AD/V2500/2 - Fuel Filter Cover

Scope by engine model and installation: The Directive applies to IAE V2500‑A1 and V2500‑A5 series engines. A note in Applicability states these engines are installed in, but not limited to, Airbus A319, A320 and A321 series aircraft, which clarifies that applicability follows the engine type rather than a particular airframe fleet (Applicability: International Aero Engines (IAE) V2500‑A1 and V2500‑A5 series engines. Note 1: These engines are installed in, but not limited to, Airbus A319, A320 and A321 series aircraft).

Inspection and detection: The primary mandated immediate action is an inspection of “the area of the fuel filter cover of the Fuel Cooled Oil Cooler (FCOC)” performed in accordance with SB IAE 79‑0085 dated 19 June 2002 (and for non‑modified V2500‑A5 engines SB IAE 79‑0086 dated 8 August 2002). If the inspection reveals fuel leakage, the Directive requires compliance with the instructions of All Operator Wire (AOW) 1048.2 and specifies that corrective action must occur “before further flight” (Requirement: 1 and 1(a); Compliance: (a)).

Field modification: The Directive mandates modification of the FCOC. For V2500‑A1 engines the required modification is “in accordance with Service Bulletin IAE 79‑0085, or later DGAC approved revision.” For V2500‑A5 engines with Serial Number lower than V11375 the required modification is “in accordance with Service Bulletin IAE 79‑0086, or later DGAC approved revision” (Requirement paragraphs concerning V2500‑A1 and V2500‑A5). The Directive thereby links mandatory corrective work to the content of specific manufacturer service documentation, and it allows for later DGAC (French Direction Générale de l’Aviation Civile) approved revisions of those SBs to be used.

Timing and staging of compliance: There are discrete timing obligations. Unless already accomplished, inspection must occur within 500 flight hours after the effective date (Compliance: 1). If leakage is detected, action must be taken before further flight (Compliance: 1(a)). The mandated FCOC modifications have two alternative deadlines: “No later than 31 December 2005 or at the next removal of the FCOC alone or installed on a higher assembly.” This phrasing appears for both the V2500‑A1 and the specified subset of V2500‑A5 engines (Compliance: 2 and 3).

Operational procedures: The Directive emphasises following the Aircraft Maintenance Manual procedures “strictly” at every opening of the fuel filter cover (Note 2 under Requirement). It also cross‑references AOW 1048.2 for immediate leakage response and EASA AD 2005‑0012 approval number 2005‑3459 as a related approval document (Requirement and Note 3).

Causal fact and regulatory aim: The background statement attributes the Directive to “over tightening of the bolts retaining the fuel filter cover on the FCOC” which “has led to heavy fuel loss on two aeroplanes.” The stated regulatory aim is to inspect for fuel cover leaks and to modify the FCOC “to prevent fuel leakage from the FCOC” (Background). Thus the Directive pursues a defect‑remediation and prevention model: detect existing looseness/leakage risk and eliminate the mechanical cause by modifying the FCOC assembly.

Authority and effective date: The document is signed by a CASA Delegate, David Villiers, dated 21 July 2005, and states the AD becomes effective on 1 September 2005 (signature and effective date lines). The AD is numbered AD/V2500/2 and carries the date reference 9/2005 in the header.

Interoperability with manufacturer and foreign regulator material: The Directive binds operators to manufacturer SBs and to instructions issued by IAE (through SBs and an AOW) and to revisions approved by DGAC. It also records an EASA AD approval number. The presence of those references makes the Directive operational by requiring adherence to external technical documents and to later revisions of those documents where DGAC approval is noted.

Operators of aircraft fitted with IAE V2500‑A1 and V2500‑A5 series engines are the primary subjects of the Directive (Applicability). The instrument applies by engine model, not by aircraft type, and explicitly notes that these engines are installed in, but not limited to, certain Airbus airframes (Note 1). Consequently any operator, maintenance organisation, owner or lessee that has custody of a V2500‑A1 or V2500‑A5 engine , regardless of the airframe type , is within the Directive’s scope. The Directive does not limit its reach to registered Australian aircraft in the text provided; it is an Australian CASA AD and thus issued by the national civil aviation regulator, but the applicability clause is framed in terms of engine series only.

Maintenance organisations and licensed engineers who perform inspections, modifications and maintenance on the FCOC are directly impacted because the Directive prescribes inspection methods (specific SBs) and mandates a modification for certain engines (Requirement). The Directive also references AMM procedures and an AOW. Those references allocate technical decision‑making and procedural obligations to whoever carries out maintenance: the on‑site maintenance organisation is required to follow the SBs and the AMM “strictly” when opening the fuel filter cover (Note 2).

Supply chain and parts providers are indirectly affected because the Directive requires a specific FCOC modification, which may require parts, kits or tooling specified in the SBs. The document itself does not identify parts supply arrangements, but by mandating SB‑based modifications it creates a demand for the components and work described in those SBs. The Directive also establishes a serial number threshold (V11375) for V2500‑A5 engines: engines with serial numbers lower than that threshold must be modified, while engines at or above that threshold are excluded from the modification mandate as stated in the text (Requirement: For V2500‑A5 engines having a Serial Number lower than V11375, modify the FCOC in accordance with Service Bulletin IAE 79‑0086).

Regulators and other jurisdictions are implicated because the Directive cites EASA AD 2005‑0012 and a DGAC approval route for later SB revisions. Where operators are subject to multiple jurisdictions’ requirements, the cross‑references in the AD indicate coordination with those foreign technical approvals. The AD is issued by CASA (signatory: Delegate of CASA), so Australian regulatory oversight and enforcement machinery are the originating authority for these obligations in Australia.

Other stakeholders not explicitly mentioned in the text but affected as a matter of operational consequence include aircraft dispatch and flight operations: the “before further flight” requirement if leakage is observed (Compliance: (a)) imposes an immediate operational constraint on flight dispatch for any aircraft with detected leakage until remedial instructions in AOW 1048.2 are followed. Less directly, insurers, lessors, and lessor technical representatives managing asset condition may need to ensure compliance because the AD imposes mandatory safety actions tied to the airworthiness of the engine.

The AD does not define exemptions or derogations in the text provided. It permits later DGAC approved revisions of the SBs to be used, which creates a limited pathway for alternative technical standards (Requirement: “or later DGAC approved revision”), but it does not provide for formal alternative methods of compliance in the printed text. No penalties, civil or criminal sanctions, are specified in the AD itself.

Duties

• Inspect the fuel filter cover area of the Fuel Cooled Oil Cooler (FCOC) in accordance with Service Bulletin IAE 79‑0085 dated 19 June 2002, and for non‑modified V2500‑A5 engines in accordance with SB IAE 79‑0086 dated 8 August 2002 (Requirement: 1). The duty to use these SBs is explicit: the inspection is to be performed “in accordance with” the named SBs.

• If fuel leakage is observed during the inspection, comply with instructions of All Operator Wire (AOW) 1048.2 and take action “before further flight” (Requirement: 1(a); Compliance: (a)). This creates an immediate, operationally binding duty to follow the AOW instructions in any leakage situation.

• Modify the FCOC as specified: for V2500‑A1 engines modify in accordance with SB IAE 79‑0085 or a later DGAC‑approved revision; for V2500‑A5 engines with serial number lower than V11375 modify in accordance with SB IAE 79‑0086 or a later DGAC‑approved revision (Requirement: For V2500‑A1 engines modify the FCOC in accordance with SB IAE 79‑0085; For V2500‑A5 engines having a Serial Number lower than V11375, modify the FCOC in accordance with SB IAE 79‑0086).

• At every opening of the fuel filter cover other than the initial mandated inspections, “strictly apply the procedures detailed in the Aircraft Maintenance Manual (AMM)” (Note 2 under Requirement). This creates an ongoing procedural obligation attached to any maintenance action that opens the fuel filter cover.

• Meet the compliance timeframes: unless previously accomplished perform the inspection within 500 flight hours after the effective date; if leakage is found, follow the AOW requirements before further flight; apply the mandated modifications no later than 31 December 2005 or at the next removal of the FCOC alone or installed on a higher assembly (Compliance: 1, (a), 2, 3).

Rights and permitted alternatives as expressed in the text

• Use of later DGAC‑approved SB revisions: the Directive permits operators to comply with “later DGAC approved revision[s]” of the specified SBs for the required modifications (Requirement). Using DGAC‑approved SB revisions is explicitly allowed by the instrument; the AD does not prohibit later approved engineering changes.

• No explicit right of appeal, deferral, or alternative means of compliance is set out in the AD text itself. The document does not include a formal “alternative methods of compliance” clause within the printed content. Any rights to seek an alternative compliance method or extension would therefore need to be exercised under the general regulatory framework or CASA processes outside the AD text, but those mechanisms are not described in the Directive text provided.

Allocation of decision authority

• The AD allocates technical decision‑making to organisations performing maintenance by directing them to follow specific SBs, the AMM, and the AOW in leakage events. It does not itself allocate discretionary power to modify timelines or to approve different technical methods; the only discretion expressly written is the option to apply later DGAC‑approved SB revisions.

Recordkeeping and audit implications

• While the text does not explicitly state a recordkeeping requirement, the compliance obligations (deadlines, modifications, inspections) create an implicit need for operators and maintainers to document inspections and modifications to demonstrate compliance with the AD. The AD, however, does not specify formats, retention periods, or audit rights.

Operational impact

• The “before further flight” requirement in leakage cases is a direct duty to prevent the aircraft from continuing service until specific instructions are complied with; that is a flight‑safety control that binds flight operations and maintenance dispatch decisions.

• The serial number cut‑off for V2500‑A5 engines (SN lower than V11375) creates differential obligations within an operator’s fleet based on engine serial numbers. Operators must track serial numbers to determine which engines must be modified.

The AD does not specify monetary fines, civil penalties, or enforcement actions in the text provided. It is issued by CASA (signed by a Delegate) and becomes effective on a specified date; the regulatory effect of an AD is to create a mandatory safety requirement, but specific enforcement provisions are not printed in the instrument.

The AD text provided does not set out explicit penalties, sanctions or enforcement mechanisms. It is an Airworthiness Directive issued by the Civil Aviation Safety Authority (signed and dated by a CASA Delegate), and it declares mandatory inspection and modification requirements and specific operational constraints (for example, “before further flight” if leakage is found). The Directive becomes effective on a specified date (1 September 2005). However, the printed instrument itself contains no clause stating specific civil or criminal penalties for non‑compliance, no administrative fine schedule, and no formal enforcement procedure.

Enforcement implications that can be read from the text and structure

• Mandatory nature: The AD uses mandatory language , it “requires” inspections and “requires” modifications for certain engines, and it prescribes compliance timelines (Requirement; Compliance). As an instrument of the regulator, the obligations are framed as mandatory rather than advisory.

• Operational constraint: The requirement to comply with AOW 1048.2 “before further flight” when leakage is observed creates an immediate operational rule that effectively grounds an affected aircraft pending remedial action described in the AOW. That is a direct flight‑safety enforcement mechanism embedded in the AD’s operational command.

• Delegated authority: The document is signed by a CASA delegate, showing that the AD is issued under the regulator’s delegated authority. The presence of the CASA signature denotes that the regulator has adopted this measure as an enforceable safety requirement within its regulatory domain, even though the AD does not itself spell out enforcement steps.

What is absent

• No penalty schedule: The AD contains no text specifying monetary penalties, licence sanctions, or administrative fines for failing to carry out or record the required inspection or modification.

• No compliance audit or reporting clauses: The AD does not require operators to submit compliance reports to CASA in the text provided, nor does it detail how CASA will verify compliance.

• No explicit alternative compliance procedure: The AD does allow “later DGAC approved revision[s]” of the relevant Service Bulletins to be used for the mandated modifications, but it does not set out a formal process in the printed text for requesting an alternative method of compliance or an extension of time.

Practical enforcement considerations (limited to what the text implies)

• CASA retains authority to enforce airworthiness requirements generally; this AD is an instrument of that regulatory programme. In practice, enforcement could occur through CASA’s normal regulatory mechanisms, but those mechanisms, their thresholds and penalties are not described in the AD text.

• The immediate safety‑critical instruction (“before further flight” when leakage is observed) creates a clear and verifiable operational breach if ignored; such breaches would be amenable to enforcement under broader aviation safety law and oversight, but specific statutory references are absent from the AD.

In short, the AD prescribes mandatory corrective and preventative actions, and it is issued by CASA. The Directive itself does not set out penalties or enforcement procedures; those would be found in the broader regulatory framework or enforcement practice of CASA rather than in the AD as printed.

Direct cross‑references in the AD text

• Manufacturer Service Bulletins as technical standards: The Directive mandates inspections and modifications “in accordance with” IAE Service Bulletin IAE 79‑0085 dated 19 June 2002 and SB IAE 79‑0086 dated 8 August 2002 (Requirement). By doing so it imports these manufacturer technical documents into the regulatory obligation, thereby creating an interaction between CASA’s airworthiness directive regime and manufacturer procedures. Compliance with the AD requires following those SBs or their later DGAC‑approved revisions.

• Aircraft Maintenance Manual procedures: The AD requires strict application of AMM procedures at every opening of the fuel filter cover (Note 2). The AMM is typically a manufacturer‑issued maintenance procedural manual that forms part of normal airworthiness practices; the AD explicitly makes adherence to the AMM a part of the regulatory requirement.

• All Operator Wire (AOW) instructions: The AD requires compliance with the instructions of AOW 1048.2 if fuel leakage is observed (Requirement: 1(a)). An AOW is typically an operator/IAE communication mechanism to immediate safety actions; the AD thus links its immediate safety requirement to manufacturer/industry guidance.

• International regulatory approvals: The AD notes EASA AD 2005‑0012 approval number 2005‑3459 dated 15 April 2005 (Requirement: Note 3). It also allows use of “later DGAC approved revision[s]” of the SBs for the mandated modifications (Requirement). These cross‑references indicate coordination and deference to foreign regulatory approvals (EASA and DGAC) for the technical content of the SBs and suggest that CASA is aligning its AD requirements with those of other civil aviation authorities.

Interaction with overarching regulatory framework (implicit, not in text)

• The AD is an instrument within CASA’s airworthiness regulatory toolkit. While the AD text does not quote the enabling statute or administrative procedures, as a CASA AD it functionally sits inside the broader aviation safety law: CASA issues ADs to address unsafe conditions, and operators must comply with ADs to maintain airworthiness certificates. The AD does not itself restate CASA’s enabling legislation, enforcement powers, or administrative review mechanisms.

• The AD imports external technical documents and approvals without reproducing their content. That means operators must consult SBs, AMM entries and the AOW to obtain the procedural specifics. The AD thereby creates a legal‑procedural dependency on those external documents; compliance is achieved by following those documents to the extent permitted by DGAC approval as noted.

Jurisdictional considerations

• The AD is issued by CASA; its legal force derives from the Australian regulator’s authority. When the same engines are installed on aircraft that operate internationally, operators may need to consider overlapping ADs or directives from other states of registry or civil aviation authorities; the AD itself points to EASA and DGAC material, signalling that cross‑jurisdictional coordination exists at the technical level.

Limitations in the text

• The AD makes no express statement about how conflicts with other legal obligations are to be resolved, nor does it provide an explicit mechanism for obtaining an exemption or alternative compliance method within the AD text. Such mechanisms may exist outside the AD in CASA administrative practice, but they are not described in this instrument.

• The AD does not include references to insurance, leasing, export/import, or international operations beyond citing EASA and DGAC approvals. Any interaction with commercial law or contract obligations (for example, lessor consent for modifications) is therefore an operational matter for parties to manage, not addressed by the AD.

In sum, the AD integrates manufacturer technical documents and selected foreign regulator approvals into the domestic airworthiness obligation, imposes a direct operational rule with immediate safety implications, and leaves enforcement, alternative compliance pathways and broader statutory interactions to the existing regulatory architecture rather than detailing them in the AD text.

The text provided contains a limited set of date stamps and identifiers that permit only a narrow amendment history review. Within the document the following temporal data appear:

• The AD header identifies the instrument as AD/V2500/2 and includes the date reference 9/2005 (header: AD/V2500/2 | Fuel Filter Cover | 9/2005).

• The signature block shows the Delegate of the Civil Aviation Safety Authority, David Villiers, and is dated 21 July 2005 (signature line).

• The AD states that it “becomes effective on 1 September 2005” (Compliance: final line).

• The Service Bulletins referenced for inspection and modification carry their own dates: SB IAE 79‑0085 dated 19 June 2002 and SB IAE 79‑0086 dated 8 August 2002 (Requirement). The AD allows “later DGAC approved revision[s]” of those SBs to be used for compliance with the modification requirement (Requirement).

• The AD also references an EASA AD approval number and date: EASA AD 2005‑0012 approval number 2005‑3459 dated 15 April 2005 (Requirement: Note 3).

The instrument itself does not show any in‑text amendments, corrigenda, supersessions, or later AD revisions. The only explicit temporal evolution permitted by the text relates to the possibility of complying using later DGAC‑approved revisions of the referenced Service Bulletins. That is not an amendment of AD/V2500/2 itself; it is an allowance within the AD for later approved technical revisions to the SBs to serve as the means of compliance.

No textual record in the AD indicates that it replaces or supersedes an earlier Australian AD with the same subject matter; no “supersedes” or “replaces” clause is present. The AD does reference an EASA AD and an AOW, but it does not identify prior ADs or amendments within CASA’s own AD series.

If an operator requires the history of amendments to the AD itself (for example, if CASA later issued an amendment or withdrawal), that history is not contained in the text provided and would need to be obtained from CASA’s AD register or official AD amendment notices. The AD, as printed, establishes the initial effective date (1 September 2005) and allows the use of later DGAC‑approved SB revisions for compliance, but does not itself record any subsequent amendments.

In short, the AD text contains initial issuance metadata and cross‑references to dated SBs and an EASA approval, but it contains no internal amendment history beyond the permissive reference to later DGAC‑approved SB revisions. The presence of dated SBs and a dated EASA approval allows a reader to locate the contemporaneous technical materials for the AD’s initial requirements, but the AD itself is silent on any subsequent CASA amendments.

The AD document provided contains no information about litigation, legal challenges, court proceedings or administrative appeals related to AD/V2500/2. The text does not mention any disputes, reference any judicial decisions, or record any litigation history. It is a regulatory directive setting out inspection and modification requirements; the printed instrument does not recount any challenges or court outcomes.

Because the Directive cites technical documents and foreign approvals (EASA AD 2005‑0012 and DGAC‑approved SB revisions), one might normally search administrative records for disputes about whether the mandated actions were sufficient, whether alternative compliance methods were permissible, or whether an operator had legal recourse for costs. None of that material appears in the AD itself. The AD supplies only the regulatory requirements, the technical cross‑references (SBs, AOW, AMM), the serial number cutoff for some engines, and the compliance timeframes.

If a reader needs the litigation history , for example, whether any operators contested enforcement, or whether a court interpreted the AD’s obligations , that information would need to be obtained from external sources such as regulatory enforcement records, court dockets, or legal databases. Those sources are not part of the AD text provided and therefore are outside the scope of this instrument’s contents.

Consequently, within the constraints of the source text, there is no litigation history to report.

Ambiguous numbering and presentation: The Requirement and Compliance text uses numbered and lettered subparagraphs with uneven numbering (for example, Requirement lists “1.” then “(a)” then later “3.” while Compliance lists “1.” then “(a).” then “2.” and “3.”). The format suggests editorial compression or typographical errors in numbering. Operators should not rely on paragraph numbering alone for the substantive obligation; instead they should read the textual content carefully: inspections are required, leakage triggers AOW instructions, and modifications are mandated for identified engine models and serial numbers.

Serial number cutoff detail: The modification mandate for V2500‑A5 engines applies only to engines “having a Serial Number lower than V11375” (Requirement). Engines with serial numbers at or above V11375 are not placed under the same modification obligation by this AD as printed. Operators must therefore ensure accurate serial number tracking for each engine to determine applicability. Confusion can arise where serial numbers are transcribed incorrectly or where maintenance records are incomplete; misclassification can lead to non‑compliance or unnecessary work.

Applicability beyond Airbus A319/A320/A321: The Applicability clause states the engines are “installed in, but not limited to, Airbus A319, A320 and A321 series aircraft.” The phrasing makes the AD apply to the engine models themselves irrespective of airframe. A “gotcha” here is treating the AD as only affecting the named Airbus types; owners of other aircraft types with these engines must check whether their engines are V2500‑A1 or V2500‑A5 and, if so, comply.

“Unless previously accomplished” caveat: The Compliance table provides a 500 flight‑hour inspection window “Unless previously accomplished” (Compliance: 1). That implies that prior work done in accordance with the referenced SBs or equivalent DGAC‑approved revisions may negate the need for a fresh inspection. However, the AD does not state how prior work is to be verified or documented within the AD text. Operators relying on prior maintenance actions should ensure they have documentary evidence that prior inspections or modifications were performed to the standard required by the SBs or approved revisions.

Interaction between immediate action and scheduled modification windows: The AD mandates immediate action “before further flight” if leakage is observed and separately mandates modification no later than 31 December 2005 or at the next removal of the FCOC. Operators must manage both contingencies: immediate corrective measures in a leakage event (as per AOW 1048.2) and scheduled modification plans for non‑leakage engines. Failure to coordinate these obligations could produce operational disruption or missequenced maintenance work.

Strict AMM procedures on every opening: Note 2 under Requirement instructs that at every other opening of the fuel filter cover “strictly apply the procedures detailed in the Aircraft Maintenance Manual (AMM).” The word “strictly” elevates the AMM procedures to a high standard of compliance; a possible gotcha is performing a quick or improvised access without following the AMM detail , the AD explicitly forbids that. Operators must ensure that line and base maintenance staff have access to and are trained in the AMM procedures.

Dependence on external documents not reproduced in the AD: The AD requires compliance with SBs, an AOW and the AMM, but does not reproduce their content. Practical compliance thus requires retrieving and following those documents exactly. A potential pitfall is assuming what the SBs or AOW require without consulting them; the AD’s legal requirement is to follow the SBs/AOW/AMM as specified.

Dates and deadlines: The AD becomes effective 1 September 2005 and sets a “no later than 31 December 2005” modification deadline (Compliance: items 2 and 3), while the inspection is due within 500 flight hours after the effective date (Compliance: 1). Operators should not confuse calendar dates and flight‑hour windows; both are operative and must be tracked. For operators close to the serial number cut‑off or approaching the calendar deadline, planning is necessary to ensure timely removal and modification.

Scope of DGAC approval: The AD permits “later DGAC approved revision[s]” of the SBs to be used for the required modification (Requirement). A practical gotcha is assuming that any later manufacturer SB will be acceptable; the AD requires the later revision to be DGAC approved. Operators must confirm the approval status of later SB revisions before using them for compliance.

AOW 1048.2 content is decisive in leakage events: The AD requires compliance with AOW 1048.2 when leakage is observed and mandates that action “before further flight.” The AD does not summarise the AOW’s content. The AOW may contain specific steps that affect minimising downtime or part replacement; operators need to procure and interpret that AOW immediately when leakage is found.

No penalty text in the AD: The AD contains no explicit penalties for non‑compliance. That absence can mislead operators into underestimating the regulatory consequences of ignoring ADs. In practice, AD non‑compliance can affect airworthiness and regulatory standing; operators should treat the AD as mandatory despite the absence of a printed penalty clause.

Recordkeeping and proof of compliance not specified: The AD does not set out documentation requirements. Operators should nonetheless document inspections, findings, corrective actions, and modifications to demonstrate compliance in the event of oversight or audit. Failure to keep adequate records is a practical compliance risk.

Redundancy in header text: The document repeats headings (AD/V2500/2, Fuel Filter Cover, 9/2005) multiple times. That is an editorial quirk but not substantive; however it may cause confusion if relying solely on headers for quick reference.

This section sets out a practical, compliance‑focused reading of the AD text and the specific actions an operator or maintenance organisation must take to meet the directive’s requirements as stated.

1. Identify affected engines

   • Inventory all engines in the operator’s fleet and identify which are IAE V2500‑A1 or V2500‑A5 series (Applicability). Ensure accurate serial number records for each V2500‑A5 engine to determine whether the engine’s serial number is lower than V11375, as that determines the modification obligation.

2. Obtain the referenced technical documents

   • Acquire copies of Service Bulletin IAE 79‑0085 dated 19 June 2002 and Service Bulletin IAE 79‑0086 dated 8 August 2002. If later DGAC‑approved revisions exist and the operator intends to use them, obtain those approved revisions and confirm their DGAC approval status because the AD permits later DGAC‑approved revisions for the modification step (Requirement).
   • Obtain AOW 1048.2 and the relevant AMM procedures for the FCOC fuel filter cover. The AD requires strict adherence to the AMM at every other opening of the fuel filter cover and immediate compliance with AOW 1048.2 if leakage is observed.

3. Schedule and perform the initial inspection

   • Unless the inspection has already been performed in a manner consistent with the SBs or a later DGAC‑approved SB revision, schedule the inspection within 500 flight hours of the AD’s effective date (Compliance: 1). For an AD effective on 1 September 2005, that 500‑flight‑hour window commences from that date (Compliance: “Unless previously accomplished, within 500 flight hours after the effective date of this Directive”).
   • Perform the inspection “in accordance with” SB 79‑0085 or SB 79‑0086 as specified: SB 79‑0085 for the V2500‑A1 engines and SB 79‑0086 for non‑modified V2500‑A5 engines (Requirement). Ensure the inspection protocol and acceptance criteria are followed exactly as stated in the SB used.

4. Immediate action if leakage is found

   • If the inspection reveals fuel leakage at the fuel filter cover area, implement the instructions of All Operator Wire 1048.2 immediately and do not dispatch the aircraft “before further flight” until the AOW instructions are complied with (Requirement: 1(a); Compliance: (a)). Document the leakage finding and the corrective measures taken under the AOW.

5. Plan and perform mandated modifications

   • For V2500‑A1 engines: schedule and carry out the FCOC modification “in accordance with Service Bulletin IAE 79‑0085, or later DGAC approved revision” (Requirement). For V2500‑A5 engines with Serial Number lower than V11375: schedule and carry out the FCOC modification in accordance with SB IAE 79‑0086, or later DGAC approved revision (Requirement).
   • Timing: perform the mandated modification no later than 31 December 2005 or at the next removal of the FCOC alone or when the FCOC is removed as part of a higher assembly removal, whichever occurs first (Compliance: 2 and 3). This gives operators flexibility to coordinate modification with scheduled removals, but operators approaching the calendar deadline should not defer beyond 31 December 2005 absent an authorised alternative.

6. Follow AMM strictly for any other openings

   • For any opening of the fuel filter cover not covered by the initial inspection or mandated modification, “strictly apply the procedures detailed in the Aircraft Maintenance Manual (AMM)” (Note 2). This requires adherence to the manufacturer’s procedural detail for all routine access.

7. Use permissible updated documents if applicable

   • If using later revisions of the SBs, confirm that the revision is DGAC approved before relying on it to satisfy the AD’s modification requirement (Requirement: “or later DGAC approved revision”). Maintain documentary proof of the revision’s approval status.

8. Documentation and proof of compliance

   • Although the AD does not specify recordkeeping formats, prepare and retain documentation of:
     • Engine identification and serial numbers.
     • Dates and outcomes of inspections performed under the SBs.
     • Any findings of leakage and records of AOW 1048.2 actions taken.
     • Dates and details of modifications performed, including SB revision references and DGAC approval evidence where applicable.
     • AMM procedural references used for openings of the fuel filter cover.
   • Retain such records in a manner that demonstrates compliance against the AD’s timelines and requirements.

9. Operational coordination

   • If leakage is identified, coordinate flight operations, maintenance resources, and parts logistics immediately to comply with the “before further flight” mandate in AOW 1048.2.
   • For engines requiring modification, plan the work to fit scheduled removals of the FCOC where practicable, but ensure the modification occurs by the calendar deadline (31 December 2005) if no earlier removal is scheduled.

10. Liaison with regulator and manufacturer where necessary

• If an operator believes an alternative compliance method, a time extension, or an exemption is necessary, the AD text itself does not provide that process; such requests would need to be made through CASA’s established administrative channels outside the AD text. The AD permits the use of DGAC‑approved SB revisions but does not create an explicit alternative compliance pathway.

11. Verify serial number applicability and parts requirements

• Ensure that any parts, kits or tooling specified in the SBs are obtained and installed in accordance with the SB instructions. For engines on the serial number boundary, verify serial numbers carefully to avoid inadvertent non‑compliance.

12. Keep personnel informed and trained

• Ensure line and base maintenance personnel are aware of the AD’s immediate “before further flight” duty in leakage events, the requirement to follow AMM strictly at every opening, and the deadline obligations for the mandated modifications.

Following these steps will align an operator’s response with the mandatory content of AD/V2500/2 as printed. Because the AD depends on external SBs, the AMM and the AOW for procedural detail, those documents must be obtained and followed exactly to achieve compliance. The AD allows later DGAC‑approved SB revisions for the modification, but operators must confirm the approval status and maintain documentary evidence of their compliance path.