AD 81-13-06 R2 Ham Std The way I read this it doesn't apply

Mike Robinson · **Joined:** Fri Jan 01, 2010 9:26 am **Posts:** 76

I have a SNJ-5 with a 12D40 with 6101A-12 blades

The way I read the below it does not say 12D40 anywhere although it mentions the T-6 and SNJ

I'm an A&P IA steeped in stuff but I haven't seen this AD in a long time and the way I read the regs and all the "if"'s "and"'s "or"'s and "but"'s this does not apply.

Please .... I am right aren't I. I would be calling a tech rep somewhere but its Saturday. I think. But i'm a caveman and type with crayons.

81-13-06 R2 HAMILTON STANDARD: Amendment 39-4133 as revised by Amendment 39- 4409 is further revised by Amendment 39-6271.

Applicability: Hamilton Standard Hydromatic (noncounterweighted) propellers with aluminum blades that use engine oil for pitch control (does not apply to propellers with integral oil control or to propellers with steel blades) of the following types: 22D30, 22D40, 23D40, 23E50, 23E60, 24D50, 24E60, 33D50, 33E60, 34D50, 34D51, 34E60, 43D50, 43D51, 43E60, and 43H60, as installed on various reciprocating engine powered aircraft such as, but not limited to: Beech D17 and D18, Boeing 377 series, Canadair Model 4 and CL-215, Curtiss-Wright C-46, DeHavilland DHC-2, DHC-3, and DHC-4, General Dynamics (Convair) T-29, 240, 340, and 440 series, Gulfstream American (Grumman) G-12A, G164, F4U, S-2F, TBM, and W-2F series, Lockheed L-10, L-12, 049, 749, 1049, 1649 series, Martin 202 and 404 series, McDonnell Douglas B-26, DC-3, DC-4, DC-6, and DC-7 series, North American AT-6, B-25, P-51, SNJ-5, T-6 and T-28.

Compliance: Required as indicated, unless already accomplished.

To prevent propeller blade failure due to corrosion and fatigue, accomplish the following:

(a) Inspect propeller blades within the next 90 days after July 1, 1982, or within 18 months since last inspection, whichever occurs later, for corrosion in the blade fillet and shank area, particularly under the teflon friction reduction strip and the resin corrosion barrier, in accordance with Hamilton Standard Aluminum Blade Overhaul Manual No. 130B, dated March 1, 1980, previously incorporated by reference on June 28, 1982, in AD 81-13-06. Thereafter, if corrosion is found reinspect at intervals not to exceed 18 months since the last inspection.

(b) For propellers with all installed blades having no corrosion at the last inspection, the 18 month reinspection interval may be increased as follows:

(1) Reinspect between 33 and 39 months since the last inspection. If corrosion is found to be beyond repairable limits return to the 18 month reinspection interval required by paragraph (a). If corrosion is found to be within repairable limits the reinspection interval cannot exceed a 36 month reinspection schedule.

(2) If no corrosion is found at the last 33 to 39 month reinspection in accordance with paragraph (b)(1), then thereafter reinspect at intervals not to exceed 60 months. If corrosion is found to be beyond repairable limits at any reinspection interval return to the 18 month reinspection interval required by paragraph (a). If corrosion is found to be within repairable limits the reinspection interval may remain on a schedule not to exceed 60 months.

(c) Prior to further flight, blades with corrosion in the fillet or shank area must be replaced with an airworthy blade or repaired in accordance with Hamilton Standard Aluminum Blade Overhaul Manual No. 130B, dated March 1, 1980.

(d) Disassembled propeller blades preserved in accordance with Hamilton Standard Aluminum Blade Overhaul Manual No. 130B, dated March 1, 1980, need not include storage time when computing the time since last inspection.

(e) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, the Manager, Boston Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, may adjust the compliance times specified in this AD or approve an equivalent means of compliance with this AD.

NOTE: Extensions to the compliance schedule previously granted to owners/operators are still applicable to this amendment. These extensions which are beyond a 39 month reinspection interval may be extended to 60 months as provided in paragraph (b)(2).

(f) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspection required by this AD.

This AD revises AD 81-13-06 R1, Amendment 39-4409, (47 FR 36217; August 19, 1982), which revised AD 81-13-06, Amendment 39-4133.

This amendment (39-6271, AD 81-13-06 R2) becomes effective on September 15, 1989

Jack Cook · **Posted:** Sat Jan 02, 2010 5:03 pm

Drop me a PM and I'll send you JCW's email.
I have no doubt he'' be able to answer your question!

Mike Robinson · **Joined:** Fri Jan 01, 2010 9:26 am **Posts:** 76

Mark Clark · **Posted:** Sat Jan 02, 2010 5:40 pm

The AD does not apply to the T-6 or SNJ. It says non counterweighted props.The T-6 uses a 12D40 which is a counterweighted prop.

Mark

Mike Robinson · **Joined:** Fri Jan 01, 2010 9:26 am **Posts:** 76

That is what I was thinking Mark but why in the heck did they list the AT-6 SNJ.

Not that reading AD's always make sense and should be approached with suspicion.

I imagined that there was probably a different prop approved on the Type Certificate Data Sheet which is why they should at that point include T-6 and SNJ etc in the Above ID but I didn't find any reference to a different prop in the TC text.

Maybe there had been a different prop approved at one time or via 337 that prompted that.

Type Cert A-2-575

http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/760940aa7c73f91d8525673d0060451b/$FILE/a-2-575.pdf

http://www.airweb.faa.gov/Regulatory_an ... -2-575.pdf

John Dupre · **Posted:** Sat Jan 02, 2010 8:32 pm

When that AD was written there was at least one T-6 modified with an R-1820 that had a hydromatic propeller. I remember one comment that it looked like someone grafted the front end of an SBD onto a T-6. A well written AD tries to encompass any model of aircraft that once or might be using the suspect article.

Mike Robinson · **Joined:** Fri Jan 01, 2010 9:26 am **Posts:** 76

Oh Yeah that's right..... I think George Baker had one across the way from Harry Doan.

So bad Harry is gone. That happened a long time ago now.

I do have an 1820 engine mount just for the purpose of cutting it down to make a P-64 / NA-50 Wirraway replica.

That was a thought I and my father had when he was still alive.

I kind of put that dream to rest and forgot about it.

Although it would not be hard to craft the modifications as we had it drawn out.

If I only had an extra steel tube frame and tail cone to start out with.

Oh yeah I would need an 1820 and prop as well.

They used to be plentiful.

Need a benefactor as well. All it takes is a little bit of money. That'll never happen... dream over.

bdk · **Joined:** Sun May 02, 2004 1:16 am **Posts:** 11319

There are some T-6s with field approvals for Hydromatic model 22D40s as well I believe.

Mike Robinson · **Joined:** Fri Jan 01, 2010 9:26 am **Posts:** 76

Here's one of the other not well clarified AD's

Some people say that it only includes engines built under Type Certs E-129, E-142 and E-143 and not the standard 1340-AN1 or AN-2 built under Type Cert 5E-2 which is the Military version.

Others say it includes all 1340 series engines.

It seems to be dependent on their interpretation of grammar.

99-11-02 Pratt & Whitney: Amendment 39-11173. Docket 97-ANE-58-AD.

Applicability: Pratt & Whitney (PW) R-1340 series reciprocating engines including Wasp S1H1, S1H1-G, S1H2, S1H4, S1H5-G, S3H2, R-1340-61 under Type Certificate E-129, Wasp S3H1-G, R-1340-59 under Type Certificate E-142, and also Wasp S3H1 under Type Certificate E-143. These engines are installed on but not limited to the following aircraft: de Havilland DHC-3, Air Tractor AT-301, and Ag Cat Corporation G-164A.

http://www.airweb.faa.gov/Regulatory_an ... t=99-11-02

bdk · **Joined:** Sun May 02, 2004 1:16 am **Posts:** 11319

I know of a few people that have had the heads splt open on a T-6 due to cracks. You never know the provenance of some of these cylinders so in my opinion they are all suspect. Every IA I know of inspects T-6s for this AD.

TheAviator wrote:

Here's one of the other not well clarified AD's

Some people say that it only includes engines built under Type Certs E-129, E-142 and E-143 and not the standard 1340-AN1 or AN-2 built under Type Cert 5E-2 which is the Military version.

Others say it includes all 1340 series engines.

It seems to be dependent on their interpretation of grammar.

99-11-02 Pratt & Whitney: Amendment 39-11173. Docket 97-ANE-58-AD.

Applicability: Pratt & Whitney (PW) R-1340 series reciprocating engines including Wasp S1H1, S1H1-G, S1H2, S1H4, S1H5-G, S3H2, R-1340-61 under Type Certificate E-129, Wasp S3H1-G, R-1340-59 under Type Certificate E-142, and also Wasp S3H1 under Type Certificate E-143. These engines are installed on but not limited to the following aircraft: de Havilland DHC-3, Air Tractor AT-301, and Ag Cat Corporation G-164A.

http://www.airweb.faa.gov/Regulatory_an ... t=99-11-02

Mike Robinson · **Joined:** Fri Jan 01, 2010 9:26 am **Posts:** 76

Yes i just did it too. Besides isn't that something we are always supposed to do anyway.

Looking for some roll around steel carts to hold wings in order to work on them while I am talking to tothers here anyway.

As well as a deep throat rivet pneumatic rivet and counter sink squeezer and a real english wheel and pneumatic plannishing hammer to round out my shop. Something I have to fix is ok by me.

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AD 81-13-06 R2 Ham Std The way I read this it doesn't apply

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