Federal Register / Vol. 81, No. 207 / Wednesday, October 26, 2016 / Rules and Regulations 74285 

flight tests in combination with 

simulation are used as a part of a 

showing of compliance for 

‘‘catastrophic’’ failure conditions. Flight 

tests are performed only in 

circumstances that use operational 

variations, or extrapolations from other 

flight performance aspects to address 

flight safety. 

These special conditions require that 

the HeliSAS AP/SAS system installed 

on an Airbus Helicopters Model EC120B 

helicopter meet these requirements to 

adequately address the failure effects 

identified by the FHA, and subsequently 

verified by the SSA, within the defined 

design system integrity requirements. 

Issued in Fort Worth, Texas, on October 17, 

2016. 

Scott A. Horn, 

Assistant Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2016–25786 Filed 10–25–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–3821; Directorate 

Identifier 2014–SW–025–AD; Amendment 

39–18696; AD 2016–22–07] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 75–26–05 

for Bell Helicopter Textron (Bell) Model 

204B, 205A–1 and 212 helicopters. AD 

75–26–05 required removing and 

visually inspecting each main rotor 

(M/R) blade and, depending on the 

inspection’s outcome, repairing or 

replacing the M/R blades. This new AD 

requires more frequent inspections of 

certain M/R blades and applies to Model 

205A helicopters. This AD does not 

require that helicopter blades be 

removed to conduct the initial visual 

inspections. We are issuing this AD to 

detect a crack and prevent failure of an 

M/R blade and subsequent loss of 

helicopter control. 

DATES: This AD is effective November 

30, 2016. 

ADDRESSES: For service information 

identified in this final rule, contact 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/. 

You may view this referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

10101 Hillwood Pkwy, Room 6N–321, 

Fort Worth, TX 76177. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov in Docket No. 

FAA–2015–3821; 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 AD, the economic 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Charles Harrison, Project Manager, Fort 

Worth Aircraft Certification Office, 

FAA, 10101 Hillwood Pkwy., Fort 

Worth, TX 76177; telephone (817) 222– 

5140; email charles.c.harrison@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to remove AD 75–26–05, 

Amendment 39–2457 (40 FR 57783, 

December 12, 1975) and add a new AD. 

AD 75–26–05 applied to Bell Model 

204B, 205A–1, and 212 helicopters. AD 

75–26–05 required removing and 

visually inspecting each M/R blade and, 

depending on the inspection’s outcome, 

repairing or replacing the M/R blade. 

The NPRM published in the Federal 

Register on May 5, 2016 (81 FR 27055). 

The NPRM was prompted by a report of 

an M/R blade with multiple fatigue 

cracks around the retention bolt hole. 

The NPRM proposed to require more 

frequent inspections of certain M/R 

blades and proposed to remove the 

requirement that helicopter blades be 

removed to conduct the initial visual 

inspections. The NPRM also proposed 

to include the Model 205A in the 

applicability but remove the Model 212 

because similar inspections are required 

by AD 2011–23–02 (76 FR 68301, 

November 4, 2011). Finally, the NPRM 

included specific part-numbered blades 

in the applicability so that the proposed 

AD would no longer be required if a 

new blade is designed that is not subject 

to the unsafe condition. 

Comments 

We gave the public the opportunity to 

participate in developing this AD, but 

we received no comments on the NPRM 

(81 FR 27055, May 5, 2016). 

FAA’s Determination 

We have reviewed the relevant 

information and determined that an 

unsafe condition exists and is likely to 

exist or develop on other helicopters of 

these same type designs and that air 

safety and the public interest require 

adopting the AD requirements as 

proposed. 

Related Service Information 

Bell issued Alert Service Bulletin 

(ASB) No. UH–1H–13–09, dated January 

14, 2013, for the Model UH–1H 

helicopter (ASB UH–1H–13–09). ASB 

UH–1H–13–09 specifies a one-time 

visual inspection, within 10 hours timein-service (TIS), of the lower grip pad 

and upper and lower grip plates for 

cracks, edge voids, and loose or 

damaged adhesive squeeze-out. ASB 

UH–1H–13–09 also specifies a repetitive 

visual inspection, daily and at every 150 

hours TIS of the lower grip pad, upper 

and lower grip plates, and all upper and 

the lower doublers for cracks, corrosion, 

edge voids, and loose or damaged 

adhesive squeeze-out. Similar 

inspections are contained in Bell ASB 

No. 204–75–1 (ASB 204–75–1) and No. 

205–75–5 (ASB 205–75–5), both 

Revision C and both dated April 25, 

1979, for Bell Model 204B and 205A–1 

helicopters, respectively. ASB 204–75–1 

and ASB 205–75–5 call for daily 

inspections and for inspections, rework, 

and refinishing every 1,000 hours TIS or 

12 months, whichever occurs first. 

Differences Between This AD and the 

Service Information 

This AD requires all inspections every 

25 hours TIS or 2 weeks, whichever 

occurs first. ASB UH–1H–13–09 

specifies a one-time inspection within 

10 hours TIS, and then a second 

repetitive inspection daily and at every 

150 hours TIS, while ASB 204–75–1 and 

ASB 205–75–5 call for daily visual 

inspections, and inspections, rework, 

and refinishing every 1,000 hours TIS or 

12 months, whichever occurs first. This 

AD contains more detailed inspection 

requirements and a more specific 

inspection area than the instructions in 

ASB UH–1H–13–09. The service 

information applies to M/R blade, part 

number (P/N) 204–011–250, and was 

issued for Model 204B and 205A–1 

helicopters. This AD also applies to 

P/N 204–011–200 because this blade is 

of the same type and susceptible to the 

unsafe condition. This AD also applies 


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74286 Federal Register / Vol. 81, No. 207 / Wednesday, October 26, 2016 / Rules and Regulations 

to certain M/R blades installed on the 

Model 205A helicopters. While none of 

these models are registered in the U.S., 

they were included because of blade 

P/N eligibility. 

Costs of Compliance 

We estimate that this AD affects 52 

helicopters of U.S. Registry and that 

labor costs average $85 a work-hour. 

Based on these estimates, we expect the 

following costs: 

Cleaning and performing all 

inspections of a set of M/R blades (2 per 

helicopter) requires a half work-hour. 

No parts are needed. At an estimated 24 

inspections a year, the cost is $1,032 per 

helicopter and $53,664 for the U.S. fleet. 

Replacing an M/R blade requires 12 

work hours and parts cost $90,656 for a 

total cost of $91,676 per blade. 

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 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 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 a regulatory 

distinction is required 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. 

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) 

75–26–05, Amendment 39–2457 (40 FR 

57783, December 12, 1975), and adding 

the following new AD: 

2016–22–07 Bell Helicopter Textron: 

Amendment 39–18696; Docket No. 

FAA–2015–3821; Directorate Identifier 

2014–SW–025–AD. 

(a) Applicability 

This AD applies to Model 204B, 205A, and 

205A–1 helicopters with a main rotor (M/R) 

blade, part number (P/N) 204–011–200–001 

or P/N 204–011–250–(all dash numbers), 

installed, certificated in any category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as a 

crack in an M/R blade, which could result in 

failure of an M/R blade and subsequent loss 

of helicopter control. 

(c) Affected ADs 

This AD supersedes AD 75–26–05, 

Amendment 39–2457 (40 FR 57783, 

December 12, 1975). 

(d) Effective Date 

This AD becomes effective November 30, 

2016. 

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

2 weeks, whichever occurs first, and 

thereafter at intervals not to exceed 25 hours 

TIS or 2 weeks, whichever occurs first, clean 

the upper and lower exposed surfaces of each 

M/R blade from an area starting at the butt 

end of the blade to three inches outboard of 

the doublers. Using a 3X or higher power 

magnifying glass and a light, inspect as 

follows: 

(i) Visually inspect the exposed areas of the 

lower grip pad and upper and lower grip 

plates of each M/R blade for a crack and any 

corrosion. 

(ii) On the upper and lower exposed 

surfaces of each M/R blade from blade 

stations 24.5 to 35 for the chord width, 

visually inspect each layered doubler and 

blade skin for a crack and any corrosion. Pay 

particular attention for any cracking in a 

doubler or skin near or at the same blade 

station as the blade retention bolt hole (blade 

station 28). 

(iii) Visually inspect the exposed areas of 

each bond line at the edges of the lower grip 

pad, upper and lower grip plates, and each 

layered doubler (bond lines) on the upper 

and lower surfaces of each M/R blade for the 

entire length and chord width for an edge 

void, any corrosion, loose or damaged 

adhesive squeeze-out, and an edge 

delamination. Pay particular attention to any 

crack in the paint finish that follows the 

outline of a grip pad, grip plate, or doubler, 

and to any loose or damaged adhesive 

squeeze-out, as these may be the indication 

of an edge void. 

(2) If there is a crack, any corrosion, an 

edge void, loose or damaged adhesive 

squeeze-out, or an edge delamination during 

any inspection in paragraph (f)(1) of this AD, 

before further flight, do the following: 

(i) If there is a crack in a grip pad or any 

grip plate or doubler, replace the M/R blade 

with an airworthy M/R blade. 

(ii) If there is a crack in the M/R blade skin 

that is within maximum repair damage 

limits, repair the M/R blade. If the crack 

exceeds maximum repair damage limits, 

replace the M/R blade with an airworthy 

M/R blade. 

(iii) If there is any corrosion within 

maximum repair damage limits, repair the 

M/R blade. If the corrosion exceeds 

maximum repair damage limits, replace the 

M/R blade with an airworthy M/R blade. 

(iv) If there is an edge void in the grip pad 

or in a grip plate or doubler, determine the 

length and depth using a feeler gauge. Repair 

the M/R blade if the edge void is within 

maximum repair damage limits, or replace 

the M/R blade with an airworthy M/R blade. 

(v) If there is an edge void in a grip plate 

or doubler near the outboard tip, tap inspect 

the affected area to determine the size and 

shape of the void. Repair the M/R blade if the 

edge void is within maximum repair damage 

limits, or replace the M/R blade with an 

airworthy M/R blade. 

(vi) If there is any loose or damaged 

adhesive squeeze-out along any of the bond 

lines, trim or scrape away the adhesive 

without damaging the adjacent surfaces or 

parent material of the M/R blade. Determine 

if there is an edge void or any corrosion by 

lightly sanding the trimmed area smooth 

using 280 or finer grit paper. If there is no 

edge void or corrosion, refinish the sanded 

area. 

(vii) If there is an edge delamination along 

any of the bond lines or a crack in the paint 

finish, determine if there is an edge void or 

a crack in the grip pad, grip plate, doubler, 

or skin by removing paint from the affected 

area by lightly sanding in a span-wise 

direction using 180–220 grit paper. If there 

are no edge voids and no cracks, refinish the 

sanded area. 


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Federal Register / Vol. 81, No. 207 / Wednesday, October 26, 2016 / Rules and Regulations 74287 

(viii) If any parent material is removed 

during any sanding or trimming in 

paragraphs (f)(2)(vi) or (f)(2)(vii) of this AD, 

repair the M/R blade if the damage is within 

maximum repair damage limits, or replace 

the M/R blade with an airworthy M/R blade. 

(g) Special Flight Permits 

Special flight permits are prohibited. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Fort Worth Aircraft 

Certification Office, FAA, may approve 

AMOCs for this AD. Send your proposal to: 

Charles Harrison, Project Manager, Fort 

Worth Aircraft Certification Office, FAA, 

10101 Hillwood Pkwy., Fort Worth, TX 

76177; telephone (817) 222–5140; email 7- 

AVS-ASW-170@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. 

(i) Additional Information 

Bell Helicopter Alert Service Bulletin 

(ASB) No. UH–1H–13–09, dated January 14, 

2013, and ASB No. 204–75–1 and ASB No. 

205–75–5, both Revision C and both dated 

April 25, 1979, which are not incorporated 

by reference, contain additional information 

about the subject of this AD. For service 

information identified in this AD, contact 

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/. You may 

review the service information at the FAA, 

Office of the Regional Counsel, Southwest 

Region, 10101 Hillwood Pkwy., Room 6N– 

321, Fort Worth, TX 76177. 

(j) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6210, Main Rotor Blades. 

Issued in Fort Worth, Texas, on October 18, 

2016. 

James A. Grigg, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2016–25742 Filed 10–25–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–8464; Directorate 

Identifier 2015–NM–050–AD; Amendment 

39–18692; AD 2016–22–03] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Bombardier, Inc. Model DHC–8–400 

series airplanes. This AD was prompted 

by a revision by the manufacturer to the 

Certification Maintenance Requirements 

(CMR) of the Airworthiness Limitation 

Items (ALI), in the Maintenance 

Requirement Manual (MRM), that 

introduces a new CMR task that requires 

repetitive operational checks of the 

propeller overspeed governor. This AD 

requires revising the airplane 

maintenance or inspection program, as 

applicable, to incorporate a new CMR 

task. We are issuing this AD to prevent 

dormant failure of the propeller 

overspeed governor, which may lead to 

a loss of propeller overspeed protection 

and result in high propeller drag in 

flight. 

DATES: This AD is effective November 

30, 2016. 

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–2015– 

8464; 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 AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Office (telephone: 800–647– 

5527) is Docket Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Morton Lee, Aerospace Engineer, 

Propulsion and Services Branch, ANE– 

173, FAA, New York Aircraft 

Certification Office (ACO), 1600 Stewart 

Avenue, Suite 410, Westbury, NY 

11590; telephone: 516–228–7355; fax: 

516–794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all Bombardier, Inc. Model 

DHC–8–400 series airplanes. The NPRM 

published in the Federal Register on 

January 19, 2016 (81 FR 2785) (‘‘the 

NPRM’’). The NPRM was prompted by 

a revision by the manufacturer to the 

CMR of the ALI, in the MRM, that 

introduces a new CMR task that requires 

repetitive operational checks of the 

propeller overspeed governor. The 

NPRM proposed to require revising the 

airplane maintenance or inspection 

program, as applicable, to incorporate a 

new CMR task. We are issuing this AD 

to prevent dormant failure of the 

propeller overspeed governor, which 

may lead to a loss of propeller 

overspeed protection and result in high 

propeller drag in flight. 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian AD 

CF–2014–43, dated December 18, 2014 

(referred to after this as the Mandatory 

Continuing Airworthiness Information, 

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

condition for all Bombardier, Inc. Model 

DHC–8–400 series airplanes. The MCAI 

states: 

Bombardier Inc. has revised the 

Maintenance Requirement Manual PSM–1– 

84–7, Airworthiness Limitation Items (ALI), 

Part 2, Section 1, Certification Maintenance 

Requirements (CMR). This revision 

introduces a new CMR task, task number 

612000–109, for the Operational Check of the 

Propeller Overspeed Governor to be 

performed every 200 flight hours. 

This new task was introduced to minimize 

the probability of dormant failure of the 

propeller overspeed governor, which may 

lead to a loss of propeller overspeed 

protection and result in high propeller drag 

in-flight. 

This [Canadian] AD is issued to mandate 

the incorporation of a new CMR task for the 

Propeller Overspeed Governor. 

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–2015– 

8464. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comment 

received on the NPRM and the FAA’s 

response. 


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