56528 Federal Register / Vol. 77, No. 178 / Thursday, September 13, 2012 / Rules and Regulations 

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

44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Bombardier Model 

CL–600–2B16 (CL–601–3A, CL–601–3R, 

and CL–604 variants) airplanes 

modified by Atlantic Aero, Inc. 

1. Enhanced flight vision system 

(EFVS) imagery on the head-up display 

(HUD) must not degrade the safety of 

flight or interfere with the effective use 

of outside visual references for required 

pilot tasks during any phase of flight in 

which it is to be used. 

2. To avoid unacceptable interference 

with the safe and effective use of the 

pilot compartment view, the EFVS 

device must meet the following 

requirements: 

a. The EFVS design must minimize 

unacceptable display characteristics or 

artifacts (e.g., noise, ‘‘burlap’’ overlay, 

running water droplets) that obscure the 

desired image of the scene, impair the 

pilot’s ability to detect and identify 

visual references, mask flight hazards, 

distract the pilot, or otherwise degrade 

task performance or safety. 

b. Automatic control of EFVS display 

brightness must be sufficiently effective, 

in dynamically changing background 

(ambient) lighting conditions, to prevent 

full or partial blooming of the display 

that would distract the pilot, impair the 

pilot’s ability to detect and identify 

visual references, mask flight hazards, 

or otherwise degrade task performance 

or safety. If automatic control for image 

brightness is not provided, it must be 

shown that a single manual setting is 

satisfactory for the range of lighting 

conditions encountered during a timecritical, high-workload phase of flight 

(e.g., low visibility instrument 

approach). 

c. A readily accessible control must be 

provided that permits the pilot to 

immediately deactivate and reactivate 

display of the EFVS image on demand 

without removing the pilot’s hands from 

the primary flight controls (yoke or 

equivalent) or thrust control. 

d. The EFVS image on the HUD must 

not impair the pilot’s use of guidance 

information, or degrade the presentation 

and pilot awareness of essential flight 

information displayed on the HUD, such 

as alerts, airspeed, attitude, altitude and 

direction, approach guidance, 

windshear guidance, traffic alert and 

collision avoidance system (TCAS) 

resolution advisories, or unusual 

attitude recovery cues. 

e. The EFVS image and the HUD 

symbols, which are spatially referenced 

to the pitch scale, outside view and 

image, must be scaled and aligned (i.e., 

conformal) to the external scene. In 

addition, the EFVS image and the HUD 

symbols, when considered singly or in 

combination, must not be misleading, 

cause pilot confusion, or increase 

workload. Airplane attitudes or 

crosswind conditions may cause certain 

symbols (e.g., the zero-pitch line or 

flight path vector) to reach field-of-view 

limits such that they cannot be 

positioned conformably with the image 

and external scene. In such cases, these 

symbols may be displayed but with an 

altered appearance, which makes the 

pilot aware that they are no longer 

displayed conformably (for example, 

‘‘ghosting’’). 

f. A HUD system used to display 

EFVS images must, if previously 

certified, continue to meet all of the 

requirements of the original approval. 

3. The safety and performance of the 

pilot tasks associated with the use of the 

pilot compartment view must not be 

degraded by the display of the EFVS 

image. Pilot tasks that must not be 

degraded by the EFVS image include: 

a. Detection, accurate identification, 

and maneuvering, as necessary, to avoid 

traffic, terrain, obstacles, and other 

hazards of flight. 

b. Accurate identification and 

utilization of visual references required 

for every task relevant to the phase of 

flight. 

Use of EFVS for instrument approach 

operations must be in accordance with 

the provisions of § 91.175(l) and (m) and 

§ 121.651 where applicable. Appropriate 

limitations must be stated in the 

operating limitations section of the 

airplane flight manual to prohibit the 

use of the EFVS for functions that have 

not been found to be acceptable. 

Issued in Renton, Washington, on 

September 6, 2012. 

Ali Bahrami 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–22468 Filed 9–12–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0896; Directorate 

Identifier 2010–SW–070–AD; Amendment 

39–17173; AD 2012–17–10] 

RIN 2120–AA64 

Airworthiness Directives; Various 

Restricted Category Helicopters 

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 various 

restricted category Model HH–1K, TH– 

1F, TH–1L, UH–1A, UH–1B, UH–1E, 

UH–1F, UH–1H, UH–1L, and UH–1P 

helicopters with certain main rotor (M/ 

R) blade assemblies installed, to require 

inspecting the grip plates, doublers, and 

upper and lower surfaces of the M/R 

blades in the area between blade 

stations 24.5 and 40 for an edge void, 

corrosion, or a crack. This AD is 

prompted by several reports of fatigue 

cracks on M/R blades installed on Bell 

Helicopter Textron, Inc. (Bell) Model 

212 helicopters. These same partnumbered M/R blades may also be 

installed on certain FAA-approved 

modified restricted category helicopters. 

These actions are intended to detect an 

edge void, corrosion, or a crack on an 

M/R blade, which could lead to loss of 

the M/R blade and subsequent loss of 

control of the helicopter. 

DATES: This AD becomes effective 

September 28, 2012. 

We must receive comments on this 

AD by November 13, 2012. 

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 

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Federal Register / Vol. 77, No. 178 / Thursday, September 13, 2012 / Rules and Regulations 56529 

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

through Friday, except Federal holidays. 

The AD docket contains this AD, the 

economic evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

Office (telephone 800–647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

For service information identified in 

this AD, contact Bell Helicopter 

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

TX 76101; telephone (817) 280–3391; 

fax (817) 280–6466; or at http:// 

www.bellcustomer.com/files/. You may 

review a copy of 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: 

Michael Kohner, Aviation Safety 

Engineer, Rotorcraft Certification Office, 

Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, TX 76137; 

telephone (817) 222–5170; email 7-avsasw-170@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not provide you with notice and 

an opportunity to provide your 

comments prior to it becoming effective. 

However, we invite you to participate in 

this rulemaking by submitting written 

comments, data, or views. We also 

invite comments relating to the 

economic, environmental, energy, or 

federalism impacts that resulted from 

adopting this AD. The most helpful 

comments reference a specific portion of 

the AD, explain the reason for any 

recommended change, and include 

supporting data. To ensure the docket 

does not contain duplicate comments, 

commenters should send only one copy 

of written comments, or if comments are 

filed electronically, commenters should 

submit them only one time. We will file 

in the docket all comments that we 

receive, as well as a report summarizing 

each substantive public contact with 

FAA personnel concerning this 

rulemaking during the comment period. 

We will consider all the comments we 

receive and may conduct additional 

rulemaking based on those comments. 

Discussion 

This AD is prompted by several 

reports of fatigue cracks on M/R blades 

installed on Bell Model 212 helicopters. 

The cracks were found in the lower 

skin, doublers, and box beam at the M/ 

R blade attachment bolt hole, and 

through the lower grip plate at blade 

station (BS) 36. Because the fatigue 

cracks were discovered on M/R blades 

installed on the Bell Model 212 

helicopters, we issued AD No. 2010–03– 

03, Amendment 39–16186 (75 FR 5681, 

February 4, 2010) (AD 2010–03–03) for 

certain Bell Model 205B and 212 

helicopters. That AD required visually 

inspecting the M/R blades for an edge 

void, corrosion, or a crack. After issuing 

that AD, we received another report of 

a fatigue crack on a M/R blade installed 

on a Model 212 helicopter. Further 

analysis by the manufacturer revealed 

that the inspections required by AD 

2010–03–03 needed to be expanded and 

performed at an increased frequency, 

and on additional part-numbered M/R 

blades which can also be installed on 

other Bell model helicopters. We then 

issued AD No. 2011–23–02 (76 FR 

68301, November 4, 2011) (AD 2011– 

23–02), which superseded AD 2010–03– 

03. AD 2011–23–02 retained the 

requirements of the superseded AD, 

increased the frequency and scope of 

the inspections required by that AD, and 

expanded the applicability to include 

the Model 205A–1 and 210 helicopters, 

additional M/R blade part numbers, and 

all helicopter serial numbers for the 

affected models. 

Since the issuance of AD 2011–23–02, 

we have determined that the same partnumbered M/R blades can also be 

installed on certain FAA-approved 

modified restricted category helicopters. 

Therefore, we are mandating the 

inspection requirements for the 

applicable restricted category 

helicopters. The actions specified in this 

AD are intended to detect an edge void, 

corrosion, or a crack on an M/R blade, 

which could lead to loss of the M/R 

blade and subsequent loss of control of 

the helicopter. 

FAA’s Determination 

We are issuing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other helicopters of these 

same type designs. 

Related Service Information 

Bell has issued Alert Service Bulletin 

(ASB) No. 205B–08–51 dated January 

11, 2011 (ASB 205B–08–51) for Model 

205B helicopters, ASB No. 210–08–03 

dated January 10, 2011 (ASB 210–08– 

03) for the Model 210 helicopters, and 

ASB No. 212–08–130 dated January 11, 

2011 (ASB 212–08–130) for Model 212 

helicopters, all revision B. The ASBs 

describe procedures to detect an edge 

void, corrosion, or a crack in the upper 

and lower grip plates, doublers, and 

blade skins of the M/R blade between 

blade stations 24.5 and 85. 

AD Requirements 

This AD requires, within 25 hours 

time-in-service (TIS), and thereafter at 

intervals not to exceed 25 hours TIS, the 

following actions: 

• Washing the upper and lower M/R 

blade surfaces using a solution of 

cleaning compound and water; 

• Visually inspecting the upper and 

lower grip plates, doublers, and 

remaining surfaces of the M/R blade in 

an area from blade stations 24.5 to 40, 

including the entire width of the M/R 

blade 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 with an alcohol-soaked 

cloth for their entire length and chord 

width and, 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 M/R blade for an edge void, any 

corrosion, or any edge delamination, as 

indicated by a crack in the paint finish. 

• If there is an edge delamination or 

a crack in the paint finish, removing 

paint from areas in which an edge 

delamination along any bond line of a 

grip plate or doubler or a crack in the 

M/R blade paint finish is discovered to 

determine if an edge void or a crack 

exists in the M/R blade and, if there is 

not an edge void or a crack, refinishing 

the sanded area; 

• Applying a light coat of 

preservative oil to all surfaces of the M/ 

R blade; 

• Replacing any M/R blade that has 

an edge void or any corrosion with an 

airworthy M/R blade or repairing the 

M/R blade if the damage is within the 

maximum repair damage limits; 

• Replacing any M/R blade that has a 

crack in any grip plate or doubler with 

an airworthy M/R blade; and 

• Replacing any M/R blade that has a 

crack in the M/R blade skin with an 

airworthy M/R blade, or repairing the 

M/R blade if the damage is within the 

maximum repair damage limits. 

Differences Between This AD and the 

Service Information 

This AD applies to various restricted 

category Model HH–1K, TH–1F, TH–1L, 

UH–1A, UH–1B, UH–1E, UH–1F, UH– 

1H, UH–1L, and UH–1P helicopters; 

ASB 205B–08–51, ASB 210–08–03, and 

ASB 212–08–130 apply to Model 205B, 

210, and 212 helicopters, respectively. 

This AD also differs from the ASBs as 

follows: 

• We do not include the requirement 

to inspect for a dark line along any of 

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56530 Federal Register / Vol. 77, No. 178 / Thursday, September 13, 2012 / Rules and Regulations 

the bond lines after wiping with an 

alcohol-soaked cloth to detect an edge 

void or edge delamination as stated in 

the ASBs. The alcohol is only being 

used as a cleaning agent for the 

purposes of this AD. 

• This AD requires inspecting for an 

edge void, a crack, or any corrosion in 

an area from blade stations 24.5 to 40, 

including the entire width of the M/R 

blade chord, while the ASBs require 

inspecting from blade stations 24.5 to 

85. This AD includes the inspections of 

the bondlines for their entire length and 

chord width for an edge delamination or 

for a crack in the paint finish, while the 

ASB inspections do not. 

• 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.’’ 

Costs of Compliance 

We estimate that this AD will affect 

25 helicopters of U.S. Registry. 

We estimate that operators may incur 

the following costs in order to comply 

with this AD. Washing and visually 

inspecting each M/R blade requires one 

work hour at an average labor rate of 

$85 per hour, for a cost per helicopter 

of $85 and a total cost to the U.S. 

operator fleet of $2,125 per inspection 

cycle. If an edge void, corrosion, or a 

crack is found, replacing an M/R blade 

with an airworthy M/R blade requires 

approximately 24 work hours at an 

average labor rate of $85 per hour, and 

required parts cost $121,875, for a total 

cost for each M/R blade replacement of 

$123,915. 

FAA’s Justification and Determination 

of the Effective Date 

The short compliance time is required 

because the previously described 

critical unsafe condition can adversely 

affect the structural integrity and 

controllability of the helicopter. In 

addition, the various restricted category 

helicopters are high usage aircraft, and 

they could reach 100 hours TIS within 

60 days. Therefore, the actions 

described previously are required 

within 25 hours TIS, a short compliance 

time, and are to be repeated thereafter 

at intervals not to exceed 25 hours TIS, 

and this AD must be issued 

immediately. 

Since an unsafe condition exists that 

requires the immediate adoption of this 

AD, we determined that notice and 

opportunity for public comment before 

issuing this AD are impracticable and 

that good cause exists for making this 

amendment effective in less than 30 

days. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We 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, 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): 

2012–17–10 Various Restricted Category 

Helicopters: Amendment 39–17173; 

Docket No. FAA–2012–0896; Directorate 

Identifier 2010–SW–070–AD. 

(a) Applicability 

This AD applies to restricted category 

Model HH–1K, TH–1F, TH–1L, UH–1A, UH– 

1B, UH–1E, UH–1F, UH–1H, UH–1L, and 

UH–1P helicopters with a main rotor (M/R) 

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. 

(b) Unsafe Condition 

This AD defines the unsafe condition as an 

edge void, corrosion, or a crack on an M/R 

blade. This condition could lead to loss of 

the M/R blade and subsequent loss of control 

of the helicopter. 

(c) Effective Date 

This airworthiness directive (AD) becomes 

effective September 28, 2012. 

(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), 

and thereafter at intervals not to exceed 25 

hours TIS: 

(i) Wash the upper and lower surfaces of 

each affected M/R blade with a solution of 

cleaning compound (C–318) and water. Rinse 

thoroughly and wipe dry. 

(ii) Using a 3x power or higher magnifying 

glass and a bright light, on each affected M/ 

R blade, in an area from blade stations 24.5 

to 40, including the entire width of the M/ 

R blade chord, as depicted in Figure 1 to 

Paragraph (e) of this AD: 

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Federal Register / Vol. 77, No. 178 / Thursday, September 13, 2012 / Rules and Regulations 56531 

(A) Visually inspect the upper and lower 

grip plates and doublers of the M/R blade for 

an edge void, any corrosion, or a crack. 

(B) Visually inspect the remaining upper 

and lower surfaces of the M/R blade for an 

edge void, any corrosion, or a crack. 

Note 1 to paragraphs (e)(1)(ii) and 

(e)(1)(iv): The inspections required by 

paragraphs (e)(1)(ii) and (e)(1)(iv) of this AD 

do not require removal of the M/R blades 

from the M/R hub and can be accomplished 

while the M/R blades are installed on the 

helicopter. 

Note 2 to paragraph (e)(1)(ii): Crack 

indications on an actual M/R blade are 

shown in Figure 2 to Paragraph (e) of this 

AD. 


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56532 Federal Register / Vol. 77, No. 178 / Thursday, September 13, 2012 / Rules and Regulations 

(iii) 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 M/R 

blade with an alcohol-soaked cloth (C–385) 

for their entire length and chord width. Wipe 

dry with a clean cloth. 

(iv) 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 M/R blade for their entire 

length and chord width for an edge void, any 

corrosion, or any edge delamination, as 

indicated by a crack in the paint finish. An 

edge delamination is defined as a separation 

of the detail parts along an edge. 

Note 3 to paragraph (e)(1)(iv): A crack in 

the paint finish which follows the outline of 

a grip plate or doubler may indicate a 

possible edge void. 

(v) If there is any edge delamination along 

any bond line of a grip plate or doubler, or 

a crack in the paint finish, before further 

flight, 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 M/R blade with an airworthy M/ 

R blade or repair the M/R blade if the amount 

of parent material removed is within the 

maximum repair damage limits. If there is no 

edge void or crack, refinish the sanded area. 

Note 4 to paragraphs (e)(1)(v) and (e)(2): 

The maximum repair damage limits are 

contained in the applicable Component and 

Repair Overhaul Manual. 

(vi) If there is no edge void, corrosion, or 

crack, apply a light coat of preservative oil 

(C–125) to all surfaces of each affected M/R 

blade. 

(2) If an edge void, any corrosion, or a 

crack is discovered during any inspections in 

paragraph (e)(1) of this AD, before further 

flight, accomplish the following: 

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

depth and length using a .0015 inch feeler 

gauge. 

(ii) 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. 

(iii) Repair the M/R blade if the edge void 

is within the maximum repair damage limits 

or replace the M/R blade with an airworthy 

M/R blade. 


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Federal Register / Vol. 77, No. 178 / Thursday, September 13, 2012 / Rules and Regulations 56533 

(iv) If there is any corrosion, replace the M/ 

R blade with an airworthy M/R blade or 

repair the M/R blade if the damage is within 

the maximum repair damage limits. 

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

doubler, replace the M/R blade with an 

airworthy M/R blade. 

(vi) If there is a crack in the M/R blade 

skin, replace the M/R blade with an 

airworthy M/R blade, or repair the M/R blade 

if the damage is within the maximum repair 

damage limits. 

(f) Special Flight Permits 

Special flight permits will be permitted for 

flights to an authorized inspection and repair 

facility provided the one-time ferry flight 

does not exceed 5 hours TIS and is for the 

accomplishment of an inspection only. 

(g) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Rotorcraft Certification 

Office, FAA, may approve AMOCs for this 

AD. Send your proposal to: Michael Kohner, 

Aviation Safety Engineer, Rotorcraft 

Certification Office, Rotorcraft Directorate, 

FAA, 2601 Meacham Blvd., Fort Worth, TX 

76137; telephone (817) 222–5170; email 7- 

avs-asw-170@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. 

(h) Additional Information 

Bell Helicopter Alert Service Bulletin 

(ASB) No. 205B–08–51 Revision B, dated 

January 11, 2011, for Model 205B helicopters, 

ASB No. 210–08–03 Revision B, dated 

January 10, 2011 for the Model 210 

helicopters, and ASB No. 212–08–130 

Revision B, dated January 11, 2011, for 

Model 212 helicopters, 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, Inc., P.O. 

Box 482, Fort Worth, TX 76101; telephone 

(817) 280–3391; fax (817) 280–6466; or at 

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

review a copy of this service information at 

the FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas 76137. 

(i) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6210: Main Rotor Blades. 

Issued in Fort Worth, Texas, on August 21, 

2012. 

Lance T. Gant, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–22564 Filed 9–12–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF THE TREASURY 

Internal Revenue Service 

26 CFR Parts 1 and 602 

[TD 9599] 

RIN 1545–BJ71 

Property Traded on an Established 

Market 

AGENCY: Internal Revenue Service (IRS), 

Treasury. 

ACTION: Final regulations. 

SUMMARY: This document contains final 

regulations that apply to determine 

when property is traded on an 

established market (that is, publicly 

traded) for purposes of determining the 

issue price of a debt instrument. The 

regulations amend the current 

regulations to clarify the circumstances 

that cause property to be publicly 

traded. The regulations also amend the 

current regulations for reopenings of 

debt instruments, potentially abusive 

situations, and the definition of 

qualified stated interest. The regulations 

provide guidance to issuers and holders 

of debt instruments. 

DATES: Effective Date: These regulations 

are effective on September 13, 2012. 

Applicability Dates: For the 

applicability dates, see §§ 1.1273– 

1(c)(6)(ii), 1.1273–2(f)(10), 1.1274– 

3(b)(4)(ii), and 1.1275–2(k)(5). 

FOR FURTHER INFORMATION CONTACT: 

William E. Blanchard at (202) 622–3950 

(not a toll-free number). 

SUPPLEMENTARY INFORMATION: 

Paperwork Reduction Act 

The collection of information 

contained in these regulations relating 

to the furnishing of information under 

§ 1.1273–2 to determine the issue price 

of a debt instrument was previously 

reviewed and approved by the Office of 

Management and Budget in accordance 

with the Paperwork Reduction Act of 

1995 (44 U.S.C. 3507) under control 

number 1545–1353. The collection of 

information in these final regulations is 

in § 1.1273–2(f)(9) and is an increase in 

the total annual burden in the current 

regulations under § 1.1273–2. Under 

§ 1.1273–2(f)(9), the issuer of a debt 

instrument is required to make the fair 

market value of property (which can be 

stated as the issue price of the debt 

instrument) available to holders in a 

commercially reasonable fashion within 

90 days of the date that the debt 

instruments are issued, including by 

electronic publication. The issuer’s 

determinations are binding on all 

holders of the debt instrument unless 

the holder explicitly discloses that its 

determinations are different from the 

issuer’s determinations on a timely filed 

Federal income tax return for the 

taxable year that includes the 

acquisition date of the debt instrument. 

The disclosure must include how the 

holder determined the value or issue 

price that it is using. This information 

is required by the IRS to ensure 

consistent treatment between the issuer 

and the holders or to alert the IRS when 

inconsistent positions are being taken 

by the issuer and one or more holders. 

This information will be used for audit 

and examination purposes. The likely 

respondents are businesses or other forprofit institutions. 

Estimated total annual reporting 

burden is 10,000 hours. 

Estimated average annual burden per 

respondent is .5 hours. 

Estimated average burden per 

response is 5 minutes. 

Estimated number of respondents is 

20,000. 

Estimated total frequency of responses 

is 20,000. 

An agency may not conduct or 

sponsor, and a person is not required to 

respond to, a collection of information 

unless it displays a valid control 

number assigned by the Office of 

Management and Budget. 

Books or records relating to a 

collection of information must be 

retained as long as their contents may 

become material in the administration 

of any internal revenue law. Generally, 

tax returns and return information are 

confidential, as required by 26 U.S.C. 

6103. 

Background 

The issue price of a debt instrument 

is determined under section 1273(b) of 

the Internal Revenue Code (Code) or, in 

the case of certain debt instruments 

issued for property, under section 1274. 

Section 1273(b)(3) generally provides 

that in the case of a debt instrument 

issued for property and part of an issue 

some or all of which is traded on an 

established securities market (often 

referred to as ‘‘publicly traded’’), the 

issue price of the debt instrument is the 

fair market value of the debt instrument. 

Similarly, if a debt instrument is issued 

for stock or securities (or other property) 

that are publicly traded, the issue price 

of the debt instrument is the fair market 

value of the stock, securities, or other 

property. If a debt instrument issued for 

property is not publicly traded or is not 

issued for property that is publicly 

traded, the issue price of the debt 

instrument is usually determined under 

section 1274, which generally results in 

an issue price equal to the stated 

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