Federal Register / Vol. 79, No. 46 / Monday, March 10, 2014 / Rules and Regulations 13201 

(P/N) 212–010–750 (all dash numbers), 

installed, certificated in any category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

fatigue cracking of a T/R blade, which could 

lead to failure of the T/R blade and 

subsequent loss of control of the helicopter. 

(c) Effective Date 

This AD becomes effective March 25, 2014. 

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

30 days, whichever occurs first, and 

thereafter at intervals not to exceed 25 hours 

TIS or 30 days, whichever occurs first: 

(i) Clean each T/R blade by hand using a 

mild soap and cheesecloth on both sides of 

the blade in a spanwise direction and dry 

thoroughly. 

(ii) Using a 3X or higher power magnifying 

glass and a light, visually inspect the T/R 

blade skin, leading edge spar, doublers, grip 

plates, and trailing edge on both sides of each 

blade for a crack, corrosion (which may be 

indicated by blistering, peeling, flaking, 

bubbling, or cracked paint), a nick, a scratch, 

a dent, or other damage. Pay particular 

attention to both sides of each T/R blade in 

the area located 16 to 32 inches from the T/ 

R blade tip (blade station 20.00 to 35.00; the 

T/R blade tip is located at blade station 51) 

as depicted by the shaded area in Figure 2 

of AgustaWestland Bollettino Tecnico No. 

412–136, dated August 13, 2013 (BT). Also, 

pay particular attention to the inboard T/R 

blade butt area near the attachment of the 

external balance weight and screws and to 

any T/R blade surface that was snagged by 

cheesecloth, as this may be an indication of 

a crack or paint chip that could lead to 

corrosion. 

(iii) Using a 10X or higher power 

magnifying glass and a light, visually inspect 

both sides of each T/R blade for a crack, 

corrosion (which may be indicated by 

blistering, peeling, flaking, bubbling, or 

cracked paint), a nick, a scratch, a dent or 

other damage between blade station 20.00 to 

35.00 as depicted by the shaded area in 

Figure 2 of the BT. 

(iv) If there is any blistering, peeling, 

flaking, bubbling, or cracked paint on a T/R 

blade, remove the paint from the affected 

area by sanding in a spanwise direction first 

with abrasive cloth or paper 240-grit or finer 

and then with abrasive cloth or paper 400- 

grit or finer. After paint removal, wipe area 

with a clean cloth dampened with alcohol 

and dry thoroughly and then visually inspect 

the affected area for any corrosion or a crack 

using a 10X or higher power magnifying glass 

and a light. If any corrosion is found, 

measure the depth of the damage. 

(v) If there is a nick, scratch, or dent on the 

T/R blade, visually inspect for a crack using 

a 10X or higher power magnifying glass and 

a light. Measure the depth of the damage. 

(2) Before further flight, remove from 

service any T/R blade that has a crack, 

corrosion, a nick, a scratch, a dent, or other 

damage that exceeds any of the maximum 

repair damage limits. 

(3) Before further flight, repair or remove 

from service any T/R blade that has 

corrosion, a nick, a scratch, a dent or other 

damage that is within the maximum repair 

damage limits. 

(4) Do not install on any helicopter T/R 

blade P/N 212–010–750 (all dash numbers) 

unless it has been inspected in accordance 

with the requirements of this AD. 

(f) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: Robert Grant, 

Aviation Safety Engineer, Safety Management 

Group, FAA, 2601 Meacham Blvd., Fort 

Worth, Texas 76137; telephone (817) 222– 

5110; email robert.grant@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. 

(g) Additional Information 

The subject of this AD is addressed in the 

European Aviation Safety Agency (EASA) 

AD. No. 2013–0185, dated August 14, 2013. 

You may view the EASA AD on the Internet 

at http://www.regulations.gov in Docket No. 

FAA–2014–0109. 

(h) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6410, tail rotor blades. 

(i) 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) AgustaWestland Bollettino Tecnico No. 

412–136, dated August 13, 2013. 

(ii) Reserved. 

(3) For Agusta service information 

identified in this AD, contact 

AgustaWestland, Product Support 

Engineering, Via del Gregge, 100, 21015 

Lonate Pozzolo (VA) Italy, ATTN: Maurizio 

D’Angelo; telephone 39–0331–664757; fax 

39–0331–664680; or at http://

www.agustawestland.com/technicalbulletins. 

(4) You may view this service information 

at FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas 76137. 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, call 

(202) 741–6030, or go to: http://

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

Issued in Fort Worth, Texas, on February 

20, 2014. 

Lance T. Gant, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–04274 Filed 3–7–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0554; Directorate 

Identifier 2012–SW–009–AD; Amendment 

39–17774; AD 2014–05–01] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

Deutschland GmbH Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for 

Eurocopter Deutschland GmbH 

(Eurocopter) Model EC135P1, EC135P2, 

EC135P2+, EC135T1, EC135T2, and 

EC135T2+ helicopters. This AD requires 

analyzing the main gearbox (MGB) oil 

for indications of metal chips or pieces, 

reviewing the MGB log or equivalent 

record, and inspecting certain teeth in 

the MGB after two chip indications. 

This AD was prompted by a partial 

tooth rupture found in an MGB that was 

returned to the manufacturer for repairs. 

The actions of this AD are intended to 

detect wear in the MGB that could lead 

to a gear tooth rupture, failure of the 

MGB, loss of power to the main rotor, 

and subsequent loss of control of the 

helicopter. 

DATES: This AD is effective April 14, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain document listed in this AD 

as of April 14, 2014. 

ADDRESSES: For service information 

identified in this AD, contact American 

Eurocopter Corporation, 2701 N. Forum 

Drive, Grand Prairie, TX 75052; 

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

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

www.eurocopter.com/techpub. You may 

review the referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

2601 Meacham Blvd., Room 663, Fort 

Worth, Texas 76137. 


pmangrum on DSK3VPTVN1PROD with RULES
13202 Federal Register / Vol. 79, No. 46 / Monday, March 10, 2014 / Rules and Regulations 

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 European 

Aviation Safety Agency (EASA) AD, any 

incorporated-by-reference service 

information, the economic evaluation, 

any comments received, and other 

information. The street address for the 

Docket Operations Office (phone: 800– 

647–5527) is U.S. Department of 

Transportation, Docket Operations 

Office, M–30, West Building Ground 

Floor, Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: Rao 

Edupuganti, Aviation Safety Engineer, 

Regulations and Policy Group, 

Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–5110; email 

rao.edupuganti@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On July 3, 2013, at 78 FR 40053, the 

Federal Register published our notice of 

proposed rulemaking (NPRM), which 

proposed to amend 14 CFR part 39 by 

adding an AD that would apply to 

Eurocopter Model EC135 P1, EC135 P2, 

EC135 P2+, EC135 T1, EC135 T2, and 

EC135 T2+ helicopters with an MGB, 

part number (P/N) 4649 010 003, 4649 

010 005, 4649 010 006, 4649 010 006X, 

4649 010 008, 4649 010 008X, 4649 001 

007, 4649 010 010, or 4649 010 013 

installed. The NPRM proposed to 

require analyzing the MGB oil for 

indications of metal chips or pieces, 

reviewing the MGB log or equivalent 

record, and inspecting certain teeth in 

the MGB after two chip indications. The 

proposed requirements were intended to 

detect wear in the MGB that could lead 

to a gear tooth rupture, failure of the 

MGB, loss of power to the main rotor, 

and subsequent loss of control of the 

helicopter. 

The Required Actions section of the 

NPRM had a typographical error in 

some references to Eurocopter Alert 

Service Bulletin (ASB) EC135–63A–012, 

Revision 5, dated September 6, 2011. 

That error has been corrected in this 

AD. 

The NPRM was prompted by AD No. 

2009–0106R1, dated November 3, 2011, 

issued by EASA, which is the Technical 

Agent for the Member States of the 

European Union. EASA advises that an 

MGB was returned to the manufacturer 

for repair after ‘‘several chip 

indications.’’ According to EASA, a 

partial tooth rupture was detected after 

disassembly of the gearbox and removal 

of a drive pinion. EASA states the tooth 

rupture was determined to have been 

caused by wear. EASA AD No. 2009– 

0106R1 includes requirements and 

timetables for oil sampling and analysis; 

checking the gearbox log card for chip 

indications; and corrective measures for 

chip indications. It also states that a 

prescribed modification to the MGB 

would be terminating action for the AD. 

Comments 

We gave the public the opportunity to 

participate in developing this AD, but 

we received no comments on the NPRM 

(78 FR 40053, July 3, 2013). 

FAA’s Determination 

These helicopters have been approved 

by the aviation authority of Germany 

and are approved for operation in the 

United States. Pursuant to our bilateral 

agreement with Germany, EASA, its 

technical representative, has notified us 

of the unsafe condition described in the 

EASA AD. We are issuing this AD 

because we evaluated all information 

provided by EASA and determined the 

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 except for correcting the 

references to Eurocopter Alert Service 

Bulletin EC135–63A–012, Revision 5, 

dated September 6, 2011, in paragraphs 

(e)(2)(ii)(A), (e)(3), (e)(4)(i), and (e)(4)(ii). 

These corrections are consistent with 

the intent of the proposals in the NPRM 

(78 FR 40053, July 3, 2013) and will not 

increase the economic burden on any 

operator nor increase the scope of the 

AD. 

Differences Between This AD and the 

EASA AD 

The EASA AD applies to military 

EC635 helicopters. This AD does not 

apply to EC635 helicopters because they 

are not type certificated in the United 

States. 

Related Service Information 

Eurocopter issued ASB EC135–63A– 

012 on August 8, 2007, which was 

followed by five revisions, the most 

recent of which was issued September 

6, 2011. The ASBs prescribe procedures 

to monitor and detect wear in time to 

prevent MGB tooth ruptures in main 

transmissions for EC135 and EC635 

model helicopters. Revision 5 of the 

ASB prescribes procedures for taking 

and analyzing scheduled oil samples, 

identifying and addressing chip 

indications, and inspecting certain teeth 

in gearboxes. 

Costs of Compliance 

We estimate that this AD affects 242 

helicopters of U.S. Registry and that 

labor costs average $85 per work-hour. 

Based on these estimates, we expect the 

following costs: 

• Taking oil samples will take 1 

work-hour. Assuming 2 samples per 

aircraft per year, we estimate a total cost 

of $170. No parts are needed, so the 

total cost for the U.S. fleet is $41,140. 

• A laboratory analysis of 2 oil 

samples cost $200 per helicopter for 

labor and equipment, for a total fleet 

cost of $48,400. 

• Inspecting the oil filter element for 

a chip requires about a half-hour of 

labor for a cost per helicopter of about 

$43. No parts are needed. 

• Inspecting certain teeth in the 

gearbox, performing a ground run, and 

inspecting for leaking oil takes 8 workhours for a labor cost of $680. Parts cost 

$196, for a total cost per helicopter of 

$876. 

• If the oil sample analysis indicates 

metal chips, recording the results on the 

aircraft log card takes a half-hour for a 

labor cost of about $43 per helicopter. 

• The cost of examining the log card 

for any previously recorded chip 

indications is minimal. 

• Inspecting the chip detector for 

deposits requires about 5 minutes of 

labor for a labor cost of about $7. 

• Replacing the MGB with an 

airworthy MGB requires 8 work-hours 

for a labor cost of $680. Parts cost 

$145,000 for total cost per helicopter of 

$145,680. 

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 

helicopters identified in this rulemaking 

action. 


pmangrum on DSK3VPTVN1PROD with RULES
Federal Register / Vol. 79, No. 46 / Monday, March 10, 2014 / Rules and Regulations 13203 

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. 

We prepared an economic evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

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): 

2014–05–01 Eurocopter Deutschland GmbH 

(Eurocopter): Amendment 39–17774; 

Docket No. FAA–2013–0554; Directorate 

Identifier 2012–SW–009–AD. 

(a) Applicability 

This AD applies to Model EC135P1, 

EC135P2, EC135P2+, EC135T1, EC135T2, 

and EC135T2+ helicopters with a main 

gearbox (MGB), part number (P/N) 4649 010 

003, 4649 010 005, 4649 010 006, 4649 010 

006X, 4649 010 008, 4649 010 008X, 4649 

001 007, 4649 010 010, or 4649 010 013 

installed, certificated in any category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as a 

tooth rupture in the MGB. This condition 

could result in failure of the MGB, loss of 

power to the main rotor, and subsequent loss 

of control of the helicopter. 

(c) Effective Date 

This AD becomes effective April 14, 2014. 

(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 100 hours time-in-service (TIS), 

and thereafter at intervals not to exceed 100 

hours or 12 months, whichever occurs first, 

take an oil sample in accordance with the 

Accomplishment Instructions, Part 1, of 

Eurocopter Alert Service Bulletin EC135– 

63A–012, Revision 5, dated September 6, 

2011 (ASB EC135–63A–012). 

(2) Within 25 hours TIS after taking the oil 

sample in paragraph (e)(1) of this AD, 

analyze the oil sample in accordance with 

the Accomplishment Instructions, Part 2.A. 

through Part 2.C. of ASB EC135–63A–012, 

except that you are not required to contact 

Eurocopter. 

(i) If the analysis indicates Stage II as 

specified by the Accomplishment 

Instructions, Part 2.B., of ASB EC135–63A– 

012, within 25 hours TIS, remove and inspect 

the oil filter element for a chip, defined as 

any solid piece of metal but not metallic fuzz 

or fine particles. 

(A) If there are no chips, clean the oil filter 

element and chip detector, inspect the drive 

stage toothing, perform a ground run, and 

inspect for leaking oil in accordance with the 

Accomplishment Instructions, Part 4.A 

through 4.G, of ASB EC135–63A–012. 

Change the oil. 

(B) If there is a chip, replace the MGB with 

an airworthy MGB before further flight. 

(ii) If the analysis indicates Stage III as 

specified by the Accomplishment 

Instructions, Part 2.B., of ASB EC135–63A– 

012 and if the water content is between 0.1 

and 0.5 percent, within 10 hours TIS, remove 

and inspect the oil filter element for a chip. 

(A) If there are no chips, clean the oil filter 

element and chip detector, inspect the drive 

stage toothing, perform a ground run, and 

inspect for leaking oil in accordance with the 

Accomplishment Instructions, Part 4.A 

through 4.G, of ASB EC135–63A–012. 

Change the oil. 

(B) If there is a chip, replace the MGB with 

an airworthy MGB before further flight. 

(3) Before the MGB has accumulated 300 

hours TIS, determine whether two or more 

chip indications have occurred. If two or 

more chip indications have occurred, inspect 

the drive stage toothing, perform a ground 

run, and inspect for leaking oil in accordance 

with the Accomplishment Instructions, Part 

4.A through 4.G, of ASB EC135–63A–012. 

(4) Any time there is a chip indication, 

remove and inspect the chip detector for 

deposits (fine particles or metallic fuzz) or 

chips, and remove and inspect the oil filter 

element for a chip. 

(i) If there are no chips and a minimal 

amount of particles or metallic fuzz, 

corresponding to Figure 5, Stage A of ASB 

EC135–63A–012, clean the chip detector and 

the oil filter element and enter the chip 

indication on the MGB log card before further 

flight. 

(ii) If there are no chips and some particles 

or metallic fuzz, corresponding to Figure 5, 

Stage B of ASB EC135–63A–012, clean the 

chip detector and the oil filter element and 

enter the chip indication on the MGB log 

card before further flight, and within 10 

hours TIS inspect the drive stage toothing, 

perform a ground run, and inspect for leaking 

oil in accordance with the Accomplishment 

Instructions, Part 4.A through 4.G, of ASB 

EC135–63A–012. Perform a ground run for 15 

minutes at the flight-idle power setting, and 

then re-inspect the chip detector for a chip, 

particles, and metallic fuzz. 

(iii) If there is a chip, replace the MGB with 

an airworthy MGB. 

(f) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: Rao Edupuganti, 

Aviation Safety Engineer, Regulations and 

Policy Group, Rotorcraft Directorate, FAA, 

2601 Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–5110; email 

rao.edupuganti@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. 

(g) Additional Information 

The subject of this AD is addressed in the 

European Aviation Safety Agency (EASA) AD 

No. 2009–0106R1, dated November 3, 2011. 

You may view the EASA AD on the Internet 

at http://www.regulations.gov in Docket No. 

FAA–2013–0554. 

(h) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6320, Main Rotor Gearbox. 

(i) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) 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) Eurocopter Alert Service Bulletin 

EC135–63A–012, Revision 5, dated 

September 6, 2011. 

(ii) Reserved. 

(3) For Eurocopter service information 

identified in this AD, contact American 

Eurocopter Corporation, 2701 N. Forum 

Drive, Grand Prairie, TX 75052; telephone 

(972) 641–0000 or (800) 232–0323; fax (972) 

641–3775; or at http://www.eurocopter.com/ 

techpub. 

(4) You may view this service information 

at FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas 76137. For 

information on the availability of this 

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


pmangrum on DSK3VPTVN1PROD with RULES
13204 Federal Register / Vol. 79, No. 46 / Monday, March 10, 2014 / Rules and Regulations 

(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, call 

(202) 741–6030, or go to: http://

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

Issued in Fort Worth, Texas, on February 

24, 2014. 

Bruce E. Cain, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–04570 Filed 3–7–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0642; Directorate 

Identifier 2011–SW–035–AD; Amendment 

39–17777; AD 2014–05–04] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

Deutschland GmbH Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for 

Eurocopter Deutschland GmbH 

(Eurocopter) Model MBB–BK 117 C–2 

helicopters with a jettisonable sliding 

door (door) installed. This AD requires 

inspecting the lock release assembly and 

the middle and upper lever locking 

bolts of each door, replacing any 

damaged parts with airworthy parts, and 

ensuring the door is correctly installed. 

This AD was prompted by the 

uncommanded detaching of a door from 

an MBB–BK 117 C–2 fuselage. The 

actions of this AD are intended to 

prevent the in-flight loss of the door, 

which could damage the helicopter and 

injure persons on the ground. 

DATES: This AD is effective April 14, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain document listed in this AD 

as of April 14, 2014. 

ADDRESSES: For service information 

identified in this AD, contact American 

Eurocopter Corporation, 2701 N. Forum 

Drive, Grand Prairie, TX 75052; 

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

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

www.eurocopter.com/techpub. You may 

review the referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

2601 Meacham Blvd., Room 663, Fort 

Worth, Texas 76137. 

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 foreign 

authority’s AD, any incorporated-byreference service information, the 

economic evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

Office (phone: 800–647–5527) is U.S. 

Department of Transportation, Docket 

Operations Office, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: Matt 

Fuller, Senior Aviation Safety Engineer, 

Safety Management Group, Rotorcraft 

Directorate, FAA, 2601 Meacham Blvd., 

Fort Worth, Texas 76137; telephone 

(817) 222–5110; email matthew.fuller@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On July 23, 2013, at 78 FR 44039, the 

Federal Register published our notice of 

proposed rulemaking (NPRM), which 

proposed to amend 14 CFR part 39 by 

adding an AD that would apply to 

Model MBB–BK 117 C–2 helicopters 

with a jettisonable door installed. The 

NPRM proposed to require inspecting 

the lock release assembly and the 

middle and upper lever locking bolts of 

each door, replacing any damaged parts 

with airworthy parts, and ensuring the 

door is correctly installed. The proposed 

requirements were intended to prevent 

the in-flight loss of the door, which 

could damage the helicopter and injure 

persons on the ground. 

The NPRM was prompted by AD No. 

2011–0107, dated June 7, 2011, issued 

by the European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union. AD No. 2011–0107 was issued to 

correct an unsafe condition for 

Eurocopter Model MBB–BK 117 C–2 

helicopters with jettisonable sliding 

doors installed. EASA states that in 

early 2010 it received a report that the 

door guides of the jettison mechanism 

on an MBB–BK 117 C–2 helicopter 

released uncommanded while the door 

was being opened, resulting in the door 

detaching from the fuselage. EASA has 

determined that ‘‘this condition, if not 

detected and corrected, could result in 

cases of in-flight loss of the jettisonable 

door, possibly resulting in damage to, or 

loss of control of, the helicopter, or 

injury to persons on the ground.’’ As a 

result, EASA requires repetitive 

inspections for the correct installation of 

the doors, door guides, and release 

cables. 

Comments 

We gave the public the opportunity to 

participate in developing this AD, but 

we received no comments on the NPRM 

(78 FR 44039, July 23, 2013). 

FAA’s Determination 

These helicopters have been approved 

by the aviation authority of Germany 

and are approved for operation in the 

United States. Pursuant to our bilateral 

agreement with Germany, EASA, its 

technical representative, has notified us 

of the unsafe condition described in the 

EASA AD. We are issuing this AD 

because we evaluated all information 

provided by EASA and determined the 

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. 

Differences Between This AD and the 

EASA AD 

This AD requires that the inspections 

be conducted within 50 hours time-inservice (TIS). The EASA AD requires 

that the inspections be conducted 

within 50 hours TIS or 60 days, 

whichever occurs first after the effective 

date of the EASA AD. 

The EASA AD requires that you 

contact Eurocopter to determine 

corrective action, and this AD does not. 

The EASA AD requires a repetitive 

inspection, each time when the 

installation of the door guides for the 

jettisonable sliding doors is 

accomplished. This AD does not require 

this repetitive inspection because that is 

considered normal maintenance. 

Related Service Information 

We reviewed Eurocopter Alert Service 

Bulletin MBB–BK117 C–2–52A–015, 

Revision 0, dated April 26, 2011 (ASB), 

for Model MBB–BK 117 C–2 helicopters 

with jettisonable sliding doors installed. 

The ASB calls for inspecting the lock 

release assembly for damage and correct 

installation and inspecting the middle 

lever and upper lever locking bolts for 

correct installation. The ASBs require 

the inspections to be conducted within 

50 hours TIS or two months, whichever 

occurs first, and thereafter after every 

door guide installation. 


pmangrum on DSK3VPTVN1PROD with RULES