COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Beechcraft 56TC (Turbo Baron) Series Aeroplanes
AD/BEECH 56/22
Amdt 2
Wing Main Spar Centre Section 11/90
Applicability: Model 56TC and A56TC, Serial Number TG-1 to TG-94 inclusive.
Requirement: Inspect the wing forward spar carry through structure forward and aft frames, in accordance with Beechcraft Service Bulletin No 2269 Rev 1, dated March 1990.
Note: FAA AD 90-08-14, Amendment 39-6563 refers.
Compliance: Within 100 hours’ time in service after 1 November 1990, or prior to the accumulation of 1500 hours total time in service, whichever occurs later. Where no cracks are found, repeat the inspections at intervals not to exceed 500 hours’ time in service.
Where cracks are found, repeat the inspections at intervals as detailed in the Requirement Document.
Crack limits must not be exceeded. Specific locations repaired or reinforced by the installation of the applicable Beech P/N 58-4008 kit, or other approved scheme, need not be inspected before 1500 hours’ time in service after installation of that kit, however affected areas adjacent to repair doublers remain subject to the above compliance. Aircraft inspected in accordance with the previous issue of this Directive shall be considered to have been inspected in accordance with this amendment.
Background: There have been numerous reports of cracking at various locations in the wing carry though structure. This problem was first found in Australia in 1981. The cracking is caused by fatigue in the corners of the fuselage frame webs, around and between huckbolts and in areas where stringers are attached. To date there have been no reports of cracks having progressed to failure, however uncorrected this condition could lead to eventual catastrophic failure.
Engineering analysis has determined, however, that cracking within defined limits is not an immediate threat to safe flight, if assessed and monitored in accordance with this amendment. Compliance threshold has been adjusted to align it with manufacturers recommendations.
Overview
The Civil Aviation Regulations 1998, specifically Part 39 - 105, addresses the safety of aircraft operations by mandating the Civil Aviation Safety Authority to issue Airworthiness Directives (ADs) as needed. The AD/BEECH 56/22 Amendment 2 pertains to Beechcraft 56TC (Turbo Baron) Series aeroplanes, focusing on the inspection of the wing main spar centre section to prevent structural failure due to fatigue-induced cracking. This AD was enacted to address the problem of reported fatigue cracks in the wing carry-through structure, a critical safety concern identified in the 1980s. The objective of this directive is to ensure the continued airworthiness of these aircraft through regular inspections and maintenance, thereby mitigating the risk of catastrophic failure. Compliance with these regulations is mandatory, with specific inspection intervals and crack limits prescribed to maintain the structural integrity of the affected aircraft parts.
The AD/BEECH 56/22 Amendment 2 was issued by the Civil Aviation Safety Authority, aligning with international safety standards and the recommendations of the Federal Aviation Administration (FAA) through references to FAA AD 90-08-14, Amendment 39-6563. The policy objective is to enhance the safety of aviation by proactively addressing potential structural weaknesses in aircraft components, ensuring that any identified issues are managed within acceptable safety margins and through regular monitoring and maintenance. This legislative instrument aims to protect the public and maintain the high safety standards expected in civil aviation.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, addresses the maintenance and airworthiness of the Beechcraft 56TC (Turbo Baron) Series Aeroplanes, applying to models 56TC and A56TC with serial numbers ranging from TG-1 to TG-94 inclusive. This regulation mandates inspections of the wing main spar carry-through structure, focusing on forward and aft frames, to be conducted in compliance with Beechcraft Service Bulletin No 2269 Rev 1, dated March 1990. The requirement for inspections is triggered within 100 hours’ time in service after 1 November 1990 or before the aircraft accumulates 1500 hours of total time in service, whichever is later. If no cracks are detected, subsequent inspections must occur at intervals not exceeding 500 hours of time in service. However, if cracks are found, inspections must be repeated at intervals specified in the requirement document, with strict adherence to crack limits. Areas repaired or reinforced by the installation of specific Beechcraft parts or approved schemes are exempt from inspection before 1500 hours’ time in service post-installation, although adjacent affected areas remain subject to the inspection intervals. This directive ensures the safety of the aircraft by addressing fatigue-related cracking issues, which have been identified in Australian models since 1981, without necessitating immediate cessation of service if managed appropriately.
Key Provisions
The main operative sections of the Civil Aviation Regulations 1998 (Part 39 - 105) require inspection of the wing forward spar carry through structure for Beechcraft 56TC (Turbo Baron) Series Aeroplanes. Specifically, AD/BEECH 56/22 Amendment 2 pertains to the inspection of the wing forward spar carry through structure forward and aft frames (section 11/90). This inspection must be carried out in accordance with Beechcraft Service Bulletin No 2269 Rev 1, dated March 1990. It is also referenced in FAA AD 90-08-14, Amendment 39-6563. The directive applies to models 56TC and A56TC, serial numbers TG-1 to TG-94 inclusive.
The obligations imposed by this regulation require owners and operators of the specified Beechcraft 56TC aircraft to perform the detailed inspections within 100 hours of time in service after 1 November 1990, or prior to the accumulation of 1500 hours of total time in service, whichever occurs later. If no cracks are detected during the inspection, the inspections must be repeated at intervals not exceeding 500 hours of time in service. If cracks are found, inspections must be repeated at the intervals specified in the Requirement Document. Owners and operators must ensure that crack limits are not exceeded, and specific locations repaired or reinforced by the installation of the applicable Beech P/N 58-4008 kit, or other approved scheme, need not be inspected before 1500 hours of time in service after the installation of that kit. However, areas adjacent to repair doublers remain subject to the aforementioned inspection intervals.
Failure to comply with the inspection requirements can lead to significant legal and safety consequences. Under the Civil Aviation Act 1988, non-compliance with airworthiness directives can result in civil penalties, including fines and potential prosecution. The maximum penalty for an individual is $21,000 and for a body corporate, $105,000. Additionally, the failure to adhere to these directives can result in the aircraft being deemed unairworthy, which could lead to grounding of the aircraft and possible enforcement actions by the Civil Aviation Safety Authority (CASA). Such actions could include suspension or revocation of the aircraft’s certificate of airworthiness, which is critical for the operation of the aircraft in Australian airspace.