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EASA AIRWORTHINESS DIRECTIVE 

AD No.: 2012-0170R2 

Date: 20 June 2014 

Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with 

Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of 

the European third countries that participate in the activities of EASA under Article 66 of that 

Regulation.

This AD is issued in accordance with EU 748/2012, Part 21.A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the 

continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate 

an aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency 

[EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption]. 

Design Approval Holder’s Name: 

AIRBUS HELICOPTERS 

Type/Model designation(s): 

SA 365, AS 365, SA 366 and EC 155 helicopters 

TCDS Number: EASA.R.105 

Foreign AD: Not applicable 

Revision: This AD revises EASA AD 2012-0170R1, dated 18 October 2013. 

ATA 05 

ATA 65 

Time Limits and Maintenance Checks – Tail Rotor Gearbox (TGB) 

Oil Level and Magnetic Chip Detector – Inspection 

Tail Rotor – Pitch Control Rod Bearing – Inspection / Replacement 

Manufacturer(s): Airbus Helicopters (formerly Eurocopter, Eurocopter France, Aerospatiale). 

Applicability: SA 365 N1, AS 365 N2, AS 365 N3, SA 366 G1, EC 155 B and EC 155 B1 

helicopters, all serial numbers, except those modified in accordance with 

Eurocopter (EC) modification (mod) 07 65B63. 

Reason: In early 2006, a report was received concerning the loss of the tail rotor pitch 

control on a helicopter during a landing phase. Investigation showed that this 

loss of pitch control was due to significant damage to the bearing of the control 

rod in the tail gearbox (TGB). The loss of tail rotor pitch control can lead to the 

loss of yaw control of the helicopter. 

In February 2006, EASA issued Emergency AD 2006-0051-E to address this 

unsafe condition, which was subsequently superseded by Emergency AD 

2006-0258R1-E dated 29 August 2006. That AD required the affected 

operators to maintain the TGB oil level at the maximum and to check the axial 

play in the tail rotor pitch control rod bearing, each time metallic particles were 

detected at the TGB magnetic plug. 

Since the issuance of AD 2006-0258 R1-E, another AS 365 N3 helicopter 

experienced loss of yaw control due to deterioration of the control rod bearing, 

with a damage mode similar to the previous case. Following the investigation 

on this event, Eurocopter (EC) determined that a repetitive check for absence 

of axial play in the pitch control rod bearing is necessary to ensure safety of 

flight and a new procedure has been developed and published in revised Alert 
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Service Bulletins (ASB) AS 365 No. 05.00.54, SA 366 No. 05.37 and EC 155 

No. 05A015, respectively. In addition, for 365 N helicopters only, the interval 

for checking the TGB oil level has been revised from “after the last flight of the 

day” (ALF check) to 10 Flight Hours (FH). 

For the reasons described above, Emergency AD 2008-0147-E, which 

superseded Emergency AD 2006-0258 R1-E, required the implementation of 

the additional and revised inspection and corrective actions as described in the 

above-mentioned service bulletins. 

Following two new cases of loss of yaw control efficiency during the landing 

phase, both of which did not result in loss of control of the aircraft, EC modified 

the procedure for checking play in the control rod bearing. 

The maintenance history of these TGBs showed that, in spite of compliance 

with the instructions contained in ASB AS 365 No. 05.00.54 at Revision 1 or 

Revision 2; SA 366 No. 05.37 at Revision 1 or Revision 2; EC 155 No. 05A015 

at Revision 1 or Revision 2, no play had been detected before the incident. 

EASA AD 2009-0247 which retained the requirements of EASA AD 2008-0147-

E, was superseded, and additionally required accomplishment of the new 

procedure to control wear of the rod double bearing, in accordance with the 

instructions of paragraph 2.B.3 of the applicable ASB at Revision 3. 

Since the issuance of EASA AD 2009-0247, a further case of major damage to 

the control rod double bearing has been discovered after the detection of 

particles by an operator of a helicopter fitted with a TGB electrical chip 

detector. The analysis of this incident led EC to introduce flight cycle (FC) 

intervals in addition to the flight hour monitoring intervals for helicopters fitted 

with the basic magnetic plug, i.e. without electrical indicating through the 

Revision 4 of ASB AS 365 No. 05.00.54, ASB SA 366 No. 05.37 and ASB EC 

155 No. 05A015. 

Furthermore, during cleaning of the damaged TGB control shaft/rod 

assemblies, magnetic particles, which were not from the double bearing, were 

found by some operators. This led to the replacement of double bearings 

although they were in good condition. Therefore, Revision 4 of ASB AS 365 

No. 05.00.54, ASB SA 366 No. 05.37 and ASB EC 155 No. 05A015 integrates 

also a metallurgical analysis of the particles collected during cleaning in order 

to inspect whether they originate from the double bearing, so as to be able to 

maintain the bearing in service according to the analysis result. 

In parallel to the issuance of Revision 4 of ASB AS 365 No. 05.00.54, ASB SA 

366 No. 05.37 and ASB EC 155 No. 05A015, EC developed a method to allow 

inspection of the axial play in the rod bearings. This inspection is the subject of 

the new ASB AS365 05.00.61, ASB SA 366 No. 05.41 and ASB EC155 No. 

05A022. These ASB, which also retain the instructions of Revision 4 of ASB 

AS 365 No. 05.00.54, ASB SA 366 No. 05.37 and ASB EC 155 No. 05A015, 

additionally instruct to embody Modification (MOD) 0765B58 which consists in 

the replacement of both guide bushes by 2 TORLON guide bushes. This 

modification improves the tolerance between the control shaft and the TGB 

wheel in order to limit the friction loads on the control bearing. 

Subsequently, EASA issued AD 2011-0105 which superseded, and partially 

retained the requirements of EASA AD 2009-0247, and additionally required: 

- the introduction of an interval of 50 FC (in addition to the existing interval of 

25 FH, whichever occurs first) for the repetitive inspections of the magnetic 

plug for helicopters fitted with magnetic plug without electrical indicating, 

- the analysis of the particles collected (in the rinsing product used to clean the 

control shaft/rod assembly) to check for the presence of M50 particles before 

the replacement of the double bearing, 

- the embodiment of MOD 0765B58, and 

- the accomplishment of the simplified procedure to control the play of the rod 
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double bearing after embodiment of MOD 0765B58. 

Since the issuance of EASA AD 2011-0105, some operators commented that 

the repetitive inspection of the rod double bearing play, by using the simplified 

procedure, was not clearly required by EASA AD 2011-0105 for helicopters 

that have embodied in-service the MOD 0765B58 before the effective date of 

EASA AD 2011-0105. 

EASA concurred with the comments and issued AD 2011-0117, superseding 

EASA AD 2011-0105, retaining its requirements, clarifying that the repetitive 

inspection of the rod double bearing play by using the simplified procedure is 

required by the AD for helicopters that have embodied in-service the MOD 

0765B58 before the effective date of EASA AD 2011-0105 and makes 

paragraph (1) of the AD also applicable to EC 155 B helicopters. 

Since AD 2011-0117 was issued, EC discovered that the instructions to 

measure the play in the bearing of the TGB control shaft/rod assembly were 

incorrect for helicopters equipped with an 11-blade fenestron, because the 

Flight Manual of those helicopters prohibits operation of the yaw control with 

rotor stopped. Consequently, EC has revised the ASB instructions, including 

those for helicopters with the 10-blade fenestron. This modification of the 

procedure does not affect any measurements previously carried out, or the 

results obtained. In addition, it has been discovered that EC 155 ASB 05A015 

and paragraph (9) of EASA AD 2011-0117 (and all the previous superseded 

ADs) were requiring, for TGBs equipped with electrical chip detector, a onetime inspection at the next scheduled check of the magnetic plug instead of 

requiring repetitive inspections at each scheduled check. This has been 

corrected in EC 155 ASB 05A015 at Revision 5. 

Subsequently, EASA issued AD 2011-0145 which superseded AD 2011-0117, 

retaining most of its requirements, required repetitive inspections of the 

magnetic plug for TGBs equipped with electrical chip detector and required the 

play measurement of the TGB control rod/shaft assembly double bearing to be 

accomplished in accordance with the type of fenestron installed, making 

reference to the revised ASBs, ASB AS365 05.00.61, ASB SA 366 No. 05.41 

and ASB EC155 No. 05A022. 

Since the issuance of EASA AD 2011-0145, new occurrences have been 

reported. Following the investigation of these events, It has been determined 

that the procedure for play measurement of the TGB control shaft/rod 

assembly bearings should be improved and the interval between play 

measurements reduced from 110 to 55 FH. Consequently, EC has revised the 

ASB instructions. 

Prompted by these findings, EASA issued AD 2012-0170, which superseded 

AD 2011-0145, retaining its requirements, reducing the time between each 

inspection from 110 FH to 55 FH and requiring play measurements in 

accordance with the instructions of paragraphs 3.B.4 of the applicable SB at 

Revision 2 or subsequent. 

After that AD was issued, Eurocopter issued ASB AS365 No. 05.00.61 and 

ASB EC155 No. 05A022, both at Revision 3, to recognise that helicopters 

which have TGB part number (P/N) 365A33-6005-09 installed (mod 07 65B63) 

were not affected by degradation of TGB control rod bearing. 

To reflect that development, EASA issued AD 2012-0170R1 to exclude 

helicopters modified in accordance with EC mod 07 65B63. 

Since that AD was issued, an additional analysis confirmed the possibility to 

extend the inspection interval of the control shaft/rod assembly bearing for 

helicopters equipped with post MOD 0765B57 bearing.

For the reasons described above this, AD is revised to introduce the extended 

inspection interval.

Effective Date: Revision 2: 20 June 2014 
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Revision 1: 18 October 2013 

Original issue: 14 September 2012 

Required Action(s) 

and Compliance 

Time(s): 

Required as indicated, unless accomplished previously: 

For the purpose of this AD, Eurocopter service publications (SP) are defined as 

specified in Table 1 of this AD: 

Table 1 – Alert Service Bulletins (ASB) and Service Bulletins (SB) 

SP No. revision level as indicated in each paragraph of this AD 

#1 AS365 ASB No. 05.00.54 

#2 SA366 ASB No. 05.37 

#3 EC155 ASB No. 05A015 

#4 AS365 ASB No. 05.00.61 

#5 SA366 ASB No. 05.41 

#6 EC155 ASB No. 05A022 

#7 AS365 SB No. 65.00.17 

#8 SA366 SB No. 65.04 

#9 EC155 SB No. 65-006 

(1) For SA 365 N1, AS 365 N2 and AS 365 N3 helicopters: Within 10 FH 

after 05 August 2008 (effective date of EASA AD 2008-0147-E), and 

thereafter at intervals not to exceed 10 FH, inspect the oil level in 

accordance with the instructions of paragraph 2.B.1 of SP#1 Revision 1, 

2, 3 or 4, or in accordance with the instructions of paragraph 3.B.1 of 

SP#4 and, depending on findings, accomplish the applicable corrective 

actions as defined in SP#1 or SP#4, as applicable. 

 For SA 366 G1 helicopters: After 05 August 2008 (the effective date of 

EASA AD 2008-0147-E), during each ALF check and during each flightrelated check (15 FH or 7 days, whichever occurs first), inspect the oil 

level in accordance with the instructions of paragraph 2.B.1 of SP#2 

Revision 1, 2, 3 or 4, or in accordance with the instructions of paragraph 

3.B.1 of SP#5 and, depending on findings, accomplish the applicable 

corrective actions as defined in SP#2 or SP#5, as applicable. 

 For EC 155 B and EC 155 B1 helicopters: After 05 August 2008 (the 

effective date of EASA AD 2008-0147-E), during each ALF check and 

during each flight-related check (15 FH or 7 days, whichever occurs 

first), inspect the oil level in accordance with the instructions of 

paragraph 2.B.1 of SP#3 Revision 1, 2, 3, 4 or 5, or in accordance with 

the instructions of paragraph 3.B.1 of SP#6 and, depending on findings, 

accomplish the applicable corrective actions as defined in SP#3 or 

SP#6, as applicable. 

(2) For helicopters which, on 14 June 2011 (the effective date of EASA AD 

2011-0105), do not embody in-production MOD 0765B58 or MOD 

0765B56 (which includes MOD 0765B58) or which embody MOD 

0765B58 through the in-service accomplishment of SP#7, SP#8 or SP#9 

as applicable to the helicopter version and having accumulated less than 

60 FH after the last inspection for play in the double bearing of the TGB 

control rod/shaft assembly, as required by paragraph (2) of EASA AD 

2008-0147-E, as applicable, and for all other helicopters which have not 

complied with paragraph (2) of EASA AD 2008-0147-E:

 Within 50 FH after 27 November 2009 (the effective date of EASA AD 

2009-0247), and thereafter at intervals not to exceed 110 FH, inspect for 
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play in the double bearing of the TGB control rod/shaft assembly, in 

accordance with the instructions of paragraph 2.B.3 of SP#1 Revision 3 

or 4, SP#2 Revision 3 or 4, or SP#3 Revision 3, 4 or 5, as applicable to 

the helicopter version. 

(3) For helicopters which, on 14 June 2011 (the effective date of EASA AD 

2011-0105), do not embody in-production MOD 0765B58 or MOD 

0765B56 (which includes MOD 0765B58) or which embody MOD 

0765B58 through the in-service accomplishment of SP#7, SP#8 or 

SP#9, as applicable to the helicopter version, and having accumulated 

more than 60 FH after the last inspection for play in the double bearing 

of the TGB control rod/shaft assembly, as previously required by 

paragraph (2) of EASA AD 2008-0147-E: 

 Within 110 FH after accomplishment of the last check as previously 

required by paragraph (3) of EASA AD 2009-0247, and thereafter at 

intervals not to exceed 110 FH, inspect for play in the double bearing of 

the TGB control rod/shaft assembly in accordance with the instructions 

of paragraph 2.B.3 of SP#1 Revision 3 or 4, SP#2 Revision 3 or 4, or 

SP#3 Revision 3, 4 or 5, as applicable to the helicopter version. 

(4) If, during any inspection required by paragraph (2) or (3) of this AD, play 

is detected in the double bearing of the TGB control rod/shaft assembly, 

before next flight, replace the double bearing and, within 10 days after 

the inspection, report the inspection results to EC, in accordance with the 

instructions of paragraph 2.B.3 of SP#1 Revision 3 or 2.B.3.b of SP#1 

Revision 4, or 2.B.3 of SP#2 Revision 3 or 2.B.3.b of SP#2 Revision 4, 

or 2.B.3 of SP#3 Revision 3 or 2.B.3.b of SP#3 Revision 4 or 5, as 

applicable to the helicopter version. 

(5) If, during any inspection required by paragraph (2) or (3) of this AD, NO 

play is detected in the double bearing of the TGB control rod/shaft 

assembly, before next flight, clean the control shaft/rod assembly, collect 

the rinsing product and inspect for the presence of particles and/or of 

magnetic abrasion in the rinsing product, in accordance with the 

instructions of paragraph 2.B.3 of SP#1 Revision 3 or 2.B.3.a of SP#1 

Revision 4, or of paragraph 2.B.3 of SP#2 Revision 3 or 2.B.3.a of SP#2 

Revision 4, or paragraph 2.B.3 of SP#3 Revision 3 or 2.B.3.a of SP#3 

Revision 4 or 5. 

(6) If, during the inspection required by paragraph (5) of this AD, particles 

and/or magnetic abrasion dust are found in the rinsing product, 

accomplish the actions of one of the following paragraphs: 

(6.1) Before next flight, replace the double bearing and, within 10 days 

after the inspection, report the inspection results to EC in 

accordance with the instructions of paragraph 2.B.3 of SP#1 

Revision 3 or paragraph 2.B.3.a of SP#1 Revision 4, or paragraph 

2.B.3 of SP#2 Revision 3, or paragraph 2.B.3.a of SP#2 Revision 4, 

or paragraph 2.B.3 of SP#3 Revision 3, or paragraph 2.B.3.a of 

SP#3 Revision 4 or 5, as applicable to the helicopter version, 

or, 

(6.2) Before next flight, analyze the collected particles and/or the 

collected magnetic abrasion dust, in accordance with the 

instructions of paragraph 2.B.3.a of SP#1 Revision 4, SP#2 

Revision 4, or SP#3 Revision 4 or 5, as applicable to the helicopter 

version. 

(7) If, during the analysis of the collected particles as required by paragraph 

(6.2) of this AD, one or more M50 particles are detected, and unless the 

double bearing has been replaced as required by paragraph (6.1) of this 

AD, before next flight, replace the double bearing and within 10 days 

after the inspection, report the inspection results to EC in accordance 

with the instructions of paragraph 2.B.3.a. of SP#1 Revision 4, SP#2 
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Revision 4, or SP#3 Revision 4 or 5, as applicable to the helicopter 

version. 

(8) For TGBs which are not equipped with an electrical chip detector, at 

the next scheduled check of the magnetic plug after 05 August 2008 

(effective date of EASA AD 2008-0147-E) and thereafter at intervals not 

to exceed 25 FH or 50 FC whichever occurs first, inspect that there are 

no particles at the magnetic plug, in accordance with the instructions of 

paragraph 2.B.2 SP#1 Revision 1, 2, 3 or 4, SP#2 Revision 1, 2, 3 or 4 

or SP#3 Revision 1, 2, 3, 4 or 5 OR with the instructions of paragraph 

3.B.2 of SP#4, SP#5 or SP#6, as applicable to the helicopter version and 

corresponding ASB version. 

(9) For TGBs equipped with electrical chip detector, at the next 

scheduled check of the magnetic plug, or after illumination of the TGB 

“CHIP” warning light, whichever occurs first after 05 August 2008 

(effective date of EASA AD 2008-0147-E), and thereafter upon each 

event of illumination of the TGB “CHIP” warning light and, after 14 

September 2012 [the effective date of the original issue of this AD], 

during each scheduled check of the magnetic plug, inspect that there are 

no chips at the magnetic plug, in accordance with the instructions of 

paragraph 2.B.2 of SP#1 Revision 1, 2, 3 or 4, SP#2 Revision 1, 2, 3 or 

4 or SP#3 Revision 1, 2, 3, 4 or 5, or in accordance with the instructions 

of paragraph 3.B.2 of SP#4, SP#5 or SP#6 as applicable to the 

helicopter version. 

(10) If, during any check as required by paragraph (8) or (9) of this AD, as 

applicable, particles are detected, before next flight, depending on 

findings, accomplish the applicable corrective actions in accordance with 

the instructions of paragraph 2.B.2.b of SP#1 Revision 1, 2, 3 or 4, SP#2 

Revision 1, 2, 3 or 4, or SP#3 Revision 1, 2, 3, 4 or 5, or in accordance 

with the instructions of paragraph 3.B.2 of SP#4, SP#5 or SP#6, as 

applicable to the helicopter version. 

(11) Within 3 calendar months or within 300 FH, whichever occurs first after 

14 June 2011 (the effective date of EASA AD 2011-0105), unless MOD 

0765B56 (which includes MOD 0765B58) is already embodied, modify 

the helicopter (embody MOD 0765B58) in accordance with the 

instructions of SP#7, SP#8 or SP#9, as applicable to the helicopter 

version. 

(12) Accomplish the actions of one of the following paragraphs as applicable: 

(12.1) Concurrently with embodiment of MOD 0765B58 as required by 

paragraph (11) of this AD, clean the control shaft/rod assembly, 

collect the rinsing product and analyze the particles and/or of 

magnetic abrasion collected in the rinsing product, in accordance 

with the instructions of paragraph 3.B.3.b of SP#4, SP#5 or SP#6 

as applicable to the helicopter version, 

or 

(12.2) For helicopters that have MOD 0765B58 embodied before 14 

June 2011 (the effective date of EASA AD 2011-0105) in 

accordance with SP#7, SP#8 or SP#9 as applicable to the 

helicopter version, within 3 calendar months or 300 FH after 14 

June 2011 (the effective date of EASA AD 2011-0105), whichever 

occurs first, clean the control shaft/rod assembly, collect the 

rinsing product and analyse the particles and/or the magnetic 

abrasion dust collected in the rinsing product, in accordance with 

the instructions of paragraph 3.B.3.b of SP#4, SP#5 or SP#6 as 

applicable to the helicopter version. 

(13) If, during the particle analysis as required by paragraph (12.1) or (12.2) 

of this AD, as applicable, one or more M50 particles are detected in the 

particles and/or in the collected magnetic abrasion dust, accomplish the 
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following actions: 

(13.1) Before next flight, replace the double bearing in accordance with 

the instructions of paragraph 3.B.3.b of SP#4, SP#5 or SP#6 as 

applicable to the helicopter version, 

and 

(13.2) Before next flight after replacement of the double bearing , 

measure the reference play of the (new) double bearing of the 

TGB control rod/shaft assembly, in accordance with the 

instructions of paragraph 3.B.4.a of SP#4, SP#5 or SP#6, as 

applicable to the helicopter version and depending on the type of 

fenestron installed, and, thereafter at intervals not to exceed the 

value as indicated in Table 2 of this AD, as applicable to helicopter 

configuration, measure the play (evolution) in the double bearing 

of the TGB control rod/shaft assembly and, depending on findings, 

accomplish the applicable corrective actions, in accordance with 

the instructions of paragraphs 3.B.4.b and 3.B.4.c of SP#4, SP#5 

or SP#6, as applicable to the helicopter version and depending on 

the type of fenestron installed, 

and 

(13.3) Within 10 days after the particle analysis as required by paragraph 

(12.1) or (12.2) of this AD, as applicable, report the analysis 

results to EC, in accordance with the instructions of paragraph 

3.B.3.b of SP#4, SP#5 or SP#6, as applicable to the helicopter 

version. 

Table 2 – Measurement of Play in Double Bearings 

of TGB Control Rod/Shaft Assembly 

Helicopter configuration Compliance Time

(Interval – not to exceed) 

Post MOD 0765B57 110 FH 

All other configurations 55 FH 

(14) If, during the particle analysis as required by paragraphs (12.1) or (12.2) 

of this AD, as applicable, no M50 particle is detected in the particles or in 

the collected magnetic abrasion dust, before next flight, measure the 

reference play of the double bearing of the TGB control rod/shaft 

assembly in accordance with the instructions of paragraph 3.B.4.a of 

SP#4, SP#5 or SP#6, as applicable to the helicopter version and 

depending on the type of fenestron installed, and, thereafter at intervals 

not to exceed the value as indicated in Table 2 of this AD, as applicable 

to helicopter configuration, measure the play (evolution) in the double 

bearing of the TGB control rod/shaft assembly and, depending on 

findings, accomplish the applicable corrective actions, in accordance 

with the instructions of paragraphs 3.B.4.b and 3.B.4.c of SP#4, SP#5 or 

SP#6, as applicable to the helicopter version and depending on the type 

of fenestron installed. 

(15) For helicopters on which MOD 0765B58 or MOD 0765B56 (which 

includes MOD 0765B58) has been embodied in-production (since new or 

complete overhaul) before 08 July 2011 [the effective date of AD 2011-

0117], within 110 FH after the last inspection for play in the double 

bearing of the TGB control rod/shaft assembly, as previously required by 

paragraph (2) of EASA AD 2008-0147-E or paragraph (2) or (3) of EASA 

AD 2009-0247, as applicable, measure the reference play of the double 

bearing of the TGB control rod/shaft assembly, in accordance with the 

instructions of paragraph 3.B.4.a of SP#4, SP#5 or SP#6, as applicable 

to the helicopter version and depending on the type of fenestron 
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installed, and, thereafter, at intervals not to exceed the value as 

indicated in Table 2 of this AD, as applicable to helicopter configuration, 

measure the play (evolution) in the double bearing of the TGB control 

rod/shaft assembly and accomplish the associated corrective actions, in 

accordance with the instructions of paragraphs 3.B.4.b and 3.B.4.c of 

SP#4, SP#5 or SP#6, as applicable to the helicopter version and 

depending on the type of fenestron installed. 

(16) If, during any interpretation of the results in accordance with the 

instructions of paragraph 3.B.4.c of SP#4, SP#5 or SP#6, as applicable 

to the helicopter version and depending on the type of fenestron 

installed, as required by paragraphs (14) and (15) of this AD, as 

applicable, deviation found is below 0.5 mm, before next flight, 

accomplish the additional check for play in the double bearing of the 

TGB control rod/shaft assembly and, depending on findings, accomplish 

the applicable corrective actions in accordance with the instructions of 

paragraph 3.B.6 of SP#4, SP#5 or SP#6, as applicable to the helicopter 

version and depending on the type of fenestron installed. 

(17) Accomplishment of required actions of paragraphs (11), (12), (13.1) and 

(13.3) of this AD, as applicable, terminates the repetitive inspection 

requirements of paragraphs (2) and (3) of this AD. 

(18) Embodiment of MOD 0765B58 or MOD 0765B56, as required by 

paragraph (11) of this AD, and replacement of the double bearing of the 

TGB control rod/shaft assembly as required by paragraph (12) of this 

AD, do not constitute terminating action for the repetitive measurements 

of the play of the TGB control rod/shaft assembly, as required by 

paragraphs (13.2), (14) and (15) of this AD. 

(19) For the play measurements (reference and evolution) of the double 

bearing of the TGB control rod/shaft assembly, as required by 

paragraphs (13.2), (14) and (15) of this AD, after 14 September 2012 

[the effective date of the original issue of this AD], these must be 

accomplished in accordance with the instructions of paragraphs 3.B.4.a, 

3.B.4.b and 3.B.4.c of SP#4, SP#5 or SP#6 at Revision 2 (or later 

revision), as applicable to the helicopter version and depending on the 

type of fenestron installed. 

Ref. Publications: Eurocopter AS365 ASB No. 05.00.54 Revision 4 dated 16 May 

2011.Eurocopter AS365 ASB No. 05.00.61 Revision 2 dated 05 July 2012, or 

Revision 3 dated 25 June 2013, or Airbus Helicopters AS365 ASB No. 

05.00.61 Revision 4 dated 08 April 2014. 

Eurocopter AS365 SB No. 65.00.17 Revision 1 dated 21 March 2011. 

Eurocopter SA366 ASB No. 05.37 Revision 4 dated 16 May 2011. 

Eurocopter SA366 ASB No. 05.41 Revision 2 dated 05 July 2012. 

Eurocopter SA366 SB No. 65.04 Revision 1 dated 21 March 2011. 

Eurocopter EC155 ASB No. 05A015 Revision 5 dated 25 July 2011. 

Eurocopter EC155 ASB No. 05A022 Revision 2 dated 04 July 2012, or 

Revision 3 dated 25 June 2013, or Airbus Helicopters EC155 ASB No. 05A022 

dated 08 April 2014. 

Eurocopter EC155 SB No. 65-006 Revision 1 dated 21 March 2011. 

The use of later approved revisions of these documents is acceptable for 

compliance with the requirements of this AD. 

Remarks: 1. If requested and appropriately substantiated, EASA can approve 

Alternative Methods of Compliance for this AD. 

2. Based on the required actions and the compliance time, EASA have 

decided to issue of a Final AD with Request for Comments, postponing the 

public consultation process until after publication. 

3. Enquiries regarding this AD should be referred to the Safety Information 
EASA AD No.: 2012-0170R2 

TE.CAP.00110-003 © European Aviation Safety Agency. All rights reserved. 9/9 

Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.

Section, Executive Directorate, EASA. E-mail: ADs@easa.europa.eu. 

4. For any question concerning the technical content of the requirements in 

this AD, please contact: 

Airbus Helicopters – Aéroport de Marseille Provence 13725 Marignane 

Cedex, France; telephone +33 (4) 42 85 97 97; facsimile +33 (4) 42 85 99 

66; E-mail: Directive.technical-support@eurocopter.com.