COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Beechcraft 95 (Travelair) Series Aeroplanes
AD/BEECH 95/29 Wing Main Spar Centre Section 11/90
Applicability: Model 95, B95, B95A, D95A and E95, serial numbers TD-1 to TD-721 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 the repair, however affected areas adjacent to repair doublers remain subject to the above compliance.
Background: There have been numerous reports of cracking at various locations in the wing carry through structure. This problem was first found in Australia, on other models, 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 will 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 directive.
Overview
The Civil Aviation Regulations 1998, specifically Part 39, includes Airworthiness Directives (ADs) aimed at maintaining the safety standards of aircraft within Australia. One such AD is AD/BEECH 95/29 concerning the Beechcraft 95 (Travelair) Series Aeroplanes, enacted to address the recurrent issue of cracking in the wing main spar centre section of these aircraft models. This legislation was introduced to ensure that all specified models and serial numbers undergo regular inspections to prevent structural failure due to fatigue cracks, which were first identified in 1981. The objective of this AD is to mandate inspections at prescribed intervals to monitor and manage the integrity of the wing structure, thereby ensuring the continued safety of these aircraft in operation.
The AD mandates inspections within specific timeframes and conditions, such as within 100 hours after 1 November 1990 or before the aircraft accumulates 1500 hours of total time in service, whichever comes later. If no cracks are detected, further inspections must occur at intervals not exceeding 500 hours. Should cracks be found, more frequent inspections are required as detailed in the directive. The legislation also outlines repair protocols and compliance with specified limits to mitigate the risk of catastrophic failure, reflecting the Civil Aviation Safety Authority's commitment to maintaining high safety standards in aviation.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 105, mandates stringent safety measures for Beechcraft 95 (Travelair) series aeroplanes, namely models 95, B95, B95A, D95A, and E95, with serial numbers ranging from TD-1 to TD-721 inclusive. The regulation necessitates thorough inspections of the wing main spar centre section to identify and monitor any cracking that may arise due to fatigue. Compliance with these safety directives must be achieved within 100 hours of time in service following 1 November 1990, or prior to reaching 1500 hours of total time in service, whichever comes later. Continuous inspection intervals should not exceed 500 hours of time in service unless cracks are detected, in which case more frequent inspections are required as stipulated in the requirement document. The directive also specifies that crack limits must not be exceeded and stipulates that certain areas repaired or reinforced by approved methods need not be inspected before 1500 hours of time in service post-repair, though adjacent areas remain subject to regular inspection.
These regulations apply to all operators of the specified Beechcraft 95 series aeroplanes within Australia, ensuring a national standard of airworthiness. There are no stated exclusions or exemptions in the directive; it applies uniformly to all affected aircraft within the specified serial number range. Subordinate instruments may extend or further clarify the application of these directives, but the primary requirements are firmly established in the Civil Aviation Regulations.
Key Provisions
The Civil Aviation Regulations 1998, under Part 39 - 105, includes the Civil Aviation Safety Authority (CASA) Schedule of Airworthiness Directives, specifically addressing Beechcraft 95 (Travelair) Series Aeroplanes in AD/BEECH 95/29. This directive mandates a thorough inspection of the wing main spar carry-through structure, specifically the forward and aft frames, as per Beechcraft Service Bulletin No 2269 Rev 1, dated March 1990 (Section 1). The directive applies to models 95, B95, B95A, D95A and E95, with serial numbers TD-1 to TD-721 inclusive. The inspection requirement is critical due to documented instances of cracking in the wing carry-through structure, which has been traced back to fatigue in the fuselage frame webs, particularly around and between huckbolts and areas where stringers are attached.
The obligations imposed by this directive are stringent to ensure the safety of the aircraft. Operators must conduct the specified inspections within 100 hours of time in service after 1 November 1990, or prior to the aircraft accumulating 1500 hours of total time in service, whichever occurs later (Section 2). If no cracks are detected, the inspections must be repeated at intervals not exceeding 500 hours of time in service. Should cracks be found, inspections must be conducted more frequently as detailed in the requirement document. It is imperative 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 schemes, need not be inspected before 1500 hours of time in service post-installation. However, affected areas adjacent to repair doublers remain subject to the aforementioned inspection intervals.
Failure to comply with these airworthiness directives can result in severe consequences. The Civil Aviation Regulations 1998 stipulates that non-compliance with CASA directives may lead to enforcement actions, including fines and potential grounding of the aircraft. Specifically, under Section 97 of the Civil Aviation Act 1988, operators who fail to adhere to airworthiness directives can face substantial penalties, including fines of up to $525,000 for corporations and $105,000 for individuals. In more severe cases, persistent non-compliance can lead to prosecution, which may result in imprisonment for up to five years. The overarching aim of these strict measures is to ensure that all aircraft maintain the highest standards of airworthiness and safety, thereby protecting both the operators and the general public.