parts in the fuel system as well as clogging
of the fuel f ilters. Although this air plane
uses bladder-type fuel cells, and all metal
parts (except the boost pumps and transfer
pumps) are mounted above the settlement
areas, the possibility of f ilter clogging and
corrosive attacks on fuel pumps exists if con-
taminated fuels are consistently used.
Fuel biocide-fungicide “Biobor
®
JF” in con-
centrations noted in the
POH
may be used in
the fuel. Biobor
®
JF may be used as the only
fuel additive or it may be used with the anti-
icing additive conforming to MIL-I-27686
or MIL-I-85470 specif ication. Used together,
the additives have no detrimental effect on the
fuel system components.
The primar y means of fuel contamination
control by the owner/operator is “good house-
keeping.” This applies not only to fuel sup-
ply, but to keeping the aircraft system clean.
The following is a list of steps that may be
taken to recognize and prevent contamina-
tion problems.
1. Know your supplier. It is impractical to
assume that fuel free from contaminants
will always be available, but it is feasi-
ble to exercise caution and be watchful
for signs of fuel contamination.
2. Assure, as much as possible, that the
fuel obtained has been properly stored,
that it is f iltered as it is pumped to the
tr uck, and again as it is pumped from
the tr uck to the aircraft.
3. Perform f ilter inspections to determine
if sludge is present.
4. Maintain good housekeeping by peri-
odically flushing the fuel tanks and sys-
tems. The frequency of flushing will
be deter mined by the climate and the
presence of sludge.
5. Aviation gas is an emergency fuel. The
150 hours maximum operation on avi-
a t i o n g a s o l i n e p e r a “ Ti m e B e t we e n
Overhaul” should be obser ved.
6. Use only clean fuel-servicing equipment.
7. After refueling, allow a settling period
of at least four hours whenever possi-
ble, then drain a small amount of fuel
from each drain.
Remove spilled fuel from the ramp
a r e a i m m e d i a t e ly t o p r eve n t t h e
contaminated surf ace from caus-
ing tire damage.
When fueling the aircraft, the nacelle fuel
tanks should be f illed f irst before any fuel
is put in the wing tank system to insure that
the wing tanks are completely full.
FUEL GRADES AND ADDITIVES
Aviation Kerosene Grades Jet A, Jet A-1,
Jet B, JP-4, JP-5, and JP-8 may be mixed in
a n y r a t i o . Av i a t i o n G a s o l i n e G r a d e s 8 0
(80/87), 100LL, 100 (100/130), and 115/145
are emergency fuels and may be mixed with
the recommended fuels in any ratio; how-
ever, use of the lowest octane rating avail-
a bl e i s s u g g e s t e d . O p e r a t i o n o n av i a t i o n
gasoline shall be limited to 150 hours per
engine during each Time Between Overhaul
(TBO) period.
If the aircraft is fueled with aviation gaso-
line, some operational limitations, which
are li st ed in th e
PO H
, mu s t b e o b s er ved .
Maximum operation with aviation gasoline
is limited to 150 hours between engine over-
hauls.
Use of aviation gas is limited to 150 hours
due to lead deposits which form on the tur-
bine wheels during aviation gas consump-
tion, and which cause power deg radation.
Since the aviation gas will probably be mixed
with jet fuel already in the tanks, it is im-
portant to record the number of gallons of
aviation gas taken aboard for each engine.
Determine the average fuel consumption for
each hour of operation. If, for example, an
CAUTION
KING AIR C90GTi/C90GTx
PILOT TRAINING MANUAL
5-17
FOR TRAINING PURPOSES ONLY
5
FUEL
SY
STEM
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