72132 Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations 

(vi) Airbus Service Bulletin A300–54– 

6019, dated October 15, 1993. 

(6) For service information identified in 

this AD, contact Airbus SAS, Airworthiness 

Office—EAW, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; email account.airworth-eas@

airbus.com; Internet http://www.airbus.com. 

(7) You may view this service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(8) 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, call 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on 

November 6, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–28477 Filed 12–4–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0159; Directorate 

Identifier 2012–SW–010–AD; Amendment 

39–18032; AD 2014–23–16] 

RIN 2120–AA64 

Airworthiness Directives; Robinson 

Helicopter Company Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2011–12– 

10 for Robinson Helicopter Company 

(Robinson) Model R22, R22 Alpha, R22 

Beta, R22 Mariner, R44, and R44 II 

helicopters with certain main rotor 

blades (blade) installed. AD 2011–12–10 

required inspecting each blade at the 

skin-to-spar line for debonding, 

corrosion, a separation, a gap, or a dent 

and replacing any damaged blade with 

an airworthy blade. This new AD also 

requires a terminating action for those 

inspection requirements. These actions 

are intended to detect debonding of the 

blade skin, which could result in blade 

failure and subsequent loss of control of 

the helicopter, and to correct the unsafe 

condition by replacing the main rotor 

blades with new blades that do not 

require the AD inspection. 

DATES: This AD is effective January 9, 

2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of January 9, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of July 5, 2011 (76 FR 35330, 

June 17, 2011); corrected March 5, 2012 

(77 FR 12991). 

ADDRESSES: For service information 

identified in this AD, contact Robinson 

Helicopter Company, 2901 Airport 

Drive, Torrance, CA 90505; telephone 

(310) 539–0508; fax (310) 539–5198; or 

at http://www.robinsonheli.com/

servelib.htm. You may review a copy of 

the referenced service information at the 

FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham 

Blvd., Room 663, Fort Worth Texas, 

76137. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov 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, any 

incorporated-by-reference service 

information, the economic evaluation, 

any comments received, and other 

information. The street address for the 

Docket Operations Office (phone: 800– 

647–5527) is U.S. Department of 

Transportation, Docket Operations 

Office, M–30, West Building Ground 

Floor, Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: Fred 

Guerin, Aviation Safety Engineer, Los 

Angeles Aircraft Certification Office, 

Transport Airplane Directorate, FAA, 

3960 Paramount Blvd., Lakewood, CA 

90712; telephone (562) 627–5232; email 

fred.guerin@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On February 25, 2013, at 78 FR 12648, 

the Federal Register published our 

notice of proposed rulemaking (NPRM), 

which proposed to amend 14 CFR part 

39 to supersede AD 2011–12–10, 

Amendment 39–16717 (76 FR 35330, 

June 17, 2011), corrected March 5, 2012 

(77 FR 12991), that applied to Robinson 

Model R22, R22 Alpha, R22 Beta, and 

R22 Mariner helicopters with blade, part 

number (P/N) A016–4; and Model R44 

and R44 II helicopters with blade, P/N 

C016–2 or C–016–5, installed. AD 2011– 

12–10 required a pilot check of the 

blade skin-to-spar joint area for any bare 

metal before the first flight of each day. 

AD 2011–12–10 also required 

repetitively inspecting each blade for 

corrosion, separation, a gap, or a dent, 

refinishing any bare metal before further 

flight, and replacing any damaged blade 

with an airworthy blade. AD 2011–12– 

10 was prompted by a fatal accident due 

to blade delamination. 

At the time we issued AD 2011–12– 

10, Robinson had developed 

replacement blades on the R22 and R44 

model helicopters. AD 2011–12–10 was 

issued as a Final rule; request for 

comment; however, the amount of time 

permitted to replace the blades required 

allowing the public an opportunity to 

comment. Thus, the NPRM proposed to 

retain the pilot check, recurring 

inspection, and blade refinishing 

requirements of AD 2011–12–10. An 

owner/operator (pilot) may perform the 

visual check required by paragraph (f)(1) 

of this AD and must enter compliance 

with that paragraph into the helicopter 

maintenance records in accordance with 

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

91.417(a)(2)(v). A pilot may perform this 

check because it involves only looking 

at a visible area of the blades and can 

be performed equally well by a pilot or 

a mechanic. This check is an exception 

to our standard maintenance 

regulations. The NPRM also proposed to 

add a part-numbered blade to its 

applicability for R22 model helicopters. 

Lastly, the NPRM proposed to require, 

within five years of the effective date, 

replacing both main rotor blades with 

the new part-numbered aluminum 

blades, which would constitute 

terminating action of the recurring 

inspection requirements. These actions 

are intended to detect and prevent 

debonding of the blade skin, which 

could result in blade failure and 

subsequent loss of control of the 

helicopter. 

Comments 

After our NPRM (78 FR 12648, 

February 25, 2013) was published, we 

received comments from 15 commenters 

and have given due consideration to 

each one. We have identified five 

unique issues and addressed those 

issues as follows. 

Requests 

Ten operators requested that we 

withdraw the NPRM and allow 

continued repetitive inspections of the 

blades for all affected models, as there 

is insufficient data justifying the 

termination of the requirement for 

repetitive inspections and for replacing 

the main rotor blades with new blades 

that do not require the AD inspection. 

One commenter noted that there have 

been no blade failures since the 

procedures of AD 2011–12–10 have 


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Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations 72133 

been implemented, and therefore the 

NPRM increases the financial burden to 

an operator without increasing safety. 

Another commenter requested that more 

data be obtained regarding the effect of 

the operating environment and the 

inspection accordingly modified. Two 

commenters stated that a salt air 

environment caused the debonding due 

to corrosion. Some commenters state 

that inspections and routine 

maintenance, if done correctly, will 

ensure continued operational safety. 

We do not agree. Blade debonding 

continues to occur in service. The cause 

of the debonding was determined to be 

erosion on unpainted blade tip bond 

lines which allows the bond to weaken 

and the skin to pull up. The erosion is 

mechanical and occurs in any 

environment regardless of salt or 

moisture in the air. This unsafe 

condition is sufficient to mandate 

inspections due to the catastrophic 

consequences if the blade becomes 

delaminated. However, airworthiness 

cannot be assured long-term by reliance 

on continued repetitive inspections. 

Although there have been no fatalities 

since we issued AD 2011–12–10, 

Robinson continues to report instances 

of blade delamination found during 

maintenance checks. Because blades 

continue to have debond issues, and as 

using a safety-by-inspection approach 

for a critical component has been shown 

to have an inherent amount of risk, it is 

in the interest of safety to reduce the 

retirement of the blades from 12 years 

from the blade manufacturing date to an 

earlier date. 

Five operators requested that we 

remove the requirement for replacing 

the blades for the R44 Astro models, 

because these models are not equipped 

with hydraulic assisted controls and the 

new blades cannot be installed on these 

models unless the helicopter is 

converted to hydraulic assisted controls, 

a costly conversion which is not 

necessary for safe flight. These 

commenters further stated that the 

conversion is not only an additional 

expense but also can only be performed 

at the Robinson factory. One commenter 

believed the new blades are compatible 

with the non-hydraulic airframe and 

requested we require that Robinson test 

the new blades on the non-hydraulic 

R44 Astro airframe, so that the new 

blades can be installed on the R44 Astro 

without also having to convert the 

helicopter. The commenters also stated 

that Robinson then reserves the right to 

upgrade any component on the 

helicopter to their latest revision even 

though there is no AD or SB stating the 

Robinson required change, and this 

Robinson requirement results in 

additional cost increase. One 

commenter requested that we justify 

this requirement for the R44 Astro 

helicopters by identifying the number of 

reports of blade delamination on R44 

Astros and explain the safety 

improvement resulting from converting 

a helicopter to hydraulic assisted 

controls. Finally, the commenters also 

stated that requiring replacement of the 

blades (and thus, conversion) for R44 

Astro helicopters significantly reduces 

the resale value of these helicopters. 

We do not agree. The R44 Astro is 

subject to the same unsafe condition as 

the other R22 and R44 helicopter 

models. The purpose of this AD is not 

to require converting a helicopter to 

hydraulic assisted controls; the purpose 

is to correct this unsafe condition on the 

blades. Robinson’s decision whether to 

test the new blades with the nonhydraulic R44 Astro helicopter is a 

business decision, and the FAA does 

not have the authority to mandate a 

different decision. Similarly, Robinson’s 

decision to discontinue blades designed 

for the non-hydraulic equipped 

helicopters is a business decision that 

the FAA does not have the authority to 

change. Because the blades for the nonhydraulic equipped R44 Astro 

helicopters are calendar life limited to 

12 years and will no longer be 

produced, and as the manufacturer has 

not pursued FAA approval for 

installation of the new blades on the 

non-hydraulic R44 Astro, the owners of 

the Astro helicopter will need to install 

hydraulic assisted flight controls after 

12 years regardless of the AD 

requirements. The FAA acknowledges 

that the expense and downtime to 

accomplish the blade replacement is 

greater for the R44 helicopters that are 

not equipped with hydraulic assisted 

controls. However, this greater cost due 

to an absence of hydraulic controls, 

while unfortunate, does not change the 

blade safety issue or the need to require 

replacement of the blades prior to their 

retirement life. 

Four operators stated that the FAA 

has not considered the cost of this AD 

on operators and requested that 

Robinson be responsible for the cost of 

the new blades. One commenter also 

requested that Robinson be responsible 

for the cost of converting the R44 Astro 

to hydraulic assisted flight controls, as 

this will be required for that model 

when the new blades are installed. 

We do not agree. While we 

acknowledge that the costs associated 

with the actions of this AD are not 

minimal, we have determined that these 

costs are reasonable given the unsafe 

condition. As far as request for 

Robinson to bear these costs, the FAA 

does not have the authority to require a 

manufacturer to bear the cost of a repair. 

One commenter requested that we 

require blade replacement at the 2,200 

hour overhaul or 12 years instead of the 

5-year compliance time. The commenter 

stated that as Robinson started the 

production of new blades about 3 years 

ago, the 5-year replacement period 

would require some owners to replace 

the blades long before reaching the 12- 

year inspection, and this financial cost 

was not taken into account with the 

proposed rule. 

We do not agree. We determined a 

replacement period of five years from 

the date of the AD by using a 

quantitative and qualitative risk 

assessment methodology. The risk of 

blade skin debonding results in a loss of 

control of the helicopter and is beyond 

acceptable risk guidelines when 

allowing the blades to continue in 

service indefinitely. Although the risk 

assessment indicates that immediate 

action is required to correct the unsafe 

condition, this risk is partially mitigated 

by the improved inspection techniques, 

making it acceptable to allow a five year 

period of time for blades to be replaced. 

The added cost to retire the blades has 

been anticipated in the financial burden 

justification of this AD. The FAA 

acknowledges that in some situations 

the cost to the operator may be in excess 

of the cost of the replacement blades, 

but we have determined that the costs 

associated with the actions of this AD 

are reasonable given the safety issue. 

Lastly, one commenter did not make 

a request but stated that bare metal can 

be seen on areas of the helicopter and 

that the helicopter manufacturer 

provides poor corrosion protection on 

the helicopter. The commenter 

explained that metal-to-metal contact 

causes the corrosion that occurs on the 

blades. 

We disagree. Metal-to-metal contact 

may be a mechanism that is causing the 

corrosion in the rotor blade tip cap to 

skin interface, but it has not been shown 

to be a mechanism for skin debonding 

in the area of the blade that has been 

found in the fleet. Skin debonding is the 

unsafe condition the actions in this AD 

are correcting. 

FAA’s Determination 

We have reviewed the relevant 

information, considered the comments 

received, and determined that an unsafe 

condition exists and is likely to exist or 

develop on other products of these same 

type designs and that air safety and the 

public interest require adopting the AD 

requirements as proposed, except we are 

allowing compliance with the revised 

service information as an optional 


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72134 Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations 

action. We have also made clarifications 

in the economic analysis to reflect the 

correct cost of required parts and labor 

for R–44 helicopters without 

hydraulically boosted flight controls 

installed. The total estimated cost for 

these model helicopters has not 

changed. These changes are consistent 

with the intent of the proposals in the 

NPRM (78 FR 12648, February 25, 2013) 

and will not increase the economic 

burden on any operator nor increase the 

scope of the AD. 

Related Service Information 

We have reviewed the following 

Robinson service information: 

• Letter titled ‘‘Additional 

Information Regarding Main Rotor Blade 

Skin Debonding,’’ dated May 25, 2007, 

discussing blade skin debonding; 

• Rotorcraft Flight Manual (RFM) 

changes to the Normal Procedures 

Section 4 and Systems Description 

Section 7, revised April 20, 2007, for 

each applicable model helicopter 

containing a ‘‘caution’’ about skin-tospar bond line erosion; 

• One Service Letter with two 

different Nos.: R22 SL–56B and R44 SL– 

32B, both revised April 30, 2010, 

specifying proper inspection and 

protection (refinishing) of bonded areas; 

and 

• Service Bulletins SB–103 for the 

Model R22 and SB–72 for the Model 

R44, both dated April 30, 2010, and SB– 

103A and SB–72A, both dated July 19, 

2012, specifying proper inspection and 

protection (refinishing) of bonded areas 

for certain affected blades. 

• R44 Service Letter SL–37, dated 

June 18, 2010, specifying the required 

modifications for a carbureted R–44 to 

install P/N C016–7 blades. 

Costs of Compliance 

We estimate that this AD affects 1,290 

Model R22 helicopters and 1,353 Model 

R44 helicopters, for a total of 2,643 

helicopters of U.S. Registry. At an 

average labor rate of $85 per hour, we 

estimate that operators will incur the 

following costs in order to comply with 

this AD: 

• Time to perform the before flight 

check each day is negligible. 

• Inspecting both blades will require 

about three work hours, for a total cost 

per helicopter of $255 and a total cost 

to the U.S. operator fleet of $673,965. 

• Replacing both blades on a Model 

R22 helicopter will require about 20 

work hours, and required parts will cost 

$29,808, for a total cost per helicopter 

of $31,508 and a total cost to the U.S. 

R22 operator fleet of $40,645,320 over a 

5-year period. 

• Replacing both blades on a Model 

R44 helicopter with hydraulically 

boosted flight controls installed 

(approximately 1,053 helicopters) will 

require about 20 work hours, and 

required parts will cost $43,783, for a 

total cost per helicopter of $45,483 and 

a total cost to the U.S. R44 operator fleet 

of $47,893,599 over a 5-year period. 

• Replacing both blades on a Model 

R44 helicopter without hydraulically 

boosted flight controls installed 

(approximately 300 helicopters) will 

require modifying the aircraft with 

hydraulic flight controls, and adding the 

P/N C016–7 blades and the required 

airframe provisions at a cost of 100 

work-hours for a total labor cost of 

$8,500. Parts will cost $103,747 for a 

total cost per helicopters of $112,247, 

and a cost to U.S. operators of 

$33,674,100 over 5 years. 

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 

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) 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 

removing Airworthiness Directive (AD) 

2011–12–10, Amendment 39–16717 (76 

FR 35330, June 17, 2011); corrected 

March 5, 2012 (77 FR 12991), and 

adding the following new AD: 

2014–23–16 Robinson Helicopter Company: 

Amendment 39–18032; Docket No. 

FAA–2013–0159; Directorate Identifier 

2012–SW–010–AD. 

(a) Applicability 

This AD applies to Model R22, R22 Alpha, 

R22 Beta, and R22 Mariner helicopters with 

main rotor blade (blade), part number (P/N) 

A016–2 or A016–4; and Model R44 and R44 

II helicopters with blade, P/N C016–2 or C– 

016–5, certificated in any category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

blade skin debonding, which could result in 

blade failure and subsequent loss of control 

of the helicopter. 

(c) Affected ADs 

This AD supersedes AD 2011–12–10, 

Amendment 39–16717 (76 FR 35330, June 

17, 2011); corrected March 5, 2012 (77 FR 

12991). 

(d) Effective Date 

This AD becomes effective January 9, 2015. 

(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 the first flight of each day, 

visually check for any exposed (bare metal) 

skin-to-spar joint area on the lower surface of 

each blade. The actions required by this 


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Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations 72135 

paragraph 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, 121.380, or 135.439. 

(2) If there is any bare metal in the area of 

the skin-to-spar bond line, before further 

flight, inspect the blade by following the 

requirements of paragraph (f)(3) of this AD. 

(3) Within 10 hours time-in-service (TIS), 

and at intervals not to exceed 100 hours TIS 

or at each annual inspection, whichever 

occurs first, inspect each blade for corrosion, 

separation, a gap, or a dent by following the 

Compliance Procedure, paragraphs 1 through 

6 and 8, of Robinson R22 Service Bulletin 

SB–103, dated April 30, 2010 (SB103), or 

Robinson Service Bulletin SB–72, dated 

April 30, 2010 (SB72), as appropriate for your 

model helicopter. Although the Robinson 

service information limits the magnification 

to 10X, a higher magnification is acceptable 

for this inspection. Also, an appropriate tap 

test tool which provides similar performance, 

weight, and consistency of tone may be 

substituted for the ‘‘1965 or later United 

States Quarter-dollar coin,’’ which is 

specified in the Compliance Procedure, 

paragraph 2, of SB72 and SB103. 

(4) Before further flight, refinish any 

exposed area of a blade by following the 

Compliance Procedure, paragraphs 2 through 

6, of Robinson R22 Service Letter SL–56B or 

R44 Service Letter SL–32B, both dated April 

30, 2010, as appropriate for your model 

helicopter. 

(5) Before further flight, replace any 

unairworthy blade with an airworthy blade. 

(6) Within 5 years of the effective date of 

this AD: 

(i) For Model R22 series helicopters, 

replace blade P/N A016–2 or A016–4 with a 

blade, P/N A016–6. 

(ii) For Model R44 series helicopters fitted 

with hydraulically boosted main rotor flight 

controls, replace blade P/N C016–2 or C016– 

5 with a blade, P/N C016–7. 

(iii) For Model R44 series helicopters 

without hydraulically boosted main rotor 

flight controls, replace blade P/N C016–2 or 

C016–5 with a blade, P/N C016–7. Prior to 

installing a blade P/N C016–7, verify the 

helicopter has been modified as required by 

Robinson R44 Service Letter SL–37, dated 

June 18, 2010, Compliance Procedures, 

paragraphs 1. through 10. 

(iv) Installing blades, P/N A016–6 or P/N 

C016–7, is terminating action for the 

inspection requirements of paragraphs (f)(1) 

through (f)(4) of this AD. 

(7) As an option for complying with 

paragraph (f)(3) of this AD, you may perform 

a blade inspection by following the 

corresponding provisions of SB–103A or SB– 

72A, both dated July 19, 2012, as appropriate 

for your model helicopter. 

(g) Special Flight Permits 

Special flight permits will not be issued. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles Aircraft 

Certification Office, FAA, may approve 

AMOCs for this AD. Send your proposal to: 

Fred Guerin, Aviation Safety Engineer, Los 

Angeles Aircraft Certification Office, 

Transport Airplane Directorate, FAA, 3960 

Paramount Blvd., Lakewood, CA 90712; 

telephone (562) 627–5232; email 

fred.guerin@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. 

(3) AMOCs approved for AD 2011–12–10 

(76 FR 35330, June 17, 2011); corrected 

March 5, 2012 (77 FR 12991), are approved 

as AMOCs for the corresponding 

requirements in paragraph (f) of this AD. 

(i) Additional Information 

The Robinson letter titled ‘‘Additional 

Information Regarding Main Rotor Blade 

Skin Debonding,’’ dated May 25, 2007, which 

is not incorporated by reference, contains 

additional information about the subject of 

this AD. For service information identified in 

this AD, contact Robinson Helicopter 

Company, 2901 Airport Drive, Torrance, CA 

90505; telephone (310) 539–0508; fax (310) 

539–5198; or at http://

www.robinsonheli.com/servelib.htm. You 

may review a copy of this information at the 

FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas 76137. 

(j) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6210: Main Rotor Blades. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) 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 January 9, 2015. 

(i) Robinson R44 Service Letter SL–37, 

dated June 18, 2010. 

(ii) Reserved. 

(4) The following service information was 

previously approved for IBR on July 5, 2011 

(76 FR 35330, June 17, 2011); corrected 

March 5, 2012 (77 FR 12991). 

(i) Robinson R22 Service Bulletin SB–103, 

dated April 30, 2010. 

(ii) Robinson R44 Service Bulletin SB–72, 

dated April 30, 2010. 

(iii) Robinson R22 Service Letter SL–56B, 

dated April 30, 2010. 

(iv) Robinson R44 Service Letter SL–32B, 

dated April 30, 2010. 

(5) For Robinson service information 

identified in this AD, contact Robinson 

Helicopter Company, 2901 Airport Drive, 

Torrance, CA 90505; telephone (310) 539– 

0508; fax (310) 539–5198; or at http://

www.robinsonheli.com/servelib.htm. 

(6) You may view this service information 

at FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas 76137. 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, call 

(202) 741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Fort Worth, Texas, on November 

4, 2014. 

Lance T. Gant, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–28478 Filed 12–4–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2014–0986; Airspace 

Docket No. 14–AGL–14] 

RIN 2120–AA66 

Amendment of Multiple Air Traffic 

Service (ATS) Routes; North Central 

and Northeast United States 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule, technical 

amendment. 

SUMMARY: This action amends multiple 

high altitude Area Navigation (RNAV) 

routes (Q-routes) in the north central 

and northeast United States (U.S.) to 

change 13 fixes identified in the Qroutes to match waypoint (WP) 

characterizations contained in the FAA 

and Canadian aeronautical database 

information establishing the WPs. This 

action also amends the route 

termination point and geographic 

latitude/longitude position in RNAV 

route Q–822 to reflect changes made by 

Canada as part of its Windsor-TorontoMontreal (WTM) airspace redesign 

effort. 

DATES: Effective date 0901 UTC, January 

8, 2015. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR part 51, 

subject to the annual revision of FAA 

Order 7400.9 and publication of 

conforming amendments. 

ADDRESSES: FAA Order 7400.9Y, 

Airspace Designations and Reporting 

Points, and subsequent amendments can 

be viewed online at http://www.faa.gov/ 

air_traffic/publications/. The Order is 

also available for inspection at the 

National Archives and Records 


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