SCHEDULE OF AIRWORTHINESS DIRECTIVES
Beechcraft 95 Travel Air · Other Documents
Overview
This document is a Service Bulletin for the Beechcraft 95 Travel Air series aircraft, specifically addressing airworthiness directives related to the wing main spar center section. It outlines the requirements for inspecting the wing forward spar carry-through structure and provides compliance timelines for these inspections. The bulletin is crucial for maintaining the safety and airworthiness of the aircraft, particularly in light of reported cracking issues that could lead to catastrophic failure if not addressed. The document is intended for aircraft maintenance personnel and operators of the Beechcraft 95 series, ensuring they are aware of the necessary inspections and compliance requirements to ensure safe operation.
- Inspect wing forward spar carry-through structure as per Service Bulletin No 2269 Rev 1.
- Initial inspection required within 100 hours after November 1, 1990, or before 1500 hours total time in service.
- If no cracks are found, repeat inspections every 500 hours of service.
- If cracks are found, follow specific re-inspection intervals as detailed in the directive.
- Cracking is caused by fatigue in fuselage frame webs and areas around huckbolts.
Document
Source
Originally published by services.casa.gov.au. Sprinkle hosts a reference copy with an added summary, specifications and searchable full text.
Document details
- Type
- Other Documents
- Year
- 1990
- Pages
- 1
- File size
- 11 KB
- Publisher
- services.casa.gov.au
Most owners only have the POH. Here's the essential set for the Beechcraft 95 Travel Air.
- Pilot's Operating Handbook / AFM
- Checklist
- Maintenance Manual
- Parts Catalog (IPC)
- Systems & Wiring
- Service Bulletins
- Type Certificate (TCDS)
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In this document
Applicability
The directive applies to Beechcraft 95 series aircraft, including models B95, B95A, D95A, and E95, with serial numbers TD-1 to TD-721 inclusive.
Inspection Requirements
Operators are required to inspect the wing forward spar carry-through structure, including forward and aft frames, in accordance with Beechcraft Service Bulletin No 2269 Rev 1. Inspections must be performed within 100 hours of service after November 1, 1990, or prior to reaching 1500 hours total time in service, whichever occurs later.
Compliance and Re-inspection
If no cracks are found during the inspection, subsequent inspections must occur at intervals not exceeding 500 hours of service. If cracks are detected, follow-up inspections must adhere to the guidelines specified in the requirement document.
Background Information
The bulletin highlights a history of cracking issues in the wing carry-through structure, first identified in Australia in 1981. While no failures have been reported, the document stresses the importance of monitoring and addressing these cracks to prevent potential catastrophic failures.
Safety notes
- Uncorrected cracking can lead to catastrophic failure.
- Crack limits must not be exceeded.
Full document text
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY SCHEDULE OF AIRWORTHINESS DIRECTIVES Beechcraft 95 (Travelair) Series Aeroplanes AD/BEECH 95/29 Wing Main Spar Centre Section 11/90 Applicability: Model 95, B95, B95A, D95A and E95, serial numbers TD-1 to TD-721 inclusive. Requirement: Inspect the wing forward spar carry through structure forward and aft frames, in accordance with Beechcraft Service Bulletin No 2269 Rev 1, dated March 1990. Note: FAA AD 90-08-14, Amendment 39-6563 refers. Compliance: Within 100 hours time in service after 1 November 1990, or prior to the accumulation of 1500 hours total time in service, whichever occurs later. Where no cracks are found, repeat the inspections at intervals not to exceed 500 hours time in service. Where cracks are found, repeat the inspections at intervals as detailed in the requirement document. Crack limits must not be exceeded. Specific locations repaired or reinforced by the installation of the applicable Beech P/N 58-4008 kit, or other approved scheme, need not be inspected before 1500 hours time in service after installation of the repair, however affected areas adjacent to repair doublers remain subject to the above compliance. Background: There have been numerous reports of cracking at various locations in the wing carry through structure. This problem was first found in Australia, on other models, in 1981. The cracking is caused by fatigue in the corners of the fuselage frame webs, around and between huckbolts and in areas where stringers are attached. To date, there have been no reports of cracks having progressed to failure, however uncorrected this condition will lead to eventual catastrophic failure. Engineering analysis has determined, however, that cracking within defined limits is not an immediate threat to safe flight if assessed and monitored in accordance with this directive.