10950 Federal Register / Vol. 87, No. 39 / Monday, February 28, 2022 / Rules and Regulations 

relating to initial and final regulatory 

flexibility analysis do not apply. 

Nevertheless, the Board seeks 

comment on whether, and to what 

extent, the interim final rule would 

affect a significant number of small 

entities. 

List of Subjects in 12 CFR Part 702 

Credit unions, Reporting and 

recordkeeping requirements. 

By the NCUA Board, this 17th day of 

February 2022. 

Melane Conyers-Ausbrooks, 

Secretary of the Board. 

For the reasons set forth in the 

preamble, the Board is amending 12 

CFR part 702 as follows: 

PART 702—CAPITAL ADEQUACY 

■ 1. The authority citation for part 702 

continues to read as follows: 

Authority: 12 U.S.C. 1766(a), 1790d. 

■ 2. Amend § 702.106 by redesignating 

paragraphs (b)(1) and (2) as paragraphs 

(b)(1)(i) and (ii), respectively, and 

adding a new paragraph (b)(2) to read as 

follows: 

§ 702.106 Prompt corrective action for 

adequately capitalized credit unions. 

* * * * * 

(b) * * * 

(2) Notwithstanding paragraph (a) of 

this section, from February 28, 2022, 

until March 31, 2023, for a credit union 

that is adequately capitalized: 

(i) The NCUA Board may issue an 

administrative order specifying 

temporary revisions to the earnings 

retention requirement, to the extent the 

NCUA Board determines that such 

lesser amount— 

(A) Is necessary to avoid a significant 

redemption of shares; and 

(B) Would further the purpose of this 

part. 

(ii) Despite the issuance of an 

administrative order under paragraph 

(b)(2) of the section, the Regional 

Director may require a credit union to 

submit an earnings retention waiver 

under paragraph (b)(1) if the credit 

union poses an undue risk the National 

Credit Union Share Insurance Fund or 

exhibits material safety and soundness 

concerns. 

* * * * * 

■ 3. Amend § 702.111 by adding 

paragraph (c)(4) to read as follows: 

§ 702.111 Net worth restoration plans 

(NWRP). 

* * * * * 

(c) * * * 

(4) Notwithstanding paragraphs (c)(1), 

(2), and (3) of this section, the Board 

may permit a credit union that is 

undercapitalized to submit to the 

Regional Director a streamlined NWRP 

attesting that its reduction in capital 

was caused by share growth and that 

such share growth is a temporary 

condition due to the COVID–19 

pandemic. A streamlined NWRP plan 

may be accepted from February 28, 

2022, until March 31, 2023. 

* * * * * 

[FR Doc. 2022–03845 Filed 2–25–22; 8:45 am] 

BILLING CODE 7535–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0729; Project 

Identifier MCAI–2021–00364–R; Amendment 

39–21948; AD 2022–04–06] 

RIN 2120–AA64 

Airworthiness Directives; Bell Textron 

Canada Limited Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is superseding 

Airworthiness Directive (AD) 2021–06– 

06, which applied to certain Bell 

Textron Canada Limited Model 505 

helicopters. AD 2021–06–06 required 

repetitive fluorescent penetrant 

inspections (FPIs) of the pilot collective 

stick and grip assembly and revising the 

existing Rotorcraft Flight Manual (RFM) 

for your helicopter. Since the FAA 

issued AD 2021–06–06, the pilot 

collective stick and grip assembly has 

been redesigned. This AD retains certain 

requirements of AD 2021–06–06, 

requires modifying your helicopter to 

include the improved pilot collective 

stick tube and adds a terminating action 

for the repetitive FPIs. This AD also 

prohibits installing any pilot collective 

stick and grip assembly unless certain 

requirements of this AD are met. The 

FAA is issuing this AD to address the 

unsafe condition on these products. 

DATES: This AD is effective April 4, 

2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of April 4, 2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of March 31, 2021 (86 FR 

14366, March 16, 2021). 

ADDRESSES: For service information 

identified in this final rule, contact Bell 

Textron Canada Limited, 12,800 Rue de 

l’Avenir, Mirabel, Quebec J7J1R4; 

telephone 1–450–437–2862 or 1–800– 

363–8023; fax 1–450–433–0272; email 

productsupport@bellflight.com; or at 

https://www.bellflight.com/support/ 

contact-support. 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. Service information that is 

incorporated by reference is also 

available at https://www.regulations.gov 

by searching for and locating Docket No. 

FAA 2021–0729. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0729; 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 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. 

FOR FURTHER INFORMATION CONTACT: Hal 

Jensen, Aerospace Engineer, Operational 

Safety Branch, Compliance & 

Airworthiness Division, FAA, 950 

L’Enfant Plaza N SW, Washington, DC 

20024; telephone (202) 267–9167; email 

hal.jensen@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2021–06–06, 

Amendment 39–21473 (86 FR 14366, 

March 16, 2021) (AD 2021–06–06), for 

Bell Textron Canada Limited Model 505 

helicopters, serial number (S/N) 65011 

and subsequent. The NPRM published 

in the Federal Register on September 

14, 2021 (86 FR 51035). In the NPRM, 

the FAA proposed to retain some of the 

requirements of AD 2021–06–06, 

including, 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 (PIC) to occupy the left crew 

seat for dual pilot operations, and 

depending on configuration, prohibit 

the use of SPLIT–COM mode. The 

NPRM also proposed to require, before 

further flight, and thereafter at intervals 


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Federal Register / Vol. 87, No. 39 / Monday, February 28, 2022 / Rules and Regulations 10951 

not to exceed 25 hours time-in-service 

(TIS), removing the pilot collective stick 

and grip assembly and performing an 

FPI for a crack and depending on the 

inspection results, removing a certain 

part from service. The NPRM proposed 

to require, within 12 months, removing 

a certain part-numbered pilot collective 

stick tube from service and installing an 

improved pilot collective stick tube in 

accordance with the manufacturers 

service information and thereafter, 

removing a certain part-numbered pilot 

collective stick tube from service before 

it accumulates 300 total hours TIS. 

Additionally, the NPRM would 

consider certain proposed actions to be 

a terminating action for other actions 

proposed in the NPRM. The NPRM also 

proposed to prohibit installing any pilot 

collective stick and grip assembly 

unless certain proposed actions were 

accomplished. Finally, the NPRM 

proposed to require revising the 

Limitations section of the existing RFM 

for your helicopter; the owner/operator 

(pilot) may incorporate the RFM 

revisions and the owner/operator must 

enter compliance with the applicable 

paragraphs of the AD into the aircraft 

records in accordance with 14 CFR 

43.9(a)(1) through (4) and 14 CFR 

91.417(a)(2)(v). This is an exception to 

the FAA’s standard maintenance 

regulations. 

The NPRM was prompted by 

Transport Canada AD CF–2021–05R3, 

dated March 19, 2021 (Transport 

Canada AD CF–2021–05R3), issued by 

Transport Canada, which is the aviation 

authority for Canada, to correct an 

unsafe condition for Bell Textron 

Canada Limited Model 505 helicopters, 

S/Ns 65011 through 65347. Transport 

Canada advises that the pilot collective 

stick and grip assembly has been 

redesigned to address the root cause of 

the cracking. Accordingly, Transport 

Canada AD CF–2021–05R3 retains the 

requirements of Transport Canada 

Emergency AD CF–2021–05R2, dated 

March 4, 2021 (Transport Canada 

Emergency AD CF–2021–05R2), which 

prompted AD 2021–06–06, and requires 

installing the newly designed pilot 

collective stick and grip assembly, 

which is a terminating action for the 

requirements of Transport Canada 

Emergency AD CF–2021–05R2. 

Transport Canada AD CF–2021–05R3 

also revises the applicability to include 

only helicopters that have not 

incorporated the redesigned pilot 

collective stick and grip assembly 

during production. 

Therefore, the FAA determined that it 

is necessary to supersede AD 2021–06– 

06 and the required actions as proposed 

in the NPRM include a terminating 

action for the repetitive FPI inspections. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments from 

one commenter; Bell. The following 

presents the comments received on the 

NPRM and the FAA’s response to each 

comment. 

Request for Changes to the Required 

Actions 

Bell requested that the FAA revise the 

life limit of pilot collective stick tube 

part number (P/N) M207–20M301–043. 

Bell stated that 300 total hours TIS was 

only an interim life limit and after the 

completion of fatigue testing, the life 

limit of 6,250 total hours TIS has been 

approved by Transport Canada. 

Specifically, Bell requested that the 

FAA change the required action to, 

‘‘Replace the pilot collective stick tube 

P/N M207–20M301–043 at or before 

reaching its Life Limit as defined in 

Table 1 of the Maintenance Planning 

Information (MPI) Chapter 4 

Airworthiness Limitations Schedule 

(ALS), BHT–505–MPI Chapter 4 Issue 

09, dated 12 March 2021, or later 

revisions of the ALS approved by 

Transport Canada.’’ 

The FAA partially agrees. The FAA 

disagrees with changing the action from 

removing the pilot collective stick tube 

from service to ‘‘replace the pilot 

collective stick tube’’ because this is a 

life limit and, once the life limit is 

reached, the part must be removed from 

service and never installed on any 

aircraft again. Additionally, due to 

eligibility requirements in 1 CFR part 

51, the FAA cannot mandate use of 

‘‘later revisions’’ of service information 

directly in an AD. However, the FAA 

agrees with the life limit threshold 

increasing from 300 total hours TIS to 

6,250 total hours TIS and, accordingly 

has changed that life limit in this final 

rule. 

Bell requested that the FAA revise 

paragraph (g)(6) of the Required Actions 

that states relief under any Master 

Minimum Equipment List or Minimum 

Equipment List for the Audio Panel is 

prohibited when the aircraft is operated 

with a single pilot. Bell stated that this 

restriction is only applicable when 

operated from the left hand seat, and the 

aircraft must be flown from the right 

hand seat when SPLIT–COM mode is 

enabled. Bell further stated this is 

consistent with the limitations of the 

flight manual. 

The FAA agrees and has revised the 

required actions in this final rule 

accordingly. 

Request for Changes to the Credit for 

Previous Actions 

Bell requested that the FAA allow 

credit for the required actions through 

an approved AMOC and service 

information. Bell stated that the FAA 

approved an AMOC to AD 2021–06–06 

on March 26, 2021, which allowed 

operators to implement a terminating 

action based on the instructions 

contained in Bell Alert Service Bulletin 

505–21–20, Revision C, dated March 11, 

2021 (ASB 505–21–20 Rev C). Bell 

requested that the approved AMOC and 

ASB 505–21–20 Rev C be included in 

the Credit for Previous Actions 

paragraph. 

The FAA agrees with the request to 

allow credit; however, the FAA 

disagrees with putting this information 

in the Credit for Previous Actions 

paragraph. The FAA agrees that the 

previously approved AMOC to AD 

2021–06–06 continues to be valid to 

address the unsafe condition. 

Accordingly, the FAA has revised the 

AMOC paragraph in this final rule by 

adding paragraph (j)(3), which states 

‘‘AMOCs approved previously for AD 

2021–06–06 are approved as AMOCs for 

the corresponding requirements in 

paragraph (g) of this AD.’’ Additionally, 

the purpose of the Credit for Previous 

Actions paragraph is to allow credit for 

required actions accomplished 

previously in accordance with previous 

revision(s) of service information. Since 

ASB 505–21–20 Rev C is required to 

accomplish certain actions in paragraph 

(g) of this AD, previous accomplishment 

of those actions in ASB 505–21–20 Rev 

C could be considered accomplished by 

paragraph (f) of this AD. 

Other Changes Between the NPRM and 

This Final Rule 

In this final rule, the FAA has 

changed the effective date of paragraph 

(g)(1) from ‘‘after the effective date of 

this AD’’ to ‘‘from March 31, 2021 (the 

effective date of AD 2021–06–06),’’ 

because this paragraph carries-over 

identical required actions from 

paragraph (g)(1) of AD 2021–06–06. 

Conclusion 

These helicopter 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 reviewed 

the relevant data, considered the 

comments received, and determined 

that air safety requires adopting this AD 

as proposed. Accordingly, the FAA is 


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10952 Federal Register / Vol. 87, No. 39 / Monday, February 28, 2022 / Rules and Regulations 

issuing this AD to address the unsafe 

condition on these helicopters. Except 

for minor editorial changes, and any 

other changes described previously, this 

AD is adopted as proposed in the 

NPRM. None of the changes will 

increase the economic burden on any 

operator. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed ASB 505–21–20 

Rev C, which provides instructions for 

an initial and repetitive FPIs for cracks 

in the pilot collective stick and grip 

assembly P/N M207–20M478–041/–043/ 

–047 on Bell Textron Canada Limited 

Model 505 helicopters, serial numbers 

65011 through 65347. ASB 505–21–20 

Rev C also specifies inserting a 

temporary revision (TR) into the RFM 

that prohibits single pilot operations 

from the right crew seat until further 

notice, and specifies that if the right 

crew seat pilot collective stick and grip 

assembly was previously confirmed 

serviceable following an FPI, then the 

25 flight hour repetitive FPI of the right 

crew seat pilot collective stick and grip 

assembly is no longer required provided 

that the helicopter is only operated 

single PIC from the left crew seat. ASB 

505–21–20 Rev C also introduces 

procedures to install an improved pilot 

collective stick tube assembly, along 

with its initial life limit, and which is 

also terminating action for the repetitive 

FPIs and temporary RFM revision. 

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 temporary 

revisions 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 provided 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), Bell ASB 505–21–20, Revision 

A, dated February 26, 2021 (ASB 505– 

21–20 Rev A), and Bell ASB 505–21–20, 

Revision B, dated March 3, 2021 (ASB 

505–21–20 Rev B). 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. ASB 505–21–20 Rev B 

adds the RFM temporary revision and 

clarifies the compliance time of the 

repetitive FPI. 

Differences Between This AD and 

Transport Canada AD CF–2021–05R3 

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 from the left seat, whereas 

Transport Canada AD CF–2021–05R3 

does not. Transport Canada AD CF– 

2021–05R3 requires the repetitive FPIs 

if the aircraft is not flown solely from 

the left crew seat whereas this AD 

requires repetitive FPIs regardless. 

Transport Canada AD CF–2021–05R3 

requires operators to ‘‘advise all flight 

crews’’ of changes to the RFM, and 

thereafter to ‘‘operate the helicopter 

accordingly.’’ However, this AD does 

not specifically require those actions. 14 

CFR 91.9 requires that no person may 

operate a civil aircraft without 

complying with the operating 

limitations specified in the RFM. 

Therefore, including a requirement in 

this AD to operate the helicopter 

according to the revised RFM would be 

redundant and unnecessary. Further, 

compliance with such a requirement in 

an AD would be impracticable to 

demonstrate or track on an ongoing 

basis; therefore, a requirement to 

operate the helicopter in such a manner 

would be unenforceable. 

This AD prohibits installing any pilot 

collective stick and grip assembly on 

any helicopter unless the actions 

required by paragraphs (g)(2) and (3) of 

this AD have been accomplished, 

whereas Transport Canada AD CF– 

2021–05R3 does not. 

Costs of Compliance 

The FAA estimates that this AD 

affects 98 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. 

Revising the existing RFM for your 

helicopter takes about 0.5 work-hour for 

an estimated cost of $43 per helicopter 

and up to $4,214 for the U.S. fleet. 

Removing, cleaning, and performing 

an FPI of the pilot collective stick and 

grip assembly takes about 3 work-hours 

for an estimated cost of $255 per 

helicopter and up to $24,990 for the 

U.S. fleet per inspection cycle. 

Installing an improved pilot collective 

stick tube takes about 5 work-hours and 

parts cost about $1,256 for an estimated 

cost of $1,681 per helicopter and up to 

$164,738 for the U.S. fleet per 

replacement cycle. 

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. 

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 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 


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Federal Register / Vol. 87, No. 39 / Monday, February 28, 2022 / Rules and Regulations 10953 

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: 

■ a. Removing Airworthiness Directive 

2021–06–06, Amendment 39–21473 (86 

FR 14366, March 16, 2021); and 

■ b. Adding the following new 

airworthiness directive: 

2022–04–06 Bell Textron Canada Limited: 

Amendment 39–21948; Docket No. 

FAA–2021–0729; Project Identifier 

MCAI–2021–00364–R. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective April 4, 2022. 

(b) Affected ADs 

This AD replaces AD 2021–06–06, 

Amendment 39–21473 (86 FR 14366, March 

16, 2021) (AD 2021–06–06). 

(c) Applicability 

This AD applies to Bell Textron Canada 

Limited Model 505 helicopters, serial 

number (S/N) 65011 through 65347 

inclusive, certificated in any category. 

(d) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6710, Main Rotor Control. 

(e) Unsafe Condition 

This AD was prompted by a report of a 

cracked pilot collective stick and grip 

assembly. The FAA is issuing this AD to 

detect a cracked pilot collective stick and 

grip assembly. The unsafe condition, if not 

addressed, could result in failure of the pilot 

collective stick and grip assembly and 

subsequent loss of control of the helicopter. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

(1) From March 31, 2021 (the effective date 

of AD 2021–06–06), before further flight, 

revise the Limitations section of the existing 

Rotorcraft Flight Manual (RFM) for your 

helicopter by inserting Bell 505 RFM 

Temporary Revision (TR) for Pilot Collective 

(ASB 505–21–20), BHT–505–FM–1, 

Temporary Revision (TR–6) or Bell 505 RFM 

TR for Pilot Collective (ASB 505–21–20), 

BHT–505–FM–2, Temporary Revision (TR– 

1), each dated March 3, 2021, as applicable 

to your helicopter. Using a different 

document with information identical to the 

information for the ‘‘Flight Crew’’ and 

‘‘Configuration,’’ as applicable to your 

helicopter, in the RFM TR specified in this 

paragraph for your helicopter is acceptable 

for compliance with the requirements of this 

paragraph. This action may be performed by 

the owner/operator (pilot) holding at least a 

private pilot certificate and must be entered 

into the aircraft records showing compliance 

with this AD in accordance with 14 CFR 

43.9(a)(1) through (4) and 14 CFR 

91.417(a)(2)(v). The record must be 

maintained as required by 14 CFR 91.417 or 

135.439. 

(2) Before further flight after the effective 

date of this AD, and thereafter at intervals not 

to exceed 25 hours time-in-service (TIS): 

(i) Remove the pilot collective stick and 

grip assembly from the jackshaft assembly 

and clean the areas specified in Figure 2 of 

Bell Alert Service Bulletin 505–21–20, 

Revision C, dated March 11, 2021 (ASB 505– 

21–20 Rev C) with a clean cloth C–516C or 

equivalent moistened with dry cleaning 

solvent C–304 or equivalent. 

(ii) Perform a fluorescent penetrant 

inspection (FPI) for a crack by following the 

Accomplishment Instructions, Part I, 

paragraph 5. (but not paragraphs 5.a. and b.) 

of ASB 505–21–20 Rev C. Perform this FPI 

in the areas specified in Figure 2 of ASB 505– 

21–20 Rev C. If there is a crack, before further 

flight, remove the pilot collective stick and 

grip assembly from service. 

(3) Within 12 months after the effective 

date of this AD, remove the pilot collective 

stick tube from service and install pilot 

collective stick tube part number (P/N) 

M207–20M301–043 by following the 

Accomplishment Instructions, Part II, 

paragraphs 3. and 4. of ASB 505–21–20 Rev 

C except where this service information 

specifies discarding parts, you are required to 

remove those parts from service instead. 

Thereafter, remove from service pilot 

collective stick tube P/N M207–20M301–043 

before it accumulates 6,250 total hours TIS. 

(4) Completing the actions required in 

paragraph (g)(3) of this AD constitutes a 

terminating action for the requirements in 

paragraphs (g)(1) and (2) of this AD. 

(5) As of the effective date of this AD, do 

not install any pilot collective stick and grip 

assembly on any helicopter unless the 

actions required by paragraphs (g)(2) and (3) 

of this AD have been accomplished. 

(6) As of the effective date of this AD, relief 

under any Master Minimum Equipment List 

or Minimum Equipment List for the Audio 

Panel is prohibited when the aircraft is 

operated with a single pilot from the left seat. 

(h) Credit for Previous Actions 

If you performed an FPI of the pilot 

collective stick and grip assembly before the 

effective date of this AD using Bell Alert 

Service Bulletin 505–21–20, dated February 

20, 2021, Bell Alert Service Bulletin 505–21– 

20, Revision A, dated February 26, 2021, or 

Bell Alert Service Bulletin 505–21–20, 

Revision B, dated March 3, 2021, you met the 

before further flight FPI requirement of 

paragraph (g)(2) of this AD. 

(i) Special Flight Permits 

A special flight permit to a maintenance 

facility may be granted provided that: 

(1) There are no passengers on-board, 

(2) The helicopter is flown from the copilot 

(left) seat only, and 

(3) The GMA (intercom) is operative. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, International Validation 

Branch, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. In 

accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the International Validation 

Branch, send it to the attention of the person 

identified in paragraph (k)(1) of this AD. 

Information may be emailed to: 9-AVS-AIR730-AMOC@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) AMOCs approved previously for AD 

2021–06–06 are approved as AMOCs for the 

corresponding requirements in paragraph (g) 

of this AD. 

(k) Related Information 

(1) For more information about this AD, 

contact Hal Jensen, Aerospace Engineer, 

Operational Safety Branch, Compliance & 

Airworthiness Division, FAA, 950 L’Enfant 

Plaza N SW, Washington, DC 20024; 

telephone (202) 267–9167; email hal.jensen@

faa.gov. 

(2) Bell Alert Service Bulletin 505–21–20, 

dated February 20, 2021, Bell Alert Service 

Bulletin 505–21–20, Revision A, dated 

February 26, 2021, and Bell Alert Service 

Bulletin 505–21–20, Revision B, dated March 

3, 2021, which are not incorporated by 

reference, contain additional information 

about the subject of this AD. This service 

information is available at the contact 

information specified in paragraphs (l)(5) and 

(6) of this AD. 

(3) The subject of this AD is addressed in 

Transport Canada AD CF–2021–05R3, dated 

March 19, 2021. You may view the Transport 

Canada AD at https://www.regulations.gov in 

Docket No. FAA–2021–0729. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(3) The following service information was 

approved for IBR on April 4, 2022. 

(i) Bell Alert Service Bulletin 505–21–20, 

Revision C, dated March 11, 2021. 

(ii) [Reserved] 

(4) The following service information was 

approved for IBR on March 31, 2021 (86 FR 

14366, March 16, 2021). 

(i) Bell 505 Rotorcraft Flight Manual 

Temporary Revision for Pilot Collective (ASB 

505–21–20), BHT–505–FM–1, Temporary 

Revision (TR–6), dated March 3, 2021. 

(ii) Bell 505 Rotorcraft Flight Manual 

Temporary Revision for Pilot Collective (ASB 

505–21–20), BHT–505–FM–2, Temporary 

Revision (TR–1), dated March 3, 2021. 

(5) For Bell service information identified 

in this AD, contact Bell Textron Canada 


khammond on DSKJM1Z7X2PROD with RULES
10954 Federal Register / Vol. 87, No. 39 / Monday, February 28, 2022 / Rules and Regulations 

Limited, 12,800 Rue de l’Avenir, Mirabel, 

Quebec J7J1R4; telephone 1–450–437–2862 

or 1–800–363–8023; fax 1–450–433–0272; 

email productsupport@bellflight.com; or at 

https://www.bellflight.com/support/contactsupport. 

(6) 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. 

(7) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

email: fr.inspection@nara.gov, or go to: 

https://www.archives.gov/federal-register/cfr/ 

ibr-locations.html. 

Issued on February 10, 2022. 

Ross Landes, 

Deputy Director for Regulatory Operations, 

Compliance & Airworthiness Division, 

Aircraft Certification Service. 

[FR Doc. 2022–04159 Filed 2–25–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–1067; Project 

Identifier MCAI–2021–00857–T; Amendment 

39–21954; AD 2022–05–03] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Canada Limited Partnership (Type 

Certificate Previously Held by C Series 

Aircraft Limited Partnership (CSALP); 

Bombardier, Inc.) Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Airbus Canada Limited Partnership 

Model BD–500–1A10 and BD–500– 

1A11 airplanes. This AD was prompted 

by a report that some tie-rod assemblies 

may have been overtightened during the 

installation of interior monuments (such 

as galleys, lavatories, and forward 

stowage or wardrobes). This AD requires 

adjusting the tie-rod assemblies, as 

specified in a Transport Canada Civil 

Aviation (TCCA) AD, which is 

incorporated by reference. The FAA is 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective April 4, 

2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of April 4, 2022. 

ADDRESSES: For TCCA material 

incorporated by reference (IBR) in this 

AD, contact TCCA, Transport Canada 

National Aircraft Certification, 159 

Cleopatra Drive, Nepean, Ontario K1A 

0N5, Canada; telephone 888–663–3639; 

email AD-CN@tc.gc.ca; internet https:// 

tc.canada.ca/en/aviation. You may view 

this material at the FAA, Airworthiness 

Products Section, Operational Safety 

Branch, 2200 South 216th St., Des 

Moines, WA. For information on the 

availability of this material at the FAA, 

call 206–231–3195. It is also available in 

the AD docket at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

1067. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–1067; 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. 

FOR FURTHER INFORMATION CONTACT: 

Antariksh Shetty, Aerospace Engineer, 

Airframe and Propulsion Section, FAA, 

New York ACO Branch, 1600 Stewart 

Avenue, Suite 410, Westbury, NY 

11590; telephone 516–228–7300; email 

9-avs-nyaco-cos@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The TCCA, which is the aviation 

authority for Canada, has issued TCCA 

AD CF–2021–25, dated July 22, 2021 

(TCCA AD CF–2021–25) (also referred 

to as the MCAI), to correct an unsafe 

condition for certain Airbus Canada 

Limited Partnership Model BD–500– 

1A10 and BD–500–1A11 airplanes. 

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 Canada Limited 

Partnership Model BD–500–1A10 and 

BD–500–1A11 airplanes. The NPRM 

published in the Federal Register on 

December 17, 2021 (86 FR 71589). The 

NPRM was prompted by a report that 

some tie-rod assemblies may have been 

overtightened during the installation of 

interior monuments (such as galleys, 

lavatories, and forward stowage or 

wardrobes). The NPRM proposed to 

require adjusting the tie-rod assemblies, 

as specified in TCCA AD CF–2021–25. 

The FAA is issuing this AD to address 

overtightened (pre-loaded) tie-rods that 

induce unwanted stress in a monument 

and may cause the monument to 

become unconstrained in an emergency 

landing, potentially blocking exits or 

injuring occupants. See the MCAI for 

additional background information. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received no comments on 

the NPRM or on the determination of 

the cost to the public. 

Conclusion 

The FAA reviewed the relevant data 

and determined that air safety requires 

adopting this AD as proposed. 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. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. 

Related Service Information Under 1 

CFR Part 51 

TCCA AD CF–2021–25 specifies 

procedures for, among other actions, 

adjustment of the affected tie-rod 

assemblies to remove any pre-load. 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. 

Costs of Compliance 

The FAA estimates that this AD 

affects 21 airplanes of U.S. registry. The 

FAA estimates the following costs to 

comply with this AD: 


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