AD/G1159/49 - Elevator and Aileron Actuator Damper Shafts

The AD rests on a small set of operational and technical concepts pulled from the AD text and the Gulfstream customer bulletins it makes mandatory by reference.

• Applicability and scope: The directive applies only to Gulfstream Model GV and GV‑SP series aeroplanes with serial numbers 5001-5052 inclusive (Applicability). The AD therefore targets a defined cohort of aircraft rather than an entire model family regardless of serial number.

• Parts effectivity vs serial number screening: The AD uses a two‑tier identification approach. Requirement 1 mandates a one‑time inspection to determine P/N and S/N for each actuator; Requirement 2 then distinguishes between actuators that do, and do not, have P/N/S/N entries listed in Table 1 of the applicable customer bulletin. If an actuator’s P/N/S/N is listed as suspect in Table 1, the AD moves to the more intrusive Requirement 3 inspection. If not listed, no further action is required under the AD other than the installation prohibition in Requirement 5 (which remains in force) (Requirements 1-3).

• Detailed inspection standardised: The AD itself supplies a definition for “detailed inspection”, requiring enhanced lighting, mirrors, magnifiers, surface cleaning and “elaborate procedures” where necessary. That establishes a minimum qualitative standard for the inspection regardless of where the work is carried out (Requirement 3a and the AD’s definition of detailed inspection).

• Corrective pathways and terminating action: If a broken shaft is found, the AD prescribes either (i) replace the actuator with a new or serviceable unit with the same P/N/S/N provided that unit has been inspected (and then continue periodic inspections), or (ii) replace with a unit having one of the new P/Ns listed in Table 2 (retrofit P/Ns), which serves as a terminating action for repetitive inspections for that actuator only. Requirement 4 provides for replacing all identified suspect actuators with the Table 2 retrofit P/Ns within 12 months, which fully terminates the AD’s recurring requirement (Requirements 3c(i), 3c(ii) and 4).

• Installation restriction and movement constraint: From the effective date, operators must not install an actuator with a P/N/S/N specified in the customer bulletin unless it has been inspected according to Requirement 3. Where a broken damper shaft is found, special flight permits are not allowed (Requirements 5 and 6).

• Manufacturer service information made mandatory: The AD makes the Accomplishment Instructions of specific Gulfstream customer bulletins (listed in the AD’s Table 1) binding in so far as they are referenced for inspections and corrective actions, but the AD excludes certain administrative elements of those bulletins (for example, submission of Service Reply Cards is explicitly not required) (Service Information References paragraph).

• Regulatory cross‑reference: The AD explicitly references FAA AD 2006‑11‑03 Amdt 39‑14607 dated 15 May 2006. That identifies an international regulatory cross‑reference informing the CASA AD (Note at the end of the table).

These concepts translate into a compliance trapdoor: identification of effectivity (P/N and S/N) determines whether minor or significant obligations flow. The AD frames the technical remedy set (inspection cadence, replacement options, terminating actions) and clears the path for manufacturer retrofit parts to extinguish repeated inspection obligations.

The AD names the specific cohort of affected aircraft: Gulfstream Model GV and GV‑SP series aeroplanes with serial numbers 5001 through 5052 inclusive (Applicability). That is a sharply circumscribed set of airframes; owners, operators, maintenance organisations, and parts suppliers dealing with those serial numbers are directly affected.

Stakeholders and how they are affected:

• Aircraft owners and operators of S/Ns 5001-5052 must ensure compliance with the AD’s inspection and replacement timetable. They are required to perform a one‑time inspection within 500 flight hours to identify the P/N and S/N of left and right aileron and elevator actuators (Requirement 1 and Compliance item 1). If an actuator’s P/N/S/N is in Table 1 or missing/unreadable, they must perform a detailed inspection immediately before further flight (Requirement 3a and Compliance items 3a, 3c).
• Maintenance organisations and certifying staff will carry out the mandated inspections and corrective actions using the Accomplishment Instructions in the referenced Gulfstream customer bulletins (Service Information References). The AD’s definition of “detailed inspection” raises the expected standard of inspection work (lighting, mirrors, magnification, cleaning), which affects shop procedures, personnel training and tooling.
• Parts suppliers and overhaul/serviceable parts sellers are affected because the AD restricts installation of certain actuators. From the effective date, no actuator having a P/N and S/N specified in the applicable customer bulletin may be installed unless inspected per Requirement 3 (Requirement 5). That affects the secondary market in used actuators with listed S/Ns: such parts are effectively barred from installation unless they have an inspection history showing compliance.
• Sellers of retrofit parts have a concentrated, identifiable benefit: the AD provides that replacement with the retrofit P/Ns listed in Table 2 terminates the recurring inspection requirement for that actuator (Requirement 3c(ii) and Requirement 4). Demand for those retrofit parts is therefore created or increased for affected operators seeking to terminate recurring inspection burden.
• Flight planners and operators are constrained by the AD’s operational consequence: if a broken damper shaft is found during inspection, special flight permits are not allowed to ferry the aircraft (Requirement 6). That directly affects decisions about whether an aircraft can be ferried to maintenance or must be repaired in situ.
• Regulators and certification staff within CASA and maintenance audit functions will be tasked with monitoring compliance, but the AD itself does not enumerate penalties or enforcement procedures in the text provided. The AD is an instrument issued by CASA (signed by a delegate, David Punshon) and made effective 30 August 2007; therefore legal compliance obligations attach to operators of the affected S/Ns.

Diffuse effects:

• Operators of other Gulfstream serial numbers are not required by this AD, but they may choose to adopt the inspections as good practice. The AD does not compel that choice.
• The AD’s manufacturing‑origin customer bulletins that are made mandatory here are model‑specific; other fleet types are unaffected unless CASA issues an AD for them.

Concentrated costs accrue to owners/operators of the 52 serialised aeroplanes, and concentrated benefits accrue to retrofit part suppliers and maintenance organisations able to supply or install the Table 2 retrofit P/Ns and perform the inspections.

This AD imposes mandatory duties in a prescribed sequence and creates a small number of operational prohibitions; it does not, in the provided text, create express rights of compensation, nor does it specify enforcement penalties.

Duties:

• Inspect to determine P/N and S/N: Operators must perform a one‑time inspection of left and right aileron and elevator actuators to record the part and serial numbers in accordance with the applicable customer bulletin’s Accomplishment Instructions. The AD requires this within 500 flight hours from the effective date, unless already done (Requirement 1; Compliance 1).
• Detailed inspection where necessary: If an actuator’s P/N/S/N appears in the customer bulletin Table 1, or if the P/N or S/N is missing or unreadable, operators must perform a "detailed inspection" to detect a broken damper shaft before further flight (Requirement 3a; Compliance items 3a and 3c).
• Repetitive inspections: Where no broken damper shaft is found on a suspect actuator, operators must repeat the detailed inspection at intervals not to exceed 500 flight hours until a terminating replacement is effected for that actuator (Requirement 3b; Compliance 3b).
• Replacement or repair when broken: If a broken damper shaft is found, the AD requires either replacement with a new or serviceable actuator that has been inspected, continuing repetitive inspections thereafter, or replacement with a retrofit P/N listed in Table 2 (Requirement 3c).
• Full terminating replacement: Operators are required to replace all identified suspect actuators with retrofit P/Ns listed in Table 2 within 12 months after the effective date to terminate the AD’s recurring inspection requirements (Requirement 4; Compliance 4).
• Installation prohibition: From the effective date, no actuator having a P/N and S/N specified in the applicable customer bulletin may be installed on any aeroplane unless it has been inspected in accordance with Requirement 3 (Requirement 5).
• Special flight permit prohibition: Special flight permits are not allowed when any broken damper shaft is found during a Requirement 3 inspection (Requirement 6).

Rights and clarifications in the AD text:

• The AD explicitly states that although the customer bulletins recommend completing and submitting the Service Reply Card or otherwise reporting compliance, those actions are not required by the AD (Service Information References paragraph). That is an explicit carving‑out of an administrative manufacturer request.
• The AD provides replacement options for corrective action and a path to terminate recurring inspections by using retrofit P/Ns listed in Table 2 (Requirements 3c(ii) and 4). That grants operators a clear, prescriptive ending point for the repetitive inspection obligation.

Delegation and decision points:

• The AD is issued by CASA (signed by a delegate, David Punshon) and becomes effective on 30 August 2007; the AD itself decides the required work and timelines but does not delegate discretion in the text to operators to vary methods. The Accomplishment Instructions of the applicable customer bulletins are made mandatory, so the technical content of those bulletins governs methods and tolerances that must be followed.

Absences in the AD:

• The AD does not specify sanctions, fines or civil penalties for non‑compliance within its own text. It also does not specify record‑keeping form, certification wording or the practitioner qualifications for carrying out the inspections beyond the technical instruction references to the customer bulletins and the AD’s “detailed inspection” definition. Those matters are left implicit or to established regulatory practice outside this AD’s text.

The AD text supplied does not itself set out criminal, civil or administrative penalties, nor does it detail an enforcement mechanism or penalty schedule. What the AD does specify are operational constraints that carry immediate safety and operational consequences:

• Operational prohibitions as enforceable instructions: The AD prohibits installing any actuator with a P/N and S/N specified in the applicable customer bulletin on any aeroplane unless that actuator has been inspected in accordance with Requirement 3 (Requirement 5). It also states that special flight permits are not allowed if any broken damper shaft is found during a Requirement 3 inspection (Requirement 6). These are prohibitions rather than monetary penalties; they create immediate operational limits on maintenance and movement of the aircraft.

• Compliance timelines and ongoing obligations: The AD prescribes enforceable timelines , a one‑time inspection within 500 flight hours (Compliance 1), repetitive inspections at intervals not to exceed 500 flight hours until terminating replacement (Compliance 3b; 3c(i)), and mandatory terminating replacement across all identified suspect actuators within 12 months (Compliance 4). Failure to meet those time‑based obligations is a breach of the AD’s requirements.

• Absence of penalty language: Because the AD does not include penalty language, the document itself should be read as specifying regulatory obligations rather than setting out enforcement processes. The AD is issued by the Civil Aviation Safety Authority (the delegate, David Punshon, signs it), which implies that non‑compliance will expose an operator to CASA oversight and enforcement under CASA’s general powers and applicable aviation safety legislation and regulatory instruments. The AD text, however, does not itself set or describe those enforcement steps or sanctions.

Practical enforcement mechanisms likely to follow from the AD (inference from the nature of ADs, not specified in the text):

• CASA and its inspectors typically monitor compliance with ADs through maintenance audits, continuing airworthiness activities, mandatory maintenance programme checks and surveillance. The AD’s operational prohibitions (installation ban, prohibition on special flight permits where broken shafts are found) are practical levers; inspectors can identify non‑compliance in maintenance records or during inspection. However, the AD text does not itself list that monitoring regime or specific sanctions.

Immediate operational effects that function as de facto enforcement:

• The ban on special flight permits if a broken damper shaft is found means an operator cannot lawfully use a special flight permit to ferry an aircraft to a remote maintenance facility if the unsatisfactory condition exists, unless and until rectified and the AD requirements satisfied (Requirement 6).
• The installation prohibition (Requirement 5) functions to prevent movement of suspect spares back into operational use without the inspection prescribed.

In short, the AD establishes binding technical and operational obligations and timeframes; the AD text does not enumerate monetary or criminal penalties, leaving enforcement and sanctioning instruments to the broader regulatory framework that sits outside this AD as supplied.

The AD, as provided, performs regulatory integration primarily by reference to manufacturer documentation and an FAA AD. Its text creates obligations by making manufacturer customer bulletins mandatory and by cross‑referencing a relevant FAA AD; it does not cite or amend other domestic statutes or instruments directly within the supplied text.

Interactions explicitly documented in the AD:

• Manufacturer service documents made mandatory: The AD makes the Accomplishment Instructions of specified Gulfstream customer bulletins (listed in Table 1 of the AD) mandatory for the aircraft in the Applicability clause. That converts manufacturer guidance, normally advisory, into a compliance obligation by regulatory fiat. The AD also carves out one administrative manufacturer request , submission of Service Reply Cards or reporting compliance , by explicitly stating those actions are not required by the AD (Service Information References paragraph). This demonstrates a selective integration of manufacturer material into the enforceable regulatory environment.

• Reference to FAA AD: The AD cites FAA AD 2006‑11‑03 Amdt 39‑14607 dated 15 May 2006 (Note following the table). That is an explicit inter‑jurisdictional cross‑reference: CASA is aligning its technical requirement with a prior FAA directive. The reference creates an English‑language link , technically the CASA AD stands alone in Australian jurisdiction, but the FAA AD provides technical and analytic provenance for the safety issue and the corrective action pathway.

Interactions implied but not specified in the AD’s text:

• Maintenance and airworthiness systems: The AD’s inspection, replacement and installation prohibitions will interact with operators’ continuing airworthiness obligations, approved maintenance schedules and maintenance release processes. The AD prescribes mandatory tasks that must be reflected in maintenance records and continuing airworthiness management, but the AD does not itself set out how those records must be certified or where in the maintenance programme the items should be placed. Those procedural interactions are governed by operators’ regulatory responsibilities under other aviation instruments not quoted in the AD text.

• Parts market and certification: The AD refers to Table 2 retrofit P/Ns, replacement parts that terminate recurring inspections for an actuator. That creates a direct interaction between this AD and parts manufacturing/approval pathways. The AD does not itself specify parts certification criteria, so operators must ensure any retrofit part used is serviceable and meets airworthiness requirements. The AD’s installation prohibition from the effective date (Requirement 5) interacts in practice with parts supply and installation certification systems, because parts with suspect P/N/S/N may not be installed unless inspected.

• Operational permissions for flight permits: The AD’s ban on special flight permits when a broken damper shaft is found (Requirement 6) interacts with the existing regulatory regime for special flight permits. The AD does not define special flight permit processes, but it places a negative constraint where prior to this AD an operator might have sought a permit to ferry an aircraft. The local mechanics of permitting sit outside the AD text but are affected by it.

Limitations in the AD’s cross‑references:

• The AD does not reference Australian statutes or regulations directly within its text for enforcement or penalty authority; the AD as provided is a technical instrument that imposes duties by its own terms and through incorporation of manufacturer technical material. The AD does not specify how it is to be prosecuted or what statutory instrument gives CASA the enforcement power , such authority exists in broader aviation law but is not described in the AD text provided.

The AD as supplied contains its creation and effective date, and it references an FAA AD as technical antecedent. There is no further amendment history contained within the text.

Documented history in the AD:

• Issue and signature: The AD is signed by David Punshon, Delegate of the Civil Aviation Safety Authority, and dated 26 June 2007 (signature block). The AD was made effective from 30 August 2007 (Compliance note: "This Airworthiness Directive becomes effective on 30 August 2007").
• Reference to FAA action: The AD cites FAA AD 2006‑11‑03 Amdt 39‑14607 dated 15 May 2006 (Note). This suggests that the FAA issued a prior directive on the same technical issue and that CASA’s AD follows or mirrors the FAA approach. The AD does not describe whether it adopted the FAA AD entirely or made modifications; it merely references it.

What the AD does not contain about amendment history:

• The AD does not record any prior Australian AD numbers or amendments for this subject. It does not list superseded ADs, nor does it state that it amends or revokes any earlier CASA instruments. No subsequent amendments or revocations are contained in the supplied text.
• There is no record within the AD text of any consultation, interim amendments, or later corrigenda. The Service Information References table lists applicable Gulfstream customer bulletins with their dates (for example, Gulfstream G500 Customer Bulletin 4 dated 23 August 2004; Gulfstream GV Customer Bulletin 123 dated 23 August 2004; and retrofit Customer Bulletins dated 8 December 2004 for Table 2 items). Those bulletins are manufacturer documents dated prior to the AD and are incorporated by reference for technical content.

Implication for users:

• The AD should be read as a standalone instrument effective on 30 August 2007, enforcing the technical instructions of the listed older customer bulletins. Operators should confirm whether any later CASA amendments or superseding ADs exist beyond the text provided here before relying on it for current compliance status.

The provided AD text contains no litigation history. There are no cases cited, no references to judicial review, and no mention of legal challenges or precedent within the document. The AD does, however, reference FAA AD 2006‑11‑03, but that is a regulatory document rather than case law.

Consequences of absence:

• Because the AD does not record any litigation, practitioners should treat the AD as an unlitigated administrative directive in the provided text. Any legal questions about the AD’s validity, interpretation, or associated enforcement actions would need to be researched outside this document in CASA administrative records or court decisions; none are cited here.

Practical note for risk assessment:

• In the absence of a reported litigation history in the AD, the principal legal risk to operators is regulatory non‑compliance and the operational consequences the AD itself creates (for example the special flight permit prohibition), rather than the prospect of settled litigation over the AD’s technical content. Where an operator disagrees with the technical method or believes the AD imposes an undue burden, the path to legal challenge is not described in the AD; any challenge would have to be mounted under broader administrative or judicial review processes that are not referenced in the document.

Recommendation for counsel and compliance advisers:

• If litigation or interpretative risk is a concern (for example where installation records for P/N/S/N are missing and the AD’s definition of "detailed inspection" is in dispute), seek contemporaneous administrative guidance from CASA or the CASA delegate, and preserve contemporaneous maintenance records documenting inspections per the AD’s required methods. Any further legal analysis must draw on materials and decisions outside the AD text supplied.

The AD contains several features likely to cause practical confusion or unintentional non‑compliance if overlooked. These are the specific points operators and maintenance providers should watch for.

1. Narrow applicability coupled with serial‑number screening:

   • The AD applies only to S/Ns 5001-5052 inclusive. Operators of other GV/GV‑SP aircraft are not within the AD’s applicability. However, Requirement 1 still requires an initial inspection to determine the P/N and S/N; absence of accurate S/N recording in maintenance records could trigger Requirement 3 (detailed inspection) because unreadable/missing P/N or S/N prompts the AD to treat the actuator as suspect (Requirement 3 and the passage “for actuators for which the P/N or S/N is missing or unreadable”). Practically, incomplete recordkeeping moves an actuator into a higher compliance burden.

2. Two inspection tiers and timing traps:

   • Requirement 1 permits a one‑time inspection within 500 flight hours. But if during that inspection an actuator is identified as having a P/N/S/N listed in Table 1, Requirement 3a requires a detailed inspection “before further flight.” This can create an urgent operational constraint: the one‑time P/N/S/N determination is time‑bounded, but discovery of a suspect P/N/S/N triggers an immediate, more intrusive inspection obligation before any further flight, which may ground the aircraft until done.

3. The AD’s definition of “detailed inspection” raises the standard:

   • The AD specifies that a detailed inspection is an “intensive examination” often requiring augmented lighting, mirrors, magnifying lenses, surface cleaning and “elaborate procedures.” If maintenance staff treat the inspection as a simple visual check, the operator may fail to meet the AD’s standard even if some inspection was logged; the AD’s definition sets expectation for methods and tooling.

4. Installation prohibition applies from the effective date:

   • From the effective date no actuator having a P/N and S/N specified in the applicable customer bulletin may be installed on any aeroplane unless inspected according to Requirement 3 (Requirement 5). That affects the secondary market for parts, and could surprise operators who assume they can install a “serviceable” used actuator without carrying out the specific AD inspection. Sourcing a replacement unit that carries a suspect P/N/S/N but lacks documented inspection is not permitted.

5. Termination differs by replacement P/N:

   • Replacing a suspect actuator with a new/serviceable actuator of the same P/N/S/N that itself has been inspected only restarts or continues the repetitive inspection cycle (Requirement 3c(i)); only replacement with the retrofit P/Ns listed in Table 2 terminates the requirement for that actuator (Requirement 3c(ii) and 4). Operators seeking to end the repetitive inspection burden must obtain specific retrofit P/Ns, not merely “new” units of the same P/N.

6. The AD forbids special flight permits if a broken shaft is found:

   • Requirement 6 states special flight permits are not allowed when any broken damper shaft is found during inspection. That prevents operators from using a special permit to ferry the aircraft for repair in certain circumstances, which has logistics and cost consequences.

7. Administrative items in manufacturer bulletins are not required:

   • The AD specifically states the customer bulletins’ recommendation to complete and submit the Service Reply Card is not required by the AD. Operators must not confuse the manufacturer’s administrative requests with the AD’s enforceable requirements. However, failing to provide reply cards may affect manufacturer support or traceability, so operators will need to decide whether to do the non‑mandatory manufacturer steps.

8. Table 2 retrofit P/Ns are the practical keys:

   • Table 2 is referenced as providing terminating retrofit P/Ns, but the AD text supplied does not reproduce Table 2. Operators must obtain the applicable customer bulletin to identify the terminating P/Ns and ensure the parts have appropriate provenance and that installation is carried out to the mandated Accomplishment Instructions.

9. Recordkeeping and proof of inspection:

   • The AD does not specify recordkeeping form, but an operator’s ability to demonstrate that an actuator has been “inspected in accordance with Requirement 3” will depend on maintenance entries, sign‑offs, and possibly stamped records. Lack of an auditable inspection record may be interpreted as non‑compliance.

10. Cross‑jurisdictional alignment:

• The AD references FAA AD 2006‑11‑03. The AD does not explain any differences in technical approach between CASA and FAA positions. Practitioners working across jurisdictions should ensure they have both the CASA AD and the FAA AD and the relevant customer bulletins to reconcile any technical or procedural differences.

Compliance with this AD is a sequence of discrete technical and operational steps. Below is a practical, source‑grounded checklist that aligns with the AD’s numbered requirements and the AD’s timing rules. The AD makes Gulfstream customer bulletins’ Accomplishment Instructions mandatory; operators must use those bulletins for procedural detail.

1. Confirm applicability:

   • Check the aircraft serial number. The AD applies only to Gulfstream Model GV and GV‑SP series aeroplanes with S/Ns 5001-5052 inclusive (Applicability). If the aircraft is outside these serial numbers the AD does not apply.

2. Obtain the referenced customer bulletins and AD text:

   • Secure copies of the Gulfstream customer bulletins referenced in the AD’s Table 1 (for example Gulfstream G500 Customer Bulletin 4 dated 23 August 2004; Gulfstream GV Customer Bulletin 123 dated 23 August 2004; and the retrofit bulletins dated 8 December 2004 as listed). Also obtain the full AD text and the FAA AD 2006‑11‑03 for technical background. The AD makes the Accomplishment Instructions of those customer bulletins mandatory.

3. Perform Requirement 1 within the deadline:

   • Within 500 flight hours after the effective date (or sooner if already accomplished), carry out a one‑time inspection of left and right aileron and elevator actuators to determine the part numbers and serial numbers in accordance with the applicable customer bulletin (Requirement 1; Compliance 1). Record P/N and S/N results in the aircraft’s maintenance records. If an actuator’s P/N or S/N is missing or unreadable, treat that actuator as suspect per Requirement 3.

4. If no suspect actuators are identified:

   • If the one‑time inspection finds no actuator with a P/N and S/N listed in Table 1 of the applicable customer bulletin, and all P/N/S/N are legible and not listed, no further action under the AD is required for those actuators, except continue to observe Requirement 5 (installation prohibition) from the effective date (Requirement 2 and 5). Still maintain the inspection record.

5. If a suspect actuator is identified or P/N/S/N unreadable:

   • Before further flight, perform a detailed inspection to detect any broken damper shaft as defined by the AD: an “intensive examination” with supplemented lighting, inspection aids, magnifying lenses, surface cleaning and any elaborate procedures necessary (Requirement 3a; Compliance 3a/3c). Carry out the inspection using the Accomplishment Instructions in the applicable customer bulletin.

6. Follow the AD’s remedial hierarchy if a broken shaft is found:

   • If a broken damper shaft is identified, follow the customer bulletin and the AD’s prescribed options: a) Replace the actuator with a new or serviceable actuator having the same P/N and S/N listed in Table 1 only if that replacement unit itself has been inspected in accordance with Requirement 3; thereafter repeat the detailed inspection at intervals not exceeding 500 flight hours until terminating replacement is accomplished for that actuator (Requirement 3c(i); Compliance 3c(i) and 3b). b) Or replace the actuator with one having a retrofit P/N listed in Table 2 of the applicable customer bulletin. Replacement with a retrofit P/N listed in Table 2 terminates the repetitive inspections for that actuator (Requirement 3c(ii) and 4; Compliance 3c(ii) and 4).

7. Schedule and procure terminating retrofit parts where desired:

   • If the operator seeks to avoid repetitive inspections for cost or operational reasons, schedule replacement with the retrofit P/Ns listed in Table 2 and complete those replacements for all identified suspect actuators within 12 months after the effective date (Requirement 4; Compliance 4). Ensure retrofit parts meet airworthiness standards and that installation follows the Accomplishment Instructions.

8. Do not install suspect actuators without an AD inspection:

   • From the effective date, do not install any actuator that has a P/N and S/N specified in the applicable customer bulletin unless it has been inspected per Requirement 3 (Requirement 5). This prevents re‑introducing uninspected suspect actuators into service.

9. Avoid seeking special flight permits when a broken shaft is found:

   • If a broken damper shaft is found during any Requirement 3 inspection, special flight permits are not allowed (Requirement 6). Plan maintenance logistics accordingly; if repair or replacement cannot be effected quickly, expect the aircraft to remain grounded until the AD’s requirements are satisfied.

10. Document inspections and replacements:

• The AD requires specific actions but does not set out a recordkeeping form. Ensure maintenance records contain: the date of the P/N/S/N inspection (Requirement 1), the results of any detailed inspections (Requirement 3), details of any replacements including P/N and S/N of replacement units and whether they are retrofit P/Ns from Table 2 (Requirements 3c and 4), and the identity of the person/organisation performing and certifying the work. Given the AD’s installation prohibition, include provenance evidence for any part installed post‑effective date.

11. Coordinate with the manufacturer and CASA where needed:

• Although the AD makes customer bulletin instructions mandatory, operators may wish to coordinate with Gulfstream for parts supply, technical clarification, or warranty issues and with CASA for any interpretive questions about the AD’s requirements, especially where P/N/S/N are missing or where replacement logistics interact with operational constraints.

12. Audit and integrate into continuing airworthiness:

• Integrate the AD’s repetitive inspection schedule (500 flight hours where applicable) into the aircraft’s continuing airworthiness maintenance programme until the actuator has the Table 2 retrofit P/N that terminates the requirement (Compliance 3b; 3c(i)). Update maintenance planning and budgeting to cover inspection labour and possible replacement parts.

This compliance plan follows the AD’s explicit requirements and timelines. Because the AD itself references the manufacturer’s Accomplishment Instructions, ensure those instructions are followed in detail for tooling, tolerances and procedures. Keep in mind that the AD revokes no other documents in the supplied text; operators should verify that there are no later CASA ADs amending these obligations.