AD/BEECH 33/47 - Circuit Breaker Toggle Switches

The Directive’s central concepts are applicability, the parts at issue (by part number), the mandated modification method, timing, and cross-jurisdictional coordination with FAA approvals.

Applicability: The AD applies to the aeroplane models and serial numbers listed in Table 1. The Table 1 entries printed in the instrument identify models F33, G33, F33A and F33C, with serial ranges CD-1235 through CD-1304, CE-290 through CE-1791 and CJ-26 through CJ-179 respectively. The AD’s “Applicability” clause reads: “Aeroplane models and serial numbers listed in Table 1 that have any circuit breaker toggle switch with a part number (P/N) 35-380132-1 through 35-380132-53 installed.” That is, applicability is both model/serial specific and conditional on presence of the older part numbers.

Parts and replacements: The instrument identifies two explicit part-number ranges. The affected, to-be-replaced parts are P/N 35-380132-1 through 35-380132-53. The mandatory replacement parts are P/N 35-380132-61 through 35-380132-113. The method prescribed for the replacement is the Raytheon Aircraft Company (RAC) Recommended Service Bulletin SB 24-3735, Issued: August 2005.

Prohibition on re-use: The Directive contains an installation prohibition: “Circuit breaker toggle switches P/N 35-380132-1 through 35-380132-53 may not be installed on any aeroplane as an initial fit or as a replacement spare.” That prohibition is not limited to the Table 1 aircraft; it is a general bar on the older P/N being offered or fitted as initial fits or replacement spares, per the instrument’s text.

Timing and compliance windows: The AD sets two discrete compliance time statements. For Requirement 1 (the replacement) the AD requires completion “Within the next 24 months after the effective date of this Directive.” The Directive’s effective date is 25 September 2008. For Requirement 2 (the installation prohibition) the AD sets compliance to be “Before further flight after the circuit breaker toggle switch has been replaced in accordance with Requirement 1.” The instrument also records that CASA extended the FAA’s compliance deadline by 13 months (the AD states this expressly in the background paragraph).

Cross-jurisdictional coordination: The AD explicitly links to FAA action: it refers the reader to FAA AD 2008-13-17 Amdt 39-15580 and accepts later revisions of RAC SB 24-3735 if those revisions are “approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2008-13-17,” stating those are “considered acceptable for compliance” with the equivalent Requirements of the CASA Directive. That creates a delegated route: operators may use FAA‑approved AMOCs to demonstrate compliance with CASA’s Directive.

Recordation and prior accomplishment: The instrument allows prior accomplishment of the RAC service bulletin to be credited. It says the Directive “is revised to allow prior accomplishment, as the RAC service bulletin was issued in 2005 and may have already been accomplished.” Practically, that means operators who replaced the identified P/Ns in accordance with the RAC SB prior to the Directive can rely on that work to meet the AD, subject to appropriate documentation.

Background hazard: The safety trigger reported by the FAA and adopted in the AD is overheating of the specified circuit breaker toggle switches in a wide range of Beech models, with the consequence that failure “could result in smoke in the cockpit and the inability to turn off the switch.” CASA cites FAA reports of those failures as the causative safety concern.

The AD’s primary, direct targets are aircraft owners, operators, maintenance organisations and parts suppliers tied to the models and serial numbers listed in Table 1 and any aeroplane that still carries the older circuit breaker toggle switch P/N 35-380132-1 through -53.

Operators and owners: Owners/operators of Beech F33, G33, F33A and F33C airframes that fall within the serial-number ranges listed in Table 1 and that have any circuit breaker toggle switch with P/N 35-380132-1 through -53 installed are required to comply with Requirement 1 within 24 months of the effective date. The AD’s applicability clause is explicit: the instrument applies only to those model/serial combinations and only where the older part numbers are installed.

Maintenance organisations and certificated repair stations: Maintenance providers performing work on affected aeroplanes will be required to carry out the mandated replacement per RAC SB 24-3735 (Issued: August 2005) when engaged by the owner/operator. They must use the specified replacement part numbers P/N 35-380132-61 through -113 and follow the service bulletin instructions as incorporated into the AD. Maintenance organisations are also the entities that will ensure compliance with the “Before further flight” condition in Requirement 2 following a replacement in accordance with Requirement 1.

Parts suppliers and installers: The AD’s Requirement 2 prohibits installation of the older parts as initial fits or replacement spares on any aeroplane. That prohibition affects suppliers, distributors and installers of parts: they must not supply or fit P/N 35-380132-1 through -53 as initial fit or replacement spare on any aeroplane after the Directive’s conditions require it. The instrument does not limit that prohibition to Table 1 models; the wording is general: “may not be installed on any aeroplane as an initial fit or as a replacement spare.”

Regulators and compliance officers: CASA and its delegates (the Directive was issued by a CASA delegate) carry responsibility for promulgation and record of the AD. The AD also cross-references FAA AD 2008-13-17 and allows later RAC SB revisions “approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC)” to be used for compliance , this affects how regulators or operators may coordinate with FAA-approved AMOCs.

Aircraft beyond the Table 1 models: The background paragraph records that the FAA had received reports of overheating in a broad set of Beech models, including V35B, A36, B36TC, 95‑B55, D55, E55, A56TC, 58, 58P, 58TC, G58 and 77. CASA’s Directive, however, applies formally only to the models and serial ranges set out in Table 1. Operators of other models mentioned in the FAA background report should note the hazard identified, but the AD as drafted does not impose mandatory work on them unless those models and serial ranges are listed in Table 1 or subject to another CASA AD.

Record-keeping entities and auditors: Because the Directive allows prior accomplishment of the RAC service bulletin to satisfy compliance, operators and maintenance organisations that undertook RAC SB 24-3735 before the AD must retain documentation proving the work was performed in accordance with the SB. Inspectors, auditors, and any future purchasers will expect evidence of compliance.

Indirectly affected parties: Insurance underwriters, aircraft buyers and lessors will be affected in practice because proof of AD compliance forms part of airworthiness records and can influence operational authorisation, ongoing maintenance obligations and transfer conditions. The instrument itself does not state these commercial consequences, but compliance documentation is a practical corollary.

This AD imposes concrete duties on operators, maintenance organisations and parts suppliers, while it creates limited rights in the form of acceptances and allowances.

Key duties

• Identify applicability: Operators must determine whether their aeroplane matches the model and serial-number ranges in Table 1 and whether it currently has any circuit breaker toggle switch with P/N 35-380132-1 through 35-380132-53 installed. The AD’s “Applicability” statement conditions the obligation on both model/serial and part‑number presence.

• Replacement obligation (Requirement 1): Where the older P/N are fitted in an affected airframe, the operator must “replace all circuit breaker toggle switches P/N 35-380132-1 through 35-380132-53 with an improved circuit breaker toggle switch, P/N 35-380132-61 through 35-380132-113, as applicable, as specified in Raytheon Aircraft Company (RAC) Recommended Service Bulletin SB 24-3735, Issued: August 2005.” Completion must be within 24 months of the AD’s effective date.

• Installation prohibition (Requirement 2): Operators, maintenance organisations and installers must not install P/N 35-380132-1 through -53 “on any aeroplane as an initial fit or as a replacement spare.” The AD does not confine that prohibition to the Table 1 aircraft, it is framed for “any aeroplane.”

• Ensure “before further flight” condition: The compliance timing for Requirement 2 is stated as “Before further flight after the circuit breaker toggle switch has been replaced in accordance with Requirement 1.” Practically, this places an immediate obligation on the operator/maintenance organisation to ensure that, once a replacement has been performed, the aircraft is not flown until the installation and any associated checks required by the service bulletin are complete.

• Use the RAC SB method: The AD prescribes the RAC Service Bulletin SB 24-3735 (Issued: August 2005) as the means of implementing the replacement. The requirement is to adhere to the procedures in that SB when making the swap.

Key rights and allowances

• Credit for prior accomplishment: The AD states it “is revised to allow prior accomplishment, as the RAC service bulletin was issued in 2005 and may have already been accomplished.” That is, operators who already carried out the RAC SB before the Directive may rely on that work to meet the AD, provided records substantiate the work.

• Acceptance of FAA‑approved AMOCs: The instrument allows later revisions of the RAC SB if those revisions are “approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2008-13-17,” stating those revisions will be “considered acceptable for compliance with the equivalent Requirements of this Directive.” This gives operators a conditional right to use FAA-approved alternative methods and revisions without seeking separate CASA approval, so long as the revision is an FAA-approved AMOC to the linked FAA AD.

• Cross-reference to FAA AD: The AD explicitly references FAA AD 2008-13-17 Amdt 39-15580. That provides operators with a clear cross-check to the FAA materials for background, technical details and any FAA-controlled AMOCs.

Duties of proof and record-keeping

• The AD’s allowance for prior accomplishment implies operators must retain and produce records demonstrating that replacement was performed in accordance with RAC SB 24-3735. The AD itself does not set out detailed record-keeping requirements, but the practical effect is that proof of compliance will be needed.

Limits and omissions

• The Directive does not set out an appeals process or a detailed enforcement clause within its text. It prescribes actions, times and allowable alternative compliance routes through FAA‑approved AMOCs, but it does not itself enumerate penalties or administrative enforcement steps within the instrument.

The text of the AD does not include express penalty clauses, pecuniary fines, or a detailed enforcement procedure within the instrument itself. The Directive prescribes mandatory actions and compliance times, sets an effective date (25 September 2008), and records acceptance criteria for prior work and FAA‑approved AMOCs, but it does not articulate sanctions for non‑compliance within the text provided.

What the AD does specify for enforcement-relevant purposes:

• Mandatory action and timing: The AD establishes firm obligations , replacement of specified P/Ns (Requirement 1) within 24 months of the AD’s effective date and a prohibition on installing the older P/Ns as initial fits or replacement spares (Requirement 2) before further flight after replacement. These are mandatory elements of the Directive.

• Effective date and compliance window: The AD becomes effective on 25 September 2008 and sets the compliance window for Requirement 1 to “within the next 24 months after the effective date of this Directive” (i.e. by 25 September 2010). The instrument emphasises timing, which is the core mechanism by which compliance is enforced in practice: aircraft must be configured in the required manner by the deadline or be subject to regulatory scrutiny.

• Delegated issuance: The AD is signed by a CASA delegate, James Coyne. The fact of a delegate issuance indicates the instrument is a formal CASA regulatory instrument. CASA’s broader regulatory framework provides the legal power to issue ADs; however, this AD text does not itself recite the statutory enforcement mechanisms or penalties available under the Civil Aviation Act or other primary legislation.

Implications for operators and maintenance providers

• Non‑compliance will have practical consequences for airworthiness. Although the AD text does not set out specific penalties, non‑compliance with an AD typically affects the aircraft’s airworthiness status, insurance coverage, and eligibility to operate commercially. The instrument itself, however, does not state those collateral consequences.

• Record scrutiny: Because the AD accepts prior accomplishment of RAC SB 24-3735, inspectors will expect documentary proof that the prior work meets the SB’s requirements. Failure to produce satisfactory documentation when requested could lead to administrative action under CASA’s broader regulatory powers, even though such powers are not detailed in the AD text.

AMOCs and inspections

• The AD explicitly allows later revisions of RAC SB 24-3735 if approved by the FAA as an AMOC to the FAA AD; it treats such FAA‑approved AMOCs as “acceptable for compliance with the equivalent Requirements of this Directive.” If an operator uses an FAA-approved AMOC, CASA has allowed that choice; reliance on an AMOC should be documented.

Absence of enforcement detail is material

• The lack of explicit penalties in the Directive’s text means enforcement will rely on CASA’s usual supervisory and enforcement mechanisms. Practitioners should not treat silence in the AD as permission to disregard the mandate. Operators should assume CASA will expect compliance and supporting documentation by the deadlines set in the Directive.

The AD explicitly locates itself in a cooperative space with the United States Federal Aviation Administration (FAA) and the manufacturer’s service bulletin, but it does not attempt to restate or displace the broader statutory scheme for airworthiness enforcement. The instrument therefore interacts with external regulatory materials and with maintenance obligations in practice.

Relationship with FAA materials

• The AD cross‑references FAA AD 2008-13-17 Amdt 39-15580. The instrument states “Note: FAA AD 2008-13-17 Amdt 39-15580 refers.” By doing so, CASA aligns this Directive with the FAA’s own directive on the same underlying hazard. In addition, the AD accepts later revisions of RAC SB 24-3735 that are “approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2008-13-17” as acceptable for compliance with the CASA AD. That creates a deliberate interaction: FAA‑approved AMOCs may be relied upon for CASA compliance in this case.

Relationship with manufacturer service material

• The AD incorporates Raytheon Aircraft Company (RAC) Recommended Service Bulletin SB 24-3735 (Issued: August 2005) as the mandated procedure for the replacement. Where a regulatory instrument incorporates a manufacturer SB by reference, compliance with the SB satisfies the AD’s technical requirements. CASA’s AD also recognises prior accomplishment of that SB.

Interaction with maintenance and airworthiness law

• The AD functions as an operational requirement under CASA’s airworthiness regime. While the Directive does not itself quote the Civil Aviation Act or the Civil Aviation Safety Regulations, ADs operate within that legal framework and form part of the regulatory obligations that determine whether an aircraft is maintained in an airworthy condition. The AD does not attempt to change statutory definitions; it prescribes acts that are required for continued airworthiness.

Implications for parts supply and installation laws

• Requirement 2 declares that older P/N 35-380132-1 through -53 “may not be installed on any aeroplane as an initial fit or as a replacement spare.” That is a direct operational prohibition on certain installations. Where parts supply, procurement contracts, or warranty arrangements sought to provide older P/N spares, those commercial arrangements will need to respect the AD’s prohibition insofar as they concern installation on aeroplanes.

Cross-border acceptance and AMOCs

• The AD’s acceptance of FAA‑approved AMOCs makes it administratively easier for operators who are already engaging with FAA processes to gain credit in Australia. That reduces duplication of approval processes but also ties CASA compliance to FAA adjudications in specific instances where an AMOC has been granted. The AD does not, however, permit arbitrary non‑FAA AMOCs; the instrument is explicit that only FAA-approved AMOCs to FAA AD 2008-13-17 will be “considered acceptable” for CASA compliance.

Limits of the Directive’s operational reach

• The FAA’s background reports referenced in the AD concern a broader set of Beech models than the Table 1 models to which CASA’s AD applies. CASA’s AD therefore interacts with FAA materials but diverges in scope: CASA limited its mandatory applicability to the Table 1 models and serial ranges while acknowledging the FAA’s broader hazard reports. Other CASA instruments would be required to make the same requirements mandatory for other models in Australian registries.

Absence of explicit interaction clauses

• The AD does not specify how CASA will coordinate enforcement or inspections with other domestic regulatory instruments, nor does it enumerate how evidence of FAA AMOC approvals should be submitted to CASA. Those procedural details are not set out in this text; they remain in CASA’s broader procedural frameworks.

The Directive as presented contains a narrow amendment history within its own text: it records that the RAC service bulletin SB 24-3735 was issued in August 2005 and that CASA “is revised to allow prior accomplishment,” indicating that the AD’s drafting takes into account the pre‑existing service bulletin and possible prior compliance by operators. Beyond that, the instrument does not include a sequence of later amendments or revisions to the AD itself in the document provided.

Recorded changes and differences

• Prior service bulletin: The AD acknowledges a pre‑existing manufacturer service bulletin (RAC SB 24-3735, August 2005) and explicitly allows prior accomplishment. That is a form of amendment relative to a strict “as‑of‑now” adoption: CASA’s AD adopts the service bulletin and also adds a policy choice to credit prior work.

• Compliance period extension: The AD records a deliberate divergence from the FAA timeline: it “extends compliance by 13 months until 25 September 2010,” whereas the FAA’s final compliance time required on 6 August 2009. That extension is an explicit drafting choice recorded in the background paragraph; it is a substantive difference from the FAA AD’s timeline as of the instrument’s issuance.

Public consultation and non‑responses

• CASA posted a draft version of the Directive for public comment on its internet site on 9 July 2008. The AD records that “no comments or objections have been received by CASA” as of the date the Directive was made. That statement is the procedural history of consultation for this instrument. The absence of recorded objections is the AD’s documented consultation outcome.

No subsequent amendments in text

• The AD text provided does not set out any later amendments to the Directive itself. There is no list of superseding ADs, no “as amended” table, and no subsequent effective-date changes included in the material supplied. Practitioners should treat this instrument as issued on the dates shown and check CASA’s official AD database for any later amendments or revocations not present in this text.

AMOC and service bulletin revisions as a route to change

• The AD makes provision for later revisions of the RAC service bulletin to be used for compliance provided they are “approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2008-13-17.” That clause creates a standing delegation for certain FAA actions to operate as acceptable for CASA compliance; it is a dynamic element that can change which technical materials are acceptable without further amendment of the CASA AD, provided FAA approvals occur.

Practical consequence

• In the absence of a recorded sequence of later instrument amendments in this text, operators should treat the AD as it stands, respect the effective date and the compliance deadlines, and be alert to any later CASA notices, FAA AMOCs, or RAC SB revisions that are FAA‑approved and thus usable for compliance. Any further formal amendments to the CASA AD would appear in CASA’s AD records, which are not reproduced in this text.

The text of the Directive contains no record of litigation related to this AD. The instrument documents its procedural history only in terms of consultation and drafting: a draft was posted on 9 July 2008 for public comment, and CASA records that “no comments or objections have been received by CASA” by the date the Directive was made. Beyond that procedural note, the AD does not include any mention of legal challenges, appeals, judicial review, or enforcement proceedings.

Consequences of the absence of litigation mention

• No mention of litigation in the AD should not be taken as confirmation that no disputes could later arise. The AD records factual matters: issuance date, effective date, signature, and the lack of public comment. If litigation related to the AD were to arise, it would be recorded in judicial or administrative records outside of the AD text. This instrument contains no jurisdictional analysis of how an affected party could challenge or appeal the AD; such routes, if available, would be pursuant to the Civil Aviation Act or other general judicial review and administrative law processes, none of which are discussed in this AD.

Contextual points relevant to potential disputes

• Prior accomplishment credit and AMOC acceptance: The AD’s allowance for prior accomplishment of RAC SB 24-3735 and its acceptance of FAA‑approved AMOCs as acceptable for CASA compliance set out clear compliance pathways. If disputes were to occur about whether a prior accomplishment or an FAA‑approved AMOC actually satisfies CASA’s requirements in a particular instance, those would likely be matters of administrative review or factual contest. The AD itself does not set out dispute resolution mechanisms.

Practical mitigation against litigation risk

• The AD’s procedural record of public posting and the absence of comments is a documented step in its administrative process. Parties who potentially face obligations under the AD had an opportunity to comment and, according to the AD’s own words, did not provide comment or objection as of the date the AD was made. That procedural record is relevant to any administrative‑law challenge asserting inadequate consultation, though the AD text itself does not provide counsel on legal avenues.

Advisory note for practitioners

• Because the AD does not include litigation or appeal material, practitioners needing to advise a client on legal remedies in relation to CASA ADs should consult the relevant statutes (for example, the Civil Aviation Act and administrative law resources) and CASA’s published dispute and enforcement procedures. The AD text alone does not supply litigation history or procedural guidance.

The instrument is brief but contains a number of drafting features and practical traps that practitioners and operators should note closely. These are not interpretive opinions beyond the AD text; they are practical cautions grounded in the Directive’s language.

1. Applicability is model/serial-and-part specific

• The AD applies only to the models and serial ranges listed in Table 1 and only where a circuit breaker toggle switch with P/N 35-380132-1 through -53 is installed. That dual condition means an aircraft of an affected model/serial is not automatically covered if it does not contain any of the listed P/Ns. Conversely, owners of other Beech models mentioned in the FAA background but not listed in Table 1 will not be covered by this AD as written, even though the FAA has reported overheating in those models.

2. The installation prohibition is broad

• Requirement 2 states that P/N 35-380132-1 through -53 “may not be installed on any aeroplane as an initial fit or as a replacement spare.” The phrase “any aeroplane” is broad. Practitioners should not assume this prohibition is limited to Table 1 models: it is written as a general ban on installation of those older parts as initial fits or replacement spares.

3. Odd compliance timing language for Requirement 2

• The AD sets the compliance time for Requirement 2 as “Before further flight after the circuit breaker toggle switch has been replaced in accordance with Requirement 1.” This wording could be misread. The effect intended appears to be that once a replacement is done under Requirement 1, the aircraft must not be flown until the work is complete and the older P/N is not reinstalled. However, if older P/Ns remain elsewhere on the aircraft or are present in stores, operators must ensure no installation occurs. Clarify with CASA if there is any doubt about whether the prohibition requires removing older P/Ns already carried as spares.

4. Prior accomplishment must be demonstrable

• The Directive “allows prior accomplishment” of RAC SB 24-3735. That allowance requires documentary proof. Operators who performed the RAC SB before the AD should ensure their records explicitly show the work was done in accordance with SB 24-3735 (Aug 2005). Absent clear records, inspectors may not accept the prior work as satisfying the AD.

5. AMOC acceptance is conditional on FAA

• The AD permits later RAC SB revisions only if they are “approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2008-13-17.” That is a narrow delegation. Operators cannot assume a RAC SB revision without FAA AMOC approval is acceptable. They should confirm FAA AMOC status before relying on a later SB revision for CASA compliance.

6. Compliance deadline differs from FAA

• CASA explicitly extended the compliance deadline relative to the FAA (the AD “extends compliance by 13 months until 25 September 2010,” while the FAA’s final compliance time was 6 August 2009). Operators must therefore be careful when comparing their obligations under CASA and FAA materials and must comply with the CASA deadline for Australian-registered aircraft.

7. Parts procurement and inventory controls

• Because Requirement 2 prohibits reinstalling older P/Ns as replacement spares, parts managers must update procurement and stores procedures to prevent inadvertent fitment. This is a practical step often overlooked: inventory tags, shelf notices and supply-chain communications should be updated to show the prohibition.

8. Evidence for compliance during transactional events

• Buyers, lessors or insurers will expect proof of AD compliance on title transfer or leasing arrangements. Operators should ensure maintenance logs and compliance records explicitly reference the AD and show either the replacement was completed or prior accomplishment was documented in line with SB 24-3735.

9. The AD does not state enforcement penalties

• The instrument does not set out penalties or enforcement processes. Operators should not see that absence as an option to ignore the AD. The practical consequence of non‑compliance is at the airworthiness and regulatory level, and proof of compliance will be demanded.

10. Limited model coverage despite broader FAA background

• The AD’s background cites FAA reports across many Beech models; CASA’s AD, however, applies only to the Table 1 models and serials. Operators of other models should not assume they are free of risk merely because they are not in Table 1; they should monitor CASA and FAA publications or inspect their aircraft for the specified P/Ns.

This section sets out a practical, source‑grounded compliance checklist based on the AD text. It assumes the operator is responsible for airworthiness decisions and record-keeping. All steps refer directly to the AD’s language: the applicability box, Requirements 1 and 2, the RAC Service Bulletin SB 24-3735 (August 2005), the AMOC provision and the compliance times.

1. Confirm applicability

• Check the model and serial number against Table 1 in the AD. Table 1 lists models F33 and G33, F33A and F33C with serial ranges: CD-1235 through CD-1304; CE-290 through CE-1791; CJ-26 through CJ-179 (as printed in the instrument). The AD applies only where any circuit breaker toggle switch with P/N 35-380132-1 through 35-380132-53 is installed. If your aeroplane is not one of the listed model/serial combinations, the AD’s Requirements 1 and 2 do not apply to that airframe under this instrument (though the wider FAA background hazard is noted).

2. Inspect for affected P/Ns

• Conduct a parts inventory and physical inspection of the aeroplane(s) to determine whether any circuit breaker toggle switch with P/N 35-380132-1 through 35-380132-53 is fitted. Inspect spare parts stores and maintenance returns for those P/Ns.

3. If no affected P/Ns are fitted

• If you confirm there are no P/N 35-380132-1 through -53 installed on a Table 1 aircraft, Requirement 1 does not obligate replacement. However, Requirement 2’s prohibition on installing those older P/Ns as initial fits or replacement spares applies more generally. Ensure your supply chain and maintenance procedures do not install those older P/Ns.

4. If affected P/Ns are fitted (Action required)

• Schedule and perform replacement of all circuit breaker toggle switches P/N 35-380132-1 through 35-380132-53 with improved P/N 35-380132-61 through 35-380132-113 “as specified in Raytheon Aircraft Company (RAC) Recommended Service Bulletin SB 24-3735, Issued: August 2005.” Use the SB procedures as the method of compliance.

5. Observe the compliance window

• Complete the replacement required by Requirement 1 “Within the next 24 months after the effective date of this Directive.” The Directive becomes effective on 25 September 2008; therefore replacements must be completed by 25 September 2010. Do not rely on FAA deadlines for CASA-registered aircraft; CASA extended the deadline relative to the FAA and the AD explicitly notes the extension.

6. Post-replacement checks and before-flight restriction

• Adhere to Requirement 2’s stated compliance timing: ensure that any required checks stipulated in the RAC SB are completed and that the aircraft is not flown “before further flight after the circuit breaker toggle switch has been replaced in accordance with Requirement 1.” In practical terms, after the replacement work, verify all installation checks and any required functional tests are complete before return to service.

7. Prevent re-installation of old P/Ns

• Update maintenance procedures, parts lists and procurement instructions to prevent installation of P/N 35-380132-1 through -53 as initial fits or replacement spares on any aeroplane. Physically segregate, quarantine, or label any older stock and communicate the prohibition to supply chains and on-contract maintenance organisations.

8. Document prior accomplishment if relevant

• If RAC SB 24-3735 was completed before the AD, assemble documentary evidence showing the work was performed in accordance with SB 24-3735 (Issued: August 2005). The AD allows prior accomplishment; documentation will be required to demonstrate compliance if inspected.

9. Use FAA‑approved AMOCs where applicable

• If you intend to rely on a later RAC SB revision, confirm that the revision is “approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2008-13-17.” The CASA AD states such FAA‑approved AMOCs are “considered acceptable for compliance” with CASA’s equivalent Requirements. Maintain evidence of the FAA AMOC and the RAC SB revision used.

10. Record keeping

• Enter the AD compliance action into the aircraft maintenance logbooks, noting the AD reference (AD/BEECH 33/47), the part numbers removed and installed, references to RAC SB 24-3735 (date and revision), dates of work, and the signature of the certificated maintenance person or organisation. Where prior accomplishment is relied upon, retain purchase orders, SB work cards, invoices and any maintenance release that documents the SB’s work.

11. Communication with stakeholders

• Notify insurers, lessors, prospective buyers and regulatory auditors of completed AD compliance, attaching logbook entries and SB work records. Because the AD accepts prior accomplishment, having clear records will simplify transactional or inspection processes.

12. Verify parts authenticity and traceability

• When sourcing replacement parts (P/N 35-380132-61 through -113), ensure parts are genuine, correctly specified and traceable, and that installation follows the RAC SB instructions exactly. Maintain traceability records in case of future inquiries or audits.

13. Consider other models noted by FAA

• Although CASA’s AD applies only to Table 1 models/serials, the FAA’s background reports overheating across a larger set of Beech models. Operators of other models may wish to inspect for the identified P/N types and consult relevant service information or regulatory notices separately.

14. When in doubt, consult CASA

• If any ambiguity arises , for example, about acceptability of a particular SB revision, the exact interpretation of the “before further flight” clause, or whether an FAA AMOC covers a proposed alternative procedure , contact CASA or the authorised CASA delegate for clarification. The AD itself endorses FAA-approved AMOCs as acceptable in the circumstances explicitly described; queries that fall outside that scope should be raised with CASA.

By following these steps, an operator can align operations with the AD’s expressed requirements: identify affected aircraft, replace specified P/Ns using RAC SB 24-3735 or an FAA‑approved AMOC, prevent reinstallation of the older parts, document prior accomplishment, and ensure records are available for inspection.