AD/BEECH 35/58 Amdt 6 - Empennage Structural Integrity

The AD is built around a small set of interlocking technical concepts tied to empirical findings reported by the manufacturer and incorporated maintenance data. The core concepts are:

• Unsafe condition and regulatory trigger: The Background states manufacturer tests indicated that empennage strength was marginal in certain parts of the flight envelope. That finding is the stated reason for the AD; the delegate uses subregulation 39.1(1) of CASR 1998 to require corrective action. The AD explicitly ties regulatory power to correcting an unsafe condition (introductory paragraphs and Background).

• Applicability and conditional exceptions: The AD applies to named Beechcraft Model 35 variants (C35, D35, E35, F35, G35, H35, J35, K35, M35, N35, P35, plus S35, V35, V35A and V35B except those with the straight tail conversion STC SA2149CE). The Applicability paragraph lists the models and excludes S/V models that have STC SA2149CE incorporated, creating a conditional applicability based on modification status.

• Specific technical tasks tied to manufacturer and kit instructions: Required tasks are not described as free-form engineering judgments; they must be accomplished “in accordance with” particular manufacturer documents and kit instructions: Beech Shop Manual 35-590096B19 Section 3 (ruddervator balancing), instructions to Beech Kit 35-4017-1 (empennage and aft fuselage inspection), Beech Service Bulletin No. 2188 (which specifies those kit instructions), and RAC Kit Nos. 35-4016-3/5/7/9 (stabiliser reinforcement installation). The AD therefore channels required work into specific shop/kit procedures.

• Two-stage weight-and-balance verification: Requirement 6 provides two alternative methods for verifying basic empty weight and empty-aircraft CG: a documentary review method (Method No.1) and a physical weighing method (Method No.2). Method No.1 requires review of records and comparison to the actual aircraft configuration, with a fall-back to Method No.2 if discrepancies or undocumented modifications exist. Method No.2 requires weighing per the AFM/POH instructions and recording new values in aircraft records.

• Interaction with STCs and existing modifications: The AD instructs removal of certain external stabiliser reinforcements installed under several named STCs (SA845GL, SA846GL, SA1650CE, SA2286NM, SA2287NM), but creates exceptions that permit retention of internal stub spars incorporated under STC SA1649CE/SA1650CE and, in certain models, retention of “tail-safe external angles” installed under STC SA1649CE, subject to trimming or other modification consistent with stabiliser reinforcement installation per Requirement 5. The AD therefore differentiates between external and internal modifications and creates conditional pathways for retention or replacement.

• Repetitive and one-time inspection structure: Amendment 6, as explained in Background, converted the repetitive visual inspection of empennage, aft fuselage and ruddervator control system into a one-time action, while adding repetitive inspections of fuselage bulkheads (see Background and Compliance paragraphs). Requirement 3 includes repetitive inspections “at intervals not to exceed 100 hours time in service” after the first inspection.

• Immediate safety threshold for certain actions: Several parts of the AD require that where damage or out-of-limit conditions are found the aircraft must be repaired or rebalanced “before further flight” (Requirements 1, 2(c), 3(c), 6: correct discrepancies before further flight). This expresses an immediate operational constraint on continued flight when unsafe conditions are identified.

These concepts define the technical and procedural shape of the AD. Mechanically the AD constrains operator choices: work must be scheduled within specified hours time-in-service windows, must follow named manuals or kit instructions, and some previously installed modifications must be removed or altered unless the AD allows specific retention conditions. The AD makes the operator responsible for record review, physical inspections, corrective repairs, and update of weight-and-balance records.

The AD directly affects owners, operators, maintenance organisations and certificated maintenance personnel who maintain or operate the listed Beechcraft Model 35 series aeroplanes in the Commonwealth of Australia. The Applicability paragraph lists the models subject to the AD, which creates the primary population of affected parties: all Model C35, D35, E35, F35, G35, H35, J35, K35, M35, N35 and P35 aircraft; and all Model S35, V35, V35A and V35B aircraft unless they have STC SA2149CE (straight tail conversion) incorporated. Those owners and operators will need to determine whether the aircraft configuration includes the STC and whether previously-installed STC modifications listed in the AD are present.

Maintenance organisations and certificated engineers are materially affected because the AD requires compliance with manufacturer shop manual procedures (Beech Shop Manual 35-590096B19 Section 3), specific kit instructions (Beech Kit 35-4017-1 and RAC Kit Nos. 35-4016-3/5/7/9) and Beech Service Bulletin No. 2188. The AD therefore demands work that is normally within the scope of licensed maintenance providers and requires them to be able to implement the specified kits and repairs. The direction to install larger diameter ruddervator tab control cables and stabiliser reinforcement implies parts procurement and possibly different tooling or technique.

Supplemental Type Certificate (STC) holders and holders of previous modification approvals are affected. The directive requires removal of certain external stabiliser reinforcements installed under particular STCs (SA845GL, SA846GL, SA1650CE, SA2286NM, SA2287NM) while allowing retention of certain internal parts (internal stub spar under SA1649CE/SA1650CE) or tail-safe external angles under SA1649CE for certain models, subject to trimming or installation of the stabiliser reinforcement specified in Requirement 5. Operators and maintainers must check aircraft modification records to determine which STCs have been incorporated and follow the AD’s conditional instructions.

Regulators and the CASA delegate are affected in an administrative sense because the AD was issued under CASA’s CASR 1998 authority and the delegate’s signature implements an enforceable directive. The AD also references and aligns with a related FAA AD (FAA AD 94-20-04 R2 Amdt 39-13147), so foreign airworthiness authorities and international operators may need to coordinate compliance and records transfer where aircraft have been maintained to other authorities’ ADs.

Finally, insurers and lessors may be affected by the AD’s mandatory actions, because required inspections, removals and record updates will change maintenance status, potentially affect airworthiness certificates, or generate work-packs that impinge on lease conditions. The AD’s “before further flight” prescriptions mean that finding damage or out-of-balance conditions typically triggers grounding until rectification is complete; that operational consequence sits with the owner/operator and their maintenance provider.

The AD imposes a set of affirmative duties on operators and maintenance personnel for the affected aircraft. The text specifies what must be done, how it must be done (by reference to specific manuals and kit instructions), and when it must be done (compliance times). Rights are not explicitly enumerated in the AD text; the instrument focuses on duties and links to supporting documents that describe the technical methods to be used. Key duties and the practical implications are:

• Duty to determine applicability: Operators must check whether their aircraft model is listed and whether specific STCs (notably STC SA2149CE) have been incorporated. The Applicability paragraph is the starting point for duty allocation.

• Duty to verify and correct ruddervator balance: Requirement 1 directs verification that the ruddervator balance is within the manufacturer’s specified limits as defined in the applicable shop or maintenance manual. If out of limits, the ruddervator must be balanced in accordance with Section 3 of Beech Shop Manual 35-590096B19 or subsequent revisions, and this must be done before further flight where out-of-limits conditions are found. The Compliance section adds timing obligations: within 100 hours time in service after 5 January 1995; thereafter before further flight after repairs or repainting.

• Duty to inspect empennage, aft fuselage, and ruddervator control system: Requirement 2 requires visual inspection per Beech Kit 35-4017-1 instructions and Beech Service Bulletin No. 2188, with repair or replacement of any damaged parts and re-setting of elevator, rudder and tab system controls, cable tensions and rigging. These repairs/replacements are required before further flight where damage is found. The Compliance clause specifies timing: inspect and set controls, tension and rigging within 100 hours time in service after 2 October 2003 if not already accomplished.

• Duty to inspect specific fuselage bulkheads and skin and repair as needed: Requirement 3 mandates visual inspection of fuselage bulkheads at FS 256.9 and FS 272 and surrounding skin for damage; damage must be repaired or parts replaced before further flight. Requirement 3 further imposes recurring inspection intervals “at intervals not to exceed 100 hours time in service” after initial compliance.

• Duty to remove certain external stabiliser reinforcements and address residual holes: Requirement 4 requires removal of external stabiliser reinforcements installed under the listed STCs and sealing/filling residual holes with appropriately-sized rivets, within 100 hours TIS after 5 January 1995 unless already accomplished. The AD allows retention of the internal stub spar incorporated through STC SA1649CE and SA1650CE, and conditional retention of external angles incorporated through SA1649CE subject to trimming or use of tail-safe external angles for certain models.

• Duty to install stabiliser reinforcements and replace cables: Requirement 5 requires installation of stabiliser reinforcements, setting elevator nose-down trim and replacing ruddervator tab control cables with larger diameter cables per specified RAC kit instructions. Compliance is within 100 hours TIS after 5 January 1995 unless already accomplished.

• Duty to verify and correct weight and balance data: Requirement 6 requires verification of the basic empty weight and CG using either Method No.1 (documentary review) or Method No.2 (physical weighing), with recording and correction in aircraft records and correction of any discrepancies before further flight. Compliance timeframe is within 100 hours TIS after 5 January 1995 unless already accomplished.

• Duty to use specified documents and kits: Where the AD directs actions “in accordance with” particular manuals, kits or service bulletins, those are mandated methods of compliance.

The AD does not articulate rights such as appeals or review processes in the text itself. It does identify the CASA delegate as the issuing authority and includes effective and notified dates; any rights to administrative review or legal challenge are not set out in the AD text. Where the AD says “as applicable” or permits retention of certain parts, it creates limited discretion for operators who must determine whether the retention conditions apply to their configuration and then proceed accordingly.

Practical implications of the duties:

• Work must be scheduled within specified operational periods (100 hours TIS windows), and some work requires immediate rectification before further flight if defects are discovered.
• The AD channels the technical solutions through specific manufacturer and kit instructions; maintenance providers must have access to those documents and the parts/kits.
• Aircraft records must be updated, particularly where Method No.2 weighing is used and new basic empty weight and CG values are recorded for future weight-and-balance computations.

The AD is presented and issued under the CASA regulatory framework: it is issued by the CASA delegate under subregulation 39.1(1) of CASR 1998 and was formally notified in the Commonwealth of Australia Gazette on 10 September 2003. The AD’s text repeatedly frames the tasks as required,the AD “requires” action to be taken in relation to the aircraft, in the circumstances and in the manner and times specified (introductory paragraphs). The AD establishes mandatory technical compliance obligations by prescribing required inspections, repairs, removals, installations, and record updates, and by specifying “before further flight” requirements where unsafe conditions or out-of-limit conditions are found (see Requirements 1, 2, 3 and 6).

The AD itself does not set out a schedule of fines, criminal penalties, or civil enforcement procedures in the included text. It does, however, operate as a regulatory instrument: the issuing paragraph explains that the delegate “issues the following AD under subregulation 39.1 (1) of CASR 1998” and “requires that the action set out in the requirement section … be taken” in specified circumstances and times. Those formulations indicate that the AD is a binding mandatory direction within the CASR framework; in regulatory practice an AD is an enforceable means of requiring correction of an unsafe condition. The AD does not further specify inspection or certification tasks beyond the required maintenance actions and record adjustments.

Enforcement mechanisms explicit in the text:

• The AD becomes effective as of a specified date (2 October 2003), and the Compliance section sets hard compliance windows (mostly within 100 hours time in service after specified dates) and “before further flight” provisions where damage or out-of-balance conditions are found. That timing creates immediate operational consequences for non-compliance: the AD requires correction before further flight if the inspection reveals defects or out-of-limits conditions.

• The instrument’s formalization,delegate’s signature and Gazette notification,gives it formal regulatory status consistent with CASA’s use of ADs to impose mandatory airworthiness actions. The AD refers to specified documents and kits as the required methods of compliance.

What the AD text does not specify (and therefore cannot be asserted on the basis of this document alone):

• The AD text does not list financial penalties or enforcement sanctions or the process for CASA to commence enforcement action. It does not specify notice or rectification timelines beyond the stated compliance times. It does not describe appeal or review processes or suspensive relief from compliance obligations.

Practical enforcement risks and likely operational consequences implied by the text:

• Where an inspection finds damage or a control surface out of the manufacturer's specified limits, the aircraft must be repaired or rebalanced “before further flight”; operationally this means the operator bears the direct cost and scheduling impact of remedial work, and the aircraft’s availability will be affected until maintenance is completed and records updated in accordance with the AD’s instructions.
• Because the AD prescribes methods of compliance (specific manuals, service bulletins and kit instructions), an operator choosing a different method would need an alternative approved means of compliance; the AD itself does not state the process for acceptance of alternate methods.
• Given the AD’s formal issuance and Gazette notification, the AD constitutes an enforceable regulatory obligation within CASA’s airworthiness oversight framework; the AD text itself, however, does not set out the enforcement process or penalties in this instrument.

This AD explicitly situates itself within the CASA regulatory framework and cross-references related FAA action and various Supplemental Type Certificates and manufacturer documents, producing multiple points of interaction:

• CASR 1998: The AD is issued under subregulation 39.1(1) of CASR 1998 (introductory paragraph). That places the AD within the statutory/regulatory powers provided by CASR for issuing mandatory airworthiness directives. The AD therefore interacts with the broader regulatory obligations of operators under CASR, including continuing airworthiness and the obligation to comply with ADs.

• Manufacturer documentation and service bulletins: The AD mandates compliance “in accordance with” specified manufacturer and kit documents: Beech Shop Manual 35-590096B19 Section 3 for ruddervator balancing, instructions to Beech Kit 35-4017-1 and Beech Service Bulletin No. 2188 for empennage and aft fuselage inspections, and RAC Kit Nos. 35-4016-3/5/7/9 for stabiliser reinforcement installations (Requirement paragraphs 1, 2, 3, 5). The AD therefore interacts operationally with those technical documents by making them the required methods of compliance; following these documents will typically be necessary to show compliance with the AD.

• Supplemental Type Certificates (STCs): The AD refers to multiple STCs. It requires removal of external stabiliser reinforcements installed under STCs SA845GL, SA846GL, SA1650CE, SA2286NM, SA2287NM (Requirement 4), but allows retention of the internal stub spar incorporated through STC SA1649CE and SA1650CE, and retention of external angles from STC SA1649CE for certain Beech models, subject to trimming or the installation of the stabiliser reinforcement specified in Requirement 5. The AD therefore expressly interacts with prior modification approvals and their continuing validity: it imposes constraints on parts installed under particular STCs while allowing conditional retention of others. Operators must reconcile AD requirements with STC documentation and modification records.

• FAA ADs: The AD notes that FAA AD 94-20-04 R2 Amdt 39-13147 is referred to in the Note and that Amendment 6 of this CASA AD was issued “in response to the latest revision of the related FAA AD”. The Background explains Amendment 6 maintains the actions of the prior FAA AD but makes certain inspection aspects one-time actions and adds repetitive inspections of bulkheads. This demonstrates a cross-jurisdictional interaction in which CASA’s AD aligns with and responds to FAA AD developments; operators with aircraft maintained between jurisdictions will need to ensure records and compliance align with both CASA and FAA directions where relevant.

• Maintenance certification and continuing airworthiness obligations: While not spelled out in statutory detail in the text, the AD’s requirements for inspections, repairs, rebalancing, installations and record updates implicitly interact with an operator’s continuing airworthiness obligations under the broader CASR framework. The AD requires that the actions be taken “in accordance with the instructions” and that records be updated where Method No.2 of weighing is used; these are typical elements of continuing airworthiness processes.

• Gazette notification and administrative effect: The AD’s notification in the Commonwealth Gazette (10 September 2003) provides formal administrative effect and public record of the directive’s issuance, which interfaces with public law processes for promulgation and notification.

Points of coordination and potential friction:

• Where an aircraft has STCs or modifications installed under the listed STCs, operators need to coordinate between AD-prescribed removals/retentions and the documentation and approvals for those STCs. The AD creates conditional pathways (removal, sealing, retention with trimming) that must be reconciled with the original STC approvals and any continuing airworthiness obligations attached to those STCs.

• The AD directs compliance “in accordance with” specific manuals and kit instructions. If an operator proposes an alternative method of compliance, the AD text itself does not provide the acceptance process; in practice, any alternative would need formal approval consistent with CASA procedures for alternative means of compliance, which are outside the scope of the AD text.

The AD text itself presents a succinct amendment history that describes both chronological milestones and the change in technical requirements across amendments. All of the historical text below is drawn from the Background and Compliance paragraphs.

• Original issue: The original AD (AD/BEECH 35/58) became effective on 20 November 1986. That is the baseline issuance from which later amendments followed.

• Amendment 2: The text states Amendment 2 removed temporary speed restrictions. No further technical detail about the removed speed restrictions is provided in the AD text.

• Amendment 3: Amendment 3 extended the fuselage bulkhead inspection to all aircraft. That extension broadened the applicability of the bulkhead inspection obligation.

• Amendment 4: Amendment 4 clarified the intent of Requirement 5. The AD does not restate the original ambiguity, but this amendment is reported as a clarification of what was required under Requirement 5 (the later text of Requirement 5 prescribes stabiliser reinforcement installation, elevator trim setting and cable replacement).

• Amendment 5: Amendment 5 was issued following information received by the FAA from the field regarding the ability to accomplish and understand the existing AD. This amendment condensed and clarified information presented in FAA AD 94-20-04 and removed Beech Models 35, 35R and B35 from the Applicability of AD/BEECH 35/58; the actions that apply to those models were incorporated into AD/BEECH 35/70 Amdt 1. Amendment 5 became effective on 23 January 2003. This amendment is described as a reconfiguration of applicability and an attempt at clarity.

• Amendment 6 (the present instrument): Amendment 6 was issued in response to the latest revision of the related FAA AD. It maintains the actions of the previous FAA AD, but makes the repetitive visual inspection of the empennage, aft fuselage, and ruddervator control system, and subsequent actions, a one-time action; and adds repetitive inspections of the fuselage bulkheads. The Compliance paragraph indicates the compliance times for Requirements 1, 4, 5 and 6 remain unchanged by this issue. Amendment 6 became effective on 2 October 2003; the AD signed by the CASA delegate is dated 22 August 2003 and was gazetted on 10 September 2003.

The amendment history in the AD text shows an evolution from initial restrictions (temporary speed limits) toward a more inspection- and modification-oriented regime, with clarifications and realignments to parallel FAA activities and to adjust inspection periodicity (converting some repetitive inspections to one-time actions and adding repetitive checks elsewhere). The AD text sets out these changes without providing documentary annexes of the earlier amendment texts within this instrument; readers must rely on the narrative recitation and the explicit applicability/requirement text in the present AD to understand current obligations.

The AD text contains no information about litigation, appeals, judicial reviews, or administrative disputes relating to this AD or any of its amendments. There are no cases, enforcement actions, or legal proceedings referenced in the instrument. The only external legal cross-reference in the AD is to FAA AD 94-20-04 R2 Amdt 39-13147; the AD cites that FAA AD and explains that Amendment 6 responds to that FAA AD’s latest revision. The AD does include the procedural formalities of delegate signature, effective dates and Gazette notification, but it does not report any litigation history.

Consequently, based solely on the content of the AD, there is no recorded litigation history to summarise or analyse. Any disputes, enforcement actions, or judicial determinations that may exist elsewhere are not included in this text and therefore cannot be asserted here.

The AD text contains a number of operational and compliance traps that can affect scheduling, costs and continued airworthiness if not properly anticipated. The following items are drawn directly from the AD’s wording and the interactions it creates with STCs, manuals and kits.

• Applicability depends on incorporated STCs: S35, V35, V35A, V35B aircraft that have the straight tail conversion STC SA2149CE are excluded from applicability. Operators must be able to verify STC incorporation status in aircraft records. Failure to correctly assess STC status may lead to unnecessary work or non-compliance.

• Multiple, partly overlapping STC instructions: The AD orders removal of external stabiliser reinforcements installed under certain STCs (SA845GL, SA846GL, SA1650CE, SA2286NM, SA2287NM) but allows retention of internal stub spars under SA1649CE/SA1650CE and conditional retention of external angles under SA1649CE for certain models (Requirement 4). That creates conditional logic that must be resolved by checking the exact components installed and their STC provenance. Misidentifying which specific reinforcement or angle was installed risks incorrect removal or retention.

• One-time vs repetitive inspections changed by amendment: Amendment 6 converts what had been repetitive visual inspections of the empennage, aft fuselage and ruddervator control system into a one-time action while adding repetitive inspections of fuselage bulkheads. Operators who previously scheduled recurring empennage inspections need to review current AD text to avoid unnecessary recurring maintenance or to ensure bulkhead inspections are added to maintenance intervals (Requirement 3 and Background).

• Exact structural locations prescribed: Requirement 3 requires inspection of fuselage bulkheads at Fuselage Stations FS 256.9 and FS 272. Operators must be precise in locating and inspecting these stations; unclear or inaccurate bulkhead station identification can result in incomplete compliance.

• “Before further flight” obligations create immediate grounding risk: Requirements 1, 2, 3 and 6 require repair, replacement or correction before further flight where damage or out-of-limit conditions are found. That produces an immediate operational consequence when inspectors find defects,scheduling of parts and labour becomes urgent, and aircraft availability can be affected.

• Painting and repainting can re-trigger balancing: Compliance for Requirement 1 includes circumstances after ruddervators are repaired or repainted, noting “even if stripes are added or paint is touched up”. Simple cosmetic work to the ruddervator can therefore trigger the balancing verification and, where necessary, rebalancing before flight. Operators and finishers must be aware that paint changes can change mass distribution enough to require balancing action.

• Use of specified manuals and kit instructions: The AD mandates specific references: Beech Shop Manual 35-590096B19 Section 3, Beech Kit 35-4017-1 instructions, Beech Service Bulletin No. 2188, and RAC Kit Nos. 35-4016-3/5/7/9. Failure to consult or obtain the exact referenced revision could affect acceptability of the maintenance work. The AD indicates “or subsequent revisions” for the shop manual balancing procedure, but for kit instructions and service bulletin it refers to the specified documents; operators should confirm which revisions are current or accepted by CASA.

• Parts and kits availability and compatibility: Requirement 5 calls for installation of stabiliser reinforcements and replacement of ruddervator tab control cables with larger diameter cables per RAC kit instructions. Operators must ensure availability of the specified RAC kits and that installations are compatible with any retained STC components (for example, the AD allows certain retained items only if trimming or other steps permit installation of the stabiliser reinforcement).

• Weight-and-balance verification choices and recordkeeping: Requirement 6 permits two methods. Method No.1 is a documentary review, but if discrepancies exist or modifications are undocumented Method No.2 (weighing) must be used. The AD requires recording and use of the new basic empty weight and CG values in aircraft records. Operators must ensure weight-and-balance documentation is updated correctly and that personnel understand when to escalate to a physical weighing. Incomplete records may force a full weighing and result in costs and downtime.

• Compliance deadlines stretching back in time: Several compliance times in the AD reference earlier dates (e.g., within 100 hours TIS after 5 January 1995 for Requirements 1, 4, 5 and 6) and state the compliance times remain unchanged. Operators must interpret these retroactive windows in light of whether the work was already accomplished; absent contemporaneous records, operators could be required to demonstrate prior compliance or to accomplish the work now.

• Mixed historical amendments: The AD’s Background records a sequence of amendments with different technical impacts (removal of speed restrictions, extension of bulkhead inspections, clarifications and consolidation). Operators must read the present amendment text carefully rather than relying on memory or past practice, because Amendment 6 changes the inspection periodicity and adds the bulkhead repetitive inspections.

• Cross-jurisdictional expectations: The AD’s Note references FAA AD 94-20-04 R2. Operators who have complied with FAA ADs or have documentation referencing FAA compliance must reconcile that with CASA’s AD obligations. The AD text indicates Amendment 6 was issued in response to FAA AD revisions; nevertheless, operators should ensure their records align with CASA’s compliance regime and the particular phrasing of this instrument.

These “gotchas” follow from the AD’s conditional provisions, specific reference documents, “before further flight” injunctions, and the mixture of one-time and repetitive inspection regimes. Clarity about what is installed on the aircraft, the revision status of referenced documents, and thorough recordkeeping are necessary to avoid inadvertent non-compliance or operational disruption.

The AD prescribes a discrete sequence of technical and administrative steps; compliance requires precise application of those steps within the specified time windows and in accordance with the referenced manuals and kit instructions. The following is a practical checklist to implement compliance with the AD, grounded in the Requirement and Compliance paragraphs and in the AD’s cross-references.

1. Confirm applicability and modification status

   • Identify the aircraft model and confirm whether it is one of the listed models (C35, D35, E35, F35, G35, H35, J35, K35, M35, N35, P35, and S35, V35, V35A, V35B subject to STC exceptions).
   • Check aircraft records for incorporation of STC SA2149CE (straight tail conversion). If SA2149CE is incorporated, the S/V model aircraft are excluded from applicability. Record this determination in maintenance logs.

2. Gather required technical material and kits

   • Beech Shop Manual 35-590096B19 (Section 3) for ruddervator balancing procedures.
   • Beech Kit 35-4017-1 instructions “Kit information Empennage and Aft Fuselage Inspection”.
   • Beech Service Bulletin No. 2188 (dated May 1987) which specifies the Kit 35-4017-1 instructions.
   • RAC Kit No. 35-4016-3, 35-4016-5, 35-4016-7 or 35-4016-9 instructions as applicable for stabiliser reinforcement installation.
   • Ensure access to approved revisions of these documents, noting the AD allows “subsequent revisions” for the Beech Shop Manual balancing instruction.

3. Schedule required inspections within compliance windows

   • Requirement 1: Verify ruddervator balance within 100 hours TIS after 5 January 1995 if not already done; thereafter verify before further flight after ruddervator repair or repainting. If balance is out of limits, balance per Beech Shop Manual Section 3 before further flight.
   • Requirement 2: Inspect empennage, aft fuselage, and ruddervator control system and set controls/cable tensions/rigging within 100 hours TIS after 2 October 2003 if not already done. Repair or replace damaged parts and reset controls before further flight.
   • Requirement 3: Inspect FS 256.9 and FS 272 bulkheads and surrounding skin within 100 hours TIS after 2 October 2003 if not already done; perform repairs before further flight where damage is found. Thereafter, accomplish inspections at intervals not to exceed 100 hours TIS.
   • Requirements 4 and 5: Remove specified external stabiliser reinforcements and install required stabiliser reinforcements, set elevator trim and replace ruddervator tab control cables within 100 hours TIS after 5 January 1995 if not already done.
   • Requirement 6: Verify basic empty weight and CG using Method No.1 or No.2 within 100 hours TIS after 5 January 1995 if not already done; correct discrepancies before further flight.

4. Inspect and document structural and control system condition

   • Follow the step-by-step visual inspection guidance in Beech Kit 35-4017-1 as specified in Beech SB No. 2188 for the empennage, aft fuselage and ruddervator control systems.
   • When inspecting fuselage bulkheads at FS 256.9 and FS 272, examine for cracks, distortion, loose rivets, wrinkles or skin cracks as listed in Requirement 3.
   • Where damage is found, plan repairs or replacements in accordance with the kit and service bulletin instructions, and record the work in the maintenance log.

5. Perform balancing and control-setting tasks

   • Verify ruddervator balance per the Shop Manual. If out of specified limits, accomplish balancing using Beech Shop Manual 35-590096B19 Section 3. Rebalance after any repair or repaint that might change mass distribution, including paint touch-ups and stripes, before further flight.
   • Set elevator nose-down trim and set elevator, rudder and tab system controls, cable tensions and rigging per the kit instructions.

6. Remove/retain STC-installed reinforcements per AD logic

   • Identify any external stabiliser reinforcements installed under STC SA845GL, SA846GL, SA1650CE, SA2286NM, SA2287NM and remove them in accordance with the maintenance instructions referenced.
   • Seal and fill residual holes using appropriately-sized rivets.
   • Determine whether internal stub spars (SA1649CE/SA1650CE) or external angles (SA1649CE) qualify for retention; if retaining external angles for some models, ensure any trimming or accommodation required to permit installation of the stabiliser reinforcement specified in Requirement 5 is completed.

7. Install stabiliser reinforcements and replace cables

   • Use the RAC kit instructions (35-4016 series) prescribed in Requirement 5 to install stabiliser reinforcements, set elevator nose-down trim, and replace ruddervator tab control cables with larger diameter cables.
   • Ensure compatibility with any retained STC components and document installation.

8. Verify and correct weight-and-balance information

   • Apply Method No.1 (document review) initially: review existing weight-and-balance documentation, confirm completeness and accuracy relative to the aircraft’s actual configuration and modifications. If Method No.1 reveals undocumented changes or discrepancies requiring further action, proceed to Method No.2.
   • If required, perform Method No.2 weighing according to the Weighing Instructions in the Weight and Balance section of the AFM/POH, record the basic empty weight and empty-aircraft CG in aircraft records and use those values for future weight-and-balance computations.
   • Correct any discrepancies before further flight.

9. Recordkeeping and certification

   • Enter all inspections, findings, repairs, removals, installations, cable replacements, balance adjustments and weight-and-balance updates into the aircraft maintenance records as required by continuing airworthiness practice.
   • Where Method No.2 weighing produces new basic weight and CG values, record these results and use them as the basis for future weight-and-balance calculations.
   • If any actions were completed previously, ensure evidence of prior compliance is present in the aircraft records so that the compliance status can be demonstrated.

10. Liaise with CASA where uncertainties arise

• If an operator wishes to use an alternative method of compliance or has uncertainty about retention of STC components relative to the AD, the AD text does not specify an alternate method approval procedure; operators should therefore consult CASA or their delegated continuing airworthiness authority to secure acceptance of alternatives or to clarify ambiguous configuration issues.

11. Plan for parts, downtime and costs

• Anticipate the need to source RAC kits, stabiliser reinforcements, larger diameter cables and any replacement structural parts identified during inspections. Budget for downtime and possible “before further flight” rectifications.

12. Maintain currency with AD amendments and related FAA direction

• Note that Amendment 6 was issued in response to a related FAA AD revision and that the AD’s compliance windows for several requirements remained unchanged by the amendment. Operators should keep maintenance and compliance records aligned with the current AD text and with any future amendments.

Following this sequence will align operator actions with the AD’s specified technical methods, conditional retention/removal logic for STC-installed parts, timing windows, and the “before further flight” safety constraints.