{"id":"F2006B05336","name":"AD/P2V/1 - Wing Lower Surface Between Fuselage and Inboard Engine Nacelle","slug":"ad-p2v-1-wing-lower-surface-between-fuselage-and-inboard-engine-nacelle","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":45820,"registerId":"commonwealth-F2006B05336-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/P2V/1 - Wing Lower Surface Between Fuselage and Inboard Engine Nacelle","content":"![](image.001.png)\n\n![](image.001.png)  \nAIRWORTHINESS DIRECTIVE\n\nFor the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (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.\n\n![](image.001.png)\n\nLockheed P2V (SP-2H) Series Aeroplanes\n\nAD/P2V/1 Wing Lower Surface Between Fuselage and\n\nInboard Engine Nacelle\n\n  \n13/2002\n\nDM\n\nApplicability: All Model P2V-7 (SP-2H) aircraft.\n\nRequirement: 1. Accomplish a dye penetrant inspection to detect cracks on the left and right lower wing surfaces between the fuselage and inboard engine nacelle at the following locations:\n\n    On the external surface within 3 inches from the edge of all access holes.\n    On the internal surface or doubler within 1 inch from the edge of all access holes.\n\nEnsure that the surfaces are thoroughly cleaned and dried before doing the dye penetrant inspection, and free of contaminants, paint, and other coatings that could prevent dye penetrant from entering discontinuities.\n\n    2. Accomplish a detailed visual inspection to detect cracks of the areas adjacent to those identified in Requirements 1.a. and 1.b.\n    3. Accomplish a detailed visual inspection to detect cracks of the surface around all access holes located on the left and right external lower wing surface between the fuselage and inboard engine nacelle, and adjacent areas.\n\nIf any crack is detected during any inspection required by this Directive, before further flight, repair in accordance with a method approved by the Manager, Denver Aircraft Certification Office, FAA, USA.\n\nNote: FAA AD 2002-19-13 Amdt 39-12893.\n\nCompliance: Requirements 1 and 2: For aircraft on which a repair has been done to correct cracking on the lower wing surface between the fuselage and the inboard engine nacelle, accomplish at the following compliance times:\n\nWithin 50 flight cycles after 6 November 2002, and thereafter at intervals not to exceed 50 flight cycles.\n\nLockheed P2V (SP-2H) Series Aeroplanes\n\nAD/P2V/1 (continued)\n\nRequirements 1 and 2: For aircraft on which a repair has NOT been done to correct cracking on the lower wing surface between the fuselage and the inboard engine nacelle, accomplish at the following compliance times:\n\nWithin 5 days after 6 November 2002, and thereafter at intervals not to exceed 50 flight cycles.\n\nRequirement 3: For all aircraft, accomplish at following compliance times:\n\nWithin 5 days after 6 November 2002, and thereafter at intervals not to exceed 5 flight cycles.\n\nThis Airworthiness Directive becomes effective on 6 November 2002.\n\nBackground: The FAA requires certain actions to detect and correct stress-related cracking on the lower wing surfaces, which could result in structural failure of the wings and consequent loss of control of the aircraft.\n\n![](image.002.jpeg)  \n\nDavid Alan Villiers\n\nDelegate of the Civil Aviation Safety Authority 1 November 2002\n\n![](image.001.png)  \n\nThe above AD is notified in the Commonwealth of Australia Gazette on 6 November 2002.","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":false,"description":"This AD adopts the FAA-required actions referenced (FAA AD 2002-19-13) and applies to all Model P2V-7 (SP-2H) aircraft (Applicability). It does not expand the affected fleet or add novel obligations beyond inspections, cleaning prerequisites, recurring intervals, and FAA-approved repairs as set out in the Requirement and Compliance sections."},"complexity_factors":["Multiple inspection methods required: dye penetrant inspection (Requirement 1) and detailed visual inspections (Requirements 2 and 3).","Location- and distance-specific inspection zones (external within 3 inches of access-hole edges; internal/doubler within 1 inch) (Requirement 1.a–1.b).","Different compliance regimes depending on prior repair status: quicker initial timeline for unrepaired aircraft (Compliance: within 5 days) versus repaired aircraft (Compliance: within 50 flight cycles after 6 November 2002).","High-frequency recurring checks for some items (Requirement 3: recurring at intervals not to exceed 5 flight cycles).","Immediate remediation requirement: any crack found must be repaired before further flight, using FAA-approved methods (Requirement: repair in accordance with a method approved by the Manager, Denver Aircraft Certification Office, FAA, USA).","Cross-reference to FAA AD and reliance on FAA certification office for repair approval (Note: FAA AD 2002-19-13; Requirement repair approval).","Preparation constraints that add labour (surfaces must be thoroughly cleaned and free of paint/contaminants before dye penetrant) (Requirement 1).","Applicability is fleet-wide for a specific model (Applicability: All Model P2V-7 (SP-2H) aircraft), concentrating compliance cost on owners/operators of that model."],"plain_english_summary":"This Airworthiness Directive requires all Lockheed P2V-7 (SP-2H) aircraft to undergo specified dye-penetrant and detailed visual inspections of the lower wing surface between the fuselage and the inboard engine nacelle, with cleaning prerequisites and mandatory repair before further flight if cracks are found. Compliance times differ depending on whether a prior repair exists, with some checks due within five days and recurring inspections at 5 or 50 flight-cycle intervals. The stated aim is to detect stress-related cracking that could cause structural failure."},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This is a standard single-issue Airworthiness Directive focused on a specific structural defect in a specific aircraft type. It has not expanded beyond its original safety purpose."},"complexity_factors":["Multiple inspection types with different scopes (dye penetrant vs detailed visual)","Different compliance schedules based on prior repair history (two distinct tracks)","Specific dimensional requirements (3 inches external, 1 inch internal from access hole edges)","Cross-reference to US FAA directive (AD 2002-19-13) for repair approval authority","Nested applicability (all Model P2V-7 aircraft) with conditional compliance timing"],"plain_english_summary":"This AD mandates inspections and repairs for Lockheed P2V-7 (SP-2H) lower wings after stress-related cracking was found between the fuselage and inboard engine nacelles. Operators must perform dye-penetrant and detailed visual inspections and ground aircraft until FAA‑approved repairs are made. Inspection intervals differ for previously repaired versus unrepaired aircraft (short initial deadlines and recurring checks). It’s a safety-critical action to prevent catastrophic wing failure and potential loss of control."},"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"}},"importantCases":[],"_links":{"self":"/api/acts/ad-p2v-1-wing-lower-surface-between-fuselage-and-inboard-engine-nacelle","history":"/api/acts/ad-p2v-1-wing-lower-surface-between-fuselage-and-inboard-engine-nacelle/history","analysis":"/api/acts/ad-p2v-1-wing-lower-surface-between-fuselage-and-inboard-engine-nacelle/analysis","conflicts":"/api/acts/ad-p2v-1-wing-lower-surface-between-fuselage-and-inboard-engine-nacelle/conflicts","importantCases":"/api/acts/ad-p2v-1-wing-lower-surface-between-fuselage-and-inboard-engine-nacelle/important-cases","documents":"/api/acts/ad-p2v-1-wing-lower-surface-between-fuselage-and-inboard-engine-nacelle/documents"}}