AD/CL-600/95 - Air-Driven Generator - Internal Wiring

The directive deploys a compliance architecture typical of airworthiness directives: applicability, identification, remediation, installation control and time-limited compliance. The core technical concept is that particular ADG part numbers and serial numbers are vulnerable to an internal wiring anomaly that can produce a short circuit between conductor wires and metallic over-braided shields, which in turn can prevent the ADG from producing power when deployed (Background). The AD operationalises that technical finding through five linked concepts.

• Applicability. The AD applies to Model CL-600-2B19 aeroplanes with aircraft serial numbers 7305 through 7990, and 8000 and subsequent. This is the fleet cohort on which the AD is mandatory (Applicability).

• Identification by component serial number. The AD requires checking the ADG S/N against a list contained in Bombardier SB 601R-24-113 (Revision A). The SB list is the gating mechanism for further action (Requirement 1.a). If the ADG S/N is not in the SB list, no further action is required under Requirement 1.a.

• Identification by plate marking. For ADGs whose S/N appears in the SB list, the identification plate is the documentary/physical evidence that the ADG has undergone the modification. If the identification plate bears the symbol “24-2” (as per Hamilton Sundstrand SBERPS10AG-24-2), no modification is required (Requirement 1.b). If the plate lacks the symbol, modification is mandated (Requirement 1.c).

• Remedial action by SB modification. The required technical fix is modification of the ADG wiring in accordance with the Accomplishment Instructions in Bombardier SB 601R-24-113, Revision A, or a later approved revision (Requirement 1.c). The AD delegates the method of repair to an industry service bulletin, subject to approval by the named continuing airworthiness authority.

• Installation control for spares. The AD prohibits installation, from the effective date, of certain ADGs as replacement spares on the affected aeroplanes unless the ADG is identified with the “24-2” symbol (Requirement 2). It identifies the affected ADG part numbers (604-90800-1, 604-90800-17, 604-90800-19) and defers to Table 1 for the affected ADG S/N ranges.

Linked administrative concepts include allowance for prior compliance (Note 1), acceptance of maintenance-records-based compliance rather than physical inspection (Note 2), and cross-reference to another regulator’s AD (Transport Canada AD CF-2008-09) and to Hamilton Sundstrand documentation (SBERPS10AG-24-2 / ERPS10AG-24-2). The SB dates and revisions are explicitly referenced and control which technical instructions satisfy the directive (SB 601R-24-113 original issue dated 22 April 2004; Revision A dated 11 August 2005; and later revisions only if approved by the Chief, Continuing Airworthiness, Transport Canada).

Mechanically, therefore, the AD creates a conditional two-step gate: (1) identify whether an ADG is in the suspect population (check S/N), and (2) if it is suspect, verify whether it carries the approved modification marking or perform the SB wiring modification. For replacement spares, the gate is simpler and immediate: do not install an ADG from the listed S/N population unless it bears the approved marking.

The directive identifies named parties by legal and practical roles; the primary duty-bearers are aircraft operators, owners and maintenance organisations responsible for CL-600-2B19 aeroplanes within the directive’s applicability. The AD text itself defines applicability: Model CL-600-2B19 aeroplanes with S/N 7305 through 7990, 8000 and subsequent (Applicability). That will typically be the registered operator and the entity responsible for continuing airworthiness.

Maintenance organisations and technicians are operationally affected because the AD prescribes inspections and modifications to ADGs in accordance with Bombardier SB 601R-24-113, Revision A (Requirement 1.c). Those organisations either perform the wiring modification or must contract it to an appropriately approved maintenance provider able to follow the SB instructions and produce the maintenance paperwork required to rely on Note 2 (review of maintenance records).

Parts suppliers and inventory managers are affected by the installation restriction in Requirement 2. The AD bans installation, as of the effective date, of ADGs with particular part numbers and S/N ranges listed in Table 1 unless they are identified with the symbol “24-2”. Organisations that stock, sell, or issue replacement ADGs of part numbers 604-90800-1, 604-90800-17 or 604-90800-19 will need to check serial numbers of stock and ensure they are either marked or withheld from installation on affected aeroplanes.

Regulators and continuing airworthiness authorities are implicated indirectly. The AD requires the use of Bombardier SB 601R-24-113 Revision A, or a later revision if approved by the Chief, Continuing Airworthiness, Transport Canada; this establishes interlocking roles between CASA (the issuer) and Transport Canada (which must approve later SB revisions) (Requirement 1 and cross-reference).

Passengers and the public are indirectly affected in the sense that the AD addresses a potential in-flight loss of the ADG as an emergency/backup power source. The directive’s Background identifies the safety hazard (ADGs failing to come on-line during test deployments) as the reason for mandatory action.

The AD does not specify monetary penalties or criminal sanctions in its text. It establishes mandatory maintenance and installation restrictions; enforcement and oversight will follow from the regulator’s standard enforcement and certification framework (the AD itself imposes the maintenance obligations but does not set out enforcement mechanisms or fines in the printed text).

Finally, manufacturers and component OEMs , Bombardier and Hamilton Sundstrand , are affected for two reasons: the SB is a Bombardier document implementing the fix and Hamilton Sundstrand documentation supplies the plate marking reference (“24-2” per SBERPS10AG-24-2). They are the technical sources for the identification and fix procedures cited in the AD (Requirements and Background).

The AD assigns clear duties to operators/maintainers and places identification obligations on part suppliers. It also recognises certain rights or options for compliance.

Duties

• Aircraft applicability duty. If you operate a CL-600-2B19 with S/N 7305-7990, 8000 and subsequent, you are in the scope of the AD and must follow the directive’s steps (Applicability).

• Serial-number check. For those aircraft, you must inspect the S/N of the installed ADG and compare it to the list in Bombardier SB 601R-24-113, Revision A, or later approved revision. If the ADG S/N is not in the SB list, the directive explicitly states “no further action is necessary” for Requirement 1.a, so the duty ends there for that aircraft/component (Requirement 1.a).

• Plate inspection. If the ADG S/N is listed in the SB, the operator must inspect the ADG identification plate for the symbol “24-2”. If the plate shows “24-2”, the directive again declares “no further action is necessary” (Requirement 1.b).

• Modification duty. If the ADG S/N is listed in the SB and the identification plate does not bear “24-2”, the operator must modify the ADG wiring per the Accomplishment Instructions in Bombardier SB 601R-24-113, Revision A, or a later revision approved by the Chief, Continuing Airworthiness, Transport Canada (Requirement 1.c).

• Installation prohibition for spares. From the effective date, ADGs of the specified part numbers and S/Ns listed in Table 1 may not be installed as replacement spares on affected aeroplanes unless they are identified with the “24-2” symbol (Requirement 2).

• Timing obligations. The period for Requirement 1 is within 12 months after the AD’s effective date; Requirement 2 is effective immediately as of the AD’s effective date (Compliance).

Rights and compliance options

• Record-based compliance. The AD explicitly permits satisfying Requirement 1 by review of the aircraft maintenance records rather than a physical inspection (Note 2). That is a compliance pathway that relies on documented evidence of prior modification.

• Prior compliance acceptance. Operators who previously performed the Bombardier SB 601R-24-113 original issue (22 April 2004) or Revision A (11 August 2005) are treated as compliant with Requirement 1 provided the ADG has not been replaced since the SB was incorporated (Note 1).

• Use of later approved SB revisions. The AD allows use of “later revision approved by the Chief, Continuing Airworthiness, Transport Canada” to satisfy the technical requirement. That creates a route to use updated instructions if formally approved (Requirement 1 and Requirement 1.c).

Delegations and document references

• The AD refers to external documents: Bombardier SB 601R-24-113 (original issue and Rev A), Hamilton Sundstrand SBERPS10AG-24-2 (reference for the “24-2” marking), and Transport Canada AD CF-2008-09 (Note 3 referencing the Transport Canada AD). The AD’s duties are framed in terms of compliance with those documents; a right recognised by the AD is to rely on any later SB revisions but only if approved by the stated Transport Canada authority.

What the AD does not state

• The AD does not set out fines or criminal penalties for non-compliance in its text. It prescribes mandatory maintenance actions and installation prohibitions; enforcement will be through the regulator’s broader legal and oversight framework, but no specific sanction provisions are included in the printed directive.

The directive text itself prescribes mandatory maintenance and installation controls but does not enumerate monetary penalties, criminal sanctions or administrative fine amounts. The document uses prescriptive language,“inspect”, “modify”, “may not be installed”,that creates compliance obligations; it does not specify enforcement procedures or penalties within its text.

From the AD we can state the following direct enforcement-relevant points that the text supports.

• Mandatory nature of actions. The directive language is mandatory for the identified aircraft and components: Requirement 1 requires inspection and, where necessary, modification; Requirement 2 prohibits installation of certain ADG spares unless they bear the “24-2” mark. The AD sets compliance deadlines (within 12 months for Requirement 1; immediately for Requirement 2), which converts the technical instructions into time-limited regulatory obligations (Compliance).

• Evidence of compliance. The AD expressly allows operators to satisfy Requirement 1 by review of maintenance records (Note 2), which means an operator’s maintenance documentation will serve as the evidential basis for regulatory compliance in place of a physical inspection. Note 1 likewise recognises prior performance of the Bombardier SB 601R-24-113 original issue or Revision A as satisfying Requirement 1 if the ADG has not been replaced since SB incorporation. These provisions shape enforcement by identifying acceptable proof of compliance.

• Delegated approvals. The AD conditions the use of later-revision SB instructions on approval by the Chief, Continuing Airworthiness, Transport Canada. That introduces a delegated approval step for any deviation from the specified SB Revision A; regulators may require documentation of such approvals during oversight.

• Implicit enforcement body. The AD is issued by CASA (signed by a CASA delegate) and cross-references Transport Canada approvals for SB revisions. While the AD does not list sanctions, CASA’s issuance and the AD’s mandatory language imply that CASA will be the enforcement authority for operators in the CASA jurisdiction. The AD itself does not, however, describe the disciplinary or sanctioning tools CASA may use.

• Installation prohibition effective immediately. The immediate effective prohibition on installation of certain ADGs as replacement spares (Requirement 2) creates an operational prohibition that maintenance organisations and parts suppliers must observe from the effective date. Non-observance may lead to regulatory scrutiny, but the AD does not specify enforcement mechanisms.

In short, the AD creates clear compliance obligations and acceptable forms of documentary evidence, and establishes linkages to other aviation authorities and documentation for technical approval. It does not, within its own text, set out fines, penalties or the procedural enforcement steps that follow non-compliance; those enforcement aspects will be governed by the regulator’s wider legal framework and administrative practice outside the AD text.

The directive explicitly cross-references and relies on other regulatory and technical documents; it does not recast or replace broader aviation law but creates a compliance obligation that interacts with existing continuing airworthiness and maintenance frameworks.

Referenced regulatory/technical instruments

• Bombardier SB 601R-24-113. The AD requires actions “in accordance with the Accomplishment Instructions in SB 601R-24-113, Revision A, dated 11 August 2005, or later revision approved by the Chief, Continuing Airworthiness, Transport Canada” (Requirement 1.c). The SB is therefore the technical method for remedy and a primary point of interaction with manufacturer-issued compliance documentation.

• Bombardier SB original issue. Note 1 recognises compliance with Bombardier SB 601R-24-113 original issue dated 22 April 2004, or Revision A dated 11 August 2005, as satisfactory for Requirement 1 if the ADG has not been replaced since SB incorporation. This creates an interaction where previously completed SB work is accepted under the current AD, subject to the replacement caveat.

• Hamilton Sundstrand SBERPS10AG-24-2 (ERPS10AG-24-2). The AD uses the “24-2” symbol, which it references to the Hamilton Sundstrand document SBERPS10AG-24-2 (Requirement 1.b and Requirement 2). That links component OEM documentation to the continuing airworthiness obligation and creates a de facto standard for identification of modified ADGs.

• Transport Canada AD. The table footnote cites Transport Canada AD CF-2008-09 (Note 3). The AD thus cross-references a parallel foreign regulator’s directive, which may contain similar or complementary obligations for aircraft or components under Transport Canada jurisdiction.

Interplay with continuing airworthiness and maintenance regulation

• Evidence-based compliance. The AD’s acceptance of maintenance records as satisfying Requirement 1 (Note 2) aligns with existing continuing airworthiness regimes in which maintenance records are relied on as legal evidence of compliance. That means operators’ record-keeping, maintenance release procedures and approved maintenance organisation processes remain central to demonstrating compliance.

• Approval dependence. The AD permits later SB revisions only if approved by the Chief, Continuing Airworthiness, Transport Canada. This creates a multi-jurisdictional approval pathway: CASA issues the AD, but technical changes to the SB require Transport Canada approval for them to be relied upon. Operators seeking to use later instructions must obtain the stated approval, which will interact with both CASA’s oversight and Transport Canada’s approval processes.

• Parts and installation controls. The installation prohibition on particular ADG part numbers and S/Ns interfaces with parts management regulation. Organisations that manage spares inventories and parts release must ensure that replacement installations conform to the AD; this will intersect with airworthiness release documentation and parts traceability rules under applicable maintenance regulations.

What the AD does not change

• Broader statutory scheme. The AD itself does not amend airworthiness certificates or statutory aviation law. It imposes specific maintenance and installation obligations under CASA’s airworthiness direction authority, but it does not, in its text, change licensing, crew operation rules, insurance, or other statutory domains.

• Enforcement mechanism details. The AD does not specify how CASA will enforce compliance (e.g., specific penalties, enforcement process). Those interactions will be governed by the regulator’s existing enforcement framework, which is not restated in the AD text.

Cross-jurisdictional note

• Transport Canada link. The AD’s reliance on Transport Canada approval for later SB revisions and the explicit reference to a Transport Canada AD indicate that operators who operate across jurisdictions or who rely on manufacturer/SB revisions approved by Transport Canada need to be attentive to cross-approval requirements. The directive therefore creates an interaction point between CASA’s directive and Transport Canada’s approval authority.

In all these respects the AD operates as a specification within the continuing airworthiness and parts-control regime, relying on SBs and OEM marking conventions and referencing an external regulator for revision approvals. The directive integrates into existing maintenance, record-keeping and parts-traceability obligations rather than supplanting them.

The directive itself provides a limited document history and references to earlier technical documents; within the supplied text the following amendment-relevant items are present.

• AD identity and date. The directive is AD/CL-600/95, designation 4/2008 DM. It is signed by David Punshon, Delegate of the Civil Aviation Safety Authority, dated 13 February 2008, and the AD states an effective date of 21 February 2008 (signature and effective date lines). This gives the AD issuance and operation timeline.

• Bombardier SB lineage. The AD explicitly references Bombardier Aerospace Service Bulletin 601R-24-113 in three forms: the original issue dated 22 April 2004; Revision A dated 11 August 2005; and “later revision approved by the Chief, Continuing Airworthiness, Transport Canada.” Note 1 accepts prior work performed under either the original issue or Revision A as satisfying Requirement 1, subject to the ADG not having been replaced since incorporation of the SB. Requirement 1.c requires use of Revision A or a later approved revision for modification. Thus the AD recognises and builds on that SB’s amendment history rather than providing a separate AD amendment history of its own.

• Hamilton Sundstrand documentation. The AD refers to Hamilton Sundstrand SBERPS10AG-24-2 (and in Requirement 2 the related ERPS10AG-24-2 reference) as the basis for the “24-2” identification marking. The directive does not state any amendment history for that document but relies on it for component identification.

• Cross-reference to Transport Canada AD. Table 1 includes a Note 3 that states “Transport Canada AD CF-2008-09 refers.” The AD therefore records that a Transport Canada AD exists and is related; it does not provide its own amendments to that AD.

What the supplied text does not show

• Subsequent amendments to the AD. The supplied text contains no later amendment notices to AD/CL-600/95 itself. There is no recorded revocation, supersession or follow-up amendment in the text provided.

• Changes to SB beyond approval caveat. The AD permits later SB revisions if approved by the Chief, Continuing Airworthiness, Transport Canada, but the directive text does not record any such later approvals or modifications to the SB. Any later SB revisions or approvals would be external to this AD text.

• Formal amendment log. The AD text does not include an amendment log for the directive itself. It records the dates and revisions of the Bombardier SB that inform the directive (22 April 2004 original issue and 11 August 2005 Revision A), and the AD’s own issue/effective dates, but does not list any subsequent modifications to the AD.

In short, the AD’s amendment history within the supplied text is limited to (1) the SB versions it recognises and (2) the AD’s issuance and effective dates. Operators seeking to know whether later revisions to the SB or later AD amendments exist will need to consult CASA and the Bombardier/Hamilton Sundstrand documentation or Transport Canada records beyond the supplied AD text.

The supplied directive text contains no reference to litigation, appeals, judicial review, or decisions of courts or tribunals. It does reference Transport Canada AD CF-2008-09 (Note 3) and Bombardier and Hamilton Sundstrand service/engineering documents for technical compliance, but it does not record any legal disputes or cases.

Therefore, on the basis of the supplied text alone:

• There are no litigated matters mentioned in the AD. The document does not record any judicial or tribunal challenges, nor does it list decisions that have interpreted or contested the directive.

• There are no administrative appeals or review procedures specified in the AD text. The AD mandates actions and references technical approvals (Transport Canada approval for later SB revisions) but does not set out appeal routes or litigation history.

If a reader requires an account of any litigation that might have arisen from compliance disputes, enforcement action, or challenges to the AD, that material would need to be sourced from external records of CASA enforcement actions, court filings, or administrative tribunals; none of that is present in the directive text you provided.

This section flags points in the directive where operational misunderstanding, administrative mistake, or oversight could result in non-compliance or additional cost. Each “gotcha” is grounded in the directive’s text.

• Two different serial-number populations. The AD differentiates between aircraft S/Ns (applicability: CL-600-2B19 aeroplanes with aircraft S/N 7305-7990, 8000 and subsequent) and ADG component S/Ns (those listed in Table 1 and in Bombardier SB 601R-24-113). Operators must be careful to check both: an aircraft outside the aircraft S/N range is not in scope even if an ADG of listed S/N is encountered; conversely, an aircraft in the scope must have its ADG S/N checked against the SB list. Confusing component and aircraft serial numbers is an obvious operational risk (Applicability; Requirement 1.a; Table 1).

• Plate marking is decisive. For ADGs whose S/N is listed in the SB, the AD instructs operators to inspect the ADG identification plate for the symbol “24-2” (Requirement 1.b). If the plate displays that symbol, “no further action is necessary.” Operators therefore must be able to identify and accept the specific symbol as authoritative; misreading the plate or an incomplete documentation trail could lead to unnecessary modification or to failure to modify when necessary.

• Reliance on maintenance records is permitted but risky if records are incomplete. Note 2 permits satisfying Requirement 1 by review of maintenance records. That is efficient but it places an evidentiary burden on records being complete, accurate and traceable to the component currently installed. If records are incomplete or ambiguous, a physical inspection may be required to avoid non-compliance.

• Prior SB work accepted only if the ADG has not been replaced. Note 1 accepts prior compliance under Bombardier SB 601R-24-113 original issue or Revision A as satisfactory, but only so long as the ADG has not been replaced since SB incorporation. If a replacement ADG has been installed after that SB work, prior compliance does not satisfy Requirement 1 and an S/N/plate check or modification may be necessary. Operators with multiple ADG swap events need careful traceability.

• Two separate references to Hamilton Sundstrand SB identifiers. The AD references Hamilton Sundstrand SBERPS10AG-24-2 for the “24-2” marking in Requirement 1.b and refers to Hamilton Sundstrand SB ERPS10AG-24-2 when describing the reference in Requirement 2. Operators should confirm the exact OEM document that sets out the marking standard; minor typographical differences in the directive text may cause confusion when locating the OEM document.

• Immediate restriction on installation of spare ADGs. Requirement 2 is effective as of the AD’s effective date; it prohibits installation of certain ADGs as replacement spares unless they bear the “24-2” symbol. This means inventory control and parts release processes must be updated immediately as of 21 February 2008. Failure to update procurement and installation checks can lead to inadvertent installation of prohibited parts.

• Part-number specificity. Requirement 2 lists specific ADG part numbers (604-90800-1, 604-90800-17, 604-90800-19). Other ADG part numbers are not mentioned, so care is needed to ensure that parts departments are checking the exact part numbers and associated S/Ns in Table 1 before permitting installation.

• Deadlines differ. Requirement 1 compliance is due within 12 months of the effective date; Requirement 2 is immediate. Misunderstanding the two different timelines could cause an operator to assume more time to verify spare parts than is permitted.

• Approval dependency for later SB revisions. The AD allows modification in accordance with SB Revision A or later revisions approved by the Chief, Continuing Airworthiness, Transport Canada. If an operator follows a later SB revision without the stated approval, the operator may not be considered compliant by the regulator. Any attempt to rely on updated manufacturer instructions must be backed by the specified approval.

• Cross-jurisdictional references. The AD references a Transport Canada AD (CF-2008-09). For operators or maintenance organisations operating internationally, reconciling the CASA AD and the Transport Canada AD (and any differences between them) could be an administrative complication in multi-regulatory environments.

These points are all grounded in the AD text’s serial-number distinctions, plate-marking requirement, notes on record-based compliance and prior SB compliance, the part-number list, and the timing statements. They represent practical failure modes operators should anticipate when implementing the directive.

This is a step-by-step, source-grounded compliance checklist based on the directive’s text. It lists the procedural actions, documentation to consult, timing and acceptance conditions stated in the AD.

1. Confirm aircraft applicability.

   • Verify your aeroplane is a Model CL-600-2B19 and that its aircraft serial number is within S/N 7305 through 7990, 8000 and subsequent (Applicability). If not within these aircraft S/Ns, the AD does not apply to that aeroplane.

2. Identify the installed ADG.

   • Locate the air-driven generator (ADG) installed on the aeroplane and record its component serial number (ADG S/N) and part number.

3. Compare ADG S/N to Bombardier SB 601R-24-113 list.

   • Consult Bombardier Aerospace Service Bulletin 601R-24-113, Revision A, dated 11 August 2005, or later revision approved by the Chief, Continuing Airworthiness, Transport Canada. Check whether the ADG S/N is listed in the SB list referenced by the AD (Requirement 1.a).
   • If the ADG S/N is not listed in the SB, Requirement 1.a states “no further action is necessary” for that ADG.

4. If ADG S/N is listed, inspect the identification plate.

   • Physically inspect the ADG identification plate for the symbol “24-2” as referenced to Hamilton Sundstrand SBERPS10AG-24-2 (Requirement 1.b).
   • If the plate is marked “24-2”, the AD states “no further action is necessary” for that ADG.

5. If plate does not show “24-2”, perform the SB modification.

   • If the ADG S/N is listed in the SB and the identification plate lacks the “24-2” symbol, modify the ADG wiring in accordance with the Accomplishment Instructions in Bombardier SB 601R-24-113, Revision A, or later revision approved by the Chief, Continuing Airworthiness, Transport Canada (Requirement 1.c).
   • Ensure the maintenance organisation performing the modification is authorised to perform the work and issues the appropriate maintenance release/records.

6. Use maintenance records as an alternative to inspection where appropriate.

   • If you have traceable maintenance records demonstrating prior compliance with Bombardier SB 601R-24-113, you may satisfy Requirement 1 by reviewing those records rather than physically inspecting the ADG (Note 2). Ensure records identify the ADG S/N and the exact work performed and dates.

7. Prior SB compliance acceptance.

   • If Bombardier SB 601R-24-113 original issue (22 April 2004) or Revision A (11 August 2005) work was previously carried out on the ADG and the ADG has not been replaced since that SB work, that prior work is considered satisfactory for compliance with Requirement 1 (Note 1). Verify ADG replacement history to rely on Note 1.

8. Spare ADG installation control.

   • For any replacement ADGs with part number 604-90800-1 (761339C), 604-90800-17 (761339D) or 604-90800-19 (761339E), check whether the ADG S/N is listed in Table 1 of the AD. If so, do not install that ADG as a replacement spare on the affected aeroplanes unless its identification plate is marked with the symbol “24-2” (Requirement 2).
   • This prohibition is effective as of the AD effective date (21 February 2008), so update parts release and installation procedures immediately (Requirement 2; Compliance).

9. Meet the timing requirements.

   • Requirement 1 actions (S/N check and any necessary modification) must be completed within 12 months from the AD’s effective date (Compliance).
   • Requirement 2 installation prohibition is effective immediately as of the effective date; do not install affected ADGs from that date onward (Compliance).

10. Document compliance.

    • For any inspection, plate check, SB modification or records review, ensure that the work is documented in the aircraft maintenance records, including ADG part/S/N, the SB revision used, dates, signatures and maintenance release references. The AD allows maintenance records review as compliance proof; accurate records therefore are essential (Note 2).

11. Consider cross-references.

    • The AD references Transport Canada AD CF-2008-09 (Note 3) and Hamilton Sundstrand SB ERPS10AG-24-2 as sources of related requirements and marking standards. Where relevant, consult those documents to ensure you have consistent technical and marking information.

12. If relying on a later SB revision, obtain the required approval.

    • If you plan to accomplish the modification using a later Bombardier SB revision, obtain approval by the Chief, Continuing Airworthiness, Transport Canada, as required by the AD before relying on that revision (Requirement 1.c).

13. Update internal procedures.

    • Update parts control, procurement and maintenance release procedures to ensure that spare ADGs of the specified part numbers and S/Ns are not issued for installation unless the “24-2” marking is present.

14. Seek regulator guidance if in doubt.

    • The AD does not specify enforcement mechanisms in its text. If there is uncertainty about compliance steps, approvals for alternate methods or interpretation of the plate marking, consult CASA or the Chief, Continuing Airworthiness, Transport Canada for guidance and documented approval before proceeding.

Following these steps will align your operations with the directive’s explicit requirements as stated in the AD text (Applicability; Requirements 1 and 2; Notes 1 and 2; Table 1; Compliance). Keep maintenance records current and traceable, because the AD accepts records as proof of compliance.