Comments Invited \n\n\n\tThis 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 duringthe comment period. We will consider all the comments we receive and may conduct additional rulemaking based on those comments. \n\nDiscussion \n\n\n\tWe are adopting a new AD for Bell Model 429 helicopters with a T/R link part number (P/N) 429-012-112-101, -101FM, -103, or -103FM installed. This AD requires inspecting each T/R link bearing bore for any aluminum oxide corrosion and then cleaning the affected area of the T/R link and inspecting for any pitting. If there is any corrosion or any pitting, this AD requires replacing the T/R link. If there is no corrosion or pitting, this AD requires applying corrosion preventative sealant. This AD also requires a recurring inspection of the sealant, and repeating the inspection for corrosion and pitting if any sealant is missing. \n\tThis AD was prompted by AD No. CF-2016-01, dated January 5, 2016, issued by Transport Canada, which is the aviation authority for Canada, to correct an unsafe condition for Bell Model 429 helicopters. TransportCanada advises of an incident in which a T/R link on a Model 429 helicopter failed, causing vibration and difficulty controlling the helicopter. According to Transport Canada, the failure was caused by a crack that had initiated at a corrosion pit between the roll staked lip of the bearing and the beveled edge of the link. Transport Canada further states deficiencies in the application of corrosion resistant finishes to the link during manufacturing caused the corrosion. \n\tThis condition, if not detected, could result in failure of a link and loss of control of the helicopter. For these reasons, Transport Canada AD No. CF-2016-01 requires inspection of the T/R link and replacement of any link with corrosion. The Transport Canada AD also requires application of corrosion preventative sealant and re- identification of the T/R link. \n\nFAA's Determination \n\n\n\tThis helicopter has been approved by the aviation authority of Canada and is approved for operation in the United States. Pursuant to our bilateral agreement with Canada, Transport Canada, its technical representative, has notified us of the unsafe condition described in the Canadian AD. We are issuing this AD because we evaluated all information provided by Transport Canada and determined the unsafe condition exists and is likely to exist or \n\n((Page 5368)) \n\ndevelop on other helicopters of the same type design. \n\nRelated Service Information Under 1 CFR Part 51 \n\n\n\tBell Helicopter issued Alert Service Bulletin 429-15-26, dated December 7, 2015 (ASB), which advises of receiving reports of corrosion on T/R links between the roll staked lip of bearing P/N 429-312-107-103 and the beveled edge of T/R link P/N 429-012-112-101/-103. The ASB specifies, within 10 flight hours or before March 7, 2016, an inspection with 10X magnification of all 8 T/R link bearing bores between the roll staked lip of the bearing outer race and the link bearing bore for corrosion. If there is corrosion, the ASB specifies replacing the link. If there is no corrosion, the ASB specifies cleaning the area and performing a second inspection with 10X magnification. If there is corrosion, the ASB specifies replacing the link. If there is no corrosion, the ASB specifies removing the torque stripe, cleaning the area, and applying corrosion preventative sealant. The ASB also specifies re-identifying the P/Ns as 429-012-112-101FM and 429-012-112-103FM. Further, the ASB specifies, at intervals of 50 flight hours after the initial actions, an inspection of the sealant and reapplication if the sealant is damaged. \n\tThis 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. \n\nAD Requirements \n\n\n\tThis AD requires, within 10 hours time-in-service (TIS), without first cleaning the T/R link bearing bores, using 10X or higher magnification to inspect each T/R link bearing bore for any aluminum oxide corrosion extruding from between the roll staked lip of the bearing outer race and the link bearing bore. If there is any aluminum oxide corrosion, this AD requires replacing the T/R link before further flight. If there is no corrosion, this AD requires cleaning the T/R link bearing bores and inspecting for any pitting. If there is any pitting, this AD requires replacing the T/R link before further flight. If there is no pitting, this AD requires applying corrosion preventative sealant. Within 50 hours TIS and thereafter at intervals not to exceed 50 hours TIS, this AD requires inspecting the corrosion preventative sealant of each T/R link by using 10X or higher magnification. If the corrosion preventative sealant is missing, this AD requires performing the inspections for any aluminum oxide corrosion and pitting. \n\nDifferences Between This AD and the Transport Canada AD \n\n\n\tThis AD only applies to helicopters with certain link P/Ns installed. The Transport Canada AD doesnot specify link P/Ns. This AD requires inspecting the bearing bores for any pitting after cleaning the T/R link, while the Transport Canada AD requires inspecting for corrosion after cleaning the T/R link. This AD requires inspecting the sealant with 10X or higher magnification, while the Transport Canada AD does not specify any magnification. This AD does not require re- identifying the P/N of the link, whereas the Transport Canada AD does. As part of the recurring inspection of the corrosion preventative sealant, if the sealant is missing, this AD requires repeating the inspections for aluminum oxide corrosion and pitting to ensure part integrity before reapplying sealant. The Transport Canada AD only specifies reapplying sealant if the sealant is damaged. \n\nCosts of Compliance \n\n\n\tWe estimate that this AD affects 73 helicopters of U.S. Registry. We estimate that operators may incur the following costs in order to comply with this AD. We estimate the cost of labor at $85 per work- hour. \n\tInspecting the set of T/R links (eight bearings) for corrosion will take about one work-hour for an estimated cost of $85 per helicopter and $6,205 for the U.S. fleet. Cleaning and inspecting the set of T/R links for pitting will take about one work-hour for an estimated cost of $85 per helicopter. Replacing a T/R link will require no additional work-hours after inspection and required parts cost $2,739 for an estimated replacement cost of $2,739 per T/R link. Removing the torque stripe, cleaning, and applying sealant to the set of T/R links will take about one work-hour with a negligible parts cost for an estimated cost of $85 per helicopter. Inspecting the sealant on a set of T/R links will take about one work-hour for an estimated cost of $85 per helicopter and $6,205 for the U.S. fleet per inspection cycle. \n\tAccording to Bell Helicopter's service information some of the costs of this AD may be covered under warranty, thereby reducing the cost impact on affected individuals. We do not control warranty coverage by Bell Helicopter. Accordingly, we have included all costs in our cost estimate. \n\nFAA's Justification and Determination of the Effective Date \n\n\n\tProviding 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 unsafe condition can adversely affect control of the helicopter, and certain required corrective actions must be accomplished within 10 hours TIS. \n\tSince an unsafe condition exists that requires the immediate adoption of this AD, we determined that notice and opportunity for public comment before issuing this AD are impracticable and contrary to the public interest and that good cause exists for making this amendment effective in less than 30 days. \n\nAuthority for This RulemakingTitle 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. \n\tWe 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 products identified in this rulemaking action. \n\nRegulatory Findings \n\n\n\tWe 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. \n\tFor the reasons discussed, I certify that this AD: \n\t1. Is not a ''significant regulatory action'' under Executive Order 12866; \n\t2. Is not a ''significant rule'' under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); \n\n((Page 5369)) \n\n\n\t3. Will not affect intrastate aviation in Alaska to the extent that it justifies making a regulatory distinction; and \n\t4. 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. \n\tWe prepared an economic evaluation of the estimated costs to comply with this AD and placed it in the AD docket. \n\nList of Subjects in 14 CFR Part 39 \n\n\n\tAir transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.