AD 2026-19-02

This AD is effective November 2, 2026.

The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of November 2, 2026.

AD Docket: You may examine the AD docket at regulations.gov under Docket No. FAA-2025-3991; or in person at Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this final rule, the mandatory continuing airworthiness information (MCAI), any comments received, and other information. The address for Docket Operations is U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590.

Material Incorporated by Reference:

• For European Union Aviation Safety Agency (EASA) material identified in this AD, contact EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; phone: +49 221 8999 000; email: ADs@easa.europa.eu; website: easa.europa.eu. You may find the EASA material on the EASA website at ad.easa.europa.eu.

• You may view this material at the FAA, Airworthiness Products Section, Operational Safety Branch, 10101 Hillwood Parkway, Fort Worth, TX 76177. For information on the availability of this material at the FAA, call (817) 222-5110. It is also available at regulations.gov under Docket No. FAA-2025-3991.

Shailesh Malla, Aviation Safety Engineer, FAA, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; phone: (817) 222-5584; email: shailesh.malla@faa.gov.

The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD that would apply to certain Airbus Helicopters Model EC 130 T2 helicopters. The NPRM was published in the Federal Register on November 18, 2025 (90 FR 51605). The NPRM was prompted EASA AD 2025-0062, dated March 20, 2025 (EASA AD 2025-0062) (also referred to as the MCAI), issued by EASA, which is the Technical Agent for the Member States of the European Union. The MCAI states that part number (P/N) 355A11003002 [manufacturer reference 355A11-0030-02] MRBs were delivered to EC 130 T2 helicopter operators; these affected MRBs are not certified for installation on Model EC 130 T2 helicopters. The MCAI further states that a comprehensive set of instructions for continued airworthiness is not available, thus these MRBs cannot be maintained properly.

In the NPRM, the FAA proposed to require replacing the affected parts with serviceable parts and to prohibit installing the affected MRBs on Model EC 130 T2 helicopters. The FAA is issuing this AD to prevent MRB failure due to not maintaining uncertified MRBs. This condition, if not addressed, could result in loss of control of the helicopter.

You may examine the MCAI in the AD docket at regulations.gov under Docket No. FAA-2025-3991.

The FAA received comments from the Citizens Rulemaking Alliance. The following presents the comments received on the NPRM and the FAA's response to each comment.

The Citizens Rulemaking Alliance requested that the FAA either provide its justification for finding good cause to bypass notice and comment procedures and a shortened effective date or convert this action to an NPRM with an expedited comment period and consider interim mitigations that maintain safety. The commenter asserted the FAA has not adequately justified use of the good cause exemption to bypass notice and comment and the 30-day delayed effective date.

The FAA notes the comment was submitted in response to an NPRM for which the FAA provided a 45-day comment period. This final rule is effective 35 days after its publication in the Federal Register. Therefore, the FAA did not change this AD as a result of this comment.

The Citizens Rulemaking Alliance requested that the FAA revise the AD to comply with the PRA if reporting is required or remove any reporting provisions until PRA requirements are satisfied.

The FAA notes this AD does not require reporting. If an AD were to require reporting, the preamble of the AD would include a paragraph titled “Paperwork Reduction Act” that would provide the applicable OMB control number, required PRA statements, and the estimated time to collect the required information (burden). Any costs associated with the reporting requirement would be included in the Costs of Compliance section in the preamble of the AD. Therefore, the FAA did not change this AD as a result of this comment.

The Citizens Rulemaking Alliance stated that the FAA's current practices for IBR frequently fail to meet the legal and regulatory standards for reasonable availability. The commenter called on the FAA to coordinate with Airbus Helicopters to ensure that all IBR materials are easily and freely accessible to the public and affected parties for both commenting and compliance purposes. The commenter also requested that this access be documented in the rulemaking record.

The FAA notes that this AD incorporates by reference EASA AD 2025-0062, not the manufacturer service information referenced in that EASA AD. The FAA posted EASA AD 2025-0062 to the AD docket when the NPRM was published in the Federal Register. The material referenced in EASA AD 2025-0062 may only be posted before the final rule's publication if it is already publicly available or if there is written consent from the owner of that material. Additionally, the FAA provided notice in the NPRM that the material referenced in EASA AD 2025-0062 will be available in the AD docket after this AD is published. Therefore, the FAA did not change this AD as a result of this comment.

The Citizens Rulemaking Alliance requested that the FAA add to the AD docket the MCAI, service information summaries, the incident data, and the economic analysis. The commenter also requested that the comment period be reopened and effective date extended to allow meaningful participation.

The FAA does not agree. The FAA has assessed and disclosed the background and basis for this rulemaking in the preamble of the NPRM, including a discussion of the MCAI that is being incorporated by reference, a description of the unsafe condition, and the FAA's rationale for the required actions. The preamble of the NPRM also contained the regulatory evaluation, as is the FAA's practice rather than including it as a separate document in the AD docket. This information was available to the public during the 45-day comment period provided by the NPRM. Since the FAA has assessed and disclosed the basis for this rulemaking in the preamble of the NPRM and the commenter did not provide additional safety data for the FAA to consider in its analysis, it is not necessary to provide additional information in the AD docket.

The Citizens Rulemaking Alliance requested that the FAA either provide the factual basis for its Regulatory Flexibility Act (RFA) certification that the AD will not have a significant economic impact on a substantial number of small entities or prepare a detailed initial regulatory flexibility analysis that considers alternatives (phased compliance times, extended intervals, or alternative inspection methods) for small entities.

The FAA has considered the AD's impact on small businesses and provides the following factual basis for its RFA certification.

The Regulatory Flexibility Act of 1980, Public Law 96-354, 94 Stat. 1164 (5 U.S.C. 601-612), as amended by the Small Business Regulatory Enforcement Fairness Act of 1996 (Public Law 104-121, 110 Stat. 857, Mar. 29, 1996) and the Small Business Jobs Act of 2010 (Public Law 111-240, 124 Stat. 2504, Sept. 27, 2010), requires Federal agencies to consider the effects of the regulatory action on small business and other small entities and to minimize any significant economic impact. The term “small entities” comprises small businesses and not-for-profit organizations that are independently owned and operated and are not dominant in their fields, and governmental jurisdictions with populations of less than 50,000.

Small Entities to Which This AD Applies

The FAA used the definition of small entities in the RFA for this analysis. The RFA defines small entities as small businesses, small governmental jurisdictions, or small organizations. In 5 U.S.C. 601(3), the RFA defines “small business” to have the same meaning as “small business concern” under section 3 of the Small Business Act. The Small Business Act authorizes the Small Business Administration (SBA) to define “small business” by issuing regulations.

The SBA has established size standards for various types of economic activities, or industries, under the North American Industry Classification System (NAICS). These size standards generally define small businesses based on the number of employees or annual receipts. The following table provides the SBA size standards for all industries with at least one entity impacted by this AD. Note that the SBA definition of a small business applies to the parent company and all affiliates as a single entity.

To identify small entities, the FAA first identified the primary NAICS of the entity or parent company, and then used data from different sources ( e.g., company annual reports, Bureau of Transportation Statistics) to determine whether the entity meets the applicable size standard. The following table provides the estimated number of small entities.

Projected Reporting, Recordkeeping, and Other Compliance Requirements

The FAA estimates the low compliance cost for this AD at $106,581 per aircraft and the high cost per aircraft at $319,743. The following table provides the estimated cost by each affected entity and corresponding NAICS industry.

Significant Alternatives Considered

The FAA evaluated the alternative of not promulgating this AD but ultimately deemed that this alternative would create a significant safety hazard. This AD was prompted by reports that MRBs not certified for installation on Model EC 130 T2 helicopters were delivered to EC 130 T2 helicopter operators. Because a comprehensive set of instructions for continued airworthiness is not available, these MRBs cannot be maintained properly. The FAA is issuing this AD to address the unsafe condition on these products.

These products have been approved by the civil aviation authority of another country and are approved for operation in the United States. Pursuant to the FAA's bilateral agreement with this State of Design Authority, that authority has notified the FAA of the unsafe condition described in the MCAI referenced above. The FAA reviewed the relevant data, considered any comments received, and determined that air safety requires adopting this AD as proposed. Accordingly, the FAA is issuing this AD to address the unsafe condition on these products. Except for minor editorial changes, this AD is adopted as proposed in the NPRM. None of the changes will increase the economic burden on any operator.

The FAA reviewed EASA AD 2025-0062, which specifies procedures for replacing the affected MRBs with serviceable MRBs P/N 355A11003004 [manufacturer reference 355A11-0030-04]. EASA AD 2025-0062 also prohibits the installation of the affected MRB on a helicopter. This material is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section.

The FAA estimates that this AD affects 139 helicopters of U.S. registry.

The FAA estimates the following costs to comply with this AD. The FAA has no data to determine the number of helicopters that might need to replace the MRB.

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.

The FAA is 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.

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 above, I certify that this AD:

(1) Is not a “significant regulatory action” under Executive Order 12866, and

(2) Will not affect intrastate aviation in Alaska.

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: