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Communiqué 2006-02
December 2006
Raytheon Aircraft Company has developed a kit to install gravel guards on the inboard flaps,
anti-collision light and belly antennas. The part number of the kit is 130-4008-1 and it can be
purchased directly from RAPID or any Authorized Service Center.
We get a lot of inquiries regarding part numbers, and there is a general guide in the IPC
introduction, we thought a review of other points may be beneficial for the end users.
Beechcraft/Raytheon part numbers consist of an originating model designator (first group of 2 to
4 numbers: Example—101-) Next comes the 4 or 6 digit part assembly identifier (4 numbers for
kits and some brake part numbers and 6 for all others with a dash prior and/or following;
(Example— -123456-).
Lastly the part number contains the ending dash number that is usually from 1 to 4
digits/letters. This identifies the exact version or sub-part and can vary based on purpose.
Example: -1 S would indicate a dash 1 variety and a spares kit designation. Some kits have
the letter “P” in their part number. A designation such as -21 would indicate item 21 of the basic
number assembly whereas -621 would indicate a spares assembly. -6000 numbers are the
new designator which you will now see for some spares assemblies. -7000 or a “U” following a
number both designate an undrilled part such as a fuselage skin. An undrilled part is the same
as production parts without the predrilled holes in the skin for rivets/fasteners. Not all skins are
available undrilled and would perhaps require special part number set-up and pricing to provide
the part.
Other numbers in our parts system that do not meet these rules are often vendor part numbers
over which we have no control. Some IPC part numbers are given as RACREF000001283 for
example. These require you to look to the left in the nomenclature to find the part number as
they are numbers of 16 digits or more which manual spacing does not allow for due to a limit of
15 spaces. You cannot order by the “RACREF” number.
If a number says “True Number” in the nomenclature area it is showing you how the number is
configured in the online parts computer system.
Q. I’m a part 91 operator so I don’t have to follow the annual /other requirements, do I?
A. The program is a Part 91 requirement therefore all aircraft listed in the Manufactures
Inspection Program must abide with the program as written. There are no variations for 91 vs.
135 operators so far as the inspection program goes, any differences are operational rules.
FAR 91.403(c.) (rev. 10/02/2006) explains this process and requirement.
Q. My 8,000 cycle/6 year overhauls in the Overhaul and Replacement (5-11-00) can use
the tolerances can’t they?
A. No. Those are fixed times with no exception or variation. All the tolerances apply to the
phases and special inspection as noted only. Earlier compliance can be done but always resets
the time when next due.
Q. We used the Alternate program last year but now picked up on flying hours. What do
we do?
A. You can go from the Alternate Phase Inspection to normal program without “changing” your
inspections so long as you do not exceed the time or calendar limits. Example: flew 100 hours
Jan 05 to Jan 06, perform phase 1 & 2 inspections. Next three months flew 200 hours—Phase
3 would be due and 200 hours later or Jan 07- whichever came first, complete phase 4 and start
new cycle. Phase 4 or complete Inspection always signals end of cycle.
Technical Support continues to receive calls regarding the 5 year replacement schedule of
flammable fluid carrying hoses. This requirement is applicable to Raytheon Aircraft Company
installed hoses only. Most of these hoses were manufactured using Stratoflex 130 hose material
with an approved fire-sleeve installed, and satisfy TSO C53-Type D requirements. All other
hoses, including Teflon lined, are not covered by this requirement, nor has RAC approved these
hoses as viable replacements. Although these hoses may meet or exceed the RAC construction
specifications, unless they were installed under an STC or other local approval, there is no
authority to install them on any King Air series aircraft.
At this time, RAC does not offer Flammable Fluid Carrying hose “Kits” for any King Air.
The 1200 hour flap actuator lubrication procedure is now easier to accomplish per the
procedure detailed below. Technical Support has submitted a Publication Change Request to
include this procedure in the Maintenance Manuals. Until then you may use this Communiqué
as reference.
AeroShell 17 is expected to be replaced within one year by AeroShell 33MS and the two
greases are not 100% mixable. AeroShell 17 is a “clay” based lubricant and AeroShell 33MS is
“Lithium” based. When you convert to the new lubricant you will need to remove all of the old
lubricant if possible, clean and then reinstall with the new lubricant. Both the old and new
lubricant meet the same MIL-G-21164 requirement but bases should not be mixed. If forced to
install in single lube point, a purge until only the new lube is seen would be acceptable. If
working a nose gear however, in example, disassembly would be needed to sufficiently remove
old lubrication. Mixing lube bases may cause a seeping that appears like a leak, even though
no leak exists. This is caused by incomplete mixing of the different bases.
This change will be most noticeable in the landing gear lube as it uses AeroShell 17 in the gear
strut barrel and actuator clevis. Please keep this upcoming change in mind, especially at 6
year/8000 cycle gear inspections as this will be a good time to consider the change of lubricant.
If you have stock of the old lubricant it may be used until finished, then make the change. If you
RAC recommends any indication of overheated wiring or tubing be inspected thoroughly while
keeping in mind that the discoloration may be caused by the condition described in this
Communiqué.
The A130 printed circuit board is the brain center of the air conditioning control. (Please refer to
the printed circuit board manual for layout and pins/component description.) Its purpose is to
check safety devises and then allow clutch and condenser blower operation. The “cool”
command comes into pin 17 and energizes the PC board. This also lights the N1 low green
LED. Remember the “cool” command comes via our mode selector switch, through the left
intercooler 30 degree switch and passes several relays and the 47 PSI switch—which stops
system from working in flight when static pressure drops below 47 PSI.
The energizing of the board allows the signal to move to the U8 frequency converter which is
looking to see that engine speed is adequate to run the compressor which gets its frequency
The voltage then passes to the next stage which is the under and over pressure switch relays
on the board. If either of these is tripped the voltage is stopped. These relays indicate a trip of
the system has occurred and will each light the appropriate red LED to indicate the trip. A trip
will also light the reset button in the nose wheel well which was placed there for pilots to reset.
The nose button can be used to reset or the little S1 switch on the card next to the lights will do
the same thing.
If the voltage passes the relays when pressures are OK then it goes to the Q5 transistor (this is
the big transistor with heat sink on the card) and turns it on and turns on the N1 green LED as
well. Pin 30 has voltage from the clutch circuit breaker waiting at the Q5 gate for a signal to
pass through so the voltage now flows to pins 27 and 28. The signal via pin 27 goes to the
clutch to activate it and pin 28 sends a signal to the condenser blower relay to close and allow
the blower to turn on.
That’s how the board controls and oversees the energy flow to the clutch. Just remember you
must have the inputs of voltage at pin 17 and at pin 30 or the card will not operate as designed.
The three other signals are your N1frequency signal at pin 18, and the over/under switches at
pins 36 and 37. Pins 36 and 37 should always have power unless the system is locked out for
under and over pressure.
Since the introduction of the King Air 200 in 1974 and subsequent models, there have been
many changes and upgrades related to the air-conditioning compressor, mount assemblies and
associated components. These changes have made looking for the correct replacement parts a
very confusing task. We have simplified this task by putting all this information in one chart
showing the compressor replacement, mounts and associated components. The chart is in two
pages with columns. The pages should be placed side by side to align the rows across both
pages. Please refer to the appendix at the end of this Communiqué for the chart.
There is some concern about the longevity of the lead acid batteries now installed on the King
Air. Investigation into this matter has revealed some interesting facts which we thought would
be worth passing on to owners and operators.
It is a known fact the lead acid batteries recover faster from starts, but they take longer to reach
the top charge. We have noticed a trend with airplanes that fly short legs, less than 60 minutes
that their batteries do not reach the full life expectancy. The theory here is that these batteries
have not reached the full charge due to the short charging period. We have received positive
Raytheon Aircraft has received reports from some operators of a “dirty sock” smell coming from
the air conditioning evaporator. This smell usually starts after initial system start up for a flight
and may last through early climb-out. We believe this smell is caused by microbial growth that
may occur in water trapped in the evaporator after flight in hot, humid conditions. RAC
engineering has approved the use of Airsept, anti-microbial coating on the evaporator coil to
eliminate the growth that may be causing the condition. Airsept claims that this coating should
remain effective for up to 3 years when properly applied. Visit Airsept’s web site for step by step
procedures. http://www.airsept.com/Instructions/CleanEvapInst.pdf
When accomplishing conversions we often receive inquiries as to the proper oil servicing
technique. Servicing of the compressor oil on most units is done by adding oil into the suction
port low side. When draining oil from the compressor use the same port and
allow 1 to 4 hours to drain. If changing oil types be sure to use the longer time to maximize oil
removal.
When servicing the rest of the system (especially after flushing) oil, use the vacuum created by
the vacuum pump down to 125 micron (or 29.9 inches Hg.) and have it pull the oil into the
discharge (high) side. This will help prevent a “glob” of oil from being ingested into the
compressor and causing damage. Following servicing of oil, add the refrigerant to the system.
One option offered on B300 aircraft is the “Smoking Option” configuration. This is often
reflected by three items in particular: 1) Ashtrays/lighters installed in tables; 2) A no-smoking
light (for take-off) that can be turned off following the take off; and 3) The Cabin Warning Light is
based on a 12,000 foot switch rather than 12,500 switch foot found on the standard non-
smoking aircraft.
A non-smoking aircraft will have a “Do Not Smoke” light that cannot be turned off and cup
holders rather than ashtrays. Lighter sockets will be installed however the lighter will not.
The sockets have a plastic plug that can be installed when the socket is not in use. This plastic
plug is from BMW, part number 51-16-8-222-183.
WARNING: All sockets are 28 VDC. Do not plug in 12 VDC accessories into this plug-ins.
Technical support has received numerous calls regarding flap installation and attachment
hardware placement. No Teflon washers are used in the forward roller installations. Both
inboard and outboard flap installations are identical, however bolt orientation is reversed from
LH to RH. The Teflon washer is installed on the aft roller, the assembly is then installed in the
aft flap track allowing for the installation of the flap and forward rollers. As with all Beech
propeller aircraft, the rollers are installed so the shoulder is facing the center of the flap being
installed. Left hand flap installation shown below.
The most common indications of microbiological growth and/or contaminations include fuel
indications that are erratic or incorrectly high, poor drainage from sump points and discolored
fuel. Any one of these indication is cause for concern. Growths in the fuel probe can indicate a
higher level of fuel than exists, leading to fuel out in flight situations. Growth or gummy deposits
on the drain points can hold in water and trash to speed up contaminate growth. The
contamination can deteriorate sealers and coating to allow corrosion to begin. Growth and
corrosion can cause deposits which may discolor drained fuel, affect integral fuel tank skins,
flake sealers and coating in tanks and cause the sump point to not close completely. Almost all
of these types of contamination are preventable through proper maintenance and servicing
We are using a product called Combi-Bond to install the stall strips on the de-ice boots on the
King Air aircraft. The application instructions for this product are as follows:
1. Mix one part Combi-Bond Hardener with 17 parts of Combi-Bond Cold Bonding
Adhesive by weight.
2. Apply two coats of well-mixed cement to both surfaces to be bonded allowing 15 to 30
minutes (depending on temperature conditions) between each coat. Allow the second
coat to dry to tack, which normally takes 8-12 minutes. Check by lightly touching with a
knuckle of the finger. The material should be tacky but not transfer to the knuckle. The
surface may be reactivated with Methyl Propyl Ketone.
3. Mate surfaces together and apply pressure using a roller to assure maximum surface
contact.
4. Allow to cure 48 hours before inflating de-icer boots. Pot life of the mixture is 8 hours
when stored in closed container below 65º F.
NOTE:
If surfaces become too dry and cannot be solvent reactivated; apply an additional coat of
cement as detailed above. Also you need to keep positive pressure on the bonded area until
cured.
CAUTION:
The hydraulic system cycles as part of normal flight operation. It will often cycle a time or two
during climb-out and then in cruise it will occasionally cycle due to minor pressure and
temperature changes. Normal and acceptable cycling of the power pack would be 15 to 30
minutes cycle intervals. A very tight system could take longer but the noted time is not
considered unusual. Less than 15 minutes is cause to check for leaks or bypass occurrence in
the power pack, actuators, hand pump, control valve or accumulator. Low accumulator
pressure can also cause more rapid cycling.
The King Air 200/300/B300 section of the CMM has a listing of “Replacement Parts” (Chart 2 of
32-10-00). This list is an overhaul requirement list, not inspection. If inspecting you can use the
section and wear tolerances without regard to the “Replace” list. It does not apply to inspection
requirement.
B300 Maintenance Manual revision A-20 has caused some confusion regarding the inspection
of the landing gear and drag brace attach bolt hole inspection. This inspection is an addition to
the Chapter 5 “Special Inspections” checklist for the 6 year/8000 cycle landing gear inspection.
The inspection can be accomplished as part of the next 6 year/8000 cycle gear inspection.
The inspection entails inspecting the airframe landing gear and drag brace attach bolt holes.
The attach holes in the landing gear components are inspected during the current 6
year/8000cycle inspection interval. Once the initial inspection is carried out on the airframe
attach holes, subsequent inspections may be complied with during the normal 6 year/8000 cycle
landing gear inspection interval.
The King Air Illustrated Parts Catalogue lists the hydraulic lines as “assemblies”. This
nomenclature is somewhat misleading since the “assembly” as listed in the IPC is the tube and
the identification tab. It does NOT include the fittings. The reason for this is that these hydraulic
lines are built up at the assembly line and requires an airplane as the jig.
When you order the line you will also need the fittings and should order these items at the same
time. RAPID will make the parts available to Technical Support where we will go to the
assembly line to have it put together. We then return the “assembly” to RAPID who will send
the line to you.
The alternate method is for you to purchase the line and fittings. You will then assemble the line
yourself. The fittings on the King Air hydraulic lines are swaged together using a method by
Duetsch Permaswage. The tool required can be rented from RAPID or any of the following
alternates:
Airplanes that left Beechcraft with quick donning masks with the plastic type head cage
will have trouble finding replacement oxygen masks since the manufactures of these
masks are not longer producing them. RAC has developed kits to install the current
production oxygen masks with the inflatable type head cage. These masks require a
different method of storage and in some cases require different oxygen hose
connections, thus the reason for the kit. Following is the kit information to complete the
upgrade. These kits can be purchased directly from RAPID or any Authorized Service
Center. Airplanes not listed will have to resort to finding overhauled masks.
90-5080-1 This kit provides part and information to install oxygen mask
storage cup assemblies, wall outlets, and crew oxygen masks as
spares for existing diluter demand oxygen masks with microphones
on LJ-1063 thru LJ-1353. This kit requires a -5, -7, -9 or -11 to
complete installation.
90-5080-3 This kit provides part and information to install oxygen mask
storage cup assemblies, wall outlets, and crew oxygen masks as
spares for existing diluter demand oxygen masks with microphones
on LJ-1353 thru LJ-1427. This kit requires a -5, -7, -9 or -11 to
complete installation.
90-5080-5 This kit provides Puritan/Bennett brand crew masks (with comfort
control) and holding cups. Requires a -1 or -3 kit to complete
installation.
90-5080-7 This kit provides Scott/Eros brand crew masks (with comfort
control) and holding cups. Requires a -1 or -3 kit to complete
installation.
90-5080-11 This kit provides Scott/Eros brand crew masks (without comfort
control) and holding cups. Requires a -1 or -3 kit to complete
installation.
101-5158-1 This kit provides parts and information to install oxygen masks
storage cup assemblies and crew oxygen masks as spares
replacement for existing diluter demand oxygen masks with
microphones on:
101-5178-3 This kit provides parts and information to install oxygen masks
storage container, crew masks and spare replacements for
existing diluter demand oxygen masks with microphones and
container on:
101-5178-11 This kit provides Scott/Eros brand crew masks (with comfort
control) and holding cups to complete the -1 kit.
The Wing Structure Inspection 1 ½ day course details the procedures contained in the
King Air Structural Inspection Repair Manual (SIRM). The course schedule for 2007 is:
For scheduling and reservations for the Wichita classes contact Flight Safety
International (FSI) at telephone 800-808-0976 or 316-612-5400. E-mail is
wendy.bratt@flightsafety.com. FSI handles the scheduling and provides a classroom.
The course is tuition free when conducted in Wichita. For convenience, the Wichita
courses have been scheduled to precede or follow various FSI maintenance courses in
case an attendee wishes to take advantage of additional training at the same time.
Seattle, Washington
Galvin Flying Service, date to be determined
Caracas, Venezuela
AviaService, date to be determined
Australia
Hawker Pacific Pty. Ltd., date to be determined
There is no bleed port on the high point of the torque manifold, so as mechanics we
must improvise and use the means available. Fabricate a tool for bleeding using a
large syringe (50+cc), a piece of translucent tubing, and #4 AN bulkhead fitting (see
example below) and the following procedure. This process should be performed any
time the auto-feather pressure switches or torque transducer is removed and should
yield an air-free installation.
The King Air F90 Maintenance Manual does not have the information needed to install
the propeller synchrophaser target locations. Following find this information. A
Publications Change Request has been submitted to include it in the F90 Maintenance
Manual and following find the installation information.
The “O” ring installed between the propeller and the prop shaft on King Airs equipped
with Hartzell propellers is PRP-909-8. Hartzell Propeller Company has informed RAC
that there is no MS or NAS equivalent.
The paint used on the King Air engine trusses is aluminum epoxy. RAPID carries this
paint under part number CA 3000/F17178 by PRC de Soto. The primer part number is
10P8-11 by Akzo Nobel.
BB-688,729-733,735-792,794-828,830-
853,871-873,892-893,912; BL12-36; METRIC 24V--101-555156-1 OR 1131325 OR USE
2 BN1; BT17, 19-22 115-555020-605/-607 1015170 KIT--101-555214-1 (R12) OR -3 (R134A)
BB-731,793,829,854-870,874-891,913-
1438,1440-1443; BL37-138; BN2-4;
3 BT23-27,29-34 115-555020-605/-607 101-555156-1
117-910059-1
BB1439, 1444-
1653, BL139-140,
BT35-38, (SEE
SB21-3303) 117-
117-910058-1 OR -3 (6.06 INCH SERPENTINE 275K6 WITH 910059-3 USED
LONG) FOR SS TO FK275 (EARLY BB1654 AND
BB1654/BL141/BN5/BT39 AND BELT USED 1439,1444- AFTER, BL141
AFTER; 117-910058-5 OR -7 (7.1 1833,BL139-147,BN5 TO 9, AND AFTER, BN5
INCH LONG) FOR BB1439, 1444- BT35-46 THEN SS TO AND AFTER, BT39 117-9000-1 (R12) OR -3 (R134A); SB21-3303 REF See
4 1653; BL139-140; BT35-38 NEW FK275 THEREAFTER AND AFTER "Wet Spline" below (5)
117-910059-1--
117-910058-1-- FL1-127, FM1-8; FL1243, FM1-9;
SUPERCEDES TO 117-910058-3 117-910059-3-- PWC 3366 OR 13329 ( REF RAC SB 21-3303R1)
ALSO USED ON FL128-243, FM9; FL244 AND REPLACEMENT KITS 101-5170-1 (R12) AND -3
117-910058-5-- FL244 AND AFTER, AFTER, FM10 AND (R134A) FL1-243, FM1-9, FN1 See "Wet Spline" above
8 FM10 AND AFTER FK275 AFTER (5)
These charts reflect original (and some kit) installations. It is not meant to replace the IPC or Log Book
entries reflecting conversion or modification. It may be a useful guide to supplement your use of current
IPC and Maintenance Manuals. Confirm your current configuration before applying this charts data. The
two pages of the chart should be followed from the left to the right along the item number.
Issue: Initial Page 18 of 18 Communiqué #2006-02
For Reference Only
KING AIR COMMUNIQUÉ INDEX
This is a running index. Discard the old index and insert the new index.
Up thru 2006-02
00 AIRPLANE GENERAL
04 AIRWORTHINESS LIMITATIONS
12 SERVICING
20 STANDARD PRACTICES
21 AIR-CONDITIONING
22 AUTO FLIGHT
23 COMMUNICATIONS
24 ELECTRICAL POWER
25 EQUIPMENT/FURNISHINGS
26 FIRE PROTECTION
27 FLIGHT CONTROLS
28 FUEL
31 IND/RECORDING SYSTEMS
32 LANDING GEAR
34 NAVIGATION/PITOT STATIC
35 Oxygen
38 Water/Waste
52 DOORS
53 FUSELAGE
55 STABILIZERS
56 WINDOWS
57 WINGS
61 PROPELLERS
74 IGNITION
76 ENGINE CONTROLS
77 ENGINE INDICATING
78 EXHAUST
79 Oil
80 STARTING
100 ATA