AD 2017-05-04

This AD becomes effective March 17, 2017.

We must receive comments on this AD by May 1, 2017.

You may send comments by any of the following methods:

• Federal eRulemaking Docket: Go to http://www.regulations.gov. Follow the online instructions for sending your comments electronically.

• Fax: 202-493-2251.

• Mail: Send comments to the U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590-0001.

• Hand Delivery: Deliver to the “Mail” address between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays.

Matt Fuller, Senior Aviation Safety Engineer, Safety Management Group, Rotorcraft Directorate, FAA, 10101 Hillwood Pkwy., Fort Worth, TX 76177; telephone (817) 222-5110; email matthew.fuller@faa.gov.

This AD is a final rule that involves requirements affecting flight safety, and we did not provide you with notice and an opportunity to provide your comments prior to it becoming effective. However, we invite you to participate in this rulemaking by submitting written comments, data, or views. We also invite comments relating to the economic, environmental, energy, or federalism impacts that resulted from adopting this AD. The most helpful comments reference a specific portion of the AD, explain the reason for any recommended change, and include supporting data. To ensure the docket does not contain duplicate comments, commenters should send only one copy of written comments, or if comments are filed electronically, commenters should submit them only one time. We will file in the docket all comments that we receive, as well as a report summarizing each substantive public contact with FAA personnel concerning this rulemaking during the comment period. We will consider all the comments we receive and may conduct additional rulemaking based on those comments.

On March 21, 2016, Transport Canada issued AD No. CF-2016-09 to correct an unsafe condition for BHTC Model 206A, 206B, 206L, 206L1, 206L3, and 206L4 helicopters with TT straps with part number (P/N) 206-011-147-005, serial numbers BTFS-23868 through BTFS-24277; and P/N 206-011-147-007, serial numbers BT-22719 through BT-23437. Transport Canada advises that these TT straps may develop cracks in the urethane protective coating, which may result in internal corrosion of the TT straps and subsequent failure of the TT straps prior to their approved airworthiness life limit. Transport Canada further states that because this unsafe condition is limited in scope to these particular part-numbered TT straps, a revision to the airworthiness limitations schedule is unnecessary. To correct the unsafe condition, AD No. CF-2016-09 requires, within 25 hours air time, removing from service affected TT straps that have reached or exceeded 1,000 hours air time or 18 months in service, whichever occurs first from when the rotor hub containing the affected part is installed on the helicopter.

These helicopters have been approved by the aviation authority of Canada and are approved for operation in the United States. Pursuant to our bilateral agreement with Canada, Transport Canada, its technical representative, has notified us of the unsafe condition described in its AD. We are issuing this AD because we evaluated all information provided by Transport Canada and determined the unsafe condition exists and is likely to exist or develop on other helicopters of these same type designs.

Bell Helicopter has issued Alert Service Bulletin (ASB) 206-13-130, Revision A, dated October 14, 2013, for Model 206A, 206B, and TH67 helicopters and ASB 206L-13-171, Revision A, dated October 14, 2013, for Model 206L series helicopters. Each ASB specifies removing the affected TT straps from service TT straps when they reach 1,000 hours or 18 months, whichever occurs first.

For affected TT straps that have 1,000 or more hours time-in-service (TIS) or 18 or more months since installation, this AD requires removing the TT strap from service within 25 hours TIS. For all other affected TT straps, this AD requires removing the TT strap from service before accumulating 1,000 hours TIS or 18 months since installation, whichever occurs first.

We estimate that this AD affects 1,740 helicopters of U.S. Registry.

We estimate that operators may incur the following costs in order to comply with this AD. At an average labor rate of $85 per hour, replacing a TT strap will require 3 work-hours, and required parts will cost $4,827, for a cost per helicopter of $5,082 and a cost of $8,842,680 for the U.S. fleet.

According to BHTC's service information, some of the costs of this AD may be covered under warranty, thereby reducing the cost impact on affected individuals. We do not control warranty coverage by BHTC. Accordingly, we have included all costs in our cost estimate.

Providing an opportunity for public comments prior to adopting these AD requirements would delay implementing the safety actions needed to correct this known unsafe condition. Therefore, we find that the risk to the flying public justifies waiving notice and comment prior to the adoption of this rule because the actions required by this AD must be accomplished within 25 hours TIS, a very short interval for helicopters used in offshore operations.

Since an unsafe condition exists that requires the immediate adoption of this AD, we determined that notice and opportunity for public comment before issuing this AD are impracticable and that good cause exists for making this amendment effective in less than 30 days.

Title 49 of the United States Code specifies the FAA's authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of the FAA Administrator. “Subtitle VII: Aviation Programs,” describes in more detail the scope of the Agency's authority.

We are issuing this rulemaking under the authority described in “Subtitle VII, Part A, Subpart III, Section 44701: General requirements.” Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action.

We determined that this AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national Government and the States, or on the distribution of power and responsibilities among the various levels of government.

For the reasons discussed, I certify that this AD:

1. Is not a “significant regulatory action” under Executive Order 12866;

2. Is not a “significant rule” under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979);

3. Will not affect intrastate aviation in Alaska to the extent that it justifies making a regulatory distinction; and

4. Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.

We prepared an economic evaluation of the estimated costs to comply with this AD and placed it in the AD docket.

Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows:

1. The authority citation for part 39 continues to read as follows:

2. The FAA amends § 39.13 by adding the following new airworthiness directive (AD):