80734 Federal Register / Vol. 89, No. 193 / Friday, October 4, 2024 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0600; Project 

Identifier AD–2021–01160–R; Amendment 

39–22827; AD 2024–17–02] 

RIN 2120–AA64 

Airworthiness Directives; Bell Textron 

Inc. Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all Bell 

Textron Inc. (Bell) Model 204B, 205A, 

205A–1, 205B, and 210 helicopters. This 

AD was prompted by an accident and 

incidents involving failure of the tail 

boom attachment structure. This AD 

requires inspecting the tail boom 

assembly hardware, replacing tail boom 

attachment hardware, greasing the bolt 

shanks, and inspecting torque. This AD 

also prohibits installing steel alloy nuts 

on any helicopter. The FAA is issuing 

this AD to address the unsafe condition 

on these products. 

DATES: This AD is effective November 8, 

2024. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of November 8, 2024. 

ADDRESSES: 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2022–0600; or in person at 

Docket Operations between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this final rule, any comments 

received, and other information. The 

address for Docket Operations is U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE, Washington, DC 

20590. 

Material Incorporated by Reference: 

• For Bell material identified in this 

AD, contact Bell Textron Inc., P.O. Box 

482, Fort Worth, TX 76101; phone: (450) 

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

433–0272; email: productsupport@

bellflight.com; website: bellflight.com/ 

support/contact-support. 

• You may view this material at the 

FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood 

Pkwy., Room 6N–321, Fort Worth, TX 

76177. For information on the 

availability of this material at the FAA, 

call (817) 222–5110. 

Other Related Material: For other 

material identified in this final rule, 

contact Bell Textron Inc., P.O. Box 482, 

Fort Worth, TX 76101; phone: (450) 

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

433–0272; email: productsupport@

bellflight.com; website: bellflight.com/ 

support/contact-support. 

FOR FURTHER INFORMATION CONTACT: 

Michael Perrin, Aviation Safety 

Engineer, FAA, 1801 S Airport Road, 

Wichita, KS 67209; phone: (562) 627– 

5362; email: Michael.j.perrin@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued AD 2021–15–14, 

Amendment 39–21661 (86 FR 39942, 

July 26, 2021) (AD 2021–15–14) for 

various restricted category helicopters. 

AD 2021–15–14 was prompted by an 

accident involving a Model UH–1B 

helicopter and two forced landings 

involving Model UH–1H and UH–1F 

helicopters, due to tail boom attachment 

structure failures. Each of the three 

events involved a failure of the upper 

left-hand (LH) tail boom attachment 

fitting, which is the most heavily loaded 

of the four tail boom attach points. The 

FAA issued AD 2021–15–14 to address 

fatigue cracking of tail boom attachment 

fittings, cap angles, longerons, and bolts. 

Due to their similarity to Model UH– 

1B, UH–1H, and UH–1F helicopters, the 

FAA determined that Bell Model 204B, 

205A, 205A–1, 205B, and 210 

helicopters are also affected by the same 

unsafe condition and issued a notice of 

proposed rulemaking (NPRM) to 

propose the same actions as those 

required in AD 2021–15–14. The NPRM 

published in the Federal Register on 

June 7, 2022 (87 FR 34587) to amend 14 

CFR part 39 and would have applied to 

Bell Model 204B, 205A, 205A–1, 205B, 

and 210 helicopters. In the NPRM, the 

FAA proposed to require revising the 

helicopter’s existing rotorcraft flight 

manual to incorporate pre-flight checks; 

removing excess paint and sealant and 

cleaning certain parts; and repetitively 

inspecting structural components that 

attach the tail boom to the fuselage. 

Depending on the inspection results, the 

FAA proposed to require repairing or 

replacing components or re-bonding the 

structure. 

Based on comments received on the 

NPRM, the FAA determined changes to 

the proposed required actions were 

necessary. Accordingly, the FAA issued 

a supplemental notice of proposed 

rulemaking (SNPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all Bell Model 204B, 205A, 

205A–1, 205B, and 210 helicopters. The 

SNPRM published in the Federal 

Register on May 8, 2024 (89 FR 38846). 

In the SNPRM, for Bell Model 204B 

helicopters, the FAA proposed to 

require, with the tail boom assembly 

removed, removing the upper LH bolt 

from service and inspecting the bolt’s 

associated attachment hardware and, 

depending on the inspection results, 

removing the associated nut from 

service. The FAA also proposed to 

require visually inspecting each 

bulkhead, bolt hole, attachment fitting, 

the three other nuts, the upper righthand (RH) bolt, and two lower bolts, 

including the bolt shank and head radii. 

Depending on inspection results, the 

FAA proposed to require repairing or 

replacing an affected bulkhead or 

affected fitting, removing certain partnumbered nuts, removing any affected 

nut and its associated bolt from service, 

and removing any affected bolt from 

service. 

For Bell Model 205A, 205A–1, and 

205B helicopters, the FAA proposed to 

require, with the tail boom assembly 

removed, removing the upper LH bolt 

from service and inspecting its 

associated barrel nut and retainer and, 

depending on the inspection results, 

removing barrel nut and retainer from 

service. The FAA also proposed to 

require visually inspecting each 

bulkhead, bolt hole, attachment fitting, 

the three other barrel nuts, associated 

retainers, the upper RH bolt, and two 

lower bolts, including the bolt shank 

and head radii. Depending on 

inspection results, the FAA proposed to 

require repairing or replacing an 

affected bulkhead or affected fitting, 

removing certain part-numbered barrel 

nuts and retainers, removing any 

affected barrel nuts and its associated 

bolt from service, and removing any 

affected bolt from service. 

For Bell Model 210 helicopters, the 

FAA proposed to require, with the tail 

boom supported, removing the upper 

LH steel alloy barrel nut, retainer, and 

bolt from service and removing the 

countersunk washer and plain washers 

and replacing them with a new certain 

part-numbered nickel alloy barrel nut, 

new retainer, new bolt, an airworthy 

countersunk washer, and airworthy 

plain washers. The FAA also proposed 

to require visually inspecting the upper 

RH bolt and its associated hardware 

and, depending on the inspection 

results, removing the upper RH bolt and 

barrel nut from service. Additionally, 

the FAA proposed to require visually 

inspecting the two lower bolts and the 

associated barrel nuts and, depending 

on the inspection results, removing any 

affected barrel nut and its associated 


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Federal Register / Vol. 89, No. 193 / Friday, October 4, 2024 / Rules and Regulations 80735 

bolt from service and removing any 

affected bolt from service. 

For all applicable helicopters, the 

FAA proposed to require, after the 

initial inspections have been completed, 

applying a coating of grease to each bolt 

shank only, installing the applicable 

hardware, and torquing each bolt. 

Thereafter, the FAA proposed to require 

inspecting the torque applied on each 

bolt to determine if the torque has 

stabilized and, depending on the results, 

replacing and inspecting certain tail 

boom attachment point hardware and 

repeating the torque inspections or 

applying torque stripes. 

Lastly, the FAA proposed to prohibit 

installing certain part-numbered steel 

alloy nuts on Model 204B helicopters 

and certain part-numbered steel alloy 

barrel nuts on Model 205A, 205A–1, 

205B, and 210 helicopters. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments on the 

SNPRM from Helicopter Maintenance 

Corporation. The commenter requested 

that the FAA revise the proposed AD to 

allow credit for previous compliance 

with the visual inspection of the tail 

boom attach points and bulkhead, 

replacement of affected hardware, and 

the recurring inspections involving 

removal of the tail boom. Helicopter 

Maintenance Corporation stated that 

aircraft that are in compliance with ASB 

205–21–118 should only be obligated to 

comply with any differences between 

the AD and the alert service bulletin. 

Paragraph (f) of this AD requires 

compliance unless the actions have 

already been done. Therefore, where 

this AD requires actions without 

incorporating Bell Alert Service Bulletin 

(ASB) 210–21–15, Revision A, dated 

February 23, 2022 (ASB 210–21–15, Rev 

A), by reference, operators may take 

credit for those actions they if were 

done before the effective date of this 

AD. Also, where this AD requires 

actions in accordance with ASB 210– 

21–15, Rev A, operators may take credit 

for those actions only if they were done 

before the effective date of this AD using 

ASB 210–21–15, Rev A; this AD does 

not allow credit for those actions if 

previously done using the original 

release of ASB 210–21–15, (dated 

January 27, 2022). The FAA did not 

change this AD as a result of this 

comment. 

Conclusion 

The FAA reviewed the relevant data, 

considered any comments received, and 

determined that air safety requires 

adopting this AD as proposed. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. Except for minor editorial 

changes, this AD is adopted as proposed 

in the SNPRM. 

Material Incorporated by Reference 

Under 1 CFR Part 51 

The FAA reviewed Bell ASB 210–21– 

15, Rev A. This material specifies 

procedures for replacing the steel alloy 

barrel nuts with nickel alloy barrel nuts, 

inspecting and replacing the tail boom 

attachment hardware, stabilizing the tail 

boom attachment hardware torque, 

applying torque seals, and subsequently 

checking the torque. 

This material is reasonably available 

because the interested parties have 

access to it through their normal course 

of business or by the means identified 

in the ADDRESSES section. 

Other Related Material 

The FAA also reviewed Bell ASB 

205–21–118, Bell ASB 204B–21–75, and 

Bell ASB 205B–21–72, each Revision A 

and dated February 23, 2022. This 

material specifies the same procedures 

as ASB 210–21–15, Rev A. 

Differences Between This AD and the 

Related Material 

The related material specifies 

checking torque, whereas this AD 

requires inspecting torque because that 

action is a maintenance action that must 

be performed by persons authorized 

under 14 CFR 43.3. 

When stabilizing the tail boom 

attachment hardware torque, the related 

material does not clearly specify actions 

for each time the torque is below the 

minimum limit during any torque 

stabilization inspection, whereas this 

AD requires replacing and inspecting 

certain tail boom attachment point 

hardware, stabilizing the torque of the 

replaced hardware set, and applying 

torque stripes. 

Costs of Compliance 

The FAA estimates that this AD 

affects 62 (five Model 204B helicopters, 

fifty-three Model 205A, 205A–1, and 

205B helicopters, and four Model 210 

helicopters) of U.S. registry. Labor costs 

are estimated at $85 per work-hour. 

Based on these numbers, the FAA 

estimates the following costs to comply 

with this AD. 

For the initial requirements for Model 

204B helicopters, inspecting or 

replacing up to four bolts (which 

includes applying a coating of grease), 

inspecting each bulkhead, inspecting 

each fitting and bolt hole, inspecting 

and stabilizing the torque, and applying 

torque stripes will take up to 

approximately 8.5 work-hours for an 

estimated labor cost of up to $723. The 

parts cost for an upper LH bolt will be 

approximately $196 and the parts cost 

for the other bolts will be approximately 

$89 per bolt. The parts cost for four new 

nuts will be approximately $680. The 

parts cost to apply torque stripes will be 

a nominal amount. The estimated cost 

for these actions will be up to 

approximately $1,866 per helicopter 

and $9,330 for the U.S. fleet. 

For the initial requirements for Model 

205A, 205A–1, and 205B helicopters, 

replacing the four steel alloy barrel nuts 

with new nickel alloy barrel nuts, 

inspecting or replacing up to four bolts 

(which includes applying a coating of 

grease), inspecting each bulkhead, 

inspecting and stabilizing the torque, 

and applying torque stripes will take up 

to approximately 8.5 work-hours for an 

estimated labor cost of up to $723. The 

parts cost for the four new nickel alloy 

barrel nuts (including retainers) will be 

approximately $680. The parts cost for 

an upper LH bolt will be approximately 

$196 and the parts cost for the other 

bolts will be approximately $89 per bolt. 

The parts cost to apply torque stripes 

will be a nominal amount. The 

estimated cost for these actions will be 

up to approximately $1,866 per 

helicopter and $98,898 for the U.S. fleet. 

For the initial requirements for Model 

210 helicopters, replacing the four steel 

alloy barrel nuts with new nickel alloy 

barrel nuts, inspecting or replacing up 

to four bolts (which includes applying 

a coating of grease), inspecting and 

stabilizing the torque, and applying 

torque stripes will take up to 

approximately 8.5 work-hours for an 

estimated labor cost of up to $723. The 

parts cost for the four new nickel alloy 

barrel nuts (including retainers) will be 

approximately $680. The parts cost for 

an upper LH bolt will be approximately 

$196 and the parts cost for the other 

bolts will be approximately $89 per bolt. 

The parts cost to apply torque stripes 

will be a nominal amount. The 

estimated cost for these actions will be 

up to approximately $1,866 per 

helicopter and $7,464 for the U.S. fleet. 

For all applicable helicopters, 

inspecting the torque applied on each 

bolt will take approximately 1 workhour for an estimated cost of $85 per 

helicopter and $5,270 for the U.S. fleet, 

per inspection cycle. 

For all applicable helicopters, 

replacing an upper LH bolt, stabilizing 

the torque, and applying a torque stripe 

will take up to approximately 5 workhours. The parts cost for an upper LH 

bolt will be approximately $196 and the 

parts cost to apply a torque stripe will 


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be a nominal amount. The estimated 

cost for these actions will be up to 

approximately $621 per helicopter and 

$38,502 for the U.S. fleet, per 

replacement cycle. Inspecting one of the 

other bolts, stabilizing the torque, and 

applying a torque stripe will take up to 

approximately 3.5 work-hours for an 

estimated cost of $298 per other bolt 

and $18,476 for the U.S. fleet per other 

bolt per inspection cycle. If required, 

replacing a bolt following that 

inspection will take a minimal amount 

of additional time and the parts cost 

will be approximately $89. 

If required as a result of failing any 

torque inspection required by this AD, 

visually inspecting a nut or a barrel nut, 

replacing a bolt, stabilizing the torque, 

and applying a torque stripe will take 

up to approximately 5.5 work-hours per 

failed hardware set. The parts cost for 

an upper LH bolt will be approximately 

$196 and the parts cost for the other 

bolts will be approximately $89 per bolt. 

The parts cost to apply a torque stripe 

will be a nominal amount. The 

estimated cost for these actions will be 

$664 (upper LH bolt) or $557 (other 

bolts), per failed hardware set. If 

required, replacing a nut following that 

inspection will take a minimal amount 

of additional time and the parts cost for 

a nut will be approximately $89 per nut. 

If required, replacing a barrel nut 

following that inspection will take a 

minimal amount of additional time and 

a parts cost of approximately $173 per 

barrel nut. 

The corrective action that may be 

needed as a result of the bulkhead 

inspection could vary significantly from 

helicopter to helicopter. The FAA has 

no data to determine the costs to 

accomplish the corrective action or the 

number of helicopters that may require 

corrective action. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

The FAA is issuing this rulemaking 

under the authority described in 

Subtitle VII, Part A, Subpart III, Section 

44701: General requirements. Under 

that section, Congress charges the FAA 

with promoting safe flight of civil 

aircraft in air commerce by prescribing 

regulations for practices, methods, and 

procedures the Administrator finds 

necessary for safety in air commerce. 

This regulation is within the scope of 

that authority because it addresses an 

unsafe condition that is likely to exist or 

develop on products identified in this 

rulemaking action. 

Regulatory Findings 

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) Will not affect intrastate aviation 

in Alaska, and 

(3) 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 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: 

2024–17–02 Bell Textron Inc.: Amendment 

39–22827; Docket No. FAA–2022–0600; 

Project Identifier AD–2021–01160–R. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective November 8, 2024. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Bell Textron Inc. Model 

204B, 205A, 205A–1, 205B, and 210 

helicopters, certificated in any category. 

(d) Subject 

Joint Aircraft System Component (JASC) 

5302, Rotorcraft Tail Boom. 

(e) Unsafe Condition 

This AD was prompted by an accident and 

incidents involving failure of the tail boom 

attachment structure. The FAA is issuing this 

AD to address fatigue cracking of tail boom 

attachment fittings, cap angles, longerons, 

and bolts. The unsafe condition, if not 

addressed, could result in separation of the 

tail boom from the helicopter and subsequent 

loss of control of the helicopter. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Allowable Torque Values (in-lbs) 

Tail boom attachment point Model 204B Model 205A/205A–1 Model 205B Model 210 

Upper left-hand bolt ........................................................... 570–610 1000–1200 1000–1200 1300–1600 

Upper right-hand bolt ......................................................... 360–380 1000–1200 1000–1200 1000–1200 

Lower left-hand bolt ........................................................... 360–380 400–430 400–430 400–430 

Lower right-hand bolt ......................................................... 360–380 400–430 400–430 400–430 

(h) Required Actions 

(1) Within 300 hours time-in-service (TIS) 

or 90 days after the effective date of this AD, 

whichever occurs first, accomplish the 

actions required by paragraphs (h)(1)(i), (ii), 

or (iii) of this AD as applicable to your model 

helicopter. For purposes of this AD, the word 

‘‘new’’ is defined as having zero total hours 

TIS. 

(i) For Model 204B helicopters, accomplish 

the actions required by paragraphs 

(h)(1)(i)(A) through (C) of this AD. 

(A) With the tail boom assembly removed, 

remove the upper left-hand (LH) tail boom 

attachment bolt (bolt) from service and 

inspect its associated tail boom attachment 

nut (nut) for mechanical damage, corrosion, 

a crack, damaged threads, and wear, and to 

determine whether it is a steel alloy part 

number (P/N) NAS679A, NAS1291, or 

MS21042. If there is any mechanical damage, 

corrosion, a crack, a damaged thread, or 

wear, or if nut P/N NAS679A, NAS1291, or 

MS21042 is installed, before further flight, 

remove the nut from service. 

(B) Visually inspect each bulkhead (FS 

195.00 and FS 195.03) and the bolt holes for 

mechanical damage, corrosion, and cracks; 

visually inspect each attachment fitting for 


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mechanical damage, corrosion, cracks, and 

loose fasteners; determine if any of the three 

other nuts are a steel alloy P/N NAS679A, 

NAS1291, or MS21042; and visually inspect 

the other three nuts, the upper right-hand 

(RH) bolt, and two lower bolts for mechanical 

damage, corrosion, cracks, damaged threads, 

and wear, including the bolt shank and head 

radii of the bolts for a damaged thread, wear, 

and mechanical damage. 

(1) If there is any mechanical damage, 

corrosion, or cracks on any bulkhead (FS 

195.00 or FS 195.03), or any mechanical 

damage, corrosion, or cracks on any bolt 

holes, or if there is any mechanical damage, 

corrosion, cracks, or loose fasteners on any 

attachment fitting, before further flight, repair 

or replace the affected bulkhead or the 

affected attachment fitting, as appropriate, in 

accordance with FAA-approved procedures. 

(2) If there is any mechanical damage, 

corrosion, a crack, a damaged thread, or wear 

on any nut, or if nut P/N NAS679A, 

NAS1291, or MS21042 is installed, before 

further flight, remove the affected nut from 

service. If there is a crack on any nut, before 

further flight, also remove its associated bolt 

from service. 

(3) If there is any mechanical damage, 

corrosion, a crack, a damaged thread, or wear 

on the on the upper RH bolt or two lower 

bolts, which includes the bolt shank or head 

radii, before further flight, remove the 

affected bolt from service. 

(C) Apply a coating of Aeriol ThixO #2 

(3810–0) or Aeriol ThixO SYN (3820–0) 

aviation grease to each bolt shank only. 

Install the hardware set of each tail boom 

attachment point (nickel alloy nut P/N 90– 

132L7 or 90–132L6, as applicable to the 

affected tail boom attachment point, new 

upper LH bolt P/N NAS627–21, upper RH 

and two lower bolts P/N NAS626–20, 

countersunk washer, and plain washers). 

Torque each bolt by using the torque value 

information identified in paragraph (g) of this 

AD. 

(ii) For Model 205A, 205A–1, and 205B 

helicopters, accomplish the actions required 

by paragraphs (h)(1)(ii)(A) through (C) of this 

AD. 

(A) With the tail boom assembly removed, 

remove the upper LH bolt from service and 

inspect its associated tail boom attachment 

barrel nut (barrel nut) and retainer for 

mechanical damage, corrosion, a crack, 

damaged threads, and wear, and to determine 

whether it is a steel alloy barrel nut P/N 

NAS577B8A. If there is any mechanical 

damage, corrosion, a crack, a damaged 

thread, or wear, or if barrel nut P/N 

NAS577B8A is installed, before further flight, 

remove the barrel nut and its associated 

retainer from service. 

(B) Visually inspect each bulkhead (BS 

17.31 and FS 243.89) and the bolt holes for 

mechanical damage, corrosion, and cracks; 

visually inspect each attachment fitting for 

mechanical damage, corrosion, cracks, and 

loose fasteners; determine if any of the three 

other barrel nuts are steel alloy P/N 

NAS577B8A or P/N NAS577B6A; and 

visually inspect the other three barrel nuts 

and the associated retainers, the upper RH 

bolt, and two lower bolts for mechanical 

damage, corrosion, cracks, damaged threads, 

and wear, including the bolt shank and head 

radii of the bolts for a damaged thread, wear, 

and mechanical damage. 

(1) If there is any mechanical damage, 

corrosion, or cracks on any bulkhead (BS 

17.31 or FS 243.89), or any mechanical 

damage, corrosion, or cracks on any bolt 

holes, or if there is any mechanical damage, 

corrosion, cracks, or loose fasteners on any 

attachment fitting, before further flight, repair 

or replace the affected bulkhead or the 

affected attachment fitting, as appropriate, in 

accordance with FAA-approved procedures. 

(2) If there is any mechanical damage, 

corrosion, a crack, a damaged thread, or wear 

on any barrel nut or retainer, or if barrel nut 

P/N NAS577B8A or NAS577B6A is installed, 

before further flight, remove the affected 

barrel nut and retainer (as a pair) from 

service. If there is a crack on any nut, before 

further flight, also remove its associated bolt 

from service. 

(3) If there is any mechanical damage, 

corrosion, a crack, a damaged thread, or wear 

on the upper RH bolt or two lower bolts, 

which includes the bolt shank or head radii, 

before further flight, remove the affected bolt 

from service. 

(C) Apply a coating of Aeriol ThixO #2 

(3810–0) or Aeriol ThixO SYN (3820–0) 

aviation grease to each bolt shank only. 

Install the hardware set of each tail boom 

attachment point (nickel alloy barrel nut P/ 

N NAS577C6A or P/N NAS577C8A and 

retainer P/N NAS578C6A or P/N 

NAS578C8A, as applicable to the affected tail 

boom attachment point, new upper LH bolt 

P/N NAS628–22, upper RH and two lower 

bolts P/N NAS628–22 or NAS626–18, as 

applicable to the affected tail boom 

attachment point, countersunk washer, and 

plain washers). Torque each bolt by using the 

torque value information identified in 

paragraph (g) of this AD. 

(iii) For Model 210 helicopters, accomplish 

the actions required by paragraphs 

(h)(1)(iii)(A) through (C) of this AD. 

(A) With the tail boom supported, remove 

the upper LH bolt, and the steel alloy barrel 

nut P/N NAS577B9A, including the retainer, 

from service. Remove the countersunk 

washer, and plain washers, and install new 

nickel alloy barrel nut P/N NAS577C9A, new 

retainer P/N NAS578C9A, airworthy 

countersunk washer, airworthy plain 

washers, and a new bolt in accordance with 

the Accomplishment Instructions, Part I, 

paragraphs 5 through 7 of Bell Alert Service 

Bulletin (ASB) 210–21–15, Revision A, dated 

February 23, 2022 (ASB 210–21–15, Rev A). 

(B) Remove the upper RH bolt, steel alloy 

barrel nut P/N NAS577B8A, countersunk 

washer, and plain washers. Visually inspect 

the upper RH bolt for any corrosion, damaged 

threads, wear, and fatigue cracking. If the 

upper RH bolt has any corrosion, damaged 

threads, wear, or fatigue cracking, before 

further flight, remove the upper RH bolt from 

service. Visually inspect the removed barrel 

nut for cracking. If there is any cracking in 

the barrel nut, before further flight, remove 

the upper RH bolt from service. Regardless of 

the result of the upper RH steel alloy barrel 

nut inspection, replace the barrel nut with a 

new nickel alloy barrel nut P/N NAS577C8A 

and new retainer P/N NAS578C8A. Install a 

new upper RH bolt or reinstall the existing 

upper RH bolt (if no cracks in the barrel nut, 

and no corrosion, damaged threads, wear, or 

fatigue cracking in the bolt were identified), 

by following the Accomplishment 

Instructions, part I, paragraphs 11 and 12, 

including the caution above paragraph 11, of 

ASB 210–21–15, Rev A. 

(C) Remove one of the lower bolts, its 

lower steel alloy barrel nut P/N NAS577B6A, 

countersunk washer, and plain washers. 

Visually inspect that lower bolt for any 

corrosion, damaged threads, wear, and 

fatigue cracking. If the lower bolt has any 

corrosion, damaged threads, wear, or fatigue 

cracking, before further flight, remove the 

lower bolt from service. Visually inspect the 

removed lower barrel nut for cracking. If 

there is any cracking in the lower barrel nut, 

before further flight, remove the lower bolt 

from service. Regardless of the result of that 

lower steel alloy barrel nut inspection, 

replace the barrel nut with a new nickel alloy 

barrel nut P/N NAS577C6A and new retainer 

P/N NAS578C6A. Install a new lower bolt or 

reinstall the existing lower bolt (if no cracks 

in the barrel nut, and no corrosion, damaged 

threads, wear, or fatigue cracking in the bolt 

were identified), by following the 

Accomplishment Instructions, part I, 

paragraphs 16 through 17, including the 

caution above paragraph 16, of ASB 210–21– 

15, Rev A. Repeat the actions required by this 

paragraph for the other lower attachment 

point. 

(2) After accumulating 1 hour TIS, but not 

to exceed 5 hours TIS, after accomplishing 

the actions required by paragraph (h)(1) of 

this AD, using the torque value information 

identified in paragraph (g) of this AD 

applicable to your model helicopter, inspect 

the torque applied on each bolt. Thereafter, 

repeat the torque inspection of each bolt after 

accumulating 1 hour TIS, but not to exceed 

5 hours TIS, to determine if the torque has 

stabilized. Do not exceed three torque 

inspections total for each bolt and 

accomplish the actions required by 

paragraphs (h)(2)(i) and (ii) of this AD. 

(i) If the torque on a bolt is below the 

minimum allowable torque limit as a result 

of any instance of the torque inspection or if 

after three torque inspection attempts, the 

torque on any bolt has not stabilized, before 

further flight, accomplish the actions 

required by paragraphs (h)(2)(i)(A) and (B) of 

this AD. 

(A) Remove the hardware set of one failed 

tail boom attachment point (nut, bolt, 

countersunk washer, and plain washers for 

Model 204B helicopters, and barrel nut, bolt, 

retainer, countersunk washer, and plain 

washers for Model 205A, 205A–1, 205B, and 

210 helicopters). For Model 204B helicopters, 

remove the nut from service and for Model 

205A, 205A–1, 205B, and 210 helicopters, 

remove the barrel nut and retainer from 

service as applicable to the affected tail boom 

attachment point. Visually inspect the 

removed bolt for any corrosion, damaged 

threads, wear, and fatigue cracking. If the bolt 

has any corrosion, a damaged thread, wear, 

or fatigue cracking, before further flight, 

remove the bolt from service. 

(B) Apply a coating of Aeriol ThixO #2 

(3810–0) or Aeriol ThixO SYN (3820–0) 


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80738 Federal Register / Vol. 89, No. 193 / Friday, October 4, 2024 / Rules and Regulations 

aviation grease to the bolt shank only. Install 

a new bolt or reinstall the existing bolt (if no 

corrosion, damaged threads, wear, or fatigue 

cracking in the bolt were identified) and the 

hardware set of the affected tail boom 

attachment point (new nut P/N 90–132L6 or 

90–132L7, countersunk washer, and plain 

washers for Model 204B helicopters, and new 

nickel alloy barrel nut P/N NAS577C6A, 

NAS577C8A or P/N NAS577C9A and new 

retainer P/N NAS578C6A, NAS578C8A, or P/ 

N NAS577C9A, countersunk washer, and 

plain washers for Model 205A, 205A–1, 

205B, and 210 helicopters), as applicable to 

the affected tail boom attachment point. 

Torque the bolt by using the torque value 

information identified in paragraph (g) of this 

AD. Repeat the actions required by 

paragraphs (h)(2)(i)(A) and (B) of this AD for 

each failed tail boom attachment point, one 

hardware set at a time. Then repeat the 

actions required by paragraph (h)(2) of this 

AD just for each newly installed or 

reinstalled bolt until the torque for all four 

tail boom attachment points stabilize. 

(ii) If the torque for all four tail boom 

attachment points has stabilized, before 

further flight, apply a torque stripe to all four 

bolts. 

(3) Within 600 hours TIS or 12 months, 

whichever occurs first after applying torque 

stripes to all four bolts as required by 

paragraph (h)(2)(ii) of this AD, and thereafter 

within intervals not to exceed 600 hours TIS 

or 12 months, whichever occurs first, inspect 

the torque applied on each bolt using the 

torque value information identified in 

paragraph (g) of this AD, as applicable to 

your model helicopter. If the torque on any 

bolt is below the minimum allowable torque 

limit, accomplish the actions required by 

paragraphs (h)(3)(i) and (ii) of this AD. 

(i) Before further flight, remove the 

hardware set of one failed tail boom 

attachment point (nut, bolt, countersunk 

washer, and plain washers for Model 204B 

helicopters, and barrel nut, retainer, bolt, 

countersunk washer, and plain washers for 

Model 205A, 205A–1, 205B, and 210 

helicopters) and then accomplish the actions 

required by paragraphs (h)(3)(i)(A), (B), or (C) 

of this AD as applicable to your model 

helicopter. 

(A) For Model 204B helicopters, visually 

inspect the removed nut for cracking, 

corrosion, and loss of tare torque. If the nut 

has any cracking, corrosion, or loss of tare 

toque, before further flight, remove the nut 

from service and replace with a new nut P/ 

N 90–132L7 or 90–132L6 as applicable to the 

tail boom attachment point. Regardless of the 

result of the nut inspection, remove the bolt 

from service and replace it with a new bolt 

by applying a coating of Aeriol ThixO #2 

(3810–0) or Aeriol ThixO SYN (3820–0) 

aviation grease to the bolt shank only, and 

install the hardware set of the tail boom 

attachment point (nut, bolt, and countersunk 

washer, and plain washers). Torque each bolt 

by using the torque value information 

identified in paragraph (g) of this AD. Repeat 

the actions required by this paragraph for 

each failed tail boom attachment point, one 

hardware set at a time. 

(B) For Model 205A, 205A–1, and 205B 

helicopters, visually inspect the removed 

barrel nut for cracking, corrosion, and loss of 

tare torque. If the barrel nut has any cracking, 

corrosion, or loss of tare toque, before further 

flight, remove the barrel nut and retainer 

from service and replace them with a new 

nickel alloy barrel nut P/N NAS577C6A, or 

NAS577C8A, and new retainer P/N 

NAS578C6A, or NAS578C8A, with the P/N 

of the new nickel alloy barrel nut and the P/ 

N of the new retainer being as applicable to 

the affected tail boom attachment point. 

Regardless of the result of the barrel nut 

inspection, remove the bolt from service and 

replace it with a new bolt. Apply a coating 

of Aeriol ThixO #2 (3810–0) or Aeriol ThixO 

SYN (3820–0) aviation grease to each bolt 

shank only. Install the hardware set of each 

tail boom attachment point (nickel alloy 

barrel nut, retainer, bolt, countersunk 

washer, and plain washers). Torque each bolt 

by using the torque value information 

identified in paragraph (g) of this AD. Repeat 

the actions required by this paragraph for 

each failed tail boom attachment point, one 

hardware set at a time. 

(C) For Model 210 helicopters, visually 

inspect the removed barrel nut for cracking, 

corrosion, and loss of tare torque. If the barrel 

nut has any cracking, corrosion, or loss of 

tare toque, before further flight, remove the 

barrel nut and retainer from service and 

replace them with a new nickel alloy barrel 

nut P/N NAS577C6A, NAS577C8A, or 

NAS577C9A, and new retainer P/N 

NAS578C6A, NAS578C8A, or NAS578C9A, 

with the P/N of the new nickel alloy barrel 

nut and the P/N of the new retainer being as 

applicable to the affected tail boom 

attachment point. Regardless of the result of 

the barrel nut inspection, remove the bolt 

from service and replace it with a new bolt, 

apply a coating of Aeriol ThixO #2 (3810–0) 

or Aeriol ThixO SYN (3820–0) aviation 

grease to each bolt shank only, and torque 

each bolt by using the torque value 

information identified in paragraph (g) of this 

AD. Repeat the actions required by this 

paragraph for each failed tail boom 

attachment point, one hardware set at a time. 

(ii) After accumulating 1 hour TIS, but not 

to exceed 5 hours TIS after accomplishing the 

actions required by paragraph (h)(3)(i) of this 

AD, using the torque value information 

identified in paragraph (g) of this AD as 

applicable to your model helicopter, inspect 

the torque applied on each newly installed 

bolt. Thereafter, repeat the torque inspection 

of those bolts after accumulating 1 hour TIS, 

but not to exceed 5 hours TIS, to determine 

if the torque has stabilized. Do not exceed 

three torque inspections total for those bolts 

and accomplish the actions required by 

paragraphs (h)(2)(i) and (ii) of this AD. 

(4) Within 5,000 hours TIS or 5 years after 

accomplishing the actions required by 

paragraph (h)(1) of this AD, whichever occurs 

first, and thereafter within intervals not to 

exceed 5,000 hours TIS or 5 years, whichever 

occurs first, accomplish the actions required 

by paragraphs (h)(4)(i) and (ii) of this AD. 

(i) Accomplish the actions required by 

paragraphs (h)(1)(i), (ii), or (iii) of this AD, as 

applicable to your model helicopter. 

(ii) After accumulating 1 hour TIS, but not 

to exceed 5 hours TIS after accomplishing the 

actions required by paragraph (h)(4)(i) of this 

AD, using the torque value information 

identified in paragraph (g) of this AD as 

applicable to your model helicopter, inspect 

the torque applied on each bolt. Thereafter, 

repeat the torque inspection of those bolts 

after accumulating 1 hour TIS, but not to 

exceed 5 hours TIS, to determine if the 

torque has stabilized. Do not exceed three 

torque inspections total for those bolts and 

accomplish the actions required by 

paragraphs (h)(2)(i) and (ii) of this AD. 

(5) As of the effective date of this AD, do 

not install the following parts identified in 

paragraphs (h)(5)(i) and (ii) of this AD on any 

helicopter. 

(i) For Model 204B helicopters: steel alloy 

nut P/N NAS679A, NAS1291, or MS21042. 

(ii) For Model 205A, 205A–1, 205B, and 

210 helicopters: steel alloy barrel nut P/N 

NAS577B9A, P/N NAS577B8A, or P/N 

NAS577B6A. 

(i) Special Flight Permit 

A one-time special flight permit may be 

issued in accordance with 14 CFR 21.197 and 

21.199 in order to fly to a maintenance area 

to perform the required actions in this AD. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Central Certification 

Branch, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. In 

accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the certification office, 

send it to the attention of the person 

identified in paragraph (k) of this AD. 

Information may be emailed to AMOC@

faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(k) Related Information 

For more information about this AD, 

contact Michael Perrin, Aviation Safety 

Engineer, FAA, 1801 S Airport Road, 

Wichita, KS 67209; phone: (562) 627–5362; 

email: Michael.j.perrin@faa.gov. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

the material listed in this paragraph under 5 

U.S.C. 552(a) and 1 CFR part 51. 

(2) You must use this material as 

applicable to do the actions required by this 

AD, unless the AD specifies otherwise. 

(i) Bell Alert Service Bulletin 210–21–15, 

Revision A, dated February 23, 2022. 

(ii) [Reserved] 

(3) For Bell material identified in this AD, 

contact Bell Textron Inc., P.O. Box 482, Fort 

Worth, TX 76101; phone: (450) 437–2862 or 

(800) 363–8023; fax: (450) 433–0272; email: 

productsupport@bellflight.com; website: 

bellflight.com/support/contact-support. 

(4) You may view this material at the FAA, 

Office of Regional Counsel, Southwest 

Region, 10101 Hillwood Pkwy., Fort Worth, 

TX 76177. For information on the availability 


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Federal Register / Vol. 89, No. 193 / Friday, October 4, 2024 / Rules and Regulations 80739 

of this material at the FAA, call: (817) 222– 

5110. 

(5) You may view this material at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

visit www.archives.gov/federal-register/cfr/ 

ibr-locations or email fr.inspection@nara.gov. 

Issued on September 27, 2024. 

Victor Wicklund, 

Deputy Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2024–22908 Filed 10–3–24; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2024–1655; Airspace 

Docket No. 24–ANE–4] 

RIN 2120–AA66 

Establishment of Class E Airspace; 

Matinicus Island, ME 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action establishes Class 

E airspace extending upward from 700 

feet above the surface for Matinicus 

Island Airport, Matinicus Island, ME, to 

accommodate new area navigation 

(RNAV) global positioning system (GPS) 

standard instrument approach 

procedures serving this airport. 

Controlled airspace is necessary for the 

safety and management of instrument 

flight rules (IFR) operations at this 

airport. 

DATES: Effective 0901 UTC, December 

26, 2024. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR part 51, 

subject to the annual revision of FAA 

Order JO 7400.11 and publication of 

conforming amendments. 

ADDRESSES: A copy of the Notice of 

Proposed Rulemaking (NPRM), all 

comments received, this final rule, and 

all background material may be viewed 

online at www.regulations.gov using the 

FAA Docket number. Electronic 

retrieval help and guidelines are 

available on the website. It is available 

24 hours a day, 365 days a year. 

FAA Order JO 7400.11J, Airspace 

Designations, and Reporting Points, and 

subsequent amendments can be viewed 

online at www.faa.gov/air_traffic/ 

publications/. For further information, 

you can contact the Airspace Policy 

Group, Federal Aviation 

Administration, 800 Independence 

Avenue SW, Washington, DC 20591; 

telephone: (202) 267–8783. 

FOR FURTHER INFORMATION CONTACT: 

Robert Scott Stuart, Operations Support 

Group, Eastern Service Center, Federal 

Aviation Administration, 1701 

Columbia Avenue, College Park, GA 

30337; telephone: (404) 305–5926. 

SUPPLEMENTARY INFORMATION: 

Authority for This Rulemaking 

The FAA’s authority to issue rules 

regarding aviation safety is found in 

Title 49 of the United States Code. 

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. This rulemaking is 

promulgated under the authority 

described in Subtitle VII, Part A, 

Subpart I, Section 40103. Under that 

section, the FAA is charged with 

prescribing regulations to assign the use 

of airspace necessary to ensure the 

safety of aircraft and the efficient use of 

airspace. This regulation is within the 

scope of that authority, as it establishes 

Class E airspace extending upward from 

700 feet above the surface for Matinicus 

Island Airport, Matinicus Island, ME. 

History 

The FAA published a notice of 

proposed rulemaking for Docket No. 

FAA 2024–1655 in the Federal Register 

(89 FR 50536; June 14, 2024), proposing 

to establish Class E airspace extending 

upward from 700 feet above the surface 

for Matinicus Island Airport, Matinicus 

Island, ME. Interested parties were 

invited to participate in this rulemaking 

effort by submitting written comments 

on the proposal to the FAA. No 

comments were received. 

Incorporation by Reference 

Class E airspace is published in 

paragraph 6005 of FAA Order JO 

7400.11, Airspace Designations and 

Reporting Points, which is incorporated 

by reference in 14 CFR 71.1 on an 

annual basis. This document amends 

the current version of that order, FAA 

Order JO 7400.11J, dated July 31, 2024, 

and effective September 15, 2024. FAA 

Order JO 7400.11J is publicly available 

as listed in the ADDRESSES section of this 

document. These amendments will be 

published in the next update to FAA 

Order JO 7400.11. FAA Order JO 

7400.11J lists Class A, B, C, D, and E 

airspace areas, air traffic service routes, 

and reporting points. 

The Rule 

This amendment to 14 CFR part 71 

establishes Class E airspace extending 

upward from 700 feet above the surface 

within a 6-mile radius of Matinicus 

Island Airport, Matinicus Island, ME, 

providing the controlled airspace 

required to support the new RNAV 

(GPS) standard instrument approach 

procedures for IFR operations at the 

airport. Controlled airspace is necessary 

for the safety and management of 

instrument flight rules (IFR) operations 

in the area. 

Regulatory Notices and Analyses 

The FAA has determined that this 

regulation only involves an established 

body of technical regulations for which 

frequent and routine amendments are 

necessary to keep them operationally 

current. It, therefore: (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); and (3) 

does not warrant preparation of a 

Regulatory Evaluation as the anticipated 

impact is so minimal. Since this is a 

routine matter that will only affect air 

traffic procedures and air navigation, it 

is certified that this proposed rule, 

when promulgated, will not have a 

significant economic impact on a 

substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

Environmental Review 

The FAA has determined that this 

action qualifies for categorical exclusion 

under the National Environmental 

Policy Act in accordance with FAA 

Order 1050.1F, ‘‘Environmental 

Impacts: Policies and Procedures,’’ 

paragraph 5–6.5a. This airspace action 

is not expected to cause any potentially 

significant environmental impacts, and 

no extraordinary circumstances exist 

that warrant the preparation of an 

environmental assessment. 

Lists of Subjects in 14 CFR Part 71 

Airspace, Incorporation by reference, 

Navigation (air). 

The Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

amends 14 CFR part 71 as follows: 

PART 71—DESIGNATION OF CLASS A, 

B, C, D, AND E AIRSPACE AREAS; AIR 

TRAFFIC SERVICE ROUTES; AND 

REPORTING POINTS 

■ 1. The authority citation for 14 CFR 

part 71 continues to read as follows: 

Authority: 49 U.S.C. 106(f), 106(g); 40103, 

40113, 40120; E.O. 10854, 24 FR 9565, 3 CFR, 

1959–1963 Comp., p. 389. 


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