Airworthiness Directive 2000-16-05
one-timeAirworthiness Directives; Schweizer Aircraft Corporation Model 269A, 269A-1, 269B, 269C, 269C-1, 269D, and TH-55A Helicopters
What this AD requires
This amendment supersedes an existing airworthiness directive (AD) that applies to Schweizer Aircraft Corporation (Schweizer) Model 269A, 269A-1, 269B, 269C, 269C-1, 269D helicopters. That AD requires inspecting the tail rotor swashplate shaft (shaft) nut for looseness and, if loose, inspecting the shaft for proper size; subsequently inspecting the shafts not previously inspected; and replacing any undersized shaft prior to further flight. This amendment reduces the applicability by specifying certain serial number tail rotor pitch control (pitch control) assemblies and shipping dates but adds the Schweizer Model TH-55A helicopter to the applicability. This amendment is prompted by the discovery of an undersized replacement shaft during routine maintenance. The actions specified by this AD are intended to prevent failure of the shaft, loss of the tail rotor, and subsequent loss of control of the helicopter.
Which aircraft AD 2000-16-05 applies to
Applies where the factory-installed tail rotor pitch control shaft P/N 269A6049-3 was replaced with a shaft shipped from the factory between September 1 and December 1, 1998 (inclusive), or where pitch control P/N 269A6050-5 with an 'S'-prefix serial number 1047 through 1061 is installed. Referenced Schweizer SBs: B-271.1 (Models 269A, 269A-1, 269B, 269C, TH-55A), C1B-009.1 (Model 269C-1), DB-007.1 (Model 269D).
Whether AD 2000-16-05 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:
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.