Airworthiness Directives 2004 - Revocation and Remaking - Beechcraft 90 and 65-90 (King Air) Series Aeroplanes

The source sets out two central legal concepts: revocation and remaking of administrative instruments, and delegation of regulatory power under the Civil Aviation Safety Regulations 1998. The instrument explicitly invokes subregulation 39.001(1) of the Civil Aviation Safety Regulations 1998 as the legal basis for the delegate’s action. The delegate uses that power to revoke listed ADs and to re‑make each AD as a separate instrument attached to the revocation instrument. The note clarifies that remaking is not a substantive revision; rather, the ADs are re‑made “in exactly the same form” as in their then‑latest published editions.

The Schedule is the operational map of the exercise. It pairs AD names and AD numbers and records amendment histories and cancellation markers. Examples in the Schedule illustrate the variety of topics that ADs can cover for the Beech 90/65‑90 family: structural inspections and fatigue life limitations (for example AD/BEECH 90/22, AD/BEECH 90/36, AD/BEECH 90/56, AD/BEECH 90/57), control system inspections and modifications (for example AD/BEECH 90/51, AD/BEECH 90/102), electrical and wiring inspections (for example AD/BEECH 90/26, AD/BEECH 90/24), placard installations and cockpit fitments (for example AD/BEECH 90/10, AD/BEECH 90/11, AD/BEECH 90/101), and numerous airframe and component‑specific directives (for example AD/BEECH 90/87 engine mount bolts, AD/BEECH 90/99 main landing gear torque knee).

The instrument preserves the published form and numbering of the ADs. It therefore supports continuity of reference: each AD remains identifiable by its AD/BEECH 90/xx number and any amendment suffixes. The inclusion of items marked “CANCELLED” in the Schedule indicates that the Schedule records ADs whose latest published editions already carry a cancellation status, and those cancelled editions are likewise re‑made in their latest form. The instrument does not itself provide the technical content of the attached ADs; for substantive obligations, readers must consult the attached AD instruments that are referred to as being made separate and attached.

The source identifies the regulatory actor who makes the instrument , the delegate of the Civil Aviation Safety Authority, David Alan Villiers , and lists the ADs that are subject to revocation and remaking. The immediate practical stakeholders identifiable from the text are owners, operators, maintainers and airworthiness managers of Beechcraft 90 and 65‑90 (King Air) series aeroplanes, because the Schedule lists ADs that apply specifically to that family of aircraft.

Each AD listed is an instrument that, in its operative terms (not reproduced here), will impose maintenance, inspection, modification, placard or operational requirements on aircraft of particular models, serial ranges or component configurations. The instrument does not itself restate who is legally obliged to comply with each AD; it re‑issues the ADs in identical form, so the persons who were previously subject to each AD remain the parties to whom the re‑made ADs are directed. The Schedule includes ADs with amendment histories (for example “Amdt 3”, “Amdt 4”), indicating that some listed ADs have been the subject of earlier changes which have been carried through into the latest published editions that are re‑made.

Because the text we have does not reproduce the attached ADs, the source does not list specific serial numbers, component numbers or other technical applicability thresholds. The affected population therefore must be identified by cross‑referencing the remade, attached AD instruments themselves. The Schedule’s broad coverage, from cockpit placards to primary structure fatigue limitations, implies that operators across maintenance organisations, scheduled maintenance providers, and continuing airworthiness personnel for the Beech 90/65‑90 fleet are likely to be affected to varying degrees depending on the specific AD applicability statements contained in each re‑made AD. The inclusion in the Schedule of entries marked “CANCELLED” means that the universe of affected parties will need to note which ADs are operative and which have been recorded as cancelled in their latest published form.

The instrument in the source performs only the administrative acts of revocation and re‑making; it does not itself set out technical duties or exemptions. The source expressly states that the remade ADs are “in exactly the same form as appears in the latest published edition of the Directive.” Therefore, the operative duties and any rights (for example, procedural provisions for compliance, acceptable means of compliance, or appeal/variation mechanisms) will be those contained in each attached AD in the form of its latest published edition.

The source provides two concrete legal features that bear on duties and rights. First, the legal basis for the delegate’s action is subregulation 39.001(1) of the Civil Aviation Safety Regulations 1998; that is the stated empowering provision for revocation and re‑making in this instrument. Second, the Schedule identifies each AD by its AD/BEECH 90/number and lists amendment designations and cancellation annotations. These identifiers are the citation mechanism that parties will use to find the substantive requirements in the attached instruments.

Because the substantive text of the attached ADs is not reproduced in the source text provided here, the precise content of duties , such as inspection intervals, mandatory modifications, placard wording, or the timeframe for compliance , is not available in this instrument. Rights that may be specified in the attached ADs, such as temporary operating limitations, authorisations for alternative methods of compliance (AMOCs), or routes for appeal or review, are likewise not stated here but would remain available only to the extent those procedures exist in each attached AD’s text. Practically, the source preserves continuity: by re‑making the ADs in identical form, previously existing obligations, compliance timetables and any rights tied to those ADs continue to exist in the remade instruments.

The instrument as provided does not include explicit penalty provisions or an enforcement schedule. It records the administrative revocation and re‑making of the listed ADs and states the legislative authority relied on, subregulation 39.001(1) of the Civil Aviation Safety Regulations 1998. The instrument does not itself specify civil or criminal penalties, infringement notices, or the enforcement mechanisms that might apply for non‑compliance with the re‑made ADs.

Because the remade ADs are separate instruments, any enforcement, sanction or penalty consequences for non‑compliance with those ADs would be located in the substantive regulatory framework that governs airworthiness directives and in the text of the individual ADs or in the Civil Aviation Safety Regulations themselves. The source does not reproduce those materials, so it does not state whether the attached ADs carry pecuniary penalties, conditions on the issue or suspension of certificates, grounding directions, or other enforcement tools. The only enforcement‑relevant statement in the source is the legal basis for the delegate’s authority to act, which is subregulation 39.001(1) of the Civil Aviation Safety Regulations 1998.

For practitioners, the direct consequence of the omission in the source is that one must inspect the attached AD instruments and the Civil Aviation Safety Regulations to see the enforcement architecture that applies to any non‑compliance. The remaking in identical form implies continuity of whatever enforcement regime was attached to the latest published edition of each AD, but this instrument does not itself restate or modify enforcement tools.

The instrument explicitly interacts with the Civil Aviation Safety Regulations 1998 by invoking subregulation 39.001(1) as its statutory authority. The action taken is an exercise of delegated regulatory power under that provision. The source does not mention other statutes, regulations or administrative instruments by name, nor does it set out cross‑references beyond the single citation to the Civil Aviation Safety Regulations 1998.

Mechanically, the instrument changes the legal form in which the listed ADs are held and cited. It revokes the listed ADs as they previously stood and makes each AD a separate instrument attached to the revocation instrument. The note that the attached ADs are re‑made “in exactly the same form as appears in the latest published edition of the Directive” signals that the instrument is intended to preserve substantive content while altering the administrative housing or citation of those directives. That administrative change may affect how those ADs are referenced in compliance records, maintenance manuals and legal citations, but the source itself does not specify any consequential amendments to procedures, transitional rules, or to other statutory instruments.

The presence of entries with amendment annotations (for example “Amdt 1”, “Amdt 3”, “Amdt 4”) indicates that these ADs have previously interacted with the regulatory system via amendments; such histories are recorded in the Schedule. Entries marked “CANCELLED” are also listed; their inclusion means that the Schedule and the remaking exercise record the current published state of those ADs, including cancellation status. The instrument therefore functions as an administrative synchronisation between the ADs’ published status and the statutory instrument register under the enabling regulation. The source does not provide further detail on coordination with other regulatory instruments or how courts or administrative tribunals should treat the remade ADs relative to other laws.

The source itself is an instrument that carries amendment information for many of the ADs in the Schedule by reproducing the AD names as they appear in the latest published editions, including amendment designators. Numerous items in the Schedule show an amendment suffix, for example “Tail Unit - Inspection AD/BEECH 90/3 Amdt 1”, “Landing Gear Actuators - Inspection AD/BEECH 90/4 Amdt 3”, “Wing Structural Fatigue Limitation AD/BEECH 90/22 Amdt 3”, “Elevator Control Rod - Inspection AD/BEECH 90/19 Amdt 3”, “Fuselage Fatigue Life Limitations AD/BEECH 90/57 Amdt 4”, and others. These amendment markers record that the latest published edition of each AD has an amendment history that is retained in the re‑made instrument.

The Schedule also records multiple entries that the latest published edition labels “CANCELLED” (for example “Cabin Door Lock - Modification - CANCELLED AD/BEECH 90/15”, “Cabin Door Latch Clevis Pin - Modification - CANCELLED AD/BEECH 90/20”, “Wing Piano Wire Installation - Modification - CANCELLED AD/BEECH 90/21”, among many others). Inclusion of “CANCELLED” in the AD name as listed demonstrates that the re‑making proceeds on the basis of the ADs’ then‑current published state, including cancellations. The instrument’s note that the attached ADs are re‑made in exactly the same form as the latest published edition means the amendment and cancellation history visible in the Schedule is intentionally preserved.

The instrument itself is dated and signed on 20 December 2004. It does not include a legislative amendment table beyond the Schedule‑level annotations. It does not purport to amend the Civil Aviation Safety Regulations 1998; instead, it exercises the regulation’s delegated power to reorganise and re‑issue ADs. Any earlier amendment history encompassed by the “Amdt” markers is part of the published AD texts that are re‑made but are not reproduced here. For a practitioner tracking change, the Schedule provides a concise list of AD designations and amendment numbers that should be used to retrieve the precise amendment history from the attached instruments or from AD publication records.

The source contains no information about litigation, judicial review, appeals, or any court or tribunal proceedings relating to the ADs listed in Schedule 1 or to the delegate’s revocation and remaking action. There are no references to cases, no indication of past or pending challenges, and no mention of dispute resolution or appeal pathways in the text provided.

Because the instrument is an administrative exercise re‑issuing ADs in identical form, the absence of litigation references in the document does not indicate whether litigation exists elsewhere; it only records that this instrument does not itself narrate any litigation history. Practitioners needing to assess whether any of the ADs listed have been the subject of judicial or administrative review will need to consult external case law databases, administrative tribunal records or the publishing records of the Civil Aviation Safety Authority. The current instrument gives no procedural detail on recourse against the remade ADs and does not recite any contemporaneous legal challenges.

The text of the instrument and the Schedule present several source‑grounded points that deserve careful attention from users seeking to apply or comply with the listed ADs.

1. Administrative re‑issue, not substantive change. The instrument explicitly states that each attached AD is being re‑made “in exactly the same form as appears in the latest published edition of the Directive.” The practical implication is that substantive technical requirements are not altered by this instrument. However, because the instrument revokes the old form and issues separate attached instruments, references in manuals, certificates, or compliance records that cite the prior format of an AD may need to be updated to reflect the new instrument citation. The source makes the administrative change explicit; it does not create new or different technical obligations in the text reproduced.

2. Inclusion of entries marked “CANCELLED.” The Schedule includes numerous ADs whose latest published editions are labelled “CANCELLED.” The fact that cancelled ADs appear in the Schedule and are re‑made in their latest form may cause confusion unless users inspect the attached AD text. A “CANCELLED” entry in the Schedule means the re‑made instrument will reproduce that cancellation status in the attached text. Do not assume that listing in the Schedule implies an active technical obligation; you must read the attached AD to determine whether it is operative or cancelled.

3. Continuity of citation and amendment markers. The Schedule preserves AD numbering and amendment markers (for example “Amdt 1”, “Amdt 3”, “Amdt 4”). Those markers are part of the citation that identifies the exact version of an AD that has been re‑made. When performing compliance checks or record updates, cross‑reference the AD number and amendment designation listed in the Schedule against the attached AD text. Failure to do so can result in misreading which edition or amendment is operative.

4. No penalties or enforcement text included. The instrument does not detail enforcement mechanisms or penalties. Do not treat this instrument as the source of enforcement authority. Practitioners must locate the applicable enforcement provisions elsewhere (for example within the attached ADs or within the Civil Aviation Safety Regulations) because this instrument does not reproduce them.

5. Scope limited to Beechcraft 90 and 65‑90. All entries in the Schedule target Beech 90/65‑90 family ADs. The re‑making is thus tailored to that fleet; it does not affect ADs for other aircraft types. Ensure that compliance efforts are targeted to aircraft and components that fall within the applicability statements of each attached AD.

6. The instrument is concise and procedural. The document’s brevity is itself a risk if one assumes it contains the substantive requirements. The operative obligations are in the attached ADs; the Schedule gives only identifiers. Relying on this instrument alone without retrieving and reading each attached AD will leave technical obligations undetermined.

The source defines a clear administrative pathway for compliance: because the ADs are re‑made in exactly the same form as their latest published editions, compliance obligations that existed under the prior published ADs are preserved in the remade instruments. The source, however, does not reproduce the operative text of the ADs themselves. Accordingly, the precise compliance steps that follow from this instrument are these source‑grounded, document‑based actions:

1. Retrieve each attached AD. The instrument states that each Airworthiness Directive mentioned in Schedule 1 is attached and has been re‑made as a separate instrument. Compliance commences, for legal certainty, with obtaining the text of each attached AD in the form in which it has been re‑made. The Schedule provides the AD/BEECH 90/ number and any amendment markers to identify which attached AD to locate.

2. Check applicability statements in the attached ADs. The Schedule lists many ADs covering different systems and components. Each attached AD will contain the applicability, serial number ranges, configuration limitations, or other thresholds that determine whether a particular aeroplane or component is within the AD’s scope. Do not attempt to infer applicability from the Schedule entry alone.

3. Preserve continuity of previously completed work. Because the remade ADs are identical in form to the latest published editions, maintenance actions, inspection compliance, or modifications already performed under the prior ADs should remain valid in substance. Nonetheless, update maintenance records and certificates to cite the newly re‑made instrument as the controlling reference where regulators or auditors require citation of the current instrument.

4. Note cancelled ADs. For entries that the Schedule lists with “CANCELLED” in their titles, the attached AD will show the cancellation status. Where an AD has been cancelled, confirm whether cancellation removes an active requirement, replaces it with a superseding AD, or otherwise affects continuing airworthiness obligations. Treat cancellation as a published status that must be recorded in the aircraft’s continuing airworthiness documentation.

5. Update manuals and compliance plans. Administrative re‑issue frequently requires updating aircraft maintenance manuals, inspection schedules, operator maintenance control plans and training materials to cite the new instrument citations and amendment markers listed in the Schedule. The source preserves identical content, but not the prior instrument identifiers; ensure citation consistency.

6. Cross‑check enforcement and variation pathways. The instrument does not set out enforcement terms or routes for applying for an alternative method of compliance. Practitioners should consult the attached ADs and the Civil Aviation Safety Regulations 1998 (the source of authorising power cited) for the procedural mechanisms to seek approval for alternatives, extensions or relief if needed.

7. Keep records of the revocation and re‑making action. Because the instrument revokes earlier ADs and re‑makes them as separate instruments, retain a record of this instrument (the revocation/remaking notice), the date (20 December 2004), the delegate’s signature, and the attached ADs for audit, regulatory liaison and continuity of legal obligation.

8. Where in doubt, read the attached AD instrument. The Schedule identifies a broad array of ADs , structural, systems, placard and control‑system matters , but the instrument does not contain their operative paragraphs. The attached AD instruments are the authoritative source for compliance tasks, inspection intervals, mandatory modifications, and any stated rights or procedural steps.

Practically, compliance under this instrument is an exercise in document retrieval, precise citation reconciliation, and record‑updating. The remaking is designed to preserve substantive obligations; consequently, the immediate compliance cost is largely administrative (locating attached texts, updating references and records) rather than technical, unless an attached AD imposes a new or continuing technical action that previously remained outstanding.