Many true things. Not very surprisingly, the most problems arise at countries not native english speaking. Just have a look at the Cessna SID discussion: FAA and CAA have a natural understanding what Cessna did: they wrote up a workshop manual with what-to-do for what-if you find hints for corrosion. Some countries authorities, such as the most stupid one - the German LBA - interpret the what-to-do without the what-if. Cessna made it wrong for them not to tell explicitly WHEN you have to do the things. What if you treat the workshop manual of a car like this? You would rip apart axles and engine every 50.000 miles to have a look at it?
"Bring into service" IS different in different countries. Some countries have separate radio certificates for the plane and they do list the serial number of the device - for them a change to a similar box with another S/N requires you to get a new radio certificate from the authorities, while other countries only list the radio on type. Some even don't have separate radio certificates. (Or look at radio operators licenses - converting US PPL IR as a German citizen to part-FCL you get an AZF radio operators certificates for free, because German authorities require you to have one - but FAA don't issue any).
Just yesterday an outrages friend called me - he was ramp checked and the radio certificate showed the wrong serial number of his KT76A. He got fined for it and now he has to document when and who fitted the replacement into the machine. Unfortunately this is not in the papers, so he has given a hard time and most probably now has to switch to a new Mode-S.
So far for the Brave New EASA world.