{"id":"F2006B06053","name":"AD/PAP/9 - Propeller Blades - Inspection","slug":"ad-pap-9-propeller-blades-inspection","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":114451,"registerId":"commonwealth-F2006B06053-current","compilationNumber":null,"startDate":"2026-04-03","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/PAP/9 - Propeller Blades - Inspection","content":"---\nmeta-content-style-type: text/css\nmeta-content-type: application/xhtml+xml; charset=utf-8\nmeta-generator: Aspose.Words for .NET 22.10.0\n---\n\n?xml version=\"1.0\" encoding=\"utf-8\" standalone=\"no\"?>\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 107 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n \n\n![](image.001.png)  Propellers - Variable Pitch - Allison/Aeroproducts\n\n \n\nAD/PAP/9 Propeller Blades - Inspection 9/80\n\nApplicability: All models A6441 FN-606 and -606A propeller blades.\n\n \n\nRequirement: Inspect propeller blades in accordance with Part 2 of Allison CSL 240, Rev. 3. (FAA AD 79-24-07 refers).\n\nCompliance: At periods not exceeding 3250 hours.\n\n \n\nBackground: The manufacturer has introduced additional blade inspection requirement.\n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n\n \n","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":true,"description":"The directive implements an additional inspection requirement introduced by the manufacturer and applies that requirement to all A6441 FN-606 and FN-606A propeller blades. The text (\"Background\") explicitly states the manufacturer introduced an additional blade inspection requirement; the AD gives legal effect to that additional requirement by mandating inspections per Allison CSL 240 Part 2 Rev. 3 at intervals not exceeding 3,250 hours (\"Requirement\" and \"Compliance\")."},"complexity_factors":["Narrow and specific applicability (only A6441 FN-606 and FN-606A blades). (Applicability)","Mandatory reference to an external technical document (Allison CSL 240 Part 2 Rev. 3) for inspection procedures. (Requirement)","Fixed compliance interval specified (3,250 hours) but no procedural detail in the AD itself. (Compliance)","Reference to an external regulator's AD (FAA AD 79-24-07), adding cross-jurisdictional technical context. (Requirement)","Lack of enforcement, recordkeeping, or waiver detail in the text increases practical implementation questions for operators. (Compliance)"],"plain_english_summary":"What this instrument does (mechanically)\n\n- Requires inspection of specific propeller blades: all models A6441 FN-606 and FN-606A. (Applicability)\n- Specifies how to inspect: inspections must follow Part 2 of Allison CSL 240, Revision 3. (Requirement)\n- Sets the interval for those inspections: no later than every 3,250 flight hours. (Compliance)\n\nOfficial rationale in the text\n\n- The directive says the manufacturer has introduced an additional blade inspection requirement. (Background)\n\nHow this works in practice — who pays, who decides, and what changes\n\n- Who pays: The operator or aircraft owner is the economic actor that must organise and pay for the inspections and any follow-up work (the directive applies to their propeller blades under \"Applicability\" and requires action under \"Requirement\").\n- Who decides operationally: The operator or their maintenance organisation must schedule and carry out inspections in accordance with Allison CSL 240 Part 2 Rev. 3, and must ensure inspections occur at intervals not exceeding 3,250 hours (\"Requirement\" and \"Compliance\").\n- Behaviour change required: Operators must add these inspections into their maintenance programme at the prescribed interval. If the inspection finds defects, operators will need to follow the remediation steps required by the referenced technical document or maintenance provider.\n\nDirect costs, incentives and trade-offs\n\n- Direct costs: time for inspection, labour rates, potential removal and reinstallation of blades, replacement parts if defects are found, and any aircraft downtime while the work is completed (implied by the requirement to inspect and the typical nature of maintenance tasks specified in \"Requirement\").\n- Incentives: The stated purpose (manufacturer's additional inspection requirement) suggests the inspection is intended to reduce the risk of blade failure. Operators trade inspection costs and downtime against the reduced risk of in-service blade problems. (Background)\n- Opportunity cost: Scheduling these inspections uses maintenance slots, hangar time and technician hours that could have been used for other work.\n\nImplementation, compliance burden and information needs\n\n- Technical dependency: Operators must obtain and follow Allison CSL 240 Part 2 Rev. 3 to know the precise inspection methods and acceptance criteria — the AD does not reproduce those technical steps and instead references that document. (Requirement)\n- External reference: The AD also refers to FAA AD 79-24-07, indicating alignment with or reliance on an external authority's findings or requirements. (Requirement)\n- Discretion and enforcement: The directive sets a mandatory inspection requirement and interval; it does not in this text set out enforcement mechanisms, waivers, or recordkeeping details. Operators will need to rely on their regulator or maintenance approval holders to interpret recordkeeping and compliance evidence requirements. (Compliance)\n\nPotential operational effects and substitution risks\n\n- Operational effect: Regular inspections at the stated interval may increase scheduled maintenance events. If inspections uncover defects, blades may need repair or replacement, causing unscheduled downtime.\n- Substitution effects: Operators may change maintenance scheduling, procurement of spare blades, or maintenance-provider arrangements to accommodate the new inspection interval and any increased failure-detection rate.\n\nConcrete citation to the source text\n\n- Applicability: \"All models A6441 FN-606 and -606A propeller blades.\" (Applicability)\n- Requirement: \"Inspect propeller blades in accordance with Part 2 of Allison CSL 240, Rev. 3. (FAA AD 79-24-07 refers).\" (Requirement)\n- Compliance: \"At periods not exceeding 3250 hours.\" (Compliance)\n- Background: \"The manufacturer has introduced additional blade inspection requirement.\" (Background)"},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a discrete, single-issue airworthiness directive from 1980 (as indicated by '9/80' in the reference). It has not expanded beyond its original narrow purpose of mandating specific inspections for specific propeller blades. Airworthiness directives are typically standalone instruments that remain focused on their original safety issue unless explicitly superseded or amended."},"complexity_factors":["Extremely short document (under 200 words)","Only 2 defined applicability criteria (specific propeller model numbers)","Single, unambiguous compliance requirement (inspect per specified document)","No cross-references to other legislation beyond a single FAA AD reference for context","No conditional logic, exceptions, or nested provisions","Straightforward time-based compliance trigger (hours of operation)"],"plain_english_summary":"This is an **Airworthiness Directive (AD)** — a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA). Think of it like a compulsory recall notice, but for aircraft parts.\n\n**What it does:**\n- Requires owners and operators of specific propeller blades (Allison/Aeroproducts models A6441 FN-606 and FN-606A) to conduct regular inspections.\n- The inspection must follow the manufacturer's guidelines in \"Allison CSL 240, Revision 3\" (a technical service bulletin).\n- These inspections must happen **every 3,250 flight hours** at most.\n\n**Who it affects:**\n- Anyone who owns, operates, or maintains aircraft using these specific propeller blade models.\n- This includes airlines, charter operators, private pilots, and maintenance organisations.\n\n**Why it matters:**\n- Propeller blade failures can be catastrophic. This directive was issued because the manufacturer identified new safety concerns requiring additional checks.\n- Compliance is **legally mandatory**. Flying without completing these inspections violates civil aviation law and can ground an aircraft."}},"importantCases":[],"_links":{"self":"/api/acts/ad-pap-9-propeller-blades-inspection","history":"/api/acts/ad-pap-9-propeller-blades-inspection/history","analysis":"/api/acts/ad-pap-9-propeller-blades-inspection/analysis","conflicts":"/api/acts/ad-pap-9-propeller-blades-inspection/conflicts","importantCases":"/api/acts/ad-pap-9-propeller-blades-inspection/important-cases","documents":"/api/acts/ad-pap-9-propeller-blades-inspection/documents"}}