DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2021-0144; Project Identifier MCAI-2021-00255-R;
Amendment 39-21473; AD 2021-06-06]
RIN 2120-AA64

Airworthiness Directives; Bell Textron Canada Limited Helicopters

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule; request for comments.

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SUMMARY: The FAA is superseding Emergency Airworthiness Directive (AD)
2021-05-52 which applied to certain Bell Textron Canada Limited (Bell)
Model 505 helicopters. Emergency AD 2021-05-52 required a one-time
visual inspection of the pilot collective stick and grip assembly
(pilot collective stick), a fluorescent penetrant inspection (FPI) if
no crack was found during the visual inspection, and depending on the
inspection results, removing the pilot collective stick from service
and reporting certain information to Bell. Emergency AD 2021-05-52 also
prohibited installing any pilot collective stick on any helicopter
unless the inspections had been accomplished. This AD removes the
visual inspection of the pilot collective stick, requires repetitive
FPIs of the pilot collective stick, and requires revising the existing
Rotorcraft Flight Manual (RFM) for your helicopter. This AD retains the
reporting requirement and expands the prohibition. This AD was prompted by the
determination that visual inspections do not adequately detect a crack and additional
findings that a crack may occur sooner than previously expected. The
FAA is issuing this AD to address the unsafe condition on these
products.

DATES: This AD becomes effective March 31, 2021.
The Director of the Federal Register approved the incorporation by
reference of certain documents listed in this AD as of March 31, 2021.
The FAA must receive comments on this AD by April 30, 2021.

ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions
for submitting comments.
Fax: (202) 493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this final rule, contact Bell
Textron Canada Limited, 12,800 Rue de l'Avenir, Mirabel, Quebec J7J1R4;
telephone (450) 437-2862 or (800) 363-8023; fax (450) 433-0272; or at
https://www.bellcustomer.com. You may view this service information at
the FAA, Office of the Regional Counsel, Southwest Region, 10101
Hillwood Pkwy., Room 6N-321, Fort Worth, TX 76177. For information on
the availability of this material at the FAA, call (817) 222-5110. It
is also available at https://www.regulations.gov by searching for and
locating Docket No. FAA-2021-0144.

Examining the AD Docket

You may examine the AD docket at https://www.regulations.gov by
searching for and locating Docket No. FAA-2021-0144; 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
Transport Canada AD, any comments received, and other information. The
street address for Docket Operations is listed above.

FOR FURTHER INFORMATION CONTACT: Hal Jensen, Aerospace Engineer,
Operational Safety Branch, Compliance & Airworthiness Division, FAA
National Headquarters, 950 L'Enfant Plaza N SW, Washington, DC 20024;
telephone (202) 267-9167; email hal.jensen@faa.gov.

SUPPLEMENTARY INFORMATION:

Background

On February 22, 2021, the FAA issued Emergency AD 2021-05-52
(Emergency AD 2021-05-52), which was made immediately effective to all
known U.S. owners and operators of Bell Model 505 helicopters, serial
numbers 65011 and subsequent. Emergency AD 2021-05-52 required, before
further flight, removing the pilot collective stick from the jackshaft
assembly, cleaning it, and then visually inspecting the complete
circumference of certain areas for a crack. If the visual inspection
did not reveal a crack, Emergency AD 2021-05-52 required performing an
FPI for a crack. Removing from service any cracked pilot collective
stick was required before further flight, and if a crack was
discovered, reporting certain information to Bell was required within
10 days.
Emergency AD 2021-05-52 was prompted by Canadian Emergency AD CF-
2021-05, dated February 21, 2021 (Canadian AD CF-2021-05), issued by
Transport Canada, which is the aviation authority for Canada, to
correct an unsafe condition for Bell Model 505 helicopters, serial
numbers 65011 and subsequent. Transport Canada advised of a report that
a pilot collective stick cracked above the cabin floor at the junction
with the collective jackshaft. This finding occurred prior to engine
start during the pilot pre-flight check of flight controls for travel.
The exact cause of the crack was still under investigation, and
Transport Canada advised that the unsafe condition, if not addressed,
could result in failure of the pilot collective stick and subsequent
loss of control of the helicopter.
Accordingly, Canadian AD CF-2021-05 required a one-time visual
inspection and as applicable, an FPI of the pilot collective stick to
detect cracking. If the pilot collective stick was found to be
unserviceable, Canadian AD CF-2021-05 required replacing the collective
stick with a serviceable part prior to further flight. Transport Canada
advised that a serviceable collective stick is a new collective stick
or a collective stick with no crack found during the visual inspection
or FPI required by its AD. Transport Canada considered Canadian AD CF-
2021-05 an interim action and stated that further AD action may follow.

Actions Since Emergency AD 2021-05-52 was Issued

Since the FAA issued Emergency AD 2021-05-52, Bell has twice
revised its service information. The service information was first
revised to remove the procedures for a visual inspection and instead
specify recurring FPIs, and Transport Canada superseded Canadian AD CF-
2021-05 accordingly with Emergency AD CF-2021-05R1, dated February 26,
2021 (Canadian AD CF-2021-05R1). Canadian AD CF-2021-05R1 advised that
examination of a pilot collective stick and another cracked pilot
collective stick by Bell revealed fatigue cracking. Based on these
findings, Bell determined that a visual inspection is not adequate for
detecting smaller cracks. Accordingly, Canadian AD CF-2021-05R1
required an initial FPI for cracks before further flight and then at
intervals not to exceed 25 hours time-in-service (TIS). Canadian AD CF-
2021-05R1 also contained a ferry flight provision that specifies that
ferry flights are permitted to a maintenance base to carry out the FPI,
provided that the helicopter is flown from the copilot seat only.
Transport Canada considered Canadian AD CF-2021-05R1 an interim action
and stated that further AD action may follow.
Bell then again revised its service information to specify
inserting a temporary revision (TR) into the RFM that prohibits single
pilot operations from the right crew seat. Transport Canada again
superseded its AD accordingly with Emergency AD CF-2021-05R2, dated
March 4, 2021 (Canadian AD CF-2021-05R2). Canadian AD CF-2021-05R2
specifies that subsequent to the issuance of Canadian AD CF-2021-05R1,
additional FPI findings showed that cracking of the pilot collective
stick could occur at very low flight hours. As a result, Bell published
revised service information to introduce TRs to the RFMs to prohibit
single pilot operations from the right crew seat. Transport Canada
considers Canadian AD CF-2021-05R2 an interim action as well and states
that further AD action may follow to mandate further corrective actions
to modify the pilot collective stick to prevent cracking and subsequent
failure.

FAA's Determination

These helicopters have been approved by the aviation authority of
Canada and are approved for operation in the United States. Pursuant to
the FAA's bilateral agreement with Canada, Transport Canada, its
technical representative, has notified the FAA of the unsafe condition
described in its AD. The FAA is issuing this AD after evaluating all
known relevant information and determining that the unsafe condition
described previously is likely to exist or develop on other helicopters of the same
type design.

Related Service Information Under 1 CFR Part 51

The FAA reviewed Bell Alert Service Bulletin 505-21-20, Revision B,
dated March 3, 2021 (ASB 505-21-20 Rev B). ASB 505-21-20 Rev B provides
instructions for an initial and recurring FPIs for cracks in the pilot
collective stick and grip assembly part number M207-20M478-041/-043/-
047 on Bell Model 505 helicopters, serial numbers 65011 and subsequent.
ASB 505-21-20 Rev B also specifies inserting TRs into the RFMs that
prohibit single pilot operations from the right crew seat until further
notice. Finally, ASB 505-21-20 Rev B specifies that if the right crew
seat pilot collective stick assembly was previously confirmed
serviceable following an FPI in accordance with Bell Alert Service
Bulletin 505-21-20, Revision A, dated February 26, 2021 (ASB 505-21-20
Rev A), which is not incorporated by reference in this AD, then the 25
flight hour recurring FPI of the right crew seat pilot collective stick
assembly is no longer required provided that the helicopter is only
operated single pilot in command (PIC) from the left crew seat. If
conducting dual pilot operations, ASB 505-21-20 Rev B specifies a 25
flight hour recurring FPI of the right crew seat pilot collective stick
assembly.
The FAA also reviewed Bell 505 RFM TR for Pilot Collective (ASB
505-21-20), BHT-505-FM-1, Temporary Revision (TR-6) (BHT-505-FM-1, TR-
6) and Bell 505 RFM TR for Pilot Collective (ASB 505-21-20), BHT-505-
FM-2, Temporary Revision (TR-1), each dated March 3, 2021. These TRs
specify changes to Section 1 of the RFM Limitations Section that the
minimum flight crew consists of one pilot that shall operate from the
left crew seat and that dual operation is approved provide that the PIC
occupies the left crew seat. BHT-505-FM-1, TR-6 also prohibits use of
SPLIT-COM mode.
This service information 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.

Other Related Service Information

The FAA reviewed Bell ASB 505-21-20, dated February 20, 2021 (ASB
505-21-20) and ASB 505-21-20 Rev A. ASB 505-21-20 specifies a one-time
inspection for cracks of the pilot collective stick and grip assembly.
ASB 505-21-20 Rev A removes the visual inspection and adds a repetitive
FPI.

AD Requirements

This AD requires, before further flight, revising Section 1, the
Limitations section of the existing RFM for your helicopter to prohibit
single pilot operations from the right crew seat, require the pilot in
command to occupy the left crew seat for dual pilot operations, and
depending on configuration, prohibiting the use of SPLIT-COM mode. This
AD also requires, before further flight and thereafter at intervals not
to exceed 25 hours TIS, removing the pilot collective stick from the
jackshaft assembly, cleaning it as specified in ASB 505-21-20 Rev B,
and performing an FPI for a crack as specified in ASB 505-21-20 Rev B.
Removing from service any cracked pilot collective stick is required
before further flight. In addition, this AD requires, within 10 days
after the discovery of any crack, reporting certain information to
Bell. This AD also prohibits installing any pilot collective stick and
grip assembly on any helicopter unless it has successfully passed the
FPI inspection requirements of this AD. Lastly, this AD prohibits
relief under any Master Minimum Equipment List or Minimum Equipment
List for the Audio Panel when the aircraft is operated with a single
pilot.

Differences Between This AD and the Transport Canada

This AD prohibits relief under any Master Minimum Equipment List or
Minimum Equipment List for the Audio Panel when the aircraft is
operated with a single pilot, whereas Canadian AD CF-2021-05R2 does
not. Canadian AD CF-2021-05R2 requires the repetitive FPI if the
aircraft is not flown solely from the left crew seat whereas this AD
requires FPI regardless.

Interim Action

The FAA considers this AD to be an interim action and acknowledges
that the requirement to revise the existing RFM for your helicopter to
require the pilot in command to occupy the left crew seat, and,
depending on configuration, prohibit the use of SPLIT-COM mode may
impact seat-dependent training for some helicopters operating under
Part 135. However, the unsafe condition requires the FAA to mandate
these requirements for continued operational safety. The inspection
reports that are required by this AD will enable the FAA to obtain
better insight into the cause of the cracking, and eventually develop
final action to address the unsafe condition. Once final action has
been identified, the FAA might consider further rulemaking.

Justification for Immediate Adoption and Determination of the Effective
Date

Section 553(b)(3)(B) of the Administrative Procedure Act (APA) (5
U.S.C. 551 et seq.) authorizes agencies to dispense with notice and
comment procedures for rules when the agency, for ``good cause,'' finds
that those procedures are ``impracticable, unnecessary, or contrary to
the public interest.'' Under this section, an agency, upon finding good
cause, may issue a final rule without providing notice and seeking
comment prior to issuance. Further, section 553(d) of the APA
authorizes agencies to make rules effective in less than thirty days,
upon a finding of good cause.
An unsafe condition exists that requires the immediate adoption of
this AD without providing an opportunity for public comments prior to
adoption. The FAA has found that the risk to the flying public
justifies foregoing notice and comment prior to adoption of this rule
because certain requirements must be accomplished before further
flight. Accordingly, notice and opportunity for prior public comment
are impracticable and contrary to the public interest pursuant to 5
U.S.C. 553(b)(3)(B).
In addition, the FAA finds that good cause exists pursuant to 5
U.S.C. 553(d) for making this amendment effective in less than 30 days,
for the same reasons the FAA found good cause to forego notice and
comment.

Comments Invited

The FAA invites you to send any written data, views, or arguments
about this final rule. Send your comments to an address listed under
ADDRESSES. Include ``Docket No. FAA-2021-0144; Project Identifier MCAI-
2021-00255-R'' at the beginning of your comments. The most helpful
comments reference a specific portion of the final rule, explain the
reason for any recommended change, and include supporting data. The FAA
will consider all comments received by the closing date and may amend
this final rule because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
https://www.regulations.gov, including any personal information you
provide. The agency will also post a report summarizing each
substantive verbal contact received about this final rule.

Confidential Business Information

CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this AD contain commercial
or financial information that is customarily treated as private, that
you actually treat as private, and that is relevant or responsive to
this AD, it is important that you clearly designate the submitted
comments as CBI. Please mark each page of your submission containing
CBI as ``PROPIN.'' The FAA will treat such marked submissions as
confidential under the FOIA, and they will not be placed in the public
docket of this AD. Submissions containing CBI should be sent to Hal
Jensen, Aerospace Engineer, Operational Safety Branch, Compliance &
Airworthiness Division, FAA National Headquarters, 950 L'Enfant Plaza N
SW, Washington, DC 20024; telephone (202) 267-9167; email
hal.jensen@faa.gov. Any commentary that the FAA receives which is not
specifically designated as CBI will be placed in the public docket for
this rulemaking.

Regulatory Flexibility Act

The requirements of the Regulatory Flexibility Act (RFA) do not
apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt
a rule without prior notice and comment. Because the FAA has determined
that it has good cause to adopt this rule without prior notice and
comment, RFA analysis is not required.

Costs of Compliance

The FAA estimates that this AD affects 88 helicopters of U.S.
Registry. Labor rates are estimated at $85 per work-hour. Based on
these numbers, the FAA estimates the following costs to comply with
this AD.
Removing, cleaning, performing the FPI of the pilot collective
stick, and installing a serviceable pilot collective stick takes about
3 work-hours for an estimated cost of $255 per helicopter and $22,440
for the U.S. fleet per inspection cycle. A replacement pilot collective
stick costs about $1,979 per helicopter. If required, reporting
information takes about 1 work-hour for an estimated cost of $85 per
instance.
Revising the existing RFM for your helicopter takes about 0.5 work-
hour for an estimated cost of $43 per helicopter.
The FAA has included all known costs in its cost estimate.
According to the manufacturer, however, some of the costs of this AD
may be covered under warranty, thereby reducing the cost impact on
affected operators.

Paperwork Reduction Act

A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to penalty for
failure to comply with a collection of information subject to the
requirements of the Paperwork Reduction Act unless that collection of
information displays a currently valid OMB Control Number. The OMB
Control Number for this information collection is 2120-0056. Public
reporting for this collection of information is estimated to be
approximately 1 hour per response, including the time for reviewing
instructions, searching existing data sources, gathering and
maintaining the data needed, and completing and reviewing the
collection of information. All responses to this collection of
information are mandatory. Send comments regarding this burden estimate
or any other aspect of this collection of information, including
suggestions for reducing this burden, to: Information Collection
Clearance Officer, Federal Aviation Administration, 10101 Hillwood
Parkway, Fort Worth, TX 76177-1524.

Authority for This Rulemaking

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.

Regulatory Findings

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, and
(2) Will not affect intrastate aviation in Alaska.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.

Adoption of the Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

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

Authority: 49 U.S.C. 106(g), 40113, 44701.

Sec. 39.13 [Amended]

2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive: