AD/F100/97 Amdt 1 - State of Design Airworthiness Directives

The Directive rests on several discrete legal and operational concepts drawn from the document text.

State of Design ADs: The Directive treats Netherlands ADs as State of Design airworthiness directives that may impose mandatory continuing airworthiness actions for Fokker F100 series aeroplanes. Table 1 lists specific Netherlands ADs by number, issue date and title, for example Netherlands AD 97-060 (30 June 1997) titled "Emergency Lighting Control Panel Placard", and Netherlands AD 94-029 (21 February 1994) titled "Circuit Breaker Terminal Bolts". The Directive instructs operators to determine applicability of these Netherlands ADs and to comply where required.

Determination of applicability: The first explicit legal duty is to determine whether each listed Netherlands AD applies to a given aeroplane. The Directive recognises that because of manufacture date, configuration or modification status, some ADs "will not be applicable to some aeroplanes", and therefore the operator need only apply further measures where applicability is established.

Performing required actions or later EASA-approved revision: Where an AD is applicable and has not been previously accomplished, the operator must perform the actions required by that Netherlands AD or by a later EASA-approved revision. That phrase imports both the original Netherlands AD content and any subsequent EASA-approved revisions that might supersede the Netherlands AD, thereby delegating to the EASA-approved text the precise technical remedy and compliance steps.

Compliance deadline provision: The Directive sets different triggers depending on certificate of airworthiness status. If the aeroplane does not have a certificate of airworthiness, the required actions must be completed before the certificate is issued. If the aeroplane already has a certificate of airworthiness, the required actions must be completed within 60 days after the Directive’s effective date. The Directive designates 9 September 2011 as the effective date of the amendment.

Once-only nature of many ADs: The background states that the Netherlands ADs in Table 1 "require once-only actions for which the compliance date and/or period has passed". That means the ADs typically required a one-off inspection, modification or replacement at a past date; the Directive is intended to catch up recently-registered Australian aircraft that may not have complied.

Amendment mechanism and supersession: Amendment 1 removes reference to a specific Netherlands AD (94-146) from Table 1 because it has been superseded by EASA AD No. 2011-0158. The Directive expressly allows for compliance with "later EASA-approved revision" of a Netherlands AD, and the amendment demonstrates how EASA-level ADs can supersede State of Design ADs and thereby alter the content of the CASA AD.

Access and reference to EASA AD database: The Directive notes that Netherlands ADs may be accessed via the EASA AD internet repository (http://ad.easa.europa.eu/). That reference is operationally important because the technical contents and any EASA revisions necessary to satisfy the CASA AD will be in that repository.

Record and proving accomplishment: While the Directive requires operators to perform the actions required by the listed ADs, it does not itself describe how compliance is to be recorded. Practically, the importation of State of Design ADs into local regulatory obligations implies operators must be able to demonstrate compliance when requested by CASA, although the Directive text provided does not specify a record-keeping format or acceptance procedure.

The Directive specifically applies to operators and owners of Fokker Aircraft B.V. F28 Mark 0100 (Fokker F100) aeroplanes that are registered in Australia, including aircraft recently registered where prior State of Design AD compliance may be incomplete. The applicability clause states "Fokker Aircraft B.V. F28 Mark 0100 aeroplanes", and the background explains CASA has determined the listed Netherlands ADs "may be applicable to recently-registered Australian aircraft".

Primary affected parties

• Aircraft operators and owners of Australian-registered Fokker F100 (F28 Mk 100) series aeroplanes. They bear the obligation to determine applicability of each Netherlands AD in Table 1 and, where applicable and outstanding, to perform the actions required by those ADs or any later EASA-approved revision within the stated timeframes.

• Maintenance organisations and certifying staff who will perform the inspections, modifications or replacements required by the Netherlands ADs or by later EASA-approved revisions. Those organisations must interpret State of Design AD text or the EASA revision and implement the required engineering and maintenance actions, and then certify the work.

Secondary affected parties

• Prospective purchasers and registrars of Fokker F100 aeroplanes in Australia. Because the Directive requires compliance before issuance of a certificate of airworthiness for aircraft without a CoA, transactions and registry activities may be affected. A purchaser seeking initial Australian certification of an imported Fokker F100 must ensure the listed AD actions have been performed, or schedule them to be done prior to CoA issuance.

• Parts suppliers and engineering providers. Some listed ADs require replacement parts or structural/aircraft system modifications. Suppliers of specific components cited in the Netherlands ADs (for example pitot heating systems, landing gear components, oxygen hoses, etc.) may see demand where operators require parts to comply.

• CASA and compliance inspectors. CASA is the issuing authority and will be monitoring compliance. The Directive itself is intended to ensure State of Design ADs are complied with in Australia.

Who is not necessarily affected

• Owners of Fokker F100 aircraft whose configuration or date of manufacture renders particular Netherlands ADs non-applicable. The Directive recognises this explicitly: CASA "appreciates that, due to date of aircraft manufacture or aircraft configuration and modification status, some of the ADs listed in Table 1 will not be applicable to some aeroplanes."

No penalties specified in text

• The Directive does not include any penalty schedule or enforcement clause within the provided text. It therefore does not specify fines, suspension powers, or other sanctions in the instrument itself. Operators should assume the obligation is legally binding in the usual CASA administrative context, but the AD text does not set out enforcement mechanisms.

Who pays and who decides

• The financial cost of determining applicability and of executing any outstanding AD actions falls on the operator or owner of the aircraft. The Directive requires the operator to determine applicability and to perform the required actions; it does not provide funding or assistance.

• Technical decisions about applicability, necessary rectification actions and the certifying statements rest with the operator’s maintenance organisation and certifying staff, using the Netherlands AD or later EASA-approved revision as the technical standard.

Key duties

1. Determine applicability (Requirement 1): Operators must determine the applicability of each Netherlands AD listed in Table 1. The Directive uses the expression "Determine the applicability of the Netherlands Airworthiness Directives (AD) listed in Table 1." The duty is affirmative and applies to every aeroplane in scope.

2. Perform required actions where applicable (Requirement 2): If a Netherlands AD in Table 1 is applicable and has not been previously accomplished, operators must perform the actions required by that Netherlands AD or by a later EASA-approved revision. The Directive states: "If it is determined that a Netherlands AD listed in Table 1 is applicable and has not been previously accomplished, perform the actions required by that AD or later EASA-approved revision."

3. Comply within the specified time limits (Compliance provision): For aircraft without a certificate of airworthiness, the actions must be completed before issue of the certificate. For aircraft with a certificate of airworthiness, actions must be completed within 60 days after the effective date of the Directive. The Directive text sets those deadlines explicitly.

4. Keep current with EASA-approved revisions: Because the obligation allows performance of actions in a later EASA-approved revision, operators must check for and follow any EASA revision that supersedes a Netherlands AD. The amendment example shows how EASA AD No. 2011-0158 superseded Netherlands AD 94-146, leading CASA to remove 94-146 from Table 1.

Rights and practical expectations the Directive implies

• Right to determine non-applicability: The Directive recognises that certain ADs in Table 1 may not apply because of the aeroplane’s manufacture date, configuration or modification status. Operators have the right to make that determination and to document it in support of non-compliance with a particular AD.

• Right to comply to an EASA-approved revision rather than the original Netherlands AD: The Directive permits compliance with a later EASA-approved revision. That gives operators and maintenance organisations scope to follow the most recent EASA-approved technical solution, if one exists.

• Expectation of demonstration of compliance: Although the Directive does not specify record-keeping detail, by importing State of Design AD obligations into CASA’s regulatory framework it creates an expectation that operators will be able to demonstrate compliance on request. Maintenance logs, AD compliance forms, and certification records will be the practical instruments to evidence compliance.

Who decides technical applicability and compliance

• The operator and the maintenance organisation, working from the Netherlands AD text or EASA-approved revision, make the technical call on applicability and carry out the required work. Certifying staff sign off the work as appropriate.

• CASA retains regulatory oversight and issued the Directive to require the actions. The background explains CASA "has determined that these ADs may be applicable to recently-registered Australian aircraft" and therefore issued the Directive "to ensure all State of Design ADs are complied with."

Limitations in the Directive’s text

• The Directive sets duties but does not set out a dispute resolution process, appeal mechanism, or enforcement penalties. It does not enumerate how CASA will verify compliance, nor detail administrative processes such as mandatory reporting after compliance or forms to be used.

The AD text provided does not contain any explicit penalties, fines, or enforcement procedures. The Directive specifies obligations and compliance timelines but does not, within the text, describe the legal consequences for failure to comply, nor does it set out inspection or enforcement processes that CASA will follow. The Directive’s enforcement implications therefore must be read against the surrounding regulatory framework and customary CASA practice, but those statutory enforcement mechanisms are not present in the text supplied.

What the Directive does specify about compliance timing and authority

• Effective date and deadlines: The amendment states that it becomes effective on 9 September 2011, and gives clear deadlines depending on certificate of airworthiness status. This fixity of date gives CASA a defined point from which to expect compliance.

• Source authority: The AD is issued by the Civil Aviation Safety Authority delegate, Mike Higgins. That is the authoritative signature within the Directive and establishes the instrument as a formal CASA airworthiness directive.

What is absent in the Directive text

• No express penalty clause: The Directive does not set out monetary penalties, suspension powers or administrative sanctions within its text. It does not describe inspection regimes, show-cause processes, or timelines for CASA follow-up.

• No enforcement procedure described: There is no specified procedure for CASA to verify compliance, to accept or reject an operator’s applicability determination, or to require remedial action beyond the AD’s requirements.

Practical enforcement considerations for operators (drawing only on what the Directive implies)

• The Directive’s imposition of duties and its origin in CASA suggest non-compliance would expose an operator to CASA regulatory action under the broader Civil Aviation legislation and regulations. However, the AD text itself does not cite or restate those legislative enforcement powers.

• Because the Directive requires specific actions to be performed or applicability determinations to be made and because it sets a 60-day compliance window for certificated aircraft, operators should treat the AD as an enforceable regulatory requirement and prepare to demonstrate compliance in the event CASA queries or audits the operator’s continuing airworthiness records.

• In practice, compliance evidence will likely be paperwork, maintenance release forms and logbook entries showing the AD action was completed in accordance with the listed Netherlands AD or a later EASA-approved revision. The Directive does not prescribe the precise form of that evidence, but operators should retain contemporaneous maintenance records to substantiate compliance.

Direct references to other regulatory instruments

• State of Design ADs and EASA: The Directive imports technical requirements from Netherlands ADs listed in Table 1 and allows performance of actions required by "later EASA-approved revision." Amendment 1 demonstrates a direct interaction between Netherlands AD 94-146 and EASA AD No. 2011-0158: the latter superseded the former and led CASA to remove 94-146 from Table 1. The Directive also provides the EASA AD web repository URL for accessing State of Design ADs.

Mechanism of interaction

• Importation of State of Design ADs into national continuing airworthiness obligations: The Directive operates by identifying non-Australian (Netherlands) ADs that CASA insists are complied with for Australian-registered aeroplanes. It does not duplicate the technical detail of those ADs, but instead requires Australian operators to follow the Netherlands ADs or later EASA-approved revisions. This creates a chain where technical requirements created in the State of Design and EASA framework become enforceable obligations for Australian operators because of this CASA AD.

• Supersession relationship: The amendment shows CASA modifies its Table 1 in light of EASA actions. When an EASA AD supersedes a Netherlands AD, CASA may remove the Netherlands AD from the Table, directing operators to comply with the EASA AD content instead. This creates an operational dependency: operators must monitor the EASA AD database for superseding revisions.

Possible interactions not specified in the text

• National Civil Aviation Act and regulations: The Directive does not quote the Civil Aviation legislation that gives CASA authority to issue ADs or to enforce continuing airworthiness. The absence of statutory cross-citations in the text does not mean there is no legal basis; CASA ADs are typically issued under statutory continuing airworthiness powers, but that statutory basis is not stated in the AD text provided.

• Certificates of airworthiness and registry processes: The compliance clause interacts with the administrative process for issuing a certificate of airworthiness. For aircraft without a CoA, the AD requires the listed AD requirements to be met before CoA issuance. Thus, the AD interacts operationally with the processes that determine CoA grant.

Operational interactions and responsibilities

• Maintenance approvals and certifying staff: Because compliance can be achieved by following either the Netherlands AD or a later EASA-approved revision, maintenance providers must interpret and apply foreign-origin ADs. That creates an operational interaction between Australian continuing airworthiness processes and State of Design/EASA engineering approvals.

• Record-keeping and audit: While the AD does not specify record-keeping requirements, by creating obligations operators will need to integrate the Directive’s requirements into their maintenance programs and airworthiness records. This implicitly interacts with national maintenance recordkeeping requirements.

Practical cross-references operators must observe

• Table 1 ADs: Operators must consult the list of Netherlands ADs in Table 1 and the EASA AD repository for the detailed technical instructions and for any later EASA-approved revisions.

• EASA AD No. 2011-0158: Amendment 1 explicitly cites EASA AD No. 2011-0158 as superseding Netherlands AD 94-146. Operators who were previously considering 94-146 should instead consult EASA AD No. 2011-0158.

Limits of the Directive’s interplay with foreign ADs

• The AD requires compliance with the technical contents of foreign ADs, but it does not itself restate the foreign ADs’ detailed requirements, nor does it itself grant approvals or exemptions. Therefore the interaction is primarily directional: CASA requires compliance with those foreign ADs, but the detailed technical content to be followed is found in the State of Design or EASA AD documents.

This instrument is AD/F100/97 Amendment 1. The amendment history in the provided text is concise and specific.

• Original AD identifier: The Directive is titled AD/F100/97; the amendment is numbered Amendment 1. The header shows "AD/F100/97 Amdt 1" and repeats the title in the document body.

• Amendment 1 specifics: Amendment 1 was issued on 31 August 2011 and became effective on 9 September 2011. The background section explicitly states "Amendment 1 of this Airworthiness Directive has been issued to remove reference to Netherlands AD 94-146 from Table 1." The stated reason is that the release of EASA AD No. 2011-0158 (26 August 2011) supersedes Netherlands AD 94-146, thus removing the requirement to comply with AD 94-146 via this CASA Directive.

• Effective dates and timing: The amendment states its effective date and ties compliance deadlines to that effective date. The compliance provision requires performance of applicable AD actions before issuance of a certificate of airworthiness if no CoA exists, or within 60 days after the effective date for certificated aircraft. The effective date is expressly given as 9 September 2011 in the document.

• No prior amendments recorded in text: The AD text provided does not record any earlier amendments to AD/F100/97 prior to Amendment 1. The background refers to the Netherlands ADs having compliance dates that have passed, but the AD’s internal amendment trail as supplied shows only Amdt 1.

Administrative provenance

• Issuing person and date: The instrument is signed by Mike Higgins, Delegate of the Civil Aviation Safety Authority, with date 31 August 2011. That signature line is the formal administrative act that promulgated the amendment.

Notes on how future amendments will interact

• The Directive’s language permits compliance with "later EASA-approved revision" of any listed Netherlands AD. That clause provides a mechanism for the Directive to remain operable when State of Design ADs are updated or superseded by EASA. The practical effect is that operators must monitor EASA releases and should expect CASA to further amend Table 1 if EASA supersedes other Netherlands ADs in future.

The provided AD text contains no references to litigation, legal proceedings, or judicial review. It does not cite any court decisions or administrative appeals, and it does not record any legal challenges to AD/F100/97 or to Amendment 1. The document is an administrative airworthiness directive and, in the material supplied, there is no litigation history attached or described.

What the absence of litigation detail means in this source

• There is no source-grounded record in the AD text of any challenge, appeal or judicial consideration of this Directive or its predecessor material. The absence of litigation material in the Directive does not preclude that litigation might exist elsewhere; however, the AD document itself contains neither litigation references nor procedural directions for appeals.

Practical note for practitioners seeking litigation or appeal history

• If a practitioner requires a litigated interpretation of the legal status, enforceability or application of this AD, they will need to search external legal databases, CASA records, tribunal decisions or court files. The AD text supplied does not provide such references and therefore cannot be used as a source for litigation history.

Concrete operational and compliance pitfalls that appear in or are directly implied by the Directive text.

Once-only ADs with past compliance dates: The background explicitly states that the Netherlands ADs in Table 1 "require once-only actions for which the compliance date and/or period has passed." The gotcha is that the technical work these ADs mandate was intended to have been done in the past. Recently-registered Australian aircraft may therefore lack the historical accomplishment records, putting operators in a position of having to chase historical compliance or effect retroactive modifications.

Short compliance window for certificated aeroplanes: The Directive requires that, for certificated aeroplanes, actions be completed within 60 days after the effective date. Given the Directive’s effective date is 9 September 2011, any outstanding AD actions must be completed within a tight regulatory timeframe. That can create scheduling pressure for operators with limited maintenance windows or for aircraft geographically distant from required parts or engineering resources.

Before CoA versus after CoA difference: For aeroplanes without a certificate of airworthiness, the AD requires compliance before issuance of the CoA. This can delay entry to service for newly imported or modified aircraft if AD actions remain outstanding and not previously documented. Operators undertaking registration or importation must factor these ADs into the CoA acceptance process.

Multiplicity of ADs and technical scope: Table 1 lists a long sequence of Netherlands ADs spanning many systems and components including the emergency lighting control panel placard, main landing gear components, oxygen hoses, pitot heating replacement, flight control computer, autopilot rudder servo brackets and many more. The broad technical scope means multiple specialisations may be required, and the ADs’ remedies are not summarised in the CASA AD itself. Operators must retrieve each Netherlands AD or later EASA-approved revision from the EASA database to understand the precise technical requirement.

Supersession and version control pitfalls: The Directive permits compliance with "later EASA-approved revision." Amendment 1 removed Netherlands AD 94-146 because EASA AD No. 2011-0158 superseded it. Operators must therefore ensure they are complying with the current EASA-approved revision, not an outdated Netherlands AD text. Relying on obsolete AD text or failing to locate a superseding EASA AD is a compliance risk.

Record evidence risk: The Directive does not specify the form of evidence required to show that applicability was determined or that AD actions were performed. Operators who cannot produce robust maintenance records, logbook entries or certifying releases showing the AD action was performed risk being unable to demonstrate compliance. The Directive implies that the operator must be able to demonstrate compliance but leaves the evidentiary standard to normal CASA audit practice.

Potential confusion over applicability determinations: The Directive allows for ADs to be non-applicable because of aircraft manufacture date, configuration or modification status. Making and documenting a correct determination of non-applicability requires technical assessment and knowledge of the aircraft’s configuration history, including modifications, SBs (service bulletins) and STCs (supplementary type certificates). Incomplete records or unrecorded modifications could lead to incorrect applicability determinations.

International documentation and foreign AD texts: The Directive refers operators to the EASA AD repository. Some older Netherlands ADs may have limited availability or require interpretation in the context of modern maintenance practices. Operators must ensure they obtain the authoritative AD texts and any referenced service information to accomplish the required actions correctly.

No explicit enforcement or appeal procedure included: The AD does not set out how CASA will verify compliance, the documentation it will require, or whether there is a formal process to apply for alternative methods of compliance. Operators relying on non-standard compliance approaches will need to consult CASA directly because the AD itself does not provide an alternative method of compliance pathway.

Examples in Table 1 that may present non-obvious work scopes

• Netherlands AD 94-114-4 "No. 1 Pitot Heating System - Replacement" (31 July 1996) may require replacement of pitot heating hardware, which could be an on-wing maintenance action requiring spares and skilled technicians.

• Netherlands AD 95-050 "Flight Compartment Flexible Oxygen Hoses" (31 May 1995) implies inspection or replacement of oxygen hoses in the flight compartment, with attendant certification requirements.

• Netherlands AD 96-074 "MLG Upper Torque Link Pin" (28 June 1996) and 95-013 "Landing Gear Wheel Brake Assembly" (28 February 1995) indicate landing gear and brake items that could be safety-critical and may require bench testing or scheduled heavy maintenance.

Operational contingency: Parts availability, scheduling, depot capacity and the necessity of accessing historical records can all increase the practical burden and cost of compliance. The Directive does not mitigate these burdens.

A practical compliance workflow based on the Directive text. All steps described follow directly from the AD’s requirements: determination of applicability, execution of required actions for applicable ADs or later EASA-approved revisions, and completion within the prescribed time limits.

1. Assemble documentation and list of ADs

• Obtain the Table 1 list from the CASA AD. Table 1 provides the Netherlands AD numbers, issue dates and titles. Examples include 97-060 (Emergency Lighting Control Panel Placard), 96-153 (Leading Edge Torsion Box Drainage), 95-104 (Overwing Emergency Exit Release Handle), through to earlier entries such as 90-122 (Main Wheel Assembly).

• Access the EASA AD repository at the URL the Directive references: http://ad.easa.europa.eu/. Use that repository to retrieve the full text of each Netherlands AD listed and to check for any EASA ADs that may supersede them. The Directive expressly allows compliance with "later EASA-approved revision", and Amendment 1 illustrates that EASA AD No. 2011-0158 superseded Netherlands AD 94-146.

2. Determine applicability for each listed AD (Requirement 1)

• For each AD in Table 1, determine whether it applies to the specific aircraft. Applicability assessments will typically require checking the aircraft serial number, manufacturing data, configuration, modification and STC status, part numbers and service history.

• Document the applicability determination in the aircraft maintenance records. The Directive recognises that some ADs will not be applicable "due to date of aircraft manufacture or aircraft configuration and modification status." Maintain documented rationale for non-applicability decisions (for example: serial number outside applicability range, AD pertains to equipment not installed, or AD requirement already accomplished and recorded).

• If an AD refers to specific part numbers, configurations or installations (for instance, a particular pitot heating system, a particular door design, or a particular wheel assembly type), verify whether those parts or configurations are present.

3. If applicable and not previously accomplished, perform the AD actions (Requirement 2)

• For any AD determined to be applicable and outstanding, obtain the full technical instructions from the Netherlands AD or any later EASA-approved revision. The CASA AD does not transcribe technical remedy steps; it requires operators to follow the State of Design AD or its EASA successor.

• Plan and schedule the necessary inspections, replacements, structural modifications or placard installations listed in the AD. Examples from Table 1 include replacement of pitot heating system components, overhaul or replacement of landing gear torque link pins, inspection of bleed air holes, replacement of oxygen hoses, or installation of placards.

• Engage appropriately rated maintenance organisations and certifying staff to carry out the work. Ensure that any modifications, parts or hardware meet the referenced AD’s specifications and that parts compatibility with the aircraft’s configuration is verified.

• If the AD references service bulletins, parts manufacturers’ instructions or other documentation, procure those documents and ensure they are included in the maintenance action package.

4. Ensure the remedial action is the latest EASA-approved revision where applicable

• Verify whether an EASA AD or later EASA-approved revision supersedes the Netherlands AD. The Directive permits compliance with "later EASA-approved revision" and Amendment 1 removed Netherlands AD 94-146 when EASA AD No. 2011-0158 superseded it.

• Where an EASA AD supersedes a Netherlands AD, follow the EASA text as the operative technical requirement. Maintain copies of the EASA AD and any associated service instructions.

5. Certify and record the work

• Upon completion of the AD-required action, ensure the maintenance release, logbook entry and any required certification entries are made, recording the AD number, the action taken, the date, the relevant aircraft serial number, and the certifying maintenance engineer’s details.

• Include the basis for any non-applicability determination in the aircraft’s maintenance records, as well as evidence where an AD action was previously accomplished and documented.

6. Observe the Directive’s time limits

• If the aircraft does not yet have a certificate of airworthiness, ensure compliance with any applicable AD actions before a CoA is issued. Incorporate AD checks into the pre-CoA inspection and acceptance process.

• For certificated aircraft, complete applicable AD actions within 60 days of the Directive’s effective date, which the amendment states is 9 September 2011.

7. Communicate with CASA when necessary

• If there is any uncertainty about applicability, the correct technical remedy, or whether a later EASA revision applies, contact CASA for guidance. The Directive does not present a formal alternative method of compliance procedure within its text, so a formal consultation with CASA is prudent where operators propose non-standard remedies.

8. Maintain ongoing surveillance for further supersessions or new ADs

• Monitor the EASA AD repository for any further EASA ADs that may supersede Netherlands ADs in Table 1, or for new EASA ADs affecting the Fokker F100 series. The amendment process in this Directive demonstrates that EASA AD actions can change the set of ADs CASA references.

9. Practical sequencing and risk mitigation

• Prioritise actions that affect flight safety directly, and schedule items that require heavy maintenance periods to avoid unnecessary aircraft downtime.

• For ADs requiring replacement parts or special tooling, verify lead times and supplier availability early to avoid missing the 60-day window for certificated aeroplanes.

• If historical maintenance records are incomplete, plan inspection tasks to establish whether an AD action was previously accomplished. Where records cannot be produced, consider treating the AD as outstanding and performing the remedial action if feasible.

10. Document the chain of compliance

• Keep contemporaneous copies of the Netherlands ADs or EASA revisions used, maintenance work orders, parts used and their provenance, signatures of certifying staff, and final maintenance release. This documentation will be necessary to demonstrate compliance in any CASA audit or inspection.

Concluding practical note

The CASA AD imposes an obligation to either show an AD does not apply or to accomplish the required actions. The operator’s compliance programme should therefore treat each Table 1 AD as a live continuing airworthiness issue until either a documented non-applicability or a recorded accomplishment is in the maintenance records. The operator bears the cost and scheduling burden, and must ensure the technical remedy performed matches the State of Design AD or the later EASA-approved revision cited in the Directive.