AD/F2000/11 - Flap Jackscrew

The AD rests on a small set of technical and administrative concepts that determine both the required maintenance actions and the compliance logic. Those concepts, as stated in the AD text, are:

• Hazard driver: “Flap jackscrew jamming” which can produce an asymmetric flap condition and reduce roll control (Background). The AD therefore targets both prevention (inspections) and removal of suspect components (replacement).
• Component identification by part number and revision state: The AD repeatedly identifies jackscrews and actuators by part number. It distinguishes P/N 5318-1 and allows replacement by P/N 5318-2 or -3, subject to MM chapter 5.40 limitations (Note 2). It also provides instructions for recognising a permitted revision to P/N 5318-1: “They are identified by amendment a and letter R engraved after the serial number” (Note 1). The AD also lists outboard jackscrew part numbers P/N 1-5319-1 (LH) and 2-5319-1 (RH) (Requirement 6).
• Two types of work: system functional check and mechanical play checks. The AD distinguishes between checking the flap asymmetry protection system (an operational/systems check, MM 27-502.2) and checking nut/screw play on jackscrews (a mechanical inspection, MM 27-504) (Requirement 1, 2, 6). Each check is tied to specific MM procedures, incorporating those MM steps by reference.
• Mandatory replacement: For certain locations and part numbers, the AD requires replacement of jackscrews P/N 5318-1 with “new or revised” P/N 5318-1 units (Requirements 3 and 4). The AD does not provide detailed replacement instructions in the text; it prescribes replacement by part number.
• Non-interchangeability rule for actuators: “Do not swap actuators between inboard flap inboard position and the inboard flap outboard position” (Requirement 5). The AD thus imposes a specific operational constraint on maintenance actions.
• Time and usage-based compliance logic: The compliance schedule is tied to either a fixed short-term flight count from the effective date (5 flights or 25 flights depending on the task and the accumulated flight count of the jackscrew) or to recurrent intervals not to exceed a maximum of 330 flight hours or 7 months (Compliance 1 and 6). The AD therefore requires operators to identify accumulated usage for each jackscrew and to schedule work accordingly.
• Cross-references to other authorities and documents: The AD explicitly refers to DGAC AD 1999-038-008(B) R1 (Note 3), and to service bulletin AVIAC 5318-27-01 for limitations on revisions to P/N 5318-1 (Note 1). It also invokes specific Maintenance Manual procedures and a chapter (27-502.2, 27-504, chapter 5.40) as the method by which inspections are to be carried out (Requirement 1, 2, 6; Note 2).

Mechanically, the AD is a preventive-and-corrective measure. The preventive side is represented by functional checks of the flap asymmetry protection system and periodic play checks for nut/screw wear; the corrective side is represented by a mandate to replace certain jackscrews and to restrict actuator swapping. The AD therefore blends direct parts replacement with recurring inspection obligations referenced to the manufacturer’s Maintenance Manual. The AD also contains identification rules intended to give operators a means to determine whether a particular part is acceptable.

The AD names Dassault Falcon 2000 aeroplanes as the applicability set. Consequently the immediate effected parties are:

• Aircraft operators and owners of Dassault Falcon 2000 aeroplanes. The AD’s text of applicability is “Dassault Falcon 2000 aeroplanes,” so any operator or owner of that aircraft type must apply the AD’s requirements to their aeroplanes (Applicability).
• Maintenance organisations and certifying staff responsible for performing Maintenance Manual procedure 27-502.2 (flap asymmetry protection system check) and 27-504 (nut/screw play check). The AD incorporates those MM procedures as the methods by which its inspection requirements must be performed (Requirement 1; 2; 6), so the organisations that carry out those procedures are directly bound to execute them to accomplish compliance.
• Maintenance engineers, mechanics and licensed certifying staff engaged in removal/installation of jackscrews and actuators. The AD requires specific replacement work (Requirements 3 and 4) and a prohibition on swapping actuators between specified positions (Requirement 5). Those tasks involve hands-on maintenance personnel who must follow the AD and the referenced MM procedures.
• Parts suppliers, component manufacturers and overhaul facilities. The AD identifies specific part numbers (5318-1, 5318-2, 5318-3, 1-5319-1, 2-5319-1) and references a service bulletin AVIAC 5318-27-01 that governs allowable revisions and markings for P/N 5318-1 (Notes 1 and 2). Suppliers and overhaul facilities handling those parts will need to ensure that replacement items meet the identification requirements set out in the AD.
• The Civil Aviation Safety Authority (CASA) as the issuing authority and its delegate (James Coyne signed the AD on 17 March 2006). The presence of the CASA delegate’s signature and the statement that the AD becomes effective on 11 May 2006 indicate the regulatory provenance and the date when operators must begin compliance (Delegate signature, Effective date).

Indirectly affected parties include operators’ flight crews and fleet managers who must schedule aircraft out of service to permit the checks and replacements within the short intervals specified (e.g. within 5 flights or within 25 flights depending on jackscrew usage). The AD’s timing requirements (flight-count thresholds and recurring intervals measured in flight hours or months) place a burden on operational planning and record-keeping, so dispatch and scheduling staff are affected insofar as aircraft availability is constrained by the need to perform these tasks.

The AD also references the French DGAC AD 1999-038-008(B) R1 and an AVIAC service bulletin; those documents involve overseas authorities and suppliers, so international maintenance organisations, parts logistics and compliance officers that coordinate cross-border parts or documentation will be consequentially involved.

The AD sets out prescriptive duties for operators and maintenance organisations and, implicitly, prescribes procedural rights only to the extent the AD defines acceptable means of compliance. The AD text itself lists the obligations that must be performed and the timing for those obligations; it contains no express statement of rights, appeals or exemptions in the text provided. The duties set by the AD are:

• Execute a check of the flap asymmetry protection system in accordance with MM procedure 27-502.2 (Requirement 1). The AD incorporates this MM procedure by reference as the required method for that check.
• Carry out mechanical checks of nut/screw play for specified jackscrews in accordance with MM procedure 27-504 (Requirements 2 and 6). The AD thus obliges the operator to perform the MM 27-504 inspection steps on particular P/N items.
• Replace inboard flap inboard jackscrews P/N 5318-1 (new or revised) (Requirement 3).
• Replace inboard flap outboard jackscrews P/N 5318-1 (new or revised) (Requirement 4).
• Do not swap actuators between the inboard flap inboard and inboard flap outboard positions (Requirement 5).
• Carry out checks of outboard jackscrews P/N 1-5319-1 (LH) and 2-5319-1 (RH) and outboard jackscrews P/N 5318-1 nut/screw play per MM 27-504 (Requirement 6).

Timing duties are detailed and varied:

• Immediate short-term check within 5 flights from the AD effective date “unless previously accomplished”, with a recurring interval thereafter “not to exceed 330 flight hours or 7 months, whichever occurs first” (Compliance 1).
• Short-term mandatory actions within 25 flights of the effective date for jackscrews that have accumulated more than certain flight thresholds: more than 750 flights, more than 1000 flights, and more than 2200 flights, respectively (Compliance 2-4). For the jackscrews with more than 1000 flights, a subsequent recurring inspection interval “thereafter at intervals not to exceed 330 flight hours or 7 months” is specified (Compliance 6).

Identification duties:

• Confirm the revision and identification marking for P/N 5318-1 units, where permitted revision is identified by “amendment a and letter R engraved after the serial number” per Note 1.
• Consult the Maintenance Manual chapter 5.40 for limitations when replacing P/N 5318-1 with P/N 5318-2 or -3 (Note 2).
• Consider the referenced DGAC AD 1999-038-008(B) R1 for related requirements (Note 3).
• Follow service bulletin AVIAC 5318-27-01 for revision limitations for P/N 5318-1 (Note 1).

Rights and discretionary space in the AD text are minimal. The AD prescribes methods by reference to the manufacturer’s Maintenance Manual procedures for inspections and the service bulletin for revision limitations. The AD does not, within the provided text, set out alternative means of compliance, waivers, or appeal rights. It does not explicitly allocate which organisation decides whether a given jackscrew meets the “new or revised” description beyond the identification rule provided (engraving). The AD therefore constrains operators to the specific MM procedures and the service bulletin identification rules as the acceptable methods and recognition of parts.

The AD does not specify documentation or record-keeping obligations in the text provided, but the compliance schedule and the need to determine “jackscrews that accumulated more than X flights” necessarily requires that operators be able to identify each jackscrew and verify its accumulated flights and serialisation. That creates an implied duty to consult and rely on maintenance/flight records or part traceability records to determine which components meet the flight count thresholds and which components require immediate action under the 25-flight compliance windows.

The AD text itself does not specify penalties, enforcement mechanisms, or sanctions within its body. What the instrument does provide are prescriptive compliance requirements, an issuing authority signature and an effective date. Specifically, the AD includes the signature block “James Coyne Delegate of the Civil Aviation Safety Authority” with the signing date 17 March 2006 and an effective date of 11 May 2006. From the content provided, enforcement-related facts in the AD are limited to:

• The AD is issued by a CASA delegate (Delegate signature). The presence of a CASA delegate as issuer identifies a regulatory authority behind the AD.
• The AD becomes effective on a specified date: “This Airworthiness Directive becomes effective on 11 May 2006” (Compliance), meaning the obligations set out in the AD are time-bound from that effective date.

The AD does not, within its text, enumerate the legal consequences of non-compliance, the administrative processes to enforce compliance, or the mechanisms by which CASA would verify or audit compliance. It does not list penalty amounts, licence actions, grounding powers or enforcement procedures. Therefore any statement about specific penalties, or the process CASA would use to enforce non-compliance, would be beyond the text provided.

However, the AD’s prescriptive nature and the identity of the issuer imply that affected operators and maintenance organisations must carry out the listed checks and replacements by the stated deadlines; the AD makes obligations clear and sets out part-identification and procedural references. The AD also cross-references external documents (the Maintenance Manual procedures and a service bulletin) that define technical methods and part identification, which creates a practical enforcement vector: compliance can be demonstrated or checked by inspection of maintenance actions performed against those referenced MM procedures and part identification markers (e.g. engraved amendment and R after serial number as stated in Note 1).

The AD’s compliance windows (within 5 flights, within 25 flights depending on accumulated flights, and then recurring at intervals not to exceed 330 flight hours or 7 months) create objective criteria by which an inspector or regulator can check whether the required tasks have been completed on time for identified jackscrews. Demonstrating compliance therefore requires records that tie component serial numbers and flight accumulation to the inspection and replacement actions described in the AD. Those records are not mandated textually in the AD; they are implied as necessary evidence that the AD’s obligations have been met.

In short, the AD contains mandatory technical instructions and timing requirements; it is silent in its text on the specific enforcement sanctions or the enforcement process. Verification of compliance would practically rest on examining maintenance actions against the MM procedures and the AD’s deadlines, and on inspecting part serial markings that the AD requires for permitted revisions.

The AD text explicitly cross-references external regulatory or technical documents; these references define the AD’s interaction with other instruments but the AD itself contains no general statement about its legal relationship to other legislation. The interactions that appear in the text are:

• Maintenance Manual (MM) procedures: The AD requires inspections “in accordance with Maintenance Manual (MM) procedure 27-502.2” (Requirement 1) and “in accordance with MM procedure 27-504” (Requirements 2 and 6). It also references limitations contained in MM chapter 5.40 (Note 2). Those references mean the AD incorporates, by functional requirement, the manufacturer’s MM procedures and chapter as the required method for carrying out the checks and for understanding limitations attached to replacements. Thus the AD operates through the vehicle of the MM as a technical standard; compliance must use those MM procedures.
• Service bulletin AVIAC 5318-27-01: The AD states that “Jackscrews P/N 5318-1 can be revised only one time according to service bulletin AVIAC 5318-27-01” and identifies how a revised part is to be marked (Note 1). This means the AD’s acceptance of a “revised” P/N 5318-1 is conditional on compliance with the revision process set out in that AVIAC service bulletin. The AD thus imports the revision limitations and the identification scheme from that SB.
• Foreign airworthiness directive: The AD refers to DGAC AD 1999-038-008(B) R1 (Note 3). DGAC is the French civil aviation authority. This cross-reference evidences an international regulatory relationship: the CASA AD acknowledges relevant foreign ADs and uses them as a point of reference. The AD therefore sits in a network of national airworthiness directives and service bulletins that collectively determine acceptable aircraft maintenance and part revision actions for a fleet type that was initially certificated in another jurisdiction (Dassault being a French manufacturer).
• Part numbers and component identity: The AD’s instructions concerning which part numbers may be used for replacement, and how revisions are identified (engraving), interact with the parts-traceability regime used by operators, overhaul facilities and parts suppliers. The AD requires that replacement parts be identified per the service bulletin and MM limitations; this creates a contractual and operational interface with suppliers and overhaul organisations that must provide parts conforming to the identification criteria used in the AD.

The AD does not, in the text provided, reference or modify other Australian statutes, regulations, or CASA enforcement instruments by citation. It also does not incorporate alternative means of compliance, exemptions, or references to litigation or administrative appeals. The functional interaction with other instruments is limited to the MM procedures, a service bulletin, and the DGAC AD noted above. Operators will therefore need to use those referenced documents as the technical methods and acceptability framework for complying with the AD.

Because the AD’s compliance schedule ties obligations to flight hours, flights and calendar months, it also implicitly interacts with operators’ record-keeping and maintenance planning rules. The AD does not itself impose record-keeping wording, but its structure assumes the existence of component traceability and flight-accumulation records sufficient to determine which jackscrews exceed the specified flight thresholds. In practice, that will involve interaction with the operator’s maintenance control procedures and with the Maintenance Manual’s tracking of component life and serial identification.

The AD text contains limited explicit amendment history but includes a few internal revision indicators relevant to parts and to the AD itself:

• AD identification and edition information: The AD is labelled AD/F2000/11 and shows “5/2006” in multiple places. The document includes the title block “AD/F2000/11 Flap Jackscrew 5/2006” and later repeats those labels. The presence of the “5/2006” suggests an AD issue identifier relating to May 2006 and the AD’s serial number within the F2000 series, consistent with the effective date (11 May 2006). The AD also includes repeated header lines showing the AD number and date, indicating this is the AD text operative as at that date.
• Effective date: The AD specifies “This Airworthiness Directive becomes effective on 11 May 2006.” That is the operative effective date for the AD’s obligations.
• Signature date: The AD is signed by “James Coyne Delegate of the Civil Aviation Safety Authority” and is dated “17 March 2006.” The signature date precedes the effective date by approximately two months, indicating the AD was issued in March and its mandatory obligations start on 11 May 2006.
• Parts revision limitations: The AD documents internal part-level revision allowances and limitations. Note 1 states “Jackscrews P/N 5318-1 can be revised only one time according to service bulletin AVIAC 5318-27-01. They are identified by amendment a and letter R engraved after the serial number.” The AD therefore records how a P/N 5318-1 part may be revised and how such a revision is to be identified (engraving). This is a component-level amendment rule rather than an alteration to the AD itself, but it functions as a limit on how many times that P/N may be overhauled or reworked for the purposes of complying with the AD.
• Replacement part allowances with limitations: Note 2 states that P/N 5318-1 jackscrews “can be replaced by P/N 5318-2 or -3 whose limitations are detailed in MM chapter 5.40.” That records an authorised substitution path along with a cross-reference to where the limitations on those substitutes can be found in the manufacturer's Maintenance Manual.
• Cross-reference to earlier foreign AD: Note 3 records that DGAC AD 1999-038-008(B) R1 is relevant. The inclusion of that DGAC AD suggests a lineage: CASA’s AD takes into account or is aligned with a prior DGAC AD affecting the same components. The DGAC AD identifier contains a “1999” year, indicating that an analogous foreign AD dates back to 1999 and that this 2006 CASA AD is part of a continuing regulatory record for this technical issue.

No other formal amendment history (for example, previous versions of AD/F2000/11 or subsequent superseding AD numbers) is present in the text provided. The AD’s notes about allowable part revisions and the identification marking provide component-level amendment constraints; the AD itself provides an effective date and a signature date but does not list prior amendments to the AD or later superseding instruments within the text supplied.

The AD text contains no litigation history, case citations, or references to judicial or administrative decisions. It references only technical and regulatory documents (Maintenance Manual procedures, a service bulletin and a DGAC airworthiness directive). Specifically:

• The AD cites MM procedures 27-502.2 and 27-504, and MM chapter 5.40 for limitations on certain replacement parts (Requirements and Notes).
• The AD cites service bulletin AVIAC 5318-27-01 as the document that governs permissible revisions to P/N 5318-1 and the marking convention for revised parts (Note 1).
• The AD cites DGAC AD 1999-038-008(B) R1 (Note 3).

There is no material in the AD that refers to court proceedings, appeals, administrative litigation, or contested enforcement outcomes. Consequently, within the text provided there is no litigation history to summarise. If operators or maintenance organisations needed to know whether this AD had been the subject of challenge or whether enforcement actions had been litigated, that information is not contained in the AD and would require searching external enforcement or court records, which are beyond the scope of the text provided.

Given the absence of litigation references, the AD functions in the provided text as a technical regulatory instrument setting out mandatory maintenance actions without commentary on legal disputes or precedent.

The AD contains several points that can cause practical confusion or operational risk if they are overlooked. These are drawn directly from the wording and structure of the AD and from its cross-references:

• Multiple short-term deadlines tied to accumulated component flights: The AD requires different actions depending on the accumulated flight count of each jackscrew. For jackscrews that have accumulated more than 750 flights, more than 1000 flights, or more than 2200 flights, the AD imposes a 25-flight deadline from the effective date for certain work (Compliance 2-4). Separately, the AD requires an initial check “Within 5 flights after the effective date” for some inspections (Compliance 1). Operators must therefore determine the accumulated flights for each individual jackscrew to decide which compliance deadline applies. That requires accurate part-level records and the ability to match serial numbers to logged flight usage.
• Serial number identification requirement for revised P/N 5318-1: The AD states that revised P/N 5318-1 jackscrews are “identified by amendment a and letter R engraved after the serial number” (Note 1). If parts are not marked exactly as described, an operator may be uncertain whether a jackscrew qualifies as “revised” and therefore whether it is acceptable under the AD. The AD also caps the number of permissible revisions: “can be revised only one time” under the referenced service bulletin. Operators must verify the engraving matches the AD’s description, and maintenance or parts suppliers must be able to provide traceability to the SB.
• Ambiguity around “new or revised” phrasing: Requirements 3 and 4 require replacement by “P/N 5318-1 new or revised (see note).” Operators must therefore interpret whether a P/N 5318-1 part with certain markings is “new” or “revised” and rely on the Note 1 identification rule. Any ambiguity in parts labelling or supply documentation can create uncertainty about adequacy of replacements.
• Prohibition on swapping actuators between two positions: Requirement 5 directs: “Do not swap actuators between inboard flap inboard position and the inboard flap outboard position.” This may be operationally inconvenient where maintenance practice had previously swapped identical-appearing actuators between positions. The AD contains a strict prohibition which must be followed to comply; operators must ensure maintenance procedures and parts histories prevent such swaps.
• Multiple part numbers and positions to track: The AD lists several part numbers (P/N 5318-1; 5318-2; 5318-3; 1-5319-1 (LH); 2-5319-1 (RH)) and identifies which positions are affected (inboard flap inboard; inboard flap outboard; outboard jackscrews). Maintenance staff and logistics personnel must be precise in matching parts to positions and confirming acceptability of replacements under MM chapter 5.40 limitations.
• Recurring interval phrasing: The AD’s recurring inspection interval language is “thereafter at intervals not to exceed 330 flight hours or 7 months, whichever occurs first” (Compliance 1, 6). Operators must ensure scheduling systems can handle an interval defined as the shorter of two measures and must consider how to account for aircraft that are lightly used in flight hours but spread over months.
• Short compliance window and scheduling impact: The AD’s initial windows (within 5 flights; within 25 flights for certain thresholds) are short. For aircraft that fly frequently, the “within 5 flights” window can expire quickly, requiring immediate action. Operators who do not immediately locate affected components and schedule the required checks may find themselves out of compliance shortly after the AD’s effective date.
• No explicit recordkeeping language in the AD: While the AD’s tasks and thresholds imply a need for record evidence (serial numbers and accumulated flights), the AD does not explicitly set out the required form of records or the manner of demonstrating compliance. That can produce uncertainty about what an inspector will accept as proof of compliance. Operators should be prepared to show part serial identification, the marking described in Note 1, and maintenance action records that tie inspections and replacements to particular serial numbers within the deadlines.
• Reliance on external documentation: The AD requires carrying out checks “in accordance with” specific Maintenance Manual procedures and relies on service bulletin AVIAC 5318-27-01 for revision limitation and identification. If an operator does not have ready access to the exact MM procedures or the service bulletin, they may be unable to perform the checks or to identify whether a jackscrew meets the AD’s revision criteria.
• Cross-jurisdictional reference: The AD cites DGAC AD 1999-038-008(B) R1 but does not restate its content. Operators familiar with international documentation must ensure they have considered that DGAC AD’s content where relevant, but cannot rely on the CASA AD text alone to determine the DGAC AD’s substantive requirements.

Each of these “gotchas” arises directly from the AD’s content: the specified part numbers and markings, the short and multiple deadlines keyed to individual component usage, the incorporation by reference of MM procedures and the service bulletin, and the absence of textual specifications for records or alternative compliance mechanisms.

Compliance with the AD requires performing the actions it prescribes within the specified deadlines and using the referenced Maintenance Manual procedures and service bulletin to determine part acceptability. The AD gives a concrete, sequential set of tasks and compliance windows; these are the steps operators and maintenance organisations will need to follow, drawn directly from the AD text:

1. Confirm applicability

   • Identify whether the aircraft is a Dassault Falcon 2000 aeroplane (Applicability). If so, the AD applies.

2. Inventory affected components and accumulated flights

   • For each affected jackscrew and actuator, identify part number and serial number.
   • Determine accumulated flights on each jackscrew to decide which compliance deadline applies (Compliances 2-4 require action within 25 flights for jackscrews exceeding 750, 1000 or 2200 flights). The AD’s thresholds require component-level usage records.

3. Initial urgent checks

   • For inspections required “Within 5 flights after the effective date of this AD unless previously accomplished,” schedule and perform a check of the flap asymmetry protection system per Maintenance Manual procedure 27-502.2 (Requirement 1). After the first check, schedule recurring checks at intervals not to exceed 330 flight hours or 7 months, whichever occurs first (Compliance 1).

4. Immediate actions for high-usage parts

   • For any jackscrew that has accumulated more than the defined flight thresholds (750, 1000, 2200 flights), arrange and complete the checks and replacements required within 25 flights of the AD effective date (Compliances 2-4 specify that window). For jackscrews with more than 1000 flights, ensure the ongoing recurring inspection interval is adhered to (Compliance 6).

5. Mechanical play inspections

   • Perform nut/screw play checks on the inboard jackscrews (P/N 5318-1 new or revised) and outboard jackscrews (P/N 1-5319-1 (LH), 2-5319-1 (RH) and P/N 5318-1) per MM procedure 27-504 (Requirements 2 and 6). Use the MM procedure steps exactly as the AD requires.

6. Replacement of inboard jackscrews

   • Replace the inboard flap inboard jackscrews P/N 5318-1 with P/N 5318-1 new or revised (Requirement 3).
   • Replace the inboard flap outboard jackscrews P/N 5318-1 with P/N 5318-1 new or revised (Requirement 4).
   • For replacements, verify the parts conform to the identification rules in Note 1 (if using revised P/N 5318-1) or confirm acceptability of replacement with P/N 5318-2 or -3 under MM chapter 5.40 (Note 2).

7. Respect the actuator non-swap rule

   • Do not swap actuators between the inboard flap inboard position and the inboard flap outboard position (Requirement 5). Update maintenance procedures and staff instructions to ensure this prohibition is observed.

8. Verify revision markings and service bulletin compliance

   • For any P/N 5318-1 marked as “revised,” confirm that the revision was carried out only once conforming to AVIAC service bulletin 5318-27-01, and verify the marking “amendment a and letter R engraved after the serial number” is present (Note 1). If the marking is absent or inconsistent, treat the part as not meeting the AD’s “revised” acceptance and take corrective action (replacement, or consult MM/Service Bulletin for resolution).

9. Consult Maintenance Manual and service bulletin for procedural detail

   • Perform the MM procedures 27-502.2 and 27-504 as they are the specified methods of inspection. Consult MM chapter 5.40 for limitations on replacement with P/N 5318-2 or -3 (Note 2). Use service bulletin AVIAC 5318-27-01 for the permitted revision process and marking conventions (Note 1).

10. Plan for recurring intervals

• After the initial inspections/replacements, schedule continuing inspections at intervals not to exceed 330 flight hours or 7 months, whichever occurs first, as the AD requires (Compliance 1, 6). Ensure maintenance scheduling systems can handle the shorter-of-two metric and avoid missing intervals.

11. Record keeping and evidence of compliance

• Although the AD text does not explicitly set out recordkeeping requirements, the AD’s differentiated deadlines and serial-number-based acceptance criteria imply the operator must maintain records linking each serial-numbered jackscrew to flight accumulation, inspection entries under MM 27-504 and replacement records identifying part numbers and serial markings. Prepare these records to demonstrate compliance if inspected.

12. Address supply and logistics

• Where replacements are required, ensure parts procurement verifies that the supplied parts are P/Ns acceptable under the AD and are properly marked if “revised” per the service bulletin. If replacements will be P/N 5318-2 or -3, confirm any MM chapter 5.40 limitations are met prior to installation.

13. Internal controls and staff briefing

• Update maintenance instructions, line maintenance checklists, and depot-level procedures to incorporate the non-swap prohibition and the checks mandated by the AD. Train staff responsible for jackscrew removal/installation and for identifying revised parts by the marking convention described.

14. Liaise with regulator or manufacturer as required

• If there is uncertainty about whether a particular jackscrew meets the AD’s “new or revised” acceptance criteria or about how MM chapter 5.40 limitations apply to a specific replacement, consult the Maintenance Manual authorising channels or the manufacturer/service bulletin issuer for clarification. The AD references the DGAC AD and the AVIAC service bulletin for technical lineage; use those documents to resolve technical disputes about part acceptability.

Follow the AD’s effective date: all such compliance actions and scheduling must be undertaken with reference to the AD’s effective date of 11 May 2006 and the short-term windows measured in flights from that effective date (Compliance section and signature block).

Operators should not assume alternative inspection methods, alternative part markings, or different intervals are acceptable unless formally authorised in writing by the regulator or through a clearly identified acceptable means of compliance; the AD incorporates MM procedures and a specific service bulletin as the mandated technical methods and identification criteria.