{"id":"F2006B03867","name":"AD/BEECH 35/70 Amdt 1 - Airspeed Restriction","slug":"ad-beech-35-70-amdt-1-airspeed-restriction","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":43476,"registerId":"commonwealth-F2006B03867-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/BEECH 35/70 Amdt 1 - Airspeed Restriction","content":"![](image.001.png)\n\n![](image.001.png)  \nAIRWORTHINESS DIRECTIVE\n\nFor the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/BEECH 35/70 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.\n\n![](image.001.png)\n\nBeechcraft 35 (Bonanza) Series Aeroplanes\n\nAD/BEECH 35/70\n\nAmdt 1\n\n  \nAirspeed Restriction 1/2003\n\nApplicability: Models 35, A35, B35, and 35R aircraft, all serial numbers.\n\nRequirement: 1. Fabricate a placard that restricts the never exceed speed (Vne) to no more than 144 miles per hour (MPH) or 125 knots (KTS) indicated airspeed (IAS), and install this placard on the instrument panel within the pilot’s clear view. The placard should utilise letters at least 2.54mm (0.10-inch) in height and contain the following words:\n\n“Never exceed speed, Vne, 144 MPH (125 KTS) IAS”\n\n    2. Mark a red line on the airspeed indicator glass at 144 MPH (125 kts) and mark a white slippage mark on the outside surface of the airspeed indicator between the glass and the case.\n\n    3. Insert a copy of this Directive into the Limitations Section of the aircraft flight manual.\n\n    4. Visually inspect the empennage, aft fuselage, and ruddervator control system for damage in accordance with the procedures in paragraphs (5)(a) through (5)(f) of the Accomplishment Instructions section of Raytheon Service Bulletin No. SB 27-3358, Issued February 2000, and use a digital ultrasonic skin tester or equivalent skin tester or direct methods that utilise callipers and micrometers.\n\n    Part of this is an inspection of the aft fuselage skin for wrinkles or cracks. Specific skin thicknesses are presented in Figures 1 and 2 of this Directive. The skin thickness measurement is not repetitive.\n\n    b. The inspection and setting of the travels on the elevator and elevator trim tabs are not repetitive.\n\n    c. Repair or replace any damaged parts and set the elevator controls, rudder and tab system controls, cable tensions, and rigging.\n\nPage 1 of 6\n\n    5. 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    (i) 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    (i) 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\n    6. Inspect the aft fuselage, ruddervator, and related systems for acceptable condition in accordance with the procedures in the Accomplishment Instructions section of Raytheon Service Bulletin No. SB 27-3358. Accomplish the rebalancing in accordance with Section 3A(8) of the service bulletin and use the procedure in Section 3 of Beech Shop Manual 35-590096B19 (or subsequent revision).\n\n    Repair or replace any parts found unacceptable as specified in the Requirement document.\n\n    b. Rebalance the ruddervators to the new specifications that reduce the upper limit from 19.8 to 18 inch-pounds (tail heavy). This is not necessary initially if it can be positively verified in the logbook that the ruddervators meet the limits specified in the Requirement document:\n\n    (i) To positively show this, the entry must indicate that the ruddervator is within the specified limits and list the details of the balancing.\n\n    (ii) This must include the balancing methods used and the amount of weights and washers used.\n\n    c. Discontinue the placard and operating limitations of Requirements 1, 2, and 3 of this Directive.\n\n![Fours images of the Raytheon Aircraft (Beech) Models 35, 35R, A35, and B35 from different angles to show skin thickness of the different parts as outlines in the following table.](image.002.png)  \n\nSkin Thickness - Raytheon Aircraft (Beech) Models 35, 35R, A35, and B35\n\n| INDEX NUMBER | PART NUMBER     | SKIN THICKNESS | SKIN TOLERANCE | LOCATION          | EFFECTIVITY          |\n| ------------ | --------------- | -------------- | -------------- | ----------------- | -------------------- |\n| 1            | 35-410006-26    | 0.016          | See ANSI AA    |                   |                      |\n|              |                 |                | H35.2(M)       |                   |                      |\n| 2            | 35-410006-20    | 0.025          | See ANSI AA    |                   |                      |\n|              |                 |                | H35.2(M)       |                   |                      |\n| 3            | 35-410008-2     | 0.016          | See ANSI AA    | FS 151-FS272      | D-1 through D-15     |\n|              | 35-410008-2     | 0.016          | H35.2(M)       | FS 151 - FS233.5  | D-16 through D- 1574 |\n|              | 35-410008-20    | 0.016          |                | FS 151 - FS 207   | D-1575 & After       |\n| 4            | 35-410008-18    | 0.025          | See ANSI AA    | FS 233.5-FS 272   | D-16 through D-1574  |\n|              | 35-410008-22    | 0.025          | H35.2(M)       | FS 207 - FS 272   | D-1 575 & After      |\n| 5            | 35-410006-6     | 0.025          | See ANSI AA    |                   | D-1 through D-1500   |\n|              | 35-410359-2     | 0.025          | H35.2(M)       |                   | D- 1501 & After      |\n| 6            | 35-410007-2     | 0.016          | See ANSI AA    | FS 207– FS272     | D-1 through D-1574   |\n|              | 35-410007-24    | 0.016          | H35.2(M)       |                   | D-1575 & After       |\n|              | 35-410007-24    | 0.020          |                |                   | Class 111            |\n| 7            | 35-410007-26    | 0.020          | See ANSI AA    | FS 207 - FS 272   | D-1575 & After       |\n|              |                 |                | H35.2(M)       |                   |                      |\n| 8            | 35-410009-12    | 0.025          | See ANSI AA    | FS 233.5 - FS 272 | D-16 through D-1574  |\n|              | 35-410009-18    | 0.025          | H35.2(M)       | FS 207 - FS 272   | D- 1575 & After      |\n| 9            | 35-410009-2     | 0.016          | See ANSI AA    | FS 151 -IFS272    | D-1 through D-15     |\n|              | 35-410009-2     | 0.016          | H35.2(M)       | FS 151 - FS 233.5 | D-16 through D- 1574 |\n|              | 35-41009-16     | 0.016          |                | FS 151 - FS 207   | D-1575 & After       |\n| 10           | 35-410006-22    | 0.025          | See ANSI AA    | FS 207 - FS 27-1  |                      |\n|              |                 |                | H35.2(M)       |                   |                      |\n| 11           | 35-410010-18    | 0.020          | See ANSI AA    |                   | D-1575 & After       |\n|              |                 |                | H35.2(M)       |                   |                      |\n| 12           | 35-410010-2     | 0.016          | See ANSI AA    | FS 15 1 - FS 272  | D-1 through D-1574   |\n|              | 35-410010-16    | 0.016          | H35.2(M)       | FS 151 - FS 233.5 | D-1575 & After       |\n|              | 35-410010-16    | 0.020          |                | FS 151 - FS 207   | Class Ill            |\n| 13           | 35-410006-8     | 0.025          | See ANSI AA    |                   | D-1 through D-1500   |\n|              | 35-410359-4     | 0.025          | H35.2(M)       |                   | D-1501 & After       |\n| 14           | 35-41002-IBSC   | 0.032          | See ANSI AA    |                   |                      |\n|              |                 |                | H35.2(M)       |                   |                      |\n| 15           | 35-410006-42    | 0.020          | See ANSI AA    |                   | D-1 through D-1500   |\n|              | 35-410359-6     | 0.020          | H35.2(M)       |                   | D-1501 & After       |\n| 16           | 35-410006-34    | 0.020          | See ANSI AA    |                   | D-1 through D- 1500  |\n|              | 35-410359-8     | 0.020          | H35.2(M)       |                   | D-1501 & After       |\n| 17           | 35-410012-2     | 0.016          | See ANSI AA    |                   |                      |\n|              |                 |                | H35.2(M)       |                   |                      |\n| 18           | 35410011-2      | 0.016          | See ANSI AA    |                   |                      |\n|              |                 |                | H35.2(M)       |                   |                      |\n| 19           | 35-410006-40    | 0.016          | See ANSI AA    |                   |                      |\n|              | 35-410014BSC    | 0.016          | H35.2(M)       |                   | Record Change        |\n| 20           | 35-410006-32    | 0.020          | See ANSI AA    |                   | D-1 through D-1500   |\n|              | 35-4 103 359-10 | 0.020          | H35.2(M)       |                   | D-1501 & After       |\n| 21           | TAILCONE        |                |                |                   |                      |\n| 22           | TAILCONE        |                |                |                   |                      |\n\nFigure 2\n\nNote: FAA AD 2002 \\-21-13 Amdt 39-12920 refers.\n\nCompliance: Requirements 1, 2, and 3: Within 10 hours time in service after 8 July 1998.\n\nRequirement 4: Within the next 100 hours time in service after the last inspection required by FAA AD 94-20-04 (AD/BEECH 35/58 Amdt 4) or within 25 hours time in service after 23 January 2003, whichever occurs later, and thereafter at intervals not to exceed 100\n\nhours time in service. Accomplish any repairs, replacements, and adjustments before further flight after the applicable inspection.\n\nRequirement 5: Within the next 100 hours after 23 January 2003, unless already accomplished as previously required by AD/BEECH 35/58 Amdt 4. Correct any discrepancies before further flight after the verification.\n\nRequirement 6: Within 3 years after 23 January 2003, unless already accomplished. Accomplish any repair or replacement before further flight after the inspection. Accomplish any ruddervator rebalancing before further flight after the inspection, unless previously accomplished within the last 100 hours time in service, and thereafter when the ruddervators are repaired or repainted (even if stripes are added or paint is touched up).\n\nThe compliance time for Requirements 1, 2, and 3 remains unchanged by this issue. This Amendment becomes effective on 23 January 2003.\n\nBackground: The FAA received reports of several incidents of in-flight vibrations on Beech Model 35, A35, B35, and 35R aircraft. These incidents are unrelated to AD 94-20-04 ( AD/BEECH 35/58 Amdt 4), which currently requires, among other things, balancing the ruddervators (off the aircraft) anytime the ruddervator is repaired or repainted. Of the 10 incidents since AD 94-20-04 became effective, 7 of the affected aircraft had ruddervators that were balanced and 3 had ruddervators that were out-of-balance.\n\nPost-flight inspections of the aircraft involved in the incidents have revealed cracked bulkheads and wrinkled skin in the aft fuselage; and broken spars, broken hinges, and bent skin on the stabilisers and ruddervators.\n\nModel 35, A35, B35, and 35R aircraft are equipped with “V-tails” that have a narrow chord stabiliser without reinforcing cuffs. The FAA’s preliminary investigation reveals the possibility of an unstable flutter mode in the 160 to 170 MPH range for the affected aircraft. The unstable mode is not likely to occur on other Beech aircraft models with “V-tail” configurations.\n\nAmendment 1 is issued in response to a new FAA AD which was prompted by the manufacturer developing inspection and modification procedures that, when accomplished on the affected aircraft, will eliminate the need for the operating limitations. This Directive retains the operating limitations for the affected aircraft until the recently developed inspection and modification procedures are accomplished. This Directive also requires repetitive inspections of the fuselage structure.\n\nThe original issue of this Airworthiness Directive became effective on 8 July 1998\n\n![Signature: David Alan Villiers](image.003.jpeg)  \n\nDavid Alan Villiers\n\nDelegate of the Civil Aviation Safety Authority 29 November 2002\n\n![](image.001.png)  \n\nThe above AD is notified in the Commonwealth of Australia Gazette on 18 December 2002.","sortOrder":0}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":6,"scope_assessment":{"changed":true,"description":"The original AD (issued July 1998) was a temporary emergency measure imposing speed restrictions to prevent flutter incidents. Amendment 1 (January 2003) significantly expanded the scope from a simple operational limitation to a comprehensive structural modification program. It added: repetitive inspection requirements (100-hour intervals), mandatory weight and balance verification, specific ruddervator rebalancing to new tighter specifications, detailed skin thickness measurement protocols, and a pathway to remove the speed restrictions upon completion. The directive evolved from 'fly slower indefinitely' to 'inspect, modify, and potentially return to normal operations' — transforming it from a temporary restriction into a permanent airworthiness solution."},"complexity_factors":["Multiple compliance timelines with different deadlines (10 hours, 25 hours, 100 hours, 3 years) depending on which requirement and previous maintenance history","Extensive cross-referencing to external documents (Raytheon Service Bulletin SB 27-3358, Beech Shop Manual 35-590096B19, FAA AD 94-20-04/2002-21-13, ANSI standards)","Conditional logic for alternative compliance methods (Weight and Balance Method No. 1 vs Method No. 2)","Nested exceptions and exemptions (e.g., ruddervator rebalancing not required if specific logbook entries exist; speed restriction removal conditional on completion of Requirement 6)","Detailed technical specifications table with 22 index entries, multiple part numbers, varying skin thicknesses (0.016–0.032 inches), location codes (FS references), and serial number ranges (D-1 through D-1575 & After, Class III)","Specific measurement tolerances and equipment requirements (digital ultrasonic skin tester, callipers, micrometers)","Dual measurement systems (MPH and knots) with conversion requirements","Technical aviation terminology requiring specialist knowledge (Vne, IAS, empennage, ruddervator, chord, flutter mode, centre of gravity, time in service)"],"plain_english_summary":"This AD requires owners/operators of Beechcraft 35 Bonanza (V‑tail) models to impose temporary speed limits and then perform inspections, weight/balance checks, and ruddervator rebalancing or modifications to eliminate a reported flutter risk at cruise speeds. \n\nIt targets serious structural failures (cracked bulkheads, broken spars, etc.) that could cause loss of control, so compliance is mandatory to prevent catastrophic in‑flight vibration and structural failure."},"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 preserves the original airspeed operating limitations but expands and specifies remedial and inspection obligations. It adds repetitive structural inspections (Requirement 4), prescribes precise skin thickness thresholds and part effectivity ranges (Figures 1–2), mandates weight-and-balance verification (Requirement 5), and requires ruddervator rebalancing or proof thereof before lifting placard limits (Requirement 6). The instrument thus broadens ongoing compliance duties for owners/operators and ties placard removal to completion of manufacturer/FAA prescribed modifications."},"complexity_factors":["Multiple, technically detailed inspection methods (digital ultrasonic skin tester or callipers/micrometers) increasing measurement complexity","Repetitive inspection intervals tied to prior FAA AD inspections and specific hours-in-service windows (see Compliance and Requirement 4)","Detailed skin thickness table with part numbers and effectivity ranges requiring parts identification and records checks","Conditional actions: placard/limit removal contingent on completion and proof of rebalancing or repairs (Requirement 6(c))","Weight & balance verification offers two methods, one involving full aircraft weighing and record updates (Requirement 5)","Referenced external technical documents (Raytheon Service Bulletin SB 27-3358; Beech Shop Manual 35-590096B19; FAA ADs) create dependencies on other sources","Mandatory repairs/replacements and rigging settings must be done before further flight, creating operational disruption and potential cost concentration on owners/operators","Interplay with prior ADs (AD/BEECH 35/58 Amdt 4) and before/after inspection timing windows adds administrative tracking burden","Technical adjustments include rebalancing ruddervators to new inch-pound limits and documenting balancing methods and weights (Requirement 6b)","Visual and structural inspections for wrinkles/cracks and non-repetitive skin thickness measurement require specialised tooling and judgment"],"plain_english_summary":"Requires Beechcraft Models 35/A35/B35/35R owners/operators to limit indicated Vne to 144 MPH (125 KTS) via a cockpit placard and airspeed marker, insert the Directive into the AFM, and carry out inspections, skin‑thickness checks, weight‑and‑balance verification, and ruddervator rebalancing/repairs per Raytheon service bulletin and FAA AD (Requirements 1–6; Compliance). Costs and compliance duties fall on owners/operators; CASA’s delegate sets timings and permits removal of the placard once the specified inspections/modifications are completed."}},"importantCases":[],"_links":{"self":"/api/acts/ad-beech-35-70-amdt-1-airspeed-restriction","history":"/api/acts/ad-beech-35-70-amdt-1-airspeed-restriction/history","analysis":"/api/acts/ad-beech-35-70-amdt-1-airspeed-restriction/analysis","conflicts":"/api/acts/ad-beech-35-70-amdt-1-airspeed-restriction/conflicts","importantCases":"/api/acts/ad-beech-35-70-amdt-1-airspeed-restriction/important-cases","documents":"/api/acts/ad-beech-35-70-amdt-1-airspeed-restriction/documents"}}