AD/CESSNA 550/25 Amdt 1 - Engine Fire Bottle Wiring

The Directive centres on a small set of technical and procedural concepts that determine responsibility, method and acceptability.

Applicability and service documentation. The Directive applies to Cessna Model 550, 551 and S550 aeroplanes identified in the specified Cessna Service Bulletins: SB550‑26‑05 for Models 550 and 551, and SBS550‑26‑02 for S550. Each listed SB is shown as "Original" revision dated 1 April 2005 (Applicability table). The Directive requires accomplishment "in accordance with" the relevant Cessna SB, so the SBs are the specified technical means by which the Directive is satisfied.

Identification sleeves and terminal studs. The technical fix required is the installation of identification sleeves on the wires that connect to the positive and negative terminal studs of the engine fire extinguishing bottles. The Directive requires that the wires be re‑connected to the correct studs and that the connections be tested, repeating re‑connection and testing until the connection tests correctly. The procedures, test criteria and detailed steps are referenced to the relevant Cessna SBs rather than set out in the Directive text.

Two discrete requirements. The Directive is framed as two concrete requirements. Requirement 1 is the retrofit / verification task for aircraft not already modified under the initial issue of the Directive. Requirement 2 is a preventive rule that forbids the retrofitting of replacement fire extinguisher bottles on any affected aeroplane unless the identification sleeves have been installed. The two requirements operate together to address both aircraft already in the fleet and future parts replacement.

Time limits and trigger metrics. The compliance period for Requirement 1 is specified in operational terms: within 100 hours time in service or 60 days after the effective date of the Amendment, whichever occurs first. The trigger metrics therefore impose both an operational hours cap and a calendar cap. Requirement 2 is effective immediately as of the Amendment’s effective date, meaning that spare parts procurement and component replacement decisions are constrained from that date.

Interplay with FAA approvals. The Directive accepts later revisions of the cited Cessna SBs only if those revisions have been approved by the FAA as an Alternate Method of Compliance to FAA AD 2007‑11‑17. The Directive explicitly references FAA AD 2007‑11‑17 Amdt 39‑15074 (Note). That creates a cross‑jurisdictional acceptance route where FAA approval of later SB revisions functions as the regulator‑sanctioned means of approving alternative SB content.

Safety rationale. The safety problem driving the Directive is succinctly stated: the FAA received reports of mis‑wired fire extinguisher bottles, which could lead to circuit breakers disengaging when an attempt to discharge was made, preventing extinguisher discharge and creating the additional hazard that flammable fluids might be supplied during a fire, resulting in an unextinguished nacelle fire (Background). The Directive therefore links a small, documented wiring error to both a system reliability failure (circuit breaker trip) and a hazard escalation (continued fuel flow during engine fire).

Authority and effective dates. The Directive names David Punshon as Delegate of the Civil Aviation Safety Authority and records the Amendment effective date as 2 August 2007 and the delegate’s date as 19 June 2007. It also notes that the original Directive became effective on 11 May 2006, and that this Amendment extends applicability and adds the replacement‑parts requirement.

Collectively, these concepts tie a narrowly framed technical correction and a preventive installation prohibition to specific service documentation, a short compliance window, and an FAA‑managed route for alternative compliance methods.

The Directive affects identifiable parties and decision nodes in the life cycle of the affected aircraft and their parts.

Operators and registered owners of Cessna Model 550, 551 and S550 aeroplanes. The Directive applies to these aircraft "as identified in the following Cessna Service Bulletins" and therefore places an operational obligation on the operators and owners of affected tail numbers to ensure that Requirement 1 is performed on aircraft not previously modified in accordance with the original issue. The compliance time is expressed in aircraft operational terms (hours time in service) or calendar time, which are metrics under the control of the operator.

Maintenance organisations and licensed maintenance personnel. The Directive prescribes a technical action to be accomplished "in accordance with Cessna SB550‑26‑05 or SBS550‑26‑02 as applicable." That places the technical execution on maintenance providers capable of following those SBs. The procedure includes installation of identification sleeves, reconnection to correct terminal studs and iterative testing until correct. The practical implication is that licensed technicians or certified maintenance organisations will perform and certify the work in line with standard maintenance rules, using the SBs as the approved procedure.

Parts suppliers and logistics functions that manage spare fire extinguisher bottles. Requirement 2 explicitly prohibits installation of replacement fire extinguisher bottles on any affected aeroplane unless the identification sleeves have been installed on the wires for the positive and negative terminal studs. That prohibition affects the stock‑holding and supply decisions of parts managers and can affect operators who keep spares on hand. The effective date of Requirement 2 is immediate on the Amendment, so from that day forward replacement parts cannot be installed unless the sleeves are in place.

Regulatory authorities and their delegations. The instrument is issued by CASA (the text names a CASA delegate) and cross‑references an FAA airworthiness directive, FAA AD 2007‑11‑17 Amdt 39‑15074, as relevant. The Directive accepts later revisions of the Cessna SBs only if those revisions are approved by the FAA as an Alternate Method of Compliance to that FAA AD. That makes both CASA and the FAA relevant decision points for acceptance of alternative SB revisions and for interpretation of compliance equivalence.

Manufacturers as technical document authors. Cessna is the author of the service documentation referenced as the method for compliance. The SBs specified , SB550‑26‑05 (for Model 550 and 551) and SBS550‑26‑02 (for S550) , together with any FAA‑approved later revisions, are the technical route for maintenance actions. Cessna therefore has a role as the author of the method required by the Directive.

Insurers and operators’ customers. Although not named in the Directive text, insurers and hirers are affected indirectly because the Directive creates a mandatory maintenance condition that could influence airworthiness certificates, aircraft availability and interim grounding decisions. The Directive’s compliance timelines and restrictions on installation of replacement parts can influence commercial availability and scheduling.

In summary, the Directive assigns primary responsibility for compliance to aircraft operators and maintenance providers, constrains parts suppliers’ installation decisions, and references CASA and FAA approval channels for technical acceptability of later SB revisions. The Directive’s immediate prohibition on installing replacement bottles without the identification sleeves attaches directly to any actor attempting component replacement from the effective date.

The Directive sets out specific duties and, by omission, indicates the absence of other entitlements in the text.

Duties

• Perform the retrofit/verification task per Requirement 1 where not already accomplished. The duty is to install identification sleeves on the wires for the positive and negative terminal studs of the engine fire extinguishing bottles, re‑connect the wires to the correct studs, test the connection and repeat re‑connection and testing until the connection tests correctly. The Directive requires this to be accomplished "in accordance with Cessna SB550‑26‑05 or SBS550‑26‑02 as applicable" (Requirement 1).

• Adhere to the compliance timeframe for Requirement 1. The duty to complete Requirement 1 is subject to a specific deadline: within 100 hours time in service or 60 days after the effective date of the Amendment, whichever occurs first (Compliance).

• Do not install replacement fire extinguisher bottles unless identification sleeves have been installed. Requirement 2 imposes a preventive duty from the effective date: "Fire extinguisher bottles may not be installed, as replacement spares, on any Cessna Model 550, 551 or S550 aeroplane unless identification sleeves have been installed on the wires for the positive and negative terminal studs in accordance with Requirement 1." That duty is effective immediately as of the Amendment (Compliance).

• Use the specified Cessna SBs as the method of compliance. The Directive requires actions to be done in accordance with the listed Cessna SBs, which are named and dated in the Applicability table. Later revisions are only acceptable if they have FAA AMOC approval.

Rights and procedural notes implied in the text

• Acceptance of later SB revisions via FAA AMOC. The Directive states that later revisions of the listed SBs, if approved by the FAA as an Alternate Method of Compliance to FAA AD 2007‑11‑17, are considered acceptable for compliance with the equivalent Requirements of the Directive. That creates a rights pathway: an operator or maintenance organisation may rely on a later SB revision only where that revision has FAA AMOC approval. The Directive does not describe any CASA AMOC route in the text beyond the acceptance of FAA AMOC‑approved SB revisions.

• The Directive does not set out appeal or variance procedures. It references FAA AMOC acceptance for later SB revisions, but the Directive text does not specify a CASA process for approving alternate methods beyond accepting FAA‑approved alternatives. The absence of a defined CASA alternate method procedure in the text is notable for parties seeking an alternative approach.

• The Directive does not specify recordkeeping requirements, liability allocations, airworthiness certificate actions, or monetary penalties in its text. Those matters are not addressed within the Directive, and any such actions would be governed by other authorities or regulatory instruments outside the text provided.

In short, obligations are precise and technical: install identification sleeves, ensure correct terminal connections through iterative testing, complete the retrofit within a short operational/calendar window, and refrain from installing replacement bottles unless the sleeves are present. The only specified flexibility is acceptance of later Cessna SB revisions if the FAA has approved them as AMOC to FAA AD 2007‑11‑17.

The Directive sets mandatory requirements and compliance timelines but does not itself specify particular penalties, fines, or enforcement processes within its text.

What the Directive does specify

• Mandatory requirements and deadlines. The Directive prescribes Requirement 1 and Requirement 2, and sets a compliance interval for Requirement 1 of 100 hours time in service or 60 days after the effective date, whichever occurs first. Requirement 2 takes effect immediately as of the Amendment’s effective date. These are mandatory conditions stated as implementable actions and prohibitions.

• Reference to regulatory authority. The Directive is issued by a delegate of the Civil Aviation Safety Authority, which implicitly locates responsibility for enforcement within CASA’s regulatory framework. The text records the delegate’s name and date, and the Directive’s effective date. The instrument therefore carries the status of an official CASA airworthiness directive.

What the Directive does not specify

• No explicit penalties or sanction mechanisms are described in the Directive text provided. The Directive does not list civil or criminal penalties, penalty amounts, suspension processes, or administrative fine schedules. The absence of explicit sanction language means that the Directive itself functions as a regulatory instrument that imposes obligations; enforcement mechanisms and penalties, if any, will arise under the wider statutory and regulatory powers of CASA and associated aviation safety legislation or administrative frameworks not reproduced in the Directive text.

• No administrative appeal or variance process is described in the text beyond the acceptance clause for FAA‑approved Alternate Methods of Compliance to the FAA AD. The Directive therefore does not set out an internal CASA variance or exemption mechanism within its wording.

Practical enforcement channels implied

• Oversight through maintenance certification and continuing airworthiness. Because the Directive ties compliance to specific SBs and to workmanship obligations (testing until correct), the practical enforcement route will commonly be through maintenance records, logbook entries and CASA oversight of maintenance organisations and operators. The Directive itself, however, does not specify these recordkeeping or certification steps.

• Cross‑jurisdictional reliance on FAA approvals. The Directive accepts later Cessna SB revisions only if the FAA approves them as an AMOC to FAA AD 2007‑11‑17. That creates an enforceable boundary statement: reliance on a later SB revision without FAA AMOC approval will not meet the acceptance condition stated in this Directive.

Summary statement

The Directive imposes binding technical duties and time limits but does not in its text prescribe particular punitive measures. Enforcement and penalties are therefore matters for the issuing regulator’s broader powers and administrative procedures, not for the Directive’s text. Practitioners should note that although the Directive is specific about tasks and deadlines, it leaves enforcement mechanisms and penalties to broader regulatory instruments and CASA’s ordinary compliance oversight.

The Directive explicitly references and interacts with non‑Australian regulatory material in a limited, specified fashion; it also embeds configuration control through manufacturer service information.

Reference to FAA AD and AMOC process. The Directive expressly notes FAA AD 2007‑11‑17 Amdt 39‑15074 in its Note and states that "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 2007‑11‑17, are considered acceptable for compliance with the equivalent Requirements of this Directive." That creates a cross‑jurisdictional interface: FAA action on Cessna SB revisions as AMOC to the FAA AD is expressly accepted by CASA as satisfying the equivalent Requirements of this CASA Directive. The Directive therefore delegates, in practice, a role to the FAA’s AMOC determinations for the purpose of accepting later SB revisions.

Manufacturer service bulletins as mandated means. The Directive mandates compliance "in accordance with Cessna SB550‑26‑05 or SBS550‑26‑02 as applicable." This makes the manufacturer’s service documentation the operative technical standard within this regulatory instrument. Where later SB revisions exist, acceptance is conditional on FAA AMOC approval as described above.

Absence of statutory cross‑references within the text. The Directive does not cite Australian aviation statutes, regulations, or civil aviation safety rules by number in the text provided. The only explicit external legal reference is to the FAA AD and its amendment number. Therefore, the Directive functions as a discrete airworthiness directive that relies on CASA’s regulatory authority but does not, within the text, cite other domestic statutory provisions.

Implications for airworthiness management and recordkeeping not stated. The Directive does not specify how it interacts with requirements for continuing airworthiness records, maintenance release certification or the airworthiness certificate process. Those interactions will be handled through CASA’s broader regulatory framework and through standard practice that connects airworthiness directives to maintenance records and operator compliance. The Directive itself does not set out these recordkeeping or certification mechanics.

Practical interaction with parts procurement and maintenance contracts. Requirement 2's immediate prohibition on installing replacement bottles without the identification sleeves necessarily interacts with procurement decisions, spare parts inventories and maintenance contracting. Those commercial interactions are governed by contract law and supply arrangements outside the Directive, but the Directive changes the set of permissible technical states at the moment of installation.

Summary. The Directive interacts with external legal or regulatory instruments primarily by incorporating manufacturer service bulletins as the required method and by explicitly deferring acceptance of later SB revisions to FAA AMOC approvals to FAA AD 2007‑11‑17. It does not, in its text, cite domestic statutory provisions or specify enforcement penalties, leaving those interactions to CASA’s broader regulatory apparatus and to normal maintenance and contracting practices.

The Directive contains its own short amendment history and pointers to earlier material.

Original issue and dates. The Directive records that the original issue became effective on 11 May 2006 (Background). The Amendment presented in the text is recorded as "AD/CESSNA 550/25 Amdt 1", signed by a CASA delegate on 19 June 2007, with the Amendment effective on 2 August 2007 (closing lines and Compliance section).

What the Amendment changes mechanically. The Amendment continues the requirements of the original issue (installing identification sleeves, reconnecting wires correctly and testing), extends applicability to include Model 551 aeroplanes, and adds a new requirement regarding replacement fire extinguisher bottles (Requirement 2). The Amendment therefore broadens applicability and tightens a preventive rule on replacement parts in addition to maintaining the original corrective work (Background).

Service Bulletin dates and revision status. The Applicability table lists the relevant Cessna SBs and their revision status as "Original" dated 1 April 2005 for each model identified: SB550‑26‑05 (Models 550 and 551) and SBS550‑26‑02 (S550). The Directive states that later revisions of the listed SBs are acceptable only if the FAA has approved them as AMOC to FAA AD 2007‑11‑17. The text therefore documents the current accepted SB revisions and provides a route for later SBs to be accepted, subject to FAA AMOC approval.

FAA AD cross‑reference. The Directive notes FAA AD 2007‑11‑17 Amdt 39‑15074 as a related document. The acceptance clause for later SB revisions ties those revisions to FAA AMOC approval to that FAA AD, effectively making the FAA AD and its AMOC process part of the Amendment’s operational amendment history.

Summary of amendment chronology. The trajectory recorded in the document is: Cessna SBs issued 1 April 2005; an original CASA Directive became effective 11 May 2006; this Amendment (Amdt 1) dated 19 June 2007 and effective 2 August 2007 continues the original requirements, extends applicability to Model 551, and adds the replacement‑parts prohibition as Requirement 2. Later SB revisions may be accepted if they obtain FAA AMOC approval to FAA AD 2007‑11‑17.

The Directive itself does not include any litigation history or references to judicial decisions. The text names no court cases, appeals, tribunal decisions or legal challenges. It is a regulatory instrument that records a safety action and cross‑references FAA action, but does not purport to summarise any subsequent legal disputes.

What the document contains on disputes or alternatives. The Directive provides a constrained acceptance pathway for later Cessna SB revisions: they are "considered acceptable for compliance" only if approved by the FAA as an AMOC to FAA AD 2007‑11‑17. That acceptance route suggests a technical administrative path for resolving disputes over later SB content , namely, FAA AMOC approval to the FAA AD. The Directive does not indicate any CASA internal appeal or AMOC process in the text provided. The absence of such procedural text means that any disagreement over compliance avenues would, in practice, be resolved through established regulatory channels, contract negotiations, or, if escalated, through broader administrative or judicial processes outside the Directive. The Directive contains no record of such escalations.

Absence of named case law or tribunal findings. Because the Directive lists no cases, practitioners will not find precedent in the Directive itself. Any litigation that might have arisen from non‑compliance, enforcement action or contested maintenance standards is not recounted here. Users seeking an adjudicated interpretation of the Directive's means or enforcement will need to consult CASA enforcement records, judicial databases, or administrative tribunal decisions outside the document.

Practical implications for prospective litigants. The Directive’s express acceptance of FAA AMOC approvals for later SBs provides a clear administrative approval route that could bear on legal disputes about the acceptability of alternative compliance methods. However, the Directive does not document how CASA would treat a later SB that lacks FAA AMOC approval, nor how CASA would consider a bespoke alternative method proposed by an operator or maintenance organisation. Any legal contest over those points would therefore rest on external legal materials and CASA’s wider enforcement and administrative practices, none of which are summarised in the Directive text.

In short, the Directive contains no litigation history. It offers an administrative acceptance route for later SB revisions via FAA AMOC approvals, but it does not provide a narrative of enforcement litigation or judicial resolution within the text provided.

The Directive is short and technical but contains several practical traps and timing nuances that can catch operators, maintenance organisations and parts suppliers.

Immediate prohibition on installing replacement bottles. Requirement 2 takes effect "as of the effective date of this Amendment" and bars installing replacement fire extinguisher bottles on any affected aeroplane unless identification sleeves have been installed on the wires for the positive and negative terminal studs. That means that from the effective date any attempt to fit a spare bottle without the sleeves would be contrary to the Directive. Operators who keep spare bottles on hand may discover that those spares cannot lawfully be fitted until the sleeves are installed. The Directive does not provide a grace period for ongoing maintenance cycles; the prohibition is immediate.

Dual compliance metrics create scheduling friction. Requirement 1 must be accomplished within whichever occurs first of 100 hours time in service or 60 days after the effective date. That dual criterion means that an aircraft used heavily could reach 100 hours before the 60‑day calendar mark and hence require earlier maintenance scheduling. Operators must track both hours‑in‑service and calendar time to ensure compliance. Misreading the deadline as "either/or" rather than "whichever occurs first" could cause late compliance.

Iterative testing obligation. The Directive requires testing the connections and re‑connecting "again as applicable until the connection tests correctly." That iterative phrasing creates a workmanship and documentation implication: maintenance actions must not merely be performed once; testing must demonstrate correct wiring and technicians must be prepared to repeat the reconnection and testing steps until a satisfactory test result is achieved. Failure to follow this iterative mandate could leave wiring misconfigured.

Reliance on specific SBs and limited acceptance of later revisions. The Directive requires work be done "in accordance with Cessna SB550‑26‑05 or SBS550‑26‑02 as applicable." Later revisions of those SBs are accepted only if the FAA has approved them as an AMOC to FAA AD 2007‑11‑17. A naive assumption that any later manufacturer revision automatically qualifies is incorrect; only FAA‑approved revisions satisfy the Directive’s acceptance clause. Maintenance organisations must verify FAA AMOC approvals for later SB revisions rather than rely solely on Cessna revision notes.

Applicability nuances. The Directive extends applicability to Model 551; practitioners must ensure that fleet lists include Model 551 registrations and that maintenance tracking captures all three models named. The Applicability table explicitly lists the models and matching SB numbers. Missing an applicable aircraft because it was overlooked in fleet records would be a compliance risk.

No penalties set out in the Directive text. The Directive mandates actions and deadlines but does not specify sanctions. That can create uncertainty about enforcement outcomes. Operators should not interpret this absence as permissive; rather, enforcement mechanisms and penalties will be handled via CASA’s wider powers, which are not reproduced here.

Possible operational impact from parts procurement. Because replacement bottles cannot be installed unless identification sleeves are installed, operators who require immediate replacement parts in the field may have to delay installation until a qualified maintenance action installs the sleeves. That can create aircraft downtime or interim operational restrictions.

Cross‑jurisdictional acceptance caveat. The Directive accepts FAA AMOC‑approved SB revisions as acceptable. If a later SB revision is approved by Cessna but lacks FAA AMOC approval, the Directive does not accept it for compliance. Shops that operate across jurisdictions must check the FAA AMOC status rather than rely on a Cessna revision number alone.

In short, the practical pitfalls are timing, the immediate replacement‑parts prohibition, exact adherence to the named SBs unless an FAA‑approved revision exists, and the iterative testing requirement. Operators, suppliers and maintenance organisations should plan for potential aircraft downtime, verify SB revision acceptability with FAA AMOC records, and ensure technicians understand the repeat‑test requirement.

The Directive sets a compact compliance recipe; adherence requires following the specified service bulletins and observing the deadlines and prohibitions.

Stepwise compliance pathway

1. Identify affected aircraft in your fleet. Confirm whether each airframe is a Cessna Model 550, 551 or S550 as identified in the Directive’s Applicability table. Ensure that records indicate whether the original issue of the Directive has already been accomplished for that aircraft. If the original issue was already completed in accordance with the original Directive, Requirement 1’s retrofit need may be satisfied.

2. Determine applicable Service Bulletin. For each affected aeroplane that requires action, identify the correct Cessna Service Bulletin: SB550‑26‑05 for Model 550 and Model 551, and SBS550‑26‑02 for S550. The Directive requires work to be accomplished "in accordance with" these SBs.

3. Schedule the work within the compliance window. For aircraft subject to Requirement 1 that have not been previously modified, plan to complete the work within 100 hours time in service or within 60 days after the Amendment’s effective date, whichever occurs first. Track both the calendar and the hours to avoid missing the earlier trigger.

4. Execute the technical actions per the SB. The core technical tasks are:

   • Install identification sleeves on the wires for the positive and negative terminal studs of the engine fire extinguishing bottles.
   • Re‑connect the wires to the correct terminal studs.
   • Test the connection.
   • If the connection does not pass the test, re‑connect and test again as applicable, repeating until the connection tests correctly. Carry out these steps using the procedures, fasteners, torque values, testing methods and checks specified in the applicable SB.

5. Verify acceptability of later SB revisions if you intend to use them. If you plan to use a revision later than the "Original" 1 April 2005 issue referenced in the Directive, confirm that the FAA has approved that later revision as an Alternate Method of Compliance to FAA AD 2007‑11‑17. Only FAA‑AMOC‑approved later revisions are "considered acceptable for compliance" under this Directive.

6. Do not install replacement bottles without sleeves. From the Amendment effective date onward, do not install fire extinguisher bottles as replacement spares on any affected aeroplane unless the identification sleeves have been installed on the positive and negative terminal wires in accordance with Requirement 1.

7. Maintain proof of compliance consistent with normal continuing airworthiness practices. While the Directive does not itself specify recordkeeping steps, the practical compliance path requires documenting the work performed, the SB revision used, dates and the identity of the maintenance organisation and certifying personnel. Maintain those records in aircraft maintenance documentation as typical.

Operational and procurement adjustments

• Check spare parts inventories and procurement practices to ensure that replacement bottles are not fitted in contravention of Requirement 2. If spares are procured, plan for installation only after the identification sleeves have been fitted.

• Coordinate maintenance scheduling to minimise operational disruption given the 100 hours / 60 day deadline. For aircraft close to 100 hours time in service, prioritise scheduling.

• Verify that technicians understand the iterative testing requirement and the correct definition of "positive" and "negative" terminal studs per the SB; the safety objective is to prevent mis‑wiring.

Fallback and alternative methods

• If you intend to rely on an alternate method of compliance or a later SB revision, obtain written confirmation that the FAA has approved that SB revision as an AMOC to FAA AD 2007‑11‑17. The Directive explicitly accepts only FAA‑AMOC‑approved SB revisions as acceptable alternatives.

• The Directive contains no CASA AMOC procedure text within its wording. If an operator wants a bespoke alternative not encompassed by an FAA‑AMOC‑approved SB, they should seek CASA guidance outside the Directive text, recognising that the Directive itself does not describe that route.

Summary checklist

• Confirm aircraft applicability and prior compliance with original Directive.
• Use the correct SB (SB550‑26‑05 or SBS550‑26‑02).
• Install identification sleeves; reconnect wires correctly; test until OK.
• Complete Requirement 1 within 100 hours time in service or 60 days.
• Do not fit replacement bottles unless identification sleeves are installed.
• Rely on later SB revisions only if FAA has approved them as AMOC to FAA AD 2007‑11‑17.
• Record the work in maintenance documentation in line with standard continuing airworthiness practice.

Following these steps aligns the operator and maintenance organisation with the Directive’s explicit technical requirements, deadlines and acceptance routes as set out in the document.