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Airworthiness Directive 2000-10-14

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Official AD 2000-10-14 · FR doc 00-12818 · 2000-05-22 · airframe

Airworthiness Directives; Bell Helicopter Textron Canada (BHTC) Model 222, 222B, 222U, and 230 Helicopters

What this AD requires

This amendment adopts a new airworthiness directive (AD) for BHTC Model 222, 222B, 222U, and 230 helicopters that requires inspecting each flapping bearing to yoke attachment bolt (bolt) and replacing each bolt that shows thread damage, shank wear, or corrosion pitting with an airworthy bolt. This amendment is prompted by the discovery of a fractured bolt during a post-flight inspection. The actions specified by this AD are intended to prevent a fracture of a bolt, failure of the bearing and yoke interface, and subsequent loss of control of the helicopter.

Which aircraft AD 2000-10-14 applies to

MakesBell Helicopter Textron Canada

Concerns main rotor flapping bearing-to-yoke attachment bolt inspection/cleaning/torque. Specific model not stated in extracted text; per Bell Alert SBs 230-98-15, 222-98-83, 222U-98-54, all dated Oct 12, 1998; related to Transport Canada ADs CF-99-12 and CF-99-13.

Whether AD 2000-10-14 actually applies to your aircraft (by serial and installed parts) and whether it’s already complied with comes from that aircraft’s records.

How AD compliance is recorded

A valid compliance record (14 CFR 43.9) states:

Method of compliance — The specific action taken (inspected, replaced, modified) and to what revision.
Date — When the work was done.
Aircraft time — Total time in service / tach at compliance — how recurring next-due is computed.
Signature & certificate — The A&P/IA who returned it to service, with certificate number.
Is AD 2000-10-14 complied with on your aircraft?

Tailplate reads a tail number’s logbooks and matches every applicable AD — including this one — to its compliance evidence, with recurring next-due dates computed.

Look up a tail number →Read the full directive (Federal Register)

Applicability is derived from the FAA directive corpus and is advisory, not a legal airworthiness determination. Compliance is established only from an aircraft’s actual records.