SUPER KING AIR MODEL B300/B300C MAINTENANCE MANUAL

SERVICING
12-10-01 - Replenishing - Fuel System

REPLENISHING
FUEL SYSTEM
12-10-01

SERVICING
300300

1. INFORMATION
Refer to Standard Practices - Airframe Chapter 20-14-00, 201, for information on tools and equipment
referenced in Table 301. Refer to Standard Practices - Airframe Chapter 20-15-00, 201, for information on
recommended materials referenced in Table 301.

Table 301
Tools/Equipment and Recommended Materials
ITEM TOOLS AND EQUIPMENT ITEM RECOMMENDED MATERIALS
02-008 Preservative Oil
07-001 Jet Fuel Anti-icing Inhibitor
12-001 Biocidal Agent

2. FUEL HANDLING

A. Fuel Handling Safety Information

WARNING: The airplane and all equipment used in performing the operation must be properly
grounded. This includes defueling equipment, work stands, purging equipment, and
any powered or pneumatic devices. Equip work stands with a personnel static
discharge plate of copper or zinc, affixed in such a position that personnel can
contact the plate before coming in contact with the airplane. High static electrical
charges are created by the contact and separation of unlike substances, or by any
sort of motion of persons or material, and are a constant source of danger when
generated in the presence of fuels or flammable vapors. Do not drain fuel tanks near
the end of the working day and allow them to stand empty overnight. It could make
conducive conditions for producing explosive vapors. If the system is not
completely empty, residual fuel drains down the sides of the tank and forms
puddles. During the night, fuel from the puddles evaporates into the air in the tank
and a critical fuel-air ratio develop. An explosion could be set off by a spark. Avoid
such a lapse of time between draining and purging of the fuel tanks. Make sure that
the area is well ventilated before draining fuel. No smoking within 50 feet of the
airplane. Place battery and generator switches in the OFF position. Disconnect all
electrical power to airplane. If fuel contacts the eyes, rinse with cool, fresh water and
seek medical attention immediately. Avoid allowing fuel to contact skin. When
contact cannot be avoided, wash with mild soap and water. Visually inspect all
connections and hoses for leaks. If any leaks are indicated or develop, discontinue
servicing.
CAUTION: Make sure that all equipment used for servicing the fuel system (draining, filling, defueling
etc.) is properly grounded. Grounding jacks are located near the fuel filler ports on each
wing. Do not fill the auxiliary fuel tanks until the main tanks and (if installed) the wing tip
tanks are full.

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CAUTION: Remove spilled fuel immediately to prevent the fuel-contaminated surface from causing
deicer boot and/or tire deterioration.
Do not attempt extended aux fuel transfer operation without the engines running. Aux fuel
transfer operation is not recommended while performing fuel draining.
The following fuel handling safety information must be complied with during maintenance of the airplane
fuel system.

(1) Make sure that the airplane is statically grounded to the servicing unit and to the ramp.

(2) Avoid damaging the deice boots when using refueling equipment. The deice boots are made of
soft, flexible stock which may be damaged if refueling hoses, ladders or platforms are dragged
across or rested against the deice boot surfaces.

(3) Do not rest the fuel nozzle in the filler neck of the tanks.

(4) If filling the wing tip tanks, allow sufficient time for the fuel to flow from the tip tank to the main tank.

(5) Remove the filler cap during draining or defueling to prevent damage or collapse of fuel cells.

B. Fuel Handling Practices

All hydrocarbon fuels contain some dissolved and suspended water. The quantity of water contained in
the fuel depends upon the temperature and type of fuel. Jet fuel, with its higher aromatic content, tends
to absorb and suspend more water than aviation gasoline. Along with the water, it will suspend rust, lint
and other foreign materials longer. Given sufficient time, these contaminants will settle to the bottom of
the tank. However, the settling time for jet fuel is five times that of aviation gasoline. Due to this fact, jet
fuels require good fuel handling practices to make sure that the airplane is serviced with clean fuel. If
recommended ground procedures are carefully followed, solid contaminants will settle to the bottom of
the fuel cell and free water can be reduced to 30 parts per million (ppm), a value that is currently
accepted by major airlines.
Since most suspended materials can be removed from the fuel by sufficient settling time and proper
filtration, they are not a major problem. Dissolved water has been found to be the major fuel
contamination problem. Its effects are multiplied in airplanes operated primarily in humid regions and
warm climates.
Dissolved water cannot be removed from the jet fuel by micronic filters, but can be released by lowering
the fuel temperature, such as will occur in flight. For example, a jet fuel may contain 65 ppm (8 ounces
per 1000 gallons) of dissolved water at 80°F. When the fuel temperature is lowered to 14°F, only about
25 ppm will remain in solution. The difference of 40 ppm will have been released as supercooled water
droplets which need only a piece of solid contaminant, or an impact shock to convert them to ice
crystals. Tests indicate that these water droplets will not settle during flight and are pumped freely
through the system. If they become ice crystals in the tank, they will not settle since the specific gravity
of ice is approximately equal to that of jet fuel. Although 40 ppm of suspended water seems like a very
small quantity, when added to suspended water in the fuel at the time of delivery, it is sufficient to ice a
filter. While the critical fuel temperature range is from 0° to -20°F, which produces severe system icing,
water droplets can freeze at any temperature below 32°F.
Water in jet fuel also creates an environment favorable to the growth of a microbiological “sludge” in the
settlement areas of the fuel cells. This sludge, plus other contaminants in the fuel, can cause corrosion
of metal parts in the fuel system as well as clogging the fuel filters. Although this airplane uses
bladder-type fuel cells, except for the outboard aft integral (wet wing) cell in each wing, and although all

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metal parts, except the standby boost pumps and jet transfer pumps, are mounted above the settlement
areas, the possibility of filter clogging and corrosive attacks on fuel pumps exists if contaminated fuels
are consistently used.
Since fuel temperature and settling time affect total water content and foreign matter suspension,
contamination can be minimized by keeping equipment clean, using adequate filtration equipment and
careful water drainage procedures, storing the fuel in the coolest areas possible, and adequate settling
time. Underground storage is recommended for fuels. Filtering the fuel each time it is transferred will
minimize the quantity of suspended contaminants carried by the fuel.
The primary means of fuel contamination control by the owner/operator is “Good Housekeeping”. This
applies not only to the fuel supply, but to keeping the airplane system clean. The following is a list of
steps that may be taken to prevent and recognize contamination problems:
• Know your supplier. It is impractical to assume that fuel free of contaminants will always be
available.
• Exercise caution and watch for signs of fuel contamination.
• Make sure, as much as possible, that the fuel obtained has been properly stored.
• The fuel should be filtered as it is pumped from storage to the truck.
• The fuel should be filtered as it is pumped from the truck to the airplane.
• Perform filter inspections to determine if sludge is present.
• Maintain good housekeeping by periodically flushing the fuel tankage system. The frequency
of flushing will be determined by the climate and presence of sludge.
• Use only clean fuel servicing equipment.
• After refueling, allow a three hour settling period whenever possible, then drain a small
amount of fuel from each drain.

3. FUEL GRADES AND TYPES

WARNING: All maintenance and service personnel: Reference: FAA order 8110.34, dated March 31,
1988, “PROCEDURES FOR THE USE OF ALTERNATE FUELS FOR TURBINE-POWERED
AIRCRAFT.”
Switch fueling is the practice of mixing fuels with a flashpoint of less than 100°F (38°C)
with fuels having a flashpoint of more than 100° F or vice versa. Mixing kerosene base
JP-5, Jet-A or Jet-A1 fuels with wide-cut distillants, JP-4 and Jet-B is considered switch
fueling. Switch fueling changes the fuel/air mixture flammability characteristics. When
switch fueling must be accomplished, fueling rates must be reduced to 1/2 of the normal
rates.
Table 302 gives fuel refiners’ brand names, along with the corresponding designations established by the
American Petroleum Institute (API) and the American Society of Testing Material (ASTM). The brand names
are listed for ready reference and are not specifically recommended by Beechcraft Corporation. Any product
conforming to the recommended specification may be used.
CAUTION: The use of aviation gasoline shall be limited to 150 hours of operation during each Time Between
Overhaul (TBO) period.
Jet A, Jet A-1, Jet B, JP-4, JP-5 and JP-8 fuels may be mixed in any ratio. Aviation gasoline, grades 80 red
(formerly 80/87), 91/96, 100LL Blue, 100 Green (formerly 100/130) and 115/145 Purple are emergency fuels
and may be mixed in any ratio with normal fuels when necessary. However, use of the lowest octane rating
available is suggested due to its lower lead content.

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NOTE: In some countries 100LL Blue is colored Green and designated 100L.
The use of aviation gasoline as a jet fuel should be minimized wherever possible due to the adverse effects
on the hot section parts and the corrosion of turbine vanes.

Table 302
Fuel Brands and Type Designations
Company Product Name Designation
American Oil Company American Jet Fuel Type A Jet A
American Jet Fuel Type A-1 Jet A-1
Atlantic Refining Company Arcojet-A Jet A
Arcojet-A-1 Jet A-1
Arcojet-B Jet B
BP Trading Company BP A.T.K. Jet A-1
BP A.T.G. Jet B
California Texas Company Caltex Jet A-1 Jet A-1
Caltex Jet B Jet B
Cities Service Company Turbine Type A Jet A
Continental Oil Company Conoco Jet-40 Jet A
Conoco Jet-50 Jet A
Conoco Jet-60 Jet A-1
Conoco Jet JP-4 Jet B
Exxon Oil Company Exxon Turbo Fuel A Jet A
Exxon Turbo Fuel 1-A Jet A-1
Exxon Turbo Fuel 4 Jet B
Gulf Oil Company Gulf Jet A Jet A
Gulf Jet A-1 Jet A-1
Gulf Jet B Jet B
Mobil Oil Company Mobil Jet A Jet A
Mobil Jet A-1 Jet A-1
Mobil Jet B Jet B
Phillips Petroleum Company Philjet A-50 Jet A
Philjet JP-4 Jet B
Pure Oil Company Purejet Turbine Fuel Type A Jet A
Purejet Turbine Fuel Type A-1P Jet A-1
Richfield Petroleum Company Richfield Turbine Fuel A Jet A
Richfield Turbine Fuel A-1 Jet A-1

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Table 302
Fuel Brands and Type Designations (Continued)
Company Product Name Designation
Shell Oil Company Aeroshell Turbine Fuel 640 Jet A
Aeroshell Turbine Fuel 650 Jet A-1
Aeroshell Turbine Fuel JP-4 Jet B
Sinclair Oil Company Sinclair Superjet Fuel Jet A
Sinclair Superjet Fuel Jet A-1
Standard Oil of California Chevron TF-1 Jet A-1
Chevron JP-4 Jet B
Standard Oil of Kentucky Standard JF A Jet A
Standard JF A-1 Jet A-1
Standard JF B Jet B
Standard Oil of Ohio Jet A Kerosene Jet A
Jet A-1 Kerosene Jet A-1
Texaco Texaco Avjet K-40 Jet A
Texaco Avjet K-58 Jet A-1
Texaco Avjet JP-4 Jet B
Union Oil Company 76 Turbine Fuel Jet A-1
Union JP-4 Jet B
NOTE
Jet A - Aviation Kerosene Type fuel with -40°F (-40°C) Freeze Point.
Jet A-1 - Aviation Kerosene Type Fuel with -58°F (-50°C) Freeze Point.
Jet B - A low grade, Kerosene Type fuel with a freeze point of -60°F (-51°C), similar to MIL-T-5624 grade JP-4,
which has a freeze point of -76°F (-60°C).

4. JET FUEL ADDITIVES

Condensation of water in the fuel tanks increases the possibility of microbiological contamination of the fuel
which can damage skins, coatings and sealants in the fuel tanks. Fuel additives, such as the jet fuel anti-icing
Inhibitors conforming to MIL-DTL-85470 and a specific fuel Biocide manufactured under the trade name
Biobor JF or Kathon JF 1.5, are compounds which contain anti-fungal and biocidal agents to reduce the
possibility of contamination of the fuel, as well as clogging of fuel filters and lines. Either of these agents may
be used separately or together in the fuel system with no detrimental effect on the fuel system components.
The following is a description of the available fuel additive compounds which are effective biocidal and
anti-fungal agents.

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A. Jet Fuel Anti-icing Inhibitor

Jet fuel anti-icing inhibitor (07-001, Table 301) is primarily an anti-icing agent, but also has excellent
microbiological sludge deterrent characteristics. Very soluble in water, but only slightly soluble in fuel,
this additive must be precisely blended in the fuel by a metering device that permits injection of the
agent into a flowing stream of fuel to make sure of even dispersal. Fuel distributors may tank or batch
blend, or it may be preferred to blend at the airplane when fueling. If the tanker truck is not equipped
with the proper metering device, it may be necessary to carry the anti-icing agent and the blending
device in the airplane. When blending the anti-icing agent with fuel, the concentration of additive should
not be less than 20 fluid ounces per 260 gallons of fuel or more than 20 fluid ounces per 104 gallons of
fuel. When adding previously blended fuel, the additive concentration should not be less than
0.06 percent by volume or more than 0.15 percent by volume. This additive should be used on a
continuous basis.

B. Biocidal Agent
WARNING: Obey all instructions and precautions specified by the manufacturer’s of Biobor JF
and Kathon FP 1.5.
CAUTION: Drain all sumps prior to refueling. Excessive water concentrations in contact with excessive
BIOBOR JF concentrations can result in formation of solid crystalline products in a fuel
system.
Biocidal agents, Biobor JF and Kathon FP 1.5 (12-001, Table 301) are not jet fuel anti-icing inhibitors,
and are intended to be used specifically as a fuel biocide. These compounds are an extremely efficient
biocidal agent and is very soluble in fuel as well as water. Biobor JF and Kathon FP 1.5 disperses
throughout the entire fuel system to even the most remote areas soon after introduction into the system.
These compounds are used as a periodic treatment in recommended concentrations of 135 ppm but not
exceeding 270 ppm by weight for Biobor JF or in a concentration of 100 ppm by weight for Kathon FP
1.5 when the airplane has been operated in an environment conducive to fungal or microbial
contamination, or when such contamination is evidenced by dirty sump drains, clogged filters, odor or
visual evidence in the tanks, etc.
Biobor JF in concentrations not to exceed 270 ppm, or Kathon FP 1.5 in a concentration of 100 ppm
may be used as a single dose shock treatment to clean out and sterilize a very contaminated system.
Any system that is contaminated should be treated at a concentration level for the appropriate biocide
used. When sterility is achieved, Biobor JF at a concentration of 135 ppm level may be used as a
preventative measure. Parked airplanes require only one treatment until fuel is burned off or replaced.
Biobor JF is not volatile and may remain in the tank until the fuel is used.
Biobor JF or Kathon FP 1.5 must be used at a high enough concentration to kill, not just control the
infestation, and when used only periodically, it must be used often enough to prevent new growth. The
mixture must be able to contact the entire surface of the fuel tank interiors and remain in contact a
minimum of 36 hours to 72 hours for Biobor JF or 12 to 72 hours for Kathon FP 1.5 to effect the kill. The
longer the time the biocide remains the better the biocide will work. During the soak time the airplane
should not be moved or the engines run. Refer to Table 303, Table 304 and Table 305 for fuel ratios for
specified concentrations as an aid in blending. Tank surfaces, gages, filters and linings should be
inspected or replaced as necessary, depending upon the severity of the contamination. Make sure to
account for residual fuel in the tanks so that proper dosage is maintained.
For operational usage, the preferred method of introducing biocidal agent into the fuel is by injection
through a metering device. If no metering device is available, blending may be accomplished by batch
blending or by over-the-wing blending while filling the tanks. When half of the required quantity of fuel
has been added, gradually introduce the compound directly into the stream of fuel while adding the
other half of the fuel. Complete mixing is necessary for fungicidal activity. A Hi-Flo Prist Blender (mode)

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pH-204 may be used to introduce the fuel additive to the fuel system. Tank surface, gages, filters and
linings should be inspected or replaced as necessary, depending upon the severity of the
contamination.

Table 303
Biobor JF to Fuel Ratios
TURBINE FUEL BIOBOR JF @ 270 PPM BIOBOR JF @ 135 PPM
POUNDS GALLONS POUNDS GALLONS FL OZS. POUNDS GALLONS FL OZS.
670 100 0.18 0.02 2.63 0.09 0.01 1.32
1,340 200 0.36 0.04 5.26 0.18 0.02 2.63
2,010 300 0.54 0.06 7.89 0.27 0.03 3.95
2,680 400 0.72 0.08 10.53 0.36 0.04 5.26
3,350 500 0.90 0.10 13.16 0.45 0.05 6.58
6,700 1,000 1.81 0.21 26.42 0.90 0.10 13.16
13,400 2,000 3.62 0.41 52.92 1.81 0.21 24.46
16,750 2,500 4.52 0.52 66.08 2.26 0.26 33.04
33,500 5,000 9.04 1.03 132.16 4.52 0.52 66.08
67,000 10,000 18.09 2.07 264.47 9.05 1.03 132.31
WARNING
Observe all instructions and precautions specified by the manufacturer of Biobor JF.
NOTE
1. To determine the fluid ounces of Biobor JF required to give a concentration of 270 ppm,
multiply pounds of fuel by 0.004 and for a concentration of 135 ppm by 0.002.
2. Density of Jet Fuel: 1 gallon weighs 6.714 pounds.

Table 304
Kathon FP 1.5 - Treatment Ration @ 100 ppm
SYSTEM VOLUME DOSE VOLUME
GALLONS LITERS CUBIC METERS OUNCES MILLILITERS LITERS
50 189.25 0.19 0.75 22.18 0.022
100 378.50 0.38 1.5 44.36 0.044
150 567.75 0.57 2 59.14 0.059
200 757.00 0.76 2.75 81.32 0.081
250 946.25 0.95 3.5 103.5 0.103
300 1135.50 1.14 4 118.28 0.118
320 1211.20 1.21 4.25 125.67 0.126
350 1324.75 1.32 4.5 133.07 0.133

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Table 304
Kathon FP 1.5 - Treatment Ration @ 100 ppm (Continued)
SYSTEM VOLUME DOSE VOLUME
GALLONS LITERS CUBIC METERS OUNCES MILLILITERS LITERS
400 1514.00 1.51 5.25 155.24 0.155
450 1703.25 1.70 6 177.42 0.177
500 1892.50 1.89 6.5 192.21 0.192
1000 3785.00 3.79 13 384.41 0.384
1500 5,677.50 5.68 19.5 576.62 0.577
2000 7570.00 7.57 25.75 761.44 0.761
2500 9462.50 9.46 32 946.25 0.946
3000 11,355.00 11.36 38.5 1138.46 1.138
4000 15,140.00 15.14 51.25 1515.48 1.515
5000 18,925.00 18.93 64 1892.50 1.893
10,000 37,850.00 37.85 128 3785.00 3.785
WARNING
Observe all instructions and precautions specified by the manufacturer of Kathon FP 1.5.
NOTE
Density of Jet Fuel: 1 gallon weighs 6.714 pounds.

Table 305
Biobor JF Addition Level for Various Fuels*
Biobor JF Rates At 270 Ppm
FUEL DENSITY AT 15°C GALS OF FUEL
OZ OF TREATED
BIOBOR JF PER PER QT. (32 OZ)
FUEL g/ml pounds/gal 1000 gal. fuel OF BIOBOR JF
JP-4 0.7601 6.343 25.37 1,261
KEROSENE (TURBINE FUEL) 0.8045 6.714 26.86 1,191
*Computed from fuel densities as surveyed by the American Petroleum Institute.

5. FILLING THE TANKS

WARNING: All maintenance and service personnel: Reference: FAA order 8110.34, dated March 31,
1988, “PROCEDURES FOR THE USE OF ALTERNATE FUELS FOR TURBINE-POWERED
AIRCRAFT.”
Switch fueling is the practice of mixing fuels with a flashpoint of less than 100°F (38°C)
with fuels having a flashpoint of more than 100°F or vice versa. Mixing kerosene base
JP-5, Jet-A or Jet-A1 fuels with wide-cut distillants, JP-4 and JET-B is considered switch

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fueling. Switch fueling changes the fuel/air mixture flammability characteristics. When
switch fueling must be accomplished, fueling rates must be reduced to 1/2 of the normal
rates.

A. Main and Auxiliary Fuel Tanks

NOTE: For airplanes fitted with extended range fuel tanks (Model 350ER/CER) fill the main tanks and
auxiliary tanks before filling the extended range fuel tanks (Ref. Paragraph 5.B.).

(1) Observe the FUEL HANDLING SAFETY INFORMATION (Ref. Paragraph 2.A.) and FUEL
HANDLING PRACTICES (Ref. Paragraph 2.B.).

(2) Service the main tanks first; main filler caps are located in the outboard fuel cell on the leading
edge of each wing near the wing tip.

(3) Service the auxiliary tanks second through the auxiliary filler caps located on top of the wing center
section inboard of each nacelle.

(4) Allow a three hour settling period if possible.

(5) Drain a small amount of fuel from each drain point.

B. Extended Range Fuel Tank

(Model 350ER/CER)
(1) Observe the FUEL HANDLING SAFETY INFORMATION (Ref. Paragraph 2.A.) and FUEL
HANDLING PRACTICES (Ref. Paragraph 2.B.).

(2) Service the main fuel tank and the auxiliary fuel tank (Ref. Paragraph 5.A.).

(3) Unlock and remove the extended range fuel tank filler cap, located on the forward end of the
extended range fuel tank (Ref. Figure 301).

(4) Insert the fueling nozzle into the extended range fuel tank and begin fueling until the desired
amount of fuel is attained.

(5) After servicing of the extended range fuel tank is complete, install and lock filler cap.

(6) Return the airplane to the original condition.

6. DRAINING THE FUEL SYSTEM

A defueling adapter is provided as an integral part of the nacelle fuel cell. The defueling adapter, located aft of
the standby boost pump, contains a check valve to prevent fuel drainage when the plug is removed.

A. Main and Auxiliary Fuel Tanks

Note: For airplanes fitted with extended range fuel tanks (Model 350ER/CER), drain the extended
range fuel tanks before draining the main tanks and auxiliary tanks (Ref. Paragraph 6.B.).

(1) Observe the FUEL HANDLING SAFETY INFORMATION (Ref. Paragraph 2.A.) and FUEL
HANDLING PRACTICES (Ref. Paragraph 2.B.).

(2) Remove the cover on the bottom of the nacelle to gain access to the adapter plug.

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(3) Place a suitable container under the drain plug.

(4) Remove the drain plug and screw an AN832-12 union into the adapter. The fuel will begin draining
as the check valve is unseated by the union.

(5) After the fuel is drained, remove the AN832-12 union and replace the drain plug.

(6) Replace the access cover.

(7) Install the filler cap.

NOTE: The fuel crossfeed will not transfer fuel from the left to right fuel system or vice versa.

B. Extended Range Fuel Tank

(Model 350ER/CER)
(1) Observe the FUEL HANDLING SAFETY INFORMATION (Ref. Paragraph 2.A.) and FUEL
HANDLING PRACTICES (Ref. Paragraph 2.B.).

(2) Unlock and remove the extended range fuel tank filler cap (Ref. Figure 301).

(3) Place a suitable container under the extended range fuel tank drain valve.

(4) Open the drain valve and drain the residual fuel from the extended range fuel tank as follows:

(a) Rotate the drain valve poppet clockwise until it stops.

(b) Push the drain valve poppet inward until it stops.

(c) Rotate the drain valve poppet counterclockwise to lock in place.

(5) When fuel stops flowing from the drain valve, rotate the drain valve poppet clockwise to unlock and
close.

(6) Install and lock the fuel filler cap on the extended range fuel tank.

(7) Drain the main fuel tank and the auxiliary fuel tank (Ref. Paragraph 6.A.).

(8) Return the airplane to the original condition.

C. Defueling
Defuel the airplane with the aid of a fuel truck.

(1) Observe the FUEL HANDLING SAFETY INFORMATION (Ref. Paragraph 2.A.) and FUEL
HANDLING PRACTICES (Ref. Paragraph 2.B.).

(2) Remove fuel filler caps.

(3) Connect a static ground cable from the airplane to a ground stake.

(4) Connect a static ground cable from the defueling vehicle to a ground stake.

(5) Connect a static ground cable from the defueling truck to the airplane.

(6) Remove the cover on the bottom of the nacelle to gain access to the adapter plug.

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(7) Attach the hose from the defueling truck to the AN832-12 union.

(8) Remove the plug from the defueling adapter, located aft of the standby boost pump, and screw the
AN832-12 union into the adapter. This will allow fuel to flow from the airplane to the defueling
vehicle. Attach the clamp to the hose to prevent fuel leakage around the hose-union-adapter
connection. Start the defueling pump.

(9) When defueling is completed, shut off the defueling pump. Disconnect the hose and the AN832-12
union from the defueling adapter.

(10) Install the adapter plug.

(11) Disconnect the AN832-12 union from the hose.

(12) Disconnect the static ground cable from the defueling vehicle to the airplane.

(13) Disconnect the static ground cable from the defueling vehicle to the ground stake.

(14) Disconnect the static ground cable from the airplane to the ground stake.

(15) Install the fuel filler caps on the airplane.

D. Purging
(1) Observe the FUEL HANDLING SAFETY INFORMATION (Ref. Paragraph 2.A.) and FUEL
HANDLING PRACTICES (Ref. Paragraph 2.B.).

(2) Make sure that the BAT switch is set to the OFF position and tag the switch with a caution tag
indicating “DO NOT APPLY POWER”.

(3) Perform the BATTERY POWER DISCONNECT procedure (Ref. 24-30-01, 201) and tag the
connector with a caution tag “DO NOT RECONNECT”.

(4) Connect a static ground cable from the airplane to a ground stake.

(5) Perform the DEFUELING procedure (Ref. Paragraph 6.C.).

(6) Pour approximately 5 gallons of preservative oil (02-008, Table 301) into each fuel cell to reduce
the flash point of the empty fuel cells.

CAUTION: Use only dehydrated gas.

(7) Drain the preservative oil (02-008, Table 301) from each fuel cell and apply inert gas, such as
carbon dioxide or nitrogen, as follows:

(a) Open the fuel cell drain and vents. Remove the filler cap.

(b) Insert an air hose with a 1/4 inch orifice into the filler neck. Apply inert gas at approximately
50 psi for approximately 30 minutes.

(c) Close the drain.

WARNING: Remove the fiber horn when using any fire extinguisher bottle as a carbon
dioxide source. The horn is too large to fit into the filler neck and may
build a static electrical charge as the gas passes rapidly through it.

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Ground both the fire extinguisher nozzle and the bottle to the airplane.
Discharge the carbon dioxide into the fuel cells slowly, at a rate of one
pound or less per minute, to avoid building a static electrical charge or
damaging the cells with low temperature. The size of the carbon dioxide
bottle used can be varied to meet existing conditions. The 15 pound size
is handy. The total amount recommended is based on the quantity usually
needed to purge a tank or tanks of the size under discussion. However,
more may be needed to obtain a safe reading on the combustible gas
indicator.
It is permissible to use nitrogen or any other inert gas in place of the
carbon dioxide gas called out in any of the purging procedures. The same
precautionary measures stated above shall be observed.

(d) Continue applying purging gas to the fuel cells at a rate of one pound or less of gas per
minute. Use at least 3 pounds of purging gas in each cell.

NOTE: Larger amounts of carbon dioxide or nitrogen gas must be used to purge large fuel
cells or multiple fuel cells with one filler neck.

(e) After the purging process has been completed, wait 2 to 3 hours, then test each fuel cell for
the presence of dangerous fuel vapors with a combustible gas indicator. If fuel vapors are
present, continue purging the fuel cells until the test results indicate no vapors remain.

(8) After completing the maintenance tasks that required purging of the fuel system, perform the
FILLING THE TANKS procedure (Ref. Paragraph 5.).

(9) Disconnect the static ground cable from the airplane to the ground stake.

(10) Perform the BATTERY POWER CONNECT procedure (Ref. 24-30-01, 201) and remove the
caution tags.

7. FUEL CELL PRESERVATION

CAUTION: Never store fuel cells in the vicinity of electrical equipment, such as generators and motors. The
movement of brushes across the commutators of these units results in minute sparks that cause
the formation of ozone gas. Ozone has a highly destructive effect on fuel cells. Although it leaves
no visible indication, ozone makes the material of which the cells are formed brittle so that the
cells will disintegrate upon the application of stress.
NOTE: Preservation is not necessary for in-service fuel cells when the cell is to be empty for an indefinite
period. The fuel cell should not be open to the atmosphere except for the normal vent lines in the
airplane.
If AVGAS was in the fuel cell prior to emptying, purge the cell with aviation kerosene prior to leaving
the fuel cell empty for an indefinite period. For information pertaining to the storage of Uniroyal fuel
cells, refer to Report FC 1473-73 entitled “Recommended Handling and Storage Procedures for
Bladder Type Fuel and Oil Cells” which is published by Uniroyal Inc., Engineered Systems
Department, Mishawaka, Indiana.
Loral (formerly Goodyear) fuel cells are constructed of polyethylene, they need not be treated for storage.
The only stipulation on storage of Loral fuel cells is that they be carefully wrapped for protection against dust,
then be stored at room temperature in a location shaded from sunlight.

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 SUPER KING AIR MODEL B300/B300C MAINTENANCE MANUAL

DRAIN PLUG

DETAILB
VIEW LOOKING UP

FILLER CAP

DETAIL A B FL12B
037584AA.PDF

Figure 301
Extended Range Fuel Tank Filler Cap and Drain Plug

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