AD/SUPP/3 Amdt 2 - Breeze Hoists

This Directive rests on a small set of technical safety concepts: circuit deactivation, polarity identification, cartridge sensitivity, shielding, bonding/grounding, switch configuration, EMI tolerance, and live verification. Each concept is tied to a concrete action or test.

• Deactivation and isolation: Requirement 1 orders disconnection and locking of the hoist control and cable cut circuit breakers so inadvertent reset is not possible. This is a procedural isolation requirement intended to prevent accidental activation until the required works are completed.

• Polarity identification: Requirement 2 requires that the polarity of terminals and cables on the cable cut cartridge be clearly identified (+Ve and -Ve). The concept is to avoid mis-wiring when replacing cartridges or reconnecting after maintenance.

• Cartridge sensitivity and replacement: Requirement 3 mandates replacement of the existing cartridge with an "alternative, low sensitivity cartridge" and gives a part number in the body of the Directive (P/N Y1265-2-1). Later summary language claims mandatory fitment of an alternative cartridge P/N Y1262-2-1 with a minimum "NO FIRE" current twice that of the present cartridge. The Directive therefore pairs a hardware substitution with an explicit safety rationale: reducing the chance of unintended activation due to electrical transients or EMI.

• Shielding: Multiple requirements insist that the cable cut circuit shielding be "correctly connected" in accordance with specific Bell ASBs, aircraft drawings, or manufacturer handbooks (see Requirements 4, 5, 6, 7 and the "For all other helicopter types" paragraph). The repeated instruction indicates the regulator's view that shielding continuity and termination are central to reducing EMI susceptibility.

• Bonding/grounding: The Directive repeatedly requires that the hoist assembly be electrically bonded/grounded to the aircraft in accordance with specified ASBs or AD/SUPP/16. The concept is common electrical safety practice: create low impedance paths to prevent stray currents or voltage differences that could trigger the cable cutter.

• Switch configuration: The Directive instructs replacement of single pole double throw (SPDT) cable cut switches with double pole double throw (DPDT) switches on several aircraft types (Bell 206 variants, 206L variants, Bell 222), and removal of certain earth wires introduced by earlier ADs. The conceptual point is to alter the switching topology to provide additional circuit isolation under EMI or other fault conditions.

• EMI tolerance verification using an ICI Electric Fuse: The Directive specifies a verification procedure that uses an ICI 1.8 metre Electric Fuse ("Match Head" fuse) in place of the cable cut cartridge to detect whether EMI or other electrical disturbances would cause an unintended firing. The test requires engine running, full rated hoist load, multiple hoist inching cycles, and operation of radio transmitters in all likely combinations. The instrument states that the ICI fuse is approximately six times more sensitive than the specified cartridge (source text: "Because the ICI fuse is approximately 6 times more sensitive than the Y1265-2-1 explosive squib"), and therefore the fuse-based test is intended to demonstrate EMI tolerance under worst realistic conditions. The ICI fuse must not fire during those EMI stress tests; firing is only expected when the cable cut switch is deliberately operated.

• Safety precautions for explosive testing: The Directive contains explicit cautions: do not allow fuse connections to contact each other or any part of the aircraft structure, ensure no flammable vapours are present, keep persons at least 1 metre from the fuse when testing, and treat the fuse detonation as a sharp cracking sound. The instrument also notes where ICI Electric Fuses are available.

These concepts combine procedural, electrical and hardware interventions. The Directive ties each concept to specific tasks, specified service documents or drawings (Bell ASBs, Agusta ASB, Hughes handbook, Bell Drawing No 206-899-863B1, and AD/SUPP/16 for bonding). The Directive's stated purpose-claims are to maximise operational safety of the cable cut circuitry and to restore user confidence by (a) reducing cartridge sensitivity, (b) improving shielding and bonding, (c) changing switch configuration, and (d) verifying EMI tolerance under simulated operating conditions using the sensitive ICI fuse.

The Directive names the affected equipment and, by implication, the affected parties. The mandated scope is "All Breeze BL 16600 series hoists installed in helicopters." The immediate practical effect is on any helicopter owner, operator, maintenance organisation, or maintenance personnel responsible for aircraft equipped with those hoists. The text identifies specific aircraft models for which additional, model-specific requirements apply: Bell 206A/B/B1/B111 and Agusta Bell 206B; Bell 206L-1 and L-3; Bell 222; Hughes Helicopters; and a catch-all provision for "all other helicopter types."

Who pays: The document does not allocate financial responsibility explicitly, but the actions required , hardware replacement (cartridge and switches), bonding and shielding work, identification/marking, live testing that requires engine run and full rated hoist load, procurement of ICI Electric Fuses, and associated labour , must be carried out on the aircraft. The economic incidence falls on the owner/operator or on a maintenance organisation contracted by them. The Directive also requires removal or disconnection of specific earth wires where indicated; that is maintenance labour and component-handling cost borne by the operator.

Who decides and who executes: The Department issued the Directive following investigations with Breeze and Bell. The maintenance actions themselves must be executed by appropriately qualified maintenance organisations or personnel who can work to the Bell and Agusta ASBs, Bell Helicopter Australia drawings, Hughes handbook, and AD/SUPP/16 directions. Test execution requires a person to run the aircraft engine, set equipment to operational states, apply full rated hoist load and operate radio transmitters in combinations; that naturally implicates flight crew, ground crew and technicians. The Directive specifies procedural steps but delegates detailed implementation to maintainers under the guidance of identified service documents.

Operational impacts on missions and users: Operators who rely on hoists for rescue, aerial work, external loads or other duties will have their hoists deactivated until the Directive's measures are complied with. The compliance timing provisions require immediate deactivation and certain prior-to-reactivation works, which creates potential operational downtime until parts and labour are available and tests completed.

Supply and logistics: The Directive refers to particular part numbers (P/N Y1265-2-1 in the requirements, and elsewhere P/N Y1262-2-1), replacement switches, and the need for an ICI 1.8 metre Electric Fuse for testing. Parts procurement, particularly for the specified cartridge and switches and for the ICI fuse, is a supply consideration for operators. The Directive notes that ICI fuses are available in capital cities at ICI Explosives Sales Offices.

Regulatory references and prior ADs: The requirements cross-reference numerous manufacturer service bulletins and previous ADs (for example AD/BELL 206/87; Bell ASB 206-81-15 Rev A; Bell ASB 206-87-36; Bell ASB 206L-81-25; Bell ASB 206L-87-46; Bell ASB 222-81-9; Bell ASB 222-86-38; Agusta ASB 206-180; Hughes basic handbook Group 10; and AD/SUPP/16). Complying parties will need access to those documents and to an understanding of their applicability.

Record-keeping and recurrence: The Directive requires the verification test before reactivation and again after any modification to the aircraft that may affect the cable cutter system or any electrical modification to the hoist system. That creates a recurring compliance obligation triggered by aircraft change events; operators must therefore track modifications and ensure re-testing.

The Directive does not specify monetary penalties or enforcement steps within its text. The only enforcement indicator in the document is the compliance schedule and the Department's issuance of the Directive; any further enforcement mechanisms are not stated in this instrument.

The Directive imposes concrete duties on operators and maintenance personnel and references responsibilities that flow from prior ADs and manufacturer documents. The document does not enumerate "rights" in the legal sense; it prescribes actions to be carried out.

Primary duties in the Directive:

• Immediate deactivation: Duty to deactivate the hoist by pulling and locking the hoist control and cable cut circuit breakers so inadvertent reset is not possible (Requirement 1). The timing is specific: before further flight after 6 March 1992.

• Non-powered works: Undertake Requirements 2-8 with all electrical power removed from the aircraft. Those requirements are:

  • Requirement 2: Clearly identify the polarity (+Ve and -Ve) of the terminals and cables on the existing cable cut cartridge so correct connection is self evident.
  • Requirement 3: Replace the existing cartridge with an alternative, "low sensitivity" cartridge identified as P/N Y1265-2-1 in the main text.
  • Requirement 4 (Bell 206 and Agusta Bell 206B series): ensure cable cut circuit shielding is correctly connected per Bell ASB 206-81-15 Rev A; ensure the hoist is electrically grounded per Bell ASB 206-81-15 Rev A; ensure earth wire on the cable cut switch introduced by AD/BELL 206/87 has been disconnected or removed; replace existing cable cut SPDT switch with DPDT switch in accordance with Bell ASB 206-87-36. Note: Agusta ASB 206-180 is also referred to.
  • Requirement 5 (Bell 206L-1 and L-3): ensure cable cut shielding connection per Bell Helicopter Australia Drawing No 206-899-863B1; ensure hoist electrically grounded per Bell ASB 206L-81-25; replace SPDT switch with DPDT in accordance with Bell ASB 206L-87-46.
  • Requirement 6 (Bell 222): ensure hoist electrically grounded per Bell ASB 222-81-9; remove earth wire from the cable cut switch; replace SPDT cable cut switch with DPDT switch per Bell ASB 222-86-38.
  • Requirement 7 (Hughes helicopters): inspect cable cut circuit shielding to ensure it is connected as per Hughes basic handbook of maintenance Group 10; ensure hoist assembly is electrically bonded in accordance with AD/SUPP/16. For all other helicopter types: ensure shielding is correctly connected and hoist electrically bonded in accordance with AD/SUPP/16.

• Verification duty (Requirement 9 as expressed in the Compliance paragraph): Verify the integrity of the hoist cable cut circuitry by a prescribed test sequence that includes:

  • Removing the positive and negative wires from the cable cut cartridge and inserting the ICI 1.8 metre Electric Fuse in their place, with cautions to avoid contact with the aircraft structure.
  • Resetting hoist control and cable cut circuit breakers and, with the engine running and all normal operational equipment selected and using full rated hoist load, ensuring correct operation of UP and DOWN limit switches; inching the hoist 10-12 times in both directions; operating all radios and keying transmitters in all likely combinations and operating optional/non-essential equipment in all likely combinations. The ICI Electric Fuse must NOT fire during this phase.
  • Operating the cable cut switch and checking that the ICI Electric Fuse fires with the expected "sharp crack", then returning the switch to OFF.
  • Shutting down the engine and reconnecting the original cartridge positive and negative wires, disconnecting the ICI Fuse leads.

• Recurrence duty: Repeat the verification test before any reactivation following modifications affecting the cable cutter system or after any electrical modification to the hoist system, as specified in the Compliance paragraph.

Documented references for how duties are to be executed:

• Duties to "ensure" are tied to compliance with specific manufacturer service bulletins, drawings, handbooks and prior ADs, thus requiring maintainers to apply those documents as procedural sources.

Operational limitations and sequencing:

• Requirements 2-8 must be carried out with all electrical power removed.
• The verification test (Requirement 9) must be performed live and involves engine running and live radio transmissions.
• Safety cautions (e.g., avoiding flammable vapours, maintaining distance from fuse) are specified steps in the verification procedure.

No explicit legal right to delay or exemption is included in the text. The Directive does not set out an appeal or variance mechanism in its text. The rights of operators to use hoists are contingent on compliance: the hoist may not be reactivated for use until the required works and verification are completed. The text does not specify compensation or funding for compliance.

Documentation duties implied by the Directive include marking polarity, installing specified parts, replacing switches and recording tests and reconnections. The Directive specifies where to obtain ICI Electric Fuses but does not require any log-keeping formalities in its text; operators will need to record compliance to demonstrate that the hoist can be reactivated.

The Directive also contains a duty to follow detailed instructions in manufacturer service bulletins and drawings. Where the Directive says "Ensure ... in accordance with Bell ASB 206-81-15 Rev A" or similar, the duty is to apply the content of those documents; those documents are therefore part of the compliance chain.

The Directive itself sets out mandatory actions and compliance timings but does not specify penalties, civil sanctions, or criminal offences within its text. Enforcement mechanisms are not detailed in this instrument. The only enforcement-related elements present in the document are procedural: the hoist must be deactivated and may not be reactivated until the specified requirements are completed, and the Department issued the Directive following investigation with manufacturers. The Directive therefore relies on regulatory compulsion inherent in the Department's issuance and on aviation safety norms that typically require compliance with airworthiness directives.

Practical enforcement consequences implied by the document:

• Operational prohibition pending compliance: The Directive specifies that a Breeze BL 16600 series hoist "can be reactivated for use" only after completion of Requirements 2-8 and the verification test (Requirement 9), implying an operational prohibition on use while non-compliant. For Requirement 1, the compliance timetable is explicit: the hoist had to be deactivated before further flight after 6 March 1992. Those timing demands function as immediate enforcement levers by making continued operation impermissible.

• Dependence on manufacturer service material: Many of the requirements direct compliance "in accordance with" named ASBs, drawings, or handbooks. Enforcing compliance will therefore involve verifying that the specified service documents were followed. Regulators or inspectors would check that the specified ASB revisions and drawings were relied upon for the work.

• Re-testing after modification: The Directive requires re-verification after any modification that may affect cable cutter integrity or after electrical modifications to the hoist. This imposes an ongoing supervisory function: compliance is not a one-off task but recurs when certain modifications are made.

What the Directive does not do:

• It does not set out fines, penalty points, licence suspensions, or criminal sanctions in its own text.
• It does not describe inspection regimes, reporting obligations, or a process for granting deviations or extensions.
• It does not identify an appeals process or a process to obtain an exemption or alternative means of compliance.

Because the Directive references prior ADs and manufacturer ASBs and because it was issued "by the Department", the practical enforcement context will typically be the regulatory framework that gives such directives legal force. That legal framework and any associated penalty provisions are not included in this text, so readers should not assume particular penal measures from this instrument alone.

The Directive cross-references, integrates and supersedes content from other aviation safety instruments and manufacturer service documents. Interactions in the text are procedural and technical rather than statutory in the document.

Direct cross-references in the Directive:

• Manufacturer Airworthiness/Service Bulletins: The Directive integrates compliance with multiple Bell ASBs (for example Bell ASB 206-81-15 Rev A; Bell ASB 206-87-36; Bell ASB 206L-81-25; Bell ASB 206L-87-46; Bell ASB 222-81-9; Bell ASB 222-86-38) and Agusta ASB 206-180. For certain actions the Directive requires the work to be "in accordance with" the specified ASB revision. Compliance therefore depends on executing the procedures described in those documents.

• Drawings and handbooks: For Bell 206L variants, the Directive references Bell Helicopter Australia Drawing No 206-899-863B1. For Hughes helicopters, the Directive references the "Hughes basic handbook of maintenance Group 10." These documents are incorporated functionally into the AD's requirements.

• Previous Airworthiness Directives: The Directive directs removal/disconnection of an earth wire introduced by AD/BELL 206/87, and requires bonding per AD/SUPP/16. Thus AD/SUPP/3 Amdt 2 interacts with earlier ADs and with AD/SUPP/16 for bonding requirements. The text instructs specific corrective action relative to work obligated by earlier ADs.

Operational legal interaction:

• The Directive imposes actions that will typically be enforced under the regulator's statutory airworthiness powers. The instrument does not itself set out the underlying statutory authority, nor does it list specific criminal or civil penalties in its body. It does, however, reference enforceable obligations by stating timing and required steps.

• The Directive requires maintainers to follow and apply manufacturer service bulletins and drawings. Where those documents specify procedures that interact with other regulatory requirements (for example maintenance release, logbook entries, certification of work), operators must reconcile both sets of obligations. The Directive does not itself address maintenance release signatures, logbooks or certification, but because it prescribes physical modifications and live testing, those activities will interact with the routine maintenance certification obligations in aviation practice.

• Safety-critical testing involving explosive fuses: The Directive requires use of an ICI Electric Fuse, warns about flammable vapours and person proximity, and instructs caution about fuse leads contacting structure. That live testing will interact with workplace health and safety obligations and ordnance/flammable materials handling regulations where relevant. The Directive notes where ICI fuses are available but does not set out storage, transport, licensing or disposal regimes. Those matters are outside the text and will need to be handled under other applicable laws or regulations governing explosives and occupational safety.

What is absent in the instrument:

• No reference to appeals or variation mechanisms for the Directive itself.
• No cross-reference to specific statutory penalty provisions or the administrative process for enforcement.
• No instructions on how compliance is to be recorded for audit or inspection, nor how the Directive interacts with continuing airworthiness records.

In sum, the AD functions as a technical mandate that imports procedural detail from manufacturer documents and earlier ADs, and it requires activities that will necessarily intersect with maintenance certification, explosives handling and workplace safety law. The Directive does not state those other legal requirements; it relies on the reader to apply the relevant statutory frameworks where necessary.

The document is titled AD/SUPP/3 Amdt 2 , Breeze Hoists, indicating it is Amendment 2 to AD/SUPP/3. The instrument contains an explicit amendment summary explaining the reason for, and the content of, the amendment. The Amendment 2 was issued following further investigation by Breeze, Bell and the Department. The stated aims in the summary are twofold: first, to ensure that all Breeze BL 16600 series hoists fitted to aircraft are disabled and not used unless both the hoist and the aircraft comply with all applicable Requirements of the Directive; and second, to consolidate existing requirements and introduce additional safety measures considered necessary to maximise the operational safety of the cable cut circuitry and thereby restore user confidence.

The summary lists the safety measures introduced or consolidated by Amendment 2: (i) Ensure the cable cut circuit shielding is correctly connected. (ii) Ensure the component parts of the hoist are correctly bonded and the hoist is correctly bonded to the aircraft. (iii) Introduce mandatory fitment of an alternative cable cut cartridge P/N Y1262-2-1 (text says "P/N Y1262-2-1") which allegedly has a minimum "NO FIRE" current twice that of the present cartridge, increasing safety. (iv) Replace existing single pole double throw cable cut switches fitted to some aircraft with double pole double throw switches, a change which has been shown under actual Bell Test Conditions to provide a "significant increase" in EMI tolerance and safety. (v) Amendment of the existing ICI Electric Fuse "no fire" test to require testing under simulated operating conditions using all likely radio equipment combinations, reasoning that the ICI fuse is approximately six times more sensitive than the Y1265-2-1 explosive squib and thus provides a basis for demonstrating EMI tolerance under actual operating conditions.

What the instrument explicitly records about its own changes:

• It consolidates prior requirements and adds model-specific instructions.
• It changes hardware in the field (cartridge and switch replacement).
• It changes testing requirements (expanded live EMI testing with specified combinations of radio and optional equipment).

Notable internal inconsistency in amendment text:

• The Directive's Requirements list the alternative cartridge as P/N Y1265-2-1 (Requirement 3). The summary paragraph later refers to mandatory fitment of P/N Y1262-2-1 and compares the "NO FIRE" current to the present cartridge. The Directive therefore contains two different part numbers in different places. The document does not resolve that discrepancy within its text, but both references are present.

Other elements of the document that describe amendment context:

• The compliance deadlines are explicit for the different requirements: Requirement 1 before further flight after 6 March 1992; Requirements 2-8 before a Breeze BL 16600 hoist can be reactivated; and the verification test (Requirement 9) before reactivation and after modifications.

• The Directive references prior ADs: AD/BELL 206/87 is mentioned as the source of an earth wire to be disconnected or removed on certain Bell 206 models, and AD/SUPP/16 is referenced for bonding requirements across types.

No formal amendment history log, dates of previous amendments, or redline comparisons are included in this instrument beyond the statement that this is Amendment 2 and the 6 March 1992 compliance date for Requirement 1. The document does not append or reproduce the full text of earlier ADs or ABAs, nor does it give effective dates for each requirement other than those stated.

The Directive does not include or reference any litigation, court decisions or tribunal determinations. The text mentions investigations carried out by Breeze, Bell and the Department, and mentions prior Airworthiness Directives and manufacturer service bulletins, but contains no reference to any judicial or administrative adjudication, challenge, appeal or litigation arising from this AD or Amendment 2.

Hence, based solely on the text of this Directive:

• There is no litigation history recorded in the instrument.
• No case names, judgments, or precedents are cited.
• The document frames the steps as the outcome of manufacturer and departmental investigation rather than legal dispute.

If readers require litigation history or precedent concerning this specific Directive, or disputes arising from its enforcement or interpretation, that information is not present in this instrument and would need to be sought elsewhere. The Directive's absence of litigation references means that the text itself does not record contested legal interpretation or enforcement outcomes.

The Directive contains several technical and procedural pitfalls that maintenance organisations and operators must note precisely because they are potential sources of non-compliance, unsafe implementation, or operational disruption.

1. Part-number inconsistency: The Requirements state replacement with cartridge P/N Y1265-2-1 (Requirement 3). The Amendment summary later describes mandatory fitment of alternative cartridge P/N Y1262-2-1 and asserts that the alternative has a "NO FIRE" current twice that of the present cartridge. The Directive does not reconcile these two references within the body. That inconsistency can lead to procurement errors, incorrect installations and disputes about which part satisfies the AD. Maintenance organisations should not assume either part without clarifying which P/N is the current accepted replacement as required by the Directive and manufacturer guidance.

2. Sequencing and power state requirements: Requirements 2-8 must be carried out with all electrical power removed from the aircraft, while the verification test requires engine running and live operations. Incorrect sequencing or attempting the non-powered tasks under live power would breach the Directive and create safety risk. Maintain clear work orders and lockout-tagout procedures to ensure the non-powered work is done in the required state.

3. Live testing hazards: The verification test requires that the ICI Electric Fuse be placed in circuit and the engine be run with full rated hoist load while multiple radios and transmitters are keyed in combinations. The Directive cautions that the ICI fuse must not fire during EMI testing and that the fuse will "explode with a 'sharp crack'" when the cable cut switch operates. Specific cautions: do not allow fuse connections to contact each other or any part of aircraft structure; ensure no flammable vapours are present; no person within 1 metre of the fuse during testing. Maintenance teams must apply explosives handling safety and have appropriate documentation and risk assessments. This is not a routine electrical test.

4. ICI fuse sensitivity and test interpretation: The Directive states that the ICI Electric Fuse is "approximately 6 times more sensitive than the Y1265-2-1 explosive squib." The test relies on the higher sensitivity of the ICI fuse to provide a margin. Operators must interpret a "no fire" outcome during EMI testing as acceptance, and ensure the ICI fuse does fire on deliberate activation of the cable cut switch. Misinterpreting fuse behaviour risks reinstating a hoist with insufficient immunity or over-relying on the cartridge's robustness without proper test demonstration.

5. Aircraft-specific switch/earth-wire instructions: For Bell 206 series and Bell 222, the Directive requires either disconnection/removal of an earth wire introduced by prior ADs or removal of an earth wire on the cable cut switch. Incorrectly removing or failing to remove earth wires may create unintended circuit conditions. The Directive also requires replacing SPDT switches with DPDT switches on a number of types. Those switch replacements change circuit topology and require correct wiring and polarity marking per Requirement 2.

6. Bonding and shielding references: The Directive repeatedly demands compliance "in accordance with" specified ASBs, drawings and AD/SUPP/16 for bonding and shielding. Failure to use the correct ASB revision (the Directive quotes specific revision numbers in some instances) or to follow drawing details precisely can create non-compliance. The Directive does not reproduce those ASBs or drawings, so safe compliance requires access to and faithful execution of the referenced documents.

7. Operational downtime and test logistics: The verification test requires full rated hoist load and operation of multiple radios and equipment in all likely combinations while the engine runs. Organising that test requires ground and flight crew, equipment functioning, safe loading arrangements to apply full hoist load, and access to ICI fuses. The directive states ICI fuses are available at ICI Explosives Sales Offices in capital cities, which suggests procurement logistics for regional operators may be non-trivial.

8. Recurrent obligations: The verification must be repeated after any modification that may affect the cable cutter system and after any electrical modification to the hoist system. Failure to re-test after such changes would leave the operator non-compliant. Tracking modification triggers is therefore essential.

9. Safety of fuse lead connections: The Directive cautions that the fuse connections must not contact each other or any part of the aircraft structure. That means the fuse must be isolated mechanically and electrically while installed, which has implications for the rigging and temporary connectors used during testing.

10. No penalties or formal record process stated: The Directive does not specify how compliance is to be recorded or proved. While it prescribes what to do, it leaves implementation details such as documentation, logging, or certification to the maintenance organisation and the broader regulatory framework. That lacuna creates a potential compliance "gotcha" where the work is done but cannot be demonstrated to an inspector without appropriate records or signatures.

Those pitfalls are derived directly from the instrument's text and cautions. Addressing them requires tight project planning, access to the specified ASBs and drawings, correct part procurement (and resolution of the part-number inconsistency), and rigorous safety procedures for explosive testing.

Below is a practical, source-grounded compliance checklist derived directly from the Directive text. The sequence respects the Directive's explicit power-state requirements and compliance deadlines. Operators should ensure all actions are performed by qualified personnel using the specified ASBs, drawings and handbooks.

1. Immediate deactivation (Requirement 1)

   • Before further flight after 6 March 1992, deactivate the hoist by pulling and locking the hoist control and cable cut circuit breakers so that inadvertent reset is not possible. Document the date, who locked the breakers, and how the breakers are secured.

2. Plan access to reference materials

   • Obtain and have on hand the identified service documents and drawings cited in the Directive:
     • Bell ASB 206-81-15 Rev A; Bell ASB 206-87-36; Agusta ASB 206-180 (where applicable).
     • Bell Helicopter Australia Drawing No 206-899-863B1 for Bell 206L aircraft.
     • Bell ASB 206L-81-25 and Bell ASB 206L-87-46 (for Bell 206L-1 and L-3).
     • Bell ASB 222-81-9 and Bell ASB 222-86-38 (for Bell 222).
     • Hughes basic handbook of maintenance Group 10 (for Hughes).
     • AD/SUPP/16 (for bonding).
   • Ensure maintenance staff are fluent with those documents and have any necessary tools and consumables.

3. Execute non-powered tasks (Requirements 2-8) with all electrical power removed

   • Lockout-tagout: Remove all electrical power from the aircraft for Requirements 2-8 as the Directive mandates.
   • Requirement 2: Clearly identify and mark the polarity (+Ve and -Ve) of the terminals and cables on the existing cable cut cartridge to make correct reconnection self evident. Record the marking.
   • Requirement 3: Replace the existing cartridge with the alternative low sensitivity cartridge specified by the instrument. The body of the Directive lists P/N Y1265-2-1 as the replacement; the Amendment summary elsewhere refers to P/N Y1262-2-1 and claims a higher "NO FIRE" current. Before purchase and fitment, resolve which P/N is the active replacement by consulting the manufacturer or the Department, and record the confirmed P/N installed. Note the Directive's text contains both references.
   • Aircraft-type specific actions:
     • Bell 206A/B/B1/B111 and Agusta Bell 206B (Requirement 4):
       • Ensure cable cut circuit shielding is correctly connected per Bell ASB 206-81-15 Rev A.
       • Ensure hoist is electrically grounded per Bell ASB 206-81-15 Rev A.
       • Ensure the earth wire on the cable cut switch introduced by AD/BELL 206/87 has been disconnected or removed.
       • Replace the existing SPDT cable cut switch with a DPDT switch per Bell ASB 206-87-36.
       • Note Agusta ASB 206-180 also refers for Agusta-configured aircraft.
     • Bell 206L-1 and L-3 (Requirement 5):
       • Ensure cable cut circuit shielding connection per Bell Helicopter Australia Drawing No 206-899-863B1 and rectify where necessary.
       • Ensure the hoist is electrically grounded per Bell ASB 206L-81-25.
       • Replace SPDT cable cut switch with DPDT per Bell ASB 206L-87-46.
     • Bell 222 (Requirement 6):
       • Ensure hoist is electrically grounded per Bell ASB 222-81-9.
       • Remove the earth wire from the cable cut switch.
       • Replace SPDT cable cut switch with DPDT per Bell ASB 222-86-38.
     • Hughes Helicopters (Requirement 7):
       • Inspect cable cut circuit shielding and ensure it is connected as per Hughes basic handbook of maintenance Group 10.
       • Ensure hoist assembly is electrically bonded in accordance with AD/SUPP/16.
     • All other helicopter types:
       • Ensure cable cut circuit shielding is correctly connected.
       • Ensure hoist is electrically bonded in accordance with AD/SUPP/16.
   • For any switch replacements or wiring changes, verify wiring diagrams against the referenced ASBs and drawings. Ensure polarity markings from Requirement 2 are used during reconnection.

4. Prepare for verification test (Requirement 9 in Compliance section)

   • Obtain an ICI 1.8 metre Electric Fuse (also known as "Match Head" fuse). The Directive notes availability at ICI Explosives Sales Offices in capital cities. Ensure proper handling, storage, transport and any required local explosives licences or permits are in place. Conduct a risk assessment for explosive testing.
   • Prepare the test area: ensure no flammable vapours are present, arrange that no person is within 1 metre of the fuse during testing, and isolate the test area from non-essential personnel.
   • Ensure the aircraft's radios and optional, non-essential equipment are available and can be operated in combinations as required.

5. Carry out the verification test (testing steps a-d)

   • With the aircraft powered down initially, remove the positive (+Ve) wire from the cable cut cartridge and connect it to one lead of the ICI 1.8 metre Electric Fuse; remove the negative (-Ve) wire and connect it to the remaining fuse lead. The ICI fuse is now in circuit and the cartridge is disconnected. CAUTION: Do not allow the fuse connections to contact each other or any part of the aircraft structure.
   • Reset the hoist control and cable cut circuit breakers.
   • With the aircraft engine running, all normal operational equipment selected, and using full rated hoist load:
     • Ensure correct operation of the UP and DOWN limit switches.
     • Inch the hoist several times (10-12 times) in both directions.
     • Operate all radios and key all transmitters in the aircraft both in isolation and in combinations; operate all optional and non-essential equipment in all likely combinations.
     • The ICI Electric Fuse MUST NOT fire during the above EMI/operational tests.
   • Operate the cable cut switch and check that the ICI Electric Fuse has fired. The fuse should explode with a "sharp crack" similar to the igniting of a large match. Ensure the cable cut switch is returned to the OFF position.
   • Shut down the engine. Disconnect the ICI Electric Fuse leads, and reconnect the positive (+Ve) and negative (-Ve) wires to the cable cutter cartridge as previously marked.
   • Document test conditions, personnel present, results (including that the fuse did not fire during EMI tests and did fire on deliberate switch operation), and any corrective work if the test failed.

6. Re-activation and recurrence

   • Do not reactivate the Breeze BL 16600 series hoist for use until Requirements 2-8 are complete and the verification test (Requirement 9) has been successfully conducted.
   • Repeat the verification test before any reactivation after a modification to the aircraft that may affect the integrity of the cable cutter system, and after any electrical modification to the hoist system, as required by the Compliance paragraph.

7. Safety and procedural controls

   • Implement lockout-tagout and ensure that the hoist is not inadvertently used during non-powered work.
   • Maintain a safety plan for explosive testing and ensure no flammable vapours are present during fuse use; enforce the 1 metre exclusion zone around the fuse.
   • Ensure that the fuse connections do not touch each other or the aircraft structure.

8. Record-keeping and traceability

   • Although the Directive does not specify record formats, maintain:
     • Work orders and sign-offs showing that Requirement 1 was implemented.
     • Part numbers and serial numbers of replaced cartridges and switches.
     • Marked polarity evidence (photographs, tags).
     • References to the exact ASB revisions and drawings used.
     • The verification test report: date, personnel, ambient conditions, radios and equipment used, hoist load applied, number of inching operations, whether the ICI fuse fired or not during EMI testing, and confirmation that the ICI fuse fired when the cable cut switch was operated.
     • Records of any recurrence testing triggered by modifications.

9. Resolve part-number discrepancy before procurement

   • Because the Directive body and summary list different P/Ns (Y1265-2-1 and Y1262-2-1), confirm the correct replacement cartridge with the manufacturer or the Department prior to procurement and installation. Document the confirmation.

10. Maintain awareness of prior ADs and related requirements

• Ensure any changes required by earlier ADs that are referenced (for example AD/BELL 206/87 and AD/SUPP/16) have been considered and reconciled with the current work, particularly where the Directive requires removal of previously introduced earth wires.

Following this stepwise, source-grounded plan will place an operator in compliance with the Directive as written. The Directive leaves administrative and inspection procedures to the broader regulatory and maintenance framework; therefore, conservatively maintaining records and documenting each step is essential to demonstrate compliance.