Raytheon Aircraft Covrrerrarevatg7@e King Air 90, 100 Series King Air 90/100 Communique No. 22 October 1993 TO ALL BEECHCRAFT KING AIR 90 AND 100 SERIES OPERATORS, CHIEF PILOTS, AND ALL BEECHCRAFT WHOLESALERS, AVIATION CENTERS, AND INTERNATIONAL DISTRIBUTORS AND DEALERS: HOT SECTION INSPECTION INTERVAL ATA 5 & 10 Pratt and Whitney Service Bulletin 1003 specifies the interval should be 1250 hours for all engines installed on the Mode! 90 series King Air. We recently discovered a typographical error in Chapter 5-10-00 of the 90 Series Maintenance Manual P/N 90-590012-13. The A30 revision to the aforementioned Maintenance Manual, dated October 30, 1992, lists 1500 hours as the interval for Hot Section Inspections (5-10-00 page 203) which is incorrect. This error will be corrected in the next revision. Until then, please make note of this on the appropriate page of your Maintenance Manual. CABIN DOOR UPPER LATCH REPLACEMENT __ATA 5 & 52 Chapter 5-11-00 of the respective model Maintenance Manuals requires replacement of ‘the cabin airstair door upper latch hooks, brackets, arms, springs and pins at 12,500 hours. Adjustment of the latching mechanism in Chapter 52-10-00 of the Maintenance Manuals requires the use of a .076" pin (#48 drill) to assure the correct over center latching condition. (See article on rigging procedure later in this Communique.) There is a .080 - .077 hole in the bracket (P/N 50-430062-3, -7 or -19) and the arm (P/N 50- 430062-1 or 101-430030-1) which provides the correct orientation for the over center condition. The individual bracket and arm purchased by the P/N above do not have the tig pin hole installed at the factory. ‘The components are assembled and installed on a jig which provides the correct location of the hole in the over center condition, This complete assembly is available with the rig pin hole installed under the P/N listed below. The assemblies include the hook, arm, bracket, clevis pin, washer, and cotter pin. The listing below provides the assembly P/N with its effectivity and the individual parts included in this assembly:ASSEMBLY P/N 50-430062-5 50-430062-601 King Air 90/100 Communique No. 22 EFFECTIVITY: LJ-1 thru LJ-489 B-1 thru B-227 BE-1 thru BE-7 LW-1 thru LW-178 LJ-490 thru LJ-1010 except LU-986, LJ-996 B-228 thru B-247 October 1993 CONSISTS OF: 50-430032-11 Hook 50-430062-1 Arm 50-430062-3 Bracket MS20393-2C13 Pin AN960-10L Washer MS24665-130 Cotter Pin 50-430032-11 Hook 50-430062-1 Arm 50-430062-19 Bracket BE-8 thru BE-136 LW-179 thru LW-347 MS20392-2C13 Pin ‘AN960-10L Washer MS24665-130 Cotter Pin 101-430100-601 —LJ-986, LJ-996, 1J-1011 and After LA-2 thru LA-236 101-430029-1 Hook 101-430030-1 Arm 50-430062-19 Bracket 131323-2C15 Pin AN960-10L Washer MS24665-130 Cotter Pin RUDDER CABLE INTERFERENCE __ATA 27 We received a report of a rudder control cable rubbing the edge of a lightning hole at FS 384. The cables were being pulled out of alignment by the autopilot servo bridle cables. We developed a repair to prevent the cable from contacting the lightning hole. Please inspect your aircraft and if you experience this on your C90A, contact Beech Customer Support for the repair scheme. WATER INFILTRATION INTO NOSE A\ RTMENT. There have been reports of water infiltrating into the nose avionics compartment. If you have an aircraft which is exhibiting this condition, there are several items which should be checked. 1. Insure the avionics bay door seals are in good condition. 2. If the aircraft is equipped with moisture barrier curtains over the avionics bay door openings, inspect these curtains to verify it is properly installed and in good n. : If your aircraft is not equipped with the moisture barriers, optional Service Bulletin No. 2234 provides information concerning the installation of Kit No. 101-5101-1 S for the addition of moisture barriers in the nose avionics compartment.King Air 90/100 Communique No. 22 October 1993 3. Inspect the skin lap joints above the avionics compartment for any signs of cracks or separation, Seal as required with Proseal 890B-1/2 or equivalent. 4. Inspect the pitot tubes where they pass through the forward avionics compartment bulkhead. When flying in rain, water can enter through the air conditioner condenser air inlet. If this tube is not properly sealed, this water can collect on the right hand pitot tube in particular, and then wick along the tube into the avionics ‘compartment. These tubes should have a rubber grommet around the tubes where they pass through the forward avionics bay bulkhead F.S. 57.5 and be sealed with Proseal 890B-1/2 or equivalent. If the above items check okay but it is still believed that moisture is entering the avionics compartment, a water based colored construction paper can be taped in place over avionics components suspected of being affected by the moisture. If moisture is getting in, the paper will either be discolored or deformed and may provide information as to where the moisture is entering. WHEEL CRACKS ATA 32 Several main landing gear wheel assemblies, P/N 50-300010-133, have been submitted to the vendor, BF Goodrich (BFG), for analysis after finding cracks around the tie bolt holes. Metallurgical analysis of several of these wheels indicate the cracks are due to improper tie bolt torque. In a letter from BFG they stated with improperly torqued bolts “it is common for the wheel halves to crack in the tie bolt holes due to the incorrect loading of the wheels."" The proper torquing procedures are specified in Goodrich’s Component Maintenance Manual, P/N JN43335, which is contained in the King Air Series Component Maintenance Manual. “It is important that all aspects of the tie bolt system are met to obtain proper bolt torque. When assembling a wheel, an operator should assure the following: - The washers are all there and installed correctly (see sketch below! - The bolts and nuts are not damaged in any way. - Proper Lubtork is used and is applied to all applicable surfaces of the bolts, nuts, and washers (see sketch below} - The wheel surface under the washers, foreign substance, including paint ~ An accurate torque wrench is used - The nuts should be torqued (not the bolt) and in the sequence shown in the cm" © ind the mating face is clean and free of Although the use of Lubtork, MIL-T-5544, does provide some corrosion protection, its main purpose is to provide a "slick" or “frictionless” torquing of the tie bolts. BFG uses Lubtork during the testing and certifying process of the wheels to establish a torque value which provides adequate bolt pre-load (stretch) to assure proper assembly of the wheel. Torquing the nuts and bolts with old or insufficient Lubtork can produce lower than desired bolt pre-load, even at the prescribed torque value which can cause wheel