Final rule (airspace). The FAA is eliminating VOR Federal Airway V-320 in Alaska, which ran between the McGrath VORTAC and the Johnstone Point VOR/DME, because navigation signal limits made parts of it unusable. In its place the FAA is creating RNAV Route T-550 between the FRIDA fix and the Anchorage VOR/DME to cover the segments that do not overlap other airways. The separate V-320 in Michigan is not affected. This matters to Alaska pilots and operators, including air carriers, charter and commuter operators, and general aviation flying IFR around Anchorage, as well as flight-planning and chart providers. No comments were received on the February 2026 proposal. The change takes effect at 0901 UTC on December 24, 2026.

Final rule (special use airspace). The FAA is creating two new restricted areas, R-5306G (18,000 to 23,000 ft MSL, generally 6 a.m. to midnight on weekdays and at other times by NOTAM) and R-5306H (23,001 to 27,000 ft MSL, activated by NOTAM 4 hours in advance, 0001 to 1230 local, May 1 to October 31), stacked above existing restricted areas at Marine Corps Air Station Cherry Point, North Carolina, to support Marine Corps training. It also corrects two coordinates for R-5306C and R-5306D and names MCAS Cherry Point CERAP as the controlling agency for R-5306A, C, D and E. High-altitude traffic along the North Carolina coast, including airlines, business jets and dispatchers, may face occasional reroutes, which the FAA describes as de minimis. The change takes effect at 0901 UTC on December 24, 2026.

Final rule (airspace). The FAA is establishing Class E airspace that starts 700 feet above the surface within a 7.2-mile radius of Ranch at Double Gates Airport in Coleman, Texas, to support new instrument procedures and IFR operations there. Pilots and operators flying in that area of central Texas, and anyone who uses the field, should note the new controlled airspace. No comments were received on the August 2026 proposal. The change takes effect at 0901 UTC on December 24, 2026.

Final AD. It covers all Airbus A330-243, -243F, -341, -342, -343, -841 and -941 and the A340 models listed, after reports of leaking fuel low-pressure shut-off valves. It requires repetitive leak checks and replacement of discrepant valves under EASA AD 2026-0060R1. Some initial checks are due within 35 months. Effective 35 days after publication (November 23, 2026, if it publishes Monday as scheduled).

Final AD. It covers all Airbus A330-841 and -941 (A330neo) airplanes and supersedes AD 2025-04-05 on leaking engine bleed air high-pressure valves. It keeps the flight manual, MEL and valve-test requirements, ends repetitive clip replacement because an improved valve has been certified, and requires a bleed monitoring computer software update. Effective 35 days after publication (November 23, 2026, if it publishes Monday as scheduled).

Proposed AD. This would replace AD 2025-09-07 for Airbus A330-941 airplanes identified in EASA AD 2025-0286. It keeps the flight manual and MEL changes for dual loss of radio management panel synchronization, adds a required modification and limits installation of affected parts. Comments are due 45 days after publication (December 3, 2026, if it publishes Monday as scheduled).

Final AD. It covers Boeing 787-8, -9 and -10 airplanes with Rolls-Royce Trent 1000 engines, because the left fan cowl on the right engine may not adequately shield against cross-engine debris. It requires a records check or inspection of the cowl part number and follow-up actions. Effective 35 days after publication (November 23, 2026, if it publishes Monday as scheduled).

Final AD. It covers Boeing 737-600 through -900ER airplanes with video monitors mounted on the passenger service units, after monitors came loose during a hard landing. It requires replacing monitors that lack secondary retention lanyards, at the times set in Boeing bulletin 737-25-1851 RB Rev. 1. Effective 35 days after publication (November 23, 2026, if it publishes Monday as scheduled).

Final AD. It covers certain Boeing 737-600 through -900ER airplanes identified in Boeing bulletin 737-55A1104 RB, after several operators reported pitch oscillations caused by excessive horizontal stabilizer freeplay. It requires measuring freeplay at the pivot hinges and jackscrew, with follow-up actions. Effective 35 days after publication (November 23, 2026, if it publishes Monday as scheduled).

Final AD. All Pratt & Whitney PW4052 through PW4462 series engines listed in the AD must have their pressure burner (Pb) sensor replaced with one under 30,000 flight hours and under 10 years since new or last repair, following reports of tailpipe fires, loss of thrust control and in-flight shutdowns. Effective 35 days after publication (November 23, 2026, if it publishes Monday as scheduled).

Proposed AD. This would replace AD 2026-09-02 on PW4074, PW4074D, PW4077, PW4077D, PW4084D, PW4090 and PW4090-3 engines to add an omitted part number and fix the optional terminating action, while keeping repetitive ultrasonic inspections of HPC 15th-stage disks and turbine hubs and seals. Comments are due 45 days after publication (December 3, 2026, if it publishes Monday as scheduled).

Final AD. This replaces a 2009 AD for Rolls-Royce Deutschland BR700-715A1-30, -715B1-30 and -715C1-30 engines. Operators must revise the airworthiness limitations in their engine maintenance programs to adopt the manufacturer's new or more restrictive life-limited-part tasks, thresholds and intervals. Effective 35 days after publication (November 23, 2026, if it publishes Monday as scheduled).

Proposed AD for Airbus Helicopters. Only the title was reviewed for this sample; we will summarize it in full once it publishes.