A shame to see an old Aztec treated like this.
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A shame to see an old Aztec treated like this.
This aircraft (Aztec)was presented for flight with a clean maintenance sheet.
Purpose of flight was to endorse pilot on type. Before the instructor arrived the student was pre-briefed by the operator's chief pilot that there were a few minor (?) problems with the aircraft. The door was hard to close and occasionally comes open in flight. Student advised to increase approach speed by five knots if door opens. Student advised that autopilot had faulty pitch control channel and it should only be used in two-axis. Student also advised that EGT gauge for both engines inoperative. Student then conveyed this info to her instructor who was to conduct her training.
MR showed 65 hours since last 100 hourly with at least ten different pilots having flown this aircraft. None had seen fit to record any known defects. A flight hours sheet accompanied the MR with entry in remarks column that door came open twice on previous flight which was passenger charter. On boarding it was found the cockpit door was ill-fitting needing abnormal force to push handle over-centre to lock. Impossible to open from outside making rescue impossible.
Only one hydraulic pump installed making a single engine operation problematical if gear and flaps needed to be operated.
Stall warning failed to operate in the air. Neither buzzer or red light worked.
Gear warning horn failed to operate and red light in gear lever failed to operate when throttles closed and gear up.
Control column fore and aft movement caused squealing noise due absence of lubricant. Very noticeable during back movement of wheel during landing flare.
Turn Coordinator abnormal noise from bearings during gyro run-up.
Both CHT gauges u/s - neither needle left the bottom (cold) stop.
Both EGT inoperative.
Second AH fitted for IFR charter was installed bottom right corner of copilot instrument panel and practicably unusable from left seat due parallax error.
Left engine manifold pressure needle (dual needles) frequently failed to move in response to power changes until a differential of six inches of manifold pressure when needle would take up appropriate reading.
Radio panel displayed switch marked No 2 VHF NAV and another switch as No 2 VHF transmitter. In fact the aircraft had only one VHF-NAV and one VHF radio. Feed-back on VHF scratchy and almost unreadable.
During two ILS approaches while three miles on final the LLZ needle indicated one dot off centreline accompanied by rapid oscillation of LLZ needle.
Autopilot over controlled in roll and severe pitch/bunt occurred when pitch channel engaged.
Attached to copilots control wheel were two unidentified switches. One had the words Winchester Electronics Incorporated engraved on the assembly. There was also a press-to-transmit switch with button missing leaving sharp point. This drew blood from instructors finger. The other switch was concealed under the wheel and not noticeable until inadvertently felt. It was a black toggle switch spring loaded to centre but operable in either direction. There was no label to indicate purpose of either switch and no flight manual supplement.
With both mixture levers at forward stops they were two inches from top of quadrant looking as though they were in the mid-lean position.
Right pitch lever abnormally stiff to operate through full range.
Park brake inoperative. Right brake weak during landing. Equal pedal pressure caused strong turn left.
Altimeter on copilot side 120 feet less than pilot's altimeter with equal QNH.
ILS marker lights and audio inoperative. Lights also failed to operate on press to test.
Emergency exit window (passenger) not labelled. There was a single red handle which faces forward but not marked or lock wired. Easy for passengers to inadvertently knock the handle.
At 1100 rpm the right engine manifold pressure needle oscillates rapidly over 125 rpm range.
Pilots overhead air-vent control exposed metal shaft only. Plastic round knob missing.
Internal dim/bright lights on ADF digital control panel appear to be stuck in dim position. Rheostat switch labelled Radio Light. Appears to be disconnected or u/s as it does not illuminate anything.
Flap indicator needle indicates partial flap extended although flaps visually retracted.
Most circuit breakers are underneath the left instrument panel are out of sight of the pilot. Portions of the decals are obliterated due wear and takes time to understand exactly what electrical services are covered. Impossible at night.
Fire extinguisher installed under copilot seat. Label reveals last inspection in 1986.
No POH carried in the aircraft and FM lacked copy of Certificate of Registration.
ASI not marked with red line for Vmca or blue line.
This aircraft was based in those days at Canberra and a short walk across the tarmac from the then CASA field office.
One wonders today how many other aircraft like that are still flying with a list of unrecorded defects?
Purpose of flight was to endorse pilot on type. Before the instructor arrived the student was pre-briefed by the operator's chief pilot that there were a few minor (?) problems with the aircraft. The door was hard to close and occasionally comes open in flight. Student advised to increase approach speed by five knots if door opens. Student advised that autopilot had faulty pitch control channel and it should only be used in two-axis. Student also advised that EGT gauge for both engines inoperative. Student then conveyed this info to her instructor who was to conduct her training.
MR showed 65 hours since last 100 hourly with at least ten different pilots having flown this aircraft. None had seen fit to record any known defects. A flight hours sheet accompanied the MR with entry in remarks column that door came open twice on previous flight which was passenger charter. On boarding it was found the cockpit door was ill-fitting needing abnormal force to push handle over-centre to lock. Impossible to open from outside making rescue impossible.
Only one hydraulic pump installed making a single engine operation problematical if gear and flaps needed to be operated.
Stall warning failed to operate in the air. Neither buzzer or red light worked.
Gear warning horn failed to operate and red light in gear lever failed to operate when throttles closed and gear up.
Control column fore and aft movement caused squealing noise due absence of lubricant. Very noticeable during back movement of wheel during landing flare.
Turn Coordinator abnormal noise from bearings during gyro run-up.
Both CHT gauges u/s - neither needle left the bottom (cold) stop.
Both EGT inoperative.
Second AH fitted for IFR charter was installed bottom right corner of copilot instrument panel and practicably unusable from left seat due parallax error.
Left engine manifold pressure needle (dual needles) frequently failed to move in response to power changes until a differential of six inches of manifold pressure when needle would take up appropriate reading.
Radio panel displayed switch marked No 2 VHF NAV and another switch as No 2 VHF transmitter. In fact the aircraft had only one VHF-NAV and one VHF radio. Feed-back on VHF scratchy and almost unreadable.
During two ILS approaches while three miles on final the LLZ needle indicated one dot off centreline accompanied by rapid oscillation of LLZ needle.
Autopilot over controlled in roll and severe pitch/bunt occurred when pitch channel engaged.
Attached to copilots control wheel were two unidentified switches. One had the words Winchester Electronics Incorporated engraved on the assembly. There was also a press-to-transmit switch with button missing leaving sharp point. This drew blood from instructors finger. The other switch was concealed under the wheel and not noticeable until inadvertently felt. It was a black toggle switch spring loaded to centre but operable in either direction. There was no label to indicate purpose of either switch and no flight manual supplement.
With both mixture levers at forward stops they were two inches from top of quadrant looking as though they were in the mid-lean position.
Right pitch lever abnormally stiff to operate through full range.
Park brake inoperative. Right brake weak during landing. Equal pedal pressure caused strong turn left.
Altimeter on copilot side 120 feet less than pilot's altimeter with equal QNH.
ILS marker lights and audio inoperative. Lights also failed to operate on press to test.
Emergency exit window (passenger) not labelled. There was a single red handle which faces forward but not marked or lock wired. Easy for passengers to inadvertently knock the handle.
At 1100 rpm the right engine manifold pressure needle oscillates rapidly over 125 rpm range.
Pilots overhead air-vent control exposed metal shaft only. Plastic round knob missing.
Internal dim/bright lights on ADF digital control panel appear to be stuck in dim position. Rheostat switch labelled Radio Light. Appears to be disconnected or u/s as it does not illuminate anything.
Flap indicator needle indicates partial flap extended although flaps visually retracted.
Most circuit breakers are underneath the left instrument panel are out of sight of the pilot. Portions of the decals are obliterated due wear and takes time to understand exactly what electrical services are covered. Impossible at night.
Fire extinguisher installed under copilot seat. Label reveals last inspection in 1986.
No POH carried in the aircraft and FM lacked copy of Certificate of Registration.
ASI not marked with red line for Vmca or blue line.
This aircraft was based in those days at Canberra and a short walk across the tarmac from the then CASA field office.
One wonders today how many other aircraft like that are still flying with a list of unrecorded defects?
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Sad! I worked on a new client's aircraft for a Major overhaul many years ago. Elevator cables were flopping on the fuselage skin - no tension. Fuel tanks had significant leaks around caps. Hydraulic fluid looked like it had never been checked because of difficulty to access and reservoir was near dry, etc. Owner was presented with bill and nearly went into orbit. He wanted the sign-off, not the repairs.
"Jumped into a PA31 the other day for a CHTR, clean MR, engaged AP at cruise ht and the thing went all over the sky."
Just curious. Did you pre-flight the AP?
Not criticising as I have done the same thing myself many times, but after a couple of similar excursions I now religiously preflight the autopilot.
Dr
Just curious. Did you pre-flight the AP?
Not criticising as I have done the same thing myself many times, but after a couple of similar excursions I now religiously preflight the autopilot.
Dr
The Bonanza came to me with a list of A, B and C maintenance items, which I think is a "*******" Society thing. My recollection is that it went along the lines of A = must be done at the next 100 hourly; B = should be done sometime; and C = nice to do one day if you get around to it.
My LAME's response was "That's cr*p! It will all be done before I will sign off on it!".
A crack was detected in the exhaust port of one cyclinder. Turns out the cylinder was an orphan on the engine. 25 thou over size cylinder with standard piston and rings.
A very expensive 100 hourly ensued.
The wing bolts in the Bo have just been replaced. The old ones were in the wrong way round. Short bolts where the long ones go - the nuts held by only a couple of threads. Long ones where the short ones go - the nuts packed with washers so they tighten down on something.
All a bit scary really.
We have now been through just about every part of the aeroplane - don't think there are any more surprises lurking.
Dr
My LAME's response was "That's cr*p! It will all be done before I will sign off on it!".
A crack was detected in the exhaust port of one cyclinder. Turns out the cylinder was an orphan on the engine. 25 thou over size cylinder with standard piston and rings.
A very expensive 100 hourly ensued.
The wing bolts in the Bo have just been replaced. The old ones were in the wrong way round. Short bolts where the long ones go - the nuts held by only a couple of threads. Long ones where the short ones go - the nuts packed with washers so they tighten down on something.
All a bit scary really.
We have now been through just about every part of the aeroplane - don't think there are any more surprises lurking.
Dr
Mr Griffin,
Just curious. Would that autopilot be fitted to a certain Chieftain that a certain organisation f**ked off about 1 month ago?? Or is the one with the stunning white/creme paint scheme with some attempt at artwork on the tail
??
If it's the latter, then that's a shame, because when I last flew that it worked beautifully,
.
If it's the former, I found it's the operators and not so much the autopilot (there were a couple of minor technicalities with it, but it worked more often than not). Try turning it on with the flight director engaged as well. Works wonders,. And if that so called "safety officer" is the one saying that "It's been broken for months bla bla bla", can you please belt him across the head for me. Cheers, 
.
Hope all is well for ya mate.
morno
Just curious. Would that autopilot be fitted to a certain Chieftain that a certain organisation f**ked off about 1 month ago?? Or is the one with the stunning white/creme paint scheme with some attempt at artwork on the tail
??If it's the latter, then that's a shame, because when I last flew that it worked beautifully,
.If it's the former, I found it's the operators and not so much the autopilot (there were a couple of minor technicalities with it, but it worked more often than not). Try turning it on with the flight director engaged as well. Works wonders,
. And if that so called "safety officer" is the one saying that "It's been broken for months bla bla bla", can you please belt him across the head for me. Cheers, .Hope all is well for ya mate.
morno
The wing bolts in the Bo have just been replaced. The old ones were in the wrong way round. Short bolts where the long ones go - the nuts held by only a couple of threads. Long ones where the short ones go - the nuts packed with washers so they tighten down on something.
I inspected an A36 recently where the wing bolts and fittings were corroded because they were installed dry.
The Bonanza wing bolt issue is a prime example of CASA being derelict in their duty and asleep at the wheel. Safety has not been enhanced one little bit. The current policy and CASA's inaction have only made matters worse. Much worse than it ever was.
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gassed budgie
If I recall it correctly, it was not CASA who made the call but the FAA/Manufacturer and for some very good reasons. NO excuse for incorrect installation will be accepted.
A37575
If the instructor doing the endo was you or whoever it was and they did not subsequently ground the aircraft, by writing up the MR, they should have their license suspended until they could show cause why it should not be jerked, including all of the pilots who had flown the aircraft and signed off on the MR, then, CASA should go after the maintenance org and the C of R holder.
It's not rocket science and it can't be a little bit serviceable, it either is or it isn't. Period.
Peter Griffin and why did you NOT write it up as a snag on the MR. I'm interested in your excuse, given your
if you did then please disregard.
But then I would be interested in your explanation of how you conducted the subsequent IFR charter with the AP U/S.
The Peter Griffin I know would have had your nuts and probably your guts as well.
If I recall it correctly, it was not CASA who made the call but the FAA/Manufacturer and for some very good reasons. NO excuse for incorrect installation will be accepted.
A37575
If the instructor doing the endo was you or whoever it was and they did not subsequently ground the aircraft, by writing up the MR, they should have their license suspended until they could show cause why it should not be jerked, including all of the pilots who had flown the aircraft and signed off on the MR, then, CASA should go after the maintenance org and the C of R holder.
It's not rocket science and it can't be a little bit serviceable, it either is or it isn't. Period.
Peter Griffin and why did you NOT write it up as a snag on the MR. I'm interested in your excuse, given your
I have a huge issue
But then I would be interested in your explanation of how you conducted the subsequent IFR charter with the AP U/S.
The Peter Griffin I know would have had your nuts and probably your guts as well.
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Always been the same. New to company/low experience/ladder climbers, many other reasons but drivers at times will not endorse an MR.
Simple fact.
If there is something wrong, write the bloody thing up, know your rules re MEL and CASA/operational req's and advise the owner/operator/boss with straight forward statements, and confidence in what you have done and why. If there ends up being a situation, i.e you out the door, well the place was not worth it anyway. You might be out of a job but you are breathing and within the law!
Sorry, too many sherbets this arvo.
Simple fact.
If there is something wrong, write the bloody thing up, know your rules re MEL and CASA/operational req's and advise the owner/operator/boss with straight forward statements, and confidence in what you have done and why. If there ends up being a situation, i.e you out the door, well the place was not worth it anyway. You might be out of a job but you are breathing and within the law!
Sorry, too many sherbets this arvo.
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You lot in G/A today need a bolt right up your backside!!!
When I was a 21 yr old in G/A years ago we didn't even hesitate to say no!
What are you?...GUTLESS or GUTLESS?
When I was a 21 yr old in G/A years ago we didn't even hesitate to say no!
What are you?...GUTLESS or GUTLESS?
This is the gospel truth.
The last aeroplane I flew before acquiring the Bonanza, and my main motivation for doing so, was a Cessna T182RG that I private hired from substantial commercial operator.
While enroute YBTL - YLRE on an IFR plan the oil drained from the magnetic compass and the AH rolled upside down (not a vac pump failure). I was in VMC on top at the time. On the return trip the next day on a VFR plan, I had a total electrical failure. I noticed the electric drain before the battery was flat, dropped the gear, and flew the last 100 miles or so with the gear down. Had to use the hand-held that I carry to get a clearance into YBTL.
I parked the aeroplane, wrote up the MR, and walked away vowing to lease an aeroplane that I could have more faith in - before I killed myself.
Next morning I had a very annoyed owner on the telephone - most upset that I had grounded his aeroplane. It sat in the corner of the aerodrome for months before it was eventually ferried to a repair shop.
Exactly a month later I had the Bonanza. EVERYTHING works!!!!!!!!!! .... and if something stops working - IT IS FIXED!
Life is good!
Dr
The last aeroplane I flew before acquiring the Bonanza, and my main motivation for doing so, was a Cessna T182RG that I private hired from substantial commercial operator.
While enroute YBTL - YLRE on an IFR plan the oil drained from the magnetic compass and the AH rolled upside down (not a vac pump failure). I was in VMC on top at the time. On the return trip the next day on a VFR plan, I had a total electrical failure. I noticed the electric drain before the battery was flat, dropped the gear, and flew the last 100 miles or so with the gear down. Had to use the hand-held that I carry to get a clearance into YBTL.
I parked the aeroplane, wrote up the MR, and walked away vowing to lease an aeroplane that I could have more faith in - before I killed myself.
Next morning I had a very annoyed owner on the telephone - most upset that I had grounded his aeroplane. It sat in the corner of the aerodrome for months before it was eventually ferried to a repair shop.
Exactly a month later I had the Bonanza. EVERYTHING works!!!!!!!!!! .... and if something stops working - IT IS FIXED!
Life is good!
Dr
Last edited by ForkTailedDrKiller; 25th May 2007 at 22:13.
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Best thing to do with a bucket of cr@p like that would be learn how to be a meat bomber, get your own chute, fly off the coast with in chute range of the beach, and bail out!
Maybe a Mayday first with some cockeyed aeroplane fault, and tell em you are ditching the plain but have a chute.
Sink the F
er before someone is killed in it!
Or ground it fully before you fly it! And walk away!
J
Maybe a Mayday first with some cockeyed aeroplane fault, and tell em you are ditching the plain but have a chute.Sink the F
er before someone is killed in it!Or ground it fully before you fly it! And walk away!
J
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A37575
And probably got roundly vilified, burnt at the stake and other medieval niceties.
Peter Griffin
seriously Peter, why did you operate the flight?? Was it was worth your license, worse, your life???
listen to me mate amos2
And probably got roundly vilified, burnt at the stake and other medieval niceties.
Peter Griffin
then sent me on an IFR CHTRT without a functional AP
gaunty - parked the thing on return with the MR suitably endorsed
listen to me mate amos2
Certainly sounds like a poorly maintained aircraft.
However I think that some items on your list are unwarranted and perhaps show your lack of knowledge about the type.
As someone has already pointed out the incorrect operation of the original auto pilot can cause pitch excursions.
Many if not all Aztecs were only equiped with one hydraulic pump from the factory.
Aircraft of this vintage very often did not have Vmca marked on the ASI.
The position of the circuit breakers is where they were put at the factory.
As for the mixture lever positions, so long as the levers allow you to get the full range of mixture settings and they are both even in their settings I don't know that it is a problem.
The flap indicator,....... I guess you have never flown the Cessnas with similar gauges.
Yes, there are some major concerns, the biggy for me is the door, Aztecs don't fly well with the door open and blanketing the tailplane. I would not fly it until this was fixed.
Some of the other items are typical of an older plane, they should be fixed but are quite often left.
Some items like the sticky man press gauge are easily fixed.
However I think that some items on your list are unwarranted and perhaps show your lack of knowledge about the type.
As someone has already pointed out the incorrect operation of the original auto pilot can cause pitch excursions.
Many if not all Aztecs were only equiped with one hydraulic pump from the factory.
Aircraft of this vintage very often did not have Vmca marked on the ASI.
The position of the circuit breakers is where they were put at the factory.
As for the mixture lever positions, so long as the levers allow you to get the full range of mixture settings and they are both even in their settings I don't know that it is a problem.
The flap indicator,....... I guess you have never flown the Cessnas with similar gauges.
Yes, there are some major concerns, the biggy for me is the door, Aztecs don't fly well with the door open and blanketing the tailplane. I would not fly it until this was fixed.
Some of the other items are typical of an older plane, they should be fixed but are quite often left.
Some items like the sticky man press gauge are easily fixed.
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Gaunty said:
"If I recall it correctly, it was not CASA who made the call but the FAA/Manufacturer and for some very good reasons"
I'm pretty sure you do not recall correctly Gaunty. If wrong please correct me, but as far as I am aware,this AD is unique to Australia requiring mandatory replacement of the bolts washers and nuts in a time period. The original FAA/Manufacturer circular was advisory only, and then with certain conditions. Thats why this crazy AD is not implemented in the US or any other country that I am aware of. I have no problems with inspection/ Xray (and replacement if rooted) as they are a very very important part (they hold the fecking wings on after all). But when replacement time comes around.. you can't buy the bloody parts... anywhere, and when they do come, a $2000 bill comes too.
I've got one of the old bolts as the tow pin on my tractor towing a 48 plate disc plough. 3 years now and still going!
"If I recall it correctly, it was not CASA who made the call but the FAA/Manufacturer and for some very good reasons"
I'm pretty sure you do not recall correctly Gaunty. If wrong please correct me, but as far as I am aware,this AD is unique to Australia requiring mandatory replacement of the bolts washers and nuts in a time period. The original FAA/Manufacturer circular was advisory only, and then with certain conditions. Thats why this crazy AD is not implemented in the US or any other country that I am aware of. I have no problems with inspection/ Xray (and replacement if rooted) as they are a very very important part (they hold the fecking wings on after all). But when replacement time comes around.. you can't buy the bloody parts... anywhere, and when they do come, a $2000 bill comes too.
I've got one of the old bolts as the tow pin on my tractor towing a 48 plate disc plough. 3 years now and still going!
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Is this the one to which you refer.
You may well be right about it only being "advisory" as far as the FAA/Manufacturer are concerned, but it is not possible to compare the one system with the other in other than broad generalisations. Like the AUSNAS being the "same" as the USNAS. Australians use aircraft in a fundamentally different way that what their manufacturer often intended. There is also the difference between "private" and "charter" maintenance requirements in the US that is/was not so then in Oz.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105
CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Page 1 of 2
AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/BEECH 36/43 and
issues the following AD under subregulation 39.1 (1) of CAR 1998. The AD requires that the action set out in the requirement section (being action that the delegate
considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the
circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in
the compliance section.
Beechcraft 36 Series Aeroplanes
AD/BEECH 36/43
Amdt 1
Wing Bolt, Nut and Fitting 2/2002
Applicability: All models.
Requirement: 1. Remove and inspect wing bolts, washers, nuts and fittings in accordance with
Beechcraft Shop Manual 36-590001-3B15 Section 3 or Maintenance Manual 36-
590001-9A17 Section 57-00-00.
2. Retire wing bolts, washers and nuts from service and replace with new hardware
in accordance with Beechcraft Shop Manual 36-590001-3B15 Section 3 or
Maintenance Manual 36-590001-9A17 Section 57-00-00. Render unserviceable
all hardware retired.
Note: The bolt torque should be checked before replacement to confirm bolt has been
torqued to correct value. If the torque value is incorrect, other maintenance action
may be required.
Compliance: 1. Unless inspection has already been accomplished in accordance with the
Requirement Document, initially inspect before 5 calendar years from initial
installation, or within 100 hours time in service after 1 February 1996, whichever
occurs later. Re-inspect at intervals not to exceed 5 calendar years.
2. Retire before 15 calendar years after initial installation, or within 100 hours time
in service after 1 February 1996, whichever occurs later.
Where date of initial installation is unknown, the date of manufacture of the aircraft
must be used for paragraphs 1 and 2.
This amendment becomes effective on 21 February 2002.
Background: This AD makes mandatory the inspection and replacement periods for the wing
attachment hardware detailed in the Requirement Document.
Amdt 1 - Adds the Note to requirement 2 and adds the fittings as an item to be
inspected when the wing bolts, washers and nuts are removed and inspected.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105
CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Page 2 of 2
Beechcraft 36 Series Aeroplanes
AD/BEECH 36/43 Amdt 1 (continued)
The original issue of this Airworthiness Directive became effective on 1 February
1996.
Eugene Paul Holzapfel
Delegate of the Civil Aviation Safety Authority
3 January 2002
The above AD is notified in the Commonwealth of Australia Gazette on 30 January 2002.
You may well be right about it only being "advisory" as far as the FAA/Manufacturer are concerned, but it is not possible to compare the one system with the other in other than broad generalisations. Like the AUSNAS being the "same" as the USNAS. Australians use aircraft in a fundamentally different way that what their manufacturer often intended. There is also the difference between "private" and "charter" maintenance requirements in the US that is/was not so then in Oz.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105
CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Page 1 of 2
AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/BEECH 36/43 and
issues the following AD under subregulation 39.1 (1) of CAR 1998. The AD requires that the action set out in the requirement section (being action that the delegate
considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the
circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in
the compliance section.
Beechcraft 36 Series Aeroplanes
AD/BEECH 36/43
Amdt 1
Wing Bolt, Nut and Fitting 2/2002
Applicability: All models.
Requirement: 1. Remove and inspect wing bolts, washers, nuts and fittings in accordance with
Beechcraft Shop Manual 36-590001-3B15 Section 3 or Maintenance Manual 36-
590001-9A17 Section 57-00-00.
2. Retire wing bolts, washers and nuts from service and replace with new hardware
in accordance with Beechcraft Shop Manual 36-590001-3B15 Section 3 or
Maintenance Manual 36-590001-9A17 Section 57-00-00. Render unserviceable
all hardware retired.
Note: The bolt torque should be checked before replacement to confirm bolt has been
torqued to correct value. If the torque value is incorrect, other maintenance action
may be required.
Compliance: 1. Unless inspection has already been accomplished in accordance with the
Requirement Document, initially inspect before 5 calendar years from initial
installation, or within 100 hours time in service after 1 February 1996, whichever
occurs later. Re-inspect at intervals not to exceed 5 calendar years.
2. Retire before 15 calendar years after initial installation, or within 100 hours time
in service after 1 February 1996, whichever occurs later.
Where date of initial installation is unknown, the date of manufacture of the aircraft
must be used for paragraphs 1 and 2.
This amendment becomes effective on 21 February 2002.
Background: This AD makes mandatory the inspection and replacement periods for the wing
attachment hardware detailed in the Requirement Document.
Amdt 1 - Adds the Note to requirement 2 and adds the fittings as an item to be
inspected when the wing bolts, washers and nuts are removed and inspected.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105
CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Page 2 of 2
Beechcraft 36 Series Aeroplanes
AD/BEECH 36/43 Amdt 1 (continued)
The original issue of this Airworthiness Directive became effective on 1 February
1996.
Eugene Paul Holzapfel
Delegate of the Civil Aviation Safety Authority
3 January 2002
The above AD is notified in the Commonwealth of Australia Gazette on 30 January 2002.
Join Date: May 2001
Location: Australia
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Hey Forktail, would have been a very funny 182T with gear going up and down - guess you mean an RG or R182. Those things do seem to have a lot of electrical problems. They really are an excellent aircraft but there aint half some poorly maintained high time dogs of that variety around - usually from owners who dont like maintenance bills so they put them on line somewhere - and then get real maintenance bills!
Does anyone think that aircraft in the US are maintained any better than here? That debate on the Bo wing bolts seems to be a case in point. You see some immaculate V tails over there - that have been maintained superbly - but rarely to manufacturers manual. (Many replacements 'on-condition' only for example.) Although you find aircraft with 'original' 1970's engines that have gone well beyond TBO and maunufacturers calendar time, they do seem to be in better order generally and maintained more consistently than here - or am I dreaming? Is there something about their maintenance system that CASA could learn? Or is it Aussie culture that you just dont dob and so it would not matter what CASA tried to mandate?
Does anyone think that aircraft in the US are maintained any better than here? That debate on the Bo wing bolts seems to be a case in point. You see some immaculate V tails over there - that have been maintained superbly - but rarely to manufacturers manual. (Many replacements 'on-condition' only for example.) Although you find aircraft with 'original' 1970's engines that have gone well beyond TBO and maunufacturers calendar time, they do seem to be in better order generally and maintained more consistently than here - or am I dreaming? Is there something about their maintenance system that CASA could learn? Or is it Aussie culture that you just dont dob and so it would not matter what CASA tried to mandate?