super king air 350 & 350c poh/afm p/n: 130-590031 · pdf filesection 8 model b300/b300c...

SECTION 8

Model B300/B300C

SUBJECT PAGE

HANDLING, SERVICING & MAINTENANCETABLE OF CONTENTS

August, 2006 8-1

Introduction To Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3Airplane Inspection Periods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4

Special Conditions Cautionary Notice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5Preventive Maintenance That May Be Accomplished

By A Certificated Pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5Alterations Or Repairs To Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6

Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6Tie-Down. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7Jacking And Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7Prolonged Out-Of-Service Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7Engine Care In Salty Environments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7

Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9Shock Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10

Fuel Handling Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10Filling The Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11Fuel Grades And Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12

Vacuum Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12Servicing The Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13

Oxygen Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13Oxygen System Purging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13Filling The Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13

Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14Cabin Air Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14Deicing and Anti-Icing of Airplanes On The Ground . . . . . . . . . . . . . . . . . . . 8-15

Snow Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15Frost Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15Ice Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16Deicing and Anti-Icing Fluid Application. . . . . . . . . . . . . . . . . . . . . . . . . . 8-16

sec08toc.fm Tuesday, September 5, 2006 9:13 AM

Model B300/B300C

8-2 August, 2006

SECTION 8HANDLING, SERVICING & MAINTENANCE

TABLE OF CONTENTS (CONT’D)SUBJECT PAGE

Miscellaneous Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17

Exterior Painted Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17Windows And Windshields. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18

Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18Windshields. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19

Polarized Cabin Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19Cockpit Side Windows (Anti-Fog) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19Surface Deice Boot Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20

Interior Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20Leather Or Vinyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20Fabrics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21Laminate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21

Consumable Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21Lamp Replacement Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22

Exterior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22Passenger Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22

sec08toc.fm Tuesday, September 5, 2006 9:13 AM

Handling, Servicing & MaintenanceSection 8

Model B300/B300C

8-3August, 2006

INTRODUCTION TO SERVICING The purpose of this section is to outline to the Owner and Operator the require-ments for maintaining the Model B300/B300C in a condition equal to that of itsoriginal manufacture. This information sets the time intervals at which the airplaneshould be taken to a Raytheon Aircraft Company authorized outlet for periodic ser-vicing or preventive maintenance.

The Federal Aviation Regulations place the responsibility for the maintenance ofthis airplane on the Owner and the Operator, who should make certain that allmaintenance is done by qualified mechanics in conformity with all airworthinessrequirements established for this airplane.

All limits, procedures, safety practices, time limits, servicing and maintenance re-quirements contained in this handbook are considered mandatory.

Raytheon Aircraft Company authorized outlets can provide recommended modifi-cation, service, and operating procedures issued by both FAA and Raytheon Air-craft Company, which are designed to get maximum utility and safety from theairplane.

If a question arises concerning the care of the Model B300/B300C, it is importantthat the airplane serial number be included in any correspondence. The serialnumber appears on the Manufacturer’s Identification Plaque, located on the fuse-lage exterior, left side, aft of the airstair door.

The Model B300/B300C is a pressurized airplane. Drilling, modifica-tion, or any type of work which creates a break in the pressure ves-sel is considered the responsibility of the owner or facility performingthe work. Obtaining approval of the work is, therefore, their respon-sibility.

PUBLICATIONS The following publications for the Model B300/B300C are available throughRaytheon Aircraft Company authorized outlets:

1. Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual 2. Pilot’s Check List 3. Maintenance Manual 4. Component Maintenance Manual (Includes Supplier Data) 5. Wiring Diagram Manual 6. Parts Catalog 7. Service Bulletins

sec08.fm Tuesday, September 5, 2006 9:13 AM

Handling, Servicing & Maintenance Model B300/B300CSection 8

8-4

August, 2006

The following publications will be provided, at no charge, to the registered owner/operator of this airplane:

• Reissues and revisions of the Pilot’s Operating Handbook and FAA ApprovedAirplane Flight Manual.

• Original issues and revisions of FAA Approved Airplane Flight Manual Supple-ments.

• Original issues and revisions of Raytheon Aircraft Company Service Bulletins.

The above publications will be provided to the registered owner/operator at the ad-dress listed on the FAA Aircraft Registration Branch List or the Raytheon AircraftCompany Domestic/International Owners Notification List. Further, the owner/op-erator will receive only those publications pertaining to the registered airplane se-rial number. For detailed information on how to obtain "Revision Service"applicable to this handbook or other Raytheon Aircraft Company Service Publica-tions, consult any Raytheon Aircraft Company authorized outlet, or refer to the lat-est revision of Raytheon Aircraft Company Service Bulletin No. 2001.

AIRPLANE INSPECTION PERIODS Refer to the following for required inspections:

1. Model B300/B300C Maintenance Manual 2. Model B300/B300C Structural Inspection Repair Manual

NOTEThe FAA may require other inspections by issuance of Airworthi-ness Directives applicable to the airplane, engines, propellers, orcomponents. It is the responsibility of the owner/operator to ensurethat all applicable Airworthiness Directives are complied with, andwhen repetitive inspections are required, to prevent inadvertent non-compliance with subsequent inspection requirements. It is also theresponsibility of the owner/operator to ensure that all FAA-requiredinspections and most Raytheon Aircraft Company recommended in-spections are accomplished by properly certificated mechanics atproperly certificated agencies (both meeting 14 CFR Part 91 and 14CFR Part 43 requirements). Consult a Raytheon Aircraft Companyauthorized outlet for assistance in determining and complying withthese requirements.



Model B300/B300C

8-5August, 2006

SPECIAL CONDITIONS CAUTIONARY NOTICE

Airplanes operated for Air Taxi or other than normal operations and airplanes op-erated in humid tropics or cold and damp climates, etc., may need more frequentinspections for wear, corrosion, and/or lack of lubrication. In these areas, periodicinspections should be performed until the operator can set his own inspection pe-riods based on experience. The required periods do not constitute a guaranteethat the item will reach the period without malfunction, as the aforementioned fac-tors cannot be controlled by the manufacturer.

PREVENTIVE MAINTENANCE THAT MAY BE ACCOM-PLISHED BY A CERTIFICATED PILOT

1. A certificated pilot may perform limited maintenance. Refer to 14 CFR Part43 for the items which may be accomplished.

NOTETo ensure that proper procedures are followed, obtain a ModelB300/B300C Maintenance Manual prior to performing preventivemaintenance.

2. All other maintenance must be performed by properly certificated person-nel. Contact a Raytheon Aircraft Company authorized outlet for further in-formation.

NOTEPilots operating airplanes of other than U. S. registry should refer tothe regulations of the country of registry for information on preven-tive maintenance that may be performed by a pilot.

ALTERATIONS OR REPAIRS TO AIRPLANE The FAA should be contacted prior to any alterations on the airplane, to ensurethat the airworthiness of the airplane is not violated.

NOTEAlterations or repairs to the airplane must be accomplished by prop-erly licensed personnel.



8-6

August, 2006

GROUND HANDLING TOWING

The tow bar connects to the upper torque knee fitting of the nose strut. The air-plane is steered with the tow bar when moving the airplane by hand, or an optionaltow bar is available for towing the airplane with a tug. Although the tug will controlthe steering of the airplane, someone should be positioned in the pilot’s seat tooperate the brakes in case of an emergency.

Always ensure that the control locks are removed before towing theairplane. Serious damage to the steering linkage can result if the air-plane is towed while the control locks are installed. Do not tow theairplane with a flat shock strut.

The nose gear strut has turn limit warning marks to warn the tug driver when turn-ing limits of the gear will be exceeded. Damage will occur to the nose gear andlinkage if the turn limit is exceeded. The maximum nose wheel turn angle is 48°left and right. When ground-handling the airplane, do not use the propellers orcontrol surfaces as hand holds to push or move the airplane.

PARKING

The parking brake may be set by pulling out the parking brake control, located onthe extreme left side, below the pilot’s subpanel, and depressing the toe portion ofthe pilot’s rudder pedals. The parking control closes dual valves in the brake linesthat trap the hydraulic pressure applied to the brakes and prevents pressure lossthrough the master cylinders. To release the parking brake, depress the pilot’sbrake pedals to equalize the pressure on both sides of the parking brake valvesand push the parking brake control fully in.

NOTEAvoid setting the parking brake when the brakes are hot from severeusage, or when moisture conditions and freezing temperaturescould form ice locks.

The parking brake should be left off and wheel chocks installed whilethe airplane is unattended. Changes in ambient temperature cancause the brakes to release or to exert excessive pressures.



Model B300/B300C

8-7August, 2006

TIE-DOWN

Three mooring eyes are provided: one underneath each wing, and one in the ven-tral fin. To moor the airplane, chock the wheels fore and aft, install the controllocks, and tie the airplane down at all three points. If extreme weather is anticipat-ed, it is advisable to nose the airplane into the wind before tying it down. Installengine inlet and exhaust covers, propeller tie-down boots (one blade down), andpitot mast covers when mooring the airplane.

Unrestrained propellers are apt to windmill. Prolonged windmilling atzero oil pressures can result in bearing damage. Windmilling propel-lers are a SAFETY HAZARD.

JACKING AND LEVELING

The Model B300/B300C is provided with three jacking points to raise the airplanefor servicing. The forward point is on the left side of the nose wheel well openingnear the aft end of the nose wheel doors. The main gear points are on the rearspar just inboard of the nacelle fairing. All three points are easily identified by theplacarding JACK PAD adjacent to the jack points. The areas around the jack padsare unobstructed to facilitate the use of jacks. All adapters extend 0.7 inch (1.78cm) or more below the structure surface.

Two leveling screws are located on the left side of the fuselage immediately for-ward of the entrance door on the B300 and just aft of the cargo door on the B300C.Leveling is accomplished with a plumb bob. Jack pad leveling may require thenose-gear shock strut to be secured in the static position to prevent its extension.Wheel weighings can be leveled by varying the amounts of air in the shocks andtires.

PROLONGED OUT-OF-SERVICE CARE

Refer to the Model B300/B300C Maintenance Manual.

ENGINE CARE IN SALTY ENVIRONMENTS

Refer to the Model B300/B300C Maintenance Manual.



8-8

August, 2006

SERVICING EXTERNAL POWER

The airplane is equipped with an external power receptacle, located just outboardof the right engine in the lower side of the wing center section. The receptacle willaccept a standard AN-type plug. The airplane electrical system is automaticallyprotected from reverse polarity (i.e., positive ground) and overvoltage. Refer to theModel B300/B300C Maintenance Manual for ground checkout information.

External power can be used to operate all the airplane electrical equipment (thisincludes avionic checkouts) during ground operations without the engine running,and it can be used to start the engines. A switch in the external power installation,activated by the insertion of the external power plug of the ground power unit, illu-minates an amber EXT PWR caution annunciator on the caution/advisory annun-ciator panel. The annunciator will flash when the external power plug is engagedand when external power voltage is low. The EXT PWR annunciator will be illumi-nated continuously when the external power voltage is high enough to preventbattery discharge. The external power unit should be capable of producing 1000amperes for 5 seconds, 500 amperes for 2 minutes and 300 amperes continuous-ly. A maximum continuous load of 350 amperes will damage the external powerrelay and power cables of the airplane.

Any current in excess of 1000 amperes may overtorque the driveshaft of the starter-generator or produce heat sufficient to shortenthe life of the unit.

BATTERY

Servicing the 24-volt, sealed, lead-acid battery is limited to recharging an inadvert-ently discharged battery and scheduled capacity checks. For detailed servicing ofthe battery, refer to the Model B300/B300C Maintenance Manual.

HYDRAULIC SYSTEM

The hydraulic system reservoir and accumulator are located in the left center sec-tion. The accumulator pressure should be maintained at 800 ± 50 psi. Refer to theModel B300/B300C Maintenance Manual for detailed procedures.

The reservoir cap incorporates a dipstick marked in degrees Fahrenheit; the fluidlevel should be at its corresponding temperature. For additional information, referto the Model B300/B300C Maintenance Manual.



Model B300/B300C

8-9August, 2006

TIRES

The airplane is equipped with dual tires on the main gear, and a single tire on thenose gear. Each main gear is equipped with 19 x 6.75-8, 10-ply-rated tubelesstires, and a 22 x 6.75-10, 8-ply-rated tire is installed on the nose gear.

Inflate the main-wheel tires to between 80 and 87 psi unloaded and 88 and 92 psiloaded. The nose wheel tire should be inflated to between 55 and 60 psi.

Refer to the Model B300/B300C Maintenance Manual for more detailed inspectionand repair procedures.

NOTEWhile Raytheon Aircraft Company cannot recommend the use of re-capped tires, tires retreaded by an FAA-approved repair station witha specialized service-limited rating in accordance with the latest re-vision of TSO-C62 may be used.

SHOCK STRUTS

Service the shock struts according to the Model B300/B300C Maintenance Man-ual.

BRAKE SYSTEM

Brake servicing is limited to maintaining adequate fluid in the reservoir. A dipstickis provided as part of the reservoir lid to measure the fluid level. When the fluid islow, add sufficient quantity of approved hydraulic fluid to raise the level to the fullmark on the dipstick.

Brake assemblies are equipped with automatic adjusters to assure a positiveclearance between disc and lining when the brakes are not applied.

Each wheel cylinder (except those airplanes equipped with optional brake deice)is provided with a means of conveniently checking brake wear. For more detail onservicing of the wheels and brakes, and airplanes equipped with brake deice, referto the Model B300/B300C Maintenance Manual.

OIL SYSTEM

Before servicing the airplane with engine oil, obtain the latest copy of Pratt andWhitney SB 13001. Only those engine oils listed in P&WC Service Bulletin 13001are to be used in the PT6A-60A engines. Do not mix different oil brands together.Total oil tank capacity is 11 U. S. quarts (10.4 liters). When a dry engine is firstserviced, it will require approximately 5 quarts (4.7 liters) in addition to tank capac-ity to fill the lines and cooler, giving a total system capacity of 14 U.S. quarts or 3.5U.S. gallons (13.2 liters). The engine will trap approximately 1.5 quarts (1.4 liters)which cannot be drained.



8-10

August, 2006

NOTEThe normal oil level is at the one quart mark. Overfilling may causea discharge of oil through the breather until a satisfactory level isreached.

For further information regarding servicing of the oil system, refer to the ModelB300/B300C Maintenance Manual.

FUEL SYSTEM

FUEL HANDLING PRACTICES

All hydrocarbon fuels contain some dissolved, suspended water. The quantity ofwater contained in the fuel depends on temperature and the type of fuel. Kero-sene, with its higher aromatic content, tends to absorb and suspend more waterthan aviation gasoline. Along with the water, it will suspend rust, lint, and other for-eign materials longer. Given sufficient time, these suspended contaminants willsettle to the bottom of the tank. However, the settling time for kerosene is fivetimes that of aviation gasoline. Due to this fact, jet fuels require good fuel handlingpractices to assure that the airplane is serviced with clean fuel. If recommendedground procedures are carefully followed, solid contaminants will settle and freewater can be reduced to 30 parts per million (PPM), a value that is currently ac-cepted by the major airlines. Since most suspended matter can be removed fromthe fuel by sufficient settling time and proper filtration, it is not a major problem.Dissolved water has been found to be the major fuel contamination problem. Itseffects are multiplied in airplanes operating primarily in humid regions and warmclimates.

Dissolved water cannot be filtered from the fuel with micronic type filters, but canbe released by lowering the fuel temperature, such as will occur in flight. For ex-ample, a kerosene fuel may contain 65 ppm (8 fl oz per 1000 gallons) of dissolvedwater at 80°F (26°C). When the fuel temperature is lowered to -9°C, only about 25ppm will remain in solution. The difference of 40 ppm will have been released assupercooled water droplets which need only a piece of solid contaminant or an im-pact shock to convert them to ice crystals. Tests indicate that these water dropletswill not settle since the specific gravity of ice is approximately equal to that of ker-osene. The 40 ppm of suspended water seems like a very small quantity, butwhen added to suspended water in the fuel at the time of delivery, is sufficient toice a filter. While the critical fuel temperature range is from -18°C to -29°C, whichproduces severe system icing, water droplets can freeze at any temperature be-low 0°C.

Water in jet fuel also creates an environment favorable to the growth of microbio-logical sludge in the settlement areas of the fuel cells. This sludge, plus other con-taminants in the fuel, can cause corrosion of metal parts in the fuel system as wellas clogging of the fuel filters.

Since fuel temperature and settling time affect total water content and foreign mat-ter suspension, contamination can be minimized by keeping equipment clean.



Model B300/B300C

8-11August, 2006

Use adequate filtration equipment and careful water drainage procedures, storethe fuel in the coolest areas possible, and allow adequate settling time. Under-ground storage is recommended for fuels. Filtering the fuel each time it is trans-ferred will minimize the quantity of suspended contaminants carried by the fuel.

The primary means of contamination control by the owner/operator is careful han-dling. This applies not only to fuel supply, but to keeping the airplane systemclean. The following is a list of steps that may be taken to prevent and recognizecontamination problems.

1. Know your supplier. It is impractical to assume that fuel free of contaminantswill always be available, but it is feasible to exercise precaution and bewatchful for signs of fuel contamination.

2. Assure, as much as possible, that the fuel obtained has been properlystored, filtered as it is pumped to the truck, and filtered again as it is pumpedfrom the truck to the airplane.

3. Perform filter inspections to determine if sludge is present. 4. Periodically flush the fuel tanks and systems. The frequency of flushing

should be determined by the climate and the presence of sludge. 5. Use only clean fuel servicing equipment. 6. After refueling, allow a three hour settle period, whenever possible, then

drain a small amount of fuel from each drain.

Fuel spilled on tires has a deteriorating effect, so tires should becleaned promptly.

FILLING THE TANKS

When filling the airplane fuel tanks, always observe the following:

1. Make sure the airplane is statically grounded to the servicing unit via theplug-in jacks near each filler location, and that the airplane and servicingunit are both grounded to the ground.

2. The main filler cap is located on top of the outboard wing section, and theauxiliary filler cap is located on top of the center wing section. Do not restfuel nozzle in tank filler neck, because this may damage the filler neck.

Do not fill auxiliary tanks unless main tanks are full.

3. Allow a three-hour settle period whenever possible, then drain a smallamount of fuel into a container from each drain point. Check fuel at eachdrain point for contamination.



8-12

August, 2006

FUEL GRADES AND TYPES

Aviation Kerosene Grades Jet A, Jet A-1, Jet B, JP-4, JP-5, and JP-8 may bemixed in any ratio. Aviation Gasoline Grades 80 (80/87), 91/96, 100LL, 100 (100/130), and 115/145 are emergency fuels and may be mixed with the recommendedfuels in any ratio; however, use of the lowest octane rating available is recom-mended. Operation on Aviation Gasoline shall be limited to 150 hours per engineduring each time-between-overhaul (TBO) period. Refer to Section 2, LIMITA-TIONS, for additional limitations on the use of Aviation Gasoline and Fuel Addi-tives.

Do not allow the fuel cells to dry out and crack. At a later servicing,the cracks would allow fuel to diffuse through the walls of the fuelcell. If any fuel cell is to remain empty for an extended interval, en-sure that the fuel cells last contained jet fuel; if the fuel cells last con-tained aviation gasoline, coat them with oil.

For further information pertinent to servicing of the fuel system, refer to the ModelB300/B300C Maintenance Manual.

VACUUM AIR

Vacuum is obtained by operating an ejector with bleed air from the engines. Dur-ing operation, the ejector draws air in through the vacuum filter. A vacuum-reliefregulator valve regulates vacuum pressure.

The vacuum filter, located at the top of the avionics compartment, is of prime im-portance and should be inspected at the interval shown in the Model B300/B300CMaintenance Manual, or more often if conditions warrant (smoky, dusty condi-tions).

The vacuum-relief regulator valve, located on the forward pressure bulkhead inthe bottom of the avionics compartment, is protected by a foam sponge type filterwhich should be cleaned in solvent at the interval shown in the Model B300/B300C Maintenance Manual. If vacuum pressure rises above a normal reading,clean the filter and recheck vacuum pressure before attempting to adjust thevalve.



Model B300/B300C

8-13August, 2006

SERVICING THE OXYGEN SYSTEM

OXYGEN COMPONENTS

Oxygen for unpressurized, high-altitude flight is supplied by a cylinder located inthe compartment immediately aft of the aft pressure bulkhead. A 50-, 77-, or 115-cubic-foot (1416, 2181, or 3257 liters) cylinder may be installed. The oxygen sys-tem is serviced by a filler valve accessible by removing an access plate on theright side of the aft fuselage. The system has two pressure gages, one located onthe right subpanel in the crew compartment for in-flight use, and one adjacent tothe filler valve for checking system pressure during filling.

Refer to OXYGEN SYSTEM SCHEMATIC in Section 7, SYSTEMS DESCRIP-TION.

A shutoff valve and regulator, located on the cylinder, controls the flow of oxygento the crew and passenger outlets. The shutoff valve is actuated by a push-pulltype control located on the left side of the pedestal in the cockpit. The regulator isa constant-flow type which supplies low pressure oxygen through system plumb-ing to the outlets.

OXYGEN SYSTEM PURGING

Offensive odors may be removed from the oxygen system by purging. The systemshould also be purged anytime system pressure drops below 50 psi, or a line inthe system is opened. Purging is accomplished simply by connecting a rechargingcart into the system and permitting oxygen to flow through the lines and outletsuntil any offensive odors have been carried away. The following precautionsshould be observed when purging or servicing the oxygen system:

1. Avoid any operation that could create sparks. Keep all burning cigarettesand fire away from the vicinity of the airplane when the outlets are in use.

2. Inspect the filler connection for cleanliness before attaching it to the fillervalve.

3. Make sure that your hands, tools, and clothing are clean, particularly ofgrease or oil stains, for these contaminants are extremely dangerous in thevicinity of oxygen.

4. As a further precaution against fire, open and close all oxygen valves slowlyduring filling.

FILLING THE OXYGEN SYSTEM

When filling the oxygen system, only use Aviator’s Breathing Oxygen, MIL-0-27210.



8-14

August, 2006

DO NOT USE MEDICAL or INDUSTRIAL OXYGEN. It containsmoisture which can cause the oxygen valve to freeze.

Fill the oxygen system slowly by adjusting the recharging rate with the pressureregulating valve on the servicing cart, because the oxygen, under high pressure,will cause excessive heating of the filler valve. Fill the cylinder (50-, 77- or 115-cubic foot (1416, 2181, or 3257 liters) to a pressure of 1800 ± 50 psi at a temper-ature of 21°C. This pressure may be increased an additional 3.5 psi for each de-gree of increase in temperature; similarly, for each degree of drop in temperature,reduce the pressure for the cylinder by 3.5 psi. The oxygen system, after filling,will need to cool and stabilize for a short period before an accurate reading on thegage can be obtained. When the system is properly charged, disconnect the fillerhose from the filler valve and replace the protective cap on the filler valve.

AIR CONDITIONER

If an extended period of time occurs during which the air conditioning system isnot operated, moisture may condense and settle in the system low spots, resultingin corrosion of the refrigerant lines. Also, the system seals may dry out, shrink, andcrack, due to the lack of lubrication. In order to protect the integrity of the system,the air conditioner should be operated at least 10 minutes every month.

Do not attempt to operate the air conditioner when the ambient tem-perature is below 10°C. If for several weeks it is impossible to obtainan ambient temperature of at least 10°C, the recommended monthlyinterval for operating the air conditioner may be extended some-what.

For air conditioner system servicing information, refer to the Model B300/B300CMaintenance Manual.

Refrigerant and oil are under pressure within the refrigeration sys-tem. Injury to personnel or damage to the system could occur if themaintenance is not performed properly. The refrigerant systemshould be serviced only by qualified air conditioner technicians.

CABIN AIR FILTERS

A flexible, fiberglass-type air filter covers the coils of the forward air conditionerevaporator. When an aft evaporator is installed, another flexible filter is used at theaft evaporator coils. A foam-rubber type recirculated-air filter is also installed overthe return-air valve, at floor level forward of the copilot’s rudder pedals. All these



Model B300/B300C

8-15August, 2006

filters should be inspected and replaced at the interval shown in the Model B300/B300C Maintenance Manual for procedures regarding filter replacement.

DEICING AND ANTI-ICING OF AIRPLANES ON THE GROUND

Deicing is the removal of ice, frost, and snow from the airplane’s exterior after ithas formed. Anti-icing is a means of keeping the surface clear of subsequent ac-cumulations of ice, snow and frost.

Snow and ice on an airplane will seriously affect its performance. Removal ofthese accumulations is necessary prior to takeoff. Airfoil contours may be alteredby the ice and snow to the extent that their lift qualities will be seriously impaired.Ice and snow on the fuselage can increase drag and weight.

SNOW REMOVAL

The removal of frozen deposits by chipping or scraping is not recommended. Thebest way to remove snow is to brush it off with a squeegee, soft brush, or mop.Exercise care so as not to damage any components that may be attached to theoutside of the airplane, such as antennas, vents, stall warning vanes, etc. Removeloose snow from the airplane before heating the airplane interior; otherwise, at lowtemperatures, the snow may melt and refreeze to build up a considerable depthof ice. If the airplane has been hangared and snow is falling, coat the airplane sur-faces with an anti-icing solution; snow falling on the warm surface will have a ten-dency to melt, then refreeze.

After snow has been removed from the airplane, inspect the airplane for evidenceof residual snow, special attention should be given all vents, openings, staticports, control surfaces, hinge points, and the wing, tail, and fuselage surfaces forobstructions or accumulations of snow. Check the exterior of the airplane for dam-age to external components that may have occurred during the snow removal op-erations.

Control surfaces should be moved to ascertain that they have full and free move-ment. The landing gear mechanism, doors, wheel wells, uplocks and microswitch-es should be checked for ice deposits that may impair function.

When the airplane is hangared to melt snow, any melted snow may freeze againif the airplane is subsequently moved into subzero temperatures. Any measurestaken to remove frozen deposits while the airplane is on the ground must also pre-vent the possibility of refreezing of the liquid.

Following snow removal, should freezing precipitation continue, the airplane sur-face should be treated for anti-icing.

FROST REMOVAL

Frost that may form on the wing fuel tank bottom skins need not be removed priorto flight. Frost that may accumulate on other portions of the wing, the tail surfaces,



8-16

August, 2006

or on any control surface, must be removed prior to flight. Frost that cannot be re-moved by wiping with a gloved hand or soft towel must be removed by placing theairplane in a warm hangar or by the application of a deicing fluid.

After removal of all frost from the airplane exterior, check all external componentsfor damage that may have occurred during frost removal.

ICE REMOVAL

Moderate or heavy ice and residual snow deposits should be removed with a de-icing fluid. No attempt should be made to remove ice deposits or break an ice bondby force.

After completing the deicing process, the airplane should be inspected to ensurethat its condition is satisfactory for flight. All external surfaces should be examinedfor residual ice or snow, special attention should be given all vents, openings, stat-ic ports, control surfaces, hinge points, and the wing, tail, and fuselage surfacesfor obstructions or accumulations of ice or snow.

Control surfaces should be moved to ascertain that they have full and free move-ment. The landing gear mechanism, doors, wheel wells, uplocks and microswitch-es should be checked for ice deposits that may impair function.

When the airplane is hangared to melt ice, any melted ice may freeze again if theairplane is subsequently moved into subzero temperatures. Any measures takento remove frozen deposits while the airplane is on the ground must also preventthe possible refreezing of the liquid.

Following ice removal, should freezing precipitation continue, the airplane surfaceshould be treated for anti-icing.

DEICING AND ANTI-ICING FLUID APPLICATION

Airplane deicing fluids may be used diluted or undiluted according to manufactur-er’s recommendations for deicing. For anti-icing purposes, the fluids should al-ways be used undiluted. Deicing fluids may be applied either heated or unheated.Refer to Section 2, LIMITATIONS, for a listing of approved airplane deicing/anti-icing fluids.

NOTEType II and Type IV deicing fluids should only be applied at low pres-sure by trained personnel with proper equipment.

If a sprayer is not available, deicing fluid may be brushed or painted onto the air-plane’s surfaces.



Model B300/B300C

8-17August, 2006

MISCELLANEOUS MAINTENANCE CLEANING

EXTERIOR PAINTED SURFACES

Polyester urethane undergoes a curing process for a period of 30days after application. Wash uncured painted surfaces with a mildnon-detergent soap (MILD detergents can be used on urethane fin-ishes) and cold or lukewarm water only. Use soft cloths, keepingthem free of dirt and grime. Any rubbing of the surface should bedone gently and held to a minimum to avoid damaging the paint film.Rinse thoroughly with clear water. Stubborn oil or soot deposits maybe removed with automotive tar removers.

Prior to cleaning, cover the wheels, making certain the brake discs are covered.Attach the pitot cover securely, and plug or mask off all other openings. Be partic-ularly careful to mask off all static air buttons before washing or waxing. Use spe-cial care to avoid removing lubricant from lubricated areas.

Washing may be accomplished by flushing away loose dirt with clean water, thenwashing with a mild soap and water, using soft cleaning cloths or a chamois. Avoidharsh, abrasive or alkaline soaps or detergents which could cause corrosion orscratches. Thorough clear-water rinsing prevents buildup of cleaning agent resi-due, which can dull the paint’s appearance. To remove oily residue or exhaustsoot, use a cloth dampened with an automotive tar remover. Wax or polish the af-fected area if necessary.

Do not expose elevator, rudder, and aileron trim tab hinge lines andtheir pushrod systems to the direct stream or spray of high-pressuresoap-and-water washing equipment. Fluid dispensed at high pres-sure could remove the protective lubricant, allowing moisture fromheavy or prolonged rain to collect at hinge lines, and then to freezeat low temperatures. After high-pressure or hand washing, and ateach periodic inspection, lubricate trim tab hinge lines and trim tabpushrod end fittings (Brayco 300 per Federal Specification VV-L-800 preferred).

When using high-pressure washing equipment, keep the spray or stream clear ofwheel bearings, propeller hub bearings, etc., and openings such as pitot tubes,static air buttons, battery and avionics equipment cooling ducts which should besecurely covered or masked off. Avoid directing high-pressure sprays toward thefuselage, wings, and empennage from the rear, where moisture and chemicalsmight more easily enter the structure, causing corrosion damage to structuralmembers and moving parts.



8-18

August, 2006

When cleaning wheel well areas with solvent, especially if high-pressure equipment is used, exercise care to avoid washing awaygrease from landing gear components. After washing the wheel wellareas with solvent, lubricate all lubrication points, or premature wearmay result.

During the curing period, do not make prolonged flights in heavy rain or sleet, andavoid all operating conditions which might cause abrasion or premature finish de-terioration.

Do not apply wax, polish, rubbing compound, or abrasive cleaner toany uncured painted surface. Use of such items can permanentlydamage the surface finish. Also, waxes and polishes seal the paintfrom the air and prevent curing.

Waxing of polyester urethane finishes, although not required, is permitted; how-ever, never use abrasive cleaner type waxes, polishes, or rubbing compounds, asthese products cause eventual deterioration of the characteristic urethane gloss.

For waxing, select a high quality automotive or aircraft waxing product. Do not usea wax containing silicones, as silicone polishes are difficult to remove from surfac-es. A buildup of wax on any exterior paint finish will yellow with age; therefore, waxshould be removed periodically. Generally, aliphatic naphtha is adequate and safefor this purpose.

NOTEBefore returning the airplane to service, remove all maskings andcoverings, and relubricate as necessary.

WINDOWS AND WINDSHIELDS

WINDOWS

The plastic windows should be kept clean and waxed. To prevent scratches, washthe windows carefully with plenty of mild soap and water, using the palm of thehand to dislodge dirt and mud. Flood the surface with clean water to rinse awaydirt and soap. After rinsing, dry the windows with a clean, moist chamois. Rubbingthe surface of the plastic with a dry cloth should be avoided, as it builds up an elec-trostatic charge on the surface, which attracts dust particles.

If oil or grease is present on the surface of the plastic, remove it with a cloth moist-ened with kerosene, aliphatic naptha, or hexene, then rinse the surface with clearwater. Never use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire-



Model B300/B300C

8-19August, 2006

extinguisher or anti-ice fluid, lacquer thinner, or glass cleaner. These materials willsoften the plastic and may cause it to craze.

If it is desired to use a commercial cleaner to clean the plastic windows, use onlycleaners that are approved by Raytheon Aircraft Company and follow the direc-tions on the container. It will not be necessary to apply wax to windows after useof commercial cleaners, as these cleaners contain wax, as well as cleaningagents.

After thoroughly cleaning, wax the surface with a good grade of commercial waxthat does not have an acrylic base. The wax will fill in minor scratches and helpprevent further scratching. Apply a thin, even coat of wax and bring it to a high pol-ish by rubbing lightly with a clean, dry, soft, flannel cloth. Do not use a power buff-er; the heat generated by the buffing pad may soften the plastic.

WINDSHIELDS

Glass windshields with antistatic coating should be cleaned as follows:

1. Wash excessive dirt and other substances from the glass with clean water. 2. Clean the windshield with mild soap and water or a 50/50 solution of isopro-

pyl alcohol and water. Wipe the glass surface in a straight rubbing motionwith a soft cloth or sponge. Never use any abrasive materials or any strongacids or bases to clean the glass.

3. Rinse the glass thoroughly and dry, but do not apply wax.

POLARIZED CABIN WINDOWS

The polarized cabin windows consist of two plastic window panels installed withthe polarized surfaces facing each other in a sealed assembly. To clean the inte-rior exposed surface of the window requires only careful application of the practic-es for cleaning plastic windows. If it should become necessary to clean the innersurface of the sealed assembly and the inside of the pressure glass, remove thecomplete window panel.

COCKPIT SIDE WINDOWS (ANTI-FOG)

The interior surface of cockpit (crew) side windows utilizes an "anti-fog" coatingwhich cannot be cleaned by the methods specified for windshields and cabin sidewindows without damaging the anti-fog surface. These windows require specialcare when cleaning is required. The following methods and materials have beenfound to be acceptable in cleaning the anti-fog coating. The use of other materialsmay cause loss of anti-fog protection or obscure vision through the window.

1. The commercial product Windex Glass Cleaner may be used. Shake thebottle well, spray on, remove with a soft cloth such as flannel or a plexiwipecloth using light hand pressure.



8-20

August, 2006

Do not allow Windex to contact the surfaces of uncoated acrylic win-dows. Adjacent uncoated windows should be papered over or oth-erwise protected.

2. Commercial liquid detergents such as LUX or JOY dissolved in warm watermay be used to clean the anti-fog coatings. This solution is applied andrinsed with clean water, then wiped dry with a soft cloth or a clean, dampchamois.

SURFACE DEICE BOOT CLEANING

The deice boots are made of soft, flexible stock, which may be damaged if fuelhoses are dragged over the surface of the boots or if ladders and platforms arerested against them. Keep deice boots free of oil, fuel, paint remover, solvents,and other injurious substances. Deice boots should be cleaned regularly with amild soap and water solution. Refer to the Model B300/B300C Maintenance Man-ual for cleaning procedures.

ENGINE

Clean the engine with neutral solvent. Spray or brush the fluid over the engine,then wash off with water and allow to dry.

Do not use solutions which may attack rubber or plastic. Protect en-gine switches, controls and seals; fluid applied at high pressure canunseat seals, resulting in contamination of the sealed systems.

INTERIOR CARE

LEATHER OR VINYL

Dust occasionally. To remove almost any stain, wash it in accordance with the fol-lowing:

NOTENever use saddle soap, furniture polishes, oils, varnishes, ammoniawater, or solvents of any kind.

1. Use lukewarm water. 2. With Castile, Ivory or any other mild soap, work up a thin layer of suds on a

piece of cheesecloth, and apply to the stained area. 3. With a piece of cheesecloth dampened in clean water, remove the soap film. 4. Dry the dampened area with a dry, soft cloth.



Model B300/B300C

8-21August, 2006

The colors of many leathers may only be accomplished by surfacedye processing. The color may be rubbed off by continuously drag-ging hard or coarse material across the leather. While working in thecabin, use protective covers on the leather upholstery. Use only milddetergent with a soft cloth to clean soiled leather.

FABRICS

Dust has impurities which affect fabrics. Vacuum fabrics often. Dry cleaningshould be done at regular intervals before excessive soil has accumulated. Theactual cleaning of draperies and upholstery must be performed by a professionaldry cleaner. Very few fabrics are washable.

LAMINATE

The decorative surface may be readily cleaned with warm water and mild soap.The use of abrasive or "special" cleansers should be avoided. Stubborn stainsmay be removed with organic solvents or two minutes exposure to a hypocloritebleach such as "Clorox," followed by a clean water rinse.

CONSUMABLE MATERIALS Refer to the Model B300/B300C Maintenance Manual for consumables (type andbrand name) approved for use in the Model B300/B300C.



8-22

August, 2006

LAMP REPLACEMENT GUIDE ITEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NUMBER

EXTERIOR

Entry Light (Under Left Wing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4174Ice Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7079B-24Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4596Beacons . . . . . . . . . . . . . . . . . . Refer to Parts Catalog and Maintenance ManualTail Floodlight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1982SPTail Navigation Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1683Taxi Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4587Wing Navigation Light . . . . . . . . Refer to Parts Catalog and Maintenance ManualWing-tip Recognition Light . . . . Refer to Parts Catalog and Maintenance ManualWing-tip High Intensity Light . . . Refer to Parts Catalog and Maintenance Manual

PASSENGER COMPARTMENT

Spar Cover Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101-380065-1Cabin Door Handle Lock Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1864Cabin Sign Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1202-300Reading Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1495XStep Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1864Threshold Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS25231-313Exit Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1450 and 425Cabin Door Hook Observation Lights (B300 only) . . . . . . . . . . . . . . . . . . . . 1873Cabin Indirect Lights . . . . . . . . . Refer to Parts Catalog and Maintenance Manual

COCKPIT

Fuel Quantity Indicator Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267Instrument Indirect Lights (Under Glareshield) . . . . . . . . . . . . . . . . . . . . . . . 1864Map Light (Control Wheel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1495Overhead Floodlight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303Lights for all other Instruments, Indicators, Annunciators, and Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327


super king air 350 & 350c poh/afm p/n: 130-590031 · pdf filesection 8 model b300/b300c...

Documents