Federal Register / Vol. 88, No. 190 / Tuesday, October 3, 2023 / Proposed Rules 67999 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2023–1894; Project 

Identifier MCAI–2022–00334–R] 

RIN 2120–AA64 

Airworthiness Directives; Leonardo 

S.p.a. Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for all 

Leonardo S.p.a. Model A109E, A109S, 

AW109SP, A119, and AW119 MKII 

helicopters. This proposed AD was 

prompted by multiple reports of 

excessive axial play on the ball bearing 

of the lower half of the main rotor (MR) 

rotating scissor assembly. This proposed 

AD would require one-time scissor 

coupling and axial play inspections and 

repetitive quantitative axial play 

inspections and, depending on the 

results, additional inspections and 

replacing certain parts. This proposed 

AD would also require reporting 

information and prohibit installing 

certain parts unless certain inspections 

have been accomplished as specified in 

a European Union Aviation Safety 

Agency (EASA) AD, which is proposed 

for incorporation by reference. The FAA 

is proposing this AD to address the 

unsafe condition on these products. 

DATES: The FAA must receive comments 

on this proposed AD by November 17, 

2023. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2023–1894; 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 NPRM, any comments 

received, and other information. The 

street address for Docket Operations is 

listed above. 

Material Incorporated by Reference: 

• For EASA material that is identified 

in this NPRM, contact EASA, KonradAdenauer-Ufer 3, 50668 Cologne, 

Germany; telephone +49 221 8999 000; 

email ADs@easa.europa.eu; internet 

easa.europa.eu. You may find the EASA 

material on the EASA website at 

ad.easa.europa.eu. 

• You may view this material 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. The EASA material 

is also available at regulations.gov under 

Docket No. FAA–2023–1894. 

Other Related Service Information: 

For Leonardo Helicopters service 

information identified in this NPRM, 

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) 

0031–229046; or at 

customerportal.leonardocompany.com/ 

en-US. You may also view this service 

information at the FAA contact 

information under Material 

Incorporated by Reference above. 

FOR FURTHER INFORMATION CONTACT: 

Jared Hyman, Aviation Safety Engineer, 

FAA, 1600 Stewart Ave., Suite 410, 

Westbury, NY 11590; telephone (781) 

238–7799; email 9-AVS-AIR-BACOCOS@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites you to send any 

written relevant data, views, or 

arguments about this proposal. Send 

your comments to an address listed 

under ADDRESSES. Include ‘‘Docket No. 

FAA–2023–1894; Project Identifier 

MCAI–2022–00334–R’’ at the beginning 

of your comments. The most helpful 

comments reference a specific portion of 

the proposal, explain the reason for any 

recommended change, and include 

supporting data. The FAA will consider 

all comments received by the closing 

date and may amend this proposal 

because of those comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to 

regulations.gov, including any personal 

information you provide. The agency 

will also post a report summarizing each 

substantive verbal contact received 

about this NPRM. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to this NPRM 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to this NPRM, it is important 

that you clearly designate the submitted 

comments as CBI. Please mark each 

page of your submission containing CBI 

as ‘‘PROPIN.’’ The FAA will treat such 

marked submissions as confidential 

under the FOIA, and they will not be 

placed in the public docket of this 

NPRM. Submissions containing CBI 

should be sent to Jared Hyman, Aviation 

Safety Engineer, FAA, 1600 Stewart 

Ave., Suite 410, Westbury, NY 11590; 

telephone (781) 238–7799; email 9-AVSAIR-BACO-COS@faa.gov. Any 

commentary that the FAA receives that 

is not specifically designated as CBI will 

be placed in the public docket for this 

rulemaking. 

Background 

EASA, which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA AD 2022–0037, 

dated March 7, 2022, and corrected 

March 15, 2022 (EASA AD 2022–0037), 

to correct an unsafe condition for all 

Leonardo S.p.A Model A109E, 

A109LUH, A109S, AW109SP, A119, 

and AW119 MKII helicopters. 

This proposed AD was prompted by 

multiple reports of excessive axial play 

on the ball bearing of the lower half of 

the MR rotating scissor assembly. In 

some cases, this resulted in 

dislodgement of the ball bearing from its 

seat. The FAA is proposing this AD to 

detect and address any excessive axial 

play of the MR rotating scissor 

assembly. See EASA AD 2022–0037 for 

additional background information. 

Related Service Information Under 1 

CFR Part 51 

For certain applicable model 

helicopters, EASA AD 2022–0037 

requires accomplishing one-time MR 

rotating scissor coupling and axial play 

checks. Depending on the results, EASA 

AD 2022–0037 requires repetitively 

measuring the axial play or replacing 

certain parts. For all applicable model 

helicopters, EASA AD 2022–0037 

requires accomplishing repetitive 

qualitative and quantitative axial play 


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checks and, depending on the results, 

repetitively measuring the axial play or 

replacing certain parts. Furthermore, 

EASA AD 2022–0037 requires reporting 

certain information to the manufacturer 

and prohibits installing certain parts on 

any helicopter unless the part has 

passed required inspections. 

This material 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 also reviewed Leonardo 

Helicopters Alert Service Bulletin (ASB) 

No. 109EP–177, Leonardo Helicopters 

ASB No. 109S–105, Leonardo 

Helicopters ASB No. 109SP–149, and 

Leonardo Helicopters ASB No. 119–111, 

each Revision A and dated March 3, 

2022. This service information specifies 

procedures for inspecting the MR 

rotating scissor coupling and axial play, 

measuring the axial play, inspecting the 

qualitative axial play, inspecting the 

quantitative axial play, and replacing 

components of the MR rotating scissor 

assembly (scissor bracket flange 

assembly, rotary scissor sleeve, lower 

scissor lever assembly, and upper 

scissor lever assembly) and bushings. 

FAA’s Determination 

These products have been approved 

by the aviation authority of another 

country, and are approved for operation 

in the United States. Pursuant to the 

FAA’s bilateral agreement with the State 

of Design Authority, it has notified the 

FAA of the unsafe condition described 

in its AD described above. The FAA is 

issuing this NPRM after determining 

that the unsafe condition described 

previously is likely to exist or develop 

in other products of the same type 

designs. 

Proposed AD Requirements in This 

NPRM 

This proposed AD would require 

accomplishing the actions specified in 

EASA AD 2022–0037, described 

previously, as incorporated by 

reference, except for any differences 

identified as exceptions in the 

regulatory text of this proposed AD and 

except as discussed under ‘‘Differences 

Between this Proposed AD and the 

EASA AD.’’ 

Explanation of Required Compliance 

Information 

In the FAA’s ongoing efforts to 

improve the efficiency of the AD 

process, the FAA developed a process to 

use some civil aviation authority (CAA) 

ADs as the primary source of 

information for compliance with 

requirements for corresponding FAA 

ADs. The FAA has been coordinating 

this process with manufacturers and 

CAAs. As a result, the FAA proposes to 

incorporate EASA AD 2022–0037 by 

reference in the FAA final rule. This 

proposed AD would, therefore, require 

compliance with EASA AD 2022–0037 

in its entirety through that 

incorporation, except for any differences 

identified as exceptions in the 

regulatory text of this proposed AD. 

Using common terms that are the same 

as the heading of a particular section in 

EASA AD 2022–0037 does not mean 

that operators need comply only with 

that section. For example, where the AD 

requirement refers to ‘‘all required 

actions and compliance times,’’ 

compliance with this AD requirement is 

not limited to the section titled 

‘‘Required Action(s) and Compliance 

Time(s)’’ in EASA AD 2022–0037. 

Service information referenced in EASA 

AD 2022–0037 for compliance will be 

available at regulations.gov under 

Docket No. FAA–2023–1894 after the 

FAA final rule is published. 

Differences Between This Proposed AD 

and the EASA AD 

EASA AD 2022–0037 applies to 

Model A109LUH helicopters, whereas 

this proposed AD would not because 

that model is not FAA-type certificated. 

EASA AD 2022–0037 refers to several 

actions as a ‘‘check,’’ whereas this 

proposed AD would refer to those 

actions as an ‘‘inspection’’ instead 

because those actions must be 

accomplished by persons authorized 

under 14 CFR 43.3. EASA AD 2022– 

0037 requires discarding certain parts, 

whereas this proposed AD would 

require removing those parts from 

service instead. 

Service information referenced in 

EASA AD 2022–0037 specifies to 

contact Leonardo Helicopters for 

instructions as a result of certain M/R 

rotating scissor maximum torque force 

check (inspection) results, whereas this 

proposed AD would require 

accomplishing corrective action in 

accordance with a method approved by 

the FAA, EASA, or Leonardo S.p.a. 

Helicopters’ EASA Design Organization 

Approval. EASA AD 2022–0037 

requires interpreting the MR rotating 

scissor coupling and axial play 

inspection results (PASSED or FAILED) 

by using its required service 

information, whereas this proposed AD 

would require interpreting those results 

by using tables in the body of this 

proposed AD and recorded results of 

certain inspections. Furthermore, if the 

scissor coupling inspection result is an 

‘‘UNCERTAIN RESULT,’’ the service 

information referenced in EASA AD 

2022–0037 specifies contacting 

Leonardo Helicopters, whereas this 

proposed AD would consider an 

‘‘UNCERTAIN RESULT’’ as ‘‘FAILED.’’ 

EASA AD 2022–0037 requires 

accomplishing repetitive qualitative 

axial play checks, whereas this 

proposed AD would not. EASA AD 

2022–0037 requires quantitative axial 

play checks within intervals not to 

exceed 200 flight hours, whereas this 

proposed AD would require quantitative 

axial play inspections within intervals 

not to exceed 55 hours time-in-service. 

The service information referenced in 

EASA AD 2022–0037 cautions that only 

approved personnel are permitted to 

perform the bushing replacement, 

whereas this proposed AD would not 

include that caution. 

Costs of Compliance 

The FAA estimates that this AD, if 

adopted as proposed, would affect 204 

helicopters of U.S. Registry. Labor rates 

are estimated at $85 per work-hour. 

Based on these numbers, the FAA 

estimates the following costs to comply 

with this proposed AD. 

The one-time MR rotating scissor 

coupling and axial play inspections 

would take about 2 work-hours for an 

estimated cost of $170 per helicopter 

and up to $34,680 for the U.S. fleet. 

A quantitative axial play inspection 

would take about 1 work-hour for an 

estimated cost of $85 per helicopter and 

$17,340 for the U.S. fleet per inspection 

cycle. 

Measuring the axial play would take 

about 1 work-hour for an estimated cost 

of $85 per helicopter and $17,340 for 

the U.S. fleet per inspection cycle. 

Certain corrective action that may be 

needed as a result of an inspection 

could vary significantly from helicopter 

to helicopter. The FAA has no data to 

determine the costs to accomplish the 

corrective action or the number of 

helicopters that may require corrective 

action. 

Replacing the scissor bracket flange 

assembly would take about 4 workhours and parts would cost about 

$8,099–11,574 (depending on part 

number) for an estimated cost of 

$8,439–11,914 per replacement. 

Alternatively, replacing its bushings 

would take about 2 work-hours and 

parts would cost about $225 for an 

estimated cost of $395 per replacement. 

Replacing each rotary scissor sleeve 

would take about 2 work-hours and 

parts would cost about $565 for an 

estimated cost of $735 per replacement. 

Replacing the lower scissor lever 

assembly (including the washer and 


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retaining bolt) would take about 2 workhours and parts would cost about 

$3,308–3,385 (depending on part 

number) for an estimated cost of 

$3,478–3,555 per replacement. 

Alternatively, replacing its bushings 

would take about 2 work-hours and 

parts would cost about $225 for an 

estimated cost of $395 per replacement. 

Replacing the upper scissor lever 

assembly would take about 2 workhours and parts would cost about 

$2,219–3,015 (depending on part 

number) for an estimated cost of 

$2,389–3,185 per replacement. 

Alternatively, replacing its bushings 

would take about 2 work-hours and 

parts would cost about $225 for an 

estimated cost of $395 per replacement. 

Reporting the inspection results to the 

manufacturer would take about 1 workhour for an estimated cost of $85 per 

report. 

The FAA has included all known 

costs in its cost estimate. According to 

the manufacturer, however, some of the 

costs of this proposed AD may be 

covered under warranty, thereby 

reducing the cost impact on affected 

operators. 

Paperwork Reduction Act 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject 

to a penalty for failure to comply with 

a collection of information subject to the 

requirements of the Paperwork 

Reduction Act unless that collection of 

information displays a current valid 

OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public 

reporting for this collection of 

information is estimated to take 

approximately 1 hour per response, 

including the time for reviewing 

instructions, searching existing data 

sources, gathering and maintaining the 

data needed, and completing and 

reviewing the collection of information. 

All responses to this collection of 

information are mandatory. Send 

comments regarding this burden 

estimate or any other aspect of this 

collection of information, including 

suggestions for reducing this burden, to: 

Information Collection Clearance 

Officer, Federal Aviation 

Administration, 10101 Hillwood 

Parkway, Fort Worth, TX 76177–1524. 

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 products identified in this 

rulemaking action. 

Regulatory Findings 

The FAA determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would 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 this proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Would not affect intrastate 

aviation in Alaska, and 

(3) Would 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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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: 

Leonardo S.p.a.: Docket No. FAA–2023– 

1894; Project Identifier MCAI–2022– 

00334–R. 

(a) Comments Due Date 

The FAA must receive comments on this 

airworthiness directive (AD) by November 

17, 2023. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all Leonardo S.p.a. 

Model A109E, A109S, AW109SP, A119, and 

AW119 MKII helicopters, certificated in any 

category. 

(d) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6200, Main Rotor System. 

(e) Unsafe Condition 

This AD was prompted by multiple reports 

of excessive axial play on the ball bearing of 

the lower half of the main rotor rotating 

scissor assembly. The FAA is issuing this AD 

to detect and address any excessive axial 

play of the main rotor rotating scissor 

assembly. The unsafe condition, if not 

addressed, could result in failure of the main 

rotor rotating scissor assembly, loss of control 

of the helicopter, and subsequent damage to 

the helicopter and injury to occupants. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Requirements 

Except as specified in paragraph (h) of this 

AD: Comply with all required actions and 

compliance times specified in, and in 

accordance with, European Union Aviation 

Safety Agency AD 2022–0037, dated March 

7, 2022, and corrected March 15, 2022 (EASA 

AD 2022–0037). 

(h) Exceptions to EASA AD 2022–0037 

(1) Where EASA AD 2022–0037 defines 

Affected part ‘‘as identified in the ASB;’’ for 

this AD, replace that text with ‘‘as identified 

in Table 2 of Leonardo Helicopters Alert 

Service Bulletin (ASB) No. 109EP–177, 

Leonardo Helicopters ASB No. 109S–105, 

Leonardo Helicopters ASB No. 109SP–149, or 

Leonardo Helicopters ASB No. 119–111, each 

Revision A and dated March 3, 2022, and as 

applicable to your model helicopter.’’ 

(2) Where EASA AD 2022–0037 requires 

compliance in terms of flight hours, this AD 

requires using hours time-in-service. 

(3) Where EASA AD 2022–0037 refers to its 

effective date, this AD requires using the 

effective date of this AD. 

(4) Where EASA AD 2022–0037 refers to a 

torque force check, this AD requires a torque 

force inspection. Where EASA AD 2022– 

0037 refers to a scissor coupling check, this 

AD requires a scissor coupling inspection. 

Where EASA AD 2022–0037 refers to an axial 

play check, this AD requires an axial play 

inspection. Where EASA AD 2022–0037 

refers to a quantitative axial play check, this 

AD requires a quantitative axial play 

inspection. Where EASA AD 2022–0037 

refers to a dimensional check, this AD 

requires a dimensional inspection. 

(5) Where the service information 

referenced in EASA AD 2022–0037 specifies 


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to use tooling, this AD allows the use of 

equivalent tooling. 

(6) Where the service information 

referenced in EASA AD 2022–0037 specifies 

discarding parts, this AD requires removing 

those parts from service. 

(7) Where the service information 

referenced in paragraphs (1), (4.2), (5.2), and 

(6) of EASA AD 2022–0037 specifies to 

contact Leonardo Helicopters for instructions 

as a result of the M/R rotating scissor 

maximum torque force check, this AD 

requires corrective action done in accordance 

with a method approved by the Manager, 

International Validation Branch, FAA; or 

EASA; or Leonardo S.p.a. Helicopters’ EASA 

Design Organization Approval (DOA). If 

approved by the DOA, the approval must 

include the DOA-authorized signature. 

(8) Where paragraph (1) of EASA AD 2022– 

0037 specifies to ‘‘interpret the results 

(PASSED or FAILED) in accordance with the 

instructions of PART I of the ASB;’’ for this 

AD, replace that text with, ‘‘interpret the 

results by using Tables 1 and 2 to paragraph 

(h)(8) of this AD and the inspection results 

recorded in Annex E of the service 

information referenced in EASA AD 2022– 

0037.’’ 

TABLE 1 TO PARAGRAPH (h)(8)—SCISSOR COUPLING INSPECTION INTERPRETATION

Maximum torque force check Dimensional check 2nd Maximum torque force check Scissor coupling check outcome 

Passed ........................................... N/A ................................................ N/A ................................................ Passed. 

Failed ............................................. Passed .......................................... Passed .......................................... Passed. 

Failed ............................................. Failed ............................................ N/A ................................................ Failed. 

Failed ............................................. Passed .......................................... Failed ............................................ Failed. 

TABLE 2 TO PARAGRAPH (h)(8)—AXIAL PLAY INSPECTION INTERPRETATION

Axial play value is 0.25 mm or less .............................................................................................................................. Passed. 

Axial play value is more than 0.25 mm or the ball bearing is dislodged ...................................................................... Failed. 

(9) This AD does not require compliance 

with paragraph (2) of EASA AD 2022–0037. 

This AD also does not include Note 1 of 

EASA AD 2022–0037. 

(10) Where paragraph (3) of EASA AD 

2022–0037 specifies compliance times of 

‘‘200 FH;’’ for this AD, replace each instance 

of that text with, ‘‘55 hours time-in-service.’’ 

This AD does not include Note 3 of EASA 

AD 2022–0037. 

(11) Where the service information 

referenced in EASA AD 2022–0037 cautions 

that only approved personnel (Leonardo 

Helicopters facilities, Leonardo authorized 

component repair centers within the 

approved capabilities or customers trained by 

Leonardo Helicopters for specific activities) 

are permitted to perform the bushing 

replacement; this AD does not include those 

cautions. 

(12) Where paragraph (10) of EASA AD 

2022–0037 specifies reporting inspection 

results (including the inspection results of no 

findings) to Leonardo within 30 days, this 

AD requires reporting inspection results at 

the applicable time in paragraph (h)(12)(i) or 

(ii) of this AD. 

(i) If the inspection was done on or after 

the effective date of this AD: Submit the 

report within 30 days after the inspection. 

(ii) If the inspection was done before the 

effective date of this AD: Submit the report 

within 30 days after the effective date of this 

AD. 

(13) This AD does not adopt the ‘‘Remarks’’ 

section of EASA AD 2022–0037. 

(i) Special Flight Permit 

Special flight permits are prohibited. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, International Validation 

Branch, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. In 

accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the International Validation 

Branch, send it to the attention of the person 

identified in paragraph (k) of this AD. 

Information may be emailed to: 9-AVS-AIR730-AMOC@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(k) Additional Information 

For more information about this AD, 

contact Jared Hyman, Aviation Safety 

Engineer, FAA, 1600 Stewart Ave., Suite 410, 

Westbury, NY 11590; telephone (781) 238– 

7799; email 9-AVS-AIR-BACO-COS@faa.gov. 

(l) 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 this AD specifies otherwise. 

(i) European Union Aviation Safety Agency 

(EASA) AD 2022–0037, dated March 7, 2022, 

and corrected March 15, 2022. 

(ii) [Reserved] 

(3) For EASA AD 2022–0037, contact 

EASA, Konrad-Adenauer-Ufer 3, 50668 

Cologne, Germany; telephone +49 221 8999 

000; email ADs@easa.europa.eu; internet 

easa.europa.eu. You may find the EASA 

material on the EASA website at 

ad.easa.europa.eu. 

(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 material that is 

incorporated by reference at the National 

Archives and Records Administration 

(NARA). For information on the availability 

of this material at NARA, email 

fr.inspection@nara.gov, or go to: 

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

Issued on September 26, 2023. 

Victor Wicklund, 

Deputy Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2023–21636 Filed 10–2–23; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2023–1891; Project 

Identifier AD–2023–00612–R] 

RIN 2120–AA64 

Airworthiness Directives; Centerpointe 

Aerospace Inc. Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for all 

Centerpointe Aerospace Inc. 

(Centerpointe) Model S–58BT, S–58DT, 

S–58ET, S–58FT, S–58HT, and S–58JT 

helicopters. This proposed AD was 

prompted by an indication of a crack on 

the angle gearbox mount (AGBM). This 

proposed AD would require repetitively 

performing a fluorescent penetrant 

inspection (FPI) and depending on the 

results, removing the AGBM from 

service. The FAA is proposing this AD 

to address the unsafe condition on these 

products. 


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