AD/CASA/30 - Autopilot Servo Drive Actuators

The instrument is an Airworthiness Directive that operates through a small number of interlocking technical and administrative concepts. Each concept is stated in the AD and determines who must act, how, and when.

Applicability: The AD’s binding scope is conditional, not universal. It applies to particular EADS‑CASA C‑212 model designations (C‑212‑CB, ‑CC, ‑CD, ‑CE), all serial numbers, but only where either P/N 4006719‑904 or P/N 4006719‑913 servo‑motors are installed. The condition means the first action for operators is a verification exercise: identify aircraft with those P/Ns fitted. The AD sets the identification of those P/Ns as the trigger for further obligations (Applicability; Requirement 1).

Modification or replacement: The heart of the AD is a requirement to modify each affected unit or replace it with a unit that has already been modified, in accordance with the technical instructions published by EADS‑CASA in SB‑212‑22‑16 dated 13 March 2006, or a later revision approved by EASA. The AD thereby delegates the substantive technical means of compliance to the referenced service bulletin. The AD does not itself set technical details beyond naming the service bulletin; it makes adherence to that service bulletin (or EASA‑approved revision) the mandatory pathway (Requirement 1).

Installation prohibition: The AD imposes a preventative constraint. It forbids the installation of the identified P/N 4006719‑904 and P/N 4006719‑913 servo‑motors on any C‑212 aircraft unless those units have been modified in accordance with Honeywell ASB 4006719‑22‑A0016 (Revised 1 November 2004). The prohibition is absolute in its terms as of the effective date; installation of an unmodified unit is not permitted (Requirement 2).

Temporal compliance structure: The AD creates two different timing requirements. For the identification and modification/replacement task (Requirement 1) the AD provides a specific completion window of two months after the effective date. For the installation prohibition (Requirement 2) the restriction applies immediately after the effective date, meaning that from 23 October 2008 no unmodified P/N 4006719‑904 or P/N 4006719‑913 unit may be fitted to a C‑212 until modified in accordance with the Honeywell ASB. The AD therefore mixes a short, measured remediation window for existing installations with an immediate ban on future installation of unmodified parts (Compliance).

Delegation to manufacturer documents and to EASA approval: The AD expressly incorporates external technical documents: EADS‑CASA SB‑212‑22‑16 and Honeywell ASB 4006719‑22‑A0016 (Revised 1 November 2004). It also conditions permissible future revisions on EASA concurrence: the AD permits reliance on a later revision of the EADS‑CASA SB only if that later revision is approved by EASA. The AD refers to EASA AD 2008‑0144, indicating transnational regulatory cross‑reference. Thus CASA’s directive makes compliance depend on following the manufacturers’ technical instructions and on certain European regulatory approvals (Requirement 1 and Requirement 2; Background).

Safety rationale as stated: The AD records that Honeywell identified a failure mode in the SPZ200 autopilot servo‑motors which could lead to an unsafe flight condition, and that EADS‑CASA concluded C‑212 flight safety was at risk and issued a service bulletin. CASA’s AD records those manufacturer and design authority findings as the stated basis for mandating correction (Background). The AD does not itself catalogue the technical failure mode in the body of the directive beyond referencing the manufacturers’ service documents.

Record of authority and effective date: The instrument is signed by the Delegate of the Civil Aviation Safety Authority and specifies an effective date of 23 October 2008. That date anchors the compliance windows and the immediate installation prohibition. The AD text is therefore both a technical instruction and a prima facie binding regulatory instrument issued under CASA authority (signature; effective date).

The AD’s primary legal targets are operators and maintainers of the EADS‑CASA C‑212 variants listed in Applicability when P/N 4006719‑904 or P/N 4006719‑913 servo‑motors are installed. The document’s language makes the obligations operative on the person or organisation responsible for the aircraft’s airworthiness and maintenance. Concretely:

• Aircraft operators of C‑212‑CB, C‑212‑CC, C‑212‑CD and C‑212‑CE aircraft that have the specified P/Ns fitted. The Applicability clause restricts the AD to those variants and to aircraft where the specified servo‑motors are installed. Operators must identify whether the P/Ns are fitted and then ensure modification or replacement in accordance with the AD’s requirements.

• Maintenance organisations and engineers who perform in‑field or depot maintenance on C‑212 aircraft. The AD requires modification or replacement "in accordance with the instructions" of EADS‑CASA SB‑212‑22‑16 (or an EASA‑approved revision) and adherence to Honeywell ASB instructions for installation; those performing the work will need access to and compliance with those service documents.

• Parts suppliers and inventory managers who procure, sell or install replacement servo‑motors for C‑212 aircraft. The AD expressly prohibits installation of the identified P/Ns unless they have been modified according to the Honeywell ASB. Suppliers and installers who handle P/N 4006719‑904 or P/N 4006719‑913 therefore must confirm that units are modified per the ASB prior to delivery or fitting on C‑212 aircraft.

• Technical managers and airworthiness delegates within operator organisations. They must schedule inspections, ensure adherence to the EADS‑CASA SB instructions, and ensure that installation policies comply with the post‑effective‑date prohibition.

• Potentially the European Aviation Safety Agency to the extent that later revisions of EADS‑CASA SB are relied upon, because the AD conditions acceptance of later revisions on EASA approval. The AD therefore links compliance to EASA regulatory action for document revision acceptance.

The AD’s text does not itself name third parties such as insurers, regulators outside CASA/EASA, or end customers. It does not specify a legal mechanism for cost recovery or compensation, so any costs for modification, replacement, parts, labour, and associated aircraft downtime appear (in the text) to fall on the aircraft operator or the party responsible for the aircraft’s continued airworthiness. The directive’s obligations are operational rather than advisory: Requirement 1 compels identification and modification/replacement within two months, and Requirement 2 prevents future installation of unmodified servo motors from the effective date.

Because the AD delegates the technical method to manufacturer service documents, those organisations who possess the service documentation (EADS‑CASA and Honeywell) are central to practical compliance: their instructions determine the precise technical work. The AD’s reference to an EASA‑approved revision means that EASA’s action , whether to approve a later SB revision , will affect which technical instructions operators may rely upon. The text records that EASA AD 2008‑0144 is referred to, so operators who are part of international fleets should note the cross‑reference; the AD itself does not elaborate the content of that EASA AD (Background; Requirement 1; Requirement 2).

The directive imposes specific duties on operators and maintainers; it also embeds certain conditions and delegations that establish rights around document reliance and permissible actions.

Mandatory duties

• Identification duty: Operators must identify whether P/N 4006719‑904 or P/N 4006719‑913 servo‑motors are installed on the applicable C‑212 aircraft. This identification is the trigger for complying with the AD’s remedial requirements (Applicability; Requirement 1).

• Modification or replacement duty: For each identified unit, operators must either modify the servo‑motors or replace them with units already modified, in strict accordance with EADS‑CASA Service Bulletin SB‑212‑22‑16 dated 13 March 2006, or a later revision approved by EASA. The AD makes compliance with the specified service bulletin (or its EASA‑approved revision) the required technical pathway (Requirement 1).

• Installation prohibition: From the AD’s effective date, P/N 4006719‑904 or P/N 4006719‑913 servo‑motors identified in Honeywell ASB 4006719‑22‑A0016 (Revised 1 November 2004) may not be installed on any C‑212 aircraft unless they have been modified as instructed in that Honeywell ASB. The duty is both preventative and continuing: it impacts future installation decisions (Requirement 2).

• Timing duty: Operators must complete the actions required by Requirement 1 within two months of the AD’s effective date. The AD’s Compliance section makes the two‑month deadline explicit (Compliance).

Delegated rights and conditional entitlements

• Right to rely on later EADS‑CASA SB revisions if EASA approves them: The AD allows use of a later revision of SB‑212‑22‑16 only if the later revision has been approved by the European Aviation Safety Agency. This provides operators a conditional right to comply using updated instructions, subject to EASA approval. That is, operators are not required to follow the 13 March 2006 edition if an EASA‑approved later revision exists and is followed instead (Requirement 1).

• Right to install units modified in accordance with Honeywell ASB: The AD does not ban the servo‑motors entirely; rather it allows their installation provided they have been modified in strict accordance with Honeywell ASB 4006719‑22‑A0016 (Revised 1 November 2004). This creates a pathway that permits continued use of the same P/Ns, but only after the specified modification has been applied (Requirement 2).

Duties left implicit by reference

• Conformance to external technical instructions: By mandating adherence to specified service documents, the AD requires operators and maintainers to obtain, interpret and apply those external technical instructions. While the AD does not reproduce the technical modification steps, it makes conformity to the service bulletin and ASB mandatory.

• Compliance with effective dates: The AD establishes an effective date (23 October 2008) which fixes when the timing duties commence and when the installation prohibition becomes operational; operators must manage their work programmes against that date.

Areas not specified in the AD text

• The AD does not set out monetary penalties, formal enforcement mechanisms, or an inspection schedule; nor does it specify record‑keeping requirements or who certifies the modification. Those practicalities are left to the operator, the maintenance organisation and CASA’s broader regulatory framework. The document does not specify who bears the cost; by the terms of the directive, the party responsible for the aircraft’s airworthiness must ensure compliance, and thus in practice that party will carry the costs of inspection, modification, replacement, and any associated downtime (Applicability; Requirement 1; Requirement 2; Compliance).

• The AD does not set out an exemption process or a method for seeking an alternative means of compliance within the text provided. Any such mechanisms, if available, are not contained in the AD as supplied.

The text of AD/CASA/30 contains mandatory obligations and an effective date, but it does not specify sanctions, penalty amounts, or detailed administrative enforcement procedures within the AD itself. The AD’s enforceability derives from its issuance by the Civil Aviation Safety Authority, as evidenced by the signature of the CASA delegate and the stated effective date (Delegate signature; effective date 23 October 2008). From the document itself the following enforcement‑relevant points can be drawn:

Express mandatory nature: The language of the Requirements is prescriptive: operators "must" identify, modify or replace the identified servo‑motors in accordance with the specified service instructions, and the identified P/Ns "may not be installed" unless modified as instructed. The prescriptive phrasing makes the AD a mandatory directive rather than a recommendation; compliance is required as stated (Requirement 1; Requirement 2).

Timing obligations and prohibitions: The AD sets time limits: Requirement 1 must be complied with within two months of the effective date; Requirement 2’s installation prohibition applies after the effective date. The presence of specific deadlines creates objective benchmarks against which compliance or non‑compliance can be judged.

Delegation to service documents: The AD conditions technical compliance on the EADS‑CASA service bulletin and Honeywell ASB. Enforcement will therefore involve checking whether the work performed conforms to those documents, inclusive of any later EASA‑approved revisions where permitted. Inspecting officers or auditors would naturally assess adherence to the named SB/ASB.

Absence of penalty provisions in the text: The AD as provided does not set out a penalty regime (no fines, suspensions, or criminal offences are included in the text). The absence of explicit penalties in the AD does not mean there are none available to the regulator under broader aviation safety legislation, but the AD itself does not enumerate enforcement remedies or processes.

Presumed regulatory enforcement context (left unstated in AD): The principle evident in the document is that the obligations become binding on operators from the effective date. Enforcement action, inspections and sanctions, where used, would flow from CASA’s statutory powers as regulator; those mechanisms and potential consequences are not detailed in the AD text provided. Similarly, the AD does not specify administrative processes for demonstrating compliance (inspection reports, certificates of modification), nor does it identify who is authorised to sign off a modification. Such details are implicit responsibilities for operators and maintenance organisations to resolve using the service documents and CASA oversight, but they are not set out in the AD text.

Cross‑jurisdictional references: The AD references EASA AD 2008‑0144 and conditions the acceptability of later EADS‑CASA SB revisions on EASA approval. That cross‑reference may be relevant to enforcement where inspectors consider whether a later revision relied upon is EASA‑approved. The AD itself does not set out enforcement mechanisms tied to EASA actions.

In short, the directive prescribes mandatory actions and precise compliance windows, but it does not include within its text explicit penalty provisions. The legal consequence of non‑compliance would be assessed against CASA’s broader regulatory authority and enforcement instruments, which are not reproduced in this AD.

The AD expressly interlocks with manufacturer service documentation and with European regulatory action, thereby creating regulatory dependencies beyond the text itself. The AD links to, and conditions compliance on, documents and approvals that sit outside its own text.

Incorporation of manufacturer documents: The AD makes compliance conditional on following EADS‑CASA Service Bulletin SB‑212‑22‑16 dated 13 March 2006 for the modification/replacement work (Requirement 1), and on the instructions contained in Honeywell International Alert Service Bulletin 4006719‑22‑A0016 (Revised 1 November 2004) for permissible installation (Requirement 2). These service documents are technical instruments prepared by manufacturer/design authority entities. By incorporating them by reference, the AD uses industry‑standard service documentation as the technical means of compliance. That creates an interaction with any regulatory rules or standards that govern the legal status of service bulletins and of manufacturer technical data in the Australian aviation regulatory framework, though those broader rules are not reproduced in the AD text.

Dependence on EASA approval: The AD permits use of a later revision of the EADS‑CASA SB only where that revision is approved by the European Aviation Safety Agency. This creates a direct regulatory link between CASA’s AD and EASA’s approval processes. Where an operator seeks to rely on a later SB revision, that revised document must bear EASA approval for it to be a permitted compliance route under the AD. The AD also explicitly references EASA AD 2008‑0144. Therefore, operators and maintainers must be aware of relevant EASA actions , the AD’s compliance pathways are shaped by whether EASA approves later revisions and what EASA’s AD states. The AD does not reproduce EASA AD 2008‑0144, but it instructs the operator to take it into account as a referenced instrument (Requirement 1; Background).

Practical regulatory alignment: Because the AD depends on manufacturer and EASA documents, operators who are part of international fleets or who move aircraft between jurisdictions need to manage compliance in a way that aligns CASA’s AD with EASA directives and with the manufacturer’s recommended actions. Where the AD allows later revisions only if EASA approves them, there is an explicit transnational regulatory coordination requirement baked into compliance.

Limits of the AD vis‑à‑vis other laws: The AD does not attempt to change type‑certificate conditions, nor does it set out amendments to underlying certification documents in the text provided. It is a corrective operational mandate. It does not specify criminal offences, possess no civil liability rules, and makes no changes to contractual law; any civil or contractual consequences of complying (or failing to comply) with the AD would be determined by separate bodies of law and contractual arrangements outside the AD.

No stated interaction with record‑keeping or continuing airworthiness obligations beyond the explicit tasks: The AD does not itself specify record or certification procedures, nor does it state how modification actions should be logged. It therefore leaves interactions with broader maintenance‑record obligations and continuing airworthiness obligations to the general regulatory framework and operator practices, rather than specifying them in the AD.

In short, the AD interacts with other laws and instruments chiefly by incorporating manufacturer service documentation and by conditioning certain compliance options on EASA approval, and by cross‑referencing an EASA AD. The AD therefore functions as a point where CASA mandates that operators follow a particular path of manufacturer and EASA‑approved technical remediation.

AD/CASA/30 itself records a small but clear chain of relevant technical document revisions and dates which inform how the AD should be implemented. The AD’s text provides the following amendment‑related facts and references:

• EADS‑CASA Service Bulletin SB‑212‑22‑16, dated 13 March 2006, is the primary technical document named for carrying out the modification or replacement required by Requirement 1. The AD explicitly allows operators to comply using that dated SB, or a later revision of it provided the later revision has been approved by the European Aviation Safety Agency (Requirement 1). Therefore the AD’s operative text recognises the possibility of later technical updates but conditions the use of such updates on EASA approval.

• Honeywell International Alert Service Bulletin (ASB) 4006719‑22‑A0016 (Revised 1 November 2004) is the specific Honeywell document named in Requirement 2. The AD requires that installation of P/N 4006719‑904 or P/N 4006719‑913 units must only occur if they have been modified according to the instructions of that Honeywell ASB. The AD does not state that later revisions of the Honeywell ASB are permissible, nor does it condition their use on EASA approval in the text provided; the AD simply cites the ASB revision date (Requirement 2).

• The AD refers to EASA AD 2008‑0144 in a note; the note states "EASA AD 2008‑0144 refers." That reference signals that the AD is linked to a contemporaneous EASA airworthiness directive. The AD text does not reproduce any content from EASA AD 2008‑0144 but explicitly recognises its existence.

• The timeline of the AD itself: the AD is dated 9 September 2008 (signed by the CASA delegate) and becomes effective on 23 October 2008. The Compliance clause sets a two‑month compliance period for Requirement 1 measured from the effective date, which creates a firm deadline of 23 December 2008 for the required modification/replacement work for operators who must comply within the AD’s specified timeframe (Compliance; effective date).

• The AD includes the EADS‑CASA SB date (13 March 2006) and Honeywell ASB revision date (1 November 2004) as the specific document versions referenced. Operators who wish to rely on a later SB revision must ensure EASA approval for that revision per the AD text; the AD does not elaborate on procedures for acceptance of later Honeywell ASB revisions.

• No further amendments, revocations or superseding directives are recorded in the text provided. The AD’s own text therefore should be treated as current only up to the effective date and the documents mentioned; the AD allows substitution where expressly permitted (later EADS‑CASA SB revisions approved by EASA) but does not otherwise set out an ongoing amendment trail.

Because the AD directly references dated manufacturer service bulletins and an EASA AD, any later changes to the SBs, ASBs or EASA directives will affect how the AD is complied with in practice. The AD explicitly contemplates future EASA‑approved revisions of the EADS‑CASA SB as valid compliance pathways, but it does not indicate a mechanism for CASA to accept alternate methods of compliance or to update the AD itself in the text provided. Any further amendment history beyond the material recorded in this AD is not contained in the document supplied.

The AD text supplied does not record any litigation history. It does not mention judicial review, disputes, enforcement proceedings, or case names. The directive is an administrative instrument signed by the Delegate of the Civil Aviation Safety Authority and dated 9 September 2008, with an effective date of 23 October 2008; beyond that administrative record, there is no mention in the AD of any legal challenges, appeals, or court actions arising from the directive.

Because the AD is an operational safety instrument that prescribes remedial action and an installation prohibition, litigation could theoretically arise in practice (for example over enforcement, certification of modifications, or dispute about the AD’s scope), but no such proceedings are referenced in this AD text. The document does not provide guidance on appeal or review mechanisms. Any litigation history must be sought outside the AD text; it is not contained within the instrument itself.

If a reader requires information about subsequent legal challenges, enforcement actions, or CASA’s handling of compliance disputes, that information is not present in the AD and would need to be obtained from CASA records, court records, or other public legal sources. The AD itself contains none of those materials.

The directive is short and specific, but several practical pitfalls and ambiguous‑looking interactions arise from its wording. These are matters a compliance manager or maintenance planner should note because the AD’s own text creates specific obligations that can be misinterpreted or missed.

Conditional applicability can be overlooked: The AD applies only to C‑212‑CB, ‑CC, ‑CD and ‑CE aircraft if P/N 4006719‑904 or P/N 4006719‑913 servo‑motors are installed (Applicability). It is therefore crucial for operators to check component history and installation records. Failure to identify whether those P/Ns are fitted could lead to non‑compliance or unnecessary work. The AD does not itself provide a procedure for identification, so operators must rely on their parts/install records or physical inspection.

Two separate technical documents govern compliance, and they are not identical: Requirement 1 requires compliance with EADS‑CASA SB‑212‑22‑16 (13 March 2006) or a later EASA‑approved revision for the modification/replacement task. Requirement 2 refers to Honeywell ASB 4006719‑22‑A0016 (Revised 1 November 2004) for the installation condition. Operators must therefore ensure they consult both documents and understand which document governs which action. Confusing the two or assuming a single document covers both duties could cause non‑compliance.

EASA approval is required for later EADS‑CASA SB revisions: The AD allows reliance on later revisions of SB‑212‑22‑16 only if they are approved by EASA. If an operator receives a later EADS‑CASA SB revision without EASA approval, the AD does not permit it as a compliance method. Operators should verify the revision status and EASA approval before using a later SB version as the basis for compliance.

Immediate installation prohibition vs remedial deadline: Requirement 2’s prohibition on installing the specified P/Ns applies "after the effective date" (i.e. immediately after 23 October 2008), while Requirement 1 grants two months to carry out identification and modification/replacement. That means after the effective date an unmodified P/N must not be installed, yet operators have two months to modify or replace units already installed. Practically, this creates a window where operators must refrain from installing unmodified units but may still operate aircraft with unmodified units until they are brought into compliance within the two‑month window. Misreading the different timeframes can lead to improper installations or missed deadlines.

Version specificity of Honeywell ASB: Requirement 2 cites Honeywell ASB 4006719‑22‑A0016 (Revised 1 November 2004). The AD does not expressly permit later Honeywell ASB revisions, nor does it condition their use on EASA approval. That raises a practical question: if Honeywell issues a later revision, does the AD allow an operator to use it? The AD text is silent on later Honeywell revisions; it only conditions later EADS‑CASA SB revisions on EASA approval. Operators should therefore avoid assuming that a later Honeywell revision automates compliance under this AD without confirmation.

Document retrieval and interpretation risks: The AD mandates compliance "in accordance with the instructions" of the named SB and ASB. Those technical instructions may contain particular procedures, limitations, parts requirements, or certification steps that the AD does not summarise. A common gotcha is to treat the AD as the full instruction set rather than obtaining and following the complete SB/ASB. Operators must obtain the full service documents and follow them precisely; the AD alone is not sufficient for the technical work.

Supply and logistical constraints: The AD requires modification or replacement within two months after the effective date. The AD does not provide any allowance for parts shortages, maintenance shop capacity constraints, or logistical delays. Operators who rely on external suppliers for modified units or on limited depot capacity must plan promptly to meet the 60‑day deadline. The AD does not provide an explicit waiver mechanism, and it conditions certain compliance options on EASA approval, which could affect scheduling.

Unstated certification/logging requirements: The AD does not specify who may certify that the applicable modifications have been carried out, or what records must be kept. In practice operators must comply with their broader continuing airworthiness and maintenance record obligations, but those requirements are not stated in the AD. Failure to maintain adequate records may hinder demonstration of compliance in an inspection or enforcement action.

Cross‑reference to EASA AD: The note "EASA AD 2008‑0144 refers" is terse. Operators should not assume the EASA AD is identical to the CASA AD; it may impose different or additional requirements. The AD’s referral could lead to confusion if operators do not check the EASA directive and the EADS‑CASA/Honeywell service documents concurrently.

In short, the key gotchas are: verifying component P/Ns carefully; distinguishing which service document governs which obligation; confirming EASA approval status for later SB revisions; managing the differing timing obligations; securing parts and workshop capacity to meet the two‑month deadline; and ensuring full compliance with the actual SB/ASB technical instructions rather than relying solely on the AD text.

The AD sets a short list of concrete actions and timeframes. Below is a practical, source‑grounded checklist derived only from the AD’s text and its compliance instructions. The steps map to the AD’s Requirements, Compliance and Applicability statements.

1. Confirm applicability immediately

   • Review each C‑212‑CB, ‑CC, ‑CD and ‑CE aircraft under your responsibility to determine whether P/N 4006719‑904 or P/N 4006719‑913 servo‑motors are installed. The AD applies only where those P/Ns are fitted (Applicability). Check parts installation records, logbooks and physical markings on the units if necessary.

2. Obtain the referenced service documentation

   • Obtain EADS‑CASA Service Bulletin SB‑212‑22‑16 dated 13 March 2006. The AD requires modification/replacement "in accordance with the instructions of" that SB, or a later revision approved by EASA (Requirement 1).
   • Obtain Honeywell Alert Service Bulletin ASB 4006719‑22‑A0016 (Revised 1 November 2004). This ASB defines the modification that must have been accomplished before a P/N 4006719‑904 or ‑913 unit may be installed (Requirement 2).

3. Decide the remediation route (modify in situ vs replace with modified unit)

   • For each affected servo‑motor identified, elect whether to perform the modification per the EADS‑CASA SB on the installed unit, or to replace the unit with a unit that has already been modified. The AD allows either approach but requires strict adherence to the SB instructions (Requirement 1).

4. Check for later revisions and required approvals

   • If you intend to use a later revision of EADS‑CASA SB‑212‑22‑16, confirm that the later revision is approved by EASA. The AD permits reliance on a later SB revision only if EASA has approved that revision; absent EASA approval, use the 13 March 2006 edition specified in the AD (Requirement 1).

5. Schedule and complete the work within the AD’s timing

   • The AD becomes effective on 23 October 2008. The Compliance clause requires that the actions under Requirement 1 be completed within two months after the effective date. That yields a completion deadline of 23 December 2008 for the identification and modification/replacement work required by Requirement 1 (Compliance).
   • Note that Requirement 2’s installation prohibition applies "after the effective date." From 23 October 2008 onward you must not install a P/N 4006719‑904 or P/N 4006719‑913 unit on any C‑212 aircraft unless it has been modified per Honeywell ASB 4006719‑22‑A0016 (Revised 1 November 2004).

6. Ensure modification is performed exactly to the SB/ASB

   • The AD’s compliance obligation is to perform the identified work "in accordance with the instructions" of the EADS‑CASA SB (Requirement 1) and the Honeywell ASB for installation (Requirement 2). Follow the service documents’ step‑by‑step procedures, parts requirements, acceptance criteria and any special test or inspection steps they set out.

7. Confirm modified units meet the Honeywell ASB installation condition

   • Before installing any P/N 4006719‑904 or P/N 4006719‑913 unit on a C‑212, ensure the unit has been modified in accordance with Honeywell ASB 4006719‑22‑A0016 (Revised 1 November 2004) so that the AD’s installation prohibition is satisfied (Requirement 2).

8. Maintain evidence of compliance (practical recommendation tied to AD)

   • While the AD does not itself specify records to be kept, it names exact documents and deadlines. Maintain copies of the SB and ASB revision(s) relied upon, work orders, modification certificates, part serial numbers, and post‑modification test/inspection records. This is the practical method to demonstrate to CASA inspectors or auditors that you have complied with the AD’s Requirements and Compliance timeframe.

9. Coordinate with parts suppliers and maintenance providers

   • If choosing replacement with modified units, confirm with your supplier that replacement servo‑motors are modified as required by Honeywell ASB. If relying on a third‑party maintenance organisation to perform modifications, confirm that they will follow the EADS‑CASA SB instructions and that timing commitments meet the two‑month deadline.

10. Verify EASA approvals for later SB revisions (if applicable)

    • If you intend to use a later revision of SB‑212‑22‑16, obtain evidence of EASA approval as required by the AD. Only EASA‑approved later revisions are permitted as compliance pathways in place of the 13 March 2006 SB.

11. Avoid installing unmodified P/Ns after effective date

    • As a strict rule: do not install any P/N 4006719‑904 or P/N 4006719‑913 unit on a C‑212 aircraft after 23 October 2008 unless it has been modified per the Honeywell ASB. That prohibition is immediate from the effective date (Requirement 2).

12. Consider fleet management and scheduling to meet constraints

    • Given the 60‑day remediation window for Requirement 1, prioritise aircraft that have the affected P/Ns and schedule modifications or replacements promptly to avoid concentrated bottlenecks. The AD does not provide an exemption mechanism; compliance should be treated as mandatory.

13. Consult CASA if uncertainty persists

    • If any doubt exists about whether a later service bulletin revision is EASA‑approved or whether a particular modification path is acceptable under the AD, seek confirmation from CASA or the aircraft’s continuing airworthiness authority. The AD does not itself set out a procedure for alternative means of compliance within its text.

These steps are directly grounded in the AD’s Applicability, Requirements and Compliance lines and in the AD’s Background that identifies the Honeywell and EADS‑CASA service documents as the technical sources. The AD’s own text fixes the effective date and the two‑month window for Requirement 1; those calendar constraints are concrete and must be respected when organising remedial work.