Federal Register / Vol. 76, No. 214 / Friday, November 4, 2011 / Rules and Regulations 68301 

Amendment 39–16836; Docket No. 

FAA–2011–1075; Directorate Identifier 

2011–SW–011–AD. 

Applicability: Model MBB–BK 117 C–2 

helicopters, certificated in any category. 

Compliance: Before further flight, unless 

accomplished previously. 

To prevent failure of a generator, loss of 

electrical power, loss of systems necessary 

for flight safety, and subsequent loss of 

control of the helicopter, do the following: 

(a) Revise the ‘‘Emergency and Malfunction 

Procedures’’ and the ‘‘Performance Data’’ 

sections of the Rotorcraft Flight Manual 

(RFM) BK117 C–2 by copying or cutting out 

temporary pages 7, 8, and 11 (RFM pages 3– 

3 and 3–3a for ‘‘Emergency and Malfunction 

Procedures’’ and page 5–7 for ‘‘Performance 

Data’’) of ECD Alert Service Bulletin No. ASB 

MBB BK117 C–2–24A–008, dated December 

20, 2010, and inserting the pages into RFM 

BK 117 C–2. 

(b) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Contact the Manager, Safety 

Management Group, ATTN: George Schwab, 

Aviation Safety Engineer, FAA, Rotorcraft 

Directorate, 2601 Meacham Blvd., Fort 

Worth, Texas 76137, telephone (817) 222– 

5114, fax (817) 222–5961, for information 

about previously approved alternative 

methods of compliance. 

(c) The Joint Aircraft System/Component 

(JASC) Code is 2435: Starter-Generator, 2437: 

DC Indicating System, and 2430: DC 

Generator System. 

(d) Revise the Emergency Procedures and 

Performance Data sections of RFM BK 117 C– 

2 by inserting the specified portions of ECD 

Alert Service Bulletin No. ASB MBB BK117 

C–2–24A–008, dated December 20, 2010, into 

the RFM. The Director of the Federal Register 

approved this incorporation by reference in 

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

part 51. Copies may be obtained from 

American Eurocopter Corporation, 2701 

Forum Drive, Grand Prairie, TX 75053–4005, 

telephone (800) 232–0323, fax (972) 641– 

3710, or at http://www.eurocopter.com. 

Copies may be inspected at the FAA, Office 

of the Regional Counsel, Southwest Region, 

2601 Meacham Blvd., Room 663, Fort Worth, 

Texas, or at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call (202) 741–6030, or go 

to: http://www.archives.gov/federal_register/

code_of_federal_regulations/ibr_locations.

html. 

(e) This amendment becomes effective on 

November 21, 2011. 

Note: The subject of this AD is addressed 

in The European Aviation Safety Agency (the 

Federal Republic of Germany) AD No. 2010– 

0268–E, dated December 21, 2010. 

Issued in Fort Worth, Texas, on September 

29, 2011. 

Kim Smith, 

Manager, Rotorcraft Directorate, Aircraft 

Certification Service. 

[FR Doc. 2011–27776 Filed 11–3–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1182; Directorate 

Identifier 2010–SW–010–AD; Amendment 

39–16853; AD 2011–23–02] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron, Inc. (Bell), Model 

205A–1, 205B, 210, and 212 Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: This amendment supersedes 

an existing airworthiness directive (AD) 

for Bell Model 205B and 212 helicopters 

with certain main rotor blade (blade) 

assemblies installed. That AD currently 

requires washing the upper and lower 

surfaces of each blade and visually 

inspecting the grip plates, doublers, and 

the remaining upper and lower surfaces 

of the blades in the area between blade 

stations 24.5 to 40 for an edge void, 

corrosion, or a crack. This amendment 

retains the requirements of that AD for 

the affected part-numbered blades but 

increases the scope and frequency of the 

inspections and expands the 

applicability to include the Model 

205A–1 and 210 helicopters, additional 

blade part numbers, and all helicopter 

serial numbers for the affected 

helicopter models. This amendment 

also requires applying a light coat of 

preservative oil (C–125) to all surfaces 

of the blade in addition to the 

inspection areas as required in the 

existing AD. This amendment is 

prompted by an additional report of a 

fatigue crack on a blade installed on a 

Model 212 helicopter. The actions 

specified by this AD are intended to 

detect an edge void, corrosion, or a 

crack on a blade, and to prevent loss of 

a blade and subsequent loss of control 

of the helicopter. 

DATES: Effective November 21, 2011. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of November 

21, 2011. 

We must receive comments on this 

AD by January 3, 2012. 

ADDRESSES: Use one of the following 

addresses to comment on this AD. 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590, 

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

through Friday, except Federal holidays. 

You may get the service information 

identified in this AD from Bell 

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

Fort Worth, TX 76101, telephone (817) 

280–3391, fax (817) 280–6466, or at 

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

Examining the Docket: You may 

examine the docket that contains the 

AD, any comments, and other 

information on the Internet at http:// 

www.regulations.gov, or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The Docket 

Operations office (telephone (800) 647– 

5527) is located in Room W12–140 on 

the ground floor of the West Building at 

the street address stated in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Michael Kohner, Aviation Safety 

Engineer, FAA, Rotorcraft Directorate, 

Rotorcraft Certification Office, 2601 

Meacham Blvd., Fort Worth, Texas 

76137, telephone (817) 222–5170, fax 

(817) 222–5783. 

SUPPLEMENTARY INFORMATION: On 

December 21, 2009, we issued AD 2010– 

03–03, Amendment 39–16186 (75 FR 

5681, February 4, 2010), to require at 

specified intervals washing the upper 

and lower surfaces of each blade and 

visually inspecting the grip plates, 

doublers, and the remaining upper and 

lower surfaces of the blades in the area 

from blade stations 24.5 to 40 for an 

edge void, corrosion, or a crack using a 

3x power or higher magnifying glass. 

That AD was prompted by two reports 

of fatigue cracks on blades installed on 

Model 212 helicopters. The cause of the 

cracks has been attributed to inadequate 

adhesive bonding during manufacture 

in the area between the grip plate and 

mating doubler surface. A crack first 

appears in the grip plate, which can be 

detected visually with the blade 

installed on the helicopter. That 

condition, if not detected, could result 

in loss of a blade and subsequent loss 

of control of the helicopter. 

Since issuing AD 2010–03–03 (75 FR 

5681, February 4, 2010), we have 

received another report of a fatigue 

crack on a blade installed on a Model 

212 helicopter. The crack at the blade 


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68302 Federal Register / Vol. 76, No. 214 / Friday, November 4, 2011 / Rules and Regulations 

attachment bolt hole has been attributed 

to a large disbond, which developed in 

the adhesive between the lower grip 

plate and mating doubler. The lower 

grip plate was not cracked. The disbond 

initiated at the tip of the grip plate and 

propagated to the blade attachment bolt 

hole. Corrosion was found on the 

doubler suggesting an edge void was 

present for an extended amount of time 

and went undetected by the inspections 

being performed by the operator. 

Further analysis and investigation by 

the manufacturer have revealed that the 

inspections on the blade as required by 

the current AD need to be expanded and 

performed at an increased frequency 

and on additional part-numbered blades 

of similar design and manufacture, 

which can also be installed on the 

Model 210 and 212 helicopters. 

We have also determined that blade 

part numbers listed in the current AD 

may also be installed on Model 205A– 

1 helicopters modified in accordance 

with Supplemental Type Certificate 

(STC) No. SH5132NM or SH5976NM. 

The affected blade can also be installed 

on all helicopter serial numbers for the 

affected helicopter models. Therefore, 

this amendment retains the same 

requirements as AD 2010–03–03 (75 FR 

5681, February 4, 2010) for the affected 

part-numbered blades but increases the 

scope and frequency of the inspections 

and expands the applicability to include 

the Model 205A–1 and 210 helicopters, 

additional blade part numbers, and all 

helicopter serial numbers for the 

affected helicopter models. Finally, after 

further investigation, we discovered the 

requirement of the current AD to apply 

the oil only to the specified inspection 

areas was not the original intent of the 

AD. Therefore, this AD also requires 

applying a light coat of preservative oil 

(C–125) to all surfaces of the blade to 

prevent corrosion from the process of 

washing the blade surfaces in 

preparation for the inspections in 

addition to those areas as required in 

the current AD. 

We have reviewed Bell Helicopter 

Alert Service Bulletin (ASB) No. 205B– 

08–51 and ASB No. 212–08–130, both 

Revision B and dated January 11, 2011, 

applicable to Model 205B and Model 

212 helicopters, respectively, and ASB 

No. 210–08–03, Revision B, dated 

January 10, 2011, applicable to Model 

210 helicopters, which describe 

procedures for initial and repetitive 

inspections of certain part-numbered 

blades on certain serial-numbered 

helicopters for signs of an edge void, 

corrosion, or a crack, including a hairline crack in the blade paint finish in 

the inspection area as shown in Figure 

1 of the ASBs between blade stations 

24.5 and 85. 

This AD differs from the ASBs as 

follows: 

• We specifically require only wiping 

each of the bond lines at the edges of 

both grip plates and each of the layered 

doublers (bond lines) on the upper and 

lower surfaces of each affected blade 

with an alcohol-soaked cloth. This is 

required immediately before performing 

a visual inspection using a 3x or higher 

magnifying glass and a bright light to 

detect an edge delamination along any 

of the bond lines. This was done to 

avoid any possible confusion with 

having to wipe the entire surface blade 

area from blade station 24.5 to 85, 

which could make performing a reliable 

inspection difficult. The ASBs state to 

‘‘wipe the area to be inspected with an 

alcohol-soaked cloth.’’ 

• The ASBs use the phrase ‘‘bond 

lines between doublers, grip plates, and 

skin’’ to describe the bond lines, and we 

use ‘‘bond lines at the edges of both grip 

plates and each of the layer doublers.’’ 

• The ASBs use the phrase ‘‘cracks in 

the bond lines between doublers or grip 

plates’’ to describe a separation of the 

doubler or grip plate along an edge, and 

we use the term ‘‘edge delamination.’’ 

• We do not specify each helicopter 

serial number (S/N) in our AD; the ASBs 

do specify the helicopter S/Ns. 

Since an unsafe condition has been 

identified that is likely to exist or 

develop on other helicopters of these 

same type designs, this AD supersedes 

AD 2010–03–03 (75 FR 5681, February 

4, 2010), retaining the same 

requirements for the affected partnumbered blades but increasing the 

scope and frequency of the inspections 

and expanding the applicability to 

include the Model 205A–1 and 210 

helicopters, additional blade part 

numbers, and all helicopter serial 

numbers for the affected helicopter 

models. 

The short compliance time involved 

is required because the previously 

described critical unsafe condition can 

adversely affect the structural integrity 

and controllability of the helicopter. 

Therefore, the AD must be issued 

immediately to require the following 

actions within 25 hours time-in-service 

(TIS) and thereafter at intervals not to 

exceed 25 hours TIS: 

• Washing the upper and lower blade 

surfaces using a solution of cleaning 

compound (C–318) and water. 

• Visually inspecting each of the 

upper and lower grip plates and 

doublers of the blade for their entire 

length and chord width for an edge 

void, any corrosion, or a crack. 

• Wiping each of the bond lines at the 

edges of both grip plates and each of the 

layered doublers (bond lines) on the 

upper and lower surfaces of each 

affected blade with an alcohol-soaked 

cloth (C–385) in the area from blade 

stations 24.5 to 85. 

• Immediately thereafter, using a 3x 

power or higher magnifying glass and a 

bright light, visually inspecting each of 

the bond lines on the upper and lower 

surfaces of the blade in the inspection 

area for any edge delamination, as 

indicated by a dark line located along 

any bond line, or a crack in the paint 

finish. 

• Applying a light coat of 

preservative oil (C–125) to all surfaces 

of the blade. 

• Removing paint from areas in 

which an edge delamination along any 

bond line of a grip plate or doubler, or 

a crack in the blade paint finish is 

discovered, by sanding with 180–220 

grit paper to determine if an edge void 

or a crack exists in the blade. 

• Replacing any blade that has a crack 

in any grip plate or doubler with an 

airworthy blade. 

• Replacing any blade that has an 

edge void or any corrosion with an 

airworthy blade or repairing the blade if 

the damage is within the maximum 

repair damage limits. The maximum 

repair damage limitations are contained 

in the applicable Component and Repair 

Overhaul Manual. 

• Replacing any blade that has a crack 

in the blade skin with an airworthy 

blade, or repairing the blade if the 

damage is within the maximum repair 

damage limits. 

Since a situation exists that requires 

the immediate adoption of this 

regulation, it is found that notice and 

opportunity for prior public comment 

hereon are impracticable and that good 

cause exists for making this amendment 

effective in less than 30 days. 

We estimate that this AD will affect 

132 helicopters in the U.S. registry. We 

also estimate that washing and visually 

inspecting each blade will take about 1 

work hour. If an edge void, corrosion, or 

a crack is found, replacing a blade with 

an airworthy blade will take about 24 

work hours. The average labor rate is 

$85 per work hour. Required parts will 

cost about $85,597 for a replacement 

blade. Based on these figures, we 

estimate the total cost of the AD on U.S. 

operators to be $356,917, assuming that 

24 inspections are done each year on 

each helicopter and that 1 blade is 

replaced. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 


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we did not precede it by notice and an 

opportunity for public comment. We 

invite you to send any written relevant 

data, views, or arguments regarding this 

AD. Send your comments to an address 

listed under the ADDRESSES section. 

Include the docket number ‘‘FAA– 

2011–1182; Directorate Identifier 2010– 

SW–010–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the AD. We will consider all 

comments received by the closing date 

and may amend the AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

concerning this AD. Using the search 

function of the docket Web site, you can 

find and read the comments to any of 

our dockets, including the name of the 

individual who sent the comment. You 

may review the DOT’s complete Privacy 

Act Statement in the Federal Register 

published on April 11, 2000 (65 FR 

19477–78). 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national Government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

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. See the AD docket to examine 

the economic evaluation. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing Airworthiness Directive (AD) 

2010–03–03; Amendment 39–16186 (75 

FR 5681, February 4, 2010), and by 

adding a new AD to read as follows: 

2011–23–02 Bell Helicopter Textron, Inc.: 

Amendment 39–16853; Docket No. 

FAA–2011–1182; Directorate Identifier 

2010–SW–010–AD. Supersedes AD 

2010–03–03, Amendment 39–16186 (75 

FR 5681, February 4, 2010), Docket No. 

FAA–2010–0065, Directorate Identifier 

2009–SW–01–AD. 

Applicability: Model 205A–1, 205B, 210 

and 212 helicopters with a main rotor blade 

(blade), part number (P/N) 204–012–001–023 

or –033; 210–015–001–101; 212–015–501– 

005, –111, –113, –115, –117, –119, or –121, 

installed, certificated in any category. 

Note 1: Bell Helicopter Model 205A–1 

helicopters, modified by Supplemental Type 

Certificate (STC) No. SH5132NM or 

SH5976NM, may have affected partnumbered blades installed. 

Compliance: Required as indicated. 

To detect an edge void, corrosion, or a 

crack on a blade, to prevent the loss of a 

blade and subsequent loss of control of the 

helicopter, do the following: 

(a) Within 25 hours time-in-service (TIS), 

unless accomplished previously, and 

thereafter at intervals not to exceed 25 hours 

TIS: 

(1) Wash the upper and lower surfaces of 

each affected blade with a solution of 

cleaning compound (C–318) and water. Rinse 

thoroughly and wipe dry. 

(2) Visually inspect each of the upper and 

lower grip plates and doublers of the blade 

for their entire length and chord width for an 

edge void, any corrosion, or a crack. Pay 

particular attention to any crack in the paint 

finish near or at a bond line that follows the 

outline of a grip plate or doubler. 

Note 2: The inspections required by 

paragraphs (a)(2) and (a)(4) of this AD do not 

require removal of the blades from the main 

rotor hub and can be accomplished while the 

blades are installed on the helicopter. 

(3) Wipe each of the bond lines at the edges 

of both grip plates and each of the layered 

doublers (bond lines) on the upper and lower 

surfaces of each affected blade with an 

alcohol-soaked cloth (C–385) in the area from 

blade stations 24.5 to 85 (inspection area) as 

depicted in Figure 1 of Bell Helicopter Alert 

Service Bulletin (ASB) No. 205B–08–51 for 

the Model 205B helicopters or ASB No. 212– 

08–130 for the Model 212 helicopters (and 

the Model 205A–1 helicopters), both 

Revision B, and both dated January 11, 2011; 

or ASB No. 210–08–03, Revision B, dated 

January 10, 2011, for the Model 210 

helicopters, as appropriate for your model 

helicopter. Wipe dry with a clean cloth. 

(4) Immediately after accomplishing 

paragraph (a)(3) of this AD, using a 3x power 

or higher magnifying glass and a bright light, 

visually inspect each of the bond lines on the 

upper and lower surfaces of the blade in the 

inspection area for any edge delamination, as 

indicated by a dark line located along any 

bond line, or a crack in the paint finish. An 

edge delamination is defined as a separation 

of the detail parts along an edge. 

Note 3: An edge delamination along the 

edge of a grip plate or doubler, or ‘‘any 

potential cracks in the bond lines between 

doublers or grip plates’’ as described in the 

ASBs, is indicated by the presence of excess 

alcohol bleeding out of an edge void. The 

excess alcohol in the void will appear as a 

dark line along the bond line. A crack in the 

paint finish which follows the outline of a 

grip plate or doubler may indicate a possible 

edge void. 

(5) If there is no edge void, corrosion, 

crack, an edge delamination, or a crack in the 

paint finish, apply a light coat of preservative 

oil (C–125) to all surfaces of the blade. 

(b) Before further flight: 

(1) If there is any edge delamination along 

any bond line of a grip plate or doubler, or 

a crack in the paint finish: 

(i) Remove the paint in the affected area by 

lightly sanding with 180–220 grit paper in a 

span-wise direction to determine if there is 

an edge void, or if the grip plate, doubler, or 

skin is cracked. If any parent material is 

removed during the sanding operation, 

replace the blade with an airworthy blade or 

repair the blade if the amount of parent 

material removed is within the maximum 

repair damage limits. 

Note 4: The maximum repair damage limits 

are contained in the applicable Component 

and Repair Overhaul Manual. 

(ii) If there is an edge void, determine the 

depth and length using a .0015 inch feeler 

gauge. 


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(iii) 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. 

(iv) Repair the blade if the edge void is 

within the maximum repair damage limits or 

replace the blade with an airworthy blade. 

(v) If there is not an edge void or a crack, 

refinish the sanded area. 

(2) If there is a crack in any grip plate or 

doubler, replace the blade with an airworthy 

blade. 

(3) If there is a crack in the blade skin, 

replace the blade with an airworthy blade, or 

repair the blade if the damage is within the 

maximum repair damage limits. 

(4) If there is any corrosion, replace the 

blade with an airworthy blade or repair the 

blade if the damage is within the maximum 

repair damage limits. 

(c) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Contact the Manager, Rotorcraft 

Certification Office, Attn: Michael Kohner, 

Aviation Safety Engineer, FAA, Rotorcraft 

Directorate, 2601 Meacham Blvd., Fort 

Worth, Texas 76137, telephone (817) 222– 

5170, fax (817) 222–5783, for information 

about previously approved alternative 

methods of compliance. 

(d) The inspection area is depicted in 

Figure 1 of Bell Helicopter Alert Service 

Bulletin No. 205B–08–51 or No. 212–08–130, 

both Revision B, and both dated January 11, 

2011; or No. 210–08–03, Revision B, dated 

January 10, 2011. The incorporation by 

reference of these documents was approved 

by the Director of the Federal Register, in 

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

part 51. Copies may be obtained from Bell 

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

Worth, TX 76101, telephone (817) 280–3391, 

fax (817) 280–6466, or at http:// 

www.bellcustomer.com/files/. Copies may be 

inspected at the FAA, Office of the Regional 

Counsel, Southwest Region, 2601 Meacham 

Blvd., Room 663, Fort Worth, Texas, or at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

(202) 741–6030, or go to: http:// 

www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Joint Aircraft System/Component (JASC) 

Code 

(e) The JASC Code is 6210: Main Rotor 

Blades. 

(f) This amendment becomes effective on 

November 21, 2011. 

Issued in Fort Worth, Texas, on October 21, 

2011. 

Lance T. Gant, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–28355 Filed 11–3–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1163; Directorate 

Identifier 2011–NM–022–AD; Amendment 

39–16857; AD 2011–23–06] 

RIN 2120–AA64 

Airworthiness Directives; Sicma Aero 

Seat Passenger Seat Assemblies, 

Installed on, But Not Limited to, ATR– 

GIE Avions de Transport Re ́gional 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for Sicma 

Aero Seat Model 9401, 9402, 9404, 

9405, 9406, 9407, 9408, and 9409 series 

passenger seat assemblies, installed on, 

but not limited to, ATR–GIE Avions de 

Transport Re ́gional Model ATR42 and 

ATR72 airplanes. This AD results from 

mandatory continuing airworthiness 

information (MCAI) originated by an 

aviation authority of another country to 

identify and correct an unsafe condition 

on an aviation product. The MCAI 

describes the unsafe condition as: 

Several occurrences of cracked central and 

lateral spreaders on passenger seats models 

9401 and 9402 * * *. 

This condition, if not corrected, can lead 

to further cracking of the seat spreaders, 

causing injury to passengers or crew 

members during heavy turbulence in flight or 

in the event of an emergency landing. 

* * * * * 

This AD requires actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD becomes effective 

November 21, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of November 21, 2011. 

We must receive comments on this 

AD by December 19, 2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC, 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 regulatory 

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 FURTHER INFORMATION CONTACT: 

Jeffrey Lee, Aerospace Engineer, Boston 

Aircraft Certification Office, FAA, 

Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; telephone (781) 238–7161; fax 

(781) 238–7170; email: 

jeffrey.lee@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2008–0097, 

dated May 20, 2008 (referred to after 

this as ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

Several occurrences of cracked central and 

lateral spreaders on passenger seats models 

9401 and 9402 have been reported to Sicma 

Aero Seat. 

This condition, if not corrected, can lead 

to further cracking of the seat spreaders, 

causing injury to passengers or crew 

members during heavy turbulence in flight or 

in the event of an emergency landing. 

For the reasons stated above, this [EASA] 

Airworthiness Directive (AD) requires 

repetitive [detailed] inspections of the 

affected seats and, depending on findings, 

the repair or replacement of damaged 

spreaders with an improved design 

(‘Amendment B’ standard). The replacement 

of all spreaders (i.e. modification to 

‘Amendment B’ standard) terminates the 

repetitive inspection requirements. 

* * * * * 

You may obtain further information 

by examining the MCAI in the AD 

docket. 

Relevant Service Information 

Sicma Aero Seat has issued the 

following service information. The 

actions described in this service 

information are intended to correct the 


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