# AD 90-08-14: Wing Spar Structure - Type: Airworthiness directive - Status: Current - Products: Textron 56TC, 58, 58A, 95, 95-55, 95-A55, 95-B55, 95-B55A, 95-B55B, 95-C55, 95-C55A, A56TC and 8 more - Effective: May 7, 1990 - Superseded by: Nothing supersedes this AD - Product type: Aircraft, Small airplane - Amendment: 39-6563 - Docket: 89-CE-26-AD - Registered aircraft: 2,697 may be affected, by airframe or engine model (OpenAirDocs) - FAA DRS: https://drs.faa.gov/browse/excelExternalWindow/0877C67A2BABD9CF86256A09005CA3F1.0001 - DRS record last changed: January 21, 2026 - Page: https://openairdocs.org/ad/90-08-14 ## The airworthiness directive 90-08-14 BEECH: Amendment 39-6563. Docket No. 89-CE-26-AD. Applicability: The following airplanes certificated in any category. MODELS SERIAL NUMBERS 95, B95, B95A, D95A, E95 TD-1 through TD-721 95-55, 95-A55, 95-B55 and 95-B55A TC-1 through TC-2456, except TC-350 95-C55, 95-C55A, D55, D55A, E55 and E55A TC-350 and TE-1 through TE-1201 95-B55B (T42A) TF-1 through TF-70 56TC, A56TC TG-1 through TG-94 58, 58A TH-1 through TH-1475 Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent cracks in the wing forward spar carry-through web structure from propagating to lengths that could compromise the integrity of the wing attachment to the fuselage, accomplish the following: (a) Within the next 100 hours time-in-service (TIS), after the effective date of this AD, or upon the accumulation of 1,500 hours total TIS, whichever occurs later, and thereafter at the intervals specified below,inspect the wing forward spar carry-through web structure in accordance with the instructions in Beech Service Bulletin (SB) No. 2269, Revision 1, dated March 1990. (1) If no cracks are found, repeat the inspection at 500 hour TIS intervals thereafter. (2) For cracks in the bend radius: (i) If the crack length is less than 2.25 inches, prior to further flight stop drill the crack in accordance with the instructions in Beech SB No. 2269, Revision 1, and reinspect for crack progression every 200 hours TIS thereafter. Only one stop drilled crack for the left side and one stop drilled crack for the right side of the web structure are permissible. (ii) If the crack length is greater than 2.25 inches but less than 4.0 inches, prior to further flight stop drill the crack in accordance with the instructions in Beech SB No. 2269, Revision 1, and within the next 100 hours TIS, repair the web structure with the applicable Beech Part Number (P/N) 58-4008 kit as specifiedin the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. (iii) If the crack length is greater than 4.0 inches, prior to further flight repair the web structure with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft CertificationOffice at the address below for disposition. (3) For cracks in the web face, in the area of the huckbolt fasteners: (i) If the crack length is less than 1.0 inch, reinspect for crack progression every 100 hours TIS thereafter. Only one crack for the left side and one crack for the right side are permissible, provided neither crack exceeds 1.0 inch in length. NOTE 1: Do not stop drill these cracks due to the possibility of damaging the structure behind the web face. (ii) If any crack length is greater than 1.0 inch, or a crack is connecting two fastener holes, within the next 25 hours TIS, repair the web face with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in thesesubsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. (iii) If any crack passes through two fastener holes and extends beyond the holes for more than 0.5 inch, prior to further flight repair the web face with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. (4) If cracks are found on the same side of the airplane in both the forward and aft web face, or the bend radii, and any of the cracks are more than 1.0 inch long, prior to further flight repair the webstructure with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. NOTE 2: If a fuselage skin crack is discovered around the opening for the lower forward carry-through fitting, an external doubler may be required. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (c) An alternate method of compliance or adjustment of the initial or repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Wichita Aircraft Certification Office, FAA, Room100, 1801 Airport Road, Wichita, Kansas 67209. NOTE 3: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine this document at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6563, AD 90-08-14) becomes effective on May 7, 1990. ## Affected data sheets (1) (OpenAirDocs) The type certificate data sheets whose models the AD names. - [TCDS 3A16](https://openairdocs.org/tcds/3A16): Textron Aviation Inc.; names 20 of 21 models: 95, 95-B55, 95-C55A, D55, 58, 95-A55, D55A, 95-C55… ## Registered aircraft it may apply to (OpenAirDocs) Matched by airframe and engine model; the AD's applicability may narrow it by serial number, part number or equipment. - Aircraft: 2,697 (2,697 by airframe model, 0 by engine model) - Makers: Beech 2,509, Raytheon 188 Models with the most aircraft: - [Beech 95-B55 (T42A)](https://openairdocs.org/model/beech-95-b55-t42a): 774 aircraft (airframe model) - [Beech 58](https://openairdocs.org/model/beech-58): 726 aircraft (airframe model) - [Beech E-55](https://openairdocs.org/model/beech-e-55): 215 aircraft (airframe model) - [Raytheon 58](https://openairdocs.org/model/raytheon-58): 188 aircraft (airframe model) - [Beech 95-C55](https://openairdocs.org/model/beech-95-c55): 158 aircraft (airframe model) - [Beech D55](https://openairdocs.org/model/beech-d55): 119 aircraft (airframe model) - [Beech 95](https://openairdocs.org/model/beech-95): 95 aircraft (airframe model) - [Beech 95-A55](https://openairdocs.org/model/beech-95-a55): 90 aircraft (airframe model) - [Beech 95-B55](https://openairdocs.org/model/beech-95-b55): 74 aircraft (airframe model) - [Beech D95A](https://openairdocs.org/model/beech-d95a): 73 aircraft (airframe model) - [Beech B95](https://openairdocs.org/model/beech-b95): 54 aircraft (airframe model) - [Beech 95-55](https://openairdocs.org/model/beech-95-55): 53 aircraft (airframe model) - [Beech 56TC](https://openairdocs.org/model/beech-56tc): 37 aircraft (airframe model) - [Beech B95A](https://openairdocs.org/model/beech-b95a): 32 aircraft (airframe model) - [Beech E95](https://openairdocs.org/model/beech-e95): 6 aircraft (airframe model) - [Beech A56TC](https://openairdocs.org/model/beech-a56tc): 3 aircraft (airframe model) All 16 models: https://openairdocs.org/ad/90-08-14/models.md Every aircraft: https://openairdocs.org/ad/90-08-14/aircraft.md Its text cites no advisory circulars or STCs. ## NTSB investigations that cite this AD (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB ATL07FA077](https://openairdocs.org/ntsb/ATL07FA077), Apr 22, 2007: Beech 58 (N5647C), Hamilton, GA, destroyed, 5 fatal. Probable cause: The pilot's exceeding the design stress limits of the airplane while performing aerobatics in a nonaerobatic airplane, which resulted in an in-flight overload failure of the airframe. A factor in the… --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.