Document ID: chunk:federal_register_of_legislation:F2006B04237:body:0:p2
Version: federal_register_of_legislation:F2006B04237
Segment Type: other
Provision Reference: 
Character Range: 2659–5636

Beechcraft Structural Inspection and Repair Manual (SIRM) P/N 98-39006B3 as revised May 28 1999, Chapter 57-14-01 Chart 201 Index No. 2. Paint strip is not required for eddy current inspection.

               In accordance with the SIRM, should a fatigue crack be found in the outer wing fitting, the complete outer wing main spar lower cap must be replaced before further flight. A crack in a centre section fitting requires replacement of the affected component only.
 COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
 SCHEDULE OF AIRWORTHINESS DIRECTIVES

           Note 1: The SIRM Chapter 20-00-00 "Warning" regarding not removing paint for penetrant inspections should be disregarded. To prevent corrosion, some form of protective treatment, such as a standard zinc chromate primer, should be applied between inspections, to surfaces from which the paint has been removed.

           Note 2: Solvent removers should be used wherever possible. If the use of other paint strippers is unavoidable, the complete removal of residue must be ensured before inspection. In either case, the use of mechanical or abrasive means of paint removal must be avoided.

           Note 3: It is recommended that the penetrant be applied to the counterbore and recess radii using a fine artist's paint brush. This will simplify penetrant removal and minimise false indications. Care should be taken to ensure full coverage of the fillet radius and a similar distance (at least 5 mm) into the cylindrical portion of the counterbore, in particular on the side of the hole adjacent to the "bottom of the bathtub".

           Note 4: No attempt should be made to polish out suspect indications, as this has led in the past to the obscuring of large cracks. Where suspect indications need to be confirmed, seek specialist NDT advice.

           Note 5: Inspection of the bolts and nuts is detailed in the current issue of AD/BEECH 90/69.

           Compliance: For Models 65-90, 65-A90, B90, and C90 and E90 aircraft, Requirements 1 and 2: Prior to exceeding 3000 hours component time in service, and thereafter at intervals not exceeding 200 hours component time in service. Where the eddy current procedure is used, the recurring inspection interval may be doubled.

           For Model F90 aircraft only:
           Requirement 3: At intervals not exceeding 5 calendar years.
           Requirement 4: Prior to exceeding 20 000 hours component time in service, and thereafter at intervals not exceeding 1200 hours component time in service.

           Note 6: Inspections carried out in accordance with previous issues of this or related ADs, satisfy the initial inspection requirements of this amendment.

           This Amendment becomes effective on 2 November 2000.

           Background:  The original issue of this Airworthiness Directive became effective on 30 June 1977, and was based on the known fatigue history