Airworthiness Directives; Airbus Helicopters

[Federal Register Volume 91, Number 155 (Thursday, August 13, 2026)]
[Rules and Regulations]
[Pages 52231-52236]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2026-16505]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2025-3420; Project Identifier MCAI-2025-00225-R; 
Amendment 39-23433; AD 2026-16-03]
RIN 2120-AA64


Airworthiness Directives; Airbus Helicopters

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all 
Airbus Helicopters Model AS355E, AS355F, AS355F1, AS355F2, and AS355N 
helicopters. This AD was prompted by reports of cracks in the legs of 
the side supports of the tail rotor transmission fan. This AD requires 
repetitively inspecting the side supports of the tail rotor 
transmission fan for cracks and, depending on the results, replacing 
both side supports. The FAA is issuing this AD to address the unsafe 
condition on these products.

[[Page 52232]]


DATES: This AD is effective September 17, 2026. The Director of the 
Federal Register approved the incorporation by reference of a certain 
publication listed in this AD as of September 17, 2026.

ADDRESSES: 
    AD Docket: You may examine the AD docket at regulations.gov under 
Docket No. FAA-2025-3420; 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-91, West Building Fifth Floor, Room W58-213, 1200 
New Jersey Avenue SE, Washington, DC 20590.
    Material Incorporated by Reference:
    <bullet> For European Union Aviation Safety Agency (EASA) material 
identified in this AD, contact EASA, Konrad-Adenauer-Ufer 3, 50668 
Cologne, Germany; phone: +49 221 8999 000; email: [email protected]; 
website: easa.europa.eu. You may find this material on the EASA website 
at ad.easa.europa.eu.
    <bullet> You may view this material at the FAA, Airworthiness 
Products Section, Operational Safety Branch, 10101 Hillwood Parkway, 
Fort Worth, TX 76177. For information on the availability of this 
material at the FAA, call (817) 222-5110. It is also available at 
regulations.gov under Docket No. FAA-2025-3420.

FOR FURTHER INFORMATION CONTACT: Michael Yeshiambel, Aviation Safety 
Engineer, FAA, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; 
phone: (316) 946-4133; email: [email protected].

SUPPLEMENTARY INFORMATION:

Background

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 by adding an AD that would apply to all Airbus Helicopters 
Model AS355E, AS355F, AS355F1, AS355F2, and AS355N helicopters. The 
NPRM was published in the Federal Register on September 30, 2025 (90 FR 
46773). The NPRM was prompted by EASA AD 2025-0052, dated February 28, 
2025 (EASA AD 2025-0052) (also referred to as the MCAI), issued by 
EASA, which is the Technical Agent for the Member States of the 
European Union. The MCAI states there have been reports, following 
scheduled maintenance, of cracks in the legs of the left-hand (LH) and 
right-hand (RH) side supports of the tail rotor transmission fan 
installed on helicopters with the post-modification 07-9062 
configuration. This condition, if not addressed, could result in 
failure of the legs supporting the tail rotor transmission fan and 
displacement of the tail rotor transmission fan assembly, which could 
lead to the failure of the engine and main gearbox cooling function, 
loss of the tail rotor drive, and consequent loss of control of the 
helicopter.
    In the NPRM, the FAA proposed to require repetitively inspecting 
the side supports of the tail rotor transmission fan for cracks and, 
depending on the results, replacing both side supports. The FAA is 
issuing this AD to address the unsafe condition of these products.
    You may examine the MCAI in the AD docket at regulations.gov under 
Docket No. FAA-2025-3420.

Discussion of Final Airworthiness Directive

Comments

    The FAA received comments from five commenters. The comments were 
from the Citizens Rulemaking Alliance, Elite Rotorcraft, Heli Chicago, 
and two individuals. The two individuals supported the NPRM without 
change. The following presents the comments received on the NPRM and 
the FAA's response to each comment.

Request To Withdraw the Proposed AD

    Elite Rotorcraft and Heli Chicago stated that the unsafe condition 
can be derived from improper maintenance being performed and not 
following the manufacturer's recommended balancing guidelines. Elite 
Rotorcraft and Heli Chicago stated they keep their fans balanced, which 
helps eliminate vibrations that cause cracks. Additionally, both 
commenters stated that the proposed AD is not warranted unless it 
addresses the core cause of the unsafe condition, which is the 
vibration level of the fan. The commenters stated that addressing the 
vibration level of the fan would eliminate the unsafe condition of 
cracking. Furthermore, Elite Rotorcraft and Heli Chicago requested that 
the FAA provide additional data and information relating to the unsafe 
condition.
    The FAA disagrees with the commenters' suggestion that the proposed 
AD is not warranted. Under 14 CFR part 39, the FAA issues an 
airworthiness directive when an unsafe condition exists in the product, 
and the condition is likely to exist or develop in other products of 
the same type design. Multiple instances have been reported where, 
during scheduled maintenance, cracks or failures were discovered in the 
legs of both the LH and RH tail rotor supports. There is currently no 
definitive evidence that the unsafe condition is related to improper 
maintenance. The fact that the individual aircraft owned or operated by 
some commenters have not experienced cracking does not negate the 
existence of an unsafe condition that exists or may develop on these 
helicopters. Failure to detect and correct these cracks could cause the 
loss of all four support legs, displacing the fan assembly. This risks 
losing engine and main gearbox cooling, tail rotor drive, and overall 
helicopter control.
    Additionally, since Airbus Helicopters is still investigating the 
root cause of the cracking, at this time the FAA has not determined 
that the root cause of the cracking is fan vibration. As noted, the FAA 
considers this AD to be an interim action to detect and correct the 
unsafe condition. Should a final corrective action be identified in the 
future, the FAA will consider further rulemaking.
    The FAA did not change this AD as a result of this comment.

Request To Justify Forgoing Notice and Comment or Issue an NPRM

    The Citizens Rulemaking Alliance requested that the FAA either 
provide its justification for finding good cause to bypass notice and 
comment procedures, convert this action to an NPRM, or stay enforcement 
to allow comments to substantiate the ``before further flight'' 
compliance time. The commenter asserted the FAA has not adequately 
justified use of the good cause exemption to bypass notice and comment 
and the 30-day delayed effective date.
    The FAA notes the comment was submitted in response to an NPRM for 
which the FAA provided a 45-day comment period. This final rule is 
effective 35 days after its publication in the Federal Register. 
Therefore, the FAA did not change this AD as a result of this comment.

Request To Make Incorporation by Reference (IBR) Materials Reasonably 
Available

    The Citizens Rulemaking Alliance stated that the FAA's current 
practices for IBR frequently fail to meet the legal and regulatory 
standards for reasonable availability. The commenter called on the FAA 
to guarantee that all IBR materials are easily and freely accessible to 
the public in the AD docket and affected parties for both commenting 
and compliance purposes. They also requested that the FAA reopen the 
comment period for at least 30 days

[[Page 52233]]

after access to the IBR material is provided.
    The FAA notes that this AD only incorporates by reference EASA AD 
2025-0052, not the manufacturer service information referenced in that 
EASA AD. The FAA posted EASA AD 2025-0052 to the AD docket when the 
NPRM was published in the Federal Register. The material referenced in 
EASA AD 2025-0052 may only be posted before the final rule's 
publication if it is already publicly available or if there is written 
consent from the owner of that material. Additionally, the FAA provided 
notice in the NPRM that the material referenced in EASA AD 2025-0052 
will be available in the AD docket after this AD is published. 
Therefore, the FAA did not change this AD as a result of this comment.

Request To Comply With the Paperwork Reduction Act (PRA)

    The Citizens Rulemaking Alliance requested that the FAA revise the 
AD to comply with the PRA if reporting is required or suspend the 
reporting requirement until PRA requirements are satisfied and then 
provide an opportunity to comment on the economic burden.
    The FAA notes that paragraph (i) of this AD specifies that this AD 
does not require reporting. If an AD were to require reporting, the 
preamble of the AD would include a paragraph titled ``Paperwork 
Reduction Act'' that would provide the applicable OMB control number, 
required PRA statements, and the estimated time to collect the required 
information (burden). Any costs associated with the reporting 
requirement would be included in the Costs of Compliance section in the 
preamble of the AD. Therefore, the FAA did not change this AD as a 
result of this comment.

Request To Consider Impact on Small Entities and To Provide Additional 
Cost Information

    The Citizens Rulemaking Alliance requested that the FAA provide the 
factual basis for its Regulatory Flexibility Act (RFA) certification 
that the AD will not have a significant economic impact on a 
substantial number of small entities. The commenter also requested that 
the FAA add to the AD docket the cost methodology that supports its 
conclusion that the AD is not significant under Executive Order 12866. 
The commenter stated that the FAA's economic analysis should also 
account for the cost of any downtime and operational impacts.
    The FAA recognizes that, in doing the actions required by an AD, 
operators might incur indirect or incidental costs in addition to the 
direct costs. The cost analysis in an AD typically describes only the 
direct costs of the specific actions required by an AD, which does not 
include indirect or incidental costs such as downtime, loss of revenue, 
planning, or time necessitated by other administrative actions since 
those costs might vary significantly among operators. The number of 
work hours necessary to do the required actions of an AD is provided by 
the manufacturer. This number represents the time necessary to perform 
only the actions actually required by an AD. The cost of parts or 
special tools, if necessary, to complete the actions required by an AD 
is also provided by the manufacturer. Further, when the FAA is informed 
that the manufacturer may cover some or all of the estimated costs of 
an AD under warranty, the FAA indicates that in the AD. In the Costs of 
Compliance section of the proposed AD, the FAA disclosed the number of 
affected helicopters on the U.S. registry (updated in this final rule) 
and the manufacturer-provided number of work hours and cost of parts 
necessary to complete repairs. Additionally, the FAA determined that 
this AD will not trigger downtime costs because the requirements of 
this AD can be performed during regularly scheduled maintenance. Since 
the FAA assessed and disclosed the total known costs of the AD 
requirements in the Costs of Compliance section of the proposed AD, and 
the commenter did not provide additional cost data for the FAA to 
consider in its cost analysis, it is not necessary to provide 
additional information in the AD docket.
    The FAA has also considered the AD's impact on small entities and 
provides the following factual basis for its RFA certification.
    The Regulatory Flexibility Act of 1980, Public Law 96-354, 94 Stat. 
1164 (5 U.S.C. 601-612), as amended by the Small Business Regulatory 
Enforcement Fairness Act of 1996 (Pub. L. 104-121, 110 Stat. 857, Mar. 
29, 1996) and the Small Business Jobs Act of 2010 (Pub. L. 111-240, 124 
Stat. 2504, Sept. 27, 2010), requires Federal agencies to consider the 
effects of the regulatory action on small business and other small 
entities and to minimize any significant economic impact. The term 
``small entities'' comprises small businesses and not-for-profit 
organizations that are independently owned and operated and are not 
dominant in their fields, and governmental jurisdictions with 
populations of less than 50,000.

Small Entities to Which This AD Applies

    The FAA used the definition of small entities in the RFA for this 
analysis. The RFA defines small entities as small businesses, small 
governmental jurisdictions, or small organizations. In 5 U.S.C. 601(3), 
the RFA defines ``small business'' to have the same meaning as ``small 
business concern'' under section 3 of the Small Business Act. The Small 
Business Act authorizes the Small Business Administration (SBA) to 
define ``small business'' by issuing regulations.
    The SBA has established size standards for various types of 
economic activities, or industries, under the North American Industry 
Classification System (NAICS). These size standards generally define 
small businesses based on the number of employees or annual receipts. 
Note that the SBA definition of a small business applies to the parent 
company and all affiliates as a single entity.
    To identify small entities, the FAA first identified the primary 
NAICS of the entity or parent company, and then used data from 
different sources (e.g., company annual reports, Bureau of 
Transportation Statistics) to determine whether the entity meets the 
applicable size standard. This AD affects 25 entities, of which 13 are 
small entities, 3 are not small entities, and the FAA was unable to 
obtain sufficient data to categorize the remaining 9 entities. The 
following table presents the numbers and industries of the 16 known 
entities affected by this AD:

                                 Number of Entities and Small Entities Affected
----------------------------------------------------------------------------------------------------------------
                                                     Number of       Affected        Number of      Percent of
       NAICS code                Category            entities        aircraft     small entities  small entities
----------------------------------------------------------------------------------------------------------------
423860.................  Transportation                        2               2               1              50
                          Equipment and Supplies
                          (except Motor Vehicle)
                          Merchant Wholesalers.
481219.................  Other Nonscheduled Air                5               7               5             100
                          Transportation.

[[Page 52234]]

 
488119.................  Other Airport                         5               7               5             100
                          Operations.
488510.................  Freight Transportation                1               1               0               0
                          Arrangement.
492110.................  Couriers and Express                  1               3               0               0
                          Delivery Services.
541611.................  Administrative                        1               1               1             100
                          Management and General
                          Management Consulting
                          Services.
561320.................  Temporary Help Services               1               1               1             100
----------------------------------------------------------------------------------------------------------------

    The following table presents the high-case cost impact of this AD 
on all 13 small entities. The high-case is defined by the cost of an 
inspection ($128 per helicopter), which then reveals that a replacement 
is necessary, costing $2,640. These costs are detailed in the ``Costs 
of Compliance'' section of this final rule.

                                         Impact of AD on Small Entities
----------------------------------------------------------------------------------------------------------------
                                                                                                      Average
           NAICS code                   NAICS description         Average annual   Average high-    percent of
                                                                   revenues \1\    case cost \2\    revenue \3\
----------------------------------------------------------------------------------------------------------------
423860.........................  Transportation Equipment and         $1,060,000          $2,768            0.26
                                  Supplies (except Motor
                                  Vehicle) Merchant Wholesalers.
481219.........................  Other Nonscheduled Air                  869,362           3,875            0.49
                                  Transportation.
488119.........................  Other Airport Operations.......       1,019,898           3,875            0.68
541611.........................  Administrative Management and           226,340           2,768            1.22
                                  General Management Consulting
                                  Services.
561320.........................  Temporary Help Services........         223,050           2,768            1.24
----------------------------------------------------------------------------------------------------------------
\1\ Source: Dun & Bradstreet, D&B Hoovers, retrieved May 14, 2026.
\2\ Cost determined by multiplying the number of aircraft owned by all small entities in the NAICS category by
  the high-case cost and dividing by the number of entities.
\3\ Average percent revenue across all entities in the NAICS category. For example, for Other Airport
  Operations, the entities face a cost equal to 1.02%, 0.25%, 0.35%, 0.51%, and 1.28% of their total revenue,
  which averages out to 0.68%. This figure may be different than Average High-Case Cost divided by Average
  Annual Revenues and better reflects impact to individual entities.

RFA Conclusions

    While the FAA has determined that this AD affects a substantial 
number of small entities, the high-case cost of compliance with this AD 
relative to each small entity's annual revenue is minimal. In the high-
case scenario, the AD's cost as a percentage of annual revenue imposes 
a cost no greater than 1.24 percent. Therefore, as provided in 5 U.S.C. 
605(b), the FAA certifies this AD will not result in a significant 
economic impact on a substantial number of small entities. The FAA did 
not change this AD as a result of this comment.

Conclusion

    These products have been approved by the civil aviation authority 
of another country and are approved for operation in the United States. 
Pursuant to the FAA's bilateral agreement with this State of Design 
Authority, that authority has notified the FAA of the unsafe condition 
described in the MCAI referenced above. The FAA reviewed the relevant 
data, considered any comments received, and determined that air safety 
requires adopting this AD as proposed. Accordingly, the FAA is issuing 
this AD to address the unsafe condition on these products. Except for 
minor editorial changes, a change in the Costs of Compliance section 
(from 38 helicopters to 34 helicopters and corresponding cost changes), 
this AD is adopted as proposed in the NPRM. None of the changes will 
increase the economic burden on any operator.

Material Incorporated by Reference Under 1 CFR Part 51

    The FAA reviewed EASA AD 2025-0052, which specifies procedures for 
repetitive inspections of the LH and RH side supports of the tail rotor 
transmission fan, having part number (P/N) 355A34104006 (LH) and P/N 
355A34104106 (RH) respectively, for cracks and, if any crack is found 
on any side support, replacement of both side supports. EASA AD 2025-
0052 also specifies reporting the inspection results to the 
manufacturer. 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 MCAI

    The MCAI requires reporting inspection results to the manufacturer, 
whereas this AD does not.

Interim Action

    The FAA considers that this AD is an interim action. The 
manufacturer is still investigating the root cause of the unsafe 
condition identified in this AD. If final action is later identified, 
the FAA might consider further rulemaking.

Costs of Compliance

    The FAA estimates that this AD affects 34 helicopters of U.S. 
registry. The FAA estimates the following costs to comply with this AD:

[[Page 52235]]



                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                     Cost per      Cost on U.S.
               Action                         Labor cost            Parts cost        product        operators
----------------------------------------------------------------------------------------------------------------
Inspect both side supports.........  1.5 work-hours x $85 \1\                 $0            $128          $4,352
                                      per hour = $128.
----------------------------------------------------------------------------------------------------------------
\1\ The FAA estimated operators will incur $85 in costs per labor hour, which is the weighted average fiscal
  year (FY) 2026 fully loaded wage of an aircraft mechanic ($69.85) working 60% of the labor hours and a general
  and operations manager ($108.15) working 40% of the labor hours. The FAA estimated these wages by taking the
  average of the FY 2024 Bureau of Labor Statistics (BLS) air transportation industry average wage for aircraft
  mechanics and general and operations managers (See: Occupational Employment and Wage Statistics Query System,
  BLS (May 2024), data.bls.gov/oes/); multiplying each wage by a fringe benefit factor of 1.42 (See: Employer
  Cost for Employee Compensation--December 2024, BLS (2024), bls.gov/news.release/archives/ecec_03142025.pdf);
  and adjusting these 2024 wages to 2026 dollars using an implicit Gross Domestic Product (GDP) Price Deflator
  of 2.8% (See: Gross Domestic Product: Implicit Price Deflator, FRED (2026) fred.stlouisfed.org/series/GDPDEF).

    The FAA estimates the following costs to do any on-condition 
actions that would be required based on the results of the inspection. 
The agency has no way of determining the number of helicopters that 
might need these on-condition actions:

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                     Cost per
                   Action                                 Labor cost                Parts cost        product
----------------------------------------------------------------------------------------------------------------
Replace both side supports.................  24 work-hours x $85 per hour =                 $600          $2,640
                                              $2,040.
----------------------------------------------------------------------------------------------------------------

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:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive:

2026-16-03 Airbus Helicopters: Amendment 39-23433; Docket No. FAA-
2025-3420; Project Identifier MCAI-2025-00225-R.

(a) Effective Date

    This airworthiness directive (AD) is effective September 17, 
2026.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to all Airbus Helicopters Model AS355E, AS355F, 
AS355F1, AS355F2, and AS355N helicopters, certificated in any 
category.

(d) Subject

    Joint Aircraft System Component (JASC) Code 6500, Tail Rotor 
Drive System.

(e) Unsafe Condition

    This AD was prompted by reports of cracks in the legs of the 
side support of the tail rotor transmission fan. The FAA is issuing 
this AD to detect and correct a cracked side support of the tail 
rotor transmission fan. The unsafe condition, if not addressed, 
could result in failure of the legs supporting the tail rotor 
transmission fan and displacement of the tail rotor transmission fan 
assembly, which could lead to the failure of the engine and main 
gearbox cooling function, loss of the tail rotor drive, and 
consequent loss of control of the helicopter.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Required Actions

    Except as specified in paragraphs (h) and (i) of this AD: Comply 
with all required actions and compliance times specified in, and in 
accordance with, European Union Aviation Safety Agency AD 2025-0052, 
dated February 28, 2025 (EASA AD 2025-0052).

(h) Exceptions to EASA AD 2025-0052

    (1) Where EASA AD 2025-0052 requires compliance in terms of 
flight hours, this AD requires using hours time-in-service.
    (2) Where EASA AD 2025-0052 refers to its effective date, this 
AD requires using the effective date of this AD.
    (3) Where paragraph (2) of EASA AD 2025-0052 specifies ``replace 
both affected parts in accordance with the instructions of the 
ASB'', this AD requires replacing that text with ``remove both 
affected parts from service and replace with new (zero hours time-
in-service) parts in accordance with the instructions of the ASB''.

[[Page 52236]]

    (4) This AD does not adopt the ``Remarks'' section of EASA AD 
2025-0052.

(i) No Reporting Requirement

    Although EASA AD 2025-0052 and the material referenced in EASA 
AD 2025-0052 specify to submit certain information to the 
manufacturer, this AD does not include that requirement.

(j) Special Flight Permits

    Special flight permits, as described in 14 CFR 21.197 and 
21.199, are not allowed.

(k) 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 (l) of 
this AD and email to: [email protected].
    (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.

(l) Additional Information

    For more information about this AD, contact Michael Yeshiambel, 
Aviation Safety Engineer, FAA, 1600 Stewart Avenue, Suite 410, 
Westbury, NY 11590; phone: (316) 946-4133; email: 
[email protected].

(m) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference of the material listed in this paragraph 
under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this material as applicable to do the actions 
required by this AD, unless the AD specifies otherwise.
    (i) European Union Aviation Safety Agency (EASA) AD 2025-0052, 
dated February 28, 2025.
    (ii) [Reserved]
    (3) For EASA material identified in this AD, contact EASA, 
Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; phone: +49 221 8999 
000; email: [email protected]; website: easa.europa.eu. You may 
find the EASA material on the EASA website at ad.easa.europa.eu.
    (4) You may view this material at the FAA, Airworthiness 
Products Section, Operational Safety Branch, 10101 Hillwood Parkway, 
Fort Worth, TX 76177. For information on the availability of this 
material at the FAA, call (817) 222-5110.
    (5) You may view this material at the National Archives and 
Records Administration (NARA). For information on the availability 
of this material at NARA, visit www.archives.gov/federal-register/cfr/ibr-locations or email [email protected].

    Issued on July 30, 2026.
Steven W. Thompson,
Acting Deputy Director, Compliance & Airworthiness Division, Aircraft 
Certification Service.
[FR Doc. 2026-16505 Filed 8-12-26; 8:45 am]
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