AD/CESSNA 400/113 - Avionics Bus Circuit Breaker Switch

The AD is built on a small set of technical and regulatory concepts that determine operator obligations and the scope of compliance.

• Applicability by aircraft type and serial number: The Directive lists multiple Cessna Model 400-series types and very specific serial-number ranges in a large table. Models named include 401, 401A, 401B, 402, 402A, 402B, 402C, 404, 411, 411A, 414, 414A, 421, 421A, 421B, 421C, 425 and 441. The serial-number coverage contains particular single numbers and range blocks (for example 401-0001 through 401-0322 and 655 for Model 401, various discontinuous ranges for 402B and 402C, etc.). The Directive applies only to the aeroplanes listed in that Applicability table. That list sets the population whose owners and maintainers must act.

• Parts and date codes: The subject components are identified by specific P/Ns (CM3589-50, 593-250-101, 593-250-102, W31-X2M5A-50, W31-X1000-50). The Directive treats the calendar-week and year date code as the critical attribute for determining whether a part is acceptable, whether it must be replaced immediately, or whether it is covered by a limited safe-life of 1,000 hours TIS. The document explains the date-code format: four digits, first two = year and last two = week of year (Background). The AD uses the threshold date code 0434 , interpreted in the Directive as the production date of week 34 of 2004 , as the dividing line for acceptable versus (potentially) unsafe units.

• Inspection and maintenance procedure references: The AD does not itself prescribe a step-by-step visual or disassembly technique; instead it requires inspection "in accordance with" specific Cessna Service Bulletins (SB) and the applicable maintenance manual. For Models 425 and 441 it identifies Cessna Conquest SB CQB05-2 dated 21 February 2005; for other models it identifies Cessna Multi-engine SB MEB05-1 dated 21 February 2005 (Requirement 1a,b; Requirement 2a,b). That means compliance follows the procedural content of those SBs unless an FAA-approved AMOC is used.

• Tiered compliance outcomes: The AD sets three possible outcomes after inspection. If P/N is one of the listed P/Ns and the date code is 0434 or later, no further action is required. If one of the listed P/Ns has no date code, the part must be replaced before further flight. If one of the listed P/Ns has a date code earlier than 0434, a safe-life of 1,000 hours TIS applies and replacement must occur within that TIS limit (Requirement 1-3). Separately, as of the AD effective date, units without an acceptable date code or with a date code earlier than 0434 may not be installed as replacement spares (Requirement 4).

• Compliance timing windows: The Directive prescribes timing for the initial inspection (Requirement 1): within the next 200 hours TIS, the next 12 months, or at the next scheduled inspection after the AD's effective date, whichever occurs first. Requirement 2 replacement (for no-date-code parts) is required before further flight after the inspection. Requirement 3 replacements for parts with early date codes must occur within the 1,000-hour safe-life. Requirement 4 is effective immediately as of the AD effective date (22 December 2005).

• Acceptance of later SB revisions via FAA AMOC: The AD explicitly accepts later revisions of the named Cessna SBs where the FAA has approved them as an Alternate Method of Compliance to FAA AD 2005-20-25 (Note). This embeds a limited compliance flexibility channel: operators may use subsequent SB revisions if the FAA has approved those revisions as an AMOC.

These concepts determine the obligations: identify affected aircraft, inspect the particular part for P/N and date code using the specified SBs, classify the part into one of the three outcomes, follow replacement timing rules if required, and do not install prohibited spare parts from the AD effective date.

The Directive allocates costs and decisions to particular actors within the aviation sector. The directly affected parties are the registered owners and operators of the Cessna Model 400-series aeroplanes listed in the Applicability table and any maintenance organisations or maintenance personnel who perform inspections and parts replacement on those aircraft.

• Owners and operators: They must ensure the initial inspection occurs within the AD’s prescribed window: the next 200 hours TIS, the next 12 months, or at the next scheduled inspection, whichever occurs first (Compliance for Requirement 1). Where replacements are mandated by the AD, owners/operators will incur the cost of parts and labour. Where a replacement is required before further flight (Requirement 2), the operator will face immediate grounding/delay until the replacement is completed or an approved alternative is available.

• Maintenance organisations and licensed engineers: The Directive directs inspections to be carried out "in accordance with" a named Service Bulletin and the applicable maintenance manual (Requirement 1a,b). Maintenance organisations must therefore have access to and follow the relevant SB content and maintenance manual procedures. They must correctly identify P/N and date code markings; where date codes are absent they must follow the AD’s mandatory replacement-before-flight rule.

• Logistics/supply chain participants: Suppliers and parts distributors who provide replacement avionics bus circuit breaker switches, and businesses that manage spares pools for operators, are affected by the Directive’s ban on installing as replacement spares any of the listed P/Ns that lack a date code or have a date code earlier than 0434 (Requirement 4). That prohibition removes certain stock from being legally acceptable spares for the affected fleet as of the AD effective date and shifts demand to compliant parts (CM3589-50 with date code 0434 or later).

• Regulators and certification authorities: The Directive references FAA AD 2005-20-25 and accepts FAA-approved AMOCs to later SB revisions as acceptable for compliance. This implies coordination between CASA's Directive and FAA determinations. CASA, represented by the signatory delegate (James Coyne), is the issuing authority; the AD is the instrument by which CASA modifies the maintenance obligations of Australian operators.

• Insurers and lessors: While not mentioned in the Directive text, lessors and insurers of affected aircraft will be indirectly affected by the AD because compliance status can affect airworthiness certification, insurability and permitted operations. The Directive does not discuss insurance, but owners/operators will need to document compliance to satisfy airworthiness authorities and potentially commercial counterparties.

• Aircraft not on the list: Aircraft of the Cessna 400 family that fall outside the explicit serial-number ranges are not covered by this Directive. The AD’s Applicability table is precise: only the listed serial ranges and models are included, therefore aircraft outside those serial numbers do not acquire the mandatory inspection/replacement obligations created by this specific AD.

In short, the primary economic and operational burden falls on aircraft owners/operators and maintainers for the specified serial-number population, with supply-chain consequences for parts distributors who service that fleet.

The Directive creates specific duties for operators and maintenance organisations and provides a narrow channel for alternative compliance.

• Key duties

  • Inspect: Operators must inspect the avionics bus circuit breaker switch to determine P/N and date code in accordance with the specified Cessna Service Bulletins and the applicable maintenance manual (Requirement 1). The specified SBs are CQB05-2 for Models 425 and 441, and MEB05-1 for all other affected models (Requirement 1a,b). The inspection must be carried out within the compliance timing window for Requirement 1: within the next 200 hours TIS, the next 12 months, or at the next scheduled inspection after the AD effective date (Compliance).

  • Replace if no date code: If the P/N is one of the listed P/Ns and there is no date code, the operator must replace the unit with CM3589-50 dated 0434 or later before further flight following the Requirement 1 inspection (Requirement 2). The Service Bulletin and maintenance manual are the procedural prescription (Requirement 2a,b).

  • Apply safe-life limit for early date codes: If the part has a date code earlier than 0434, the part is assigned a safe life of 1,000 hours TIS. The operator must replace the part within that 1,000-hour TIS limit with a P/N CM3589-50 dated 0434 or later, following the applicable SB and maintenance manual (Requirement 3).

  • Spare part restriction: As of the AD effective date, any of the listed P/Ns that lack a date code or have a date code earlier than 0434 may not be installed as a replacement spare (Requirement 4).

• Rights and permissible alternatives

  • Use of later SB revisions approved as FAA AMOC: The Directive allows operators to comply using later revisions of the named Service Bulletins where those revisions have been approved by the FAA as an Alternate Method of Compliance (AMOC) to FAA AD 2005-20-25. The AD explicitly states that such FAA-approved later SB revisions are acceptable for compliance with the equivalent requirements of this Directive (Note). That creates a narrowly defined right to use a changed or updated procedure, but only where the FAA has granted AMOC status to that update.

• Documentation obligations implicit in duties

  • The AD requires inspection actions with defined deadlines. While the Directive text itself does not lay out precise record-keeping requirements, maintenance actions that involve replacement of components and AD compliance are, in aviation practice, recorded in maintenance logs and aircraft records. The Service Bulletins and the maintenance manuals referenced by the AD will typically specify what records should be entered; operators must follow those procedural requirements to show compliance. The AD’s explicit requirement to comply with the SBs therefore imports any record-keeping content those SBs mandate.

• Decision-makers

  • Maintenance personnel licensed to perform the procedures and the aircraft operator ultimately decide when to schedule and complete the inspection and any replacement. The CASA delegate issued the AD; CASA is the regulatory issuer and may exercise enforcement authority if the AD is not complied with. The AD itself provides a limited delegation to FAA-approved AMOCs as a route to alternative compliance.

These duties constrain aircraft availability and parts inventory practices, and the limited route for alternative compliance is conditioned on FAA approval of the relevant service bulletin revisions.

The Directive sets mandatory maintenance obligations but does not itself specify monetary penalties or criminal sanctions in its text. It becomes effective on 22 December 2005 and is issued by a CASA delegate (James Coyne, 10 November 2005). The AD is a regulatory instrument that imposes specific maintenance duties on persons responsible for the affected aircraft, but the text of the Directive does not articulate enforcement mechanisms, fine scales or the administrative procedures that CASA might use to enforce non-compliance.

What the Directive does explicitly provide is mandatory action and a deadline structure. For example, Requirement 1 prescribes the inspection timeframe (next 200 hours TIS, the next 12 months, or at the next scheduled inspection, whichever occurs first). Requirement 2 requires replacement before further flight when a listed P/N lacks a date code, and Requirement 3 imposes a 1,000-hour safe-life limit where the date code is earlier than 0434. Requirement 4 forbids installation as replacement spares from the effective date of parts lacking an acceptable date code. The obligations are mandatory; failure to carry them out results in the aircraft not complying with the AD.

The Directive references FAA AD 2005-20-25 and accepts FAA-approved AMOCs for later SB revisions, which creates a cross-jurisdictional compliance reference. That acceptance does not itself detail enforcement measures in Australia, but it indicates alignment with the FAA’s airworthiness process.

Because the AD text does not specify penalties, readers should treat the enforcement question as two-layered: first, the AD is a binding regulatory requirement that must be complied with; second, the specific enforcement response to non-compliance (administrative enforcement, grounding, fines, suspension of certificates or other action) would be governed by CASA’s enforcement powers and administrative procedures outside this Directive. Practitioners needing to know the precise enforcement consequences should consult CASA’s enforcement legislation, enforcement policy and relevant regu­latory instruments, since this AD is the compliance standard rather than the enforcement rulebook.

In summary, the Directive mandates compliance and sets deadlines; it does not set out explicit penalties in the text. Enforcement is available to the issuer as a matter of regulatory practice, and the note that FAA AMOCs are acceptable for compliance indicates some regulatory coordination with overseas certification practices.

The Directive is a national airworthiness instrument that interfaces with (a) aircraft certification and maintenance law, (b) manufacturer service bulletins and FAA airworthiness directives, and (c) parts traceability and installation rules. The AD explicitly references FAA AD 2005-20-25 and accepts later Cessna Service Bulletin revisions that the FAA approves as AMOCs to that FAA AD as acceptable for compliance. That creates a direct interaction: CASA’s Directive aligns with the FAA’s safety determination and provides a channel for later FAA-approved procedural changes to be accepted domestically.

• Relationship with manufacturer service bulletins: Rather than creating its own technical procedure, the AD requires inspection and replacement "in accordance with" Cessna Service Bulletin CQB05-2 for Models 425 and 441 and Cessna Service Bulletin MEB05-1 for all other listed models. This cross-reference means that the AD imports the technical detail of those SBs into the regulatory requirement. If later revisions of those SBs are approved by the FAA as AMOCs to FAA AD 2005-20-25, the AD accepts them. Therefore, the maintenance law effect is mediated through the SBs and any FAA-approved updates.

• Interaction with parts and installation regulation: The AD’s Requirement 4 prohibits installation as replacement spares of affected P/Ns without acceptable date code status as of the AD effective date. That interacts with any domestic rules governing parts approval, traceability and permitted maintenance practises. Operators and maintenance organisations must make installation decisions consistent with the AD, which in turn affects inventory management and parts procurement.

• International acceptance and equivalence: The AD explicitly references FAA material, thereby linking CASA’s maintenance obligation for Australian-registered aircraft to FAA determinations concerning the same aircraft/parts. The document acknowledges that FAA-approved AMOCs to FAA AD 2005-20-25 for later SBs are "considered acceptable for compliance with the equivalent Requirements of this Directive" (Note). That reflects a regulatory policy of equivalence where technical updates approved by the FAA may satisfy CASA’s maintenance requirements for this item.

• No explicit amendment to civil aviation legislation in the AD text: The Directive is itself a regulatory safety instrument and does not purport to amend underlying aviation statutes in the text provided. It is an operative administrative directive intended to be complied with under the broader legal framework that empowers CASA to issue airworthiness directives.

• Records and certification interplay: The AD requires actions that in practice will need to be recorded in maintenance logs and documented for continued airworthiness certification. The AD does not expressly spell out the recording format, but because it requires compliance "in accordance with" specific SBs and maintenance manuals, it interacts with the broader maintenance-records regime. Compliance with the AD will ordinarily be demonstrated through entries in the aircraft maintenance release, logbooks and other airworthiness records that the regulator inspects.

• Cross-border operational effects: Operators who fly between jurisdictions (for example Australian operators with US-registered aircraft, or operators flying Australian-registered aircraft into the United States) will see alignment in the requirements because the AD references FAA AD 2005-20-25. This reduces the risk of divergent technical standards between CASA and FAA for this specific issue.

In short, the AD integrates manufacturer procedures and FAA determinations into CASA’s domestic regulatory obligations, thereby affecting maintenance practice, parts installation rules, and record-keeping under the wider civil aviation legal framework.

The Directive document supplied carries several time indicators but does not include a sequence of formal amendments within the text supplied. The AD is labelled AD/CESSNA 400/113, Avionics Bus Circuit Breaker Switch, 13/2005. It states that the AD becomes effective on 22 December 2005 and is signed by a CASA delegate, James Coyne, with the date 10 November 2005. The Service Bulletins mandated for inspection and replacement are dated 21 February 2005: Cessna Conquest SB CQB05-2 and Cessna Multi-engine SB MEB05-1. The Directive notes FAA AD 2005-20-25 Amdt 39-14321 and accepts later revisions of the identified SBs if approved by the FAA as an AMOC to FAA AD 2005-20-25.

What the AD text does not include is any later amendment history, re-issuances, superseding CASA directives or post-2005 modification to the AD itself. The AD contains the statement: "Later revisions of the above SB(s), approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2005-20-25, are considered acceptable for compliance with the equivalent Requirements of this Directive." That sentence provides an explicit pathway for the acceptance of procedural changes without the need for immediate re-issuance of the CASA AD where the FAA itself has approved a Service Bulletin revision as AMOC. It is not, however, a formal amendment of the AD text; it is a policy instrument that permits certain subsequent FAA approvals to be relied upon by Australian operators.

Because no subsequent versioning, revocation or supplanting instruments are included in the supplied text, the amendment history contained within this document is a single-issue issuance in late 2005: the AD was published as AD/CESSNA 400/113, signed on 10 November 2005, and made effective on 22 December 2005. Any later amendments or superseding instruments would not be evident from this document and must be searched for in CASA’s AD database or later regulatory publications.

For practitioners, the practical implication is that although the AD accepts FAA AMOCs to later SB revisions, reliance on any later change requires verification that the FAA did indeed approve the specific SB revision as an AMOC to FAA AD 2005-20-25. That verification step is the operative mechanism by which the regulatory technical standard can be updated without an express amendment appearing in the text of the original AD.

The Directive text provided does not record any litigation history. There are no judicial decisions, enforcement proceedings or administrative appeals referenced within the AD document itself. The AD cites FAA AD 2005-20-25 and refers to Cessna Service Bulletins CQB05-2 and MEB05-1, but it does not cite or summarise any court or tribunal proceedings relating to the matter.

Because the text does not include litigation references, practitioners should treat the AD as a technical regulatory instrument issued by CASA without an accompanying record of judicial challenges reported in the instrument. If a user requires litigation history , for example, challenges to the validity of the AD, enforcement actions taken by CASA against operators for non-compliance, or disputes about the technical interpretation of the Service Bulletins , those would have to be sourced from judicial records, CASA enforcement files or administrative proceedings outside the AD text. The AD itself does not provide such information.

Absent further documentation in the AD, the following facts are grounded in the Directive: it references FAA AD 2005-20-25 Amdt 39-14321 and Cessna SBs dated 21 February 2005; it was signed by a CASA delegate on 10 November 2005 and became effective 22 December 2005. No cases, appeals or rulings are named. Any litigation history, if it exists, is not documented in this Directive and must be researched in regulatory and judicial repositories.

Several practical pitfalls and non-obvious consequences arise directly from the AD text and its structure. These are the operational and compliance items that commonly produce mistakes or exposure.

• Applicability precision: The AD applies only to specific Cessna Model 400-series models and to discrete serial-number ranges. Practitioners must check both the model and the serial number of the airframe against the long Applicability table. The list contains single serial numbers and discontinuous ranges (for example, certain 402B, 402C and 414A ranges). Treat the table as exhaustive; an aeroplane outside the listed serial ranges is not covered by this AD as written. Failure to check serial numbers precisely could lead to unnecessary action or, conversely, to failure to act on an aircraft that is actually covered.

• Date-code interpretation: The date-code format is defined as four digits where the first two digits represent the year and the last two digits represent the week of that year (Background). The AD uses the threshold "0434" as the minimum acceptable date code. Operators must interpret "0434" as week 34 of 2004. Misreading the format (for instance reading it as YDDD or another scheme) could lead to incorrect classification of parts.

• Parts without date code: If the breaker has one of the listed P/Ns but lacks a date code, the Directive requires replacement before further flight after the inspection (Requirement 2). That is an immediate grounding trigger. Maintenance staff and operators must plan for the possibility of immediate replacement when inspecting an affected aircraft and should therefore have a compliant replacement part or approved supplier ready.

• Safe-life 1,000 hours: A unit with a date code earlier than 0434 is not to be grounded immediately in all cases, but is assigned a safe-life limit of 1,000 hours TIS; it must be replaced within that TIS (Requirement 3). Operators must therefore establish accurate TIS tracking for the individual breaker unit. Mistakes in tracking accumulated hours on a particular breaker can lead to inadvertent overrun of the 1,000-hour limit.

• Prohibition on installing older/undated spares: Requirement 4 forbids installation, as a replacement spare, of any affected P/N that lacks a date code or has a date code earlier than 0434. That rule takes effect as of the AD effective date. Inventory managers who hold unlabelled or early-date parts must treat them as unavailable for installation on the affected fleet. That can create immediate spare-parts shortages if not anticipated.

• Reliance on service bulletins and AMOCs: The AD requires procedures to be followed "in accordance with" the named Cessna SBs and the applicable maintenance manual. For Models 425 and 441 the SB is CQB05-2; for others it is MEB05-1 (Requirement 1a,b; Requirement 2a,b). Later revisions of these SBs are acceptable only if the FAA has approved them as an AMOC to FAA AD 2005-20-25. Operators cannot unilaterally substitute other procedures without verifying FAA AMOC approval.

• Timing window interpretation: The initial inspection deadline is framed as the next 200 hours TIS, the next 12 months or the next scheduled inspection after the AD effective date, whichever occurs first. Be careful: "whichever occurs first" may make the inspection required sooner than operators assume if the aircraft has a scheduled inspection within a short time. Operators must compute which of the three options occurs first for each aeroplane to avoid missing the earliest deadline.

• Tracing and marking of replaced parts: Because the AD focuses on date codes as the determinant of compliance, maintenance organisations must ensure correct identification and labelling of replaced parts and update maintenance records. Failure to maintain traceability of the replaced unit’s TIS or date code can create future compliance issues, especially for proving compliance during audits or when selling or transferring the aircraft.

• Market and supplier constraints: The Directive does not provide alternative acceptable P/Ns beyond CM3589-50 dated 0434 or later, so in a fleet with many affected units, operators may face increased competition for compliant units. The AD does not contain price or procurement measures; therefore supply constraints could lead to operational downtime. That market effect is a likely practical consequence to be managed.

• No penalties detailed in the AD text: The AD does not list penalties. Operators must infer that non-compliance exposes them to regulatory action under CASA’s enforcement framework; do not treat the absence of penalties in the AD as permissive.

These "gotchas" are mechanistic risks arising from precise textual terms in the Directive; operational planning should address serial-number checking, date-code literacy, spare-parts management, TIS tracking, and reliance on the correct SBs or FAA-approved AMOCs.

The AD prescribes a step-by-step set of obligations. The following is a practical compliance checklist reflecting the Directive’s Requirements and Compliance timings. Every statement below is grounded in the wording of the Directive.

1. Establish applicability for each airframe

   • Confirm whether the aeroplane is one of the Model 400 series types listed in the AD’s Applicability table (for example 401, 401A, 401B, 402, 402A, 402B, 402C, 404, 411, 411A, 414, 414A, 421, 421A, 421B, 421C, 425, 441).
   • Verify the exact serial number of the airframe against the serial ranges and single serials in the Applicability table. The Directive applies only to aircraft whose serial numbers appear in the table.

2. Schedule and perform initial inspections in accordance with Requirement 1

   • For each affected aeroplane, arrange an inspection to determine the P/N and date code of the avionics bus circuit breaker switch, using the applicable Service Bulletin and maintenance manual.
   • For Models 425 and 441, follow Cessna Conquest SB CQB05-2 dated 21 February 2005 and the applicable maintenance manual (Requirement 1a).
   • For all other affected models, follow Cessna Multi-engine SB MEB05-1 dated 21 February 2005 and the applicable maintenance manual (Requirement 1b).
   • Ensure the inspection occurs within the AD’s timing window: within the next 200 hours TIS, the next 12 months, or at the next scheduled inspection, whichever occurs first (Compliance for Requirement 1).

3. Classify each breaker and act according to the three outcomes

   • If the P/N is one of the listed P/Ns and the date code is 0434 or later, document the finding and no further action is required for that unit under the AD (Requirement 1).
   • If the P/N is one of the listed P/Ns and there is no date code, replace the unit with a P/N CM3589-50 that has a date code of 0434 or later before further flight following the procedure in the relevant SB and maintenance manual (Requirement 2). Do not return the aircraft to service with the unidentified/undated unit installed.
   • If the P/N is one of the listed P/Ns and the date code is earlier than 0434, record and track the unit’s time in service and replace it within 1,000 hours TIS with a P/N CM3589-50 that has a date code of 0434 or later, following the relevant SB and maintenance manual (Requirement 3). Establish a clear TIS tracking method for that specific breaker.

4. Remove disallowed spare installation options from inventory

   • As of the AD effective date (22 December 2005), do not install any of the affected P/Ns that lack a date code or have a date code earlier than 0434 as a replacement spare (Requirement 4). Update spares inventory records and quarantines to prevent use of disallowed units.

5. Use later SB revisions only if FAA AMOC exists

   • If a later revision of CQB05-2 or MEB05-1 exists, verify whether the FAA has approved that revision as an Alternate Method of Compliance to FAA AD 2005-20-25. If so, CASA accepts such FAA-approved SB revisions as acceptable for compliance with the equivalent requirements of this Directive (Note). Do not rely on later SBs unless the FAA AMOC approval exists.

6. Maintain records showing compliance

   • Make entries in aircraft maintenance records showing the inspection date, P/N and date-code findings, any replacement work, part numbers and serial/date codes of replacement parts, and TIS tracking for parts that have been assigned the 1,000-hour safe-life. While the AD does not specify the record format, compliance must be demonstrable by logs conforming to standard maintenance record practice and to any record-keeping steps required by the SBs/maintenance manual referenced by the AD.

7. Plan procurement and logistics

   • Anticipate demand for compliant replacement parts (CM3589-50 dated 0434 or later) and engage suppliers early to avoid prolonged grounding. Update spares procurement procedures to exclude prohibited units and to require verification of the required date code on any stock sold or received for the affected fleet.

8. Make operational decisions consistent with safety obligations

   • If an inspection reveals an undated unit, do not schedule flights that would depend on the current installation; replacement is required before further flight (Requirement 2).
   • For units with early date codes, plan replacement within the 1,000-hour limit and ensure no overrun.

9. Coordinate with regulators if unsure

   • If an operator wishes to use a different procedure than the SBs referenced, the AD itself only accepts an FAA-approved AMOC for later SB revisions. Operators who consider other alternative methods should engage CASA early to confirm acceptability, bearing in mind the AD’s explicit acceptance condition for FAA AMOCs.

10. Audit and verify compliance for sale or lease

• If the aircraft is to be sold, leased or moved between operators, ensure the maintenance records clearly demonstrate AD compliance. The AD’s requirements for inspection, replacement and spare prohibition must be reflected in the aircraft’s recorded maintenance status.

Following the steps above will satisfy the Directive’s requirements as set out in Requirements 1-4 and the Compliance section, provided operators adhere to the timing windows and the SB-procedural detail referenced in the AD.