AD/BEECH 200/38 Amdt 6 - Wing Front Spars

The AD is built on a small set of operationally specific concepts that determine who must act, what must be inspected or retired, and which technical documents set the thresholds and intervals.

• Applicability: The AD applies to "all model 200 series aircraft including those modified in accordance with STC SA1602CE." That means the AD does not exclude STC-modified aeroplanes; rather it provides separate inspection detail depending on modification status. This is stated under the "Applicability" table heading.

• Scope of inspections and retirement: The core obligations are inspection of the "outer wing attach bolts and nuts," inspection of attach fittings and wing main spars, and mandatory retirement of the outer wing attach bolts and nuts as scheduled. The precise list of structural items differs by modification status: unmodified aircraft have a more general requirement for attach fittings and wing main spars; STC-modified aircraft have a specified set of upper and lower spar cap areas and attach fittings to be inspected. These obligations are listed in the "Requirement" field.

• Reference documents: The technical standard that prescribes the inspection methods, retirement times and intervals is the Beechcraft Structural Inspection and Repair Manual (SIRM) P/N 98-39006C3, "as revised Feb 2008 or later approved revision," Chapter 57-17-00, "GENERAL - MAINTENANCE PRACTICES (MODEL 200 SERIES)". For aircraft modified under STC SA1602CE the AD also requires following the "Instructions for continued Airworthiness" in the STC document EO-B-8001. The AD explicitly allows future approved revisions of the SIRM (see Amendment 6).

• Timing: Compliance is by performing the initial inspections at the thresholds specified in the SIRM or STC documents and thereafter at the recurring intervals set out in those documents. Retirement of bolts and nuts is likewise governed by the times detailed in the SIRM. The AD does not itself set numeric thresholds or intervals; it delegates those specifics to the named manuals and STC documents.

• Mandatory status and regulatory cross-reference: The AD states that its requirements are "mandatory in the country of origin" and refers to FAR 43.13. The AD therefore connects its obligations to established maintenance/inspection regulatory standards rather than creating stand-alone numeric requirements inside the AD text.

• Serial-number variability: Note 2 in the Compliance field describes manufacturing differences that affect what is inspected: certain serial ranges (BT-31 and subsequent, BL-73 and subsequent, BN-5 and subsequent, BB-1158, BB-1167, BB-1193 and subsequent) were built with a shear fitting at the lower forward spar attachment; earlier aircraft used a tension bolt and "bathtub" type fitting at that location. The AD notes that all aircraft use tension-type fittings on the forward spar upper attachment and the upper and lower rear spar attachments. This concept signals that inspection focus and potential failure modes may vary by serial number and by fitting type.

• Consolidation and traceability: The Background field traces the directive's evolution: it replaced earlier service instructions (SI 0514-035 Rev 2) with the SIRM, incorporated STC inspection requirements, and consolidated duplicated requirements from another AD into the current AD. The AD therefore functions as the single point of mandatory inspection obligations for the wing front spars on model 200 series aeroplanes.

The AD affects a narrow set of industry actors directly and others indirectly. The primary affected parties named in the AD are:

• Aircraft owners and operators of all model 200 series Beechcraft aeroplanes, including those that have been modified under STC SA1602CE. The "Applicability" section begins with "All model 200 series aircraft including those modified in accordance with STC SA1602CE," thereby placing the inspection and retirement obligations on anyone responsible for maintaining airworthiness for an affected aircraft.

• Maintenance organisations, licensed maintenance engineers and mechanics who carry out structural inspections and retire attach bolts and nuts. The AD prescribes inspection methods and retirement times in the SIRM and in the STC document EO-B-8001 for modified aircraft, and those are documents used by maintenance providers as the technical source. The AD's cross-reference to the SIRM and STC implies maintenance providers must hold and use the named manuals or later approved revisions.

• STC holders and modification owners: aircraft modified under STC SA1602CE have a different inspection scope and an additional obligation to "carry out the 'Instructions for continued Airworthiness' as detailed in the STC." That places a continuing-maintenance burden on STC holders and operators of STC-modified aeroplanes to ensure the EO-B-8001 instructions are followed.

• Parts suppliers and logistics chains: the requirement to "retire attach bolts and nuts at the times detailed in the SIRM" creates a recurring demand for replacement bolts and nuts of the correct specification. While the AD does not name suppliers, the requirement will affect spare parts procurement and inventory held by operators and maintenance organisations.

• Regulators and certifying authorities: the AD is a regulatory instrument issued by the Civil Aviation Safety Authority (the document is signed by "Mike Higgins, Delegate of the Civil Aviation Safety Authority"). The AD's mandatory status and cross-reference to FAR 43.13 indicate that regulators will treat compliance as part of airworthiness oversight and certification.

• Aircraft with different spar-attachment fittings by serial number: Note 2 lists serial number ranges with shear fittings versus earlier tension-bolt "bathtub" type fittings; operators of aircraft within different serial ranges must understand which fittings apply to their aeroplane because that affects the precise inspection points specified in the SIRM and in the STC EO-B-8001.

Indirectly affected parties include insurers and lessees. While the AD does not mention insurance or lease contractual provisions, operators who do not comply may face regulatory consequences that could affect insurability or lease obligations; the AD text itself, however, does not set commercial contract outcomes.

Who pays: the source language places the operational compliance burden on operators and maintenance providers,those who must perform inspections and retire and replace bolts and nuts according to the SIRM or STC. The AD does not allocate funding or reimburse costs.

Duties

• Perform inspections: Operators must "inspect" the listed structural components. For unmodified aircraft the AD requires inspection of "the outer wing attach bolts and nuts, and ... attach fittings and the wing main spars" following SIRM Chapter 57-17-00. For STC SA1602CE-modified aircraft the AD mandates inspection of "the outer wing upper attach fittings, the wing main spar upper cap, that portion of the lower spar cap outboard of the strap installation, and the accessible portions of the lower attach fittings," again in accordance with SIRM Chapter 57-17-00 and the STC EO-B-8001 where applicable. The AD states the inspections are to be done at the "initial inspection thresholds and recurring inspection intervals specified in the applicable Requirement documents."

• Retire attach bolts and nuts: The AD requires the retirement of "outer wing attach bolts and nuts" and directs that retirement is to occur "at the times detailed in the SIRM." Retirement means removal from service in accordance with the maintenance manual's life-limits or retirement criteria.

• For STC-modified aircraft, comply with STC AOCA: In addition to the SIRM inspections, aircraft modified under STC SA1602CE must "carry out the 'Instructions for continued Airworthiness' as detailed in the STC SA1602CE document EO-B-8001." That is an independent duty layered on top of the SIRM inspections.

• Use approved revisions: Amendment 6 explicitly allows use of "later approved revision" of the SIRM P/N 98-39006C3. The AD therefore permits compliance using subsequent approved revisions of the specified SIRM chapter.

• Observe timing set by referenced documents: The AD delegates all numerical timing to the "applicable Requirement documents"; operators must therefore obtain and follow those documents to determine the initial threshold and recurring interval for each inspection and retirement action.

Rights (as reflected or left open by the AD text)

• Right to use later approved SIRM revisions: The AD expressly states the SIRM "as revised Feb 2008 or later approved revision," and Amendment 6 notes allowing future revisions of the SIRM. That gives operators the ability to comply using updated approved revisions, rather than being locked to a single edition.

• Right to reference the country-of-origin framework and FAR 43.13 for mandatory status: The AD flags mandatory status in the country of origin and refers to FAR 43.13. While the AD itself imposes duties, it also integrates those duties into established maintenance regulation frameworks rather than asserting a novel enforcement regime separate from existing airworthiness law.

• No self-contained derogations or exemptions in the AD text: The AD does not create express exemptions or alternative methods of compliance within the text provided. It does not, for example, offer an alternative inspection technique or a means to seek an alternative compliance method within the AD text itself. Any right to seek an exemption or alternative method of compliance would therefore need to be pursued through the regulator's general processes (not set out in the AD).

Delegation of technical detail

• The AD delegates specific technical criteria (what to inspect exactly, how to inspect, retirement criteria, initial thresholds, recurring intervals) to the SIRM and STC EO-B-8001. Practically, this places the duty on maintainers to use those documents as the controlling technical standard for compliance.

Record-keeping and proof of compliance

• The AD does not state record-keeping obligations in its text. However, because it is an airworthiness directive and it ties to FAR 43.13 and to the SIRM, operators and maintainers will commonly retain maintenance records demonstrating compliance. The AD itself does not specify the form or duration of such records.

The AD text does not set out specific civil or criminal penalties for non-compliance. It does, however, state that "These requirements are mandatory in the country of origin, FAR 43.13 refers" (Compliance, Note 1). From the AD text the enforcement landscape is therefore characterised by the following points grounded in the document:

• Mandatory nature: The AD presents the inspection and retirement actions as mandatory requirements, not voluntary recommendations. The language "Requirement" and the explicit statement of mandatory status in Note 1 indicate that operators are required to comply to maintain legal airworthiness.

• Cross-reference to regulatory maintenance standard: By referring to FAR 43.13, the AD connects its obligations to an established maintenance and inspection regulatory standard. The AD does not reproduce enforcement mechanisms, but referencing FAR 43.13 implies that maintenance practices and regulatory oversight will be applied as per common airworthiness enforcement frameworks in the country of origin.

• No penalties enumerated in the AD text: The AD does not identify fines, licence suspensions, grounding powers, or other specified sanctions within the document. The AD also does not specify administrative processes (e.g. how the regulator will audit compliance, or timelines for remedial action after an inspection finds defects). The AD simply imposes the technical duties and points to the SIRM and STC documents for methods and timing.

• Effective date and regulatory signature: The AD states it "becomes effective on 24 May 2013" and is signed by the Delegate of the Civil Aviation Safety Authority (Mike Higgins, 17 May 2013). That formalises the date from which the duties are binding for oversight purposes.

• Practical enforcement mechanisms likely external to the AD: While the AD itself does not state penalty amounts or follow-up enforcement processes, the mandatory language plus cross-reference to FAR 43.13 indicates that enforcement would be pursued through the usual aviation regulatory channels in the relevant jurisdictions. Those channels, enforcement instruments, and penalty schedules are not detailed in this AD and therefore are not available in the source text.

• Consolidation reduces duplication risk: The Background notes that Amendment 4 "consolidated the two ADs into one" after recognising duplication with AD/BEECH 200/39 Amdt 4. Consolidation reduces the administrative complexity of enforcement by removing overlapping ADs; that is an implementation detail recorded in the AD's history.

In short, the AD imposes mandatory maintenance and retirement duties but does not itself prescribe sanctions; enforcement follows from the fact that the AD is binding and from its integration with broader maintenance law as exemplified by the FAR 43.13 reference.

The AD explicitly interacts with a small set of prior ADs and maintenance standards and implicitly interacts with ongoing airworthiness regulatory frameworks. The document identifies the following interactions:

• Reference to FAR 43.13: The AD states "These requirements are mandatory in the country of origin, FAR 43.13 refers" (Compliance, Note 1). That ties the AD's inspection and retirement obligations into the regulatory maintenance framework embodied by FAR 43.13, which concerns maintenance, preventive maintenance, rebuilding and alteration standards generally used in the United States. The AD therefore relies on existing maintenance regulatory norms rather than creating a separate legal regime.

• Replacement of prior service instruction: The Background explains that the original AD specified inspection per Beechcraft Service Instruction 0514-035 Rev 2. Subsequent amendments incorporated the Beechcraft Structural Inspection and Repair Manual (SIRM) which "superseded SI 0514-035 Rev 2." That means the AD now directs users to the SIRM as the controlling technical manual, supplanting the older service instruction as the operative document for compliance.

• Consolidation with AD/BEECH 200/39: The Background records that during a review "it was realised that inspection of the wing attach nuts and bolts... was duplicated by AD/BEECH 200/39 Amdt 4" and that Amendment 4 "consolidated the two ADs into one." The effect is that obligations previously spread across two ADs were unified, reducing duplication. This is an internal consolidation across AD instruments for the same product.

• Incorporation of STC inspection obligations: The AD interacts with the Supplemental Type Certificate SA1602CE and its "Instructions for continued Airworthiness" EO-B-8001. For aircraft modified under that STC, the AD requires both SIRM-based inspections and the STC's EO-B-8001 continued-airworthiness instructions. That means compliance for modified aircraft is a combination of manufacturer SIRM requirements and the modification holder's continuing airworthiness obligations under the STC.

• Allowance for later approved revisions of SIRM: Amendment 6 permits "the use of future revisions of the SIRM." This means that when a later approved revision of the SIRM exists, operators may use that revision to comply with the AD. The AD therefore dynamically interacts with the ongoing amendment cycle of the SIRM rather than being frozen to a single edition.

• No interaction with other statutes or penalties specified in the text: The AD does not reference national civil penalty statutes, aviation security law, consumer law or contract law. It also does not set out administrative remedies for noncompliance inside the document itself. Any interactions with those regimes would come from the broader regulatory enforcement apparatus rather than from this AD's text.

• Manufacturer documentation becoming regulatory obligation: By directing compliance with the SIRM and STC EO-B-8001, the AD effectively elevates parts of the manufacturer's maintenance documentation and the STC holder's continued-airworthiness instructions to regulatory effect for the purposes of this inspection and retirement requirement.

Overall, the AD integrates with existing ADs and maintenance standards and makes the SIRM and STC documents the operative technical standards for compliance, while cross-referencing FAR 43.13 for mandatory status. The AD does not explicitly state how it interacts with other non-aviation statutes or with contractual regimes like leases and insurance, as such matters are outside the AD text.

The AD provides a concise chronological history in the Background field that explains the genesis and successive amendments through Amendment 6. All statements below are grounded in the AD's Background text.

• Original Directive (31 December 1981): The original AD was issued because of "service experience with corrosion and cracking of the wing spars, and outer wing attachment fittings and bolts." That initial directive "specified inspection in accordance with Beechcraft Service Instruction 0514-035 Rev 2." The genesis therefore was empirical service reports of corrosion and cracking leading to a manufacturer service instruction being elevated to an AD requirement.

• Amendment 1 (effective 5 October 1989): Amendment 1 "included inspection requirements for aircraft with the spar strap STC modification." That added STC-related inspection obligations into the AD framework.

• Amendment 2 (effective 9 August 1990): Amendment 2 "incorporated the inspection method of the Beechcraft Structural Inspection and Repair Manual, which superseded SI 0514-035 Rev 2." This amendment transitioned the AD's technical reference from the older service instruction to the SIRM, including its inspection methodologies.

• Amendment 3 (effective 10 August 2000): Amendment 3 was raised "to reflect the amendment status of the Structural Inspection and Repair Manual, and to clarify the source and identity of the STC inspection document for modified aircraft." This suggests an editorial and traceability update aligning the AD with the then-current SIRM edition and clarifying how STC inspection documents should be identified and used.

• Amendment 4 (date not stated explicitly in the Background but described chronologically after Amendment 3): During a broader review of Beech heavy-twin airframe ADs, it was recognised that inspection of the wing attach nuts and bolts required by this AD duplicated requirements in AD/BEECH 200/39 Amdt 4. Amendment 4 "consolidated the two ADs into one," and the Background notes "No additional requirements were introduced." That consolidation reduced overlap and likely simplified compliance.

• Amendment 5 (effective 20 November 2008): Amendment 5 "was raised to reflect the amendment status of the Beechcraft Structural Inspection and Repair Manual," implying another editorial update to align the AD with the current SIRM revision at that time.

• Amendment 6 (this AD, effective 24 May 2013): Amendment 6 "is raised to correct the date of the requirement document and to allow the use of future revisions of the SIRM." In practice that corrected an earlier date reference and explicitly authorised compliance using later approved revisions of the SIRM, offering technical currency and future-proofing.

Administrative signature and effective date

• The AD is signed by "Mike Higgins, Delegate of the Civil Aviation Safety Authority" and dated 17 May 2013. The AD states "This Amendment becomes effective on 24 May 2013." Those formalities establish the AD's effective start date and the issuing authority.

Notes on traceability

• The AD traces its technical requirements through a sequence of service instructions and SIRM revisions, and through STC inspection documents. The historical notes consistently show a movement from manufacturer service instructions to a central SIRM, with amendments reflecting the SIRM's amendment status and periodic consolidation of overlapping ADs.

The AD text contains no references to litigation, judicial decisions, administrative appeals or disputes arising from its issuance or enforcement. It names no cases and reports no judicial review or challenges. The Background section describes administrative steps, consolidation and alignment with manuals and STC documents, but it does not mention any legal proceedings or contested enforcement outcomes.

Consequently, based solely on the AD document:

• There is no litigation history recorded in the source. The AD does not cite decisions or administrative proceedings either supporting or contesting its contents.

• Any legal arguments, appeals or enforcement actions that may have occurred in practice are not captured in this document. The AD does not provide a record of complaints, remedial orders, fines or other adjudications.

• For practitioners seeking litigation or dispute history related to this AD, the relevant records would be external to the AD (for example, regulator enforcement logs, tribunal records, court files or industry publications). Those sources are not included in this AD text, and therefore cannot be asserted here.

The absence of litigation references does not indicate the absence of enforcement activity; it simply reflects that the AD as a document does not report such matters.

The AD contains a number of technical and administrative details that can create practical pitfalls if overlooked. Each point below is grounded in a specific part of the AD text.

• Applicability includes STC-modified aircraft: The AD applies to "all model 200 series aircraft including those modified in accordance with STC SA1602CE" (Applicability). Operators might mistakenly think STC modifications exempt an aircraft; by contrast this AD explicitly includes STC-modified aeroplanes and then sets a particular inspection scope for them. Check modification status before deciding which inspection list applies.

• Technical requirements are delegated to external documents: The AD itself does not set initial inspection thresholds, recurring intervals or retirement life-limits; it requires compliance "at the initial inspection thresholds and recurring inspection intervals specified in the applicable Requirement documents" and retirement "at the times detailed in the SIRM" (Compliance). Practitioners must obtain the specified SIRM P/N 98-39006C3 "as revised Feb 2008 or later approved revision" and, for STC-modified aircraft, the STC document EO-B-8001. Failure to secure the correct revision of the SIRM or the STC instructions risks non-compliance.

• Revision dates and the permitted use of later revisions: Amendment 6 was "raised to correct the date of the requirement document and to allow the use of future revisions of the SIRM." While later approved revisions are permitted, the operator must ensure any later revision is an "approved revision" and that the AD's compliance references are satisfied. Using an unapproved or unofficial revision could be non-compliant.

• Retirement is mandatory and recurring: The AD's instruction to "retire attach bolts and nuts at the times detailed in the SIRM" is not a one-off action; it requires ongoing life-limit management. Practitioners must track retirement times and ensure bolts and nuts are removed from service at the SIRM-specified intervals.

• Serial-number differences change inspection points: Note 2 describes serial-numbered aircraft that "were manufactured with a shear fitting at the lower forward spar attachment" while "Earlier aircraft utilised a tension bolt ... the 'bathtub' type fitting." These differences affect which fittings and spar areas are inspected. Maintenance records must be checked to identify the aircraft's serial range and fitting configuration; applying the wrong inspection checklist could miss the relevant structural location.

• Consolidation history may create confusion in records: Amendment 4 "consolidated the two ADs into one" because of duplication with AD/BEECH 200/39 Amdt 4. Older maintenance records or compliance labels may still reference the superseded AD number. When assessing compliance history, verify which AD version was complied with and whether that compliance met the current consolidated AD's scope.

• STC continuing-airworthiness instructions are separate obligations: For STC SA1602CE-modified aircraft, the AD requires operators to "carry out the 'Instructions for continued Airworthiness' as detailed in the STC document EO-B-8001." These instructions are separate from the SIRM and may impose additional inspections or parts requirements. Operators must ensure they have and follow EO-B-8001 in addition to the SIRM.

• The AD does not specify the defect-remediation process: The AD requires inspections but does not set out what to do if corrosion or cracking is found beyond the general instruction to inspect and retire bolts. Remediation steps, repair methods and acceptable part specifications will be in the SIRM or STC documents. Operators must consult those documents promptly if an inspection uncovers defects.

• Availability of replacement parts and qualified maintenance: Retiring attach bolts and nuts on schedule creates demand for specified replacement parts and for maintenance capacity to remove and refit wing attach hardware. The AD does not address lead times for parts or the need for specialised tooling or approvals required to reassemble critical structural attachments.

• The AD's mandatory status is tied to country of origin: The AD states the requirements are mandatory in the country of origin and references FAR 43.13. Operators must verify how their national authority implements or recognises foreign ADs; the AD text itself does not set out domestic adoption procedures for jurisdictions outside the country of origin.

In practice, the combination of delegated technical standards, serial-number variability, STC-specific obligations and the requirement to retire parts on a schedule creates coordination, supply-chain and record-keeping risks that operators and maintainers should plan to manage.

This section sets out a practical compliance checklist and sequencing based solely on the AD's requirements and referenced documents.

1. Confirm applicability to your aeroplane:

   • Verify the aircraft model is within "all model 200 series aircraft" (Applicability).
   • Determine whether the aircraft has been modified in accordance with STC SA1602CE. That determines which inspection scope applies.

2. Obtain the controlling technical documents:

   • Acquire the Beechcraft Structural Inspection and Repair Manual (SIRM) P/N 98-39006C3, Chapter 57-17-00, "GENERAL - MAINTENANCE PRACTICES (MODEL 200 SERIES)," using the Feb 2008 revision or a later approved revision as permitted by the AD. The AD explicitly references "as revised Feb 2008 or later approved revision."
   • If the aircraft is STC SA1602CE-modified, obtain the STC document EO-B-8001 and its "Instructions for continued Airworthiness." The AD mandates these instructions for STC-modified aircraft.

3. Determine initial inspection thresholds and recurring intervals:

   • The AD instructs operators to "Inspect at the initial inspection thresholds and recurring inspection intervals specified in the applicable Requirement documents" (Compliance). Read Chapter 57-17-00 of the SIRM and, for STC-modified aircraft, EO-B-8001 to determine the exact kilometre/flight-hour/calendar thresholds for initial and recurring inspections.

4. Perform the inspections appropriate to modification status:

   • For unmodified aircraft: inspect the outer wing attach bolts and nuts, the attach fittings, and the wing main spars in accordance with SIRM Chapter 57-17-00.
   • For STC SA1602CE-modified aircraft: inspect the outer wing attach bolts and nuts, the outer wing upper attach fittings, the wing main spar upper cap, that portion of the lower spar cap outboard of the strap installation, and the accessible portions of the lower attach fittings, in accordance with SIRM Chapter 57-17-00 and the STC instructions in EO-B-8001.

5. Follow inspection techniques and defect criteria in the SIRM/STC:

   • Use the inspection methods and accept/reject criteria laid out in the SIRM and EO-B-8001 (for STC-modified aircraft) to determine whether components pass inspection or require action. The AD delegates inspection methods to those documents.

6. Retire attach bolts and nuts per SIRM life limits:

   • Remove (retire) the outer wing attach bolts and nuts "at the times detailed in the SIRM" (Compliance). Ensure removed parts are not reused and are documented as retired in maintenance records.

7. Execute repairs/repairs instructions if defects found:

   • If inspection reveals corrosion, cracking, or other defects, consult the SIRM and STC EO-B-8001 for approved repair instructions. The AD itself does not specify repair actions; the SIRM/STC documents are the source for remedial procedures.

8. Document compliance:

   • Although the AD does not prescribe specific record forms, maintain clear records showing the aircraft serial number, whether it is STC-modified, the SIRM revision used, dates and findings of initial and recurring inspections, any bolts and nuts retired (including part numbers and retirement dates), and that EO-B-8001 instructions were followed where applicable. These records substantiate compliance if regulators query the maintenance history.

9. Manage parts and maintenance scheduling:

   • Anticipate recurring retirement of attach bolts and nuts per the SIRM schedule and plan for procurement of replacement hardware to avoid grounded aircraft. Ensure maintenance facilities have the technical capability to inspect and replace critical structural fittings.

10. Use later approved SIRM revisions where available:

    • The AD allows compliance using "later approved revision[s]" of the SIRM. When a later approved revision exists, verify it is an approved revision and document which revision was used for the inspection and retirement actions.

11. Verify serial-number-specific inspection points:

    • Consult aircraft production/maintenance records to identify whether the aircraft serial number falls within the ranges listed in Note 2 (BT-31 and subsequent; BL-73 and subsequent; BN-5 and subsequent; BB-1158, BB-1167, BB-1193 and subsequent) that have shear fittings at the lower forward spar attachment versus earlier aircraft using tension-bolt "bathtub" type fittings. Select the correct inspection checklist point accordingly.

12. Coordinate with regulator/safety authority if unsure:

    • If alternative inspection methods, repairs, or deviations from the SIRM are considered, engage with the appropriate regulator process for approval of alternative methods of compliance. The AD does not include an internal alternative-method provision; any variation therefore should be processed through the regulator.

13. Monitor AD/Amdt updates:

    • Keep track of any further amendments to AD/BEECH 200/38 and the SIRM revisions, since the AD has a history of being updated to reflect SIRM amendment status and to consolidate other ADs. Use the latest approved SIRM revision in evidence of compliance.

Following these steps ensures the operator implements the inspection and retirement duties required by AD/BEECH 200/38 Amdt 6, using the SIRM and STC EO-B-8001 as the operative technical standards. The AD becomes effective 24 May 2013; any inspections and retirements must be scheduled and documented in line with the SIRM/EO-B-8001 thresholds and intervals thereafter.