AD/F2000/24 - Software Integrity Check and Enhanced Avionics System Upgrade

The Directive centres on five interlocking technical and procedural concepts.

1. Software integrity verification. The Directive mandates the use of a specific tool, the Flash Integrity Check (FLICK), to verify the integrity of avionics software modules (Requirement 1). The required method is not open-ended: operators must follow the “accomplishment instructions of Dassault Aviation Falcon SB F2000EX‑120 dated 7 September 2006 or later Revision approved by the EASA.” The Directive therefore standardises the verification algorithm and process by reference to a manufacturer SB and EASA approval.

2. Temporary AMM amendment and inspection frequency. The Directive requires a temporary amendment to AMM Chapter 5‑40 to mandate MP 45‑403 “Software modules integrity check” at 40‑day intervals (Requirement 2). This is an operational maintenance scheduling concept: until the terminating action is installed, operators must perform an interim recurring inspection on a tight cycle.

3. Terminating modification. The modification M2656 via SB F2000EX‑100 (or later EASA‑approved revision) constitutes the terminating action for the temporary inspection requirement (Requirement 3). The Directive explicitly ties the life of the temporary AMM amendment to completion of that modification: once modification M2656 is done, the temporary inspection requirement may be removed.

4. Module-specific procedure and part‑number conditionality. For aircraft with AGM and EGPWM modules having part numbers prior to specified P/Ns, there is a separate specified check to be performed using the FLICK tool per AMM MP 45‑401 (Requirement 4). The Directive therefore distinguishes between aircraft configurations on the basis of hardware part numbers and prescribes a different procedural reference for those units.

5. EASA linkage and safety rationale. The Directive depends on EASA approvals for SB revisions, and it references an EASA AD (EASA AD 2007‑0032) and EASA certification standards (CS 25.671(c)(1)) in its background. The safety rationale supplied is that incomplete implementation of software integrity checks prevented demonstrating continuing software integrity in Honeywell EPIC avionics used in Falcon EASy aircraft, creating risk of software corruption during uploads and random occurrence under normal conditions; the terminating software load also corrects a flap asymmetry detection inhibition below 200 ft (Background).

These concepts create an operational and compliance package: an immediate, repeatable integrity check procedure; a short‑interval temporary maintenance requirement; a one‑time hardware/software modification that, once installed, ends the temporary burden; and module‑level checks tied to part numbers. The Directive also embeds external approvals and standards into its obligational structure by requiring that referenced SBs be the latest EASA‑approved revisions.

The Directive applies to a narrowly specified subset of Dassault Falcon 2000EX aeroplanes. Applicability is limited to serial number 06, serial numbers 28 through 86 inclusive, and serial number 88, and only those aircraft that do not already have Dassault Service Bulletin F2000EX‑100 dated 30 August 2006 or a later EASA‑approved revision implemented (Applicability). Aircraft that have already implemented SB F2000EX‑100 are excluded from the Directive’s requirements, as the SB’s modification M2656 is the terminating action referenced in Requirement 3.

Directly affected parties are therefore:

• Aircraft owners and operators of the listed Falcon 2000EX serial numbers who have not implemented SB F2000EX‑100 (owners/operators pay for inspections, software checks and the terminating modification).
• Maintenance organisations and engineers responsible for implementing SBs and AMM changes, who must use the Dassault‑issued FLICK tool and the specified AMM tasks (maintenance providers bear the labour and tooling burden).
• Flight operations departments that must schedule aircraft out of service for the required checks and for the terminating modification within the stated compliance windows (operations bear opportunity cost and scheduling burdens).
• Parts/service suppliers and Dassault as manufacturer, to the extent they supply the FLICK tool, the software load, and modifications per the SBs.

Indirectly affected are regulatory oversight and safety assurance bodies because the Directive references EASA approvals and standards; EASA approval is a precondition for the SB revisions that operators must use (Requirements refer to “or later Revision approved by the EASA”). The Directive is issued by the Civil Aviation Safety Authority (CASA) delegate, named in the document, and becomes effective on a specific date, which creates a time‑bounded compliance obligation (effective date 28 February 2007). The Directive expressly notes that a copy of the Directive may be included in the AMM as a temporary change to record inspection schedules (Note 1), so maintenance documentation and compliance records maintained by operators are also in scope of affected processes.

Who pays: the source makes clear the obligations fall on operators and maintenance providers , they must run FLICK checks, amend the AMM temporarily, and implement SB F2000EX‑100 (mod M2656) within 12 months. The Directive does not provide funding or state support; the source contains no financial assistance or cost recovery mechanism.

The Directive imposes specific duties on operators and maintenance providers and establishes a terminating right on completion of the modification. The key duties are set out in the Requirement section:

• Perform a software check using FLICK in accordance with SB F2000EX‑120 dated 7 September 2006 or later EASA‑approved revision (Requirement 1). This is a procedural duty: the operator must use the designated tool and follow the manufacturer’s accomplishment instructions as approved by EASA.

• Make a temporary amendment to Chapter 5‑40 of the AMM to indicate that MP 45‑403 “Software modules integrity check” is to be accomplished at 40‑day intervals (Requirement 2). This is a documentation and scheduling duty: amend maintenance documentation and schedule recurring checks every 40 days.

• Modify the aircraft per the accomplishment instructions of SB F2000EX‑100 (modification M2656) or later EASA‑approved revision (Requirement 3). This is a one‑time modification duty that, when completed, has a contractual right consequence: it is “considered to be a terminating action for the temporary repetitive inspection requirements introduced by the Requirement 2 AMM amendment,” after which the temporary AMM amendment may be removed.

• For aircraft with AGM/EGPWM modules with P/N prior to 7026545‑1904 (AGM) and 7028419‑1904 (EGPWM), perform a check with FLICK in accordance with AMM MP 45‑401 (Requirement 4). This creates a conditional duty based on equipment part numbers; operators must confirm module P/Ns and follow the specified AMM task after each operational software loading (Compliance for Requirement 4).

Timing duties:

• Requirements 1 and 2 to be complied with “No later than 40 days after the effective date of this Directive.”
• Requirement 3 to be complied with “Within 12 months after the effective date.”
• Requirement 4 to be complied with “After each operational software loading.”

Rights and administrative mechanics provided by the Directive:

• The Directive permits recording the temporary inspection schedule in the AMM by including a copy of the Directive as a temporary change (Note 1). This is a narrow administrative right to satisfy the recording requirement.

• The Directive also implicitly grants the right to remove the temporary AMM amendment upon completion of the terminating SB modification (Requirement 3). The language “This is considered to be a terminating action … and the temporary amendment to the AMM may be removed” sets out the conditional removal right.

The Directive is explicit that the referenced SBs must be the specified dated revisions “or later Revision approved by the EASA,” which constrains the duty to using manufacturer instructions that have EASA approval. The source binds the compliance route to EASA‑approved documentation rather than to an operator’s alternative procedures.

The source does not specify statutory penalties or enforcement steps within the text of the Directive itself; it prescribes actions and deadlines but does not set out fines or enforcement procedures in what is provided. The Directive does state its effective date and is signed by a CASA delegate, which establishes formal regulatory force, but the precise enforcement mechanisms or sanctions for non‑compliance are not included in the supplied text.

The text of the Directive as supplied does not set out penalties, monetary fines, or explicit enforcement mechanisms. The instrument is an Airworthiness Directive signed by a CASA delegate and “becomes effective on 28 February 2007” (effective date). As issued, it prescribes mandatory maintenance, inspection, and modification actions with specific compliance windows (Requirements and Compliance schedule). The Directive therefore creates a compliance obligation having legal force as an AD, signed by the delegate of the Civil Aviation Safety Authority, but the text provided contains no express description of enforcement procedures, sanctions, or penalty amounts.

Because the source does not provide enforcement detail, the precise administrative or legal remedies that CASA may apply for non‑compliance are not contained in this document. The Directive does identify the required documentation and action points that regulators can reasonably inspect: evidence of FLICK checks per SB F2000EX‑120, AMM temporary amendment recording MP 45‑403 at 40‑day intervals, completion records for SB F2000EX‑100 (mod M2656), and, where applicable, the module checks to AMM MP 45‑401 for AGM/EGPWM units with specified P/Ns (Requirements 1-4, Note 1). Those records are the natural compliance artefacts an inspector would expect to examine, but the Directive itself does not enumerate the inspection authority, legal process for enforcement, or penalties.

The Directive refers to EASA approvals in requiring that SB revisions be “or later Revision approved by the EASA.” That linkage creates an additional administrative enforcement node: compliance requires use of EASA‑approved SB revisions, and evidence of which revision was used will be part of the compliance record. The Directive also notes EASA AD 2007‑0032 in a footnote (Note 2), integrating the AD into the broader regulatory framework but not providing enforcement specifics.

In sum, enforcement mechanics and penalties are not in the supplied text. The Directive imposes clear mandatory technical duties with deadlines and makes reference to specific SBs and AMM entries that function as measurable compliance items, but the document itself does not detail penalties, inspection procedures, or enforcement pathways beyond establishing the AD’s effective date and signatory authority.

The Directive explicitly references EASA approval processes and European certification standards, thereby linking Australian airworthiness obligations to EASA‑approved technical documentation and standards. The key interactions evident in the text are:

• Service Bulletin revisions and EASA approval. Each of the key procedural duties references specific Dassault Service Bulletins as the prescriptive instructions but conditions compliance on EASA approval. Requirement 1 references SB F2000EX‑120 dated 7 September 2006 “or later Revision approved by the EASA.” Requirement 3 references SB F2000EX‑100 dated 30 August 2006 “or later Revision approved by the EASA.” This means the AD requires adherence to manufacturer procedures, but only those versions or later versions that have EASA approval. The AD therefore imports EASA’s approval role into domestic compliance obligations.

• Cross‑reference to an EASA AD. The Directive includes a note stating “EASA AD 2007‑0032 refers” (Note 2). That cross‑reference signals that this CASA AD is harmonised with a contemporaneous EASA action addressing the same or related issues, and it situates the Australian Directive within a coordinated international regulatory response.

• Certification standard mention. The Directive’s background states that the software load implementing the terminating action includes a correction for the untimely inhibition of the “flap asymmetry” detection below 200 ft, and notes this correction is mandated to “correct a situation that may not conform to EASA CS 25.671 (c) (1).” By citing an EASA Certification Specification (CS), the AD ties the safety concern back to a recognised certification criterion. That creates a doctrinal link between the operational AD obligation and certification standards concerning system safety and warning functionality.

• Interaction with aircraft maintenance documentation. The Directive requires temporary amendment of the AMM Chapter 5‑40 to introduce a 40‑day interval for the software modules integrity check (MP 45‑403), and it permits including a copy of the Directive in the AMM as a temporary change (Note 1). That interaction engages the existing statutory or regulatory maintenance recordkeeping and AMM change control framework that operators use to show compliance with airworthiness requirements.

• Part‑number conditionality and module‑level procedures. Requirement 4 conditions a separate AMM procedure (MP 45‑401) for AGM and EGPWM modules with specific P/N thresholds. That creates interaction with parts traceability and configuration control systems, as operators must know module P/Ns to determine which procedure applies.

The Directive does not, in the supplied text, reference other domestic statutes, civil aviation rules, or penalties. It does not specify how non‑compliance interacts with broader enforcement regimes, or whether there are temporary dispensations or approvals possible under other rules. The principal cross‑jurisdictional interaction is the requirement to use EASA‑approved SB revisions and the explicit reference to an EASA AD and EASA certification standard; these references bind Australian compliance to EASA technical approvals and standards for the specific avionics/software actions mandated.

The supplied text contains limited explicit amendment history for the Directive itself. The document states the effective date for AD/F2000/24 as 28 February 2007 and is dated 23 February 2007 with the signature of David Punshon, Delegate of the Civil Aviation Safety Authority. The Directive does not include any subsequent amendments, revisions, rescissions, or superseding AD notices in the provided material. Therefore the only dated actions in the document are the AD issuance and effective date.

However, the Directive explicitly references several manufacturer Service Bulletins and allows for use of “later Revision approved by the EASA.” Those referenced SBs and their dates form part of the operative amendment track for the technical methods. The document mentions:

• Dassault Aviation Falcon SB F2000EX‑120 dated 7 September 2006, for use with the FLICK tool (Requirement 1).
• Dassault Aviation Falcon SB F2000EX‑100 dated 30 August 2006, for the terminating modification M2656 (Requirement 3).
• The Directive permits the use of these SBs “or later Revision approved by the EASA.” That language indicates that adherence to the AD can be achieved by using future revisions, provided those revisions carry EASA approval; those future revisions function as potential amendments to the technical compliance pathway.

The Directive includes two notes:

• Note 1: To record the temporary inspection schedule, a copy of this Directive may be included in the AMM as a temporary change.
• Note 2: EASA AD 2007‑0032 refers.

These notes are not amendments to the AD but record administrative directions and cross‑references. The document does not list any prior ADs that it supersedes, nor does it state any later ADs that modify it. No timeline of revisions to the AD text is provided in the supplied material.

For operators seeking the most current compliance path, the Directive’s language requires reliance on the latest EASA‑approved revisions of the referenced Service Bulletins rather than on an internal amendment log within the AD itself. Practically, the amendment history relevant to an operator will therefore be the revision history of the referenced SBs as approved by EASA, not changes to the AD text that are listed in this document.

The supplied AD text contains no litigation history, no reference to judicial or administrative appeals, and no record of legal challenges to the Directive. The document is an administrative regulatory instrument signed by a CASA delegate and effective from 28 February 2007, but it does not include any mention of appeals, disputes, or court decisions.

The only cross‑jurisdictional legal references are to EASA AD 2007‑0032 and to EASA Certification Specification CS 25.671(c)(1) within the background and notes. Those references explain the regulatory rationale and certification standard that motivated the AD; they do not provide any litigation content in the provided text.

Because the source is silent on litigation, researchers or practitioners wanting to know whether this AD has been subject to administrative or judicial challenge, or whether enforcement actions were litigated, would need to consult external records such as CASA enforcement logs, court or tribunal databases, or subsequent ADs and regulatory notices. None of that material is contained in the document supplied for this analysis.

The Directive contains several practical traps and conditional details that can easily be missed if read casually. These are matters of scope, timing, conditionality, and documentation:

• Narrow applicability by serial number and prior SB implementation. The AD applies only to Falcon 2000EX aircraft with serial numbers 06, 28 through 86 inclusive, and 88, and explicitly excludes aircraft that already have SB F2000EX‑100 dated 30 August 2006 or later EASA‑approved revision implemented (Applicability). Operators must verify serial numbers and SB implementation status before assuming the AD applies.

• Mandatory use of specified SBs but only if EASA‑approved. The Directive requires following the accomplishment instructions of specific SBs “or later Revision approved by the EASA” (Requirements 1 and 3). If an operator uses an SB revision that lacks EASA approval, the AD’s stated compliance route may not be satisfied. The operator must ensure the SB revision used carried EASA approval.

• Temporary AMM amendment is narrow and time‑bound. The Directive requires inserting a temporary AMM amendment to achieve a 40‑day interval for MP 45‑403 (Requirement 2). That temporary amendment is required until the terminating SB modification (M2656) is installed; after installation, “the temporary AMM amendment may be removed.” Operators must track removal of the AMM change to avoid continuing an unnecessary inspection cycle but must not remove it prematurely.

• Tight initial compliance window. Requirements 1 and 2 must be done “No later than 40 days after the effective date of this Directive.” The effective date is 28 February 2007, so the initial window is short. Operators who delayed or missed the initial window would be out of compliance under the AD as written.

• Requirement 4 triggers after each operational software loading. For affected AGM and EGPWM modules with P/Ns prior to the specified numbers, the FLICK check per AMM MP 45‑401 is required “After each operational software loading.” That could mean repeated checks tied to each software upload event, not merely a one‑off check. Operations that load software frequently must account for recurring checks.

• Part number thresholds. Requirement 4 applies only to AGM and EGPWM modules with part numbers prior to 7026545‑1904 and 7028419‑1904 respectively. Accurate parts records and configuration control are necessary to determine which procedure applies.

• Dependency on manufacturer tool and procedures. The AD requires using the FLICK tool and following specified AMM tasks (MP 45‑403 or MP 45‑401). Operators must have access to the FLICK tool and the relevant AMM procedures and must ensure personnel are qualified to use them according to the SB instructions.

• No penalties or enforcement process described. The Directive prescribes mandatory actions but does not set out penalties or enforcement mechanics in the supplied text. Operators cannot infer enforcement details or penalty amounts from this document alone.

• Recording the temporary inspection schedule. Note 1 allows inclusion of a copy of the Directive in the AMM as a temporary change to record the inspection schedule. This is an administrative option, not the exclusive method of recording; operators must ensure their maintenance records actually reflect the implementation and schedule of the 40‑day MP 45‑403 task.

• Terminating action also corrects another safety issue. The terminating software load is said to include a correction for the “untimely inhibition of the ‘flap asymmetry’ detection below 200 ft” potentially not conforming with EASA CS 25.671(c)(1). Implementing the terminating modification therefore has consequential safety and certification effects beyond merely terminating the temporary inspection cycle; operators should verify that the modification’s functional changes are reflected in operational documentation.

These practical items create compliance traps if not explicitly checked: misidentifying applicability, using unapproved SB revisions, failing to maintain AMM change records, not distinguishing module P/N thresholds, and underestimating recurring burdens tied to software loading.

The Directive sets out a concrete sequence of compliance steps and deadlines. To comply, an affected operator should follow these steps, precisely as required by the AD:

1. Confirm applicability. Verify the aircraft serial number is one of those listed: 06, 28-86 inclusive, or 88. Confirm whether SB F2000EX‑100 dated 30 August 2006 or a later EASA‑approved revision is already implemented. If SB F2000EX‑100 is already implemented, the AD does not apply (Applicability).

2. Obtain EASA‑approved SB revisions and FLICK tool. Ensure access to the Dassault SB F2000EX‑120 dated 7 September 2006 or a later EASA‑approved revision (for FLICK procedures), and to SB F2000EX‑100 dated 30 August 2006 or a later EASA‑approved revision (for modification M2656). Confirm EASA approval for the specific SB revision intended to be used; the AD conditions compliance on EASA approval of the SB revision (Requirements 1 and 3).

3. Perform the initial FLICK software integrity check (Requirement 1). Using the dedicated Flash Integrity Check tool and following the accomplishment instructions in SB F2000EX‑120 (or later EASA‑approved revision), perform the software integrity verification. This must be completed “No later than 40 days after the effective date of this Directive” for initial compliance (Compliance).

4. Amend the AMM temporarily (Requirement 2). Make a temporary amendment to Chapter 5‑40 of the AMM to indicate that MP 45‑403 “Software modules integrity check” is to be accomplished at 40‑day intervals. Record the temporary inspection schedule; Note 1 permits including a copy of the Directive in the AMM as a temporary change to record the schedule. Complete this amendment within 40 days of the effective date (Compliance for Requirements 1 and 2).

5. Schedule and perform the terminating modification (Requirement 3). Arrange for the aircraft modification per SB F2000EX‑100 (modification M2656) or later EASA‑approved revision within 12 months of the effective date of the AD. Upon completion of the modification, the temporary repetitive inspection requirement introduced by the AMM amendment may be removed; the AD treats this modification as the terminating action for the 40‑day MP 45‑403 cycle (Requirement 3 and its terminating action language).

6. For affected modules, perform module checks after software loads (Requirement 4). If the aircraft is equipped with AGM and EGPWM modules with part numbers prior to 7026545‑1904 (AGM) and 7028419‑1904 (EGPWM), perform the FLICK check in accordance with AMM MP 45‑401 after each operational software loading. Confirm part numbers and incorporate this into the operational software loading procedure and records (Requirement 4; Compliance: “After each operational software loading”).

7. Maintain records. Keep documentation demonstrating compliance: evidence of the FLICK checks per SB F2000EX‑120, AMM temporary amendment showing MP 45‑403 at 40‑day intervals, records of SB F2000EX‑100 (M2656) completion, and, where applicable, module‑level checks per MP 45‑401 after software loading. Note 1 allows insertion of the Directive into the AMM as a temporary change to record the inspection schedule.

8. Coordinate with maintenance providers and CASA. Ensure maintenance organisations engaged to perform the checks and modification are working from the correct, EASA‑approved SB revisions and have access to FLICK and the relevant AMM tasks. The AD is signed by a CASA delegate and effective from 28 February 2007, so internal compliance schedules should be aligned to that date for the calculated deadlines.

9. Confirm configuration control and parts records. Verify AGM and EGPWM module part numbers to determine whether Requirement 4 applies. Ensure parts traceability and configuration control systems are updated to reflect any module replacements or P/N changes that would alter applicability.

10. Review subsequent SB revisions and EASA approvals. The Directive allows operators to use “later Revision approved by the EASA.” After initial compliance, monitor manufacturer SB revisions and EASA approvals to confirm whether future revisions alter procedural steps, expand applicability, or provide alternative compliance methods.

Each of these steps is grounded in the Directive’s text. The operator’s compliance artefacts should demonstrate the specific actions and reference the SB revision used, the dates of checks and modification, and the timing with respect to the AD’s effective date. The AD does not set out a procedure for seeking alternative means of compliance within its text; the required route is following the named SBs or their later EASA‑approved revisions and observing the stated deadlines.