35330 Federal Register / Vol. 76, No. 117 / Friday, June 17, 2011 / Rules and Regulations 

switch thereafter at intervals not to exceed 

750 flight hours. 

Special Flight Permit 

(i) Special flight permits, as described in 

Section 21.197 and Section 21.199 of the 

Federal Aviation Regulations (14 CFR 21.197 

and 21.199), are not allowed. 

Alternative Methods of Compliance 

(AMOCs) 

(j)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), 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 ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

Information may be e-mailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(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. 

Related Information 

(k) For more information about this AD, 

contact Jeffrey W. Palmer, Aerospace 

Engineer, Systems and Equipment Branch, 

ANM–130S, FAA, Seattle Aircraft 

Certification Office (ACO), 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; phone: 425–917–6472; fax: 425–917– 

6590; e-mail: jeffrey.w.palmer@faa.gov. 

Material Incorporated by Reference 

(l) You must use Boeing Service Bulletin 

737–27–1289, dated April 7, 2010, to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Boeing Service Bulletin 737–27–1289, dated 

April 7, 2010, under 5 U.S.C. 552(a) and 1 

CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; phone: 

206–544–5000, extension 1; fax: 206–766– 

5680; e-mail: me.boecom@boeing.com; 

Internet: https://www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/

federal_register/code_of_federal_regulations/

ibr_locations.html. 

Issued in Renton, Washington, on June 3, 

2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–14344 Filed 6–16–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0588; Directorate 

Identifier 2010–SW–074–AD; Amendment 

39–16717; AD 2011–12–10] 

RIN 2120–AA64 

Airworthiness Directives; Robinson 

Helicopter Company Model (Robinson) 

R22, R22 Alpha, R22 Beta, R22 Mariner, 

R44, and R44 II Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: This amendment supersedes 

an existing airworthiness directive (AD) 

for the specified Robinson model 

helicopters that currently requires a 

visual inspection for skin separation 

along the leading edge of blade skin aft 

of the skin-to-spar bond line on the 

lower surface of each main rotor blade 

(blade) and in the tip cap area. The 

existing AD also requires a ‘‘tap test’’ for 

detecting a separation or void in both 

bonded areas and repainting any 

exposed area of the blades. If any 

separation or void is detected, the AD 

requires, before further flight, replacing 

the blade. Thereafter, before each flight, 

the existing AD also requires checking 

for any exposed (bare) metal along the 

skin-to-spar bond line on the lower 

surface of each blade near the tip. If any 

bare metal is found, that AD requires an 

inspection by a qualified mechanic. 

This amendment contains the same 

requirements but expands the 

applicability to include all serialnumbered model helicopters and limits 

the applicability to specific blade part 

numbers. This amendment also requires 

a repetitive inspection of the blade and 

any necessary rework. This amendment 

is prompted by a fatal accident in Israel. 

We have also included responses to 

comments objecting to the recording 

requirements in the current AD relating 

to the pilot checks before each flight and 

to comments that the burden of the 

before-each-flight pilot check exceeds 

the benefit. We have concluded that a 

check before the first flight of each day 

is sufficient for aviation safety. The 

actions specified by this AD are 

intended to provide more specific AD 

actions, to relieve the burdens 

associated with the before-each-flight 

check by changing it to a daily check, 

to detect blade skin debond, and to 

prevent blade failure and subsequent 

loss of control of the helicopter. 

DATES: Effective July 5, 2011. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of July 5, 2011. 

We must receive comments on this 

AD by August 16, 2011. 

ADDRESSES: Use one of the following 

addresses to comment on this AD. 

• 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 20590, 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

You may get the service information 

identified in this AD from 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. 

Examining the Docket: You may 

examine the docket that contains the 

AD, any comments, and other 

information 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 Docket 

Operations office (telephone (800) 647– 

5527) is located in Room W12–140 on 

the ground floor of the West Building at 

the street address stated in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: Eric 

D. Schrieber, Aviation Safety Engineer, 

telephone (562) 627–5348, fax (562) 

627–5210 (regarding Model R22 

helicopters), or Fred Guerin, Aviation 

Safety Engineer, telephone (562) 627– 

5232, fax (562) 627–5210 (regarding 

Model R44 helicopters). 

SUPPLEMENTARY INFORMATION: On 

December 17, 2007, we issued AD 2007– 

26–12, Amendment 39–15314 (73 FR 

397, January 3, 2008). That AD requires 

a one-time visual inspection for skin 

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Federal Register / Vol. 76, No. 117 / Friday, June 17, 2011 / Rules and Regulations 35331 

separation along the leading edge of the 

blade skin aft of the skin-to-spar bond 

line on the lower surface of each blade 

and in the tip cap area. That AD also 

requires a ‘‘tap test’’ for detecting a 

separation or void in both bonded areas. 

That AD also requires repainting any 

exposed area of the blades and replacing 

the blade before further flight if any 

separation or void occurs. Thereafter, 

the AD requires, before each flight, 

checking for any exposed (bare) metal 

along the skin-to-spar bond line on the 

lower surface of each blade near the tip. 

If any bare metal is found, a mechanic 

must visually inspect the area, perform 

a ‘‘tap test,’’ remove both blade tip 

covers, and inspect the area. That AD 

was prompted by 11 reports of blade 

debond, some occurring in flight and 

some found during routine 

maintenance. Blades that develop a 

debond at the tip may continue to 

debond causing failure of the blade. 

This condition most often results from 

erosion of the protective layer of paint 

that exposes the edge of the skin, which 

allows the skin to erode and eventually 

peel back. In one of the reported 

incidents, the debond was caused by 

corrosion from the lower surface of the 

aluminum tip cap, which is bonded to 

the inside of the blade tip. The 

corrosion caused bubbles under the skin 

but no peeling back of the skin from the 

spar. The condition was found during 

inspection and not in flight. The 

condition, if not corrected, could result 

in blade failure and subsequent loss of 

control of the helicopter. 

Since issuing AD 2007–26–12, a fatal 

accident due to blade delamination 

occurred in Israel. The accident 

investigation revealed that the operator 

was in possession of both the United 

States AD and the service information 

but apparently failed to follow the 

United States AD requirements and the 

service information. However, due to 

the severity of the unsafe condition, we 

have determined that modification of 

the AD requirements is necessary to 

further aid in correcting the unsafe 

condition by performing the checks and 

inspections to prevent further fatalities. 

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, revised April 30, 2010, specifying 

proper inspection and protection 

(refinishing) of bonded areas; and 

• Service Bulletins SB–103, dated 

April 30, 2010, for the Model R22, and 

SB–72, dated April 30, 2010, for the 

Model R44 helicopters specifying 

proper inspection and protection 

(refinishing) of bonded areas for certain 

affected blades. 

Although not required by this AD, 

Robinson has developed replacement 

blades, part number C016–7, for the 

Model R44 helicopter, and part number 

A016–6 for the Model R22 helicopter. 

The FAA may require installing these 

replacement blades in a future AD. 

Also, since issuing AD 2007–26–12, 

we have received various comments 

from 32 commenters and have given due 

consideration to each one. We have 

identified 13 unique issues and 

addressed those issues as follows: 

Twenty-six commenters state that 

requiring a maintenance logbook entry 

before each flight to document the blade 

check for the exposed skin-to-spar 

bonded area on the lower surface of 

each blade is unnecessary and 

burdensome. The commenters also state 

that the requirement does not add to 

safety, will require keeping the 

maintenance logbook in the aircraft, and 

will ‘‘visually pollute’’ the logbook 

distracting from seeing real maintenance 

trends. 

Upon reconsideration, we agree that 

making a logbook entry at each preflight 

check may not be necessary. Therefore, 

we are replacing the ‘‘before each flight’’ 

check and maintenance logbook entry 

with a daily ‘‘before the first flight of 

each day’’ check and logbook entry. A 

‘‘caution’’ to check for paint erosion on 

the lower surface of the blade along the 

skin-to-spar bond line will be a part of 

the pre-flight check section of the 

revised FAA-approved RFM. We do not 

agree that maintenance logbook entries 

‘‘pollute the logbook’’ and distract from 

seeing real maintenance trends. 

Operators may make the entries on a 

separate maintenance record sheet and 

keep that record sheet as an appendix to 

the logbook. 

Seventeen commenters state that 

requiring logbook entries during each 

preflight effectively prohibits student 

pilots from performing these visual 

checks and restricts them from flying 

cross-country flights. 

We agree that preflight entries into the 

logbook will prohibit student pilots 

from flying solo cross-country flights. 

Changing the logbook entry requirement 

from pre-flight to daily will allow the 

student’s flight instructor or a mechanic 

to make the required logbook entry 

before the days cross country activity. 

This will allow the student to fly solo 

on cross-country flights. 

Six commenters state that either the 

AD is unclear as to whether a pilot or 

a mechanic should do the checks or that 

the visual check is difficult without a 

ladder to see the blade closely. 

The FAA agrees that the AD is not 

specific as to whether a pilot or a 

mechanic may do the daily check. The 

‘‘Daily or Preflight Check’’ section of the 

FAA-Approved RFM is intended to 

facilitate the paint erosion check by the 

pilot, and the pilot or a mechanic may 

perform the check before each flight. 

The FAA does not agree that a ladder is 

required to perform this check. When 

viewing the blade, the requirement is to 

look at the lower surface of the blade in 

the area of the bond line for missing 

paint. This detail should be obvious to 

any one with normal vision from several 

feet away. 

One commenter states that if this 

issue is due to a manufacturing 

problem, the FAA should mandate that 

Robinson pay to replace the blades. 

We do not believe that this blade 

debond is due to a manufacturing 

problem. This debond issue appears to 

be due to the basic design and 

maintenance, and the actions taken in 

AD 2007–26–12 have been shown to 

detect and to prevent the debond 

problem. However, reliance on 

continued inspections is an inadequate 

long term solution. We are considering 

a subsequent AD to terminate the 

inspection requirement by mandating 

the replacement of these rotor blades. 

One commenter suggests that 

Robinson send out kits for abrasion 

resistant tape to fix the erosion problem. 

We do not agree that blade tape will 

resolve the unsafe condition even 

though tape is designed to provide 

longer resistance to erosion than paint. 

The same unsafe condition exists with 

both. 

Two commenters state this problem 

was known for 10 months before the 

AD’s release and should not be an 

immediately adopted rule (IAR). Also, 

the commenters state more information 

was made available before issuing the 

AD to change the requirements. 

We agree that we were aware of the 

safety concern even though the AD had 

not been issued. We do not agree that 

the AD should not have been an IAR. As 

stated in the preamble to the AD, the 

‘‘very short time intervals’’ required by 

the AD made notice and the opportunity 

for prior public comment impracticable 

and justified issuing the IAR. The AD 

was issued after considering all known 

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information pertaining to the safety 

concern. 

Two commenters state that the AD 

applies to helicopter serial numbers 

rather than blade serial numbers, which 

could result in missed initial checks if 

the blades from helicopters addressed 

by the AD are reinstalled on helicopters 

not subject to the AD. 

We agree and are revising the 

‘‘Applicability’’ section to apply to 

certain part-numbered blades instead of 

certain serial-numbered helicopters. 

This will also result in different partnumbered blades not being affected by 

this AD. 

One commenter states that repainting 

of the blade is difficult, burdensome, 

expensive, and increases downtime. 

We do not consider repainting of the 

blade costly relative to the safety risk. 

Inspecting and maintaining the integrity 

of the spar-to-blade bond line with paint 

corrects the unsafe condition that could 

result from erosion of the bond between 

the spar and the blade skin, which 

could cause failure of the blade. 

Five commenters state the Pilot’s 

Operating Handbook has been updated 

to include the visual inspections 

outlined in the AD. 

We recognize the preflight check 

exists in the FAA Approved RFM, and 

we expect pilots and operators to 

monitor the erosion on the blades when 

they make this check before each flight. 

One commenter states the AD is not 

applicable to blades that are not eroded, 

and many operators can fly 2,200 hours 

without exposing the bond line. The 

commenter asks why they are subject to 

this AD since their blades are not 

eroded. 

We agree that blades that are not 

eroded will not have this debond 

condition, and if they continue to be 

noneroded, many operators can fly 

2,200 hours without exposing the bond 

line. Erosion of the paint is dependent 

upon the amount of erosive particles in 

the air and varies widely from one flight 

environment to another. Since there is 

no limitation on which environment a 

helicopter may be operated, checks are 

necessary to maintain an awareness of 

the condition of the paint at the bond 

line. In addition to the environmental 

concerns, we have determined that 

some bonded end caps experience 

corrosion where they contact the lower 

skin, and with both factors at work, 

checking all blades is warranted. 

One commenter states the order of the 

inspection should be reversed to do the 

inspection immediately and then do a 

check every 10 to 20 hours. 

We do not agree that it should be 

reversed. The 10-hour time before the 

first inspection is common practice to 

allow for AD action implementation if 

there is an acceptably low risk of failure 

in those 10 hours. Additionally, that 

time is granted to allow enough time for 

remotely located helicopters to fly to an 

appropriate maintenance base. 

Performing and recording a check before 

the first flight of each day, instead of 

every 10 to 20 hours, is a better way to 

allow the pilot to monitor any erosion 

trend that may occur. This way, the 

operator will be aware if the bond line 

is near exposure and plan accordingly. 

One commenter states the AD requires 

repainting any exposed bare metal on 

the blade and asks what if the bare 

metal is elsewhere than the bond line. 

We agree that only the exposed area 

of the bond line needs to be painted. 

The incorporated Robinson Service 

Bulletin refers to the Service Letter that 

specifies the area of inspection and 

repaint. 

The Australian Civil Aviation Safety 

Authority gave an oral comment to the 

FAA that instead of using a 1965 or later 

U.S. quarter dollar coin to perform the 

tap test, they would like to require 

alternate tools. 

The FAA agrees that an equivalent 

and appropriate tool other than a 1965 

or later U.S. quarter dollar may be used, 

and we included in the AD a statement 

that other equivalent and appropriate 

tools may be used for the inspection. 

After careful review of the available 

data, including the comments noted 

above, the FAA has determined that air 

safety and the public interest require 

adopting the rule. This AD supersedes 

AD 2007–26–12 to revise the 

applicability to include all serialnumbered helicopters and to limit the 

applicability to specify part-numbered 

blades and to require the following: 

• Before the first flight of each day, 

visually checking for any bare metal 

skin-to-spar joint area on the lower 

surface of each blade. An owner/ 

operator (pilot) holding at least a private 

pilot certificate may perform this visual 

check and must enter compliance into 

the aircraft maintenance records in 

accordance with 14 CFR 43.11 and 

91.417(a)(2)(v). 

• If you find any bare metal in the 

area of the skin-to-spar bond line, before 

further flight, inspecting the blade by 

following the requirements of this AD. 

• At specified intervals, inspecting 

each blade for corrosion, a separation, a 

void, a gap, or a dent. 

• Before further flight, refinishing any 

exposed area of a blade. 

• Before further flight, replacing any 

unairworthy blade with an airworthy 

blade. 

Accomplish the actions by following 

specified portions of the service 

bulletins described previously. 

The short compliance time involved 

is required because the previously 

described critical unsafe condition can 

adversely affect the controllability and 

structural integrity of the helicopter. 

Therefore, visually checking for any 

bare metal is required before further 

flight, and this AD must be issued 

immediately. The 100-hour inspection 

is required based upon the utilization 

rate of the helicopters because some 

operators could fly 100 hours within 30 

days. Since a situation exists that 

requires the immediate adoption of this 

regulation, it is found that notice and 

opportunity for prior public comment 

hereon are impracticable, and that good 

cause exists for making this amendment 

effective in less than 30 days. 

We estimate that this AD will affect 

2,690 helicopters on the U.S. registry. 

We also estimate the following: 

• Time to perform the before flight 

each day is negligible. 

• 3 work hours to inspect 2 blades 

and 

• 10 work hours to replace each 

unairworthy blade, with an estimated 10 

blades to be replaced (based on reports 

of 10 affected blades in the past 2 years) 

at an average labor rate of $85 per work 

hour. 

• Required parts will cost about 

$18,130 for a Model R22 blade and 

about $24,800 for a Model R44 blade. 

We estimate an average of 7 recurrent 

annual or 100-hour inspections before 

blade retirement. Based on these figures, 

we estimate the total cost of the AD on 

U.S. operators to be $5,024,800. This 

figure includes $4,801,650 to inspect all 

the blades 7 times; plus $94,900 to 

replace 5 of the Model R22 blades; plus 

$128,250 to replace 5 of the Model R44 

blades. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not precede it by notice and an 

opportunity for public comment. We 

invite you to send any written relevant 

data, views, or arguments regarding this 

AD. Send your comments to an address 

listed under the ADDRESSES section. 

Include the docket number ‘‘FAA– 

2011–0588; Directorate Identifier 2010– 

SW–074–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the AD. We will consider all 

comments received by the closing date 

and may amend the AD in light of those 

comments. 

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Federal Register / Vol. 76, No. 117 / Friday, June 17, 2011 / Rules and Regulations 35333 

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 

concerning this AD. Using the search 

function of the docket Web site, you can 

find and read the comments to any of 

our dockets, including the name of the 

individual who sent the comment. You 

may review the DOT’s complete Privacy 

Act Statement in the Federal Register 

published on April 11, 2000 (65 FR 

19477–78). 

Regulatory Findings 

We have determined that 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 the 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); 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. 

We prepared an economic evaluation 

of the estimated costs to comply with 

this AD. See the AD docket to examine 

the economic evaluation. 

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. 

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) 

2007–26–12, Amendment 39–15314 (73 

FR 400; January 3, 2008), Directorate 

Identifier 2007–SW–04–AD; and by 

adding a new AD to read as follows: 

2011–12–10 Robinson Helicopter Company: 

Amendment 39–16717; Docket No. 

FAA–2011–0588, Directorate Identifier 

2010–SW–074–AD. Supersedes AD 

2007–26–12, Amendment 39–15314, 

Docket No. FAA–2007–0378, Directorate 

Identifier 2007–SW–04–AD. 

Applicability: Model R22, R22 Alpha, R22 

Beta, and R22 Mariner helicopters, with main 

rotor blade (blade), part number (P/N) A016– 

4; and Model R44 and R44 II helicopters, 

with blade, P/N C016–2 or C016–5, 

certificated in any category. 

Compliance: Required as indicated. 

To detect blade skin debond and prevent 

blade failure and subsequent loss of control 

of the helicopter, do the following: 

(a) 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 

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)–(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. This 

authorization is an exception to our standard 

maintenance regulations. 

(b) If you find 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 (d) of this AD. 

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

unless done previously, and at intervals not 

to exceed 100 hours TIS or at each annual 

inspection, whichever occurs first, inspect 

each blade for corrosion, a 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) for the R22 series 

helicopters, and Robinson R44 Service 

Bulletin SB–72, dated April 30, 2010 (SB72), 

for the R44 series helicopters. Although the 

Robinson service information limits the 

magnification to 10 ×, 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 SB–72 and SB– 

103. 

(d) 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 

and R44 Service letter SL–32B, dated April 

30, 2010, for both the R22 and R44 series 

helicopters. 

(e) Before further flight, replace any 

unairworthy blade with an airworthy blade. 

Note: 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. This document is 

available at http://www.robinsonheli.com. 

(f) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Send your request to the Manager, Los 

Angeles Aircraft Certification Office, FAA, 

Airframe Branch, 3960 Paramount Blvd., 

Lakewood, California 90712, regarding Model 

R22 helicopters ATTN: Eric D. Schrieber, 

Aviation Safety Engineer, telephone (562) 

627–5348, fax (562) 627–5210, or regarding 

Model R44 helicopters Attn: Fred Guerin, 

Aviation Safety Engineer, telephone (562) 

627–5232, fax (562) 627–5210. 

(g) Special flight permits will not be 

issued. 

(h) The Joint Aircraft System/Component 

(JASC) Code is: 6210 Main Rotor Blades. 

(i) The inspections shall be done following 

the specified portions of Robinson R22 

Service Bulletin SB–103, dated April 30, 

2010, or R44 Service Bulletin SB–72, dated 

April 30, 2010, as appropriate for each model 

helicopter. Repaint the exposed area of a 

blade by following Robinson R22 Service 

letter SL–56B and R44 Service Letter SL–32B 

(combined in one document), dated April 30, 

2010. The Director of the Federal Register 

approved this incorporation by reference in 

accordance with 5 U.S.C. 552(a) and 1 CFR 

part 51. Copies may be obtained from 

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. Copies 

may be inspected at the FAA, Office of the 

Regional Counsel, Southwest Region, 2601 

Meacham Blvd., Room 663, Fort Worth, 

Texas, or 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/

code_of_federal_regulations/ibr_

locations.html. 

(j) This amendment becomes effective on 

July 5, 2011. 

mstockstill on DSK4VPTVN1PROD with RULES

35334 Federal Register / Vol. 76, No. 117 / Friday, June 17, 2011 / Rules and Regulations 

Issued in Fort Worth, Texas, on June 2, 

2011. 

Kim Smith, 

Manager, Rotorcraft Directorate, Aircraft 

Certification Service. 

[FR Doc. 2011–14246 Filed 6–16–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0561; Directorate 

Identifier 2010–SW–001–AD; Amendment 

39–16715; AD 2011–12–08] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron, Inc. Model 205A, 

205A–1, 205B, 212, 412, 412CF, and 

412EP Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: This amendment adopts a 

new airworthiness directive (AD) for the 

specified Bell Helicopter Textron, Inc. 

(BHT) model helicopters with tail rotor 

(T/R) blades with certain serial numbers 

installed. This action requires a onetime inspection of the T/R blade for 

corrosion or pitting, and repairing or 

replacing the T/R blade, if that 

condition is found during the 

inspection. This amendment is 

prompted by a report from the 

manufacturer that T/R blades with 

certain serial numbers may have 

manufacturing anomalies in the spar 

area. These actions are intended to 

detect corrosion or pitting in the 

forward spar area of a T/R blade to 

prevent a crack in the T/R blade, loss of 

the T/R blade, and subsequent loss of 

control of the helicopter. 

DATES: Effective July 5, 2011. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of July 5, 2011. 

Comments for inclusion in the Rules 

Docket must be received on or before 

August 16, 2011. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

AD: 

• 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 20590, 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

You may get the service information 

identified in this AD from Bell 

Helicopter Textron, Inc., P.O. Box 482, 

Fort Worth, TX 76101, telephone (817) 

280–3391, fax (817) 280–6466, or at 

http://www.bellcustomer.com/files/. 

Examining the Docket: You may 

examine the docket that contains the 

AD, any comments, and other 

information 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 Docket 

Operations office (telephone (800) 647– 

5527) is located in Room W12–140 on 

the ground floor of the West Building at 

the street address stated in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

DOT/FAA Southwest Region, Michael 

Kohner, ASW–170, Aviation Safety 

Engineer, Rotorcraft Directorate, 

Rotorcraft Certification Office, 2601 

Meacham Blvd., Fort Worth, Texas 

76137, telephone (817) 222–5447, fax 

(817) 222–5783. 

SUPPLEMENTARY INFORMATION: This 

amendment adopts a new AD for the 

specified BHT model helicopters with 

an installed T/R blade, part number 

212–010–750 (all dash numbers), all 

serial numbers except those with a 

prefix of ‘‘A’’ and the number 17061 or 

larger. This action requires a one-time 

inspection of the T/R blade for corrosion 

or pitting after sanding the paint from 

the spar area between blade stations 

22.5 and 40.0, and repairing or replacing 

the T/R blade if corrosion, pitting, or 

damage is discovered. This amendment 

is prompted by a report from the 

manufacturer that T/R blades with 

certain serial numbers may have 

manufacturing anomalies in the spar 

area as a result of the chemical milling 

process. The anomalies may be 

identified as pits or corrosion on the 

spar. This corrosion or pitting condition 

in the forward spar of a T/R blade, if not 

corrected, could lead to a crack in the 

T/R blade, loss of the T/R blade, and 

subsequent loss of control of the 

helicopter. 

We have reviewed the following BHT 

Alert Service Bulletins, all Revision A, 

and all dated December 8, 2009, which 

specify a one-time inspection of the T/R 

blades for corrosion or pitting, and 

repairing or replacing the T/R blade if 

corrosion, pitting, or other damage is 

discovered: 

• Alert Service Bulletin (ASB) No. 

205–09–102, for Model 205A and 

205A–1 helicopters; 

• ASB No. 205B–09–54, for Model 

205B helicopters; 

• ASB No. 212–09–134, for Model 

212 helicopters; 

• ASB No. 412CF–09–38, for Model 

412CF helicopters; and 

• ASB No. 412–09–136, for Model 

412 and 412EP helicopters. 

This unsafe condition is likely to exist 

or develop on other helicopters of these 

same type designs. Therefore, this AD is 

being issued to require inspecting the 

T/R blades to detect corrosion or pitting 

in the forward spar area that could 

result in a crack, loss of a T/R blade, and 

subsequent loss of control of the 

helicopter. Accomplish the actions by 

following specified portions of the ASBs 

described previously. 

The short compliance time involved 

is required because the previously 

described critical unsafe condition can 

adversely affect the structural integrity 

and controllability of the helicopter. 

Therefore, inspecting the T/R blade for 

corrosion or pitting is required within 

25 hours time-in-service (TIS) or 30 

days, whichever occurs first. This is a 

very short compliance time, and this AD 

must be issued immediately. 

Since a situation exists that requires 

the immediate adoption of this 

regulation, it is found that notice and 

opportunity for prior public comment 

hereon are impracticable, and that good 

cause exists for making this amendment 

effective in less than 30 days. 

We estimate that this AD will affect 

263 helicopters. Removing, inspecting, 

refinishing, and re-installing the T/R 

blade will take about 10 work hours at 

an average labor rate of $85 per work 

hour and an approximate labor cost of 

$850 per helicopter. Replacing the T/R 

blade with an airworthy blade will take 

about 6 work hours at an average labor 

rate of $85 per work hour for an 

approximate labor cost of $510 per 

helicopter. Required parts will cost 

about $17,495 for each T/R blade 

assembly. Based on these figures, we 

estimate the total cost impact of the AD 

on U.S. operators to be $277,565, 

assuming all affected helicopters are 

inspected and three T/R blades are 

replaced. 

Comments Invited 

This AD is a final rule that involves 

requirements that affect flight safety and 

was not preceded by notice and an 

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