Also this is Aust it don't mean a dame what the USA do or don't do
yr right expresses a common enough view, that was almost correct until mid-1998, and is most certainly not true and correct now.
yr right, I sincerely suggest you acquaint yourself with the details of how an Australian C.of A, now, is issued against a certificate of validation for the original state of origin Certificate of Airworthiness. We no longer issue ( and have not since late 1998) a unique Australian C.of A against unique Australia design and certification standards. With the enactment of CASR Parts 21-35, previous Australian certification rules were repealed.
That leads to the situation where, for the Australian C.of A to be valid, the aircraft must comply with, and continue to comply with, the ( in the majority of cases, FAA) TCDS. As the original state of origin C.of A includes instructions for continuing airworthiness, those instructions must be complied with, with for the individual aircraft's Australian C.of A to remain valid.
As many people have found out, at great expense, when selling an aircraft back into the US market, it can cost a lot of money to bring an incorrectly maintained Australian aircraft up to the standards of the original C.of A., so that an FAA C.of A can be issued.
yr right, and others can be forgiven for their apparent ignorance, as a good number in the airworthiness areas of CASA don't understand the ramifications of the current law (which, after 15 years, can hardly be called new) so it is probably a "bit of an ask" for those who just blindly follow CASA instructions, rather than actually reading what the regulations actually say, to be any better informed than many CASA AWIs.
The basic lack of knowledge by CASA AWIs is, I presume, the reason these departures from the actual requirements of the law are not picked up on audits.
Tootle pip!!