{"id":"F2006L03799","name":"AD/RAD/64 Amdt 1 - Skywatch SKY497","slug":"ad-rad-64-amdt-1-skywatch-sky497","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":137642,"registerId":"commonwealth-F2006L03799-current","compilationNumber":null,"startDate":"2026-04-03","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Radio Communication and Navigation Equip","sectionType":"division","heading":"Radio Communication and Navigation Equipment","content":"### Radio Communication and Navigation Equipment\n\n| AD/RAD/64 Amdt 1 | Skywatch SKY497 | 13/2006 |\n| ---------------- | --------------- | ------- |\n\n```html\n

Applicability:

BFGoodrich Avionics Systems Inc Skywatch SKY497 traffic advisory system installations with a top-mounted antenna.

Note 1: These installations are known to be fitted to, but not limited to, the following aircraft models.

Manufacturer

Aircraft Model and/or Series

Raytheon

Beech 90, 100, 200 and 300 Series

Cessna

172, 182, 206, 208, 210, 300, 400 and 500 Series

Piper

PA-23, PA-31-360, PA-31T, PA-32, PA-34, PA-42 and PA-46

Hawker

HS-700 and HS-800

Mitsubishi

MU-2 Series

Dassault

F10

Mooney

M20 Series

Bombardier

de Havilland DHC-6 Series

Westwind

1124

Bell

407

Eurocopter

SA365

Socata

TBM700

Requirement:

1. Add the information contained in one of the following documents to the LIMITATIONS section of the Flight Manual:

a. FAA AD 98-25-02 Amdt 39-10924 Appendix titled “Power-Up Procedures for Skywatch SKY497 Installations with Top-Mounted Antenna”.

b. BFGoodrich Alert Service Bulletin SB #78A dated 21 October 1998.

\n```\n\n| | This task may be accomplished by inserting a copy of either document into the limitations section of the Flight Manual.The introduction of software version 16, 1.7 or 1.8 provides an equivalent level of safety to this requirement and the statement may be removed form the flight manual. |\n| ----------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| | Note 2: The limitations added to the Flight Manual require the pilot to verify the antenna configuration of the SKY497 each time the system is powered up. |\n| | 2. If an incorrect antenna configuration is found during any of the power-up procedures specified in the Flight Manual limitations required by this Directive, remove the SKY497 from service. |\n| | Note 3: FAA AD 98-25-02 Amdt 39-10924 refers. |\n| Compliance: | 1. Remains unchanged as “Within 25 hours time in service from the effective date of the original issue of Directive”. |\n| | 2. Prior to further flight. |\n| | This Amendment becomes effective on 21 December 2006. |\n| Background: | The FAA has been advised of numerous reports of internal component failure of SKY497 installations which changes the antenna configuration from a top to a bottom mount. The change in configuration would result in target indications appearing on the incorrect side of the aeroplane (ie the actual target at the 9 o’clock position relative to the aircraft shows on the SKY497 installation in the 3 o’clock position). This directive requires that the antenna configuration be verified each time the system is powered up.This amendment introduces software changes that verifies the correct antenna configuration each time an aircraft equipped with the SKY497 system with a top-mounted antenna is powered up. |\n| | The original issue of this Airworthiness Directive became effective on24 February 1999. |\n\n![](image.001.png) \nJames Coyne \nDelegate of the Civil Aviation Safety Authority\n\n9 November 2006","sortOrder":0},{"sectionNumber":"AD/RAD/64 Amdt 1","sectionType":"part","heading":"AD/RAD/64 Amdt 1","content":"## AD/RAD/64 Amdt 1","sortOrder":1},{"sectionNumber":"Skywatch SKY497","sectionType":"part","heading":"Skywatch SKY497","content":"## Skywatch SKY497","sortOrder":2},{"sectionNumber":"13/2006","sectionType":"part","heading":"13/2006","content":"## 13/2006","sortOrder":3}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":true,"description":"This amendment expands the compliance pathways compared with the original Directive by recognising specific software versions (16, 1.7 or 1.8) that automatically verify antenna configuration at power-up as providing an equivalent level of safety. Mechanically, the original AD required a Flight Manual limitation and a pilot power-up check; this amendment preserves that requirement but allows operators to substitute a software fix (one-off maintenance/software upgrade) for the recurring procedural limitation. That is a significant scope change in mitigation options: it moves from only a procedural remedy to also accepting a technical (software) remedy as compliant."},"complexity_factors":["Short, single-issue instrument limited to one equipment type (Skywatch SKY497) and one failure mode (antenna orientation change).","One primary action (insert Flight Manual limitation) and one contingent action (remove unit from service if misconfigured).","Cross-references to two external documents: FAA AD 98-25-02 and BFGoodrich Alert Service Bulletin SB #78A.","Conditional exception: specific software versions (16, 1.7, 1.8) provide an \"equivalent level of safety\" allowing removal of the Flight Manual statement.","Fixed compliance timings (within 25 hours; prior to further flight for removal), which limits conditional branching.","Lists of affected aircraft models (multiple manufacturers) increase the practical administrative scope but not legal complexity."],"plain_english_summary":"**What this instrument does (mechanically)**\n\n- Requires operators of aircraft fitted with BFGoodrich (formerly Skywatch) SKY497 traffic advisory systems that have a *top-mounted antenna* to add a specific limitation to the aircraft Flight Manual. The limitation is either the FAA Airworthiness Directive (FAA AD 98-25-02 Amdt 39-10924) appendix titled \"Power-Up Procedures for Skywatch SKY497 Installations with Top-Mounted Antenna\" or BFGoodrich Alert Service Bulletin SB #78A dated 21 October 1998. (Requirement 1)\n\n- Requires pilots to verify the antenna configuration of the SKY497 each time the system is powered up. (Note 2)\n\n- If, during the power-up check, the antenna configuration is found to be incorrect, the SKY497 must be removed from service before further flight. (Requirement 2)\n\n- Provides that installation of certain software versions (version 16, 1.7 or 1.8) which perform an automatic antenna-configuration verification provides an \"equivalent level of safety\" to the Flight Manual limitation; once that software is installed the manual Flight Manual statement may be removed. (paragraph below Requirement 1)\n\n- Keeps the original compliance timing: insertion of the Flight Manual material within 25 hours time-in-service from the original Directive's effective date; removal-from-service action must be done prior to further flight. (Compliance)\n\n**Who this affects**\n\n- Aircraft operators, owners and maintenance organisations that have installed a BFGoodrich Avionics Systems Inc Skywatch SKY497 traffic advisory system with a top-mounted antenna. The AD lists many known installation examples across a wide range of piston and turbine aircraft and some helicopters (for example Cessna 172/182 series, Beech 200 series, Piper PA-series, Hawker HS-700/HS-800, Mitsubishi MU-2, Dassault F10, Bell 407, Eurocopter SA365, TBM700, DHC-6, etc.). The requirement applies regardless of aircraft model whenever the SKY497 with a top-mounted antenna is fitted. (Applicability table)\n\n**Why it matters (safety mechanics and operational consequences)**\n\n- The directive responds to reports that internal component failures in the SKY497 can change the antenna mounting configuration from top to bottom. If the antenna orientation is wrong, the unit can display traffic targets on the opposite side of the aircraft to where they actually are (for example a target at 9 o'clock appearing at 3 o'clock). That creates a risk of misinterpreting traffic position. (Background)\n\n- Mechanically, the immediate mitigation is a procedural check: add power-up procedures to the Flight Manual and have pilots verify antenna orientation on each power-up. If the orientation is wrong, the equipment must be taken out of service until fixed. This shifts immediate burden to operators and crew (pilot checks, potential grounding of the device) pending a physical repair or acceptable software update.\n\n- The amendment recognises a technical fix: specific SKY497 software versions perform automatic verification of antenna configuration on power-up and are deemed to meet the safety objective. Installing those software versions removes the need for the ongoing Flight Manual limitation. That creates a one-off maintenance task (software upgrade) that substitutes for a recurring operational check. (paragraph after Requirement 1)\n\n**Costs, incentives and implementation trade-offs**\n\n- Who pays: aircraft operators/owners bear the costs — adding Flight Manual material is low-cost, but recurring pilot time and potential downtime (if incorrect configuration is found) and any necessary maintenance or software upgrades are operator expenses.\n\n- Behavioural change: pilots must add a new check to normal power-up flows until operators install the qualifying software. Maintenance organisations will need to verify antenna configuration and, where necessary, repair or update the SKY497 (including installing software versions 16, 1.7 or 1.8 if chosen).\n\n- Incentives and substitution: operators face a choice between continuing the recurring manual check (low ongoing cost per flight but operational friction) or investing in the software update (one-off maintenance cost, potential parts/time in shop) to remove the Flight Manual limitation. The directive effectively creates a compliance pathway that encourages adoption of the software fix.\n\n- Implementation risk and compliance burden: verifying that the installed software version is actually one of the listed versions and that it reliably performs the verification is an implementation step for maintenance organisations. There is some risk of misidentifying software versions or of incomplete installation. The AD also cross-references FAA AD 98-25-02 and a manufacturer service bulletin; operators must obtain and rely on those documents for the exact power-up procedures.\n\n- Opportunity costs and operational impact: if an incorrect configuration is found, the SKY497 must be removed from service prior to further flight, which can disrupt planned operations and require unscheduled maintenance.\n\n**Sections and provisions to note**\n\n- Applicability: SKY497 installations with a top-mounted antenna; lists representative aircraft types.\n- Requirement 1: Add specified FAA AD appendix or BFGoodrich SB to Flight Manual (or rely on qualifying software versions to avoid the Flight Manual statement).\n- Note 2: Pilot must verify antenna configuration at each power-up.\n- Requirement 2: Remove SKY497 from service if incorrect configuration is found (prior to further flight).\n- Compliance: Flight Manual insertion timeframe retained as within 25 hours time-in-service from the original Directive; removal from service prior to further flight.\n\n**Source claim vs effect**\n\n- The instrument's stated purpose is to prevent misdisplay of traffic due to antenna-orientation changes (Background). The mechanical effects are: immediate procedural mitigation via Flight Manual/pilot checks, and a compliance pathway that accepts certain software versions as an equivalent technical mitigation. The trade-off is between recurring operational checks (ongoing pilot tasking and risk of device grounding) and a one-off software upgrade effort (maintenance cost and verification)."},"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This is Amendment 1 to an existing Airworthiness Directive. The amendment maintains the original safety purpose (preventing antenna configuration errors) while adding a software-based alternative compliance method. The scope remains tightly focused on the SKY497 system with top-mounted antennas and does not expand beyond the original safety concern."},"complexity_factors":["Single, specific technical subject matter (one avionics system)","Clear two-part requirement structure with explicit alternatives","Straightforward conditional exception (software versions 1.6/1.7/1.8)","Minimal cross-referencing (only references to FAA AD and manufacturer bulletin)","No nested definitions or interpretation sections","Prescriptive compliance deadlines ('within 25 hours' / 'prior to further flight')","Tabular aircraft applicability list aids clarity rather than complicating it"],"plain_english_summary":"This CASA Airworthiness Directive addresses a fault in BFGoodrich SKY497 systems with a top-mounted antenna that can flip the antenna orientation, causing traffic to display on the wrong side of the screen. It affects owners/operators of various small aircraft and helicopters.\n\nTo mitigate collision risk, the AD requires a pilot-check warning in the flight manual unless the unit runs software v1.6/1.7/1.8; if the wrong configuration is found, the SKY497 must be removed from service before flight."}},"importantCases":[],"_links":{"self":"/api/acts/ad-rad-64-amdt-1-skywatch-sky497","history":"/api/acts/ad-rad-64-amdt-1-skywatch-sky497/history","analysis":"/api/acts/ad-rad-64-amdt-1-skywatch-sky497/analysis","conflicts":"/api/acts/ad-rad-64-amdt-1-skywatch-sky497/conflicts","importantCases":"/api/acts/ad-rad-64-amdt-1-skywatch-sky497/important-cases","documents":"/api/acts/ad-rad-64-amdt-1-skywatch-sky497/documents"}}