44144 Federal Register / Vol. 79, No. 146 / Wednesday, July 30, 2014 / Proposed Rules 

ground at a flight-idle power setting during 

a practice autorotation, damage to the 

helicopter, and injury to occupants. 

(c) Affected ADs 

This AD supersedes AD 2010–21–07, 

Amendment 39–16467 (75 FR 63052, October 

14, 2010). 

(d) Comments Due Date 

We must receive comments by September 

29, 2014. 

(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 

Before the next practice autorotation or on 

or before 100 hours time-in-service (TIS), 

whichever occurs first, and thereafter at 

intervals not to exceed 300 hours TIS, inspect 

the wiring, perform an insulation test, 

inspect the pilot and copilot throttle twist 

grip controls, and test the pilot and copilot 

throttle twist grip controls for proper 

functioning by following the 

Accomplishment Instructions, paragraphs 

3.B.1 through 3.B.6, of Eurocopter Emergency 

Alert Service Bulletin (EASB) No. 05.00.61, 

Revision 2, dated August 13, 2013, for Model 

AS350B3 helicopters or EASB No. 05A009, 

Revision 2, dated August 13, 2013, for Model 

EC130B4 helicopters, as appropriate for your 

model helicopter. 

(g) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: George Schwab, 

Aviation Safety Engineer, Safety Management 

Group, Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, Texas 76137; 

telephone (817) 222–5110; email 

george.schwab@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. 

(h) Additional Information 

The subject of this AD is addressed in 

European Aviation Safety Agency (EASA) 

Emergency AD No. 2013–0191–E, dated 

August 22, 2013. You may view the EASA 

AD at http://www.regulations.gov in Docket 

No. FAA–2014–0498. 

(i) Subject 

Joint Aircraft Service Component (JASC) 

Code: 76 Engine Controls. 

Issued in Fort Worth, Texas, on July 18, 

2014. 

S. Frances Cox, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–17928 Filed 7–29–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0484; Directorate 

Identifier 2013–NM–245–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

Airworthiness Directive (AD) 2012–09– 

07, for certain Airbus Model A319–111, 

–112, and –132 airplanes; Model A320– 

111, –211, –212, –214 and –232 

airplanes; and Model A321–111, –211, 

–212, and –231 airplanes. AD 2012–09– 

07 currently requires performing an 

electrical bonding test between the 

gravity fill re-fuel adaptor and the top 

skin panels on the left-hand and righthand wings, and if necessary performing 

a general visual inspection for corrosion 

of the component interface and adjacent 

area, and repairing the gravity fuel 

adaptor if any corrosion is found. Since 

we issued AD 2012–09–07, we have 

determined that more airplanes are 

subject to the identified unsafe 

condition due to the installation of an 

incorrect repair intended to address the 

identified unsafe condition. This 

proposed AD would add airplanes to the 

applicability in AD 2012–09–07, and 

would require inspecting those 

airplanes to determine if a repair was 

done, and doing the electrical bonding 

test and corrective action if necessary. 

We are proposing this AD to detect and 

correct corrosion and improper bonding, 

which, in combination with a lightning 

strike in this area, could create a source 

of ignition in a fuel tank, resulting in a 

fire or explosion, and consequent loss of 

the airplane. 

DATES: We must receive comments on 

this proposed AD by September 15, 

2014. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC, between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 

For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EAS, 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.airwortheas@airbus.com; Internet http://

www.airbus.com. You may view this 

referenced 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0484; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone (800) 647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone (425) 227–1405; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2014–0484; Directorate Identifier 

2013–NM–245–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 


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Discussion 

On April 30, 2012, we issued AD 

2012–09–07, Amendment 39–17042 (77 

FR 28238, May 14, 2012). AD 2012–09– 

07 requires actions intended to address 

an unsafe condition on certain Airbus 

Model A319–111, –112, and –132 

airplanes; Model A320–111, –211, –212, 

–214 and –232 airplanes; and Model 

A321–111, –211, –212, and –231 

airplanes. 

Since we issued AD 2012–09–07, 

Amendment 39–17042 (77 FR 28238, 

May 14, 2012), the European Aviation 

Safety Agency (EASA), which is the 

Technical Agent for the Member States 

of the European Community, has issued 

EASA Airworthiness Directive 2013– 

0277R1, dated December 4, 2013 

(referred to after this as the Mandatory 

Continuing Airworthiness Information, 

or ‘‘the MCAI’’), to correct an unsafe 

condition for Airbus Model A318–111, 

–112, –121, and –122 airplanes; A319– 

111, –112, –113, –114, –115, –131, –132, 

and –133 airplanes; A320–111, –211, 

–212, –214, –231, –232, and –233 

airplanes; and A321–111, –112, –131, 

–211, –212, –213, –231, and –232 

airplanes. The MCAI states: 

Cases of corrosion findings were reported 

on the overwing refueling aperture (used to 

fill the fuel tank by gravity) on the wing top 

skin. The reported corrosion was on the 

mating surface of the aperture flange, 

underneath the refuel adaptor. Corrosion 

findings have been repaired on a case by case 

basis in accordance with approved data. 

For certain aeroplanes, the repair provided 

by Airbus contained instructions to apply 

primer coating on the mating surface. Since 

doing those repairs, it has been found that 

this primer coating may prevent proper 

electrical bonding provision between the 

overwing refueling cap adaptor and the wing 

skin. 

This condition, if not detected and 

corrected, could, in combination with a 

lightning strike in this area, create a source 

of ignition in a fuel tank, possibly resulting 

in a fire or explosion and consequent loss of 

the aeroplane. To address this potential 

unsafe condition, EASA issued AD 2011– 

0034 [http://ad.easa.europa.eu/blob/easa_

ad_2011_0034.pdf/AD_2011-0034] to require 

a one-time electrical bonding check between 

the gravity fill re-fuel adaptor and the top 

skin panels on the affected aeroplanes 

[identified by MSN in the applicability 

section of that EASA AD] and, in case of 

findings, the accomplishment of applicable 

corrective actions. 

Since that [EASA] AD was issued, EASA 

has been made aware that some operators 

may inadvertently have applied an Airbus 

repair, approved for only one aeroplane 

MSN, to other aeroplanes, without requesting 

a revision of the repair to add aeroplanes, or 

to notify Airbus of such action(s). 

Consequently, the condition addressed by 

EASA AD 2011–0034 could affect more 

aeroplanes than initially determined. 

For the reasons described above, this 

[EASA] AD retains the requirements of EASA 

AD 2011–0034, which is superseded, and 

expands the Applicability to all A320 family 

aeroplane Models, all MSN. 

This [EASA] AD has been revised to amend 

and clarify paragraph (3) and to correct an 

error in the Type/Model designations on page 

1, where the A318 was inadvertently omitted. 

For the newly added airplanes, required 

actions include inspecting for the 

presence of a corrosion repair on an 

overwing refueling aperture, and doing 

the electrical bonding test and 

applicable corrective actions if a repair 

has been installed. You may examine 

the MCAI in the AD docket on the 

Internet at http://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2014–0484. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

‘‘Contacting the Manufacturer’’ 

Paragraph in This Proposed AD 

Since late 2006, we have included a 

standard paragraph titled ‘‘Airworthy 

Product’’ in all MCAI ADs in which the 

FAA develops an AD based on a foreign 

authority’s AD. 

The MCAI or referenced service 

information in an FAA AD often directs 

the owner/operator to contact the 

manufacturer for corrective actions, 

such as a repair. Briefly, the Airworthy 

Product paragraph allowed owners/

operators to use corrective actions 

provided by the manufacturer if those 

actions were FAA-approved. In 

addition, the paragraph stated that any 

actions approved by the State of Design 

Authority (or its delegated agent) are 

considered to be FAA-approved. 

In an NPRM having Directorate 

Identifier 2012–NM–101–AD (78 FR 

78285, December 26, 2013), we 

proposed to prevent the use of repairs 

that were not specifically developed to 

correct the unsafe condition, by 

requiring that the repair approval 

provided by the State of Design 

Authority or its delegated agent 

specifically refer to the FAA AD. This 

change was intended to clarify the 

method of compliance and to provide 

operators with better visibility of repairs 

that are specifically developed and 

approved to correct the unsafe 

condition. In addition, we proposed to 

change the phrase ‘‘its delegated agent’’ 

to include a design approval holder 

(DAH) with State of Design Authority 

design organization approval (DOA), as 

applicable, to refer to a DAH authorized 

to approve required repairs for the 

proposed AD. 

One commenter to the NPRM having 

Directorate Identifier 2012–NM–101–AD 

(78 FR 78285, December 26, 2013) stated 

the following: ‘‘The proposed wording, 

being specific to repairs, eliminates the 

interpretation that Airbus messages are 

acceptable for approving minor 

deviations (corrective actions) needed 

during accomplishment of an AD 

mandated Airbus service bulletin.’’ 

This comment has made the FAA 

aware that some operators have 

misunderstood or misinterpreted the 

Airworthy Product paragraph to allow 

the owner/operator to use messages 

provided by the manufacturer as 

approval of deviations during the 

accomplishment of an AD-mandated 

action. The Airworthy Product 

paragraph does not approve messages or 

other information provided by the 

manufacturer for deviations to the 

requirements of the AD-mandated 

actions. The Airworthy Product 

paragraph only addresses the 

requirement to contact the manufacturer 

for corrective actions for the identified 

unsafe condition and does not cover 

deviations from other AD requirements. 

However, deviations to AD-required 

actions are addressed in 14 CFR 39.17, 

and anyone may request the approval 

for an alternative method of compliance 

to the AD-required actions using the 

procedures found in 14 CFR 39.19. 

To address this misunderstanding and 

misinterpretation of the Airworthy 

Product paragraph, we have changed the 

paragraph and retitled it ‘‘Contacting the 

Manufacturer.’’ This paragraph now 

clarifies that for any requirement in this 

proposed AD to obtain corrective 

actions from a manufacturer, the action 

must be accomplished using a method 

approved by the FAA, the European 

Aviation Safety Agency (EASA), or 

Airbus’s EASA DOA. 

The Contacting the Manufacturer 

paragraph also clarifies that, if approved 

by the DOA, the approval must include 

the DOA-authorized signature. The DOA 

signature indicates that the data and 

information contained in the document 

are EASA-approved, which is also FAAapproved. Messages and other 

information provided by the 

manufacturer that do not contain the 


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44146 Federal Register / Vol. 79, No. 146 / Wednesday, July 30, 2014 / Proposed Rules 

DOA-authorized signature approval are 

not EASA-approved, unless EASA 

directly approves the manufacturer’s 

message or other information. 

This clarification does not remove 

flexibility previously afforded by the 

Airworthy Product paragraph. 

Consistent with long-standing FAA 

policy, such flexibility was never 

intended for required actions. This is 

also consistent with the 

recommendation of the Airworthiness 

Directive Implementation Aviation 

Rulemaking Committee to increase 

flexibility in complying with ADs by 

identifying those actions in 

manufacturers’ service instructions that 

are ‘‘Required for Compliance’’ with 

ADs. We continue to work with 

manufacturers to implement this 

recommendation. But once we 

determine that an action is required, any 

deviation from the requirement must be 

approved as an alternative method of 

compliance. 

Costs of Compliance 

We estimate that this proposed AD 

affects 851 airplanes of U.S. registry. 

The actions that are required by AD 

2012–09–07, Amendment 39–17042 (77 

FR 28238, May 14, 2012), and retained 

in this proposed AD take about 2 workhours per product, at an average labor 

rate of $85 per work-hour. Based on 

these figures, the estimated cost of the 

actions that are required by AD 2012– 

09–07 is $170 per product. 

We also estimate that it would take 

about 2 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. Required 

parts would cost about $0 per product. 

Based on these figures, we estimate the 

cost of this proposed AD on U.S. 

operators to be $72,335, or $170 per 

product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 11 work-hours, for a cost of $935 

per product. We have no way of 

determining the number of aircraft that 

might need these actions. 

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 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would 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 this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

3. Will not affect intrastate aviation in 

Alaska; 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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. Amend § 39.13 by removing 

Airworthiness Directive (AD) 2012–09– 

07, Amendment 39–17042 (77 FR 

28238, May 14, 2012), and adding the 

following new AD: 

Airbus: Docket No. FAA–2014–0484; 

Directorate Identifier 2013–NM–245–AD. 

(a) Comments Due Date 

We must receive comments by September 

15, 2014. 

(b) Affected ADs 

This AD replaces AD 2012–09–07, 

Amendment 39–17042 (77 FR 28238, May 14, 

2012). 

(c) Applicability 

(1) This AD applies to Airbus Model A318– 

111, –112, –121, and –122 airplanes; A319– 

111, –112, –113, –114, –115, –131, –132, and 

–133 airplanes; A320–111, –211, –212, –214, 

–231, –232, and –233 airplanes; and A321– 

111, –112, –131, –211, –212, –213, –231, and 

–232 airplanes; certificated in any category; 

all manufacturer serial numbers, except 

airplanes identified in paragraph (c)(2) of this 

AD. 

(2) Airplanes that have been delivered from 

production with Airbus Modification 38209 

(Removal of the Outer Wing Refueling 

Aperture) and without Airbus Modification 

38206 (Re-introduction of the Outer Wing 

Refueling Aperture) are not affected by the 

requirements of this AD. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Reason 

This AD was prompted by more airplanes 

being affected due to inadvertently installing 

the repair necessary for addressing the 

identified unsafe condition. We are issuing 

this AD to detect and correct corrosion and 

improper bonding, which in combination 

with a lightning strike in this area, could 

create a source of ignition in a fuel tank, 

resulting in a fire or explosion, and 

consequent loss of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Electrical Bonding Test, and 

General Visual Inspection if Necessary 

This paragraph restates the requirements of 

paragraph (g) of AD 2012–09–07, 

Amendment 39–17042 (77 FR 28238, May 14, 

2012), with revised repair approval language. 

For Model A319–111, –112, and –132 

airplanes; Model A320–111, –211, –212, –214 

and –232 airplanes; and Model A321–111, 

–211, –212, and –231 airplanes; certificated 

in any category; having manufacturer serial 

numbers 0039, 0078, 0109, 0118, 0120, 0153, 

0174, 0187, 0203, 0215, 0218, 0226, 0227, 

0228, 0236, 0237, 0269, 0270, 0278, 0285, 

0286, 0287, 0288, 0294, 0301, 0337, 0377, 

0462, 0463, 0464, 0465, 0520, 0523, 0528, 

0876, 0888, 0921, 0935, 0974, 1014, 1102, 

1130, 1160, 1162, 1177, 1215, 1250, 1287, 

1336, 1388, 1404, 1444, 1449, 1476, 1505, 

1524, 1564, 1605, 1616, 1622, 1640, 1645, 

1658, 1677, 1691, 1729, and 1905: Within 24 

months after June 18, 2012 (the effective date 

of AD 2012–09–07), do an electrical bonding 

test to check for bonding between the re-fuel 

adaptor of the gravity fill and the top skin 

panels on the left-hand and right-hand wings, 

in accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

57–1152, dated June 14, 2010. 

(1) If the resistance value is 10 milliOhms 

or less at the left-hand and right-hand wing, 


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no further action is required by this 

paragraph. 

(2) If the resistance value is greater than 10 

milliOhms at the left-hand or right-hand 

wing, before further flight, do a general visual 

inspection for corrosion of the component 

interface and adjacent area, in accordance 

with the Accomplishment Instructions of 

Airbus Service Bulletin A320–57–1152, 

dated June 14, 2010. If any corrosion is found 

during the inspection, before further flight, 

repair the gravity fill fuel adaptor, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

57–1152, dated June 14, 2010; except where 

Airbus Service Bulletin A320–57–1152, 

dated June 14, 2010, specifies to contact 

Airbus, before further flight, repair using a 

method approved by the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; or the European 

Aviation Safety Agency (EASA); or Airbus’s 

EASA Design Organization Approval (DOA). 

If approved by the DOA, the approval must 

include the DOA-authorized signature. 

(h) New Requirement of This AD: 

Maintenance Check/Electrical Bonding Test 

and Corrective Action if Necessary 

For airplanes other than those identified in 

paragraph (g) of this AD: Within 24 months 

after the effective date of this AD, determine 

whether a corrosion repair has been done on 

an overwing refueling aperture, whereby a 

primer coating has been applied on the 

mating surface of the aperture flange. A 

maintenance records check is acceptable to 

make this determination, provided those 

records can conclusively determine whether 

a primer coat was applied. 

(1) If it is determined that a primer coating 

was applied on the mating surface of the 

aperture flange; or if a determination cannot 

be made, or the outcome is inconclusive: 

Within 24 months after the effective date of 

this AD do the electrical bonding test 

specified in paragraph (g) of this AD, and 

before further flight, all applicable actions 

specified in paragraph (g)(2) of this AD. 

(2) If it is determined that a corrosion 

repair has not been done, and a primer 

coating has not been applied on the mating 

surface of the aperture flange since first entry 

into service, no further action is required by 

this paragraph. 

(i) Corrosion Repair Provision 

As of the effective date of this AD, any 

corrosion repair done on an overwing 

refueling aperture on any airplane must be 

compliant with the repair requirements of 

paragraph (g)(2) of this AD. 

(j) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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 International Branch, send it to ATTN: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone (425) 227–1405; fax (425) 227– 

1149. Information may be emailed to: 9- 

ANM-116-AMOC-REQUESTS@faa.gov. 

(i) 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. The AMOC 

approval letter must specifically reference 

this AD. 

(ii) AMOCs approved previously for AD 

2012–09–07, Amendment 39–17042 (77 FR 

28238, May 14, 2012), are approved as 

AMOCs for the corresponding provisions of 

this AD. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer, the action must 

be accomplished using a method approved 

by the Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

the European Aviation Safety Agency 

(EASA); or Airbus’s EASA Design 

Organization Approval (DOA). If approved by 

the DOA, the approval must include the 

DOA-authorized signature. 

(k) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2013–0277R1, dated 

December 4, 2013, for related information. 

This MCAI may be found in the AD docket 

on the Internet at http://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2014–0484. 

(2) For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EAS, 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. 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. 

Issued in Renton, Washington, on July 13, 

2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–17930 Filed 7–29–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0499; Directorate 

Identifier 2013–SW–061–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron Canada 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for Bell 

Helicopter Textron Canada (BHTC) 

Model 430 helicopters to require 

inspecting the tail rotor control tube 

assembly (control tube) and either 

repairing or replacing the control tube. 

This proposed AD is prompted by two 

reports of failure of the control tube 

bonded clevis. The proposed actions are 

intended to prevent failure of a control 

tube bonded clevis, which could lead to 

failure of the control tube and 

subsequent loss of helicopter control. 

DATES: We must receive comments on 

this proposed AD by September 29, 

2014. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Docket: Go to 

http://www.regulations.gov. Follow the 

online instructions for sending your 

comments electronically. 

• Fax: 202–493–2251. 

• Mail: Send comments to the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590–0001. 

• Hand Delivery: Deliver to the 

‘‘Mail’’ address between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

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 proposed AD, the 

foreign authority’s AD, the economic 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations Office (telephone 

800–647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

For service information identified in 

this proposed AD, contact Bell 


pmangrum on DSK3VPTVN1PROD with PROPOSALS