{"id":"F2006B04123","name":"AD/BEECH 65/22 Amdt 4 - Wing Spar and Lower Attachment Fittings","slug":"ad-beech-65-22-amdt-4-wing-spar-and-lower-attachment-fittings","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":43823,"registerId":"commonwealth-F2006B04123-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/BEECH 65/22 Amdt 4 - Wing Spar and Lower Attachment Fittings","content":"![](image.001.png) \n![](image.002.png) \nBeechcraft 65 and 70 (Queen Air) Series Aeroplanes\n\nAIRWORTHINESS DIRECTIVE\n\n![](image.002.png)\n\n![](image.002.png) \nFor the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/BEECH 65/22 Amdt 3 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\nAD/BEECH 65/22\n\nAmdt 4\n\n \nWing Spar and Lower Attachment Fittings 11/2000\n\nApplicability: All models.\n\nRequirement: 1. Remove the wing main spar lower attachment bolts in accordance with the manufacturer’s instructions. Strip all paint from the “bath tub” portion of the four outer wing to centre section main spar lower attachment fittings.\n\n2. Perform a fluorescent liquid penetrant inspection of all four fittings in accordance with the Beechcraft Structural Inspection and Repair Manual (SIRM) P/N 98- 39006B3 as revised May 28 1999, Chapter 57-11-00 for models 65, 70 & 80, and Chapter 57-12-00 for the model 88, Chart 201, Index Nos. 1 and 10 (Note: the model designations used in the SIRM are the manufacturer’s popular or marketing designations). When inspecting the “bathtub” portion of the fittings, pay particular attention to the bolt counterbore and fillet radius. As an alternative, this inspection may be performed using an eddy current (pencil probe) procedure as detailed in Chapter 20-00-00 of the SIRM.\n\nIn accordance with the SIRM, if a fitting fatigue crack is found, the complete outer wing main spar lower cap assembly must be replaced in before further flight.\n\nNote 1: The SIRM Chapter 20-00-00 “Warning” regarding not removing paint should be disregarded. To prevent corrosion, some form of protective treatment, such as a standard zinc chromate primer, should be applied between inspections, to surfaces from which the paint has been removed.\n\nNote 2: Solvent removers should be used wherever possible. If the use of other paint strippers is unavoidable, the complete removal of residue must be ensured before inspection. In either case, the use of mechanical or abrasive means of paint removal must be avoided.\n\nNote 3: It is recommended that the penetrant be applied to the counterbore radius using a fine artist’s paint brush. This will simplify penetrant removal and minimise false indications. Care should be taken to ensure full coverage of the fillet radius and a similar distance (at least 5 mm) into the cylindrical portion of the counterbore, in particular on the side of the hole adjacent to the “bottom of the bathtub”.\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 \\- 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\nNote 4: No attempt should be made to polish out suspect indications, as this has led in the past to the obscuring of large cracks. Where suspect indications need to be confirmed, seek specialist NDT advice.\n\nNote 5: Inspection of the bolts and nuts is detailed in the current issue of AD/BEECH 65/57.\n\nCompliance: Prior to exceeding the component hours’ time in service listed in column (3) of the Inspection Schedule below, and thereafter at intervals not to exceed the component hours’ time in service listed in column (4). Where the eddy current procedure is used the repetitive inspection interval in column (4) may be doubled.\n\nFor models not listed in the Schedule, the Authority must be contacted.\n\n```html\n

INSPECTION SCHEDULE

The model designations below are those used in the Type Certificate Data Sheet.

(1)

Model

(2)

Serial Numbers

(3)

Initial Inspection Threshold (hours)

(4)

Repeat Inspection Interval (hours)

65

LC-1 to -180

3000

300

65 & A65

LC-181 to -272

3000

500

A65 & A65-8200

LC-273 and up

3000

300

70

LB-1 and up

3000

300

65-80

LD-1 to -150

3000

300

65-A80 & 65-A80-

8800

LD-151 to -244

2000

200

65-A80

LD-245 to -269

3000

300

65-A80-8800

LD-245 to -269

2000

200

65-B80

LD-270 and up

2000

200

\n```\n\nNote 6: Inspections carried out in accordance with previous issues of this or related ADs, satisfy the initial inspection requirements of this amendment.\n\nThis Amendment becomes effective on 2 November 2000.\n\nBackground: The original issue of this Airworthiness Directive became effective on 30 June 1980, when a number of similar ADs were issued to cover the different Queen Air models. The inspection requirement was based on the known fatigue history of the “bathtub” fittings.\n\nAmendment 2 became effective on 22 March 1990, and resulted from the consolidation of the Beech 65 and 70 series Airworthiness Directives. The requirements were unchanged.\n\nAmendment 3 became effective on 12 January 1992. It consolidated AD/BEECH 65/22, 23, 24, 25 and 26, and aligned the requirements with the Beech SIRM to the extent possible. The repeat inspection interval was reduced for the Model 65-B80, and extended for most other models, based on a review of the fitting stress levels and service experience.\n\nThis Amendment results from a review of the AD which confirmed the need for the requirement and the appropriateness of the inspection intervals. The SIRM reference has been updated, and the requirement has been clarified because two sections of the SIRM (Index Nos. 1 and 10) refer to the same fluorescent penetrant inspection of the “bathtub” but at different compliance times. Some minor errors have been corrected, and the use of eddy current inspection of the “bathtub” as an optional alternative to fluorescent dye penetrant is allowed, with a corresponding increase in the repetitive inspection interval.\n\n![](image.003.png) \n\nDavid Alan Villiers\n\nDelegate of the Civil Aviation Safety Authority 20 September 2000\n\n![](image.002.png) \n\nThe above AD is notified in the Commonwealth of Australia Gazette on 4 October 2000.","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":6,"scope_assessment":{"changed":true,"description":"This amendment clarifies and updates the prior ADs by aligning SIRM references, correcting minor errors, consolidating earlier model ADs, and permitting an eddy‑current inspection alternative (with a corresponding increase in repeat interval). It maintains the original safety focus but changes inspection methods and intervals for some models (Background; Requirement 2; Compliance table)."},"complexity_factors":["Technical NDT requirements: fluorescent penetrant inspection with tight attention to counterbore/fillet radii and an optional eddy‑current (pencil probe) method (Requirement 2).","Model‑specific timing: initial thresholds and repeat intervals vary by model/serial in the Inspection Schedule (Compliance table).","Regulatory cross‑reference: inspections and actions must follow specific chapters/indices of the Beech SIRM (Requirement 2).","Operational constraints: paint must be stripped from the bathtub area but mechanical abrasion is prohibited; protective primer required between inspections (Notes 1–2).","Immediate safety consequence: any fitting fatigue crack mandates replacement of the complete outer wing main spar lower cap assembly before further flight (Requirement 2).","Inspection reliability and specialist input: guidance to avoid polishing suspect indications and to seek specialist NDT to confirm ambiguous findings (Notes 3–4).","Gaps and discretion: applicability says ‘all models’ but instructs operators to contact the Authority for models not listed, creating case‑by‑case interaction (Applicability & Compliance)."],"plain_english_summary":"This Airworthiness Directive requires operators to remove wing main spar lower attachment bolts, strip paint from the ‘bathtub’ lower‑attachment fittings and carry out nondestructive inspections (fluorescent penetrant or optional eddy‑current). If fatigue cracks are found the outer wing main spar lower cap assembly must be replaced before further flight. It targets Beechcraft Queen Air models.\n\nAircraft owners/operators pay for inspections, protective treatment and any replacements. CASA’s delegate sets timing by component hours and enforces compliance; operators must follow the Beech Structural Inspection and Repair Manual and contact the Authority for unlisted models."},"kimi_summary":{"content_quality":"ok","complexity_score":4,"scope_assessment":{"changed":false,"description":"This is Amendment 4 of a long-standing airworthiness directive. The background section confirms the scope has remained consistent since 1980: preventing fatigue failure in wing spar attachment fittings. While the specific inspection intervals and methods have been refined based on service experience, the fundamental purpose — mandatory repetitive inspection of bathtub fittings — has not expanded beyond the original safety intent."},"complexity_factors":["Multiple inspection methods permitted (fluorescent penetrant vs eddy current) with different compliance intervals","Model-specific compliance schedule with 9 distinct aircraft variants requiring different thresholds and intervals","Cross-reference to external technical manual (Beechcraft SIRM) for detailed procedures","Nested conditional logic: if crack found → replace before further flight; if eddy current used → double the interval","Five detailed technical notes modifying standard procedures (paint removal warnings, application techniques, corrosion prevention)","Serial number ranges used to distinguish compliance requirements within same model families"],"plain_english_summary":"This CASA Airworthiness Directive requires owners/operators of Beechcraft Model 65/70 (Queen Air) series to inspect the wing-spar lower attachment fittings for fatigue cracking and to ground and replace the wing-spar assembly if cracks are found. \n\nThe recurring inspections (at mandated flight-hour intervals, with longer intervals allowed when using eddy‑current testing) address a known failure mode that could lead to wing separation, so compliance is essential for continued airworthiness and safety."},"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-65-22-amdt-4-wing-spar-and-lower-attachment-fittings","history":"/api/acts/ad-beech-65-22-amdt-4-wing-spar-and-lower-attachment-fittings/history","analysis":"/api/acts/ad-beech-65-22-amdt-4-wing-spar-and-lower-attachment-fittings/analysis","conflicts":"/api/acts/ad-beech-65-22-amdt-4-wing-spar-and-lower-attachment-fittings/conflicts","importantCases":"/api/acts/ad-beech-65-22-amdt-4-wing-spar-and-lower-attachment-fittings/important-cases","documents":"/api/acts/ad-beech-65-22-amdt-4-wing-spar-and-lower-attachment-fittings/documents"}}