AD/BELL 214/6 Emergency Exit Latch Pin

The AD operates through a short set of prescriptive actions tied to manufacturer service bulletins and to time-in-service compliance windows. Its core concepts are: applicability, incorporation of manufacturer documentation, inspection and modification obligations, timing requirements, and limited exclusions.

Applicability: The AD applies to BHTI model 214B and 214B-1 helicopters, except those with emergency exit designs approved by FAA or CASA that do not have a latch mechanism and latch pins to secure or release the exit (Applicability). This is a functional exclusion based on exit design, not a blanket exemption by serial number, so the operator must determine whether their aircraft’s exit design meets the excluded configuration.

Incorporation of external documents: Each technical requirement references BHTI Service Bulletins Nos 214-77-1, 214-77-4 and 214-76-4 “as in force from time to time” (Requirements 1(a),(b),(c), 2(a), and Note 2). That phrasing automatically points operators to the current revision of those SBs at the time of compliance; the AD does not freeze a specific SB revision. The AD also permits the use of CASA or FAA approved equivalent placards, labels, or stencils for labelling inspection holes (Requirement 1(c)).

Prescriptive hardware and visibility measures: The AD prescribes specific hardware and visible features. It requires NAS 43DD3-8 spacers, 0.12 inches long, in the handle cover installation (Requirement 1(a)), one-inch diameter inspection holes with clear view through any interior lining (Requirement 1(b)), labelling adjacent to each hole (Requirement 1(c)), and a painted stripe around the pin cylinder in white or other contrasting colour (Requirement 2(b)). For the latch mechanism it requires that each pin end be adjusted flush with the exit frame edge when fully unlatched (Requirement 2(a)).

Timing and recurring inspection: The AD establishes an initial compliance interval of within 100 hours’ time in service of the commencement date (Compliance 1 and 2). Some actions are one-off if “previously accomplished”; the latch mechanism inspection has both an initial 100-hour deadline and recurring inspections “at intervals not to exceed 300 hours’ time in service” thereafter (Compliance 2). Thus the AD creates an ongoing maintenance obligation for latch mechanism geometry and pin visibility.

Cross-reference and context: The AD cites FAA AD 77-17-05 (Note 3) and identifies STC SH2769SW as having an exit design that matches the excluded configuration (Note 1). The Background describes the safety objective: “to ensure emergency latch pin engagement and to provide inspection holes for each retractable pin.” The AD is issued by CASA (Delegate signature block) and commences 10 July 2018.

The AD’s mechanics therefore convert a safety concern about latch pin engagement and visual verification into mandated inspections, simple modifications and recurring maintenance checks tied to manufacturer documentation and service intervals. The phrase “as in force from time to time” is a mechanism that delegates technical detail and future technical changes to the manufacturer’s SBs, subject to CASA/FAA approval pathways for equivalents.

The direct payers and operators affected by this AD are owners and operators of Bell Helicopter Textron Inc. model 214B and 214B-1 helicopters that have emergency exit configurations using a latch mechanism and latch pins to secure or release the exit. The Applicability clause specifies the class of aircraft affected and explicitly excludes helicopters “with emergency exit designs approved by the Federal Aviation Administration of the USA or CASA, that do not have a latch mechanism and latch pins to secure or release the exit.” That means an operator whose aircraft has an FAA- or CASA-approved exit design without latch pins is outside the AD’s application (Applicability).

Who makes the compliance decisions: the operator or maintenance provider is responsible to carry out the inspections, modifications and adjustments required by the AD and by the referenced BHTI Service Bulletins, within the time-in-service windows specified (Requirements; Compliance). The AD allows labelling alternatives if approved by CASA or the FAA (Requirement 1(c)), so operators can choose approved equivalents for stencils or placards where appropriate.

Who carries the costs: the AD’s actions are operational and maintenance tasks; the owner/operator bears the direct costs of parts (for example NAS 43DD3-8 spacers if missing), labour to perform the inspections and modifications (drilling inspection holes, painting stripes, adjustments), potential downtime during work and recurring inspection labour costs at intervals not exceeding 300 hours for latch mechanism checks (Requirements 1-2; Compliance 1-2). No cost estimates, reimbursements or compensations are provided in the AD text.

Who records compliance: the AD does not specify record-keeping language beyond the mandated actions. However, compliance timing (within 100 hours after commencement date, and recurring 300-hour intervals) implies maintenance records must demonstrate when the work was completed to show conformity with the AD if requested by the regulator; the AD itself does not set out a record-keeping procedure.

Who decides whether a prior action satisfies “unless previously accomplished”: the AD uses the phrase “unless previously accomplished” for initial compliance (Compliance 1 and 2). That means if an operator can demonstrate that the identified actions already meet the AD’s requirements before the commencement date, those specific mandated actions will not need to be repeated at the initial deadline. Demonstration is a matter of maintenance records and evidence held by the operator and, if examined by CASA, will determine whether the “previously accomplished” exception applies.

Indirectly affected parties: maintenance organisations and engineers who perform modifications per BHTI service bulletins, suppliers of NAS 43DD3-8 spacers, label/stencil providers and paint supplies are affected by demand generated by compliance. Airworthiness approval authorities (CASA and FAA) are referenced as approving equivalent labelling or having approved alternate exit designs; the AD therefore interacts with their approval processes for equivalents and STCs in concrete cases (Requirement 1(c); Notes 1 and 3).

Duties

• Perform inspections and modifications as prescribed. Operators must carry out the inspections and modifications described under Requirement 1(a)-(c) and Requirement 2(a)-(b) in accordance with the referenced BHTI Service Bulletins “as in force from time to time.” The AD sets the content of the duty: fit NAS 43DD3-8 0.12-inch spacers where indicated (1(a)); cut one-inch inspection holes in both right and left passenger door assemblies and provide a clear view through lining (1(b)); label inspection holes adjacent to each hole with stencils or CASA/FAA-approved equivalents (1(c)); inspect and adjust each passenger exit latch so the pin end is flush with the frame edge when unlatched (2(a)); and apply a painted contrasting stripe to the pin cylinder unless already done (2(b)).

• Observe the compliance intervals. The AD requires these initial actions within 100 hours’ time in service after commencement of the AD, unless already done (Compliance 1-2). The latch mechanism inspection and painted stripe must be carried out within that initial 100-hour window and thereafter at intervals not exceeding 300 hours’ time in service (Compliance 2). Those intervals create an ongoing duty to inspect and, where necessary, adjust.

• Use current service documentation. Each requirement repeatedly references BHTI service bulletins “as in force from time to time” (for example Requirements 1(a) and 1(b)). This requires the operator to use the current effective version of the specified service bulletins at the time of performing the work.

• Use approved labelling where appropriate. The AD allows CASA or FAA-approved equivalent placards, labels, or stencils as alternatives to the BHTI-specified stencilling (Requirement 1(c)). If an operator elects to use an alternative, it must be approved by CASA or the FAA.

Rights and permissible choices

• Exclusions based on exit design. Operators whose helicopters have emergency exit designs approved by FAA or CASA that do not have latch mechanisms and latch pins are excluded by the Applicability clause. The AD also calls out STC SH2769SW as an example of an exit design that meets the excluded configuration (Note 1). Operators may therefore rely on their design approvals to determine non-applicability.

• Use of current approved equivalents. The AD permits CASA/FAA-approved equivalents for labelling; operators have the option of using those equivalents rather than the exact stencils noted in the BHTI service bulletin, provided the equivalent is approved (Requirement 1(c)).

• Credit for previously accomplished work. The AD uses “unless previously accomplished” language for initial compliance. If the operator can demonstrate prior accomplishment of the specified actions before the commencement date, they will not need to repeat those actions at the initial deadline (Compliance 1-2). The AD thus recognises prior compliance as creditable.

Constraints and limits

• No procedural escape from using “as in force from time to time.” The AD’s incorporation method forces use of the current effective version of the referenced service bulletins at the time of compliance (Note 2). This means operators cannot rely on an earlier SB revision unless it is still the effective version.

• No delegation of compliance obligations to a third party without record evidence. The AD imposes the duty on the operator/owner of the affected aircraft; while a maintenance organisation can carry out the work, the operator remains responsible to ensure it is done in time and to the AD’s requirements.

• No specification of alternative technical methods in the AD text beyond the CASA/FAA approval route for labels. Any other deviations from the SB procedures would require CASA approval; the AD itself does not authorise alternative technical methods.

The AD therefore frames duties in prescriptive technical terms, uses current manufacturer documentation as the technical standard, gives limited rights for approved equivalents and prior credit, and sets recurring inspection obligations for latch mechanism geometry and visibility.

The text of this AD does not set out specific criminal, civil or administrative penalties, nor does it describe an enforcement protocol or sanctions schedule. The directive is an operational regulatory instrument issued by the Civil Aviation Safety Authority (CASA) and signed by a CASA delegate; it prescribes mandatory corrective and inspection actions and timeframes (Requirements; Compliance; Commencement). The AD itself confines its content to the technical requirements, compliance windows and references to service bulletins. It does not, in its text, provide details about consequences for failure to comply, penalty amounts or the administrative steps CASA would take in case of non-compliance.

What can be read directly from the document is that compliance is compulsory for affected aircraft (Applicability; Requirements), and that the AD sets explicit time-based obligations: an initial compliance deadline of “within 100 hours’ time in service after the commencement date of this AD, unless previously accomplished” and a recurring inspection interval not exceeding 300 hours after the initial latch mechanism inspection (Compliance 1-2). Those timeframes function as enforcement anchors: operators are required to perform the work within those windows.

Because the AD references the FAA and CASA-approved equivalents and service bulletins “as in force from time to time,” implementation and acceptance of equivalently approved methods is governed by the approval processes of CASA or FAA (Requirement 1(c); Note 2). The AD’s reliance on CASA/FAA approvals for equivalents creates an administrative channel through which compliance methods can be assessed and accepted.

Absent explicit penalty language in the AD text, the document nonetheless establishes mandatory maintenance requirements. It is reasonable, from the content of the AD itself, to infer that an operator is expected to document compliance; the AD’s timing and “unless previously accomplished” language presuppose record evidence that actions were done. The AD does not, however, specify what records must be kept, for how long, or the form of documentary proof.

Readers should treat the AD’s silence on specific penalties as a factual gap in this source document: the AD does not specify enforcement action or sanctions in the text provided. Any regulatory enforcement, inspection, or penalty process that CASA might use in the event of non-compliance is not described in this directive and is therefore outside the content of this source.

The AD explicitly references and integrates with external regulatory approvals and a prior FAA AD, creating limited cross-jurisdictional interactions, while delegating technical detail to manufacturer service bulletins which are incorporated by reference.

Integration with FAA and CASA approvals: The Applicability clause excludes helicopters “with emergency exit designs approved by the Federal Aviation Administration of the USA or CASA, that do not have a latch mechanism and latch pins to secure or release the exit.” This exclusion creates an interaction with design approval frameworks of both the FAA and CASA: if an exit design has been approved by either authority and lacks latch pins, that aircraft is outside the AD’s scope. The AD also permits CASA or FAA approved equivalents for labelling the inspection holes (Requirement 1(c)). These references mean operators need to cross-check their aircraft’s configuration and approvals with FAA/CASA records or STCs to determine applicability and acceptable labelling options.

Reference to an FAA AD: Note 3 states “FAA AD 77-17-05 refers.” That indicates the CASA AD is related to or at least cognisant of a previous FAA airworthiness directive addressing a similar hazard. The AD’s cross-reference does not reproduce the FAA AD’s text in full, but the single-line reference is a pointer to related regulatory action taken by the FAA.

Incorporation by reference and evolving technical standards: Each requirement ties to BHTI Service Bulletins “as in force from time to time” (Requirements 1(a)-(c), 2(a)). That phrase is the AD’s mechanism to link the CASA regulatory obligation to evolving manufacturer technical guidance. It creates a standing interaction between the AD and the manufacturer’s SB revision process. When BHTI updates a referenced SB, the AD effectively requires compliance with that updated SB at the time the operator performs the actions. That dynamic creates a regulatory relationship where CASA sets the obligation and the manufacturer supplies the technical method, subject to any approvals for equivalence.

STC interaction: The AD notes that STC SH2769SW “has such an exit design” that presumably lacks latch pins and thus fits the excluded configuration (Note 1). This indicates that Supplemental Type Certificates and other design approvals intersect with the AD’s applicability determinations: operators holding STCs that alter exit design must assess whether their STC changes the applicability.

Limits: The AD does not directly amend or repeal other CASA instruments nor does it cite particular provisions of aviation legislation. The AD also does not prescribe procedures for seeking alternative methods of compliance (AMOCs) within the text, except insofar as CASA or FAA-approved equivalents for labelling are permitted (Requirement 1(c)). The AD does not provide a separate mechanism for temporarily deferring compliance or for accepting alternative technical standards; any such pathways would need to be pursued under CASA processes outside the immediate text.

In short, the AD operates in a networked regulatory environment: it uses FAA and CASA approvals and prior FAA ADs as reference points and incorporates manufacturer service bulletins as the technical standard “as in force from time to time.” Operators must therefore consider FAA/CASA approvals, any applicable STCs, and the current effective versions of the named service bulletins when determining compliance.

The AD document itself sets out a narrow amendment history by way of its issuance and commencement dates, and by the mechanism it uses to incorporate future revisions of associated service bulletins.

Issuance and commencement: The directive is signed by a CASA delegate, Pieter van Dijk, on 27 June 2018, and the AD “commences on 10 July 2018” (Signature block and Commencement paragraph). The header identifies the instrument as AD/BELL 214/6 and gives the identifier 13/2018. Those data points constitute the primary temporal markers in the AD record provided.

Incorporation of future revisions: Each technical requirement references specific BHTI Service Bulletins “as in force from time to time” (Requirements 1(a)-(c), 2(a); Note 2). That language is an explicit mechanism to incorporate later amendments to the manufacturer’s service material without issuing a new AD for every change. Consequently, the AD’s effective technical requirements can change over time in practice as the manufacturer issues revised SBs, so long as those SBs remain the current “in force” versions. The AD therefore contains an embedded amendment pathway: the SBs can be revised and the revised technical content will be the operative method for compliance under the AD.

STC and FAA references: Note 1 identifies STC SH2769SW as having an exit design that would be excluded from applicability, and Note 3 references FAA AD 77-17-05. These are references to other regulatory instruments or approvals that may have their own amendment histories; however, the AD text does not relay subsequent amendments to those instruments within its body.

Absence of AD amendments in the source: The AD text as provided contains no later amendments or superseding ADs. No later AD numbers, revocations or updates are included in the source. Any amendment to AD/BELL 214/6 itself would be outside the scope of this document as it stands; operators must consult CASA’s official AD publication channels to discover any subsequent amendments or revocations.

Summary: The AD’s own amendment history in this document is limited to its issuance date (27 June 2018), commencement date (10 July 2018) and its identifier (AD/BELL 214/6, 13/2018). The operational amendment mechanism built into the AD is the incorporation of service bulletins “as in force from time to time,” which means technical content can change through the SB revision process without direct amendment to the AD text in CASA’s gazetted AD itself.

The AD document supplied contains no litigation history. It does not reference any court proceedings, challenges, legal interpretations, appeals, or judicial review related to AD/BELL 214/6 or to the referenced BHTI service bulletins. The only legal or quasi-legal elements present are the regulatory instrument itself (the AD), the references to FAA and CASA approvals, and the STC mention (Notes 1 and 3). There is no mention in this text of disputes, enforcement actions adjudicated by courts or tribunals, or precedential decisions concerning this AD.

Because the source contains no litigation material, no claim about existing or concluded litigation can be made on the basis of this document alone. Any record of litigation would be external to this AD and would have to be sourced from court files, administrative reviews, or public records outside the text provided. Within the confines of this source, the AD stands as a technical regulatory requirement without accompanying litigation annotations.

Practitioners and researchers who require information about legal challenges, enforcement actions, or precedent related to this AD should therefore treat the absence of litigation references in this document as a factual statement of the document’s content: the AD contains no litigation history. If a user needs to know whether the AD has been the subject of litigation, they will need to consult external legal databases, court registries or CASA records; those sources are not part of the text provided here.

The AD contains several points that create practical risks of non-compliance or misinterpretation unless operators pay attention to precise wording and to associated documentation. These are concrete, source-grounded issues operators and maintainers should watch for.

1. The applicability exclusion is design-specific, not serial-specific. The AD applies to model 214B and 214B-1 helicopters “except those with emergency exit designs approved by the Federal Aviation Administration of the USA or CASA, that do not have a latch mechanism and latch pins to secure or release the exit” (Applicability). Operators must check whether their aircraft’s exit design is an excluded approved design (for example under STC SH2769SW) rather than assuming all 214B/214B-1 hulls are treated the same. Misreading applicability could lead to unnecessary work or missed compliance.

2. “As in force from time to time” imports the most recent SB revision. Each requirement references BHTI Service Bulletins “as in force from time to time” (Requirements 1(a)-(c), 2(a); Note 2). That wording requires operators to use the current effective revision of the SBs at the time of performing the work. Using an older SB revision without confirming whether it is still “in force” could put an operator out of step with the AD’s requirements.

3. Visibility requirement through interior lining. Requirement 1(b) mandates cutting one-inch diameter inspection holes “and provide a clear view of those holes through any interior lining.” If an operator installs a lining that obscures the hole, that will not meet the AD requirement. The AD therefore constrains interior modification choices in a way that interacts with passenger cabin finishing; operators must ensure that any interior trim does not prevent a clear line of sight to the inspection holes.

4. Labelling must be adjacent to each hole or otherwise CASA/FAA-approved. Requirement 1(c) requires labelling “located adjacent to each hole on the interior skin or lining, if installed.” If labels are placed incorrectly or omitted, the AD requirement is not met. The AD allows CASA or FAA approved equivalents but requires approval for alternatives, so informal labelling by maintenance staff without approval could be non-compliant.

5. Painted stripe specification. Requirement 2(b) requires “a painted stripe around the cylinder part of each pin using white or other contrasting colour.” The AD does not prescribe exact dimensions or paint specification beyond colour contrast; that leaves some room for differing interpretations as to stripe width and exact placement. However, the AD still requires the visible stripe; operators must choose a stripe that yields the intended visual verification without deviating from the intent.

6. Adjustment to flush in the fully unlatched position. Requirement 2(a) requires adjusting the latch mechanism “as necessary to make each pin end flush with the exit frame edge, when the mechanism is in the fully unlatched position, as prescribed in BHTI Service Bulletin No. 214-76-4.” Achieving “flush with the exit frame edge” is a geometric requirement tied to the SB’s procedure. Operators must follow the SB’s prescribed method to ensure compliance; informal adjustments without reference to the SB may not achieve the required geometry.

7. Initial and recurring intervals are service-hour based. Compliance 1 and 2 set initial and recurring timeframes based on hours’ time in service: initial compliance within 100 hours after the commencement date and recurring inspections not to exceed 300 hours for latch mechanism checks. Operators with busy flight programmes must schedule these actions into maintenance cycles and ensure accurate hour tracking. The AD’s hours-based timing can interact awkwardly with calendar-based maintenance schedules if not coordinated.

8. “Unless previously accomplished” requires demonstrable evidence. The AD allows credit for previously accomplished work, but that caveat presupposes that operators can demonstrate that the prior work meets the AD’s technical requirements. If maintenance records are incomplete, CASA may not accept a claim of prior accomplishment.

9. No penalty or enforcement language in the AD itself. The document does not state enforcement measures or penalties (Penalties and enforcement). Operators cannot rely on the AD for procedural guidance about enforcement actions, so they should be conservative and assume regulatory inspection or audit of records could occur.

10. Cross-reference to FAA AD and STC does not itself grant approval. Note 3 references FAA AD 77-17-05 and Note 1 cites STC SH2769SW as an example. However, those references do not, by themselves, change the operator’s obligations under CASA’s AD. Operators must confirm their own design approvals and whether an STC applies for their specific aircraft.

Those are practical “gotchas” grounded directly in the text: watch applicability, use current SBs, ensure clear sightlines, maintain records to support prior accomplishment claims, and schedule work to meet hours-based intervals. Each of these matters is explicit or implicit in the AD’s wording.

This section sets out a source-grounded, stepwise approach to meeting the AD’s requirements as written. All actions must follow the referenced BHTI Service Bulletins “as in force from time to time” (Requirements; Note 2) and be completed within the AD’s specified time windows.

1. Confirm applicability for your aircraft. Review the helicopter’s emergency exit design and any applicable STC documentation or type/field approvals to determine whether your aircraft is excluded because it has an FAA- or CASA-approved exit design that lacks a latch mechanism and latch pins (Applicability; Note 1). If such an approval applies (for example STC SH2769SW is cited as having such a design), the AD does not apply to that aircraft.

2. Identify the current effective service bulletin revisions. Obtain BHTI Service Bulletin Nos 214-77-1, 214-77-4 and 214-76-4 and confirm the current “in force” revisions at the time you intend to perform the work (Requirements 1(a)-(c), 2(a); Note 2). The AD requires compliance with the SBs “as in force from time to time.”

3. Schedule initial work within the AD’s initial window. The AD requires initial compliance “within 100 hours’ time in service after the commencement date of this AD, unless previously accomplished” (Compliance 1-2). The AD commences on 10 July 2018; schedule the inspections/modifications so they occur at or before the 100-hours-in-service deadline unless you already have documented completion that satisfies the AD.

4. Perform Requirement 1 tasks (handle cover spacers, inspection holes, labelling):

   • Inspect each exit internal and external handle cover installation and determine that NAS 43DD3-8 spacers, 0.12 inches long, are installed as illustrated in BHTI Service Bulletin No. 214-77-1 (Requirement 1(a)).
   • Add one-inch diameter inspection holes in the right and left side passenger door assemblies in accordance with BHTI Service Bulletin No. 214-77-4, making sure those holes provide a clear view through any interior lining (Requirement 1(b)). Ensure hole placement matches SB diagrams and that interior trim does not obscure the view.
   • Label each inspection hole using the stencils noted in BHTI Service Bulletin No. 214-77-4 or use CASA or FAA approved equivalent placards, labels, or stencils adjacent to each hole on the interior skin or lining if installed (Requirement 1(c)). If you plan to use an alternative label/placard/stencil, obtain CASA or FAA approval for that equivalent in advance.

5. Perform Requirement 2 tasks (latch mechanism geometry and painted stripe):

   • Inspect the latch mechanism of each passenger exit door and adjust as necessary so each pin end is flush with the exit frame edge when the mechanism is in the fully unlatched position, following the method in BHTI Service Bulletin No. 214-76-4 (Requirement 2(a)). Use the SB’s prescribed adjustment and measurement techniques to meet the AD’s geometric requirement.
   • Inspect for, and unless previously accomplished, add a painted stripe around the cylinder part of each pin using white or other contrasting colour (Requirement 2(b)). Choose a stripe width and placement consistent with the SB’s guidance to ensure clear visual verification.

6. Document the work thoroughly. Although the AD does not specify recordkeeping requirements, the use of “unless previously accomplished” and the AD’s hours-based deadlines make documentation necessary to demonstrate compliance. Record the SB revision used, the date and tach/hours at completion, parts installed (e.g. NAS 43DD3-8 spacers), the exact labelling used (including CASA/FAA approvals if equivalents were used), and inspection results showing latch pins flush geometry.

7. Implement recurring inspections for latch mechanism. Requirement 2 is subject to a recurring inspection interval: perform the latch mechanism inspection “within 100 hours’ time in service after the commencement date of this AD, unless previously accomplished, and thereafter at intervals not to exceed 300 hours’ time in service” (Compliance 2). Update maintenance schedules to ensure inspections occur at or before each 300-hour mark and record each inspection in maintenance logs.

8. Coordinate with maintenance providers and CASA as necessary. If you propose any alternative compliance method beyond the CASA/FAA-approved equivalents for labelling, or if you need assistance in determining whether a prior action qualifies as “previously accomplished,” consult with CASA or follow CASA’s formal processes for approvals. The AD permits FAA/CASA-approved equivalents, so if you intend to use them, secure the relevant approval documents and retain them with maintenance records.

9. Verify any STC or prior modification interaction. If your aircraft has field modifications, STCs or non-standard interior linings, confirm that adding inspection holes and providing a clear view through lining is compatible with those modifications. If an STC is cited as excluding applicability (for example STC SH2769SW in Note 1), retain the STC documentation to demonstrate non-applicability.

10. Maintain continuity across SB revisions. Because the AD requires compliance with SBs “as in force from time to time,” before performing each subsequent inspection or modification, verify whether the SBs have changed and adopt the current in-force procedures for that work.

Following these steps will align maintenance actions with the AD’s technical requirements and timing. The AD’s concrete work items are limited in scope (spacers, inspection holes, labels, latch adjustments, paint stripes), but the hours-based timing and the requirement to use current SB revisions require active maintenance planning and record keeping to demonstrate compliance. The AD commences 10 July 2018 and is signed by a CASA delegate; ensure that all work is completed consistent with the stated commencement and the AD’s compliance windows.