Beechcraft 65 and 70 (Queen Air) Series Aeroplanes
AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/BEECH 65/22 Amdt 3 and issues the following AD under subregulation 39.1 (1) of CAR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.
AD/BEECH 65/22
Amdt 4
Wing Spar and Lower Attachment Fittings 11/2000
Applicability: All models.
Requirement: 1. Remove the wing main spar lower attachment bolts in accordance with the manufacturer’s instructions. Strip all paint from the “bath tub” portion of the four outer wing to centre section main spar lower attachment fittings.
2. Perform a fluorescent liquid penetrant inspection of all four fittings in accordance with the Beechcraft Structural Inspection and Repair Manual (SIRM) P/N 98- 39006B3 as revised May 28 1999, Chapter 57-11-00 for models 65, 70 & 80, and Chapter 57-12-00 for the model 88, Chart 201, Index Nos. 1 and 10 (Note: the model designations used in the SIRM are the manufacturer’s popular or marketing designations). When inspecting the “bathtub” portion of the fittings, pay particular attention to the bolt counterbore and fillet radius. As an alternative, this inspection may be performed using an eddy current (pencil probe) procedure as detailed in Chapter 20-00-00 of the SIRM.
In accordance with the SIRM, if a fitting fatigue crack is found, the complete outer wing main spar lower cap assembly must be replaced in before further flight.
Note 1: The SIRM Chapter 20-00-00 “Warning” regarding not removing paint should be disregarded. To prevent corrosion, some form of protective treatment, such as a standard zinc chromate primer, should be applied between inspections, to surfaces from which the paint has been removed.
Note 2: Solvent removers should be used wherever possible. If the use of other paint strippers is unavoidable, the complete removal of residue must be ensured before inspection. In either case, the use of mechanical or abrasive means of paint removal must be avoided.
Note 3: It is recommended that the penetrant be applied to the counterbore radius using a fine artist’s paint brush. This will simplify penetrant removal and minimise false indications. Care should be taken to ensure full coverage of the fillet radius and a similar distance (at least 5 mm) into the cylindrical portion of the counterbore, in particular on the side of the hole adjacent to the “bottom of the bathtub”.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Note 4: No attempt should be made to polish out suspect indications, as this has led in the past to the obscuring of large cracks. Where suspect indications need to be confirmed, seek specialist NDT advice.
Note 5: Inspection of the bolts and nuts is detailed in the current issue of AD/BEECH 65/57.
Compliance: Prior to exceeding the component hours’ time in service listed in column (3) of the Inspection Schedule below, and thereafter at intervals not to exceed the component hours’ time in service listed in column (4). Where the eddy current procedure is used the repetitive inspection interval in column (4) may be doubled.
For models not listed in the Schedule, the Authority must be contacted.
INSPECTION SCHEDULE The model designations below are those used in the Type Certificate Data Sheet. | |||
(1) Model | (2) Serial Numbers | (3) Initial Inspection Threshold (hours) | (4) Repeat Inspection Interval (hours) |
65 | LC-1 to -180 | 3000 | 300 |
65 & A65 | LC-181 to -272 | 3000 | 500 |
A65 & A65-8200 | LC-273 and up | 3000 | 300 |
70 | LB-1 and up | 3000 | 300 |
65-80 | LD-1 to -150 | 3000 | 300 |
65-A80 & 65-A80- 8800 | LD-151 to -244 | 2000 | 200 |
65-A80 | LD-245 to -269 | 3000 | 300 |
65-A80-8800 | LD-245 to -269 | 2000 | 200 |
65-B80 | LD-270 and up | 2000 | 200 |
Note 6: Inspections carried out in accordance with previous issues of this or related ADs, satisfy the initial inspection requirements of this amendment.
This Amendment becomes effective on 2 November 2000.
Background: The original issue of this Airworthiness Directive became effective on 30 June 1980, when a number of similar ADs were issued to cover the different Queen Air models. The inspection requirement was based on the known fatigue history of the “bathtub” fittings.
Amendment 2 became effective on 22 March 1990, and resulted from the consolidation of the Beech 65 and 70 series Airworthiness Directives. The requirements were unchanged.
Amendment 3 became effective on 12 January 1992. It consolidated AD/BEECH 65/22, 23, 24, 25 and 26, and aligned the requirements with the Beech SIRM to the extent possible. The repeat inspection interval was reduced for the Model 65-B80, and extended for most other models, based on a review of the fitting stress levels and service experience.
This Amendment results from a review of the AD which confirmed the need for the requirement and the appropriateness of the inspection intervals. The SIRM reference has been updated, and the requirement has been clarified because two sections of the SIRM (Index Nos. 1 and 10) refer to the same fluorescent penetrant inspection of the “bathtub” but at different compliance times. Some minor errors have been corrected, and the use of eddy current inspection of the “bathtub” as an optional alternative to fluorescent dye penetrant is allowed, with a corresponding increase in the repetitive inspection interval.
David Alan Villiers
Delegate of the Civil Aviation Safety Authority 20 September 2000
The above AD is notified in the Commonwealth of Australia Gazette on 4 October 2000.