{"id":"F2006B03692","name":"AD/BEECH 200/35 Amdt 6 - Wing Fatigue Life Limitation","slug":"ad-beech-200-35-amdt-6-wing-fatigue-life-limitation","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":43282,"registerId":"commonwealth-F2006B03692-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/BEECH 200/35 Amdt 6 - Wing Fatigue Life Limitation","content":"---\nmeta-content-style-type: text/css\nmeta-content-type: application/xhtml+xml; charset=utf-8\nmeta-generator: Aspose.Words for .NET 22.10.0\n---\n\n?xml version=\"1.0\" encoding=\"utf-8\" standalone=\"no\"?>\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n \n\n![](image.001.png)  Beechcraft 200 (Super King Air) Series Aeroplanes\n\n \n\n# AD/BEECH 200/35\n\nAmdt 6\n\nApplicability: All models.\n\n# Wing Fatigue Life Limitation 3/98\n\n \n\nRequirement: 1. For aircraft serial numbers BB-2 through BB-161:-\n\n \n\nRetire from service the outer wing lower spar cap assembly in accordance with Beech Service Bulletin No 2240.\n\nNote: FAA AD 89-02-03 refers.\n\n2. (a). For aircraft serial numbers BB-1158, BB-1167, BB-1193 through BB-1203, BB-1207 through BB-1312, BB1314 through BB-1334, BL-124 through BL- 132, and BT-33:\n\n \n\nModify the lower forward wing spar attachment fittings by installing Beech Kit No 101-4050, and,\n\n \n\n2.    (b). For aircraft serial numbers BB-1158, BB-1167, BB-1193 and on, BL-73 and on, BN-5 and on, and BT-31 and on:\n\n \n\nRemove the wings and inspect the wing spar shear attach fittings for cracks using a fluorescent dye penetrant method in accordance with CAO 108.10.\n\nNote: FAA AD 91-12-10 refers.\n\n3.    For all aircraft, retire from service the wing centre and outer section main spar lower cap assemblies.\n\n \n\nNote 1: The lower cap assemblies includes the lower wing attachment fittings.\n\n \n\nNote 2: Section 4-00-00 of the Beech 200 Maintenance Manual contains related information.\n\n \n\nCompliance: 1. Retire in accordance with Beech Service Bulletin No 2240.\n\n \n\n2. (a). Modify prior to exceeding 9 500 hours component time in service.\n\n \n\n2.    (b). Initially inspect prior to 15000 hours time in service. Re-inspect at intervals not to exceed 6000 hours component time in service until 30000 flight cycles. Thereafter inspect at intervals of 1500 hours time in service, or 1200 flight cycles, whichever occurs sooner.\n\n \n\n3.    Retire prior to exceeding 30 000 hours component time in service. This amendment becomes effective on 26 February 1998.\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n \n\nBackground:  Amendment 3 introduced a reduced spar-cap life for aircraft listed in Requirement 1. Early spar cap assemblies were manufactured with a smaller critical radius in the spar cap fitting which reduced the spar cap fatigue life. Beech SB No. 2240 refers.\n\n \n\nAmendment 4 introduced the attachment fitting requirements of FAA AD 91-12-10 and the interim lives applicable to Requirement 2 aircraft. The lower life limits for the unmodified attachment fittings result from a fatigue test in which the shear fitting failed well short of the interim 15 000 hour life. The Beech modification kit introduces cold worked bushes to the attachment fitting lug holes, reducing their susceptibility to fatigue failure.\n\n \n\nAmendment 5 makes a correction to the applicability of Requirement 2.\n\n \n\nAmendment 6 incorporates revised wing spar shear attachment fitting fatigue lives of 30000 hours time in service with an associated inspection schedule. These extensions to the aircraft fatigue lives have been accepted by CASA for Australian operators, based on a critical review of the manufacturer’s fatigue test results.\n\nAmendment 5 of this airworthiness directive became effective on 14 September 1995. Amendment 4 of this airworthiness directive became effective on 5 September 1991. The original issue of this airworthiness directive became effective on\n\n30 September 1981.\n","sortOrder":0}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":6,"scope_assessment":{"changed":true,"description":"The original 1981 directive appears to have focused on early spar cap retirement for specific aircraft (BB-2 through BB-161). Through six amendments, the scope expanded significantly: Amendment 3 added reduced spar-cap lives; Amendment 4 introduced attachment fitting modifications and interim inspection regimes; Amendment 6 further extended fatigue lives to 30,000 hours with associated inspection schedules. The directive evolved from a simple retirement order for early-manufacture aircraft to a comprehensive fatigue management regime covering all models with multiple compliance pathways, inspection protocols, and life limit extensions based on manufacturer fatigue testing."},"complexity_factors":["Multiple applicability groups with overlapping and distinct serial number ranges (BB-, BL-, BN-, BT- prefixes) requiring careful cross-referencing","Nested conditional requirements: Requirement 2 splits into (a) modification and (b) inspection tracks with different compliance thresholds","Complex compliance timeline for Requirement 2(b): tiered inspection intervals changing at 30,000 flight cycle threshold (6,000 hours → 1,500 hours/1,200 cycles)","Dual metric compliance triggers (flight hours vs. flight cycles) with 'whichever occurs sooner' logic","External document dependencies: references to FAA ADs (89-02-03, 91-12-10), Beech Service Bulletin 2240, CAO 108.10, and Beech 200 Maintenance Manual Section 4-00-00","Amendment history tracking: six amendments with cumulative changes to fatigue life limits and applicability corrections","Technical aviation terminology requiring specialist knowledge (spar cap assemblies, shear attach fittings, cold worked bushes, fluorescent dye penetrant)"],"plain_english_summary":"This CASA Airworthiness Directive mandates actions on Beechcraft 200 (Super King Air) aircraft to address metal fatigue in wing spars that could cause wing failure. Depending on aircraft age/serial, operators must either replace aging spar caps, modify attachment fittings or carry out regular crack inspections, and all aircraft must retire main spar lower caps before 30,000 flight hours.\n\nIt affects every Australian owner/operator (charter, schools, private, emergency services) and prevents catastrophic in-flight wing separation. Effective 26 February 1998."},"flash_summary":{"complexity_score":6,"scope_assessment":{"changed":false,"description":"The AD remains focused on its original safety objective: managing wing spar and attachment fitting fatigue life. Amendments have refined numeric life limits, added or clarified inspection schedules, and required a specific modification kit for some serial-number groups. These are technical refinements of the original purpose (longer or shorter allowable component lives, inspection regimes, and applicability corrections) rather than a material expansion of scope into new subject matter."},"complexity_factors":["Multiple overlapping serial-number groups with different requirements (Requirement 1, 2(a), 2(b))","Different obligation types: mandatory retirement, modification (kit installation), and inspection","Cross-references to external documents: Beech Service Bulletin No. 2240, Beech Kit No. 101-4050, Beech 200 Maintenance Manual section 4-00-00, CAO 108.10, and FAA ADs","Mixed usage metrics and thresholds: component time in service (hours) and flight cycles, with different interval rules and ‘whichever occurs sooner’ conditions","Staged inspection logic: initial inspection, re-inspection at one interval until a numeric trigger (30,000 flight cycles), then different post-trigger intervals","Notes and definitions embedded (e.g. Note 1 clarifying that lower cap assemblies include lower wing attachment fittings) that affect interpretation","Amendment history (multiple past amendments changing lifing and applicability) requiring historical traceability to understand current obligations"],"plain_english_summary":"**What this instrument does (mechanics)\n\n- Applies to all Beechcraft 200 (Super King Air) series aeroplanes, with particular instructions that vary by serial-number group (see Requirement 1 and 2). \n\n- Requires removal (retirement) from service of specified wing spar lower cap assemblies and lower wing attachment fittings by specified component-hours limits, and requires modifications and inspections of the wing spar shear attachment fittings for certain serial-number groups.\n\n- Specifically:\n  - Requirement 1: Aircraft serial numbers BB-2 through BB-161 must have the outer wing lower spar cap assembly retired and replaced in accordance with Beech Service Bulletin No. 2240. (This responds to an early manufacturing variation that reduced fatigue life.)\n  - Requirement 2(a): For a listed later group of serial numbers (BB-1158, BB-1167, BB-1193–BB-1203, BB-1207–BB-1312, BB-1314–BB-1334, BL-124–BL-132, and BT-33) the lower forward wing spar attachment fittings must be modified by installing Beech Kit No. 101-4050 before the fittings exceed 9,500 hours component time in service.\n  - Requirement 2(b): For a slightly broader set of serial numbers (BB-1158, BB-1167, BB-1193 and on; BL-73 and on; BN-5 and on; BT-31 and on) the wings must be removed and the wing spar shear attach fittings inspected for cracks by fluorescent dye-penetrant inspection following CAO 108.10. Initial inspection is before 15,000 hours time in service; re‑inspection intervals are specified (see Compliance).\n  - Requirement 3: For all aircraft, retire from service the wing centre and outer section main spar lower cap assemblies before they exceed 30,000 hours component time in service.\n\n- The AD cross-references and depends on Beech service material (Service Bulletin No. 2240, Beech 200 Maintenance Manual section 4-00-00), the Beech modification kit, CASA/CAO inspection procedure CAO 108.10, and related FAA ADs (noted for background/traceability).\n\n- Compliance schedule in summary:\n  - Modification (Kit 101-4050): before exceeding 9,500 hours component time in service (Requirement 2(a)).\n  - Inspections (for the serials in 2(b)): initial inspection before 15,000 hours time in service; re-inspect at intervals not to exceed 6,000 hours component time in service until 30,000 flight cycles; after that, inspect every 1,500 hours time in service or every 1,200 flight cycles, whichever comes sooner.\n  - Retirement of specified lower cap assemblies: before 30,000 hours component time in service (Requirement 3); outer wing lower spar cap assemblies for BB-2 through BB-161 per SB 2240 (Requirement 1).\n\n**Who is affected\n\n- Aircraft owners/operators of Beechcraft 200-series aeroplanes (specific serial-number groups are treated differently).\n- Maintenance organisations and licensed engineers who must carry out the modifications, inspections (including wing removals), and component replacements.\n- Suppliers/manufacturers of the Beech Kit No. 101-4050 and replacement spar cap assemblies.\n- Regulators (CASA) for monitoring and enforcement.\n\n**Why it matters (stated purpose and practical consequences)\n\n- Stated purpose: manage and limit the fatigue life of wing spar components and attachment fittings so structural fatigue does not cause in-service failure. The background materials explain that earlier spar caps and certain attachment fittings had reduced fatigue life, and that the modification kit and inspection regime reduce the risk of unexpected fatigue cracks.\n\n- Practical consequences: operators will incur costs for parts, shop labour and downtime to perform kit installations, to remove wings for inspections, to carry out repeated inspections, and to replace retired spar cap assemblies. Some operators benefit from the acceptance (by CASA) of extended inspection intervals or increased life limits for certain fittings; others face recurring inspection costs and potential out-of-service time.\n\n**Source claims and testing those claims\n\n- The AD (Amendment 6) records that CASA accepted longer fatigue lives (30,000 hours for the shear attachment fittings) for Australian operators after reviewing the manufacturer’s fatigue-test results (Background). That claim depends on the quality and relevance of the manufacturer’s tests; the AD responds mechanically by setting inspection intervals and retirement hours tied to those test results (Compliance and Requirement 3).\n\n- Trade-offs and opportunity costs: extending component lives reduces immediate replacement costs and part demand, but relies on inspection regimes (which have their own cost, human‑factors and detection limitations). The alternative—shorter life limits with earlier mandatory replacements—would raise parts and replacement labour costs but require less recurrent inspection.\n\n- Implementation risks and compliance burden: the AD requires wing removal for dye-penetrant inspections (Requirement 2(b)), which is labour-intensive and creates aircraft downtime. The quality and frequency of inspections matter; dye-penetrant methods are effective for surface-breaking cracks but depend on correct execution. Availability of kits and replacement spar caps, and scheduling capacity at approved maintenance organisations, will determine how quickly operators can comply.\n\n**Who pays, who decides, and what behaviour changes\n\n- Who pays: aircraft owners/operators pay for modification kits, replacement parts, inspection labour, and any aircraft downtime. Maintenance organisations bear execution risk and must apply the correct procedures; parts suppliers receive revenue from kit and part sales.\n- Who decides: CASA issues and enforces the AD; the aircraft owner/operator decides when to schedule work within the mandated deadlines and whether to pursue the modification (where the AD requires it) or only the inspections (where applicable).\n- Behaviour changes: operators will schedule and budget for the mandated modifications/inspections, will retire affected components at the specified hours, and may alter deployment (flight hours/cycles) planning to manage inspection or retirement timing.\n\n**Relevant text pointers (where to look in the AD)\n\n- Requirement 1: removal of outer wing lower spar cap assemblies (SB No. 2240).\n- Requirement 2(a): install Beech Kit No. 101-4050 before 9,500 hours component time.\n- Requirement 2(b): wing removal and dye-penetrant inspections; initial and repeat inspection intervals set out under Compliance.\n- Requirement 3 and Compliance: retirement of wing centre and outer main spar lower cap assemblies prior to 30,000 hours component time in service.\n- Background: explains the reasons for earlier amendments and CASA’s acceptance of revised fatigue lives at Amendment 6.\n\nNote: This summary describes the mechanical requirements and consequences stated in the AD. It does not interpret or expand the material obligations beyond the text of the directive and its compliance schedule."},"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"}},"importantCases":[],"_links":{"self":"/api/acts/ad-beech-200-35-amdt-6-wing-fatigue-life-limitation","history":"/api/acts/ad-beech-200-35-amdt-6-wing-fatigue-life-limitation/history","analysis":"/api/acts/ad-beech-200-35-amdt-6-wing-fatigue-life-limitation/analysis","conflicts":"/api/acts/ad-beech-200-35-amdt-6-wing-fatigue-life-limitation/conflicts","importantCases":"/api/acts/ad-beech-200-35-amdt-6-wing-fatigue-life-limitation/important-cases","documents":"/api/acts/ad-beech-200-35-amdt-6-wing-fatigue-life-limitation/documents"}}