Emergency Airworthiness Directives
|FAA AD 2017-15-02 (PDF 107 KB)||This AD is applicable to Bell 212 and 412 helicopters fitted with an engine oil check valve P/N 209-062-520-001, or a fuel check valve P/N 209-062-607-001 manufactured by Circor Aerospace, marked “Circle Seal” and with a manufacturing date code of “10/11” (Oct 2011) through to “03/15” (Mar 2015).||04 Aug 2017|
|EASA AD 2017-0120 (PDF 370 KB)||Emergency EASA AD 2017-0120 - DIAMOND AIRCRAFT INDUSTRIES GmbH - DA 42 and DA 42 M aeroplane. This AD is applicable to DA42 and DA42M aircraft, S/N 42.004 to 42.427 inclusive, 42.AC001 to 42.AC151 inclusive and 42.M001 to 42.M027 inclusive, fitted with TAE 125-02-99 engines (modification MÄM 42-198 or Optional Service Bulletin (OSB) 42-046) or TAE 125-02-114 engines (modification OÄM 42-252 or OSB 42-107).||27 Jul 2017|
|CF-2017-23 (PDF 184 KB)||Transport Canada AD CF-2017-23 with effective date 21 Jul 2017 is applicable to Bell 429 helicopters, S/N 57001 and subsequent fitted with a Goodrich 44316 series hoist.||21 Jul 2017|
|FAA AD 2017-11-10 (PDF 102 KB)||
This AD is applicable to Lycoming TIO-540-AJ1A engines, all S/N.
|28 Jun 2017|
|EASA AD 2017-0101-E (PDF 346 KB)||
This AD is applicable to Rotax 912 iSc2 Sport and Rotax 912 iSc3 Sport engines, all S/N.
|13 Jun 2017|
|UK MPD 2017-004-E||This MPD is applicable to numerous aircraft type manufactured by P & M Aviation Ltd.
The MPD is prompted by a partial failure of a lower side rigging cable (Part No. YQD-045) on a Quik GT450 while recovering from a spiral manoeuvre. These cables are arranged in pairs to provide a backup load path. The second cable carried the load and the aircraft landed safely.
Investigation revealed the partial failure was at the edge of the roll swaged terminal end. The incident Quik GT450 lower side rigging cables had been in use for 1050 hours and 9 years.
The failed cable fitting was at the bottom end of the cable where solutions can wick down it and collect. The strand failures were caused by bending and tensile fatigue because of cracks propagating from scratches and corrosion pits on the surface. All the remaining cables had broken strands at the edge of the roll swaged terminals. Some of these strands had been failed for some time, as shown by discolouration of the failure surfaces.
This MPD introduces initial and repetitive inspections for rigging cables, and requires replacement if broken strands, corrosion, mechanical damage or slippage is found.
|15 May 2017|
|EASA AD 2017-0085-E (PDF 368 KB)||This AD with effective date 16 May 2017 supersedes EASA AD 2011-0150 dated 9 August 2011, and is applicable to Leonardo A109S and AW109SP helicopters, all S/N.
Since EASA AD 2011-0150 was issued, another elevator assembly was found cracked during a post flight inspection on an A109S helicopter. Prompted by this new occurrence, Leonardo has issued SB 109S-076 and SB 109SP-113 (later revised), which introduces new inspection requirements.
This AD supersedes EASA AD 2011-0150 and introduces a new initial inspection at a reduced threshold, revised repetitive inspections at reduced intervals for the LH and RH elevator assemblies.
This AD is considered an interim measure and further AD action may follow.
|16 May 2017|
|EASA AD 2017-0080 (PDF 366 KB)||This AD with effective date 19 May 2017 supersedes EASA AD 2016-0066-E dated 21 April 2017, and is applicable to EC 130 B4 and EC 130 T2 helicopters, all S/N.
Since EASA Emergency AD 2017-0066-E was issued, Airbus Helicopters issued EC130 Emergency ASB 05A017 revision 6, which introduces improved instructions for the 660 hour repetitive inspection for post-MOD 350A087421 and post-SB EC130-53-029 helicopters. The revised ASB requires the removal of the stabiliser to accomplish the visual inspection of the frame.
This AD retains the requirements in superseded EASA AD 2017-0066-E, and introduces the requirement to remove the stabiliser to accomplish the visual inspection of the frame per EC130 Emergency ASB 05A017 revision 6, dated 3 May 2017.
|19 May 2017|
|EASA AD 2017-0072-E (PDF 336 KB)||This AD is applicable to S10-VT and S12 powered gliders, all S/N.
It has been determined that a certain batch of propeller front transmission gear wheels have been subject to an incorrect heat treatment process during manufacture, which has resulted in gear wheels with insufficient material strength. This condition if not corrected could result in gear wheel failure, loss of drive between the engine and the propeller, and reduced control of the aircraft.
Prompted by this determination Stemme issued SB P062-980010 which provides instructions not to operate gliders fitted with affected parts. For the reasons described above, this AD requires replacement of affected gearboxes. The AD is considered to be an interim measure and further AD action may follow.
|28 Apr 2017|
|EASA AD 2017-0066-E (PDF 372 KB)||This emergency AD supersedes AD 2016-0240, and is applicable to EC 130 B4 and EC 130 T2 helicopters, all S/N. Since EASA AD 2016-0240 was issued a report was received of finding a crack in the same area as the previous three events on a junction frame that had accumulated significantly less flight hours. This AD retains the requirements of superseded EASA AD 2016-0240, and reduces the inspection threshold for helicopters which have not been modified per MOD AH 350A087421, or AH SB EC130-53-029. It is expected that the applicable Airbus Helicopters SB will be revised to reflect this reduced compliance time.||25 Apr 2017|
|FAA AD 2017-07-10
(PDF 374 KB)
|This AD is applicable to American Champion Aircraft Corp. model 8KCAB aircraft, S/N 1116-2012 through to 1120-2012, and S/N 1122-2012 onwards, and any model 8KCAB aircraft fitted with exposed balance ailerons P/N 4-2142.||12 Apr 2017|
|EASA AD 2017-0064-E
(PDF 354 KB)
|This AD supersedes EASA AD 2017-0019R1, and is applicable to Arriel 1A1, 1A2, 1B, 1C, 1C1, 1C2, 1D, 1D1, 1E2, 1K, 1K1, 1S and 1S1 engines, all S/N.
Compliance is required within the next 10 hours TIS, or 7 days, whichever occurs first after 14 April 2017.
|14 Apr 2017|
|CF-2015-16R2||Transport Canada CF-2015-16R2 - Tail Rotor - Pitch Link Spherical Bearing Accelerated Wear
This AD is applicable to Bell Helicopter Textron Canada Limited (BHTC) 429 helicopters, S/N 57001 onwards, and introduces modified inspection criteria and introduces a requirement to replace the pitch link bearings or the pitch link assembly. Pitch links with new bearings are required to be re-identified to ensure configuration management is possible.
|17 Apr 2017|
|EASA AD 2017-0052
(PDF 360 KB)
|This AD is applicable to AS 350 B3 helicopters, all S/N fitted with a Turbomeca ARRIEL 2B1 engine incorporating the two-channel FADEC modification 073254 and twist grip modification 073261, or if fitted with a Turbomeca ARRIEL 2D engine (MOD 074302), and
EC 130 B4 helicopters, all S/N fitted with a Turbomeca ARRIEL 2B1 engine incorporating the two-channel FADEC modification 073254 and twist grip modification 073773, or if fitted with a Turbomeca ARRIEL 2D engine (MOD 074302).
|07 Apr 2017|
|EASA AD 2017-0046-E
(PDF 366 KB)
|This AD is applicable to A109E, A109LUH, A109S and AW109SP helicopters, all serial numbers.
Degradation of the bearing part number (P/N) 109G6320L01-101 of the pulley assembly P/N 109G6320A26-101, part of the engine and transmission oil cooling system, was detected during inspections on two A109 helicopters.
This condition, if not detected and corrected, could lead to loss of functionality of both oil cooling fan assemblies, possibly resulting in engine power loss, transmission malfunction and consequent reduced control of the helicopter.
|14 Mar 2017|
|FAA AD 2017-05-51
(PDF 207 KB)
|This emergency AD with effective date 6 March 2017 is applicable to Bell 429 helicopters fitted with an Air Comm Corporation air conditioning system P/N 429EC-200 or 429EC-202.
The AD is prompted by an overseas report of finding a condenser blower motor (motor) detached from the condenser blower (blower). The motor is secured to the blower support (shroud) by three screw fasteners using thread locker. The report states that the detached motor was found resting on the flight controls. The initial investigation indicates that the motor mount fasteners may not have had the thread locker adhesive applied during production. However, the root cause is under investigation. The motor fell onto the collective control tube, causing wear damage to the control tube. The motor’s power wiring was also found on the collective control tube near hydraulic and fuel lines.
This Emergency AD requires an inspection of the motor and blower to determine if the motor is securely attached to the shroud. The actions in this AD are intended to prevent motor detachment which could result in failure of the primary flight controls and subsequent loss of helicopter control.
|06 Mar 2017|
|UK MPD 2017-003-E||This MPD with effective date 21 February 2017 is applicable to Pegasus Quasar 2 TC, Pegasus Quantum 15 (Rotax 2-stroke engines), Pegasus Quantum 15-912, Pegasus Quantum 15-HKS, Pegasus Quik, Quik GT450, QuikR, Quik GTR and PulsR. Compliance with the MPD is required before further flight from the effective date of the MPD. The MPD is issued to inspect the hang bolt plus lanyard P/N YQB-31302 to determine if the lanyard is from batch number A9835, A9868 or A9880. Affected hang bolts plus lanyard must be replaced before further flight.
The MPD is prompted by a overseas report of finding a lanyard on a hang bolt plus lanyard component to be under swaged, which allowed it to detach at a low load. The lanyard is essential to stop the hang bolt pinch nut from slackening off. Should the pinch nut fall off there would not be anything to prevent the hang bolt from potentially migrating out of its housing and the wing would then detach. This problem was identified as a manufacturing deficiency of P/N YQB-31302 and affected three batches of the components.
|21 Feb 2017|
|UK MPD 2017-002-E||This MPD with effective date 20 February 2017 is applicable to Westland Scout AH/1, Westland Wasp HAS1, Westland Wasp MK1B and Saunders-Roe Saro P.531, all series. Compliance with the MPD is required within the next 5 hours TIS from 20 February 2017.
The MPD is issued to inspect the condition of the trunnion bearings and to add a calendar driven periodic lubrication task to recharge the associated oil reservoir between the 600 hour overhauls. These actions are intended to inspect the bearing condition and to regularly maintain the bearing lubrication to prevent failures that could result in loss of aircraft control.
The MPD is prompted by an overseas incident on a Westland Wasp of loss of collective pitch control in flight. The initial investigation revealed a complete failure of the collective pitch control rod tube after contact with the guide plate inside the main rotor gearbox housing. Further investigation revealed failure of the trunnion bearings and bearing housings (Hardy-Spicer universal joint) at the top end of the control spider spindle. It is understood that this allowed the collective control rod tube to move so as to contact the guide plate prior to causing the collective pitch rod tube failure. Failure of the trunnion bearings and their housings has been attributed to continued operation over a period of time following a lack of lubrication. The trunnion bearings are normally lubricated by a supply of oil from a reservoir which was found to be dry on the affected gearbox. The reservoir is currently only required to be charged during overhaul of the main rotor gearbox after 600 hours TIS.
|20 Feb 2017|
|EASA AD 2017-0020-E (PDF 375 KB)||This AD is applicable to Airbus Helicopters model AS350 B, BA, BB, B1, B2, B3, and AS355 E, F, F1, F2, N, NP helicopters, all S/N, which embody modification (mod) 075601 or mod 076602.
Compliance with EASA AD 2017-0020-E is required before exceeding 50 flight hours (FH) since the last inspection per ALS chapter 04-20-00, or within the next 10 FH or 7 days, whichever occurs first.
The AD is prompted by several reports of finding significant damage of the elastomeric ball-joint of the tail rotor (TR) pitch rod (horn side) on AS350 and AS355 helicopters. The investigation to determine the cause for this damage is on-going. This condition, if not detected and corrected, could lead to loss of control of the helicopter.
|09 Feb 2017|
|EASA AD 2017-0019-E (PDF 351 KB)||This AD with effective date 07 Feb 2017 is applicable to ARRIEL 1A1, 1A2, 1B, 1C, 1C1, 1C2, 1D, 1D1, 1E2, 1K, 1K1, 1S and 1S1 engines, all S/N.
Compliance with EASA AD 2017-0019-E is required within the next 10 hours TIS, or 7 days, whichever occurs first.
The AD is prompted by reports of fuel leaks originating from the drain valve (DV) assembly on certain ARRIEL 1 engines. Investigation revealed that the fuel leaks are due to non-compliant diaphragms.
This condition, if not detected and corrected, could result in fuel spraying on the engine hot section and an engine fire.
To address this potential unsafe condition, SAFRAN Helicopter Engines published MSB 292 73 0851 which provides instructions to identify affected drain valves, introduces temporary corrective measures, repetitive inspections, and replacement of affected drain valves. EASA AD 2017-0019-E can be obtained from the EASA AD web page.
|07 Feb 2017|
(PDF 275 KB)
|Transport Canada AD CF-2017-03 with effective date 31 January 2017 is applicable to Bell Helicopter Textron Canada Limited (BHTC) 427 helicopters fitted with a vertical fin P/N 427-035-840-105 or 427-035-840-109.
There have been three overseas reports of finding cracked vertical fin skins. Evaluation of the cracked parts led to the conclusion that the cracks were the result of metal fatigue. BHTC has published Alert Service Bulletin (ASB) 427-15-38 revision A which provides instructions for the inspection of the vertical fin and specifies a repetitive inspection to detect cracking. This inspection has been added to the Airworthiness Limitations Schedule (ALS) for the model 427 helicopter. A crack that is not detected may grow to a critical length which could result in structural failure, separate from the helicopter and damage the main or tail rotor blades. Loss of the fin may also adversely affect directional stability of the helicopter resulting in loss of directional control.
|31 Jan 2017|
|EASA AD 2016-0261
(PDF 381 KB)
|A fractured bypass outlet assembly (red), part of the fire extinguishing bottle Part Number (P/N) 27300-1, has been found on an AW109SP helicopter during maintenance operations.
This condition, if not detected and corrected, could jeopardise the capability to extinguish fires in the engine area, possibly resulting in damage to the helicopter and injury to the occupants.
Due to similarity of design, other helicopter models can be affected by the same unsafe condition.
|04 Jan 2017|
|UK MPD 2016-011-E||
This MPD is applicable to microlights manufactured by P & M Aviation.
Following maintenance, a clevis pin came out of the RP-4 roll trim system pulley on a QuikR causing a left turn. The split ring securing the clevis pin had come out. It is not known if the ring was disturbed during the maintenance.
The split ring which came out was the same “spiral start” pattern as that which has caused trouble before (see Service Bulletin 139). This pattern of ring has no positive stop, so that simple rotation of the ring (e.g. caused by it getting caught on something) will cause it to disengage. Disengagement of the split ring and subsequent clevis pin departure could affect the control of the aircraft.
This MPD requires an inspection of all clevis pin / split ring installations on the aircraft in accordance with paragraph 2 of P & M Aviation Ltd Service Bulletin 144.
|24 Nov 2016|
|Emergency Mandatory Permit Directive 2016-001, Engine Fuel System – Aging Effects
This MPD with effective date 10 October 2016 is applicable to Rolls-Royce Avon series, Viper series, Orpheus series, Nene series, and Derwent series engines; de Havilland Goblin series and Ghost series engines; Motorlet M701 series engines; and Ivchenko AI-25 series engines, fitted to ex-military jet aircraft.
This MPD is prompted by an investigation following an accident involving a turbojet powered aircraft, during which CAA UK was notified of significant deterioration in a rubber coated diaphragm used in the fuel pump of an engine fuel system. While not being considered a factor in the accident, the deterioration observed has been attributed by the engine manufacturer to ageing, chemical attack and air exposure. Such components were not lifed by the original manufacturer, since the extended calendar times in service now experienced in civil operation were not envisaged for the original military operation.
Failure of an elastomeric component within a fuel system unit could lead to interruption of the fuel supply to the engine and therefore to partial or total engine failure. This unsafe condition, if not corrected, could lead to an emergency landing or the need to abandon the aircraft.
This MPD is raised to require a review of records of ageing fuel systems used on ex-military gas turbine jet engines to check that fuel system protection has been carried out in accordance with the manufacturer’s instructions. CAA UK views this as an interim step while the investigation continues, with the potential for further action.
|10 Oct 2016|
|EASA AD 2016-0202-E
(PDF 385 KB)
|ATA 53 - Fuselage - Rear Fuselage Stabilizer Trim Attachment Components - Inspection
This AD is applicable to PC-6 aeroplanes, all models, all S/N.
|11 Oct 2016|
|MPD 2016-008-E (58 KB)||This MPD with effective date 3 Oct 2016 is applicable to Pegasus XL-Q variants, Pegasus Quasar variants, Pegasus Quantum variants, Pegasus Quik, Quik, Quik GT450, Quik Lite, Gemini Flash IIA and Mainair Blade variants manufactured by P&M Aviation Ltd.
This MPD is prompted by a port inner luff line attachment webbing failure on a GT450 wing with 620 hours TIS during taxiing.The polyester webbing loop had chafed against the chrome plated brass eyelet. The webbing wear was visible from the top side, but not from the underside of the sail.
A detached luff line is hazardous as it may go into the propeller. Pitch stability in a steep dive or in turbulence would also be compromised. It appears that the eyeleting process has been forming a ridge inside it capable of damaging the webbing. New tooling has been introduced at the factory to prevent recurrence of the problem.
The MPD requires an inspection of the luff line attachment webbings before further flight.
|03 Oct 2013|
|EASA AD 2016-0180 (PDF 388 KB)||ATA 25 - Equipment and Furnishings - Emergency Floatation Gear Lighting and Ancillary Control Unit (LACU) Pushbutton - In-Flight Check/Replacement
This AD is applicable to EC120 B helicopters fitted with LACU P/N 040101AB or 040101BA and that are not marked with 'ASB31A008'.
|27 Sep 2016|
|FAA AD 2016-17-04 (PDF 83 KB)||Applicable to FAA Type Certificated hot air balloons fitted with Kubicek fuel hoses made of “EGEFLEX” material.
The FAA AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country (EASA) to identify and correct an unsafe condition on an aviation product.
The AD is prompted by three reports received by EASA of leaks found on burners manufactured by Balóny Kubíček spol. s.r.o. with fuel hoses made of “EGEFLEX” hose material.
The AD requires identification and replacement of affected fuel hoses.
|29 Aug 2016|
|EASA AD 2016-0173 (PDF 361 KB)||ATA 64 - Tail Rotor Drive - Blade Retention Bolts - Inspection/Replacement (Retirement Life Reduction)
This AD with effective date 26 August 2016 is applicable to A109E, A109K2, A109LUH, A109S, A119, AW109SP and AW119MKII helicopters, all S/N.
The AD is prompted by a crack found in a TRB retention bolt P/N 709-0160-57-101 durring a pre-flight inspection on an A109E helicopter.
The investigation did not identify the cause of the crack. However, it was determined that bolts with P/N 709-0160-47-101 are not affected.
To address this potential unsafe condition, Leonardo issued Bollettino Tecnico (BT) 109SP-105, BT 109K-72, BT 109EP-149, BT 109L-087, BT 109S-072 and BT 119-080 to provide inspection instructions and introduce a reduced life limit for bolts P/N 709-0160-57-101.
This AD is considered an interim measure and further AD action may follow.
|26 Aug 2016|
|EASA AD 2016-0151 (PDF 493 KB)||ATA 28 - Fuel - Burner and Fuel Hoses - Identification/Replacement
This AD with effective date 9 August 2016 is applicable to hot air balloons fitted with Kubicek fuel hoses made of “EGEFLEX” material. The AD is prompted by three reports received by EASA of leaks found on burners manufactured by Balóny Kubíček spol. s.r.o. with fuel hoses made of “EGEFLEX” hose material. The AD requires identification and replacement of affected fuel hoses.
|09 Aug 2016|
|EASA AD 2016-0144 (PDF 411 KB)||Rotax 912 A1/A2/A3/A4, 912 F2/F3/F4, 912 S2/S3/S4, and 914 F2/F3/F4 engines, all S/N.
This AD is prompted by a quality escape in the manufacturing process of certain floats, P/N 861185, which may cause a partial separation of the float outer skin during engine operation. Separated particles could lead to a restriction of the jets in the carburetor, possibly reducing or blocking the fuel supply to the affected cylinder.
This condition, if not detected and corrected, could lead to in-flight engine shutdown and forced landing, possibly resulting in damage to the aeroplane and injury to occupants.
To address this potential unsafe condition, BRP-Powertrain published Alert Service Bulletin (ASB) ASB-912-069/ASB-914-051 (single document) providing instructions for identification and replacement of the affected parts.
For the reasons stated above, this AD mandates the identification and replacement of the affected floats with serviceable parts, in accordance with the instructions of the ASB.
|26 Jul 2016|
(PDF 12 KB)
(PDF 2 KB)
|Pacific Aerospace Cresco 08-600 Aircraft and FU24 and FU24A Series Aircraft
Elevator Torque Tube - Inspection
These ADs are prompted by two reports received by the CAA of finding a crack in the elevator torque tube on two Cresco 08-600 aircraft.
The same P/N elevator torque tube is fitted to FU24 and FU24A series aircraft.
These ADs are issued to prevent failure of the elevator torque tube due to possible fatigue, which could result in cracks, and loss of elevator and aileron control.
|07 Jul 2016|
| EASA AD 2016-0118-E
(PDF 354 KB)
|AIRBUS HELICOPTERS DEUTSCHLAND GmbH - BO105 helicopters
This AD with effective date 21 June 2016 is applicable to BO105 C, BO105 D, BO105 LS A-3 and BO105 S helicopters (all variants, except CB-5, D, DS, DBS-5 and CBS-5), all S/N.
This AD is prompted by a report of finding a debonded leading edge erosion cap on a main rotor blade (MRB) of a BO105 helicopter during an inspection. The investigation determined that incorrect preparation of the protective cap resulted in the debonding.
To address this unsafe condition, Eurocopter Deutschland GmbH (ECD) issued Emergency Alert Service Bulletins (EASBs) BO105-10A-128 and BO105 LS-10A-016, which introduces repetitive inspections to determine the correct installation of MRB leading edge erosion caps.
|21 Jun 2016|
(PDF 317 KB)
|This AD with effective date 17 June 2016 introduces Kawasaki SB No. KSB-117-361F and is applicable to Kawasaki BK117 series helicopters fitted with Goodrich hoists P/N 42325-14-1, 44301-10-4 or 44301-10-7.
The AD supersedes the requirements in JCAB AD TCD-8201B-2015 dated 9 January 2015.
|17 Jun 2016|
|CF-2016-09 (PDF 140 KB)||Transport Canada CF-2016-09-E - Main Rotor - Corrosion of Tension - Torsion Straps
This AD with effective date 4 April 2016 is applicable to Bell Helicopter Textron Canada (BHTC) model 206 series helicopters fitted with tension torsion straps P/N 206-011-147-005, S/N BTFS-23868 through to BTFS-24277, and P/N 206-011-147-007, S/N BT-22719 through to BT-23437.
It has been determined that tension-torsion straps with P/N listed in the AD applicability may develop cracks in the urethane protective coating. This condition may result in internal corrosion of the straps. Corroded straps may fail earlier than their approved airworthiness life resulting in loss of aircraft control For that reason it is necessary to reduce the airworthiness life of affected parts. The new life limits are specified in the Corrective Actions section of the AD.
|04 Apr 2016|
|CF-2016-01R1 (PDF 145 KB)||Transport Canada AD CF-2016-01R1 - Tail Rotor - Pitch Link Corrosion
This AD with effective date 24 February 2016 is applicable to Bell Helicopter Textron Canada (BHTC) model 429 helicopters, S/N 57001 onwards.
AD CF-2016-01R1 provides clarification of affected part numbers and the action required for the installation of spare parts.
An additional corrective action has been added to verify that pitch links that were installed to replace corroded pitch links have been inspected and modified.
|24 Feb 2016|
| EASA AD 2016-0025-E-Correction
(PDF 415 KB)
|EASA AD 2016-0025-E - GE AVIATION CZECH - M601 Engines
EASA AD 2016-0025-E (Correction dated 27 Jan 2016) with effective date 28 Jan 2016 has been re-issued to correct typographical errors in the AD applicability and Table 1.
The AD is applicable to GE Aviation Czech S.R.O. (formerly Walter Engines a.s.) M601D, M601D-1, M601D-2, M601E, M601E-11, M601E-21, and M601Z engines with S/N listed in Table 1 of EASA AD 2016-0025-E (Correction dated 27 Jan 2016).
During engine shop visits or overhauls certain power turbine (PT) discs may have been damaged in the area of the balance weights.
Additional PT discs with non-conforming geometry of the slot radius may have also been released to service as a result of incorrect machining of the PT disc slot.
This condition, if not corrected could result in PT disc failure, possible release of high-energy debris, damage and/or loss of aircraft control.
To address this unsafe condition, GE Aviation Czech issued ASB No. SB-2016-72-50-00-1 to provide inspection instructions for the affected engines.
This AD requires inspection of the PT disc and, depending on findings, replacement with a serviceable part.
|28 Jan 2016|
(PDF 139 KB)
|Transport Canada AD CF-2016-01 - Tail Rotor - Pitch Link Corrosion
This AD with effective date 19 January 2016 is applicable to Bell Helicopter Textron Canada (BHTC) model 429 helicopters.
A model 429 helicopter experienced an in-flight failure of a tail rotor pitch link, resulting in noticeable vibration and difficulty controlling the helicopter. A safe landing was completed with no injuries; however there was collateral damage to the tail rotor system in addition to the failed pitch link.
Investigation revealed that the pitch link had fractured. A crack had initiated at a corrosion pit located between the roll staked lip of the part number (P/N) 429-312-107-103 bearing and the beveled edge of the P/N 429-012-112-103 tail rotor pitch link. Further investigation revealed deficiencies in the application of corrosion resistant finishes to the pitch link during the manufacturing process.
This condition, if not detected and corrected, could lead to pitch link failure, resulting in loss of controllability of the helicopter.
This AD requires inspection of the tail rotor pitch link within 10 flight hours from the effective date of the AD, in accordance with BHTC Alert Service Bulletin (ASB) 429-15-26 dated 07 December 2015.
|19 Jan 2016|
(PDF 135 KB)
|Transport Canada AD CF-2015-29 with effective date 21 December 2015 is applicable to certain Bell 427 and Bell 429 helicopters.
The AD is prompted by several reports of finding cracked and leaking check valves with P/N 209-062-520-001. The check valve is used in the lubrication system of the main rotor transmission and engine of Bell 429 helicopters. The valve was supplied as a replacement part for use in the engine lubrication system of Bell 427 helicopters.
|21 Dec 2015|
| DCA/350/128A (PDF 38 KB)
DCA/355/97A (PDF 38 KB)
|These ADs with effective date 14 Dec 2015 is applicable to all AS350 and AS355 series helicopters fitted with any forward two-place seat.
The ADs have been revised to clarify the AD requirements and introduce an AFM limitation.
|14 Dec 2015|