King Air Conferance 2017 .ppt - Cessna

CUSTOMER SERVICE

King AirTechnical PresentationBOB GODSHALL

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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.


Agenda

• Customer Service

• Recent Service Documents

• Recent Communiqués

• Items in Work

• Field Issues

• Maintenance Manual

• Pratt & Whitney Canada PT6A Update

• Questions & Comments


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


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: [email protected] (NEW)

Bob

Service Engineering

Shad Werner Doug JeremyLuke

Turboprop Hotline

BillJames


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


Recent Service Documents


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


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


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


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.


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


Recent Communiqués


Model Communiqués 2015-07 thru 2016-09

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


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: [email protected]



• 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.



• 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



• 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



• 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.



• 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")



• 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



• 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.



• 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).


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)



• 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 [email protected]



• 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



• 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.



• 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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• 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



• 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



• 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



• 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



• 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.



• 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 [email protected]



• 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.


Items In Work


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


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


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


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


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.


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


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


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


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 and repair if foundGap No Gap


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


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


Field Issues


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


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.


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


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


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


Operational Safety Data Information

• Operational Safety Data (OSD)• Select applicable model


Maintenance Manual


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


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


King Air Universal Travel Board Calibration Added

• Calibration procedures have been added to MM 27-00-00

• Must be calibrated prior to each use


Online Aftermarket Catalog

• Sign into www.txtavsupport.com• Select Aftermarket Catalog in the MY INFORMATION box


Questions & Comments