AD/DAUPHIN/85 Amdt 2 - CPT 609 Crash Position Transmitter Beacon Antenna

The directive revolves around a narrow set of technical and compliance concepts defined and referenced in the text. These are the essential concepts any practitioner must keep in clear view.

Applicability and scope. The AD applies only to AS 365 N3 helicopters that are fitted with the CPT 609 beacon and specifically with antenna P/N 070-0609-021. It does not extend, on its face, to helicopters without that part fitted, to other airframes, or to other antenna part numbers (Applicability). The combination of airframe model and part number creates a precisely circumscribed regulatory footprint.

Service bulletin incorporation. The AD makes compliance conditional on performing work "in accordance with the instructions" in Eurocopter ASB 05.00.53, citing paragraph 2.B.2 for inspection and removal, and paragraph 1.E.1.a for replacement. The AD requires Revision 1 dated 10 July 2007 or Revision 2, or later "EASA approved revision." That incorporation binds operators to the content of the manufacturer’s Alert Service Bulletin as EASA‑approved, and to any later EASA‑approved revision adopted by reference in the AD (Requirement text).

Repetitive inspection as interim mitigation. Until the terminating action (replacement with P/N 070-0609-022) is completed, operators must perform a post‑flight inspection "After each flight" to check attachment integrity (Requirement 1 and Compliance). This is a high‑frequency, short‑term mitigation measure aimed at detecting antenna damage before subsequent flights.

Conditional removal prior to flight. If damage or failure is detected during a post‑flight check, removal is required "Before the next flight" in accordance with the ASB instructions (Requirement 2, Compliance). The AD therefore places a hard operational condition: a damaged antenna identified by the inspection must be taken off the helicopter and cannot remain pending a later maintenance slot.

Part replacement and terminating action. The AD specifies replacement of the P/N 070-0609-021 with a redesigned P/N 070-0609-022 antenna "in accordance with" the ASB instructions. The AD expressly states that after installing P/N 070-0609-022, the post‑flight inspection requirement ceases. Thus the new part is treated as terminating action for the interim inspection regime (Requirement 3).

Prohibition on reuse and spare disposal. The AD forbids re-installation of P/N 070-0609-021 on any affected helicopter, and requires that remaining P/N 070-0609-021 spares be "discarded or returned to Eurocopter for disposal" (Requirement 4). This converts existing inventories into unusable assets and prescribes disposal logistics.

Regulatory references and international coordination. The AD notes EASA involvement by reference: "EASA AD 2007-0224 R1 corrected refers" (Note 2). Eurocopter developed a new antenna after "studies of the vibration phenomena" and revised its ASB. The AD therefore sits at the intersection of manufacturer service guidance, EASA findings, and CASA enforcement.

Operator-performable inspections. The AD includes a practical delegation: "The Requirement 1 check may be accomplished by a suitably trained pilot" (Note 1). This narrows who must do the frequent inspection and shapes cost and scheduling choices.

Temporal staging and amendment history. The document is an Amendment 2 that modifies compliance dates from prior iterations; the original directive and Amendment 1 are discussed in the Background, which is relevant for operators tracking prior compliance actions.

Taken together, these concepts show an AD that moves from repetitive inspections to a mandatory parts change as the long‑term solution, prescribes removal and disposal actions in the short term, binds operators to manufacturer ASB procedures as EASA‑approved, and limits who may perform inspections.

The AD is targeted narrowly but has a clear set of affected actors. The source text identifies the following parties and their roles.

Registered operators and owners of AS 365 N3 helicopters. The primary burden falls on operators and owners of "AS 365 N3 helicopters, all serial numbers, if equipped with CPT 609 crash position transmitter beacons fitted with antenna Part Number (P/N) 070-0609-021" (Applicability). These operators must carry out the inspections, removals and replacements required by the AD within the prescribed timeframes (Compliance; Requirement 1-4). They therefore bear labour, downtime and parts costs inherent in the actions.

Maintenance organisations and engineers. The AD requires removal and replacement "in compliance with the instructions" in the Eurocopter ASB. Those instructions are likely to require authorised maintenance personnel for removal and installation (the AD itself refers the user to specific ASB paragraphs 2.B.2 and 1.E.1.a for the technical method). The AD relaxes this by allowing the post‑flight check to be performed by a "suitably trained pilot" (Note 1), but it does not extend that allowance to removal and replacement tasks. Maintenance organisations will therefore likely be involved for removal and replacement where the ASB demands authorised maintenance tasks.

Pilots. Pilots are explicitly referenced: "The Requirement 1 check may be accomplished by a suitably trained pilot" (Note 1). That creates a conditional duty for pilots to undertake post‑flight inspection work subject to being suitably trained. Pilots will therefore need training records or evidence of suitable training if they are to perform the inspection role.

Parts suppliers, stockholders and Eurocopter. The AD directly impacts spares inventory by prohibiting the use of P/N 070-0609-021 as replacement parts and directing that "Any remaining P/N 070-0609-021 antennas held as spares must be discarded or returned to Eurocopter for disposal" (Requirement 4). Suppliers and spare parts managers holding inventories of P/N 070-0609-021 must either dispose of those parts or arrange return to Eurocopter. Eurocopter is named as the recipient for returns and as the source of the revised P/N 070-0609-022 antennas, which positions the manufacturer as the provider of the terminating action.

Civil Aviation Safety Authority (CASA). CASA issued the AD through its delegate, Charles Lenarcic, and set the effective date "This Amendment becomes effective on 21 September 2007." CASA is therefore the regulatory authority imposing the directive and the point of enforcement within Australian civil aviation regulatory framework, as represented in the document header and signature.

EASA (European Aviation Safety Agency). EASA is referenced via "EASA AD 2007-0224 R1 corrected refers" (Note 2) and in the incorporation of "later EASA approved revision" of the Eurocopter ASB. EASA’s studies and approvals are described in Background as informing the mandatory replacement.

Organisational systems such as flight operations and maintenance scheduling. Because Requirement 1 is "After each flight until Requirement 3 is accomplished," operators must integrate a post‑flight inspection into each flight cycle while the old antenna remains fitted. That affects turnback procedures, dispatch decision-making and maintenance scheduling.

Insurance and third parties on the ground. The Background notes that antenna loss "may jeopardize the safety of persons on the ground." While the AD does not identify insurers, the safety risk described is a concern for operators' liability exposure in the event of an in‑flight loss of the antenna. The AD’s technical requirements are therefore aimed at reducing that described hazard.

In sum, the AD primarily affects AS 365 N3 operators fitted with the specified antenna and secondarily affects pilots, maintenance organisations, parts holders and Eurocopter as the manufacturer and recipient of returned spares. The AD’s prescriptions create operational actions, inventory outcomes and procurement needs that these actors must address within the compliance windows set out.

The AD creates a compact set of operator duties and limited rights, explicit in the Requirements, Notes and Compliance sections. Each duty and relief is stated in the source text; none should be read as implied beyond that text.

Duties

• Post‑flight inspection duty: Operators must "Check the attachment of the antenna of the CPT 609 crash position transmitter beacon" after each flight until the new antenna P/N 070-0609-022 has been installed. The inspection must follow "paragraph 2.B.2 of Eurocopter AS 365 Alert Service Bulletins (ASB) 05.00.53 Revision 1 dated 10 July 2007 or later EASA approved revision" (Requirement 1; Compliance). This is a repetitive, per‑flight obligation while the old part remains fitted.
• Immediate removal of defective antennas: If the antenna is "found to be damaged or fails during the Requirement 1 check," it must be removed "in compliance with the instructions specified in paragraph 2.B.2. of ASB 05.00.53 Revision 1 or Revision 2 or later EASA approved revision" (Requirement 2). The Compliance clause specifies removal "Before the next flight following the Requirement 1 check," which disallows continued operation with a known damaged antenna.
• Mandatory replacement: Operators must replace every P/N 070-0609-021 with the new P/N 070-0609-022 "in accordance with the instructions specified in paragraph 1.E.1.a of ASB 05.00.53 Revision 1 or Revision 2 or later EASA approved revision" (Requirement 3). The Compliance timing is "No later than 15 November 2007."
• Prohibition on re‑installation and spares disposal: After 15 November 2007, "Antenna P/N 070-0609-021 may not be installed as a replacement part on any helicopters affected by this Directive" and "Any remaining P/N 070-0609-021 antennas held as spares must be discarded or returned to Eurocopter for disposal" (Requirement 4; Compliance). This duty transforms spare inventory into disposals or returns.

Rights, reliefs and conditional allowances

• Pilot‑performed inspection: The AD explicitly permits that "The Requirement 1 check may be accomplished by a suitably trained pilot" (Note 1). That creates a conditional right for trained pilots to perform the repetitive inspection duty, potentially reducing immediate maintenance resource requirements.
• Terminating action for inspections: Installation of the P/N 070-0609-022 antenna results in a cessation of the Requirement 1 post‑flight inspections: "After the installation of a P/N 070-0609-022 antenna, the Requirement 1 post-flight inspections are no longer required" (Requirement 3). That constitutes an operational relief and a termination of the high‑frequency inspection burden.
• Use of EASA‑approved ASB revisions: The AD permits the use of Revision 1, Revision 2 or "later EASA approved revision" of the Eurocopter ASB where specified. This allows operators to rely on later EASA‑approved technical guidance if such revisions are issued and incorporated.

Other procedural aspects

• The AD incorporates and references external documents (Eurocopter ASB 05.00.53 and EASA AD 2007-0224 R1), which operators must consult for procedural detail on inspection, removal and replacement. Compliance is defined by following those ASB paragraphs referenced.
• The AD sets fixed compliance dates and an effective date: "No later than 15 November 2007" for replacement, "After 15 November 2007" for the prohibition, and the Amendment "becomes effective on 21 September 2007."

The AD text does not itself state penalties, reporting requirements, or recordkeeping specifics. Duties are expressed as operational and technical actions tied to ASB procedures, with a conditional delegation to suitably trained pilots for the repetitive inspection. The principal operational relief for affected parties is that replacement with the new antenna eliminates the need for the post‑flight inspections that are otherwise required until the terminating action is completed.

The source text sets out mandatory technical requirements, compliance windows and an effective date, but it does not contain an explicit penalties or enforcement regime within its own text. The AD records compliance obligations and dates, and it is issued by a CASA delegate, but it does not specify fines, prosecution mechanisms, or remedial enforcement steps in the instrument itself. The following points are drawn directly from the AD text.

• Regulatory issuer and effectivity. The AD is issued under the authority of the Civil Aviation Safety Authority, signed by a CASA delegate: "Charles Lenarcic, Delegate of the Civil Aviation Safety Authority" with the date 12 September 2007. The AD states "This Amendment becomes effective on 21 September 2007." That places the directive within CASA’s administrative instrument set and creates binding compliance obligations as of the effective date (signature and effectivity clauses).
• No penalties detailed in the AD. The text specifies inspection, removal, replacement and disposal duties, and fixed compliance dates, but does not include penalty provisions, infringement schedules, or explicit enforcement mechanisms in the body of the AD provided here. There is no text in this instrument that sets civil penalties, criminal sanctions, or administrative fines. Consequently, the AD itself should be read as stating technical obligations without a concurrent statement of enforcement sanctions within the document.
• Compliance as a condition of continued airworthiness and operations. The directive frames the actions as necessary to address a safety hazard identified by Eurocopter and EASA, including that the failure "will significantly reduce the radiated power" and "loss of the antenna during flight may jeopardize the safety of persons on the ground" (Background). While the AD text does not spell out enforcement steps, in practice airworthiness directives typically form part of the regulatory regime that underpins continued airworthiness and legal operation of aircraft under the national aviation safety framework. This AD therefore imposes operational and maintenance duties that, if not satisfied, could affect an operator's regulatory compliance status, though any specific sanctions or processes are not described in the text provided.
• Interaction with external approvals. The AD requires actions "in accordance with" specified paragraphs of Eurocopter ASB 05.00.53 "Revision 1 ... or later EASA approved revision" and references EASA AD 2007-0224 R1 (Note 2). Compliance therefore requires following EASA‑approved technical guidance. Any enforcement that might arise would likely focus on whether the work was performed per the ASB/EASA‑approved methods and within the AD timeframes, but the AD itself does not set out how CASA will determine or document compliance, nor does it state who will verify compliance or how records should be maintained.

In short, the AD establishes mandatory technical duties with precise timings and states the effective date, but it does not contain internal penalty clauses or an explicit enforcement process. Any enforcement, sanctions, or administrative follow-up would be determined by applicable aviation regulatory frameworks and CASA’s broader enforcement policies and procedures, none of which are contained in the text of this AD.

The AD explicitly incorporates external technical material and references European regulatory action, creating cross‑document dependencies and a chain of technical authority. The interaction points visible in the source are limited to those references; the AD does not purport to amend statutory law. The document shows the following interactions.

Incorporation of manufacturer service instructions as EASA‑approved material. The AD requires that inspections, removal and replacement be carried out "in accordance with the instructions" in specific paragraphs of Eurocopter ASB 05.00.53 and permits the use of Revision 1, Revision 2 or "later EASA approved revision" (Requirement 1, Requirement 2, Requirement 3). By referencing "EASA approved" revisions, the AD effectively requires compliance with manufacturer service instructions only in the form that EASA has approved. This creates a dependency where the technical method is governed by the service bulletin text as approved by EASA.

Reference to an EASA AD. The AD includes "Note 2: EASA AD 2007-0224 R1 corrected refers." That indicates that the CASA AD is coordinated with or informed by an existing EASA airworthiness directive. The text in Background states that EASA conducted "studies of the vibration phenomena" that led to the manufacturer developing the new antenna. The CASA AD therefore aligns with an EASA safety determination and mandates replacement consistent with EASA‑approved technical solutions.

Manufacturer obligations and disposal pathways. The AD requires that remaining old‑part spares must be "discarded or returned to Eurocopter for disposal" (Requirement 4). This creates a direct interaction between the operator’s spare parts practices and Eurocopter's disposal arrangements. It also means that parts market activity for P/N 070-0609-021 is curtailed by the AD.

Previous directives and amendment history. The Background summarises that the "original issue of this Directive required the antenna to be inspected for integrity after each flight" and that "Amendment 1 retained the repetitive inspection requirements and required the replacement of all P/N 070-0609-021 antennas with P/N 070-0609-022 antennas," and that "This Amendment continues the requirements of Amendment 1 but revised the compliance date for Requirement 3 and 4 to 15 November 2007." Those references show the AD as part of a sequence of regulatory instruments that modifies compliance dates and preserves technical obligations across iterations.

Absent direct statutory cross‑references. The AD text does not itself quote or amend enabling legislation, nor does it cite specific statutory provisions that grant CASA the power to issue the AD. The directive is presented as an administrative instrument issued by a CASA delegate, with no internal statement about the source of statutory authority included in the text provided.

Practical consequence for operators under regulatory regimes. Because the AD references EASA‑approved revisions and an EASA AD, operators that maintain aircraft under EASA oversight or under bilateral arrangements will need to ensure the work meets both CASA AD obligations and the referenced EASA/Eurocopter technical guidance. In short, the AD sits within a transnational regulatory conversation: Eurocopter provided an ASB; EASA reviewed and approved revisions; CASA incorporated the EASA‑approved ASB into an Australian AD with specific compliance dates.

In summary, the AD interacts with other instruments by incorporation and reference to Eurocopter ASB 05.00.53 (EASA approved revisions) and to EASA AD 2007-0224 R1. It forms part of a sequence of CASA directives that have evolved from an initial inspection requirement to a mandatory parts change, but it does not itself state the statutory grant of power or enforcement mechanisms beyond the technical requirements and effectivity dates.

The document itself is Amendment 2 to AD/DAUPHIN/85. The AD includes a short, explicit history in the Background section that records the progression of the regulatory response. The source supplies the following timeline and changes.

• Original directive. "The original issue of this Directive required the antenna to be inspected for integrity after each flight and, if necessary, the replacement of any defective antenna." The Background records that the original directive "became effective on 26 May 2006." The initial response was therefore a short‑term inspection regime following reports of mounting base failure due to vibration.
• Amendment 1. Amendment 1 "retained the repetitive inspection requirements and required the replacement of all P/N 070-0609-021 antennas with P/N 070-0609-022 antennas, after which the post-flight inspections can be discontinued." Amendment 1 also "prohibited the (re)installation of P/N 070-0609-021 on any of the affected helicopters after 30 September 2007." Amendment 1 "became effective on 30 August 2007." Thus Amendment 1 introduced a mandatory replacement obligation and a deadline that initially read as 30 September 2007 for prohibition of reinstallations.
• Amendment 2 (this instrument). The present instrument states: "This Amendment continues the requirements of Amendment 1 but revised the compliance date for Requirement 3 and 4 to 15 November 2007." It sets the Amendment 2 effective date as "This Amendment becomes effective on 21 September 2007" and is signed on 12 September 2007. Compliance clauses in this document recite specific timing: Requirement 3 "No later than 15 November 2007" and Requirement 4 "After 15 November 2007." The change between Amendment 1 and Amendment 2 is therefore one of compliance timing: the replacement and spares prohibition dates were deferred from 30 September 2007 to 15 November 2007.
• Relation to EASA and manufacturer technical work. The Background records that following "studies of the vibration phenomena," the antenna manufacturer developed a new antenna "fitted with a mounting base which is not subject to failure due to vibrations" and that Eurocopter "have revised their ASB 05.00.53 accordingly to instruct the replacement of existing antennas with the new P/N 070-0609-022 antenna as terminating action for the post-flight inspections." Amendment 1 implemented that terminating action; Amendment 2 keeps it in force and adjusts the compliance windows.
• Notes and cross‑references. The AD includes "Note 2: EASA AD 2007-0224 R1 corrected refers" and cites Eurocopter ASB 05.00.53 Revision 1 dated 10 July 2007 or a later EASA‑approved revision. The ASB revisions are the technical documents whose versions are relevant to each iteration.

This amendment history shows a sequence from initial inspection regimen (original AD), to a requirement to replace with a redesigned antenna and prohibition on the old part (Amendment 1), and then a procedural amendment to shift the compliance deadline dates for replacement and for spare disposal or return (Amendment 2). The AD text does not include a detailed rationale for the change in the deadline, only the statement that Amendment 2 "revised the compliance date for Requirement 3 and 4 to 15 November 2007."

The AD text contains no litigation history, case references, or record of legal challenges. The only legal‑administrative markers in the source are the issuance and dates of the original directive and its two amendments, and the signature by a CASA delegate. The Background cites EASA studies and Eurocopter’s development of a new antenna, but there is no mention of court cases, appeals, legal proceedings, or contested enforcement actions in the document provided.

Because the AD itself does not record litigation, there is no source‑grounded material in this instrument to summarise as litigation history. Any statements about legal challenges, enforcement actions, or judicial interpretation would fall outside the text supplied. The AD does, however, reflect administrative regulatory steps and international coordination with EASA and Eurocopter technical guidance, which may be relevant in any regulatory or administrative review, but the document does not report the existence of such proceedings.

If an operator seeks to understand whether the AD has been subject to litigation, or whether CASA applied sanctions under this AD in particular cases, they would need to consult external records, CASA enforcement bulletins, or court registries; none of those are included in the instrument text provided here.

The AD contains several operative nuances and technical reference points that can produce operational or compliance pitfalls if misread. Each of these is grounded in the AD text.

Narrow applicability keyed to part number. The AD applies only if the helicopter is "equipped with CPT 609 crash position transmitter beacons fitted with antenna Part Number (P/N) 070-0609-021" (Applicability). Operators must therefore verify the part number actually fitted. Confusing or mismatching part numbers, kit numbers or aftermarket identifiers could lead to either unnecessary work or non‑compliance with the AD. The AD does not provide a cross‑reference matrix for near‑equivalent parts, so reliance must be on actual fitted part number records.

Inspection frequency and until‑termination language. Requirement 1 requires checks "After each flight until Requirement 3 is accomplished." This creates a continuous obligation per flight while the old part remains fitted. Operators who do not track replacement status precisely risk continued non‑compliance. The AD does not specify recordkeeping modalities for these checks; the absence of an explicit recordkeeping requirement in the AD does not mean there are none under broader regulatory frameworks, but the AD itself relies on adherence to the per‑flight frequency.

Pilot performance of checks is limited. Note 1 allows the Requirement 1 check to be "accomplished by a suitably trained pilot." The term "suitably trained" is not defined in the AD. Operators must therefore ensure their pilots are properly trained to the extent necessary to execute the ASB paragraph 2.B.2 inspection. If the inspection requires tools or access beyond routine cockpit checks, a pilot may not be an appropriate person to perform it; the AD leaves that determination to operational judgement and the ASB procedures.

Immediate grounding risk if damaged. Requirement 2 requires removal "Before the next flight following the Requirement 1 check" if damage or failure is found. That creates an operational step that could lead to flight cancellations, remedial maintenance scheduling and aircraft downtime. The AD does not make allowances for deferred repairs or temporary repairs pending a maintenance slot.

Strict prohibition on re‑installation and spares disposal. Requirement 4 states "Antenna P/N 070-0609-021 may not be installed as a replacement part" and that spares "must be discarded or returned to Eurocopter for disposal." This turns existing inventories into unusable items and requires operators to handle disposal or return processes. The AD does not provide a financial mechanism or reimbursement for returned or discarded spares. The disposal route may involve logistical steps and costs that are not addressed in the instrument text.

Dependence on ASB paragraphs and EASA‑approved revisions. The AD requires compliance "in accordance with the instructions specified in paragraph 2.B.2" and "paragraph 1.E.1.a" of ASB 05.00.53 Revision 1 or Revision 2 or "later EASA approved revision." If operators rely on an ASB revision that is not EASA‑approved, or on a manufacturer bulletin without the correct EASA approval designation, they may be out of step with the AD. The AD does not itself list the technical steps; it cross‑references them. Practitioners must ensure they consult the correct, EASA‑approved ASB revision noted in the AD.

Changes to compliance dates across amendments. Amendment 1 initially prohibited re‑installation "after 30 September 2007", but this Amendment 2 revises the compliance date for Requirements 3 and 4 to "15 November 2007." Operators must be careful to track which amendment applies at which point in time. The AD text supplied is Amendment 2; reliance on an earlier amendment without noting the revised dates could produce timing errors.

No penalties or enforcement mechanics stated here. The AD does not specify penalties or enforcement steps. That does not mean there are none under broader law, but practitioners cannot rely on this AD text to learn what sanctions might flow from non‑compliance. Operators should therefore not assume leniency where the AD is silent on enforcement.

Terminating action caveat. The AD states that "After the installation of a P/N 070-0609-022 antenna, the Requirement 1 post-flight inspections are no longer required." That relief is contingent on correct installation "in accordance with the instructions ... paragraph 1.E.1.a of ASB 05.00.53 ... or later EASA approved revision." If installation deviates from the ASB instructions or EASA approval, the terminating effect may be contested by the regulator. The AD does not provide for partial or conditional relief.

International coordination considerations. The AD references EASA work and an EASA AD and requires EASA‑approved ASB revisions. Operators that operate under international regimes, or that rely on imported parts or maintenance performed abroad, need to ensure that those activities satisfy both EASA approval standards and Australian AD requirements.

In short, the main "gotchas" derive from precise part‑number applicability, per‑flight inspection frequency and duration, reliance on specific ASB paragraphs and EASA approval status, the unambiguous prohibition on reuse of the old part, and the absence in the AD text of enforcement, recordkeeping or reimbursement mechanisms for discarded spares.

The AD sets out a clear sequence of actions and deadlines. The following checklist reproduces the AD‑specified steps and practical implementation points, each taken from the AD’s Requirement and Compliance clauses and the ASB references named in the text.

1. Confirm applicability. Verify whether the helicopter is an AS 365 N3 and whether the CPT 609 beacon is fitted with antenna P/N 070-0609-021. The AD is limited to that combination: "AS 365 N3 helicopters, all serial numbers, if equipped with CPT 609 crash position transmitter beacons fitted with antenna Part Number (P/N) 070-0609-021" (Applicability). If the helicopter has a different antenna part number, this AD does not apply to that aircraft.

2. Obtain the correct ASB and EASA approvals. The AD requires following Eurocopter ASB 05.00.53 paragraph 2.B.2 for inspection/removal and paragraph 1.E.1.a for replacement, using "Revision 1 dated 10 July 2007 or later EASA approved revision" or Revision 2. Ensure you hold the specific revision of the ASB that is EASA‑approved in order to perform the work "in accordance with" the AD.

3. Implement post‑flight inspections immediately (Requirement 1). Until the terminating action (replacement) is completed, perform the attachment check "After each flight" following ASB paragraph 2.B.2. The AD notes: "The Requirement 1 check may be accomplished by a suitably trained pilot" (Note 1). If a pilot is to perform the check, provide and document the suitable training required to perform the ASB‑specified inspection.

4. Remove damaged antennas before next flight (Requirement 2). If the post‑flight check "finds the antenna to be damaged or fails during the Requirement 1 check," remove the antenna "in compliance with the instructions specified in paragraph 2.B.2 of ASB 05.00.53 Revision 1 or Revision 2 or later EASA approved revision." The AD requires removal "Before the next flight following the Requirement 1 check." Coordinate maintenance scheduling to avoid flights when damage is detected.

5. Arrange replacement with P/N 070-0609-022 (Requirement 3). Replace each P/N 070-0609-021 antenna with P/N 070-0609-022 "in accordance with the instructions specified in paragraph 1.E.1.a of ASB 05.00.53 Revision 1 or Revision 2 or later EASA approved revision." Do this no later than 15 November 2007. Confirm the new antenna meets the AD’s part number requirement and that installation follows the referenced ASB procedures to obtain the stated terminating effect.

6. Terminating relief confirmation. After successful installation of P/N 070-0609-022 in accordance with the ASB, the AD provides immediate cessation of the Requirement 1 post‑flight inspections: "After the installation of a P/N 070-0609-022 antenna, the Requirement 1 post-flight inspections are no longer required." Document the installation and retain records showing the ASB version and compliance date in case of regulatory queries.

7. Dispose or return old spares (Requirement 4). After 15 November 2007, do not install P/N 070-0609-021 on affected helicopters. Any remaining P/N 070-0609-021 antennas held as spares "must be discarded or returned to Eurocopter for disposal." Organise inventory reconciliation and plan for the logistics and cost of disposal or return to Eurocopter.

8. Timing: be mindful of effectivity. The AD "becomes effective on 21 September 2007." Requirement 3 replacement must be completed "No later than 15 November 2007." Requirement 4 prohibitions are effective "After 15 November 2007." Ensure scheduling meets these deadlines.

9. Training and documentation. If pilots are to be used for the repetitive checks, ensure they are "suitably trained" for the ASB‑specified check. Keep evidence of such training and of each post‑flight inspection performed while the old antenna is fitted, including any findings and actions taken (removal, replacement). While the AD does not itself mandate a specific recordkeeping format, retaining a clear audit trail is prudent because compliance is tied to precise dates and per‑flight actions.

10. Coordinate with Eurocopter for parts and returns. Source P/N 070-0609-022 antennas from approved suppliers or directly from Eurocopter, and engage Eurocopter regarding the return or disposal process for P/N 070-0609-021 spares, as the AD directs return to Eurocopter as one of the disposal options.

11. Cross‑reference EASA ADs where relevant. The AD notes "EASA AD 2007-0224 R1 corrected refers" (Note 2). If maintenance or approvals are performed in jurisdictions under EASA oversight, confirm work follows both the EASA AD and the CASA AD as applicable.

12. Operational planning. Because the AD requires removal before the next flight if damage is found and per‑flight inspections until replacement, operators should include the AD requirements in their flight dispatch and maintenance planning so that flights are not inadvertently scheduled without confirming antenna status.

Following these steps, performed in accordance with the exact ASB paragraphs and EASA‑approved revisions referenced in the AD, will align an operator with the directive’s requirements and secure the terminating relief from per‑flight inspections after fitting the redesigned antenna.