67628 Federal Register / Vol. 76, No. 212 / Wednesday, November 2, 2011 / Proposed Rules 

Issued in Renton, Washington, on October 

21, 2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–28368 Filed 11–1–11; 8:45 a.m.] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1188; Directorate 

Identifier 2008–SW–46–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron, Inc. (Bell) Model 

204B, 205A, 205A–1, 205B, and 212 

Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This document proposes 

superseding four existing airworthiness 

directives (ADs) for the specified Bell 

model helicopters. Two of the existing 

ADs require an initial and repetitive 

inspection of certain part-numbered 

main rotor yokes installed on Bell 

Model 204B, 205A–1, and 212 

helicopters. Two other existing ADs also 

establish a retirement life of 3,600 hours 

time-in-service (TIS) for certain partnumbered main rotor yokes installed on 

the Bell Model 204, 205 series, and 212 

series helicopters. Those ADs were 

prompted by reports of cracks in the 

main rotor yoke (yoke). This action 

would retain the requirements of the 

existing ADs and would apply these 

inspections and retirement lives to 

additional part-numbered yokes. This 

action would also increase the 

inspection frequency for certain yokes 

installed on a Bell Model 205B or 212 

helicopter and would require replacing 

any unairworthy yoke. This proposal is 

prompted by the need to expand the 

applicability to include yokes produced 

under a Parts Manufacturing Approval 

(PMA) whose design approval was 

based on identicality with the affected 

Bell yoke parts and a recent discovery 

of a cracked yoke. The actions specified 

by the proposed AD are intended to 

prevent cracking of a yoke, failure of the 

yoke, and subsequent loss of control of 

the helicopter. 

DATES: Comments must be received on 

or before January 3, 2012. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

proposed AD: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590, 

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

through Friday, except Federal holidays. 

You may get the service information 

identified in this proposed AD from 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/. 

FOR FURTHER INFORMATION CONTACT: 

Michael Kohner, Aviation Safety 

Engineer, FAA, Rotorcraft Directorate, 

Rotorcraft Certification Office, 2601 

Meacham Blvd., Fort Worth, Texas 

76137, telephone (817) 222–5170, fax 

(817) 222–5783. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to submit any written 

data, views, or arguments regarding this 

proposed AD. Send your comments to 

the address listed under the caption 

ADDRESSES. Include the docket number 

‘‘FAA–2011–1188, Directorate Identifier 

2008–SW–46–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the proposed AD. We will 

consider all comments received by the 

closing date and may amend the 

proposed AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this proposed 

rulemaking. Using the search function 

of our docket web site, you can find and 

read the comments to any of our 

dockets, including the name of the 

individual who sent or signed the 

comment. You may review the DOTs 

complete Privacy Act Statement in the 

Federal Register published on April 11, 

2000 (65 FR 19477–78). 

Examining the Docket 

You may examine the docket that 

contains the proposed AD, any 

comments, and other information 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 Docket Operations office 

(telephone (800) 647–5527) is located in 

Room W12–140 on the ground floor of 

the West Building at the street address 

stated in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

Discussion 

On September 13, 1979, we issued AD 

79–20–05, Docket No. 79–ASW–25, 

Amendment 39–3572 (44 FR 55556, 

September 27, 1979) for Bell Model 

204B, 205A–1, and 212 helicopters. 

That AD requires an initial and 

repetitive inspection at 2,400-hour 

intervals and corrosion protection and 

sealing of the yoke, P/N 204–011–102, 

of the main rotor hub assembly (hub), 

P/N 204–012–101. We issued 

Amendment 39–3626, November 21, 

1979 (44 FR 70123, December 6, 1979) 

and Amendment 39–3662 January 3, 

1980 (45 FR 6922, January 31, 1980) to 

AD 79–20–05. The amendments to the 

AD deleted references to the radius in 

the bottom of the pillow block bushing 

holes because the cracks did not initiate 

there. The cracks originated in the side 

of the hole near the top or through the 

center section of the yoke adjacent to 

the data plate. 

On August 26, 1981, we issued AD 

81–19–01, Amendment 39–4207, Docket 

81–ASW–38 (46 FR 45595, September 

14, 1981) for Bell Model 212 series 

helicopters. We also issued AD 81–19– 

02, Amendment 39–4208, Docket 81– 

ASW–40 (46 FR 45595, September 14, 

1981) for Bell Model 204 and 205 series 

helicopters. These ADs established a 

retirement life of 3,600 hours TIS for 

certain yokes installed on these model 

helicopters. These yokes previously did 

not have a retirement life. AD 81–19–01 

also reduced the yoke retirement life 

below 3,600 hours TIS for those yokes 

installed on Model 212 helicopters used 

in external load operations involving 

more than four lifts per hour by 

requiring the operators to log additional 

hours for these type operations against 

the retirement life of the yoke. These 

ADs were prompted by three field 

reports of cracked yokes. These ADs 

were intended to establish retirement 

lives to prevent yoke failure and 

subsequent loss of control of the 

helicopter. 

On March 4, 1993, we issued AD 93– 

05–01, Amendment 39–8507, Docket 

No. 92–ASW–13 (58 FR 13700, March 

15, 1993), for the Bell Model 212 

helicopters to require repetitive 

inspections of yoke, P/N 204–011–102 

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Federal Register / Vol. 76, No. 212 / Wednesday, November 2, 2011 / Proposed Rules 67629 

(all dash numbers). That action was 

prompted by 12 reports of cracking at 

the pillow block holes on yokes 

installed on Model 212 helicopters. That 

AD was intended to detect corrosion 

pitting and a crack in the pillow block 

bolt bushing holes of the yoke and to 

prevent failure of the main rotor system 

and subsequent loss of control of the 

helicopter. 

After issuing ADs 79–20–05, 81–19– 

01, and 81–19–02, Bell has introduced 

a replacement stainless steel yoke, P/N 

212–011–102. Bell issued Alert Service 

Bulletins (ASBs) Nos. 204–92–36, 205– 

92–51, and 212–92–80, all dated 

October 23, 1992. The ASBs specify 

replacing the yoke, P/N 204–011–102 

(all dash numbers), by December 31, 

1993. These ASBs also specify replacing 

the yoke with yoke, P/N 212–011–102– 

105 or –109, depending on the 

helicopter configuration. The 

replacement stainless steel yokes have 

improved design characteristics 

addressing 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. 

The FAA also issued PMAs to Air 

Services International (ASI) for yokes, 

P/N ASI–4011–102, and to Arizona 

Aeroparts International (AAI) for yokes, 

P/N AAI–4011–102, both based on 

identicality with the Bell-manufactured 

yoke, P/N 204–011–102. The yokes 

manufactured under the PMAs are 

eligible for installation on Bell Model 

204B, 205A, 205A–1, and 212 

helicopters. 

Transport Canada recently contacted 

the FAA about a PMA yoke, P/N AAI– 

4011–102–125, manufactured by AAI. A 

Canadian operator reported this part 

was no longer supported by the PMAmanufacturer. The Canadian operator 

was trying to determine if the 

inspections in the existing ADs 

applicable to the Bell yoke, P/N 204– 

011–102, needed to be performed on the 

PMA-manufactured yokes as well. Both 

of these PMA companies have gone out 

of business. There is no longer an FAAapproved PMA holder for these PMA 

yokes. This results in no continued 

operational safety oversight of the PMA 

parts by the manufacturer that produced 

the parts that were sold to operators. 

Because the PMA yokes are identical to 

the Bell parts, these yokes are 

susceptible to the same cracking 

conditions found in the same Bell partnumbered yokes. 

This AD action proposes to give 

operators credit for the accumulated 

operating time on yokes, P/N 204–011– 

102 (all dash numbers), previously 

determined and recorded by following 

ADs 81–19–01 or 81–19–02; or the 

applicable Bell Model 204B, 205A–1, 

205B, or 212 maintenance manuals, 

which results in equal or higher 

accumulated factored hours TIS. 

However, these values must be included 

for previously accumulated service time 

in the calculations of the accumulated 

total factored hours TIS. Any additional 

factored hours TIS would be determined 

for each yoke using the hours TIS 

factors in the proposed AD. 

This proposal is prompted by the 

need to expand the applicability to 

include yokes produced under a PMA 

whose design approval was based on 

identicality with the affected Bell yoke 

parts and also a recent discovery of a 

cracked yoke on a Bell Model 212 

helicopter. 

The previously described unsafe 

condition is likely to exist or develop on 

other helicopters of these same type 

designs. We estimate 25 to 30 of the 

yokes manufactured under a PMA may 

still be installed on helicopters 

operating in the U.S. Therefore, the 

proposed AD would supersede the 

previously issued ADs and would 

require: 

• For helicopters with yoke, P/N 

AAI–4011–102 (all dash numbers) and 

ASI–4011–102 (all dash numbers), 

installed, within 100 hours TIS, unless 

accomplished previously, creating a 

component history card or equivalent 

record for each yoke; determining the 

model for each helicopter on which the 

yoke has been installed from the time 

the yoke had zero hours TIS; calculating 

the factored hours TIS for each type of 

operation and rate of external load lifts 

and takeoffs for each hour TIS 

accumulated on each yoke; and 

recording the accumulated total factored 

hours TIS on the component history 

card or equivalent record for each yoke. 

Continuing to factor the hours TIS for 

each yoke and recording the additional 

factored hours TIS on the component 

history card or equivalent record. 

Tracking these factored hours TIS is 

only for the purpose of establishing a 

retirement life and not to be counted 

against the hours TIS used to track 

inspection intervals. 

• For helicopters with yoke, P/N 204– 

011–102 (all dash numbers), installed, 

before further flight, unless 

accomplished previously: 

Æ Calculating the total factored hours 

TIS on the yoke for hours TIS 

accumulated before the effective date of 

this AD using the same requirements as 

ADs 81–19–01 and 81–19–02, which 

establishes the starting point for the new 

factoring of hours TIS contained in this 

AD. 

Æ Calculating and recording the 

factored hours TIS on the yoke for hours 

TIS accumulated after the effective date 

of this AD using the same requirements 

as used for calculating the total factored 

hours TIS in this AD for yokes, P/N 

AAI–4011–102 (all dash numbers) and 

ASI–4011–102 (all dash numbers). 

• Revising the Airworthiness 

Limitations section of the applicable 

maintenance manuals or the 

Instructions for Continued 

Airworthiness (ICAs) by establishing or 

continuing a retirement life of 3,600 

Total Factored Hours TIS for each yoke. 

• Recording a life limit of 3,600 Total 

Factored Hours TIS for each yoke on the 

component history card or equivalent 

record. 

• 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: 

Æ Removing the yoke from the hub. 

Using a 5-power or higher magnifying 

glass, visually inspecting each pillow 

block bushing hole, spindle radius, and 

center section web for any corrosion or 

mechanical damage. 

Æ Performing an MPI of each yoke for 

a crack. 

• 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: 

Æ Removing 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. 

Æ Performing an MPI of each yoke for 

a crack. 

• Before further flight, replacing each 

yoke with an airworthy yoke if: 

Æ The yoke has 3,600 or more Total 

Factored Hours TIS; 

Æ The Total Factored Hours TIS for 

the yoke is unknown and cannot be 

determined; 

Æ The yoke has any corrosion or 

mechanical damage that exceeds any of 

the maximum repair damage limits; or 

Æ The yoke has a crack. 

We estimate that this proposed AD 

would affect about 15 helicopters of 

U.S. registry and would take about: 

• 3 work hours to review the 

helicopter records and determine the 

total factored hours TIS (the cost of 

tracking the total factored flight hours 

will be negligible), 

• 35 work hours to remove the yoke 

from the helicopter and do a visual 

inspection and MPI, and 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

67630 Federal Register / Vol. 76, No. 212 / Wednesday, November 2, 2011 / Proposed Rules 

• 32 work hours to replace a yoke, at 

an average labor rate of $85 per work 

hour per helicopter. 

• Required parts would cost about 

$40,157 per helicopter. 

Based on these figures, we estimate the 

total cost of the proposed AD on U.S. 

operators to be $48,450, assuming 15 

helicopters have a yoke installed 

requiring a review of the helicopter 

records and to determine the hours TIS 

with one visual inspection and MPI, and 

no yoke needs to be replaced. If we 

assume all the yokes in the fleet are 

replaced, the total cost would be about 

$643,155. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. Additionally, 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 that the 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); 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. 

We prepared a draft economic 

evaluation of the estimated costs to 

comply with this proposed AD. See the 

AD docket to examine the draft 

economic evaluation. 

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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Safety. 

The Proposed Amendment 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the Federal Aviation 

Administration proposes to amend part 

39 of the Federal Aviation Regulations 

(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. Section 39.13 is amended 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: 

Bell Helicopter Textron, Inc (Bell): Docket 

No. FAA–2011–1188; Directorate 

Identifier 2008–SW–46–AD. Supersedes 

AD 93–05–01, Amendment 39–8507, 

Docket No. 92–ASW–13; AD 81–19–02, 

Amendment 39–4208, Docket No. 81– 

ASW–40; AD 81–19–01, Amendment 39- 

4207, Docket No. 81–ASW–38; and AD 

79–20–05, Amendments 39–3662, 39– 

3626, and 39–3572, Docket No. 79– 

ASW–25. 

Applicability: 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. 

Compliance: Required as indicated. 

To prevent cracking of a yoke, failure of a 

yoke, and subsequent loss of control of the 

helicopter, do the following: 

(a) 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), unless 

accomplished previously: 

(1) Create a component history card or 

equivalent record for each yoke. 

(2) Determine the model for each 

helicopter on which the yoke has been 

installed from the time the yoke had zero 

hours TIS. 

(3) In accordance with the rate per hour 

categories shown in Table 1 of this AD, 

categorize the accumulated ‘‘Unfactored 

Hours TIS’’ on each yoke by determining the 

types of operation AND the rate per hour of 

external load lifts and takeoffs 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. 

TABLE 1—FACTORED HOURS TIS FOR A YOKE

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 1.1 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 ..............................

48.1 or above ............ .................... 9 ..............................

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

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Federal Register / Vol. 76, No. 212 / Wednesday, November 2, 2011 / Proposed Rules 67631 

TABLE 1—FACTORED HOURS TIS FOR A YOKE—Continued 

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) 

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

Total Factored Hours TIS on Yoke 

(Summation of the Factored Hours 

TIS).

.................................... .................................... .................... .................... 3,450 

1For the purposes of this AD, an external load operation occurs each time a helicopter picks up an external load and drops it off. Any external 

load lift in which the helicopter achieves a vertical altitude difference of greater than 200 feet indicated attitude between the pick-up and drop-off 

point counts as two external load lifts in determining the proper rate per hour category. 

Note 1: The number of unfactored hours 

TIS and factored hours TIS contained in 

Table 1 of this AD are examples and 

presented for illustration purposes only. 

(4) By reference to Table 1 of this AD, enter 

the ‘‘Unfactored Hours TIS’’ for each category 

as determined by paragraph (a)(3) 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. 

(5) Record the accumulated Total Factored 

Hours TIS on the component history card or 

equivalent record for each yoke. 

(6) Continue to factor the hours TIS for 

each yoke by following paragraph (a)(2) 

through (a)(4) of this AD, and record the 

additional factored hours TIS on the 

component history card or equivalent record. 

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

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

further flight, unless accomplished 

previously: 

(1) For hours TIS accumulated before the 

effective date of this AD, calculate and record 

the Total Factored Hours TIS as follows: 

(i) 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. 

(ii) For the Model 204 and 205 series 

helicopters, 1 hour TIS equals 1 factored 

hour TIS. 

Note 2: Paragraph (b)(1) gives credit to the 

operators for compliance with ADs 81–19–01 

and 81–19–02 in establishing the starting 

point for the new factoring of hours TIS 

contained in this AD. 

Note 3: The accumulated Total Factored 

Hours TIS for yoke, P/N 204–011–102 (all 

dash numbers), calculated in accordance 

with the applicable Bell Model 204B, 205A– 

1, 205B, or 212 maintenance manuals, which 

results in an equal or higher accumulated 

Total Factored Hours TIS is an acceptable 

alternative to meeting the factoring 

requirements of AD 81–19–01 (contained in 

Bell ASB 212–81–23, dated June 22, 1981, for 

the Model 212 helicopters) and AD 81–19– 

02 (contained in Bell ASBs 204–81–11 and 

205–81–16, both dated June 22, 1981, for the 

Model 204 and 205 series helicopters). 

(2) 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 (a)(1) thorough (a)(6) of this AD. 

(c) 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. 

(d) Unless accomplished previously, 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. 

(e) 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: 

(1) 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. 

(2) Perform an MPI of each yoke for a 

crack. 

Note 4: MPI procedures are contained in 

Bell Standard Practices Manual BHT–ALL– 

SPM. 

(f) 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: 

(1) 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. 

(2) Perform an MPI of each yoke for a 

crack. 

(g) Before further flight, replace each yoke 

with an airworthy yoke if: 

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

Factored Hours TIS; or 

(2) The Total Factored Hours TIS for the 

yoke is unknown and cannot be determined; 

or 

(3) The yoke has any corrosion or 

mechanical damage that exceeds any of the 

maximum repair damage limits; or 

Note 5: The applicable Bell Component 

and Repair Overhaul Manual contains the 

maximum repair damage limitations. 

(4) The yoke has a crack. 

(h) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Contact the Manager, Rotorcraft 

Certification Office, FAA, ATTN: Michael 

Kohner, Aviation Safety Engineer, Rotorcraft 

Directorate, 2601 Meacham Blvd., Fort 

Worth, Texas 76137, telephone (817) 222– 

5170, fax (817) 222–5783, for information 

about previously approved alternative 

methods of compliance. 

(i) 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 (e) or (f) of this AD can be 

performed. 

(j) The Joint Aircraft System Component 

(JASC) Code is 6220: Main Rotor Head Issued 

in Fort Worth, Texas, on October 21, 2011. 

Lance T. Gant, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–28361 Filed 11–1–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1212; Directorate 

Identifier 2011–CE–034–AD] 

RIN 2120–AA64 

Airworthiness Directives; Cirrus 

Design Corporation Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

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