23686 Federal Register / Vol. 78, No. 77 / Monday, April 22, 2013 / Proposed Rules 

1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6467; fax: 

425–917–6590; email: 

raymont.mei@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We proposed to amend part 39 of the 

Federal Aviation Regulations (14 CFR 

part 39) with a notice of proposed 

rulemaking (NPRM) for a new AD for 

certain Model 777–200 and –300 series 

airplanes. That NPRM published in the 

Federal Register on March 8, 2011 (76 

FR 12617). The NPRM would have 

required removing the electrical system 

control panel, changing the wiring, 

installing a new electrical power control 

panel, and installing new operational 

software for the electrical load 

management system and configuration 

database. The NPRM resulted from an 

in-flight entertainment (IFE) systems 

review. The proposed actions were 

intended to ensure that the flightcrew is 

able to turn off electrical power to the 

IFE system and other non-essential 

electrical systems through a switch in 

the flight compartment in the event of 

smoke or flames. In the event of smoke 

or flames in the airplane flight deck or 

passenger cabin, the flightcrew’s 

inability to turn off electrical power to 

the IFE system and other non-essential 

electrical systems could result in the 

inability to control smoke or flames in 

the airplane flight deck or passenger 

cabin during a non-normal or 

emergency situation. 

Actions Since NPRM (76 FR 12617, 

March 8, 2011) Was Issued 

Since we issued the NPRM (76 FR 

12617, March 8, 2011), we have 

received new data that indicates the 

unsafe condition would not be 

adequately addressed by the proposed 

action. Subsequently, we are 

considering issuing new rulemaking 

that positively addresses the unsafe 

condition identified in the NPRM and 

eliminates the need for the actions 

proposed in the NPRM. 

FAA’s Conclusions 

Upon further consideration, we have 

determined that the unsafe condition 

still exists, however, we intend to 

address it with new AD rulemaking. 

Accordingly, the NPRM (76 FR 12617, 

March 8, 2011) is withdrawn. 

Withdrawal of the NPRM (76 FR 

12617, March 8, 2011) does not 

preclude the FAA from issuing another 

related action or commit the FAA to any 

course of action in the future. 

Regulatory Impact 

Since this action only withdraws an 

NPRM (76 FR 12617, March 8, 2011), it 

is neither a proposed nor a final rule 

and therefore is not covered under 

Executive Order 12866, the Regulatory 

Flexibility Act, or DOT Regulatory 

Policies and Procedures (44 FR 11034, 

February 26, 1979). 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Withdrawal 

Accordingly, we withdraw the NPRM, 

Docket No. FAA–2011–0153, Directorate 

Identifier 2010–NM–022–AD, which 

published in the Federal Register on 

March 8, 2011 (76 FR 12617). 

Issued in Renton, Washington, on February 

1, 2013. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–09418 Filed 4–19–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0353; Directorate 

Identifier 2008–SW–029–AD] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

France Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Eurocopter France (Eurocopter) Model 

AS332C, AS332L, AS332L1, AS332L2, 

and EC225LP helicopters to require 

inspecting for the presence of blind 

holes in the tail gearbox (TGB) 

attachment fittings, and, if they are 

missing, installing an additional washer 

under the head of the attachment bolt 

until the attachment fitting is replaced 

with an airworthy attachment fitting. 

This proposed AD was prompted by the 

discovery of interference between the 

TGB aft attachment bolt and the 

structure fitting, caused by a 

manufacturing anomaly that omitted the 

blind hole required for proper fit of the 

attachment bolt. This condition, if not 

detected and corrected, could result in 

insufficient tightening of the TGB 

casing, damage to the TGB attachment, 

cracking under the attachment bolt, and 

loss of the TGB, resulting in loss of 

control of the helicopter. 

DATES: We must receive comments on 

this proposed AD by June 21, 2013. 

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 

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 American 

Eurocopter Corporation, 2701 N. Forum 

Drive, Grand Prairie, TX 75052; 

telephone (972) 641–0000 or (800) 232– 

0323; fax (972) 641–3775; or at http:// 

www.eurocopter.com/techpub. 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. 

FOR FURTHER INFORMATION CONTACT: Gary 

Roach, Aviation Safety Engineer, 

Regulations and Policy Group, 

Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, TX 76137; 

telephone (817) 222–5110; email 

gary.b.roach@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to participate in this 

rulemaking by submitting written 

comments, data, or views. We also 

invite comments relating to the 

economic, environmental, energy, or 

federalism impacts that might result 

from adopting the proposals in this 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 77 / Monday, April 22, 2013 / Proposed Rules 23687 

document. The most helpful comments 

reference a specific portion of the 

proposal, explain the reason for any 

recommended change, and include 

supporting data. To ensure the docket 

does not contain duplicate comments, 

commenters should send only one copy 

of written comments, or if comments are 

filed electronically, commenters should 

submit only one time. 

We will file in the docket all 

comments that we receive, as well as a 

report summarizing each substantive 

public contact with FAA personnel 

concerning this proposed rulemaking. 

Before acting on this proposal, we will 

consider all comments we receive on or 

before the closing date for comments. 

We will consider comments filed after 

the comment period has closed if it is 

possible to do so without incurring 

expense or delay. We may change this 

proposal in light of the comments we 

receive. 

Discussion 

The Direction Ge ́ne ́rale de L’Aviation 

Civile France (DGAC), the aviation 

authority for France, has issued DGAC 

AD No. F–2007–027, dated January 2, 

2008 (F–2007–027), to correct an unsafe 

condition for certain Eurocopter AS332 

series and EC225 LP helicopters. The 

DGAC advises that during a scheduled 

maintenance check, a helicopter was 

discovered to have interference between 

the threaded section of the aft 

attachment bolt and the structure fitting. 

The interference is because of a 

manufacturing anomaly in the fittings 

that omitted the blind hole for bolt 

clearance in the structure fitting. 

Interference from this missing blind 

hole does not permit correct axial 

tightening of the TGB casing, even if the 

correct torque load is applied to the 

attachment bolt. Insufficient tightening 

of the bolt can damage the TGB 

attachment and initiate a crack under 

the head of the attachment bolt. This 

condition, if not corrected, could result 

in loss of the TGB and subsequent loss 

of control of the helicopter. 

FAA’s Determination 

These helicopters have been approved 

by the aviation authority of France and 

are approved for operation in the United 

States. Pursuant to our bilateral 

agreement with France, DGAC, which is 

the production oversight authority for 

France, has notified us of the unsafe 

condition described in its AD. We are 

proposing this AD because we evaluated 

all known relevant information and 

determined that an unsafe condition 

exists and is likely to exist or develop 

on other products of these same type 

designs. 

Related Service Information 

Eurocopter has issued one Emergency 

Alert Service Bulletin (EASB), Revision 

1, dated January 4, 2008, with four 

different numbers. EASB No. 53.01.58 is 

for the Model AS332 series helicopters; 

EASB No. 53.00.58 is for the Model 

AS532 series helicopters, which are not 

FAA type certificated; EASB No. 

53A012 is for the Model EC225LP 

helicopter; and EASB No. 53A011 is for 

the Model EC 725AP helicopter, which 

is not FAA type certificated. The EASB 

specifies inspecting the forward and aft 

attachment fittings for proper depth of 

the bolt holes. If the bolt holes are less 

than the minimum depth, the EASB 

specifies checking the condition of the 

bolt. If there are no signs of chafing or 

contact, the EASB calls for adding an 

additional washer to the bolt and 

reinstalling the bolt in the TGB 

attachment fitting. If there are signs of 

chafing or contact, the EASB requires 

replacing the bolt with an airworthy bolt 

and two washers. The DGAC classified 

this EASB as mandatory and issued F– 

2007–027 to ensure the continued 

airworthiness of these helicopters. 

Proposed AD Requirements 

This proposed AD would require, 

within 50 hours time-in-service, 

inspecting the TGB aft and forward 

attachment fittings for the presence of a 

blind hole and measuring the depth. If 

the measurement is equal to or greater 

than 81 mm, no action would be 

necessary. If the measurement is less 

than 81 mm, the proposed AD would 

require inspecting the attachment bolts 

for chafing or contact marks. If there is 

no chafing or marks, the proposed AD 

would require reinstalling each bolt 

with an additional washer. If there is 

chafing or contact marks, the proposed 

AD would require replacing each bolt 

with an airworthy bolt and an 

additional washer. 

Costs of Compliance 

We estimate that this proposed AD 

would affect six helicopters of U.S. 

registry. Based on an average estimated 

labor cost of $85 per work-hour, we 

estimate the following costs: 

• Inspecting the TGB for the presence 

of a blind hole would require 0.50 workhour for a labor cost of about $43. No 

parts would be needed, so the cost 

would total $43 per helicopter, or $258 

for the fleet. 

• Replacing bolts and adding a 

second washer if needed would require 

0.50 work-hour for a labor cost of about 

$43. Parts would cost about $200 for 

three replacement bolts and the washers 

for a total cost of $243 per helicopter. 

• Replacing the TGB attachment 

fitting with an airworthy fitting would 

require 40 work-hours for a labor cost of 

$3,400. Parts would cost about $1,921 

for a total cost of $5,321 per helicopter. 

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, 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 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 proposed 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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 


tkelley on DSK3SPTVN1PROD with PROPOSALS
23688 Federal Register / Vol. 78, No. 77 / Monday, April 22, 2013 / Proposed Rules 

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. The FAA amends § 39.13 by adding 

the following new Airworthiness 

Directive (AD): 

Eurocopter France Helicopters: Docket No. 

FAA–2013–0353; Directorate Identifier 

2008–SW–029–AD. 

(a) Applicability 

This AD applies to Eurocopter France 

(Eurocopter) models AS332C, AS332L, 

AS332L1, AS332L2, and EC225LP 

helicopters, serial numbers (S/N) up to and 

including 2680 and S/N 9000 through 9009, 

certificated in any category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

interference between the tail gearbox (TGB) 

attachment bolt and the structure fitting. This 

condition could result in insufficient 

tightening of the TGB casing, damage to the 

TGB attachment, cracking under the 

attachment bolt, loss of the TGB and 

consequently, loss of helicopter control. 

(c) 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. 

(d) Required Actions 

Within 50 hours time-in-service (TIS): 

(1) Inspect the TGB aft attachment fitting 

to measure the dimension for a blind hole as 

follows: 

(i) Remove the TGB attachment bolt (c) but 

retain washer (d) as depicted in Detail A, 

Figure 1, of Eurocopter Emergency Alert 

Service Bulletin (EASB) No. 53.01.58 and 

EASB No. 53A012, both Revision 1, and both 

dated January 4, 2008. 

(ii) Use a depth gauge to measure 

dimension ‘‘x’’ between the top face of the 

washer (d) and the bottom of aft fitting (a) as 

depicted in Detail A, Figure 1, of the EASB. 

(2) If the measurement is equal to or greater 

than 81 mm, then the blind hole is present. 

Install the TGB attachment bolt (c) with its 

washer (d) as depicted in Detail A, Figure 1, 

of the EASB. Lock with lockwire. 

(3) If the measurement is less than 81 mm, 

then the blind hole is missing. Inspect the 

end of the threaded section of bolt (c) for 

chafing or a contact mark, as depicted in 

Area 1, Figure 1, of the EASB. 

(i) If there is no chafing and no contact 

marks, install bolt (c) with washer (d) and 

additional washer (2) as depicted in Detail B, 

Figure 1, of the EASB. 

(ii) If there is chafing or a contact mark, 

replace the TGB attachment bolt (c) with an 

airworthy bolt and install with washer (d) 

and additional washer (2) as depicted in 

Detail B, Figure 1, of the EASB. Lock with 

lockwire. 

(iii) Within the next 825 hours TIS, replace 

the TGB aft attachment fitting with an 

airworthy attachment fitting. 

(4) Inspect the right and left attachment 

points of the TGB forward attachment to 

measure the dimension for a blind hole, as 

follows: 

(i) Remove both TGB attachment bolts (c) 

but retain washers (d), as depicted in Detail 

A, Figure 2, of the EASB. 

(ii) Use a depth gauge to measure 

dimension ‘‘x’’ between the top face of 

washer (d) and the bottom of forward fitting 

(b) at the right and left attachment points, as 

depicted in Detail A, Figure 2, of the EASB. 

(5) If both measurements are equal to or 

greater than 81 mm, then the blind hole is 

present. Install TGB attachment bolt (c) with 

its washer (d), as depicted in Detail A, Figure 

2, of the EASB. Lock with lockwire. 

(6) If one or both measurements are less 

than 81 mm, then the blind hole is missing. 

Inspect the end of the threaded section of 

each bolt (c) for chafing or a contact mark, 

as depicted in Area 1, Figure 2 of the EASB. 

(i) If there is no chafing and no contact 

marks, for each attachment point, install bolt 

(c) with washer (d) and additional washer (2), 

as depicted in Detail B, Figure 2, of the 

EASB. 

(ii) If there is chafing or a contact mark, 

replace each the TGB attachment bolt (c) 

with an airworthy bolt and install bolt (1) 

with washer (d) and additional washer (2), as 

depicted in Detail B, Figure 2, of the EASB. 

Lock with lockwire. 

(iii) Within the next 825 hours TIS, replace 

the TGB forward attachment fitting with an 

airworthy attachment fitting. 

(e) Alternative Methods of Compliance 

(AMOC) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: Gary Roach, 

Aviation Safety Engineer, Regulations and 

Policy Group, Rotorcraft Directorate, FAA, 

2601 Meacham Blvd., Fort Worth, TX 76137; 

telephone (817) 222–5110; email 

gary.b.roach@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. 

(f) Additional Information 

The subject of this AD is addressed in the 

Direction Ge ́ne ́rale de L’Aviation Civile 

France AD No F–2007–027, dated January 2, 

2008. 

(g) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6520, Tail Rotor Gearbox. 

Issued in Fort Worth, Texas, on April 11, 

2013. 

Lance T. Gant, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–09414 Filed 4–19–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0349; Directorate 

Identifier 2012–SW–058–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron Canada Inc. 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Bell Helicopter Textron Canada Inc. 

(BHT) Model 206A, 206B, and 206L 

helicopters. This proposed AD would 

require replacing certain part-numbered 

engine auto-relight kit control boxes. 

This proposed AD is prompted by a 

design review that revealed the control 

box chipset did not meet the required 

temperature range requirements, which 

could cause the control box to 

malfunction, disabling the engine autorelight system. This condition could 

result in increased pilot workload 

during a power loss emergency and 

subsequent loss of control of the aircraft. 

DATES: We must receive comments on 

this proposed AD by June 21, 2013. 

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 


tkelley on DSK3SPTVN1PROD with PROPOSALS