Beechcraft Structural Inspection and Repair Manual – King Air 90 100 200 300 350, Queen Air, 99 Airliner and Twin Bonanza – PDF

Description

Beechcraft Structural Inspection and Repair Manual – King Air, Queen Air, 99 Airliner and Twin Bonanza

This is the Structural Inspection and Repair Manual issued for the Beechcraft line of piston and turboprop airplanes, published under document number 98-39006D2 at Revision D2. It is a wing-structure document: every chapter in it deals with inspecting, evaluating and repairing the load-carrying structure of the wing, the center section and the wing-to-fuselage attachment. Rather than a general service manual, this Beechcraft Structural Inspection and Repair Manual tells an inspector exactly where to put an eddy current probe, how to calibrate the instrument, what reading means a crack, and what part of the airframe has to come off if one is found.

Coverage runs across the Beechcraft family from the Twin Bonanza 50 Series through the Queen Air 65, 70, 80 and 88, the 99 Airliner, the King Air 90 Series, King Air F90, King Air 100 Series, Super King Air 200 Series, Super King Air 300 and the Super King Air 350 (B300 Series). Each model group has its own section because the wing spar construction differs, and the manual is divided accordingly.

File Details

• Manual type: Structural Inspection and Repair Manual (SIRM)
• Document number: 98-39006D2
• Revision: Rev D2
• Brand: Beechcraft (Textron Aviation)
• Models covered: Super King Air 350 (B300 Series), Super King Air 300, Super King Air 200 Series, King Air 100 Series, 99 Airliner Series, King Air 90 Series, King Air F90 Series, Queen Air 88, Queen Air 65/70/80 Series, Twin Bonanza 50 Series
• Language: English
• Page count: 565
• File format: PDF

Chapters Covered

• 57-10-00 Wings – Model 50 Twin Bonanza: field repair for a crack in the skin of the lower wing box, wing attach bolt and nut inspection, center section and outboard wing spar crack inspection
• 57-10-01 Fuel probe dish repair for P/N 101-120108-9/-10, -99/-100, -153/-154 and -185/-186, including Kit 101-4045 wing panels
• 57-10-02 Main lower spar cap bumper block installation
• 57-10-03 Center wing upper skin panel corrosion blend repair and doubler fabrication
• 57-11-00 Wings – Models 65, 70 and 80 Queen Air: wing attach fitting inspection, lower forward spar cap and wing attach fitting inspection, wheel well inspection, lower forward spar cap at the wing root, center section subfloor inspection, outboard wing main spar crack and corrosion inspection, wing bolt, nut and spar fitting inspection
• 57-12-00 Wings – Model 88 Queen Air: the same inspection set applied to the Model 88 airframe
• 57-13-00 Wings – King Air 90 Series, divided by spar type: 57-13-01 for LW-1 thru LW-347 and LJ-1 thru LJ-1087, 57-13-02 for airplanes with Spar Kit 90-4077-1, 57-13-03 for LJ-1085, LJ-1088 and after with the three-element lower spar and clevis fittings
• 57-13-04 Nacelle splice plates (wing) – inspection, structural damage inspection and replacement
• 57-13-05 Cracks in the center wing, left and right upper wing skin near the forward wing attach fitting
• 57-13-06 Lower wing box skin crack repair
• 57-13-07 Torn skin on the center wing, rear spar and upper and lower wing bolt cover
• 57-14-00 Wings – King Air F90: 57-14-01 for LA-2 thru LA-225, 57-14-02 for LA-226 thru LA-236, plus F90 skin crack and torn skin repairs
• 57-15-00 Wings – 99 Airliner: 57-15-01 for U-1 thru U-164 without Spar Kit 99-4023-1, 57-15-02 with the kit installed, 57-15-03 for U-50, U-165 and after
• 57-15-04 Nacelle splice plates for the 99 Airliner
• 57-16-00 Wings – King Air 100: 57-16-01 without Spar Kit 100-4007-1, 57-16-02 with the kit installed, 57-16-03 nacelle splice plates
• 57-17-00 Wings – Super King Air 200 Series: 57-17-01 and 57-17-02 including the three-element clevis spar inspections, belly skin inspection and aft spar lower cap inspection
• 57-18-00 Wings – Super King Air 300 and B300/B300C: 57-18-01 and 57-18-02 for the 300 Series and B300/B300C airframes
• 57-30-01 Winglet composite repair: damage classification, fabric and core identification, standard and cosmetic repair procedures, bagging and curing

Read as a whole, the document is a single, continuous guide to keeping Beechcraft wing structure airworthy. It opens with the simplest job – stop-drilling a skin crack and cold-bonding a 2024-T3 doubler onto the lower wing box – and works up through eddy current inspection of every one of the sixteen wing attach fittings, removal and replacement of life-limited wing bolts, examination of the counterbore radius and bathtub area of the fittings, and the repair or replacement decisions that follow a confirmed indication.

How the Inspections Are Written

Every inspection in this manual follows the same disciplined pattern, and that consistency is what makes it usable in a shop. The inspector is first told which panels or access covers to remove, then which NDT method applies, then how to set the equipment up and how to decide whether what the instrument shows is a crack or just geometry. The three recurring steps – calibration or standardization, the applicable surface inspection procedure, and indication evaluation – are referenced back to Chapter 20-00-00 throughout, so the manual never leaves the inspector guessing at technique.

Methods called out across the chapters include eddy current surface and fastener hole inspection, eddy current inspection with specialty probes for counterbore radii and barrel nuts, magnified visual inspection with a 10-power or stronger glass, fluorescent liquid penetrant inspection of Inconel wing bolts and nuts, and magnetic particle inspection with circumferential crack indications sought on bolts and longitudinal indications on nuts. Instrument set-up values are given for specific equipment, including a Nortec 19e II, a Staveley Nortec 2000D and an Olympus Nortec 600S, with frequency, horizontal and vertical gain, phase angle and filter settings spelled out, and with the required screen deflection percentages stated so the operator can prove the set-up before touching the airplane.

Wing Bolts, Torque and Life Limits

Wing attachment hardware gets its own treatment because it is life-limited. The manual states plainly that all eight wing attach bolts must be removed and each fitting inspected, that bolts and nuts must be replaced in compliance with the time limits in the inspection schedule, and that removed components must be rendered unserviceable. Washer orientation is covered in detail – the radius on the outer circumference of the flat washer must face the radius in the fitting counterbore, and the countersink washer goes against the bolt head. Preload indicating washer assemblies are described as matched sets whose components must not be interchanged, and they must be replaced with a new assembly every time the lower forward bolt is loosened or removed.

Torque values are printed for each attach point: 2880 to 3000 inch-pounds on the lower forward bolt for the Model 50, 1180 to 1300 inch-pounds on the upper forward, upper aft and lower aft positions, 2380 to 2500 inch-pounds on the upper forward bolt for the 200 Series and 300 Series, and 30 to 50 inch-pounds on the lower forward clevis bolt where the castellated nut is safetied to the bolt. The lower forward bolt tightening procedure is described by feel rather than by a torque wrench reading – the bolt is tight when the outer ring of the preload indicating washer can no longer be turned with 30 plus or minus 5 pounds of tangential force applied to it, and the manual warns twice not to tighten beyond that point.

Corrosion, Cracks and What Happens Next

The spar cap corrosion chapters are unusually specific about what an inspector is looking for. A whitish, salt-like nonmetallic buildup, paint blisters, raised areas, surface distortion or cracks in the extruded flat surface of the cap are all listed as cause for further investigation, with the reminder that wax or paint trapped between the skin edge and the exposed cap is not corrosion. Fingertips, a straightedge and sighting down the length of the cap are all offered as ways to find irregularities that the eye alone may miss.

When an indication is confirmed, the consequences are stated without hedging. A crack in the center section lower forward spar cap calls for replacement of the lower forward inboard fittings, the center section spar cap and both outboard wing panel spar assemblies. A crack in an outboard wing panel spar cap requires the affected spar assembly to be replaced. A crack in a center section spar fitting means that fitting only, while a crack in an outboard wing panel main spar fitting means the entire forward spar assembly. In every case the manual directs the operator to contact Beechcraft technical support before the next flight for an operational safety evaluation, and small cracks at the feathered edge of the counterbore or the back of the tub may only be removed after technical support has been consulted.

IMAGES PREVIEW

Repairs and Kit References

Standard repairs in the manual cover skin crack repair near the forward wing attach fitting, repair of torn skin at the center wing and rear spar, repair of the wing trailing edge where skins are cracked and spotwelds broken, and repair at wing station 124.616 on the lower trailing edge. Each repair gives part numbers for the filler, doubler and support plate, material specifications such as 2024-T3 alclad sheet, 4130 alloy steel heat treated to 125 to 145 ksi, and HRH-10 Nomex core, plus the adhesives, primers and chemical conversion coatings to be used. Fastener spacing rules of 2D edge distance and 4D to 6D spacing on new locations are repeated so a fabricated part matches the original structure.

Spar and fitting replacement kits are listed by number and effectivity: Kit 100-4002-1, -3 and -4 for outboard wing main spars, Kit 65-4019S and Kit 90-4063 for main spar inspection provisions, Kit 90-4077-1, Kit 99-4023-1S, Kit 100-4007-1, Kit 101-4045, Kit 101-4050, Kit 101-4077-1 and -3 and Kit 101-1200-1. The composite winglet chapter closes the manual with damage classification, ply lay-up schedules using woven graphite and fiberglass cloth at specified orientations, honeycomb core identification, vacuum bagging layups and cure cycles of 170 to 190 degrees Fahrenheit for 90 minutes.

What This Beechcraft Structural Inspection and Repair Manual Enables

With this manual on hand a licensed technician or repair station can carry out the full wing structural inspection programme on a Beechcraft King Air, Queen Air, 99 Airliner or Twin Bonanza and know that the intervals, methods and acceptance criteria match the manufacturer’s published requirements. It supports the eddy current inspection of wing attach fittings, spar caps, wheel wells, nacelles and wing roots, the removal and inspection of life-limited wing bolts and nuts, fastener hole inspection and corrective reaming to 1/64 or 1/32 inch oversize, fabrication and installation of skin and doubler repairs, corrosion blending within stated thickness minimums, and nacelle splice plate inspection and replacement.

Correct procedures and correct numbers matter here more than almost anywhere else on the airframe. A wing bolt torqued to the wrong value, a washer installed with the radius facing the wrong way, a preload indicating washer reused after being loaded, or a crack removed without engineering evaluation can all compromise the wing attachment. This manual exists precisely to prevent that: it states the torque, the washer orientation, the washer replacement rule, the life limit and the call-out to technical support in plain language at the point of use.

Delivery is by instant PDF download, so there is no shipping wait and no physical binder to store. The file opens on a workshop laptop, a tablet or a phone, pages can be printed for the hangar floor, and the inspection tables and figures can be consulted while the aircraft is opened up rather than after the fact.