AD/BELL 222/34 Amdt 1 - Tail Rotor Counterweight Bellcrank

The directive rests on a small set of technical and administrative concepts, all expressed in the AD and its supporting notes and ASB references.

Applicability and scope: The AD applies to specific airframe models and serial number ranges. It lists Model 222 (S/N 47006-47089), Model 222B (S/N 47131-47156), Model 222U (S/N 47501-47574) and Model 230 (S/N 23001-23038) (Applicability). These precise serial ranges are the defining gate for whether an airframe is within scope; the AD does not extend beyond those serials in the text provided.

Affected component: The part at issue is the tail rotor counterweight bellcrank, by specific part numbers 222-012-727-003 and 222-012-727-105 (Requirement 1 and Requirement 3). The AD treats the version of 222-012-727-105 that bears prefix letters differently from the unprefixed version: the prefixed version is treated as satisfying the requirement and therefore not subject to removal (Note 1).

Differentiated remedial path: The AD creates a bifurcated process. One path is an inspection regime triggered where PN 222-012-727-105 (without prefix) is installed (Requirement 2). The other path requires removal from service of both PN 222-012-727-003 and PN 222-012-727-105 (without prefix) in accordance with specific ASB Part II procedures (Requirement 3). The ASBs are identified by number and revision for each model: for example ASB 222-04-101 Revision B (Part I) and Part II of ASB 222-04-101 Revision A (for removal of PN 222-012-727-105 on Model 222/222B), ASB 222-04-99 Revision B for removal of PN 222-012-727-003 (Models 222/222B), and parallel ASBs for 222U and 230 models (Requirement 2 and 3 entries).

Timing and repeat inspections: The AD sets a short initial compliance window for identification and first inspection (10 flight hours after 19 August 2005), and a recurring inspection interval of not more than 50 flight hours until the removal action required by Requirement 3 is completed (Compliance entries for Requirements 1-3). The removal deadline for Requirement 3 is fixed at before 30 September 2007 unless already accomplished (Compliance 3). The amendment entry modifies an earlier AD to include Model 230 and adjust the compliance time for Requirement 3 (Background).

Authority and cross-reference: The AD is issued under the authority of the Civil Aviation Safety Authority (CASA), signed by a delegate (David Villiers). It cross-references manufacturer Alert Service Bulletins for technical content and references Transport Canada AD CF-2005-27R1 (Note 2; Requirement entries). The AD makes the ASBs normative for the prescribed inspections and removal actions.

Risk premise: The Background states the manufacturer's determination that manufacturing discrepancies in the two PN variants "may have manufacturing discrepancies, which can result in an in-flight failure," and that some correctly manufactured parts are not affected. That technical finding is the stated policy and safety justification for imposing inspection and removal obligations (Background).

Administrative effect: The AD imposes affirmative action requirements on operators and maintenance organisations: identification, inspection on a specified schedule, and removal/replacement per ASBs. It changes operational maintenance priorities by creating time-bound work items and recurring inspection obligations until removal is performed. The amendment also broadens the AD's scope to include Model 230 and modifies the compliance timing for removal (Background; Compliance).

The AD affects a narrow set of stakeholders, with concrete obligations and consequential responsibilities.

Registered operators and owners of affected airframes: Any person or entity that owns or operates a Model 222, 222B, 222U or 230 airframe within the listed serial number ranges is directly affected because the AD requires identification of installed bellcrank PN, inspections and ultimately removal of specified parts (Applicability; Requirements 1-3). The AD does not describe exemptions or waivers in the provided text.

Maintenance organisations and certificated mechanics: The AD requires inspections and removals "in accordance with" specific parts of the manufacturer Alert Service Bulletins (ASBs) (Requirement 2 and 3). That makes maintenance providers responsible for performing inspections and removals to the ASB methodology, documenting compliance and ensuring that replacement parts meet the AD’s conditions (for example, identifying prefixed part numbers). Maintenance organisations will be responsible for scheduling the inspections within the 10 flight-hour initial window and for repeating inspections at intervals not exceeding 50 flight hours until removal has occurred (Compliance for Requirements 1-2).

Parts suppliers and logistics: Parts suppliers will be engaged to supply acceptable replacement bellcranks that either bear the specified prefix letters or otherwise meet the ASB removal/replacement criteria. The AD identifies which part numbers must be removed from service (222-012-727-003 and 222-012-727-105 without prefix letters), which creates demand for compliant replacement parts and potentially requires traceability documentation for prefixed PN 222-012-727-105 parts (Note 1; Requirement 3).

Regulators: The AD is issued by CASA and signed by a delegate (David Villiers). CASA is therefore the issuing authority and, within the scope of the document provided, the body accountable for publishing and amending the directive (signature block, date). The AD also references a Transport Canada AD (CF-2005-27R1), which indicates parallel regulatory action by another national regulator that may have relevance to operators or maintainers who operate internationally or who rely on Transport Canada approval frameworks (Note 2).

Pilots and operators scheduling flights: The initial compliance windows,10 flight hours after 19 August 2005 for identification and inspection, and inspection repeat intervals not to exceed 50 flight hours,create scheduling constraints. Operators will need to plan flights to ensure helicopters are inspected within the initial 10 flight hours and to avoid carrying an aircraft beyond inspection intervals while the not-acceptable bellcrank remains installed (Compliance). The AD implies a short-term operational impact because the first compliance window is narrow.

Aircraft registries and safety managers: Persons responsible for continuing airworthiness, such as nominated maintenance managers and safety managers, must ensure that the AD’s steps are integrated into maintenance programmes, record-keeping and continuing-airworthiness documentation. The AD’s requirement to remove certain part numbers and to follow specific ASB procedures creates a traceability and documentation duty for continuing airworthiness records (Requirements 1-3).

Legal and insurance advisers: Although the AD does not specify penalties in the text provided, its issuance creates a binding safety requirement within the aviation regulatory framework that may have implications for liability and insurance if an operator fails to comply and an incident occurs. The AD’s technical finding about possible in-flight failure gives the regulatory action its safety rationale (Background).

Key duties

1. Identification duty (Requirement 1): Operators must identify the part number of the tail rotor counterweight bellcrank installed on the helicopter. The AD prescribes a mandatory decision tree depending on the part number found: if PN 222-012-727-003 is installed, proceed directly to Requirement 3; if PN 222-012-727-105 without prefix letters is installed, proceed to Requirement 2; PN 222-012-727-105 with prefix letters inscribed satisfies the directive and is not required to follow the inspection/removal path (see Note 1).

2. Inspection duty (Requirement 2): Where PN 222-012-727-105 (without prefix letters) is installed, the operator must inspect the tail rotor counterweight bellcrank in accordance with Part I of the relevant Bell ASB. The AD identifies which ASB Part I applies by model: ASB 222-04-101 Revision B for Models 222 and 222B, ASB 222U-04-72 Revision B for Model 222U, and ASB 230-04-32 Revision B for Model 230. The inspection is mandatory within the short initial window and then repeatedly at not more than 50 flight-hour intervals until removal (Compliance entries).

3. Removal duty (Requirement 3): The AD requires removal from service of bellcranks with part numbers 222-012-727-003 and 222-012-727-105 (without prefix). The removal action must follow the specified ASB Part II or other cited ASBs, and the AD provides distinct ASB references depending on model and part number. The AD sets a deadline to accomplish the removal action: before 30 September 2007 unless already done (Compliance 3). Notably, for Model 230 the AD references part number 222-012-727-103 for removal in one line; the AD text must be followed precisely for the model-specific removal references (Requirement 3 paragraphs).

4. Inspection scheduling duty (Compliance): Initial identification and inspections must be done within 10 flight hours after 19 August 2005 for Requirements 1 and 2. If inspection is required, it must be repeated at intervals not exceeding 50 flight hours until removal per Requirement 3.

Rights and conditional exceptions

1. Exemption for prefixed parts (Note 1): The AD expressly recognises that PN 222-012-727-105 with prefix letters inscribed on the part before the serial number satisfies the requirement of the Directive. That recognition functions as a conditional carve-out: where the part bears the specified prefix marking, the operator is not required to follow the inspection/removal cycle mandated for unprefixed 222-012-727-105 parts. The AD therefore differentiates between manufactured variants by marking/trace.

2. Model-specific text: The AD’s applicability and requirements are explicitly tied to serial numbers and model types. Operators of other models or serials not listed have no duty under this AD as per the text provided.

3. Compliance timing flexibilities: The Compliance table clarifies that initial identification and inspection requirements (Requirements 1 and 2) have fixed short-term windows that remain unchanged by the amendment; the amendment adjusted the compliance time for Requirement 3 alone (Background). The AD does not provide alternative compliance methods or equivalent measures in the text provided; operators must comply by following ASBs referenced.

Delegated execution and documentation

1. Following ASBs: The AD makes ASB Parts I and II normative for inspection and removal processes. Maintenance providers must execute the technical steps as described in the referenced ASB revisions for the specific model and part number (Requirement 2 and 3). This means that the duty is to the ASB procedure, not merely to an abstract inspection standard.

2. Record-keeping: While the AD does not list record-keeping formalities in the text provided, the operational nature of the duties (identification, inspection intervals, removal deadlines and ASB-based procedures) implies a need for maintenance records to evidence compliance during mandated intervals and by the removal deadline. The AD’s precise PN references and serial-numbered applicability mean evidence must show which PN was installed and when removal/replacement occurred.

The text provided does not specify penalties, enforcement mechanisms, or administrative sanctions in numerical or procedural terms. It does, however, make the directive an enforceable instrument by its structure and by the issuing authority.

Issuer and signature: The AD is issued by the Civil Aviation Safety Authority and signed by a delegate, David Villiers, with a date of 10 July 2007. The presence of the CASA delegate’s signature indicates the directive was issued under regulatory authority; the text does not include a penalties clause or detail enforcement steps (signature block).

Absence of explicit penalties in text: No monetary fines, suspension mechanisms, or criminal provisions are stated within the AD text supplied. Nor does the AD specify who enforces compliance in operational terms beyond the issuing authority; enforcement modalities are not described in this excerpt. The AD refers operators to perform identified actions and to use specified ASBs; it does not list sanctions for non-compliance in the provided material.

Implied compliance expectation and timing: The AD imposes short compliance windows (10 flight hours for identification and inspection; repeat inspection intervals not greater than 50 flight hours; removal before 30 September 2007). The tight timelines imply an expectation that operators will prioritise compliance. The lack of stated enforcement steps in the AD means that any enforcement action, such as regulatory orders, restrictions on airworthiness certificates, or notices to grounded aircraft, would be taken pursuant to CASA’s wider regulatory powers outside the text provided.

Cross-reference to Transport Canada: The AD notes that Transport Canada AD CF-2005-27R1 refers. That cross-reference denotes parallel regulatory action by another civil aviation authority; it does not, in the text provided, specify enforcement coordination or mutual recognition mechanisms.

Practical enforcement implications for operators and maintainers: Although no explicit sanctions are stated, failure to comply with a CASA AD is likely to affect an aircraft’s continued legal ability to operate, because airworthiness directives set conditions for continuing airworthiness. The AD’s own text, however, does not outline the enforcement consequences or administrative process. Any enforcement action, including potential sanctions, would thus rely on CASA’s broader regulatory framework and authorities that are not included in this document.

Record of amendment and effective date: The AD amendment becomes effective on 30 August 2007. Effective dates are relevant because non-compliance after an effective date typically exposes the operator to regulatory action; the AD itself does not itemise those actions in the provided text.

The AD text itself references at least one external regulatory instrument and relies on manufacturer engineering documents (ASBs) to effect the remedial actions it mandates. The AD is enacted within the civil aviation regulatory environment, but the document provided is self-contained in its cross-references.

Cross-reference to national regulator: The AD makes explicit reference to a Transport Canada airworthiness directive, CF-2005-27R1 (Note 2). That reference indicates that Transport Canada issued a corresponding or related directive on the same safety issue. Operators with cross-border operations or dual-certificated maintenance relationships should be aware that parallel regulatory action by other jurisdictions exists. The AD text does not state the legal effect of Transport Canada’s AD within Australia, nor does it reproduce any text from that AD, but it identifies the relevant foreign AD by number.

Dependency on manufacturer ASBs: The AD instructs compliance "in accordance with" specific parts of several Bell Helicopter Textron Canada Alert Service Bulletins (for example ASB 222-04-101 Rev B Part I, ASB 222-04-99 Rev B, ASB 222U-04-72 Rev B, ASB 230-04-32 Rev B, and the Part II removal ASBs listed for each model in Requirement 3). Those ASBs contain the technical instructions that effect the inspections and removals. Legally, the AD makes the ASB procedures binding for the purposes of the directive; the AD text thereby binds operators to follow manufacturer-prescribed technical methods as the means of compliance.

Interplay with continuing airworthiness obligations: The AD imposes explicit tasks and timeframes that become part of an affected aircraft’s continuing airworthiness obligations. Although the AD text does not restate operator continuing-airworthiness duties or inspection record requirements, the actions required by the AD,identification, scheduled inspections and mandatory removal,must be integrated into maintenance programmes and records, creating an interaction between the AD and the regulatory obligations that underpin airworthiness assurance. The AD itself does not supply those broader regulatory provisions.

No statutory references within the text provided: The AD does not quote or cite enabling statutory provisions or administrative law sections in the supplied extract. It does, however, include the CASA delegate signature, which indicates issuance under CASA authority; the specific enabling statute or administrative process is not included in this text.

Operational regulation and safety standards: The AD’s use of ASBs as the technical norm ties compliance to manufacturer procedures rather than to an abstract engineering standard. That creates an interaction between regulator-mandated remedial requirements (the AD) and manufacturer-provided technical remedies (ASBs). The AD does not describe alternative compliance methods, equivalency processes, or appeals in the text provided.

International safety harmonisation: The reference to Transport Canada’s AD suggests an international safety issue that multiple regulators have addressed. The AD does not describe how CASA and Transport Canada coordinate enforcement or whether compliance with one regulator will be recognised by the other; it merely identifies the parallel action by Transport Canada.

The document provided is Amendment 1 to AD/BELL 222/34. The AD includes explicit amendment markers and an explanatory background entry describing the reason for the amendment.

Original AD and amendment summary: The table heading identifies "AD/BELL 222/34 Amdt 1" and shows the amendment date as 9/2007. The compliance table notes that "This Amendment becomes effective on 30 August 2007." The Background states that "Amendment 1 is issued to include the Model 230 helicopter in applicability and change the compliance time for Requirement 3." That sentence is the sole explicit description of the changes made by Amendment 1 in the text provided.

Effective dates and prior compliance windows: The AD preserves the original compliance windows for Requirements 1 and 2, as the compliance table states, "The compliance times for Requirements 1 and 2 remain unchanged by this issue of the Directive." The amendment modifies the compliance timing for Requirement 3 only; the text specifies the adjusted timing for the removal obligation as "Unless already accomplished, before 30 September 2007." The AD’s amendment therefore narrows or otherwise changes the deadline for removal actions in Requirement 3, although the text does not reproduce the original pre-amendment deadline for direct comparison.

Inclusion of additional model: The primary scope extension introduced by Amendment 1 is the inclusion of Model 230 helicopters within the applicability list and the requirement/removal regime. The Applicability block lists Model 230 serial numbers 23001 through 23038, and Requirement 2 and 3 include ASB references specific to Model 230 (ASB 230-04-32 Revision B Part I for inspection; ASB 230-04-32 Revision B Part II for removal of PN 222-012-727-105, and ASB 230-04-30 Revision C for removal of PN 222-012-727-103). The Background confirms the inclusion of Model 230 as the reason for the amendment.

ASB revision tracking: The AD cites particular ASB revisions (for example ASB 222-04-101 Revision B for Part I inspections and ASB 222-04-101 Revision A for Part II removals for certain parts). Amendment 1 appears to have updated some ASB references for new models and perhaps to align procedural requirements across models; the AD text indicates which ASB revision and part apply to each model and PN combination in the updated text.

Transport Canada cross-reference: The AD notes "Transport Canada AD CF-2005-27R1 refers." This indicates that an earlier or contemporaneous Transport Canada AD is related to the subject matter, and the amendment does not remove that cross-reference. The amendment does not state any change to the Transport Canada reference.

Administrative signature and publication: The amendment is signed by a CASA delegate, David Villiers, dated 10 July 2007, and the amendment has an effectiveness entry "This Amendment becomes effective on 30 August 2007." The AD text thus provides both an issuance date and an effective date for the amendment.

No further historical versions in text: The supplied extract does not reproduce the original AD text prior to Amendment 1 nor record further amendments beyond Amendment 1. The Background’s reference to "Amendment 1 is issued to include the Model 230 helicopter in applicability and change the compliance time for Requirement 3" is the only description of changes provided.

The AD text supplied contains no litigation history, no mention of judicial review, administrative appeals, or any case names or decisions, and no references to contested proceedings.

Absence of cases: The document does not cite any court decisions or administrative rulings. It contains only the technical and compliance material for the AD, the manufacturer’s safety finding in the Background and ASB cross-references. There are no listed appeals, stays, or injunctions recorded in the AD text provided.

Implications of silence: The AD’s silence in this excerpt means that any litigation or appeals that may have arisen are not recorded here. Where practitioners need a litigation record, they must consult external legal or administrative records beyond this AD text, because the AD itself contains no litigation references. The AD does present the regulator’s action and a technical basis supplied by the manufacturer, but it does not show whether any party contested the AD administratively or judicially.

What the absence implies for due diligence: For a lawyer, insurer, or compliance manager preparing for risk assessment, the absence of litigation history in this AD requires checking CASA enforcement logs, public registers, administrative tribunal records and court databases for any post-issue disputes or enforcement proceedings related to AD/BELL 222/34 or Amendment 1. The AD as supplied is not a comprehensive legal record; it is the directive text and its technical references.

No appellate or interpretive guidance in the AD: Because the AD does not include appeals procedures, contravention consequences or administrative review mechanisms in the provided text, there is no internal source guidance on how contested compliance disputes would be resolved. Practitioners should therefore treat this AD as a technical directive in need of external legal-context checks where a litigation history matters.

The directive contains several practical traps for operators and maintenance providers that are explicitly supported by the text and that may cause errors if read or implemented too hastily.

Part number and marking nuance: The AD differentiates between PN 222-012-727-105 that has "the added prefix letters inscribed on the part before the serial number" and PN 222-012-727-105 without the prefix. Note 1 states that the prefixed version satisfies the Directive, while the unprefixed version triggers inspections and eventual removal. Failure to correctly identify the presence or absence of the prefix letters will produce incorrect treatment of an installed part. Operators must therefore physically verify the marking, not just rely on catalogues or maintenance records.

Model-specific PN differences for Model 230: In the Requirement 3 table for Model 230 helicopters, the AD lists removal actions for PN 222-012-727-105 and PN 222-012-727-103. That differs from the PN 222-012-727-003 that appears for other models. Practitioners must not assume a single PN set applies across all models; the text is model-specific and contains a different PN (222-012-727-103) in the Model 230 removal line. Misreading or overlooking that model-specific PN will produce non-compliance.

ASB part and revision matching: The directive requires inspections and removals "in accordance with" particular Parts and revisions of ASBs (for example ASB 222-04-101 Revision B Part I for inspection; ASB 222-04-101 Revision A Part II for certain removals). Failure to follow the exact Part (I vs II) or revision referenced may produce non-conformant work. The AD ties compliance to those specific ASB parts and revisions; maintainers must ensure they use the numbered Part and the revision identified by the AD.

Tight initial inspection window: Requirements 1 and 2 must be met within 10 flight hours after 19 August 2005. That is a short timeframe. If an operator continued to fly beyond the initial inspection window without scheduling the mandatory identification/inspection, they would be out of compliance with the AD’s stated timeline. The AD preserves this 10-flight-hour window and states it remains unchanged by the amendment.

Ongoing inspection frequency until removal: Where inspection under Requirement 2 applies, it must be repeated at intervals not exceeding 50 flight hours until removal per Requirement 3. Operational planners must track flight hours accurately to avoid exceeding the 50 flight-hour gap. Interval miscalculations or poor logbook practices could cause gaps in mandated inspection coverage.

Removal deadline and amendment timing: Requirement 3 must be accomplished before 30 September 2007 unless already done. The amendment becomes effective on 30 August 2007. Operators who delayed remediation risk compressed scheduling around the effective date and the removal deadline. The amendment changed Requirement 3 timing, so an operator relying on prior wording should check the amendment text to confirm the current deadline.

ASB availability and implementation: The AD requires action "in accordance with" the specified ASBs. Practical compliance requires access to the correct ASB revision and Part. If a maintenance organisation uses an incorrect revision or an incorrect Part of an ASB, the work performed may not satisfy the AD, even if the maintenance achieves the same technical end. Verify ASB revision and Part numbers before performing work.

Record evidence of prefixed parts: The AD treats prefixed PN 222-012-727-105 as compliant. Operators should ensure that records and parts tagging reflect the presence of the prefix letters to evidence that the installed part satisfies the Directive. Relying on historic paperwork without physical verification could lead to misclassification.

Transport Canada reference: The AD notes "Transport Canada AD CF-2005-27R1 refers." Operators who transfer aircraft between registers, perform maintenance in Canada, or consult Transport Canada material should examine that Transport Canada AD for any subtle differences. Do not assume the CASA AD text is identical to or interchangeable with the Transport Canada AD without checking both instruments.

No penalties stated in text: Because the AD text supplied contains no penalty clause or enforcement steps, operators should avoid assuming leniency. The absence of stated penalties is not a safe harbour; it is a gap in the text that requires users to be alert to CASA’s broader enforcement framework beyond the AD.

Compliance requires a combination of identification, inspection per the specified ASBs, removal/replacement by the stated deadlines, and record-keeping to evidence actions taken. The AD sets clear steps and timeframes; the practical implementation follows directly from the AD’s Requirements and Compliance entries.

Step 1 , Determine applicability: Confirm the helicopter’s model and serial number against the Applicability block. The AD applies only to the listed models and serial number ranges: Model 222 (S/N 47006-47089), Model 222B (S/N 47131-47156), Model 222U (S/N 47501-47574), and Model 230 (S/N 23001-23038). If the airframe is not within those serial numbers, the AD does not apply as drafted.

Step 2 , Identify the installed bellcrank PN: Inspect the tail rotor counterweight bellcrank to read the part number marking and any prefix letters. Requirement 1 mandates identifying whether PN 222-012-727-003 or PN 222-012-727-105 is installed, and to check whether PN 222-012-727-105 bears prefix letters inscribed before the serial number (Note 1). Document the part number and any prefix marking in maintenance records.

Step 3 , Follow the path for the part installed:

• If PN 222-012-727-003 is installed: proceed to Requirement 3 and remove the part from service in accordance with the ASB cited for the airframe type. For Models 222 and 222B, removal of PN 222-012-727-003 is to be done in accordance with ASB 222-04-99 Revision B (Requirement 3 lines under Models 222/222B). For Model 222U, removal of PN 222-012-727-003 is to be done in accordance with ASB 222U-04-70 Revision B. For Model 230, the AD’s Model 230 removal lines must be followed (see Model 230 entries).
• If PN 222-012-727-105 is installed without prefix letters: perform inspections per Requirement 2 using Part I of the appropriate ASB per model. For Models 222 and 222B, use Part I of ASB 222-04-101 Revision B; for Model 222U, Part I of ASB 222U-04-72 Revision B; for Model 230, Part I of ASB 230-04-32 Revision B. Repeat the inspection at intervals not exceeding 50 flight hours until the removal required by Requirement 3 is completed.
• If PN 222-012-727-105 is installed with prefix letters inscribed as specified: Note 1 states that such a part "satisfies the requirement of this Directive." No inspection/removal path under this AD section applies to that correctly prefixed part; nevertheless, retain evidence of the marking.

Step 4 , Schedule and perform initial and repeat inspections: Initial identification and inspection duties (Requirements 1 and 2) must have been completed within 10 flight hours after 19 August 2005. Where inspections were necessary, they must be repeated at intervals not exceeding 50 flight hours until removal per Requirement 3 is accomplished. Ensure flight-hour tracking systems record the intervals between inspections and that the next inspection is scheduled before the 50-flight-hour due point.

Step 5 , Perform removal actions per ASBs and within deadline: Requirement 3 requires removal from service of specified PN bellcranks in accordance with the ASB Part II (or other ASBs specified) for the model/part combination. For Models 222/222B, removal of PN 222-012-727-105 should follow Part II of ASB 222-04-101 Revision A; removal of PN 222-012-727-003 in accordance with ASB 222-04-99 Revision B. For Model 222U, follow ASB 222U-04-72 Revision A for PN 222-012-727-105 and ASB 222U-04-70 Revision B for PN 222-012-727-003. For Model 230, follow Part II of ASB 230-04-32 Revision B for PN 222-012-727-105 and ASB 230-04-30 Revision C for PN 222-012-727-103. Ensure the ASB revision and Part match those cited by the AD precisely.

Step 6 , Meet the removal deadline: Complete the removal/replacement of the non-conforming parts before 30 September 2007 unless already accomplished, as stated in the Compliance table for Requirement 3. Given the amendment effective date of 30 August 2007, plan removal work in advance to meet the stated deadline.

Step 7 , Document and retain records: Maintain maintenance records that show:

• The aircraft model and serial number and that the AD was applicable.
• The inspection of the bellcrank and the PN and marking observed (including any prefix letters).
• The ASB revision and Part used to perform any inspection or removal actions.
• Dates, flight hours at the time of inspections and removals, and the identity of the certifying maintenance personnel or organisation. Because the AD ties compliance to particular ASB Parts and PN markings, supporting records should demonstrate adherence to those specific references.

Step 8 , Source correct replacement parts and verify markings: When removing a PN 222-012-727-003 or PN 222-012-727-105 (without prefix), ensure replacement parts meet the ASB-specified condition. If relying on PN 222-012-727-105 with prefix letters as a compliant replacement, verify physical marking before installation and retain evidence. Coordinate with parts suppliers to obtain traceable parts that meet the AD’s requirements.

Step 9 , Coordinate with regulator and reference parallel ADs if needed: Note the AD’s reference to Transport Canada AD CF-2005-27R1. If the operator conducts maintenance in or transfers aircraft to multiple jurisdictions, confirm whether compliance with CASA’s AD also satisfies other national regulatory requirements, and retain cross-reference documentation.

Step 10 , Verify maintenance providers use correct ASB revisions: Require the maintenance organisation to confirm and record that the correct ASB numbers, Parts and revisions were used for the inspections and removals. Using an incorrect ASB revision or Part risks non-compliance even if the physical remedy is achieved.