54922 Federal Register / Vol. 79, No. 178 / Monday, September 15, 2014 / Proposed Rules 

(g) Determine Date of Installation or Date of 

Last Replacement of the Lateral Fuselage Tie 

Rods and Attaching Nuts 

Within the next 30 days after the effective 

date of this AD, review the aircraft records 

to determine the date of installation or date 

of last replacement of the lateral fuselage tie 

rods and attaching nuts. 

(h) Replace the Lateral Fuselage Tie Rod and 

Attaching Nuts 

Initially replace the lateral fuselage tie rod 

and attaching nuts at whichever of the 

compliance times specified in paragraph 

(h)(1) or paragraph (h)(2) of this AD that 

applies. Repetitively thereafter replace the 

lateral fuselage tie rod and attaching nuts 

every 2,000 hours TIS or 18 years, whichever 

occurs first. Do the replacement following the 

procedures in paragraph 2.C. of the 

Accomplishment Instructions and the table 

on Figure 1 in British Aerospace Military 

Aircraft and Aerostructures BAe Aircraft 

Bulletin for De Havilland Moth Aircraft, 

Document Type and Ref No Technical News 

Sheet CT (Moth) No 29, Issue 3, dated March 

1, 1999. 

(1) If the date of lateral fuselage tie rod 

installation or date of last replacement is 

known: Do the initial replacement at 

whichever of the following compliance times 

in paragraph (h)(1)(i) or paragraph (h)(1)(ii) of 

this AD that occurs later: 

(i) Upon accumulating 2,000 hours TIS on 

the lateral fuselage tie rod or upon reaching 

18 years from the last lateral fuselage tie rod 

replacement, whichever occurs first; or 

(ii) Within the next 6 months after the 

effective date of this AD or within the next 

100 hours TIS after the effective date of this 

AD, whichever occurs first. 

(2) If the date of lateral fuselage tie rod 

installation or date of last replacement is not 

known: Do the initial replacement within the 

next 6 months after the effective date of this 

AD or within the next 100 hours TIS after the 

effective date of this AD, whichever occurs 

first. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager of the Fort Worth 

Airplane Certification Office (ACO), the 

Manager of the Los Angeles Aircraft 

Certification Office (ACO), and the Manager 

of the Standards Office, FAA, have the 

authority to approve AMOCs for their 

respective products covered by 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 applicable FAA office, 

send it to the attention of the person 

identified in paragraphs (j)(1), (j)(2), or (j)(3), 

as applicable. 

(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. 

(j) Related Information 

(1) For more information about this AD for 

airplanes covered under Type Certificate 

Data Sheet (TCDS) A5PC (Model de 

Havilland DH 82A airplanes built in 

Australia), contact Andrew McAnaul, 

Aerospace Engineer, FAA, Fort Worth ACO, 

ASW–150 (c/o San Antonio MIDO), 10100 

Reunion Place, Suite 650, San Antonio, 

Texas 78216; phone: (210) 308–3365; fax: 

(210) 308–3370; email: andrew.mcanaul@

faa.gov. 

(2) For more information about this AD for 

airplanes covered under TCDS A8EU (Model 

de Havilland DH 82A airplanes built in the 

United Kingdom), contact Fred Guerin, 

Aerospace Engineer, FAA, Los Angeles ACO, 

3960 Paramount Blvd., Suite 100, Lakewood, 

California 90712; phone (562) 627–5232; fax: 

(562) 627–5210; email: fred.guerin@faa.gov. 

(3) For more information about this AD for 

airplanes covered under TCDS 2–439 (Model 

de Havilland DH 83 airplanes built in the 

United Kingdom), contact Karl Schletzbaum, 

Aerospace Engineer, FAA, Small Airplane 

Directorate, 901 Locust, Room 301, Kansas 

City, Missouri 64106; telephone: (816) 329– 

4123; fax: (816) 329–4090; email: 

karl.schletzbaum@faa.gov. 

(4) For British Aerospace Military Aircraft 

and Aerostructures BAe Aircraft Bulletin for 

De Havilland Moth Aircraft, Technical New 

Sheet CT (Moth) No 29, Issue 3, dated March 

1, 1999, service information identified in this 

AD, contact: 

(i) For de Havilland DH 82A airplanes: de 

Havilland Support Ltd, Building 213, 

Duxford Airfield, Cambridge, United 

Kingdom CB22 4QR, telephone: +44 (0) 1223 

830090; fax: +44 (0) 1223 83008; email: info@

dhsupport.com; Internet: http://

www.dhsupport.com/moth.php. 

(ii) For de Havilland DH 83 airplanes: Air 

Stratus Ltd., Oaksey Park Airfield, Oaksey, 

Malmesbury, Wiltshite, United Kingdom SN 

16 9SD, telephone: +44 (0) 1666 575111; no 

known Internet address. 

(5) You may view this service information 

at FAA, Small Airplane Directorate, 901 

Locust, Kansas City, Missouri 64016. For 

information on the availability of this 

material at the FAA, call (816) 329–4148. 

Issued in Kansas City, Missouri, on 

September 8, 2014. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2014–21916 Filed 9–12–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0643; Directorate 

Identifier 2013–SW–059–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron Canada (Bell) 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

airworthiness directive (AD) 2001–13– 

51 for Bell Model 206L–4, 407, and 427 

helicopters. AD 2001–13–51 currently 

requires inspecting certain driveshafts 

for a crack, a loose bolt or nut, or red 

powder residue and replacing a 

driveshaft if there is a crack, a loose bolt 

or nut, or red powder residue. AD 2001– 

13–51 also requires notifying the FAA 

within 10 days if a crack is found in the 

driveshaft. Since we issued AD 2001– 

13–51, the Model 429 helicopter has 

been certificated, and the reporting 

requirement is no longer necessary. This 

proposed AD would retain the 

inspection requirement of AD 2001–13– 

51, expand the applicability to include 

the Model 429 helicopter, and remove 

the reporting requirement. These 

proposed actions are intended to 

prevent failure of a driveshaft, loss of 

drive to the main rotor system, and a 

subsequent emergency landing. 

DATES: We must receive comments on 

this proposed AD by November 14, 

2014. 

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 proposed AD, the 

foreign authority’s 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 proposed AD, contact Bell 

Helicopter Textron Canada Limited, 

12,800 Rue de l’Avenir, Mirabel, Quebec 

J7J1R4; telephone (450) 437–2862 or 


rmajette on DSK2TPTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 178 / Monday, September 15, 2014 / Proposed Rules 54923 

(800) 363–8023; fax (450) 433–0272; or 

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

You may review 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: 

Matthew Fuller, 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: 

Comments Invited 

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 might result 

from adopting the proposals in this 

document. The most helpful comments 

reference a specific portion of the 

proposal, 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 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 proposed rulemaking. 

Before acting on this proposal, we will 

consider all comments we receive on or 

before the closing date for comments. 

We will consider comments filed after 

the comment period has closed if it is 

possible to do so without incurring 

expense or delay. We may change this 

proposal in light of the comments we 

receive. 

Discussion 

On June 27, 2001, the FAA issued 

Emergency AD 2001–13–51, which we 

published by issuing a Final rule; 

request for comment on September 21, 

2001 (66 FR 48535 FR), for Bell Model 

206L–4, 407 and 427 helicopters. AD 

2001–13–51 requires visually inspecting 

driveshaft, part number (P/N) 206–340– 

300–105, for a crack, a loose bolt or nut, 

or red powder residue and replacing a 

driveshaft if there is a crack, a loose bolt 

or nut, or red powder residue. AD 2001– 

13–51 also requires notifying the FAA 

within 10 days if a crack is found in the 

driveshaft, and prohibits interchanging 

a driveshaft between different models if 

the driveshaft has ever been installed on 

a Bell Model 407 helicopter. AD 2001– 

13–51 was prompted by a driveshaft 

failure on a Bell Model 407 helicopter 

that resulted in an engine shutdown and 

an emergency landing, as well as three 

other incidents of a cracked flex frame 

on the forward end of the driveshaft on 

other Model 407 helicopters. AD 2001– 

13–51 was prompted by AD No. CF– 

2001–24, dated June 11, 2001, issued by 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada. TCCA AD No. CF–2001–24 

required a one-time visual inspection of 

the driveshaft. 

Actions Since AD 2001–13–51 Was 

Issued 

Since we issued AD 2001–13–51 (66 

FR 48535, September 21, 2001), the 

Model 429 helicopter was certificated, 

and TCCA issued Revision 3, dated 

September 26, 2013, to AD No. CF– 

2001–24. Revision 3 adds Model 429 

helicopters to the applicability section 

and requires removing any driveshaft, 

P/N 206–340–300–105, if it has ever 

been installed on a Bell Model 407 

helicopter. 

This proposed AD would expand the 

applicability to include the Bell Model 

429 helicopter because the driveshaft, 

P/N 206–340–300–105, can also be 

installed on the Bell Model 429 

helicopter. Also, we have removed the 

requirement to notify the FAA if a crack 

is found in the driveshaft because we 

did not receive any reports of driveshaft 

problems. This proposed AD would 

retain the one-time inspection, if not 

previously accomplished, for a crack, a 

loose bolt or nut, and red powder 

residue, and if there is a crack, a loose 

bolt or nut, or red powder residue, 

replacing each unairworthy driveshaft 

with an airworthy driveshaft before 

further flight. The one-time inspection 

is not required for Bell Model 429 

helicopters because that model would 

have had the inspection done when it 

was certificated. Lastly, this proposed 

AD would require for all applicable 

models, within 1,250 hours time-inservice (TIS), removing from service any 

driveshaft, P/N 206–340–300–105, if it 

has ever been installed on a Bell Model 

407 helicopter. 

FAA’s Determination 

These helicopters have been approved 

by the aviation authority of Canada and 

are approved for operation in the United 

States. Pursuant to our bilateral 

agreement with Canada, TCAA, its 

technical representative, has notified us 

of the unsafe condition described in its 

AD. We are proposing this AD because 

we evaluated all known relevant 

information and determined that an 

unsafe condition is likely to exist or 

develop on other helicopters of the same 

type design. 

Related Service Information 

We reviewed Bell Alert Service 

Bulletin (ASB) No. 206L–01–123, 

Revision A, dated February 22, 2006, for 

Bell Model 206L–4 helicopters and ASB 

No. 427–01–04, Revision A, dated 

March 31, 2006, for Bell Model 427 

helicopters. Both ASBs describe 

inspecting the Historical Service Record 

of the engine-to-transmission driveshaft, 

P/N 206–340–300–105, to determine 

whether the driveshaft has ever been 

installed on a Bell Model 407 helicopter 

and removing the driveshaft if it has 

ever been installed on a Model 407 

helicopter. We also reviewed Bell ASB 

No. 407–01–45, Revision B, dated April 

23, 2013, for Bell Model 407 helicopters, 

which describes an engine-totransmission driveshaft 1,250-Hour 

overhaul. TCCA classified these ASBs as 

mandatory and issued AD No. CF– 

2002–03R3, dated September 26, 2013, 

to ensure the continued airworthiness of 

these helicopters. 

Proposed AD Requirements 

This proposed AD would require: 

• Within 50 hours TIS, determining 

whether driveshaft, P/N 206–340–300– 

105, has ever been installed on a Bell 

Model 407 helicopter and making a note 

on the component history card or 

equivalent record. If a driveshaft has 

ever been installed on a Model 407 

helicopter: 

Æ Within 25 hours TIS, inspecting 

each Model 206L–4, 407, and 427 

helicopter with an affected driveshaft 

installed for a crack, loose bolts or nuts, 

and red powder residue. If there is a 

crack, a loose bolt or nut, or red powder 

residue, replacing the driveshaft with an 

airworthy driveshaft before further 

flight. 

Æ For each helicopter with an affected 

driveshaft installed, on or before 

accumulating 1,250 hours TIS, replacing 

the driveshaft with an airworthy 

driveshaft. 

This proposed AD would also 

prohibit installing driveshaft, P/N 206– 

340–300–105, on any helicopter if it has 

ever been installed on a Bell Model 407 

helicopter. 

Differences Between the Proposed AD 

and the TCCA AD 

The TCCA AD requires following the 

compliance time specified in the Bell 

ASBs, which allows more time, based 

on the hours TIS, for removing the 

driveshaft. This proposed AD would 

require replacing the driveshaft before 

accumulating 1,250 hours TIS. The 

proposed AD would also prohibit the 


rmajette on DSK2TPTVN1PROD with PROPOSALS
54924 Federal Register / Vol. 79, No. 178 / Monday, September 15, 2014 / Proposed Rules 

use of driveshaft, P/N 206–340–300– 

105, on the Model 407 helicopter. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 970 helicopters of U.S. 

Registry. We estimate that operators 

may incur the following costs in order 

to comply with this proposed AD. Labor 

costs are estimated at $85 per workhour. We estimate 0.25 work-hour to 

determine whether the driveshaft has 

ever been installed on a Bell Model 407 

helicopter for a total cost of $22 per 

helicopter or $21,340 for the fleet. If a 

driveshaft has been installed on a Model 

407 helicopter, we estimate 1 work hour 

to inspect the driveshaft for a cost of $85 

per helicopter, and 2 work hours and 

$39,724 for required parts to replace a 

driveshaft for a cost of $39,894 per 

helicopter. 

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 proposed 

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 

We 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, I certify 

this proposed 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 proposed 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. 

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 

removing Airworthiness Directive (AD) 

2001–13–51, Amendment 39–12443 (66 

FR 48535, September 21, 2001), and 

adding the following new AD: 

Bell Helicopter Textron Canada (Bell): 

Docket No. FAA–2014–0643; Directorate 

Identifier 2013–SW–059–AD. 

(a) Applicability 

This AD applies to Model 206L–4, 407, 

427, and 429 helicopters with an engine-totransmission driveshaft assembly 

(driveshaft), part number (P/N) 206–340– 

300–105, installed, certificated in any 

category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

failure of a driveshaft due to cracking of the 

flex frame on the forward end of the 

driveshaft. This condition could result in loss 

of drive to the main rotor system and a 

subsequent emergency forced landing. 

(c) Affected ADs 

This AD supersedes AD 2001–13–51, 

Amendment 39–12443, Docket No. 2001– 

SW–29–AD (66 FR 48535, September 21, 

2001). 

(d) Comments Due Date 

We must receive comments by November 

14, 2014. 

(e) 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. 

(f) Required Actions 

(1) Within 50 hours time-in-service (TIS), 

determine whether driveshaft, P/N 206–340– 

300–105, has ever been installed on a Bell 

Model 407 helicopter, and record this on the 

component history card or equivalent record. 

If driveshaft, P/N 206–340–300–105, has ever 

been installed on a Bell Model 407 

helicopter: 

(i) For Bell Model 206L–4, 407, and 427 

helicopters, within 25 hours TIS, inspect 

each driveshaft for a crack, a loose bolt or 

nut, and red powder residue. If there is a 

crack, a loose bolt or nut, or red powder 

residue, replace the driveshaft with an 

airworthy driveshaft before further flight. 

(ii) For all affected Bell model helicopters, 

on or before accumulating 1,250 hours TIS, 

replace each driveshaft with an airworthy 

driveshaft. 

(2) Do not install driveshaft, P/N 206–340– 

300–105, on any helicopter if it has ever been 

installed on a Bell Model 407 helicopter. 

(g) Special Flight Permit 

Special flight permits are prohibited. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: Matthew Fuller, 

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. 

(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. 

(i) Additional Information 

(1) Bell Alert Service Bulletin (ASB) No. 

206L–01–123, Revision A, dated February 22, 

2006; ASB No. 427–01–04, Revision A, dated 

March 31, 2006; and ASB No. 407–01–45, 

Revision B, dated April 23, 2013, which are 

not incorporated by reference, contain 

additional information about the subject of 

this AD. For service information identified in 

this AD, contact Bell Helicopter Textron 

Canada Limited, 12,800 Rue de l’Avenir, 

Mirabel, Quebec J7J1R4; telephone (450) 

437–2862 or (800) 363–8023; fax (450) 433– 

0272; or at http://www.bellcustomer.com/

files/. You may review a copy of the service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 2601 

Meacham Blvd., Room 663, Fort Worth, 

Texas 76137. 

(2) The subject of this AD is addressed in 

Transport Canada Civil Aviation (TCCA) AD 

No. CF–2002–03R3, Revision 3, dated 

September 26, 2013. You may view the TCCA 

AD on the Internet at http://

www.regulations.gov in Docket No. FAA– 

2014–0643. 

(j) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6300 Main Rotor Drive System. 


rmajette on DSK2TPTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 178 / Monday, September 15, 2014 / Proposed Rules 54925 

Issued in Fort Worth, Texas, on August 22, 

2014. 

Kim Smith, 

Directorate Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–21919 Filed 9–12–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0646; Directorate 

Identifier 2013–SW–053–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Helicopters, Inc. (Previously 

Eurocopter France) Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for Airbus 

Helicopters, Inc. (previously Eurocopter 

France) Model AS355E, AS355F, 

AS355F1, and AS355F2 helicopters 

with a Fueltron flowmeter installed. 

This proposed AD would require 

removing each flowmeter, replacing the 

fuel system hoses, and disabling the 

electrical connections for the flowmeter 

installation. This proposed AD is 

prompted by a report of particle 

contamination creating an obstruction 

in a flowmeter which resulted in an 

uncontrolled flame-out of the engine. 

The proposed actions are intended to 

prevent obstruction of the fuel supply to 

the flowmeter, which could result in 

engine flame-out and subsequent loss of 

control of the helicopter. 

DATES: We must receive comments on 

this proposed AD by November 14, 

2014. 

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 proposed AD, the 

European Aviation Safety Agency 

(EASA) 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 proposed AD, contact Airbus 

Helicopters, Inc., 2701 N. Forum Drive, 

Grand Prairie, TX 75052; telephone 

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

(972) 641–3775; or at http://

www.airbushelicopters.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. 

FOR FURTHER INFORMATION CONTACT: 

James Blyn, Aviation Safety Engineer, 

Regulations and Policy Group, 

Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–5110; email 

james.blyn@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

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 might result 

from adopting the proposals in this 

document. The most helpful comments 

reference a specific portion of the 

proposal, 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 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 proposed rulemaking. 

Before acting on this proposal, we will 

consider all comments we receive on or 

before the closing date for comments. 

We will consider comments filed after 

the comment period has closed if it is 

possible to do so without incurring 

expense or delay. We may change this 

proposal in light of the comments we 

receive. 

Discussion 

EASA, which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA AD No. 2013– 

0205, dated September 9, 2013, to 

correct an unsafe condition for 

Eurocopter (now Airbus Helicopters, 

Inc.) Model AS355 E, AS355 F, AS355 

F1, and AS355 F2 helicopters with 

modification 350A070791 (installation 

of the Fueltron flowmeter), except 

helicopters with modification 

355A085801 (removal of the Fueltron 

flowmeter). EASA advises that, after 

landing, an AS355 helicopter 

experienced an uncontrolled flame-out 

of the No. 1 engine. Following an 

analysis, EASA states that particle 

contamination in the fuel had 

obstructed the Fueltron flowmeter 

because the cross-section areas of the 

passages in the flowmeter are smaller 

than the mesh in the upstream fuel 

pump strainer, allowing particles to 

pass through the strainer and into the 

flowmeter. EASA further states that the 

flowmeter installation is identical on 

both engines, and that this condition 

could lead to flame-out of both engines 

in flight, possibly resulting in reduced 

control of the helicopter. EASA AD No. 

2013–0205 requires removing the 

flowmeter from each engine, modifying 

the fuel line system with a new fuel line 

part number (P/N) 704A34–416–029 for 

the left-hand (LH) engine and P/N 

704A34–416–030 for the right-hand 

(RH) engine, removing the flowmeter 

indicator, and disabling the flowmeter 

electrical connections. 

FAA’s Determination 

These helicopters have been approved 

by the aviation authority of France and 

are approved for operation in the United 

States. Pursuant to our bilateral 

agreement with France, EASA, its 

technical representative, has notified us 

of the unsafe condition described in its 

AD. We are proposing this AD because 

we evaluated all known relevant 

information and determined that an 

unsafe condition is likely to exist or 

develop on other helicopters of the same 

type design. 

Related Service Information 

Eurocopter has issued Alert Service 

Bulletin (ASB) No. AS355–28.00.20, 

Revision 0, dated June 6, 2013, for 

Model AS355 E, AS355 F, AS355 F1, 

and AS355 F2 helicopters, which 

describes procedures for removing and 

disabling the Fueltron flowmeter 

installation. The ASB corresponds to 

Eurocopter modification 355A085801. 


rmajette on DSK2TPTVN1PROD with PROPOSALS