AD/750XL/3 Amdt 1 - Wiring Loom Protective Sleeve

The directive rests on a small set of interlocking operational concepts: applicability by serial number, a defined inspection locus, a specific service-document inspection standard, conditional remedial steps, compliance timings, and crediting of prior work. These elements are explicit in the text and together determine what constitutes compliance.

Applicability is explicit and narrow: Model 750XL aeroplanes serial numbers 102 through 134 inclusive. The inspection locus is precise, described as the main wiring loom on the right hand side of the aircraft adjacent to the frames at station 114.34 inches and 118.84 inches (Applicability; Requirement 1). The inspection is required to be "in accordance with Pacific Aerospace Corporation Bulletin PACSB/XL/009 Issue 2 dated 23 July 2004", so the service bulletin is incorporated by reference as the technical standard for inspection and for sleeve installation (Requirement 1, Requirement 3).

Remedial outcomes are conditional and tiered. If sleeves are present and undamaged, “no further action is required.” If damaged wiring is detected, the directive requires that the wiring be repaired "as necessary" (Requirement 2). If the protective sleeve is missing, the owner/operator must "install the sleeve as detailed in the Service Bulletin" (Requirement 3). The compliance timing structure places a near-term requirement on the inspection (within 100 hours TIS after the effective date of the Directive), and it imposes immediate flight-limiting remedial action where damaged wiring is found (repair before further flight). Installation of missing sleeves is required within a measured period after inspection (within 100 hours TIS after Requirement 1 inspection) (Compliance).

The background clause states the manufacturer's reported risk mechanism: possible omission of sleeving during assembly which "may leave the wiring loom subject to fretting damage and the possibility of arcing in the proximity of the fuel vent lines." That expresses the safety rationale the directive acts on (Background). The Amendment extends the serial number range of affected aircraft and gives credit for inspections already accomplished under AD/750XL/3, tying the current instrument to prior regulatory action (Background; Note).

Operationally, the main concept is corrective airworthiness management targeted at a discrete, assembly-origin defect. The directive links the technical remedy to a manufacturer service bulletin, thereby delegating detailed inspection and installation technique to that document. The directive sets short compliance windows and a "repair before further flight" standard where damage is found, signalling priority in addressing an identified risk adjacent to fuel vent lines.

The primary legal and operational subjects identified by the directive are owners and operators of Pacific Aerospace 750XL aeroplanes with serial numbers 102 through 134 inclusive. The Applicability clause is categorical: the Model 750XL aeroplanes S/N 102-134 are within scope. Those owners and operators must arrange inspection, any required repairs, and sleeve installation within the timelines set in the Compliance clause.

Maintenance organisations and qualified personnel who carry out inspections and repairs are operationally affected. The directive requires inspection "in accordance with Pacific Aerospace Corporation Bulletin PACSB/XL/009 Issue 2 dated 23 July 2004", and installation "as detailed in the Service Bulletin". That makes the content of the service bulletin the technical standard for work. Consequently, maintenance providers must have access to and follow that bulletin to meet the directive’s requirements.

The manufacturer is an indirect actor. The background material records that the manufacturer advised of a possible omission of sleeving during assembly and supplied the service bulletin to address the issue. The manufacturer’s extension of the affected serial number range is recorded in the Amendment, which informs which aircraft must comply. The directive also notes CAA(NZ) AD DCA/750XL/3A, indicating an overseas regulator’s parallel or related action; operators that are internationally managed or have operations tied to New Zealand oversight should note that cross-reference.

Regulatory actors with immediate procedural involvement include the Civil Aviation Safety Authority and its delegate. The document is issued by CASA and signed by Charles Lenarcic as delegate of CASA (Charles Lenarcic, Delegate of the Civil Aviation Safety Authority). The directive’s effective date and compliance times are specified, so operators must schedule work in time to meet those deadlines.

Financially, those who will pay to perform inspections, repairs, and sleeve installations will be the owners or operators of the affected aeroplanes, or their insurers if applicable. The directive imposes the remedial tasks; it does not include provisions for financial assistance or cost recovery. The service bulletin is the work instruction; access to it is required to perform compliant work. The text does not identify other third parties who will bear cost or responsibility.

The directive lays out specific duties and a limited set of entitlements (or "credits"). Duties are expressed as three Requirements and corresponding compliance timings.

Duty 1 (Requirement 1): Inspect the main wiring loom on the right hand side adjacent to the frames at station 114.34 inches and 118.84 inches in accordance with Pacific Aerospace Corporation Bulletin PACSB/XL/009 Issue 2 dated 23 July 2004. The duty applies “If not previously accomplished in accordance with AD/750XL/3” and must be met within 100 hours time in service after the effective date of this Directive (Applicability; Requirement 1; Compliance). The inspection duty includes the discrete outcomes to check for damage to wiring and to ensure installation of protective sleeving.

Duty 2 (Requirement 2): If any damaged wiring is detected during the Requirement 1 inspection, repair the wiring "as necessary." The directive states that any required wiring repairs must be completed before further flight after the Requirement 1 inspection (Requirement 2; Compliance). Thus where damage is found, the duty is immediate corrective action that is a pre-flight condition.

Duty 3 (Requirement 3): If the protective sleeve is missing, install the sleeve "as detailed in the Service Bulletin." This installation must be carried out within 100 hours TIS after the Requirement 1 inspection, unless the sleeves were found present and undamaged (Requirement 3; Compliance).

Rights or entitlements are limited but explicit. The directive grants credit for inspections already accomplished in accordance with the earlier AD/750XL/3: the Amendment “whilst giving credit for inspections accomplished in accordance with AD/750XL/3, extends the S/N range of affected aircraft to S/N 134” (Background). That provides an entitlement to treat prior compliant inspections as satisfying the Requirement 1 timing and work, to the extent those inspections conformed to AD/750XL/3.

Another practical entitlement is the conditional exclusion where sleeves are present and undamaged: the directive states that in that scenario "no further action is required." This sets a definitive no-further-duty outcome for aircraft that pass the inspection.

The directive delegates technical detail to the Pacific Aerospace service bulletin for both inspection methodology and sleeve installation. That means maintenance providers must follow the service bulletin to meet the duty, and the content of that bulletin will define technical acceptability thresholds for "undamaged" sleeves and acceptable repair methods. The directive itself does not prescribe repair techniques or specify acceptance criteria beyond requiring repair "as necessary."

The directive does not enumerate appeals, waivers or alternative compliance paths in its text. Any such mechanisms would need to be found in other regulatory instruments or CASA processes, but they are not described in this document. The only cross-reference within the document is to CAA(NZ) AD DCA/750XL/3A and to the earlier AD/750XL/3, which may affect how previously completed work is credited.

The text of AD/750XL/3 Amdt 1 contains no express penalty provisions and does not set out an enforcement regime within its contents. The document is an airworthiness directive issued by the Civil Aviation Safety Authority and signed by a CASA delegate (Charles Lenarcic). It sets mandatory technical requirements and compliance times but does not, within its text, specify sanctions, monetary penalties, administrative sanctions, or criminal offences for non-compliance. The directive states compliance deadlines (for example, Requirement 1 within 100 hours TIS after the effective date; Requirement 2 before further flight; Requirement 3 within 100 hours TIS after Requirement 1), but it does not include a penalty schedule or enforcement procedure.

Because the directive is an instrument of CASA, it operates in the regulatory space where CASA enforces airworthiness and safety standards; however, this document does not describe the enforcement mechanisms CASA will use, nor does it reference enabling statutory provisions, enforcement timelines, or appeal processes. The directive’s emphasis is on technical compliance steps rather than on laying out enforcement consequences.

Practically, the absence of penalties in the text means that the directive itself communicates obligations and timing; any legal consequences for failing to comply would have to be drawn from the broader regulatory framework or CASA’s enforcement powers, which are not included in this document. Similarly, the directive does not state whether records of compliance must be lodged with the regulator. Operators seeking to understand enforcement risk therefore need to consult the CASA regulatory framework and enforcement guidance external to this directive; that material is not reproduced here.

The directive’s operational effect is to make inspection and correction a specified required activity for the listed aircraft. The requirement that repairs be completed “before further flight” after discovery of damaged wiring creates an operational prohibition on flight with known damage in the specified location, but the directive itself describes that as a compliance requirement rather than as a statutory penalty. The directive does not identify who performs compliance checks or audits, or whether CASA will inspect maintenance records; those mechanisms are not set out in the text.

The directive makes two textual references that create the immediate regulatory intersections found within the document. First, it explicitly gives credit for inspections performed under AD/750XL/3, stating the Amendment gives credit for inspections accomplished in accordance with that earlier directive (Background). That creates an internal regulatory link permitting prior compliant work under AD/750XL/3 to be treated as satisfying the current directive’s inspection requirement, to the extent that prior work matches the prescribed standard.

Second, the directive references a New Zealand authority action: “Note: CAA(NZ) AD DCA/750XL/3A refers.” That cross-reference indicates that there is a related or parallel airworthiness directive issued by the Civil Aviation Authority of New Zealand and that operators or maintainers should be aware of that instrument. The document does not reproduce the New Zealand AD nor does it describe how differences between the instruments are to be reconciled; it only notes the existence and relevance of the CAA(NZ) AD.

The directive incorporates and relies on a manufacturer service bulletin as its technical standard: Pacific Aerospace Corporation Bulletin PACSB/XL/009 Issue 2 dated 23 July 2004. In practice, this creates an interaction between regulatory requirements and manufacturer instructions. The directive requires work "in accordance with" that bulletin; therefore, the detailed technical content in the service bulletin effectively becomes part of the compliance regime for these aircraft. Any legal questions about whether a particular inspection or installation method satisfied the directive will turn on the content of that bulletin as incorporated by reference.

Beyond those explicit cross-references, the directive does not state how it modifies or interacts with other statutory instruments, maintenance regulations, airworthiness certification processes, or enforcement instruments. The directive is an amendment to AD/750XL/3 and records the original issue’s effective date (the original issue became effective on 7 July 2005). That history establishes an internal lineage of directives for these aeroplanes.

Because the directive does not specify penalties, records requirements, or appeals, it does not on its face displace or override other regulatory procedures which govern enforcement and administrative review. Operators should therefore treat the directive as a technical compliance obligation that sits within CASA’s broader regulatory framework; the directive itself does not map out those broader interactions.

The document contains its own amendment history notes. The original issue of AD/750XL/3 became effective on 7 July 2005 (original issue effective on 7 July 2005). AD/750XL/3 Amendment 1 extends and clarifies that directive and becomes effective on 14 February 2008 (This Amendment becomes effective on 14 February 2008). The Amendment was issued as AD/750XL/3 Amdt 1 and dated 2/2008 in the heading.

The background narrative explains why the Amendment was issued: the manufacturer initially identified the affected serial number range as 102-106, but later reported that the range of possible affected aircraft extended to serial number 134. The Amendment therefore extends the S/N range to 134 while giving credit for inspections already completed under the earlier AD/750XL/3 (Background). That is the operative change in scope effected by the Amendment.

The document records that the service bulletin to be used for inspection and sleeve installation is Pacific Aerospace Corporation Bulletin PACSB/XL/009 Issue 2 dated 23 July 2004. That bulletin predates the original AD’s effective date and is the technical standard for the inspection and sleeve installation steps mandated by the directives.

The Amendment is signed by the CASA delegate, Charles Lenarcic, and carries a signature date of 20 December 2007. The Amendment’s effective date is 14 February 2008, which sets the clock for the compliance windows defined in the Compliance paragraph (signed by Charles Lenarcic, 20 December 2007; This Amendment becomes effective on 14 February 2008).

Those are the explicit amendment-history data present in the text: original AD effective date, the Amendment issue identifier and effective date, the expanded serial number applicability, crediting of prior inspections, the controlling service bulletin reference and the delegate’s signature date.

The directive contains no litigation history. The text includes no references to judicial or tribunal decisions, appeals, court outcomes, settlements, or any litigation challenging the directive or related matters. There are no cases named, no citations to administrative proceedings, and no recorded disputes within the document.

Because the source material is purely the airworthiness directive itself with background and technical requirements, it does not purport to summarise or record any legal proceedings. Any litigation that may have arisen in relation to the condition identified, to the manufacturer, or to the regulatory response is not reported in this text.

If a practitioner needs to know whether this directive has been the subject of litigation, or whether its interpretation has been tested, that information will need to be sought outside this document in public records, court registries, administrative tribunal records, or CASA enforcement records. The directive itself offers no indication of any such proceedings.

The directive contains a number of technical and administrative particulars that can create traps for compliance if they are overlooked.

Serial number scope. Applicability is strictly limited to Model 750XL aeroplanes serial numbers 102 through 134 inclusive. The Amendment extended the initial range (which had been recorded as 102 through 106) to S/N 134. Operators must check the aircraft serial number precisely; aircraft outside that S/N range are not covered by this directive as written. The document emphasises the inclusive S/N range (Applicability; Background).

Precise inspection loci. The inspection is not general; it is targeted to the main wiring loom on the right hand side adjacent to the frames at station 114.34 inches and station 118.84 inches. Narrow coordinates like these mean that a generic visual check of wiring elsewhere will not satisfy the Requirement 1 obligation. The directive requires inspection "in accordance with" the manufacturer’s service bulletin (Requirement 1). The bulletin will contain detail on exactly what to inspect; failure to follow the bulletin’s loci and methods risks non-compliance.

Service bulletin dependence. The directive relies on Pacific Aerospace Corporation Bulletin PACSB/XL/009 Issue 2 dated 23 July 2004 both for inspection method and sleeve installation. The directive itself does not reproduce acceptance criteria, repair methods or sleeve installation steps. Where the directive says "repair the wiring as necessary" and "install the sleeve as detailed in the Service Bulletin", the substantive technical threshold is in that bulletin. Practitioners therefore need to obtain and read PACSB/XL/009 Issue 2 to know what counts as "undamaged", what repair methods are acceptable, and how the sleeve installation must be performed. The absence of those details in the directive itself can create ambiguity if the service bulletin is not consulted.

Timing discipline. Requirement 1 inspection must be completed within 100 hours time in service after the effective date of the Directive. Requirement 2 repairs must be done before further flight after the Requirement 1 inspection. Requirement 3 sleeve installation must be done within 100 hours TIS after the Requirement 1 inspection. These are relatively short windows and the "before further flight" condition means that finding damaged wiring creates immediate operational constraints. Operators who delay scheduling maintenance or who lack rapid access to parts or qualified maintenance personnel may face operational disruption.

Credit for prior inspections. The Amendment gives credit for inspections accomplished under AD/750XL/3. Care is required to verify that those prior inspections were performed "in accordance with AD/750XL/3" and that they match the inspection loci and standards now required. Operators relying on credit must ensure the prior work records align with this directive’s technical requirements.

Ambiguity in repair standards. The directive requires that "If any damaged wiring is detected, repair the wiring as necessary." That phrase does not define "as necessary." Because the service bulletin is the referenced standard, the bulletin will be the practical source of repair criteria. Absent the bulletin, the directive leaves open how substantial a repair must be and who determines acceptability.

Fuel vent proximity risk. The background identifies the safety hazard as fretting damage that could allow "arcing in the proximity of the fuel vent lines." That locational risk may raise higher safety priority for operators with fuel venting in the affected area. The directive does not quantify risk; it mandates technical action to reduce it.

Documentation and proof. The directive does not set out how compliance is to be evidenced or whether records must be lodged with CASA. Operators should therefore ensure they maintain contemporaneous maintenance records documenting the inspection, findings, repairs and sleeve installation in case CASA or another regulator queries compliance; the directive itself does not specify recordkeeping requirements.

Follow the requirements in order, observe the timelines, and use the referenced service bulletin as the technical standard.

1. Confirm applicability. Check the aeroplane serial number. The directive applies only to Model 750XL aeroplanes serial numbers 102 through 134 inclusive (Applicability). If the aircraft falls outside that S/N range, this AD does not impose the specified duties.

2. Obtain the technical standard. Acquire Pacific Aerospace Corporation Bulletin PACSB/XL/009 Issue 2 dated 23 July 2004. The directive requires inspection and sleeve installation "in accordance with" that bulletin (Requirement 1; Requirement 3). The bulletin will set out inspection technique, acceptance criteria for "undamaged" sleeves, and installation details for the protective sleeve.

3. Schedule and perform the inspection. Perform the inspection of the main wiring loom on the right hand side adjacent to the frames at station 114.34 inches and 118.84 inches in accordance with PACSB/XL/009 Issue 2. Requirement 1 must be completed within 100 hours time in service after the effective date of the Directive (Compliance). If inspections compliant with AD/750XL/3 have already been completed, those may be credited as described in the Amendment (Background).

4. Evaluate inspection findings against the service bulletin. If the sleeves are present and undamaged as determined under the service bulletin’s criteria, the directive states "no further action is required" for those items (Requirement 1). If wiring damage is detected, follow step 5. If the sleeve is missing, follow step 6.

5. Repair damaged wiring immediately. The directive mandates that any damaged wiring detected be repaired "as necessary" and that repairs be completed before further flight after the Requirement 1 inspection (Requirement 2; Compliance). Use repair methods that satisfy the PACSB/XL/009 Issue 2 acceptance criteria; if the bulletin does not detail repairs, use accepted maintenance practices consistent with the manufacturer’s guidance and regulatory standards applicable to wiring repairs.

6. Install missing protective sleeves. If the protective sleeve is missing, install the sleeve as detailed in the service bulletin. Installation must be completed within 100 hours TIS after the Requirement 1 inspection (Requirement 3; Compliance).

7. Operational sequencing. Where damage is found, repair before further flight; do not delay repairs so as to continue flight operations with known damage in the identified area.

8. Retain evidence of compliance. Although the directive does not specify recordkeeping modalities, practical compliance requires retention of inspection reports, repair records, parts installation records, and any work orders demonstrating the inspection results and remedial actions and their dates. Where prior inspections under AD/750XL/3 are relied upon for credit, retain the records that show those inspections were performed "in accordance with AD/750XL/3" as stated in the Amendment.

9. Coordinate with maintenance providers. Ensure maintenance organisations conducting the inspection and repairs have access to PACSB/XL/009 Issue 2 and understand the specified stations and loci. Confirm that maintenance personnel are competent to locate the right-hand main wiring loom adjacent to frames at station 114.34 and 118.84 inches and to perform wiring repairs and sleeve installation to the manufacturer’s specifications.

10. Note effective dates and planning windows. The Amendment becomes effective on 14 February 2008; Requirement 1 is due within 100 hours TIS after that date. The Amendment is signed 20 December 2007 and references the original AD effective 7 July 2005; plan maintenance scheduling to meet the 100-hour windows and the immediate "before further flight" requirement where damage is detected.

By following those steps, and by using PACSB/XL/009 Issue 2 as the controlling technical reference, operators will undertake the inspections and remedial works mandated by AD/750XL/3 Amendment 1.