{"id":"F2006B03728","name":"AD/BEECH 23/10 - Wing Spar Lower Boom","slug":"ad-beech-23-10-wing-spar-lower-boom","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":43318,"registerId":"commonwealth-F2006B03728-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/BEECH 23/10 - Wing Spar Lower Boom","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 19, 23 and 24 Series Aeroplanes\n\n \n\nAD/BEECH 23/10 Wing Spar Lower Boom 4/66\n\nApplicability: All models with Hawker de Havilland Kit No. 05-F-63 incorporated. Requirement:  Action in accordance with Hawker de Havilland TNS Beech-Aus No. 5.\n\nCompliance: At 2500 hours total time in service and thereafter at intervals not exceeding 500 hours time in service after 1 September 1971.\n\n \n","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"The directive sets an inspection/maintenance requirement for Beechcraft 19, 23 and 24 series aircraft that have Hawker de Havilland Kit No. 05-F-63 installed, and prescribes an initial and recurring hours-based compliance schedule. The document does not expand or narrow that applicability or timing beyond what it states: applicability is defined by the kit incorporation and compliance is defined by the 2,500-hour initial and 500-hour recurring intervals (Applicability; Compliance)."},"complexity_factors":["Reference to an external manufacturer technical instruction (Hawker de Havilland TNS Beech-Aus No. 5) rather than prescribing procedures in the AD","A clear, recurring compliance timetable tied to aircraft total time in service (initial 2,500 hours TIS; then every 500 hours TIS)","Applicability limited to aircraft with a specific kit incorporated (Kit No. 05-F-63), requiring operators to determine whether the kit is installed","Cross-reference to the airworthiness directive enforcement framework under Part 39 of the Civil Aviation Regulations 1998"],"plain_english_summary":"This airworthiness directive (AD/BEECH 23/10) requires owners/operators of Beechcraft 19, 23 and 24 series aeroplanes that have Hawker de Havilland Kit No. 05-F-63 installed to carry out the specified action in the manufacturer technical instruction and to do so on a defined schedule.\n\nWhat the instrument does, mechanically\n\n- Applicability: It applies to all Beechcraft 19, 23 and 24 models that have Hawker de Havilland Kit No. 05-F-63 incorporated. (Applicability)\n- Required action: Operators must follow the steps set out in Hawker de Havilland TNS Beech-Aus No. 5. The AD does not itself set out the step-by-step method; it refers to that manufacturer technical instruction. (Requirement)\n- Timing: The action must be done when the aircraft reaches 2,500 hours total time in service (TIS) and then repeated at intervals not exceeding 500 hours TIS thereafter. The compliance timetable is effective from 1 September 1971. (Compliance)\n\nStated Purpose, Cost Allocation, and Operational Effects\n\n- Stated purpose (as expressed by the instrument): The directive requires a manufacturer-specified inspection/maintenance action for the wing spar lower boom by reference to Hawker de Havilland TNS Beech-Aus No. 5. (Requirement)\n- Who pays and who decides: Aircraft operators are responsible for ensuring the required action is carried out and will incur the direct costs of inspection, any repair work, parts and labour. The procedural detail is determined by the referenced Hawker de Havilland technical note, which operators and their maintenance providers must follow. (Applicability; Requirement)\n- Maintenance demand: The recurring inspection schedule (initial at 2,500 hours TIS and then every 500 hours TIS) generates demand for certified maintenance services for the affected aircraft models. (Compliance)\n\nImplementation Requirements and Operational Effects\n\n- Compliance Timing and Frequency: Operators must perform the referenced action at 2,500 hours TIS and then at intervals not exceeding 500 hours TIS thereafter. (Compliance)\n- Record-keeping and scheduling: Operators must maintain accurate total time-in-service records and schedule aircraft out-of-service time to meet the specified intervals. Non-compliance exposes operators to regulatory enforcement. (Compliance)\n- Procedural delegation: The AD references Hawker de Havilland TNS Beech-Aus No. 5 for method and detail rather than prescribing the procedure directly; operators and maintenance organisations must follow that document to satisfy the AD. (Requirement)\n- Enforcement: The Civil Aviation Safety Authority enforces compliance with the directive via the airworthiness directive framework under Part 39 of the Civil Aviation Regulations 1998. (Heading: Part 39 - 105 Civil Aviation Safety Authority)\n\nWho changes behaviour and how\n\n- Operators must schedule and pay for the referenced inspection/maintenance at the specified TIS intervals. (Applicability; Requirement; Compliance)\n- Maintenance organisations carrying out the work will follow the Hawker de Havilland technical instruction when performing the required action. (Requirement)\n\nPractical trade-offs and operational considerations (source-grounded)\n\n- The AD sets a fixed inspection timetable tied to aircraft hours, which requires operators to plan maintenance around flight operations and to keep accurate TIS records. (Compliance)\n- The AD delegates procedural detail to a manufacturer technical instruction; compliance therefore depends on access to and application of that instruction. (Requirement)\n\nKey source citations: Applicability; Requirement; Compliance; header reference to Part 39 - 105 Civil Aviation Safety Authority."},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a discrete, single-issue airworthiness directive from 1966 (as indicated by '4/66' in the reference number). It has not expanded beyond its original purpose of addressing wing spar lower boom integrity in modified Beechcraft aircraft. The scope remains tightly focused on the specific structural concern identified at the time of issuance."},"complexity_factors":["Single, specific applicability criterion (Hawker de Havilland Kit No. 05-F-63)","Clear, unambiguous compliance timeline (2500 hours, then 500-hour intervals)","No defined terms section — uses plain technical language","No cross-references to other legislation or regulations beyond the parent Civil Aviation Regulations 1998","Single requirement referencing an external technical standard (TNS Beech-Aus No. 5)","Extremely short — approximately 100 words of substantive content"],"plain_english_summary":"This is an **Airworthiness Directive (AD)** — a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA). It applies to specific **Beechcraft aeroplanes** (models 19, 23, and 24 series) that have been modified with a particular Hawker de Havilland kit.\n\n**What it requires:**\n- Owners and operators must perform a specific inspection or maintenance action on the **wing spar lower boom** — a critical structural component that helps hold the wing together.\n- The work must follow technical instructions from Hawker de Havilland (TNS Beech-Aus No. 5).\n\n**When it must be done:**\n- First inspection at **2,500 hours** of total flying time\n- Then repeated **every 500 hours** of flying time after 1 September 1971\n\n**Why it matters:**\nWing spar failures can cause catastrophic structural collapse in flight. This AD ensures potential cracks or fatigue in this high-stress area are caught before they become dangerous. It affects aircraft owners, maintenance organisations, and pilots who must ensure compliance before flight."}},"importantCases":[],"_links":{"self":"/api/acts/ad-beech-23-10-wing-spar-lower-boom","history":"/api/acts/ad-beech-23-10-wing-spar-lower-boom/history","analysis":"/api/acts/ad-beech-23-10-wing-spar-lower-boom/analysis","conflicts":"/api/acts/ad-beech-23-10-wing-spar-lower-boom/conflicts","importantCases":"/api/acts/ad-beech-23-10-wing-spar-lower-boom/important-cases","documents":"/api/acts/ad-beech-23-10-wing-spar-lower-boom/documents"}}