This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

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new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

9591 

Vol. 80, No. 36 

Tuesday, February 24, 2015 

DEPARTMENT OF ENERGY 

10 CFR Part 431 

[Docket Number EERE–2008–BT–STD– 

0015] 

RIN 1904–AB86 

Energy Conservation Program: Energy 

Conservation Standards for Walk-in 

Coolers and Freezers 

AGENCY: Office of Energy Efficiency and 

Renewable Energy, Department of 

Energy. 

ACTION: Publication of determination. 

SUMMARY: The Energy Policy and 

Conservation Act of 1975 (EPCA), as 

amended, prescribes that the U.S. 

Department of Justice (DOJ) make a 

determination on the impact, if any, on 

the lessening of competition likely to 

result from a U.S. Department of Energy 

(DOE) proposed rule for energy 

conservation standards and that DOE 

publish the determination in the 

Federal Register. DOE published its 

final rule for energy conservation 

standards for walk-in coolers and 

freezers on June 3, 2014, and is today 

publishing DOJ’s determination on such 

proposed rule. 

DATES: February 24, 2015. 

FOR FURTHER INFORMATION CONTACT: Mr. 

John Cymbalsky, U.S. Department of 

Energy, Office of Energy Efficiency and 

Renewable Energy, Building 

Technologies Program, EE–5B, 1000 

Independence Avenue SW., 

Washington, DC 20585–0121. 

Telephone: (202) 287–1692. Email: 

walk-in_coolers_and_walk-in_freezers@

EE.Doe.Gov. 

Mr. Michael Kido, U.S. Department of 

Energy, Office of the General Counsel, 

GC–71, 1000 Independence Avenue 

SW., Washington, DC, 20585–0121. 

Telephone: (202) 586–8145. Email: 

Michael.Kido@hq.doe.gov. 

SUPPLEMENTARY INFORMATION: On June 3, 

2014, DOE published a final rule for 

walk-in coolers and walk-in freezers in 

which DOE amended the energy 

conservation standards for certain walkin cooler and walk-in freezer 

components. Those standards were 

determined by DOE to be 

technologically feasible and 

economically justified and would result 

in the significant conservation of 

energy. The Energy Conservation and 

Policy Act of 1975 (42 U.S.C.6291, et 

seq; ‘‘EPCA’’), Public Law 94–163, 

requires that the Attorney General make 

a determination and analysis of the 

impact, if any, of any lessening of 

competition likely to result from a 

proposed standard, within 60 days of 

publication. (42 U.S.C. 6295(o)(2)(B)(ii)) 

EPCA also requires that DOE publish 

the determination and analysis in the 

Federal Register. Id. 

DOE received the determination in 

response to the September 11, 2013 

NOPR from the Attorney General and 

the U.S. Department of Justice on 

November 13, 2013. Accordingly, DOE 

is publishing that determination in 

today’s notice. 

Issued in Washington, DC, on February 12, 

2015. 

Kathleen B. Hogan, 

Deputy Assistant Secretary for Energy 

Efficiency, Energy Efficiency and Renewable 

Energy. 

U.S. DEPARTMENT OF JUSTICE 

Antitrust Division 

WILLIAM J. BAER 

Assistant Attorney General 

Main Justice Building 

950 Pennsylvania Avenue, N.W. 

Washington, D.C. 20530–0001 

(202) 514–2401 I (202) 616–2645 (Fax) 

November 12, 2013 

Eric J. Fygi 

Deputy General Counsel Department of 

Energy Washington, D.C. 20585 

Re: Walk In Coolers & Freezers Energy 

Conservation Standards Dear Deputy General 

Counsel Fygi: 

I am responding to your September 10, 

2013 letter seeking the views of the Attorney 

General about the potential impact on 

competition of proposed energy conservation 

standards for walk-in coolers and 

refrigerators. Your request was submitted 

under Section 325(o)(2)(B)(i)(V) of the Energy 

Policy and Conservation Act, as amended 

(ECPA), 42 U.S.C. 6295(o)(2)(B)(i)(V), which 

requires the Attorney General to make a 

determination of the impact of any lessening 

of competition that is likely to result from the 

imposition of proposed energy conservation 

standards. The Attorney General’s 

responsibility for responding to requests from 

other departments about the effect of a 

program on competition has been delegated 

to the Assistant Attorney General for the 

Antitrust Division in 28 CFR § 0.40(g). 

In conducting its analysis the Antitrust 

Division examines whether a proposed 

standard may lessen competition, for 

example, by substantially limiting consumer 

choice, by placing certain manufacturers at 

an unjustified competitive disadvantage, or 

by inducing avoidable inefficiencies in 

production or distribution of particular 

products. A lessening of competition could 

result in higher prices to manufacturers and 

consumers, and perhaps thwart the intent of 

the revised standards by inducing 

substitution to less efficient products. 

We have reviewed the proposed standards 

contained in the Notice of Proposed 

Rulemaking (78 FR 55781, September 11, 

2013) (NOPR). We have also reviewed 

supplementary information submitted to the 

Attorney General by the Department of 

Energy, including a transcript of the public 

meeting held on the proposed standards on 

October 9, 2013. Based on this review, our 

conclusion is that the proposed energy 

conservation standards for walk-in coolers 

and freezers are unlikely to have a significant 

adverse impact on competition. 

Sincerely, 

William J. Baer 

Enclosure 

[FR Doc. 2015–03557 Filed 2–23–15; 8:45 am] 

BILLING CODE 6450–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0521; Directorate 

Identifier 2014–NE–11–AD; Amendment 39– 

18104; AD 2015–04–02] 

RIN 2120–AA64 

Airworthiness Directives; CFM 

International S.A. Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all CFM 

International S.A. (CFM) CFM56–7B 

series turbofan engines. This AD was 

prompted by a dual engine thrust 

instability event that resulted in the 

overspeed and in-flight shutdown 

(IFSD) of one engine. This AD requires 

modification of the engine by removing 


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9592 Federal Register / Vol. 80, No. 36 / Tuesday, February 24, 2015 / Rules and Regulations 

full authority digital engine control 

(FADEC) software, version 7.B.V4 or 

earlier, installed in the electronic engine 

controls (EECs) on CFM56–7B engines. 

We are issuing this AD to prevent a 

thrust instability event, which could 

lead to overspeed and IFSD of one or 

more engines, loss of thrust control, 

damage to the engine, and damage to the 

airplane. 

DATES: This AD is effective March 31, 

2015. 

ADDRESSES: For service information 

identified in this AD, contact CFM 

International Inc., Aviation Operations 

Center, 1 Neumann Way, M/D Room 

285, Cincinnati, OH 45125; phone: 877– 

432–3272; fax: 877–432–3329; email: 

geae.aoc@ge.com. You may view this 

service information at the FAA, Engine 

& Propeller Directorate, 12 New England 

Executive Park, Burlington, MA. For 

information on the availability of this 

material at the FAA, call 781–238–7125. 

It is also available on the Internet at 

http://www.regulations.gov by searching 

for and locating Docket No. FAA–2014– 

0521. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0521; 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 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: Kyle 

Gustafson, Aerospace Engineer, Engine 

Certification Office, FAA, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

phone: 781–238–7183; fax: 781–238– 

7199; email: kyle.gustafson@faa.gov. 

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 CFM CFM56–7B series 

turbofan engines. The NPRM published 

in the Federal Register on October 2, 

2014 (79 FR 59467). The NPRM was 

prompted by reports of dual-engine 

thrust instability events on CFM56–7B 

turbofan engines that resulted in 

overspeed and IFSD of one engine. 

These resulted from water-borne 

contamination of the fuel being 

supplied to the engine which had an 

adverse effect on the response of the 

fuel metering valve (FMV) in the hydromechanical unit (HMU). CFM has 

modified its FADEC software to 

compensate for compromised fuel 

within the HMU and improved the 

response of the FMV, thereby mitigating 

these thrust instability events. The 

NPRM proposed to require modification 

of the engine by removing FADEC 

software, version 7.B.V4 or earlier, 

installed in the EECs on CFM56–7B 

engines. We are issuing this AD to 

prevent a thrust instability event, which 

could lead to overspeed and IFSD of one 

or more engines, loss of thrust control, 

damage to the engine, and damage to the 

airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (79 FR 59467, 

October 2, 2014) and the FAA’s 

response to each comment. 

Request To Change Emphasis From 

Software Removal to Software 

Installation 

Delta Air Lines (DAL) and American 

Air Lines (AAL) requested that we 

change wording in the AD to emphasize 

installation of an eligible software 

standard rather than removal of the 

ineligible software standard. They 

suggested that we add this sentence to 

compliance paragraph (e): ‘‘Within 6 

months of the effective date of this AD, 

modify the engine by installing FADEC 

software version 7.B.W, released by 

CFM Service Bulletins 73–0203 and 73– 

0204, or later approved software 

versions.’’ DAL and AAL state that the 

Boeing 737NG Aircraft Maintenance 

Manual does not contain a removal step 

but rather guides how to overwrite 

previous software with eligible software. 

We disagree. The purpose of this AD 

is to require removal of software 

standard 7.B.V4, or earlier, to correct the 

unsafe condition. Overwriting a 

previously installed software standard 

with a software standard eligible for 

installation is an acceptable method for 

removing an affected software standard. 

We did not change this AD. 

Request To Require Use of Software 

EEC Software Standard 7.B.W or Later 

DAL and AAL requested that we 

revise paragraph (h)(2) of FAA AD 

2012–05–02 (77 FR 20511, April 5, 

2012) (‘‘AD 2012–05–02’’) to state that 

EEC software standard 7.B.W or later is 

required. AD 2012–05–02 requires 

inspection and modification to the 

Boeing 737NG thrust reversers, and also 

requires, in paragraph (h)(2), installation 

of software standard 7.B.R3 on affected 

engines. Since AD 2012–05–02 was 

issued, new versions of software have 

been released, requiring alternative 

methods of compliance (AMOCs) to 

allow installation of versions later than 

software standard 7.B.R3. The requested 

change to AD 2012–05–02 would bring 

AD 2012–05–02 and this AD into 

agreement on the required airplane 

configuration. 

We disagree. The current version of 

the software standard, 7.B.W, also 

addresses the thrust reverser unsafe 

condition and is approved as an AMOC 

for AD 2012–05–02. We did not change 

this AD. 

Request To Change Description of the 

Unsafe Condition 

The Boeing Company (Boeing) and 

CFM requested that we change the 

wording of the unsafe condition to ‘‘We 

are proposing this AD to mitigate 

characteristics of a thrust instability 

event; without mitigation, thrust 

instability events could potentially lead 

to engine overspeed and IFSD of one or 

more engines, loss of thrust control, and 

damage to the airplane.’’ The 

commenters state that the EEC cannot 

prevent the occurrence of the events, 

but it can effectively mitigate the 

characteristics of the events. 

We disagree. While the work to 

prevent the root cause of fuel 

contamination continues, the purpose of 

the FADEC software and this AD is to 

prevent the events described in the 

unsafe condition. We did not change 

this AD. 

Request To Change Wording in the 

Description Paragraph 

CFM and Boeing requested that we 

change the wording of two sentences in 

the Description paragraph to ‘‘These 

resulted from water-borne 

contamination of the fuel being 

supplied to the engine which had an 

adverse effect on the response of the 

FMV in the HMU. CFM has modified its 

FADEC software to compensate for 

compromised fuel within the HMU and 

improve the response of the fuel control 

valve, thereby mitigating these thrust 

instability events.’’ 

We agree. We changed the wording of 

the two sentences in the Description 

paragraph to be more correct and 

accurate. 


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Federal Register / Vol. 80, No. 36 / Tuesday, February 24, 2015 / Rules and Regulations 9593 

Request To Clarify a Sentence in the 

Relevant Service Information 

Paragraph 

Boeing requested, for clarity, that in 

the Relevant Service Information 

paragraph of the preamble we add the 

words ‘‘post 7.B.V4’’ to describe the 

FADEC software. Boeing requested that 

the changed sentence read: ‘‘The SBs 

describe the procedures for the 

introduction of new FADEC software, 

post 7.B.V4, for the EECs.’’ 

We disagree. The information in this 

AD provides the necessary information 

for compliance. No additional 

clarification is required. Furthermore, 

the Relevant Service Information 

paragraph, which appeared in the 

preamble of the NPRM (79 FR 59467, 

October 2, 2014), does not appear in this 

AD. We did not change this AD. 

Request That We Correct Our 

References to the FADEC Software 

Standard 

CFM requested that we change all 

references to the software standard 

throughout this AD from ‘‘7BV4’’ to 

‘‘7.B.V4’’ because that is the correct way 

to reference the software standard. 

We agree. We changed all references 

to the software standard throughout this 

AD to the correct nomenclature. 

Request To Add a Table Specifying the 

Software Versions To Remove 

Boeing requested that for clarity we 

include in this AD a table that would 

show the software versions, by part 

number, that should be removed as a 

result of this AD. 

We disagree. The information in this 

AD provides the necessary information 

for compliance. No additional 

clarification is required. We did not 

change this AD. 

Additional Changes 

In our review of the NPRM, we found 

that we failed to include the prohibition 

against operating any aircraft configured 

with one engine with FADEC software 

version 7.B.V4 or earlier, installed, and 

the other engine with an eligible FADEC 

software version installed. This 

prohibition is in SB CFM Service 

Bulletin (SB) No. CFM56–7B S/B 73– 

0203, dated June 9, 2014 and CFM No. 

SB CFM56–7B S/B 73–0204, dated June 

9, 2014. We added the prohibition to 

this AD. 

Agreement With the Proposed AD 

One anonymous commenter 

expressed agreement with this AD. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously. 

We have determined that these minor 

changes: 

• Are consistent with the intent that 

was proposed in the NPRM (79 FR 

59467, October 2, 2014) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (79 FR 59467, 

October 2, 2014). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimate that this AD would affect 

about 2,921 engines installed on 

airplanes of U.S. registry. We also 

estimate that it would take about 1 hour 

per engine to comply with this AD. The 

average labor rate is $85 per hour. Parts 

cost is zero. Based on these figures, we 

estimate the cost of this AD on U.S. 

operators to be $248,285. 

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 

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 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. 

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 (AD): 

2015–04–02 CFM International S.A.: 

Amendment 39–18104; Docket No. 

FAA–2014–0521; Directorate Identifier 

2014–NE–11–AD. 

(a) Effective Date 

This AD is effective March 31, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all CFM International 

S.A. (CFM) CFM56–7B series turbofan 

engines. 

(d) Unsafe Condition 

This AD was prompted by a dual engine 

thrust instability event that resulted in the 

overspeed and in-flight shutdown (IFSD) of 

one engine. We are issuing this AD to prevent 

a thrust instability event, which could lead 

to overspeed and IFSD of one or more 

engines, loss of thrust control, damage to the 

engine, and damage to the airplane. 

(e) Compliance 

(1) Comply with this AD within the 

compliance times specified, unless already 

done. 

(2) Within 6 months after the effective date 

of this AD, modify the engine by removing 

full authority digital engine control (FADEC) 

software, version 7.B.V4 or earlier, installed 

in the electronic engine control (EEC). 

(3) Do not return to service any aircraft 

configured with one engine with FADEC 

software, version 7.B.V4 or earlier, installed, 

and the other engine with an eligible FADEC 

software version, installed. 


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9594 Federal Register / Vol. 80, No. 36 / Tuesday, February 24, 2015 / Rules and Regulations 

(f) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

FAA, may approve AMOCs to this AD. Use 

the procedures found in 14 CFR 39.19 to 

make your request. You may email your 

request to: ANE-AD-AMOC@faa.gov. 

(g) Related Information 

(1) For more information about this AD, 

contact Kyle Gustafson, Aerospace Engineer, 

Engine Certification Office, FAA, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

phone: 781–238–7183; fax: 781–238–7199; 

email: kyle.gustafson@faa.gov. 

(2) CFM Service Bulletin (SB) No. CFM56– 

7B S/B 73–0203, dated June 9, 2014, and 

CFM No. SB CFM56–7B S/B 73–0204, dated 

June 9, 2014, which are not incorporated by 

reference in this AD, can be obtained from 

CFM using the contact information in 

paragraph (g)(3) of this AD. 

(3) For service information identified in 

this AD, contact CFM International Inc., 

Aviation Operations Center, 1 Neumann 

Way, M/D Room 285, Cincinnati, OH 45125; 

phone: 877–432–3272; fax: 877–432–3329; 

email: geae.aoc@ge.com. 

(4) You may view this service information 

at the FAA, Engine & Propeller Directorate, 

12 New England Executive Park, Burlington, 

MA. For information on the availability of 

this material at the FAA, call (781) 238–7125. 

(h) Material Incorporated by Reference 

None. 

Issued in Burlington, Massachusetts, on 

February 10, 2015. 

Ann C. Mollica, 

Acting Directorate Manager, Engine & 

Propeller Directorate, Aircraft Certification 

Service. 

[FR Doc. 2015–03582 Filed 2–23–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–0365; Directorate 

Identifier 2014–SW–049–AD; Amendment 

39–18106; AD 2015–04–04] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron Inc. Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for Bell 

Helicopter Textron Inc. (Bell) Model 412 

and 412EP helicopters with certain 

static inverters (inverters) installed. This 

AD requires revising the Rotorcraft 

Flight Manual (RFM) and installing a 

placard in full view of the pilot to limit 

flight to visual flight rules (VFR) only 

and prohibit night operations. This AD 

is prompted by failures of certain 

inverters, most of which resulted in 

smoke in the cockpit. The actions 

specified by this AD are intended to 

restrict flight to VFR only and prohibit 

night operations to allow safe operation 

in the event of failure of an affected 

inverter. This failure would increase 

pilot workload during instrument flight 

rules (IFR) and could result in loss of 

certain pilot information displays and 

subsequent loss of control of the 

helicopter. 

DATES: This AD becomes effective 

March 11, 2015. 

We must receive comments on this 

AD by April 27, 2015. 

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 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 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 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: Ife 

Ogunleye, Aviation Safety Engineer, 

Rotorcraft Certification Office, 

Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–5927; email 

7-AVS-ASW-170@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not provide you with notice and 

an opportunity to provide your 

comments prior to it becoming effective. 

However, 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 resulted from 

adopting this AD. The most helpful 

comments reference a specific portion of 

the AD, 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 them 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 

rulemaking during the comment period. 

We will consider all the comments we 

receive and may conduct additional 

rulemaking based on those comments. 

Discussion 

We are adopting a new AD for Bell 

Model 412 and 412EP helicopters with 

an inverter part number (P/N) 412–375– 

079–101 or P/N 412–375–079–103 with 

a serial number 29145 or larger. This AD 

limits operations to VFR and prohibits 

night operations by adding a restriction 

to the RFM and installing a placard in 

full view of the pilots. This AD is 

prompted by at least 30 failures of 

certain inverters; most have resulted in 

smoke in the cockpit. The root cause of 

the failures is still under investigation 

by Bell and Avionics Instruments LLC, 

the manufacturer of the inverters. The 

consequence of one failed inverter has 

the potential of allowing smoke in the 

cockpit, making it difficult to find a safe 

landing site at night or in instrument 

meteorological conditions. If both 

inverters fail, the pilot will lose primary 

flight and navigation displays, 

alternating current powered engine and 

transmission indicators, and autopilot. 

The RFM emergency procedure for dual 

inverter failure is to land as soon as 

practicable or fly VFR. The RFM 

emergency procedure for smoke in the 

cabin is to land as soon as possible. 

Until a new design is available, 

restricting flight operations to VFR and 

daytime increases the likelihood of a 

prompt safe landing. 


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