23638 Federal Register / Vol. 77, No. 77 / Friday, April 20, 2012 / Proposed Rules 

required by this AD. The average labor 

rate is $85 per work-hour. Required 

parts would cost about $45,723 per 

engine. Based on these figures, we 

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

operators to be $20,506,188. 

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 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) 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, 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. 

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 (AD): 

Pratt & Whitney Division: Docket No. FAA– 

2012–0228; Directorate Identifier 2012– 

NE–09–AD. 

(a) Comments Due Date 

We must receive comments by June 19, 

2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to the following Pratt & 

Whitney Division turbofan engines: 

(1) PW4000–94′′ engine models PW4050, 

PW4052, PW4056, PW4152, PW4156, 

PW4650, PW4060, PW4060A, PW4060C, 

PW4062, PW4062A, PW4156A, PW4158, 

PW4160, PW4460, and PW4462, including 

models with any dash-number suffix, with a 

1st stage high-pressure turbine (HPT) seal 

support part number (P/N) 55K601 or P/N 

50K532, installed. 

(2) PW4000–100′′ engine models PW4164, 

PW4164C, PW4164C/B, PW4168, and 

PW4168A with a 1st stage HPT seal support 

P/N 55K601 or P/N 50K532, installed. 

(d) Unsafe Condition 

This AD was prompted by 58 reports of 

cracked 1st stage HPT air seal rings, 

including 15 in-flight engine shutdowns. We 

are issuing this AD to prevent failure of the 

1st stage HPT air seal ring, which could lead 

to an internal oil fire, uncontained engine 

failure, and damage to the airplane. 

(e) Compliance 

Comply with this AD the next time that the 

engine is separated at the M-flange and the 

HPT module is removed from the engine. 

(1) Remove the 1st stage HPT seal support, 

P/N 55K601 or P/N 50K532, from service and 

replace it with a 1st stage HPT seal support, 

P/N 50K153. 

(2) Remove the 1st stage HPT air seal ring 

from the engine and fluorescent-penetrantinspect, or eddy current-inspect, it for cracks. 

If found cracked, remove the 1st stage HPT 

air seal ring from service. 

(f) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

may approve AMOCs for this AD. Use the 

procedures found in 14 CFR 39.19 to make 

your request. 

(g) Related Information 

(1) For more information about this AD, 

contact James Gray, Aerospace Engineer, 

Engine & Propeller Directorate, FAA, 12 New 

England Executive Park, Burlington, MA 

01803; phone: 781–238–7742; fax: 781–238– 

7199; email: james.e.gray@faa.gov. 

(2) Pratt & Whitney Service Bulletin (SB) 

No. PW4ENG 72–721, Revision 2, dated 

November 30, 2011, and SB No. PW4G–100– 

72–166, Revision 2, dated December 2, 2011, 

pertain to the subject of this AD. 

(3) For service information identified in 

this AD, contact Pratt & Whitney, 400 Main 

St., East Hartford, CT 06108; phone: 860– 

565–8770; fax: 860–565–4503. 

(4) You may review copies of the service 

information at the FAA, New England 

Region, 12 New England Executive Park, 

Burlington, MA. For information on the 

availability of this material at the FAA, call 

781–238–7125. 

Issued in Burlington, Massachusetts, on 

April 16, 2012. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–9545 Filed 4–19–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0415; Directorate 

Identifier 2008–SW–065–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron, Incorporated 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede an 

existing airworthiness directive (AD) for 

Bell Helicopter Textron, Inc. (BHTI) 

Model 204B, 205A, 205A–1, 205B, and 

212 helicopters. The existing AD 

currently requires conducting various 

inspections associated with the main 

rotor grip (grip). If a crack is found, that 

AD requires replacing the grip before 

further flight. If delamination of the 

buffer pad on the grip tang inner surface 

is found, that AD requires inspecting the 

grip surface for corrosion or other 

damage and repairing or replacing the 

grip if corrosion or other damage is 

found. That AD also requires 

determining and recording the hours 

time-in-service (TIS) and the engine 

start/stop cycles for each grip on a 

component history card or equivalent 

record. Additionally, that AD requires 

you to report certain inspection results 

to the FAA. Since we issued that AD, 

additional cracks in grips have been 

found. Analysis of these events has 

shown that a retirement life is needed 

for certain grips, and the AD 


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applicability needs to be expanded to 

include additional grips similar in 

design, as well as to include the Model 

210 helicopter, which was issued an 

FAA type certificate after the existing 

AD was issued. The proposed actions 

are intended to prevent failure of a grip, 

separation of a main rotor blade, and 

subsequent loss of control of the 

helicopter. 

DATES: We must receive comments on 

this proposed AD by June 19, 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 

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

through Friday, except Federal holidays. 

The AD docket contains this proposed 

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 BHTI, 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 copies of 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, 

2601 Meacham Blvd., Fort Worth, Texas 

76137, telephone (817) 222–5170, fax 

(817) 222–5783, email 

mike.kohner@faa.gov or 7-avs-asw170@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 December 31, 2002, we issued AD 

2003–01–04, Amendment 39–13015 (68 

FR 1955, January 15, 2003), for the BHTI 

Model 204B, 205A, 205A–1, 205B, and 

212 helicopters. That AD requires the 

following actions: 

• Within 10 hours TIS, determining 

and recording the hours TIS and the 

engine start/stop cycles for each grip on 

a component history card or equivalent 

record. On the single-engine model 

helicopters, one ‘‘engine start/stop 

cycle’’ occurs when the engine is 

started. On the Model 212 helicopter, 

one ‘‘engine start/stop cycle’’ occurs 

when either one or both engines are 

started. The intent is to add one ‘‘engine 

start/stop cycle’’ each time helicopter 

power starts the main rotor system 

turning. 

• Within 10 hours TIS and thereafter 

at intervals not to exceed 25 hours TIS, 

visually inspecting the exposed surfaces 

of the upper and lower tangs of each 

grip for a crack, using a 10-power or 

higher magnifying glass. 

• At specified intervals, depending 

on the hours TIS or the engine start/stop 

cycles, whichever occurs first, 

conducting initial and repetitive 

ultrasonic (UT) inspections of each grip 

in accordance with the Nondestructive 

Inspection Procedure, Log No. 00–340, 

Revision E, dated April 9, 2002. 

• At intervals not to exceed 1,200 

hours TIS or 24 months, whichever 

occurs first, inspecting each buffer pad 

on the tang inner surfaces for 

delamination and removing the buffer 

pad and inspecting the grip surface for 

corrosion and other damage if 

delamination is found. 

• Within 2,400 hours TIS or at the 

next overhaul of the main rotor hub, 

whichever occurs first, and thereafter at 

intervals not to exceed 2,400 hours TIS, 

inspecting the surface of each affected 

grip for corrosion or other damage and 

conducting a fluorescent-penetrant 

inspection (FPI) of the grip for a crack. 

• Before further flight, replacing any 

grip that has a crack, corrosion, or other 

damage with an airworthy grip, or 

repairing a grip with corrosion or other 

damage if the corrosion or other damage 

is within certain limits. 

• Reporting certain inspection results 

and information to the FAA in 

accordance with Appendix 1 of the AD. 

AD 2003–01–04 was prompted by 

three in-flight grip failures and two 

cracked grips discovered during a 1,200- 

hour TIS inspection and on a scheduled 

2,400-hour TIS overhaul, which brought 

the total to 13 grips that had cracked in 

the lower tang. No anomalies or damage 

to the blade, blade bolt bore, or buffer 

pad tang surface were found in the two 

cracked grips found during the 

inspection and overhaul. Cracking on all 

of the grips has been attributed to 

mechanical damage from improper 

blade bolt bushing installation, 

improper rework of the buffer pad tang 

surface, or subsurface fatigue damage. 

All of the fatigue cracks occurred on 

grip part numbers (P/N) 204–011–121– 

009 and –121, installed on BHTI Model 

212 helicopters. Grip P/Ns 204–011– 

121–005, –113, and –117, installed on 

BHTI Model 204B, 205A, 205A–1, and 

205B helicopters, were also included 

because the grips are very similar in 

design and are subjected to the same 

forces and loads as the grips installed on 

BHTI Model 212 helicopters. We issued 

that AD to prevent failure of a grip, 

separation of a main rotor blade, and 

subsequent loss of control of the 

helicopter. 

Actions Since Existing AD Was Issued 

Since issuing the existing AD, small 

cracks in three grips, initiating in the 

blade bolt bore, have been detected 

during UT inspections. Additionally, 

one crack in another grip was 

discovered visually, another crack was 

found after an in-flight vibration 

developed, and one grip fractured 

during flight. This brings the total to 19 

grips that have cracked in the lower 

tang. Based on these additional 

discoveries of cracked grips and 

subsequent analyses performed by the 

manufacturer, we have determined the 

following: 


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23640 Federal Register / Vol. 77, No. 77 / Friday, April 20, 2012 / Proposed Rules 

• The applicability of the AD needs to 

be expanded to include replacement 

grip P/N ASI–4011–121–9, produced 

under a part manufacturing approval 

(PMA) issued by the FAA, because the 

design approval for this grip was based 

on its design being identical to the 

original BHTI-manufactured grip, P/N 

204–011–121–009; 

• The applicability of the AD needs to 

be expanded to include any Model 

204B, 205A, 205A–1, and 212 

helicopters with grip P/N 204–011–121– 

009, –121, or ASI–4011–121–9 installed; 

• The applicability of the AD needs to 

be expanded to include the Model 210 

helicopter, which has a grip P/N 204– 

011–121–009 and –121, installed. This 

model was not included in AD 2003– 

01–04 because the FAA issued the BHTI 

Model 210 type certificate after AD 

2003–01–04 was issued; 

• A retirement life is needed for grip 

P/Ns 204–011–121–009, 204–011–121– 

121, and ASI–4011–121–9. These grips, 

installed on Model 205B, 210, and 212 

helicopters, are currently unlimited in 

service life and are only required to be 

replaced when damaged or corroded 

beyond repair. Early failures of these 

grips, which have not been attributed to 

mechanical damage, have indicated a 

need to establish retirement lives to 

avoid possible cracking in the future; 

• The procedure for calculating the 

total hours TIS for any grip where the 

hours TIS cannot be determined from 

the helicopter records should be 

modified to more accurately account for 

the actual usage of the fleet and clarify 

the intent of the AD; and 

• The reporting of inspection findings 

to the FAA is no longer needed. 

FAA’s Determination 

We are proposing 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 

We reviewed the following BHTI 

service information: 

• Operations Safety Notices 204–85– 

6, 205–85–9, and 212–85–13, all dated 

November 14, 1985, which describe a 

grip with a crack in the lower tang that 

was returned by an operator; 

• Alert Service Bulletin (ASB) No. 

212–94–92, Revision A, dated March 13, 

1995, which describes procedures for 

inspection and overhaul requirements of 

certain grips; 

• ASB No. 204–02–58, dated 

November 26, 2002; ASB No. 205–02– 

88, dated November 26, 2002; and ASB 

No. 210–08–02, dated September 10, 

2008. These ASBs specify a UT 

inspection of certain grips; 

• ASB No. 205B–02–39, Revision B, 

dated November 22, 2002 and ASB No. 

212–02–116, Revision A, dated October 

30, 2002, which specify a UT inspection 

of certain grips and include the 

Nondestructive Inspection Procedure, 

Log No. 00–340, Revision E, dated April 

9, 2002; and 

• Information Letter 204–08–23, 205– 

08–38, 205B–08–21, and 212–08–62, 

Revision A, dated July 23, 2008 (one 

letter issued with 4 identification 

numbers), which describes a new, 

improved replacement grip, P/N 204– 

011–121–125, that would not require 

the repetitive UT inspections and would 

have a retirement life of 25,000 hours 

TIS or a 500,000 Retirement Index 

Number (RIN), whichever comes first. 

Proposed AD Requirements 

This proposed AD would retain 

certain requirements of AD 2003–01–04, 

and would require additional actions. 

The proposed requirements are as 

follows: 

• Within 10 hours TIS, determining 

and recording the hours TIS and the 

engine start/stop cycles for each grip on 

a component history card or equivalent 

record. For each month that the hours 

TIS cannot be determined, this 

proposed AD would assume 50 hours 

TIS. 

• Within 10 hours TIS and thereafter 

at intervals not to exceed 25 hours TIS, 

visually inspecting the exposed surfaces 

of the upper and lower tangs of each 

grip for a crack, using a 10-power or 

higher magnifying glass. 

• At specified intervals, depending 

on the hours TIS or the engine start/stop 

cycles, whichever occurs first, 

conducting initial and repetitive UT 

inspections of each grip, in accordance 

with the Nondestructive Inspection 

Procedure, Log No. 00–340, Revision E, 

dated April 9, 2002. 

• At intervals not to exceed 1,200 

hours TIS or 24 months, whichever 

occurs first, inspecting each buffer pad 

on the tang inner surfaces for 

delamination, and removing the buffer 

pad and inspecting the grip surface for 

corrosion and other damage if 

delamination is found. 

• Within 2,400 hours TIS or at the 

next overhaul of the main rotor hub, 

whichever occurs first, and thereafter at 

intervals not to exceed 2,400 hours TIS, 

inspecting the surface of each affected 

grip for corrosion or other damage and 

conducting an FPI of the grip for a 

crack. 

• Before further flight, replacing any 

grip that has a crack, corrosion, or other 

damage with an airworthy grip, or 

repairing a grip with corrosion or other 

damage if the corrosion or other damage 

is within certain limits. 

• Before further flight, removing any 

grip, P/N 204–011–121–009 or ASI– 

4011–121–9, that has 15,000 or more 

hours TIS; 

• Before further flight, removing any 

grip, P/N 204–011–121–121, that has 

25,000 or more hours TIS; 

• Revising the Airworthiness 

Limitations sections of the applicable 

maintenance manuals or the 

Instructions for Continued 

Airworthiness by establishing a new 

retirement life of 15,000 hours TIS for 

grip, P/N 204–011–121–009 or ASI– 

4011–121–9, and 25,000 hours TIS for 

grip, P/N 204–011–121–121; and 

• Recording the applicable hours TIS 

life limits for grips, P/N 204–011–121– 

009, ASI–4011–121–9, and 204–011– 

121 on the applicable component 

history card or equivalent record. 

Differences Between the Proposed AD 

and the Service Information 

This proposed AD requires life limits 

for grips, P/N 204–011–121–009, 204– 

011–121–121, and ASI–4011–121–9. 

The manufacturer’s service bulletins do 

not specify a service life for these grips. 

Also, this proposed AD applies to grip 

P/N ASI–4011–121–9, which is 

produced under a parts manufacturing 

approval, and the manufacturer’s 

service bulletins do not address this 

particular grip. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 700 helicopters of U.S. 

registry, and it would take 

approximately 7 work hours to create 

and maintain the records, 6.25 work 

hours to conduct the inspections, and 

20 work hours to replace a set of grips 

at an average labor rate of $85 per work 

hour. Required parts would cost 

approximately $56,385 for a 

replacement set of grips. Based on these 

figures, we estimate the total cost 

impact of the proposed AD on U.S. 

operators to be $6,596,875 for the entire 

fleet, assuming the grip set (2 grips) 

must be replaced on 100 helicopters. 

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: 


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General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

helicopters identified in this rulemaking 

action. 

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 Amendment 39–13015 (68 FR 

1955, January 15, 2003), and adding the 

following new airworthiness directive 

(AD): 

Bell Helicopter Textron, Inc. (BHTI): Docket 

No. FAA–2012–0415; Directorate 

Identifier 2008–SW–065–AD. 

(a) Applicability 

This AD applies to the following model 

helicopters with the listed part-numbered 

main rotor grips installed, certificated in any 

category: 

TABLE 1—HELICOPTER MODEL AND MAIN ROTOR GRIP (GRIP) PART NUMBERS AFFECTED

Model With the following grip part number (P/N) 

204B ............................................................................ 204–011–121–005 if the grip was ever installed on a Model 205B helicopter. 

204B, 205A, and 205A–1 ........................................... 204–011–121–009, –117, –121 or ASI–4011–121–9. 

205A and 205A–1 ....................................................... 204–011–121–005 or –113 if the grip was ever installed on a Model 205B helicopter. 

205B ............................................................................ 204–011–121–005, –009, –113, –117, or –121. 

210 .............................................................................. 204–011–121–009 or –121. 

212 .............................................................................. 204–011–121–009, –121, or ASI–4011–121–9. 

(b) Unsafe Condition 

This AD defines the unsafe condition as a 

crack in the main rotor grip (grip), which 

could result in failure of a grip, separation of 

a main rotor blade, and subsequent loss of 

control of the helicopter. 

(c) Other Affected ADs 

This AD supersedes AD 2003–01–04, 

Amendment 39–13015 (68 FR 1955, January 

15, 2003). 

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

create a component history card or 

equivalent record and determine and record 

the total hours TIS for each grip. If the total 

hours TIS cannot be determined from the 

helicopter records, assume and record 50 

hours TIS for each month for which the 

hours cannot be determined. Continue to 

count and record the hours TIS and begin to 

count and record the number of times the 

helicopter engine(s) are started (engine start/ 

stop cycles). 

(2) Within 10 hours TIS, and thereafter at 

intervals not to exceed 25 hours TIS, without 

removing the main rotor blades: 

(i) Clean the exposed surfaces of the upper 

and lower tangs of each grip with denatured 

alcohol, and wipe dry. 

(ii) Using a 10-power or higher magnifying 

glass, visually inspect the exposed surfaces of 

the upper and lower tangs of each grip for a 

crack. Pay particular attention to the lower 

surface of each lower grip tang from the main 

rotor blade bolt-bushing flange to the leading 

and trailing edge of each grip tang. See Figure 

1 of this AD. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
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TABLE 2—ULTRASONIC INSPECTION INTERVALS

UT inspect grip, P/N: 

Within 30 days, or 

the following 

hours TIS for the 

grip, whichever 

occurs later: 

Thereafter, at intervals not to exceed 

the following hours TIS or engine 

start/stop cycles, whichever occurs 

first: 

Hours TIS Engine start/stop 

cycles 

204–011–121–009 or ASI–4011–121–9 .................................................................... 4,000 400 1,600 

204–011–121–121 ..................................................................................................... 500 150 600

204–011–121–005 or –113, if the grip was EVER installed on a Model 205B helicopter ..................................................................................................................... 4,000 400 1,600 

204–011–121–117, if the grip was NEVER installed on a Model 205B helicopter .. 4,000 150 600 

204–011–121–117, if the grip was EVER installed on a Model 205B helicopter ..... 500 150 600 

The UT inspection of the grip must be 

performed by a Non-Destructive Testing 

(NDT) UT Level I Special, Level II, or Level 

III inspector who is qualified under the 

guidelines established by MIL–STD–410E, 

ATA Specification 105, AIA–NAS–410, or an 

FAA-accepted equivalent for qualification 

standards of NDT Inspection/Evaluation 

Personnel. 


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Note 1: You can find the Nondestructive 

Inspection Procedure attached to BHTI Alert 

Service Bulletin (ASB) No. 205B–02–39, 

Revision B, dated November 22, 2002, or 

BHTI ASB No. 212 02–116, Revision A, dated 

October 30, 2002. 

(4) At intervals not to exceed 1,200 hours 

TIS or 24 months, whichever occurs first: 

(i) Remove each main rotor blade, and 

(ii) Inspect each grip buffer pad on the 

inner surfaces of each grip tang for 

delamination (see Figure 1 of this AD). If 

there is any delamination, remove the buffer 

pad and inspect the grip surface for corrosion 

or other damage. 

Note 2: This inspection interval coincides 

with the main rotor tension-torsion strap 

replacement times. 

(5) Within 2,400 hours TIS, or at the next 

overhaul of the main rotor hub, whichever 

occurs first, and thereafter at intervals not to 

exceed 2,400 hours TIS: 

(i) Remove each main rotor blade. 

(ii) Remove each grip buffer pad (if 

installed) from the inner surfaces of each grip 

tang. 

(iii) Visually inspect the grip tang surfaces 

for corrosion or other damage. 

(iv) Fluorescent-penetrant inspect (FPI) the 

grip for a crack, paying particular attention 

to the upper and lower grip tangs. When 

inspecting any grip, P/N 204–011–121–005, 

–009, –113, or ASI–4011–121–9, pay 

particular attention to the leading and 

trailing edges of the grip barrel. 

Note 3: FPI procedures are contained in 

BHTI Standard Practices Manual, BHT–ALL– 

SPM. 

(6) Before further flight: 

(i) Replace any cracked grip with an 

airworthy grip. 

(ii) Replace any grip with any corrosion or 

other damage with an airworthy grip, or 

repair the grip if the corrosion or other 

damage is within the maximum repair 

damage limitations found in the applicable 

Component and Repair Overhaul Manual. 

(iii) Replace any grip, P/N 204–011–121– 

009 or ASI–4011–121–9, which has been in 

service for 15,000 or more hours TIS. 

(iv) Replace any grip, P/N 204–011–121– 

121, which has been in service for 25,000 or 

more hours TIS. 

(7) Revise the Airworthiness Limitations 

sections of the applicable maintenance 

manuals or the Instructions for Continued 

Airworthiness (ICAs) by establishing a new 

retirement life of 15,000 hours TIS for grip 

P/N 204–011–121–009 or ASI–4011–121–9, 

and 25,000 hours TIS for grip P/N 204–011– 

121–121, by making pen and ink changes or 

inserting a copy of this AD into the 

applicable maintenance manual or ICAs. 

(8) Record a 15,000 hours TIS life limit for 

each grip P/N 204–011–121–009 or ASI– 

4011–121–9, and a 25,000 hours TIS life limit 

for each grip P/N 204–011–121–121, on the 

applicable component history card or 

equivalent record. 

(f) 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, 2601 Meacham Blvd., 

Fort Worth, Texas 76137, telephone (817) 

222–5170, fax (817) 222–5783, email 

mike.kohner@faa.gov or 7-avs-asw170@faa.gov. 

(2) For operations conducted under a Part 

119 operating certificate or under Part 91, 

Subpart K, we suggest that you notify your 

principal inspector, or lacking a principal 

inspector, the manager of the local flight 

standards district office or certificate holding 

district office before operating any aircraft 

complying with this AD through an AMOC. 

(g) Additional Information 

(1) BHTI ASB No. 212–94–92, Revision A, 

dated March 13, 1995; BHTI ASB No. 212– 

02–116, Revision A, dated October 30, 2002; 

BHTI 205B–02–39, Revision B, dated 

November 22, 2002; BHTI ASB No. 204–02– 

58 and ASB No. 205–02–88, both dated 

November 26, 2002; BHTI ASB No. 210–08– 

02, dated September 10, 2008; BHTI 

Operations Safety Notice 204–85–6, 205–85– 

9, and 212–85–13, all dated November 14, 

1985; and BHTI Information Letter, 204–08– 

23, 205–08–38, 205B–08–21, and 212–08–62, 

Revision A, dated July 23, 2008; none of 

which are incorporated by reference, contain 

additional information about the subject of 

this AD. 

(2) For service information identified in 

this AD, contact BHTI, 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 copies of this information at the FAA, 

Office of the Regional Counsel, Southwest 

Region, 2601 Meacham Blvd., Room 663, Fort 

Worth, Texas 76137. 

(h) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6220: Main Rotor Head. 

Issued in Fort Worth, Texas, on April 11, 

2012. 

Lance T. Gant, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–9569 Filed 4–19–12; 8:45 am] 

BILLING CODE 4910–13–P 

POSTAL SERVICE 

39 CFR Part 111 

Advance Notice of Implementation of 

Full-Service Intelligent Mail Required 

for Automation Prices 

AGENCY: Postal Service. 

ACTION: Advance notice of proposed 

rulemaking; request for comments. 

SUMMARY: The Postal Service is planning 

to move to the Full-Service Intelligent 

Mail® option to access automation 

prices for letters, postcards and flats, 

effective January 2014. The ‘‘FullService’’ Intelligent Mail program 

requires use of unique Intelligent Mail 

barcodes (IMbTM) applied to letter, 

postcard and flat mailpieces, trays, 

sacks, and containers, such as pallets, 

and submission of electronic mailing 

documentation. This plan includes the 

transition to the use of eDocumentation, 

along with additional information to 

support the By/For relationships, and 

replacement of the 10/24 transition tray 

label with the full use of the 24-digit 

tray label Intelligent Mail barcode 

format. 

This Federal Register document 

provides advance information to help 

mailers prepare and plan for the 

transition to Full-Service and asks for 

information about the possible 

challenges mailers perceive to moving 

to Full-Service, the operational changes 

they will have to make, the costs and 

benefits of those changes, and steps the 

Postal Service could take to assist 

mailers in moving to Full-Service. The 

USPSTM looks forward to mailer 

feedback on all aspects of this plan. In 

addition, the USPS strongly encourages 

current Full-Service users to provide 

feedback about the benefits and valueadded they have experienced by 

converting to Full-Service. 

DATES: Comments on this advance 

notice of proposed rulemaking are due 

June 4, 2012. 

ADDRESSES: Mail or deliver written 

comments to the Manager, Product 

Classification, U.S. Postal Service, 475 

L’Enfant Plaza SW., Room 4446, 

Washington, DC 20260–5015. 

Comments and questions can also be 

emailed to mailingstandards@usps.gov 

using the subject line ‘‘Full-Service 

January 2014.’’ 

FOR FURTHER INFORMATION CONTACT: 

Ana Cikowski; email: 

ana.cikowski@usps.gov; phone: 202– 

268–8079. 

Himesh Patel; email: 

himesh.a.patel@usps.gov; phone: 

703–280–7498. 

William Chatfield; email: 

william.a.chatfield@usps.gov; phone: 

202–268–7278. 

SUPPLEMENTARY INFORMATION: 

Background 

In January 2009, USPS offered the 

mailing industry two Intelligent Mail 

barcode (IMbTM) options for automation 

discounts. The options included the 

‘‘Full-Service’’ option, requiring unique 

IMbs, and the ‘‘basic’’ IMb option, 

which does not require unique 

barcodes. Currently, a large number of 

mailers are using the Full-Service and 

basic IMb options and enjoy the 

additional benefits and value of using 

these options. 

As part of the transformation of data 

visibility and continued evolution of 


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