{"id":"F2006B06340","name":"AD/PROCTOR/11 (Re-Issue) - Airframe Structure - Inspection","slug":"ad-proctor-11-re-issue-airframe-structure-inspection","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":47529,"registerId":"commonwealth-F2006B06340-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/PROCTOR/11 (Re-Issue) - Airframe Structure - 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 - 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n \n\n![](image.001.png)  Percival Proctor Series Aeroplanes\n\n \n\n# AD/PROCTOR/11\n\n(Re-Issue)\n\nApplicability: All models.\n\n# Airframe Structure - Inspection 1/73\n\n \n\nRequirement: 1. Preparation: Prepare the aeroplane for inspection by removing all removable equipment, cabin linings, seats, inspection access panels, fairings, fabric patches, tape sealing and sufficient fabric and secondary structure to enable an inspection of the airframe in accordance with these requirements.\n\n \n\n2.    Inspection Procedure:\n\n \n\n1. Inspect all fabricated structural components such as box spars, wooden ribs, bulkheads and braces, and all glued connections between these components for the following defects:-\n\n\n \n\n(1)     Cracks, cuts, splits, bruises, compression shakes, warping, contamination by foreign matter such as oil, attack by fungus in the wood, shrinkage of the timber at bolt holes.\n\n \n\n(2)     Separation or sponginess in the glued joints and plywood. A 0.005 in. feeler gauge should be used to determine separation of glued joints and the depth of glue failure.\n\n \n\nb.    Inspect all plywood skin for the following defects:-\n\n \n\n(1)     Cracks, splits, cuts, bruises and shakes in the surface of the wood, deterioration and contamination by foreign matter.\n\n \n\n(2)     Separation of the glue where skin connects to the skiletal structure beneath. Particular attention should be paid to the flaps since they are exposed to moisture, and also subject to contamination by oil.\n\n \n\nNote: Load carrying wooden skin becomes inefficient and the complete structure loses strength when adhesion to the structure beneath has failed. Consequently, all structural connections and joints must be thoroughly inspected for deterioration and defects. When carrying out an inspection the following may prove helpful in detecting defects.\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n \n\nSeparation from the structure is often detectable from the exterior in several ways. It is likely to appear as a local discontinuity in the skin contour which can be pressed down without the immediate firm resistance anticipated. When the structure is flexed the skin will tend to take up waves. If these waves do not pass across the lines of gluing to the structure beneath, adhesion may be taken as sound. Oblique lighting of the surface will be found helpful in studying surface waves and contour discontinuities. Timber shakes appear as thin lines across the timber on the varnish later. By sponging ink on the varnish and subsequently wiping off, a line where the shake exists should be apparent. Where there are signs of failure in the protective coating it should be removed to inspect the wood beneath. Special attention is to be paid to points in the structure where liquids can collect or oil contamination can occur. Casein glue deteriorates if repeatedly exposed to moisture or oil. Where possible the inspection should be made from the interior. However, for wings, initial inspection may be made from the exterior. When inspecting the interior structure of the wings it may be necessary to cut holes in load carrying covering. In these instances reference should be made to the Director- General for an approved scheme for the incorporation of inspection holes.\n\n \n\nor DCA/PROCTOR/11.\n\n \n\nCompliance: (a) Within 12 months of last inspection in accordance with AD/GENERAL/29 and thereafter at intervals not exceeding 12 months.\n\n \n\n(b) For aircraft which have not been inspected in accordance with AD/GENERAL/29 in the 12 months prior to 31 January 1973 - inspect within three months after 31 January 1973 and thereafter at intervals not exceeding 12 months.\n","sortOrder":0}],"analysis":{"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"},"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":false,"description":"The directive re‑issues the original inspection requirements without expanding or narrowing the population covered or the annual inspection interval. It continues to require the same preparatory actions, inspection methods and Director‑General approval for any structural access scheme (Applicability; Requirement; Note; Compliance)."},"complexity_factors":["Technical inspection detail: specifies inspection techniques and measurable criteria (e.g. 0.005 in. feeler gauge) increasing procedural specificity.","Physical work required: removal of linings/panels and possible cutting of inspection holes raises implementation and repair costs for owners/operators (Requirement; Note).","Regulatory discretion: Director‑General approval required for hole‑cutting schemes introduces administrative steps and potential delay (Note).","Recurring compliance: fixed annual inspection interval creates ongoing operational burden and scheduling considerations (Compliance).","Scope breadth: applies to all Percival Proctor models, so effect is industry‑wide for that type but limited to wooden/plywood structures (Applicability; Requirement)."],"plain_english_summary":"This airworthiness directive requires owners/operators of Percival Proctor aeroplanes to prepare the aircraft (remove linings, seats, panels, fabric, etc.) and inspect wooden airframe components and plywood skin for cracks, glue separation, contamination and related defects using prescribed techniques (including a 0.005 in feeler gauge); cutting inspection holes is allowed only with Director‑General approval (Requirement; Note). Inspections are mandatory annually or within three months for aircraft overdue as of 31 January 1973 (Compliance). Owners/operators pay for preparation, inspection and any repairs."},"kimi_summary":{"content_quality":"ok","complexity_score":4,"scope_assessment":{"changed":false,"description":"This is a re-issue of an existing Airworthiness Directive (AD/PROCTOR/11). The scope remains tightly focused on structural inspection of Percival Proctor wooden airframes, consistent with the original safety intent. The 'Re-Issue' designation suggests editorial or formatting updates rather than expansion of scope."},"complexity_factors":["Technical aviation terminology requiring specialist knowledge (spars, ribs, bulkheads, casein glue, feeler gauges)","Nested inspection requirements with multiple sub-levels (Requirement 1, 2, 2a, 2a(1), 2a(2), 2b, 2b(1), 2b(2))","Cross-reference to another directive (AD/GENERAL/29) for compliance timing","Conditional compliance dates based on inspection history (two different compliance paths in paragraphs (a) and (b))","Extensive technical guidance embedded in the Note section (diagnostic techniques like ink testing, oblique lighting, wave pattern analysis)","Requirement to seek Director-General approval for inspection holes in load-bearing surfaces"],"plain_english_summary":"This AD requires owners and operators of Percival Proctor aeroplanes to carry out detailed inspections of the wooden airframe and glued joints for rot, oil/moisture damage, glue failure and skin separation, because hidden deterioration can cause catastrophic failure. Inspections must begin within specified short timeframes (initial deadline or 12 months from last inspection) and be repeated annually. It’s a mandatory safety measure to detect unseen structural decay in vintage wooden aircraft."}},"importantCases":[],"_links":{"self":"/api/acts/ad-proctor-11-re-issue-airframe-structure-inspection","history":"/api/acts/ad-proctor-11-re-issue-airframe-structure-inspection/history","analysis":"/api/acts/ad-proctor-11-re-issue-airframe-structure-inspection/analysis","conflicts":"/api/acts/ad-proctor-11-re-issue-airframe-structure-inspection/conflicts","importantCases":"/api/acts/ad-proctor-11-re-issue-airframe-structure-inspection/important-cases","documents":"/api/acts/ad-proctor-11-re-issue-airframe-structure-inspection/documents"}}