A proposal to amend 14 CFR part 39 by superseding AD 2002-08-54, Amendment 39-12835 (67 FR 50793, August 6, 2002), and a correction published on August 21, 2002 (67 FR 54259), for the specified BHTC model helicopters was published in the Federal Register on January 21, 2004 (69 FR 2855). The action proposed to require, before further flight and at specified intervals, visually checking each affected grip and pitch horn for a crack. The action also proposed to require using a 10-power or higher magnifying glass to visually inspect each affected grip and pitch horn for a crack at specified intervals. If a crack is found, the action proposed replacing each unairworthy grip or pitch horn with an airworthy part before further flight. \n\n\tBHTC has issued Bell Helicopter Textron Alert Service Bulletin No. 222-02-93, Revision A, No. 222U-02-64, Revision A, and 230-02-26, Revision A, all dated March 3, 2003. The service bulletins introduce a daily check and a recurrent 25 hour inspection requirement for grips and pitch horns with more than 1,250 hours since new. In addition, the service bulletins provide inspection instructions for the main rotor grip assemblies and pitch horns. The service bulletins also specify that all main rotor hub assemblies, which have accumulated more than 2,500 hours of operation since new, overhaul, or the last 2,500 hour scheduled inspection, be inspected in accordance with maintenance requirements listed in Chapter 5 of the applicable maintenance manual. \n\n\tTransport Canada, the airworthiness authority for Canada, notified the FAA that an unsafe condition may exist on these helicopter models. They have determined that a newly developed enhanced inspection is required at 2,500 hours air time in service in addition to the daily check and 25 hour visual repetitive inspection to ensure integrity of the components. Transport Canada also advises of the need for repeated daily checks and visual inspections at specified intervals, as well as enhanced inspections at specified intervals, of the grip and pitch horn for a crack until the cause of the premature failures is determined. Transport Canada classified the BHTC alert service bulletins as mandatory and issued AD No. CF-2002-23R1, dated May 7, 2003, to ensure the continued airworthiness of these helicopters. \n\n\tThese helicopter models are type certificated in Canada and are type certificated for operation in the United States under the provisions of 14 CFR 21.29 and the applicable bilateral agreement. Pursuant to this bilateral agreement, Transport Canada has kept the FAA informed of the situation described above. The FAA has examined the findings of Transport Canada, reviewed all available information, and determined that AD action is necessary for products of these type designs that are certificated for operation in the United States. \n\n\tInterested persons have been afforded an opportunity to participate in the making of this amendment. Due consideration has been given to the comment received. \n\n\tOne commenter questioned the accuracy of the statement in the preamble to the NPRM, in which we stated, "These helicopter models are manufactured in Canada and are type certificated for operation in the United States under the provisions of 14 CFR 21.29 and the applicable bilateral agreement." The commenter states that the "proposed AD is not 100% correct." He states that "(t)he 222 models were made in the USA and the 230 helicopters were made in Canada. The type certificate may have been changed to Transport Canada." We agree. However, regardless of where these helicopter models were manufactured, since the type certificates under which they operate in the United States are issued by the FAA based on the current Canadian type certificates for all these models under the provisions of 14 CFR Sec. 21.29 and the applicable bilateral agreement, the location where they were manufactured is of limited importance for AD purposes. However,we have revised this preamble statement to more accurately reflect their status and removed the reference to the location of their "manufacture." \n\n\tAlso, in our proposal, although we referenced the updated Transport Canada AD, CF-2002-23R1, dated May 7, 2003, in the preamble discussion, we inadvertently referenced the previous Transport Canada AD, CF-2002- 23, dated April 2, 2002, in the note at the end of our proposal. We have corrected that reference as well as corrected the "Note" numbering in this final rule. \n\n\tAfter careful review of the available data, including the comment noted above, the FAA has determined that air safety and the public interest require adopting the rule with the changes described previously. The FAA has determined that these changes will neither increase the economic burden on any operator nor increase the scope of the AD. \n\n\tThe FAA estimates that this AD will affect 107 helicopters of U.S. registry, and the actions will take approximately 32 work hours per helicopter to accomplish at an average labor rate of $65 per work hour. The cost of the main rotor grip is either $26,226 or $37,748 and the cost of a pitch horn is either $6,863 or $15,281 (2 pitch horns and 2 grips per helicopter). Based on these figures, the total estimated cost impact of the AD on U.S. operators is $2,080 per helicopter each year or $222,560 for the entire fleet, and if all parts are replaced, is $11,570,766, assuming the most expensive grips and pitch horns are required. \n\nRegulatory Findings \n\n\tThe regulations adopted herein 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. Therefore, it is determined that this final rule does not have federalism implications under Executive Order 13132. \n\n\tFor the reasons discussed above, I certify that this action (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); 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. A final evaluation has been prepared for this action and it is contained in the Rules Docket. A copy of it may be obtained from the Rules Docket at the FAA, Office of the Regional Counsel, Southwest Region, 2601 Meacham Blvd., Room 663, Fort Worth, Texas. \n\nAuthority for This Rulemaking \n\n\tTitle 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\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\nList of Subjects in 14 CFR Part 39 \n\n\tAir transportation, Aircraft, Aviation safety, Safety. \n\nAdoption of the Amendment \n\nAccordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation Administration amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows: \n\nPART 39--AIRWORTHINESS DIRECTIVES \n\n 1. The authority citation for part 39 continues to read as follows: \n\n\tAuthority: 49 U.S.C. 106(g), 40113, 44701. \n\n§ 39.13 (Amended) \n\n2. Section 39.13 is amended by removing Amendment 39-12835 (67 FR 50793, August 6, 2002), and by adding a new airworthiness directive (AD), Amendment 39-13966, to read as follows: