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King Air Technical Updates 2015


King Air Technical Updates 2015

Bob Godshall, the manager of Textron Aviation’s Turboprop Product Support, provided technical updates to all of Textron Aviation’s currently supported aircraft types at their recent Customer Conference. Following Textron’s recent restructuring, Bob Godshall manages Turboprop Product Support with 10 full time engineers reporting to him. This group is responsible for more than 10,000 airframes worldwide. Their office is available six days a week by telephone, or any time at kingair_support@txtav.com.

Godshall emphasized that the Aircraft Maintenance Manual is being heavily revised, with major changes being made to chapters 5 and 20. Until the new revision is released, Mr. Godshall presented these (arranged by ATA code) as the current issues his department is tracking:

ATA 25 – Passenger Seat Belt (350 only)

There have been several customer reports, particularly in the cabins of newer 350i aircraft, of shoulder harnesses binding in the seat or failing to retract. Textron has found that a sharp edge on the seat back guide plate, along with the mounting angle of the inertial reel, was causing increased wear on the edge of the seatbelt. Godshall referred to this as “baconing” of the seatbelt material, allowing the belt to twist and jam between the guide plates.

BE Aerospace issued Service Bulletin SB-2524.014-25-294 providing a new seatbelt guide plate and calling for adjustment to the inertial reel mounting angle. Visit Beechcraft Technical Publications for more information on the SB and the specific seat part numbers that are affected.

ATA 27 – Australian AD General-87 (all King Air series)

This airworthiness directive has its origins back in 2001 with an FAA mandated inspection of control cable assemblies on the Baron and Bonanza series aircraft housed in Australia. In 2012 a Special Airworthiness Information Bulletin (CE-12-18) was issued for the Beech piston products, but after further review, Beechcraft has determined that this issue applies to any aircraft model with cable-driven flight controls.

The issue, they have found, is that the cables for the primary flight controls have been fraying, or their connecting terminals cracking. This has been found on some aircraft with as little as 2,000 hours total airframe time.  This is a particular issue for terminals made with SAE-AISI 303 Se or 304 stainless steel. NPRM 1303MS requires inspection of all flight control cables before 1 January 2018, and will mandate a 15 year time-in-service limit for the cables and terminals.

Currently this SAIB only applies to 748 Baron, Bonanza, and Debonair aircraft with VH registration, but Textron encourages all operators of Beechcraft and Cessna aircraft with cable-driven flight controls (including all King Airs) to monitor the integrity of their flight control systems during regular inspections.

ATA 27 – Flap Inspections (all King Air series)

Chapters 5 and 20 in the Aircraft Maintenance Manual are being changed. One of the major additions will be a mandatory repetitive inspection of the flap roller attachment point. This inspection will require removal of all four flaps every 3,000 hours.

ATA 27 – Elevator Bob Weight (350 and 1900 only)

Beginning with the 1900 it was found that the elevator bob weight stop bolt (that stops the elevator from traveling too far nose-down) has been deflecting to the side of the bob weight itself. This was allowing the elevator to over travel downward, and results in control heaviness or binding. Mandatory SB27-4119 was issued for the 1900 only, along with Kit 114-5060 to increase bob weight stop bolt bracket rigidity and add contact surface area for the bob weight. It was determined in 2013 that this inspection and kit installation should apply to the BE300/300C (King Air 350) aircraft as well. Special inspection 63 was added to the AMM in November of 2013, but you can expect another AMM revision with more information on this issue soon.

ATA 33 – LED Light Kits (200 and 350 only)

Beechcraft and the FAA have gained approval for Kit 130-3070 which provides the parts and information needed to install LED lights on the upper empennage and in the tail nav. light assembly. Kit 101-3601 is an information only kit for the installation of LED landing and taxi lights for all 200 and 300 series King Airs. This kit does require separate purchase of the bulbs themselves. Finally, Kit 130-3068 is a parts and information kit to replace the fluorescent bulbs in the Spar Light assembly with LEDs. The fluorescents are now obsolete, and soon won’t be supported by the factory.

ATA 33 – Gravel Runway Protection Kit (all King Air series)

Kits 130-4008-1 and 4008-3 are parts and information kits for installation of gravel guards on the bottom of the inboard flaps, guards for all belly antennae, and a rock shield for the belly beacon light.

ATA 56 – Storm Window Hardware (all King Air series)

There have been reports of the locknut on the storm window latch failing to engage the locking feature, which has caused the latch hardware to come loose during operation. Beechcraft recommends that P/N NASM24694-S55 screws be used to replace the factory stock screws, as these longer screws will fully engage the lock nuts.

ATA 57 – Wings – Aileron Hinge Screw Inspection (All 200 and 350 models)

Service Bulletin SB57-4144 is a recommended instruction to inspect the screws that are used to attach the aileron hinge plates to the aileron itself. Textron has found that improper length (too short) screws have been used on these assemblies. This issue has never caused an in-flight loss of the screws or flight control surface, but the bulletin allows for screw replacement with longer hardware to provide a minimum two thread engagement.

Many of these issues and inspections will be included in the next revision to the respective AMMs, but until then Mr. Godshall says operators can expect a few new Safety Communiques and Service Bulletins.