FAA Tells Airbus Helicopter Owners to Check Those Tail Rotors
Published Date: 7/30/2026
Proposed Rule
Summary
If you fly Airbus Helicopters Deutschland models like the EC135 series, listen up! The FAA wants to update safety rules that make you check tail rotor blades for cracks more carefully and replace any cracked parts to keep flights safe. You’ll need to follow these new inspections and rules soon, or you can’t install certain parts—so plan ahead to avoid delays or extra costs.
Analyzed Economic Effects
5 provisions identified: 2 benefits, 3 costs, 0 mixed.
Required inspections and removals for EC135/EC635 tail rotors
If you operate AHD Model EC135P1, EC135P2, EC135P2+, EC135P3, EC135T1, EC135T2, EC135T2+, EC135T3, or EC635T2+ helicopters with tail rotor blades P/N L642A2002111 or P/N L642A2002112, you must repetitively inspect the tail rotor blade (TRB) assembly for cracks and remove any cracked TRB assembly from service. The proposed AD retains AD 2024-04-10 actions, requires replacing an affected part as terminating action for the repetitive inspections, and prohibits installing an affected TRB assembly on any helicopter unless specified requirements are met.
No special flight permits allowed
The proposed AD explicitly states that special flight permits under 14 CFR 21.197 and 21.199 are not allowed. That means operators may not be granted ferry or special-flight permission to operate helicopters subject to this AD if the unsafe condition exists.
FAA cost estimates for inspections and replacements
The FAA estimates this proposed AD would affect 359 U.S.-registered helicopters. The FAA estimates inspecting one affected TRB assembly costs up to $305 (3 work-hours at $85/hour = $255 labor plus $50 parts) and estimates total inspection cost on U.S. operators up to $109,495; on-condition replacement labor is estimated at $255 and parts at $4,900 per TRB assembly (document also shows a cost-per-product figure of up to $51,550 in the replacement table).
Changes to allowed inspection methods (Method A discontinued)
The FAA notes that the manufacturer determined inspection Method A (type II visible dye with increased temperature) should be discontinued. This proposed AD requires specific inspection methods in certain scenarios (see paragraphs (h)(5)(i)-(iii)), such as eddy current or fluorescent penetrant inspections in place of some type II visible dye inspections.
No requirement to return parts or submit specified reports
Where EASA AD 2026-0032 would have required submitting certain information and sending removed parts to the manufacturer, this proposed FAA AD explicitly does not include those reporting or part-returning actions. Operators do not have to send removed parts to the manufacturer under this AD.
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Key Dates
Department and Agencies
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