AD/BR700/12 - Damaged Engine Material

The AD rests on a small set of core concepts and normative mechanics that determine how operators must act.

Scope and applicability: The AD applies to Rolls‑Royce Deutschland (RRD) BR700‑710 series engines, with the applicability line listing models BR700‑710A1‑10, BR700‑710A2‑20 and BR700‑710C4‑11. The Requirements narrow the immediate substantive restrictions to two specific engine serial numbers (S/N 12533 and 12534) of the BR700‑710A2‑20 model, while the prohibitions extend to any related spare parts and to any BR700‑710 series engines that can be shown to contain parts previously fitted to those two serial‑numbered engines.

Reference to manufacturer communications: The AD directs compliance to be performed “on the basis of the referenced manufacturer WWC,” tying the AD’s required remedial steps to the content of Rolls‑Royce Deutschland Worldwide Communication WW/20209/1/30 (dated 30 May 2008). That WWC is the operative technical instruction set for identifying the parts in question and for the actions required to exchange them for “approved” items, as the AD does not itself list the individual parts other than by reference.

Traceability: The AD’s operative mechanics turn on traceability of parts and components. Requirement 3 applies where parts “can be traced to having previously been installed” in the two identified engines. That language makes aircraft maintenance records, serialisation and parts provenance the practical instrument for determining whether a particular installed component is prohibited until exchanged.

Temporal obligation: The Compliance statement sets a single deadline for all three requirements: before further flight after the AD’s effective date, which is 23 June 2008. This creates an immediate, pre‑flight compliance obligation rather than a deferred inspection or phased programme.

Regulatory cross‑reference: The AD notes that the Luftfahrt‑Bundesamt (LBA) AD D‑2008‑222 refers, making this AD an Australian action that is grounded in information received by the LBA and the manufacturer. The background statement explicitly states the LBA received information from Rolls‑Royce Deutschland that “BR700‑710 series engine material damaged in an aircraft incident may potentially be re‑used,” and that details are provided in the WWC.

Delegation and signature: The AD is signed by “James Coyne, Delegate of the Civil Aviation Safety Authority” (dated 16 June 2008). The presence of a delegate signature and the effective date indicate the AD is an enforceable regulatory instrument once effective, and the signature identifies the responsible CASA delegate who authorised its issue.

Operational consequences: The main operational effects are the removal from service of two engines (S/N 12533, 12534), the exclusion of certain spares from installation across the BR700‑710 family, and the grounding of any engine with traceable parts until those parts are exchanged for “approved” items, per the manufacturer WWC.

The AD identifies and therefore affects a constrained set of economic actors and decision‑makers involved in BR700‑710 series engine ownership, maintenance and operation.

Aircraft operators and owners with BR700‑710 engines: Operators and owners of aircraft fitted with BR700‑710 series engines are the primary affected parties. If an operator has, or proposes to install, BR700‑710A2‑20 engines with serial numbers 12533 or 12534, the AD states those two engines “must not be installed and operated in any aircraft anymore.” That directly prohibits the continued use or installation of those two engines in Australian aircraft after the effective date (23 June 2008). Operators with other BR700‑710 series engines must check whether any parts installed in those engines trace back to the two affected serial numbers and, if so, must exchange those parts before further flight.

Maintenance organisations and engineers: Organisations responsible for maintenance, repair and overhaul (MRO) are required to implement tracing and exchange processes. The AD’s reliance on traceability (“which have parts or components installed that can be traced to having previously been installed in the BR700‑710A2‑20 engines S/N 12533 and 12534”) places a duty on MROs to interrogate logbooks, parts serial numbers, and supply records. The AD also directs that “All necessary actions must be performed on the basis of the referenced manufacturer WWC,” so MROs will need access to and to follow the WWC’s technical instructions.

Parts suppliers and spares managers: The AD expressly covers spare parts and components held as spares for the two affected engines. The Requirement states: “Any parts or components of those individual engines held as spares, including those listed in Rolls‑Royce Deutschland Worldwide Communication (WWC) WW/20209/1/30 dated 30 May 2008, must not be installed and operated in any BR700‑710 series engine.” Suppliers and parts inventory managers therefore must quarantine, identify and prevent the installation of listed or otherwise traceable spares into any BR700‑710 engine.

Regulatory agencies and certification authorities: CASA, by issuing this AD, imposes enforceable regulatory action on certificate holders under CASA’s regulatory framework. The AD also records the LBA AD reference; the LBA’s prior receipt of information from the manufacturer is the factual basis stated in the Background. The AD is an instrument that translates manufacturer information and foreign regulator action into a domestic operational requirement.

Aircraft lessors and financiers: Entities that hold economic interest in aircraft that may be fitted with affected engines face indirect effects , the AD’s grounding and parts‑exchange requirements can affect aircraft availability and residual value. While the AD does not name lessors or financiers, the practical economic effect is that aircraft containing traceable parts may be grounded until compliance is achieved.

Manufacturers and Rolls‑Royce Deutschland: The AD relies on the manufacturer’s WWC to specify the parts and the required actions. Rolls‑Royce Deutschland thus supplies the technical content that operators must follow. The manufacturer’s communication is the operational technical standard referred to by the AD.

Passengers and end users: While not directly addressed, passengers are an indirect constituency because aircraft grounded for compliance will reduce available capacity; the AD’s “Before further flight” requirement implies potential immediate disruption.

The AD therefore touches multiple actors across the maintenance, operations and supply chain. The legal duty to act arises for those who operate or are responsible for BR700‑710 engines in Australian‑registered aircraft, and for those who control parts inventories for those engines.

This AD creates concrete, time‑bounded duties and prescribes the technical basis for compliance, while not specifying remedial costs or dispute mechanisms. The core duties are set out in the three numbered Requirements and the Compliance clause.

Duties:

• Do not install or operate two specific engines: The AD requires that “BR700‑710A2‑20 engines S/N 12533 and 12534 must not be installed and operated in any aircraft anymore.” That is an absolute prohibition on installation and operation of those two engines in Australia after the effective date.
• Do not install spares from the affected engines: The AD requires that “Any parts or components of those individual engines held as spares, including those listed in [WWC WW/20209/1/30], must not be installed and operated in any BR700‑710 series engine.” This extends to spare inventory and prevents cross‑installation across the BR700‑710 family.
• Ground engines with traceable parts until exchange: The AD requires that “Any BR700‑710 series engines, which have parts or components installed that can be traced to having previously been installed in the BR700‑710A2‑20 engines S/N 12533 and 12534, must not be operated until the relevant parts or components have been exchanged for approved parts or components.” This imposes a duty to identify traceable parts and to carry out an exchange with “approved parts or components” before flight.

Timing duty:

• Comply before further flight after the effective date: The Compliance clause states that for Requirements 1, 2 and 3 actions must be taken “Before further flight after the effective date of this AD.” The AD’s effective date is stated as 23 June 2008. Thus the duties are immediate and preclude flight until compliance is demonstrated.

Duty to follow the manufacturer’s technical guidance:

• The AD mandates that “All necessary actions must be performed on the basis of the referenced manufacturer WWC.” The WWC WW/20209/1/30 is therefore the prescriptive source for the technical steps, parts lists and possibly the definition of “approved parts or components.”

Rights and practical entitlements reflected or implied in the AD text:

• Right to technical guidance: The AD explicitly points to the manufacturer WWC as the technical reference. Operators have the right to that guidance and to perform the prescribed actions under it; the AD itself does not provide alternative technical methods.
• Right to evidence‑based compliance: Because the AD relies on traceability and records to determine whether a component is prohibited, operators who maintain adequate traceability records may be able to demonstrate compliance without physical exchange where parts can be shown not to be traceable to the two engines. The AD’s wording that parts “can be traced” places the evidentiary burden on traceability.
• No procedural appeal or variation is set out in the text: The AD does not set out a process for seeking relief, extensions, or alternative means of compliance. The AD confines the operative method to following the WWC.

Unspecified elements and operational discretion:

• Definition of “approved parts or components” is not provided in the AD text, beyond the instruction to follow the WWC. The AD requires their use but delegates the technical identification and approval process to the manufacturer instructions referenced.
• The AD does not set out enforcement measures, financial penalties, or a compliance reporting mechanism within the text provided. The AD does, however, carry an effective date and delegate signature, indicating it is an enforceable requirement in the regulatory context.

The duties are therefore concrete and immediate: operators must not fly any affected engines or engines containing traceable parts until the prescribed exchanges have been completed in accordance with the manufacturer’s WWC and before further flight after 23 June 2008.

The AD text supplied does not specify monetary penalties, compliance reporting forms, inspector roles, or the enforcement procedures that will be applied in the event of non‑compliance. The document does, however, establish the regulatory nature of the requirement and embeds enforcement‑relevant features implicitly.

Enforceability indicators in the AD:

• The AD is issued by the Civil Aviation Safety Authority (CASA) and is signed by a CASA delegate: “James Coyne, Delegate of the Civil Aviation Safety Authority” (dated 16 June 2008). This signature and agency attribution indicate the AD is a formal regulatory instrument issued under CASA’s authority.
• The AD sets an effective date and a compliance deadline: “This Airworthiness Directive becomes effective on 23 June 2008” and “For Requirements 1, 2 and 3: Before further flight after the effective date of this AD.” These temporal markers set an immediate compliance expectation that is typically the basis for enforcement action in aviation safety regimes.

What the AD does not say (and implications):

• No explicit penalties: The AD text does not include explicit criminal or civil penalties, fines, or administrative sanction schedules. The absence of stated penalties in the instrument means the AD itself relies on the agency’s broader compliance and enforcement framework, rather than embedding a penalty regime in the AD text.
• No description of inspection or reporting processes: The AD does not specify how operators must demonstrate compliance to CASA, such as by submitting certificates, logbook entries, or other documentary evidence. It only prescribes the actions and the technical reference (WWC).
• No process for seeking exemptions, alternative methods of compliance (AMOC), or extensions is contained in the text provided. If relief is available under CASA processes, that is not recorded in this AD.

Practical enforcement mechanisms likely implied by the instrument:

• Grounding of aircraft until compliance: Because the AD requires parts to be exchanged “Before further flight,” an aircraft found to have an affected engine or traceable part would be prohibited from flying by the operator’s own duty to comply and by CASA’s enforcement of airworthiness directives.
• Record and traceability checks: Enforcement in practice would rely on maintenance records, parts serial numbers and logbook entries to verify whether a given engine or component is prohibited under the AD’s traceability language.

Cross‑jurisdictional enforcement note:

• The AD refers to the Luftfahrt‑Bundesamt AD D‑2008‑222 and to the Rolls‑Royce WWC as the technical basis. This cross‑reference means CASA’s AD is derivative of information supplied by the manufacturer and the LBA; enforcement can therefore reference the WWC lists and the LBA AD as technical evidence of non‑compliance.

In sum, the AD sets mandatory actions and timing but leaves enforcement detail, penalty schedules and reporting mechanisms outside the text. Compliance will be judged against the AD’s requirements and the manufacturer WWC, with CASA as the issuing authority.

The AD expressly situates itself in relation to two external regulatory or technical instruments and thereby creates an operational link between domestic (Australian) regulation, foreign authority action, and manufacturer technical guidance.

Reference to Luftfahrt‑Bundesamt (LBA) AD:

• The AD includes a Note: “Luftfahrt‑Bundesamt (LBA) AD D‑2008‑222 refers.” The Background says the LBA “has received information from Rolls‑Royce Deutschland that BR700‑710 series engine material damaged in an aircraft incident may potentially be re‑used.” This indicates that the Australian AD implements or mirrors measures already taken or proposed by the LBA, based on information provided to that authority by the manufacturer. The AD therefore operates in a networked regulatory context where foreign aviation safety authority findings or directives are used as the factual and technical foundation for domestic action.

Reference to manufacturer communications:

• The AD mandates that “All necessary actions must be performed on the basis of the referenced manufacturer WWC.” The WWC (WW/20209/1/30 dated 30 May 2008) is thereby elevated to the operative technical standard for compliance. In practice, this aligns CASA’s legal directive with the manufacturer’s technical instructions and the LBA’s findings. Where the AD defers to the WWC for the detailed parts list and remedial steps, operators must comply with both the AD and the WWC technical prescriptions.

Domestic regulatory hierarchy and delegation:

• The AD is an instrument of CASA, signed by a CASA delegate. It thereby sits within Australia’s domestic aviation regulatory framework and is binding on certificate holders regulated by CASA. The AD does not purport to amend or displace primary legislation; rather, it is a subordinate regulatory instrument requiring specific actions consistent with airworthiness requirements administered by CASA.

Potential interactions not specified in the text:

• The AD does not reference any Australian criminal or administrative penalty provisions, nor does it set out interactions with insurance contracts, leasing agreements, trade or customs controls on parts, or commercial warranties. Those potential legal layers are not discussed in the AD text provided.
• The AD does not specify whether compliance with the WWC is the sole acceptable remedy, or whether alternative methods of compliance approved by CASA are available. The absence of an AMOC clause in the AD text means operators must examine CASA’s broader regulatory processes for any avenues to seek approval of alternative measures.

Contractual and commercial interactions:

• By proscribing installation of certain spare parts and requiring exchanges with “approved parts or components,” the AD has direct commercial effects on supply chains, warranties and possibly parts procurement. The AD does not specify how costs are allocated, nor does it provide for compensation mechanisms; such matters are left to commercial contracts and the broader regulatory enforcement framework.

In short, the AD is an Australian regulatory measure grounded in manufacturer technical communications and a referenced LBA AD. It requires operators to follow manufacturer WWC technical instructions to achieve legal compliance with the CASA AD. The AD does not, in the text provided, elaborate on ancillary legal frameworks (penalties, contractual remedies, cross‑border seizure or return of parts), but its explicit cross‑references to the manufacturer WWC and the LBA AD create the primary points of interaction with other instruments.

The AD text provided contains a limited and explicit temporal record. There is no multi‑version amendment log contained in the supplied document; the instrument appears as a single issuance with a clear effective date.

Issued and effective dates:

• The AD bears the delegate signature dated 16 June 2008: “James Coyne, Delegate of the Civil Aviation Safety Authority 16 June 2008.”
• The AD states: “This Airworthiness Directive becomes effective on 23 June 2008.” The Compliance section refers to actions required “Before further flight after the effective date of this AD.” Thus the AD sets an issuance date and a later effective date (one week after the signature date).

No recorded amendments in the provided text:

• The document does not include any amendment notes, supersessions, corrections, or a history of prior versions. The AD text does not indicate that it replaces a prior CASA AD nor does it indicate subsequent revisions. The only external reference is to the Rolls‑Royce WWC (WW/20209/1/30 dated 30 May 2008) and to the LBA AD D‑2008‑222. Those are inputs to this AD, not amendments of it.

Implication for users and auditors:

• Because the AD text provided contains a single issuance date and effective date without amendment entries, readers should treat this instrument as the initial and sole text captured here. Any later amendments, clarifications, or superseding ADs would not appear in this document. Users requiring the current regulatory position must therefore check CASA’s databases or other official sources for any later changes; this AD text itself does not record them.

Reference documents as technical supplements:

• The AD makes the WWC the operative technical reference. If the WWC were to be revised, that would affect the technical means of compliance; however, the AD text as supplied does not record any subsequent changes to the WWC or any procedural incorporation by reference that would automatically update with WWC changes. The AD does not state whether changes to the WWC would require a separate CASA amendment to the AD.

In summary, the provided document shows a single AD issued on 16 June 2008, effective 23 June 2008, with no internal amendment history recorded in the text. The AD’s technical compliance mechanism points users to the manufacturer WWC and to the LBA AD for supporting detail.

The supplied AD text contains no litigation history, dispute records, or case references. It does not reference any judicial decisions, administrative appeals, or contested proceedings related to the AD or to the underlying facts. The document is a regulatory instrument and comprises a short background statement, the operative requirements, the compliance deadline, and cross‑references; there are no recorded legal challenges within the text.

What the AD records that is relevant to potential disputes:

• The Background notes that the LBA “has received information from Rolls‑Royce Deutschland that BR700‑710 series engine material damaged in an aircraft incident may potentially be re‑used.” That factual underpinning could be the basis for further technical or legal disputes (for example, disagreements about the WWC’s parts list or the sufficiency of exchanges), but the AD does not report any adjudication or dispute.
• The AD requires actions “on the basis of the referenced manufacturer WWC.” If disputes arise over what actions the WWC requires, or what constitutes an “approved part,” resolution would likely involve technical evaluation and possibly regulatory interaction with CASA or the manufacturer. No such dispute procedure is described in the AD text.

Implications for practitioners:

• There is no recorded case law or precedent in the document for practitioners to rely upon. Any litigation or administrative appeals that might later arise would be external to the text and are not included.
• For legal or compliance work, absence of litigation history in the AD means that one cannot cite any adjudicated interpretations of the AD from the document itself. Parties seeking to challenge or seek relief from the AD would need to rely on CASA’s general administrative procedures or the broader aviation legal framework, none of which are set out in the AD provided.

In short, the AD contains no litigation history. The text records only the regulatory action and its technical references; any subsequent legal proceedings are outside the scope of the document supplied.

The AD contains several drafting features and operational requirements that could create practical traps for operators, lessors, MROs and parts managers. The following points identify these risks strictly on the basis of the AD text and how its mechanics play out in practice.

Narrow serial‑number focus can cause missed traceability:

• Requirement 1 targets only two serial numbers: “BR700‑710A2‑20 engines S/N 12533 and 12534 must not be installed and operated in any aircraft anymore.” Operators with large fleets or dispersed records may fail to identify those exact serial numbers quickly. Mis‑identifying serial numbers or relying on partial records risks inadvertent non‑compliance. The AD does not provide a tolerance for variation; the prohibition is categorical for those two S/Ns.

Spare parts prohibition extends beyond the two engines:

• Requirement 2 forbids installation of “Any parts or components of those individual engines held as spares, including those listed in … WWC WW/20209/1/30.” That “including” language indicates the WWC list may be illustrative but does not necessarily limit what counts as disallowed parts. Inventory managers may therefore need to examine not just parts explicitly listed in the WWC, but any parts traceable to the two engines. Failure to quarantine spares correctly could result in prohibited installations.

Traceability standard is operationally demanding:

• Requirement 3 applies to any BR700‑710 series engines with parts “that can be traced to having previously been installed” in the two engines. The standard “can be traced” places the evidential work on the operator to prove non‑traceability. In contexts where parts have changed hands, been re‑worked, or have incomplete serial tracing, operators face the practical burden of conducting forensic part provenance checks. The AD does not define which records suffice to establish traceability, so conservative operators may opt to exchange parts rather than rely on uncertain documentation.

“Approved parts or components” undefined:

• The AD requires exchange “for approved parts or components” but does not define approved or set out an approval process in the AD text. The AD instead points operators to the WWC. If there is ambiguity in the WWC about approval criteria or if the WWC requires parts that are scarce or have lead times, operators could face immediate grounding without a clear path to sourcing compliant replacements.

Immediate pre‑flight compliance deadline:

• The Compliance clause requires that actions be taken “Before further flight after the effective date of this AD,” with the effective date 23 June 2008. That creates an immediate deadline, potentially resulting in aircraft being grounded if parts exchange cannot be completed promptly. Operators with spare parts that are located offsite or in transit will need to account for logistics under tight time constraints.

Linkage to manufacturer WWC may produce variation in interpretation:

• The AD mandates that “All necessary actions must be performed on the basis of the referenced manufacturer WWC.” If the WWC is technical, uses proprietary nomenclature, or requires contact with Rolls‑Royce for certain approvals, operators must align their procedures to the WWC’s content. Differences in interpretation between the operator and Rolls‑Royce about the WWC’s instructions could delay compliance.

Cross‑jurisdictional expectations:

• The AD references LBA AD D‑2008‑222. Operators that operate internationally may face similar or different obligations under other jurisdictions’ ADs. The AD itself does not reconcile any potential conflicts or provide guidance on coordination with foreign regulators. Operators flying internationally will need to align compliance across jurisdictions.

No explicit remedy or variation mechanism in the text:

• The document contains no clause specifying how to seek an alternative means of compliance (AMOC), extension, or relief. Operators who cannot meet the “before further flight” requirement may need to engage CASA directly, but the AD text provides no procedural map for that engagement.

Record‑keeping and audit risk:

• Given the traceability requirement, operators lacking rigorous parts serialisation and maintenance record systems may find it operationally easier to replace suspect parts. That creates inventory and financial impacts that could have been mitigated with better records. The AD’s text presumes the availability of chain‑of‑custody information to demonstrate compliance.

In summary, the AD’s narrow S/N prohibition together with the broader spare and traceability requirements, the immediate compliance deadline, and dependence on manufacturer WWC create practical risks. These “gotchas” are risks of implementation identifiable directly from the AD text and its operative mechanics.

Compliance with this AD requires a concrete programme of identification, quarantine, exchange and recordation, performed in accordance with the manufacturer WWC referenced by the AD. The AD’s text supplies the required actions and the timing; the WWC contains the specific parts lists and technical steps.

Stepwise compliance actions derived from the AD text:

1. Identify applicability in your fleet:

   • Confirm whether your aircraft are fitted with Rolls‑Royce Deutschland BR700‑710 series engines; the AD lists specific models: “BR700‑710A1‑10, BR700‑710A2‑20 and BR700‑710C4‑11 engines.” Review fleet rosters and engine serialisation records to identify any BR700‑710 series engines in your inventory.

2. Check for the two specifically prohibited engines:

   • Locate engine serial numbers. If you have BR700‑710A2‑20 engines, check whether any are S/N 12533 or 12534. If an engine is S/N 12533 or 12534, do not install it and do not operate it in any aircraft: “must not be installed and operated in any aircraft anymore.” Remove the engine from service, and quarantine it.

3. Quarantine and identify spare parts:

   • Identify spare parts or components held as spares that originated from the two affected engines. The AD requires: “Any parts or components of those individual engines held as spares, including those listed in … WWC WW/20209/1/30 … must not be installed and operated in any BR700‑710 series engine.” Use parts serial numbers, batch numbers, and maintenance records to identify and segregate suspected spares. Do not install these parts into any BR700‑710 engine.

4. Trace installed parts in other engines:

   • For all BR700‑710 series engines in service, perform a traceability review to determine whether any installed parts “can be traced to having previously been installed in the BR700‑710A2‑20 engines S/N 12533 and 12534.” Where traceability indicates such origin, the AD requires the engine “must not be operated until the relevant parts or components have been exchanged for approved parts or components.” Plan replacements for those parts.

5. Use the manufacturer WWC for technical procedures:

   • Perform “All necessary actions … on the basis of the referenced manufacturer WWC.” Obtain Rolls‑Royce Deutschland Worldwide Communication WW/20209/1/30 dated 30 May 2008, and follow its lists and procedures for identification, removal, exchange, and acceptance of replacement parts. The AD does not enumerate the parts; the WWC provides the operative technical detail.

6. Exchange parts for “approved parts or components”:

   • Where the AD requires exchange, replace the traceable parts with “approved parts or components,” as directed in the WWC. Ensure replacement parts meet the approval criteria in the WWC and record certificates of conformity, new serial numbers and maintenance entries.

7. Record compliance and update maintenance records:

   • Before further flight after the AD’s effective date (23 June 2008), ensure maintenance logbooks and component records reflect the removal/quarantine/exchange actions taken. Document serial numbers removed, serial numbers installed, certificates for replacement parts, and references to the WWC and the AD. Although the AD does not state an explicit reporting path, robust recordation will be the operational basis for demonstrating compliance to CASA or inspectors.

8. Coordinate with supply chain and MRO resources:

   • Given the immediate timing requirement, coordinate with parts suppliers, Rolls‑Royce, and MRO facilities to source approved replacement components and schedule the exchanges. Plan for lead times and logistics to avoid prolonged grounding.

9. Engage CASA where necessary:

   • If you encounter uncertainty about what constitutes an “approved part,” or cannot meet the “before further flight” deadline because of supply constraints, engage with CASA for guidance. The AD itself does not set out alternative compliance channels; any request for relief or clarification will need to be made through CASA’s standard channels.

10. Consider international operations:

    • If your aircraft operate across jurisdictions, verify whether counterpart authorities (such as the LBA) have additional or differing requirements. The AD references LBA AD D‑2008‑222, which is the originating foreign action; coordinating compliance internationally may avoid dual‑compliance issues.

Checklist summary (direct AD references):

• Models to check: BR700‑710A1‑10, BR700‑710A2‑20, BR700‑710C4‑11 (Applicability line).
• Engines prohibited outright: BR700‑710A2‑20 S/N 12533 and 12534 (Requirement 1).
• Spare parts prohibition: Any parts/components of those engines held as spares, including those listed in WWC WW/20209/1/30 (Requirement 2).
• Grounding until exchange: Any BR700‑710 engine with parts traceable to the two S/Ns must not be operated until exchange for approved parts/components (Requirement 3).
• Timing: All actions required are to be completed “Before further flight after the effective date of this AD” (Compliance), with the AD effective on 23 June 2008.

By following the above steps and documenting all actions against the AD and the WWC, operators and maintenance organisations will align practical activity with the AD’s legal requirements.