B300/B300C Maintenance Manual (Rev B5)

05-50-00-601 (Rev May 1/16)

TIME LIMITS/MAINTENANCE CHECKS

UNSCHEDULED MAINTENANCE CHECKS
INSPECTION/CHECK
1. INFORMATION
This subchapter is assembled in Chart form to allow a technician to perform checks for damage after operating the airplane in
conditions which could require unscheduled maintenance. Specific conditions, such as lightning strikes, turbulent air penetration or
hard/overweight landings, etc., are included. Inspection instructions are included for each of the conditions listed.
Note: Additional inspections may be required by engine or propeller manufactures in their manuals. Refer to the
unscheduled maintenance checks portion of the supplier issued manuals to make sure of continued airworthiness.

2. OPERATION IN ATMOSPHERES OF HIGH SALT CONTENT

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) Engine Motoring Compressor Engines operated in a salty atmosphere should be

Wash washed in accordance with appropriate Engine Daily
Maintenance Manual.

3. OPERATION IN ATMOSPHERES OF HIGH INDUSTRIAL AIR POLLUTION

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) Engine Motoring Compressor (a) When there is a loss of engine performance As required
Wash attributed to ingestion of air pollution deposits, perform
wash procedures in accordance with appropriate
Engine Maintenance Manual.
(b) Inspect for corrosion. As required

4. WHEN OPERATING IN AREAS OF HIGH DUST CONTENT

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) Nose Landing Gear Shock Strut Clean off and wipe dry exposed polished surfaces. Routine

(2) Instrument Air Filters Replace instrument line supply filters at or before 100
As noted
hours under extremely dusty conditions.

CAUTION
Disconnect the autopilot barometric altitude sensor line before applying reverse air pressure to pitot and static lines
to prevent damage to the barometric altitude sensor.

(3) Pitot and Static Lines Check for obstructions by applying reverse air
pressure (not to exceed 20 psi.) to the ends of the pitot 200 Hours or as required
and static lines disconnected from the instruments.

(4) Environmental Air Filter Inspect for obstruction of air flow. Replace if necessary. As required

5. WHEN OPERATING IN AREAS OF HIGH HUMIDITY

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) Floor Structure Check structure under the floor for corrosion by
removing a floor panel and inspecting structure, At a scheduled inspection, but not
especially channel sections. more than 6 months apart.

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 B300/B300C Maintenance Manual (Rev B5)
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(2) Aft Cabin Remove aft cabin access covers and check for At a scheduled inspection, but not
corrosion, especially aft of bulkhead points. more than 6 months apart.

(3) Wing Remove wing and center section access covers and At a scheduled inspection, but not
check for corrosion. more than 6 months apart.

(4) Empennage Remove aft fuselage access covers and check for At a scheduled inspection, but not
corrosion. more than 6 months apart.

6. OPERATING FROM VERY SOFT OR UNUSUAL TERRAIN

A. Main Landing Gear

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) Tires Visually check for cuts, wear, deterioration and

Routine
inflation.

(2) Struts Check strut inflation as noted in Chapter 12. Routine

(3) Wheels Remove and clean; inspect for abrasions, cracks and
chipped rims, bearings for wear, corrosion, fretting
Every 100 hours
and bluing; check seals for distortion, deterioration,
proper fit, security and obvious damage.

(4) Brake Units (a) Check cylinders and associated lines for obvious Routine
damage and leaks. Every 100 hours
(b) Check for evidence of overheating. Every 200 hours
(c) Check discs for scoring, distortion, damaged
plating and evidence of overheating.

(5) Shock Strut (a) Check surfaces for cleanliness, free from oil or Every 100 hours
grease deterioration. Check strut inflation as noted in
Chapter 12. Every 100 hours
(b) Clean exposed surface of shock strut piston with
clean cloth moistened with hydraulic fluid.

(6) Wheel Wells Clean foreign material (dirt, etc.) from wheel wells.
Inspect supports between main and aft spars in upper
As required
wheel well and the lift leg attach bracket at the main
spar for deformation, cracks, etc.

B. Nose Landing Gear

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) Tires Visually check for cuts, wear, deterioration and

Routine
inflation.

(2) Wheels (a) Visually check for obvious damage. Routine

(b) Remove and clean. Inspect for abrasions, cracks Every 100 hours
and chipped rims, bearings for wear, corrosion,
fretting and bluing; check seals for distortion,
deterioration, proper fit and security.

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 B300/B300C Maintenance Manual (Rev B5)
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(3) Shock Strut (a) Check for obvious damage and leaks. Clean Routine
exposed surface of shock strut piston with clean cloth
moistened with hydraulic fluid. Check strut inflation as
noted in Chapter 12.
(b) Check for correct extension as noted in Chapter Every 100 hours
32 of this Maintenance Manual. Every 100 hours
(c) Thoroughly clean and inspect for leaks, damage
and security. Service as necessary.

(4) Fork Assembly Check for cleanliness and obvious damage. Routine

(5) Nose Wheel Steering Check for obvious damage, associated rods and
Every 100 hours
connections for damage.

(6) Actuator Linkage Check for excessive play, safety and security. Every 100 hours

(7) Actuator Check actuator and support brackets for visible

damage and condition. Inspect bracket for loose or
Every 100 hours
missing rivets. Inspect cover and bottom assembly of
actuator for cracks at mounting lug.

7. INSPECTION AFTER HARD/OVERWEIGHT LANDING

Warning: Even though "wrinkles" in the wing or fuselage skin surface may be slight enough to be considered as negligible, a
close inspection of the internal supporting structure may reveal serious damage.
Determine that the airframe components (nacelles, wings, fuselage and empennage) are in their normal configuration.
Note: This inspection should be carried out after a hard/overweight landing and before the airplane is certified as ready for
further flight. The inspections are conducted at two levels. The first level consists of determining if any external
damage has occurred and looking for evidence of internal structural failure. The second level is concerned with a more
detailed inspection of any damage areas which were indicated in the findings of the first level inspection. If it is
determined by the first level inspection that there is no damage to the airplane, it is not necessary to proceed to the
second level inspection.

A. First Level Inspection

Note: Beechcraft Corporation recommends that airplanes having experienced severe, hard or overweight landings or
other abnormal landing incidents which may have placed undue stress on the landing gears, are to be inspected
within the first 100 service hours after such hard/overweight landing and at each 600 service hours thereafter until
satisfied that no further hidden damage due to the severe, hard or overweight landing is likely to occur.
Airplanes having received repairs in this area, upon Beechcraft Corporation recommendations, are exempt from this
inspection except in the event of a future hard, overweight or abnormal landing incident.

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

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(1) Landing Gear (a) Inspect tires for excessive wear, splits in the After hard/overweight landing
tread, bottoming out or folding over the side walls.
(b) Check the wheels for flat spots or cracked After hard/overweight landing
castings. After hard/overweight landing
(c) Check shock struts and attachment lugs for
cracks. Inspect hydraulic brake lines for leaks. After hard/overweight landing
(d) Inspect downlock, drag link and landing gear doorAfter hard/overweight landing
retract linkage for damage. After hard/overweight landing
(e) Inspect landing gear actuator attachment lugs.
(f) Inspect supports between main and aft spars in
upper wheel well and the lift leg attach bracket at the After hard/overweight landing
main spar for deformation, cracks, etc. After hard/overweight landing
(g) Inspect areas around landing gear attach points.
(h) Inspect the main landing gear drag brace support
structure as follows:
• Place the airplane on jacks.
• Disconnect the upper drag brace from the
airplane structure in both the left and right
wheel wells.
• Using a flashlight and mirror, inspect all of
the drag brace support structure for possible
cracks, particularly at the lower radius of the
U-channel where it attaches to the main spar.
• If cracks are suspected but are not clearly
defined, the suspect area should be dye
penetrant inspected, using visible dyes as
outlined in AC43.13.1B/2B.
• If cracks are found, contact Beechcraft
Technical Support and report the findings for
evaluation.
• If no cracks are found, reinstall the drag
brace.

(2) Nacelles (a) Inspect external skin surfaces for distortion, loose After hard/overweight landing
or missing rivets. After hard/overweight landing
(b) Check cowling attachment fittings for alignment or After hard/overweight landing
damage.
(c) Inspect engine control cables for smooth After hard/overweight landing
operation and check plumbing and wiring for security
and attachment. After hard/overweight landing
(d) Inspect engine support mounts for cracks or After hard/overweight landing
structural failure. Check tips of propellers for
damage.
(e) Check propeller spinner and backplate for
evidence of interference with cowling.
(f) Inspect wheel well structure for damage or cracks.
Check area surrounding the landing gear attachment
points.

(3) Wing Center Section (a) Inspect external skin surface (upper and lower) After hard/overweight landing
for cracks, abnormal wrinkles and loose or missing
rivets. After hard/overweight landing
(b) Inspect plumbing, wiring and actuators for After hard/overweight landing
damage and security of attachment.
(c) Check keel, front and rear spar on the lower side
of fuselage for damage and alignment.

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(4) Outboard Wing Panels (a) Inspect external wing surface skin for cracks, After hard/overweight landing
abnormal wrinkles and loose or missing rivets.
(b) Inspect internal structure and fuel cells through After hard/overweight landing
access panels. After hard/overweight landing
(c) Inspect plumbing and wiring for security of
attachment.
(5) Fuselage Nose Section (a) Check external skin surface for cracks, abnormal After hard/overweight landing
wrinkles and loose or missing rivets.
(b) Check wheel well structure and area surrounding After hard/overweight landing
landing gear attach point for damage.
(c) Inspect avionics, radar antenna, wiring and After hard/overweight landing
plumbing for security and attachment.

(6) Fuselage Center Section (a) Inspect external skin surface for cracks, abnormal After hard/overweight landing
wrinkles and loose or missing rivets.
(b) Inspect around cabin windows for structural After hard/overweight landing
cracks.

(7) Fuselage Aft Section (a) Check external skin surface the entire length for After hard/overweight landing
cracks, abnormal wrinkles and loose or missing
rivets. After hard/overweight landing
(b) Inspect empennage and control surfaces for
freedom of movement.

(8) Extended Range Fuel Tanks (a) Inspect the fuel tank support mounts for cracks or After hard/overweight landing
(Model 350ER/CER) structural failure. After hard/overweight landing
(b) Inspect the fuel tank forward clevis link
assemblies in wheel well for cracks and distortion. After hard/overweight landing
(c) Inspect fuel tank external skin surfaces for leaks,
distortion and loose or missing rivets. After hard/overweight landing
(d) Inspect plumbing and wiring for security and
attachment.

REPAIR OF DAMAGE
Due to the variety and degree of structural damage which may be involved, the best repair or replacement procedure must be
based on the findings of the individual airplane. If the hard/overweight landing inspection indicates that serious structural
damage has occurred, contact the Customer Support Department, Beechcraft Corporation, Wichita Kansas, 67201 for
assistance.

LOG BOOK ENTRY

Following a hard/overweight landing inspection, an entry covering the extent of inspection, the damage and the repair
(if applicable) must be noted in the airplane permanent records.

B. Second Level Inspection

Note: Because shock loading may be transmitted along one structural member to another, carefully inspect the
surrounding and supporting structure in any damaged area found in the first level inspection.

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

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 B300/B300C Maintenance Manual (Rev B5)
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(1) Landing Gear (a) Place the airplane on jacks and check shock strut for After hard/overweight landing
free up and down movement.
(b) Remove the tires and inspect internally for cuts or After hard/overweight landing
broken areas. After hard/overweight landing
(c) Disassemble and examine wheels for cracks or After hard/overweight landing
distortion. After hard/overweight landing
(d) Visually inspect axle with 10-power glass. If suspect,
dye check or magnaflux. After hard/overweight landing
(e) Remove and replace or magnaflux the landing gear After hard/overweight landing
attach bolts, check bolt holes for cracks or elongation.
(f) Remove and replace or magnaflux drag link bolts and
supports.
(g) Make landing gear retraction test.

(2) Nacelles (a) If tips of propeller have been damaged, refer to the After hard/overweight landing
Engine Maintenance Manual for engine inspection
procedure for propeller strike.
(b) Inspect areas surrounding the engine mounts. After hard/overweight landing
(c) Check the internal structure of the wheel well for cracksAfter hard/overweight landing
or damage. After hard/overweight landing
(d) Test plumbing and wiring for proper operation.

(3) Wing Center Section (a) Remove floorboards and access plates and inspect theAfter hard/overweight landing
front and rear spar and keel structure for evidence of
deformation or structural failure.
(b) Test plumbing, wiring, flaps, control cables, pulley After hard/overweight landing
mounts and any other system found in this area for proper
operation.

(4) Outboard Wing Panels (a) Test plumbing and wiring for proper operation. After hard/overweight landing
(b) Inspect fuel cells and lines for leakage and damage. After hard/overweight landing

(5) Fuselage Nose Section (a) Remove the baggage compartment floorboards and After hard/overweight landing
inspect the keel structure and supporting members for
damage. After hard/overweight landing
(b) Inspect wheel well structure and surrounding areas for
signs of structural failure. After hard/overweight landing
(c) Test avionics, radar antenna, plumbing and wiring for
proper operation.

(6) Fuselage Center and Aft (a) Examine stringers, frames and side walls for After hard/overweight landing
Section deformation or structural failure. After hard/overweight landing
(b) Test plumbing and wiring for proper operation. After hard/overweight landing
(c) Inspect heating and air conditioning ducts for damage.After hard/overweight landing
(d) Examine the control cables and pulley mountings and
check for clearance from structure at pass-through
locations. Make sure of a smooth operation.

(7) Extended Range Fuel Tanks (a) Inspect areas surrounding the fuel tank mounts for After hard/overweight landing
(Model 350ER/CER) damage. After hard/overweight landing
(b) Check plumbing and wiring for proper operation.

REPAIR OF DAMAGE
Due to the variety and degree of structural damage which may be involved, the best repair or replacement procedure must be
based on the findings of the individual airplane. If the hard/overweight landing inspection indicates that serious structural
damage has occurred, contact the Customer Support Department, Beechcraft Corporation, Wichita Kansas, 67201 for
assistance.

LOG BOOK ENTRY

Following a hard/overweight landing inspection, an entry covering the extent of inspection, the damage and the repair
(if applicable) must be noted in the airplane permanent records.

8. INSPECTION AFTER ENCOUNTERING TURBULENT AIR

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8. INSPECTION AFTER ENCOUNTERING TURBULENT AIR
Warning: Even though "wrinkles" in the wing or fuselage skin surface may be slight enough to be considered as negligible, a
close inspection of the internal supporting structure may reveal serious damage.
Determine that the airframe components (nacelles, wings, fuselage and empennage) are in their normal configuration.
Note: This inspection should be carried out after the airplane has been subjected to high G loading while flying through
turbulent air and before the airplane is returned to service. The inspection is conducted on two levels. The first level
consists of determining if any external damage has occurred and looking for evidence of internal structural failure. The
second level is concerned with a more detailed inspection of damaged areas which were indicated in the findings of
the first level inspection. If it is determined by the first level inspection that there is no damage to the airplane, it is not
necessary to proceed to the second level inspection.

A. First Level Inspection

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) Wing Center Section (a) Inspect the external skin surface (upper and After encountering turbulent air
lower) for cracks, wrinkles and loose or missing After encountering turbulent air
rivets. After encountering turbulent air
(b) Inspect plumbing, wiring and actuators for
damage and security of attachment.
(c) Check the keel and the front and rear spar on the
lower side of the fuselage for damage and alignment.

(2) Nacelles (a) Inspect the external skin surfaces for wrinkles andAfter encountering turbulent air
loose or missing rivets. After encountering turbulent air
(b) Check cowling attachment fittings for alignment orAfter encountering turbulent air
damage. After encountering turbulent air
(c) Inspect the engine support mounts for cracks, After encountering turbulent air
deformation or structural failure.
(d) Inspect engine control cables for smooth
operation and check plumbing and wiring for security
and attachment.
(e) Inspect structure in wheel well for damage or
cracks.

(3) Outboard Wing Panels (a) Inspect the top and bottom wing surface for After encountering turbulent air
cracks, wrinkles and loose or missing rivets. After encountering turbulent air
(b) Inspect aileron, aileron trim tab and flaps for After encountering turbulent air
wrinkles or cracks. After encountering turbulent air
(c) Inspect Internal structure and fuel cells through
access panel openings.
(d) Inspect plumbing and wiring for security of
attachment.

(4) Fuselage Nose Section (a) Check external skin surface for cracks, abnormalAfter encountering turbulent air
wrinkles and loose or missing rivets. After encountering turbulent air
(b) Inspect area forward of windshield for evidence ofAfter encountering turbulent air
structural deformation or failure.
(c) Inspect avionics, antenna and components for
security and attachment.

(5) Fuselage Center Section Inspect external skin surface for cracks, abnormal After encountering turbulent air
wrinkles and loose or missing rivets.

(6) Fuselage Aft Section (a) Inspect the entire length of the external skin After encountering turbulent air
surface for cracks, stress wrinkles and loose or After encountering turbulent air
missing rivets.
(b) Check the empennage surfaces for damage and
freedom of movement. Inspect for skin wrinkles at the
juncture of the fuselage and empennage. Check
controls for freedom of movement.

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(7) Extended Range Fuel Tanks (a) Inspect the fuel tank support mounts for cracks orAfter encountering turbulent air
(Model 350ER/CER) structural failure. After encountering turbulent air
(b) Inspect the fuel tank forward clevis link After encountering turbulent air
assemblies in wheel well for cracks and distortion. After encountering turbulent air
(c) Inspect fuel tank external skin surfaces for leaks,
distortion and loose or missing rivets.
(d) Inspect plumbing and wiring for security and
attachment.

B. Second Level Inspection

Note: Because G loading may be transmitted along one structural member to another, carefully inspect the surrounding
and supporting structure in any damaged area found in the first level inspection.

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) Wing Center Section (a) Remove floorboards and access plates and After encountering turbulent air
inspect the front and rear spar and keel structure for
evidence of deformation or structural failure. After encountering turbulent air
(b) Test plumbing, wiring, flaps, control cables, pulley
mounts and any other system found in this area for
proper operation.

(2) Nacelles (a) Inspect areas surrounding the engine mounts. After encountering turbulent air
(b) Inspect internal structure for cracks or damage. After encountering turbulent air
(c) Operational test plumbing and wiring. After encountering turbulent air

(3) Outboard Wing Panels (a) If there is evidence of damage to the fuel cells or After encountering turbulent air
fuel lines, remove the cells and inspect the fuel cell
liners and liner support structure. After encountering turbulent air
(b) Operational test the plumbing and wiring, flap
actuator, aileron and trim tab mounting.

(4) Fuselage Nose Section (a) Remove the floorboards and inspect the keel After encountering turbulent air
structure and supporting members for damage. After encountering turbulent air
(b) Examine any fixed equipment for loose, broken orAfter encountering turbulent air
cracked mountings.
(c) Operational test the avionics, radar antenna,
plumbing and wiring.

(5) Fuselage Center and Aft (a) Examine stringers, frames and side walls for After encountering turbulent air
Section deformation or structural failure. After encountering turbulent air
(b) Operational test plumbing and wiring. After encountering turbulent air
(c) Inspect heating and air conditioning ducts for After encountering turbulent air
damage.
(d) Examine the control cables and pulley mountings
and check for clearance from structure at pass-
through locations. Make sure of a smooth operation.

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(6) Empennage (a) Inspect elevator pushrods, torque tubes and bell After encountering turbulent air
crank for damage. After encountering turbulent air
(b) Inspect the attachment of the vertical stabilizer After encountering turbulent air
spars to the top of the fuselage for evidence of After encountering turbulent air
damage. After encountering turbulent air
(c) Inspect skin surfaces for condition and loose or After encountering turbulent air
missing rivets. After encountering turbulent air
(d) Check structure for cracks, loose or missing rivets
and/or concealed damage.
(e) Check rudder for freedom of movement and
attachment.
(f) Check elevator for freedom of movement and
attachment.
(g) Check trim tab actuators for smoothness of
operation and attachment. Check the wiring of the
electrical trim tab actuator for connection, security of
attachment and condition. Check the electrical trim
tab actuator for full travel and security of attachment.

(7) Extended Range Fuel Tanks (a) Inspect areas surrounding the fuel tank mounts After encountering turbulent air
(Model 350ER/CER) for damage. After encountering turbulent air
(b) Check plumbing and wiring for proper operation.

REPAIR OF DAMAGE
Due to the variety and degree of structural damage which may be involved, the best repair or replacement procedure must be
based on the findings of the individual airplane. If the turbulent air inspection indicates that serious structural damage has
occurred, contact the Customer Support Department, Beechcraft Corporation, Wichita Kansas, 67201 for assistance.

LOG BOOK ENTRY

Following a turbulent air inspection, an entry covering the extent of inspection, the damage and the repair (if applicable) must
be noted in the airplane permanent records.

9. INSPECTION AFTER LIGHTNING STRIKE

Caution: Propellers must be inspected and/or replaced utilizing the Hartzell Standard Practices Manual 202A or subsequent
prior to returning the airplane to service following any lightning strikes or other impact damage.

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) Propeller (a) At times, the difficulty is not in inspecting the airplane, but in After lightning strike
determining if a strike has taken place. Most times, an exit location will
show which has caused damage to the components. The entry point is
most often the propeller. A darkened area in the propeller tip may be
noticeable after a lightning strike. A 3- to 5-power magnifier will show slag
at the bottom of a "nick" in the propeller blade. If a strike is suspected,
inspect deep nicks in the blade. Damage after a lightning strike should
be corrected utilizing the applicable propeller manufacturer procedure.
Blade overhaul must be accomplished by a certified propeller mechanic.
(b) Whenever the propeller has been struck by lightning, the propeller
governors must be replaced or overhauled. Refer to Woodward Service
Bulletin 33574 or subsequent revision. After lightning strike

(2) Engine Inspect as instructed in the appropriate Engine Maintenance Manual. After lightning strike

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 B300/B300C Maintenance Manual (Rev B5)
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(3) Fuselage, Empennage (a) Carefully inspect the exterior of the airplane. Evidence of a strike will After lightning strike
and Wing Surfaces usually appear as a burned hole or as a series of burned holes in
metallic surfaces. Plastic parts may be delaminated and/or deformed due
to high internal pressures. Normally two or more points will be found, the
entry and the exit points. Antennas are frequently an entry point of
lightning and should be carefully inspected for evidence of arcing,
sooting or pitting.
(b) From point of entry, the strike usually spreads aft in a series of small After lightning strike
holes or burn marks. After points of entry and exit are found, the
structure between these points should be carefully inspected. Attention
should be given to hinges and hinge pins for possible pitting. Cables,
pulleys, bearings, bolts and all bonding jumpers in the area should be
inspected for possible damage. Antennas and electrical and electronic
equipment should be visually checked for damage and functionally
checked for operation. If the strike was near the fuel vent, all plumbing
should be carefully inspected for damage. Steel components may exhibit
magnetism and require degaussing so as not to affect compass systems.

(4) Extended Range Fuel
Tanks (Model 350ER/CER)
(a) Inspect external surface of fuel tank for evidence of a lightning strike After lightning strike
and for loose or missing fasteners or rivets. After lightning strike
(b) Accomplish a bonding test between the fuel tank (general area of fuel
filler cap) and wing surface. Maximum reading is 2.5 milliohms. After lightning strike
(c) Accomplish a bonding test between the fuel tank tail-cap and forward
fuel tank structure. Maximum reading is 2.5 milliohms.

REPAIR OF DAMAGE
Due to the variety and degree of structural damage which may be involved, the best repair or replacement procedure must be
based on the findings of the individual airplane. If the after lightning strike inspection indicates that serious structural damage has
occurred, contact the Customer Support Department, Beechcraft Corporation, Wichita Kansas, 67201 for assistance.

LOG BOOK ENTRY

Following an after lightning strike inspection, an entry covering the extent of inspection, the damage, and the repair (if applicable)
must be noted in the aircraft log book.

10. ENGINE INSPECTION AFTER SUDDEN STOPPAGE

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) Engine Inspect as instructed in the appropriate Engine After sudden engine stoppage
Maintenance Manual.

(2) Propeller Governor The propeller governors should be overhauled or

replaced as instructed in Woodward Maintenance
After sudden engine stoppage
Manual P/N 33048F or subsequent. Refer to
Woodward Service Bulletin 33574 or subsequent.

(3) Propeller Whenever the engine has a sudden stoppage, the

After sudden engine stoppage
propeller must be overhauled or replaced.

(4) Fuselage and Empennage Skin -Inspect skin panels for wrinkles, cracks, deformities and After sudden engine stoppage
Aft of the Aft Pressure Bulkhead. bond separation.

11. INSPECTION AFTER DEPLOYMENT OF LANDING GEAR ABOVE CRITICAL SPEED CONDITION
Warning: Even though wrinkles in the skin surfaces may be considered slight enough to be considered as negligible, a close
inspection of the internal supporting structure may reveal serious damage. Determine that the surfaces are in their
normal configuration when stowed or deployed.
Note: This inspection should be carried out after the landing gear doors have been deployed at an airspeed above the
critical deployment speed and before the airplane is returned to service. The inspection will be conducted on two
levels. The first level consists of determining if any external damage has occurred and looking for evidence of internal
structural failure. The second level is concerned with a more detailed inspection of damaged areas which were

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 B300/B300C Maintenance Manual (Rev B5)
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indicated in the findings of the first level inspection. If it is determined by the first level of inspection that there is no
damage to the landing gear door and surrounding structure, it is not necessary to proceed to the second level
inspection.

A. First Level Inspection

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) General Appearance Determine that the airframe components (landing After landing gear doors have been
gear and flaps) are in their normal configuration. opened above critical speed
condition

(2) Landing Gear Door (a) Inspect the skin panels for wrinkles, cracks and After landing gear doors have been
bond separation. opened above critical speed
(b) Inspect for loose or missing rivets, bolts, and condition
bearings.
(c) Inspect hinges, linkages, fittings and support
structure for damage, alignment and security
attachments. Check required clearances and
overcenter requirements.
(d) Check gear door free play (Ref. Chapter 32).

B. Second Level Inspection

Note: Since loads may be transmitted along one structural member to another, carefully inspect the adjacent members to
any damaged element found in the first level inspection.

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) Inspection of Damaged (a) Remove the skin panels and conduct inspection by After landing gear doors have
Areas employing nondestructive test methods (acoustic, X-ray, been opened above critical
and/or dye penetrant inspection). Inspect fastener holes speed condition
for cracking. Repair or replace as determined by the extent
of the damage.
(b) In case of missing or loose fasteners, disassemble and
inspect holes and fittings for distortion of holes and
cracking. Repair or replace accordingly as determined by
the extent of damage.
(c) Hinges, linkages, fittings, bearings and support
structure which exhibit damage, alignment, and/or security
attachment will be disassembled if possible and inspected.
Repair or replace accordingly as determined by extent of
damage.
(d) Inspect landing gear door free play after all repairs,
checks and alignments have been made. Check operation
of door from stowed through deployment (Ref. Chapter
32). Repair or replace accordingly as determined by extent
of damage.

REPAIR OF DAMAGE
Due to the variety and degree of structural damage which may be involved, the best repair or replacement procedure must be
based on the inspection findings of the individual airplane. If the preceding inspection indicates that serious structural damage
has occurred, contact Technical Support, Beechcraft Corporation, Wichita, KS, 67201, for assistance.

LOG BOOK ENTRY

Following the inspection, an entry covering the extent of inspection, damage and repair (if applicable) must be noted in the
permanent records.

12. INSPECTION AFTER DEPLOYMENT OF FLAPS ABOVE CRITICAL SPEED CONDITION

Warning: Even though wrinkles in the skin surfaces may be considered slight enough to be considered as negligible, a close

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inspection of the internal supporting structure may reveal serious damage. Determine that the surfaces are in their
normal configuration.
Note: This inspection should be carried out after the flaps have been deployed at an airspeed above the critical deployment
speed and before the airplane is returned to service. The inspection will be conducted on two levels. The first level
consists of determining if any external damage has occurred and looking for evidence of internal structural failure. The
second level is concerned with a more detailed inspection of damaged areas which were indicated in the findings of
the first level inspection. If it is determined by the first level of inspection that there is no damage to the flaps and
surrounding structure, it is not necessary to proceed to the second level inspection.

A. First Level Inspection

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) General Appearance Determine that the airframe components (landing After the flaps have been actuated
gear and flaps) are in their normal configuration. above critical speed condition.

(2) Flaps (a) Inspect the skin panels for wrinkles, cracks, andAfter the flaps have been actuated
bond separation. above critical speed condition.
(b) Inspect for loose or missing rivets, bolts, and
bearings.
(c) Inspect tracks, screws, linkages, fittings, flap
brackets, actuators, wing brackets and support
structure for damage, alignment and security
attachment.
(d) Check phase alignment between adjacent flaps.
Check correlation between flap position and cockpit
indicator.

B. Second Level Inspection

Note: Since loads may be transmitted along one structural member to another, carefully inspect the adjacent members to
any damaged element found in the first level inspection.

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) Inspection of Damaged Areas
(a) Remove the skin panels and conduct inspectionAfter the flaps have been actuated
by employing nondestructive test methods (acoustic, above critical speed condition.
x-ray, and/or dye penetrant inspection). Inspect
fastener holes for cracking. Repair or replace as
determined by the extent of the damage.
(b) In case of missing or loose fasteners,
disassemble and inspect holes and fittings for
distortion of holes and cracking. Repair or replace
accordingly as determined by the extent of damage.
(c) Hinges, linkages, fittings, bearings and support
structure which exhibit damage, alignment, and/or
security attachment must be disassembled if possible
and inspected. Repair or replace accordingly as
determined by extent of damage.
(d) Inspect hinges, linkages, fittings and support
structure for damage, alignment, and security
attachments. Check required clearances and over-
center requirements.

REPAIR OF DAMAGE
Due to the variety and degree of structural damage which may be involved, the best repair or replacement procedure must be
based on the inspection findings of the individual airplane. If the inspection indicates that serious structural damage has
occurred, contact Technical Support, Beechcraft Corporation, Wichita, KS, 67201, for assistance.

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LOG BOOK ENTRY

Following the inspection, an entry covering the extent of inspection, damage and repair (if applicable) must be noted in the
permanent records.

13. INSPECTION IN THE EVENT OF DEFORMED STEERING STOP

ITEM INSPECTION REQUIREMENT INSPECTION INTERVAL

(1) Nose landing gear (a) Inspect the lower portion of the nose landing gearAfter steering stop is deformed
for evidence of fluid leaks.
(b) If an external leak is visible from the side of the
upper nose landing gear brace assembly, the part
must be replaced.
(c) If no evidence of fluid leakage is found, remove the
steering stop.
(d) Visually inspect the inner and outer sides of both
stop support lugs on the aft side of the nose landing
gear upper brace for cracks.
(e) If a crack is visible, replace the stop support lugs
(upper brace assembly).
(f) If no evidence of cracks are detected visually,
inspect the inner and outer sides of both stop support
lug areas using fluorescent penetrant.
(g) If evidence of a crack is detected, replace the stop
support lugs (upper brace assembly).
(h) If no evidence of cracks is detected using
fluorescent penetrant, replace the steering stop.
(i) When installing the steering stop, peel shim as
required to maintain a total clearance of between 0.00
to 0.002 inch between the stop and brace. Install shim
on each side of the steering stop to center the stop
between the lugs.
(j) When installing nuts and bolts, snug (finger tight)
using a minimum of one washer to allow installation of
cotter pin. Do not overtorque nuts.

14. OPERATIONS IN OR AROUND VOLCANIC ASH

Flight operations in or exposure to volcanic ash may cause airframe damage and/or systems degradation. Volcanic ash is highly
corrosive and airborne ash particles can be abrasive to exterior components and coatings. Additionally, ash can contaminate and
even obstruct airframe systems and components such as heat exchangers, environment cooling turbines, water separator socks, and
pitot-static system plumbing.
Engine components and filter may become contaminated with volcanic ash.
If an airplane has been operated in or exposed to volcanic ashes, including ash cloud fallout, perform an ash encounter survey,
before the next flight, to determine the level of contamination or damage and formulate a maintenance plan to maintain continued
airworthiness.

A. Ash Encounter Survey

In most cases, an initial indicator of volcanic ash encounter will be noted on a post flight or preflight inspection. In more extreme
cases, the crew may actually experience an in-flight engine or airframe system performance degradation. A dusting or fogging of
the cockpit and/or cabin interior and furnishings may also be noted as volcanic ash is circulated by the airplanes air distribution
system. If the pilot determines a more in depth ash encounter survey is necessary, guidelines for this survey and recommended
maintenance actions are provided in the following.
If an airplane has been operated in or exposed to volcanic ashes, taxied on airfields subjected to volcanic ash fallout, or exposed
to blowing ash, this survey will require gaining access to the avionics area, wing flap cove areas, landing gear wheel wells, engine
compartment and fuselage area.
This survey should be conducted by personnel familiar with airframe configuration and systems of the airplane involved. As a
general rule, the Airplane Flight Manual (AFM), Preflight Inspection; EXTERIOR INSPECTION, will provide a logical path through

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the areas of exterior evaluation. While conducting this inspection, particular attention should be given to airframe and engine
leading edge surfaces, engine air inlet and exhaust areas, external lights and lenses, and fuselage air inlet and exhaust openings
and drains (including the pitot-static system) for abrasion or contamination. Wing flap, airframe cavities, low points or other semi
protected areas may harbor ash deposits as well. For the interior of the airplane, attention should be given to air distribution ducts
and/or air outlets and cockpit and cabin furnishings for evidence of ash deposits.
Pilot reports of in-flight ash encounter and any associated airplane performance issues should also be considered during this
survey. This information, along with any inspection findings, should be reviewed to determine the volcanic ash exposure.
(1) VOLCANIC ASH EXPOSURE SURVEY
If airplane survey findings and/or pilot reports indicate any of the following, do the related MAINTENANCE ACTION(S) (Ref.
Paragraph 14.B.) before the next flight.
• Acrid odor (e.g. smell of sulfur gas or a hot electrical smell) noted in the cockpit or cabin area.
• Visible airborne particles or contaminants, or similar report of air quality, in the cockpit or cabin area during flight.
• Dusting or ash particles in the cockpit or cabin area.
• Electrostatic discharge (St. Elmo's fire) on windshield, nose or engine cowlings.
• Engine exhaust gas temperature (ITT) fluctuations with return to normal values.
• Light, moderate or heavy unpainted surface abrasion to the leading edge surfaces of windshield retainers,
wings/winglets, engine inlets and horizontal stabilizer. This criterion also applies to landing and navigation lights and
lenses.
Note: Light unpainted surface abrasion is defined as a slight surface roughness when felt with the fingers or viewed
with magnification. Light painted surface erosion is defined as erosion of the topcoat of paint only but the base
primer is still visible. No bare metal or composite material is exposed.
Moderate unpainted surface abrasion is defined as a visible surface roughness when view from a distance of
approximately 3 feet (1 meter) using ambient daytime lighting. Moderate paint erosion is defined as erosion
through the top coat and base primer, exposing the underlying bare metal or composite material.
Heavy unpainted surface abrasion is defined as the removal of base metal or composite material from a main
structure or subassembly. Heavy paint erosion is defined as removal of the top coat, base primer and any portion
of bare metal or composite material.
• Ash deposits accumulated in the nose avionics compartments, landing gear wheel wells and/or wing flap, aileron,
aileron trim tab, rudder, rudder trim tab, elevator, elevator trim tab cove areas. Light surface dust is permissible.
• Obstruction or plugging of pitot tubes and/or static ports resulting in erroneous instrument readings.
• Ash deposits noted from pitot-static system drains.
• Painted surface erosion of radome, vertical stabilizer leading edge and elevator horns.
• Ash deposits present in the air distribution system components.
• Frosting or chipping of cockpit windshields, landing and navigation lights and lenses due to impact of ash.
• Ash deposits in any air intakes.
• Engine damage.
• Vibration, surging of engine.
• Uncommanded In-flight engine shutdown.
• Loss of engine generator due to ingestion of ash.

B. Maintenance Action
Warning: Do not spray water on electrical or avionics components.
Before doing external cleaning, desalination and washing of the airplane engines it is emphasized that a compressor
wash should only be done if specified by the engine manufacturer's technical data.
Note: In addition to the tasks listed below, refer to the Pratt and Whitney Service Information Leaflet (SIL) GEN-104 or

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subsequent revision thereof.

After an airplane has encountered low volcanic ash concentrations in flight, perform a visual inspection (to include,
but not limited to) the following areas for signs of abrasion or ash contamination during pre/post-flight walk around
(reference appropriate Flight Manual):
Volcanic ash deposits should be completely removed from all airframe and engine surfaces, including all wing and
flight control enclosures, landing gear wheel well areas and nacelles. If the surface accumulation of ash deposits is
greater than ¼ inch (6 mm), initial removal should be accomplished with the hand brushes or vacuum equipment. Ash
deposits which collect in close tolerance areas or moving surface hinge points may cause sticky or binding
operation. Personal Protective Equipment (PPE) should be worn, when applicable, when removing volcanic ash.
Perform a clear, fresh water rinse of the airplanes exterior structure, including all wing and flight control enclosures and landing
gear wheel well areas (Ref. Chapter 20-08-00, 201, Standard Practices - Airframe). Rinse all areas thoroughly with water. No ash
deposits should remain. Avoid spraying water directly on electrical/avionics components.
Following a clear, fresh water rinse, inspect airframe and engine cavities and low points for standing water. Remove any standing
water to prevent corrosion formation.

ITEM MAINTENANCE ACTIONS

(1) Nose Landing Gear Shock Strut Clean off and wipe dry exposed polished surfaces.

(2) Main Landing Gear Shock Struts Clean off and wipe dry exposed polished surfaces.

(3) Instrument Air Filters Replace instrument line supply filters if volcanic ash found on filter element.

(4) Pitot and Static System Visually inspect the pitot and static system for ash contamination:
CAUTION
Before blowing the lines through or applying reverse air pressure to the
pitot and static lines, disconnect all instruments using pitot and/or static
inputs.
To avoid damaging the barometric sensor; disconnect the autopilot
sensor line prior to applying reverse air pressure to the pitot and static
lines.
• If the lines and/or drain valves are contaminated, blow the system
through with dry air until contamination is cleared.
• If the lines are obstructed, apply reverse air pressure (not to exceed 20
psi) to the ends of the pitot and static lines until obstruction is cleared.
• If the pitot head is contaminated - clean. If the pitot head cannot be
sufficiently cleaned - replace.

(5) Avionics Equipment Inspect for presence of volcanic ash. Refer to avionics equipment manufacturer
documentation for specific servicing and repair information.

(6) Windshield Visually inspect windshield for condition, erosion and obstruction.

(7) Wing/Winglet Leading Edges Visually inspect wing/winglet leading edges for condition, erosion and obstruction.

(8) Flaps, Ailerons, Elevators, Rudder and Visually inspect flaps, ailerons, elevators, rudder and their associated trim tab
their Associated Trim Tab Coves coves for condition, erosion, obstruction and freedom of movement.

(9) All Flight Controls Visually inspect all flight control edges for condition, erosion, obstruction and
freedom of movement.

(10) Horizontal and Vertical Stabilizers Visually inspect horizontal and vertical stabilizers for condition, erosion and
obstruction.

(11) Air Intakes Visually inspect air intakes for condition, erosion and obstruction.

(12) Heater and Heater Ducts Visually inspect the heater and heater ducts for condition, erosion and
obstruction.

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CAUTION
Follow specific engine manufacturer's recommendations for possible volcanic ash encounters.
(13) Engine and Cowling Visually inspect the engine and cowling for condition, erosion and obstruction.

(14) Propeller Visually inspect the propeller for condition, erosion and obstruction. Refer to
appropriate propeller manufacture's documentation for maintenance instructions.

(15) All protruding structures/components Visually inspect all protruding structures/components for condition, erosion and
(OAT probes, stall warning vanes, antennas,obstruction. Check for freedom of movement, if applicable.
radome, pitot tubes, etc.)

After completing the above inspection, HBC recommends:

• Do the lubrication requirements found in the LUBRICATION SCHEDULE procedure (Ref. 12-20-11, 301).
• Do the landing gear extension/retraction verification check (Ref. Chapter 32).

DAMAGE REPAIR
Due to the variety and degree of structural and/or component damage which may be involved, the best repair or replacement
procedure must be based on the inspection findings of the individual airplane. If the contact with volcanic ash inspection
indicates that serious corrosive of abrasion damage has occurred, contact Beechcraft Technical Support, Beechcraft
Corporation, Wichita, KS 67201, for assistance.

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