11404 Federal Register / Vol. 86, No. 36 / Thursday, February 25, 2021 / Rules and Regulations 

TABLE E.2—EXCLUSIONS FROM CERTAIN RISK MEASURES USED TO CALCULATE THE ASSESSMENT RATE FOR LARGE OR

HIGHLY COMPLEX INSTITUTIONS—Continued 

Scorecard 

measures 1 Description Exclusions 

(1) Trading Revenue Volatility/Tier 1 Capital.Trailing 4-quarter standard deviation of quarterly trading revenue (merger-adjusted) divided by Tier 1 capital.No Exclusion. 

(2) Market Risk Capital/ 

Tier 1 Capital.

Market risk capital divided by Tier 1 capital .............................................................. No Exclusion. 

(3) Level 3 Trading Assets/Tier 1 Capital.Level 3 trading assets divided by Tier 1 capital ........................................................ No Exclusion. 

Average Short-term Funding/ 

Average Total Assets.

Quarterly average of federal funds purchased and repurchase agreements divided 

by the quarterly average of total assets as reported on Schedule RC–K of the 

Call Reports.

Exclude from the quarterly 

average of total assets 

the outstanding balance 

of loans provided under 

the Paycheck Protection 

Program. 

1The applicable portions of the current expected credit loss methodology (CECL) transitional amounts attributable to the allowance for credit 

losses on loans and leases held for investment and added to retained earnings for regulatory capital purposes pursuant to the regulatory capital 

regulations, as they may be amended from time to time (12 CFR part 3, 12 CFR part 217, 12 CFR part 324, 85 FR 61577 (Sept. 30, 2020), and 

84 FR 4222 (Feb. 14, 2019)), will be removed from the sum of Tier 1 capital and reserves throughout the large bank and highly complex bank 

scorecards, including in the ratio of Higher-Risk Assets to Tier 1 Capital and Reserves, the Growth-Adjusted Portfolio Concentrations Measure, 

the ratio of Top 20 Counterparty Exposure to Tier 1 Capital and Reserves, the Ratio of Largest Counterparty Exposure to Tier 1 Capital and Reserves, the ratio of Criticized and Classified Items to Tier 1 Capital and Reserves, and the ratio of Underperforming Assets to Tier 1 Capital and 

Reserves. All of these ratios are described in appendix A of this subpart. 2The credit quality score is the greater of the criticized and classified items to Tier 1 capital and reserves score or the underperforming assets 

to Tier 1 capital and reserves score. The market risk score is the weighted average of three scores—the trading revenue volatility to Tier 1 capital score, the market risk capital to Tier 1 capital score, and the level 3 trading assets to Tier 1 capital score. All of these ratios are described in 

appendix A of this subpart and the method of calculating the scores is described in appendix B of this subpart. Each score is multiplied by its respective weight, and the resulting weighted score is summed to compute the score for the market risk measure. An overall weight of 35 percent 

is allocated between the scores for the credit quality measure and market risk measure. The allocation depends on the ratio of average trading 

assets to the sum of average securities, loans and trading assets (trading asset ratio) as follows: (1) Weight for credit quality score = 35 percent 

* (1—trading asset ratio); and, (2) Weight for market risk score = 35 percent * trading asset ratio. In calculating the trading asset ratio, exclude 

from the balance of loans the outstanding balance of loans provided under the Paycheck Protection Program. 

(a) Description of the loss severity 

measure. The loss severity measure 

applies a standardized set of 

assumptions to an institution’s balance 

sheet to measure possible losses to the 

FDIC in the event of an institution’s 

failure. To determine an institution’s 

loss severity rate, the FDIC first applies 

assumptions about uninsured deposit 

and other liability runoff, and growth in 

insured deposits, to adjust the size and 

composition of the institution’s 

liabilities. Exclude total outstanding 

borrowings from Federal Reserve Banks 

under the Paycheck Protection Program 

Liquidity Facility from short-and longterm secured borrowings, as 

appropriate. Assets are then reduced to 

match any reduction in liabilities. 

Exclude from an institution’s balance of 

commercial and industrial loans the 

outstanding balance of loans provided 

under the Paycheck Protection Program. 

In the event that the outstanding 

balance of loans provided under the 

Paycheck Protection Program exceeds 

the balance of commercial and 

industrial loans, exclude any remaining 

balance of loans provided under the 

Paycheck Protection Program first from 

the balance of all other loans, up to the 

total amount of all other loans, followed 

by the balance of agricultural loans, up 

to the total amount of agricultural loans. 

Increase cash balances by outstanding 

loans provided under the Paycheck 

Protection Program that exceed total 

outstanding borrowings from Federal 

Reserve Banks under the Paycheck 

Protection Program Liquidity Facility, if 

any. The institution’s asset values are 

then further reduced so that the 

Leverage Ratio reaches 2 percent. In 

both cases, assets are adjusted pro rata 

to preserve the institution’s asset 

composition. Assumptions regarding 

loss rates at failure for a given asset 

category and the extent of secured 

liabilities are then applied to estimated 

assets and liabilities at failure to 

determine whether the institution has 

enough unencumbered assets to cover 

domestic deposits. Any projected 

shortfall is divided by current domestic 

deposits to obtain an end-of-period loss 

severity ratio. The loss severity measure 

is an average loss severity ratio for the 

three most recent quarters of data 

available. The applicable portions of the 

current expected credit loss 

methodology (CECL) transitional 

amounts attributable to the allowance 

for credit losses on loans and leases 

held for investment and added to 

retained earnings for regulatory capital 

purposes pursuant to the regulatory 

capital regulations, as they may be 

amended from time to time (12 CFR part 

3, 12 CFR part 217, 12 CFR part 324, 85 

FR 61577 (Sept. 30, 2020), and 84 FR 

4222 (Feb. 14, 2019)), will be removed 

from the calculation of the loss severity 

measure. 

* * * * * 

Federal Deposit Insurance Corporation. 

By order of the Board of Directors. 

Dated at Washington, DC, on February 16, 

2021. 

James P. Sheesley, 

Assistant Executive Secretary. 

[FR Doc. 2021–03456 Filed 2–23–21; 11:15 am] 

BILLING CODE 6714–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2020–0503; Product 

Identifier 2018–SW–006–AD; Amendment 

39–21386; AD 2021–02–03] 

RIN 2120–AA64 

Airworthiness Directives; Leonardo 

S.p.a. Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Leonardo S.p.a. (Leonardo) Model 

AW189 helicopters. This AD requires 

various repetitive inspections of the 

Federal Register / Vol. 86, No. 36 / Thursday, February 25, 2021 / Rules and Regulations 11405 

main rotor (MR) damper. This AD was 

prompted by reports of in-service MR 

damper failures and the development of 

an improved MR damper. This 

condition, if not corrected, could lead to 

loss of the lead-lag damping function of 

the MR blade, possibly resulting in 

damage to adjacent critical rotor 

components and subsequent loss control 

of the helicopter. The actions of this AD 

are intended to address the unsafe 

condition on these products. 

DATES: This AD is effective April 1, 

2021. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain documents listed in this AD 

as of April 1, 2021. 

ADDRESSES: For service information 

identified in this final rule contact 

Leonardo S.p.A. Helicopters, Emanuele 

Bufano, Head of Airworthiness, Viale 

G.Agusta 520, 21017 C.Costa di 

Samarate (Va) Italy; telephone +39– 

0331–225074; fax +39–0331–229046; or 

at https://www.leonardocompany.com/ 

en/home. You may view the referenced 

service information at the FAA, Office 

of the Regional Counsel, Southwest 

Region, 10101 Hillwood Pkwy., Room 

6N–321, Fort Worth, TX 76177. It is also 

available on the internet at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2020– 

0503. 

Examining the AD Docket 

You may examine the AD docket on 

the internet at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2020– 

0503; or in person at Docket Operations 

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

through Friday, except Federal holidays. 

The AD docket contains this AD, the 

European Aviation Safety Agency (now 

European Union Aviation Safety 

Agency) (EASA) AD, any service 

information that is incorporated by 

reference, any comments received, and 

other information. The street address for 

Docket Operations is 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: Matt 

Fuller, AD Program Manager, 

Operational Safety Branch, 

Airworthiness Products Section, 

General Aviation & Rotorcraft Unit, 

FAA, 10101 Hillwood Pkwy., Fort 

Worth, TX 76177; telephone 817–222– 

5110; email matthew.fuller@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to Leonardo Model AW189 

helicopters with MR damper part 

number (P/N) 4F6220V00251 installed. 

The NPRM published in the Federal 

Register on May 20, 2020 (85 FR 30664). 

The NPRM proposed to require reducing 

the installation torque of the nuts on the 

bolts attaching the MR damper to the 

MR hub. The NPRM also proposed to 

require, at specified intervals, replacing 

the affected MR damper; dye penetrant 

or eddy current inspecting the rod end 

and body end of each MR damper for a 

crack, visually inspecting the rod end 

and body end of each MR damper for a 

crack, and replacing any cracked MR 

damper. For certain helicopters, the 

NPRM also proposed to require 

inspecting each rod end and body end 

bearing for rotation, and replacing the 

rod end or MR damper as applicable if 

there is any rotation; inspecting the lag 

damper broached ring nut for damage, 

correct engagement, and alignment and 

removing the rod end and broached ring 

nut from service if any of those 

conditions exist. For all helicopters, the 

NPRM proposed to require, at specified 

intervals, inspecting the bearing friction 

torque of each MR damper body end 

and rod end, and replacing the MR 

damper if the torque value exceeds 30.0 

Nm (265.5 lb in); inspecting the MR 

damper anti-rotation block for wear and 

replacing the anti-rotation block if there 

is wear beyond acceptable limits; and 

replacing each special washer P/N 

3G6220A05051 with special washer P/N 

3G6220A05052. For certain MR 

dampers, the NPRM proposed to require 

inspecting the broached ring for damage 

and alignment, removing the broached 

ring from service if there is damage, and 

replacing the broached ring if the rod 

end and broached ring cannot be 

aligned. Finally, the NPRM proposed to 

require inspecting certain serialnumbered MR dampers for correct 

torque of the broached ring prior to 

installation on any helicopter. The 

proposed requirements were intended to 

detect a crack in an MR damper, which 

if not detected and corrected, could lead 

to loss of the lead-lag damping function 

of the MR blade, resulting in damage of 

the MR damper, detachment of the MR 

damper in-flight, and subsequent loss of 

control of the helicopter. 

The NRPM was prompted by EASA 

AD No. 2016–0145R1, dated January 17, 

2018 (EASA AD 2016–0145R1), issued 

by EASA, which is the Technical Agent 

for the Member States of the European 

Union, to correct an unsafe condition 

for Leonardo Model AW189 helicopters 

with MR damper P/N 4F6220V00251 

installed. EASA advises that a MR 

damper failed, which resulted in 

complete seizure of the body end lug 

and an in-flight disconnection of the 

damper. EASA states that a combination 

of factors may have contributed to the 

MR damper disconnection, and that this 

condition could result in loss of the 

lead-lag damping function of the MR 

blade, damage to adjacent critical rotor 

components, and subsequent reduced 

control of the helicopter. The 

contributing factors include cracks, 

slippage marks, damaged broach ring 

teeth, and loss of torque. 

According to EASA, the AW189 MR 

damper is a similar design to the MR 

dampers installed on Model AW139 

helicopters, where multiple MR damper 

failures have been reported involving 

the body end lug, the eye end lug, and 

the rod end. To correct this condition, 

EASA issued a series of superseded and 

revised ADs to require repetitive 

inspections of certain MR dampers, and 

similar corrective actions as those for 

Model AW139 helicopters. EASA AD 

2016–0145R1 requires various one-time 

and repetitive inspections of the MR 

damper, a torque check of the body end, 

and replacing any MR damper with a 

crack or that fails the torque check. 

EASA AD 2016–0145R1 also allows 

installation of a new MR damper, P/N 

8G6220V00151, as an optional 

terminating action for the repetitive 

inspections. 

Comments 

The FAA gave the public the 

opportunity to participate in developing 

this final rule, but the FAA did not 

receive any comments on the NPRM or 

on the determination of the cost to the 

public. 

FAA’s Determination 

These helicopters have been approved 

by EASA and are approved for operation 

in the United States. Pursuant to the 

FAA’s bilateral agreement with the 

European Union, EASA has notified the 

FAA of the unsafe condition described 

in its AD. The FAA is issuing this AD 

after evaluating all of the information 

provided by EASA and determining the 

unsafe condition exists and is likely to 

exist or develop on other helicopters of 

the same type design and that air safety 

and the public interest require adopting 

these AD requirements as proposed. 

Differences Between This AD and the 

EASA AD 

The EASA AD requires contacting the 

manufacturer under certain conditions, 

while this AD does not. 

11406 Federal Register / Vol. 86, No. 36 / Thursday, February 25, 2021 / Rules and Regulations 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed Finmeccanica 

Bollettino Tecnico No. 189–080, 

Revision A, dated July 15, 2016, which 

contains procedures for visual and dye 

penetrant inspections of the MR damper 

for cracks and for verifying the torque of 

the damper body ends. 

The FAA also reviewed Leonardo 

Helicopters Alert Service Bulletin No. 

189–102, Revision A, dated December 

21, 2017, which contains procedures for 

installing an MR damper with reduced 

torque values and specifies replacing 

MR damper P/N 4F6220V00251 with 

new MR damper P/N 8G6220V00151. 

This service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section. 

Other Related Service Information 

The FAA reviewed Finmeccanica 

Bollettino Tecnico No. 189–069, dated 

February 12, 2016, which contains 

procedures for installing a special 

washer on the MR damper rod end, 

modifying the installation torque of the 

MR damper, and inspecting the rod end 

bearings. 

Costs of Compliance 

The FAA estimates that this AD 

affects 3 helicopters of U.S. Registry. 

The FAA estimates that operators may 

incur the following costs in order to 

comply with this AD. Labor costs are 

estimated at $85 per work-hour. 

Adjusting the tightening torque takes 

about 10 work-hours, for an estimated 

cost of $850 per helicopter and $2,550 

for the U.S. fleet. 

Replacing an MR damper takes about 

2 work-hours, and parts cost about 

$18,000, for an estimated cost of 

$18,170 per MR damper. 

Performing a dye penetrant or eddy 

current inspection of the MR damper 

takes about 8 work-hours, for an 

estimated cost of $680 per helicopter 

and $2,040 for the U.S fleet. 

Visually inspecting the rod ends and 

body ends takes about 0.5 hour, for an 

estimated cost of $43 per helicopter and 

$129 for the U.S. fleet, per inspection 

cycle. 

Inspecting the rod ends and body 

ends for bearing rotation takes about 0.5 

hour, for an estimated cost of $43 per 

helicopter and $129 for the U.S. fleet, 

per inspection cycle. 

Inspecting the broached ring nut takes 

about 0.5 hour, for an estimated cost of 

$43 per helicopter and $129 for the U.S. 

fleet, per inspection cycle. 

Inspecting for bearing friction takes 

about 2 hours, for an estimated cost of 

$170 per helicopter and $510 for the U.S 

fleet, per inspection cycle. 

Inspecting the broached ring teeth for 

proper alignment and applying torque 

takes about 8 work-hours, for an 

estimated cost of $680 per helicopter 

and $2,040 for the U.S fleet. 

Replacing a rod end takes about 3 

work-hours and parts cost about $500, 

for an estimated cost of $755 per rod 

end. 

Replacing a broached ring takes about 

3 work-hours and parts cost about $100, 

for an estimated cost of $355 per 

broached ring. 

Replacing a broached ring nut takes 

about 3 work-hours and parts cost about 

$125, for an estimated cost of $380 per 

broached ring nut. 

Replacing an anti-rotation block takes 

about 3 work-hours and parts cost about 

$50, for an estimated cost of $305 per 

anti-rotation block. 

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. 

The FAA is 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 helicopters identified in this 

rulemaking action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Will not affect intrastate aviation 

in Alaska, 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. 

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 adding 

the following new airworthiness 

directive: 

2021–02–03 Leonardo S.p.a: Amendment 

39–21386; Docket No. FAA–2020–0503; 

Product Identifier 2018–SW–006–AD. 

(a) Applicability 

This airworthiness directive (AD) applies 

to Leonardo S.p.a. Model AW189 helicopters, 

certificated in any category, with a main rotor 

(MR) damper part number (P/N) 

4F6220V00251 installed. 

(b) Unsafe Condition 

This AD defines the unsafe condition as a 

crack in an MR damper, which if not 

detected and corrected, could lead to loss of 

the lead-lag damping function of the MR 

blade, resulting in damage of the MR damper, 

detachment of the MR damper in-flight, and 

subsequent loss of control of the helicopter. 

(c) Effective Date 

This AD becomes effective April 1, 2021. 

(d) 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. 

(e) Required Actions 

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

reduce the torque of the nut on the bolt 

attaching each MR damper to the MR hub by 

following paragraphs 4 through 7 of the 

Accomplishment Instructions, Part I, of 

Leonardo Helicopters Alert Service Bulletin 

No. 189–102, Revision A, dated December 21, 

2017 (ASB 189–102). 

(2) Within 30 hours TIS or before the MR 

damper body end (body end) accumulates 

500 hours TIS, whichever occurs later, and 

thereafter at intervals not to exceed 500 hours 

TIS, replace the MR damper. 

(3) Within 30 hours TIS, before the MR 

damper accumulates 300 hours TIS, or 

within 300 hours TIS since the last overhaul, 

whichever occurs later, dye penetrant inspect 

using a 5X power magnifying glass or eddy 

current inspect each MR damper rod end (rod 

Federal Register / Vol. 86, No. 36 / Thursday, February 25, 2021 / Rules and Regulations 11407 

end) and body end for a crack in the areas 

depicted in Figure 2 of Finmeccanica 

Bollettino Tecnico No. 189–080, Revision A, 

dated July 15, 2016 (BT 189–080). 

(i) If there is a crack on the body end, 

before further flight, replace the MR damper. 

(ii) If there is a crack on the rod end, before 

further flight, replace the rod end and, within 

300 hours TIS, dye penetrant or eddy current 

inspect the rod end for a crack as described 

in paragraph (e)(3) of this AD. 

(iii) If there are no cracks, before further 

flight, mark the rod end and body end with 

a dot of black polyurethane paint as shown 

in Figure 13 of BT 189–080. 

(iv) Thereafter, before the first flight of 

each day, using a mirror and a magnifying 

glass visually inspect each rod end and body 

end for a crack in the areas shown in Figure 

14 of BT 189–080. If there is a crack in the 

rod end, before further flight, replace the rod 

end. If there is a crack on the body end, 

before further flight, replace the MR damper. 

(4) Within the compliance times listed in 

paragraphs (e)(4)(i) and (ii) of this AD, 

inspect each rod end bearing and body end 

for bearing rotation in the damper seat. An 

example of rotation (misaligned slippage 

marks) is shown in Figure 4 of BT 189–080. 

If there is any bearing rotation in the rod end, 

before further flight, replace the rod end. If 

there is any bearing rotation in the body end, 

before further flight, replace the MR damper. 

(i) For MR dampers that have accumulated 

less than 300 hours TIS since new or since 

the last overhaul, within 30 hours TIS and 

thereafter at intervals not to exceed 10 hours 

TIS. 

(ii) For MR dampers that have accumulated 

300 or more hours TIS since new or since the 

last overhaul, within 5 hours TIS and 

thereafter before the first flight of each day. 

(5) For helicopters with an MR damper 

with a serial number (S/N) MCR0001 through 

MCR0154 and MCR0174 through MCR0195, 

within 30 hours TIS and thereafter at 

intervals not to exceed 20 hours TIS until the 

MR damper has accumulated 600 hours TIS, 

visually inspect each MR damper broached 

ring nut for broken teeth, proper engagement, 

and alignment as depicted in Figure 5 and 

shown in Figures 6, 7, and 8 of BT 189–080. 

If there is a broken tooth, improper 

engagement, or misalignment of the broached 

ring nut, before further flight, remove from 

service the rod end and broached ring nut. 

(6) Within 50 hours TIS and thereafter at 

intervals not to exceed 100 hours TIS: 

(i) Rotate the body end around the damper 

axis to put it near the middle position and 

determine the bearing friction torque value of 

the body end, using as a reference Figure 11 

of BT 189–080. 

Note 1 to Paragraph (e)(6)(i): Applying too 

much force while rotating the body end 

around the damper axis may cause damage. 

(A) If the torque value of the body end is 

more than 30.0 Nm (265.5 in lb), before 

further flight, replace the MR damper. 

(B) If the torque value of the body end is 

30.0 Nm (265.5 in lb) or less, determine the 

bearing friction torque value of each rod end, 

using as a reference Figure 11 of BT 189–080. 

If the torque value of the rod end is more 

than 30.0 Nm (265.5 in lb), before further 

flight, replace the rod end. 

(ii) Inspect each MR damper anti-rotation 

block for wear by following paragraphs 4.3 

through 4.3.6 of the Compliance Instructions, 

Part VI, of BT 189–080. If there is wear, 

before further flight, replace the MR damper 

anti-rotation block. 

(7) Within 50 hours TIS: 

(i) On each MR damper, replace special 

washer P/N 3G6220A05051 with special 

washer P/N 3G6220A05052. 

(ii) For helicopters with an MR damper 

with a S/N MCR0001 through MCR0041, 

MCR0043, MCR0045 through MCR0151, 

MCR0153 through MCR0157, MCR0159 

through MCR 0179, and MCR0185 through 

MCR0370; and for MR dampers with a rod 

end P/N M006–01H004–045 or P/N M006– 

01H004–053 installed, do the following: 

(A) Inspect each broached ring for wear, 

bent teeth, missing teeth, and stripped 

threads. Pay particular attention to the four 

pins that engage the piston grooves. If there 

is any wear or damage to the broached ring, 

before further flight, remove from service the 

broached ring. An example of an acceptable 

broached ring is shown in Figure 4, Annex 

A, of BT 189–080. 

(B) Align each rod end and broached ring 

by applying a torque of 60 Nm (531 in lb) to 

80 Nm (708 in lb). If the rod end and 

broached ring cannot be aligned, before 

further flight, replace the broached ring. 

(8) Except for MR dampers with a S/N 

MCR0042, MCR0044, MCR0152, MCR0158, 

and MCR0180 through MCR0184, do not 

install an MR damper P/N 4F6220V00251 on 

any helicopter unless the MR damper has 

passed the requirements in paragraph 

(e)(7)(ii) of this AD. 

(f) Credit For Previous Actions 

(1) Actions accomplished before the 

effective date of this AD in accordance with 

the Compliance Instructions, Part II, of 

Finmeccanica Bollettino Tecnico No. 189– 

069, dated February 12, 2016 (BT 189–069), 

are considered acceptable for compliance 

with the corresponding actions in paragraph 

(e)(7)(i) of this AD. 

(2) Actions accomplished before the 

effective date of this AD in accordance with 

the Compliance Instructions, Part III, of BT 

189–069, are considered acceptable for 

compliance with the corresponding actions 

in paragraph (e)(7)(ii) of this AD. 

(g) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Rotorcraft Standards 

Branch, FAA, may approve AMOCs for this 

AD. Send your proposal to: Matt Fuller, AD 

Program Manager, Operational Safety Branch, 

Airworthiness Products Section, General 

Aviation & Rotorcraft Unit, FAA, 10101 

Hillwood Pkwy., Fort Worth, TX 76177; 

telephone 817–222–5110; email 9-ASW-FTWAMOC-Requests@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, the FAA suggests 

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 

(1) Finmeccanica Bollettino Tecnico No. 

189–069, dated February 12, 2016, which is 

not incorporated by reference, contains 

additional information about the subject of 

this AD. For service information identified in 

this AD, contact Leonardo S.p.A. Helicopters, 

Emanuele Bufano, Head of Airworthiness, 

Viale G.Agusta 520, 21017 C.Costa di 

Samarate (Va) Italy; telephone +39–0331– 

225074; fax +39–0331–229046; or at https:// 

www.leonardocompany.com/en/home. You 

may view the referenced service information 

at the FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood Pkwy., 

Room 6N–321, Fort Worth, TX 76177. 

(2) The subject of this AD is addressed in 

European Aviation Safety Agency (now 

European Union Aviation Safety Agency) 

(EASA) No. 2016–0145R1, dated January 17, 

2018. You may view the EASA AD on the 

internet at https://www.regulations.gov in 

Docket No. FAA–2020–0503. 

(i) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6200, Main Rotor System. 

(j) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Finmeccanica Bollettino Tecnico No. 

189–080, Revision A, dated July 15, 2016. 

(ii) Leonardo Helicopters Alert Service 

Bulletin No. 189–102, Revision A, dated 

December 21, 2017. 

(3) For service information identified in 

this AD, contact Leonardo S.p.a. Helicopters, 

Emanuele Bufano, Head of Airworthiness, 

Viale G. Agusta 520, 21017 C. Costa di 

Samarate (Va) Italy; telephone +39–0331– 

225074; fax +39–0331–229046; or at https:// 

www.leonardocompany.com/en/home. 

(4) You may view this service information 

at the FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood Pkwy., 

Room 6N–321, Fort Worth, TX 76177. For 

information on the availability of this 

material at the FAA, call 817–222–5110. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

email fedreg.legal@nara.gov, or go to: https:// 

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

Issued on January 6, 2021. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2021–03658 Filed 2–24–21; 8:45 am] 

BILLING CODE 4910–13–P