AD/DA42/7 - Rear Engine Support Bracket

The AD operates through a limited set of concrete concepts and cross‑references to manufacturer and EASA materials. Key concepts and their operational implications, as expressed in the AD text, are:

• Applicability: The AD applies to "Model DA 42 aircraft with Thielert TAE 125‑01 engines installed, all aircraft serial numbers, except aircraft with engine serial numbers listed in paragraph 1.2 of Diamond Aircraft Industries GmbH (DAI) Mandatory Service Bulletin MSB‑42‑058 dated 21 May 2008, or later EASA approved revision." This means applicability depends on both airframe model and engine serial number exceptions that are specified in the manufacturer's Mandatory Service Bulletin (MSB). The AD therefore delegates an element of scope determination to that MSB (the AD instructs operators to consult paragraph 1.2 of DAIMSB‑42‑058 to identify excluded serial numbers).

• Mandatory inspection and correction: "Perform the inspection and correction of the fastening torque of the right hand rear engine support bracket mounting bolts" in accordance with DAIMSB‑42‑058 and WI‑MSB‑42‑058. The AD ties the content and technique of the inspection to the manufacturer’s documents (MSB and Work Instruction), and requires corrective action where torque is outside limits specified there.

• Mandatory replacement with a specified part: The AD requires replacement of the right hand rear engine support bracket mounting bolts with "wire‑secured bolts part number D60‑9071‑26‑01", again performed "in accordance with DAIMSB‑42‑058 ... and WI‑MSB‑42‑058." The AD thus imposes a hardware specification (exact part number) and a method to be used.

• Repetitive inspection until hardware change: The AD prescribes an inspection interval ("within 100 flight hours ... and thereafter at intervals not to exceed 100 flight hours; until accomplishment of Requirement 2.2"), creating a continuing maintenance obligation until the mandated hardware change is implemented. The AD also states that after installation of the wire‑secured bolts the Requirement 1 repetitive inspection torque checks are no longer required.

• Prohibition on alternative hardware after a date: The AD states "After 30 November 2009, installation of replacement bolts other than wire‑secured bolts part number D60‑9071‑26‑01 to the right hand rear engine support bracket is prohibited." This sets a future prohibition on substitution of a different bolt design for the same mounting after that date.

• Reference to external regulatory and manufacturer documents: The AD explicitly requires compliance "in accordance with DAIMSB‑42‑058 original issue, or later EASA approved revision, and the associated Work Instruction WI‑MSB‑42‑058 dated 12 March 2008, or later EASA approved revision." It also carries a Note: "EASA AD 2008‑0139 refers." These references mean the AD incorporates procedural and definitional content from those documents by reference, and anchors its technical requirements to EASA‑approved revisions of the MSB and Work Instruction.

• Stated safety problem: The AD’s Background describes the causal mechanism prompting the directive: "In‑service experience indicates that the powder coating of the right hand rear engine support bracket is degrading over time and leading to reduced torque of the engine mounting bolts. In some cases, bolts had fully unscrewed and fallen into the engine cowling. This condition, unless corrected, could result in other bolts loosening with possible subsequent damage to the engine or accessories." The AD therefore links a material degradation phenomenon (powder coating deterioration) to mechanical loosening and potential secondary damage.

Operationally, the AD narrows the discretionary space of aircraft owners and maintenance organisations: the AD prescribes what must be inspected, how to carry out the inspection (by reference), which replacement part must be used, and by when. It also creates a transitional repeated‑inspection burden until the specified replacement is fitted. The AD defers certain technical details (acceptance criteria, torque values, step‑by‑step procedures, and the list of excluded engine serial numbers) to the DAIMSB and WI documents and to any later EASA‑approved revisions of those documents.

Note on internal numbering: the Compliance paragraph refers to "until accomplishment of Requirement 2.2" while the Requirement section as printed lists a Requirement 1 and a Requirement 2. The AD text therefore uses a subparagraph reference (2.2) that does not appear verbatim in the Requirement field of the AD; practitioners should consult DAIMSB‑42‑058 and the AD text carefully to reconcile that reference.

The AD affects a narrow, identifiable group of stakeholders, as described in the Applicability and Requirement fields.

• Primary affected parties: Owners, operators and maintenance organisations responsible for "Model DA 42 aircraft with Thielert TAE 125‑01 engines installed, all aircraft serial numbers" except those explicitly excluded by engine serial numbers listed in paragraph 1.2 of DAIMSB‑42‑058 (Applicability). Practically, this includes individual aircraft owners, commercial operators that use DA42s with the specified engine, and maintenance shops that service those airframes and engines.

• Indirectly affected parties: Suppliers of the specific bolt part number D60‑9071‑26‑01, and distributors of Diamond Aircraft mandatory service bulletins and work instructions. Aircraft registrars and continuing airworthiness organisations who maintain aircraft logbooks and regulatory records are also indirectly affected because they must evidence compliance during inspections or audits.

• Excluded parties: The AD expressly excludes aircraft with engine serial numbers listed in paragraph 1.2 of DAIMSB‑42‑058, "or later EASA approved revision." Those aircraft remain outside the AD’s scope; the AD itself tells operators to consult the MSB paragraph 1.2 to identify excluded serial numbers.

• Decision‑makers and performers: The AD delegates the technical method and acceptance criteria to the DAIMSB‑42‑058 and WI‑MSB‑42‑058 documents, so responsible persons (licensed maintenance engineers, organisations, or persons authorised to sign maintenance releases) will make the operational decisions about how to perform the inspection and replacement within the framework the AD adopts. The AD also references "later EASA approved revision" of those documents, so the persons deciding the method must ensure they use the current EASA‑approved revision.

• Timing stakeholders: Citizens or entities that schedule aircraft availability must accommodate the AD’s timing constraints. The AD requires an initial inspection "within 100 flight hours after 25 September 2008" and repeat inspections every 100 flight hours "until accomplishment of Requirement 2.2," with the replacement to be done "no later than 30 April 2009." After replacement is fitted, the repetitive torque inspections cease. Also, from 30 November 2009 onward, "installation of replacement bolts other than wire‑secured bolts part number D60‑9071‑26‑01 to the right hand rear engine support bracket is prohibited," meaning maintenance planners must ensure parts procurement and inventory reflect that prohibition.

• The issuing authority: The AD is issued by the Civil Aviation Safety Authority, signed by its Delegate, David Villiers (signature block). That identifies who has made and promulgated the directive. The AD also cross‑references EASA AD 2008‑0139 and the DAI Mandatory Service Bulletin, indicating regulatory and manufacturer interactions that affected parties must consider.

Who pays: The AD imposes inspection and replacement obligations; the text prescribes no funding or subsidies. Consequently the cost of inspections, labour, and acquisition and installation of the specified wire‑secured bolts (part number D60‑9071‑26‑01) falls on the aircraft owner or operator, and potentially on any customers under maintenance contracts, unless the MSB or a warranty arrangement (not stated in the AD) provides otherwise. The AD itself does not allocate cost responsibility; it imposes obligations on the operator/owner by its applicability and compliance requirements.

The AD sets out precise maintenance duties and limited rights derived from its applicability exclusions and procedural references.

Duties imposed by the AD text

• Duty to identify applicability: Responsible persons must determine whether a given DA42 aircraft is captured by the AD by checking whether it is a "Model DA 42 aircraft with Thielert TAE 125‑01 engines installed" and whether its engine serial number is excluded under paragraph 1.2 of DAIMSB‑42‑058 (Applicability). The AD therefore imposes a duty to consult the DAIMSB to determine exclusion status.

• Duty to perform inspection and correction: Operators must "Perform the inspection and correction of the fastening torque of the right hand rear engine support bracket mounting bolts, in accordance with DAIMSB‑42‑058 ... and the associated Work Instruction WI‑MSB‑42‑058" (Requirement 1). The Compliance paragraph sets timing: the initial inspection must be "within 100 flight hours after 25 September 2008" and "thereafter at intervals not to exceed 100 flight hours; until accomplishment of Requirement 2.2."

• Duty to replace bolts with specified part: Operators must "Replace all right hand rear engine support bracket mounting bolts with wire‑secured bolts part number D60‑9071‑26‑01, in accordance with DAIMSB‑42‑058 ... and the associated Work Instruction WI‑MSB‑42‑058" (Requirement 2). The AD requires that this replacement be completed "no later than 30 April 2009" (Compliance).

• Duty to refrain from prohibited installations: The AD forbids "installation of replacement bolts other than wire‑secured bolts part number D60‑9071‑26‑01 to the right hand rear engine support bracket" after 30 November 2009.

Duties about methodology and documentation

• Duty to use specified procedures: The AD requires that the inspection and replacement be done "in accordance with DAIMSB‑42‑058 original issue, or later EASA approved revision, and the associated Work Instruction WI‑MSB‑42‑058 dated 12 March 2008, or later EASA approved revision." This ties the method to the manufacturer’s documents and any future EASA‑approved revisions.

Rights and exclusions preserved by the AD text

• Right to exclusion where engine serial number listed: Aircraft with engine serial numbers listed in paragraph 1.2 of DAIMSB‑42‑058 are explicitly excluded from the AD’s applicability. That exclusion is the AD’s only affirmative "right" or carve‑out for operators; the AD instructs operators to consult the MSB to determine whether their aircraft qualify for the exclusion.

• Right to cease repetitive inspections upon replacement: Once the operator replaces the bolts with the specified wire‑secured bolts (D60‑9071‑26‑01), "the Requirement 1 repetitive inspection torque checks are no longer required." That reduces ongoing maintenance burden for compliant aircraft.

Operational obligations about timing, parts and method

• Timing obligations: The AD imposes a short compliance window for the initial inspection and a defined deadline for the mandatory replacement. The initial inspection is required "within 100 flight hours after 25 September 2008" and repetitions every 100 flight hours until replacement. Replacement must be completed "no later than 30 April 2009." After replacement, fewer inspections are required; but after 30 November 2009 alternative bolt installations are prohibited.

• Parts obligation: Replacement bolts must be the specified part number D60‑9071‑26‑01 (wire‑secured). The AD leaves no room for substitution after the 30 November 2009 prohibition comes into force.

Delegation and discretion

• Delegation to manufacturer documents: The AD delegates the specific procedural content, acceptance criteria, and detailed steps to DAIMSB‑42‑058 and WI‑MSB‑42‑058, including any EASA‑approved revisions. That means licensed maintenance personnel must follow the MSB and WI content; the AD itself prescribes the outcome and overall method, not minute procedural steps.

• Discretion is constrained: The AD constrains operator discretion in two ways. First, it mandates specific parts and a deadline for replacing them. Second, it ties inspection and correction to the manufacturer’s MSB and WI. The only real discretion available to operators is the scheduling and operational decision about when, within the prescribed intervals and deadlines, to perform the required work and how to document it.

Documentation and traceability (implied in practice)

• The AD requires work to be done "in accordance with" the MSB and WI. While the AD text does not set out recordkeeping requirements, standard aviation practice would be to record compliance actions in the aircraft maintenance logbooks and support documentation. The AD itself does not specify the form of compliance evidence in the text provided, but the AD’s requirement to use a specific MSB means that traceability to those documents is part of compliance.

Authority and effectivity

• Issuing authority and effectivity: The AD is issued by CASA (signed by a Delegate) and "becomes effective on 25 September 2008." The AD text is the source of the duties and the timing constraints; persons subject to it must follow its terms.

The AD text provides specific mandatory actions and timing but does not set out explicit monetary penalties, sanction schedules or enforcement procedures in the text provided. The document does, however, do the following:

• Establishes mandatory compliance obligations: The AD specifies required inspections, corrective action, mandatory replacement with a specified part (D60‑9071‑26‑01), and a prohibition on installing other bolts after 30 November 2009. These are normative requirements that the issuing authority has promulgated by formal AD.

• Specifies an effective date: "This Airworthiness Directive becomes effective on 25 September 2008." That marks when the obligations become operational.

What the AD does not state (within the provided text)

• No penalties or enforcement mechanisms are included in the AD text supplied. The AD does not set out civil or criminal penalties, administrative fines, suspension regimes, or the process for enforcement actions. It likewise does not specify inspection authority, audit rights, or how CASA will monitor or verify compliance in the field. The AD includes no notice of appeal or review process within the quoted text.

Practical consequences for operators (grounded in source text)

• Because the AD imposes mandatory remedial work and a prohibition on certain hardware after 30 November 2009, operators who fail to perform the required inspection or replacement will be non‑compliant with the AD. The AD text itself does not describe the regulatory consequences of that non‑compliance. The AD does, by its form and content, impose duties that operators must meet; the AD’s effectivity means those duties are in force as of the effective date.

• The AD also incorporates by reference DAIMSB‑42‑058 and WI‑MSB‑42‑058 and any later EASA‑approved revisions. Compliance therefore includes following EASA‑approved technical methods; failing to adhere to those may be treated as non‑compliance with the AD’s requirements.

Observations and risk areas due to lack of explicit penalties

• The AD does not describe what evidence of compliance will be accepted or how CASA will record or verify compliance. The AD therefore leaves to operators the task of documenting work in the usual maintenance records consistent with the MSB and WI. The absence of penalty clauses in the text means enforcement pathways are not specified in the AD as provided; practitioners should be aware the AD nonetheless creates a mandatory obligation and that failing to comply will likely be treated as non‑compliance by the issuing authority, which could have regulatory consequences outside this text.

• Because the AD cross‑references EASA AD 2008‑0139 and the manufacturer's MSB and WI, the enforcement focus in practice will be on whether the required steps were taken "in accordance with" those referenced documents, at the times mandated by the AD.

In short, the AD creates clear duties and deadlines but does not itself specify sanctions or enforcement procedures in the provided text. Responsible parties must therefore treat the AD as binding operational direction and ensure that records and actions reflect the AD’s requirements and the DAIMSB and WI content that it references.

The AD expressly interlocks with external technical and regulatory materials, and it delegates certain content to those instruments. The interactions the AD establishes, as stated in its text, are the following:

• Incorporation by reference of manufacturer documents: The AD requires that the inspection and replacement actions be carried out "in accordance with DAIMSB‑42‑058 original issue, or later EASA approved revision, and the associated Work Instruction WI‑MSB‑42‑058 dated 12 March 2008, or later EASA approved revision" (Requirement and Compliance fields). That makes the manufacturer MSB and Work Instruction operative parts of the compliance regime. Practically, this means the AD does not restate torque values, inspection steps, acceptance criteria, or the engine serial numbers that define exclusions; these details are located in the DAIMSB and WI, and any EASA‑approved revs.

• Cross‑reference to EASA AD: The AD includes a Note: "EASA AD 2008‑0139 refers." By making this explicit reference the AD informs operators that the EASA AD contains related or corresponding regulatory content. The AD’s instruction to use "later EASA approved revision" of the MSB and WI directly ties compliance to EASA approvals where they exist, which creates a regulatory linkage between CASA's AD and EASA‑approved technical material.

• Applicability carve‑outs dependent on MSB content: The AD’s applicability carve‑out,excluding aircraft with engine serial numbers listed in paragraph 1.2 of DAIMSB‑42‑058,means that the AD’s scope is partly determined by a manufacturer's service document. That creates an interaction where rights and obligations under the AD require consultation of the MSB to determine whether an aircraft is covered or excluded.

• No statutory cross‑references included in the text provided: The AD text provided does not cite specific provisions of Australian aviation law or regulation (for example, a statutory provision authorising CASA to issue ADs), nor does it describe the position of the AD within the broader statutory scheme. The AD nevertheless has the character of a regulatory safety instrument and is signed by a Delegate of CASA. The explicit statutory basis or enforcement procedures are not recited in the text supplied.

• Effect on maintenance practice and airworthiness records: By requiring actions "in accordance with" the DAIMSB and WI, the AD interacts with the continuing airworthiness framework used by operators and maintenance organisations. The AD does not itself set recordkeeping rules in the text given, but it makes performance in conformity with the referenced documents a necessary condition of compliance, which will interact with standard maintenance logbook and continuing airworthiness obligations.

• Temporal interaction of deadlines: The AD creates a sequence of obligations with specific dates. The initial repetitive inspection cadence commences from the AD’s effective date (25 September 2008) and continues until the replacement is performed, which must be done "no later than 30 April 2009." A later prohibition on non‑specified replacements becomes effective on 30 November 2009. These calendar interventions interact with operators’ scheduling and parts procurement decisions.

In sum, the AD integrates manufacturer procedures and EASA‑approved revisions into CASA’s regulatory instruction for the affected DA42 fleet. It therefore operates at the intersection of national AD issuance, manufacturer technical instructions, and European Aviation Safety Agency approvals. The AD text itself does not contain references to other Australian statutory provisions or enforcement mechanisms; those remain outside the provided text and would need to be located in CASA’s broader regulatory materials if required.

The AD text supplied includes a date of issue and an effective date but does not contain a sequence of prior amendments or textual revisions within the document. From the supplied text the following points about amendment history can be recorded:

• Issuance and effective date: The AD is dated 10/2008 in its heading and includes the statement: "This Airworthiness Directive becomes effective on 25 September 2008." The signature block is dated 11 August 2008 under the name of David Villiers, Delegate of the Civil Aviation Safety Authority. The AD therefore appears to have been signed on 11 August 2008 and the effective date is 25 September 2008.

• No subsequent amendments or revocations stated in the text: The AD text provided does not include any statements amending, revoking or superseding earlier ADs, nor does it list a history of internal amendments to its own text. It also does not include any "Amendment" or "Supersedes" lines. The document does, however, refer to the possibility of "later EASA approved revision" of DAIMSB‑42‑058 and WI‑MSB‑42‑058; those references allow future EASA‑approved amendments of those manufacturer documents to be applicable to the performance of the AD without amendment to the AD text itself.

• Incorporation of later revisions: The AD expressly allows compliance to be performed in accordance with "DAIMSB‑42‑058 original issue, or later EASA approved revision, and the associated Work Instruction WI‑MSB‑42‑058 dated 12 March 2008, or later EASA approved revision." That phrasing thus anticipates future technical revisions to the MSB and WI that are EASA‑approved. The AD’s text is structured to accept later approved revisions of those documents for compliance purposes without amending the AD.

• Cross‑referenced materials: The AD notes that "EASA AD 2008‑0139 refers." If EASA or the manufacturer were to revise their guidance or issue follow‑on ADs, those would be relevant to operators; the AD as worded authorises the use of later EASA‑approved revisions of the referenced MSB and Work Instruction.

• Internal numbering point: The Compliance paragraph references "until accomplishment of Requirement 2.2" whereas the Requirement field presented lists items 1 and 2 (without a 2.2 subparagraph visible in the AD text provided). This suggests either a typographical inconsistency in the AD text as extracted, or that the AD’s Requirement section in its full, formal form includes a subdivided Requirement 2 with a subparagraph 2.2 that is not visible in the excerpt. Practitioners should therefore consult the full AD record and the referenced DAIMSB‑42‑058 to confirm which subparagraph is intended.

In short, the AD supplies an initial issuance and effectivity but does not include any later amendment entries in the text provided. The AD authorises reliance on later EASA‑approved revisions of the referenced technical documents, which is a built‑in mechanism to accommodate future technical amendments without reissuing the AD itself.

The document provided contains no litigation history. It is an Airworthiness Directive text with background, applicability, requirements and compliance timing, and it contains no references to judicial or administrative challenges, appeals, or precedent‑setting regulatory litigation. Specifically:

• No cases named or referenced: The AD does not reference any court decisions, tribunal determinations, or administrative appeals. It refers to EASA AD 2008‑0139 and the DAIMSB and WI documents, but not to litigation arising from them.

• No recorded challenges within the text: There is no mention within the AD text of any prior rulings, nor does the text record any revocations or stays resulting from litigation. The AD appears as an administrative directive issued by CASA (signed by its Delegate), and no litigation context is included in the supplied excerpt.

• Practical implication for practitioners: If a reader requires any litigation history (for example, to understand challenges to this AD, to determine contested issues arising from its implementation, or to review judicial interpretation of CASA’s AD powers), that history is not contained within the AD text provided and must be sought in case law databases, regulatory repositories, or CASA’s records. The AD as supplied should be treated as a regulatory directive without any litigation context visible in the text.

Because the instructions for this review required reliance solely on the text provided, no further litigation history can be reported from this source. Any attempt to assert litigation outcomes or court interpretations would exceed the source material supplied.

This AD contains several detail points and drafting features that practitioners should note carefully when applying it. These are not opinions but close readings of the AD language and its operational implications:

• Applicability hinges on an external document (DAIMSB‑42‑058 paragraph 1.2): The AD excludes "aircraft with engine serial numbers listed in paragraph 1.2 of Diamond Aircraft Industries GmbH (DAI) Mandatory Service Bulletin MSB‑42‑058 dated 21 May 2008, or later EASA approved revision." That means an aircraft owner cannot determine applicability solely from the AD; they must consult paragraph 1.2 of the MSB to see whether their engine serial number is listed. Failing to consult the MSB could lead to unnecessary work or, conversely, to failure to apply the AD when required.

• Reference to "later EASA approved revision": The AD permits compliance "in accordance with DAIMSB‑42‑058 original issue, or later EASA approved revision, and the associated Work Instruction WI‑MSB‑42‑058 ... or later EASA approved revision." Practitioners must ensure they are using the correct, EASA‑approved revision of those documents at the time of performance. Using an unapproved or non‑EASA revision may not meet the AD’s requirement.

• The Compliance paragraph refers to "Requirement 2.2" while the Requirements section shows a numbered 1 and 2: The AD says repetitive inspections are required "until accomplishment of Requirement 2.2," but the printed Requirement block presents items 1 and 2 only. This inconsistent numbering could cause confusion about which precise subparagraph marks the cessation of inspections. Operators should reconcile the reference by reviewing the full AD text as promulgated by CASA and the DAIMSB to ensure the correct interpretation.

• Timing and sequence: The AD requires initial inspections within 100 flight hours after 25 September 2008 and repeat every 100 flight hours "until accomplishment of Requirement 2.2," and sets a replacement deadline "no later than 30 April 2009." However the AD’s prohibition on alternative replacements is effective 30 November 2009. Practitioners should note that there is a period (30 April 2009 to 30 November 2009) after the replacement deadline but before the prohibition date during which installing non‑specified bolts would not violate the specific prohibition included in the AD, though the AD nevertheless mandates replacing bolts with the specified part by 30 April 2009. In practice, the AD requires the specified replacement by 30 April 2009 and then forbids other bolts after 30 November 2009, creating a three‑date sequence that must be followed.

• Exact parts and description matter: The AD requires "wire‑secured bolts part number D60‑9071‑26‑01." Substituting a visually similar bolt or another wire‑secured bolt with a different part number would not comply with the AD text unless the substituted part is included in an EASA‑approved revision of the referenced MSB/WI. Practitioners should not assume equivalence of other fasteners.

• Lack of penalty or enforcement detail in the text: The AD does not include enforcement or penalty provisions in the excerpt. That does not mean non‑compliance is without consequence, but practitioners should not rely on the AD text alone to understand enforcement mechanisms; instead they should consult CASA guidance or regulatory authorities for enforcement practice.

• Dependence on manufacturer's Work Instruction for technical detail: The AD delegates torque values, inspection steps and corrective thresholds to the Work Instruction (WI‑MSB‑42‑058). If an operator does not possess that WI (or the correct revision), they cannot implement the AD correctly. Ensure possession of the correct, EASA‑approved MSB and WI.

• Records and evidence are not specified: The AD does not describe the form of records proving compliance. Standard aviation practice would be to log inspections and parts replacements in maintenance records and signed maintenance release documents. Practitioners should ensure appropriate documentation to demonstrate compliance, especially because the AD itself has no recordkeeping specification.

• Potential confusion about “right hand rear engine support bracket”: The AD targets the right hand rear engine support bracket mounting bolts specifically. Maintenance teams must correctly identify the location and orientation (right hand, rear) as intended by the manufacturer’s documentation to avoid inspecting or replacing the wrong fasteners.

• Cross‑jurisdictional reference to EASA AD: The AD notes "EASA AD 2008‑0139 refers." Operators who work internationally should check corresponding EASA materials and EASA‑approved revisions of the MSB/WI for any technical clarifications or different instructions that are EASA‑approved and thus eligible under the AD’s "or later EASA approved revision" language.

Being attentive to these precise language features avoids misinterpretation that could lead to non‑compliance with the AD’s specific requirements.

The AD prescribes a sequence of concrete steps and references that must be followed. The following checklist is a procedural reading of the AD text; each step is grounded in the AD’s wording and referenced documents.

1. Confirm applicability

   • Verify the aircraft is a "Model DA 42 aircraft with Thielert TAE 125‑01 engines installed" (Applicability).
   • Obtain and consult DAIMSB‑42‑058 (Mandatory Service Bulletin dated 21 May 2008) and specifically paragraph 1.2 of that MSB to determine whether the aircraft’s engine serial number is excluded from the AD (Applicability). If the aircraft’s engine serial number is listed in paragraph 1.2, the AD does not apply to that aircraft.

2. Obtain the correct technical instructions

   • Procure DAIMSB‑42‑058 original issue, and WI‑MSB‑42‑058 dated 12 March 2008, and confirm whether any "later EASA approved revision" exists; the AD permits compliance with the original issue or a later EASA‑approved revision. Ensure that any revision relied upon is EASA‑approved as the AD requires.

3. Schedule and perform the initial inspection (Requirement 1; Compliance)

   • Perform "the inspection and correction of the fastening torque of the right hand rear engine support bracket mounting bolts" in accordance with the DAIMSB and WI instructions (Requirement 1).
   • Do this first inspection "within 100 flight hours after 25 September 2008." If the AD is being applied after that date in practice, calculate the appropriate window per the AD wording.
   • If the initial inspection occurs, apply corrective torque values and acceptance criteria exactly as specified in the WI and MSB.

4. Continue repetitive inspections as required (Requirement 1; Compliance)

   • Continue inspections "thereafter at intervals not to exceed 100 flight hours; until accomplishment of Requirement 2.2" (Compliance). Because the AD text references "Requirement 2.2," reconcile this with the MSB and the full AD wording to confirm which subparagraph ends the repetition; in practice the repetition ceases when the replacement in Requirement 2 is accomplished.
   • Record each inspection and any corrective action taken in the aircraft maintenance records in a manner consistent with normal maintenance practice and the MSB/WI.

5. Procure the specified replacement parts

   • Source wire‑secured bolts part number D60‑9071‑26‑01. The AD requires replacement with that exact part number (Requirement 2).

6. Perform mandatory replacement (Requirement 2; Compliance)

   • Replace "all right hand rear engine support bracket mounting bolts with wire‑secured bolts part number D60‑9071‑26‑01" in accordance with DAIMSB‑42‑058 and WI‑MSB‑42‑058.
   • Complete the replacement "no later than 30 April 2009" as the AD prescribes.
   • After installing the specified wire‑secured bolts, the AD states that "the Requirement 1 repetitive inspection torque checks are no longer required." Ensure documentation evidences that replacement was performed and that the repetitive inspection cycle can be discontinued consistent with the AD.

7. Observe the prohibition after 30 November 2009

   • Do not install replacement bolts other than wire‑secured bolts part number D60‑9071‑26‑01 to the right hand rear engine support bracket after 30 November 2009. That prohibition is absolute in the AD text and applies to future maintenance actions from that date.

8. Maintain records and evidence

   • Although the AD text does not stipulate a particular form of recordkeeping, maintain maintenance logs, parts installation records (including part numbers and batch numbers), and signed maintenance release documentation showing the date of the inspections and the replacement. Because the AD requires work "in accordance with" the manufacturer's MSB and WI, ensure these documents are referenced and retained with the maintenance records.

9. Align with EASA‑approved revisions if relevant

   • If later EASA‑approved revisions of DAIMSB‑42‑058 or WI‑MSB‑42‑058 exist at the time of compliance, ensure the work is performed in accordance with those EASA‑approved revisions as the AD permits their use. Confirm that the revision in use is EASA‑approved.

10. If in doubt, consult the authoritative sources

• Where the AD text ambiguities arise (for example, the "Requirement 2.2" internal reference), consult the full AD promulgation from CASA and the DAIMSB and WI documents. The AD’s own text directs operators to those documents for procedure and for exclusions.

Who executes these steps

• The owner/operator is responsible for ensuring the aircraft complies with the AD. Licensed maintenance engineers, certificated maintenance organisations and persons authorised to sign off maintenance actions should carry out the inspections and replacement work "in accordance with" the referenced MSB and WI. The AD does not specify who bears the cost; costs of inspection, labour and parts fall to the aircraft owner/operator unless covered by a warranty or manufacturer arrangement not disclosed in the AD text.

Timing summary (per the AD)

• Effective date: AD becomes effective 25 September 2008.
• First inspection: within 100 flight hours after the effective date.
• Repetitive inspections: every 100 flight hours until replacement is completed.
• Replacement deadline: no later than 30 April 2009.
• Prohibition on alternative bolt installation: after 30 November 2009, only wire‑secured bolts part number D60‑9071‑26‑01 may be installed.

By following the above steps, using the DAIMSB‑42‑058 and WI‑MSB‑42‑058 as the technical references, and documenting the work, an operator will have implemented the AD’s requirements as written.