AD/AMD 10/26 - Wing Anti-Ice Hoses

The AD rests on a small set of technical and regulatory concepts, expressed in the AD’s Requirement and Compliance sections and in the Background narrative. Those concepts, and how the instrument operationalises them, are as follows:

• Distinction by part-number: the AD treats hoses by part-number. P/N FAL1005D is the original flexible hose implicated in in-service collapse. P/N FAL1007 is the approved improved flexible hose with a new life limitation. The AD’s obligations vary by P/N (Requirement 1-3).

• Service Bulletin incorporation as terminating action: incorporation of SB F10-313 revision 1 is the specific mandated maintenance action that ends the need for temporary restrictive measures imposed earlier under AD/AMD 10/25 Amendment 1. The AD explicitly states "Incorporation of SB F10-313 revision 1 is a terminating action for AD/AMD 10/25 Amendment 1" (Requirement 1 and Background).

• Short interim monitoring regime for FAL1005D: prior to replacement, aircraft with FAL1005D hoses were subject to a temporary monitoring periodicity requiring inspection every 10 flights during which the anti-ice system has been activated. The AD preserves and constrains that regime by mandating SB incorporation within the short compliance window and by reiterating the monitoring count limitation , no more than 10 flights with system activation since last inspection (Requirement 2; Compliance 2).

• Life limitation expressed in two metrics: the AD places the improved hose (P/N FAL1007) on a life limit measured in flight hours ("700 flight hours" in Compliance 3), whereas the previously approved P/N FAL1007 configuration had a life limit described elsewhere as 90 flights during which the anti-ice system has been activated (Background). The AD therefore requires operators to track life usage against flight-hours for the improved hose, not solely counts of activation flights.

• Compliance windows and prioritisation: the AD sets a short compliance window for SB incorporation (within 330 flight hours or 7 months from the effective date, whichever occurs first: Compliance 1 and 2). For replacement intervals of the FAL1007 hose, a recurrent limit applies ("not to exceed 700 flight hours", Compliance 3). The AD links these times directly to the effective date and to in-service activation counts where relevant.

• Safety rationale tied to failure mode: the documented safety concern is internal ply separation causing hose collapse, which could produce insufficient anti-icing that is not detected by the anti-ice system, enabling ice accretion and jeopardising performance and safety (Background). The AD's measures , inspections, part replacement and life limits , are framed as mitigations of that mode.

• Regulatory cross-reference: the AD refers to EASA AD 2006-0114 for related guidance and identifies the AD it amends/supplements (AD/AMD 10/25 Amendment 1). Thus the AD functions as a national implementing step that aligns with an earlier EASA action and supersedes or terminates an earlier domestic amendment when the terminating action is taken.

These concepts determine how operators must record and monitor activation counts, flight hours, incorporate manufacturer service instructions, and remove previously required operational limitations once the SB is incorporated.

The AD explicitly applies to Dassault Aviation Falcon 10 aircraft fitted with the specified wing anti-ice flexible hoses. More precisely, the affected parties and decision-makers identified or implied in the text are:

• Aircraft operators/owners of Dassault Falcon 10 aeroplanes that have either P/N FAL1005D or P/N FAL1007 installed. The Requirement and Compliance provisions refer to actions "for aircraft fitted with" those part numbers, thus making the obligations conditional on an aircraft’s installed equipment (Requirement 1-3).

• Maintenance organisations and licensed maintenance personnel charged with incorporation of SB F10-313 revision 1, removal of a placard and AFM limitation, inspection of anti-ice hoses, and replacement of hoses at prescribed intervals. The AD requires specific technical tasks (SB incorporation, inspection, replacement), which fall into the maintenance domain.

• Pilots and operators who currently operate under AFM limitations or placards installed under AD/AMD 10/25 Amendment 1. For aircraft that previously had a placard prohibiting flight in icing conditions and an AFM Limitation added under AD/AMD 10/25 Amendment 1, the AD mandates their removal upon SB incorporation (Requirement 1).

• Regulatory staff within the Civil Aviation Safety Authority. The AD was issued by the Delegate of CASA and refers to domestic and EASA directives. CASA personnel will have to monitor compliance implementation and the planned cancellation of AD/AMD 10/25 Amendment 1 in the future, although the instrument does not set out enforcement mechanisms in its text (the signature and effective date are included: James Coyne, 16 August 2006, effective 28 September 2006).

• Operators who have been operating under the temporary monitoring regime (inspections every 10 activations) imposed by AD/AMD 10/25 Amendment 1. These operators remain affected because Requirement 2 explicitly targets aircraft that had been monitored every 10 activation flights under the prior amendment.

Who pays: the text requires physical actions (SB incorporation, hose replacement, inspections), so the economic burden falls on the operators and owners who must procure parts and maintenance. Who decides: an operator or maintenance organisation must decide when to schedule the mandated SB and replacements, but the AD prescribes the latest permissible timing ("within 330 flight hours or 7 months", "not to exceed 700 flight hours"), so discretion is in timing and execution within those limits. What changes behaviour: operators must track flight hours and counts of flights during which the anti-ice system is activated, schedule short-term maintenance to meet the AD’s compliance windows, and (where relevant) remove AFM limitations and placards only after completing the SB incorporation.

The AD therefore concentrates direct obligations on Falcon 10 operators and maintenance providers; CASA is the issuing authority and will be the registry/enforcement source but the instrument itself names no further parties or delegated responsibilities beyond the maintenance and operational requirements stated.

The AD sets specific duties (mandatory actions) and prescribes technical outcomes required to meet the directive. The duties and the narrow rights implied by the text are:

Key duties

• Incorporate SB F10-313 revision 1. This is the primary affirmative duty for aircraft fitted with P/N FAL1005D, both for those with placards/AFM limitations and for those subject to monitoring every 10 anti-ice activation flights (Requirement 1 and Requirement 2). The AD states the incorporation is a terminating action for the prior amendment.

• Remove the prohibition placard and associated AFM Limitation section installed under AD/AMD 10/25 Amendment 1. This duty is conditional on completing SB incorporation for aircraft that previously had the placard and AFM limitation (Requirement 1).

• For aircraft fitted with P/N FAL1007 hoses, replace the hose at intervals not to exceed 700 flight hours (Requirement 3; Compliance 3). This creates an ongoing maintenance duty to monitor and act before the 700 flight-hour limit is reached.

• For aircraft that were subject to inspections every 10 flights while anti-ice had been activated under AD/AMD 10/25 Amendment 1, ensure those inspections remain within the prescribed monitoring periodicity and that incorporation of the SB occurs within the short compliance window. The AD reiterates the monitoring requirement in Compliance 2 and requires completion within the same 330 flight hours/7 months window.

• Meet the short compliance timelines: the AD imposes a deadline for the SB incorporation and inspections, namely "within 330 flight hours or 7 months, which ever occurs first, following the effective date of this AD" (Compliance 1 and 2). This is a firm latest-permissible window.

Rights and implied options

• Removal of temporary limitations as a contingent right: once the operator complies by incorporating SB F10-313 revision 1, the AD requires removal of the prohibition placard and the AFM Limitation section installed under the earlier amendment. The right here is conditional: compliance grants the operator the right to restore the aircraft’s operational status from the prior restriction (Requirement 1).

• Termination of prior AD obligations: incorporation of SB F10-313 revision 1 is stated to be the terminating action for AD/AMD 10/25 Amendment 1, meaning compliance terminates obligations arising from that amendment for the particular aircraft (Requirement 1; Background). AD/AMD 10/25 Amendment 1 is to be cancelled at a future date, which rights holders will realise upon completion of the terminating action.

• Choice of metric for compliance depending on installed part-number: operators with FAL1007 must track flight hours (700 flight hours life limit). Operators with FAL1005D had been monitoring activation-counts (10 flights during which anti-ice is activated). The AD fixes the metric applicable to the installed equipment, so an operator’s "choice" is effectively determined by the part-number installed (Requirement 2; Compliance 3; Background).

Recordkeeping and monitoring duties are implied by the AD’s requirements to count flights during which the anti-ice has been activated and to measure flight hours. The AD does not itself set out a documentary regime, but compliance depends on being able to demonstrate that the actions were completed within the stated compliance windows and that inspection/replacement intervals were observed.

No explicit exemptions, alternative methods of compliance, or administrative appeals appear in the text. The AD does not set out a mechanism for applying for deviations, nor does it specify appeal rights or enforcement steps inside the AD wording itself. Operators must therefore treat the stated actions and windows as mandatory requirements for the aircraft types and part-numbers defined.

The AD text supplied does not specify criminal, civil or administrative penalties for non-compliance, nor does it set out enforcement mechanisms, inspectors’ powers, or procedural steps for enforcement. The instrument contains the requirements, compliance timeframes and the effective date, but it does not include express penalties or sanctions clauses in the text presented.

What the AD does provide that is relevant to enforcement:

• Mandatory technical actions and compliance windows. The AD makes clear what actions must be completed and by when (for example, incorporation of SB F10-313 rev 1 "within 330 flight hours or 7 months, which ever occurs first" and replacement intervals "not to exceed 700 flight hours"). These are objective standards that an enforcing agency would use to assess compliance.

• A definitive effective date. The AD "becomes effective on 28 September 2006" (Compliance statement). An administrative or regulatory enforcement regime would use that effective date to calculate compliance timeframes.

• A terminating action that changes regulatory status. Incorporation of SB F10-313 revision 1 is explicitly a terminating action for AD/AMD 10/25 Amendment 1. The practical enforcement implication is that evidence of SB incorporation should alter what an inspector would expect to find on the aircraft (for example removal of the AFM limitation and placard) and would relieve the operator from continuing to meet the temporary measures of the earlier amendment.

What is not in the AD text

• The AD does not enumerate fines, licence sanctions, grounding procedures, or civil liabilities. It does not include processes for CASA to serve notices, suspend certificates, or impose corrective action orders within the text given.

• The AD does not specify administrative review or appeal routes for an operator who wished to challenge a CASA decision based on non-compliance with this AD.

Practical implication for operators and maintainers

• Because the AD prescribes mandatory actions and compliance windows, operators should assume non-compliance may expose them to regulatory enforcement under the general airworthiness and aviation safety statutory framework even though that framework is not detailed in the AD text. The AD itself, however, provides only the technical directive and does not list penalties or enforcement procedures.

• Demonstrable records of SB incorporation, inspections, hose replacements, and logging of flight hours and anti-ice activations are the practical means by which an operator would show compliance to any inspector or regulator. The AD places on operators the obligation to meet those technical standards; the AD text does not itemise how enforcement will be carried out.

In short, the AD defines binding technical requirements and dates, but it does not itself include express penalty or enforcement provisions in the text provided. Any enforcement consequences would arise from the broader regulatory powers and administrative frameworks outside this AD document.

The AD explicitly references and interacts with a small set of prior regulatory instruments and standards. The AD’s own text establishes these interactions:

• AD/AMD 10/25 Amendment 1. The AD directly addresses the earlier domestic directive AD/AMD 10/25 Amendment 1 in several ways: it requires incorporation of SB F10-313 revision 1 as a terminating action for AD/AMD 10/25 Amendment 1, it requires removal of the prohibited-flight placard and the AFM Limitation section that were installed in accordance with AD/AMD 10/25 Amendment 1, and it states that AD/AMD 10/25 Amendment 1 "will be cancelled at a future date" (Requirement 1; Background). Therefore, the AD does not exist in isolation: it modifies the regulatory status created by AD/AMD 10/25 Amendment 1 and sets the conditions under which that earlier amendment is no longer applicable to an aircraft.

• EASA AD 2006-0114. The document notes that "EASA AD 2006-0114 dated 10 May 2006 refers." That establishes a cross-reference to the European Aviation Safety Agency directive dealing with the same technical issue. The AD therefore aligns the domestic Australian directive with an earlier EASA action, implying that the technical solution (SB incorporation and life limits) is consistent with the EASA approach. The AD does not reproduce EASA wording beyond the reference, but the presence of the cross-reference ties domestic compliance expectations to an international regulator’s action.

• Manufacturer Service Bulletin F10-313 revision 1. The AD makes mandatory the incorporation of a specific manufacturer Service Bulletin. This is a standard regulatory interaction in which a civil aviation authority mandates a manufacturer-recommended technical bulletin by making it a regulatory requirement. Compliance with that SB becomes a legal obligation once incorporated by the AD.

• Prior life limit and monitoring regimes. The AD interacts with the previous operational constraints it created: the temporary monitoring regime of inspections every 10 flights during which the anti-ice system has been activated was a product of AD/AMD 10/25 Amendment 1. AD/AMD 10/26 continues to recognise that monitoring regime where it applies, but sets a terminating path through SB incorporation. The AD also establishes a new life-limit metric for the improved hose (700 flight hours), which replaces or augments the previously used metric of "90 flights during which anti-ice system has been activated" described in the Background.

What the AD does not do in the text

• The AD does not reference or modify statutory Acts or regulations by citation within the text supplied. It does not set out how it is to be published under aviation statute or the administrative rules that determine how ADs are enforced beyond stating the effective date and signature.

• The AD does not include transitional provisions for operators outside the specific aircraft configuration groups it addresses. It treats each equipment state (FAL1005D with placard, FAL1005D with monitoring, FAL1007 installed) discretely.

Consequences for compliance and legal standing

• Because the AD makes a manufacturer SB mandatory and cites both a prior domestic AD and a European AD, operators must manage compliance to meet both the immediate technical deadlines and the changing regulatory status of earlier directives. Incorporation of the SB not only resolves the technical issue but also legally alters which AD provisions continue to apply to an aircraft.

• The AD’s cross-references mean that a compliance audit or enforcement action may consider the sequence of actions required under AD/AMD 10/25 Amendment 1, AD/AMD 10/26, and the referenced EASA AD. Operators should therefore maintain documentary evidence tying completed work to the SB and to compliance windows dictated by the effective date.

Overall, the AD interacts directly with AD/AMD 10/25 Amendment 1 and with the EASA AD cited, and it converts a manufacturer service instruction into a regulatory obligation for the machines and part-numbers specified.

The AD text itself contains limited amendment history, but it includes the key dates, prior instrument references and statements about cancellation:

• Issuance and signature: The AD is signed by James Coyne, Delegate of the Civil Aviation Safety Authority, dated 16 August 2006 (closing lines of the AD). That identifies the issuing official and the date of signature.

• Effective date: The AD states it "becomes effective on 28 September 2006" (Compliance statement). This establishes the start point from which the short compliance windows are measured.

• Prior AD reference: The AD is framed explicitly as an amendment to and terminating action for AD/AMD 10/25 Amendment 1. The text explains that AD/AMD 10/25 was "currently at amendment 1" at the time of drafting and that AD/AMD 10/25 Amendment 1 will be cancelled at a future date once the terminating action is taken (Requirement 1; Background).

• EASA AD reference: The AD cites EASA AD 2006-0114 dated 10 May 2006 (Requirement note). That indicates the European authority had already issued a related directive in May 2006, and the Australian AD follows that international action in August/September 2006.

• Revisions to service procedures: The AD requires incorporation of SB F10-313 revision 1. The use of "revision 1" indicates an update to a manufacturer Service Bulletin, and the AD’s mandate supersedes the temporary measures in the earlier AD/AMD 10/25 Amendment 1 for those aircraft where the SB has been incorporated.

What the AD states about cancellation and termination

• The AD explicitly states that "Incorporation of SB F10-313 revision 1 is a terminating action for AD/AMD 10/25 Amendment 1," and separately notes that "AD/AMD 10/25 Amendment 1 will be cancelled at a future date" (Requirement 1; Background). That language indicates the instrument is intended as a transitional measure that replaces certain temporary restrictions with a definitive corrective action (SB incorporation), and that once the terminating action is implemented broadly, the earlier amendment will be removed from the regulatory corpus.

Limitations of the amendment history in the text

• The AD does not provide a detailed change-log of the text between AD/AMD 10/25 and AD/AMD 10/26 beyond those termination and replacement statements. It does not reproduce the original AD/AMD 10/25 wording or list incremental edits.

• The AD does not specify dates of any earlier Australian ADs prior to AD/AMD 10/25 or a history of service bulletin revisions beyond the requirement to use SB F10-313 revision 1.

Operational consequence

• For practical planning, the key amendment-history items are the effective date (28 September 2006), the signature date (16 August 2006), the reference to EASA AD 2006-0114 (10 May 2006), and the AD’s explicit instruction that complying by incorporating the SB terminates the prior amendment’s temporary measures.

In short, the AD documents a short chain of regulatory action: an EASA AD in May 2006; AD/AMD 10/25 Amendment 1 imposing temporary restrictions and monitoring; and AD/AMD 10/26 providing terminating action through SB F10-313 revision 1 and establishing a new ongoing life limit regime for FAL1007 hoses, with AD/AMD 10/25 Amendment 1 to be cancelled subsequently.

The AD text provided contains no litigation history. It does not name any court or tribunal proceedings, nor does it refer to legal challenges, determinations, or precedent arising from AD/AMD 10/25, AD/AMD 10/26, or the referenced EASA AD. The document is an administrative airworthiness directive and the text supplied is a technical and regulatory instruction rather than a record of litigation.

What the absence of litigation material means for practitioners

• There is no case law, judicial interpretation, or administrative appeal material contained in the AD text that would guide interpretation of ambiguous language in this AD. Practitioners must therefore rely on the AD’s plain language, the associated Service Bulletin, and the broader statutory/regulatory framework outside the AD for legal context when questions arise.

• Any legal disputes arising from compliance, costs, or enforcement following this AD would have to be sought in the courts or administrative tribunals separately; no examples, outcomes or prior decisions are referenced in the AD document.

• The AD’s cross-reference to EASA AD 2006-0114 may be relevant in practice if there has been litigation or administrative determinations in the European context; however, the AD text does not include EASA litigation history or outcomes.

Practical notes for stakeholders

• If operators anticipate compliance disputes (for example disputes about whether an action met the SB’s requirements, or over timing and economic consequences), they should understand that the AD text itself does not supply litigation guidance or precedent. Any legal challenge would proceed under the statutory avenues applicable to aviation regulatory decisions and technical compliance issues.

• For compliance verification or in defence of an enforcement action, documentary proof of SB incorporation and of maintenance records that show inspections, activation counts, and flight hours will be the primary evidence. The AD text itself implies no adjudicatory history to draw upon.

In short, the AD does not provide litigation history; practitioners must look outside the AD to administrative decisions or court records for any adjudicative guidance about disputes arising from this directive.

The AD contains several technical and administrative features that can produce practical pitfalls if they are overlooked. The following are concrete points drawn from the AD text that commonly cause non-compliance or confusion if not carefully managed:

• Multiple part-number branches. The AD’s obligations differ depending on whether the aircraft is fitted with P/N FAL1005D or P/N FAL1007. Operators must positively identify the installed part-number on each aircraft. Failure to distinguish the hose part-number will lead to applying the wrong compliance metric (activation-count monitoring vs flight-hour life limit).

• Two different wear metrics. The AD uses two different metrics for service life: "flights during which the anti ice system has been activated" (monitoring for FAL1005D under AD/AMD 10/25 Amendment 1) and "flight hours" (700 flight hours life limit for FAL1007). Operators must accurately track the relevant metric for the installed hose. Miscounting activated flights or miscalculating flight hours can lead to inadvertent breaches of the AD.

• Short compliance window. The SB incorporation and the inspection requirements for affected FAL1005D aircraft must be completed "within 330 flight hours or 7 months, which ever occurs first, following the effective date of this AD" (Compliance 1 and 2). That is a short window from the effective date (28 September 2006). Operators must schedule maintenance promptly and ensure parts and slots are available. Missing this window is a clear technical non-compliance.

• Counting of "flights during which the anti ice system has been activated" is operationally nuanced. The AD does not spell out whether partial activations, aborted activations, or ground-run activations count. The plain text requires counting those flights in which activation occurred; in practice, operators must define and record activation events consistently and in a way that can be audited.

• Removal of placard and AFM limitation is conditional on SB incorporation. Do not remove the placard and AFM limitation prematurely. Requirement 1 mandates removal only after SB incorporation; removing them earlier would be non-compliant with the AD.

• Interplay between terminating action and future cancellation. Although incorporation of SB F10-313 revision 1 is a terminating action for AD/AMD 10/25 Amendment 1, the AD says the previous amendment "will be cancelled at a future date." Operators must ensure they have documentary evidence that the terminating action was completed before expecting the regulatory status to reflect cancellation. Administrative records and logbook entries should explicitly cite the AD and the SB revision.

• Difference between previously approved life limit and the AD’s life limit. The Background notes that the "installation of an improved flexible hose, P/N FAL1007 was previously approved with a life limit of 90 flights during which the anti ice system has been activated." The AD now sets a life limitation of 700 flight hours for FAL1007. Operators who relied on the prior 90-activation metric must convert to or adopt flight hours monitoring; failing to do so may produce compliance ambiguity.

• Documenting compliance for inspections "every 10 flights during which the anti ice system has been activated." If an operator was operating under the AD/AMD 10/25 Amendment 1 monitoring scheme, they must ensure inspections remain within that 10-activation periodicity and that the incorporation of SB happens within the AD/AMD 10/26 compliance window. That requires contemporaneous records of activation counts and inspections.

• Service Bulletin revision specificity. The AD specifies SB F10-313 revision 1. Using an incorrect revision of the SB may not meet the AD’s terminating-action requirement. Operators must ensure the exact revision identified in the AD is incorporated.

• Effective date vs issue date. The AD is signed on 16 August 2006 but "becomes effective on 28 September 2006." Operators must calculate the "330 flight hours or 7 months" windows from the effective date (28 September 2006), not the signature date.

• Lack of expressed enforcement or alternative compliance path in the text. The AD includes no explicit alternative method of compliance or petitions process. Operators who cannot meet the compliance windows for logistical reasons must therefore seek regulatory advice outside the text; there is no method provided in the AD itself.

These are operational "gotchas" that can cause an operator to fall afoul of the AD even when the technical remedy is straightforward. Careful identification of installed parts, rigorous logging of activation events and flight hours, and strict scheduling to meet the short compliance windows are the concrete risk mitigation steps implied by the AD’s provisions.

The AD prescribes clear, stepwise technical actions and compliance windows. Below is a practical compliance checklist derived from the instrument’s Requirement and Compliance sections, together with the minimal documentary and process steps necessary to show compliance:

1. Identify installed part-numbers on each Falcon 10:

   • Inspect maintenance records and the component identification to determine whether each aircraft is fitted with P/N FAL1005D or P/N FAL1007. The AD’s obligations depend on the installed part-number (Requirement 1-3).

2. For aircraft fitted with P/N FAL1005D that have a placard prohibiting flight in icing conditions and an AFM Limitation installed under AD/AMD 10/25 Amendment 1:

   • Schedule and carry out incorporation of Service Bulletin F10-313 revision 1 (the AD mandates incorporation; Requirement 1).
   • After SB incorporation, remove the prohibition placard and the AFM Limitation section that were installed under AD/AMD 10/25 Amendment 1 (Requirement 1).
   • Complete the SB incorporation and placard/AFM modification within the compliance window: "within 330 flight hours or 7 months, which ever occurs first, following the effective date of this AD" (Compliance 1).
   • Maintain documentary evidence: logbook entries, maintenance release forms, SB compliance sheets showing SB number and revision, date completed, and signature of authorised maintenance personnel.

3. For aircraft fitted with P/N FAL1005D that have been subject to monitoring every 10 flights during which the anti-ice system has been activated (Requirement 2):

   • Incorporate SB F10-313 revision 1 within the same compliance window: within 330 flight hours or 7 months from the effective date (Compliance 2).
   • Ensure inspections continue at intervals such that the hose is inspected at most every 10 flights during which the anti-ice system has been activated, and ensure that the number of flights with anti-ice activation since the last inspection does not exceed 10 (Requirement 2; Compliance 2).
   • Be careful to define and record what constitutes an "activation flight" in an auditable way; record activation events and inspection completion dates.
   • As above, document SB incorporation with maintenance records referencing SB F10-313 revision 1.

4. For aircraft fitted with P/N FAL1007:

   • Implement a maintenance schedule to replace the hose at intervals "not to exceed 700 flight hours" (Requirement 3; Compliance 3).
   • Track and record flight hours for each installed FAL1007 hose to ensure replacement prior to the 700 flight-hour limit.
   • Enter replacement details into the aircraft maintenance log, including part-number, part serial if relevant, date and flight hours at replacement, and the signature of the authorised maintenance certifier.

5. Recordkeeping and audit trail:

   • For all actions, keep a clear, dated, and signed maintenance record that cites AD/AMD 10/26 and the specific requirement satisfied (for example "AD/AMD 10/26 Requirement 1 satisfied by incorporation of SB F10-313 rev 1 on [date] at [flight hours]").
   • For monitoring regimes, keep a running tally or log of "flights during which the anti-ice system has been activated" and associated inspection dates, to demonstrate compliance with the "every 10 flights" inspection periodicity where applicable.

6. Timing considerations:

   • Calculate all compliance deadlines from the effective date: 28 September 2006. For the SB incorporation and required inspections the deadline is "within 330 flight hours or 7 months, whichever occurs first" from the effective date (Compliance 1 and 2).
   • For the 700 flight-hour replacement interval for FAL1007 hoses, implement a tracking procedure that schedules replacement before the 700 flight hour threshold.

7. Restore operations lawfully:

   • If an aircraft had a placard and AFM Limitation installed under AD/AMD 10/25 Amendment 1, remove them only after SB F10-313 rev 1 has been incorporated as required by the AD (Requirement 1). Do not resume flights that were previously prohibited under the placard/AFM limitation until the AD’s removal condition is satisfied.

8. Confirm SB revision:

   • Ensure that the Service Bulletin incorporated is the exact revision specified in the AD: SB F10-313 revision 1. Do not substitute earlier or unapproved revisions without written acceptance from the regulator or documented alternative method of compliance.

9. Communicate with regulator or maintenance provider:

   • If logistical constraints prevent compliance within the short window, operators should engage with CASA or delegated regulatory channels to seek guidance. The AD text does not provide an internal alternative compliance mechanism; any deviation should be documented and discussed with the regulator.

10. Audit readiness:

• Prepare to demonstrate, via maintenance logs and SB compliance statements, that the AD’s terminating action was performed or that hose replacements/inspections were completed within the required intervals. This is the primary evidence to show compliance in any audit or inspection.

By following these steps and maintaining clear records that cite the AD and the exact SB revision used, an operator will satisfy the explicit requirements in AD/AMD 10/26 as stated in the supplied text. The critical control points are accurate identification of installed part-numbers, faithful tracking of flight hours and activation counts, timely scheduling of SB incorporation and replacements, and contemporaneous documentary evidence of the work performed.