{"id":"F2006B03854","name":"AD/BEECH 35/58 Amdt 6 - Empennage Structural Integrity","slug":"ad-beech-35-58-amdt-6-empennage-structural-integrity","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":43463,"registerId":"commonwealth-F2006B03854-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/BEECH 35/58 Amdt 6 - Empennage Structural Integrity","content":"![](image.001.png)\n\nAIRWORTHINESS DIRECTIVE\n\n![](image.001.png)  \n\nFor the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/BEECH 35/58 Amdt 5 and issues the following AD under subregulation 39.1 (1) of CASR 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.\n\n![](image.001.png)  \n\nBeechcraft 35 (Bonanza) Series Aeroplanes\n\nAD/BEECH 35/58\n\nAmdt 6\n\n  \nEmpennage Structural Integrity 10/2003\n\nApplicability: All Model C35, D35, E35, F35, G35, H35, J35, K35, M35, N35, and P35 aircraft.\n\nAll Model S35, V35, V35A, and V35B aircraft, that do not have the straight tail conversion modification incorporated in accordance with Supplemental Type Certificate (STC) SA2149CE.\n\nRequirement: 1. Verify that the ruddervator balance is within the manufacturer’s specified limits as defined in the applicable shop or maintenance manual. If the ruddervator is found outside the specified limits, before further flight, balance the ruddervator control surfaces in accordance with Section 3 of Beech Shop Manual 35- 590096B19, or subsequent revisions.\n\n    2. Visually inspect the empennage, aft fuselage, and ruddervator control system for damage, in accordance with the procedures and as specified in the instructions to Beech Kit 35-4017-1 “Kit information Empennage and Aft Fuselage Inspection”, as specified in Beech Service Bulletin No. 2188, dated May 1987.\n\n    Repair or replace any damaged parts; and,\n\n    b. Set the elevator controls, rudder and tab system controls, cable tensions, and rigging.\n\n    3. Accomplish the following actions in accordance with the procedures in the instructions to Beech Kit 35-4017-1 “Kit Information Empennage & Aft Fuselage Inspection”, as specified in Beech Service Bulletin No. 2188:\n\n    Visually inspect the fuselage bulkheads at Fuselage Station (FS) 256.9 and FS 272 for damage (cracks, distortion, loose rivets, etc.).\n\n    b. Visually inspect the fuselage skin around the bulkhead for damage (wrinkles or cracks).\n\n    c. Repair or replace damaged parts, before further flight, after the inspection where damage is found.\n\n    4. Remove all external stabiliser reinforcements installed during incorporation of either STC SA845GL, STC SA846GL, STC SA1650CE, STC SA2286NM, or STC SA2287NM, as applicable; in accordance with the applicable maintenance information.\n\n    Seal and fill any residual holes with appropriate size rivets.\n\n    b. The internal stub spar incorporated through STC SA1649CE and STC SA1650CE may be retained.\n\n    c. The external angles incorporated through STC SA1649CE may also be retained by properly trimming the leading edges section to permit installation of the stabiliser reinforcement referenced in Requirement paragraph 5.a. of this Directive.\n\n    d. For the Beech Models S35, V35, V35A, and V35B aircraft, the tail-safe external angles that were installed in accordance with STC SA1649CE may be retained and used instead of the stabiliser reinforcement specified in Requirement paragraph 5.a. of this Directive.\n\n    5. Accomplish the following in accordance with the instructions to RAC Kit No. 35-4016-3, 35-4016-5, 35-4016-7, or 35-4016-9, as applicable, and as specified in Beech SB No. 2188:\n\n    Install stabiliser reinforcements;\n\n    b. Set the elevator nose-down trim; and.\n\n    c. Replace the ruddervator tab control cables with larger diameter cables.\n\n    6. Verify the accuracy of the aircraft basic weight and balance information and correct any discrepancies, in accordance with the following procedures:\n\n    Weight and Balance Accuracy Method No.1:\n\n    Review existing weight and balance documentation to assure completeness and accuracy of the documentation from the most recent approved weighing or from factory delivery to date of compliance with this Directive.\n\n    ii. Compare the actual configuration of the aircraft to the configuration described in the weight and balance documentation.\n\n    iii. If equipment additions or deletions are not reflected in the documentation or if modifications affecting the location of the centre of gravity (eg. paint or structural repairs) are not documented, determine the accuracy of the aircraft weight and balance data in accordance with Method No.2.\n\n    b. Weight and Balance Information Accuracy Method No.2:\n\n    Determine the basic empty weight and centre of gravity (CG) of the empty aircraft using the Weighing Instructions in the Weight and Balance section of the aircraft flight manual/pilot’s operating handbook (AFM/POH).\n\n    ii. Record the results in the aircraft records, and use these new values as the basis for computing the weight and CG information as specified in the Weight and Balance section of the AFM/POH.\n\nNote: FAA AD 94-20-04 R2 Amdt 39-13147 refers.\n\nCompliance: 1. Within 100 hours time in service after 5 January 1995; thereafter before further flight after the ruddervators are repaired or repainted (even if stripes are added or paint is touched up).\n\n    2. Unless already accomplished, inspect and set the controls, tension, and rigging within 100 hours time in service after 2 October 2003. Accomplish any repairs and replacements before further flight after the inspection.\n\n    3. Within 100 hours time in service after 2 October 2003; thereafter at intervals not to exceed 100 hours time in service.\n\n    4. Within 100 hours time in service after 5 January 1995, unless already accomplished.\n\n    5. Within 100 hours time in service after 5 January 1995, unless already accomplished.\n\n    6. Within 100 hours time in service after 5 January 1995, unless already accomplished. Correct any discrepancies before further flight after the verification.\n\nThe compliance times for Requirements 1, 4, 5, and 6 remain unchanged by this issue.\n\nThis Amendment becomes effective on 2 October 2003.\n\nBackground: Tests undertaken by the manufacturer with respect to the structural integrity of the empennage, indicated initially that the empennage strength was marginal when the aircraft is operated in certain conditions of the flight envelope.\n\nAmendment 2 removed temporary speed restrictions.\n\nAmendment 3 extended the fuselage bulkhead inspection to all aircraft. Amendment 4 clarified the intent of Requirement 5.\n\nAmendment 5 was issued as a result of information received by the FAA from the field on the ability to accomplish and understand the existing AD. This amendment condensed and clarified information presented in FAA AD 94-20-04 and removed Beech Models 35, 35R, and B35 aircraft from applicability. The actions that apply to Beech Models 35, 35R, and B35 aircraft are now incorporated in AD/BEECH 35/70 Amdt 1.\n\nAmendment 6 is issued in response to the latest revision of the related FAA AD, which maintains the actions of the previous FAA AD, but makes the repetitive visual inspection of the empennage, aft fuselage, and ruddervator control system, and subsequent actions, a one-time action; and adds repetitive inspections of the fuselage bulkheads.\n\nAmendment 5 of this Airworthiness Directive became effective on 23 January 2003.\n\nAmendment 4 of this Airworthiness Directive became effective on 12 October 1995.\n\nThe original issue of this Airworthiness Directive became effective on 20 November 1986.\n\n![Signature: David Villiers](image.002.png)  \n\nDavid Villiers\n\nDelegate of the Civil Aviation Safety Authority 22 August 2003\n\n![](image.001.png)  \n\nThe above AD is notified in the Commonwealth of Australia Gazette on 10 September 2003.","sortOrder":0}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":6,"scope_assessment":{"changed":true,"description":"The original 1986 directive addressed empennage structural integrity concerns. However, the scope has evolved significantly through six amendments: Amendment 2 removed speed restrictions; Amendment 3 expanded bulkhead inspections to all aircraft (not just affected ones); Amendment 5 split the applicability by removing Models 35, 35R, and B35 to a separate AD (AD/BEECH 35/70); and Amendment 6 fundamentally changed the inspection regime from repetitive visual inspections of the empennage (ongoing burden) to one-time actions, while adding new repetitive bulkhead inspections. The directive now also incorporates complex modification reversal requirements (removing certain STCs while allowing retention of others under specific conditions), which goes well beyond simple inspection mandates."},"complexity_factors":["Multiple amendment history (6 versions) with cross-references to previous changes and FAA AD 94-20-04 R2","Model-specific applicability with exceptions (exclusion of straight tail conversion via STC SA2149CE)","Extensive cross-referencing to external documents: Beech Service Bulletin No. 2188, multiple STCs (SA845GL, SA846GL, SA1649CE, SA1650CE, SA2286NM, SA2287NM, SA2149CE), and RAC Kits (35-4016-3, 35-4016-5, 35-4016-7, 35-4016-9)","Nested conditional logic: Requirement 4 allows retention of certain modifications under specific trimming conditions (4.c) and alternative compliance for specific models (4.d)","Dual compliance methods for weight/balance verification (Method 1 vs Method 2) with conditional logic triggering Method 2","Mixed compliance timelines: some requirements reference 1995 dates, others 2003, with specific intervals for repetitive inspections","Technical aviation terminology requiring specialised knowledge (Fuselage Station references, STCs, ruddervators, time in service)"],"plain_english_summary":"This Airworthiness Directive mandates inspections, structural reinforcements, control-cable upgrades and weight‑and‑balance verification for certain Beechcraft 35‑series Bonanza aircraft to address marginal empennage strength and prevent in‑flight tail separation. It applies to specified 35‑series variants (excluding aircraft already modified with the approved straight‑tail conversion) and requires recurring fuselage bulkhead checks."},"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"},"flash_summary":{"complexity_score":7,"scope_assessment":{"changed":true,"description":"This Amendment (Amdt 6) changed the operational scope relative to earlier iterations by converting the empennage/aft fuselage/ruddervator visual inspection from a repetitive requirement to a one‑time action, and by adding repetitive inspections of specific fuselage bulkheads at FS 256.9 and FS 272 (Background; Requirement 3). Earlier amendments also broadened who must inspect (Amendment 3 extended the bulkhead inspection to all aircraft) and moved some model applicability between ADs (Amendment 5 removed certain models from this AD). Those cumulative changes have modified the original AD’s inspection pattern and the set of aircraft affected, so the directive’s practical scope of intervention has evolved beyond the original 1986 measures."},"complexity_factors":["Multiple affected model variants across two model groups (C/D/E/F/G/H/J/K/M/N/P and S/V series) with conditional applicability (straight tail conversion STC exclusion)","Six separate requirement blocks with different actions (balance, one‑time inspection + repairs, repetitive bulkhead inspections, removal of certain STC fittings, installation of stabiliser reinforcements and cable replacement, weight/CG verification)","Cross‑references to multiple external technical sources: Beech Shop Manual 35‑590096B19, Beech Kit 35‑4017‑1, Beech Service Bulletin No. 2188, RAC Kit Nos. 35‑4016‑3/5/7/9, and referenced FAA AD","Conditional retention/removal rules tied to multiple specific STCs (SA845GL, SA846GL, SA1649CE, SA1650CE, SA2286NM, SA2287NM, SA2149CE) creating branching compliance paths","Mixed timing rules: several 100‑hour TIS deadlines, some repetitive 100‑hour intervals and some actions changed to one‑time by this amendment","Multiple procedural options for weight/CG verification (two methods) and mandatory record updates","Historic layering of amendments (original AD + Amendments 2–6) producing legacy variations and references to prior effective dates"],"plain_english_summary":"**What this instrument does (mechanically)**\n\n- This is an Airworthiness Directive (an operational safety order) issued under CASR subregulation 39.1(1). It requires owners/operators of specified Beechcraft Model 35/Bonanza variants to carry out inspections, adjustments, repairs and some modification work on the empennage (tail assembly), aft fuselage, and control systems. (See Requirements 1–6.)\n\n**Who it applies to**\n\n- All Beechcraft Model C35, D35, E35, F35, G35, H35, J35, K35, M35, N35 and P35 aircraft.\n- All Model S35, V35, V35A and V35B aircraft that have not had the \"straight tail conversion\" STC SA2149CE incorporated. (Applicability section.)\n\n**Main mandated actions (by requirement number)**\n\n- Requirement 1: Check that the ruddervator balance is within the manufacturer’s limits and, if it is out of limits, rebalance before next flight (see shop/maintenance manual reference).\n- Requirement 2: Visually inspect the empennage, aft fuselage and ruddervator control system for damage using the instructions in Beech Kit 35‑4017‑1 (as specified in Beech Service Bulletin No. 2188). Repair or replace damaged parts and set controls, cable tensions and rigging before further flight.\n- Requirement 3: Visually inspect specific fuselage bulkheads (at fuselage stations FS 256.9 and FS 272) and surrounding skin for cracks, distortion, loose rivets or wrinkles; repair/replace before further flight where damage is found.\n- Requirement 4: Remove certain external stabiliser reinforcements that were fitted under specific Supplemental Type Certificates (STCs listed). Seal/repair holes left by removal. It also explains limited circumstances in which some internal or alternative external fittings (certain STC components) may be retained.\n- Requirement 5: Install specified stabiliser reinforcements (via named RAC kit numbers), set elevator nose‑down trim and replace ruddervator tab control cables with larger‑diameter cables (instructions in the specified RAC kits and Beech SB No. 2188).\n- Requirement 6: Verify the aircraft basic weight and empty‑CG (centre of gravity) data are accurate. If not, reweigh and update records using the AFM/POH weighing instructions (two verification methods are provided).\n\n**Timing / compliance mechanics**\n\n- Most actions must be done within 100 hours time in service (TIS) from the dates cited (some dates refer to prior amendments). Some inspections are repetitive at intervals not exceeding 100 hours (specifically the fuselage bulkhead inspections — Requirement 3), while other inspections/actions have been made one‑time only by this Amendment (see Background and Compliance text). Repairs that arise from inspections must be completed before further flight.\n\n**Why it matters (stated purpose and practical effect)**\n\n- The manufacturer’s tests showed empennage strength could be marginal under some flight conditions; the AD aims to reduce the risk of structural or control system failure by requiring balancing, inspections, reinforcements, cable upgrades and weight/CG verification (Background; Requirements 1–6).\n\n**Who pays and who decides**\n\n- Aircraft owners/operators pay for the inspections, labour, parts, kits, repairs and for the aircraft downtime. Certified maintenance organisations or licensed mechanics perform the work following the specified shop manuals, kits and service bulletin instructions (Requirements cross‑referencing Beech shop manual, Beech Kit 35‑4017‑1, RAC kits and Beech SB No. 2188).\n- CASA (via the delegate) issues and enforces the AD; the maintenance provider performs the mandated work using the referenced technical instructions.\n\n**Implementation mechanics and compliance burden**\n\n- The AD requires following specific manufacturer kit instructions and a named service bulletin rather than allowing open-ended methods; maintenance actions are therefore prescriptive (Requirements reference Beech Kit and RAC Kit instructions and Beech SB No. 2188).\n- Compliance produces direct costs: parts (stabiliser reinforcements, larger cables), labour, possible removal/adjustment of previously fitted STC hardware, aircraft down‑time and record updates (Requirement 4, 5 and 6).\n- Some conditional complexity exists: the AD tells operators when components fitted under certain STCs may be retained and when they must be removed, so owners with STC‑modified aircraft must check applicability carefully (Requirement 4).\n\n**Trade‑offs, risks and likely effects on private choices**\n\n- Owners face an immediate financial and operational cost (inspection/repair, possible removal of STC parts, downtime). The maintenance sector will see demand for labour and parts; parts availability and kit supply could affect how quickly owners can comply.\n- The AD reduces the risk of empennage/control failure by requiring reinforcements, cable upgrades and verified weight/CG data. Those safety benefits must be weighed by owners against the monetary and operational costs of compliance.\n- Implementation risk: possible confusion over multiple STCs and kit references, availability of the explicitly referenced kits/service bulletins, and need for qualified maintenance staff. Incomplete documentation of past modifications may require reweighing the aircraft (Requirement 6, Weight and Balance Method No.2).\n\n**How this amendment changed the previous directive (mechanical change, not policy claim)**\n\n- Amendment 6 keeps prior required actions but: converts the empennage/aft fuselage/ruddervator visual inspection (and follow‑up) to a one‑time action (instead of repetitive), and adds repetitive inspections of the fuselage bulkheads (Requirement 3; Background). The AD also maintains other earlier requirements (balancing, reinforcements, cable replacement, weight/CG verification).\n\n**Operational note for owners/operators**\n\n- Verify whether your aircraft has the specific STCs referenced (Requirement 4). Follow the exact kit and Beech service bulletin instructions referenced in the AD when performing work. Record completed inspections, repairs and any reweighing in the aircraft maintenance logbooks and weight/balance records (Requirement 6). Repairs that arise must be completed before further flight."}},"importantCases":[],"_links":{"self":"/api/acts/ad-beech-35-58-amdt-6-empennage-structural-integrity","history":"/api/acts/ad-beech-35-58-amdt-6-empennage-structural-integrity/history","analysis":"/api/acts/ad-beech-35-58-amdt-6-empennage-structural-integrity/analysis","conflicts":"/api/acts/ad-beech-35-58-amdt-6-empennage-structural-integrity/conflicts","importantCases":"/api/acts/ad-beech-35-58-amdt-6-empennage-structural-integrity/important-cases","documents":"/api/acts/ad-beech-35-58-amdt-6-empennage-structural-integrity/documents"}}