FAA Proposes Three Airworthiness Directives Targeting Landing Gear, Structural Fatigue, and Engine Rotor Failures

ATR42 and ATR72: Uncommanded Nose Landing Gear Retraction

The FAA proposes a new airworthiness directive for all ATR-GIE Avions de Transport Régional Model ATR42 and ATR72 airplanes, prompted by reports of uncommanded nose landing gear (NLG) retraction. According to the notice, preliminary investigation determined that excessive internal leakage within the landing gear selector valve (LGSV) may result in inadvertent gear retraction under specific configurations, and further investigation to determine the root cause remains ongoing. The agency states that this condition, if not addressed, could lead to loss of landing gear and airplane control during ground operations or immediately after touchdown, possibly resulting in damage to the airplane or injury to the occupants.

The proposed AD was initiated following EASA AD 2026-0046, dated March 6, 2026, and corrected March 9, 2026, which was issued by EASA as the Technical Agent for the Member States of the European Union. The FAA notes that Model ATR42-400 airplanes are not certificated by the FAA and are not included on the U.S. type certificate data sheet, and are therefore excluded from the proposed AD's applicability. The proposed rule would require a one-time leakage test of certain LGSVs and replacement with a serviceable part, as applicable, and would also limit the installation of affected parts under certain conditions. The FAA must receive comments on this proposed AD by November 2, 2026, under Docket No. FAA-2026-8813.

Airbus A300-600: New Structural Airworthiness Limitations

The FAA separately proposes a new airworthiness directive for all Airbus SAS Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes — collectively referred to as Model A300-600 series airplanes. The agency states this proposed AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary to address fatigue cracking in principal structural elements, which, if not addressed, could result in reduced structural integrity of the airplane.

The proposed AD follows EASA AD 2025-0255, dated November 19, 2025, which specifies new or more restrictive airworthiness limitations for airplane structures as set out in Airbus A300-600 ALS Part 2, Damage Tolerant Airworthiness Limitation Items (DT-ALI), Variation 4.3, dated September 4, 2025. The document explains that EASA AD 2025-0255 requires a task already in Airbus A300-600 Airworthiness Limitations Section (ALS) Part 2 Revision 4 that was required by EASA AD 2024-0009 — which corresponds to FAA AD 2024-16-02, Amendment 39-22808 (89 FR 75464, September 16, 2024) — and that incorporation of EASA AD 2025-0255 invalidates (terminates) prior instructions for that task. Accordingly, this proposed AD would terminate the limitations required by paragraph (dd) of AD 2024-16-02 for the tasks identified in the material referenced in EASA AD 2025-0255 only. The FAA notes that Model A300 C4-620 airplanes are not certificated by the FAA and are not included on the U.S. type certificate data sheet, and are therefore excluded. Comments are due by November 2, 2026, under Docket No. FAA-2026-8812.

Pratt & Whitney Geared Turbofan Engines: HPC Rotor Clashing and VSV Bushing Wear

The FAA proposes a third airworthiness directive covering all Pratt & Whitney Model PW1519G, PW1521G, PW1521GA, PW1521G-3, PW1524G, PW1524G-3, PW1525G, PW1525G-3, PW1919G, PW1919G-RC, PW1921G, PW1921G-RC, PW1922G, PW1923G, and PW1923G-A engines with a certain high-pressure compressor (HPC) module installed. The proposed AD was prompted by six reports received by the FAA from the manufacturer of shop finds of clashing on either the HPC 2nd stage rotor or HPC 3rd stage rotor.

According to the notice, a manufacturer investigation revealed that wear on the HPC variable stator vane (VSV) bushing set allowed the vane to rock forward, causing the HPC variable vane inner locating ring to contact the HPC rotor rear rim. The document states this contact can lead to failure of the HPC 1st stage, 2nd stage, and 3rd stage rotors, and that the condition, if not addressed, could result in uncontained part release, damage to the engine, damage to the airplane, and loss of control of the airplane.

The proposed AD would require initial and repetitive borescope inspections (BSIs) of the HPC 1st stage, 2nd stage, and 3rd stage rotor rear rim surfaces for evidence of wear, scratching, or contact with the corresponding HPC VSV inner locating ring; depending on the results, removal from service and replacement would be required. The proposed AD would also require replacement of the HPC VSV bushing set as the terminating action to the initial and repetitive BSIs. The FAA characterizes this proposed AD as an interim action, noting that the manufacturer is currently developing additional mitigations that will address the unsafe condition, and that once those are developed, approved, and available, the FAA might consider additional rulemaking. The agency estimates this AD, if adopted as proposed, would affect 215 engines installed on airplanes of U.S. registry. Comments are due by October 19, 2026, under Docket No. FAA-2026-8816.

What to Watch

• October 19, 2026 — Comment deadline for the Pratt & Whitney HPC engine AD (Docket No. FAA-2026-8816).
• November 2, 2026 — Comment deadline for both the ATR42/ATR72 nose landing gear AD (Docket No. FAA-2026-8813) and the Airbus A300-600 structural limitations AD (Docket No. FAA-2026-8812).
• The FAA notes that the Pratt & Whitney proposed AD is an interim action pending the manufacturer's development of additional mitigations, which could prompt further rulemaking.

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