18690 Federal Register / Vol. 82, No. 76 / Friday, April 21, 2017 / Rules and Regulations 

making the presentation. If the oral ex 

parte presentation consisted in whole or 

in part of the presentation of data or 

arguments already reflected in the 

presenter’s prior written comments, 

memoranda or other filings in the 

proceeding, the presenter may provide 

citations to such data or arguments in 

his or her prior comments, memoranda, 

or other filings (specifying the relevant 

page and/or paragraph numbers where 

such data or arguments can be found) in 

lieu of summarizing them in the 

memorandum. CFPB staff may 

communicate with the presenter 

regarding the memorandum 

summarizing the presentation, 

including, for example, requiring the 

submitter to correct any inaccuracies or 

insert missing information, or regarding 

treatment of confidential information, as 

appropriate. CFPB staff will post such 

memoranda on the public rulemaking 

docket in accordance with this policy, 

including making reasonable efforts to 

do so within a reasonable period of time 

before publication of the final rule. 

(2) Written Ex Parte Presentations.—A 

person who makes a written ex parte 

presentation (including documents 

shown or given to decision-making 

personnel during oral ex parte 

presentations) shall, not later than ten 

business days after the presentation, 

submit to the CFPB’s Executive 

Secretary and the CFPB employee point 

of contact for the presentation, if 

applicable, a copy of the presentation. 

CFPB staff may communicate with the 

presenter regarding the written ex parte 

presentation. CFPB staff will post 

written ex parte presentations on the 

public rulemaking docket in accordance 

with this policy, including making 

reasonable efforts to do so within a 

reasonable period of time before 

publication of the final rule. 

(3) Submission Requirements.— 

(i) Any memorandum summarizing an 

oral ex parte presentation or written ex 

parte presentation (and cover letter, if 

any) shall identify the proceeding to 

which it relates, including the docket 

number, if any, and must be labeled as 

an ex parte submission. 

(ii) All submissions under paragraphs 

(d)(1) and (2) shall be made 

electronically by emailing the required 

materials to the Executive Secretary (at 

CFPB_expartedisclosures@cfpb.gov) and 

the CFPB employee point of contact for 

the presentation, if applicable. If 

electronic submission would present an 

undue hardship, the submitter must 

request an exemption from the 

electronic submission requirement, 

stating the nature of the hardship, and 

submit by mail or by hand to the 

Executive Secretary an original and one 

copy of the written ex parte presentation 

or memorandum summarizing an oral 

ex parte presentation, with a copy by 

mail to the CFPB employee point of 

contact for the presentation, if 

applicable. (Mail may be sent to the 

Office of the Executive Secretary, 

Consumer Financial Protection Bureau, 

1700 G Street NW., Washington, DC 

20552.) 

(iii) In cases where a member of the 

public believes that one or more of the 

documents or portions thereof covered 

by this policy (whether a written ex 

parte presentation or summary of an 

oral ex parte presentation) should not be 

posted on the public rulemaking docket, 

he or she should submit electronically 

a request for confidential treatment 

under this policy. Such requests should 

explain why confidential treatment is 

requested and why such information 

would be properly withheld from 

disclosure under the Freedom of 

Information Act, 5 U.S.C. 552. Unless 

otherwise agreed to with the CFPB, such 

requests should include a copy of the 

document(s) containing the confidential 

information and marked prominently as 

‘‘Confidential,’’ and a copy of the same 

document(s) with confidential 

information redacted and marked 

‘‘Public Copy.’’ 

(iv) CFPB staff may in their discretion 

elect to prepare written summaries of 

oral ex parte presentations and post 

them to the rulemaking docket in lieu of 

requiring the person who made the ex 

parte presentation to prepare such 

summaries. 

(e) Exemptions.— 

(1) The requirements in section (d) do 

not apply to ex parte presentations (i) to 

the General Counsel and his or her staff 

that concern judicial review of a matter 

that has been decided by the CFPB; (ii) 

by other Federal government agencies, 

offices, or their staff (including 

components of the Federal Reserve 

System), when acting in their official 

capacities; (iii) by State attorneys 

general or their equivalents, State bank 

regulatory authorities, or State agencies 

that license, supervise, or examine the 

offering of consumer financial products 

or services, including their offices or 

staff, when acting in their official 

capacities; or (iv) by members of 

Congress or their staff, when acting in 

their official capacities, unless such 

presentations are of major significance, 

contain information or argument not 

already reflected in the rulemaking 

docket, and are plainly intended to 

affect the ultimate outcome of the 

rulemaking. For purposes of this policy, 

State means any State, the District of 

Columbia, the Commonwealth of Puerto 

Rico, or any territory or possession of 

the United States, or any federally 

recognized Indian tribe. All entities are 

welcome to post written comments to 

the rulemaking docket. 

(2) The CFPB may properly withhold 

from the rulemaking docket information 

exempt from disclosure under the 

Freedom of Information Act, 5 U.S.C. 

552. 

(f) CFPB Discretion.—Where the 

public interest so requires in particular 

rulemaking proceedings, the CFPB and 

its staff retain the discretion to deviate 

from this ex parte policy set forth above, 

including to apply this policy during 

proceedings other than those described 

in paragraph (a), and not to apply the 

policy during proceedings described in 

paragraph (a), such as where the CFPB 

has determined that a rule for which 

general notice of proposed rulemaking 

was provided in accordance with 

section 553 of the APA will not be 

finalized. 

(g) Violations.—Persons who fail to 

adhere to this policy are subject to such 

sanctions as may be appropriate. Any 

person who becomes aware of a possible 

violation of any of the requirements of 

this policy may advise the Office of 

General Counsel of all the facts and 

circumstances that are known to him or 

her. 

Dated: April 17, 2017. 

Richard Cordray, 

Director, Bureau of Consumer Financial 

Protection. 

[FR Doc. 2017–08096 Filed 4–20–17; 8:45 am] 

BILLING CODE 4810–AM–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2016–4674; Directorate 

Identifier 2016–SW–001–AD; Amendment 

39–18835; AD 2017–06–11] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are superseding 

Emergency Airworthiness Directive 

(Emergency AD) 2015–24–51 for Airbus 

Helicopters Model EC120B. Emergency 

AD 2015–24–51 required inspections of 

the air conditioning system. This 

supersedure revises the applicability, 

some of the terminology, and the 


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inspection requirements. This AD was 

prompted by a report of an abnormal 

noise during flight of a Model EC120B 

helicopter that resulted in a 

precautionary landing. We are issuing 

this AD to prevent an unsafe condition 

on these products. 

DATES: This AD becomes effective May 

8, 2017. 

We must receive comments on this 

AD by June 20, 2017. 

ADDRESSES: 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

4674; or in person at the Docket 

Operations Office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this AD, the Supplemental 

Type Certificate (STC), the economic 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations Office (telephone 

800–647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

For service information identified in 

this final rule, contact Air Comm 

Corporation, 1575 West 124th Avenue, 

Westminster, CO 80234, telephone: 

(303) 440–4075 (during business hours) 

or (720) 233–8330 (after hours), email 

service@aircommcorp.com, Web site 

http://www.aircommcorp.com/contact. 

You may review the referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

10101 Hillwood Pkwy., Room 6N–321, 

Fort Worth, TX 76177. 

FOR FURTHER INFORMATION CONTACT: 

Richard R. Thomas, Aviation Safety 

Engineer, Denver Aircraft Certification 

Office, FAA, Technical Operations 

Center, 26805 East 68th Avenue, Room 

214, Denver, CO 80249; telephone (303) 

342–1085; fax (303) 342–1088; email 

richard.r.thomas@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

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. 

Discussion 

On November 27, 2015, we issued 

Emergency AD 2015–24–51, which was 

made immediately effective to all 

known U.S. owners and operators of 

Airbus Helicopters Model EC120B 

helicopters. Emergency AD 2015–24–51 

applied to Model EC120B helicopters 

with an Air Comm Corporation (Air 

Comm) air conditioning system 

installed in accordance with STC No. 

SR00491DE. Emergency AD 2015–24–51 

required, before further flight and at 

intervals not to exceed 25 hours time-inservice (TIS), manually inspecting the 

air conditioner compressor drive pulley 

(pulley) for movement (play) between 

the pulley and the tail rotor output 

wheel (wheel). If there was any 

movement, Emergency AD 2015–24–51 

required replacing the pulley and the 

wheel before further flight. If no play 

existed, Emergency AD 2015–24–51 

required an additional inspection for 

wear and, if needed, replacing the 

pulley and the wheel. Emergency AD 

2015–24–51 also required reporting 

information to the FAA to enable us to 

obtain better insight into the cause of 

the unsafe condition. 

Emergency AD 2015–24–51was 

prompted by a report that the operator 

of an Airbus Helicopters Model EC120B 

helicopter heard an abnormal noise 

during flight that gradually became 

more pronounced, resulting in a 

precautionary landing. While applying 

power to land, the helicopter yawed left. 

Application of the right pedal did not 

correct the rotation, requiring the pilot 

to perform a hovering auto rotation. A 

preliminary investigation showed that 

the pulley and wheel mating splines 

had worn away, allowing the pulley to 

rotate freely on the wheel. Failure of the 

pulley and wheel during flight may 

result in the loss of tail rotor drive and 

subsequent loss of directional control. 

Actions Since AD 2014–24–51 Was 

Issued 

After Emergency AD 2015–24–51 was 

issued, we received a comment from an 

operator requesting that we clarify the 

applicability of the AD. The commenter 

notes that there are two different 

configurations for the Air Comm 

conditioning system, the earlier of 

which has the output flange that is 

terminating action in the AD already 

installed. However, the applicability of 

Emergency AD 2015–24–51 does not 

distinguish between the two 

configurations. Pictures from another 

operator we received with an inspection 

report showed this earlier configuration 

where the compressor is driven by a 

pulley mounted forward of the rotor 

brake. 

We agree with the request to clarify 

the applicability. Pulleys installed 

forward of the rotor brake are not part 

of the tail rotor drive train and their 

failure would not result in a loss of 

directional control. We have revised this 

AD to apply only to those helicopters 

with an Air Comm air conditioning kit 

installed in accordance with STC No. 

SR00491DE where the compressor is 

driven by a pulley installed aft of the 

rotor brake. Helicopters that have an Air 

Comm air conditioning kit installed in 

accordance with STC No. SR00491DE 

where the compressor is driven by a 

pulley forward of the rotor brake are 

excluded from this AD’s requirements. 

We are replacing the term ‘‘tail rotor 

output pinion’’ used in Emergency AD 

2015–24–51 with ‘‘tail rotor output 

wheel,’’ because it is the more 

commonly known term for this part. 

We also received a comment from an 

operator stating that if play between the 

pulley and the wheel is found during 

the inspection, and if the Air Comm 

pulley is replaced with an Airbus 

output flange, the AD should not require 

that the wheel be replaced if it passes 

the damage and wear criteria in the 

Airbus Helicopters maintenance 

manual. We agree that in the absence of 

wear, regardless of any play, the wheel 

should not have to be replaced. We are 

revising the required actions in this AD 

to remove the inspection for play and 

instead require an inspection of the 


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wheel for damage and wear, using 

criteria consistent with that in the 

Airbus Helicopters maintenance 

manual. 

We also obtained additional 

information from Air Comm about the 

effect of the terminating action in 

Emergency AD 2015–24–51 and 

whether it is necessary to deactivate the 

airconditioning system. As a result, we 

are removing from the terminating 

action the requirement to fully or 

partially deactivate the air conditioning 

system. Replacing the Air Comm pulley 

with Airbus Helicopters output flange 

part number C632A2158201 partially 

deactivates the system. With the Air 

Comm pulley replaced, the system is 

sufficiently deactivated. Cooling will no 

longer be available, but the evaporator 

blowers will remain operable to 

circulate air. Neither the air 

conditioning system nor the helicopter 

will be damaged by removing the 

compressor drive belt and leaving the 

circuit breakers engaged. 

We also have learned that this AD 

affects five helicopters of U.S. registry, 

and not only the two helicopters noted 

in Emergency AD 2015–24–51. 

FAA’s Determination 

We have reviewed the relevant 

information and determined that an 

unsafe condition exists and is likely to 

exist or develop on other helicopters of 

this same type design and that air safety 

and the public interest require adopting 

the AD requirements as proposed. 

Related Service Information 

We reviewed Air Comm Service 

Bulletin SB–EC120–111815, Revision A, 

dated November 20, 2015. Air Comm 

reports that the pulley, mounted to the 

Thomas coupling just aft of the main 

rotor brake caliper, is an integral piece 

of the power transmission components 

for the tail rotor. A field report indicated 

that the spline joint on the pulley can 

wear beyond its capability to ensure 

power transmission to the tail rotor 

shaft. Given that the installation is flight 

critical, the Air Comm service bulletin 

specifies an inspection of the pulleyoutput wheel interface. If excessive play 

or wear is found, the aircraft must be 

made inoperable until unairworthy 

parts are replaced. 

AD Requirements 

This AD requires, before further flight 

and at intervals not to exceed 25 hours 

TIS, removing the pulley and visually 

inspecting the pulley splines for wear 

and inspecting the exposed portion of 

the wheel splines for cracks, scoring, 

metal pick-up, and measuring for wear. 

If any of the splines on the pulley are 

not straight, contain any inconsistent 

cross-sections end-to-end, or contain 

any localized material deformation or 

any material loss, this AD requires 

replacing the pulley before further 

flight. If there is cracking, any scoring or 

metal pick-up, or if a measurement 

shows wear, this AD requires replacing 

the wheel before further flight. 

This AD also requires reporting 

certain information to the FAA within 

10 days. 

Replacing the Air Comm pulley with 

Airbus Helicopters output flange part 

number C632A2158201 constitutes 

terminating action for this AD. 

Differences Between This AD and the 

Service Information 

The service information specifies 

recurring inspections after 100 flight 

hours, while this AD requires recurring 

inspections at intervals not to exceed 25 

hours TIS. The service information 

requires inspecting the pulley and drive 

shaft (wheel) splines for excessive wear 

or chatter and replacing the pulley and 

wheel if there is any play. This AD 

requires replacing the pulley if any 

splines are not straight, have 

inconsistent cross-sections, or contain 

material deformation or loss. This AD 

requires replacing the wheel if cracking, 

scoring, or metal pick-up are found, or 

measurement of the splines indicates 

excessive wear. The service information 

requests that information be submitted 

to Air Comm, while this AD requires the 

inspection results be reported to the 

FAA. 

Costs of Compliance 

We estimate that this AD will affect 5 

helicopters of U.S. Registry and that 

labor costs average $85 a work-hour. 

Based on these estimates we expect that 

inspecting the pulley and wheel will 

take about 7.5 work-hours for a cost of 

$638 per helicopter and $3,190 for the 

U.S. fleet per inspection cycle. 

Replacing an Air Comm pulley will cost 

$2,380 for parts and 0.5 additional 

work-hour for a cost of $2,423 per 

helicopter. Replacing an Airbus wheel 

will cost $19,231 for parts and 10 

additional work-hours for a cost of 

$20,081 per helicopter. The optional 

terminating action of installing an 

Airbus output flange will cost $2,327 for 

parts and 0.5 additional work-hour for 

a cost of $2,370 per helicopter. 

Reporting the required inspection 

information to the FAA will take about 

0.5 work-hour for a cost of about $43 per 

helicopter and $215 for the U.S. fleet. 

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 current valid 

OMB control number. The control 

number for the collection of information 

required by this AD is 2120–0056. 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 required by this 

AD is mandatory. Comments concerning 

the accuracy of this burden and 

suggestions for reducing the burden 

should be directed to the FAA at 800 

Independence Ave. SW., Washington, 

DC 20591. ATTN: Information 

Collection Clearance Officer, AES–200. 

FAA’s Justification and Determination 

of the Effective Date 

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 required corrective 

actions must be accomplished before 

further flight. 

Since an unsafe condition exists that 

requires the immediate adoption of this 

AD, we determined that notice and 

opportunity for prior public comment 

before issuing this AD are impracticable 

and contrary to the public interest and 

that good cause exists to make this AD 

effective in less than 30 days. 

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. 

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 


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products identified in this rulemaking 

action. 

Regulatory Findings 

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. 

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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2017–06–11 Airbus Helicopters: 

Amendment 39–18835; Docket No. 

FAA–2016–4674; Directorate Identifier 

2016–SW–001–AD. 

(a) Applicability 

This AD applies to Airbus Helicopters 

Model EC120B helicopters with an Air 

Comm Corporation (Air Comm) air 

conditioning kit installed in accordance with 

supplemental type certificate (STC) No. 

SR00491DE, where the compressor is driven 

by a pulley installed aft of the rotor brake, 

certificated in any category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

failure of an air conditioner compressor drive 

pulley (pulley) or tail rotor output wheel 

(wheel), leading to loss of tail rotor drive and 

helicopter control. 

(c) Affected ADs 

This AD supersedes Emergency AD 2015– 

24–51, Directorate Identifier 2015–SW–086– 

AD, dated November 27, 2015. 

(d) Effective Date 

This AD becomes effective May 8, 2017. 

(e) Compliance 

You are responsible for performing each 

action required by this AD within the 

specified compliance time unless it has 

already been accomplished prior to that time. 

(f) Required Actions 

(1) Before further flight, and at intervals 

not to exceed 25 hours time-in-service, 

disassemble the tail rotor drive system and 

remove the pulley. 

(i) Visually inspect the pulley splines for 

wear. If any splines are not straight, contain 

any inconsistent cross-sections end-to-end, or 

contain any localized material deformation or 

any material loss, replace the pulley before 

further flight. 

Note 1 to paragraph (f)(1)(i) of this AD: 

End-to-end (fore-and-aft) movement witness 

marks and polishing are acceptable as the 

pulley is allowed to slip fore and aft on the 

wheel per its intended function. 

(ii) Inspect the exposed portion of each 

wheel spline for cracking, scoring, metal 

pick-up, and wear by using Figure 1 to 

paragraph (f)(1)(ii) of this AD. To inspect for 

wear, position two 3 mm (0.118 inch) rods 

in all diametrically opposed splines and 

measure to determine whether there is a 

minimum of 37.3 mm (1.47 inches) across the 

outside diameter of the rods. If there is any 

cracking, scoring or metal pick-up, or if a 

measurement is less than 37.3 mm, replace 

the wheel. 

(2) Within 10 days after completing the 

initial inspection, report the information 

requested in Appendix 1 to this AD by mail 

to the Denver Aircraft Certification Office, 

FAA, Technical Operations Center, 26805 

East 68th Avenue, Room 214, Denver, CO 

80249, attn. Richard R. Thomas; by fax to 

(303) 342–1088; or by email to 

richard.r.thomas@faa.gov. 

(3) Replacing the Air Comm pulley with 

Airbus Helicopters output flange part number 

C632A2158201 constitutes terminating action 

for this AD. 

(g) Special Flight Permits 

Special flight permits are prohibited. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Denver Aircraft 

Certification Office, FAA, may approve 


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AMOCs for this AD. Send your proposal to: 

Richard R. Thomas, Aerospace Engineer, 

Denver Aircraft Certification Office, FAA, 

Technical Operations Center, 26805 East 68th 

Avenue, Room 214, Denver, CO 80249; fax 

(303) 342–1088; email richard.r.thomas@

faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office, before 

operating any aircraft complying with this 

AD through an AMOC. 

(i) Additional Information 

(i) Air Comm Service Bulletin No. SB– 

EC120–111815, Revision A, dated November 

20, 2015, which is not incorporated by 

reference, contains additional information 

about the subject of this AD. For service 

information identified in this AD, contact: 

Air Comm Corporation, 1575 West 124th 

Avenue, Westminster, CO 80234, telephone: 

(303) 440–4075 (during business hours) or 

(720) 233–8330 (after hours); email: service@

aircommcorp.com, Web site: http://

www.aircommcorp.com/contact. 

(ii) You may view a copy of Supplemental 

Type Certificate No. SR00491DE, reissued on 

November 24, 2014, on the Internet at http:// 

www.regulations.gov by searching for and 

locating it in Docket No. FAA–2016–4674. 

(iii) You may review a copy of the service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 10101 

Hillwood Pkwy., Room 6N–321, Fort Worth, 

TX 76177. 

(j) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6500, Tail Rotor Drive System. 

Issued in Fort Worth, Texas, on February 

1, 2017. 

Scott A. Horn, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

Appendix 1 to AD 2017–06–11 

Please report the following to the Denver 

Aircraft Certification Office, FAA, Technical 

Operations Center, by mail to 26805 East 

68th Avenue, Room 214, Denver, CO 80249, 

attn. Richard R. Thomas; by fax to (303) 342– 

1088; or by email to richard.r.thomas@

faa.gov: 

(1) Condition of the splined joint. 

Document any damage found with 

photographs. 

(2) Flight hours since the air-conditioning 

kit was installed. 

(3) Aircraft serial number. 

(4) Pulley serial number (etched on the 

pulley’s face). 

(5) Output wheel serial number from main 

gearbox, MAIN MODULE hard card. 

(6) Primary operating location of the 

aircraft. 

(7) Approximate average percentage of time 

the air conditioner is used. 

(8) Operator and maintenance facility 

contact information. 

(9) If parts are replaced, will air 

conditioning system remain fully or partially 

operable? 

[FR Doc. 2017–07777 Filed 4–20–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2017–0051; Directorate 

Identifier 2016–CE–043–AD; Amendment 

39–18858; AD 2017–08–09] 

RIN 2120–AA64 

Airworthiness Directives; DG 

Flugzeugbau GmbH 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for DG 

Flugzeugbau GmbH Model DG–500MB 

gliders that are equipped with a Solo 

2625 02 engine modified with a fuel 

injection system following the 

instructions of Solo Kleinmotoren 

GmbH Technische Mitteilung (TM)/ 

Service Bulletin (SB) 4600–3 ‘‘Fuel 

Injection System’’ and identified as Solo 

2625 02i. This AD results from 

mandatory continuing airworthiness 

information (MCAI) issued by an 

aviation authority of another country to 

identify and correct an unsafe condition 

on an aviation product. The MCAI 

describes the unsafe condition as 

possible in-flight engine shut-down and 

engine fire due to failure of the 

connecting stud for the two fuel injector 

mounts of the engine redundancy 

system. We are issuing this AD to 

require actions to address the unsafe 

condition on these products. 

DATES: This AD is effective May 26, 

2017. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of May 26, 2017. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2017– 

0051; or in person at Document 

Management Facility, U.S. Department 

of Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

For service information identified in 

this AD, contact Solo Kleinmotoren 

GmbH, Postfach 600152, 71050 

Sindelfingen, Germany; telephone: +49 

703 1301–0; fax: +49 703 1301–136; 

email: aircraft@solo-germany.com; 

Internet: http://aircraft.solo-online.com. 

You may review this referenced service 

information at the FAA, Small Airplane 

Directorate, 901 Locust, Kansas City, 

Missouri 64106. For information on the 

availability of this material at the FAA, 

call (816) 329–4148. 

FOR FURTHER INFORMATION CONTACT: Jim 

Rutherford, Aerospace Engineer, 901 

Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329– 

4165; fax: (816) 329–4090; email: 

jim.rutherford@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to DG Flugzeugbau GmbH Model 

DG–500MB gliders. The NPRM was 

published in the Federal Register on 

February 7, 2017 (82 FR 9535). The 

NPRM proposed to correct an unsafe 

condition for the specified products and 

was based on mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country. The MCAI states: 

An occurrence was reported involving a 

failure of the connecting stud for the two fuel 

injector mounts of the engine redundancy 

system. 

This condition, if not corrected, could lead 

to an uncommanded in-flight engine shutdown and engine fire, possibly resulting in 

loss of control of the aeroplane. 

To address this unsafe condition, Solo 

Kleinmotoren GmbH issued SB/TM 4600–5 

to provide instructions for reinforcement and 

securing of the injector mounts. 

For the reason described above, this AD 

requires modification of the engine 

redundancy system. 

Solo Kleinmotoren GmbH SB/TM 4600–3 

(currently at issue 2, dated 03 December 

2012) will be revised to incorporate the 

modification required by SB/TM 4600–5 for 

future Solo 2625 02i engines. 

The MCAI can be found in the AD 

docket on the Internet at: https://

www.regulations.gov/ 

document?D=FAA-2017-0051-0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the relevant data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed except for minor editorial 


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