer are correct, the computer
wi II acti vate the elevator tri m servo and move
the e levator trim tab. The pilot's trim switch
input s have priority over th e co pilot ' s switch
inputs. Operation of the trim switches while
the autopilot is engaged causes the autopi lot
to disengage .
The automatic electric elevator trim operation is controlled by the autopilot computer and
is active anytime the autopi lot is engaged.
Trim operation i s annunciated (TRIM in
amber) on the FCP-65 panel and the APP-65A
panel. [fthe autopilot computer detects a failure in the trim system, or a incorrect trim
switch input the computer will illuminate the
trim fail annunciator on the APP-65A panel
(TRIM in red) and A/P TRIM FAIL on the annunciator warning panel.
The trim system can a lso be locked ou t in the
event of a problem with the sys tem through the
use of the DISC TRIM/AP YO switc he s loca ted on each control wheel. When the trim
system is lo cked out the annunciator PITCH
TRIM OFF located on the annunciator caution/advisor y panel is illuminated . Movin g
the ELEV TRIM switch on the pedes tal to the
off po s ition and back again reset s the trim
sys tem.
22-63
FlightSafety.
"'''"'''''''''''
BEE C H 190 0 AIRLINER MAINTENANCE TRAINING MANUAL
Table 22-2. CTL-22 COMM CONTROL, CONTROLS AND INDICATORS

CONTROL OR DISPLAY
FUNCTION/DESCRIPTION
Active frequency display
The active frequency (frequency to which the VHF-22A is tuned) and diagnostic
messaqes are displayed in the upper window.
Preset frequency display
The preset (inactive) frequency and diagnostic messages are displayed in the lower
window.
Compare annunciator
ACT momentarily illuminates when frequencies are being changed. If ACT continues
to flash , the actual radio frequency is not identical to the frequency shown in the
active window.
Annunciators
The comm control contains MEM (memory), and TX (transmit) annunciators. The MEM
annunciator illuminates whenever a frequency is displayed in the lower window. The TX
annunciator illuminates whenever the VHF-22A is transmitting.
Power and mode switch
The OFF/ON positions switch system power to turn the system on or off.
The SO OFF position disables the receiver squelch circuits, so you should hear noise.
Use this position to set the volume control or, if necessary, to try to receive a very
weak siqnal which cannot break squelch.
Light sensor
XFRlMEM switch
The built-in light sensor automatically controls the display brightness. The ann push
brt control knob/push button can be used to override the automatic dim controls and
force the di~layto go to full bright.
This switch is a 3-position, spring-loaded toggle switch. When moved to the XFR
position , the preset frequency is transferred up to the active display and the VHF-22A
retunes. The previously active frequency becomes the new preset frequency and is
displayed in the lower window. When this switch is moved to the MEM position, one of
the six stacked memory frequencies is loaded into the preset display. Successive
I pushes cycle the six memory frequencies throuQh the display (... 2,3,4,5,6,1,2,3 .... ).
Frequency select knobs
Two concentric knobs control the preset or active frequency display. The larger knob
changes the three digits to the left of the decimal point in 1-MHz steps. The smaller
knob changes the two digits to the right of the decimal point in 50-kHz steps (or in 25kHz steps for the first two steps after the direction of rotation has been reversed) .
Numbers roll over at the upper and lower frequency limits.
ACT button
Push the ACT button for approximately two seconds to enable the frequency select
knobs to directly retune the VHF-22A. The bottom window will display dashes and the
upper window will continue to display the active frequency. Push the ACT button a
second time to return the control to the normal 2-display tune/preset mode of
operation. The active tuning feature is not affected by power removal. If active tuning
is selected (one push of the ACT button) and power is removed from the control,
active tuning will still be enabled the next time power is reapplied to the control.
STO button
The STO button allows up to six preset frequencies to be selected and entered into the
control's nonvolatile memory. To store a frequency, simply toggle the MEM switch until
the upper window displays the desired channel number (CH 1 through CH 6) , rotate
the frequency select knobs until the lower window displays the frequency to be stored ,
and push the STO button twice within five seconds.
After approximately five seconds, the control will return to the normal 2-display
tune/preset mode of operation.
TEST
22-64
Push the TEST button to initiate the rad io self-test diagnostic routine. The transceiver
performs a complete self-test routine requiring about five seconds.
Flight~ty.
NOTES
VHF-22A VHF COMM

TRANSCEIVER
GENERAL
Two VHF-22A VHF commun icat io ns trans ceivers are installed in the 19000 aircraft to
provide 2 way airborne VHF AM commun ications on the 720 c hannels from 118.000 through
136.975 MH z with 25 KH z increments. The
VHF-22A is contro lled by a CTL-22 co ntrol
via a commercia l sta ndard digital bus (CS OB ).
The VHF-22A receives audio from the audio system for trans mission and sends rece ived a udi o
to the aud io system. Tab le 22-2 describes th e
co ntrol s and ind icati ons of the CTL-22 COMM
contro l.
Refer to Figure 22-34 for VHF -22 CO MM
radio con tro ls and di splays.
ACTIVECOMM
FREQUENCY
DISPLAY
COMPARE
ANNUNCIATO R
TRANSFER
IMEMORY
SWITCH
PRESETCOMM
FREQUENCY
DISPLAY
TRANSMIT
ANNUNCIATOR
MEMORY
ANNUNCIATOR
FREQUENCY
SELECT
KNOBS (2)
POWER AND
MODE SE LECT
SWITCH
ACTIVE TUNE
BunON
(ACTIVE TUNING
I PRESET TUNING)
COMMVOLUME
CONTROL
LIGHT
SENSOR
TEST
BUDON
STORE
BunON
Figure 22-34. VHF-22 COMM Radio Controls/Displays
22-65
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AUDIO OUTPUT SOU
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SELECT SWITCHES
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MICROPHONE
AUDIO INPUT
SELECT SWITCH
PILOT'S SIDETONE
VOLUME ADJUST
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--i
WHEN SELECTED
ON INTERPHONE
COMMUNICATIONS
MAY BE HANDLED
WITHQUT THE
USE OF THE PTT SWI TCH
PILOT'S SPEAKER
VOLUME CONTROL
NOTE :
THIS SWITCH TURNS
OFF ALL SPEAKER
OUTPUTS INCLUDING
AUAAL WARNINGS
PILOT'S AUDIO CONTROL SECTION OF PAN EL
s:
HOT INTERPHONE
SWITCH
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Flight~~ty.
BEECH 1900 AIRLINER M AI N T EN A NCE T R AINING MANUAL
AUDIO SYSTEM
GENERAL
The audio system consists of an audio control
panel, two flight compartment speakers with
jacks for pilot and copilot headphones and
microphones, dual audio amplifiers, a passenger speaker amplifier and a supplemental
aural warning tone generator.
The audio control panel provides control over
both transmission and reception of all communication and navigation equipment installed
in the airplane. ON - OFF switches, selector
switches, and volume controls are provided for
the pilot and copilot control of each individual audio system.
existing aural warnings provided by the passenger speaker amplifier DB 207. The aural
warning tone generator also is a remote ly controlled electronic unit which operates on command from fault detection equipment.
The aud io system consists of independent
audio control systems for the pilot and copilot. As part of the audio control system, mic
key (push-to-talk) (PTT) switches and interphone key switches are provided on respective
control wheels. In addition, mic and headphone jacks are provided for use at each pilot
and copilot's station.
Refer to Figure 22-35 for locations of pilot's
audio controls.
The two audio control amplifiers DB 437 operate independently for the pilot and copilot
systems. Both units are mounted on a hinged
shelf in the upper nose avionics compartment,
adjacent to the passenger speaker amplifier,
and the supplemental aura l warn ing tone generator. Both audio con tro l units are remote ly
con trolled electronic units, which operate on
com mand from switches and potentiometers
on the audio control panel located on the avionics instrumen t pane l in the fl ight compartment. The audio amps provide aud io from the
radio receivers to the headphones and speakers and also provide interphone communication between the crew. Microphone audio is
recorded at all times on the cockpit voice
recorder.
NOTES
The passenger speaker amp lifier DB 207 provides ch ime tones and paging audio to the
cabin speakers and a signa l to mute the stereo
during paging. It a lso generates aural warning
tones to the cockpit headphones and speaker
amplifiers are provided for stall warning, landing gear warning, etc. The DB 207 is a remotely contro lled electronic unit, which
operates from flight compartment con trols
and fault detection equipment.
The aura l warning tone generator DB 605 provides additional warning tones to those of the
22-67
FlightSafety.
REMOTE
MICROPHONE
DETAIL
A
RECORDING
><,UNIT
DETAIL
-t:.:::::j~---- UNDERWATER LOCATOR BEACON (ULB)
IMPACT SWITCH ' -
'-
-$'
"'",
DETAIL
MOUNTING
TRAY
Figure 22-36. A100S Cockpit Voice Recorder Components/Location
22-68
Flight~ty.
BEECH 1900 AIRLINER MAIN T E N ANC E T RAINING MANUAL
COCKPIT VOICE
RECORDER (CVR)
The CYR is capable of reproducing the recorded

audio data in one of the fo ll owing formats:
A100S and FA21 00 30-Minute

Recorders
GENERAL
The airplane is equipped with either a L3 communication s Fairchi ld model AIOOS or
FA2100 cockpit voice recorder. The AIOOS
CYR has a 30-minute recording capacity, while
the FA21 00 CYRs have either a 30-minute or
a 2-hour recording c apacity.
The CVR system consists of a cockpit voice
recorder, a contro l unit , an area microphone ,
and an impact switch. The recorder and impact
switch are located benea th the floorboards
and forward of the aft cargo area. The control
unit is located in the cockpit pedestal. The
area microphone is located in the leading edge
of the glareshield to th e right of the fire extinguisher switch. Electrical power to the
recorder is provided by the triple fed bu s.
Input to the CYR comes from the following
four sources:
Reproduces the last 30 minutes of audio

recorded by the above sources in a high qual ity format on four separate channel s.
FA21 00 2-Hour Recorder

In addition to the 30 minutes of high quality
audio noted for the 30-min ute recorders , reproduces the la s t two hours of audio recorded
by the above sources in a standard quality format on two channels, which contain the following material:
A combination of the pilot , copilot,
and passenger address audio data
Cockpit area mic audio data
COMPONENTS
Cockpit Voice Recorder
Passenger Address Channel 1
A100S
Whatever the pi lot or copilot transmit over

the passenger address, the cabin ch imes or
cabin briefer messages wi II be also be
recorded.
The Model A I OOS accepts four channels of

cockpit audio (pilot, copi lot, PA and Area mi crophones) and converts the audio signa l to a
digita l format for storage in a crash protected
solid-state memory (Figure 22-36).
Copilot's Audio Channel 2

Whatever the copi lot hears in the headset or
speake r, or transmits over any of the micro phones wi ll be recorded .
Pilot's Audio Channel 3

Whatever the pilot hears in the headset or
speaker, or transmits over any of the microphones , wi ll be recorded.
Area Mic Channel 4

Vo ices and other sounds in the cockpit will be
recorded. (Stronger sounds may ma sk weaker
ones .)
The Model A I OOS consists of a chassis and

fro nt panel , three printed wiring asse mblies
(PWA), and the flash cra sh survivable store
unit (FCSSU), which contains the so lid-state
flash memory used as the recording medium.
An underwater locator beacon (ULB), also
referred to as an underwater locator device , is
mounted on the fro nt of the recorder. A headset jack (labeled monitor) is provided on the
front of the unit to monitor the combined audio
for testing purpose s and provides the sa me
audio as the headset jack o n the CYR control
unit. An audio monitor adapter test connector
is provided under the outer cover of the CYR
for readout of thc recording with the use of special te st adapters.
22-69
FlightSafety.
""""""""
DETAIL
CRASH SURVIVABLE
MEMORY UNIT (CSMU)
A
CONTROL UNIT~
~~
~~
DETAIL
~~
UNDERWATER LOCATOR DEVICE (ULB)
~~=:::::~:::::::~!!d----:~8~~~~'g
SUPPORT EQUIPMENT (GSE)
CONNECTOR (BEH IND DUST COVER)
IMPACT SWITCH-..............
,;:J" / '
'"
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DETAIL
DETAIL
Figure 22-37. FA21 00 Cockpit Voice Recorder Components/Locations
22-70
FlightSafety.
."", 1Iu1ill
BEECH 1900 AIRLINER MA INTEN A NCE TRA INING MAN UAL
FA21 00 eVR
NOTES
The FA2100 CY R simu Itaneously records four

separate channels of cockpit audio, converts
the audio to a digital format, and stores the data
in a solid-state memory (Figure 22-37).
The FA21 00 CYR consists of a chassis and
front pane l, three printed wiring assemblies
(PWA) aircraft interface, audio compressor
PWA, and acquisition processor PWA, and the
crash survivable memory unit (CSMU). The
CSMU contains the solid -state flash memory
used as the recording medium.
An underwater locator beacon (ULB), also
referred to as an underwater locator device, is
mounted horizontally on the front of the CSMU
and is also used as the recorder's carrying
handle. The ground support equipment (GSE)
connector is located on the front of the FA21 00
CYR. This connector provides the interface
from the recorder to GSE for checkout of the
recorder, or for readout of the recording with
the use of special test adapters.
22-71
FlightSafety.
CVR Control Unit
Indicating Meter
The contro l uni t funct ions as the CYR cockpit user interface. T he con trol unit contains operator con tro ls / indications and a preamp lifier
printed wiring assemb ly (PWA) for interfacing with the cockpit area microphone and wi th
the CYR. T he control unit contains the following controls (Figure 22-38):
Dur ing CYR test the indicating meter wi ll indica te the test tone leve l. The need le moving
into the green section of the arc will indicate
a satisfactory tes t.
Test Switch
Press and ho ld the test switch to carry out
self- test.
Erase Switch
Press the erase switch to bu lk erase the CYR
recording in memory. CYR recording will on ly
be erased when the aircraft is on the ground and
after the switch has been held down for more
than two seconds .
TEST INDICATING METER
NOTE:
TH IS METER ONLY
INDICATES DU RING
THE TEST NEEDLE
IN THE GREEN INDICATES
GOOD CVR OPERATION
Headset Jack
T he headset jack is provided to a ll ow monitor in g of the comb ined a ud io record ing as it
is be ing reco rded . The audio input is processed and stored into memory and then read
back from memory, processed and se nt to the
headset jack .
Prev ious ly recorded informat ion cannot be
p layed back from the CYR while it is insta ll ed
in the aircraft.
ERASE SWITCH
TEST SWITCH
HOLD DOWN TO
CARRY OUT TEST
NOTE:
ERASURE OF CVR
RECORDING CAN ONLY
BE CARRIED OUT WHEN
THE AIRCRAFT IS ON
THE GROUND.
HEADSET JACK TO ENABLE

LISTENING TO RECORDING
Figure 22-38. Cockpit Voice Recorder Control Panel
22-72
FOR TRAINI NG PURPOSES ON LY
Flight~ty.
BEECH 1900 AIRLINER MAINTEN A NCE TRAINING MANUAL
Area Microphone
The area microphone sends all the sounds in
the flight compartment to the CYR Control
Unit. The area microphone is a mini electric
condenser type microphone. The CYR control
unit contains a preamplifier for the area mic
and provides 6YDC bias c urrent for microphone operation.
Impact Switch
The impact sw itch disconnects the power supply to the CYR . The impact switch operates if
a force of 4g occurs on the aircraft in the foreaft axis and left-right axis. If the impact sw itch
is activa ted 28YDC power to the CYR is removed, used to latch a lockout relay, and illuminate an indicator lamp on the impact switch .
The impact switch wi ll remain in this condition until the reset button on the impact sw itch
is pressed with power applied to the uni\.
SELF TEST
Pressing the test switch shou ld result in the following indications if t he recorder is functioning properly:
A1OOS (30-Minute Recorder)

A 640Hz tone will be heard in the headset (if
plugged into the control unit) and the needle
will move into the green arc on the meter. The
test tone will be sequentially switched through
the four channe ls of the recorder in .5 seco nd
intervals . The tone will remain constant as
long as the switch is pressed and the needle will
remain in the green arc with a sight dithering
action as channels are sw itched. In the event
of a channe l fai lure, the meter will fa ll out of
the green section of the meter sca le when
checking that chan nel.
The erase switch may be used to erase the entire recording , and will only work when the
landing gear is down, and the weight of the
airpla ne is on the landing gear. To prevent accidental erasures, a time delay circuit makes
it necessary to hold the erase switch down for
two seconds to start the erasure process. If
a headset is plugged into the control unit, a
proper erasure is indicated by 400Hz tone in
the headset. The tone wi ll last for approximately 14 seconds.
FA21 00 Series (30-Minute and

2-Hour Recorder)
A one to two second tone wil l be heard in the
headset (if plugged into th e control unit) when
the test sw itch is pressed. The tone will then
stop and the needle wi ll move into the green
arc on the meter and stay there as long as the
sw itch is pressed.
To test the area microphone operation speak
with a norma l voice six inches away from the
area mic while monitoring the audio on a headset plugged into the test jack What was s poken should be heard without any de lay or
significant distortion.
The erase switch may be used to erase the entire recording, and will only work when the
landing gear is down and the weight of the airp lane is on the landing gear. To prevent accidental erasures, a time delay circuit makes it
necessary to hold the erase switch down for two
seco nds to s tart the erasure process. If a headse t is plugged into the co ntrol unit, a proper
erasure is indicated by a 400Hz tone in the
headset that occurs when the erase switch is
released. The tone wi ll la st for approximately
five to 10 seconds.
To test the area microphone operation speak

with a normal voice six inches away from the
area mic whi le monitoring the audio on a headset plugged into the test jack What was spoken s hou ld be heard with a distin ct delay
without any significant di stortion.
22-73
Flight~ty.
~ ACCELEROMETER
DETAIL
"
PITCH POSITION
POTENTIOMETER
DETAIL C
I
I
DETAIL
Figure 22-39.
22-74
...... ~
Flight Data Recorder Installation
Flight~ty.
BEECH 1900 AIRLINER MA INTEN AN C E T RA I NING MANUAL
FLIGHT DATA
RECORDER (FOR)
Engine power
Prop RPM (LH engine)
Prop RPM (RH engine)
GENERAL
Torque (LH engine)
An L3 communications FI 000 solid state flight

data recorder (SSFOR) also called a FOR is
mounted on a she lf in the upper aft corner of
the cargo area (Figure 22-39). It uses solid-state
flash memory technology as the recording
medium. The raw data , received under ARINC
542A format, is DC, AC synchros, discretes,
and pneumatic signals. The FOR is operational
any time e lectrica l power is on and the inverters are operating (the FOR is AC powered).
There are no controls associated with the FOR.
Its operation is completely automatic . The
only adjustmen ts associated with the FDR operation are pitc h control position, beta switch
engagement, and flap position switches. An in strument panel-mounted FLT RCDR OFF annunciator provides the pilot with an indication
of system operationa l status.
Torque (RH engine)
The FOR records the following data into solidstate memory for the previous 25 hours of system on-time:
Time (relative)
A ltitude
Airspeed (indicated)
Total air temperature (export airplanes
on ly)
Heading (magnetic)
Acce leration
Vertical
Longitudinal
Lateral (Optional)
Reverse prop pitch (reverse thrust)

Microphone keying
COMM I key
COMM 2 key
Event bulton status (if installed)
Flap position
Up
Approach
Down
Autopilot engage (if installed)
COMPONENTS
Flight Data Recorder
The primary purpose of the F I 000 solid state
flight data recorder (SSFOR) is to monitor
the aircraft's functional parameters and to
process and store the data in a crash protected
solid-state memory. The SSFDR also generates system performance signals, which are
mo nitored in the aircraft cockpit signifying the
operational status of the recorder.
There is an automatic test equipment (ATE) interface connector mounted on the front of the
FOR. Th is interface conforms to EJA RS-422.
It is used during bench testing of the recorder
after repairs, for testing and calibration procedures in the airplane, and with ground support equipment to transfer data.
Pitch attitude
Ro ll attitude
Pitch contro l position
Functiona ll y, the FIOOO recorder consists of

three major blocks: a data acquisition section,
a store management section, and the power
supp ly. A ll three of these sections are tied together with a data acquisition bus (DAB) ,
which is controlled by a microprocessor located in the store management section .
22-75
Flight~ty.
FLIGHT DATA DOWN

SIGNAL CAM
FLIGHT DATA UP
SIGNAL CAM
'<o l'..111
~q:;:,,.--o A
FLAP UP
~:...,t.---7 LIMIT CAM
S3 FDR APPROACH THROUGH ~k,.--~~"

DOWN SIGNAL SWITCH
S2 FDR APPROACH THROUGH

UP SIGNAL SWITCH
____ PLASTI C
COVER
"
Sl FLAP UP
LIMIT SWITCH
INBOARD
AS INSTALLED
Figure 22-40. FOR Prop Beta Switches
'-
BETA SWITCHES ~--_.!!..-r

MOUNTING
B::::::
(BETA SWITCH)
""'"
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,
.-
'-
, ''''-, ">"POWER LEVER

BETA SWITCH BELLCRANK
CAM
SCREW
(MOUNTING BRACKET)
Figure 22-41. FOR Flap Position Switches
22-76
Flight~ty.
BEECH 1900 AIRLINER MA INTE NANC E T R AIN ING MANUAL
The data acquisition sec tion receives the analog AC and AC signals from the various sensors and converts th e signals to digital data for
storage. The pneumatic pitot static pressures
are sensed by sol id-state transducers and converted to digital data by this section also.
Located in the store management section is the
crash survivable storage unit, which provides
protection of stored data from impact damage
and fire. This unit is the assembly that contains
the storage memory. It ha s inner and outer
steel casings, and an exterior steel cover. The
assembly is nearly cubical in shape, and is
electrically connected within the FOR. It is
protected from underwater pressure down to
20,000 feet, crushing pressure up to 5 ,000
pounds , and impact pressure up to 3,400 g
forces. Fire protection is provided by an
isotherma l shield, which is capable of withstanding I 1000 for 30 minutes , and thermal
flux of 50,000 BTU/sq. fUhr.
The FOR has "bui lt in test" equipment (BIT) .
T he FOR carr ies out power up BIT at power
up and rea l-time continuous BIT continuously
during FOR operation. When a fault is de tected, depending on the severity of the fault,
it wil l il luminate the FLT RCOR OFF annunciator, and/or store the fau lt code that can be
readout by the gro und support equipment.
The FOR has an underwater acoustic beacon
(U LB) located on its front panel. The beacon
is mounted on the front of the FOR for ease of
reading the battery replacement date and quick
removal and replacement of the beacon.
Accelerometer
The system incorporates a remotely mounted
accelerometer located under the cabin center
floor just aft of the main sp a r. The acce lerometer is a se lf-contained , sealed unit
mounted at or near the airplane's center of
gravity. It se nses vertical, longi tudinal , and
(o ptionally ) lateral acceleration in the form of
a OC s ignal. The accelerometer is powered
from the FOR.
Impact Switch
The impact swi tch disconnects the power supply to the FOR and is located on the same
she lf as the FOR on the outboard side. The impact swi tch operates if a force of4g occ urs on
the aircraft in the fore-aft axis and left-right
axis. If the impact switch is activated 115VAC
power to the FOR is removed , used to latch a
lockout relay and illuminate an indicator lamp
on the impact switch. The impact switch will
remain in thi s condition unti l the reset button
o n the impact switch is pressed with power applied to the unit.
Dedicated FOR Sensors

The pitch control position potentiometer is
located above an access panel on the underside of the fuselage just aft of the nose whee l
well. It provides an ana log voltage input to th e
FOR, which corresponds to the po s ition of
the elevator controls.
The flap pos ition switches (Figure 22-40) are
located under an access panel on the top of the
right wing, near the inboard end of the inboard flap. T hey provide inputs to the FOR that
represent the position of the flaps by sw itching a series of resistors located next the FOR
as the flap s move.
Beta switches (Figure 22-41) are located in the
left side of the pedestal ju st forward of the
power lever bellcranks. These switches are
activated when the power levers are moved
into reverse thrust to provide reverse thrust signal s to the FOR.
FOR Self Test

I. Apply power to the aircraft (ex ternal
power) .
2. Ensure the FLT RCOR OFF annunciator
IS
on.
3. Turn both inverters on.
22-77
..-
FlightSafety.
BEECH 1900 AIRLINER MAINTENAN C E TRA INING M ANUAL
REMOTE
SWITCH
HARN ESS
THUMB
SCREWS
CABLE
DETAIL
Figure 22-42. Emergency Location Transmitter Installation
22-78
Flight~ty.
BEECH 1900 AIRLINER MA INTE NAN CE T RA INING MANUAL
4. Ensure the FLT RCDR OFF annunciator

extinguishes after approx imately five
seconds.
5. Pull the 115VAC FLT DATA RCDR circuit breaker and ensure the FLT RCDR
OFF annunciator illuminates.
6. Re se t the 115VAC FLT DATA RCDR circuit breaker and check the FLT RCDR
OFF annunciator extinguishes after approximately five seco nds .
7. Pull the 26VAC FLT DATA RCDR circuit
breaker and ensure the FLT RCDR OFF
annunciator illuminates.
8. Reset the 26VAC FLT DATA RCDR circuit breaker and check the FLT RCDR
OFF annunciator extinguishes after approximately five seconds.
9. Turn off both inverters and remove power.
[fthere is a fau lt with the FDR noting the time
it takes for the FLT RCDR OFF annunc iator
to reappear or not even go out after power is
applied to the FDR can indicate what section
of the FDR is causing the fault. These are all
i ntemal fau Its except if there is no I 15 VAC or
26VAC power to the FDR.
EMERGENCY LOCATOR
TRANSMITTER (ELT)
GENERAL
The Artex 110-4 emergency locator transmitter (ELT) system will automatically activate during a crash and transmit a sweeping
tone on 121.5 and 243.0 Mhz to aid in the locati on of the crashed aircraft. T he 110-4 ELT
is designed to meet the requirements of TSO
C9 la . The system consists of the ELT tran smitte r, located in the aft fuselage area, an antenna mounted on the aft fu se lage, and a remote
switc h with a yellow transmit light, located on
the left cockpit sidewall next to the OAT gage.
ELT
The ELT I 10-4 Unit is a microprocessor controlled internal battery powered tran s mitter
that ca n be activated by an internal G- switch,
by a sw itch on the ELT unit, or remote sw itch
input (Figure 22-42).
The microprocessor controls all ELT functions (ON-OFF, modu lation, and RESET).
The transmitter operates simultaneously on
121 .5 and 243 .0 MHz. The carrier is amp litude
modulated with an audio frequency sweeping
downward within the range of 1,600 to 300 Hz.
The swee p repeti tion rate is between 2 and 4
Hz. The power output is between 100m Wand
50mW over the 50-hour operating period.
The G-Switch or crash force activation sensor
is designed to activate with a change of velocity
of 3.5 fps 0.5 fps in the fore aft axis .
The ON/OFF switch is located on the connector end of the ELT and can be used to activate the ELT transmitter and re set the ELT
to arm after activation. This switch cannot be
positioned to prevent the automatic activation of the ELT transmitter. An ON light is located on the connector end of the ELT that
indicates when the ELT transmitter is active.
The ELT battery pack consists of six 1.5 VDC
" D" a lkaline-manganese dioxide cells connected in series. Fresh battery voltage is approximately 9.5 volts.
The ELT is housed in a high impact fire resistant Lexan plastic housing and installed in
a mounting tray with an end cap to hold the two
tray hal ves together.
ELT Remote Switch Panel

The remote switch panel consists of a lever
lock switch labe led ARM-ON, a yellow transmit light and an edge lit panel. The switch
lever is locked in the ARM and the ON position s. This sw itch cannot be positioned to prevent the automatic activation of the ELT
tran sm itter. The transmit light is wired to the
aircraft hot battery bus and th e edge lit panel
is co ntrolled by the side panel rheo stat , located
on the overhead panel.
22-79
S:lINOII\\I
I\)
I\)
(X)
- - ELT-ON
!Jiill
"Tl
---j
Z
Z
B200 AIRCRAFT
-U
-U
(f)
I-J HOT BATTERY BUS
0
0
ELT RF
WHE~,.......
XMT
2564F1
1 AMP
LOCATED UNDER
PILOTS INSTRUMENT
PANEL
LED RESISTOR
TO OTHER
GROUND
COMM
SYSTEM
E~i"'--J.~~===+===========-________~~~
SWIT~H! ON
8 G - SWITCH LOOP
:III
In
:III
5:
---j
31 RESET 1
6 RESET 2
111 GROUND
()
ARM
71 EXTERNAL ON
ELT REMOTE SWITCH
.....
Z
5 G - SWITCH LOOP
1 LIGHT
(f)
...:z:CD
!Jillil
o
z
ELT REMOTE SWITCH ANNUNCIATOR
G)
C
Il
In
In
EMER USE ONLY
Il
Il
III
ELT
ANTENNA
---j
Il
ARTEX ELT 110-4
Z
Z
G)
5:
z
c
r
Figure 22-43_ Emergency Locator Transmitter Artex
."
ee'
~~
lm....
'!C
Flight2!~ty.
BEECH 1900 AIRLINER M A IN TE NANCE TR A INING MANUAL
Operation
Installed ELT Transmitter Test
The ELT transmitter can be activated by the

G-switch the ON-OFF switch on the ELT or
by the remote cockpit switch (Figure 22-43).
Perform the transmitter tests by activating the

ELT and listening on 121 .5 MHz.
When the ELT is removed from the aircraft the

G-switch is disabled to preven t accidental activation of the ELT that could be caused by
dropping, rough handling or during shipping.
Mate the Molex electrical connector when the
ELT is installed in the aircraft to jumper pins
5 and 8 to enable the G-switch.
The ON-OFF switch on the ELT can be used
to turn the ELT transmitter on by moving it to
the ON pos ition and reset the ELT after accidental activation by moving it to the ON position and then back to OFF. This switch can
also be used to activate the ELT transmitter
when it is removed from the aircraft. The off
position is the normal position when the ELT
is insta ll ed in the aircraft.
The remote ARM-ON switc h can be used to
turn the ELT transmitter on by mov ing it to the
ON position and reset the ELT after accidental activation by moving it to the ON po sition
and then back to ARM. Normal switch position is the ARM position.
Neither the OFF- ON switch on the ELT, or the
Remote ARM-ON Cockpit sw itch, can be positioned to prevent the G- switch activation of
the ELT transmitter when in st alled in the aircraft.
1. Ensure the main aircraft battery is install ed and connected to the hot battery
bus.
2. Tune a VHF receiver to 121.5 MHz .

3. Turn the ELT remote cockpit sw itch
to " ON" position, wait for three sweeps
on the receiver, which takes about one
second, and then turn the switch back
to "ARM."
4. To pass the test, you must hear the three
sweeps and see the front pane l Iight immediately begin to flash continuously.
During the first seconds of operation, the microprocessor in the ELT checks the "G-Switch"
(automatic activation switch) latching circuit,
and pins 5 and 8 on the tray connector. If there
is a problem the processor will not immediately
turn on the cockpit light during those first few
sweeps, which indicates the unit is not working properly. For example: if the jumper between pin s 5 and 8 was not install ed or was
open, the cockpit light would flash momentarily upon ELT activation then stay off for approximately three seconds before it begins to
fla sh continuou sly.
When the ELT transmitter is active the transmit

light on the remote panel flashes to indicate
ELT operation. Also, the transm it light on the
ELT will flash when the ELT is transmitting .
22-81
FlightSafety.
UOOii6tkA ....
EXPIRATION
DATE LABEL
ELT ASSEMBLY
THE ELT ASSEMBLY
CONSISTS OF THE
TRANSMITTER , G-SWITCH
AND MICROPROCESSOR
BATTERY PACK
THE BATTERY PACK
CONSISTS OF SIX 1.5 VDC
"D" SIZE ALKALlNEMANGANESE DIOXIDE
CELLS
Figure 2244. ELTlBattery Pack Exploded View
2282
Flight~~ty.
When the total of all known transmi ssions exceeds one hour
SIGNAL FLOWS
The ELT is a self-contained unit and does not
require any external power input for its operation. When the ELT is tran smitting the RF signal is sent to ELT antenna via a coax cable
(Figure 22-44) .
The cockpit remote switch annunciator panel
can be used to activate, reset , and monitor the
ELT transmitter.
The remote switch wiring between the remote
switch and the ELT is de s igned so that no
combination of short circuits between the remote switch, monitor, associated wiring, and
the airframe ground will:
Inhibit the equipment from being automaticallyactivated
On or before the battery replacement

(expiration) date
For optimum performance, it is also recom mended that the battery be replaced if the voltage under load is less than 9 .0 YDC .
The battery expiration date label can be found
on the outside of the ELT.
When carrying out the G-switch test , a "football throw" method can be used. The ELT
molex connector pins 5 and 8 must be jumpered
for the ELT to be activated by the G-switch .
The "football throw" is a rapid , forward throwing motion of the ELT in the direction of the
arrow, followed by a rapid reversing action.
Deactivate the ELT after it has been

activated
NOTES
Result in additional power drain on the

ELT battery
When the ELT transmitter is active a ground
is applied by the ELT to the transmit light
LED. This LED is powered from the hot battery bus from the R NAY MEMORY fuse,
which also powers part of the ground comm
system. An additional inline fuse for the ELT
transmit LED power is located behind the left
cockpit sidewall. The G- switch jumper enables the G-switch.
MAINTENANCE
CONSIDERATIONS
Maintenance of the ELT consists of inspections
and operational tests as required by the maintenance program and/or regulatory authori ties.
The ELT battery is a life limited item and requires replacement for the following reasons
(Figure 22-44):
After use in an emergency
After an inadvertent activation of unknown duration
22-83
FlightSafety.
-,
CHAPTER 24
ELECTRICAL POWER
CONTENTS
Page
INTRODUCTION ................ .. ......... ..... ........ .. ......... .. .... .. ... .. ..... ... ... ... .. .. ... ..... ...... ... ......... ... .. 24-1
WIRING DIAGRAM INFORMATION ........................................... ..................................... 24-3
REMOTE CONTROLLED CIRCUIT BREAKERS .......... .. .................................. .... .... .... .. 24-5
ELECTRICAL SySTEM .................. ........... .. ............. .. ...... .... ....... ... ........... ............ ..... ...... 24-11
DC System ...... .. ......... .. .. ............ ...... ..... ....................... ..... ........... ..... .... ............ ... ........ 24-11
Battery ............ ... .. ..... .. ... .. ..................................................................... ....................... 24-31
External Power. .... ... ........ ... ...... ...... ........... .... ....... ........... .... ........... .. ......... .... .... ........... 24-35
Starter/Generators .... ...... .. .. .... ...... .......... .. .. ... ............ .. ......... ....... ....................... .... ...... 24-39
AC System .. ............. ................. ... .. .... ....... ... .. ...... ... .. ............ ..... ..... ... .. ....... ... .. ... ... ..... . 24-51
QUESTIONS .. ...... ...... ...... .... ....... ................. .. ................. ... .... .. ... ........................................ 24-57
24-i
FlightSafety.
I"te".tioiel
ILLUSTRATIONS
Figure
Title
Page
24-1
Wire Numbering Codes ............ .. .. .. .... .... .... .... ............. ........... ......... .. ............ .. ... .... 24-2
24-2
Electrical Devices ... .................. ..... ........ ....... ................................... .......... .... .. .. ..... 24-4
24-3
Electrical Symbols ................................................................................................. 24-6
24-4
Sample Wiring Diagram ..................... .... .. ...... ... ....... .... .. ..... .. .. ..... .................. ........ 24-8
24-5
Electrical System Components .................. ..................... ..... .. .. .......... .................. 24-10
24-6
Hall Effect Devices .... .......... .............. .. .. .. ................ .. ..... ............................. ....... 24-12
24-7
DC Electrical System Simplified Diagram ............... ............. ....... .... .. ........ ...... ... 24-14
24-8
DC System- Battery OFF ..................................................... .. ......... .. ..... .. ....... ... 24-16
24-9
DC System- Battery ON...... ........ .......... ............ ......... .... .. ......... .. .... .. .......... ....... 24-17
24-10
DC System- Generator Ties Man Closed .................................................... ... .... 24-18
24-11
DC System- Right Engine Start .. ................... ... ............... .. .. .............................. 24-19
24-12
DC System-Right Generator ON ....................................................................... 24-20
24-13
DC System- Left Engine Cross Start... ..... ..... .. ..................... ..... ....... .. .. .............. 24-21
24-14
DC System- Both Generators ON ..................................... ...... ........................... 24-22
24-15
DC System- Generator Ties OPEN ..... ....... .......... ........ ............ ............. ............. 24-23
24-16
DC System- Bus Sense Test ... ............. ............................................ .. ......... ........ 24-24
24-17
DC System-Both Generators Failed ............. .... ........... ..... .... ............................. 24-25
24-18
DC System-Right Generator Bus Short ........ ..... .................. .... ...... ...... ............. 24-26
24-19
DC System-Center Bus Short ............................................................................ 24-27
24-20
DC System-TFB Short ..................... ...... ......................... ..... .... ....... .. ...... ..... .. ... 24-28
24-21
DC System-External Power AppJied ........................... ...................................... 24-29
24-22
Battery Circuit- Simplified ................ .... ...... .. ..................................................... 24-30
24-23
Battery Circuit ... ... ..... .......... ... ... ..... ...... ......... ... ................ .................... ........ ....... . 24-32
24-iii
Flight~ty.
24-24
External Power Circuit-Simplified ......... .... .. ... ...... ... ....... .................... .............. 24-34
24-25
External Power Circuit -UE ............... .. ... .. ..... ......... ............... ... .. ... ....... .. .. .. ...... 24-36
24-26
External Power Circuit-UB/C ........ .. .. ..... ... .. ... ....................... ........ ......... ....... ... 24-37
24-27
StarterlGenerator ... .... .. .......... ............... .. .................. ... ... .. ................ ..... ..... .. .. ..... 24-39
24-28
Generator Control Schematic-UC/E .... ... ..... .... ...... ....... ....... .......... ......... ... ........ 24-38
24-29
Generator Control Schematic-UB .......... ................ ....................... ... ............... . 24-40
24-30
DC Power Panel- UE............ .. ... ... .. ... ....... ......... ... .. .... ... .. .. .... .. ..... ....... ........... .. .. 24-41
24-31
DC Power Panel- UB/C ............................................ .......... ...... .. ...... ...... ........ .... 24-42
24-32
DC Generation and Control Schematic-UE .. .. .... .. ...... ...... .. .... .. ............ ............ 24-43
24-33
DC Generation and Control Schematic- UB/C ......... ...... .. .. ... ........ ....... .. .. ........ . 24-44
24-34
A-257-Bus Tie Control PCB (UE) ....................... .. ........................................... 24-45
24-35
A-257-Bus Tie Control PCB (UB/C) ................ .................... .... ........................ 24-46
24-36
Component Power Sources ............... ................................................................... 24-47
24-37
AC System Component Locations ........ .... .............................................. .. ........... 24-50
24-38
AC Schematic- UE (Inverters ON) ....................... .............................................. 24-52
24-39
AC Schematic-UE (No.1 Inverter-Transfer) .................................................... 24-53
24-40
AC Schematic-UE (Load Shed) .......... ........ ............ .... ...... ........................ ........ 24-54
24-41
AC Schematic-UB/C (Normal Power No. ION) ............................................. 24-55
24-42
AC Schematic-UB/C (A lternate Power No. 1 ON) .... ....................................... 24-56
24-iv
Flight~ty.
CHAPTER 24
ELECTRICAL POWER
INTRODUCTION
This chapter provides a description of the electrical system used on the Beech 1900 aircraft. Included is information on the DC and AC systems regarding generation, di stribution, monitoring , and system controls. Accompanying this chapter is a selection of
electrical system schematics, found in the program supplemental book, which will be
used to enhance understanding of the aircraft electrical sys tems and components. References for this chapter and further specific information can be found in Chapter 24, "Electrical Power;" Chapter 5, "Time Limits/Maintenance Checks;" and Chapter 12, "Servicing,"
of the Maintenan ce Manual.
24-1
FlightSafety.
..............
COMPLETE WIRE NUMBER

PREFIX
LETIr~E=R=~56~~~tr~~SU FFIX LETIER

6.
6 X 20 A 14
UNIT NUMBER USED

ONLY WHEN TWO
OR MORE IDENTICAL
CIRCUITS ARE
INSTALLED
CIRCUIT FUNCTION
CODE PREDETERMINED
PER SPECIFICATION
MIL-W-5088
WIRE
SIZE
(AWG)
SEGMENT
LETIER
WIRE
NUMBER
N INDICATES
THAT WIRE
MAKES GROUND
CONNECTION
V INDICATES
UNGROUNDED
SIDE OF SINGLE
PHASE AC
A, B, OR C
INDICATES AN
ALTERNATE
PHASE
Figure 24-1. Wire Numbering Codes
24-2
Flight~!~ty.
WIRING DIAGRAM
INFORMATION
The phase letter "V" is used as a suffix identifying an ungrounded wire or cable in a
sing le phase system.
To facilitate locating components and tracing

the circuitry of individual diagrams, each wire
is identified by the wire code it bears in the airplane. The individual circuit components are
identified by a reference designator. A reference designator is assigned to each component
in the wiring manual. An example of a reference designator would be:
Circuit function letters indicate a relationship

to a particular system . A li sting of circuit functions follows:
C
Control surfaces, automatic pilot
Miscellaneous instruments other than

flight or engine instruments
Engine instruments, fuel flow, fuel

quantity, etc.
Flight instrument s
Landing gear, actuator, retraction,

warning, etc.
Heating , ventilating , deicing
Ignition
Engine control, starter, prop sync . etc.
Lighting
Miscellaneous electrical, windshield

wiper etc.
Wire numbers are provided to differentiate between wires in a circuit.
DC power
A wire segment is a conductor between two terminals or connections . Alphabetical sequence

is usually followed. Wire segment "A" indicates
Fuel and oil, fuel valves, fuel pump

motors , oil pumps, etc.
DC power for AC systems
Warning and emergency
AC power
CBI0l
- Reference designator
CB
- Identifies the component as a

circuit breaker
101
-Identifies it as a s pecific
circuit breaker
The codes used in Beechcraft wirin g diagram

manuals closely follow the military numbering system. Each wire and cab le is identified
by a combination of numbers and letters imprinted on the wire or cable. Each wire or
cable is id entified within 3 inches of each
junction. No code is required for short wires
or cab les less than 3 in ches in lengt h . A nonmetallic s leeve carrying identification wi ll
appear on wires where imprinted codes cannot be affixed.
the power source, "B" next segment, etc.
A wire size is also used to identify wire or

cable size.
A suffix to the wire identification code (N)
identifies any wire or cable that completes the
circuit to the ground network.
Phase letter "A", "B ", or "e", is used as a suffix to identify three-phase wiring in AC circuits.
NOTE
Schematics in the wiring diagram
manual are shown with the aircraft
power OFF, doors s hut and locked,
contro l surface s stream lin ed, and
weight on the landing gear. Any deviations to this should be so noted on
the individual sheet s.
24-3
FlightSafety.
. ,te;.eIkNMI
DIODE - AN ELECTRICAL DEVICE WHICH ALLOWS

CONVENTIONAL CURRENT FLOW IN THE DIRECTION
OF THE ARROW. SIMILAR TO A CHECK VALVE.
ZENOR DIODE - VOLTAGE REGULATIN G DEVICE.
ACTS LIKE A NORMAL DIODE UNTIL CIRCUIT VOLTAGE
REACHES THE RATED VALUE , THEN ALLOWS VOLTAGE
ABOVE THAT VALUE. SIMILAR TO A PRESSURE CHECK VALVE.
TRANSORB - BIDIRECTIONAL ZENOR DIODE. USED FOR
ARC SUPPRESSION AND VOLTAGE DAMPENING.
SIMILAR TO AN OVERPRESSURE RE LIEF VALVE.
Eo
~OSITIVE)
LOW~/ C
PNP (fOSITIVE, !:!EGATIVE,

TRANSISTER _ A
VOLTAGE AT THE BASE PERMITS CURRENT FLOW FROM TH E
EMITIER TO THE COLLECTOR.
13 .;
'Jc~WE r~:::~A:IVE'
fOSITIVE, Ij,EGATIVE)TRANSISTER VOLTAGE APPLIED TO THE BASE ALLOWS CURRENT FLOW

FROM THE EMITIER TO THE COLLECTOR .
'-C"
~:-r.'
28" DC
----" I
A--
RELAY -
D
I
OPEN/DEENERGIZED
RELAY -
CLOSED/ENERGIZED
BUS TIE RELAY AND HED (CURRENT SENSOR)-275 AMPS UNIDIRECTIONAL UB/C/E.
325 AMPS BIDIRECTIONAL UE.
Figure 24-2. Electrical Devices
24-4
Flight~ty.
BEECH 1900 AIRLINER M AI NT ENANCE T RA IN ING MANUA L
REMOTE CONTROLLED
CIRCUIT BREAKERS
NOTES
Remote controlled circuit breakers are generally designed to keep high amperage items
out of the cockpit orlO simplify the wire routin g. Whenever a remote controlled circuit
breake r (RCCB) is installed there will also be
an indicator control unit (TCU) in the cockpit
for that RCCB. The ICU is normally a 1/2 or
3/4 amp circuit breaker which directly controls
the RCCB . Tf the TCU breaker in the coc kpit
is ope n, then the RCCB is open; thi s can be
done manually or it may have opened thermally . If the ICU will re se t (after opening
th e rmally) then th e RCCB is re se t. The
RCCB 's will also have an indicator wind o w to
show whether it is open or closed.
.~
3 \) Ne. Z
1/ 1,OJ 1.
wrCU:T7A
It: ""' 5 <>'",'
245
FlightSafety.
i,tbi .... tioi ....
AI RCRAFT LOCATION SYMBOLS
@
,, ,,
~@
,, ,,
@
,, ,,
RIGHT
LEFT AIGHT
FIRESEAL
RIGHT
FIREWALL
LEFT
LEFT
WHEELWELl
ANTENNA
ADJUSTABILITY
GENERAL
~,,
84.0
SlA84
BULKHEAD
BATIERIE S
[fr
li
LOOP
DIPOLE
BUS
:t
---41- -1111MULTICELL
GENERAL
GENERAL
(~
TWISTED
TWISTED
SHIELDED
PAIR
TRIPLE
SINGLE
MULTICONOUCTQR CABLE WITH

REF DES. TWISTED AND JACKETED
BUT NOT S HIELDED UNLESS
I ~
.<---J f----.-
_A
GENERAL
en.
6'0
60
_A
CS-
PUSH
_A
PUSH-PULL
BASIC
BREAKER
BREAKER
1111
,r
-I
ZENER
GENERAL
UNIDIRECTIONAL
,
+
SCR
-~
HEATER
ELEMENT
(LETIER TO DENOTE WHAT TYPE

OF METER. SUCH AS "I" FOA
INDICATING METER)
RELAY COIL
[t:
FURNISHED WITH
EQUIPMENT
RHEOSTAT
RESISTORS
~
1/1
Sf
TERMI NAL BOA~
T
CD
CD
CD
WITH 4""TE'R'Mi'NALS
SHOWN
F-
-cD
...
O OR O 0
SIGNAL LIGHT
CD
jll[
WI TH 4""i"E"RMINALS
SHOWN AND 2
BUSSED TOGETHER
SINGLE - PHASE
3- W INDING
WITH CORE
~::~
-<
FEMALE
~
FLOURESCENT
POTENTIOMETER
~
1----
+
POSITIVE
CASE
NEGATIVE
SH UNT
S PLICES
:s=L ,
l
Sf
TEST POINT
RECOGNITION
THERMOCOUPLE
GENERAL
GENERAL
PERMANENT
,f
DISCONNECT
][
TRANSISTORS
C
NONSATURATING
y.
PNP
JlI[
NPN
THERMAL ELEMENT
(TRANSDUCER)
~
GENERAL
Figure 24-3. Electrical Symbols (Sheet 1 of 2)
24-6
MALE
Otr
POLARITY
PIN LETIERS
MOTOR
GENERAL
2E
SHIELD GROUNDED
TO BACKSHELL
(WITH TERM INAL)
TRANSFORMERS
00
CURRENT
-7
LAMPS
ADJUSTABLE CONTACT
CHASSIS GROUND
TO STRUCTURE
CHASSIS
(WITH TERMINALS)
CONTACTS
HALL EFFECT
Dt
l GROUND TO
MISCELLANEOUS
MATED PLUG
AND
PLUG
1>-
GROUND OR
CIRCUIT RETURN
IGNITER
METER
CURRENT
LIMITER
GROUNDS
""r
HORN - LOUDSPEAKER
.....ru1Jlr-r
NOTED.
RECEPTACLE
FUSE
,f
ZENER
BIDIRECTIONAL
RECEPTACLE
FILTER
DIODE
_A
SWITCH
BREAKER
TRIPLE
JACKETED UNLESS OTHERWISE
WIRES (1 AND 31N

A SINGLE SHIELD)
~ ~ ~ ..........
IIC~ot
SHIELDED
TWISTED
PAIR
CONNECTORS
?,I-Qt-
SHIELDED
TWISTED
SHIELDED TWISTED
COAX CABLE
CNDCT
CIRCUIT BREAKERS
; w~
EE
, 0
OTHERWISE NOTED.
CAPAC ITOR
,-
CA BLES AND CONDUCTORS
W301
lO 1r
E
DARLINGTON
UNIJUNCTION
WITH N-TYPE
BASE
COILS OTHER THAN RELAY
rrm
mn
WINDINGS, INDUCTOR,
REACTOR. OR CHOKE
Flight~ty.
B EECH 1 9 00 AIRLINER MAINTENANCE TRAINING MANUAL
BASIC CONTACT SWITCH ASSEMBLIES

~
CLOSED
OPEN
CONTACT
CONTACT
PUSH BUTTON SWITCHES (MOMENTARY OR SPRING - RETURN)
.. ..
-L-
CIRCUIT
CLOSING
(MAKE)
TRANSFER
NON LOCKING SWITCHES

(MOM ENTARY OR SPRING-RETURN)
0 .t-..,r
or-'
CIRCUIT
CLOSING
(MAKE )
C IRCUIT
OPEN ING
(BRE AK )
L..L...%
~
.t-..,r
TWOCIRCUIT
CIRCUIT
OPENING
(BREAK)
~.t-..,r
0
0 - - OFF
.t-..,r
TRANS FER
TEMPERATURE-ACTUATED SWITCH ES
'7
I
o-l-!l
Cl
CLOSES ON RISING
LIMIT SWITCHES (DIRECTLY

ACTIVATED SPRING RETURNED )
o-crtI
o--c;
NORMALLY
NORMAllY
OPEN
OPEN -
NORMALLY
CLOSED
NORMAllY
CLOSED -
:;:J
< .J .....eL. I
C,'
W1TH INTERNAL
HEATER SHOWN
EXAMPLE OF ON-Q N-QN 2 POLE SWITCH ACTUATION
to
~0
1
+0
o-n
I
!
J.
OPEN
TIME-DELAY
CLOSING
CLOSED
TIMEDELAY
OPENING
TOGGLE IN
"DOWN" POS ITION
ST1'Y<T ' S,-,- r'1C.-t
PATHS MAY BE SHOWN
TEMPERATURE
NORMALLY CLOSED
~"'-~~ -
,
I
TOGGLE IN
CENTER" POSITION
o-n
o--P
to
OPEN
TIMEDELAY
OPENING
OPENS ON RISING
NORMALLY OPEN
'100
0 - <-
0--
~ OR
HELD OPEN
HELD CLOSED
NOTE:
ANY NO. OF TRA NSMISSION
""r
THERMAL SWITCHES
~~
SELECTOR OR MULTIPOSITION SWITCH
----E
OR
CLOSES ON RISING
TEMPERATUAE
OPENS ON RISING
PRESSURE
PRESSURE
TWO-CIRCUIT
COMBINATION LOCKING AN D NONLOCKING SWITCHES
PRESSURE OR VACUU M ACTIVATED SWITCHES
.. ..
L..L...%
L..L...%
CLOSED
TlMED ELAY
CLOSING
~
10
NOTE :
POINT OF ARROW INDICATES DIRECTION OF
SWITCH OPERATION IN WHICH CONTACT
ACTION IS DELAYED.
~
to
NOTE:
ALL APPLICABLE DIAGRAMS SHOW
ON-ON-ON SWITCH IN TH IS POSITION
TOGGLE IN
UP POSITION
EXAMPLE OF ON-Q N-QN 4 POLE SWITCH ACTUATION
~
10
o-P
10
to
~
10
to
~
10
"-h
I
"-h
I
~
10
~
10
~
10
~
10
I 0
+
TOGGLE IN
UpPOSiTlON
+
TOGGLE IN
~
10
""+0
+
TOGGLE IN
"CENTER" POSITION
"DOWN" POSITION
NOTE:
ALL APPLICABLE DIAGRAMS SHOW ON-ON-ON
SWITCH IN THIS POSITION
Figure 24-3. Electrical Symbols (Sheet 2 of 2)
24-7
FlightSafety.
""""""'"'
P555
24-65-01
&- W8
ON
"
H12SA20
7.5A
CBS2
L BLEED AIR
CONTROL
--;:==j2P'f.~~
H131A20 - : o - H232A20 -
t L H12SB20~ff'
,
A
C
H15SB20 -
EtOl VALV E - BLEED AIR

PR ESSURE REGULATOR
AND SHUTOFF, L
O FF
A146 PANEL ASSY CIRCUIT BREAK ER. R 61
Sl SWITCH - BLEED
AIR CONTROL, L
A224 PANEL ASSYSUBPANEL, R INBOARD 6 1
E177Jl P411
RD- @ =ID= H132B20

~132A20
CR219
I
I
[ ]
WH - @
~----~
-<ll'Hl29D20~@RD
CR209
H252A20N
22~!H229A22
-----1-1+,
J313
P313
El77 VALVE -PNEUMATIC BLEED

AIR SHUTOFF, L
r415
P567 E305J1
H133A20N ----+-~-+,
H133B20
P517
f- H235B22
37
21
6 ENVIROFF
4
CLOSED
......- ... OPEN
CR1~11-~H147B20 H1 47A20N
"'
315105 E- Hl30B22
H223A22
"
E305 VALVEPN EUMATIC BLEED

TEST, LEFT
S303J1
P513
I
I
2 @ WH
H252B20
H229B22 - ]
H235A22 31-51-06
__] 91-46-01
BJ
2, ~~
~ = ;::~::;~
3H11....--1..,-,
H128D20 -
CLOSE AT
~ 44PSI
S303 SWITCH--0VER
P563
_~{C~===P
=R=E=S=S~U~R~E~.LO-_l
1 - - - - - - - - - - - - - - - - - + H f + + - - 1 - - - - H245A20 -
I-------,-----,-""..-----H+~-+---H243A20 P155
J155
H236A20N f I q
9HO." [_ _
KEY
r-
H136A22 -
31-51-02
-:-
CA p . J
[ - H244A20 -
21-31-02
H231 A20 :==::j~:::I::j::t:=t==:;-1
H251A22
H157A20 -
L:J
H246B20 -
CLOSE AT
44 PSI
S315 SWITCH-OVER
PR ESSURE, L CENTER
Pl 1S
@
,
A317 MODULE ASSY BLEED AIR CONTROL
P29 I _ SP5.P29.A SP5

CR2
B t SP6-P29-B
SP6
[]
P2
P2-I-SP5
"
"
5
, - - - H152A22r - - H151A22 _
J104
It---
2
3
8
,--- H247A22 H249A22 -
.:1..
GS22-SP6 GS22 -:-
""02 E- '"t"",===",,,,-----1
E243 DETECTOR -
BLEED AIR OVERTEMP
L __] 91-13-01
P564
E15 VALVEPRECOOLER THRU
~--,
FP28
SP7
A r - 1 - SP7-P2S-A I
SP5-SP7 - . CR'
~ B t - SPSP28-B
GS24-S PS - . ,
E
SPS
GS24 ~
CDFI - - - - - - - . -
I
~==j9-----
E
D
~,
'f_
P2S-C-P2-K - - - - -
E14 VALVEPRECOOLER BYPASS
W ",-
P515
I---
B r-....
DD
EE
I--
E303 SENSOR- TEMP, CENTER
J50 ~ P501
X
LL
P2-..!-P28-D
C
A
- -] 91-50-01
El'2 SENSOR- TEMP, L
P49'33.--<=:-------
A2 13 ENGINE SECTION ASSEMBLY, L 6 1 6 2
L- H210A20 - - - l...-....- H21' A20N -
H241A20N
~t~=~
E1S4 HEATER-ACM EJECTOR
Figure 24-4. Sample Wiring Diagram (Sheet 1 of 2)
24-8
FOR TRAINING PURPOSE S ONLY
Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAI N ING M ANUAL
REFERENCE
DESIGNATOR
PART
NO.
DESCRIPTION
INSTL
ZONE
USABLE
ON
CODE
21-31-01
A146CB82
72772-7
CIRCUIT BREAKER-L BLEED AIR CONTROL
A213CRl
tN4005
DIODE- TRANSIENT SUPPRESSION ..
A213CR 2
lN400S
DIODE-TRANSIENT SUPPRESSiON ....
A213E14
129-380001 -3
VALVE-PRECOOLER, BYPASS ...
A213E1S
129-38000101
VALVE-PRECOOLER , THROUGH ..... .
A213P28
MS3476L12-8S
PLUG-PRECOOLER BYPASS VALVE ..
A213P29
MS3476W8-33S
PLUG-PRECOOLER THROUGH VALVE ....... .
A213SP5
11S110E19
SPLICE-SUPPRESSOR DIODE CR2 ...
A213SP6
115110E19
SPLICE-SUPPRESSOR DIODE CR2...
A213SP7
115110E19
SPLICE-SUPPRESSOR DIODE CRL
A213SPB
115110E19
SPLICE-SUPPRESSOR DIODE CRl
A214S4
, 00-389018-19
SWITCH-RUDDER BOOST SENSE ...
A224S1
MS27408-4A
SWITCH-L BLEED AIR VALVE CONTROl. ..
A317
114-364140-7
PRINTED CIRCUIT BOARD ASSY-BLEED AIR CONTROl. ..
A317Jl
114-364140-3
RECEPTACLE-PCB ASSY. ..
. ... ...............
CAtC1
lN4Q05
DrODE- BLEED AIR FINAL SHUTOFF VALVE, LEFT...
CR209
CR219
DIODE-PNEUMATIC BLEED AIR TEST. LEFT...

TRANSIENT SUPPRESSION DIODE-PNEU BL AIR VALVE, l. ..
EtC1
lN4005
lN400S
114-380059-3
EtC1
114-380059-1
VALVE-BLEED AIR PRESSURE REGULATOR AND
VALVE-BLEED AIR PRESSURE REGULATOR AND

SHUTOFF, l. ..
SHUTOFF. L (ALTERNATE FOR 1143800593) ..
El01Jl
E112
El77
El77J1A
El77J1B
E184
RECEPTACLE-BLEED AIR VALVE (PART OF El01 ) ... .... .... .. ....... .

AYLF51021
SENSOR-BLEED AIR OVERTEMP. ..
101 -381015-1
SHUTO FF VALVE-L INSTR AfR ...
1-480698-0
HOUSING-SHUTO FF VALVE, L INSTR RECEPTACLE .. ...
350690-1
776634-2
HEAT ER- ACM EJECTOR ...
PIN CONTACT.. . .
E243
HYLZ5 1598
DETECTOR- BLEED AIR OVERTEMP. ..
E303
E305
AYLF5102 1
SENSOR-GENTER BLEED AIR .. .... ..... ...... . .
118-380004-3
VALVE-PNEUMATIC BLEED AIR TEST. LEFT.
E305Jl A
'-480699-0
HOUSING-PNEUMATIC BLEED AIR TEST, LEFT
E305J18
350690-7
RECEPTACLE ..
Pl1BA
112-364017-25
PLUG-DET ECTOR BLEED AIR OVER TEMPERATURE ...
66010-2
' -480699-0
350689-'
SOCKET CONTACT. ..
P411A
HOUSING- L INSTRUMENT AIR SHUTOFF VALVE PLUG ..

SOCKET..... .
P493
MS27473E8B98S
PLUG- ACM EJECTOR HEATER ...
P512B
SOCKET CONTACT...
P5138
350689-'
'-480700-0
350689-1
P515A
MS3456L 1OSL-3S
PLUG-L TEMP SENSOR ..
P515B
MS3418-10N
CABLE CLAMP..... .
P515C
MS3420-4D
BUSHING ...
P513A
511
511
511
511
521
521
521
511
143
511
511
511
PIN CONTACT. ...
P118B
P411B
246
410
410
410
410
410
410
410
410
410
410
420
244
143
143
511
511
521
HOUSING-L OVER PRESS SWITCH PLUG ..

SOCKET CONTACT...
143
143
521
521
511
611
511
511
511
511
511
Figure 24-4. Sample Wiring Diagram (Sheet 2 of 2)
24-9
FlightSafety.
"'''''''''''"''
r---
I
I
I
I
I
I
I
I
I
I
I
I
I
BI-DIRECTIONAL HED-UE 325 AMPS
UNI-DIRECTIONAL HEDUA/B/C 275 AMPS
UN I-DIRECTIONAL HEDUA/B/C 275 AMPS
--
~I
I
I
""
l
I
I
I
--',--'
I or L
I
~,
I
I
I
I
I
I
I
I
STR/GEN
---,
1-------
I
I
BI -DIRECTIONAL HED- UE 325 AMPS
CTR
BUS
I
UNI-DIRECTIONAL HEDUAIB/C 275 AMPS ~ERY BUS
I
I
iE I
PI
AI
I
I
I
I
I
I
L GEN BUS
EXT
PWR
\,
_/
cr, - crj,
,- -,,---U
R
1'1'1'1'
BATTERY
-------------------1
=
=
=
=
=
=
=
GEN
CONT
I
I
RI'
I
IB
L'-.
I
I R GEN BUS
I
I
I
I
\
\
\
\
I
\
I
\
'-
I~-------------------
LEFT
RIGHT
BATTERY
BUS TIE
LINE CONTACTOR
SUB BUS
STARTER RELAY
EPR
STRIGEN =
GEN CONT =
EXT PWR
CRT BUS
RG
LG
EXTERNAL POWER RELAY

STARTER GENERATOR
GENERAL CONTROL
EXTERNAL POWER
CENTER BUS
RIGHT GENERATOR
LEFT GENERATOR
Figure 24-5. Electrical System Components
24-10
RI'
I~
I
GEN
CONT
LEGEND ABBREVIATIONS USED

L
R
B
BT
LC
SB
SR
RIGHT~
I
I
I
I~
--- -----
TRIPLE
FED
BUS
I
I
I
IR
Flight~ty.
ELECTRICAL SYSTEM
NOTES
The primary e lectrical system of the 1900

airliners is a 28 volt direct current (DC) system . Th ese airplanes also have an alternating current (AC) sys tem which derives its
power from the DC system and provides I 15
VAC and 26 VAC.
DC SYSTEM
The DC power sys tem is called a triple fed bus
sys tem becau se there are three sou rces of
power available. The power sources for the DC
sys tem includes a battery and two generators.
The generators are starterlgenerators, used
for engine starting and DC power generation
when the engines are operating. The aircraft
also has provisions for connecting a 28- VDC
externa l power source to the airplane during
ground operation . Power from these sources
is distributed to the individual electrical load s
through a multi-bu s system which is shown in
the simplified component locati on schematic
in Figure 24-5.
The electrical buses are the two generator
buses, triple fed bus , center bus, (there are
two center buses physically separated but electrically joined) and the hot battery bu s.
The bu ses are protected by either Hall Effect
Devices (HED's) or current limiter s. The
HED 's on the UBIC models are rated at 275
amps and control th eir as soc iated Bu s Tie Relays. When current in excess of the rated value
and in the proper direction (unidirectiona l) is
exceeded, a signal is sent to the bus lie con trol printed circuit board to isolate the bus. The
UE mode ls have bi-directional HED 's, (sen sing in either direction for the generator bus tie
se nsors) and they are rated at 325 amp s. The
UE model al so ha s a 275 amp unidirectional
HED for the battery bus tie.
24-11
FlightSafety.
HALL EFFECT DEVICE

SYMBOL
-"
J--
1""'....j--
_\...\I - - ( (
I /.
--.J...,....<....~-
........:
FORWARD .
OVERCURRENT
SIGNAL OUTPUT
REVERSE
OVERCURRENT
SIGNAL OUTPUT
:x
0
A-NOT USED
~
0\1
J---
G/
-----<---~
B-GROUND CONNECTION FOR

BUS-TIE DEACTIVATE RELAYS
C-POWER INPUT TO CURRENT
SENSE DEVICE
D-TEST INPUTTO
CURRENT SENSOR
MODES OF OPERATION-UE (GEN TIES ONLY)

1.
2.
3.
4.
SENSES CURRENT DRAW IN BOTH DIRECTIONS

ALL SENSORS ARE DESENSITIZED DURING STARTING
ALL SENSORS ARE DESENSITIZED DURING LANDING GEAR OPERATION
ACTIVATES RESPECTIVE GEN TIE RELAY WHEN SENSING 325 15 AMPS
Figure 24-6_ Hall Effect Devices (Sheet 1 of 2)
24-12
Flight~ty.
TEST INPUT
POWER INPUT- ENABLES THE
275A CURRENT SENSING
GROUND SEEKING TERMINAL OF THE
BUS-TIE DEACTIVATE RELAY ON PCB A257
GROUND FOR THE

DEACTIVATE RELAY
ON PCBA257
-CLOSED WHEN THE BUS SENSE

SWITCH IS IN THE TEST POSITION
AND WHEN SENSING OVERCURRENT
___
J--_/ er-1-I
-'-..\1
-
.,l;
/.
...-<- -I- -
./
A-GROUND SEEKING TERMINAL OF

THE BUS-TIE DEACTIVATE RELAYS
/7i"
~0<f\/
"
FACTORY
f-:)
BENCH TEST ~
FUNCTIONS
\ )
B-GROUND CONNECTION FOR

BUS-TIE DEACTIVATE RELAYS
1./' C-POWER INPUT TO CURRENT
0'[
'2..3/
>'--....
SENSE DEVICE
D-TEST INPUTTO
CURRENT SENSOR
MODES OF OPERATION-UBICIE
1.
2.
3.
4.
SENSES CURRENT DRAW IN DIRECTION OF ARROW ONLY

ALL SENSORS ARE DESENSITIZED DURING STARTING
THE BATTERY BUS-TIE SENSOR IS DESENSITIZED DURING LANDING GEAR OPERATION
ACTIVATES RESPECTIVE BUS-TIE RELAY WHEN SENSING 275.5 AMPS
Figure 24-6. Hall Effect Devices (Sheet 2 of 2)
24-13
FlightSafety.
''',ma''''''''
LEFT GEN BUS/CTR BUS
, ~"
"~;
'"'
"~"
'"
~.
::tITOCL FWR
"'5
~,
COPILOT'S CIRCUIT BREAKER PANEL

@@@ 0 0 0@@@
00 0 0 @0000 @0 0 00
eBl
CB2
eB3
CB4
CB!i
coo
GBl
CBa
CSg
C810
CBI1
CB12
C8 13
C8 101.
e8 t 5
G816
C817
GBtB
CB19
CB20
C821
CB22
CB23
C824
CB25
C826
CB27
CB28
C829
CB30
C831 CB32
CB33
CB34
CB:l5
CB36
CB37
CB3B
CB39
CBoiO
C541
CB42
ZONE 133 CIRCUIT

BREAKER PANEL
(UE ONLY)
RIGHT GEN BUS/CTR BUS
FWD
000 0 000 .
C850
C864
CBS1
eBB5
CB52
em
CB53
eB6?
CB64
CB68
CBS5
CB69
CBS6
C870
CBS7
C871
CBS8
CB72
CB09
C873
C860
C874
C861
C875
CB62
e876
CB6J
C877
Figure 24-7. DC Electrical System Simplified Diagram (Sheet 1 of 2)
24-14
Flight~ty.
AC METER
INVERTER SELECT
SWTCH
DC VOLTMETER
~"V
.~
. Mm~ ~
..
0/;
,.
..,
c,O
VOLTMETER
SELECT
SWITCH
DC LOAD METERS
~ El
",,,,,,,,,,,.-
< ~.
-~
ACVOLTAGE/
FREQU ENCY
:-r. METER
RIGH T
STARTEA
TO
GENERATOR
276
-
lEFT
TO t
RELAY
UB!C SERIES
FIELD
GENERATOR
FIELD
250
-D
RIGHT
GENERATOR
BUSnE
RIGHT
GENERATOR
GENERATOR
SWITCH
325
,\~~{]~~
SWITCH
lEFT
GEN ERATOR
BUSTlE
60
NUMBER 1
NUMBER 2
INVERTER
FEEDER
INVERT ER
FEEDER
(PRIMARY)
(PRIMARy}
NUMBER 1
INVERTER
NUMBER 2
fEEDE R
INVERTE R
FEEDEA
(ALTERNATE)
(ALTERNATE)
EXTERNAL
POWEA
"--------r--~G;_O
BATTERY
CHARGE
MONITOR
BATTERY
BUS SENSE
LEGEND
RESET
SPRING)
l Ool.DED
TO CEm-ER
o
o
BATIERY POWER- 24 VDC
TEST
GENTlES
MAN CLOSE SPRiNG LOADEO
NOOM
OPEN
~~~RCLOSE
( LEVER LOCK
)
OUT Of CENieR
,==;r=;:
LEFT GENERATOR POWER-28 VDC

RIGHT GEN ERATOR POWER-28 VDC
Figure 24-7. DC Electrical System Simplified Diagram (Sheet 2 of 2)
24-15
FlightSafety.
U\iiiRdboal
BEECH 1900 AIRLINER MAINTENAN C E TRAI N ING MANUAL
:-r.
TO
GENERATOR
:-r:'-.,-_ _~ r-----~
.----,l-='=FT"O
RIGHT
STARTER
RELAY
STARTEA
RELAY
. ...
UBIC SERIES
FIELD
~
~ -0
75
--"""T'"" 250
TO t
GE NER ATOR
FIELD
RIGHT
GENERATOR
aus TIE
LEFT
GENERATOR
325
-+--+-
NO 1
RIGHT
GENERATOR
SWITCH
\~~~~~
SWITCH
60
NO.2
INVEATEA
INVEATER
(PRIMARY)
(pRIMARY)
FEEDER
FEEDER
(ALTERNATE)
EXTERNAL
POWER
(ALTERNATE)
~-----'===:/-Tnr~
275
BATIERY
CHARGE
MONITOR
BATIERY
BUS SENSE
RESET
(L~:b~g)
LEGEND
\!.O CENTER
D
D
BATTERY POWER- 24 VDC

lex GEN
0W
GENTlES ~
MAN CLOSE SPRING LOADED
FROM MAN CLOSE
NO~
TEST
OPEN
"" II
LGNTI{
RGENTI<
SAT TIE
"'"
RIGHT GENERATOR POWER-28 VDC
"'''
II
'"'" a
,""n~
Figure 24-8.
24-16
DC System-Battery OFF
FOR TRAIN ING PURPOS ES ONLY
TO CENTE R
.J
(LEVER LOCK
)
OUT OF CEN TER
RDCGEN
II
Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE TRA I NING MANUAL
:-r.
TO
GENERATOR
:-r.O~R;;;'G;CH"T
;---'
STARTER
'--"LE"'FT
~D
STARTER
RELAY
~
75
'-
LEFT
GENERATOR
SWITCH
325
250
"'RIGHT
~4 E
- O GENERATOR
BUS TIe
RIGHT
LINE
RIGHT
GENERATOR
~~~~
~~;J~CIO~N~ C~TO~~R ~~~~~~~S~W~'~TC!H)
r-
NO. \
INVERTER
GENERATOR
FIELD
......
TO t
RELAY
UBIC SERIES
FIELD
RIGHT
GENERATOR
BUS TIE
60
60
FEEDER
(PRIMARY)
BAmRY
CHARGE
MONITOR
BUS SENSE
RESET
LEGEND
LSJ'fJ~g)
TO CENTER
D
D

LEFT GENERATOR POWER-2B VDC
l DCGN
GENnES~
MAN CLOS SPRING LOADED
'0'
NORM 0
W
TEST
[I
OPEN
LGENTlt
"''"
RIGHT GENERATOR POWER- 28 VDC
[I
RGfNTIE
SATllE
"""
"'"'
MANl1ES
""
FROM MAN CLOSE
TO CENTER
( LEVER LOCK
OUT OF CENTER
R[l(GEN
11
Figure 24-9. DC System-Battery ON
24-17
TO
GENERATOR
TO t
GENERATOR
FIELD
UBIC SERIES
FIELD
250
LEFT
RIGHT
GENERATOR
BUS TIE
RIGHT
GENERATOR
SWITCH
GE NE RATO R
SWITCH
NO.1
INVE RTER
FEEDER
(PRIMARY)
BATTERY
BUS SENSE
RESET
LEGEND
SPR ING)
~O ~~~~~
LEFT GENERATOR POWER- 2B VDC
RIGHT GENERATOR POWER- 2B VDC
GEN TIES
MAN
;a
OSE SPR ING LOADED
FROM MAN CLOSE
W
TEST
TO CEN TER
NORM
OPEN
( LEVER LOCK
)
OUT OF CENTER
Figure 24-10. DC System-Generator Ties Man Closed
24-18
BEECH 1900 AIRLINER MAINTENANCE TRAINING M A NUAL
ro
GE NERATO R
UBIC SER IES
FIELD
LEFT
250
RIGHT
GENERATOR
BUS TIE
RIGHT
GENERATOR
SWITCH
GENERATOR
SWITCH
325
LEFT .
GE NER ATOR
BUS TIE
,--
-LEFT
CENTER
BUS
BATIERY
BUS SENSE
RESET
LEGEND
SPRING
lO,t,OED
\ 0 CENTER)
o
o
BATIERY POWER-24 VDC

TEST
GEN T1ES~
MAN ClOS SPRING LO,t,()EO
NORM
OP EN
FROM MAN ClOSE

roCENTER
( LEVER LOCK
l DC (,E N
OUT OF CENTER
""" 11
Figure 24-11 . DC System- Right Engine Start
FOR TRAI NING PURPOSES ONLY
24-19
FlightSafety.
,--- -----, ~-----'=

LEFT
STARTER
ro
RELAY
GENERATOR
FIELD
;-r.
O~R:CI:GCHC:T:-----'
STARTER
ro t
RELAY
UBIC SERIES
GENERATOR
FIELD
250
L
LEFT
GENERATOR
SWITCH
LOAD METER
-D RIGHT
GENERATOR
BUS TIE
RIGHT
RIGHT
LINE
CONTACTOA
rt~L~EFT~G~E~N~ERA~J~O~R~BU~S~:r--~~~l-~~~
GENERATOR
SWITCH
325
..:
LEFT D-
GENERATOR
BUS TIE
/""------1-. --I-_ _ ~ RIGHT

CENTER
' - -- -V BUS
BUS TIE
'0
60
NO.'
RIGHT GENERATOR BUS
--,- - DR'GENERATOR
GHT
r-- 0
LEFT
CENTER
BUS
NO. 2
INVERTER
60
INVERTER
FEEDER
FEEDER
(PRIMARY)
(PRIMARY)
NO. 1
INVERTER
NO.2
INVERTER
(ALTERNATE)
(ALTERNATE)
FEEDER
FEEDER
EXTER NAL
PO~R
;-r.
V-----====:;r--TiQ];=l!J
TRIPLE FED BUS
275
--+-
HOT BATIEAY BUS
BATIERY
CHARGE
MONITOR
BATTERY
SWITCH
BUS SENSE
LEGEND
o
o
RESET
ci.f::;~
TO CENTEfl)
BATTERY POWER~24 VDC

LEFT GENERATOR POWE R~28 VDC
RIGHT GENERATOR POWER~28 VDC
LOC GEN
GEN TIES
MAN CLOSE SP~ING LO.-,OED

FAOM MAN CLOSE
NORM
TEST
OPEN
If "'" I
I "'''
LGENTIE
IlATTlE
RGENTl
0''''
11
ClOSE
I """"
U
Figure 24-12. DC System-Right Generator ON
24-20
LOC~
TO CENTEfl
!
( LEVEfl
)
OUT OF CENTEfl
~
DC GN
Il
Flight~ty.
t~NERATOR
To t
GENERATOR
FIELD
UB!C SERIES
FIELD
250
L
lEFT
GENER ATOR
SWITCH
{ ] RIGHT
GENERATOR
BUSTlE
RIGHT
GENERATOR
SWITCH
325
lEFT
GENERATOR
BUS TIE
NO.2
NO. 1
INVERTER
INVERTER
FEEDER
(PRIMARY)
FEEDER
(PRIMARY)
BATIEAY
CHARGE
MONITOR
BUS SENSE
RESET
LEGEND
o
o
SeA<No)
LOADED
TO CENTER

lOCGlN
GEN TIES
M.o.N CLOSE SPRING LOADED
FROM MAN CLOSE
( ( ) NORM ( ( )
TEST
It
OPEN
.... I
lGENTlE
_GENnE
BATTIE
OPEN
OPEN
TO CENTEA
( LEVER LOCK
OUT OF CENTER
ROCGEN
II
""" 0
MANilES
Figure 2413. DC System-Left Engine Cross Start
2421
Flight~ty.
TO
GENERATOR
TO t
GENERATOR
FIELD
UBiC SERIES
FIELD
250
L {] RIGHT
GENERATOR
BUSTlE
~
LEFT
GENERATOR
SWITCH
325
LEFT
GENERATOR
RIGHT
GENERATOA
'\~~
5 ~~
SWITCH
D ,--
BUS TIE
--
LEFT
CENTER
BUS
r -- +''1/----'11 '--- - ".FEEDER

(PAIMARY)
EXTERNAL
~~__~~~~/?~~~---'~[l~~O~R
275
--+-
BATIEAY
CHARGE
MONITOR
BUS SENSE
LEGEND
SPRING)
LOADED
TO GENrER
BATTERY POWER-24 VDC
RESET
TEST
GEN nes ~
FROM MAN CLOSE
MA~ CLOSE SPRING LOADED
NOflM
OPEN
TO CENTER
( LEVER LOC'
OUT OF CENTER
r====iF
LEFT GENERATOR POWER-2B VDC
RIGHT GENERATOR POWER-2B VDC
Figure 24-14. DC System-Both Generators ON
24-22
FlightSafety.
TO
GENERATOR
TO t
GENERATOR
UBIC SERIES
FIELD
FIE LD
75
~-0~~
'-
RIGHT
GENERATOR
BUS TIE
LEFT
GENERATOR
RIGHT
GENERATOR
SWITCH
SWITCH
~~6~~
LEFT
GENERATOR
BUSTlE
NO.2
INVERTER
FEEDER
NO.1
INVERTER
FEEDER
(PRIMARY)
(PRIMARY)
(ALTERNATE)
(ALTERNATE)
--275
BATIEAY
CHARGE
MONITOA
BUS SENSE
RESET
LEGEND
0a
LDCGEN
~ l~llE
SPRING)
LOADED
BATIERY POWER- 24 VDC

LEFT GENERATOR POWER- 28 VDC
TO CENTER
NORM
TEST
'
GEN TIES
MAN ClOSE SPRING LOADED
I]
~~~TTRCLOSE
( LEVER LOCI(
)
OUI OF CENTER
R~ENllE
ROCGEH
I]
Bt~: IJ
Figure 24-15. DC System-Generator Ties OPEN
24-23
TO
GENERATOR
TO t
GENERATOR
FIELD
UBIC SERIES
FIELD
75
~
'- -0
--+-
--r-
250
w.~
..
RIGHT
GENERATOR
BUS TIE
LEFT
GENERATOR
SWITCH
RIGHT
GENERATOR
SWITCH
--325
NO. 1
INVERTER
INVERTER
(PR IMARY)
(PRIMARY)
FEEDER
FEEDER
(ALTERNATE)
EXTERNAL
POWER
(ALTERNATE)
;-r;
~---.==-=:;;r--Ti0-3
275
8ATIERY
CHARGE
MONITOR
BATIERY
BATIERY
SWITCH
LEGEND
BUS SENSE
RESET
SPRING
LOADED
TO CENTER)
o
o

LEFT GENERATO R POWE R-28 VDC
LOCGEN
1ft!
U
NORM
l GENTIE
"''''
GEN n ES ~
MAN CLOSE SPRI NG LOADED
FROM MAN CLOSE
OJ
OPEN
I] """
'"' ~
RGHInE
!lATTIE
Figure 24-16. DC System-Bus Sense Test
24-24
FOR TRAINING PUR POSES ON LY
TO CENTER
( LEVER LOCK
OUT OF CENTER
R DC GEN
FlightSafety.
.1ta,.tIoiMl
tro
GENERATOR
UBIC SERIES
~-0.,. ... E
FIELD
75
-"""T'"" 250
...
BUS TIE
LEFT
GENERATOR
SWITCH
NO I
INVERTER
RIGHT
GENERATOR
60
NO. 2
INVERTE R
FEEDER
FEEDER
(PRIMARY)
(PRIMARY)
BATIERY
CHARGE
MONITOR
BUS SENSE
RESET
L~'TJ~) A
LEGEND
TO CENTER

lOCGN
GEN TIES~
MAN eLOS
NORM
TEST
OPEN
LGENTIE
"'''
II
RGENILl'
0. .
SPRING LOADED
FROM ... .vi CLOSE
TO CENTEA
( LEVER LOCI(.
.oc""
OUT OF CENTER
a..., TIE
"''' 11
MAN TlES
(LOS,
11
Figure 24-17. DC System-Both Generators Failed
24-25
Flight~~ty.
,-------:L-=E=FT==
'O
, =O"A
"'G"H
-:r:----,
STARTER
STARTER
ro
RELAY
GENERATOR
RELAY
UBIC SEAlES
FIELD
~
75
CAD METER
'-
LEFT
GENERATOR
LEFT
LINE
250
;:r.~" E
RIGHT
- O GENERATOR
BUSne
, CONTACTOA
SWITCH
d~~~~~~~~,~EN-E-A~kr~E6~~DYf-l-7r'-:..-~325.
SUS TIE
LEFT
CENTER
BUS
NO. 1
60
) \ - - - , AIGHT
BUS TIE
CENTER
'1,---''1'----::1-' BUS
40
INVEATEA
FEEDER
(pRIMARY)
:2~ ___, ~ {]~~~ 3iNH; JA~A~T~OA~~~~~~~~b

NO. 2
60
40
INVERTER
FEEDER
{PRIMARY)
NO.1
NO.2
INVERTER
INVERTER
(ALTERN ATE )
(ALTERNATE )
FEEDER
FEEDER
EXTERNAL
POWER
:-r: ~
"-.,.-~~'------rrn~
LJ-
TRIPlE FED BUS
275
HOT BATTERY BUS
8ATIERY
CHARGE
MONITOR
BUS SENSE
RESET
LEGEND
BATIE RY POWER-24 VDC

"""G)
LOADED
TO CE NTEA
, IX""
to
NOFW
TeST
II
"'''
to
OPEN
LGNT1
RGtNTif
QATT1
G
TO '''''"
GEN nes
MAN CLOSE SPRING LOADED
"'''
MANTlES
"'"
"'''
FAOM MAN CLOSE
(L EVER LOCK
)
OUT OF CENTER
~DC(;EN
~
0
Figure 24-18. DC System-Right Generator Bus Short
24-26
IJ
Flight~ty.
,I
tTO
GENERATOR '
FIELD
:
TO t
GENERATOR
U8IC SEAlES
275
.....
,
FIELD
2~
{]RIGHT
GENERATOR
BUS n e
RIGHT
GENERATOR
SWITCH
LEFT
GENERATOR
BUSTlE
NO'
NO.1
INVERTER
INVEATER
FEEDER
FEEDER
(PRIMARY)
(PRIMARY)
EXTERNAL
POWER
"v--'===:/-Ior~
27.
BATIERY
CHARGE
MONITOR
GEN TlES~
SPRING LOAOO
fROM MAN CLOSE
TO CE""R
NORM
SUS SENSE
RESET
LEGEND
o
o
"",,aD 0
LOADED
TO CENTER

M,o.N ClOS
TEST
lDCGEN
OPEN
Ii """ I
LGENne
RGENTlE
OPU!
( LEVER LOCI(
OUT OF CENTER
ROCGEN
~)
BATllE
""'" IJ
~""
CLOSE
IJ
Figure 24-19. DC System-Center Bus Short
FOR TRAININ G PURPOSES ON LY
24-27
Flight~J!!!!ty.
:-r.
:0.
LEFT O I
STARTER
RELAY
TO
GENERATOR
FIELD
RIGHT
STARTEA
RELAY
UBIC SEAlES
TO t
GENERATOR
FIELD
250
OADMETER
LEFT
LEFT
LINE
' CONTACTOR
GENERATOR
SWITCH
GE NERATOR
CONTROL
325
LEFT O
GENERATOR
BUS TiE
r- -
- LEFT
LOAD METER
D RIGHT
GENERATOR
BUS TIE
RIGHT
RIGHT
LINE
CONTACTOR
~o
- -,
r-- -4-- A------.. RIGHT
CENTER
GENERATOR
SWITCH
RIGHT GENERATOR BUS
RIGHT
GENERATOR
BUS TIE
- -
40
CENTER
BUS
NO.1
INVERTER
BUS
60
NO.2
INVERTER
FEEDER
(PRIMARY)
60
FEEDER
(PRIMARY)
INVEATEA
NO.1
NO.2
INVEATER
(ALTERNATE)
(ALTERNATE)
FEEDER
FEEDER
EXTERNAL
POWER
:0.
v--~~~=Mn~
TRIPLE FED BUS
U-
275
-fl B~JTEAY
_ U
BUSTIE
BATIERY
CHAAGe
MONITOA
LEGEND
L~:b~
TO CENTER)
G
BATTERY POWER-24 VDC

GENTIES~
BUS SENSE
RESET
MAN eLOS
NORM
TEST
OPEN
LOCGEN
( LEVER LOCK
OUT OF CE NTER
ROCGfN
~E
I M~Ns IJ
Figure 24-20. DC System-TFB Short
24-28
_,
SPRING LOADEO
FAOIo4 MAN CLOSE
TO CENTER
:-r:
lEFT
STARTER
RELAY
TO
GENERATOR
FIELD
:-r:
RIGHT
STARTER
RELAY
UBiC SEAlES
TO t
GENERATOR
FIELD
250
RIGHT
GENERATOR
BUS TIE
LEFT
LEFT
GENERATOR
LINE
CONTACTOR
SWITCH
325
RIGHT
LINE :
CONTACTOR
RIGHT
GENERATOR
BUSTIe
LEFT
GENERATOR
BUS TIE
RIGHT
GENERATOR
SWITCH
40
NO.2
NO.1
INVERTER
INVEATER
FEEDER
(PRIMARY)
FEEDER
(PRIMAAY)
NO.1
NO.2
INVERTER
INVERTER
(ALTERNATE)
(ALTERNATE)
FEEDER
FEEDER
275
---BATIERY
~"""",_"'dj BUSTIE
BATIERY
CHARGE
MONITOR
LEGEND
~ ',""G)
BUS SENSE
RESET
LOADEO
TO CENTER
EXTERNAL POWE R
Figure 24-21. DC System-External Power Applied
24-29
Flight~ty.
HOT
BATTERY
BUS
RIGHT
CENTER
BUS
-,,
\
BATTERY
BUS
TIE RELAY
(K121)
RIGHT PITOT HEAT FEEDER

(F174)
Q~
CONTROL PCB
BATTERY
SWITCH
BATTERY
RELAY
(K135)
OOy
o
VOLTMETER-~
o SELECT
SWITCH
VOLTMETER
TEST
,,
.r
BATTERY
SHUNT
+1-
AMMETER [ _
/
I--'
BATTERY
BATTERY CHARGE
WARNING
ANNUNCIATOR
FAULT DETECTION
PCB (A127)
5A
VOLTMETER
(BATTERY-CB312)
TRIPL E
FEDB US
Figure 24-22. Battery Circuit-Simplified
24-30
"..,-0
+/
~
,
5A
BATTERY
(CB244)
~I~
-
TRIPLE-FED BUS FEEDER
BUSTIE~
5A
VOLTMETER
(CENTER BUS)
] BUSTlE PCB
CURRENT
SENSOR
CURRENT
SENSE
TEST
(CB66)
BUSTlE
TEST
SWITCH
BATTERY
CHARGE
MONITOR
PCB (A130)
Flight~~ty.
BEECH 1900 AIRLINER M AI NT E NANCE T RAINING MANU A L
BATTERY
NOTES
The aircraft battery is a 34-ampere-hour, 20

ce ll , air cooled nickel-cadmium battery. The
batlery is located in the right center wing area.
The battery relay, batlery bus tie, batte ry current sensor, and the hot batlery bus are also located in the same compartment.
The battery switch controls the battery relay
and the battery bus tie relay. When the batlery
sw itch is turned ON the battery relay closes
to apply power to the triple fed bus and the battery bus tie relay closes to apply power to the
center bu s.
24-31
--
FlightSafety.
Uffsf'
Wl 02Jl
P202
1
P116A20 -]
~7-i---i 2
P115A20 ~:-t----i 3
W68D22 - ]
~:-t----i 4
- W78C22 - ]
-'-"--l-----l 5 - D31 B20 - ]
-'--+--1 6 - D38B20 - ]
-"--l-----l 7 - L74A20 - ]
, - - - - 8-20"
8
L139A20-]
. . - - - 9-20 -,,'--+--1 9
- - - - - - - -]
, - - 10-20 ~,~,+--il 0
L45A22 -]
'-P1 28B20-]
,"
..- 11-20 "
11
--------]
12-20 "
12
--------]
'F1i9
'V""Fl09
XF159
5A
"F1iO
'V""-
273201
- 26-21-01
26-21-02
76-21 -01
76-21-01
33-21-01
33-11-01
SPARE
27-02-01
24-41-01
SPARE
SPARE
Fl07
IT5A1b
"F1'08
"
"
~'--Wl02
XF108
"SA"-
CHRONOG RAPH CLOCK

EXTERNAL POWER SENSOR
] 24-66-02
] 30-31-01
"
5
F126
STEREO
RIGHT NAV MEMORY
LEFT ENGINE FIRE EXT
RIGHT ENGINE FIRE EXT
L FIREWALL SHUTOFF VALVE
R FIREWALL SHUTOFF VALVE
INDIRECT AND DOOR ENTRY LIGHTS
COCKPIT EMERGENCY LIGHTING
"F127
F12a'
XF128
5
"F129
5
F13o'
'V""-
P502
~502
XF105
E152Jl
~
4
r;::::::::;::=~ 3
-+- P18A 12
r-o----I~
24-61 -02 [-P17A20j---r- + - Pl77B20

[IEP40A20 r--+-P l77A20
CR183
P3A20N
K121 RELAYBAT BUSTlE
I __
_~
P192
r-P8A20N
r---P9A20 - - ]
r---P46B20 24-62-01
r---P7A20 - -
'---E152W1
91-51 -01
E152 HALL
W309
_E_F_F_EC_T DEVICE_-o3.5.A-,,')
'P266A20
F174 LlMfTERPITOT HEAT FEEDER
E-
;:::===:-~:::;---P30A6 -~~
60A
~
24-62-02 E- Pl0A20 +-_--'25=...--"~
CR210 ~
1:.-: '
P176A20
5A
F161/XF161 LlMITER- ;-', '--\I,--t__--=-=_P1Ao=[]P175

BATIERY BUS FEEDER - -
P6A20T----"<~~6--f-P4A20 -------,..q).,l:
CB244
BATIERY
S6
SWITCH-BATIERY
A221 PANEL ASSYSUB PANEL , L OUTBOARD
-111
CR180
, ~
'35
REKLA
y
CR187
BATIERY
'--;r.-=--_ P176B20-P178A20--+-::-----+--==="----'
'---~-"
....
, f>- P182A20 -3 24-01-01 E- P181A20 -i"l.- P178B20- ++--------'
5A
5A
CB313 VOLTMETER _
CB312
~ P13A20N
CENTER BUS
VOLTMETE R-BATIERY
A232 CENTER SECTION ASSY-WING , R
Figure 24-23, Battery Circuit
24-32
W310 R120
-:
P2AO
11I
BT100
BATIERY
W223A18 - ] 24-64-01
W222A18WHT-18 - ] 24-01-01
~
BLU-1 8 ' - - W280
_
Flight~~ty.
Battery current and voltage can be monitored

with the battery ammeter and voltmeter. A
battery monitor circuit continuously senses
the battery charge rate and illuminates the
BATTERY CHARGE annunciator if the charging current is above 7 amps for 6 seconds or
longer. If necessary, the battery sw itch can be
selected OFF to disconnect the battery from
th e charging sys tem.
NOTES
24-33
Flight~ty.
BUS TIE CONTROL

PCB (A257) f
VOLTMETER SELECT SWITCH

AND VOLTMETER
! I
.-,,,
"
EXTERNAL
POWER
SWITCH
36
33
34
35
31
HOT
BATIERY
BUS
SA
7.5A
EXTERNAL
POWERCB
1+
,--.
C:
EXTERNAL
POWER
ANNUNC IATOR
32
OVERVOLTAGE
SENSOR PCB
(A170)
-=-
LEFT
CENTER ~-'
BUS
....c:--<t
EXTERNAL
POWER
RELAY (K4)
Figure 24-24. External Power Circuit-Simplified
24-34
I
EXTERNAL
POWER
RECEPTACL E
Flight~~ty.
BEECH 1900 AIRLINER M A INTEN A NCE TR AINING MANUA L
EXTERNAL POWER
NOTES
The external power receptacle is located behind the left wheel well. It requires a negatively
grounded AN type APU plug . Whenever external power is to be used, the aircraft battery
should be ON to stabilize APU voltage output
and to act as standby power in the event of an
APU failure . Having the battery on also energizes the avionics power relay(s) as long as
the avionics master switch is OFF. This would
then prevent the pos s ibility of power spikes
bei ng applied to the avionics equipment.
A hot-wired external power annunciator will
illuminate anytime external power is plugged
into the aircraft- it does not have to be turned
ON. Once the battery switch has been turned
ON, external power can be selected ON. Ex ternal power being applied can be verified
prior to switching it ON by observing the ex ternal power vol tage through the DC power selector switch.
Reverse polarity protection and overvoltage
protection are provided through a printed circuit board. The overvoltage protection is set
at 32-34 VDC . The printed circuit board is
located on the stall heat resister pane l behind
the LEFT nacelle for the UB/C models and in
zone 143 for the UE models .
24-35
Flight~ty.
BEECH 1900 AIRLINER MAI N TE NAN C E TRAI N I NG M AN UAL
24-62-01 [ - P12B20 -;::=4_ _- .

W187Jl
246602 [
P129
- Jl 26 CR2 A ~ P12F20
~
oJ 91-36-01
P149A20
_ _1-'P16B20 _
P16A20
1"i 2
6 I
I
P148A20 5
4"
_ ] 2401 01
51
SWITCH-
EXTERNAL
POWER
A221 PANEL ASSEMBLY
SUBPANEL, lH OUTBOARD
Jl
36
33
34
SEE 32-05-02
FOR INTERNAL
DIAGRAM
J216
P218
- P130A20
P216
6 - P16C20
3 P130B20
7
4
1
2
- P129A20
, - - P1580
24-63-01
g~ :0~28A2~'26820-J
231A2
3
231822--] 31-51-05
-) 91-4601
- - 391-48-01
A1 70 PCB ASSEMBLY
BRAKE DEICE CONTROL
AND ICE VANE SENSE , LH
P532
J501
PSO,
24-61-01 [ _ . - P
- + - P51BO
W5
Jl
24-61-01 E-
--"
8
~P152A20N
- ~
91-25-01 [-
J1 -8-K4 ~
CR4
Jl10K4
K4
RELAY-
EXTERNAL
POWER
--J91 -50-01
A184 PANEL ASSEMBLY-ELECTRICAL EQUIPMENT, NACELLE , LH
Figure 24-25. External Power Circuit-UE
24-36
==:;=iF=6+
W101 /
P175 820NI- - h
-!
J313 P3l3
FOR TR AININ G PU RPOS ES ONLY
P129B20
r--- P1 5AO
35 I-P175A20
~ P14A20
7 .5A
CB18B EXTERN ALPOWEA
J112
/
W100
RECEPTACLE
EXTERNAL
POWER
FlightSafety.
Ua"..tlo....
BEECH 1900 AIRLINER MAI N TENAN C E TRAINI NG MANUA L
P334
24-52 [-P12820+ -",

3
24-53 [ - P12F20
"
'" :
P16A20
6 I
I
P149A20
A151Jl
6
24-53 [- iE -] 24-01
P16B20
P148A20-
4~ 5
8212
SWITCHEXTERNAL
POWER
A221 PANEL ASSEMBLY

SUBPANEL. LH OUTBOARD
*,:;: ooJl P195
~
~
6
3
- P130A20
- P129A20
- P175A20
- P128A20
J216 P216
6 I- P16C20
3 i-Pl30820
7
4
1
2
5
"-.r...- P14A20
7.5A
CB 186 EXTEANALPQWER
P129820
r - - P15AO
P 1580
J31S P315
~ P128B20--] 24-53
- -) 91-23-01
"'"
Uloo
J313 P313
.-w23 1 A2~ W231822
J 31-51-04
. Wl0l . / '
P17S 820N----1h
-!
/
W100
J112
RECEPTACLE
EXTERNAL
POWER
--J91-46
PCB ASSEMBlYOVERVOLTAGE
SENSOR AND
ADVISORY LIGHT
A231 CENTER SECTION
ASSEMBLY-W ING , LH
24-51-01
P532
Jl
'7'. - WS
24-51-02 [ - P51AO-. l~-r:;
- P51BO-+ l
CR4
91-25 [-
Jl -8-K4 ~ RELAYK4
~ K4-GND
A 184 PANEL ASSEMBLY
EXTERNAL
POWER
ELECTRICAL EQUIPMENT, NACELLE , LH
Figure 24-26. External Power Circuit-UB/C
FOR TRAINING PUR POSES ONLY
24-37
FlightSafety.
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A221 PANEL ASSEM81YSU8PANEL. l OUTBO.6.RD . ,
Figure
24-38
CROSS START SIGNAL INPUT
04
DC GENERATOR CONTROL PANel SHELF
24~28.
Generator Control Schematic--UC/E
REMOTE TRIP
L-:==:-:::::::-::-::=,-,=",~
VRHIO REGULATOR-VOLTAGE
FlightSafety.
Iei.iiItioIeI
BEECH 1900 AIRLINER M A INTENANCE TRA INING MANUAL
STARTER/GENERATORS
The engine generators are rated at 300 amps.
Indi vidual control switches are provided in
the left subpanel. The control switches are
placa rded Lor R GEN-OFF/ON/GEN RESET.
The generators are self-excited and do not require battery power for operation. To bring the
generators on line, the generator switch must
be momentarily held (one seco nd) in the
RESET po si tion. The generator voltage will
build to 28 volts and when the switch is released to the ON position , the line contactor
will close, providing ge nerator voltage to its
respective generator bu s.
Normally, the generator control units do not

require any maintenance other than periodic
vOl tage checks and possible adjustment. There
are directions in the 1900 Maintenance Manual on how to assemble a breakout box for indepth troubleshooting of the inputs and outputs
of the control unit.
NOTES
The generators are regulated by generator control units which provide:

I.
Voltage regulation- 28.25 +/- .25 volts
2.
Overvoltage protection-32-3 4 volts
3.
Reverse current sensing and cutout .5 vo lts
4.
Automatic paralleling-w ithin 10 %
5.
Cross-start voltage control-limits output

to approximately 250 amps
Figure 24-27. Starter/Generator
24-39
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Figure 24-29. Generator Control Schematic-US
24-40
GROU ND (F IELD RETURN)
FIELD VOLTAGE OUT
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Figure 24-30. DC Power Panel-UE
24-41
FlightSafety.
ioIaiaticwel
BEECH 1900 AIRLINER MAINTE N A NCE T RAINING MANUAL
~A 1 84W5
EXTERNAL POWER
/A185W3
Ir"OW' J
CENTER BUS
TO START ER INPUT [
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24-42
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24-45
UOlidWei
FlightSafety.
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Flight~ty.
L GENERATOR BUS:
FLAP MOTOR
FLAP CONTROL AND INDICATOR
NOSE WHEEL STEERING
CONTROL (OPT)
AUTOFEATHER
FLIGHT INSTRUMENT LIGHTS
ENGINE AND AVIONICS INSTR
LIGHTS
A BLEED AlA CONTROL
VENT BLOWER CONTROL
L FUEL VENT HEAT
BRAKE DEICE (OPT)
l ENG ANTI-ICE
CONTROL (MAIN)
A ENG ANTI-ICE
CONTROL (MAIN)
L GEN BUS T IE POWER
L LANDING LIGHT
TAIL FLOOD LIGHT (OPT)
l ENGINE AUTOMATIC
PROP DEICE
A FIAEWAlL VALVE
INVERTER NO. 1
POWER STEERING PUMP
MOTOR (OPT)
NO.2 AVION ICS BUS
FWO VENT BLOWER
ANTI -SKID PUMP
MOTOR (OPT)
L WINDSHIELD ANTI-ICE
FURN ISHING CONTROL (OPT)
L AUX FUEL TRANSFER
PUMP
ANTI-SKID (OPT)
ANTI-COLLIS ION LlGHTFLASHING
PILOT PHONE
R GENERATOR BUS :
PITCH T RIM (OPT)
PROP SYNCHROPHASER
SUB PANEL, OVHD AND
IN STR LIGHTS
CABIN INDIRECT (AISLE)
LIGHTS-FULL
EDGE LIGHT PANElS
READING LIGHTS
RIGHT GEN BUS TIE POWER
L ENG ANTI ICE
CONTROL (STANDBY)
R ENG ANTIICE
CONTROL (STANDBY)
R FUEL VENT HEAT
AIR COND ITIONER CLUTCH
STALL WARNING HEAT
ALTERNATE STATIC HEAT
A LANDING LIGHTS
RECOGNITION
LIGHTS
R ENGINE AUTOMAT IC
PROP DEICE
L FIREWALL VALVE
INVERTER NO. 2
R WINDSHIELD ANTIICE
NO.3 AVIONICS BUS
AFT VE NT BLOWER
PROP GOV TEST
MOD/FURN ISHINGS POWER
RAUX FUEl TRANSFER
PUMP
EMERG ENCY LIGHTS (OPT)
ANTI-COLLI SION lIG HTSTROBE (OPT)
PA AND COPILOT PHONE
SECONDARY NAV IGATION LIGHT
TRIPLE FED BUS :

L FUEL FLOW INDICATOR
L Oil TEMP INDICATOR
lOll PRESS INDICATOR
L FIRE DETECTION
LIGN ITION POWER
L START CONTROL
L BLEED AIR WARN ING
STALL WARNING
ANNUNCIATOR POWER
LANDING GEAR WARNING
HORN SILENCE
CABIN TEMP CONTROL
BATIERY BUS TIE POWER
AVIONICS MASTER CONTROL
AUTO PROP DEICE CONTROL
AVIONICS ANNUNCIATOR
NO. , AVIONICS BUS
LANDING GEAR CONTROL
l FUEL QUANTITY
L FUEL PRESSURE
WARNING
L FUELLQW LEVEL
WARN ING
L PROPELLER TACHOMETER
l TURBINE TACHOMETER
RUDDER BOOST
PILOT SPEAKER
AND CONTROL
R FUEL FLOW INDICATOR

R O il T EMP INDICATOR
R OIL PRESS INDICATOR
A FIRE DETECTION
A IGNIT ION POWER
R START CONTROL
R BLEED AIR WARNING
AURAL WARNING
ANNUNC IATOR INDICATOR
LAND ING GEAR POSIT ION
CONTROL
L BLEED AlA CONTROL
CURRENT SENSE TEST
CABIN PRESS CONTROL
PILOT ENCODING
ALTIMETER (OPT)
L PITOT HEAT
FUEL TRANSFER VALVE
R FUEL QUANTITY
R FUEl PRE SSURE
WARNING
A FUEL LOW LEVEL
WARNING
R PROPELLER TACHOMETER
INSTRUMENT INDIRECT
LIGHTS
COPILOT SPEAKER
OVERSPEED SENSOR
L CENTER BUS:
LANDING G EAR MOTOR
R FUEL BOOST PUMP
NO. , INVERTER POWER
L MANUAL PROP DEICE
R CENTER BUS :
CONDENSER BLOWER MOTOR
PNEUMATIC SURFACE DEICE
MANUAL PROP DEICE
CONTROL
R MANUAL PROP DEICE
WINDSHIELD WIPER MOTOR
GENERATOR RESET
NAV LIGHTS (PRI)
ICE LIGHTS
TAXI LIGHTS
l FUEL BOOST PUMP
NO.2 INVERTER POWER
G ROUND WAR NI NG LIGHT
CABIN INDIRECT
LIGHTS-PA RTIAL
LAND R FIRE EXTINGU ISHER
MONITOR
HOT BATTERY BUS

AND BATTERY BUS:
STEREO (OPT)
R NAV MEMORY (OPT)
L ENG FIRE EXTI NGUISHER
R ENG FIRE EXTINGUISHER
L F. W. SHUTOFF VALVE
R F. W. SHUTOFF VALV E
EXTERNAL POWER
OVERVOLTAGE SENSOR
AND ADVISORY LIGHT
DOOR ENTRY
LIGHTS
COCKPIT EMER LIGHTS
CONTROL WHEEL CLOCK
R PITOT HEAT
(BATTERY BUS)
CABIN LOAD ING LIGHTS
CARGO COMPARTM ENT
LIGHTS
UE MODELS
Figure 24-36. Component Power Sources (Sheet 1 of 3)
FOR TR AINING PURPOSES ONLY
24-47
FlightSafety.
iltel loatbel
L GENERATOR BUS:
FLAP MOTOR
POWER STEERING
CONTROL (OPT)
EMERGENCY LIGHTS (OPT)
AUTOFEATHEA
ENGINE AND AVION ICS INSTA
LIGHTS
A BLEED AIR CONTROL

VENT BLOWER CONTROL
L FUEL VENT HEAT
BRAKE DEICE (OPT)
L ENG ANTI ICE

CONTROL (MAIN)
R ENG ANTIICE
CONTROL (MA IN)
L GEN BUS TIE POWER
L LANDING LIGHT
ROTATING BEACON
TAIL FLOOD LIGHT (OPT)
L ENGINE AUTOMATIC
PUMP

STROBE LIGHTS (OPT)
R LANDING LIGHTS
RECOGNITION
LIGHTS (OPT)
R ENG INE AUTOMATIC
PROP DEICE
L FIREWALL VALVE
INVERTER NO. 2
R WINDSHIELD ANTI-ICE
NO.3 AVIONICS BUS
AFT VENT BLOWER
PROP GOV TEST
MOD/FURNISHINGS POWER
RAUX FUEL TRANSFEA
PUMP
TRIPLE FED BUS:

L OIL TEMP INDICATOR
L OIL PRESS INDICATOR
L FIRE DETECTION
L IGNITION POWER
L START CONTROL
L BLEED AIR WARNING
STALL WARN ING
ANNUNC IATOR POWER
HORN SILENCE
COCKPIT VOICE
RECORDER (OPT)
CABIN TEMP CONTROL
BATTERY BUS TIE POWER
PILOT TURN AND SLIP
INDICATOR
AUTO PROP DE ICE CONTROL
NO. 1 AVIONICS BUS
L FUEL QUANTITY
L FUEL PRESSURE
WARNING
L FUEL LOW LEVEL
WARNING
LANDING GEAR MOTOR

R FUEL BOOST PUMP
NO. 1 INVERTER POWER
L MANUAL PROP DEICE
PROP DEICE
R FIREWALL VALVE
INVERTER NO. 1
POWER STEERING PUMP
MOTOR (OPT)
NO.2 AVIONICS BUS
FWD VENT BLOWER
ANTI-SKID PUMP
MOTOR (OPT)
L WINDSHIELD ANTI ICE
FURNISHING CONTROL
L AUX FUEL TRANSFER
R GENERATOR BUS:
ANTI-SKID (OPT)
PITCH TRIM (OPT)
PROP SYNCHRQPHASER
SUB PANEL, OVHD AND
INSTR LIGHTS
LIGHTS-FULL
EDGE LIGHT PANELS
NO SMOK ING/FASTEN SEAT
BELT AND READING LIGHTS
L ENG ANTI ICE
CONTROL (STANDBY)
A ENG ANTI ICE
CONTROL (STANDBY)
R FUEL VENT HEAT
AIR CONDITIONER CLUTCH
STALL WARNING HEAT
L CENTER BUS:

R OIL TEMP INDICATOR
R OIL PRESS INDICATOR
R FIRE DETECTION
R IGNITION POWER
R START CONTROL
R BLEED AIR WARNING
AURAL WARNING
ANNUNCIATOR INDICATOR
LANDING GEAR POSITION
CONTROL
L BLEED AIR CONTROL
CURRENT SENSE TEST
CABIN PRESS CONTROL
L GEN BUS TIE POWER
AND CONTROL
PILOT ENCODING
ALTIMETER (OPT)
LIGHTS-PARTIAL
L PITOTHEAT
FUEL TRANSFER VALVE
R FUEL QUANTITY
R FUEL PRESSURE
WARNING
R FUEL LOW LEVEL
WARNING
R CENTER BUS:
CONDENSER BLOWER MOTOR
PNEUMATIC SURFACE DEICE
MANUAL PROP DEICE
CONTROL
R MANUAL PROP DEICE
WINDSHIELD WIPER MOTOR
GENERATOR RESET
NAV LIGHTS
ICE LIGHTS
TAXI LIGHTS
L FUEL BOOST PUMP
HOT BATIERY BUS

AND BATIERY BUS:
STEREO (OPT)
R NAV MEMORY (OPT)
L ENG FIRE EXTINGUISHER
R F. W. SHUTOFF VALVE
EXTERNAL POWER
OVER-VOLTAGE SENSOR
AND ADVISORY LIGHT
DOOR ENTRY AND AISLE
LIGHTS
COCKPIT EMER LIGHTS
FWD BAGGAGE DOOR AND
WARNING LIGHTS
CONTROL WHEEL CLOCK
R PITOT HEATER
(BATTERY BUS)
UC MODELS
24-48
Flight~ty.
BEECH 1900 AIRLINER M A INTENAN C E TRAININ G MA N UA L
L GENERATOR BUS:
R GENERATOR BUS :
L CENTER BUS:
FLAP MOTOR
ANTI-SKID (OPT]
PITCH TRIM (OPT)
PROP SYNCHAOPHASER
SUBPANEL, OVHO AND
INSTA LIGHTS
LANDING GEAR MOTOR

R FUEL BOOST PUMP
L MANUAL PROP DEICE

POWER STEERING
CONTROL (OPT]
CHIP DETECTOR (IF INST)
AUTOFEATHER
ENGINE AND AVIONICS INSTR
LIGHTS
R BLEED AIR CONTROL
VENT BLOWER CONTROL
L FUEL VENT HEAT

BRAKE DEICE (OPT)
L ENG ANTI-ICE
CONTROL (MAIN)
A ENG ANTI-ICE
CONTROL (MAIN)
L LANDING LIGHT
ROTATING BEACON
TAll FLOOD LIGHT (OPT)

L ENGINE AUTOMATIC
PROP DEICE
A FIREWALL VALVE
INVERTER NO. 1
POWER STEERING PUMP
MOTOR (OPT)
NO.2 AVION ICS BUS
FWD VENT BLOWER

ANTI-SKID PUMP
MOTOR (OPT)
L W INDSHIELD ANTI-ICE
LIGHTS-FULL
EDGE LIGHT PANELS
NO SMOKING/FASTEN SEAT
BELT AND READING LIGHTS
L ENG ANTIICE
CONTROL (STANDBY)
R ENG ANTI ICE
CONTROL (STANDBY)
R FUEL VENT HEAT
AIR CONDITIONER CLUTCH
STALL WARNING HEAT
STROBE LIGHTS (OPT)
R LANDI NG LIGHTS
RECOGNITION
LIGHTS (OPT)
R ENGINE AUTOMATIC
PROP DEICE
L FIREWALL VALVE
INVERTER NO.2
R W INDSHIELD ANTIICE
NO.3 AVIONICS BUS
AFT VENT BLOWER
PROP GOV TEST
(UB-57 AND AFTER)
TRIPLE FED BUS :

L OIL TEMP INDICATOR
L O IL PRESS INDICATOR
L FIRE DETECTION
L IGNITION POWER
L START CONTROL
L BLEED AIR WARNING
STALL WARN ING
ANNUNCIATOR POWER
HORN SILENCE
PROP GOV TEST (UBl THRU
UB-56) (UA-1 THRU UA-3)
CAB IN TEMP CONTROL
BATIERY BUS TIE POWER
PILOT TURN AND SLIP
INDICATOR
AUTO PROP DEICE CONTROL
NO. 1 AVIONICS BUS
L FUEL QUANTITY
L FUEL PRESSU RE
WARNING
L FUEL LOW LEVEL
WARNING

R OIL TEMP INDICATOR
R O IL PRESS IND ICATOR
R FIRE DETECTION
R IGNITION POWER
R START CONTROL
R BLEED AIR WARNING
AURAL WARNING
ANNUNCIATOR INDICATOR
LANDING GEAR POSITION
CONTROL
L BLEED AIR CONTROL
CURRENT SENSE TEST
CABIN PRESS CONTROL
L GEN BUS TIE POWER
ANQCONTROl
PILOT ENCODING
ALTIMETER (OPT)
LIGHTS-PARTIAL
L PITOT HEAT
FUEL TRANSFER VALVE
R FUEL QUANTITY
A FUEL PRESSURE
WARNING
R FUEL LOW LEVEL
WARNING
R CENTER BUS:
CONDENSER BLOWER
MOTOR
PNEUMATIC SURFACE
DE ICE
MANUAL PROP DEICE
CONTROL
R MANUAL PROP DEICE
WINDSHielD WIPER
MOTOA
GENERATOR RESET
NAVLlGHTS
ICE LIGHTS
TAXI LIGHTS
L FUEL BOOST PUMP
NO.2 INVERTER POWER
HOT BATTERY BUS

AND BATTERY BUS :
STEREO (OPT)
R NAV MEMORY (OPT)
L ENG FIRE EXTINGUISHER
R F. W. SHUTOFF VALVE
EXTERNAL POWER
OVERVOLTAGE SENSOR
AND ADVISORY LIGHT
DOOR ENTRY AND AISLE
LIGHTS
COCKP IT EMER LIGHTS
FWD BAGGAGE DOOR AND
WARNING LIGHTS
CONTROL WHEEL CLOCK
R PITOT HEATER
(BAITERY BUS)
UB MODELS
FOR TR AINI NG PURPOSES ONLY
24-49
FlightSafety.
''',n _
NO. I INVERTER POWER

SELECT 7.5-AMP CIRCUIT
BREAKER (CB245)
NO. \ INVERTER CONTROL
5-AMP CIRCUIT BREAKER
(CB243)
-'------~--
TRANSZORB
(CRI7S)
NO. I INVERTER
BLOWER (8113)
IF INSTALLED
NO. 1 INVERTER
POWER SELECT
RELAY (K144)
NO.2 INVERTER
115 VAC POWER
10-AMP CIRCUIT
BREAKER (CB21S)
NO.1 INVERTER (PSI11)
DETAIL A
LH NACELLE INVERTER
INSTALLATION ZONE 522
NO. 2 INVERTER
POWER SELECT
RELAY (K14S )
NO. 2 INVERTER (PSI12)
DETAIL B
RH NACELLE INVERTER
INSTALLATION ZONE 622
Figure 24-37. AC System Component Locations
24-50
OCTOBE R 1999
FlightSafety.
'ola,WltkAMI
BEECH 1 900 AIR LIN ER MAINTEN A NCE TRAINING MA NUAL
NOTES
ACSYSTEM
power for the AC system is provided by tw o
solid state inverters. The inverters convert DC
inp ut power to a s ingle phase 400 HZ AC at
l iS vo lt s and 26 volts. The rated capacity of
each inverter is adequate for the total aircraft
AC load.
Th e 1900 UB/C models only have the ability
to use one inverter at a time. These aircraft have
a single inverter sw itch placarded "INVERTER
NO . I-OFF-NO. 2." Bringing an inverter on
lin e s ho uld ex tingui sh the INVERTER annun ciato r light. The voltage and frequency
can be checked by a combination gage on the
overhead panel. A failed inverter is indicated
by a steady INVERTER warning light.
Th e 1900 UE model is designed to have both
inverters operating at the same time. It ha s
tw o inverter switches labeled " INVERTER
NO. I" and " NO.2 " (both of which toggle to
ONIO FFI or BUS TRANSFER.) If either inverter should fail, the switch is moved to the
BUS TRANSFER position on the fai led inverter and the opposite inverter will then assume the load of the failed inverter. A
malfunctioning inverter is indicated by the
number I or number 2 AC BUS warnin g annun cia tor illuminating.
Normal power to operate the inverters co me
from their own respective generator buses ;
i.e. , number I inverter from the LEFT Gen
Bu s, number 2 from the RIGHT Gen Bu s. The
center bus is an alternate supply so urce in the
event of a generator bus fai lure.
In ve rter power se lec t re lay checks are performe d o n a regular basi s to insure the correct
power so urce is available to the inverters.
24-51
113MOd 1\1311113313
...
N
U1
N
""
't,m~~,~~,,'
CEB~ER
r;;:= -.
II
;.;J
NO 1 INVERTER
I~
I
''''''
LOAOSHED BUS
NO.1 INVERTER
I~_~OMMON
III
III
III
GND
()
'M
...Z
INVERTER NO 1
lIMITER(F l38)
CO
"T1
o:0
0
0
,.
-;
:0
~
Z
Z
21
rZ
'0 ,
INVERTER
POWEAswrrCH
G)
III
21
;;::
-U
C
:0
-U
o(J)
'"''
'OWER
INVERTER
NO.2
RELAY
(I< 155)
(J)
oz
NO 2 INVERTER
II 5 VAC LOADSHED
<M
NOTE
LIMITER (F139)
RGEN
au,
Ie LEfT GEN BUS

RIGKT GE N BUS
CENTER BUS
NO 2 INVERTER
BLOWER
THE TYPE OF INVERTER INSTALLED

MAY VARY BET WE EN AIRPLANES TO
-;
ACCOMMODATE DIFFERENT "'''IONIC
:0
CONFIGURATIONS REFERTOTHE
19000 AIRLINER WIRING DI.o.GRAM
LEGE NO
aus
I.OADSI-IEOBUS
()
INVERTER 00 2
-;
M" NUAl. FOR oPTIONo\!. WIRING NOT

SHOWN IN THIS GENERAl. SCfiEMATIC
NO 1 INVERTER 11 5VAC
NO 1 INVERTER 26VAC
NO 2 INVERTER 11 5VAC
G)
;;::
NO,2 INVERTER 26 'lAC
Z
C
Figure 24-38. AC Schematic-UE (Inverters ON)
-_.
."
(C
~~
ipt....
'Ie
' - _.....~U
)
""
NO 1 ACBU S
LOADSfED
RELAY (1<151)
S--. RAOAR
r--
NO.1 INVERTER
NO, 1 INVERTER
26VAC
lOADSHED BUS
BLOWER
!~;=====~~~=~
lIMITERIFI21)
INVERTER NO I
~CV~RTER
CE NTER
BUS
POW ER SELECT
RELAY (Kl4-4)
B
A
DC POWER IN
G
F
C
0
26VACOUT
SYNC
N:;. COMMON GND
aND
,,--- ,
""
INVERTER NO 1
LIMITER (Fl38f
(C8245)
11SVACOUT
A~t~tl
(.0.127)
NO, 1 AC BUS
SELECT RELAY
(Kl$3)
ANNUNCIATOR
. I
INVERTER NO 1
"
C
JJ
"lJ
U)
~,,~~W-" ! t,
-1 '- ~~~JlWlTCH
:
...........
;B~411
"lJ
_":;;._
"
0>--,
INVERTER NO 2
U MITER(f!! 2) r
. .-rr
(cJ,,,
NO.:>
TRANSFER
Ir
L1
INVERTER
RELAY (9(145)
RELAY
POWER SELECT
NO 2
'(KI55)
OWE"
--~~~~ER
NO.1 INVEATER
....
~ 'I
i
DC POWER IN
26 VAC OUT
11!>VACQUT
..J:..
oAn
! II
...."'......U T n o :
ACCOMM~GND
oz
GNO
NO 2 INVERTER
I IS VAC LOADSHEO BUS
NO. 2 AC BUS
LOADSHED
",uw
(1(150)
(C8246) NO.2INVFRTI'R
I'UWl::H SELECT
(CBI24)
AC VQl..TS AND
FREOUENCY
METER
LEGEND
LEFT GEN BUS

RIGHT GEN SUS
CENTER8US
NO. 2 lWERTER I1!>VAC
NO 2 INVERTER 26 VAC
NO 2 INVERTER
BLOWER
...
III
0
0
,.
:lII
rZ
s::
NAV NO 2
0:
:z:
:lII
IMI ... I""'''' I'.&lnT
NO. 2AC BUS

WARNING lIGKT RELAY
(KI06)
.....
7!)-
INVERTER 00 2
UMITER (F!3\l)
NO 2
('"II
NO"'"2ACSUS
SELECT RELAY
(KI!>2)
INVERTER NO. 2
~,
L-
SYNC
U)
11SI/At:.
MAINTAINED BUS
1 .~ METER
(C821S)
~lmER
ATINOI
I I I
(CB!' 4)
I I.....L
'"'
f'la'tEs'"
~~TC~~ER
lEFTTOOOUE
METER
IIII I?
m
m
(')
~~g~OEO
~
.A..
........ ~
CE NTER
NAI/NO.2
GLARESHIELO A55Y
'"'
....._
NAVNO I
(C8213)
"""
JJ
~
Z
Z
Gl
III
LJ
___"_
C=' ~
-_(' ~
(C8108)
oJJ
MA INTA INED BUS
POWER6S END
t.'&Mfsm~
lGEN
-n
NO. 1 INVERTER
''''''
RMINO.!
NO 2 INV ERTER
' 26W.c
lOAOSHEO BUS
NOTE
THE TYPE Of INVERTER INSTALLED
MAY VARY BETWEEN AIRPLANES TO
ACCOMMODATE DIFFERENT AVIONIC
CONFIGURATIONS REFERTOTHE
lliiOOD AIRLINER WIRING DIAGRAM
MANUAl. FOR OPTIONAl WIRING NOT
SHOWN IN TH IS GE NERAl. SCHEMAT IC
m
"""
z
z
JJ
"""
z
Gl
s::
r
I\)
'\'"
<.n
Figure 24-39. AC Schematic-UE (No.1 Inverter, Transfer)
ELECTRICAL POWER
_.
~
::!J
i~....
'!<
IHMOd 1":11111:1313
I\)
~
C11
NO. 1 lie BUS
L""DSHEO
L-.W.I """
<OA
;+..J
:
N O. ~ ~~~TER
INVeI'lTER NO \
LIMITER (FI21)
:==============j--:~;:Jf~~~::::::::::;tr=~==:lA
8
CFN1ER
,OS
~N~~ATER
POWER SELECT
RELAY (KI 44 )
INVERTeR NO 1
UMITER(Fl38)
NO 1 INV ERTER
roXt~HED BUS
DC POWER IN
l1 S VACOUT
ANN FAU LT
D~~~8
26VACOUT
SYNC
lie COMMON OND
NO 1 INVERTER
r- ~Y~AINED BUS
GND
NAV NO 1
NAY NO. 2
,.,---- ,
<OA
~",D"
1""1
INVERTER NO.1
(Ctl24S) NO. 1 INVERTER
FLTOATA
RECOFlOER
POWER SELE CT
(CB106)
"Tl
(C6213)
:n
-i
:n
~
z
z
"ST~ = ! t
'0
,
INVERTER
Gl
POWER SWITCH
o(f)
I
\r-y
INVERTEAN02-LlMITEA(F II 2j
:n
-U
-?
~
'"
-U
"-"'"'
RECORDEO
"
L~:r
NO.2
INVERTER
POWER SELECT
RELAY (KI4S)
(f)
LEFTTOROUe
ME"R
(CB212)
I le:~::
1I 1I
I' I
--L
CEWg R
=ER
RELAY
(KI55)
oz
DC POWER IN
26VM; OlIT
115VACOUT
SYNC
lie COM MON GND
G"
'--+--------t-- -----Mff.tb ATTNO 1
12
2"
~~lC~~R
NO 1 INVERTER
~: III
I
~~~~
)j
NQ'2ACBUS
SELECT RELAY
NA'IN O. 2
(KIS21
RM I NO. \
NO. 2AC BUS

WARNING LIGHT RELAY
(KI06)
~
NO.2 INVERTER
~fV~~NVERTER
LOAOSHEO BUS
115VAC LOADSHED BUS
INVERTER NO.2
'"
INVERTER NO. 2
LI M ITER (F I :)
"
(CB246) ~8Je~'fJE~R:~
(CBI 24 )
AC VOlTS AND
FREauENCY
METER
RGEN
au,
LEGE N D
o
o
NO.2 lie BUS

lOADS HED
REl..J,Y
(KI5O)
LEFT GEN BUS

RIGHT (>EN BUS
NO :2 INVERTER
BLOWER
rn
rn
()
...CDZ
0
0
II:II
rZ
rn
:II
;:
III
-i
z
z
NOTE
THE TYPE OF INVERTER INST"l.LED
MAY VARY aETWEEN AIRPlANES TO
ACCOMMODATE DIFFERENT AVIONIC
CONFIGURATIONS REFER TO THE
19000 AIRLINER WIRING DIAGRAM
MANUAL FOR OPTIONAL WIRING NOT
SHOWN IN THIS GENERAL SCtiEMATlC
m
-i
:IJ
z
z
CENTER BUS
NO:2INVERTER 115VAC
Gl
NO. 2 INVERTER 26VN:;
;:
r
Figure 24-40. AC Schematic-UE (Load Shed)
."
-.
(C
~~
i~....
':<
Flight~ty.
~)
"-
" i o-!
c.J
0.
OFF
"CM BUS
5
~T"
~'-
II
-0
"A"
RELAY
I AC TEST JACK
~
~ 'NVERTER
0- WARNING
ANNUN
'-I
I
I
0...
.,.2;.
<n
'
~
lAC INVERTER
YAW DAMP
w-
NO.1 INV
SEL
y "A".../,,"~CMBUS
I ...... - - - 0 .,
7
~-
"'
/"
--
RELAY
, LIGHT
rc
~
I
I
,
I GI1IJ ~ CD
NO.1 INVERTER
PWR SEL RELAY
~~~~~
'O~
E REMOTE
t--
~~~en' en
NO.2INV
POWER SEL
5A
TO R TORQUE
TRANSMITTER
1 ,..
1"""'1
7.5A
NO.2 INVERTER
PWR SEL RELAY
TO L TORQUE
TRANSMITTER
:~
~ 204
R GEN BUS
C ACCOM
r - D 115 VAC
.9 "
NO.2 INVERTER
POWER RELAY
"7"
-rr
i):~LOWER
MOTOR
INVERTER
SELECT SWITCH
NO.1
DC PWR
B DCGND
TB10a
":~
:>A
NO.1 INVERTER
INO. 1 INVERTER
RELAY
0: ~
lOWe"
MOTOR
5A'
-::-
-::-
DCPWR
B DC GND
C ACCOM
D 115VAC
E REMOTE
F
26VAC
PC125
LEGEND
LEFT GEN BUS
CENTER BUS
NO.1 INVERTER 115 VAC
NO.1 INVERTER 26 VAC
Figure 24-41. AC Schematic-UB/C (Normal Power No. 1 ON)
24-55
FlightSafety.
""'""""'"
1f==~====================~;;;;==~1=~~~~~------~:;~ A
INVERTER
SELECT SWITCH,
NO., 1
<)"
--r- )
"--t::J::::j::::=::'"
,
-=-
'- ./'~RGENBUS
r ..
;r::
---~-q I
r-;:~t===~ttt
'------- ------6 5A
TO. L TORQUE
TRANSMITIER
TO. R TORQU E
TRANSM ITT ER
YAW DAMP
NO.. 2 INV
PQWER SEL
flL.
-~!"~"-~=::::::::~~
~
'. ,
26 VAC
PC125
NQ. ~vcH'toR
,4
NO.. 2 INVERTER
PWR SEL RELAY
~ '-
REMQTE
NO.. 2 0
"'/
""---<>7,5Ao----,
_6
,..i'III
r - D 11SVAC
~'-"- E
i"
o-!
2
Q FF
"toHBUS
.-
NO.. 2 INVERTER
PQWER RELAY
'-----11-----,
-=- ->-..q
0------,
'--_ _'\.
'\j
DCPWR
~
~ ~~~~~
-=::L
i):BMLQQTWQERR
'-_-Q--0sA0----
INVERTER
SELECT
RELAY
r;;-
~ ~~~~iNE~
r-
.....
, to", JACK
JANNUN
:0
-2;.
I
-~ :<'"AO""---..II
~~l,
. ~,...---...
NQ.1 INV
ACINVERTER
WARN ING LIGHT
RELAY
PQWER SEL
-,e-<
- '-
r---"
NO. 1 INVERTER
PWR SE L RELAY
....
is
NO.. 1 INVERTER
NO., 1 INVERTER
PQWER RELAY
l~we~ LQ
MQTOR
' SA'
-=-
LEGEND
LEFT GEN BUS
CENTER BUS
NO.. 1 INVERTER 115 VAC
FOR TRAINING PU RPOS ES ONLY
DCPWR
DCGND
C ACCQM
D 115VAC
E
REMQTE
F 26VAC
PC125
NO.. 1 INVERTER 26 VAC
Figure 24-42. AC Schematic- UB/C (Alternate Power No. 1 ON)
24-56
Flight~ty.
QUESTIONS
When you go to TEST with the Bu s
Sense switch you:
A. Open the line contractor.
B. Deenergize the generator.
C. Depower the TFB .
D. Depower the center bus.
i?>t'!_y .
2.
The RED's are rated at ' 2}~)
'3LSI;\r-\P <~'
3.
In order to power the generator busses

after turning ON the battery, you must:
A. Go to TEST with the Bus Sense
swi tch.
B. Go to MAN CLOSE with the Gen
Ties switch.
C. Go to OPEN with the Gen
Ties switch.
D . Go to RESET with the Bus Sense.
4.
The AC Voltmeter reads in VO l i,?

if the test button is not depressed.
5.
The Triple Fed Bus is located:

A. In zone 221
B. [n zone 133
C. In zone 611
D. In zone 143
6.
7.
The Left or Right DC GEN light will illuminate from the auxiliary contacts
on the:
A . Generator ties
B. Starter relay
C. Line contactor
D. Bus tie PCB
After replacing and adjusting a generator cOQtrol unit, you shou ld also:
o d:l v -1 ,'
~c,("=!:v....
PCL
8.
The battery charge annunciator light

should illuminate when:
o "'.... "m{
(2 S~~
r lc..-,-, ,
Q ~ "'.>'
c)k.AV
Gg:
7'1 o~
The minimum requirements to get the

External Power annunciator light is:
A. To have it plugged in
B To have it plugged in and have the
battery switch ON
C. To have the External Power switch
selected ON
D. To have it plugged in and have 28
VDC out of the EPU
10. If the No. I Inverter is selected and the
left generator bus should fail , what effect will that have on the inverter?
A. It would also lose power.
B . It would revert to the right generator bus for its power.
C. It wou ld remain powered from
the TFB.
D. It would remain powered from the
center bus.
11. The AC system warning light relay

is located:
A. In zone 143
B. In the Left nacelle area
C. In zone 221
D. In zone 222
12. Coo ling for the AC inverters is provided by:
A. Ram air
B. A fan within the inverter
C. A fan inside the inverter bay
D. The cabin air distribution system
24-57
Flight~~ty.
BEECH 1900 AIRLINER MAI NTENA NCE TRAI N ING MANUAL
CHAPTER 25
CONTENTS
Page
INTRODUCTION ........... ......................................................... .......................... ................... 25-1
GENERAL ......... ................ ...... .. .. ................... ......................... ........ ............................. ........ 25-1
COMPARTMENT SEATS ................................................................................ .................... 25-3
Flight Compartment seats.. ........ .......... ............ ...................... ...... .......... ...... ....... ...... ..... 25-3
Passenger Compartment Seats (Model 912) .................................................................. 25-3
Passenger Compartment Seats (Model 936).. .. ..................... ...... .. ...... .................. ......... 25-5
PASSENGER COMPARTMENT SIDE WALL AND PARTITIONS ......... .. ... ....... .. ........... 25-7
Cabi n Upper Sidewall Panels ................................ .. ... .................... .. .... .. ... .............. .... .. 25-7
Right Forward Closet Partition .................................................................................... 25-11
Left Forward Stub Partition.... ................... .......... ............... .......... ....... ....... ................. 25-13
AFT Movable Partition .. ............................. .. ............................................................... 25-15
Lavatory Entry Parti tion ... .. .... ............ ... ..... ... ..... .. ..... .............. ..... ... ......... ................... 25-17
CARGO COMPARTMENT ..................... ........... ... .. ......... .. ........ ... ...... ............................... 25-19
Cargo Compartment Floor Cover ................. ........... ............ .................................. .. .... 25-19
Cargo Compartment AFT Pressure Bulkhead Cover ...................... .. .......................... 25-21
Pressurizati on Val ve Cover..... ....... ...................... ................... .... ... ................ ........ ...... 25-21
Cargo Compartment Sidewall and Headliner ........................................................... ... 25-23
EMERGENCY LOCATOR TRANSMITTER ....................................... ............................ 25-25
NARCO ELT I0 ............. .. ................................................. .. .. ... .. ............................ ... .. 25-25
ARTEX 110-4-002 ELT (With remote switch adjacent to ELT) ...................... .. ..... .. . 25-27
FOR TRAI NIN G PURPOS ES ONLY
25-i
FlightSafety.
ARTEX 11 0-4-002 ELT (With remote switch adjacent to the OAT

indi cator in cockpit) ... .. .. ...... ... ................ .... ...... ... .. ........ ...................................... ........ 25-29
ARTEX 110-406-2 ELT ......... ........ ......... ... .. ..... .. .. ...................... ..... .. ....... .. ..... .. ......... 25-31
Underwater Locator Device .. ... ..... ... .. .... .. .......... .... ... ..... ... ... ..... .. .. ....... ... ...... .......... .... 25-31
Emergency Crash Axe ..... ..... ..... .... .... .... ..... ..... ....... .. ..... .. .............. ....... ... ..... ... ... .. .. ... .. 25-31
25-ii
FlightSafety.
i'ltii.oatkNeI
ILLUSTRATIONS
Figure
Title
Page
25-1
Typical Passenger Compartment Seating Arrangement..... .. ..... .... .................... ..... 25-2
25-2
Seat Cover Snap Release and Engagement....... .... .... .............. ... ... ... ... ... ...... .. ........ 25-2
25-3
Passenger Seat Locking Mechanism-Model 936 ..................................... .. ......... 25-4
25-4
Cabin Upper Sidewall Panel Installation ............................................................... 25-6
25-5
Forward Partition .................................................. .. ............................................... 25-8
25-6
Right Forward Closet Partition ...... .. .... .................. .. ............ .. .............................. 25-10
25-7
Left Forward Stub Partition Installation .... ................ ........................... ............... 25-12
25-8
Aft Movable Partition ............ ... ................... .. ......... .... ... .......... .......... .... .............. 25-14
25-9
Lavatory Entry Partition Installation (Optional on UE-204 and after) .............. . 25-16
25-10
Cargo Compartment Floor Cover ....... ...... ..................... ... .... ........... ...... ... ........... 25-18
25-11
Cargo Compartment Aft Pressure Bulkhead Cover and

Pressurization Valve Cover ........................................................ ... ........... ... ... ...... 25-20
25-12
Cargo Compartment Sidewall and Headliner .......... ... .... ............... .. .. ........ ...... .... 25-22
25-13
NARCO ELT 10 Emergency Locator Transmitter Installation .... .... .. ,................ 25-24
25-14
ARTEX 110-4-002 Emergency Locator Transmitter Installation

(with Remote Switch Adjacent to the ELT) ................ ... ..................................... 25-26
25-15
ARTEX 110-4-002 Emergency Locator Transmitter Installation

(with Remote Switch Next to OAT in Cockpit) .................................................. 25-28
25-16
ARTEX C406-2 Emergency Locator Transmitter Installation

(UE-313 through UE-429 with Kit 129-3404-0 I installed:
Optional on UE-430 and Subsequent) ...... ........................ .. ......................... .... .... 25-30
25-iii
FlightSafety.
". ,",._,
CHAPTER 25
INTRODUCTION
This chapter describes the equipment and furnishings on the Beech 1900 Airliner.
Information is included for aircraft seats, partitions, cargo compartment, and the emergency locator transmitter (ELT).
GENERAL
Seating on the 1900 Airliner includes the pilot
and copilot seats in the flight compartment and
passenger seating in the cabin.
Cabi n sidewall panels are on each side of the
cabin. Partitions on the 1900 Airliner include
a coat closet assembly, a stub partition, an optional aft movable partition, and an optional
lavatory entry partition.
Floor covering protects the aircraft structure

from damage.
An ELT assists in tracking and recovery of
the aircraft in the event ofa crash or emergency
landing.
25-1
FlightSafety.
'""""""""
- --(-J \'-'
~
----AISLE LIG HT --+HARNESS ASSY:
II'-l
, ,
, ,
L_c.:a::___ _~JLJ
SEAT LOCK
LEV ER
'\. I
'\
~
~~- SEAT LOCKING
PIVOTI NG
ARM REST
(OPTIONAL)
AISLE
LIGHT
DETAIL C
D""'CT""''' _-'~,\''"I!..~Ir;
FLOTATION
CUSHION (OPTIONAL)
MECHAN ISM
(REAR LEG)
LIFE VEST
STORAGE
(OPTIONAL)
FLOOR AND WALL TYPICAL

DETAIL B
FOOD TABLE
(OPTIONAL)
Figure 25-1, Typical Passenger Compartment Seating Arrangement

SEATBAO
SEATBACK
00-
PUSH
PUS H
--0
PUSH
PUSH
--0
0 - PUSH
0-
PUSH
Figure 25-2, Seat Cover Snap Release and Engagement
--0
PUSH
INSTALLATION
REMOVAL
25-2
PUSH
--0
Flight~ty.
BEECH 1900 AIRLINER M AI NTENANC E T R A I N ING MANUAL
COMPARTMENT SEATS
Refer to Figure 25-2 for a seat cover snap release and engagement illustration.
FLIGHT COMPARTMENT
SEATS
NOTES
The flight compartment seats (pilot and copilot) are moveable forward and aft on seat
tracks attached to the floor. Lock pins are controlled by the seat occupant to adjust the seat
in a selected position on the tracks. The pilot
and copilot seats are equipped with support
channels that move on the tracks while preventing seat and track separation. Additionally,
removable travel stops on either end of the
seat tracks prevent inadvertent seat and track
separation.
PASSENGER COMPARTMENT
SEATS (MODEL 912)
Passenger seats on the Model 912 are anchored
to the seat track on the floor and one on the
fu selage side wall. Each seat assembly is se cu red to the seat tracks by anchors inserted into
cutouts in the tracks and slid into the desired
locking position (Figure 25-1).
The seats are locked in place by star lock nuts
on the forward sidewall and aisle track legs
an d spring-loaded lock levers on the aft sidewall and aft aisle legs . The forward locks
are disengaged by unscrewing the star lock
nut s in a counterclockwise direction. The
aft locks are disengaged by pulling on the
lock pin s and rotating each 90 so they remain in the UP position.
NOTE
Each seat location is index marked
with paint on the floor and sidewal l
sea t tracks so seats are properly
s paced in the airplane during installation. Each seat is equipped with
an aisle light assembly that must be
disconnected prior to seat removal.
FOR T RA INING PURPOSES ONLY
25-3
Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE T RAI N ING MANUAL
REAR TRACK
FITTING SHEAR
u
REAR TRACK
FITTI NG SCREW
AFT AISLE LEG FITTING (TYPICAL)

ROTATE 90 AND DOWN
0
CAP
SCREW
REA R TRACK
FITTING SHEAR
PIN
REAR TRACK
FITTING SCREW
AFT AISLE LEG FITTING (TYPICAL)

UP AND ROTATE 90
0
Figure 25-3. Passenger Seat Locking Mechanism-Model 936
25-4
Flight,~~ty.
BEECH 1900 AIRLINER M AI NTEN AN C E TRA I NING MANUAL
PASSENGER COMPARTMENT
SEATS (MODEL 936)
NOTES
Passe nger sea ts on th e Mode l 93 6 are locked

in th e seat track s b y track-fittin g all e n-t ype
screws and loc k-fitting shear pin s on th e rear
legs (Fi gure 25 -3) . Th e front legs are sec ured
wit h stud s th at engage the seat track . Th e seats
are disengaged by loosenin g th e rea r track- fittin g all e n-sc rew an d th e fro nt a nti rattl e loc k
screw, th e n pullin g o n and rota tin g th e shea r
pin s 90 so they rem ain in th e UP p os itio n.
Th e aft Mode l 936 triple se at assembl y is secured to th e aft row sea t track s using th e sa me
lock assembli es and front leg stu ds as the standard Mod e l 93 6 si ng le se at.
25-5
Flight~1!i~ty.
PANEL
INSTALLATION
TABS
DETAIL D
FS
321 .588
TRIM STR IP \
(/
FS
201 .588
FS
FS
150,GOO
DETAIL A
FS
177.350
DETAILC
20 1.588
TRIM RETAINER
CHAN NEL
HEADLINER
PAN ELS ---=::::::::::;;:n~~
,/
:~":~
~
SIDEWALL PANEL
'~-- TR IM CAP
SIDEWALL PANEL - ' '-
fj )
V ',,-
b-\
TRIM STRIP
DETAIL B
Figure 25-4. Cabin Upper Sidewall Panel Installation
25-6
FlightSafety.
""'""""""
PASSENGER
COMPARTMENT SIDE
WALL AND PARTITIONS
NOTES
CABIN UPPER SIDEWALL

PANELS
NOTE
T he upp e r s id ew al l pan e l s in t he
ca bin are in stall ed in I 0 s imil ar sectio ns para ll el to the headlin er pane ls
(Figure 25-4) .
25-7
--
FlightSafety.
SADDLE
BRACKET \
SLI DING
DOORS
B
I
CARGO
STRAP
ATTACHMENT
(FOOTMAN
LOOP)
DETAIL A
RETAINING
PLATE
DETAILC
DETAIL D
SEAT
TRACK
ANGLE
_---..::~~P1
RETAINING
PLATE
DETAIL B
Figure 25-5. Forward Partition
25-8
Flight,ill~ty.
Each side of the cabin wall is lined with five sidewall panels secured to the structure with anchor
tabs and trim retainer channels at intersections
between each panel. Removal of the panels requires the removal of the forward cabin partitions (Figure 25-5) , the removable aft cargo
partition, the passenger seats, and the oxygen,
electrical and speaker connections.
NOTES
25-9
Flight~ty.
BEECH 1900 AIRLINER MAINTENAN C E T RAIN I NG MANUA L
ATIACH
BRACKET
BAGGAGE
LIMITATION
PLACARD
f
{
FORWARD
RIGHT HAND
PARTITION ~
it
I
,---
CERTIFICATE
HOLDER
a
DETAIL A
Figure 25-6.
25-10
Right Forward Closet Partition
DETAIL B
Flight~ty.
BEECH 1900 AIRLINER MAINTEN A NCE TRAINING MANU A L
RIGHT FORWARD CLOSET

PARTITION
NOTES
A coat closet pa rtition asse mbl y is direc tly

across from th e main cabin e ntry doo r. Th e
cl ose l partiti o n ma kes up th e a ft cockpit bulkhead be hind th e co pilot sea t (Fi gure 25-6).
Th e asse mbl y in co rporates a pa ir of s lidin g
doors a nd baggage straps . The c lo set partiti on
asse mbl y is sec ured to th e cabin stru cture by
pin brackets an d sc rews sec urin g the base of
th e c lose t p artiti on to an a ngle bracket o n th e
fu se l age flo or.
25-11
Flight~~ty.
TRIM----+
\---PAD
l . ._ _ BRACKET ASSY
4----
MOUNTING ANGLE
ENTRANCE LIGHT -
- - - MOUNTING ANGLE
DETAIL A
Figure 25-7. Left Forward Stub Partition Installation
25-12
Flight~ty.
BEECH 1900 A I RLINER MAINTENANCE TR A INING MANUAL
LEFT FORWARD STUB

PARTITION
NOTES
A stub partition is directly aft of the main

cabin entry door frame (Figure 25-7). The partiti o n is sec ure d to the cabin s idewall s tru cture and cabin entry door fram e with sc rews
and two angle brackets.
25-13
Flight~!!;!ty.
f - - - PIN ASSY
(4 PLACES)
F~
DETAIL E
LOCKING FOOT
KNURLED COLLAR
DETAIL F
~,
PIN ASSY
---1
- - PIN ASSY
HANDLE - - - I I
DETAIL C
DETAIL D
HINGE~
~~PINASSY
~
(4 PLACES)
'~
DETAILB
_~./
ROLL PIN
DETAIL A
Figure 25-8.
25-14
Aft Movable Partition
AFT
PARTITION
REMOVABLE
Flight~ty.
AFT MOVABLE PARTITION
NOTES
An aft movable partition may be installed in

th e aft cabin area to effectively alter the capacity of the aft cargo compartment as needed
(Figure 25-8). The partition is secured to the
cabin structure with four spri ng-loaded lock
pin s in the sea t tracks , four small er springloaded lock pins engaging the cabin struct ure
side wall, and a pull handle at the top center
of the upper partition panel. The handl e is accessed on the forward side of the partition and
is pulled to release the center lock pin from the
cabin headliner. The upper third of the parti ti on is hinged forward.
25-15
MOUNTING PIN +-~:A"
BRAC KET ----""-.;:---
SCREW /~
MOUNTING PIN
RETRACTION
LEVER
-+---i+;,
WASHER
DETAIL A
BRAC KET --'-"
SCREW
DETAIL B
Figure 25-9.
25-16
WAS HER
Lavatory Entry Partition Installation (Optional on UE-204 and after)
Flightill~ty.
BEECH 1900 AIRLINER M A INTENANCE T RAINING MANUA L
LAVATORY ENTRY PARTITION
NOTES
When the movable partition is not used , a

lavatory entry partition is installed in the aft
cabin area just forward of the cargo door
frame (Figure 25-9). The partition is made
up of two fixed panels , each incorporating
one half of a sliding privacy door. Each half
of the partition assembly is secured at its
base to the cabin floor with an anchor bracket
and a single spring - loaded lock pin engaging the cabin headliner.
25-17
Flight~~~ty.
#445 TAPE AROUND

EDGES O F CA RGO FLOOR
COVER AS SHOWN
FS
451.00
FS
509 .50
FS
531.00
I,
#445 TAPE A ROUND

EDGES OF CARGO FLOOR
COVER AS SHOWN
I.
I
I
,.
I
I
I
I
I
I
I'
I
I
I
I
I
I.
&----~-----~-----~----.
..
A
---
I.
CARGO FLOOR
COV ER
CA RGO DOOR
THRESHOLD
DETAIL A
Figure 25-10. Cargo Compartment Floor Cover
25-18
-+
Flight~ty.
BEECH 1900 AIRLINER MAINTEN A NCE TRAINING MANUAL
CARGO COMPARTMENT
NOTES
CARGO COMPARTMENT
FLOOR COVER
The aft cargo compartment is lined with floor
cov ers to protect the structure from damage
during loading and unloading of baggage. The
aft cargo floor covers are he ld in place with
screws and s trip s of doubl e-faced tape install ed on the back of each floor cover panel
(Figure 25-10).
25-19
.-
FlightSafety.
BEECH 1900 AIRLINER MAINTENA NC E T RAINING MANUA L
PRESSURIZATION
OUTFLOW AND
SAFETY VALVE
,
COVER
~
DETAIL B
AFT
BULKHEAD
COVER
:'l~~I:
/
~/
,
DETAIL A
Figure 25-11 . Cargo Compartment Aft Pressure Bulkhead Cover and

Pressurization Valve Cover
25-20
Flight~ty.
CARGO COMPARTMENT AFT
PRESSURE BULKHEAD
NOTES
COVER
The aft pres sure bulkhead is protected by a
cover panel secured to the aft pressure bulkhead with eight screws installed around the
perim eter of the panel cover (Figure 25-11).
PRESSURIZATION VALVE
COVER
The outflow and safety va lves are protected by
a cove r mounted on both the rear pressure
bul khead and aft cargo compartment cover
panel with sc rews.
25-21
Flight~ty.
CUTOUT FOR
LIGHT
TRIM STRIP
=-_----;'c:::::~~~
TRIM STRIP
VIEWA
FLIGHT DATA
RECORDER SHELF
VIEWB
Figure 25-12. Cargo Compartment Sidewall and Headliner
25-22
CARGO COMPARTMENT
SIDEWALL AND HEADLINER
NOTES
The cargo compartment sidewa ll and headliner assemblies are secured to the structure
by trim strips and screws (Figure 25- 12) .
25-23
FlightSafety.
-,
DETAIL A
~,--- EMERGENCY
LOCATOR
TRANSMITTER
REMOTE--~~~~~
SWITCH
DETAIL B
Figure 25-13.
25-24
NARCO ELT 10 Emergency Locator Transmitter Installation
Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE TR A INING MANUAL
EMERGENCY LOCATOR
TRANSMITTER
NARCO ELT 10
The Beech 1900 Airliner is equipped with an
ELT to assist in tracking and recovery of the
airplane, crew, and passengers in the event of
a crash or emergency landing (Figure 25 - I 3).
The ELT is on the right side of the aft fuselage
empennage area at a point just forward ofFS.
598. Access to the ELT for replacement or repair is gained by removing the access panel
below the right stabilon. The antenna for the
ELT is on top of the fuselage, to the right of
the dorsal fin.
The ON-OFF-ARM switch is on the transmitter and controls the operation of the set:
ON position- Continues to transmit a
signal as long as the switch is in this
position
For manual activation of the ELT, an access

hole with a spring-loaded cover in the airplane skin adjacent to the transmitter, provides access to a remote switch. The remote
switch adjacent to the ELT has a placard on the
exterior fuselage skin around the spring-loaded
access cover to identify the s witch positions .
The placard indicates TEST -AUTO- XMIT:
TEST position-Turns the set on for
testing. The TEST switch is a momentary on s witch and is automatically
turned off when released.
XMIT position-Continues to transmit
a signal as long as the switch is in thi s
position.
AUTO position-Actuates the set to operate automatically upon impact
Both the switch on the ELT and the remote
switch must be in thc ARM and AUTO positions
respectively for the unit to operate correctly.
NOTES
OFF position- Shuts the transmitter off

ARM position - Actuates the set to operate automatically upon impact
To reset the transmitter in the event the impact
switch is accidentally triggered , press the reset
button and then set the ON-OFF- ARM switch
to ARM.
25-25
Flight~~ty.
ANTENN A - _ f
/
/
DETAIL A
REMOTE
SWITCH
RE MOTE
SWITCH
HARN ESS
------"C'C:'-./',
[;:;i
::=~~~
~
AN:N~:A 7
CABLE
Figure 25-14. ARTEX 110-4-002 Emergency locator Transmitter Installation

(with Remote Switch Adjacent to the ElT)
25-26
Flight~ty.
ARTEX 110-4-002 ELT (WITH

REMOTE SWITCH ADJACENT
TO ELT)
NOTES
NOTE
The ARTEX I 10-4-002 ELT is installed in UE-I through UE-19, and
UE-24 through UE-30 not incorporating Kit 129-3009-5.
The ARTEX 110-4-002 ELT system meets the
requirements ofTSO C91a. The system consists
of the ELT transmitter in the aft fuselage area,
an antenna on the aft fuselage , and a remote
switch mounted adjacent to the ELT (Figure
25-14) . The remote switch has a placard on the
exterior fuselage skin around the spring-loaded
access cover to identify the switch positions. The
ELT can be deactivated by momentarily placing the remote switch to ON and then back to
ARM/RESET. The switch is lever locked in the
ARM/RESET and the ON positions. Neither
thi s switch, nor the switch on the ELT transmitter, can be positioned to prevent the automatic
activation of the ELT transmitter. The system is
independent from other airplane systems.
The ELT automatically activates during a crash
and transmits a sweeping tone on 121.5 and
243.0 (Marine Band) MHz. This activation is
in dependent of the remote switch setting or
availability of aircraft power.
NOTE
Transmitter range is approximately
line of sight.
The remote switch performs the following
fu nctions:
Tests the ELT
Deactivates the ELT if it has been inadvertent ly activated by the G switch
Activates the ELT after an off-airport
landing if the impact does not automatically activate it
25-27
Flight~ty.
BEECH 1900 AIRLINER MAINTENA NC E TRAINI NG MANUAL
REMOTE
SWITCH
<?
f'>
l:i::ll~
I
@:
:<tl
I---~
DETAILC
ANTEN NA
-----(f
I
DETAIL A
REMOTE
SWITCH
HARNESS
t,
v~
/'/(J~~/
---A
~r-
ANTENNA
CABLE
/'
THUMB
SCREWS
\~~ ~
~
DETAIL B
Figure 25-15. ARTEX 110-4-002 Emergency Locator Transmitter Installation (with Remote
Switch Next to OAT in Cockpit)
25-28
FO R TRAINING PURPOSES ONLY
Flight~ty.
ARTEX 110-4-002 ELT (WITH

REMOTE SWITCH ADJACENT
TO THE OAT INDICATOR IN
COCKPIT)
NOTES
NOTE
The ARTEX 110-4-002 ELT is in sta lled on UE-158, UE-160 and after,
and prior aircraft with Kit 129-30095 installed .
Thi s ELT installation is identical to other ELT
in stallat ion s with the except ion that the remote
switch assembly is next to the outside air temperature (OAT) indicator and incorporates a
yellOW transmit light (Figure 25-15). If the
ELT is inadvertently activated by the G switch,
th e transmit light next to the remote switch
blinks. Deactivate the ELT by momentarily
pl acing the remote sw itch to the ON position
an d then back to ARM. The system is independent from other airplane systems except for
the transmit li ght, which is hot-w ired to the airpl ane battery, and the edge - lit panel , which is
controlled by the si de panel rheostat in the
overhead cockpit panel.
25-29
Flight~ty.
REMOTE
SWITCH
[~'~
,;~~~
0 ".
r-
@:
I_
:~
__ ~
DETAILC
ANTENNA
------:'f
/
.
DETAIL A
REMOTE
SWITCH
HARNESS
ANTENNA
CABLE
THUMB
SCREWS
Figure 25-16. ARTEX C406-2 Emergency Locator Transmitter Installation (UE-313 through
UE-429 with Kit 129-3404-01 installed: Optional on UE-430 and Subsequent)
25-30
Flight~ty.
BEECH 1900 AIRLINER MAIN T ENANCE T RAIN ING MANUAL
ARTEX 110-406-2 ELT
UNDERWATER LOCATOR
DEVICE
NOTE
The ARTEX 110-406-2 ELT (only
installed on UE-379) is functionally
the same as the C406-2. All descriptions in this manual that apply to the
C406-2 also apply to the I 10-406.
The system consists of the ELT transmitter
and an alert horn in the aft fuselage area , an
antenna on the aft fuselage , and a remote
switch with a yellow transmit light on the left
cockpit side wall next to the OAT indicator. The
purpose of the alert horn is to notify per sonnel that the ELT has been activated. The remote
switch is lever-locked in the ARM and the ON
positions . Neither this switch nor the switch
on the ELT can be positioned to prevent the automatic activation of the ELT transmitter.
Upon activation, the ELT sounds the alert horn
and transmits a sweeping tone on 121.5 and
243.0 (Marine Band) MHz. An additional frequency of 406.025 MHz is also transmitted,
which is used by orbiting satellites to assist in
determining aircraft location. This activation
is independent of the remote switch setting of
availability of aircraft power. The remote
switch performs the following functions :
Tests Ihe ELT
Deactivates the ELT if it has been inadvertently activated by the G switch
Activates the ELT during and in-flight
emergency if an off-airport landing is anticipated
Activates the ELT after an off-airport
landing , if the impact did not automatically activate it.
The underwater locator device (ULD) (also

called an underwater acoustic beacon) is on the
forward side of the F I 000 flight data recorder
(FDR). There are two suppliers of the ULDs
used on the FI 000 FOR:
One supplier is the Dukane Corporation,
which supplies the OKIOO and DKI20
underwater acoustic beacon. The battery in the DK 100 beacon is replaceable only by the supplier while the
OK 120 battery is field replaceable.
The other supplier is Benthos Inc ., which
supplies the ELP-362D underwater
acoustic beacon . The battery in the ELP3620 is field replaceable .
The major items of the ULD are the beacon ,
the battery, and the water-activa ted switch.
EMERGENCY CRASH AXE

NOTE
An emergency crash axe is installed
on UE-I and subsequent with Kit
129-5304- 1 installed. The axe is optional on UE-430 and subsequent.
The crash axe is on the forward side of the right
forward cabin partition. It is secured to the partition by a heavy leather cover assembly that
is attached with four screws and washers. One
side of the axe punches holes in the metal skin
of the airplane or the Plexiglass of the windows. The other side of the axe cuts or splits
an opening to exit the airplane. The axe has a
rubber handle insulated to 20,000 volts.
25-31
Flight~ty.
CHAPTER 26
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ...... ............ ... ........................................................... .. .. .... .. ...... .. .. .. ...... .... . 26-1
FIRE DETECTION SYSTEM ........... ........................ ..... .. .... ...... .. .... ...... .. ..... .. ... ........ ..... ..... 26-3
Fire Detection Test ... . .. .. .. . ... .............. ... ....... ....... .... ...... ..... ...... . ... ... ... .... ... ............ .......... 26-5
FIRE EXTINGU ISHER SYSTEM .............................................. .. .............. ............... ........ 26-13
BLEED-AIR WARNING SYSTEM .... .... .................................................... ..... .. .......... ...... 26-21
QUESTIONS ....................... ...... .. .... ... .. ......... .... ... ....... ... .. ....... ........................................ .... 26-22
26-i
FlightSafety.
"taliatioiWII
ILLUSTRATIONS
Figure
Title
Page
26-1
Fire Detection System Diagram .. .. ....... ........................ ...................... .... ............. ... 26-2
26-2
Fire Detection Switches ....... .................................................... .. ........ ....... ............. 26-4
26-3
Fire Detection Circuit-DE

(Normal OperatefLeft Engine) ........................ ............ ... ........................................ 26-6
26-4

(Loop Test/Left Engine) ........................ .. ...... ........ .. .. ......... ......... .... ............ ........... 26-7
26-5

(Amp Test/Left Engine) .......... ...... .......... ................... .......... ........ ..... ........ ............. 26-8
26-6
Fire Detection CircuitDB-S7IUC-174 (Normal Operate) ......................................................................... 26-9
26-7
Fire Detection CircuitDB-S7IUC-174 (Loop Test) ...... ......................... ...... ... ......................................... 26-10
26-8
Fire Detection CircuitDB-S7/UC-174 (A mp Test) .......... .... .. .. ... .... ............... ............................... .. .... .... 26-11
26-9
Fire Extinguisher System ........ .......... ....... ......... ...... ...... ............................. .......... 26-12
26-10
Fire Extinguisher Squib ........ ............ ...... .... ......................................................... 26-14
26-11
Fire Extinguisher Circuit- UE (Test A) .. .... ........................................................ 26-16
26-12
Fire Extinguisher Circuit- DE (Test B) ..................... .. ... ...... .. .................. .......... 26-17
26-13
Fire Extinguisher Circuit-DE (Fire Signal) ...... .. ........ ...... ... .............................. 26-18
26-14
Fire ExtinguisherCircuit-UB-S7IUC-174 ........................... ......... ...... .. ............. 26-19
26-15
Bleed-Air Warning System Diagram ...... ...... ........ ......... .... ........ .. .... .. .... .... .. .... .... 26-20
26-iii
CHAPTER 26
FIRE PROTECTION
INTRODUCTION
This chapter presents the fire protection system on the Beech 1900 airplane. Included
in this chapter is discussion of fire detection and fire-extinguishing systems, along with
detailed discussion of the fire detection system control unit. Components and their operation are listed in addition to general maintenance consideration s and functional and
operational c hecks . References for this chapter and further specific information can be
found in Chapter 26 , " Fire Protection;" C hapt er 5, " Time Limits/Maintenance Checks ;"
and Chapter 12, "Servicing ," of the Maintenan ce Manual.
26-1
Flight~ty.
---#0
1I
I
0
II
_ _ _ _ _ _ _ __ _~~L_______ __ __
un
ENGINE
.EFT
L.FT
~
~R X X
~
l'II0I ''
n IGHT
HIGHT
UE SERIES CAUTION/ADVISORY PANEL ILLUSTRATION

L FUEL OlY
L DC GEN
LeOl TANK
STALL HEAT
BATTERY
ANN POWER
SOURCE
' R BK 01 OVHT
A ENG ICE
FAIL
'POWER STEER 'MAN STEER

FAIL
FAIL
A PilOT HEAT
R FIRE LOOP
'LBK 01 OVHT
HYD FlUID LOIN ANTI SKIO FAil
L FIRE LOOP
L PITOT HEAT
XFR VALVE FAIL
AUTO FEATHER
----
L
AUTOFEATHER
L IGNITION ON
L ENG ANTI-ICE ' L BK DEICE ON

L ENVIR OFF
RDR POWER ON
----
------FUEL
TRANSFER
' PITCH TRIM
-- - -
AFX DISABLE
-- --
RUD BOOST
OFF
-- - -
A IGNITION
ON
MANT lES
CLOSE
--- -
'R BK DEICE
TAXI LIGHT
-- --
EXTERNAL
POWER
OFF
TAIL DEICE
POWER STEEA
ENGA
ON
Figure 26-1. Fire Detection System Diagram
26-2
R DC GEN
LOW
L ENG ICE FAIL
YO/AB FAil
A FUEL OlY
A COL TANK
L GEN TIE OPEN BATT TIE OPEN
INBD WG DEICE
OPEN
LOW
OFF
R GENTlE
L FWVALVE
L NO AUXXFR
--
CHARGE
R FWVALVE
R NO AUX
XFA
OUTBOWG
DEICE
A
AUTOFEATHER
A ENG ANT I- ICE
R ENV!R OFF
FlightSafety.
i .Iei ...tIoI1IIII
FIRE DETECTION
SYSTEM
NOTES
The fire detection system consists of two fire

zone cab les in each nacelle interconnected to
for m a continuou s loop. Th e cable is composed
of a center conductor surrounded by a thermal
sen sitive dielectric (eutectic salt) enclosed in
a stainless steel sheath.
If a fire s hould develop in the engine compa rtment, heating of the cable causes the resistance of the dielectric to drop. The control
am plifier senses this drop in resistance and at
a preset point will output a fire warning signal to illuminate the appropriate FIRE PULL
T handle.
26-3
FlightSafety.
--....
ENG FIRE TEST
EXT
-,
~ 'T'~
ffSTS
LEFT
ENG FIRE TEST
T~~~
LEFT
~! ~
EXT
/'
AMP
DETeCT
UE SERIES
..J
RIGHT
DET
\V
FAULT
OFF
TEST SWITCH
FIRE DET AND FIRE EXT
UB-57 AND SUBSEQUENT

AND UC SERIES
UAAND
UB 1-56
Figure 26-2. Fire Detection Switches
26-4
""
L (l) J
fl lGKT
FIRE
--,
Flight~ty.
BEECH 1900 AIRLINER MA INTENANCE T R A INING MANUA L
FI RE DETECTION TEST
NOTES
The UE series airplanes are equipped with a

left and right toggle switch placarded ENG
FIRE TEST-DETECT. The switches are placarded LOOP-OFF- AMP. When ei th er toggle
switch is placed in the LOOP position, the integri ty of the appropriate firezone cable is
tested. A good test is indicated by the amber
L or R FIRE LOOP annunciator. When placed
to the AMP position the integrity of the amplifi er is tested. A good te st of the AMP positi on is indicated by illumination of the FIRE
PULL T handle .
On the UB-57 and s ubsequent and on the UC
seri es aircraft the LOOP or AMP po si tion of
th e test swi tches will illuminate the appropri ate FIRE PULL T handle. There is 110
LOOP annunciator for the se models .
On UA and UB I-56 aircraft with the rotary
te st sw itch, the left and right systems are
checked simultaneously. The sw itch is placarded FIRE or FAULT. When selecting FIRE
the integrity of the amplifier is checked. Se lecting the FAULT position te sts the integrity
of the firezone loops. A good test is indicated
by illumination of the FIRE PULL T handles
in either test position.
26-5
Flight~ty.
.....
24-65-01
~a;
'5
:
A!Io._-I
. r.
WI
____________________ Wl0A22
PISS
r----,
fBl
bfr~~f.6N
A 146 PANEL ASSEMBLYGIRCUIT BREAKER, R ~ 1
JI6S
Pl65
~
B
W2U)22N
3 91-42-01
-E
W,,'"
W21B22
W21C22
I
I
.;.-J
LOOP
~ OFF
W20A22
AMP
50s
SW ITCH
FIRE DETECTION
TEST. LEFT
3'-Sl.oo [
W264A.22
31-51-02 [- W27A.22 7
262101 [_ W27B22
W27C22
A224 PANEL ASSV-SUBPANeL,

R INBOARD ..,
f242CONTROLFIRE DElECTOA
Cf)
"09 waPI
Wl3A22
W14A22
W19A22
W8P3 EIIPI
El1P2 E1 2Pl
E12P2 wap2
ill
Ell FIRE SENSOR E1 2 FIRE SENSOR
w,
A213ASSEMBLY- ENGINE SECTION. LEFT ..1. .. 2
Figure 26-3. Fire Detection Circuit-UE (Normal Operate/Left Engine)
26-6
Flight~ty.
L DC GEN
l FUEL
an
STALL HEAT
LENVIR OFF
BATIfRY
CHARGE
RFUElQTY
RDCGEN
TAX I LIGHT
EXTERNAL
RENVIR OFF
POWER
\
"i~~
~:;a.--fo--------tt----
I':
~~TFL~E
A146 Al.NElASSEM8LY-
_____
"'~
"
CIRCUIT BREAKER. A .1
P'65
W21022N
-E
P". r-----,
Wl0A22 _
W" " " -
'
W218 2~ _
W21C22 -
2
1
_] 91-42-01
_'. ];ILooP
LEFT
--,...-oo-ro::~O~
FF --I------_ w'''''' -
r-i-:'~;'f==1~~~~~~ W"-''' _.
SWI~~H- AMP
FIAEDETECTION
TEST, LEFT
31 -51.()2 r. W27A22 ",

~~_ __
W20A22 _
W264A22 _
W27C22 _
26.21-01 ( _ W27B2Z ' "
A224 PANel ASSY- SUBPANEL.

A INBOARD . 1
242 CONTAOLFIRE DETECTOR
A213ASSEMBLY-ENGINE SECTION. lEFT ..1. 2
Figure 26-4. Fire Detection Circuit-UE (Loop TesULeft Engine)
26-7
..-
FlightSafety.
OIEd
Ed
' -~AA
I I
A~
/:.. ,:.:::0
111
ITT
ITT/
~m~nl,~L
~ ~''
" ~'
I ,, ~" ~
~
0
00
FC P-65
KFA346
I(
....
!.
"W"'
,e
e.. ....
@@@
@@
_0 ,
L o,.oWt,jE:::J
"~;'
II
"51
f~~FOFJE
A 146 PANEl ASSEMBLY-
J l,
CIRCUIT BREAKER, A ..,
.
5
P l65
n;.J9H'<F
-E~!i~!=
LEFT
f1 COOP
., : J OFF
50s
AMP
SWITCH-
FIRE OETECnON
TEST, LEFT
'<'~' -
A224 PANEL ASSY-SUBPANEl.

R. INBOARD .. 1
E242 CONTROL
FIRE DETECTOR
c;p
'"
~."
W8P3 EIIPt
EllP2 E12Pl
E 12P2 W8P2
f lo
, Ell FIRE SENSOR E12 FIRE SENSOR-
' w.
A213 ASSEMBlY-ENGINE SECTION, LEFT . 1, .. 2
Figure 265. Fire Detection Circuit-UE (Amp Test/Left Engine)
26-8
FOR TRAINING PUR POS ES ON LY
Flight~~ty.
Ir.':!to- -I----------
W"A" _ _ ,
A146 PANEL ASSEMBlY
CIRCUIT BREAKER. A
SOc
"C
3 ' 5' 02 [- ~ W27 A22 53.92&-21 01 [_
CONFIG 3
~ W27~; J
S,'"
SWITCH -
T-1
I
I
NC
I
I
I
NO
FIRE
W20A22
W264A22
W262A22
NC
--
- ,
- '
- ,
W15A22
WI2A22
1-- -
- I- T
FAUlT
fiRE DETECTION
TESllEFT
A224 PA NEL ASSY- SU BPA NEl,
RI NBOARD
E242 CONTAOLFIRE DETECTOR

A225 PANEL ASSY- l FWO COCKPIT
<;p
J4 09 Wap1
WI4A22
W,3A22
W1 9A22
Wap2 El1Pl
E1IP<! E12Pl
E1 2P2 WeP3
rT
~ ""'
ElIF IRE SENSOR EI2 FIRE SENSOR
A2 13 ASSY- ENGINE SECTION, LEFT .1 , . 2
Figure 26-6. Fire Detection Circuit-UB-57/UC-174 (Normal Operate)
26-9
Flight~~ty.
o [(
1:1,, ._ -!__________
CIRCUIT BREAKEA. R
JI6S
Wl0A22
~-I ' I
P I SS
W21D22N--E ~~~~~~ ~~l l
391 -42
W21C22
ORE
~'~CH-
FAULT
FIRE DETECTION
TEST. LEFT
A224 PANEL ASSY- SUBPANEL,
R INBOARD
A225 PANEL ASSY-L FWD COCKPIT
W8P2 El1Pl
A213ASSY- ENGINE SECTION. LEFT . 1, . 2
Figure 26-7. Fire Detection Circuit-U8-57/UC-174 (Loop Test)
26-10
Flight~ty.
!:J.:;:t!Io- -+----------w",.., __ ' I

A 1~6 PANEl ASSEMBLY
CIRCUIT BREAKER. A
J'J6:;lG
PI65 W21D22N-E ~~l~~
391 -42
=I=HI
W21C22
~
W"'''2~
'' ~===== ::,::tj;1
L..
W27B22
NC
.",.
SWITCHFIRE DETECTION
TEST. LEFT
FAULT
A224 PANEL ASSY-SUBPANEL.
RINBOAAO
A225 PANEL ASSY-l FWO COCKPIT
J409
1t==========::~~:
A22:===rs11oI1-f.,1io.[l
W13A22
1.-----------
wap,
W19A22
ellP2 E12Pl
E12P2 W8P3
~!!!!!!!!!l:D~!!!~~~;.w
Ell FIRE SENSOR E12 FIR E SENSOR
C:l:t:~=::::====::::=:~
w,
.1.213 ASSY-ENGINE SECTION, LEFT . 1, . 2
Figure 26-8. Fire Detection Circuit-U8-57/UC-174 (Amp Test)
26-11
Flight~ty.
L ENG FIRE
l ENG FIRE
PUSH TO EXT
PUSH TO EXT
o
FIREWALL FUE L SHUTOFF VALVE
CLOSED
IIII
_ __ __ __ __ _~~L-_ _ _ _ _ _ _ __ _
ENGINE
LEFT
LEFT
LEFT
=(5}=(5)=(5)=
IOl:R~ X
PTA
:r Tr
~
RIGHT
RIGHT
RIGHT
LEFT
FIRE
"-
/'
"l: ~ ,lT
0'"
TEST SWITCH
FIRE DET ANO FIRE EXT
Uf SERI ES
U8-57 AND SUBSEQUENT

AND UC SERIES
Figure 26-9. Fire Extinguisher System
26-12
OK
CARTRIDGE FIRED
TEST MODE
FIRE EXTIN GUISHER

ARMED
~I
I
UAANO
UB 1-56
Flight~tY.
FIRE EXTINGUISHER
SYSTEM
bottle. The agent will then di sc harge and illuminate the 0 light which monitor s the condition of the squib housing.
Th e fire extinguisher system consists of a single bott le installed in each wheel well which
can on ly be discharged to its respective engine.
It should be checked for proper servicing prior
to flight and maintenance engine runs. A temperature conversion chart on the side of the bottle or in the maintenance manual can be
referred to when the needle is out of the normal green range.
NOTES
Th e fire extinguisher agent is discharged by

swi tches located just outboard of the Warning
Ann unciator Panel. When a fire occurs, the
switch, which is placarded Lor R ENG
FIR E-PUSH TO EXT, will illuminate. The
sw itch al so has a ye ll ow placarded 0 and a
green placarded OK light. Once discharged ,
the 0 light will illuminate indicating a break
in the squ ib housing. The OK light is for test
pu rposes only.
Th e UE ser ies aircraft are equipped with a
left and right tog gle test switc h placarded
EN G FIRE TEST- TEST A-TEST B. When
placed to the TEST A position the yellow 0
and green OK light s illumin ate. The TEST B
positio n will illumin ate only the green OK
ligh t while testing an alternate circuit to
the sq uib.
On UB57 and subseque nt through UC- 174,
the test switches are toggle type and are labeled
"EXT TEST-OFF." Going to TEST will illumi nate the D and OK li g hts.
A rotary switch is installed on the UA and
UB I-56 aircraft, going to test will again illu mi nate the D and OK lights.
An ac tual fire indication will illuminate the
FIRE PULL T handle , pulling the T handle will
then illuminate the Lor R ENG FIRE-PUSH
to EXT light. Lifting the guard and pushing the
Switch will then apply a voltage of 18-30 volts
to the squib . The re s ultant explosive charge
will break the housing supporting the squib and
will release the plug in the fire extinguisher
26-13
Flight~~ty.
CONTINUITY
SENSING
COPPER FOIL
SOUI B HOUSING
ORI NG
BRONZE PLUG
CARTRIDGE
ASSEMBLY
FITTING END
LOCKWASHER
INSULATED
TERM INAL
INSTALLED UNBLOWN SQUIB
VIEW A
Figure 26-10. Fire Extinguisher Squib (Sheet 1 of 2)
26-14
FIRE EXTINGUISHER
SUPPLY CYLINDER
FITTING END
SQUIB DETONATED
CARTR IDGE ASSEMBLY
FIRE EXTINGUISHER
SUPPLY CYLINDER
FITTING END
DISCHARGE OF
EXTINGUISHING AGENT
CARTRIDGE ASSEMBLY
Figure 26-10. Fire Extinguisher Squib (Sheet 2 of 2)
26-15
3111~
N01l33101ld
I\)
...enen,
-;::===='~'~~~P\ J32~nAZ2N
1_
~G
L ENG FIRE
PUSH TO EXT
=
D~
W76AZ2
WMlA22
~' "
(]I(
I
I
054
\0
iI"
._____
II
', I
I
CAS
Isu~~~~~rtfe~..1D
,,~'R~~~i,
.1
W70A22
~:r ~r I~OO l:r:'"
~""
wa2A22
Wl.3A22
W, A22
I'
!(.4
L-i1Ht1r-._
;:;~=f-...J1~~
to>
0;'"
lSon
J:J
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o(f)
OSI
e.2Hl l
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oz
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052
u;-
13-22
f-
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11\
PI58
:D
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-;
m
z
z
;..
AI87 PANEL ASSY-{:IACUIT BREAKER

UNOERF\.OOR . 1
LEFT
.1.237 FUEL V,",-VE
)1
F """'' ' ' '
-;
J:J
-,
CONTROL PANEL L
",u~
cn==
VOC POWER SOURCE
W75A22N
W75822
., 91-50.() 1
W7lA.22
9121.()1 (-
1.1
W73B22 ~ OR
'aif'!
\R..
r:'; :i,
JI&S
;..
z
z
'
Gl
Pl55
~~g'~
~H~ WlTTI ~
EXTINGUISHER FIRE. L
Figure 26-11. Fire Extinguisher Circuit-UE (Test A)
()
t.:;:
I ~;;:::::.I .. ~
!:
.
I
2.U-02
CB5gL~~T FIRE
P501
0
0
:D
EXT MONITOR
,"Jri=; ~
"'~~ I
1~====t::~~~~~::~~~~~~:::::::::J--ll-l
'
' ,~"
1- '
L
.IS01
EENSQU IS "OK"lIGHTCIRCUIT
'"
...:z:CD
;..
. 1 _ CB59-JH~
T82
L-f<:ttt~]
SER "0 " (DISCHARGE) LIG HT CIRCUIT
LENGINE
WI 02 FIRE E)(f
Pl 29~
J\ .
W=1l22 -
LEGEN
2 . 6:UI1
Fl09lXFl 59
--
W11 3
12 ~2 -
P....
A232 CENTER SECTION ASSY WING. RIGHT
L--] 76-21.01
r-
,~
6 PANEL ASSEI.IB lY-COCKPIT, INSTR
II
II>
JI
WHY./J1l.r ~3-20~J
-------""""W
21.
P2;:{
2 [f
W65822
A163 SWI~3rLI~ ~lG~NE FIRE

.
'
~;,;a:~ "n~
I T
14 W251A22N
_
13 W27B22 -
*f
,........-,
eRlo
I-'-:~:' I
'"
~
eR9
I ... "' ....:::,;
~~;;;~~;;;;;;;;;~~
~+'+-~':~:n;~r."~\187
I
-U
K6
~.
II
W252B.22
FIRE . l . I
Gl
11\
11\
()
..0
05 ASSY-GLARESHIBD
III
115
rcA7 ~
' I
12
~. CC'
11[ II,--:
W l32A22
A\~J~S~~~~
J:J
-;
J:J
~
--
;j ,E:
13
ENGJ~i ~IRE
5 1 SWITC H-
"Tl
1WI~A22~~~~~:~:~~========~
~
L..r::.
I
"
TEST A
' ,!
DS3
W87A22
;;:
W74i122N -
;..
-] 91-40-01
~,L.,""~,~o~,"
=",,,
'"
DETECTOR
;..
r
."
='=
I~....
':<
"l(1.1Pl
""
, wn.".
- ,I :
W7M22
~
~
l ENG FIRE
PUSH TO EXT
1i
W71A22
11224 PANEL.t.$SY
SUBPANEL A INBOARD . l
W1J2A22
wro~
W113KJ.2
W252C22
"
SI SWITCHENGINE FIRE
EXT. L
"le~ SWITCH ASSY
EXTINGUISHER ,
. r l
'II '.' _e,
W",""
,
,
';;'" ;:;;0:':0:
"
J:J
JI65d
--{'"
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......
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rZ
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,,~
14 W257A22N
Al~Pl
13
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W"",
W27B22 -
W68D.22
" '} 5
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w' ~) ~
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12 W253A22 9
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W2S2A22 ---.J
- i 782t~1
. '-
WING , RIGHT
LEGE ~D
- &w,
C85!h115
C859 Lt"FT FIRE
28 VOC POWER SOURCE

GREEN SOUIB OK" LIGHT CIRCUIT
;;&
W7JB22 "' OR
~~~
""
l
J155
F
H
-3
I\)
0'1
Figure 26-12. Fire Extinguisher Circuit-UE (Test B)
-1 '
--"
J:J
--j
--c .,'
z
z
Gl
PISS
EI758OT1lEEXTINGUISHER , FlRE, L
FIRE PROTECTION
z
z
~~,GIN~
W73KJ.2
A187 PA NEL ASSV-CI RCU!i BREAKER,

UNDERFLOOR . ,
PSOI
9J.2101 (-
--j
EXlIo'lONITOA
' ~ 1~:"
Fm'~"
, m'~'
.... "~,,
J~I
=
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CONTAOll'I'.NEL l
AI 36 PANEL ASSEMB LY-COCKPIT INSTA
:II
;;:
~VE
AI63 SWITCH-EHG INE FIRE

PI.A.L l . I .
2~~1
l ENGINE
WI02 FIRE EXT
.01.232 CENTER SECTION ASSV
7S.21.o1
oz
lSi
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K~'20
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~-i 9H2.o 1
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165
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n
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f---{oo
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.........
1~
W134A22
W1QA22
J:J
w,,,,,,
",
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w,=
w,_
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TESTB
SlII$WITCH
FI RE EXT TEST L
"
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\ .L~FF
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en
.....,
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.1327
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r"'=
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Lf=;:J':':" I w'''~,
W69A22
O' ,
"rtI
FIRE EXTINGU ISHER

ARM ED
2...0
~!1R[j
OFF
W71A22
_ _ _ __
::::I---J~~~
II
: ":':":'I:i~="~=~=':="='='W~'~~~'~:::llII
SUBPANEL,
~ W70A22
r?iH1"L- w' ''~'=~IIIi----~

1
~1
' F w'''=,
,.
L ENG FIRE
PUSHTO EXT
"T1
..,
:IJ
t- W252C22
2.
--
W1 42A22'
ENGIN E FIRE
EXT L
CARTR IDGE FIRED
~~
NO~O
A, 164 SW ITCH A,SSV

EXTINGUISHER
FIRE, L ~ 1
:IJ
1111~:'~
"fBll,
"- "0'. '" 1""
ti 0."1
~
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"D
(JJ
15-22
H-r
rr
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g
: ~ ~ I"~w"", +
IL
i
FIREWALL FUEL
SHUTOFFV"LVE
CLOSED
1'.
54 ! 0
III
0
0
rZ
P165
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III
III
,I
51~-J
OK
C3'CS'
~Ir,~ ~~
TEST B
F~~~~~W~TL
0;,
,e.
W87A22
'"
~ W214
P202 WI02Jl
WS8D22
_L . H'(I~ 2.63-{
_
F~~9~g~~9
III
:II
s:
W102 FIRE EXT
-d--
..,m
;, RIGHT
246602
P l29 J,
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'"
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.0.187 PANEL ASSY-C IACUIT BREAKER ,
LEFT
UNDERFLOOR "
..,
L -3 76 -21-01
10237 FUEL VALVE
PULl, l .. ' ,+
:IJ
CONTROL PANEL L
FIRE DETECTOR SIGNAL INPUT
AMBER DISCHARGE LIGHT POWER

EXPLOSIVE SQU IB POWER
!L- W72A22 "

J 501
P501
1~1~5:2N ~
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91-21 -01 [ - -
t::: "".
z
z
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.0.163 SWITCH-ENG INE FIR E
LEGEND
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s:
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H l""
h W74A22N ------'
-:
-i
91-40 ..01
E242 CONTROL
DETECTOR
z
c
r-
Figure 26-13. Fire Extinguisher Circuit-UE (Fire Signal)
'T1
-,
1
I~
'l<
Al"'Pl
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;:...-----+'-rJ r
1
--:::::::::--11
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H
AI6<1 SWITCH "'SS'!'EXTINGUISHER

FIRE . L . l
W68C22 .
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W68112.2
/
HOT BATIERY BUS
J3 14
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9 142 E-
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51 SWITCH
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P553
Figure 26-14. Fire Extinguisher Circuit-U8-S7/UC-174
FIRE PROTECTION
..,
:n
z
z
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s:
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='I
I~
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WARNING PANEL ILLUSTRATION

l FUEL PRES to
R FUEL PRES
CAB DlH HI
CABIN All HI
R ENVIR FAil
-ARM EMER UTES
to
ROILPRES LO
'AlP FAIL
rj1/ Wl
~W''''-l--------':;~W''''
I
"
c o<
111-23-<11
'En
E-
BlEEOAIR
WARNING
R"'",
BlEEOJlIR
WARNING
S129 SWITCH
BLEED AIR FAIL, RIGHT
A146 PANEL ASSEMBLY

CIRCUIT BREAKER, RIGHT.6.1
BLEED-AIR VALVES SWITCHES
AND
"L<loU-',IIR WARNING
PRESSURE SWITCHES
(LEFT AN D RIGHT )
LEGEND
BLEED-AIR WARNING LINES (EVA TUBING)
Figure 26-15, Bleed-Air Warning System Diagram
26-20
FlightSafety.
tlltei,liiitloiWII
BLEED-AIR WARNING
SYSTEM
NOTES
Th e bleed-air lines from the engine to the

cab in are insulated to protect nearby component s from the heat. The bleed-air lines are
monitored for breaks by plastic tubing which
run s in close proximity to the lines. One end
of the plastic tubing is plugged and the other
end is connected to the 18 psi pneumatic system. The plastic lines also contain two pressure activated switches. Should a break occur
in a bleed-air line, the excessive heat will melt
the plastic tubing which will release the pressure and activate the switch. The switch will
th en illuminate the L or R BL AIR FAlL light.
Wh en a failure is apparent, the bleed air for
th at side should be turned off by selecting
IN STR and ENYIR OFF with the appropriate
bl eed-air valve switch.
26-21
FlightSafety.
u"", ..
tIoil8l
BEECH 1900 AIRLINER M A IN T ENANCE TRAINING MANUAL
QUESTIONS
1.
2.
3.
An engine fire illuminates the FIRE

PULL T handles because the amplifier senses:
A. An increased resistance in the
fire loop
B. A decreased resistance in the
fi re loop
C. A loop temperature of 315 0 F
D. System integrity
On UB aircraft with the Fire Det and
Fire Ext rotary test switch, selecting
the FIRE position checks:
A. The amplifier
B. The loop
C. The test resister
D. Both fire extinguisher lights
4.
The amber 0 light will illuminate when:

A. The fire extinguisher bottle pressure is low.
B. Test A on UE aircraft is selected.
C. Test B on UE aircraft is selected.
D. The pressure switch closes after the
bottle is discharged.
5.
Normal fire bottle pressure should be

approximately
psi at 40 0 F.
A.
B.
C.
D.
275
325
360
450
The bleed-air warning switches are lo cated in:

A. Zone 133
B. Each respective wheel well
C. The leading edge of each respec tive wing
D . Zone 153
26-22
FlightSafety.
i ,le...dtiO.....
BEECH 1900 AIRLINER MAINTENANCE TRA I NING MANUAL
CHAPTER 27
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ..... .... ... ... ... ..... .... ... .. ... .... ............ .. ..... ....... ...... ... ....... .. .. .. .... ....... .. ... ... .. .. .. . 27-1
FLIGHT CONTROLS ... .......... .... .... .. .. ........ ........ .............. ........... ....... .. ..... ... ..... .. .. ... ...... ...... 27-3
FudderBoost- UE Only ......... ....... ...... ....... ..... ................. ...... ........ ...... ...... ....... .. ... ... .... 27-3
Electric Elevator Trim ......... .. ..... ....... ... .. ..... .. ... .......... ....... .. .. .. ... ...... ... ..... .......... .. .... .. .... 27-5
Flaps .......... ............................ ................ ............................ .............. ... ............ ....... .. .... .. . 27-9
CONTROL SYSTEM ... .. .......... ..... ...... ...... ...................... .. ......... ...... ......... ........ .... ...... ... .. .. 27-19
FOR TR AININ G PUR POS ES ONLY
27-i
Flight~~ty.
ILLUSTRATIONS
Figure
Title
Page
27-1
Rudder Boost Circuit ................................... .............. ......... ......................... ....... .. . 27-2
27-2
Electric Trim-Copilot Activated ........................... ... .. .. ................ ........ .... ............ 27-4
27-3
Electric Trim-Pilot Activated ......... ...................... .. ............................................. 27-6
27-4
Electric Trim-Disconnected ....... .... ..................... ............. ................. ... ....... ... .... .. 27-7
27-5
Flap System Components ................................................................... .......... ......... 27-8
27-6
Flap Electric Circuit- UE (Up) ........................................................................... 27-11
27-7
Flap Electric Circuit-UB/C (Up) ....................................................................... 27-12
27-8
Flap Electric Circuit- UE (Takeoff) ...................... ........... ......... .... ...... ........ ....... 27-13
27-9
Flap Electric Circuit- UB/C (Takeoff) ............................................................... 27-14
27-10
Flap Electric Circuit-UE (Down) .......... .. .......................................................... 27-15
27-11
Flap Electric Circuit-UB/C (Down) .................................................................. 27-16
27-12
Flap Electric Circuit-UE (Split Flaps) .............................................................. 27-17
27-13
Aileron Control System ....................................................................................... 27-18
27-14
Ridder Control System ......... ................................... ........... .... ...................... ....... 27-20
27-15
Elevator Control System .......................................... ..... ....................................... 27-21
27-16
Flap Safety Switch Installation ...... ............. ....... .. ... ................ ...... ....................... 27-22
27-iii
Flight~tY.
BEECH 1900 AIRLINER MAINTEN A NC E TR A INING MANUAL
CHAPTER 27
FLIGHT CONTROLS
INTRODUCTION
Th is chapter provides a description of the flight control systems used on the Beech 1900
ai rcraft, with a description of componen ts and their operation. General mainte nance considerations are included, with an introduction to functional and operational checks.
References for thi s chapter and further specific information can be found in Chapter 27,
"Fli ght Controls;" Chapter 20 , " Standard Practices-Airfram e;" Chapter 5 , " Time
Li mits/Maintenance Checks;" and Chapter 12, "Servici ng," of the Maintenance Manual .
27-1
FlightSafety.
Ia.atloioal
BEECH 1900 AIRLINER MAINTENANCE TRAINING MANUA L
~P542
Z 1 - - - - C39F22N - - - SP199
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A213 ASSEMBLY- ENGINE SECTION , l. 1 . 2
___ AVIONICS INTERFACE
24-65-01
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CB74
RUDDER BOOST
A146 PANEL ASSEMBlYCIRCUIT BREAKER , R.1
Pt94
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C32A22 -
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~ -3 91-60-01
91 -20-01
94
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p'
rD
158 f- C25822 - 21
158 f- C36A22 178 f- C32822 188 C37A22

198 C38A22 -
rr-
22
RUDDER BOOST
J1 -21-S1-2
Sl-3-Jl-22 ~ 2
23 S1 -1-J1 -23 .:lo
6:
FF
24 S1-6-J l -24 ~ Sl-2-S1 -5 J

25 S1-3-J1-25
YAWCONTTEST
S1 SWITCHRUDDER BOOST POWER
E- r---
91-59-01
E--
A321 PANEL ASSEMBLY

CONTROl .. t
A230 ASSEMBlY- PEDESTAUCONSOlE
Figure 27-1.
27-2
Rudder Boost Circuit
FlightSafety.
,1hM tIcwWII
FLIG HT CONTROLS
NOTES
The 1900 's a re equipped with co nventi o nal

cable operated ail eron s and rudder. The 1900 's
are a lso equipped with a "T " tail desi g n which
uti lizes a ho ri zo nt a l stabilizer and cable operated elev ato rs mo unted at th e extreme to p o f
th e ve rti c al s tabi lize r. The 1900 ' s are al so
eq uipped with so me o th e r non-conventional
co ntro l s urfaces; s tabil o ns and tailets and vo rtex ge ne rato rs.
Exte ns ive wind tunn e l tes tin g confirmed th e
value o f ha vin g th ese additional s urfa ces
mou nt e d o n th e " T" tail. Th e s tabil o n s,
mou nted o n e ith e r s id e o f the aft fu sela ge,
were add ed to improve pitc h stability. Thi s
al so dra mati ca ll y in creased th e CG ran ge o f
the aircraft fr o m 4 % to 40 % MAC (mean aerodyna mi c ch o rd). Th e tail e ts, mo unted on th e
lower s urface of the ho ri zo ntal stabili zer and
the vo rtex gen e rators mo unted ahead of th e
wi ng -fu se lage juncti o n we re added to improve
di rec tional stability.
FUDDERBOOST-UE ONLY
Th e rudder boos t is ac tiva ted by a s witc h o n
the pe des tal placa rd e d RUDDER BOOSTOFF-YAW CONTROL TEST. Rudd er boos t
can be inte rrupted w he n th e DISC TRIM / AP
YO sw itch is de pressed to the firs t level on th e
con tr o l wh ee l. Se lec tin g YAW CO NTROL
TEST will di sabl e th e rudd er boo st system and
ill uminate a RUD BOOST OFF annun ciato r.
Th e rudde r boos t system sen se s torq ue pressu re from bo th e ng ine s. Thi s torque pre ssure
is se nt to an avioni cs interfa ce system where
it is a naly ze d to dete rmine if rudder boost is
req uired. At a prese t le ve l an e lectric serv o is
activ ated to de fl ec t th e rudder proportional
to the press ure differe nc e.
If the 1900 0 is equipped with an a uto pil o t

sy stem , th e autop ilo t will in co rporate th e rud der boos t fea ture .
27-3
FlightSafety.
BEECH 1900 AIRLINER
MAINTENANCE TRAINING MANUAL
COPILOT
PILOT
CONTROL WHEEL
LEFT
RIGHT
TRIM
TR IM
SWITCH SWITCH
N
N
N 0
E
~ 1
U W
P N
2 3
DETAIL F
-15
r--o--t:
~ :A
~~ ~.
U W S
P N W
4 5 6
--:~- ~
13
1522 14
9 13
~E
~iu
WP
N
14 22 15 6 5 4
L
/
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J,
o
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W
N
3 2 1?
""
14 I 10
12
11
I
I
I
_l..L
12
16
17
13
./
:1
DETAIL A
R-
DETAIL B
lJ
I
H
Rh
r77
TR IM
MOTOR
A K
'\
L-f_~)_~ J
tiiM
eM
I
E
ELECTR IC
TRIM
MOTOR DISCONNECT
RELAY
CLUTCH
DETAIL G
ELEC TRI M O FF
RELAY BOARD - A 120

FORWARD LOWER CABIN
ELEVTRICAL PANEL)
Fl I
rl7
TRI M MOTOR
SPEED CO NTROL
R1
Figure 27-2.
OFF
RESET
10
~2
ON
L-I
TRIM MOTOR
CLUTCH
POWER
CONTROL R2
TRIM TAB ELECTRIC CONTROL ASSEMBLY
27-4
Sy.
~-:~ .
STEP ? - . AP ANDYD
DETAILC
LEFT
DISCONNECT SWITCH RIGHT
TRIM
TR IM
FIRST
SWITCH SWITCH
SECOND
STEP
N N
N N
AP AND YO STEP TR IM
00
0
DISCONNECT SWITCH
SECOND
FI RST STEP
~ ~ ~~
o
~S
DETAIL E CONTROL WHEEL
Electric Trim-Copilot Activated
FOR TRAINING PURPOSE S ON LY
5A
CIRCU IT
BREAKER
(CIRCUITBREAKER
PANEL)
DETAIL D
ELECTR IC TRIM
POWER SWITCH
(PEDESTAL PANEL)
II
Flight~ty.
ELECTRIC ELEVATOR TRIM
NOTES
The electric elevator-trim sys tem is controlled

by a PITCH TRIM (ON-OFF) switch located
on the pedestal, a dual-element thumb switch
and a trim-disconnect sw itch on each control
wh eel. Both elements of the dual-element
thu mb switch must be operated simu lt aneou sly in order for the trim to move. Any movement of the trim system with only one of the
con trol wheel switches denotes a sys tem fault.
Activatio n of the copilot's trim switches can
be ove rridden by the pilot 'S trim sw itches.
A two level disconnect switch (red button) is
also located on the contro l wheel to disconnect
the trim. The first level will disconnect the yaw
da mper/au top il o t/rudd er boost (UE), the second level will disconnect the pitch trim. When
di sconnected with the co ntro l wheel switch,
a PITCH TRIM OFF annunciator will illuminate. A manual-trim wheel can also be used to
ch ange the tri m.
27-5
Flight~~ty.
"#(1 !fl
=
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PILOT
CONTRO L WHEEL
LEFT
TRIM
SWITCH
N
NO
~ ~
P N
if-/-1~ i :
~~
9 13
/~
U"W
2
DETAILC
LEFT
TRIM
TRIM
SWITCH SWITCH
~~~~
SECOND
N
N
AP AND YO STEP TRIM
ON
0 N
t ~" D
1
c""m
DETAIL E CONTROL WHEEL
1522 14
13
SO
14 22 15 6
~~
2
L
DETAIL F
r'i'
r-~I~==~::~~-_-.~~~----~~~-----------------------r----+---~
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"I
I.
'---<~~--+----------------------------lll
/
12 ::J "
r - 11
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I"--H----'
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,'- ' -
ELECTRIM OFF
DETAI L A
16l
~==lg7~
- Sk~
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I
I
RELAY BOARD-A120 J
:FORWARD LOWER CABIN
ELEVTRICAL PANEL)
r-l
"1
"' ~~::lH--1F~Gr-----IEr---iA~Kr-~CF~B:::;-Jr-tDI
).~_E_~ ~_~p
P-f.
ELECTRIC
TRIM
DISCONNECT
RELAY
DETAJL G
TRIM
MOTOR
TRIM MOTOR
CLUTCH
,--, POWER
I CONTROL- R2
Figure 27-3. Electric Trim-Pilot Activated
27-6
OFF RESET
10
ON
LI
R1
5A
CI RCUIT
BREAKER
(CIRCUITBREAKER
PANEL)
rifL;;;;::$~
~2
'f -
TRIM MOTOR
SPEED CONTROL
DETAJL B
DETAIL D
ELECTRIC TRIM
POWER SWITCH
(P EDESTAL PANEL)
JI.
Flight~tY.
~ If->
1fT
tEE. D~~'----F~-------4~ /~LI1
"CO,
:; AJff7
00
CONTROL WHEEL
LEFT
TRIM
SWITCH
N
DETAI L E
N 0
~~
co,,'~ ~
;:.CO""NC!.T!.!.R",O",L..:.W:.:.H",E",E=-L_ _ _ _ _-"D"'E'-'T"'A"'IL:....::;C
LEFT
TRIM
TRIM
SWITCH
~f~~ SECOND SWITCH
N
N
AP AND YD STEP TRIM
ON
N
U W
P N
T1
~~
S 0
.. E S.
1522 14
97
13
13
E
E
D
D
WU
W U
N P
N P
14 22 15 6 5 4 3 2 1 I
DETAIL F
15
-<>- I
I
I
rO'{'.
I
I
I
14 l 10
12
11
PITCH TRIM OFF
I UE
ELECTRIMOFF
II UB/C
:------ - -- ~
12 ~
16 ~
DETAIL A
DETAIL B
L -- - - l 1 7
l
t:::::::J- ~L ~__
':! _L~ .1
ELECTRIC~
L-----~ 3r-~====~t_r---1
RE LAY BOARD- A 120
(FORWARD LOWER CABIN
ELEVTRICAL PAN EL)
of
'lJ
(~
'rRi-M
MOTOR
CLUTCH
TR IM
DISCONNECT
RELAY
+l
~~~~::;;~=TfUM
MOTOR
FG
AK
i-i~;:;;::::$...:5ACIRCUIT
OFF RESET
10
~2
BREAKER
(CIRCUIT
BREAKER
PANEL)
ON
DETAIL D
HI"
r >'7
~_
___
TRIM MOTOR
SPEED CONTROL
ELECTRIC TRIM
POWER SWITCH
(PEDESTAL PANEL)
R1
TR IM MOTOR
CLUTCH
- ,----, POWER
...
I CONTROL R2
Figure 274. Electric Trim-Disconnected
FOR TRAI NING PU RPOS ES ONLY

I,
277
FlightSafety.
uo....
tIoi ...
t
S~~ll=-_FW_D
LWS.
'r
l
L.W.S.
14Zj-_____
RW.S.
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R W S.
S6 0
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~
F.S.
326.00
TOP VIEW
17S UPLIMIT
CAM (S4)
DOWNLIMIT
CAM (S6)
FLAP GEARBOX
AND MOTOR
DETAIL C
FLAP ACTUATOR
FLAP TRAVEL
LIMIT SWITCHES
DETAIL A -
UE MODELS
B~
00
INBD
AS INSTALLED
DETAIL B
FLAP DRIVE
SHAFT HOUSING
cr
I
cQ/
g=n
00
FLAP GEARBOX
=='==:::::::::=='=::::J- - 326.00
F.S.
FLAP GEARBOX
DETAIL D
Figure 27-5.
27-8
Flap System Components (Sheet 1 of 2)
FlightSafety.
.,lbih"tionel
BEECH 1900 AIRLINER M A IN T E NA NCE TR A INING MANUAL
FLAPS
NOTES
The flaps are operated by a sliding switch

handle on the pedestal. The UE flap system has
th e following three positions and degrees
of travel:
UP (0)
TAKEOFF/APPROACH (17)
DOWN (35)
The UA/B/C system has four positions:
UP (0)
TAKEOFF(IO)
APPROACH (20)
DOWN (35)
Fl ap position is registered on an electric indi cator on top of the pedestal.
A safety mechanism is provided to disconnect power to the electric flap motor in the
event of a mal function which would cause any
fl ap to be three to six degrees out of phase with
its adjacent flap.
27-9
Flight~ty.
<t
\~l
c'\' ~, t ~ :\ii. j'
'-------iPI=:::~-B
~
n'
I
RWS.
142.0
F. S.
326.00
TOPVIEW
APPROACH UPLIMIT
CAM
FLA P GEARBOX
AN D MOTOR
DETAIL C
FLAP TRAVEL
LI MIT SWITCHES
FLAP ACTUATOR
DETAIL B
UAiB/C MODELS
DETAIL A -
B~
A
o
FLAP DRIVE
SHAFT HOUSING
<t
I
~
FLAP GEARBOX
F.S.
FLAP GEARBOX
DETAIL D
Figure 27-5.
27-10
Flap System Components (Sheet 2 of 2)
326.00
FlightSafety.
......lIaoat
FLAP CONTROL AND IND ICATOR CB
NC
NC
P3.5
C
0
6822"' RO ~
S2s.. SWITCH~ C43A22
SPLIT FLAP. R
NO
J315
FTS;? 1
P521
r-~,"'D"3EIf
' C
.""
~~~ ~
I, - ,3 I LEFT
1,1 ,
C4~22
'''"',7,,
' '' . C7A22 _ __ _,
NO S2S5 SWITCHSPLIT FLAP. L
C6C22
91 -23-{l1 [ -
P522
,,~
o
C
.......-> RD ~ C45A22
C44AZ2 "' ~
".
~S:22==
C9A22
UP
. - -_ _ _ _ _ __
NO
C21A22 _
5C
, - - - - - - - -_ C22A22 _
~ C8A22 ~ '
~-
S,
oc
APP
91 56-01 [ r-------------- C~A22 -
RIGHT
r------------- ~A22 -
$201 SWITCHSPliT FLAP
12C
CO= _
15C
--C20+"[_ _ GHIF22 _
16C
~----
SWITCH, BVPi'SS
14C f- C12A22
f-
S2
CI6.422 ---O ~
DOWN
egB.,l _ _ _ _- I
P416
32-61-02
91-2Q.01 [ -
W4 2A22- ]
W43A2231-31-01
.tr.!!...
~
[,.,, ~...=-
. 4 S3 SWITCH
,
FLT DATA 51G, C~
FLAP APP DOWN
...
2A-22
2B-22
-+--+---1
- __
..------"'Ir~"
1
91-3701 [-
'l
-l.
15B22
~TC-",
. 7_
C815-J2-5
~2OA~
GBIS
A187 PANEL ASSY---CIACUIT BREAKER-UNDERFLOOR
.L..-. 168-22
~
. 2 ~M~~~~
~~~~;~
~ CIAI4 _ _ _ _ _~~'~~_'"
C~
'~--~
NCC""
;g.'1
-=~"~"'~A~S~S,!Y::!:P~ED~E~S~t~AgU~CON
~sot~~E=~
5A22
NO
i~~T"~~~f~;!:J~~:--"Co-,-,:1
V-
~ Cl8A22
FLAP MOTOR
NO
l ___
'" f- CHA"-;;CO"-
--+-+--1
G _WS0A22_]
__
~I--..j
I .
r- W51 A22 -
L __+I-II--__
3131 01
f:::-GSA22 -:j;;::=7fCc'
CR.l00
4"22 :=tJt:jM~W97A22-] 27-32-{)1
SA-22
----ttl
C2 3A22-
.L..-. 9A.22 _
APPROACH~ 148-22
C2B12
D
L ,". oo _ ~ .-0.. ~~
lOA.22 "\C
1 54 SWITCH
NO
lIMIT' FLAP ~
APPROACH UP ~~~~'~~'~A~"~'~~J=J N
p
NC
71... 22
N~14A_22
DOWN
.A...
lII"'f
~ UP
CRIO]
'--.-S6-S-,"-T"C-H~~~&
LIMIT, FLAP
C4A22
r C~4A22N
G19G22- ] 32-31-02
G29E22 - ] 32-31-01
~
J
Ie ! 0 - - 13M2 ---+--1 U
~
It......- 12A .22
~/
NO
L I - - - - - 10822 ------+--< 0
L - - - - - 11 .... -22
------+--1
"'--'
~ C35B22 ------..J
r - GR
L
5132 SWITCH ASSV-l IMIT, FLAP .. ,
NOTES
56 - ACTUATED IN DOWN LIMIT
1 SWITCHES SHOWN IN FlAPS
POSInON ONLY
UPPOSInON
. NUMBER AFTER DASH (OR
54 - ACTUATED FROM UP LIMIT
AFTER LEITER) IN WIRE
TO 4 5 DEG BELOW 55.
55 - ACTUATED FROM APPROACH
GooE IS WIRE GAGE
POSITI ON TO DOWN LIMIT.
51 - ACTUATED IN UP LIMIT
52 - ACTUATED ,,"ROM UP LIMIT
ONLY
TO 4 5 DEG BELOW 53
SI30S3 - ACTUATED IN DOWN
{USED FOR FlIGHT OATA
POSITION ONLY (OPERATES
RECORDER SIGNAL)
POSInON AND LOO GR WARNING
S3 ~ ACTUATED FROM APf'ROACH
HORN)
..,,
.,
.,
.,
.,
.,
POSITION TO DOWN LIMIT

(USED FOR FLIGHT OATA
RECORDER SIGNAL)
14 AWGWIRE
SEE APPLICABLE AVIONICS DWG
Figure 27-6,
WH "*f:::;
' :;;;::;;;;:;;;:~---.J
LEGEND
CONTROL CIRCUIT
POWER CIRCU IT
K10b RELAY-FlAP MOTOR
CCWON
r-- " ~==:::::::::==~

8102 MOTOR- HAP
Flap Electric Circuit-UE (Up)
27-11
Flight~~ty.
FLAP CONTROL AND INDICATOR CB
SPLIT FLAP BYPASS SWITCH
l
I
I
NOTE;
ADDED TO UC85 AND SUBSEQUENT
c
o Ne
RO -o..:a.... _ WH
P315
70 --.......- - -_
C43A22 -
J315
2C
5254 SWITCH
C44A22 ~ WH~
_] 91.23
1A-22
3,A,-22
e~ NO
FLAP UP
'.J
~2A-22
R NC
NC
4 S3SW ITCH
C9A22
P416
TAKEOFF
10DEG DOWN
"
C22A22-
oc
Cl0A22
C34A22-
"e
"e
C12A22
-Q..
"""
Cl6A22
~N
"
C35A22 -
4A-22
[ _e,"", _
-
G19F2291 -20 [ -
NO
352 SWITCH
LIM IT. FLAP
LIM IT. FLAP
AP PROACH UP
S6 SWITCH
LIMIT, FLAP
DOWN
SA -22
C23A22N
.,.
NO
,...5l
e,
r
N
P
~ 14A'22
I- G29E22- ]
~_13A-22
I- WOOA22 -
"""---12A-22
e28t2
Gl9G22 - ] 32-31-02
32 -31 -01
C2A 12N
.,.
I
]
~~oe
27 32
I- W95A22 -
C4A22
C24A22N
C~07
.,
"
NOTES:
56 -
ACTUATED IN DOWN LIMIT POS ITION ONLY.
.1
54 -
ACTUATED FROM UP LI MIT TO 4.5 OEG BELOW 55
+ 2 55 - ACTUATED FROM APPROACH POSITION TO DOWN LIMIT.

+ 3 52 - ACTUATED FROM UP LIMIT TO 4.5 OEG BELOW 53.
ACTUATED FROM TAKEOFF POSITI ON TO DOWN LIM IT.
-<j
UP
"'!.J~
L.!""
~/
,I
WH"'"
SW ITCHES SHOWN IN FLAPS UP POSITION .

NUMBER AFTER DASH (OR AFTER LETTER) IN WIRE CODE IS WIRE GAGE_
DN
~ .:r
- G"
Kl05 RELAY
FLAP MOTOR
LEGEND
CONTROL CIRCUIT
POWER CIRCUIT
ACTUATED IN UP UMITONLY.
S13054- POSITION AND LAND ING GEAR WARN ING HORN

(ACTUATED IN DOWN CONTRO L POS ITION ONLY.)
Figure 27-7.
27-12
~] ".,..
CB165 FLAP MOTOR
"
C3A22
148-22 -
5132 SW ITCH ASSY-LI MI T. FLAP
.6
e""
r--
I ~ 9A -22 _
100-22
11A-22
S3 -
FlAP CONTROL
PEDESTAUCONSOLE
..
+4
I-'-
:g
NO
+ 5 51 -
Cl 1A22
S130 SWITCH
f--
7A-22
~ '~:f
A146 PANEL ASSY
NO
~
6A.22
Ne
e
C1fIA22
CIRCUIT BREAKER. RIGHT
~ 14C-22 -
154 SWITCH
,OC
...
NO
10A.22""",,-C
C17A22
rt-
5A- 22 ~
2 $5 SW ITCH
LIM IT. FLAP
,e
A230ASSY
C~
TAKEOFF UP
"-
f-- W97A22- ] 27-32
i~
"
T.O.
32-61-02
28-22_
L- 3B_2~~
C
2C -22 -
mAo..cH
C8A22 ~
C21A22 _
LIMIT. FLAP
UP
NO
LIMIT.
,I
C7A22
SPLIT FLAP. L
S132Jl
. 551
SWI TCH
JHI4
l 1C
NO 5256 SWITCH
SPLIT FlAP, R
PHI4
NC 0
C
~ AD _ _....~ C45A22
CCWDN
"--t::::::::;:::;;;:::;:::;::::::;::::::~
Flap Electric Circuit-UB/C (Up)
8102 MOTOR-FLAP
Flight~~ty.
FlAP CONTROL AND INDICATOR CB
'"
S2~~:-~~~WH-hC43A22
SPLIT FlAP, A
C44C22
eEFT
C44D22
PS21
31
C45822
C4482:2 _
-' I
50
r----------GnAn
60
, -___________ C9C22
SWITCH, BYPASS
_ ------------------------------:SI32JI
I
''''22
L
r
----~I--~ :
~'T
,."-______~
32.61 -02
S:-~~H
2A-22
-+--L~ e
9137-01
FlT OATA SIG

FlAP "'PPUP
. 2 ~M~t~~
C9Bll
2C
"""--;;!'''-
'60
Cl8A22
Sl30SWITCH
;(~----.:~:'i1:~i'f~~~~~i~::,
[~-l
S""2' l
A230 ASSY - PEDESTAUCO NSOLE

24.Q6 1
T.
.7_
CB15.J2.S
.~rV
-S;OA~
W3
CB15
FLAP MOTOR
A 187 PANEL ASSy--clRCUIT BREAKER
UNDERFLOOR . 1
NC
~ "'" - - -+C:t>-I-..,
L---l+i------ C3A22 =--;-
NO
. 3$2 SWITCH
'50
J2
&.....-
FLT OATA SIG, C~

FLAP APP D<mN
.4
'"
FlAP CONTROL
91 20-01
10
~ NC
C
[---C2OA22
___ G19F22
31-31 -01
' - - 28.22 _
. 4 53
CI2A22
P416
~--;;:!!:====::J[:~
NO
F ~W.2A22-]
~W.3A22~
"
"C
r------------- ~~,
C8A22
UC
P--------------- C~~2
SPUTFlAP
FLAP UP
"'
NO
"
RIGHT
SW~i~~,
C1A22 - - - - -- -,
C9A22
,------------------02''''
$201 SWITCH
. 551
JI94
IIC
SPLIT FlAP,l
r==~===::::=C45D22mJ
a C45C22
'rI
,,~~~~~
wm .
P194
NO S255 SWITCH
P$22
~ RD ....... C45A22
(;44A22 . . .........-
C6Cll
NO
91 23-0 1 [ FTS21
NC
J315
C<>-r{
C L
""Nc-
15B22
16822
---+L~
I H
_-+L~
-=j
~~-----NC~ "
"
C
SA 22 -
I
I
I -W50A22 - J
313101
I -W51A22-
JI"'T
C23A22
..A...
J-W97A22- J 273201
CR106
" ' - - 9A.22 _
APPROACH~ 14B.22 1
L_ ,IllOA22
A .:>:> .. _ il_:NO
'C
I
. , 54 SWITCH
.....-I-~-------- ::= -.,;,::.'------~
lIMIT.FLAP ~
&.....- M.22
APPROACH UP
NC
r C24A22N ~
...0...
7A-22
N~'4A_22
~--.-S<--S-W-"-C-H~:;'''''-':''
LI MI T. FLAP I C ! a-- 13A22 ---...!.~
OOWN ~
_ 12A-22 ____1--1
~
CRIO?
PS42
L--_~
~ = --I
9150-01 [~~
L ______ I1A.22 _ _ _ _ _ _1--1
.4
r- GR ~:':-'"
S132 SWITCH ASSy--tJMIT. FLAP . 1

NOTES
58 - ACTUATED IN DOWN LIMIT

POSITION ONLY.
1 S~ - ACT\.IATED FROM UP LIMIT
TO 4.5 DEG BELOW S5
. 2 S!> - ACT\.IATED FROM APPROACH
POSmON TO DOWN LI MI T
. :3 S2-ACTUATEDFROMUPUMIT
TO 45 DEG BELOW S:3
(US ED FOR FLIGHT OATA
RECORDER SIGNAL.)
S3 - ACTUATED FROM APPROACH
POSITION TO OOWN LIMIT
(USED FOfl FLIGHT Ilo\TA
RECORDER SIGNAL.)
r-
LEGEND
SWITCHES SHO'NN IN FLAPS

UP POSITION
2. NUMBER AFTER DASH (OR
AFTER lETIER) IN WIRE.
COO E IS WIRE GAGE
. 5 SI -- ACTUATED IN UP LIMIT
CONTROL CI RCU IT
POWER CIRCUI T
WH
~;:;;:;;;;;:;;::~~
- I
MOTOR
KI05 RELAY-FLAP
ON"
. 6 SI30S3-ACTUATEDINOOWN
POSITION AND lOG OR WARN ING
HORN.)
. 7 14AWGWIRE
. 8 SEE APPUCABlE AVIONICS DWG
Figure 27-8.
CCWO N
BK.
-t::::::::::::::~~
8102 MOTOR-fLAP
Flap Electric Circuit-UE (Takeoff)
27-13
FlightSafety.
Ueh oal,......ttI
FLAP CONTROl AND INDICATOA C8
NOTE
SPLIT FlAP BYPASS SWITCH
ADDeD TO l.IC85 AND SU8SEOUENT
NC
RO ~~, _ _........_
NC
~~3~~:4A22 ---..~ RD _ _......-
_ __
S25 4 SWITCH
SPliT RAP, R
u..:.:.[ - ] 9123
Pig.
Jl9<4
C45A22
II G
C7A22 -
_ __
NO 5256 SWITCH
SPLIT RAP.l
C9A22
~6
sc
C21A22
GSA22
-1f"'O
Sl32Jl
. 551
SWITCH
LIMIT,
FLAP UP
~ NO
I~
LIMIT FLAP
TAKEOfF
10DEG DOWN
el0A22
C34A22 _
" 0
C12A22 -
"0
CleAn
[-C20A2'-
2C
CH"'-f:::o ~
- -G19F22
''''
~
C35A22
GO:;.
C :.----.
I
" f-
NO 4A22
4 S3SWlTCH
oc
32~1-(l2
W97A22 -
27':~2
9J.20 [ -
TAKEOFF UP
2 S5 SWITCH
Cel65 FLAP MOTOR
'--
::g
NO
8A22 ,
I ~ 9A -22
mAO' OHL 1
154 SWITCH
LIMIT. FLAP
APPROACH UP
S6SWlTCH
LIMIT. R.AP
DOWN
C23A22N
.,.
~6A'22
~ GI9G22- ] 32-31-02
HII-22
~13A'22
&......- 121\-22
e.-""",,- ] "." 1
~ W9$A22 -
~
~'
~~ oe
' 1 C2B12
NO
- '48-22 "
N~
C'
e3A.,2
~ 1 4C-22 ";
NO
10.... 22 .......C
S l 30SWITCH
FlAP CONTROL
AI46~ElASSY
c~
LIMIT, FLAP
L - Cl1A22
CI8A22
CIRCUIT BREAKER. RIGHT
5A '22 ~
"-
NO
...
~ "
+ W" ~]'' ' '
C
2C-22
L- 38';~
352 SWITCH
LIMIT, FLAP
'"
K
,.0.230 ASSY-PEDESTAUCONSOlE
NO
r.:i "'S,
~
0
"
00
C22A22 -
3A22
:gc
~'22
NC
28-22 _
P416
lA 22
-.
711-22
NO
C2A12N
G29E22- ] 32-31 -01
C~";2
r
C24A22N
.,.
108-22
1111-22
03
"'pJ
C~07
.,
~ GA
NOTES
SWITCHES SHOWN IN FLAP S UP POSInON
NUMBER AFTER DASH (OR AFTER lETIER) IN WIR E CODE 15 WIRE GAGE
,I
~ L.!J~
~/
WH
K105 RELAY
56 - ACTU ...TED IN DOWN LI MIT POSITiON ONLY.

, S4 - ACTUATED FROM UP LIMIT TO 4.5 OEG BElOW S5
. 2 S5 - ACTUATEO FROM APPROACH POSITION TO ()()'MIj LI MIT
UP
.-1
S132 5WITCH ASSY----{IM IT. FLAP
L<j
ON
FLAP MOTOR
LEGEND
. 3 52 - ACTUATED FROM UPLIMITT04.5 OEG BELOW 53

53 - ACTUATED FROM T... KEOFF POSITION TO DOWN LIMIT
CONTROL CIRCUIT
. $ Sl-"'CTUATEDINUPUMITONlY_
. 6 Sl30S4 - POSITION AND lANDING GEAR W...RNING HORN

(ACru ...TED IN DOWN CONTROL POSITION ONLY)
POWER CIRCUIT
B'.+t=;:;;:;;;;;;;:;::~
Figure 27-9. Flap Electric Circuit-UB/C (Takeoff)
27-14
Bl02 MOTOR-FlAP
FlightSafety.
.",etkAWII
FlAP CONTROl AND INDICATOR CB
ONC
'"
315
NC 0
_ ~,
~4
Pig,,)
;;;i~~"c"''''''~ C'''''''''NH':r....<> f,0-~~'''TC'''''2~(
lie
C7"22 - - --
NO "'" 'WI'C"
'-4e
'"
- C l2A22 ---O
r------ C~22 -
SWITCH. BYPASS
15<:
C9822
-----~
0
P-416
2C
11\-22
32.6" 02
NC'
,oc
L;;:;;.~ ; r
"
"i"'-
"22
' - - 2B-2 2
L ",, ~
. 4 SJ SWITCH
flT OATA SIG,
FlAP APP DOWN
c~
-
SA-:!'
Pl30
-l---1---j1 L
91 .37.01 [--l
,. iii"
CB"'J2"F~'"
-;-JJ'
;r
"'''''NEL
NO
'It
"'-NC ',"22
"22
SA-:!2
---1-1---1 H
~,,,,,,,--J1 31-31 .01
-----W--,I N 1-,,,,,,,,--, 273201
--+-1--1 C
LIMIT. FlAP
APPROACH UP
I
C
"T
C2812
I",
II
ID
L'"'' ,c :::
re;CRloe
9~-2_2_ -
"
. ,54 SWITCH
"""
I 0 - - 141H2 ,
, '! ,BREM<ER -
f---
--.
o!:!~
-"'1
FlAP-C~'Rot
: 131 -3 1-01
LIMIT. FlAP
APPROACH DOWN
DOWN
SPUT FlAP
. 255 SWITCH
52
12C ~CI'A22 _~_..o;'--,

,,""",
820 1 SWITCH
III
\~~~~~~~~~t511;
L-.:E[ ~::~~
IC
I,
""51'-
. ~";~ ~ '''.'' ---II-~ u

NO , ,, .,,
--1--1 v
4 - - - - '00" ------If.--lc
1-- - - _ 1111.22 _ _ __ _+-~I R
,c,'
L
I I ,
'
. '
LEGEND
NOTES,
56 -ACTUATED IN DOWN LIMIT
1 SWITCHES SHOWN IN FlAPS

UP POSITION
2 NUMBER AFTER DASH (OR
TO 4.5 DEG BELOW S5
AFTER LETIER) IN WIRE
. 2 S5 ~ACTUATED FROM APPROACH
COOE IS WIRE GAGE
. 5 Sl ~ ACTUATED IN UP LIMIT
. 3 52 ~ ACTUATED FROM UP LIMIT
ON"
Sl30S3~ACTUIITEDINDOWN
TO 4 5 CEG BELOW S3
(USEO FOR FLIGHT DATA
RECOROER SIGNAL)
POSITION AND LOG GR WARNING
. 4 S3 ~ ACTUATED FROM APPROACH
HORN )
. 7 14 AWO WIRE
(USEe FOR FLIGHT DATA
B SEE APPllCA8LE AVIONICS DWG
RECORDER SIGNAL)
POSITION ONLY
. , 54 - ACTUATED FROM UP llMIT
.6
Figure 27-10.
CONTROL CIRCUIT
CWUP
POWER CIRCUIT
CCWON
" *1::::::::;:::::::::::;::~
8102 MOTOR-FLAP
Flap Electric Circuit-UE (Down)
FOR TRAININ G PURPOSES ON LY
27-15
Flight~~ty.
FLAP CONTROL AND INDICATOR CB
L~
NOTE
SPLIT FLAP BYPASS SWITC H
ADDED TO UC-S5 AN D SUBSEOUENT
NC
NC
"ill::
0
NO
$2S.4 SWITe...
SPliT FlAP. A
~"
"" IIIC
C7A22
NO 5256 SWITCH
SPLIT FtAP. l
Sl32Jl
I>c ""'"
P4 16
00
1
. ~Sl
SWITCH
LIMIT.
FLAP UP
C.
.. NO
:~
N~
"53 SWITCH
LIMIT. FlAP
' ODET~~~~
~~,~
I L
1M
~
C.
I:
O NC
!------'
I
"
3S2SWtTCH
LIMIT. FLAP
TAKEOfF UP
91-20 [ -
I 0
. ~~'22 ~
r-C,
NO
NOo
I: r-
NC.
C.
1-- - ~MTT:~~~
DOWN
C"GHT
]I
Ie
"""
TeH ~
LIMIT. FLAP
I
APPROACH UP
~-il 'H'
CB"SF~~ MomR
r--
NC.
..
NC
L,
C' ' ' '
"
I NC
rl-
NO
"-',,;
2 S5 SWI TCH
LIMIT, FLA P
APPROACH DOWN
I DOWN
I'"
L- 3B.22 ~
50
I
I
::~
~. ~
7:
F "
I'
NO
I
,
=J""
Ie>
10
323102
G29E22 - ] 32-31 0 1
CAto8
-!.
Ie,
,
I
C;~ ~7
-$-
pJ
ON
I~
r.: ~,UP
5132 SWI TCH ASSy- tJMIT. flAP .. ,
""7
1,1 ~
NOT ES
.
..
"
.,
SWITCHES SHOWN IN FLAPS UP POSITION,

NUMBER AFTE R DASH (OR AFT ER LETIER) IN WIRE CODE IS WIRE GAGE
" '" I
S6 -
ACTUATED IN DOWN LI MIT p o smON ONLY,
54 -
ACTUATED FROM UP LIMIT TO " !i DEG BELOW 55
S5 - ACTUATED FROM APPROACH POSITION TO DOWN LIMIT
LEGEND
. 3 S2-ACTUATED FROM UP LIMIT TO 4 5 DEG 8ELOWS3
+<
S3 -
ACTUATED FROM TAKEOFF POSITION TO DOWN LI MIT.
Sl -
ACTliATED IN UP LIMIT ONLY.
Sl30S4 - POSITION AND LANDING GEAR WAR NING HORN

(ACTUATED IN DOWN CONT ROL POSITION ONLY)
Figure 27-11.
27-16
' MOWR
CONTROL CI RCU IT
POWER CIRCUIT
.r::-
Flap Electric Circuit-UB/C (Down)
""",
Flight~ty.
FlAP CONTROl AND INCICATOFI CB
o Ne
P315
~6622.
AO ...o-a......~3
~ ~ C43A22
5254 SWITCH
SPLIT FlAp, R
NO
. .-
J315
2C r- C44C22 _
21B ~
C6C22
NC.Q.r.....
1- C44A22 ...............----0. RO ........
9J.23-01 [ FrS2!
PS22
PS21
NO
~~TS~~~
C4SA2'T
29 C4SC22
rf==~======C45D2zfIf
.
',
_ 3 r RIGHT
.'~
C44022
31
C44822 _
G6E2l
91 5601 [ -
32
C6022 -
lA22
NO
5C
CZ2A22 -
oc
C34A22 -
" C
C35A22 - .
'20 j... CHlA22
_ _ C20A22 _
E
F
326102 [ _ _ G19f22 _
~W42A22-] 3131 01
912001 [ - -
C8A22
.."?o ~
51
I- C12A22 - - o
52
'I
0 NC
lA22
. 4 53 SWITCH
~
c~
flTDA.TASIO .
FlAP APP DOWN
'l
~
C
4A22
'"
eels
A187 PANEL ASSY-C1RCUrr BAEAKERUNOERROOR . ,
I--~
,
~~~:-i~
FlAp MOTOR
NO
NO
0 - - 158-22
168.22
f- Cl8A22 - """""",,-J
o:
91.:)7.()1 [-
5A22
~~~~I~~~ o-n:
I
FLAP APP UP C
C17A22 ~
2C
16C
&
pn. 0=.
:J~
r-----.f
. 7 _ C815..J2.5 ~
-l
-1--1--1 ,
2,\22
' - - 28 22 -
C9B22
''''
~_~~"'~~AS
~s~',::!P~E@o~E~STEA~uco~~N~SO~":::',
~W43A22 -
c 10
~
'
UP
C21A22 _
P416
--1--1 B
";'-~E2~~~~~t=J
L
. 551
SWITCH
LIMIT.
FlAP UP
--1-1--1 G
--1--1--1 H
:=jjt:::j ~
L __
~W50A22-]
!-W51A22 -
~-I-__ C'-'2' ,_-:;-;;:;;:::=;1I~

C~'---iHh
..
31-31 01
C23A22
lI"'J"
CAlM
I-W97A22- ] 273.201
SA22
9A22 ~ 148,22
Ii' C2B12
['0A22'~::
SWITCH
LIMIT FLAP
I 0
\r<>-'-.-~~~~~
~ OA.22~~=tj ~19G22-]
~G29E22 -] 32-3H)1
C
7A22
N
P
N~14A'22
"r---,-,==4<,...,-:
..
S6swrrCH
LIMIT. FlAP
OOWN
; - e9A22 _
C9C22 _
~--------
APPROACH UP
_ __
OOWN
_----------------~S132Jl
.,54
~ C7A22
Ape
LEFT
. 255 SWITCH
LIMIT. FLAP
APPROACH DOWN
~94
"e
- """01
5201 SWITCH
SPLIT FLAP
SWITCH, BYPASS
P194
C4SB
22 -
! ~ 13A22 ---1---1
~
A....- 12A.22
IC
U
V
r C24A22N ~
..A..
32.31-02
CRI07
1-W96A22- ]
1-W95A22 2732-01
NO
L I - - - - - 10822 -----+---1 D
l.._ _____
l 1A22
~ C35B22 ---------I
5 132 SWITCH ASSY-l IMIT. FLAP .. 1
LEGEND
NOTES
I
2
. 3
. 4
56 - ACTUATED IN DO'NN LIMIT
1 SWITCHES SHO'NN IN FlAPS

POSITION ONLY
UP POSITION
NUMBER AFTER DASH (OR
TO 4.5 CEG BELOVo' S5
AFTER LETTER) IN WI RE.
SS-ACTUATEDFROMAPPAQACH
COOE IS WIRE GAGE
POSITION TO [){)INN WAlT
. 5 SI _ACTUATEDIN UPLIMIT
ON"
TO 4 5 DEO BELOVo' S3
. 6 SI30SJ -ACruAlEDINOOWN
(USeD FOR FLIGHT OATA
ReCORDeR SIGNAL)
POSITION AND lOG GR WARNING
SJ-ACTUATEDFROMAPPRQACH
HORN)
. 7 14AWGWIRE
POSITION TO OOW'N LIMIT
(USED FOR flIGHT OATA
. 8 SEe APPUCABlE AVIONICS CWG
RECORDeR SIGNAL)
Figure 27-12.
CO NTROL C IRCUIT
POWER CIRCUIT
~ GR
~~ ~~~'~~~~=-Kl 06 RELAY
FLAP MOTOR
CCWDN
"' -1==:::::::=~
B102 MOlOR- FLAP
Flap Electric Circuit-UE (Split Flaps)
27-17
SlOlllN03
lH91l~
I\)
-.j
.....,
CD
WS
208
1 AILERON
2. AILERON
3. AILERON
4. AILERON
5. AILERON
6. AILERON
7. AILERON
8. AILERON
9. AI LERON
10. AI LERON
" /'
'0 /1::l '
wi
193
WS
"'/
150
-n
WS
027
..,
RIGHT W ING OUTBOARD LEFT-HAND THREAD CABLE

RIGHT W ING INBOARD RIGHT-HAND THREAD CABLE
LEFT WING INBOARD RIGHT-HAND THREAD CABLE
LEFT WING OUTBOARD LEFT-HAND THREAD CABLE
LEFT WING OUTBOARD RIGHT-HAND THREAD CABLE
LEFT WING INBOARD LEFT-HAND THREAD CABLE
FUSELAGE LEFT, LEFT-HAND THREAD CABLE
FUSELAGE RIG HT. R IG HT-HAND THREAD CABLE
RIGHT WING INBOARD LEFT-HAND THREAD CABLE
RIGHT WING OUTBOARD RIGHT-HAND THREAD CABLE
...CD:z:
0
0
10
:rJ
III
1ft
1ft
(')
:rJ
::a
~
Z
I"
\U
<0
SERVO~
Gl
AILE RON
ACTUATOR
-u
'
II - - -
~<:::2
:rJ
-u
oen
FS
BL
27
185
"(j
1ft
::a
U, j
'"
s:
:to
'
..,z
FS
271
en
o
z
WS/
" /
027
'<
WS
FS
145
150
NOTE:
THE AILERON CABLES RUN FROM THE
BELLCRANK ON A VERTICAL PLANE
AND ROTATE TO A HORIZONTAL PLANE
BETWEEN WING STATIO NS 104 AND 124,
THEN CONTIN UE ON A HOR IZONTAL PLANE
U NTIL CONNECTING TO THE
AILERON QUADRANT.
FS
105
z
z
:to
..,m
:rJ
:to
z
z
Gl
s:
:to
:to
r
Figure 27-13.
Aileron Control System
'TI
-,
~
ICI)
~
r+
':<
Flight,~~ty.
BEECH 1 900 AIRLINER MAINTEN A NCE TRA INING MANU A L
CONTROL SYSTEM
All flight controls, with the exception of the
flaps, are cable -operated conventional surfaces which require no power assistance for
normal control by the pilot or copilot; however
a downspring and bob weight are incorporated into the elevator control system for improved stability. The flaps and the optional
elevator trim are electrically powered. An in dependent yaw damp/rudder boost system is
installed on airplan es not equipped with an autopilot. The autopilot is equipped with a selfcontained yaw damp system.
All primary flight control surfaces are manually controlled through cable-pulley-bellcrank
systems. Dual controls are provided for operation by either the pilot or the copilot. The
ailerons and elevators are operated by conventional control wheels interconnected by a
"T" shaped control column. Rudder pedals
are interconnected by a linkage below the crew
compartment floor. Rudder bell crank s are adjustab le to two positions which move the rud der pedals approx imately one inch forward or
aft. Surface travel stops and linkage adjustments are incorporated into each cable -pulley bell crank system. Coordinated movements of
the rudder and ai lerons is provided by an
aileron/rudder interconnect system to further
enhance flight handling characteristics .
Ailerons , elevators and rudder may be secured
with control locks installed in the crew com partment when the airplane is on the ground
and out of service.
Two flaps installed on each wing are operated

by an electric motor-driven gearbox mounted
on the forward side of the rear spar at the centerline of the airplane. The gearbox drives
four flexib le dr ive shafts, each connected to
an Acme thread-type jackscrew at each flap .
A flap limit safety switch is provided to disconnect power to the electric motor in the
event of any type of failure which causes any
flap to be 3 to 6 out of phase with the adjacent flap. The flaps are controlled by a lever
mounted in the pedestal. Flap lever detents
are provided to select UP, 17.5 and DOWN
flap position s . Wing flap position is shown by
an indicator located in the pedestal near the
flap control lever. The indicator is controlled
by a flap position potentiometer which is actuated by the right inboard flap.
Trim tabs are installed on the left aileron, the
rudder and each elevator. The tabs are manually controlled by the pilot through drum cable systems using jackscrew actuators. The
tabs are driven by the actuators through an
adjustable double-clevis rod assemb ly capable of remov ing joint freeplay. Tab position indicators are provided on the pedestal tab
contro ls.
The optional electric motor-driven elevator
trim tab s must be activated by turning on a master switch on the pedestal console. Operation
of the system is then controlled by switches
on the outboard handle of each control wheel.
Electrical protection for the electric elevator
trim control system is provided through a 5ampere circuit breaker located in the RH circuit breaker panel.
27-19
SlOlHNO:lIH!JIl~
'"
-.,j
o
'"
DETAIL A
RUDD ER BOOST
AND/OR RUDDER
AUTOPILOT SERVO
CABLE ~ CABLE
EN D
END
RUDDER
TORQUE
TUBE
CONTROL
~~
~~HOR N
III
PUSH
ROD
DETAIL C
PRESSURE SEAL
o":n
-;
:n
:..
z
z
A~ TURNBUCKLES
RUDDER
RIGHT
CABLE
RUDDER
LEFT
CABLE
RUDDER
RIGHT CABLE
G)
FS 480 ~
_____
lJ
C
:n
lJ
o(fJ
DETAIL D
TURNBUCKLE
,..
=I=
\~
~}~A
0
1\
UI
I>
::II
UPPER
PULLEYS
RUDDER
LEFT CABLE
...:z:
0
0
DETAILB
m
m
n
LOWER
PULLEYS
::II
s:
:..
z
-;
(fJ
z
:..
z
'<
FS 146
AFT RUDDER
TORQUE SHAFT
m
-;
~ASSEMBLY
RIG PIN HOLE
AND BRACKET
:n
RUDDER
AUTOPILOT
CABLE
RUDDER
RIGHT
CABLE
Figure 27-14.
,'\. ~
'"
'"
RUDDER
LEFT CABLE
Ridder Control System
RUDD ER
LEFT
CABLE
:..
z
z
G)
s:
-_.
"T1
:..
z
CO
}>
I~
':<
ELEVATOR UP
CABLE END
ELEVATOR UP
CABLE
BtW~
/'
,/
-n
\j~ELEVATOR
~,
\'
""
DOWN
CABLE
DETAILS
:REW
HOLE
--i
::0
'0;7/Z-
DOW
'/
SPRI~cJENSION
AFTDSETAIL 0
ELLCRANK
::0
~
Z
Z
Gl
/1
~ ~/ !
DETAIL A
FORWARD
SELLCRANK
TOP OF TOP
DoELEVATOR~
"" ~
(fJ
PULLEY
ELEVATOR
UP
WN CABLE
~ELEVATOR
~rFS
DOWN
TOP OF
/
~,
ELEVATOR
UP CABLE _
FORWARD
BELLCRANK
,?'
...... ELEVATOR
" '.
'"
DOWN CABLE
BOTTOM OF
INBOARD PULLEY
DETAIL E
-.oj
....
DETAIL F
I\)
Figure 27-15.
I\)
UP CABLE
r-
CAB~~- ~'"
~~
ELEVAT
DOWN
"
J::f.r
ELEVATOR
UP CABLE
TOP OF B
PULLEY OTTOM
...III
J:>
"",,~-<fl'
A @
.. / ' ________TO POFBOTTOM
PULLEY I
OUTBOARD
PULLEY
()
:z:
:II
ELEVATOR
OM OF TOP
PULLEY
520
m
m
0
0
S563
S
FS
FS 140
FS 131
'C
C,"
BOTT
FS
448
(fJ
'0
~//___ ELEVATOR
528
III
HOLE
FS
TURN SUCKLES
~
UP
::0
"U
RIG PIN
ELEVATOR
DOWN
ELEVATOR DOWN
CABLE END
"U
C
AFT
BELLCRANK
DETAIL G
:II
s:
z
--i
m
Z
()
m
--i
::0
Gl
"T1
'SI~
....
s: =
z
c
~Cii
'!C
FLIGHT CONTROLS
SlOYINO:lIH!lIl~
I\)
.....,
I\)
I\)
NOTE:
UE-l THRU UE-427
WITH RAYTHEON KIT
118-4013 INSTALLED
OR UE-428 AND AFTER
SCREW
III
~-"
-n
o:IJ
-1
:IJ
~
Z
Z
Gl
-U
C
:IJ
-U
o(j)
~. J-XiV
'~
END
m
~
VJ-t/;;;-,---
o
o
Ill'---
~,.
_CO
WASHER
ARM
1(10/<-..
SPACES
:II
rZ
WASHER
SAFETY SWITCH
!!!@jh.
__
/"
;;::
LIGHT
-1
m
Z
\l"7--oco
:II
@..~- WASHER NUT
(j)
CO
-::---- ROLLER CAM
ROD
...
WASHER
--r-
SCREW
!:(
m
m
n
:z:
OUTBOARD
FLAP BRACKET
()
\'.
INBOARD FLAP
BRACKET!
SPACER
(NOTE)
-1
:IJ
"
NUT
II
\
~9\
'
Gl
;;::
DETAI L A
Figure 27-16. Flap Safety Switch Installation
z
c
::!!
I~.....
'l<
Flight2!~ty.
CHAPTER 28
FUEL
CONTENTS
Page
INTRODUCTION ... ....... ..... ...... .. ... .. ..... .. .... .... ........ ... ... ............. .... ...... .............. ..... .. ............ 28-1
FUEL SYSTEM-UC/E (WET WING) .............. ............. ... ............ ........... .......................... 28-3
FUEL SYSTEM OPERATION ...... .... .. .... .... .............. ................ ............. .. .............. .............. 28-3
Firewall Shutoff Valves ........... .... .... .... ... .. .. ........... .... ... .... ....... .... ..... ... ................. .. ........ 28-5
Fuel Control Panels..... ...... ........ ..... .... .. ...... ... ... ......... ... ........ ... .......... ........ ..... .... ......... ... 28-7
Fuel Vent System ........ .......... .. ... ..... ........... ..... ...... ... ..... ....... ................ ......... ..... .. ....... . 28-11
Auxiliary Tank Operation ............... .. .......................... .......................... ....................... 28-11
Cross Transfer System ............................... ...... ......................... ... ............................... . 28-17
Liquid Level Sensor-UE Only ..... .... ........................................ .. .. .. .......... ..... .. .......... 28-19
Low-Level Sensors .. ........ ..... ... ... ........ ... ........... ... .. ...... .... .. ............ .. ........ ... ... ........... ... 28-19
Fuel Quantity System .............. ... .. ... ...... ...... .. ... ................... ... .. ......... ............. ....... .. .... 28-19
Fuel System Differences ........................................ ... ........... ........................................ 28-21
FUEL SYSTEM-UAIB ................................................................... ..... ...................... ....... 28-21
QUESTIONS .. .... ..... .. .. .. .... ................. .......... .. ......................... ...... ...................................... 28-26
28-i
FlightSafety.
IntamalkAiIII
ILLUSTRATIONS
Figure
Title
Page
28-1
Fuel Tank System-UC/E .......... .... ...... ... .. ..... ............. ................... ..... .. ... ... ........... 28-2
28-2
Fuel Shutoff Valves ..... .. .... .. ...... ... .... ...... .... ... .. .... ... ..... ..... .... ... ... ... .. ... ... .. .... ........... 28-4
28-3
Fuel Control Panels- UCIE ..... .. ..... ... ... ... ....... ... ... ..... ... ....... .. .. ....... .. .. .... .... ... ... ... .. 28-6
28-4
Fuel System Schematic-UC/E ....... .... ........ ... ... ..... ... ... ..... ...... .... .... ...... ........... ..... 28-8
28-5
Auxiliary and Nacelle Components-UC/E ... ... ........... ....... .. ....... .... ... ....... ... ... ... .. 28-9
28-6
Fuel Vent System-UC/E ..... .. ... ... ... ........ ... ............ ........ .. .......... ... ........... ... ... ..... 28-10
28-7
Auxi liary Tank Circuit-Battery ONlPump OFF ................. ... .... ............ .. ... .. ..... 28-12
28-8
Aux ili ary Tank Circuit-Engine Running/AUTO ............ .......... ... .. .................... 28-13
28-9
Auxi li ary Tank Circuit- AUTOlEmpty ..................... ... ...... ........ ... ...... ................ 28-14
28-10
Auxili ary Tank Circuit-Override Selected ........................................ ................ 29-15
28-11
Cross Transfer System-UC/E ......... .. ..... .. ... .. ....... .... ........ .................. ... ............. 28-16
28-12
Liquid Level Sensor-UE Onl y .. .. ..... ....... ..... ........ .... .... .. .. .......... .......... ............ .. 28-18
28-13
Fuel Low-Level Sensor-UB/C/E ... .... ... ...... ................. .. .. ... ......... .. .. ... ... .. ..... ..... 28-18
28-14
Fuel Control Panel-UNB ............... ....... ...... ......... ...................... ........ .... ... ........ 28-20
28-15
Fuel Quantity Schematic-UCIE ............ ...................... ....................... ................ 28-22
28-16
Fuel System Schematic-UNB ....................... ........ .............. ........ ...... ................ 28-23
28-17
Cross Transfer System-UNB.. ........... ... ..... .......... .... ....... .... ....... ... ............. ....... 28-24
28-18
Fuel Vent System-UAIB .......... .............. ..... .. ....... ... .... .......... ............................. 28-25
FOR TRAIN ING PURPOS ES ONLY
28-iii
FlightSafety.
~ll:eij",tIoiiitl
CHAPTER 28
FUEL
INTRODUCTION
Thi s chapter presents the fuel system for the Beech 1900 aircraft and is limited to the
airframe fuel system only. System discussion begins from the point of fueling the aircraft and continues to delivery of fuel to the engine with emphasis given to components
and th eir operation. General maintenance considerations are included , accompanied by
fUncti onal and operational checks. References for this chapter can be found in Chapter
~8 , "Fuel;" Chapter S, "Time Limits/Maintenance Checks;" and Chapter 12, "ServicIng" of the Maintenance Manual.
28-1
FlightSafety.
..
~ AUXILIARYTANK
MAIN TANK
Figure 28-1. Fuel Tanks System-UC/E
28-2
Flight~tY.
BEECH 1900 AIRLINER MAINTEN AN CE TRAINING MANUAL
FU EL SYSTEM-UC/E
(WET WING)
NOTES
The wet wing fuel sys tem cons ists of two integral fuel tanks in each wing. A main tank extends fr om th e engine nac e lle to the wing tip.
An auxiliary tank is located between the na celle and the fuselage. The total useable fuel
is 667 gallons.
FUEL SYSTEM
OPERATION
The fu el system is designed to be fully automatic . During normal operation , fuel flow to
each engine is provided from the co llector tank.
uring initial start-up, a standby electric boost
ump within the co llector tank comes ON to
upply the initial fuel supply pressure. (Th e
tandb y electric boos t pump is also used for
ross tran sfer and as a backup to the e ngin e
riven low pressure boo st pump.) Once th e
tart is completed an engine driven low presure boost pump supplies the necessary mo 've fl ow pressure through a co lle ctor tank
ounted primary jet pump. Th e motive flow
uel provides a venturi effect to the primary
. t pump which will pick up fuel within the collector and supp ly it to the engine . The collector
tank is kept full by grav ity flow from th e main
ank and from two transfer jet pumps within
e collector. The tran sfer jet pumps get their
perat in g motive flow source from th e maniold that also s upplie s th e primary jet pump.
he coll ector tank also receives fuel fro m the
uxil iary tank. The auxiliary tank pump
Witch es are normally in the AUTO position
nd wh en fuel is in the aux iliary tank that
ump will stan as soo n as the fue l pressure
. ulld s above approximate ly 10 PSI. This fuel
s th en tran sfe rred to the co ll ecto r box and
xces s fuel can spill over into the main tank
o keep it fu 11. Th i s fuel must be used fi rst beaUse a failure of the pump will prevent transer. There are no gravity feed or transfer jet
ump capabilities for fuel in the auxiliary tank.
28-3
FlightSafe1
-......
BEECH 1900 AIRLINER MAINTENANCE TRA I N I NG MANUAL
~e
I ,,:i~6~ , I
I
c=:Je~
I rn;l
FIRE PU LL
(0
FIRE PULL
Figure 28-2. Firewall Shutoff Valves
28-4
I p~~~t~ir I
I [) I Old
Flight~ty.
FIR EWALL SHUTOFF VALVES
NOTES
Th e 1900 incorporates an electrically driven

firewall shutoff valve for each engine. The
valves are controlled by the FIRE PULL T
handles. When the handle is pulled the firewall
shuto ff valve will close ; pulling the handle also
arms the applicable fire-extinguisher system.
A man ually operated firewall shutoff valve is
al so incorporated just upstream of the fuel
system filter to allow the filter to be removed
and inspected.
28-5
FlightSafety.
tntenetkwiitl
STANDBY PUMP
ON
LEFT ENGINE
RIGHT ENGINE
6l
STANOBV PUMP
ON
AUX PUMP
AUX PUMP
ON
ON
A
U
A
U
o
FUELQTY
MAIN
USABLE FUEL
AUX 621 LBS
LEFT MAIN 1621 Les

see MANUAL
USABLE FUEL
AUX 621 lBS
RIGHT MAIN 1621 LBS

see MANUAL
@ @
",. .,e
"w.
_ _ _ _-_ ' _ _-'-IEFT
$
STfty
f111t'
\\,',~,'_
'
"",,"p
,~~
_
Oly
"'All"
0:ci
:::: /
mANS ,
p~ns
Q,.!!
Oly
.... ~
STaY
.
~'.~(,
~..
~
W.... N
TAN!(
~
_
'----AIGHT--.::
=''----.::
~;
UE MODELS
STANDBY PUMP
~
~N(iINE
ENGINE
STANDBY PUMP
0'
AUJ( PUMP
~~
FUEL OTY
MAIN
UC MODELS
Figure 28-3. Fuel Control Panels-UC/E
28-6
~
AUX
Flight~~ty.
FU EL CONTROL PANELS
NOTES
The UC/E fuel control panels contain a combination fuel quantity gage for each wing. The
gage norma ll y reads main tank quantity but can
also read auxiliary tank fuel if the FUEL QTY
switch is held to the AUX position. The switch
is in the lower right corner of the fuel control
pan el. When released the sw itch automati call y returns to the main tank position.
The fuel control panel also contains the
standby and auxiliary boost pump control
switches and the cross transfer sw itch. The fuel
system circuit breakers are lo ca ted below
the panel.
28-7
'3n~
I\)
ex>
,
ex>
LEGEND
FUEL UNDER PRESSURE

o CROSS TRANSFER FUEL
AUXILIARY FUEL
MOTIVE FLOW
FEED FUEL
RETURN FUEL
FUEL VENT
TRANSFER
JET
o
o
o
(FU EL
PRESS10-PSI)
PRESSURE
SWITCH
CROSS-TRANSFER
SOLENOID VALVE
FROM
HIGH
PRESSURE
PUMP
AUXILIARY
TANK
VENT
SYSTEM
FUEL LOW LEVEL

SENSOR (FUEL QTY)
FERRY
FUEL
PROVISIONS
SHUTOFF
VALVE
WATER DRAIN VALVE

CHECK
VALVE
LIQUID LEVEL INDICATOR

(UE
AIR
SCOOP
\"\ "-
FLOAT
VALVE
-n
:D
-;
:D
~
0
0
,.
:D
rZ
11\
:D
Gl
"D
C
:D
"D
s:
o(fJ
oz
'<
...III
FUEL
STRAINER
(fJ
11\
11\
:I:
FUEL
PROBE
MAIN TANK
FILL PORT
III
-;
m
HEATED
RAM
VENT
z
z
FUEL
PROBE
PRESSURE
RELIEF
TUBE
FLUSH VENT
WITH FLAME
ARRESTOR
()
m
MAIN TANK
(241.3 GAL
USABLE)
-;
:D
MANIFOLD
z
z
WATER
DRAIN
VALVE
TRANSFER
JET PUMP
FUEL
STRAINER
STANDBY
PUMP
(ELECTRIC
RESTRICTOR
BOOST PUMP)
FUEL
UNION
AND
DRAIN LOW LEVEL
SENSOR
(COL TANK LOW-UE)
COLLECTOR
TANK
(FU EL FEED-UC)
Figure 28-4. Fuel System Schematic-UC/E
Gl
AUX FUEL PUMP
AND DRAIN VALVE
(NO AUX XFR- UE)
(NO FUEL XFR-UC)
s:
z
c
'T1
=
I~....
':<
AUXILIARY
TANK
DRAIN
VALVE
UNION
III
DEFUELER
DRAIN
VALVE
AUX LINE
CHECK VALVE
III
III
n
:z:
WHEEL WELL
AREA
."
FI TTING
(AUX
TANK VENT)
..,
JJ
...
ell
0
0
/,,/
!:
JJ
!II
z
z
rZ
MOTIVE FLOW
SHUTOFF
VALVE
(;)
III
lJ
!II
C
JJ
;;:
lJ
o(J)
..,m
(J)
oz
COUPLING
O-RING
()
..,
MAIN TANK
JET PUMP
JJ
Z
Z
(;)
;;:
MAIN TANK
INBOARD
FUEL WALL
TRANSFER
JET PUMP
ADAPTER
DETAIL A
I\)
CD
,
(0
z
c
r-
TRANSFER JET
PUMP FUEL PICKUP
STRAINER
Figure 28-5. Auxiliary and Nacelle Components-UC/E
."
~ rJ)
I~
....
'!<
FUEL
'3n~
I\)
...o,
Q)
LEGEND
FUEL UNDER PRESSURE
[J
CROSS TRANSFER FUEL
AUXILIARY FUEL
o
o
o
o
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PUMP AND DRAIN
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Figure 28-6. Fuel Vent System-UC/E
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Flight~ty.
FUEL VENT SYSTEM
NOTES
The fu e l sys tem is ve nted th ro ug h a fl oa t o perated va lve nea r each w in g ti p. Th e sys te m

con tain s a flu s h ve nt , a hea te d ra m a ir ve nt
(wh ich a lso mai n tain s a s li g ht posi ti ve pressure infl ig ht ), a nd a recessed ra m ve nt.
Check va lves in the ve nt lines a ll ows th e air
to flow o ne -way . Tfth e ta nk was full a nd th e rmal expa ns io n ca used press ure to inc rease to
ap prox im a tel y 1.6 psi , that f ue l wo uld be
ven ted overb oard thro ug h th e p ress ure re li ef
tube a nd o ut o f th e hea ted ram a ir ven t. On ce
th e pres su re is re li eved , the flu sh ve nt acts as
a syp ho n break to sto p the fu e l fl ow . Th e float
would nat urall y be down w he n th e ta nk leve l
is low thi s a ll ows fo r th e s li g h t pos iti ve pressu re be in g appli ed to th e fuel load infli g ht.
AUXILIARY TANK OPERATION

The a u x ili a ry ta nk fu e l mu st be tra nsf e rred
to the co ll e cto r ta nk in o rd e r to be u tili zed .
Each a u x iliary ta nk co nta in s a n e lectri c boost
pu mp. Auxili a ry boos t pum p o pe ra ti o n is
co ntro ll ed by a n A UX P UMP SWITC H placard ed, "O N - A U TO - OFF. " N o rm a ll y th e
sw itch is le ft in the AU TO pos iti o n a nd th e
pu mp wi ll co me o n a ut o mati ca ll y w he n th e
fuel pressure reac hes approximately 10 p s i
d ur ing the s tart. The pump w ill a lso s hut off
au toma ti c all y w he n bo th th e fuel press ure
drops and the fu e l leve l fl o at sw itch co nfirm s
th ere is no fu e l re mainin g.
Th e aux ili a ry ta nk bo os t pump a lso co ntain s
a ther ma l s witc h th a t w ill se lf- re se t in th e
event th e a uto ma ti c shutd ow n fea ture fa il s.
Norm all y when th e ta nk run s dry a nd the pump
shut s o ff, no annun c ia to r li g ht w ill be illumi nated. If the pump fail s with fu e l in the tank
or if ON (override) is sel ec ted and the ta nk run s
ou t o f f ue l, th e a nnun c ia to r li ght wi ll illuminate to sig nify no tran sfe r.
28-11
Flight,ru~ty.
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28-12
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Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAINI NG MANUA L
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Flight~ty.
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28-15
FlightSafety.
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Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE T RA IN ING MANUAL
CROSSTRANSFERSYSTEM
NOTES
A cross transfer system is installed in the event

of an engine failure. In this case fuel from the
inoperative engine cou ld be transferred to the
operating side to maintain proper wing balance.
A cross transfer line connects the col lector
tank s in each wing. A switch on the fuel control panel placarded, "TRANSFER FLOW,"
controls the appropriate fuel pump and cross
tran sfer valve. Selecting RIGHT will open the
cross transfer valve and start the left boost
pump to transfer the fuel to the right. Selecting LEFT will open the cross transfer valve and
start the right boo st pump to move the fuel to
the left tank.
28-17
Flight~ty.
BEECH 1900 AIRLINER MAINTENAN C E TRAININ G MANUAL
/'.;:::::::::::::::::::::::::
~
............... ..... ....
................................... .............. ...
Figure 2812. Liquid Level Sensor-UE Only

TEST LIGHT POWER
1+---
---;- TIME DELAY RELAY
'I
'--.-----'~ LIGHT SEN SOR WITH
FIBER OPTIC RODS
~=::::::::tlj't'r-I
PRI SM
----'-.
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Figure 2813.
2818
TEST LI GHT SOURCE
Fuel Low Level Sensor- UB/C/E
FO R TRAININ G PURPOSES ONLY
Flight~ty.
UID LEVEL SENSORSONLY

visual fuel quantity liquid level sensors
been installed on each wing of the 19000.
sensors will indicate that the level is at
1/2 (745 pounds) , or 3/4 ( I , I 50 pounds)
A RED mark with a black dot indicates
sensor is /lot submerged. They will be toblack when submerged.
LEVEL SENSORS
quantity in the wings and collector tank
monitored by low-level sensors. These senuse a fiber optic rod that emits a light
to the prism on the end. When the fuel
covers the prism, light is refracted into
tank and dispersed. When the prism is un:ovlerea the light is reflected back into the
and after approximately 4 seconds a
annunciator will illuminate.
the other. The capacitor stores a charge at the

probe when fuel is present. The electrons flow
more easi ly in the free air, this reduces the capacitance value of each probe and increases the
return voltage to the indicator. This higher
return voltage drives the gage toward the
zero reading.
The 1900 has been designed with maintenance
in mind when it comes to fuel quantity testing. The individual probe values can be
checked with the proper test equipment without going into the tanks. Two external mounted
cannon plugs allow for easy test box hook-up.
NOTES
are two annunciators associated with this

IYs",m , one for th e wing and one for the col. When the wing quantity drops, a L or
FUEL QTY li g ht wi ll illuminate indicat ing
approximate ly (324 pounds) 30 minute s
fuel remains in that wing. A low collector
will illuminate a L or R COL TANK LOW
the UE model, or a L or RFUEL FEED light
th e other mode ls. When the collector light
mi nates , approximate ly (53 pound s) eigh t
1IIIIl1l es of f uel remains on the UE and (15
nd s) two minutes remains on the others.
L QUANTITY SYSTEM
1900 is equipped with a capacitance type
q uantity system that is designed to be
a C" "r. e within 3%. The gaging system au...."a" ~"lIy compensates for changes in fuel
ty. The compensation system then a l. for the readings to be presented in
nds. This then becomes compatible with
fu el flow system which reads in pounds
fu el consumed .
design of each probe is like that of a ca,,'"ur with two concentric tubes, one inside
28-1 9
Flight~ty.
Figure 28-14. Fuel Control Panel-UAIB
28-20
FlightSafety.
.....tkII"
FUEL SYSTEM DIFFERENCES

UC/E
Comp letely integral
IO -ps i pressure low switch
I O-psi sw itch after the pump
Two jet pumps in collector one ex ternal
Heated and rece ssed vent at wing tip
Co ll ector outboard on nacelle
Usa ble fuel-667 gallons
Two electric pumps per wing
Dual-function quantity gage
the fuel being s upplied to the engine from the

co ll ector tank. The co ll ector tank is in the
center wing tank close to the fuselage. Fuel
gravity feeds from the interconnected tank s
down to the co llector tank; two transfer jet
pumps are also utilized to keep the co ll ector
full. Motive flow fuel from the engine driven
low pressure boo st pump is used to move th e
fuel to the engi ne.
These aircraft have a standby e lectric boost in
the collector tank which operates the same as
the wet wing system. The pump comes on for
engine start, cross transfer, and as a sta ndb y
source in the event of an engine low pre ss ure
pump failure.
Two filler caps per wing

Maximum imbalance-200 Ibs
NOTES
Two added annunciators for:

LlR NO AUX FXR-UE
LlR NO FUEL XFR - UC
UA/B
Combination-blad derlintegra l
I-psi pre ss ure low sw itch
I-psi switch prior to pump
Three jet pumps in collector
Heated and recessed fuel vent outboard
of nace ll e
Co llector inboard of nacelle
Usable fuel - 425 gallons
Sing le filler cap per wing
Maximum imbalance-300 Ibs
FU EL SYSTEM-UAIB
The fuel system for the UAIE model co nsists
of a combination o f bladders and one integral
tan k per wing. There is no auxi li ary tank system on these aircraft. Fuel system operation
IS designed to be automatic and operates esse ntiall y the same as the wet wing system w ith
28-21
l~n~
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Fun PROBE
FUEL PROBf
LEFT NO. 5
MAIN TANK
lEFT NO. 6
MAIN TANK
FUEL PROBE
lEFTND.4
MAIN TANK
R ,
S
FUEl PROBE
fUEl PROBE
FUEL PROBE
LEFT ND. 3
LEFT NO.2
MAIN TANK
R , S
LEFT NO 1
SUMP
,
R S
MAIN TANK
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28V UGHTlll~ LIGHTING SYSTEM
~28VDCI4
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EMPTY
SIGNAl
MAINRETURN
EMPTY
SIGNAL IN 6
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HI - -- - --1'-=;
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FUEL PRooE
RIGHT NO. 2
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FUEL PflooE
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AUX TANK
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15
28V UGHT AETUAN I 12 ~ _SHIELD CABLE FOO 'A: 'B.' 'P' - -
si
SHIELD CABLE
FOR 'A'
~~'~~D'
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8
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FUEL CONTROL RELAY PANEL

NOTE
REFER TO THE APPROPRIATE
BEEGHCRAFTWIRING DIAGRAM
MANUAL FOR INTERNAl RELAY
PANEL CIRClflfI'(,
CONJ!..CTOR
A
'"
FUel PROBE
SHIELD GABLE
~ FOO
'C' AND '0'
B
G
MAIN
SHielD CABlE FOO 'R:"I/.' 'C'
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FUEL PROBE
R INBOARD
AUXTANK
FUEL PROBE
R OUTBOARD
AUXTANK
Y L-; _
Figure 28-15, Fuel Quantity Schematic-UC/E
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FUEL PROBE
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L MAIN TANK
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SHIELD CABLE
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LEFT INBOARD
III
1'/1
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0
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S FUEL PAOSE
J2
SA
-;;;UEL QUANTITY
10
13
AIGHT NO. I
SUMP
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L-.9R
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FUELPAQ8
.....
FDR 'A'
'A' --l~
SHIELD CABLE
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SIGNAL IN 6
R FUEL QUANTIT'I
INDICATOR
SHIELD CABLE
FOR 'A,'
'C' AND'D' _
ij
TO FLIGHTCOMPARTMENT
LIGHTING SYSTEM
AUX EMPTY 7
EMPTY B
SIGtW. RETURN 5
GROUND 2
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L RIGHT NO. 5
MAIN TANK
FUEL PROBE
L RIGHTNO.6
MAIN TANK
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LEGEND
FUEL PURGE
FUEL SUPPLY
FUEl AT STRAINER OR FILTER
CI
FUEl UNDER PUM P PRESSURE
FUEL CROSS TRANSFER
I'UEl RETURN
FUEL VENT
FUEl. NOZZLE MANIFOLO -------c:!.!:l

AIR ALTER
FILLER
o
a
PURGE
PROBES
DETAIL B
SUCTION RELIEF VAlVE
B CHECK VALVE
ill LOW LEVEL SENSOR
FUEL
CROSS TRANSFER
LINE
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TRANSFER JET
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FUEL FLOW TRANSMITTER
ELECTR IC PUM P
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co
FU EL CON TROL
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Figure 28-16. Fuel System Schematic-UAIB
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Flight~ty.
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28--25
Flight~~ty.
BEECH 1900 AIRLINER MA INTENANCE TRA IN ING MANUAL
QUESTIONS
1.
Auxiliary tank fuel on UC and subsequent is transferred to the main tank by:
7.
@ ' During right engine start

B. When the cross transfer s witch is
selected to th e right
C. When the fuel pressure drops below
10 psi
D. All of the above
A. Gravity flow
B. A transfer jet pump
"0. A transfer boost pump
D. Motive flow return from the engine
low pressure boost pump
2.
On UC and subsequent, fuel will vent

out of the wing whenI the pressure
reaches
\ .W ~"
8.
On the UB a ircraft , the fuel pressure

warning light illuminates at a pressure
of approximately _ _ _ _ _ __ _
9.
After refueling it is recommended to

wait al least
then drain
any possible accumulated water.
3.
High-pressure pump purge fuel is returned to the:

A.
B.
C.
D.
4.
Inlet of the high-pressure pump

Auxiliary tank
Collector tank
Main tank
The auxi liary pump comes ON automatically w ith fuel in the tank, switch
in AUTO and:
A. The respective generator comes
on line.
B. The starter is first engaged.
C. Fuel pressure rises to 5 psi.
;' 19'. Fuel pressure rises to 10 psi .
S.
When changing the fuel fi lter you should:

A . Close the fuel SOY by pulling the
fuel "T" handle.
B . Motor the engine first to purge
the lines.
C. Close the manual fuel SOY.
D. All of the above are correct.
The right standby pump c omes on

automatically:
A.
B.
C.
D.
15 minutes
30 minutes
1 hour
3 hours
10. The normal empty value of the probe

located at W.S. 194.85 is:
A. 23.0
B. 23.5
C. 24.0
D.43.5
11. Fuel access panels on wet wing aircraft
should be torqued to:
A.
B.
C.
.D .
10-15
15-20
20- 25
25 - 30
12. Use
6,
The cross transfer valve is located in the:

A. Left wing rool area
Left wheel well
C . Right wheel well
D. Zone 163
todrya
suspected fuel leakage area prior to
classifying a fuel leak.
&.
28-26
pounds
pounds
pounds
pounds
Flight~J!!.~ty.
CHAPTER 29
HYDRAULIC POWER
CONTENTS
Page
INTRODUCTION ... .. ... ...... ... .. .......... ........... ..... ...... .. ........... ..... ............................................ 29-1
GENERAL ....... ...... ....... .. ......... ..... .. ..... .. ... ...... .. .... .......... ...................... ...... .... ....... .. ... .... ..... . 29-1
DESCRIPTION ... ...... ....... .... ....... ............ ....... .. ...... ..... .... ........... ........... ..... ............ ............... 29-3
OPERATION .................................. ............. ................................. ................................. ........ 29-5
Normal Retraction .................. ..... ... ... ........ ......... ...... ......... ........ .. .............. .................... 29-5
Normal Extension ...... ...... .... ................. ....... .... ....... .... ............ ...... .......... ............. ...... .... 29-7
Alternate Extension .. .. ........ ....... ........ ......... ..... .. ... ..... ........ ... .... ... ....... ............ .... ...... ... .. 29-9
Maintenance Retract Mode ......................................................................................... 29-11
29-i
Flight~~ty.
BEECH 1900 AIRLINER MA INT ENAN C E T RAIN ING MA N UAL
ILLUSTRATIONS
Figure
Title
Page
29- 1
Hydrau lic Landing Gear System .. .......................................... ... ... .............. .. .......... 29-2
29-2
Hydraulic Landing Gear Schematic (Normal Retract Mode) ...... .... ..... .. ... ... .. ....... 29-4
29-3
Hydraul ic Land ing Gear Schematic (Normal Extend Mode) ......... .... ... ......... ....... 29-6
29-4
Hydraulic Landing Gear Schematic (Alternate Extend Mode) ........ ....... .... .. ... ..... 29-8
29-5
Hydraulic Landing Gear Schematic (Hand Pump Retract Mode) .. .... ............ ..... 29-10
FOR TR AINING PUR POS ES ONLY
29-iii
Flight~ty.
CHAPTER 29
HYDRAULIC POWER
INTRODUCTION
Thi s chapter presents the hydraulic system on the Beech 1900 Airliner series aircraft.
In formation is provided on the components of the system, normal operations, a nd alternate operatio n s.
GENERAL
Th e Beech 1900 Airliner series uses a hydraulic system to power land i ng gear retraction
and ex tension. Actuation of th e system can be
either manual or through a powerpack. Normal
powerpack retraction and ex tension are described.
Alternate manually powered extension methods, as wei I as use of an alternate extension

hand pump as it is related to system rigging
maintenance , are also covered.
29-1
Flight~ty.
FROM HAND
PUMP
GEAR DOWN PORT -----'=>-,J(
LEGEND
D REGULAR ENGINE BLEED-AIR LINE
NORMAL EXTEND LINE

NORMAL RETRACT LINE
D HAND PUMP SUCTION LINE
HAND PUMP PRESSURE LINE
D EMERGENCY EXTEND LINE

Figure 29-1. Hydraulic Landing Gear System
29-2
FlightSafety.
teI,Btbiilll
NOTES
DESCRIPTION
Th e landing gear is actuated by a hydraulic
powe rpack (Figure 29-1 ) in the center section
aft of the leading edge of th e left wing. Th e
pack con sists of:
28 - VDC motor-driven hydrauli c pump
Re servoir pres s uri zed by regulated en g ine bleed air
Fi Iters
Solenoid-operated selector val ves
Uplock pre ssure switch
Low - fluid-level sen sor
The powerpack reservo ir, serviced with MILH-5606 hydraulic fluid , is divided into two sectio ns: primary and secondary. The primary
secti o n s upplie s the hydraulic pump ; the sec ond ary section s urrounds the primary section
to provide additional fluid , s hould a le ak in a
pres sure line in the primary hydraulic circuit
occur. The secondary reservoir a lso provides
an alternate fluid supply to the alternate exten sion system hand pump. A fill reservoir
just inboard of the left nacelle and forward of
the main spar features a cap and dipstick assembly for maintaining system fluid level.
Whe n reservoir fluid is low, a sen sor on the
re servoir comp letes a circuit to illuminate a
yel low HYD FLUID LOW annunciator. The
annunciator is tested by pres s ing the PRESS
TO TEST s witch on the glareshield.
Th e landing gear is retracted and extended by
the powe r pack app lying pressure to each gear
leg hydrau li c actuator. The landing gear is
hel d in the up position through trapped hy drauli c pressure on ly. An accumulator is connected to the retract hydra uli c circ uit to delay
the cy cle frequency of the powerpack motor.
29-3
1I3MOd :lIln1fllOAH
I\)
to
,
""
AU XI LIARY RETURN PO RT
(PLUGGED W HEN POWER
STEE RING IS NOT IN STALLED)
........ . ...~.
PRIMARY
~-
:~~'ifB~~CK
,
I
MPJ
III
m
m
()
PRESSURE
PORT (PLUGGED)
"T1
0
0
,.
-
:IJ
-1
:IJ
z
z
:II
-m
I'"
"U
C
:IJ
"U
oen
...:z:co
:II
ON
;s::
LANDiNGG-EAR
CONTROL SWI TCH
-1
en
oz
INTER NAL
1 SHUTTLE
&;
VALVE
m
Z
(')
m
LEGEND
PRESSUR E FLUI D
RETURN FLUID
NOTE:
Jj" SHUTTLE VALVE IS SPRING
ill LOADED TO A POSITION THAT
ALLOWS FLUID IN THE ACTUATOR
TO FLOW OUT THE NORMAL
EXTEN D PORT
A PRESSURE SWITCH CIRCUIT
ill OP ENS ON INCREASING PRESSURE

AT 2,775 55 PSIG AND CLOSES ON
DECREASING PRESSURE AT A
DIFFERENTIAL O F 300-400 PSIG
Figure 29-2. Hydraulic Landing Gear Schematic (Normal Retract Mode)
-1
:IJ
;s::
"T1
~
ICI)
~
....
':<
FlightSafety.
u",
tkwMIII
BEECH 1 900 AIRLINER MA INTEN A NCE TRA IN ING MANUAL
OPERATION
NORMAL RETRACTION
I CAUTION I
To prevent ser ious damage to the
pump, never operate the powerpack
without supplying 18-20 psi of regulated dry air to the powerpack reservoir during ground operation of the
powerpack. Wh en cycling the landing gear with the powerpack, allow
a o ne-minute cooling period between
cyc les and a five - minute cooling period every five cycles.
With the safety switches sensing an airborne
condition, moving the LOG GEAR CO NT
switch handl e UP completes circuits to the
pu mp motor relay and the UP so lenoid of the
gear se lector va lve (Figure 29 -2).
Pow er from the pump motor relay energizes
the motor in the powerpack. The gear selector va lve is energized to position pump fluid
fl ow to the UP side of each actuator. When retracti o n is comp lete (approximately 6 second s), the gear actuator pistons bottom out
within their housings, causing a sudden
bu ildup of back pressure from the pump. At
2,775 psi, the uplock pressure switch opens,
breaking the circuit to the pump motor relay,
and the pump motor deenergizes.
Cyc lin g of the pump motor typi ca lly occurs approximately every 45 minutes with a properly
se rviced accumulator. An accumulator with a
low or depleted precharge is unable to s ustai n
sys tem pressure for an extended duration , and
the pump will cycle m ore frequently.
WARNING
Never attempt to serv ice the accumulator precharge pri o r to placing the
aircraft on jacks.
Normal accumulator precharge gage pressure
with the landing gear down and locked is approximately 750- 850 psi. It is possible to in advertently unlock the landing gear while
serv icing the accumulator. A low or depleted
precharge is unable to bottom the accumulator floating pi ston against the base of the accumulator housing and, since it is directly
exposed to the UP pre ss ure hydrauli c ci rcuit ,
any movement against the hydrauli c fluid results in fluid displacement applied to the actuator of each gear leg . It is possible that the
fluid di splaced by the accumulator could un lock the landing gear, causing the gear to fold
up under the weight of the aircraft with disastrous results.
Sin ce there are no mechanical uplock assembl ie s incorporated into the system, trapped
hydrau li c pre ss ure within th e actuators holds
th e gea r retracted.
An accumulator equipped with a press ure gage
is installed on the UP side of the hydrau I ic
pre ssure circuit to delay the bleed down rate
of the trapped system pressure within the actuators. A pressure drop of approximately 400
psi wi ll c lose the upl oc k pressure sw itch , react ivat ing th e pump motor circuit to build the
press ure back up .
29-5
1l3MOd 31lnlfllOAH
'",
(0
01
AUXILIARY RETURN
(PLUGGED WHE N PO ...... "
28VOC ~
I ~ ---
LANDI NG
G EAR
POW ER
60A
STEERING IS NOT INSTALLED)

PQWERPACK
_ _ _ _ ASSEMBLY
CHECK
' -:--::
:
'
FILTER
RELIEF
VALVE
RETURN
FILTER
III
m
m
n
:t
...CD
o":IJ
0
0
FILTER
G)
:IJ
ON
CONTROL SWITCH
(fJ
rZ
::a
s:
-u
-u
-::a
m
Jo
--i
:IJ
l>
Z
Z
'
l>
Z
LANDiNG '(fEAR
RHS"i F-Er y
(fJ
oz
--i
m
Z
l>
Z
()
LEGEND
PRESSUR E FLUID
RETUR N FLUI D
NOTE:
I!. SHUTTLE VALVE IS SPRING
ill LOADED TO A POSITION THAT
ALLOWS FLUID FROM REA R DOWN
PORT OF POWER PAC K TO FLOW
INTO ACTUATOR
A FLU ID PRESSURE FROM PUMP
ill UNLOC KS VALVE
--i
:IJ
l>
Z
Z
G)
s:
l>
Z
l>
r
Figure 29-3. Hydraulic Landing Gear Schematic (Normal Extend Mode)
-n
::'I
I~....
'!C
FlightSafety.
.,la'WltIoiiitl
BEECH 1900 AIRLINER MAINTEN A NCE TR AI N ING MANU A L
NORMAL EXTENSION
NOTES
Pl acing the LOG GEAR CONT switch handle

in the DN pos ition completes a circuit to the
down solenoid of the gear selector valve and
th rough any of the down-and-Iocked switches
to the pump motor relay . The relay energizes
the pump motor in the power pack which deli vers hydraulic pressure against each actua tor to extend the landing gear. As each gear leg
reaches the end of its travel, a mechanical
downl ock assembly opens its associated downlock switch. The last gear to fully engage its
switch removes power from the pump motor
relay, shutting down the pump motor. Each
main gear has a mechanical downlock assembl y internal in their respective actuators. The
nose gear has an internal ball - lock and collar
assembly that mechanically engages the actuator ram to facilitate nose gear locking. Once
all three legs have been locked, the motor remain s electrically disabled until a retraction
command is received (Figure 29 -3).
29-7
113MOd 31lnlfllOAH
I\)
CD
CXI
]th,!] 1-'::)1
"'"'
:z:
()
...
co
"Tl
oJJ
0
0
Jo
JJ
"""
~
Z
-- HAND
I PUMP
~=-~
I"I
Gl
JJ
-C
FILTER
PAESS.U
,-: -- - ---- - .A.E. '=9B. __ _ _______ _
-C
21
,,
ON
___ _
_~i~1En~Ly~_
!:
"'
21
;;:
LANDiNG GEAR
:>
CONTROL SWITCH
(fJ
m
"""
z
(fJ
oz
:>
()
m
LEGEND
PRESSURE FLUID
D RETURN FLUID
D HAND PUM P SUCTION
NOTE:
b. PRESSURE FLUID FROM HAND
ill PUMP SHUTTLES VALVE TO
ALLOW FLUID TO FLOW INTO
ACTUATOR
CONDITIONS:
1. LANDING GEAR CONTROL HANDLE
IN "DOWN" POSITION
2. 2-AMPERE CONTROL CIRCUIT
BREAKER PU LLED
A HAND PUMP PRESSURE FLUI D
&
UNSEATS VALVE
JJ
"""
:>
-zz
Gl
;;:
:>
:>
r
Figure 29-4_ Hydraulic Landing Gear Schematic (Alternate Extend Mode)
'T1
iI~
....
':<
FlightSafety.
~ lta l .tb ..
NOTE
ALTERNATE EXTENSION
Alternate landin g gear ex te nsio n is prov id ed
through a manu a ll y p owered hyd ra ulic sys tem
(Fi gure 29-4). A hand pump , pl aca rded LAN DING GEA R ALTE R NATE E XTENS ION , is
on the fl oo r be tw een th e pi lo t seat a nd th e
center pe des tal. Th e ha nd pump is used w he n
the al tern ate ex te nsio n of th e gea r is req u ired .
To exten d th e gea r with th e sys te m, pull th e
land ing gear co ntrol c irc uit brea ke r o n th e
pil ot in boa rd su bpane l and p lace th e la ndin g
gear co ntro l hand le in th e ON pos iti o n.
Th e han d pump draws fluid fro m th e se co ndary rese rvo ir of the powe rpack ass embl y an d
distributes it to eac h la ndin g gea r ac tu ator
thro ugh an alte rn ate hyd rauli c c irc ui t. Pum p
the han dl e until th e three g ree n dow n-andlocked a nnun c ia to rs illumin ate . A press ure
reli ef va lve w ith in th e pump ho usin g prevent s
an y damage fr o m occurring to the sys te m by
cont inued o perati o n o f th e ge ar handl e.
WARNING
A ft er perfo rmin g a m a in te n a nce

Alte rn ate Ex te nsio n, be sure to SlOW
th e pump handl e secu re ly to re li eve
sys te m press ure ge ne rate d by th e
hand pump. Fa ilure to do so may res ult in th e inability o f th e la ndin g
gear system to retract no rm all y. H and
pump pre ss ure ope ns the ha nd pum p
c hec k val ve in th e UP hyd ra uli c c ircuit, a ll ow in g the e lec tri c pump d is charge press ure to re turn dire ctl y to
th e reser vo ir. Th e pump o pe rates ,
the gear does no t retract, a nd th e 14seco nd tim e r tim es o ut , po ppin g th e
2-a mp circ uit brea ke r next to t he
gea r se lec tor handl e.
NOTES
If a ny o r all o f the three g reen gear

pos iti o n li g ht s d o not illuminat e,
con tinue pumpin g until he av y resistance i s fe lt to e nsure th at th e actuato rs have reache d the e nd of the ir
trave l and the gear is fo rcibl y he ld in
the d o wn pos iti o n. Do no t sto w the
ha ndl e if an un sa fe indi ca ti o n exists. Sto win g th e handl e de presses a
press ure re li e f va lve in the pump
ho usin g . After a succe ssful a ltern ate
ex te nsio n has bee n exec uted (three
gree n illuminated li g ht s obse r ve d )
and the pump h a ndl e h as b ee n
stowed, do no t move a no the r land ing
gear co ntro l or reset any swi tches or
c irc uit bre akers until the airc raft has
bee n placed o n jac ks and th e cau se
of the pro bl e m has been dete rmin ed
and co rrec ted .
29-9
113MOd 31lnlfllOAH
I\)
<p
o
~
TO POWER
JOT INSTALLED)
STEERIN G PUMP
FILTER
RELIEF
VALVE,
PQWERPACK
;,.~.~. ASSEMBLY
RETURN
FILTER
III
'"'"
:z:
PUMP
()
CHECK
,HVUIH
VALVE
[--
...CD
HAND PUMP
SUCTION PORT
I ;:: ::::
I I HAND PUMP
I I DUMP VALVE
"T1
:n
::
-i
:n
l>
Z
Z
Gl
":n
o"
C
I I
I
,0'- :
SOLE NOID
't-t-LL!.1<
"'-<= AO
PRESSURE: . . . . .
rv"\""~'
0
0
1:0
SWITCH }
:II
TIMEDE:lAy'A-ELAY
. "._ . _....
:. ___ _ '8.E.S.S9.R.E. ~~:r
FILTER
__ ____ ___ ______ _
rZ
'"
:II
ON :
LANDiNG <fEAR
s::
l>
CONTROL SWI TCH
Z
-i
(f)
(f)
oz
l>
Z
!:;:
()
m
LEGEND
PRESSURE FLUI D
RETURN FLUID
D HAND PUMP SUCTION
NOTE:
/), SHUTTLE VALV E IS SPRINGill LOADED TO A POSITION THAT
ALLOWS FLUID IN THE ACTUATOR
TO FLOW OUT THE NORMAL
EXTEND PORT
-i
:n
l>
Z
Z
Gl
A PRESSURE SWITCH CI RCU IT
ill OPENS O N INCREASING PRESSUR E

AT 2,775 55 PSIG AND CLOSES ON
DECREASING PRESSURE AT A
DIFFERENTIAL OF 300-400 PS IG
Figure 29-5, Hydraulic Landing Gear Schematic (Hand Pump Retract Mode)
s::
l>
z
C
l>
r
'T1
=-=
1
I~
r+
':<
Flight~~ty.
MAINTENANCE RETRACT
MODE
Th e alternate extension hand pump can be
used to manually raise the landing gear to faci litate system rigging by pulling up the red
maintenance service valve on the inboard side
of the powerpack assembly (Figure 29-5) . The
valve redirects hand pump pressure to the UP
side of the normal retract hydraulic circuit to
provide a control led retract event. A pair of
power-inhibiting microswitches adjacent to
th e valve plunger electrically disab le the powerpack motor control circuit when the valve is
pulled. A locking pin locks the valve in the
stowed position when not in use.
I CAUTION I
When the red service valve is pushed
down, releasing the control inhibit
micro-switches while the gear is retracted and the landing gear down
control circuit is energ ized, the gear
will extend immediately.
FOR TRA INING PU RPOSES ONLY
29-11
Flight9!~ty.
CHAPTER 30
CONTENTS
Page
INTRODUCTION .... ....... .................................... ........ ................ .. .. ... ..... ..... .......... ............ ... 30-1
ICE AND RAIN PROTECTION SySTEMS ......... ..................... ........... .... .... .... .... .......... ..... 30-3
Brake Deice System ..... ... .. .... ... ...... ..... ............................................... ..... .. ....... ..... ...... .. . 30-7
Surface Deice System ......... ... ... ............. .. ......................... .... ............... .... ..... ... ... .. ....... 30-11
Engine Air Inlet ..................................... .. ..... ... ............................................................ 30-17
Engine Anti-ice System ....... .. .............. .. .... ...... ....... .... ... ..... ................ .. .............. .... .... . 30-19
Pi tot Heat. .......... ... ...... .. .. .. ........ .... ...... ... ...... ...... ..... ......... ........................... ... .... .......... 30-25
Windshield Heat .................................................... ......... ... ..... ...... ................. ...... ....... . 30-29
Propeller Electric Deice System ............................. .. ............. ......... .. ........................... 30-33
Stall Warning Vane Heat. ................... ........................................................... ... ........ .... 30-39
QUESTIONS .. ............. .. ........ ....... ................. ....................... ................. ... ...... .. .. .... .. ........... 30-42
30-i
Flight~ty.
ILLUSTRATIONS
Figure
Title
Page
30-1
1900 Ice Protection Systems ...... ...... ...... ............... ........... ... ... ....... ... ... .. .......... ... .. .. 30-2
30-2
Ice and Rain Protection Controls ................ ...... .. ......... ............. ............................. 30-4
30-3
Brake Deice Components .. .......... ... ....... ..... ............. ...... ....... .... ... ........ .. ......... .. ...... 30-6
30-4
Brake Deice System ..... ...... .......... .... ........ .... ............ .... ....... ... ..... ..... ... ............. ...... 30-8
30-5
Brake Deice System Diagram ............ .. .. .. .............................................................. 30-9
30-6
Surface Deice System ................ ......... .... .. ...... .. ......................................... .... ..... 30-10
30-7
Surface Deice System-Single Cycle .... .............................................. ... ............. 30-12
30-8
Surface Deice System- Manual ........................................................... .. ............. 30-13
30-9
Surface Deice Diagram- UE. ................... .. ... ............. .... .... ..... ............. .. ............. 30-14
30-10
Surface Deice Diagram-UB/C .......... .. .... ........... ... ......... .................................... 30-15
30-11
Inlet Lip Anti-ice .... ........ ... ................................................................................... 30-16
30-12
Inertial Separators-Retracted ...... .. .. ...... ... .. ... .... .. .. ...... .................. ......... ....... ..... 30-18
30-13
rnertial Separators-Ex tended.................. .................. .. .......................................
30-14
Inertial Separators Diagram- Extending .... ... ... ... ..... .. .... ... .. ... ... .... ......... .. .......... . 30-20
30-15
Inertial Separators Diagram-Extended ......................................................... ..... 30-21
30-16
Inertial Separators Diagram-Motor Fail ............................................. .. ............ . 30-22
30-17
Inertial Separators Diagram-Standby ................................................................ 30-23
30-18
Pi tot Heat and Static Diagram-UE (OFF) ........................................................ 30-24
30-19
Pi tot Heat and Static Diagram-UE (ON) .. ......................................................... 30-26
30-20
Pi tot Heat and Static Diagram-UB/C .. ...... ................................ ........................ 30-27
30-21
Windshield Heat-Simplified (Normal) Copilot's .. ................ .. .......................... 30-28
30-22
Windshield Heat-Simplifi ed (High) Copilot's .... .......... .. .............. ..................... 30-30
30-23
Windshield Heat Diagram- (High ) Pilot's .. .... .. .................................................. 30-31
30-18
30-iii
Flight~~ty.
30-24
Propeller Deice Simplified Diagram ............................ .. ...................................... 30-32
30-25
Propeller Deice Diagram-UE (Manual) ... ............... ...... ..... ....... .. ....... ........ ....... 30-34
30-26
Propeller Deice Diagram-UE (Auto) ........... ...... .... ............................................ 30-36
30-27
Propeller Deice Diagram-UE/C (Off) ............................... .......... ...................... 30-37
30-28
Stall Heat Diagram-UE (ON-On the Ground) ......... ....................................... 30-38
30-29
Stall Heat Diagram-UE (ON-Inflight) .. ......... ...... ........... ..... ...... .................... . 30-40
30-30
Stall Heat Diagram- UE/C (OFF) ... ...................... ....... .. .......... .. ..... ...... .. ... ... ... .. 30-41
30-iv
Flight~ty.
BEECH 1900 AIRLINER MAINT E NANCE T RAINING MANUAL
CHAPTER 30
INTRODUCTION
This chapter presents the ice and rain protection systems found in the Beech 1900 aircraft with emphasis placed on components and operation. Discussions include the
method employed for ice detection, four methods of ice protection, and the various
co mponents and systems they protect. General maintenance considerations are included ,
along with an introduction to functional and operational checks . References for this chapter and furt her specific information can be found in Chapter 30, "Ice and Rain Protection"; Chapter 36, "Pneumatics"; Chapter 5, "Time Limits/Maintenance Checks" ; and
Ch apter 12, "Servicing," of the Maintenance Manual.
30-1
Flight~ty.
STABILIZER
DEICE BOOTS
HEATED
FUEL VENT
STABILON
DEICE BOOTS
WING DEICE
BOOTS
WINDSHIELD
DEICE
PILOT'S
ALTERNATE
STATIC
PITOT MAST
HEATER
INTAKE LIP
DEICE
PROPELLER
DEICE
HEATED
STALL VANE
AND PLATE
Figure 30-1. 1900 Ice Protection Systems
30-2
ICE AND RAIN

PROTECTION SYSTEMS
NOTES
The 1900 is equipped with a variety of ice

protection systems for operation in known
icing conditions. The following is a list of
systems that provide ice protection:
Engine Anti-ice
Fuel ALTS Static
Brake Deice
Surface Deice
Engine Inlet Lip Heat
1nertial Separators
Pitot Heat
Windshield Heat
Propeller Deice
Stall Vane Heat
Brake deice utilizes engine bleed air to prevent
ice/slush buildup on the main wheel brakes.
Surface deice utilizes inflatable deice boots on
th e wings, stabilons, horizontal stabilizer (a ll
models), and tailets (UE on ly). After ice has
formed and the system is activated, the boots
will inflate to shed the ice buildup.
Engine inlet lip heat is provided by exhaust air,
an d engine inlet ice protection is provided by
an inertia l separator system that changes
inl et airflow.
Pitot heat is provided by electric heaters within
th e pitot and mast assembly.
El ectrical heati ng elements embedded in the
wi ndshield provide protection against
ice formation.
Propeller deicing is accomplished by an electrically heated boot bonded to each blade.
Stall heat protection is also provided by electrical
heating elements on the plate and stall vane.
30-3
FlightSafety.
Ue" ldtk:wllll
UB/C MODEL
Figure 30-2. Ice and Rain Protection Controls (Sheet 1 of 2)
30-4
Flight~~ty.
UE MODEL
Figure 30-2. Ice and Rain Protection Controls (Sheet 2 of 2)
30-5
FlightSafety.
ItW,,,,IkAWiII
TO
PRECOOLER
DISTRIBUTOR /
MANIFOLD
Figure 30-3. Brake Deice Components
30-6
FlightSafety.
.............
BEECH 1900 AIRLINER M AI NTENANCE TR AI NING M A N UAL
BRAKE DEICE SYSTEM
NOTES
Heated air for brake deicing is supplied by

en gine P 3 air. The heated bleed air is routed
to a so lenoid -o perated shutoff valve in eac h
main gear wheel well. The air is then sent to
a manifold that has o rifice s direc ting the air
on eac h main wheel assembly.
Th e brake deice system is controlled by a
BRAKE DEICE switch on the pilot' s right
subpanel. Powe r is sent through a control mod ule before energizing the solenoid-operated
shutoff valve. The control module is des ig ned
to pre ve nt brake deice operati o n fo r mo re th an
12 mi nutes afte r th e landin g gea r is re trac ted.
Brake deice operation can be re stored after the
gear is extended and the switch is cycled.
In add ition to the automatic shutoff feature ,
th ere is an overheat warn ing system. The overheat system consists of low-pre ss ure heat se nsiti ve tubing (e th y l vinyl acetate) running in
clo se proximity to th e brake deice lines. The
tu bing is pressurized from the pneumatic system ; this opens a pressure switch and prevents
annunciator light operation. If the tube were
to melt, the pressure would be lost , allowing
th e sw itch to activate the amber L or R BK DI
OYHT annunciator.
The so lenoid -o perated shutoff valve also has
a switch incorporated within the valve to operate a green L or R BRK DEICE ON light
when the valve is open.
30-7
Flight~~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAI N ING MANUAL
CAUTION/ADVISORY
ANNUNCIATOR PANEL
- -- - - - - -- -- ---,
1_
___________
OVERHEAT
PRESSURE
SWITCH
(1 .5 PSI .0.5)
REGULATED ENGINE
BLEED AI R (18 PSI)
LH
ENGINE
BLEED AIR
LH
SHUTOFF
VALVE
BRAKE DEICE
CONTROL MODULE
OVERHEAT
PRESSURE
SWITCH
(1.5 PSI .0.5)
RH
ENGINE
BLEED AIR
RH
SHUTOFF
VALVE
LH
DISTRIBUTION
MANIFOLD
RH
DISTRIBUTION
MANIFOLD
28VDC
5-AMP CONTROL
CIRCUIT BREAKER
,
,
' BRAKE DEICE

CONTROL MODULE RELAY
,_ ~':' J
LEGEND
BRAKE DEICE
CONTROL SWI TCH
BRAKE DEICE LINE
OVERHEAT DETECTION LIN E
- - - - ,
,
__ 0 ,
,
- - --'
LH MAIN GEAR
DOWNLOCK SWITCH
Figure 30-4. Brake Deice System
30-8
FlightSafety.
"''''"'''''''''
.-*---- - - ---{I " 1---- ----.
I(
A 167 PAN EL ASSEMBLV'--cI RCUIT

BREAK ER. UNOEflFlOOA .11
.I ~;
37
45
~
7
-O~
, . upl
1
I---...-r-
,I
OFF
SWITCH--BRAKE
DEice
CONTROl
S I SWlTCHDO'NN AND LOC I(
""0-
: Ill"
,0
S20
r------ ;
"r--:, ,
ON
3
ON
-<)1
A1 19 PJ\NEl ASSE MBLY

RELAY NO 2 Al
I
Al 07 SWITC H ASSEM BLY
A223 PAN EL ASSEMBlYSUB f'V>.NEL, LH

INBOARD Al
lANDING GEAR, LH il l
p",
..,
,
SEE
32-0502
FOR
""
INT ERNAL
24
A1 41 PCB
MODULE ASSE MBLY
DIAG RAM
A170
PCB MODUL E ASSE MBLY
POWER SOURCE
ANNUNCIATOR
BRAKE DEICE CCNT
EXT POWER AND ICE

VAN E SENSE. LH
II
LEGEND
RBKDElCEON
I~
:n..
Jjr---O---t
CR l 38 1
-~
r I.
[d;
1
RD _r;BL -
WH -
3
2
-jl
RBKOIOVIfT
II
L.-
$262 SW ITC H--OV ERH EAT

PRESSURE. RH
El5(; VALVE
BRAKE DEICE
BlEED AIR, RH
~
I
I
"0- '
BL WH-
3
2
lBK DIOVHT
H- r;L..:====~
II
II
l SK DEICE ON
5261 SWITCH---
OVERHEAT
PR ESSU RE. lH
CR139
-.1-
r-B
K
P
t - WH
' I-- "O ~
~r- WH~
E155 VALVE-
BRAKE DEICE
BlEED AlR LH
Figure 30-5, Brake Deice System Diagram
30-9
FlightSafety.
U ..".tk...tI
VACUUM
REGULATOR
FORWARD
PRESSURE
BULKHEAD
PNEUMATIC
GAGE
(SEE DETAIL A)
BLEED AIR IN
,,","m
BLEED AIR IN
FIREWALL
~~~~
AFCT
It
MAIN
SPAR
TO
VACUUM
REGULATOR
DEICE
DISTRIBUTOR
VALV E
TO
PNEUMATIC
't;~~~~~
<:
~
GAGE
EJECTOR
~t""''---- PRESSUR E
AFT
REGULATOR
TOLH/
INBOARD
WING
BOOT
PRESSURE
?t---i~.t:::::=~ CHECK VALVE
y B ULKHEAD
BLEED AIR
~~=*~~~~OM RH ENGINE
TOR H
INBOARD
WING BOOT
TO
STABILON
AND
1"""'=""'8..
TO RH
OUTBOARD
WING BOOT
STABILIZER /
BOOTS
BLEED AIR
FROM
LH ENGINE
TOLH
OUTBOARD
WING BOOT
DETAIL A
LEGEND
BLEED-AIR LINES
DEICE BOOT LI NES
D
Figure 30-6. Surface Deice System
30-10
REGULATED PNEUMATI C
PRESSURE- 18 PSI
Flight~ty.
r "''-'o;;;
DEICE SYSTEM
NOTES
surface deice system removes ice acculUla[lU" Ofro m the leading edges of the wings,
zont al stabi I izer, stabi Ions , and tai let s
onl y) . Ice removal is accomplished by
"n" ,,,,~l y inflating and deflating flexible
boot s. Engine bleed air is regulated and
to press urize the boots . A ve nturi ejec al so operated by engine bleed air is used
create the vacuum necessary to deflate th e
s . .The system is de sig ned to operate nory even o n single-engine operation.
CAUTION
Operation of the surface deice sy ste m in a mbient temperature s below40C ca n cause permanent damage to
th e deice boo ts .
1900D has an INBD WG DEICE , an
BD WG DEICE , and a TAIL DEICE anlunt;laltor t hat will illuminate during the peth e selec ted boots are inflated. There are
annu nciators on other 1900 models .
single , three-position switch is used for the
sy ste m. It is placarded "SURFACE
"wi th switch position s labeled "SIN.... L,--..'I'r-MANUAL." It is spring - loaded to
OFF position. When SINGLE is se lected ,
di stributor valve opens to inflate the o utwin g boots; after approximately six seca timer will deflate the outboard wing
and the remaining areas will then inflate
app roximate ly s ix seconds, then deflate.
completes one s i ngle cycle .
autom atic timer should fail, MANUAL
be selec ted, and all th e boot s will inflate
ldll toc,usly. After either a s in gle or mancycl e, the boots will be vacuum held until
next sw itch activation. On 1900Ds, MAN sh ou ld be held until the annunciators il, m1min ate, then it can be relea sed.
30-11
N01133101ld
Nllfll ONIf 331
o,
I ~~ET I
-'
'"
LH INeo WI NG
PRESSURE
lHOU TBDWING *
PR;~~~~
LH
SWlTCH~
L---
STA~~IZER
BOOT
I I STA~7LON I
BOOT
~~
[L
,_-'L_,
ISTA~~IZER I
STA~~ON
BOOT
I RHB:~ET I ~~~~~3:NG .
BOOT
SWITCH
~;,'c~ESSURE'
F t"" "L
~
OUTBOARD
NACElLE
INBOA RD lH
LH WING BOOT
TO BREAK
lH WING BOOT
WIN G BOOT
CHECK VALV E
~:~g~~ -
6.
REGULATOR
RELIEF VALVE
(~
TI
~Ei~~E
,---"'----,
SOLEN OIDS
.,zy
II
VALVE
.....
EJECTOR
EXHAUST
INBOARD R
IA:l--
DISTRIBUTOR B
REGULATOR
VALVE '<...J
o:IJ
VACUUM
PNEUMATIC
PRESSURE
GAGE
~ SWITCH
CHECK VALVE
RH OUTBO WING
PRESSURE
NACEUE
r-
OUTBOARD
AHT~I~~E~T
WING 800T
RH WING 800T
...z
CD
0
0
5AMP CONTROl~
CIRCUIT ~ER
z
z
I,
~8VOC
G)
SINGLI
~~~E
--
:~~
SUR FACE DEICE CONTROL SWIH
,-''--'-~'--'-~'-L.J._'---'---''--'--'L-.L.J._.L,
(SPRING-LOADED TO THEOFF
posr
:IJ
II
'N'DWGDEOCE -
-i
II
TAILDEOCE '
;;;;;;J~~
:~:~:RE
". . ,"<;
~ paRT
BOOT
PORT A
TO LOWPRESSURE AREA
VALVE
DETAIL A
II
11M'"
()
m
-i
:IJ
z
z
G)
LEGEND
~ PRESSU R E
~ VACUUM
* UE ONLY
Figure 30-7. Surface Deice System-Single Cycle
z
z
DIAPHRAGM
BOOT
PORTB
1ft
:III
SOLENOID
rztt; QQ:;;; ~
OJ
DlENOro B
:III
rZ
!:
s:
A 142 PCB MODULE ASSEMBLY

SURFACE DEICE CONTROl
2lOJ
oz
1ft
1ft
-i
:IJ
"1l
III
s:
:P.
I~.....
'l<
-,1=0;
.
LH OUTBO WING
-_.
-- -.:
LH
l H INeD WING
STABILIZER
PA;~~~
900T
PRESSURE
OUTBOARD
LH WING BOOT
NACEl lE
TOBAEAK
LHWINGBOOT
LH ENGINE
BLEED AlA -
rtE
1CJ
1
SWITCH
PRESSURE
RH ENGINE
INBOAAOLH
WING BOOT
BlEED AIR
SOLENOIDS
INBOARO RH
WING BOOT
VACUUM
REGULATOR
SW,"CH
NACELLE
III
OUTBOARD
TO BREAK
RHWING800T
m
n
:z:
HWINGBOC
..
VALve
-n
PRESSURE
GAGE
oJJ
EJECTOR
CD
EXHAUST
,.
o
-j
JJ
~
Z
SINGLE MODE
OFF
III
I'"
~~ MANUALMODE
Gl
"D
SURFACE DEICE CONTROl SWITCH

(SPRING-LOADED TO THE OFF POSITION)
JJ
"D
o(f)
III
;;:::
A 142 PCB MODULE ASSM81Y

SURFACE DEICE CONTROl
:l>
(f)
-j
z
z
:l>
'i 1OIIi>~
1lfICI ]
()
m
-j
JJ
:l>
~
~
z
z
VACUUM
PCRT
Gl
PRESSURE
PORT
LEGEND
'OOT
PORTA
fll:'jPRESSU RE
Co>
DETAIL A
FB VAC UUM
VALVE
o,
.....
Co>
UEONlY
Figure 30-8. Surface Deice System-Manual
;;:::
:l>
C
:l>
1
I~
-
'!C:
ICE AND RAIN
PROTECTION
FlightSafety.
U&lII&IIoi . .
24-65-01
IT1
W'O
~
c6rf
INBD WG DEICE
P141
H65A22 -
PNEUMATIC
I~ H270A22 -
TA IL DEICE
SURFACE DEICE
H271A2~ ===
Ir H272A~
A146 PANEL ASSEMBLY
CIRCUIT BREAKER, AH
i
SINGLE
OFF
27
25
30
OUTBD WG DEICE
41
~ H67A22
1
2
.:!C
H65C22
43
H6S622
MANUAL ~ H66A22
42
56
SWITCH-SURFACE
23 KEY
DEICE CONTROL
A223 PANEL ASSEMBlY-SUBPANEL,
LH INBOARD
P125
5' +!QJI
CLOSES
C t- H260A20
B J- H261A20
32
29
J155
10PSIG
S11QSWnCH LH
OUTBOARD WING DEICE BOOT
.fD: -
PRESSURE SENSE
S,+t.
PISS
'1
P127
CLOSES
~t~S"s~DR~~Jt~~'CE
BOOT
P149
A -
P313
H66A22
B -
H69A22
C -
H70A22N
J,,.
El 00 VALVEDISTRIBUTOR,
38
H262A20
H263A20
33
26
".400'
1"'---- C6
10 PSIG
51 12 SWITCH-LH
HnA22N
J313
H68B22
40
55
H69822
37
56
H264A20
H265A20
34
24
H269A20
H268A20
35
54
H264B20 H265B20 -
P156
57
DE ICE
l i ' l 9'.41-<)1
r---
59
H267B20
56
H266B20
---J
31
36 seE 30-05-01
91-46-01
A 142 PCB MODULE

ASSY-SURFACE
DEICE CONTROL a1
P'26
-========
L
FT393
......~--,
,--;;"",,---j C6
ClOSES
, P ,
P394
H264C20
H265C20
CLOSES
10PSIG
5111 SWITCH RH
INBOARD WING DEICE BOOT
PRESSURE SENSE
P128
P393
15
16
--3
91-29-01
-;; . . ~+ S1
H268620 ====:::j C ~ '1L'= = = = = = = = : H269B20

_8
CLOSES
S114SWITCH-HQRIZONTAL
STABILIZER DEICE BOOT
PRESSURE SENSE
10PSIG
S113 SWITCH-RH
OUTBOARD WING DEICE BOOT
PRESSURE SENSE
Figure 30-9. Surface Deice Diagram-UE
30-14
-;; . . ~+ S1
c ~"'I-
H266A20
H267A20
r - - : - = - - - - ' P121
~
FOR INTERNAL
DIAGRAM
Flight~ty.
24-54
.-.
:,;'W233
CB117
PNEUMATIC
SURFACE DEICE
A146 PANEL ASSEMBLYCIRCUIT BREAKER, RH
P2~
SINGLE
~H 67A22
H65A22
+-
41
OFF~
I
MANUAL ~ H65B22 I
S114 SWITCHSURFACE
DEICE CONTROL
43
42
H66A22
36
KEY
40
A223 PANEL ASSEMBLYSUBPANEL, LH INBOARD
37
-----H72A22N ---- 38
31-51 -04
E-
A140 PCB
MODULE ASSEMBLyTIME DELAY
P149
'A f - - H68A22
Bf--H69A22
C
H70A22N
E100VALVEDISTRIBUTOR, DEICE
J156
P156
X
Z
-3 91-41
Figure 30-10, Surface Deice Diagram-UB/C
30-15
Flight~ty.
EXHAUST STACK
FLEX HOSE
DI SCONNECT
CLAMPS
EXHAUST STACK
_<'.P"-----
ENGINE AIR INLET

ANTI-ICE LIP
Figure 30-11 . Inlet Lip Anti-ice
30-16
Flight,~~ty.
~I. . r- INE
AIR INLET
NOTES
"n g ", ~ ex h a u s t heat is utili zed fo r he atin g th e
air inl e t lip s . Hot ex h a ust is pi c ke d up

scoop in s ide the le ft ex ha ust stac k and is
d to the inle t lip . Ex hau st fl o w s throu g h
li p and o ut th e ri g ht ex hau st stack . The sysopera tes co ntinu o us ly w hene ve r the e nnes are r unnin g .
30-17
Flight~ty.
CONTROL
ROD
...
===!l-
ACTUATOR
ICE
BYPASS
DOOR
INTERNAL VANE
Figure 30-12. Inertial Separators-Retracted
Off p o51TJO{V'
CONTROL
ROD
~---+- ACTUATOR
INTERNAL
ICE
BYPASS
DOOR
Figure 30-13. Inertial Separators-Extended
30-18
FOR TRAINI NG PURPOS ES ONLY
FlightSafety.
.'lai ..........
B E ECH 1 9 00 AIRLI NER M A INTENANCE TRAIN ING MANUAL
ENGINE ANTI-ICE SYSTEM
NOTES
An ine rtial separation system is built into

each engine air duct to prevent moisture parti cle s from entering the engine inlet during
icing conditions . The system includes dual actu ators and controls. The ice vanes shou Id be
ex tended whenever there is vi s ible moi sture
an d th e out s ide air temperature is at +5 C or
below. System operation is observed and monitored by the Lor R ENG ANTI-ICE (green)
ann un ciators and the Lor R ENG ICE FAIL
(amber) annunciator s .
The sy stem is controlled by a set of switches
label ed L or R ON-OFF and L or R ACTUATORS-STANDBY - MAIN located on the
pil ot 's left subpanel. Normal operation utili zes the main actuator po sition , and the green
annunciator s hould illuminate indicating the
inertial separator has extended. The actuators
should be properly positioned within 30 seconds . 1f it should fail to move or extend within
th e 30 second period and a fail light illuminates, the actuator switch can be moved to the
standby position . If the separator extends wi th
the standby motor, the fai I light wi II extinguish.
30-19
Flight~ty.
24680 1
~ W2
J I P 12'9
I:(:.b-- CB 12-Jl ~ - - . -
9 -
_m .
H222A20 -
~E~ ~
'%C.,
II
J1SS
~--_--- . _
- :H213"2O -
I ~ W~15A22 _
lENG ANTI-KE
r---]
Rf"~"
-3 ~136-01
t..-
ca2 ENGINE ANTI.ICE

CONTROL, MAIN LH
""81 PANEL ASSY
UNOERR.OOR .!.1
..!'.
P216
CB I" ENGINE Nlri.ICE

COOTROL STANDBY, LH
CIRCUIT BREAKER
.."
9\-.<18-01
91-<10-01
"11() PCB MOOUlE ASSYBRAKE DEICE AN D
I ~W2'4822----t W21_A22--- I,
W21e22 -
LE NGANll-IC
3G-SECOND
TIME DElAY
ICE VANE SENSE, LH

e XT POWER
JJ13 P313
r-______ W204B2~ W204m

Lll--3 &l
___] 91 -45-01
A-HI POW'ER
SOURCE PCB
RETRACT
r - H21.tA20
NC
_ ""...", -<>.-b -_ __
I a-
I..
H221 820 ---,
~ P2--J27.B _
I O::::: H221A20N
r "'''''''''"-<>L
I ~ H21.C20 _
0-- W27M22 -<>*"-<>-+--'
,--C<l,....
WI99A22
RETRACTED
f--o-- se320
-='c'c'---t---,HI--++----'
.E
'0
EXTEND
59 SWITCH -ICE VANE
J27'C.J.27-0 _
*.
P:2:f.-Jl7. F -
~ P2.:J27.E
r-
--j 'F
___
*.
ACTUATOR MODE. LH
f--- """" - - -....
f---,.,~ -~=.",~~
NOT RETRACTED
1- "H
L...- S~'1
9J.13-01
~
[ __ L-
t-
56 SWITCH -ICE VANE

SENSE. RETRACT LH
NOT EX'TENOEO
55220
t----<l~
."'
P2..J2J.F - . - H
..27.J-GS24_ . -
--";";";~I
20
S5-J..20 _
~7-G P3().A
----;="'h'"
';8
EXTENDED
S5 SWITCH - ICE VANE
SENSE. EXTEND, LH
. :
""J"",--
P27.J.i PJO.B -
. -
PJO-.EP:27..r _
. _
P27KP30-C -
-0'
-:- GS2.
Jl0~
"
I-
PI.o..r27K -
II
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':';9
'+___""'~ "'''~' -+I-----tJ

O--- H2 1 7A20 -~I----+--1f------l H
""O--H219A20 _--li--_ _ _-'
9HJ.(H
[--
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~J27-M-GS22-.
P27LP30- 0 _ . _
-
P30--F-P27M -
L-------o-- O---H~A20---+---------"
NO
SIS SWITCHICE V,t,NE ACruATOR
SELECT LH
-0:
'"
c...-=--=-===-
GSU
STAND8Y
GS26
4-
81ACTUATLo-OH
-'-'-'-"-'--~--"
A213 ENGINE SEcnON ASSEMB!.Y, LH "", ~.
LEGEND
A22 1 PANEL ASSEMBLY_

SU8PANEL LH OUTBOARD ""
LH GENERATOR BUS
TRIPLE FE D BUS
D RH GENERATOR BUS
CIRCUIT GROUND
Figure 30-14. Inertial Separators Diagram-Extending
30-20
FlightSafety.
Ubi,.tIoiWII
"~'"
Q-
CB 12-.11_8 - -
+-
CB 12 ENGINE ANTI-ICE
2.~NTROL STAN06V. LH
3G-SECOND
- W'
TIME DEl.../IoV
,0,110 PCB MODLI. ASSYBRAKE DEICE AND

ICE YANE SENSE
LH EXT POWER
A"1 POWER
SOURCE PCB
RETRACT
Jl04
I P2
rt~-; j"
r "'''''' ---;-- ""'''' ~

c I
.!
,
P2-Q:J21-A
ct= H221A2ON
-t-
_+.
J21.(; . .I27 0 _
0
<-
J27
r-
--
c"
P2I:J21-E - . -
1'27
RETRACTED
A
I--- "-'~ - - - -
Co
rL-
00
EXT END
S62-;!O
~==1"1~
-
NOT AETA.-.CTED
56 SWITCH -
Sa-SE RETRACT. LH
NOT EXTENDED
I-f--t>-
$5-2-20
' -_
S>,~
II .
I ........ 551 -20
_
ICE V"-NE
, bJ
-.".
___
~
' ~
EXTENDED
55 SW ITCH -
ICE VANE
SENSE, EXTEND, LH
,----- - - -i ~ I - P2~J.27.a - - .
1'27-GP30 A - . -
".
L
~
M.'
~
"m
,--------1 j ' l MAIN
~____, co ~~
~____+-~
r"""~~ ~
P2.~-J27-F - . -
91-13-01 [r----""-+'...27.,)-6524 _ . _
-=
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_
H
J
f-
P27-1+1'3O-8 - + -
f-
I'3O-EP2N
- t -
8
E
~::::==~
GS24
P'G-J:17.;( - + - K
r- "',. """ - + -
C[9I',,-srey
~,
4----<>1'[.;>-- "''''''-----!I--f-l
0 - - H217,o\2Q
--+1---+--1-----1
r- P27LP30D - t -
f- P30-F P27 M -
t -
as,
~:
I-____..J
.k~~~~~-L..
SIS SW ITCHICE V,o,NE ACTUATOA

SElECT,LH
G$2S
-=-
81 ACTUATOA-lCE VANE. LH
""'13 ENGINE SECTION ASSEMeLV. LH .1.1,.1.2.
'UE 2 AND SU BSEQUENT
LEGEND
LH GEN ERATOR BUS
TRIPLE FED BUS
D RH GENERATOR BUS
Figure 30-15. Inertial Separators Diagram-Extended
30-21
Flight~ty.
J l P 129
CB 12-Jl9 -
"
+-
r- 1-1222-'20 -
"'" f.:!!.
CS 12 ENGIN E ANTI ICE

CONTROL. STANDBY, LH
W2\lm: ~
24.u.o,
ie"'
+- ..:.
"
CSl ENG INE ANTi ICE
CONTROl. MAJN,
A181PANEl,o,ssV
UNOfRFLOOA ~1
~NG
I-- H213A20 L_] 91.36.01
LENGlClfAi.
.,
E--
r-
9'48-01
9140..()1
"
JO.-SECONO
TMECE~AV
SEE 32-()S-{)2
~O~
INTERNAl OkAGl'IAM
.0.170 PCB MODULE ASSY-
BRAKE DEICE AND

ICE VANE SENSE, lH
eXT POWER
~W2 '4B22---t:: W214E22

W214A22---
J458 P458
I~ W21SA22_
-=- ___]
1D="""'
'
t..Y
CIRCUIT BREAKER
ANT' ,[E
!I
JISS
""".."
J313 PJ13
.... ,., POWER
W204Bn- - i J t W2O'.A22
_ __] 9HS-{)1
SOURCe PCB
__] 9 1
RETRACT
_
""
H214A20
- H215A2() ~
c I
""Q '"
1-1221820 - - ,
P2.Q:J27.A _
. _
!- P2--J27-B _
. _
ct= H221A2QN
H21BA20~
I
H214C20
0-- W270A22
~ Wl99A22
e"
J:
,.
, r
,
,
se.-' -2(l
56-2-20
,'1
NOT AETR.tCTEO
Sf! SWITCH -ICE VANE
SENSE , RETRACT, lH
NOT EXT ENDEO

55-2-2(1
, bJ
I~ ",~
~1:J2H - + _ F
".~
S5-3-0<0
EXTENDED
$5 SWlTCH -ICE VANE
SENSE, EXTEND, LH
~2~.J21G ~ + -
'"
f- ~27.a?:JO.A -
+-
I'
111-13-01
[--
"
~2~21-F -+ -
J27.J.GS24 -
I- P27,jiP30-6 -
+-
I-
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o - - H217A20
t,.,o....- H2ISA,20
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~
,
"
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SS-32(l
$15SWITCHICE VANE ACTUATOR

SElECT, LH
RETR-.cTED
f- P2 ....J27-E - + - E
EXTEND
S9 SWITCH . ICE VANE
ACTUATOR MOOE, LH
J21.c-J27.Q _
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I
I
"
r- ~1.c.J;27-K - + -
, t-
P<!7i(P3c).C - + -
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,--
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eo,
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ST.oMJeY
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~-
I'
I,
I-
61 ACTUATOR-ICEVAN,LH
-'213 ENG INE SECTION ASSE MBlY.LH ... 1 ~-'221 PANEl ASSEMBlY
SUB~ANEl , l.H OUTBOARD
U E 2AND
SU BSEOUENT
~1
LEGEND
D LH GENERATOR BUS
RH GENERATOR BUS
TRIPLE FED BUS
CIRCU IT GROUND
Figure 30-16. Inertial Separators Diagram-Motor Fail
30-22
FOR TRAIN ING PURPOSES ON LY
Aight~tY.
~~r=~~~~~~
~
"~
1If-~'::., ""., -
't-_w
_'_____+_ , 1-,.,,,,- ....., I
L.-
CB2ENGINE "NTI_ICE
L _::3 -91 ' J6-01
CONTROl , MAIN L
""
I ''''K'''' I
3()SECONO
TIME DELAY
::
see 32.05.2 FOR

INTERNAl DIAGRAM
A 170 PCB MODULE ASSY BRAKE DECE AND

ICE VANE SENSE, LH
EXT I>OWER
"'-141 POWER
SOURCE PCB
J21
RETRACT
?27
RETRACTED
I-~"'_ 56-3-20
"' ~.'C
~n"
J21.C.J27.0 _
, 3001
==-p,
1-_ _
CD
~t--l
56-2-20 - -. . . . .-..;0.11
"K}T RETRACTED
561-20
S6SWITCH-ICEVANE
SENSE. AElAACT,lH
NOT EXTENDED
~ P2-I-J2H -
bJ
IL- ",~, __..,'...:

55-220
1-_ _ ".,.~ __~~]1

~,~
NO
EXTEND
59 SWITCH - ICE V.t.NE
ACTUATOR MODE, LH
r8
EXTENDED
55 SWITCH_ ICE VANE
SENse, EXTENO, LH
P2~-J21G
MAIN
, '"
L.
- .!i
r-
P27-G P3(lA - . :
M"~MTR__
+- H
LJ27-J-GS2~ - .-
r- P2J.ti P30B -
+-
BE
f<> '
~===~
P30-E.P27.J - + -
Ir
GS2(
!I-"-"~"'.' - + - , I- '''''~,- +- ' ~
C>-- H21tiA20
r<>--- H21 7112<:1
-""
SIS SWiTCH1CE VANE .ocruATOA
SELECT. LH
P2-.!!.-J2H-
-=-
P'
10
-::::~::::ftt91-13-01
I
I
I
I
,-
"'"
.",--
~1 -1H)1
P1 H_.m-i.
_ +_
[r----,," _I'"7-M.G~ . _
!- P27LP30-0 _
+_
~FP27M_ . '"
-4-
851
c.-: _:::_:=--::.:::--L_
GS22
ST...... 08Y
~:
GS25
_ __ _ J
81 ACTUATOR _ 1CE VANE, LH
.0..213 ENGIN E SECTION ASSEMBLY, LH ~1 , ~
1\221 Pl'.NEL ASSEMBLY_

SUSPNlEL. LH Ol.JTB()A,AO
UE 2 AN D SUBS EQUENT
"
LEGEND
o
o
RH GENERATOR BUS
T RI PLE FED BUS
CIRCUIT GROUND
LH GENERATOR BUS
Figure 30-17. Inertial Separators Diagram-Standby
30-23
Flight~ty.
24-66-01
P129
1-I171A20
~ W2
JI
91-3601 [_..1 ~ .
CB1{)'Jl .8~
>A
CBIO
All STATIC
"OAT
A187 PANE l ASSY -
CIRCUrr BREAKER
UNDERFLOOR ... ,
k.
1D'~l " "' '~'N ---"--1~"' -'"':
H16OA22
>A
'"
ALTERNATE STATIC
HEAT SOURCE
CONTHQL
".LR~'~""~"~<A='~"~E~"=E:-::'.N'
A223 PANEL A$SY -
SUBPANEL, lI"IINBOARO
STATIC~T.
~1
ALTERNATE . RH
1'531 r HA107Jl
,
,
HI60022
_
266AIO .
"'''
FROM 35 AMP PilOT HEAT

FEEDER IN BAn lORY BOX
P165
H162A22N
'- - ] 91
HAI07 HEAT ELEMENT

STATIC PORT,
ALTERNATE. LH
....,,.
1-152"'16
"'''A
~A16
'"
RH PilOT AND
"''' ""
A
STATIC HEAT
El11
RH PIlOT
HE."
CURRENT
H58A22 -11
SENSOR
HAlO! HEAT
ELEMENT_
PITOT. AH
RPrTOTH[AT
A-14 1 POWER
SOURCEPC8
H56>\22
....
,,.
- ] 91
P214
HSOAI6
H55"16
'"
JI6S
LH PilOT AND
EIIO
A223 PANEL ASSY
SUBPANEL, lH INBOARD .1.1
""
~ H""~
STATIC HEAT
- - ] 91
LH PIlOT
HEAT
CURRENT
H59A22
SENSOR
-II
l PITOT !-1EAT
..1315
H57S22
P315
B C H57A22
-1
-- - ] 91
P12~
.pllOA14
91-36-01 [_
"
24-61302
'T'
'OA
CB73
SUBPANEl
A 187 PANEL ASSY - CIRCU IT BREAKER.
UNDERFLOOR ",
Figure 30-18. Pitot Heat and Static Diagram-UE (OFF)
30-24
HAlOO HEAT
ELEMENT -
PITOT. lH
.... 141 POWER
SOURCE PCB
Flight~~ty.
BEECH 1900 AIRLINER MA INTE NAN C E TRAININ G MANUAL
NOTES
PITOT HEAT
TwO combination pitot/static masts contain
heati ng e lements to protect against ice accumul ati o n. Each heating element is controlled
by a circ uit-breaker switch placarded
"PlTOT- LEFT- RIGHT," located on the pilot 's
righ t subpanel. Up is the ON position.
Pitot heat should /lot be uti Ii zed on the ground
except to test or for short intervals to remove
buil t-up snow or ice . Pitot heat is normally
turned ON pr ior to takeoff and left on for the
durati on of the flight.
The 190 00 incorporate s an amber L or R
PITOT HEAT light that will illuminate anytime in s uffici e nt current draw is sensed. T he
ligh ts wo uld also be ill uminated anytime the
switch is OFF. The other 1900 models do not
have a failure indication.
30-25
Flight~tY.
24-6601
P l 29
H171A20
~ W2
JI
-----------i I ' ,. - - C81 O-J l a~

9, -36-0'
[_l.r-'
10
ALT STATIC
HEAT
A187 PANEL ASSV-CIRCUtT BREAKER

UNOERFLOOR
61
":A
~
~I
~
!
H
:
"
:
~
A
"
______"_"'_p,.
---,
~
~~=
P
"
~
'
,
'
H"~'
:
I
ALlEAN"ES"nc
-- H16,A22N- -. . _ ,
pp
s~
HEAT SOURCE
CONTROL
,':;;,====,;!
_] 9 1
,0\223 PANEL ASSV _
HR106 HEAT ELEMENT
SUBPANEL LH INBOARD d 1
A~;~~~~~~H
P537 ~~Rl07J l
' -_ _ _ _ _ HI60822
P266Al0 _
'<" p,,,
FROM 35 AM P PilOT HEAT

FEEDER IN BATIERY BOX
HI62A22N
' - ] 91
HA I 07 HEAT ELEM EN T
STATIC POAT.
-r____..'\':!1_- _!-
H52A16
' SA
'"
-- -i;;;;'--:J;;;;t-----
H54A\6. __________________.pA
,.__
"'''
JI66
RHPITOT AND
STATIC HEAT
PI66
________
' ~
__
ALT ERNATE . LH
~ B
-] 9'
HAIOI HEAT
ELEMENT - PIlOT AH
RPlTOT HEAT
A l~l
POWER
SOURCE PCB
..
+-----~
' :
SA
!I_-_!-.
H ~16
-- -i;;;;t::::t;;T------
SH
LH P ilOT AND
STATIC He...r
A223 PANEL ASSV SU BPANEL. LH INBOAAO &1
, :, ~
.._________________P21 4
_(A
A}--~
Jl65
P ' 66
~"A' ,"
LH P ilOT
HEA'
CURRENT
~l
H59A22
~I
-] 91
SEN SOR
1".,_'_e_'~O~'~H'~A_J_~
J315
1._ _ _ _ _ _"''''''
' _________
PITOT. LH
P315
-I~ H57A22
LlJ. __]
91
2466-02
CB73-Jl.21 ~
'"
WB
""
CBn
SU6PANEl
A 187 PAN EL ASSV - CIRCU IT BR EAKER,
UNOERFLOOA Al
Figure 30-19. Pitot Heat and Static Diagram-UE (ON)
30-26
H R100 HEAT
UEMENT -
Flight~ty.
24'02A~;E-R~ ~ ~ TATIC
Hl60A22
H"HOUACE
cONTROL
-----------p
-'W~-.S--p-'-"----H-"-'-"'-'-N~~~~~~::.~.,W
. ~"~':1*l
--
LH=A~'''
CC"H=EA='=E=l=EM=E".JNO.
3 91 43
A22.3 PANEL ASSY -
STATIC PORT
ALTERNATE. RH
SUSPANEl. LH INBOARD
(j)
P537
L _____
Hl6OB22
.,,,
P165
H162A22N
- _.
HR107Jl
9142
HRI07 HEAT ELEMENT

SlATIC PORT.
'"
=tP
'"
=tP
ALTERNATE . lH
24.02 .._<r""__.j..H
52A16____________________________
'"
eel 12
Jl56
1'166
~
A
-
RH
PITOT
AND
STATIC
HEAT
HS3Al6N
-- J , ...,
HAlO! HEAT
ELEMENT PilOT. RH
2.02 ,""_ tI"b..__ """'''__________________________

~
'"
callI
J165
i~,~',~O~:.~'
A223 PANEL ASSY stAJPANEL. LH INSOARD
al
1'165
r1[11~:~:""N
-391
B~
HRIOOHEAT
ELEMENTPI TOT. LH
Figure 30-20. Pitot Heat and Static Diagram-UB/C
FOR TRAIN ING PURPOS ES ON LY
30-27
WINDSH IELD
LOW
HEAT
RELAY
RH GEN BUS
HIGH
HEAT
RELAY
5A
TEMPERATURE
CONTROLLER
NORMAL--360 IN' AT 2.4 WATTSIIN'

HIGH-265 IN' AT 4.5 WATTSIIN'
Figure 30-21. Windshield Heat-Simplified (Normal) Copilot's
30-28
ND::,nlt:LD HEAT
NOTES
leve ls of heat are provided for each windNORMAL and HIGH . When the windd heat switch is p laced to NORMAL,
is supplied to a major portion of the
hield. When the switch is placed to
only the outboard 2/3 of the w indow
nea l CU . Th i s increases the wattage (power)
to the window and will reduce the
nec essa ry to heat the windshield to the
operating temperature. Normal opertem perature for the winds hield heat is
mate ly 90- 1 10 F.
"LBO TO 3U O/li11
pil ot 's and cop il ot's windshield heat
ms are contro ll ed and powered differOn UC- I and subsequent, the pilot 's
utili zes a remote-control circui t
(RCC B) for contro l and o ne for
. The RCCBs are contro lled by J 12
circ uit breakers on the right circuitr panel-see the electrical section
RCCB exp lanation.
30-29
Flight~ty.
WINDSHIELD
... ....
,..50A...... /
--I
~
HEAT
RELAY
..
(.1.:
-: ~
-=-=
TiT
HIGH
HEAT
RE LAY
~F
::-
.....
r I-
NORMAL
.9. OFF .
HIGH " TEMPERATURE
CONTROLLER
-!NORMAL-360 IN' AT 2.4 WATTS/IN'

HIGH-265 IN' AT 4.5 WATTS/IN'
'--
Figure 30-22. Windshield Heat-Simplified (High) Copilot's
30-30
FlightSafety.
..""""""'"
BEECH 1900 A IRLINER MAINTENANCE TRAINING MANUAL
....
H9~ONffl
.5A
CB103 PILOT
W INDSHI ELD
1-
CB104
PILOT WINDSHIELD
ANTI-ICE POWER
All-ICE CONTAOL
A146 PANEL ASSEMBLY
CIRCUIT BREAKER. AH AI
';6PAN EL ASSEMBLYCIRCUIT BREAKER. RH
NORMAL
H19A22
CRI
II
OFF
1
Ai
HI
r~::%A2 H16A22 _
+28
VDC IN
5A
51 SW1TCHWINDSHIELD ANTI-ICE
CONTROL (PILOT)
"- _
A223 PANEL ASSEMBlY-
H,A20
GB I98 PILOT
WINDSHIELD ANTIICE
REMOTE CONTAOL
SUBPANEl. LH INBOARD 61
LEFT GEN BUS
_rWl17 --...
1'.2
Al
Klle RELAY-
Ir
W IN DSHIELD
ANTI-ICE H I
,,[ ~]
9PilOr
A2
Al
Xl
CR128
HEAT. PILOT
Xl
I X2
K119 RELAY
CR124
W INDSHIELD
I
LO HEAT (PILOT) ~ I
H24A22N _
ANTI-ICE~
POWER AEMOTE
[ill
III
H23A22
L,
+28
VDe OUT
6 GROUND
H26A22N
H20A22N
lOW
~t
H16A8
____
~~l<!.9
SENSOR
POWER
___ __
------- ------,
2 SENSOR
85107
GROUND
E116
CONTROLLER -
HI
HP
H21A22
H17A8
WINDSHIELD ANTIICE
(PILOT)
H22A22
El 17 WINDSHIELDELECTROTHERMAL,
PILOT
A225 PANEL AS SEMBLY
COCKPI T ( FORWARD LH
Figure 30-23. Windshield Heat Diagram-(High) Pilot's
30-31
Flight~~ty.
DEICER BOOT
DEICER BOOT
SLiPRIN~~ i]lB ~
BRUSH BLOCK
~ SLlPRING
+
::::-
...::::
r-'-:J
.--
LH
AUTO
PROP
DEICE
\
SHUNT
~~
rl]
SPAR
--------
.J
--
BRUSH BLOCK
L;
SHUNT
---I
RHAUTO
PROP
DEICE
RELAY
~1 -
-n';
~:
RH MAN
PROP
DEICE
RELAY
LHMAN
PROP
DEICE
RELAY
0---
1-
J LH+AMMETERRH+
~
MANUAL
--I
AUTO
~ROPDEIC~
CO NTROL
SWITCH LHI
B SUBPANEL
A
B
C
D
E
5A
35A
TIMER
F
fG
35A
35A
Figure 30-24. Propeller Deice Simplified Diagram
30-32
~I-
BEECH 1900 AIRLINER MA INTEN A NCE T RA IN ING MA N UAL
NOTES
prope ll e r e lec tri c de ice sys tem includ es :
Elec tri ca ll y he ated de ice boots
Slip rin gs a nd bru s h block assembli es
A ti mer fo r aut o mati c o peration
An amm e te r
Two switches
of the switches is labe led " PROP- AUTO ,"
oth er is la be led " PROP- MA NUAL." Wh e n
is se lec te d, th e pro ps w il l be dei ced in
.....noling 9 0-seco nd inte r va ls . If the tim er
d fai l, the MAN UAL switch mu st be he ld
approx im ate ly 9 0 seco nd s to adequate ly
the pro pe ll e rs; bo th will o pera te s imul I8neuu ,ly. Whil e in the ma nu a l mode , the a mwil l o pe rate as us ua l.
FOR TRA INING PURPOSES ONLY
30-33
Flight~ty.
~~~
f.IIP
W'~'
W21:~ 1
CENTER
MANUAL
H88A20
306101
/
~5A
W12
H82A20
54 SWITCH PROP DEICE

CONTROL
MANUAL PROP
DEICE CONTROL
TPL
I
53 SWITCH-
ce70
WI~,,,
AUTO
f-----~ 3
PROP DEICE
CONTROL
....
H75A20
H77A20
FEDBUS - -SA
AUTO PROP
DEICE CONTROL
A223 PANEL ASSEMBLY
SUBPANEL. lH INBOARD Al
A146 PANEL ASSEMBLY

CIRCUIT BREAKER, RH l'> 1
r267
P535
A
B
-".'
o r- H79A20
C
E
F
r ""+::m;~
f- Jl.4.K2 -+ 2
-~ 30-61-01
e-
II
FIl6
A1W,
r Jl-11-K2 -+ 2
19
P502
~
H76A20N _
V
H80A20N
12
.... KI-R2 - .~
~ J1-19-KI _ .~~
F113
~ R2-CB" .-
CENTER BUS
R2 SHUNTPROP DEICE
MANUAL
....
RH
~ Jl.12' Kl _. 2
-:) 91-51-01
e MC:~
,
'{f
. , '''''~ _ H73A14
_
.~ (!
~ : Jge - H74A14
91-26-01
E-
3 f-- CB6-J 1-3 -
t l 4 - - R2 -CB6 -
t -
LIMITER. NACELLE. RH
~ POWER RELAY
PANEL
~CB5-J1 -5- t l -t/b,...R2-CB5 - t 15A
25A
CBS
CB7 RH NO. 1
PROP DEICE
A185 PANEL ASSEMBLY
Al PANEL ASSEMBLY-
25A CB8 RH NO. 2

PROP DEICE
CBS
5
AIXF3
Kl RELAYPROP DEICE.
CRI
-
F113Kl _
Kl.Kl.",
I
I
--
AIW2
50A
HI2S TIMER
PROP DEICE
J502
w~
K2 RELAYPROP DEICE,
AUTOMATIC
CR2
H78A20N ~
RH GEN BUS
F116-K2 - .
ELECTRICAL EQUI PMENT, NACELLE RH
~1
R
FW
~"
-A
r-..
A1 ASSEMBLY -
P5 _ JO
P5-P-SR1 . t ~ ~
Pl _::!.1 03
P5-R-SR1 . t 3 _
P
R
Pl -!J-J5-P t 3
Pl-J-J5-R - t 3
SR1-P5-S .. t 3-
J5-S-GS23 - t 3
J5-O-GS23_ t 3
:.JI' i" 5RI-P5-0-
H""A""1"BOOT PROP DEICE

(TYPE 4 PlCS)
R
FS
SR1SUP
RING ASSYPROP DEICE
PROP DEICE A1
. _3:0:-;-
::;:-91 -27-01
E3 BRUSH MODULE
E-
o
~
1::'1A12
198M2
- ~ 91-12-01
GS23
@l w
C
.L
-:
"
@l E23
MOV
MODULE
A214 ASSEMBLY
ENG INE SECTION, RH
~ 1 . ~2
Figure 30-25.
30-34
Propeller Deice Diagram-UE (Manual)
t
I
FlightSafety.
.ota,.tIoiMl
e am meter wi ll read approximately 26-32

peres per side on the UB/C models. The UE
craft wil l read approximate ly 32-38 amps.
NOTES
CAUTION
Propeller deice must not be operated
wh en the propellers are static; otherw ise, damage to the brush blocks
and s lip rings may occur.
30-35
Flight~ty.
,
:~'
W2 1
CENTER
MANUAL
HSBA20
3061-01
'
t------6
AUTO
H82A20
5A
:~~,
CB7a
""b
W12
S4 SWITCH PROP DEICE

CONTROL
MANUAL PROP
DEICE CONTROL
W':,".
A.
TPl
FEDBUS ~5A
0 '
'
S3 SWITCH -
PAOP DEICE
CONTROL
H75A20
H77A20
AUTO PROP
DEICE CONTROL
A223 PANEL ASSEMBLY
SUBPANEL, LH INBOARD /\1
A146 PANEL ASSEMBLY

CIRCU IT BREAKER , RH d 1
P267
P535
A
B
o ~ H 79A20
K2-Kl -+ .....,.
F1 16-K2 - t
_J'.4K' _+:~
C
E
F -~ 3Q.61-01
G H78A20N ~
...Jl.,1-K2- . 2
11
......J
A1Wl
PROP DEICE
F113Kl _
,.
P502
~ ~~ I- H73A14-
AIXF3
Kl RELAY _
PROP DEICE
MANUAl
'
CENTER BUS
R2 CB7-. rA 2 SHUNT PROP DEICE

RH
.2~
A 1 PANEL ASSEMBLYLIMITER. NACELLE, RH
"'"
-CB6-JI-3--t l ~
R2.CB6 -- +15A
~~ ~~
25A CB8 RH NO.2

PROP DEICE
CBS
;~ ~ ~
91-26-01
E-
; : : POWER RELAY
PANEL
- CB5-JI-5--.1 ~R2-CB5--+15A
e r - H74A14
25A
CBS
CB7 RH NO. 1
PROP DEICE
A185 PANEL ASSEMBLY - ELECTRICAL EQUIPMENT, NACellE, RH tol
A
FW
II
~OOTPROP DEICE
(TYPE 4 PLCS)
I-l
,
I
I
SRI SLIP
RING ASSYPROP DEICE
Al ASSEMBLY - PROP DEICE to1
IC
P5
I PS-P-SRI - . 3PSRSR1- t 3SRI.PS-S " ~ ~
~ - SR'.P50' +3- : 91-2701 E-
E3 BRUSH MODULE
PI r--l103
P
R
P I -UJ5-P -. 3
PIIJ5-R - . 3
JSS-GS23 - . 3
JSOGS23 _ . 3
\J r - 181A12
I r - 196AI2
r-
-~ 91-12-01
0!-
GS23
@)W9
C
..L
I
B
I
A214 ASSEMBLY
J5
1-
J.. J
~'r.
~r.
"'
"I
I @) E23
MOV
MODULE
ENGINE SECTION, RH /\ I , /\2
Figure 30-26. Propeller Deice Diagram-UE (Auto)
30-36
i,
A
FS
~"-
~W'
~O
- J""K'-+~\
Jl12Kl -
SOA
F113
Kl.Kl - - t+J
]h
. - c,K'.R'
12 -
-~ 91-51-01
I
CR,
~H76A20~
V
H80A20N -
-~~
K2 RELAYPROP DEICE,
AUTOMATIC
CR'
....
H125 TIMER -
J502
RH GEN BUS
r"
Flight~ty.
5175
MANUAL PROP
5180
DEICE CONTROL
TPL
FfOBUS
CB239
AUTO PROP
DEice CONTROL
A223 PANEL ASSEMBLY -
SUBPANEL, LH INBOARD Al
K2'Kl _.~]J&.....o---- CBS-K2 - . --Co-Fl22-CB8 35A
R GEN BUS
CBB
J1-4-K2 -+ 2
K2 RELAY PAOP DEICE.
AUTOMATIC
CA2
AUTOMATIC
PROP DEICE
F1I6
A1Wl
'1'-K2 - t 2
~F118-CB7-.
35A
CB7-Kl
L_-+--o--.....-'.--<~
Kl-R2 - t
Kl-Kl -
0-()
119 I- Jl-"3-<1 - .2
CRl
121-- J l-I2-K 1-
.l
-
Kl RELAY-
40A
A1W2
Fl13
CBS
AUTOMATIC
PAOPOEICE
'1
I' H81A1D- . 3
R2 SHUNT-
PROP DEICE,
MANUAL
PROP DEICE
AH
.,
AIXF3
CENTE R BUS
Al PANEL ASSEMBLVLIM ITER , NACELLE, RH
I--C66-J "-3 - - . , - - ? o - R2CB6 - .
15A
C6B
CB5JlS -
. ' - - ? o - R2.CBS - .
15A
CBS
91-26 '-_ ......--.J
Ales
GS23
ASSEMBLY -
PROP DEICE Al
C
Figure 30-27. Propeller Deice Diagram-UB/C (OFF)
30-37
Flight.~~ty.
5"::'
91<16-01 [ _ . -
15A
SI5 -ST,6,lL
WARNING HEAT
TI
Jl
3-" ~""
P311
EW303A22:::J
W303822
,--
r-u?-r:::
~
:~.C'A2'~...J I A2:'
)- Al A2 _
K ~Rl-Jl .K
R'
L
,Ar--
R2 -Jl L
W303C22
/'
J'
J I--- Jl .J.Al -
H9OA16 -
ON GRO UN D-LOW POWER

' INFLIG HT-HIGH POWER
."
AI81 PANEL ASSEMBlY
D ~Jl .0 A' .C
STAll HEAT
CURR ENT SENSORS
W4
d
W~~mN~~'tAT
CIRCUIT BREAKER. UNDERFlOOR
,0.,223 PA NEL ASSEMBlY SUBPA NEl, LH INBOARD
--Amr
24-66-(11
P129
I"- Rl -KI Ct AI-A2 ,

R2 Kl . C2
o
R2
L :2.Kl.NC2 ----0
Kl .N02.$P\- - I : 0
RH(lNCt- - o I
r-- Kl . N01 -S P1 ~ I
RI -Kl "REL"1 ~:
CRI
STALL WARNING
SENSOR HEAT
CONTAOL
Kl Jl E
"
~ Al . NO'K2-NC2 -
L - K2-C2-Jl-
:2 _
~A2-NQ..K2-NC2
L...-K2.Cl-Jl.B~"'---SP' .K2.N0 1 -
STA.rt::.~~~
R"K2SENSOR HEAT
CA2
MONITOR
K2Jl C
W",,,
A150 PAN EL ASSEMBLY
, : ,
-O""I SO'20
- 08A22
L--- JBA22
-
E
J
H
024"22
- D6D22
ue
J1(16:Al07PI
$ 16-20
Sl -2-20
5 1-3-20
51+20
51 -4_<'0
STALL WAR NING, HEAT
Jl06
W93B22 -
r:-
S
~ H94AI6 _ B
9HS-{)1
~
Al07Pl
AIR
r--- - S2-2-2O ~ :
~ _ S23_
GNa" S2 SWITCH
GEAR SOU ....T
OO~
r- '- " ~
SI SWITCHLOC K-DOWN
_ 52_1_20
91-15-01 [- -
Al07 SWITCH ASSEMBLY lANDING GEAR. LJ-i
Al07 SWITCH ASSEMBLY

LANDING GEAR. LH
""" ,
J""
J31";t302B22 .
'" CA
I P315
I
STAll
WARNING
CO MPUTER
AHI POWER
SOURCE PCB
J315
H92A16 I- H93A16N
P263
L- H91AI6 -
,C r--
W99C22
'" ~~22
WH-22
""
""
~ H95BI6
1-I92B16
H93B16
H9181
- -] 91
1~ ~
'"
"'" J
H95Al6N
"'"
~
W99B22
"'"
8 SELF TEST
S IGNAL
w,m
BL -22
OSC
W!-I 22
I- WH -22
''''
'60
- QR-22
"'"
- -] 91
FACE
f>lATE
HEATER
w,, Jlt: t :L22 w., _IJ@: "0' ".
",C
'--
6 VANE HEAT
MT127P1
..I:Ir -n MT~P2
-
7 GROUND
W45S
BL-n
OR -22
W4S3
J seCONOA"'
MT 127
TRANSDUCER
"233 OUTBOARD SECTION ASSEMBLY
LOR'
WING . LH
Figure 30-28. Stall Heat Diagram-UE (ON-On the Ground)
30-38
Flight~~ty.
STALL WARNING VANE HEAT
NOTES
The li ft transducer is equipped with ant i-icing

capability for both the vane and the mounting
pl ate. The heat is controlled by a STALL
WAR N heat switch. The level of heat is redu ced for ground operation and is automaticall y increased when the aircraft take s off.
The UE model also incorporates an amber
STALL HEAT annunciator that will illuminate whe never insufficient current draw is
bein g applied to the vane. The light will
also be illuminated whenever the swi tch is
in th e OFF position.
30-39
Flight~~ty.
CURR ENT SENSORS
--A' lW4
246601
Pl29
~.
I
91 3(;01 [. - -
I~A
Jl
ONGRO UND-LOW POWER

IN FLiG HT- HIGH POWER
S-'-,L1
''''''''''LA'","",-,- / '
W~~~~N~~'tAT
CIRCUIT BREAKER. UNDERFl OOR
P311
JI
H00A1S -
Sl~TALL
WARN ING HEAT
r Jl.J.A l- 1LY-c _A"A2 _ ~

'~
0 ~ Jl .D.A l .C
A223 PANEL ASSEMBLY
'
0-
~1.C'A2.;4
1
r:::::=== A2:.Rl "'" L .c,-
SUBPANEL. Ui INBOARD
A2
STALL HEAT
Ew,""",
K~hll.K
R 1 . K1
AI
Al .R2
r-
W303A22:::J
W303C22
~ ~.J1-l - ~ R2-Kl-C2
A2'Kl'NC2 ~
r - - Kl -N02-SP1----.l 1
L...-- RI _Kl_NCl
~ KlNOI SP1 ---.J. :

RI-KI
"RELA': ~:
,,_
CAl
STALL WARNING
SENSOR HEAT
CONTROL
KhJl -E
"
o-- A l . NQ K2-NC 2- K2.C2.Jl -~

:2 ;
A2-No-K2-NC2
'.
L--K2 .Cl.J l-B~SP1 . K2 ' N01 _
"'A'lA'-
STALL WARNING
SENSOR HEAT
w,m
K2Jl.(;
-"''I ' '

- D8A22
51 620
1-220
~ J6A22
_
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:
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Jl06: Al07Pl
S1320
024A22
51+20
- 06D22
51-4-20
. CR2
~
';' '"
MONI TOR
STALL WARNING. HEAT
..,..
91 15-01
Al07Pl
W93822 _
, ,
II
51 SWITCH _
::::
L - H94A,6 _
LOCK-DOWN
H96A16N _
A,07 SWITCH ASSEMBLY -
91-15-01 [--
1- 52-2.20
~R
I
I
r S2-3--20~
GNrr 52 SWITCH
GEARSOVAT
f- S2-1-20
tANCING GEAR . LH
Al07 SWITCH ASSEMBLY

tANDING GEAR. LH
P5~hlOl
J3,F
",C
W{
B22
""J
- H95AI6N
"
"'''
I-- H95816
7 GROUND
p",
I P315
A 141 POWER
SOURCE PCB
J315
COMPUTER
L ff92A16 _ H93A,
_r ':1-
-] 91
-
HQ1AI6 _
~ H92B16
~;"
w<sc_t : ~;"
WH22
"C
] 91
Bl22
WH-22
r- 0A.22
W456 J
MT127P2
FACE I ~
e<A"
HEATER
p,,,
~W99B2
WH-22
"C r - BL22
"C r- WH 22
MT127P l
r - H91816
SC
6 VANE HEAT
I - H93816 "'"
.-
,C t--- W99C22
x:
STALL
WARNING
w",_I~
:
""
P'"
8 SELF-TEST
SIGNAL
'
HI
, LO
J ,"CONO,"'
OA22
W453
MT ' 27
TRANSDUCER
lI'f
A233 OU TBOA RD SECT ION ASSEMBLY - WING . LH
Figure 30-29, Stall Heat Diagram-UE (ON-Inflight)
30-40
Flight~ty.
pm
W89C22~W88A22
'"
"
"
JI
JlARI
CBles
STALL
WARNING
9U 100
"'
,
""'"
<EAT
"
CB14S
STALL
WARNING
T ""
"
",'5-, -'---I--- H9OA16
'"
W219
P311
1- -] 24-02
2454
W"""i
28VDC
W,,,.,,
AI46 PANEL
ASSMBlVCIRCUIT BREAKER,
WI29A22
R<
A223 PANEL
ASSEMBlVSUBPANEl ,
LH INOOARD
A2A I
r - - H91AI6 -
W126A22
H92A16 -
WI27A22'-~CI)
WI26A22
Pl1SA20 - --
24-53
H94AI6 -
PI 160f.20 - - -
AlSO PANEL ASSEMBLY - STALL WARNING HEAT ,\1 .
FULL Fl.AP
SIG IN
HAlFS~
FlAP TRA NS
EXCT SIG OUT
W95m-]
W96A22 -
2751
W97A22-
1
Pl65
WI 17A22Nf l K l
Wl17B22
JI 3-561
se2J l-4
1.59[--
A321 ASSEMBLY - CONTROL AI, . 1
"
",
r - - H96A 16N-
iii!
91-1S [ - -
.......
f.----I-- S2'20,- @ - - - . . J
2:.....a.~
3 56 SWITCH
STALL
WARN TEST
'";"'
S23- ~
GNO S2SWGEAA
SQUAT
W"""~j
"'" tJ=
Jl~
AIR
~~S2-2.20~~
,..+-I-jf.--- W93822 -
91-42 [--~
SE LFTEST
SIG IN
91 15
JHl6-:-I AI07Pl
Jl65
Al07 SWITCH ASSEMBLY lANOING GEAR, L Al
P505 ,1505
~===~"';;;"
;'~6N;;:-:t ;C
; - - - H95A16 N-
L-
9152 [- -
A230 ASSEMBLY - PEDESTAUCONSOlE
G",,"NO
2BVDC IN
28VDC OUT
MOOlA..ATEO
28V STALL
WARN SIG OUT
(I HZ TO 10 HZ)
STALL WARN
"
"
J2e3
J I21
",
"
"
W98A20 - . r ; T ' \
32.61 .02 [~ -
_~ER [
SEC~RY
SIG IN
"',,,,
4--~ L
0;
L- M
I iii
moe"
iii
BLU22
III 'B
"
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,."
"""
BLU-22
..C
BLU22
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WHT22
"C
WHT'22
ORN22
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BLU'22
WHT2
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EIIII! C~PUTER _
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- ) 23-53.ro
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~ H95BI6 ----..::":":q1
J302
W449
iii
lIr
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1111
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l--
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W45~
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,------111- 0
,------111-- E
7 GROUNO
M127Pl
I--- H93816 --ur-rn--<I!>~--~
P315,:@15
OfF SIG
TRANSDUCER
SELFTEST
StGOUT
TRANSDUCER
HI SlG OUT
TRANSDUCER
LO SIG OUT
'- ,
W314Pl0
J304
~~~ ~
HEATE~
MI27P2
I - - H9IBI6 -{:n--1!~+--...J
:" "
E
I--- H92BI6' _ _ _ _PC"'<j 6 VANE HEAT

P342
BlU 22
WH~~~.J
SELF.TEST
1iI--'.::(j
",,;'
IU
SOGNAl
P336 2 HI
P33
5 LO
I - - BlU22
WHT.22
P331 4 SECONDARY
t-- ORN-22
P339 3
C-_--l
- -] 91-23
W4!)3
~WARNIt-fG
'-4T 121
TRANSDUCER
LOFT
A23:l OUTBOARD SECTION ASSEMBLY
WING, LH
Figure 30-30. Stall Heat Diagram-UB/C (OFF)
30-41
Flight!!~ty.
QUESTIONS
1.
2.
Eng ine inl e ts a re a nti-i ced :

A. B y th e ine rtial se pa rator sys te m
B . By th e e ng ine bl ee d-air sys te m
C. E lect rica ll y
D . By th e e ng in e ex hau st a ir
The pito t/s ta tic masts c urrent se nso rs fo r
U E mode l s a re lo cated :
A. Behind th e o verh ead pan e l
B . [n th e nace lle e lec tri cal equip me nt area
C. Behind the copil o t' s circ uit breake r panel
D . On th e a ft sid e o f the fo rwa rd pres s ure bulkhead
3.
T he E NGIN E ICE FAIL li g h t illumin a tes

_ _ ---:c-,-:-seco nd s a ft e r the in e rtial se para tor fail s to reac h its selec ted pos iti o n.
4.
Br a ke dei ce s hut s o ff aut o mati ca ll y

,..--_ _ _ minutes afte r the landing gea r
is retracted , if it has not bee n s hut o ff
manually .
S.
6.
A. Sin g le-cy cle se lecti o n will no t OCCur

unl ess at leas t o ne in c h of ice is se nsed
by th e ice de tec t pro be.
B . Sin g le-cycl e ac ti vati o n initiates three,
s ix -se co nd interval s to compl e te a
full cyc le .
C. The manual pos iti o n o nl y actu a tes the
boo ts for s ix- se cond inte rval s.
D. Th e manu a l se le cti o n actu a tes the
boo ts for th e dur a ti o n th e s witch
is he ld .
7.
Whi c h relay(s) is/are actu ated wh e n high

he at is a ppli e d to the wind shield ?
A. Hi g h heat re la y only
B. Low hea t re la y onl y
C. Lo w a nd hi g h heat re lays
D . An y o f th e a bo ve
8.
Norm a l prope ll e r de ice a mmete r load is:
A. 24- 30
B. 26- 32
C. 32-38
A brake dei ce ove rhea t is d e tec ted by:

A . A singl e continu o us overh ea t warnin g
loop similar to th e en g ine fir e loo p
B . Phot oe lec tri c ce ll s s tra teg icall y located within the wheel we ll s
C . An EVA tubin g system similar to th e
bl eed -a ir warnin g sys tem
D . A sys tro n-do nn e r overh ea t
warnin g sys tem
Whi c h o f th e fo ll owin g is tru e concern_

in g the boo t de ice sys tem ?
D . B o r C (d e pe ndin g upo n mo del )

9.
Pow e r fo r pr op deice in th e automatic

mo de mu st al so go thro ug h the ma nual
prop de ice relay.
A. Tru e
B . Fa lse
fll. Fai lure of the :-:.,--,-_ _ _ :--_-;:-;--:

wo uld a ll o w full volta ge to the stall heat
sys tem o n th e g ro und.
A. Left landin g gea r dow n lock s witc h
B. Ri g ht landin g gear d own lo c k switch
C. Left la ndin g gear squ at s witc h
D. Ri g ht la ndin g ge ar squ a t sw itch
30-42
Flight~ty.
CHAPTER 31
INDICATING AND RECORDING SYSTEM
CONTENTS
Page
RODUCTION ........ ... .... .. ... .. ... .. .... ... ... ... .. ......... ............. ..... ...... ..... ... ... .. .... ...... ...... ......... 31-1
NUNCIATOR SYSTEM .... .. .. ...... .... .. .. .. ... .... .... ........... .. .. ... .... ...... ....... ... ... ... ... .. ... .. ...... .. 31-3
31-i
Flight~ty.
ILLUSTRATIONS
Title
Page
.1
Annunciator Lights-UE ...................................................................................... 31-2
.2
Annunciator Lights-UC ........................... ................... ........... ..... .... .................... 31-4
-3
Annunciator Lights- UB ...... ........... ............. .. ....................................................... 31-5
-4
Press-lo-Test Circuit ...... ............... ............................ ............... ............................... 31-6
-5
Annunciator Logic .... ..... .............. ........................................ ..... ............................ . 31-7
-6
Control Card Functions ................................ .. ............... .. ....................................... 31-8
.7
Annunciator Power and Control ............................................................................ 31-8
.a
Annunciator Power-A 141 PCB ...... .......... ..... ............. .. ....................................... 31-9
-9
Annunciator PCB Locations ............. ............ ........ ... . ......... .............. ......... ........... 31-10
31-iii
FlightSafety.
w..........
CHAPTER 31
DICATING AND RECORDING SYSTEM
DUCTION
chapter presents general information on the cockpit instrument panel and master
. lights system.
31-1
Flight~ty.
:z
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FOR TRAI NING PURPOS ES ON LY
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.-
FlightSafety.
UNCIATOR SYSTEM
NOTES
.annu lnc, ator syste m cons ists of a red warnann uncia t o r panel locate d in th e
d, and an amber caution , green adand a wh ite s tatu s annun c ia to r panel
in the ce nte r su bpane l area.
NOTE
The stat us portion is o nl y app licabl e
to th e 19000 mode l.
illu mi nat io n of a red warning o r an a mber
li gh t w ill tri gger its assoc iated maswarni ng or master caution li g ht to flash.
ng e ither the pilot 's or copilot's masng o r ca uti o n li g ht sw itch will reset
te m in the eve nt a ny ad diti o na l m a lsho uld occur. An advisory or stawill not illuminate the
vari ou s warning , caution , advisory, a nd
syste ms run throu g h a se ri es of printed
t boards ( PCB s) to illumin a te the apate an nun cia tor sys tem light s .
uni qu e PCB is th e annunciator power
card . It contains a large number of
fu ses corresponding to the annunciator
tha t it monitors. Should a fa ilure occur
of th ose c ircuits , a fu se will ope n and
th at circuit from the res t o f th e card.
a pi co fuse opens, it wi II a Iso tri gger an
ANN PWR SOURCE annunciator to
1II'lIl1al'e. This would indi cate a partial loss
to the a nnunci ato r sys te m .
31-3
Flight,~~ty.
WARNING PANEL
L DCGEN
L FUEL QTY
L FWVALVE
L FUEL FEED
L ENG ICE FAIL
L BKDI OVHT
I
I
I
I
I
I
I
I
BATTERY CHARGE
BATTTIE OPEN
L GEN TIE OPEN
R GEN TIE OPEN
HYD FLUID LOW
'MAN STEER FAIL
'ANTI SKID FAIL
'PWR STEER FAIL
1-
L NO FUEL XFR
1-
I
I
I
R FUEL QTY
R FUEL FEED
RBKDIOVHT
II
II
R DCGEN
R FWVALVE
R ENG ICE FAIL
ANN PWR SOURCE
I
R NO FUEL XFR
*PWR STEER ENGA
L AUTO FEATHER
LIGNITION ON
TAXlUGHT
EXtERNAL POWER
RIGNITION ON
R 6 11
1 "
L ENG ANTI ICE
LENVIROFF
LBKOEICEON
'ELEe TRIM OFF
FUEl TRANSFER
MAN TIES CLOSE
RBKDElCEON
AIRCOND
'OPTIONAL EQUIPMENT
Figure 31-2.
31-4
Annunciator Lights-UC
FOR TRAINING PURPOS ES ON LY
:'
RENG ANTI ICE
RENVIR OFF
FlightSafety.
...
l DC GEN
l FUEL QTY
BATTERY CHARGE
BATT TIE OPEN
R FUElQTY
RDCGEN
l FWVA lVE
l FUEL FEED
l GEN TIE OPEN
R GEN TIE OPEN
R FUEL FEED
R FWVAlVE
l ENG ICE FAil
lBKDIOVHT
HYD FLUID LOW
MAN STEER FAil
R BKDI OVHT
R ENG ICE FAil
l CHIP DETECT
ANTI SKID FAil
PWR STEER FAil
R CHIP DETECT
TAlOLIGHT
EXTERNAl. POWER
tEClRIM OFF
MAN TIES a.OSE
LBKDEICON
RIGNIOOMON
RBKDElCEON
A1RCONDN,
Figure 31-3.
RAUlO
RENG ANn ICE

RENIIIROFF
Annunciator Lights-UB
31-5
Flight~~ty.
FROM ANNUNCIATOR TEST SWITCH
P5~
r--------------------J- 2- ,
31 -51-03 _
SPARE
SPAR E
37
SPAR E
36
EXTERNAL POWER
19
W233A22
A IGNITION ON
20
W234A22
R AUTOFEATHER
21
MAN TIES CLOSE
10
RH
GREEN
~ 3151-01 -
W26C20; J . .
W26J20
" - - W26E20
W278A22
24-41 C
W231B22 -
80-12 (
J11D20 -
W230A22
11
W232A22
R ENG ANTI -ICE
12
W23BA22
AIR COND Nl LOW
13
W229A22
24-52 (
P28C20 -
32-41 C
H207A22 -
30-21-02 W211A22
SPAR E
14
W228A22
R ENV1A OFF
15
W237A22
r:::--...-'
f--J
W211C22-
15
16
17 r - - '
18
19
20
21 r - - '
22
23 i-->"
24
25 r - - '
r-
21-31 -02 C- H142B22 -
W172D22
RH r OS 34 THROUGH 36
GREEN POS40THROUGH42 28 -
~W172A22
W172C22
pas 46, 47, 48 30
W172822
52. 53 & 54
31-51 -01
--J 31 -51-03
J1
COMMON
r-
21-51 ( - H195A22 -
KEY
lH ~
2
3 r--'
4
5 r--'
6
7
8
9
10
11 r - - '
12
13 r - - '
14
61-22-02 ( - K72A22 -
[ W211 B22:1-
GREEN
W235A22
(OPT) R BK DEICE ON
COMMON
P263 ~ 1
W26D20 _
POS 43, 44 , 45
27
49, SO, 51
P313
J313
-3 91-46
W149C22
W149D22
KEY 29
12
W180A22
SPARE
11
W157A22
L ENVIR OFF
10
Wt85A22
W178A22
(OPT) ELEC TRIM OFF

lH
GREEN
32-52-01 C
21 -31-01 (
(OPT) l BK DEICE ON
W92A22
L ENG ANTI ICE
W139A22
32-41
TAXI LIGHT 18
L IGN1TION ON 17
l AUTOFEATHER 16
W179A22
PWR STEER ARM 35
W1 84A22
W281A22
W282A22
W283A22
33-46 C
,.....
:----*'
H205A22 -
--
BO- 11
E302 LIGHT ASSEMBLY - LEGEND

CAUTION AND ADVISORY A 1
31 -51-03
J2D20 -
W26F20 ~ W26H20 .
91-48 [;-oJ
(- ~~~~~g
f.1-
A129 PWB MODU LE ASSY

ADVISORY LIGHT TEST AND
ICE VANE SENSE , lH A 1
FROM ANNUNCIATOR TEST SWITCH
Figure 31-4.
6
7 f--*'
4
5 '--*'
2
3 f--*'
l189A20 -
61-22-01 ( - K73A22 -
---J 31-51-03
31-6
H130B22 -
30 21 01 [ - - W2 14A22: rW214B22 - - - - W214E22

W140A22
I-
,.....
G126A22 -
c- Caol22
-.J1
24
25 '--*'
22
23 f--*'
20
21
18
19 ~
16
17 '--*'
14
15 '--*'
12
13 f--*'
10
11
8
9
28-21 ( - Q16C22 -
27-31
SPARE 33
SPARE 34
W149B22 ~ W149A22
P351
FUEL TRANSFER
...
A140 PWB MODULE ASSY

RH ADVISORY LIGHT TEST
AND SURFACE DEICE
TlME DELAY A 1
31 -51-01 ~
P26B
pas 37 THROUGH 39 25
pas 33 THROUGH 35 37
c-
31 -51-02
30-11
Press-to-Test Circuit
FOR TRAI NING PURPOSES ONLY
..-
FlightSafety.
1. ADVISORY LOGIC
PTT
GREEN \ -_ _ _ _ _~
INPUTS
ADVISORY
CARD
ANNUN
2. FAULT LOGIC
PTT
RED
OR
AMBER '<------~
INPUTS
FAULT
DETECTION
CARD
CONTROL
CARD
Figure 31-5.
Annunciator Logic
FOR TR AINING PURPOSES ONLY
31-7
Flight~ty.
ALL OTHER LIGHTS
PTI
,
REDOR
AMBER
INPUTS
ANNUNCIATOR
-l
FAULT
CARD
_T
AUTO DIM
MAST ER
WAR N
..
--
I
I
I
I
OSCILLATOR
I
I
I
I
I
I
I
I
I
I
l(Q
CONTROL CARD FUNCTI ONS:
/
/
MASTER
CAUTION
CONTROL
CARD
Figure 31-6.
OSCI LLATORS
DIM CONTROLS
CAUTION CANCEL
GEN OUT LIGHTS
AUTO DIMM ING
DARK COCKPIT
PILOT FLIGHT INSTRUMENT LIGHTS ON
OVERHEAD FLOOD LIGHT OFF
AT LEAST ONE GENERATOR ON-LINE
Control Card Functions

US 1-53
ANNUNCIATOR CONTROL PCB
ANNUNCIATOR
POWER
PILOT MASTER ANNUNCIATOR
COPILOT MASTER ANNUNCIATOR
ANNUNCIATOR PTI
LH AND RH ICE VANE SENSE

ANNUNCIATOR
IND
LH AND RH FIRE
LH AND RH OIL PRESS
INV OUT
CABIN ALT WARN
Figure 31-7.
31-8
Annunciator Power and Control
~-I"
I .---
"T1
10"
c
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:rJ
r ..
m
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G
2
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z
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til
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GR9 CRS
CA6 f
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FSEA11 CA1 3CA12 CA1 0f
~~F7 fe A1S CA17 CA 16

M
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CA14f
A4
AS
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z <n
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A7
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A9
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zo
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ill
c
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17
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.-ill
-ill
A16
An
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' t n fe A3s CA37 CA36 CA34t
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A20
'4
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27
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21
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A2
A10
fe A19 CA21 CA20 CA1Bl A11
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III
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,I....
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<0
INDICATING AND
RECORDING SYSTEMS
Flight~ty.
PC BOARD MODULE IDENTIFICATION-UB/C

ZONE 143-BETWEEN FS 183-198
A 125
A 126
A127
A129
A130
A140
A 141
A 170
A257
ANNUNC IATOR CONTROL

RH FAULT DETECTION
LH FAULT DETECTION
LH ADVISORY AND ICE VANE TIMER
(SURFAC E DEICE PORTION NOT USED)
RH N, SPEED, BATTERY CHARGE,
RH ICE VANE TIMER
RH ADVISORY AND SURFACE DEICE TIMER
(ICE VANE TIM ER NOT USED)
ANNUNCIATOR POWER SOURCE
(U B-54 AND AFTER )
(OPTIONAL) BATTERY CHARGE, BRAKE DEICE
CONTROL (BATTE RY CHARGE NOT USED)
BUS-TIE CONTROL
ZONE 143-BETWEEN FS 200-213

A 112
A31 7
E173
E243
E316
(OPTIONAL) ANTISKID TIME DELAY

BLEED-AIR CONTROL
FIRE EXTINGU ISHER CONTROL
BLEED-AIR OVERTEMP CONTROL
LANDING GEAR TIME DELAY
o
o
o
0
I'-------/-!\~\
FS
183.25
FS
198.25
CABIN ALT
WARNING SWITCH
Figure 31-9.
31-10
PC BOARD
BOX ASSEMBLY
FS
213.25
PC BOARD RELAY
BOX ASSEMBLY
Annunciator PCB Locations (Sheet 1 of 2)
FlightSafety.
"'''"'''''''''''
PC BOARD MODULE IDENTIFICATION-UE

ZONE 143
A125
A126
A127
A1 29
A130
A140
A141
A142
A 143
A170
A257
A3 19
ANNUNCIATOR CONTROL
NO.2 ANNUNCIATOR FAULT DETECTOR
NO. 1 AN NUNCIATOR FAULT DETECTOR
NO. 3 ANNUNCIATOR FAULT DETECTOR
RH ICE VANE , N1 SPEED, AND BATIERY MONITOR
NO. 4 ANNUNC IATOR FAULT DETECTOR
ANNUNCIATOR LEGEND POWER SOURCE
NOTUSED
NOT USED
BRAKE DEICE, LH ICE VANE , AND EXT POWER
BUS-TIE CONTROL
NO. 5 ANNUNCIATOR FAULT DETECTO R
GROUNDING
. t
,~
~
4'~""'~'
-~
2-RECEPTACLE PFX CO NTACT

CABLE CLAMP (ANNUNCIATOR
DIMMING TRANSISTOR
,"
CON NECTOR )
,
:
:: I'. /
~u----~utUtQj7
;6----~
~
)
,
,,
,
0',
,
I l\e ~ ie
~
eI ~ I
~
, , , , ,.
~
ro
: 8
..
~
0
t]'-
--- - -- - ---
,,
I.....
,~
FS
[VIle
___
--~1.
:i
RACK SUBASSEMBLYCIRCUIT CARD
---7---
" 0
""
MODULE RAI L
,e'' '
3~' , ~
--
,,
<-;
:., --""
, / :. -7
GROUNDING
BLOCK
(J155)
183.25
Figure 31-9.
,,
,,
:,
III IIIII IIII I I
I, '~
:e,,
,,
,
,,,,,
~
,,
,,
DIMMING
TRANSISTORS
(01 AND 02)
""
0 :
"7
"0
I I
IIII" IIII"
~
,
,
I I "
CABIN ALTITUDE
WARN SW (S1 17)
GROMMET
_---'>..
~ ./
FS
198.25
Annunciator PCB Locations (Sheet 2 of 2)
31-11

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THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Cover .............. ... ...... ........ ........ ............... 0

'Zero in this column indicates an original page.

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

Copyright 2007 by Fli ghtSa fety Intern ati ona l, Inc.

Siaies of Ameri ca.

EQUIPMENT AND FURNISHINGS

ICE AND RAIN PROTECTION

INDICATING AND RECORDING SYSTEMS

FOR TRAINING PURPOSES ONLY

The goa l of this course is to provide the very

Given the Maint enan.ce Man.ual , c lass notes,

Perform maintenance preflight and postflight inspections.

Outline the ATA 100 system ofmaintenance documentation , including the

The FlightSafety instructor will modify the

Describe the meaning and application of

Perform selected normal and emergency

Outline the recommended maintenance

FOR TRAINING PURPOSES ONLY

Th ese manuals have been prepared to assist

FOR TRAINING PURPOSES ONLY