AD/V2500/3 - No. 3 Bearing

Applicability and scope: The AD applies to a defined set of IAE V2500 engine models with engine serial numbers V10601 through V11335 inclusive and that have No. 3 bearing P/N 2A1165 installed (Applicability). The AD notes that these engines are installed on, but not limited to, Airbus Industrie A319, A320 and A321 series aeroplanes. The AD ties its inspection instructions to engines listed in Table 1 of Appendix 1 of IAE Service Bulletin No. V2500‑ENG‑72‑0452, Revision 4, dated 30 September 2005 (Requirement 1 and Compliance cross‑references).

Inspection trigger and method: The AD requires inspection of the master MCD or the No. 1, 2, 3 bearing chamber MCD. The master MCD and the No. 1, 2, 3 bearing chamber MCD are the inspection points specified; the AD does not define the acronym MCD within its text. Requirement 1 mandates initial inspection within 125 hours TIS after the effective date and then at intervals not to exceed 125 hours TIS thereafter (Compliance item 1). The AD recommends that inspections of all engines on the same aeroplane not be done by the same individual before the same flight to minimise chances of maintenance error (Requirement 1, Note 2).

Action on positive findings: If bearing material is found on the master MCD or No. 1, 2, 3 bearing chamber MCD, the AD requires removal of the engine from service (Requirement 2; Compliance item 2 requires action before further flight after the AD’s effective date). The AD then requires removal of the No. 3 bearing from service (Requirement 3; Compliance item 3), and it prohibits reinstallation of any No. 3 bearing removed pursuant to Requirement 3 into any engine (Requirement 4; Compliance item 4).

Terminating action: The AD provides a terminating action to the repetitive inspections: performing Requirement 3 (removing the No. 3 bearing from service) and Requirement 5 (removing the HPC stubshaft that has a low‑energy plasma coating) is stated to be terminating action to the repetitive MCD inspections specified in Requirement 1 (Terminating Action paragraph). The requirement to remove the HPC stubshaft is to take place at the next shop visit for affected engines listed in Table 1 of Appendix 1 of the IAE Service Bulletin and that have SN in the specified range (Compliance item 5 and item 3).

Parts control: The AD contains an explicit parts prohibition: do not install any No. 3 bearing, P/N 2A1165, removed in accordance with Requirement 3, into any engine (Requirement 4). That is a continuing prohibition for bearings removed under the AD.

Cross‑references and background: The AD expressly refers to IAE Service Bulletin V2500‑ENG‑72‑0452 Revision 4 (30 September 2005) as the source for the list of affected engines (Requirement 1 and Compliance). It also refers to FAA AD 2006‑25‑01 Amendment 39‑14841 dated 27 November 2006 (Note 3), signalling coordination or parallel action by another regulator. The Background paragraph states the safety rationale: to prevent No. 3 bearing failure which could result in in‑flight shutdown and smoke due to oil escape after bearing race fracture.

Timing: Compliance timings are specified in the Compliance table. Key timings are inspection within 125 hours TIS after the AD effective date and at intervals not exceeding 125 hours thereafter (Compliance item 1), immediate removal from service before further flight if bearing material is found (Compliance item 2), removal of the No. 3 bearing at the next shop visit for engines with bearings installed at new production (Compliance item 3), prohibition on reinstallation from the effective date (Compliance item 4), and removal of the HPC stubshaft at the next shop visit for specified engines (Compliance item 5). The AD itself becomes effective on 12 April 2007 (effectivity statement).

Regulatory instrument form: The document is an Airworthiness Directive, signed by a CASA delegate (David Punshon) and dated 21 February 2007, carrying an effective date in April 2007. It is captioned AD/V2500/3 No. 3 Bearing 4/2007 and repeats the AD identification in multiple headings. The structure uses numbered Requirements and Compliance items and includes Notes (Note 1, Note 2, Note 3) to clarify applicability and recommendations.

Operators and aircraft types: The AD explicitly affects operators of aircraft fitted with IAE V2500 engines of the listed models (V2522‑A5, V2524‑A5, V2527‑A5, V2527E‑A5, V2527M‑A5, V2530‑A5 and V2533‑A5) where the engine serial numbers are within the range V10601 through V11335 inclusive and where the No. 3 bearing part number 2A1165 is installed (Applicability). The AD explicitly notes that these engines are installed on, but not limited to, Airbus A319, A320 and A321 series aeroplanes, so operators of those Airbus types are particularly likely to be affected, but other airframes hosting the listed engines are also within scope (Applicability).

Maintenance organisations and personnel: Maintenance organisations that perform engine inspections and shop visits are affected because the AD prescribes specific inspection points (master MCD or No. 1, 2, 3 bearing chamber MCD) and requires removal of parts at the next shop visit for certain engines (Requirements 1, 3 and 5; Compliance items 1, 3 and 5). The AD also contains a recommendation addressing human factors: it recommends that inspections of all engines on the same aeroplane not be done by the same individual before the same flight, to minimise the chances of maintenance error (Requirement 1, Note 2). Those who perform inspections must therefore consider allocation of staff when complying with the AD.

Parts suppliers and inventory managers: The AD’s prohibition on reinstallation of any No. 3 bearing, P/N 2A1165, removed under the AD (Requirement 4) directly affects how removed bearings are handled in parts inventory. Removed bearings cannot be returned to service in any engine, which affects salvage, repair, parts disposition procedures and inventory records for organisations handling removed bearings.

Engine manufacturers and bulletin authors: IAE Service Bulletin V2500‑ENG‑72‑0452 Revision 4 is central to determining exactly which engines are in Table 1 of Appendix 1 and thus affected. Organisations that track service bulletin applicability and that supply bulletin revisions must be engaged to determine whether a given engine serial number appears in Table 1. The AD explicitly cross‑references that Service Bulletin for engine lists (Requirement 1 and Compliance notes).

Regulator(s): The Civil Aviation Safety Authority (CASA) is the issuing authority in the document; the AD is signed by a CASA delegate (David Punshon) and carries an effective date. The AD also refers to a corresponding FAA AD (FAA AD 2006‑25‑01, Amendment 39‑14841), indicating coordination or parallel regulatory actions across jurisdictions (Note 3). CASA’s actions create binding compliance obligations for operators within its jurisdiction once the AD becomes effective.

Flight operations and scheduling: Operators will be affected operationally because the AD requires inspections at a 125‑hour TIS cadence and removal of engines from service if bearing material is identified (Compliance items 1 and 2). Engines that must have a No. 3 bearing removed or an HPC stubshaft removed at the next shop visit will have maintenance scheduling and shop visit slot implications. The AD compounds those effects by stipulating terminating action only with removal of specific parts, so until those steps occur the operator must continue the prescribed inspection cadence.

Legal and compliance teams: In‑house legal, airworthiness, and compliance teams of affected operators will need to process the AD’s applicability criteria and ensure that the maintenance programme, logbooks and parts disposition procedures reflect the AD’s requirements, including the prohibition on returning removed No. 3 bearings P/N 2A1165 to service (Requirement 4). The AD does not spell out recordkeeping specifics, but these teams will typically be responsible for ensuring compliance consistent with the AD’s terms.

Duties imposed by the AD

• Inspect: Requirement 1 imposes a duty to inspect the master MCD or the No. 1, 2, 3 bearing chamber MCD for engines listed in Table 1 of Appendix 1 of IAE Service Bulletin V2500‑ENG‑72‑0452 Revision 4, dated 30 September 2005, and that have a No. 3 bearing P/N 2A1165 installed at new production. The Compliance table specifies that this inspection is to occur within 125 hours TIS after the effective date and then at intervals not to exceed 125 hours TIS thereafter (Compliance item 1). The AD recommends allocating inspections among different individuals on multiple‑engine aeroplanes to reduce maintenance error risk (Requirement 1, Note 2).

• Remove from service on positive findings: Requirement 2 mandates removal of the engine from service if bearing material is found on the master MCD or the No. 1, 2, 3 bearing chamber MCD. The Compliance table indicates this action is required before further flight after the AD’s effective date (Compliance item 2).

• Remove the No. 3 bearing: Requirement 3 requires removal of the No. 3 bearing from service. For engines listed in Table 1 of Appendix 1 of the IAE Service Bulletin that have SN V10601 through V11335 inclusive and that had P/N 2A1165 installed at new production, Compliance item 3 requires removal at the next shop visit.

• Prohibition on reuse: Requirement 4 explicitly requires that any No. 3 bearing P/N 2A1165 removed in accordance with Requirement 3 not be installed into any engine. The Compliance table confirms that this prohibition applies from the effective date of the AD (Compliance item 4).

• Remove HPC stubshaft with low‑energy plasma coating: Requirement 5 requires removal of the HPC stubshaft that has a low‑energy plasma coating. For affected engines in Table 1 with SN in the specified range, Compliance item 5 specifies removal at the next shop visit. Performing Requirements 3 and 5 together is stated as terminating action to stop the repetitive inspections required under Requirement 1.

Timing and sequencing duties

• Initial inspection timing: Compliance item 1 requires the first inspection within 125 hours TIS after the effective date (12 April 2007) and subsequent inspections at intervals not to exceed 125 hours TIS.

• Immediate grounding on findings: Requirement 2 and Compliance item 2 require immediate removal from service before further flight if bearing material is detected.

• Shop visit actions: Removal of the No. 3 bearing and the HPC stubshaft (Requirements 3 and 5) are to be done at the next shop visit for engines in the specified serial number range and listed in the Service Bulletin table, per Compliance items 3 and 5.

Rights, limitations and prohibitions

• Parts disposition restriction: The AD sets a continuing prohibition against installing a No. 3 bearing, P/N 2A1165, that was removed under Requirement 3 into any engine (Requirement 4). The AD does not qualify or limit that prohibition, it states it directly, and Compliance item 4 confirms it is effective from the AD’s effective date.

• Termination of inspection obligation: Operators gain the benefit of terminating the repetitive inspection cadence when they have completed the two specified corrective steps: removing the No. 3 bearing (Requirement 3) and removing the HPC stubshaft with the low‑energy plasma coating (Requirement 5). The AD states that performing those requirements is terminating action to the repetitive MCD inspections specified in Requirement 1.

• Recommendation rather than a duty: The AD’s instruction that inspections of all engines on the same aeroplane should not be performed by the same individual before the same flight is framed as a recommendation (Note 2) rather than a mandatory requirement, so it is a best practice guidance rather than a strict legal duty in the text of this AD.

Document and reference obligations

• Use of Service Bulletin to identify engines: The AD’s inspection duty and several compliance obligations are scoped to engines listed in Table 1 of Appendix 1 of IAE Service Bulletin V2500‑ENG‑72‑0452 Revision 4, dated 30 September 2005 (Requirement 1). Operators therefore must consult that Service Bulletin to determine whether a given engine serial number is listed and thus subject to the AD’s obligations.

• Effective date and enforcement start: The AD becomes effective on 12 April 2007; duties that are tied to the effective date (for example initial inspection within 125 hours TIS after that date) therefore begin to run from that date (Effectivity statement and Compliance item 1).

Recordkeeping and other implicit duties

• The AD does not specify detailed recordkeeping requirements or appeal procedures in its text. However, the AD creates concrete, time‑bound maintenance and parts disposition duties that operators and maintenance organisations will need to track and document to show compliance with the AD’s inspection cadence, shop visit removals, part removals, and the prohibition on reinstallation of removed bearings.

Express provisions in the AD

• The AD’s text sets out mandatory inspection, removal and parts prohibition obligations and an effective date (12 April 2007). It is signed by a delegate of the Civil Aviation Safety Authority (David Punshon) and dated 21 February 2007. The AD itself, within the provided text, does not include explicit penalty clauses, monetary fines, or criminal sanctions. The AD specifies operational instructions,inspect at specified intervals, remove engines from service on positive findings, remove the No. 3 bearing and certain stubshafts at next shop visit, and prohibit reinstallation of removed No. 3 bearings,but it does not incorporate a penalty schedule within the body of the directive.

• The AD references other documents (IAE Service Bulletin and an FAA AD) but does not attach enforcement language tying non‑compliance to specific legal penalties in the text presented. The Compliance table sets times by which actions must be taken (for example within 125 hours TIS after the AD’s effective date), which establishes the cadence of required actions and the point at which non‑compliance would be apparent.

Enforcement context implicit in the instrument

• Because the instrument is an Airworthiness Directive issued by CASA, the AD functions as a regulatory requirement in the airworthiness framework. The document itself does not list civil or criminal penalties, however in practice an AD is a regulatory prescription that operators are expected to follow. The AD text supplied simply sets out instructions and an effective date; it does not detail administrative enforcement mechanisms, inspections by the regulator, or penalties for failure to comply.

• The AD refers to removal of engines from service and to actions to be performed at the next shop visit; failing to do so would mean an engine remains in service contrary to the AD’s instructions. The AD’s structure creates clear compliance benchmarks (inspection within 125 hours, immediate grounding on positive findings, removal at next shop visit) which enforcement authorities can use as the basis for assessing whether an operator complied.

Cross‑jurisdictional reference

• The AD explicitly references FAA AD 2006‑25‑01 Amendment 39‑14841 dated 27 November 2006 (Note 3). That cross‑reference signals parallel action by another regulator and may be relevant in multi‑jurisdictional operations where FAA jurisdiction or other bilateral arrangements apply. The text provided does not describe how CASA and FAA enforcement interact or whether the FAA AD imposes distinct penalties.

What the AD text does not state

• The AD text as provided does not specify administrative penalties, civil fines, criminal sanctions, or the procedural steps that CASA will take in the event of non‑compliance. It does not set out inspection rights of CASA, audit or oversight processes, or appeal or variation procedures. Therefore, the AD imposes clear technical obligations but leaves the enforcement mechanisms and sanctions unspecified within the document itself.

Practical enforcement inference (limited to implications from the AD)

• The AD creates objective, time‑bound obligations and a prohibition on reinstallation of a particular part. These features mean that compliance can be demonstrated or disproven by documentary evidence (inspection records, shop visit records, parts disposition records). The AD designates the corrective actions and the terminating action for continued inspections. The AD’s effective date and required intervals are specified, creating measurable compliance milestones.

Cross‑reference to foreign regulator action

• The AD expressly refers to FAA AD 2006‑25‑01 Amendment 39‑14841 dated 27 November 2006 (Note 3). That reference indicates that the hazard addressed by this CASA AD has been the subject of action by the Federal Aviation Administration in the United States and that there is at least one corresponding foreign regulatory instrument addressing the same technical problem. The AD uses that external AD as a referenced item rather than as a legal substitution; the AD stands on its own terms and prescribes actions and compliance dates for affected engines under CASA's authority.

Dependence on manufacturer service bulletins

• The AD ties applicability and inspection scope to engines listed in Table 1 of Appendix 1 of IAE Service Bulletin V2500‑ENG‑72‑0452, Revision 4, dated 30 September 2005 (Requirement 1 and Compliance). That means the AD operates by cross‑reference to a manufacturer’s service bulletin to determine which engines require the inspections and other actions. The Service Bulletin, therefore, functions as an incorporated reference for identifying affected serial numbers and technical details. The AD does not reproduce the full table or the bulletin’s text but requires reliance on it for applicability.

Interaction with airworthiness obligations

• The AD’s instructions to remove an engine from service if bearing material is found (Requirement 2) and to perform part removals at the next shop visit (Requirements 3 and 5) interact with standard airworthiness and maintenance obligations for operators. The AD creates a specific maintenance-driven obligation that modifies routine maintenance and inspection programmes for the specified engines. The AD does not itself restate broader airworthiness regulatory provisions (for example, certification, continuing airworthiness management or operator obligations under other statutory instruments), but it imposes actions that affect those areas in practice by requiring inspections, removals and part disposition.

Parts control and supply chain interaction

• The AD’s prohibition on reinstallation of a No. 3 bearing, P/N 2A1165, removed under the AD (Requirement 4) has immediate interaction with parts control and inventory practices, which are governed by operators’ maintenance procedures and potentially by other regulatory requirements for parts traceability. The AD does not specify a parts disposition route but its prohibition places a constraint on reuse or return‑to‑service that must be reconciled with inventory management, supplier return policies and scrap/disposal rules under operators’ own compliance regimes.

Overlap with manufacturer recommendations and shop practices

• The AD’s terminating action condition is linked to performing specific removals (Requirements 3 and 5). Those removals are scheduled to occur at the next shop visit for engines listed in the Service Bulletin and in the specified serial number range. That scheduling interacts with operators’ shop visit planning, contractual arrangements with maintenance organisations, and with industry practice around overhaul and shop visit scopes. The AD does not alter contractual rights directly but creates regulatory obligations that will shape maintenance contracts and work orders.

Absence of explicit legal interaction clauses

• The AD as presented does not contain express clauses stating its relationship to other statutes or regulations (for example, an express saving of operator rights or a clause stating how to seek an alternative method of compliance). The AD sets technical, time‑bounded instructions, and its interaction with other laws or regulatory instruments would be determined in the broader regulatory framework outside the AD text. The document does not detail how to apply for deviations, repairs, or alternative methods of compliance within CASA processes.

Documented revisions and references in the AD

• The AD itself is labelled AD/V2500/3 No. 3 Bearing 4/2007 and repeats that identification in the header; it is signed by David Punshon as a delegate of the Civil Aviation Safety Authority and dated 21 February 2007. The AD states an effective date of 12 April 2007.

• The AD explicitly references IAE Service Bulletin V2500‑ENG‑72‑0452, Revision 4, dated 30 September 2005, for the list of affected engines (Requirement 1 and Compliance notes). That Service Bulletin revision is incorporated by reference for the purposes of identifying engines in Table 1 of Appendix 1.

• The AD refers to FAA AD 2006‑25‑01 Amendment 39‑14841 dated 27 November 2006 (Note 3). The reference to the FAA AD signals contemporaneous or antecedent action by the FAA addressing the same technical issue, and thus the CASA AD sits alongside that FAA action in the sequence of regulator responses. The AD does not recite any prior CASA AD amendments to AD/V2500/3 or list earlier versions of the AD itself.

Absence of further amendment notes

• The text provided does not include any amendment history to the CASA AD itself (for example, no list of prior amendments, no historical table of modifications to the AD text, and no indication that the AD supersedes or revokes an earlier CASA instrument). The AD both references earlier documents (the Service Bulletin, the FAA AD) and sets its effective date. Any subsequent amendments to the AD after the effective date are not contained in the provided text.

Notes indicating related documents and background

• Note 1 in the Requirements clarifies applicability and installation context of P/N 2A1165. Note 2 provides a recommended human factors mitigation (different inspectors for multiple engines) and Note 3 points to the FAA AD mentioned above, which can be read as part of the surrounding regulatory conversation. These notes function as internal annotations to the AD rather than as formal amendments. The AD itself does not present a history of changes to its own wording beyond its identification as AD/V2500/3 and the effective date entry.

Implication for tracking amendments

• Because the AD imports applicability data from a Service Bulletin and references a parallel FAA AD, practitioners tracking amendment history should check the Service Bulletin revision history and FAA AD amendments in addition to any subsequent CASA AD amendments. The AD text provided does not record those later changes; the AD only records the Service Bulletin revision used and the FAA AD it references.

Textual record

• The document provided is an Airworthiness Directive issued by the Civil Aviation Safety Authority and signed on 21 February 2007, effective 12 April 2007. The AD text itself does not include or reference any litigation or court decisions, nor does it cite any judicial authority or precedent. It also does not identify any administrative appeals or challenges to the AD.

Absence of litigation material in the AD

• The AD as supplied contains no litigation history, no references to disputes, and no description of enforcement actions or contested cases. There are no named cases, no citations to court decisions, and no indication in the AD text of any pending or concluded legal proceedings concerning the AD or the parts and procedures it mandates.

What practitioners should infer from the AD text

• The AD establishes technical and compliance obligations; the text supplied does not set out dispute resolution processes or appeal mechanisms. Because the AD is a regulatory instrument, any litigation or administrative review would be documented outside the AD text. The AD itself does not supply a litigation history for practitioners to rely upon; it contains only the AD requirements, compliance timings, references, and the effective date.

• For a complete picture of whether any legal challenges, appeals, or litigation have occurred concerning this AD, practitioners would need to consult external sources or the regulatory record outside the AD text provided. The AD itself contains no litigation history.

Scope and applicability nuance

• The AD’s Applicability paragraph restricts its scope to specific engine models with serial numbers V10601 through V11335 inclusive and with No. 3 bearing P/N 2A1165 installed. The AD also says these engines are installed on, but not limited to, Airbus A319, A320 and A321 series aeroplanes. Practitioners must therefore verify both the engine model and the engine serial number and confirm the specific part number of the No. 3 bearing before concluding applicability. The AD ties many actions to engines listed in Table 1 of Appendix 1 of IAE Service Bulletin V2500‑ENG‑72‑0452 Revision 4; failure to consult that Service Bulletin could lead to misapplication of the AD to engines outside Table 1 or missing engines that are within Table 1.

Inspections are specified at particular MCD locations

• The AD requires inspection of the master MCD or the No. 1, 2, 3 bearing chamber MCD. The AD does not expand MCD or provide procedural detail within its text about how the inspection is to be performed; practitioners must therefore consult the referenced Service Bulletin for technical inspection procedures and ensure that the correct MCDs are inspected. Misunderstanding the inspection points or using inadequate inspection procedures risks non‑compliance or missed detections.

Recommendation vs mandatory instruction

• The AD includes a recommendation that inspections of all engines on the same aeroplane should not be performed by the same individual before the same flight to reduce maintenance error (Requirement 1, Note 2). That is phrased as a recommendation, not a mandatory requirement. Practitioners should not confuse that recommendation with an enforceable mandate but should treat it as risk‑mitigation guidance that the AD explicitly records.

Immediate grounding on finding bearing material

• If bearing material is found on the inspected MCD, the AD requires removal of the engine from service and the Compliance table states this must be done before further flight (Requirement 2 and Compliance item 2). The practical implication is that discovery of bearing material triggers immediate operational disruption; operators should be prepared to ground the aeroplane or remove the affected engine per their operational procedures. The AD does not provide alternatives or conditional tolerances for detected bearing material.

Parts disposition prohibition is absolute for removed bearings

• The AD states "Do not install any No. 3 bearing, P/N 2A1165, removed in accordance with Requirement 3 of this AD, into any engine" (Requirement 4). The AD does not provide a process for returning such removed bearings to service under any circumstances. Removed bearings must therefore be treated as not for reinstallation; parts management processes must account for this absolute prohibition.

Terminating action tied to two removals

• The AD’s termination of repetitive inspections is conditional on performing two removals: removing the No. 3 bearing (Requirement 3) and removing the HPC stubshaft with a low‑energy plasma coating (Requirement 5). Operators who remove only the No. 3 bearing but not the specified stubshaft will not have satisfied the terminating action criteria and must therefore continue the 125‑hour inspection cadence. The AD requires both elements to stop the repetitive inspections.

Shop visit timing detail

• Requirements 3 and 5 are to be accomplished at the next shop visit for engines listed in Table 1 and with serial numbers in the specified range (Compliance items 3 and 5). The AD therefore defers the removal obligation until the next shop visit rather than imposing an immediate removal on engines in service, except where bearing material is found (which requires immediate removal). Operators need to track upcoming shop visits and ensure the required removals are included in the work order; otherwise the repetitive inspections must continue.

Reference documents needed to determine applicability

• The AD repeatedly references Table 1 of Appendix 1 of IAE Service Bulletin V2500‑ENG‑72‑0452 Revision 4. Without access to that Service Bulletin and its Appendix 1 table, an operator cannot determine whether a particular engine serial number is listed in Table 1 and thus whether the engine is under the shop‑visit removal obligation. The AD places reliance on that Service Bulletin to define the set of affected engines; failure to consult it is a practical "gotcha."

Timing of initial inspection and effective date interplay

• The initial inspection is required within 125 hours TIS after the AD’s effective date (Compliance item 1). Practitioners must calculate 125 hours TIS from the effective date of 12 April 2007 and schedule inspections accordingly. Failure to account properly for TIS or to schedule inspections by the deadline could be a compliance trap.

No penalty clauses or appeal process in the AD text

• The AD does not include explicit penalty clauses, nor does it specify an appeal or alternative method of compliance process within the text provided. Operators who seek alternative compliance pathways or who dispute applicability must not expect procedural guidance within the AD itself; they will need to consult CASA procedures outside of the AD text if they wish to pursue alternatives or clarifications.

Stepwise compliance checklist grounded in the AD text

1. Determine applicability: For each IAE V2500 engine in your fleet, confirm the model is one of V2522‑A5, V2524‑A5, V2527‑A5, V2527E‑A5, V2527M‑A5, V2530‑A5 or V2533‑A5 and that the engine serial number is within V10601 through V11335 inclusive. Verify whether the engine has No. 3 bearing P/N 2A1165 installed at new production. Consult Table 1 of Appendix 1 of IAE Service Bulletin V2500‑ENG‑72‑0452 Revision 4 (30 September 2005) as required by the AD to identify engines in the Service Bulletin table (Applicability; Requirement 1).

2. Schedule initial inspection: For affected engines, schedule inspection of the master MCD or the No. 1, 2, 3 bearing chamber MCD within 125 hours time‑in‑service after the AD effective date (12 April 2007) and then at intervals not to exceed 125 hours TIS thereafter (Requirement 1; Compliance item 1). Use the Service Bulletin for the technical inspection method if the AD does not supply procedural detail.

3. Organise human factors: If the aeroplane has multiple affected engines, follow the AD’s recommendation and allocate inspection responsibilities such that the inspections are not all performed by the same individual before the same flight, to reduce the chance of maintenance error (Requirement 1, Note 2). Note that this is a recommendation in the AD rather than a mandatory requirement; nonetheless it is recorded guidance.

4. Act on positive inspection findings immediately: If bearing material is found on the master MCD or the No. 1, 2, 3 bearing chamber MCD during an inspection, remove the engine from service before further flight (Requirement 2; Compliance item 2). Prepare to manage the operational impact, including aircraft grounding or re‑routing, as necessary under your operations procedures.

5. Plan for shop visit removals: For engines listed in Table 1 of Appendix 1 of the referenced Service Bulletin and with SN in the specified range that have No. 3 bearing P/N 2A1165 installed at new production, plan to remove the No. 3 bearing at the next shop visit (Requirement 3; Compliance item 3). Also plan to remove the HPC stubshaft that has a low‑energy plasma coating at that next shop visit (Requirement 5; Compliance item 5). Ensure the shop visit work order explicitly includes these removals so the terminating action condition can be met.

6. Implement parts disposition controls: Any No. 3 bearing P/N 2A1165 removed pursuant to Requirement 3 must not be installed into any engine (Requirement 4; Compliance item 4). Update parts inventory, scrap/disposal procedures, and parts tagging to ensure removed bearings are segregated and not eligible for reinstallation. Record the disposition of each removed No. 3 bearing to demonstrate compliance with the AD’s prohibition.

7. Confirm terminating action and cease repetitive inspections: After removal of the No. 3 bearing and removal of the HPC stubshaft with the low‑energy plasma coating (Requirements 3 and 5), the repetitive inspections of the master MCD or the No. 1, 2, 3 bearing chamber MCD specified in Requirement 1 are terminated (Terminating Action clause). Retain documentation of the shop visit that performed these removals so the termination of inspection obligation can be demonstrated.

8. Maintain records of inspections and removals: Although the AD does not state explicit recordkeeping procedures in its text, maintain contemporaneous records showing inspection dates, findings, engine serial numbers, actions taken on positive findings (engine removed from service), part removal records (including identification of removed No. 3 bearings and stubshafts), and shop visit work orders. These records are the practical evidence base to establish compliance with the AD’s specified timings and prohibitions.

9. Coordinate with maintenance providers and suppliers: Ensure that maintenance organisations and shops responsible for engine shop visits are aware of the AD’s requirements, the Service Bulletin cross‑reference, and the prohibition on reinstallation of removed No. 3 bearings. Confirm that work scopes, parts orders and disposal instructions reflect the AD.

10. Monitor referenced documents and parallel actions: Because the AD relies on IAE Service Bulletin V2500‑ENG‑72‑0452 Revision 4 for engine lists and references FAA AD 2006‑25‑01, track revisions to the Service Bulletin and any further regulatory guidance or AD amendments. The AD itself does not contain amendment details beyond the effective date and references, so operators should monitor CASA publications for any subsequent amendments or additional guidance.

Practical points for implementation

• Calculate 125 hours TIS correctly from the AD’s effective date (12 April 2007) for the initial inspection and track subsequent 125‑hour intervals precisely.

• For multi‑engine aeroplanes, adopt the AD’s recommended practice of assigning different inspectors across engines for inspections performed before the same flight to reduce human‑factors risk; consider documenting that allocation in maintenance planning documents.

• Where bearing material is found, remove the engine from service immediately and follow your organisation’s procedures for de‑routing, replacement powerplant selection, ferry flight authorisations if needed, and shop visit scheduling.

• Ensure the next shop visit workorder includes explicit removal of the No. 3 bearing and the HPC stubshaft (as applicable) for engines listed in the Service Bulletin and within the serial number range specified; retention of shop visit records is necessary to demonstrate that the terminating action has been completed.

• Do not allow reinstallation of any No. 3 bearing P/N 2A1165 removed pursuant to Requirement 3. Update traceability and parts control practices to prevent inadvertent reuse.

• Consult the referenced IAE Service Bulletin V2500‑ENG‑72‑0452 Revision 4 for the definitive Table 1 of Appendix 1 to identify whether a given engine serial number is listed and therefore subject to next shop visit removal obligations.

• Be aware that the AD references a related FAA AD; if operations are international or if engines move between jurisdictions, consider any parallel obligations and harmonise compliance activities across regulatory regimes as needed.

By following the AD’s prescribed inspection cadence, immediate removal on detection of bearing material, shop visit removal of the specified parts, and the AD’s parts handling prohibition, an operator meets the obligations set out in the AD and,after completing the two specified removals,ceases the repetitive inspection requirement as stated in the AD.