Automated reports analysing the airworthiness directives against your entire fleet for EASA, FAA and TCCA.

This directive addresses the Interstage Turbine Temperature indicating system on Pilatus PC-12/47E airplanes, following a report that battery voltage dropped during a ground engine start and caused an avionic system shutdown. Operators must comply with the actions specified in EASA AD 2025-0201, which is intended to prevent takeoff after an undetected turbine temperature exceedance during engine start.

An undetected interstage turbine temperature exceedance during engine start could go undetected due to an avionic system shutdown caused by low battery voltage, potentially resulting in reduced turbine blade structural integrity, engine failure, and loss of thrust.

Comply with all required actions and compliance times specified in EASA AD 2025-0201, dated September 18, 2025, except as modified by this AD. Actions may be performed by the owner/operator (pilot) holding at least a private pilot certificate and must be recorded in the aircraft records in accordance with 14 CFR 43.9(a) and 91.417(a)(2)(v).

This AD addresses a production quality escape involving a washer installed on the tail rotor pitch link assembly of Bell Textron Canada Model 505 helicopters. Operators must comply with the inspection and corrective actions specified in Transport Canada AD CF-2025-34, with certain FAA-specified exceptions regarding compliance time references and required actions.

Improper installation of a washer on the tail rotor pitch link assembly could lead to fatigue fracture of the pitch horn stud and consequent loss of directional control of the helicopter.

Comply with all required actions and compliance times specified in Transport Canada AD CF-2025-34, except: (1) use this AD's effective date instead of the Transport Canada AD's effective date; (2) use hours time-in-service instead of air time for compliance; (3) where the Transport Canada AD specifies a one-time inspection of the tail rotor pitch link assembly installation, instead perform the inspection as specified in this AD.

The main rotor shaft (MRS) on various Sikorsky-designed helicopter models, including the S-61 family and its military and civil derivatives, requires a lower life limit based on a design re-evaluation using torque, ground-air-ground cycle, and fatigue testing. Operators must track lift cycles and hours in service, classify each shaft as REL or Non-REL, inspect for cracks, and retire shafts at reduced limits.

A fatigue crack in the main rotor shaft, if not detected and corrected, could cause structural failure of the shaft, loss of power to the main rotor, and subsequent loss of control of the helicopter.

Within 10 hours TIS after 11/24/2015: create or verify an MRS component history card and lift-cycle records. Within 250 hours TIS: determine whether each MRS is REL or Non-REL based on calculated lift cycles per hour. Within 1,100 hours TIS: perform a Non-Destructive Inspection for cracks on each MRS; replace any cracked shaft before further flight; etch 'REL' on REL shafts per Sikorsky ASB 61B-35-69.

This AD addresses Airbus A330 airplanes modified with STC ST04038NY that have a flightcrew oxygen system supplied by a single oxygen cylinder. The oxygen supply may be insufficient during ETOPS-180 operations with four flightcrew members, and the airplane flight manual supplement contains incorrect minimum oxygen dispatch pressure information.

On airplanes with a flightcrew oxygen system supplied by a single oxygen cylinder, the oxygen supply may be insufficient during ETOPS-180 operations with four flightcrew members, and the AFM-S contains incorrect minimum oxygen dispatch pressure information.

Comply with all required actions and compliance times specified in EASA AD 2025-0047, dated February 20, 2025, except as modified by the exceptions in paragraph (h) of this AD. This includes revising the Appendices and Supplements section of the existing AFM Supplement to incorporate the applicable limitations defined in Appendix 1, which limits ETOPS-180 operations to three flightcrew members.

This directive addresses cracking found in the vertical stabilizer top end cap assembly on Bell Textron Canada Model 505 helicopters. In several cases the crack led to the navigation/VOR/glide slope antenna and its tuning weight separating from the helicopter in flight.

Cracking of the vertical stabilizer top end cap assembly, which can allow the antenna and tuning weight to depart the helicopter and strike the tail rotor, potentially causing loss of directional control.

Comply with all required actions and compliance times specified in, and in accordance with, Transport Canada AD CF-2025-32, dated July 2, 2025, except as modified by the exceptions in paragraph (h): use this AD's effective date instead of the Transport Canada AD's effective date; use hours time-in-service instead of hours air time; remove parts specified for discarding from service.

New or more restrictive airworthiness limitations have been identified as necessary for Safran (formerly Turbomeca) Arriel 2E engines. Operators must incorporate the revised life limits and maintenance tasks specified in EASA AD 2025-0079 into the existing approved maintenance or inspection program.

Life-limited parts in the turbine section of the Arriel 2E engine could fail, potentially causing engine failure, loss of thrust control, and reduced control of the helicopter.

Perform all required actions within the compliance times specified in, and in accordance with, EASA AD 2025-0079, dated April 10, 2025, except: (1) references to the EASA AD effective date must instead use the effective date of this FAA AD.