This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents. Prices of

new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

4759 

Vol. 78, No. 15 

Wednesday, January 23, 2013 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1188; Directorate 

Identifier 2008–SW–46–AD; Amendment 39– 

17171; AD 2012–17–08] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron, Inc. (Bell) 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding four 

airworthiness directives related to the 

main rotor yoke (yoke) on the Bell 

Model 204B, 205A, 205A–1, 205B, and 

212 helicopters, to retain certain 

inspections and certain life limits, to 

require an increased inspection 

frequency for certain yokes, and to 

expand these inspections and retirement 

lives to other yokes. This airworthiness 

directive is prompted by past reports of 

cracks in the yoke, another recent report 

of a cracked yoke, and the decision that 

other yokes, approved based on 

identicality, need to be subject to the 

same inspection requirements and 

retirement lives. The actions are 

intended to detect a crack in a yoke to 

prevent failure of the yoke, and 

subsequent loss of control of the 

helicopter. 

DATES: This AD is effective February 27, 

2013. 

ADDRESSES: 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations Office between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, any 

incorporated-by-reference service 

information, the economic evaluation, 

any comments received, and other 

information. The street address for the 

Docket Operations Office (phone: 800– 

647–5527) is U.S. Department of 

Transportation, Docket Operations 

Office, M–30, West Building Ground 

Floor, Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

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: 

Discussion 

On November 2, 2011, at 76 FR 67628, 

the Federal Register published our 

notice of proposed rulemaking (NPRM), 

which proposed to amend 14 CFR part 

39 to include an AD that would apply 

to Bell Model 204B, 205A, 205A–1, 

205B, and 212 helicopters, with a yoke, 

part number (P/N) AAI–4011–102 (all 

dash numbers), ASI–4011–102 (all dash 

numbers), or 204–011–102 (all dash 

numbers), installed, certificated in any 

category. That NPRM proposed to 

supersede four previously-issued ADs 

for the Bell Model 204, 205, and 212 

series helicopters: AD 79–20–05, 

Amendments 39–3572 (44 FR 55556, 

September 27, 1979), 39–3626 (44 FR 

70123, December 6, 1979), and 39–3662 

(45 FR 6922, January 31, 1980); AD 81– 

19–01, Amendment 39–4207 (46 FR 

45595, September 14, 1981); AD 81–19– 

02, Amendment 39–4208 (46 FR 45595, 

September 14, 1981); and AD 93–05–01, 

Amendment 39–8507 (58 FR 13700, 

March 15, 1993). Those ADs required 

inspecting certain yokes installed on 

these helicopters, established retirement 

life limits for these yokes, and required 

operators to log additional hours against 

the retirement life of the yokes for 

Model 212 helicopters conducting more 

than four external load lifts per hour. 

Since the issuance of those ADs, 

certain yokes manufactured under a 

parts manufacturer approval (PMA) 

were identified as being susceptible to 

the same cracking as the Bell 

manufactured yokes. The NPRM 

proposed retaining the requirements of 

the existing ADs while expanding the 

applicability to include yokes produced 

under a PMA whose design approval 

was based on identicality with the 

affected Bell yoke. The NPRM also 

proposed giving operators credit for the 

accumulated operating time on certain 

yokes covered by the superseded ADs. 

The proposed requirements of this AD 

were intended to prevent cracking of a 

yoke, failure of the yoke, and 

subsequent loss of control of the 

helicopter. 

Comments 

We gave the public the opportunity to 

participate in developing this AD, but 

we did not receive any comments on the 

NPRM (76 FR 67628, November 2, 

2011). 

Related Service Information 

Bell issued Alert Service Bulletins 

(ASBs) Nos. 204–92–36, 205–92–51, and 

212–92–80, all dated October 23, 1992. 

These ASBs specify replacing yoke P/N 

204–011–102 (all dash numbers) by 

December 31, 1993, with yoke P/N 212– 

011–102–105 or –109, depending on the 

helicopter configuration. The 

replacement yokes are made from 

stainless steel and have improved 

design characteristics that address the 

corrosion problems and are not subject 

to any heavy lift cycle counting required 

for previous yokes installed on the 

Model 205B and 212 helicopters. 

FAA’s Determination 

We have reviewed the relevant 

information and determined that an 

unsafe condition is likely to exist or 

develop on other products of these same 

type designs and that air safety and the 

public interest require adopting the AD 

requirements as proposed except for 

minor editorial changes and a change to 

correct one instance of the word 

‘‘Unfactored’’ to the word ‘‘Factored.’’ In 

addition, the notes were removed to 

prevent any misconception that they 

were mandatory procedures. These 

minor editorial changes are consistent 

with the intent of the proposals in the 


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4760 Federal Register / Vol. 78, No. 15 / Wednesday, January 23, 2013 / Rules and Regulations 

NPRM and will not increase the 

economic burden on any operator nor 

increase the scope of the AD. 

Costs of Compliance 

We estimate that this AD will affect 

15 helicopters of U.S. Registry. We 

estimate that operators may incur the 

following costs in order to comply with 

this AD. Reviewing the helicopter 

records and determining the total 

factored hours TIS will require about 3 

work hours at an average labor rate of 

$85 per hour, for a total cost of $255 per 

helicopter and a total cost to the U.S. 

operator fleet of $3,825. Removing the 

yoke from the helicopter and performing 

a visual inspection and MPI will require 

about 35 work hours at an average labor 

rate of $85 per work hour, for a total 

cost of $2,975 per helicopter and a total 

cost to the U.S. operator fleet of $44,625 

per inspection cycle. 

To replace a yoke will require about 

32 work hours at an average labor rate 

of $85 per hour for labor costs of $2,720 

per helicopter, and required parts will 

cost $40,157 for a total cost per 

helicopter of $42,877 and a total cost to 

the U.S. operator fleet of $643,155. 

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 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that 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 

removing Amendments 39–8507 (58 FR 

13700, March 15, 1993); 39–4208 (46 FR 

45595, September 14, 1981); 39–4207 

(46 FR 45595, September 14, 1981); 39– 

3662 (45 FR 6922, January 31, 1980); 

39–3626 (44 FR 70123, December 6, 

1979); and 39–3572 (44 FR 55556, 

September 27, 1979); and by adding a 

new airworthiness directive (AD) to 

read as follows: 

2012–17–08 Bell Helicopter Textron, Inc. 

(Bell): Amendment 39–17171; Docket 

No. FAA–2011–1188; Directorate 

Identifier 2008–SW–46–AD. 

(a) Applicability 

This AD applies to Model 204B, 205A, 

205A–1, 205B, and 212 helicopters, with a 

main rotor yoke (yoke), part number (P/N) 

AAI–4011–102 (all dash numbers), ASI– 

4011–102 (all dash numbers), or 204–011– 

102 (all dash numbers), installed, certificated 

in any category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as a 

crack in a yoke. This condition could result 

in failure of a yoke, and subsequent loss of 

control of the helicopter. 

(c) Affected ADs 

This AD supersedes AD 93–05–01, 

Amendment 39–8507 (58 FR 13700, March 

15, 1993); AD 81–19–02, Amendment 39– 

4208 (46 FR 45595, September 14, 1981; AD 

81–19–01, Amendment 39–4207 (46 FR 

45595, September 14, 1981); and AD 79–20– 

05, Amendments 39–3662 (45 FR 6922, 

January 31, 1980), 39–3626 (44 FR 70123, 

December 6, 1979), and 39–3572 (44 FR 

55556, September 27, 1979). 

(d) Effective Date 

This AD becomes effective February 27, 

2013. 

(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) For helicopters with yoke, P/N AAI– 

4011–102 (all dash numbers) and ASI–4011– 

102 (all dash numbers), installed, within 100 

hours time-in-service (TIS): 

(i) Create a component history card or 

equivalent record for each yoke. 

(ii) Determine the model for each 

helicopter on which the yoke has been 

installed from the time the yoke had zero 

hours TIS. 

(iii) In accordance with the rate per hour 

categories shown in Table 1 to paragraph (f) 

of this AD, categorize the accumulated 

‘‘Factored Hours TIS’’ on each yoke by 

determining the types of operation AND the 

rate per hour of external load lifts for each 

hour TIS accumulated on each yoke. One 

external load lift occurs each time the 

helicopter picks up an external load and 

drops it off. For determining the proper rate 

per hour category for external load 

operations, any external load lift in which 

the helicopter achieves a vertical altitude 

difference of greater than 200 feet indicated 

altitude between the pickup and drop-off 

point counts as two external load lifts. 


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Federal Register / Vol. 78, No. 15 / Wednesday, January 23, 2013 / Rules and Regulations 4761 

TABLE 1 TO PARAGRAPH (f)—FACTORED HOURS TIS FOR A YOKE

[Number of unfactored hours TIS and factored hours TIS are examples for illustration purposes only] 

Helicopter model Types of operation 

Rate per hour of 

external load 

lifts and takeoffs 

Unfactored 

hours TIS 

Hours TIS 

factor 

Factored 

hours TIS on 

yoke 

(unfactored 

hours TIS × 

hours TIS 

factor) 

Yokes installed on any Model 204B, 205A, 

or 205A–1 helicopter.

All Operations ................... All ..................... 120 1 120 

Yokes installed on any Model 205B or 212 

helicopter.

External Load Operations 1 to 5 ................ 105 1 105 

5.1 to 8 ............. 1 .5 ........................

8.1 to 12 ........... 2 ........................

12.1 to 18 ......... 3 ........................

18.1 to 32 ......... 170 5 850 

32.1 to 48 ......... 7 ........................

more than 48 .... 9 ........................

Unknown ........... 50 7 350 

Internal Load Operations .. All Takeoffs ...... 2,025 1 2,025 

Total Factored Hours TIS on Yoke (Summation of the Factored Hours TIS) 3,450 

(iv) By reference to Table 1 to paragraph (f) 

of this AD, enter the ‘‘Unfactored Hours TIS’’ 

for each category as determined by paragraph 

(f)(1)(iii) of this AD. Calculate the ‘‘Factored 

Hours TIS’’ by multiplying the ‘‘Unfactored 

Hours TIS’’ by the ‘‘Hours TIS Factor.’’ 

Determine the accumulated ‘‘Total Factored 

Hours TIS’’ on each yoke by adding the 

factored hours TIS for each type of operation 

and helicopter model. Tracking the Total 

Factored Hours TIS is only for establishing a 

retirement life and not for tracking inspection 

intervals. 

(v) Record the accumulated Total Factored 

Hours TIS on the component history card or 

equivalent record for each yoke. 

(vi) Continue to factor the hours TIS for 

each yoke by following paragraph (f)(1)(ii) 

through (f)(1)(iv) of this AD, and record the 

additional factored hours TIS on the 

component history card or equivalent record. 

(2) For helicopters with yoke, P/N 204– 

011–102 (all dash numbers), installed, before 

further flight: 

(i) For hours TIS accumulated before the 

effective date of this AD, calculate and record 

the Total Factored Hours TIS as follows: 

(A) For the Model 212 helicopters, 1 hour 

TIS in which passenger or internal cargo was 

carried equals 1 factored hour TIS; 1 hour 

TIS where more than 4 external load lifts 

occurred equals 5 factored hours TIS. 

(B) For the Model 204 and 205 series 

helicopters, 1 hour TIS equals 1 factored 

hour TIS. 

(ii) For hours TIS accumulated after the 

effective date of this AD, calculate and record 

the factored hours TIS on the yoke in 

accordance with the requirements of 

paragraphs (f)(1)(i) thorough (f)(1)(vi) of this 

AD. 

(3) Revise the Airworthiness Limitations 

section of the applicable maintenance 

manuals or the Instructions for Continued 

Airworthiness (ICAs) by establishing a new 

retirement life of 3,600 Total Factored Hours 

TIS for each yoke, P/N AAI–4011–102 (all 

dash numbers), ASI–4011–102 (all dash 

numbers), or 204–011–102 (all dash 

numbers), by making pen and ink changes or 

inserting a copy of this AD into the 

Airworthiness Limitations section of the 

maintenance manual or ICAs. 

(4) Record a life limit of 3,600 Total 

Factored Hours TIS for each yoke, P/N AAI– 

4011–102 (all dash numbers), ASI–4011–102 

(all dash numbers), or 204–011–102 (all dash 

numbers), on the component history card or 

equivalent record. 

(5) Within 100 hours TIS or 600 hours TIS 

since the last magnetic particle inspection 

(MPI) of the yoke, whichever occurs later, 

and thereafter at intervals not to exceed 600 

hours TIS, for any yoke installed on any 

Model 205B or 212 helicopter: 

(i) Remove the yoke from the main rotor 

hub assembly (hub). Using a 5-power or 

higher magnifying glass, visually inspect 

each pillow block bushing hole, spindle 

radius, and center section web for any 

corrosion or mechanical damage. 

(ii) Perform an MPI of each yoke for a 

crack. 

(6) Within 100 hours TIS or 2,400 hours 

TIS since the last MPI of the yoke, whichever 

occurs later, and thereafter at intervals not to 

exceed 2,400 hours TIS, for any yoke 

installed on any Model 204B, 205A, or 205A– 

1 helicopter: 

(i) Remove the yoke from the hub. Using 

a 5-power or higher magnifying glass, 

visually inspect each pillow block bushing 

hole, spindle radius, and center section web 

for any corrosion or mechanical damage. 

(ii) Perform an MPI of each yoke for a 

crack. 

(7) Before further flight, replace each yoke 

with an airworthy yoke if: 

(i) The yoke has 3,600 or more Total 

Factored Hours TIS; or 

(ii) The Total Factored Hours TIS for the 

yoke is unknown and cannot be determined; 

or 

(iii) The yoke has any corrosion or 

mechanical damage that exceeds any of the 

maximum repair damage limits; or 

(iv) The yoke has a crack. 

(g) Special Flight Permits 

Special flight permits may only be issued 

under 14 CFR 21.197 and 21.199 for the 

purpose of operating the helicopter to a 

location where the MPI requirements of 

paragraphs (f)(5) or (f)(6) of this AD can be 

performed. 

(h) 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. 

(i) Additional Information 

Bell Alert Service Bulletin Nos. 204–92–36, 

205–92–51, and 212–92–80, all dated October 

23, 1992, 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. 

(j) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6220: Main Rotor Head. 


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4762 Federal Register / Vol. 78, No. 15 / Wednesday, January 23, 2013 / Rules and Regulations 

Issued in Fort Worth, Texas, on December 

21, 2012. 

Lance T. Gant, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–00985 Filed 1–22–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0022; Directorate 

Identifier 2012–SW–004–AD; Amendment 

39–17322; AD 2013–02–01] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron Canada Limited 

(Bell) Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for Bell 

Model 206L, 206L–1, 206L–3, and 

206L–4 helicopters. This AD requires 

inspecting certain hydraulic servo 

actuator assemblies (servo) for a loose 

nut, shaft, and clevis assembly, 

modifying or replacing the servo as 

necessary, and reidentifying the servo. 

This AD is prompted by an investigation 

after an accident and the determination 

that there was a loose connection due to 

improper lock washer installation. 

These actions are intended to detect 

loose or misaligned parts of the servo to 

prevent failure of the servo and 

subsequent loss of control of the 

helicopter. 

DATES: This AD becomes effective 

February 7, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain document February 7, 2013. 

We must receive comments on this 

AD by March 25, 2013. 

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 AD, the economic 

evaluation 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 

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 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: Matt 

Wilbanks, Aviation Safety Engineer, 

Rotorcraft Certification Office, 

Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–5110; email 

matt.wilbanks@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 

Transport Canada Civil Aviation 

(TCCA) has issued AD No. CF–2011– 

19R1, Revision 1, dated December 7, 

2011, to correct an unsafe condition for 

the Bell Model 206L, 206L–1, 206L–3 

helicopters, all serial numbers (S/N), 

and Model 206L–4 helicopters, S/Ns 

52001 through 52430, with servo, part 

number (P/N) 206–076–062–103, 

installed. TCCA advises that a ‘‘quality 

escape’’ by a supplier occurred, and a 

number of Bell servos may have a loose 

nut, shaft, and clevis assembly. 

According to TCCA, the loose 

connection is due to improper lock 

washer installation. TCAA advises that 

this discrepancy is not traceable or 

identifiable except by inspection and 

that a ‘‘disconnect’’ of the affected 

components may lead to loss of control 

of the helicopter. TCAA states Revision 

1 of its AD retains the mandated 

inspections and corrective action in the 

original issue of its AD but expands the 

applicability to include all serialnumbered servos. 

FAA’s Determination 

These helicopter models are 

manufactured in Canada and are type 

certificated for operation in the United 

States under the provisions of 14 CFR 

21.29 and the applicable bilateral 

agreement. Pursuant to the bilateral 

agreement, TCCA has kept the FAA 

informed of the situation described 

above. We are issuing this AD because 

we evaluated all information provided 

by TCCA and determined the unsafe 

condition is likely to exist or develop on 

other helicopters of these same type 

designs. 

Related Service Information 

Bell has issued Alert Service Bulletin 

(ASB) No. 206L–11–169, Revision B, 

dated August 29, 2011 (ASB), which 

specifies, before next flight, unless 

previously accomplished, a one-time 

inspection for loose or misaligned parts 

of the servos, P/N 206–076–062–103, 

installed on Bell Model 206L, 206L–1, 

and 206L–3 helicopters, all S/Ns, and 

Model 206L–4 helicopters, S/Ns 52001 

through 52430. TCCA classified this 

ASB as mandatory and issued AD No. 

CF–2011–19R1 to ensure the continued 

airworthiness of these helicopters. 

Differences Between This AD and the 

TCAA AD 

The TCCA AD requires you to return 

the parts removed from service to the 

manufacturer. This AD does not. 

AD Requirements 

This AD requires for each servo, 

before further flight, retracting the boot 


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