Airworthiness Directive 98-11-14
one-timeAirworthiness Directives; Bell Helicopter Textron, Inc. Model 205A-1 and 205B Helicopters
What this AD requires
This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-11-14 which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron, Inc. (BHTI) Model 205A-1 and 205B helicopters by individual letters. This AD requires inspecting the trunnion assembly or tail rotor flapping stop (flapping stop), whichever is applicable, installing a trunnion assembly or flapping stop, if necessary; and replacing the tail rotor yoke (yoke). This amendment is prompted by an accident involving a BHTI Model 205A-1 helicopter in which the yoke failed during flight. This condition, if not corrected, could lead to failure of the yoke, loss of the tail rotor, and subsequent loss of control of the helicopter.
Which aircraft AD 98-11-14 applies to
Tail rotor yoke failure prevention (near-duplicate of 99-1351, with broadened incident examples incl. sudden-stoppage/hard-landing overload): review incident history; within 180 days replace the yoke with a zero-time unit or one that is X-ray-diffraction-passed per Bell ASB 205-96-68 Rev A, ASB 205-96-69, or ASB 205B-96-25; install flapping stop P/N 212-011-713-103 or trunnion assembly P/N 212-010-738-001 as applicable; recurring 25-hour TIS inspections thereafter. ASB/part-number prefixes suggest the Model 205/205B/212 family but no literal 'Model' designation appears in the extracted applicability text.
Whether AD 98-11-14 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:
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.