The directive is built on a small set of interlocking concepts pulled directly from the AD text.

• Applicability and targeted fleet. The AD applies only to Bombardier DHC-8-400, -401 and -402 model aeroplanes that are subject to registration with the relevant authority (Applicability). The duty is addressed to "each registered operator of the aeroplane" (Requirement).

• Critical Design Configuration Control Limitations (CDCCL). CDCCL items are the focal technical category the AD aims to control. The AD requires operators to incorporate and highlight CDCCL items in their maintenance documentation and operational procedures to ensure those design features are maintained (Requirement).

• Maintenance Requirements Manual insertion. The specified instrument for recording CDCCL items is PSM 1‑84‑7 Part 2 "Airworthiness Limitations Items". The AD requires that the manual, as in force at the time of the AD, be amended to incorporate the CDCCL items introduced in TRs ALI-55 and ALI-56. The AD expressly permits compliance by inserting copies of the Temporary Revisions into the manual (Requirement).

• Procedural and documentary highlighting. Beyond the manual, operators must amend "any of their DHC-8-400 Series aircraft related procedures and documentation" so that the existence of CDCCL items and the necessary requirements to maintain their design features are conspicuous (Requirement). This captures not only the technical manual but also operational procedures and maintenance documentation.

• Temporal and lifecycle rules. The AD sets a firm compliance timeline (within 30 days of commencement) and contains lifecycle guidance for the Temporary Revisions, permitting their removal when cancelled or superseded by further TRs or normal revision, which indicates the TRs are a temporary insertion mechanism pending a permanent manual update (Compliance; Note 1).

• Cross-jurisdictional reference and safety basis. The Background states Bombardier completed a system safety review of the aircraft fuel system against fuel tank safety standards in Chapter 525 of the Airworthiness Manual through NPA 2002-043. Identified non‑compliances were assessed using Transport Canada Policy Letter No. 525-001 to determine whether mandatory corrective action was required. The AD also refers to Transport Canada AD CF-2008-06 (Background; Note 2). The amendment corrects a TR number referenced in the Requirement (Amendment note).

These concepts determine what must change in operator practice: documentation at a specific manual and procedural level; attention to CDCCL items introduced by two identified Temporary Revisions; and a requirement to make this change fast, with a clear path for later removal of the temporary insertions when superseded.

The AD explicitly identifies the regulatory addressee and the limited affected fleet. The obligation runs to "each registered operator of the aeroplane" for Bombardier DHC-8-400, DHC-8-401 and DHC-8-402 models (Applicability; Requirement). That means operators who hold registration and operate those models fall within the directive's reach.

Who pays. The AD assigns the compliance tasks to registered operators. Practically, the operator will carry the direct costs of locating, obtaining and inserting TR ALI-55 and ALI-56 into PSM 1‑84‑7 Part 2, amending related procedures and documentation, and training or advising the maintenance workforce and relevant operational staff about the changes. The AD permits insertion of the TRs as the method of amendment, which may lower immediate drafting costs compared with a bespoke full revision, but it still requires operator labour and administrative expense (Requirement; Note 1).

Who decides. The operator decides how to implement the insertion into their own manuals and how to update procedures, subject to the AD's prescription that the manual is amended "as in force at the time of issue of AD/DHC-8/138" and that TRs ALI-55 and ALI-56 be incorporated (Requirement). The Civil Aviation Safety Authority, through its delegate who signed the AD, has issued the requirement and set the compliance timetable; the AD supplies a single non-discretionary action and timeline (signature and commencement).

Ancillary stakeholders. Maintenance organisations, contracted maintenance providers, and training providers are affected indirectly because operators must amend procedures and may require contractors to follow the updated documentation. Depot and line maintenance planners will need to ensure that maintenance work instructions reflect CDCCL items, and quality assurance functions will need to verify compliance. The AD also cross-references Transport Canada material (Background; Note 2), so operators that operate across jurisdictions or follow Transport Canada ADs should note the alignment.

Scope exclusions and prior compliance. The AD includes a provision that previous compliance with AD/DHC-8/138 constitutes compliance with the equivalent requirements in this AD (Note 3). That reduces duplication for operators who already implemented the original AD. The AD also limits its substantive reach to the specified models; other DHC‑8 variants or different aeroplane types are outside its stated applicability (Applicability).

Timing and immediacy. The compliance deadline , within 30 days after commencement , imposes a short window for operators to act. The AD commenced on 3 November 2017, and the amendment was issued on 31 October 2017 (Compliance; signature/date). Operators had a clear, brief period to insert TRs and amend procedures or to show previous compliance.

The AD establishes a concise set of duties and limited rights or options. Duties are mandatory actions described in the Requirement and Compliance sections. Rights and options are the permitted approaches the AD explicitly allows.

Core duties

• Amend the Maintenance Requirements Manual: Each registered operator must amend their copies of the DHC-8-400 Maintenance Requirements Manual, PSM 1‑84‑7 Part 2 "Airworthiness Limitations Items", as in force at the time of issue of AD/DHC-8/138, to incorporate CDCCL items introduced in Temporary Revisions ALI-55 and ALI-56 (Requirement).

• Amend procedures and documentation: Each registered operator must amend any of their DHC-8-400 Series aircraft related procedures and documentation to highlight the existence of the CDCCL items and to highlight the necessary requirements to maintain the design features of those CDCCL items (Requirement).

• Timing: These actions must be completed within 30 days after the commencement date of the Directive, unless already accomplished (Compliance).

Permitted implementation methods (explicit rights/options)

• Method of incorporation: The AD expressly states that incorporation of the TRs may be accomplished by inserting copies of the Temporary Revisions in the manual. That mechanism is an explicitly permitted route for compliance, giving operators a direct, administrable action (Requirement).

• Removal of TRs: Note 1 grants operators the right to remove the Temporary Revisions from the manual when the TR is cancelled or superseded by either a further TR or a later normal revision to the manual. That provides a lifecycle path from temporary insertion to eventual permanent revision (Note 1).

• Previous compliance acknowledgement: Note 3 recognises that previous compliance with the requirements in AD/DHC-8/138 constitutes compliance with the equivalent requirements in this amended AD. Operators who have already satisfied the earlier AD are thereby exempted from duplicating work (Note 3).

Rights not stated

• The AD does not state any right to apply for an alternative method of compliance (AMOC), nor does it prescribe an appeal route or provide an express discretionary exception. The text is silent on whether CASA will accept operator-proposed alternative means of compliance; the AD prescribes a direct method and timeline (Requirement; Compliance).

• The AD does not set out compensation, transitional relief beyond Note 3, nor any conditional deferral mechanism.

Interaction with maintenance lifecycle

• The AD ties into the maintenance manual lifecycle by allowing TRs to be removed when superseded and by referencing the manual "as in force at the time of issue", thereby anchoring the duty to the version of the manual current at the AD issue date. Operators must therefore check the manual version they hold against the AD's temporal anchor when implementing the change (Requirement; Note 1).

Documentation preservation and evidentiary duties

• While the AD requires procedural and manual amendment, it does not specify the form of evidence an operator must hold to demonstrate compliance. Given the requirement to insert TRs or otherwise amend manuals, operators will be expected, in practice, to retain records showing the TRs were added and the date of amendment, consistent with the AD's 30‑day compliance period (Requirement; Compliance). The AD itself does not list record‑keeping obligations.

Authority and provenance

• The AD was issued by the Civil Aviation Safety Authority, signed by its delegate Pieter van Dijk on 31 October 2017, and commences on 3 November 2017. Amendment 1 was issued to correct a temporary revision number in the Requirement (signature, date, amendment note).

In short, the AD creates mandatory documentary and procedural changes, prescribes a narrow compliance method (TR insertion is explicit), allows removal of TRs when superseded, recognises prior compliance, and is silent on alternative compliance pathways or record-keeping specifics.

The AD text provides specific compliance obligations and a commencement date, but it does not itself set out penalties, enforcement mechanisms, or administrative sanctions in the body of the instrument. The explicit enforcement content in the AD is limited to timing and the declaration of the requirement.

Direct enforcement content in the AD

• Compliance deadline: The AD requires that the specified changes be accomplished within 30 days after the commencement date of the Directive, unless previously accomplished. The AD also states that it commences on 3 November 2017 (Compliance). Those temporal prescriptions are enforceable obligations set out by the issuing authority.

• Delegated issuance: The AD is signed by Pieter van Dijk, Delegate of the Civil Aviation Safety Authority, on 31 October 2017. This identifies the issuing authority and the administrative provenance of the requirement (signature, date).

What the AD does not state

• The AD contains no text describing penalties, fines, administrative sanctions, or specific enforcement actions for non-compliance. It does not specify inspection rights, rectification orders, or civil/criminal penalties within its text.

• The AD does not describe an appeal process, a route for seeking an alternative method of compliance, or a stay or deferral mechanism within the instrument itself.

Implications for operators reading the AD

• The AD places an unequivocal duty on registered operators to amend their manuals and procedures to incorporate TR ALI-55 and ALI-56 and to do so within a 30-day window from commencement. Although the AD does not specify enforcement tools or penalties, an operator confronted with a mandatory AD should assume the requirement has regulatory force under the issuing authority. The operator must therefore consider that non‑compliance could expose it to enforcement action under the broader statutory or regulatory framework governing aviation safety, even though those enforcement provisions are not recited in this AD.

• The AD’s lack of explicit penalties or enforcement mechanisms means readers must consult the enabling statutory or regulatory framework (not included in this AD) to determine the specific legal consequences of failing to comply, and whether options such as applications for alternative methods of compliance exist. The AD does, however, make clear the due date and the actions to be taken (Requirement; Compliance).

• The AD’s Note 3, which recognises previous compliance with AD/DHC-8/138 as constituting compliance with this AD, functions as an affirmative compliance recognition and reduces enforcement exposure for operators who had already met the earlier requirements.

Cross-reference to Transport Canada material

• The AD’s Background mentions that identified non-compliances were assessed using Transport Canada Policy Letter No. 525-001 and that Transport Canada AD CF-2008-06 is referred to (Background; Note 2). This indicates a cross-jurisdictional alignment in identifying safety concerns and may be relevant to enforcement in contexts where multiple jurisdictions apply similar safety directives.

In sum, the AD prescribes what must be done and when, names the issuer, and recognises previous compliance, but it does not set out penalties or enforcement procedures within its text. For specifics on sanctions and enforcement modalities, operators must consult the relevant governing statutes or regulatory regime that empower the issuing authority to enact and enforce Airworthiness Directives.

The AD itself references other regulatory material and situates the directive within a wider safety-assessment context, indicating interconnection with external safety standards and foreign authority ADs.

Direct cross-references in the AD

• Chapter 525 of the Airworthiness Manual and NPA 2002-043. The Background states that Bombardier Aerospace completed a system safety review of the aircraft fuel system against fuel tank safety standards introduced in Chapter 525 of the Airworthiness Manual through Notice of Proposed Amendment (NPA) 2002-043. That indicates the AD’s genesis relates to compliance with Chapter 525 fuel tank safety standards as proposed in that NPA (Background).

• Transport Canada Policy Letter No. 525-001. The Background explains that identified non-compliances were assessed using Transport Canada Policy Letter No. 525-001 to determine if mandatory corrective action was required. This shows that a Transport Canada policy was used as an assessment tool in deciding whether to mandate corrective action (Background).

• Transport Canada AD CF-2008-06. Note 2 to the AD refers explicitly to Transport Canada AD CF-2008-06. That is an explicit cross-reference to a foreign jurisdiction's airworthiness directive dealing with related issues, which suggests alignment or harmonisation of safety requirements across jurisdictions for this aircraft type (Note 2).

Interoperability and operator obligations

• Alignment of standards. Because the AD anchors its safety assessment to Chapter 525 and Transport Canada guidance, operators who are subject to multiple jurisdictions (for example those operating in Australia and Canada, or who use Canadian certification data) will need to ensure their compliance activities satisfy the requirements referenced in both the AD and the external documents. The AD does not detail how conflicts would be resolved; it merely references the external materials.

• Manual and TR lifecycle. Note 1 permits removal of Temporary Revisions from the Maintenance Requirements Manual when a TR is cancelled or superseded by either a further TR or a later normal revision to the manual. This mechanism aligns the AD’s temporary insertion approach with normal manual revision processes and permits operators to follow the standard document-control lifecycle rather than maintain duplicative temporary inserts indefinitely (Note 1).

Limitations of the AD’s interaction statements

• The AD does not define how the referenced Transport Canada items operate within Australian law or how compliance with those foreign instruments translates into compliance for Australian regulatory purposes beyond the cross-reference statements. The AD simply records that Transport Canada material informed the assessment and that Transport Canada AD CF-2008-06 is related (Background; Note 2).

• The AD does not set out harmonisation mechanisms for conflicting requirements between the Airworthiness Manual (Chapter 525) and other national or foreign requirements, nor does it specify how operators should prioritise conflicting sources. It only directs particular documentary changes (Requirement).

Implications for regulatory practice

• The AD demonstrates a procedural interaction between manufacturer safety reviews, international safety standards (Airworthiness Manual Chapter 525), policy guidance (Transport Canada Policy Letter No. 525-001), and foreign ADs (Transport Canada AD CF-2008-06) that together lead to a domestic AD mandating specific documentation changes. In that sense, the AD is an endpoint of a cross-jurisdictional safety assessment chain rather than a self-contained technical standard.

• Operators whose operations or certification contexts involve cross-border regulation should review the referenced materials to understand the technical basis for the CDCCL items and the corresponding maintenance steps. The AD itself requires incorporation of TR ALI-55 and ALI-56 into the manual and procedural changes, and it refers to the external documents as context, not as templates for compliance (Requirement; Background; Note 2).

The instrument before you is Amendment 1 to AD/DHC-8/138, issued as AD/DHC-8/138 Amdt 1 and dated 22/2017. The AD text explicitly states the reason for the amendment and records the dates and signature of the issuing delegate.

Specifics recorded in the AD

• Amendment purpose. The AD includes a one-line amendment note: "Amendment 1 of the AD is issued to correct a temporary revision number referenced in the Requirement section of this AD." That is the sole stated purpose for Amendment 1 (Amendment note).

• Identification. The directive is identified by multiple labels within the text: "AD/DHC-8/138 Amdt 1", "AD/DHC-8/138 Amdt 1", and repeated title lines. The AD header shows "Fuel System Safety" and "22/2017", which connects the amendment to the 2017 AD series (heading rows and table).

• Dates. The AD is signed by Pieter van Dijk, Delegate of the Civil Aviation Safety Authority, on 31 October 2017, and the AD commences on 3 November 2017. The compliance period is framed relative to the commencement date (Compliance; signature/date).

• Prior AD. Note 3 states that previous compliance with the requirements in AD/DHC-8/138 constitutes compliance with the equivalent requirements in this AD. That indicates there was an earlier version of AD/DHC-8/138, and that the amendment recognises work already completed under that prior instrument (Note 3).

What the amendment does not say

• The AD does not record a sequence of multiple amendments beyond Amendment 1. There is no text describing subsequent amendments, rescissions, or a history of technical changes. The only explicit change recorded is a correction of a Temporary Revision number in the Requirement section.

• The AD does not detail the exact corrected Temporary Revision number, nor does it reproduce the previous erroneous text and the corrected text for a comparison in-track. It simply states the correction purpose.

Practical effects for record keeping and compliance

• Operators who complied with the original AD/DHC-8/138 prior to issue of Amendment 1 should verify that their previous compliance corresponds to the corrected TR numbering, but Note 3 confirms that those operators’ prior compliance continues to constitute compliance with this amended AD (Note 3). The amendment thus functions primarily as an editorial correction rather than a substantive new obligation.

• The commencement date provides a final operative date for the AD and its amendment. Operators should ensure their compliance records show either (a) the earlier AD/DHC-8/138 compliance date if already accomplished prior to Amendment 1, or (b) compliance with the amended AD within 30 days of 3 November 2017 if not previously accomplished (Compliance; Note 3).

In summary, Amendment 1 is recorded as a single-purpose correction to an earlier AD for the Bombardier DHC-8-400 series, with acknowledgement of prior compliance and a specific commencement and signature date.

The AD document supplied contains no litigation history, case citations, judicial decisions, or references to legal proceedings concerning AD/DHC-8/138 Amdt 1 or the underlying subject matter. The text is an administrative instrument that records requirements, background, and an amendment note, but it does not report any disputes, court reviews, or enforcement litigation.

What the source does provide

• Administrative provenance and signatory: The AD is signed by Pieter van Dijk, Delegate of the Civil Aviation Safety Authority, and dated 31 October 2017. The instrument declares the commencement date and the compliance timeframe. Those administrative facts are provided, but no mention is made of any litigation linked to the AD (signature/date; Compliance).

• Cross-reference to Transport Canada: The AD refers to Transport Canada AD CF-2008-06 and notes that Bombardier used Transport Canada Policy Letter No. 525-001 in its assessment, but those references are to administrative or policy instruments rather than to court decisions (Background; Note 2).

Implications of an absence of litigation history in the AD

• The AD’s silence on litigation does not prove that no legal challenges have ever occurred in relation to the subject matter, but the AD does not present any litigation record. Practitioners needing to know whether the AD has been the subject of legal challenge or judicial interpretation must look beyond the AD text for court databases, legal reporting services, or the statutory/regulatory record that might record appeals or enforcement proceedings. That material is not contained in the AD.

• Because the AD does not describe enforcement or penalty mechanisms, nor does it recount any administrative appeals or legal challenges, readers should not infer litigation outcomes or precedent from the AD itself. The AD functions as an administrative directive; any litigation arising from its application would need to be established from external sources.

Recommended practical step for counsel and compliance teams

• If litigation history or precedent is material to an operator’s decision making, a targeted search of administrative review records and superior court decisions concerning CASA ADs, or a request to CASA for enforcement history concerning AD/DHC-8/138, would be required. None of that information is present in the AD text provided.

In short, the AD contains no litigation history. The AD stands as an administrative directive specifying required actions, a compliance date, and an amendment; any litigation context must be sourced outside the AD text.

Operators and advisers should note several practical traps, ambiguities and timing risks that the AD’s text creates or leaves unresolved. These are not legal representations, they are practical flags grounded in the AD’s language.

1. Tight compliance window. The AD requires amendment of manuals and procedures within 30 days after commencement of the Directive, and the AD commences on 3 November 2017 (Compliance). That is a short window for locating TRs, inserting them into multiple copies of a manual, updating related procedures, and communicating changes to maintenance personnel, particularly for operators with distributed fleets or outsourced maintenance.

2. "As in force at the time of issue" anchor. The Requirement requires amending PSM 1‑84‑7 Part 2 "as in force at the time of issue of AD/DHC-8/138". The temporal anchor means operators must check the version of the manual current at the AD issue date before deciding how to insert the TRs. If an operator holds multiple manual versions across its fleet or maintenance organisations, the "as in force" phrasing could create uncertainty about which version is the operative baseline for each aircraft (Requirement).

3. Temporary Revision lifecycle and removal. Note 1 permits removal of a TR when it is cancelled or superseded by a further TR or a later normal revision to the manual. That creates a lifecycle obligation: an operator must track the TRs and remove them when appropriate. Failure to remove superseded TRs could produce mismatches between the manual and the eventual normal revision, while premature removal before a permanent revision could eliminate necessary CDCCL information (Note 1).

4. Exact content of CDCCL items not reproduced. The AD mandates incorporation of CDCCL items introduced in TR ALI-55 and ALI-56, but it does not reproduce those CDCCL items in the AD itself. Operators must source the TRs to know precisely which configuration control limitations and design features must be maintained. The AD itself does not indicate where the TRs are stored or how to obtain them (Requirement).

5. TR numbering correction may cause confusion. Amendment 1 states it was issued to correct a Temporary Revision number referenced in the Requirement section. Unless operators verify the corrected TR references and the manual they hold, there is a risk of amending the wrong TR or inserting an incorrect document version (Amendment note).

6. Procedural highlighting requirement is broad. The AD requires updating "any of their DHC-8-400 Series aircraft related procedures and documentation" to highlight CDCCL items and necessary requirements to maintain design features. That language is wide and could encompass maintenance task cards, quality procedures, continuing airworthiness instructions and training material. Operators must scope their documentation set and ensure comprehensive coverage to avoid gaps (Requirement).

7. Prior compliance recognition limited to AD/DHC-8/138. Note 3 recognises previous compliance with AD/DHC-8/138 as satisfying the amended AD, but does not necessarily recognise compliance with other documents or equivalent practices unless they were performed specifically under the earlier AD. Operators who implemented comparable measures outside the prior AD may need to map those actions to the AD’s requirements for internal compliance demonstrations (Note 3).

8. No procedural statement on alternatives or record-keeping. The AD does not state whether CASA will accept alternative methods of compliance, nor does it specify required evidence or retention periods to demonstrate compliance. Operators should adopt conservative record-keeping practices to document the TR insertion date, versions used, and the procedural changes made, because the AD itself does not otherwise prescribe evidentiary norms (Requirement; Compliance).

9. Cross-jurisdictional references. The AD references Transport Canada documents (Background; Note 2). Operators who operate inter-jurisdictionally must ensure their actions meet both the AD’s stated obligation and any corresponding foreign ADs, but the AD does not articulate a method for resolving conflicts or mapping obligations across jurisdictions.

10. No stated enforcement provisions. The AD does not list penalties or enforcement actions. Operators should not assume absence of consequence; instead they should anticipate enforcement through the normal regulatory regime that empowers CASA, none of which is reproduced in this AD (Compliance; signature/date).

In practice, these "gotchas" point to a need for operators to (a) locate and verify the correct TRs ALI-55 and ALI-56, (b) document the manual change and related procedure revisions comprehensively, (c) track TR lifecycle and removal, and (d) keep contemporaneous records showing the amendments were done within the 30‑day window or earlier, per Note 3 where applicable.

The AD sets a short, specific compliance path. Below is a practical checklist, grounded in the AD’s text, for an operator to follow in order to meet the directive within the prescribed timeframe.

1. Confirm applicability and operator status

• Verify whether the operator holds registration for Bombardier DHC-8-400, DHC-8-401 or DHC-8-402 model aeroplanes. The Requirement applies to "each registered operator of the aeroplane" for these models (Applicability; Requirement).

2. Identify and obtain the correct Temporary Revisions

• Obtain Temporary Revisions ALI-55 and ALI-56 that introduced the CDCCL items. The AD requires incorporation of the CDCCL items introduced in TR ALI-55 and ALI-56 "as in force at the time of issue of AD/DHC-8/138" (Requirement).
• Confirm you have the corrected TR numbering as per Amendment 1. The amendment was issued to correct a TR number referenced in the Requirement; verify the TR identifiers you intend to insert match the corrected references (Amendment note).

3. Amend the Maintenance Requirements Manual

• Amend copies of PSM 1‑84‑7 Part 2 "Airworthiness Limitations Items" in your organisation, as in force at the time of issue of the AD, to incorporate the CDCCL items from the TRs. The AD states this requirement and permits insertion of the TRs as the method to accomplish the amendment (Requirement).
• If you maintain multiple copies of the manual across departments or contracted maintenance providers, ensure each copy is amended.

4. Amend all related procedures and documentation

• Review "any of their DHC-8-400 Series aircraft related procedures and documentation" and amend them to highlight the existence of the CDCCL items and to highlight the necessary requirements to maintain the CDCCL design features (Requirement).
• This likely includes maintenance procedures, engineering control documents, quality assurance instructions, continuing airworthiness instructions and any operational checklists that reference the affected components or systems.

5. Record and evidence the change

• Although the AD does not specify evidentiary requirements, create records showing the date of insertion of the TRs into the manual, the copies amended, and the procedural documents updated. This is necessary to demonstrate compliance within the AD’s 30‑day window (Requirement; Compliance).

6. Meet the timing requirement

• Complete the above steps within 30 days after the commencement date of the Directive. The AD commences on 3 November 2017, so the actions were due within 30 days of that date unless previously accomplished (Compliance).

7. Check for previous compliance

• If you complied with AD/DHC-8/138 earlier, note that Note 3 states previous compliance constitutes compliance with this AD, so ensure your records satisfy that mapping and show the earlier compliance under the prior AD (Note 3).

8. Monitor TR lifecycle for removal

• Note 1 permits removal of the TRs from the manual when they are cancelled or superseded by further TRs or a later normal revision. Track the status of TR ALI-55 and ALI-56 so you can remove temporary inserts when appropriate and replace them with the normal revision to the manual (Note 1).

9. Cross-reference Transport Canada materials if relevant

• The Background references Chapter 525 of the Airworthiness Manual, NPA 2002-043, and Transport Canada Policy Letter No. 525-001 as the assessment basis, and Note 2 refers to Transport Canada AD CF-2008-06. If you operate in jurisdictions where those instruments apply, or if your maintenance engineering relies on those documents, ensure your technical team reviews those materials to understand the technical basis for the CDCCL items (Background; Note 2).

10. Verify corrected TR numbers and amendment specifics

• Because Amendment 1 was issued to correct a TR number in the Requirement, confirm that the TRs you insert correspond to the corrected references as currently recorded with the authority or with the manufacturer. This prevents inserting an incorrect TR version or the wrong document.

11. Liaise with maintenance providers and QA

• If maintenance tasks are outsourced, notify the contracted providers of the changed manual and procedural requirements and supply them with the TRs or an official copy of the amended manual pages. Ensure QA and audit functions schedule checks to verify insertion and procedural changes.

12. Keep contemporaneous documentation for audit

• Maintain a compliance file that attaches the AD, copies of the TRs inserted, evidence of amendments to procedures and manuals, and any communications to staff or contractors. This is prudent given the AD’s short compliance window and the absence of specified evidentiary procedures in the AD text.

Following these steps will implement the AD’s required changes as stated: incorporation of CDCCL items introduced in TR ALI-55 and ALI-56 into PSM 1‑84‑7 Part 2, amendment of related procedures and documentation to highlight CDCCL items and the requirements to maintain their design features, completion within 30 days of the AD’s commencement, and lifecycle removal of TRs when superseded (Requirement; Compliance; Note 1; Note 3).