CUSTOMER SERVICE

King Air
Technical Presentation
BOB GODSHALL
Disclaimer

The content of this presentation is for reference only and does not contain
Instructions for Continued Airworthiness (ICA).

The approved procedures in their entirety are set out in the Technical
Publications of Cessna Aircraft Company, Beechcraft Corporation, or other
applicable vendor.

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Agenda

• Customer Service
• Recent Service Documents
• Recent Communiqués
• Items in Work
• Field Issues
• Maintenance Manual
• Pratt & Whitney Canada PT6A Update
• Questions & Comments

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Textron Aviation Inc. – One Entity

• On Jan. 1, 2017, Textron Aviation Inc. officially began operating as one legal
entity while preserving the existing branding strategy related to our products.
– The establishment of Textron Aviation Inc. includes the merger of the
manufacturing subsidiaries Cessna Aircraft Company and Beechcraft Corp
– Consolidating these operating entities into Textron Aviation Inc. allows for an
easier and more efficient manner in doing business with our customers and
business partners.

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Customer Service

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Turboprop Product Support Team

• Bob Godshall – Manager

• Turboprop Product Support Contact
– 7:00am - 5:00pm Mon – Fri (Central Time Zone)
– Phone: +1 316-517-9355
– Email: TeamTurboprop@txtav.com (NEW)

Bob

Service Engineering Turboprop Hotline

Shad Luke James Werner Doug Jeremy Bill

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Communicating with Team Turboprop

• Emails
– Aircraft serial number in subject line
– List STC's installed that address configuration
• Photos
– One Closer for detail
– One Further for location
– 100 kb to 1 MB

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Recent Service Documents

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ATA 71 – Ram Air Recovery

• Issue
– R/H engine particle separator ice vane door, trailing edge came into contact with
the up limit switch bracket
• Solution
– Service bulletin 30-4166 released March 2017

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ATA 34 – Magnetometer Relocation

• Issue
– Heading drift on the standby instruments
• Solution
– SB 34-4170 Magnetometer Relocation Kit released March 2017
• Moves the magnetometer away from the rudder
• Relocate to aft portion of tailcone
• Kit 434-3013-0001

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ATA 34 – ADS-B Out Installation Kits

• Issue
– Automatic Dependent Surveillance – Broadcast Out for operational requirements
• Solution
– SB's to comply with operational requirements for ADS-B Out
– SB 34-4149 for C90Gti
• FAA-approved Kits 90-3404 and 90-3405
– SB 34-4150 for B200 & B300
• FAA-approved Kits 101-3416 and 101-3417

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ATA 34 – ADS-B Out Installation Kits

• Effectivity
– B200/B200C/B200GT/B200CGT/B300/B300C
– B200 SERIAL NUMBER: BB1769, BB1834, BB1843 AND ON
– B200C SERIAL NUMBER: BL 148 AND AFTER
– B200GT SERIAL NUMBER: BY1 AND AFTER
– B200CGT SERIAL NUMBER: BZ1 AND AFTER
– B300 SERIAL NUMBER: FL381, FL383 AND AFTER
– B300C SERIAL NUMBER: FM12 AND AFTER

• Available only from Textron Aviation owned facilities and some authorized
international facilities.

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ATA 57 – Aileron Drain Hole Inspection Rev 2

• Issue
– Possible absence of a 0.19-inch diameter
hole to drain water
– A buildup of water could result in an
unbalanced aileron assembly
• Solution
– SB 57-4150 Aileron Drain Hole Inspection
– Inspect for a 0.19-inch diameter hole on the
lower surface of the trailing edge
– Rev 2 increased serial effectivity

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Recent Communiqués

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Model Communiqués 2015-07 thru 2016-09

• Go to www.txtavsupport.com
– Found in the Conference Presentations section

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Communiqué MC-KA 2016-10

• High Utilization Inspection Program (HUIP) Contact Information Update

– King Air Communiqué 2013-04 provided instructions and contact information on
how to sign up for the high Utilization Inspection Program
– The web address and email provided have changed as follows:
• Web address: http://pubs.txtav.com
• Email address: tmdc@txtav.com

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Communiqué MC-KA 2016-10

• Prop Heat Operational Check Procedure-

Engines Not Running, Rev 1.
– King Air Communiqué 2016-08 provided
instructions on how to check the propeller
heat with the engines not running to
prevent damage to the propeller de-ice
boots.
– In the De-Ice Timer Check portion, a step
was omitted. The wires to terminal block
E21 should be disconnected before this
check is done.

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Communiqué MC-KA 2016-10

• Issue
– Pro Line Fusion Adaptive Flight Display (AFD) 3700 Flickering
• Flickering or dimming of the AFD 3700 when the overhead dimming control is
set to the full bright position
• Solution
– An update to the software is in work
– Rockwell Collins Service Bulletin OPSB 0156-16 to inform operators
– No maintenance action required

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Communiqué MC-KA 2016-10

• Issue
– Fusion Adaptive Flight Display (AFD) Advisory CAS messages
• PFD 1FAN INOP, MFD FAN INOP, and PFD 2 FAN INOP
• When the cabin altitude is higher than normal
• Air density is reduced and the fan speed can vary outside of the
current expected range. Fans are still fully functional
• The fan speed monitor tolerance is conservative
• Solution
– Production changes to the fan
– Service Bulletin AFD-3700-31-1
• Incorporate the production changes

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Communiqué MC-KA 2016-10

• The Use of Re-Capped Tires in the King Air

– Textron Aviation Technical Support receives inquiries from time to time
concerning the use of re-capped tires on King Air airplanes.
– Textron Aviation Engineering has not approved the use of re-capped tires on any
King Air models.

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Communiqué MC-KA 2016-10

• Emergency Exit Sign Battery Getting Hot

– The King Air 300 series airplanes have an emergency exit sign that is
powered by four "C" size batteries, part number 14A
• Some brands of batteries use a very thin wall
• The pressure from the retaining clips can collapse the walls of some
batteries causing them to short internally
– (Part number in MC is A14 but should be 14A)
– (Battery size in MC is "D" but should be "C")

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Communiqué MC-KA 2016-11

• Universal Travel Board Instruction Manual

– Universal Travel Board instructions have been included in the respective
Maintenance Manuals for each of the models
– If you are in possession of the Universal Travel Board Instructions Manual, Part
Number 98-32928E, please disregard and use the appropriate Maintenance
Manual instructions for the applicable model.
– This manual is not included in IML or 1View

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Communiqué MC-KA 2016-11

• Oxygen System Barometric Pressure Switch Relocation

– The barometric pressure switch associated with the auto-deployment oxygen
system has been relocated from the forward side of the right hand emergency
exit to below the emergency exit and just forward of the right hand forward cabin
table.

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Communiqué MC-KA 2016-11

• Scupper/Grommet Part Numbers and Locations

– The location and part number of the metal scupper/grommet found on the King
Air airplanes can be difficult to find in the model-related Illustrated Parts Catalog
(IPC’s).

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Communiqué ME-TP-001

• Change to Model Communiqué numbering to include Beech & Cessna

– SE-P-000
• Single Engine Piston (162, 172, 182, G36, etc)
– ME-P-000
• Multi Engine Piston (310, 404, G58, etc)
– SE-TP-000
• Single Engine Turboprop (Caravan, Denali)
– ME-TP-000
• Multi Engine Turboprop (Beech 90, 200, 300, 99, 1900, Cessna 425, 441)

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Communiqué ME-TP-001

• King Air "250" and "350" Winglet Placard

– BY-122, BY-124 and after; BZ-1 and after; FL-1 and after, FM-1 and after
– Does not have a part number
– Place your order via email to parts_research@txtav.com

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Communiqué ME-TP-001

• Engine Fire Extinguisher Connections – Revisited

– Emphasize that if the wires are connected incorrectly the extinguisher test would
still test ok but if the flight crew needed to discharge the bottle the circuit breaker
would open instead
• A Publication Change Request has been submitted
– Incorporate additional instructions and photo

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Communiqué ME-TP-001

• King Air 250 Propeller De-Ice Boot Protection Circuit Kit

– BB-1509 and after; BL-141 and after; BY-1 and after; BZ-1 and after with
Composite Propeller Blade STC SA02130SE
– Severe damage to the propeller de-ice boots can occur if the Prop De-Ice system
was left ON with the engines not running
– The kit consists of replacing the engine oil pressure switch with one that will send
a signal to a PCB indicating that oil pressure is present before power is allowed
to flow to the de-ice boots.

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Communiqué ME-TP-001

• Emergency Exit Door Handle Spring

– Emergency exit exterior door handle reported as not fitting flush with the door
– Replace spring that that has less active coils and provides more tension for the
door handle to stay flush

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Communiqué ME-TP-002

• Contacting Technical Support

– To best serve you, provide the following when contacting
Team Turboprop
• Aircraft serial number
• Description
• What troubleshooting has been accomplished
• Photos
• Your location / Time Zone
• Related STC or Kit that has been installed

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Communiqué ME-TP-002

• Flammable Liquid Carrying Hose Kit from TAPD, rev 2

– King Air Communiqués 2011-03 and 2014-02 provided
part numbers of kits for hoses to be replaced every 5
years.
• The list has been updated to include the kit available
for the B200GT

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Communiqué ME-TP-002

• King Air 250 Propeller De-Ice Boot Protection Circuit Kit rev 1
– Communiqué ME-TP-001 announced the availability of kit 101-3301-0001
– This announcement was made prematurely as the kit has not cleared the
final stages for certification.
– This kit is not yet available, please standby for further
communication

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Communiqué ME-TP-002

• Cabin Door Weight Limit

– Reports of cabin door hinge and upper channel cracking
• There are no published cabin door weight limits
• The single cable handrail installation complicates the situation
• Some operators made a "One Person On Steps At A Time" placard
• Several aircraft use a cabin door support

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Communiqué ME-TP-003

• ATA-28 Pressure Build Up in the Fuel Tanks All

– Here are the reasons why the fuel rushes out of the fuel tanks when the caps are
opened and why the main fuel tank is pressurized under normal operations.
– Fuel is generally stored in underground fuel tanks; this fuel tends to be cold. This
fuel is then pumped into the airplane's wing tanks and as the airplane sets out under
the sun, the fuel will start to warm up causing thermal expansion. This fuel being
trapped in the fuel tanks causes the internal pressure in the fuel tanks to rise The
only safe way to open the fuel caps is to do so when the main fuel tanks are less
than full.
– The condition described above occurs on all King Air models
• however the King Air 300 and B300 are unique in that the pressure in the main fuel tanks can also increase
any time the Transfer System is operating,
• which happens automatically anytime there is fuel in the aux tanks.
• The excess fuel being transferred to the nacelle tank from the aux tank is returned to the main fuel tank
plumbing upstream from the flapper valve in the nacelle tank,
• This excess fuel is what causes the pressure in the main and nacelle tanks to increase.
• This condition will exist until the fuel in the aux tank has been depleted and the transfer system is
automatically shut off.
– The fuel system is protected from over pressure by a pressure relief check valve
located on top of the nacelle tank.
• This Pressure Relief valve will open at approximately 1.66 psi. Essentially the fuel system can be
pressurized up to 1.66 psi.

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Communiqué ME-TP-003

• ATA-30 Propeller De-Ice Wire Harness-Hartzell Service Bulletin LJ-1542 & after
– Reports of propeller de-ice wire harness damaged during normal operation
• Hartzell Propeller issued Service Bulletin HC-SB-30-366 to address this issue.
– Service Bulletin replaces the propeller de-ice wire harness
– provides specific instructions on how to install and secure the wires

Service Bulletin is available from Hartzell Propeller's web site at http://hartzellprop.com/ or

by contacting their Technical Support at techsupport@hartzellprop.com
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Communiqué ME-TP-003

• ATA-56 Window Electronic Shades-Cold Temperatures

• LJ-2137 and after; BY-207, BY-239, BY-250 and after; FL-954, FL-972, FL-1031
and after
• As part of the 2015 block point / Fusion Avionics upgrade, We upgraded the cabin windows
with a new electronic dimmable window too.
– These windows use electric current to charge
an emulsion trapped between two panes to
become dark and/or opaque to block sunlight.
• When the power is off the window
defaults to dark
• On ground this helps keep the cabin
cooler and protects interior from
ultraviolet rays
• Note: operators have made us aware
that prolonged exposure to subzero
temperature can slow down the process
to darken
– While on the ground you can
expect it to change in a few
seconds
– At altitude and subzero conditions
you can expect it to take a couple
of minutes.
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Items In Work

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Horizontal Stabilizers History

• Occasional reports stating elevator trim system was locked up

– Communiqué No. 98-001 stating reports of the elevator trim actuators freezing
– Communiqué No. 98-002 talked about the introduction of the model B300 (350)
• Highlighted the importance of lubricants and reapplication
• Recommended Service Bulletin 27-3044 released in April 2000
– Issued to add the control surface trim tab actuator lubrication placards.
• This placard referenced the correct type of grease to use when servicing all
trim actuators, Dow Corning #33 light silicone
• March 2002 Recommended Service Bulletin 27-3472 released with R1
releasing September 2002

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Access Panel Seals

• Horizontal trim tab actuator testing

– The HI-TAK® Tape line was selected for trial application & testing
– All tests produced very good water resistance and Textron requested that Av-Dec
produce a gasket application instead of the tape
• For ease of application and to ensure 100% sealing of the area

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Access Panel Seals

• After the 2002 RSB 27-3472 the reports

diminished in frequency
– 2015 Textron looked into adding Av-Dec
products for areas concerning moisture ingress
on the assembly line
– Horizontal trim tab actuators seemed to be a
very logical place to test this product
• Kit 101-6200

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Access Panel Seals

• Updating engineering to install the Av-Dec gasket onto all four access panels
– 2 upper LH and 2 lower RH sides of the horizontal stabilizer
• Potential future projects
– Antenna gaskets
– Other panel on areas around the airplane
• Particularly nacelle and aux tank skin access panels

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ATA 61 – SC 343 Uncommanded Yaw Events

• The Safety Communiqué released to the field June, 2015

– Advising owner/operators/flight crews of a potential safety condition related to
uncommanded yaw events during the flare portion of a normal landing
– Verified in Factory Flight Tests
– Applies to several different model airplanes
• Aircraft with the ground idle solenoid/beta valve configurations
– This continues to be under investigation
• A different propeller update is being considered which may require flight
certification testing and issuance of a service document.

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ATA 27 – Elevator Bob Weight

• Issue
– Elevator bob weight stop bolt deflecting to side of bob weight
– Impact marks and damage to bob weight were evident
– Bolt impacting side of bob weight resulted in increased resistance on the elevator
• Solution
– Inspect regularly for proper rigging
– Introducing kit to install 2 bolts

1900 Airliner Company

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ATA 27 – Elevator Bob Weight Example

• Mandatory Service Bulletin 27-4119 (1900 Only)

– Introduced Bob Weight Kit 114-5060 (1900 Only)
– Installs additional bracket to increase bracket rigidity
– Installs additional stop bolt to increase contact area and center contact area on
bob weight

1900 Airliner
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ATA 27 – Elevator Bob Weight

• After the 1900 issues were addressed, Beechcraft has decided to add
inspection requirements for the King Air B300/300C
– Special inspection 63 was added to the Maintenance Manual at the A36 Revision
November 2013
• Customer reports started to come in concerning issues with the new
inspection requirement
• A revision to the bobweight and stop inspection was released at the
Maintenance Manual Reissue Rev B November 2014 for clarification
• MC-KA-2015-05-was issued to bring awareness to the field

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ATA 27 – Control Column Gap

• Issue
– Control column bearing support gap of .032” was found,
max is .020”
– Rivets were not bucked properly, and bracket found
oversized as a result.
• Solution
– Issuance of a Service Bulletin to inspect for this condition
Gap No Gap
and repair if found

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ATA 34 – Audio Storage and Playback Unit (ASPU)

• Issue
– ASPU logged fault can occur after a low voltage start
• Solution
– Textron has released kit 434-3018-0001 which installs a new configuration file
into the ASPU which will prevent the false PBIT failure from logging

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ATA 53 – Brake Master Cylinder Support

• Issue
– The brake master cylinder support tube may have
incomplete welds
– Effectivity; LJ-2091 thru LJ-2097, BY-194 thru BY-201, FL-
889 thru FL-907
• Solution
– SB 53-4173 Brake Master Cylinder Support Tube
Inspection
– Do an inspection of the pilot's and copilot's 50-420038
Support Tube

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Field Issues

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ATA 57 – King Air Trailing Edge Wing Skin Cracking

• Issue
– Some aircraft have cracking in the trailing edge wing skin
• spot welds were found to be cause
• Solution
– The trailing edge of INBD wing will be riveted instead of spot welded
– A Model Communiqué may go out to addresses this for the field

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ATA 27 – King Air Flap Cove Standard Repair

• Issue
– Cracking in wing cove W.S. 124.616
• Solution
– There is a Pubs Change Request to
incorporate this standard repair for wing
cracking at WS 124.616
– It may be released at next revision.

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ATA 34 – Wet Compass Calibration

• Not required on the King Air model at times you may need to check accuracy
– After any cockpit modification or major replacement involving ferrous metal.
– When the accuracy of the compass is suspected
– Change is made to the electrical system
– After lighting strike
– ETC
• Use a hairline sight compass as an option
– Reverse reading compass with a gun sight

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King Air 300 Master Minimum Equipment List Rev 9

• FAA issued revision - Link to FAA website

– Issued September 2016
– Added accommodations for FUSION CAS
• Additional items being reviewed for another revision
– Elevator bolt covers
– Engine bolt covers
– Wing bolt covers

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MMEL and Operational Safety Data Information Online

• MMEL and Operational Safety Data (OSD) on www.txtavsupport.com

• Select aircraft model then FSB/OSD under Aircraft Publications

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Operational Safety Data Information

• Operational Safety Data (OSD)

• Select applicable model

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Maintenance Manual

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King Air 300 MM - Overweight Landing

• Overweight Landing defined

– Vertical decent rate greater than 360 ft/min (feet per minute) when the gross
weight is greater than MLW but less than Maximum Take-Off Weight (MTOW)
• Overweight Landing inspection added to the Hard Landing inspections

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C90GTi Fusion Stabilizer

• Horizontal & Vertical Stabilizer Structural Inspection Procedure

– Refer to King Air Series Structural Inspection and Repair Manual for details
– 10,000 hr Initial / 5,000 hr Recurring

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King Air Universal Travel Board Calibration Added

• Calibration procedures have been

added to MM 27-00-00
• Must be calibrated prior to each use

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Online Aftermarket Catalog

• Sign into www.txtavsupport.com

• Select Aftermarket Catalog in the MY INFORMATION box

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Questions & Comments

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