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Textron Aviation Model Communiqué Updates – King Air 200/350


Textron Aviation Model Communiqué Updates – King Air 200/350

Wichita, KS (May 2015) – Textron Aviation has recently issued several new Model Communiqués for their King Air series aircraft. Below are the most recent MCs relating to the 200 and 300 series King Airs.

Issued July 2014, MC-KA-2014-01 documents the difference in the outboard wing deice boots on the King Air 250, versus the previous 200 series King Airs. As a result of the installation of winglets on the 250 aircraft, plus a few other minor changes to the structure, there is a distinct part number for 250 outboard deice boots.

MC-KA-2014-01 also provides kit part numbers for the removal of the Brake Deice systems on King Air 350s FL-1/FM1 and after. These four kits are parts and information kits for aircraft with appropriate landing gear installed. The benefit of the removal of the Brake Deice is a combination of weight savings and elimination of the concern of failure of the Brake Deice valves.

The final part of MC-KA-2014-01 addresses issues with fuel migration in both King Air 200 and 300 series aircraft. This has been caused by any number of stuck valves (aux fuel check valve, motive flow valve, suction relief valve, pressure relief valve, or suction relief valve) and recommends troubleshooting techniques for each.

In October 2014, MC-KA-2014-02 highlighted ATA 28, and improper defueling procedures that have caused structural damage to the nacelle tank in 200 and 300 series aircraft. The appropriate AMMs are being revised to caution against the use of cross feed during defueling to avoid suction being created in the nacelle tank, as well as recommendations against extended aux fuel transfer operations with the engines shut down or while defueling. Textron also reminds operators that pressure defueling is not to be conducted on King Airs as it will collapse the fuel tanks.

Several operators have reported damage to the wire terminal adapters on the starter generators on the PT6 engines installed on all versions of King Air 200 aircraft. According to MC-KA-2014-02, incorrect nuts were being used to secure these terminal adapters. The correct part is MS21083N, which is a black self-locking nut. The previously used steel nuts will cause stripping of the attachment bolts.

The last issue addressed by MC-KA-2014-02 is a Raisbeck Engineering Service Bulletin (SB-14-BC-01) relating to their wing locker system. Raisbeck has identified issues with wing locker hardware chafing the upper flap skin on King Air 200 and 350s, and has provided remediation to stop the chafing.

Beginning in 2014, “how to” videos have been created for Beechcraft and Hawker model aircraft. The videos are available directly on YouTube, or through a series of QR (quick response) codes included in certain technical documents. Scanning of these QR codes with a smartphone or similar device will take you to the related video. Communiqué MC-KA-2014-03 or www.txtavsupport.com has more information on the QR codes and the Beechcraft “how to” videos, as well as model specific pages.

Early in 2015, MC-KA-2015-01 was issued detailing several newly found maintenance issues. The first and most important issue relates to ATA 27 – lower rudder attach bolts. The bolt securing the rudder horn has been found bent on several in service aircraft.

This communiqué emphasizes the importance of locking the rudder when the aircraft is parked, as well as periodic inspections for bent bolts. While all King Airs are prone to this problem, it is of special concern in the T-tail aircraft.

MC-KA-2015-01 also has a notice related to changes to ATA 33 with the introduction of LED taxi and landing light kits, and ATA 61, detailing the availability of Propeller Synchronization test equipment for rental from www.propsyncsolutions.com.

Most recently Model Communiqué MC-KA-2015-03 was released to announce the addition of technology briefings to ATA 00, and their inclusion on the Global Customer Support website. Briefings are now available on the following topics:

    • ADS-B Out
    • Link 2000+ CPDLC (Europe)
    • FANS 1/A in the North Atlantic Region
    • SBAS GPS Receivers and ADS-B Out Capability
    • SBAS and LPV Approach Capability
    • TCAS II Version 7.1 (ACAS II Version 7.1)
    • Flight Data Recorders and International Operations
    • Performance Based Navigation (coming soon).


Finally, Beechcraft wants all operators and maintenance shops to know that Chapter 20 was removed from the AMM for all 90, 200, 300, and 300C models. This chapter has been rereleased as a standalone manual, allowing for easier and more frequent updates without revisions required to multiple chapters.

All Safety Communiqués, ADs, SBs, and current IML versions can be accessed with a subscription to the IML on www.beechcraft.com, or through a CD subscription service from the Beechcraft Technical Manual Distribution Center.