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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
2020 EASA AD 20200257, to supersede EASA AD 20180283.
The FAA issued a notice of proposed rulemaking NPRM to amend 14 CFR
part 39 by adding an AD that would apply to AHD Model MBBBK117 C2
and MBBBK117 D2 helicopters. The NPRM published in the Federal Register on April 8, 2021 86 FR 18221.
The NPRM was prompted by a report of increased control force in the collective axis on an AHD Model EC135
helicopter. Subsequent inspections determined that a nut on a piston of the MRA had cracked and separated from the piston rod. Due to design similarity, Model MBBBK117 C2 and MBB
BK117 D2 helicopters are also affected by this unsafe condition. The NPRM
proposed to require repetitive visual inspections of the MRA as specified in EASA AD 20200257.
The FAA is issuing this AD to prevent failure of the MRA and subsequent loss of control of the helicopter. See the EASA AD for additional background information.
Discussion of Final Airworthiness Directive Comments The FAA gave the public the opportunity to participate in developing this final rule. The FAA received no comments on the NPRM or on the determination of the cost to the public.

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Conclusion The FAA reviewed the relevant data and determined that air safety and the public interest require adopting this final rule as proposed, except the compliance time for the reporting requirement has changed from within 30 days after the effective date of this AD to within 30 days after accomplishing each inspection and determining that there is a crack, damage, black coloration, or corrosion.
The FAA has determined that this change:
Is consistent with the intent that was proposed in the NPRM for addressing the unsafe condition; and Does not add any additional burden upon the public than was already proposed in the NPRM.
The FAA also determined that this change will not increase the economic burden on any operator or increase the scope of this final rule.
Related Service Information Under 1
CFR Part 51
EASA AD 20200257 specifies procedures for a repetitive visual inspection of the MRA and depending on the results, replacing the affected parts.

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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.
Differences Between This AD and the EASA AD
The EASA AD requires contacting Airbus Helicopters or replacing an affected part, whereas this AD requires performing the corrective action in accordance with FAA-approved procedures or removing the affected parts from service instead. The service information referenced in the EASA AD
refers to calendar time when specifying the compliance time for the inspections, whereas this AD uses hours time-inservice. The EASA AD allows a tolerance to the compliance times, whereas this AD does not. The EASA
AD does not specify a compliance time for the reporting requirements; whereas this AD requires performing the reporting action within 30 days after accomplishing each inspection and determining that there is a crack, damage, black coloration, or corrosion.
Interim Action The FAA considers this AD interim action. If final action is later identified, the FAA might consider further rulemaking then.
Costs of Compliance The FAA estimates that this AD
affects 216 helicopters of U.S. Registry.
Labor rates are estimated at $85 per work-hour. Based on these numbers, the FAA estimates that operators may incur the following costs in order to comply with this AD.
Inspecting the nuts on the MRA
pistons takes about 1 work-hour for an estimated cost of $85 per helicopter and $18,360 for the U.S. fleet, per inspection cycle.
Replacing the MRA takes about 7
work-hours and parts cost about $286,554 for an estimated cost of $287,149 per helicopter.
Repairing the MRA takes up to about 8 work-hours and parts cost about $110
for an estimated cost of up to $790 per MRA.
If required, reporting information takes about 1 work-hour for an estimated cost of $85 per instance.
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
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information displays a current valid OMB control number. The control number for the collection of information required by this AD is 21200056. The paperwork cost associated with this AD
has been detailed in the Costs of Compliance section of this document and includes time for reviewing instructions, as well as completing and reviewing the collection of information.
Therefore, all reporting associated with this AD is mandatory. Comments concerning the accuracy of this burden and suggestions for reducing the burden should be directed to Information Collection Clearance Officer, Federal Aviation Administration, 10101
Hillwood Pkwy., Fort Worth, TX 76177
1524.
Authority for This Rulemaking Title 49 of the United States Code specifies the FAAs 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 Agencys 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 above, I
certify that this AD:
1 Is not a significant regulatory action under Executive Order 12866, 2 Will not affect intrastate aviation in Alaska, and 3 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.

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