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King Air Series

Communiqué 2006-02
December 2006

Gravel Runway Protection Kit ATA 00

FA-1, FL-1 and after, FM-1 after

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.

Part Number Understanding ATA 00


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.

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Frequently Asked Question Regarding the Inspection Program ATA 5
We receive many questions about the inspection programs where people try to interpret the
information presented. Here are some examples:

Q. Can I exceed tolerance windows?

A. If done prior to the window then yes you can but time will reset to the earlier time. If
exceeding the time then a complete (phase 1 to 4) must be immediately accomplished to re-
enter the inspection program.

Q. Can I exceed the calendar times?

A. For phase inspections you cannot exceed the one year/two year periods. They are set to
within the calendar month they are due.

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. My aircraft is on an AAIP (Approved Aircraft Inspection Program) so I don’t need to

follow the inspection in your Maintenance Manual do I?
A. The AAIP covers your agreement with the FAA (Authority) to inspect in a certain manner. If
it includes all sections, Time limits and Special inspections, then you must follow your approved

Q. We are low utilization of 100 hours a year—what program should I be using?

A. The inspection program lists both an Alternate Phase inspection program and a Biennial
Inspection program for lower utilization. The Alternate works with aircraft flying around 200
hours a year and the Biennial with aircraft at 100 hours a year.

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.

Q. Can I mix phases? Do 1 and 3 then later 2 and 4?

A. Phases must be done in sequence. You can do 2 sequential inspections together but they
must be in sequence. Ex: 1 and 2 together or 2 and 3 together is OK.

Q. Where are the tolerances found in the manuals?

A. The tolerances are found in the Scheduled Inspection General Information section (usually 5-20-00)
under INSPECTION INTERVAL TOLERANCE. RAC does not offer any other tolerances or extensions.
RAC is not a regulatory agency, only your Authority (FAA or other) can grant exceptions to a program.

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Flammable Fluid Carrying Hoses Replacement ATA 5

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.

King Air Flap Actuator Lubrication Procedure ATA 12


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.

1. Extend flaps to full down position.

2. Inspect the actuator for any signs of leakage or external damage. If found, replace
or repair actuator as required (CMM).
3. Locate the vent hole on upper side of installed actuator (approx. ½ inch above from
part identification tag). Hole is about .063 to .065 in diameter.
4. With the actuator extended, apply 1/3 to maximum ½ oz. of MIL-L-2105 or 101-
380016-1 oil using a plastic tube and syringe. Caution: Do not use any other type
oils. Clean outside of actuator of any oil.
5. Cycle actuator a minimum of 3 cycles, observe for any oil overflow from the vent
hole. If overflow exhibits, clean and recycle actuator until clear of overflow. If no
overflow is seen, lubrication is complete.

King Air Lubrication: AeroShell 17 Grease ATA 12


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

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do change lubricants make sure to placard the fitting/log book with proper notice for “other
shops” to know of the change. A fine permanent marker could be used to indicate proper lube
at the fitting.

King Air Wiring and Sleeve Inspection ATA 20


Raytheon Aircraft is issuing this Communiqué

to inform Owner/Operators and Maintenance
personnel of an issue recently noticed by RAC
inspectors that may cause undue concern
during visual inspection of certain aircraft wiring
and tubing.

Some of the MS21919 clamps used by RAC,

and possibly sold through our parts distribution
company RAPID, may leach out a stain onto
the wire harness or tubing being held by the
clamp, (see photo). The appearance of this
brownish/black stain is much like that caused
by an overheat condition. Several of these
clamps have been sent to RAC’s Process Lab
for analysis to assure that this stain will not
have an adverse affect on the wire harness or
tubing. Raytheon Aircraft’s Quality Assurance
department is also addressing this issue with
the clamp supplier. RAC currently believes the
stain is harmless to the wiring and tubing and
will issue additional information to the field in
the future if testing of the clamps indicate that
the stain may adversely affect the aircraft wiring
or tubing.

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

King Air Air-conditioner PC board A130 (with Warning LEDs) ATA 21

200 (BB-729 & After), B200, 300, B300

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

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signal from the right tach.gen. gauge. This is where we can fool the system for ground testing
with no engine running. By placing a ground wire on pin 25 (unused location on card plug) to
airframe ground, we simulate that we have a signal to the U8 which normally will provide the
ground. DO NOT FORGET TO REMOVE AFTER TESTING! The compressor could lug down
the engine or interfere with starting if not removed. The N1 LOW light will go out if the cool
command is there and the pin 25 is grounded. The N1 low green LED on the card will also go

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.

Air-Conditioning Compressor and Mount Assembly General Information ATA 21


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.

Concorde Battery Maintenance and Durability ATA 24


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

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reports from some operators that carry a small battery charger which they connect to the battery
anytime they have completed a short flight and/or the airplane is going to be down for more than
forty eight hours. These operators have seen the life of the battery extend beyond the battery
expected life. The other option for those airplanes that fly short legs would be to do a topping
charge at shorter intervals than what is called out in the airplanes’ maintenance manuals.

Bad Smell with Air-conditioning Running ATA 21


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

Servicing Oil in Air Conditioner Systems ATA 21


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
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.

Smoking Option Aircraft ATA 25/33


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.

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Flap Roller and Washer Position Installation ATA 27
90 Series, F90 and 100 Series

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.

1. BOLT P/N 130909B21

2. WASHER P/N AN960-10
3. NUT P/N MS20365-1032
4. FWD ROLLER P/N BC-56984
5. AFT ROLLER P/N BC-56985
6. TEFLON WASHER P/N 50-105000-3

Note: 1 each required, 4 each maximum may be used.

Fuel Cell Inspection for Corrosion, Microbiological Growth ATA 28

Inspection and Care Procedures for flexible and integral fuel tanks

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

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practices by ground and crew personnel. See Communiqué 97-002 for additional information
and inspection procedures.

Stall Strip Installation, Combi-Bond ATA 30


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
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.

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


1. Personnel using Combi-Bond shall read the MSDS

2. No eating, drinking, or smoking while using this product
3. Rubber gloves must be used while working with this product
4. Wash with soap and water after use

Cycling of Hydraulic Power Packs ATA 32


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.

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King Air Overhaul vs. Inspection in Landing Gear CMM ATA 32

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

Landing Gear Attach Hole Inspection ATA 32


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.

Hydraulic Plumbing Replacement Procedures ATA 32


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

Designed Metal Connections Wesco Aircraft Europe

www.dmcusa.com www.wescoaircraft.co.uk
www.deutschco.com/SaleSupportAerospac Phone 44 1484 867700
e.htm Fax 44 1484 867711
Email: uksales@wacoair.com
Wesco Aircraft Hardware
www.wescoair.com Permaswage
Phone: 661-295-1414 www.permaswage.com
Fax: 661-295-0695
Email: sales@wescoair.com

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The following chart is a list of hydraulic lines on the King Air aircraft that we have records of that
have been replaced. There is the possibility of a line developing a leak that is not listed. If you
cannot find the fittings for the assembly in the IPC, contact King Air Technical Support and we
will assist you.


KING AIR B200/300/B300

1 101-580188-1 TUBE ASSY Emergency
A D10006-04 NUT Extension
B D10010-04 SLEEVE

2 101-580191-1 TUBE ASSY Extend

A D10006J 06 NUT
B D10010-06 SLEEVE
C D10027-06 ELBOW ASSY

3 101-580192-1 TUBE ASSY Retract

A D10006J 06 NUT
B D10010-06 SLEEVE
C D10027-06 ELBOW ASSY
KING AIR C90A 90-580023 INSTL
4 90-580046-1 TUBE ASSY Retract
A D10006J 06 NUT
B D10010-06 SLEEVE
C D10027-06 ADAPTER

5 90-580054-1 TUBE ASSY Extend

A D10006J 06 NUT
B D10010-06 SLEEVE
C D10011-06 ADAPTER

6 90-580059-1 TUBE ASSY Emergency

A D10006-04 NUT (2 EACH) Extension
B D10010-04 SLEEVE (2 EACH)
KING AIR C90A/GT 90-580110 INSTL
7 90-580119-1 TUBE ASSY Retract
A D10006J 06 NUT
B D10010-06 SLEEVE
C D10011-06 ADAPTOR

8 90-580113-1 TUBE ASSY Extend

A D10006J 06 NUT
B D10010-06 SLEEVE
C D10011-06 ADAPTOR

9 90-580059-1 TUBE ASSY Emergency

A D10006-04 NUT (2 EACH) Extension
B D10010-04 SLEEVE (2 EACH)

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Oxygen Masks Quick Donning Replacement Kits ATA 35

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.

King Air C90A Kits

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

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

90-5080-9 This kit provides Puritan/Bennett brand crew masks (without

comfort control) and holding cups. Requires -1 or -3 to complete

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

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King Air 200 series, 300 series and B300 series Kits

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:

A100 B-240 & after

B100 BE-36 & after
200 & B200 BB-310, BB-343,
BB-383, BB-415,
BB-416, BB-418
thru BB-448, BB-
450 thru BB-
1438, BB-1440
thru BB-1443.
200C BL-1 thru BL-36
200T & B200T BT-7 & after
B200C BL-37 thru BL-
B200CT BN-1 thru BN-4
300 FA-1

This kit requires either a -7, 9,-11 or -13 to complete installation.

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:

B200 BB-1439 & after

B200T BT-35 & after
B200C BL-139 & after
300 FA-2 & after
B300 All
B300C All

101-5178-7 This kit provides Puritan/Bennett brand crew masks (with

comfort control) and holding cups to complete the -1 kit.

101-5178-9 This kit provides Puritan/Bennett brand crew masks (without

comfort control) and holding cups to complete the -1 kit.

101-5178-11 This kit provides Scott/Eros brand crew masks (with comfort
control) and holding cups to complete the -1 kit.

101-5178-13 This kit provides Puritan/Bennett brand crew masks (without

comfort control) and holding cups to complete the -1 kit.
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Wing Structure Inspection Training Course ATA 57

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:

Wichita, Kansas, USA

Feb. 8 & 9
May 7 & 8
Aug. 27 & 28
Nov. 29 & 30

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.

Requested Off-Site courses

Seattle, Washington
Galvin Flying Service, date to be determined

Caracas, Venezuela
AviaService, date to be determined

Belo Horizonte, Brazil

Lider Aviacao, date to be determined

Hawker Pacific Pty. Ltd., date to be determined

A limited amount of off-site courses are conducted by request, subject to instructor

availability. A local maintenance facility typically will host the course which may be
attended by anyone interested. Additionally, there are costs associated to conduct an
off-site course. Contact Raytheon King Air Customer Support, Hector Camacho
(hector_camacho@rac.ray.com) or Ocie Beacham, (ocie_beacham@rac.ray.com) for
the latest dates and information regarding off-site courses.

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Torque Manifold Bleeding Procedure ATA 61
All except B100

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.

o Disconnect the torque transducer or pressure switch electrical connector.

o Follow the hose from the bottom of the manifold to the right side of the engine.
Disconnect the torque manifold hose from the boss on the RH side of the power
section and quickly cap the engine side of the fitting.
o Temporarily plug the female fitting on the hose.
o Fill the syringe with the applicable engine oil (2380 in most cases) and invert the
bleeding fixture so the bulkhead fitting is higher than the syringe.
o Bleed the air from the syringe until all air is removed. It is imperative that all air
be removed from the fixture!
o Connect the bulkhead fitting on the apparatus to the torque manifold hose and
o Remove the torque transducer or pressure switch and replace the “O” ring with a
new “O” ring.
o Reinstall the transducer or pressure switch just far enough so the “O” ring is not
making contact with the manifold. At this time, begin applying pressure with the
syringe so oil flows past the threads. Continue to apply pressure until satisfied
that all air is removed. When this has been accomplished, slowly finalize the
transducer or pressure switch installation while maintaining pressure on the
syringe. Once torqued; safety the transducer or pressure switch.
o Quickly reconnect the torque manifold hose to the boss on the RH side of engine.
o Reconnect the transducer or pressure switch electrical connector.

Issue: Initial Page 14 of 18 Communiqué #2006-02

For Reference Only
Propeller Synchrophaser Target Installation ATA 61

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.

Issue: Initial Page 15 of 18 Communiqué #2006-02

For Reference Only
Propeller to Prop Shaft “O” ring for Hartzell Propellers ATA 61

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.

Engine Truss Paint ATA 71


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.

Issue: Initial Page 16 of 18 Communiqué #2006-02

For Reference Only
Sheet 1
The two sheets of the chart should be placed next to each other and followed left to right along the item number.
Serials Effected Mount P/N Compressor

1 BB2-687,689-728 BL1-11 BT1-16, 18 115-555020-605/-607 SAE12V-115-555040-1; METRIC 24V- 101-555214-1

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)

1438,1440-1443; BL37-138; BN2-4;
3 BT23-27,29-34 115-555020-605/-607 101-555156-1

1131660 OR 1131703 OR SPARES 117-9000-1 FOR

BB1439; 1136010 OR 1136422 FOR 1439, 1444-1515,
BL139-140 AND BT35-38 OR KIT 117-9000-3; 101-
555211-1 BB1516 TO 1634, -3 FOR 1635 AND AFTER OR
BB1439,1444 AND AFTER; BL139 AND -7 (R134) BB1516 AND AFTER; BL141 AND AFTER; BN5


13329 ( REF RAC SB 21-3303R1) Short
shaft (6.05") used as follows:
BB1439,1444TO1653, BL139-140BT35-
5 39 FL1-243, FM1-9


CHANGED BY PWC 3366 OR 13329 (
6 BN14, FA1-230, FF1-19

METRIC 24V--101-555156-1 OR 1131325 OR USE

7 FA1 AND AFTER; FF-1 AND AFTER 115-555020-605/-607 1015170 KIT--101-555214-1 (R12) OR -3 (R134A)

1131660 OR 1131703 OR SPARES 117-9000-1 FOR

FL172, FM1-5; 1136010 OR 1136422 FOR FL73-127,
FM6-8 OR KIT 117-9000-3; 101-555211-1 FL128-200,
FM9; -3 OR -7 (R134) FL201 AND AFTER, FM10 AND

Issue: Initial Page 17 of 18 Communiqué #2006-02

For Reference Only
Sheet 2
Quillshaft Belt Set Upper pulley Kits/Mods

CONV 12V TO 24- KIT 101-9021-1 S; RPLC

115-389009 OR -3 V- COMPRESSOR KITS 101-5170-1 (R12), -3 (R134A) See
1 115-555025-7/-9 BELTS 115-555024 "Wet Spline" below (6)

REPLAC KITS 101-5170-1 (R12) AND -3 (R134A) See

2 115-555025-1/-7/-9 115-389009-3 115-555024 "Wet Spline" below (6)

REPLACEMENT KITS 101-5170-1 (R12) AND -3

3 115-555025-7/-9 115-389009-3 115-555024 (R134A) See "Wet Spline" below (6)

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
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)

117-910058-5 NOTE: LOANER

REQUIRE OLD 115-555025-9 AND
5 TO FUNCTION( FOR V BELT) 117-910059-3 PWC 3366 OR 13329 ( REF RAC SB 21-3303R1)

117-910058-7 NOTE: LOANER

REQUIRE OLD 115-555025-9 AND
6 TO FUNCTION( FOR V BELT) PWC 3366 OR 13329 ( REF RAC SB 21-3303R1)

PWC 3366 OR 13329 ( REF RAC SB 21-3303R1)

115-555025-7/-9 OR IF PWC MOD/SB REPLAC KITS 101-5170-1 (R12) AND -3 (R134A) See
7 USE 117-910058-7 115-389009-3 115-555024 "Wet Spline" above (6)

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

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
This is a running index. Discard the old index and insert the new index.
Up thru 2006-02



Engine Start Procedures 97-001

RDO (Repair Design Office) 98-001
STARS 98-001
Log Book Bags 98-002
Year 2000 Readiness Disclosure Update 99-004
Raytheon Aircraft Publication System (REPS) 2001-03
Importing and Exporting Aircraft 2001-04
Factory Technical Support 2003-01
Pro Line 21 Aircraft 2004-02
Kit Catalogue Now on Line 2005-02
Maintenance Practices for STCs on B300 2005-02
King Air Inspection “Month” Definition 2006-01
Phase Inspection Tolerance Clarification 2006-01
Gravel Runway Protection Kit 2006-02
Part Number Understanding 2006-02


Life Limited Aircraft Parts 2002-02


Phase Inspection Program 97-001

Inspection 97-001
Structural Limitations 98-001
Special Inspections Calendar Tolerance 98-002
Service Instructions’ Effectivity 2001-03
Structural Inspection Interval 2001-03
Special Purpose Airplanes Wing Life 2001-03
Phase Inspection Tolerance Clarification 2005-02
FAQ Regarding the Inspection Program 2006-02
Flammable Fluid Carrying Hoses Replacement 2006-02

King Air Emergency Exit Placards 2000-04

Engine Oil Service Placard Change 2000-04
Spanish Language Placard Kits 2003-01


Flap Motor Gear Box Lubrication 97-002

Electric Toilet Servicing 99-001
Wing Bolt Special Tool 99-003
Wing Bolt Tools 99-003
Wing Bolt Grease Gun 2001-03
King Air Flap Actuator Lubrication Supercedure 2006-02
King Air Lubrication: AerosShell 17 Grease 2006-02


Paint Removal 98-002

Aromatic Polymide Wiring 98-003
Rivet Installation Criteria 98-003
Aircraft Cleaning 99-001
Paint Stripping Procedures 2000-03
Gyro Handling and Packaging 2001-03
Liquid Mercury Contacting Aluminum 2003-01
Typical AN386 Taper Pin Installation 2003-02
Ground Hazard Zone 2003-03
RDO Standard Repair Index 2005-02
Metal Damage Assessment 2006-01
King Air Wiring and Sleeve Inspection 2006-02


Air-Conditioning Compressor Pivot Plate 97-002

Pressurization System Test Safety Belt 98-001
Air Conditioning Leaking Hoses 98-002
134a Freon Air-Conditioning Dust Caps 98-003
Aft Evaporator Plenum 99-003
Air-Conditioning “Low” & “High” Hoses Reversed 2000-03
Ram Air Door Rigging 2000-03
Insufficient Cabin Heat 2000-04
Pressurization Low/Normal Switch Operation 2000-04
Pressurization Leak/Landing Gear Shaft 2001-01
Air Conditioner Compressor Drive 2001-01
King Air Series Vapor Cycle Air Conditioning 2001-02
Pneumatic Flow Control Solenoid 2001-03
Air-conditioning Plumbing Seals 2002-03
Pressurization Troubleshooting 2002-04
Vibration/Buzz Sound Traced to the A/C Condenser 2002-05
Electronic Flow Control System Test Procedure 2002-05
Pressurization System Rubber Tubes 2003-01
Water Manometer Test Ports 2003-02
New Air Conditioning Compressors Hard to Turn 2003-02
King Air Cabin Barometric Switches Test Options 2003-02
Vent Blower Troubleshooting Tips 2003-03
Aft Evaporator Caused Bad Odor 2005-02
Air-Conditioning Hoses Length Change 2005-02
Air Conditioner Motor Brush Wear (EM56-2) 2006-01
Air Conditioner Quill Shaft Wet/Dry Spline 2006-01
Air Conditioner Flushing Procedures 2006-01
King Air Air-Conditioning PC Board A130 2006-02
Air-Conditioner Compressor & Mount Assembly 2006-02
Bad Smell with the Air-Conditioning Running 2006-02
Servicing Oil in the Air-Conditioning Systems 2006-02


GPS/Auto Pilot Upgrade 97-001

GPS Approach Capability 97-001
APC-65H Auto Pilot Computer Enhancements 98-002
APC-65H/J Auto Pilot Computer Enhancements 98-002
Rockwell Collins Autopilot Servo 2001-04
SVO-85B/85C Service Bulletin
Busing Module Issue on the Meggit Altimeter 2003-02
Ground Communication 2004-02


Cockpit Voice Recorder 97-002

Torque Transmitter Change 99-001
VHF Communication-8.33 KHZ 99-002
VHF Communication 8.33 KHZ Up Date 99-005
Collins Pro Line II VHF Comm 8.33 KHZ Up Date 99-005
Elliott’s Ultra Quiet System 2000-02
Elliott’s Ultra Quiet System Technical Support 2001-01
BRNAV KLN-90B Service Bulletin 2002-01
Proper Maintenance and Care of the Ultra Quite 2002-01
Sound Management System
Ultra Quiet Speaker and Patch Cable Service 2002-04
Honeywell Service Bulletin: Enhanced GPWS 2002-05
Ultra Quiet Speaker and Patch Cable Service 2002-05
Ultra Quiet System Software Maintenance Terminal 2005-04

Static Wick Bonding Check 2006-01


Chafing Wire Bundle 99-005

King Air Starter Generator Ground Terminal 2000-02
Dual Fed Bus Circuit Breakers 2000-03
Alternate Generator Control Unit Breakout Box 2000-03
Alternate Generator Control Unit Breakout Box R1 2001-01
Replacement Batteries 2001-03
External Power Annunciator 2002-05
Electrical Load Analysis 2002-05
Lead Acid Battery Replacement Kit 2003-01
Generator Control Unit Part Numbers 2003-03
King Air Voltage Regulators 2005-02
Starter Generator and Oil Filter 2006-01


Arm Rest Stop 97-001

Longer Seat Belts 97-002
Cabin Partition Tool 2000-02
Hot Tank Lid Repair 2000-02
Cabin Seat Installation 2001-01
Passenger Briefing Card 2001-01
Two Place Side Facing Couch and Seat Belts 2001-01
ELT Batteries 2001-03
Utility Covers, Crew and Cabin Chairs 2002-03
Sheep Skin Crew Chair Covers 2002-03
Hot Tank Assembly 2002-04
Crash Axe Installation Kit 2003-01
Cabin Passenger Shoulder Harness Stop Button 2003-01
Aft Facing Seats Head Rest Installation and Inspec. 2003-01
Seat Belt Extenders 2003-02
ELT Testing 2004-02
Cabin Seat Base Paint 2004-02
Interior Cabinets and Tables 2005-02
King Air B300 Seat Attach Hardware 2005-02
Crew Seat Removal Kit 2005-02
Smoking Option Aircraft 2006-02


Fire Detection System Functional Test 97-001

Fire Extinguisher Relocation/Foreign Certification 2002-03
King Air Flame Detectors Parts and Availability 2005-02


Elevator Trim Actuator 98-001

Rudder Torque Shaft. See ATA 55 98-002
Flap Gearbox Shims 98-002
Elevator Trim Tab 98-002
Rudder Boost System and Troubleshooting 98-002
Flap Actuator Installation 98-003
Elevator Trim Actuator 99-001
Universal Travel Board. See 2001-04 99-005
Flap Gear Box Grease 2000-02
Rudder Boost Pneumatic Line Chaffing 2000-04
Flap Roller and Washer Position 200/300 (See 2000-04
2006-02 for other models)
Rudder Boost Filter Replacement (see 2003-02) 2001-01
Universal Travel Board 2001-04
Service Bulletin 27-3095, “Flight Controls-Addition 2002-01
of Jumper Wire to Stall Warning Lift Computer”,
Serial Effectivity Clarification
Unapproved Hardware on Primary Control Surfaces 2002-05
Flap Linkage and Bracket Interference 2003-01
Rudder Boost Filter Replacement and Up-grade (see 2003-02
Flight Control Rig Pins 2003-02
Aileron Installation 2003-03
Horizontal Stabilizer Actuator Installation 2003-03
Rudder Boost Filter Supercedure 2004-02
Flap Roller and Washer Position Installation 90, 2006-02
Series, F90 and 100 Series (See 2000-04 for other


Flush Fuel Drain Valve 97-001

Biological Contamination Inspection (See also 97-002
Wing Tip Vent Float Valve “O” Ring Installation 98-002
Auxiliary Fuel Tank Seals 98-002
Fuel Vapor Smell in the Cabin 98-003
Defueling Valve 98-003
Airborne Fuel Boost Pumps 99-001
Fuel Flow Test Tool 99-003
New Lower Operating Pressure Fuel Cap 2001-01
Nacelle and Auxiliary Tanks Fuel Cover Kit 2001-03
Lockable Fuel Caps 2001-04
Fuel Access Covers (SB-28-3401) 2002-03
Fuel Quantity Indicator Bench Check 2002-05
Fuel Cell Cover Assembly Part Numbers 2002-05
Firewall Shutoff Valve Product Improvement 2003-02
B200/B300 Fuel Vent System Inspection 2004-02
Fuel Quantity Test Equipment 2004-02
Fuel Probe Matrix Block Tool 2004-02
Firewall Fuel Filter Reset 2005-02
Fuel Cell Inspection for Corrosion, Microbiological 2006-02
Growth (See also 97-002)


Stall Strip Installation (See also 2006-02) 97-001

Stall Strip Installation Correction 97-001
Engine Anti-Ice Valve Brackets and Hardware 97-001
BFG News Letter (De-Ice Boots) 98-001
Anti-Icing/Fuel 98-001
Engine Operations in Icing Conditions 98-003
Type IV De-ice Fluids Announcement 2000-01
Ice Vane Door Brush Seal 2000-04
Defog System Filter Installation 2001-01
Window Defrost Filter Kit and Replacement 2002-03
Engine Inlet Discoloration 2002-03
Goodrich FASTboots Installation 2005-02
Engine Heated Inlet Modified per Kit 101-9048 2006-01
Stall Strip Bonding Material 2006-01
Stall Strip Installation, Combi-Bond (See also 97- 2006-02


Flight Data Recorder 98-002

Radio Frequency Interference 99-001
Airspeed Bugs 2001-01
Pitot Heat Indicator Kit 2003-01
Instrument Leak Causes Pressurization Leak and 2003-02
Annunciator Dimming Transistor Installation 2003-03


Wide Area Wheel Retention Washer Seal 97-001

Brake Master Cylinder Repair Kit 97-002
Valve Stem Torque, ABS Wheels 98-001
Inflation Valve Torque Procedures (BF Goodrich) 98-002
Inflation Valve Torque Procedures (ABS) 98-002
Torquing of Wheel Tie Bolts 98-003
Landing Gear Piston and Axle Assembly Leaks 99-001
Landing Gear 60 Amp Circuit Breaker Relocation 99-001
Brake De-ice Valve Installation 99-001
Hydraulic Power-pack Parts Breakdown. 99-003
See Rev. 1 on Comm. 2001-04
BF Goodrich Brake Repairs 99-003
Hydraulic Landing Gear Actuator Installation 99-003
Tire Usability (See 2003-01 for Rev 1) 99-005
BF Goodrich Nose Wheel Torque Value Mislabel 2000-03
Landing Gear Torque Knees 2000-03
Bumper Block Installation. See ATA 54 2000-04
Nose Landing Gear Actuators Swivel Parts. (See 2000-04
Main Landing Gear Side Brace Crack 2000-04
Aircraft Steering 2001-01
Exceeding Aircraft Turning Limits 2001-01
Landing Gear Actuator Clevis Limits and Part 2001-03
Numbers. See 2002-03 for Rev. 1.
Hydraulic Power-pack Parts Breakdown. Rev. 1 2001-04
Foot and Mouth Disease, Wheel and Brake 2001-04
Nose Landing Gear Fork Assembly Replacement 2001-04
Landing Gear Power Pack Motor Wiring 2002-01
Landing Gear Actuators End Play Check 2002-03
Landing Gear Actuator Clevis Wear Limits and Part 2002-03
Numbers. Rev. 1 (See 2001-03)
Accelerated Wear of Brake Assemblies 2002-03
SB 32-2102 and 53-2472 up coming revisions 2002-04
King Air C90A Tires 2002-05
Brake Reservoir 2003-01
Nose Landing Gear Scraper and Wiper Ring 2003-01
Installation Hints
Hi-Flotation Landing Gear Wheel Service Bulletin 2003-01
from ABS
Tire Usability. Rev 1 2003-01
Hydraulic Landing Gear Actuator Restrictors 2003-02
Nose Wheel Spares 2003-02
Nose Landing Gear Actuator Swivel Parts 2005-02
Breakdown. See 2000-04
Wheel and Brake Cross-over Part Numbers 2005-02
Nose Landing Gear Actuator Swivel Parts Rev. 1 2005-02
(See 2000-04)
Landing Gear Inspection vs. Overhaul 2005-02
Landing Gear Grease Gun Modification 2006-01
Nose Landing Gear Stop Block Installation 2006-01
Cycling of Hydraulic Power Packs 2006-02
King Air Overhaul vs. Inspection in Landing Gear 2006-02
Landing Gear Attach Hole Inspection 2006-02
Hydraulic Plumbing Replacement Procedures 2006-02

Cabin Indirect Lighting 98-001

Cabin Indirect Lighting 99-005
Cold Cathode Connector Assembly & Potting Instr. 2000-03
Rotating Beacon Replacement (See 2006-01) 2001-04
Wing Tip Navlight Lense Installation 2001-04
Fluorescent Light Power Supplies 2002-01
Recommended SB 33-3410, Flashing Beacon 2002-05
Hardware Kit
Wing High Intensity Nav Light Bulb Replacement 2003-02
Flashing Beacon Light Bulb Replacement 2003-02
King Air Landing and Taxi Lights Kits 2005-02
Rotating Beacon Replacement (2001-01 Rev. 1) 2006-01
Overhead Panel Transistor Layout 2006-01
Cold Cathode Lighting Systems 2006-01
Smoking Option Aircraft 2006-02


AlliedSignal GPS Receiver Software Bulletin 98-003

Standby Power Supplies 99-001
Revised Copilot Side Gyro Horizon Part Numbers 2001-01
Standby Compass Calibration 2002-03
Cockpit Voice Recorder Installation Kit 2003-01
ProLine 21 Electronic Check List 2004-03
King Air Meggitt Altimeters Issues 2004-04
Elementary and Enhanced Mode S Transponders 2005-01
EGPWS Terrain Database Subscriptions 2005-02
MMEL RVSM Revisions 2005-02
Clarification of FAA Advisory Circular AC 90-100 2005-03

35 Oxygen

Oxygen Valve Manual Override Location (B300) 98-003

Oxygen Leak Detection Equipment 99-001
Oxygen Mask Container Door Part Numbers 99-001
Passenger Oxygen Mask Packing 99-005
Oxygen System Barometric Switch Moisture 2000-02
Passenger Oxygen Mask Manual Over-Ride “O” 2006-01
Ring Replacement
Oxygen Masks Quick Donning Replacement Kits 2006-02

38 Water/Waste

Relief Tube Installation 98-003


King Air Cabin Door Warning Switch Striker Plate 98-001

Air Stair Door Panels, Improved 2001-03
Air Stair Door Lower Latch Pins, Change 2001-03
Cabin Door Hinge Break Down 2001-04
Cabin Door Latch Bolts Green Indicator Tape 2002-03
Cabin Door Placard Installation, SB 52-3096 2002-04
Cabin Airstair Door Latch Bolt Kits 2002-04
Cabin Door Upper Hook Mechanism and Latch Bolt 2003-01
Cabin Door Lock Keys 2003-01
Keyed Lock Replacement on Emergency Exits 2006-01
Air-Stair Door Hinge Lug Limitation 2006-01
Cabin Door Warning Switch Striker Plate Spring 2006-01
(98-001 Rev.1)


Avionics Nose Door, Ice Protection 97-001

Fuselage Skin Cracks Repair Kit 98-001
Aft Fuselage Drain Tube 99-001
Fuselage Cross-Tie Cracks 2000-02
Nose Bay Water Ingression 2000-04
Entry Door Floorboard Assembly 2000-04
Fuselage Rivet Sealing Procedure 2002-03
SB 32-2102 and 53-2472 up coming revisions 2002-04
“Lower Skin Rumble” Kit for C90B 2003-01
Evaporator Cover Panel Gasket 2003-02
Pressurization Leaks/Stringer Seal 2003-02
Fuselage Structural Inspection Report 2004-02
Fuselage Repair, Skins 2006-01

Inlet Duct Skin Repair 99-005

Bumper Block Installation 2000-04
Cowling Fixed Vane Assembly 2001-01
Engine Anti-Ice Inlet Installation 2001-01
Drag Leg Attach Fitting Crack 2002-03


SB 2422, Rev.1. Rudder Torque Shaft 98-002

Horizontal Stabilizer Aft Pivot 99-003
Elevator Torque Tube Assembly 99-003


Windshield Performance Data 97-002

PPG’s “Surface Seal” 97-002
Windshield “Hump” Seal 98-001
Window Seal Creeping 98-001
Windshield “Surface Seal Kit” (see 2002-03) 98-002
Windshield Hump Seal Temporary 98-002
Windshield Cleaning 99-005
Cockpit and Cabin Windows 99-005
Repaired King Air Windshields 2000-02
New and Improved Storm Window Seal 2001-03
Windshield Surface Seal 2002-03
Windshield Screw Replacement Kit 2003-01
Polarized Window Knob 2003-01
Windshield Delamination 2003-01
Windshield Sealant Alternatives 2004-02
Cabin Window Seals 2004-02
King Air Windshield Supercedure History 2005-02
King Air Windshield Anti-Static Coating 2005-02
Windshield Cleaning 2006-01


Fuel Caps 98-001

Wing Attach Drain Holes 99-001
Air to Air Heat Exchanger Duct Assembly 99-001
Battery Access Door Air Scoop 99-001
Wing Trailing Edge Cracks 99-005
Auxiliary Tank Upper Panel Insert Replacement 2000-03
Auxiliary Tank Upper Panel Insert Replacement R1 2001-01
SIRM Inspection 2001-01
SIRM Inspection, Rev. 1 2001-03
Lower Forward Wing Bolt Kit 2003-01
Wing Bolt Covers 2003-02
SIRM Training Requirements 2004-02
SIRM Lower Forward Fitting Inspection 2004-02
Wing Center Section Upper Wing Panel Debond 2004-02
Aft Spar Lower Cap Inspection-SIRM 2005-02
Outboard Wing Structure Lower Forward Spar Cap 2005-02
S.I.R.M. Lower Fitting Initial Inspection Interval 2006-01
Addition- F-90
Wing Structure Inspection Training Course 2006-02


Woodward Governor Company Service Bulletin 98-002

McCauley Service Letter 1998-7 98-003
Woodward Governor Company Service Bulletin 99-005
Propeller Governors and Sudden Engine Stoppage 2000-04
Hartzell Four Bladed Prop Feather Blade Angle 2001-01
Propeller Balance 2001-03
Four Bladed Propellers on King Air C90A 2001-03
Autofeather Flashing Lights 2001-04
Hartzell Propeller Service Bulletin Mounting Bolt 2002-04
Hartzell Propeller Grease Over-Servicing 2003-01
Auto-feather System Troubleshooting, Engines Off 2005-02
Torque Manifold Bleeding Procedures 2006-02
Propeller Synchrophaser Target Installation (F90) 2006-02
Propeller to Prop Shaft “O” Ring for Hartzell 2006-02

Engine Vibrator Isolators 97-002

Engine Fuel Pump Inlet Filter 97-002
Handling Pneumatic P3 and PY Lines 2001-01
ITT Harness 2001-04
Engine Fuel Pump Inlet Filter 2002-04
Engine Compressor Wash Ring Kit 2003-01
Engine Compressor and Turbine Washing 2003-01
Engine Truss Paint 2006-02


Engine Driven Low Pressure Fuel Pump 2002-01

Engine Driven Low Pressure Fuel Pumps 2003-02
Garrett Engines Service Bulletin TPE331-2102 2003-03


Engine Ignition (90/100 Series) 98-003

T5 Thermocouple Wiring Terminal 99-001
Ignition Exciter Box Spares Replacement 2004-02


McCauley 4 Blade Flight Idle Low Pitch Chart 2000-04


ITT Analog to Digital Change 98-001

Power Check 98-001
Meggitt Torque Indicator Replacement and 2002-05
ITT Calibration Checks 2003-02


Exhaust Stack Fairings Camloc 98-002

Exhaust Stack Material and Welding Specifications 2003-01
Exhaust Stack Flex Tubes, STC 2004-02
King Air B100 Exhaust Pipe Insulating Blanket 2005-02

79 Oil

Oil Pressure Slow to Register 2002-03

Oil Pressure Transducer and Connector Change 2005-02


Smart Start 97-002

100 ATA

ATA 97 Wiring Reporting 2000-04